D.—No. Gk

FURTHER PAPERS RELATING TO THE CONSTRUCTION OF RAILWAYS. (SOUTH ISLAND.) (In continuation of Papers presented 12th September, 1871.) IX.-ADDITIONAL REPORTS AND ESTIMATES ACCOMPANYING PARLIAMENTARY SURVEYS. MOERAKI TO WAITAKI.

PRESENTED TO BOTH HOUSES OF THE GENERAL ASSEMBLY, BY COMMAND OF HIS EXCELLENCY.

WELLINGTON.

1871.

D.—No. 6k.

ENGINEEE'S EEPOET: MOEEAKI AND WAITAKI. Mr. J. Millae, F.S.A., C.E., to the Hon. W. Gisboene. > Sic,— Dunedin, 9th September, 1871. In accordance with the intimation conveyed in my letter of the 7th December, I proceeded early in the following month to tho northern end of the Province, for the purpose of at once proceeding with the necessary survey undertaken by me, for that portion of tho Otago Great Northern Trunk Eailway lying between Moeraki and Waitaki. After a preliminary reconnaissance, finding the country, to which I had previously been an utter Btranger, bristling with unusual engineering difficulties of no ordinary character, particularly between Moeraki and Herbert; and difficulties of lesser amount, between the Kakanui and Oamaru ; whereon I at once intimated to the Honorable the Minister for Works — vide telegram 30th January,— my objections to running the line between Mount Charles (i.e., Herbert, otherwise Otepopo)—and the sea coast. Before proceeding with the actual survey I determined— 1. To touch as near to centres of settled populations as possible. 2. To keep as far inland as the physical features of the country through which the railway may be made, would permit. 3. In opening up districts of country, to give the preference to those most likely to advantage the Colony by immediately contributing to traffic receipts, so that the line might prove reproductive from the first, by securing the carriage of agricultural and mineral produce. 4. Not to run the lines through small holdings where such could with equal advantage be avoided, so that the extra cost of land which such a procedure would involve might be saved; the rapacity of small holders, as a rule, having become proverbial. 5. Contrary to the usual procedure in Eailway surveying, I considered it advisable to commence my work at the extreme northern end of the line— i.e., the Waitaki. This I did for several reasons ; the principal being, that equal justice should be meted out to Doth Provinces, in the connecting link over the Waitaki Eiver—namely, the Eailway bridge, the site for which my colleagues and myself had been unanimous on. I may here state, however, that subsequently I recommended a slight modification of the decision arrived at by the Commission. This variation was founded upon observations of the river whilst at its lowest ebb, during three months' residence in the locality, whilst I was having the line on both sides lockspitted. This I explained to Mr. Blackett by telegram, and more fully by letter under date 17th July, although I had previously taken the precaution, early in March, to communicate with Mr. Bray; at the same time enclosing a tracing of the line in both Provinces, with a duplicate to the Canterbury Provincial Government, so that the necessary land for the improved lino might be reserved from sale. 6. In commencing my survey at the northern end, it founded a public advantage, by adopting the boundary line of the Provinces as an arbitrary fixed point from whence, in future, all admeasurements both north and south might be made. 7. Having to give occasional oversight to the contract of Messrs. Connor and McKay —for which I held myself responsible, as Engineer —namely, borings whereby to test the bridge foundations, I had at same time ample opportunity of giving careful consideration to the physical difficulties for light railway formation at Herbert, before I brought thereon my survey staff. This was fortunate, as, from the difficult nature of the country, a mere reconnaissance would not have been sufficient, seeing that the heaviest cost of the work would lie in that neighbourhood. I therefore made as careful a survey of that portion of the line— vide drawings Nos. 7 and B—as if it had been actually laid out for contract, using branded station pegs along its course; and whenever any doubt existed, I ran two or more trial sectional lines, practically exhausting the subject, lest that any subsequent agitation might suggest deviations from the more economical route, and for which I might not otherwise be prepared. This necessarily involved a large additional cost; but as it has been the means of securing, beyond question, a much better line than was ever contemplated —a line less expensive in construction by very many thousands than could have been anticipated—l trust, all things considered, that the Government will not object to its being reimbursed to me, seeing that the difficulties have been successfully and satisfactorily surmounted. Mr. Blackett, who early in May spent some time with me upon this portion of the line, was kind enough to express his delight in no measured terms, stating his belief that I had solved the very difficult problem, by turning the very difficulties of a wild, broken, and irregular locality into a success, by boldly spanning the mountain ravine at a favourable point and at an elevation of about 110 feet above the bed of the Waianakarua Eiver— vide coloured sketch of viaduct bridge—whereby, at a comparatively small cost, I secured the many advantages which contouring at the base of the opposite mountain-side had afforded me, and that, too, upon ground evidently not subject to slips ; an advantage in railway construction of no ordinary

Commencement of survey.

Reconnaissance survey.

Self-constituted rules for survey.

Additional cost of survey.

OTAGO GREAT NORTHERN TRUNK RAILWAY.

D _Uo. 6k.

4

OTAGO GREAT NORTHERN

import, only thoroughly appreciated by the anxious mind of an engineer, when taken in contradistinction with the too palpable slipping of the hills, from base to the mountain-top—forests and all —elsewhere in the same locality. I found also abundant indications of granitic materials for the work. The gradients are lin 50, and 1 in 1035, from my summit level on the viaduct down to the lower level of the rich alluvial plains approaching the town of Hampden. This Ido without descending to the surface level of the country between the north and south branches of the river, by utilizing a stone bridge of five arches, each 45 feet in span, recently erected by the Provincial Government, at a cost of about £5,000. To return to the Waitaki—where I commenced my survey north and south, from the centre of the bridge site north for ten miles, to connect with Mr. Dobson's surveyed line of 18G4. The first level here is on the upper or gallery level, which extends inland from the boundary to and on the terrace, 50 chains upon a dead level Second gradient ascending is lin 352 for 190 chains. Then dead level for 100 chains, followed by a descending gradient of 1 in 377 for 300 chains ; followed by 100 chains of dead level to and over the Waihao. Last, an ascending gradient of 1 in 377 for CO chains, altogether ten miles, in which the difference of level of either end is but 7 feet —virtually, in railway practice, a level. The curvature of the line over the Waitaki, of which the bridge forms a component part, extends from the " fixed point" at the provincial boundary, to its tangent points with the straight lines, in either Province, for seven miles ; that is, 3£ north, and 3| miles south —90 chains of that upon the Otago side, being upon a dead level, even if the lower elevation is taken into account, for an ordinary bridge. But if an upper " high level gallery bridge " be adopted for the locomotive, the dead-level of the ordinary roadway would still extend for 90 chains, whilst the train dead-level will be 100 chains in Otago, and 50 chains in Canterbury, altogether 1 mile, 0 furlongs, 10 chains.* Erom the dead-level— i.e., bridge, gallery level —the first ascending gradient south will be 1 in 480 for 153 chains; the second gradient being but 1 in 7585 (only 8 inches per mile) for a distance of 360 chains, or 4J miles. I have fixed my first station—the Waitaki—on Section No. 22, Block 8, Papakaio District, adjacent to the river, being but 1 mile 23 chains from the "fixed point," and convenient of access from an east and west road (delineated upon the Provincial maps), crossing tho Main North Eoad. The Eailway Eeserves in this locality being still in tho hands of the Crown, afford me every facility, without additional cost, to widen the road spaces leading to the bridge from two chains to three, having the central chain fenced in for railway purposes, thereby leaving the farms abutting on both sides free and uninterrupted access to the roadways in question as 1 find them. My second station—the Puke-uri Point—l fix at a distance of 7 miles 38 chains upon Section No. 47, Block 2, Papakaio District, being the most convenient for general communication with the surrounding country, besides affording a good site, from whence a twelve-mile branchlet No. 3 may have its junction with the trunk line, traversing the rich agricultural plains of the Waitaki and Awamoko, and communicating with the towns of Peebles and Georgetown, the first at a distance of six miles, the second twelve miles from the Puke-uri Point Station. This branchlet — vide plan folio drawings Nos. 15, 24, 25, 26, and 27 —would open up on the line valuable lignite pits, and not unlikely coal formation, which is known to exist in the neighbourhood, and of a more valuable texture. It may also ultimately become a portion of a loop line by joining branchlet No. 2 from Oamaru, via the Cave Valley, and the valleys of the Waiareka and Awamoko, both of which lines, when united, may with profit be extended to a temporary terminus at the Maruwhenua Gold Eields ; and in course of time up the Waitaki Eiver Valley, to the base of the Great Benmore, thus opening up the Highlands of the Middle Island. Erom No. 2 or Puke-uri Point Station, the railway continues, as before, in an almost arrow line, crossing the Main North Eoad, which here runs off at a south-west angle ; from whence I continue, but confining my operations to one chain in width, and at easy gradients of 1 in 146, level, 1 in 240, 1 in 880, up to the Eacecourse Station, No. 3, at the eleventh mile, placed upon an Education reserve, being Section No. 19, Block 1, Oamaru District, from whence an east and west cross-road leads to the Main North Eoad, upon the west side of which is situate the Oamaru Eacecourse, Sections 28, 29, 31, and 34, distant but fifty chains from the station. From Station No. 3 to the town boundary of the corporate town of Oamaru is but 1 mile and 33 chains; or to the Oamaru passenger station, in Thames Street, 2 miles 66 chains, being for the entire distance upon a dead level. Erom the town boundary, the line being strictly in the same direction as before, I traverse through public lands (the Esplanade upon the East Beach), and other reserves opposite Tyne Street, to the extreme south end of the Beach reserves, having a terminus aud turntable upon the landing jetty there — being part and parcel of the new breakwater, upon which the Provincial Government are now expending £20,000, at the rate of £6,000 per year. Upon the line just described, at the thirteenth mile, the through or main trunk line has a junction, where Severn Street (extended) Btrikes upon the Esplanade at an obtuse south-west angle. Upon which detour I traverse upon a dead level curve of 2,000 links radius through New Severn Street, which street will be continued the same width as Old Severn Street, namely, 200 links wide, confining the railway to 50 links wide in the centre ; crossing Thames Street (likewise 200 links wide), upon a level, into Old Severn Street. Erom Severn Street I take a westerly course upon a curvature of 1,350 links radius", to the through traffic junction, within the Corporation reserves, and place it at 13 miles 47 chains from the fixed point upon the Waitaki. Through this junction the passenger carriages for Oamaru pass, upon a dead level, to the Central Passenger Station, No. 4, upon the west side of Thames Street, nearly opposite the palatial edifice recently erected by the Bank of Otago Company —the respective distances from this principal * Note. —I should mention, that there still remain a few members of the early school of engineering, who even now object to a bridge being upon a curve, as having a tendency to promote maintenance requirements. True, upon curves of limited radii; but such is not the case with the Waitaki, seeing that the segment is seven miles in extent, having a radius 100,000 links.—i.e. 12^ miles —tantamount to a straight line in practice, and where bent rails would not be required.

Centre of Waitaki boundary line of Province.

Curvature across the Waitaki.

Gradients.

Ist Station, the Waitaki.

Crown lands.

2nd Station, the

Puke-uri Point.

Branchlet No. 3 to Awamoko, Peebles, and Georgetown.

3rd Station, The Racecourse.

Oamaru Esplanade and Landing Jetty.

Junction with Severn Street, Oamaru.

4th Station, Tho Oamaru, in Thames Street.

D.—No. Gk.

TRUNK EAILWAY.

5

station being, to the Waitaki, 13 miles 63 chains; to Moeraki Junction, 25 miles 53 chains ; to Porl Moeraki, 27 miles 11 chains. From the through traffic junction upon the main line, the line pursues the same westerly direction up to 1.4 miles 39 chains. At 14 miles 20 chains, the westerly boundary of Oamaru, I lay off a junction for branchlet No. 2, of 12 miles extent, (in the meanwhile), traversing the Cave Valley District, and communicating with the Oamaru Oolite Quarries, which would yield an almost inexhaustible supply of the finest description of building stone, adapted for the most minute carving, quite equal in texture to the celebrated Caen stone of Normandy. This stone will doubtless (when railway transit cheapens the -cost of shipment) be much sought after, not only throughout the colonies of the southern hemisphere but will form admirable and profitable dead-weight for wool ships to Europe and America, thus successfully competing with (and ultimately superseding) the Caen stone in the world's markets-London, San Francisco, and New York. lam therefore of opinion that this stone will, at an early period, become a telling item of traffic upon the Otago Great Northern Trunk Eailway. This branchlet continues through the Watareka Valley, and doubtless will at no distant day be extended by private enterprise to form a loop line with the Awamoko Valley Line, both continued on to the Maruwhenua Gold Fields, a distance of but 30 miles, yet traversing one of the richest, if not the finest, agricultural districts in the Province. The Government will understand, from the foregoing description, that from the Provincial boundary upon the Waitaki up to tin's point, which is slightly west of Oamaru, the line traversed is practically approaching a level, presenting no unusual engineering difficulties of construction. Here, however, the first difficult problem lobe solved presented itself: i.e., which was the best and at the same time the most economical route to obtain practical working gradients out of the locality, seeing that I had not, ; \s instructed, " passed the township of Oamaru at some elevation." Before finaliv selecting my line out of Oamaru. I, not only for my own personal satisfaction but for the information of the Government, determined to exhaust the. subject by trial lines I ran altogether live sec; ions in different directions out of Oamaru, which I coupled with careful calculations of cost. Ultimately, however. I returned to that which my own judgment had first selected, running in a westerly direction through Corporation reserves and the Parsonage Creek, at 11 miles 39 chains, as before slated. Here I leave the straight westerly line by a detour south-west and south by double parabolic curvatures of 3.000 and 2,000 links radius, and in addition a curve of reverse flexure, having likewise a radius of 2,000 links. The ascending and descending gradients are lin 50 and 1 in 70, between which my summit level attains its greatest altitude, without tunnelling. On tho descending grade 1 pass under Ihe main North Eoad —Dunedin to Oamaru-—at which point my railway altitude will bo 100 feet lower than the summit level of the coach road, within the short, distance of but 36 chains. From where the last; curvature ends, namely, at 15 miles 50 chains. I run down the bed of a dry creek, the Kaupo, for a distance of 40 chains, crossing the Awamoa Creek at 16 miles 13 chains, with a descending gradient of I in 70, from where I take a south-west direction, through the open country, the property of the New Zealand Land Company. Here the gradients are ascending, 1 in 410, 1 in 120, and lin 250. where I place my fifth station,the Totara, from wliich a gradient descends with an inclination of 1 in 65, bringing me with a curvature of 4,000 links to the Waiareka Creek, which I cross upon a skew-line, ai 19 miles 73 chains upon a "high-level viaduct," constructed upon a dead level for 37 chains, and at an altitude of 55 feet above the bed of the creek. I construct this viaduct upon oolite piers, which stone abounds in the neighbourhood. It should be understood that in times of heavy rainfall Ibis creek suddenly rises, running with terrific violence ; and heretofore the torrent has swept everything before it in its desolating path to the ocean. Leaving the viaduct: with a parabolic curve of reverse flexure of 4,000 links radius,l reach at 21 miles 5 chains the small township of Eeidston,* with a curve of 2,000 links radius. The formation level here is at a depth of 50 feet, cutting (or rather quarrying) through the fine quality of white oolite stone; which I calculate upon utilizing as material for the viaduct over the Waiareka, as also for the piers for tho Kakanui Eiver bridge Descending with a gradient of 1 in 60 from Eeidston, I reach the dead level of the Kakanui Bridge. This river, in time of Hood, covers a considerable area, immediately opposite the township of Maheno. This river is also subject to a rapid rise! of the flood waters, owing to tbe large area of backcount rv drained by it. The extent of my dead level - i.e., bridge level —here, will be one mile, a largo proport ion of which I purpose passing over upon iron box girders, placed 33 feet centre to centre — which girders, although unfitted for spanning the largest river in the Colony, the Waitaki, would nevertheless lie well placed here, or suchlike positions, either upon timber piles, or stone piers, where ihe latter material occurs in the vicinity of the works. The elevation of the girders will be 15 feet above the lowest level of the river bed, having the rails at an average height of 7 feet above tho surrounding surface, which, although periodically flooded, will give ample margin to insure safety to the work. I place the sixth or Kakanui Station here, at 22 miles 35 chains, in a convenient position to insure the accommodation of the township of Maheno (i.e. Kakanui), upon reclaimed land, obtained by diverting-straightening—tho Island Creek-, which is a tributary to the Kakanui Eiver. Tin's reclamation will also afford junction room for branchlet No. 1, of 3 miles 10 chains in extent, communicating with the Kakanui mouth, where the Patent Meat Preserving Company's extensive works are established, and now in full working operation. They have been erected upon a large scale, in themselves affording considerable traffic returns: besides, in addition, such a branchlet would afford accommodation to a large agricultural district adjacent thereto. * Nnl/'. —I have suggested by letter, lOlh August, 1871, lo the Provincial Government the propriety of withdrawing for tho present this insignificant, township from sale, peeing that the line and limits of deviation absorb nearly all the unsold portions of the seven blocks which comprise its whole area. Moreover, seeing that the township, notwithstanding a 50-fcet deep cutting, would still, throughout ite whole length, be situate on a descending gradient of I in (10, I mn of opinion that il would be so decidedly hazardous to life and limb that, as an engineer, I would not advise having either a passenger station nor yet an ordinary passing-place al a point having tlte disadvantages stated. 2

t t Branchlet. No. 2 r to Cave Valley I and Waiareka. T

1 I i Waiareka Valley 1 .Branch.

] No engineering , difficulties north

of Oamaru. : 5 Five trial sections ! out of O-imaru. I r >

. Summit, level out r of O.unaru 100 l feet lower t.hau coach road. 1

- Kaupo and 1 Awamoa Creeks.

t i . sth Station, tho Totara. I The Waiareka Creek high-level viad :ct. I

i Reidston. i

Kakanui Bridge.

i Gih Station, tho Kakanui.

Branchlet No. 1 lo Knkauni Mouth.

D.—No. 6k.

6

OTAGO GREAT NORTHERN

Leaving Kakanui Station, the rail will be upon a dead level for a distance of 25 chains south, from whence an ascending gradient 85 chains in extent, and at an inclination of 1 in 05, reaches another dead level, extending for 57 chains and ending at the 21th mile 39 chains. Tho next gradient is an ascending one of considerable length, being but. 1 in 100 for 261 chains (i.e. 3 miles 21 chains), terminating with a dead level commencing at 27 miles (33 chains. Upon the main trunk line here, at 27 miles 20 chains, I propose having a loop line, for tho special use of the town of Herbert (i.e. Otepopo), and station No. 7, the Otepopo, situate at the base of Mount Charles, ending at 28 miles 30 chains south. Having this loop would insure the main trunk line being always clear for express or through traffic, besides having a very superior gradient, compared to that afforded by the loop. The train would thereby be enabled to keep the straight course for several miles, without diversion or stoppage. Passing the Herbert loop at its southern junction brings me to a dead-level plateau of 20 chains, just above the almost precipitous banks of the mountain pass, through which the Waianakarua flows, at upwards of 100 feet below. I purpose crossing this river at the point indicated (vide drawing No. 8 in folio), upon "Warren's patent girders, in three spans of 133 feet each (vide coloured sketch), erected upon granite piers; material to be quarried in tbe neighbourhood, seeing that I found indication of such material cropping up in several places. Reaching the opposite mountain-side—that is, the south-west bank of the river, I obtain easy gradients of 1 in 50 and one in 1035, by slightly contouring round tbe hold spurs of tho mountain, passing a newly-discovered coal formation, said to be of excellent quality, upon the one hand, and a recently erected water-power flour-mill upon the other, both of which, it is quite obvious, must add to traffic receipts. At 30 miles 30 chains I reach the almost vertical cliff tho Rock of Gibraltar, the face of which, for upwards of 100 feet in height, I cut down for a width of twenty feet, sufficient for the passago of the train with perfect safety, or as much more as the exigencies of tho line may require during the construction of the works for ballasting purposes, both north and south, seeing that it is composed of an excellent description of material for suchlike purposes. Having passed the vertical cliff alluded to, a second one, of much the same nature geologically, presents itself, where the mountain torrent has been impinging against its base for centuries. This, too, I cut through as before, from the straight line to this point, wliich I make Ihe tangent point, of a curve of 6,000 links radius. At the termination of this curvature, the gradient being, as before described, of 1 in 1035, ends in a locomotive dead level for 20 chains, which brings me immediately over the fivearched cut-* ton} bridge, recently erected by the Provincial Government over the south branch of tho Waianakarua Kiver at an expense ef £5,000. I purpose utilizing this bridge for railway purposes, by erecting thereon a timber viaduct of 25 feet in height from floor to floor. Upon this high-level gallery the trains will pass, leaving tho present bridge underneath for public use, as heretofore. The dead level of 20 chains alluded to, I run out on Section No. 23, Bloi'k 2, Otepopo District, wliich offers a convenient position for my next station, tho eighth —tho Waianakarua —at 31 miles 40 chains, immediately off the Main North Coach Road. Leaving Waianakarua Station, I take a south-west course over the plains, for a distance of 110 chains, at an ascending gradient of 1 in 110, for tho object of gaining a depression in the south side of the twin saddles, trending east and west across the plains, passing ti rough a tunnel of 550 yards in extent, constructed under Trigonometrical Station E, at the 33rd mile. From thence I pursue the bed of a valley lying in the bosom of the twin saddles, and in an almost east and west course, having a curvature of 5,000 links radius, and upon a gradient of 1 in 60, a slight detour from which brings me to the Kakaho Creek, at 33 miles 51 chains, which I simply cross upon one span of a 33-feet iron-girder bridge. Prom the Kakaho Creek I take a S.S.E. course for 46 chains upon a dead level, and at the 34 miles 30 chains. Here I adopt a compound parabolic curvature of 1,500 and 1,800 links respectively, as best adapted to the nature of the country over which I have to pass in reaching the level plains of tho Great Kuri Creek, at 34 miles 75 chains. From the Great Kuri Creek the course is S.E. in an unbroken lino along the verge of an old terrace for 50 chains, being portion of a descending gradient of 1 in 120 for 106 chains, bringing me to within 20 chains of the municipal boundary of tho town of Hampden. By examining drawing No. 6, it will be seen that I pass longitudinally through the centre of the town of Hampden, partially in semi-tunnel and partially in open cutting with retaining walls. The principal streets —London and Liverpool Streets —being 150 links wide, afford me ample space to do so economically, without the slightest detriment to the town. In add,lion to this course, which affords me an easy and continuous descending gradient of 1 in 120 for 136 chains, it brings the traffic direct to the most available and central piece of vacant ground in the town for a railway station, viz., Hampden Square, the ninth station, where I have concentrated the three Colonial departments of Railway, Postal, and Telegraphic. Leaving the Hampden Station, tho last gradient described was the continuous one through the town of lin 210, ending at 37 miles 36 chains from the fixed point. From this, running south, the country is open and undulating, but deceptively irregular for railway purposes, requiring considerable study to obtain an economical line, as well as practical judgment and careful manipulation in tho field to insure a good line. The first ascending gradient south, commencing near the Wai-wcro-wero Creek, is 1 in 60 for 40 chains ; whilst the descending inclination upon the other side of the ridge is the same, i.e. 1 in 60 for 29 chains —reaching a dead level of 48 chains up to the 39th mile. Here I place my tenth station, the Moeraki Junction, adjacent to cross roads communicating with the coach road north and south, and the Maori settlement upon the East Peach ; from whence, to the 40th mile at the south boundary of the District No. 1, where the trunk line of railway trending towards Dunedin for the present terminates, having a gradient of 1 in 120. Leaving the Moeraki Junction Station, the Colonial Government branchlet to Moeraki Port traverses nearly east and west in partially open cutting and partially close semi-tunnel, rendered

loop-line to Herbert. Station, No. 7, tho Otcpopo.

North Branch of tlie Waianakarua high-level

viaduct.

Perpendicular face of Rock of Gibraltar.

Utilizing t.lio Si one Bridge, South Branch of the Waianakarua. Bth Station, tho Waianakarua.

Ivakaho Creek.

Great Kuri Creek.

Town of

ZTampileu.

9lh Station, the Hampden.

Wai-vrero-wcro Creek.

10th Station, the Jlocraki Junction.

Branchlet to l'ort Moeraki.

TRUNK RAILWAY.

7

D.—No. 6k.

•absolutely necessary from the treacherous nature of the strata through which perforce I am obliged to pass, being one moving mass of saponaceous clay — vide coloured perspective view illustrating Port Moeraki and railway, showing where fifty to one hundred acres of the hilly country, together with its growing forest en masse has slipped down for several hundred feet. For 40 chains east of the Junction the railway has a descending gradient of 1 in 170, where I gain ihe level of the ocean beach, along which I contour the line for 13S chains upon a dead level, partly constructed upon piles ; taking advantage, however, of any rocky promontories which will stand cutting without the risk of slipping, to shorten the line and increase the radii of the curves, which otherwise would be sharp. I place my eleventh—the Moeraki Station— upon the site of the present jetty. The pier head and lighthouse at Port Moeraki— vide drawing No. sin folio, and coloured perspective drawing—is reached at a distance of 133 chains from the Junction. Alongside the pier, a moderate depth of water can be had, and by extension upon Mitchell's screw-piles, in possession of the Provincial Government now lying useless upon the reclaimed land at Dttnedin, a depth of water averaging nearly three fathoms might be obtained. By the examination of folio drawing No. 5, it will be observed that the present jetty—constructed several years ago by the Provincial Government of Otago, at an expense of several thousands— will require to be swept away, as being useless and destructive to the harbour. It is one of the marine baubles upon which Provincial revenue has been thoughtlessly and recklessly expended, without leaving any indication of even a trace of marine engineering of the most ordinary character having been employed either in its design, position, or construction. It simply acts as a groin, and no more effectual method could have been taken to silt up the harbour by the tidal action of almost every ebb and (low throughout the year than the construction of this groin jetty in its present position. It lies as near as may be at an angle about S.S.E., whereas it should have been as near as possible at right angles with such a course, or about N.N.W. One word with reference to the Otago terminus of the line, at the boundary of the Provinces— i.e. "The Waitaki Railway Bridge." I. am just given to understand that the Government have ordered, or are about to order, short 33-feet iron girders for this work. If so, I hope that it is not yet too Into for such a decision to be reconsidered; inasmuch as that a work of the magnitude of spanning the Waitaki River—the largest river in the Middle Island, if not in the Colony, running fully ten knots an hour —with a railway bridge, ought to be a work .which would not only confer honor upon the Government of New Zealand, but likewise be worthy of the advanced age of scientific engineering in which it is our privilege to live and our good fortune to participate, iv the initiation of the Colonial railway system under the Public Works Act of last Session. I am quite satisfied that engineers of eminence, practice, and position in the mother country would recommend no -other than the adoption of 133-feet spans, instead of the extraordinary minimum of 33 feet, for a river double the width of the London Thames. Provision, too, should be made for readily changing the bridge into a double line—which ultimately will be required —without materially altering the structure or adding to the expense. In addition, every necessary convenience should be provided to pass mobs of wild cattle, without the slightest possible chance of interfering with the trains or the ordinary road traffic of the two adjoining Provinces. All of which can be accomplished by a very slight advance upon the estimates passed last Session. Supplementary Note on the Waitaki Bridge, dated Wellington, 21st September, 1871. Since my arrival in Wellington, on Friday, the 15th instant, I. have learned that 220 iron girders, sufficient for 110 spans of 33 feet each, and valued (including freight, commission, &c.) at £8,500, have been ordered from England, and, ere this, are doubtless in course of shipment for the Colony. That being so, if it is considered desirable by the Government that the matter be reconsidered, and a change for the better made in the plans for the Waitaki Bridge, the whole of the 33-feet girders so ordered may be absorbed to every advantage, and without loss, where they are especially adapted for —such as the Waihao in the Canterbury Province, and the Kakanui in Otago. and other minor creeks dwelt on in my report of the Waitaki-Moeraki [Railway Trunk Line. In the same way the timber now in process of cutting in the Waimate forest can also be utilized; indeed, the greater proportion upon the Waitaki Bridge itself. It may appear to the Government somewhat out of place to resuscitate this question, but I feel that I have an impartially stern duty to perform towards the Government who honoured me with the : commission; as also a disinterested desire, in justice to myself, that my deliberate opinion thereon should be placed on record, namely, that I entirely demur to the Waitaki Bailway Bridge being composed of 110 spans of the modicum of 33 feet each, instead of 133 feet at the least. True, I innocently signed the clause in our joint report (but not without remark), " By adopting short spans of say 33 feet each, &c, &c." I thereby tacitly acknowledged the principle, but looked uponiny doing so as altogether unimportant at that stage of the proceedings —or the discussion, in which 1 took no part, resulting in its adoption, as being altogether beyond the limit of our instructions. I never for a moment anticipated that it would be acted on by the Government without further inquiry, seeing that we were simply appointed as a Commission for " determining the site of the Waitaki Bridge." No mention was made, directly or indirectly, in our instructions, that we should separately or jointly consider the best form of construction. Had that been any part of our instructions, I should have considered it my duty to discuss the matter in its every phase ; otherwise the hitter paragraphs of our joint report would not have appeared without my personal protest. The paragraphs alluded to run thus : — " But as there can be no doubt that it would be better to adopt larger spans and separate platforms \ for the railway and ordinary traffic, fenced off from each other -which form of construction would bo more cosily, and would probably exceed the allotted sum, unless the most recent improvements in ironbridue building be adopted —we are of opinion that it would be wise to obtain in England plans and tenders for the construction and erection of such a bridge adapted to light railway traffic, designed in the cheapest and plainest forms compatible with the necessary strength, as by such proceeding ice may -obtain the improved construction possibly within the allotted sum."

Mooraki Beach.

11th Station, Port Moeraki. New pier-liead and shipping wharf on Mitchell's screwpiles.

Present Provincial Government jetty condemned.

Waitald Railway Bridge resumed.

Supplementary notice of the Woitaki liridge.

Commission no instructions to suggest a design for the Bridge.

Extract from J!ri<lge Commission Report.

D.—No. Gk.

OTAGO GREAT NORTHERN

8

" We therefore recommend that accurate plans and sections of the site for the proposed bridge bo forwarded to England, with description of the nature of the ground (i.e., the bed of the river) fur thepurpose of obtain iiir/ designs and tenders for such a work." he The course indicated in the foregoing extracts from the Bridge Commission Report —dated Christchurch, 21st February—was not acted on in its integrity ; but short girders of the lengths stated were ordered by the May mail, before, "an accurate plan and sections of the site lor the proposed bridge," together wilh the necessary borings, had been completed. The only approach to a plan was a reference to a lithographed design of George W. Hemans, Esq., C.E.,London, whose reputation in England as an engineer is a guarantee for anythiug he may sanction, when placed en rapport with the requirements. But seeing that that design was for the " Waimakariri," or suchlike everyday occurrences, it was manifestly never intended by him, a gentleman of known practical acquirements, nor would it have been sanctioned by any engineer of equal eminence in the profession in the mother country, the whole particulars having been previously laid before them, for a river of the magnitude and force of current of the Waitaki —a gigantic torrent spreading at times a flood over ever-shifting beds of shingle upwards of 6.930 feet wide — vide report —with a current of ten knots an hour. This river has been known to rise seven feet at Brown's Ferry in a single night after an extra high temperature had suddenly molted the mountain snow. This alone would cause an additional quantity of i 5,133,769,600 gallons (i.e., upwards of eighteen thousand million gallons of water per hour) flowing—whilst tho fresh lasted— through any bridge erected across the Waitaki. On the 23rd March, I proposed to supply a design to order—time of construction, limited to i twelve months, as an essential element —for " a railway timber bridge, to be constructed of jar rah timber from Western Australia, and totara frp'n the Waimate forests in Canterbury, and of spans of from 33 feet minimum to 40 feet maximum, contingent upon tho foundations being what I (then) believed them to be." But, even then, I would have looked upon eilher span as limited to order; consequently would 118 have accompanied the plan wilh a second design for 80-feet spans, constructed altogether of New Zealand timber; and a third design for a "high-level gallery bridge," of wrought-iron girders, upon the Warren principle, resting on cast-iron cylinders of 7' 0" diameter, diminishing to 5' o'' diameter. These cylinders would have been sunk under pneumatic pressure, and placed in pairs at 133 feet, centre to centre, thereby interfering as lillle as may be with the lotal clear water-way, thus comparatively uninterrupted, the difference being 42 iron cylinders, as against 1,100 timber piles, as now contemplated. These cylinders would have subsequently been packed with concrete, made upon the spot, from Portland cement and ihe ordinary shingle of the river. Seeing that the '; railway " portion of the bridge has not yet been ordered, and that the ordinary roadway portion, now- on its way out tram England, can be utilized by applying the materials, where 7 they are especially adapted for, and in such a way that no financial loss can possibly accrue, neither to the Colony at large, nor yet to Ihe Provinces of Canterbury and Otago, therefore I now respectfully submit to the Government my design for a "high-level gallery compound bridge," with every confidence that it can be executed for a slight addition (if any) to the sum already voted. If approved of, I would undertake to have the working drawings made in Wellington, ready for mailing by the next (first) San Francisco Mail ; with an assurance that every matter aud thing shall be compatible with fitness, strength, and strict economy. igs The report upon the borings, as a test for the foundations, which had been necessarily and unfortunately delayed, arising from the daily difficulties with which the contractors, Messrs. Connor and McKay, had to contend, namely, getting through the shingly strata in such a way as to satisfy me that a reliable report might be made by the Clerk of Records, Mr. Forrester, whom 1 had constantly on the spot. Therefore the exact " nature of the ground, for the purposes of obtaining designs and tenders,'' was not completed and reported ou until the 17th July. I should remark that the paragraph extracts as above, taken from the original report of tho Bridge Commission, presented themselves to my mind, that if taken in their literal sense, the members of that Commisson—Messrs. Ilrny, Tancred, and Millar—stultified themselves, and were placed by their own action in a most untoward position ; seeing that if conveyed an implied admission that, separately or collectively, the engineering talent of the Commission was not equal to the emergency of designing a simple railway bridge. That, however, was the only point, upon which I differed wilh my colleagues; and although present, I studiously avoided taking any part in the discussion relating thereto, save and except remarking on j a j i r> > i o upon its unseemly nature. It is with great pain and regret that I am perforce obliged, in self-defence, to express myself in unmistakable language on this subject, seeing that I entirely repudiate any responsibility in ihe future for this work, if carried out as now contemplated, with 110 spans, of the insignificant measurement of 33 feet each. Wellington, September 21st, 1871. J. Millae, F.S A. Ie At the risk of being considered somewhat prolix, I have thought it better, in describing the Moeraki-Waitaki Railway between its present termini, that I should state the why and wherefore that had influenced me to adopt the route as surveyed and plotted in my folio of Parliamentary drawings, treating the subject equally exhaustive as the thirty sheets of drawings accompanying the same,, numbered from 1 to 30 inclusive. Unprofessional gentlemen, judging of the line as depicted upon the "Key Map" of that portion of the Province, or on my large ichnographical map, extending from the Waihao upon theNorlh to the Toitoes on the South, must of necessity be struck with what appears to them a tortuous course—necessarily so in contouring for an mexp naive line. With much previous railway practice, colonial experience, considerable forethought, and endless calculation, 1 have, alter exhausting trial-sections, adopted Ihe course now laid down as the most economical in constructive expenditure, all things considered. It is as yet by far the most difficult line of country surveyed for railway purposes in the South

Magnitude! of the Waitaki Hirer,

Mr. Millar propose< o siipp \ timber bridge. "

Millar's second and third denign for a cviiiuier

Coloured perspeethe view of b'^l" '

Report on boring upon site of bndg*.

Messrs. Bray, laiic-riN , mill themselves

Only point on V.,1! , . differed in opinio from l.is colleagues.

Reason why lin described at cn £ ''

TRUNK RAILWAY.

9

D.—No. Gx.

Island ; notwithstanding, I shall bo able to keep the estimates within the Parliamentary limit of £5,000 per mile. It may be that my estimate will appear in an unfavourable light when placed in juxtaposition with, the level lines traversing the extensive plains of Canterbury or the Mataura ; but if the many and great differences of circumstances be taken info account, say, for instance, the Otepopo country, the physical features of which have no parallel in either of the former places,—yet notwithstanding, and influenced with the feelings of a professional man who has character at stake, and, while every possible regard for a wise and judicious economy has been studied, yet it must bo admitted that the works must be of substantial construction where the safety of human life is involved, and that it is essential that the estimates shall be thoroughly reliable. I am, moreover, quite satisfied that the apparent excess (if any) of my estimated expenditure will be met by the increase of traffic resulting from the substitution of a light 36 or 42 inch (the former I would prefer) gauge railway, for the present hilly and almost impassable road, will be more than sufficient to pay not only the cost of working expenses of the line but interest and sinking fund, leaving an ample margin over and above, to stamp the Moeraki-Waitaki Railway as one of the most steadily-increasing reproductive enterprises in the Colony of New Zealand. I have, &c, J. MlLLA.lt, F.S.A., The Hon. the Minister for Public Works. Consulting Bailway Engineer.

Remarks upon approximate estimate

Gradiexts. One-third of the whole line is on a dead level, or tantamount to it; four and a half miles of that distance having an inclination of but 8 inches per mile. Minimum inclination, 1 in 7585. Maximum inclination, 1 in 50. Leading inclinations, 1 in 100, and 1 in 240. Parabolic Cubvatures.* Maximum curve, 100,000 links, or 12J miles radius. Minimum curve, 1,1550 links radius. Leading curves are 8,000 links, or .1 mile radius. Vide Schedule of Gradients and Curvatures, folio No. XXX. Distances. Main trunk line, Waitaki to Moeraki Junction, aud District Boundary ... 40 miles. Branchlet, Moeraki Junction to Port Moeraki ... ... ... 1-7750 Loop line, Herbert ... ... ... ... ... ... 230 Ditto, Hampden ... ... ... ... ... ... "14 Oamaru, Thames Street Passenger Station ... ... ... ... "18 Ditto, Beach line ... ... ... ... ... ... 135 Total, Province of Otago ... ... ... Miles 46-1450 chains. • The adoption of my "parabolic" curvatures — versus circular—will insure the entrances and exits of the double Bogio locomotive and Bogie carriages on the curves almost imperceptible. The carriages will, as it were, glide round the curvatures without the slightest possible oscillation or friction, rendering the usual centrifugal accidents impossible. INDEX, OTAGO GBEAT NORTHERN TRUNK RAILWAY DRAWINGS. 1. Title. 2. General Index. 3. Vignette, Tc-Wai-Pounamu —New Zealand Eailways—Moeraki. 4. General Plan.—Provincial Key Map (compiled from Provincial Eecord Maps) of that portion of the Great Northern Main Trunk Railway— i.e. Dunedin to Chrislehurch —from Moeraki to the boundary of the Province of Otago, crossing the Waitaki Biver into the Canterbury Province, and joining Mr. Dobson's survey (1861) on the north bank of the Waihao Eiver. 5. Main Trunk Eailway Line, continued from the southern boundary of Block No. 1, Moeraki District, with Brancblet to Port Moeraki. 6. Main Trunk Eailway Line, continued through portions of Block No. 1, Moeraki District, and Block No. 1, Otepopo District; through the Town of Hampden, with a Eailway Station in Hampden Square. 7. Main Trunk Eailway Line, continued through portions of Block Nos. 1 and 2, Otepopo District. 8. Main Trunk Eailway Line, continued through portions of Blocks Nos. 2,5, 8,and 9, Otepopo District; crossing the southern branches of the Waianakarua Eiver on a high level viaduct, erected upon the present stone bridge ; traversing the wild mountain gorge of the northern branch of the Waianakarua Eiver, which winds at its base, over which a viaduct bridge (material in the locality) will be constructed at a height of 110 feet above the torrent below, whilst the ranges tower several hundred feet above. Note. —The Eailway summit here is 108 feet lower than the mail coach road, within a distance of 70 chains. 9. Main Trunk Eailway Line, continued from the Town of Herbert, through portions of Blocks Nos. 5 and 6, Otepopo District. 10. Main Trunk Eailway Line, continued through portions of Blocks Nos. 6 and 4, Otepopo District; Eailway Station, in the Township of Maheno—i.e., Kakanui —and Blocks Nos. 8 and 7, Oamaru District. Note. —This Station to hare a junction with a Branchlet to Port Kakanui Quarries, and Wetherspoon's Patent MeatCuring Establishment, &c, &c. 3

D.—No. 6k.

10

OTAGO GREAT NORTHERN

11. Main Trunk Railway Line, continued through portions of Blocks Nos. 7,6, and 5, Oamaru District; crossing the Waiareka Creek, upon a high-level viaduct. 12. Main Trunk Railway Line, continued through Blocks Nos. 4 and 2, Oamaru District, to the Western Town Boundary of Oamaru. Note. —At Chainage 15 miles 18 chains — vide A-B on Plan—where tho Railway Line passes under the Main North Road, the railway level is 100 feet lower than the mail coach road, within a distance of 36 chains north of said Pass. 13. Main Trunk Railway Line, coutinued through the Corporate Town of Oamaru, by traversing the Corporation Reserves, and the centre line of Severn Street (being 200 links in width), crossing Thames Street, and the Building Blocks Nos. 6 and 7, to the Public Esplanade Reserves upon the Beach, so continued to the Northern Town Boundary, entering Block No. 1, Oamaru District. Note. —The Passenger Station is provided for by a separate Branchlet, otTthe through traffic line, and ending at tho building line upon the west side of Thames Street (in the centre of the town), opposite the Bank of Otago. It is to be observed that this central approach to the Railway Station is obtained without any additional crossings over the public thoroughfares. A junction point reverses a portion of the main line on the Esplanade, the same being continued to the Shipping Jetty upon the Southern Beach. Also a junction with a Branchlet to Cave Valley, &c. 14. Main Trunk Railway Line, continued through Blocks No. 1, Oamaru District, aud No. 2, Papakaio District. 15. Main Trunk Railway Line, continued northward through Block No.. 1, Papakaio District, with a Junction Station for a Branchlet running north-westerly to the Awamoko District, and communicating with the Towns of Peebles and Georgetown. 16. Main Trunk Railway Line, continued through Blocks No. 4 and 7, Papakaio District. 17. Main Trunk Railway Line, continued through Block No. 8, Papakaio District, in a curvature of 100,000 links raclius to the boundary of the Province in the centre of the River Waitaki, from whence the mileage is calculated, north towards Christchurch, and south towards Dunedin. Note. —This sheet displays the several shingle banks in the river bed, over which the bridge for rail and road will bo constructed. The traverse for this survey was taken whilst the river was at its lowest level, during the months of March and April, 1871. 18. Main Trunk Railway Line, continued by a curvature of 100,000 links radius over tho Provincial boundary into the Canterbury Province over the Waitangi Flat. 19. Main Trunk Railway Line, continued over the Waitangi Flat by a parabolic curvature of revcrso flexure of 100,000 links radius. 20. Main Trunk Railway Line, continued from tho AVaitangi Flat, to and over the River Waihao, joining the straight running through Canterbury, as laid off by Mr. Dobson in 1864. Bkanciilets. 21. First Branchlet Railway Line, extending eastward for three miles from tho Maheno (Kakanui) Township to the Oolite Stone Quarries; aud the English Company's Patent Meat-Curing Establishment, Kakanui mouth 22. Second Branchlet Railway Line, from off the Main Trunk Line, entering the Corporate Town of Oamaru, to and up the Cave Valley District; extending for six miles, and communicating with the valuable Oamaru Oolite Stone Quarries, and the Waiareka Valley. 23. Second Branchlet continued. 24. Third Branch Railway Line, off the Main Trunk Line, at Look-out Point Station in Block 2, Papakaio District, communicating with the town of Peebles and Georgetown, in the Awamoko Agricultural District, and ultimately with tho Maruwcnua Gold Fields District. 25. Awamoko Branch Railway continued. 26. Awamoko Branch Railway continued. 27. Awamoko Branch Railway continued. 28. Plan and Vertical Sections of the Borings made in tho bed of the Waitaki River, with a view of testing the samo for the foundation of the Eailway Bridge. 29. Vignette, Tc-AVai-Pounamu, New Zealand Railway crossing the AVaitaki River, the boundary between the Provinces of Otago and Canterbury. 30. Schedule of Gradients, Ascending and Descending; Lengths, and Rate of Inclination; Lengths and Radii of Curvatures, and Straight running.

APPENDIX. APPROXIMATE ESTIMATE-Moeraki-Waitaki Railway.

ASJHSDFLHSL

TRUNK RAILWAY.

11

D.—Ko. 6k.

JKDHSDFJLHLK

p.—No. 6k.

12

OTAGO GREAT NORTHERN

Approximate Estimate — continued. Particulars. Amounts. Totals. Brought forward ... £ 8. d. £ s. d. 87,105 5 H Ballast— 2,000 cubic yards per mile, for 46 i- miles, 94,300 cubic yards, at 2s. Permanent Way — Sleepers, totara, manuka, Goa or black pine, 84" x 8"x 4J", 2,000 per mile, at 2s. Rails, 40 lbs. to lineal yard, 63 tons per mile, at £8 10s. Fishplates, Millarian-Palliser bolts and nuts, fang bolts and spikes, &§ tons per mile, at £10 12s. 6d. Sleeper-fixing, plate-laying, &c, 1760 yards, at9d. ... 200 0 0 9,430 0 0 535 10 0 61 2 0 66 0 0 Permanent way per mile ... 862 12 0 46| miles Permanent "Way, at £SG2 12s. per mile ... Turntables, points, switches, 10 sidings, guard rails, water tanks, buffer springs run-outs at Oamaru and Moeraki, semaphores, and gradient indicators, &c, 40,110 18 3,000 0 0 0 Fencing — Whole line, less tunnels, bridges, viaducts, sidings, and places otherwise provided for, 88 miles, = to 7,040 lineal chains, at 25s. 43,110 18 0 8,800 0 0 Crossings — Public level-crossings and gates, accommodation gates, £100 per mile on. trunk, line, 40 miles Station Buildings. — Oamaru Station and Booking Office Kakanui, Herbert, Hampden, Port Moeraki, £250 ... Six Roadside Stations—Platforms and Shelter Sheds, at £83 6s. 8d. Goods and Engine Shod, Oamaru and Moeraki, £500 4,000 0 0 1,000 1,000 500 0 0 0 0 0 0 1,000 0 0 3,500 0 0 Rolling Stock — Three " F;iirlie " Locomotives One pair Yertebrated Gemini Engines, with central buffers ... Two Composite Carriages, 1st and 2nd Class One " Fairlie" Double Bogie Carriage, to accommodate 60 Passengers One Express Carriage ... . Two Guards'Brake Vans Two Horse Boxes (with double stalls) Ten Goods Waggons (open platform) Ten Goods Waggons (dwarf sides) Ten Goods Waggons, covered Ten Cattle Vans Ten Sheep Vans Boiling Stock for 46-J- miles, at £300 per mile 13,950 0 0 Contingencies, 10 per cent. Engineering Expenses, 5 per cent. ... 169,894 16,989 9,344 3 8 3 84 7 Total Expenditure for 46 miles 1450 chains, length of Trunk Line Or a proportional cost per mile of ... £4,249 1 G £196,227 15 0 J. Mi Dunedin, 9th September, 1871. illae, F.S.A., Consulting Railway Engineer. General Summaey. Earthwork Tunnels Bridges Viaducts £ 8. d. 47,968 5 H 14,476 0 0 7,884 0 0 8,150 0 0 Carried forward 78,478 5 H

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D.—No. 6ir.

General Summary— continued. £ s. d. Brought forward ... ... ... 78,478 5 1£ Bridges of Occupation ... ... ... ... ... 825 0 0 Culverts ... ... ... ... ... ... 1,060 0 0 Drains ... ... ... .. ... ... 140 0 0 Piling and Sheeting ... ... ... ... ... 6,600 0 0 Ballast ... ... ... ... ... ... 9,430 0 0 Permanent Way ... ... ... ... ... 43,110 18 0 Fencing ... ... ... ... ... ... 8,800 0 0 Crossings, Ordinary and American Cattle-Pit Crossings, &c. ... 4,000 0 0 Station Buildings ... ... ... ... ... 3,500 0 0 Boiling Stock ... ... ... ... ... ... 13,950 0 0 £169,894 3 U Contingencies. 10 per cent. ... ... ... ... 16,989 8 3£ £1S6,883 11 5 Engineering Expenses, 5 per cent. ... ... ... 9,344 3 7 Total cost of 46 miles 14| chains ... ... ... £196,227 15 0 Note. —Credit approximate estimate, on the recommendation of Mr. Blackett, with 2 miles 30 chains, being loop line to Herbert (if unexecuted)—Wellington, 20th September, 1871 10,078 15 0 Eeduced Mileage, being 43 miles 64| chains ... ... £186,149 0 0 J. Millak, F.S.A., Consulting Bailway Engineer.