THE STRATFORD ROUTE.

Hawera & Normanby Star, Volume IX, Issue 1774, 7 November 1887, Page 2

THE STRATFORD ROUTE.

Thebi is still much to be learnt respecting the above route. It so happens that there are in this district the two sons of a well-known settler on the Plains who have spent some three jears on the survey staff in Taranaki district on work in the very locality through which it is now suggested the railway should pass to connect Taranaki with the Main Trunk Line. They speak very favorably of the land along the Stratford-Taumara-nui route. A new map has lately been issued by the Crown Lands Department, in which all the topographical features of the country, through which Skeet's Stratford-Taumaranui road line passes, is shown. The clear land is denned as distinct from the bush, the heights of the saddles, creeks, and highest peaks above the sea level, are given ; and a careful study of the map, by the light of Skeet's, Holmes', Ross', and Rochfort's reports to the Chief Surveyor and to the Engiaeer in Chief, shows clearly that the land along both sides of the proposed Taumarauni route would be far superior to that on the Central line. The first 30 miles from Stratford, or more, strictly speaking, from Ngaire, would be through really good country. From about Makahu to Hurimoana, some 12 miles, the land would be indifferent, there being patches of birch bush where the timber itself is good and valuable, but the soil of poor quality. From Hurimoana to Tangarakau about eight miles is a belt of good quality land, hilly, but capable of carrying one sheep or more to the acre when cleared. From Tangarakau to Eao is broken, rugged land for about seven miles, but coal crops out in many places and on one, just under Pukemiro, an outcrop of coal is marked on the newly-issued map exactly on the line of railway itself. From Eao to Wanganui river tbe land is fair, some of it decidedly good on the Ohura, and the whole of this last twelve miles past Aorangi to Taumaranui would run through open and not through bush country. Adding up these totals, we find that tbe line would only pass through about 19 miles of inferior country, and in one case this bad land would prove, perhaps, the most valuable of all, because it op.ns up a good coal-field. Out of a total of 76 miles between Ngaire arid Taumaranui, only about 50 miles would run through bush land. Taumaranui is just about the centre of the Tuhaa country, the only part of New Zealand now where a Maori difficulty can be said still to exist. Those who have been over Holmes' route since he and Mr. Ross surveyed it in 1884, assert that there are several places where difficulties which he encountered could be either wholly or in part avoided. One place in particular is indicated on the map lately issued where between Pohokura and Mangare with a difference in level of 330 feet as marked on the map, steep grades and considerable deviations made on Holmes's route could certainly be avoided. Enough has been said to show the perfect practicability of the Stratford-Taumaranui line, and we can challenge criticism of the statements which we have adduced. On the other hand we hear, and apparently on good authority, that one big viaduct north of tbe election last eoTopieted at the Marton end, is estimated by the engineer-in-chief himself to * cost about £100,000 ; which would make a nasty hole in the £400,000 or ao still available for new works on the Main Trunk Line. The fact of this available balance being so small seems to us to prove that the whole cost of the Main Trunk line via Marton estimated by Mr. Rochfort not to exceed £6500 per mile was ridiculously below the mark. This is evident on the face of affairs, but a question in the House would probably bring out the truth as to what the average cost per mile oi the sections actually let has been, and what amount would have to be added for cost of rolling stock, etc. From more than one source we now hear that Sir J. Hector now regrets having given evidence in 1884 so much in favor of the Central, as against the Stratford, route, nor does he stand alone among high officials in this respect. We draw attention in another column to the facts and figutes re the two routes set forth by the special correspondent of the Napier Telegraph. It is not generally known that, if railway connection via Stratford to Auckland were made, Hawera would be nearer to Auckland by rail in point of cost than to Wellington, even at the present high tariff rates. Hawera would be, in round numbers, 250 miUs from Auckland, as against about 200 from Hawera to Wellington. But owing to the break in the line where the Manawatu Company's line comes in, the tariff rates are very much higher, and in point of

cost the distance is more than equal to the extra 50 miles or so bo A actland. One other fact should be kept steadily in point of view : that a policy of rigid retrenchment in public works expenditure has been adopted by the colony. The Stratford route saving 70 miles or so of extra distance, and being clear of the serious physical difficulties on the Central line, should offer an essential feature and an easy method of retrenchment in public works expenditure.