THE EAST AND WEST COAST AND NORTHERN RAILWAY.

Globe, Volume XX, Issue 1427, 11 September 1878, Page 3

THE EAST AND WEST COAST AND NORTHERN RAILWAY.

The following is the report of Mr W. N. Blair, engineer in charge, on the scheme for establishing railway communication between the EaEt and West Coasts and the north of this island :

The Burvey of these railways has been continued during the past year, and a great amount of valuable information collected. As I hare not had time to consider the matter fully for myself, Mr C»rruthers has kindly given the following precis of the results arrived at so far :

"At your request I give a short report on the surveys which have heen made of the several lines between Christchurch and the West Coast, Picton, and Nelson. I was instructed to bear in mind the necessity of connecting all these places with the railway system of the South Island, so that the surveys have been treated bb a whole, and t»n endeavour made to find the cheapest way of connecting them all. " Browning's Pass —A survey was made through this pass by Mr Browning, but it is far inferior to all the other passes, and need not be taken into further consideration.

" Taipo Pass —Mr Campbell made a reconnaissance survey of thepassesat the head of the Taipo and Waimakariri, showing a not very unfavourable line. If the branch to the West Coast were alone to bo considered, I am inclined to think this lino should be further explored. " Picton and Nelson Lines—The best direction for the line to the West Coast will depend on the line to • Picton, from which it would be a branch. Several lines have been tried for this, but they are all very unfavourable. Mr Foy's best line is shown in blue on the map attached. It is tolerably favourable except for about twenty miles between the Waiau and Kaikoura, which would be very costly and difficult to work. Mr Dobson's line, shown in red, by Cheviot, is also very costly for about ten miles, but I am inclined to think it superior to Mr Foy's on account of its lower summit-level. If either of these lines be adopted, I think the West Coast would be best reached by the Taipo Pass already mentioned, or by the Hope Pass as surveyed by Mr Eoy, and Lake Sumner and the Hurunui.

" A separate line would be required for Nelson. One line from Nelson to the Grey, at Cobden, was surveyed very fully by Mr Kochfort, and another examined by the Happy Valley to Blenheim. The latter would best bring Nelson into railway'communication with the rest of the island, but would be very costly and d ffieult to work. A third way of reaching Picton and Nelson is now being examined by Mr Foy. It is to follow the Waiau to the pass at Cannibal Gorge. From the summit, lines can be run as shown on the plan to Nelson, Picton, and Greymouth. I am satisfied this will be found by far the cheapest way of connecting these three places with the South Island railway system, and it will open up whatever good land there is, which is, however, very limited in quality. The gradients will be more favorable than by any other route. The objection to this plan is that all traffic between Picton and Christchurch will have to be taken over the summit at Cannibal Gorge, a height of nearly 3000 feet, and the distance between Grey mouth and Christchnrch would be fully sixty miles further than by the Taipo Pass. In view of the small probable traffic, I am disposed to think this Cannibal Gorge scheme is the best, as it meets the requirements at a cost far below that of any other. If, however, even a modsrate traffic is looked for, I think the three distinct lines would be better— i.e , by Taipo to the West Coast, by Cheviot to Picton, and by Happy Valley to Ndson." MrFoy, who has been on the survey of the East and'West Coast and Northern Kail ways for upwards of two years, is now engaged in collating the information already obtained. This will enable us to determine on further operations during next summer, should the Government decide on proceeding with the work, a course I would strongly recommend. As the explorations for both linos in the direction of the Hope and Amuri saddles are tolerably complete, I think attention should be directed to the Waimakariri and Taipo route for the West Coast line. Geographically this is one of the best yet proposed for simply connecting the two coasts : it comes nearest the centre of the Island of all the routes suggested north of Mount Cook. With reference to the extension to Picton, Mr Dobson's line seems entitled to further consideration. I think the country should be thoroughly explored, so as to ascertain if there is a possibility or reducing the heavy work shown on his section. The location of the main lines north and westwards is particularly difficult. The shape of the island points to one main central line north and south, with branches to the harbors on each side ; but the character of the country precludes the adoption of such a system. I believe that ultimately there will be a main line up each side, joining at Invercargill and Picton or Blenheim. The course of the western line woiild be from the termination of the present railway at Kingston, via Frankton, Cromwell, Lake Wanaka, and Haast Pass and River to tho West Coast; thence along the coast to Greymouth ; from Greymouth to Foxhill and Nelson by Mr Rochfort's line and the present railway ; and from thence via Havelock to the junction with the East Coast lino at Picton or Blenheim. From the map it will be seen that the line just described goes in almost a direct line through the centre of tho southern part of the island, from the Bluff to Lake Wanaka. The Haast Pass, over which it goes, is the lowest in tho range, being only about 1700 feet sibove sea level, against IJOOO the next lowest. The East Coast extension from Amborley to Picton will probably follow either Mr Foy's or Mr Dobson's line. Tho. line via Lake Wakatipu abovo described is unfavorably situated as regards tho rest of the island, and for a great part of tho distance — viz., from Kingston to Cromwell — the country is too rough for close settlement, consequently this section will only be made as a connection between the southern and midland railway systems, or to complete the through communication between Southland and the West Coast. If the Haast Pass is adopted as a crossing place in the main range, it can be best reached by the O.tago Central (Strath Taieri) route now beinf: purveyed, and ultimately by tho Wuitaln Valley and the Lindis Pass. The latter, a route to which much attention has not hitherto been given,

is favourably situated as regards the centre of the island, and it taps a considerable extent of good country in the Upper Waitalii and McKenzie Plains ; but the engineering difficulties are somewhat formidable, itbeing necessary to cross a range 3500 feet high before reaching tho Clutha watershed. Tho Waitaki Valley and Lindis Pass line cannot of course, be substituted for the Otigo Central, as it leaves out the Strath Taieri, Maniototo, Ida Valley, and Manuherikia Plains, as well as the principal centres of mining in Otago. Its main object will be to give direct communication between the Oamaru and Timaru districts, and tho southern parts of the West Coast. If one connection only is expected to be mado between the East and West Coasts, probably the Waimakariri and Taipo route iB the best; but if there is any chance of two, I should bo inclined to recommend the Hope and Haast Pass routes, and the former, as offering readiest communication between the present centres of population, should be constructed first. I should, however, remind you that tho line will be costly to make and maintain. It will have a tunnel a mile in length at the summit, and other heavy works, and the ruling gradient it about lin 25. The distance from Greymouth to Christchurch by tho Hope PaBS route is about 150 miles. It is just possible it will pay to carry coals this distance by rail; but they cannot be taken much farther, and certainly will not bear the cost of transhipment at Lyttelton. Notwithstanding these objections, the importance of providing ready means of communication by land between the East and West Coast entitles tho line to a favourable consideration. With reference to the extension of the main lino from Amberley to Picton, I do not think the work is urgently called for at present. There is comparatively little good country to open up, and the through passenger traffic which the railway is especially intended to accommodate, will certainly not pay for its construction for many years to come.