The railway from Dunedin to the north - eventually the Main Trunk Line to Christchurch - had, as its most difficult portion, the cliffs between Purakaunui Bay and Blueskin Bay. These days they are the most spectacular portion of the Dunedin Railways' excursion known as "The Seasider." It is a stunning view. And it was an expensive one to buy.
FROM BLUESKIN TO PURAKANUI.
Not a great distance, as some people rightly say, and nothing to be said about it, but as many of the readers of the Witness, for many reasons, may take an interest in learning how the railway works in this district are progressing, I took advantage, along with a friend a short time back, of one of the many delightful days we have had this glorious spring, to walk over the line rather, or that portion of it formed, or in process of formation, between the Waitati river and Purakanui, our first intention being to proceed as far as the Deborah Bay tunnel and so back by the Port Chalmers road. The limited time however, at our disposal and the fleetness with which it passes away when anything of interest is being inspected caused us to cut short our pleasure trip, after taking a survey of an immense cutting near Mrs Bradley's residence at Purakanui, and so home, by crossing the country below Inopanui, (Mopanui) for had we attempted to reach the tunnel, we should have been caught in the dark with many miles to trudge over — not a nice prospect, when the state of the district roads is taken into consideration, for at this season of the year they are bad enough to travel over during the day, the drying up influence of the atmosphere not having yet converted "man tap holes and glue pots" into firm, passable walking ground.
Starting from the Blueskin private township, along the cemetery road, and crossing a rustic bridge, the school house, (shortly to receive a very necessary enlargement the present accommodation being much too small for the number of children on the roll) is passed on the left. A slight detour brings the sight seeker to another rustic bridge crossing "Neill's Creek" at its outlet into the bay. The promoters and builders of this last noted bridge must have been men of lamp-post proportion, or believers in specimens of such muscular formation, for the structure is both long and narrow — something, at a guess, like three chains of the former to two feet of the latter. It struck me that a Daniel Lambert or any other thirty two stone man would have a difficulty in getting along that way without being jammed, as a fat friend of mine was on an occasion of a visit to the city of Armagh, in the North of Ireland, when he got stuck in the Cathedral tower staircase, and it took two of us a good half hour to pull him back again — a circumstance which impressed me with the notion that there was a decided advantage in being of a thin build. To revert, however, to the matter in hand, the rustic affair named is in a very bad state of repair, in reality, nearly on its last legs or props of which it has so many that a centipede, if formed to reason, would go mad with envy over it; and then the railway in places is so low, that any one passing with an extra top-heavy "whisky" or pint of "colonial" on board is liable to topple over, and thus receive a thorough soaking outside to square the previous internal process of that nature.
Proceeding onwards, there is no work done, with the exception of a slight cutting on Mr David Miller's ground, until near Mr John Souness's homestead. Being old acquaintances of that gentleman and his family, it would not have been proper to continue our out without paying a visit which was duly done. Mr Souness has made great improvements since he bought the place from its previous owner — a nice and roomy dwellinghouse facing the bay having taken the place of the former habitation, with sundry necessary outbuildings for carrying on the work of the farm as well. Since so many men commenced working in the vicinity, Mr Souness has employed a roomy dairy at the back, and turned it into a store and butchery, with a satisfactory advantage, we were glad to hear, to himself, as also his customers who are thereby saved the trouble of taking a journey to the township for stores after work is done. Of the natural beauty and sheltered position of the place, it would make this sketch too long were details entered into, without which a proper description would not effectively be given. I must e'en then content myself with saying that the house is built on the upper side of a twenty-five acre paddock, rising gradually from low rocks dividing it from the main part of the bay, a comparatively speaking still sheet of water when the tide is in, and very pretty to look at, with the romantic and diversified scenery of hill, dale, and woodland all round near at hand, and in the distance as far as the eye can reach. To the right of the farm, a stone's throw from the house is a snugly formed little bay, between a promontory of the paddock previously named and the jutting out of the high land at the back and side, a continuation of the Inopanui (Mopanui) or dividing range. Altogether we concluded that our friends could not be more comfortably located, and after enjoying their hospitality we continued our journey.
Mounting the hill towards Purakanui, the line of rail crosses the road. We stepped on to it, and the first thing, or nearly so, for inspection was a piece of workmanship the careful attention to the structure of which was, we considered, one of the most important points to be attended to in the formation of the line, viz., the culverts. The one in question, a small one, is of blue-stone masonry set in cement, and finished off not only in a workmanlike manner, but in a way that could not be improved upon. Here it may be as well to say that all the culverts are to be of masonry set in cement, and that, with the exception of about a mile of the line towards the Deborah Bay Tunnel, and a large one above Mrs Bradley's, they are completed. In other words, three-fourths of the masonry all along the contract of eight miles is completed, the form adopted being arch and invert, with the stones set in cement.
As we walked along the twelve feet of formation — a high rocky side to the right, with a sideling to the left, increasing in height as we advanced — it was noticeable that the best of the stone, blue for the first few chains and very hard, had been saved for metal for ballasting; the way in fact, where finished, except of course the ballasting, being completely blocked up with large heaps of broken metal ready for the ballast waggons. The stone then towards the Heads becomes of a harder nature still, until in colour it is quite green and flinty. As the Heads are rounded, and when opposite the sand spit forming the seaward portion of the bay, looking down it is seen how very narrow the channel leading into the bay becomes. The next thought, or perhaps the first of the visitor, after having recovered in a degree from the dizzy effect on the brain the nearly perpendicular fall is sure to occasion to those not used to such an elevation, is admiration of the magnificent view opened out before him. Seawards and landwards there is a gem of a picture set it the best of frames — that of nature — which no one can pass without stopping, and lingering again and again to gaze at and think of. To see the sea and land from such an elevation as we beheld them, on a calm sunshiny day, was impressive enough, but to view them from the same point on a stormy day, with the roll of the old ocean breaking on the perpendicular cliffs at your feet, and the sandy sphere opposite, must in reality be sublime. Anyone in Dunedin or elsewhere having a day to spare could not, if they want to enjoy a real treat, do better than arrange for a walk over the line, for they are certain to be well repaid for their trouble. As for the time when trains run, although there is no more likelihood of their running off the rails round by the Heads or skirting Purakanui Bay than elsewhere, still, if a train did run off, over the nearly or in part perpendicular cliffs, it would go to the water 250 or 300 feet below, and the telegraphic report would be: — "Train from the North (or South, as the case might be) last heard of at Blueskin Bay Heads. Supposed destination, at express speed, David Jones's locker;" and there would be an end of it.
We went upon that part of the formation a considerable distance, until pulled up at the present end of the cutting, or rather shooting. Afterwards, from enquiries we made, we learnt in going over the hill towards the track known, as "Jacob's Ladder," on the Purakanui side, that only a few chains in distance have to be blasted through, when that part, the most difficult on the line, will be finished ready for ballasting. As the men work now, they are let down by ropes or life lines, drill away and charge, when the explosion takes place at dinner time or in the evening. We were also informed that the part in question — the bugbear of other contractors, and the supposed most expensive portion of the lines — in reality will prove the cheapest, or nearly so, to finish; for all the rock, being of such a good nature, is a perfect windfall to the contractors, for instead of being pitched away, it makes ballast; otherwise they would have to pay 1s. per cubic yard for the right to work a quarry, beside the cost of procuring the material; whereas they will now "kill two birds with one stone," literally an old saw that has come in fine and handy for quotation. 50,000 yards of rock have already been turned out.
A drill was lost over the cliffs one day by one of the men. A sailor offered to recover it, and did. The cliff where the drill was lost projected a little, or, as it is termed, is nosey, and then caves in underneath. The man tied some life-lines together, and went down over the cliff 250 feet, returning hand over hand with the drill lashed to his body. Mr Morgan, the Chief Engineer, I understand, on hearing of the circumstance gave instructions, very properly, not to allow such a thing again, at least during working hours. By the way, the same gentleman was talking about gold one day on the works to some party. He picked up a piece of greenstone, and, lo and behold, there was a speck of gold firmly imbedded in the stone. Mr Blair, I believe, has the specimen.
Parts of the line on the Purakanui side are at an angle of 95. In one cutting a lot of Chinamen are employed, the centre being upwards of 50 and the back slope 70 feet deep. Out of that cutting 10,000 yards of rock have been taken. Domestically speaking, the "no sabby" Johns have a snug village formed below their work, in form like an irregular circle, the tents opening towards the centre. John pays the Maoris who own the ground 6d a week per tent rent for the right of camping. The lie of the rock in the cuttings spoken of is of a varied nature; sometimes flat or nearly so; in others it occurs in huge masses in all ways and description, and, as has been said, of a very hard kind. The deepest of the shootings round the cliffs by Goat Island is 50 feet deep, nearly perpendicular.
The greatest earth-cutting is above Mrs Bradley's residence. In the gully there is also situate the most important culvert, it being a 6 feet 90 yards long culvert, arched and inverted in a firm foundation like the rest of them, and fully half of it is completed in as satisfactory and firm a way as could be wished for. In reality it looks like an everlasting piece of work, or certainly a structure that cannot be affected in any way, excepting by a convulsion of nature. On the culvert will be run 92,000 yards of stuff. There are two cuttings, one on each side of the gully, respectively 60 and 40 feet deep when done with. Indeed, out of the longest 9000 yards has been taken in two months; but in a day or two work will go on faster, for the contractors will be able to work two gangs of trucks instead of one in the past.
Referring to the Blueskin end of the contract, I understand that the section from Carey's, or the Waihemo Creek, to the Waitati River, will be completed in a month, that is, without the ballasting. The embankment is formed in the centre of sand, taken out of a cess at the side; and is then cased all over with material two feet deep, taken from cuttings along the line of road. Over that again, bayward, to prevent any damage from tides or storm water, a layer of gravel one foot in depth is placed, with a pitching on the top 9 inches in thickness. It is said of such an embankment that it cannot be improved upon, for the sand like water is incompressible. In the other colonies, I understand that there are scores of miles of railways formed or ballasted with material of that description, viz. — fine sand.
The bridge across the Waitati is on the plans laid down as a timber structure. I understand that an alteration may yet be made as to the material to be used.
In conclusion, the firm and excellent way in which all parts of the contract — 7 miles out of the 8 — are being worked is evident to any observer. There are 380 men (one-third Chinese) employed on the works, with a number of horses; and the quantity of clay removed, exclusive of rock, is 25,000 yards cubic. We took particular notice of the tools, style of waggon, &c, used, finish of stabling, places for safety of powder, &c, and could see that everything was of the best sort, and the greatest care and attention exercised over the most trifling, nothing going to waste that could be of service, and everything carried on well and systematically. The waggons made on the works are of a new sort. "Fiddlesticks" is the professional name given to them, the waggons (four-wheeled) working upwards from one axle, the transoms being fixed to the other axle in a way to allow play. The two axles are joined by an easy working frame, called a "fiddlestick" bit, and it is claimed for such waggons that they clear easier and better.
Of permanent service rails 150 tons are out ready for use, the weight being 521bs. to the yard.
This report, although incomplete, has gone to a greater length than I intended when I commenced. To wind up, we desire to say that Messrs Job Wain and Co. are to be praised for the good job they have so far made of the contract, and we have much pleasure also in thanking Mr Morgan for the information he so kindly placed at the disposal of our reporter. Blueskin, Sept. 13, 1875. -Otago Witness, 25/9/1875.
THE OTAGO SIDE.
The following report is from the 'Guardian,' and describes a section of the line between Blueskin and Port Chalmers, where the country presents a strong contrast to the dreary and monotonous Canterbury Plain through which the railway passes all the way from Christchurch to Timaru. We take only the portion which describes
THE PURAKANUI CLIFFS, which are the entrance to Blueskin Bay. Standing on this point, a splendid view is to be had almost on every side. Casting a glance on the left, in the direction of Dunedin, one may trace the course of the line back to Blueskin township, and all around the bay up to the foot of Kilmog Bush, and thence (in imagination) along the next section of the line, until it comes opposite to you at the extremity of the sandspit, which almost separates the bay from the ocean. The distance around the bay cannot be much less than seven miles, while that across in a direct line is probably not more than a mile. The entrance to the bay is very narrow, and to the left, on the inside of the Heads, is a small sandy island, on one point of which a storehouse for material has been erected by the contractors for the works. Far away in the distance, on the left of Blueskin, rise the Silver Peaks, at the head of the Taieri Plain; the Double Hills, and the mountainous chain of ridges extending northward. Before you your eye can follow the coastline stretching on towards Moeraki you can distinctly see the promontories at the entrance to the Waikouaiti Harbour. On the extreme right, and towards Port Chalmers, stretches but the vast expanse of the blue waters of the Pacific Ocean. Only one vessel was to be seen, namely, a steamer, apparently bound for Port Chalmers. Two hundred feet below us, in a perpendicular line, the waves are breaking on the rocks, and further out at sea the billows are rolling leisurely towards the shore. The railway line as it passes this portion of the cliff is very narrow, and at present almost blocked up with metal for ballast. The stone is of a most diversified description, and very hard. Captain Hutton, I was told, wished for specimens of it, and was humorously told that he might have as much as he pleased, and that no doubt the contractors would pay him eighteenpence a yard for all he wished to take away. That part of the line to which I have just referred is the commencement of the most remarkable portion of the Purakanui contract. The next half mile is cut out of the solid rock, and passes along the face of the cliffs, and is no doubt the most singular piece of railway work in this colony. Nowhere can its altitude be less than 200 ft., and in some places very much more. The great depth of the cuttings, owing to the almost perpendicularity of the cliffs, excludes, on the ground of economy, the possibility of having a very wide base for the sleepers, the ends of which will extend, so the inspector told me, to within a foot or two of the edge of the embankment, if such it may be called. One in search of information for newspapers, generally is actuated by the desire to see and hear as much as he can. I would have liked to stand on the precipice and watch the blue waters, of the Pacific leaving the rocks below, but I thought discretion the better part of valour, and preferred to walk on the inside of the line. We proceed onwards, meeting with heaps of broken metal and a few stonebreakers, and at length arrive at the most interesting points in our journey, where two gangs, of quarrymen are scattered over the brow of the cliffs busily engaged with hammer and drill, in order to hew a road for the iron horse. To pass along does not seem to be without a considerable amount of danger to the uninitiated, and I was politely asked if I would prefer to diverge from the line, and proceed along the top of the hill instead. I decided to adopt the former course, and we were soon among the men. The sun was now high in the heavens, showing strongly on the works, the dust from which was by no means, pleasant. The cutting is through the solid rock and is 53ft deep on the inside. The contemplation of this fact alone is in itself sufficient to convey a tolerably correct idea of the precipitous nature of the cliffs around' which this line is being made. Ropes are suspended down the face of the works for the purpose of enabling the men to move about from place to place with comparative freedom from danger. We utilised the ropes, and by their agency pass along in safety. For my own part, I picked my steps with care, for I knew that the inevitable consequence of a false one would be fall directly on the beach 250 feet below, and that without the intervention of a projecting stone to give one a friendly knock on the journey. The men got about their work with great coolness and were to be seen drilling holes in places in which, should an inexperienced person venture, it would be simply courting instant which the train would be driven off the line, the unfortunate passengers might furnish food for the fishes, or, perchance work for the undertaker, but I fear the doctors would not make much out of it as an enforced descent down Purakanui Cliffs would put one beyond the reach of surgical assistance, and that in more ways than one. That such an accident ever will take place here I think somewhat improbable, and for these reasons: The line will be constructed with the greatest possible care, and no doubt when trains are passing this point, all that skill and foresight can do to avoid accident will be exercised. Such being the case, I do not see why the proximity of the line even to an almost perpendicular descent of a couple of hundred feet need render the chance of a casualty of the kind the more probable. Speaking of a descent, down the face of the cliff, I may mention that I was informed by the manager of the works, Mr Morgan, that this was actually accomplished recently by a sailor who was employed on them. The men, as may be expected, often lose some of their tools by their slipping over the edge of the precipice. This was what happened to the sailor, as he lost his crowbar, but declared his intention of recovering possession of it. His mates questioned the practicability of his assertion, and Jack, to show that he really meant it, at once entered upon his undertaking, and though the cliffs were 260 feet deep, yet by means of the ropes he succeeded in reaching the beach, and in regaining possession of his treasure. Fastened to the ropes, he commenced his ascent, and without suffering any ill consequences from the courage exercised by him in so worthless a cause, reached the top in safety. I believe that, on the whole, the contractors are rather desirous that some of the men, at all events, should not be deficient in pluck, so that they might, inspire the others with confidence, and consequently decrease the likelihood of accident in such places. The manager, however, thought that Jack had carried the matter a little too far, or a little too low, and gave positive orders that lost crowbars were not to be recovered in that manner again. The fact of a railway train being seen passing around such a rocky coast as this, ought certainly to impress the passengers of any vessels approaching our shores with the most, favorable impressions of our go aheadism, and also of the confidence the colony has in its resources, when a railway is constructed in so difficult a place, and especially in a settlement only twenty-seven years old. Indeed the work is almost of a stupendous kind, and when ones takes into consideration the mental and physical power expended in such an enterprise his memory will probably recall the line of Virgil's Eneid —
Tantae molis erat Romanum condere genteni. ("Such a large work it was, to found the Roman people.") -Clutha Leader, 30/9/1875.
| Construction of the Cliffs section of the railway. Hocken Library photo. |
FATAL ACCIDENT AT PURAKANUI.
A fatal accident occurred yesterday afternoon to a workman, named Henry Clark, who worked on the Purakanui section of the Dunedin and Moeraki railway. It appears that the deceased was engaged in cutting a chamber, when the earth gave way in front of the fall and knocked him down on a stone, which struck him at the back of the ear, killing him instantaneously. He was a married man, with one child, and this was his first work on the line. The body was brought into Port this afternoon, and an inquest will be held before Dr O'Donoghue. -Evening Star, 8/2/1876.
An accident, happily unattended by serious effects, befell John Winscall, a workman engaged on Messrs Smyth and Wain's railway contract at Purakanui. He was excavating yesterday near Bradley's store, when a portion of the face of the cutting fell, and partly covered him; but his release was almost immediate, and when Dr Drysdale, who had been sent for from the Port, examined him, he found that beyond severe bruises on the left hip and the chest, the man was not much hurt. No bones were broken, and no indications of internal injury perceptible. -Otago Witness, 18/3/1876.
| Looking towards Blueskin, from the Mapoutahi Pa site. Hocken Library photo. |
THE FIRST TRAIN FROM DUNEDIN TO BLUE SKIN.
Communication by railway between the city and Blueskin is now an accomplished fact. Yesterday afternoon a train went through for the first time in order to test the line. At 12.15 p.m. the General Manager (Mr Grant), the Engineer (Mr Blair), several officers from the Public Works and Railway Departments, and representatives of the Press, proceeded to Port Chalmers, where an engine and carriage awaited them to proceed to Waitati. In the latter they proceeded to the junction of the Port Chalmers and Blueskin line, from which a start was made at 1.10 p.m. Leaving the junction at Sawyer's Bay — the station at which is to be called Roseneath — the course is up a gradient of 1 in 50, along the side of the hills and through heavy cuttings till the Deborah Bay Tunnel is reached. The first section of the line terminates a few chains from the tunnel and is two miles and 70 chains long. Some of the cuttings have been very heavy, and much difficult work had to be done. On this section there are two large stone bridges and two tunnels, each of the latter being curved. The first is called "the Mansontown Tunnel," being situated over the township of name, and is one mile and a quarter from the Junction. The excavation is 10 chains long, and for the most part the sides are lined with rubble masonry, the arch being bricked. The second tunnel, a little further north, is known as "the McGregor Tunnel," and is four chains in length, protected as in the case of the former one with rubble masonry and brick. A large embankment occurs on this section about two miles from the commencement. It is 60 feet high, 18 chains long, and slopes to the water's edge. There are several other embankments varying from 11 to 30 feet in height. Along this portion of the line a magnificent view of the harbour and port is obtained. Messrs Allen and Kingstreet were the contractors, and the total cost of carrying the section to its completion has been L48,000. The work is well done, and has given every satisfaction. On reaching the Deborah Bay Tunnel, which, together with the near approaches forms the second section of the line, the train was stopped while candles were lighted, when it proceeded into "inner darkness." Slow speed was made, and the way was, as it were, "felt" cautiously, till after 7 minutes the engine and carriage merged once more into daylight. The tunnel is 60 chains long, straight, and perfectly dry. It is lined with rubble masonry, with a brick arch, to the extent of about 55 chains. Till within 16 chains of the north entrance the grade is 1 in 60, the rest having a gradient of 1 in 995. Messrs McKenzie Brothers and Elliott were the contractors, the cost of construction being L57,000. This tunnel was pierced on Saturday evening, the 28th July, and was finished in the following month. Having been completed under contract time, the contractors applied for and obtained the Government bonus of L2500. The history of this great work is briefly given on a marble plate over the south end of the tunnel as follows: — "Deborah Bay Tunnel. Commenced 8th June, 1874; finished August, 1877. Wm. Blair, District Engineer; E. E. Ussher, Resident Engineer; McKenzie Bros, and Eliott, Contractors." On the exit of the train from the tunnel the third and last section of the Blueskin line is reached. It is known as the Purakanui contract, and is still in the hands of the contractors, Messrs Job Wain and Co. This section passes through very rugged bush country for some three miles, the remainder being of a more open character. A little over a mile from the Deborah Bay Tunnel, one of the largest "constructed" embankments in the South Island — probably in the Colony — is met. The highest portion is at an elevation of 80 feet, and it contains nearly 100,000 cubic yards of earth and rubble. The approaches on each side are through very heavy rock cutting, 20 chains in extent, the highest portions of which are 60 feet. A mile and three-quarters north of the embankment referred to the line passes over a precipitous cliff, along the Maori Reserve, at an elevation of two hundred feet above the sea, which lies immediately beneath. The scenery from here is grand and beautiful. Purakanui Bay and the headlands of Waikouaiti and Moeraki are unfolded to view in the north, while a wooded valley on the east enchants the gaze. A quarter of a mile farther on the line winds round a precipitous and frowning bluff of solid bluestone. The approach to the bluff is through a cutting of 66 feet deep in the solid bluestone, the total length of the cutting being a quarter of a mile. The track round the bluff would make a nervous traveller shudder. It is merely a siding cut out of the cliff at a height of about 150 feet above the sea. The train seemed to hang almost over the precipice as it turned round the sharp angle of the cliff. It is said that there is no great loss without a certain amount of profit being attached thereto, and the proverb would certainly prove correct if by any means the train ran off the line at this spot, for assuredly there would be no one left to claim compensation. However, in order to allay the fears of the nervous, we may state that there is not the remotest clanger of such a contingency arising, as the foundation is solid to the base, and the train is not likely to go round the curve at a very rapid rate. From this point to the Waitati station, a distance of a couple of miles or so, few difficulties in the construction of the line have been met with, the whole passing over easy, undulating country, and having a slight downward gradient. In approaching the Waitati (Blueskin) station, the rails pass over the Orokonui Inlet by means of a substantial timber bridge of three spans of 30 feet each. Further on the Waitati River is crossed by another well-constructed wooden bridge of seven spans, making in the aggregate 93 feet. The Waitati station consists of a fourth-class passenger station with sidings and other necessary adjuncts. The total cost of the Purakanui contract is L68,000, exclusive of the station.
The "first" train reached the Waitati, a distance of 17 miles from the Junction, at 2.15 p.m., one hour and five minutes from the time it left the Roseneath Junction, when the party alighted and proceeded to Saratoga House, where they were regaled with a champagne lunch. The return journey was commenced at 3.40 p.m. and an hour later the party arrived at the Dunedin station. On the way back seven abutments of rock in the Maori reserve cutting, which appeared to come too close to the train, were marked with red paint so that they might be easily distinguished and removed. It may be mentioned that the engine used on this occasion was some three feet wider than those generally used, so that if nothing more were done to the cutting in question it would be perfectly safe.
The whole of the work along the line has been most faithfully carried out, though the engineering difficulties have been very great. The line from one end to the other is well ballasted with bluestone, and the train runs very smoothly.
The formal opening of the Dunedin and Blueskin line will take place on the 20th inst., an event which will doubtless be commemorated in a fitting manner. -Otago Daily Times, 12/12/1877.
| The Cliff portion of the railway, looking towards Mapoutahi. Hocken Library photo. |
The Purakanui Cliffs. — Most travellers by train between the Deborah Bay tunnel and Blueskin are apt to associate the dangers of the road with the high cliffs below the line of railway, whereas the greatest danger is really from overhead. The Dunedin Herald says that the line round the cliff is now check-railed — that is to say, the wheels travel on two rails laid side by side, such as may be seen at a crossing, so that the possibility of the wheels going off the rails is reduced to the very lowest. The places where there is but little room between the rock and the ledge have been protected by stone-walling, and the line round the cliffs is more secure than ever it was. The chief danger is, however, from overhead, and many of the pieces of half-rotten rock almost overhanging the railway line are such that in wet weather would come away easily with the vibration of the train. The line round the cliffs, however, is inspected every time prior to a train passing, but even this is not sufficient to prevent the possibility of accidents. The other day a big log rolled over the cliffs, and was not noticed prior to the passing of the train. Fortunately it fell clear of the rails, but it was so much a case of touch-and-go with the train that the step of one of the carriages was carried away. -Southland Times, 26/5/1881.
THE RAILWAY LINES.
ACCIDENT TO THE NORTHERN EXPRESS.
The express train from the North met with an accident at Purakanui cliffs yesterday evening. It arrived at Waitati up to time and had climbed the hill in safety, but when rounding the corner and gaining the level some twenty chains on the northern side of the lineman's house, a piece of rock, estimated to weigh about a ton, became dislodged from the overhanging cliff, and fell on the engine. The locomotive was struck below the centre of gravity, and the effect of the blow was to cause the engine to leave the rails and cant over towards the cliff, dragging with it one of the waggons. The train was at the time going dead slow, and was brought to a standstill in the space of a few yards. Yesterday being the first day of the cheap excursion fares in connection with the coursing meeting, there were more passengers than usual, five carriages being well filled with travellers, and there being besides a couple of vans for the accommodation of some twenty-five greyhounds. The first indication the passengers had that something had gone wrong was hearing two short sharp whistles, and a sudden jolt was then experienced, after which the train came to a full stop. No alarm was felt by the passengers, but one or two of the more inquisitive among their number left their seats and went along towards the engine to see what was the matter. They found steam escaping in clouds from the engine, and the driver and fireman doing their utmost to draw out the fire from the furnace, which task being accomplished the extent of the damage was partly ascertainable. It was seen that the engine was seriously damaged, the cylinder being broken, and the line was also knocked out of shape for a short distance. There being no possibility of proceeding further with the train, the guard at once went to the station and telephoned for assistance. The passengers remained in their seats for some time, but as there were indications of insecurity in the shape of an occasional light fall of earth and stones on the roofs of the carriages, the guard went round and recommended those passengers who were in the foremost carriages to shift to the rearmost ones; and after a little more than half-an-hour's interval the passengers were all removed from the train, and took shelter from the rain in the signalman's house or wherever else they could find refuge, the guard and the other railway servants patrolling the locality with lamps and using every effort to keep the passengers out of harm's way. Among those travelling by the train were several ladies and children, and two invalids — one a lady, and the other the Rev. George Barclay, of Geraldine, who was unable to get about without crutches. The passengers unite in speaking in the highest terms of praise of the conduct of the railway officials, who spared no pains to ensure the safety and ameliorate the discomfort experienced by the passengers generally and the invalids in particular.
On hearing of the mishap, Mr G. Ashcroft, station-master at Dunedin, at once made arrangements for a relief train, which left town at a quarter-post eight o'clock, and ran out to Purakanui in forty minutes. It was able to get within about fifty yards of the express; and Mr Ashcroft lost no time in superintending the transference of those passengers who were willing to come on to Dunedin. The majority took advantage of the opportunity offered, but a few elected to return to Waitati for the night, among these the Rev. Mr Barclay, who was carefully assisted to reach comfortable quarters. The greyhounds were taken on to the special train, and the mails were also brought on; but the heavier portions of the luggage were left behind. The relief train reached Dunedin at a quarter to eleven o'clock, those who came on by her having thus suffered a detention of three hours.
The mishap may be regarded as purely accidental, and one that no vigilance could have averted. A trustworthy man is always kept on the lookout for slips in the locality of the cliffs; and he had just completed his round of inspection and signalled the train that the line was clear, when, as he stepped on one side to allow the train to pass, he saw the rock detach itself and fall on to the engine. The night was exceptionally dark, and rain had fallen continuously for about twenty-four hours prior to the accident. It may be considered a fortunate circumstance that nobody was hurt. The driver and fireman especially were in a perilous position, but neither sustained a scratch.
Early this morning a gang of men set to work to repair the tine and get the damaged engine out of the way, and it was expected that this work would be finished by noon. The Railway Department, in fact, were prepared to run the express to time this morning, arrangements having been made that if the train could not get right through passengers should transfer to another train on the other side of the cliffs; but the promptitude of the department and their anxiety to meet the ordinary requirements of the service were frustrated, for the train that left for the North at seven o'clock this morning reported a heavy fall of mullock at the northern mouth of the Deborah Bay tunnel, and, finding it impossible to proceed, the news was at once telephoned to headquarters and the express stopped. Men were despatched to the spot without delay, and at the time of writing (noon) it is hoped that the line will be cleared in time to allow the train from Christchurch to get through this evening, though it is by no means certain that this will be accomplished, for the rain has this morning fallen heavier than at any time since it set in, and the labors of the men will of course be seriously retarded, besides which there is the possibility of further slips at other places. Mr Ashcroft says that when he went out last night all the channels wore full of water. We may add that though the express for the North could not leave Dunedin this morning the service was continued to time from Palmerston, the train having left that place for Christchurch at the usual hour.
LATER INFORMATION. On inquiring this afternoon we learned that the broken-down engine had been got on to the line and moved out of the way, also that the rock and debris that blocked the rails at Purakanui had been cleared away, leaving the track open for traffic.
Two ballast trains have been employed all the day in removing the mullock that blocked the line at the mouth of the Deborah Bay tunnel; and it is hoped that this and other slips of a less important nature that occurred a little further north will be cleared before nightfall. If this is accomplished, the express from the North will, of course, come through; but should the clearing away of the heavy slip not be finished in time, or should there be a further slip at the same point - a not remote contingency seeing that the rain still continues — the department will make an effort to effect a transference of the passengers and mails with as little delay as possibly.
THE SOUTHERN LINE. Word was received this afternoon that the water was over the line to the depth of six inches in several places between Clarksville and Milton, and, though the ganger cannot say that there has been any damage to the permanent way, there is a possibility that if the water continues to rise the Southern express will be unable to get through to Dunedin this evening. At the time we went to press, however, it was still hoped that there would be no serious delay on this line. -Evening Star, 11/7/1888.
DUNEDN GOSSIP (excerpt)
As to the accident at Purakanui it is only what everybody expected, only it was happily unattended by the fearful consequences always anticipated. Some of your readers no doubt know the spot, but for those who have not travelled the line, a few words of description may be interesting. Let them picture to themselves an almost perpendicular cliff, between 400 and 500 feet high, at the bottom of which the ever-restless ocean boils, surges and dashes. Let them then imagine scarped in this a roadway, just wide enough to allow a single vehicle to pass, in the making of which surveyors and men had to be lowered from above by ropes so as to trench out a foothold. On this roadway then is laid the rails, and over this the trains have to travel. Passengers who travel by the line for the first time instinctively draw back from the side of the carriage sheer underneath which the ocean is boiling, afraid lest their weight might cause the carriage to topple over. Hundreds of people who have travelled by the line refuse to stop inside the carriage, but stand on the platform, ready to jump in case an accident occurs. Now, if this line were cut out of the rock it would be perfectly safe, so far as landslips are concerned, but solid rock is seldom to be found near Dunedin, and most of it consists of huge rocks intermixed with soil and stone, which become friable when exposed to wind and sun. Surfacemen are stationed at short distances to traverse the line before and after the passing of a train. But the experience of Wednesday shows that an accident may occur despite this. The man had just passed along and signalled all safe when the vibration of the approaching train released a rock, already loosened by rain, and it came crashing down on the engine. The rock struck it so low that its effect was just the same as if a man were struck on the legs. The legs or wheels of the engine were knocked from under it, and the engine toppled over to the cliff inwardly, and the line was partly destroyed. Had the thing occurred 40 yards further on where there was no outward bank, and there is only a few inches between the rails and eternity, and had the rock struck the engine higher up, or had crashed into the carriages, the whole train would inevitably have been swept into the sea, and not a living soul would have remained to tell the tale. Talk about the dangers of the deep. Why in New Zealand they are little more than those of railway travelling. Now, beyond the immense influence wielded by the late member for Port Chalmers, there was not the slightest reason for taking the line this way. A pretty stiff tunnel, but not much stiffer than the present one at Deborah Bay, would have taken the line through fine country by way of Sawyer's Bay; and without a stiff tunnel at all it could have been taken up the Leith Valley, and again have derived large traffic from the country it opened up. But the great idea in New Zealand appears to be to take railways as near the coast-line as possible so as to compete with water traffic. The Otago Central is an exception, but then your readers know only too well the progress which has been made with it. -Cromwell Argus, 17/7/1888.
FURTHER PARTICULARS.
It appears that the rain in the Blueskin district on Monday evening was exceptionally heavy, and the Waitati rose to nearly the height of the flood on the 4th of last month. Slips on the line were expected, and, unfortunately, were not long in occurring. The first took place about 5 pm. between Seacliff and Puketeraki, and stuck up the Oamaru and Palmerston trains from Dunedin as well as the express from Christchurch. The passengers from the North were taken as far as Waitati. There were some 40 odd passengers, and as soon as it was known that the express would not proceed there was a rush to secure accommodation for the night at the Saratoga Hotel, where Mrs Colehan did all in her power to make her visitors comfortable. It was rather a puzzling matter, however, with only 20 beds in the house, to put up 40 travellers; and most of those who could not be accommodated stayed up all night, and some took turns in bed, rousing their companions after they had a few hours' sleep. The best of good humour prevailed, and there was plenty of fun to while away the time. Among the passengers were the members of the Otago University football team, returning from their trip to Christchurch, several of whom walked into town next morning. The other passengers, as has already been stated, were conveyed to town by conveyances sent out by Messrs D. and J. Bacon.
It was between the time when the 4.10 p.m train from Dunedin passed and 7 p.m. that the rock slip occurred at the Purakanui cliffs. Traffic was at once stopped, and men sent to clear away the debris. While they were working at this slip they heard another slip coming down farther up the line, and one of the men went to see what had taken place. After proceeding a little way he met a surfaceman (Gideon Williamson) walking towards him, lamp in hand. He accosted him but received no reply, and then on looking at him more closely he saw blood running down his face. He then took hold of Williamson, and calling for help some of his mates came up, and between them they carried the injured man to the house of the watchman. It was there ascertained that he had been struck on the head by a falling stone, which had caused a terrible wound extending from the forehead to the back of the head, and completely opening up the skull. The accident happened about 8.30 p.m., and rendered the man quite senseless. Even while walking along the line with the lamp in his hand he was quite unconscious, and it was with the greatest difficulty that the men afterwards removed the lamp from his grasp. As mentioned in our report yesterday no time was lost in conveying the sufferer to the Dunedin Hospital by special train. Williamson, who is a powerful man in the prime of life, is highly spoken of in the district. He has a large family, most of whom are grown up. He was visited by several doctors in the hospital yesterday, and from what we can learn there is little chance of his recovery. Men were kept working at the slip till midnight, and it seems extraordinary that further accidents did not take place, as stones were coming down in different places, and from a great height, nearly all the time. The men, it is understood, are getting rather chary of this night work at the cliffs, and it really seems as if very little is to be gained by it, while the danger to life and limb is by no means small. A representative from this paper went out as far as Waitati on Tuesday by the 3.20 p m. train and took note of the condition of the line. By this time all the slips bad been cleared away. After passing Port Chalmers the traces of a small clay slip that had fallen on to the metals were observable; while another slip was noticeable just before entering the Deborah tunnel. About half a mile or thereabouts from Mihiwaka station the train slowed down, and a notice board intimating that the speed of the train was not to exceed 10 miles an hour, showed that the dangerous portion of the line had been reached. The train in one place came almost to a standstill, and, proceeding very slowly round the cliffs, the passengers were afforded a good view of the slips. Water was pouring down over the face of the cliff in many places, and occasionally small stones came down with it, but a good number of men were at work, and the line was kept clear. The slips extend for a considerable distance, the worst place being just before the line commences to skirt the sea, and a few hundred yards from the scene of the accident of a month ago. It appears that the rock in this locality, though hard in itself, is intersected with seams of clay. The "dip" is towards the eastward, and the water lodging in the interstices a process of, disintegration commences, with the result that masses of rock fall from above on to the permanent way. The line has stood well at this part for several years, and the travelling public have come to regard it as quite safe, but their faith in its stability has been considerably shaken in consequence of what has transpired during the past month. The Railway department are evidently taking every possible precaution, and this being so, there is little fear of any accident occurring. It is reported that surveys are being made with a view of ascertaining the practicability of a tunnel through the rock along the most dangerous part of the line. On this point it is impossible to obtain information, as all connected with the department are forbidden under pain of instant dismissal, to disclose anything to the press. The events of the past month have demonstrated that the line should never have been taken along the present route. As an old settler in the district remarked on Tuesday, the country between Port Chalmers and Waikouaiti is all more or less "on the slide," and the expense of maintaining the permanent way between these two stations is bound to prove a very heavy item for years to come. It is now an open secret that the line in places in the neighbourhood of Seacliff is gradually slipping towards the sea, and the kerbing at one end of the platform of the Seacliff station shows that the ground on which the station stands has shifted bodily for a considerable distance since the line was made. En passant it may be remarked also that the recent rains have caused cracks of considerable extent in the asylum grounds.
The express train from Christchurch got through to Dunedin all right on Tuesday evening, though it was about a quarter of an hour behind time. Every precaution was taken going round the cliffs, men being posted at different parts with lamps to signal that the line was clear. Still some of the passengers, many of whom crowded out on to the platforms, must have been just a little scared, for what with the noise of the water rushing down the cliffs from above the monotonous roll of the sea from the black depths below, and the recollections of the accident of a month ago, it must be admitted there was some cause for alarm. However, the train got through all right, and there seems not much likelihood of traffic being again impeded for some time to come. -Otago Witness, 10/8/1888.
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| Hawkesbury Cemetery, Waikouaiti. DCC photo. |
Gideon Williamson was a native of the Shetland Islands and had been in New Zealand for 13 years.
PURAKANUI CLIFF.
[By Telegraph.] [OUR OWN CORRESPONDENT.)
WELLINGTON, August 15.
With a view of preventing the recurrence of railway accidents at Purakanui Cliffs a tunnel is to be cut through the hills a few chains inland from that portion of the line where slips are occasionally occurring. -Press, 16/8/1888.
The Minister of Public Works has intimated that the Government will take steps to avert all danger at the Purakanui cliffs. The most dangerous part will be cut through with a tunnel at a cost of L10,000. The Government deem the work of great importance, and it will be proceeded with at as early a date as possible. Thus the cliff road has proved a costly blunder. -Clutha Leader, 17/8/1888.
THE NORTHERN RAILWAY LINE.
A meeting privately convened was held at Albany street Hall yesterday evening to consider the question of the railway line at Purakanui, and the intentions of the Government regarding it. About forty gentlemen were present, and Dr Coughtrey was voted to the chair. The Chairman, who explained that he had personally nothing whatever to do with calling the meeting, read apologies from the Mayor, Mr Lee Smith, and Mr J. W. Jago, who were prevented from attending by other engagements. He (the chairman) thought the meeting, being a preliminary one, should confine itself to considering if the proposal of the Government to spend L10,000 on a tunnel to remedy the weakness of this part of the line was a wise one. Any suggestions any of them might be inclined to make as to other routes should, he thought, rather be left for the surveyors: only let future surveys be of an exhaustive nature. They would have seen it stated in the 'Daily Times' that seven routes (which he enumerated) had been surveyed before the line was constructed; but it would be for them to consider hereafter whether there were not others worthy of consideration before public money was spent upon this tunnel. Many people he knew were of opinion that the tunnel would cost at least double the L10,000 estimated by the department.
Mr A. H. Shelton said that he had taken upon himself the duty of convening the meeting at the request of a number of gentlemen to whom he had spoken upon the subject. He held that it was a question for the whole colony, and that they should approach it from a shareholder's point of view. They must combine to get a different route, but if they first began to argue about the various routes they would probably get into a muddle. He agreed with the chairman that the first thing was to get the route changed, and then let the engineers consider the other question. As to the difficulty of getting the money, if a terrible accident occurred they would be able to get the route changed if it cost L100,000. Why, three days' rain had sufficed to procure the expenditure of L10,000 on the locality, although the colony was gasping for want of funds, and they might depend upon it, given an emergency, the money would be forthcoming. The proper way to represent it to the Government was that by this scare the railway was going to suffer a disastrous loss of revenue. If one person per day only was prevented travelling by rail from Invercargill to Lyttelton, or vice versa, that would mean, taking an average between first and second class fare, a loss of L1,017 per annum, and this represented at 5 per cent, a capital sum of L20,000. Supposing that five persons a day refrained from travelling, the loss would represent the interest on an expenditure of L100,000. If a united Otago agreed upon this matter they would be able to get the Government, instead of tinkering with a tunnel, to put the railway where it ought to have gone in the first instance. He would move — "That those present form themselves into a committee, and that a sub-committee be formed to gather facts and prepare resolutions to be submitted to a public meeting at the earliest possible date."
Mr W. Wright seconded the motion.
Mr James Richardson thought the whole of Otago was indebted to Mr Shelton for convening that meeting, for what was everybody's business generally became nobody's. He deprecated strongly the idea of spending L20,000 or L30,000 (for that would really be the cost of the tunnel) merely to save people from the make-believe evil of looking over a cliff. No tunnel would be any unless it started from near Purakanui station, went a mile and a quarter through the hill, and came out at the gully near Marshall's house at Blueskin. That tunnel would cost L25,000 a mile, and from what they knew of public works it might easily be increased to L30,000 before it was finished. A tunnel round the cliffs would be no good, because it would still leave a couple of dangerous places where there was made ground and a fall of at least 300 ft. At one of these spots the line had slipped away recently about twenty minutes after the express passed. It was in repairing that that Gideon Williamson met his death. He then referred to the alternative routes. A superficial knowledge of the grades and levels involved had led him to suggest a line in the direction of the Leith Valley. This he found was impracticable; but an engineer believed that the low-level route from Sawyers Bay could be completed for about L65,000, the tunnel being probably of bluestone. The distance from Sawyers Bay to Waitati is a trifle over five miles. He believed that the adoption of this or some other practical deviation would not only be welcomed as avoiding the dangers of Purakanui, but would also be an economical step. The length of permanent way to be maintained would be reduced by some miles, the wear and tear of rolling stock proportionately reduced, and the necessity for constant costly repairs and the maintenance of a large gang of men on the Purakanui section would be avoided. They should ask the Government to expend nothing at Purakanui until the advice of experts had been obtained as to the merits of alternative routes.
The motion was then carried unanimously.
The following gentlemen were then appointed a sub-committee for the purpose mentioned: The chairman, Messrs C, Haynes, H. Gourley, W. Wright, Johnston, A. H. Shelton, Owen, D. Heenan, J. Richardson, P. Fredric, J. Mathews, and W. Swan. -Evening Star, 21/8/1888.
THE NORTHERN RAILWAY LINE.
ALTERNATIVES TO PURAKANUI CLIFFS.
A representative of this paper waited on one of our local engineers yesterday with the view of obtaining some information with regard to the danger that existed on the northern line of railway, and also with regard to the relative merits of the alternative routes that have been proposed in order to avoid Purakanui cliffs. The gentleman in question was very willing to render what information he could, and in reply to questions put to him he said the danger of the existing route round Purakanui cliffs was that the whole of the hillside was of very loose formation, and unless the top soil was taken down to the rock, and a long slope made, there would always be the risk of some loose stuff coming down. People who knew the locality said the cliff was undermined, and the public would not be satisfied until an exhaustive examination was made, and the matter set at rest. Before proceeding with the tunnel as proposed, or any protective works, it would be necessary to make sure that the rocks at the cliffs were safe, and sufficient to carry the weight of the works. If no alternative line was to be made, a tunnel was probably the most feasible scheme for making the present line sufficiently safe. The tunnel, however, might be expected to cost a very great deal more than £10,000. The formation of the hill was such as would probably render the lining of the tunnel absolutely necessary, as was found in the case of the Deborah Bay tunnel, which was expected to be sufficiently solid to stand without lining, but it had afterwards to be lined at a very considerable cost. He thought the line at Purakanui was so dangerous that the Government were bound in the interests of the public to make it thoroughly safe. The danger that existed at present would be obviated in one part of the route at least by a tunnel, provided the cliff was solid; but to put a tunnel through the whole length of the ground which was now dangerous would involve a very large expenditure. Supposing that it would take £20,000 to make a tunnel and approaches at present at Purakanui, he thought it would be advisable to do this, although an altogether different line were made ultimately, because it would take two or three years before a new line would be available for traffic. It therefore seemed necessary that there should be an outlay of money at the cliffs at the present time, so as to secure the safety of the travelling public with as little delay as possible. The place could not possibly be made safe without some sort of covering being provided for the highway. He did not look upon the line this side of Deborah Bay as being very dangerous. There was a very big embankment there, but its firmness had been pretty well tested now. A slip might possibly occur, but he did not consider the line there was really dangerous.
With regard to the Leith Valley route as an alternative to the present line, he said the primary fact of the natural fall of the valley at Woodhaugh being as steep as 1 in 40 was sufficient of itself to show that we need not look for a line being made up the valley. He did not think Dr Coughtrey's route was at all practicable, as the hill which would have to be encountered was too forbidding, being very solid. The route would also involve a tunnel of some miles in length, as the hill was very wide and the distance in which a grade could be run up to the tunnel very short. The route at Sawyers' Bay appeared to be open to the objection that a tunnel of more than two miles in length would be required. The tunnel would certainly be through solid ground the greater part of the way, and the route would be a shorter one to Blueskin than that which had been adopted. Then it would have the same advantages that all inland lines had, of serving the country on each side of it. In referring to the Mount Cargill route — i.e., from Ravensbourne up the slope — he said if it could be shown that it was a superior route to all others, and that the only objection that could be urged against it was that it rose to an altitude of 500 feet more than the present line, it would certainly have been better to have taken the line by Mount Cargill than to run the risks which were run at present at Purakanui. He was persuaded that if things had to be commenced de novo, the route starting from the south end of the Lookout Point tunnel, and going via Balmacewen Saddle, thence into the Kaikorai and Leith Valleys, and rising up and piercing the Saddle between the Leith Valley and the Waitati by a tunnel a mile and a-half in length, would, on the whole be the best route to be adopted. Throughout its whole length it would go through country of good firm formation. At the Dunedin end it would develop a payable suburban traffic. Further up it would have good timber traffic; ultimately a good dairy traffic; and, most important of all, it would aid in developing the workings of shale deposits which were situated on the Waitati watershed. It might be urged, of course, against this route that it went a little higher, and would also be longer than the route from Sawyers' Bay, via Purakanui, as already constructed, but the larger amount of traffic which might reasonably be expected from its adoption would compensate for the length. The distance from Dunedin by the Kaikorai Valley route and by the present route to the north of Blueskin Bay, would be about the same. The objection with reference to carrying the goods traffic over a higher altitude than it was carried at present was after all not so important as it at first sight appeared, considering that any goods that had to go coastwise — north, say of Otepopo — would go by sea. The goods intended for the interior would ultimately go by the Otago Central, so that the principal part of the goods traffic that would go over the Kaikorai Valley line would be for the district more immediately adjoining it, as far north perhaps as Otepopo. As regards the passenger traffic, passengers would not in the least object to being carried a higher altitude, but if the matter were put to them they would certainly prefer that to encountering the risk at Purakanui cliffs. As regards the question of tho carriage of goods, the matter, so far as the line now adopted and the Kaikorai Valley line were concerned, resolved itself into whether a comparatively low-level line would be taken along a country which was not likely to furnish traffic to any considerable extent or along a slightly higher altitude through a country of remarkably valuable natural resources. If any one were asked to decide upon commercial principles he would have no hesitation in giving the preference to the line which traversed the more valuable country. Another thing in favour of the Kaikorai Valley line was that if it were adopted it would serve the woollen mills and other factories in the Kaikorai Valley. Other factories would also start, no doubt, soon if there were a railway in the valley. The construction of a line from Look-out Point tunnel to the north part of Blueskin Bay would probably cost something like £180,000. The Government, however, would never think of making this line at present for the sake of avoiding the present difficulty at Purakanui; but the features of the country by the Kaikorai Valley route were sufficiently favourable to make it worth while to make a closer examination of the route if any alternative to Purakanui was proposed to be adopted. -Otago Daily Times, 23/8/1888.
WELLINGTON
Government have decided to begin the tunnel on the Purakanui Cliff at once. There are two places where the line is considered dangerous, one is on the cliff itself where the rock is friable and continually slipping, last winter some thousands of tons came down, and the tunnel will be driven behind this portion. The other spot is approaching the cliff from the Dunedin side where the hillside is almost perpendicular, and liable to slip on account of water that percolates over the cliff, some drains are to be put in which, it is anticipated, will make this portion quite safe. It is hoped the work will be finished by the beginning of next winter, as the tunnel is only quarter of a mile long. The cost is estimated at from £12,000 to £15,000, interest on which will come to about the same amount as the present, yearly cost of keeping that section of the line in order, namely £590. Two other tunnels were proposed, cutting off the whole cliff, but one would have been 70 chains long and cost £7999, the other 58 chains and cost £50,000, but the idea was abandoned as beyond the colony's means and moreover they would require some two years to drive them. -Wanganui Herald, 28/9/1888.
THE RAILWAY ACCIDENT.
TO THE EDITOR OF THE PRESS. Sir, — The accident to the Dunedin express on the lst January does not appear to have received the attention it deserved from either the Dunedin or Christchurch press; and I will ask you to grant me a short space in your columns in order that the public may be put in possession of the facts. There can be little doubt but that a most serious accident was only narrowly avoided, as much perhaps by the presence of mind of the engine-driver, Drummond, as by that luck, chance, or Providence, call it what you will, that permitted the train to leave the line at a place where the danger was in a measure minimised. Had it been the first engine that left the line, instead of the second, nothing in my opinion could have saved the train from falling over the cliff, at this place some 150 feet above the sea level. As it was, the derailed engine was plunging over towards the sea, and nothing but the strength of the couplings to the first engine averted this disaster. Another most fortunate circumstance was that at this point the line is almost straight. Had the accident happened some 50 yards further back, or 200 yards farther forward — at both of which places there is a very heavy curve — nothing could possibly have prevented the train from falling over the embankment.
After the accident happened I walked forward to carry the news to Purakanui station, and took the opportunity of inspecting the condition of the line. I found it apparently all that could be wished, but a closer examination upon my return journey showed many defects. Thus there are many places where the line has been repaired after probably a falling away of the earth, and repaired neatly but superficially, by a few barrow loads of loose stones or shingle. No cement appeared to have been used, and the result is that the line has not been strengthened in any of those places where it has been proved to be most weak. Every one knows that the line has been laid through a tract of country that simply bristles with curves and gradients, all of which might have been avoided had the North-east Valley route been adopted. This route would have opened up some very good country, and saved about six miles, in addition to giving safety where now there is insecurity. It is, of course, too late now to remedy this, but the public have a right to demand that every possible precaution should be taken for their safety, and the greater the danger from the route chosen the greater should be the precautions adopted.
No one can say, however, that the filling up of holes or the replacing of earth upon the face and sides of the cliff where it has fallen away has been adequately or efficiently done by the mere throwing of a few loose stones into the cavity. The public has a right to demand that a very searching enquiry should be made into the cause of the accident, as also into the state of the line at this spot.
—Yours, &c., Charles E. Turner.
P.S.—I may say that a special train had to be sent from Dunedin for the passengers and that the derailed engine and train did not arrive in Dunedin until six o'clock the following morning. -Press, 6/1/1896.
Mr C. E. Turner, who has written to the Christchurch Press expressing an opinion that the train accident at Purakanui "has not received the attention it deserves," is to be commended for having the courage, as well as the public spirit, to express his opinions freely over his own signature. In this he has set an example to those persons who, under the shelter of anonymity, make use of the columns of newspapers to vent their spleen and to say things they would not dare to say openly. There is reason to hope that, as Mr Turner has shewn that he has the courage of his opinions, the attention of the authorities will be drawn to the necessity of holding a searching investigation into the cause of the accident. In these days of advanced scientific knowledge there need be but few accidents save those which are the result of carelessness. It is true that we in New Zealand enjoy an exceptional immunity from serious railway casualties, but that is the result of care, of which there can never be too much where human life is involved. Mr Turner's description of the position is decidedly "creepy." Driver Drummond's presence of mind narrowly averted, it would seem, a most serious disaster. We ought to be proud of our drivers and guards and the other men who have the care of the trains; but everything must be made secure, or the utmost caution and dexterity may be unavailing at a critical moment. It so happened that the mishap occurred at a place and in a way that favored escape from serious consequences. Had it been otherwise there would have been a sad tale to tell. Hundreds of people might have been hurled down the cliff. The line, according to Mr Turner, is defective, and has been patched up in those well-known spots where the unstable, friable soil sinks and crumbles away perpetually and on the smallest provocation, and which are by far the most risky in the whole route. It is time that these places were solidified by some means, and if the accident should lead to this being done it will have been a fortunate occurrence. -Oamaru Mail, 8/1/1896.
| The Cliffs Tunnel from the Blueskin side. Hocken Library photo. |
And so, of course, the tunnel was built. The railway formation it bypasses is used by locals walking through the Puraukanui or people making the round trip through the Doctors Point caves at low tide, to Mapoutahi and up from there to the railway formation.
| The bypassed section of railway. Photo by Murray Gilchrist, Ca. 1968 and courtesy of the Hocken Library. |
