PUBLIC WORKS STATEMENT, BY THE MINISTER FOR PUBLIC WORKS, THE HON. JOHN DAVIES ORMOND, FRIDAY, 10TH AUGUST, 1877.

Appendix to the Journals of the House of Representatives, 1877 Session I, E-01

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1877. NEW ZEALAND.

PUBLIC WORKS STATEMENT, BY THE MINISTER FOR PUBLIC WORKS, THE HON. JOHN DAVIES ORMOND, FRIDAY, 10TH AUGUST, 1877.

Mr. Speaker,— In the Statement I am about to make, I shall endeavour to inform the House as to the general conduct of works under the Public Works Department during the past year, and as to the proposals of the Government in respect to works to be undertaken in the year we have just entered upon. In doing so, I would remind honorable members that my term of office commenced in January last; and I desire to take this opportunity of thanking my honorable friend and predecessor (Hon. Mr. Richardson) for the kind and cordial assistance he has rendered me on the many occasions I have had to refer to him for information and advice on matters connected with the department. The customary yearly reports from the Engineer-in-Chief, and other officers of the Public Works Department, will be appended to this Statement when circulated, together with Tables, as in previous years. Except were otherwise specially mentioned the word "year" is intended to mean financial year. RAILWAYS. I will first speak of Railways. My predecessor, in making his Statement last year, commenced his remarks under this head by stating that the railway works throughout the colony had not been pushed ou so rapidly during the year then ended as during the two years preceding; and, Sir, I have to state that during the past year, although considerable progress has been made, the votes for the year have not been fully expended. It will be recollected that, when last year's Statement was made, it was announced that the new works authorized would not be undertaken until the Government was assured that the necessary means were available ; and it was not until Eebruary, in the present year, that the monetary arrangements were concluded which enabled the Government to proceed vigorously with the different works authorized. I refer to this because in some parts of the colony complaint has been made that the Government has not pushed on the works as rapidly as was desired; but I think it will be admitted that the course pursued by the Government was the only prudent one open to them. I will now pursue the same course that has been adopted in past years, and give some account of the woi'ks in progress on the different lines of railway throughout the colony. The Kawakawa Railway is now completed to the shipping place, and has been provided with rolling stock. It is not intended to undertake any further work on this line at present, beyond a small extent of open bridging, which is necessary to secure against damage by floods; and this work is in course of construction. The Auckland to Kaipara Railway is being extended from Helensville to a new and more convenient station on the Kaipara River, and a section of 10 miles from Auckland towards Riverhead is now in progress under I—E. 1.

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contract. The course of the further extension to Riverhead is not yet determined, but plans and estimates of the alternative lines are being prepared, and will be considered before the route to be followed is determined. The Auckland-Waikato line is expected to be open to Newcastle (76 miles) by the end of August; from thence to Ohaupo (20 miles) the formation is finished ; and it is proposed during this year to complete the line to Ohaupo, and to push on the work towards Tc Awamutu. It is also intended, during the present year, to improve the station and workshops at Auckland, and connect the present station with the Queen Street Wharf. The railway wharf at Onehunga is also in course of construction. The Napier-Manawatu Railway is now running to Takapau (59 miles), and will be completed to Kopua, between 5 and 6 miles farther, by October. It is proposed to extend this line a few miles during the present year, which will bring the settlements in the Seventy-Mile Bush into more direct communication with Napier, and add considerably to the traffic. The works on the Wellington-Masterton Railway have been delayed by causes partly unforeseen, and partly arising from the difficult character of the country the line passes through. It is now ascertained that all the tunnels will require lining. The bricks and other materials have to be carried by rail from Wellington or the Hutt, and the progress is necessarily slow, as each tunnel must be completed before the line can be laid, and material carried on for the next. It is, however, believed that the line will be open to Kaitoki, 27 miles from Wellington, by December, and every exertion will be used to get the line open to Eeatherston within the present year. It is proposed to go on with the formation from Eeatherston to Masterton, so that the line may be ready for plate-laying by the time the rails can be taken up. It is also proposed to proceed with the works required to connect the railway station with the wharf at Wellington. On the Waitara-Patea Railway the line will shortly be completed to Inglewood. A section southwards of Inglewood is in progress, and it is proposed to continue the works a few miles farther during the present year. The southern section of the Patea-Manawatu Railway has progressed satisfactorily during the past year. The line is now open from Turakina to the Wanganui River. A short section to carry the line into the Town of Wanganui is under contract, and it is expected that the whole line from Wanganui to Eoxton will be open for traffic within the present year. To the north of Wanganui the formation to Kai Iwi is finished, and it is proposed to complete that piece of line, and extend the works northwards. Delay has occurred in connecting the Nelson-Eoxhill Railway with the Port, but it is proposed to do so during the present year, and to erect a workshop, so that repairs may be effected locally. Ten miles of the Westport-Ngakawau Railway are completed, and the remainder will be -shortly, as also the necessary works for loading the coal. This line was constructed to open up the valuable coal district between Westport and the Ngakawau River, and it is to be regretted that only one company—the Wellington Coal Company —is in a position to take advantage of the railway. On the Picton-Blenheim line it is intended to carry out at once the extension of the line into Blenheim, and, as soon as the survey is completed, to extend the line southwards. The Greymouth-Brunnerton line is working satisfactorily. The Brunner Coal Mining Company, the Coal Pit Heath Company, and the Greymouth Company are now making use of the line, and the traffic is so much increased as to render additional rolling stock necessary. It is proposed to proceed steadily with the river protection works during the present year, and to improve the station accommodation, as well as provide a workshop, as in the case of Nelson. The line from Amberley to Waitaki was completed some months ago. The works proposed to be carried out during the present year are an extension of the Main Trunk northwards from Amberley about 15 miles; the completion of the Eyreton Railway, noAV under contract; the improvement of the line at the Waimakiriri River; the completion of the Opawa Railway; the conversion of the broad gauge from Amberley to Lyttelton to narroAV gauge; the re-arrangement and

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improvement of the railway stations at Christchurch and Lyttelton; general additions to station accommodation; and a large increase of rolling stock. Erom Moeraki to Dunedin the whole line is under contract, except the Waikouaiti Section, the formation of which has been done by piece-work. The time for completion of the latest contracts is January next, and every exertion will be used to get the works finished within the specified time. The completion of the line between Dunedin and Invercargill is in a forward state, with the exception of the section from Balclutha to Clinton, for which tenders are invited; the work to be completed in June, 1878. The Invercargill to Kingston line is open for traffic to Lowther, and will be completed to Kingston within the present year; by which time the Government hopes the main trunk line from Amberley to Kingston, a length of 527 miles, will be open for traffic. Several railways in the Provincial District of Otago were in course of construction under the Provincial Government, and have been taken over by the Public Works Department. The Marewhenua, Waiareka, and Green Island Railways, although open for traffic, require a considerable expenditure for stations and rolling stock, and this is provided for. The Outrarn Railway is near completion, but requires rolling stock. The formation on the Western Lines, in the Otago district, was partly undertaken when the works were taken over, but much remains to be done to complete them. The section from Wallacetown to the junction with the Otautau line is now contracted for, and the completion of the formation of that section to Riverton, and of the Otautau line, will be proceeded with, so as to be ready for plate-laying as soon as the Wallacetown line is available for conveying the rails. There is no rolling stock for these lines, but what is requisite for their working has been ordered. In conformity with the provisions of " The Einancial Arrangements Act, 1876," a valuation has been made of the Provincial Railways in Canterbury and Otago. The valuation of the Canterbury Railways amounts to £731,759, and of the Otago Railways to £372,522 2s. sd. Copies of the award of the valuation in each case will be laid upon the Table. The total lengths of the railways authorized, open for traffic, and. to be opened during and subsequently to the present year, inclusive of the lines undertaken by the provinces, are respectively, as follows : — Of, To be opened To be completed Authorized. rr a- during subsequent to J.ratne. 1877-78. 30 June, 1878. Mis. Chs. Mis. Chs. Mis. Chs. Mis. Chs. In the North Island ... 412 13 212 47 131 75 67 51 In the South Island ... 815 32 647 55 142 31 25 26 1,227 45 860 22 274 26 92 77 The amount appropriated by the Immigration and Public Works Appropriation Act of last year for Railways was £1,300,600 ; the expenditure against which has been £967,125 13s. 2d., including the distribution to the several railways concerned of £29,881155. 6d., being the balance of the advances made in previous years to the General Railways Account. The total expenditure up to 30th June, 1877, Avas £6,129,920 lis. 5d., and the outstanding liabilities £530,333 4s. Id. This amount includes the liabilities for all existing contracts, some of which extend into the year 1878, and for plant and materials ordered from Home. SURVEYS. The work performed during the past year on exploration surveys for the Main Trunk lines has not been considerable, and what has been clone has not yet been plotted, so that the Engineer-in-Chief is unable at present to report definitely. It is our intention to push on the exploration surveys during the present year, and

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to lay before Parliament next Session full information as to the direction of the Main Trunk lines in both islands, together with definite proposals for their completion. A report has been recently received from Mr. Blair, District Engineer, of the result of reconnaissance surveys made by him of the different lines that have been advocated for opening the Central Otago District. His report will be appended to this statement. ROADS. The report of the Assistant Engineer-in-Chief contains detailed information as to the road works carried out under the Public Works Department. The sums appropriated last year for road works have been, where practicable, expended through the County Councils or Road Boards of the different districts, and where this could not be arranged, the works have been carried out by the Public Works Department. The votes have not in all cases been expended within the year, but engagements have been entered into which will necessitate re-voting the unexpended balances in each case. The House will remember that special provision was made last session for roads in certain districts in the North Island, and for similar purposes in Westland and the Nelson South-West Gold Eields, on the grounds that these districts had urgent wants which could not be provided for by the local bodies, and that they had special claims to consideration from being so situated as not to derive the same immediate and direct advantages from the Public Works policy as other parts of the colony. The Government intend to ask the House to make provision this session for similar works in the same districts, and I shall submit the following votes for these purposes: — £ £ Roads North of Auckland ... ... ... ... 10,000 Balance of last year's vote, being liabilities ... ... ... 15,206 25,206 Roads in Native Districts : .. ... ... ... 12,000 Roads, Westland ... ... ... ... ... 10,000 Balance last year's vote ... ... ... ... 9,164 — 19,161 Roads, Nelson South-West Gold Fields ... ... ... 10,000 Balance last year's vote ... ... ... ... 7,802 17,802 Hokitika-Christchurch Road ... ... ... ... 5,000 —being a total of £79,172 for road works. There is another class of works to which I have to refer—viz., the provincial roads and undertakings which were under construction or authorized when the Abolition of the Provinces Act came into force. The reports of both the Engineer-in-Chief and Assistant Engineer-in-Chief contain information respecting many important works of this character which were taken over and have been carried on by the Public Works Department. Some works of the same class have been carried out by the local authorities at the request of the Government. The expenditure under this head has been considerable, and I regret I am unable at present to furnish an accurate statement of the condition of these works. The requisite information has been called for from the different provincial districts, and when this is obtained we shall ask the House to make provision for the liabilities incurred. We shall also determine the particular works we shall ask the House to provide means to complete. The Government recognize that the distribution of the expenditure on these provincial works lias been unequal in the different parts of the colony. We are also aware that there are some works in sparsely settled out-districts, such as bridges over difficult rivers, which are urgently required to connect important divisions of the country, and that in some cases these works are beyond the present means of the County Councils. We do not wish it to be inferred that we think the colony can provide for all the works of this kind that are desirable, but Aye propose, at the same time that we submit votes to cover the liabilities on the provincial works in progress, to ask provision for the more important and pressing of the works I have just described, and in so doing we shall take into consideration the claims of those districts which have not shared equally in the Public Works expenditure already incurred.

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OPENING LANDS POR SETTLEMENT. The question of providing for opening lands for sale and settlement has pressed itself upon the consideration of the Government. We see plainly that the work of settlement cannot go on as it ought in many out-districts without assistance, and this is especially so in the case of bush lands. A Bill will be introduced to enable the Government to make advances for opening new blocks for sale, such expenditure to be recouped from the proceeds of sales of land within the districts so opened. A large sum might be expended with great advantage on this object, but we have to look to the means at our command, and only see our way to propose a vote for expenditure during the present year of £50,000. WATER-RACES. The expenditure on these works during the past year has been almost entirely confined to a few races, upon which large sums had been previously spent. In the North Island the only work of the kind in hand has been the Thames Race, and it has been completed, except the distribution to the batteries, for which provision will be asked. In the South Island, — The Mount Ida Race has been completed. On the Nelson Creek Race large works have been carried out, necessitating the employment throughout the year of two hundred men. It is anticipated this race will be completed during the present month. On the Waimea Race very considerable works have also been undertaken, including an extension to the Kumara. It is estimated that all the works in connection with this race will be completed in a few months. The Mikonui Race has not been proceeded with, the tenders for the first section of the work having been considerably in excess of the vote. It was stated last year, by my predecessor, that the Government proposed to hand over the different water-races to the Councils of the counties in which they were situated, and the Government has endeavoured to give effect to that proposal. The County Councils that have been communicated with have not, however, been willing to undertake the charge, and considering the very large cost of the works, the Government has not felt justified in handing them over until assured that proper provision was secured for their care and maintenance. Appended to the Report of the Engineer-in-Chief is the Report of Mr. O'Connor, the Engineer under whose supervision the large water-races on the West Coast have been constructed. I regret to say that the results he reports in the case of such races as are completed are not satisfactory. The Government propose to ask the House to provide the sums required to complete the most important water races in course of construction, which are estimated, including liabilities, as follows : — £ Por the Thames Race ... ... ... ... ... 6,505 „ Waimea Race ... ... ... ~. ... 25,828 „ Nelson Creek ... ... ... ... ... 24,384 „ Pour-Mile Race ... ... ... ... 14,000 „ Mikonui Race ... .. ... ... 15,650 £86,367 In the case of the Mikonui Race the amount asked for is the unexpended balance of last year's vote, but as the estimated cost of that race is £81,000, the Government will not propose to commence the work unless satisfied that the whole scheme will be completed by a private company. PUBLIC BUILDINGS. The Report of the Colonial Architect cannot be appended Jx» this Statement, as he is laid up by illness in Dunedin. It will, however, be printed and published as soon as he is well enough to furnish it. I hope to be able at the same time to give the House the valuation of the Provincial Buildings throughout the colony. The work of valuing is far advanced, and the valuation will be furnished as early as possible.

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The expenditure on Public Buildings during the year ended June last amounted to £13,309, particulars of which will be appended. The expenditure that will be required during the present year for Buildings is very much increased by the charge and maintenance of all public buildings in the colony having to be provided for, many of which were formerly provincial charges. It is found that many of these Buildings arc in a bad state of repair, and afford insufficient accommodation. Eor Schools alone it is estimated that £50,000 is requisite. The provision needed for Lunatic Asylums, Lighthouses, Gaols, Police, and Courthouses, is very considerable. In all, the expenditure for Public Buildings is estimated at £215,000. COAL EXPLORATION. During the past year, the 'survey of the Buller Coal Eield, commenced in 1871, has been brought to a close. The existence of over 100,000,000 tons of coal has been proved of good quality, in positions which can be worked to advantage. Several leases are understood to have been issued, but up to the present time the only mine in work is that belonging to the Wellington Coal Company, who have been most energetic in opening up their mine. At Greymouth, the Brunner Coal Mining Company have during the past three years extended their workings from 22 acres to 38 acres, with a total output during that time of 19,833 tons. The Coal Pit Heath Company have coal now in the market, and the Greymouth Company have reached the coal in their new shaft, and expect to be at work shortly. The Green Island Collieries in Otago, which have undergone great development since the opening of the Southern Railway, have been again inspected, and it is found that, although generally speaking these are in good order, they have been hitherto carried on without any working plans, and in such a manner that not more than one-third of the coal will be mined. In the North Island the coal of the Waikato Basin has been further examined, and from surface indications it appears probable that even a greater extent of coal exists there than has ever been calculated in the most sanguine estimates. The extent, however, can only be settled by boring. Two fresh mines in this district are now bringing coal to market —viz., Rahuipokeka (Ralph's) Mine, at Taupiri, and the Bridgewater Colliery (Foote's), near the Miranda Redoubt. In the latter case, the seam of coal is 55 feet thick, only 18 feet being at present worked. The Wangarei and Bay of Islands coal has also been examined, and plans of the workings of these and other collieries will be published with the Geological reports this year. INSPECTION OP MACHINERY. There is nothing special to remark under this head. The Report of the Chief Inspector is attached, and shows that a great deal of necessary work has been done, and that the department is rather more than supported by the fees charged. RAILWAYS OPEN POR TRAPPIC. This part of the subject has assumed largely increased importance during'the past year. Honorable members are aware that on the Abolition of the Provinces Act taking effect, the working of the Canterbury and Otago Railways devolved upon the Government. There have also been considerable additions to the lines open for traffic during the year, as well as new lines opened, and the additional work and responsibility thrown upon the Public Works Department by these changes has been very considerable. As the Canterbury and Otago Railways came under the charge of the Government at the busiest season of the year, it was determined not to make any immediate change in the system of working. The railways in those districts were accordingly carried on under the same system and staff as before Abolition, and this was continued up to the 30th of June last.

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The House is no doubt aware that the systems of management and the tariffs were different in Otago and Canterbury, and both were also different to the system and tariff in operation on the General Government lines. We had thus three separate railway systems and scales of charges in operation on the New Zealand Railways, and the impossibility of continuing this state of things became apparent when the line from Waitaki to Moeraki was opened. Then passengers or goods travelling by the rail were subject to different tariffs on passing over the Waitaki River. The local difficulty was at once met by assimilating the charges on the Waitaki to Moeraki section to those in operation on the Canterbury lines. But with the New Zealand Railways the property of the colony, it became manifest that the rates must be equalized as nearly as possible. My predecessor had anticipated the necessity of adopting a system of uniformity for the New Zealand Railways, and appointed, during his term of office, a Commission to inquire into and report generally on their working. The report of that Commission has been laid on the table, and the recommendations made by it have been, in the main, given effect to by the Government. Before doing so, the Government carefully considered the whole question. We recognised that the subject was large, and involved, particularly in regard to the traffic, considerations requiring technical knowledge. Upon the Commission were gentlemen who were experts in railway management, and we ooncluded to adopt generally the recommendations, see how they worked, and alter and amend as experience showed the necessity. We also took into consideration that these changes would be brought into operation during the least busy season of the year, when the public interests would be least affected should the new system prove unsuitable in any particular. The subjects in which radical changes were made were in adopting a system of central audit, the rendering weekly accounts, and a uniform tariff. Several other important questions in connection with railway management were reported on by the Commissioners, and advantageously. In respect to the central audit, the system recommended has only been adopted as a tentative measure, we desire to test fairly its operation; if it is found to work disadvantageously, it is easy to revert to a more local system. Very great difference of opinion exists as to the relative advantages of weekly or monthly accounts. The weekly system is now in force. It is reported to have worked well on the Northern lines, and there has not been sufficient time as yet to test fairly its operation on the Southern Railways. With respect to the tariff, I say at once that, on the new tariff coming into force, many mistakes were represented and remedied. There are other points now under consideration, in which I believe alterations are necessary. The question of passengers' fares is also being carefully looked into. The Government believe that the tariff should be as nearly uniform as possible; but experience has already shown that there are cases in which either uniformity must be abandoned, or the traffic of the railways suffer, and the Government will not hesitate in such cases to depart from the general principle of a uniform rate. In the meantime, I have instructed the Managers of the different railways to report on the working of the tariff, and generally as to the operation of the new regulations, with the hope that, aided by the information they can afford, and assisted by the representations that are freely made by the settlers, such alterations can be effected as will meet the public requirements. r^^ll have already laid upon the Table the Report of the Commission which sat during the recess, and inquired into the working of the Auckland Railways. The principal recommendations made by the Commission were to reduce the charges, and place more power in the hands of the local Manager. The Government concurs that it is desirable to intrust the Managers of the different railways with larger discretion than has hitherto been allowed them, and this decision is being given effect to. The recommendation of the Auckland Commission as to the reduction of charges involves consideration of the whole question of the tariff, to which I have already referred. It must however be remembered that the Auckland Railways, in their present unfinished state, cannot be expected to show such satisfactory results as it is believed they will when further completed.

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The Government has given careful consideration to the subject, and we purpose taking power during the present session to lease the Auckland-Waikato Railway, with the view of practically testing the advantages of that mode of management. In the case of the Canterbury Railways, there was a very great increase to the traffic during the past grain season; and I regret to say that considerable inconvenience was occasioned to the settlers. The increased work thrown on the railway may be gathered from the returns of traffic during the months of March and April of the present year, and comparing them with the returns of the same months in the preceding year. 1877. 1876. Tons. Tons. March ... 51,017 ... 37,465 April ... 49,068 ... 33,839 It will be seen, therefore, that the increase of traffic was very great, and could scarcely have been foreseen by the provincial authorities, or provision to meet it would, no doubt, have been made. The General Government only assumed charge of these railways shortly before the pressure commenced, and it was then impossible to procure the increased rolling stock required to meet the traffic. Another element which added largely to the difficulties of working the lines under such pressure was the delay caused through the difference of gauge on a portion of the railway. To provide against the recurrence of such difficulties in the future, the Government is providing a large increase of narrow gauge rolling stock, and is changing the gauge of the section from Amberley to Lyttelton to the New Zealand standard gauge. lam confidently assured that the steps being taken will enable the railway to satisfactorily perform the work that will be thrown upon it during the next grain season. The following table gives the results of the working of the different railways that have been under the conduct of the Public Works Department during the past year; and of the Canterbury and Otago Railways for the six months since they were taken over by the Government: — Railways Receipts. Expenditure. Profit. Loss. £ s. d. £ s. d. £ s. d. £ s. d. Kaipara ... ... 3,778 4 5 4,296 11 6 ... 518 7 1 Auckland ... ... 21,868 3 9 17,663 8 10 4,204 14 11 Napier ... ... 21,374 13 10 13,239 19 2 8,134 14 8 Wellington ... ... 11,518 18 3 9,893 19 2 1,624 19 1 Foxton ... ... 8,364 12 2 7,378 13 2 985 19 0 Wanganui ... ... 175 9 6 412 14 4 ... 237 4 10 New Plymouth ... 2,64119 1 3,271 2 2 ... 629 3 1 Pieton ... ... . 5,731 4 5 5,165 12 1 565 12 4 Nelson ... ... 6,209 13 3 5,490 9 5 719 3 10 Westport ... ... 858 12 6 833 6 6 25 6 0 Brunner ... ... 7,920 11 7 4,346 19 6 3,573 12 1 *Christchurch ) ( 150,316 611 105,677 16 2 44,638 10 9 Dunedin [ 6 months ] 48,785 7 3 32,566 15 10 16,218 11 5 Invercargill ) ( 21,643 11 0 14,563 911 7,080 1 1 Making a total of receipts ... ... ... ... £311,187 7 11 Expenditure ... ... ... ... ... 224,800 17 9 Leaving a balance ... ... ... ... ... f £86,386 10 2 The traffic returns for the present year will, without doubt, be largely in excess of last year's. Not only have we to expect an increase on the lines now open, but it must be remembered that during the present year it is proposed to complete the works now in progress in Otago, which will connect the northern and southern districts with Dunedin, and make one continuous line from Amberley to Kingston of 527 miles, exclusive of 222 miles of branch lines in the same districts. Then the railways from Auckland to Waikato, Wellington to Wairarapa, and Wanganui to Eoxton are also to be completed within the same *oamaru accounts are included with Christchurch, the connection of the lines having necessitated their amalgamation. fTheso figures will not be found to agree exactly with those given in the Financial Statement, owing to the departmental accounts for the Southern lines not having been finally adjusted at the time it was made.

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period, each line opening large and important districts; and although all these lines will not be completed in time to get returns from them within the present year, yet the additional mileage that will be opened at an early date will materially add to the traffic receipts. The returns from some of the shorter lines are not so good as could be desired, but it cannot be expected these lines will be reproductive until they are continued, so as to tap the districts they were designed to develop. Of the Northern lines, the Napier Railway is giving the most satisfactory returns, but this line is sufficiently extended to secure the traffic of a rich settled district. With the view of giving honorable members an opportunity of comparing the rates at present charged for the carriage of goods on the New Zealand Railways with the rates formerly in operation in Canterbury and Otago, and also as compared with the rates charged on the Victorian Railways, I have had a table prepared, and it will be appended to this report. There will also be attached to the statement a table of the passenger fares charged on some English lines, on the lines of the several Australian Colonies, on the Otago and Canterbury lines under provincial management, on the New Zealand lines prior to Ist July, and of the rates at present in force. An examination of this table will show that on the whole the charges on the New Zealand Railways are reasonable. SUMMAEY OF EXPENDITUEE. The expenditure in each island on the three principal classes of works up to 30th June last was as follows : — North Island. £ s. d. £ s. d. £ s. d.» .■Railways to 30th June, 1876 ... ... 1,781,017 13 8 during year 1876-77 ... ... 418,447 15 5 ' 2,199,465 9 1 Eoads to 30th June, 1876 ... ... 459,612 3 11 „ during year 1876-77 ... ... 11,547 17 7 471,160 1 6 Water-races to 30th June, 1876 ... 58,612 18 3 ~ during year 1876-77 ... 7,709 1 0 66,321 19 3 Total, North Island ... ... ... ... 2,736,947 9 10 South Island. Eailways to 30th June, 1876 ... ... 3,381,477 4 7 during year 1876-77 ... ... 548,977 17 9 3,930,455 2 4 Eoads to 30th June, 1876 ... ... 193,955 10 10 „ during year 1876-77 ... ... 4,455 12 3 198,411 3 1 Water-races to 30th June, 1876 ... 220,871 0 0 during year 1876-77 ... 67,870 9 7 288,741 9 7 Total, South Island 4,417,607 15 0 Total ... ... ... ... ... ... ... £7,154,555 410 2—E 1.

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PEOPOSED EXPENDITURE ON EAILWATS. The expenditure we propose for the current year is as follows, and the sum named for each railway includes liabilities, which amounted in the aggregate, on the 3Qth June, to £530,333 4s. 4d. :— Kawakawa ... ... ... ... ... £6,113 Kaipara—Puniu ... ... ... ... 142,830 Waitara—Patea ... ... ... ... 50,000 Patea —Manawatu ... ... ... ... 141,956 Napier —Manawatu ... ... ... ... 75,633 Wellington—Masterton ... ... ... ... 162,677 Nelson—Foxhill ... ... ... ... 11,083 Picton—Blenheim ... ... ... ... 29,235 Greymouth —Brunnerton ... ... ... ... 35,006 Westport-Ngakawau ... ... ... ... 38,234 Amberley—Waitaki and Northwards ... ... ... 182,754 Waitaki—Bluff and Branches ... ... ... 365,488 Winton—Kingston ... ... ... ... 39,296 Western Eailways ... ... ... ... 37,587 Surveys ... ... ... ... ... 10,000 Land «... ... ... ... ... 42,208 —making a total of £1,370,100 for railways during the current year. The Government would have preferred to propose a smaller expenditure for the year, but taking into consideration that in the case of some of the most important railways the works are. far adA ranced, and represent in their unfinished state a large unproductive expenditure, we consider it necessary to provide for their completion at as early a date as possible. We also think it requisite to push on the completion of the main line from Dunedin to Invercargill, and through to Kingston, and to advance the works on the different sections of the main trunk lines in both islands, and to provide the rolling stock and station accommodation which is necessary to secure the efficient working of the railways throughout the colony. With the exception that we undertake the completion of those branch railways in the South Island which were in course of construction by the Provincial Governments, our proposals are confined to works on the main trunk lines: we consider the colony is not in a position at present to undertake the responsibility of constructing branch lines, but must confine itself to steadily proceeding with the main trunks. We fully recognize, however, that many important districts in the colony may be immensely assisted in the development of their resources by the construction of branch or district railways, and to provide for this a District Railway Bill has been prepared, which, we believe, will enable any district that is in a position to support a railway to secure it. I purpose submitting this Bill to the House very shortly. If Parliament sanctions the works I have proposed, a very considerable increase will be added during the year to the mileage of working railways; and looking at the results of the past year, we may confidently expect a largely increased traffic, and such returns as will amply justify us in providing for the further extension of our railway system.

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No. 1.-RAILWAYS, BRIDGES, PLANT, AND ROLLING STOCK. NET CLASSIFIED EXPENDITURE to 30th JUNE, 1877.

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Lines op Railway. Land. Sueveys: Peeliminaey AND WOEKING. CONSTEUCTION. Rolling Stock. Woekshops, Stations, and Whaeyes. Engineebing AND Office. Incidental. Total Net Expendituee TO 30 June, 1876. Total Net Expendituee dueing Yeae 1876-77. Total Net Expendituee to 30 June, 1877. Lines of Railway. Cost. Expenses. Grading. Bridges and j Culverts. Fencing. Permanent Way Permanent Way, New Zealand. England. New Zealand. England. Noeth Island. Kawakawa Kaipara —Puniu ... Napier—Manawatu Wellington —Masterton Waitara —Patea ... Patea —Manawatu (with Foxton Branch) £ s. d. 27,326 6 2 2,868 5 o 16,168 17 2 7,555 16 10 12,068 5 8 £ s. d. 2,497 6 10 127 4 7 992 17 1 744 10 8 927 15 9 £ s. d. 553 9 1 11,410 o 4 8,545 19 3 10,651 5 10 3,251 3 4 14,214 o 10 £ s- d. 3,022 12 o 199,158 14 o 55,267 3 7 164,256 6 7 25,957 7 5 107,143 18 5 £ s. d. 2,281 10 11 83,848 13 2 54,319 19 8 62,228 17 1 14,720 7 10 82,095 2 10 £ s- d. 8,770 12 6 8,512 8 10 10,313 16 4 3,098 16 2 16,815 10 2 £ *. d. 3,184 18 o 114,301 1 2 56,678 12 10 25,934 14 9 19,164 19 8 42,706 15 5 £ s. d. 10,674 3 9 146,086 8 9 74,258 12 9 66,655 19 11 17,768 15 3 117,206 19 7 £ s. d. 679 o 1 19,672 16 9 5,761 12 1 *5,356 9 9 1,502 4 o 6,640 13 9 £ s. d. 4,042 14 10 74,819 7 o 27,273 16 2 47,5i6 12 4 5,43i 11 2 24,934 5 9 £ * d573 12 10 8i,559 13 1 2i,759 15 o 38,337 o 7 8,864 19 1 15,164 7 2 £ s. d. 1,413 12 6 30,989 12 9 11,080 9 2 iS,7i| 14 4 3,625 3 11 16,894 18 11 £ s- d. 34 11 7 5,189 9 5 687 14 7 462 4 2 274 6 9 1,329 1 o £ s. d. 7,901 4 10 725,571 12 7 288,497 7 2 328,008 19 4 82,176 18 3 344,513 9 8 £ s- d. i8,559 o 9 80,058 9 4 38,644 6 4 136,583 16 7 29,783 3 10 "3,628 5 7 £ •• d26,460 5 7 805,630 1 11 327,141 13 6 464,592 15 11 111,960 2 1 458,141 IS 3 Noeth Island. Kawakawa. Kaipara —Punui. Napier —Manawatu. Wellington—Masterton. Waitara —Patea. Patea —Manawatu (with Foxton Branch). Preliminary Surveys:— Thames —Waikato Mercer —Cambridge Cambridge —Taupo Masterton —Woodville Tokano —Napier. Waipukurau—Grorge Total Surveys, North Island, £4,790 3s. 8d. 509 1 1 528 17 3 346 4 1 205 14 3 20 16 o 3,179 II o 357 5 11 528 17 3 346 4 1 205 14 3 20 16 0 2,889 4 4 151 IS 2 5°9 1 1 528 17 3 346 4 1 205 14 3 20 16 o 3,179 11 o Preliminary Surveys:— Thames—Waikato. Mercer —Cambridge. Cambridge —Taupo. Masterton —Woodville. Tokano —Napier. Waipukurau —Gorge. Total Surveys, North Island, £4,790 3s. 8d. 290 6 8 Total, Noeth Island 65,987 10 10 5,289 14 11 53,4i6 2 4 554,8o6 2 o 299,494 II r, 47,5" 4 o 261,971 1 10 432,651 o o 39,612 16 5 184,018 7 3 166,259 7 9 79,721 11 7 7,977 7 6 1,781,017 13 8 417,699 4 3 2,198,716 17 11 Total Noeth Island. South Island. Nelson —Foxhill ... Picton —Blenheim Greymouth —Brunner Westport —Ngakawau Amberley—Waitaki (with Branch Lines) Waitaki Bridge ... Waitaki —Invercargill (with Tokomairiro —Lawrence Branch). Winton —Kingston 14,846 10 4 8,103 8 7 5,839 19 o i,775 o o 37,624 9 o 1,123 1 8 i,i57 5 10 1,075 I8 8 2,644 3 1 5,984 1 9 1,950 10 4 1,892 3 3 i,534 « 4 4,662 13 4 11,032 19 3 18,146 2 o 52,249 14 10 35,706 15 7 49,062 17 2 100,776 5 2 14,112 4 8 28,449 15 8 28,778 5 10 12,794 19 10 244,5" 13 3 6,911 13 o 923 2 2 597 8 o 117 o o 40,832 II II 16,328 7 5 17,024 o 9 9,357 15 5 21,185 9 7 216,860 2 4 22,468 16 6 22,614 8 9 10,905 7 10 27,832 1 9 288,956 14 2 i.S 67 3 10 2,330 9 7 2,850 10 11 1,104 4 •' 12,018 14 4 7,589 2 3 8,562 5 11 14,460 15 11 18,397 17 5 105,682 14 o 8,998 15 9 10,157 17 7 22,228 7 10 12,687 9 9 90,125 12 7 3.393 ' 3 4.295 6 9 S.687 5 8 5.055 '2 1 33,045 I0 8 164 1 1 192 3 8 468 9 7 47o 3 5 3,317 16 7 111,808 17 10 152,987 7 3 114,384 4 9 103,615 5 6 1,111,974 4 7 5.79° 12 3 4,964 16 1 25,106 16 10 54,174 6 10 78,795 o 5 117,599 10 1 157,952 3 4 I39.49 1 « 7 157,789 12 4 1,190,769 5 o South Island. Nelson —Foxhill. Picton—Blenheim. Greymouth—B runner. Westport—Ngakawau. Amberley—Waitaki (with Branch Lines). Waitaki Bridge. Waitaki —Invercargill (with Tokomairiro —Lawrence Branch). Winton—Kingston. 49,258 o 10 8,151 1 7 21,690 16 6 602,014 4 6 76,099 18 4 187,823 6 1 47,52o 17 5 208,571 2 11 283,576 7 4 22,450 3 5 144,853 11 5 191,160 17 3 57.259 15 8 6,237 2 4 75,820 4 5 1,534,834 10 10 279 13 11 295,732 '6 5 76,099 18 4 1,830,567 7 3 440 o o 187 9 2 2,810 4 6 36,241 16 4 6,35° 1 9 2,108 17 7 41,946 2 1 73,436 13 2 2,724 18 9 25,391 7 8 5,120 17 2 5,792 5 6 693 7 8 165,010 3 7 38,233 17 9 203,244 1 4 Preliminary Surveys: — Foxhill —Brunner Foxhill —Southwards Greymouth —Christchurch... Hokitika —Christchurch Greymouth—Hokitika Greymouth —Amberley Hokitika —Malvern Hokitika Survey Office Blenheim —Hurunui Oamaru —Waareka Dunedin —Moeraki Clutha—Mataura... Waipahi—Cromwell Miscellaneous Total Surveys, South Island, £16,002 18s. 4d. 2,872 19 1 454 11 8 798 o 9 34 16 8 2,727 19 4 4,032 18 1 468 o 3 1,200 o o 522 2 5 493 6 9 2,175 2 4 n S 9 6 100 o o 7 11 6 2,872 19 1 448 6 8 798 o 9 34 16 8 2,631 5 11 468 o 3 55° o o 347 6 5 493 6 9 2,175 2 4 115 9 6 100 o o 7 11 6 65° 96 '3 5 4,032 18 1 650 o o 174 16 o 2,872 19 1 454 11 8 798 o 9 34 16 8 2,727 19 4 4,032 18 1 468 o 3 1,200 o o 522 2 5 493 6 9 2,17s 2 4 115 9 6 100 o o 711 6 Preliminary Surveys: — Foxhill—Brunner. Foxhill —Southwards. Greymouth —Christchurch. Hokitika—Christchurch. Greymouth —Hokitika. Greymouth —Amberley. Hokitika —Malvern. Hokitika Survey Office. Blenheim —Hurunui. Oamaru —Waareka. Dunedin—Moeraki. Clutha —Mataura. Waipahi —Cromwell. Miscellaneous. Total Surveys, South Island, £16,002 18s. 4d. Total South Island ... 117,887 7 9 20,323 1 9 61,576 6 10 894,197 15 7 598,920 5 5 99,011 10 1 S3i,273 o 6 729,790 9 6 45,046 5 9 324,937 14 7 340,479 17 11 114,528 17 7 ",543 4 4 3,381,477 4 7 508,038 13 o 3,889,515 17 7 Total, South Island. STJMMAKY. Eailways, Noeth Island ... Railways, South Islaad Additional Land, Rolling Stock, and Stations 65,987 10 10 117,887 7 9 5,620 8 9 5,289 14 11 20,323 1 9 53,416 2 4 61,576 6 10 554,806 2 o 894,197 15 7 299,494 11 6 598,920 5 5 47.5" 4 o 99,011 10 1 261,971 1 10 531,273 o 6 432,651 o o 729,790 9 6 39,612 16 5 45,046 5 9 2,077 10 6 184,018 7 3 324,937 14 7 20,194 17 2 166,259 7 9 340,479 17 11 13,794 19 6 79,721 11 7 114,528 17 7 7,977 7 6 ".543 4 4 1,781,017 13 8 3,381,477 4 7 417,699 4 3 508,038 13 o 41,687 15 II 2,198,716 17 11 3.889,515 17 7 41,687 15 11 SUMMARY.* Railways, Noeth Island. Railways, South Island. Additional Land, Rolling Stock, and Stations. Totals.... 189,495 7 4 25,612 16 8 898,414 16 11 Totals. 114,992 9 2 i,449,o°3 17 7 146,522 14 1 793,244 2 4 1,162,441 9 6 86,736 12 8 529,150 19 o 520,534 5 2 194,250 9 2 19,520 11 10 5,162,494 18 3 967.425 13 2 6,129,920 11 5 * The expenditure of £41,6! 3—E 1. 7 15s. 1 id. on Ai Iditional Land, Rolling Stock, ai id Stations is diridi sd between the two Islands as folli iws, viz.:—Nortl Island, £748 us, 2d., aud for So' ttli Island, £40, 139 4s. 9d.; maki ing the total expi :nditure on Railrays for North Island, £2,199,465 is. id., and for South Island, £3,930,455 2s. 4d.

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No. 2.-RAILWAYS, BRIDGES, PLANT, AND ROLLING STOCK. RETURN of EXPENDITURE and LIABILITIES for SURVEY and CONSTRUCTION, to 30th JUNE, 1877.

Lines op Railway. Expendituee to 30TH June, 1876. Expendituee dueing yeae 1876-77. Total Expendituee TO 30TH June, 1877. Liabilities on 30TH June, 1877. Total Expendituee AND Liabilities. Lines op Railway. NORTH ISLAND. £ •• d. 7,901 4 10 725,571 12 7 288,497 7 2 328,008 19 4 82,176 18 3 344,5«3 9 8 £ s- d. i8,S59 o 9 80,058 9 4 38,644 6 4 136,583 16 7 29,783 3 10 113,628 5 7 £ ■■ d. 26,460 5 7 805,630 in 327,141 13 6 464,592 '5 " 111,960 2 1 458,141 'a 3 £ «•■ d2,771 9 9 74,719 1 8 20,801 1 6 75,039 19 7 19,576 9 5 46,869 13 5 £ s. d. 29,231 15 4 880,349 3 7 347,942 15 ° 539,«32 15 6 131,536 11 6 505,011 8 8 NORTH ISLAND. Kawakawa Kaipara—Puniu ... Napier —Manawatu Wellington—Masterton Waitara—Patea ... ... ... • Patea —Manawatu, with Foxton Branch ... Kawakawa. Kaipara —Punui. Napier—Manawatu. Wellington—Masterton. Waitara —Patea. Patea —Manawatu, with Foxton Branch. Peeliminaey Subveys. Thames —Waikato Mercer —Cambridge ... - Cambridge Taupo ... Masterton—Woodville Tokano —Napier ... Waipukurau Gorge 357 5 " 528 17 3 346 4 1 205 14 3 20 16 o 2,889 4 4 151 '5 2 509 1 1 528 17 3 346 4 1 205 14 3 20 16 o 3,179 11 o 114 18 2 623 19 3 528 17 3 346 4 1 205 14 3 20 16 o 3,179 11 o Peeliminaey Sueteys. Thames —Waikato. Mercer —Cambridge. Cambridge —Taupo. Masterton —Woodville. Tokano—Napier. Waipukurau Gorge. 290 6 8 Totals, Noeth Island 1,781,017 13 8 4i7, 699 4 3 2,198,716 17 11 239,892 13 6 2,438,609 11 5 Totals, Noeth Island. SOUTH ISLAND. SOUTH ISLAND. Nelson—Foxhill Picton—Blenheim Greymouth—Brunner Westport —Ngakawau Amberley—Waitaki, with Branch Lines ... Waitaki Bridge Waitaki —Invercargill, with Tokomaiririro —Lawrence Winton—Kingston ... "... 111,808 17 10 152,987 7 3 114,384 4 9 103,615 5 6 1,111,974 4 7 75>82o 4 5 1,534.834 10 'o 165,010 3 7 5,79° 12 3 4,964 16 1 25,106 16 10 54,174 6 10 78,795 ° 5 279 13 11 295.732 '6 5 38,233 '7 9 "7.599 IO • IS7.952 3 4 139.491 1 7 157.789 » 4 1,190,769 5 o 76,099 18 4 1,830,567 7 3 203,244 1 4 1,586 9 5 1.533 7 6 13,386 10 5 29,158 15 o 21,850 14 7 143 5 3 168,192 o o 15,978 II o 119,185 19 6 "59,485 10 10 152,877 12 o 186,948 7 4 1,212,619 19 7 76,243 3 7 '.998,759 7 3 219,222 12 4 Nelson—Foxhill. Picton—Blenheim. Greymouth —Brunner. Westport —Ngakawau. Amberley —Waitaki, with Branch Lines. Waitaki Bridge. Waitaki —Invercargill with Tokomaiririro —Lawrence, Winton—Kingston. Peeliminaey Sueteys. Foxhill—Brunner Foxhill —Southwards Greymouth—Christchurch Hokitika—Christchurch Greymouth—Hokitika Greymouth—Amberley Hokitika—Malvern Hokitika Survey Office Blenheim—Hurunui Oamaru —Waareka Dunedin—Moeraki Clutha —Mataura Waipahi—Cromwell Miscellaneous 2,872*19 1 448 6 8 798 o 9 34 16 8 2,631 5 11 2,872 19 1 454 J1 8 798 o 9 34 16 8 2,727 19 4 4,032 18 1 468 o 3 1,200 o o 522 2 5 493 6 9 2,175 2 4 115 9 6 100 o o 7 11 6 2,872 19 1 454 " 8 798 o 9 34 16 8 2,771 '3 4 7.453 7 7 468 o 3 1,200 o o 522 2 5 493 6 9 2,175 2 4 115 9 6 100 o o 7 n 6 Peeliminaey Sueveys. 650 Foxhill —Brunner. Foxhill —Southwards. Greymouth—Christchurch. Hokitika—Christchurch. Greymouth—Hokitika. Greymouth—Amberley. Hokitika—Malvern. Hokitika Survey Office. Blenheim —Hurunui. Oamaru —Waareka. Dunedin —Moeraki. Clutha —Mataura. Waipahi—Cromwell. Miscellaneous. 96 "3 5 4,032 18 1 43 '4 o 3,420 9 6 468 o 3 55° ° o 347 6 5 493 6 9 2,175 2 4 115 9 6 100 o o 7 11 6 3.38i,477 4 7 650 o o 174 16 o Totals, South Island 508,038 13 o 3,889,515 17 7 255.293 16 3 4,144,809 14 3 Totals, South'Island. SUMMARY. 417,699 4 3 508,038 13 o 2,198,716 17 11 3fi»9>Sl5 '7 7 239,892 13 6 25S.293 16 8 2,438,609 11 5 4,144,809 14 3 SUMMARY. North Island South Island 1,781,017 13 8 3,381,477 4 7 North Island. South Island. Totals *5,i62,494 18 3 6,088,232 i5 6 495,186 10J 2 6,583,419 5 8 Totals. 925'737 '7 3 Geneeal. 5,620 8 9 22,272 7 8 13.794 '9 6 5,620 8 9 22,272 7 8 13,794 19 6 5,620 8 9 53,525 3 1 17,688 18 3 Geneeal. Additional Land „ Boiling Stock „ Stations 31.252 15 5 3,893 18 9 Additional Land. „ Rolling Stock. „ Stations. ♦5,162,494 18 3 9 67.425 13 2 6,129,920 11 5 530.333 4 4 6,660,253 15 9 *This amount is less by £52,523 2s. Id. than the total in Statement itl No. 9 of last year, lelonged, and the n The portion for jmainder has been naterial, &c, has bi ;redited in like mai !en apportioned in this year's expenditure to the Railways to which iner.

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No. 3.-ROADS-NORTH ISLAND. RETURN of EXPENDITURE and LIABILITIES for SURVEY and CONSTRUCTION to 30th June, 1877.

Locality. No. of Miles Constructed or in Progress. ExPENDITl'IiE. Liabilities on Contracts, Total Expenditure and No. of Miles Constructed or in Progress. Locality. une, dal :ies. 1869-76. 1876-77. Total. H Auckland Provincial District. Bay of Islands North of Auckland Mangere Bridge Thames Waikato Bay of Plenty Poverty Bay Taupo Mis. chs. 166 40 362 20 £ s. d. 33,088 16 9 14,293. o 9 15,486 7 8 75 2 9 16,515 18 7 67,210 8 10 14,882 6 11 9.273 4 5 £ a, a25 o o 33i4 9 9 £ s- a33,113 16 9 18,107 10 6 15,486 7 8 75 2 9 16,583 18 7 70,001 o 5 15.944 6 3 9.273 4 5 £ s. d. 289 14 9 £ s. d. 33,ii3 16 9 i8,397 5 3 15,486 7 8 75 2 9 16,583 18 7 73,527 1 8 16,426 18 3 9,273 4 5 Mis. chs. 166 40 362 20 Auckland Peovincial Distbict. Bay of Islands. North of Auckland. Mangero Bridge. Thames. Waikato. Bay of Plenty. Poverty Bay. Taupo. ... 20 o 34 4° 474 o 243 o 47 o 20 o 34 40 474 o 243 o 47 o 68 o o 2,790 11 7 1,061 19 4 3,526 « 3 482 12 o Total 1,347 20 170,825 6 8 7,760 o 8 178,585 7 4 4,298 8 o 182,883 15 4 i,347 20 Total. Hawke's Bat Peovincial District. Napier Seventy-Mile Bush Wairoa 30 o 37 40 43 o 23,826 o 3 45,75° 18 2 1,138 8 2 23,826 o 3 45,75° 18 2 1,212 7 8 11 16 3 23,837 16 6 45,750 18 2 1,253 17 2 30 o 37 40 43 ° Hawke's Bay Provincial District. Napier. Seventy-Mile Bush. Wairoa. 73 19 6 41 9 6 Total no 40 7o,7i5 6 7 73 19 « 70,789 6 1 70,842 11 10 no 40 Total. 53 5 9 Taeanaki Peovincial Distbict. New Plymouth —Inland Hawera —Waitara Wai-iti —Patea 7 4o 52 o 126 o 3,48i 11 3 13,225 19 o 58,553 6 9 279 6 o 681 7 6 13 o o 3,760 17 3 13,907 6 6 58,566 6 9 3,760 17 3 13,907 6 6 58,566 6 9 7 40 52 o 126 o Taeanaki Provincial District. New Plymouth —Inland. Hawera —Waitara. Wai-iti —Patea. Total 185 40 75,260 17 o 973 13 6 76,234 10 6 76,234 10 6 185 40 J ' "I Total. Wellington Peovincial Distbict. Patea —Wanganui Wanganui —Taupo Manawatu Opaki —Manawatu Gorge ... Hutt —Lowry Bay 38 o 34 40 46 o 46 o 36,246 5 4 5,156 2 2 44,296 o 11 55,o74 13 10 290 o o 96 18 1 2,643 5 10 36,246 5 4 5,156 2 2 44,392 19 o 57.717 19 8 290 o o 130 o o 913 o o 36,246 5 4 5,156 2 2 44,522 19 o 58,630 19 8 290 o o 38 o 34 40 46 o 46 o Wellington Peovincial District. Patea —Wanganui. Wanganui —Taupo. Manawatu. Opaki —Manawatu Grorge. Hutt —Lowry Bay. Total 164 40 141,063 2 3 2,740 3 11 143,803 6 2 1,043 ° ° 144,846 6 2 164 40 Total. SUMMARY. Auckland Peovincial Distbict Hawke's Bay „ „ Taranaki „ „ Wellington „ „ TTnapportionable, Tools, &c. Recoveries 1.347 20 no 40 185 40 164 40 170,825 6 8 7°.7'5 6 7 75,260 17 o 141,063 2 3 1,732 18 6 14 12 11 7,760 o 8 73 19 6 973 13 » 2,740 3 11 i7 8,585 7 4 70,789 6 1 76,234 10 6 143,803 6 2 1,732 18 6 14 12 n 4,298 8 o 53 5 9 1,043 ° o 182,883 15 4 70,842 11 10 76,234 10 6 144,846 6 2 1,732 18 6 14 12 11 1,347 20 110 40 185 40 164 40 SUMMARY. Auckland Peovincial Distbict. Hawke's Bay „ „ Taeanaki , ( „ Wellington „ „ Unapportionable, Tools, &c. Recoveries. Total Net (Expenditure... ' Total Net Expendituee. 1,807 60 459,612 3 " ".547 17 7 471,160 1 6 5>394 13 9 476,554 IS 3 1,807 6° Note. —The total expenditure to 30th June, 1876, in this table is less than the total to the same date in Te items having been deducted —viz., the cost of the Manawatu Tramway, £30,880 9s. 8d., which has been transfern £97 19s. 8d., otherwise charged. iblc No. 3, Public Works Statement, 1876. Tho difference is accounted for by the following ;d to the Railway ; recoveries amounting to £1,045 lis. 9d.; and certain sums, amounting to

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No. 4.-ROADS IN NATIVE DISTRICTS. NORTH ISLAND. RETURN of EXPENDITURE and LIABILITIES for Repairs and Maintenance, 1st July, 1876, to 30th June, 1877.

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Amount Allocated (Vote 51) Expenditure—1st July, 1876, to 30th Juno, 1877:— Waikato District Bay of Plenty District Poverty Bay District Napier District Taupo Disrrict Manavratu District ... Opaki Gorge Patea-Wai-iti District Wanganui District ... £ - d. £ s- d. 93 16 3 2.'45 4 S 954 13 2 655 " 2 36 17 2 839 12 3 704 2 11 1,271 17 6 321 9 5 £ s. d. io,ooo o o Liabilities on 30th June, 1877 : — Waikato District Bay of Plenty District Poverty Bay District Napier District Wairoa District Manawatu District ... Wanganui District ... Patea-Wai-iti District 7.023 4 3 10,26S 4 10 35 ° ° 1,00,6 10 2 6 3' 15 « 814 19 10 92 7 « 7 7 3 11 40 555 16 4 3.M5 o 1 Balanco Dr. 268 4 I0

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No. 5.-ROADS-MIDDLE ISLAND. RETURN of EXPENDITURE and LIABILITIES for SURVEY and CONSTRUCTION to 30th June, 1877.

Miles Completed „j .-_ ExrENDITUEE. Liabilities on Contracts, 30th June, 1877. Total Expenditure and Liabilities. Miles Completed and in course of Completion. Lines oe Road. Lines of Road. of Completion. 1870-76. 1876-77. Total. NELSON SOUTH-WEST GOLD FIELDS. Bullcr —Arnould Main Road —Boatman's Westport —Lyell Ahsura —Amuri Nile Bridge Takaka Valley Collingwood Quartz Range Mis. chs. 52 23 4 13 3" S 1 49 53 £ s. d. 52,340 15 2 844 10 o 7.273 13 10 5,269 16 3 1,092 1 4 906 14 9 o 12 6 £ s. d. 300 o o 938 13 6 23 15 o 772 8 o 435 14 4 £ s. d. 52,640 15 2 •844 10 o 7,273 13 10 6,208 9 9 1,115 1° 4 1,679 2 9 436 6 10 4,300 o o ii 6 6 £ s. d. 56,940 15 2 844 10 o 7,273 13 10 6,219 '^ 3 1,115 16 4 2,063 17 o 500 12 6 Mis. chs. 52 23 4 13 3<> S" 49 53 NELSON SOUTH-WEST GOLD FIELDS. Bullcr —Arnould. Main Road —Boatman's. Westport —Lyell. Ahaura —Amuri. Nile Bridge. Tnkaka Talley. Collingwood Quartz Range. ... 384 14 3 64 5.8 WESTLAND BEOVINCIAL DISTBICT. Greymouth —Arnould Givwnouth —Okarito South Creek —Main Line Junction Line Greenstone —Lake Brunner ... Marsden —Maori Creek Marsden —Paroa Still Water— Maori Gully Kanieri Forks —Kanieri Lakes Hokitika —Blue Spur Kanieri Bridge Waimea Bridge Westland, General ... 142 60 67,728 3 IO 2,470 10 10 70,198 14 8 4,760 6 5 74.959 1 « 142 60 WESTLAND PROVINCIAL DIST'CT. Greymouth —Arnould. Greymoutli —Okarito. South Creek —Main Line. Junction Line. Greenstone —Lake Brunner. Marsden —Maori Creek. Marsden —Pavoa. Still Water— Maori Gully. Kanieri Forks —Kanieri Lakes. Hokitika —Blue Spur. Kanieri Bridge. Waimea Bridge. Westland, General. 7 19 81 30 0 37 4 65 8 4 5 5° o 77 « '5 4 54 4 4» o 4 4.749 '4 4 75.795 13 4 281 17 6 3.923 9 5 2,756 5 6 2,538 3 o 798 8 o 1,869 2 o 1,578 I o 2,520 3 5 489 15 o 207 12 6 2,197 JI 2 308 7 1 613 5 IO 5-058 1 5 76,408 19 2 281 17 6 3,923 9 5 2.75° 5 6 2,538 3 o 798 8 o 1,869 2 o 1,578 I o 2,5 20 3 5 489 15 o 207 12 6 2,406 17 10 100,836 15 9 1 1 91 19 8 2,160 11 6 5,150 1 1 78,569 10 8 281 17 6 3,923 9 5 2,75 6 5 6 2,538 3 o 798 8 o 1,869 2 o i,5/8 1 o 2,520 3 5 489 15 o 207 12 6 2,592 6 2 7 '9 81 30 o 37 4 65 8 4 5 So o 77 6 '5 4 54 4 46 o 4 ... 209 6 8 185 8 4 ... I 1 Hokitika —CnBisTcntJBCH 124 1 99.705 l6 2 26,521 10 10 1,130 19 7 2,437 19 6 I 103,274 15 3 124 1 Hokitika—Cflfiistclit_c_. 11 14 854 1 10 27,375 12 8 i'4 3 4 27,489 16 o » -4 I (Note. —Exclusive of £2,190 authorized under section 35 of " Financial Arrangements Act, 1876.") SUMMARY. Nelson South-West Gold Fields Westland Peovincial District Hokitika —Cheistchlbch ... 142 124 11 Co 14 67,728 3 10 99,705 16 2 26,521 10 10 SUMMARY. Nelson South- West Gold Fields. Westland Peovincial Distbict. Hokitika —Cheistchlbch. 2,470 10 10 1,130 19 7 854 1 10 70,198 14 8 100,836 15 9 27.375 '2 8 4,760 6 5 2,437 '9 6 "4 3 4 74,959 1 1 !°3-274 15 3 27,489 16 o 142 124 11 60 1 277 75 '93.955 IO 10 4.455 12 3 198,411 3 1 7.312 9 3 205,723 12 4 277 75 Note.— The total to the 80th June, 1876, in thii been previously charged by Tn i Table differs from the total to the same date in Table No. 7 of Tublic Works Statement, 1S7G. The difference is accounted for by the following items— viz. £677 8s Id added having 'asury to "Westland Eoads, but by Public Works Department to Departmental, and two sums deducted— £1,080 9s. Ed. charged by Treasury to Eailways, and £253 Recoveries.

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No. 6.-ROLLING STOCK AND PLANT. PARTICULARS of ROLLING STOCK ORDERED to 30th June, 1877.

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li Locomotives. Carriages. Brakes. Trucks. Wagons, etc. Fairlies, Bogies. to CD CD ■* -* -fl -fl '3.2 ■ 1st Class. ; Comp. isito. 2nd Class I I t a _ fl or _ 2 it -.•'So op C_j M b "a o P .'3. if _ p i O Is 5; 'fc.'S fl D ° It .si o te .ft 2 'a! 05 •7 & St P II o a> 3" -3 el fl 2i -3 .5b. o fl*o o 15 a ft 7 _ 00 5 CO _= i 1 o Is fc te 'S p I M o w o o o 9 b o H IE o 00 n CD o •_; i CO I E -I o 3 -_ o 1- « i m a o a Oi Total ... 4 I I 2 J 4 1 1 4') 16 '7 X 37 '4 7 82 42 20 102 I 56 6 j 2 37 67 31 2 IOO 91 140 V, 288 I°3S 676 382 PARTICITLAES of Eolling Stock Received up to 30th June, 1877. Kawakawa Section Kaipara „ Auckland ,, Napier ,, 'Wellington „ Foxton ,, Wanpanui „ New Plymouth ,, Grrevmonth „ West port „ Nelson „ Pielon ,, Christehnroh „ Dunedin „ Invercargill „ ... ... I 4 - - i i ... ... i ... ... I I ... ... 2 9 2 ... 3 2 ... - ... i 3 2 ... ... ... I ». i ... 2 2 I ... I - II - ... 1 5 1 1 "1 ... 1 3 1 1 1 E 11 s 2 3 1 ... 2 IO 2 8 2 2 2 - ... ... 2 8 5 2 2 4 1 3 8 4 7 2 S 2 2 ... ... 2 ... S 2 2 1 2 1 2 9 4 4 3 2 2 2 2 25 1 ... 1 ... 2 12 28 12 IO 2 10 2 4 2 2 8 4 4 4 4 4 ... ... 10 2 4 2 3 I 8 28 3 •7 12 13 4 3 21 64 28 30 4 7 iS 10 6 48 38 21 18 'S 6 8 ... 5° ... 62 88 ... 2 3 1 2 1 2 ." ... ... ... - 1 2 ... ! 28 6 j 18 0 82 2 4 6 2 2 2 10 20 ... ... 2 - ... - - 1 ... ... 106 ... ... ... I 4 "6 9 11 10 2 2 I I i 12 ■ - 1 I 37 j 37 1 IO 40 '7 21 • 10 ... I I 2 8 6 20 6 ... I ... 20 20 1 *9 20 12 6 2 402 163 892 40 no 123 5° 112 20 ... ... 20 "6 _L! ___ i 3 2 ... I 4 i I - 2 Li S" 9 2 40 I 24 49 I268 ... Total ! « ■ i 6 2 I i I ! 4 1 I 7 I 6 I I 4 48 I I I > 16 «' i : i i 17 il I _ M 42 — 2° — 102 6 1 1 37 25 I 2 ! I 4' 472 382 « S9 I 'H 84 134 I I I

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No. 6.-ROLL SCHEDULE of Va: : AND PLANT— continued. 1 of Pebmanent-way Mate ;iors Classe: ;IAL. ORD1 ;es." Lines. Ord< Memo. Order. ler. Bate. — Miles. Weight per Hails, yard. Fang Bolts. n.,n.. Sole Spies. plateSi Steel Joints. Pish Plates. Bolts and Huts. Wood Keys. Chairs. Points and Crossings. Tons. Tons. Tons. Tons. Tons. Tons. Tons. No. Tons. Sets. Manawatu Tramway ,.. 27/71 Sept. 2/71 251b. 121 4 2 Canterbury Branch Lines Ditto Ditto Pictou-Blcnheim 11/72 78/72 63/75 24/72 Jan. 20/72 June 8/72 Aug. 31/75 Jan. 23/72 20 92 12 301b. )) JJ 944 4,340 566 29 132 17 34 155 20 20 10 30 J) 124 5,850 178 229 40 Addington-Rangiora ... Ditto Mar. 2/71 6 13 701b. 767 1,438 28 48 39 54 14 28,581 70,269 98,850 274 431 30 3 j> 19 2,205 76 03 11 705 30 Rangiora-Kowai Selwyn-Rakaia Auckland ... Kawakawa 138/73 9/71 Jan. 18/73 Mar. 15/71 14 13 6ft 3 56 lb. 1,252 1,144 1,372 268 26 I 58 ! and fast I 18 28 enings 48 54 18 • 10 741 » )) >> j) ... . I "' 1 i 51 To be Demveeed at — Wellington Ditto Ditto Ditto * Ditto • Ditto Auckland ... Ditto Port Chalmers Ditto Ditto Ditto *The Bluff... Wellington, colonialmake 36ft 59/74 61/74 27/76 32/76 44/76 64/76 27/76 32/76 59/74 61/74 27/70 40/77 27/76 77/2121 Sept. 26/74 Sept. 30/74 Juno 1/76 Juno 29/76 Aug. 25/76 Oct. 20/76 June 1/76 June 29/76 Sept. 26/74 Sept. 30/74 June 1/76 May 4/77 June 1/70 May 14/77 89 5 1 29* 6 521b. )> Steel. 521b. 7,500 410 82 2,419 492 92 "29 128 '"7 40 8 244 15 90 17 69 4 24 5 80 80 3) 1,000 "ll 16 "8ft 20 ■ ii 29J 50 I) 28ft 5 9 J) 2,337 410 738 "e 39 7 12 86 15 26 23 4 7 )) 10 184 15,388 138 267 522J 144ft 240 Wellington-Mastei'ton (Summit Incline) Steel. 701b. 30/74 May 2/74 596 and fast' enings ORDERS UNEXECUTED. Lines. Fort of Delivery. Oide; Memo. Order. 2r. Date. — Miles. Weight per Yard. »* Boltl Spikes. Pish Plates. Fish Bolts. Steel Joints. Points and Crossin gs. [aipara-Puniu Auckland ... 27/76 64/76 64/76 1876. June 1 Oct. 20 Oct. 20 21 5 7 lbs. 40 40 40 Tons. 1,509 315 441 Tons. 5 7 Tons. 38 7 10 Tons. Tons. Tons. 56 12 18 Sets. ,, ... 'akapau Southward „ ... „ Vellington-Masterton Wellington ... 44/76 44/76 64/76 64/76 27/76 Aug. 22 Aug. 22 Oct. 20 Oct. 20 June 1 1877. May 14 1876. Oct. 20 June 1 June 1 1 1 29ft 5 10 .".2 40 52 40 40 ■f-82 f63 2,419 315 629 ,, ,, ... 29 5 40 7 16 90 24 ,, ... i2 23 ,, ... Vaitara-Patea „ Colonial make 77/2121 52 10 Irunner-G-roymouth lelson-Foxhill 'icton-Blenheim Wellington... 64/76 27/76 27/76 o 1 3. 4 40 40 40 126 63 47 2 3 2 H 5 3 24 ,, ... ,, Dunedin 27/76 40/77 June 1 May 4/77 28ft 5 52 52 2,337 410 6 39 7 86 15 23 4 »> Vaitaki-Invercargill The Bluff ... 27/76 June1/76 1877. May 14 June 30 June 30 9 52 738 12 26 7 Western Eailways, Otago ... Colonial make Dunedin Colonial mnke 77/2121 58/77 77/2993 40 25 40 [aiapoi-Eyi-eton 40 10 Total to arriTe, 52-lb. mal „ 40-lb. terial 5,986 3,508 35 19 S8 217 j 58 109i 131ft 10 n 50 • Orders not et com' ileted. t Steel.

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O. < .— KULLINU _ f — conhn\ '((. sc. IEDULE of 401b, . PEm orde: :anent "Wat I. IS. Order. Points and Crossings. Lines. MileB. Raib. Fang Bolts. Spikes. Sole Plates. Top Clips. Steel Joints. Memo. Date. •Auckland-Kaipara ... Kaipara-Riverheatl... Auckland-Mercer ... Ditto Ditto Mereer-Neweastle ... •Auckland-Puniu ... 27/76 28/73 53/71 123/72 129/72 1/74 64/76 Juno 1/76 June 2/73 Nov. 25/71 Oct. 25/72 Nov. 23/72 Jan. 10/74 Oct. 20/76 24 18 10 25 Tons. 1,509 1,132 029 1,572 Tons. 41 25 61 Tons. 38 21 12 30 Tons. 47 26 65 Tons. 33 19 46 Tons. 56 47 26 65 Sets. "io 25 5 1,572 315 61 5 30 7 65 46 65 12 25 20 Waitara-Non-Plymouth Ditto •Waitara-Patea 24/72 28/73 27/76 Jan. 23/72 June 2/73 Juno 1/76 10 2 10 629 126 629 25 5 12 3 16 26 5 19 4 26 5 23 Well i ngton-Masterton Ditto Ditto 53/71 24/72 129/72 Nov. 25/71 Jan. 23/72 Nov. 23/72 10 11 629 692 25 27 12 13 26 29 19 20 26 29 25 Napier-Waipukurau Ditto *Iaknpau Southward 24/72 28/73 64/76 Jan. 23/72 Juno 2/73 Oct. 20/76 12 35 7 754 2,200 441 30 85 7 15 42 10 31 91 22 65 31 91 18 20 Manawatu-Wanganui Ditto 28/73 1/74 June 2/73 Jan. 10/74 15 15 943 943 37 37 18 18 39 39 28 28 39 39 10 10 Westport-Mouut Roclifort ... 1/74 Jan. 10/72 40 1,257 50 24 51 38 51 10 Brunner-Grrevmouth * Ditto 53/71 64/76 Nov. 25/71 Oct. 20/76 8 2 503 126 20 2 10 3 21 15 21 3 Nelson-Foxhill • Ditto •Picton- Blenheim ... Ditto Ditto Ditto 138/73 27/76 27/76 53/71 53/71 28/73 Jan. 18/73 Juno 1/76 June 1/76 Nov. 25/71 Nov. 25/71 June 2/73 21 1 Of 12 3t 8 1,321 63 47 754 188 503 51 30 8 20 25 2 H 15 4 9 55 31 8 22 39 22 6 15 55 3 2i 31 8 22 12 10 Rakaia-Timaru Ditto Ditto Ditto 24/72 123/72 129/72 28/73 Jan. 23/72 Oct. 25/72 Nov. 23/72 June 2/73 15 30 943 1,886 37 74 18 36 39 78 28 50 39 78 20 1,258 49 24 52 "37 52 25 40 Waitaki-Moeraki ... Moeraki-Dunediu ... Dunedin-Clutha Ditto Ditto Ditto Ditto Clutha-Mataura Tokomaii-iro-Lawrence 28/73 1/74 68/71 26/71 53/71 123/72 129/72 1/74 28/73 June 2/73 Jan. 10/74 May 27/71 Aug. 31/71 Nov. 25/71 Oct. 25/72 Nov. 23/72 Jan. 10/74 Juno 2/73 41 25 6 10 3+ 25 2,578 1,572 377 629 188 1,572 100 62 15 24 8 62 46 30 7 12 4 30 105 65 15 26 8 65 77 46 11 19 6 46 105 65 15 26 8 65 20 20 10 10 25 23 1,572 1,447 62 56 30 25 65 59 46 44 65 59 25 10 40 Invercargill-Mataura Ditto Winton-Kingston ... Ditto 53/71 28/73 28/73 1/74 Nor. 25/71 June 2/73 Juno 2/73 Jan. 10/74 12 28 23 27 754 1,741 1,447 1,698 30 68 56 67 15 33 25 32 31 73 59 70 22 52 44 51 31 72 59 70 "30 10 To be Delivered at — Auckland ... The Bluff... Lyttelton ... Auckland ... Wellington Lyttelton Port Chalmers The Bluff Auckland ... Lyttelton ... Port Chalmers Tho Bluff... Auckland ... Wellington * Ditto * Ditto Colonial Made Ditto * Ditto (Western Railways) * Ditto (Kaiapoi-Eyretou) •Dunedin (Western Railways) 59/74 59/74 60/74 61/74 61/74 61/74 61/74 61/74 12/76 12/76 12/76 12/76 32/76 32/76 41/76 04/76 Feb. 26/74 Feb. 20/74 Sept. 28/74 Sept, 30/71 Sept. 30/74 Sept. 30/74 Sept. 30/74 Sept. 30/74 Mar. 10/76 Mar. 10/76 Mar. 10/76 Mar. 10/76' June 29/76; June 29/76, Aug. 25/76 Oct. 20/76 60 62 45* 3,975 4,025 3,000 63 64 48 87 89 67 "27 9* 7 16* 138 142 105 30 30 60 30 50 "75 35 "it 5 "63 315 "5 "V 12 77/2121 77/2993 58/77 Aug. 1/76 May 14/77 June 30/77! June 30/77 1 343 51 40 10 "25 796* 1,146 50,517 1,606 1,119* 1,487 1,069 1,900* * Orders not yet compl. :ted. t Stei ■1.

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No. 7.-WATER-RACES. RETURN showing EXPENDITURE and LIABILITIES for SURVEY and CONSTRUCTION of, and SUBSIDIES for, WATER RACES on GOLD FIELDS, to 30th June, 1877.

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No. 8.-COAL MINES. RETURN of EXPENDITURE and LIABILITIES for PROSPECTING and DEVELOPING, to 30th June, 1877.

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Expendituee. Peovincial District. Prospecting and Developing. Liabilities. Totals. Peovincial Districts. Totals. 1871-76. 1876-77. auckland Nelson ... Westland Canterbury Otago ... General Expenses 1,252 8 11 6,472 10 4 610 4 3 245 8 2 320 19 9 22 3 o £ s. <i. 316 3 11 968 10 4 52 o o £ s. d. 1,568 12 10 7,441 o 8 662 4 3 245 8 2 320 19 9 22 3 o £ s. d. 48 6 1 3 10 o £ *• d. 1,616 18 11 7,441 o 8 665 14 3 245 8 2 320 19 9 22 3 o Auckland. Nelson. Westland. Cantekbuey. Otago. General Expenses. Totals 10,260 8 8 Si 16 1 Totals. 8,9 23 H 5 1.336 14 3 10,312 4 9 Note. —The total to the 30th June, 1876, in this table, is less than the total to the same date on Eoturn No. 13, Public Works Statement, 1876, £16 I63. Id. for recoveries bavin; been deducted.

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No. 9.-TELEGRAPH EXTENSION.

SUMMARY of TELEGRAPHIC EXPENDITURE out of IMMIGRATION and PUBLIC WORKS LOAN, to 30th June, 1877.

No. 10.-PUBLIC BUILDINGS. RETURN of EXPENDITURE and LIABILITIES on the 30th June, 1877.

iETURN ah. iwing the A] 'tjblic Woe: [OUNT Expended for Telegeapii Pueposes out of the Immigeation am :s Loan, from the 1st July, 1876, to the 30th June, 1877. Ho. of Miles of Poles. No. of Miles of Wire. Locality. Amount. 28 4 S 12 l6 5° 98 12 16 Reefton to "Westport Hawera to New Plymouth, vid Mount Egmont ... Palmerston North to Feilding Waiwera Line from Warkworth Second Cook Strait Cable, including freight from London, cost of laying, and demurrage of ship " Zealandia" (52£ miles) Five miles spare No. 1 Cook Strait Cable (including freight from London, &c.) £ s- d. 2.931 3 5 3.8.S7 4 4 440 8 9 1,720 1o 2 13,248 6 8 2,822 4 3 New Stations, also sundry material lying in stock, and expenditure on lines in course of construction, not yet brought to charge 24.999 17 7 8,224 17 5 i°5 .76 33>224 IS o

Mi hi. Period. Amount. Poles. Wire. Total to 30th June, 1876 From let July, 1876, to 30th June, 1877 1.813 l°5 4.S28 176 £ s. d. 233.245 2 8 33,224 15 o Total 1,918 266,469 17 8 4.7°4

Expenditure to 30th June, 1876. Expenditure for Year ending 30th June, 1877. Total Expenditure, 30th June, 1877. Liabilities. Total Expenditure and Liabilities, 30th June, 1877. £ s. d. £ i. d. £ s. d. £ s. d. £ b. A. rudicial 10,080 17 6 5,075 15 2 15,156 12 8 3,123 0 0 18,279 12 8 'ostal and Telegraphic... 35,814 11 7 17,388 13 4 53,203 4 11 6,265 0 0 59,468 4 11 Justonis 1,167 12 3 290 0 0 1,457 12 3 1,457 12 3 lifices for Public Departments 78,269 3 3 20,546 2 11 98,815 6 2 26,600 0 0 125,415 6 2 liscellaneous 9,826 9 7 8 12 9 9,835 2 1 9,835 2 4 Totals 135,158 14 2 43,309 4 2 178,467 18 4 33,988 0 0 214,455 18 4 5—E. 1.

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No. 11.-PUBLIC WORKS. TOTAL EXPENDITURE and LIABILITIES, 30th June, 1877.

4, cExpenditure to 30th June, 1876. Expenditure during Year ending 30th June, 1877. Total Expenditure to 30th June, 1877. Liabilities on 30th June, 1877, extending over a period of years. Total Expenditure and Liabilities. 5 £ »• d. 5,162,494 18 3 £ •■ d- £ ■■ d. £ a d. £ s. d. Railways, Bridges, Plant, and Rolling Stock 967.425 13 2 6,129,920 11 5 530,333 4 4 6,660,253 15 9 Eailways, Bridges, Plant, and Rolling Stock. 1 Roads —Norsh Island 4S9.° 12 3 " II.547 I? 7 471,160 1 6 5.394 13 9 476,554 15 3 Roads —North Island. 3 Roads —Middle Island I93.9SS i° 10 4.455 12 3 198,411 3 1 7,312 9 3 205,723 12 4 Roads —Middle Island. Payments to Provinces and Road Boards 225,000 o o 225,000 o o 225,000 o o Payments to Provinces and Road Board. Water Supply on Gold Fields 279,483 18 3 75.579 10 7 355.o63 8 10 42,527 3 10 397,59° 12 8 Water Supply on Gold Fields. Aiding Works on Thames Gold Field... 39,908 o o 10,092 o o 50,000 o o 50,000 o o Aiding Works on Thames Gold Fields. S Coal Explorat ion and Mine Development. 8,923 14 5 1,336 14 3 10,260 8 8 51 16 1 10,312 4 9 Coal Exploration and Mine Development. 9 Telegraph Extension 233.245 2 8 33,224 15 o 266,469 17 8 8,200 o o 274,669 17 8 Telegraph Extension. 10 Public Buildings i35.'58 14 2 43.309 4 2 178,467 18 4 35,988 o o 2H,455 18 4 Public Buildings. Lighthouses 26,982 8 11 26,379 18 5 53,362 7 4 12,905 o o 66,267 7 4 Lighthouses. Departmental ... 82,052 4 10 17,049 13 6 99,101 18 4 99,101 18 4 Departmental. Totals 6,846,816 16 3 1,190,400 18 11 8,037,217 15 2 642,712 7 3 8,<>79,930 2 5 Totals. Maintenance of Roads in Native districts under Vote 51, Defence Loan 7,023 4 3 ",023 4 3 3,245 o 7 10,268 4 10 Maintenance of Roads in Nativo districts under Vote 51, Defence Loan. Totals 6,846,816 16 3 8,044,240 19 5 "45,957 7 10 8,690,198 7 3 Totals. 1,197,424 3 2

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No. 12.-COMPARISON BETWEEN OLD AND NEW FREIGHTS ON GOODS. COMPARATIVE STATEMENT of the COST of FREIGHT on GOODS on the New Zealand Railways at the New Rates, on the Victorian Railways, and at the Old Rates on the Otago Railways, Canterbury Main Line, Canterbury (including Lyttelton Line), and Wellington Line.

■ '3—^ H e '3 E la fl o "S.S w fl o -S .2 M 'C a a Tr, .fl ST i fl 1 N I B .5 la O 11 ■fl — o __ .SS5 E 1 o 11 a o 6 ii fl '3 . '3 f .a ii o u u fl fl o ill o - ■3 s la . ■ la — fl a .a .5 o o o fl 3 •a o 5 o 0 a o _ O S o o 5 10 Miles. 20 Miles. 50 Miles. 100 MlLHB. 120 Miles. s. d. 7 6 s. d. 5 10 s. d. 5 10 s. d. 5 10 b. d. 9 4 s. A. 5 6 b. d.l 12 61 a. d. 11 8 s. A. 11 8 s. d.j s. d. 8 411 10 1 s. d. 8 0 s. d. 27 6! 8. d. 29 2| s. d. 29 2 8. d. 15 10] 8. d. 19 4] s. d. 15 6 s. d. 48 41 Is. d.j j58 4 1 s. d. 58 4 |b. d. i24 2 s. d. 2G 8: b. d. 28 0 s. d. 55 0' b. d. 70 0 b. d. 70 0 s. d. 27 6 8. d. 30 0 s. d. 33 0 Drapery ... per ton Woollen Goods „ Agricultural Implements „ Sugar ... ,, Earthenware „ Seer, in casks ,, Zinc, in casks „ Cement ... ,, Tallow, in cases „ I Grindstones „ Sulphur ... „ Salt ... „ Fire Rricks ... „ Grain ... „ Flour ... „ Minerals ...per truck Posts and Rails „ Firewood ... ,, Sawn Timber per 100 ft 6'"8 ... 5 10 5 0 50 4 2 3 4 4 0 3 4 ... ... ... ... ... ... 10'101 9" a 7*"e 10" 0 8 4 6 8 6 0 i 6 8 ... ... ... 23 4 19 2 15" 2 "" 25 0 20 10 16 8 13 6 1G 8 ... ... ... ... 4o" 0 31 8 ... I 23 4 160 OJ 41 8 33 4 26 0 33 4 ... '" I 45 0i 35" 0 25 10 60 0 50 0 40 0 31 0 40 0 ... ... ... ... ... ... I -I • ... ... i,'"l 3 0 3 0 15 0 10 0 3 4 4 4 i"i\ 4" 8 - 6"'4j 9'"* 6 4 - c'e ll'll 14 11 ! ... ill 4 18 3 20 5 !l5" 2 ... 20 8j 22 10 8 4 10 0 8 4 0 8 1g' 8 10 0 21 8l. 13 0 I36" 8 22 0 23'"4 14 0 6 "*8 16 8 20 0 16 8 0 10 I 3 0 3 0 115 0 112 6 68 31 3 20 0 31 8 46 ' 8 il9 0 28 0 31 8 19 0 12 11 41 8 50 0 41 8 2 1 '32" 3 20 10 16 '8 60' 5 50 0 59*"7 35 9 ... I '174 7, 144 9 I V-8 134 0 1 19 2! 72 11 100 0 72 11 4 2 12 "3 G3'"6 .41 8 33 4 102 "l 100 0 ... ,91 '3! 54 y| ... 102 1 61 31 19 8 98 "4 59 0 2l' 8 85 5! 120 0 85 5 5 0 !76 0 :50 0 40 "0 118 11 120 0 ... 103 4 62 OJ 114 2 68 6 23' 0 115 0 69 0 12 0 "g C 1 G1 I 2 OJ 15 0 # o'ii I l"'H 1 0 "ii i ... ) 1 2 o'io I 2 Oj 25 0 * _"'« 2'"'2 12 2 6 2 1 < 3 2) I 4 2j 55 0 2 "8 1 s'"a J _ "fl 3 ii 4 "2 ' 6 3} I 8 4) 105 0 # 4 4 ... 4 11 .- 1 *" 6 5 0 ( 7 6} 110 0) 125 0 # ii',1 311 Wool ... per bale 0 10 0 8 1 5 2 5 1 5 1 8 I 1 4 2 2 3 2 2 3 4 2 3 4 4 0 1 5 o| l| 4 9 7 10 6 8 6 3 G 10 3 11 9 1 8 0 6 ll| 7 8 10 7 Sheept ... pertruck Cattle ...per head .10 0 3 6 I . 10 0 3 G 10 0 3 6 10 2 3 6 12 6 4 4 j * 10 810 8 4 4 4 4 14 4 4 4 27 6 6 10 * * 20 0 6 10 120 o' I 6 10| 126 10 I 6 10 52 G 11 0 # 3G 8 11 0 3G 8 11 0 13 8 11 Ol 62 6 12 8 * # 43 4] 12 8 j 43 4 12 8 56 0 12 8 I * * * Sheep and Cattle —Victorian rates not available; Dunedin rates not published. f New Zealand New Kates compared on rate for two-floored truck; one-floor only taken. Minerals. New Zealand Railways (New Rates) —Consignor loads and unloads. Victorian Railways —Railway Department loads and unloads. Otago Railways —Consignor loads and unloads. Canterbury Railways —Railway Department loads and unloads. Wellington Railways —Railway Department loads and unloads. Posts and Rails. New Zealand Railways (New Rates) —Consignor loads and unloads. Victorian Railways —Consignor loads and unloads. Otago Railways —Consignor loads and unloads. Canterbury Railways —Railway Department loads and unloads. Wellington Railways —Railway Department loads and unloads. Sawn Timber. New Zealand Eailways (New Rates) —Consignor loads and unloads. Victorian Railways —Consignor unloads. Omgo Hallways —Consignor loads and unloads. Canterbury Railways —Kailway Department loads and unloads. Wellington Railways —Railway Department loads and unloads.

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No. 13.-COMPARISON BETWEEN OLD AND NEW PASSENGER FARES. Statement showing Compaeison between the various Old and New Passengee Faces on the New Zealand Eailways and some of the English Lines. Ist Class. 2nd Class. Peterborough to Manea (Great Eastern Kailway) 20 miles ... ... ... 4/2 3/4 New Zealand Northern Railways, old fares (easy grades), corresponding distance ... 4/5 2/9 Otago Railways „ (uniform) „ „ ... 5/- 3/4 Canterbury Railways „ ~ . „ ~ ... 4/- 2/8 New Zealand Railways, new fares „ „ „ ... 5/- 3/4 Grantham to Boston (G.N.R.), 32 mile 3 ... ... ... ... 6/- 4/6 New Zealand Northern Railways, old fares (easy grades), corresponding distance ... 6/11 4/3 Otago Railways „ (uniform) „ „ ~, 8/- 5/4 Canterbury Railways „ „ „ „ .., 7/- 4/6 New Zealand Railways, new fares „ „ „ ... 8/- 5/4 Caermarthen to Aberystwith, 53J miles... ... ... ... ... 12/5 8/3 New Zealand Railways, old fares (easy grades), corresponding distance ... ... 11/11 7/3 ! Olago Railways „ (uniform) „ „ ... ... 14/- 9/4 Canterbury Railways „ „ „ „ ... ... 12/9 8/4 New Zealand Railways, new fares „ „ „ ... ... 14/- 9/4 Comparison of Passenger Fares on Colonial Eailways, estimated for Fifty Miles. For Fifty Miles. Single. Return. Ist Class. 2nd Class. Ist Class. 2nd Class. Queensland, level lines ... ... ... ... 12/6 8/4 18/9 12/6 South Australia... ... ... ... ... 12/6 . 9/5 18/9 14/2 New South Wales, level lines ... ... ... 10/5 8/4 15/8 12/6 heavy grades ... ... ... 15/10 13/- 23/9 19/6 Tasmania, main line ... ... ... ... 12/6 8/4 18/9 12/6 ♦Victoria ... ... ... ... ... 8/4 5/7 16/8 11/2 New Zealand Northern Lines, old rates, level lines ... ... 10/8 6/6 16/- 9/9 „ „ „ „ heavy grades ... 12/9 8/7 19/2 12/11 Otago Lines „ uniform ... ... 12/6 8/4 18/9 12/6 Canterbury Lines „ ... 11/5 7/7 16/1 11/5 New Zealand Railways, new rates „ ... ... 12/6 8/4 18/9 12/6 * Single tickets only are issued.

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APPENDICES TO THE PUBLIC WORKS STATEMENT, 1877. ANNUAL REPORT ON RAILWAYS BY THE ENGINEER-IN-CHIEE. The Engineee-in-Chief to the Hon. the Ministee for Public Woeks. Sib,— Public Works Office, Wellington, 18th July, 1877. I have the honor to submit the following annual report on work done in railway construction during the past financial year : — The expenditure on railways up to the 30th June, 1871, was ... ... £12,160 During the year ending 30th June, 1872, it was ... ... ... 205,057 „ ' 1873 „ ... ... ... 604,323 1874 „ ... ... ... 1,049,465 1875 „ ... ... ... 1,691,356 1876 „ ... ... ... 1,600,133 „ 1877 „ ... ... ... 967,426 Total expenditure to 30th June, 1877 ... ... ... £6,129,920 This sum is subdivided thus — North Island ... ... ... ... ... ... £2,199,465 South Island ... ... ... ... ... ... 3,930,455 Total ... ... ... ... ... ... £6,129,920 Contracts have been entered into and other liabilities incurred to the extent of £530,333, apportioned as follows :— North Island ... ... ... ... ... ... £240,082 South Island ... ... ... ... ... ... 290,251 Total ... ... ... ... ... ... £530,333 The whole of this liability will have to be met during the present year, and a further sum of £509,766 will be required to carry on the works, including the purchase of land, which you have indicated to me as those to be done during the same period. This gives a total to be expended during the year of £1,340,099. The following table shows the lengths of railway opened for traffic and under construction, including the Provincial railways, which, by " The Abolition of Provinces Act," havo come uuder the charge of the Colonial Government: —

Kame of Eailway. Expended to 30th June, 1877. To bo spent, 1877-78. Total Estimated Cost on 30th Juno, I 1877. Total Length authorized. Open for Tratlic. To be opened during 1877-78. Will not be finished by 30th June, 1878. Nortii Island. Mis. chs. 8 19 142 40 64 1 68 39 33 33 9 31 86 10 Mis. chs. 2 68 61 15 58 36 19 44 11 13 Mis. clis. Mis. chs. 5 31 29 40 Kawakawa Kaipara—Puniu Napier —Manawatu Wellington—Masterton Waitara —Patea, North Patea —Manawatu, North „ „ Central „ „ South 51 65 5 45 24 75 13 40 9 31 ) 26 59 j - 24," 0 8 60 ( 20" 26 I 39 5 Tolal,*North Island ... 412 13 212 47 131 75 67 51 South Island. Nelson —Foxhill Westport—Ngakawau ... Picton—Blenheim Greymoutli —Bi-unnerton Amberley—Waitaki audBranches— General Government Lines ... Provincial Government Lines Waitaki to Bluff and Branches — General Government Lines ... Provincial Government Lines 20 11 19 19 18 52 7 50 19 10 10 0 17 10 7 50 1 1 9 19 1 42 249 21 54 37 249 21 54 37 323 63 122 19 214 7 76 0 109 56 20 73 25" 26 Total, South Island 815 32 647 55 142 31 25 20 Stjhmaey op Length. North Island ... South Island ... 412 13 815 32 212 47 647 55 131 75 142 31 67 51 25 26 Total 1,227 45 860 22 274 26 92 77

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Expenditure to 30th June, 1877. Debit Transfers. Credit Transfers. Net Expenditure to 30th June, 1877. To be spent during 1877-78. Estimated Cost to 30th June, 1878. Kawakawa Kaipara—Puniu Napier ... Wellington—Masterton Waitara —Patea Patea —Manawatu ... Surveys ... £ 26,460 805,774 327,149 464,778 111,961 458,552 4,790 £ 6,925 £ 7,161 9,246 1,302 12,194 294 1,842 £ 19,299 803,453 826,847 452,584 116,272 456,710 4,790 £ 6,113 142,830 75,633 162,677 50,000 141,956 £ 25,412 946,283 401,480 615,261 166,272 598,666 4,790 4,605 Total North Island 2,199,464 11,530 32,039 2,178,955 579,209 2,758,164 Nelson —Foxhill Picton —Blenheim ... Grevmouth —Brunner Westport —Ngakawau Amberley—Waitaki Waitaki Bridge Waitaki —Invercargill Winton —Kingston ... Sundries 117,600 158,004 139,519 157,791 1,199,862 76,100 1,861,682 203,608 286 272 401 739 380 58,248 117,328 157,603 138,780 157,411 1,141,614 76,100 1,808,300 202,104 286 11,083 29,235 35,006 38,234 121,680 144 343,813 39,296 128,411 186,838 173,786 195,645 1,263,294 76,244 2,152,113 241,400 286 53,382 1,504 Total General Government Lines 3,914,452 114,926 3,799,526 618,491 4,418,017 Lyttelton to Selwyn Albury Branch Awamoko Branch ... Waiareka Branch ... Green Island Branch Outram Branch Bluff to Winton Western Eailways ... 656,635 75,124 37,500 58,009 12,829 29,691 174,196 60,297 47,965 3,448 1,033 4,914 6,678 2,604 10,794 18,501 704,600 78,572 38,533 62,923 19,507 32,295 184,990 78,798 54,430 6,500 5,706 10,449 1,785 3,675 *759,030 85,072 44,299 73,372 21,292 35,970 184,990 116,385 37^587 Total Provincial Government Lines 11,104,281 95,937 1,200,218 120,192 1,320,410 Main Lines Provincial Lines 3,914,452 1,104,281 95J937 114,926 3,799,526 1,200,218 618,491 120,192 4,418,017 1,320,410 Total South Island 5,018,733 95,937 114,926 4,999,744 738,683 5,738,427 Surveys 16,003 16,003 10,000 26,003 Land (Suspense) 42,208 42,208 SUMMABY OF COST. North Island South Island Surveys Land (Suspense) 2,199,464 5,018,733 16,003 11,530 95,937 32,039 114,926 2,178,955 4,999,744 16,003 579,209 738,683 10,000 42,208 2,758,164 5,738,427 26,003 42,208 Totals 7,234,200 107,467 146,965 7,194,702 1,370,100 8,564,802 « As it may be interesting to note the rate at which the several lines havo been complete short table showing the lengths opened from year to year, including the provincial lines. ., I attac' Miles Opened during Financial Year. Total. Up to 30th June, 1872. 1872-73. 1873-74. 1874-75. 1875-70. 1876-77. North Island... South Island... 58 51 22 42 10 62 11 11 60 67 76 65 127 43 243 64 64 13 184 04 212 47 647 55 Total ... 58 51 22 42 21 73 | 188 30 320 49 248 17 860 22 * This Bum will be reduced by tin easily estimated. f The expenditure to 30th June, ' financial Arrangements Act, 1876." proceeds i )f the sale < }f broad-gaugo rolling stock. Tho mount is, 1 lovvever, not .877, is basi ■d on the vai luations of the several lines made iu accordanci I with " The

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NOETH ISLAND. Kawakawa Eailwat. The railway purchased from the Coal Company has during the year been renewed, changed in gauge, and provided with proper rolling stock. It is unfortunately liable to heavy floods, which rose last year 10 feet above rail level. The cost of raising the rails above the reach of floods would be too great, and the inconvenience caused by stopping traffic for a few days is less than that of discharging coal from the great height to which the rails would have to be raised. In order to reduce the expense of renewing the ballast after every flood, about 15 chains of open bridge work is required, at a cost of £2,500. Kaipaea-Puniu Eailwat. Kaipara to Biverhead Section. —Contracts have been let for a new terminal station at the Kaipara River, which will reduce the cost of landing goods from the shipping to the trucks and vice versa. The contract time for the completion of the work is February, 1878. Biverhead to Auckland Section. —Ten miles from Auckland have just been commenced; the remaining 11 miles are to be let as soon as the surveys are completed. Great delay has taken place in beginning this work, principally owing to the wish of the residents to have the route of the railway altered from that originally proposed. Owing to this delay, and to the transfer to other lines of rolling stock and rails, the expenditure for the year on the whole line has fallen short of the appropriation by £110,500. Auckland to Mercer Section. —lt is proposed during the present year to generally enlarge and improve the station and workshops at Auckland. Mercer to Newcastle Section. —The contract time for completion of the works of this section is the end of August, and the line will probably be opened by that date. The Contractor has carried on his work in a vigorous and workmanlike manner throughout. The Waikato Bridge, consisting of 3 spans of 120 feet each, is completed. The deflection, when loaded, was less than half an inch. Newcastle to Ohaupo Section. —The formation is finished, and, as soon as the line is completed to Newcastle, plate-laying will be commenced. Ohaupo to Te Awamutu Section. —The surveys are completed, and it is intended to call for tenders without delay. Napiee-Manawatu Eailway. Thirty miles were opened during the year, bringing the line to Takapau. Thence to Kopua, a distance of 5 miles 65 chains, is under contract, and is expected to be opened by October. South of Kopua the line crosses several very large ravines, the bridges of which will be expensive. It is proposed to go on with the erection of these, but no part of the line can be completed before next June. Immigrant labour is being employed on this section. Welllngton-Masteeton Eailwat. A contract for plate-laying 4j miles from the Upper Hutt is in progress. When finished, bricks and other materials for lining the tunnel at 24 miles 30 chains may be carried up by rail, and the tunnel completed, when a further section of plate-laying may be begun. The country is so rough and inaccessible that materials can be carried only by railway. Unfortunately all attempts at brick making have failed, and it is found that the whole of the tunnels will require lining. This has caused further delay. By using all possible expedition, the line to Eeatherston may be completed during the financial year, and it is proposed to go on with the formation towards Masterton, so that it may be ready by the time rails can be brought to Featherston over the line. Waitaea-Patea Eailwat. The rails are being laid from Sentry Hill to Inglewood, and formation is in progress to Mangamawhete, a distance of 13| miles southwards from the Sentry Hill Station of the Waitara and New Plymouth Section. It is proposed during the year to complete this section, and to continue the formation southwards for a few miles; immigrant labour being principally employed. Patea-Manawatu Eailwat. Kai Iwi—Wanganui Biver Section. —The formation of this section is finished, and it is proposed to lay the rails and open the line during the financial year. It is also proposed to go on steadily with the works northwards. Wanganui Bridge, consisting of five spans of 120 feet each, is finished. The deflection when loaded was less than half an inch. As in the case of the Waikato Bridge, the workmanship of this bridge is all that could be desired. Wanganui Town Branch. —It is proposed to construct a branch lino from the bridge to the town of Wanganui, and eventually to reclaim sufficient land from the river for a permanent station ground. In the meantime a temporary station will be made in Churton Street. A contract for the branch has been entered into. Wanganui Biver to Foxton. —The whole of the work on this section will be completed during the financial year, and uninterrupted railway communication between Wanganui and Foxton established.

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SOUTH ISLAND. The table of mileage above given shows that the whole of the lines in the South Island authorized to be built will be completed by next June, except 25 miles, comprising the Otautau and Orepuki Provincial Branch Lines. Nelson-Foxhill Eailwat. This line has been opened for traffic throughout the past year, except the extension to the port. The local authorities having demanded that the railway works shall be so designed as to increase the width of the existing road, the vote given last year would be insufficient to complete the works. Ido not think the construction of the extension will much increase the traffic of the line. It is proposed to erect a small workshop here so that wheels may be turned up, and other ordinary repairs effected. Westpoet-Ngakawau Eailwat. Ten miles are completed, and the remainder very nearly so, except the coal staiths at Westport, which are, however, so far advanced that coal traffic might be at once carried on. This lino has been constructed solely for the purpose of opening up the extensive coal mines lying between Westport and the Ngakawau Biver, but the lessees have not yet done much to open out their several mines. The Wellington Coal Company have made a beginning, and it is hoped that they will do a large trade ; but none of the other companies have done anything beyond surveys and estimates. I am afraid the railway will be nearly idle for a year or two, but it must eventually pay a good dividend on its cost. A small workshop is required as at Nelson. Picton-Blenheim Eailwat. It is proposed to complete the line into the town of Blenheim, and, if means will allow, to extend it southwards. Geetmouth-Beunneeton Eailwat. A small workshop, and some additions to station accommodation, are the only new works required. Contracts have been entered into for part of the proposed river protection and harbour works, but the amount of work actually done is as yet small. It is proposed to continue these during the present year. Ambeelet-Waitaki Eailwat and Beanches. The whole of this line is now open for traffic except the Eyreton extension, and the only new works proposed are —changing the gauge of the section from Lyttelton to Amberley to the New Zealand standard gauge of 3 feet 0 inches, painting the bridges, and giving further station accommodation. As the change of gauge will throw the whole of the broad-gauge rolling stock out of use, an order has been sent to England for 300 wagons to be sent out at once. Eight locomotives will also be required to replace the nine broad-gauge engines now in use. It is also proposed to improve the line near the Waimakariri Eiver, so as to prevent the continual stoppages of traffic hitherto caused by floods, and to secure the Waimakariri Bridge, which is liable to scour. Waitaki-Inveecaegill, and Beanches. Waitaki to Moeraki Section. —Further station accommodation, and completion of the timber work to prevent slips, are the only works required. Moeraki to Palmerston Sections (Kartigi Contract). —The contract date for completion is January, 1878, but the contractors are falling somewhat behind time. Waikouaiti Section (9 miles 47 chains). —This work has been carried on by day labour, and will be completed in time for the plate-laying to go on as soon as rails can be conveyed by railway from Port Chalmers. Waikouaiti and Port Chalmers. —The whole of this work will be completed by January, 1878. The station at Port Chalmers is so cramped and inconvenient that an enlargement is necessary, and I think a sum of £10,000 should be appropriated for immediate requirements. Port Chalmers to Clutha. —More station accommodation, and the enlargement of the workshops at Dunedin, are the only works proposed for the year. Clutha Bridge. —Consists of seven spans of 120 feet each, and will be completed in October or November. Clutha Bridge to Balclulha. —A contract for this section, including the station at Balclutha, has been let, and will be ready about the same time as the bridge. Balclutha to Clinton. —Four miles of this section will bo kept for the " unemployed " of Dunedin. The rest will be let by tender, the plans and specifications being now nearly ready. The work is to be let, so as to be completed by the end of the financial year. Clinton to Waipahi. —Plate-laying in progress. Other work is finished. Waipahi to Invercargill. —Open for public traffic. Some further station accommodation will be required, which is included in the estimate of work for the year. Winton-Kingston Eailwat. From Winton to Lowther (36 miles 60 chains) is open for public traffic, and the whole line, including the station at Kingston, will be finished by the end of the financial year.

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Peovincial Eailwats. lyttelton to Christchurch. —The gauge of this section will be changed from 5 feet 3 inches to 3 feet 6 inches, and the station at the termini re-arranged and enlarged. This, with the alteration of the gauge of the Northern section from Christchurch to Amberley, will greatly facilitate the working of the railway. The break of gauge has shown itself in New Zealand, as elsewhere, to be an intolerable hindrance to rapid and economical working. ' The following rolling stock will be rendered unserviceable by the change, but can probably be sold at fair prices : —9 locomotives, 287 wagons, 22 carriages, 2 break vans. The stock to replace them will have to be provided, and an order for 300 narrow-gauge wagons, has been telegraphed to England. The stations at Christchurch and Lyttelton will have to be rearranged and enlarged, as they are at present not suited for the traffic. Complaints have been made of the insufficiency of the rolling stock to do the traffic in the grain season, but the real difficulty has been the inability of the consignees to take delivery of the grain when brought to Lyttelton. If the storage sheds at Lyttleton were large enough to hold the harvest of the year, the railway could easily bring the grain to the sheds. At present, however, the consignees cannot take delivery, and the railway wagons have been used as stores. Albnri/ Branch was constructed by the Timaru and Gladstone Board of Works, and open for traffic at the beginning of the year. A few weeks afterwards a severe flood occurred, which so seriously injured the line that traffic has not yet been resumed over 7 miles out of a total length of 10i Marewhenua Branch. —Constructed by the Province of Otago. The permanent way of this and other Otago branch lines is very light, the sleepers being only 3 inches thick, but as the gradients are good, and light engines can therefore be used, it will be perhaps sufficiently strong for some time. The only new works proposed are an engine shed and loading bank, with the necessary sidings. Waiareka Branch. —The permament way of this line is of the same description as that above mentioned, the rails weighing 28 lbs. per yard. As the gradients are very severe, a heavier class of engine is required than on the Marewhenua branch, and the permanent way is too light. Mr. Conyers recommends the substitution of 40-lb. rails and the ordinary sleepers used in New Zealand. I fully concur in this recommendation, and suggest that as soon as possible it be carried out. The rails taken up may be used for renewals on other lines where 28 or 30 lb. rails are in use. Some further station accommodation will also be required. Western Railways. —Wallacetown, 11 miles 74 chains ; Otautau, 17 miles, 22 chains. Tenders have been invited for the former of these lines, which will be completed in March next. The permanent-way materials for the latter cannot be brought on to the line until the former is completed. A number of sleepers of New Zealand timber only 3 inches thick have been supplied for these line.-s, but I do not consider it safe to run engines on such weak sleepers, and have therefore recommended the use of 5 inch sleepers, which has been approved. Boiling stock for these lines is required, hut sufficient for present purposes has been ordered. Rolling Stock for Provincial Railways. —The Provincial Government of Canterbury supplied sufficient rolling stock for the lines constructed by them, except passenger carriages and brake vans, of which the supply is short, but the Ota^o Government have made scarcclv any provision for furnishing their lines. A sum of £133,000 will be required to stock the several provincial lines, and to replace the broad-gauge stock thrown out of use by the alteration of gauge. I estimate, however, that £73,400 only need be spent this year, as the balance may be supplied from the stock furnished by the General Government for their lines. Water- kaces. I append a very full and clear report from Mr. O'Connor, District Engineer, on the water-races on the West Coast of the South Island, which fully describes the present state of those works. The only race in the North Island (that at the Thames) is completed, except the distribution to the batteries, which it is proposed to put in hand at once. Peovincial Woeks. When the Abolition of Provinces Act came into force, there were several works under construction by the Provincial Government of Canterbury, which were transferred to the Public Works Department ; but as the accounts have been paid through the late Provincial Auditor, I have not the same knowledge of the cost as I should have had if they had passed in the ordinary way through this office. Waimakariri Gorge Bridge consists of three spans of 125, 110, and 95 feet respectively. It is formed of iron plate-girders, and is designed of sufficient strength to carry a railway, although at present it will be used only for road traffic. Delay in the completion of this work was caused by the loss of one of the caissons last year in a heavy flood, and by unnecessary delay in England in sending out a duplicate. 'flic abutments and piers are finished, and the girders launched over two out of the three spans. The whole work, including the approaches, is expected to be completed in August. Lyttelton Waterworks are completed now, and the supply of the Eailway Station at Lyttelton provided for. It is intimated that there will be a surplus sufficient for the town and shipping. Malvern Water-race. —The object of this race is to bring a supply of water from the Kowai to the waterless district between the Selwyn and the Waimakariri. The appropriation granted by the Provincial Legislature was, I believe, intended to finish the first and most expensive section, 2 miles in length, including the head-works. Bakaia Gorge Bridge. —A sum was appropriated by the Provincial Government for a bridge to be built at the Gorge of the Bakaia. This, like the Waimakariri Gorge Bridge, is intended to eventually 6—E 1.

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carry a railway. No work has yet been done, but plans for an iron bridge are now in the draftsman's hands, and will be completed by the end of July. Suetets. A survey has been in progress all the summer of the lines connecting Amberley with Greymouth and with Picton, but the plans are not yet plotted, and nothing definite can yet be stated as to the feasibility at reasonable cost of the lines. A party was despatched to survey a line from the Thames to the Waikato, but, owing to floods and rain, have not yet been able to send in any information. I hope to be able to report fully on both these surveys within two or three months. An examination of the Clutha Biver has been made, to ascertain whether it could be made navigable for steamers. I append a copy of Mr. Blair's report on the subject, from which it appears that the proposal to render the river navigable is not feasible. I also enclose a copy of Mr. Blair's report on the several lines proposed for a railway into the interior of Otago. Opened Lines. As the length of lines opened for traffic is continually increasing, owing to the completion of new sections, it is very difficult to estimate the probable revenue for next year. In 1875-76 the gross revenue was ... ... ... £406,001 In 1876-77 „ „ ~ ... ... ... £459,455 The increase of miles opened during the year being 248. In 1877-78 the gross revenue is estimated at ... .... £600,450 The estimated increase of miles to be opened being 278. In 1875-76 the net revenue was ... £110,641* In 1876-77 „ „ „ ... £141,428* Increase ... £30,787 In 1877-78 „ „ is estimated at £171,700. Estimated increase, £30,272 The cost of the railways opened for traffic, including the valuation of the provincial lines, and taking a proportionate part of the cost of lines opened during a part only of the year, is £4,350,000. The net revenue for last year is equal to 264 per cent on the cost, and if the estimates for next year are verified the profit will equal 2f per cent. ; but it must be remembered that this does not include any provision for a renewal fund. North Island. Kaipara to Biverhead. —The clay and sand ballast in use on this line makes the maintenance very difficult, and will have to be replaced with scoria as soon as the line from Biverhead to Auckland is finished. Some material is found on the line which, although not forming good ballast, is better than the clay, and has been used over a mile or two of the permanent way with good results. The traffic is very small, and there is no prospect of the line paying its working expenses during the present year. Auckland to Mercer. —-The traffic on this iine is very dull, being somewhat less than in 1875-76. The working expenses are, however, lower, and the net profit higher. The section from Mercer to Newcastle will be opened in September, when a much larger traffic may be looked for. Napier to Manawatu. —This line continues to show a good business, the increase of revenue during last year being over 72 per cent., and the increase of net revenue being over 80 per cent. The extension to Kopua will give a large trade in timber. Wellington to Masterton. —The traffic has increased 57 per cent, during the year, but this is due to the extension of the line to the Upper Hutt, as there is a slight falling off in the returns for the last six months as compared with the corresponding period of 1876. The extension to Kaitokiwill have a good effect, as the traffic with the Wairarapa will then all be done by rail. Foxton to Manawatu. —A small profit has been made on the year's traffic (about £1,000), which is as much as was expected. Through communication with Wanganui will be effected this year, when the receipts will increase. Wanganui to Manawatu. —This line was only opened in May, and the traffic is very small. Until the line is extended to Foxton, it cannot pay working expenses. Waitara to Patea. —The working expenses are higher than the receipts, and will probably continue to be so even when the line is extended to Inglewood. South Island. Picton to Blenheim. —A small profit has been earned, but the traffic is light, and shows no signs of improvement. Nelson to Foxhill is in much the same state, as far as traffic is concerned, as the Picton line. It pays a small profit, but the traffic is not increasing very rapidly. Westport to Nqakawau. —This line will depend almost entirely on the carriage of coal, and only one mine has yet begun work, so that there has been almost no traffic. Four trains a week only have been run, besides the construction trains necessary for bringing stone to Westport for the river protection works. Besides developing a useful industry, this line will eventually pay a good profit on its cost. * The revenue of the several provincially worked railways is obtained from the printed reports published by the Provincial Governments. The provincial financial year ended on the 31st March, and the net revenue of the railways worked by the provinces is that for the year ending on that date, while the revenue of the lines worked by the Colonial Government is that earned in the year ending 30th June. This would not, however, materially affect the result.

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Greymouth to Brunner. —This is also a coal railway, and is already doing a good business, although the trade is only in its infancy. Canterbury Railways. —These lines have been worked at a great disadvantage, as there is a break of gauge at Christchurch; and although both gauges have been taken on to Lyttelton, the station yard there is so confined that a great deal of shifting from the wagons of one gauge to those of the other has been necessary, causing both loss of time and money. As it is now proposed to make the gauge uniform, the working expenses will be reduced, and the profit correspondingly increased. The quantity of land placed under crop along the railway is increasing rapidly, and the traffic will next year be very great. Last year's receipts amounted to £260,198. Otago Bailways. —The receipts last year were £141,631, which will be increased this year by the opening of new sections. By the end of next year the system of main trunk lines will be completed, when a great improvement in the revenue may be expected. General. The railways in Otago and Canterbury were last year worked by the Provincial Governments, each Government having a separate system of accounts and book-keeping. The General Government had also a different system in use on the lines worked by them. In order to arrange a uniform system, a Commission was appointed by the Hon. the Minister for Public Works, who, on the 12th December last, reported generally on the subject of the management of New Zealand railways, and recommended a system of account and book-keeping which was approved by you, and was brought into operation on the Ist instant. A uniform system of charges was also recommended and approved, being somewhat higher than the rates formerly charged in Canterbury and the North Island, and lower than those charged in Otago. These rates are lower than would be adopted if only the maximum returns were looked to, being lower than English rates where there is no competition. They are perhaps, on the whole, somewhat higher than those formerly in force, but the total increase is not very great. I enclose the following tables for the railways which have always been worked by the General Government. Similar tables will in future be prepared for the Canterbury and Otago lines, but the change of management is too recent to allow it to be done this year. Statement of Classified Expenditure. ... ... ... Table A. Statement of Passenger Traffic ... ... ... ... „ B. Proportion of Expenditure to Mileage and Eeceipts ... ... „ C. Summary of Goods and Cattle ... ... ... ... „ D. Summary of Goods and Cattle on Eailway Wharves ... ... „ E. Statement of Boiling and Miscellaneous Stock ... ... „ F. Beturn of Accidents ... ... ... ... „ G. Statement of estimated and actual Earnings for Tear 1876-77 ... „ H. The following tables are enclosed for all lines :— Statement of Account ... ... ... ... „ I. Balance Sheets, &c, Christchurch, Dunedin, Invercargill, and Oamaru Sections, for 6 months ... ... ... ... „ J, K. I have the honor to be, Sir, Tour most obedient Servant, John Cabritthebs, Engineer-in-Chief.

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Enclosure A. STATEMENT of CLASSIFIED EXPENDITURE on RAILWAYS open for Traffic, for the Year ending 30th June, 1877.

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E.—l

34

-ri O w o o N -^"X N m NO m CS N to \0 Nm — NO CO O N m NO O X X tr. NO ■* co -t co O ■■t m Cs so 10 j m~ m O *-»X I « CnsO m n _o »o N to CO ■ o i- ■ SO - « x *-. ce 0 cT X ' w •a ce N B fl I a o H b fl c c- p >-= p^ IM^ Cn. £2 1^1. 's cy t_ ■ e w -< £2 _j - co . . N SO "^O ci cc Tt M NO co OS M O n Cs *>» e--, t-. X ir. X N ir. O - X " -t N O M m 0 O co O" ■-t to sO X 0 N M co <-« X NN ifl 0 *— ,^" N CO CO N M 9 I "■2 s o I t> r^ 00 to OS t^ tO 't CS M sO X so o ' •* 'iN O to N m t>. X OnO X OS co X O -t « -tn ce O N co N N "5 NO o -t 0 « i>. N O NioO SO N m M CO co sO to N N tO O aj 1 a B D C 1 X Fh 13 o H O sO N i>. co co 0 ■" 0 N N cmin 10 t^.o O - X X - -i1^. moo :\D coo t>^ — .r -S- o -fc^ ~n"x"so~~ W Cs N NO N 0 6Ti_£ m~ XSO •*■ no co : os N 05 § P c-5 fl"®" a: a •-B P • £2 -_J COX «; X co O so to *>. ro m 0 O I co o so h -t N «CiX N j Q~ ON co m o -+X ' NO X X ON 4^ t^ - M N CO CI N CO 't N 0~Cs d~ X SO X so co N N o a B IS . S2 _; «no cn ON « 00 o m on _ "3 ON I s> I o r O M CO O M Tf M~ m X t-~ X NO NO X CnnO Cs X f-« O N I--, ce m « \o MM CO Cl 1--NO 1>- to N SO O O co~ *o NO Si 6 TJ o o OX -f cc-.x OC co ccj cc-.oo o : « o •* -i- o ~o~o -tea co o : o : : : -* CD J. '3 o oi *ri HI la O «4H m o : .' O • _T J g ? 8 <1 fl 9 a. 59 ro O H i i S i i < B i j i H I* Hc=o o o - — fa 1-5 ui m ■6 o "N o o NO o -10 X -t - cex x ce co cox so ' m o -t o O O -+X co o o w I cn m ■6 ° u> NO N N O N "^t X N m \0 SO O « N M 0 IO Cs " co M N J 3 r•*x in — — -r nO tOsO »0 «>.nO o B ON ■* cT x N CC X N* CO t» O NX MX— X N X t^- N ce CI ■ B H M § -I 1 a oT co a i-.^ r* t3 tn m r-. N Os ONSO so N X " it NO ■tO t- Cn O r>. co <o cO\D X N nO to co m t» N "t "t M ■et X o -r NO ON ON ' - o p | a OS ■3 o 8 cM £2 fa ■6 - o - 00 O ION N o. o 00 6 "t co tosO , *>_ m os co O N On « m ON to to to On m m CO co X IN M NO I-. O ci O m o Cs "t c*-c o : : :t3 : : : : : ■ ■ • a OS Q : : : : : : : K -I m ■ O — ps . , . ... . ps : : : : : ' ■< O EH K 9 H 0Q 1 a : : :o2 : : or, : : a • o> -_ £P 3 .» CQ J. 3 pq a *& _. . . . o" . o a a t* * •*_ "a cS o -. - ■ m „ . cn " cn cn en cc. cn /. £ 's| si a ft I S rS E3S ri o o " o F* o „£ :»§.° §-■_§• h £ 5 £ S P fS i* p M £ _5 s . . g JHN CO r}( I* — K o K—I j O.S .9 : :-a • el. _•_« l o! ? 5,5 r ° "3 - cn b. - a (_> a P £ a >■ M ' S *_ a ' ca _3 i_i § —i eq co -^ \a O m as 1-1 • .0 . § : ■^ -. • 5) _ ' 'an t- ? cn « S " cf s g1 a « fe a g a _ t-1 , -3 O -j O -g g" =_So - « o w X OJ -r cn a; -r cn F_l J- . . C-D . M §cH(M ««* o P

E.—l.

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__j 00 SO N O T XX o ri C) "a o H (/' co ii N »0 <* Tf -t On ON NO _ -O _o N HH NO CO O CC -O CO co CO J.-^ CN 4 LJ B i -: m a o H U o" <_r C3 fl £2 so on ». O tf, -rt O *>• *-*! , ,00 't O t-i ce N CO "o *>. o CO 00 SO O 0 O Os N -t " CC OS 1>O tr. Ice o « ri X -t HMts ECOPH __; n onj>vO 0 N " Ci N *_i ss s I 1~oo i—i «i m O -t hfi "* "* X ■* M N CO o _f ce - »r> «0 ce ce On 0 'r■d J « « «; co tn *>-00 Onn \0 , „CO SO ce OS 00 Wt On -h so IO '"t 5 o o co C\h ON 00 »OX O '"t X IO N 00 M fO "<t 00~ SO : <vj ON O^ co M H 5 § c-s • ceso ce co ce ■«t Os O O no -t _# CO »o .a o TO n E 8 p o s fl 4, os d r-B 3 • rH^£ Coo*- 1 W m « N i-i t n *>*SO O On Wt US M N *>. CO X N in i>0 » CO N O ft CO tn o ce -t t*t CD g a B Ph I; M to £ ■ *■? ° • rH1-1 t-_ Boo*-* -o co SO »osO o Cn 0 N "* 2" " (N X co N CN o »o cc3 t n •"* O N m CO N _t X O *o let, N 0) .a +3 o2 0 H CO "<t CO "«t _J CO OS00 N , „ ceoo o o Wi crj SO « m" X * Os 0 0 SO co O "O O OS co On N 0 0 CO rj- co - 1-4 -t : : ■ n Mr p H "4 s 1 5| •S E { e ii 1 E I ■-1 O * a» rt o o __5 co Tf CO 't N yj 00 OSQO N 00 Os O O no co O *o O Os co On N O O co Tf- CO HH 1-4 -t N ■J , _ coco O O co iO SO N -*t I 5 1 n id US : : : I : I : _ ■< H <( fl o o cOi-i-O OS tfl OS co "*ts© vo NO -4* >0 !>• CO ( -SO i>.sO co S< >-_ ro "0 _ *r~-~ — erf _OSO U.M CS N -*t "5 co co co O N ro »i N co SO o o o o X NO o o QQ sD" H M 6 H P H H ft H m 3 M ■ l o -h ~ r-~ __5 o n iri o co _. N re O « On t « "<t cosO t^ O N NO >-> CO 't SO *>» o O NO - w CO i- _ J>. O o 0 O ri O h ■Nj-i-W) N SO •-T3 « CO J>. ►H II CO CN 0 4 a M H ■9 3 O eb t ■_j o r-3 * • eH M t- _, -i QO £o P=l^ __) IO N -h o no oj no N CO ""t SO N ri CS O CO <-tf <+■ - t O _o so O -»• !>■ N 0 X co N NO «fl MOw co On uj tJ- «-> N X t — O 6 «s -_r 3 03 a : : ■ 3 co a — a a s a Boa p.^3 p. C F. 91 t> : o3 £ -s = . s as s tig d«.^ a s„ ° c _ pi u a a cu oS ailil -< S; 2 o u PS §-5s S B . . . . rtj H cnj co ■»# I H ft H EH <1 EH ® _ :°o : 00 ■» Its S'Ss'S. fl § lis § Oh C^ H'5~~ a 8 a _ _ to [*,-_: _3 "__ --H Ph P_h 3 « . . . . f-l r-i (M CO ■* I "o EH «s H O B n 9 Is 2 os t3 1 Si B § o a giHUrt t> I h ■—i el o Eh p S3 «s

E.—l.

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38

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E.—l.

Enclosure I. CLASSIFIED STATEMENT showing RECEIPTS and EXPENDITURE, and PROPORTION of each CLASS of EXPENDITURE to MILKAGE and RECEIPTS, for Year ending 30th June, 1877.

39

Receipts. Proportion of each Clas 5S OF ElFEN-DTTURE TO Mil ige and Cash Receipts. Nam. of Railway. Date. I a I I Receipts per Mile of Railwaj Receipts per ' Train Mile. Repaics of Carriages and Wagons. Traffic Expenses. Maintenance of Way. £ i £ a Locomotive Power. _ OS O. BCacciage and Wagon £ -2 £ K £ Tcaiiic Expenses. General Charges, Sundries. -of i_l c£ _ -S°I Total. Total Receipts. Maintenance oi Way. Locomotive General Total. £ a P -J T _,C _. _. k £ c 2 '— -1 J! £ tn - Kaipara I From 1st July to 31st Dec, 1876 .. From 1st Jan. to 30th June, 1877 5,828 £ s. d. i,5'» 4 S £ »• d178 7 7 £ '■ dO 5 2. £ a. d. 1,069 9 3 £ *■ d309 4 4 £ s. d85 '7 o £ *■ d. 267 16 I £ *. d. 262 13 o £ •• d- £ s- d. 1,994 19 8 12582 3638 S'66 1766 1081 70-53 44-04 40-97 20-39 12-74 10-10 3'53 3150 1103 ■7'33 3090 '31-57 23470 82-15 5,938 1,626 11 4 ■9 1' 7 3 • i il 1,013 IS 9 385 12 6 40 18 IO 282 5 6 288 5 11 2,010 18 6 62-33 66-29 "9'27 122-54 23-71 22-IO 45'36 4087 ■5'59 2-52 404 4-81 746 ■65 2-58 ■7'35 ■7'5o 3321 3236 1141 1123 17-72 33'92 32'41 11-65 u-24 12363 127-46 23657 81-27 8171 Total 11,766 ■84 17 5 2,083 s o 694 16 10 126 15 10 550 18 11 3,i42 IS 9 054 5So 1 7 4,005 18 2 42-49 14-17 17'53 23564 Auckland and \ Mercer 1 From 1st July to 31st Dec, 1876... From 1st Jan. to 30th June, 1877 57.083 10,666 9 11 463 15 3 484 14 10 038} 041* 2,596 14 6 2,871 8 4 2,795 19 5 596 9 6 602 19 I 2,157 9 3 2,286 4 11 633 18 2 22 2 8 12 7 4 8,802 13 6 24-34 112-90 1093 26-22 121-56 11-76 560 25'93 250 26-22 267 2607 259 20'22 2050 9380 9'07 5'94 6'43 618 27-56 2-66 0-19 0-97 0-09 82-52 382-72 37'01 54,131 11,149 1 7 2,315 10 o 715 15 4 8,804 5 o 2575 12484 12-73 20-77 100-67 10-27 .4-41 9940 96*60 10-14 9'59 31-12 317 291 o-ii 0-16 o'54 o-75 005 0-07 7897 38279 382-75 39'03 Total 21,815 11 6 5,468 2 10 1,199 8 7 1,349 13 6 17,606 18 6 2607 111,214 474 5 o o 3 II 5,1" 9 5 4,443 14 2 34 10 o 25'o7 I1887 1180 2343 una no; .= "49 2037 2934 8070 37'99 Napier and Taka- ) pan 1 From 1st July to 31st Dec, 1876... From let Jan. to 30th June, 1877 449 3 2 o 5 5 1,497 8 3 185 4 I 5,36o o 4 I390 16-35 20 84 I 16-49 33,828 9.1JS '8 7 1,959 6 1 1.383 5 9 334 16 2 2I'39 96-11 7346 10-6: 2-03 909 ■32 15-11 67-86 98. .,■66 1642 »'37 5854 262-94 3802 36,130 12,115 '2 I 448 14 6 s 1 11 3,137 3 6 1,997 8 5 472 19 1 1.76s 3 7 S°7 4 3 7,879 18 10 2589 116-19 73-98 13-27 3-90 ■7'52 3H '4-57 65'37 1172 4-18 1878 3-37 289 65-03 62-24 29184 279-41 5234 45'42 Total 69,958 21,271 10 8 448 18 3 o 6 1 5,096 9 7 3,494 16 8 658 3 2 3,148 9 4 842 o 5 23-96 107-56 ■6-43 2-26 66-44 y><> 13,239 19 2 17-48 73-75 n-99 3-09 1389 1480 1080 17-77 Wellington and 1 Masterton 1 From 1st July to 3IstDcc, 1876... From 1st Jan. to 30th June, 1877 30.472 5,650 12 o S6S ■ 2 o 3 81 1,418 3 o 1,618 4 8 374 1 7 813 14 4 377 6 6 4,601 IO I 25-09 141-82 11-18 2864 16183 12-74 662 37V 2'95 1440 81-37 640 6-68 3773 297 81-43 460-15 3624 31,128 5,887 9 2 588 14 10 o 3 9i| 1,621 1 9 1,676 6 5 484 3 I 980 4 6 497 18 2 32 15 2 5,292 9 I 2753 162-11 12-50 2847 167-63 16473 12-93 128; 822 7'44 4841 4291 373 334 16-65 ■5»6 98-02 8970 756 fJ'99 846 4979 4376 3 84 3H1 0-56 0-28 3-28 163 °25 013 89-89 8575 529'4 4080 3854 Total 61,600 n,538 1 2 576 18 o o 3 8i 3«9 4 9 3,294 11 1 858 4 8 1,793 18 10 875 4 8 32 15 2 9,893 19 2 2634 151-96 11-84 28-55 7'58 494'69 Forton and 1 Manawatu 1 From 1st July to 31st Dec, 1876... From 1st Jan. to 30th June, 1877 ■7.555 26,042 3,874 6 8 274 9 7 0 4 5 1,118 O 9 815 2 4 1 14 9 603 6 6 243 2 2 2,781 6 6 2886 7920 15-28 21-04 5776 1104 0-03 0-11 o'oi 1557 4275 8-26 6-28 17-22 3'33 71-78 19704 3802 3,838 17 2 7.713 3 10 175 18 o 219 7 3 O 2 III 1,764 l6 2 1,107 18 4 21 19 4 740 9 3 372 17 I II IO o 4,019 10 2 45'97 100-84 1626 2886 63'3I 10-21 "CI '25 0:0 1929 42-31 682 97. 21-31 3'44 030 066 o-ti 104-70 229-68 37'04 Recoveries ■7'°3 86-20 Total 43,597 7,889 I 10 258 3 9 o 3 7i 2,882 16 11 1,923 o 8 23 14 1 1,343 15 9 615 19 3 II 10 o 6,800 16 8 36'54 94'34 ■587 24'37 6293 IO"c8 0-30 0-77 »""3 4397 7'4° 78. 2016 339 ■=■■5 0-38 o'ofi 22255 3743 Wanganui and Manawatu From 18th May to 30th June, 1877 41 19 6 009 757 1 r88 4-99 ro6 T2I-27 50-91 1082 95-46 40-06 8-52 ... 347-81 ■45'99 3103 3,192 ■■8 13 3 40 15 o 100 13 11 14 2 o 143 18 2 ■■3 5 3 412 14 4 34'34 14-41 3'o6 84-86 35'62 New Plymouth and Waitara From 1st July to 31st Dec, 1876... From 1st Jan. to 30th June, 1877 8,352 10,896 1,291 s o 1,182 14 2 215 4 2 ■97 2 4 o 3 I 022 304 12 o 603 1 5 183 18 3 432 6 10 ■ o 3 22 8 10 ■33 II 5 283 7 3 121 2 10 243 o 1 744 4 9 1,584 4 5 42-60 50'99 101-53 100-51 17-61 13-28 2572 3658 61-30 72-11 10-63 953 0-14 189 034 374 0-05 0-50 0-29 1868 2396 1685 4452 7'72 47-23 6-24 34'74 520 ■6'94 20-55 14-72 4038 40-50 7-00 5'35 4'54 10408 I33-97 94-248-07 26409 I94'03 43'01 34'90 2903 Total 19,248 206 3 3 o 2 6} 616 5 I 416 18 8 364 2 II 2,328 9 2 3669 75'64 768 2,473 '9 2 907 '3 S 23 9. I 11-32 24-91 51'35 0-94 I'M 303S Picton and Blen- 1 heim 1 From 1st July to 31st Dec, 1876... From 1st Jan. to 30th June, 1877 ■2,546 2,571 n 10 302 10 10 o 4 ii 1,214 16 4 502 6 3 102 16 11 340 6 6 336 18 2 2,497 4 2 47'25 ■42'93 23-22 ■9'53 59'°9 9S9 3'99 12-09 ■'94 13-23 40-04 6'59 13-10 3964 6'43 97' 10 29379 4777 ■3,332 2,426 1 9 285 8 5 o 3 7i 1,182 I 6 528 5 8 32 16 o 364 7 10 375 ■ o 2,482 12 o 48-72 13907 2F28 21-77 62-15 9'SI ■'35 386 °'S9 1-26 15-02 14-10 42-87 4i'45 656 6'53 1546 14-24 44-12 41-88 6'75 660 102-32 9963 292-07 4469 4618 Total 25,878 4,979 l6 2 4796 2062 9-5" 4,998 I 7 294 o o o 3 loi 2,396 17 10 1,030 11 11 135 12 11 704 14 4 711 19 2 140-99 22-23 60-62 271 798 292-92 Velson and Fox- j hill 1 From 1st July to 31st Dec, 1876... From 1st Jan. to 30th June, 1877 16,126 17,292 2,857 11 6 3.3SI n 8 28S IS 2 335 3 2 036) o 3 10) 1,103 I 4 1,096 7 o 665 15 6 877 5 3 128 16 7 107 I 9 235 18 " 4 374 12 2 432 12 5 807 4 7 324 5 7 377 3 2 701 8 9 3 8 8 3 8 8 2,596 II 2 2,893 18 3 5.490 9 5 38-56 32'7i 35'42 110-30 109-64 10997 ! 16-42 23-30 j 66-58 15-22 26-17 ! 8773 1580 2485 j 7715 990 12-17 iron 4'47 3'20 380 12-88 10-71 1-92 ■'49 170 1319 . I2'9* 1300 37'47 I 4326 40'36 S'58 600 5 -8o "•34 11-25 11-30 32-42 37-7I 35'07 482 S'43 5'13 o-io 0-34 0-05 0-17 O'OC 9086 8634 88-42 259-65 28939 274-52 3864 40-16 3943 Total 33,418 6,209 3 » 310 9 I o 3 8i 2,199 8 4 1,543 o 9 7715 1180 002 tVestport and 1 Mount Eochfort 1 From 5th Aug. to 31st Dec, 1876... From 1st Jan. to 30th June, 1877 2,020 368 o 6 86 19 7 038; 208 o I 3 is 4 8S 19 9 39 14 ° 337 7 o 1467 5652 4916 2471 102 088 167 C45 2336 4033 10-21 1096 9'3-S 47° 91-66 79'73 4007 2,140 483 12 o 851 12 6 700 96 14 5 046; 70 18 9 248 16 I 8 7 3 91 16 I 76 I 4 495 19 6 14-19 in 51'44 49-76 27-90 1-73 094 18-98 1836 10*30 1573 15-21 8-53 102-55 9919 55'6. Recoveries 8333 Total 4,160 858 12 6 85 17 4 o 4 ii 70 18 9 456 16 2 12 2 5 177 15 10 »5 13 4 833 6 6 826 7-09 4'O'J S3'20 4568 26-35 1-41 1-21 070 2071 I7-78 10*26 I3>7 "■57 6-67 9705 48-07 Jninner ...j From 1st July to 31st Dec, 1876... From 1st Jan. to 30th June, 1877 7,896 2,285 10 4 571 7 5 o 5 9i 636 13 8 410 14 6 7° 17 7 328 13 6 241 8 7 1,688 7 10 2786 159-18 I9'36 25-50 1797 10268 124I 3M 1772 n| 14 38 8216 999 1056 6o'35 7'33 7387 42209 5i'3i 8,108 3,055 10 6 763 17 8 o 7 6i 861 12 9 438 7 4 133 6 10 382 I; II 269 8 10 2,085 n 8 28-20 2I5'4I I4'34 ■0959 12-4J 436 3.V33 3'9! I2-S3 9S-7o H'33 8-82 67-36 7'9; 6825 521-39 6173 Total 16,004 667 12 7 068 3.773 19 6 10613 7065 5,341 O IO 1,498 6 5 849 1 10 204 4 5 711 9 s 510 17 5 2805 187-29 22'47 1590 1273 383 25'53 .V06 1332 8893 1067 956 6386 766 47174 S6'59 -B.1.

Enclosure D. SUMMARY of GOODS and CATTLE carried, and AMOUNT earned, for the Year ending 30th June, 1877.

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Name of Railway. Date. Weight. _■ to ft bo S3 O rj O cu CD -~ C O ■Stmts a. a § . Feet §c"s Timber. Total. Total Last Year. tn to Kuipara ... ... ... j From 1st July to 31st December, 1876 From 1st January to 30th June, 1877 Tons cwt. qrs. 1,998 13 o 2,049 IO ° 5 7 7 35 120 "18 137 40 610,744 381,219 £ »■ <i- £ s. d. 1,001 17 2 218 3 8 929 10 8 1,172 19 5 1,931 7 10 1,391 3 1 Total ... 4,048_ 3 o i ■4 I I «55 i 18 '771 Auckland and More. r ... ...J 99'.963 From 1st July to 31st December. 1876 From let January to 30th June, 1877 10,790 6 o 9,512 13 o I _49 _ 16 I 33 79 2,28o 7,930 582 360 580' 246J 27,300 ! 21,046 268 362 630 1,313,280 735.043 1 4,95,6 12 O 4,447 8 2' 4,75' 10 2 4,235 9 2 8.986 19 4 Total ... 20.302 19 o 80 29 112 I 10,210 1 826I I 48.346 | I 2,048,323 Napier and _a_apau 2') 942 9.404 O 2| From 1st July to 31st December, 1876 From 1st January to 30lh June, 1877 8.092 9,196 19 o 10 o 24 54 2. 6 33 ,?8i 7>>37 7,918 2. 6,135 5.'55 1,006,077 '.399.85° 4,615 11 1 5-977 19 5 2,603 '4 o 3.479 9 2 23 ... ... 100 ... Total I I I '7,289 9 o ?s I -44 39 ! .2. 11,290! ... ... I 2,405,927 10,593 io_6| 6,083 3 2 Wellington an 1 Masterton ... - From 1st July to 31st December, 1876 From 1st January to 30th June, 1877 4,287 3,776 15 o 18 o 4 '3 '4 ' 2 16 22 247 5°5 789 370 1.1 59 ... 472,725 602,820 1,342 4 3 1,361 6 10 909 14 9 2,122 3 9 - Total 8,064 _!3 o ' '7 26 38 752 ■ ... I ... I Foxton and Manawatu ... j From 1st July to 31st December, 187G From 1st January to 301 li June, 1S77 1,409 9 2 _!__ 3 : I 2 ... 171 407 578 1,075,545 795.' '4 957,9" 2,703 ; 1 j 2,342 o 8 2,040 2 3 3.031 18 6 3,001 10 2 3,663 7 2 2 "'9 ... ... Wanganui and Manawatu Total 2.994 '" ! 3 1 ! I 1 2 ' 1 8 ... ... 4,382 2 11 6,664 '7 4 1,753,025 From lSih May to 30th June, 1S77 484 2 o 95 >8 _5l New Ph mouth and Waitara ... j From 1st July to 31st December, 1 S7i"> From 1st January to 30th June, 1877 1,488 10 o 1,319 9 o . 40 38 20 60 ' 38 7 '5 1 '7,457 ' 2,503 155.090 53,55o ' ! 484 'I 3 376 1 o 126 3 4 372 '1 7 Total ! i 1 3,807 '9 o - 22 1 29,960 208,640 J 860 12 Si 408 4 1 [ Pioton and Bio:il em ... -j From 1st July to 31st December, 1876 From 1st January to 80th June, 1877 1,874 o o -■'54 13 o 2 3 ___• I 10 225 240 17 82 10 ... 2,257,418 ',828,525 1 1,548 18 o; 1,489 2 3 '81 3 7 ',358 14 4 3 1 ... Total 4,028 13 o I _J 82 j 27 4,085,943 I Nelson and Fothill ... ... 3.038 o 3I '■539 17 11 From 1st July to 31st December. 1870 From 1st January to 80th June, 1877 2,28 V 2,389 16 o 12 o 2 3 5 1 2 ? 39 S , 13 »3 7 I 20 S2_ 54 207 372 54 I 579 212,5:; 304,912 1 8.15 '3 ■ 955 10 4 ... ... 612 2 11 Total __73 8_o I ... I- ... 5 17.4b,) Westport and Mount Rochfort ... j From 5th August (o 31st December, 1876 ... From 1st January to SCth June, 1877 '64 6 3 330 22 500 9 1 ... I 1 1 13.280 1 i-7'.ii 122 2 3 z55 '4 3: 3 5! 6.2 2 1 1 ... ... Brunner ... ... ... 5 Total ... 1 1 ... - 4j,95 3_l 377 '6 6| From 1st July to 31st, December, 1870 From 1st January to 30th Juno, 1877 L 7, °i7 4 3 "14,429 o o I ... I ".44" 4 3 1 -■ 1 ... 3 3 1 ._. 6 ""o " 1 358,078 39',743 i,c6o 10 10 1,830 o 7] Total ... l6 5 6 5 165 6 5 749.821 2,890 11 J * 13,490 Tons Coal aad Coke.

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•+ n o » 00 X o o o ►*♦ ■ S'S SO O "> «« «^o -t : r^ t^. \n to o « o : o o '400 a a a o ni *^°" o .^ N O -t •* SO PO \O^O PO »C CO PC PC O Ov OC ir; 00 X '•tOO \#3 tr* m O -f WJ CO t>. PO N 00 PO PO 0 0 iC PC 00 »n --f o O00 00 r<^ — t#j o o o - o « 4x O <- 00 o CO | ■s I Si -Ii - ON O ON o o o o »i ig 5** v? « 00 D O *t 1 6 0 K 00 - 0 bo a a ;: i ■s^Ha u o •mox pn« 0 O O "? (4 - i 9 *6}TJ0f) pUB o *:l* u-.O ri CO - OC f* o « PQ CN Tf •soSbujuq I--SO SO NO M* Tfo 1— o a" • o ■ o d to 1 a a 5 H o o o E 8 be 5 o o o eo a 3 H o « e "3 H -5 i o o o -a o o o o o N o o o O O O !>■ "I O 00 00 J>tT o o O g •h* i-T rr; OC 00 GO 00 1--N \C f^ O T3 o 3 1 o 5 a c o — I n to .*_ 2E : e s - • .a B 5 ° eo ~ „ o £■ £ •J o ►»2 H — — ft i—I 00 I—I oT p © CO o 1 SiSo- : §4 o — Co : *a « <K Q c jr-- _a ■"3 o i-a h, 2 I COt, if H s g "1 ~ 5 hi "a I £ fc. Eb ll u — Co : it- 3 3 5 '/j IS r-l i—l II Sg. i—t ; fio i « o CO „ o i" a -a ,"5 -=•£ b !-H I—I = s O O 11 O r*-'-^\ r^-*\ /^*—> /^*-*\ ■ o I l I 3 o o E I 5 s E | I P3

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Enclosure > —' • ITA.TEMENT showing Qtjantit and ?tate of Eol >n 30th June, ,LiNa Stock on the Eailways open for Traffii , 1877. .COMOTIVBS. Cam —c— 18. Wago] ra, _ _r T. J § c QO *c: - o c; 5 cm c?4 2 o ■S -G a 'S c _- ft o ■ ic o ~1 "~ ft T. v .9 c H 3 __ _> M t >o ' r*>! O o i r>'Eb o __ _ d o a o 5 o 75 kj % a _ — t 00 _-. 1Is Cl, -r I AS8 ,ir K>I. -N Cl. rD _ i _ c i t — o o 3 '3 «, 5 O . «- M ■9 O » c S CO S i _- ,_, t to IB _ _a -in it _> fl _5 it 19 _ 4g _ o 5 3 _ — t __ o a _ Q _- o 3 IH -= X O 5 dS -4 — 0 >_1 4»_j « "_■ It o - _ jH t. o 1 h B 5. o tn a o at I £■ EH Kaipara. [n good order Undergoing heavy repairs Undergoing light repairs Ln course of ereetion [n hands of contractor 2 3 ... 10 4 '4 •• ■■■ I ... - Total - u _ I I 2 4 10 4 6 1 I 'l 1 2 ... .', I. .... _ L_ AUCKLAND AND MERCER. [n good order Undergoing heavy repairs Undergoing light repairs tn course of erection in hands of contractor - - 5 1 6 3 S 8 2 10 s 3 8 4 .2 ■9 83 30 6 20 23 18 9 68 ,o 'is '4 IO 4 2 •5 23 i _ L_ i Total 1 8 6 3 8 10 10 8 J) 12 10 H 33 98 59 .',4 30 68 . - - — - !- _ -I - Napier and Takapatt. [n good order Undergoing heavy repairs Undergoing light repairs [n course of erection [n hands of contractors 1 2 1 Ii I .^ 2 2 4 1 5 2 3 1 2 2 3 59 5 25 I 21 6 4 12 ... ... 27 ... 64 -4 — _ _J 27 Total 2 I i 5 2 s 5 2 4 2 2 4 3 3 — -' - - - Wellington and Masterton. [n good order Undergoing heavy repairs Undergoing light repairs tn course of erect i>n tn hands of contractors ... I 'I 2 1 1 I S " I 3 1 2 4 4 4 '* 28 3 12 2: 32 18 1 ... - L_ I I 'I I I i _l L_ Total 2 2 I 4 I 2 S 2 4 2 4 2 4 4 4 ■5 28 21 I 2 2 32 - 1 — .... Man.'iWatu-Foxton. tn good order Undergoing heavy repairs Undergoing light repairs tn course of erection [n hands of contractors 2 , 3 3 2 2 4 ... :'" 7 18 8 18 ■ ... ... I u u M i i — 7 18 8 18 Total 2 — .; 2 2 4 - u !- !-: - - - - !- - - __ Wanoanui-Manawatt;. tn good order Underaoing heavy repairs Undergoing light repairs tn course of erection tn hands of contractors 2 ... 1 1 2 2 2 3 - ... 15 12 ... ... ... I I I I 1 Total 2 1 1 1 2 j 2 2 3 '" 15 12 — I | I - - New Plymouth and Waitara. [n good order Undergoing heavy repairs Undergoing light repairs [n course of erection tn hands of contractors 2 2 4 2 4 ... ... I I i— • - \- _ I L_ Total 2 2 i 2 "' 4 2 4 \- — —. — _ I Picton and Blenheim. tn good order Undergoing heavy repairs Undergoing light repairs [n course of erection tn hands of contractors 2 ... I 2 I 1 2 3 6 20 4 11 6 20 4 11 Total 2 I 2 1 1 2 - 2 3

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lO! ■e Fconlim STATEMENT showi g Qua: IT itid S 1 'ATE 1 Eo: :.— continued. .LINi mo. ■, :aki UOMS. IS. Wagoi rs. jj O ■' 3 4f c_ $\ ft o 06 c o; M o 3 d a ® '& o pq 3 - .fl ST = 5 2j _ _ <y o o t>. 0 ">c . I g ■ o . DO 5 - TO 7.. o ll Ci ST cash >M1 HI oi. 2; Ci ND .AS! fi _r t ■• <_ t£ fl a> '5 _ fl □ 4. 7. t i 4) _= _- CD — t T3 _ Q •fi _> -- _ O O O M o pq u o _ o fl - 4 o 0 _- a. o o _. 0> - 1 It o 3 _. 6 _-* « Pi ft o w e o M .1 ■a & cd fl a oo C Nelson and Foxhill. In good order Undergoing heavy repairs Undergoing light repairs In course of erection In hands of contractors 1 1 ... I "' i ... 1 10 9 i 4 12 ... ... ... h ... - - Total 2 2 I 2 2 2 I 1 10 10 12 ... - LJ L_ - - Mount Kociifo-t. In good order Undergoing hetvvy repairs Undergoing light repairs In course of erection In hands of contractors .... 1 '" -i - 1 ... 2 i '4 2 :... H 22 2 52 " - i iu - - Total 3 1 2 «5 88 2 - - -: - — u u - Brttnneb. In good order Undergoing heavy repairs Undergoing light repairs In course of erection In hands of contractors ' I 2 .... ... ... ... ... - ": 2 - 2 " 2 8 5° 6 - - - _ _J 6 Total 2 2 2 2 2 8 S° ... ... - - Grand Total... 4 i i 6 9 II 22 32 22 34 II 29 2 l ■ f, 20 244 222 68 206 :3| * ■5 »3 58 100 Em tlosur 'tinued. STATEMENT showing Qua: ST. .nd S 1 traffic :atk ( on 3' ELLANEOTJB S'XOCK b, 1S77. m tbe Kail 'AJ\ ien for Ti; rTABI.ES. UNEJ M'kighBKIDGKS. WxiGH—40 MACUlNlir*. _ _ M BO a o-, a> q _4 fi Be tn u o l> eo -i C -D •a S !> ■ 9 n _ -7: fl 5 _ o _?J ■§•3 — ~ IE- <_; fl _: o 5 a ■3 d ■_ K « I &3 i a -1 " a =rr g o o o +- on -+ eT o to I >. t» in ci a ° 5 t- co I 7Z r: o o i •* _ u o S - 49 * — — CO J3 49 a u a tS _9 ft m S •-* ft DO 4> ■ £ 1' — 9 3 n 49 i Kaipara. [n good order Undergoing heavy repairs Undergoing light repairs ... [n course of erection tn hands of contractors ... i ... I 2 ... 2 3 ... I i '" Total ! ! i I I 1 i 2 2 3 — i I I Auckland and Mercer. tn good order Undergoing heavy repairs Undergoing light repairs ... tn course of erection tn hands of contractors ... I I i* 2 i I i ... I i ... S 6 20 2 i I ... '■ ... I Total I I I i I [ I i 2 ... i I i I i I i s I <> 20 2 i Napier and Takapat. ji good order Jndergoing heavy repairs I'ndergoing light repairs ... n course of erection .n hands of contractors ... 1 ... ... i ... i ... i i 4 3 '3 4 ... ... I ... i ... 2 i ... ... - Total I 1 1 i I I 5 I 2 2 2 I i i 4 3 '3

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lOSUTO P — continued. STATEMENT showing Quaw te of Miscellaneous St< ick on th _,i] ays. — coniin 'fid. it \ Ti tWT— ILF-S. Cbaxeh. V 111 UDCrl 1IV1: n Maci ;hino iinks. _ .9 ._: u ;-: ea I l. Sc c c. — i _ ■ n > « u H I - --1; is hi s > OS (- [- -9 = I ~ fl '. -.[_ j J J c _. r-- __ := e re * St ii 3 g i _ m B : _- 2 I 3 3 m\ m\i ' 2 c M N 3 1 - f c 1 o m 3 5 T _ 3 Fg ■ "r'l M _T fl ■/1 I _> __ _ _= • _ iI c*. ii It b to Wellington and Mastekton. Tn good order Undergoing heavy repairs Undergoing light repairs ... Jn course of erection In hand-; of contractors ... ... I I I 2 I 2 2 I IO ... I I Total I I ! I I 2 I 2 2 I IO I I 1 Manawatu-Foxton. In good order Undergoing heavy repairs Undergoing light repairs ... In course of erection In hands of contractors ... • I I I I I 2 2 5 ... ... Total 1 1 1 I I I I 2 2 5 I Wanganui-Manavf-atv. In good order Undcrgo'iis; heavy repairs Undo:going light repaiis ... In course of #rection In hands of contractors ... 1 ... 2 2 8 ... ... Total 1 2 4 8 — New Plymouth and Waitara. In good order Undergoing heavy repairs Undergoing light repairs ... In course of erection In hands of contractors ... 1* 1 1 3 1 6 ... Total 1 1 1 3 1 Picton and Blenheim. In good order Undergoing heavy repairs Undergoing light repairs ... In course of erection In hands of contractors ... 1 ... 1 1 I 2 4 5 ... ] I Total 1 i I 1 1 1 1 2 2 4 j 5 Nelson and Foxhill. In good order Undergoing heavy repairs Undergoing light repairs In course of erection In hands of contractors ... 1 1 4 2 5 ... Total I I ! 1 1 4 2 5 ... I I MOD-I EOOHIOBT. Iii good order Undergoing heavy repairs Undergoing light repairs ... In course of erection In hands of contractors ... 1 1 1 1 1 I 1 ... ... Total 1 1 1 1 1 1 I — Brunner. In good order Undergoing heavy repairs Undergoing light repairs In course of erection In hands of contractors ... 6 1 1 ... 1 t 1 4 ... ...! ... 2 1 1 ... ... Total 1 2 1 1 1 2 2 1 + 6 1 1 Grand total 11 6 9 7 2 3 9 26 24 82 1 4 2 1 12 2 ... 2 * 16 feet.

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Enclosure G. JETURN of the Numbei have occurred on eac to 30th June, 1877. and Natue: of the seve: : of the Accidents and Injuries to •al Lines of New Zealand Eailwati Life and Limb which 5 from 1st July, 1876, iaengi or ur tb killed iured. 8ei Depi the kill( rvant artmi Cont ed or s of the ent, or of :ractorg, injured. O u] Date of Accident. op Railwat. Em Ij 9 1 0 iiij -1*1 I oetiS id 1 a '3 IB I V R i K 1 ill • 5 _, *s « O » « « i 1 I 9J 3 | In - - | 0 Nature and cause of Accidents. \ 1 3 I 3 5* 3 '5* H I E? N n a M 13 a 3 9 I July 28 September 14 October 16 Wellington and Masterton Auckland and Mercer Engineleftrailsand turned over, throwing driver, -Puge, under foot-plate. Leg severely crushed. Piece of timber fell off saw-bench, crushing P. Callie'e great-toe. In shifting wheel, J. Wither fell, and wheel passed over his feet. Woman named McMahon, in attempting to cross in front of train was run Auckland and Mercer January 16 Napier and Takapau April 17 Wellington and Masterton over. Boy named Walley, in attempting to cross in front of the train was knocked down. Man named Niniss, lying drunk on line, was run over. Arm broken, &c. Henry Rising, whilst cleaning crane, had his fingers badly crushed. J. Barslow had his thumb severely bruised whilst using grindstone. Wagou spring fell on to and crushed T. W. Crowlcy's great-toe. Fireman MeLauclilin fell olf engine, and was very severely injured. April 21 Kaipara May 18 Wellington and Masterlon June 5 Auckland and Mercer June 27 Auckland and Mercer June 27 Wellington and Masterton

47

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48

Enclosure I. Statement op Accounts. KAIPARA RAILWAY AND WHARVES. Dr. £ a. d. Cr. £ a. d. To Gross Earnings,— By Amount paid into Public Account, being Amount outstanding on Goods, Ist July, amount outstanding on Goods, Ist July, 1876, Railway 412 1 1876 ... ... ... 5 13 6 Ditto ditto, Wharves 112 Amount paid into Public Account to 30th Passengers, Parcels, &c, to 30th June, 1877 1,221 3 3 June, 1870, Railway 3,093 1 4 Goods and Cattle, ditto, 1,931 710 Ditto ditto, Wharves 007 12 8 Wharves, ditto, 625 13 4 Ditto of Cash in hands of Manager ditto, Railway ... ... ... 45 2 1 Ditto ditto, Wharves 12 14 11 Ditto outstanding on Goods, ditto, Railway 14 7 8 Ditto ditto, Wharves 5 5 9 £3,783 17 11 £3,783 17 11 To Amount paid into Public Account, to 30th By Expenditure to 30th June, 1877, Railway 4,005 18 2 June, 1877, Railway 3,093 1 4 Ditto, ditto, Wharves 290 13 4 Ditto ditto, Wharves 607 12 8 Ditto of Cash in hands of Manager, ditto Railway ... ... ... 45 2 1 Ditto ditto, Wharves 12 14 11 Ditto outstanding on Goods, ditto, Railway 14 7 8 Ditto ditto, Wharves 5 5 9 Loss ... ... ... ... 518 7 1 £4,296 11 6 £4,296 11 6 AUCKLAND RAILWAY AND WHARF. Dr. £ s. d. Cr. £ s. d. To Gross Earnings,— By amount paid into Public Account, being Amount in hands of Manager, Ist July, 1876, Cash in hand and outstanding on Goods Railway ... ... ... 13 0 3 on Ist July, 1b76 ... ... 256 4 8 Ditto outstanding on Goods, ditto ... 243 4 5 Amount paid into Public Account to 30th Passengers, Parcels, &c, to 30th June, 1877 12,404 0 2 June, 1877, Kailway 21,329 3 10 Goods and Cattle, ditto ... 9,401 0 2 Ditto ditto, Wharf 19118 8 Wharf, ditto ditto ... 236 0 4 Ditto of Cash in hands of Manager ditto, Railway ... ... ... 243 3 3 Ditto ditto, Wharf 36 19 10 Ditto outstanding on Goods ditto, Railway 59 10 4 Ditto ditto, Wharf 7 7 10 Ditto written off during year ... ... 176 211 £22,300 11 4 £22,300 11 4 To Amount paid into Public Account to 30th I By Expenditure to 30th June, 1877, Railway 17,606 IS 6 June, 1877, Railway 21,329 310 "Ditto ditto, Wharf" 56 10 4 Ditto ditto, Wharf 19118 8 By Balance towards payment of Interest ... 4,204 14 11 Ditto of Cnsh in hands of Manager ditto, Railway ... ... ... 213 3 3 Ditto ditto, Wharf 36 19 10 Ditto outstanding on Goods ditto, Railway 59 10 4 Ditto ditto, Wharf 7 7 10 £21,868 3 9 £21,868 3 9 NAPIER AND TAKAPAU RAILWAY. Dr. £ s- d. Cr. £ s. d. To Gross Earnings, — By Amount paid into Public Account, being Amount in hands of Manager, Ist July, 1576 41.15 8 Cash in hand and outstanding on Goods, Ditto outstanding on Goods, ditto ... 135 6 4 Ist July, 1876 ... ... 177 2 0 Passcii" re, Parcels, &c, to 30th June, 1877 10,781 7 4 Amount paid into Public Account to 30th Goods and Cattle, ditto ...10,593 10 6 June, 1877 ... ... ...20,874 9 4 Ditto Cash in hand of Manager ditto ... 261 15 0 Ditto outstanding on <!oods ditto ... 238 9 G Ditto written off during the year ... 0 4 0 £21,551 19 10 £21,551 19 10 To Amount paid into Public Account to 30th By Expenditure to 30th June ... ... 13,239 19 2 June, 1877 ... ... ...20,874 9 4 By Balance towards payment of Interest ... 8,134 14 8 Ditto of Cash in hands of Manager ditto 26115 0 Ditto outstanding on Goods ditto 238 9 6 £21,:571 13 10 £21,374 13 10

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Enclosure I — continued. WELLINGTON AND MASTERTON RAILWAY. Dr. £ i. d. I Cr. £ s. A. To Gross Earnings,— By Amount paid into Public Account, being Amount in hands of Manager, Ist July, 1876 52 16 11 Cash in hand and outstanding on Ditto outstanding on Goods, ditto ' ... 19 16 5 Goods, Ist July, 1876 ... ... 72 13 4 Passengers, Parcels, &c, to 30th June, 1877 8,815 7 2 Amount paid into Public Account to 30th Goods and Cattle, ditto ... 2,703 11 1 June, 1877 ... ... ...11,486 6 9 Ditto of Cash in hands of Manager, ditto ... 31 18 0 Ditto outstanding on Goods, ditto ... 0 13 6 £11,591 11 7 £11,591 11 7 To Amount paid into Public Account to 30th By Expenditure to 30th June, 1877 ... 9,893 19 2 June, 1877 ... ... ... 11,486 6 9 Balance towards payment of Interest ~, 1,624 19 1 Ditto of Cash in hands of Manager, ditto ... 31 18 0 Ditto outstanding on Goods, ditto ditto ... 0 13 6 £11,518 18 3 £11,518 18 3 FOXTON AND MANAWATU RAILWAY. Dr. £ s. d. Cr. £ s. d. To Gross Earnings,— By Amount paid into Public Account, being Amount of Cash in hands of Manager, Ist Cash in hand and outstanding on Goods, July, 1876, Railway 10 0 Ist July, 1876 ... ... 334 19 10 Ditto outstanding on Goods, ditto ... 304 4 9 Amount paid into Public Account to 30th Ditto ditto, ... Wharf 29 15 1 June, 1877, Railway 7,389 11 1 Passengers, Parcels, &c, to 30th June, 1877 3,060 7 1 Ditto ditto, Wharf 748 10 5 Goods and Cattle, ditto ... 4,382 2 11 Ditto of Cash in hands of Manager, ditto, Wharf ... ... ... ... 758 9 0 Railway ... ... ... 19 8 0 Ditto ditto, Wharf 5 1 10 Ditto outstanding on Goods, ditto, Railway 21 15 0 Ditto ditto, Wharf 4 7 10 Ditto ditto, written off during year, Railway... ... ... 11 15 11 Ditto ditto, Wharf 0 8 11 £8,535 18 10 £8,535 18 10 To Amount paid into Public Account to 30th By Expenditure to 30th June, 1877, Railway 6,800 16 8 June, 1877, Railway 7,389 11 1 Ditto ditto, ' Wharf 577 16 6 Ditto ditto, Wharf 748 10 5 Balance towards payment of Interest ... 985 19 0 Ditto Cash in hands of Manager, ditto, Railway ... ... - ... 19 8 0 Ditto ditto, Wharf 5 1 10 Ditto outstanding on Goods, ditto, Railway 21 15 0 Ditto ditto, Wharf 4 7 10 Recoveries ... ... ... 175 18 0 £8,364 12 2 £8,364 12 2 WANGANUI AND MANAWATU RAILWAY. Db. £ s. d. Cr. £ 6 . A. To Gross Earnings, — By Amount paid into Public Account to 30th Passengers, parcels, &c, from 18th May to June, 1877 ... ... ... 115 3 4 30th June, 1877 ... ... 79 11 1 Ditto of Cash in hands of Manager, ditto ... 3 9 11 Goods and Cattle, ditto ... 95 18 5 Ditto outstanding on Goods ... ... 56 16 3 £175 9 6 £175 9 6 To Amount paid into Public Account to 30th June, 1877 ... ... ... 115 3 4 By Expenditure to 30th June, 1877 ... 412 14 4 Ditto of Cash in hands of Manager, ditto... 3 9 11 Ditto outstanding on Goods, ditto ... 56 16 3 Loss ... ... ... ... 237 410 £412 14 4 £412 14 4 NEW PLYMOUTH AND WAITARA RAILWAY. Db. £ s. d. Cr. £ s. d To Gross Earnings, — By Amount paid into Public Account, being Amount Outstanding on Goods, Ist July, Cash in hand and outstauding on Goods, 1876, Railway 12 17 4 Ist July, 1876 ... ... 15 15 1 Ditto ditto, Wharf 217 9 Amount paid into Public Account to 30th Passengers, Parcels, &c, to 30th June, 1877 1,082 13 6 June, 1877, Railway 2,451 5 4 Goods and Cattle ditto ... 860 12 3 Ditto ditto, Wharf 170 410 Wharf ditto ... 178 13 4 Ditto of Cash in hands of Manager, ditto Railway ... ... ... 9 16 6 Ditto ditto, Wharf 0 7 0 Ditto outstanding on Goods, ditto, Railway 2 3 11 Ditto ditto, Wharf 8 16 £2,657 14 2 £2,657 14 2 To Amount paid into Public Account to 30th By Expenditure to 30th June, 1877, Railway 3,093 6 8 June, 1877, Railway 2,451 5 4 Ditto ditto, Wharf 177 15 6 Ditto ditto, Wharf 170 4 10 Ditto of Cash in hands of Manager, Railway 9 16 6 Ditto ditto, Wharf 0 7 0 Ditto outstanding on Goods, ditto Railway 2 3 11 Ditto ditto, Wharf 8 16 Loss ... ... ... ... 629 3 1 £3,271 2 2 £3,271 2 2 10— E. 1.

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Enclosure I — continued. PICTON AND BLENHEIM RAILWAY. Dr. _ £ s. d. Cr. £ s. d. To Gross Earnings,— By Amount paid into Public Account, being Amount of Cash in hands of Manager, Ist Cash in hand and outstanding on Goods, July, 1876, Railway 15 12 10 Ist July, 1876, Railway 18 2 0 Ditto ditto, Wharf 2 9 2 Amount paid into Public Account to 30th Passengers, Parcels, &c, to 30th June, 1877 1,959 13 4 June, 1877, Railway 4,967 2 8 Goods and Cattle ditto ... 3,038 0 3 Ditto ditto, Wharf 730 4 9 Wharf ditto ... 733 10 10 Ditto of Cash in hands of Manager, ditto Railway ... ~, ... 30 10 11 Ditto ditto, Wharf 3 6 1 £5,749 6 5 £5,749 6 5 To Amount paid into Public Account to 30th By Expenditure to 30th June, 1877, Railway 4,979 16 2 June, 1877, Railway 4,967 2 8 Ditto ditto, Wharf 185 15 11 Ditto ditto, Wharf 730 4 9 Balance towards payment of Interest ... 565 12 4 Ditto of Cash in hands of Manager, ditto Railway ... ... ... 30 10 11 Ditto ditto, Wharf 3 6 1 £5,731 4 5 £5,731 4 5 NELSON AND FOXHILL RAILWAY. Dr. £ s. d. Cr. £ s. d. To Gross Earnings,— By Amount paid into Public Account, being Amount of Cash in hands of Manager, Ist Cash in hand and outstanding on Goods, July, 1876 ... ... ... 0 0 2 Ist July, 1876 ... ... 410 9 Ditto outstanding on Goods ditto ... 4 10 7 Amount paid into Public Account to 30th Passengers, Parcels, &c, to 30th June, 1877 4,418 910 June, 1877 ... ... ... 6,178 6 6 Goods and Cattle ditto ... 1,791 3 5 Ditto of Cash in hands of Manager ditto ... 26 6 1 Ditto outstanding on Goods ditto ... 5 0 8 £6,214 4 0 £6,214 4 0 To Amount paid into Public Account to 30th By Expenditure to 30th June, 1877 ... 5,490 9 5 June, 1877 ... ... ... 6,178 6 6 By Balance towards payment of Interest ... 719 310 Ditto of Cash in hands of Manager ditto ... 26 6 1 Ditto outstanding on Goods ditto ... 5 0 8 £6,209 13 3 £6,209 13 3 WESTPORT AND MOUNT ROCHEORT RAILWAY. Dr. £ s. d. Cr. £ s. d. To Gross Earnings,— By Amount paid into Public Account, to 30th Passengers, Parcels, &c., from sth August, June, 1877 ... ... ... 826 6 6 1876, to 30th June, 1877 ... ... 473 16 0 Ditto of Cash in hands of Manager ditto ... 25 6 0 Goods and Cattle ditto ... 377 16 6 £851 12 6 £851 12 6 To Amount paid into Public Account to 30th By Expenditure to 30th June, 1877 ... 833 6 6 June, 1877 ... ... ... 826 6 6 By Balance (Cash in hands of Manager) ... 25 6 0 Ditto of Cash in hands of Manager ditto ... 25 6 0 Recoveries ... ... ... 700 £858 12 6 £858 12 6 BRUNNER RAILWAY AND WHARE. Db. £ s. d. Cr. £ s. d. lo Gross Earnings,— - By amount paid into Public Account, being Amount outstanding on Goods, Ist July, amount outstanding on Goods, Ist July, 1876, Railway 0 15 11 1876 ... ... ... 0 15 11 Passengers, Parcels, &c, to 30th June, 1877 2,449 13 6 Amount paid into Public Account to 30th Goods and Cattle, ditto 2,890 11 5 June, 1877, Railway 5,312 9 8 Wharf, ditto 2,580 6 8 Ditto ditto, Wharf 2,580 6 8 Ditto of Cash in hands of Manager ditto, Railway ... ... ... 27 15 3 £7,921 _7_6 £7,921 7 6 To Amount paid into Public Account to 30th"~ ' By Expenditure to 30th June, 1877, Railway 3,773 19 6 June, 1877, Railway 5,312 9 8 I Ditto ditto, Wharf 573 0 0 Ditto ditto, Wharf 2,580 6 8 Balance towards payment of Interest ... 3,573 12 1 Ditto of Cash in hands of Manager ditto, Railway ... ... ... 27 15 3 £7,920 11 7 £7,920 11 7

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Enclosure J. *CHRISTCHTJRCH SECTION. Balance Sheet for Six Months ending 30th June, 1877. De. To Outstandings on 31st December 1876 ., Cash Balances, „ „ Cash Balances from Oamaru „ „ Cask due Province of Canterbury „ £ s. d. 6,216 0 0 820 0 0 951 3 9 2,287 17 5 £ s. d. 10,275 1 2 Cb. By Cash paid to Public Account ... „ Peacock's December Wharfage, paid in January „ Outstanding and Ledger Accounts „ Bad debts „ Cash Balance £ a. d. 145,458 11 11 280 4 4 14,022 19 3 8 18 6 8,201 19 7 £ s. d. ,, Revenue ,, Wharfages collected at Cunningham and Co.'s ,, Wharfages collected at Harbour Board Total ... 148,615 9 7 1,164 9 6 ... • 7,917 13 4 157,697 12 5 £167,972 13 7 Total ... 167,972 13 7 £167,972 13 7 Keventte and Expekthtube for the Six Months ended 30th June, 1877. To Revenue, — Merchandise Passengers Parcels Carriages, Horses, and Dogs ... Miscellaneous £ s. d. 92,452 1 4 49,602 4 6 3,005 14 2 1,317 14 1 2,207 15 6 £ s. d. By Expenditure „ Wharf Refunds £ s. d. 103,040 1 O 9,082 2 10 £ s. d. „ Balance 45,575 8 7 157,697 12 5 ,, Wharfage collected on commission Total ... 148,615 9 7 9,082 2 10 £157,697 12 5 Total £157,697 12 5 * Includes Oamaru Section from the date that the lines were connected.

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Enclosure K— continued. *OAMARU SECTION. Balance Sheet for the Six Months ending 30th June, 1877. 1877. Jan. 1 To Balance „ Passengers „ Season Tickets „ Parcels „ Cloak-room „ Excess „ Live Stock „ Storage „ Sundries „ Goods „ Express License Fees Ce. £ s. d. 813 19 7 2 0 0 19 15 1 19 1 10 9 110 5 2 0 1 12 0 849 17 10 5 0 0 £ s. d. 492 1 11 1,700 17 4 £ s. d. 1877. De. By Bank of New Zealand ,, Claims paid ,, Station Balances transferred to Christchurch £ s. d. 1,228 10 6 13 15 0 950 13 9 £ s. d. £2,192 19 3 Dr. to Balance, nil. £2,192 19 3 DUNEDIN, INVERCARGILL, AND *OAMARU SECTIONS. Balance Sheet for the Six Months ending 30th June, 1877. 1877. De. Jan. 1 To Balances brought forward, — Central Division Southern „ Northern „ £ b. d. £ s. d. 3,696 10 3 1,748 17 10 492 1 11 £ s. d. 1877. Ce. By Bank of New Zealand „ Northern Division Balance transferred to Christchurch „ Claims paid „ Station Balances, — Dunedin Central Division Invercargill Division ... Rent Account £ s. d. 3,782 5 11 693 6 3 399 16 0 £ s. d. 72,195 6 2 950 13 9 45 17 6 £ e. d. 5,937 10 0 „ Passengers „ Season Tickets „ Cloak-room „ Excess „ Parcels „ Goods „ Haulage „ Storage „ Rent „ Live Stock „ Weighbridge ... „ Express License Fees „ Advertising Space „ Sundries „ Dunedin, Peninsula, and Ocean Beach Railway „ Hillside Workshops „ Port Chalmers Workshops „ Jetty Dues „ Water Supply ... 28,130 18 3 1,432 14 7 56 0 4 225 1 9 896 14 0 38,036 6 5 147 18 1 . 210 15 11 827 10 10 127 6 8 154 9 6 14 0 0 18 10 5 874 7 4 774 9 7 80 6 2 68 13 8 51 10 0 2 2 0 72,129 15 7 4,875 8 2 £78,0675 7 £78,067 5 7 Dr. to Balance . £4,875 8 2 * During the period that this section was worked independently of Christchurch section.

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Enclosure TL—continued DUNEDIN, INVERCARGILL, AND *OAMARU SECTIONS. Statement of Expendituee for Six Months ending 30th June, 1877. Woukino Expenses. To Amount of Appropriation, 1876-77 £ s. d. . 52,950 0 0 By General Charges £ s. d. 2,083 14 7 £ s. d. 2,083 14 7 £ s. d. Traffic Department — „ Oamaru Section „ Dunedin ,, „ Invercargill „ 430 3 5 11,515 2 11 3,610 14 2 0 6 Locomotivo Department — „ Oamaru Section „ Dunedin „ „ Invercargill „ 1,870 7 7 11,465 3 1 4,914 11 10 18,250 2 6 Maintenance Department — „ Oamaru Section „ Dunedin „ „ Invercargill „ „ Amount transferred to Dr. of Christchurch Section „ Amount unexpended 277 4 2 8,162 15 3 5,438 3 11 13,878 3 4 49,768 0 11 2,179 1 3 1,002 17 10 £52,950 0 0 £52,950 0 0 i^ * During thc period that this Section was w( •ted independently of Christchurch Section.

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Enclosure No. 1. WESTLAND DISTEICT—ANNUAL EEPOET ON WATEE-EACES. The Disteict Engineeb, Hokitika, to Engineee-in-Chiep. Sic, — District Engineer's Office, Hokitika, 31st May, 1877. I have the honor to report that the water-races in this district, with which the General Government has been more or less connected during the year just ended, have been as per list below; which, with the one addition of the extension of the Waimea Bace to Kumara, is the same as the list in last year's report. Nelson South-West Gold Fields— Four-Mile Water-race—Charleston District. Nelson Creek Water-race —Grey Valley District. Westland Gold FieldsNew Biver Water-race —Marsden District. Hibernian Water-race—Marsden District. Hohonu Water-race—Greenstone District. Waimea Water-race—Waimea District. Waimea Extension to Kumara—Waimea and Kumara Districts. Kanieri Water-race—Kanieri District. Mikonui Water-race—Totara District. Four Mile Water-race. —Length proposed, 14 miles. Estimate, for a race to carry 15 Government heada of water, of 40 superficial inches each, £10,800. An application having been received from a company at Charleston for a subsidy for this race, the country through which it would pass was carefully explored, and a full report upon it, with explanatory map attached, was furnished on 21st August, 1876. In this report the original project of the company was shown not to be a good one, as the supply of water which it would afford would he small in comparison with the probable cost, and it was suggested that, in the event of a subsidy being granted, an alternative project should be adopted— namely, to construct the race for only 8 miles, to a point where it could be carried into Argyle Company's dam ; to purchase this dam, with the distribution race appertaining to it, and to increase the capacity of said dam and race. This was estimated to cost in all £13,400 —viz., about \\ times the probable cost of promoters' project, but it was calculated at same time to yield more than twice the quantity of water which that project would have yielded. The probability or otherwise of either project proving remunerative depended on the probable quantity of payable auriferous ground, about which no reliable data could be obtained by this department, but which the Warden was requested to give au opinion upon. Nelson Creek Race. —To carry 60 heads of water. Length, as reduced by tunnels, 18 miles 50 chains ; also head-works at Lake Hochstetter. The construction of this race with head-works has been carried on with energy during the last twelve months, the average number of men employed daily during that period having been 203, and the net contract value of the work done £30,347. The head-works are now completed, and the thoroughly trustworthy and workmanlike manner in which they have been carried out reflects great credit on the contractor, Mr. Price, who was some time since an Inspector in the Government service, and the very satisfactory manner in which he has completed this contract, the workmanlike and systematic way in which he went about it from the first, and the reasonable cost at which it has been carried out, without trouble, litigation, or arbitration, all go to show how advantageous it is to get well-trained experts as contractors in the case of any works of magnitude, rather than the in-experts who so frequently tender lowest and get the contracts, and then end by doing everything in a slow, bad, and slovenly manner, and becoming bankrupt themselves into the bargain. It is certainly a fact that the cases in which trouble has arisen in this district with contractors who were tradesmen, and understood their work, have been very few, if any at all; while the troubles and arbitrations in the cases of contracts made with storekeepers, publicans, and such like, have been numerous, and the work done by them seldom as satisfactory in the end as if it had been done by an expert. Of the race line itself, the portion from the head-works down to the fifth mile, together with the branch race to " Owen's Look-out," is now practically completed, and it is expected that water will be sold from the branch race early in July. From the fifth mile to the end of the race, the ditching and tunnelling is all practically completed, and only the boxing on flumes and bridges, and the waste-water channel at end of race, remain to be completed. Five of the bridges on this length were works of great magnitude and difficulty, having spans varying from 100 to 150 feet, standing from 70 to 170 feet above the bottoms of the gullies which they cross, and the original contractor, Mr. Boche (a storekeeper), made no progress with them whatever. The present contractors however, Messrs. Garven and Brice, undertook the work systematically, and have succeeded in bringing it to a successful issue. It is anticipated that the whole of the undertakings in connection with the Nelson Creek Eaee will be completed during the month of August next, and that from that date forward water can be delivered at any point required. New Biver Water-race. —Estimated to cost £10,000, and undertaken under Government subsidy of £5,000. To carry 16 heads of water. Length contemplated, 8 miles 70 chains. Of this distance, 6 miles 53 chains is completed—namely, same length as noted in last annual report, no construction work having been done during the year ending 31st May, 1877. The amount of subsidy paid to date is £3,502 10s. 3d., leaving £1,497 9s. 9d. still to be paid. The interest on Government advances has not been paid since 20th March, 1876. The amount spent by the company during the last twelve months on maintenance has been about £Ll7, and the average number of miners engaged in claims worked by the race-water throughout the year has been twenty.

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Hibernian Water-race. —Estimated at £5,185, and completed under a Government subsidy of £2,000. Capacity, 10 heads. Length, 5 miles 51 chains. This work was reported completed in the annual report for year ending May, 1875. During the last year it has been leased to a party of six men, who use the whole of the water in their claim. The maintenance is done by the lessees, without cost to the company. The interest on Government advances has not been paid since 19th June, 1876. Hohonu Water-race. —Constructed to carry 50 heads. Length, 5 miles 41 chains, with a feeder from reservoir 1 mile 9 chains in length, constructed to carry 30 heads; a catehwater race 2 miles 8 chains in length from Musquito Creek, and a reservoir in extent about 5 acres. The total cost of the undertaking has been about £12,500, of which about £2,500 was obtained from the Government as subsidy towards the construction of some of the later works undertaken. The whole of the construction works were reported as completed the year before last. During the last year there have been several heavy floods, which damaged the race and head-works considerably, and, though a large amount was expended in reconstruction, the works have not since been thoroughly restored. The average number of men employed iv claims worked by the race-water during the year has not exceeded twelve. Waimea Water-race. —Main race. Length 15 miles 75 chains. Capacity, 40 heads. This work was finally completed in July, 1876, and since that date water has been regularly sold. Pending the construction of the head-works, tho quantity of water available for sale does not exceed 15 heads running continuously, but, so far, this has been sufficient, as the demand has not at any time exceeded an average of 8 heads, running continuously. The construction of headworks to such an extent as would afford permanent storage, so as to increase the total supply, has not, therefore, appeared to be necessary ; but the demand for day-water being in excess of tho quantity available in the day-time, it was recommended in January last to construct a weir in the Kawhaka, at the head of the race, of such a height as would store the night water during sixteen hours, and thus admit of the sale, during eight hours in the day-time, of the whole quantity running in the creek during each twenty-four hours. The sum of £9,000 was authorized for this on 12th March, 1877, and plans for the work are now in hand. The only other portion of original project not yet undertaken is the branch to Tunnel Terrace, called Branch B, near Goldsborough. This was portion of the work originally recommended, and the project cannot be said to be complete without it, some of the best ground, and that most looked to to give a return, being at the end of the proposed branch. The cost of this work would be about £2,500. The sales of water, from the time they first commenced in August, 1876, to the 31st May, 1877, have averaged £69 per month, and during the last five months they have averaged £86 per month. Were it not for the opening up of the Kumara Gold Field, and the migration of some of the miners from the Waimea to that place, the quantity of water sold at the Waimea would have been much greater than it has been ; but even now it would be considerably increased by the construction of Branch B above alluded to. Extension to Kumara. —Before this work was taken in hand extensive explorations and surveys were made of the entire surrounding country to ascertain the best line, and to discover, if possible, some good site for a reservoir along its course, as the Kawhaka Creek basin afforded no facilities for doing this, and the creek itself was evidently insufficient to supply the probable demand at Kumara without a reservoir to aid it. The only really good sites for storage —namely, the flats in the valley of the Kapitea, having, however, already been taken up by the Kumara Water-race Company, it was found that no adequate storage room could be got at any moderate cost, so it was tried if the supply required could be got in another way —namely, by bringing in the Arahura Biver. This, however, though it promised at first sight to be feasible, proved, after careful examination, to be entirely too costly, and that idea also had therefore to be abandoned. The only alternative left, therefore, was to purchase the property of the Kumara Water-race Company, consisting of a water-race having a length of 3 miles 3 chains, constructed to carry 30 heads, with dam across Kapitea Creek, which confined a very considerable reservoir of water, and registered rights extending over the Kapitea Valley from this dam to the source of the creek, all of which was purchased by the Government on the 21th March, 1877, for £8,000. Since the date of this purchase, a leugth of 2 miles 23 chains of distribution race at Kumara some of which the Company had previously put in hand, has been completed, and a further length of 30 chains now in hand will complete all necessary branch races for delivery of water. In the meantime, in order to bring in the necessary supply which it is designed to store in the Kapitea Valley, tenders were called on the 11th instant for a race called the Kawhaka Supply Bace— length, 4 miles 75 chains, and proposed capacity 30 heads, extending from the Kawhaka Creek to the head of the Kapitea Valley. The work was divided into thirty-four sections, averaging about 10 chains each, and of these twenty-six are already contracted for, and tenders have been accepted for the other eight, The advantage of having let this race by task-work, which the Government authorized in this instance, is already apparent; as instead of only a few men being put on, as would probably have been the case had it been let in one contract, it is found that each section of 10 chains contracted for is now in full work, and there is very little doubt that they will all be finished within the contract time. A race of nearly 5 miles therefore, for which six or eight months would probably have been allowed for completion if let in one contract, will now most probably be completed in two months by task-work. The cost, too, by the task-work method is much less, as is shown by the fact that the lowest tender for the whole of the sections was £4,673, while the sum of the task-work contracts will be under £3,600.

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The plans for the second dam—'namely, the dam at Loop-line Eoad, are in hand, and tenders will be called for by about end of June. The sales of water at Kumarawill necessarily be very limited until the Kawhaka Supply Race and the second dam above alluded to are completed; but even what is being sold at present, which is chiefly in dry weather derived from "VVaimea Eace night water, is a great boon to the miners. The value of the water sold in April was £79 10s., and in May £122 10s.; total, £202; of which £167 10s. was realized up to end of May, leaving £34 10s. outstanding at that date. Kanieri Water-race. —Length 12 miles 21 chains, constructed to carry 60 heads of water. Total cost about £23,800, of which the Government has contributed £10,000. This work was reported completed in the annual report for May, 1875. The maintenance during the past year was principally done by the miners using the race, in payment for the water which they received, and as several heavy slips occurred the actual receipts from sales were very slight. An average of about ten men are kept at work by the race-water. Mikonui Water-race. —Tenders were again called for the long tunnel on this race on the 23rd November, 1876. The advertisements were inserted in one or more of the papers in all the chief towns of the colony. Several tenders were received accordingly on the date fixed—namely, 18th December, 1876, but the lowest was £19,700, including the £2,000 specified to be included for possible Government contingencies. As -this was considerably above the estimate it was declined. Since that time the County Council have had the matter under their consideration on several occasions, the last one being in connection with the proposed handing over of the races to them, when it was mooted by some of the councillors that the Mikonui Eace could possibly be carried out with the £16,000 voted, aided by some £12,000, which would probably be available from Waimea Eace vote. On learning, however, that the total estimate for the Mikonui Bace complete was £73,000, they seemed to come to the conclusion that the £45,000 which would still be required over and above the sum promised by the Government would be quite beyond the resources of the county to contribute. I have, <&c, C. Y. O'Connor, The Engineer-in-Chief, "Wellington. District Engineer.

Enclosure No. 2. EEPOET ON CLUTHA EIVEE. The Disteict Engineee, Dunedin, to the Engineeb-in-Chief. Sic,— Bublic Works Office, Dunedin, 14th July, 1877. Iv accordance with your instructions, number and date as per margin,* I have the honor to submit the following report on the Clutha Biver, and the possibility of improving its navigation:— The idea of utilizing the river as a highway to the interior is by no means a new one. From the votes and proceedings of the Provincial Council of Otago, I find that a movement in this direction was made by the settlers in 1862, by memorializing the Government for a steamer. Captain Thompson, the present Harbour Master, reported on the navigability of the river in 1861, Mr. Balfour in 1864 and 1865, and Mr. Adam Johnston in 1871. In his report of the 21st October, 1864, Mr. Balfour alluded to the idea of making the Clutha navigable to the Wanaka Lake, but he and the other gentlemen seem to have otherwise confined their investigation to that portion of the river below the Beaumont (Dunkeld). I have, however, examined it to the Bendigo Crossing, 10 miles above Cromwell. Commencing at the sea the character of the Clutha Eiver may be described in general terms as follows: — Like most New Zealand rivers its entrance is guarded by a long sandy spit, running parallel with the stream for some distance, and terminating in a bar. The entrance does not, however, follow the general rule on tho eastern side of this island, for instead of turning to the north as directed by the prevailing winds and ocean currents, the river turns southwards, to find an easier exit in the lee of the Nuggets. The entrance is very much obstructed by a ledge of rocks in the channel, inside tho bar proper. The depth at low-water on the bar is 7 feet, and on the reef 5. Mr. Balfour intended to remove a portion of the rock in 1864, and put in some experimental blasts, which were very successful, but from some cause or other the project was abandoned. From this and other evidence, lam of opinion that there would be no great difficulty in removing this obstruction. Once inside the bar the river presents a sheltered reach three-quarters of a mile long, and wide and deep enough to accommodate a fleet. About the middle of this reach the river divides into twro branches, that surround and form Inch Clutha. The Matau (northern) branch of the river is only navigable to the Kaitangata Township, a distance of 7 miles from the mouth, the main stream (Koau branch) being on the southern side of Inch Clutha. Both the branches and the main stream itself, to a point 2 miles above the Balclutha Township, flow through rich alluvial country, with low banks, over which the river flows in heavy floods. The banks are composed of light silt to a depth of Bor 10 feet, which is constantly wearing away by the action of the water. * Telegrams 28/8/76.—Memo. No. 860, 6/3/77. 11—E 1.

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From the point just mentioned to the Tuapeka Junction (Dalhousie), a distance of 20 miles, the river flows generally in an unbroken stream through low undulating country; the banks, however, are firm, so the water has comparatively little effect upon them. The character of the country changes at Tuapeka Mouth, the hills contract and confine the river in rocky banks, so that the current increases generally, and rapids are occasionally formed. This continues with little intermission to the lower end of Moa Flat, 55 miles from the sea. From this point to Coal Creek, 3 miles above Eoxburgh (Teviot), the river and the country on each side are much the same as between Balclutha and Tuapeka Mouth, with the exception of one or two spots where isolated rocks contract the river and increase its speed. The country in the next section of 16 miles, between Coal Creek and Alexandra, the junction of the Manuherikia, is rough, and the river is confined between high rocky banks, that are occasionally quite precipitous, causing a proportionate increase in the speed of the current. An entire change takes place at Alexandra, and continues to a point about 2 miles above Clyde. Although running between high banks the river is quite smooth, and the speed of the current comparatively low. The banks are generally composed of shingle, covered with vegetation, and are of a permanent character, except where disturbed by gold-washing. From the last-mentioned point to Cromwell, a distance of about 13 miles, the river runs generally through a rocky gorge, which is frequently so narrow as to cause strong rapids. The Clutha divides at Cromwell into two branches of nearly equal volume—the Kawarau, which comes in from Lake AVtkatipu, and the Clutha proper, which has its source in Lake Wanaka. Cromwell junction is about 110 miles from the sea by the river, and 95 miles in a straight line. The fall in the river is approximately as follows, again commencing at the sea: — Fort Molyneux to Waiwera ... ... 20 miles ... 1J feet per mile. Waiwera to Blue Mountains ... ... 15 „ ... 4 „ „ Blue Mountains to Ettrick (Mount Benger) 25 „ .:. 5 „ „ Ettrick to Clyde ... ... ... 35 „ ... 7 „ „ Clyde to Cromwell ... ... ... 15 „ ... 5 „ ~ This gives the height at Cromwell 525 feet, and the average fall in the river 4-J feet per mile, equal to a gradient of 1 in 1100. At ordinary level the current, in the smooth reaches in the first 35 miles of the river, ranges from 2 miles per hour at Inch Clutha to 4at Tuapeka Mouth. At Moa Flat and Clyde the smooth water flows at the rate of from sto 7 miles per hour. The speed of the current in the rapids can scarcely be ascertained with precision, but it cannot be less than from 8 to 10 miles, and it is in all probability somewhat more in several places. I shall now consider the obstructions to navigation that occur in the river. From the mouth to the Ecclefechan Eocks, near the Pomahaka Junction, a distance of 25 miles, there is no obstacle more serious than snags and sand-banks; and the available depth of water is generally about 5 or 6 feet. The Ecclefechan Bocks, which are about 10 chains in length, contract the channel to a width of about 100 feet, and increase the current to a great extent; there seems, however, to be a considerable depth, consequently steamers have been able to ascend, although with a great effort. From this point to the Blue Mountains, 4 miles above the Black Cleugh —4 miles below Beaumont and 40 from the mouth —there is nothing but snags and sand-bars to contend with, and even these are of a trivial nature. The river gathers into a well-defined channel, and the snags disappear as the current increases. From the Blue Mountains upwards tho obstructions consist of isolated rocks and reefs, that contract and interrupt the flow of the water in various ways, and increase the velocity of the current to such an extent as to render navigation of any kind almost impossible. The following are notes of the general character of these obstructions, and the locality in which they occur :— At a point 3 miles below the Beaumont (Dunkeld), 41 miles from the mouth, isolated rocks ri"ht across the river at intervals for a distance of about a mile. At the Beaumont, 44 miles from mouth, flat reef and isolated rocks for about half a mile. From about two miles above Beaumont to the Island Block, isolated rocks and rapids at intervals. At the upper end of the Island Block, 4 miles below Ettrick and 56 from the mouth, flat ledge of rock right across the river. For upwards of half a mile the fall is very great, and the water is uniformly shallow throughout. This is in all probability the most formidable obstruction to navigation in the whole distance between Cromwell and the sea. At Dumbarton Bock, 58 miles, reef and isolated rocks for a quarter of a mile. At Eoxburgh (Teviot), 70 miles, small reef and isolated rocks. At Jordan Creek, 76 miles, reef and isolated rocks. Eiver runs in a very precipitous gorge. Near Cairn Hill, 84 miles, reef and detached rocks, forming rapids or falls. The river bed drops suddenly 5 or 6 feet. Near Lean Bock Creek, 100 miles, and from thence to Cromwell, 110 miles, isolated rocks at intervals. Channel contracted and current rapid. Just above the confluence of the Kawarau the river becomes confined between high jagged rocks, that transform it into a foaming torrent; but there is a radical change in the next mile, the ranges open out into wide plains, and the Clutha, for 30 miles, assumes the character of the Canterbury rivers. I shall now consider the question of the removal of the obstructions above described, as well as the other obstructions that are presented to the successful navigation of the river; and in doing so I shall endeavour to institute a comparison between the amount of work required and the results likely to be obtained therefrom.

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Mr. Balfour estimates the cost of removing the rocks at the mouth at £3,000. I have no doubt this amount will be required to make anything like a good channel. The Koau branch is considerably obstructed by snags and sand-spits. It has been suggested that this channel might be permanently deepened by cutting off' the Matau one altogether. I consider this a very good idea. The diversion could be done at little cost, and it would in all probability prove effectual. There is, however, a risk of the work being overdone. The river might scour its channel to an inordinate extent, and overflow lands previously beyond its reach. Another objection is that the lower end of tho Matau branch, which is now useful in giving access to Kaitangata from the sea, might be detrimentally affected. The snags and sand-banks between Inch Clutha and Tuapeka Junction could be removed, and otherwise the channel thereby improved. The snags are generally of light timber, and most of the sand-banks require nothing but marking out. The Ecclefechan Eocks, which occur in this division, although of a somewhat formidable appearance, are not a serious barrier ; they are irregular in height and seem to be considerably fissured, therefore could be easily blasted. £500 was spent usefully in Mr. Balfour's time in removing a portion of the rocks, and probably £1000 more would make a fair channel. As above shown, there is no real difficulty in making the Clutha Biver navigable from the ocean to the Blue Mountains, a distance of 40 miles ; the current is comparatively slow, and the few obstructions that exist could easily be removed. But the same cannot be said of the rest of the distance to Cromtvell; the current is in many places too rapid to come down, much less to ascend, and the rocks that obstruct the channel at such short intervals are difficult to remove. Without a detailed survey, it is difficult to give anything like an approximation to a correct estimate of the work, but the following may be taken as at least an indication. Assuming the price of removing the rock to bo much the same as in a tunnel of equal hardness —viz., 20s. per cubic yard — Tuapeka Junction to Beaumont would cost ... ... ... £25,000 Beaumont to Eoxburgh ... ... ... ... ... 45,000 Eoxburgh to Clyde ... ... ... ... ... ... 15,000 Clyde to Cromwell ... ... ... ... ... ... 30,000 Total, Tuapeka to Cromwell ... ... .;. £135,000 For this expenditure we may remove the rock, aud so give a free passage through the water; but we cannot remove the obstacle presented by the water itself—the current cannot on the average be reduced to less than 6 or 7 miles an hour, and it must necessarily in some places be much greater. The only way to reduce the current is by the construction of weirs and locks, but these expedients aro too expensive to be dreamt of. Then, again, quick transit is now of such importance that water communication of this kind cannot successfully compete with a railway on all points. In treating of this subject, Mr. Balfour, in his report of the 21st October, 1864, says: "Were the slope equalized the velocity of the surface-current would be about 7J miles per hour —a velocity so considerable as to discourage ad hopes that the river could ever be rendered economically navigable from the mouth to the Wanaka Lake without the introduction of weirs aud locks, and other engineering works of great magnitude and difficulty, aud enormous expense." Mr. Balfour took the height of the river at Cromwell at 720 feet, whereas it is only 525, so that there is a discrepancy between his gradients aud mine. His average fall from Cromwell to the sea is 6^ feet per mile against 4r| determined by me. His average speed calculated from the same data must also be too high, but, as already shown, this is unimportant, it being impossible to reduce the river to an even gradient. By way of ready comparison, I insert the following table of the average fall of the Clutha and that of various rivers through the world, the latter being extracted from the latest edition of " Stevenson's Canal and Biver Engineering : " — Fall in Inches per Mile. Clutha —Port Molyneux to Waiwera ... ... ... ... IS 00 Waiwera to Blue Mountains ... ... ... ... 48 00 Blue Mountains to Ettrick ... ... ... ... ... 6000 Ettrick to Clyde ... ... ... ... ... ... 8400 Clyde to Cromwell ... ... ... ... ... 6000 Amazon ... ... ... ... ... ... ... ... 234 Clyde —from Glasgow to the sea ... ... ... ... ... 133 Danube —Ismail Chatal to the sea ... ... ... ... ... 500 Dee—Chester to Flint ... ... ... ... ... ... ITOO Ganges ... ... ... ... ... ... ... ... 337 Irrawaddy —In summer ... ... ... ... ... ... 1"06 In flood ... ... ... ... ... ... 3 08 Mississippi —Ohio to the sea, ordinary level ... ... ... ... 2'oB Ohio to the sea, floods ... ... ... ... ... 325 Nile —Cairo to the sea, in flood ... ... ... ... ... 505 Cairo to the sea, when low ... ... ... ... ... 325 Ehine —Constance to Basle ... ... ... ... ... 6300 Basle to Cologne ... ... ... ... ... ... 20-07 Cologne to the sea ... ... ... ... ... 707 Ehone ... ... ... ... ... ... ... ... 2418 Tay—Fleak to Balinbrach ... ... ... ... ... ... 195 Balinbrach to'Newburgh ... ... ... ... ... 935 Newburgh to Perth ... ... ~. ... ... ... 506

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Thames—Litchdale to Teddington ... ... ... ... ... 2000 Teddington to Yaulet Creek ... ... ... ... 092 Tyne—Hexham to Stockfield ... ... ... ... ... 8400 Stockfield to Eyton ... ... ... ... ... 4560 Eyton Weir to the sea ... ... ... .. ... 1033 Weir—Newbridge to the sea ... ... ... ... ... 1600 From the above it will be seen that the minimum fall in tho Clutha is much greater than the maximum one in the principal navigable rivers throughout the world. Assuming that the obstructions to the navigation were removed, and that the current were reduced to 7 miles as above indicated, considerable power would be required to overcome the stream and develop a moderate degree of speed, say 6 miles per hour with a.load of, say, 30 tons. It would require a stern or side wheel steamer of special construction, extra strong in hull to stand hard blows against the rocks, built in small compartments, so as to float though considerably damaged, and provided with 50-horse-power engine and boilers on the locomotive principle, so as to get up steam readily, without being too heavy. Such a craft would cost £3,500, and her working expenses would amount to £220 per month. Adding to this the interest on the cost of the work gives an annual charge of £10,000. We have, therefore, to decide whether the accommodation is commensurate with the outlay; but in considering this question we should bear in mind what the accommodation really is. The distance from Dunedin to Cromwell by the various routes would be as follows : — By sea and river— MilesDunedin to Port Molyneaux, by sea ... ... ... ... 90 Port Molyneux to Beaumont, by river ... ... ... .. 44 Beaumont to Cromwell ~ ... ... ... ... 66 200 Via Balclutha— Dunedin to Balclutha, by rail ... ... ... ... ... 52 Balclutha to Beaumont, by river ... ... ... ... ... 34 Beaumont to Cromwell „ ... ... .., ... ... 66 152 Via Lawrence — Dunedin to Lawrence, by rail ... ... ... ... ... 60 Lawrence to Beaumont, by road ... ... ... ... ... 12 Beaumont to Cromwell, by river ... ... ... ... ... 66 138 These figures show that the removal of the obstructions in the river will not shorten the journey from Dunedin to Cromwell, as the stage to Beaumont can now be reached vid Lawrence by rail and coach in 6| hours, whereas it would take 10J vid Balclutha by rail and river, and the difference will increase with the length of the journey, for the coach can travel a mile or two per hour faster than the steamer. Even the construction of the railway from Lawrence to Beaumont, at a cost of about £90,000, would not put the balance on the other side, as the saving over the coach in such a short distance could not exceed an hour's time. The advantage gained by the river navigation is confined to goods traffic and the down journey for passengers. I have no doubt goods could be carried cheaper by steamer between Beaumont or Balclutha and Cromwell than by wagons as at present, and passengers might be brought down as fast as if a railway were made the whole way. Still I fear that these benefits are too dearly purchased, particularly when they can only be of a temporary character. The question of a railway to Cromwell is a mere matter of time, and it will, when made, entirely supersede any water-carriage that can be provided on the Clutha. The river can easily be made navigable from the sea to the Blue Mountains, a distance of 40 miles, and the advantages derived therefrom would be commensurate with the outlay, but lam not prepared to say the same of the remaining portion. On the contrary, lam forced to indorse Mr. Balfour's opinion—founded on less, much less, information than I have—and say that I do not think it can " ever be rendered economically navigable." Perhaps I should remind you that the improvement of the navigation of the river has been the subject of special legislation. " The Clutha Biver Conservators Board Act, 1875," provides an endowment for the purpose, and gives the Conservators jurisdiction over the " navigable waters of the Clutha Biver and part of Bort Molyneux." Although constituted for some time, the Board has not yet done any work. I understand, however, that it is their intention to begin soon to remove the snags and mark out the sand-banks between Balclutha aud Tuapeka Junction. The Land Company are also about to construct a steamer for running between these points. I have, Ac, W. N. Blaie, District Engineer.

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Enclosure No. 3. EEBOET on inteeioe eailwat. The Disteict Engineee, Dunedin, to the Engineee-in-Chief. Sic,— Public Works Office, Dunedin, 21st July, 1877. In accordance with your instructions, number and date as per margin,* I have the honor to submit the following report on the various routes suggested for a railway into the interior of Otago, all of which are shown in distinctive colours on the accompanying map. A knowledge of the configuration of the country, and an examination of the map, determines the proposition to be the connection of the Upper Clutha Valley to the main line of railway and the seaboard by the shortest and easiest route that will in its course open up the most good country for settlement. No less than seven routes have at various times been proposed, with a common terminus at Cromwell. Commencing at the south aud proceeding northwards, they comprise the following:— No. 1. Kingston to Cromwell, vid the eastern side of Lake AVakatipu and the Kawarau Valley ; coloured green on map. No. 2. Waipahi to Cromwell, vid Tapanui, Ettrick (Mount Benger), and Clutha Valley, joining No. 3 at Ettrick ; coloured yellow. No. 3. Lawrence to Cromwell, vid Dunkeld (Beaumont) and Clutha Valley; coloured purple. No. 4. North Taieri to Cromwell, vid StrathTaieri, Maniototo Plain, Ida Burn Valley, Manuherikia Valley, and Clyde; coloured red. No. 5. Palmerston to Cromwell, via Macrae's, Strath Taieri, Maniototo Plain, Ida Burn Valley, Manuherikia Valley, and Clyde, joining No. 4at Strath Taieri; coloured neutral tint. No. 0. Palmerston to Cromwell, vid Shag Valley, Maniototo Plain, Ida Burn Valley, Manuherikia Valley, and Clyde, joining No. 4 on tho Maniototo Blaiu, opposite Naseby; coloured blue. No. 7. Duntroon to Cromwell, vid the Kyeburn Bass, the Mauiototoßlain, Ida Burn Valley, Manuherikia Valley, and Clyde, joining No. 4 on the Maniototo Plain, opposite Naseby ; coloured brown. Some of these routes have alternative lines (shown dotted in the same colour on plan) for a portion of the distance: thus No. 4, instead of joining the main line at the Chain Hills Tunnel, may join the branch to Outram at a point 2\ miles from the Mosgiel Station. Instead of following the leading spurs from Macrae's to Palmerston, No. 5 may come down the north branch of the Waikouaiti Biver to the Waikouaiti Township. No. 7 has three alternative lines —one vid the Otekaik Valley, joining at tho Kyeburn Bass; another from the terminus of the Waiareka Eailway, joining at Livingston ; and a third from Teneraki, on the Waiareka line, also joining at Livingston. The following table gives the distance by the different routes from several places on the seaboard to Cromwell and the Maniototo Blains, opposite Naseby, two leading points in the interior; it also shows the amount of present railway available in each instance. * Minute P.AV. 77/2269 and telegram of 11th June, 1877.

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PROPOSED INTERIOR RAILWAY OF OTAGO.

TABLE OF DISTANCES. Invebcaegill to DUKEDIN IO Oamaeu to Ceomwell. Naseby. Ceomwell. Naseby. Ceomwell. Naseby. No. Route. d 3 eg „ CO _ 13 CD _> 3 o _ o O 6 "55 R rO c3 3 cp *. crj _ CD ri _> 3 o _ CD .— c cd a ro T3 r-i ►»_ I. £. £ 3 fi ►,_ O _, i—' (O _ rri CD "o f_i CO O - i o_ fi a 3 CD C F-J CO O CD CD "S -- 3 o CD _ 3 fi T3 r— r_» C3 3 cd r-, -5 3 O O rd CD cd fH co O CD "_J w oJ fi 1 Vid Kingston and the Kawarau Valley Miles. 87 Miles. 53 Miles. 140 Miles. 87 Miles. 108 Miles. 195 Miles. 226 Miles. 53 Miles. 279 Miles. 226 Miles. 108 Miles. 334 Miles. Miles. Miles. Miles. Miles. Miles. 2 „ Waipahi, Tapanui, Ettrick, and Clutha Valley 56 84 140 5G 139 195 83 84 167 83 139 222 3 „ Lawrence, Dunkeld, and Clutha Valley 124 77 201 124 132 256 59 77 136 59 132 191 _ „ North Taieri, Strath Taieri, and Maniototo Plain 132 122 254 132 67 199 7 122 129 7 67 74 Same as last, but starting from Outram Branch ... 131 120 251 131 65 196 12 120 132 12 65 77 Via Palmerston, Macrae's, and Strath Taieri 41 125 166 41 70 111 37 125 162 37 70 107 Same as last, but starting from Waikouaiti ... 29 130 159 29 75 104 49 130 179 49 75 124 G Vid Palmerston, Shag Valley, and Maniototo Plain 41 107 148 41 52 93 37 107 144 37 52 89 7 „ Duntroon, Maerewhenua Valley, Kyeburn Pass, and Maniototo Plain 105 96 201 105 41 146 27 96 123 27 41 68 Same as last, but following Otekaik instead of Maerewhenua I 105 93 198 105 38 143 27 93 120 27 38 65 Same as No. 7, but starting from Terminus of Waiareka Branch, and joining at Livingston 95 98 193 95 43 138 17 98 115 17 43 60 Same as No. 7, but starting from Teneraki on the Waiareka Branch, and joining at Livingston 85 106 191 85 51 136 7 106 113 7 51 58 Note. —Column " AlrcadConstructed" contains, in addition to lortions comileted, those now under contract.

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I shall now consider each route seriatim, in the order given in the table. Route No. 1. —Kingston to Cromwell, vid the eastern side of Lake Wakatipu and the Kawarau Valley:— This is a continuation of the Winton and Kingston Bailway. It follows up the eastern side of Lake Wakatipu to within seven miles of Queenstown, then strikes off through the low ground between Beninsula Hill and the Bemarkables to the Kawarau Falls. From this point to the Nevis it keeps on the southern side of the river, the country being generally favourable to railway construction. Between the Nevis and Cromwell Flat there is little choice, and the ground on both sides is rather rough. This line cannot be brought into Queenstown at all; and without a very objectionable detour and two expensive crossings of the river, or equally heavy work of another kind, it cannot be brought through the rich agricultural land of the Frankton and Arrow Flats. However, this is not a serious objection, as those places are all within 5 miles of the proposed line. Although the country looks formidable, there are in reality few engineering difficulties on this route, and the gradients and curves would be easy. The only works worthy of special note are the cutting through of two or three rocky bluff's that project into the lake and river, and the bridging of the river itself. A railway by Eoule No. 1 would bring the Lake District into direct communication with Invercargill on the one hand, and afford an outlet to its agricultural produce towards Cromwell and Clyde on the other. Besides its gold-fields traffic, and that resulting from tourists, this railway would open up, to a certain extent, 4,000 acres of the finest wheat-producing country in Otago, nearly all under cultivation. Although these objects are of considerable importance, Ido not think they warrant the construction of a line at present. I have no doubt it will be made some day, were it only as a connection between the Southern and Midland Eaihvay systems, but that day is still far distant. Route No. 2. —Waipahi to Cromwell, vid Tapanui, Ettrick, and the Clutha Valley:— This is the line reported on in 1872 by the late Mr. Millar, F.S.A. It leaves the main trunk railway near Waipahi Station, 83 miles from Dunedin and 53 from Invercargill, follows down the Waipahi Biver to its junction with the Pomahaka, then up the Pomahaka to the Tapanui Township. From this point it strikes in a tolerably straight course across the intervening ridges to the Clutha Valley at Ettrick, where it joins Eoute No. 3. The remaining portion of the distance to Cromwell being common to Boutes 3 and 4 will be considered under those heads. Two years ago the Provincial authorities got a detailed survey made of that portion of this route between Waipahi and Tapanui, 14f miles. The plans show it to bo remarkably easy, the earthworks are light, and there are only two river bridges of the aggregate length of 6 chains. The gradients for the first 13 miles are lin 80 and downwards, but the last \\ mile has an incline of lin 38. I think, however, that this might be reduced to lin 50. The curves are all over 8 chains radius, except one of 5, which has been put in round a sharp point in the river. This may bo increased to 7f chains by increasing the cutting, or done away with altogether by the substitution of a tunnel 5 chains long. The ground between Tapanui and Ettrick is rather rough, being cut up into ridges and gullies, consequently the gradients would he somewhat steep and the earthworks heavy ; still there are no formidable difficulties. I believe the line could be constructed at a much less cost than that portion of the Lawrence Bailway between Manuka and Bound Hill. A branch railway from Waipahi to Tapanui would render available a large tract of the finest land in Otago, that is at present comparatively unproductive for want of proper communication, and I have no doubt that it will soon be made so far; but lam not prepared to recognize it as an instalment of a trunk lino to the interior, chiefly for the reason that the country between Tapanui and the Dunstan District is not so good for settlement as that on other routes. Route No. 3. —Lawrence to Cromwell, vid Dunkeld (Beaumont) and Clutha Valley:— This is a continuation of the Tokomairiro and Lawrence Bailway. It follows generally the course of the main road between Lawrence and Dunkeld, then up the eastern bank of the Clutha Eiver right on to Clyde; or possibly an easier line may be found by crossing the river at the Horse Shoe Bend, eight miles above Dunkeld, and following up the western side. The portion of this route between Clyde and Cromwell is common to it and No. 4, so will be described under the latter head. The 13 miles on route No. 3, between Lawrence and Dunkeld, are much of the same character as on the made line between Waitahuna and Lawrence, with the addition of a tunnel, 10 or 15 chains long, through the Big Hill saddle. The strata at this point seem to be identical with those at the Bound Hill. The curves on this portion will be sharp, sor 6 chains radius, but I think the ruling gradient can be reduced to 1 in 50. The river runs in a narrow valley or gorge between Dunkeld and the Horse Shoe Bend, so that there would be a considerable amount of forming required, with occasional rocky bluffs to cut through, but nothing of a serious character. The valley widens out at the Horse Shoe Bend, and contiucs open to Coal Creek, a distance of 25 miles. Both sides of the river aro favourable to railway construction, the eastern one being so flat as to enable the line to be taken away from the bank altogether for 12 or 15 miles. The ranges again close in at Coal Creek, and from that point to Alexandra the river runs between steep banks and gorges, that occasionally present somewhat serious obstacles to the construction of a railway. Without a detailed survey, lam not clear as to which bank is the easier. From Alexandra to Clyde there is absolutely no work, the ground being quite level. The section between Dunkeld and Clyde has a great extent, say twenty-five miles, of heavy formation works, with one or two large river bridges and a great number of smaller ones, but there are no other formidable engineering works, such as tunnels or viaducts. One great advantage is the flatness of the average gradient, about lin 500. With this to start from much of the heavy work can be saved.

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The chief advantage claimed for this route is that it brings the Dunstan District into communication with Dunedin by the construction of a less length of railway than required by any other. The principal objection to it, and one which, in my opinion, is fatal, is that it does not, en route, open up country for settlement. According to the Chief Surveyor there is only 6,700 acres of good agricultural land in the whole Clutha Valley between Dunkeld and Alexandra, and most of what exists is already taken up. Route No. 4.—North Taieri to Cromwell, vid Strath Taieri, Maniototo Plain, Ida Burn Valley, Manuherikia Valley, and Clyde. There are two alternative lines at the commencement of this route. The first leaves the Clutha Bailway at the southern end of the Chain Hills tunnel, and strikes right across the Taieri Blain to tho Mill Gully on the northern side of Arthur's Seat; then up that gully and through the ridge at the top into a small tributary of the Mullochy Gully. The second leaves tho Outram Branch Bailway about 2k miles from Mosgiel, and runs straight on past the North Taieri church to the Totara Gully, on the southern side of Arthur's Seat; then up that gully and through a ridge into the tributary of Mullochy Gully just mentioned, where it joins the direct line from Chain Hills. From this point the route follows down the Mullochy Creek to the junction with tho Taieri Biver, then up the Taieri Biver to the Nenthorn. Here again there are two alternative routes. One continues up the Taieri Valley as before, but the other runs straight from the Nenthorn to a crossing of the Taieri between Blair Taieri Township and Cottisbrook Station, where it also rejoins the line that followed up the course of the river. Blair Taieri, which is about 30 miles from North Taieri by the proposed line, is situated near the southern end of the Strath Taieri Plain. From this point to near Hyde, a distance of 15 miles, it would leave the river about 2 miles, and run straight through the plain ; the country then gets ridgy, consequently the river must be followed somewhat closely to the Taieri Lake. The river is crossed for the second time near the lake, aud the line then runs straight across the Maniototo Plain to the end of the Bough Bidge, passing within 4 miles of Naseb}^. After going round the Bough Bidge it turns down the Ida Burn Valley, and through the Pool Burn Gorge into the Manuherikia Valley, which is followed down to Clyde. Between Clyde and Cromwell, the line follows closely the eastern bank of the Clutha Biver. Without a detailed survey it is impossible to decide as to the merits of the two alternative lines at the commencement of this route, there being so little difference between them. The direct line is 3 miles shorter on the whole distance, but it gives 2 miles extra to make. The saddle on the Totara Gully line is 110 feet lower, but it is somewhat broader, and will in all probability be schist rock, whereas the other is conglomerate or sandstone. Indeed, it is quite possible that a combination of both lines may be found most suitable; the direct one, instead of going up the Mill Gully, may require to go round to the Totara Gully, or the Outram branch line may require to come back to Mill Gully, just as the gradients work in. The height of the saddles at the Totara and Mill Gullies are respectively about 460 feet and 570 feet above the level of the Taieri Plain, or 510 and 650 feet above sea level. Assuming these saddles to be pierced at a height of 300 feet above sea level, which can easily be reached by 1 in 50 or 1 in 60 gradients, I estimate roughly the length of tunnel at Totara Gully as from 20 to 30 chains, and at Mill Gully as from 15 to 25. With the exception of this tunnel, there is no engineering difficulty worth mentioning between North Taieri and the Taieri Biver. The Taieri Biver runs between steep hills and rocky gorges, from the Mullochy to the Nenthorn, a distance of 17 miles, and in a less degree all the way to the Sutton, 5 miles further. It is here that all the really heavy works between Dunedin and Cromwell are met with, the ground for 8 miles being particularly rough and precipitous. There is, however, one thing greatly in its favour, the flatness of the average gradient, which is only about lin 200. With this to work from, almost any obstacle can be avoided ; gullies can be dropped into and bluffs surmounted to the extent of 100 feet in a mile. This is an advantage that never occurred in any part of the rough country on the railways already made. We have always had to work to the ruling gradient, consequently every valley had to be filled up, and every spur cut through. From the information at my command, lam inclined to think the eastern side of the Taieri the easier all the way up ; the slopes may not be much flatter, but there are fewer large streams to cross. It will be advisable to keep generally from 100 to 200 feet above the river bed. This avoids the steeper bluffs, and allows the adoption of somewhat flatter curves than could be used at the lower level. The direct line from the Nenthorn to Blair Taieri entails a rise of 300 feet in 3 miles, with tho same fall in 4; the one along the river is 1J mile longer, but is practically level. Neither of them present serious engineering difficulties, so a detailed survey is required before determining between them. Once at the Nenthorn there are only two points on tho whole distance to Cromwell, 97 miles that entail anything approaching heavy works; these are 7 miles along the Taieri Eiver, near Hyde, and 2 miles in the 800 l Burn Gorge, between the Ida Burn and Manuherikia Valleys; the remaining 88 miles may almost be taken as surface-forming. The ground at Hyde consists of ridges and spurs, that run into the river at various points; they entail a considerable number of short deep cuttings, some of them clay-slate rock, but there is nothing of a serious nature. I have not been through the Pool Burn Gorge, but Mr. Coyle, who reported on the subject to the Brovincial Council in 1875, estimates the total rock cutting at from 20,000 to 30,000 cubic yards. There will be about 15 chains of bridging over large rivers, aud 30 chains of stream bridges required on Eoute No. 4; and the minor watercourses, taken all through, are about the same in number and size as on similar country throughout the colony. Although the average gradient on the first 30 miles of this line is so low, the roughness of the ground will necessitate the adoption of short inclines up to 1 in 60 or 1 in 50, and the curves will be sharp, perhaps 5 or 6 chains radius, but beyond Blair Taieri the ruling gradient need scarcely exceed 1 in 100, and the minimum curve is proportionately increased. The following shows approximately the altitude of the line at various leading points : —

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Distance from Height above Dunedin. Sea Level. Miles. Feet. North Taieri ... ... ... ... ... ... 10 80 Mullochy Saddle ... ... ... ... ... ... 12 300 Junction of Mullochy with Taieri ... ... ... ... 15 150 Nenthorn ... ... ... ... ... ... 32 650 Mount Boss Saddle ... ... ... ... ... ... 35 920 Blair Taieri ... ... ... ... ... ... 38 675 Taieri Lake ... ... ... ... ... ... 65 1,000 EoughEidge ... ... ... ... ... ... 84 1,900 Pool Burn Gorge ... ... ... ... ... ... 96 1,400 Clyde ... ... ... ... ... ... ... 115 540 Cromwell ... ... ... ... ... ... ... 129 700 Beyond accommodating the settlers at North Taieri, and the few miners that find employment at Mullochy and Hindon, there is little to call for a railway on the first 25 miles of this route, but from that point right to the terminus every mile opens up country fit for settlement, and calculated to support a large population. The Chief Surveyor has kindly given me the following as the areas of tho various blocks of agricultural land still in the hands of the Crown : — Acres. Strath Taieri, including Moonlight Flat ... ... ... ... 110,000 Maniototo Plain ... ... ... ... ISO,OOO Ida Burn Valley ... ... ... ... ... ... 70,000 Manuherikia Valley ... ... ... ... , ... ... 120,000 Total ... ... ... ... ... 480,000 In addition to this tho line terminates on the margin of the Upper Clutha Blains, that extend inland to the Wanaka and Hawea Lakes. I have no doubt a railway will some day be extended through those plains to the lakes, and perhaps ultimately to the West Coast, there being no serious obstacle in the way. There is also an easy route from Cromwell through the Lindis Pass to the Upper Waitaki Plains. After fully considering the question in all its bearings, as laid down at the outset, I have no hesitation in saying that, in my opinion, Eoute No. 4 is infinitely superior to any other of the seven hitherto proposed; and further, that it is the best course for a railway that can be got between Croimvell and the seaboard. Mr. Eobert Hay, Engineer to the Taieri County Council, has made a reconnaisance survey of that portion of this route between North Taieri and the Blair Taieri Township. Although Ido not agree with him in taking the line at a low level down the river bed, nor in the estimate he has made, his report gives some additional information on the subject, so I enclose a copy. Boute No. s.—Balmerston to Cromwell, vid Macrae's, joining No. 4 at Strath Taieri. This route follows the leading spurs from Balmerston to the old Stoneburn Station, then the course of the north branch of the Waikouaiti Biver to Macrae's Township, from whence it curves westward, aud runs right down the Moonlight Flat and the creek leading therefrom to the Taieri, where a junction is made with Eoute No. 4. The map shows an alternative line at the commencement. It leaves the main line at the Waikouaiti Township, and follows up the north branch of the Waikouaiti Biver right to Macrae's. Macrae's Township, which stands on a plateau some miles in extent, is 1,600 feet above Balmerston, and the distance is about 16 miles, consequently it can only be reached by a continuous incline, with an average rise of about lin 50. The ground along the proposed line continues tolerably level for about 9 miles, and then drops 1,000 feet in 12 miles. We have thus an exceptionally heavy incline to contend with in both directions. About 8 miles of the distances between Palmerston along the river is very rough and precipitous, something like the Taieri Gorge, but with this important difference, that in the present case every obstacle must be gone through or over. The remaining 8 miles on the Palmerston side has somewhat heavy works, but nothing very serious. The alternative line right down the Waikouaiti Biver is rougher than the one from Balmerston, but it would shorten the distance to the interior by 7 miles, and a somewhat easier gradient could be obtained. The plateau at Macrae's and Moonlight Flat and the slope therefrom to the Taieri are favourable to railway construction. The advantages claimed for this route are facility of construction and the opening up of good country for settlement. I have no doubt it would be cheaper to construct a railway from Balmerston to Strath Taieri than from Dunedin to Strath Taieri, but there would be a large balance on the other side in the expense of working. The cost of raising every ton of goods 1,000 feet would pay for the construction of many miles of heavy line. But independently of this, there is the extra mileage to which the inland traffic would be subjected. The distance from Strath Taieri to Dunedin, vid the Taieri Valley, is 41 miles, of which 7 are made, whereas the distance from Strath Taieri to Balmerston is 37 miles, and there are 41 more to reach Dunedin, which gives a clear balance of 37 in favour of the Taieri Valley route. 12. E.—l.

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As to the land opened out by the Balmerston-Strath Taieri line, all the good country is on the western watershed, and within 8 miles of the Dunedin-Strath Taieri route, consequently it will not want for railway communication if the latter is constructed; and when the importance of the district calls for it, a branch can easily be made from Blair Taieri up the Moonlight Valley as far as required. Boute No. 6. —Balmerston to Cromwell, vid Shag Valley, joining No. 4 on the Maniototo Plains. A detailed survey was made by the Provincial Engineer in 1875 of about 15 miles of this route, and in the same year Mr. Coyle made a reconnaissance survey of the remainder for the Provincial Government, a report on which appears in the "Votes and Proceedings of the Provincial Council, Session 34." Mr. Coyle's survoy embraces the most important part of the route, and his report fairly describes the line obtainable, so it is not necessary for me to enter into so much detail as I have done with some of the others. The line follows generally the direction of the coach road from Palmerston up the Shag Valley and over the Pigroot Eange to the Kyeburn, thence in a straight course to the centre of Maniototo Plain, where it joins Boute No. 4. For the first 10 miles, Eoute No. 6 is through level country presenting no engineering difficulties whatever, but between that point and the summit, which is 2,100 feet high and 20 miles distant, the ground is very rough indeed. It is necessary to have gradients of lin 40, and 5 chains curves on the eastern side, but the western one is much easier. There will be at least five tunnels, as well as other heavy works on this portion of the line. There is a considerable quantity of good low country on this route, and even the tops of the ranges are better than usual. Still Ido not consider the advantage to be gained in opening it up by a railway to be at all commensurate with the enormous outlay required in doing so. I believe, however, that a branch up to the head of the level part of Shag Valley will be found necessary aud advantageous at no distant date. Boute No. 7. —Duntroon to Cromwell, vid the Kyeburn Pass, joining No. 4 on the Maniototo Plain. This line, which is intended to connect Oamaru with the interior, leaves the Awamoa Branch Bailway at Duntroon and, following up the Maerewhenua Biver to within a mile of the saddle. Instead, however, of going through the saddle in the direction of the present bridle track, it turns sharply northward, and pierces the range at what is known as the Kyeburn Pass, at the head of the Otekaik Biver. It then returns to the direct course by a tributary of the Kyeburn, and follows the Kyeburn Valley to the Maniototo Blain. The plain is crossed in a westerly direction to a point opposite Naseby, where a junction is made with Boute No. 4. There are three other alternative lines between Oamaru and the Kyeburn Bass. One contemplates the extension of the Awamoko Eailway to the Otekaik Biver, up which the line runs to the pass where it joins the Maerewhenua route ; the second is an extension of the Waiareka Eailway through the Tables to a junction with the Maerewhenua Valley line, 2 miles below Livingston; and the third leaves the Waiareka Eailway at the Teneraki Station, 7 miles from Oamaru, then keeps about 4 miles more to the south than the last, but joins it before entering the Maerewhenua Valley. Messrs. Thornton and Bull have, at the request of the residents of Oamaru and Naseby, made a reconnaissance survey of this route. I enclose a copy of their report, which gives a fair description of tho line obtainable. Ido not, however, agree with their estimates and some of the other conclusions t hey have arrived at. The valley on the Maerewhenua line, which is the one recommended by Messrs. Thornton and Bull, is quite open up to Livingston, a distance of 10 miles ; but between that point and the watershed, 12 miles further, the river runs in a very rough and precipitous gorge. Sometimes the cliffs rise quite perpendicular from the water's edge. The formation between the Waitaki and Livingston is all soft limestone, but after that right to the Maniototo Blain it is clay slate. Although there is a considerable distance to rise between Duntroon and the summit, it is not all available for easing the gradient or reducing the length of tunnelling at the top. The slopes of the valley below Livingston are too much cut up by lateral gullies t<> admit of the adoption of a high level line ; consequently a gradient of 1 in 73 must be taken up to that point, and 1 in 45 afterwards, instead of 1 in 50 throughout. By the barometer I make the summit of the horse track 2,830 feet high, but the saddle through which the line is taken is upwards of 3,000 feet. It is proposed to pierce this at a level of 2,600 feet by a tunnel a mile in length. Although the earthwork will be generally heavy, there is no special work between the pass and the Maniototo Plain—tho valley on the western side being tolerably open. A gradient of lin 65 and downwards can be got down this side. The Kyeburn tunnel would be through clay-slate of the newer formation. The beds are running parallel with the line, but tilted up westwards, at an angle of from 50 to 75 degrees. Where visible, the rock is so much shattered that heavy timbering and lining would be required to support it. There is a probability of meeting more solid material in the I cart of the mountain ; still it would not be wise to calculate on this. We are therefore committed to the construction of a mile tunnel through hard rock, that cannot stand without heavy timbering and lining, in a country where neither timber nor material for lining can be obtained. Such a work is, in extent, far beyond anything hitherto undertaken by this department. The other works on this route are also of a heavy character, the formation on the 12 miles up the Maerewhenua Gorge would be heavier than any equal distance on the other routes ; and, as already explained, every obstacle must be gone through or over, it being impossible to alter the gradient. The first 8 miles of the line vid Otekaik would be surface-forming, but the remainder of the distance to the pass is similar to the Maerewhenua Gorge, and the tunnel at the top is 1£ miles long. The proposed gradient is 1 in 38, but possibly this might be improved a little by commencing the assent sooner. Both these lines must of necessity have very sharp curves. The second alternative line, that from the terminus of the Waiareka Eailway, at Ngapara, to Livingston, has a tunnel through the "Tables" \\ miles long, so it is unnecessary to consider it further.

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The third line, that from Teneraki to Livingston, passes through an open undulating country favourable to railway construction. Eoute No. 7 would bring Naseby and the Maniototo Blain into communication with Oamaru. but it would open up very little country for settlement on the way. There is some extent of good land between Ngapara or Duntroon and Livingston, but beyond that, right to the Lower Kyeburn Diggings, a distance of 25 miles, there is not, in my opinion, 100 acres fit for the plough ; and as regards what is below Livingston, the construction of a railway would not open it up for settlement in the ordinary sense of the phrase. It has already been sold in large blocks, so little further settlement can take place. Viewed in every aspect, I have no hesitation in pronouncing Eoute No. 7 as one of those least likely to advance the general interests of the country. Having discussed in detail the various routes proposed, 1 shall now recapitulate and compare their leading characteristics. Eoute No. 1, vid Kingston and the. Kawarau Valley, is easy to construct, and its curves and gradients will be easy, but it does not open up good country. It will, however, be useful as a junction when the railway system of Otago is more complete. Boute No. 2, vid Waipahi, Tapanui, and Teviot, is tolerably easy to make and work, but beyond the first 16 or 18 miles, through which a branch is much needed, there is little good country for settlement. Eoute No. 3, vid Lawrence and Clutha Valley, is the shortest to construct, but it will bo somewhat expensive to make, and there is little or no good land opened up by the way. Eoute No. 4, vid Strath Taieri, is the shortest from Dunedin to Cromwell ; its gradients are easy, and it brings all the interior plains into direct communication with the capital and the best harbour. Eoute No. 5, vid Balmerston and Macrae's, lengthens the distance to the interior by 37 miles, and adds 1,000 feet to the height, without opening up much available land. Boute No. 6, vid Balmerston and Shag Valley, misses the rich agricultural land of Strath Taieri altogether. In getting to the Maniototo Plain, it has to go through country 1,500 feet higher than on No. 4. It has severe gradients and curves, and exceptionally heavy works. There is, however, room for a branch to the head of Shag Valley. Eoute No. 7, vid Maerewhenua misses Strath Taieri and does not open up other good country in its place. A height of 1,200 feet is uselessly ascended in getting to the Maniototo Blain, and the works arc heavier than on any of the other routes ; it also lengthens the journey from the interior to Dunedin by 72 miles. Although I have no hesitation in placing the Strath Taieri route first and the Maerewhenua one last or near the last, in order of usefulness, these are the two between which the greatest contrast exists. The residents of Oamaru and Naseby have publicly declared in favour of the Maerewhenua route, chiefly on the following grounds : —That it is much the shortest line ; that it will take the shortest time to make; that it will come close to the Town of Naseby; that it will bring the interior of Otago into direct communication with South Canterbury; and lastly, that it will be the least expensive line. As will be seen by the foregoing table of distances, the first assertion is only correct to a limited extent, and on the assumption that it is of as much importance to the interior to be connected with Oamaru as with Dunedin. Itis difficult to accept such a proposition, for an immense expenditure of time and money must still be incurred before an English ship can lie with safety in Oamaru Harbour. We must, therefore, continue 1o look upon Dunedin as the entrepot for the interior, in which case the Maerewhenua route is the most indirect and inconvenient that can be got. But independently of this it shows little or no advantage in distance. There arc 19 miles less line to construct between Lawrence and Cromwell than between Duntroon and Cromwell, without counting the 21 miles of the Awamoko Eailway, which must be laid with heavier permanent way ; and the total distance between Dunedin and the middle of the Maniototo Plains, via Strath Taieri, is only 6 miles longer than from Oamaru to the same point; but if we consider the gradient the balance is very much on the other side. So far as time is concerned, I have not the slightest doubt that the Kyeburn tunnel would take longer to make than the whole Strath Taieri line. The Strath Taieri line comes nearly as close to Naseby as the Maerewhenua one, and neither of them can be brought within 3 miles of the township at a reasonable cost, as the ground is broken up by long flat ridges and gullies running across the line ; it can, however, be approached by a branch railway coming straight up one of the ridges or river beds. I cannot see that any great advantage is to be derived from a connection between the interior of Otago and South Canterbury; both districts will ultimately have the same products, so no great interchange of commodities can take place. The last argument advanced in favour of the Maerewhenua line —that of being the least expensive —is ono on which, in absence of detailed surveys, I am not prepared to give a decided opinion. Messrs. Thornton and Bull estimate the cost of the Duntroon and Naseby line at £297,800, equal, in round numbers, to £7,500 a mile. No details are given, but I understand this to cover rolling-stock, engineering, and all other charges required in finishing and equipping the line. Mr. Hay estimates the cost of the 29 miles of the Strath Taieri line between North Taieri and the Township of Blair Taieri at £161,000, equal to £5,550 per mile, exclusive of rolling-stock; and in a subsequent report, published since the first part of this was written, he gives the cost of the 33 miles from Blair Taieri to the Maniototo Blains, opposite Naseby, at £136,050, or £4,120 per mile. This brines the total cost of the section between North Taieri and Naseby up to £297,050. or an average of £4,800 per mile. The sum put down by Mr. Hay for the section between Blair Taieri and Naseby is not far wrong, but I think his other estimate, and those of Messrs. Thornton and Bull, are considerably below the mark

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Taking the Maerewhenua line first, the works that cost much the same on all railways —fencing permanent-way, stations, rolling-stock, and engineering — will amount to about £2,700; and the Kveburn Tunnel, at a moderate estimate, will cost what is equal to £2,000 per mile on the whole line; this only leaves £2,800 par mile for formation and bridging, a sum which, in my opinion, is altogether inadequate for the construction of a railway through such rough country, I feel confident 1 hat, instead of £2,800, much of the distance will cost £5,700, which is what was paid for the Bound Hill section of the Lawrence line. By a general comparison with lines already constructed, I should estimate roughly the cost of the Duntroon-Naseby line at £385,000. This includes relaying the Awamoko Branch with heavier rails, but it is exclusive of engineering and rolling stock. On the same basis I would estimate the cost of the line from North Taieri to Naseby at about £370,000, or £15,000 less than the Maerewhenua route. But assuming the cost were the same, and that it was as important to the interior to be connected with Oamaru as with Dunedin, the difference in the gradients alone is sufficient to make a large balance in favour of the Strath Taieri route. This line rises with nearly a uniform incline from its lowest to its highest level, whereas the Maerewhenua one has an unnecessary rise of 1,200 feet in the middle. In conclusion, if it is the intention of the Government to take steps towards constructing a railway into the interior of Otago, I have no hesitation in recommending the Strath Taieri line as emphatically the shortest and easiest route, that will in its course open up the most good country for settlement. As already stated, I cannot without a more detailed survey give anything like a trustworthy estimate of the cost of a railway from Dunedin to Cromwell, via Strath Taieri; but the following, which does not include engineering nor rolling-stock, may be taken as at least an indication: — Miles. £ North Taieri to Blair Taieri ... ... ... 34 ... 230,000 Blair Taieri to Maniototo Blain, opposite Naseby 33 ... 140,000 Maniototo Plain to Clyde ... ... ... 42 ... 170,000 Clyde to Cromwell ... ... ... ... 13 ... 60,000 Total Dunedin to Cromwell ... ' ... 122 ... 600,000 I may add that I believe there is every chance of a railway in this direction being directly remunerative in a very short time. A Select Committee of the Provincial Council of Otago, that was appointed to inquire into the subject in 1873 (see Votes and Proceedings, vol. 32), reported the estimated traffic beyond Lawrence, on a line via the Clutha Valley, to be £73,800 per annum. There is comparatively little intermediate traffic between Lawrence and Alexandra, and I understand the Committee did not calculate on supplying the districts east of Ida Burn Valley, consequently I have no doubt the above estimate is too low for the Strath Taieri line. Whether it is intended to construct the line at present or not, I would recommend that a detailed survey of it be made before the lands through which it passes are sold. I have, Ac, W. N. Blaib, District Engineer.

Enclosure No. 4. REPORT UPON RAILWAYS OPENED POR TRAPPIC. CHRISTCHURCH, DUNEDIN, AND INVERCARGILL SECTIONS. The Shpeeintending Engineee for Constbtjcted Eailways, Southern District, to the Engineee-in-Chiee. Sic, — Superintending Engineer's Office, Christchurch, 27th July, 1877. I have the honor to submit to you the following Eeport upon the Eailways opened for traffic within the Christchurch, Dunedin, and Invercargill Sections. As you are aware, my appointment to the charge of Christchurch Section dates only from the 21st February last, consequently I have not had the time at my disposal to effect a thorough inspection of the main and branch lines, but I hope shortly to be in a position to do so. The appointments of Eesident and Locomotive Engineers are also of recent date, so that I do not expect either of these officers to furnish a detailed report extending over the twelve months. The reports furnished by the General Manager aud Eesident Engineer, Dunedin, and Assistant Engineer, Invercargill, enter fully into details. The traffic on the Dunedin Section was suspended owing to the exceptionally high floods in the month of February, Dunedin to Fort Chalmers Line for two days, and on the Dunedin and Clutha Line for eight days; 14 miles of the main line being completely submerged, and the consequent necessary repairs greatly augmenting the working expenses on tho Christchurch Section. The several stoppages of traffic also caused much public inconvenience through portions of the North and South Main Lines and Branches being flooded. Sums have been placed on the Estimates for the raising of embankments, protective works to bridges, and for increasing water ways, which, when completed, will, I trust, prevent a recurrence of similar disasters. Many complaints have been received from grain merchants and others during the recent busy season, and in many instances with good cause. The grain traffic is an exceptional one, and requires a

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very large supply of wagons to meet it successfully. It has, as will be seen, from the General Manager's Eeport, increased with great rapidity within the past two years, and will no doubt continue to do so yearly. The inconvenience hitherto experienced has, in my opinion, arisen principally from the following causes —viz., insufficiency of rolling stock, break of gauge, and the bad arrangements of the Christchurch and Lyttelton Station yards. The work of assimilating the gauge and relaying the Christchurch yard will be commenced at once, and as a large number of wagons have been ordered from Home, I am sanguine that next year's arrangements will prove more satisfactory to the public. I cannot too strongly urge the advisability of enlarging the Hillside workshops, erecting a new station at Bort Chalmers, and —that which is, in my opinion, most important of all —the completion of the fencing on the whole of the lines from Amberley to the Bluff. The instructions and index to forms were received in the early part of the month of June last, and distributed by Managers to officers and others concerned, and are now in operation. Every precaution has been taken to ensure success to the system, but a certain amount of misunderstanding must be expected at first, as is invariably the case on the introduction of new and extensive changes. I regret having to report that five fatal accidents have occurred during the year to servants of the department while in the execution of their duty —viz., on the Christchurch Section two, and three on the Dunedin and Clutha Section. No accident of any kind has occurred to passengers. It affords me much pleasure to be in a position to bring under your notice the valuable and cordial assistance I have received in the discharge of my duties from General Managers, Eesident and Locomotive Engineers, Assistant Engineers, and other officers, and the employes generally. The Eeports of the General Managers, Eesident and Locomotive Engineers, and Assistant Engineers are respectfully submitted for your consideration. I have, Ac, Wm. Conyees, The Engineer-in-Chief, Wellington. Superintending Engineer.

Enclosure 1. DUNEDIN SECTION. ABSTEACT A.—Maintenance or Wat and Woeks. Miles maintained, 83-36. Per Mile Maintained. Per Train Mile. Proportion of Charge for Superintendence Wages to Inspectors, Repairs, &c. Station Buildings and Fencing Sawn Timber, Tools, Ac.... Tunnels, Bridges, and Culverts Re-laying and ballasting Line and new Sidings £ 240 0 0 11,501 16 4 1,103 14 5 704 11 9 401 19 7 2,460 9 10 £ 2-879 137-973 13-241 8-452 4-822 29-515 d. •253 12-122 1163 ■743 •424 2-593 16,412 11 11 196-882 17-298 ABSTRACT B. —Locomotive Power —Eepaies to Caeeiaoes an: "Wagons. Train Miles, 227,717 ; Shunting, 61,090; Total E ingine Mileage, 188,807. Per Train Mile. Per Engine Mile. Proportion of Charge for Superintendence Wages to Foremen, Fitters, Enginemen, Firemen, &e. Coal ... Oil, Tallow, Waste, and Material for Repairs Painting, &c, Rolling Stock £ s. d. d. 240 0 0 -253 9,789 6 2 j 10-317 3,636 8 4 i 3833 2,171 10 0 2-288 1,064 4 5 1-123 d. •199 8135 3-02:2 1-805 •884 16,901 8 11 17813 14045 ABSTEACT C.—Teaffic Chaeoes. Per Train Mile. Salaries and Wages Extra Labour Boots, Tickets, Stationery, &e. Incidental Expenses Compensation Goods Delivery Service ... Clothing £ s. d. 14,531 6 -1 2,831 4 3 965 13 10 2,028 15 7 151 13 6 1,935 16 8 232 6 9 d. 15-315 2-984 1018 2138 0-160 2040 0245 23-900 22,676 16 8

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Enclosure 1 — continued. ABSTRACT D.—General Chaeges. Per Train Mile. Superintending Engineer, Audit, and Travelling Expenses £ s. d. 1,670 6 10 \ d. 1-760 SUMMARY of Expenses per Train Mile. Abstract A. —Maintenance of Way and Works ,, B.—Locomotive Power, &o. „ C—Traffic Charges „ D. —General Charges d. 17-298 17-813 23-900 1-760 60771 per train mile. TotalJMiles run by Engines „ Train Miles „ Coal consumed ,, ,, per Train Mile „ Time of Engines running ,, ,, under steam „ Average Speed per hour, including stoppages 288,807 miles. 227,717 64,128| cwts. 31-54 lbs. 16.470J liours. 39,823i „ 1383 miles. STATEMENT of Receipts and Expend :tuee for Tear ending 30th June, 1877. To Maintenance of Way and Works, as £ s. d. per Abstract A ... 16,412 1111 „ Loco.-power, Repairs to Carriages and Wagons, as per Abstract B ... 16,901 8 11 „ Traffic Charges, as per Abstract C ... 22,676 16 8 ,, General Charges, as per Abstract D 1,670 6 10 By Receipts from — 291,645 Passengers 2,125 Season Tickets Parcels, Excess Luggage, &c. Storage, Wharfage, &c. Haulage of Merchandise, &c. Rents ,, Sundry Receipts ... £ s. d. 36,682 7 7 2,173 3 7 1,978 7 10 850 19 9 45,155 19 1 979 17 8 1,320 9 11 57,661 4 4 Profit on Working ... 31,480 1 1 £89,141 5 5 £89,141 5 5 Working Expenses = 6' .■68 per cent, of Receipts. Enclosure 2. INVERCARGILL SECTK N. ABSTRACT A.—Maintenance of ¥a: and Woeks. Miles maintained, 1125. Per Mile Maintained. Per Train Mile. Proportion of Charge for Superintendence Wages to Inspectors, Repairers, &c. Station Buildings Sawn Timber, Tools, &e. Bridges and Culverts ... £ s. d. 240 0 0 9,998 0 6 276 8 5 283 18 10 781 13 0 d. 2-133 88-871 2 457 2-524 6-948 d. •362 15064 •417 •428 1-178 11,580 0 9 102933 17-449 ABSTRACT B.—Locomotive Powee: Repairs to Caebiages am . Wagons. Train Miles, 159292 ; Shunting, 44769 ; Total Engine Miles, 2< I4-0C2. Per Train Mile. Per Engine Mile." Proportion of Charge for Superintendence Wages to Foreman, Fitters, Drivers, &c. Coal Oil, Tallow, Waste, and Material for Repairs Painting Wagons, &c. ... £ a. d. 240 0 0 5,339 17 2 3,100 9 6 841 0 0 152 9 0 d. •362 8-016 4-671 1-267 ■229 d. •282 6-28 3-647 •989 •179 9,673 15 8 14-575 11-377

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Enclosure 2—continued. ABSTEACT C—Traffic and Expenditure for Twelve Months ending 30th June, 1877. Traffic Salaries and Wages Books, Tickets, Stationery, &c. Incidental Expenses Goods Delivery Extra Porterage £ s. d. ... 5,885 1 5 203 4 11 530 5 1 628 19 1 652 7 10 Per Train Mile. 8-866 0-306 0-799 0948 0-983 £7,899 17 4 11-902 ABSTEACT D.—Expenditure Chargeable to General Charges. Superintending Engineer, Audit Office, and Travelling Expenses £ s. d. 1,002 4 2 Per Train Mile. 1510 STTMMAKY of Expenses per Train Mile. Abstract A.—Maintenance of Way and Works „ B.—Locomotive Power, &c. C—Traffic Charges „ D.—General Charges d. 17-449 14575 11-902 1-510 45-436 per train mile. Total Miles run by Engines ,, Train Miles „ Coal consumed ,, ,, per Train Mile „ Time of Engines running „ „ under steam „ Average speed per hour (including stoppages) 204,062 159 292 32,330J cwt. 22-72 lbs. 10,514 hours. 24,046 „ 44 minutes. 15-15 miles. STATEMENT of Eeceipts and Expend: :ture for Tear ending 30th June, 1877. To Maintenance of Way and Works, as £ s. d. per Abstract A ... 11,580 0 9 ,, Loco.-power, Bepairs to Carriages and W'agons, as per Abstract B ... 9,673 15 8 „ Traffic Charges, as per Abstract C ... 7,899 17 4 „ General Charges, as per Abstract D 1,002 4 2 By Beceipts from— 82,806 Passengers Season Tickets Parcels, Excess Luggage, &c. Storage, Wharfage, &c. Bents „ Sundry Beceipts „ Merchandise, &c. £ s. d. 13,729 2 4 235 3 6 210 7 3 115 12 11 18 10 6 770 8 10 25,727 0 8 £30,155 17 11 Profit on Working ... 10,650 8 1 £40,806 6 0 £40,806 6 0 Working Expenses=73-i 19 per cent, of Beceipts. Enclosure 3. CHRISTCHURCH SECTION-OAMARU. STATEMENT of Eeceipts and Expenditure for Seven Months ending 31st January, 1877. To Maintenance of Way and Works ... „ Working of Engines, Bepairs to Boiling Stock „ Traffic Charges „ General Charges £ s. d. 2,150 1 5 5,039 18 2 2,564 12 3 668 2 9 By receipts from 20,474 Passengers „ Season Tickets „ Storage, &c. „ Parcels, Excess Luggage, &c. „ Haulage of Merchandise „ Sundry Eeceipts £ s. d. 3,436 1 3 9 2 6 90 13 8 159 10 6 7,497 4 8 490 7 7 Profit on working £10,422 14 7 1,260 5 7 £11,683 0 2 £11,683 0 2

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Enclosuri 4. rEDiir, Invebcari ull, and •ahartt Sections, 30th June, 3alance Sheet for .877. 'welve Moi iths ending 1877. July 1 £ s. d. £ e. d. £ s. d. 139,791 14 7 To Balances brot. forward,. — Dunedin Section Invercargill Oamaru 3,429 15 4 896 12 4 96 7 6 4,122 15 2 July 1, 1876, to June 30, 1877. By Bank of New Zealand „ Claims Paid — Dunedin Section ... Invercargill Section Oamaru Section ... 208 14 4 7 0 0 99 4 9 314 19 1 July 1, 1876, to June 30, 1877. Passengers Parcels Excess Cloak-room Season Tickets ... Goods Haulage Storage Rent Live Stock Weighbridge Express License Fees Advertisement Space Sundries Dunedin, Portobella, and Ocean Beach Railway Hill-side Workshops Port Chalmers do. Invercargill do. Jetty Dues Water Supply ... 53,847 11 2 1,798 10 10 447 4 1 102 10 6 2,417 9 7 78,165 15 6 321 11 2 351 13 11 979 17 8 214 8 11 330 12 5 „ Milton Pottery Company, written off by Provincial Government „ Oamaru Harbour Balance transferred to Christchurch 120 11 0 950 13 9 1,071 4 9 25 0 0 „ Balance — Dunedin Section Stations Dunedin Section Rents ... ' Invereargill Stations 3,782 5 11 39 18 0 1,379 8 3 399 16 0 693 6 3 4,875 8 2 964 7 10 93 17 11 68 13 8 0 12 6 71 9 6 9 18 0 141,630 11 5 146,053 6 7 146,053 6 7 traf: Enclosure 5. DUNEDIN SECTION. 'IC Return from all Stations for Year ending 30th June, 1877. Table No. i. Forwarded Tonnages. Tadle No. 2. 1877. cormspoxding Period. Increase. IKCRKASE. Description. 1877. ug,s," Description. No. Value. No. Value. No. Value. No. Value. £ s. d. 36,682 7 7 > £ s. d. 36,636 3 5 I £ s. d. 46 5 2 £ s. d. Merchandise Flax Iron, &c. Coal Other Mineral ... Grain—Wheat ... „ Oats Barley ... Flour ... Other Produce ... Firewood Heavy Timber ... Sawn Timber ... Wool Livestock Carriages Tons 50.363 <ll 33.442 30,826 6,6u 6,084 420 3.053 3.691 48 40,042 1,188 29,879 13.S26 5,288 5.847 306 5,326 2,148 146 Passengers I. Single II. Single I. Return II. Return Season Tickets Parcels rioak-room Excess Luggage Livestock Merchandise ... Storage Wharfage Labour Rent ... Jetty Dues UYi^hhridge ... Sundries Excess License Fees Advcrtisingspace Dunedin. Peninsula,and Ocean Beach Railway Hillside Workshops Port Chalmers Workshops Unclaimed Moneys 43,577 I44.53O 31,778] 81,760 2,135 I a.'73 3 7 1,448 11 9 97 13 1 432 3 o 86 9 5 45,069 9 8 216 16 10 \ 695 9S> 19 9 '.M7 7 5 79 11 11 335 7 9 97 18 2 35.3S4 1 6 23 18 11 129 6 6 A1,221 3 10 3O1 4 4 18 I 3 96 IS 3 Trucks Tons 100 ft. Bales Trucks 101,046 32,008 68 81,830 39,806 54 8 9,685" 8 3 192 17 n 11 8 9 129 6 6 321 11 2 979 '7 8 312 II 9 154 3 o 18 o o 72 IS o 224 9 6 38 9 10 21 o o 321 II 2 907 2 8 88 3 3 115 13 ' 300 21 7 6 964 7 10 5 o o 16 7 6 964 7 10 93 17 » 93 17 " 68 13 8 68 13 8 7 3 6 7 3 6 89.141 5 5 75.154 12 » 14,137.12 o 150 18 9

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Encli >sure 6. INVERCARG ILL SECTION. traf: IC Return from all Static ins for Year endir Ig 30th J: me, 1877. Table No. i. Forwarded Tonnages. Table No. 2. 1877. Cori Pep RESPONDING HOD, 1876. ncrease. iecrease. A Description. 1877. Description. Nn. Value. No. Value. No. 1877. No. 1877. Merchandise Flax Iron, &c. Coal Other Mineral Grain—Wheat ... „ Oats „ Barley ... Flour Other Produce ... Firewood Heavy Timber ... Sawn Timber Wool Live Stock Carriages Tons S.S87 136 420 691 4,184 ',381 3.574 193 684 617 >.a43 97,931 4S,I3° 89 s 11,677 37 272 243 3,327 96S 1,183 322 394 34O 273 Passengers I. Single II. Single I. Return II. Return Season Tickets Parcels Cloak-room Excess Luggage Live Stock Merchandise ... Storage Wharfage Labour Rent Jetty Dues Weighbridge ... Sundries Water Supply ... Advertising Space Workshops £ s. d. 13.729 2 4 £ s. d. 13,502 7 6 £ s. d. 226 14 10 £ s. d. 8,714 So, 250 3,889 19.9S3 S Q0 335 3 6 210 1 3 64 17 o 99 1 2 1 14 o 170 6 6 III 6 I 1 14 o 119 6 3 25,607 14 s 44 3 5 7813 6 25,627 11 10 240 200 40 12 9 19 11 5 Trucks Tons 100 ft. Bales Trucks 66,448 23,9H 90 41 19 S 200 71 9 6 759 18 4 9 18 o 18 10 6 012 6 40,806 6 o 5° iS 6 20 14 o i'ii 6 800 24 12 7 39.463 8 7 7S9 18 4 8 6 6 1010 6 24 1 o 4} 11 6 1,390 8 II Enclosure 7. OAMARU SECTION. TRAFFIC RETIJ: iN fro all Stations for Seven Months ending 31st anuary, 1877. Table Bo. 1. FoeToi IVAEDED WAGES. Table No. 2. Value. No. Value coeeespohdING Pebiod. Description. 1877. Corresponding Period, 1876. Description. No. Merchandise Flax Iron, &e. Coal Other Mineral ... Grain —Wheat ... „ Oats „ Barley ... Flour Other Produce ... Firewood Heavy Timber ... Sawn Timber ... Wood Live Stock Carriages Tons 7,842 1,186 Passengers,—I. Single ... II. Single ... I. Return ... II. Return ... Season Tickets... Parcels Cloak-room Excess Luggage Live Stock Merchandise ... Storage Wharfage Labour Rent Jetty Dues Weighbridge ... Sundries Express License Fees £ s. d. i 3,436 1 3 £ s. d. t> 407 3,500 1,513 2,861 2,427 1,248 3,133 1,138 117 2 5,262 10,671 1,085 3,456 J) J> M ft Trucks Tons 100 ft. Bales Trucks 27,038 8,761 49 996 378 8 409 26 91 1,060 4,918 3 9 2 6 139 12 0 4 17 5 15 1 1 8 13 3 7,488 11 5 90 13 8 4218 10 **. CO r-t ■ Q o o a I fa <2 6 s o j) 18" 0 8 465 6 11 7 0 0 £11,683 0 2 Enclosure 8. NUMBER of Miles of Railway open for Traffic. Miles. Chains. Christchurcb. Section Dunedin „ Inrercargill „ 376 83 128 8 29 12 49 Total 587 13—E. 1.

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Enelos sure 9. COMPABATIVE State :ent of Tonnage and ] 30th June, Number of Passs: 1877. ;ngeks f( ir Two Tears ending Months. Miles ' Open. 1871 77. Miles Open. 1875-76. Month?. Number of Passengers. Goods. Tons. Number of Passengers. GrOods. Tons. July August September October November December January February March April May June 255 259 263 279 362 366 380 53,857 52,382 58,925 59,398 82,548 75,439 88,570 67,818 90,125 87,948 76,003 65,572 20,777 22,711 20,037 18,106 23.013 17,781 24,341 23,582 52,017 49,0(38 48,014 38,421 July August September October November December January February March April May June 170 200 209 224 215 45,290 42,711 43,053 50,648 72,264 65,239 76,178 64,519 70,018 79,665 52,038 53,084 16,599 17,(>81 20,383 19,995 16,484 19,683 17,923 21,554 34,047 30,110 39,703 25,511 Total 858,585 357,928 Total 714,706 279,673 Analysis of above Statement. Merchandise. Passengers. Description. 1877. Tons. 1876. Tons. Increase. Tons. Description. 1877. No. 1876. No. Increase. No. Wheat Oats - Barley Flour Other Agricultural Produce Coal Other Minerals Timber Wool General 66,682 23,682 10,696 12,766 16,458 41,553 9,013 63,946 11,778 101,354 357,928 38,044 20,066 9,498 5,320 7,079 40,570 5,043 61,090 6,642 86,321 279,673 28,638 3,R16 1,198 7,446 9,379 983 3,970 2,856 5,136 15,033 78,255 1st Class, Single 2nd „ 1st „ Return 2nd „ 88,825 295,947 127,837 345,976 75,091 244,975 103,920 290,720 13,734 50,972 23,917 55,256 Totals Totals 714,706 143,879 858,585

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.A-iFiPiEnsriDiix 13. ANNUAL EEPORT ON ROADS, BY ASSISTANT ENGINEER-IN-CHIEE. The Assistant Engineeb-in-Chief to the Hon. the Ministee for Bublic Wobks. Sic,— Public Works Office, Wellington, 30th June, 1877. I have the honor to forward my annual report on road work executed during the past year under " The Public Works Act, 1876," up to the 31st May. The expenditure on new works has been very limited, and many roads formerly maintained by the General Government have at intervals during the year been handed over to the counties in which they are situated. Those roads which have not been so handed over have been maintained at as lowr a rate of expenditure as was compatible with keeping them open for traffic, and those in purely Native districts have been mostly kept in repair by parties of the Armed Constabulary. I shall only describe those roads in each district on which new work has been executed, the information being supplied by the Engineers in charge of the respective districts. EOADS NOETH OF AUCKLAND. (T. Heale in charge till 17th January; James Stewaet after that date.) Bay of Islands. —The cart bridge described in last year's report as being in progress has been completed, as well as the approaches to it. Its total length is 121 feet, with a central span of 41 feet. Mahurangi. —Section No. 5 of the Mahuraugi and Port Albert Eoad has been completed, the work consisting of 164 chains clearing and forming. Section No. 1a of the same road has also been completed in the same manner, 142 chains; also 15 chains of formation in extension of No. la, and five bridge culverts. State of the above for traffic good. Provision has been made for road works in the seven Counties North of Auckland, by apportioning the sum of £15,200 in the following manner, and for the purposes described, viz.:— £ s. d. Waitemata County, Main North Eoad ... ... ... 500 0 0 Eodney „ Waiwera „ ... £500 0 0 „ " „ Main „ ... 4,000 0 0 4,500 0 0 Hokianga „ Taheke Bridge ... ... ... ... 1,000 0 0 Hobson „ Main Eoad ... ... £500 0 0 „ Wairoa „ ... ... 500 0 0 1,000 0 0 Whangarei „ Wairua Bridge ... ... £1,200 0 0 „ „ WaipuEoad ... ... 1,000 0 0 „ Wairoa „ ... ... 1,000 0 0 Main „ ... ... 2,000 0 0 5,200 0 0 Bay of Islands „ Main „ ... ... ... ... 1,500 0 0 Mongonui „ Main „ ... ... ... ... 1,500 0 0 A Surveyor, Mr. Fairburn, is now, and has been for some time, employed in laying off the main line of road, and in preparing plans and specifications for the works required. Copies of these are being furnished to each County for the works within its boundaries, and the Counties arc proceeding with the works. Subveys Completed. These are as follow, namely,— Mahurangi. —Eoad line from section 5, Mahurangi and Bort Albert Eoad, to Albertland Settlement, 64 chains; Bort Albert and Waiptt, 18J miles (ready for tender), a break of 7 miles unsurveyed and 8 miles completed ; Warkworth to Buhoi, 16J miles (ready for tender) ; Puhoi to Waiwera, 4 miles 10 chains (ready for tender). Whangnrei to Kawakawa. —Section of Wairua Eoad for Whakapara Bridge, and section of Nga-ruwahine-Waipunga Creek, —the latter awaiting design for bridge. Bay of Islands. —Bridge crossing, Paheke, and 3 miles of road as approach, awaiting design for bridge. Ec-staking the road line from Black Bridge (Waiaruhe) to Kawakawa (ready for tender). Helensville. —Eoad line from Waimaukau Station to Kaukapakapa Eoad, 74 miles (ready for tender).

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BAT OF PLENTY AND WAIKATO. (A. C. Tuenee in charge.) Tauranga—Taupo Road. —One 6-foot bridge erected, and four cottages built alongside road for maintenance-men. Tauranqa-Katikati. —Second division, beyond Aongatete, 16 miles. The Armed Constabulary, up to near the end of January, at which time they were withdrawn, had formed about one mile of road over a very bad portion of the line. Excavation, 4,381 cubic yards. Eight large box culverts erected, and one chain of fascines laid down; also one plain bridge, 12 feet span, erected over Tuapo Biver. Maketu-Rotorua.- —One plain bridge, 16 feet span, built over the Ngae Biver. Galatea-Opepc. —A little work has been done by Natives in extending this, amounting to 1,011 cubic yards. Whakatane-Te Teko. —-Upwards of 40 chains of new road have been formed by Natives, the work consisting principally of forming an embankment across a swamp. Earthwork, 18,675 cubic yards. Rotorua-Tarawera. —Twenty-six culverts have been placed to drain side-cuttings. Cambridge-Taupo —Eeported last year as surveyed, all but the levels. In December a party of Armed Constabulary, under Captain Morris, was placed on this line, and, up to the end of March, the latest report stated that 9^ miles of 10-foot road had been formed. Earthwork, 13,665 cubic yards; rock, 28 cubic yards. One plain bridge erected over Pokaiwhenua Eiver, 25 feet long. Two other bridges of 20 feet span, two temporary bridges, and several culverts. Opotiki-Ohiwa Road. —The Waioeka Bridge was partially destroyed by a flood in November, 1875; instructions have lately been issued to have the bridge repaired and restored, at an estimated cost of £460. Opotiki-Torere Horse Road. —Three chains of side-cutting completed, on an old contract. Whakatane Valley Road. —On this the Natives have formed 50 chains of road 18 feet wide, and 6 miles 23 chains 10 feet wide, making a total of 100 chains 18 feet wide, and 970 chains 10 feet wide, and completing the road with the exception of the bridging, the timber for which is cut. Opotiki-Poverfg Bay Horse Boad. —This is now completed from Opotiki to the Motu Eiver, and the Motu Bridge is finished under contract: it is a truss bridge, 66 feet span. South of this there yet remain about 7| miles of deviation to be finished. The length now completed is 78 miles. During last year the Armed Constabulary have formed, north of the Motu, 7 miles 30 chains through bush, and maintained about 38 miles. Earthwork, 18,827 cubic yards. One small bridge erected, and twenty-five culverts. Bock excavations under contract: Hard, 3,530 cubic yards; soft, 1,041 cubic yards. South of the Motu the Armed Constabulary have formed 130 chains of road, and erected four large and three small stone culverts. Earthwork, 4,288 cubic yards; solid rock, 34 cubic yards; and loose rock, 111 cubic yards. Thames-Katikaii. —Through Ohinemuri Gold Field, from Te Puke Landing, on Thames Biver, to junction with Tauranga-Katikati Eoad, near Katikati, 20$ miles. About If miles of this have been formed, during the year, by the Armed Constabulary; also one bridge 25 feet long, and one 18 feet long. Earthwork, 3,777 cubic yards. Total length of road completed, 10' miles. Cemetery Breakwater, Tauranga. —This has been extended southwards 45 feet. Masonry, 495 cubic yards ; earthwork, 175 cubic yards. Total length of wall, 465 feet. Work now complete. Public Buildings, supervised during year. —Telegraph and Post Office additions, Maketu Native School,^Omaio. Waikato. Hamilton-Cambridge. —Completion of embankment over Martyn's Creek culvert, and fascining 6 chains of road ; also erection of 6 chains of post-and-rail fence. Cambridge—Ohaupo. —A truss bridge of 120 feet span has been erected over the Waikato at Cambridge by the Provincial Government, the General Government contributing one-half the funds. Alexandra Bridge, across Waipa Eiver. —This has been repaired by the local Highway Board after damage by a flood, the General Government assisting by a contribution of £190 —one-half estimated cost. NAPIEE TO TAUPO ; TAUPO TO ATIAMUEI (WAIKATO) ; ALSO, WAIROA, BOVEETT BAT, AND EAST COAST DISTEICT. (E. H. Bold in charge.) Kaiwhaka-Taupo. —Ordinary maintenance works have been carried out on this section, but attention is drawn to the fact that the bridges and culverts on this road in which rimu was used, 1872, (totara not being then obtainable), are rapidly decaying, and require immediate attention. The Bangitaiki and Upper and Lower Waipunga bridges should be repaired at once. Wairoa-Gisborne (Inland Bridle Boad). —On this lino 5 miles of new track have been formed by Native labour, and heavy slips cleared off the old portion. Three plain bridges have been built, of a total length of 60 feet. The road is now open for traffic. Waipaoa Cart Bridge. —The tenders received for this work being too high, a fresh site was selected about a mile further up the river, where the crossing was much narrower, and tenders were called for a bridge at this place. The lowest of these was accepted, the contract price being £2,987 15s. A new road to this site has also been laid off. Kopua-Norsewood, via Te Whiti (3J miles). —This road has been surveyed, and one-half the work let —viz., bush-clearing and formation. The other half will be let shortly. The road is intended to connect the southern end of the railway, Kopua, with the main road.

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MANAWATU DISTRICT. (J. T. Stewabt in charge.) Only maintenance works have been carried on in this district, the part of the main road lying within the Manawatu Gorge requiring special attention. MASTEETON TOWAEDS MANAWATU GOEGE. (Alex. Muneo in charge till 31st August, 1876; J. D. Baied in charge since that date.) Opaki-Manawatu. —In last year's report this road was described as having been formed throughout between Opaki and the Manawatu crossing, 40-J- miles, of which 8i- miles had also been metalled, and other metalling contracts were then in progress. Between Opaki and Masterton a new line of road has been laid off and formed —namely, from Opaki to a point on the old main road, 3 miles 61 chains in length. A contract has also been let for metalling a portion of this, 200 chains in length, but the work is yet uncompleted. Woodville-Manawatu. —The metalling contract reported as being in progress last year has since been finished. WOBKS FOE WHICH BeOVINCIAL ApPEOPBIATIONS HAD BEEN MADE, TAKEN OVEB AND CAEEIED OUT by Geneeal Government. (J. D. Baied in charge.) Opaki-Manawatu. —Contracts for metalling the remaining portions have been let —namely, sections 8 and 9, to Messrs. Nathan and Wilkie, 16 miles 40 chains ; and sections 10 and 11 to Mr. Oakes, 11 miles 55 chains: total, 28 miles 15 chains. Sections 10 and 11 are completed, and sections 8 and 9 very nearly so, the contractors being obliged to suspend work on account of wet weather. One contract extending over 200 chains, and another for 60 chains, have also been let for re-metalling some of the older portions of the road, which had been cut up during the other metalling contracts. A portion of last year's contracts for metalling not having been completed, the contractor stating his inability to carry out the work, it has been re-let —142 chains. Very little, however, has yet been done on it. Mauricerille Road. —This branches from the Opaki—Manawatu Boad, and the work of clearing and forming it has lately been let in eight contracts, a total length of 2 miles 7383 chains. The bridges on the same road have also been let by contract —namely, two of 25 feet each and one of 33 feet. Punts. —Punts have been built to be placed at the crossings of the Mangatainoko and Manawatu Eivers, on the Opaki-Manawatu Eoad, and the wire ropes for working them have been provided, but owing to some difficulty with the Native residents some delay has taken, place in erecting the posts for the wires and getting the punts to work. It is hoped, however, that this difficulty will soon be obviated. Masterton-Alfredtown Road. —The contract for felling bush on this road has been completed, 100 chains. Bangituma Road. —On this road contracts for felling bush have also been completed, 467 chains; and 370 chains are yet in hand. Mangapakeha Road. —The contracts for felling bush on this road, 309 chains, are expected to be finished by the end of July. Three bridges have been built, 45 feet, 40 feet, and 70 feet respectively. Lower Tauherenikau Bridge. —This work is expected to be completed next month: its length is 504 feet. The western approach is also yet unfinished, but the work of forming it is being prepared for tender. Manawatu Bridge. —Near Palmerston North, 835 feet in length. It is expected that this contract will be completed about the end of July. The earthwork for the approaches is not included in the contract. Bangitikei Bridges. —Bespectively 375 feet and 690 feet in length, both on the same line of crossing. The contractor is proceeding with the delivery of the timber for the superstructure. The ironwork for the piers, Ac, has been ordered from England, but has not yet arrived. Waiohine Bridge. —On main line of road, Wairarapa, 120 feet long. This work is completed. Tauherenikau Bridge. —On same main line of road. Bepairs completed. Beclamation Contract, Wellington Harbour. —This work is progressing in a satisfactory manner; at the last measurement there were about 32 acres completed out of 48 acres 2 roods 30 perches, and the timber breastwork is nearly finished. Main Boad, Wellington-Masierion-Manawatu. —The state of repair is on the whole satisfactory. Considerable slips have occurred on the Rimutaka and in the Forty-Mile Bush, but the cost of maintenance has nevertheless been kept within the limits allowed. Bunnythorpe Boad. —Bush-felling: 224 chains have been completed on this line; also 161 chains of formation. Boads North of Fell ding. —Bush-felling: 300 chains completed; and contracts for 200 chains and 490 chains yet in hand. Moutoa Swamp. —Eoads and Drains: Two contracts for making main drain have been completed, 74 chains; and two others for 160 chains are still in progress. WEST COAST EOAD, BATEA TO BUKEAEUHE; ALSO MOUNTAIN ROAD. (O. Caebington in charge.) Pukearuhe to New Plymouth. —A bridge over the Mimi on the main line of road has been built by a party of Armed Constabulary under Captain Messenger. The bridge is 110 feet long and W\ feet wide, consisting of 4 spans of 20 feet each, and 2 of 15 feet each; the piers consist of five piles each, driven very deeply into the soft muddy bed of the river.

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West of the Mimi a road has been laid off, levelled, and pegged, 165 chains, and a working plan and specifications handed to Captain Messenger, whose men are engaged on the work. TJrenui Bridge. —Some of the piers of this bridge after it had been opened for traffic began to sink in the mud of the river-bed, but this was arrested by depositing heavy stones around the piers, and the work now stands firm. Mountain Bond. —At the southern end a contract for gravelling 69 chains has been completed, and a further contract of 140 chains of gravelling has been let: of this, 89^ chains have been finished, but wet weather stopped further work this season. Peovincial Government Wobks taken oveb and Wobks completed dueing the Tear. Waitara-Urenui. —Thirty chains of road formed north of Onaero, 9,000 cubic yards of earth and rock; twenty-two culverts erected between Onaero and Waitara; also, two cart bridges —one plain, over Waiau Stream ; one trussed, over the Onaero. Inland Boad. —The contracts on this (8 miles 56 chains in all) have been completed, and the road is now open for traffic. South Road, Oakura to Stony River. —Two formation contracts, two gravelling contracts, and one metalling contract, reported as having been let last year, have been completed. Bridge Site, Tipper Waitara. —Ground examined and site for bridge selected on line of road between lluirangi and Tikorangi; also, survey of road made, aud subject specially reported on. EOADS IN WESTLAND. (C. T. O'Connoe in charge.) Dray Boad, Greymouth-Arnould. —Deviation at Wallseud, length 34 chains, formed 17 feet wide, metalled 12 feet wide and 12 inches thick. This deviation was made to avoid two crossings of the Brunner Eailway, and lies along very steep, rough, and rocky ground. One-half of the cost, including maintenance to 30th April (viz., £231 6s. 3d.), was paid by the Greymouth Coal Company, which benefitted by its construction. It was handed over to the county at the above date. Horse Road, Bowen-Okarito. —Section 6, south end, 2 miles 71 chains. To be formed 10 feet wide, and metalled 5 feet wide and 8 inches thick. This was let as a contract on 25th November, 1876, and on its completion the southern end of the Bowen-Okarito Eoad will be open from the Wataroa Eiver to the Okarito Lagoon. The work consists of 231 chains clearing, forming, and metalling; 41 lineal feet of culvert covering ; and maintenance for three months. The contract sum is £654. The clearing and 211 chains of forming are now completed. Section 4, North End. —Three miles. This is now open for tender, the work being of same style as No. 6. It consists of 240 chains of clearing, forming, and metalling; 124 lineal feet of culvert covering; and one bridge, 41 feet span. The work lies principally along steep hill-sides. The remainder of the Bowen-Okarito Eoad is now being surveyed and prepared for contract, in three-mile sections, one of which maybe ready every fortnight; the distance yet to be surveyed is about 23 miles. Coach Boad, Hokitika-Christchurch. —The maintenance of this road from the Bangiriri to Arthur's Bass, about 32 miles, was taken over by tho General Government on 21st April, 1877 ; and the charges for maintenance, which were all outstanding from and after Ist March, 1877, were paid by the General Government from that date. A considerable amount of work has been required to keep this road open for traffic, owing to heavy floods and slips. These have been attended to promptly as occasion arose, and a large party is now at work repairing the damages caused by one of the late heavy rains. The cost per month for maintaining this road has been estimated at £175, which sum has accordingly been authorized. NELSON SOUTH-WEST GOLD FIELDS. (A. D. Dobson in charge.) Inangahua to Boatman's, Dray Boad. — Of this, one mile has been executed during the past year, thus completing the road, which is 4 miles 13 chains in length. Stock Boad, by way of Ada Saddle. —This is a new track which has been opened between the Grey Valley and the Upper Waiau, Amuri, by way of Cannibals' Gorge, Upper Maruia, and the saddle between this and the Waiau. Works executed :11 miles of bush track, 8 feet wide, and 2 miles of side-cutting, 4 feet wide. All the timber has been cleared in Cannibals' Gorge, and a sheep-track cut over the spurs, to avoid the gorge and the river. Amuri Stock Boad, by way of Ahaura Saddle. —Works have been done on this road as follows, viz.: —On east of saddle, bush-cutting, 33 feet wide, 4 miles 17 chains ; side-cutting, 6 feet wide, 47 chains. On the west side of the saddle the road has been improved to avoid the river in many places, and the long cutting, from the top to the foot of the saddle, well cleared out. Main Boad, Greymouth- Reef ton. — The unfinished portion of this, lying in the valley of the Little Grey, was estimated to cost about £4,000; this sum was placed at the disposal of the Inangahua County Council, who have had the necessary surveys made, and the work prepared for public tender. Works commenced undee Beovincial Aeeangements, and caeeied on by Geneeal Goveenment. Improvement of Main Boad, Butter Valley. —This work extends over a distance of about 20 miles 29 chains from the Biver Dee upwards. It has been let in contracts, and consists of general improvements of the dray road, clearing slips, water-tables, and drains, widening road where necessary, improving grades, occasional metalling, Ac. The work has not yet been taken over, being still in hand. Little Ohika Bridge.—Wovk still in hand. Approaches to Punt Crossing below Lyell. —Work still in hand. When these latter works are completed—as they will be shortly—the road from Westport to Beefton will be in a state to allow coach traffic.

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WORKS IN CANTEBBUET BEOVINCIAL DISTEICT INITIATED BT THE LATE PEOVINCE, AND SINCE CAEEIED ON BT THE BUBLIC WOBKS DEPAETMENT. (G. P. Williams in charge.) Bangitata Boad Bridge Repairs Contract. —This work has been completed and the bridge reopened for traffic, but the maintenance of it is yet in the hands of the contractors. It includes the construction of protective groins, faced with concrete blocks, at each end of the bridge; the groins themselves being further protected by heavy concrete blocks placed at random, each from one to two cubic yards in bulk; —also about 30 chains of road embankment, formed and metalled 20 feet wide. Ashley Gorge Bridge Approaches, Glentui. —-This work is about two-thirds completed. It consists of the formation of an embanked approach to Glentui Bridge on the southern bank, about 4 chains long; and a deep cutting through the terrace on the northern bank, about 10 chains long, grade lin 12, and 12 feet wide. Malvern Hills Road. —This work is on the point of completion. It includes 1 mile 74 chains of road, with culverts and small bridges ; metalling not included. Pig Saddle Road. —Formation of 2 miles 56 chains of road, without metalling. Work just about finished. Cow Road, Little Akaloa.- —Work completed at schedule rates by contract, 89 chains of side-cutting on grade 1 in 11. West Coast Road Repairs. —About 50 miles of this road, up to the top of Arthur's Bass, has been maintained by day labour at a cost of about £120 per month, not including new metalling. Hagley Park Roads Repairs. —These are being maintained by day labour, at a cost of about £20 per month, not including new metalling. Length, about 4 miles. Sumner Road Improvements. —This contract includes the widening and metalling of about 14y chains of road through rock-cutting, and is nearly completed. In addition to the above road works, Mr. Williams has latterly supervised the following works: — Okain's Bay Jetty, Banks Peninsula. —Completed. Waimakariri Gorge Road Bridge, with Approaches. —Still in hand. Malvern Waterworks Contract. —Still in progress. Lyttelton Harbour Works, including Officers' Point Breakwater. —Completed, but still in contractor's hands for maintenance. Gladstone Wharf Extension. —Nearly complete. Intermediate Jetty Extension. —Completed, but still under maintenance by contractors. Screw-Pile Jetty Extension. —Work not commenced. GENEEAL SUMMAET. Works completed and in progress since commencement of public works under the Act of 1870 (not including provincial works taken over), viz.,— North Island: Dray roads, 1,195 miles ; horse roads, 554 miles : total, 1,749 miles. Nelson South-West Gold Fields : Metalled dray roads completed and improved, 71 miles 20 chains ; horse roads, 71 miles 40 chains, completed and improved. Westland: Dray roads metalled complete, 72 miles 27 chains horse roads, 66 miles 75 chains, completed and in progress. Totals for both Islands : About 1,338|- miles of dray road and 692', miles of horse road, or about 2,031 in all. I have, Ac, John Blackett, The Hon. the Minister for Public Works. Assistant Engineer-in-Chief.

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ANNUAL EEPORT OF THE CHIEF INSPECTOR OF MACHINERY. The Chief Inspectoe to the Hon. the Ministee for Public Woeks. Office of the Chief Inspector of Machinery, Wellington, Sic,— 18th July, 1877. In presenting the Third Annual Eeport on the working of the Inspection of Machinery Department, for the year ended 30th June, 1877,1 have the honor to state that the Act is working satisfactorily. The boilers generally are in a much improved state since the Act has been in force. The number of boilers inspected during the year has been 1,090. Of these, 40 have been under repairs, 14 have been found in a dangerous state, 7 have been condemned altogether. The only explosion which occurred during the year took place at Kumara in November last, fortunately without injury to any one, or any very serious result. It was the boiler of a tramway locomotive, but having proved a failure for that purpose, was laying idle at Hokitika. The owner, on the Inspector's visit, refused to have a certificate, and the boiler was not inspected on that account. Shortly after the rush to Kumara set in, this boiler was used to work a saw-mill, when the explosion took place —a purpose for which it was quite unsuited, in not having sufficient power. It was a field boiler; half the crown gave way and shot towards the bush, taking the funnel with it. There is no direct proof as to the cause of the explosion, but there is every reason to believe that it was caused by excessive pressure. The accidents to men employed about machinery that have occurred during the year wore not preventable by fencing or by inspection. The Inspectors are frequently applied to by boiler owners (especially when visiting isolated districts), and their superior knowledge and experience enables them to advise as to the laying down new boilers, and the best, safest, and most economical method of working them. The condition and the fencing in of machinery have also received the special attention of the Inspectors, with beneficial effect. The Provincial District of Hawke's Bay has been brought under the Act during the year, and now all boilers and machinery in the colony are periodically inspected. I forward herewith returns showing the number of boilers and the different kinds of machinery inspected in the various districts during the year; the amount of fees collected ; and the cost of working the department. I have, Ac, The Hon. the Minister for Public Works, J. Nancaeeow, Wellington. Chief Inspector.

Enclosure No. 1. Rettjen showing the Amount of Fees collected in the Inspectoe of Machineet Depaetment during the Financial Tear ended 30th June, 1877. Name of District. Amount Collected. Otago Canterbury ... Auckland Wellington ... Marlborough Taranati Nelson North Nelson South Westland Hawke's Bay £569 431 449 252 95 15 85 29 47 50 0 0 0 0 0 0 0 0 0 0 0 o 0 0 0 o o 0 o 0 Total • •• £2,024 0 0 Enclosure No. 2. Return showing the Cost of Wobking the Inspection of Machu Financial Tear ended 30th June, 1877. :et Depaetment during the Nature of Expenditure. Amount Expended. Salaries Travelling expenses Sundries £1,230 0 456 13 28 2 0 5 6 Total £1,714 15 11 14—E. 1.

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Jinc. Losure JNo. 6. Eetttbn showing the Number of Boin 301 ,ees Inspected during h June, 1877. ;he Financial Tear ended NO. OF POETABLE BOILEES. No. of Stationary Boiiees. CO I Name op District. 5 to 10 Over 10 H.P. H.P. Under 5 H.P. Under 5 H.P. 5 to 10 H.P. Over 10 H.P. Otiipo Canterbury Auckland Wellington Marlborough ... Tamnnki Nelson North ... Nelson South ... Westland Hawke'e Bay ... 84 7 9 ■12 2 115 131 24 26 12 4 13 2 1 8 18 28 41 3 1 7 2 3 2 07 7!) 51 10 2 2 7 1 5 4 84 18 29 21 5 1 8 66 26 99 8 19 1 4 8 7 8 314 263 234 128 43 9 42 11 22 24 3 1 2 5 2 Totals 70 336 106 228 118 232 1,090

Enc isu: Jo. 4. ihowing Machineet Inspected ie Financial Tear ended 30th June, 1877. EetITBU .urii « tl iSCE] [ptio: of Machine: or. Name op District. a E § I D Ph a! DQ p CO I p 5 o I B si a s ■ 1 Q s I L O e a 1 L 3 o s a | 9 o s o T3 § a c3 O CO 1 3 o S -a 9 i 02 S I to ■j | ■A' n j TO 1 I 03 J2 a "2 9 B o pq a | CO 5 3 &o I I | I PI 1 I a "o o 1 TO ■a s I I 6 I a ■ a 3 s 3 i a 60 1 3 k 60 1 3 <S a I 0Q N s » as "IS a 2 a 0 B 5 60 !i II u CD 3 m 8 .3 I to q I | 8 I Dtago 2 6 13 2 62 1 1 4 2 16 50 1 3 103 268 Canterbury... 1 3 4 1 1 1 42 1 1 18 4 I I 98 175 luckland ... 4 7 2 5 2 1 52 4 13 35 14 2 2 9 152 Wellington... 5 4 2 34 2 1 6 2 7 63 VtarlborougU 3 3 14 1 1 8 30 L'arannki 1 2 4 1 1 9 Jfelson Horth 1 2 1 5 22 1 1 2 4 39 Nelson South 3 5 8 Westland ... 1 7 1 9 Hawlse's Bay 1 7 2 1 6 17 Totals ... 7 12 17 29 5 16 1 247 5 2 9 4 60 92 20 2 5 236 770

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APPENDIX ID. CONTRACTS FOR CONSTRUCTION OF RAILWAYS. SCHEDULE of CONTRACTS for the CONSTRUCTION of RAILWAYS from Ist July, 1576. to 30th June, 1877. PROVINCIAL DISTRICT OF AUCKLAND. Kawakawa :— £ s. d. £ s. d. H. P. Kavanagh, No. 2 station buildings ... ... ... 438 5 0 438 5 0 KaIPAEA —PuNIU: — Daniel Fallon. Mercer-Newcastle permanent-way contract, 30 m. 35 eh., sidings 3m. ... ... ... ' ... ... £16,882 5 1 Larkins and O'Brien, Auckland, formation and permanent-way contract, 9m. 61 eh., sidings 60 oh. ... ... ... 10,933 0 0 Alexander Smith, Helensville, formation and permanent-way contract, 43 eh., including buildings and wharf ... ... 9,067 14 2 Sutherland and Smith, Onehunga Wharf contract, 20 eh., sidings 20 eh. ... ... ... ... ... ... 9,409 19 7 John Foster, extension of Harkins Point Wharf ... ... 175 0 0 John Taylor, additions, Waikato Bridge ... ... ... 1,184 8 (5 D. Glendinning, erection of station at Penrose ... ... ICS 14 11 D. Glendinning, additions to above contract... ... ... 47 17 10 E. J. Matthews, erection of additions to Auckland workshops ... 4G5 0 0 E. J. Matthews, additions to above contract ... ... ... 64 17 6 D. Glendinning, erection of No. 1 station buildings ... ... 898 17 2 W. Cameron, erection of store at Newmarket ... ... 973 0 0 E. Mills, erection of refreshment room at Mercer ... ... 245 0 0 W. Goulton, additions, petty contract No. 14 ... ... 134 5 2 S. G-ardiner, additions, petty contract No. 15 ... ... 28 10 9 Shallard and Wooley, erection of stone wall at Manurewa ... 99 10 0 Jas. Preston, erection of two-rail diteh-and-bank fence at Pukekohe ... ... ... ... ... ... 26 6 6 ~ 50,751 7 2 PROVINCIAL DISTRICT OF HAWKE'S BAY. Napier—Manawatu : — Millar, Murray, and Walker, additions, Waipawa-Takapau contract ... .., ... ... ... ... £012 15 3 J. McSweeney, erection of additions to Hastings Station ... 53 0 0 J. McSweeney, additions to above contract ... ... ... 900 McLeod and Reed, erection of platelayer's cottage at Waipukurau 125 0 0 Joseph Sowry, removal and re-erection of goods shed at Pakipaki 147 0 0 D. McLeod, erection of goods shed at Takapau ... ... 236 8 0 J. McSweeney, erection of goods shed at Farndon ... ... 243 0 0 A. Mackay, Kopua Bridges contract ... ... ... 1,139 0 0 Corskie and Robb, erecting and finishing 4 sheep vans and 2 horse boxes ... ... ... ... ... ... 374 0 0 G. Faulknor, erecting and finishing 12 low-side goods wagons' ... 204 0 0 James Pocock, painting bridges ... ... ... ... ' 155 0 0 John Harris, fencing stop-bank at Roy's Hill ... ... 32 10 0 John Anderson, repairs to stop-bank at Roy's Hill ... ... 187 10 0 C. Lloyd, carting sleepers from Danevirk to Takapau ... (387 10 0 Auckland Steam Packet Company, conveyance of 500 tons of railway material from Auckland to Napier ... ... 475 0 0 4,770 13 3

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PROVINCIAL DISTRICT OF TARANAKI. Waitaea —Batea :— £ s. d. £ s. d. Bobert McGonagle, erection of goods shed and station at Inglewood ... ... ... ... ... ... £298 0 0 J. Bellringer, painting bridges ... ... ... ... 169 4 0 D. Mclntyre and Co., conveyance of 4 carriages, ex " Ocean Mail," from Wellington to Waitara ... ... ... 165 0 0 D. Mclntyre and Co., conveyance of 167 tons rails, 26 tons fastenings, 10 sets points and crossings, ex " Bakaia," from Wellington to Waitara ... ... ... ... 240 0 0 D. Mclntvre and Co., conveyance of 150 tons rails and fastenings, ex " Andrew Eeid," from Wellington to Waitara... ... 187 0 0 1,059 4 0 PROVINCIAL DISTRICT OF WELLINGTON. Patea—Manawatu :— Henry Harris, additions to contract for completion of Wangaehu Bridges ... ... ... ... ... ... £13 13 1 J. Lockie and Co., additions, Bangitikei contract ... ... 62 6 5 Bundle and Bassett, additions, Wanganui Bridge contract ... 2,297 6 0 Wilkie and Denby, additions, Karere contract ... ... 2 5 3 G Hansen, Mangaone Creek diversion ... ... ... 145 0 0 G. P. Baker, erection of 4th-class station at Marton ... ... 342 2 10 W. W. Nicholson, erection of sth-class station at Halcombe ... 157 5 0 G. M. Chalmers, erection of No. 4 station buildings ... ... 700 0 0 J. C. Bichter, erection of additions to Foxton Station... ... 108 0 0 Fry and Marley, erection of additions to engine-shed at Foxton Station ... ... ... ... ... ... 143 10 0 Fry and Marley, additions to above contract... ... ... 2 0 0 Alexander and Macfarlane, erection of station-master's house at Aramoho Junction ... ... ... ... ... 187 10 0 G. M. Chalmers, construction of water supply at Aramoho Junction ... ... ... ... ... ... 443 10 0 J. and J. Campbell, erecting and finishing 7 high-side and 10 lowside wagons, and 3 timber trucks ... ... ... 571 0 0 J. and J. Campbell, additions to above contract ... ... 0 15 0 Campbell Bros., erecting and finishing 12 covered goods wagons, 4 sheep vans, 2 cattle wagons, and 2 horse-boxes ... ... 1,130 0 0 Campbell Bros., erecting and finishing 13 covered goods wagons, 4 sheep vans, and 3 horse-boxes ... ... ... 1,265 0 0 Campbell Bros., erecting and finishing 15 low-side wagons ... 342 15 0 J. Hamilton, erecting and finishing 7 low-side wagons... ... 210 17 6 Walton Bell, constructing approaches to Wanganui and Turakina Bridges ... ... ... ... ... ... 254 2 0 Eobertson and Co., straining-blocks for Eangitikei Bridge ... 294 1 9 Eobertson and Co., iron nuts, washers, Ac, for Eangitikei Bridge 151 2 6 E. W. Mills, straining-blocks for Turakina Bridge ... ... 9116 7 E. W. Mills, bolts, plates, Ac, for Turakina Bridge ... ... 100 15 0 A. W. F. Halcombe, carting sleepers ... ... ... 1,044 0 0 Plimmer, Beeves, and Co., additions to freight contract ex "Hurunui" ... ... ... ... ... 1 17 4 Plimmer, Beeves, and Co., additions to freight contract ex " Ocean Beauty" ... ... ... ... ... ... 513 4 W. Bishop, additions to freight contract rails ex " Bym " ... 2 8 7 W. Bishop, conveyance of 270 tons rails and 5 tons of wagon ironwork, ex " Camperdown," from Wellington to Foxton ... 229 8 3 G. Thomas, conveyance of 436 tons rails, ex " Sarah Bell," from Wellington to Wanganui ... ... ... ... 354 9 11 Plimmer, Beeves, and Co., conveyance of 630 tons rails, ex "Camperdown" and "Midlothian," from Wellington to Wanganui ... ... ... ... ... ... 540 1 4 D. Mclntyre and Co., conveyance of carriages and crane, ex " Waikato " and " Waimea," from Wellington to Wanganui 60 0 0 D. Mclntyre and Co., conveyance of carriages and brake-vans, ex "Waikato," from Wellington to Foxton... ... ... 65 0 0 D. Mclntyre and Co., conveyance of 5 carriages and 2 locomotibes, ex " Ocean Mail," from Wellington to Foxton ... ... 385 0 0 W. B. Williams, conveyance of ironwork from Wellington to Wanganui per schooner " Enterprise " ... ... ... 150 0 0 11,854 12 8 Wellington—Masteeton :— C. McKirdy, additions, Mungaroa contract ... ... ... £2,001 6 7 W. J. Bidler, erection of No. 2 store at Betoni ... ... 1,447 9 0 W. J. Eidler, erection of platelayer's cottage at Betoni ... 107 0 0

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Wellington—Masteeton— continued. £ s. d. £ s. d. W. J. Eidler, erection of special engine shed at Betoni ... 231 14 0 W. J. Bidler, erection of carriage-repairing shed at Petoni ... 1,749 1 0 A. E. Wallis, additions to Cross's Creek station-master's house... 5 0 0 Campbell Bros., erecting and finishing 12 covered goods and 4 cattle wagons, 4 sheep vans, and 4 horse-boxes ... ... 1,352 0 0 J. Bobinson, Mungaroa No. 1 contract, permanent-way, 4 m. 45 eh. ... ... ... ... ... ... 2,663 15 0 E. W. Mills, iron suspension-bolts for Hutt Bridge ... ... 128 10 0 J. W. Thompson, painting Hutt Bridge with Carson's paint ... 230 0 0 9,915 15 7 PROVINCIAL DISTRICT OF NELSON. Nelson —Foxiiill :— H. A. Freeman, erecting and finishing 2 cattle wagons and 2 sheep vans ... ... ... ... ... ... £243 4 0 T. C. Crooke, painting bridges ... ... ... ... 197 0 0 440 4 0 Westpobt—Ngakawau Eailwat : — Thos. Lawrie, erection of gate-keeper's house ... ... £243 13 0 J. Henderson, additions, Ngakawau contract... ... ... 261 16 3 Plimmer, Eeeves, and Co.. conveyance of 244 tons rails and 21 tons fastenings, ex " Dunbritton," from Wellington to Westport 301 11 11 E. Nelson, conveyance of 80 tons of permanent-way material and wagonwork from Wellington to Westport ... ... 60 0 0 Greenfield and Stewart, conveyance of locomotive to Greymouth, and 4 eh. permanent-way material to Westport for £100 (one-half charged to Brunner-Greymouth Eailway) ... 50 0 0 917 1 2 PROVINCIAL DISTRICT OF MARLBOROUGH. Picton —Blenheim :— Smith and Co., erecting and finishing 1 cattle wagon and 2 sheep vans ... ... ... ... ... ... £181 4 0 G. Thomas, conveyance of 2 carriages from Wellington to Picton 25 0 0 206 4 0 PROVINCIAL DISTRICT OF WESTLAND. Beunnee —Gbeymouth :— Sparrow and Co,, construction of 20 pairs wheels ... ... £120 0 0 T. W. Hungerford, additions, Coal Gorge platelaying contract ... 214 12 7 E. B. Garven, additions, Grey Gorge Bridge contract... ... 133 12 5 McLean and Gunn, erection of 6th-class station at Wallsend ... 50 0 0 Eobertson and Co., construction of lifting gear for coal w ragons 180 10 0 E. W. Mills, construction of cast and wrought ironwork for wheels and axles ... ... ... ... ... ... 92 13 9 E. W. Mills, construction of 4 anchor-plates ... ... 138 10 0 E. W. Mills, construction of 25 sets of mineral wagon ironwork 296 5 0 E. W. Mills, additions to above contract ... ... ... 12 10 1 D. Mclntyre and Co., conveyance of crane and carriages, ex " Waikato " and " Waimea," from Wellington to Greymouth 75 0 0 D. Mclntvre and Co., conveyance of about 90 tons rails, ex " Bakaia," from Wellington to Greymouth ... ... 168 17 9 Greenfield and Stewart, conveyance of locomotive to Greymouth, and 4 eh. permanent way to Westport for £100 (one-half charged to Westport-Ngakawau Eailway) ... ... 50 0 0 McLeod and Gunn, construction of water service at Greymouth 200 0 0 Sparrow and Co., making 25 sets points and crossings (being portion of contract for 51 sets) ... ... ... 360 0 0 Butler and O'Connor, construction of training wall at Greymouth (at schedule rates) 2,092 11 7 PROVINCIAL DISTRICT OF CANTERBURY. Ambebley—Waitaki :— John Whittaker, Southern permanent-way contract, 15 m. 40 eh., sidings 40 eh. ... ... ... ~. ... £5,566 9 7 John Whittaker, additions to above contract... ... ... 194 4 0 G. Stumbles, strengthening viaducts ... ... ... 516 12 6 Jones and Peters, construction of protective works at Orari Bridge 281 12 9 D. Eeese, erection of Bakaia Bridge keeper's house ... ... 279 18 0

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Ambeeley—Waitaki— continued. £ s. d. £ a. d G. Filmer, erection of No. 2 station buildings, Timaru-Waitaki... 2,768 5 1 T. H. Parsons, erection of No. 3 station buildings ... ... 3,559 13 0 T. H. Parsons, additions to above contract ... ... ... 100 15 6 E. Eowlands, erection of goods shed at North Waitaki Bridge Station ... ... ... ... ... ... 375 2 6 E. Eowlands, additions to above contract ... ... ... 147 Neal Murphy, erection of refreshment room ... ... ... 659 0 0 Neal Murphy, additions to above contract ... ... ... 25 0 0 James Lee, erection of station at Otaio ... ... ... 127 10 0 T. H. Ker, No. 3 contract for erection of rolling stock ... 235 17 8 T. H. Ker, additions to above contract ... ... ... 10 18 11 J. Anderson, erecting and finishing 97 covered goods wagons ... 4,603 12 0 Cuff and Graham, conveyance of rail joints and spikes, ex "Euterpe," from Lyttelton to Oamaru ... ... ... 255 6 10 Sparrow and Co., 26 sets points and crossings (being portion of contract for 51 sets) ... ... ... ... ... 382 1 0 19,943 3 11 PROVINCIAL DISTRICTS OF CANTERBURY AND OTAGO. Waitaki Beidge :— Bark and Curie, supply of pipes, cocks, Ac, for water supply for bridge £485 165., (one-half charged to Waitaki-Invercargill) £242 18 0 S. Wates, strengthening centre-planks of bridge ... ... 200 0 0 442 18 O PROVINCIAL DISTRICT OF OTAGO. Waitaki —Invebcaegill Eailway : — Smyth and Morrison, Bound Hill permanent-wav contract, 3 m. 22 eh. ... ... ... ... ' ... ... £1,218 0 0 Smyth and Morrison, additions to above contract ... ... 13 0 6 Job Wain, No. 2 permanent-wav contract, Tokomairiro-Law-rence, 11 m. 68ch., sidings 26"eh. 8 Iks. ... ... 6,848 0 0 Job Wain, additions to above contract ... ... ... 527 11 10 John "Thittaker, Waipahi permanent-way contract, 15 m. 64 eh., sidings 18 eh. ... ... ... ... ... 5,86116 0 Broudfoot and McKay, Balclutha formation and permanent-way contract, 1 m. 22 eh., including erection of passenger station, engine and goods sheds, loading platform, and sundry station works ... ... ... ... ..". 10,000 0 0 J. Brogden and Sons, additions, Oamaru-Moeraki contract ... 654 4 0 J. Brogen and Sons, additions, Moeraki deviation contract ... 117 2 9 J. Brogden and Sons, additions, Kakanui and Island Creek contract ... ... ... ... ... ... 3 7 10 Allen and Kingstreet, additions to completion of Port Chalmers contract ... ... ... ... ... ... 104 18 6 McKenzie, Paisley, and Co., additions, Kartigi contract ... 634 2 5 James McKay, additions to completion of Clutha Bridge Contract 63 1 0 J. and N. Campbell and Co., additions, Tokomairiro contract ... 69 3 2 Dey and Archibald, additions to contract for completion of Tokomairiro bridges ... .. ... ... ... 100 1 0 Irvine and Morrison, additions, Bound Hill contract (lining tunnel) 3,720 18 7 Wain and Smyth, additions, laying permanent way from Clarksville siding to end of Glenore section ... ... ... 161 18 5 Job Wain, erection of additions to sth-class station at Murchiston ... ... ... ... ... ... 69 12 0 Peter Dey, erection of two-stall engine-shed, class B, at Moeraki Junction ... ... ... ... ... ... 523 10 0 Peter Dey, erection of engine-shed at Lawrence ... ... 786 3 6 Peter Dey, additions to above contract ... ... ... 65 5 8 J. Hollick, erection of additions to Tokomairiro wayside station contract ... ... ... ... "... ... 248 10 0 J. Hollick, erection of station at Lawrence ... ... ... 578 1 2 J. Hollick, additions to above contract .... ... ... LO 13 9 J. Hollick, erection of cattle-pens and platform ... ... 625 12 10 William Mills, erection of Inspector's house at Waikouaiti ... 390 0 0 William Mills, erection of station at Waikouaiti ... ... 196 0 0 Eobert Martin, contract for erection of additions to engine-shed 608 18 0 A. W. Wilson, erection of goods shed at Lawrence ... ... 555 8 0 A. W. Wilson, additions to above contract ... ... ... 21 15 0 E. Eowlands, erection of store at Oamaru, Class C ... ... 454 17 11 Meikle and Campbell, erection of store and workshop... ... 1,118 7 8 Meikle and Campbell, erection of foot bridge at Dunedin Station 664 18 6 Meikle and Campbell, erection of passenger-shed and platform at Dunedin ... ... ... ... ... ... 669 3 0

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Waitaki —Inveecaegill Eailway— continued. £ s. d. £ s. d. Cumming and Knowles, erection of carriage-painting shop ... 492 0 0 Campbell Bros., erecting aud finishing 20 covered goods and 15 cattle wagons, 20 sheep vans, and 2 horse-boxes ... ... 2,802 0 0 P. Dey, erecting and finishing 46 covered goods and 15 cattle wagons, 20 sheep vans, and 2 horse-boxes ... ... 3,881 0 0 P. Dey, erecting and finishing 6 covered goods wagons, 12 sheep vans, and 2 horse-boxes ... ... ... ... 993 0 0 E. W. Hyslop, erecting and finishing timber trucks ... ... 188 10 0 Findlay and Co., erecting and finishing 20 low-side wagons ... 279 0 0 New Zealand Land Company, additions to fencing contract ... 108 15 0 Watson and Mcintosh, supplying and erecting gas fittings at Oamaru Station ... ... ... ... ... 114 8 8 Eeid and Grey, constructing castings for Clutha Bridge ... 894 18 9 Bark and Curie, supply of pipes, cocks, Ac, for Waitaki Bridge water supply £485 16s. (one-half chargeable to Waitaki Bridge) ... ... ... ... ... ... 242 18 0 Low and Hanchard, painting bridges ... ... ... 758 0 0 48,468 13 5 Winton —Kingston :— W. H. Topham, Lowther permanent-way contract ... ... £2,014 3 4 J. Whiteford, erecting and finishing No. 6 station buildings ... 520 7 0 Brown and Francis, erecting and finishing rolling stock ... 190 0 0 D. W. Lockhart, erecting and finishing rolling stock ... ... 342 0 0 W. H. Topham, Athol permanent-way contract 13 m. 27 eh., sidings 20 chs. ... ... ... ... ... 3,845 15 4 . 6,912 5 8 ADDITIONAL EOLLING STOCK AND STATIONS. James Murray, erecting and finishing 20 hopper wagons ... £463 0 0 J. Anderson, erecting and' finishing 25 cattle wagons, 50 sheep vans, and 6 horse-boxes ... ... ... ... 4,045 3 0 W. Hogg, erecting and finishing 6 second-class carriages and 5 brake-vans ... ... ... ... ... ... 359 10 0 Or. Parkins, erection of No. 3 station buildings, AmberleyWaitaki Bailway ... ... ... ... ... 874 0 0 E. W. Mills, construction of 20 sets of outlet valves for water tanks ... ... ... ... ... ... 57 10 0 5,799 3 0 £170,012 2 5 SLEEPEES. PROVINCIAL DISTRICT OF TARANAKI. Broadmore and Co., 20,000, at 2s. 6d. each ... ... ... £2,500 0 0 2,500 0 0 PROVINCIAL DISTRICT OF WELLINGTON. Eichter Nannestad and Co., 309, at 3s. lid. each ... ... £60 10 3 G. M. Snelson, 305, at 3s. 9d. each... ... ... ... 57 3 9 Eichter Nannestad and Co., 37,000, at Is. 4d. each ... ... 2,466 13 4 Krull and Co., 2,387, at 4s. 2|d. each ... ... ... 502 5 3 G. M. Snelson, 2,200, at 3s. 3d. each ... ... ... 357 10 0 —— 3,444 2 7 PROVINCIAL DISTRICT OF OTAGO. John Murdoch and Co., 6,000, at 2s. 11-Jd. ... ... ... £881 5 0 John Murdoch and Co., 84 extra ... ... ... ... 12 10 0 James Angus, 6,000, at 3s. ... ... ... ... 900 0 0 1,793 15 0 £7,737 17 7 SUMMAET. Auckland :— Kawakawa: Construction ... ... ... ... £438 5 0 Kaipara-Buniu: Construction ... ... ... ... 56,751 7 2 57,189 12 2 Hawke's Bay:— Napier-Manawatu: Construction ... ... ... ... £4,770 13 3 4,770 13 3

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Taeanaki: — £ s. d. £ s. d. Waitara-Batea: Construction ... ... ... ... £1,059 4 0 Sleepers ... ... ... ... ... ... 2,500 0 0 3,559 4 0 Wellington : — Batea-Manawatu.- Construction ... ... ... ... £11,854 12 8 Wellington-Masterton: Construction ... ... ... 9,915 15 7 Sleepers ... ... ... ... ... ... 3,444 2 7 25,214 10 10 Nelson : — Nelson-Foxhill: Construction ... ... ... ... £440 4 0 Westport-Ngakawau: Construction ... ... ... 917 1 2 1,357 5 2 Maelboeough : — Picton-Blenheim: Construction ... ... ... £206 4 0 206 4 O Westland :— Brunner-Greymouth: Construction ... ... ... £2,092 11 7 2,092 11 7 CANTEEBUBY: — Amberley-Waitaki: Construction ... ... ... ... £19,943 3 11 19,943 3 11 Canteebuey and Otago:— Waitaki Bridge ... ... ... ... ... £442 18 0 442 18 0 Otago -. — Waitaki-Invercargill •. Construction ... ... ... £48,468 13 5 Winton-Kingston: Construction ... ... ... 6,912 5 8 Sleepers 1,793 15 0 57,174 14 1 Additional Eolling Stock and Stations (General) ... ... £5,799 3 0 5,799 3 0 £177,750 0 0 Total: Construction, Ac. ... ... £170,012 2 5 Sleepers ... 7,737 17 7 £177,750 0 0

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BL CONTRACTS EOR CONSTRUCTION OF ROADS. SCHEDULE of CONTEACTS for the CONSTEUCTION of EOADS from Ist July, 1876, to 30th June, 1877. NOETH ISLAND. PROVINCIAL DISTRICT OF AUCKLAND. Mahueangi—Poet Albeet Eoad :— £ s. d. £ s. d. A. and P. Becroft, extras on contract section No. 5, for 8 extra culverts and lengthening culverts ... ... ... 32 10 0 E. Farrall and Co., extras authorized on contract section Ia (£419 185.)... ... ... ... ... ... 39 10 0 72 0 0 Waitangi—Hokianga Eoad : — J. A. and W. H. Bedggood, extras authorized on Waiaruhe Bridge contract (£713 10s.) ... ... ... ... £38 12 6 J. A. and W. H. Bedggood, contract for approaches to Waiaruhe Bridge ... ... ~. ... ... ... 69 0 0 107 12 6 Te Kapu—Gisbobne Eoad : — Chas. Stuart, contract No. 8, for the erection of 2 bridges at Mangarangiora Creek and To Kopua Stream ... ... £120 0 0 Tuatini Tipoki, extra to contract for completion of contracts Nos. 6 and 7, authorized as a bonus ... ... ... 30 0 0 150 0 0 £329 12 6 PROVINCIAL DISTRICT OF WELLINGTON. Opaki Goege Eoad :— Harding and Campbell, contract No. 1, for formation, 53 eh. road and 2 bridges, Ac. ... ... ... ... ... £189 9 0 189 9 0 PROVINCIAL DISTRICT OF TARANAKI. Charged as Unauthorized. Haweba —Waitaea Boad :— J. Stevenson, contract No. 160, for gravelling 140 eh. of Mountain Boad, from end of contract No. 138, near Hawera, towards Ketemarae ... ... ... ... ... ... £1,470 0 0 1,470 0 0 SOUTH ISLAND. PROVINCIAL DISTRICT OF WESTLAND. Geeymouth—Okaeito Eoad : — Banka and Hallahan, contract section No. 6, Bowen and Okarito Eoad, south end, from peg 1032 to peg 1263 ... ... £693 5 0 John Allen, contract for section 4, 3 miles, Bowen-Okarito Eoad, north end ... ... .. ... ... ... 949 15 0 Geeymouth—Abnould Eoad :— E. B. Goff, contract for deviation of Arnould Boad at Wall send, length 33 eh. 601. ... ... ... ... ... 403 5 0 2,046 5 0 15—E 1.

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REPORT ON COAL EXPLORATIONS CONDUCTED BY GEOLOGICAL SURVEY DEPARTMENT, 1876-1877. As provided in Part VIII. of" The Immigration and Public Works Act Amendment Act, 1871." Dr. Hectoe to the Hon. the Ministee for Bublic Woeks. Colonial Museum, Wellington, 20th July, 1877. Since Mr. Cox's report on the survey of the Butler Coal Field, published as an appendix to the Bublic Works Statement of last year, the work in that locality has been completed, aud tho maps of the district are now ready for circulation. The detailed reports and plans of the various coal areas appear in tho Geological Eeports for the current year, and a brief summary of the results is herewith given. Since the completion of that survey, and during the current year, the same assistants have been employed on an examination of the Northern coal fields, including Waikato, Wangarei, and Bay of Islands, and have also completed surveys of the Green Island Collieries, which were previously being worked without any plans whatsoever of the mines. A further report has also been obtained on the Kanieri Coal Field, and on the present condition of the Greymouth collieries; and the results of this survey appear in detail, with other work of a similar description, in the Geological Eeports of this year. The following brief summary gives the leading points of interest in connection with the various mines which have been examined and country explored during the time above specified : — Kawakawa, Bay of Islands. The coal at this mine is worked by an engine-dip, the extended workings being wrought upon a system of square work. This excellent coal seam varies in thickness from 6 feet to 10 feet, and holds steadily until a fault is met with, having a down-throw to the south, estimated to be about 70 feet. On this down-throw area the future permanent workings of the mine will depend, and the opening of this area will have to be undertaken shortly, as the engine-dip and lower level are now driven to about the water level of the present pumping shaft, and the surface water is breaking through a backing in the roof near this level, and all but overpowering the present pumping gear. The future working of this mine will necessitate a shaft being sunk to the dip with heavy pumping gear, as pointed out some time ago. Wangaeei. Whauwhau Colliery (Walton's Mine). This mine, which was formerly worked by Walton and others as a dip working, on an ordinary system of square work, the coal being raised by an engine plane, was abandoned by them, the water having overpowered their pumping appliances. A party of working miners have since taken it up, and, after driving a tunnel for a distance of 19 chains through a slate bar, have cut the coal, and are now able to work it level free. The coal seam worked by this Company is from 6 feet to 10 feet thick, and of fair quality. Kamo Mine (Meldrum's). This is a small very irregular tunnel working. The coal seam is from 8 feet to 10 feet thick, and it is probable that this seam is the same as that which has been found at Whareora, although the nature of the country between these two outcrops is such as to render the tracing of the coal by surface indications impossible. Whareora. Two outcrops of coal are known in this locality of 3 feet and 3 feet 6 inches thick respectively, but no explorations have been undertaken with regard to this coal beyond entering a drive for a few feet on one of the outcrops, and having some assays of the coal performed. Some samples of coal from this locality are remarkably good, but the quality varies, as is also the case in the Whauwhau and Kamo Mines ; and as the position is unfavourable, nothing would be gained by opening a mine here at present. Hikurangi. A considerable coal area may be looked for in this locality, the thickness of the seam varying from 2 feet to 6 feet. It may be traced from the summits of the slate ranges towards the swamp at the base of Mount Hikurangi, and may be looked for as occupying the low-lying ground there.

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The coal from this locality has been used by the blacksmith in Wangarei with considerable satisfaction, and would appear to be of a somewhat better quality than the rest of the Wangarei coals. Awaroa Creek. Several bore-holos have been put down hero with a view of discovering coal near the edge of tho harbour, but up to the present time with no success ; and the coal appears to be replaced here by a lower belt of limestone. Waikato Disteict. Bridgewater Colliery (Foote's). The winning of this coal has only been recently commenced, but a seam of coal 55 feet thick has been struck in the main shaft, and a level, heading south from this shaft, has reached a point below the Maramarua Swamp, at the edge of which the shaft was sunk. In association with this coal seam three valuable bands of iron-stone have been discovered, yielding about 40 per cent, of metallic iron. Rahuipokeka (Ralph's) Mine. This mine is situated on the east bank of the Waikato Eiver, at the base of the Taupiri Eanges, and is wrought by a tunnel, upon an irregular system of square work. The portion of the seam of coal worked at present is 18 feet thick, and is the same seam as that which occurs at Foote's mine. Tho workings were rising on the coal, and recently a further thickness of 13 feet has been proved by sinking on the then floor of the coal, wnich proved to be only a band of blaze 3 feet thick. Kupakupa Mine. This mine is situated on the western side of the Waikato Eiver, opposite Ealph's mine, but at an elevation of 130 feet above the level of the river, and about 100 feet higher than Ealph's coal, indicating an up-throw fault to the westward. The average thickness of the coal is 18 feet, and the mine, which is worked upon a true system of square work, is in very satisfactory order. A careful examination of the coal formation in the Waikato District, and the relations which it bears to the overlying strata, renders it not improbable that the coal seam extends continuously throughout the greater part of this basin between Mercer and Taupiri, and flanked to the eastward by the slate ranges which run from the Firth of Thames to Taupiri, and thence to Ngaruawahia. Tho truth of this can easily be proved by a bore-hole, three sites which might be chosen being pointed out by Mr. Denniston in his report—viz., Churchill, Pungapunga, or Mercer, but Churchill would, for several reasons, be the best of these localities. BULLEE COAL FIELD. A map of this district accompanies this report, showing all the known coaliferous areas between Westport and the Ngakawau Biver ; and Mr. Denniston's report, which, as before mentioned, appears in the Geological Eeports, gives 195 sections which have been observed throughout this coal field. The areas holding coal have been carefully laid down, and may be depended upon. No plans of the surveys for leases have been forwarded to the department, so that these do not appear on the map, and the following estimate of the quantity of the coal can only be given, in consequence, for the natural divisions which it would be most advisable to adopt in working the field, and which are indicated in the attached map.

Approximate Extent. Average Thickness. Workable Coal, in Tons. Lrea 1 _rea 2 _rea3 Lrea 4 _rea 5 Lrea 7 ligh Level A ... ligh Level B ... ligh Level C ... jo. Level C ligh Level D ... __d Level D jow Level D tlid Level E louthern edge of Waimangaroa Gorge .louut "William ... ?odea Creek ... ligh Level of do. tlount Bochfort _rwer "Waimangaroa 500 acres 860 „ 640 „ 1,500 „ 900 „ 100 „ 300 „ 75 „ 100 - 122 „ 300 „ 1,105 „ 455 „ 420 „ 90 „ 180 „ 225 „ 600 „ 770 „ 200 „ 1,200 „ 13 feet 7 „ 4 „ 17 „ 23 „ 15 „ 17 „ 17 „ 14 „ 12 „ 15 „ 15 „ 20 „ 14 „ 6 „ 15 „ 25 „ 12 „ 9 „ 4 „ 9 „ 4,875,000 4,515,000 1,920,000 19,125,000 15,550,000 1,687,500 3,825,000 956,000 1,050,000 1,098,000 3,375,000 12,431,250 6,825,000 4,410,000 450,000 2,025,000 4,218,750 5,400,000 5,197,500 600,000 6,000,000 Total 105,034,000

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Dp to the present time the only mine which is in active operation is that of the Wellington Coal Mining Company, situated at the foot of Sims's Spur, on the northern side of the Waimangaroa Eiver, from which mine the first shipload of coal has just been despatched for Wellington. The coal from this mine is soft, but otherwise its quality is all that can be desired for a good steam coal, and the coke which is made from it is inferior to none. Several other companies are moving in the matter, but up to the present time no active operations have been undertaken, save that the Koranui Company have had a survey made for them, with a view of discovering the best route for a tramway; and Messrs. Fisher and Co. have had a tramway laid out to the face of their coal, to connect with the branch line of the Wellington Company. Geey Eivee Coal Field. Brunner Mine. During the last three years the workings of this mine have been increased from 22 acres to 38 acres in extent, with a total output for the four years of 49,823 tons. The coal is now conveyed to Greymouth by rail. Six coke ovens have been constructed for this mine, and a very superior coke is produced, a halfburnt variety, known as black ends, being used locally for the locomotives on the Brunner Eailway. Coal Pit Heath. This lease adjoins the Brunner Mine, and a shaft has been sunk, cutting coal of a good quality, and somewhat harder thau that of the Brunner Mine, at a depth of 265 feet. This shaft was expected to be ready for working in a few weeks when this mine was visited in March last, and the Company are now bringing their coal to market. Greymouth Coal Company. A shaft has been sunk on this property, cutting a 16 foot seam of coal at a depth of 635 feet, but up to the present time no coal has been got out. The first shaft which was put down was too near a fault, and the coal struck also proved to be very inferior in character. No samples have been forwarded to the Department from the present seam, so that no report can be furnished as regards its quality. Coal Creek Company Two seams of coal of 6 feet and 10 feet thick respectively are known on this lease, being separated by about 170 feet of light-coloured sandstone. This coal will have to be worked by a special line, which the promoters propose to construct to connect this mine and the Boint Elizabeth seams with Cobden. Point Elizabeth Coal Mining Company. Several outcrops of coal 4 feet to 16 feet thick are known in this lease of 3,840 acres, of first-rate quality. Up to the present time no attempt has been made to open up the mine. The extent of the coal is proved sufficiently to warrant the mine being opened, and with so large an area as is held by the Boint Elizabeth Coal Mining Company the output should be very large. Hokitika. Kanieri Prospecting Association. No fresh evidence has been gained of the existence of workable coal seams at the Kanieri, and the prospects in that district do not warrant any further expenditure being gone to by the Government for coal exploration. Geeen Island, Otago. The following collieries are at present at work at Green Island: —The Otago Colliery, the Freeman's Colliery, the Samson's Colliery, tho Walton Park Colliery, and the Saddle Hill Colliery. Somewhat extensive workings are being carried on in each of these mines, but up to the time when they were visited during this year not one of them was in possession of a plan of their workings. Surveys have now been made of all the workings which arc still accessible; but the inattention on the part of the proprietors of these collieries to the safety of the miners, and also to the proper working of the coal with the ultimate prosperity of the mines in view indicated by the want of plans, is most reprehensible, and requires some rules to be made, which shall compel proper attention to the interests of the colony in the winning of all coal available, aud protection against accidents. In the case of Samson's colliery, the railway passes over an area of partially-wrought ground the coal being at a depth of about 126 feet below the surface. , To this point it is necessary to draw the attention of the Government, in case of future mishap to the line, owing to the settling down of the formation when the coal is worked out. The thickness of the seam throughout this district is about 18 feet, but, owing to the soft nature of the roof and floor, it has been the practice to work only 6 feet out of the centre of the seam. This is doubtless an extravagant system, as two-thirds of the coal has to be left; but it seems probable that it is the one which is best adapted for the district, as any other system would require extensive timbering —an item of no small cost in Otago. Otago Colliery. The workings in this mine are irregular, but forming a nearer approach to the "Boom and Eanee" system than any other. The workings are in a fair condition, with the exception of the return air course, which is reported as being in a dangerous state, in places being almost choked to the roof with the debris. The result of this is of course necessarily to render the ventilation of the mine very imperfect.

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Freeman's Colliery. This mine is worked on the "Boom and Eance " system, rooms 14 feet to 18 feet wide being opened out on each side of a "dip " drive. These workings are at present standing well, but as they are extended considerable waste may be looked for, as the nature of the roof and floor is such as not to warrant rooms of more thau 12 feet in width, being taken out in the first instance. Samson's Colliery. The workings in this mine are extremely regular, due attention being paid in driving the levels, headings, and rooms to keep the work as straight as possible, and the roadways are in all cases in thoroughly good working order. The ventilation in this mine is also satisfactory, and, generally speaking, the mine is worked on an efficient system. Walton Park Colliery. The " Boom and Eance " system is employed here as in other mines, and, although the workings are of considerable extent, and have been carried on without any working plans, they are very regular throughout, and are in good order. The roadways are in good repair, and the ventilation perfectly satisfactory, greatly to the credit of the underground manager, who has necessarily been working under disadvantages. Saddle Hill Colliery. This coal is wrought on the " Boom and Eance " system, the rooms, which are 14 feet wide, being driven at an angle to the strike of the coal, and thus serving the place of headings. An easy gradie n for trucking the coal to the level is also obtained by this means. The present workings of the mine are in good order, and the ventilation is good. In the Green Island District it seems probable that an area of about 8 square miles may be reckoned upon in which coal of a workable quality will be found, from which, on the present system of working 6 feet only from the centre of the seam would give a yield of about 28,000,000 tons of coal, about 46,500,000 tons being left unworked. It will be seen by the appended table that the average amount of coal won per man per day in the Green Island District is the least of any of the working collieries of New Zealand, and that the cost of getting the same is higher here than at any other mine. The slack is in all cases, excepting tho Walton Park Colliery, thrown to waste, and at that mine it is only utilized to a small extent in burning bricks, being mixed with the clay. This system assists in the burning of the bricks, and is a simple way of utilizing what would otherwise be thrown to waste. The mines, however, may be considered as very expensively worked, and as the coal is of an inferior quality, they cannot be expected to compete with the more valuable deposits of that mineral in other localities. Kaitangata Mine. This is the third mine which has been opened in this important coal field, which extends over 40 square miles, and is estimated to contain 100,000,000 tons of coal. The first mine opened w-as in an inconvenient position on the sea coast, and the second was only in a subordinate seam about half a mile from the present mine. The new mine is opened in a seam 27 feet in thickness, dipping at 1 in 16 under the flat on which the Kaitangata Township stands, and rising into the hills which form the coast range. It is worked on an irregular system of " Bost and Stall," the pillars being about 16 feet square. The workings of this mine, which has not been long opened, are hardly an acre in extent, the length of the main drive being 180 yards, of which 110 yards is in coal. In the lower part of the seam the coal is of superior quality, having a hard splintery fracture, laminated structure, and the joints being enfilmed with pyrites, or brass of the miners, which is rarely seen in brown coals. The quantity of coal already mined is stated at 10,000 tons, seventeen miners being employed in April last. The cost of mining and hauling is 3s. 9d., the freight to Dunedin Bs., and royalty Is. per ton ; but there is a heavy charge for interest on the capital sunk in a branch railway and other preliminary works, so that the coal is delivered in Dunedin at 225. per ton. Geneeal Eemaeks. The present knowledge concerning the coal fields of New Zealand proves that good workable seams of coal occur at all the localities where mines have been opened up, and that a great extent of coal measures yet exist, which have never, up to the present time, had any work expended upon them. There is no doubt that in the future these deposits of coal will prove of great value to the colony, but the work which has already been undertaken shows how necessary it is that all mines which are opened up should be placed under the direct supervision of Government to insure proper attention being paid to the ultimate safety of the mines and the maximum yield of coal. James Hectoe, Director of the Geological Survey Department.

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Enclosure I—ls a report by Mr. Cox on the coal occurring on the southern side of the Waimangaroa Gorge. This was necessary in consequence of the correctness of plans having been called in question. Enclosure 2 —Gives all the exact statistical information which has been obtained concerning the various coal workings during the past year. Enclosure 3 —ls a Schedule of all the analyses of coals which have been performed by the department during the past year. Enclosure No. 1. EEPOET ON THE WAIMANGAEOA GOEGE COAL. Mr. J. B. Fishee to the Dieectoe of the Geological Depaetment, Wellington. Sic,— Westport, 22nd June, 1877. Eeferring to the subject of my letter to you on 29th March, and telegrams of 26th March, 7th April, and 23rd May, and yours in reply of 26th March, 9th April, 10th April, 18th April, and Ist June : The survey of the extension of the Wellington Company's branch incline tramways, Ac, are now completed. These works, with others, have cost myself and co-adventurers over £1,000, and we are consequently very anxious to push the thing to completion. Messrs. Young and Chambers, by my instructions, made a sort of geological survey of the top of the plateau, and failed to find the slightest indications of slate at a distance of 90 chains from the face. The present position of matters is most unsatisfactory. After spending a large amount of money in surveys, prospecting tunnels, Ac, and obtaining the best locally-obtainable opinions that there is coal in the lease of a first-rate quality and extending back from the face 40 or 50 chains at least, and just as the whole thing is ready for the market, we are met by a Government plan showing the coal area as extending back no more than 7 or 8 chains, and the slate on the surface at 30 chains. It will be apparent to you that we can do nothing with the property until the ban of the Geological Department is either removed or settled upon the area. As this is far the most accessible of the hard coals, and the preliminaries of the Company in the most forward state of any, it is very desirable that the question whether the extent of coal in the area affords a fair promise of return to the necessary outlay for bringing it down or no, should be settled as speedily as possible. If you have an officer at liberty upon whose judgment all parties can rely, and will send him down to inspect and report, I sincerely hope you will see your way to do so. I have, Ac, J. Bickeeton Fishee, Manager of the Westport Coal Company. The Director of the Geological Department, Wellington. Enclosure No. 2. Memoeandum of Insteuctions to Mr. Cox by Dr. Hectoe. 1 wish you to proceed to Westport and inquire into the alleged incorrectness of the field maps of the Waimangaroa area. The lithograph plan published as an appendix to last year's Bublic Works Statement was clearly erroneous, but I sent a tracing of the large plan, and I presume that this is also objected to. Beport as early as possible. Wellington, 4th July, 1877. J. Hectoe. Enclosure No. 3. Eepoet on Coal in Messrs. Fishee and Co.'s Lease, Waimangaroa Area, by S. Heebeet Coy, F.C.S., F.G.S., Assistant Geologist. Sic,— _ Nelson, 14th July, 1877. I have the honor to inform you that, in accordance with your instructions, I have visited the locality where outcrops of coal occur along the southern side of the Waimangaroa Gorge and in tho lease held at present by Messrs. Fisher and Co. It will be seen on reference to my report on the Buller Coal Field, published as an appendix to the Public Works Statement, 1876, that tin's area was shown on the map as not holding coal at all. This was an error, arising from the incorrectness of the tracing furnished me of the working plans, and in consequence of this error Mr. Fisher's first inquiry was made. A tracing was forwarded to him on 10th April, 1877, from the original field maps of the district, in which the coal measures were shown occurring along the face of the break, and extending back into the plateau for a distance of about 10 chains. Mr. Fisher did not appear satisfied with this plan, as will be seen from his letter of 22nd June, 1877; and accordingly, having been over the ground again in company with Mr. Fisher, I herewith submit the results of my observations. The first outcrop of any note which is met with is a little to the eastward of peg 48 on Cooper's Spur traverse, and about 100 feet below the surface of the plateau. A drive has been entered here N. —S. along the strike of the coal, which is 3 feet 6 inches thick for a distance of 202 feet, showing a marked improvement in quality as far as hardness is concerned after the first 80 feet is passed. A few chains to the eastward of this point the coal has thickened to 5 feet, and here another drive has been commenced and carried in for a distance of 60 feet, and the coal, which is soft at the outcrop, has slightly improved, but is not so hard as that at the end of tunnel No. 1, although in other respects it is superior, having a minimum quantity of water and ash in its composition.

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Outcrops can be traced from here along the face of the break, with a thickness of about 5 feet, until reaching a point below V. 17, after which the coal gradually thickens until reaching into the area held by the Coalbrookdale Company, where an outcrop of good hard coal is met with, in a creek falling into the south branch of the Waimangaroa Eiver, 12 feet in thickness and the bottom not showing. From this it will be seen that coal may be traced along the northern boundary of the lease of an average thickness of not less than 5 feet, and which improves in character when driven on, but is somewhat inferior at the outcrop. With regard to the width of the coal in this area no exact calculations can be made, but as the slate boundary shown on the maps, running from a point a few chains to the southward of V. 19 in an easterly direction, is perfectly correct, and the measures for some chains from there towards the face of the coal overlooking the Waimangaroa Eiver are considerably contorted, I think the boundary of the coal shown on the maps from which the tracing sent to Mr. Fisher was taken includes the whole area which could be laid dow m with certainty as containing coal which could be worked; although it is probable that a slightly greater area might exist. Calculating this coal area, then, as holding coal of an average thickness of 5 feet, and extending through tho lease with an average width of 15 chains, which is as much as could be allowed with any prospect of correct results, from the first drive to the eastern boundary of the lease, a distance of 80 chains, a return of 450,000 tons of coal might be looked for, after allowing 25 per cent, for waste. Whether this would warrant Messrs. Fisher and Co. in opening up their mine is a matter for their private consideration. They have an excellent approach to the mine, which would be readily worked; and careful estimates, which have been prepared for them by Mr. Toung, of the cost of constructing a tramway to connect their face of coal with the branch lino of the Wellington Company, exclusive of rolling stock, shows that a sum of £12,000 would complete this work. Putting the mine into working order would be neither a long nor an expensive undertaking, as some returns would be coming in before much had been spent on the mine, the position of the coal being such as to allow of quick returns to any outlay on the mine, without endangering the subsequent workings. One great object would be attained by opening up this area —namely, that it would be the key to much of the back country, to open which, at present, would involve a very considerable outlay; so that could Messrs. Fisher and Co. see a fair return for their money from the area which they at present hold, I think that subsequently the fact of that area being opened up would prove of considerable value. I saw some of the coal from Messrs. Fisher and Co.'s lease tried in the blacksmith's forge while I was in Westport with most satisfactory results, a good welding heat being obtained from coal brought from the outcrop. I have, Ac, S. Heebeet Cox.

lclosure '. 4. 'able showing ises of orki: ;c, in vario :S Nl 3w Zeala: l<1 Collieries, from Actual Eeturns. Ixpe; «. Name of Colliery. a Description of Coal. m B .s I i o 3 o en System of Work. si ¥ gs g I 111 J lOSt8. I" 1 Remarks. I Green Island Districi — Otago Colliery ... ; Freeman's Colliery ... Samson's Colliery Walton Park Colliery Saddle Ilill Colliery... I 'ears 3 7 2 Brown II Feet. 16 16 18 18 18 Tons. 6,516 27,000 71,000 14,000 Room and ranee i> >i Feet. 6 6 6 6 to 8 6to7 Tons. 2 to 2} i> 9 13 18 41 9 s.d. 4 6 4 6 4 0 4 6 ■1 6 s. d.'s. d. 3 101 0 3 6j ... !3 101 0 !3 61 9 3 6 ... I 3 00 8 Decliued to give output. Slack thrown to waste. ; Slack thrown to waste. it f] M II Xaitangata District — Kaitangata Colliery... Pitch 27 10,000 i> >> 8 3 to 4 81ack, part sold, remainder thrown to waste. 41 3 g Westland DMrict— Brunner Colliery ... < Coal Pit Heath Colliery Greymouth Colliery.,. Bituminous 18 18 Stoop and room 4 to 6 2 9 Slack U3ed for coke. p o ... I ! 1 0 ... i 1 6 ... I | 3 6 ... Not yet on coal. Waikaio District— Kupakupa Colliery ... Ralph's Colliery Bridgewater Colliery Brown 18 36 54 Post and stall 18 18 18 4 to 6 4 to 5 4 to 5 3 2 3 0 3 0 Slack thrown to waste. u M 1) M >> Wanqarei District — Walton's Colliery ... Kamo Colliery Pitch 10 n Stoop and room 10 12 4 to 5 4 to 5 2 6 2 3 II II N ii ii Say of Islands District — Kawakawa Colliery ... Glance 12 ii ii 12 3 to 4 Greater part of alack sold. 4 2

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a-. REPORT BY MARINE ENGINEER ON LIGHTHOUSE WORK. The Maeine Engineee to the Hon. the Ministee for Public Wobks. Sic,— Wellington, 30th July, 1877. I have the honor to forward to you a copy of the Eeport on Lighthouses I addressed to the Secretary of Customs on the 30th of June. I forward this report for the purpose of enabling you to comply with section 8 of " The Public Works Act, 1876." I have, Ac, The Hon. the Minister for Public Works. John Blackett. Enclosure. Mr. Blackett to the Secbetaey of Customs. Sib,— Marine Office, Wellington, 30th June, 1877. For the information of the Hon. the Commissioner of Customs, I have the honor to forward the following report on works executed for new lighthouses during the past year : — Cape Foulwind. —In the report for last year it was stated that the works at this lighthouse were nearly completed, and that the light would be established in a few weeks. This was accordingly done, and the light was first exhibited on Friday, Ist September, 1876. The official description of the light is as follows: —Tower, 53 feet high from base to top of lantern, of timber, and painted white; the upper part close boarded, the lower part open framed work. The light is of the second order revolving white light, visible all round ; greatest brilliance every thirty seconds. The light is 190 feet above the level of the sea, and allowing 15 feet for height of eye, the light will be seen 19-J- nautical miles in clear weather. The Brothers, in Cook Strait. —In last year's report it was explained that the working party was withdrawn on the 4th May, by reason that the department could not depend on the regular service of the " Luna," that vessel being required for other services. On the arrival, however, from England of the s.s. "Stella," an iron screw-steamer ordered expressly for lighthouse service, the work was again taken up, and a party despatched to The Brothers on the 18th November, 1876, since when the works have been carried on interruptedly and, I am glad to say, without any accident. The tower, with a surrounding wall or fence of brick and stone, the keepers' dwelling, stores, iron tramway, landing-stages, and lifting gear are all completed, the works having been ably and substantially carried out under an Overseer. The lantern has been placed on the tower, and the light apparatus erected within it nearly complete ; a few small items of work still remain to be finished, but the whole will be complete and ready for lighting up in a few weeks.

Enclosure No. 5 Sciiedu: ,E of Coal Analysis made in the Colonial Laborato; iy betw< :en June, 1876, and Jul [y, 1877, Apj iroximate Composil ;ion. No. Locality. Variety of Coal. Evapora tive Power. Fixed Carbon. HydroCarbon. Water. Ash. 1843 1898 1901,1 » 2 h 3 „ 4 1905 1908, a » b 1915,1 ,. 2 » 3 » 4 „ 5 „ 6 „ 1 „ 8 „ 9 » 10 1917 1923 Warerley Parapara Collingwood ... ,, ... ... ,, ... Waikato Waimangaroa ,, ... Kamo Mine (Meldrum's) )> 3) ••• Lignite Carbonaceous shale Bituminous coal H Brown coal Bituminous coal Semi-bituminous M 18-10 32-20 50-95 54-92 54-12 5214 5001 64-31 52-35 52-63 49-08 50-01 3606 51-96 49-80 42-70 4412 47-09 4791 5772 59-38 2390 1910 3722 3862 39-21 36-24 2797 3333 27-86 34-30 3757 37'69 4302 35-69 3766 44-46 46-89 4219 40-70 33-68 34-88 24-40 910 2-42 1-41 2-03 201 19-82 •99 1-76 891 9-24 961 5-58 7-84 776 5-93 6-39 6-99 8-19 4-08 1-05 3360 3960 941 5-05 4-61 9-61 220 1-37 18-03 416 4-11 2-69 15-34 4-51 4-78 6-91 2 60 3-73 320 4-57 409 2-35 410 661 713 703 6-77 650 830 6-80 680 4-7 65 47 6-7 6-5 5-5 57 61 6-2 75 7-7 Whareora ... | I I I >> )» j, ... ... .a n ), ,, ... ... Hikurangi fl j, )> Wliauwhau (Walton's Mine) )) J Kaitangata ... Grey River (Coal Pit Heatli Company) Darling Downs, Queensland J Bituminous ... j) • •• 1924 Pitch coal 44-83 41-34 821 5-62 5-8

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The light is of the description known as second order revolving, showing a bright flash every ten seconds ; the lighthouse is also fitted with a special lens to throw a red light over the site of Cook's Eock. Portland Island. —At date of last report the works for this lighthouse had been advertised, the tenders had been received, and were then under consideration. The tender of Mr. H. M. Shepherd was ultimately accepted, on the 16th October, 1876, for £1,946, the time of erection to occupy ten months. The Contractor in this case has shown a want of energy in carrying forward his contract, and a considerable amount of work yet remains to be done. He has been twice notified officially to proceed more quickly, but it is certain that he will be considerably over his contract time. Puysegur Point, Preservation Inlet. —In last year's report it was stated that the preliminary work of road-making had been completed, and the heavy timbers for the tower landed ; also that plans were ready for advertising. This was shortly afterwards done, and a tender was accepted on 6th January, 1877, from Mr. W. Birss, for £2,984 25.; the work to be completed by 6th January, 1878. This includes the erection of tower, three dwellings, and three stores, the materials being conveyed to the landing-place by the Government steamer. The progress made with these works has not been altogether satisfactory, but it is probable that they may yet be completed within contract time. Centre Island, Foveaux Strait. —The works for this lighthouse were advertised and let at the same time as those of Puysegur Pomt —viz., 6th January, 1877 —to Mr. William Boyd, for the sum of £2,087 Is. 9d. This includes, as in the case of Puysegur Point, the building of the tower, three dwellings, and three stores ; the materials being conveyed to the landing-place by Government. The works are well advanced at this place, and it is expected that all will be complete within contract time, which expires on the 6th of November, 1877. In March last I visited, in the s.s. " Stella," Centre Island and Puysegur Point, having been informed by the Contractors that they were ready to begin work. A quantity of materials and stores were then conveyed to each place from the Bluff, and I marked off the exact sites and positions of the several buildings on the ground, leaving an Inspector at each place to supervise the work. During the last month, July, the remainder of all the materials has been conveyed by the s.s. " Stella" to both of these places. Moeraki. —On my return from Poveaux Strait I called at Moeraki, under instructions, examined the site selected there, and marked off the road line from the landing-place to the site; also fixed the positions of the tower, dwellings, and stores on the ground. I also made arrangements to have the road formed, to be in readiness for the conveyance of material. Tho road has since been finished, and plans and specifications prepared for the erection of the lighthouse, dwelling-houses, &c, the work being advertised for public tender. Timaru.: Harbour Light. —This lighthouse has been twice advertised for public tender, the first time it was withdrawn at the request of the Municipal authorities, for the purpose of altering the design and substituting stone instead of wood, and of adding a dwelling-house to the contract. Tenders were received for the works, as altered, accordingly ; but the amount of the tenders being in excess of the funds available, all the tenders were declined at the instance of tho Harbour Board, and it is now proposed to call for tenders for the erection of a wooden tower and dwelling-house, &c, plans for which are in course of preparation. Hokitika : Harbour Light. —Nothing more has been done towards the erection of this lighthouse, beyond preparing to a certain extent the plans for the tower, the light originally intended for this place having been transferred to Moeraki, where the early establishment of a light is of much greater importance. Cape Maria. —Arrangements are being made for the erection of this lighthouse in the same manner as that adopted at The Brothers, and it is expected that they will be so far completed as to allow of the working party being despatched about the end of July or the beginning of August. This plan of operations, which has answered so well at Tho Brothers in securing good work, has been adopted on that account, and on account of the distance of the site and the difficulty of keeping up communication regularly otherwise than by steamer. Akaroa. —In the early part of March I visited the site of this lighthouse at Akaroa Head, and marked off the positions of tower, dwellings, &c.; also staked out the line of road and exact position of landing-place, after determining on the manner of landing material and stores. The work of forming the landing-place and the road will be undertaken in the spring; the lantern and apparatus have been ordered from England. I have, &C., Joiw Blackett. By Authority: Q-eoboe Didsburt, Government Printer, Wellington.—lB77. 16. E—l.