45

D.— l

There are seventeen tunnels on the Waitara route, amounting in the aggregate to 216 chains, and ranging from 2to 74 chains. The longest is that at the Mimi-Waitara watershed, and there are two in the Waitara Valley—one of 48J and the other of 29 chains. Although the country is so rough, the bridging on the Waitara route is not excessive. This is due to the fact that there are few large streams in the deep gullies. The only viaducts are the four on the Uruti incline, and the only low-level bridge of consequence is the one over the Waitara Eiver at the commencement of the line. Comparison, Ngaire and Waitara Boutes. —The following is a comparison of the salient features of the Ngaire and Waitara routes from their respective starting-points to the point of meeting in the Tangarakau valley : —

As will be seen from the table, all the more important points are in favour of the Ngaire route, and so also is the question of opening up new country. I think, therefore, that the Waitara route does not merit further consideration. Open Line. —In connection with this, it is necessary to consider the gradients and curves on the New Plymouth and Foxton Eailway, between Marton and Waitara. From Turakina to Waitotara, a distance of forty-two miles, there is a succession of steep gradients up to lin 35, with curves 5 chains radius. It would be impossible to keep up a high rate of speed on this length, and to improve the line to the ordinary standard of 1 in 50 with 74--chain curves would entail a very large expenditure. Lengths and Distances. The principal lengths and distances connected with the various routes are shown on the accompanying map, and given in further detail in the tables of distances, B, hereto attached. Estimates. Although not very plentiful, the necessary materials for construction are generally obtainable at short intervals along all the railway-lines under discussion. Good ballast is somewhat scarce in the pumice-country on the Central Eoute, and timber on the Taranaki lines; but in all other cases there is a fair supply of the various materials required. As already stated, the estimate for the central line is not based on actual quantities throughout, there being no detailed survey for the ninety-four miles in the middle. It is therefore less exact than those for the Taranaki lines. I believe, however, that it can be accepted as a.very close approximation. The following are abstracts of the estimates for the various lines:— Central Boute. £ Estimate to complete line from Eangatira to UpperMokau ... 1,673,200 Amount expended to 31st March, 1889, and liabilities on that date ... 411,800 Total for whole line, Marton to Te Awamutu, 216 miles, averaging, say, £9,650 per mile ... ...£2,085,000 Ngaire Boute. Estimate for line from Eltham Junction to Upper Mokau, 129 miles, averaging, say, £9,040 per mile ... ... ... 1,165,926 Amount expended to 31st March, 1889, on northern end of central route, and liabilities on that date ... ... ... 244,662 Total for whole line, Eltham Junction to Te Awamutu, 163 miles, averaging, say, £8,650 per mile ... ...£1,410,588 Waitara Boute. Estimate for line from Waitara to Upper Mokau, 1214 miles, at £11,036 1,340,853 Amount expended to 31st March, 1889, on northern end of central route, and liabilities on that date ... ... ... 244,662 Total for whole line, Waitara to Te Awamutu, 156 miles, averaging, say, £10,160 ... ... ...£1,585,515 Enclosures. The following enclosures accompany this report :— A.—Table of altitudes. B.—Table of distances. C.—Sketch-map of the Central and Taranaki Eoutes. I have, &c, W, N. Blaib, Assistant Engineer-in-Chief.

Ngairc Line. Waitara Line. jength of railway to make rreatest altitude attained jength of tunnelling ... luantity of earthwork 'otal cost of line uverage cost per mile miles feet chains ... cubic yards £ 5 4 i 732 85 1,805,000 422,600 7,790 47 847 216 2,121,000 597,600 12,730