THE WELLINGTON-MANAWATU RAILWAY.

New Zealand Mail, Issue 766, 5 November 1886, Page 10

THE WELLINGTON-MANA-WATU RAILWAY.

DRIVING THE LAST SPIKE,

The ceremony of “ driving the last spike in the permanent way of the Wellington and .Manawatu Railway was performed near Waikanae on Wednesday by His Excellency the Governor, in the presence of a very large assemblage of Wellington and Mhnawatu residents. The circumstances were in every way auspicious. Much anxiety had been felt as to the weather, for a cold, wet, or muddy day would have gone far to spoil the best-arranged out-door festivities. This anxiety was deepened by the fact that the barometer had begun to fall on the previous evening, but fortunately • all apprehensions proved groundless. _ A more perfect day could not possibly have been imagined or desired. It is true that on reachingthe chosen spot someheavy clouds passed over, and there was a slight drizzle for a minute or two, but it was only what is commonly called “Scotch mist,” and did no harm at all. The threatening clouds had all passed by even before {the passengers left the train, and thenceforward the pleasure-seekers had a glorious blue sky, only flecked by a few golden Btreaks of cloud. The sun shone brightly, and there was no wind at all, barely a zephyr even stirring the flags. .... Long before 10 a.m., the appointed hour of starting, numbers of people were to be seen wending their way to the Thorndon station. The cabs and trams were well patronised, and by half-past 9 a considerable crowd had assembled at. the station. ■ Mr Gould, the able stationmaater, was, however, quite equal to the occasion, and excellent order was maintained. In due course the jr': train was backed alongside the platform, and t then a rush took place, which only had the effect of causing some discomfort to the per- ! sons whose impatience led. them to push for* ward so eagerly, for there was plenty of xoom—although none to spare—and, so far as we are aware, no one failed to secure a seat. Doubtless the rumor which had been prevalent that invitations had been issued in excess of the available accommodation was mainly operative in impelling this rush ; but ( the rumor proved unfounded, and no harm ; waß done. Notwithstanding the difficulty of j; getting so large a number of passengers—- ; “ over 700 —settled in their places, this was got over so smartly that all was in readiness for a startatthehourappointed. His Excellency the Governor arrived with his accustomed punctuality, and at 10.2 a.m. the huge train moved .slowly out of the station. It consisted of fourteen of the American long double bogie cars, each equal to two ordinary carriages, and a brake-van, the total weight, loaded, exceeding 200 tons —exclusive of the engines and tenders. The train was propelled by no fewer than four locomotives',

there being two of the large eighteenwheeled tender-engines and one ten-wheeled tank-engine in front, while. another .tankengine was placed in the, rear to assist up the steep gradient from Wellington fcoKhandallah. As the long train, equivalent to 29 ordinary carriages, with its four engines, passed over the bridge which spans the Hutt-road,.and then ascended the gradient approaching the first tunnel, it presented a very striking spectacle.. The four engines did their work well, and succeeded in maintaining an average speed of exactly 15 miles an hour up the gradient of 1 in 40,. Johnson vine (six miles) being passed in precisely twentyfour minutes from the start. At Johnsonville the trailing engine was left behind, but no stop was made. The descent toward Porirua was made at a fair but speedy pace, so that the heavy load (some 350 tons, including the engines) might be kept well under command. The general speed was 27 to 30 miles an hour, but on the level road near Porirua Harbor a speed of 35 miles an hour was attained, the three engines running well within their power. Paremata (lb miles from town) was reached at 10.48, and here the first stop was made, m order that the engines might take in water before entering on their next climb. After a stay of 13 minutes a new start was made, and the bank to Pukerua was easily ascended at an average rate of nearly 20 miles an hour. The next stop was at Paikakariki, 27 miles from Wellington, which was reached at 11.32, a stay of 16 minutes being then made, when a number of additional passengers from intermediate points on the line joined the train. Several Maoris were present, and greeted the long train and its passengers with, loud demonstrations of welcome and delight. All the inhabitants of the little village seemed to have turned out to do honor to the occasion, as was the case also at Johnsonville, Porirua, and the other places passed. A final departure being taken, the train sped onward to its destination at Otaitanga, near Waikanae, 34J miles from Wellington, where it arrived at 12.8, the journey (including stoppages having occupied 2 hours 6 minutes, or exclusive of delays, 1 hour 37 minutes. It may be mentioned that the two tender-engines used, which were built by Messrs Nasmyth, Wilson and Co, Manchester, have six-coupled driving wheels, 4ft in diameter, 15in cylinders, and 20in piston stroke ; the tank-engines, built by Messrs Manning, War die and Co., of Leeds, have six-couple 3ft driving wheels, and 12in cylinders, with 18in piston Btroke. Both classes do their work admirably. They have since their arrival undergone numerous alterations and improvements suggested by the experience and judgment of Mr Higginson and Mr Fulton, the Company’s able engineers. It may be added that the train ran with perfect ease and smoothness throughout. After disgorging its human freight the train was backed to a point where the engines could be detached, and they then proceeded to Paikakariki, where a.turntable has been erected, on which they were turned to be in readiness for the homeward trip. The train passed through a very pretty and tastefullyconstructed triumphal arch of ferns and evergreens to its destination, where preparation had been made for the coming ceremony. It was met by another train, which had just arrived from the opposite end of the line, Palmerston, bringing a large number of Manawatu, Wanganui, and West Coast people to partake of the festivities. The passengers of both trains at once proceeded to the spot where the last spike was to be driven, and the ceremony then took place. THE CEREMONY. ' In the spot where the ceremony took place the line runs through a cutting. Large numbers of people congregated in the hollow and on the hills, while in the background quite a troop of photographers were to be seen waiting for a favorable opportunity to “seize the shadow.” His Excellency took up a position on the line, and was addressed by Mr Nathan, Chairman of Directors, as follows : , Your Excellency,—Permit me, ou behalf; of my Board, also on behalf of the shareholders of this Company, to tender you our thanks for your presence to-day, and for your kindness in consenting to drive the last spike, thus putting the finishing stroke that completes the line of railway between Wellington and New Plymouth. My Board ventured to ask you to perform this ceremony because they felt that, although this work has been, and is still being, carried out by a Joint Stock Company, the work they have accomplished is of no ordinary character. They venture to esteem this work as of a colonial character, originally undertaken at a time when the Colony, as a whole, was suffering from severe depression ; at a time when the Government of the country practically said to the citizens of Wellington, however much we recognise the necessity of such a work being performed, it is beyond the power of the Executive Government of this Colony to undertake it. Then was aroused in the breasts of the citizens of Wellington, and of the settlers of this Provincial District, that feeling of self-reliance and thorough earnestness which, when directed to a good purpose, invariably leads to success. We claim that not only have we built a railway that will benefit the whole. Colony, but that we have set such an example to our fellow colonists of united action for a common good that it will for ever after serve as a monument of welldirected energy and perseverance. It may not be out of place on this occasion to place on record a short history of our proceedings. When the Public Works Act of 1866 was first announced, the Northern Trunk Line was laid down on the present Napier route, passing over the Rimutaka. Many Wellington citizens saw at once that such was a vital mistake; that without provision for the connection of the city by the West Coast, Wellington, for all practical purposes as a commercial centre, was completely isolated and cut off from the largest and most valuable portion of her province, as represented by the rich lands stretching from where we now stand as far as New Plymouth on the one side, and the centre of the Island and Napier on the other. Despite strong representations by prominent members in Parliament, no attempt was made to rectify the mistake or to recognise the claim of Wellington to have a shorter, cheaper, and safer railway connection with the North than by the

Rimutaka. It is to the Government, under the Ministry of Sir George Grey, that Wellington is indebted for this railway. Mr Macandrew, who was Minister of Public Works under Sir. George Grey, was the first to recognise the necessity of providing a Northern Trunk Line that would give quick and easy travelling, and yield profitable returns. In 1878 and 1879 Mr Macandrew had exhaustive surveys made, which demonstrated that, by adopting a West Coast line to Palmerston, a saving of a third of the distance would be made, beside having a railway built on a much improved grade. Mr Macandrew had such faith in the prospects of the West Coast line that he commenced the work without delay. Unfortunately, after an expenditure of over £33,000, a change of Ministry having taken place, the works were stopped, and the line reported against by a Royal Commission. In face of such report, there were those who nevertheless had faith in the line, and were prepared to risk their capital and spend their time in promoting the undertaking. Foremost amongst those who took a very energetic part about this line I should mention Mr Travers j also Mr James Wallace, our able manager. Deputations waited upon the Cabinet, representing all the advantages that would accrue to the Colony by the carrying out of this work. When Sir John Hall (then Premier) pointed out that the Government had not the means to continue the good work already commenced by Mr Macandrew, he said that if the citizens were so confident of the result of such a railway being built that they would invest their own capital, then his Government were prepared to make certain concessions if a Joint Stock Company was formed for the purpose of carrying out the work ; and he would introduce a Bill into Parliament to give due effect to the proposal. In a few months such a Joint Stock Company was formed, with a capital of £500,000, and shares were taken up by the citizens of Wellington, and the settlers in and around Palmerston, to the extent of £50,000. It was represented to intending shareholders at the time that they were not invited to take shares in this Company as in an ordinary joint stock undertaking, but they were asked to subscribe such sums as they could, according to their several positions, afford, without the expectation of any return, the intention being that the sum of £50,000 might be placed at the disposal of the promoters to ensure the work being carried out. However, the £50,000 was subscribed, and the Company was registered in 1881. The Land and Railway Construetion Act was passed in the session of the same year. A contract was immediately concluded between the Government and the Company, and was signed on the 22nd March, 1882. In the course of negotiations with the Government and with those whom it was deemed desirable to be in sympathy with the undertaking, so much was learnt of the country through which the proposed line was to run that those who had entered into the undertaking, as colonists, for the goodof the Colony as a whole, andforthe Wellington city and province in particular, saw it would prove a pecuniaiy success. Invitations were sent to 18 gentlemen to meet at the Chamber of Commerce, of whom 13 attended. The contract with the Government and the prospects of the Company were explained to those gentlemen, and they were each asked to subscribe for the maximum number of shares allowed to be held by the Articles of Association —namely, 2000. It is a great pleasure to place on record the fact that each gentleman present, for himself or for the firm he represented, at once signed this paper. Here it is, signed by the thirteen —viz., J. E. Nathan, John Plimmer, Travers and Cave, James Lockie, N. Reid, W. R. Williams, Thompson and Shannon, James Bull, Thomas G. Maoarthy, F. and C. Ollivier, J. B. Harcourt, James Smith, D. Anderson, junr., thus at once increasing the subscribed capital to £130,000. The work done on that day by thirteen citizens of Wellington must be esteemed the most important that was ever concluded in one day in the annals of Wellington, and this particular document will be mounted and preserved, as so important a document deserves to be. Within a few days of this meeting (March 23, 1882) the subscribed capital amounted to £300,000. Other citizens readily followed the worthy example set them by the thirteen subscribers to this document. Most of the gentlemen who formed the first Directorate are still members of it, and it is due to the efforts of these, supported most loyally by the shareholders of the Company, that the railway is completed to-day. I must not forget to mention that the Company is indebted to Sir. Julius Vogel, who so ably acted as the first agent of the Company in London, to whom was entrusted the important function of floating the first debentures, amounting to £400,000, and appointing the first London Board. These important matters were carried out by Sir Julius Vogel at a time and under circumstances that it is believed no one else could have succeeded as he did. Our first London Board consisted of Sir Penrose Julyan, Sir Edward Stafford, and the Hon Mr Mundella. It is to Sir Julius Vogel and to these gentlemen that the shareholders are indebted for the successful floating of the Company’s debentures, now amounting to £560,000, the capital of the Company having been increased in 1885 by the issue of further Bhares, so that to-day it is £700,000in £5 shares, £75,000 being subscribed for in Wellington and other parts of the Colony, and £65,000 in London. In September, 1882, the first contract was commenced, and to-day, 3rd November, or in four years and two months, the last contract has been finished, and the works may be said to be completed. On the railway itself, for formation works and rolling stock, over £700,000 has been expended in completing and equipping 84 miles of railway. As to the importance of this railway as a main link in the chain of the trunk line, it may be stated that by ÜBing the Company’s line when the inland portion from Marton to Awamutu is completed, it will be possible to run at express speed from Auckland to Wellington in 16 or 17 hours. Even now, with a fast line of steamers between Taranaki and (Auckland, we hope to see a service between Auckland and Wellington of 24 hours. The importance of this line as a link in the development of settlement in those vast and fertile lands between the two great and fine ports of the Colony cannot be overestimated. Wellington and Auckland may be said to possess the only two harbors in the North Island.

There is lying between them a vast extent of the finest land awaiting settlement, the one essential being rapid and easy communication to and from thede fine lands to these two harbors, easy of access to ocean going steamers and sailing ships. But the line that would divide the traffic, as between- the two ports as far as cheap transit is concerned, cuts across the Island at the points which give the largest area of land suitable for settlement by fourfold to Wellington, and through this so described land wehave the New Plymouth line running a distance of 166 miles, the Inland Trunk line 150 miles when finished, the Napier (when completed to Palmerston) 130 _ miles, all centring at Longburn, the junction of the Manawatu Railway. The total area of this country so served by our line, as the main link leading to Wellington Harbor, is upward of 5,000,000 acres, little more than one-fifth of which can be said to be occupied; the balance awaits development. Ini this view, which is the correct one, Wellington, so far as settlement and development, is but in its infancy. All other parts of the Colony have been opened up, occupied, and settled; the back country proper of Wellington has only been touched at its threshold —the Manawatu Railway is the royal road to its development. No part of New Zealand is equal to that portion which this railway will serve as a stock-producing and agricultural country, because of its salubrity, shelter, and quality of its soil. For all these reasons we esteem onr work one of colonial importance, and thank you for consenting to take part in this day’s proceedings ; and allow me to hand you the last spike, with which I will ask you to complete the link that will unite Auckland and Napier and Taranaki with Wellington. (Cheers.) His Excellency having driven the spike, amidst cheers, said:—Ladies and Gentlemen— Not being a practical navvy I trust you will excuse any shortcomings on my part in per. forming this task of driving the last spike in the Wellington and Manawatu Company’s line. I can assure you that it is the greatest possible pleasure to me to be present with you on this most important occasion—an occasion which I venture to say will ever form a red letter day in the annals not only of Wellington, but of the Wellington-Manawatu Railway Company, and of the Colony of New Zealand. (Applause.) Sir, you have so ably and fully entered into the history, the requirements, and wnat will be attained by this important line, that 1 will only find it necessary to trouble this assemblage for a very few moments. The Chairman, ladies and gentlemen, has told you the history of this line from its commencement. He has told you how some patriotic gentlemen met in Wellington, and determined on fche construction of this line, ile has shown you the paper which they signed, and has detailed from the beginning to the end the several steps which have been taken, until this last spike has been driven. It is impossible, I venture to think, to exaggerate the importance of thisrailwayto the country, when you consider the position of vVellmgton, the central port of New Zealand ; when you consider that this railway forms a line which,' as the Chairman has said, will ultimately connect Auckland with Wellington and Wellington with New Plymouth, and will open a vast tract of country also connecting Wellington by another route with Napier ; when you consider that you will see, as I venture to predict you will see hereafter, many prosperous citizens along the line and in the country between this and. Foxton, I think that the youngest among you will wonder at what has been done with this line, and what prosperity you will have to thank the Directors of this line for. (Applause.) Wellington, ladies and gentlemen, as we all know, is very much shut in by hills. I venture to suggest that the inhabitants will do well to open up the , country about Wellington and render it a place attractive to people to live in—make roads all about the Bay and country, as time and occasion permit, and as their funds will allow them. All these things will come about no doubt in time, and I merely observe upon them as connected, with this important enterprise. I will refer to only one other point, and that is the enormous importance of this line, forming as it does a link of communication between the Maori country and the Europeans, and tending to cement those happy relations which now exist between the two races. I am glad to see around me now many of our Maori friends witnessing the celebration' of the conclusion of the line, and I am sure that as we go on they will be the more grateful that this line has been constructed, and that we shall have trains running from the country bringing their produce to the. markets—from the country to Port Nicholson. (Applause.) I will not, as I said, trouble you at length, for you have already heard from the Chairman, I think I may say, all that can be said on this important undertaking. I shall have to address you in the marquee, and, therefore, I will refrain from further observation until that occasion. I. will only say now thaj; I heartilv wish prosperity to the WellingtonManawatu Railway Company, and all concerned ; and to the people of New Zealand, whom I have lived amongst happily for lour years. Long may they live to benefit by this most important line. Long, I say, also, may those concerned in this line live to see the benefits that will arise from up the country by this most important enterPr His Excellency concluded amidst cheers. Cbeers were then called for, and heartily given, for his Excellency and for the ComPa ffis Excellency waß presented with a gold spike weighing about 4oz, which bore the inscription : “Presented to His Excellency Sir W. D. Jervois, K.G.C.M.G., C.B.,|incommemoration of the driving of fche last spike of the Wellington-Manawatu Railway, at 34 miles, 47 chains, near Waikanae, November 3, 1886.” THE BANQUET. The ceremony, having been performed, an adjournment was made to the marquee, where the banquet was to be held. The marquee was a large one, erected to the right of the line. The doors were numbered, and the tickets issued for the banquet were numbered, in order that confusion might be averted. Nevertheless fche unusnally large number of people who applied for admission, kept the men stationed at the doors very busy; in-

deed the marquee, extensive as it was, was not large enough to accommodate the viaitore, \ only about two-thirds of whom were able to obtain seats at a time. The marquee wss very tastefully decorated with nikau palms, evergreens, flags, etc. : and the manner in which the banquet was served left nothing to be desired. The banquet was presided over by the Chairman of Directors, Mr J. E. Nathan, upon whose right were his Excellency the Governor, Mrs Nathan, Major Jervois, Hon Mr Tole and Mrs Tole, Hon Mr Bryce, M.H.R., Mr J. Dransfield, Sir William’ Fitzherbert, and Dr Newman, M.H.R., On the Chairman’s left were Sir Robert Stout, Hon Mr Ballance and Mrs Balance, Mr G. V. Shan* non, and the Hon Mr Richardson. Among: the gentlemen present were his Honor Mr Justice Ward, the city members of the? House, Mr Fitzherbert, M.H.R. for the Hufct Mr J. G. Wilson, M.H.R. for Foxton; and Mr Macarfchur, M.H.R. for Manawata, In. proposing the toast of Queen the Chairman said he was aware that it was unusual to make many remarks, on the occasion of proposing the health of the Queersj to an assembly composed as this one was, of most loyal subjects of our most Gracious: Queen. The mere mention of her Majesty was sufficient to cause every heart to beat in; unison with a deep feeling of mingled loyalty, esteem, and regard, which had grown up in the minds of her Majesty’s subjects. Bnt he might be permitted, on thisoccasion, to remind them that this was the? Jubilee Year of her Majesty’s reign. Welt might they pause and think of the progressmade, and the events that have passed during a reign unequalled in history. Well might they feel gratitude at their fortunate; position in being members of that vast Empire that has been built up, in which it hadj been truly said, “it is always high noon;”' in being subjects of Biich a Queen, the; noblest of women, who, whether viewed im the ordinary relations of life as daughter,. wife, or mother, or in her more exalted position of Queen and Empress, had shown tothe world so high an example of chaste; virtue and high morality that the lustre of her reign would never be dimmed. He was* quite sure they would show, by the reception of the toast, that in no part of herMajesty’s dominions were’there more loyal hearts than in this Colony. (Cheers.)

The toast was drunk with musicalhonors. The Chairman next gave “The Prince ofc Wales.” It would ill become them, he said,, to overlook the Prince of Wales and his well directed and energetic endeavors to> promote the good of fche colonies. Hia Highness had served the colonists well, and: had done a great deal to raise the names of colonists in England. He had caused thepeople of England to respect and esteem; colonists in the very highest degree. (Applause.) This toast having been honored, The Chairman said the next toast he had to ask them to drink was that of “ His Excellency the Governor, Sir William Jervois,’ 5 ' the worthy representative of our GraciousQueen. Little need be said by him in asking: them to do honor to this toast, for during:, his Excellency’s residence amongst them he had endeared himself to all classes, and had ever shown amost lively in teres tin all matterslikely to be conducive to the happiness of all and any portion of the community. Thosewho had taken any interest in passing; events must feel that a deep debt of gratitude was due to. his Excellency for the great interest he had taken, particularly in coastal defences, and placing his well-known great engineering ability at their disposal. He (Mr Nathan) hoped the day was far distant when they would be called upon todefend themselves from an invader, but should that day ever come they would learn how much they were indebted to Sir Wiliiam Jervois. He would include with fche toast the name of Lady Jervois, who had so well and ably done her part in seconding the efforts of his Excellency in promoting the social happiness of the community. The toast was drunk with enthusiasm, and cheers were given for his Excellency and. for Lady Jervois. His Excellency, in responding, said : Mr Chairman, ladies and gentlemen X thank you most heartily not only for the manner in which you have proposed this toast, but also for the sincere gratification, that is afforded me by the manner in which you have received it. The Chairman has referred to fche small services that I have been able to render to the community during the few years I have been in New Zealand. Ladies and gentlemen, it will be to me pleasure, and my desire so long as I remain in this country, to place whatever services I may be able to render at the disposal of the people of the community of New Zealand. Late as the hour is getting, and short as the time at our disposal is, you will not on this occasion expect a long speech from me. You will not expect me to enter into the functions of a Governor, and you will certainly not expect that I should give you a lecture on political economy. (Laughter.) But one thing I must refer to, and that has been made a subject of comment both by European papers and by New Zealand papers, namely the question of the condition of the prosperity of New Zealand. (Hear, hear.) I have heard it said, ladies and gentlemen, that the days of the Colonyare numbered—that her prosperity is at aa end, and so forth, Gentlemen, I say this with absolute certainty, that these ideas are simply humbug, (Cheers.) The ideathat a counfcrv now only holding about half a million of people, which is capable of holding at least twenty times the population which now inhabits it the idea, I say, of its being in a state of depression, is perfect? nonense. (Cheers.) You have only to go on in the career which you have started upon—you have only to go on steadily, but not too fast in your progress—vou have only to go on as the promoters of this railway have gone on, in promoting the prosperity of the country, and the result is as certain as it is that the sun rises and sets, that you will be a happy and prosperous nation. (Cheers.) The time will come when you will not recognise this glorious country in which w.e live, for it is destined to become —I say it with sincerity—one of the places of her Majesty’s dominions which will be sought after as a place of residence more than any other part of those gloriouß dominions over which she so ably rules. (Cheers.) „ With these few words,

gentlemen, I beg again to thank you for the honor you have done me in drinking my health, and I beg to return ydu my sincere, my heartfelt thanks, and those of Lady Jervois, for the manner in which you have referred to her. (Cheers.) > The Chairman gave "The Ministry.” Many people, he said, had the idea that it was in the power of the members of the Executive Government of the Colony to cause either prosperity or depression, and would in consequence hold them responsible for all fluctuations ; and so when a time of depression arose people cried out for a change •of Government. He held that all men were mortal, and that all that can be expected from members of “the Executive Government was that they should conduct the affairs of the Colony with that prudence which combined with it economy and forethought, providing foronrfuturerequirementsas a growing nation in such a manner that the cost and burthen of development shall not exceed our carry, ing capacity. They had a fine country which, for producing power, was unequalled —a country standing invitingly open—almost epeaking to the inhabitants of those countries aver-burthened with population, saying, “Come and settle on me, and I wili yield you such a return for your labor as will surpassyour utmostexpectations.” Look around, see what a very little labor had done in that neighborhood, and then think how little more need be done to the country lying just beyond to bring it into a high state of cultivation. The making of this railway must diave added immensely to the value of the fine land it passed through, which only 'Wanted settlement. It was to be hoped that Government would see the desirableness of ac- • quiring all the .Native land now unoccupied, with a vie w of introducing people and thus causing settlement. When people travelled on this line to its terminus, they would ,wonder 'that so fine a tract of country so close to the -city of Wellington should have been allowed to remain in a state of nature until now, and why this particular line of railway "was not the first made. It was to be hoped that when the Minister for Public Works travelled to Palmerston and took coach to Woodville on his road to Napier, he would, with his usual foresight, at once perceive 'that it was desirable to proceed immediately with all energy to construct that small seciiomof 12 miles to complete through communication to Napier. It might be asverted, without fear of contradiction, that when the small portion of 12 miles he alluded to was completed, it would more than double •>fche earnings on the Napier section, and -also add considerably to the earning power of other sections. Before coneluding, he would like to express the •obligation his Board was under to several members of the Cabinet for the great •courtesy they had received at all times when communicating with them on the affairs of the Company. He hoped they would take an early opportunity of travelling -over this line ; and, should it have the effect ■of impressing on their minds the capability of this portion of the Colony of supporting a much larger number of people than could be •expected to settle thereon out of our small population, thereby inducing legislation in the direction of some comprehensive immigration scheme—then this Company would have conferred benefits on the whole Colony. He would couple with the toast the name of the Premier, Sir Robert Stout. (Cheers.) The toast having been honored, Sir Robert Stout, replying, said he had to thank them on behalf of the Ministry for the toa3t which had just been proposed. He recognised that this was not a time for dealing with political subjects, and he should not refer to them. He thought it was one of the glories, not only of Great Britain, but of all her colonies, that the people recognised that there was a need for an interchange in Government by political parties. To-day, of course, only one political party was represented, but at the same time it was the duty of the Ministry to so carry on the government of the Colony that none of that bitter party feeling should be exhibited in the administration of the affairs of the Colony that they found in some countries of the world, and he thought that the Government had striven to do that. (Cheers.) As to this railway, he recognised long ago that it was a railway that should be made, and 33 Mr Nathan had pointed out, there were two of them there that day who were in the Ministry of 1879 which favored the line being then constructed. His regret was that the Colony did not construct the line. He believed it should have been so. He might say, however, that this remark was tempered with this consideration that the private construction of the line brought forth the self-reliance of the Wellington people and urged them to commence the construction themselves. Mr Nathan had spoken of the need of settlement. He (Sir Robert) believed that railways helped settlement even more than they were inclined to give credit for. They not only helped foreign commerce and trade by enabling the settlers of the country to export that which they produced, but they tended to promote internal trade, and he did not think that any country could he permanently prosperous if it depended ■entirely on foreign trade. It must develop Internal trade. He instanced the United States of America, with its commerce all •over . the world,, and asked what was its foreign trade compared with its internal ? aiot one-twentieth. If they were to look on "this railway simply as a means of getting their produce shipped cheaply to Wellington, the line would have failed in its object. Its ■object should be to encourage the country •districts —to encourage people not to entirely dive in town. Unless the line did this, it would fail in its object. One more word in •reference to the railway, and that was that at should not only assist in internal trade, •but should also assist varied industries. No •country could bo permanently prosperous if it depended on one or two industries alone. That country would tide best over depression which had varied industries by which to (keep people employed. He did not think •a Government could do much in this way. The people ought to do much for themselves. He would point out what the people of the United States had done for themselves. For • instance, they had a railway Bystem of 130,000 miles. Great towns had been built : and industries had grown np by the self, reliance of the people, so if the people of New wished 1;o have prosperity they must c aot look to the Government to do all things for them, but should confine the energies of

the Government to a few things, leaving it to private enterprise and to co-operation to develop the country. As far as the Government were concerned they were only carrying out the behests of Parliament, and he hoped in coming to Parliament the members would see—and the members could not see unless their constituents saw—that they must try and lesson the work of the Government, and not inerease it, that that was the only way to promote prosperity, economy, and self-reliance. The Government did what they could, but they had to look forward to the inevitable. The time would come when another Ministry would be in power; but if it could be Baid that the Government, while in office, did their best to promote the prosperity of the Colony they would be satisfied, and he did not think that any Ministry oould be given higher honors. (Cheers.) Mr W. T. L. Travers proposed “The General Assembly of New Zealand.” Mr Travers humorously referred to the circumstances that some years ago there were ten legislative bodies in New Zealand, and the main products of Jthe Colony at that time had aptly been described as “ potatoes and laws.” (Laughter.) Since then, however, the number of legislative bodies had decreased —but the number of laws made had not decreased at all. The people benefited by this legislation were lawyers and ladies, for . they were gradually being emancipated from marital control —(Hear hear) —until no doubt they would shortly, when they wore a garment even more congenial than the divided skirt, be found in Parliament, where they would not detract from the speeoh-making, and would probably introduce music iu the intervals. (Laughter.) He would associate with the toast the name of Sir Win. Fitzherbert (Speaker of the Legislative Council), who had occupied so many important positions in the Government of the Colony, and Dr Newman.

The toast having been honored, Sir William Fitzherbert, replying, said he always esteemed it an honor and a privilege to respond to the toast of the Parliament of the country. He dwelt upon the advantage of a free Parliament, and pointed out that it was only in those countries 'which had a free Parliament that public works and progress had succeeded. At the same time he deprecated appeal to the Government, believing rather that the people should he independent and self-reliant, as they had been who initiated this work. He claimed that he had more hand than any other person in laying the foundation upon which the superstructure had nowbeen laid, and said that the promoters of the line were deserving of great credit, not for ha ring carried out the line because the Government of the day would not make it, but because they had done it iu spite of them. (Cheers.) Dr Newman, M.H.R., also responded, remarking that it was, perhaps, right that Young New Zealand should follow Old New Zealand in responding to the toast of “The Parliament ” on an occasion such as this. Parliament had anxiously watched the progress of this line, which, It was predicted, would fail. He believed that the people of Wellington and the district would enjoy very great benefits from the line which had been opened that day. (Cheers.) The Chairman announced that he had received a letter from Mr Wi Parata apologising for his non-attendance in consequence of a family bereavement. This chief, he might say, presented to the Company eight miles of the line, and did not attempt to “suck the Company ” as, he was sorry to say, many of his white neighbors did. Mr H. D. Bell, in proposing “The Wellington Manawatu Railway Company,” said the toast was one which would be accepted with the greatest enthusiasm by those who had been the guests of this splendid hospitality. His Excellency and the Chairman had, in their speeches at the opening ceremony, referred to the work and the history of the Company, so that it would not be fitting for him to take up time by going over it again. One thing, however, had been omitted, and that was that by the modesty of the Chairman no reference had been made to the part taken by the Chairman in the constitution of this Company. He, Mr Bell, spoke as one who knew. Had it not been for the indomitable energy of Mr Nathan it would have been impossible to collect the subscriptions to the share list which enabled the Company to be floated. It was entirely owing to Mr Nathan’s devotion and determina tion not to permit it to be said that the Company could be a failure, that it had been a success. One part only of the work of this Company had now been done, namely, the construction. There remained before it the work of the management of its very great estate—of what the Premier had referred to by the settlement of the people on the land, and he had no doubt the Premier knew that that work had been given to the management of the railway. Hhe Company had had hard things said about them, but this had been forgotten, that though it was composed to a" large extent of Wellington and country shareholders, who desired nothing but the prosperity of their district, and only wished a very slight return for their money, provided the advancement of their district was assisted, yet they had a sacred trust from those on the other side of the world who had invested their money in the Company. That had been forgotten when the Company had been accused of seeking for too much. He was aware that in speaking of the Company as a success, he might be pronouncing its doom. For Parliament had given the Government the right to take over, the line. If the line was prosperous and successful, doubtless it would pass from private hands, under which it had grown up, into public possession. He ventured to prophesy that this Company would live in the memory of the people of New Zealand as a body of public-spirited citizens who had the courage to undertake, the wit to conceive, and the energy and perseverance to carry to a successful completion, the largest work that had been performed by private enterprise in the Southern seas. The Chairman responded, remarking that •for his part he was satisfied if he had met with the approval of the shareholders and the people. Mr John Plimmer proposed * ‘The Engineer and Staff.” • ,'„ .

Mr Higginson, replying, expressed his appreciation of the manner in which the staff had done their work, and added that the

contractors had done their part honestly and well. He believed the railway was as good as any in the Colony—and he had been connected with nearly . all the railways in New Zealand.

Mr G. V. Shannon proposed "The Manager and his Staff.” He should like, he said, to have an hour iu which to expatiate on the qualities of his friend Mr Wallace (the manager), whose health he was about to propose. To his knowledge Mr Wallace had West Coast railway on the brain for the last ten years. Ic waa at Mr Wallace’s instigation that Mr Edward Jerningham Wakefield asked for a Committee in the House of Representatives to inquire into the feasibility of this line. It was Mr Wallace who introduced the subject to Mr Macandrew, and he induced the late Mr Brandon to go with him to Mr Macandrew, then Minister for Public Works. Mr Macandrew said if he had a propel survey and report of this line he would look into the matter, and Mr Wallace and a few of his friends, at their own expense, engaged Mr Climie and paid him to make a flying survey, and thereby found out a route through these fertile plains which the Government Bhould have found out for themselves. (Cheers.) It was only those of them who had been connected with this railway since its inception who had the least idea of the work Mr Wallace had undertaken. He had not spared himself in any way—he had labored night and day in the interests of the line. Indeed, at one time the Directors feared that he would break down under the pressure. Mr Wallace possessed in a pre-eminent degree all the Scotch caution of his native race, with the ideality and hope of the Irishman, and the dogged determination of the Englishman. (Laughter and cheers.) He deserved the hearty thanks not only of the shareholders, but of the community at large. (Cheers.) Mr Wallace returned thanks. The toasts of “The Press” and “The Ladies’ ” were proposed by Mr T. Kennedy Macdonald and Mr D. Nathan, and duly responded to. AFTER THE BANQUET. At the conclusion of the banquet there was still about an hour left before the train started on the return journey. The interval was filled without any difficulty. Numbers wandered about the locality and enjoyed the fresh air, others improvised picnics, while Gray’s band played a number of musical selections admirably chosen and still better played. Gray’s Band has developed into a Wellington institution of high credit. Punctually at 4 o’clock the train started on the homeward journey, an engine with two or three carriages attached, staying behind to pick up any stragglers who might have been left behind. The train consisted of the same number of carriages as before, and was drawn by the same three engines. Stoppages were made at Paikakariki, Paremata, and Johnsonville, and the Wellington station was reached at 6.16 p.m. A very cautious descent was made of the steep gradient approaching thecity, and the journey could, if necessary, have been performed in much less time—nearly half an hour being lost, too, through the hindrance caused by a passenger carelessly slipping off the platform of a carriage—an incident mentioned elsewhere. With this trivial exception, for which nobody but the person himself was blameable, not the slightest accident occurred to mar the pleasure of the day, which was in all respects most enjoyable. Very high praise must be given to the General Manager, Mr James Wallace, and especially te Mr Gould, the traffic manager and station master; for the excellence and completeness of all the arrangements, and to all the other officers for the zeal and efficiency with which all the arrangements were carried out. The occasion was in every way a gratifying and memorable one for Wellington.