THE OTIRA TUNNEL

New Zealand Times, Volume XLIII, Issue 10063, 30 August 1918, Page 3

THE OTIRA TUNNEL

ITS PAST HISTORY FIRST PROJECTED NEARLY SIXTY YEARS AGO. In view of the fact that the headings in the Otira tunnel were officially broken down last week, the following article from the Christchurch '“Star” will he read with interest: — The nows that the sixth greatest tunnel in the world—s miles 25 chains IB links—has actually been pierced that the “hole in the hill” connecting Canterbury aud Westland has been driven, will cause the ‘‘oldest inhabitant” to become reminiscent and to recall the hopes ot bygone days, 'iho prom-sea •‘hole in the lull”' had for decades been the dream of the optimist, but as years passed, as those who dreamed dreams m early manhood and womanhood were gathered to their fathers, full of years, the idea* of a. ra-U»vay connecting the a-nd NN est came to many little more substantial than a mirage in the desert. The realisation of the tunnel dream appeared to be like Hope, ot which tue poet has written —

What is Hope? A shining rainbow Children follow through the wet, Tis not here—still yonder, yonder, Never urchin found it yet.

But there were those who never faltered in lie belief that the day would com® wnen tile barrier -which divided the two portions of the island would bo removed, when railway communication would be established, and when the peoples of the East and the West would be able to exchange commodities, making for the wealth and happiness of both. There wore many disappoints ments, many discouragements, and many barriers, which to tile faintneartod seemed immovable as the rock of Gibraltar. But gradually these were overcome, although their removal necessitated the lapse of years and the expenditure of an enormous amount oi money and effort. The herculean task of piercing the Southern Alps was taken on hand with determination and resolution by men who refused to believe that the work was too great for or impossible of accomplishment even by a relatively small community. Now that the headings have been joined we are told that the alignment is virtually pea-feet, and the levels are approximately exact, and thus wo may regard the engineering feat as one of he finest which has been accomplished in tunnelling up to the present. The whole achievement is one of which the Dominion has every reason to feel Pj°” dand the successful completion of the work will no douhe provide a theme for engineers throughout the world._ Much has yet to be done before the tunnel is completed, and many months will elapse before the workmen will bo able to lay aside their tools after putting the finishing touches to the monumental work which is indisputably one of the greatest ngineering feats of the Southern HemiephcreTh© tunnel ranks, as previously stated, as the sixth largest in the world, and nowhere outside Europe can ho found a tunnel which will bear comparison with the “hole in the hill” between Canterbury and the West Coast. The first suggestions for linking up kr • railway the East and the West Coast* »f the South Island were mode nearly sixty years ago. Many people trace the inception of the idea to the Canterbury Provincial Council of 18/0. But the idea put forward then was but a revival of one which had been seriously mooted ten years before. i"° first efforts in the direction of esta-blisfi-iing railway communication between the East and West Coasts were made in 1860, and the honour of this endeavour must bo credited to tlie foresight of the colonists of the Nelson district. Five years before the discovery of gold drew an enterprising population to the West Coast the necessity of penetrating the harrier by means of a railway was discussed. In low a reserve of 200,000 acres was set aside for this purpose between the Grey and the Teremakau. In his speech at the opening of the Canterbury Provincial Council on November 21st, 186 p, Mr Samuel Bealey, the Superintendent, stated that he had taken the precaution, in anticipation of the extension of the railway system to the 'vest. Coast, to temporarily reserve land tor lines m that direction. These would he reserves made in addition to reserves sanctioned by the Provincial Council of October nth. 1859, which wore for railways through, the pastoral distracts of Canterbury. In October, 18bo, Mr "• Wilson, a member of the Provisional Council, proposed, and it was earned unanimously—“ That in the opinion o tins meeting, the now Ira© of railway ought, in justice to tho North, to bo commenced forthwith, with a view o becoming part of die lino which wl connect the east and west coast seaboards of the province.” A year or two later the Superintendent s speech stated that the engineer’s estimates and plans for the West Coast me a .lost of £6OOO per mile without rtU ng stock, would be placed before the Coun.•d It was urged more than once mat the Hurunui route afforded the easiest grade, but the question of having make part of it in the Nelson Province weems to have stood in the way, an have been a factor in taking the Midland railway over the Arthur s Pass "'Si?' Julius Vogel’s public works policy in 1870 raised hopes that the scheme would be earned into effect. On the Statute Books of 1866, 1867, 1868, and 1869 there are Acts sanction-, ing the railway proposals of the Nelson Provincial Council, and among them the West Coast lino took pride of place. Two million acres of land were set aside as grants, and the Nelson agitation progressed so far that steps were actually taken to float a construction company. It might have been carried to something like a successful ' conclusion if the general Government had not intervened. Sir Julius Vogel induced the Nelson people to abandon the undertaking, on the understanding that the Government would take it over. Sir Julius’s intentions were mentioned in the Statement in 1873, and the surveys were authorised the same year, the scheme being to connect Christchurch with the West Coast and to carry the line to Nelson. There was nothing in the shape of an agitation in Canterbury in connection with tho project until 1878, but once it was taken up • Die interest wn«- ’-ell maintained, and the people of Hit province became enthusiastic in their support of the railway. The West Coast and Nelson joined heartily in tho agitation. But there were bitter disappointments awaitma

those -who in the "’eighties urged the completion of the scheme. In April, ISBG, the Midland Railway Company was formed in London, with a capital of-.£"500,000, and tho work was actually commenced. Then, as will bo remembered, the company fell on evil times, and the partially-construct-ed lino was taken over by the Government. AVork in connection with it went on slowly during the years that followed; there being frequent intervals of inactivity, during which efforts were made by the Canterbury Chamber of Commerce, the Industrial Association, and the vVcstland Railway League to induoo tho Government to proceed with the work. Ultimately it was so far carried out that what remained to link up the two coasts was the Otira tunnel.

Hie Government’s decision to adopt the Waimakariri-rereraakau route brought up the question of crossing the southern Alps, and surveys were made and completed in 1884, and a scheme entailing a summit tunnel with approaches on 1 in 50 grades was adopted, to the extent that the Midland Railway Company, when formed, was bound to those conditions. The adoption of the grade mentioned necessitated the line being constructed high up on the sides ot the mountains^from the tunnel entrance in the Otira Gorge to below Aicken’s station, and tears, for the stability of the line in such a position from shingle slides and avalanches induced the company to couejrler - other scuemes, the principal one being a lino over the summit on a grade of about 1 in 16. worked on the Abt system;’with a'rack rail, into which suitable wheels on the locomotives couid be geared. The collapse of the company suspended further consideration for some time. ■ Subsequently Messrs W. H. Hales John Coom, P. t>. nay and C. Napier Bell recommended the construction of a long tunnel, so as' to avoid constructing any part ot the line oh the dangerous hillsides and the present tunnel was the outcome of : this. recommendation, with modifications recommended by Mr A'irgil C. Bogne, a United States engineer of great experience. He advocated, the construction of a long tunnel, slightly longer than that recommended by the Dominion’s engineers, with an approach on the west of 1 in 28 grade. Mr Hay recommended that the western entrance should be moved Iromthe Otira Gorge to the Rolleston Valley-, and this and Mr Bogne’s recommendations wore adopted. The. contract for the construction of tho : tunnel was let to Messrs John McLean and Sous, a well-known and. experienced firm of contractors, with headquarters at Auckland, and it was signed in August, 1907. The amount was £509,794; and the stipulated time for completion was five years from the date of acceptance, viz. August Ist, 19X2. The actual length of the-tunnel was S miles 25i chains, but the approach works were included in tho contract, so that the length of country covered by tho tunnel and approaches would be in all about eight miles. The tunnel is straight through on a uniform grade of 1 in 33. It is Isi feet high, 14ft wide at tho rail level, and loft at its widest point, which is 6ft 9in, above 1 the rail level. The tunnel is lined with rubble, masonry, concrete and brickwork, with concrete blocks and brickwork in the arch! . I Tho Otira tunnel, is .the sixth longest tunnel in the world, the larger ones being:— ■ , Miles Simplon 12i St, Gothard . JJi Hoetschljerg Mont .Cenis , Arlberg

The Otira tunnel was commenced at the Otira end in April, 1908, and at the Beaiey end in n!y. 1909.