GENERAL ASSEMBLY.

Globe, Volume I, Issue 48, 25 July 1874, Page 2

GENERAL ASSEMBLY.

(£er Anglo-Australian Press Telegraph Agency.) Wellington, June 24.

In the Legislative Council to-day,

A motion was carried that a committee of the Council be appointed to enquire into the matters respecting the Ward-Chapman telegrams.

Mr Waterhouse's motion, to the effect that the Government be not authorised to lease lands without the sanction of Parliament, was withdrawn, on condition that the sanction of the House be asked before the end of the session.

The Post-office Savings Bank Bill was thrown out by twelve to eight. In the House of Representatives to-day,

The second reading of the Colonial Bank of New Zealand Bill was moved by Mr Fox. It was read accordingly. The following Bills were read a first time —Bill to amend the Wellington Education Reserves Act, 1871 ; Merchant Shipping Acts Adoption Bill ; Naval Training Schools Establishment Bill ; Bill to amend Juries Act, 1868 ; Bill for the Election of Mayor of Hokitika ; Bill to amend Highway Boards Act, 1871.

Upon the report of the goldfields committee, on the Gold Mining Bill be read,

Mr Shepherd moved—" That the Bill be committed this day", but he said the second reading had passed with but one dissentient vc'.se, and yet the goldfields committee, consisting of a few members, absolutely refused even to consider the preamble of the Bill, which the House said was necessary. It was a perfect farce for a minority of the House to have power to set the majority at defiance, aud take up the time of the House and waste money in printing for nothing, giving it in fact a slap in the face, saying "you are not fit to consider such measures, you know nothing of subject." He wished such an auomalous state of things to be decided upon once for all. Mr O'Conor said the committee had decided last year that no such Bill should be introduced without being circulated upon the goldfields. As this had not been done with this till the committee declined to consider it.

Mr Vogel asked, was it desirable for the House, in the face of a report of the goldfields committee, to order the Bill to be committed. It was no criterion of the character of such Bills, if the House good naturedly did not oppose the second reading. The matter had passed out of the control of the General Government, and if they were to be called upon to amend the existing system, it could not be done in a haphazard manner in the middle of the session. These questions required much consideration and extreme caution. It was a difficult matter to get two Provincial Councils to agree upon goldfields questions. He would recommend the hon member not to press for the committal of the Bill.

Mr Macandrew said it was qpiito clear from the observations of the Premioi-tbat the quicker the House abrogated all coatrol in these matters the better, as it had shown its utter incapacity to deal with them. It had been amply demonstrated that a Gold-fields Bill which suited the Thames did not suit Otago and Westland. Mr Shepherd would not press the Bill against the wish of the Government, but as the chief reason of its rejection by the committee was because it had not been circulated, he hoped the Government would immediately circulate a few hundred copies. The Bill was withdrawn.

In reply to Mr O'CONOR, The Premier said that the department had not sufficient information yet as to locality to decide upon extending telegraphic communication to No Town and the Grey Valley. Mr Harrison asked the PostmasterGeneral whether the condition of signing the covers of newspaper exchanges might not be dispensed with. The Premier said thQ present regulation had been introduced to protect the revenue, but he thought he could see his way to overcome the difficulty by stamping exchange papers. In reply to Mr Pyke, whether the Government will reconsider the question of members' allowances,

The Premier said the question was one containing so many anomalies that it was advisable that the whole question should be seriously considered. He would therefore move that a Select Committee be appointed to take the whole subject into consideration. The following Billo were passed :—Electric Telegraph Act Amendment Bill, Government Insurance and Annuities Bill.

The House went into committee of ways and means.

The following items were agreed to without discassion :—Legislative departments, £23,840 2s ; Executive departments, £16,815 10s ; stamp department, £3530; printing department, £9670 ; store department, £535.

On the geological and meteorological department, £3216, some discussion ensued ; Mr Thompson wanting more time to consider the items ; they were brought up too unexpectedly. The increase from £3OO to £4OO in the salary of analyst, he questioned. The PREMIER said the increase was well deserved, the officer having many and important duties. In reply to a question from Mr Macandrew, The Premier promised to give the analysts of Otago and Canterbury the same status as the colonial analyst. Item passed. Electoral department. £3170, agreed to ; Crown lands department, £1914 15s. In proposing this item, the Premier pointed out, that owing to the enormous waste labor, the cost of the services, and the great confusion arising from local surveys, he thought the appointment of a SurveyorGeneral would prove a gr-at boon to the colony. Mr J. E. Brown could speak from his own experience as a surveyor that such an appointment was necessary, and the sooner the Government organised a more perfect system the better.

Mr Fox hoped the Government would adhere to their intention of attempting to improve the surveys of the colony. Mr BUNNY regarded such a proposal as suspicions. It looked like a design on the part of the Government to get the control of th-J waste lands of 1 lie colony—what would thsn become of Provincial Governments,

The Premier, explained at length the peculiar position in which the surveys of the colony were, and the many mistakes all over. He assured the House that the proposal was not at all of an insidious character. Mr Macandrew reminded the House that the report upon the conference of surveyors recommended such an appointment without having any terrible consequences.

Mr Carrington said it would cost a million of money to correct the surveys of the colony.

Sir CRACROFT "Wilson : " Yea, six millions."

The items Departments of Justice, £1163 ; Crown Law Office, £ll6O ; Supreme Court, £7155 ; District Courts, £5610, were passed.

PUBLIC WORKS STATEMENT.

Mr Richardson made his Public Works statement. He said he hoped to satisfy the House that as much work had been put in hand as it was advantageous to the country should be put in hand during the year. Some few works contemplated last session remained in abeyance. Two reasons had operated to cause this. First, the great demand for labor throughout the country rendered unwise any active competition by the department ; secondly, there had been a want of skilled engineers, arising mainly from provincial and private requirements. Seven engineers had now been obtained from England; but while he acknowledged some delays it would be only fair that the House should recoguise that taken as a whole, the progress of public works under the department had been quickened during the year beyond what was contemplated last session He had to repeat the thanks he expressed last year for the energy shown by the officers of the department. He much regretted the loss by sudden death of two very promising engineers, Messrs R. Millettand R.Johnstone. The engineer cadet system was working excellently, and would supply. officers, who would be most valuable to the colony. He would first refer to the North Island railways. An amicable arrangement had been made to relieve Mr Edgar from completing the contract for the Eaipara and Riverhead line, and it had been let to Mr B'allon, who was to finish it in December next. A further appropriation of £14,000 would be required for this line, mainly owing to the rise in iron. This additional sum would make the total cost £4437 per mile. But better ballasting than was provided for would be necessary if there was much traffic, and the cost of such ballasting would depend upon the extension from Riverhead to Auckland being made. Plans for the extension were ready'; it had not been commenced ballasting. The engineer in charge was unable to report that it would pay working expenses. The House would, however, be asked this session to authorise its construction, for though it would not taken alone pay working expenses, and though the Kaipara and Riverhead branch would probably not do so, the Government were convinced that a Kaipara to Auckland line would pay considerably more than working expenses. The Auckland to Mercer line was progressing satisfactorily, and it was hoped that the bonus offered to Messrs Brogden of £SOO a month would lead to its completion three or four mouths in advance of the contract time, Ist September, 1875. From Mercer to Newcastle the line was in hand, partly by contract and partly by the Volunteer Engineer Militia. That corps now consisted of three companies, numbering in all about 200 men. Its organisation was effected by the Hon Dr Pollen, the Government having at one time supposed that additional defence force was necessary in the Waikato. The corps had been at work since December, and had Worked very effectively. Their work had been well done under the direction of the district engineer, but Major Cooper and other officers in charge had maintained discipline and drill, as to ensure that the corps would be available for defence if needed. It was proposed to charge to defence any excess of cost in the work done by the corps as compared with ordinary contract work. The materials for the Waikato bridge, for road as well as railway traffic, were on the way from England, and it was expected the bridge would be completed about March, 1876. As to the extension of this line, it might be said that if not profitable no opinion could be relied on. There appeared to be no engineering difficulty in carrying the railway in a nearly direct line south from Alexandra, behind Mount Egmont. On the first eighteen miles of the Napier to Waipukurau line, the contractors would be fuHy a year behind time. They had had great difficulty to contend with in getting sleepers and other timber. Notice too had been given so as to enforce penalties if found necessary. A further length of twentyseven miles was under contract, and progressing satisfactorily. On the Waitara and New Plymouth lines, the contract time ought not to be exceeded ; but could it have been forseen that the Court would sustain such claims for payment for land as it had sustained the Government would have delayed commencing the works until a reasonable arrangement had been effected. A really good line behind Mount Egmont had now been found, and a working survey southward towards Hawera was to be completed. From Wanganui northwards the country had been found very difficult, instead of favourable, as the department had been led to expect, and, despite all possible exertions, no date for commencing the formation of the line could be fixed. The heavy work would mainly be within the first thirty miles north of Wanganui. The bridge over the Wanganui river was to be completed by March, 1876. Two sections of the Wanganui and Manawatu would soou be let, including bridges over the Wanganui and the Turakina. For the remainder the surveys are well advanced. The conversion of half of the lines from a tramway to a railway was provided for by the Railways Act, 1572. It was now found to be absolutely necessary similarly to convert the Rangitikei to Manawatu section. It was proposed to contract with Mr A. F. Halcombe, the agent of the Emigrant and Colonists' Aid Corporation, to construct nine miles of this railway, he waiving the right of the Company to require employment for 200 of the Company's emigrants at any time during the next three years—a condition which was found to be very embarrassing. The first section of the Wellington and Masterton railway had been, after three months' maintenance, taken over from the contactors. It had cost £3098 more than the contract price, so that the total cost of the eight miles, including a fair proportion of the charges for the Wellington terminus, was £10.713. The hurried collection of information ou which the contract was based caused both engineers and

contractors to be misled as to the cost of the stone in the hills alongside the line. The stone proved unfitted for sea facing, and there was consequent change of plans and the additional cost stated. 27 miles, including the summit tunnel, were under contract. Six miles of this portion had been satisfactorily completed by Mr McKirdy, and would shortly be ready to be opened. The work of engineers in selecting the best route across the Rimutaka had been most arduous. The engineer had, in company with Mr James Mackay, examined the country between Cambridge and Manawatu. He had reported, but nothing could be decided as to a railway line until it was known whether the line;could be taken on the west side of Lake Taupo instead of the east side, the land that would be traversed on the former route being very superior to that on the latter.

Coming to the Middle Island railways, the contractors for the Picton and Blenheim line were much behind time, but they had pro- | mised to complete as soou as practicable. The Nelson and Foxhill works were progressing satisfactorily. The date for their completion was November, 1875. On the Westport and Mount Rochfort line the section to Fairdown was about to be let, and the surveys for the completion to Ngakawahu were in a forward state. He saw no reason why the entire railway should not be completed by the end of 1875, and ha hoped that before the middle of 1875 the permanent harbor works would be put in hand. The commencement of these works depended upon the completion of the contract for the first leugth, the date of which was August, 1875. The Greymouth and Brunner line, including the suspension bridge over the Grey river, was in hand, but the railway works were not in such a forward state as was anticipated. This was owing to the necessity for improving the line over a short length, where heavy slips threatened. The engineer in charge stated that the steps he had taken were sufficient to insure the safety of the line and the cost of the additions would be met out of the appropriation made last year. The protective works undertaken had answered all expectations, and had stood the tests of some very heavy floods. The north Kowai to Rangiora was all under contract and progressing satisfactorily. The line should be opened to South Kowai early next year. Tbe extension from the Rakaia to the south side of the Rangitata included three large bridges and one small one. The section to the Ash burton would be open for general traffic in a few days, that to the Hinds River would be open about January Ist, and the whole work would b& completed by the middle!of 1875. The continuation of the Temuka line was about to be let, and from Christchurch to Timaru the whole line should be ready for traffic about August or September, 1875. The Timaru to Young's Creek section could be opened in two months. That from Timaru to the Waitaki was ready for contract, and about December, 1875, might be named as the time for completion. The branch from Rangiora to Oxford should be completed within contract time at the end of November next; that from the Racecourse to Southbridge was to be completed by January next, and the Rolleston and Malvern and White Cliffs line, were expected to be ready by November next. All the station buildings for these branch lines were under contract and would be ready in advance of the regulations. Owing to the high price of iron, the appropriation for these branch lines would not be sufficient by about the amount required for the Waimate branch, and arrangements would have to be made to provide funds for that work. All the rolling stock for these branch lines was in the colony, and that for the trunk lines was either here or its shipment had been advised. The completion of the Waitaki Bridge was under contract to Messrs McGavin and Co, and should be finished about November, 1875. E very endeavor would be made to keep the contractors to their contract, time and a bonus was offered them to finish it earlier. It had been found necessary to add an extra six feet to all the cylinders now on- the way from England, and a further appropriation will be required to cover the cost. He alluded last year to the great delay caused by the alteration in England of the design for this bridge, and he must repeat his personal opinion that the original design would at a very much smaller cost have answered the purpose. Passing to the Otago lines, that between Waitaki and Oamaru had been much delayed by the difficulty of getting sleepers. Between Oamaru and Moeraki the works were not in so satisfactory a state as they should be, but the Government were not free from blame in the matter. The engineer over this section had to be removed in November, and since then Messrs Brogden had been getting on more satisfactorily with the works. On the Moeraki line half a mile of works, costiug about £2OOO. would have to be abandoned. This might have been provided against had more time been taken for the survey. Between Moeraki and Dunediu the heaviest was the tunnel through the Blueskin. It was progressing satisfactorily. Dunedin to Blueskin Bay would be completed concurrently with the tunnel; and from Blueskin to Moeraki would be let during the year. An extension of Port Chalmers was contemplated as to be this year. The Dunedin and Clutha railway had been recently opened to Green Island—about six miles. The works were progressing satisfactorily on the rest of the line, and with a view of expediting its completion the Government had offered Messrs Brogden a bonus of £BOO per month for. every month they saved in completion of the line to Ist September next year. The Tokomairiro aud Lawrence railway was all under contract, the date for the completion of the formation was Ist of June next. The line ought to be finished by Ist September, 1875, but the whole of this work depends on the completion of the Glenore tuunel. From Clutha to Mataura, the only work actually in hand was the large bridge over the Clutha river ; but it was intended to call for tenders for the section between Mataura and Clinton immediately, and the remainder as soou after as possible. Between Mataura and Invercargill about twelve miles had been opened during the past year for traffic, and the remainder of the lino was progressing very well, although not so forward as it should be. On the Wiuton to Kingston line, the contractor for the. first section was not so forward as he should be, and he could not complete the work within the contract time, August 9th ; but the fault was not the contractor's. The next section, twenty eight miles, had just been let, and the remainder would be let as soon as the Government could see their way to procure the material. The action of the Southland District Land Board, by affecting the supply of sleepers, would probably prevent this line being kept

within the estimate cost. The cost of railways authorised in each province, and the amounts appropriated, might be thus sum* marised:—

Auckland—l 66 miles 36 chainß; appropriation £934,500. Taranaki—lß miles 13 chains ; appropriation £110,500. Hawke's Bay—4s miles 25 chains ; appropriation £220,000, Wellington—l 33 miles 25 chains; appropriation £644,000. Westland—7o miles 23 chains ; appropriation £74,400. Nelson—3B miles 20 chains ; appropriation £222,000.

Marlborough—2B miles 53 chains ; appropriation £126,000. Canterbury—2sl miles 34 chains ;~ appropriation £1,160,000. Otago—332 miles 4 chains ; appropriation £2,065,000. General (surveys), £IO,OOO. Total 1010 miles 48 chains; total appropriation £5,575,400. These were open for traffic 87 miles 68 chains complete: ready for traffic, 57 milea 74 chains; platelaying going on, 103 miles 65 chains ; length under contract in oourse of completion, 421 miles 45 chains. The total length undertaken, 673 miles 2 chains ; still to be let, 337 miles 46 chains. As to the general results of the operations of the department, Mr Richardson said expenditure and liabilities incurred for railways completed or in hand, amount to £3,660,881, leaving £1,914,519 for which no liabilities have yet been incurred. This, I think, is a very satisfactory resnlt for the working of the department so far, and although it might have been possible to have forwarded more work on the market, the House will agree with me in believing that it would have been very inadvisable in the interest of the colony to have done so. Speaking generally with reference to the cost of the railways authorised by Parliament, it has been found that with few exceptions the amount already appropriated will be found sufficient, for their completion, Owing to the great fluctuation in the cost of iron in England, it may, however, bo necessary to group the railways in each of the various provinces in order to make the appropriations cover the cost, as, against some lines, the cost of permanent way has been charged, although at the highest rates, whilst the others have obtained all the benefit of the lower rates. Before leaving the subject of railways, there is the question of working the traffic on them to be referred to. The first piece of line which is being worked by the Colonial Government is that from Auckland to Onehunga. This was opened before it wai completed, and the best arrangement which was found practicable was made with Messrs Brogden, who organised the staff, and commenced to work the line. There is a large amount of traffic, and there is no doubt whatever that the line will pay very well. The receipts during seven months have been £4834 9s 3d. The line from Wellington to the Hutt has been opened since April, and I think that considering the present temporary terminus is so far out of the town, and the line so short, it is astonishing that there should be so much traffic on it as there is. There is no reason to doubt that the line will pay, and each section after the Hutt river is crossed will materially increase its paying capabilities. The fragmentary portions of the line which have been opened in the provinces of Canterbury and Otago ar for the present being respectively worked by the Provincial Governments. The erection of the large workshops' is being pressed forward in Auckland and Dunedin, and I trust in a few months the department will be in a position to execute not only repairs, but also to fit up and complete a considerable amount of rolling stock which must be imported from England; It will be a matter hereafter to decide whether it will be advisable to undertake the manufacture in this colony of rolling stock which will be required. The road work expenditure during the year had been in Auckland, £61,269; Taranaki, £25,077 ; Hawke's Bay, £27,182; Wellington, £29,311. The total sum expended on roads in each of the four provinces up to the end of the year was Auckland, £127,665; Taranaki, £62,685 ; Hawke's Bay, £58,238; Wellington, £118,393, thus making, with £1747 unappropriated, a gross total of £368,630. There were on June 30th the following liabilities : Auckland, £22,851 ; Taranaki, £6787; Hawkes Bay, £6771; Wellington, £20,107, or together £56,518. Adding these liabilities to the actual expenditure, the total was £425,149, as against the vote of £400,000, but the excess had to be credited with £12,000 expended for the benefit of confiscated lands. For the £425,149 there had been 1288 miles opened or in progress, and 525 miles of horse road constructed. On those roads, besides a veryjlarge number of culverts, there were 134 bridges of spans exceeding 30 feet, and of a total length of 11,358 feet, and 182 smaller bridges of a total length of 2874 feet. There had been expended on roads in the Nelson south west goldfieldsand in Westland £130,679,and there the liabilities amounted to £14,006. The estimates for goldfields water supply works, which were mostly based on information supplied by the Provincial Governments, had been greatly exceeded. The great increases of cost had been on the Waimea, Nelson Creek, and Thames races, while the Mount Ida race and sludge channel would be completed at a cost very little exceeding the estimate. £300,000 had been appropriated for this class of works. There had been expended £95,937, aud there were liabilities amounting to £201,454. No more works of the kind would be undertaken until time had proved how far those in hand had succeeded. During the year £2400 had been expended on explorations for coal, and there was a contingent liability for £ 1236. Mr Richardson gave some particulars as to trials of coal, and as to the prospects of various fields, and spoke of the works carried on and proposed. In connection with the Colonial Architect's department estimates for new Government Offices in Wellington, and for other necessary buildings in different parts of the colony, would, he said, be submitted during the session. The appropriation for railways, for which it was proposed to ask this session were—lst, £14.000 for the Kaipara and Riverhead railway ; 2nd, £112.000, the difference in cost of completing the Wanganui and Manawatu line as a railway instead of a tramway ; 3rd, £(>000, to convert the Foxton and Manawatu tramway into a railway. This was considered very important, on account of the large timber trade of the district and the progress of the Fielding settlement ; 4th, a further sum of £30,000, to extend the railway southward fr >m Waipukurau towards Manawitu, the object being to form the railway and lay down the permanent sleepers, with a wooden rail to the

heavy bnstf land which the main line traverses, and thus get at the timber, so much of which was wanted for the railway now in construction; £15,000 to complete the Waitaki Bridge ; 6th. £IO,OOO for the extension of the protective works at Greymouth. The vote of £IO,OOO would be asked—that for preliminary surveys being nearly exhausted—as sufficient sum to enable full and complete surveys to be made of not line through from Foxhill to Brunnerthe and thence to Canterbury, and from Greymouth to Hokitika, as well as for such other portions of connecting links of the trunk Jinea as the staff at command would enable to beddne. There would be no necessity to do more than this before the next session. It was proposed to repay to the North Island road fund £29,500 which had been spent on the Manawatu tramway, and to ask for an additional grant of £fio,ooo to complete roads in hand as well as to construct others considered necessary. Having stated the roads upon which this money was to be expended, and given other explanations, Mr RichardBon concluded as follows :—" Up to the 30tb June, 1873, there was a total expenditure by the Public Works Department, exclusive of immigration of £1,649,921 2s lid, and the expenditure during the year 1873-74, was £1,554,446 4s lOd. There are outstanding liabilities in England and the colony of £1,873,688 16s 4d, making a total of exfenditure and liabilities of £5,078,056 s Id." "These are large figures, but sir, we, have large results, and there are few who will be found now to assert that any of the railways which are proposed or undertaken will not, from the moment they are opened, return more than working expenses and a fair fund, and if economically worked, will" considerably contribute in course of time towards paying interest on the outlay ; and with regard to the roads in the North Island, I do not imagine anyone will deny the vast service they have been in opening up and bringing about the settlement of the country." " The colony has undertaken a gigantic work. It is incumbent on the Assembly to see that it is carried out to its legitimate end, and, Sir, I have no fear as to the result."

"Wellington, July 25. At the evening sitting yesterday, after the public works statement, The Premier moved the second reading of the Licensing Act, 1873, Amendment Bill, briefly explaining, the.provisions, the chief object of which was to remedy the defects of the previous Act. Mr Fox i would not oppose the second reading, but would endeavor to defeat the main : principal''of the Bill, whieh was the rery opposite of the Bill of last year, the fundamental principle of which was placing ttie whble control of the liquor traffic in the hands, of £h,e. people and Parliament.. The former^Bill conceded that right, but by a strange anomaly denied proper machinery for carrying its provisions into effect. Had that machinery been granted, the vice of drunkenness; WOflld have been greatly diminished, especially in country districts. To try and refuse the people the control of the liquor traffic; while entrusting them with the .greater power, of electing their representatives was not right. He could ihcontestably Bhow that in Main and Massachusetts the prohibiting laws did not prevent houses being built with the very best class of,accomthb only difference being that no liquor was openly sold ; while, at the same time, it decreased drunkenoeps by ninetenths. He objected to the Bill on the ground that it made a perfect paradise for publicans. In committee he would object to the following details, the validating of previous Ordinances, amongst them the Otago Act directly in violation of the Act of 1873, in allowing refreshment robms to sell liquor at railway stations (they were abolished on the Caledonian and North British Railways), and a great proportion of railway accidents were due to that cause. At Port Chalmers station the other day, two drunken sailors had drawn knives upon each other. He would propose amendments, amongst others to allow females twenty-one years of age to vote under the permissive clause, to prevent billiard - rooms and skittlealleys in connection with public-houses; they were a fruitful temptation and cause of drunkenness amongst young people ; to allow no barmaids under thirty years of age, and to preven{r ; them being I employed unreasonably long hours. He would place the regulation of boundaries of districts in the hands of the inhabitants, Sir J. Cracroft Wilson thought the real element of failure of last year's Bill was the difficulty of getting two-thirds of the residents to endeavour to close the houses; this was the cause in Canterbury. Mr J, B. Brown gave an instance of drunkenness amongst railway officials, through obtaining liquor at railway stations. He objected to the Minister of Works possessing licensing powers; they sho'uld be in the hands of the provincial authorities. Mr Shepherd considered the Bill an exceedingly useful measure, but would move for leave to strike out the dangerous clause for bottle licenses.

Mr Cuthbertsun would oppose the clause negativing local regulations regarding the renewal of licenses.

The Premier replied. He said it waa a different matter to place the general power of voting for representatives in the hands of the people, and to give them power to vote in the same way upon specific questions, which should be determined by the representatives of their selected, intelligence. The effect of closing refreshment rooms was that employers brought liquor in bottles and aggravated the evil. It was very tyrannical to prevent prssengers on long railway journeys from obtaining stimulants, which were absolutely necessary to some persons, though he would admit that the Bill was not the most effectual remedy to be devised. He was prepared.to accept considerable modifications to meet the wishes of the House. The only object of the Government in bringing in the Bill was to amend existing deficiencies in the Bill of 1873. The Bill was read a second time. It was ordered that there be a committee on that day week. A long discussion ensued upon the Municipal Eeserves Bill, which was reported with amendments. The House adjourned at 1.10 a.m.