THIS RAILWAY TO THE INTERIOR.

Dunstan Times, Issue 800, 17 August 1877, Page 3

THIS RAILWAY TO THE INTERIOR.

MR blair's kepobt. I'ho report of Mr W. N. Blair, District Engineer, on the several routos by which it is proposed to take the railway to the interior, has been published. It is a very voluminous document, giving full details of the seven routes by which it is proposed to reach the interior, and also of tho alternative routes of portions of theso lines. The route which h&s Mr Blair's recommendation is No. 4—North Taieri to Cromwell, via Strathtaieri, Maniototo Plain, Idaburn Valley, Manuherfkia Valley, and Clyde. At Totara Gully, there will be a ttinnel from 20 to 30 chains, or at Mill Gully one from 15 to 25 chains. With the exception of this tunnel, there is no 'engineering difficulty worth mentioning between the Taiori Plains and the Taieri River. Upwards from Mullocky, the Taieri River runs between steep hills aftd rocky gorges a distance of 17 miles, and in a less degree all the way to the Sutton, five miles farther, It is here that all the really heavy works between Dunedin and' Cromwell are met with, the ground for eight miles being particularly rough and precipitous. There is, however, one thing greatly in its favor, the flatness of the average gradient, which is only abcut 1 in 200, an advantage which has never occurred in any part of the rough country on the railways made. From the information at his command, Mr Blair is inclined to think the eastern side df the Taieri the easier all the way tp. The slopes may not be much -flatter, but there are fewer large streams to cross. The following shows approximately the altitude of the line at various leading points':—

Beyond accommodating the settlers at North Taieri and the few miners that find employment at Mullocky and Hindoo, there is little call for a railway on the 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 open up agricultural land still in the hands of the Crown amounting to —Strathtaieri, including Moonlight' Flat, 110,000 acres; Maniototo Plain, 180,000 acres ; Idaburn Valley, TO.'OOO acres ; Manuherikia Valley, 120,000 acres—Total, 480,000 acres. In addition to ; this, the line terminates on the margin of i the Upper Clutha Plains, and perhaps ultiI mately to the West "Joast—there being no | serious obstacle in the way. There is also ! an easy route from Cromwell through the Lindis Pass to the Upper Waitaki Plains. | After fully considering the question 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 the shortest from Dunedin to Cromwell, its gradients are easy, and it brings all the interior plains into direct communication with the capital and the best harbour. The total distance between Dunedin and the middle of the Maniototo' Plains, via Strathtaieri, is six miles longer than from Oamaru to the same point, but When the gradient is considered the balance is very much on the other side. So far as the time which it would take for the construction of the line is concerned, Mr Blair has not the slightest doubt that the Kyeburn tunnel would take longer to make than the whole Strathtaieri line. The Strathtaieri line comes nearly as close to Naseby as the Marewhenua one, 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 approached by a branch railway coming strait up one of the ridges. On the score of being least expensive in conatrtiction, Mr Blair declares in favor of the Strathtaieri line. By a general comparison with lines already constructed, he should estimate roughly the cost of the Duntroon-Naseby line at L 385,000, this including relaying the Awamoko brauch with heavier rails, but exclusive of engineering and rolling stock. On the same basis, he estimates the cost of the line from North Taieri to Naseby at about L.370,000 or L 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 favor of tho Strathtaeiri 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 the construction of 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 settlement. I may also add that I believe theie is every chance of a railway in this direction being directly remunerative in a very short time."

Distance Height Place. from above "Dunedin. Sea Level Miles. Feet. North Taiori 10 80 Mullocky Saddle... •12 ... 300 Junction of Mullocky with Taieri IS ... 150 Wenthorne 32 ... 650 Mount Rose Saddle 35 ... 920 Blairtaieri as 675 Taieri Lake 63 ... 1000 Rough Eidge 84 ... 1900 Poollmmtjorge ... 96 ... 1400 Clyde 115 ... '540 Cromwell 129 ... 700