THE Otago Daily Times. "Inveniam viam out faciam." SATURDAY, NOVEMBER 30, 1861.

Otago Daily Times, Issue 14, 30 November 1861, Page 2

THE Otago Daily Times. "Inveniam viam out faciam." SATURDAY, NOVEMBER 30, 1861.

A prospectus is before us, signed by A. C. Fitzgibbon, Esq., C. E., of an improved system of constructing railways suitable to the colonies. Mr. Fitzgibbon is the engineer and manager of the Dun Mountain Mining Company, which has had a railway of the kind laid down. He is authorised by the promoters in England to treat with persons in the colony willing to avail themselves of the system, of the bona fide nature of which, the names of Mr. Braithwait and Sir Charles Fox associated with it, are a sufficient guarantee. The cost of construction is a mere bagatelle compared with that of railways constructed after the English system. Another advantage is, that gradients of one foot rise in eighteen, can be employed, and the sharpest curves can be turned. The country traversed by the Dun Mountain railway is described as exceedingly steep and hilly. It is similar, says Mr. Fitzgibbon, to the Somering Pass, in Australia, the Bore Ghauts, near Bombay, or the Kandian Range, in Ceylon. With ten shillings to pay for eight hours' labour, and with most unfavorable country to traverse, the cost of the Dun Mountain line, including permanent way and rolling stock imported from England (say two

waggons to the mile), has not exceeded £2000 to the mile. The following is a description of the line: —

Eleven miles of this line arc constructed through a most difficult country, the rise in that distance being about 2,800 feet. Five miles of the line have"a gradient of one foot in eighteen, succeeded by four and a-half miles having a gradient of one foot in twenty.

The curves range from one chain to ten chains radius ; and, of the eleven miles, not more than half a mile in the aggregate is straight.

The line is, at present, but six feet wide at formation level, and is cutout of the mountain sides the entire way, which are very steep, having an average inclination to the horizon of thirty-three degrees. About two-thirds of the excavation is in rock, the remainder clay. The guage of the line is three feet, with a rail of 30lbs. to the yard, fished at the joints, supported by transverse sleepers of black birch timber, Sin. by 4& in., placed three feet apart. The sleepers rest on eight inches in thickness of broken stone bai List, and the space between the sleepers is filled up with similar material, which, having two inches of gravel on top, forms a most excellent roadway for th« horses which work the traffic.

The cost of this line, as it is, including permanent way and rolling stock imported from England (say two waggons to the mile,) has not exceeded £2000 per mile.

Assuming this to be correct, we will ask what obstacles interfere to prevent a similar line being constructed between Dunedin and Port Chalmers. We will admit that, much as railway connection is required between these places, and the immense saving that will be effected in both time and cost of transmission of goods, that yet it may be procured at too heav} 7 an expense. Railways should be regarded as any other mechanical facilities — their cost should be measured with their usefulness. Accepting Mr. Thomson's estimates, we will admit that the cost of a railway to Port Chalmers would be heavier than it would be prudent to venture on. But a railway that wili do twenty miles an hour is quite sufficient for what is required, and by Mr. Fitzgibbon's system that speed can be ensured. The cost would be trifling compared with the advantages that would be derived, and we really think communications should be opened with Mr. Fitzgibbon, with the view of obtaining estimates from him of the cost of laying down the Port Chalmers line.