THE RIMUTAKA INCLINE.

New Zealand Mail, Issue 772, 17 December 1886, Page 15

THE RIMUTAKA INCLINE.

[by ottr special reporter.] The Rimutaka incline is the pride of New Zealand railway engineers ; the one -thing they can exhibit to scientific visitors with complacency as being in several respects unique. It is the single feature of special interest in our rather uninteresting railway system. /But it is a terrible and perpetual burden on the revenue, involving, as it does, the maintenance of a special class of costly and complicated engines, and two special locomotive establishments in the way of sheds, &c., where otherwise nothing of the sort would be needed : where trains would not even stop at all. Whether or not it was the best mode that could be devised of passing the Rimutaka and reaching the Wairarapa, is a matter of opinion. There are some who believe that a better route might have been adopted, and that political influence had much to do with the selection of a line which necessitated the crossing of the Rimutaka Ranges at or near the point chosen. But the majority of the engineering authorities appear to hold that, in view of all the circumstances of the case, the present route is, on the whole, the best. It is contended that the only two alternatives were a very long and costly tunnel and a lengthy detour. Be that as it may, the choice has been made, the Inoline has been constructed, and it is unlikely that we shall see it got rid of for many years to come, if ever. It may be remarked here that the drawback to the Incline is not danger, for that ia almost inappreciable. The risk that would otherwise attach to a gradient of 1 in 15, with curves of 5 chains radius, is virtually abolished by the use of the Fell system, the locomotives having each a second, or internal, engine, gripping horizontally a raised middle rail. With these, derailment or running away is almost impossible, and the Incline as it is worked is really the safest part of the line. The fatal accident of some yearß ago, when a train was blown over an embankment, does not make against this view,- for then the Fell engine and brake-van held firmly on the line, although the rest of the train was hanging from them down the embankment like a string of beads. That mishap was in {no way due to the Incline, but might have occurred equally on any other part of the .line—given a gale strong enough to overturn the train, and assuredly with far more disastrous results, as there would hot then have been the powerful grip on the horizontal rail to prevent the wholetrainbeingdashed topieces atthebottom of the declivity. Much more dangerous, is the length of line, worked on the ordinary plan, which runs from Upper Hutt to ,the Summit, because there are excessively steep gradients and numbers of exceptionally sharp curves. This length, too, is a. severe tax on the locomotive power,' as is also the piece from Pigeon Bush to Cross Creek, and the existence of those two short stretches of heavy grades will always compel the use of of extra power all along the line, or else a change at each of those points, or the employment of a second engine up the steep parts. Any one of these courses means extra expense, and, taken in connection with the special service on .the Fell Incline, must render it impracticable ever to work the line cheaply. But- the greater the traffic the less would be the proportionate cost, as a minimum strength of engines and men has always ,to be maintained, and this is now equal to many times the existing traffic. / Not Ipng ago the fact was mentioned in our 1 columns that it had / been found needful to procure two additional engines constructed * on. the Fell principle, and we contradicted two ridiculous stories which had found currency that the old Fells were all worn out, and that the new ones cost £IO,OOO each. The facts, we learn, are these: So large has beeD the increase of traffic on tbe Wellington and Mas. terton line dnring the past year or two that it has been necessary to keep three out of the four Fell engines daily in steam to grapple with the work. This left only one spare engine for emergencies, without allowing any margin for repairs or cleaning, both items which cannot be ignored, especially oh such a' service where the accumulation of dirt is excessive, and where small repairs are frequently required. It is manifest that a slight mishap, which would throw one of the engines out of work, might have crippled the whole train service. For this reason it was decided to procure two additional engines, and these having been erected at the Petone Workshops, have just been put to work with very satisfactory results. Their cost was about £2700 each, and they were constructed by Messrs Neilson and Co., the celebrated Glasgow builders. The general appearance and chief dimensions are much the same as those of the older locomotives, and they have the same curiously “lumpish” and sturdy aspect with their huge bulk and stumpy little chimneys. But although they have the same cylinder area, piston-stroke and drivingwheel diameter —consequently the same nominal tractive force—they have much larger boilers and fire-boxes, therefore are in reality more powerful engines, as the increased heating surface enables steam to be supplied in far greater abundance. There are also many improvements in detail, among which may be mentioned the application of Joy’s valve-gear, which has lately come into such high favour in England, from the directness and simplicity of its action, and the freedom with which it admits and releases the steam. The new engines weigh 36 tons each, or 2 tons more than the older ones. These latter are undergoing one by one a thorough overhaul, the first having already been turned out “as good as new,” while a second will soon be ready. They were taken to Petone for repairs and underwent a most searching examination. The result was to show that the boilers would be good for another ten years’ work, and that if then new boilers were supplied the locomotives would be as useful as when they left the builders’ hands. The boiler tubes, however, as is usual after several years of hard work, were worn out at the ends, and are being replaced by new tubes. The tubes have worn out faster than they otherwise would owing to the nse of coke as fuel on the Incline, the sulphurous fumes rapidly corroding the brass tubes, as it did also the copper fire-boxes. This is now altered, and coal is

burned instead. It gives less objectionable fumes, and is more economical, the chaage having resulted in a reduction of the Incline fuel bill by 25 per cent, with improved efficiency. It was thought that the dense smoke from coal would be more trying to the men in the small tunnels than: the fumes of coke, but experience , has proved the reverse to be tjhe case, and it seems the men have been in the habit for some time past of putting a little coal on the top of the coke in the furnaces when entering a tunnel, to mitigate tho peculiar pungency of the coke fumes. Whatever fuel may be used, the sensation while passing through the tunnels is most distressing, the heat being intense, and suffocation appearing momentarily imminent, so that it is a wonder the drivers and firemen stand it so well as they do. The tunnels being only bnilt just large enough to admit the free passage of one engine, are necessarily much more trying than the large English tunnels, which admit two lines of rails of wide gauge and are of far greater height. Travelling on the footplate of an engine through one of those tnnnels two or three miles in length involves no discomfort at all, whereas bur little tunnels, although so short in length, are exceedingly distressing at times, the slow speed tending to aggravate theinconvenienee by prolonging its duration. The small tunnels, however, were made for economy's sake, and so we must make the best of them for the present. It is found that not only can coal be nsed on the. Incline, but that New Zealand coal answers just as well as Newcastle, if not better. So another saving is effected here, and altogether the expenses of the Incline working are likely to be much less in the future than in the past. But they can never be Bmall. Even the item brake-blocks is no trifle. A complete set of the cast-iron brake-blocks, used against the middle rail, is worn out every trip, the cast-iron being actually ground away in that short time by the severity of the friction against the hard steel rail. Fresh blocks are constantly being cast in numbers, and quite a heap of them may be seen at the Cross JCreek engine-sheds in readiness for the frequent replacements required. A material redaction has lately been effected in the consumption of oil, which formerly was nsed in excess through a mistaken idea on the part of the men that the lavish supply diminished wear and tear. A Blight readjustment of the machinery has enabled a considerable saying to be effected in this respect. 1 The locomotive establishment at Cross Creek: has been much reduced, the provision for heavy repairs|on the spot having been abolished, as it" ia found more economical to concentrate all the work as far as possible at Petone. The appliances at the Cross Creek sheds are sufficient to enable any small casual repairs to be done locally, and this is all that s practically needed.' There will always bo guxte a little settlement of railway men at 'ross Creek, what with the drivers, firemen, and cleaners of the half-dozen engines always kept there ; the platelayers and other workmen, and their families. They are provided by Government with nice little oottages at the small rental of 2s 6d weekly? they can buy mutton at 2d per pound, and get other provisions and stores at reasonable rates; firewood is available in unlimited, quantities; gratis; and the Education Board has a school there—also gratis—which is attended by some 50 children, so that the little '■ community is not so badly off, making good wages and living at small expense. Featherston is within half an hours’' journey, if the dissipation of that gay metropolis should prove any attraction. Perhaps the chief drawback to the quiet little settlement, lying Snugly in a picturesque wooded gorge of the Rimutakas, with a perfect wealth of lovely ferns and mosses to be had for the gathering, and a charming V-shaped view of the distant Wairarapa Lake and Plains, is that the sun is only ▼isible aboufc three months in the year, hia rays being afc other times effectually eclipsed by the lofty Rimutakas, and often by dense clouds and mountain mists. However, on the whole ib is a pleasant little spot, if a trifle dull, and for a scrambling picnic on a fine summer day it could not well be beaten. Tho most terrible foe of New Zealand—tho omnipresent rabbit—has taken possession • of the cuttings and embankments along tho Incline, and is multiplying with the usual enthusiasm of that prolific race. This provides both amusement and a chango of diet for the Cross Creekians, and they, not being bucolloally interested, entertain no bigoted prejudices against poor Bunny ; indeed they are quite fond of him—boiled with onions !

It ik to be regretted that fires have been, allowed to commit such ravages among the beautiful bash which clothes the Rimutaka. slopes, and which, wherestill uninjured,form* some of the most charming “ bits ” of forest scenery to be found in the whole of New" Zealand. Stringent efforts should be used, to prevent any more damage being done. The Rimutaka ia looking its best just now, save that in a few days, when the rata treea£ are in full bloom, its beauty will be evens, enhanced. The locality is well worth a« visit by lovers of the and it is - a pity that some place offi accommodation does not exist either at thew Summit or at Cross Creek, which might bee used by tourists as their headquarters whiles? they explored the manifold beauties of thee Rimutaka, its foliage, flowers, and ferns«| Kaitoke and Featherston are too far away, each being about eight miles distant. No? doubt we shall some day see a snug littl*hostelry established in the heart of the Rimutakas, bnt perhaps the time has not yet come for this to be done remuneratively.. . The locality is certainly the Derbyshire of New Zealand, and certain glimpses remind, one strongly of Matlock and its vicinity. Can there be higher praise ?