WAIRARAPA RAILWAY.

New Zealand Mail, Issue 27, 29 July 1871, Page 5

WAIRARAPA RAILWAY.

Mb Charles O’Neill’s report, which appears in another column, directs our attention again to the all-important subject of a railway to Wairarapa and the North, and although such a work must necessarily be surrounded with many difficulties and high above all is the crossing of the Rimutaka range, still we are pleased to find that the Rimutaka range can be mastered by a tunnel, and the distance from Welling ton to Featherston shortened. Mr O’Neill’s report, which is clear, short, and practical, shows us that the length of tunnel required will be 130 chains, or a little over a mile and a half, making the distance by tunnel from the Pakuratahi Hotel to Abbott’s Hotel, Featherston 8f miles, while the length by the present road is ll£ miles. The summit of the road is 1108'26 feet above the hotel at Pakuratahi, and 1669-62 feet above the hotel at Featherston, leaving the difference of level between the hotels, 561-36 feet. The Pakuratahi end pf the tunnel is 86412 feet, and the Featherston end 1058-62 feet below the level of the summit of the road. The cost of the tunnel is estimated at £85,800, and we believe it is greatly lessened on account of the dimensions given by Mr O’Neill being much less than those ordinarily used for a single line tunnel in England. Another line has been surveyed by Mr Rochefort, described in his report of date Ist December, 1870, as follows : “ Commencing at Featherston the line runs nearly level, working gradually on to the terrace at the rear of Mr Lucena’s house; this part is open* and without any difficulty worth referring to, and is about two and a half miles. “ From thence the line will make a slight bend into Mr Lucena’s valley, to preserve the level and continue on to the low downs, on the south side. Crossing them about one mile from Mr Lucena’s, the gradient changes to about 1 in 43 (the clinometer was set at 1 in 40, but a liberal allowance was made on each observation, which might perhaps decrease the grade to 1 in 45), and winds round the next valley, which has two branches, and then creeps around the several branches of Cross’s Valley, until it reaches the saddle with the same constant gradient, excepting the upper parts of the valleys, which are made level to facilitate bridging.

“The saddle is distant about eleven miles from Lucena’s Valley. There are many gullies which will require bridging at the points of crossing, and also spurs, which will have to be cut back or through to form the curves, with a minimum radius of 5 chains. On the other hand there is very little rock, and many miles of side-cuttings on hills, with easy slopes and natural ballast. Another favorable feature is the large supply of black birch timber all along the line, available for sleepers, bridges, &c.

“ I estimate the height of the saddle to be 1230 feet above Abbott’s at Featherston, without the cutting, but aneroid observations cannot be relied on to within a few feet. I also ascertained the Pass to be 401 feet below the coach road, or, with the cutting, 431 feet. The saddle is narrow, and slate rock is found a foot below the surface, at the spot where the tents stood on your visit. “ Descending the Pakuratahi with the same gradient, the features are somewhat similar to those on the west slope for about a mile down. Here the line crosses another saddle, being part of a spur which divides two branches of the river, obviating the necessity of circumventing a long, rough-looking range. This was fortunately crossed with altering the gradient, allowing a small cutting of seven feet. After this the hills have easier slopes, and about half-way down the line winds round a flat valley, having three branches, one of which lies exactly behind the roadmen’s houses on the Rimutaka road, which at this point cannot be more than a mile distant. Thence the line approaches the Pakuratahi river, follows down to its level without any difficulty of importance, and crosses at a favorable point for a bridge which will be about two chains long. The distance from the saddle is approximately seven miles, and the fall’4B3 feet.”

In April last Mr Rochefort prepared another report on a tunnel through’the

Rimutaka, in which he describes his section No. 3 as follows :

“ The last place I have shewn on section (No. 3) from A. to F. At this elevation, a tunnel would cut 708 feet off the summit of the Rimutaka, and with a gradient of 1 in 40 would be 1 mile 68 chains long. This point would be 330 feet above the Pukaratahi river; at about half a mile above the bridge, where the line would cross, the distance would be about 3| miles, with a down gradient of 1 in 40.

“ On the other side of the tunnel, from point F. to the Wairarapa Valley level, the fall is 585 feet. This line would reach the flat about Featherston with a gradient of 1 in 40. “ The total distance saved would be about 17 miles.” Mr Rochfort then compares the cost of the tunnel and the railway as follows : “ Seventeen miles of Railway, at say £4000... ... ... £68,000 “ One hundred and forty-eight chain of tunnel, at say £BBO per chain £130,240 Mr Rochfort shews that a tunnel 148 chains long would save 17 miles of railway, and Mr O’Neill shews that the tunnel prepared by him would be 130 chains long, and the cost £85,800. We have now as clearly as possible shown the chief points of the various reports regarding the Rimutaka, and no doubt the Government will give the subject full, mature, and deliberate consideration. For our own part, we do think that Mr O’Neill’s tunnel may be constructed as cheaply as seventeen miles of railway, when maintenance, &c, and travelling time occupied, are taken into consideration, and especially so, when we understand that any line to cross the Rimutaka must be attended with difficult and expensive works. We consider that the province is deeply indebted to his Honor the Superintendent and the Provincial Executive for their anxiety to promote this great public work in such a manner as to give the greatest advantage to the public generally. Whatever may be the decision of the Government there will be but one opinion that it was a wise step to get such a careful survey and exhaustive report. The plans and drawings now being copied will show with how much ability, care, and deligence Mr O’Neill has discharged the duty entrusted to him, while we cannot help complimenting him on the expedition he has used.