THE WELLINGTON-FOXTON RAILWAY LINE.

New Zealand Times, Volume XXXIV, Issue 5544, 4 January 1879, Page 3

THE WELLINGTON-FOXTON RAILWAY LINE.

W«S are glad to be able to state that this matter is not bo'ug lost sight of, and that inquiries, with a view to securing the best and moat practicable line are not confined to Government effort. When the Hon. Mr. Macandrew referred to tho matter in his Public Works Statement, it m .7 bo remembered he laid on the table of t’ e House two reports from Mr. Knorpp, O.E. ; tho first dealing with the Hutt-Waikanae section, and the other with the Waikanao-Foxtou section. The latter it is not necessary to discuss just now. The portion of tho line presenting tho most difficulties was that between Waikanae and any point on the Wellington-Masterton line, and Mr. Knorpp was called on to report as to the respective merits of three lines. One of these, No. 2, ho dismissed as unworthy of notice. A s to No. 1 he stated that it would start from the Upper Hutt station and run over average country to above tho place where tho HuttWaikanao road will cross the Hutt river: hero a bridge of at least three 80-ft. spans, probably on cylinders will be required. From this point it would have to follow generally the course of the Akatarawa stream for a length of about nine miles, and then that of one of its tributaries for about three miles, until it arrives at the saddle dividing the Hutt from the Waikanae drainage. This saddle is 1560 feet above sea-level, Of this height about 300 feet may be overcome by a curved tunnel about thirty chains long, leaving the summit of this line at 1260 feet above the sea, or about 120 feet higher than the Rimutaka tunnel, which is 29J chains long. The country from the Hutt liver to the saddle is of a very difficult nature for a railway, being a succession of precipitous spurs and deep gullies with only a few flats of small extent, and exceeds in roughness the country of the Muugaroa and Pakuratahi contracts. A ruling grade of 1 in 40 can be obtained through this part, but further extensive investigation of the ground alone can determine what ruling grade should bo adopted. From the saddle to the foot of tho hills at Waikanae the country nearly equals that of tho Hutt aide in roughness, and from a few readings at points through which the line must pass it is probable that a ruling grade of 1 in 40 cannot be obtained on this side, and that a much steeper grade will have to be adopted. Arsuming the length of this line to be 25 miles from tho Upper Hutt station to the Waikanae banks,’ which, with the numerous windings of the necessary contours, is probably a somewhat low estimate, he considered that its construction would cost not less than £250,000, exclusive of laud and stations (at the present prices of labor and materials), unless specially steep grades were adopted, for which the country appeared to offer special facilities. As to No. 3 line Mr. Knorpp reported ; “ No. 3 line starts at the end of the 12th mile of the Wellington and Masterton railway, and winds up a gully behind Mr, Hayward’s house to a saddle 531 ft. above the sea, where a short cutting of a maximum depth of 35ft. can with advantage be made. The length, estimated to be four miles, will contain some heavy cuttings and hanks. From "this saddle to the Pahautanui Small Farm Settlement, a distance of about three miles, some heavy earthwork will have to be provided for : it is expected that a ruling grade of 1 in 40 can be obtained on both sides of this saddle. At the head of the Pahautanui small farms two alternative routes exist. The one runs down to and follows the main road until the valley behind Mr. Abbott’s homestead at Horokiwi opens out. The other continues in a straighter course across Mr. Mulhern’s land through some very rough country to the same point. The lower line is estimated to bo about three miles longer than the upper line, but the grading would be very light, although probably 100 ft. in height would be lost in adopting it. The above valley leads to the Wainui saddle, which is 860 ft. above sea level; 132£k of this height may be overcome by a tunnel about 18 chains long; the country from the valley to the saddle will necessitate some heavy grading, with a ruling grade of 1 in 40. From the Wainui saddle to the foot of the hills (about three miles from Paikakariki Hotel) the country greatly resembles the “ incline ” contract of the Wellington and Masterton railway, and will occasion soma heavy grading, with a few short tunnels. It is, however, expected that a ruling grade of 1 in 40 can be obtained. From the foot of the hills the line would pass to the Waikanae through the valley between the main range and the sand-hills of the sea coast, which appears to present no expensive features. . It is estimated that the total length of No. 3 line, from end of 12th mile on the Wellington and Masterton Railway via the Pahautanui main road to the junction with No. 1 lino, is 29 miles, and that its cost, exclusive of land and stations, will be about the same as that of No. 1, £250,000. It appears, therefore, that—l. The estimated cost of No. 1 and 3 are the same. 2. The estimated length of new lino to be constructed is 25 miles and 29 miles respectively. 3. The estimated length of haulage from Waikanae to end of lith mile is 32 miles along No. 1, and 29 miles along No. 3 line. 4. Tho estimated height to which load has to he lifted from the 12th line is 1179 ft. along No. 1, and 1137 ft. along No. 3 line, leaving thus a balance of 3 miles in length and 42ft. in height in favor of No. 3 line if the main road route at Pahautanui is adopted, and 6 miles in length and 142 ft. in height if the straighter line near the Pahautanui Small Farm Settlement is adopted. The trial surveys now being run will give further detail information; but, before any final decision is come to, I would recommend that further exploration bo made between the Waikanae and the Otaki, as a lower saddle may possibly exist there between the east and west side's of the Tararua Range.” Neither of these routes seemed to give satisfaction, but tho Minister for Public Works, when taking a anir'l vote of £15,000 by way of demonstrating his bona e ido intentions in the matter, presumably, stated that nothing would be done until further surveys were made. We believe that no survey by the Government has since taken place, but certain gentlemen interred have consulted Mr. Climie, C.E., on the question of route, and after a careful survey ho has chosen a route commencing at Kaiwarra and extending to Porirua. It is proposed to branch off from the Wellington-Hutt line at Kaiwarra and go along tho left bank of the Kaiwarra stream, rising gradually on a grade not exceeding 1 in 50 till Mount Misery, four and a ha'f miles from town is reached. Thence to Johnsonville, through that township and district, where the country is almost love’, to a place known as the Half-way Hon 3. From this Point to Porirua Harbor the country is easy, and the ruling grade will not be much more than 1 in 180 or 190. The line then skirts the bay till it reaches Pahat ; anui. Further than this has not yet been surveyed, hut it is believed that with very little trouble the line could be carried across a shallow part of the harbor, and taken along what is known as the Puhe Kua bridle track, the total elevation of which is, say, 270 feet, passing through anntive reserve, until junction with No. 3 fine at Paikakariki is effected. The line from Kaiwarra to Porirua, wo are informed, presents very few natural difficulties. The earthworks would be comparatively light, the requisite bridges would be inexpensive, jwao exceeding in cost say and a line

can be constructed so free from curves, anc* of so substantial a that a speed of forty miles an hour may with safety be attained. And this at a cost of £6OOO a mile, including rolling stock and stations. The distance by this new route will he longer than either of the lines mentioned in Mr, Knorpp’s report, but as the line by it is only estimated to cost £6OOO a mile, and each of the others £IO,OOO a mile at least, the now line would be much the cheaper, especially as the latter part of the line would run through a native reserve instead of up the Horokiwi Valley, and through private lands involving large compensation. The matter is now being considered by the Department, and it is to be hoped that the outcome may be the speedy settlement of a line and the commencement of the work.