The Evening Star: WITH WHICH ARE INCORPORATED "The Evening News," "The Morning News," and "The Echo." MONDAY, AUGUST 19, 1878.

Auckland Star, Volume IX, Issue 2601, 19 August 1878, Page 2

The Evening Star: WITH WHICH ARE INCORPORATED "The Evening News," "The Morning News," and "The Echo."

MONDAY, AUGUST 19, 1878.

For the causo that lacks assistance. For the'-wrong that needs resistance. For the future In the distance, And the good that we can do

There is. very great dissatisfaction among the settlers along the Kaipara railway exteneion concerning the shillyshallying of the Government in determining the question of the inland route (whicii has the united support of the settlers) versus the coastal route, which benefits only afew landowners. When it was telegraphed that Mr Davis, an engineer . entirely unconnected with the Public Works Department, was choseu to give an impartial report on the rival routes general satisfaction was expressed. But ; the Government have since, through the pressure -exercised by the Department, abandoned 1 their first intention, and first Mr Blair and then Mr Conyere has been mentioned as the man selected for the duty. We understand that the whole of the North Island staff threatened to resign if an engineer outside the Public Works Department were chosen. It this is true the matter looks fishy. Granted the competency of the engineer, and the soundness of the'determination of the Department jn favour of the i^oastaL-route,. what had it to fear from impartial investigation t Mr Davis's ability and probity none will daro dispute ; why then this extraordinary stir over his appointment ? We maintain that it was the duty of the Government to accept the resignation of the whole staff rather that yield to departmental pressure. Upon the question at issue it may not be out of place to epitomise the points urged against the resolution of the Department to ignore the voice of the settlers. 1. Neither Mr Stewart nor commissioners reported on the country to le lenefitted hy the respective lines, and the probable amount of traffic each could contribute. In the case of the "coastline," the country is worthless, the gum exhausted; there are no settlers, nor likely to be. In the case of Waitakerei, a back country ■will be opened up, giving sawn timber, firewood, gum, shipbuilding timber, and consequently au increase to the population, and extended permanent settlement. The place is admirably adapted for fruit trees in its sheltered hollows, and there are many patches of very rich soil. Auckland will thus be benefited by it. 2. They have not stated which way the traffic runs on the line, a point in deciding these matters. The heavy traffic comes into Auckland, while not much over the ordinary necessaries of life and the customary requisites for settlement will go out. 3. We have heard much of the 1 in 35 gradient, so much indeed that one would suppose all the heavy traffic was to ascend it. This is not the case, the light " out" traffic has to ascend it, the heavy " in" traffic will descend it, which makes a vast difference. 4 ; The heavy traffic comes up a gradient of 1 in 44, without sharp curves, and for the moderate distance of 49 chains, and which, if the tunnel is lowered, would be shortened about 10 chains. This makes a vast difference also. There are long gradients on the Waikato line steeper than 1 in 44. 5. Another view of the case, as shown by Mr Smyth, proves that if paying Waitakerei is set aside, nearly twelve miles of line i through an utterly unproductive country must be paid for and maintained by the North, an the land through which it runs will pay nothing. Even if it pay to cultivate therej^s no traffic like Waitakerei. 6. The "coast line" also runs with the Great North Road at one side and the Waitemata at the other, withiu easy distance of Auckland to compete with line. By steamer would be shorter and as quick as by train. 7. The traffic "through," on which much stress has been laid by the opponents of the "inner line," must first pass over the steep gradients on the Hellensville line of 1 in 30, according to Mr Passmore's report[ of 3rd April, 1877, and 5-chain curves. There are several gradients of 1 in 33 and 1 in 34, and surely the easier gradient of 1 in'44up the summit of thciuuer line should take the traffic, and more than they can permit up the gradients. As Mr Stewart designed those, and ran into places which necessitated much higher summits, heavier, earthworks, much more curving and steeper gradients thaii some of the original lines surveyed, it seems funny that he and the Commissioners should treat thisSsubject so locally, and not refer more generally to the Helensville line which becomes the key to Waitakerei in place of Waitakerei summit being; the key. 9. We | believe the coast line will.be a little over a i mile shoi ter than the inner line, including the portion of Helensville railway; it descends near the sea level at Swanson's Creek, and rises near Lawson's house tojthes. summit of.. 165 ft., as stated by Mr Stewart.-< AfterWaidS, f it'desccnd3^ near the sea leyel': at Brighani's Creek, and ascends towards the North Road "probably 70 or 80ft. Surely 3j power musti be ejjpejided going up the second summit of %hich we heard nothin'g-^-a 3 number of leslfer summits in the aggregate'may actually become more exexpensive than one high summit though not individually; one-fourth the height.: 9. The "inner line"fror^'-the/ junction of Hcllensville to the^.turin<Si/$ miles 17 chains, is probably thecihost perfect 4iAe f°r that length in the 11 North Island. Not one pound of coal will be uselessly wasted; it is not undulating, ascending I and descending, losing in one place what is gained previously, not an inch gained is lost, and, tlie' works are, unusually light. From Henderson's Mill to Swanson's Creek is about the average in earthwork. So the mile this, side" of tunnel is the only heavy part. • And if report, speaks truly any difficulties that exist might be considerably modified. ''''"'•':'.--. ■.'. '