THE RAILWAY TO THE INTERIOR.

Otago Witness, Issue 1342, 18 August 1877, Page 9

THE RAILWAY TO THE INTERIOR.

Mr blair's report.

The report by Mr W. N. Blair, District Engineer, on the several routes by which it is proposed to take the railway to the interior, has been published. It is a very voluminous document, giving full da tails of the seven routes by which it is proposed to reach the interior, and also of the alternative routes of portions of these lines. The route which has Mr Blair's recommendation is No. 4 — North Taieri to Cromwell, via Strathtaieri, Maniototo Plain, Idabum Valley, Manuherikia Valley, and Clyde. At Totara Gully, there will be a tunnel from 20 to 30 chains, or at Mill Gully one from 15 to 25 chains. Wibh the exception of this tunnel, there is no engineering difficulty worth mentioning between the Taieri Plains and the Taieri Kiver. Upwards from Mullocky, the Taieri River runs between steep hills and rocky gorges a distance of 17 milea, aud in a less degree all the way to the Sutton, tive miles farther. It is here that all the really heavy works between Danedin and Cromwell are met with, the ground for eight miles being particularly rough and precipitous. There is, however, one thing greatly in its favour, the flatness of the average gradient, which ia only about 1 in 200, an advantage which has never occurred in any part of the rough country oa the railways made. From the information at his command, Mr Blair is inclined to think the eastern side of the Taieri the easier all the way up. The slopes may nob be much flatter, but there are fewer large streams to cross. The following shows approximately the ' altitude of the live tt various leading points :—: —

Beyond accommodating the settlers at North Taieri and the few miners that find employm»nt at Mullocky and Hiodon, there is little call for a railway on th 9 first 25 miles of this route, but from that point right to the terminus every mile opens up country fit for settlement, and calculated to support a large population. Figures by the Chief Surveyor show that this line will opea up agricultural land still in the hands of the Crown amounting to— Strathtaieri, including Moonlight Flat, 110,000 acres ; Maniototo Plain, 180,000 acres ; Idabum Valley, 70,000 acres ; Manuhenkia Valley, 120,000 acres — Total, 480,000 acres. In addition to this, the line terminates on the margin of the Uppor Clutha Plains, which extend inland to the Wanaka and Hawea Likes. There is no doubt a railway will some day be extended through these Plains, and perbaps uitimately to the West Coast;— there being no serious obstacle ia the way. There

is also an easy route from Cromwell through the Lindis Pass to the Upper Waited Plaine. After fully considering the quoition in all its bearings, Mr Blair has no hesitation in saying that, in his opinion, route No. 4 is infinitely superior to any other of the seven hitherto proposed, and further, that it is the best course for a railway that can be got between Cromwell and the seaboard. It is th? shortest from Dunedin to Cromwell, its gradients are easy, and it brings all tha interior plains into direct communication with the capital an<? the beat harbour. The total distance between Dunedin and the middle of the Maniototo Plains, via Strathtaieri, ia six miles longer ttan from Oamaru to the same point, but when the gradient is considered the balance is vtry much on the other side. So far as the time which it would take for the construction of the line ia concerned, Mr Blair has not the slightest doubt that the Kyeburn tunnel would take longer to make than ths whole Strathtaieri line. The' Strathtaieri line comes nearly as close to Naseby as the Marewhenua ops, and neither of them can be brought within three miles of the township at a reasonable cost, as the ground is broken up by long flat ridges and gullies, running across the line. It can, however, be ap° proached by a branch railway comiag straight up one of the ridges. On the score of being least expensive in construction. Mr Blair declares in favour of the Strathtaieri line. By a general comparison with linea already constructed, he should estimate roughly the cost of the Dnntroon-Naseby line at £385,000, this including relaying the Awamoko branch with heavier rails, but exclusive of engineering and rolling slock. On the same basis, he estimates the cost of the Hue from North T»ieri to Naseby at about £370,000 or £15,000 less than the Marewhenua route. But assuming the cost were the same, and that it was as important to the interior to be connected with Oamaru as with Dunedin, the difference in the gradients alone was sufficient to make a large balance in favour of the Strathtaieri route. This line rises with a nearly uniform incline from its lowest to its highest level, whereas the Marewhenua one has an unnecessary rise of 1200 feet in the middle. In concluding Mr .Blair remarks, "If it is the intention of the Government to take steps towards constructing a railway into the interior of Otago, I have no > hesitation in recommending the Strathtaieri line as emphatically the shortest and easiest route that will in its course open up the most good country for setflement. I may also add that I believe there is every chance of a railway ia this direction being directly remunerative in a very short time."

flacb. tforth Taieri Hullocky Saddle.. Function of Mullocky with Taieri .. iVenthorne dount Ross Saddle ilairtaieri raieri Like ilough ttid%e .. Poolburn Gorge .. JlyJe Cromwell FROM DUNKDIS. Miles. 10 12 15 32 35 38 65 81 96 115 129 ABOVE SBA LKVEIi. Feet. 30 30J 150 650 920 675 ICOO 1900 1400 54? 700