PROPOSED HUTT, WAIKANAE, AND PALMERSTON NORTH RAILWAY.

New Zealand Times, Volume XXXIII, Issue 5236, 4 January 1878, Page 6

PROPOSED HUTT, WAIKANAE, AND PALMERSTON NORTH RAILWAY.

We have received from Mr. Richard Smith, member of the Hutt County Council, the report of Mr. G. A. Beere, civil engineer, on the route of the proposed railway from the Hutt to Palmerston North, via Belmont, Pahautanni, and Wainui. Mr. Smith has always taken a warm interest in the proposed line, and was one of the first to bring it under the notice of the public. It will be remembered that last session a Bill was introduced into Parliament setting apart land for the construction of the railway ; but the Bill was thrown out in the Legislative Couucil, on the ground that it was introduced at too late a period of the session. However, there is little doubt that another Bill with the same object will next session be brought before the Legislature ; and let us hope it will meet with a better fate than its predecessors. The construction of this line of railway is of very great importance to the city and provincial district of Wellington, as it would open up a very large tract of land for settlement. With the view of keeping the subject before the public, we have much pleasure in publishing the following report by Mr. Beere;— “ I propose to subdivide the first portion through the bills iuto four sections of four miles each (IS miles to Wainui) and to commence at or about the 10th mile on the Wei; lington to Masterton Railway. “ 1. The first section, after leaving the railway about the Belmont Station, takes the course of a stream north of the said station, and runs in a northerly direction to a small branch stream on the left or westward, near the source of which is a saddle or narrow razor-back dip in the hills 400 feet high. By commencing the ascent a short distance south of Belmont Station, a gradient of 1 in 3-, with alternate levels, would take the saddle (No. 1) without much cutting. The greatest and only difficulty presentable in this section is the simple matter of the start round a bluff at the mouth of the gully near Belmont before the run of the valley is reached, after which the rest of the section would be good.

“ 2. The second section is from No. 1 to No. 2 saddle on the west of the Small Earms Settlement at Pahautanni 200 feet high. This section, in careful hands, could be rendered comparatively level after the first 60 chains by taking advantage of plateau or flat points of spurs which skirl the whole of the Small Farms Settlement up to a short distance from the No. 2 saddle. This saddle must be cut through with a tolerably sharp compound curve, or else a tunnel of about 20 chains, probably less, so as to take advantage of the sloping ground on the opposite side of the hills towards the Horokiwi Valley. “3. The third section is along the course of a valley to the Waiuui saddle 650 feet high, over which I surveyed a line of road with a gradient of 1 in 33 and 1 in 56 (from the main road to the said saddle). In this section there is no difficulty excepting at about 40 chains from the saddle, where the creek would require to be diverted for a short distance to allow tho line to follow the present course. This is at a point where the valley dips from a rook to a boulder formation. From this point to the saddle the rock is of a serviceable description, and would suit for building culverts and other works necessary in the construction of the line ; also for ballast and road metal.

“4. The fourth section is confined to the Wainui Valley, which is steep on both sides for nearly one and a half miles, and then opens out bn terrace country, overlooking the Wainui flats. Upon arriving at this point the line could bo continued at variable gradients as far as Waikanao, without descending to the swarapyground skirting the lulls ; but as this section terminates at the Wharoroa stream, I will leave the proposed line to be dealt with, so far as the remainder is concerned, in one section. “ Taking the whole of this sixteen miles into account; there will be but one bridge of auy size necessary—probably two spans—but upon piers of about 35ft. high, across the creek at Wainui. All the Other creeks are small and of no importance, and can bo spanned by stringer bridges in nearly every instance. “ From Wainui to Fitzherberton would bo mostly confined to the base of the low range of hills which skirt'the flat country,, and which is in many places swampy. This line may bo considered level, and not attended with any engineering difficulties, provided the larger rivers are crossed close in to the hills, before they begin to spread over the flat country. The great object in directing the course towards Fitzherberton instead of Foxton, which is nearer, is to avoid the shifting river channels and the swampy places. The crossing of the Manawatu Kivor, about three miles from Palmerston, is the worst feature in the whole of this projection, in' consequence of the length of bridge necessary, probably from 700'to'800 feet’lni length. The. proposed line would junction at about two miles south of Palmerston on the Foxton and Palmerston line. “ The total length from Belmont to Palmerston may be safely laid down at 77 miles, and the cost at £7060 per mile for the hill portion; and £SOOO per mile for the entire of the remainder of the line. , “The greatest advantages.in the selection of this course for the West, Coast districts are the direct and ready junction with P ilmerstou and convenience afforded to the Wanganui

people in the direct transmission of their goods to and from the chief port of .the province; also the opening out of a large tract of country between Waikanae and Fitzherbertoh, which at present is almost entirely locked up for want of roads, in consequence principally of the intervening swamps and wide-spreading rivers. , “ All bridging and sleepers, the timber for which may be required, can be constructed and cut from the bush now standing along the course of the line as proposed. “Geo. A. Beere, C.E.