THE EAST AND WEST COAST RAILWAY.

Grey River Argus, Volume 21, Issue 3133, 27 August 1878, Page 2

THE EAST AND WEST COAST RAILWAY.

The following letter from Mr Richard Reeves, M.H.R., appears in the New Zealander of the 15ch inst. : — Sir, — A good deal of interest is now being taken in the matter of railway construction, both in the North and Middle Islands. That an extension of our railway system in a proper direction will have the effect of making the present railways a grand financial success there can be little doubt, and formost amongst the proposed lines is what we may term an intercoastal line, to connect the East and West Coasts of the Middle Island. At present the West Coast, with a population of over 20,000 inhabitants, can hardly be said to be part of New Zealand, but simply a suburb of Melbourne. The towns of Grey mouth, Hokitika, Westport, and Reefton draw all, or nearly all, their supplies from Victoria, to the exclusion of New Zealand merchants, the cnly exception being in farm product), which reaches them from New Zealand ports by coastal steamers. Now, Sir, there are, I believe, five different routes surveyed to connect the present terminus of the West Coast line with Amberley — the easiest constructed and best route being, in my opinion, that which, after proceeding up the Grey Valley crosses the Haupiri Plains and then over the Hope Saddle ; the greatest gradient this rout 6 would have being 1 in 25, and this only for three or four miles, with a tunnel of about threequarters of a mile long. This wonld be the heaviest work on the line, the remainder of the surveyed line being of easy construction. The advantages of this route are— Starting from Brunnerton, on | the West Coast, the line goes through a thickly populated and prosperous district until you get on the Haupiri Plains. This splendid country is sparsely populated, owing to the fact that being without roads settlers are unable toget their produce to market. From the Haupiri Plains to the foot of the Saddle there are thousand of acres of first-class agricultural and Pastoral country, only waiting the railway, to be settled on by an industrious population. Then again, in the northern part of Canterbury, through which the line would pass, there are thousands of acres of land still in the possession of the Crown which would at once be taken up by bona fide setthrs. There are also very Jarge tracts of splendid wheat-growing country in the hands of settlers, and ; doubtless many thousands acres would be ( rented in small farms. Thus so far we see that the construction of this line i would have the effect of at once largely i increasing our population and products. Then again, the line would pass through | a splendid timber country, a ready market 1 for which wonld be found in Canterbury, c and vast industries would be opened up t in the erection of numerous sawmills in s proximity to the railway. The 'coal measures of the Grey Valley r may be said to be inexhaustible, and it is t but a moderate calculation to assume that t 1000 tons of coal at least would pass over c the line weekly . Then, sir, we have the I a

1 imber trade, and from the Canterbury iide the West Coast would be able to ■mport produce and merchandise — this tern may be reckoned at least 200 tons per week. When the railway was completed, it is reasonable to assume the stock at present driven from East and We3t Coast, would be trucked over, the meat required on the Coast, and imported by road and Bea, being over 100 bullocks per week, and 800 sheep. Another very important matter must not be overlooked, and that is the maintenance of the overland road from Christchurch to ETokitika. This road, I believe, costs the Government from LIO,OOO to L 12,000 a year, and is only used by mail coach twice a week, and stock going from East to West Coast. If we had the railway, this item would be saved, as it is to be assumed traffic would cease on that road. I reckon that fully four-fifths of the trade now done with Melbourne would be transferred to ChristchurchandDunedin The advantages to the traders on the Coast would be manifold. There would j be no necessity for their keeping such j heavy stocks as they are now compelled to keep on hand, thus effecting a very considerable saving in the two itams of interest and insurance alone, this latter item being a very important one, when the average premium is about three and a-half per cent. Now, Bir, I will go to the question — would Buch a line pay ? and I assert it would. I reckon the traffic as follow, viz. : — 1000 tons coal per week, say at 15s. .:. ... £750 300 tons timber, say at 12s 180 200 tons timber and merchandise, 20a ... 200 100 head cattle, at 203 each 100 ,800 sheep, at 2s each ... 80 Sundries, such as coke, fire bricks, &c , say 10 tons at 203 ... ... 10 Passenger traffic, say 200 per week, average, say at 303 ... ... 300 £1620 making a total of L 1620 per week, and I believe I am rather under than over the mark. There will be an ever increasing traffic between the two localities, and as the line was finished the traffic above enumerated would take place. In conclusion I will quote the remarks of the gentleman who has made the different surveys, Mr Foy, who says : — "No question can be raised as to the claim, as far as population, industrial pursuits, geographical position, and the prospective importance (in every respect), which Greymouth possesses tc be the proper terminus of the intercoastal line on the West Coast of the Middle Island." I am, &c, Bichabd H. J. Reeves.