PUBLIC WORKS STATEMENT, BY THE MINISTER FOR PUBLIC WORKS, JULY 24th, 1874.

Globe, Volume I, Issue 55, 3 August 1874, Page 3

PUBLIC WORKS STATEMENT, BY THE MINISTER FOR PUBLIC WORKS, JULY 24th, 1874.

Mr Richardson : Mr Speaker,—l propose in this statement to endeavor to give to the House, as fully and clearly as circumstances will allow, an account of the proceedings of the Public Works Department during the year that has just closed. In doing so,I venture to hope that the House will share in the conviction that as much work has been put in hand as it was to the advantage of the country should be undertaken. Some few of the works contemplated last year have been allowed to remain in abeyance ; but this has mainly arisen from the fact that the further forcing on of public works would have produced an nnwise competition between the Government and private employers of labor, and by checking industrial enterprise have brought about results which would have been very unfavorable to the colony. I think it right, sir, to state—not by way of apology, but for the information of the House—that the delay caused by the unexampled prosperity of the country, and the very great demand for labor produced thereby, has been increased by the numerical insufficiency of the professional staff. While every endeavor has been made to remedy this, there has been no period during the year when the staff was sufficient to meet the requirements of the department. As I have referred to delay in carrying out some of the works, it is necessary for me to remind members that the expenditure during the year has been larger,

and therefore the rate at which the works are progressing has been quicker than was originally contemplated when the construction of railways was proposed. My observations as to delay must be considered iu connection with the fact that larger works within the year have been demanded than was at first intended.

Honorable members will find on reference to the estimates that the increase made iu the staff has been considerable, and that provision is made for a still larger increase. Very serious difficulty has been found in procuring engineers who have had experience in railw.iy surveying and construction. This difficulty was greater, owing to the unprecedented general prosperity of the colony enabling the se/eral provinces to undertake many large works ; the provinces, together with the numerous Road Boards and private companies also carrying out largo works, were employing the best professional skill they could obtain. Many works have been retarded for want of engineers, and, I regret to say, in one or two instances it would have been better to have waited longer rather than employ those whom we did employ. It was deemed absolutely necessary to send to England for several engineers, and during the past few weeks seven have arrived. These gentlemen have been distributed by the Euginecr-in Chief over the various Provinces ; but even with this addition to the staff a further number are required, to insure the proper supervision of the works which have to be executed during the next two years. The House will, of course, bear in mind that a larger proportionate staff is required in this colony than elsewhere, owing to the necessity for carrying out so many comparatively small lengths of road or railway in erery province at the same moment.

I took occasion last year to state that the officers of the department, from the Engineer-in-Chief downwards, had been called upon to use extraordinary exertions to get through the work necessary for the preparation of the many contracts which were let duriug the previous twelve months ; and it now gives me great pleasure to state that they have shown equal energy during the past financial year. The system adopted of employing a large number of engineering cadets in the department has been found to work well ; and we have now growing up a set of officers who, in the course of a few years, will be of incalculable value to the colony. As I am not aware that the House has been informed of the plan on which cadets are employed, I think it only fair to these gentlemea that it should be widely known. The cadets are not, as a rule, taken into the department under the age of eighteen, nor until they have passed the Junior Civil Service Examination. They receive a salary of £BO for the first year, and according to merit are promoted from one grade to another, with small increase of salary, to the end of the fourth year of their service, when, i found to have gained sufficient experience, they will be promoted to the class of assistant engineers. Several of the cadets are proving themselves very valuable officers, and are earning their promotion year by year. I take this opportunity of expressing my deep regret at the loss of two very promising engineers of this department, Mr R. Millett and Mr R. Johnstone, who both died very suddenly. They had each been a considerable time in the employ of the General and Provincial Governments, and their valuable services could ill be spared. Before dealing with the practical working of the department, I wish to inform hon members that this year I propose to distribute, as appendices to the statement I am about to make, the annual reports of the Engineer-in-Chief on Railways, the Assistant Eugineer-in-Chief of Roads, the Colonial Architect on Public Buildings, and of Dr Hector on Coal Fields Exploration, and other subsidiary papers. I do this for the convenience of having all the information hon members may wish to refer to in one paper, and not, as heretofore, in numerous separate papers. The tables which are attached to this statement will" be in much the same form as last year, with additions necessary to meet the requests from several hon members for further information; more particularly those referring to the traffic receipts on thevajious lines. Some of the traffic returns have been compiled from information kindly furnished by the Provincial Governments of Canterbury and Otago, and, although far from being so complete as I hope they will be in future, will doubtless be of much general interest. There are also attached explanatory maps of the two islands. When compared with those issued by the department last session, they will show at a glance the progress made in opening up the country during the past year. RAILWAYS—NORTH ISLAND. I shall now describe the position of the several lines of railway authorised by Parliament, takiDg them in the same order as I did last year. And first I come to the railway between Kaipara and Riverhead. It will be in the recollection of hon members that last year I referred to the difficulty that had occurred with the contractor, owing to the delay in the supply of the permanent way material. After considerable correspondence with the contractor, Mr Edgar, an amicable arrangement was entered into to relieve him from the completion of the line, and pay him the value of the work done according to his contract. The completion of the line has since been let to Mr Fallon, who is to finish it in December next. Cn this line there is a deficiency in the present appropriation, mainly owing to the advance in the cost of iron ; and to enable the Government to complete the line with the necessary accommodation, the House will be asked to appropriate a further sum of £14,000. This line will, with the sum -now asked for, only cost £1137 per mile, but it must be remembered that the ballast is of the most inferior description ; and if there is much traffic on the line, a still further sum will have to be spent upon it; the cost of good ballast being dependent on whether the line is extended from Riverhead to Auckland, for which extension the whole of the necessary plans and specifications were prepared early in the year. The sixteenth clause of The Railways Act, 1872, requires that, previously to commencing the construction of any railway, the Engineer-in-Chief shall repoit whether such railway is likely to pay its working expenses when coniDleted, and on the nature of this report the authority to construct depends. In the case of the Riverhead to Auckland line, the Engineer-m-Uhief 's report was un-

favorable, and it was my duty to decline to proceed with the construction. The Government are, however, of opinion that the Kaipara and Riverhead line will not pay until it is extended to Auckland, and that the extension ought to be made. They are convinced that the through line from Kaipara to Auckland will pay considerably more than its working expenses, although as individual lines neither of them probably would ; and I shall therefore ask authority to construct the whole line at such early date as the position of the labor market may warrant its being put in hand. The Auckland to Mercer line is progressing satisfactorily. The railway has been opened for some months between Auckland and Onehnnga, and with a view of expediting the completion to Mercer, the Government have offered Messrs Brogden a bonus of £SOO per mouth for each month it is completed previously to the contract date (Ist September, 1875.) It is hoped that three or four months may thus be gained, and the colony obtain the use of the line proportionately early. From Mercer southwards to Newcastle the line is in hand, partly by contract and partly by the Volunteer Engineer-Militia. At one time the Government had good reason to suppose that it was necessary to increase the available defence force in the Waikato, and it was determined to effect the twofold object of having an additional armed force in the district, and at the same time pushing on the construction of the line. The force, numbering about 200, was rapidly organised by my honorable colleague, Dr Pollen, and commenced work in a very effective way during the month of December. The work done by it has been well done, and the progress made very satisfactory. The work is directed by the District Engineer, but the three companies have been kept under the control of their officers, Major Cooper being in charge. A sufficient amount of military drill and discipline has been exercised in order to assure their being available for defence in case of necessity. It is proposed to charge the difference in the cost of the work done in this way over that of ordinary contract work to the defence of the country. The Waikato Bridge, adapted both for road and railway traffic, is on its waj from England, and tenders are now being called for its erection, to be completed in eighteen monts from the date of the acceptance of the tender, or about March, 1870. Should the Engineer Militia continue to improve in the results of their work, and the necessity for such organisation still be found to exist, it is proposed to move them early in the ensuing summer across the Waikato, and to continue the formation of the line southward through the delta towards Alexandra. A very good line has been selected, and one which for nearly the whole length will be the best available line to Cambridge or Alexandra : that is to say, that the line as far as Ohaupo will in any case be part of the main trunk line southwards ; and if the line should eventually go by Cambridge, it will only involve a short branch to reach Alexandra.

Further than this nothing has finally been determined ; but I have lately received the most reliable information, that as far as the country is known—and a great deal of it is well known—there is, if non-professional opinions may be relied on, no engineering difficulty in the way of carrying the railway ir> a nearly direct line south from Alexandra behind Mount Egmont. Following the order in which I took the railways last year, I next come to that from Napier to "Waipukurau. I regret to state that the contractors for the first portion of eighteen miles of this line have not completed it within their contract time ; the notices necessary to enforce the penalties incurred by them have been given, in case it may be thought advisable to do so. The contractors had great difficulties to contend with in procuring sleepers and other timber, and the contract time will be exceeded on the first length by fully one year. A further length of this line, of 27 miles, is also under contract, and the works are progressing satisfactorily. The works on the Waitara and New Plymouth line are ,in Messrs Brogdens' hands ; and although there is great difficulty in getting materials delivered there, I see no reason why their contract time should be excggclgq* It is to be regretted that on this line the Government have had to pay very considerably in excess of the engineer's estimate for land ; and indeed, had they had any idea that it was possible that claims for such rates would have been sustained by the Court, they would have delayed the commencement of the works until reasonable arrangements had been effected.

Nothing has been done towards the expenditure of the additional appropriation made by the House last year for continuing the line south. It was not thought prudent to do so until the road behind Mount Egrnont had been cut through, and the feasibility of the route finally settled. This is now the case ; a really good line has been found, and instructions have been given to complete a working survey from the present line southwards towards Hawera.

From Wanganui northwards we have found a very difficult line of country to traverse, instead of the favorable one we have been led to expect; and although every effort has been made to press on the survey, the progress made is not sufficient at present to warrant my fixing a date for the commencement of the formation of the line. It may be well to state that although on the first thirty miles of this line the works will be very heavy and the gradients severe, the remainder of the line through to New Plymouth will be of a more favorable nature.

On this line the bridge over the Wanganui River has been let for completion by March, 187 °- • j *r I now come to the Wanganui and Manawatu railway. Two sections of this have been let. including the bridges over the Wangaehu and Turakina ; and the surveys are well advanced for the remainder. It will be remembered that by the Railways Act 1872, a further appropriation of £90,000 was taken to convert one-half of this line (which was at first proposed as a tramway) into a railway, still leaving the remaining portion from Rangitikei to Manawatu as a wooden tramway. As there is not now the slightest doubt that the traffic over the whole line will be far more than could be worked by tramway, and especially as the Fielding settlement' is progressing so rapidly, the Government consider it necessary to take the earliest <?teps to obtain the assent of Parliament for the necessary appropriation for converting the portion from Rangitikei to Manawatu into a railway. la connection with this line, the Government propose entering into a contract with Mr. llalcoinbc (the agent) for

the construction of nine miles of railway, he having consented to waive the right the company have, by their agreement with the Government, to demand employment for two hundred men at any time during the next three years—a condition which in practice is found to be most embarrassing.

The last railway to be mentioned as in progress in the North Island is that from Wellington to Masterton. The first section of this line has been completed by Messrs Brogden, and, after three months' maintenance, has been taken over from the contractors. Owing to the necessarily hurried manner in which the information was collected on which the estimates for this contract were based, the engineers and contractors were alike misled as to the nature of the stone in the hills alongside the railway. This was in practice found to be unfitted for the sea-faciDg, and the alteration in plan involved an additional cost of £3098, bringing up the cost of the first eight miles, including all charges, with fair proportion of the charges for the Wellington terminus, to £49,713 9s 7d. A further length of twenty-seven miles, including the summit tunnel, is now under contract. Of this length, six miles have been very satisfactorily completed by Mr McKirdy, and will shortly be ready to open for public traffic. The Engineef-in-Chief aud the Superintending Engineer for the North Island, have spent a great deal of time in endeavoring to select the best possible route for this railway, and more especially that portion which crosses the Rimutaka. It has been a work of the most arduous nature, aud rendered more so by the necessity for bringing down the cost to the lowest possible amount compatible with a reasonable permanency. An inspection of the contract drawings in the head office will well repay any member who is curious about these matters, and will show how it is that the line is so costly. The appropriation for this end of the line will be far short of the amount necessary for the completion to ,Masterton, but more than sufficient to go beyond Featherston, to which point we hope to have the line under contract before this time next year. Before leaving the railways of the North Island, I take the opportunity of stating that during the recess I visited the Waikato with the Engiueer-in-Chief, and arranged with him that he should, in company with Mr Mack ay, examine the country between Cambridge aud Manawatu, with a view to ascertain its adaptibility as a route by which to complete the trunk line through the island. His report is attached, and the House will gather therefrom that it will be unadvisable to proceed, even with the preliminary surveys, until it is known absolutely whether the line can be taken to the westward of Lake Taupo, where it is understood the land over the whole line of country is of a very superior nature to that which would have to be traversed by a railway to the eastward of that lake. RAILWAYS—MIDDLE ISLAND. I now come to the Middle Island: and first we have the Picton and Blenheim railway. During the past six mouths better progress has been made, and 1 have the assurance of the contractors that they will continue their exertions to complete the line with as little delay as is practicable. It is much behind the contract time. The Nelson and Foxhill railway works have progressed satisfactorily, aud the date fixed for completion is November, 1875. A preliminary survey has been made of the proposed trunk line from Foxhill to the Brunner. The woiks will be of a heavy nature, and the gradients very severe ; but not more so than on some of the other lines now in hand. I shall refer again to this line presently. The Westport and Mount Rochfort line has been somewhat delayed for want of a survey staff; but the first section to Fairdown is now about to be let, and the surveys for the completion to Ngakawau are in a forward state. I see no reason why the entire railway should not be completed by the end of 1874, and hope that before the middle of 1875 the permanent harbor works may be put in hand. The commencement of these works depends upon the oompletion of the contract for the first length, the date of which is August, 1875. The Greymouth and Brunner line, including the suspension bridge over the Grey River, is in hand ; but the railway works are not in such a forward state as was anticipated. This is not the fault of the contractor, but is owing to the necessity which has been found to exist for improving the line over a short length where heavy slips are threatened, The Engineer-in-Cbief states that the steps he has taken are sufficient to insure the safety of the line, and the cost of the additions will be met out of the appropriation taken last year ; the protective works undertaken have answered all expectations, and have stood the test of some very severe floods. In Canterbury the first main line to be mentioned is that from North Kowai to Rangiora, including the very large bridge over the River Ashley. It is all under contract and is progressing satisfactorily; the whole work is in the hands of Mr E. G. Wright. The line should be open to the South Kowai early next year. We next have the extension southwards from the Rakaia to the south side of the Raugitata, including three large bridges and one of a smaller description over the Hinds. , The first section to the Ashburton has been worked with goods traffic for the past three months, under an arrangement with Mr Wright, the contractor. This arrangement was made at the request of the provincial authorities in compliance with the urgent demands of the public. It will be opened for general traffic in a few days. It is proposed to open the line from thence to the Hinds river, about the Ist of January, and the completion through to the South Rangitata by the middle of 1875. The continuation of Temuka is about to be let, and the time fixed for completing the Orari bridge and the formation of the railway is next May, as it is also for the completion of the short length from Temuka to Young's creek. The laying of the permanent way may then be proceeded with rapidly from both ends, and should be completed through from Christchurch to Tiraaru about August or September, 1875. The Timaru to Young's Creek is now well advanced, and the rolling stock has been transported to Timaru, and is being fitted up. This length can be opened in about two mouths. , __ ~~ ~ From Timaru south to the Waitaki the whole is ready for contract. The first length, to the Pareora, is let: and it is proposed at once to advertise the remainder, Sivine about eighteen mouths for completing the formation and bridges, making the time of completion for the whole about December next year.

Owing to the difficulty in landing materials required for the railways between Timaru and Oamaru, great delays take place, and it is impossible to calculate with certainty when these portions of the lines can be completed, but the dates I have given may, I think, be relied upon. Before leaving Canterbury, I have to notice the branch line from Rangiora to Oxford. The completion of this has been delayed owing to the want of sleepers, but it is expected that it will be completed within the contract time—the end of November next. The Racecourse and Southbridge line is under contract, and the date for completion is fixed for January next. On the Eolleßton and Malvern and White Cliffs lines the works are nearly completed, and the plate-laying of the last portion is expected to be done by December next. All the station buildings for these branch lines are under contract, and will be ready in advance of the requirements. Owing to the high price of iron, the appropriation for these branch lines will not be sufficient by about the amount required for the Waimate branch, and arrangements •will have to be made to provide funds for that work.

All the rolling stock for these branch lines is in the colony, and that for the trunk lines is either here or its shipment has been advised.

We next have the Waitaki bridge. The completion of this is under contract to Messrs McGavin and Co., and should be finished about November, 1875. Every endeavor will be made to keep the contractors to their contract time, and a bonus is offered them to finish it earlier. It has been found necessary to add an extra six feet to all the cylinders, which are now on the way from England, and a further appropriation will be required to cover the cost. I alluded last year to the great delay caused by the alteration in England of the design for this bridge, and need not further allude to it, except to repeat my personal opinion that the original design would, at very much smaller cost, have answered the purpose. We are now in Otago, and we have first the Waitaki and Oamaru line. Here the difficulty of supplying sleepers has been greatly felt; I hope that in the course of the next two months we may see our way out of it; and if so, another two months will suffice to lay the line as far as it will be of much use until the Waitaki bridge is completed, and ■will meet the branch line now in course of construction by the province. The railway from Oamaru to Moeraki is in Messrs Brogdens' hands. The works are not in as satisfactory a state as they should be, but the Government are not free from blame in the matter. The engineer over that line had to be removed in November last, and since then the works have been going on more satisfactorily. It is hoped that there will not be much, if any, delay beyond the contract date for completion. A further difficulty has arisen near Moeraki, which might have been provided against had more time been taken with the survey ; the works completed on half a mile of this portion will have to be abandoned, involving a loss of some two thousand pounds. From Moeraki to Dunedin, the work which ■will take the longest time to construct is the tunnel near Port Chalmers through to Blueskin ; this is under contract, and is progressing very satisfactorily. Contract plans and sections are prepared from Dunedin to Blueskin Bay, and the work will be immediately put in hand to be completed concurrently with the tunnel. The plans for the remainder between Moeraki and Blneskin Bay are in a forward state, and will be contracted for during this year. A further extension of the Port Chalmers Railway Jetty is contemplated during this year, to provide for the increase of traffic on the Dunedin and Clutha and Dunedin and Moeraki Railways. The Dunedin and Clutha Railway has been recently opened to Green Island, about six miles. The works are progressing satisfactorily on the rest of the line, and with a view of expediting its completion the Government have offered Messrs Brogden a bonus of £BOO per month for every month they save in the completion of the line previously to the Ist September next year. The Tokomairiro and Lawrence railway is all under contract, and the date for completion of the formation is Ist of June next. The line ought to be finished by Ist September, 1875, but the whole of the work depends on the completion of the Glenore tunnel. From Clutha to Mataura, the only work actually in hand is the large bridge over the Clutha river ; but the contract plans are ready for the greater portion of the line, and it is iutended to call for tenders for the section between Mataura and Cliuton immediately, and the remainder as soon after as practicable. Between Mataura and Invercargill, about twelve miles have been opened during the past year for traffic, and the remainder of the line is progressing very well, although not so forward as it should be. There has been some delay occasioned by a slip in the heavy cutting on this line, but I am assured that it will not take much beyond the contract time for completion. From Winton to Kingston, the contractor for the first section is not so far advanced as he ought to be with his work, owing to a delay for which he was not accountable. His contract time does not expire till 9th of next month ; but it is not possible for him to have his work completed by that date. Every effort is being made to force him on with the construction. The next section of twentyeight miles is just let, and the remainder will be let as soon as i!i ■• novcrnment see their way to procure the material. Should the same difficulties which are said now to exist in the way of getting sleepers continue, it is not likely that the cost of this line can be kept within the appropriation. The Land Board wish, no doubt, to conserve the forests in the neighborhood of the railway ; but the Engineer in estimating the cost of line, took it for granted that no restrictions would be put upon the free cutting of sleepers on Crown lands for this and all other railways. RAILWAYS—SUMMARY. To summarise the railways now authorized : Miles. Chains. 4PP ro * pnation. Auckland ... 166 36 £934,500 Taranaki ... 18 13 110,500 Hawke's Bay ... 45 25 220,000 Wellington ... 133 Wcstland ... 7 23 74,400 Nelson 38 20 222,000 Marlborough ... 18 63 126.000 Canterbury ... 251 34 1,160,000 Otago 332 4 2,065,000 General (surveys) ... ... 10,000 Total 1010 48 £5,575,400

Of which, there are—B9 miles 58 chains open for traffic ; 57 miles 74 chains complete, ready for traffic ; 103 miles 65 chains platelaying going on ; 421 miles 45 chains length under contract in course of completion. Giving a total length undertaken of 673 miles 2 chains. In addition to which there are still to be let 337 miles 46 chains ; making a total, as stated above, of 1010 miles 48 chains.

The expenditure and liabilities incurred for railways completed or in hand amount to £3,660,881, leaving £1,914.519 for which no liabilities have yet been incurred. This, sir, I take leave to think, is a very satisfactory result for the working of the department so far ; and, although it might have been possible to have forced more work on the market, I think the House will agree with me in believing that it would have been very unadvisable in the interest of the colony to have done so. Speaking generally, with reference to the cost of the railways authorised by Parliament, it has been found that, with few exceptions, the amount already appropriated will be found sufficient for their completion, Owing to the great fluctuation in the cost of iron in England, it may, however, be necessary to group the railways in each of the various provinces in order to make the appropriations cover the cost, as against some lines the permanent way has been chajged altogether at the higher rates, whilst the others have obtained all the benefit of the lower rates. Before leaving the subject of railways, there is the question of working the traffic on them to be referred to. The first piece of line which is being worked by the Colonial Government is that from Auckland to Onehunga. This was opened before it was completed, and the best arrangement which was found practicable was made with Messrs Brogden, who organised the staff and commenced to work the line. From the traffic receipts, the details of which will be found in the tables attached to this statement, it will be seen that there is a large amount of traffic, and there is no doubt whatever that the line will pay very well ; the receipts during seven months have been £4834 9s 3d: The line from Wellington to the Hutt has been opened since April ; and I think that, considering the present temporary terminus is so far out of the town and the line so short, it is astonishing that there should be so much traffic on it as there is. There is no reason to doubt that this line will pay, and each section after the Hutt river is crossed will materially increase its paying capabilities. The fragmentary portions of the lines which have been opened in the provinces of Canterbury and Otago are for the being respectively worked by the Provincial Governments. Attached are statements of the traffic, as furnished by those Governments, and with them the returns of the traffic on the Canterbury and Otago provincial railways. This information will, I trust, be found interesting to hon members. 1 will here add, Sir, that the erection of large workshops is being pressed forward in Auckland and Dunedin, and 1 trust in a few months the department will be in a position to execute not only repairs, but also to fit up and complete a considerable amount of rolling stock, which must meanwhile be imported from England. It will be a matter hereafter to decide whether it will be advisable to undertake the manufacture in the colony of the rolling stock which will be required. ROADS. I shall now refer to the road works. I do not propose to weary the House by going into details as to the various road works executed during the past year by this department, The attached report of the Assistant Engi-neer-in-Chief describes them all, and a reference to it and the tables appended to this statement will give the fullest information. The amount expended prior to 30th June, 1873, was—- £ s. ck

Which makes the account £ s. d. stand, — Total expended 368,630 19 4 Total liabilities 56,518 5 3

Total £425,149 4 7 against the vote of £400,000. This has to be credited with the sum of £12,000, which has been expended for benefit of confiscated lands in various provinces. At the end of the year 1872-3 there were 1141 miles of dray roads opened and in progress, and of horse roads a total length of 470 miles ; and on 30th June Inst there were 1188 miles of dray roads opened or in progress, and a total length of horse roads of 526 miles constructed at a total expenditure, including all liabilities, of £425,149 4s 7d. On these roads, besides a very large number of culvefts, there are completed 134 bridges, of SDans exceeding 30 feet, of a total length of 11,358 feet, and IS2 bridges of smaller spans of a total length of 2874 feet, or 14,232 lineal feet in all. ROADS—NELSON SOUTH-WEST GOLDFIELDS AND WESTLAND. Last year I had to state that 33.} miles of metalled roads had been completed, and nine miles made passable for heavy traffic. During thg year ending 30th June, 1874, this mileage of metalled roads completed has been brought up to 66 miles, and horse roads to 36 miles. In Westland, there are completed 50 miles of dray roads, and in course of construction 104 miles of horse roads. The bridges on the last two named roads number 36, and measure in all 2,318 lineal feet. The amount expended on these roads is £130,679 8s 3d, and the liabilities are £14,006 ls6d. GOLDFIELDS WATER SUPPLY. I now come to the water supply on the goldfields. When alluding to this subject last year, I felt convinced that in some instances the amounts of the estimated cost of the works which the Government had undertaken were much under-estimated, and in almost every instance this has proved to be the case. The estimates for these works were for the most part based on information supplied by the provincial authorities, and a reference to the table accompanying this statement, will show that the whole amount of £300,000 authorised to be spent in works of this nature is already spent, or liabilities incurred which will absorb it. The great increases are on the Waimea, Nelson Creek, and Thames Races. The Provincial Government of Otago have superintended the carrying out of the Mount Ida Water Race and Slndge Channel. This forms a notable exception, inasmuch as it was the only one in reference to which we had anything approaching a reliable estimate, and it will be completed at a cost very little in excess. The Government do not propose to undertake any further works of this nature till time has proved how far those now in hand have succeeded. The amount expended is ... £95,937 2 0 And the liabilities are ... 201,454 13 10 COAL MINES. The mines on the west' coast of the South Island, on which the colony must chiefly depend for its future supply of bituminous coal adapted for its steam services, await only the completion of engineering works that are in progress for their full development. These works are being proceeded with as rapidly as circumstances admit, and there is every reason to believe that in the course of a few years the colony may become to a great extent independent of imported coal. The extent of the Grey coal field on the south side of the river, opposite to the Brunner mine, has been practically teßted during the past season, by a company to which an extensive leasehold has been granted, so that two mines will be in full working order by the time that the railway to the shipping port is opened for traffic. At Westport the railway line has been surveyed and determined on, and the first portion is open for tender. This section will open communication with stone quarries, from which the material will be obtained for the formation of the wharfage which must be constructed, before it is possible to effect large shipments of coal without damaging severely the river banks. Meanwhile a thorough topographical survey is in progress of this most valuable and extensive coal field, with the view of facilitating its subdivision into mining areas that will afford the greatest facility for the economical working of the coal. The geological survey of the district is at the same time receiving attention ; and during the past year the ascertained limits of the carboniferous area have been greatly extended.

The Colliugwood coalfield, where the natural facilities for shipment and the extent of the field are all that can be desired, unfortunately labors under the disadvantage, so far as yet known, of possessing only thin seams in comparison to the immense deposits further south. Nevertheless, seams sufficiently thick to be remunerative have been proved by exploratory works that have been in progress during the past two years, and which for the present may be considered as completed. Some further expenditure has been suggested for the construction of a short line and wharfage, and the application received due consideration. The existence of valuable ironstone, together with other requisites for the manufacture of iron will, it is urged, attract capital to the district; and the local demand for the coal thereby created may enable comparatively thin seams to be profitably worked.

In other parts of the country assistance has been given wherever there is a prospect of the coal seams being of material service to the colony ; but the principle has been adhered to, that substantial assistance should only be given where the coal is adapted for steam-generating purposes. Experiments made with the locomotives on the railways in Otago have shown that the deposits of coal which exist, not only in that province but in most other parts of the colony, may be depended upon for the supply of our railway system. The expenditure on exploration for coal during the past year has been £2,405 12s lOd, with a contingent liability of £1,236 2s lid. NATIVE LAND PURCHASES. The purchase of lands from the natives was not under the control of the Public Works Department last year the Hon the Native minister having been requested to take over its entire administration. In previous years it was mainly in name that it was dealt with by the Public Works Department, I

PUBLIC DOMAINS AND BUILDINGS. I have now to mention a branch of the service which was transferred to the control of the Public Works Department during the past year—that of Public Domains and Buildings. The report of the Colonial Architect is attached. If you, Sir, and honorable members will turn to that report, you will find the Colonial Architect has had very heavy work throughout the year ; and it will be found, on reference to the Estimates, that a larger sum has been put down for that office, to cover the expense of an accountant and assistants. I have adopted this course in preference to taking the salaries of such officers out of Contingency Votes. The extraordinary rise which took place towards the end of last year, both in skilled labour and in building materials, induced me to avoid pressing on some of the larger buildings, which were authorised by this House last session, and foremost among them was the block of buildings for new Government offices in Wellington. Alternative designs for this block have been prepared, and before the session is over the Government will bring down estimates for this and the other public buildings they consider necessary throughout the colony. With regard to other buildings in various parts of the colony, wherever we have not had fair priced tenders sent in, we have either re-advertised them or postponed their erection. ADDITIONAL WORKS. Now, sir, with regard to the appropriation for railways, which it is proposed to ask the House to sanction this session : Ist. We require about £14,000 more for the Kaipara and Riverhead Railway. 2nd. We ask the House to vote £112,000, being the difference in the cost of the completion of the line from Wanganui to Manawatu as a railway instead of the tramway, now on the railway schedule. The original vote was taken at a round sum of £2OOO per mile, without anything approaching to a reliable survey. The bridges over the Rangitikei and the Oroua are of a very extensive character, and I am advised that the above sum will not be more than sufficient; and that even if the line were kept as a tramway, which would, in face of the settlement now going on there, be a most wasteful course, a large sura would have to be asked for the purpose. The Government have no hesitation in requesting this amount. 3rd. We propose to convert the Foxton and Manawatu tramway into a railway, owing to its being found that the tramway is not capable of doing more than accommodate the present traffic ; the charges being in consequence kept very high to pay the working expenses and repairs. If the tramway is kept as it is, it will prevent the expansion of the large timber trade which is now taking place, not only in the Fielding Block but in the surrounding districts. The tramway is twentyfive miles long, and it will cost about £60,000 in all to complete it as a railway. 4th. A further sum of £30,000, to extend the railway southward from Waipukurau towards Manawatu ; the object being to form the railway and lay down the permanent sleepers with a wooden rail to the heavy bush land which the main line traverses, and thus get at the timber, so much of which is wanted for the railway now in course of construction. The cost of laying these wooden rails will be very small in comparison with the advantage to be gained in getting at the timber, and the rails can be replaced in a year or two with iron ones with very little trouble. sth. We ask for £15,000 to complete the Waitaki Bridge ; and 6th. For £IO,OOO for the extension of the protective works at Grey mouth.

The vote of £IO,OOO for preliminary surveys being nearly exhausted, we shall ask for a sufficient sum to enable us to have full and complete surveys made of the line through from Foxhill to Brunnerton, and thence to Canterbury, and from Greymouth to Hoki< tika, as well as for such other portions of the connecting links of the trunk lines as the Btaff at our command will enable us to do.

There will no necessity to do more than this before the next session.

It has been stated by my hon colleague the Colonial Treasurer in his Financial Statement, that the Government consider the railway scheme as adopted by Parliament embraces the main trunk line from Kaipara, in the North, to Auckland, thence by Mercer to Newcastle, and southwards to Wellington, the railways from Napier and Taranaki joining the trunk line at such points as on survey hereafter may be found to be the best. Then from Nelson to Hokitika, the main trunk line running through the valleys of the Buller and Grey and into the Amuri by the best routes procurable, and passing south through Canterbury and Otago to the Bluff, together with the line from Invercargill to Kingston, the lino to Port Chalmers in Otago, and that from Christchurch to Lyttelton in Canterbury.

The only railway which I think it right now to call attention to is the connecting link with Blenheim. It has transpired during the survey of the Foxhill and Brunnerton railway that a very easy line to construct can be got from a point about fifty miles from Nelson, on that railway down the Wairau valley to Blenheim, which is in course of being connected with Picton. I shall now, sir, state what the Government propose with reference to the expenditure during this year on roads in the North Island. First, as I have already stated, we propose to convert the Manawatu tramway into a railway, and to repay the North Island Road Fund the amount that has been spent on its construction, £29,500. We further propose asking for an additional grant of £60,000, with a view of completing several of the roads now in hand, and some others which are considered necessary. This amount will enable the Government to meet all the liabilities which have been incurred up to the present time in connection with the North Island roads, and provide sufficient funds to construct all they now have in view.

The following are the principal roads on which it is proposed to expend this money: First, to complete and metal the road through from Opaki to the Manawatu Gorge; to form the road through from Tauranga to Cambridge, and from Taupo to Cambridge ; and in the North of Auckland, the Victoria Valley road, and that joining Hokianga with the East Coast, together with several others of minor importance,

It is proposed to make a similar coDtribu- I tion to the Middle Island ; and the only road to be constructed out of it which the Government stipulate for is that between Hokitika and Canterbury. The cost of this road to be provided out of the share of the money falling to Canterbury and Westland. The remainder is, however, to be spent under the control of the department on whatever roads or railways may be approved ofjby the respective Governments. The Colonial Treasurer has already informed the House that the Government have promised to ask Parliament to raise £50,000, to be spent on the Thames goldfield, taking direct security over the machinery and mines benefited by the expenditure. The security of the province, through which the money is advanced, is also to be taken. This assistance, it is hoped, will be the means of enabling such of the mines as have almost been brought to a standstill, to be worked to a very much greater depth than has hitherto been done. If this hope is realised, it will be the means of providing a large amount of work on the Thames goldfields.

It would have been quite within the power of the Government to have devoted a portion of the £300,000 already voted for diainage and water supply on the goldfields for this purpose, but the whole was found to be wanted for the works already in hand. I have endeavored, sir, as far as was possible, to fulfil the pledges given by the Government last year with regard to the extensions of the railways ; the supply of labor was not sufficient to enable us to make the progress we anticipated, as it was thought better to wait than to unduly force up the rates of labor.

The delay has had one good result, inasmuch as it has given time for the arrival of the permanent way materials and rolling stock, full supplies of which are now coming to hand; and I have little doubt that there will be_ an even more favorable account to be given next session of the works executed during the year we have just entered upon. I shall now, Mr Speaker, only add a short statement of the expenditure under all heada by the Public Works Department. Up to the 30th June, 1873, there was a total expenditure by the Public Works Department, exclusive of immigration, of £1,649,921 2s lid, and the expenditure during the year 1873-4 was £1,554,446 4s lOd. There are outstanding liabilities in England and the colony of £1,873,688 16s 4d, making a total of expenditure and liabilities of £5,078,056 4s Id. These are large figures, but, sir, we have large results ; and there are few who will be found now to assert that any of the railways which are proposed or undertaken will not, from the moment they are opened, return more than working expenses, and a fair depreciation fund, and, ii economically worked, will considerably contribute in course of time towards paying the interest on the outlay. And, with regard to the roads in the North Island, I do not imagine anyone will deny the vast service they have been in opening up and bringing about the settlement of the country. The colony has undertaken a gigantic work, and it is incumbent on the Assembly to see that it is carried eat to its legitimate end, and, sir, I have no fear as to the result.

In Province of Auckland 66,395 9 4 „ Taranaki 37,608 6 9 „ Hawke's Bay 30,956 9 1 „ Wellington .. 79,081 13 5 Tools, Implements, &c, unapportionable Making a total of 1,747 11 5 £215,789 10 0 During the past year there has been expended— In the Province of Auckland, — Bay of Islands £16,730 5 6 North of Auckland 9,199 8 10 Mangere bridge 9,409 15 4 Thames Waikato 7,451 17 6 Bay of Plenty 12,713 1 3 Poverty Bay 4.539 12 10 Taupo Giving a total of ... In the Province of Taranaki,1,225 9 10 £61,269 11 1 - Wai Iti to Patea 13,534 14 4 Hawera to New Plymouth . Giving a total of .. In the Province of Hawke's B 11,542 15 3 £25,077 9 7 ay — Napier 3,645 3 0 Feventy-Mile Bush 23,412 11 6 Wairoa Giving a total of ... In the Province of Wellingto 124 15 0 £27,182 9 6 vWanganui to Patea 9,885 18 11 Wanganui to Taupo 1,968 14 4 Seventy-Mile Bush 10,331 13 9 Manawatu 9,376 14 0 Manawatu Tramway Giving a total of This gives a total expended 7,748 18 2 39,311 19 2 to 30th June, 1874 — In Province of Auckland >.. 127,665 0 5 „ Taranaki 62,685 16 4 „ Hawke's Bay 58,138 18 7 „ Wellington... 118,393 12 7 Unapportionable Total And Ihnre were liabilities 1,747 11 5 308,630 19 4 on 30-h June, 1874, — In Province of Auckland 22.851 14 3 „ Taranaki 6,787 2 0 „ Hawke's Biy 0,771 15 0 „ Wellington ... Total 20,107 14 0 56,518 5 3