REPORTS ON BRANCH RAILWAYS (CORRESPONDENCE RELATING THERETO).

Appendix to the Journals of the House of Representatives, 1875 Session I, E-06

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1875. NEW ZEALAND.

REPORTS ON BRANCH RAILWAYS (CORRESPONDENCE RELATING THERETO).

1. TOKOMAIEIEO BEANCH EAILWAT. 2. G-EEEN ISLAND BEANCH EAILWAT. 3. TAIEEI PLAINS TO OLTEAM EAILWAT.

Presented to both Souses of the General Assembly by Command of His Excellency.

I.—REPORT ON THE TOKOMAIRIRO BRANCH RAILWAY. No. 1. Mr. W. N. Blaie, District Engineer, to the Engineeb-in-Chief. Sic,— Public Works Office, Dunedin, 27th November, 1874. In accordance with the instructions conveyed by telegram on the 25th August, I have the honor to submit the following report on a Branch Railway to connect the Tokomairiro Coal Meld with the Dunedin and Clutha line. On the 27th August, I submitted an interim report on the subject. Since that date I have made a reconnaisance survey of the route, the resulb of which is embodied in the accompanying plan and the following report. You will however find, by comparison, that the opinions expressed in the interim report are not much modified by the information subsequently obtained. The plan shows in distinctive colours the various mining properties now operated on, and the position of the mines that have already been opened out. The line which I have selected leaves the Clutha Railway at the Milton Station, and proceeding eastward skirts the northern bank of the Tokomairiro for four miles, then turns off at right angles for a mile further, passing through the " Mackay " property to the Bruce Company's mine—the total length of the branch being exactly five miles. My interim report only provided for the construction of the line to the nearest boundary of the Coal Reserve; but I now find that no part of the field would be accommodated by a terminus there, so I have shown it extended to the furthest away mine. It might, however, be found advantageous to terminate the branch at some central point, say near 4/40 in section 31, Block VI., Akatore District, leaving the proprietors of the various mines to connect their tramways with it. With the exception of 10 or 15 chains near 2/0 the whole of the route above described is remarkably favourable to railway construction. More than half the distance will be surface forming, and the earthwork on the remainder of the lightest possible description. There are no streams of any magnitude to cross, and the small watercourses are not numerous. The rough ground at 2/0 consists of a very steep clay terrace that runs out into the river bed. There is only about 4 chains where there is no room for the line between the terrace and the river, but the whole bight is subject to heavy floods, so it would be necessary to keep sufficiently high to clear them, and also to protect the bank in some way. If on taking a section it is found that the difficulties above referred to are of a serious nature, another line could be got in the direction dotted on the plan ; but, in addition to the disadvantage of two river crossings, I fear this will be found as much subject to floods as the other. With the view of shortening the branch, two other routes have been proposed between 3/0 and the terminus —one leaving about that point and the other about 3/40, and proceeding in direct courses across the intervening ridge to the Bruce Company's Mine. The first of these would save about a mile in distance, but it would have a tunnel 20 chains long. The second would save about 25 chains, with a tunnel of 4or 5 chains. In both cases the earthworks would be very heavy, and the gradients from lin3sto 1 in 50. Neither of those lines, whether considered in point of cost, superiority of gradients, or accommodation afforded, can bear comparison to the longer one, which is shown on the plan. Without a section I cannot give an accurate estimate of the cost of the Tokomairiro Branch Rail--I—E. 6.

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way, but by comparing it with similar portions of the lines already constructed, I think it might be made for something like £3,500 per mile, exclusive of land and rolling stock. I understand that in all probability the land will be given gratis by the proprietors in the district; but the rolling stock required to work the coal mines to advantage will be very costly—probably an expenditure of nearly £10,000 would be necessary. This brings up the total cost of the Branch Railway to £27,500, or £5,500 per mile. I have, &c, W. N. Blair, J. Carruthers, Esq., Engineer-in-Chief, Wellington. District Engineer.

No. 2. Mr. W. N. Biaib, District Engineer, to the Engineer-in-Chief. Sic,— Public Works Office, Dunedin, 27th August, 1874. In accordance with the instructions conveyed by telegram on the 25th instant, I have the honor to submit the following interim report on the subject. Although I know the ground pretty well, I have never examined it specially for the purpose of selecting a line of railway ; this report must therefore be taken as provisional until I make a detailed examination of the ground —this I hope to do next week. The Coal Eeserve is situated in the Akatore district; the nearest point of the portion leased to the Bruce Coal Company will be about 3j miles (by rail) from the Tokomairiro Station. Of this distance three miles is remarkably easy country, as level as the remainder of the Tokomairiro Plain, and without a creek. The remaining f-mile is round the ends of low spurs that run into the river; there will be a few cuttings here, but nothing of a formidable nature. From the nearest boundary of the Company's land to the main body of the coal, a further distance of f-mile, the ground is rather rough. Possibly a short tunnel through a spur will be required; if not, the line must be lengthened to a considerable extent and the earthwork increased. For the 3f miles above referred to, the cost of the railway should not exceed £3,500 per mile, exclusive of rolling stock ; the cost of the last f-mile cannot be estimated without a detailed examination, and possibly one or two trial sections. Except the roads can be made available, the cost of land near the township will be considerable: this is not included in the above estimate. I have, &c, W. N. Blair, J. Carruthers, Esq., Engineer-in-Chief, Wellington. District Engineer.

lI.—EEPOET ON THE GEEEN ISLAND RAILWAY. No. 3. The Disteict Engineer, Dunedin, to the Engineee-in- Chief. Sic,— Public Works Office, Dunedin, 10th February, 1875. In accordance with your instructions, and under the provisions of " The Railways Regulation and Inspection Act, 1873," I have the honor to inform you that I yesterday inspected the Green Island Branch Railway to ascertain if it was safe for public traffic, and I beg to submit the following report thereon: — The branch leaves the Dunedin and Clutha Railway at a point in the Kaikorai Valley about 4 miles and 10 chains from the Dunedin Station, and proceeding eastwards through the village of Kingston and along the Green Island Flat, terminates near the Walton Park Collieries; the total length being 2 miles 17 chains. The following table shows the alignment and gradients of the railway: — Line. Geadients. Mis. clis. Mis. chs. 2-9 chain curves ... ... 0 16 ... lin 50 ... 0 9 3-12 „ „ ... ... 0 20 ... 1 „ 7158 ... 0 10 5-15 „ „ ... ... 0 40 ... 1 „ 5116 ... 0 40 1-20 „ „ ... ... 0 5 ... 1 „ 8587 ... 0 58 Straights ... ... 1 16 ... 1 „ 170-54 ... 0 10 1 „ 6702 ... 0 17 Level ... 0 33 Totals ... ... 2 17 2 17 There are two sidings on the branch, one at King's Mill and the other near the termination. There is no station, but a stage has been erected at the end for the delivery of coal into the wagons, the pits being connected therewith by a tramway on which the ordinary small truck can run. The works on the Green Island branch are generally the same as on the main line, the permanent way being identical. There are three bridges under the line, as follows: — 1. Kaikorai Stream, 3 spans, each 12' 11" centres, all timber. The piers consist of 4 piles braced together, and the sleepers are supported by two 14" x 12" beams. 2. Abbott's Stream, 5 spans, each 12" centres, the remainder of the work being the same as the above.

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3. Road Bridge, 1 span of 20 feet, 15 feet high. Rubble masonry abutments, 4 feet thick throughout, wing-walls curved outwards 18" thick at top, with batter of 1 in 6. The superstructure consists of two beams 18" X 19", with 9" x 9" struts and head pieces. The piles of No. 1 are said to have been driven to the rock, there being no set with the last blow of a 15-cwt. monkey falling 12 feet. The driving in No. 2, under the same circumstances, is said to have been a little easier, but no record was kept of the set; the stratum is supposed to be gravel. I tested the bridges with the Fairlie engine, weighing 28 tons, on eight wheels, with the following results: — Bridge No.l. No. 2. No. 3. Deflection in centre of beam, with engine moving slowly ... I" \" \" Same at speed of eight miles an hour ... ... ... %" i" Jg" There is one level crossing of the branch railway on the main road; it is provided with gates shutting across the railway. The substitution of cattle-stops for the gates would facilitate the working of the line and be conducive to safety, so I recommend their adoption. I enclose a formal certificate to the effect that the Green Island Branch Railway is safe for public traffic. I have, <fee, W. N. Blair, The Engineer-in-Chief, "Wellington. District Engineer. " The Railways Regulation and Inspection Act, 1873." Hating examined and inspected the line and works of the Green Island Branch Railway, constructed by the Provincial Government of Otago, I hereby certify that the said railway is safe, and fit for public traffic. W. N. Blaih, Public "Works Office, Dunedin, 11th February, 1875. District Engineer.

lII.—EEPOET ON THE TAIEEI PLAINS TO OTTTEAM EAILWAY. No. 4. Sir,— Public Works Office, Dunedin, 14th July, 1875. In accordance with the instructions of the Hon. the Minister for Public Works, I have the honor to submit the following report on the Branch Eailways proposed to be constructed on the Taieri Plain. The accompanying plan shows their relative positions and connections with the main line. The idea of a branch railway to Outram first assumes a practical form in March 1874, when the then Provincial Secretary entered into an agreement with the landowners on the Greytown line to purchase the land required for the railway. The agreement was subject to ratification by the Provincial Council, and it also set forth that the Superintendent was to apply to the Assembly for power to construct the line or borrow money for the purpose. The Provincial Council, at the ensuing Session, agreed to expend £12,000 on the work, but I think this was subject to a loan being obtained. At the same time resolutions were passed, empowering the Provincial Government, as an alternative, to treat with private companies for the construction of certain lines, of which this is one. A sum of £2,000 was also voted to erect a combined road and railway bridge over the Taieri and Greytown, which work is now completed. In January 1875, a company was formed to construct the Greytown and Outram Eailway, and the Government agreed to work the line, provided sufficient rolling stock was available ; the use of the bridge was granted to the Company the Superintendent's right under the agreement to purchase land was transferred to it, and other minor concessions were made. The Company then proceeded to construct the line, the plant was ordered from England, and several contracts let for the supply of sleepers and erection of bridges and fencing. The fencing and bridges are now well advanced, and I am informed that the plant is now on its way from England. The Mosgiel and Outram line was mooted a few months since, some time after the formation of the Greytown Company. A private company was also formed or proposed to construct it, but lam not aware of any practical steps having resulted therefrom ; for at the last meeting of the Provincial Council a sum of £27,692 16s. 6d. was voted out of loan or revenue for the construction of the line. The same Council passed the Greytown and Outram Eailway as a private Act, so there are now two lines authorized to Outram, and for a certain portion of the way they occupy the same ground. The distance from Dunedm to Outram by the Mosgiel line is 18 miles 9 chains, and by the Greytown one 18 miles 20 chains ; balance in favour of Mosgiel line, 11 chains. The length of new railway to be constructed via Mosgiel is 8 miles 47 chains, and via Greytown, 4 miles ; balance in favour of Greytown line 4 miles 47 chains, which is about the distance that the Mosgiel branch runs parallel with the main line. So far as the location of the branches are concerned, the Greytown line is generally on better ground. The Mosgiel one crosses the land inundated by the Silver Stream at right angles, consequently it is more subject to injury by floods ;it also runs down the plain near the lowest point. Still these objections are not serious. A few flood openings and an extra foot or two in the height of the embankments will remove them. The gradients and curves on both branches are good, being within the limits on the main line; the weight of rail and works generally are also intended to be to the same standard. I have not had an opportunity of examining the details of the estimates on either line ; in fact, I have not seen any estimate whatever of the one via Greytown. It seems to me that the cost of £3,251 per mile for the Mosgiel branch is much too small. The fences, bridges, permanent way, and

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stations will cost £2,600, which only leaves £651 for grading and other minor works on a line where there should be a continuous embankment of from 3 to 4 feet in height, and where the severance of property is considerable. The cost of the Q-reytown branch —particularly as it would not be charged with the bridge—would be less per mile than the other, were it not the terminal station on such a short length will probably bring up the average. The question as to which line best accommodates the district comes next under consideration, and under present circumstances it is one not easily determined. Prom the position of the main line running longitudinally along the eastern side of the plain, it is impossible to get a single branch going off at right angles which will accommodate the whole of the western aide. I pointed this out to a committee of the Provincial Council in 1870, and recommended that the main line should be carried further into the plain (see evidence published in General Assembly paper D. 1871, page 58) ; but the inhabitants of Outram would not be satisfied with anything short of the main line going through the village or having the terminus of a branch there, so my recommendation was not adopted. Prom the fact of both branches having their terminus at Outram, it is evident that it is recognized by both parties as the centre to which the trade of the district naturally converges ; it is also on the main road to Upper Waipori and the interior. The question of accommodation, as between the two lines, is therefore confined to the intermediate traffic. The G-reytown branch is all through cultivated land; but as it is in the hands of one or two proprietors, the passenger traffic cannot be extensive. The amount of produce sent to Dunedin will, however, be as great as from any other equal area on the Taieri Plain. The good cultivated land on the Mosgiel branch is confined to 1^ mile at each end, and Blocks X. XV. and XVI. (North Taieri) near the 12th mile. Prom 13 to 16 miles the line passes through a low uncultivated swamp, and there is only about 90 chains between it and the ranges; consequently a large traffic can never be developed on that portion. As the 1^ mile at the commencement of the Mosgiel branch is embraced by the main line, and the 1£ mile at the termination by the G-reytown branch, the only special advantages it possesses over the other, is the accommodation afforded to the three blocks in North Taieri, just mentioned. This reduces the whole controversy to the simple question, Is the traffic from North Taieri of such importance as to warrant the construction of 4j miles of railway for its special accommodation? So far as my judgment goes, I have no hesitation in answering it in the negative. Ido not think the advantages to be derived from the adoption of the Mosgiel branch instead of the Q-reytown one are at all commensurate with the extra expenditure involved. Having compared the respective merits of the branches, I shall now consider as to whether either of them is at present urgently required. It will be seen from the plan, that the Mosgiel branch, for the greater part of its length, is only 2f miles from the main line, and that the whole distance to the ranges is only 4 miles. Five miles is considered the standard distance between stations in England; consequently the Mosgiel branch is 3 miles too near the main line, and there is little of the plain beyond the English limit of remoteness from railway coinmunicatian. The Taieri Plain is also intersected in all directions by roads, many of them being formed and metalled. For these reasons, and the fact that there is no special trade, such as minerals, at any point on the plain, I believe, that there is no immediate necessity for either branch. I have, &c, "W. N. Blaie, The Engineer-in-Chief, Wellington. District Engineer. A copy of the Outram and Q-reytown Railway Ordinance, as passed by the Council, is herewith enclosed.—W. N. B. By Authority : Q-eobge Didbbuby, Government Printer, Wellington.—lB7s. Price 3d.]