REPORT.

Lyttelton Times, Volume V, Issue 265, 16 May 1855, Page 9

REPORT.

Account of Proceedings in the Constbuction of the sttmner road up to the present time. Direction of original line different from that now proposed. 1. The direction of the road now proposed to be constructed differing considerably from that of the line first laid out, it becomes necessary briefly to recount what has been done up to the present time towards the construction of the road, in order to explain how far it is proposed to take advantage of the executed works, and what portions it is intended to abandon. First jet out in the year 1849. 2. The Sumner Road was originally set out by Mr. Cridland, und^r the direction of Captain Thomas, in 1849, after an examination of the hills at the back of the town of Lyttelton had led to the rejection of two other lines* projected, with a view of giving more direct communication with Christchurch. The original plot of this line is in ths office of Public Works. The intended line of road was set out as far as the southeast of the present Church Reserve at Sumner, where it joined the streets of the intended town of Sumner. Portion to be abandoned. 3. With the exception of the first 68 chains from Lyttelton to Polhill's Bay, the whole of this line is proposed to be abandoned, for the purpose of constructing the road on a lower level. Site of the intended toivn of Sumner sold as Mural Land. 4. Soon after the arrival of the first body of colonists at Christmas, 1850-51, the idea of forming a town at Sumner having been abandoned, a considerable portion of the land staked out for the township was allotted to Mr. Felix Wakefield as Rural Section No. 2, and instead of setting out the most suitable line for a main road through the section, in lieu of the streets then abandoned, the only communication reserved from the end of the Sumner Road to the beach was along the line of an intended street, called on the plan of the town of Sumner, Bangor Street, which passes over seven chains of sandhills and rocky points, and joins the beach road with a sharp turn at a point >vh^ ,* the road will have to be formed in rock-side cutting. Proposed alteration of Line at Sumner. 5. This portion of the reserved road is so objectionable, that I recommend the adoption of a new line for a distance of twenty chains, as shewn on the plan, which will enable the ro;id to he made on level ground, and will afford facilities of access to that part of the beach best adapted for landing • Hospital and Cass' Bay linos rejected.

goods and shipping produce. It may be proper to observe that this alteration is simply a return to the original direction which the traffic would have taken through the Market-place and along the beach road, as set out on the plan of the intended town of Sumner. Sumner Road not set out beyond Sumner, with the exception of a short length east of Moabone Point. 6. Beyond Sumner the line has never been set out upon the ground, with the exception of a length of 72 chains, extending from M'Cormack's flat to Moabone Point, where a road was set out early in 1851 by Mr. Jollie, one of the surveyors of the Canterbury Association, in consequence of applications having been made to select rural sections in the valleys between Sumner and Heathcote Ferry. Temporary Road through Sections 261, 262. 7. 1 his line passes for 20 chains through a tussock swamp, with about two feet of mud resting on a clay bottom, in many places below high water mark. There is no engineering difficulties in constructing the road across this swamp, but the woik will be expensive, and a considerable time will elapse before the embankment becomes properly consolidated. I therefore propose, with the consent of the occupier of sections 261 and 262, to make a temporary road through these sections, skirting the edge of the swamp, to be used until the permanent road is in a fit state for traffic. Progress or the Wokks. Commenced 1849, suspended April, 1850. 8. The works of the Sumner Road were commenced by Captain Thomas in September, 1849, and were carried on until April, 1850, when they were suspended by order of Mr. Godley. Recommenced Dec. 1850, abandoned early in 1851. 9. The works were resumed by Mr. Godley on the arrival of the first body of settlers at Christmas, 1850, '51, and carried on for a few months only, when they were abandoned for want of funds. Summary of Work done up to 1851. 10. The works executed between the first commencement of operations in 1849, and the final abandonment of the works in 1851, consist of the following, viz.:— I. Footpath. —A footpath cut along the line from Lyttelton to Sumner, which, however, is of no use as a means of coramuni- i cation, being blockaded at many points by I projecting masses of rock, which could only be removed by blasting. 11. Lyttelton to Polhill's Bush. —From Lyttelton to Polhill's Bush the road has been opened to a minimum width of 8 feet, and is used to a limited extent by parties carting firewood from Polhill's Bush, and quarrying stone on the line of the road. This will form a portion of the new road, but it requires to be cleared from slips which have taken place, to be widened and repaired, and to be rendered safe by the erection of a parapet wall at the pass known as the ** Sticking Point." 111. Returning walls at Evans' Pass. —A portion of the road near Evans' Pass has been commenced, and retaining walls of considerable magnitude built to cany the road along the face of the cliff' on the south side of the Pass. These works will form no portion of the new road, and the money spent upon them will be entirely wasted. IV. Sea-icall at Sumner. — A. portion of a sea-wall, for the length of nearly 12 chains, has been built at the foot of the cliffs at Sumner. With the exception of a short length which has been injured by the wash of the sea, and must be rebuilt, this wall will be made use of to support the road now about to be constructed.

Injudicious Position of Sea Wall. 11. This sea wall has been built in.a very substantial manner, but it is so placed that the space required for the road can only be obtained by cutting back into a loose bank of sand and fallen rocks, which covers the foot of the cliffs. This will involve a constant expenditure in clearing the roads from slips until the bank has again settled to a natural slope. The continuation of the wall will be built at such a distance from the cliff as will render it unnecessary to cut into the bank. Risk from Falling Stones. 12. I think it necessary to state that I consider some risk to exist from the probability of portions of the cliff becoming detached and falling on the road below. A careful examination of the beach leads me to believe that large stones have fallen from a considerable height since the building of the sea wall; but it is very difficult to distinguish between what may have fallen from the main cliff and what has slipped down from the bank just mentioned; and I am, therefore, unable to give a decided opinion on the subject. I should, however, recommend that the under cliff be gradually cleared, as funds will permit, and thrown into embankment, in advance of the sea wall. This will enable the road to be ultimately formed at such, a distance from the foot of the cliff as will obviate all risk from the cause to which I have just referred. Cost of the Works.— From 1849 to 1851. 13. The total amount paid on account of the works, between their commencement in 1849, and their final abandonment in 1851, appears to have been between £6,000 and £7,000, exclusive of surveys and engineering. Of this amount, fully £3,000 have been spent on portions of the line which are proposed to be abandoned. Mr. Cridland states the cost of the excavated work as under : — Excavating .... £4,730 Walls 405 Drainage 83 Sea wall at Sunnier . . . 643 Pathing along the line . . 360 £6,221 In the accounts of the Canterbury Association, were the following items, viz.:— Roads per Captain Thomas— £. s. d. PartineNo.-2.Gollan'sßay2.sll 12 9 Parting No. 3, Sumner . 351 18 6 Seawall.do. ... 643 0 10 £3,506 12 1 DEFECTS OF THE ORTGIKAL LINE. Road laid out to secure ike most perfect gradient, 14. The original line of the Sumner road was laid out on the principle of crossing the hills at the lowest point, with the most perfect gradient attainable, ami to secure these two points every thing else was sacrificed, a considerable portion of the road having been set out along cliff's and across rocky terraces, where a road can only be found by blasting away a shelf in the solid rock, or by erecting retaining walls at a heavy cost. 7b w Harrow to be Safe. 4 15. The road, if completed as at first set out, would be hi many parts nothing more than a ledge with a vertical face of rock on the one side, and a precipice on the other, and would not be safe for the mixed traffic of an important thoroughfare, unless it could be made from 25 to £0 feet wide, the exr penses of which would far exceed the present or probable lesources of the Province. Risk from lutrtfiquukes. 16. There is,' however, a still graver objection to the original design of the Stunner road thai; want of width, namely, the difli-

culty of erecting the extensive retaining walls required in an efficient manner, with the materials and labor at command, arid the risk of their being totally destroyed by earthquakes, should the settlement experience one of the severe visitations which have caused such destruction of life and property in the north island. PROCEEDINGS SUBSEQUENT TO THE ABANDONMENT OF THE WORKS IN 1851. Report of the Committee of the Council of the Society of Land Purchasers. 17. The want of proper communication between Lyttelton and Christchurch having been severely felt during the winter of 1851, the Council of the then existing Society of Land Purchasers appointed a committee to inquire into the question of the best communication between the Port and the Plains. This committee, in November, 1851, brought up a report (apppendix No. 1) recommending the construction of the Sumner road by funds, to be raised by loans, and at the same time urged the importance of a proper survey of the Sumner bar. No steps were however taken by the agent of the Canterbury Association to carry out the recommendations of the report. Sir George Grey's offer to advance £5,000, declined by the agent of the Canterbury Association. 18. Early in 1852.5ir George Grey then Governor of New Zealand visited the settlement accompanied by Mr. John Ross the Government engineer, and made an offer to advance the sum of £5,000, for the purpose of continuing the works, but this offer was declined by the agent of the Canterbury Association for reasons which it is unnecessary to enter upon here. Mr. Boys' Report. 19. On the 3rd April, 1852, Mr. Ross made an official report to his Excellency (appendix No. 2), on the subject of the completion of the road, in which he estimates the cost of a road eleven feet wide in side cutting, and 25 ft wide through the level ground, including bridges, culverts, drains, and metalling at £12,500. Lyttelton and Christchurch Road Commission; appointed, March , 1854. 20. In March, 1854, the Provincial Council passed an Ordinance, authorising the Superintendent of the Province to appoint a Commission for the purpose of enquiring into the question of communication between Lytttelton and Christchurch. Report of Commission. 21. In April, 1854, the commissioners brought up their report (appendix 3), recommending the improvement of the Sumner Bar, and the construction of either a railroad through Cookson's Valley, or the Sumner Road, on a lower level tiian that originally proposed, the cost of the open road being estimated at £25,731. The original maps accompanying this report are deposited in the office of Public Works. Mr. Bray's report on temporary tramroad. 22. On May Ist, 1854, Mr. Bray the chairman of the Lyttelton and Christchurch road commission made a second report (appendix No. 4), on the construction of a temporary tramroad to serve as a communication, during the construction of the proposed railway tunnel. Mr. Dolson's report on a temporary dray track. 23. On 15th July, 1854, Mr. Dobson one of the commissioners, made a third report (appendix No. 5) on the construction of temporary dray track, over the- Port Hills pending the construction of the Sumner Road. Hughes* Line. 24. In August, 1854, a subscription was entered into by the inhabitants of Lytteltcn to procure a survey for a line of road over

the Bridle Path summit, and its execution was intrusted to Mr. Hughes, who on the 26th August made a report to the subscribers (see appendix No. 6) accompanied by alplan and section, a copy of which will be found in the atlas of maps accompanying this report. Vote of £10,000 for the construction of the Sumner Road, refused by the Provincial Council. 25. In November, 1854, there being a large balance in the Provincial Treasury, available for Public Works, a vote of £10,000 was proposed by the Government for the construction of the Sumner Road, but the members of the Provincial Council being generally of opinion that no steps should be taken in the matter until the capabilities of the river navigation had been ascertained by a survey of the Sumner Bar, the motion was withdrawn. Capt. Drury's report of the Sumner Bar. 26. In December, 1854, Captain Drury arrived at Lyttelton, in H. M. surveying vessel Pandora, and having surveyed the entrance of the Sumner river made a report to the Superintendent on the Sumner Bar, dated Dec. IS, '51 (appendix N0,7), accompanied by a large chart of the entrance which is now in the Office of Public Works. Vote of £\Q,OOO agreed to by the Provincial Council. 27. On the 27th December, 1854, the Government again brought forward in the Provincial Council a vote of £10,000 for the construction of the Sumner Road on the lower level recommended by the Lyttelton and Christchurch Road commission, which was passed with only one dissenting voice. Alterations proposed to be made in carrying out the xine recommended by the road commission. Line recommended by the Lyttelton and Christchurch Road Commission. 28. The Lyttelton and Christchurch Road Commissioners, whilst reporting that the route via Gollan's bay and Sumner was the best direction for the main roa'l between Lyttelton and Christchurch, at the same time recommended the avoidance of the most objectionable parts of the original line by keeping a lower level, passing under Evans' pass, with a tunnel 350 yards long, 200 feet below the summit, and descending to the sea level on the western slopes of Sumner valley. The line I have now the honor of submitting for the approval of the Government is substantially the same as that recommended by the Commissioners with such alterations as naturally suggest themselves on making a detailed survey of the ground. Tunnel to be 65 feet lower. 29. The first of these alterations consists in piercing the ridge at a much lower level, thus reducing the total ascent by 65 feet. Distance through ridge 363 yards. 30. By triangulations I find the distance from the east side of the gorge of Sumner valley to the cliffs above Gollan's bay to be 363 yards at the narrowest part. I propose to take advantage of these natural tunnel fronts, which rise out of the hills at the same level on the opposite sides of the ridge, r.nd to enter the tunnel 265 feet below the summit of the pass, being 65 ft. lower than proposed by the commissioners. The length of the tunnel will be 350 yards, but this can be reduced to 340 yards by open culting at the ends whenever the funds can be spared for the purpose. Descent into Sumner on the eastern instead of the western slope. 31. The second alteration consists in making the descent on the Sumner side along the eastern, instead of the western elopes of Sumner valley, crossing- at the foot

of the incline through Section 204 to the accommodation road reserved to this section on the west side of Sunnier flat. The total length of the descent is reduced by this route to 72 chains. The ground throughout, instead of the rocky terraces presented by the western side, consists of grassy slopes which near the foot of the incline are sufficiently flat to allow of the road being made 60 feet wide at a moderate cost, which will enable teams to ease, the ascent by winding up the road, whilst the gradient is not too steep to prevent heavily laden teams descending with perfect safety. The average gradient of this descent is 1 in 12. 32. With the exceptions just named, the line now set out is that proposed by the Commissioners. DESCRIPTION OF THE STTMNER ROAD AS SET OUT FOR CONTRACT, MARCH, 1855. Lyttelton to Polhill's Bay. 33. From Lyttelton to Polhill's Bay I propose simply to widen the present road so as to give a minimum width of eleven feet with passing places at the projecting spurs. 34. The falls of the earth must be removed ; a parapet wall built at the '! Sticking point," and the land slip to the east of the latter place must be thoroughly drained and the road banked up with rough stone from the seat of the slip. 35. The total distance from the PostOffice, Lyttelton, to the commencement of the new line is 68 chains : the average gradient is lin 19. The whole distance is in side cutting through rock and clay, with retaining walls at many points on the seaward side. Polhi IV s bay to Gollan's bay Tunnel. 36. At Polhill's bay I propose to leave the original line, and to continue the road on the level for a distance of 63 chains, thence rising 1 in 15 for 22i chains, and thence continuing on the level 8 chains to the south entrance: of the tunnel 2 miles 1& chains from Lyttelton, and about 371 feet above the sea. Road to be cut on the solid. 37. The greater part of this distance will be in rock side cutting; the road will be entirely on the solid with some very trifling exceptions, and the few retaining Avails required will be only a few feet in height. Width of Road. 38. I propose to make this part of the road twelve feet wide at the narrowest points with passing places at the spurs. No parapet walls will be required. Gollan's Bay funnel. 39. The length of the Gollan's Bay tunnel will be 350 yards, which I propose ultimately to reduce to 341 yards by open cutting at the ends. The height above the sea, 371 feet; the depth below the summit, of the ridge, 265 feet; the width, 12 feet; the height, 12 feet at the centre, and 16 feet at the ends, the roof bein<r level, whilst the floor falls 4 feet from the centre to the ends, to facilitate drainage. The material to be cut through is entirely of volcanic formation, and, from the appearance of the cliffs at each end of the tunnel, I consider that no lining of brickwork or masonry will be required. 1 do not anticipate any difficulties f'-^m water, as there are no traces of spr^g-s, and if these anticipations should be verified, the work will be very easy of execution, requiring nothing more than ordinary care in blasting. The material excavated from the "south end will be thrown to spoil, that from the north end will be put into embankment to form the north approach. L'l'lie coiicUuliuu portion of this Report will be given in our nexi issue.]