Through this imposing structure the history of Auckland’s rail network rushes. This is the Parnell Tunnel. Right before you lies a marvel of engineering. Two tunnels actually exist. An older single-track tunnel now lies unused. A newer double-track tunnel carries the weight of daily commutes.
The first Parnell Tunnel began its construction in 1864. Nine long years later it opened in 1873. It was a difficult process. A massive landslide delayed the initial work. Funding issues also played a significant role. Once finished the tunnel was far from perfect. Its steep incline often required double engines to pull trains. Passenger trains frequently stalled. The tunnel also funneled excessive steam locomotive fumes into carriages. During events like Cup Day at Ellerslie Racecourse the sparks from locomotives often burned passengers’ clothing. Newspapers of the era sarcastically chronicled these mishaps.
By the 1900s the single-track tunnel proved inadequate. Delays discomfort and danger plagued the railway. The government planned to duplicate the line to Penrose. Aucklanders protested when they learned the tunnel duplication was not included. Joseph Ward the Minister of Railways initially resisted. He later agreed to duplication under a unique condition. Ten businessmen selected by Auckland’s mayor had to travel the problematic section with him and request the improvement. While the need was clear many believed this approach was unseemly.
Despite a committee recommending duplication in 1911 government opposition persisted. Doubts arose about the expense. Concerns existed that duplication might hinder goods shed expansion. Railways officials maintained the single-track tunnel could handle double the existing traffic. The decision to finally duplicate the tunnel came in 1912. The move of railway engine sheds to Newmarket Workshops added pressure for the project.
Construction of the second Parnell Tunnel took place between 1914 and 1915. Preparatory work began in April 1914. The first air shaft connecting the two drives opened in January 1915. Around 25000 cubic yards of earth were removed. The tunnel’s walls were constructed of concrete. Almost three quarters of a million bricks formed its arch. The second tunnel had a far less challenging gradient than its predecessor.
The improved Parnell Tunnel immediately boosted efficiency and safety. Double tracks now extended from Britomart to Penrose. In 1926 around 150 trains used the tunnel daily. Even with the second tunnel completed the older tunnel wasn’t demolished. During World War II it even served as an air-raid shelter. Today a proposal exists to reopen the original Parnell Tunnel. It would become a pedestrian and cyclist pathway. The Parnell Tunnel. A piece of Auckland’s past shaping its future.