79

From the Wariatea River the difficulties commence,
and as they are really formidable, and will require
a good deal of engineering skill to surmount them; I
will merely mention a few particulars and leave the
whole question to some one more competent than
myself. Though I may state that I have no doubt
that a railway sufficient for all the purposes of this
Coal-field can and will be taken up the mountain side,
it is a mere matter of thousands shillings and pence.
From the Wariatea River, at the point 8 miles on
the railway line, to the lowest part of the plateau,
station 18, is a distance of 106 chains in a horizontal
straight line, and in this distance there is a rise of
1,450 feet. The mountain side for the most part is
covered with dense bush, but from station 14 a. (see
No. 2 Plan, sheet II,) it is open in places, and I have
burnt as much as possible at various times. Up to
14 a. it is very steep, but from there to immediately
below the plateau, the rise is more gradual, that part
of the mountain side forming a sort of basin, bounded
to the S. by the steep spur on the bank of the Wari-
atea up which the present path is taken; on the E.
by the steep edge of the plateau, which drops down
suddenly for several hundred feet; and on the N. by
a ridge running down to the W.

This basin is intersected by several deep gullies
and ridges, partly bush and partly open, but the
general rise is comparatively moderate, till you arrive
immediately below the edge of the plateau which is
here reared up almost like a wall; and it is only by
scrambling up some of the rugged gullies that you
can reach the plateau at station 18. From 18 the
ground rises gradually for 10 chains at an angle of
about 6°, and then drops suddenly 100 feet into
a deep wide gully. The straight black line on the
section shows the gradient, supposing a line to be
taken straight between the two points; but I have
not attempted to show the profile of the mountain
side as I have no data.

If a line like the Dun Mountain railway, would
answer here, it would be a comparatively simple
question, for it might wind round almost any gra-
dient while touched the plain, as the mountain side
extends to the Buller. But it is evident from the
bulky nature of coal, and the enormous quantities
which would require to be brought down; that some
easy means must be provided of bringing up the empty
waggons. For this purpose nothing is so well adapted
as the self-acting incline, where, the full waggons
going down draw the empty ones up. In this position
probably more than one would be required.

In such incline planes, particularly with a heavy
gradient, it is necessary that the line should be as
straight as possible, and the gradient itself regulated
as far as circumstances will admit, by certain fixed
principles. It will thus appear very evident that to
construct such a line of railway in such a place as I
have described, is a work of considerable difficulty,
and must necessarily be expensive; involving as it is
sure to do both heavy earth and rock work, besides
tunneling.

It ought to be remembered that there is likely to
be a large traffic on this line, and no expense should
be spared in making it capable of performing the
greatest possible amount of work in the shortest time.
For though the powers of double locomotive lines are
almost unlimited; the capabilities of an incline plane
are confined within certain definite limits, to extend
which, almost regardless of expense, is of great im-
portance in the present case. For the supply of coal
is only limited by the powers of taking it away;
indeed the capabilities of these incline planes will
form the basis on which to calculate the productive
powers of the Coal-field.

Under these circumstances, there is no doubt, that
the formation of a railway here will involve much

heavy work; but this very work will probably ex-
pose workable seams of coal on the mountain side,
which will do away with the necessity of extending
the railway further for years to come.

The dotted line from station 6 (No. 2 Plan, Sheet
II.) and the blue line on the section shows that a
higher level may be attained by the railway on the
plain before the ascent is commenced. And I may
also state that there is no difficulty in extending the
line north of the Wariatea, so as to afford an easier
gradient up the mountain side. It might even be
extended to the Waimangaroa but the rugged nature
of the gorge of that river would render the formation
of a railway by it to the plateau, more evident
extensive than the route I have pointed out. But all
these are questions for the consideration of the Pro-
vincial Engineer.

From the point 9½ miles, the line may be taken up
either side of the gully; to station D. as shown by
the black line on the plan and section with a rise of
1 in 7½ or to station 26 as shown by the dotted line
on the plan and the blue line on the section, a distance
of 1¼ miles with a rise of 1 in 10. Of course this
part, as well as that below, must be passed by self-
acting incline; and though the gully up which the
line must come is rough, it is moderately wide, and
presents no real difficulties; and though 1 in 10 is a
manageable gradient sharp curves as shown in the
black line must be avoided.

From station 26 to 29, there is a rise of 89 feet or
1 in 37; but at 29 the ground drops suddenly about
40 feet to the east, and if this was cut through, the
gradient would be 1 in 66, the distance being 50 chains.
In this distance four small streams are to be crossed,
and slight unevennesses of the surface to be removed
and towards the saddle a cutting 40 feet deep. Here
the highest point 2,129 feet is reached.

From station 29 to the proposed mouth of the mine,
a distance of about 64 chains, there is a rise of 305
feet, but supposing the 40 feet at the saddle to be re-
moved, it would leave 265 feet, giving a gradient of
1 in 16 or thereabouts.

From the point marked 12 miles, the line could be
extended both north and south so as to command the
whole field up to the sources of the Waimangaroa,
Ngakuwaho, and Orikaka, (in short the whole of the
15 or 20 square miles, treated of in this report) by
locomotive line. And beyond there the lands Moki-
hinui on the north, and Orikaka on the east; by rail-
ways worked by stationary engines. In short this
railway would be the key of the whole Coal-field;
and not only this, but if it was connected with a road
down the Orikaka to the Buller, it would connect the
whole of that district, the extensive valleys of the
Inangahua, Mawhera-iti, and the Upper Grey, with
the Buller Harbor.

It may be interesting to mention that the old Maori
path from the Upper Buller, passed up the Orikaka
over the saddle to the north of Mount William and
over the plateau nearly on the route of this proposed
railway.

A stationary engine would be required at station
29, to draw the waggons up from the mine; it could
also be used to work the line from the saddle to the
top of the first self-acting incline at station 26.

The bush on the plain and mountain side, and the
hard grit and other rocks on the plateau, would sup-
ply a mass of firstrate material for railway and
mining purposes.

It must be clearly understood that the line sketched
out is merely to show that a railway can be made,
and to supply some slight data from which an engineer
may judge of the practicability of doing so.

To show some of the difficulties overcome in coal-
mining at home and compare them with the case in
hand, I will give a few particulars of the working of