THE CLUTHA RAILWAY.

Evening Star, Volume IX, Issue 2658, 24 August 1871, Page 3

THE CLUTHA RAILWAY.

A few particulars relating to this work will not be uninteresting at the present moment, The contracts now let comprise section 1, t> Caversham, about 1$ miles; section 2. to beyond Caversham. including the Caversham tunnel, 902 yards long ; section 3, or theKaikoraicontract; and section4, known as the Ciutha contract. The contracts include formation only ; and the two first-men-tion d are progressing favorably. Of them the Engineer-in-CUief reports ; works on this line will be generally of a favorable character. There is a fair proportion of level, easy country, although portions ot it a-c liable to be Hooded. The worst difficulties arc t > be found at the two extremities ot the line, particularly at that next Dunedin, where besides the tunn-1 .already mentioned will be another of about 1500 yards in length, through a rock (felspathic schist) more difficult to deal with than at Caversham, which is a close finegrained sands one, and will not require to be lined ; whereas the shorter tunnel in all probability will. The worst gradients laid oIF in connection with the work is 1 in 50 and I in (50, and the sharpest curve is of 12 chains radius. Judging from the prices nt which the first three sections have been let, 1 am sanguine that the whole line will cost much less than the sum prescribed in the schedule.” We • learn that the plant and rolling stock for the first six miles of the lino have been ordered from England, and another for the ten ■ miles at the Ciutha end, was despatched by the last San Francisco mail. 'I he engineer reports that after a careful consideration of the best examples of light and ’ narrow guage railways, it was detci mined ' that the ordinary vignoles, or flat-footed tails, should be used of the weight of 40lbs to the lineal jard, the ends to be securely joined by fishplates and bolts ; and the rails secured to the sleepers at the ends and middle by fang bolts and mils, and intermediately by dog-,spikes in each sleeper. The engines are ’ to weigh a’ out seventeen tons, when ready for work, being rather less than three tons weight on each w heel ; the number of w heels six, three feet in diameter, all coupled; no tenders to be used ; the engines to carry Sccal and water sufficient for a moderate Qouriley, the weight of these being thus utilised to give the engines more adhesive power on the rails. These digitus maybeexpected to draw a load of IC'O tons over such gradients as aredescribed above, and will

ordlnarly have a speed of twenty to twentyfive miles an hour, if required. All the carriages and waggons are to have four wheels, and made as light as possible, compatible with necessary strength. The passenger carri ges are to be composite, first and second class, and to hold thirty persons, who will he seated crosswise ; length about 21 feet by 7 feet outside, fitted with central buffers and dgaw-gear. This form of carriage has hecnf adopted, seeing that the line line presents no difficulties for working in the way of sharp curves; and the carriages have been purposely made of a comparatively small size, in view of a probably small average pas : enger traffic. The break vans are to be of the same size as the carriages ; the goods waggons, covered and open, will be about 15 feet long by 6| feet wide, of wood ; and the mineral waggons about the same length, but with iron bodies feet high.