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Southland Times, Issue 1574, 7 May 1872, Page 3

Mr W. N. Blaib's Report to Mr J. Biackett. Public Work 3 Office, Dunedin, 27th Sept. 1871. Sib, — I have the honor to forward you herewith plans of proposed railway from Winton to Athol, and to submit the following Report on the line as there delineated. This railway was set out in 1866 by myself, under the direction of the lato Mr Paterson, the immediate object being to reserve from sale the land required for it. At that time the runs in Southland were thrown open for free selection, and the railway was surveyed before any land was taken up. The reserve has, in many cases, been made the boundary of purchases, so, in addition to the cost of land, there is a considerable saving in crossings and other occupation works. The Winton and Athol Line leaves the Oreti Railway at Winton Station, and proceeds almost due north towards the Wakatipu District. It passes through the Litne Hills Township and Centre Bush, then up the Benmore Flat to the Oreti River, which is crossed at a point about three miles above Morrison's Accommodation House. The railway then runs straight up the Dipton Plain to the %orgp at Castle Rock, where it trends a little eastward, and, skirting the foot of the Five River Plain, recrosses the Oreti below the confluence of the Five Rivers. After passing through the township of Lowther it keeps on the west si.le of the Main North Road to the Dome Pass, which is crossed at its lowest point, and from thence to the Mataura River, the termination of this suction, the line follows the Eyre Valley. I am not acquainted with another district in the Colony of the same extent that presents better facilities for railway construction than the one traversed by this line. With the exception of about two or three miles at Lowther and the Dome Pass, the whole of the country is practically level; the " grading " might almost be .done in ballasting, the materials for which can be got in the side ditches. When in Dunedin, I explained to you the easy nature of this line, and we decided that for an approximate estimate no section was required. I have, however, re-examined the whole line, noted the size of the streams, and obtained such other I information as enables mo to give my estimate with c msiderable confidence ; and, judging from the manner in which ray former estimates for similar works have been verified, I believe that the margin will be found on the safe side. The length of the line is 49fc miles, and the total amount of the estimate, including stations and rolling stock, is £106,425, being at the rate of £2,150 per mile. The following is a general description of the principal works proposed : — Fencing. — Intended to be erfcted only at those portions of the line where tho land has been sold for agricultural purposed. Crossings. — No bridges of any kind whatever. American crossings to be used where the line is fenced, but on the unfenced portions there will only be guard beams and gravelled approaches. Bridges. — Those over the Oreti River, and Stag, Eyre, and Quoich Creeks, to have timber piers and malleable iron girders, the spans being 30 feet. All others to be constructed solely of timber. I have not provided for planking or parapets on any ot the bridges, a gangway for the linemen being; all that is required. Permanent Way. — This being a branch line, I have reduced the weight of rails to 36 lbs. All the rest of the materials will be generally the same as on the Clutha Railway. In accordance with your instructions, I have again examined the country on the east side of the Oreti, with the view of diverting the line so as to avoid the two crossings of that river. The accompanying small-scale plan shows the two routes. The one on the east side does not present any serious obstacle to the construction of a railway ; still the advantages are, in my opinion, clearly in favor of the present route. That on the east side is H miles longer, and there is 4£ miles of roui^h ground, where the spurs of the ranges run into the river. Those spurs are nearly all rock, so the cost of cutting through them would be very considerable. Without a detailed survey of this rough ground I cannot give an accurate estimate of the relative costs of the two lines, but probably the following will be found approximately correct : —

I also believe that the present line affords greater accommodation to the adjacent districts than the one on the east side ; but this is a question that involves a consideration of the traffic likely to be developed by the railway, so I cannot give a decided opinion on it. All the railway reserves on the accompanying large scale plans are tinted red. You will observe that at Athol there is a considerable area reserved, and that an alternative line is shown crossing the Mataura twice. This was done to avoid a sharp curve and rock cutting at the first bight of the river. It was proposed to divert the Mataura to save the two bridges. The rock cutting, however, is very insignificant, and as fifteen chain curves are now considered easy, I have taken the more circuitous line. — I have, &c, W. N. Slaie, District Engineer. The Assistant Engineer-in-Chief, Wellington.

Line on East Side. Extra length, H miles, at £2,150, say £2,700 0 0 Extra Works, 4£ miles, at £2,500 ... 11,250 0 0 Coat of Land, 16 A acres, at £5 ... 820 0 0 £14,770 0 0 Present Line. Cost of Bridges over the Oreti as per accompanying Estimate ... £9,000 0 0 Balance in favor of present line ... £5,770 0 0