E.—3

14

between Pukerua and the terminus either at Foxton or at Palmerston. Now, if we take the projected line from Mnsterton through the Forty-mile Bush and the Gorge, we find that from Palmerston to a distance of about 20 miles from Masterton there would be an ascending gradient; and where the line has to cross the watershed between the southern branches of the Manawatu River and the Euamahunga the ascent is considerable. Indeed, the gradients at this point would be considerable on both sides of the watershed. Of course, from Masterton to the point where the railway at present enters the Eimutaka Range there would be a descending traffic, or, at all events, a level traffic. The line passes along the foot of the range of hills, and has the advantage of a descent equivalent to that of the Ruamahuuga River between Masterton and the lake. From there it crosses the Eimutaka Range j and the ascent of that range has necessitated the employment of a class of rolling-stock familiarly known as Fell's, which was originally used on the Mont Cenis line, necessitating a considerable expenditure in working—an expenditure which the Government, in fixing their late traffic rates, have assumed to be equivalent to 5 additional miles —a somewhat important fact in considering all the traffic that must pass over this line if it be the one adopted for the purpose of the West Coast traffic. Although the line is 5 miles shorter than it would be were the gradients such as are usually adopted, nevertheless the public, in paying for the carriage both of passengers and goods, have to pay for 5 additional miles in consequence of these grades. Of course the traffic is a descending traffic to Pitone, at the Lower Hutt; but it is an ascending traffic, and upon extremely steep grades, from the Upper Hutt to the summit of the Eimutaka. It is a fact known to everybody who has travelled on that line that during wet-weather passages the guards of the railway are frequently compelled to get out of the train, in order to strew the rails with sand, so as to enable them to overcome the inclines between the Upper Hutt and the Mungaroa Valley; and, in fact, the gradients are such that they cannot be overcome except by the use of very heavy engines. lam of opinion that these facts should weigh materially with the Commissioners in determining whether the enormous traffic which will be developed on the West Coast should be brought into Wellington by means of a line from Masterton, through the Gorge. I have also here a map showing the Native lands between Waikanae and the Manawatu River, and the position in which they stand with regard to purchase by the Government. I have also returns showing the population and area of land along the West Coast, and also the quantity of land along the eastern side of the Manawatu Gorge. I also hand to the Commission a return of the acreage of land under crop, including grass, on the West Coast, and official returns showing the number of sheep depastured and the yield of wool in the country lying between Wellington and Taranaki. With regard to the probable cost of the railway, the Commissioners will find from the Public Works Department that the sum already expended has nearly completed the earthworks and cuttings on the Crofton Section, which is unquestionably the most troublesome and expensive portion of the line. From that it may be fairly inferred that the outside cost of the line, carried through by Foxton or Palmerston, will not exceed £5,000 a mile, or, in round numbers, about £400,000. Including all appliances, the railway could, in all probability, be opened for traffic for half a million of money. It is, moreover, a point in favour of the line that no compensation has been paid or asked for the land on the Crofton Section ; and there is every reason to believe that the landowners on the remaining portions of the line—to Porirua, and, indeed, throughout the whole distance to Foxton—will be willing to give the necessary quantity of land free of any claim for compensation. We have reason to believe that this will apply both to European owners and Natives. I have been informed personally by several influential Native chiefs that they would be willing, if the Europeans did so, to follow their example in giving the right to construct the line through their land without making any churn for compensation. Another point which I desire to put before the Commissioners is this : The position of the Porirua Harbour is such that, if it were made available by a lino of railway to Wellington, it would enable the passenger and goods traffic of the whole of the northern part of the Middle Island to be carried out with great rapidity and ease. The more difficult part of the navigation between Wellington and this point — the passage round Terawiti —would be avoided, and the distance would be shortened by a considerable number of miles. The immediate completion of that portion of the line would also very greatly facilitate both the sea and land traffic with the West Coast itself. It would enable the class of steamers that now trade between Wellington and-Wanganui lo make the ports of Foxton, Wanganui, and Patea with almost a certainty of renching them within the tide, because, by leaving Porirua, they would avoid that portion of the present navigation which generally imperils their voyage, as far as time goes. There is reason to believe that a very large traffic would spring up in timber, &c, between the northern portions of Nelson and Marlborough Provinces and Porirua, and the goods could bo carried from Porirua Harbour into Wellington by rail. It would also, to a great extent, facilitate the passenger traffic, for people would gladly avail themselves of the means of getting into the quiet waters on the northern side of the strait by starting from Porirua instead of leaving Wellington; and that is a point which I am desirous of pressing strongly upon the Commission, with a view to a suggestion from them that that portion of the line, at all events, should be proceeded with immediately. It would, indeed, be preposterous to allow the present section to be completed without carrying it to a point where the railway would possess features of utility which otherwise it would not present. There are some gentlemen present who are intimately acquainted with the character of the country between Waikanae and Manawatu, and are willing to give evidence. We have also a statement drawn xip, showing the amount of trade carried on by steamers running between Wellington, Foxton, and Wanganui, and the passengers who travel by those steamers. Besides the passengers by steamer, we find that the average of through passengers by coach from Foxton to Wellington and Wellington to Foxton is about seven per diem each way. This is exclusive of passengers picked up on the way from Foxton to Ohau, Otaki, Waikanae, Pahautanui, Porirua, and Johnsonville. Taking in these passengers to intermediate places, instead of being fourteen or fifteen per diem, the number would probably be double. It may be reckoned that at least thirty passengers per diem in all avail themselves of the coach, independently of those that are brought by the small coaches between Pahautanui and Porirua and Wellington. It is very well, known that no one travels along that line, in consequence of the fatigues of the coach journey, except those who are absolutely compelled to do so; and there is no doubt that if a railway were running a great many more people would travel in that direction.