A TRIAL TRIP ON THE PORT CHALMERS AND DUNEDIN RAILWAY.

Otago Daily Times, Issue 3367, 20 November 1872, Page 7

A TRIAL TRIP ON THE PORT CHALMERS AND DUNEDIN RAILWAY.

(j!V A WKU,INGTOX SKTTMIK.)

We arrived on the afternoon of the 2<sth olt. by the Wellington at Port Chalmers. Ah the steamer approached tho wharf, we had on our right the magnificent dry dock recently constructed by the Province in a nook seemingly contrived for the purpose, with the stone quarry which supplied the material for the work immediately above it ; on our left was the now railway pier, now in course of construction. On reaching the wharf we wen> about to embark in one of the small steamers plying between Port Chalmers and Dunedin, when Mr Oliver, one of tho railway proprietors, kindly offered to place on tho railway an experimental train to take us to the .Provincial capital. The offer was too tempting to be resisted—we were to be the first travellers on the first railway constructed in the Province of Otago. Sowhiie tho train was getting ready, we employed the interva in looking about us and in examining the engines and carriages. The wharf or pier which forms the terminus of the railway, lias been carried out more than 700 feet. When completed, it will be 1000 feet long and 40 feet wide, with a depth of water of 2J foot at the end, so that the largest .ships can lie alongside ami take in and discharge their cargoes. The piles are imported from Western Australia, and arc of Jarrah wood -the only timber that is found to withstand the ravages of the Irrob> nnrall'u Tho rails are laid to Dunedin, but only two miles of tho railway ni'o ballasted, and the passenger carriage was placed for the (ir.it time on tho rails. The engines aro constructed on the bogie principle—Mr Fairlio's plan, with four wheels at each end. and a king-lwlt in the centre of the platform at each end on which the engine rests, with the furnaces in the centre. Tho gauge is 3 feet 0

inches the gauge on which the main lines of railway in Now Zealand are to be constructed. The passenger carriagea

—-also on tho bogie principle—aro made of teak, with mahogany panels, are exceedingly convenient and comfortable, and luxuriantly cushioned. They aro divided into three compartments, j'ach holding eight passengers. Jt is only intended to have first and second class carriages, and there is very little difference in the style and comfort of the two classes of carriages.

Everything being ready, we took our place?, and the train started, passing through the two tunnels at the commencement of the line, one about ten chains long, the other .somewhat shorter. The sides of the second tunnel arc faced with atone, and the arch turned in brick. The first is pierced through the solid rock. The railway follows the windings of the Imys witli several .sharp curves, which -tested the power of the bogie carriages, and showed their special adaptation to the line. The motion was very agreeable ; free from jolting or oscillation, and we were not aware, except by looking out of the carriage window, when wo had passed the ballasted part of the line. Ah we passed through the different cuttings, we enjoyed the varying scenery of the opposite Peninsula, with its partial clearings and picturesque hills, and listened to an account of Home of the difficulties encountered in the progress (jf the works. Prominent among these were the claims to compensation, which will always be a leading feature in the history of the construction of our railways. An interesting and instructive chapter may be written hereafter on the " Curiosities of Compensation" coni)e:;ted with New Zealand Railways.

About half-way, we stopped at Mr Burkes brewery, <vhk;h in close to the railway, and, after examining his spacious cellars, proceeded on our mute. As we ntsared Dunedin, the inhabitants in the suburbs turned out to gaze on the unusual fiight, and as we approached the terminus a crowd of some 1300 persons were waiting to receive uh. Towards the end of the line, a train of ten empty cars were on the rails, but they formed no impediment to our progress, and were easily propelled before us.

The Port Chalmers and Dunedin Kailway is about eight miles in length, and hni been constructed by Messrs Proudfoot and Oliver, under an Act of the Provincial Council, on the guarantee principle, the Prov:nce guaranteeing 8 per <x:nt. on the cost of construction. The ■works have been nearly two yean in progress ; the station at the Port end has

yet to be built, and the wharf or pier to be completed, but it will he sufficiently Kdvaucud in another month for the conveyance of wool and the carriage of pasHengerN. As has before been observed, it is constructed on the 3ft. Gin. gauge, and is a fair sample of what our Colonial .rnilwjivs will bo. All the imports and exports of this Province must pass over ihia lino, while the passenger traffic will ])e very considerable ; the Province therefore runs very littlo risk in the guarantee that has been yiven. It ia proposed to charge about 4s Ud per ton for goods from Dunedin to Port Chalmers, the charge for lighterage hitherto boingTsper ton. The fare for tirst-claas passengers will probably bo 13 6d, for second class, Is. We v.xrc fort}* mini»te3, including stoppages, in performing the trip, but we proceeded slowly, owing to the unfinished state of the line. Whun the line is open for trafiic it is expected the trip will be performed in iifteen minutes. When the railway from Oaniaru to Dtmedin is complete the tmflic will be very considerably increased, and the additional facilities given to vessels in loading and unloading will save both time and expense, and will be a material advantage to the trade of the Province by reducing shipping charges. A3 the railway system is devoloped throughout the Province, it will create additional work for itself. A good beginaiing has been made— Frfisc sit favxtumque, ■prccor.