A Railway to Outram

PROVINCIAL COUNCIL (excerpt)

SOUTHERN TRUNK RAILWAY. 

Mr ALLAN brought up the following report of the Select Committee on the Southern Trunk Railway:— Your Committee have to report that they have carefully considered the matters referred to them, and have come to the following conclusions:— 1. That the present parliamentary line as far as the 74 miles (from Dunedin) is the best. 2. That the evidence taken shows that it would be advisable to deviate the parliamentary line from the west to the east side of the Taieri river from 18th to 22nd mile, to avoid swamps and land subject to floods, the cost of the line would be less on the east than on the west side, and being on a more solid and firm foundation the cost of maintenance would also be less. 3. That there would be a saving of at least one bridge (if not two). 4. That they should not suggest any material deviation from the 22nd mile to the terminus at Clutha, but would leave the Government to make any deviation in the line through Tokomairiro plain south of Milton that upon investigation they may deem advisable. Your Committee cannot recommend the deviations proposed in the petition of the North and West Taieri and Waipori settlers. Your Committee consider that the views of petitioners would be beter met by a branch line from somewhere about Mosgiel to the east side of the Taieri river at Outram; and would strongly recommend that the same should go on in conjunction with the main line, both to accommodate the traffic of West and North Taieri and to act as a feeder to the main line. James Allan, Chairman.   -Otago Daily Times, 1/6/1870.

THE CLUTHA RAILWAY.

TO THE EDITOR.

Sir—Two essential points to be attained in the formation of a railway are, first, to benefit the country to the greatest possible extent, which means an increase of traffic; 2nd, easy gradients and cheapness of formation, which conduce to cheap working and good dividends. That these desiderata are not attained by making the railway on the east side of the Waihola Lake, I will endeavour to show. lst, there is all but no agricultural and no mineral land between Mr James Allan's and the Waihola Gorge, a distance of 15 miles, while there is a good road more than sufficient for the requirements of the district. The engineering difficulties are considerable, on account of the want of space between the hills and the water, and the great extent of water to be got over. On the other hand, nature has marked out a line running straight through the centre of the Taieri plain, crossing the Taieri and Waipori rivers only once, and that at the best parts; cutting off the peninsula on the west side of the Waihola lake at a low saddle, and from thence in the same line to the Gorge. There would be the best of gradients and the smallest engineering difficulties, and there could not well be a better line for a railway than the swamp, as every engineer must know. This line would open up a great extent of splendid land, at present useless for want of roads, would open the Tokomairiro coal and lime fields to the settlers of West Taieri and Waipori and the back-lying districts, also 10,000 acres just opened in Strath Taieri, when the road is made up the river, which is only a matter of time, and it would obviate the expense of making and working a branch line to Outram, when the inhabitants would get the benefits of all the trains on tbe trunk line in plaoe of a train night and morning at most. Although at the eleventh hour, I think I have shown cause why those in authority should pause before they commit the country to an irremediable mistake.— I am, &.,

Observer  -Otago Daily Times, 6/6/1871.

Plans and specifications have been prepared by the Provincial Engineer for a timber bridge, to be erected over the Taieri River at Greytown. (Allanton) The bridge is to be used both for railway and road purposes. The total length of the structure is to be 330 feet, in 22 bays of 15 feet each between centres. The bridge will be on the line of the contemplated Outram Branch line, and will connect the central portion of the Taieri Plain with the main Clutha line, now in course of construction.  -Otago Daily Times, 26/3/1874.

THIS DAY'S TELEGRAMS.

Dunedin, October 28. A meeting of the settlers of Outram was held at the Drillshed, last night, for the purpose of considering what were the best steps for having a branch line of railway made, connecting Outram with the Dunedin and Balclutha main line. A deputation was appointed to wait on the Executive on Tuesday next, urging the necessity of making a branch railway out of the £60,000 granted by the General Assembly.   -Globe, 28/10/1874.

CONSTRUCTION OF BRANCH RAILWAYS.

A deputation from the West Taieri, consisting of Messrs Allan, M.P.C., Donald and David Borrie, Grant (of Cowrie), E. D. W. McDermid, Sim, Shand, M.P.C., and Snow, waited upon His Honour the Superintendant yesterday morning.

Mr Shand stated that the deputation had been appointed by the settlers of the West Taieri to bring under His Honour's notice the construction of a branch railway from Outram to the Southern Trunk Railway, to join the later at Greytown. A tender had been accepted for the construction of a bridge over which the railway must pass; and the line was included in the schedule of branch railways which the Provincial Council at its last session resolved should be constructed out of revenue or loan. The General Government had, however, refused to sanction the half million loan required for these works, but he believed the Province was to receive £60,000 from the General Government for the construction of public works. An idea prevailed among some people that that sum would be available; and the deputation wished to know if they could have a portion of the £60,000 for the construction of this Outram line. The settlers wished to be placed in communication with Dunedin as soon as the main trunk line was brought through Chain Hills. The importance of the district demanded that such should be the case. It should also be remembered that there was a large quantity of unsold land belonging to the Government in the neighbourhood of Outram. From three miles beyond Outram to the Maniototo Plains there were half a million acres of land still belonging to the Government, and he need not tell His Honour how the construction of the branch line would enhance the value of that land.

The Superintendent: You think, then, that the Traquair Hundred will sell?

Mr Shand: I have not the slightest doubt about it, with the exception of the land on the summit of Maungatua.

The Superintendent said he knew pretty well the object of the deputation, and as there seemed to be great misapprehension with regard to this sum of £60,000 to be received by the Province — a misapprehension which he very much feared was to some extent wilful on the part of some seeking to influence public opinion — perhaps it might be as well for him to explain the exact position of the matter. The Provincial Council in its session of 1873 sanctioned the construction of certain lines of railway, the cost of which was to be borne out of revenue, and out of the proceeds of the sale of large blocks of land. During that year obligations were incurred in respect of those lines the extent of about £155,000. Then in the following session of 1874 — the last session — the Provincial Council sanctioned additional railways to the extent of £118,750, making in all an expenditure ot £274,000 upon railways, to be constructed partly out of revenue and partly out of loan. Accordingly, with a view to provide for the construction of lines already contracted for, and for those authorised last session, and also for other branch lines to be hereafter authorised, application was made to the General Assembly last session for a loan of £500,000. As they were aware the result of that was that £60,000 only was authorised, which amount, it would be seen, would not be sufficient to meet the contracts already entered into unless supplemented by some £95,000 out of the proceeds of land sales; far less would it be sufficient to cover the expense of new works agreed upon — works for which he believed the Provincial Council authorised the loan on the express understanding that all or none of them should be constructed. The new works which were authorised last year were as follows:—Main line through Seaward Bush, £20,000; main line to Kaitangata and extension to Coal Point, £27,750; main line to Outram, £12,000; Tokomairiro branch railway, £14,000; Palmerston to Waihemo, £25,000; Edendale to Wyndham, £10,500; Kaitangata station to Inch Clutha, £9500 — making a total of £118,750. So he fancied that even if the Government, with any portion of the money at its disposal, were to commence these lines, they would be bound to commence them in the order in which they were sanctioned. However, there might be a difference of opinion on that point. But his own belief was that the Council agreed to go in for a loan to construct those works on the express understanding that they were all to be constructed apart from that, it would be seen from what he had said that this sum of £60,000 was not sufficient to meet the obligations already incurred in respect of the lines authorised the session before, for which contracts were entered into. It would perhaps be difficult to say which of those lines was most pressing, or had the greatest claim to be constructed at once. However, as he said before, it was very clear those lines would not be constructed out of the smn of £60,000 so generously authorised by the Assembly, nor out of the proceeds of land sales, unlcss, indeed, the owners of land in the district were prepared to give security in the shape of road rates, in which case he thought there would be very little difficulty in proceeding with the work at once. Something had been said about the conditions on which the £60,000 was to be borrowed, being such as to preclude the Provincial Government from having anything to do with it. Those conditions were that the works on which the money was to be expended must be approved of by the Colonial Government. It was said that the Provincial Government would sacrifice the works rather than sacrifice its dignity. All he could say was that the matter had not yet engaged the attention of the Provincial Executive, but he had no doubt, that when it did, the interests of the Province would have more weight than any considerations of false delicacy or dignity on the part of the Executive. Speaking for himself individually, he had no hesitation in stating publicly that it would be very much to the interests of the Province had the whole of its public works been constructed under the control of the Provincial Government. For his part, in the interests of the Province, he did not believe in any outside interference in Provincial works for which the Provincial Government was responsible, and for which the Provincial Government had to pay. He was afraid that unless the landowners could see their way to taxing themselves, the short line to Outram was not likely to be commenced at once, unless the Government got some windfall that they did not exactly see at present. It was right to mention that he had seen a letter, from which he understood there was a countermovement on foot to have this Outram line constructed so as to start from Mosgiel. 

Mr Shand had heard something to that effect, but he could not see how the settlers at the East Taieri could be the best judges as to what was for the benefit of the West Taieri settlers. The latter were able to judge for themselves.

Mr Allan pointed out that the Government had already adopted the line which the present deputation was in favour of, inasmuch as a railway bridge had been constructed on it.

The Superintendant: No doubt. Of course if the District Road Boards concerned would give security over the road rates there would be no difficulty in making the line without going to the General Assembly at all. The line could be constructed under the Tramways Act, 1872. All the Boards would have to do would be to give a guarantee that they would pay the interest on the capital, which he thought they might very safely do. Private parties could construct the line. A large contractor put the question to him the other day whether he (the contractor) could get the necessary authority to make this Outram line, as he was satisfied it would be a very good speculation

Mr Shand supposed that if the line were constructed by a contractor it would become his concern.

The Superintendent said that of course it would be the contractor's private property, but he would have to come under certain conditions as the payment of rates.

Mr Shand thought the settlers would not like such an arrangfiment.

The Superintendent did not think it would be right. Considering the district the line had to pass through, there was nothing to prevent the Road Boards from giving the necessary security, in which case the Government could make the railway under the Tramways Act.

Mr Borrie could not see what difference it could make to the settlers whether the line was constructed by the Government or by private individuals. If made by the latter they could be bound down to charge certain rates.

The Superintendent said there would be a difference, as the settlers always had a pull on the Government, which in reality was themselves.

In answer to a question,

The Superintendent said that the obstacle in the way of the construction of this line by the Provincial Government was the fact that they had no money. If they had succeeded in getting half the loan they asked for from the General Government, they could do the works. There was no doubt the coustruction of this line would greatly enhance the value of the Crown lands, and it was a question worthy of consideration by the Provincial Council whether they should not pass a special vote for the construction of the line, to be paid for by the sale of land in the Traquair Hundred. However, it was scarcely a matter the Provincial Government would take upon itself to do.

Mr Allan thought that some time ago the Government considered the question of constructing this line.

The Superintendent said there was no doubt they intended to construct this railway, but they never dreamt they would not have the means to do so. The fact that they built the bridge that had been referred to showed the bona fides of the Government. Mr Allan remarked that the four miles of railway would only cost about £10,000. The Superintendent pointed out that the estimated cost of the railway was £12,000, which did not include the railway bridge already constructed. A Member of the Deputation said he understood that this railway was originally placed on the fourth schedule of the General Government Railways, but it had apparently been since taken off that schedule.

The Superintendent did not think it had ever been on the General Government schedule. The General Government declined to make branch railways. The absurdity of the thing was that the General Government would not make the branch railways themselves, and they would not authorise the Provincial Government to make them. After some further conversation, The Superintendent said he thought the speediest way to construct the branch line to Outram would be to take advantage of the provisions of the Tramways Act, 1872. The Road Boards would only have to guarantee about £600 a year, which would be a mere flea bite. If the money were borrowed on the security of the rates, and the line constructed, the Government might work the line, as it was proposed to do with the Peninsula railway. If the settlers desired it; the Government would try to negotiate with the contractor he had referred to, in order to have the line constructed if possible under the resolution passed by the Provincial Council at its last session. In any case there was no doubt security would have to be given. He would get the Provincial Solicitor to prepare a synopsis of the Tramways Act showing the modus operandi, and the settlers might then be able to decide as to what course they should take. The deputation then withdrew.  -Bruce Herald, 6/11/1874.

Branch Railway to Outram

A public meeting was held at the Drillshed, Mosgiel, on Tuesday night, to consider the desirability of having a branch line of railway from Mosgiel to Outram, via North Taieri. The Dunedin 'Evening Star' gives the following account of the proceedings:—

Mr William Thompson was called to the chair.

Mr Donald Reid gave the meeting his views on the proposal route versus that by way of Greytown and Outram. He thought the people of Outram would be studying their interest best by uniting with the Mosgiel residents in this matter. As far as he found from railway statistics side lines seldom paid or gave satisfaction, whereas regular branch lines with regular passenger trains at stated hours were generally remunerative and were a success. Here it was proposed to give a siding at the cost of £8000, or a regular line at £20,6000. His remarks were simply as the representative and a resident —not as a member of the Provincial Government. As a representative for the district he felt quite confident that the Government would construct the branch line, but that through the action of the Legislative Council the proposed branch lines were delayed. 

Mr C. Findlay was of opinion that the route via North Taieri had claims on the railway system which was being inaugurated superior to any other branch line in the Province; that, it would pass through l0,000 acres of cultivated land of as good a quality as any in the Province, and that in the event of the line not being constructed 4,000 tons of produce would be lost to the main trunk line. He quoted from data that had been carefully prepared, and moved —

That the proposed branch railway from Mosgiel to Outram, via North Taieri, already sanctioned by the Provincial Government is, in the opinion of this meeting, the best line for the district, and the line that will secure the greatest amount of traffic to the railway system of the Province, and that a deviation from said route will be a great injury to the district.

Mr John Shaw seconded the resolution, which was carried. 

Mr Shand, M.P.C., hoped that he would not be charged with lukewarmness, after taking an interest in the Greytown and Outram route. He did not blame the residents of the North Taieri for desiring to push the railway in their direction. He would like to see railways running wherever they were required, for if the farmers wished to compete fairly with their neighbors they must get despatch in conveying their produce to market; but he feared they would have to wait too long if they only relied on the Government. The people of West Taieri required immediate communication, for they were farther back from Dunedin than the other Taieri folks, and the Greytown route promised to be the shortest, and therefore by far the quickest for them; but he would be willing to assist and urge the proposed route, as he was interested in the welfare of the district. Mr Peter Day moved, and Mr J Brown seconded —

That a deputation consisting of Messrs Reid, Allan, Shand, Findlay, Shaw, Thompson, Roberts, Smaill, E.B. Cargil1, Young, Brown, Andrew, Snow and Day, wait upon his Honor the Superintendent and urge the necessity of proceeding with the construction of said line as soon as practicable.

This resolution was also carried nem con. A vote of thanks was accorded to Messrs Reid and Shand, as district representatives, and to the chairman, after which the meeting dispersed.  -Bruce Herald, 13/11/1874.

The deputation appointed at the meeting at Mosgiel on the 9th instant, was introduced to the superintendent this morning by Mr D Reid, M.P.C., and submitted reasons for the construction of the Outram branch line being taken by way of Mosgiel. His Honor, after hearing the deputation, promised that a survey of the line should be made, with a view to asking the concurrence of the Provincial Council at its next session to its construction. His Honor also observed that the settlers should be prepared to give free the land along which the line would have to be carried.  -Evening Star, 16/11/1874.

DUNEDIN

Branch Railways

A company is being formed at West Taieri to construct a branch line from Mosgiel to Outram.   -Auckland Star, 15/1/1875.

We learn that all the shares in the Outram Branch Line of Railway have been taken up, and that work will be commenced as soon as the harvest is over and labour is available.  -Otago Daily Times, 28/1/1875.

The Mosgiel and Outram Branch Railway.

Most of our readers will remember the discussions that have taken place in the Otago Provincial Council, with reference to the formation of a branch railway, from the main line to the township of Outram, West Taieri. It was first proposed to form a branch line from the Greytown Station to Outram, a distance of four miles, and a company was formed to carry out the work. Notwithstanding this fact, and in the face of the very vigorous opposition that was offered at the time, the Provincial Government determined to form a line of its own by another and longer route. The company's project then fell through, and tenders were called for the formation of the Government line. The successful tenderer was Mr David Henderson, a contractor who has carried out a number of important public works in this Colony, and the amount of his tender was £10,750, for formation, fencing, and the erection of the necessary bridges. Work was commenced about seven months ago, and the contractor expects to complete the job in about three months, or just within the contract time. The branch railway will be about nine miles long. It will leave the main line close to the Mosgiel Station, with a short curve, and then go straight towards Mr Donald Reid's farm, where there will be another curve. The course of the line is then straight in the direction of Mr. Shand's farm, where there is another curve, the railway then going in a direct line to the township of Outram. The line will pass through property owned by Mr A. J. Burns, Mr Findlay, Mr Charles Reid, Mr Muir, Mr Campbell, Mrs Shand, Mr Carmichael, Mr James Shand, Mrs Borrie, and Mr Michael Tynan, and will pass within a short distance of Mr Donald Reid's property. The greater part of the formation has already been completed, and all that remains to be done now is half-a-mile on the Outram side of the Taieri River, and a mile and a quarter on the Mosgiel side. From Mosgiel to the Silverstream there is nothing in the work calling for special notice. The Silverstream bridge is a substantial-looking wooden structure, measuring 140 ft from end to end, and 14ft wide over all. It is constructed on the truss principle in two spans of 55ft and one of 25ft. The trusses are of Oregon pine, and the piles and other woodwork of totara and black pine. At a point one mile and three-quarters from the Mosgiel station, on Mr Findlay's land, there is another bridge, 100 ft long, in nine spans of 10ft each. This bridge, which is built entirely of New Zealand timber — black pine and totara — was constructed for the purpose of allowing an outlet for the flood-water, which would otherwise have been dammed up by the railway embankment. A quarter of a mile further on there is another wooden bridge, 17ft long, over a small stream. The most important piece of work on the line is the bridge over the Taieri River, close to Mr Carmichael's farm, and about seven miles from Mosgiel. This is a timber bridge, built on the truss principle, 325 ft long, reaching from one to the other of the artificial embankments that have been made on each side of the river. The bridge is built in two spans of 74ft, two of 35ft, and five of 17ft 6in. There are two piers in the river. The piles in the river are of iron bark, imported from New South Wales, the others of black pine and totara. The beams are l0in by 13in, and the trusses are fastened with strong iron bolts. Each of the end spans is finished in the form of a laminated arch, giving the bridge a much neater appearance than many of those on the main line. The iron castings into which the timbers are fixed are very heavy, and the whole structure looks strong and substantial. The piles in the river have been sheathed, and the joints will be covered with plate iron three-eights of an inch thick, to prevent the bridge being damaged by timber brought down the river by floods. On Mr James Shand's property the line crosses a creek on a wooden bridge built in three spans of 23ft each. This bridge has been very strongly built. All the bridges we have referred to are nearly finished. The next over the lagoon near Outram is only half built. It is to be in seven spans of 22ft 6in each. A large number of stone and wooden culverts have been constructed along the line, but to these it is not necessary to make more than a passing reference. The gauge of the line will be 3ft 6in, the same as the main line, and the embankments are 12ft wide at the top, with a slope of 1 in 1. The work of laying the rails could have been commenced three months ago on portions of the line, but the Government has not yet made a start. The rails have been ordered from England, and ten thousand sleepers purchased by the Government from the Greytown and Outram Railway Company are stacked in the neighborhood of Outram. At the present time the contractor has forty men and nine horses employed upon the line, aud he appears to have pushed on the work with considerable energy.  -Bruce Herald, 4/7/1876.

Modern references to the Outram branch line describe the Gladfield swamp and the need to cut and bundle tons of flax to fill it before the line of the rails south to the Taiei crossing is reached.  "Papers Past" has no reference to this that I can find.  

THE FLOODS IN OTAGO AND ON THE WEST COAST.

Our exchange papers from Otago and the West Coast teem with records of disasters from the late rains, and the same tale is told in the telegrams from the North. In the Taieri district the loss of sheep is computed by thousands and that of cattle by hundreds, while the damage to crops is at present incalculable. The whole of the Owhiro Road District was flooded, and in the Mosgiel Bush the water was eighteen inches higher than was ever known before. Five or six chains of the Outram and Mosgiel branch line of railway were destroyed. The residents of Outram had to leave their dwellings for safety, and the water stood 4ft in the telegraph office. A Mr Borrie was drowned in an attempt to rescue a family named Cooper. The embankments to the railway have all suffered.   -Star, 12/2/1877.

The Bruce County Council meet on Monday next for the purpose of electing their officers, and for the transaction of various business. Rails are laid on the Outram branch line to within about a quarter of a mile of the railway terminus. It is expected that the line will be completed within a month.  -Evening Star, 5/5/1877.


The following account of a fatal accident during repairs makes mention of "the swamp" but does not locate it.

RAILWAY ACCIDENT AT OUTRAM.

THE INQUEST.

An inquest on William Graham Clark, who met his death by the recant railway accident at Outram, was held yesterday afternoon in Snow's Mosgiel Hotel, before Mr James; Fulton, R.M., and a Jury. Mr R. Stout watched the proceedings on behalf of the engine-driver (John Paul Lee). 

The Jury having viewed the body of the deceased William Graham Clarke, the Coroner said: Gentlemen, it will now be necessary for you to hear the evidence. I need hardly remind you that in cases of this sort where accidents of such a nature happen in small places, rumours will occur. It is very necessary for you as far as you can to disabuse your minds of anything you may have heard outside, for in cases of this sort numberless rumours are sure to be flying about. Your duty simply is to find the result of this inquisition on evidence here given. 

James Hagan, farmer, residing at the North Taieri: I have seen the body of the deceased, and recognise it as that of William Graham Clarke. The deceased was about 26 years of age, a native of the North of Ireland. He was married, and leaves a wife and one child. I know nothing of the accident. 

Thomas Fergus, of the firm of Henderson and Fergus, contractors for the Mosgiel and Outram: The recent floods at the Taieri interfered with the embankment; and we were instructed by the. Government to make good the damage. There was a subsidence of the formation in the swamp, and we were taking earth, in ballast waggons from the sides of the line, and the men were going with the trucks to discharge the stuff where it was required. I know nothing of the accident. The men were carried backwards and forwards with the trucks. They were not allowed to go on the engine. No instructions were given to the engine-driver save that he was to drive at a safe pace. I was not satisfied with the previous engine-driver, and the railway authorities supplied us with the present engine-driver (John Paul Lee), who has had considerable experience on the Indian Railways. At the scene of the accident I don't think that from eight to ten miles an hour would be too fast to drive, the engine, which is termed a grasshopper engine — a four-wheeled coupled engine, was supplied to us by the Government in terms of our contract. I have thought that the engine was too heavily weighted behind — that it hung over the back wheels too much. It went off the line down at the quarry one day when I was there, but I then thought that the accident resulted through putting on too much steam. This was when the former engineer was employed. The flanges of the engine wheels would be better if they were a little deeper. I never heard that this engine was not allowed to run on any other line until this morning, when I heard a rumour to that effect. With regard to the engine having "bucking propensities," it always does go hopping along, on account of the springs. This should induce greater caution. There is a similar engine used by the Government in Southland. The engine oscillates. It would most decidedly not be safe for a number of men to ride on the back of the engine.

By a Juror: I have examined the scene of the accident. It is a dangerous part of the line, on account of the incline. Except the road crossing, there was nothing along the line to induce special caution.

George Todd, railway inspector for the Government: I am specially in charge of the Mosgiel railway line at present. The gradient at the scene of the accident is about 1 in 1000. It is scarcely perceptible. The line there is very good. The engine in question might be driven with safety at the rate of from eight to ten miles an hour. I know that it is a highly dangerous engine. She should never have been allowed to run without a pair of trailing wheels. If there is the least weight on where the engine driver stands, it lifts her forward. I was on her one day when she ran off the rail. It was a buck she then gave, and the plunge lifted her off the rails. She was working on the Ocean Beach line, and I have heard from the engineers that she was put off there on account of being dangerous. She was running with the passenger trains; on the Dunedin and Ocean Beach Railway line for some time. She was going quite slow when she went off the line on the previous occasion. If she had the trailing wheels to keep the fore end down, the engine would be right enough. 

By Mr Fergus: I was standing on the back of the engine when she went off the line at the crossing from the quarry on to the Outram line. She was then going at the rate of about three miles an hour, I think. She has been stopped going on the branch line where she went off, I am not aware that she has ever gone off on the mainline before. I have many times mentioned the danger of the engine to the contractors. This was the engine supplied to them by the Government in terms of the contract. 

Thomas Fergus: The engine was not specially reported on by Mr Todd, and I did not make any representation to the Government.

James Wylie, farmer, residing near the scene of the accident: On Saturday afternoon I was about 200 yards from the culvert when I was watching the engine coming along the line near the first road crossing. I saw a number of men sitting all about the engine, to which there were about twelve trucks attached. When near the culvert, the wheels of the engine lifted up about six inches off the rail. The first ballast truck was then lifted about a foot. The engine gave a sort of a hop, and then the smash came. She was going at her usual speed. I saw the men flying everywhere.

Foreman employed byMessrs Henderson and Fergus: On Saturday I was riding on the back of the engine with the driver and the fireman. I think there were three men sitting right at the rear of the engine. I could not exactly say where the deceased was sitting. There were five or six other men on the engine, making about 12 altogether. I should think there were about 10 or 11 men on the waggons. I have been employed by the firm about a fortnight. I have never been cautioned about riding on the engine. The foreman whom I succeeded used to caution the men not to sit upon the engine, but to stand there. He said it was not a safe thing to sit upon the engine. Mr Green cautioned me about sitting on the back of the engine, because the waggons might go off the road, and there would be no time for the men to get clear of them.

By a Juror: I think that one of the trucks first went off the line. Immediately after I heard the noise behind me, I jumped off the engine. On one occasion I heard the driver, say that he would not allow any of the men to come on the engine beside him.

John Gillespie, quarryman employed by Messrs Henderson and Fergus: Some time ago I was foreman in charge of the men working with the engine. That was up to within the last three weeks. I used to keep the men riding on the trucks. I was told by Mr Henderson not to allow them to ride on the engine, and then as much as possible from doing so. I was working with the engine for about three weeks. It was safe enough as far as I could see. When crossing a bridge on one occasion the engine gave a jump, and I then instructed the driver to go slowly across bridges. It was my duty to instruct the driver as to the rate of speed so long as the men were under my charge. I was not present at the time of the accident on Saturday. 

By a Juror: It was the present driver whom I cautioned as to the rate of speed.

By Mr Stout: I saw nothing wrong on the line where the accident occurred. 

By Mr Fergus: Six out of the seven men sitting on the engine at the time of the accident were hurt. The deceased was sitting on the engine. Those who were in the trucks escaped with but slight bruises. I never ran an empty truck for the convenience of the men.

Alfred Cook, plate-layer, employed on the Outram line: On Saturday afternoon I was sitting on the front of the engine between the two Hendersons. The engine was going as fast as usual when the accident happened. When passing the culvert, I said to young Henderson, "I think she is off this time." She grounded a bit, and the elder Henderson leaped over me, and I felt forward on my face. The younger Henderson lighted on the top of me, and was carried by the engine beyond his brother and myself. The truck with the mullock was coming on the top of me, and I rolled twice over out of the way. Not being much shaken, I went for Dr McBrearty. I have never been cautioned about sitting on the engine.

By Mr Fergus: I was only travelling with the engine for about four or five days. I consider that the engine was safer than the trucks.

By a Juror: When we were about 70 yards from the scene of the accident, I remarked that we were going too fast. I consider that the engine waa travelling at the rate of 20 miles an hour.

By the Coroner: I have been on the Mataura and Winton lines. Going from here to Greytown, I consider that the regular train goes at about 20 miles an hour. 

Mr Stout: The regulation time is 15 miles an hour.

Witness: At the time of the accident, we were going at about the same rate as that of the regular train between Mosgiel and Greytown.

John Paul Lee, engine-driver, was called as a witness. The Coroner cautioned him that it was optional for him to give evidence.

Witness: I have no objection to give evidence. I have been an engine-driver for the last twelve years. On the Saturday in question, I was bringing down a load of ballast — twelve trucks altogether. I was driving the engine at the rate of 12 miles an hour, as close as possible. I say that from practical knowledge. I had no instructions as to the rate of speed. Knowing that the distance travelled on Saturday afternoon was as stated by a previous witness, we were travelling at an easy rate — l2 miles an hour. I have never previously had anything to do with such an engine as the one in question for ballasting purposes. I have been used to six wheel coupled engines. I found this a cranky engine —bad for "bucking," very bad. The engine never got off the line previous to this. The trucks had gone off several times, owing to want of springs in them. Their beams are dead. If the buffers catch each other, that is one cause of the trucks getting off the line. On one occasion Gillespie suggested caution, on account of the state of the line. We were going at an easy rate of speed under the circumstances. I have frequently driven the empty trucks at a greater rate of speed. On this occasion there was only one degree on the lever of steam on. I let the weight of the trucks drive the train. The flanges of the wheels were of the ordinary depth. The whole cause of the accident was through one of the trucks getting loose. After coming over the level crossing there is a culvert, and just beyond there was a joint on the line. I heard a rumbling noise behind me, and then said, "Leap! Waggon off! Jump!" One or two of those on the engine obeyed my instructions. I was knocked off, and on getting clear I went to get out the man who was covered by the engine. It certainly was a truck that got off the line first. I had not received any instructions to prevent the men from riding on the engine, but I myself ordered them not to do so. However, they did not take any notice of me. It is safer to ride upon an engine, on account of the springs, than upon the trucks. The men who received injuries miscalculated their proper time when to jump. I frequently checked the men for riding on the engine, because they were in my way. Exclusive of myself and the firemen, there were about 13 men on the engine when the accident occurred. I do not think that the weight made much difference to the engine. On previous occasions the trucks that got off the line were empty. Being light, they are more liable to spring. I have run with greater speed with empty waggons than that observed at the time of the accident. The best place for men to travel, in case of accident, is in the last truck. When an empty spring waggon could be afforded for the convenience of the men, I used to place it either in front of the engine or at the rear, as the case might be. I used to get the men to use the timber truck. I did not consider the rolling stock very good. Instead of the trucks, I think there should have been permanent way  waggons. I have not been previously employed on the New Zealand Railways. I have never been driving on a narrow gauge line before. I thought it was quite safe for me to drive at 12 miles an hour under the circumstances — l4 miles an hour being the regulation time for ballast trucks. Had I been going at a slower rate, the train was not so likely to run off the line. We might go at a greater rate of speed than 12 miles an hour, and an accident be avoided. The accident resulted from the oscillation of the trucks.

By Mr Stout: As a driver, I have been working on the East Indian railways, from Calcutta to Delhi and on the Punjaub. The gauge of that line is 4ft 8 1/2in. I have been driving mail and passenger trains there.

By Mr Fergus: I have been employed by your firm for rather over five weeks. If the men had been standing instead of sitting upon the foot-plate of the engine, they would, in all probability, have escaped without injury.

By the Coroner: As far as I know, everyone on the engine was quite sober. I had nothing but tea to drink on Saturday. Both in the army and in every place I have been, I have always borne a good character for sobriety.

The Coroner: Well, gentlemen, the Police have another witness if you wish to hear any further evidence. It occurs to me that it might be as well, as we have heard about the unsuitableness of the engine and the trucks, to recall Mr Todd, to why such material was supplied to the contractors. From the evidence of Mr Fergus, it appears that it was a part of his contract that he should be supplied with an engine. If you think proper, I will recall him. Can you give us any information as to that, Mr Todd?

Mr Todd: About what?

The Coroner: About the engine and the trucks that were to have been supplied. 

Mr Todd: I don't know anything about that.

The Coroner: You  were simply inspector?

MrTodd: Yes.

The Coroner: These trucks have been employed all along on the New Zealand lines. That is the case, Mr Todd?

Mr Todd: Yes.

Mr Fergus (to Mr Todd) Did you ever warn the men against sitting on the engine?

Mr Todd: Yes, habitually.

Mr Fergus (to John Green, a sub-contractor for the plate-laying and ballasting on the Outram line, who was now called): Mr Green: I wish to ask have you ever cautioned the men against sitting on the foot-plate, and riding on the engine?

Witness: On several occasions. 

Mr Fergus: Do you consider it safe to ride on the engine?

Witness: Not sitting on the foot-plate, but holding the rail handle would be safe enough.

By a Juror: Do you consider it as safe there as in the trucks?

Witness: Yes, quite so, if they keep hold of the handles.

Mr Fergus: Don't you consider that if they were sitting on the end waggons they would have been safer there than on the ergine?

Witness: Yes; but not in the centre of the waggons, because if one happened to get off the line the men would have but little chance of saving themselves.

The Coroner: Well, gentlemen, you have heard all the evidence on this occasion. Of course when accidents do occur some persons form one opinion and some another. It is for you to find out how this accident occurred — whether it was a pure accident or whether it has been so far culpable as to cause you to give your verdict against any individual who has been here or who might have been here. There seems to be a considerable amount of unanimity of opinion as to the unsuitableness of the engine. Whether the engine jumped off the line or not, it appears from the evidence that has been given to us that the engine is quite unsuitable for the purpose, and also a very unsafe one. I do not think I need go through the evidence again. I will leave the matter in your hands.

After discussing the matter for some time the Jury called upon the Coroner for further evidence, as follows:— 

William Henderson: At the time of the accident I was sitting on the footplate of the engine — left side in front. As soon as I heard the noise behind, I jumped. My brother had his leg broken, and I attended to him. At first I was stupefied. I could not say whether the train was going faster than usual. I have seen it go as fast before. I had been working a fortnight on the Outram line. 

Robert Johnston: On Saturday last I was acting as stoker on the engine to which the accident occurred. We were not going extra quick before the accident — not faster than usual.

Henry James Dougherty, labourer residing at Kensington: On Saturday afternoon I was riding on the front part of' the engine. I saw the deceased was sitting as close as possible to me on the corner of the plate. I don't remember anything except the engine running along the sleepers and canting right off. I was not hurt.

Peter Watson, labourer: When the accident occurred on Saturday I was sitting on the buffer end of the tender of the engine. The man that was sitting next to me was one of the worst injured not killed. The engine was not going faster than usual.

At 7p.m. the Jury brought in the following verdict:— "We find that the deceased William Graham Clarke came by his death accidentally. But we add as a rider that we find that the Government are to blame in supplying material in the shape of engine and trucks to the contractor quite unsuited for the fulfilling of'the contract, and unsafe to those employed."  -Otago Daily Times, 18/5/1877.

Railway to the Interior.

THE TAIERI ROUTE. Mr Hay, the engineer to the Taieri County Council, has just completed a very full and detailed report of the proposed railway line to the interior, via Outram and Strath Taieri, from which we cull the following information: — The proposed line would commence at the present termination of the Mosgiel and Outram railway, skirting the foot of the spurs at the back of Outram and cross the Whare Creek at its outfall. From this point the line would follow the south bank of the Taieri River as far as the outlet of Deep Stream. Near Mullocky Gully, and at Three O'clock peak the projecting cliffs would require to be pierced, but the line would be considerably shortened thereby. Between Big Creek and Christmas Creek a deviation could be made from the banks of the river up Fraser's Gully, joining the Taieri banks again by a short tunnel into Blacksmiths Creek. On reaching Deep Stream it wonld be advisable to cross the Taieri River, for the purpose of avoiding the lofty cliffs at the mouth of the Deep Stream and follow the north bank for some distance. Between Deep Stream and Nenthorne the river is for a considerable distance confined between rocky, precipitous cliffs descending sheer down to the bed of the river, thus necessitating the ascent of the line from the bank of the river to the terrace above. On reaching a point immediately above the Nenthorn, the line again crosses the Taieri, and running up Deep Stream, leaves the river bank for a distance of seven miles, and passes behind Mount Ross. From this place there would be no obstacle of any importance to prevent a branch line from being carried from the Strath-Taieri, connecting Macraes, Moonlight Flat, and surrounding country with the main line. Length of branch line, about 18 miles. Mr Hay also reported on the other two alternative lines — viz., via Totara Creek and Mullocky Gully. He says these lines would leave the Mosgiel to Outram Railway at a point about two miles from its commencement and, running up Totara Creek, or Mill Greek, a short tunnel would carry either line into Mullocky Gully. There is not much difference between the two routes; the one via Mill Creek being half-a-mile shorter than the other; but the other is thought to be the easiest of construction. Approximate estimated cost of constructing railway between Outram and Strath-Taieri, a distance of 30 miles, £165,000. Approximate estimated cost of alternative line via Mullocky and Taieri river to Strath-Taieri, a distance of 20 miles, £161,000. Neither of these estimates include rolling stock. 

LAND OPENED UP FOR SETTLEMENT. The following is a report by Mr W. Arthur, Chief Surveyor, showing an approximate estimate of the area of land available for settlement by the opening up of the Strath Taieri and Maniototo plains by railway: — Land fit for settlement— Outram to Taieri Lake 110,000 acres; Maniototo plains, 180,000 acres. Total: 290,000 acres. Land in the Ida Valley would amount to 70,000 acres more.  -Bruce Herald, 3/7/1877.

The branch line from Mosgiel to Outram was inspected and handed over to the government on Saturday. The party who inspected consisted of Mr Blair, District. Engineer, Mr Arthur, engineer, Mr Grant, general manager of railways, and Mr Todd, Government inspector of the line. The line was said to be in first-class order. Fishplates have been used instead of Isbetton's clip, and the jolting is not so great as on the main line. The line is a little over eight miles in length, and was commenced on September 3rd, 1875. Eighteen months was the contract time for its completion, but the late heavy floods greatly retarded the work. After the inspection was completed, the company were entertained at a dinner provided by the contractors — Messrs Henderson and Fergus. Several toasts were proposed. Mr Arthur, in the course of his remarks, said that the line cost £30,000. ($4,686,044 today) The trip from Outram to Mosgiel was completed in 17 minutes. Three trains are to be run daily. The line was opened for traffic without ceremony yesterday.  -Bruce Herald, 2/10/1877.

THE FLOODS AND THE RAILWAYS.

Although yesterday's rainfall was limited to a few light showers the flood in the Taieri Plain has not yet subsided and railway communication is still interrupted between Mosgiel and Waihola. The branch line to Outram is also partially submerged. The water is however now going down and it is hoped that by to-night the line between those places will be visible and the amount of damage ascertainable. The slips on the Tuapeka branch line are being removed expeditiously, and strenuous efforts are also being made to clear the north line but this it is feared will be a work of some time, heavy falls having taken place between Purakanui and Blueskin.  -Evening Star, 1/7/1879.

TELEGRAMS.

(PER PRESS ASSOCIATION'S SPECIAL WIRE.) 

DUNEDIN, Thursday. The Railway Department expect, to open through communication with Invercargill to Christchurch on Monday next. The principal damage done by the recent floods is the destruction of a 70 feet span of the bridge on the Outram branch line, which will have to be replaced. This work will occupy four or five weeks.  -Southland Times, 4/7/1879.

The various slips which occurred on the North line on Wednesday, owing to the heavy fall of rain, were all cleared away by Thursday morning, and the line put in working order. The trains all day yesterday were running up to time. The South line is also clear. The branch line to Outram was, however, impassable, there being 2ft 3in of water on some parts of it. Several attempts were made to reach Outram, but it was found impracticable. With the exception of the Outram line, the lines both North and South are clear and in good working order.  -Otago Daily Times, 2/7/1880.

On Tuesday afternoon a little boy, three years of age, and son of Mr Thomas Martin, guard on the Outram branch line, was drowned by falling into the Taieri River, a short distance south of the bridge, near Outram. It appears that while throwing things into the river he fell in, and was carried a distance of about 400 yards, when he was picked up quite dead. All attempts by Dr Stirling at resuscitation failed. Mr Martin will be sympathised with by many Milton friends. He is well known here, having been employed for some years in the Bruce Herald office, and being brother in law to the late Mr John Cunningham.   -Bruce Herald, 28/10/1881.

East Taieri Cemetery, DCC photo.

There was a wonderful escape from a serious explosion on the Outram branch line to-day. One of a number of barrels of powder in a tank, on being handled by a porter, took fire. The porter tried to put the fire out by rubbing with his hand, but only made matters worse. He threw the barrels to a distance, and with the aid of the stationmaster succeeded in putting the fire out by throwing water on the barrel. Phosphorus had been stored in the tank previously, and the friction in removing it caused the barrel to take fire. Probably if the powder had had to travel far the shaking of the train would have produced a similar effect.  -Lyttleton Times, 5/11/1881.

Telegrams

DUNEDIN, Tuesday. The weather now shows signs of clearing up. No damage is reported, though up to noon to-day rain was constant. The train on the Outram branch line from the Taieri Plain was unable to get through this evening, the line being under water — in some places about a foot.  -Southland Times, 3/5/1882.

News of the Outram Line through the rest of the 19th and early 20th centuries is largely confined to the periodic closures and reopenings caused by the flood waters from the Taieri River and the Silverstream. Until...


MEETINGS. 

OUTRAM TOWN BOARD. 
ALL THOSE INTERESTED in the RETAINING of the OUTRAM BRANCH RAILWAY are invited to attend a PUBLIC MEETING, to be held in the Drill Hall, Outram, on MONDAY, November 23, at 8 p.m.  -Otago Daily Times, 21/11/1931.

OUTRAM RAILWAY

RESIDENTS REALISE ITS NECESSITY 

About eighty persons attended the meeting held in the Outram Town Hall last night. It was convened by the Town Board and the West Taieri Branch of the Farmers’ Union. Those present represented all classes orchardists, market gardeners, farmers, and business men. 

Mr A. Hendry, chairman of the Town Board, presided. He said that the district was faced with the possibility ot this branch line being closed, and as that would be a serious thing for the community and a large district the meeting had been called with a view to ensuring all possible support for the railway. The line was essentially necessary. He commented on the fact that this branch had been debited with approximately £2,000 annually for interest, and contended that as the branch had paid well the inference was that had the finance been properly arranged the cost would have been written off some time ago. The people of the district must get behind any movement for the retention of the line. Any improvement in the revenue would strengthen their argument for review by the Railway Board of the decision to close the line. 

Mr A. Blair, representing the Taieri Countv Council, said that he was a big user of the Outram line and realised that its closing would mean a serious loss to producers. The increased taxation was due to the use of the roads for heavy traffic, and he contended that to use the roads for that traffic when the railway was available was not economical. 

Mr A. Grant, representing the West Taieri Branch of the Farmers’ Union, remarked that farmers would be at a great disadvantage if line ceased to operate. He assured the representative of the Railway Department that he could rely on the farmers for full support in any action that would assist in keeping the line open. 

Mr J. Adams, speaking on behalf of the trading community, said that though most of their goods were highly rated the persons whom he represented endeavoured where possible to give their traffic to the railways, even though it meant putting them at a money disadvantage. He suggested that other Government departments could do more by way of diverting traffic to the railway by arranging that contracts and tenders in the district should operate from the nearest railhead.

Mr D. S. Broughton, commercial agent for the railways, outlined the attitude of the Railways Board towards non-paying branch lines, and drew attention to that board’s recent statement on the subject. During the last two years the revenue from the Outram branch had fallen considerably, despite the prosperity of the district and the fact that production had apparently increased. There had obviously been a drift to other means of the transport of commodities that could have been carried by rail. The position was to a great extent in the hands of the people, and it was for them to say whether the diversion of the traffic from the railway was to continue. The time had come when the general taxpayer would no longer contribute to supply railway facilities to districts in which the people preferred to patronise what they erroneously considered cheaper traffic. Mr Broughton went on to show how increased taxation was brought about by the duplication of transport, and he gave a review of the railway rates, showing that the existing tariff had been compiled in the interests of primary producers. Seventy-five per cent. of New Zealanders would be adversely affected if the railways were cut out. Absolute co-operation in support of the railway by the residents of any district was the only genuine indication of their desire for their line, and such support was necessary to justify an appeal for the retention of the line. 

It was moved by Mr A. Adams, seconded by Mr A. McDonald (representing fruitgrowers) that those present give full support to this branch line and support all possible traffic for it, with a view to keeping the branch open. 

Mr Blair moved a vote of thanks to the representatives of the Railway Department, and this was carried heartily with cheers. 

The proceedings were enthusiastic and unanimous.  -Evening Star, 24/11/1931.

It is to be imagined that similar meetings were held when the proposal was made to close the Outram branch line in 1953.  As my main research source, "Papers Past," ends at 1950 for copyright reasons, I have no access to newspaper reports from that time.  Wikipedia reports that, by the early 1950s, rail traffic to Outram was almost non-existant.

These days, the line can be traced with the aid of a map.  The piles of the bridge over the Taieri River are still to be found and, to the north of the river, School Rd uses the embankment made over the swampy area of plain.  The old fences beside the road use many railway sleepers, some still with spikes embedded, and there are even old rails to be found - stacked but not removed after they were taken up.