THE PUBLIC WORKS STATEMENT (excerpt)
Otago Central: The works in progress on this line extend over a distance of 32 miles. The formation of the Wingatui section is finished, ready for the rails, and a small quantity of work was done on the Hindon section during the early part of the year by the unemployed. The Deep Stream contract, let in 1882, was abandoned by the contractors shortly afterwards, and the works have not yet been resumed. The formation of the Nenthorn section, which is the last of the rough country, is progressing rapidly. In connection with the Otago Central Railway, I am of opinion that a great mistake has been made in not forcing on the construction of the first portions of the line, especially the Wingatui viaduct, so that the materials for the Hindon and Nenthorn sections could be taken up by rail, instead of being carted so far by road, which must materially increase the cost of construction. The Wingatui viaduct will take fully two years to complete, and until it is completed it will be a great bar to the progress of the works higher up the line. -Auckland Star, 25/10/1884.
NEW ZEALAND RAILWAYS.
OTAGO CENTRAL RAILWAY.
WINGATUI VIADUCT.
PRELIMINARY NOTICE.
IT is intended to call for Tenders for the manufacture in the colony of the Wingatui Viaduct, of wrought iron, over the Mullocky Gully. The drawings and specifications are expected to be ready about the 12th November. Particulars in future advertisements.
By command, JOHN BLACKETT, Engineer-in-Chief. Public Works Office, Wellington, 28th October, 1884. -Evening Post, 28/10/1884.
THE WINGATUI VIADUCT
[By Telegraph.]
(FROM OUR OWN CORRESPONDENT.)
Wellington, November 5,
The Wingatui viaduct formed the subject of some discussion in the House this afternoon Mr M. J. S. Mackenzie asked if an earthwork embankment and culvert might not bs advantageously substituted. Mr Fulton supported the idea, and pointed out that if it were adopted the result would be to provide work for the unemployed. Mr Fergus opposed the proposal from an engineering point of view, and in regard to the unemployed said these would soon be absorbed by other works which would become available in the district. The Minister for Public Works said that the earthwork would cost over £6000 more than the viaduct, and the design of the latter had been altered so that it would be manufactured in the Colony. He intimated that on other grounds, also, it would be inadvisable to make the change suggested, and the matter then dropped. -Otago Daily Times, 6/11/1884.
OTAGO-CENTRAL RAILWAY.
WINGATUI VIADUCT PIERS AND SUPERSTRUCTURE CONTRACT.
Public Works Office. Wellington, 17th November, 1884.
TENDERS will be received at this office until Noon of MONDAY, the 22nd December, 1884, for the above Contract. They are to be marked on the outside "Tender for Wingatui Viaduct Piers and Superstructure Contract," and addressed to the Hon. the Minister for Public Works, Wellington. Telegraphic tenders, similarly addressed and marked, will be received if presented at any Telegraph Office by Noon of the same date, provided that written tenders are lodged at any District or Resident Engineer's Office by the same hour. Specifications, drawings, and general conditions may be seen at this office and at the Public Works Offices, Auckland, Wanganui, Christchurch, and Dunedin. The lowest or any tender not necessarily accepted.
By command. JOHN BLACKETT, Engineer-in-Chief. -Wanganui Chronicle, 24/11/1884.
There is some hope that the Otago Central railway will now be rescued from the dismal abyss of non-progression in which it has slumbered for the last five years. Under the Atkinsonian regime hope was annually excited by the placing of considerable sums on the Estimates for the prosecution of this work, and correspondingly depressed by the passive obstinacy which gave no effect to the votes of Parliament. Out of the £300,000 assured for construction by the schedule to the Three-million Loan Act only £20,000 has been expended, and this principally in repairing work previously done. But there are now signs of activity which should gladden the advocates of this most important line. A contract for the five tunnels on the Hindon section has already been let. Tenders are called for the formation of the Deep Stream contract, which has been twice taken in hand and twice abandoned by the original contractors and their sureties, and other tenders are invited for an iron viaduct over the Mullocky Gully —erroneously designated the "Wingatui" viaduct. But there is no need to quarrel with a name, if the viaduct is built in the proper place. Touching this latter work, it is rumoured that a strong effort was made in certain quarters to have it constructed of earthworks; but wiser counsels prevailed, and our local foundries will have an opportunity of showing what kind of work of the necessary description they can turn out. It is not a small undertaking. The height of the viaduct in the centre will be 150ft, which is very little less than that of the celebrated Taradale viaduct on the Melbourne-Castlemaine line in Victoria. The Deep Stream contract, also, is a very stiff piece of work, although only four miles in length, consisting chiefly of rock-cutting, and the failure of the former contractors to fulfil their contract should serve as a warning to tenderers not to fix the price at too low rates. Had the Wingatui and Hindon sections of the railway been constructed on any sensible plan, the Deep Stream should now have been approachable by the line itself. But, unhappily, the Hindon section was reserved as a sop for Cerberus, who in this case is represented by "the unemployed," and so it has lingered on from year to year at an immense cost and great inconvenience to the country, compared to which the establishment of soup-kitchens would have been a mere bagatelle. And the Wingatui section has been suffered to drag through nearly five years, when two years was the limit of the contract. But it is useless to hark back upon the weary past. The present Government appear to mean business, and there is at last a prospect of the Otago Central railway becoming a reality, which some had not unreasonably begun to despair of. -Otago Daily Times, 25/11/1884.
The contract for the Deep Stream section of the Otago Central Railway has been let to Messrs Miller and Smillie, of Oamaru, for L82,874, and that for the ironwork of the Wingatui viaduct over Mullocky Gully has been secured by Messrs Sparrow and Co., of this City, for L13, 922. Both contracts are to be completed, as per specifications and conditions, in August, 1886. -Evening Star, 29/12/1884.
RAILWAY WORKS.
THE OTAGO CENTRAL RAILWAY.
The Wingatui formation contract having been completed, it is anticipated that tenders for the platelaying on this section will be called for shortly. The contract extends for six and three-quarter miles from the junction with the main line at Wingatui, At the end of this section comes the Wingatui viaduct, tenders for which have already been called for. The viaduct will cross a deep ravine, at the bottom of which runs the Mullocky Gully Creek. It is to be built of wrought iron, to consist of three spans of 106ft each, and five of 66ft each. It will stand on iron pillars, and will be no less than 140ft above the level of the creek. Tenders are now invited for the completion of the formation of the Hindon section, which extends from the end of the Wingatui section to the Deep Stream. On this section, as is generally known, a great deal of work has been done at different times by men for whom employment was found by the Government when the labour market was dull, and the section has in fact become known as the "unemployed's section." The section is a long one, extending to nearly 20 miles from the junction, but upon it there now remains to be done only about three miles of formation. The tenders for this work will be due on the 24th inst. On this section, but as a separate work, there are five tunnels, the contract for the driving of which has been let to Messrs O. and J. Gore. These tunnels are — the Mullocky tunnel, 152 yards; Duck Point, 127 yards; Mount Allen, 154 yards; Ross Point, 72 yards; and Machine Creek, 42 yards. This contract has been in hand for some time, and a considerable number of men are employed upon the work, which is to be completed by May 26, 1886. After this comes the Deep Stream section, the formation of which is now in progress. The length of this section is four miles 22 chains, and the contractors (Messrs Miller and Smillie) have over 150 men employed on the work. Satisfactory progress is being made with this contract, which is to be completed in August next year. After this there is another section in hand, the Nenthorn section, which is nine miles 12 chains in length. Messrs R. Meikle and Co. have the formation contract, and are making good progress with it, having a large staff of men employed. This work is to be finished in May 1886. When these works are completed the Otago Central railway will be formed for a distance of 33 miles from the Wingatui junction; the heaviest work between Dunedin and the Strath-Taieri will have been accomplished, and the Strath-Taieri will be virtually opened. From the end of the Nenthorn section the course of the railway, for a considerable distance towards the interior, runs through tolerably level country, and presents no engineering difficulties. -Otago Daily Times, 19/2/1885.
The Engineer-in-Chief, in his annual report on railways, stated inter alia that one of the most important works on the Otago Central Railway was the bridging of Mullocky Gully. After careful consideration, he added, “it was decided to take the railway across the valley on an iron viaduct of eight piers — three of 106ft and five of 66ft, called the Wingatui viaduct. The girders, which are on the lattice principle, are supported by stone abutments, two concrete piers, and five braced malleable iron piers. Tenders were called for the manufacture of the iron-work in the Colony, the unwrought materials only being imported. After fair competition, a contract has been let on favorable terms. A contract is also in preparation for the masonry and concrete works which are of considerable magnitude." We have referred to this viaduct, and quoted what Mr Blackett had to say on the subject in March, 1885, because it must be clearly understood that until this particular work is completed the sections now being proceeded with, or about to be taken in hand, will be absolutely cut off from Dunedin. The Minister of Public Works will probably take the opportunity in his Statement to-night of enlightening us as to how the contracts for the viaduct are progressing. -Evening Star, 25/6/1885.
WANTED, a good Bridge Carpenter for Wingatui Viaduct. Apply, sharp, R. Sparrow and Co. -Evening Star, 3/8/1885.
WANTED, two good BOILERMAKERS for Wingatui Viaduct; wages 10s per day and found. — Apply R. S. Sparrow and Co. -Otago Daily Times, 10/9/1885.
WANTED, Sailorman, accustomed to erecting tackle; etc., for Wingatui viaduct. Apply sharp, R. S. Sparrow and Co. -Evening Star, 2/10/1885.
Full advantage was taken of the glorious weather to-day for an outing. The steamers which ran to the Heads were liberally patronised, the Volunteer review there being an additional source of attraction. The engineers held a picnic at St. Clair; the United Wesleyans had a similar outing; and a number of ladies and gentlemen accepted an invitation from Messrs Sparrow and Co. to see the Wingatui viaduct on the Otago Central line. -Evening Star, 9/11/1886.
THE WINGATUI VIADUCT.
An excursion was made by a number of people yesterday to Mullocky Gully, for the purpose of seeing the Wingatui viaduct. The journey was made at the invitation of the contractor for the work, Mr R. S. Sparrow, by whom all the necessary arrangements for the day’s outing were carried out. The party, numbering about 100 ladies, and gentlemen, left the Dunedin Railway Station by the 9.15 a.m. train, and got out at Wingatui. Here they had to make the best of the accommodation afforded by trucks, it being impossible to secure carriages. The day being fine, however, no inconvenience was felt in consequence of the mode of transit, and the trip along the ten miles of the Wingatui section of the much-talked-of Otago Central line of railway proved very enjoyable to most of the travellers; the country passed through was quite new, and there was much to interest them in the rugged scenery which presented itself on either hand.
As soon as the site of the viaduct was reached all of the sterner sex, at any rate, made every haste to inspect the stupendous work that is being carried on. The site is just beyond the old mining township of Mullocky Gully, which, by the way, greatly resembles the Blue Spur, near Lawrence. An idea of the exact nature of the viaduct can hardly be obtained from a description, but a few details in regard to it will no doubt prove interesting. The declivity between the two hills spanned is a rather sharp one, and the bridge is 154ft from the very insignificant creek which pursues its muddy way at the bottom. So far as the height of the viaduct is concerned, we understand that it takes the premier place in the Colony; among works of the kind. The structure is a lattice girder bridge, and is unique in design. It consists of eight lattice girder spans, sustained by two stone buttresses and seven piers, two of concrete and five of iron — what are known as 16in box or square piers. The length between the outside of the abutments is 690ft l0in, the width between the centres of the handrails 12ft 8in, and the height from the creek to the top of the parapet 153ft, or from the foundations 154 ft. 8in. The first two spans from the town end are 66ft each; next there are three great spans of 106ft; and the remaining three are the same as the first two — 66ft spars. The first pier on each side of the viaduct is of concrete, and the remaining five are of wrought iron — one of 41ft, two of 49ft each, and the two centre piers each 109ft 6in in height. Messrs Black and Allison, of Dunedin, were the successful tenderers for the masonry and concrete work, and have completed their work, which comprised the foundations, two concrete piers, and the abutments; which are of schist. Some idea of the extent of this work may be gathered from the fact that it consists of 6,240 tons of masonry and concrete. By far the larger part of the work is of course the ironwork, and with this good progress is now being made the contractors — Messrs R. S. Sparrow and Co. — having imported a large amount of machinery to enable them to carry out their contract. The iron for the bridge was brought to the Colony in the shape it leaves the rolling mills, and has been cut, shaped, and parts rivetted together at the works in Dunedin. Every bolt and rivet in the bridge has been made in the Colony, Mr Sparrow having imported special machinery for that purpose, as well as a hydraulic riveting machine similar to the one used on the Forth Bridge at Home, and a right and left hand shearing machine, combined with a beam-header. Some time was necessary to get this plant and the material required, but the delay in connection with the work has been caused chiefly by the severe frosty weather making it impracticable for the concrete work to be done expeditiously. A good deal of the iron work has been ready in town for some time, but the erection of the bridge was not begun until about the middle of last September. Satisfactory progress is now being made. The first two spans have been erected, and one of the largest spans (106ft) is now nearly finished. It has been put on the level of the lower concrete pier basis. Two of the wrought iron piers are also being erected, and as the piers rise the girder will be elevated by means of hydraulic appliances designed and manufactured by the contractors specially for this purpose. The girder will weigh about forty tons, but it will be lifted over 100ft above the place in which it now rests without any manual exertion, and so gradually that its motion will be imperceptible. As the girder ascends the bracings of the piers will be riveted, and when it reaches the same line as the concrete base of No. 3 pier a tramway will be laid across the girders, and the material for the piers and spans on the further side of the gully will be led across. After this the piers from the bottom of the gully will be finished, the spans being lifted to the same height as the 66ft spans — the permanent level of the bridge. The three long spans are the only ones that will be lifted by hydraulic power, the others being built on staging. At the present time fourteen men and seven boys are employed on this contract at Mullocky Gully; but most of the work is done in the City, and shortly it will be practicable and profitable to increase the number of hands engaged in erecting the viaduct. The work is being done under the direction of Messrs Sparrow and Co.’s manager (Mr Roberts) and of their working foreman (Mr Henderson), and in its progress it is supervised by Mr G. L. Cook (resident engineer) and Mr William Barclay (Government inspector for this work).
A very spacious marquee had been erected for the purposes of a luncheon tent, and thanks to the wise supervision exercised by Mrs Sparrow, every provision was made for the midday meal. The afternoon was spent after the manner peculiar to all picnic parties. A few of the more active members of the company took a walk over the hills and saw all that was to be seen. Others satisfied themselves with a quiet chat or strolled to the viaduct for the purpose of a further examination of its wonders. An opportunity was presented for dancing by the presence of a few musicians, and was largely availed of. Late in the afternoon there was some toasting. The healths of “Mr and Mrs Sparrow and all the little Sparrows" were first proposed by Mr A. Burt, who referred to the capital arrangements which had been made for the comfort of the guests. Regarding the viaduct, he said that a few years back its contraction could not have taken place in the Colony. Thanks, however, to the present Government an opportunity had been given to colonial workers, and all the labor in connection with the making of the bridge was being done at Mr Sparrow’s foundry. Mr Sparrow, in returning thanks, said that on several occasions the ironworkers had tried to induce previous Governments to get ironwork done here; but somehow they never succeeded in getting anything but promises, of which not one had been fulfilled. The present Government, however, lost no time in-calling for tenders and getting several bridges in hand, of which this was the hugest and most expensive. A large number of men had been on this work for the last two years, who otherwise would have had to go Victoria or to have swollen the ranks of the unemployed. He hoped the time was not far distant when he should invite his guests to be present at the completion of the work. — The healths of Messrs W. N. Blair (designer of the bridge), Barclay (Government Inspector), and Cook (Government Engineer) were afterwards pledged and finally the ladies were toasted.
The return trip was commenced about halfpast four and Wingatui station was reached luckily just before the steady downpour of rain set in which discomfited excursionists. -Evening Star, 10/11/1886.
GOVERNMENT NOTICES.
NEW ZEALAND RAILWAYS.
OTAGO CENTRAL RAILWAY.
EXCURSION TRAIN TO WINGATUI VIADUCT.
THURSDAY, 21st APRIL, 1887.
On THURSDAY, 21st APRIL, a CHEAP EXCURSION TRAIN will leave Dunedin for Wingatui Viaduct at 11.15 a.m., returning from the Viaduct at 3.45 p.m.
The Return Fares from Dunedin, Caversham, Burnside, and Abbotsford will be: — First Class, 3s Second Class 2s 3d. By order. -Evening Star, 15/4/1887.
The Railway department have arranged to run a cheap excursion train from Dunedin to the Wingatui viaduct on Thursday, 21st inst. This is the first time the public have had an opportunity of visiting this locality, and the cheap fares should induce a large number of persons to avail themselves of the trip. -Otago Daily Times, 15/4/1887.
EXCURSION TO WINGATUI VIADUCT.
The first excursion by train on the Otago Central Railway was made yesterday. The railway authorities had considered the lateness of the season in choosing the tim for the departure and arrival of the train, and, favored by delightful weather, all the excursionists appeared to enjoy the outing. About 800 persons left town by the train at 11.15 a.m. Wingatui was reached at 11.55, when the passengers changed to carriages on the Central line. Leaving the main line at right angles, a run across the plain was made over the Silverstream to the foot of the hills. Here it became uphill work, for about three miles, and the sinuous track, constantly ascending, reminds one of the Lawrence line. The up journey took forty minutes, against twenty-five minutes on the return to the main line. Some heavy cutting work has been done, and the country is exceedingly rough, for in yesterday's short journey of eight miles no less than three tunnels have to be passed through. A sight of the viaduct is gained through an opening in the hills, and emerging from a tunnel the train was pulled up sharply, and the excursionists found themselves in front of a big iron bridge spanning the gully, and on which a dozen or so of men were busily at work. The photographers, of whom there were no less than five with the party, were soon at work obtaining views of the bridge from every coign of vantage. The bridge itself looks a light airy structure, and it is only after a careful inspection that one can believe that the middle piers are 150ft high. The work was started in September last, and is expected to he completed in six weeks. This will make available a run of seven miles further — or fifteen miles in all — and then another gap in the shape of an unfinished bridge is met with. Yesterday the majority of the excursionists picnicked along the sides of Mullocky Gully. The buildings in the neighborhood are mostly mud houses, and half a-mile or so distant the the gully ends in the valley through which flows the Taieri River. The continuation of the railway winds some distance round the hillside just above the river. At 3.45 a start homeward was made, and Dunedin was reached at 5.15. Mention deserves to be made of the splendid view of the Taieri Plain gained on the home journey, just before descending the hill. The position is exactly opposite Saddle Hill, and the Plain cannot be seen to better advantage oh a fine day than from this point of the line. -Otago Daily Times, 22/4/1887.
RURAL RAMBLES.
WINGATUI VIADUCT.
When my ramble to West Taieri on Good Friday was penned there was very little apparent prospect of a trip on the Otago Central line being obtained for an indefinite period to come; but the surmise then expressed was an erroneous one, as the railway manager organised a trip to the famed viaduct on the 21st inst. A more propitious day could not have been selected for the purpose — bright and warm, with only an occasional puff of wind simply as a reminder that in the district it could blow if the elements so designed it. The complement of excursionists was a very fair one, being about 800 all told, and everything went on as pleasantly as the most fastidious could desire. No doubt a little delay and trouble occurred at the junction in changing carriages, both going and returning, but these slight occurrences are almost unavoidable on a first trip on a new line of road. Leaving the city at 11.15 o'clock we were safely deposited at the viaduct shortly after 1 o'clock, and all alighted and betook themselves on their tour of inspection of the works, or a ramble, as fancy inclined them. Several of the passengers being of sporting proclivities were provided with arms and ammunition, and betook themselves to the ranges in quest of sport, and, judging from the number of rabbits which were included in our home freight, they got their desires very well satisfied. The great majority, however, remained near the termiuus examining the iron structure which they had come to see, and very much surprise and gratification were expressed at this triumph of engineering skill, and the substantial and satisfactory manner in which the practical part of the work has been carried out.
THE RUN ACROSS THE PLAIN through the highly-cultivated, fertile farms of Messrs Andrew, Gow, Shaw, and other wellknown settlers was a very pleasant one; the line being perfectly straight and well ballasted, very little jolting was experienced. The ascent is, as might be expected, a very tortuous one, some heavy cuttings requiring to be made to obtain a practical grade, and in the short distance before reaching the viaduct four short tunnels are passed through. The glimpses of the hillsides obtained showed that they had received a large share of agricultural labour, as they were clothed with a rich sward of verdant pasture, which, combined with a considerable amount of shelter, afforded by the irregular contour of the ground, made the district very suitable for sheep and cattle grazing, — quite a contrast to what is found further inland. There is, too, quite a little village or colony on the small vale, which stretches a short distance at the foot of some of the ridges, the juvenile population of which seem considerable, judging from the number who had turned out to witness the unwonted sight of a crowded passenger train. Immediately on landing, we set out on
AN EXPLORATION JOURNEY ALONG THE LINE, the section formed by the unemployed being the one connecting with the viaduct. About a mile brought us to the Taieri river, at this period to all appearance a small and insignificant-looking creek of very dirty water, but in time of flood carrying a mighty volume of water on to the plain, and in former days doing very great destruction, although now, by protection works, brought under control. Having only three hours at command the tramp was limited to six miles each way, and as the road was firm and clear no interruption occurred. Giving a candid opinion on the line of route and the country through which it passes it must be at once admitted that it is not all interesting or attractive. Closed in on either side by hills of moderate altitude and uninviting appearance, there is hardly a peep of landscape to be obtained which attracts attention or rivets itself on the memory. A sameness pervades the whole, which becomes somewhat tiresome, particularly as one looks on a piece of land devoid of vegetation except bracken, ferns, and little clumps of manuka scrub scattered here and there. I am afraid it will tax the ingenuity of the husbandman to turn it into practical account, unless he follows the example of the Knights of Malta and forms terraces and carries up soil on which to produce crops. A very bad estimate would be formed of the prospects of the pecuniary advantages likely to result from the construction of the Otago Central railway were the opinion based on the opening sections along the banks of the Taieri; but it is satisfactory to know that the country beyond is very suitable indeed for settlement and different industries.
The six miles traversed will form easy running, as there are neither heavy grades nor sharp curves encountered. On no one spot, however, could the eye rest on an acre of land fit for tillage, except a small piece of flat on the edge of the river, which in floods will be covered, if not at some time or other altogether swept away, a contingency which the railway officials apparently do not consider improbable, for, as a protection for the line, in some parts of the beach attempts have been made to grow willows, which are here and there proving successful.
But we must now return to the viaduct, which we did in good time for the train, and give
A DESCRIPTION OF THIS INTERESTING WORK. By the way it sounds somewhat out of place to old identities to hear this called Wingatui viaduct when it is actually about 10 miles distant across the plain from the hill which bears the name, and is one of the stations on the South line. Surely a more appropriate title might have been conferred on the work. The question of the meaning of the Maori word Wingatui having been brought up, one of our party gave it on the authority of the late Mr I. N. Watt, who was one of our best native linguists, "the little god" in contradistinction to his mighty rival on the opposite side named Maungatua, "the great god." An M.H.R., who happened to be a member of our party, however, stated that he had submitted the question to the native interpreter in the House, and the only explanation he could give was that the word was mis-spelt and that the original meant the watering place of the tui. As there is neither bush, water nor tui around Wingatui, however, this interpretation is not at all so apt as the other. Possibly Mr Vincent Pyke, M.H.R., may come to the rescue.
THE VIADUCT was decided on in order to form a connection for the line between the two ridges, in preference to bridging and embanking, as in the opinion of the engineers the former would prove the cheaper and better method. The creek, which runs in the bottom of the gully, is, at its best, but a small volume, and an ordinary bridge would have suffice to cover it; but the immense quantity of material that would require to be tipped in to fill up the space may be gathered from the dimensions which are subjoined.
The length of the viaduct is 690ft, divided into eight spans, the widest of which stretches 106ft, the others 66ft. The height of the line in the centre from the bed of the creek is 154ft, and the width of the platform or carriage way 12ft 8in. The pier at the base has a width of 33ft. To an inexperienced eye the whole structure looks very slender, and many would contemplate with a shudder the idea of the immense weight of a freighted train passing over it at an average rate of speed, and would be very chary about committing their precious selves to the experiment of first crossing. In fact many such statements were made, and a great number of listeners gave a silent assent to the words of wisdom so uttered. It is consolatory, however, to remember that strength and durability are not to be estimated by bulk, else the corpulent would in all cases outdo the slender. The secret of strength lies in the accuracy of calculation as to the bearing points, the precision and truthfulness with which each part is put together, and the trustworthiness of the material employed. Judging from past experience of the engineering staff on our lines, and the care and attention they have hitherto bestowed in designing and carrying out the various difficult and elaborate works which they have been required to perform, it is not too much to assume that in this instance also the solidity and endurance of the structure have been fully considered, and that the public, when the viaduct is opened for traffic, may rest assured that they are passing over a piece of the line almost as safe and secure as if it were placed on the natural formation.
The total cost of the viaduct will be £22,500, and it is expected to be completed in about a month's time. Messrs R. S. Sparrow and Co. were the contractors.
I.M.I. -Otago Witness, 29/4/1887.
THE WINGATUI VIADUCT.
The Wingatui viaduct was officially inspected this afternoon by Mr W. N. Blair of the Middle Island Railways, accompanied by the District Engineer (Mr Ussher), the Resident Engineer (Mr Cook), and Mr Low, of the Railway Department. The bridge was tested with the heaviest engines in every possible way — standing and running — with the most satisfactory results. The formal opening of the bridge will take place to-morrow afternoon. -Evening Star, 24/6/1887.
THE WINGATUI VIADUCT.
The formal opening of the Wingatui Viaduct took place this afternoon, a special train put on by the contractors leaving the Dunedin railway station at 12.55 p.m. Among the excursionists we noticed the Hon. the Premier, Mr V, Pyke, M.H.R. (who turned the first sod of the Otago Central on June 7,1879), Professor Black, Mr W. N. Blair, Assistant Engineer-in-Chief, Messrs W. D. Stewart, T. Fergus, and A. H. Rosa, M.H.R.S, L. Q. Beal, J. Edgar, A. Solomon, A. Lubecki, E, B. Cargill, J. Roberts, Dr Brown, W. H. Pearson, Henderson, Dr Belcher, J. Hackworth, E. P. Ussher, O. McQueen, A. Grant, Harraway, H, Mackenzie, Hon. T, Dick, S. Solomon, Whitson, Moody, Shin, D. D. Macdonald, and others.
The viaduct is the largest structure in New Zealand, and probably of its kind in the Southern Hemisphere. Locally also it has special interest, inasmuch as the necessary material was wholly manufactured in Dunedin or on the ground — even to the bolts and rivets. It crosses the gully at Mullocky Gully. The question of building a viaduct or the construction of an embankment was fully considered and it was found that not only would the embankment be so huge an undertaking as to be almost without precedent, but that the viaduct would be the most cheaply constructed; so it was determined on. The length of the Viaduct is 690ft; and there are eight spans — three of 106ft each and five of 66ft each. The strongest piers those next to the abutments are of concrete; and the main piers, five in number, are of malleable iron, resting on large foundation blocks of concrete and masonry. The largest of these blocks is 40ft long by 25ft wide and 12ft deep. The girders are of malleable iron of the usual construction. The total height of the bridge from the creek bed to the level of the top of the buttress is 154ft 8in. To give some idea of the towering height of the structure, it may be mentioned that to the summit of Knox Church spire is 150ft, and of the First Church 175ft. There are 3,850 cubic yards of masonry and rubble in the bridge, and 574 tons of iron. The cost of the work is L22,000. The masonry was done by Black and Allison, their contract being about L8,000. The iron work was supplied by Messrs R. S. Sparrow and Co. and cost about L14,000. The smaller girders were built in their places; but the main girders were built on the ground and raised by hydraulic presses specially designed and made by Sparrow and Co. The girders weigh forty tons each.
The work has been carried out with the greatest possible care and skill, and so well has the design been worked to that the contractors say that of the 108,000 rivets in the structure there is not one more nor less than what is shown in the contract. This may not be literally correct, but we believe that no alteration whatever has been made to the design. The work was carried out under the supervision of the District Engineer (Mr Ussher); but the man immediately in charge of it was the Resident Engineer (Mr Cook), who has lived on the ground and seen to every detail, along with the inspectors (Messrs Fraser and Barclay). The last-named gentleman had special charge of the ironwork. The manufacture of the work was chiefly supervised by Mr Roberts (Mr Sparrow’s foreman), and the erection by Mr Henderson.
The bridge was tested yesterday by Mr Blair, Assistant Engineer-in-Chief (who came down from Wellington specially for the purpose) with two of the heaviest locomotives, standing and running over the viaduct in all possible ways. The weight upon each span was about 103 tons, and the deflections were taken with self-registering appliances specially made for the purpose, which showed the deflections with all variations of the load. The result has been beyond all expectation, the test being thoroughly satisfactory. After passing over the viaduct Sir R. Stout declared it open. Mr John Roberts (chairman of the Taieri County Council) proposed the health of the engineer and of the contractor. Messrs Sparrow and Blair replied. -Evening Star, 25/6/1887.
THE WINGATUI VIADUCT.
About 150 gentlemen went out to Mullocky Gully on Saturday afternoon for the purpose of witnessing the formal opening of the Wingatui viaduct. In addition to those we mentioned in our Saturday's issue there were present — Sir Henry Marsh, Mr Justice Williams, Professor Shand, Messrs J Fulton, Scobie Mackenzie, James Mills, and W. Barron, M.H.R.s, the Mayor of Dunedin, Messrs G. L. Denniston, K. Ramsay, J. Robin, J. T. Mackerras, R. B. Martin, J. H. Morrison, J. B. Thomson, and others.
On arriving at Mullocky Gully at a quarter past two o'clock the heavy train at once passed over the bridge, which only showed a very slight deflection. Some of the passengers left the train on the south side and walked back over the bridge; but most of them descended to the bed of the creek, and from that point gained a most imposing view of this remarkable structure.
THE OPENING. After the bridge had been inspected, and light refreshment had been partaken of, Sir Robert Stout rose and said: Gentlemen, in the absence of my colleague the Minister for Public Works, who is unable to attend owing to pressure of business, I have been requested to declare this viaduct open. In doing so I may make one or two remarks. It is now eight years since the first sod of this railway was turned by Mr V. Pyke, and I regret that it is only now, after eight years, that we are able to open this viaduct. I had hoped that ere this we should have been taking part in the opening ceremony right up to the Dunstan at least. However, I hope that that time will soon come. We have now some thirty-three miles of railway formed, and a contract has just been let this last week for all the masonry in connection with the intervening bridges, and I hope that at no distant date, at all events, we shall be able to open the line, so far as our funds will allow — viz., to Middlemarch. I have no doubt that all of you wish success to the line, and those persons who know the country beyond will recognise that this is one of the most important lines that we could have — at all events in this provincial district. I shall not say more, but only ask you to wish success to the further prosecution of the line; and I hope that whoever may have the management of our affairs will not cease in their efforts to push forward the line until it has reached the Upper Clutha Plains. I now declare the viaduct formally opened.
Mr V. Pyke, M.H.R., said that he could not leave the spot without saying a word or two. He did not profess any great feeling of exhilaration on the present occasion. On the contrary, he felt somewhat depressed to think that this was the ultimate result of nine years' hard striving to push the railway ahead. It was exactly eight years in this month of June since the first sod of the railway was turned down near Mosgiel. He dared not say all that was in his heart and on his lips with regard to this subject, for if he did he would give offence to some who now professed to be warm friends of the railway, and who, when they had the power of building the railway, did their utmost to prevent its construction. He would say this, altogether independent of party: that the present Government had done more to push forward this railway than had ever been done before. That meed of praise was certainly due to them. Before those who were now present there was not the charming scenes of the smiling homesteads and the sunny vales that he had so often pictured, but he begged them to remember one thing — the gates to Paradise were barred, but one of the bars had been removed by the building of this viaduct. There were very few bars beyond this one, and he ventured to assert positively that when once the line emerged into the plain there was nothing but good land available for settlement, and such as they ought to settle. If the people of Dunedin wanted prosperity, every one of them should do his best to force on the completion of this line. What was needed was more population. But what were they going to do with more population? Were they to stand about the streets, or were funds to be provided to keep them in the cities? No. The people must be sent out into the country — they must be settled on the land; and if, as might be done, an enormous number of people were settled on these lands, it would be for their own benefit, for the benefit of the people of Dunedin, and for the benefit of the people of the Colony generally. — (Applause.)
Three cheers were then called for, and given heartily for the railway, and one more for the Premier.
Mr J Roberts, chairman of the Taieri County Council, said be had been asked and had very willingly consented to undertake the task of proposing the toast of "The Engineers and Contractors for this bridge." He might say that they had had a most arduous and difficult task to perform in the construction of this most extensive work, and it must be gratifying to all concerned to see the successful issue that had resulted. He need not say anything in praise of their old and esteemed friend Mr Blair, who was the principal engineer and had designed the bridge, which certainly reflected great credit upon him; or of Mr Ussher, the district engineer, who had had the immediate construction of the work under his particular care. Mr Cook had been the resident engineer, and to a large extent credit was due to him for the successful carrying out of the work. Credit was also due for the care and foresight and constant supervision of Messrs Fraser and Barclay, the inspectors, who had had a very considerable share in the work connected with the bridge. The contractors (Messrs Sparrow and Co.) were deserving of very great credit for the way in which he understood they had carried out the work. He was told, too, that the specifications had been so complete and so exact that, as the contractor put it, he believed every bolt had been detailed. At any rate tie specifications had been so complete that there had been no extras whatever. Next to Mr Sparrow came a name-sake of his own, Mr Roberts, who was Messrs Sparrow and Co.'s foreman; and there was also Mr Henderson, who had had a good deal of responsibility in connection with the work. These were the principal parties connected with the contract. He might mention that the entire bridge cost about L22,000, L8,000 of which had been spent on the foundations and L14.000 on the superstructure. In proposing the health of the engineers and contractors he would express a hope that the bridge now completed would stand the wintry blasts that blew down the gully, and that in the course of years they would have every cause for satisfaction with the work.
Mr Blair, in acknowledging the toast, said that as short speeches or non-speeches were the order of the day, he also would be very brief. In fact, be must apologise for appearing in the capacity of a speaker at all. In the old Otago days, when the railway was opened or the kirk meeting held he sometimes made a speech; but since he had gone to Wellington, where there was so much of the legitimate oratory that amateurs rarely got a chance, he had fallen entirely out of practice, and he hoped they would not expect a speech from him. However he wished to express the gratification he felt at seeing so many old friends around him, and the pleasure he had in meeting them on that occasion, when they had completed one of the principal works not only of the Otago but of the New Zealand railways. This was by far and away the most important structure of the kind hitherto attempted in the Colony. He also agreed with the expressions of regret that had fallen ftorn Sir Robert Stout and Mr Vincent Pyke that they were not holding this little demonstration at the Strath-Taieri. He was quite sure that his friend Mr Roberts, if that were the case, would not kill the fatted calf, but that he would kill some of those big bullocks that came down from Gladbrook, and entertain them right royally. — (Laughter.) He hoped that before very long they would all meet again at the Strath-Taieri, and he would then hold Mr Roberts liable for something of that kind. Mr Roberts had referred to him (Mr Blair) as the designer of the bridge, but the fact was that in a big structure of that kind there was really no individual who was the designer, for nearly everybody had a hand in the pie. He had his hand in the pie, and pretty largely, but the bridge might be looked upon as the result of the combined efforts of Mr Blackett, himself, and Mr Peter Seaton May, an Otago man, who, he believed, Professor Black would agree was one of the best mathematicians in New Zealand. Mr May was a son of the soil, and had been educated here. It was he who had made all the calculations in connection with the bridge. With regard to the officers immediately in charge, he might say that Mr Cook had had the supervision of the work; and, had he not won his spurs in connection with the works of the Chain Hills tunnel and the Clutha Bridge, he would have won them twice over in connection with the construction of this viaduct. Mr Cook had been unremitting in his attention; he had lived on the ground, and seen the work carried out faithfully and successfully. With reference to Messrs Fraser and Barclay, the inspectors, he might say also that with them it had been a labor of love. When they came to Wingatui two years ago he had told them that this must be one of the best jobs in the Colony, and he now believed it was. He would also like to say, with reference to the contractors, that they had certainly spared nothing to make the work a success. As they all knew, it was in the nature of contractors, generally to pinch and screw at every turn — the first object with them being to make money, and the next to do the work. Mr Sparrow had reversed the operation, and his first endeavor had been to carry out the work properly. Whether he had made money he did not know; but he sincerely hoped he had done so, for he deserved to make it. He also wished to say a strong word in favor of Mr Sparrow's manager, Mr Roberts, who was a worthy representative of the clan — (Laughter.) Both Mr Roberts and Mr Henderson had acted as if their sole object in life was to make the bridge a good one.
Three cheers were given for Mr Blair.
Mr Sparrow said he wished to return thanks for the compliments that had been paid to the contractors, and for the very flattering terms in which the toast had been proposed. He might remark that it was only within the last two or three years that they had had an opportunity of undertaking such a class of work as this. In fact they had never been able to show what kind of work it was possible for them to carry out successfully previous to that time. He was glad that they had at last had an opportunity to compete, and glad also that his firm had been the successful tenderers. He hoped that this little outing was only the forerunner of many others, and that the Colony in future would not be sending money Home for similar works and keeping men going about idle, when the work could be earned on here and a great number of people employed. He wished to thank the engineers and the Public Works Department for the very kind manner in which they had acted, and for the assistance he had received at their hands. Messrs Blair, Ussher, and Cook had done much to render the contractors assistance, while at the same time keeping them to the strict letter of the contract. He never wished to be associated with better or more obliging men. Of course, as Mr Blair had said, there was a combination of skill in connection with the erection of this viaduct, and no doubt Merrs Henderson and Roberts had also rendered very great service.
Cheers having been given for Mr Sparrow,
The excursionists re-embarked and returned to Dunedin, which was reached at 5.10 p.m. -Evening Star, 27/6/1887.
Notwithstanding the inclement weather on Saturday, the excursion train to Mount Allen on the Otago Central Railway was well patronised, there being apparently some curiosity as to the country opened up by this much-talked-of line. Time was kept punctually, and Mount Allen reached about 4.30 p.m., where an hour’s stay was quite enough to admire the beauties of the scenery in a thick rain. Those who alighted from the carriages had to wade through deep mullock, and remembered too late that they were in or about Mullocky Gully. Leaving at 5.30, and with a halt of half-an-hour at the Wingatui viaduct, the train reached town at 7.45, everyone appearing well pleased with the trip which was, by the way, under the personal conduct of the General Manager. The line, after leaving the Taieri Plain where it skirts Mr Donald Reid’s property, enters the hills through a series of picturesque gorges, inhabited apparently entirely by rabbits, who were seen scuttling about in all directions, with here and there a few desolate-looking sheep. The Taieri is soon struck, and thence the route is along the course of that river, which, it may be noted, was unusually low. The constructive work is very heavy throughout — rock cuttings, high embankments, and tunnels. The Wingatui viaduct has already often been described. It is a handsome as well as a substantial erection — one is not surprised after seeing it at the large sum of money it cost. The country passed through is wholly unfit for occupation except by rabbits, and perhaps particularly strong-minded goats. There are a few cottages here and there, but these are occupied it may be presumed by employes on the line, and tots of children knocking about seemingly growing up wild. No refreshments of any kind were attainable at the temporary terminus — a casualty much regretted in pretty strong language by some of the excursionists. It is abundantly clear that until the line is carried through the mountain country it will never pay for axle grease, and the sooner this is done the better. On a fine day the trip would be a most enjoyable one, and it is to be hoped the Railway Department will see its way to repeat it. -Evening Star, 20/2/1888.
Welding in Railway Works
The work of strengthening the long lattice girder spans of the bridges on the Central Otago line will shortly be put in hand by the Railways Department, and in about a mouth’s time workmen will make a start on the Wingatui viaduct. In all cases the top and bottom booms and some of the bracing members are to be reinforced with strengthening plates, and an interesting feature of the work will be that the metal will be electrically welded instead of riveted. This will be the first occasion on which welding has been used in the district on this class of work, and some idea of the importance of the undertaking can be gained from the fact that, during the progress of the work, no fewer than six portable welding plants will be in operation. -Otago Daily Times, 15/6/1933.
Gorge scenery guzzle — by train only way
By ROY SINCLAIR
(Story and photograph)
New Zealanders and overseas visitors are discovering that the best way to see the country is from the railway embankment.
In the case of the spectacular Taieri Gorge, inland from Dunedin, the train provides the only way of seeing the country.
Every afternoon during the summer — the Taieri Gorge Limited — run by Dunedin’s Otago Excursion Train Trust — makes a return trip from Dunedin to Pukerangi and travels over a railway known as New Zealand’s answer to America’s Denver and Rio Grande.
The Limited was inaugurated in February, 1987. Since then, it has been rated by overseas visitors as one of New Zealand’s top three tourist attractions, along with the Milford Track and Tasman Glacier ski-plane flights.
The tourist train departs from Dunedin’s magnificent railway station, itself a tourist attraction, at 3.30 p.m. for the 60 kilometres through the Taieri Gorge to Pukerangi on the Central Otago plain.
Popular place to pause
Stops are made, and passengers have time to appreciate the unusual terrain and engineering features. One popular stopping place is the 47 metre-high Wingatui Viaduct, which has been spanning Mullocky Gully for more than a century.
It was the first all-steel bridge to be built in New Zealand. Following its successful construction, steel was used to build the North Island Main Trunk’s major viaducts.
Since 1887, hillsides at each end of the Wingatui Viaduct have actually moved closer together. Twice, a 30-centimetre section has been removed from the length of the structure.
Another stopping place is The Notches, where the railway crosses four deep ravines between two high viaducts. The train pauses on a ledge above the gorge; there is usually time to climb above the railway to the remains of an old construction camp.
The return journey from Pukerangi is made late in the afternoon, when low light enhances the already splendid Taieri Gorge and its mountains. Arrival back in Dunedin is about 7.15 p.m., in time for the evening meal.
When describing the excursion to travel agents George Emerson, one of the train’s organisers, says the Taieri Gorge Limited is a rail equivalent to the Skippers Canyon trip from Queenstown.
“Most people seem to have heard of Skippers and the lengths of the two excursions are similar.
“We are emphasising the distinctive landscapes of Central Otago. Within half an hour of leaving Dunedin, the train has entered an environment which is totally different, and it cannot be seen from a road.
“There is a sense of history in the gorge. Some of it can be seen in the wrought iron girders and the masonry piers supporting some of the viaducts. Then there are the numerous tunnels which the train threads through above the river,” he says.
The entire Otago Central Railway runs 214 kilometres inland from Wingatui, south of Dunedin, and terminates at Clyde, near the massive Clutha hydro development.
Before 1980, it went a further 19 kilometres through the Clutha Gorge to Cromwell, but that section was closed as part of preparations to raise the level of the Clutha River.
More than 40 years were spent building the railway. Soon after construction began in 1879, a commission set up by a Government running short of funds, recommended abandonment of the project.
In 1881, however, a locally appointed commission with four Otago Members of Parliament overturned the findings of the Government commission and construction continued.
Employment was one reason to continue with the railway, but few of the unemployed would have thanked those who supported its construction.
One goods train daily
Working conditions, especially in winter, were extremely harsh. Later railway workers did not relish the prospect of being stationed in the remote Taieri Gorge unless they were keen trout fishermen.
The Otago Central Railway served the large fruit-growing area of the Clutha, and regular passenger services ran between Dunedin and Cromwell until 1976.
At present, the railway is being kept open to serve the hydro scheme, but since the deregulation of land transport in 1983, the hydro construction has been served mainly by road transport. Only one goods train a day runs over the route in each direction.
New business has been brought to the railway since the Otago Excursion Train Trust was established in 1979. The privately owned excursion train has travelled throughout New Zealand, but most of its journeys have been made on the Otago Central Railway, carrying as many as 500 people on each excursion.
The train has a dozen or so old N.Z.R. carriages built between 1915 and 1930. They have been refurbished and fitted with modern chemical toilets, carpeted floors and a public address system. One carriage is set up to provide refreshments and sell souvenirs.
The Taieri Gorge Limited uses two or three carriages from the Otago Excursion Train and carries up to 100 Passengers. However, it will eventually consist of a set of stylish new vehicles being built in Dunedin by Otago Excursion Train members.
The first was ready for the inaugural run of the tourist train. It was the first new railway carriage to be built in New Zealand for almost 50 years.
Mr Emerson says all materials for the new carriage were purchased in Dunedin. Total cost of the all-steel carriage, as mounted on existing frames and bogies, was about $98,000.
Inside, there is a buffet, air conditioning, an extra set of windows near the roof to allow easier viewing of the mountains, and large windows in one end to provide a view from the rear of the train. Passengers sit round fixed tables.
Another feature of, the Taieri Gorge Limited is the catering, designed for an up-market service.
“Our croissants, quiches and hot scones served with Cona coffee or a pot of tea provide something a little different from traditional railway fare,” Mr Emerson says.
Another new carriage with special facilities for disabled travellers should be running on the tourist train before the end of 1988.
So far, most people have been enthusiastic about the Taieri Gorge trip, but the train has taken one or two reluctant passengers.
Once a male passenger had obviously been persuaded to go on the trip against his will. He made no secret about it and let the whole carriage know of his displeasure before the train left Dunedin.
He had, however, brought a good book. After showing it to everyone he sat down and started reading the first page.
Before long, the train was in the Taieri Gorge and the reluctant excursionist had disappeared, leaving his book discarded on the seat. Much later in the day, as the train travelled the last few kilometres back to Dunedin, he returned to the carriage, telling everyone how great the journey had been.
He sat down and just had time to finish reading the first page of his book before the train stopped at the station.
George Emerson has been encouraged by the response to the new Taieri Gorge train. Its second season ends on April 5.
He says the tourist train is providing a relaxed way to complete a day in Dunedin. “Throughout the excursion, there is an informative commentary and we do not tell corny jokes or tall stories.”
He is, however, frequently asked some unusual questions such as: “Does the train leave from the railway station?”
“You cannot take it for granted that everyone knows where a train departs from these days,” he says. -Press, 21/1/1988.
