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South Canterbury Times, Issue 2904, 29 September 1900, Page 4

are practically impassable during the winter months. How best to meet this difficulty is of great importance to the colony, and especially to the settlers who are more immediately concerned. Again, it must be borne in mind that a great deal of our magnificent* scenery is not approachable by the majority of tourists owing to the absence of convenient means of access, and this, too, in districts where there are a number-of settlers. If at a comparatively small cost light lines are constructed to the more important points, they will open up this scenery to the travelling public, and at the same time provide facilities for our settlers, and further assist in developing our resources. After very careful consideration of the requirements referred to, I have come to the conclusion that the best and most economical course is in certain districts £o construed narrow gauge railways. It may be ashed what is a narrow gauge railway. Compared with the sft 3in gauge of Victoria or the standard gauge of 4ffc B£in of Bntain and New South Wales, the ordinary lines of New Zealand may be said to be of a narrow gauge. I, however, refer to a still narrower gauge, namely, 2ft. For the main lines and where the traffic would rapidly develop, the present 3ft 6in gauge should be adhered to; also in easy country where it is nearly level, and the formation of the earthwork is of an inexpensive nature, the _ present gauge should not ,be departed from. The cost of' construction upon the present gauge could, however, be reduced 20 per cent, by using lighter rails, fewer sleepers, and constructing bridges of a lighter standard than are used at present. This would necessitate the use of lighter rolling stock, and running less weighty trains than is now the practice. However, the same reason which probably actuated my predecessor in adopting the 3ft 6in gauge instead of a broader one, namely, _ economy and more rapid construction, induces me to suggest that, whether as branch lines opening up new country, as feeders to the main line or os steam tramways, a 2ft gauge

•will best meet what is required. In dif- ' ferent parts of the world railways have already been constructed on this gauge. The result of several years experience is that such lines can be constructed expeditiously and economically, which means a saving in interest, a greater earning power' upon the first cost, and a considerable reduction upon the cost of maintenance as compared with lines of a broader gauge. By utilising as far as practicable existing roads, the cost of construction would be reduced to the lowest point, and the convenience of the settlers better served. The trains running immediately by the side of their holdings would insure the conveyance of produce and stores by the railway. The cost of a 2ft gauge railway, exclusive of rolling stock, should be (1) in easy country, £2OOO per mile; (2) in medium country, £3OOO per mile; (3) in difficult country, £4500 per mile. Included in this estimate are the rails (estimated to cost £6OO per mile for 301 b rails, and £750 per mile for 401 b rails), and the sleepers of proportionately reduced length (cost £3OO per mile), making a total for permanent way of £9OO per mile for 301 b rails, and £IOSO for 401 b rails, the difference between this amount and the completed cost of the line being the cost of land, formation, bridges, culverts, fencing, platelaying, etc. There are several districts where narrow, gauge lines could be fairly tested as to cost of construction and earning power. One of these I shall refer to later on. AVAILABLE WAYS AND MEANS FOB PUBLIC WORKS PURPOSES.

At the 31st March, 1899, the available balance of ways and means for public works purposes was £380,856, and further funds were provided last session, as follows: Under the Aid to Public Works and Land Settlement Act,£l,ooo,ooo {transferred from revenue, £450,000; miscellaneous receipts, £2116; thus making a gross total of £1 832,792. • The expenditure last year amounted to £993,223. Therefore at the end of the year the balance of ways and means amounted to £839,749. Against ■ this, however, there were liabilities amounting to £494,895. It is now proposed to provide additional funds as under: New loan, £1,000,000; to be transferred from revenue, £500,000; making altogether (after deducting the liabilities) a total of available ways and means of £1,844, 854. The estimates of expenditure for the current year total to £1,937,369 (in addition to £49,000 under the Government Loans to Local Bodies Account), thus leaving an unallotted balance of ways and means for public works purposes of £401,380. TOTAL PUBLIC WORKS EXPENDITURE.

The following table shows the total expenditure out of the Public Works Fund on all the works and services throughout the colony up to 31st December, 1890, and also up to 31st March last. Expenditure; class of works; total to 31st December,

1890; Ist , January, 1891, to 31st March, ■ 1900; total to 31st March, 1900—Railways "1 (including all open lines), £14,067.100, £2, I 383,203, £16,450.303. R0ad5—£3,575,804, £1,672,354, £5,248,158. Public buildings—£l,776,oo3, £612,283, £2,388,286. Immigration —£2,144,386, £31,192, £147,505, Purchase of Native Lands.—£l,l9l,l37, £745,145, £1,936,282. Lighthouses, harbour works, and harbour defences—£Bßo, 095, £79,001, £959,096. Telegraph Extension — £600,849, £255,208, £856,057. Development of Goldfields —£561,101,£109, 345, £670,446. Defence Works (general)— £429,720, £82,590. £512,310. Defence works (departmental) —£349,789, £96,595, £446.384. Minor works and services—£3oo,6B9, £6799, £307,488. Cost and dis•count of raising loans, etc.—£1,021,472, £34,839, £1,056,311. T0ta15—£26,898,145, £6,080,481, £32,978,626.

RAILWAYS UNDER CONSTRUCTION. The railways on which construction operations were in progress last year were largely the same as during the previous year, but with some additions. The Thames-Te-Aroha and Forest Hill lines and Bel-grove-Motupekb section of the Midland Railway were finished, and the Seaward Bush line was completed to Waimahaka, and further construction operations were held in abeyance pending the completion of the survey. On the other hand, new works have been started at Kawakav/a, Paeroa, Gisborne, Gatlins, and Orepuki, so that the expenditure, at any rate during the latter portion of the year, was somewhat in excess of that of the previous year. The accelerated rate of progress Ins not only been continued, but has been further

increased since the close of the year than last year, so that for some works larger appropriations will be required this year. I now propose to follow the usual course of briefly describing what has been done on each line, and at the same time give an outline of our proposals for the future. KAWAKAWA-GRAHAMSTOWN. The southern extension of the northern portion of this railway, authorised by the Railway Authorisation Act of last session, was put in hand shortly after Parliament rose, and very fair progress has been made with it. Nearly six miles of formation is in hand, and a part of it is nearing completion. The northwards extension of the southern portion of the line has also progressed satisfactorily, the formation being nearly completed and rail-laying just about to be started. The expenditure on the line, owing to the works at Kawakawa not having been started until late in the year, only amounted to £2530, but a much larger expenditure may be looked for this year. A vote of £15,000 is provided on the Estimate. HELENSVILLE NORTHWARDS. Formation works on the Tahekeroa section have proceeded throughout the year, and are now,, practically completed. Platelaying has also been taken in hand, and is likewise nearing completion as quickly as possible after the Komokoriki section, and is making fair progress, all work as far as the first tunnel being now in hand. In the case of this line like the last the expenditure fell short of the appropriation owing to its having been impossible to put in hand the works on the Komokoriki section until the Authorisation Act was passed last session. The vote proposed for the current year is £15,000. PAEROA-WAIHI. This was one of the new railways authorised last session. The works undertaken prior to the 31st March were in consequence mostly of a preliminary character. A good start was made shortly before the close of the financial year, and work is now proceeding actively. The temporary bridge over the Ohinemuri has been completed. This will admit of the spoil from the Karan- , gahake tunnel excavation being conveyed across the river and there utilised in the formation of the station grounds, etc. The vote proposed for the current year is £12,000, which will admit of operations proceeding at a satisfactory rate. GISBORNE-KARAKA. This is another of the new lines authorisad last year. Work was begun in February, and has been energetically proceeded with since. The vote proposed for the current year is £12,000. NORTH ISLAND MAIN TRUNK. The works on the Ohinmui section have been steadily proceeded with, and have been extended as far as the proposed Kawakawa station, a distance of 70 miles from Te .Awamutu, and 160 miles from Auckland. Every endeavour is being made to push these works on as rapidly as possible. The cutting, however, is of a heavy character, and much of the ground is of an exceedingly treacherous nature, so that rapid progress is impossible. All that can be done is being done, however, and nearly 5 miles of the line as far as Waimiha station is expected to be ready for rail-laying by Christmas. The divided public opinion in the north as to the route by which this railway should be constructed has greatly retarded the work in the past. The central route having now been finally decided upon, the works southwards of Kawakawa will be expeditiously proceeded with, the configuration of the country to be traversed admitting of this being done. The works as far as Kawakawa are already fully manned ,there being at the present time about 350 men at work on that section. A contract is also being prepared for the three bridges over the Ongaruhe River, and another for the Wanganui bridge at Taumaranui. At the southern end of the line grading now extends to Paongaroa, a distance of over 28 miles from the terminus of the opened line at Mangaonoho, and over 50 miles from the junction with the. Main West Coast Railway at Marton, and instructions have been issued for work on Turangarere section to be taken an hand. This section i» for the most part at a distance from the main road, so that a service road will have to be constructed along the greater part of it. This road will be put in hand immediately, in order that the materials, required for culverts and other works may be carted over it during the ensuing summer. , The work of pre- < paring iron and steel for the erection of the Makohine viaduct is now drawing towards completion. The longer of the two main piers is already' erected to its full height, and the other is in ’hand. As soon as this pier is completed, the erection of the staging to carry the superstructure will be begun. As announced in my Statement last year, the Department does not intend to await the completion of this viaduct before proceeding with, the platelaying beyond it. The sleepers required are being obtained in the district. Arrangements will be made for the conveyance of the rails from Mangaonoho station to the flat ground beyond the viaduct, so that by the time the viaduct is finished plate-laying and ballasting; as far as Mangaweka will be completed, and the railway can then be opened for public traffic without further delay. ?Che iron and steel for the Mangaweka viaduct was ordered some months ago, and portions arc expected shortly. This viaduct is of a.; much simpler character than the one at Makohine, and as the Department has now a workshop in good working order, speedy ( progress is expected to be made. Several, i of thd tunnels on the Mangaweki i sections are still incomplete, but all ar e well in ; hand, and those closest to the yard where the lining blocks are being, made,, and which will consequently require to be. 'lined first, ar© being proceeded with 'continuously throughout the whole 24 hours of the day, with relays of workmen. Last year’s vote for this railway was £70,000. This year we ask for £130,000, being an increase on last year’s vote of £60,000. This sum will enable the work; to be so extended that the connection between Wellington and Auckland can;, be completed within four years. STRATFORD-KAW’AKAWA. I have referred to the d .esirability of constructing light railways where the cost of road construction is he avy. The Ohura road (better known in T aranaki as the East Hoad) comes within th l ' ,s category. For a distance of 47 miles 1/r (tween Stratfordi and

Wangaxnonano the country is fairly settled, and for several miles a light railway could be constructed on the road formation. It is therefore proposed to construct a line along or near the Ohura road from a point near Stratford in the direction of Kawakawa on- the main trunk line. This line will afford great relief to the settlers of that district in addition to forming part of the desired connection between Auckland and Taranaki, and will, I believe, return interest upon the cost of construction as soon as the first 20 miles are opened for traffic. A sum of £IO,OOO is asked for to enable this line to be commenced. RIMUTAKA DEVIATION.

The detailed survey promised, in my last Statement has siuce been put in hand, and is still in progress. As the work seems likely to occupy some time, I propose, when an officer of the Department can be spared, to put on an additional survey party. The amount voted last session, £6OOO, proved to be much more than could be expended with profit. We ask for £2OOO this year. BLENHEIH-WAIPAWA. The work at the northern end of this railway has proceeded very satisfactorily, last year’s appropriation for the work having been slightly exceeded. The line, between Blenheim and Dumgree, is practically completed, and settlers’ goods and produce are already being conveyed over it. There is no doubt that the railway will easily be completed to Awatere river before the expiration of the contract time for the erection of the bridge. The progress hitherto made by the bridge contractors has not been satisfactory, but in reply to my remonstrances on the subject, they state that they hope to have the bridge completed within the contract time. If this