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1879. NEW ZEALAND.

PUBLIC WORKS STATEMENT, BY THE MINISTER FOR PUBLIC WORKS, THE HON. JAMES MACANDREW, THURSDAY, 7TH AUGUST, 1879.

Sir, — Under existing circumstances I do not propose to occupy the time of the House with any lengthened or elaborate Public Works Statement; nor is this necessary, inasmuch as the various departmental reports which are now in the printer's hands, and which I hope will be laid upon the table before the session closes, contain very clear and full details. It seems to me that an authoritative summarized account of the progress which has been made during the past financial year ought to accompany the Loan Act, otherwise I should have deemed it unnecessary to make any Statement at present. With regard to railway construction, I would say generally that the progress which lias been made during the past year has been as great as could have been reasonably expected. It has been fully as much as could possibly have been attained without enlarging the Public Works staff to an extent which to my mind was not expedient. In addition to the large works authorized in previous sessions, out of the list of new railways placed on the Schedule last year, eighteen have been commenced, and the works are progressing. Among the authorized lines which have not been commenced are included Waimea to Switzer's, Amberley to Cook Strait, Wellington to Foxton, Kawakawa Extension, and Te Awamutu to New Plymouth. As regards Waimea to Switzer's, it was not deemed advisable to proceed with this work until the line from Gore to Lumsden, of which it will form a branch, is further advanced towards completion. Amberley to Cook Strait. —It will be recollected that it was no part of the original proposals of the Government last year to have undertaken this work —in the meantime at least—and that it was out of deference to the strong feeling of alleged injustice manifested by the whole of the Nelson members, and to the desire of members of the House generally, that this line was placed upon the Schedule, and £60,000 appropriated towards its commencement. I confess that, amid the many conflicting opinions which were expressed with regard to this line, and in the absence of any reliable data upon which to arrive at a satisfactory conclusion on the subject, it was with considerable reluctance that I consented to the proposal to place it on the Schedule. Having done so, however, I felt bound to see that the necessary steps should be taken to enable the work to be proceeded with, and, accordingly, for several months past, a survey has been going on, with a view of deciding upon the proper course for the line to be taken. It appears that the country beyond Eoxhill is exceedingly difficult, and much more time and labour than was anticipated have been found necessary in order to ascertain the most practical and economical route. Hence the delay which has occurred. A very carefully-considered and exhaustive report upon the proposed lines in the northern part of the Middle Island has been laid upon the table, from which

it will be seen that there are greater difficulties in the way of railway operations in that part of the colony than probably were anticipated. Kawakawa Extension. —The work of surveying this line has been very difficult and tedious. It is now ready for inviting tenders, and only waits the fulfilment by the Bay of Islands Coal Company of certain conditions entered into on their part in order to be put in hand. 'Wellington to Foxton. —This line is part of the main trunk line from Wellington to the Waikato, via the West Coast. The land through which it passes is now being purchased by the Government, and at least one million of acres contiguous to it will be shortly available for settlement purposes. Considerable pains have been bestowed upon ascertaining the most suitable route from Wellington to Waikanae, this being the most difficult and expensive portion of the line. It has been found that the best outlet from Wellington is by Kaiwarawara and Johnsonville, by which route a very fair grade can be secured. The working plans are now finished, and tenders can be called for the works almost immediately. The total sum expended on railway construction works during the past year has been — £ s. d. In the North Island ... ... ... ... 343,861 7 1 In the Middle Island ... ... ... ... 462,812 3 4 £806.673 10 5 Surveys not included in above, being charged to Votes 81 and 82 12,607 3 8 Total ... ... ... £819,280 14 1 The total contract liabilities on railway construction works on 30th June last were— £ 8. d. In the North Island ... ... ... ... 537,951 2 5 In the Middle Island ... ... ... ... 539,580 14 8 Kails not yet arrived or apportioned ... ... 100,000 0 0 £1,177,531 17 1 Surveys not included in above, being charged to Votes 81 and 82 1,308 3 3 Total ... ... ... £1,178,840 0 4 Since 30th June additional tenders have been let— £ s. d. In the North Island ... ... ... ... 12,202 6 10 In the Middle Island ... ... ... ... 24,977 18 10 It may be interesting to show the amount of expenditure and obligations incurred since 30th June, 1878, on railways works in the different divisions of the colony: —

Expenditure, 1878-79. Liabilities on 30th June, 1879. North Island. £ s. d. 83,395 19 8 48,167 11 0 35,679 15 10 176,618 0 7 £ s. d. 231,586 9 4 28,626 15 8 34,776 3 7 242,961 13 10 mckland lawke's Bay 'aranaki Vellington Total £343,861 7 1 £537,951 2 5 Middle Island. )tago !anterbury Vestland lelson larlborough 223,607 13 9 177,314 14 2 553 1 2 57,337 6 10 3,999 7 5 320,494 8 172,966 13 4,935 19 *32,229 10 8,954 2 0 7 9 8 8 Total £462,812 3 1 £539,580 14 8 * To this Bum of £32,229 10s. 8il. a further sum of £12,000 may be added to Stillwater, tenders for which arc about to be dealt with. respect of a section o: railway, Brunnerton

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I shall now shortly allude to the Department of Working Railways. In the Middle Island, during the past year, 59 additional miles of railway have been opened for traffic, making a total, at 30th June last, of 809 miles, the total cost of construction of which amounts to £5,757,188. The gross receipts have been £601,281 6s. Id. The working charges and maintenance have been £428,498 19s. Id., leaving a balance of £172,682 7s. available towards payment of interest on cost of construction, being at the rate of 3 per cent, for the year. The number of passengers carried during the year was 2,018,871. I may here observe that several causes have contributed to diminish considerably the profits of the year —namely, the great deficiency in the grain crop of Canterbury, the serious loss which accrued from floods, and the want of rolling-stock sufficient to meet the enormous traffic which is being continuously developed. I am glad to say, however, that the last-named evil is being successfully diminished, and that the further risk from flood damage is being lessened by the protective and other works which have been constructed during the year. In the North Island, during the past year, 27 additional miles have been opened for traffic, making a total on the 30th June last of 336 miles; the total cost of construction of which amounts to £2,300,000. The gross receipts have been £156,762 Is. 4d., and the working charges and maintenance £116,879 15s. lid.; leaving a balance of £39,935 6s. 2d. available towards payment of interest and cost of construction, being at the rate of nearly If per cent, for the year. The number of passengers carried during the year was 703,869. I feel assured that these results must be regarded as satisfactory, and cannot but afford matter for congratulation to us all. They augur well, in my opinion, as to what may be looked forward to as population increases, and they amply justify the additional loan which it has been resolved to raise, in order to the prosecution of those new railway works which have been commenced during the past year—railways which I feel persuaded will upon the whole be not only more productive than, but Avill greatly increase the traffic upon, those lines which have been already constructed. I may say that it was the intention of the Government to have applied for power to lay off small-farm settlements along the various new lines, and to dispose of the same upon such terms as might be deemed best to secure the permanent location on the soil of those employed in the construction of the works. I venture to hope that no time may be lost, after the assembling of the new Parliament, in legislating in this direction. I could have wished to have gone more fully into what I conceive to be the best course of action for the future in respect of our Public Works and Railway policy ; as it is, the position in which the Government has been placed in this House precludes me from so doing. I should hope, however, that the House will agree with me in thinking that, in the public interest, it is well that the Loan Bill should be accompanied with an authoritative and condensed statement showing the results of the Railway policy for the past year, such as I have now endeavoured to submit—a statement which will be found to be fully borne out by the various official reports and returns for the year. I have carefully abstained from saying anything debatable; and shall conclude by expressing a hope that, into whatever hands the future administration of the Public Works Department may fall, the Railway policy which I had the honor to enunciate last session may be earnestly and vigorously prosecuted.

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INDEX TO TABLES.

Pica. Table I.—Summary showing Total Expenditure and Liabilities on Public Works out of Immigration and Public Works Loan to 30th June, 1879 ... ... ... ... ... ... 3 „ 2.—Statement showing Total Expenditure and Liabilities on Railways to 30th June, 1879. ... 4 „ 3. —Statement showing Expenditure on Railways to 30th June, 1879—Classified ... ... 7 „ 4.—Statement showing Liabilities on Railways to 30in June, 1879 —Classified ... ... 8 „ s.—Statement showing Liabilities on Roads (Geneeal) to 30th June, 1879 ... ... ... 9 „ 6. —Statement showing Expendituee and Liabilities on Roads (General), Noeth Island, to 30th June, 1879 ... ... ... ... ... ... ... ... ... ... 9 „ 7. —Statement showing Expenditure and Liabilities on Roads (General), Middle Island, to 30tii June, 1879 ... ... ... ... ... ... ... ... ... ... 10 „ 8. —Statement showing Expenditure and Liabilities on Roads "to open up Lands before sale," and "through Lands recently purchased," to 30th June, 1879. ... ... 10 „ 9. —Statement showing Expenditure and Liabilities on Roads in Colony, exclusive of Votes for Miscellaneous Woeks, to 30th June, 1879 ... ... ... ... ... ... 11 „ 10.—Statement showing Expenditure and Liabilities foe Water-races on Gold Fields to 30th June, 1879 ... ... ... ... ... ... ... ... ... ... 12 „ 11.—Statement showing the Liabilities on Water-races to 30th June, 1879 ... ... ... 13 „ 12.—Statement showing Expenditure and Liabilities on Public Buildings to 30th June, 1879 ... 13 „ 13. —Statement showing Expenditure and Liabilities on Miscellaneous Public Works to 30th June, 1879 13 „ 14. —Statement showing Expenditure and Liabilities on Lighthouses to 30Tn June, 1879 ... 15 „ 15.—Statement showing Total Expenditure and Liabilities for Telegraph Purposes to 30th June, 1879 ... ... ... ... ... ... ... ... ... ... 16 „ 16.—Statement showing the Expenditure for Telegraph Purposes from Ist July, 1878, to 30Tn June, 1879 ... ... ... ... ... ... ... ... ... ... 16 I—E. 1.

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TABLE No. 1. SUMMARY showing TOTAL EXPENDITURE and LIABILITIES on PUBLIC WORKS out of IMMIGRATION and PUBLIC WORKS LOAN, to 30th June, 1879.

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Number of Table containing details. Works. ! Deduct Amounts Expenditure recovered to since 30th June, 30th June, 1878 1878, (see last year's Table but which are for No. 1). Services prior to that date Total Net Expenditure to 30th ]une, 1878. Expenditure during Year ended 30th June, 1879. Total Expenditure to 30th June, 1879. Liabilities, Authorities, Contracts, &c, 30th June, 1879. Total Expenditure and Liabilities. Works. 2 9 11 of 1877 8 and 9, Railways Roads Payments made to Road Boards Opening up Roads and constructingBridges through lands recently purchased (Vote 88, item 2) ... Coal Exploration and Mine Developement Water Supply on Gold Fields ... Aiding Works on Thames Gold Field Telegraphs ... Public Buildings Lighthouses ... Miscellaneous Public Works Departmental *6,843, 499 s 7 703,870 12 3 225,000 o o £ s. d. 24.645 13 11 44 3 ° .6,818,853 11 8; 703,826 9 3' 225,000 o o £ s. d. £ s. ij 819,280 14 i 7,638,134 5 91 46,725 15 6 7SO.SS2 4 9 225,000 o o £ s. d. 1,178,840 o 4 41,459 12 8 £ s. d. 8,816,974 6 1 792,011 17 5 225,000 O O! Railwayi. Roads. Payments made to Road Boards. Opening up Roads and constructing Bridges through lands recently purchased (Vote 88, item 2). Coal Exploration and Mine Developement. Water Supply on Gold Fields. Aiding Works on Thames Gold Field. Telegraphs. Public Buildings. Lighthouses. Miscellaneous Publio Works. Departmental. 10 of 1878 10 11 of 1877 I 10,835 8 ° 394,709 6 5 47 16 o 10,835 8 o 394,661 10 5 500 o o 500 o o 10,835 8 ° 20,964 18 1 415,626 8 6 50,000 o o 30,261 10 7 328,219 17 3 166,045 4 8j 449.676 7 3 9,566 19 8 81,240 3 2 168,070 8 8 215,394 13 11 115,969 16 10 132,946 18 3 11,575 «3 6 12,562 12 7 2,500 o o 71,299 15 1 2,125 o o 125. 119 3 9 12,075 '3 6 10,835 8 o 428,189 1 1 15 12 13 50,000 o o 299,652 o 6 283,635 11 7 7 1 .673 3 6 47.3*4 5 3 117,016 11 5 ... 1,693 13 10 490 50,000 o o 297,958 6 8 283,631 2 7 7'.673 3 6 47.3*4 5 3 116,977 1 5 50,000 o o 33°. 7'9 '7 3 520,976 2 4 83.365 3 2 34°. 5'3 >7 8 132,946 18 3 ... 3910 o Total 9,047,216 4 6 26,475 5 9 9,020,740 18 9. 11,743,608 4 9 ToTAI. ti,277.38s 8 I 10,298,126 6 101,445,481 17 u * This amount doeB not include the expenditure on railways of the late Provinces of Canterbury and Otago, which were valued at £731,759 and £372,522 respectively, and were not paid for out o: inmigration and Public Works Loan, but were taken in reduction of the provincial debts. t If the amount ££15,969 16s. lOd. (Departmental) bo deducted from this amount it will leave £1,261,113 11s. 3d., which will be found to agree with the Audited Statement of Expenditure on Public rVorks (vide Appendix A).

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TABLE No. 2. STATEMENT showing the TOTAL EXPENDITURE and LIABILITIES on RAILWAYS out of IMMIGRATION and PUBLIC LOAN to 30th June, 1879.

Total Net Expenditure to 30th June, 18 as per Table No. 3. Expenditure dceing 18T8-79. Total Expenditure to 30th June, 1879, On Voles 66 to 80 On Votes 81 and 82 as per Table No. 3. for Railways. for Surveys. Liabilities on Authoritiei, Contracts, &c., 30th June, 1879, as per Table No. 4. Total Expenditure and Liabilities. Lines of Railway. Lines or Railway. North Island (as per particulars below) ... Middle Island (as per particulars below) ... Miscellaneous Surveys Unafportionable 2,471,607 9 9 4,346,410 8 7 470 17 11 364 15 5 343,86. 462,812 s. d. I 3 4 2,124 12 II 10,482 10 9 £ s. d. 2,817,593 9 9 4,819,705 2 8 470 17 11 364 15 5 £ ». d. 538, 289 9 3 540,550 11 1 £ s. d. 3,355,882 19 o 5,360,255 13 9 47o 17 11 100,364 15 5 Nortii Island (as per particulars below). Middle Island (as per particulars below). Miscellaneous Survbys. ITnapportionablk. 100,000 o o Total 6,818,853 11 H 806,673 10 5 i2,Co7 3 8 7,638,134 5 9 1,178,840 o 4 8,816,974 6 Total. NORTH ISLAND. NORTH ISLAND. Kawakawa Kaipara-Puniu Napier-Manawatu Wellington- Woodville Waitara-Patea Patea-Manawatu Wellington-Foxton Waitotara River-Upper Patea Te Awamutu-New Plymouth Masterton-Papatu Waikato-Thames Branch line to Hamilton Hel.nsville-Kaukapakapa River Whangarei-Kamo 26,603 19 4 875,369 14 5 354,850 3 11 535-794 8 2 136,835 15 4 536,497 3 9 526 9 11 79,030 14 7 48,167 I I o 92,892 17 5 35,679 15 1° 81,604 14 I0 i,534 10 1 585 18 3 27,130 9 3 954,4oo 9 o 403,017 14 11 628,687 5 7 172,515 11 2 6i8,io"i 18 7 1,534 10 1 585 18 3 411 26 161,512 15 8 28,626 15 8 107,24. 19 o 34,776 3 7 106,212 18 3 i4,5 0 5 l6 7 10,000 o o 27,541 11 9 i,"5,9'3 4 8 431,644 10 7 735,930 4 7 207,291 14 9 724,314 16 10 16,040 6 8 10,585 18 3 Kawakawa. Kaipara-Puniu. Napier-Manawatu. Wellington-Woodville. Waitara-Patea. Patea-Manawatu. Wellington-Foxton. Waitotara River-Upper Patea. Te Awamutu-New Plymouth. Masterton-Papatu. Waikato-Thames. Branch line to Hamilton. Helensville-Kaukapakapa Biver. Whangarei-Kamo. ... 3,016 1 9 822 13 5 3,016 1 9 822 13 5 5,000 o o 53,772 19 2 2,382 2 I 5,000 o o 56,789 O II 3,204 15 6 i3>507 9 " 13,507 9 " Preliminary Surveys — Thames-Waikato Mercer-Cambridge Cambridge-Taupo Masterton- Woodville Hutt-Waikanae Tokano-Napier Waipukurau-Gorge Waitara-Waitotara Mountain Road-Opunaki 1,151 IS 7 528 17 3 346 4 1 205 14 3 223 6 8 20 16 o 3,179 11 o 381 00 1,494 9 9 i,532 15 7 5 28 17 3 346 4 1 205 14 3 1,717 16 5 20 16 o 3,179 II o 87 10 o l6l 13 2 ',532 15 7 528 17 3 346 4 1 205 14 3 1,717 16 5 20 16 o 3,179 11 o 87 10 o 500 o o Preliminary Surveys — Thames-Waikato. Mercer-Cambridge. Cambridge- Taupo. Masterton- Woodville. Hutt-Waikanae. Tokano-Napier. Waipukurau Gorge. Waitara-Waitotara. Mountain Road-Opunaki. 87 10 o 161 13 2 338 6 10 Total, North Island 2,8i7,593 9 9 538,289 9 3 3,355,882 19 o Total, North Island. 2,471,607 9 9 343,86i 7 I 2,124 12 11

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MIDDLE ISLAND. Nelson-Foxhill Picton-Blenheim Brunner-Greymouth Westport- Ngakawau Amberley-Waitaki Waitaki-Bluff Winton-Kingston Western Railways Otago Contral Amberley-Brunnerton Greymouth-Hokitika Canterbury Interior Main Line Main Line-Upper Ashburton Opawa Branch Extension Waipabi-Ueriot Burn Edendale-Toitois Otautau-N igh I caps Clutha-Catlin's River Waiinea-Switzer's Lumsden-Mararoa Palmerston-Waihemo Oamaru-Livingston Main Line-Sbag Point Amberley-Cook Strait Little River-Akaroa ... 1 "7,938 13 11 159,309 8 6 163, 247 5 8 186,353 o 2 1,368,242 2 4 2,086,059 13 4 227,357 10 2 12,245 8 9 9,726 17 3 3,999 7 5 26,897 16 11 19,556 8 8 177,012 8 10 i63,574 13 2 ii,559 9 2 44,37° 7 o i,939 '8 3 59 10 5 553 1 2 127,665 11 2 163,308 15 11 190,145 2 7 205,909 8 10 1,545,254 I' 2 2,249,634 6 6 238,916 19 4 56,615 15 9 1,939 18 3 59 10 5 553 1 2 135 '2 o 133 10 4 45 11 3 333 11 2 3,037 17 1 8,954 2 8 9,071 11 1 6,669 ° 3 125,358 18 5 205,232 3 2 773 7 9 38,266 14 5 50,059 1 3 1,082 5 o 9,871 19 6 8,106 16 1 9,879 2 6 7,983 4 4 250 o o 9,835 11 10 4,968 19 6 5,298 10 10 130,703 8 3 172,262 18 7 199,216 13 8 212,578 9 1 1,670,613 9 7 2,454,866 9 8 239,690 7 1 94,882 10 2 51,998 19 6 1,141 15 5 10,425 o 8 8,106 16 1 9,879 2 6 8,118 16 4 250 o o 9,969 2 2 5,014 IO 9 5,632 2 O 117 12 O 6,133 1 4 1,200 o o 9 19 4 29,673 3 4 661 13 4 MIDDLE ISLAND. Nelson-Foxhill. Picton-Blenheim. Brunner-Greymouth. Westport-Ngakawau. Amberlev- Waitaki. Waitaki-Bluff. Winton-Kingston. Western Railways. Otago Central. Amberley-Brunnerton. Greymouth-Hokitika. Canterbury Interior Main Line. Main Line-Upper Ashburton. Opawa Branch Extension. Wai pahi-Heriot Burn. Edendale-Toitois. Otautau-Nightcaps. Clutha-Catlin's River. Waimea-Switzer's. Lumsden-Mararoa. Palmerston-Wailiemo. Oamaru-Livingston. Main Line-Shag Point. Amberley-Cook Strait. Little River-Akaroa. 135 12 o 133 'o 4 45 11 3 333 11 2 42 3 10 1,49° 14 3 107 16 o 9 19 4 1,096 13 7 166 13 4 42 3 10 1,490 14 3 107 16 o 9 19 4 1,096 13 7 166 13 4 75 8 2 4,642 7 1 1,092 4 o 28,576 9 9 495 o o Preliminary Surveys — Foxhiil-Brunner Foxhill-South wards Greymouth-Christchurch Greymouth-Hokitika Hokitika-Christchurch Hokit ika-Malvern Hokitika Office Greymouth-Amberley Amberley-Hurunui IIurumii-Blenheim Ashburlon-Alford Forest Waimate-Hakateramea Duntroon-LIakateramea Waimate Extension Orari-HiltoH, via. Geraldine White Cliffs-Rakaia Gorge . Albury-Fuirlio Creek Oiunavu-Waiareka AVaiareka-Livingstone Dunedin-Moeraki Clutha-Mataura Taieri, via. Si rath Taieri-Clyde Tai_r iRiver, via Brighton '.'.'. 2,872 19 1 454 11 8 798 o 9 2,734 5 7 34 16 8 468 o 3 1,200 o o 8,828 2 9 151 16 8 726 12 II 172 7 7 109 o o 124 16 o 52 19 6 105 10 6 493 6 9 826 2,175 2 4 "5 9 6 2,684 3 8 300 19 11 6 1,954 19 3 416 18 9 S6 15 o 98 210 1,300 o o 2,872 19 1 454 i' 8 798 o 9 2,753 17 1 34 16 8 468 o 3 1,200 o o 10,783 2 O 568 15 5 726 12 11 229 2 7 207 2 10 1,300 o o 302 I I 2 2l8 12 IO 297 16 8 493 6 9 826 2,175 2 4 I "5 9 6 5,352 12 3 3°o: 17 16 3 765 19 1 2,872 19 1 454 11 8 798 o 9 2,77i 13 4 34 16 8 468 o 3 1,200 o o 11,549 1 1 568 15 5 726 12 11 229 2 7 207 2 10 1,300 o o 302 I I 2 2l8 12 IO 297 16 8 493 6 9 826 2,175 2 4 115 9 6 5,352 12 3 300 Preliminary Surveys — Foxhiil-Brunner. Foxhill-Southwards. Greymouth-Christchurch. Greymouth-Hokitika. Hokitika-Christchurch. Hokitika-Malvern. Hokitika Office. Greymouth-Amberley. Amberley-Hurunui. Hurunui-Blenheim. Ashburton-Alford Forest. Waimate-Hakateramea. Duntroon-Hakateramea. Waimate Extension. Orari-Hilton, via Geraldine. White Cliffs-Rakaia Gorge. Albury-Fairlie Creek. Oamaru-Waiareka. Waiareka-Livingston. Dunedin-Moeraki. Clutha-Mataura. Taieri via Strath Taieri-Clyde. Taieri River via Brighton. 177 IS 2 165 13 4 192 6 2 2,668 8 7 Carried forward ... 4 4,345,o66 4,345,o66 7 6 7 6 462,812 3 4 4,814,929 I I 540,364 io o 7,050 10 7 5.355.293,ii 5

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TABLE NO. 2— continued. STATEMENT showing the Total Expenditure and Liabilities, &c. — continued. Lines of Railwat. Expenditure to 30th June, 1878, as per Table No. 3. Expenditure dcrinq 1878-79. Total , Expenditure to 30th June, 1879, On Votes 66 to 80 On Votes 81 and 82 as per Table No. 3. for Railways. for Surveys. Liabilities on Authorities, Contracts, &c., 30th June, 1879, as per Table No. 1. Total Expenditure and j Liabilities. Lines of Raii.wat. MIDDLE ISLAND— continued. Brought forward Green Island Extension Clutha River Survey Waipahi-Cromwell Waipahi-Tapanui Rivertou-Orepuki Gorge-Elbow Otautau, Wain, and Nightcaps Lyttleton Station Ground Lumsden-Mararoa Edendale-Fortrose Edendale-Toitois Glen Tunnel-Rakaia Gorge Malvern Branch Oxford Malvern Aorere Tramway Little River and Akaroa Malvern Ferry Bridge Opawa Branch Oxford-Temuka Christchurcb-Sumner Oamaru-Livingston Windiest er-Hilton Amberley-Cook Strait Amberley Extension Sheffield- Kowai Pass Otago Central Incidental, general, Are. £ s. d. j £ s. d. 4,345,066 7 6 462,812 3 4 7 11 o o 18 6 IOO 00 442 5 7 251 8 7 454 12 0 39 13 11 40 o o ... 7 11 6 £ s. d. £ s. d. £ s. d. £ s. d. 7,050 10 7 ,4,814,929 1 5 540,364 io o 5,355i293 '• 5 85 11 o 93 2 o ... 93 2 o o 18 6 ... o 18 6 IOO O O ... IOO o o o 10 6 442 16 1 ... 442 16 1 415 o 1 I 666 8 9 ... 666 8 9 723 6 2 ■ 1,177 18 2 ... 1,177 !8 2 575 6 10 615 09 o 17 7 615 18 4 40 o o ... 40 o o 1 11 6 o 1 11 6 o ... 11 1 6 o 48 ij 6 48 13 6 ... 48 13 6 156 9 o '■ 156 9 o ... 156 9 o 32 9 8 32 9 8 ... 32 9 8 6 12 8 6 12 8 ... 6 12 8 22 l6 O 22 l6 O ... 22 l6 O 5 15 o 5 15 o ... 5 15 o 137 «| 4 137 15 4 ••• '37 IS 4 19 16 o 19 16 o ... 19 16 o 54 18 2 54 18 2 ... 54 18 2 ■47 '3 7 '47 13 7 ••• '47 «3 7 36 19 o 36 19 o ... 36 19 o 33 15 ° 33 IS o ... 33 15 o 490 490 ... 490 58 8 4 58 8 4 ... 58 8 4 7 11 8 7118 ... 7 11 8 94 15 9 94 '5 9 •■• 94 '5 9 652 1 10 652 1 10 050 652 6 10 7116 184 18 6 192 10 o MIDDLE ISLAND— continued. Green Island Extension. Clutha River Surrey. Wai pah i-Cromwell. Waipahi-Tapanui. Riverton-Orepuki. Gore-Elbow. Otautau, Waiau, and Nightcaps. Lytteiton Station Ground. Lumsden-Mararoa. Edendale-Fortrose. Edendale-Toitois. Glentunnel-Rakaia Gorge. Malvern Branch. Oxford-Malvern. Aorere Tramway. Little River and Akaroa. Malvern Ferry Bridge. Opawa Branch. Oxford-Temuka. Christchurch-Sumner. Oamaru-Livingston. Winchester-Hilton. Amberley-Cook Strait. Amberley Extension. Sheffield-Kowai Pass. Otago Central. Incidental, general, &c. Total, Middle Island 4,346,410 8 7 462,812 3 4 4,346,410 8 7 46 2, 8 12 3 4 10,482 10 9 4,819,705 10,482 10 9 4,819,705 2 8 , 540,550 11 1 5,360,255 13 9 2 8 540,550 II 1 5,360,255 13 9 Total, Middle Island.

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TABLE No. 3. STATEMENT showing the TOTAL EXPENDITURE on RAILWAYS out of IMMIGRATION and PUBLIC WORKS LOAN to 30th JUNE, 1879. —CLASSIFIED.

Lines of Railway. I.a: ID. Surveys: Preliminary and Working. Grading. Bridges and Culverts. I Construction. Fencing. Permanent Way,! Permanent Way, New Zealand, i England. ROLLING-S New Zealand. Rolling-stock. stock. England. „ Expenditure - Engineering to 30th June, bTATioNs, AND Incidental. 1878, __ AND Ofuicr (Vide page 5 of Wharves. ueeice. £ w £ t& l emeDtt 1878.) Deduct Credits on account of Expend itu be, made prior to 30 June, 1878, but only received during 1878-79. Total Net Expenditure to 30 June, 1878. Total Net Expenditure during Year 1878-79. Total Net Expenditure to 30 June, 1879. Lines os Railway. Cost. Expenses. NORTH ISLAND. Kawakawa Kaipara—Puniu Napier—Manawatu Wellington—Woodville Waitara—Patea Patea—Manawatu (with Foxton Branch) Wellington to Foxton by West Coast Waitotara River to Upper Patea Crossing Te Awamutu to New Plymouth ... Masterton to Papatu via Woodville Waikato to the Thames Branch line to Hamilton Helensville to Kaukapakapa River Whangarei to Kamo £ s. d. 40,700 8 9 4,920 6 o 22,312 1 2 7,624 6 10 24,567 5 5 £ s. d. 3,254 2 6 543 2 11 1,445 11 5 762 19 4 i,55! 19 3 £ a. d. 672 4 9 n,457 9 10 9,008 16 3 11,622 15 6 4,813 10 8 15,393 2 8 1,424 4 o £ s. d. 3,022 12 o 220,955 6 7 75,729 3 1 207,502 16 2 36,555 10 1 129,187 17 11 £ s. d. £ s. d. 2,281 10 11 98,718 o 9 I 13,111 7 8 67,378 19 6 ! 11,529 7 1 77,728 15 4 i 12,365 12 9 27,369 16 o 3,727 10 10 89,960 11 5| 23,577 16 3 no 61 £ s. d. 3,184 18 o 133,005 9 9 62,435 IS S 57,398 o 9 30,805 13 n 7i,3ii 19 2 £ s. d. 10,640 2 2 154,797 6 1 86,336 14 o 95,298 o 1 29,567 7 4 141,477 10 9 £ s. d. 903 13 n 32,254 16 1 7,263 18 3 8,413 8 7 2,987 12 2 14,292 19 4 £ 8. d. 3,672 13 1 83.401 17 5 31,044 4 8 53,164 o 1 7,208 o 2 39.402 6 3 £ s. d. 930 9 9 112,992 n 4 30,940 5 4 56,543 o II 13,462 5 10 40,594 15 9 £ s. d. 1,787 13 1 44,028 1 o 15,312 17 10 24,251 12 o 7,250 n 8 25,502 7 11 £ b. d. 34 11 7 5.723 11 3 574 4 7 641 10 10 380 6 4 1,281 6 6 £ s. d. 26,603 19 4 876,966 14 5 355,388 19 5 538,093 o 3 137,035 3 10 538,352 17 11 £ s. d. 1,597 o o 538 15 6 2,298 12 1 199 8 6 1,855 14 2 £ 8. d. 26,603 '9 4 875,369 14 5 354,850 3 11 535-794 8 2 136,835 15 4 536,497 3 9 £ s. d. 526 9 11 79,030 14 7 48,167 11 o 92,892 17 5 35>679 15 10 81,604 14 10 i,534 10 1 £ s. d. 27,130 9 3 954,400 9 o 403,017 14 n 628,687 5 7 172,515 11 2 618,101 18 7 i,534 10 1 NORTH ISLAND. Kawakawa. Kaipara—Puniu. Napier—Manawatu. Wellington—Woodville. Waitara—Patea. Patea—Manawatu (with Foxton Branch). Wellington to Foxton by West Coast. Waitotara River to Upper Patea Crossing. Te Awamutu to New Plymouth. Masterton to Papatu via Woodville. Waikato to the Thames. Branch Line to Hamilton. Helensville to Kaukapakapa River. Whangarei to Kamo. 585 18 3 585 18 3 585 18 3 480 18 '6 20 19 3 2,308 o o 711 00 69 3 o 90 14 2 128 5 9 29 14 6 3,016 1 9 822 13 5 3,016 1 9 822 13 5 Preliminary Surveys— North Island (for details see Table No. 2) 7,780 17 9 5,656 4 10 5,656 4 10 2,124 12 11 7,780 17 9 Preliminary Surveys— North Island (for details see Table No. 2). Total, North Island ... 100,124 8 2 7,557 15 5 63,260 17 S 675,972 5 10 363,548 o o 64,311 14 7 358,301 14 2 5'8,ii7 o 5 66,116 8 4 217,893 1 8 255,463 8 n 118,261 9 3 8,665 5 7 2,478,097 o o 6,489 10 3 2,471,607 9 9 345,986 o o 2,817,593 9 9 Total, North Island. MIDDLE ISLAND. Nelson—Foxhill Picton—Blenheim Brunner—Greymouth Westport—Ngakawau Amberley—Waitaki (with Branch Lines and Waitaki Bridge) Waitaki —Bluff and Branches Winton —Kingston Western Railways Otago Central, Dunedin to Albert Town, Lake Wanaka Amberley to Brunnerton Greymouth to Hokitika Canterbury Interior Main Line, Oxford to Temuka Main Line to Upper Ashburton ... Opawa Branch Extension Waipahi to Heriot Burn Edendale to Toitois Otautau to Nightcaps Clutha to Catlin's River Waimea to Switzer's Lumsden to Mararoa Palmerston to Waihemo Oamaru to Livingston Main Line to Shag Point Amberley to Cook Strait Little River and Akaroa 15,437 17 o 8,205 19 lo 8,055 9 o 4,805 15 3 43,652 15 8 63,880 16 5 2,390 11 3 2,548 17 11 1,166 8 8 1,209 14 10 1,196 3 7 3,i59 5 11 6,201 10 7 12,093 7 10 190 12 2 734 12 o 11 00 2,135 5 8 2,110 12 3 2,091 17 7 6,273 8 5 11,240 2 1 21,929 4 1 2,812 12 o 131 II o 1,471 17 7 223 7 10 24,051 3 3 53,340 1 7 68,819 1 5 54,423 4 2 114,401 o 5 704,670 7 8 41,905 14 8 8,642 2 n 109 3 o 15,046 7 3 30,005 12 3 29,844 14 o 13,567 7 9 329,302 17 9 230,294 3 9 9,347 19 3 5,854 4 o 6,917 16 o 952 5 8 599 19 o 117 o o 41,287 12 6 69,423 10 9 2,822 7 o 1,682 16 5 16,435 16 6 17,142 8 8 10,830 6 8 22,016 15 6 235,061 16 3 280,691 n o 54,999 9 1 ",137 17 " 22,142 o 10 22,165 5 3 10,898 16 10 27,446 12 6 314,851 3 3 302,296 4 3 73,736 16 6 10,664 9 8 1.744 14 8 2,807 9 7 3.745 10 6 3,323 19 7 44,123 18 7 32,388 17 2 3,188 n 1 i,556 12 4 7,59i 14 3 8,805 16 5 14,396 3 o 19,228 5 10 163,071 16 7 197,444 7 7 24,744 2 4 8,729 12 o 10,223 n 6 11,618 5 5 27,704 19 4 43,029 12 11 200,102 2 1 252,843 8 2 12,334 o 2 2,328 o 4 300 o o 4,532 12 7 4,735 1 11 11,477 o 4 8,089 'O II 38,840 O O 74,9H 17 2 9,873 5 3 2,546 12 4 69 3 2 54 16 8 161 6 6 1 240 3 o 210 2 3 485 1 4 '428 10 1 3.H7 15 S 6,763 10 8 570 18 7 58 6 11 87 17 6 4 13 9 59 3 10 "7,967 3 7 159,337 o 9 163,247 18 8 186,435 8 2 1,378,831 16 7 2,091,045 15 5 228,780 10 6 13,263 12 10 28 9 8 27 12 3 o 13 o 82 8 o 10,589 14 3 4,986 2 1 1,423 o 4 1,018 4 1 "7,938 13 »> 159,309 8 6 163,247 5 8 186,353 o 2 1,368,242 2 4 2,086,059 13 4 227,357 10 2 12,245 8 9 9,726 17 3 3,999 7 5 26,897 '6 11 19,556 * 8 177,012 8 10 i63,574 13 2 ",5S9 9 2 44,370 7 ° i,939 l8 3 59 10 5 553 1 2 127,665 11 2 163,308 15 11 190,145 2 1 205,909 8 10 i,S45,2S4 11 2 2,249,634 6 6 238,916 19 4 56,615 15 9 i,939 18 3 59 10 S 553 1 2 MIDDLE ISLAND. Nelson-Foxhill. Picton —Blenheim. Brunner—Greymouth. Westport —Ngakawau. Amberley —Waitaki (witb Branch Lines and Waitaki Bridge). Waitaki —Bluff and Branches. Winton —Kingston. Western Railways. Otago Central, Dunedin to Albert Town, Lake Wanaka. Amberley to Brunnerton. Greymouth to Hokitika. Canterbury Interior Main Line, Oxford to Temuka. Main Line to Upper Ashburton. Opawa Branch Extension. Waipahi to Heriot Burn. Edendale to Toitois. Otautau to Nightcaps. Clutha to Catlin's River. Waimea to Switzer's. Lumsden to Mararoa. Palmerston to Waihemo. Oamaru to Livingston. Main Line to Shag Point. Amberley to Cook Strait. Little River and Akaroa. 135 12 o 135 12 o 135 12 o 101 7 4 43 19 9 226 14 2 32 3 o 1 11 6 16 17 o 133 10 4 45 11 3 333 11 2 133 10 4 45 " 3 333 it 2 90 o o 1,260 12 o 42 3 10 227 2 3 107 16 o 300 9 19 4 1289 42 3 10 i,49o 14 3 107 16 o 9 19 4 1,096 13 7 166 13 4 42 3 10 1.490 14 3 107 16 o 9 19 4 1,096 13 7 166 13 4 799 14 10 166 13 4 225 o o 59 10 ° Preliminary Surveys— Middle Island (for details see Table No. 2) 36,139 16 6 25,657 5 9 25,657 S 9 10,482 10 9 36,139 16 6 Preliminary Surveys— Middle Island (for details tee Table No. 2). Total, Middle Island 150,238 14 4 25,962 15 7 88,410 18 6 1,070,451 19 1 663,263 6 o j 123,803 7 4 648,541 1 7 784,201 9 1 92,879 13 6 444,011 18 o 560,483 19 11 ■55-353 16 10 12,102 2 n 4,364,566 12 3 18,156 3 8 4,346,410 8 7 473,294 14 I 4,819,705 2 8 Total, Middle Island. SUMMARY. North Island— Railways IOO, 124 8 2 SUMMARY. North Island— Railway b. 7,557 15 5 63,260 17 5 675>972 5 10 363,548 o o 64,311 14 7 358,301 14 2 S'8,117 O 5 66,116 8 4 217,893 1 8 255,463 8 11 118,261 9 3 8,665 s 7 2,478,097 o o 6,489 10 3 2,471,607 9 9 345,986 o o 2,8i7,593 9 9 Middle Island— Railways 150,238 14 4 25,962 15 7 88,410 18 6 1,070,451 19 1 663,263 6 o 123,803 7 4 648,541 I 7 784,201 9 I 92,879 13 6 444,011 18 o 560,483 19 11 155,353 16 10 12,102 2 II 4,364,566 12 3 18,156 3 8 4,346,410 8 7 473,294 14 1 4,819,705 2 8 Middle Island— Railways. Miscellaneous Surveys— Unapportionable 470 17 n 364 15 5 470 17 II 364 15 5 47° 17 n 364 15 5 470 17 11 364 IS S Miscellaneous Sukveys. Unapportionable. Total Total. 250,363 2 6 33,520 n o 152,142 13 10 1,746,424 4 11 1,026,811 6 o 188,115 in 1,006,842 15 9 1,302,318 9 6 158,996 1 10 661,904 19 8 816,312 4 3 273,615 6 1 20,767 8 6 6,843,499 5 7 24,645 13 " 6,818,853 " 8 819,280 14 1 7,638,134 5 9

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TABLE No. 4. STATEMENT showing the LIABILITIES on RAILWAYS out of IMMIGRATION and PUBLIC WORKS LOAN to 30th June, 1879.—CLASSIFIED.

Lines. Railways under Construction. Additions to Working Railways. Rolling-Stock. Miscellaneous Plant. Permanent Way 1 on English ! Contracts. Total Liabilities. Lines. On Authorities. On Contracts. Total. On Authorities. On Contracts. Total. On On Colonial On English Authorities. Contracts. Contracts. Total. On English Contracts. North Island. Kawakawa Kaipara-Puniu Napier-Manawatu Wellington-Woodville Waitara-Patea Patea-Manawatu Wellin gton-Foxton Waitotara-Upper Patea Te Awamutu-New Plymouth Masterton-Papat u Waikato-Thames Branch Line to Hamilton Helensville-Kaukapakapa Whangarei-Kamo Surveys £ *. d119 2 6 24,903 7 9 6,949 2 6 8,462 13 10 4,617 9 1 14,114 15 10 805 16 7 £ s. d. 292 o o 196,357 4 4 6,919 19 8 70,599 6 9 16,410 4 o 67,254 8 3 £ s. d. 411 26 131,160 12 1 13,869 2 2 79,062 o 7 21,027 13 1 81,369 4 1 805 16 7 £ s- d234 18 I 38" 1 5 £ s. d. £ s. d. 234 18 1 38"'i 5 £ s. d. 3,868 3 8 561 4 10 1,399 1 o •35 15 6 1,360 17 9 £ s. d. 5,969 4 2 6,568 1 1 8,163 1 3 S-97 8 13 1 8,324 10 10 £ s. d. 4,929 19 9 6,007 18 o 12,876 14 8 5,960 o o 8,599 6 9 9,000 o o 10,000 o o £ •• d. 14,767 7 7 13,137 3 11 22,438 16 11 12.074 8 7 18,284 15 4 9,000 o o 10,000 o o £ s. d. 1,168 12 2 £ s. d. 15,249 17 11 1,620 9 7 4,535 7 11 1,674 1 11 6,556 6 1 £ s. d 411 26 161,512 15 8 28,626 15 8 107,242 19 o 34,776 3 7 106,212 18 3 14,50s '6 7 10,000 o o North Island. Kawakawa. Kaipara-Puniu. Napier-Manawatu. Wellington-Woodville. Waitara-Patea. Patea-Manawatu. Wellington-Foxton. Waitotara-Upper Patea. Te Awamutu-New Plymouth Masterton-Papatu. Waikato-Thames. Branch Line to Hamilton. Helensville-Kaukapakapa. Whangarei-Kamo. Surveys. 2 12 9 2 12 9 4,700 o 0 117 19 10 "3 6 7 26,654 19 4 2,268 15 6 26,772 19 2 2,382 2 1 5,000 o o 27,000 o o 5,000 o o 27,000 o o 5,000 o o 53,772 19 2 2,382 2 I 1,250 o o 338 6 10 2,257 9 11 3,507 9 11 338 6 10 10,000 o o 10,000 o o 13,507 9 11 338 6 10 Total, North Island 61,792 1 4 299,014 7 9 360,806 9 1 275 12 3 275 12 3 7,325 2 9 35,oo3 10 5 99,373 19 2 141,702 12 4 5,868 12 2 29,636 3 5 538,289 9 3 Total, North Island. Middle Island. Nelson-Foxhill Picton-Blenheim Brunner-Greymouth Westport-Ngakawau Amberley-Waitaki Waitaki-Bluff Winton-Kingston Western Railways Otago Central Amberley-Brunnerton Greymouth Hokitika Oxford-Temuka Main Line-Upper Ashburton Opawa Branch Extension Waipahi-Heriot Burn Edendale-Toitois Otautau-Nightcaps Clutha-Catlin's River Waimea-Switzer's Lumsden-Mararoa Palmerston-Waihemo Oamaru-Livingston Main Line-Shag Point Amberley-Cook Strait Little River and Akaroa Surveys 748 12 6 365 15 2 8,419 11 1 6,472 16 5 1,012 10 8 14,964 18 7 402 19 9 4,45i 13 3 1,053 o 5 1,082 5 o 1,431 19 6 20 5 o 104 9 4 250 o o 112 2 10 131 19 6 1,762 18 6 8,360 14 o 626 IO o 10,353 o o 94,396 5 9 292 16 3 32,825 o 6 49,006 O IO 8,440 0 o 8,106 16 1 9,858 17 6 7,878 15 o 2,511 11 o 8,726 9 2 9,046 1 1 6472, 16 5 ",365 10 8 109,361 4 4 695 16 o 37,276 13 9 50,059 1 3 1,082 5 o 9,871 19 6 8,106 16 1 9,879 2 6 7,983 4 4 250 o o 9,835 11 10 4,96s 19 6 5,298 10 10 526 6 1 207 13 6 25 10 o 117 o 32,467 17 11 13,210 4 8 61 5 6 526 6 1 207 13 6 25 10 o 117 o 32,467 17 11 13,210 4 8 61 5 6 20 o o 194 6 10 1,324 1 7 4,224 7 9 16 6 3 6,685 12 6 6,685 12 6 536 8 o 57, o6 4 5 S7,o83 2 7 3 20 o o 194 6 10 65,073 19 8 67,993 2 6 16 6 3 536 8 o '3,580 12 10 1,796 14 1 12,870 17 4 12,870 17 7 453 12 8 3,037 17 1 8,954 2 8 9,07 in 1 6,669 o 3 125,358 18 5 205,232 3 2 773 7 9 38,266 14 5 50,059 1 3 1,082 5 o 9,871 19 6 8,106 16 1 9,879 2 6 7,983 4' 4 250 o o 9,835 11 1° 4,968 19 6 5,298 10 10 Middle Island. Nelson-Foxhill. Picton-Blenheim. Brunner-Greymouth. Westport-Ngakawau. Amberley-Waitaki. Waitaki-Bluff. Winton-Kingston. Western Railways. Otago Central. Amberley-Brunnerton. Greymouth-Hokitika. Oxford-Temuka. Main Line-Upper Ashburton Opawa Branch Extension. Waipahi-Heriot Burn. Edendale Toitois. Otautau-Nightcaps. Clutha-Catlin's River. Waimea-Switzer's. Lumsden-Mararoa. Palmerston-Waihemo. Oamaru-Livin gston. Main Line-Shag Point. Amberley-Cook Strait. Little River and Akaroa. Surveys. 9,723 9 o 4,837 o o 5,298 10 10 75* 8 2 19 17 9 1,092 4 o 4,622 9 4 75 8 2 4,642 7 1 1,092 4 o 7S" 8 2 4,642 7 • 1,092 4 o 614 8 7 495 o o 969 16 5 27,962 1 o 28,576 9 9 495 o o 969 16 5 28,576 9 9 495 o o 969 16 5 Total, Middle Island 44,291 14 1 284,351 4 7 328,642 18 8 46,500 14 8 46,500 14 8 5,779 2 5 13,907 13 o ii4,'47 7 10 133,834 3 3 5,377 6 11 26,195 7 7 540,550 11 1 Total, Middle Island. SUMMARY. North Island Middle Island Additional Rails Rails 61,792 1 4 44,291 14 1 299,014 7 9 284,351 4 7 360,806 9 1 328,642 18 8 275 !2 3 46,500 14 8 275 12 3 46,500 14 8 7,325 2 9 5,779 2 5 3S> 003 10 5 13,907 13 o 99,373 19 2 H4,i47 7 i° 141,702 12 4 133,834 3 3 5,868 12 2 5,377 6 11 29,636 3 5 26,195 7 7 100,000 o o 538,289 9 3 540,550 11 1 100,000 o o SUMMARY. North Island. Middle Island. Additional Rails. Rails. Total Total. 106,083 15 S 583,365 12 4 689,449 7 46,7 '6 6 11 46, •6 6 11 48,911 3 5 213,521 7 o 275,536 15 7 11,245 19 1 i55, 83i 11 0 1,178,840 o 4 13,104

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TABLE No. 5. STATEMENT showing the LIABILITIES on ROADS (General), out of IMMIGRATION and PUBLIC WORKS LOAN, to the 30th June, 1879.*

TABLE No. 6. STATEMENT showing the EXPENDITURE and LIABILITIES on ROADS (General), NORTH ISLAND, out of IMMIGRATION and PUBLIC WORKS LOAN, to 30th June, 1879.

.uthorities. iONTBACTS. ■BANTS. Total. Sorth of Auckland S Torth Island Velson South-West Gold Fields Westland ilokitika-Christchurch ... £ S. d. 1,107 14 2 482 V 1 119 7 1 4,591 5 9 1,047 12 4 £ s. d. 1,728 18 0 416 1 6 13 15 0 272 4 9 156 4 9 £ s. d. 1,380 9 9 853 0 0 £ s. d. 4,217 1 11 1,751 8 7 133 2 1 4,863 10 6 1,203 17 1 Total 7,348 6 5 2,587 4 0 2,233 9 9 12,169 0 2 * For Roads to o ien ui Lands before Sale. and for Roads ti ;h Lands reeentl Purchased, see Tables 8 and 9.

Locality. Expenditure. Total Liabilities on Authorities and Contracts, 30th June, 1879. Total Expenditure and Liabilities. 1869-78. 1878-79. Total. Auckland Provincial District. S'orth of Auckland £ s. d. *31,544 11 9 £ s. d. 7,255 1 7 £ s. d. 38,799 13 4 £ a. d. 4,217 1 11 £ s. d. 43,016 15 3 Bay of Islands Mangere Bridge rhames tVuikato Bay of Plenty Poverty Bay fanpo 33,151 6 9 15,486 7 8 75 2 9 1G,583 18 7 70,570 17 10 +16,317 8 2 9,273 4 5 1,509 5 5 1,837 10 2 33,151 6 9 15,480 7 8 75 2 9 18,093 4 0 72,408 8 0 16,317 8 2 9,273 4 5 600 0 0 160 13 4 672 0 10 318 14 5 33,751 6 9 15,486 7 8 75 2 9 18,253 17 4 73,080 8 10 16,636 2 7 9,273 4 5 Total 161,458 6 2 3,346 15 7 164,805 1 9 1,751 8 7 166,556 10 Hawke's Bay Provincial District. Sapier Seventy-Mile Bush tVairoa 23,826 0 3 45,750 18 2 1,212 7 8 68 14 2 23,894 14 5 45.750 18 2 1,212 7 8 23,894 14 5 45,750 18 2 1,212 7 8 Total 70,789 G 1 68 14 2 70,858 0 3 70,858 0 3 Taranaki Provincial District. Sew Plymouth—Inland iTawera—Waitara iYni-iti —rutea 3,760 17 3 13,907 6 6 58,566 6 9 3,760 17 3 13,907 6 6 58.566 6 9 3,760 17 8 13,907 6 6 58,566 6 9 Total 76,234 10 6 76,234 10 6 76,234 10 Wellington Provincial District. Patea —Wanganui... vVimganui —Taupo Manawatu 3paki—Manawatu Gorge tlutt—Lowry Bay 36,246 5 4 5,156 2 2 44,522 19 0 58,003 7 5 290 0 0 36,246 5 4 5,156 2 2 44,522 19 0 58,063 7 5 290 0 0 36,246 5 4, 5,156 2 2 44,522 19 O 58,063 7 5 290 0 0 60 0 0 Total 144,218 13 11 60 O 0 144,278 13 11 144,278 13 1 SUMMARY. ~nd Provincial District ...J Hawke's Bay „ „ I'aranaki „ „ Wellington ,, „ [jxapportionable, Tools, etc. ... ...£1,732 18 6 Less recovery ... 13 8 0 103,002 17 11 70,789 6 1 76,234 10 6 144,218 13 11 10,601 17 2 68 14 2 60 0 0 203,604 15 1 70,858 0 3 76,234 10 6 144.278 13 11 5,968 10 6 209,573 5 7 70,858 0 3 76,234 10 6 144,278 13 11 1,719 10 6 14 12 11 1,719 10 0 14 12 11 1,719 10 14 12 11 Recoveries Total 5,968 10 6 502,678 13 485,979 11 10 10,730 11 4 496,710 3 2 * Includes £145 16s, 8d., char f Includes £200, charged as "1 j Includes £345 16s. 8ci, char) 4—E. 1. ted as " Unaut.hc Unauthorized" ii ;ed as " Cnuuthc rrized" in Treasi i Treasury Tabh irized" in Treasi lry Tnble N, Fin ; N, Financial St irv Table N, Fin; laneial Statement, 1878. atement, 1878. ancial Statement, 1878.

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TABLE No. 7. STATEMENT showing the EXPENDITURE and LIABILITIES on ROADS (General), MIDDLE ISLAND, out of IMMIGRATION and PUBLIC WORKS LOAN to 30th June, 1879.

TABLE No. 8. STATEMENT showing the EXPENDITURE and LIABILITIES on ROADS to "OPEN UP LANDS BEFORE SALE," and "THROUGH LANDS RECENTLY PURCHASED," out of IMMIGRATION and PUBLIC WORKS LOAN, for the Year ended 30th June, 1879.*

Expenditure. Total Liabilities on Authorities and Contracts, 30th June, 1879. Total Expenditure and Liabilities. Lines of Road. 1870-78. 1878-79. Total. Nelson South-West Gold Fields. tuller-Arnould lain Road-Boatman's Vestport-LyeU Lhaura-Amuri file Bridge 'akaka Valley Jollingwood Quartz Range... £ s- d. 56,926 5 8 844 10 o 7,273 13 10 6,210 13 10 1,115 16 4 2,000 o o £ s. d. 13,273 3 o £ s- d. 70,199 8 8 844 10 o 7,273 13 10 6,210 13 10 1,115 16 4 2,000 o o £ S- d. 133 2 1 £ s. d. 70,332 10 9 844 10 o 7,273 13 10 6,210 13 10 1,115 16 4 2,000 o o 507 1 1 507 1 1 507 1 1 Total 74,878 o 9 13,273 3 o 88,151 3 9 133 2 1 88,284 5 10 Westland Provincial District. Irey mouth-Arnould rreymouth-Okarito £83,247 14 5 Less Recovery 150 5,058 1 5 5,os8 1 5 5,058 1 5 louth Creek-Main Line function Line .-reenstone-Lake Brunner ... -Carsden-Maori Creek Jarsden-Paroa Itillwater-Maori Gully fanieri Forks-Kanieri Lakes lokitika-Blue Spur Can i 1 ■ ri Bridge Waimea Bridge Westland, General 83,246 9 5 281 17 6 3,923 9 S 2,756 5 6 2,538 3 o 798 8 o 1,869 2 o 1,578 1 o 2,520 3 5 489 15 o 207 12 6 2,613 13 3 11,824 10 11 95,071 o 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 1 o 2,520 3 5 489 15 o 207 12 6 2,613 13 3 4,863 10 6 99,934 10 10 281 17 6 3,923 9 5 2,756 5 6 2,538 3 o 798 8 o 1,869 2 o i,578 1 o 2,520 3 5 489 15 o 207 12 6 2,613 13 3 Total 107,881 1 5 11,824 10 11 119,705 12 4 4,863 10 6 124,569 2 10 Hokitika-Chhistchuch. lokitika-Christchurch £35,117 5 3 Less Recovery 29 10 o 3S,o87 15 3 6,573 6 11 -41,661 2 2 1,203 17 1 42,864 19 3 SUMMARY. 'elson South-West Gold Fietds ... Pestland Provincial District [okitika-Christchurch 74,878 o 9 107,881 1 5 35,087 15 3 13,273 3 o 11,824 10 11 6,573 6 11 88,151 3 9 119,705 12 4 41,661 2 2 133 2 i 4,863 10 6 1,203 17 1 88,284 5 io 124,569 2 10 42,864 19 3 Total 217,846 17 5 31,671 o 10 6,200 9 8 249,517 18 3 255,718 7 11

No. of Item. Appropriation. Expenditure. Liabilities. Total Expenditure and Liabilities. Vote 87 —To Open up Lands beeore Sale — I 2 3 4 5 6 7 8 9 io II 12 North Island. Takahue to Herekino Takahue to Hera Point Purua and Mangakahia Districts Block II., Tangihau Block III., Tangihau Awhitu Block Lake Whangape, Awaroa District Waikato River, Awaroa District Gisborne to Hangaroa Village... Wairoa and Waikaraemoana Bridle Track Mountain Road Opening up Huiroa Block Bridge, Huiroa Block Manganui and Patea Rivers ... Tahoraiti District ... Norsewood District Tukituki to Waipawa Waitara Block Woodville District... Puhui District Kairanga Survey District Mangaone and Mangaho Districts Sandon, Manawatu District, &c. Wellington Country District ... £ s. d. 2,160 o o 2,400 o o 840 o o 600 o o 480 o o 480 o o 800 o o 1,200 o o 320 o o 800 o o 2,860 o o 828 o o 800 o o 782 o o 2,060 o o 560 o o 575 o o 800 o o 745 ° o 520 o o 5,000 o o 5,600 o o 1,400 o o 1,500 o o £ s. d. 359 12 5 37 18 o 55 5 o 192 4 6 3 3o 5°o 147 6 o £ s. d. 2,040 7 7 1,417 2 o 544 15 o 725 6 6 316 17 o 795 o o £ s. d. 2,400 o o 1,455 o o 600 o o 917 II o 320 o o 800 o o 147 6 o 13 '4 i? 16 17 18 19 20 6700 36 11 5 113 o 4 91 5 o 33 9 7 486 o o 67 o o 522 11 5 "3 o 4 800 o o 875 19 7 708 15 o 842 IO o 21 22 23 24 545 o o 1,361 7 6 5,o55 o o 1,361 7 6 5,600 o o 46 16 9 3 3 3 50 o o * For Road: (General) see Table 5.

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TABLE No. 9. STATEMENT showing the EXPENDITURE and LIABILITIES on ROADS in the COLONY, out of IMMIGRATION and PUBLIC WORKS LOAN, to 30th June, 1879, exclusive of VOTES for MISCELLANEOUS WORKS.

TABLE NO, 8 — continued, i Liabilities on Roads to " Open up Lands befobe recently Purchased,," &c.— continued. STATEMENT showing the Expenditure art Sale," and "through Lands No. of Item. Appropriation. Expenditure. Liabilities. Total Expenditure and Liabilities. Vote 87 —To Open up Lands before Sale — Middle Island. Rai Valley Aorere Valley, Collingwood Bridge over Aorere River Ahaura to Kopara Flat Road to Upper Ashley Kokatahi River to Hokitika River Mount Bonar to Poerua River Mapourika Lake to Waihou River Otara to Waikawa, &e.' North Taieri to Run No. 75, &c. Benger District Arrowtown to Crown Terrace ... Opening country, Seaward Forest to Coast £ s. d. 1,000 o o 2,700 o o 2,000 o o 2,000 o o 5,000 o o 970 o o 1,480 o o 1,410 o o 1,000 o o 3,000 o o 500 o o 1,500 o o 2,000 o o £ s- d. £ s. d. £ s. d. 25 26 27 28 29 30 31 32 33 34 35 36 37 37816 8 1,321 3 4 1,700 o o 218 18 2 25 o o 329 7 o 1,781 I 10 5,000 o o 640 13 o 1,480 o o 1,310 o o 1,000 o o 2,000 o o 5,025 o o 970 o o 1,480 o o 1,410 o o 1,000 o o IOO o o 1,500 o o 38 9 6 500 o o 500 o o 1,500 o o 2,000 o o 1,961 10 6 58,590 o o 4,324 3 4 29,290 12 6 33,614 15 i° Vote 88 —Through Lands recently Purchased — Opening up roads and constructing bridges through lands recently purchased 15,000 o o 500 o o ii,575 13 6 12,075 13 6

Expenditure. To 30th June, 1878 (see Table 9 of P.W. Statement, 1878). Deduct Recoveries «^ made since 30th E diture June, 1878, * t on account of „.. Tl ,„„ 30th lune, services prior J Q^a to 30th l8'8June, 1878. 1878-59. Total. Liabilities on Contracts and Authorities, 30th June, 1879. Total Expenditure and Liabilities. forth Island, as per Table No. 6 ... liddle Island, as per Table No. 7 Loads to open up lands before sale, as per Table No. 8 ►pening up roads and constructing bridges through lands recently purchased, as per Table No. 8 £ s. d. 485,992 19 10 217,877 12 5 £ s. d. 13 8 o 30 17 o £ s. d. 485,979 11 10 217,846 17 5 £ s. d. 10,730 11 4 31,671 O IO 4,324 3 4 £ s. d. 496,710 3 2 249,517 18 3 4,324 3 4 _? s. d. 5,968 10 6 6,200 9 8 29,290 12 6 £ s. d. .02,678 13 8 255,718 1 11 33,614 15 10 500 o o 500 o o II,SIS 13 6 i2,o55 l3 6 751,052 4 9 53,035 6 2 804,087 10 11 Total 703,870 12 3 44 3 o 703,826 9 3 47,-25 l_ 6

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TABLE No. 10. STATEMENT showing the EXPENDITURE and LIABILITIES for WATER-RACES on GOLD FIELDS, out of IMMIGRATION and PUBLIC WORKS LOAN, to 30th June, 1879.

Expenditure. Liabilities. Total Locality and Name op Com pa nt. Survey and a , .,. ,-, . '... Subsidies, Construction, 10Wn *a 1870-78. 1870-/8. Survoy and Construction,! 1878-79. | Locality and Name op Company. Subsidies. 1878-79. Totals. Authorities and Contracts. Subsidies. Totals. AND Liabilities. NORTH ISLAND. Aukcland Pbovincial Distbict: — Thames £ s. d. 70,018 7 7i Z s. d. £ s. d. 607 17 8 £ 8. d. £ s. d. 70,626 5 3 £ s. d. 6,639 2 0 £ a d. £ s. d. 6,539 2 0 £ s. d. 77,165 7 3 NORTH ISLAND. Auckland Peotincial Distbict :— Thames. MIDDLE ISLAND. Westland Provincial Distbict: — Hohonu Hibernian New River ... Waimea Mikonui ...£1,729 5 5 Less recovery ... 47 16 0 3 7 0 12 5 8 21 5 0 128,827 9 9 1,681 9 5 1,955 12 1 1,992 14 8 3,496 0 3 ... I ... ... 1,958 19 ll 2,005 0 4 3,517 5 8 141,618 15 3 1,681 9 5 I ... ... 377 12 0 ... 377 12 0 3,254 9 1 8 0 0 1,958 19 1 2,005 .0 4 3,894 17 8 144,873 4 4 1,689 9 5 MIDDLE ISLAND. Westland Provincial Distbict :— Hohonu. Hibernian. New River. Waimea. Mikonui. 12,791 5 6 ... 3,254," 9 1 8 0 0 Kanieri Nelson Provincial District :— Nelson Creek Napoleon Hill Charleston Four- Mile ... Otago Provincial Distbict :— Mount Ida ... Arrow Beaumont and Tuapeka Carrick Range Waipori Mount Pisgah Depabtmental :— Salaries, Travelling, Advertising, 15 6 10,310 18 4 10,312 3 10 10,312 3 10 Kanieri. Nelson Peotincial Distbict :— Nelson Creek. Napoleon Hill. Charleston Four-Mile. Otago Pbovincial Distbict :— Mount Ida. Arrow. Beaumont and Tuapeka. Carrick Range. Waipori. Mount Pisgah. DEPABTMENTAL :— Salaries, Travelling, Advertising, &c. 87,339 14 6 257 16 7 116 0 0 1,372 19 2 88,712 13 8 257 16 7 5,308 15 9 1,659 18 9 1,659 18 9 90,372 12 5 257 16 7 6,032 6 6 5,192 15 9 ... 723 10 9 723" 10 9 61,166 3 8 612 10 0 640 0 0 9,249 13 1 1,000 0 0 62,166 3 8 612 10 0 640 0 0 9,249 13 1 11,263 1 0 200 0 0 62,166 3 8 612 10 0 640 0 0 9,249 13 1 11,263 1 0 200 0 0 ., 11,263 1 0 200' 0 0 ... 5,495 16 4 5,495 16 4 5,495 16 4 Total 296,185 14 5 28,457 8 5 20,357 0 5 Total. 345,000 3 3 5,645 18 7 377 12 0 6,023 10 7 351,023 13 10 SUMMARY. Nobth Island ... Middle Island ... 70,018 7 7 296,185 14 6 607 17 8 20,357 0 5 70,626 5 3 345,000 3 3 6,539 2 0 5,645 18 7 6,539 2 0 6,023 10 7 77,165 7 3 351,023 13 10 SUMMARY. Nobth Island. Middle Island. 28,457" 8 5, 37712 0 Total 366,204 2 0 28,457 8 5' 12,185 0 7 377 12 0 Total. 20,964 18 1 415,626 8 6 12,562 12 7 428,189 1 1

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TABLE No. 11. STATEMENT showing the LIABILITIES on WATER RACES, out of IMMIGRATION and PUBLIC WORKS LOAN, to 30th June, 1879.

TABLE No. 12. STATEMENT showing the EXPENDITURE and LIABILITIES on PUBLIC BUILDINGS, out of IMMIGRATION and PUBLIC WORKS LOAN, to 30th June, 1879.

TABLE No. 13. STATEMENT showing the EXPENDITURE and LIABILITIES on MISCELLANEOUS PUBLIC WORKS, out of IMMIGRATION and PUBLIC WORKS LOAN, to 30th June, 1879.

Authobities. CONTBACTS. Geants. Total. Thames New River Waimea Mikonui Nelson Creek Four-Mile ... I £ s. d. 39 2 0 2,534 9 1 8 0 0 1,659 18 9 723 10 9 £ s. d. 720 0 0 £ s. d. 6,500 0 0 377 12 0 £ s. d. 6,539 2 0 377 12 0 3,254 9 1 8 0 0 1,659 18 9 723 10 9 Total 4,965 0 7 720 0 0 6,877 12 0 12,562 12 7

Less amounts ■c, *_____. Recovered since to-w.nsSws. 1''^."™.''" l-a « «__.«, -.,. 8erTlces p ri or to that;date. Expenditure for Year ended aoth June, 1879. Total Expenditure to 30th June, 1879. Total Liabilities. Total Expenditure and Liabilities to 30th Jane, 1879. Judicial ... Postal and Telegraphic Customs ... Offices for Public Departments Lunatic Asylums School Buildings Hospitals Miscellaneous £ s. d. 21,465 14 5 £ s. d. £ s. d. 20,492 0 9 £ s. d. 41,957 15 2 £ s. d. 37,276 8 1 £ s. d. 79,234 3 3 62,222 16 4 1,460 16 0 128,969 16 0 4,478 8 7 51,950 0 0 3,252 17 11 9,835 2 4 4 9 0 5,361 9 3 471 4 3 15,758 10 8 13,154 12 2 105,000 0 0 5,802 18 7 67,584 5 7 1,932 0 3 144,728 6 8 17,633 0 9 156,950 0 0 9,055 16 6 9,835 2 4 12,262 18 9 36 13 8 200 0 0 17,485 17 1 3,000 0 0 1,037 17 8 79,847 4 4 1,968 13 9 144,928 6 8 35,118 17 10 159,950 0 0 10,093 14 2 9,835 2 4 Total 283,635 11 7 4 9 0 166,040 15 8 449,676 7 3 71,299 15 1 520,970 2 4

Expenditure to •;oth June, ' 1878. Expenditure j during .p . , Year ended j E ° diture . 30th June, : r 1879. Liabilities. Total Expenditure and Liabilities. £ s. d. £ a. d. 792 o o 1,500 o o 972 19 o 74 7 o 38 12 o 257 12 O £ s. d. 792 o o 2,000 o o 4,472 19 o 74 7 o 38 12 O 257 12 O £ s. d. 2,208 o o £ s. d. 3,000 o o 2,000 o o 5,000 o o 1,524 7 ° 250 o o 1,000 o o I,000 o o I,000 o o 4, 180 10 7 1,015 18 5 3,000 o o Road, Whangarei to Port Albert Road, Raglan to Waikato ... Road, Thames to Ohinemuri Road, Tauranga to Opotiki Road, Taupo to Tauranga ... Road, Gisborne to East Cape Road, Ormond to Opotiki ... Road, Gisborne to Wairoa ... Waipoa River Bridge and Approaches Drainage, Patutabi Block ... Road from Pukekohe Railway Station to Waiuku Road from Pukekohe Railway Station through East Pukekohe District to Bombay Wharf at Pollock, Manukau Harbour Road from Papakura Railway Station to Wairoa (improvement of) Coromandel Public Works, — Road, Thames to Hastings Road to TokateaRange... Road, Coromandel to Hastings ... Road, Mackaytown to Waikato Portage Road, Riverhead to Kaipara Clearing Snags, Waikato Pukekaroro Bridge, destroyed by flood Contribution towards Bridge over Waikato at the Narrows 500 o o 3,500 o o 2,438 7 8 3i 19 5 500 o o 1,692 2 6 476 o 6 1,832 14 8 135 2 4 150 o o 929 12 4 500 o o 4,130 IO 2 501 19 II 1,832 14 8 23S 2 4 150 o o 929 12 4 527 I o 1,450 o o 211 80 742 8 o 1,000 o o 500 o o 50 o o 507 18 6 1,167 5 4 764 17 8 I,000 o o 150 o o I,029 12 4 IOO o o 1,000 o o 800 o o 500 o o 1,000 o o 800 o o 500 o o 500 O O 1,000 o o 1,000 o o I,000 o o 250 o o 150 o o 60 o o 300 o o 200 O O 500 O O 250 O O S3 9 11 1,000 o o 250 o o 150 o o 60 o o 96 IO I 60 o o 300 o o 300 o o ... 5—E, 1.

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TABLE NO- -\3-continued. STATEMENT showing the Expenditure and Liabilities on Miscellaneous Public Works, out of Immigration and Public Works Loan, to 30th June, 1879 — continued.

Expenditure to 30th June, 1878. Expenditure during Year ended 30th June, 1879. .Total Expenditure. Liabilities. Total Expenditure and Liabilities. Road, Mangaturoto to Waikiekie Opening Road at Ruatangata Wharf at Whangarei Heads Road at Maiingnknrainea ... Tramway at Kamo Matakana Wharf ... Main Road, Mahurangi to Whangarei Bridge over Waikato at Hamilton (contribution) Drainage Lagoon, Mount Eden Clearing Snags, Wairoa River Mangere Bridge (repairs) ... Tamaki Bridge (repairs) Bridge over Ahuriri Harbour Road, Napier to Taupo Road, Wairoa to Waikaremoana Mountain Road, Taranaki ... Opening Mouutain Road to Patea Main Road, Stony River to Waitotara Road, Wainui to Wuipukurau Road, Wainui to Inland Settlement ... Road, Seventy-Mile Bush, Opaki, to Kopua, including Manawatu Gorge Road Ruamahunga Bridge, Opaki Road ... Road, Rangitumau Road, Mungaroa to Waikunae Road, Rangitikei to Murimoto or Inland Patea Road, Taucru Road in Manchester Block Road, Foxton to Otuki (inland) Road, Masterton to Castlepoint Road, Karere, Manawatu ... Manawatu Bridge Approaches Bridge over Ruamahunga, at Hurinuioranga Continual ion of Exmbolton Road through Sandon Block (Kiwitea) Trunk Roads, County Wanganui Wanganui and Taupo Road Road, Oronoko to Stanley Brook Road, Takaka to Motueka, and Approach to Wharf, Waitapu Bridge over Wairoa in Waimea District Wakamarina Road, County of Mnrlborougli Rai Road, County of Marlborough ... Rai Road, County of Waimea Bridge over Clarence Eiver Bridge over Arnould River... Road, Nelson to Tophouse and Tarndale Bridge over Ahaura River ... Bridge over Nelson Creek ... Road, Westport to Lyell, including Bridge over Ohika River Road, Nelson t» Westport and Greymouth Road, Motupiko to the Lyell, by the Hope Hokitika Harbour Improvement Bridge over Teremakau, Kumara Bridge over Hokitika at Kanieri Read by Coast from Hokitika to Haast Pass Main Road near Longford ... Buller Valley, Completion Orawaiti, destroyed by flood Ren.o\ al of Rock, &c, Martin's Bay, &c. Bridge over Buller on Nelson to Reefton Road Compensation to A. Stitt, Buller Road Contract Jetty at Fort Levy Road, Purau to Port Levy ... Road, Port Levy to Pigeon Bay Hurunui, Greta Bridge Purchase, Beaumont Bridge £ s. dJ £ s. d. 500 o c 137 00 13 o o 600 o o 250 o o' 250 o o 85 1 o 1,042 5 11 260 11 3 400 o 0 £ s. d. 500 o o 150 o o 600 o o 500 c o 1 ,127 6 11 260 11 3 400 o o £ s. d. £ s. d. 500 o o 150 o o 600 o o 872 13 1 272 15 o 1,600 o o 3,000 o o 500 o o 2,000 o o 533 6 3 2,000 O o 3,000 o o 348 12 o 76 6 11 348 12 O 76 6 i) n 13 1 348 12 o 100 o o 827 19 o 13 10 o 827 19 o 13 10 o "• 672 I o 1,500 o o 13 10 o 766 n 4 1,893 1 7 6,035 '6 5 1,805 '3 IO 2,194 6 2| 37° o o 2,000 o • o 500 o o 32 o o! 4,894 10 7 766 n 4 7,928 18 o 4,000 o o 370 o o 2,000 o o 500 o o 4,926 10 7 733 8 8 5,246 3 8 1,130 o o 73 9 5 1,500 o o 13,175 1 8 4,000 o o 1,500 o o 2,000 O O 500 o o 5, 000 o o 4 5 9 715 4 6 500 o o 3,000 o o 500 o o 4 5 9 715 4 6 3,500 o o 500 o o 284 15 0 ... 500 o o 4 5 9 I ,000 o o 3,500 o o 1,000 o o 1,000 o o 1 884 o o 367 2 4 1,500 o o 685 o o I,000 o o 884 o o 36/ 2 4 2,185 O O 1600 2,632 17 8, 815 o o 300 o o| 'S l3 5 2,944 16 8, 1,000 o o 900 o o 3,000 o o 3,000 o o 300 o o 200 o o 3,000 o o 74 4 5 no 2 2 55 3 4 184 6 7 55 3 4 250 o o 750 o o I,000 o o 1,000 o o 1,084 18 6j 415 1 6j 1,500 o o 1,500 o o 300 00 27 o o 327 o o 673 o o 1,200 o o I,000 o o 1,200 O O 100 1 9! 1,410 6 4 1,510 8 1 2,506 5 8 600 o o 4,016 13 9 600 o c 300 00 20 o o ... 300 o o 20 o o 400 o o 500 o o 5,080 o o 805 16 9 6,990 19 o 4,746 6 o 4,616 6 o 700 o o 500 o o 5,100 o o 1,500 o o 1,400 o o IO>437 4 4 5,000 o o 7,000 o c 1,500 00 202 3 3 392 o o 3,446 5 4 253 14 o 2,000 o o 383 14 o 1,500 o o 594 3 3 3,446 5 4 253 '4 c 2,383 14 o 2,562 12 6 4,624 ) 4! 7,186 15 10 1,711 11 8 8,898 7 6 10,938 18 9 S'l » 4,756 8 4 32 10 0 3,938 17 3 1,203 3 6 1,500 o o 210 18 3 700 o o 5 o o| i 2,500 o o 620 o o I 250 o o 10,938 18 9 4,762 5 4 3,971 7 3 1,203 3 6 1,500 o o 910 18 3 5 o oj 2,500 o o1 620 o o 250 o o 4,061 1 3 3-103 15 5 3,254 2 4 1,796 16 6 15,000 o o 7,866 o 9 7,225 9 7 3,000 o o 500 o O; I,089 I 9 2,OOO O O 2,000 O O 3,500 0 o 5O0 6,000 o o 620 o o 500 o o 500 o o 2,000 o o 250 o o 500 o o 500 o o 2,898 4 7 5,000 o o 2,898 4 7 3,000 o o 2,898 4 7 3,000 o o

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TABLE No. 14. STATEMENT showing the EXPENDITURE and LIABILITIES on LIGHTHOUSES, out of IMMIGRATION and PUBLIC WORKS LOAN, to 30th June, 1879.

TABLE No. 13— continued. STATEMENT showing the Expenditure and Liabilities on Miscellaneous Public Woeks, out of Immigration and Public Works Loan, to 30th June, 1879 — continued.

Expenditure to 30th [une, 1878. Expenditure during Year ended 30th I une, 1878. Total Expenditure. Liabilities. Total Expenditure and Liabilities. £ s. d. 5, 000 o o 4,000 o o £ s. d. £ »• d.j 5, 000 o O' 4,OOO o o £ s. d. £ s. d. 5,000 o o 4,000 o o Purchase, Bridge over Clutha at Clyde Purchase of Victoria Bridge over Kawarau Kawarau Bridge at Junction, Arrow River Portobello Road ... Jetty at Toitois Road, Toitois (inland) Road, Wyndhnm to Toitois Road, Gore to Switzer's Road, Lawrence to Roxburgh Road, Roxburgh to Clyde ... Removal of Rocks, Catlin's River Road, Waipori to Lawrence rid Bungtown Road, Fitzgerald to Dalhousie Duthies to Tuapeka Mouth via Tuapeka River Main Road, Otago, Palmerston to Houndburn Jetty at Balclutha Manuherikia Bridge, St. Bathans Maerewhenaa Railway Bridge Main Road, Gienomam to Catlin's River Erection of Jetty and Shed at Catlin's River Completion of Road from Maori Kaika to Taiaroa Head Lighthouse Bridge over Oreti, Elbow ... Protective Works, Dipton ... Gore Bridge (liability) Beacon at Q.ueeustown Bannockbum Bridge T. Mao-cay's salaary Compensation to E. II. Bold on abolition of office Compensation to II. Deverill on abolition of office Compensation to T. McDonnell for loss of office Allowance in lieu of salary to O'Carringlon Harbour Defences Roads in " Deferred-payment Blocks" disposed of prior to 1st Jan., 1878 For Loans to be made to Local Governing Bodies to enable them to repair damages caused by recent floods Railway Material, Gisborne to Onnond Straightening Waiuku Channel i I » ► 62 9 o 62 9 o 1 7,937 " o 1 8,000 o o 060 282 4 6 1,000 o o 986 16 o 1,415 12 6 3,495 9 o 282 10 6 217 9 6 500 o o I,000 o o I,000 o o 1,500 o o 4,000 o o 5, 000 o o 2,500 o o 1,000 o o 986 16 o 1,415 12 6 3,495 9 o 5,000 o o 2,500 o o 13 4 o 84 7 6 504 n o 5, 000 o o 2,500 o o ... ... 400 o o 400 o o 400 o o 500 o o 500 o o 500 o o 500 o o 500 o o 500 o o 2 , 5OO O O 2,500 o o 2,500 o o 250 o o 250 o o 250 o o 500 o o 1,628 17 6 I,OOO o o 80 o o 250 o o 500 o o 2,400 o o I,OOO o o 500 o o 750 o o! I 250 o o 1,628 17 6 250 o o 80 o o 771 2 6 I 420 5 o 54 8 o 196 13 6 251 1 6 247 16 5 498 17 II 2,216 6 2 500 o o 1,254 16 7 35 o o 2,216 6 2 500 o o 1,254 16 7 35 o o 2,500 o o 128 20 345 18 10 3,783 13 10 6,000 o 0 500 o o 1,254 16 7 35 o ° 2,500 o O 128 2 O 345 18 i° 2,500 o o 128 2 C 345 l8 10 400 o o 400 o o 400 o o 400 o o 400 o o 400 o o 62 10 o 62 10 o 62 10 o 6,410 9 5 9,610 o o 6,410 9 5 9,610 o o 28,000 o o 360 o o 34,410 9 5 9,970 o o 48,135 o o 48,135 o o 1,550 o o 49,685 o o 4,963 7 4 325 11 6 4,963 7 4 325 11 6 4,963 7 4 357 " 6 32 o 0 Total 47,324 5 3 168,070 8 8 215,394 13 " 125,119 3 9. 34<>,513 17 8

Expenditure to 30th June, 1878. Expenditure for Year ended 30U1 June, 1879. Total Liabilities. Expenditure and Liabilities 011 30th June, 1S79. £ s. d. £ s. d. £ »• d. £ ■• d. Expenditure on sundry works prior to 30th June, 1878 ... Exenditure on following works during 1878-79, viz. :— ?uysegur Point Lighthouse ,. dokohinau „ Jape Maria Van Diemen Lighthouse ... Centre Island „ tloeraki „ Lkaroa „ )ape Saunders ,, rimaru ,, lokitika „ lundries and contingencies 71,673 3 6 239 14 8 36 10 o 1,456 15 2 161 13 10 78 14 10 3,107 n 6 3,645 13 9 47 o o 578 9 8 214 16 3 71,673 3 6 239 14 8 3610 o 1,456 15 2 161 13 Io 78 14 10 3,40; n 6 13 9 47 o o 678 9 8 239 16 3 300 o o 1,700 o o IOO o o 25 o o Total... 71,673 3 6 9,566 19 8 83,365 3 2,125 o o

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TABLE No. 15. STATEMENT showing the Total EXPENDITURE and LIABILITIES for TELEGRAPH PURPOSES, out of IMMIGRATION and PUBLIC WORKS LOAN, to 30th June, 1879.

TABLE No. 16. STATEMENT showing the EXPENDITURE for TELEGRAPH PURPOSES out of the IMMIGRATION and PUBLIC WORKS LOAN, from the 1st July, 1878, to the 30th June, 1879.

Period. Miles of Expenditure to 30th June, 1878, as per Table 14 ol last Year. Doduet Amounts Recovered since 30th June, 1878, but for Services prior to that Date. Net Expenditure and Liabilities. Poles. Wire. expenditure, &c, to 30th June, 1878 Expenditure, &c., from 1st July, 1878, to 30th June, 1879 2,119 5,364 £ s. d. 299,652 0 6 £ s. d. 1,693 13 10 £ a. d. 297,958 6 8 109 409 30,261 10 7 Total Expenditure, &c, to 30th June, 1879 2,228 5,773 328,219 17 3 liabilities on 30th June, 1879 ... 2,500 0 0 Total Expenditure and Liabilities 330,719 17 3

Number of Miles of Poles. Number of Miles of Wire. Locality. Amount. 24 23 206 24 60 30 22 Fourth wire, Blenheim to Christchurch Katikati to Tauranga, reconstruction Nuggets to Catlin's River Fifth wire, Wellington to MaBterton Fourth wire, Masterton to Te Nui Duntroon Line... Hokitika to Ross, reconstruction ... Port Albert Reefton to Ahaura, reconstruction ... ... ... .., Nelson to Blenheim, reconstruction Portobello Wyndham Lowther to Kingston ... ... ... ... ... ... £ s. d. 7,278 11 6 421 17 1 762 12 5 874 9 ii 835 10 11 935 1 9 523 19 11 507 8 2 2,016 7 6 1,536 13 1 219 16 7 127 10 5 870 6 8 24 24 5 4 3' 4 8 31 New Stations; expenditure on lines in course of not yet brought to charge ; also sundry material lying-in stock ... £16,910 5 11 13,35* 4 8 Total £30,261 10 7 109 409

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INDEX TO APPENDICES.

Piai. Appendix A.—Audited Statement of Expenditure on Public Works out of the Immigration and Public Works Loan, for the Year 1878-79. ... ... ... ... ... 19 „ B. —Statement showing Dates of Submission to, and Approval by, the Governor in Council, of Plans, Estimates, and Certificates of Engineers in Charge of Noeth and Middle Islands, in connection with Railways authorized by " The Railways Construction Act, 1878," prepared in compliance with section 3of the said Act ... ... ... 26 „ C—Annual Riport on Railways in the North Island, by the Engineer in Charge, North Island ... ... ... ... ... ... ... ... ... ... 27 „ D. —Annual Report on Roads in the North Island, including other Miscellaneous Works, by the Engineer in Charge, North Island ... ... ... ... ... 34 „ E.—Annual Report on the Public Works of the Middle Island by the Engineer in Charge, Middle Island ... ... ... ... ... ... ... ... ... 35 „ F.—Schedule of Railway Contracts current on Ist July, 1878, and Contracts entered into during the Financial Year ended 30th June, 1879... ... ... ... ... 45 „ G. —Schedule of Sleeper Contracts current on Ist July, 1878, and Contracts entered into during the Financial Year ended 30th June, 1879 ... ... ... ... ... 51 „ H.—Schedule of Contracts for Roads and Miscellaneous Works current on Ist July, 1878, and Contracts entered into during Financial Year ended 30th June, 1879 ... ... 53 „ I. —Annual Report on Lighthouse Works ... ... ... ... ... ... 56 „ J.—Annual Report by rai Chief Inspector of Machinery" ... ... ... ... 56 „ X.—Report on the Proposed Railways in the Northern Districts of the Middle Island ... 60 „ L. —Annual Report on Working Railways by the Commissioner of Railways, North Island 72 „ M.—Annual Report on Working Railways by the Commissioner of Railways, Middle Island 85--6— E. 1

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APPENDICES TO THE PUBLIC WORKS STATEMENT, 1879.

.A.lFlFlrlilSroilX: .A..

AUDITED STATEMENT OF EXPENDITURE ON PUBLIC WORKS OUT OE THE IMMIGBATION AND PUBLIC WORKS LOAN FOR THE YEAR 1878-79.

Prepared in compliance with Section 9 of " The Public Works Act, 1876."

The Hon. J. Macandrew to the Commissioners of Audit, Wellington. Gentlemen, — Public Works Office, Ist August, 1879. In compliance with the 9th section of " The Public Works Act, 1876," I enclose a statement of the expenditure during the preceding financial year upon all Government works authorized by Parliament under "The Immigration and Public Works Appropriation Act, 1578." I have, &c, J. Macandrew, The Commissioners of Audit, Wellington. Minister for Public Works.

STATEMENT of NET EXPENDITURE for the Year 1878-79, out of IMMIGRATION and PUBLIC WORKS LOAN, to be forwarded to the Audit in compliance with Section 9 of "The Public Works Act, 1876."

W. A. Thomas, Examined and found correct. Accountant, Public Works, James Edward EitzGerald, Ist August, 1879. Comptroller and Auditor-General, 4th August, 1879. 7—E. 1.

Class. Summary. Net Expenditure. III. Railways— Authorized Expenditure Unauthorized ,, £806,361 1 3 309 9 2 £ s. d. IV. V. Surveys Roads — Authorized Expenditure Unauthorized „ £46,152 8 7 573 6 11 806,673 10 5 12,607 3 8 VI. VII. VIII. IX. X. XI. Land Purchases ... Waterworks on Gold Fields Telegraph Extension Public Buildings Lighthoesus Miscellaneous Public Works — Authorized Expenditure Unauthorized „ £167,744 17 2 325 11 6 46,725 15 6 500 0 O 20,964 18 1 30,261 10 7 166,045 4 8 9,566 19 8 168,070 8 8 Total Net Expenditure on Works out op Immigration and Public Works Loan 1,261,415 11 3

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Enclosure in Appendix A. PUBLIC WORKS NET EXPENDITURE, 1878-79.

ite. Item. Particulars. Items of , ... Appropriation. Appropriation. Items of Expenditure. Expended out of Appropriation. Expended in Excess of Appropriation. Total Expenditure. 66 67 68 69 70 71 72 74 75 76 77 79 SO Class III. —Railways. Kawakawa Kaipara-Puniu Napier-Manawatu Wellington-Woodville Waitara-Patea Patea-Manawatu Nelson-Foxhill Picton-Blenheim Brunner-Greymouth Westport-Ngakawau Amberley-Waitaki Waitaki-Bluff ... Winton-Kingston Western Railways Wellington-Foxton Waitotara-Upper Patea Te Awamutu-New Plymouth Masterton-Papatu Waikato-Thames Branch Line to Hamilton ... Helensville-Kaukapakapa ... Whangarei-Kamo Otago Central Amberley-Brunnerton Greymouth-Hokitika Canterbury Interior Main Line Main Line-Upper Ashburton Opawa Branch Extension ... Waipahi-Heriot Bum Edendale-Toitois Otautau-Nightcaps Clutha-Catlin's River Waimea-Switzer's Lumsden-Mararoa Palmerston- Waihemo Oamaru-Livingstone Main Line-Shag Point ... ... ... ... ... Amberley-Cook Strait Little River-Akaroa Additional Rails Total Appropriation and Expenditure, Vote 80, Item 1 to 3 26" £ 8. d. £ s. d. 10,000 0 0 143,000 0 0 72,000 0 0 150,000 0 0 55,000 0 0 130,000 0 0 25,000 0 0 20,000 0 0 39,000 0 0 23,000 0 0 225,000 0 0 235,500 0 0 11,250 0 0 64,750 0 0 £ s. d. £ s. d. 526 9 11 79,030 14 7 48,167 11 0 92,892 17 5 35,679 15 10 81,604 14 10 9,726 17 3 3,999 7 5 26,897 16 11 19,556 8 8 177,012 8 10 163,574 13 2 11,250 0 0 44,370 7 0 £ 8. d. £ s. d. 526 9 11 79,030 14 7 48,167 11 0 92,892 17 5 35,679 15 10 81,604 14 10 9,726 17 3 3,999 7 5 26,897 16 11 19,556 8 8 177,012 8 10 163,574 13 2 11,559 9 2 44,370 7 0 309" 9 2 1 2 3 4 5 6 7 8 9 10 11 12 13 14 16 16 17 18 19 20 21 22 23 24 25 20 15,000 0 0 40,000 0 0 12,000 0 0 15,000 0 0 30,000 0 0 2,000 0 0 2,000 0 0 5,000 0 0 55,000 0 0 30,000 0 0 15,000 0 0 15,000 0 0 10,000 0 0 10,000 0 0 5,000 0 0 10,000 0 0 5,000 0 0 5,000 0 0 5,000 0 0 5,000 0 0 5,000 0 0 5,000 0 0 8,000 0 0 60,000 0 0 30,000 0 0 101,000 0 0 ... ... I ... 1,534" 10 1 585 18 3 3,016 1 9 822 13 5 1,939 18 3 59 10 5 553 1 2 135 12 0 ... ... ... ... 133 10 4 45 11 3 333 11 2 ... ... ... 42 3 10 1,490 14 3 107 16 0 9 19 4 1,096 13 7 166 13 4 ... ... ... 500,000" 0 0 12,073" 18 5 12,073" 18 5 Total Appropriation and Expenditure, Class III. ... 1,703,500 0 0 806,364 1 3 806,673 10 309 9 2

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Public "Woeks Net Expekbittjee, 1878-79 — contk ued. Vote. Item. Particulars. Items of Appropriation. Appropriation. Items of Expenditure. Expended out of Appropriation. Expended in Excess of Appropriation, Total Expenditure. SI 82 Class IV. —Surveys. Survey New Lines, North Island Survey New Lines, Middle Island £ s. d. £ s. d. 6,000 0 0 14,500 0 0 I £ s. d. £ s. d. 2,124 12 11 10,482 10 9 £ s. d. £ s. d. 2,124 12 11 10,482 10 9 Total Appropriation and Expenditure Class IV. £20,500 0 0 ' £12,607 3 8 £12,607 3 8 Class V.—Roads. S3 81 SO S7 1 2 3 4 5 0 7 8 9 10 11 12 13 14 North Island Nelson South- West Gold Fields Westland Hokitika-Christchurch ... Moads to open up Lands before Sale i — Auckland, — Takahue to Herekino Takahue to Hera Point Puma and Mangakahia District... Block II., Tangihau ... Block III., Tangihau Awhitu Block Lake Whangape, Awaroa Waikato River-Awaroa Gisborne-Hangaroa ... Wairoa- Waiau Taranaki, — Mountain Road to Blocks under Survey ... Opening Huiroa Block ... Bridge over Manganui ... Manganui and Patea Rivers Hawke's Bay, — Tahoraite District, Puketoi Block Norsewood District, Ngamoto Block Tukituki-Waipawa Waitara Block Woodville District, Ahuaturanga Block ... Puhui District Wellington, — Kairanga Survey District Mangaone District Sandon, Kiwitea Block ... Blocks IV., X., and XIII., Wellington Country District Marlborough, — Rai Valley 2,160 0 0 2,400 0 0 840 0 0 600 0 0 480 0 0 480 0 0 800 0 0 1,120 0 0 320 0 0 800 0 0 2,860 0 0 828 0 0 800 0 0 782 0 0 17,522 8 11 13,500 0 0 12,000 0 0 6,000 0 0 359 12 5 37 18 0 55 5 0 192" 4 6 3 3 0 5 0 0 147 6 0 10,730 11 4 13,273 3 0 11,824 10 11 6,000 0 0 573' 6 11 10,730 11 4 13,273 3 0 11,824 10 11 6,573 6 11 67" 0 0 15 16 17 18 19 20 2,060 0 0 560 0 0 575 0 0 800 0 0 745 0 0 520 0 0 36 11 5 113 0 4 91 5 0 33 9 7 21 22 23 2-1 5,000 0 0 5,600 0 0 1,400 0 0 1,500 0 0 545" 0 0 46 16 9 25 1,000 0 0 Carried forward 35,030 0 0 1,733 12 0 49,022 8 11 41,828 5 3 573 6 11 42,401 12 2

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'UBLIC OBKS ET IxPENDITUBE, 18' S-' 9— contii ued. Item. Item Particulars. Items of Appropriation. Appropriation. Items of Expenditure. Expended out of Appropriation. Expended in Excess of Appropriation. Total Expenditure. Brought forward Nelson, — Aorere Valley-Collingwood Bridge, Aorere Eiver ... Ahaura-Kopara Flat ... Canterbury, — ■ Road, Upper Ashley ... Westland,— Kokatahi River to Bokitika River Mount Bonar to Poerna River ... Mapourika Lake, Waihou River... Otago, — Otara to Waikawa, and Bridge over Tokanui North Taieri to Boyd's Run, No. 75 Benger District, from Minyion Burn Bridge Arrowtown to Crown Terrace Southland, — Seaward Forest and Coast Line ... Total Appropriation and Expenditure, Vote 87, Items 1 to 37 £ s. d. 35,030 0 0 £ s. d. 49,022 8 11 £ s. d. 1,733 12 0 £ s. d. 41,828 5 3 £ s. d. 573 6 11 £ a. d. 42,401 12 2 87 26 27 28 2,700 0 0 2,000 O 0 2,000 0 0 378 16 8 218 18 2 29 5,000 0 0 25 0 0 ISO 32 970 0 0 1,480 0 0 1,410 0 0 329 7 0 100 0 0 33 35 1,000 0 0 3,000 0 0 500 0 0 1,500 0 0 1,500 0 0 37 2,000 0 0 38 9 6 4,324 3 4 4,324 3 4 Total Appropriation and Expenditure, Class V.—Roads 107,612 8 11 46,152 8 7 573 6 11 46,725 15 6 Class VI. —Land Purchases. SS Opening up Roads and constructing Bridges through lands recently purchased. (This is the only item in this class that is for works) 500 O 0 15,000 0 0 500 0 0 Class VII. —Waterworks on Gold Fields. Water-races, North Island... Water-races, Middle Island ... 89 90 9,350 5 0 50,000 0 0 607 17 8 20,357 0 5 £20,964 18 1 607 17 8 20,357 0 5 Total Appropriation and Expenditure, Class VII. ... £59,350 5 0 £20,964 18 1 Clas3 VIII.—Telegraph Extension. 91 Telegraph Extensions 36,700 0 0 30,261 10 7 30,261 10 7

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Public Woeks Net Expenditube, 1878-79 — continued. rote. Item. Particulars. Items of Appropriation. Appropriation. Items of Expenditure. Expended out of Appropriation. Expended in Excess of Appropriation. Total Expenditure. £ s. d. £ s. d. £ s. d. £ s. d. £ s. d. £ s. d. 92 93 94 95 96 97 98 Class IX.—Public Buildings. Judicial... Postal and Telegraph Customs ... Offices for Public Departments Lunatic Asylums... Schools ... Hospitals 60,675 0 0 19,620^0 0 1,150* 0 0 15,830 0 0 45,700 0 0 105,000 0 0 6,745 0 0 20,492 0 9 5,361 9 3 471 4 3 15,762 19 8 13,154 12 2 105,000 0 0 5,802 18 7 20,492 0 9 5,361 9 3 471 4 3 15,762 19 8 13,154 12 2 105,000 0 0 5,802 18 7 Total Appropriation and Expenditure, Class IX. ... 254,720 0 0 166,046 4 8 166,045 4 8 99 Class X. —Lighthouses. Lighthouses 19,600" 0 0 9,566 19 8 9,566 19 8 100 1 2 3 4 5 0 7 8 9 10 11 12 IS 14 15 16 17 18 19 20 21 22 23 21 25 Class XL —Miscellaneous Public Works, Nobth Island. Road, Whaugarei to Port Albert Road, Raglan to Waikato Road, Thames to Ohinemuri Road, Tauranga to Opotiki Road, Taupo to Tauranga Road, Gisborne to East Cape Road, Ormond to Opotiki Road, Gisborne to Wairoa Waipoa River Bridge and Approaches Drainage, Patutahi Block Road from Pukekohe Railway Station to Waiuku Road from Pukekohe Railway Station through East Pukekohe District to Bombay Wharf at Pollock, Manukau Harbour Road from Papakura Railway Station to Wairoa (improvement of) Coromandel Public Works, Road Thames to Hastings Ditto, Road, Coromandel to Hastings Road, Mackaytown to Waikato Portage Road, Riverhead to Kaipara Clearing Snags, Waikato ... Contribution towards Bridge over Waikato at the Narrows Road, Mangaturoto to Waikiekie Opening Road at Ruatangata Wharf at Whangarei Heads Road at Maungakaramea Tramway at Kamo 3,000 0 0 1,500 0 0 1,500 0 O 1,500 0 0 1,500 0 0 1,000 0 0 1,000 0 0 1,000 0 0 1,785 0 0 768 0 7 3,000 0 0 1,000 0 0 150 0 0 1,000 0 0 500 0 0 200 0 0 500 0 0 250 0 0 53 9 11 300 0 0 500 0 0 13 0 0 600 0 0 250 0 0 1,914 19 0 792 0 0 1,500 0 0 972 19 0 119 18 0 38 12 0 257 12 0 500 0 0 1,692 2 6 476 0 6 1,787 3 8 235 2 4 150 0 0 929 12 4 500 0 0 250 0 0 53 9 11 300 0 0 500 0 0 13 0 0 600 0 0 250 0 0 1,042 5 11 Carried forward 24,784 9 6 12,959 18 2

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Public "Woeks Net Expeitoituee, 1878-79— contii ued. Vote. Item. Particulars. Items of Appropriation. Appropriation. Items of Expenditure. Expended out of Appropriation. Expended in Excess of Appropriation. Total Expenditure. 100 Brought forward £ s. d. 24,784 9 6 £ a. d. £ s. d. 12,959 18 2 £ d. £ 8. d. £ a. d. 20 27 28 29 30 31 32 33 31 35 3(i 37 3S 3D 40 41 42 41 45 47 ■IS 50 51 52 53 51 55 56 57 58 62 63 61 65 67 70 Matakana Wharf Main Road, Mahurangi to Whangarei Bridge over Waikato at Hamilton (contribution) ... ... .., Drainage Lagoon, Mount Eden ... ... ... Clearing Snags, Wairoa River Mangere Bridge (repairs) Tamaki Bridge (repairs)... Bridge over Ahuriri Harbour Road, Napier to Taupo ... Road, Wairoa to Waikaremoana ... ... ... .]. Mountain Road, Taranaki Opening Mountain Road to Patea ... ... [,[ \" Main Road, Stony River to Waitotara Road, Wainui to Waipukurau Road, Wainui to Inland Settlement... Road, Seventy-Mile Bush, Opaki, to Kopua, including Manawatu Gorge Road Ruamahunga Bridge, Opaki Road Road, Rangitumau Road, Mungaroa to Waikanae Road, Rangitikei to Murimoto or Inland Patea ... '" Road, Taueru Road in Manchester Block Road, Foxton to Otaki (inland) Road, Masterton to Castlepoiut ... ... ", Road, Karere, Manawatu Manawatu Bridge Approaches Bridge over Ruamahunga, at Hurinuioranga ... ," Continuation of Kimbolton Road through Sandon Block (Kiwitea) Trunk Roads, County Wanganui Wanganui and Taupo Road ... „. \" Road, Oronoko to Sandy Brook Road, Takaka to Motueka, and Approach to Wharf, Waitapu ..'. ... Bridge over Wairoa in Waimea District Wakamarina Road, County of Marlborough Rai Road, County of Marlborough Rai Road, County of Waimea Bridge over Clarence River Road, Nelson to Tophouse and Tarndale ... ... Bridge over Ahaura River ... Bridge over Nelson Creek Road, Westport to Lyell, including Bridge over Ohika River ... '". Road, Nelson to Westport and Greymouth ... ... "' Road, Motupiko to the Lyell, by the Hope ... Hokitika Harbour Improvement Bridge over Teremakau, Kumara 500 0 0 2,000 0 0 3,000 0 0 345 0 0 100 0 0 1,800 0 0 1,500 0 0 11,986 10 0 1,500 0 0 1,500 0 0 11,282 0 1 2,194 6 2 3,000 0 0 2,000 0 0 500 0 0 4,968 0 0 6,000 0 0 1,000 0 0 3,000 0 0 1,000 0 0 1,000 0 0 900 0 0 3,000 0 0 1,500 0 0 300 0 0 125 15 7 3,000 0 0 750 0 0 415 1 6 500 0 0 700 0 0 1,200 0 0 4,899 18 3 600 0 0 400 0 0 500 0 0 5,000 0 0 1,197 16 9 10,500 0 0 5,000 0 0 5,000 0 0 7,437 7 6 1,400 0 0 15,000 0 0 9,500 0 0 260 11 3 400 0 0 345 0 0 76 6 11 827 19 0 766 11 4 6,035 16 5 2,194 6 2 370 0 0 2,000 0 0 500 0 0 4,894 10 7 4 5 9 715 4 6 3,000 0 0 500 0 0 1,000 0 0 884 0 0 367 2 4 685 0 0 3 12 0 ... • 110 2 2 55 3 4 750 0 0 415 1 6 27 0 0 . 1,410 6 4 20 0 0 392 0 0 3,446 5 4 253 14 0 383 14 0 4,624 3 4 10,938 18 9 4,756 8 4 Carried forward 163,786 5 4 66,369 9 6 3 12 0

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Public Woeks Net Expewdituee, 1878-79 — conU Inued. Vote. Item. Particulars. Items of Appropriation. Appropriation. Items of Expenditure. Expended out of Appropriation. Expended in Excess of Appropriation. Total Expenditure. £ s. d. 163,786 5 4 £ s. d. £ s. d. 66,369 9 6 £ s. d. £ s. d. 3 12 0 £ s. d. Brought forward 100 71 72 73 74 75 76 77 78 79 80 81 82 83 84 85 86 87 88 89 90 91 92 93 94 95 96 97 98 99 100 101 102 103 104 105 106 107 108 109 Bridge over Hokitika at Kanieri Road by Coast from Hokitika to Haast Pass Main Road near Longford Buller Valley, Completion Orawaiti, destroyed by flood Removal of Rock, &c., Martin's Bay, &e. Bridge over Buller on Nelson to Reefton Road Compensation to A. Stitt, Buller Road Contract Jetty at Port Levy Road, Purau to Port Levy Road, Port Levy to Pigeon Bay Hurunui, Greta Bridge ... Purchase, Beaumont Bridge Kawarau Bridge at Junction, Arrow River Portobello Road Jetty at Toitois Road, Toitois (inland) Road, Wyndham to Toitois Road, Gore to Switzer's ... Removal of Rocks, Catlin's River Road, Waipori to Lawrence via Bungtown Road, Fitzgerald to Dalhousie Duthies to Tuapeka Mouth via Tuapeka River Manuherikia Bridge, St. Bathans Maerewhenua Railway Bridge Main Road, Glenomaru to Catlin's River Erection of Jetty and Shed at Catlin's River Completion of Road from Maori Kaika to Taiaroa Head Lighthouse Bridge over Oreti at Elbow ... ... • Protective Works, Dipton ... Gore Bridge Beacon at Queenstown Compensation, E. H. Bold „ H. Deverill „ Colonel McDonnell ... Allowance to O. Carrington Harbour Defences Roads in Deferred-payment Blocks disposed of prior to 1st January, 1878... Loans to Local Bodies to repair Damages by recent Floods Railway Material, Gisborne to Ormond 7,967 10 0 3,000 O 0 2,000 0 0 1,789 1 9 195 0 0 4,000 0 0 180 0 0 250 0 0 500 0 0 500 0 0 2,794 8 4 5,000 0 0 8,000 0 0 499 14 0 1,000 0 0 1,000 0 0 1,500 0 0 4,000 0 0 1,000 0 0 400 0 0 500 O 0 500 0 0 250 0 0 5,000 0 0 250 0 0 500 0 0 445 12 0 6,000 O 0 500 0 0 1,254 16 7 35 0 0 345 18 10 400 0 0 400 0 0 62 10 0 44,000 0 0 10,000 0 0 50,000 0 0 4,950 0 0 3,938 17 3 1,203 3 6 1,500 0 0 700 0 0 2,500 0 0 250 0 0 2,794 8 4 3,000 0 0 62 9 0 282 4 6 1,000 0 0 986 16 0 1,415 12 6 3,495 9 0 400 0 0 500 0 0 500 0 0 250 O 0 1,628 17 6 250 0 0 80 0 0 196 13 6 2,216 6 2 500 0 0 1,254 16 7 35 0 0 345 18 10 400 0 0 400 0 0 62 10 0 6,410 9 5 9,610 0 0 48,135 0 0 4,963 7 4 103 16 3 Total Appropriation and Expenditure, Vote 100, Miscellaneous Public Works 167,637 8 11 107 8 3 167,744 17 2 Charged unauthorised, — Straightening Waiuku Channel... 325 11 6 Total Expenditure, Class XI., Miscellaneous Public Works ... £168,070 8 8

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.A.IPIF'IEnsnDIX B.

" RAILWAYS CONSTRUCTION ACT, 1878," SECTION 3.

STATEMENT showing Dates of Submission to, and Approval by, the Governor in Council, of Plans, Estimates, and Certificates of Engineers in Charge of North and Middle Islands, in connection with Railways authorized by "The Railways Construction Act, 1878," prepared in compliance with section 3 of the said Act.

Plans and Estimates, with Certificate of Engineers in Charge, submitted to, and approved by, Governor in Counoil. K.illTHTl. Date of Submission. Date of Approval. NORTH ISLAND. itt n. . i.u ■■_-____. f Grahamstown Section ) Waikato to the Thames £ shortland p> j Branch Line to Hamilton, Hamilton Branch „ Whangarei to Kamo, Kamo Section 1 July, 1879 5 July, 1879. 1 „ „ 1 „ „ 5 „ 5 „ „ MIDDLE ISLAND. Dtago Central —Dunedin to Albert Town, Lake Wanaka —Wingatui Section iinberley to Brunnerton, Stillwater Section f Greymouth Section -i _v j — • •— 1 Paroa Section ... Weymouth to Hokitika, j Hokitika Section C Hampden Street Section Canterbury Interior Main Line— ( Northern portion, including Eyre Bridge Oxford to Temuka, . Southern portion, including Temuka Bridge... r 12 „ „ 12 „ „ 12 „ „ 12 „ „ 14 „ „ 12 „ „ 12 „ „ 27 May, 1879, plan and estimate Uuly, 1879, Engineer's certifificate 12 July, 1879 3 „ 3 „ 12 „ ;, o ,, ,, 12 „ „ 29 „ „ 4 Aug. „ 12 July „ 4 Aug. „ 3 July „ 15 „ 15 „ „ 15 „ 15 „ 15 „ 15 „ 15 „ „ 15 ,, „ 27 May „ Main Line to Upper Ashburton, Ashburton Section ... ... ... J. Dpawa Branch Extension, Albury Section ... ... ■ .„ Edendalo to Toitois, Wyndham „ 3tautau to Nightcaps, Opio ,, Dlutha to Catlin's River, Invertiel ,, Lumsden to Mararoa, Lumsden „ Palmerston to Waihemo, Palmerston „ Oamaru to Livingston, Windsor „ Main Line to Shag Point Amberley to Cook Strait, Waipara Section ... Amberley to Cook Strait, Bellgrove „ Littlo River to Akaroa, Ellesmero „ 5 July „ 15 H „ 5 „ 5 „ 15 „ 5 „ 15 „ „ 29 „ 5 Aug. „ 15 July „ 5 Aug. „ 5 July ,, John Knowles, Secretary for Public Works. TJuder

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APPENDIX O.

ANNUAL REPORT ON RAILWAYS IN THE NORTH ISLAND BY THE ENGINEER IN CHARGE. The Engineer in Charge, North Island, to the Hon. the Minister for Public Works. Sir,— Public Works Office, Wellington, 30th June, 1879. I have the honor to forward annual report on railway works executed during the last year. The total expenditure on railways in the North Island up to the 30th £ s. d. June, 1879, was, exclusive of preliminary surveys ... ... 2,809,812 12 0 The total amount of contracts let and other liabilities ... ... 537,951 2 5 Total expenditure and liabilities ... ... ... £3,347,763 14 5 The table below shows the total length of the lines and the number of miles opened for traffic in the North Island, with expenditure and liabilities; and the second table at end of report gives a list of railways and all contracts, completed or in progress, with the times of completion, &c. The number of miles opened for traffic during the year is 27 miles 43 chains.

* Includes Greytown Branch, 3 miles 7 chains, f Includes proposed Carlyle Branch, 3 miles 26 chains. Kawakawa Railway. Since last year's report no works of construction have been executed, except a stationmaster's house, to be used as an engineer's office and head-quarters ; but a complete new contract survey of section No. 2, 2 miles 70 chains, has been made, and the plans are now being prepared for the purpose of letting the work by contract. A trial survey line is also being made of section No. 3, 2 miles 50 chains, which traverses a very rough piece of country. Wiiangarei Railway. Kamo Contract (2 miles 54 chains). —This was begun on the 15th March last. The works have not progressed with such speed as they should have done, considering the fine weather. The plans for the second contract have been received, and are now being considered and revised with the view of preparing the work for contract. The whole length of the line, terminating in a wharf in deep water, 21 feet at low water, will be about 8 miles. Kaipara-Puniu Railway. Only one portion of railw ray formation has been completed on this line during the year —namely, Onehunga Wharf. This was finished and opened for traffic in February last. Helensville Contract. —This work was made the subject of a second contract in February last, and fair progress is being made, although much work is not yet apparent, owing to the large quantity of timber necessary to be cut and delivered. The contract time expires 30th October, 1879. Auckland Contract (9 miles 61 chains). —The contract time for this work expired on the 11th May. Contrary to expectation expressed last year, this contract still remains incomplete, and the contractor, in spite of all urging, does not seem capable of carrying on the work with a proper degree of energy; consequently it is difficult to name a time when it will be completed. The delay has been so serious that instructions have been given to execute certain works at contractor's expense, such as fencing, level-crossings, &c, the want of which is loudly complained of by the adjacent landowners, B—E. 1.

Expended to Liabilities Open for Traffic. Name of Railway. 30th June, 1879. on 30th June, 1879. Length. North Island. £ s. d. 27,130 9 3 £ s. d. 411 2 6 13,507 9 11 161,512 15 8 53,772 19 2 2,382 2 1 31,126 15 8 114,742 19 0 14,505 16 7 111,212 18 3 34,776 3 7 M. Ch. 8 28 8 0 146 45 61 0 1 1 101 66 121 74 67 40 140 14 65 56 125 0 M. Ch. 2 66 Kawakawa Whangarei-Kamo Kaipara-Puniu Waikato-Tbames Hamilton Branch Napier-Manawatu Wellington-Woodville* Wellington-Foxton Patea-Manawatuf Waitara-Patea le Awamutu-New Plymouth 954,400 9 0 3,016 1 9 822 13 5 403,017 14 11 628,687 5 7 1,534 10 1 618,394 17 8 172,808 10 4 112" 15 64" 4 44 7S 95" S 19 73 Total 2,809,812 12 0 537,951 2 5 847 4 339

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Intimately connected with the Auckland contract is the Newmarket Junction Station, that being the point where the Kaipara line of railway joins the Waikato line. The ground is generally unfavourable for making a commodious station, and more than one design for the station has been made and revised. The plans, however, are now in such a forward state that tenders will shortly be called for the work. Waitakerei Contract (inland line, 12 miles 65 chains). —This was commenced in the end of April last, and is being prosecuted in a satisfactory manner. Since the contract was let it has been found possible to improve the line without extra cost by the substitution of 10- and 15-chain curves in place of two of 8 chains, and the lowering of the summit about 5 feet. The time for completion is the 11th September, 1880. Auckland Reclamation Contract. —This work was let on the 11th February, 1879, but as yet the contractor is making very slow progress, and very little show of work. The District Engineer is, in consequence, urging him to proceed with more system and energy. Time for completion, 3rd December, 1880. Ohaupo Contract (6 miles 20 chains). —This is in a very fair way to be completed before contract time, 18th September, 1879, and the works have been carried on from the first with systematic energy. The heavy swamp embankment at 1 mile 75 chains is most backward, but is rapidly approaching completion. The works are standing well, and the lake drainage has been effectual in drying the swamp, as intended. Newcastle Wharf Contract. —It was found necessary to make considerable alterations and additions to this contract after the work had been let, principally with a view to increased convenience for working, and also for increased stability in the structure. Delay has occurred in consequence, but the work will now be pushed on to completion. The contract time expired 30th May, 1879, but the alterations will require extended time. Hamilton Branch Contract (1 mile 1 chain). —The earthworks on this are all but finished, and the side drains nearly so ; the line is fenced in for about 50 chains ; and there is every reason to believe that the contract will be completed within the time allowed, 12th September, 1879. Railway Workshops. — A piece of ground has been purchased at Newmarket on which it is proposed to build workshops. The ground is not especially favourable for the purpose, and will require very considerable expenditure to form and drain it for the purpose of erecting buildings. Sections and plans of the ground have been taken with a view of preparing the work of formation as a first contract. Waikato-Thames Railway. Hamilton Division. —The line is staked out eastward of the Waikato River, from 1 mile 41 chains, which is the site of Hamilton East Station, to 14 miles 40 chains. The works on this length will consist mostly of forming and ditching. The plans for this contract are nearly ready for transmission to the head office for approval. Grahamstown Contract. —This is a work of reclamation for station purposes, and about one-third of the work is completed. It will most probably be finished within contract time, 18th November, 1879. Shortland Contract.— This is also a work of reclamation adjoining the above, and reaching as far as the Kauaeranga River. Not much work executed yet, as contractor has been preparing tramways, &c, for conveyance of material. Contract time ends 26th December, 1879. State of Surveys. —Plans are nearly ready for the next contract for formation, which may extend to about Puriri, at 9 miles. The line is staked out as far as Hikutaia, 13 miles 63 chains. Ho. 10, Station Buildings Contract. —This refers to the stations on the Auckland Contract, and it is expected that all the works will be finished before the line is ready. Contract time expired 11th May, 1879. No. 11, Station Buildings Contract, Green Bane. —This contract is well advanced, and wll probably be finished before contract time, viz., 16th June, 1879. No. 12, Station Buildings Contract. —This work includes sundry sixth-class stations, and is well advanced ; three are finished, two with timber on ground, one not yet begun. The time for completion of contract is 29th July, 1879. Napier-Manawatu Railway. Papatu Section (extending 5 miles 37 chains beyond Kopua, which is 64 miles 4 chains). —The formation of the line on this section has all been let out in small contracts to parties of labouring men, chiefly settlers from Norsewood, Danevirk, Ormondville, and Makaretu. The lighter portions of the work have been completed, the heavy cuttings are still in band. Between Kopua and the Manawatu River the ground was found to be very treacherous, and a deviation of the line was made so as to secure solid ground. This has proved successful, and no more trouble has arisen from slipping. Papatu Bridges Contract. —The contract time expires on the 15th July next, but the works will not be completed within the time. The difficulties of obtaining timber, and of transporting it over very rough and difficult country, may account for portion of the delay. Two of the bridges, the Manawatu and the Makatoko, have been completed, with the exception of the ballasting. The third, that over the Mangarangiora, has been begun. These are all large and lofty structures, and would, perhaps, be more properly called viaducts than bridges. Surveys. —From 69 miles 65 chains to 72 miles 65 chains the line is now permanently pegged out, ready for bush-felling, and from the latter point to 83 miles one survey party is now engaged in permanently laying out the line, and beyond that another party is exploring and contouring the country in advance. The nature of the country is such as to render surveys very tedious. The country is covered with dense bush, and is intersected with very deep and wide river-beds, which are very tortuous and irregular in their course and features. This demands the most careful and exhaustive survey to make sure of obtaining the best available line.

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Workshops, Napier. —Land has been acquired on which to erect these. The work of formation will be commenced almost immediately, and the building of the workshops has been let by contract. Working Railways, Napier to Kopua. —Two private sidings have been laid down, and a further portion of fencing erected. It is complete on both sides up to 20 miles 65 chains, beyond which only portions of fence are erected in detached pieces. The question of completing the fencing throughout is now under consideration. < Patea-Manawatu Railway. Brunswick Contract, Plate-laying. —By this the line has been extended northwards to Kai-iwi, 9 miles 15 chains. The completion of this contract took place the 22nd May, and a few weeks after it was opened for traffic. Kai-iwi and Brunswick Contract for Station Buildings. —This contract was for the various station buildings and water-supply, &c, for the above, and was completed in due time for the opening. Waitotara Contract (from Kai-iwi to Waitotara Station, 12 miles 70 chains, including formation and plate-laying). —The time for completion of this expires the sth December, 1879, and about threefourths of the earthworks are completed. The masonry culverts and pipes are completed, three-filths of the fencing erected, most of the bridge timber delivered, and some portions of the bridges erected. About 200 men are employed on this contract. Wanganui Wharf and Reclamation Contract. —This was let by contract on the 16th April, and the contract time will expire 16th April, 1880. The contractor is preparing plant and material. Working Railways. —Six private sidings have been laid, and nine other sidings, to increase the facilities for traffic. Foxton Wharf has been extended 160 feet, and numerous additions to station buildings have been made, giving increased accommodation. Additional water-supply has also been provided at several of the stations. Surveys: Waitotara-Waverley.- —The survey of the railway line from Waitotara to Waverley, 7 miles 5 chains, has been completed, and is now being plotted and the work prepared for contract. The latter work, however, has been delayed by the survey of an alternative line proposed for the purpose of bringing the Waitotara Station nearer to the present small centre of population. The result of the survey is that the alternative line will be 18f chains longer, having a grade of 1 in 35 as against 1 in 81"7, and that it will cost £3,000 more than the line originally laid out. Bunnythorpe to Upper End of Manawatu Gorge (11 miles 70 chains). —This has been completed up to 7 miles 50 chains, and the remainder is in progress in the field. Waitara-Patea Railway. Ngatoro Section (8 miles 60 chains to 13 miles 40 chains). —The permanent way has been laid on this section by contract, and station buildings are now in progress. Waipuku, Section (13 miles 40 chains to 17 miles 52 chains). —The formation, logging, and timber culverts upon this section have been done by petty contracts and day labour, and the bridges and masonry culverts by contract, as well as the laying of permanent way, which is now complete. Stratford Section (17 miles 52 chains to 22 miles 20 chains). —This contract was begun in January last, and the contract time expires on the 11th July. The work includes permanent way and station buildings. Strenuous efforts are being made to complete the work, which it is expected will be finished about the middle of August. Workshops, Sentry Hill. —The erection of these is now being advertised for contract. Surveys. —South of Stratford Section—that is, from 22 miles 40 chains to 29 miles —the line has been levelled and pegged out for contract plans, which are now being prepared; and from 29 miles (which is 30 chains north of Mangawhero River) to Normanby, 36 miles 40 chains, a line has been cut, and is now being pegged out for contract plans. Branch to Carlyle (3 miles 26 chains). —A preliminary survey has been made of this branch. Working Railways. —Two sixth-class stations, one coal store, and 136 chains of fencing have been erected. Wellington-Masterton Railway. Permanent Way, Kaitoke-Featherston (27 miles to 45 miles). —This work, which included the laying of 18 miles of permanent way, and the formation and permanent way at the Summit, Cross's Creek, and Pigeon Bush Stations, and permanent way at Featherston Station, was carried out by day labour under the supervision of the Resident Engineer, and was opened for public traffic on the 16th October, IS7B. The working of the incline, which forms part of this section, by means of the " Fell " engines, has proved, as was expected, quite successful. Featherston Station Contract (43 miles 68 chains to 45 miles). —This included levelling the ground for Featherston Station, fencing line and yard, erection of passenger station buildings, &c, also goods shed and engine shed, and was completed so that the line could be opened for traffic as above stated, but was not finally taken over till the 28th December. Summit Water-Supply and Station Buildings Contract. —This included dam and pipe services and tanks, two-stall engine shed, and two cottages, and was finished the 22nd September, 1878. Cross's Creek Station Buildings Contract. —Completed by end of October; includes four-stall engine shed, coal store, two cottages, dam and pipe service and tanks, besides blacksmiths' shop and other sundries. Station Buildings Contracts. —No. 1 included four-roomed house on Summit, two cottages at Cross's Creek, station-house, &c, at Pigeon Bush, and cattle-pens at Featherston, and was completed January, 1879. Contract No. 2 included stationmaster's house at Woodside, and a cottage at Fernside, finished in April. Another contract, finished in April, was for a stationmaster's house at Carterton, to be used as an engineer's office, and head-quarters for Resident Engineer.

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Carterton Contract (20 miles 41 chains). —From the time this contract was let, the 6th April, 1878, up to April, 1879, the works were carried on in a very languid and unsatisfactory manner. The contractor was then served with a formal notice to employ more men and display more energy. After this better progress was made and a better system of working adopted. Unfortunately, however, on the 14th May, the contractor, Mr. Richard Dickson, was accidentally killed at Patea Harbour Works, and the result of his death has been that the works have been taken over by the Government, and every means will be used to push them on vigorously to completion. The contract time ends the 22nd March, 1880. Wellington Railway Wharf Contract. —The work on this was begun on the 16th April, and is being pushed on in a very energetic manner. The time for completion is 26th December, 1879. Peloni Workshops Contract. —This includes a carpenters' shop, machine shop, fitting sKop, and engine shop. Work commenced in last week in April. As yet the progress has not been very brisk, but large quantities of timber are now on the ground, and better progress may be expected. The contract time expires 14th November, 1879. A contract for a main drain through the workshops ground has also been let. Greytown Branch Contract (3 miles 7 chains). —This work has been surveyed and prepared for contract for formation only, and is now advertised for public tender. Working Railways. —Several new engines have been erected, amongst them some of the single Fairlie type, adapted for sharp curves and steep grades. As far as the trials of these latter have been made they promise to be a success, and to be well adapted for the kind of traffic for which they were ordered. Temporary workshops have been fitted up at Petoni pending the completion of the permanent buildings, and machinery and smiths' hearths erected; these enable the General Manager to keep the stock in repair. Three new sidings have been laid down in Wellington Station-yard to meet tho increased traffic ; and all the bridges have been well tarred during the year. Wellington-Foxton Railway. Surveys. —The explorations and surveys for the Wellington end of the above line have taken considerable time, owing to the number of routes which have been examined. It was necessary to examine all the routes recommended as being the best, as well as those which were previously known to be practicable, so that the question of route might be set at rest satisfactorily. Four distinct lines were examined—viz., one starting from the Upper Hutt; one from a point between the Silver Stream and Upper Hutt; one from a point a little south of Hayward's ; and one by way of Kaiwara Valley and Porirua. A report on the first three of these was appended to last year's Annual Report, which showed that they were unsuitable for a lino of railway; the country being excessively rough, involving enormous cost of construction and obtaining very bad gradients. It was therefore found necessary to revert to the fourth line (the one first examined) —the character of which was known to be favourable, and which had been reported on by the Resident Engineer at the same time as he reported on tho three above-mentioned —viz., the one starting from Wellington Railway Station, and rising on the southern slope of Kaiwara Valley to a saddle near Johnsonville, crossing the main road there, and running down the northern slope of the Porirua Valley, crossing the Porirua Harbour at Paramatta Point, and thence through Pukerua Bush to the sea-coast, thence at the base of the Cliffs to Paikakariki, a short distance west of which it reaches the level country. This line was found to bo quite practicable; several trial lines were therefore made over it with the view of setting out the first portions for contract, and about 6 miles have accordingly been set out. It is expected that a portion of this, including the proposed reclamation for station purposes at Pipitea, will be ready for tender in a few weeks. The preliminary survey on this line has been extended to about 33 miles from Wellington, and at the Foxton end the following surveys are in hand, viz.: — Foxton to Horowhenua (10 miles 40 chains). —Of this survey, 8 miles 30 chains is completed and partly plotted ; the remainder is in progress. Palmerston-Horowhenua (26 miles 40 chains).—This survey has just been commenced. From explorations already made it is expected a very fair line will be obtained. Architect's Branch. The Report of the Architect on the work of this branch of the Public Works for the past year is forwarded herewith. Map. A new map of the North Island, showing the extent of railways to date, is attached to this report. I have, &c, John Blackett, The Hon. the Minister for Public Works. Engineer in Charge, North Island.

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Enclosure 1 in Appendix C. ANNUAL REPORT ON PUBLIC BUILDINGS AND OTHER WORKS, (ARCHITECT'S BRANCH), NORTH ISLAND, FOR THE YEAR ENDING 30th JUNE, 1879. Sir, — I have the honor to report for your information upon the various buildings designed, added to, altered, or completed, during the financial year IS7B-1879, in connection with the Architect's Branch of the Public Works Department. Designs have been made for a number of new buildings for various departments of the public service ; the chief among them being a new Supreme Courthouse and new Chief Post Office for Wellington. A contract has been let for the former building, and the work is to be completed on the 20th February, 1881. The building is to be erected in brickwork, on concrete-pile foundations ; the fronts stuccoed, and the roof covered with slates. It has also been proposed that the Chief Post Office should be erected of similar materials; the working drawings for this have been prepared, and tenders may bo invited whenever thought desirable. For the Postal and Telegraph Departments, ten new buildings have either been erected, or are in course of erection at the following places : Pahi, Port Albert, Newton, Auckland (brick building), Ohaupo, Takapau, Woodville, Masterton, Raleigh, Patea, and Otaki. Increased accommodation has also been provided by adding to the offices at Russell, Whangarei, Drury, Hamilton, Kihikihi, Waipawa, Waipukurau, Opunaki, Hawera, Greatford, Foxton, and Featherston. Police buildings have been erected at Port Albert, Papakura, Napier, Port Ahuriri, Hastings, Give, New Plymouth, Whanganui, Waverley, Masterton, Marton, and Palmerston North ; whilst many repairs and minor additions have been effected to various other offices for this department. New courthouses have been erected at Papakura, Te Awamatu, Alexandra, and Feilding. A contract for extensive additions to the Whau Lunatic Asylum, Auckland, has been let during the year, and the w rorks are in a forward and satisfactory state. This is being carried out under tho supervision of a private architect. A new wing, capable of accommodating fifty patients, has also been built at the Mount View Lunatic Asylum, Wellington; besides which, both water and gas services have been provided, and many urgently-required repairs executed to both buildiugs. New offices at Napier for the Survey Department are in course of erection, and will be completed on 12th September, 1879. Besides tho above-named buildings, a sheep-dip and quarantine station have been erected at Kaiwara, Wellington; and a contract has also been let for a similar building at Onehunga, Auckland. A great number of alterations, additions, repairs, &c., have been effected or are in progress to various buildings, the chief being additions to lodges to Government House and Parliament Buildings, additions to Government Printing Office, additions to Provincial Buildings, Wellington, additions to old Hospital, Wellington, gas service to Wellington Gaol, repairs to ministerial residences, &c. In the early part of the year orders were received to erect buildings at various places in the South Island, and I prepared designs for the following : Courthouse, at Waimate, Post Office, &c, at Timaru, Courthouse at Christchurch, Courthouse at Hyde, Courthouse at Mataura, Courthouse at Alexandra, as also a Post Office at Dunediu North ; fittings for public buildings at Christchurch, &c. It having been deemed advisable that the Engineer in Charge of the South Island should undertake al' work south of Wellington, I handed them over to Mr. Blair, together with all papers relating thereto. The total expenditure in the Architect's Branch, North Island, during the year has been, — £ s. d. Judicial ... ... ... ... ... 8,741 6 2 Postal and Telegraph ... ... ... ... 2,129 5 9 Customs ... ... ... ... ... 143 15 6 Offices for Public Departments ... ... ... 2,009 3 4 Lunatic Asylums ... ... ... ... 8,948 11 P Hospitals ... ... ... ... ... 27,675 6 4 Miscellaneous ... ... ... ... ... 16,378 16 10 £66,020 5 6 I have, &c, P. F. M. Burrows, The Engineer in Charge, North Island. Architect.

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Enclosure 2 in Appendix C. TABLE of LENGTHS of GOVERNMENT LINES AUTHORIZED, CONSTRUCTED, and SURVEYED, up to 30TH JUNE, 1879. NORTH ISLAND.

State of Line. Appropriation. Name of Lino. Mileage. Sub-division. Main Line. Sidings. Total. c „ „i Under Under Surveyed. Formation . Plate-laying Date. 1873-74. 1874-75. i 1875-76. 1876-77. * Opened. 1877-78. 1878-79 | Total. Kawakawa Kawakawa M. chs. Iks. 8 28 0 Kawakawa No. 1 ... No. 2 ... No. 3 ... Kamo Whangarei Kaukapakapa Helensville Helensville Terminus Kaipara-Riverhead Waitakerei Auckland Onehunga Branch ... Wharf ... Auckland Wharf ... Auckland-Mercer ... Mercer-Newcastle ... Newcastle-Hamilton Hamilton-Ohaupo ... Ohaupo-To Awamutu Te Awamutu South Hamilton Branch ... Hamilton Thames Shortland G rahamstown Spit Napier-Pakipaki (pt.) M. chs. Iks. 2 68 0 2 70 0 2 50 0 2 54 0 5 26 0 2 40 0 M. chi. Iks. 0 30 0 M. chs. Iks. 3 18 0 2 70 0 3 0 0 2 54 0 6 6 0 2 40 0 M. chs. Iks. 2 70 0 2 50 0 M. chs. Iks. M. chs. Iks. 22 Feb., 1877 |M. chs. Iks. M. chs. Iks. M. chs. Iks. ... M. chs. Iks. 2 68 0 M.chs.lks. M. chs. Iks. M. chs. Iks. 2 68 0 Whangarei-Kamo Whangarei-Kamo ... 8 0 0 0 30 0 Prelim. 2 54 0 ... ... Kaipara-Puniu... Kaipara-Auckland... 41 36 0 0 60 0 5 26" 0 Estimated ... 0 43 C 15 68 0 12 64 0 9 61 0 2 53 0 0 20 0 0 70 0 0 65 12 1 45 0 1 28 0 1 32 26 0 20 0 0 55 0 5 51 54 3 50 0 0 60 0 1 33 0 16 53 12 14 29 0 11 9 0 4 5 26 0 40 0 0 55 0 48 25 54 34 52 0 11 13 0 9 27 0 7 0 0 2 40 0 1 66 0 30 44 0 29 23 0 0 73 0 0 20 0 0 43 0 29 Oct., 1875 15 68 0 ... 15 68 C Onehunga Branch ... 12 64 0 9 61 0 2 53 0 ... 2 53 C 0 20 C 2 73 0 24 Dec, 1873 28 Nov., 1878 ... 0 26" 0 Waikato 102 16 0 42 54 0 31 2 0 10 33 0 9 27 0 6 20 0 2 40 0 110 30 44 0 29 23 0 0 73 0 0 20 0 2 0 0 12 0 0 4 13 0 10 10 0 3 26 0 8 70 0 4 63 0 12 79 0 5 63 0 5 14 0 29 48 0 3 0 0 11 13 0 ... 20 May, 1875 13 Aug., 1877 19 Dec, 1877 4 June, 1878 42 54 0 42 54 C 31 2 C 10 33 t 9 27 ( 31 2 0 10 33 0 9 27 0 Hamilton Branch Waikato-Thames Hamilton Branch ... Waikato-Thames ... 110 61 0 0 0 60 0 0 65 0 2 40 0 Prelim. 6 20 0 1 i" 0 30 44" 0 29 23 0 Prelim. 0 73 0 0 20 0 ... Napier-Man awatu Napier-Manawatu ... 101 66 0 ) 25 Nov., 1874 12 Oct., 1874 1 Jan., 1875 17 Feb., 1876 28 Aug., 1876 28 Aug., 1876 1 Sept., 1876 12 Mar., 1877 25 Jan., 1878 2 0 0 12 0 0 4 13 0 2 0 ( 12 0 ( 4 13 ( 10 10 ( 3 26 ( 8 70 ( 4 63 C 12 79 ( 5 63 ( Pakipaki (part) -4 0 0 62 21 0 10 10 0 Waipawa Waipukurau Takapau Kopua Papatu Papatu-Woodville ... Woodville-Gorge ... Waitara-New Plymouth Waiongona 3 26 0 8 70 0 4 63 0 12 79 0 ... 6 18 0 5 34 0 29 48 0 3 0 0 11 13 0 ... 0 35 0 0 20 0 5 63" 0 5 14 0 Prelim. Prelim. ... 29 48 0 3 0 0 aitara-Patea... Waitara-New mouth Waitara-Patea Ply11 13 0 14 Oct," 1875 11 13 0 ... 11 13 ( 57 69 0 8 60 0 0 24 0 9 4 0 30 Nov., 1377 I ... J I 8 60 0 ... I 8 60 (

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Nil (unauthorized) Patea-Manawatu Patea-Wanganui ... 39 21 Ngatoro Waipuku Stratford Stratford-Normanby Normanby-Patea ... Carlylo Branch Patea- Waverley Waverley-Waitotara Waitotara Kai Iwi Brunswick Wanganui Town Branch Wanganui Bridge ... Wanganui Wangaehu Marton (part) 4 12 0 4 48 0 14 40 0 17 63 0 3 26 0 9 0 0 8 0 0 12 70 0 10 0 8 31 0 2 71 50 0 20 0| 0 65 0 0 65 0 5 10 0 4 32 0 5 33 0 14 40 0 17 63 0 3 26 0 9 0 0 8 0 0 13 55 0 10 0 9 10 3 29 50 ... 14 4(>" 0 17 63 0 3 26 0 9 0 0 8 0 0 I Prelim. Prelim. Prelim. Prelim. 4 12 0 4 48 0 ... 12 70 0 28 June, 1879 28 June, 1879 21 Jan., 1878 ... ... ... ... ... ... ... ... 1 6 0 8 31 0 10 0 8 31 0 2 71 50 Wan ganui-Manawatu 0 50 0 0 38 0 ... 2 7l'60 97 47 0 Nil (unauthorized) Wellington- Wood - ville 1, „ Halcombe (part) ... 0 14 50 10 0 0 10 18 0 9 10 0 4 53 0 6 27 0 3 52 0 5 10 4 0 0 4 72 0 24 58 0 11 70 0 3 79 0 0 52 0 8 9 0 5 75 0 2 5 0 3 0 0 0 35 0 7 43 0 6 50 0 1 12 0 8 78 0 1 12 0 20 41 0 5 55 0 0 67 01 0 60 0 ; jo 40 0 jl 22 0 |l 19 0 0 14 50 10 67 0 10 78 0 14 23 0 11 21 0 ... 17 May, 1877 17 May, 1877 17 May, 1877 4 Feb., 1878 20 May, 1878 20 May, 1878 22 April, 1878 20 Oct., 1876 20 Oct., 1876 20 Oct., 1876 27 April, 1876 0 14 50 10 0 0 10 18 0 ... 9 10 0 4 53 0 6 27 0 3 62 0 0 14 50 10 0 0 10 18 0 9 10 0 4 53 0 6 27 0 3 52 0 5 10 4 0 0 4 72 0 24 58 0 „ „ Oroua Junction ... Palmerston Foxton Branch Bunnythorpe-Gorge Bull's Branch Thorndon Reclamat'n Wellington Hutt River (part) 0 9 0 1 54 0 10 20 0J 5 10 26 32 0 11 70 0 3 79 0 0 52 0 11 70 0 3 79 0 Prelim. Prelim. ... 24 58" 0 5 10 4 0 0 4 72 0 Bull's Branch Wellington- Woodville 3 79 0 118 67 0 ... 0 52" 0 14 April, 1874 15 Dec, 1875 15 Dec, 1875 1 Feb., 1876 1 Feb., 1876 Uan., 1878 12 Oct., 1878 12 Oct., 1878 12 Oct., 1878 12 Oct., 1878 8 "9 0 8 9 0 6 75 0 2 5 0 3 0 0 0 35 0 7 43 0 6 50 0 1 12 0 8 78 0 1 12 0 [ 1 51 75 ] 0 20 0! 20 60 75 5 75 0 2 5 0 3 0 0 0 35 0 Mungaroa (part) ... 8 18 0 7 43 0 Wellington-Fox-ton Pakuratahi Summit ... Incline Featherston Station Carterton Masterton - Ruamahanga Ruamahanga- Woodville Greytown Branch ... Wellington-Johnson-ville Johnsonville - Waikanae Waikanae-Foxton ... Te Awamutu - New Plymouth 47 0 0 3 7 0 6 40 0 0 20 0 0 40 0 0 20 0 1 40 0 6 50 0 1 32 0 9 38 0 1 32 0 22 1 0 5 55 0 47 0 0 3 7 0 6 40 0 5 55" 0 47 0 0 3 7 0 6 40 0 Prelim. Prelim. ... 20 41' 0 ... ... 6 60 0 1 12 0 8 78 0 1 12 0 Greytown Branch ... Wellington-Foxton 3 7 0 67 40 0 29 0 0 29 0 0 29 0 0 Prelim. Te Awamutu-New Plymouth Te Awamutu - New Plymouth 125 0 0 32 0 0 125 0 0 32 0 0 125 0 0 32 0 0 Estimated Prelim. ... ... ... ... Totals ... 10 62 o' 851 3 01 '851 3 0! 39 11 67 890 14 67 297 41 0 9 10 77 72 0 60 67 0 73 24 0 67 11 50 •9 41 50 27 43 0 339 9 0

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.nA-IPIPEILTIDIX IX

ANNUAL REPORT ON ROADS IN THE NORTH ISLAND, INCLUDING OTHER MISCELLANEOUS WORKS, BY THE ENGINEER IN CHARGE.

The Esgineee in Ciiaege, North Island, to the Hon. the Minister for Public Woeks. Sib,— Public Works Office, Wellington, 30th June, 1879. I have the honor to forward annual report on roads, including other miscellaneous works, for the year ending 31st May, 1879.

AUCKLAND. Great South Road. —The portion of this in charge of the Public Works Department extends from the boundary of the Borough of Auckland to Whangamariuo Bridge, and includes also the road from Mount St. John to the Borough of Onehunga. The ordinary maintenance-work, and the removal of seven small rocky projections to give greater width, have been performed. A bridge at Slippery Creek has been carried away in a flood. It is now nearly re-erected on a higher level and with a wider waterway. The Whangamariuo Bridge has been renewed during the year, in a substantial manner, by the Waikato County Council, Government paying one-half of the cost. Panmure Bridge. —The repairs to this work were let by contract, but on opening up the work many more defective points were discovered than were before visible, which will increase the time and cost necessary for its restoration. Pukekohe and Waiuku Road. —The repairs on this as well as on the road leading from Pukekohe to the Great South Road, at Bombay, have been extended, mostly by piecework, under careful supervision, the metalling for the purpose being obtained from Auckland. The work performed was as follows: Two miles forming, 24 feet wide; boxing and clearing logs; If miles of metalling, 12 feet wide and 9 inches deep ; 2J miles drained on upper side, with cross and outfall drains. The bridgework for Waitangi Stream is all prepared, and in readiness for erection when the cutting is more advanced. Pukekohe and Bombay Road. —The works have comprised clearing bush, stones and logs, stumping and forming ; also five stone culverts and fencing, the latter being done by the proprietors along the road at a fixed rate. Papakura and Wairoa Road. —One mile 5 chains have been cut and formed, the principal cutting being in Kirikiri Hill, where a great improvement has been made ; 1 mile 40 chains have been metalled, the total length over which work extends being 1 mile 70 chains, all completed. Hunua Road. —The work in this district consisted of formation only, over very mountainous ground, some of the natural grades being lin 4J. One piece of 69 chains has been cut and formed, and a second contract has been arranged for. Cambridge and Taupo Road. —All the Constabulary have been withdrawn from this work. It is now passable for wheeled vehicles for 13 miles from its commencement, or for 18 miles from Cambridge. Formation has been executed in a regular manner for 7 miles, and, in places beyond that, to within 30 chains of the Waipa Bridge, attention having been given to the worst spots. At the Waipa River 30 chains of approaches have been cut, including a good deal of rock-cutting, and the bridge has been erected. It consists of two spans of 25 feet and two of 20 feet; total, 90 feet. To complete the road to Waipa there will be required two 4-feet culverts, two 3-feet, and one 2-feet ; also about 6 miles of light formation. Waiuku Channel Improvement. —This work has been completed in a satisfactory manner, but the maintenance term has not yet expired. Matakana Wharves. —The one at the sandspit is about half completed; the one at the upper landing is not begun. Contract time expired on the 7th May. Mangapai Wharf. —The contract w ras signed about a month ago. Matakohe Bridge. —The contract was signed about a month ago. Hamilton Borough Bridge. —The contractors have all the piers piled and the concrete abutment finished. Two piers are erected, and the third waiting for timber. BAY OF PLENTY. Tauranga-Taupo Road. —The ordinary maintenance-work has been carried on during the year. The culverts and bridges demand great attention, and the removal of some of the latter is in hand. The part of the road through the forest will demand a considerable amount of work for repairs, and general re-forming and widening, as it is only metalled in places, and the surface cuts up very quickly in wet weather.

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Rotorua-Taraioera Road. —This road has been maintained in good order. The rock-work mentioned in last year's report was only finished in May. Wairoa-Tarawera Road. —Eighty-five chains of road have been laid off on this line. Opotiki-Ohiioa Road: Waioeka Bridges. —The smaller bridge, 120 feet long, has been completed. Four thousand cubic yards of earthwork have been placed in the embankment between the bridges. The Otara Bridge is progressing favourably under contract. Whakatane-Te Teko Road. —Thirty chains of embankment, containing 3,500 cubic yards, have been formed, and 2,700 superficial feet of timber drawn for bridges, &c. Tauranga—East Cape Road. —Twelve miles of this road have been maintained during the year. Taupo-Atiamuri ; Napier-Taupo. Kaiichaka-Runanga. —This section has been kept in fair repair by a party of the Armed Constabulary, about twenty in number. Runanga-Atiamuri. —This section, as a rule, requires very little attention, and has been kept in good order by occasional labour. Taupo-Hot Springs. —This piece of road was completed last July, and has been in good order since. The work on these roads has consisted mainly of ordinary maintenance-works and the repair of sundry bridges, which require considerable attention. EAST COAST. The only road-work performed during the year has been the felling, clearing, and forming about 12 chains of road, forming an approach to the Makatoko Railway Station from the Norsewood Road; the felling being 1 chain wide and formation 16 feet. The metalling is not yet done. Waipaoa Cart Bridge. —This work has been completed, as well as the protection work described as being necessary last year. Patutahi Brain. —l mile 70 chains in length. This work has been let by contract, and is now nearly finished. MANAWATU DISTRICT. Manawatu Gorge Road. —This and tho bridge have been maintained in good order during the year. Kairanga Survey Block, near Palmerston North. —Fourteen miles of road have been put under contract for felling and clearing the bush. WELLINGTON DISTRICT. Reclaimed Land, Wellington. —This contract has been completed during the year. I have, &c., John Blackett, The Hon. the Minister for Public Works. Engineer in Charge, North Island.

APPEITDIX 2ED.

ANNUAL REPORT ON THE PUBLIC WORKS OE THE MIDDLE ISLAND. The Engineer in Charge to the Hon. the Minister for Public Works. Sir, — Public Works Office, Dunedin, Ist July, 1879. I have the honor to submit tho following report on the various works completed and in progress in the Middle Island during the past financial year : — In order to facilitate reference I propose adhering generally to the arrangement of the subjects and method of giving information adopted in former reports, and under the following heads—lst, railways; 2nd, roads and bridges; 3rd, water-races; 4th, miscellaneous works; sth, buildings; 6th, surveys ; 7th, general remarks. RAILWAYS. General. As tho past year has seen the completion of the original public works scheme in the Middle Island I intended in this report to have given a full] description of the lines and works embraced by it, and also to have considered the objects and principles of the scheme itself, and seen how far they have worked out and answered. A press of other work has, however, prevented me from carrying out my intentions in this matter, so I can only set myself the task for a future occasion. In the meantime I would submit to the Government the desirability of seeing that tho present railways are only required to do the work for which they were intended, and that generally the same class of line be adhered to in the new railways. In order that the whole country should participate in the benefits of railway communication it was judiciously decided that the lines should be made as lightly and cheaply as possible, consistent with the requirements of the traffic. Even now, when every one's ideas of the traffic are extended, I adhere to my original opinion, that the railways as originally designed will meet all the reasonable requirements of the traffic for fifteen or twenty years. They will not, however, do this, if an attempt is made to satisfy the unreasonable demands of the public for high speed and heavy loads. 9—E. 1.

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I would also like to point out that the New Zealand railways are not so very much inferior to those of many other countries. They cannot of course be compared with the first-class English and Victorian lines, but they are equal to most of the American and many of the Continental railways. The ruling gradients and curves on the main lines in the Middle Island are easier than on the latter, and even in England there are occasional gradients and curves worse than those we have here. Comparisons are frequently made between the lin 50 gradients in Otago and perfectly level lines : it is pointed out that the same locomotive will pull six times as much on the level as it does on a gradient of linso ; but these are not correct premises to start from. A perfectly level railway is like a mathematical line—something to reason from, but nothing more; it is never met in practice. Of late years the limit of steepness that seems to be adopted on first-class English lines is lin 70. The difference between this and the 1 in 50 of Otago is simply that five locomotives do the work of six. I think that with our sparse population we may be well satisfied in thus getting fivesiiths of what is required on the railways that connect the main centres of population in England. There is also considerable misapprehension as to the speed of railway trains. It is popularly supposed that 45 or 50 miles an hour is a common rate. There is no ground for this belief. There are only five or six trains in the world that attain anything like those speeds. Nearly all the American and perhaps three-fourths of the European traffic is carried at much the same speed as the ordinary Now' Zealand trains, although the former lines are on the broad gauge and all their works are correspondingly heavier. There are, of course, many minor improvements that can be introduced on the new railways, chiefly in the direction of making the works somewhat heavier, more particularly the permanent way; but 1 think the general principle of light lines should be confirmed. The following table shows the lengths of railways authorized and open, together with the expenditure and liabilities to and on the 30th June, 1879, inclusive of the lines taken over from the Provincial Governments of Canterbury and Otago : —

The following table shows the rate at which the several railways in the Middle Island have been completed during each financial year, further details being given in Table A hereto appended : —

Name of Railway. Total Length authorized. Open for Traffic. Expenditure to 30th June, 1879. Liabilities on 30th June, 1879. .TJTIIOKIZED BY " THE PUBLIC WOBKS Ad, 1876 :"— Nelson-Foxhill Picton-Blenheim ... Brunner-Greymouth Westport-Ngakawau Amberley-Waitaki Waitaki-Bluff and Branches Winton-Kingston ... Western Railways... M. C. 20 11 18 32 7 50 19 63 316 30 339 53 68 35 37 37 M. C 19 10 17 10 7 50 19 19 309 65 338 31 68 35 17 77 £ s. d. 127,665 11 2 163,308 15 11 190,145 2 7 205,909 8 10 1,545,254 11 .2 2,249,634 6 6 238,916 19 4 56,615 15 9 £ s. d. 3,037 17 1 8,954 2 8 9,071 11 1 6,669 0 3 125,358 18 5 205,232 3 2 773 7 9 38,266 14 5 Total 827 71 797 57 4,777,450 11 3 397,363 14 10 xthoeized by "the immigration and public wobks Appropriation Act, 1878," Section 17 : — Otago Central—Dunedin to Albert Town, Lake Wanaka Amberley to Brunnerton Greymouth to Hokilika Canterbury Interior Main Line, Oxford to Temuka Main Line to Upper Ashburton Opawa Branch Extension ... Waipahi to Heriot Burn Edendale to Toitois Otautau to Nightcaps Clutha to Catlin's River AVaimea to Switzers Lumsden to Mararoa Palmerston to Waihemo Oamaru to Livingston Main Line to Shag Point ... Amberley to Cook Strait Little River and Akaroa Approximate. 160 110 26 85 20 20 25 26 16 18 15 35 12 16 1 67 145 41 1,939 18 3 59 10 5 553 1 2 135 12 0 133 10 4 45 11 3 333 11 2 50,059 1 3 1,082 5 0 9,871 19 6 8,106 16 1 9,879 2 6 7,983 4 4 250 0 0 9,835 11 10 4,968 19 6 5,298 10 10 42 3 10 1,490 14 3 107 16 0 9 19 4 1,096 13 7 166 13 4 75 8 2 4,642 7 1 1,092 4 0 i' 67 28,576 9 9 495 0 0 Totals 771 67 1 67 6,114 14 11 142,216 19 10 General Totals 1,599 58 799 44 4,783,565 6 2 539,580 14 8

Miles of Railway opened during Financial Year Total. Up to 30th June, 1872. 1872-73. 1873-74. 1 1874-75. 11875-76. 1876-77. 1877-78. 1878-79.1 M. C. 58 51 M. C 22 42 M. C. 11 11 M. C. j M. C. 127 43 243 G4 i M. 184 c. 4 M. C. 94 13 M. C. 58 20 M. c. 799 44 iddle Island

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Nelson-Eoxhill Railway. Port Line. —The contract for the formation of the extension of this line, from its present terminus to the Port, was completed in April, and another contract, for the platelaying, has just been let. The whole of the works are expected to be finished and the line ready for opening about the end of September. Harbour Works. —These works are now so intimately connected with the railway that they may be considered part of it. They are all completed, except the connection with the railway, which is included in the platelaying contract. Extension of Railway to Bellgrove. —A contract for the extension of the Nelson-Foxhill Railway from its present inland terminus at Foxhill, to Bellgrove, has just been let to Mr. Peter Dey for £8,159. The length of the section is three miles. The works include a large bridge over the Wai-iti River. Picton-Blenheim Railway. A contract was let in January for the extension of this line from its present inland terminus at Opawa, to Blenheim, a distance of 1| miles. The works, which are somewhat heavy, include 580 feet of bridging over the Opawa River. The contract time expires in April next, but the works will probably be finished before then. Westport-Ngakawau Railway. General. —With the exception of the finishing of the Westport Station there have been no construction works in progress during the past year. The railway is now complete, except half a mile at the Ngakawau end, which has been postponed from year to year pending the commencement of mining operations by the Albion Coal Company. Buller Stop-Bank. —lnstead of constructing a heavy and expensive bank to stop the encroachment of the Buller, as was originally intended, an experiment has been tried during the year of cutting a relief channel on the south side of the river. So far as can be judged at present, it is likely to be a success. If the anticipations regarding it are realized the whole work will be done for £8,000, instead of the £30,000 originally estimated. Under any circumstance, the relief channel is well worth what it will cost. Greymoutii-Brunnerton Railway. Stations. —The only works done on the main line during the past year are tho erection of various station buildings and the improvement of the stations generally. Harbour Works. —The principal works done during the year just ended consist of the placing of 22,600 tons of rock and 47,900 tons of shingle in the training-wall and reclamation. Until June, 1878, this work was done by contract, at 4s. 2d. per ton for rock, and Is. Bd. per ton for shingle; but since that date it has been done by day labour and piecework, at a cost of 3s. Bd. per ton for rock, and 11yd. per ton for shingle. In tho case of the shingle, this result is due entirely to the employment of a small dredge, which serves the double purpose of keeping deep-water berths at the wharf, and reducing the cost of the filling. The dredge, which was built by Messrs. Kincaid, McQueen, and Co., of Dunedin, at a cost of £2,500, is working most satisfactorily. It does considerably more work than what was stipulated for in the contract with the builders. Hitherto the annual vote for the Greymouth harbour w-orks has been too small to admit of the works being carried out to the greatest advantage and in the most economical manner. There is necessarily a constant scour at the end of the training-wall; consequently it must be pushed on rapidly, otherwise a great quantity of rock-filling will be absorbed uselessly; and, again, under the present arrangement the locomotive and other plant are not fully employed. For these reasons, I think the amount appropriated yearly should be £30,000 or £40,000, instead of, as hitherto, half those amounts. So far as can be judged from their present condition, the Greymouth harbour works are going to fulfil the purposes for which they are intended. Amberley-Waitaki Railway, with Branches. Main Line. —With the exception of the erection of workshops, and alterations and extensions of stations, there have been no new construction works in progress on the main line during the past year. Malvern Branch Extension. —A contract for the extension of the Malvern branch line to the Springfield Coal Mine, 6J miles, was let in April, to be finished iv four months. The work is somewhat behind time, but not to a serious extent. With the exception of the last half-mile, where there is some little cutting, the works are particularly light. The gradients and curves on the line are easy. The only steep gradient is leaving the mine, where there is a short piece of 1 in 50: it is, however, in favour of the heavy traffic, so can scarcely be considered an objection. Waitaki-Invercargill Railway, and Branches. * General. —At the end of the last financial year two sections of this line remained unfinished— 9 miles between Waikouaiti and Palmerston, and 20 \ between Balclutha and Clinton. The former was opened on the 6th September, and the latter on the 22nd January last; railway communication was thus completed between Amberley and tho Bluff and Kingston. Main Line. —In addition to the completion of the sections above referred to, and numerous minor works at stations, contracts are in progress for large works at Dunedin and Port Chalmers. At Dunedin they consist chiefly of the reclamation of 42 acres for a new station, and the extension of present siding and shed accommodation. The works at Port Chalmers, which were much needed, comprise a new station and wharf. The station is being entirely remodelled; and the wharf is an instalment of a general scheme intended to meet the requirements of the port for many years to come. The contract now let includes a double wharf 66 feet wide, in line with George Street, and a single crosspiece at the inner end connecting it with the Bowen Pier. Altogether provision is made for 1,650 feet berthage for vessels. The main portion is 700 feet long, but it can be extended to almost any length, as required. The wharf contract was only let in May, but the works have made a satisfactory commencement.

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Awamoko Branch. —The only work in progress during the past year is the Marewhenua Bridge, which is now all but completed. The works have been carried out in a very satisfactory manner. Green Island Branch Extension. —This line, originally constructed for coal traffic by the Provincial Government, has been extended to tho Brighton Road, a distance of half a mile. It is now intended to convey passengers as well. With the exception of the station arrangements the works are practically finished. Tapanui Branch. —This contract embraces all the works required in the completion of the railway, including the supply of permanent-way materials. The local works are in a forward state, and the rails and fastenings have arrived. The formation through tho lower Pomahaka Gorge is finished, also a small tunnel that occurs at this place. Plate-laying on the first portion will commence immediately. Altogether, I think the works will be completed in contract time. WINTON-KINGSTON RAILWAY. The last section of this railway from Fairlight to Kingston, a distance of 9 miles, was opened on the 10th July, 1878, and the few works that remained unfinished at the end of last year have now been completed. They comprised the pier at Kingston and some minor station works. Western Railways. Riverton Branch. —After innumerable delays this line was opened for traffic on the 9th June. It is laid with the 28-lb. rails originally imported for this purpose by the Provincial Government. They are altogether too weak for anything but the lightest traffic carried at the lowest speed. It would be advisable to make arrangements for replacing them with 40-lb. rails at the earliest convenience. Otautau Branch. —The time for the completion of this line expired on the 26th May, but it will still take about three months to finish. The earthwork and bridging are done, and also 7-J miles of platelaying ; but the ballasting and station works are behind time. The contractor has pushed on the works vigorously in the face of considerable difficulties ; and, as the original time was altogether too short, he is entitled to some little consideration. Riverton-Orepuki Branch. —A contract for the completion of this line has just been entered into It is one of the branch railways commenced by the Provincial Government of Otago. Rolling-stock. Large quantities ot rolling-stock of all kinds have arrived in the colony during the past year, and further orders are being fulfilled. I believe these will meet the requirements of the present lines for some years. Railways authorized in 1878. General. —Your instructions to proceed with the works on these lines were not received till December ; but since that time surveys have been made and contracts prepared for twenty-one sections. Contracts are entered into for fifteen of these, and four are being done by piecework ; the remaining two are now advertised for tender. As the annual list of contracts gives the necessary details, I need not repeat them here. The statements attached to the general plan sent witli each contract give a description of the lines and works. From these it will be seen that the new lines are in every respect equal to, if not better than, the present ones. In no case has the ruling gradient been made steeper than 1 in 50. The time that has elapsed since the great majority of the contracts were entered into is so short that little work has yet been done on the new lines, the following being the only exceptions worth noting:— Hokitika-Greymouth Railway. —Hampden Street Contract and Paroa (piecework) Section nearly finished. Greymouth Contract progressing favourably. Amberley-Cook Strait Railway — Waipara Contract. —The length of this section is 7 miles, out of which the formation on 3 \ miles —the lightest half—is finished. The other works are all in progress, though somewhat behindhand. Shag Point Branch. —Although included among the Government railways, this is in reality a private one. It is a mineral line, belonging to the Shag Point Coal Company. It connects the coal mine with the Main Trunk Railway, its length being 1-j miles. The works, have been finished under the direction of tho Company's engineer in a very satisfactory manner. The line was opened for trafficin June. Pahncrston-Waihemo Branch. —Although only begun in May, good progress has been made with the works on this line. Clutha-Catlin's River Branch. —Exactly in the same position as the preceding one. Otago Central Railicay, Wingatui Contract. —A vigorous commencement has been made with the works, a large number of men being employed. Edendale-Toitois Branch, Wyndham Contract. —About 6,000 cubic yards of earthwork are done, and large quantities of materials are provided. ROADS AND BRIDGES. Nelson District. Molueka Bridge and Approaches. —These works were finished early in the year. Road, Tophouse to Tarndale. —This work is now almost completed. It consisted of repairing an old road or track, and making diversions extending over a distance of twenty miles. Wairoa Bridge. —Progressing favourably; should be finished about the end of September.

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Westland District. Road, Bowen to Okarito. —This road is now finished and open for traffic, the last eleven miles having been done during the past year. Haast Pass Track. —A section of this track at the Haast Pass end, six and a half miles long, is in course of construction by piecework. It is expected to be finished in about a month. Ohika Bridge. —It was found impossible to build a bridge over the Ohika River at a level to clear the highest flood for anything like the sum voted, consequently a much cheaper bridge is being constructed at a lower level. It will be covered in extreme floods, but this is not a serious objection, for other portions of the road are equally impassable under those circumstances. The bridge has been specially designed to meet the peculiarities of the situation. Its cost will be exactly one-fourth of that of a bridge at the high level. Bridge over Grey River at Junction. —This bridge and the approaches were finished and open for traffic in April. It has been necessary to incur a large amount for extras in lengthening the bridge and strengthening the piers, in consequence of the river shifting its bed. This result was to a certain extent anticipated, for the site, which was originally selected by the local authorities, is by no means a suitable one, the permanency of the river bed being very uncertain. Bridge over Ahaura River. —The contract time for this work expired in March, but considerable difficulties have been experienced in driving tho piles; consequently it will not be finished beforo September. Greymouth to Cobden. —The southern approach and the wire cables for this bridge are made, but further progress has been suspended, pending a reconsideration of the whole question of building a bridge at this place, and whether it is to be a foot, horse, or dray bridge. Teremakau Bridge. —This work also should have been completed in March last, but the almost continuous state of flood in the river during spring and summer retarded its progress very much ; it is, however, expected to be finished next month. The works have been carried out in a very satisfactory manner. Bridge over Hokitika River. —This work is exactly in the same position as the one just described, only that the delay has occurred from want of timber. The contractor elected to substitute kauri for local timber, and there was a difficulty in getting vessels to take it to Hokitika. The advantage of getting the timber in long lengths compensates for the delay in completing the work. Christchurch to Hokitika Road. The estimate for maintenance last year, which was larger than the actual vote, has been barely sufficient to keep the road open for traffic. It was not sufficient to make certain deviations in the Otira and Bealey Valleys that are very much required. If the Government is going to continue to maintain this road I would strongly recommend the bridging of some of the rivers, and the construction of such deviations as will remove the road from the influence of ordinary floods. At present a comparatively small flood causes a complete interruption to the traffic. Tho construction of the works mentioned, which will probably cost altogether about £10,000 or £50,000, would reduce the maintenance to a minimum, but a much less expenditure would make a considerable saving and be a great boon to the public generally. Canterbury District. Hagley Park Road—-Tip till May these roads were maintained by Government, but they were then handed over to the Selwyn County Council. Hurunui-Greta Bridge. —The bridge was finished in April, but the approaches are not yet made. WATER-RACES. In accordance with the usual custom I enclose Mr. O'Connor's report on the West Coast Waterraces in full. It gives a full and clear description of the various works executed and in progress, so it is unnecessary for me to allude to them further. MISCELLANEOUS WORKS. The only works of importance under this head for the past year have been executed in the Otago District. They comprise the temporary protection of the banks of the Clutha River at Balclutha, the erection of small jetties at the Quarantine Island and Catlin's River, the building of the dredge for Greymouth already referred to, and the manufacture of sundry articles of railway plant. All the works are complete or in progress. The Clutha protective works have answered admirably. BUILDINGS. The total expenditure on public buildings in the Middle Island during the past financial year is as follows :— £ s. d. Customs ... ... ... ... ... ... ... 327 8 9 Judicial ... ... ... ... ... ... ... 11,751 9 7 Postal and Telegraph... ... ... ... ... ... 3,232 3 6 Offices for Public Departments ... ... ... ... 13,753 16 4 Lunatic Asylums ... ... ... ... ... ... 4,206 0 8 Hospitals ... ... ... ... ... ... ... 3,127 12 3 Miscellaneous ... ... ... ... ... ... 15,727 6 10 Total ... ... ... ... ... ... £52,125 17 11 The state of the various works is shown in the following table: —

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Nelson District — Courthouse and Lock-up, Motueka ... ... ...} Stable at police station, and repairs to old building at >• Finished. Colling wood ... .. ... ... ) Police Station and Lock-up at the Port, Nelson... ... Work in progress. Sheep-dip and quarantine yards at the Port, Nelson ... Drawings being prepared. Government Buildings, Nelson, minor repairs ... ...") Nelson Gaol, concrete wall, and new carpenters' shed ... > Finished. Lunatic Asylum, Nelson, small improvements ... ... ) Courthouse and Police Station at Picton ... ■ •• 7 -nr 1 • T , , n , i • > Work in progress. Lock-up at Blenheim ... ... ... ... j ' ° Westland District — Survey Office, Reefton ... ... ... ..." Post and Telegraph Office, Reefton ... Polica Buildings, Greymouth Police Buildings, Stafford Police Buildings, Ross ... ... ... ... i -p,. . , , Residence for Inspector of Police, Hokitika ... ... [ Police Buildings, Kanieri Fencing Post and Telegraph Office, Reefton Residence for Warden's Clerk, Ahaura Police Station, Reefton ... ... ... ..._ Courthouse at Greymouth ... ... ...") Lunatic Asylum, Hokitika ... ... ... > Work in progress. Post and Telegraph Office at Kumara ... ... ) Lineman's Station, Longford ... ... ..."" Police Station, Westport, repairs Police Station, Charleston Courthouse, Westport, repairs Customhouse, Westport, repairs Cottages, Orawaiti Road, repairs ... ... ... Government Buildings, Westport Police Station, Lyell Courthouse, Charleston ... Customs Transit Shed, Westport Gravelling round Government Buildings, Westport ..._ Christchurch District — Government Buildings, Christchurch ... ... Finished. Lytteltou Gaol, additions ... ... ~." Additions and repairs, Christchurch Hospital Mortuary at Police Station, Christchurch ... ... }- Work in progress. Courthouse at Waimato ... ... ... ... | Courthouse at Christchurch ... ... ...J Government Buildings at Timaru ... ... ... Tenders called for. Repairs, Sunnyside Asylum ... ... ..."" New wing, Sunnyside Asylum Lock-up at Addington and Sydenham Lock-up at Rangiora, additions Lock-up at Ashburton, additions ... ... .. ,„ , . Removal of Police Barracks, Stables, &c, Bealey ... fork *ork ™ ProSressPost and Telegraph Office, Leeston ... Fencing Courthouse, Timaru Courthouse, Akaroa Post and Telegraph Office, Devauchelle's Bay ... .„_J Dunedin District — Alterations to Post Office and Supreme Court, Dunedin ...^ Lock-up at Port Chalmers ... ... ... j Post and Telegraph Office, North Dunedin ... ... Ministers'and Registrar's Office, Dunediu ... ... '„. . . , Bush-clearing, Seacliff Asylum Reserve ... finished. Courthouse at Hyde ... ... ... ... Post and Telegraph Office at Duntroon ... ... | Additions to Telegraph Office at Oamaru ... ...J Temporary Lunatic Asylum, Seacliff ... ..." Fencing Police Reserve, Cromwell ... Fencing Police Reserve, Clyde Post and Telegraph Office, Catlin's River ... __ _ . Fittings for Courthouse at Hyde ... ... f Work m Progress. Courthouse at Roxburgh Courthouse at Tapanui Fencing Courthouse at Alexandra ... ...J Permanent Lunatic Asylum at Seacliffe ... ... Tenders called for.

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Invercargill District — Police Station and Lock-up, Lumsden ... ... Work in progress. Home for Natives at the Bluff ... ... ... Tenders called for. Strong Room, Invercargill Survey Office ... ... Work in progress. Customhouse at Bluff' ... ... ... ... \-m • i,„j Repairs to Customhouse at Riverton ... ... j Courthouse, Invercargill ... ... ... Drawings being prepared. Post and Telegraph Office, Gore ... ... ... ") -^^ in Post and Telegraph Office, Wyndham ... ...j r a The Courthouses at Christchurch, Waimate, and Invercargill, the Lunatic Asylums in Canterbury and Otago, and the Public Offices at Timaru were designed by local architects, and are being carried out by the officers of this department. In all other cases the latter are doing the work from the beginning. Beyond the information given in the above statement there is nothing special to notice. The works generally are progressing favourably. SURVEYS. General. —The time at our disposal being so short it was utterly impossible to make detailed surveys of the whole of each line before the first contract was let. A reconnaissance survey was however made, and in every case where I was not already intimately acquainted with the country, I examined the line personally. I am, therefore, tolerably confident that the sections in hand are properly located. Working Surveys. —The more important working surveys now in progress are the continuation of the Nelson-Foxhill line towards the Buller Valley, the line from Amberley to the Waiau Plain through the Weka Pass, and the Otago Central. The extension of the Foxhill line is over very difficult country, requiring careful exploration. The only chance of getting a l-in-50 gradient seems to be by the Blue Glen and Tophouse route. The survey of the Amberley extension is made through the Weka Pass, the most difficult portion. A gradient of 1 in 50, with 8-chain curves, has been got without very heavy works. A working survey has been made of 71 miles of the Otago Central: 25 miles between the commencement of the line and the Strath Taieri Plain, and 46 from the Maniototo Plain to Clyde. lam glad to say that the works are turning out at least as light as ever was expected, and that the minimum curves and gradients are easier than on the main line. Reconnaissance Surveys.- —I personally made reconnaissance surveys and reports on the Canterbury Interior Main line, the Oamaru-Livingston Branch, and the proposed railways in the northern districts of the Middle Island. The report on the latter, with a map of the routes, is forwarded herewith. The subject embraces one of the most important railway schemes that has ever come before the country. I hope the report will be of some little service in bringing the question to a satisfactory conclusion. GENERAL REMARKS. The work of the department for the last six or seven months has been particularly heavy ; the time given to get out the new contracts was so short that every one's energies had to be taxed to the utmost. During last year the works in progress and contracted for in the Middle Island comprise about 160 regular contracts, 80 task-work contracts, and a great number of piecework jobs. There was also a large amount of survey work. I have much pleasure in testifying to the hearty manner in which the officers of the department met the extra work imposed on them, and the zeal and ability they at all times display in performing their duties. The usual map of the Middle Island, showing the state of the works and surveys, is hereto appended. I have, &c, W. N. Blair, Engineer in Charge, Middle Island.

Enclosure 1 in Appendix E. WESTLAND DISTRICT.—ANNUAL REPORT ON WATER-RACES. Sir,— District Engineer's Office, Hokitika, 31st May, 1879. I have the honor to report on the water-races in this district, with which the General Government are connected. They are as follows : — Nelson South-West Gold Fields — Four-Mile Water-race, Charleston District. Nelson Creek Water-race, Grey Valley District. Westlancl Gold Fields — New River Water-race, Marsden District. Hibernian Water-race. Marsden District. Hohonu Water-race, Greenstone District. Waimea Water-race, Waimea District. Waimea Extension to Kumara, Kumara District. Kanieri Lake Water-race, Kauieri District. Mikonui Water-race, Totara District. Four-Mile Water-race. —The project comprehended under the title " Four Mile Water-race," as set forth in previous annual reports, comprised—(l.) The purchase of the Argyle Water-race Company's reservoir, service-dams, and water-races (except only their race known as Race No. 2) at

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Charleston; (2) the improvement and enlargement of said reservoir and works; and (3) the construction of a further supply race from the Four-Mile River to the said reservoir, with headworks at Four-Mile River. Of this project the first item has already been carried out, and surveys and working plans and specifications for the carrying out of the other two items are just now completed. In the carrying out of the first item —namely, the purchase from the Argyle Company of their property above mentioned —the following have come into the possession of the Government: The main reservoir, commonly known as Haines's Darn, supply races to same to extent of 2 miles 63 chains, and three small reservoirs, and some small dams in creeks in connection therewith; a main-service race, having a length of 3 miles 61 chains, and branch-service races to extent of 1 mile 43 chains, together with seven small service dams belonging thereto. Tho amount paid for all these was £3,000, and a deed of transfer was duly executed accordingly on the 23rd April last, but as the purchase-money was not paid till the 17th May the Company were allowed to resume possession, and collect and retain the revenues up to the latter date. With regard to the second item, then—namely, the improvement and enlargement of the reservoirs, and works so purchased—the detail surveys and estimates now to hand show probable cost of this work to be £3,500 ; and, with regard to the third item —namely the construction of a further supply-race from the Four-Mile River to reservoir known as " Haines's Dam " —the length of this race as now surveyed would bo 7 miles 30 chains, and its cost about £7,500. The total cost of completing the project, therefore, over and above the amount spent upon it to date, would be about £11,000; and, should the work be undertaken accordingly, everything is now in readiness to enable it to be carried out, as, in addition to the plans and specifications which have been prepared for contract, a good pack track has been made from a point on the main road near FourMile River Crossing, up said river, for a distance of 4 miles 30 chains, by w:hich access can readily be got to all parts of the race line. As already stated before, however, on several occasions, I think it is very doubtful if the expenditure referred to would prove remunerative, and I should recommend that if the Government were inclined to go to any further expenditure upon this project at all it should be confined to the expenditure required for improvement and enlargement of the existing reservoir and water-races —namely, £3,500. Should this recommendation be adopted, the track above referred to would not, of course, be fulfilling the primary object for which it is constructed; but it will nevertheless be fully worth the money that it has cost in opening up to prospecting a large area of ground hitherto practically inaccessible, and also in opening up a considerable area of good agricultural land existing along the Four-Mile River Valley, while at the same time it will always be ready and available for the purpose for which it was primarily intended in the event of the supply-race above referred to being at any time hereafter constructed. Nelson Creek Water-race. —Length, 16 miles 24 chains ; capacity, 60 statute-heads, with headworks at Lake Hochstettor, branch races, waste-water channels, and foot tracks, &c. This work is all fully completed as stated in report for last year, and it was handed over to the Gold Fields Department in April, 1878. For the year just ended the value of water sold has been £1,850, while the working expenses have been £1,500. New River Water-race. —Capacity, 16 statute heads; length contemplated, 8 miles 70 chains; length completed, 6 miles 53 chains. This work was undertaken in 1872 under a Government subsidy of £5,000, of which only £3,500 ha 3 been paid to date ; but the work has been practically abandoned by the projectors, so that it is not probable that any further advances will be asked for from the Government, and neither is it probable that any further interest on the amount already advanced will bo paid by the Company. Hibernian Water-race. —Capacity, 10 statute-heads; length, 5 miles 51 chains ; undertaken in 1872 under a Government subsidy of £2,000. This work was completed several years ago, but it is now abandoned, so that no further payment of interest on the Government advance can with any reasonable probability be anticipated. Hohonu Water-race. —Capacity, 50 statute heads; length, 5 miles 41 chains of main race, with reservoir and branch races, &c., as detailed in last year's report; cost, £12,500, of which £2,500 was obtained from the Government. This work was completed several years ago, but it is now entirely abandoned. Waimea Water-race. —Kawhaka Creek to Ballarat Hill, with branch race near Goldsborough and headworks at Kawhaka Creek. Length of main race, 15 miles 75 chains ; capacity, 40 statute-heads ; and length of branch race, 59 chains ; capacity, 30 statute-heads. Of this work the whole of the main race and 47 chains of the branch race were completed at date of last annual report, and the remainder of the branch race, together with the headworks at Kawhaka Creek, have been completed during the year just ended. Waimea Water-race (continued) : Extension to Kumara. —This work, including the supply race from Kawhaka Creek, consists of 7 miles 60 chains of main race and 3 miles 76 chains of distribution races, varying in capacity from 5 statute-heads to 50 statute-heads, as detailed in report for last year, together with a reservoir in Kapitea Valley and headworks at Kawhaka Creek. All these works were completed before date of last annual report, and they have been in full operation since then. In addition to these works it has been advocated by the miners in the district that a further reservoir should be constructed in the Kapitea Valley, for the reason that the supply of water during dry weather is at present sometimes inadequate to the demand, and that the demand will go on increasing in proportion as the present system of paddocking gives way to ground-sluicing. Should this representation be concurred in, the site in question will.be found to be a good one, and a very large storage reservoir could be constructed there for £8,000. The necessity for a main sludge channel at Kumara has also been strongly advocated by the miners there, and a section and report upon it have already been got out. The cost of its construction would be about £4,000.

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Enclosure 2 in Appendix E. TABLE of LENGTHS of GOVERNMENT LINES AUTHORIZED, CONSTUCTED, and SURVEYED up to 30th June, 1879. MIDDLE ISLAND.

Appropriation. Name of Line. Mileage. Subdivision. Main Line. 8idings. Total. Smrever] Under Under surveyed. Formation Plate -layin| State of Line. Opened. Date. To June, 1872. 1872"73. 1873-74. 1874-75. 1875-76. 1876-77. 1877-78. 1878-79. Total. M. chs. Iks. 23 11 50 M. chs. Iks. 1 1 50 19 10 0 3 0 0 14 0 0 16 0 0 0 29 0 6 20 0 3 60 0 8 70 0 0 44 0 17 10 0 1 22 46 7 50 17 M. chs. Iks. 0 21 0 0 66 0 0 40 0 M. chs. Iks. 1 22 50 19 76 0 3 40 0 14 0 0 16 0 0 2 22 0 7 75 0 3 70 0 9 10 0 0 44 0 18 5 50 1 72 46 10 64 17 M. chs. Iks. M. chs. Iks. M. chs. Iks. 1 1 50 M. chs. Iks. M. chs. Iks. M. chs. Iks . M. chs. Iks. M. chs. Iks. . M. chs. Iks. M. chs. Iks. M. chs. Iks. M. chs. Iks. Nelson-Foxhill Westport-Ngakawau Nelson-Foxhill Nelson-Foxhill Extension Westport-Ngakawau 30 0 0 19 63 0 Port Extension Nelson-Foxhill Bellgrove... Surveyed ... Under survey Station Westport... Waimangaroa Ngakawau Extension of Survey Picton-Blenheim ... Blenheim Greymouth-Brunner-ton Stillwater 1 73 0 1 55 0 0 10 0 0 20 0 14 0 0 3 0 0 31 Jan., 1876 17 Dec, 1878 5 Aug., 1876 5 Aug., 1876 26 Sept, 1877 19 10 0 6 20 0 3 60 0 I ... 8 70 0 0 29 Oj ... 19 10 0 0 29 0 6 20 0 3 60 0 8 70 0 Picton-Blenheim ... Picton-Blenheim ... 18 32 46 0 75 50 0 50 0 3 14 0 0 44 C 18 Nov., 1875 17 10 0 17 10 0 1 22 46 Greymouth-Brunner-ton Amberley - Brunnerton Greymouth-Hokitika Greymouth-Brunner-ton 7 50 17 7 April, 1876 7 50 17 ... 7 50 17 Greymouth-Brunner-ton Extension Greymouth-Hokitika 0 63 0 0 63 0 0 63 0 0 63 0 23 60 0 Greymouth Paroa Hokitika... Hampden Street ... Surveyed ... Lyttelton-Christ-church Christchurch-Adding-ton Addington-Selwyn... Waipara ... Weka Pass Surveyed ... Selwyn-Dunsandel... Dunsandel-Rakaia ... Rakaia-Ashburton ... Ashburton (South end of Bridge) Ashburton-Rangitata Rangitata Bridge ... 3 51 0 2 44 0 3 0 0 0 16 0 14 29 0 6 16 57 3 51 0 2 44 0 3 0 0 0 16 0 14 29 0 26 35 0 3 51 0 2 44 0 3 0 0 0 16 0 Canterbury Provincial District Main Lines 28 65 67 20 lis 43 14 '29 0 9 Dec, 1867 6 16 57 6 16 57 Amberley-Cook Strait Amberley - Brunnerton Selwyn-Rakaia 6 77 0 5 3 0 1 30 40 I 3 17 90 25 67 0 7 Oct., 1867 1 30 40 1 30 40 Amberley-Cook Strait Amberley - Brunnerton Amberley-Waitaki... 21 18 70 6 77 0 4 0 0 13 0 1 77 0 10 64 28 17 6 0 1 1 92 7 Oct., 1867 21 18 70 21 18 70 12 61 28 0 35 0 7 32 0 4 0 0 13 0 1 77 0 10 64 28 18 22 0 1 1 92 13 0 4 0 0 6 77 0 15 Feb.; 1873 29 May, 1873 24 Aug., 1874 31 May, 1875 1 77 0 10 64 28 1 1 77 0 10 64 28 17 6 0 1 1 92 Rakaia-Ashburton... 18 7 92 1 16 0 1 17 6 0 1 1 92 Ashburton-Temuka 34 20 54 18 28 79 2 26 75 1 12 0 19 40 79 2 26 75 31 May, 1875 24 Aug., 1875 Tempor. Bridge 4 Feb., 1876 26 Oct., 1875 26 Oct., 1875 1 July, 1876 1 July, 1876 1 Sept., 1876 30 Oct., 1876 1 Feb., 1877 1 Feb., 1877 17 April, 1876 1 April, 1872 2 Sept., 1872 5 Nov., 1872 17 April, 1875 3 Nov., 1875 9 Feb., 1876 1 Dec, 1874 26 April, 1875 21 June, 1875 27 Dec, 1875 18 28 79 2 26 75 18 28 79 2 26 75 Timaru-Temuka ... 11 74 17 Orari Temuka ... Young's Creek Pareora ... Hook (part) 13 45 0 3 14 0 8 60 17 6 65 6 3 44 50 3 66 0 3 63 0 3 65 5 15 40 0 0 58 66 11 65 0 5 18 0 1 61 0 1 76 0 7 56 0 3 54 0 11 65 0 5 55 0 4 11 0 14 40 0 0 24 0 14 0 13 69 0 4 18 0 8 60 17 I I 13 45 0 3 14 0 8 60 17 13 45 0 3 14 0 8 60 17 6 65 6 3 44 50 3 66 0 3 63 0 3 65 5 15 40 0 0 58 66 11 65 0 5 18 0 1 61 0 1 76 0 7 56 0 3 54 0 11 65 0 5 55 0 4 11 0 14 40 0 Timaru-Waitaki ... 38 2 27 1 '" 6 65 6 3 44 50 3 66 0 3 63 0 3 65 5 15 40 0 „ ,, I j-1 20 0 39 22 27 „ ,, Addington-Kowai ... 32 10 0 „ „ Southern (part) ,, ,, ••• Addington-Kaiapoi Kaiapoi-Southbrook Southbrook-Rangiora Rangiora-Ashley ... Ashley-Amberley (pt.) 11 65 0| 0 58 66 £•1 42 0 22 22 0 5 18 0 1 61 0 Janterbury Branches Canterbury Branches 135 20 22 Rangiora-Oxford (pt.) |l 20 0 [2 5 0 12 50 0 23 56 0 1 76 0 11 65 0 5 55 0 4 11 0 7 56 0 3 54 0 14 40 0 ,, ,, ,, „ Kaiapoi-Eyreton ... Junction on Main Line Eyreton Extension... Racecourse-South-bride (part) Racecourse-South-bridge (part) Rolleston-Sheffield... White Cliffs Branch Waimate Branch ... Ashburton 5 59 0 14 6 22 '11 22 0 1 30 0 1 23 28 0 20 0 [2 0 0 j17 13 28 5 79 0 27 28 22 lFeb., 1878 26 April, 1875 13 July, 1875 14 6 22 11 22 0 5 59 0 5 59 0 14 6 22 11 22 0 24 12 0 11 40 0 4 45 0 10 60 0 J2 59 0 38 31 0 1 Dec, 1874 3 Nov., 1875 19 Mar., 1877 24 12 0 11 40 0 4 45 0 24 12 0 11 40 0 4 45 0 lain Line to Upper Ashburton Janterbury Branches )pawa Branch Extension Janterbury Provincial District jittle River, Akaroa !anterbury Interior Main Line, Oxford to Temuka Canterbury Branches 0 42 0 0 30 0 5 7 0 11 10 0 10 60 0 Springfield Albury Surveyed ... Point Contract Opawa Extension ... Ellesmere Eyre Bridge Temuka Bridge Surveyed ... Reconnaissance Waitaki Bridge Waitaki-Oamaru ... Oamaru-Moeraki ... Moeraki Branch Moeraki Junction Station Kartigi (part) 6 45 0 1 28 0 9 12 0 9 6 79 16 45 0 17 0 0 0 13 0 0 14 61 15 40 0 69 12 39 0 56 60 13 20 0 24 39 0 1 55 0 0 27 0 0 40 0 7 5 0 1 28 0 9 12 0 9 61 79 17 25 0 17 0 0 0 13 0 0 14 61 15 40 0 69 12 39 0 56 60 14 76 0 27 12 0 1 77 0 0 73 0 1 28 0 6 45 0 Branch Lines 0 55 0 0 60 0 9 12 0 24 Dec". 1875 1 Jan., 1877 9 6 79 9 6 79 16 45 0 42 51 79 16*45 0 Branch Lines Canterbury Interior 85 "b 0 17 0 0 0 13 0 0 14 61 Waitaki Bridge Waitaki-Moeraki ... 0 56 60 39 34 0 15 40 0 Approx imate. Vaitaki Bridge Vaitaki-Invercargill 1 56 0 2 53 0 0 22 0 0 46 0 17 April, 1876 25 Sept., 1875 4 Nov., 1876 15 Feb., 1877 4 Nov., 1876 0 56 60 13 20 0 0 56 60 13 20 0 24 39 0 1 55 0 0 27 0 Moeraki-Dunedin ... 46 42 0 24 39 0 1 55 0 0 27 0 12 65 0 4 73 0 4 4 0 5 43 0 7 0 0 1 74 0 5 73 0 1 13 0 2 70 0 8 0 0 jl 11 0 ]o 60 0 18 69 0 22 May, 1878 6 Sept., 1878 6 Sept., 1878 7 May, 1878 7 May, 1878 7 May, 1878 20 Dec, 1877 20 Dec, 1877 20 Dec, 1877 9 April, 1873 12 65 0 4 73 0 4 4-0 12 65 0 4 73 0 4 4 0 5 43 0 7 0 0 1 74 0 5 73 0 1 13 0 2 70 0 8 0 0 „ „ Waikouaiti (part) ... 16 27 0 5 43 0 7 0 0 1 74 0 5 73 0 1 13 0 2 70 0 „ „ Blueskin ... Purakanui (part) ... 0 40 0 7 40 0 1 74 0 6 13 0 1 13 0 3 0 0 9 25 0 •*' 0 20 0 „ ,, Deborah Bay Port Chalmers Dunedin-Port Chal0 ib 0 1 25 0 Dunedin-Port Chal8 0 0 8 0 0 mers Dunedin-Clutha 51 35 0 mers Dunedin Station Dunedin Section ... Caversham Section... Kaikorai Section ... Taieri Clutha ... Clutha Bridge Balclutha... Toiro Section Clinton Section Clinton Station Waipahi Extension... Waipahi ... Mataura Bridge Waipahi-Tapanui ... Tokomairiro Glenore ... Round Hill Waitahuna 0 30 0 1 53 0 1 57 0 2 25 0 34 55 0 10 55 0 0 18 0' 1 22 0 4 0 0 16 31 0 0 7 0 9 60 0 15 64 0 0 22 0 15 45 0' 5 54 0' 1 16 0 3 22 0 4 68 0 10 0 6 0 0 11 11 0' 2 40 0 2 70 0 1 July, 1874 1 July, 1874 1 July, 1874 1 July, 1874 1 Sept., 1875 1 Sept., 1875 22 Jan., 1878 22 Jan., 1878 22 Jan., 1879 22 Jan., 1879 1 Nov., 1877 1 Nov., 1877 21 June, 1877 30 Aug., 1875 0 30 0 1 53 0 1 57 0 2 25 0 34 55 0 10 55 0 0 30 0 1 53 0 1 57 0 2 25 0 34 55 0 10 55 0 0 18 0 1 22 0 4 0 0 16 31 0 0 7 0 9 60 0 15 64 0 0 22 0 U 10 0 55 15 0 Clutha-Mataura ... 47 64 0 0 18 0 1 22 0 4 0 0 16 31 0 Tapanui Branch Tokomairiro-Lawrence 2 8 0| 49 72 0 0 7 0 9 60 0 16 71 0 15 64 0 0 22 0 15 45 0 22 0 0 1 26 0 15 45 0 5 54 0 1 16 0 3 22 0 4 68 0 10 0 6 0 0 5 54 0 1 16 0 3 22 (I 4 68 0 10 0 0 0 0 11 11 0 Invercargill-Mataura 1 70 0 23 70 0 22 Jan., 1877 22 Jan., 1877 22 Jan., 1877 22 Jan., 1877 2 April, 1877 2 April, 1877 11 Feb., 1874 inton-Kingston ... Winton-Kingston ... Main Lines 39 56 0 68 35 0 Tuapeka ... Invercargill-Wood-lands Woodlands-Mataura Bridge Mataura Bridge-Gore No. 1 Contract Plate-laying Contract Lowther Contract ... Athol Contract Kingston Contract (part) Kingston Contract (part) Wharf ... Invercargill-Bluff ... Invercargill-Winton Wingatui Surveyed... Under survey Unsurveyed Awamoko Waiareka Green Island 20 79 0 7 46 0 22 18 0 8 32 0 6 10 0 13 27 0 9 20 0 8 78 0 S-3 0 0 J 1 64 0 0 40 0 0 20 0 0 20 0 (0 12 0 42 56 0 24 2 0 8 72 0 6 30 0 13 47 0 18 30 0 7 June, 1875 30 Aug., 1875 20 Oct., 1875 7 Feb., 1876 15 Jan., 1877 28 Jan., 1878 29 April, 1878 10 July, 1878 11 a 0 20 79 0 7 46 0 22 18 0 8 32 0 6 10 0 13 27 0 9 20 0 ... 1 8 78 0, 20 79 0 7 46 0 22 18 0 8 32 0 6 10 0 13 27 0 9 20 0 8 78 0 itago Provincial District Itago Central, Dun- j edin to Albert Town, Lake Wanaka Otago Central Branch Lines 37 0 0 140 0 0 154 54 0 0 10 0 18 0 0 19 0 0 6 65 0 64 15 0 49 0 0 20 0 0 21 32 0 14 72 0 2 17 0 0 40 0 8 79 0 11 74 0 6 0 0 11 30 0 6 3 0 0 10 0 1 50 0 0 45 0 0 21 65 0 25 0 0 13 22 0 5 0 0 67 0 0 30 0 0 30 0 0 40 0 0 40 0 0 20 0 19 50 0 19 45 0 6 65 0 64 15 0 49 0 0 20 0 0 21 53 65 15 17 0 2 30 22 0 45 0 9 66 0 12 24 0 6 30 0 64 15 0 Approx 6 65 0 imate. 14 Dec, 1878 5 Feb., 1867 22 Feb., 1871 IDec, 1875 2 April, 1877 1 July, 1874 18 "6 0 19 0 0 21 32 0 0 10 0 0 10 0 18 0 0 19 0 0 21 32 0 14 72 0 2 17 0 14 72 0 0 40 0 2 17 0 Outram-Mosgiel Wallacetown Orepuki (part) Otautau (part) 1 Oct., 1877 9 June, 1879 8 79 0 11 74 0 8 79 0 11 74 0 Branch Lines | 18 33 0 6 0 0 11 30 0 ,, „ 9 June, 1879 6 3 0 6 3 0 Omaru-Livingston ... Windsor ... Under survey Invertiel ... Surveyed... Reconnaissance Wyndham Reconnaissance Opio Reconnaissance Shag Point 2 0 0 14 40 0 2 40 0 2 0 0 13 0 0 3 70 0 19 10 0 3 10 0 9 30 0 1 67 0 2 0 0 14 40 0 2 40 0 2 0 0 13 0 0 3 70 0 19 10 0 3 10 0 9 30 0 2 2 0 2 0 0 Clutha-Catlin's River 2 0 0 2 40 0 Edendale-Toitois ... 3 70 0 Otautau-Nightcaps 3 10 0 Main Line to Shag Point 0 15 0 27 June, 1879 1 67 0 1 67 0 Branch Lines 21 13 50 Seaward Bush Palmerston-Waynes 11 8 0 10 5 50 11 8 0 10 5 50 11 8 0 7 5 50 i '300 Lumsden-Mararoa... Lumsden - Mararoa (part) 30 0 0 Lumsden... Reconnaissance 6 0 0 24 0 0 6 0 0 24 0 0 6 0 0 i 1 ... ... 1,296 69 9 ... ... Totals 1,296 69 9 87 42 98 ,1,384 32 7 144 76 50 73 19 61 43 75 96 i77 50 67 27 60 28 11 11 0 127 42 93 249 30 14 153 60 61 94 60 0 58 49 0 800 44 63 10--E. 1.

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From the Waimea Race, including extension to Kumara, the value of water sold during year just ended has been £4,550, while the working expenses have been £2,000. Kanieri Lake Water-race. —Capacity, 60 statute-heads; length, 12 miles 21 chains; total cost, £23,800, of which Government have contributed £10,000. This work was completed in 1875, but it has now been entirely abandoned by the promoters, so that no further payment of interest on Government advance is probable. Mikonui Water-race. —Length contemplated, 15 miles ; capacity contemplated, 40 statute-heads ; estimate, £81,000. An appropriation of £20,000 was taken for this work last year, with a view to subsidizing a company to that extent, in event of any such being got up to undertake the work. No practical issue has, however, as yet resulted in connection with it. Water-races generally. —With reference to water-races generally, but more particularly with regard to the Nelson Creek and Waimea Water-races, which are the only ones in this district hitherto constructed and worked by the Government themselves, there is a subject which is worthy of some consideration, and upon which some hitherto unattainable data has been collected during the last few months—namely, the collateral advantages derived from water-races over and above any net revenue which they may yield towards paying interest on their cost. To get some idea of this, tho managers of the two races in question were instructed some considerable time back to endeavour to ascertain by every means in their power the actual number of men kept at work in the mines by the use of Government race-water, and the number of ounces of gold thus obtained, and, after experimenting upon various methods of acquiring this information, they have succeeded since November last in getting it with a close approach to accuracy, and the average for the year deduced from this information is as follows : — Nelson Creek Race. —Number of men employed daily throughout tho year, 70 ; number of ounces of gold so obtained, 4,400. Waimea Race. —Number of men employed daily throughout the year, 617 ; number of ounces of gold so obtained, 21,400. From this, then, it will be seen that, while the direct net revenue of the races in question is £2,900 per annum, they at the same time maintain in continuous employment as many as 687 men, and yield to each of these an income of £145 per annum ; and, as this is considerably in excess of the cost of living of the men in question, it is a reasonable deduction, as it is also the fact, that capital is thus accumulated by at any rate some of the men engaged, and that this capital is afterwards applied in developing more permanent industries in other parts of tho country. The collateral results arising from the construction of water-races, therefore, appear to be very great, the gross receipts derived from the two races above mentioned, which cost in all about £230,000, being about £100,000 per annum, and involving tho maintenance of 687 working miners, equivalent to a population of, say, 3,000 souls, who each contribute a considerable amount to the Customs revenue. I have, &o, C. Y. O'Connor, The Engineer in Charge, Middle Island, Dunedin. District Engineer. 11— E. 1.

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APPENDIX F. SCHEDULE of RAILWAY CONTRACTS CURRENT on the 1st July, 1878, and CONTRACTS ENTERED INTO during the FINANCIAL YEAR ended the 30th JUNE, 1879. NORTH ISLAND.

Date of Contract. Line of Railway. Name of Contract. Particulars Length of Contract. Length of Sidings in Contract. Name of Contractor. Contract to be Completed. Date Contract was Completed. Amount of Contract. Remarks. M. ch. Ik. M. ch. Ik. £ s. d. 292 O 0 16,933 0 0 807 10 8 9,409 19 7 865 0 0 229 10 6 1,040 0 0 640 0 0 474 2 4 740 0 0 340 0 0 25,972 5 6 5,931 9 2 2,927 15 0 2,707 4 11 10,104 16 4 May 17, 1877 May 28, „ Feb. 2, „ Feb. 13, 1878 Ma y 1, „ April 15, „ May 1, „ May 11, „ April 12, „ Oct. 7, „ Nov. 9, „ Oct. 18, „ Jan. 7, 1879 Feb. 7, „ Feb. 8, „ Kawakawa ... Kaipara-Puniu Stati.nmastcr's House Auckland Helensville Onehunga Wharf ... 1,200 yards Rough Stone No. 9, Station Buildings Auckland Station Water Supply No. 8, Station Buildings Mercer Wharf Points and Crossings 20 High-side Wagons Ohaupo Rolling-stock, No. 2 No. 10, Station Buildings Newcastle Wharf Extension ... Helensville Wharf and Permanent Way Auckland Harbour Reclamation W raitakerci F. and P. L.j F.andP.L. F.andP.L. 9 61 0 O 43 0 0 20 0 0 60 0 0 70 0 0 20 0 T. Constable ... Larkins and O'Brien ... Alex. Smith ... Sutherland and Smith... F. Scherff ... D. Henderson W.J.Marks... Buttcrwick and Wishart J. Duce Gilchrist and Waters ... Campbell Bros. Daniel Fallon Guthrie and Larnach Co. John Duce ... J.S.Smith ... Sheehan and Foughy ... May 11, 1879 Feb. 22, 1878 Feb. 2, 1878 Oct. 4, „ May 23, „ Aug. 12, „ June 26, „ Aug. 2, „ 6 months from Cannot be stated Feb. 5, 1880 _■ Jan. 10, i A May 11, 1879 May 30, „ Oct, 30, „ » » Nov. 28, 1878 Nov. 5, 1878 July 5, „ Aug. 1, „ July 5, „ Sept. 11, „ acceptance ... Mar. 3,1879 Contract determined: this amount is under offer to contractor in full of all demands. >» )} j» jj J> M ... « j» ••• » » ... >) »f ■•• »» )» J» if ■■• F.andP.L. 6 21 0 0 60 0 >1 Jr pril 10, 1880 »» J> ... )» J> J» )> -J »» Feb. II, „ Mar. 21, „ J) )» F., P. L. and Bdgs. 12 64 0 1 45 0 James Dcmpsey Taylor and Danahcr ... Dec. 3, 1880 Sept. 11, „ 32,710 5 0 36,601 5 2 .» J) Mar. 24, „ Mar. 31, „ June 6, ., Jan. 26, „ April 12, 1878 Oct. 7, „ Oct. 18, „ Sept. 16, „ -» it *.. » n -Napier-Manawat u No. 11, Station Buildings No. 12, No. 13, Papatu Bridges (3) ... Points and Crossings 25 High-side Wagons Rolling-stock, No. 4... Freight on Wagon Ironwork ... F. 0 21 12 William Cameron H. P. Kavanagh Henry Shailer Proud foot and McKay... Gilchrist and Waters ... Campbell Bros. Guthrie and Larnach Co. Ellaby and Callis June 16, 1879 July 29, „ " Sept. 3, „ July 15, 1879 6 months from Cannot be stated . Jan. 10, i A 6 weeks from receipt of material July 1, 1879 July 5, 1877 Mar. 22, 1880 May 1, 1878 6 months from Sept. 20, 1878 Aug. 17, „ Oct. 22, „ Cannot be stated j Jan. 18, 1879 ... acceptance ... 797 0 0 245 0 0 489 16 6 15,195 4 8 250 0 0 475 0 0 6,493 1 1 34 8 0 ft » ... ... pril 10, 1880 Oct. 12, 1878 » j» ... Part of contract, remainder charged to Waitara-Patea Railway. Mar. 24, „ Oct. 5, 1875 April 6, 1878 Feb. 4, „ April 12, „ May 13, „ June 11, „ Sept. 17, „ Oct. 10, „ Oct. 29, „ Wellington-Woodville >> n J> »! »» )t Carting and Stacking Sleepers Incline Carterton Featherston Station... 200 sets Points and Crossings Summit Water Supply Cross Creek Station Buildings Station Buildings 50 Low-side Wagons No. 1, Carterton Station BuildF. F. and P. L. ... 8 76 83 20 41 O 0 40 0 1 40 0 William Ebbett Charles McKirdy Richard Dickson J. Sutherland Gilchrist and Waters ... W. J. Ridler Aug. 17, 1878 Dec. 21, 1878 acceptance ... Sept. 25, 1878 Jan. 4, 1879 Jan. 25, „ Mar. 10, „ Mar. 22, „ 368 15 0 49,029 1 8 51,954 0 0 3,549 3 0 620 0 0 828 17 6 1,297 1 9 660 12 0 562 10 0 522 6 0 »» J>> »> M » f$ ... Hausmann and Co. W.J. Ridler }* » ... >• It ...

E.—l

of 1 'ah/wat Contracts Cukkent, &c. — continued. N< )ETII ISLAND— continued. Date of Contract. Line of Railway. Name of Contract. Particulars. Length of Contract. Length of Sidings in Contract. Name of Contractor. Contract to be Completed. Date Contract was Completed Amount of Contract. Remarks. M. ch. Ik. M. ch. Ik. £ s. d. 210 0 0 249 6 0 Oct. 7, 1878 Nov. 14, „ Wellington-Woodville 10 High-side Wagons Stationmaster's House, Featherston Additions to Goods Shed Rolling-stock, No. 3 2 Fell Brakes ... Campbell Bros. Alex. Reese ... Cannot be stated Dec. 25, 1878 Mar. 3, 1879 Jan. 27, „ Part of contract foj wagons, KaiparaPuniu. ,, ,, Nov. 12, „ Oct. 18, „ No formal contract Feb. 26, 1879 ,, ,i ,, ,, „ „ Guthrie and Larnach Co. E. W. Mills ... Dee. 6, „ J Jan. 10, f A Dec. 6, 1878 pril 10, 1880 June 6, 1879 194 0 0 8,088 1 3 371 0 0 n „ Freight on Locomotives, &c. ... W. H. Levin 4 weeks from receipt of material Mar. 18,1879 Nov. 14, „ Dec. 26, „ i Oct. 26, „ i Jan. 26,1880 Sept. 12, 1879 Oct. 4, „ Aug. 2, 1878 6 months from Mar. 2, 1879 Cannot be stated Mar. 13, „ 75 0 0 Jan. 24, „ Mar. 19, „ Mar. 31, „ ,, ,, No. 2, Station Buildings Petone Workshops ... Railway Wharf I I - I Alex. Reese ... W. J. Ridler James Loekie McPhcrson and Co. 5 April 22, „ 513 0 0 2,360 0 4 16,758 17 5 ,, ,, ,, ,, July 26, 1878 ,, ,, Rails and Fastenings [ April 5, „ 6,464 3 0 May 13, 1879 June 3, ,, Feb. 7, 1878 April 12, „ July 16, „ Oct. 7, „ „ ,, „ „ Waitara-Patea Petone Drain No. 3, Station Buildings No. 2, Masonry Culverts Points and Crossings Waipuku Bridge 20 High-side and 10 Low-side Wagons Ngatoro Freight on Rails No. 1, Buildings Webber and Lenoury ... Swunston and Nelson ... A. McDonald Gilchrist and Waters ... D. Glcndinning Campbell Bros. Jan. 31, „ acceptance ... May 2, 1879 Feb. 28, „ 190 13 6 810 0 0 979 8 0 250 0 0 1,998 0 0 525 0 0 ,, ,, „ „ I „ „ Oct. 7, „ Nov. 25, „ Sept. 17, „ ,, ,, ... ,, ,, P. L. 4 61 50 0 30 0 David Wilkie Mclntyre and Co. Berry and Newman Dec. 11,1878 Feb. 15, 1879 Oct. 18, 1878 Mar. 7, „ Mar. 10, „ Within contract time pril 10, 1880 Jan. 25, 1879 2,212 8 6 569 0 11 92 0 0 „ „ Oct. 18, „ Nov. 25, „ ,, ,, Rolling-stock, No. 5 Freight on Railway Material... ,.. Guthrie and Larnach Co. McKenzie and Ross I _ i Jan. 10, i A 4 weeks from dateofreceipt of material July 11, 1879 April 14, „ May 14, „ 24 weeks from material Oct. 8, 1879 May 2, „ 24 weeks from material 3 weeks from material _ Jan. 10, i Ap Dec. 5, 1879 4,500 0 0 172 14 0 Part of contract, remainder charged to Patea-Mana-watu Railway. „ ,, I Jan. 23, 1879 Feb. 22, „ Feb. 22, „ May 21, „ „ „ ,, ,, ... Stratford ... Coal Store, Sentry Hill Waipuku ... Freight on Rails, &c F.andP.L.I P.L. 4 48 0 4 11 0 0 20 0 Hursthouse and Berry... D. Glcndinning David Wilkie... C. H Ellaby... April 12, „ June 30, ,, receipt of 16,446 13 7 231 11 0 1,730 0 0 1,519 11 0 „ ,, ,, ,, May 9, „ Mar. 25, „ Juno 11, „ ,, ,, ,, ,, Sentry Hill Workshops Three 6lh Class Stations Freight on 12,300 Sleepers ... ... Alex. Reese ... Hursthouse and Berry... C. E. Capper... 1,445 0 0 255 18 0 666 5 0 „ „ receipt of June 10, „ „ „ Freight on Carnage and Van... receipt of 55 10 0 Oct. 18, 1878 June 7, „ ,, ,, ... Pat ea-Manawat u Rolling-stock, No. 4 Waitotara F.andP.L. 12 70 0 0 65 0 Guthrie and Larnach Co. Collie, Scott, and Wilkinson (assigned to E. W. Mills) rillO, 1S80 ... 1,345 3 1 39,791 14 3 Part of contract, remainder charged to Napier-Mana-watu Railway. ...

E.-l

SCHEDULE of Eailwat Coktbacts Cuekent, &c. — continued. NORTH ISLAND— i continued. Date of Contract. Line of Railway_N*ame of Contract. Particulars. Length of Contract. Length of Sidings in Contract. Name of Contractor. Contract Date to be Contract was Completed. Completed. Amount of Contract. Remarks. M. ch. Ik. M. ch. Ik. £ s. d. 648 15 0 No formal contract May 13, 1878 Sept. 10, „ June 14, ., Sept. 10, „ June 17, „ Sept. 17, „ Oct. 10, „ Patea-lfanawatu 35 Low-6ide Wagons Campbell Bros. ... Completed ... To be constructed same as wagons for AmberleyWaitaki. April 12, „ Feb. 12, „ Mar. 1, „ •Aug- 8, „ Nov. 15, „ Nov. 25, „ Nov. 21, „ Oct. 18, „ Dee. 19, „ a j» jj )> tt )> ?> .) j» j» .» n » _. .j j» .t ?j n ?* ft If »J )» Freight on Rails Store, East Town Freight on Rails Brunswick Foxton Wharf Additions 5th Class Stationmaster's House 25 High-side and 40 Low-side Wagons Points and Crossings Grealford and Halcombe Station Buildings Engine-shed, &c, Halcombe ... Freight on Rails Ladies' Room, Feilding Freight on Railway Material... Goods-shed, Palmerston N. ... Rolling-stock, No. 5 Kai-iwi and Brunswick Station Buildings Additions to Engine Shed at East Town Freight on 1 Locomotive Freight on Rails, &c. Wanganui Wharf aud Reclamation Freight on 1 Locomotive, &c... p'.'l. ... I •" 9 "fj 0 0 40 0 Plimmcr, Reeves, and Co. William Rowe C. H. Ellaby Alex. Tame ... J. Andressan... David Wilkie J. A. Hausmann and Co. Gilchrist and W raters ... Nathan and Wilkie Mclntyre and Co. W. D. Nicholas McKcuzio and Ross R. McLean ... Guthrie and Larnach Co. Alex. Tawse ... Cannot be stated | Dec. 6, 1S78 Cannot be stated i Feb. 6, 1879 Oct. 17, 1878 Nov. 19, „ ICannot be stated 6 months from April 23, 1878 May 10, „ Cannot be stated Dec. 5, 1878 Not stated ... Feb. 5, 1879 i Jan. 10, i A Mar. 18, 1879 Nov. 16, 1878 Jan. 31, 1879 Oct. 11, 1878 May 22, 1879 Dee. 10, 1878 Nov. 12, „ June 30, 1879 acceptance ... j Aug. 5, 1878 Oct. 8, „ Dec 21, „ Jan. 25, 1879 Mar. 19, „ pril 10, 1880 May 22, 1S79 330 17 0 920 0 0 1,034 12 8 3,559 17 0 690 O O 292 12 6 772 10 0 620 0 0 • 693 7 4 160 0 0 110 0 0 130 12 7 311 1 0 7,930 0 10 2,069 19 8 J' )> J' .» )» )» )» » Jan. 23, 1879 » ft W. G. Bassett April 20, „ June 2, ,, 795 0 0 Feb. 24, „ Mar. 14, „ April 17, „ tf » W. Bishop ... Feb. 27, „ j June 3, „ | April 16, 1880 1 j Feb. 28, „ 95 0 0 408 19 2 23,514 8 3 »» .» J. Saunders ... I .» JJ April 22, „ )» » G. M. Kebbcll 4 weeks from receipt of material I May 31, „ 105 0 0 May 22, „ June 11, „ June 19, „ Feb. 26, „ April 5, „ )) if ,, ,, ... R. S. Martin... 90 0 0 75 0 0 1,436 13 10 7,538 13 0 8,393 1 4 3» 3J Wanganui Workshops Grahamstown Reclamation ... Shortland ... ,, ... ... Gibbs and Pinches William Souter J. J. O'Brien Dec. 16, 1879 Nov. 18, „ Dec. 25, „ Waikato-Thames Mar. 22, „ )» )J Hamilton Branch Hamilton Branch F. and Reclamation F., P. L., and Bdge. F. 0 73 0 110 0 65 0 John Briton ... Sept. 12, „ 2,979 15 6 Mar. 10, „ Whangarei-Kamo Kamo ... ... 1 70 0 Thomas Jones Oct. 31, „ 2,257 9 11 Balance of contract, £1,678 14s. 7d., charged to Miscellaneous Public Works.

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AILWAT UONTEACTI CuititENT, &c. — continued. MIDDLE ISL. ND. Date of Contract. Lino of Railway. Name of Contract. Particulars Length of Contract. Length of Sidings in Contract. Name of Contractor. Contract to be Completed. Date Contract was Completed. Amount of Contract. Remarks. Juno 7, 1S78 Nelson-Foxhill Tort No. 2, Port Blenheim ... Steam Dredge No. 1, Station Buildings Westport Station lot) High-side Wagons F. M. ch. Ik. 0 65 0 M. ch. Ik. E. O'Malley ... W. Patterson Henderson and Fergus Kincaid, McQueen, & Co. Seabrook Bros. W. Smith ... Campbell Bros. Mar. 5, 1879 April 2, 1879 £ s. d. 6,229 8 10 1,762 18 6 9,969 4 0 2,414 0 0 626 10 0 30,070 17 11 2,340 0 0 Jan. 7, 1879 Picton-Blenheim Brunner-Greymouth ... F. and P. L. 1 22 46 1 0 0 Mar. 27, 18S0 Completed June 28, 1876 Nov. 21, 1877 Westport-Ngakawau... Amberley-Waitaki ... F.andP.L. Mar. 13, 1878 Dec. 17, 1878 Completed Date not given in certificate Nov. 13, ,, Feb. "23, 1878 April 10, „ May 16, „ Oct. 31, „ Nov. 25, „ „ „ „ „ ... ,, „ • ■• „ „ 100 Low-side Wagons 50 Wagons No. 2, Bridge Painting 100 sets Points and Crossings No. 1, Painting Bridges No. 1, Rolling-stock Freight on Railway Material... W. Langdown James Cragie Sparrow and Co. Murdoch and Phelps ... J. Anderson ... McKenzie and Ross Oct. 23, 1878 Oct. 9, „ Nov. 7, ., h Jan. 10, i A 4 weeks from receipt of material. 18 Aug., 1879 ,, July 14, 1878 Oct. Nov. 22 „ pril 10, 18S0 Jan. 5, 1879 1,185 0 0 887 15 0 1,802 15 5 1,400 0 0 2,583 0 0 6,685 12 6 56 16 10 ,, ,, „ „ Remainder of contract, £6,685 12s. 6d., charged to Waitaki - Bluff Railway. ,, „ „ „ ... „ „ April 4, 1879 ,, ,, Springfield F., P. L., and Bdgs. 6 45 0 0 40 0 F. Bcnham ... ... 10,353 0 0 Jan. 4, 1878 Waitaki-Bluff Mount Stuart, Stationmaster's House No. 6, Station Buildings 50 sets Points and Crossings ... Cattle-pens Glendermid, Stationmaster's House Green Inland Extension Tapanui Branch J. Hollick Feb. 28, 1878 July 11, 1878 256 0 0 Feb. 19, „ April 10, „ Jan. 5, „ May 25, „ ,, ,, ... ,, ,, ••• W.Mills Sparrow and Co. Menzics and Hughes ... Blair and Stevens May, Oct. 9, „ Mar. 16, „ Aug. 10, „ July 25, „ June 10, 1879 July 20, 1878 Aug. 10, 1878 935 10 0 700 0 0 430 0 0 435 17 8 ,, ,, ... ... ,, ,, Sept. 25, „ July 30, „ ,, ,, ••• iF.andP.L. 0 40 50 15 40 0 0 6 0 James Innes ... Proudfoot and McKay... Mar. 21, 1879 May 30, 18S0 1,990 16 1 61,500 0 0 No payments to be made until contract finished. Remainder of contract, £6,685 12s. 6d., charged to Amberley-Waitaki Railway. „ ,, Oct. 31, „ Doc. 2, „ Dec. 5, „ Sjpt. 13, „ Jin. 11, 1876 „ „ ,, ,, „ ,, No. 1, Rolling-stock... Port Chalmers Reclamation ... Station Buildings, Clinton Sec. Freight on Rails Kartigi ... John Anderson James Innes ... D. A. McLachlan Cuff and Graham Munro and Culling (assigned to McKenzie, Paisley, and Co.) David Proudfoot i Jan. 10, £ A Jan. 22, 1879 Feb. 6, „ Oct. 18, 1878 Jan. 5, 1878 pril 10, 1880 Feb. 4, 1879 Mar. 22, „ Oct. 22, 1878 Mar. 20, 1879 6,685 12 6 415 15 10 1,828 3 1 322 1 9 58,747 5 10 ,, „ ... F. and P. L. 17 58 0 0 36 41 Mxr. 27, 1876 ,, ,, ... Blueskin F.andP.L. 7 0 0 0 20 0 Nov. 27, 1878 Within contract time Jan. 20, 1879 45,000 0 0 Exact date not given in certificate. Sept. 5, 1877 Feb. 19, 1879 Feb. 22, „ Mar. 22, „ ,, ,, ■•• „ ,, Clinton Engine Shed at Clinton Goods Shed at Goodwood Cattle Pens at Clinton and Waiwera F.andP.L. ... 16 31 0 0 30 0 Proudfoot and McKay... J.M.Watson Mercer and Low D. A. McLachlan July 4, ,, May 3,1879 May 12, „ June 19, „ April 8, 1879 37,600 0 0 489 0 0 497 9 4 609 18 9 „ „ „ ,, ... ...

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of Hailwat Conteacts Cueeent, MIDDLE ISLAND— continued. e.— continues Dato of Contract. Lino of Railway. .Name of Contract. Particulars. T ., e Length of Length of 0 -,• „ J hidings m Contract. „ ,b , Contract. Name of Contractor. Contract to be Completed. Dato Contract was Completed. Amount of Contract. Remarks. M. ch. Ik. M. ch. Ik. £ s. d. 314 2 0 Mar. 25, 1879 Mar. 29, „ May 3, „ June 6, „ June 17, „ Waitaki-Bluff n it it ft a _» IJ ft ••• )l -> Additional Stations and Platforms Waiting-room at Waihola Steamer Wharf and Reclamation at Port Chalmers Removing Carriage Shed, etc., Dunedin Station Painting Clutha Bridge Painting Bridges Dunedin Station Reclamation... Port Chalmers Station 50 sets Points and Crossings ... Kingston Wharf No. 8, Station Buildings Kingston, Plate-laying Private Crossings Rolling-stock Freight on Rails No. 2, Otautau Branch Wallacetown Branch Meiklo and Campbell ... Thomas Finlny McGill and Forrest Meikle and Campbell ... J. M. Watson and Co.... Smith and Smith E. Pritchard and Co. ... R. Martin Sparrow and Co. J. Whittaker H. Jaggers ... Topham and Angus J. E. Stuck ... Mcnzies and Hughes ... Henry Guthrie D. Robertson Miller, Murray, and Walker James Murray D. McLcod ... June 19, 1879 April 29, „ July 24, 1880 Aug. 4, 1879 Mar. 11, 1882 Juno 6, 1879 April 29, „ 65 10 0 20,698 7 8 887 0 0 250 0 0 240 10 0 58,487 10 0 3,377 5 0 700 0 0 2,668 3 1 724 15 0 7,322 13 11 678 15 0 1,492 8 0 156 19 10 10,600 0 0 11,358 18 0 April 10,1878 April 24, „ May 14, „ Jan. 4, ,, Dec. 1, 1877 Dec. 11, „ Sept, 19, 1878 Dec. 5, „ Aug. 3, 1877 Win ton-Kin gston tt 11 ... p'.'l. 18 17 50 0 12 0 Oct. 9, 1878 Aug. 23, „ July 1, ., May 21,1878 Jan. 8, „ Not stated*... Oct. 10, 1878 May 20, 1879 May 1, 1878 June 10, 1879 Dec. 14, 1878 Aug. 31, ., July 9, 1878 Nov. 30, „ it a ti )> Western -Railways tt tt •■• F.andP.L. F. and P. L. 10 75 0 11 74 0 0 30 0 1 20 0 Completed * Depends upon time when material is handed to Contractor. 3) )) ■•• It )l Jan. 5, 1878 Feb. 21, 1879 Feb. 17, „ Mar. 19, „ June 23, „ May 5, „ • April 19, „ May 19, „ 1» » No. 1, Otautau Branch No. 1, Station Buildings No. 2, No. 8, Riverton ... No. 4, Station Buildings, Ac. ... Inspector's House, N. Taieri ... Wingatui ... Greymouth Hokitika, Hampden Street F.andP.L. 0 3 0 0 40 0 Mav 1, 1878 April 9, 1879 April 1, „ May 17, 1879 Feb. 29, 18S0 Juno 14, 1879 July 5, 1879 Jan. 16, 1881 June 7, 1879 Juno 30, „ 4,512 9 6 861 18 0 690 0 0 499 0 0 21,700 0 0 687 15 6 466 13 0 48,839 7 10 8,440 0 O 130 2 3 n _i j» jj •■• ,, ... ... D. Bonthron ... D. Robertson... D. Bonthron ... John Hollick... D. McKenzie W. Rowc G. O'Connor... May 31, „ it n F. and P. L. 6 0 0 0 30 0 j> j» Otago Central I ... I 1 I F. 6 65 0 Greymouth-Hokitika... March 6, 1879 Jan. 6, 1879 June 25, ,, Canterbury Interior } Main Line > Oxford-Temuka ) River Temuka Bridge Henderson and Fergus... Feb. 23, 1880 4,318 6 1 June 25, „ April 18, „ Main Line to Upper Ashburton Opawa Branch Extension Edendale-Toitois Otautau-Nightcaps ... Clutha-Catlin's Eiver... Palmerston - Waihemo Amberley-Cook Strait River Eyre Bridge ... Ashburton... F.andP.L. 10 60 0 0 30 0 John Fraser ... Feb. 23 ; „ Jan. 16, „ 3,788 10 0 9,858 17 6 Juno 2, ,, May 12, „ June 20, „ April 28, „ May 8, „ May 26, „ Mar. 26, „ Albury Wyndham... Opio Inverticl ... Palmerston Bellgrove ... Waipam ... F. and Bridge. F. F. F. F. F. F. P. L. and Bdgs. 1 28 0 3 70 0 3 10 0 2 40 0 3 0 0 3 0 0 6 77 0 William Paisley James Shirley James Innes ... George Muckie Jesse Coates ... P. Dey P. McGrath ... Feb. 29, „ Jan. 6, „ Feb. 13, „ Dec. 21, 1879 Jan. 7, 1S80 May 26, „ Dec. 18, 1879 7,878 15 0 9,723 9 0 4,837 0 0 5.38S 10 10 4,622 9 4 8,159 0 0 21,493 1 0 a )j 0 35 0 Little River-Akaroa ... Ellesmere ... „ 14,704 4 8 ...

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APPENDIX G. SCHEDULE of SLEEPER CONTRACTS CURRENT on the 1st July, 1878, and CONTRACTS ENTERED INTO during the FINANCIAL YEAR ended 30th JUNE, 1879. NORTH ISLAND.

Date of Contract or Agreement. Contractor's Name. Address. No. of Sleepers contracted for. Rate per Sleeper. To be delivered at Rate per Month. Total To be Completed. delivered to date. Remaeks. A' CKLAND. 12 November, 1878 19 September, „ W. H. Hill J. Moore Mauku Patumahoe 2,000 2,000 s. d. 3 9i 3 0J Pukekohe Station ... Auckland Station, or any Station between Auckland and Ohaupo One-fifth each month One-fifth the first two months, and one-fifth during each succeeding month 12 May, 1879 12 March, „ 2,000 2,000 Completed. Completed. 19 13 15 January, 1879 Agreement 14 March, 1879 Thos. Pollock ... H. Aspden C. Kavanagh J. McLemian John Moore Thomas Cox F. Mander Pukekoho Mauku 1,000 1,000 1,000 25,000 3,000 500 f 5,000 ") \ split puriri _J 3 7 3 9i 3 9.;2 11 3 9 » ,, ,, 12 12 „ 12 „ „ 20 13 June „ 1,000 1,000 1,000 1,007 3,000 290 Completed. Completed. Completed. ,, ,, ,, Auckland * ... Patumahoe Auckland Auckland ,, ,, ,, ,, ,, „ ,, ,, Completed. 3'" 9iDrury and Pokeno, for Wai-kato-Thames One-eighth first two months, one-eighth each succeeding month One-tenth first six months, one-twentieth each succeeding month 3 December, „ 9 June, „ Gibbons and Darrow Grahamstown 100,000 kauri 2 5 Shortland, Kirikiri, and Puriri 3 June, 1881 WEI -LINGTON. Alongside line WellingtonUpper Hutt, aud Mungaroa Flat 20 July, 1877 RichterNannestead &Co. Palmerston North 10,000 2 4 1 "J One-fifth of the total number ' tendered for within two C months, remainder in equal J monthly instalments One-third of the whole in first six months, one-ninth during every succeeding month One-fourth of the whole during first month, balence in equal monthly instalments ( One-third during first six < months, one-ninth each (. following month One-third during first six months, one-ninth each following month One-third during first six months, one-ninth each following month One-eighth first two months ; one-eighth each succeeding month About three thousand r 9 April, 1S78 27 April, 1879 10,000 Completed. 18 „ 1 May, 1878 C. E. Zohrab ... William Booth and Co... Wellington... Taratahi 5,000 25,000 2 8 2s. 3d. & 2s. 6d. Railway line, 57 m. 5 ch., near Featherston and Carterton Station Between 39 m. 20 eh. and 44m. 30 ch., Wellington and Masterton Railway Railway crossing, Cemetery Road, Taratahi 5,000 17,300 Completed. 1 „ »> William Booth and Co... Taratahi 10,000 3 5 27 August, „ 10,000 Completed. 21 June, 11 W. W. Corpe... Taratahi 10,000 5,000 2 1 2 3 11 June, ,, 14,600 Completed. 14 „ to George Stewart Carterton ... 5,000 2 3 Carterton Station ... 11 „ 5,000 29 „ n William Booth and Cb... Carterton ... 5,000 2 5 Carterton Station ... 11 „ 5,000 Completed. 11 March, 1879 J. Cotter and Co. f 10,000 } i black pine .) 2 9 Featherston Station, Welling-ton-Woodrille 3 December, „ 4,100 10 April, » Price and Potts [ 15,000 totara \ 10,000 matai 2 11 ] 2 10 ) Featherston Station: 15,000 for Foxton-Wellington; 10,000 for Wellington-Woodville Wellington 7 January, 1880 ( 3,200 totara (j. 600 matai 31 January, ■p W. L. Crowther* Tasmania ... 25,000 3 6 SI ,, ,, 15,859 * W. L. Crowther to supply 50,000 Tasmanian hardwood sleepers —25,000 for P.W.D., North Island, and 25,000 to Working Railways, South Island.

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SCHEDULE of Sleepeb, Cokteacts Cuebent, &c. — continued. NOETH ISLAND— continued. Date of Contract or Agreement. Contractor's Name. Address. No. of Sleepers contracted for. Rate per Sleeper. To be delivered at Rate per Month. To be Completed. Total delivered Restaurs. to date. NE' PLYMOUTH. s. d. 1 3 4,787 27 January, 1879 Miscellaneous per J. E. Bees F. James New Plymouth Inglewood ... 2,500 2 0 Waipuku Section, between 13 m. 45 ch. and 16 m. 45 ch. Waipuku Section ... One-third first month, onethird each succeeding month One-half first month, onehalf succeeding month One-fifth first two months, and one-fifth during each successive month 11 April, 1879 2,500 Completed. Fisher and Caddy (2,500 rimu} (. (red pine) ) 10,000 2 0 11 March, 2,500 Completed. 3 February, n David Wilkie... „ ... 2 11* Waitara Wharf, or alongside line between Waitara, New Plymouth, Inglewood, and Stratford Stations Between Waipuku and Stratford 1 August, ,, 10,000 Completed. 26 April, „ David Wilkie... ,, ... 10,000 red pine 2 1 One-fifth first month, and one-fifth during eaeh successive month 4,360 W. .NGANUI. 20 July, 18 „ 1877 }1 Richter Nannestead & Co. C. E. Zohrab ... Palmerston North Wellington... 23,000 ( 5,000 } I also 763 ) 30,000 2 7 2 7 Wanganui Railway Wharf ... \ One-eighth of the contract j number each month 9 April, 1878 •^ J) » 20,30 5,763 Completed. ,, ... 14 May, 1878 W.H. Lash ... Halcombe] ... 1 9 Halcombe One-eighth in first two months, one-eighth of remainder in each following month 27 January, 1879 2,753 13 March, 1879 Johan Andreason ( 300 totara ( 300 matai f 300 totara ij. 300 matai 4,000 matai 2 6 2 6 2 11 2 11 2 6 i j Awapuni 3 December, „ 600 Completed. 13 „ „ Randolph and.Walker ... Palmerston North Long Bush Station, FoxtonWanganui Railway Palmerston North ... One-eighth first two months 3 December, „ Completed. 24 „ 5 April, ?> ft G. M. Snelson J. and C. Bull Palmerston North Rangitikei ... C 5,000 matai 1 20,000 totara ( 3,000 totara [ 3,000 matai 10,000 matai 2 9 3 0 2 10 2 4 2 4 1. Oarangi Siding and Greatford Station Fieldin g S tation ... One-eighth first two months one-eighth each succeeding month One-eighth first month, oneeighth each succedingmonth 18 13 December, „ 4,000 3,000 28 „ *> P. Bartholomew I 28 January, 1880 750 Feilding 3 May, it G. M. Snelson Palmerston North Between Awapuni, Palmerston North, and Bunnythorpe Terrace End Siding 1,500 per month ... 3 February, „ 2,349 10 „ 3 June, 3 May, 6 „ 9 June, 12 „ 12 „. 13 „ 14 „ If tf tt M G. Hansen Harvey and MeCall Freeman and Wylds Anders Jonsson Edward Marsh N. Berguist ... Max Voss Thomas Pearce A. Grammar ... ,, 1,000 matai 3,000 totara 3,000 totara 1,000 totara 2,000 totara 600 matai 600 matai 5,000 totara ( 750 totara \ 750 matai 2,000 totara 3,000 totara 3,000 totara 1,000 matai ( 500 totara I 500 matai ( 250 totara I 250 matai ) 2 4 2 9 2 9 2 9 2 3 2 0 2 0 2 0 2 9 2 0 2 9 2 9 2 9 2 O 2 9 2 0 2 6 } Not given 10 September,1879 3 November, „ 3 October, „ 6 August, ,, 9 November, „ 12 September, „ 12 13 December, „ 'i',200 Oroua Bridge Station Terrace End Siding Palmerston North Awapuni Platform Karere Station Oroua Bridge Terrace End Siding Oroua Bridge Palmerston North ... 9 May, 13 „ 13 „ 13 „ 16 „ Better Anderson A. F. Halcombe G. M. Snelson Neils Peterson Patrick Maxwell • Not given Terrace End Siding Bunnythorpe and Palmerston Palmerston Station Awapuni 14 November, „ 9 October, „ 13 13 13 August, „ 16 13 June, » G. Richardson Palmerston North Palmerston North ... One-eighth first two months, one-eighth eaeh succeeding month 3 December, ,,

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SCHED iLEEPEE COSTEACTS CUEEENT, ,c. — continuec MIDDLE ISLAND. \- i- — Date of Contract EJ Agreement. Contractor's Name. Address. No. of Sleepers contracted for. Rate per Sleeper. To be delivered at Rate per Month. To be Completed. Total delivered to date. Rehabks. AMBERLEY-COOK STRAIT. Agreement ... H. Baigent 3,000 2 3 2,644 picton-ble: 'HELM RAILWAY. 3 June, Agreement 1879 Bragge Bros. ... H. Baigent Picton ... (1,000 matai 2 3") [ 4,000 b. birch 2 6 j 2,000 totara 3 0 Blenheim Blenheim One-third first three months, 19 October, one-third each succeeding month. 1879 157 BRUNNER-GREYMOUTH RAILWAY. 10 November, 1877 C. Holder and Co. Greymouth 5,000 3 0 I Greymouth Railway Station, 1,000 per month ... Wharf, or alongside Railway Line. ... | 26th March, 1878 I 5,000 I Completed. AMBERLE" -WAITAKI RAILWAY. 21 November, 1877 26 John Lee John E. Thacker West Oxford TDkain's Bay 10,000 25,000 2 9 West Oxford Station In trucks at Lytteiton 'One-fifth of the whole num.ber to bo delivered within J two months, one-fifth of the whole number to be delivered each succeeding month 14 May, 1878 14 „ „ 10,011 11,810 Completed. WAITAKI-BLUFF AND BRANCHES. 15 November, „ John Murdock and Co.... Invercargill... ... < 25,000 \\ 3 5 I Waikouaiti I also 1,007 ) One-sixthfirsttwomonths,one- j 3 June, sixth each succeeding month 1878 26,007 Completed. WES' FRN RAILWAYS. 31 August, 1877 R. and A. Tapper Bros. Invercargill... 37,000 2 0 Riverton or Makerewa Junction One-fifth to be delivered within two months, remainder in equal monthly instalments One-fifth of the total number within two months, balance in equal monthly instalments One-fifth first two months, remainder in equal monthly instalments One-fourth first month, onefourth each succeeding month One-fourth first month, cnef ourth each succeeding month 31 May, 1878 979 Contract determined. 7 May, ,, James Angus ... Invercargill... 20,000 3 4 Riverton and Makerewa Junction 7 January, 1879 20,000 Completed. 13 September, ,, John Murdock and Co.... Invercargill... 10,000 1 11 Invercargill Railway Station... 28 February, 1878 10,000 Completed. 30 April, 1879 F. Jack Winton ( 8,000 totara > t and matai j 2,000 totara 3 0 Aparima Junction... 21 August, 1879 2,800 28 „ It Boyd and Edwards Invercargill... 2 Hi ,, ... 21 „ 500

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APPENDIX H. SCHEDULE of CONTRACTS for ROADS and MISCELLANEOUS WORKS Current on the 1st July, 1878, and CONTRACTS entered into during the FINANCIAL YEAR ended 30th June, 1879. NORTH ISLAND.

Date of Contract. Line of Road or Work. Name of Contract. Name of Contractor. Contract to be Completed. Date Contract was Completed. Amount of Contract. Remarks. No formal contract No formal contract No formal contract Nov. 19, 1878 Oct. 16, „ Oct. 16, „ Oct. 16, „ Nov. 21, „ April 22, 1879 May 24, „ May 21, „ Feb. 3, „ April 14, „ April 14, „ April 9, „ April 16, „ Roads, North Island ... No. 1 Whakatane, Te Teko Boad Rangi te Hika £ s. d. 970 10 6 )> „ Deviation, To Teko Road ,, 151 10 0 11 11 '•• No. 1 Side-cutting, G-alatea-Opepe Road Peraniko te Ngatimanu 500 0 0 1) 11 >•« Koads North of Auckland a a » j> » a ... )j n » a Grading Hunua Road Section 1, Waiwera, Te Weiti Road Section 2, „ „ Section 3, „ „ Section 1, North Shore to Te Weiti Section 2, ,, „ Matakohe Cart Bridgo Mangapai Wharf Waioroi and Tautau Bridges ... Section 1, Purua Road Section 2, „ Section 1, Herd's Point to Takahue Falling, &c, Road Lines Nos. 2 and 5, Eairanga District Falling, &c, Road Line No. 4, Kairanga District ... No. 6, Lagoon, drainage of ... Papakura and Wairoa Road Patutahi Drainage Works Matakana Wharves ... Punt at Ohau Ferry ... Otara Cart Bridge Repairs, Panrnure Bridge Bridges, Mahurangi-Whangarei Road Karao Waipoa Bridge 490 chains bush road, Sandon ... Rangitikci Bridge Reclamation, Wellington Harbour Mauriceville Road Fencing on Reclamation Works Cutting drains, llotoa Swamp ... Forming streets, &c, Thorndon Reclamation Forming footpaths, „ Waiuku Channel S. Cossey ... James Clayden Brunton and McCathie W. B. Manning William McElroy ... E. Bond and Co. ... Richard Smith McLean and Ormiston W. J. Bell D. Cleary... Finlayson and Campbell William McElroy ... Syrnons and Cribb ... May 14, 1879 Feb. 16, „ Dec. 16, 1878 Nov. 27, „ Mar. 1, 1879 July 22, „ Nov. 3, „ Sept. 6, „ April 28, „ July 14, „ July 21, „ Aug. 9, „ July 12, „ May 28, 1879 April 19, „ Dec. 14, 1878 Nov. 21, „ Mar. 28, 1879 253 6 0 925 0 0 84 5 0 19 10 0 433 15 0 170 0 0 1,010 18 0 548 0 0 115 0 0 200 0 0 415 0 0 425 0 0 563 10 0 Roads in Native Districts Roads to open up lands before sale a a >> >i a a April 15, „ April 15, „ June 21, 1878 Nov. 7, „ Jan. 7, 1879 Jan. 13, „ Feb. 1, „ Feb. 5, „ Mar. 10, „ June 21, 1877 a j) Miscellaneous Public Works a n a j» a a J> n ii ii 1/ j) ii ii Bickle and Stevens ... Calvey and Co. Neild and Bowden ... M. Sinclair E. Brennan D. J. Cruickshank ... Robert McLean Abbot and White ... J. McLean and Son... M. McKenzie Thomas Jones William Sims T. J. Allen T. Denby... E. O'Malley J. Haurigan R. Conlin and Co. ... Adin and Evans R. Duignan Thomas Stephens ... G-eorge Bennett July 12, 1879 July 12, „ Nov. 18, 1878 April 30, 1879 May 4, „ May 7, „ May 1, „ Aug. 24, „ June 3, ,, Oct. 31, „ June 11, 1878 Nov. 20, 1878 May 21, 1879 May "i, 1879 Completed 234 10 6 330 0 0 345 0 0 1,000 0 0 954 19 0 480 0 0 178 0 0 2,450 0 0 1,308 0 0 488 10 0 1,678 14 7 2,987 15 0 624 15 0 5,174 0 0 55,798 0 0 545 8 0 114 0 0 262 10 0 1,250 0 0 500 0 0 320 0 0 Balance of contract, £2,257 9s. lid., charged to Wha-ngarei-Kamo Railway. it ii Provincial Liabilities, Wellington Nov. 20, 1874 a n a i) a a Feb. 7, 1878 Mar. 28, 1879 June 23, „ Feb. 8, „ a » April 18, 1878 July 26, 1879 Aug. 23, „ May 7, „ Jan. 21, 1879 n a a a Unauthorized... May 10, 1879

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.A-iPiPiEiisnDiix: i. ANNUAL REPORT ON LIGHTHOUSE WORKS BY THE MARINE ENGINEER. The Marine Engineer to the Secretary, Marine Department. Sir,— Marine Office, Wellington, 30th June, 1879. I have the honor to forward, for the information of the Minister having charge of the Marine Department, the annual report on works executed for new lighthouses during the year, viz.: —• Centre Island, Foveaux Strait. —This light was first exhibited on the 16th September, 1878. It is of the first order, fixed; with red arcs thrown over the inshore dangers. Timaru Harbour Light. —This light was first exhibited on the Ist July, 1878. It is a fixed white light of the fifth order, visible in clear weather at a distance of 14J miles. This light is maintained by the Timaru Harbour Board. Hokitika Harbour Light. —The tower is now about ready for the reception of the lantern and apparatus, which have been sent to Hokitika for the purpose of being erected. This work will not take many weeks to complete, and I hope to be able to report very soon that the light is ready to be exhibited. This light, being a local light, will be maintained by the Hokitika Harbour Board. Cape Maria. —The whole of the works at this place have been satisfactorily completed, and the light was first exhibited on the 24th March, 1879. It is of the first order, revolving once a minute. From the lower part of the tower a fixed red light is shown in the direction of Columbia Reef. Akaroa. —The works here are in a forward state. The construction of tho road from the landingplace was a heavy piece of work, very much of it in hard solid rock. A good landing-place and lifting apparatus have been prepared, which have much facilitated the landing of material. In connection with this work I regret to have to report the death of the overseer in charge of it, Mr. William Black, who was found dead on the ranges between the lighthouse and the Town of Akaroa on the 30th March last. The work suffered little or no delay, as another overseer was despatched and placed in charge almost immediately. Cape Saunders. —The necessary land has been acquired for this lighthouse, and a strong working party is now erecting the buildings, for which all the materials have been landed. Good progress is being made, and it is expected that the buildings will all be completed by middle of September. Mokohinau, Hauraki Gulf. —The land necessary for this was taken under " The Public Works Act, 1876," and preparations were made to begin the work, when instructions were received that the work should be suspended until further orders. I have during the year visited the following lighthouses and intended sites for lighthouses: — 1879. Jau. 8. Stephen's Island. Jan. 9. Kapiti Island. Feb. 25. Akaroa. Feb. 28. Timaru. June 2. Stephen's Island. June 2. Cape Farewell Spit. Although I have twice visited Stephen's Island I have been unable to make a proper examination ; it is very rough and precipitous, and cannot be ascended and examined without previously cutting a road. This has been accomplished by a party of men sent for the purpose, and I propose to make an early visit to inspect the site, when a report will be made on it, as well as on Kapiti, which offers good facilities for the erection of a lighthouse. I have, &c, John Blackett, The Secretary, Marine Department. Marine Engineer.

APPENDIX J. ANNUAL REPORT BY THE CHIEF INSPECTOR OE MACHINERY. The Chief Inspector of Machinery to the Hon. the Minister for Public Works. Office of the Chief Inspector of Machinery, Sir,— Wellington, 2nd August, 1879. I have the honor to submit the fifth annual report of the Inspection of Machinery Department for the year ended 30th June, 1879. There has been an increase of 16 boilers inspected during the year ; but, owing to the depression which exists amongst saw-mill owners, the number falls far short of what it w rould otherwise have been. I attach tables showing the number of inspections of boilers, and the number and nature of the machinery at work throughout the colony. It has been found necessary for the better protection of employes in the several works where machinery is used, to issue notice to fence the various parts thereof, as provided for in the Act, and it is satisfactory to state, as showing the willingness of owners of mills to comply with the requirements of the Act, that although eighty-four notices have been given, yet in no case has it been found necessary to resort to arbitration to have the directions of the Inspectors carried out. The number of boilers inspected during the year was 1,145, of which 135 were found defective, and notices to repair those were accordingly given. The Inspectors report that in all cases the repairs have been satisfactorily executed, and the boilers put in good repair.

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There are 978 machines of various descriptions at work in the colony with steam as a motive power. A boiler explosion took place at Wanganui in May, which, I regret to say, resulted in the death of the engine-driver. From the report of the Inspector of the district (Mr. McGregor), and the evidence given at the Coroner's inquest, it would appear that the accident was occasioned from the shortness of water in the cylindrical part of the boiler, which, from its peculiar construction, allowed a large quantity of water to remain in the side pockets after the cylindrical part had become empty, or^ more correctly speaking, had become filled with steam more or less superheated. The result of this would be that, the moment the engine was started, the water remaining in the pockets would prime through the opening into the cylindrical portion of the boiler on tho heated plate immediately over the fire, causing it to contract suddenly and tear across. The rent thus caused by the sudden contraction of the plates, independently of any increased pressure there may have been due to the saturation of superheated steam, would, in my opinion, be sufficient to cause the explosion. Had due care, however, been exercised by frequent blowing through the gauge glass-cocks to ascertain if they were working properly, the accident would probably have been prevented. The boiler was in good order, and well supplied with all necessary mountings, and was quite equal to the pressure allowed by the Inspector—40 lb. per square inch. I have, &c, The Hon. the Minister for Public Works, J. Nancarrow, Wellington. Chief Inspector of Machinery. Enclosure No. 1 in Appendix J. Statement showing the Amount of Fees collected in the Inspection of Machinery; Department during the Financial Year ending 30th June, 1879. Name of District. Amount Collected. Otago ... ... ... ... ... ... ... £559 0 0 Canterbury ... ... ... ... ... ... 457 0 0 Auckland ... ... ... ... ... ... 542 0 0 Wellington ... ... ... ... ... ... 322 0 0 Marlborough ... ... ... .. ... ... 93 0 0 Taranaki ... ... ... ... ... ... 38 0 0 Nelson North ... ... ... ... ... ... 150 0 0 Nelson South ... ... ... ... ... ... 37 0 0 Westland ... ... ... ... ... ... 45 0 0 Hawke's Bay ... ... ... ... ... ... 85 0 0 Total £2,328 0 0 Office of Chief Inspector of Machinery, Wellington, 26th July, 1879. Enclosure No. 2 in Appendix J. Statement showing the Cost of Working the Inspection of Machinery Department during the Financial Year ended 30th June, 1879. Nature of Expenditure. Amount Expended. Salaries ... ... ... ... ... ... ... £1,296 13 4 Travelling expenses ... ... ... ... ... ... 451 6 0 Sundries ... ... ... ... ... ... ... 15 15 3 Total ... ... ... ... ... ... £1,763 14 7

Enclosure No. 3 in Appendix J. STATEMENT showing the NUMBER of BOILERS INSPECTED during the Year ended 30th June, 1879

Name of Disteict. No. of Portable Boilers. Under 5 to 10 I O 5 H.P. H.P. | 10 : No. of Stationary Boilers. I Over 10 H.P. Under 5H.P. 5 to 10 Over H.P. 10 H.P. )tago Canterbury LUCkland Vellington larlborough ... 'aranaki felson North ... Jelson South ... Vestland lawke's Bay ... 12 12 10 13 2 2 1 73 115 30 30 8 3 36 1 1 19 10 7 16 1 1 2 2 10 5 a 5 63 58 sa 30 2 2 9 2 9 8 38 10 42 29 10 7 13 81 29 101 44 19 3 4 6 7 4 277 231 261 160 43 19 73 14 25 42 "l 5 6 Totals 53 316 73 245 160 298 1,145 Office of Chief Inspector of Machinery, Wellington, 26th July, 1879.

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Enclosure No. 4 in Appendix J. STATEMENT showing MACHINERY INSPECTED during the Year ended 30th June, 1879.

TOTAIS. H 00 to t to v© >. 00 Steam Assaying. _L Steam Lead-mills. Steam Mortar-mills. r Steam Paper-mills. L Steam Kitchen Boilers. Steam Chemical-works. L I Steam Gasworks. f 1 ft Steam Traction Engines. Steam Eoad Stone Breakers. L ~i Steam Boad Rollers. Steam Sausage Machines. "Steam" Baths. * oj g>j "I = = : S >o \ Steam Ice Manufactories. Steam Boot Manufactories. tH u ~rr-j— Steam Sheep Dipping. Steam Turneries. Steam Wool Dumping. Steam Wool Scouring. Oj 4w I 10 M M •>» I - Steam Tanneries. f Steam Pumping Machinery. Steam Coffee and Spice Mills. . l_ | Steam G-lueworks. I Steam Pnlont Slips. Steam Hoisting Machinery. Steam Hauling and Winding Machinery. Steam Dredges. i o t» 00 HH n I : » Steam Drain Pipe and Tile Factories. L Steam Coach Factories. Steam Hope-making. L Steam Breweries. o Steam Chaff-cutters. o Steam Bakeries. Steam Brick-making. L o_ Steam Boiling-down Establisliments. L Oi I 4Steam Cordial Manufactories. Steam Laundries. i i 5 I Steam Threshing Machines. Steam Soap and Candle Works. Q g* OS__ I<i 00 » 80 o o «*T Steam and Water Quartz-crushing Mills. L Water Quartz-crushing Mills. | Steam Woollen Milla. [ Steam Foundries. | Steam Quartz-crushing Mills. »-T vo _OV » w o I » Water Bone-crushing Mills. Steam Bone-crushing Mills. o Wind Haw-mills. Water Saw-mills. _L _M Wind Flour-mills. Steam Saw-mills. J_ "fey _J_ S » 'ov in Ma O O | Water Flour-inills. | Steam and Wind TTlour-mills. w 4k M M_ Oj n i I I : +t_ Steam Flour-mills. Steam and Water Flour-mills. L E In 0 Steam Printinj I 51 -C Water Phormium Dressing. Steam Phormium Dressing. L o c I o o O s he1 □ ! o I r I I f g td

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Enclosure No. 5 in Appendix J. STATEMENT showing the NUMBER of ACCIDENTS to PERSONS that have occurred with MACHINERY, as reported to Inspectors, during the Year ended 30th June, 1879.

Date. District. Nature of Machine, and Owner's Name. Eemarks. 1878. !ept. 23 Dunedin Circular saw; Guthrie and Larnach Man, named Thomas White, was struck by piece of timber, and killed. James Mulrooney, had four fingers taken off. )ct. 30 Dunedin Confectionery roller; R. K. Murray and Son Saw-mills; Le Bon's Bay... Flax machine ; James Bobinson Circular-saw; Findlay and Co. Circular-saw; Findlay and Co. )ct. 30 )ee. 3 Dec. 15 3ec. 19 Canterbury Marlborough Dunedin Dunedin Man's leg broken. John Wishery, had his arm taken off. Alfred Hitchmough, four fingers taken off. William Robertson, left hand severely cut. 1879. March 28 i.pril 15 Port Chalmers ... Auckland Saw-mill; Beauchop and Co. Moulding machine; Auckland Timber Company James Bruce ... Saw-mills; Duncan and York Charles Mortoe, two fingers out Edward Sargent, hand injured. jVpril 15 Hay 6 Canterbury Wellington Q-eorge G-ullick, killed. John Nixon, killed by explosion of boiler.

REPORT ON THE PROPOSED RAILWAYS IN THE NORTHERN DISTRICTS OE THE MIDDLE ISLAND. The Engineer in Charge, Middle Island, to the Hon. the Minister for Public Works. Sir,— Public Works Office, Dunedin, 21st June, 1879. In accordance with your instructions I have the honor to submit the following report on the proposed railways in the northern districts of the Middle Island: — State of Surveys. The Provincial Government of Canterbury made reconnaissance and preliminary surveys of several lines to connect the East and West Coasts, and the whole of the country north and west of Amberley has been well explored during tho past four years by Mr. Foy and other engineers employed by the General Government. The results of these surveys have from time to time been laid before the Assembly; and all the principal lines are shown on Mr. Foy's map lately issued, and the map attached to my annual report for this year. The following is a list of the various lines that have'been examined :— West Coast Lines — 1. Browning's Pass Route. —By the Eakaia and Hokitika or Arahura Eivers. 2. Taipo Route.- —By the Waimakariri, Taipo, and Teremakau Eivers to the coast, with an alternative line by Lake Brunner. 3. Arthur's Pass Route. — By the Waimakariri, Bealey, Otira, and Teremakau Eivers to the coast, with an alternative line by Lake Brunner. 4. Poulter's Pass Route. —By tho Waimakariri, Poulter, and Teremakau Eivers. 5. Hurunui Route— From Amberley through the Weka Pass ; thence by the Hurunui and Teremakau Eivers to the coast; with an alternative line by Lake Brunner. 6. Hope Route. —By the Weka Pass to the Hurunui, up tho Hurunui to Lake Sumner; thence by the Kiwi, Hope, Tutaekuri, and Ahaura Valleys to Brunnerton ; with alternative lines via Nelson Creek and the Arnold. 7. Hanmer Plains Route. —By the Weka Pass and Hurunui Plains to the Waiau Eiver, up the Waiau to the Hope, and up the Hope to the Kiwi, where it merges into the Hope route. 8. Amuri Pass Route. —This is an alternative to the Hanmer Plains route. It leaves tho latter at the confluence of the Hope with the Boyle, and follows up the Boyle and Doubtful, rejoining at the confluence of the Tutaekuri and the Ahaura. 9. Cannibal Gorge Route. —This route is common to the last two until the Doubtful is reached. It then follows the Doyle, Lewis, and Maruia and Grey Eivers, with an alternative line via Eeefton. Main Trunk Lines from East Coast — 1. Coast Route. —By the Omihi or Waikari Valleys to the Hurunui; thence by Cheviot and Hawkeswood to the coast at Oara, along the coast to the Lire Eiver, and by the Dashwood Pass to Blenheim. 2. Green Hills Route. —By the Hurunui Plains, Waiau Township, and Green Hills to Kaikoura, where it joins the coast route. 3. Awatere Route. —By the Hurunui Plains and Waiau and Awatere Eivers, with one alternative joining the Wairau route through Travellers' Valley, and another reaching Blenheim by the Avon Pass and Waiopai Eiver. 4. Wairau Route. —Leaving the Awatere route at the Hanmer Plains, and going by the Upper Clarence and Wairau Eivers to Blenheim, with one alternative from Tophouse to Nelson. Main Trunk Lines from West Coast— 5. Maruia Route —From Brunnerton by Kopara Lake, the Nancy, Upper Grey, Maruia, Matakitaki, Buller, and Northern Hope Eivers to Foxhill, with one alternative by Tophouse to Foxhill, and another by Tophouse and the Wairau to Blenheim. 6. Grey Valley Route. —From Brunnerton by tho Grey, Inangahua, and Buller to the Matakitaki Junction, where it merges into the Maruia route. In addition to the above main routes there are numerous combinations of lines and minor alternatives ; but their consideration here will tend to complicate the question, without serving any good purpose, so I shall only refer to them in detail when required. So far as I am aware, the surveys hitherto have not been made simply with the view of providing communication between certain places. Although this was one of the objects, they are mainly useful in ascertaining where lines can be taken, and thus forming a basis for designing a railway system for the whole of the northern end of the Middle Island.

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In order that I might be able to lay the whole subject before you as clearly as possible, you instructed me to make a personal examination of the country, and the various lines proposed. In accordance therewith, I devoted six weeks to the work, being accompanied by Mr. O'Connor, under whose, charge most of the surveys were conducted. We examined all the principal passes in the main range and went generally over the whole of the more likely lines, making particular examination of leading features and special difficulties. Mr. O'Connor and I have considered the whole subject together, both on the ground and in the office, and I believe he concurs with me in all the professional conclusions and recommendations given in this report. Eequirements. With the view of considering the question intelligibly, it is necessary to enumerate leading requirements and objects, and set down certain propositions that naturally arise. These are as follow: — 1. That the railways be laid out so as to open up the most good country for settlement, and more particularly to open up Crown lands. 2. That the utmost facilities be given for the transport of the West Coast coal and timber to the eastern markets or a shipping port. 3. That the quickest railway communication be provided between the southern settlements and the port on Cook Strait that offers the greatest facility for communicating with the North Island. 4. That, if possible, one railway be made to serve both purposes of connecting the East and West Coasts, and forming the through communication between the Bluff and Cook Strait. 5. That the West Coast, as an integral part of the colony, be connected with Cook Strait and the East Coast. 6. Engineering considerations and carrying capacities of the lines obtainable. Description and Eesources of Country. One of the first considerations in determining the best line is the character of the country traversed. It is therefore advisable to give a short description here. The main range of mountains that forms the back-bone of the Middle Island extends in an unbroken chain from Otago to Nelson. There are few passes through it, and none of them is lower than 3,000 feet. The range is comparatively narrow and compact between Canterbury and Westland, but north of the Hurunui it breaks into subsidiary ranges running right to the East Coast. In fact, the whole of the north end of the Island is a regular jumble of mountains. The main range is considerably nearer the West than the East Coast, consequently the eastern ascent is easy, but it is quite impossible to get good gradients on the west side. This is unfortunate, for all the heavy traffic must necessarily come from the west. Nearly all the country on the western side of the range is covered with dense timber, and the good flat land of any kind is comparatively limited. In connection herewith I beg to draw your special attention to a report by Mr. Calcutt, on this subject, published in Parliamentary Paper, E.-8, 1873. So far as my judgment goes I can corroborate all that Mr. Calcutt says as to the indifferent character of the laud and its limited area. The timber is, however, excellent and abundant. I travelled through immense tracts of forest country full of splendid pine and birch trees. It is from the mineral resources of the West Coast that the principal railway traffic will be derived, so it is necessary to consider their extent and localities. Leaving out gol'ti, which merely augments the general traffic, coal is the only mineral hitherto worked which may be depended on for a large permanent revenue. The quality of the West Coast coal is equal to that of any in the Australian Colonies :it is the only true coal in New Zealand. The supply is practically inexhaustible, and the mines are easily worked. But it should be pointed out that the main deposits occur in a narrow belt along the sea-coast, which entails the maximum length of carriage, right across the country. Coal has been discovered in small quantities up the Buller Valley, to within forty-five miles from Nelson, and this has been urged as a reason fop the construction of a railway in that direction. . But the deposits are small, and, according to the geological map, there is not much likelihood of a large coal field being found in that or any other locality many miles from the coast at the Grey or Buller,- at any rate in the vicinity of the direct lines across the country. We may therefore sum up the resources of the West Coast that will directly bring traffic to a railway as timber and coal. The timber traffic will begin from the crossing of the range, but the coal must be brought from the extreme end of the line. On the eastern side of the range the West Coast lines pass through ordinary pastoral country that will give little traffic. With the exception of the Waiau and Hanmer Plains, all the good country is commanded by the railways now open or in progress, and in the case of those plain? they are not particularly well accommodated by the lines that have a preponderance of other advantages. Proceeding northwards along the East Coast, the good country terminates at the Conway, the width inland being about twenty miles. An isolated patch of thirty or forty square miles occurs at Kaikoura, after which there is no agricultural land worth mentioning to the Ure River, a distance of forty-five miles. The mountains then recede from the coast, and there is a large extent of good country all the way to Blenheim, particularly about the Awatere. The valley of the Awatere is rather narrow in proportion to its length, so it will not be opened up to the best advantage by -a railway that simply crosses it as proposed; still the line would open up a large portion of agricultural laud. The East Coast lines terminate at Blenheim, which is the centre of the best land in Marlborough. The Wairau Valley is particularly good, and it is of an immense extent, reaching forty or fifty miles towards Tophouse. 13— E. 1.

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With the exception of the Sherwood Forest on the Green Hills route, there is no timber country opened up by the East Coast lines, and the only mineral yet discovered is the Amuri limestone. All the country above referred to as good and fit for settlement by an agricultural population is in the hands of private individuals. In fact it may be said generally of the lines now under consideration that none of them open up Crown lands fit for agriculture. We thus see that, in any case, it is impossible to meet one of the main requirements. Lines that least meet Requirements. Under this head I shall consider the routes that cannot be recommended, giving shortly the reasons for this conclusion. West Coast Lines — 1. Browning's Pass Route. —Geographically this line is well situated. It connects the two coasts near the middle of the Island by the shortest route, but the engineering difficulties are sufficient to preclude its adoption. 4. Poultcr's Pass Route. —This route partakes generally of the character of the preceding one, and it is rejected for much the same reason. 7. Hanmer Plains Route. —This line passes through the most good country of any of the West Coast lines: in this respect it has a decided advantage. The engineering difficulties are also at the minimum, and the gradients are as good as can be got; but the line is very much longer than the other routes further south—for instance, Arthur's Pass and Hope routes, which are respectively thirty-one and twenty-three miles shorter to Christchurch alone. 8. Amuri Pass Route. —This line possesses all the advantages of the last one, and is somewhat shorter, but the engineering difficulties are much greater. 9. Cannibal Gorge Route.—'lke same good country is opened up by this line as by the last two, and better gradients and a shorter tunnel are got in crossing the range. But it is objectionable in being twenty miles longer than the Hanmer Plains route, already condemned on account of its length. It will also have exceptionally heavy gradients midway between the range and the West Coast, which is a serious objection in working. The heavy gradients on the other lines can be concentrated into one place at the summit. Main Trunk Lines — 3. Awatere Route. —The good country on this route is confined to the extreme ends, the intervening portion of seventy miles being very rough and unproductive. The engineering difficulties are also great, and there will be exceptional grades at several points. 4. Wairau Route. —Geographically this is the best route for a main trunk line. It runs through the middle of the Island in a direct course from Amberley to Nelson. Unfortunately these advantages arc overbalanced by other considerations. With the exception of the forty miles at the southern end, wdiich is common to many of the others, this line does not open up any good country whatever. The engineering difficulties are also very formidable : the line rises to an altitude of 4,500 feet, and exceptional grades of 1 in 12 or 15 are required at several places. The alternative line from Tophouse to Blenheim passes through good country; it is easy of construction, and the gradients are comparatively flat; still this is not sufficient to compensate for the objections on the greater portion of the line to which reference has just been made. The section from Tophouse to Blenheim would, however, form a portion of a line to connect Picton with the West Coast, to which I will allude furtheron. 5. Maruia Route and (6) Grey Valley Route. —These two lines commence at Brunnerton on the West Coast, and terminate at Nelson or Picton. It is difficult to understand how they came to be considered as main trunk lines that would ultimately connect the southern railway system with the last port of departure for the North Island. Without going into figures, one glance at the map shows the idea to be thoroughly unpractical. It implies that Wellington is to be reached from Christchurch via Greymouth and Nelson. I shall again refer to this subject in comparing the various routes. Neither of the West Coast main trunk lines open up good country, and tho Maruia one has exceptional grades of 1 in 10 or 15. The Grey Valley route is, however, the most suitable for connecting the Greymouth coal fields with Nelson or Picton. Lines that most meet Requirements. The objections given under the preceding head reduce the number of likely lines to the following : — West Coast Lines. —The Taipo and Arthur's Pass routes, which come in south of Christchurch ; and the Hurunui and Hope routes, which come in north of Christchurch. Main Trunk Lines. —Coast route and Green Hills route. West Coast Lines —■ The leading characteristics of the West Coast lines are shown by the following table : —

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STATEMENT showing DISTANCES and GRADES by various Routes.

Route. (A <U § o u 3 a < .3 I a ■4-> O 31 U B .. 3 «{» S3 to S 3 O II u 3 i s° w B _J y ■a* > v . _. d "> 5 B O . '«.£ EP* o _. i °§ tn G C . rH J- , G °l ■5 « fS B SJ j M C '—. r_j 5a So o •5 i3 M G -= 3 So 9 Remarks. M. Ch.l 148 o M. Ch. ■33 O M. Ch. u 1 o Feet. I 4,050; Feet. 3,000 M. Ch. 1 5° M. Ch.' I 48 M. Ch.j M. Ch. The i in 7 would be all on west side of dividing range, and all ascending towards Christchurch. The I in 15 would be all on west side of dividing range, and all ascending towards Christchurch. The 1 in 33 would be all on west side of dividing range, and all ascending towards Christchurch. The 1 in 7 would be all on west side of dividing range, and all ascending towards Christchurch. Of the 1 in 15, 4 miles 25 chains would be on west side of dividing range, and ascending towards Christchurch, and 1 mile 25 chains would be on east side of dividing range, and descending towards Christchurch. Of the 1 in 7 grade, 2 miles 10 chains would be on west side of dividing range, and ascending towards Christchurch, and 50 chains would be on east side of dividing range, and descending towards Christchurch. The 1 in 7 would be all on west side of dividing range, and all ascending towards Christchurch. The 1 in 7 would be all on west side of dividing range, and all ascending towards Christchurch, while the 1 in 33 would be all on east side of dividing range, and all descending towards Christchurch. Of the 1 in 15 grade, 7 miles would be on west side of dividing range, and ascending towards Christchurch, and 3 miles 20 chains would be on east side of dividing range, and descending towards Christchurch. The 1 in 15 would be all on west side of dividing range, and ascending towards Christchurch, and the 1 in 33 would be all on east side of dividing range, and descending towards Christchurch. Of the 1 in 15, 4 miles 60 chains would be on west side of dividing range, and ascending towards Christchurch, and 40 chains would be on east side of dividing range, and descending towards Christchurch, while the 1 in 33 would be all on east side of dividing range, and descending towards Christchurch. Of the 1 in 7, 2 miles 25 chains would be on west side of dividing range, and ascending towards Christchurch, and 1 mile 15 chains would be on east side of dividing range, and descending towards Christchurch. \iipo Route, Lake Brunner Line I ! ti >j m ■•■ 3,ooo| 1 5° 8 o 11 it a ... ; 3,000; I 5° 16 o .rthur's Pass Route, Lake Brunner Line : 143 o 127 o, 105 0 3,014! 2,560! 3 10 1 34| >) n j j ••• 3,014 5 5° a )> )> 3,oi 2 60 [urunui Route, Lake Brunner Line IS' ° 166 o 119 o 3,15° 2,470 2 10 I 65 M 11 ... 2,790; o 47 2 '5 3 10 IJ 11 ■•■ 3,ioo| O II 10 20 ope Route, Nelson Creek Line 150 o 165 o 118 o. 3,23° 2,890: o 79 4 20 2 40 ,, ,, ... 3 > • 2° o 40 5 20 3 401 3 ,230J 3 40 n it

The difference in the cost of the work and the extent of good country opened up by the various lines is so small that a choice might almost be made on the basis of the information given by the table. The works on the two southern routes are considerably heavier than on the northern ones, particularly on the eastern side of the range, but this will in all probability be balanced by the saving in distance to make, the maximum difference being 13 miles. The table shows the results obtainable on each route by three distinct classes of railway, viz.: — (a.) Lines with stationary engines and inclines of 1 in 7. (6.) Lines with ruling gradients of 1 in 15, and central rail, worked with Fell locomotives, as at the Eimutaka. (c.) Lines with ruling gradients of 1 in 33, w rhich is practically the limit for locomotive railways. It will be seen that the Taipo is the only route where 1 in 33 gradients can be obtained, and this only with a continuous incline of 10 miles and a tunnel of 1 mile 50 chains. The Taipo and the Hope are the only two routes where the 1 in 15 could be concentrated into one incline on the west side of the range. At the Taipo the incline would be 8 miles long, with a tunnel 1 mile 50 chains ; at the Hope these lengths would be 4 miles 20 chains and 78 chains respectively. The disposal of the lin 15 grades in other cases, and the length of tunnelling required, are as follows:—

Before instituting a comparison of the four West Coast lines now under discussion it is necessary to consider shortly the nature of the country through which they pass, and the character of the works required. On the west side of the range all the routes are much alike ; there are no special difficulties from the coast to the range. The lines generally run over undulating ground or along open valleys favourable to railway construction. The eastern slope of the two northern routes is also comparatively easy ; a few rocky points along the Hurunui and Hope Eivers have to be cut through, but there is nothing of a formidable character. The greatest difficulty on the eastern side occurs in the Lower Waimakariri Valley, on the southern routes. About 8 miles of the gorge, between the Kowai and Broken Eivers, is very rough. There are several rocky cliffs to be cut through or tunnelled, and several ravines to be bridged ; still the average gradient is easy, and the gorge is tolerably straight; so I am confident that a careful survey would show a practicable line. Under any circumstances the difficulties are not such as to be considered a barrier to any large scheme of railway construction. What may, however, be considered a formidable barrier exists at the Southern Alps. It is here that the real difficulties in making a line between the two coasts are met with. They consist chiefly of the height and width of the range, combined with the impossibility of finding good ground on which to run out gradients, and the great cost of tunnelling. To pierce the mountains between the points up to which ordinary gradients (say 1 in 50) could be got on solid ground is altogether out of the question. With the exception of the tunnels through the European Alps, the undertaking would have scarcely a parallel in the world. We are therefore forced to make a selection between gradients of 1 in 33 worked with very heavy locomotives, 1 in 15 with central rail, and 1 in 7 with stationary engines. As already stated, the Taipo route is the only one that offers any facility for the adoption of the first alternative. This is on account of the excessive steepness and unstable character of the slopes along which the gradients would require to be run out. The chances are that the extensive benching required would cause slips of such magnitude as to extend to the top of the mountains. If to these drawbacks we add the excessive rainfall in the region traversed, the result is an array of difficulties that can only be met by substantial works and a liberal expenditure.

Route. Length of Grade on West Side. Length of Grade on East Side. Total. Length of Summit Tunnel. .rthur's Pass ... [urunui [ope (alternative grades) M. 4 7 4 Ch. 25 0 60 M. 1 3 0 Ch. 25 20 40 M. 5 10 5 Ch. 50 20 25 M. 0 0 0 Ch. 0 11 40 The Hope route is not suited for a 1 in 7 grade, coni vith the others in this particular. The points of comparisi 'ollowing statement, the 1 in 7 gradient being in all cases iide of the range : — lequently it do in between the concentrated i js not come into competition other three are given in the nto one incline on the west Route. Length of Incline. Length of Tunnel. 'aipo Lrthur's Pass ... [urunui „ (alternative grades) M. 1 1 1 2 Ch. 48 34 65 15 M. 1 3 2 0 Ch. 50' 10 10 47

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Although a gradient of 1 in 33 could be got on the Taipo route, the grounds can scarcely be called favourable, consequently the works would be very heavy and costly both to make and maintain. Then the result obtainable is by no means commensurate with the outlay. If a flat gradient, 1 in 50 or under, could be got, a considerable expenditure would be justifiable ; but the difference in working between 1 in 33 with ordinary locomotives, and 1 in 15 or 1 in 7 with special appliances, is too small to warrant a large increase in first cost. A 40-ton locomotive on the lin 33 grade, and with the curves required on the Taipo route, would only pull about 75 tons of paying load, which is far too little for a mineral traffic. Taken altogether, the objections to alin 33 gradient are sufficient to preclude its adoption in preference to a steeper one, so it need not be discussed further. As already stated, the cost of tunnelling any of the passes will be excessive, no matter how short the tunnel may be. This is in consequence of the loose nature of the material and the immense quantities of water likely to be met with. So far as I can judge, the saddles to a great depth are composed of moraines or similar masses of rock fragments or boulders, very difficult to deal with in tunnelling. There can be little doubt as to the immense quantity of water. The saddles have high mountains on each side of them covered with perennial snow, and the whole locality is teeming with springs. In some cases large streams flow direct from the boulders exactly over the spot where the tunnels will occur. The only exception to the general rule is at the Taipo : instead of piercing a saddle the line goes right through the solid range. This increases considerably the chance of favourable conditions for tunnelling. I have no doubt the Taipo tunnel would be very much cheaper than any other of equal length on either of the other routes. The difficulties above referred to show the necessity of reducing to a minimum the length of grading on sidling ground and the amount of tunnelling through the passes. In the same manner economy in working demands that the exceptional gradients be concentrated, and that the inclines be as short as possible. On the basis of having all the incline together the Hope route has decidedly the advantage, with 1 in 15 gradients; but, with the same gradients on both sides of the range, Arthur's Pass is the best: it gives almost the minimum length of incline against the heavy traffic, with no tunnelling whatsoever. As will be seen from the preceding table, the advantages obtained by the adoption of 1 in 7 gradients are not so great as might have been expected. With the single exception of the Hurunui one, all the tunnels are very long. This is on account of the breadth of the saddles on the top, which necessitates rising through them. As no special survey has been made of the ground over which the lin 7 grade will come, it is possible the tunnels might be shortened a little; but this can only be done to a limited extent, unless a corresponding incline is adopted for the eastern side, and this is objectionable, inasmuch as it doubles tho working expenses at the range. The main object in adopting tho steep incline and stationary engines, in preference to the " Fell system," is that heavy loads are raised more quickly, and the power required to raise the engine itself is entirely saved. I believe that the stationary-engine system is better than the Fell one for the West Coast line, but I fear that it is impossible to get suitable ground for the former, so the latter must be adopted. This reduces the number of lines to choose from to two —-viz., the Hope route, with 1 in 15 gradients on both sides and a 40-chain tunnel; and the Arthur's Pass route, with much the same inclines but no tunnel. Main Trunk Lines — The leading points of comparison between the two lines that most meet the requirements are as follow :—

The Green Hills route has the advantage in going farther inland, and so opening up more country ; but the difference in the extent of the good land accommodated is very small; indeed it is a question whether there is any choice between them in this respect. This is accounted for by the fact that they run alonjr two distinct plains separated by a range of high hills. Neither of the lines commands any of the country accommodated by the other. The foregoing table shows that the Coast line is infinitely superior to the Green Hills one in all the essential characteristics, and it would be quite unnecessary to consider the matter further, only that the latter has been strongly recommended. So far as can be judged without detailed surveys, there is little to choose between the routes as regards tho cost of the work. The country between the Conway and the Kahautera in the one case, aud the Mason and the Kahautera in the other, is very rough indeed. Notwithstanding the steepness of the gradients, the trial section of the Green Hills line shows a succession of cuttings and embankments far heavier than anything hitherto encountered in the railway works of New Zealand. In the first 5 miles north of the Whale's Back tho line crosses thirteen broad ravines, five of them being from 50 to 90 feet deep, and eight from 90 to 160 feet. Further on, the same section has four banks from 50 to 70 feet deep, and four from 90 to 160 feet. The cuttings are also on the same gigantic scale, several being from 00 to 80 feet deep, and a quarter of a mile long. There is, however, very little tunnelling on the Green Hills route. Ten miles of the Coast route, between the Conway and the mouth of the Oara Creek, is also exceedingly rough. The Okara Saddle at the summit is pierced by a tunnel 46 chains long, and there is another of 66 chains through a low range on the southern side, with several small ones through spurs. The earthworks on this route are also very heavy.

._ Unit. Coast Route. Green Hills Route. Distance Christchurch to Picton Length of railway to make Greatest height of range crossed Greatest altitude attained by line Length of summit tunnel Ruling gradient on new portion ... , miles ,, feet ,, chains 205 145 820 500 46 lin50 212 152 1,775 1,730 nil. Iin25

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Although the trial sections show little difference in the magnitude of the works on the two routes, I have no doubt the detailed surveys will make a great difference in favour of the Coast line. This is in consequence of the low average gradient in the latter case as compared with that on the Green Hills route. The chances are that the w rorks will be increased in setting out the line on the steep gradients, whereas the contrary effect will be produced with the flat ones. Indeed I am confident that much of the tunnelling on the inclines on tho Coast route can be eliminated. But were the cost twice as great, the balance of advantages would still be in favour of the Coast route. The gradient on the Green Hills line and the disposition of the inclines are particularly objectionable. Alin 25 grade is too steep for ordinary locomotives and too flat for the Fell system. Then the gradients are not concentrated in such a manner as to be economically worked. In the first 21 miles north of the Whale's Back there are fourteen distinct inclines in both directions of lin 25, three of one lin 26, and ten varying from lin3oto 1 in 50. Exceptional gradients also occur at the twenty-sixth mile. The main, if not the sole object in making a railway in this direction is to provide the quickest means of transit between the southern settlements and the North Island, and this object will certainly not be attained by the line just described. Altogether, I have not the slightest hesitation in rejecting the Green Hills route in favour of the Coast line. Conclusions as to Eoutes. Having reduced to a minimum the number of direct routes to choose from between the East West Coasts, and between Amberley and Cook Strait, it is now necessary to consider them collectively and as a part of a general railway system. Eeverting to the question of making one route available for both purposes, I subjoin the following table, showing the distance between Christchurch and Wellington by the different routes : —■

The only way by which the distance to Nelson could be materially reduced is by making the line via Cannibal Gorge and the Maruia Valley. This will save 4S miles between Christchurch and Nelson, but it would increase the distance between Brunnerton and Christchurch by 51 miles. It would also avoid the Grey and Inangahua "Valleys altogether, and introduce exceptional gradients between the main range and Brunnerton. These objections far outweigh the advantages of the saving that is effected in the distance. In addition to its excessive length, a line from Amberley to Nelson has the disadvantage of crossing the main range twice, whereas a railway can be taken to Picton without crossing once. Again, the former would end at an indifferent tidal harbour of limited capacity, whereas the latter terminates at one of the best harbours in the Middle Island, accessible in all states of the tide and in any weather, and capable of accommodating in safety the navies of the world. From its natural advantages there is not the slightest doubt that Picton harbour will ultimately become the northern entrepot for the Middle Island, and, it is equally certain that the through line will become a necessity some day, it is therefore as well to recognize the position at once, and work up to it. Any effort to divert the stream of communication from its natural course can only result in failure and disappointment. Failing to get one line that connects Canterbury with tho West Coast and Cook Strait, the next best alternative is to adopt separate lines between those places. So far as the line to Cook Strait is concerned there is no difficulty in making a selection. The coast route terminating at Picton is undoubtedly, and beyond all comparison, the best. There are, however, several points for consideration before a similar conclusion can be arrived at with reference to the West Coast lines. We have already reduced the number from which a choice has to be made to two —viz., the Arthur's Pass and Hope routes. For all practical purposes their carrying capacity and cost may be considered equal, so is also the area of good country accommodated; the decision, therefore, depends entirely on the facility provided for transporting the products of the West Coast to a market. If Christchurch a'one were the market, there would still be little to choose between the two routes, for the difference in the distance is only 8 miles. But in order to give the West Coast coal-mining the utmost encouragement it is necessary to extend the market at its command; this can only be done by shortening the distance of carriage to the populous districts south of Christchurch. The distance from Brunnerton to

Route, &c. Miles. Hours. Via Grey Valley and Nelson : —• Railway, at 17 miles per hour Steamer, at 13 miles per hour 315 120 18* 9^ Totals 435 2S Via Picton .— Railway, at 21 miles per hour Steamer, at 13 miles per hour 205 60 9? 4} Totals 265 14* By sea direct: — Railway to Lytteiton Steamer, at 13 miles per hour 8 202 0J 15* Totals 210 16

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Eolleston, and all places southwards, is 38 miles shorter by Arthur's Pass route than by the Hope route. If the former route is adopted, I would recommend the construction of a line between the Canterbury Interior Railway, at the south side of the Selwyn, and the Main Trunk line, at the north bank of the Rakaia, w:hich will still further reduce the distance from Brunnerton to the southern districts by 20 miles, or a total of 58 miles. The new line abovo suggested is all on the plain, and it does not cross any rivers, so its cost will be at the minimum. It will also command a fair amount of local trafic. The West Coast coal can never bear more than fifteen shillings freight to bring it to any place to which there is water-carriage. At the present railway tariff this makes Christchurch the limit. The native coal, therefore, starts inland on equal terms with the imported article. But if the former can be delivered at Ashburton at Christchurch prices, it has the advantage of saving 50 miles' carriage. If the Arthur's Pass route and the junction to Rakaia are adopted, and if minerals can be carried over the steep gradients at the present rates, I have no doubt the Greymouth coal will command the market w rell down to Timaru. In addition to the other advantages above enumerated, the Arthur's Pass route affords facilities for giving railway communication between the Waimakariri and Rakaia watersheds behind the Porter's Pass Eange, should it ever be required. It also comes nearest to Hokitika and the southern parts of the West Coast. Taken altogether, I am of opinion that the Arthur's Pass route combines the greatest advantages in connecting the East and West Coasts by railway. Having come to a conclusion with reference to the extension of the Main Trunk line to Cook Strait and a connection between the East and West Coasts, I shall now consider how far these lines work in with a general railway system for the northern districts of the Middle Island. In my report of last year I expressed the opinion that ultimately there wrould be a trunk line on each side of the main range, converging at Invercargill and Cook Strait, the southern crossing of the range being at the Haast Pass. A further acquaintance with the country strengthens this idea. lam confident that in due time those railways will be constructed. On account of the lowness of the Haast saddle, and the supposed absence of other engineering difficulties, the residents of Otago and South Westland are urging the construction of the Haast line first. Ido not concur in this proposal, for the reason that its length is an effectual barrier to coal traffic, aud there will be little else to carry for many years. Greymouth is to all intents and purposes the middle of the present AVest Coast settlement; the distance to it from Dunedin and Christchurch by the two routes is as follows : — Dunedin to Greymouth— Miles. By Eakaia and Arthur's Arthur's Pass ... ... ... ... 330 By Otago Central Railway and Haast Pass ... ... ... 390 Christchurch to Greymouth— By Malvern and Arthur's Pass ... ... ... ... 150 By Dunedin, Otago Central Railway and Haast Pass ... ... 620 It will thus be seen that the Canterbury route is much the shorter even from Dunedin. The accompanying plan shows the railway system that I would recommend for the northern districts. They comprise the following lines : — 1. Christchurch to Picton by Coast route. 2. Christchurch and Rakaia to Brunnerton by Arthur's Pass. 3. Greymouth to Tophouse by Grey, Inangahua, and Buller Valleys, with a line to Nelson via Foxhill, and to Picton via the Wairau Valley and Blenheim. 4. Westport to Nelson and Picton by Buller Valley, merging into the preceding line at Inangahua Junction. The Waiau Plains can best be opened up by an independent branch from the Weka Pass to the Waiau Township, and ultimately connected with the main trunk line near Parnassus Station. The following are the distances between the principal centres embraced by the proposed system : — Miles. Christchurch to Picton ... ... ... ... ... ... 205 Christchurch to Greymouth ... ... .., ... ... 150 Greymouth to Nelson ... ... ... ... ... ... 180 Greymouth to Picton ... ... ... ... .. ... 205 Westport to Nelson ... ... ... ... ... ... 135 Westport to Picton ... ... ... ... ... ... 160 Nelson to Picton ... ... ... ... ... ... 120 I shall now give a general description of the four lines above enumerated. The length of railway to make in each case, with probable cost, is as follows : —■ Miles. £ Christchurch to Picton ... ... ... 145 ... 1,200,000 Christchurch and Rakaia to Brunnerton ... 127 ... 1,100,000 Greymouth to Nelson and Picton ... ... 208 ... 1,600,000 Westport to Inangahua ... ... ... 22 ... 200,000 Totals ... ... ... 502 ... £4,100,000 The leading characteristics of the two lines first named above have already been discussed in comparing them with others, but it is necessary to add a few particulars here. The reconnaissance survey of the Christchurch-Picton line shows short gradients of 1 in 40 at the Ure River and Dashwood Pass, but I believe they can easily bo worked out, as also the 1 in 37 grade on the present Picton and Blenheim Railway. We shall then have nothing steeper than 1 in 50

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from Cook Strait to the Bluff and Orepuki in the extreme south, and Lakes Wakatipu and Wanaka in the interior. Furthermore, it is just possible that the same gradients may be sustained through the Haast Pass to the West Coast, and right back to Picton by Tophouse and the Wairau Valley. This is a great matter, for few countries have such a high standard, and there are many steeper gradients on English railways. The line between Amberley and Blenheim goes over four main ridges at the following altitudes : — Weka Pass (avoided on Omihi route) ... ... ... 800 feet high. Hawkeswood Saddle ... ... ... ... ... 400 „ Okara ... ... ... ... ... ... 500 „ Daslwood Pass ... ... ... ... ... 480 „ The lerel is, however, tolerably well sustained between the first and the third, so they are not really ascents to the extentsshorn.w m. There are two alternative lines near the Waipara, one by the Omihi, and the other by the Waikari Valley. The former saves the ascent to the Weka Pass, and is 5 miles shorter ; but the works will, in all probability, be considerably heavier. Tho whole question is, however, a mere matter of survey. A similar case occurs between the Awatere and Blenheim. In order to open up more country it would be advisable to go by Taylor's Pass, unless the engineering difficulties and the lengthening of the line outweigh the advantages to be gained. In addition to the moderate gradients on other parts of the Amberley-Picton line there is one continuous stretch of level 50 miles long, the curves also are good throughout, so there will be no difficulty in keeping up a rate of speed equal to that of the express train now r running between Christchurch and Dunedin. For the first 50 miles the Amberley-Picton line passes through undulating country moderately easy, then comes the 10 miles of very rough ground already described, and after that 7 miles of forming along the foot of the cliffs, 3 miles of which will require heavy rock cuttings, with short tunnels through bluffs. Altogether the works on IS or 14 out of the 17 miles between the Conway and the Kahautera are very heavy. Still they do not seem to be heavier than those on the railway between Dunedin and Waikouaiti. One great point in favour of the former is that the rocks are all lime or sandstone, the easiest for cutting through and the best to stand. The works on the remainder of the line are comparatively easy. In connection with this subject I have considered the question of making Port Underwood the terminus of the railway to Cook Strait, instead of Picton ; but I do not think the scheme desirable for the following reasons : 1. The distance by rail is not materially shortened, and the line is taken farther away from the good country. 2. The harbour is not as good as the Picton one ; and 3. Although the distance by sea to Wellington is 7 miles shorter, the length of rough water is 7 miles longer. There is one idea with reference to Picton Harbour which deserves some slight consideration. It is to run the railway to the junction of Tory Channel and Queen Charlotte Sound, and make this the terminus for the through-passenger and mail traffic. By this means the sea passage would be reduced by 8 miles, and 16 miles would be saved to the steamers connecting with Wellington, Nelson, and Taranaki. lam afraid, however, that the shore from Picton to Tory Channel is too rough and tortuous to admit of a good line being made at a reasonable cost. The following are details of the route to the West Coast by Arthur's Pass, the line recommended: It leaves the Malvern Branch at the Waddington Station, and goes by the interior main line and the present bridge to the north bank of the Waimakariri; thence along the north of the river to the confluence of Broken River, the Waimakariri being crossed at this point; thence along Broken River and Sloven's Creek, and via Goldney's Saddle, to the Waimakariri again; thence along the Waimakariri, Bealey, Otira, and Teremakau Eivers, and west side of Lake Brunner, to the Arnold; then down the Arnold to Brunnerton. The works on this line have been already described. They are very heavy for 8 miles up the Waimakariri Gorge, but moderate on the remainder of the distance. The gradients and curves are easy, except at the main range, where inclines of 1 in 15 occur on both sides. The main object in making railways from Greymouth and Westport to Nelson and Picton at present would be to complete the communication between the chief centres of the colony, for, so far as I can judge, there is nothing to make them pay. With the exception of the section from Tophouse to Blenheim, they all pass through very unproductive country. The only sources of traffic that can be relied on are the gold-mining industries in the Grey and Inangahua Valleys, the settlement of the Wairau Valley, and such supplies of Westport coal as are required for local consumption at Blenheim and other places that cannot readily be reached by sea. The comparatively good harbour at Westport, and the facilities that exist for shipping coal, are sufficient to turn the scale in favour of water carriage even to Nelson, the nearest of the iarger ports. As already stated, good workable railways can be made from the West Coast to Picton and Nelson at a moderate cost. The principal difficulties occur between Foxhill and the Buller watershed. The line already surveyed by the Hope has 1 in 35 gradients, and pierces the Spooner Range by a tunnel 900 yards long, the other works being equally heavy. The height of the range at the crossing is 1,500 feet, and there is no lower pass except the one near the Stanley Brook and the Dove and Pigeon Valleys, which is 1,100 feet. There would, however, be no advantage in adopting the latter route, for the line and works will be little improved, and the length is very much increased. The Stanley Brook line leaves the present railway at Wakefield Station, so the portion between that point and the terminus at Foxhill would become a branch. The only chance of getting a good line to the Buller Valley seems to be by Eae's Saddle, the Blue Glen, and Tophouse. This route is strongly objected to by the residents in the Motupiko and Lower Motueka Valleys on the ground that it does not accommodate those districts. I made a special examination of the locality, and found that the statement was correct; but, on the other hand, I noticed that the good country was too limited to afford much support to a railway.

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I shall now recapitulate tho conclusions arrived at in terms of the propositions set down at the outset and otherwise as they have worked out: — 1. The good country opened up by the proposed lines is comparatively limited, and none of it is in the hands of the Crown. 2. The maximum amount of facilities for transporting the West Coast products to a market is afforded by the Arthur's Pass route. 3. The quickest railway communication between the southern settlements and Cook Strait is afforded by the Coast route, and Picton is the port that offers the greatest facility for communicating with the North Island. 4. One line cannot be got to serve both purposes of connecting the East and.West Coasts and forming the through communication between the Bluff and Cook Strait 5. The best railway system for the West Coast is to connect Greymouth and Westport with Nelson and Picton by the Grey, Inangahua, Buller, and Wairau Valleys, and Tophouse. 6. The Waiau Plains can be best accommodated by an independent branch from the Weka Pass. Traffic. As it has been proposed to proceed with the construction of the East and West Coast and Main Trunk lines forthwith, it is necessary to consider what prospects there are of a return from them. West Coast Line. —The supplies of coal and timber of good quality on the West Coast are practically inexhaustible; but hitherto they have been little utilized, and we are importing annually between £300,000 and £400,000 worth of these commodities from other countries. The anomaly of this position is too obvious to require pointing out, and wo are led directly to a consideration of its cause, and the means calculated to remove it. There is little difficulty in finding out the reason why the natural resources of the West Coast are still lying dormant. It is simply want of ready communication with a market. It is not, however, easy to indicate by what means this want is to be supplied. The main coal deposits occur on the coast at the Buller and the Grey, consequently the readiest communication is by sea. It is also well known that water carriage is, under ordinary circumstances, and particularly for long distances, the cheapest means of carrying coal. Unfortunately, however, the harbours in the neighbourhood of the coal fields do not favour this mode of transit. Naturally, neither the Grey nor the Buller is a good harbour, and the former is decidedly bad. The Buller is generally accessible to moderate-sized vessels, but the Grey bar can seldom be depended on for more than a few weeks at a time. Coal staiths and wharves, with training walls and other necessary works, have been constructed at Westport, and the whole of the appliances are very complete. The largest-sized vessel frequenting the port can load up at a tide. Although these works were finished about a year ago they have scarcely been used, the coal mines not being in working order. It is now, however, expected that a commencement will soon be made. About 4,000 tons of coal are exported annually from the Grey, the greater portion being sent by steamer to Wellington. About £10,000 have already been expended on harbour works at Greymouth, and the whole scheme is estimated to cost £600.000. The harbour is expected to be superior to Westport when the works are completed, but the difference is by no means commensurate with the extra cost. The railway between the East and West Coasts is only intended to accommodate the Grey coal fields, it being quite impossible to send coal by rail from Westport to Christchurch at paying rates. At present the freight, exclusive of towage, on coal by sea from Greymouth to Lytteiton or Port Chalmers, is about 15s. per ton, and with a permanent channel it could bo taken for 12s. or 13s. From Westport the figures will be somewhat lower. The present freight from Newcastle to Lytteiton and Port Chalmers is 15s. or 10s. It is thus seen that the Canterbury market is the only one open to the coal that will be carried by the railway between the coasts. Now this market is very limited. According to the Parliamentary Eeturns the quantity of Newcastle coal imported into Lytteiton during the year ending 30th June, 1878, was 46,031 tons, and into Timaru 7,584 tons ; making a total of 53,615 tons. Although the consumption must necessarily increaso it is not likely that the imported article will be shut out altogether ; neither can we calculate on supplying all the Timaru district. We may therefore safely assume that at the utmost the railway will not carry more than 40,000 tons per annum for many years to come. At the present tariff this is equal to £30,000. The ordinary working expenses is 70 per cent, of the revenue; but it is well known that the mineral traffic is the least paying, so 80 per cent, is in all probability a low estimate. This makes the total profit amount to £6,000. But it is questionable whether the ordinary rates will pay over the steep gradients on the West Coast lines. The exceptional inclines are equal to 15 or 20 miles extra length on a flat line, and, so far as I can judge, tho cost of working them will absorb the small balance above shown. In short, the coal traffic will barely pay the working expenses, leaving nothing for interest on capital. As already shown, the coal cannot pay more than the ordinary rates between Greymouth and Christchurch, so it must be carried without profit to the railway, otherwise it will go by sea. There is little difficulty in getting correct data from which to estimate the mineral traffic on the West Coast railway, but it is quite different with timber. We have not only to take into account the extent of the market, the competition of water carriage, and other considerations that affect the mineral traffic, but we have also to see how far the present supplies can be supplanted by the West Coast products. The timber has a less distance to come by rail than coal, and it can better afford long carriage, so I have no doubt the market would extend right down to Timaru. The amount of ordinary market timber imported into Canterbury during the past year is about 6,000,000 superficial feet. The greater portion of this is kauri and certain kinds of foreign timber, for which a substitute cannot be got readily in the Middle Island ; but in order to be well within the mark we shall assume that half the timber required in Canterbury would come over the range, which will bring a revenue of 14— E. 1.

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£6,000 to the railway. Under ordinary circumstances the profits on this sum would be £1,500, but subject to the extra cost of haulage on the steep gradients it will barely pay itself. We thus see that the two main sources of revenue on the West Coast railway are insufficient to give any return on the outlay. The estimate of traffic in coal and timber above given is the maximum that may be expected for many years to come, and it will bo several years before the maximum is reached. I have also assumed the charges at the ordinary rates, whereas the maintenance must necessarily be above the average. Indeed, 1 feel confident that the working expenses will absorb the revenues from all sources for some years to come, and that the lines will be worked at a loss for a few years at the beginning. In sanctioning railways hitherto the Legislature of New Zealand seems to have been satisfied with an assurance that the returns would cover the working expenses, the collateral advantages being considered equivalent to the loss of interest. Tested on the basis of merely paying working expenses, the West Coast railway is entitled to favourable consideration, for I have no doubt it will ultimately fulfil this condition. It would also save the £7,000 or £8,000 annually spent in maintaining the Christchurch and Hokitika Road. But the other collateral advantages are of little value; no good land is opened up for settlement, and the extent to which the general coal and timber industries of the eolonvare assisted is comparatively limited. At the very utmost the railway could only save one-third of tho imports in those articles. It is questionable whether this would pay from any point of view, and it should be borne in mind that, unless a direct return is got from the railway, the country is actually giving a bonus of £1 per ton on all coal sent from the West Coast to Canterbury. Another question in connection herewith is the construction of the harbour works at Greymouth. As already stated, they will cost about £600,000 when complete. I submit that the time has arrived for the Government to consider whether the railway or harbour is required; also whether both are required, and, if not, which of the two have the preference. I have already shown that the market for coal commanded by the railway is very limited ; and, furthermore, it cannot possibly be extended. If compared solely on this basis the harbour is infinitely the best. All the markets of the colony would be open for the coal if a good harbour were provided. The harbour will also cost much less than the railway. On the other hand, the railway developes the timber trade better than the harbour, and it forms a more complete connection between the two sides of the Island. Again, it is questionable if the railway would save the making of the harbour, but there is a reasonable hope that the harbour would save the railway. Altogether there is little to choose between the two schemes, but I think the balance of advantages, small though it be, is in favour of the harbour. With reference to the question of making both the railway and the harbour I am clearly of opinion that the two are not required. The cost will be something like one and three-quarter millions, the interest on which comes to about 10s. per ton on all the coal imported into the colony. From any standpoint whatever I can see nothing to warrant such an expenditure for many yenrs to come. Main Trunk Line. —-There is no means of making a trustworthy estimate of the traffic on the Main Trunk railway. For many years it must necessarily be very small, but I have no doubt it will ultimately grow into a considerable traffic. Eighty miles out of the 150 miles between Amberley and Blenheim pass through good agricultural country, capable of supporting a large population. Unfortunately, however, it is all in the hands of private individuals, so the construction of the railway and the settlement of the country cannot be made to assist each other. Beyond increasing the facility for intercommunication the collateral advantages to the colony from this railway would be comparatively unimportant. h\ addition to the local traffic from the agricultural settlements a railway from Christchurch to Pictou would ultimately command a large share of the through-passenger traffic between the two Islands. There would also be a considerable traffic with Kaikoura, which will in all probability become one of the most popular watering-places in New Zealand. So far as ordinary i;oods traffic is concerned the railway can never compete with the steamers between Lytteiton and Wellington ; but I think it will eventually command the greater portion of the passenger traffic. The saving in time would scarcely do this, but the saving of thirteen hours of roughwater passage is quite sufficient to turn the scale in favour of the railway. When the line is made right through to Picton the mails can be taken from Wellington to the Bluff in thirty-three hours. Recommendations. Under the preceding head I have shown—l. That there is little prospect of a direct return from a railway between tho East and West Coasts, and that tho collateral advantages are not commensurate with the enormous expenditure required. 2. That the extension of tho Main Trunk line to Picton may ultimately pay, but the collateral advantages in the immediate future are not commensurate with the outlay. In arriving at these conclusions I have viewed the subject entirely from a professional and commercial point of view. It has still to be considered on the basis of one of the propositions set down at the outset—viz., " That the West Coast, as an integral part of the colony, be connected with Cook Strait and the East Coast." It is scarcely my province to enter minutely into the consideration of every phase of this question, but it is my duty to show the expenditure involved, and give my opinion for what it is worth. I have already described the railway system I consider best adapted for the northern districts of the Middle Island when railways are required ; but I cannot say that I think any of them will be required for many years to come. It would undoubtedly be a great advantage to have railway communication completed between the East and West Coasts, and also from end to end of the Island; but, in view of tho large expenditure involved, the uncertainty of a return for the capital invested, and the few collateral advantages, I think the whole scheme might be postponed for the present. If the good lands on the main trunk line were still in the hands of the Crown I would have recommended that the line be gone on with gradually from both ends, as it would thus pay its way ; but under present circumstances it may well stand over for some years.

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In conclusion, I beg to make the following recommendations : — 1. That, beyond the completion of the Greymouth-Hokitika railway, and a section from Brunnerton to Nelson Creek, no railway works be undertaken on the West Coast for the present. 2. That iite idea of the East and West Coast railway be abandoned in favour of the Greymouth Harbour; said harbour to be made available for small vessels with the least possible delay, and afterwards adapted for large colliers as required. 3. That, beyond completing the line through the Weka Pass to the Waikari Valley, no part of the main trunk line be undertaken for the present. 4. That, in lieu of railways, the main trunk roads be made or completed from Blenheim to Amberley, Tophouse to Hanmer Plains, Hampden to Ahaura via the Maruia Plains, and along such leading valleys in Marlborough, Nelson, and Westland as may be necessary for opening up the country. 5. That surveys be made of the main trunk line from Amberley to Picton; and that the survey now in hand of the Hue from Nelson to the Buller Valley be finished. Trusting that this report will be of some service to the Government in arriving at a conclusion with reference to the railways in the northern districts of the Middle Island, I have, &c, W. N. Blair, Engineer in Charge, Middle Island.

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APPENDIX L. ANNUAL REPORT OP WORKING RAILWAYS BY THE COMMISSIONER OP RAILWAYS, NORTH ISLAND. The Commissioner of Railways, North Island, to the Hon. the Minister for Public Works. Sir,— Wellington, 31st July, 1879. I have the honor to report on the working of the North Island railways for tho twelve months ending 30th June, 1879. The following table shows the progress of railway extension in the North Island to date, and also the lines now in course of construction, and likely to be opened during the current financial year. Mileage Open for Traffic on 30th June, 30th June, 30th June, Now under Section. 1877. 1878. 1879. Construction. M. Ch. M. Ch. M. Ch. M. Cli. Kaipara ... ... 15 6S 15 68 15 68 0 43 Auckland ... 45 42 96 29 96 29 27 75 Napier ... ... 58 21 64 4 64 4 6 0 Wellington ... 19 44 27 7 44 79 23 72 Wanganui ... 59 3 85 27 94 57 12 65 New Plymouth ... 11 13 19 73 19 73 13 40 Totals ... 209 31 308 48 335 70 84 55 Of the lines under construction the greater part is in a forward state, and nearly ready for handing over. In October last the line from Kaitoke to Featherston (17 miles 72 chains), in the Wellington Provincial District, was opened, giving access to the Wairarapa, previously approachable only by a most difficult and expensive communication over the Rimutaka Range by coach and dray. The opening of this extension has been of great convenience to the settlers, and a very considerable increase of revenue to the department has resulted. The fragmentary character of the North Island lines naturally induces a higher rate of expenditure than would otherwise be the case if connected, inasmuch as the permanent staff now necessary is capable of conducting a much heavier traffic; and when it is also considered that "extra haulage mileage due to gradients against the load means extra expenditure of fuel," and that "one-fourth of the running expenses consists of cost of fuel," the average percentage of this year's working is well within the revenue, leaving 25^ per cent, (nearly £10,000) towards interest of construction cost, being equal to 1$ per cent, upon £2,300,000, the approximate cost of opened lines to 30th June, 1879. Owing to the increasing a^e of the rolling-stock, bridges, and other maintenance work, the repairs and renewals have been very costly during the past year; and this, coupled with the exceptionally heavy grades and curves on several of the lines, is a still further testimony to the satisfactory result above referred to. The want of workshops and necessary tools, to effect the locomotive and other repairs, has been a great drawback to economy of working; but this will be remedied during the current year by the erection of workshops at Wellington, Wanganui, Napier, and New Plymouth, all of which are now r under contract. Hitherto Auckland has had the only Government workshop in the North Island. Through the courtesy and willing co-operation of Dr. Lemon, General Manager of the Telegraph Department, great facilities in the working of the trains have been afforded during the past year by connecting many of the principal crossing and other similar important places with each other, and the local head-quarters, by wire; and I trust an extended and complete system will be inaugurated during the current year. Too much importance cannot be attached to this aid in the working of single lines of railway. During the past exceptionally-dry season many serious fires have occurred, alleged to have been caused by defect in the locomotive spark-arresters. Much attention has been given to this subject throughout the colony, with a view to abate the evil; but, although partially successful, it is felt that a total abatement is incompatible with the working power of the engines. The question of fencing the railways has excited much severe comment from the sufferers by the destruction of live stock trespassing on the lines through collision with passing trains. Notwithstanding every care and precaution of the drivers, numerous accidents of this kind have occurred during the past year ; and as settlement progresses so will these accidents, unless some effectual means are adopted. Fencing is the only cure ; but whether this should be done by the owners of adjoining property, by the Government, or jointly, is a matter for your consideration. The very frequent necessity for pulling up the trains to avoid collision with animals on the line, and the consequent loss of time m running, is also a very serious matter. The collisions rareh' occur except on the curves and places where the obstruction cannot be seen in time to avoid contact; hence, perhaps, it might be well to abate the evil by fencing such places, and blocking each end by " cattle-stops." The cost even of this partial measure would involve a very largo expenditure. During the latter part of the past year considerable modifications were made in the train services on the Auckland Section, resulting in a saving of train mileage equal to upwards of 90,000 miles per annum. This has been done with some inconvenience to a portion of the travelling public, but without

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materially impairing the efficiency of the service; and, bearing in mind the difficulty of curtailing conveniences of this kind once established, thanks are due to the people of the Auckland District for their considerate aid to the management by submitting to these changes, and thereby effecting a saving of several thousands of pounds in working expenses. Since my last report a contract has been let for improved wharf accommodation at Ngaruawahia (Newcastle), and in a few weeks an arrangement entered into with the Waikato Steam Navigation Company, whereby the river traffic is to be interchanged there instead of Mercer, will be carried into effect. The Company intend to have a daily service of boats on both rivers (Waikato and Waipa) in connection with the goods trains, and I have no doubt the result will be highly satisfactory and beneficial to all concerned. In this arrangement is included a system of through booking, which will be a great convenience to the settlers and merchants. This change will benefit the railway to the extent of 31 miles more freightage. By the modified live-stock tariff referred to in my last report a very considerable increase of traffic has resulted, amounting to more than 60 per cent, in quantity. Notwithstanding the still imperfect means of delivering the Waikato coal alongside the wharves, for steamship purposes, at Onehunga and Auckland, the tonnage carried over the line has increased more than twofold during the last five months, as compared with the corresponding period of tho previous year. When proper facilities are given I have no doubt this branch of trade will represent a most important feature in the traffic of this section of the railways. The following comparative statement of receipts, expenditure, &c., of the North Island railways, indicates their progress since 1574-75 : — Length Total Gross Receipts Total ~. . Percentage of V . j: Open for Train from all "Working t> • . Expenditure " Traffic. Mileage. Sources. Expenses. " ' to iteceipts. Miles. Miles. £ £ £ Percent. 30th June, 1875 ... 73 87,569 18,683 17,025 1,658 9112 1876 ... 146 236,342 58,606 49,321 9,285 8416 1877 ... 207 167,457 69,722 56,156 13,566 80 54 1878 ... 309 484,607 102,582 83,925 18,657 81\81 1879 ... 336 712,327 156,815 116,880 39,935 7453 The receipts per mile of railway opened for the latter period were £466; the working expenditure, £347 ; and the net profit, £1.18. The receipts, expenditure, and net profit per train mile being 4s. 4d., 3s. 3d., and Is. Id. respectively. The gross tonnage for the year is 176,025 tons, and number of passengers 703,869. The quantity of rolling-stock at work for traffic purposes averages as follows: — Locomotives, 1 for every 8 miles. Carriages, 1 „ 3 „ Wagons, 2\ „ 1 „ Brakes, 1 ~ 9 „ The locomotives belonging to the department in the North Island are, in number and type, as follows: — 12 12 tons, 9-2-inch cylinder, 4-wheel coupled. 727 „ 12 „ single Fairlie. 428 „ 10 „ double „ 517 „ lOi „ 4-wheel coupled. 22 17 „ 10- a „ 6-wheel 2 8 „ 8 „ 4-wheel 2 8 „ 8 „ 4-wheel „ (colonial make). 4 Fell engines for centre rail (described below). Total 58 Of these, 4 are used on the 1\ miles of 1 in 15 incline, 7 for construction purposes, and 5 under erection, leaving 42 in use for ordinary traffic. The Fell locomotives have now been at work about eight months on tho Rimutaka incline, and the following extract from tho Manager's report, descriptive of them and their work, may prove both useful and interesting, being the first of the kind used in the colony: — " The Fell consists of two pairs of engines fitted to one frame, and is supplied by steam from one boiler ; the gross weight is 32 tons ; the outside cylinders are 14 inches diameter, and drive 4-coupled wheels 3 feet diameter. The incline on which they run is a grade of 1 in 15 for a distance of 2} miles. " The peculiarity of this locomotive consists in the inside engines. These have 12-inch cylinders, driving vertical shafts. To the lower ends of these vertical shafts are fitted discs of steel 22 inches diameter, which are held by a powerful screw, with a pressure of 35 tons against the centre rail; this gives tho climbing power to the locomotive. " The tops of the vertical shafts are kept in due position to each other by steel spur gear. " Pushing a load in front of the engine, 30 tons net weight cau be taken; pulling a load behind the engine, a net weight of 50 tons can be taken. "As soon as improved brakes and gripping gear can be applied, all the goods trains w rill be pulled up and the passenger trains will continue to be pushed up, to insure additional safety, and to avoid the inconvenience of smoke and steam in the tunnels. " The average consumption of fuel is 10 cwt. coals and 15 cwt. coke to each locomotive per ordinary working day." 15— E. 1.

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Kaipara Line (15 miles 68 chains). The total receipts for the year on this section amounted to £4,993, being an increase of £1,068 over the previous year. The comparatively large and unexpected increase this year is mainly attributable to the improved facilities afforded by the steamship services at both ends of the line. These facilities have recently been still further increased by a through booking arrangement for goods and passengers between Auckland and the Kaipara and Wairoa Districts, the railway between Riverhead and Helensville being the connecting link. The Manager reports : — Bridges. —" These continue to be a constant source of extra expenditure, owiug to faulty material used in construction. Rolling-stock. —" Sufficient and in good order. Riverhead Wharf. —" This has been a continual source of trouble and expense. We have found it extremely inconvenient during the past year, with the increased traffic, especially when we were running a quantity of sawn timber. With our present traffic we require extended facilities, which cau best be supplied by building an entirely new wharf." In reference to this I may state that plans for a new wharf and other accommodation are now under the consideration of the Construction Department. Permanent Way. —" The road has been considerably improved during the year. A great amount of work has been done in widening and raising the banks, and altogether the line is now in fair working order." Auckland Line (96 miles 29 chains). The total receipts for the year on this section amounted to £52,478, being an increase of £15,156 over the previous year. This handsome excess, of more than 40 per cent, for an increased length equal to about 15 miles over last year, has, 1 am sorry to say, been absorbed by equally increased working and other expenditure of an exceptional character, chargeable against revenue. The important changes already alluded to, and others in contemplation, will have the effect of showing a sensible diminution in the current year's percentage of expenditure. The Manager reports :— Permanent Way- —"Topham's Swamp, near Ohaupo, has been a source of much anxiety and cost, but, by a considerable amount of filling in, the construction of drains closed with fascines and earth, the substitution of larger-sized sleepers, and other similar works, it is hoped that future trouble will be avoided. " Considerable improvements have also been effected by renewals, widening banks, ballasting, fascines on the swamp embankments, easing of curves, lowering of grades, &c, and the road is now in fail- working order. Rolling-stock. —" With few exceptions the rolling-stock is in good condition and running order. Traffic. —"The falling off in general merchandise during the latter portion of the financial year is in some measure made up by increased coal traffic. I am led to believe that, as soon as proper facilities are afforded at Onehunga, 300 to 100 tons of coal per week will be required for tho steamers. There also appears to be a trade springing up in Grey coal, landed at Onehunga, and taken thence by rail to Auckland for gas-making." Napier Line (64 miles 4 chains). The total receipts for the year on this section amounted to £27,504, being an increase of £2,240 over the previous year. This section appears to have suffered seriously during the last four months of the financial year. As compared with the corresponding period of the previous year the accounts show a decrease in receipts, equal to 14 per rent. —a result, lam glad to say, quite exceptional in the North Island. The traffic principally affected is as follows: —■ Falling oft'in tonnage of timber ... ... ... ... 49 per cent. „ ~ merchandise ... ... ... 44 ~ „ . „ firewood ... ... ... ... 30 ~ „ passenger receipts ... ... ... ... 40 „ The increase of receipts for the whole year over the previous year only amounts to 9 per cent., being the lowest figure of all the lines. The Manager, reports : — Traffic. —"The small increase for the year is accounted for by the severe and prolonged drought, which this district has experienced, and to the general depression of trade during the last few monthsd Rolling-stock. —" The locomotives, carriages, and wagons have been thoroughly overhauled, anh are in excellent working order. Permanent Way. —" The permanent way is in good order throughout. Some slight damage, through insufficient water-way, and landslips in cuttings, occurred during the floods. The lbbotson's joints are failiug on the older portions of the line ; and I am of opinion that tho 40-lb. rails generally are proving too light, occasioning a great deal of extra expense in ordinary maintenance. Two thousand six hundred and eighty-five sleepers have been put in to replace decayed Oregon ones, and a considerable amount of widening and ballasting has been done." Wellington Line (44 miles 79 chains). The total receipts for the year on this section amounted to £30,401, being an increase of £14,301 over the previous year. The increase of traffic since the extension to Featherston in October last is very satisfactory, and

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the result of the year's working shows an excess of 89 per cent, in receipts over the previous year. Very little of this, however, is due to local traffic on the additional mileage opened, as the principal portion of it runs through dense bush, across the Mungaroa and Eimutaka Eauges, and entirely devoid of population. The Manager reports : — Traffic. —"I have to report a considerable increase in almost every department, notwithstanding the recent unprecedented stagnation of trade ; and I am in a position to compete with a much heavier traffic, with very small increase of expense." The exceptionally heavy grades on this line make the conditions under which traffic has to be worked very disadvantageous as compared with other lines ; and I estimate the extra cost of the Rimutaka incline alone (1 in 15 grade) at £4,000 a year, or equal to 10 miles more of ordinary road. By this I estimate that the public gain, by shorter mileage charges, some £8,000 a year, and, of course, this will be more as the line is extended. It appears to me that the exceptional conditions referred to would make our percentage of expenditure to receipts 10 per cent, more favourable than it is at present. " Great difficulty is experienced in working the traffic for want of proper station accommodation at Wellington. Rolling-stock. —" On taking charge in November last I found the stock generally in bad condition, and my expenditure on this account has been unusually heavy. Much more yet remains to be done to place it in thorough working order; and, as the workshops at Petone are approaching completion. I hope to effect this to my satisfaction, and send a more favourable report shortly. Permanent Way. —" The line is laid as follows: 16 miles, 40-lb. rails ;26 miles, 52-lb. ; and 2J miles, 70-lb. rails, the latter being steel. I have spent a considerable sum in ballasting, for which extra labour had to be employed. On the grade of lin 15 (2$ miles) I have had a gang of six men regularly employed, and an extra gang of sixteen men for a fortnight clearing slips, roots of trees, and cutting water-channels." Wanganui Line (94 miles 57 chains). The total receipts for the year on this section amounted to £35,172, being an increase of £20,131 over the previous year. The additional mileage between Aramoho Junction and Kai-iwi (9 miles 15 chains) was only opened for traffic a few days before the close of the financial year, so that this excellent result has been accomplished with the mileage in existence on the 20th May, 1878, when the two districts were connected by 18 miles of line. The increase is equal to more than 133 per cent., brought about chiefly by the extraordinary development of the following descriptions of traffic : — Increase of tonnage in timber ... ... ... ... 96 per cent. grain ... ... ... ... 324 „ „ merchandise .. ... ... ... 126 ~ „ ~ firewood ... ... ... ... 430 „ ~ passenger receipts ... ... ... ... 178 ~ It is highly satisfactory also to report that the working expenditure is the lowest in the North Island, being only 6430 per cent, of the receipts ; for the previous year this was 99 83 per cent. The Manager reports : — Traffic. —"Last year there were only 6 saw-mills at work, and all tho timber was exported from the port of Foxton, except what was used for local consumption in the Manawatu District; now there are 17 mills at work and 2in course of erection. The bulk of the timber has gone over the line to Wanganui for local consumption. " The tonnage of goods, traffic, and number of passengers show as follows : — Tonnage. Number of Passengers. This year ... ... ... ... ... 38,752 120,570 Previous year ... ... ... ... 17,058 32,785 " There will be a fair amount of goods and timber on the Kai-iwi extension recentty opened, but the passenger traffic will not be much, and I shall feel satisfied if it pays expenses. Of course, when the fine is opened to Waitotara, we may look forward to a largely-increased traffic and revenue. " The results have quite exceeded my expectations ; the whole district has pushed ahead considerably during the year. Tho settlers are now cropping much more land than formerly; and it is merely a question of time for this to become a very large grain-growing as well as a cattle-producing district. " It would be a great advantage for the railway and the public interest if the proposed wharf and station improvements at Foxton were carried out speedily. Permanent Way. —" Several landslips have occurred in cuttings ; tho line between Okoia and Matarawa was flooded, and ballast washed away ; 2 miles of line from Oroua Bridge to Tiakitahuna was also flooded to a depth of 2 feet, but fortunately the water went down quickly and repairs effected, so that no serious delay occurred in passing the trains. "The Eangitikei River was flooded very much in September; some of the concrete blocks were washed away, and the north groin of the bridge damaged This has been made good, and several large blocks put round the piers. The work of relaying the line between Bunnythorpe and Foxton with heavier rails has been attended to during the year, and about 4& miles- have been changed by the ordinary maintenance gangs. Scarcity of rails prevents us progressing faster with this very desirable work. Considerable widening, ballasting, and other improvement work has been done, and the road generally is in fair running order. Rolling-stock. —" We have been much crippled for engine-power, and subject to serious cost and inconvenience for want of proper appliances and shops to effect repairs. From these two causes the locomotives have been kept longer under repair than they would have been in a good shop, and it is impossible for me to keep tho stock going with anything like economy. The carriages and wagons have undergone thorough overhaul, and are now in satisfactory running order."

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New Plymouth Line (19 miles 73 chains). The total receipts for the year on this section amounted to £6,267, being an increase of £1,337 over the previous year. It is very gratifying to note this satisfactory result. For the first time since the line was opened the accounts show a balance in favour of receipts; and I trust, with the proposed extended and improved wharf accommodation, &c, at the Port of Waitara, and the extension of the line from Inglewood to Stratford (13V miles), which will shortly be ready for traffic, next year's report will show a still more marked improvement. The extension of line referred to, in connection with the Mountain Road, will have the effect of giving ready access to the Patea and Wanganui Districts, hitherto a most precarious and difficult communication. The Manager reports : — Permanent Way. —" During the past year, in addition to the ordinary maintenance, about 7 miles of formation have been made up to 12 feet in width, and good drains cut on each side ; the 10-chain curve at the 2J mile-peg has been altered to one of 12 chains radius, and the road widened to 14 feet ; the 6-chain curve at If mile-peg has been altered to one of 10 chains radius, and 1,314 yards of earth plneod thereon ; a portion of the line (about 550 yards) at the To Ilenui River has been lowered 2 feet, and the two curves of 10 and 18 chains radii, which formed this part of the line, have been altered to one curve of 14 chains radius. Considerable ballasting on various parts of the line has also been done, and the road is now in good order. " The retaining wall at New Plymouth, which has never been in a satisfactory condition, has been repaired at a cost of £281 13s. lOd. "But for these numerous exceptional calls upon my expenditure, the surplus reveuue would have been much more satisfactory. Rolling-stock. —" Two more locomotives of a heavier class have been added during the year ; and, as soon as the Stratford contract is finished, 30 more wagons will be available. '• The want of timber trucks, horse boxes, and carriages is greatly felt on this line. All the carriages and wagons have been lifted and thoroughly overhauled." In conclusion, I think it right to draw your special attention to the fact that the Railway Department carries free the mails, representatives of the press, police, and tho staff of officers and men connected with the Construction Department; and also, at half-rates, the whole of the construction material. I do this because I understand it is the practice of the neighbouring colonies to credit the railways for such services; and hence, in drawing comparison of results, New Zealand is placed at a disadvantage. Attached hereto, please find the following tables, viz. : — Statement of Classified Receipts and Expenditure ... ... ... Table 1 „ Passenger and Good* Traffic ... ... ... ~ 2 „ Accounts for Sections ... ... ... ... „ 3 General Statement of Accounts for Northern Lines ... ... ... „ 4 Return of Accidents ... ... ... ... ... ... ~ 5 „ Locomotives and Rolling-stock ... ... ... ... „ 6 „ Miscellaneous Stock ... ... ... ... ... „ 7 Statement of Receipts, Expenditure, &c, for each year since 1876-77 ... „ 8 „ Dates of Opening Lines ... ... ... ... ~ 9 I have, &c., John Lawson, Commissioner of Railways, North Island.

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TABLE No. 1.—APPENDIX L. NORTH ISLAND: CLASSIFIED STATEMENT showing RECEIPTS and EXPENDITURE, and Proportion of each Class of EXPENDITURE to MILEAGE and RECEIPTS, for Year ending 30th June, 1879.

'i Receipts. Classified Expenditure. Propor: :ion or each Class of Expenditure to Mileage and Receipt*. Sectiom. Eh 2 Total. Per Mile of Eailway per Annum. - Maintenance of Way. Locomotive Power. Repairs of Carriages and Wagons. Traffic Expenses. cGSgt j™Total. ° s p< Total for Year. 4-1 Maintenance. Locomotive. CD Cd d Ph Carriage and Wagon Repairs. Traffic Expenses. !§| ; Si si SJpI Ph Go: cuii ieral rges. a si Ph Sundries. P-l Kaipara Auckland Napier Wellington ... Wanganui New Plymouth £ a. d. 15,368 4,992 17 4 277,307 52,477 18 2 99,699 27,503 15 8 128,200 30,401 6 5 153,615 35,171 16 ] 38,138 6,267 8 5 £ s. a' 312 1 0 541 0 2 423 2 9 764 8 9 108 3 0 298 9 0 6 5J 3 9i 5 6 4 8J 4 6f 3 3i £ s. d. 2,394 3 11 15,415 17 10 7,348 8 1 5,765 19 6 8,756 9 3 2,337 8 6 £ s. d. 762 5 8 12,154 4 6 5,443 16 5 10,111 18 0 7,465 3 10 1,498 5 0 £ s. d. 247 19 7 2,426 7 2 1,173 6 3 1,895 8 5 804 14 11 81 8 Q £ s. d. £ s. d. £ s. d.' £ s. d. 1,048 6 6 480 12 9 22 10 5 4,955 18 10 9,163 6 62,310 15 651 4 7 41,521 16 1 1,203 8 3:1,076 0 1011 0 0 19,255 19 10 t,159 14 10 962 9 1024 1 0 22,919 11 7, 1,366 IS 11,193 18 6 26 18 0 22,614 2 7 1,163 14 2i 531 10 10 ... 5,612 7 0 9926 !79-12 70-01 75 39 ,64-30 89-55 309-75 77-40, 128-06 35-94 1 296-25 46-35 576-3142-91 26243 35'33 26725 3532, ,14964 158-93 113-05 1 14499 101-61' 111-31 3739 13-34 17-69, 10-79 1368 14-71 47-64 125-30 83-7o| 25426 8663 71-34 11-91 15-50 387 10-52 25-01 1 2-10 13-10.18-05 282 18-93!47'66 355 11-66 9-31 1-26 9-43 388 0-51 65 52, 94-47 64-671 104-60 50-68 5541 ,16-37; 7-94 10-12 7-79 6-82 732 ;30-04 7-51 23-82 2-00 1I6 56 2 59 24-20 1-80 13-86 1-27 2531 3-35 1-41 0-53 0-17 0-60 0-3 1! 03i 0.0' 00: 00! 00' ... Totals 1 712,327156,815 2 1 116,879 15 11 74-53 average per cent, of receipts for North Island Sections. TABLE No. 2.— Appendix L. NOETH ISLAND. STATEMENT of Passengeb and Goods Traffic for the 1 ear ending 30th June, 1879. Section. Passengbrs. First Second r~. , Class. Class. TotaI' I'assknghrs. Wool. Timber. Grain. Merchandise. Goods. Minerals. Firewood. Total. Lite Siock. Passengers. Goods. Receipts. 30th Juke, 1878. Total Horses, &c. Sheep, &c. Total Passengers and Goods. Recoveries! Total Eeceipts. No. Kaipara ... 3,737 Auckland ... 41,225 Napier ... 29,717 Wellington ... 39,124 Wangurai ... 28,571 New Plymouth 5,302 No. No. 11,470 15,207 204,643 248,868 81,807 111,524 117,353! 156,477 91,999 120,570 45,921 1 51,223 553,193! 703,869 T. c. q. 41 0 0 349 12 0 2,921 15 1 1,278 8 0 864 0 0 17 12 0 T. c. q. 4,852 14 2 7,495 6 3 5,363 9 9 9,497 1 0 14,793 0 0 3,608 12 2 T. c. q. 117 5 0 3,620 18 0 1,633 2 0 523 16 0 1,945 2 3 694 18 0 T. c. q. T. c. q. T. c. q. 3,776 19 0 299 16 0 256 0 0 17,975 9 3 28,513 10 2 414 5 0 7,193 14 0 2,290 2 0 6,045 0 0 12,547 16 3] 3,023 16 0 7,273 15 0 12,287 6 3 591 4 1 8,271 5 0 2,909 10 0 1,051 8 0 1,686 5 0 T. c. q. 9,343 14 2 58,369 1 2 25,447 3 0 34,144 12 3 38,751 18 3 9,968 5 2 No. 8 9,479 603 385 448 5 No. 73 31,087. 7,966' 23,736 2,509 229 £ s. d. £ s. d. 1,786 3 9 3,206 13 7 25,807 6 11! 26,606 18 3 15,277 7 l] 12,225 5 1 16,611 1 9 13,790 4 8 18,356 10 10 16,767 1 0 3,711 18 1 2,555 10 4 £ .. d. 4,992 17 4 52,474 5 2 27,502 12 2 30,401 6 5 35,123 11 10 6,267 8 5 £ 8 d. 3 13 0 13 6 £ p. a. 4,992 17 4-1 52,477 18 2 1 27,503 15 &, 30,401 6 5 1 35,171 16 1 6,267 8 5 £ s. a. 3,925 3 10 37,321 10 6 25,263 13 11 16,100 3 9 15,040 19 1 4,930 7 3 48 "4 3 Totala ... 150,676 176,024 16 0 156,762 1 4 53 0 9 il56,815 2 1102,581 18 ... ... .-

TABLE No. 3.— APPENDIX L. NEW ZEALAND RAILWAYS (NORTH ISLAND.) STATEMENT of ACCOUNTS for the Year ending the 30th June, 1879.

CJ-im-'XXVyXl . Db. £ s. d. To Earnings,— Cash in hand and outstanding, 1st July, 1878 ... ... ... ... 49 3 2 Passengers, Parcels, Goods, &e., to 30th June, 1879 ... ... ... 4,992 17 4 Cb. £ s. d. £ s. d. By Payments into Public Account, 30th June, 1879 ... ... 4,950 16 10 Less Refunds of Revenue 6 0 0 4,944 16 10 Cash in hand and outstandings, 30th June, 1879 ... ... ... 97 3 8 £5,042 0 6 £5,042 0 6 To Amount paid into Public £ e. d. Account, 30th June, 1879 ... ... 4,944 16 10 Less Cash in hand and outstanding, 1st July, 1878 ... ... 49 3 2 By Expenditure to 30th June, 1879 ... 4,955 18 10 Balance towards payment of Interest ... 36 18 6 4,895 13 8 Cash in hand and out standings, 30th June, 1879 ... ... ... ... 97 3 8 £4,992 17 4 £4,992 17 4 AUCKLAI ND SECTION. De. £ s. d. To Cash in hand and outstanding, 1st July, 1878 ... ... ... ... 412 2 3 Passengers, Parcels, Goods, &e., 30th June, 1879 ... ... ... 52,474 5 2 Cb. £ s. d. £ s. d.. By Payments into Public Account, 30th June, 1879 ... ... 52,115 1 9 Less Refunds of Revenue 1 7 11 52,113 13 10 Casli in hand and outstandings, 30th June, 1879 ... ... 785 15 7 Less amount of Transfer Touchers on Treasury Books, but not entered in Railway Departmental Accounts ... 13 2 0 £52,886 7 5 To Amount Paid into Public £ s. d. Account, 30th June, 1879 ... ... 52,113 13 10 Less Cash in hand and outstanding, 1st July, 1878 ... ... 412 2 3 51,701 11 7 Cash in hand and outstandings, 30th June, 1879... 785 15 7 Less Transfer Touchers in Treasury Boobs, but not 772 13 7 £52,886 7 5 By Expenditure, 30th June, 1879 ... 41,521 16 1 Balance towards payment of Interest ... 10,956 2 1 11 7 ill,/Ul 11 / Cash in hand and outstandings, 30th June, 1879... 785 15 7 Less Transfer Touchers in Treasury Boobs, but not entered in Railway Departmental Accounts... 13 2 0 entered in Railway Departmental Accounts... 13 2 0 772 13 7 Recoveries to Tote ... ... ... 3 13 0 £52,477 18 2 772 13 7 Recoveries to Tote ... ... ... 3 13 0 £52,477 18 2 £52,477 18 2

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NAPIER SECTION. De. £ s. d. Cb. £ a. d. £ s. d. To Cash in hand and outstandings, July 1, By Payments into Public Ao--1878 ... ... ... ... 212 8 2 "count, June 30, 1879 ... 27,197 14 7 Passengers, Parcels, Goods, 4c, June 30, Cash in hand and outstand--1879 ... ... ... ... 27,502 12 2 ing», June 30, 1879 ... 530 6 4 Less Transfer Vouchers in Treasury Books, but not entered in Railway Departmental Accounti... 13 0 7 517 5 9 £27,715 0 4 27,715 0 4 To Payments into Public Ac- £ s. d. By Expenditure to June 30, 1879... ... 19,255 19 10 count, June 30, 1879 27,197 14 7 Balance toward! payment of Interest ... 8,247 15 10 Less Cash in hand and outstanding, July 1, 1878 212 8 2 26,985 6 5 Cash in hand and outstandings, 30th June, 1879 ... ... 530 6 4 Less Transfer Vouchers in Treasury Books, but not entered in Railway Departmental Accounts... 13 0 7 517 5 9 27,502 12 2 Recoveries to Vote ... ... ... 13 6 £27,503 15 8 £27,503 15 8 WELLINGTON SECTION. De. £ s. d. Cb. £ a. d. To Cash in hand and outstanding, July 1, By Payments into Public Account, June 30, 1878 ... ... ... ... 136 19 6 1879 ... ... ... ... 30,075 17 4 Passengers, Parcels, Goods, &c, June 30, Cash in hand and outstanding, June 30, 1879 ... ... ... ... 30,401 6 5 1879 ... ... ... ... 462 8 7 £30,538 5 11 £30,538 5 11 To Payments into Public Ac- £ s. d. By Expenditure, June 30,1879 ... ... 22,919 11 7 count, June 30, 1879 30,075 17 4 Balance towards payment of Interest ... 7,48114 10 Less Cash in hand and outstanding, July 1, 1878 136 19 6 29,938 17 10 Cash in hand and outstandings, Juue 30, 1879 ... ... ... ... 462 8 7 £30,401 6 5 £30,401 6 5 WANGANUI SECTION. De. £ s. d. Ck. £ c. d. To Cash in hand and outstanding, July 1, By Payments into Public Account to June 1878 ... ... ... ... 248 14 9 30, 1879 ... ... ... 34,888 6 5 Passengers, Parcels, Goods, &c, to June Cash in hand and outstanding, £ s. d. 30,1879 ... ... ... 35,123 1110 June 30, 1879 ... 504 310 Less Transfer Vouchers in Treasury Books, but not entered in Railway Departmental Accounts ... 20 3 8 484 0 2 £35,372 6 7 £35,372 6 7 To Payments into Public Ac- £ a. d. By Expenditure to June 30, 1879... ... 22,614 2 7 count, June 30, 1879 34,888 6 5 Balance towards payment of Interest ... 12,557 13 6 Less Cash in hand and out- . standing, July 1, 1878 248 14 9 34,639 11 8 Cash in hand and outstanding, June 30, 1879 ... 504 310 Less Transfer Vouchers in Treasury Books, but not entered in Railway Departmental Accounts 20 3 8 484 0 2 Recoveries to Vote ... ... 48 4 3 £35,171 16 1 £35,171 16 1

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NEW PLYMOUTH SECTION. De. £ s. d. Cb. £ s. d. To Cash in hand and outstandings, Ist July, By Payments into Public Account, 30th 1878 ... ... ... ... 29 5 8 June, 1879 ... ... ... 6,186 4 4 Passengers, Parcels, Goods, &c., 30th Cash in hand and outstanding, 30th June, June, 1879 ... ... ... 6,267 8 5 1879 ... ... ... ... 110 9 9 £6,296 14 1 £6,296 14 1 To Payments into Public Ac- £ a. d. By Expenditure, 30th June, 1879 ... 5,612 7 0 "count, 30th June, 1879 6,186 4 4 Balance towards payment of Interest ... 655 1 5 Less Cash in hand and outstanding, Ist July, 1878 29 5 8 6,156 18 8 Cash in hand and outstandings, 30th June, 1879 ... ... ... 110 9 9 £6,267 8 5 £6,267 8 5 TABLE NO, 4.— Appendix L. NORTH ISLAND SECTIONS. Summary of Accounts for Tear ending 30th June, 1879. Db. £ s. d. Cb. £ c. d. £ a. d. To Cash in hand and outstanding, Ist July, By Payments into Public Ac--1878 ... ... ... ... 1,088 13 6 count, 30th June, 1879155,414 1 3 Passengers, Parcels, Goods, &c, 30th Less Refunds of Revenue 7 7 11 June, 1879 ... ... ... 156,762 1 4 155,406 13 4 Cash in hand and outstandings, 30th June, 1879 2,490 7 9 Less Transfer Vouchers in Treasury Books, but not entered in Railway Departmental Accounts 46 6 3 2,444 1 6 £157,850 14 10 £157,850 14 10 To Payments into Puliiio Account, 30th By Expenditure, 30th June, 1879 ...116,879 15 11 June, 1879 ... ... ...155,406 13 4 Balance towards payment of Interest* ... 39,935 6 2 Less Cash in hand and outstandings, Ist July, 1878 ... ... ... 1,088 13 6 154,317 19 10 Cash in hand and out- £ a. d. standings, 30th June, 1879 ... ... 8,490 7 9 Less Transfer Vouchers in Treasury Books, but not entered in Railway Departmental Accounts 46 6 3 2,444 1 6 156,762 1 4 Recoveries to Vote ... ... ... 53 0 9 £156,815 2 1 £156,815 2' 1 * Equal to nearly 25$ per cent, of gross receipts.

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TABLE NO. 5.—APPENDIX L. RETURN of the NUMBER and NATURE of the ACCIDENTS to LIFE and LIMB which have occurred on each of the several Lines of New Zealand Railways (North Island), from 1st July, 1878.

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Passengers Inju 9 Killei ired. or Servants of th< or of the Conti or Inji 3 Department, ■actors, Killed ared. Name of Railway. i IS o -1 o a A Persoi or I while at! Croi is Killed njured crossing Level ssings. From Causes beyond their own Control. From t! Misec or W Cau heir own onduet rant of il ion. From beyont own C i Causes id their Control. iTom I Misc or Vt Cat From t Misci or W Cau :heir own onduet of ition. Nature and Cause of Accident. I Killed. (Injured. Killed. Injured. Killed.1: .Injured.! J L . KiUed. I Injured. Killed.l Injured.! I . Wanganui... 1878. 14 Aug. ... i i 1 Wliilst shunting railway train. Belt of wheel-lathe cut off portion of finger. Collision of trains; leg broken. Fell off carriage while in motion, beiag intoxicated. Arm broken ; vaulting over handrail. Collar-bone broken; standing on log, fell backwards. Right foot and ancle sprained. Erecting steam crane ; tank fell, threw him in the water. Shed blown over and crushed his head. Passing from one train to another; intoxicated. Playing with trolly; run over; ribs broken. Foot and leg severely crushed by cowcatcher. Engine knocked down child playing on line. Foot severely crushed by cowcatcher. Tank fell on him. Clearing slip; stone fell, strucb him on the head. Knee crushed whilst shunting. Auckland ... 20 Sept. l Auckland ... 25 „ l Napier 11 Nov. 1 Auckland ... 2 Oct. 1 ... ... Auckland ... 18 „ 1 Aucbland ... 8 Nov. l Kaipara 18 „ i Wanganui... 18 „ 1879. 2 Jan. i Aucbland ... 1 Kaipara 24 „ 1 I I ... Auckland ... 22 Feb. I Napier 1 April 1 Aucbland ... Kaipara Wellington 3 „ 4 „ 21 June ... i l i ... j Auckland ... 30 „ ... ... l

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TABLE NO. 6.—APPENDIX L. STATEMENT showing QUANTITY and STATE of ROLLING-STOCK on the Railways open for Traffic in North Island on 30th June, 1879.

1COM1 Tffl Cau: !IAGEi b. 'bug: :s. V/Ai tONS. Fairl ie. Bogi ie. Lst 111-: 3111 sii ipo te. 2.ul llaa -cr s .2 ss s 4 .2 si ss - ffi /. 2 .a a o — t o r-i 3 C OS SN £ P. -_ P o r. § si -s; 3. - — "P. s. = s'l d C 'E O si -: 3 "c. s si - ss -TrH ■" PS o — >s s-l 2 O '". o I1—1 -i "E. - 4 "?• .£ rWjN c ■/* p r-i 3 sss. - 4 = -'71 CI '/- is SI 3 "E. - si I- = x ■~ Q JC si s o. s. si Is sss — 3 si = SC oa O si H 4 3. o — i r. ■, a N — IS ? a X S3 c sss 4 sso e 4 .— '. id ■>'. c -- Q O ~ S3 /. r/T ■ « rS -s B ■ O > c h 5 ji '1 ft -.: 49 O m ■ o C o r3 ft c o "v O S -J .5 a — -= 9 _2s1 ■ to 43 B o 5 3 o B P. h 0 o rC M —i i B (/J ■ c 5 — e b ► o a 5 c — rH g ss o I c ft -r- ■•" b B * CO Q 0 _c ft X 90 ,4 ft m $ ft CD St Ph 9 O I r-l o a H d H Q "7' £ 7) c =1 to -■ : . tit S '3 It o r-l BQ -: e 7; -- o : 5 5 iS GD Kaipaba. In good order ... Undergoing heavy repairs Undergoing light repairs... ... ... 1 ... ... 2! 3 2 ... 12 ! 10 •1 2a ... ... - ... Auckland. In good order ... Undergoing heavy repairs Undergoing light repairs... In hands of contractors ... Under erection ... 1 3 .1 ... 5 1 2 1 3 2 1 6 2 8 10 i 2 1 11 1 25 "5 20 2 11 1 6 4 26 "i 70 16 12 18 2!) 12 11 "6 10& i ... ... ... ... Napieb. In good order ... Undergoing heavy repairs Undergoing light repairs... ... ■I 3 1 1 4 1 2 E ■I 1 2 4 2 3 G2 7 38 6 36 2 ... ... ... ... Wellington. In good order ... Undergoing heavy repairs Undergoing light repairs... In hands of contractors ... Under erection... 1 2 "2 1 1 1 8 i 1 1 i 1 6 2 2 3 1 2 "i 18 4 4 IG a 2d G 5 7 66 "(B S 42 2 11 2 Wanganui. In good order ... Undergoing heavy repaire Undergoing light repairs... In hands of contractors ... Under erection... 2 1 1 1 2 1 1 1 1 3 2 1 1 4 5 1 ■1 4 "i 18 1 5 3d 52 100 24 2 23 i New Plymouth. In good order ... Undergoing heavy repairs Undergoing light repairi... In hands of contractors ... 2 2 .") 2 4 6 8 2 ... ... 8 6 6 27 i 35, I 21 — Totals... 3 1 1 IS 4 4 9 12 18 1 2 21 23 28 8 2 1 92 lie 93 271 21IG 50 237 ...

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TABLE NO. 7.-APPENDIX L. STATEMENT showing QUANTITY and STATE of MISCELLANEOUS STOCK on the Railways Open for Traffic in North Island on 30th June, 1879.

TABLE NO. 8.—APPENDIX L. North Island Sections. COMPARATIVE STATEMENT of REVENUE and EXPENDITURE for the Years 1876-77, 1877-78, and 1878-79. 1878-79.

'itenCranes I. b: ' Is M tUM ;es. :ighing Machi: BTI Name of Section. ss 4 a r> - H -ss cs <D -s « C rC c ■f 4* c ft B c d 3 pB is a n 4 Q d i Bfi ft -ss! a 4 c _>. Q E s .s — c -I I —I B r> a o ZJ R O tr_ ft cs is B 0J ".-y-j o K B 5 4 o so Sh 4 Ph s. '3 m s 09 C .a r^ Ml .1 3 Ph is a SS 5 !4 -, n -i fi La yi i ID 5n L=5 C H ss o ss C3 ft d ft o -r rt £ E pq c H— 'E 5 s'i O co P O CD ft 0 --1 r— ■/. o — •p" B c CO O 49 O 9 ■ 4s 3 iH | O i ca Pm ■>'. 9 £ M B g B -/ o .9 Q a 61) a Q oo o -ss a 6 o C3 a en o CO B S 3 S '& SB X o ■4 t£ a pq I d S w "oo 1 CO o sri o '.' B o «H H o '-■ «H GC r-i kg r-l —i Q C N 45 I — Li ! O X I __* ft o us :4 O W 6 3 a Kaipaba. In good order ... Undergoing heavy repairs Undergoing light repairs... 3 ,... ... ... 2 ... 8 ... 1 1 ... ... ... " •• ... Auckland. In good OTder ... Undergoing heavy repairs Undergoing light repairs... 2 2 1 1 1 1 8 2 2 ... 9 11 30 26 2 l 2 ...... 1... i i i... ... ... ... ■•• ... ... ■ ■•! ... ... Napieb. In good order ... Undergoing heavy repairs Undergoing light repairs... In hands of Engineer In course of erection 5 2 1 1 ... 1 2 ... 5 18 12 1 1 ... 1 3 i J i i i -■ 2 ... ... ... ... ... ... ... Wellington. In good order ... Undergoing heavy repairs Undergoing light repairs... 2 1 1 2 1 2 2 1 10 1 1 2 40 1 ... ...I I- ... Wanganui. In good order ... Undergoing heavy repairs Undergoing light repairs... 2! 2 6 1 2| 1 3 2. (i a 20 1 17 4 1 i... ... - - New Plymouth. In good order ... Undergoing heavy repairs Undergoing light repairs... i... 1 1 1 8 1 8 8 1 ...I... ... ... Totals... 1 h 4 11 ' 3 -I 1 5 I I 2 8 3 2i 28 4 17 i 91 68 :}. ;>,' _ 14 2 12 1 1 1 1 1 40! 1 I 1 8 G

Section. [aipara ... .uckland... ... ;apier Wellington 'e\v Plymouth Receipts. £ 8. d. 4,992 17 4 52,477 18 2 27,503 15 8 30,401 6 5 35,171 16 1 6,267 8 5 Expenditure. £ s. d. 4,995 18 10 41,521 16 1 19,255 19 10 22,919 11 7 22,014 2 7 5,612 7 0 Expenditure per cent, of Receipts. 99 26 79-12 7001 7539 6430 8955 Total ... 156,815 2 1 116,879 15 11 7453

TABLE NO. 9.—APPENDIX L. NEW ZEALAND RAILWAYS.—NORTH ISLAND. STATEMENT of LENGTHS of SECTIONS OPEN for TRAFFIC, 30th June, 1879.

1877-78. Kaipara ... Auckland ... Napier Wellington Wanganui New Plymouth 3,925 3 10 37,321 10 6 25,263 13 11 16,100 3 9 15,010 19 1 4,930 7 3 4,765 4 1 29,133 15 4 18,216 10 2 11,718 15 4 15,015 14 6 5,075 3 2 12140 78-06 72-10 72-78 99-83 10293 Total 102,581 18 4 83,925 2 7 81-81 Kaipara ... Auckland ... Napier Wellington .Foxton... Wanganui New Plymouth 1876-77. 3,778 4 5 21,868 3 9 21,374 13 10 11,518 18 3 8,364 12 2 175 9 6 2,641 19 1 4,296 11 6 17,663 8 10 13,239 19 2 9,893 19 2 7.378 13 2 412 14 4 3,271 2 2 113-72 80-77 61-94 85-89 88-21 23519 123-81 Total 69,722 1 0 56,156 8 4 80-54

Opened f< ir Traffic. Total Opened. Section. Remarks. Subsection. Date. M. ch. M. ch. iuipara ... River Wharf (old) to Riverhead October 29, 1875 ... 15 68 15 68 uckland Auckland to Onehunga Penrose to Mercer Mercer to Ngaruawahia Ngaruawahia to Hamilton Hamilton to Ohaupo Onehunga Wharf December 24,1873 ... May 20, 1875 August 13, 1877 ... December 19, 1877... June 4, 1878 November 28,1878... 8 0 37 27 31 2 10 33 9 27 0 20 apier ... Napier to Hastings Spit to Napier Hastings to Pakipaki Pakipaki to Kaikoura Kaikoura to Waipa wa Waipawa to AVaipukurau Waipukurau to Takapau Takapau to Kopua October 12, 1874 ... November 25, 1874... January 1, 1875 February 17, 1876 ... August 28, 1876 ... September 1, 1876 ... March 12, 1877 January 25, 1878 ... 12 0 2 0 4 13 10 10 12 16 4 63 12 79 5 63 96 29 Wellington Wellington to Lower Hutt Lower Hutt to Silverstream Silverstream to Upper Hutt Upper Hutt to Kaitoke Kaitoke to Featherston April 14, 1874 December 15,1875 ... February 1, 1876 ... Januarvl, 1878 October 17, 1878 ... 8 9 8 0 3 35 7 43 17 72 64 4 Fanganui Foxton to Palmerston Palmerston to Feilding Aramoho to Turakina Wanganui to Aramoho Turakina to Marton ... Halcombe to Feilding Marton to Halcombe ... Aramoho to Kai-iwi ... April 27, 1876 October 20, 1876 ... May 17, 1877 January 21, 1878 ... February 4, 1878 ... April 22, 1878 May 20, 1778 June 28, 1879 23 30 11 28 20 21 2 60 9 18 7 76 10 49 9 15 44 79 lew Plymouth New Plymouth to Waitara Sentry Hill to Inglewood October 11, 1875 ... November 30,1877... 11 13 8 60 94 57 19 73 335 70

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ls&. ANNUAL REPORT ON WORKING RAILWAYS BY THE COMMISSIONER OP RAILWAYS POR THE MIDDLE ISLAND. The Commissioner of Railways, Middle Island, to the Hon. the Minister for Public Works. Sir,— Christchurch, 22nd July, 1879. I have the honor to submit the following report on the working of the Middle Island Eailways for the year ending 30th June, 1879. The closing of the gap which separated Christchurch from Dunedin, by the opening of the line from Waikouaiti to Palraerston, added 9 miles 3 chains to the line; the opening from Balclutha to Clinton added a further length of 21 miles 3 chains ; and the opening of the Riverton Branch added 17 miles 40 chains. The opening of Fairlight to Kingston further increased the mileage by 8 miles 60 chains. To this may be added the Shag Point Branch, 1 mile 67 chains. The mileage table will therefore now stand as under : — Section. 1877-78. , Added Since. Total. M. eh. M. eh. M. eh. Christchurch ... ... 401 23 1 67 403 10 Dunedin ... ... 120 50 9 3 129 53 Invercargill ... ... 166 49 47 23 213 72 Greymouth ... ... 7 20 ... 7 20 Westport ... ... 18 70 ... 18 70 Nelson ... ... 19 12 ... 19 12 Picton ... ... 17 2 ... 17 2 Total ... ... 750 66 58 13 808 79 Revenue and Expenditure. —The gross revenue for the year was £601,281 6s. Id., against £467,316 9s. lid. for the previous year. The total expenditure was £428,598 19s. Id., against £321,970 lis. 6d. for tho previous year. The following table gives the receipts and expenditure during the year on the several sections : — Section. Receipts. Expenditure. Expenditure per r cent, of Receipts. Christchurch, Dunedin, and Invercargill £577,360 9 2 £409,576 14 7 7094 Greymouth ... 8,852 7 5 4,724 2 5 5337 Westport ... ... ... 2,686 13 0 3,427 15 9 12759 Nelson ... ... ... ... 7,111 6 0 6,029 311 8478 Picton ... ... ... ... 5,270 10 6 4,841 2 5 91-85 Total ... ... ... £601,281 6 1 £428,598 19 1 7T28 The average percentage of expenditure on receipts for tho previous year was 6889. I had hoped to show more favourable results on the working of the past year, but many circumstances have been against us. The disastrous floods which overspread the country, both in the Christchurch and Dunedin and Invercargill Sections, and wrecked so much of the line and works, have added enormously to the cost of maintenance; and the suspension of traffic consequent on the injuries to the line has, moreover, undoubtedly had an adverse influence upon the revenue. Many works properly chargeable to construction have been debited to maintenance, and this has still further added to the burdens borne by working expenses. In reference to the floods 1 would state that the protective works which have been constructed on the Waimakariri, Eangitata, and Ashburton Rivers will, it is to be auticipated, do much to obviate the risk of future disasters from the same cause. Christchurch Section. Maintenance. —The main line and branches of this section have been properly maintained during the year. The total expenditure on maintenance has been £79,331 ss. 9d., equal to £19733 per mile per annum. This expenditure is heavy, and the excess is due to various causes—an increased number of trains and higher speeds, renewals of rails and sleepers, and the damage caused by frequent and serious floods. Details of the expenditure are given in Table H. In addition to the ordinary repairs, the drainage has been improved, and a large quantity of ballast put down, which has added much to the stability of the line and the security of the traffic. The expenditure during the year in renewal of sleepers in this district has been £4,000. The sleepers taken out (near Christchurch, Rakaia, and south of Oamaru, those in the latter case having lasted scarcely three years) were of very inferior and unsuitable timber, chiefly American pine. Better and more durable timber has been substituted. The cost of rails and fastenings during the year has been £2,000. Besides ordinary renewals throughout the district, 10 miles of 40-lb. rails have been lifted and replaced by 52-lb. iron or steel rails. At tho present moment, with the exception of 2 miles shortly to be replaced, the whole line 18— E. 1.

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from Amberley and Lytteiton to Rakaia is laid with 52-lb., or heavier, rails. The 40-lb. rails originally laid down are showing rapid signs of wear, and where these remain it is only by constant attention to the joints that the line is kept in running order. The increased traffic has had no appreciable effect upon the 52-lb. and other heavy rails, and tho old fish-joints stand the work well. The floods have been frequent and severe. The overflow of the Waimakariri has caused a suspension of the traffic on five different occasions, and from six to eight days each time. The north branch of the Rangitata also caused three distinct stoppages of the traffic, of six, seven, and eight days respectively. The damage done necessitated the new piling of 15 out of the 28 piers originally constructed. The last flood carried away the end pier and two others, and two spans of the bridge would probably have been lost had it not been for the energy and courage displayed by the staff. It was found that in the construction of the bridge the piles had been driven to so small and insufficient a depth that the river easily scoured them out. The repairs of this bridge have cost to date £4,422 3s. Bd. This apparently heavy outlay is due to the circumstance that, the traffic having to be maintained during the progress of the repairs, the bulk of the work, including the pile-driving, had to be done at night. The rock-work deposited at the north bank of the Ashburton River has successfully resisted the action of all floods during the year. The approaches of the Temuka, Waitaki, and other rivers suffered from floods, and rock-work groins had to be provided as a measure of protection. All these extraordinary repairs, which appear in the accounts under the head of " Casualties," have, as before stated, had a large share in raising the cost of maintenance. The gale of the 25th September also caused considerable damage. The Hawkins Station was completely destroyed, and several goods-sheds, including the large shed on the Gladstone Pier, at Lytteiton, received much injury. The Hawkins Station has been rebuilt, and the goods-sheds repaired and strengthened. Several new and important works have been executed during the year. The Christchurch Stationyard has been completed, with the exception of the removal of the workshops, which will be effected as soon as the new shops at Addington are ready for occupation. The Lytteiton Station also has had its share of attention: 7-g- miles of new sidings have been laid, an engine shed erected, a 50-feet turntable put in, and a goods shed removed. Tho heavy works commenced on the North line with a view to prevent the overflow of the Waimakariri, by which the traffic has been so often and so seriously impeded, have been much retarded by the floods; but they are now approaching completion, and I have no doubt will prove thoroughly effective. The Rangitata protective works have also suffered from the floods while in progress, but they are now nearly completed. Five new water services, for the supply of the locomotives, have been provided, and furnished with pumps and windmills. One gravitation service has also been completed. The erection of the windmills (owing to their intermittent action) renders increased storage accommodation necessary, but saves the labour and cost of the pumpers. A commencement has been made with tho w rork in connection with tho improvement of the Timaru Station. The Oamaru Goods Station-yard has also been much improved, and work there is still in progress. The very heavy rainfall, with south-east gale, which commenced on Saturday, the 2Sth June, caused serious damage to the railways in this district, the effect being quite unprecedented. Earthwork and ballast were swept away in many places ; several culverts were damaged or entirely destroyed; the Washdyke Bridge had all the piles washed out of one pier. Serious damage also was done to the line, causing the night goods train to Timaru to leave the lino near Otaio ; four wagons were wrecked, and the tender thrown on its side, the engine being partially submerged. Traffic was almost entirely suspended on Monday, the 30th Juno, only 57 miles of railway main line and branches being available on that day for the running of trains. Traffic was resumed between Christchurch and Ashburton on the Ist, aud between Ashburton and Washdyke on the 2nd July. A most serious encroachment of the sea, consequent on the recent gale, has occurred a little to the northward of the Timaru Station. The foundations of the Whale's Creek Viaduct were considerably undermined by it, and that portion of the line placed in serious jeopardy. Repairs, which were necessary to save the viaduct and the line, were put in hand at once, and protective works, which will be a source of considerable expense, will have to be resorted to. Locomotive. —The locomotives in this district, 50 in number, have been maintained in a state of efficiency: 19 have been thoroughly renovated, 11 have received partial repairs, 12 have been repainted, and 9 have been cleaned and the paintwork renewed and revarnished. Eleven new engines have been received and erected, and put to work. The locomotives generally have done good service. The American engines, received from the Rogers Works, give satisfaction in this district, and do their work well. The important question of fuel has received special attention. The quantity of fuel consumed during the year is : Of Newcastle coal, 9,096 tons ; of native coal, 1,781 tons ; and of coke, 262 tons. Every effort is made to encourage the use of native coal, and the engines are being adapted to the consumption of that fuel. The Locomotive Engineer, quoting the report of his foreman upon the Springfield coal, says, " After the men get thoroughly used to this coal I have but little doubt that there will be but a very small quantity more used than of Newcastle coal" ; and the Locomotive Engineer further states that he is of opinion that, " before any great lapse of time, we shall be in a position to burn New Zealand coal exclusively." This is a consummation much to be desired, not only in the interests of economy, but also in respect of promoting the industrial resources of the colony. The present contract price of Newcastle coal, delivered at Lytteiton, is 28s. lid. per ton ; and the price of Springfield, at Sheffield, 16s. —a difference of 12s. lid. per ton —a difference which will be largely augmented when the opening of the line to Kowai Pass enables the Company to reduce the price of the coal.

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Admitting, for the sake of argument, that the price of Springfield—or any other equally suitable New Zealand coal—will remain at the present figure, the saving which would bo effected by the adoption of the native commodity would amount to some thousands of pounds per annum. As in some measure connected with the subject of fuel, I may here refer to the numerous fires which devastated the country in the late hot season, which were popularly attributed to sparks from the locomotives setting fire to the grass and weeds, and some of which were undoubtedly due to that cause. That the sparks and cinders cast from the engines should retain their vitality sufficiently long to admit of the grass and weeds being so often ignited by them, has been attributed to two causes: the absence of spark-catchers, and the use of native coal; but, although it was proved in, I think, one instance, that the engine which was supposed to have caused the mischief, was running without a spark-catcher, and we do in some engines burn native coal, an analysis of an enormous number of cases shows that the engines which caused, or were alleged to have caused, the fires did, with one or two exceptions, carry spark-catchers, and that a large proportion of them were burning Newcastle and not native coal. The Locomotive Engineer is of opinion that the fires " resulted from the hot north-westerly gales carrying sparks of all kinds into the dry grass and weeds along the line." My own impression is that much of the mischief done, for which the department got the blame, was really due to other causes ; and I apprehend, from recent law reports, that fires will always be numerous in hot and dry seasons like the last, when tho grass and weeds get so much burnt up as to be almost as inflammable as tinder. In connection with the locomotive service the question of water supply is an important one, and has given a good deal of trouble. During the late dry season many of the wells ran dry, and some of them had to be deepened at considerable cost. For the hand-pumping service we have to pay no less than £2,000 per annum. In Christchurch District, with a view to save this large outlay, we are trying the experiment of doing the pumping by wind-power; and in Dunedin, where also we pay a large sum annually for pumping, by hot-air engine. When the two plans have had a fair trial I propose to select the most economical and effective, and to recommend its adoption by the Government. Carriages. —The carriage stock generally has been kept throughout the year in good working order. Eighteen carriages have been thoroughly repaired ; 142 carriages have been fitted with new brasses and otherwise repaired; 8 carriages have been fitted with bogies on tho American principle, the old wheels and axle-boxes being used; 6 carriages have been converted into and fitted up as travelling post offices for the express trains ; 1 second-class carriage has been fitted up as a first-class smoking carriage for the Port iine ; 4 passenger brake-vans have been built; and 2 carriages have been converted into Cleminson's system. Besides the foregoing, carriage stock from the Dunedin and Invercargill Districts, which came into this district in the ordinary interchange of vehicles, has been dealt with as follows: Nineteen carriages have been thoroughly overhauled, painted, and varnished; and 39 have undergone heavy general repairs. Wagons. —The wagon stock also has been maintained in a condition of thorough efficiency. Twenty wagons have been rebuilt; 1,017 w ragons have been lifted and fitted with new brasses, and side rails and head stocks attended to; 20 wagons from the North Island have been refitted; 27 horse-boxes have received ordinary repairs; 25 goods brake-vans have been overhauled and weighted, two tons of iron having been put into each; and 12 wagons have been fitted with hoppers for ballasting purposes. Miscellaneous. —Several new machines have been erected in the shops, with reference to which the Locomotive Engineer observes that "the cost of all work has been reduced by this valuable addition to our plant." Of the steam cranes 4 have been overhauled, and the others have received ordinary repairs ; 312 pairs of wheels have been turned up ; 1 locomotive has received a new set of tubes, and 5 locomotives have had the tubes drawn, repaired, and replaced. The following new work has been executed: 33 delivery valves, 18 copying presses, ironwork for 22 trolleys, 264 lamps of various kinds, 22 sets of switches, 18 cylinder lubricators, 2,500 carriage and wagon syphons, and 4 alarm bells ; 532 carriage and wagon axle-brasses, weighing 2,993 lb.; and nearly 73 tons of brass castings have been manufactured ; 1,450 tarpaulins have been repaired, redressed, and numbered. Traffic. —In consequence of the opening of the line through to Dunedin on the 7th September, 1878, the railway being thereby rendered a continuous road, it became necessary to work the traffic as a whole instead of by sections, and detailed particulars cannot be given for this or either of the southern sections as was done in my last annual report. The line from Amberley to Kingston and branches, it will be understood, now forms one great whole. A large increase both in the goods and passenger business has resulted from the opening, six additional trains besides the express having had to be put on the road, and the want of increased accommodation at several wayside stations has been greatly felt. The grain carried on this section during the past year was 239.-540 tons, as against 145,614 tons for the previous year, showing an increase of 93,926 tons. The tonnage handled at Lytteiton, exclusive of materials and stores for the use of the department, amounted to 326,758 tons, being an increase of 63,922 tons; and 64,390 wagon loads of goods were hauled between Christchurch and Lytteiton, showing an increase over the previous year of 13,798 wagons. A. double line of rails is now in full operation between Christchurch and Heathcote, also between Christchurch and Addington, and has proved a decided benefit in facilitating the working of the enormous goods traffic which enters and leaves the Christchurch yard. Several private sidings have been provided at the west end of the Christchurch yard, and have proved a great convenience both to tho holders and to the department. Dissatisfaction is still felt and expressed because the same terminals are charged upon goods going into their sidings as upon those handled in the Government sidings. I have already dealt exhaustively with the question of remission of terminals, but, as a partial answer to these complaints, I may here mention that the shunting operations alone which are necessary in placing the wagons in and removing them from these sidings cost this department £1,200 per annum. The working of the traffic of the

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Christchurch yard, both in respect of safety and speed, has been much facilitated by the establishment of a perfect system of interlocking signals and points. Dunedin Section. Maintenance. —The main line and sidings, making allowance for casualties, of which I will speak presently, has been maintained in a state of efficiency. The total cost of maintenance for the year was £43,469 10s. lid., equal to £285 98 per mile. The opening of the main line through from Christchurch and Invercargill has, by the largelyincreased traffic, added much to the wear and tear of the road and to the cost of maintenance. On the Dunedin to Glendermid Section the iron rails originally put in have entirely failed under the stress of the traffic, and it has been found necessary to replace them with 53-lb. steel rails, of which, to date, 5 miles 17 chains have been laid down—a work of great difficulty, as it had to be carried on without interruption to the traffic; 430 cubic yards of broken-stone ballast have also been laid on this road and 640 sleepers replaced. The station buildings and other structures on this section have been well maintained during the year. The bridges also have had due attention, and have undergone considerable repairs. Both the Resident Engineer and the General Manager draw attention to the inconvenience and loss caused by the inadequate accommodation afforded by the Dunedin Station-yard. I have recently submitted to you a report in which this matter is touched upon, and I can fully confirm the statements made by the above-named officers. The yard is badly arranged, cramped, and very incomplete. It is of the most urgent importance that the Station-yard be enlarged and additional sidings laid in, for if the traffic continues to progress at its present rate, it will at no distant date be found impossible to work it with the existing accommodation. I earnestly hope that the Construction Department will push on the reclamation with all speed, and that, on such a plan that, as the work advances from the water line, we may be able to avail ourselves from time to time of the new ground for sidings. The Resident Engineer again draws attention to the bad arrangement of the Glendermid Stationyard, the sidings in which are so disadvantageously disposed that it is found more convenient to convey goods intended for Port Chalmers into Dunedin, and to return them thence to Port Chalmers, than to shunt them into these sidings. 1 have it in view to submit for your consideration a proposal to reconstruct the Glendermid Station-yard in connection with laying a second line of rails between that station and Dunedin. South of Dunedin I have to report much interruption to the traffic from floods. The chief damage done was in the neighbourhood of Balclutha, although the line to the northward was under water for a distance of nearly 9 miles. In the Balclutha Station-yard much damage was done. Six large channels were cut by the water, one of which was no less than 12 feet deep ; 40 feet of the station platform also was washed away. Two flood-water openings were wrecked, and a considerable length of embankment carried away ; 16,400 cubic yards of rock and ballast and 10,000 superficial feet of timber were used in repairing the damage. At the present moment the waters are out at the Taieri Eiver, and the flood is 18 inches higher than it has ever before been known to rise. Much damage has been done between Greytown and Owhiro, but the extent of it cannot yet be ascertained. The traffic has been suspended. This is the third time within less than three years that the line has been flooded, and the traffic stopped, by the overflow of the Taieri River. The work of relaying this portion of the line with the 53-lb. steel rails is being proceeded with vigorously. I have already reported unfavourably upon the Ibbotson's clip-joint. The Resident Engineer, after a long trial of them, utterly condemns them, and has "no hesitation in saying that the life of the 40-lb. rail would have been considerably prolonged if they had been fastened with the ordinary fish-plate and bolt instead of with these clips." During the year 6,432 new sleepers have been laid, but a much larger number will be required in. the current year, the Oregon sleepers with which the line was originally laid being already very rotten, and in a short time they will be unable to carry a train safely. Ballast to the amount of 2,310 cubic yards has been laid in various places on this section. The bridges and other structures in this section have been well maintained. The Waihola Bridge, however, is not, and never has been, in a satisfactory condition in respect of camber, and will need special attention. Section Glendermid to Palmerston : The line between Evansdale and Waikouaiti has required a heavy expenditure to bring it into running order. On 23 mile 3 of line no fewer than 47 platelayers, double the usual number, have been employed ever since the opening. Between Puketeraki and Merton the line had been ballasted with a fine material mixed with clay, which in wet weather worked into a puddle. The result was that the sleepers sank into the formation, and it wa3 found impossible to keep the line at tho proper cant in the curves, which caused many vehicles to leave the line —happily without any serious consequences. Most of the defective ballast has been removed, and replaced with shingle (to the extent of 6,000 yards) from the Shag River. The whole of the had ballast will have to be removed, and shingle deposited instead. Slips in this section have caused much trouble and considerable expenditure. Bridges and other structures have received due attention. Among the new works executed are the following : A public siding at Mussel Bay, Port Chalmers ; a fifty-feet turntable put in in the Dunedin Station-yard, which will be a great convenience in enabling the longest tender-engine to be turned without uncoupling; additional sidings have been laid between Rattray and Jetty Streets; a cattle-pen has been erected at Balclutha ; a ladies' waitingroom, telegraph office, verandah, urinals and water-closet have been put up at Caversham, and the platform has been lengthened to 300 feet; and several other public sidings have been put in. Locomotive. —Under very considerable difficulties, arising from tho inadequacy of the locomotive power for the requirements of the traffic, the engines on this section have been maintained in a condition of thorough working efficiency; although painting, which means preservation as much as ornamentation, has, in some cases, had to be deferred owing to the exigencies of the service.

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The following engines have been repaired: Eight Class E Eairlies have been thoroughly overhauled, and 2 of the same class have undergone light repairs ; 1 Class B Eairlie has been thoroughly overhauled; 2 Class X American have been in for light repairs; and 4 six-Coupled E engines have undergone extensive repairs. One Class R single Fairlie has been erected and put to work; 2of tho same class are now in course of erection, and will soon be available for work ; and 1 class 0 six-coupled engine has been put together. Carriages. —This class of stock also has been maintained in good condition. In addition to ordinary repairs, internal and external, 21 carriages have been scra,ped and varnished all over ; 38 have been varnished and done up. Four new passenger brake-vans have been built and put on to the line. Wagons. —This class of stock also has received thorough attention. The work of repair has been very heavy during the year. In addition to ordinary repairs, 419 wagons have been painted throughout, and 263 partially painted Of new wagons, 310 have been built during the year. All of them have received three coats of paint, which adds considerably to their durability. Miscellaneous.- —ln addition to the ordinary work of repairs in connection with the engine, carriage, and wagon stock, a large mass of work of a miscellaneous character has been executed in the shops. The following are a few of the items : In the tinmen's shop —12 semaphore lamps, 6 engine head lamps, 12 side and tail lamps, 36 hand lamps, a number of shed lamps, and 50 oil-cans and feeders have been made. In the brass foundry, about 5 tons of brass castings. In the smiths' shop—lronwork for Cleminson's carriage bogies, ironwork for bridge repairs, ironwork for 12 semaphore signals, 4 spark-catchers ; several new points and crossings and many old points and crossings have been repaired. Port Chalmers Workshop. —This very useful establishment has been fairly employed during tho year. Besides the ordinary work, the following has been turned out: In the forge—A double-throw crank shaft, weighing 30 cwt., which proved a very successful piece of w rork; some smaller crank shafts, 300 buffers, and 1,000 buffer-plates. In the workshops—Girders and ironwork for new brake vans, a good many switch points and crossings for both Dunedin and Christchureh. All the machinery is in first-rate condition, and the work turned out has not failed in any case to give satisfaction. Traffic. —The opening of the line from Waikouaiti to Palmerston on the 7th December, 1878, and of the line Balclutha to Clinton on the 23rd January, 1579, both in the past financial year, have added 30 miles 6 chains to the mileage of this district, and have brought Christchurch in the north, and Invercargill to the south, into direct communication with Dunedin. It might naturally be expected that the establishment of through communication would largely increase the traffic, both passenger and goods; and the facts have fully justified the anticipation. The road being now one grand trunk line, it would not be possible to exhibit the increase for any particular district or section ; but the increase in the earnings of the line generally is abnormally large (as will be shown elsewhere), and each district must take its share of the credit. The traffic in this district has suffered from a cause which is equally felt in the Christchurch district, i.e., the insufficiency of the wagon stock to cope with the abnormal pressure of the traffic in the grain season, and this raises a question which I have already had occasion to submit for your consideration —namely, whether it will be sound policy to add a sufficient number of wagons to our existing stock to enable us to deal with such extra traffic, with the certainty that, although fuliy employed during the two or three months of the rush of the grain, the extra vehicles must be idle during the remaining nine or ten months of the year. I have well considered the point, and I am bound to say that in the interests of the department such a procedure ought not to be adopted. It will be better that the public and the department should suffer some inconvenience in working the grain traffic, than that the department should add wagons to its stock, which for so large a portion of the year would earn no revenue, and only servo to block up the sidings. The insufficiency of engine-power has also been felt in this district, but that also was chiefly during the grain season. The engines which have lately arrived, and those which are now under order, will amply supply all tho normal requirements of the traffic. Considerable interruption to the traffic has been caused during the pear by floods, and the revenue has undoubtedly suffered thereby. The section Waitati to Waikouaiti was closed in July, 1878, for ten days by a slip consequent on the floods in that locality. In the same year traffic south of Balclutha Bridge was entirely suspended, from 26th September to 29th October, by a flood, which overspread the country and did enormous damage. Large portions of the embankments and much ballast were carried away ; flood-water openings and station buildings and platforms were also much damaged. On the 2Sth Juno, 1579, and following days, serious floods again occurred, and on the North line as far as Oamaru, the South line as far as Milton, and the Lawrence Branch, traffic was entirely stopped. The Outrani Branch also will be unfit for traffic for some time to come, the bridge across the Taieri at Outrani having been seriously damaged, and now showing symptoms of settling down. Invercargill Section. Maintenance. —The line has been well maintained, and the station and other buildings and appliances are in good condition, with the exception of those at the Bluff, which are in a somewhat dilapidated state. On the Bluff-Invercargill Section a new siding to the Invercargill jetty has been put in, and another through road to the Bluff Wharf has been laid. The sand embankments are being gradually faced with stone. Water services have been erected at the Bluff and at a point midway between that station and Invercargill. Invercargi.ll-Kingston Section. —This line was rendered complete by the opening, on the 10th July, of the length Fairlight to Kingston, S miles 60 chains. Much damage was done on the Athol-Kingstou

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line by a flood ; and the cost of repair, £2,000, has been debited to maintenance, which has told heavily against working expenses. Considerable damage, wdn'eh has rendered the construction of a new pier and other work neeessarjr, was also done to the bridge at 56 miles 20 chains. Bock-work protection to the other piers has also been found necessary, the scour of the river having w rashed out the shingle, to a great extent leaving the piles unprotected. A seventh-class station has been erected at Harrington. The station buildings and other structures are generally in good condition. The Eiverton Branch wras handed over by the Construction Department and opened for traffic on the 9th June ; but the line, in respect of station buildings and appliances, is still in an incomplete condition. The 28-lb. rails are too light for our ordinary rolling-stock, and, unless light stock specially adapted for these rails is procured, it will be necessary to give effect to the recommendation already submitted to you that these light rails be immediately replaced by 40-lb. rails, a measure which I consider imperative if the branch is to be worked under ordinary conditions of security. Invercarrjill-Clinton. —New sidings have been put in at Edendale, Gore, and Clinton. Shelter sheds have been erected at Ellis Road and Morton Mains. Water-services have been established at the 28th mile cutting, Waipahi and Clinton, the former being supplied by gravitation. The cost of maintenance on this section has been much increased by the heavy ballast trains which have passed over the line for the Construction Department, and by the expenditure for repairs rendered necessary by the floods. Locomotive. —The engines, carriages, and wagons in this district have been maintained in a condition of perfect efficiency during the year. Four new engines of D class were received and erected in October, and one of them has since been transferred to Dunedin, as has also one class F engine. The fol.'owing engines have been overhauled and extensively repaired : No. 1, class O ; Nos. 11 and 12, class E, the latter having been previously working for the Construction Department. Other engines have undergone slight repairs. No. 17, class D, and No. 6, class D, have been and are now employed by the Construction Department. Five new goods brake vans have been received, and two of them transferred to the Dunedin Section. Eight timber trucks, 4 horse boxes, and 4 cattle trucks also have been received. Three first-class, 5 composite, and 5 second-class carriages have been scraped and varnished, and all necessary repairs to both carriages and wagons have been executed. Traffic. —The establishment of through communication with Dunedin and Christchurch by the opening, on the 23rd January last, of the line between Balclutha and Clinton has undoubtedly had a marked effect in respect of increasing the traffic, both through and local, of this district; as has also the opening of the Eiverton line on the 10th June. Now that the line is one continuous trunk line from the extreme northern to the extreme southern limit, and the traffic is of necessity worked as a whole, without any distinction of districts, I can only furnish particulars of the aggregate traffic and earnings of the line ; but there can be no doubt that each district, in its degree, has a title to take credit for the large increase which is exhibited. This district, in common writh the others, has laboured under the disadvantage of several temporary suspensions of the traffic. Between Elbow and Kingston a heavy fall of snow, which commenced on the 30th June, 1878, caused a flood, which resulted in a prolonged discontinuance of the traffic. Hardly was this difficulty surmounted when communication was again interrupted by floods, which caused another suspension of traffic, and did much damage. No less than 69 miles of railway were closed by this casualty. Another interruption of the traffic was caused in July, 1878, between Gore and Clinton, by a heavy fall of snow. That the revenue has suffered by these prolonged suspensions of the business of the railway there can be no doubt, and the cost of repairing damages has largely increased the charge for maintenance. Several branch lines now in course of construction in this district are expected to prove useful feeders to the main line, aud will doubtless in time make a fair return for the cost of construction and working. During one portion of the year some inconvenience was caused, as in the other districts, by the inadequate supply of trucks, but the pressure proved to be only temporary, and the stock seems to be sufficient for the normal requirements of the line. At the Gore Station additional siding and general accommodation is required. At Elbow also an extension of station appliances is necessary. Some inconvenience has been caused by the want of a ladies' waiting-room and appliances at Oreti. Important changes in the arrangement and timing of the trains in this district have been made, and have promoted the convenience of the travelling public. Greymouth Section. On the Greymouth-Brunnerton line works of some importance have been executed during the year beyond the actual maintenance. Three miles of embankment, which in some places was not more than 9 feet wide, in some places even less, were made wider. A heavy work also, for the staff employed, involving the alteration of 2 bridges and 4 curves, was executed. The curves which, being only 5 chains radius, were difficult and dangerous to work, have been eased, and the embankment widened. The line also about a mile out of Greymouth has been considerably improved, a stiff gradient having been lowered and the curves eased. For several chains a new and better line has been adopted. A retaining wall 18 feet high, which was showing signs of failure, has been abandoned, and a new rock embankment formed to carry the line. The 40-lb. rails are wearing out rapidly, and many new rails have been put in. The joints used (Ibbotson's) the General Manager reports to be "of very little use." Since the opening of the line 15 curves have been altered and 3 entirely abolished.

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The railway wharf is in a state of good repair. The rails have been lifted and relaid in order that the working of the coal-shoots might be conducted with greater economy and despatch. I may mention that since the alterations were completed one vessel took on board ISO tons of coal in six hours, and the steamer " Grafton " took on board 186 tons in three and a half hours. The crane-shoots and coal-shipping appliances are in efficient condition, but further coal-wharf accommodation is urgently required. All the additions and improvements executed during the year have been charged against maintenance, although much of the work was properly debitable to construction, and this has told heavily against working expenses. Proper station accommodation is urgently needed, both at Brunner and Greymouth, the line generally having been handed over to this department in a most unfinished condition. The locomotives have undergone heavy repairs, and are in good running order. The carriages and wagons have also received careful attention, and all of them are available for work. This line has carried during the past year 39,427 tons of goods and minerals, as against 36,065 tous during the previous year, showing an increase for the year of 3,362 tons. It is in the best position financially of any railway in New Zealand, the working expenses being only 5337 per cent, of the receipts. Westport Section. A considerable amount of work beyond actual maintenance has been carried out on this section also. The embankments between Westport and Waimangaroa have been made 2 feet wider. The Westport Station-yard has also been improved. The line between Ngakawau and Waimangaroa, 8 miles 56 chains, the traffic on which was trifling and very unprofitable, has been closed during the whole year, a measure which has been productive of a considerable saving. A workshop has been erected. The 12-ton crane, which was brought from Greymouth, has been profitably employed, among other work, in removing snags from the river, the navigation of which is much improved thereby. The works of the Westport Colliery Company are being pushed forward. The Koranui Company is also earring on operations to open out its mine; and, if these two undertakings get into successful working, the traffic receipts of the railway will soon show a marked improvement. The locomotives have been fitted with bogies and cabs, have been thoroughly overhauled, aud the boilers tested and painted, &c. The carriages and wagons also have received due attention, and the whole are in thorough working order. The traffic over this line has hitherto been very light, the earnings having been insufficient to meet working expenses, notwithstanding that the most rigid economy has been practised. I trust, however, that the opening up of the coal mines above referred to will alter this state of things, and that next year's report will exhibit much more favorable results. The goods and minerals carried during the year amounted to 5,656 tons, against 5,888 tons in the preceding, showing a decrease of 202 tons. The number of passengers carried shows a large increase. Nelson Section. This section has been well maintained during the year. Portions of the embankments have been widened and the line in several places reballasted ; the bridges also have undergone heavy repairs, and all of them have been tarred. A loop siding has been put in at Bishopdale, and has proved a great convenience in working the traffic over the incline. A wheel lathe and a small stationary engine have been erected and are doing good service, but tho covering over them is only of a temporary nature. Proper workshop accommodation is urgently needed, and an amount has been placed upon the estimates for the purpose. The locomotives, carriages, and wagons have been well attended to and are in thorough working order. A third locomotive, similar to those now in use, is about to be shipped to this section from one of the southern ports. There has been an increase in the traffic, and although not very marked it has been steady, and will noj doubt be maintained. The Port extension, which will shortly be ready, may be expected to produce additional revenue. The number of passengers carried during the year was 65,390, as against 40,811 for the previous year, showing an increase of 24,579. The goods and minerals carried in the year amount to 13,830 tons, against 8,579 tons carried in the previous year, showing an increase of 5,251 tons. Picton Section. This section has been worked with the strictest regard to economy, the result being that for the past year the working shows a balance of profit. Although there has been a considerable reduction in the staff, the line has been well aud carefully kept. In addition to the ordinary maintenance, sundry works have been executed. The steep gradients, 2 miles from Picton, have been lowered, so that a much heavier load can now be taken than was formerly possible ; and the engine coming to a stand, which was formerly a common occurrence, is. now a thing of the past. The embankments, some of which were so narrow that the ends of the sleepers projected over the slope, have been widened. Three curves have been entirely removed, several, which varied from 6 to 8 chains' radius, have been altered to 25 chains, and one sharp curve has been so much improved that it is now 70 chains' radius. The bridges have been repaired and tarred, and some new sleepers laid.

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Each of the four-wheel locomotives has been fitted with a bogie and cab, and generally repaired, and the locomotives are now in a thoroughly efficient condition. The carriages and wagons have also received proper attention, and, as the former had for some years been exposed to the weather and had become much defaced, no carriage shed having been provided, they are now being painted and varnished. The number of passengers carried during the year was 25,510, against 18,488 carried tho previous year, showing an apparent increase of 7,022; but this increase is subject to a large deduction on account of the different mode in which the return tickets have been dealt with this year. The tonnage of goods and minerals carried during the year exhibits a considerable decrease. General. A much larger number of trains having been placed upon the road since the opening of the through line, experience has clearly demonstrated the necessity for a complete and independent system of railway telegraphy. The public telegraph, it has been found, affords the department very little assistance in the handling of trains, the time occupied in the transmission and delivery of a message not unfrequently exceeding that occupied in the running of a train over the same distance. The successful working of a large traffic, even where the service is performed without a hitch, demauds special ability and experience. Crossing-places for trains running in opposite directions have to be provided, and the failure of a single engine may cause a complete dislocation of all the arrangements, puts all skill and all experience at fault, and produces a general block throughout the system. In such a case tho telegraph, if entirely at the disposal of those who control the traffic, and immediately available, becomes invaluable in enabling the management to ascertain at once the locality of a disabled train, to send prompt assistance, and to rearrange without delay the disorganized trains. Our Railway Telegraph Department, as established upon my recommendation some months ago, is in the way of supplying this want. It is under the charge of an officer wdio has had considerable railway telegraph experience in England, and it has so far done good service. I look forward with interest to the time —not far distant, I hope—when the complete establishment of the system will bring all our stations into direct mutual telegraph communication. Young men are being specially trained for the combined railway and telegraph business, and will be competent for the duties whenever their services are required. The absolute block system, wherever introduced, has given excellent results in rendering the difficult portions of the line —as those on either side of Dunedin, and the Lytteiton tunnel—perfectly safe. A more general adoption of the system, which can only be effected when the fixing of the wires is completed, will conduce much to the safe and efficient working of the line. The through passenger trains proposed in my last report have now been at work several months with good results as regards revenue. They have been fairly patronized, and have kept very good time. The journey between Christchurch and Dunedin occupies 10 hours 55 minutes, and between Dunedin and Invercargill 6 hours 30 minutes, suitable stoppages for refreshment being arranged in both cases. Mail carriages have also been provided, with the necessary conveniences for sorting letters, &c, and a mail officer travels in charge. Eight of the carriages running in these trains have been fitted with double bogies, and, in consequence of the marked superiority in point of comfort in the carriages so improved, over the ordinary carriages, they are in great request by tho public. Although we have carried 2,018,571 passengers during the year accidents have been few. Such casualties as have occurred were mainly, if not entirely, the result of want of caution on the part of the sufferers, and in no case has blame been attributable to the department. A concrete tank has been provided in the Christchurch yard for the storage of water, to be used in case of fire. It contains 56,000 gallons, and is supplied by four artesian wells. A powerful steam fire-engine is kept ready for immediate use, and an efficient brigade has been organized, the members of which, with a view to encourage esprit de corps among them, and to render the service popular, have been provided with uuiforms. The traffic on the Amberley to Bluff system shows a very large increase. The number of passengers carried during the year, counting each return ticket as two passengers, was 1,878,327, and the number carried the previous year was 1,064,920. In the last-named year a return ticket was counted as one passenger. Calculating the figures for 1878-79 on the same basis the number will be reduced to 1,265,708, and the increase for the year will be 200,785. The goods and minerals carried during the year amount to 889,903 tons, against 679,529 tons carried in the preceding year, or an increase of 210,374 tons. The live stock carried during the year numbers 159,975 head, against 114,872 head in the previous year, showing an increase of 75,103 head. The amount for compensation paid during the year was only £1,227 7s. 6d. A few alterations have been made in the tariff during the year, but the changes have all been reductions. The amount expended to date in the construction of the Middle Island Railways now open for traffic is £5,757,188. The excess of earnings over expenditure on the several sections—the net revenue —is £172,682 75., which is equivalent to about 3 per cent, on the cost. I would here beg leave to draw your attention to the large amount of work which is performed by this department gratuitously. We carry the mails free, and the officers and employes of the Public Works Department: the Police Department also travel free; and for the conveyance of the Volunteers during the year we have not had credit, although it was arranged that they should be paid for. Then the large quantities of material which are conveyed over the line for the Public Works Department are carried at half-rates, which do not pay actual working expenses. As regards the mails, I have already stated in a memorandum which I submitted to you on the 10th June that in the neighbouring colonies this service is paid for, and that, if this department were

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remunerated for the carriage of the mails at the lowest rate adopted in Australia, about £10,000 would be added to our revenue on that head alone. Credit is also given for the other items of service referred to above. I have no certain data to guide me, but, inasmuch as the proceeds of such work if credited to the department would be all clear profit, I have no doubt that a change of system in this respect would exhibit largely-improved results on our working ; and I submit that, as our balance-sheet goes forth to the world, and is subject to criticism and comparison at least in the neighbouring colonies, it behoves us to place the matter in the most favourable light. I have very much pleasure in acknowledging the very valuable and hearty assistance which I have received from the Engineers —Resident and Locomotive —and Managers, and the other officers, and from the employes generally, in carrying on the work of this department. Attached hereto you will please find the following tables: — Statement showing Number of Miles Opened for Traffic during the year ... ... ... ... ... ... ... Table A. Statement of Earnings and Expenditure ... ... ... „ B. Statement of Passenger and Goods Traffic, &c. ... ... ... „ C. Statement of Accounts, Middle Island Railways ... ... „ D. Statement of Wages paid ... ... ... ... ... „ E. Statement of Eevenue and Expenditure for Wharves ... ... ~ F. Return of Accidents ... ... ... „ G. Detailed Statement of Cost of Maintenance, Christchurch Section „ H. Report of trial of Native Coal in Locomotives, Christchurch Section ~ I. Statement showing Quantity and State of Rolling-stock on tho Middle Island Railways oil 30th June, 1879 ... ... „ K. I have, &c, Wm. Conyers, The Hon. the Minister for Public Works. Commissioner of Railways, Middle Island.

TABLE A .—APPENDIX M. NEW ZEALAND RAILWAYS.—MIDDLE ISLAND. STATEMENT showing the NUMBER of MILES OPENED for TRAFFIC during the Year ending 30th June, 1879.

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Designation of Line or Branch. Date Opened for Traffic. Length. Remarks. JnBisTcnuECH, Dunedin, and Invebcaegih. Section — Fairlight to Kingston ... Waikouaiti to Palmerston Balelutha to Clinton ... Makarewa to Riverton... Puki-iviti to Shag Point M. ch. 16th July, 1878 ... 7th September, 1878 23rd January, 1879... 10th June, 1879 ... 19th June, 1879 ... 8 60 9 3 21 3 17 40 1 67 Total opened 58 13

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TABLE B.—APPENDIX M. NEW ZEALAND RAILWAYS, MIDDLE ISLAND.—COMPARATIVE STATEMENT of EARNINGS and EXPENDITURE, Twelve Months ending 30th June, 1879. EARNINGS.

Coaching. Merchandise. Sections. Miles Open. I st and 2nd Class Season Tickets. Total Xs Luggage and Parcels. Total Coaching. Total Merchandise. Recoveries. Gross Total. Passengers. Wharfage. Rents, &c. Miscellaneous. Goods. £ s- d. 577,360 9 2 1878-79. Christchurch, Dunedin,and Invercargill Greymouth Westport Nelson Picton I I Passengers. 24I.7S 6 7 9 £ s. d. 5.494 16 9 £ s. d. 247,251 4 6 £ s- d. 17,511 9 2 £ s. d. 264,762 13 8 £ s. d- £ s. d. S,23i 13 8 £ s. d. 11,588 18 I £ *• d. 295,518 1 3 £ s- d. 312,338 13 o £ s. d. 259 2 6 747. 8 19 20 18 i,63S r9 4 750 6 9 4.361 13 7 1,930 17 o 5° 4 6 19 0 0 211 20 S3 o o 5.828 3 3 1,686 3 10 769 6 9 4.572 15 7 1,983 17 o 256,263 7 8 6l 19 9 28 4 6 81 17 9 60 18 1 i,748 3 7 797 11 3 4.654 13 4 2,044 15 1 274,007 16 11 2,031 3 2 890 3 3 778 1 9 6" 7 6 377 2 8 136 13 7 42 12 o 38 18 11 4,695 18 o 855 17 5| 2,414 o 8 2,408 14 9 7,104 3 10 1,889 1 9 2,456 12 8 3.225 15 S 8,852 7 S 2,686 13 o 7,111 6 o 5,270 10 6 601,281 6 1 ... Totals 812 25 0.43S 4 5 17.744 9 3 3.699 8 2 5,238 1 2 j 12,184 5 3 305,892 12 1 327,014 6 8 259 2 6 1877-78. Christchurch, Dunedin, and Invercargill Greymouth Westport Nelson Picton 689 178,375 o 11 4,740 6 8 183,115 7 7 9,003 12 o 192,118 19 7 19,136 11 11 226,723 18 Oj I 245,860 9 11 8,010 10 o 445,989 19 6 8 19 20 18 1,304 17 4 469 12 9 3.984 IS 4 1,939 4 10 186,073 11 2 75 7 6 150 6 11 62 15 o 5,028 16 1 1,380 4 10 469 12 9 4.135 2 3 2,001 19 10 261 4 3 12 8 5 68 9 o 69 8 6 1,641 9 1 482 1 2 4.203 11 3 2,071 8 4 2,415 o 11 277 16 6 708 12 6 ... 127 8 1 20 o o 49 3 9 4,579 3 o 602 19 3 1,936 10 6 2,211 6 1 236,053 16 10 7,121 12 o 900 15 9 1,985 14 3 2,919 18 7 258,788 10 6 8,763 1 1 1,382 16 11 6,189 5 6 4,991 6 11 467,316 9 11 ... ... Totals 754 191,102 7 3 8,010 10 o 9.4IS 2 2 200,517 9 5 3,401 9 11 - 19,333 3 9 EXPENDITURE. Sections. Maintenance. Locomotive Power. Repairs, &c, Carriages and Wagons. Traffic Expenses. General Charges. Sundries. Total. 1878-79. Christchurch, Dunedin, and Invercargill Greymouth Westport ... ... Nelson Picton £ s. d. 144.974 2 9 1,205 8 4 1,4°S 9 7 1,738 8 10 1,953 6 10 95.54o 17 2 864 19 1 65S 16 4 2,036 19 3 1,239 iS " £ s. d. 25,000 14 5 226 11 8 142 o 11 426 15 o 122 5 11 £ s. d. 129,052 8 6 1,876 10 o 785 19 11 1,228 10 11 911 12 5 £ s- d. 13.781 4 3 S43 IS 2 417 S o 591 16 1 614 1 4 £ s. d. 1,227 7 6 6 18 2 2140 6 13 10 £ s. d. 409,S/6 14 7 4.724 2 5 3.42 7 !S 9 6,029 3 11 4,841 2 5 Totals 151,276 16 4 1,262 3 6 428,598 19 1 100,338 7 9 25,918 7 11 133.855 1 9 15.948 1 10 1877-78. Christchurch, Dunedin, and Invercargill Greymouth Westport Nelson Picton 94,208 19 1 1.642 3 S 333 "4 2 2,177 9 10 2,231 2 8 72,142 13 3 953 18 1 488 19 9 1,823 8 o 990 13 6 15,082 14 6 3S3 9 11 1556 245 !9 7 •35 13 7 109,408 17 3 2,195 14 6 516 7 2 1,103 12 S 1,161 7 7 11,073 '6 6 592 18 2 385 9 o S47 4 6 555 2 11 1,588 5 4 9 11 4 600 303.505 S 11 5.738 4 1 1,749 6 11 5.903 14 4 S.074 o 3 Totals 321,970 11 6 100,593 9 2 76,399 12 7 15.833 3 1 114,385 18 11 »3.IS4 " 1 1,603 16 8

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TABLE C.— APPENDIX M. NEW ZEALAND RAILWAYS, MIDDLE ISLAND. COMPARATIVE RETURN of PASSENGER and GOODS TRAFFIC, NUMBER of TRAINS RUN and MILES TRAVELLED, for Year ended 30th June, 1879.

Sections. a. O a Passenger: s M r 1 a, rt t ft. tj £ « 55 E o 0 ft, 6 •a o o e E 6 O o -5 5.S Trains. Passenger and Mixed. Mil les Travelled by Trail Total. 1 st Class. 2nd Class. Total. Passenger and Mixed. Goods. Total. Goods. Total Train Miles. Shunting Ballasting, &c. 1878-79. Christchurch, Dunedin, and [ Invercargill J Greymoutb Westport Nelson Picton No. No. No. No. No. No. No. No. No. No. T Tons. Tons. I Tons of 500 super. [feet each. Tons. Tons. Tons. No. No. No. No. No. No. No. No. 747 460,241 1,418,086, 1,878,327 4,450 1,691 6,711 I 6,154 162,520 14,846 206,661 29,979 129,834 229,885 35,670 258,374 53,3l6 2,322 1,994 I,l8l 896 1,836, 1,834 1,065; 1,284 264,778 59,324 15,558 68,874 1,336,207 353,383 1,689,590: 536,291 2,225,881 8 9,820 494 ii,349 6,089 25,190 14,140 S4,04i 19,421 3S,oio '4,634 65,390 25,510 64 2 2 10 18I 5 89 354 884 3 4 38 62 36,357 3,326 3,354 3,377 748 1,179 3,465 8,444 1,994 896 i,933 1,284 15,452 12,577 35,733 22,630 15,452 12,577 36,097 22,630 S,S24 2,895 2,926 3,577 20,976 15,472 39,023 26,207 19 20 18 221 9 4 4 6 8 9 4 I,6lO 922 146 21 ... 99 364 45 ... Totals "I 812 487,993 ■.530,878 2,018,871 4,782 1,706 6,729 6,195 163,852 '4,953 253,075 29,979 143.670 232,417 35,837 15,657 74,981 1,422,599 353,747 1,776,346 551,213, 2,327.55' —- ! ' ' I ■ 1 1877-78. Christchurch, ") Dunedin, and > Invercargill ) Greymouth Westport Nelson Picton 689 252,723 6,958 850 9,142 3,924 812,197 23,240 3,880 31.669 14.564 1,064,920 30,198 4,739 40,811 18,488 3,97° 49 963 7 5,032 1 2,416 94,435 11 83 I3S 618 12,989 2 11 69 170,992 31,820 5,352 2,550 2,556 "0,538 1,589 80 2,428 9,569 166,432 26,340 14 205, 227J 30,766 2,642 1,968 456 214 2,456 i,7" 597 i,4/6 5>°'4 35,/8o 1,968 214 i,7" i,476 1,187,662 i5,57i 7,184 34,006 26,282 151,062 1,338,724 i5,57i 7,184 34,006 26,282 450,U4 2,6o:j 1,218 1,788,838 18,174 8,402 34,006 30,32+ 8 19 20 18 142 47 7 11 3 7 19 967 584 "178 18 ... ... 4,042 ... Totals 754 273,597 5,044 2,445 95,282 13,071 213,270 I 124,204 167,983 26,550 2ti,378|36,i35 5>OI 4 41,149 1,270,705 151,062 1,421,767 457,9771,879,74885,550 1,159,147 4,208 977

TABLE D. —Appendix M. new zealand railways (middle island). Statement of Accounts foe the Year ending 30th June, 1879. CHRISTCHURCH, DUNEDIN, AND INVERCARGILL SECTION. Dr. £ s. d. Cr. £ s. d. £ s. d. To Earnings,— By Payments into Public AcCash in hand and outstanding, July I, count, June 30, 1879 ... ... 633,397 o 7 1878 ... ... ... ... 14,217 11 3 Less Refunds for WharfPassengers, Parcels, Goods, &c, June 30, ages, Arc. ... ... 52,686 18 6 1879 ... ... ... ...577,101 6 8 Less Refunds of Revenue... 8,540 18 5 61,227 16 11 Deduct unpaid Balance of Wharfages for year 1877-78 ... 1,186 3 o 60,041 13 11 573,355 6 8 Cash in hand and outstanding, June 30, 1879 18,042 1 6 Less amount of Transfer Vouchers in Treasury Books, but not entered in Railway Departmental Accounts ... 78 10 3 17,963 11 3 £591,318 17 11 £591,318 17 11 To Amount paid into Public £ s. d. By Expenditure, June 30, 1879 ... 409,576 14 7 Account, June 30, 1879 ... 633,397 ° 7 By Balance towards payment Less Cash in hand and of Interest ... ... ... 167,783 14 7 outstandings, July I, 1878 ... ... 14,217 11 3 Less Refunds for Wharfages, &c, June 30, 1879 60,041 13 11 74.259 5 « 559,37 '5 5 Cash in hand and outstanding, June 30, 1879 18,042 1 6 Less amount of Transfer Vouchers in Treasury Books, but not entered in Railway Departmental Accounts ... 78 10 3 17,963 11 3 577,101 6 8 Recoveries ... ... ... 259 2 6 £577,360 9 2 £577,360 9 2 GREYMOUTH SECTION. Dr. £ s. d. [ Cr. £ s. d. To Earnings,— 1 By Amount paid into Public Account, June 30, Cash in hand and outstandings, July i, '879 ... ... ... ... 8,781 211 1878 ... ... ... ... 46 2 5 Cash in hand and outstandings, June 30, Passengers, Parcels, Goods, &c, June 30, 1879 ... ... ... ... 117 611 1879 ... ... ... ... 8,852 7 5 £8,898 9 10 £8,898 9 10 To Amount paid into Public £ s. d. By Expenditure, June 30, 1879 ... ... 4,724 2 5 Account, June 30, 1879 8,781 2 11 Balance towards payment of Interest ... 4,128 5 o Less Cash in hand and outstandings, July 1, 1878 ... ... 46 2 5 8,735 o 6 Cash in hand and outstanding, June 30, 1879 ... 117 6 11 £8.852 7 5 £8,852 7 5 WESTPORT SECTION. Dn. £ s. d. j Cr. £ s. d. £ s. d. To Earnings,— By Amount paid into Public Cash in hand and outstandings, July i, Account, June 30, 1879 ... 2,621 16 4 1878 ... ... ... ... ... Cash in hand and outPassengers, Parcels, Goods, &c, June 30, standing, June 30, 1879 83 4 2 1879 ... ... ... ... 2,686 13 o Less amount of Transfer Vouchers in Treasury Books, but not entered in Railway Departmental Accounts ... 18 7 6 64 16 8 £2,686 13 o £2,686 13 o

100

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WESTPORT SECTION— continued. Dr. £ s. d. £ s. d. Cr. £ s. d. To Amount paid into Public By Expenditure, June 30, 1879 ... 3,427 15 9 Account, June 30, 1879 ... 2,621 16 4 Cash in hand and outstanding, June 30, 1879 83 4 2 Less amount of Transfer Vouchers in Treasury Books, but not entered in Railway Departmental Accounts ... 18 7 6 64 16 8 To Loss ... ... ... ... 741 2 9 _£jj427_Js 9 £3,427 '5 9 NELSON SECTION. Dr. £ s. d. Cr. £ s. d. To Earnings,— By Amount paid into Public Account, June 30, Cash in hand and outstanding, July I, 1879 ■•• ••• ••• ••• 7>123 2 8 1878 ... ... ... ... 32 19 11 : Cash in hand and outstanding, June 30, Passengers, Parcels, Goods, &c, June 1879 ... ... ... ... 21 3 3 3°, 1879 •■■ ••• •■• 7.'" 6 o £7>'44 5 " £7,44 5 " To Amount paid into Public £ s. d. By Expenditure, June 30, 1879 ... ... 6,029 3JI Account, June 30, 1879 7,123 2 8 Balance towards payment of Interest ... 1,082 2 1 Less Cash in hand and outstanding, July 1, 1878 32 19 11 -— 7.090 2 9 Cash in hand and outstanding, June 30, 1879 ... ... ... ... 21 3 3 £7,111 6 o £7.1" 6 o PICTON SECTION. Dr. £ s. d. Cr. £ s. d. To Earnings,— By Amount paid into Public Account, June 30, Cash in hand and outstanding, July 1, 1879 ... ... ... ... 5,289 10 3 1878 ... ... ... ... 56 10 9 Cash in hand and outstanding, June 30, Passengers, Parcels, Goods, &c, June 30, 1879 ... ... ... ... 37 11 o 1879 ... ... ... ... 5,270 10 6 £5.327 1 3 : £5,327 1 3 To Amount paid into Public £ s. d. By Expenditure, June 30, 1879 ... ... 4,841 2 5 Account, June 30, 1879 5,289 10 3 Balance towards payment of Interest ... 429 8 1 Less Cash in hand and outstanding, July 1, 1878 56 10 9 5.232 19 6 Cash in hand and outstanding, June 30, 1879 ... ... ... ... 37 " ° £5,270 10 6 £5.270 '° 6 Summary of Accounts for the Year ending 30tii June, 1879. Dr. £ s. d. | Cr. £ s. d. £ s. d. To Cash in hand and outstandings, July i, By Payments into Public AciB;B ... ... ... ••• M.353 4 4 count, June 30, 1879 ...657,212 12 9 Passengers, Parcels, Goods, &c, June 30, Less Refunds of Revenue 1879 ... ... ... ...601,022 3 7 and Wharfages ... 60,041 13 11 597,170 18 10 Cash in hand and outstandings, June 30, 1870 ... ... 18,301 6 10 Less amount of Transfer Vouchers in Treasury Books, but not entered in Railway Departmental Accounts ... 96 17 9 18,204 9 1 £"'5.375 7 " £"15.375 7 I' To amount paid into Public Ac- £ s. d. By Expenditure, June 30, 1879 ... 428,598 19 1 count, June 30, 1879 ... 597,170 18 10 Balance towards payment Less Cash in hand and of Interest ... ... ... 172,682 7 o outstandings, July 1, 1878 ... ... 14.353 4 4 582,817 14 6 Cash in hand and outstandings, June 30, 1879 ... ... 18,301 6 10 Less amount of Transfer Vouchers in Treasury Books, but not entered in Railway Departmental Accounts ... 96 17 9 18,204 9 1 601,022 3 7 Recoveries to Vote ... ... 259 2 6 £601,281 6 1 £601,281 6 1

101

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102

TABLE E.—APPENDIX M. NEW ZEALAND RAILWAYS, MIDDLE ISLAND. RETURN of the Total Amounts Paid for WAGES in the different Branches of the Railway Department, Christchurch to Dunedin and Invercargill Section, for the Year ending 30th June, 1879.

RETURN of the Total Amount Paid for WAGES in the different Branches of the Railway Department, for the Year ending 30th June, 1879.

ABSTRACT of the Total Amount Paid for WAGES in the Traffic, Permanent Way, and Locomotive Branches, for the Year ending 30th June, 1879.

Year. Traffic Branch. Year. Permanent Way Branch. Year. Locomotive Branch. 1879 1878 £ s. d. '110,989 4 6 97,447 6 o Inerease ... 13.541 18 6 1879 1878 £ s- d. tio4,745 8 s 74,665 6 9 Increase ... 30,080 1 8 1879 1878 £ s. d. +47.37I 5 9 52,361 2 1 Decrease ... 4,989 16 4 * Includes traffic ar t Includes raainten; + Includes locomoti' id general ince of we re running charges. iy and works. j repairs, and carriage and wagon renewals and repairs. BSTEiCT of the Total Amount Paid fc >r "Waoi 58 in the Traffic, Permanent Way, and Locomotire Branches, 1878-79. Year. Miles Open. Traffic. Permanent Way. Locomoitve. Total. Hem arks. •1879 1878 747 689 £ *■ d. 110,989 4 6 97,447 6 o £ *• <!• i°4.745 8 5 74,665 6 9 £ 47.37' 52.361 s. d. 5 9 2 1 £ s. d. 263,105 18 8 224.473 "4 10 58 I3.54I 18 6 30,080 1 8 38,632 3 10 4,989 16 4 Increase. Decrease.

Branch, AmberleyKingston Section. Nelson Section. Westport Section. Picton Section. Greymouth Section. Total. 1879. •Traffic •Permanent Way •Locomotives £ ■• d110,989 4 6 104,745 8 5 47,37i 5 9 £ s. d. 1,112 17 1 1,685 " 3 1,085 3 10 £ »■ d314 1 5 1,352 17 2 437 " 8 £ s. d. 824 19 10 1,878 18 1 536 10 o £ s. d. 901 4 9 ','73 16 5 820 15 9 £ s. d. 114,142 7 7 110,836 11 4 50,251 8 o 1878. 263,105 18 8 3,883 12 2 2,104 " 3 3,240 7 11 2,895 l6 » 275,230 6 11 rraffic... Permanent Way ... Locomotives 97,447 6 o 74,665 6 9 52,361 2 1 1.235 18 5 2,024 ° IO 1,058 18 6 'a 6 5 5 333 H 2 161 2 o 753 16 o 2,148 14 9 533 16 3 1,360 '3 3 i>557 9 1 910 14 1 100,953 19 1 80,729 5 7 55,025 12 11 Increase ... Decrease ... 224,473 '4 'O 4.3>8 17 9 651 1 7 3.43<> 7 o 3,828 16 s 236,708 17 7 38,632 3 10 i,453 9 8 38>5" 9 4 435 5 7 •95 >9 « 932 19 6

Miles Open. Traffic. Permanent Way. Locomotive. Total. Section. 1879)1878 •1879. 1878. *i8 79 . 1878. ♦1879. 1878. *i8 79 . 1878. imberleyKingston felson ... Westport... Picton jreymouth 747 20 689 20 X •■ d. 110,989 4 6 1,11217 1 3'4 " 5 824 19 10 901 4 9 £ s d. 97.447 6 o i,235 '8 5 '56 5 5 753 l6 o '.360 13 3 £ s. d. 104.745 8 5 1,685 " 3 ',352 '7 2 1,878 18 1 1,173 •<> 5 110,836 11 4 £ *■ d. 74,665 6 9 2,024 o 10 333 "4 2 2,148 14 9 1.557 9 ' 80,729 5 jri £ s. d. 47.37' S 9 1,085 3 10 437 "2 8 536 10 o 820 15 9 £ s. d. 152,361 2 1 1 1,058 18 6 ; 161 2 o 1 533 16 3 1 910 14 1 £ s. d. £ s. d. 263,105 18 8224,473 14 io 3,883 12 2 4,318 17 9 2,104 11 3 651 1 7 3,240 7 11 3,436 7 o 2,895 16 11 3,828 16 5 19 18 8 19 18 8 Total ... 812 7S4 114,142 7 7 100,953 l9 ' 275,230 6 n'236,708 17 7 50,251 8 o 55,025 12 11 Increase ... 13,188 8 6 30.107 5 9 38.5" 9 4 Decrease... 4.774 4 'i * Proportion of workshops wages chargeable to working expenses is not included in the figures given for 1879.

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TABLE F.— APPENDIX M. STATEMENT of REVENUE and EXPENDITURE for WHARVES for the Year ending 30th June, 1879.

TABLE G.—APPENDIX M. RETURN of the NUMBER and NATURE of ACCIDENTS to LIFE and LIMB which have occurred during the Year ending 30th June, 1879.

TABLE H.—APPENDIX M. DETAILED STATEMENT of EXPENDITURE Charged to MAINTENANCE of WAY and WORKS, Christchurch Section, New Zealand Railways.

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Wharf. Revenue. Expenditure. Percentage of Receipts >reymouth Vesport 'icton £ s- d. 2,031 3 2 890 3 3 804 1 1 £ s. d. 675 4 1 211 14 10 184 16 1 33'24 23-78 22-98 Totals 3,725 7 6 28-76 1,071 15 0 Tear e: ding 30th June, 1 178. Wharf. Revenue. Expenditure. Percentage of Receipts Jreymouth ... Vestport •icton £ s. d. 2,415 O II 277 16 6 708 12 6 £ s. d. 790 9 2 80 7 7 237 11 10 3273 2893 33'5S Totals 1,108 8 7 32-58 3,401 9 "

Passengers Kil lied or Injured. Servants of the Department or Contractor Killed or Injured. Persons Killed or From Causes beyond their own Control. From their own Misconduct or Want of Caution. From Causes beyond their own Control. From their own Misconduct or want of Caution. Injured while Crossing at Level Crossings. Trespassers. Workshops. Miscellaneous. Section. Killed. Injured. Killed. Injured. Killed. Injured. Killed. Injured. Killed. Injured. Killed. Injured. Killed. Injured. Killed. Injured Christchurch Dunedin Invercargill 3reymouth ,.. Westport ... kelson Picton 1 3 I 2 4 1 2 1 12 I I 13 I 1 1 I 1 5 Total ... 2 3 I 7 3 2 I 1 5

Proportion to Total Cost. *ost of Supervision tepairs of Permanent Way Sallasting iidings and Turntables irading Permanent-way Materials loads, Paths, &c. iridges, Culverts, &c. ■ences, Cattle-stops, Gates, &c. lignals... >anes, Weighbridges, &c... Watering Stations and Pumping Apparatus lepairs to Stations and Buildings fools and Implements Workshop Commission £ s. d. 2,689 17 10 32,705 18 1 i,94S 10 3 247 5 9 2,078 2 9 6,987 11 7 321 7 IO 6,163 4 3 3,137 1 2 403 2 8 244 11 4 1,386 9 8 4,155 *9 8 1,984 11 2 238 16 9 Per Centum. 3'4 41-2 2-4 03 26 8-9 0-4 7-8 3'9 °'S °'3 r8 5'2 2\5 03 Casualties as per Schedule attached ... Additions and Alterations as per Schedule attached 64,689 10 9 6,728 9 4 7,9i3 5 8 IOO Total Expenditure 79.331 5 9 IOO'O J. Henby Lowe Resident Eni ineer.

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SCHEDULE. Statement of Expenditure under Additions and Alterations and Casualties, from Ist July, 1878, to 30th June, 1879. Order Damages by Floods and Casualties. No. £ s. d. £ a. d. 62. Repairing breach north lino made by Waimakiriri ... ... 336 14 1 141. Repairing damage to north line by flood ... ... ... 481 4 6 165. „ „ „ ... ... ... 55 19 3 2QQ I » » » ••• ■•• ■•■ 1"1 1" ' 118. Repairs, Rangitata Bridge ... ... ... ... 4,422 3 8 50. Rockwork, Waitaki Bridge ... ... ... ... 214 18 10 69. Rockwork, Kakanui ... ... ... ... ... 60 3 9 7L Rockwork to secure south approach, Rangitata ... ... 262 12 3 74. Rockwork, Temuka Bridge ... ... ... ... 94 5 7 85. Rockwork, Waihoe ... ... ... ... ... 31 14 2 342. Repairing damage by floods, &c. ... ... ... ... 168 10 4 Miscellaneous casualties ... ... ... ... ... 468 7 4 6,728 9 4 Additions to Permanent Way and Works. Relaying main line ... ... ... ... ... 246 16 9 Renewal of permanent way, Oamarti District ... ... 594 17 10 Ballast-pits sidings ... ... ... ... ... 58 13 8 Ballasting Dromore Siding ... ... ... ... 24 14 0 Laying third line rails to Addington ... ... ... 81 6 4 Widening crossing, Mount Grey Road ... ... ... 39 11 10 New sleeper-adzing machine ... ... ... ... 140 0 0 Ballasting Eyreton Branch where not completed ... ... 135 0 0 New cattle-stops at level crossings ... ... ... 934 17 0 Enlarging Main Albury Branch ... ... ... ... 56 19 0 Alterations, culvert, Temuka ... ... ... ... 31 17 6 Reconstruction, Opawa Bridge ... ... ... ... 195 19 2 Removing gates and erecting cattle-stop, Pigeon's Crossing ... 49 4 4 Painting girder bridges, Addington to Rangitata ... ... 173 7 2 New water openings, Rakaia and Rangitata ... ... ... 160 12 3 Eeconstructing bridge, Hawkins ... ... ... ... 266 12 9 Raising embankments, north line ... ... ... ... 406 2 10 Additional span, Waimakiriri Bridge ... ... ... 65 9 4 Additional span 3 to bridges, north line ... ... ... 163 6 5 New pitching, Moeraki Port ... ... ... ... 74 6 8 Addition to siding, Elderslie ... ... ... ... 91 18 7 Setting back obstructions from main lino ... ... ... 118 13 5 Rockwork, Rakaia Bridge... ... ... ... ... 181 3 11 Trespass notice-boards ... ... ... ... ... 86 11 10 Additional waterways ... ... ... ... ... 77 0 0 Earth-filling, Cust ... ... ... ... ... 8 0 0 Ballasting Chertsey Siding ... ... ... ... 7 16 5 Relaying siding to goods-shed, Rangiora ... ... ... 4 7 2 Roads and drains, Christchurch yard ... ... ... 45 5 8 4,520 11 10 Additions and Improvements to Stations. Ballasting Temuka Station ... ... ... ... 131 7 0 New siding, Ashburton .., ... ... ... ... 193 12 3 Battery cabinet, Addington signal-box ... ... ... 16 3 11 Two signal-boxes, Christchurch ... ... ... ... 137 10 8 Covering in tank stands ... ... ... ... ... 80 17 8 Erecting cranes, Lincoln and Leeston .... ... ... 54 7 10 Water service, Swannanoa ... ... ... ... 46 9 0 Erecting forge, Christchurch ... ... ... ... 32 11 5 Removing water-tank, Rolleston ... ... ... ... 63 9 9 Shifting fence, Gasworks Road ... ... ... ... 19 7 6 New artesian well, Kaiapoi ... ... ... ... 74 0 6 Gathering boulders and breaking metal, Christchurch Station ... 231 18 5 Carried forward ... ...£1,08115 11 11,249 1 2

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Additions and Improvements to Stations —continued. £ s. d. £. a. d. Brought forward ... ... ... 1,081 15 11 11,249 1 2 Travelling lifts, Lytteiton goods-shed ... ... ... 74 5 7 Completing new station, Heathcote Valley ... ... ... 76 0 0 Lowering Addington platform ... ... ... ... 75 4 8 Lowering Sockburn platform ... ... ... ... 8 10 10 Lowering Heathcote platform ... ... ... ... 17 10 6 New front to Secretary of Railways'office ... ... ... 60 1 11 Renewal of house, Addington ... ... ... ... 99 12 10 Removal of gatehouse, Rakaia Bridge ... ... ... 63 9 9 New coalshed, Christchurch yard ... ... ... ... 68 0 7 Renewal stationmaster's house, Rakaia ... ... ... 48 6 0 New telegraph office, Ashburton (not finished) ... ... 93 12 11 New telegraph office, Chertsey (not finished) ... ... 85 14 4 New telegraph office, Eangitata (not finished) ... ... 40 11 6 Removal of Papanui Station ... ... ... ... 53 8 7 New tanks, Sockburn ... ... ... ... ... 20 15 2 New approach and gateways, Southbrook ... ... ... 35 6 3 New station, Hawkins ... ... ... ... ... 163 19 2 Repairs to Gladstone Pier shed ... ... ... ... 43 11 2 Engine-reversing siding, Oamaru ... ... ... ... 44 12 6 600 brass self-locking padlocks ... ... ... ... 125 16 3 New pump, Temuka ... ... ... ... ... 36 8 11 Lamp-room and store, Oamaru ... ... ... ... 29 16 10 Additional gas lamps, Oamaru Station ... ... ... 20 17 5 Three lamps, Christchurch yard ... ... ... ... 19 10 0 Completing goods-shed floor, Dunsandel ... ... ... 23 18 0 Lining signal-box, Eyreton Junction ... ... ... 17 3 1 Improvements to offices and dwellings, Traffic Department ... 267 3 8 Improvements to offices and dwellings, Permanent-Way Department ... ... ... ... ... ' ... 103 10 1 New drains, Christchurch yard ... ... ... ... 100 12 9 Deepening well, Glentunnel ... ... ... ... 16 11 11 Deepening well, Ashburton ... ... ... ... 22 9 6 Deepening well, Selwyn ... ... ... ... ... 12 7 0 Lining well, Ellesmere ... ... ... ... ... 17 11 11 Abyssinian well and pump, Moeraki ... ... ... 570 Abyssinian well and pump, West Eyreton ... ... ... 214 6 Removing water-service, Herbert to Maheno ... ... 9 11 1 Gravelling approach road, Herbert goods-shed ... ... 15 16 3 Miscellaneous ... ... ... ... ... ... 290 17 6 3,392 13 10 Total ... ... ... ... ... ... £14,641 15 0 Summary. Casualties, as above ... ... ... £6,728 9 4 Additions, Permanent Way ... ... £4,520 11 10 Additions, Stations ... ... ... 3,392 13 10 7,913 5 8 Total ... ... ... ... £14,641 15 0 J. Heicry Lowe, Resident Engineer.

20— E. 1.

105

TABLE I. —APPENDIX M. STATEMENT showing Number of Miles Run by Engine No. 88, Class K (Express), 12-inch cylinder, for a period of One Month, Engine burning Native Coal exclusively; average Consumption per Mile; and Cost in Pence compared with a similar period when Engine was burning Coal imported from New South Wales.

106

No. Mileage. Fuel Consumed, Cost. Average Consumption of Coal per Mile. Cost in Pence per Mile. Tons Hauled. Cost in Pence for Fuel per Ton per Mile. m :WCASTLE. 88 3.667 Cwts. 607 £ •• d43 17 7 i Lbs. 1853 2-87 178,170 '°59 88 2,674 702 28 1 2 ] NATIVE. 29-40 2'55 158,996 ■043 Balance in favour of native coal ('32d. per mile x 166,125 total mileage of Class K Engines, for ear ending 30th June, 1879), £221 10s. Fuel calculated —Newcastle, at 28s. lid. per ton; native, at 16s. per ton. Alison D. Smith, Locomotive Engineer. Statement showing Number of Miles Run by Engine No. 84, Class J (Heavy G-oods), 14-inch cylinder, for a period of Two Months, Engine burning Native Coal exclusively ; average Consumption per Mile ; and Cost in Pence compared with a similar period when Engine was burning Coal imported from New South "Wales. No. Mileage. Fuel Consumed. Cost. Consumer Coal Cost in Pence per ' per Mile. MlleTons Hauled. Cost in Pence for Fuel per Ton per Mile. NEWCASTLE. 84 7,335 Cwts. 2,113 £ s. d. Lbs. 152 '5 ° 32-26 499 982,298 •°37 NATIVE. 84 5,°75 1,830 76 14 o 4038 3-63 I 695,813 •026 Balance in favour of native coal (l'SGd. per mile X 204,070 total mileage of Class J Engines, for year ending 30th June, 1879), £1,169 lGs. Fuel calculated —Newcastle, at 28s. lid. per ton; native, at 16s. per ton. Alison D. Smith, Locomotive Engineer. Statement showing Number of Miles Eun by Engine No. 77, Class P, 10|-inch cylinder, for a period of Three Months, burning Native Coal exclusively; average Consumption per Mile; and Cost in Pence compared with a similar period when EDgine was burning Coal imported from New South "Wales. No. Mileage. Fuel Consumed. _J Cost. ConsumpUofof Coal Cost in M P. ence Per per Mile. MlIc* Tons Hauled. Cost in Pence for Fuel per Ton per Mile. NEWCASTLE. 77 9,820 Cwts. 1,446 i £ s. d. Lbs. 104 11 6 16-49 2'55 565 ,069 •040 NATIVE. 77 9.5°4 2.394 95 J5 3 28-21 2-41 647,909 .038 Balance in favour of native coal ('14d. per mile x 207,390 total mileage of Class F. Engines, for ear ending 30th June, 1879), £120 19s. 6d. Fuel calculated —Newcastle, at 28s. lid. per ton; native, at 16s. per ton. Alison D. Smith, Locomotive Engineer.

E.—l.

TABLE K.— APPENDIX M. STATEMENT showing QUANTITY and STATE of ROLLING-STOCK on the MIDDLE ISLAND RAILWAYS on 30th June, 1879.

107

LOi !OMi HIVES. 1 "E< o u I I d ob Class A. 3f C tn oog *rt fa u c Clasi B. a « i a* 6 u V) "w c 'on Class C. s si ;b u' c Class D. O 00 I Ej c 6 a o 5 u <e u c s* s to u i . S §" !£ o o u o w - II 'Eb ■ 1 •si JS-o §« "5 | ■§! 9 'Eb°o II <i 3! % & |1 S c II S3 Jl is |« Class L. a sf 15 •a" "H. a o \\ « o Is I d i Class N. M Zs. X II - C — o IJ r nj c c 'Eb | > Class 0. oj in f! o c ! c u .S* Class R. 3 s o I "E. o "I d 00 Class S. Description. a o d Class M. a oo Class P. Class E. Class F. Class G. Class H. Class jClass K. CnRISTOHTTEOH. ~n good order Undergoing heavy repairs ... Jndergoing light repairs !n course of erection II I I 6 7 I 4 5 5 1 3 2 I 1 40 2 2 | ... Total 12 I 6 i 8 4 6 S 1 3 3 1 DuNEDIN. .n good order Jndergoing lieavy repairs ... Jndergoing light repairs .n course of erection I I i 3 2 8 2 5 i 2 2 j 2 2 Total i i 5 I. 2 6 j i 2 4 31 Invercaegill. n good order Jndergoing lieavy repairs ... [Jndergoing light repairs ... n course of erection I 2 3 ... I ... i 5 i 13 I I I 2 ... I "' Total i I 3 3 I I l 6 Greymoutii. "n good order [Jndergoing heavy repairs ... Jndergoing light repairs n course of election 2 2 ... Total 2 ... Westtort. n good order Jndergoing heavy repairs ... Jndergoing light repairs [n course of erection 2 i ... ... Total I 2 2 Nelson. [n good order Undergoing lieavy repairs ... Undergoing light repairs "... n course of erection 2 2 ... ... Total 2 2 PlCTON. [n good order Undergoing heavy repairs ... Undergoing light repairs in course of erection 2 2 ... ... Total 2 ... I Grand Total 13 I 8 12 5 21 4 ... 6 8 i 4 IS 2 4 i 105

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108

Ceanes. Stationary. Travelling. Steam. Hand. Stei 1111. id. a) 1 O H a a s § o o o o H H H H +3 O a o (4 I c 43 O SS O — "S OD O CO § 4>T is o ■ 1 5 (4 00 SS o o 03 3 o oo § 3 •l'l a o | o § o H 00 SS o 3 o 43 O DO SS o -^ Ha i Cheistchuech. In good order... Under heavy repairs Under light repairs In course of erection In hands of contractors ... i i 5 I I 5 3 3 i 3 I 3 Dunedin. In good order... Under heavy repairs Under lighf repairs In course of erection In hands of contractors ... I 2 2 ... Invebcabgill. In good order... Under heavy repairs Under light repairs In course of erection In hands of contractors ... Greymouth. In good order Under heavy repairs Under light repairs In course of erection In hands of contractors ... I I I I I 2 Westpoet. In good order ... Under heavy repairs Under light repairs In course of erection In hands of contractors ... I I I I I Nelson. In good order ... Under heavy repairs Under light repairs In course of erection In hands of contractors ... 2 i i Picton. In good order ... Under heavy repairs Under light repairs In course of erection In hands of contractors ... 2 i I Totals ... I 2 5 8 2 4 IO 3 7 I 9 I ICE S. & a S3 Ph g .-> SO a B -sss § 1 A ■a a .s a £Ph OO & 3 CM a a o +^ n & a SS A -SS5 1 CS H Ja ChBISTCHUBCH. In good order 3 32 6 Westpoet. In good order ... 2 DUNBDIN. 12 1 Nelson. 2 In good order In good order ... Invebcakgill. In good order 1 17 Picton. In good order ... 2 Geeymouth. In good order 2 7 Totals 4 G'J

E.—l.

109

'UBNTABLES, eigh: IBIDGES, lini .ACHINES. Tumi labli a, We; iglf >rid ;es. Weighing Mi ;hini it. a o to is © ■ E o g £ E- -^ *3 43 as <d © a, a, oj «W *H O O CO HO "tf r4 a o SB n •3- 1 B o co C r. o 00 a o 1> E oo a o CO fa ■ 0 4-J CO 49 E 01 M i u rH IN i CI H o It) rH i o CO rH i o rH t-H I o o H i o 00 i so i i i 0» Cheistchubch. In good order >3 •5 7 «3 16 20| ,2 3! Dunedin. In good order 5 '3 Invebcabgill. In good order Greymouth. In good order In hands of Public Works ... I 1 1 4 r ••• 1 1 Westpoet. In good order I Nelson. In good order 2 Picton. In good order i ... 2 ... ... 2 4 Totah ... i i I I | 2 1\ ifil 27 3 2 37 8 9 8 3 4 «3 *4 ! 3 •4 i I 1 I 16 I By Authority: G-eoege DrDSBtrny, Government Printer, Wellington.—1879. •ice 3s. 9d.j 21—B. 1.

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PUBLIC WORKS STATEMENT, BY THE MINISTER FOR PUBLIC WORKS, THE HON. JAMES MACANDREW, THURSDAY, 7TH AUGUST, 1879., Appendix to the Journals of the House of Representatives, 1879 Session I, E-01

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PUBLIC WORKS STATEMENT, BY THE MINISTER FOR PUBLIC WORKS, THE HON. JAMES MACANDREW, THURSDAY, 7TH AUGUST, 1879. Appendix to the Journals of the House of Representatives, 1879 Session I, E-01

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PUBLIC WORKS STATEMENT, BY THE MINISTER FOR PUBLIC WORKS, THE HON. JAMES MACANDREW, THURSDAY, 7TH AUGUST, 1879. Appendix to the Journals of the House of Representatives, 1879 Session I, E-01

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PUBLIC WORKS STATEMENT, BY THE MINISTER FOR PUBLIC WORKS, THE HON. JAMES MACANDREW, THURSDAY, 7TH AUGUST, 1879. Appendix to the Journals of the House of Representatives, 1879 Session I, E-01

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PUBLIC WORKS STATEMENT, BY THE MINISTER FOR PUBLIC WORKS, THE HON. JAMES MACANDREW, THURSDAY, 7TH AUGUST, 1879. Appendix to the Journals of the House of Representatives, 1879 Session I, E-01

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