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Ramblers excursions
Ramblers excursions have long been a form of excursion train.
A 1935 report described a day's excursion for 400 ramblers from Christchurch to Amberley, an 11 mile walk in the Mount Grey area and a return from a level crossing near Balcairn. NZR ran the trains on Sundays to a different destination each week.[1]
1932 a ‘Hikers’ Mystery Express’’ run by the Great Western Railway drew a crowd of 2000[2]
Over Easter 1932, the Great Western Railway put on mystery excursions from Paddington for ramblers as an experiment and were overwhelmed by the response: over a thousand passengers turned up. This led to a regular programme of special trains in all directions from London, even across the Channel. Some included fireworks and dancing! World War 2 stopped them for a while, but they then continued by train and coach until 2004.[3] In the 1960s ramble excursions from London were in their prime and attracted hundreds of people, even as many as a thousand.[4] The National Railway Museum has on display a Ramblers Excursion British Railways (Southern Region), Ramblers Excursion Departure Board; green background with cream lettering, metal reinforcing at left and right hand edges.[5]
Southern Region Ramblers' excursions ran to many destinations, some earlier examples being -
- ramblers excursion at St Marys Cray Jct June 1935.[6]
- O1 class 0-6-0 31064 heading the Kentish Heights Special a train to Westerham mainly for ramblers, organized by George Lockie; seen here near head-on at Crystal Palace Low Level; View from a carriage window on the George Lockie ramblers’ special from Greenford to Westerham at Latchmere Junction, showing the road set for the Brighton line; special from Ruislip to Westerham as it arrives at Balham 10 Nov 1957
- The empty stock for George Locke’s ramblers’ special train to Tenterden arriving at London Victoria behind U class 2-6-0 31626 18 Oct 1959
- D1 class 4-4-0 31739 heading a ramblers’ special to Hawkhurst at the platform at London Victoria; the train was double-headed, the second loco (hardly visible in this picture) was E1 class 4-4-0 31067; View from a carriage window on double-headed ramblers’ special as it climbs Grosvenor Bank on its way to Hawkhurst 28 May 1961.[7]
- 26 November 1950 British Rail (S.R.) (Ramblers Excursion) London Victoria - (via LCDR 1860 routing via Crystal Palace) - Hildenborough.[8]
- 27 September 1959 Ramblers Excursion London Victoria - Oxted - East Grinstead - Horsted Keynes - Ardingly.[9]
- 31739 & 31067 Pass through Godstone with a Ramblers Excursion from Victoria to Hawkhurst via Redhill and Paddock Wood, 28/05/1961.[10]
- a mid-week Ramblers Excursion from London (Victoria) to Cranleigh on Wednesday, 28 June 1961.[11]
- 20-May-62 East Croydon - via Oxted
- 8-Apr-73 Victoria - Wateringbury.[12]
Until the 1960s SR trains had the headcode 04 for Ramblers Excursions.[13]
In 1955 the rail strike caused the late May and early June rambles to be cancelled; ramblers met at the time and place on the list for an alternative ramble. For the 1973, 1974 and early eighties rail strikes emergency lists of alternative rambles were prepared using the Greenline buses and starting an hour earlier. In 1984 some rambles were moved to the Saturday. Engineering works from about the 1970's became a problem. Previously they had been carried out at night. They cause uncertainty as to whether the listed ramble can take place. The replacement bus might not hold all the ramblers. The leader may be prevented from getting to the start of the ramble. Once the ramble had to wait several hours at the end of a ramble as the replacement bus had stopped running although the engineering works were not yet finished. In the prewar days ramble fares had to be kept to 3/- (about £6 in today's money) or below. During the war fares gradually increased and seem to have been monthly returns. By about 1943 few rambles had fares less than 3/- and these were close to London - Claygate, Banstead, Uxbridge, Rickmansworth, Loughton, Orpington. The ramble now rarely went as far as 20 miles from London. In 1948 Cheap Party tickets were introduced by British Rail for eight or more people - they reduced fares considerably but it meant travelling out and back together. The Club began to go to areas further out again, such as Great Missenden or Guildford. In 1949 Southern Region started running the Ramblers excursion trains again. These were often used but as details were not known when the ramble list was prepared members were advised to read the Evening Papers of the preceding Wednesday. In 1958/59 good use was made of the Cheap Walking ticket and Day in the Country tickets from Euston. In 1959 leaders were asked not to exceed 8/6 in fares. In 1962 when half day tickets were introduced many rambles left London after 12 noon to get 25% off the fare. Cheap Off Peak, later called Awayday, fares appeared about 1965. From 1978 - 1985 maximum Sunday fares on the tube were introduced. These were useful but could be difficult to buy at local stations as the staff did not always know the correct fare. For `further out' tickets members were advised to ask for a return to Heathrow than, say, Amersham. In winter 1981 these fares were reduced to half price and half the rambles used them. In the following summer BR halved the Awaydays fares, then in the Autumn introduced `party' Awaydays, one person paid the full fare and up to four others paid £l. In the autumn of 1983 free rail tickets could be obtained by collecting Persil tokens. Then All zone capitalcards, later called travelcards, appeared offering cheap travel in Greater London. Then came Network South East Cards offering the owner and up to three others a third off the fare. For rambles from Baker Street such tickets had to be purchased from Marylebone station about half a mile away.[14]
Vanguard Rambling Club, which created the Vanguard Way, was established on 18 April 1965 on the return journey of a ramblers’ excursion from London to Axminster and Seaton in Devon. A group of high-spirited young walkers wanted to sit together but couldn’t find enough seats, so they sat on the floor of the ‘guard’s van’.[15] Beside Berwick station, in a quiet corner of East Sussex, lies a hostelry, now called the Berwick Inn. Back in the late 1960s it was called the Fullers Arms, then a rough-and-ready establishment with a wooden floor. This was where members of the London based Vanguards Rambling Club used to gather after a hard day's walking on the nearby South Downs, on one of the ramblers' excursions by train, which were then in their heyday. The Vanguards were hell-bent on downing as much as possible of the formidable apple wines produced by Messrs. Merrydown and Bob Luck within the half-hour or so between opening time and departure of the homeward train.[16]
As well as Southern Region, George R. Lockie organised railway excursions for the Ramblers Association, but as he was also a railway enthusiast, he arranged for the route, where possible, to cover little used passenger and freight lines utilising unusual motive power, thus catering for railway buffs who liked to do rare track and mark it off in their atlases. These excursions were affectionately known as 'Lockie Limiteds'. One of these excursions was run on Sunday 4th June 1961 from Liverpool Street (dep 09.42) to Lavenham, via Marks Tey and Long Melford, where the line had already closed to passengers that April.[17]
20th April 1962 (Ramblers Excursion) & add-on tour Locos Used class 31? & D5544, 3 open wagons & 6 brake vans class 31? [1] London Liverpool Street - (via GEML) - Bentley - Ipswich MPD - Bentley - Capel - Raydon Wood - Hadleigh bay platform - Raydon Wood - Capel - Bentley The ramblers special dropped ramblers at Ardleigh, Manningtree and Bentley, then continued to Ipswich for non-ramblers. A separate train ran from Ipswich MPD to Hadleigh and back to Bentley. During the run-round at Bentley on the outward leg, platform benches from the station were placed in each of the open wagons. On the return the train picked up ramblers at Raydon Wood. The main train ran ECS from Ipswich to Bentley where it recommenced. This was the last excursion organised by Mr. Lockie, who retired to Spain.[18]
12 April 1963 Ramblers’ excursion from Ilford to Framlingham.[19]
An annual Ramblers' excursion from Bradford ran as an eight-car diesel multiple unit, via Malton, Hovingham Spa, Gilling, Helmsley, Nawton and Kirbymoorside.[20] The last ramblers excursion to Kirbymoorside ran on 3 May 1964,[21] but railway walks in the Yorkshire Dales were revived in 1975. Since then Lancashire Rail Rambler volunteers have been organising walks twice a month with trains (usually scheduled),[22] supported by Lancashire County Council, Community Rail Partnership, and Northern Rail,[23] Friends of the Settle-Carlisle Line have weekly walks during the summer.[24]
Dales Rail began in Spring 197-+ when
the We.sl Riding Area of the Ramblers' A.s.sociation
took the courageous step of chartering a train from
Photo A croiriled O-car Dales Hail train arrires at
Dent Station, sninnier 1978 (Photo: TFIJ
m
the then British Railwa\'s, for a ramblers' excursion
from Leeds and Bradford to Settle and Appleby,
which was permitted to make si")ecial .stops at then
closed Dent and Garsdale Stations, so that a choice
of guided walks could be arranged. The decision
was appro\-ed by the Ramblers by a single vote,
but proved a huge success, packing a 10 coach
train and covering its cost threefold - making a
c!l-600 profit for the Ramblers.
A few months later British Railways indicated that
this would be the last ever train to Dent and
Garsdale as it was proposed to "cut back" the
platform edges at all the closed halts to permit the
safe passage over the line of the new Mark 3
rolling stock on diverted express serv-ices. After
much discussion and deliberation, the newlyestablished, unified Yorkshire Dales National Park
Committee agreed to pay British Railways around
£2,000 for essential remedial work to the station
platforms at Horton. Ribblehead. Dent and
Garsdale so that at some point in the future they^
could be used again. Cumbria County Council
offered a small sum for similar works at Kirkby
Stephen - outside the National Park.
But if money was to be spent on the platforms then
who W'OLild run trains ? In a bold move early in
1975. the 3'ork.shire Dales National Park decided to
take the lead and run an experimental series of just
six charter trains on the first weekends of May.
June and July 19^3. The Sunday seiwice. like the
Ramblers' train, would just operate one return trip
between Leeds. Bradford and Appleby. but the
Saturday train operated as a double shuttle to
provide a shopping service
into Skipton. Bradford and
Leeds for local people.
But in order to get maximum
benefit from the trains and to
s e rv e wide r c om m u n i t i es.
linking buses would operate to
and from "Wens ley dale and
Sedbergh to Garsdale Station,
bringing local people to and
from the train but also taking
walkers into Sedbergh, the
Howgills. Barbondale.
Wensleydale and Swaledale.
It was also reali.sed that simpK'
dropping \ isitors off in the
middle of nowhere would not
be particularly attractive lo
people not u.scd to rising public transport or who
didn't know the Dales, so a full programme of
gtiirled walks from the .stations and bus stops was
Plioto: Ddlt's Rail irutkc
train. Kirkhy Stephen I97H
arranged by volunteers -later to form the core of
the National Parks guided walk service. So the
chosen brand name Dales Rail meant not just a
train or even a train and bus service, but a full day
out in the Yorkshire Dales with an experienced
walk leader.
Not everyone in the National Park approved. Even
certain senior officers declared that it v^'as not the
job of the National Park Authority to bring people
into the Park, merely to
"manage" people after they
arrived. However the then
Chairman of the National Park
Committee Keith Lockyer and
National Park Officer. Richard
Harvey, had somewhat less
myopic vision, realising that
facilitating sustainable access to
the countryside was in fact
what National Parks were set
up to do. Moreover,
persuading people to leave
their cars at home and travel
by an integrated public
transport network would
reduce the number of cars in
the National Park, reducing
conge.siion and pollution. Not
that British Railwavs were enthusia.stic. It needed a
question in Parliament, by the late Bob Ciyer. to
get permission in time to stop trains at the "closed"
stations on a regular basis.
It is interesting to refiect that a day return ticket
from NX-'est "^'orkshire to the Yorkshire Dales as far
as Gar.sdale was. in 19*^5 priced at XI.25 at a time
when petrol was XI.20 per gallon, whilst a walker
could lra\"el as far as Kirkby Stephen or Appleby.
or have a fully inclusive through day ticket on the
connecting bus ser\-ices to Sedbergh. Hawes or
Swaledale for ju.st XI.50. This was deliberate, to
make a day on Dales Rail compare fa\'oLirably with
the marginal cost of a day out in the car - for two
people around 2- 3 gallons of petrol. A similar
journey by train and bus today between Leeds and
Hawes co.sts about XI1 at a time when petrol is
about X3.50p per gallon. So whilst your car trip
now costs around XI0.50 for two plus parking
charge of (say) X3 at Hawes. the cost of the same
cntinv return
Jti-'Va
PIh iI' ) /nteM''aleJ irarel Dates Rait style Ritchie and I niled tmsesJdv Sedl>erLil' and l/>e
l/oiriidls l/aii i's and s/raiedale airaii ll>e arrirat <>/ llu' Dates Rait train at (iarsdate
sfatinii i'ariny; //asseiiMers to itn- train frmn Dates ritta,i;es. smnmer t'J Traret
Hi /('('/<• n ere rahd "ii Ixilli trains and tsases <'lt-l >
trip for two by train and bus is now around X22,
one indication of why traffic congestion remains a
problem in the Dales.
The experiment was a huge success (on one
famous occasion there were 199 people waiting on
Kirkby Stephen station for the Saturday special
back to Leeds) and the inxohement of tite
CoLintry.side Commi.ssion in a three year experimeiit
to develop the project further soon followed, with
three more weekends and an experimental
Lancashire to Carlisle service in
1975,
By 1976 Dales Rail had
extended regularly into
Cumbria as far as Carlisle and
from Lancashire. With the
support of Lancashire County
Council, services were op
erated to and from Carlisle on
Salurda\s not only from Leeds
but also from Manchester.
B1 a c k b Li r n. P I'es t o n a n d
Blackburn calling at a re
furbished Cliiheroe station, an
important dexelopment which
paved the wiiy for the e\entual
hugely successful reopening of
the Kibble \'alley line. For a
lime the Lancashire and
Voi-kshire trains were
connected at Hellifield.
CARLISLE
Cumbria County Council, now a fully and active
partner in Dales Rail funded the restoration of
Langwathby, Lazonby and Armathwaite Station in
the Eden Valley - .stations first identified for the
Dales Rail programme. Trains were soon mnning
on Saturday and Sunday on the first weekend e\'ery
month between April and October, but fortnightly
during July and August. And train sen ices were so
well supported that operational co.sts at least \A-ere
covered - an un-precedented
achievement for any
recreational public transport
scheme, with tens of thcuisands
of passengers being carried
each year, local people as well
as visitors.
SORTHU.M
Armathwaite
Lazonby
Langwaihby
By the late 1970s another key
player was taking part - West
Yorkshire Passenger Executive,
or Metro, who took over the
chartering and marketing of
the train service from an
increasingly reluctant National
Park Authority who by then
were once again pre-occupied
with cost cutting agendas.
Whilst Metro's involvement
increased the potential market
for iOales Rail, cut-backs in the
bus senaces in the Dales and
loss of through train-bus
ticketing reduced the Swissstyle seamless nature of the
.sen'ice.
has started and Dales Rail dismissed as just an
"occasional" service. This is simply not true. It was
in fact a comprehensive programme of seasonal
public rail services (including a winter shopping
train), carrying some tens of thousands of
pa.ssengers. Up to six coaches were required on
some trains, all well filled. In 1986 Dales Rail was
legally accepted as constituting a public rail senace
from "open" stations, allowing many more
objectors at the TUCC inquiry
to argue for the stations' full
retention.[25]
Cheap-Day Ramblers Excursion from Leeds to Tebay on Sunday, 18 April 1960, was headed by Black Five 45306, picking up ramblers at intermediate stations to Skipton, then dropping off at every station to Tebay. [26]
Sunday 16 February 1958 Nottingham Midland, Beeston, Sawley Junction, Derby Midland, Ambergate and Belper to Millers Dale, Edale, Hope, Bamford and Hathersage led by the Ramblers' Association (Notts. & Derby Area) Good Friday 4 April Sundays 6 & 27 April Hope Valley, 9 March to Matlock, Bakewell, Good Friday 10 April & Sundays from 6 April to Bakewell, Millers Dale & Buxton, but, due to engineering work, the proposed Sunday 23 February Hope Valley excursion was cancelled.[27]
in the 1950s weekend ramblers' excursion trains ran from West Yorkshire to Edale.[28] 7 Sep 1958 to Chesterfield, Grindleford, Hathersage, Bamford, Hope and Edale with the Ramblers Association and Peak Park.[29]
Ramblers Excursions to Middleton In Teesdale, Cotherstone, Mickleton, etc in 1956 and to Barnard Castle, Bowes, Barras, Kirby Stephen & Appleby in 1957.[30]
4 May 1952 an excursion to Saltaire & Otley via Skipton from Accrington with rambles from Saltaire and Otley. 7 June 1953 organised rambles, Hartington, Alsop-en-le-Dale, Thorpe Cloud and Ashbourne from Accrington. These continued regularly until 1991, when Ramblers’ excursions were the latest to come under pressure from a uncooperative BR, who were reluctant to do anything other than provide scheduled services. The Rail Ramblers’ Association announced they were planning several excursions during the year, starting on Saturday 12 January to Hebden Bridge, with another later in the month to Whitchurch and Nantwich. However, North West Ranger Tickets and Day Savers tickets could only be obtained from BR’s manned stations. In February Rail Rambles planned for the month included Buxton and Ulverston, whilst in March 1991 it was intended to visit Styal and Alderley Edge, then Grange-over-Sands.[31]
Ramblers' Excursion SUNDAY 16th JULY 1967 Bradford Foster Sq., Shipley, Leeds City, Cross Gates, Garforth, Micklefield, York, Northallerton and Middlesborough to Great Ayton, Battersby, Commondale, Castleton, Danby, Lealholm, Glaisdale, Egton, Grosmont, Sleights, Ruswarp, Whitby.
- RED ROUTE Egton Bridge, Grosmont, Sleights, Ruswarp, Whitby. EASY 9 MILES. Alight EGTON
- BLUE ROUTE Roseberry Topping (1,057 ft.), Hutton Law Cross, High Cliff Nab (1,062 ft.), Sleddale, Cooks Monument (1,064 ft.) Great Ayton. MODERATE 12 MILES. Alight GREAT AYTON
- GREEN ROUTE Castleton, Westerdale, Esklets, Route of Old Railway. Bloworth Crossing, Ingleby Moor, Great Ayton. STRENUOUS 16 MILES. Alight CASTLETON
- PURPLE ROUTE Danby, Crag Farm, Stonebeck Gate, Fairy Cross, Fryup Lodge, Trough House, Bottom Cross, Danby Rigg. Ainthorpe, Danby. EASY 12 MILES. Alight DANBY
- RED AND YELLOW ROUTE Sleights, Littlebeck, Falling Foss, Brecon Howe, Darnholm, Beck Hole, Grosmont. MODERATE 13 MILES. Alight SLEIGHTS
- YELLOW ROUTE Battersby, Rutland Rigg. Bloworth Crossing, Urra Moor, Hasty Bank, Forestry Tracks to Battersby. STRENUOUS 15 MILES. Alight BATTERSBY
- YELLOW AND BLUE ROUTE Grosmont, Beck Hole, Goathland, Wheeldale, Egton. MODERATE 12 MILES. Alight GROSMONT
- PURPLE AND WHITE ROUTE Glaisdale, Glaisdale Moor, Danby Dale, Castleton. MODERATE 12 MILES. Alight GLAISDALE
- WHITE ROUTE Ruswarp, Buskey Beck, Sneaton, Monks Walk, Rigg Mill Wood, Hawker, Coastal Footpath to Whitby Abbey, down 199 steps to Whitby Town. MODERATE 11 MILES. Alight RUSWARP
- GREEN AND WHITE ROUTE Ruswarp. Sneaton, Monks Walk, Rigg Mill Wood, Hawsker, Bus to Whitby. MODERATE 6 MILES. Alight RUSWARP
Published by British Railways (Eastern Region) Printed by Jowett & Sowry Ltd, Leeds 9. Light refreshments will be available on the train in each direction, including tea, minerals, sandwiches, fruit pies, potato crisps, chocolate, etc. Any person on the special excursion may join the organised rambles, but those not accustomed to long walks are strongly advised against joining parties on the STRENUOUS route. Rambles are led by official guides of the Ramblers' Association, who are prepared to give advice on the routes, but no responsibility is undertaken for accident or loss. All guides will wear armlets corresponding to the colour of the route. • Sufficient food for two meals and a hot drink in a flask would be an advantage for persons joining the rambles; one meal should be eaten on the train on the outward journey. * Stout nailed boots or shoes should be worn on the rambles and a lightweight rainproof. Enquiries relating to rambles should be addressed to: Mr. E. BARKER, 80 MONTAGUE CRESCENT, GARFORTH, near LEEDS. Hon Excursions Organiser to the West Riding Ramblers' Association. A stamped addressed envelope MUST be enclosed with any postal queries. Children under three years of age free, three years and under fourteen half-fares. (fractions of 1d. reckoned as 1d.) Tickets can be obtained IN ADVANCE at the Stations or accredited Rail Ticket. Further information will be supplied on application to Stations, Information Offices, Agencies, Divisional Sales Manager, City Station, Leeds; or Divisional Sales Manager, Middlesbrough.[32]
Blaenau Ffestiniog, Class 104 with a ten-car DMU Ramblers excursion from East Lancashire on 25 May 1978[33]
25.10.59 Davenport. 42583 and 42494 on Manchester to Ashbourne ramblers excursion passing Woodsmoor[34]
Scotsgap, with DMU forming a ramblers’ excursion from Newcastle Central 24 July 1960, 8.15am ramblers’ special DMU from Newbiggin to Bellingham (North Tyne) to Scotsgap, Woodburn and Reedsmouth Junction 23 Sept 1961, 8-car DMU, ramblers' excursion from Newcastle to Hawick via Tarset, Deadwater, Kielder Forest, Bellingham, Lewisfield Halt, Woodburn, between Reedsmouth and Scotsgap, Falstone 7 Sept 1958, 8.15am ramblers’ special DMU from Newbiggin to Bellingham (North Tyne) viaReedsmouth Junction, Ticcarton Junction 23 Sept 1961, 8.15am ramblers’ special DMU from Newbiggin to Bellingham (North Tyne) via Morpeth 23 Sept 1961, Rothbury ramblers’ excursion from Newcastle 24 July 1960.[35]
Barbon last ramblers’ excursion 26 August 1962, Butterley last ramblers’ special to Matlock and Buxton 14 April 1963, Chee Dale Sundays 5 July to 13 September 1987 plus a Bank Holiday Monday (13 times in all) for ramblers, Gilling last ramblers’ special 3 May 1964, Grassington ramblers’ excursions to 14 April 1968, Helmsley last ramblers’ excursion 3 May 1964, Hovingham Spa last ramblers’ 3 May 1964, Ingleton last ramblers’ 20 September 1964, Kirbymoorside last ramblers’ excursion 3 May 1964, Kirkby Lonsdale last ramblers’ excursion 26 August 1962, Leyburn Ramblers’ 25 April 1981, Midhurst ramblers’ special 8 June 1958, Monsal Dale ramblers’ specials, 3 April 1961 probably last, Nawton ramblers to here 3 May 1964, Okehampton Rambler charter service 26 July, 2, 16 and 23 August 1986, Redmire ramblers’ 25 April 1981, Unstone Ramblers’ excursions at least to 22 September 1957.[36]
Saughtree last ramblers’ excursion on 7 September 1958.[37]
in 1960 a ramblers excursion from Greenford to Ardingly, was hauled to East Croydon by City of Truro.[38]
ramblers excursion from St.Pancras to Manton, Oakham and Ashwell July 1965[39]
Utilities
Hamilton Water
1989 HAMILTON CITY COUNCIL
WAIORA TERRACE WATER TREATMENT STATION
WATER SOURCE
The source of Hamilton's water supply is the Waikato River. The minimum river flow through Hamilton (controlled by Electricorp) is around 11,000 Ml/day. The present peak daily demand of around 70 Ml/day represents less than 0.7% of this flow.
The quality of the Waikato River is variable due to changing turbidity and algal content. Chemically the water is soft and neutral.
i) Intake, and Low Lift Pump Station
Water flows into the river intake pipes through coarse grills that prevent the entry of logs and other large debris. Band screens with a 10mm mesh remove leaves and twigs prior to the water entering the base of the low lift pump station well. From here the water is pumped to constant head tanks leading to the sedimentation tanks.
ii) Sedimentation
Two chemicals are added to the raw water during this phase. Liquid Alum (aluminium sulphate) is injected at the low lift pump station. The doseage depends largely on the turbidity and the algal content of the river water but is usually 20 to 25 parts per million (ppm); A polyelectrolyte (Magnafloc LT 22S) is added in the constant head tanks prior to the sedimentation tanks at 0.04 to .15 ppm. Both these chemicals are coagulants. That is, they alter the electrostatic characteristics of particulates in the water causing them to be attracted together to form larger, and hence more readily removed particles.
The alum is added at the low lift pump station to ensure thorough chemical mixing prior to the water reaching the sed. tanks. Polyelectrolytes are not new but improvements in this synthetic chemical have greatly increased the flow capacity of sed. tanks.
Water flows under gravity through the remainder of the treatment process. The raw water with the coagulant chemicals added flows into the base of the sed. Tanks. From here it flows upwards through a “blanket” of supended particles. Here a process known as fluculation takes place. Particle mixing causes contact which encourages particles to physically or chemically combine to form particle sizes that readily settle out under gravity. The blanket formed in the sed. tanks is in effect a suspension of particles such that the upward velocity of water through the tank matches the downward settling velocity of the particles. The top surface of the blanket is usually clearly visible with clear water above flowing up and over into the tank trays.
The blanket rises to a point where it overflows Into corner pockets, settles, and is bled off as a sludge to waste. The thicker sludge blanket at the base of the sedimentation tank is also bled off periodically.
The top level of the blanket also depends on the upwards velocity of the water passing through the tank. The whole process of flow rate, bleed rates, and chemical dosing must be carefully and continuously monitored and controlled.
iii) Filtration
The settled water flows from the sed. tank trays to the filters known as “Rapid Gravity Sand Filters". The head of water in the filter tank over the sand filter forces the water through the sand. However the physical sieving action is not the primary filtering process taking place. Most of the suspended particles have been removed by the sedimentation process. Filtering is a “polishing off" of settled water. The sand granules become coated in coagulant carried over from the sedimentation tanks. The passages for water through the sand filter causes particles to “bump into" the coated sand grains. Physical and chemical trapping of suspended particles takes place similar to the sedimentation process.
In fact a filter with new 'clean' sand will not function fully until it is 'conditioned“ by a coagulant coating.
Eventually the filters become clogged and must be cleared. This is achieved by draining the water out the filter tank, forcing compressed air up through the sand bed to break it up, and then back washing with clean water. This process does not (nor is it intended to) completely remove the coating off all the sand granules.
iv) Final Chemical Treatment
The filtered water has three chemicals added to it before entering a baffled mixing chamber (to ensure thorough mixing of these chemicals) and finally flowing into the clear water storage reservoirs.
Chlorine is added at around 0.6 to 0.7 ppm to achieve a final kill of any remaining bacteria. The chlorine dose is aimed to achieve a detectable residual (under 0.1 ppm) at the extremities of the supply area. The residual is around 0.3 ppm as it leaves the station.
About 10 to 12 ppm of lime is added to neutralise the treated water which has been made slightly acidic by the alum coagulant.
The third chemical added here is fluoride for the reduction of tooth decay. The river water has 0.2 to 0.4 ppm fluoride which is increased to around 1ppm through the station.
QUALITY CONTROL
The water quality is monitored at all stages of the treatment process from the river water to random sampling of tap water around the city. Both bacteriological and chemical tests are carried out. Independant random tests are also carried out by the Health Department.
There are stringent rules governing the quality of public water supplies. Many of the tests carried out are recorded and sent on to the Health Department. A five yearly survey of all public water supplies In New Zealand is carried out by the Health Department. This is based on both the quality of the water and the quality control used to detect any anomalies that may arise due to changes in raw water quality, equipment failure and so on. Hamilton City has always received the top possible grading in both categories.
PUMPS
The Hamilton Water Treatment Station is really a combined treatment and pumping station. In many other situations there is either no pump station (the supply being completely under gravity), or there are separate pump and treatment stations.
All water used in Hamilton has been pumped at least twice. Once from the low lift pump station at river level to the sedimentation tanks, and again from the clear water storage tanks to the city reticulation through the high lift pump station. To supply specific areas or to meet peak demands from reservoirs water is pumped a third time through local boosters.
This may sound like an expensive process, and indeed the Water Treatment Station power bill is around $310,000 per year (1988/89). However other centres fed by gravity supplies such as Auckland, have huge costs for catchment areas to collect water, dams to form raw water reservoirs, and many kilometres of large pipes to bring the water from the catchment area, to the treatment station and on to the City.
Hamilton is fortunate to have a virtually unlimited supply of raw water running through its centre.
PUMPING
The stability of the sedimentation tank sludge blankets can easily be disturbed by flow rate changes. It is not possible to treat water “on demand”. Generally the low lift pumps, which govern the flow of water through the treatment process, are set to around the average expected daily demands.
The high lift pump station on the other hand must meet the city's varying demands and hence is continually changing. Differences between the low lift and high lift pump station flows are buffered by the on site clear water storage reservoirs.
The reservoirs around the city also serve as a buffer for varying demands. During low demand periods, the reservoirs are filled. Unfortunately most of the reservoirs are “drowned”. During peak demand periods, when water is required both from the Water Treatment Station and from reservoirs, pumps must be switched on at the reservoirs to pump water out.
Quarterly power charges at the Water Treatment Station are based almost equally on the amount of power used, and the maximum power demand in any 30 minute period. Judgement is continually made as to the most economic pump operation. Even when there is reserve pumping capacity at the treatment plant, it may be more economical to pump out of a reservoir than to switch on an extra CG pump at the station.
CAPACITY
The Water Treatment Station was designed for an initial capacity of 65 Ml/day. Chemical improvements, modifications to the sedimentation tank hydraulics, and changes to filter grading material have increased the capacity of the treatment side of the station.
Modifications within the city reticulation to provide a single head system, has increased the pumping capacity. (More importantly this increased the flexibility and reliability of the supply).
The plant can now cope with around 90 Ml/day. The addition of four more filters in the future will give the plant a capacity of around 100 Ml/day, 67% higher than the initial design capacity.
COSTS
The Water Treatment Statlon costs around $1,085,000 per year to run (1989 prices) which can be roughly broken down as follows:
Salaries and Wages $345,000 Building, Ground & Equipment Maintenance $226,000 Power $310,000 Chemicals $204,000
DEMAND
At present, the average daily demand is around 39Ml/day (14,390 Ml/year) ranging from around 23 Ml/day in winter to 70 Ml/day in summer peaks.
FUTURE
The present Water Treatment Station site when fully utilised has a capacity in excess of 200 Ml/day. Assuming demand characteristics will not alter dramatically, this will serve a population well in excess of 200,000. Population growth rates indicate that Hamilton's population will be around 110,000 by the year 2000. The present site is capable of servicing Hamilton well into the 21st century if present trends continue.
In 1902 a poll of ratepayers approved borrowing £5,000 to set up a water supply.[40] In 1903 80 properties in Victoria, Anglesea, Collingwood, Clarence and Selkirk streets were supplied with water, through 3.2km of pipes, and by 1908 nearly all of Hamilton West had piped water, extended to Frankton in 1912 and Claudelands in 1912.[41] By 1919, when the population exceeded 8,000, a 75ft high water tower[42] had been built to give extra pressure, mainly for the Fire Brigade[43] whose station opened in 1917.[44] A treatment works was built in 1923,[45] using candy filters and supplying water at 75psi.[46]
The Water Tower is the most conspicuous landmark in the district (being 75 ft. from its base and 150 ft. above the level of Victoria Street) situated on the heights of Lake Road and surrounded by a group of artistic-looking residences. Apart from being available in emergency for fire-fighting purposes, it is not used as a supply station; for since Frankton came into the Borough boundary both centres are supplied from the adjacent reservoirs, which together have a capacity of 444,000 gallons.
Beyond being “a thing of beauty, albeit it not a joy for ever,” it affords a splendid pinnacle from which (on Sundays, for the small charge of sixpence) a commanding panorama of the surrounding country may be obtained. Those who have seen it, say it is past description. On the one hand Lake Rotorua spreads its peaceful waters at your feet, with the hamlet-like settlement of the Waikato Hospital buildings in the distance; on the other, Frankton Junction with all its signs of building extension and commercial activity; whilst to the East a wonderful bird's-eye view of the main portion of Hamilton with its background of residential districts may be seen — to say nothing of the charming landscapes stretching away as far as sight can reach. In fact on a clear day even the snow-crowned peaks of Ruapehu are visible mingling With, the azure of the Southern skies.
The illustration shows the Water Tower from the end of Ward Street. On the left is the High School sports-ground; a little to the right is Seddon Park; whllst about half-a-mile further on is the famous Rugby Park, where representative matches are played. [47]
Sewage
CH2M Beca was responsible for investigating, designing and building the 1976 Pukete Road waste water treatment plant (WWTP). This primary treatment plant had an innovative disinfection system, using sodium hypo-chlorite produced through the electrolysis of brine. Discharge was to the Waikato River through a multi-port outfall physically modelled by Beca and the Canterbury Engineering School.
CH2M Beca maintained the historical link with Hamilton when we were commissioned to carry out the concept and detailed design of a secondary treatment upgrade for the 130,000 PE plant in 1998. New discharge consents required seasonal nitrogen removal, better BOD and suspended solids removal and a higher level of disinfection with a change from chlorination to UV treatment.
To meet council budget constraints and to recognise the relatively short 9-year term of the new consent, the upgrade was a staged process. The design included new inlet fine screens, interstage pumping, secondary activated sludge treatment, circular clarifiers, UV disinfection, sludge thickening, thermo/mesophilic digestion and dewatering. CH2M Beca also developed a long-term masterplan for the site for locations of future expansion and upgraded process units. It allows for expanding the new denitrifying activated sludge process with an additional parallel train and ultimately providing additional tertiary treatment.
CH2M Beca’s design incorporated several groundbreaking features, providing improved efficiency and value to Hamilton City Council. This included acid/gas phased digestion - an Australasian innovation that provided greater process efficiency with reduced process retention times. A second innovation was installing blended digester biogas and natural gas 1.5MW cogeneration units, a first for New Zealand. With these units, the WWTP was able to meet process heating requirements, site power demand and export excess power to the grid.
Due to difficult ground conditions, large diameter flat bottomed circular clarifiers with suction scrapers are used.[48]
Hamilton in 1919
Blest by a kindly climate and endowed with all manner of natural advantages, the progress and development of Hamilton during the decade that is now passing away puzzled and astonished the whole Dominion for a time. But when the eyes of all people were opened to the immense, scarcely imaginable possibilities of the vast and wonderful fertile Waikato district, for which Hamilton is the natural centre of distribution and exchange, the puzzle shifted from ""How did this progress begin?"—for that answer is obvious—to "Where will it end?" And the end is not yet in sight, for the town has spread till it embraces miles or the Waikato River's course, and takes in over three thousand acres along its banks.[49] THE MEETING OF THE WAYS. When formed into a borough 42 years ago Hamilton held only a few hundreds of inhabitants, and until the the present century, it was slow to develop. By 1912 it had already taken in the old township of Kirikiriroa, on the east bank of the river, and that suburb now goes by the name of Hamilton East, but in this year the town drew more and more life-blood from the developing lands about it. and it spread further down the east bank of the river, drawing in the district known locally as ""Claudelands." because a great farm there was owned by a Mr. Claude. As the development of the district went on apace, Hamilton became a centre that grew greater and greater with an amazing speed- The old Waikato, whose ancient Maori name even indicated magnificence and lordliness among the rivers, flowed past its gates, and was joined at Ngaruawahia, only a few miles away, by the Waipa, the great tributary that runs up into the heart of the south-western districts. The Main Trunk railway had tapped the whole region, and so Hamilton became practically the junction of all the main river, road and rail ways through the Waikato district. Two years and a few months ago the town grew larger still. Its development to the west brought it right up to Frankton, where the railways meet, and the larger town soon enveloped and passed beyond the smaller, taking in the borough of Frankton, which is now part of Hamilton.[50] HAMILTON TO-DAY. To-day this town, that will one day become a great city, covers more than 3500 acres, has a ratable value (unimproved) of over £1,232,000, and makes an ideal home for a population that already exceeds 8,000.[51] The town is lit by both gas and electricity, each of which is a municipal enterprise. The electricity is generated at Frankton. where the power station has continually developed till now the plant is well loaded, and increased plant and equipment will soon be necessary. The gas plant was opened by a private company, but the council took it over some years ago. The water supply for the city is pumped from the river, and a tall tower has been built to give extra pressure, principally for fire-fighting purposes. The Fire Brigade here is right up to date, with a motor-engine housed in a concrete building. The hospital, too, is a credit to the town, situated on an ideal elevated site and with plenty of accommodation and equipment.[52]
Expansion
In the twelve months ended last March, when building operations in Auckland were almost at stagnation point, permits were issued for 109 buildings, estimated to cost over £62,000. To-day there are dozens of houses in course of erection in different parts of the borough, and those who knew declare that the extent of these building operations is hindered, not by the will and the money, but by lack of timber and labour. They declare, too, that at the present moment still 200 more new houses are needed to meet the demand.[53] During the past four years a great number of beautiful buildings have been put up along the principal streets of this town, and the visitor may inspect displays of merchandise in great, commodious and quite up-to-date business premises, besides seeing suites of business offices, banks, cathedrals, churches, theatres and halls that are constructed on modem plans, and are of beautiful architectural design. Not so long ago the real business centre of the place was down by the traffic brjdge across the river, where the post office, municipal chambers, and the old Town Hall are, but the tendency is now for this business heart to shift up Victoria Street towards the railway station, and up in this direction there are several beautiful modern business places now nearing completion. The greatest of these is the new home for the Farmers' Co-operative Auctioneering Company, whose new premises are costing £20,000, while the present headquarters in Ward Street, which had become too small for the growing business, are to be transformed into a suite of modern offices. This company has an eye to the future, and has but lately completed the purchase of three sections on the main street adjoining the new a premises at a price, including the buildings on them, of £90 a foot, and almost next door is the section that has been acquired as a site for the offices of the new dairy amalgamation, while directly across the road a building site has lately changed hands at £40 a foot. A garage, to cost £6,000, is to be built next door to this section, and at least three other big improvement schemes in the business quarter are on foot. In addition to this, the word has lately passed round that in the heart of the business quarter a block a with two-storey brick buildings has been sold at the astonishing figure of £246 a foot. Nor are educational developments lacking, for the council has given an acre section upon which a fine new technical school is now well under way. Besides this technical school there is already a fine high school and three primaries, one in Hamilton, one in Frankton, and one at Kirikiriroa, while plans have been made for two more on selected sites at Whitiora and across the river on the border of Claudelands.[54]
Beautification Society
In 1912 £2,000 was given by the Borough Council to develop the natural attractions of the fast-growing town. The Ferry Bank with gardens, paths, and lawns was set out by the traffic bridge. Years ago, Mr. Phillip Snowden could scarcely find enough words of praise for the beauty of the river, and General Pau, of the French Mission, was inspired by the same feelings. Somewhere near the middle of the main street there is also Garden Place, a turfy reserve with shady bowers, and there are also the recreation grounds called Seddon Park, and Steele Park across the river. But by far the most popular of the resorts for both pleasure and relaxation is "The Lake", a sheet of water covering 140 acres, with a sand beach for bathing, a pretty reserve on its banks, and a drive of perhaps a third of a mile. There is at present some talk of the council buying up adjacent property, and completing this drive right round the water.[55]
BRIDGES
There is only one bridge available for stock and general traffic and that is at the upper end of the town, nearly three-quarters of a mile from the station. The railway bridge has a footbridge for pedestrians attached, but this is obviously of no use for other forms of traffic, and one result is that if people from Rototuna, Horsham Downs, or down the river, wish to come into Hamilton they have to travel several miles up the stream before they can cross with their carts or cars. Another consequence is that stock coming to the sales have often to be driven in a great loop and through the heart of Hamilton. But another bridge just below the railway span, somewhere about Whitiora, has been something in the nature of a vague project for several years. . . The one traffic bridge has also to avail for stock going to the Farmers' Freezing Works at Horotiu, 6 miles down the river, but a bridge has already been surveyed down there, and the loan of something like £8,000 for its construction has actually been authorised.
Dannevirke
Dannevirke's sewage discharge was the single largest contributor of phosphorus to the upper Manawatu River during low flows. It wasn't complying with consent conditions and in 2011 one of three oxidation ponds was seeping sewage into the river. Regional and District Councils planned to stop it by lining the ponds at a cost of $3.75 million by 2014.[56]
Tamaki-nui-a-rua (Dannevirke) started to grow from a small township in the bush (around 60 houses) with the arrival of the railway in 1884. Three prominent businessmen of the town petitioned the Government Lands Board in 1884 for land to be set aside as a Domain. Suburban Section 12 (an original 40 acre section) of the town was set aside by the Lands Board as the Dannevirke Domain for recreation purposes. A Domain Board under the control of the Waipawa County Council administered it, although a Town Board governed the town from 1885 to 1892. At this time organised sports were played on the Domain but it was mainly grazed and not developed. The Domain Board was incorporated into the Dannevirke Borough Council in 1892.
In 1911 the Coronation Baths opened on the Domain to commemorate the Kings (George V) coronation in 1910.
First A&P Show held at the Domain 1910.
In 1911 the Band Rotunda was completed.
The first grandstand opened in 1912.
Extensive amenity plantings established (Redwoods).
In 1923 the War Memorial was placed in the Domain.
In 1923 the construction of a playground was started. This playground was replaced in 1999. Camping ground established pre 1936, formally approved in 1940 by the Commissioner of Crown Lands. New amenities block built 1970.
Wildlife reserve operated in the 1950’s.
Weather recording site established .
Scout Hall built and Scout Park usage agreed (not a formal lease) prior to 1970.
Deer Park formally established 1969 with approval from the Commissioner of Crown Lands.
Judo Hall relocated onto 29 George Street 1970 (old YHA hostel).
Fountain built in 1985 (donated).
Pavillion built inside grandstand (which has been strengthened at some point).
Boat lake built by Rotary 1970’s. 3.01 ha block may have been purchased for part of this use.
New playground donated 1999
Paddling Pool removed 2009.[57]
A water supply from Mangatera was built about 1898.[58]
A cinema opened in 1911.[59]
Service cars were running a Palmerston North-Dannevirke service by 1927[60] and to Napier by 1932.[61] From at least 1935[62] to 1940 a service car ran from Dannevirke via Waione and Pongaroa to Ākitio.[63]
