PROVINCIAL COUNCIL.

Globe, Volume III, Issue 257, 8 April 1875, Page 2

PROVINCIAL COUNCIL.

«. Wednesday, April 7. The Speaker took the chair at 5 p.m., PETITION. Mr Walker presented a petition from the Diocesan Synod on the subject of religious instruction in schools. Read and received. papers. The Provincial Secretary laid certain papers on the table. MESSAGE FROM THE SUPERINTENDENT. The Speaker announced the receipt of a message from tbe Superintendent, assenting in the name of the Governor to the Imprest Supply Ordinance, 1875, ASHLEY BRIDGE. Mr Harper, without notice, asked the Government when the railway would be opened across the Ashley bridge? Mr MONTGOMERY said the Secretary for Public Works would be in his place shortly, and perhaps the hon member would ask then. WAIMATE BRANCH RAILWAY. Mr Parker asked the Secretary for Public Works if he will lay on the table all the correspondence on the subject of the extension of the Waimate Branch Railway. The Provincial Secretary said the correspondence had just been laid on the table. RANGITATA SOUTH. Mr Buckley asked the Provincial Treasurer when the Government intended to lay on the table of the Council a return of the receipts and expenditure for the district south of the Rangitata, made up to 31st March last. The Provincial Secretary—The return is now being prepared, and I hope shortly to lay it upon the table. PUBLIC LIBRARIES. Mr Harper asked the Provincial Secretary if the Government intend to introduce an Ordinance during the present session to regulate the management of public libraries in the province. The Provincial Secretary Baid that the matter had been under the consideration of the Government, and he hoped soou to introduce a Bill with respect to public libraries. ASHLEY ROAD DISTRICT. Mr Maskell moved " That his Honor the Superintendent be respectfully requested to proclaim all that district comprised within the Kowai and the Ashley Road Board districts an agricultural district within the meaning of the Canterbury Trespass of Cattle Ordinance, 1872." The motion was agreed to. REPLY TO THE ADDRESS.

Mr J. W. White said that as a young member of the House it fell to his lot to move in reply to his Honor's address. The hon member, after referring to the progress made in public works, said he thought that the Government were acting with prudence in obtaining high professional advice before proceeding with the Timaru Harbor works, and when Sir J. Goode’s opinion was obtained he thought the Government would do well to grant an additional vote for the work. If this was not done the trade of the South would go to Otago via the Waitaki bridge, instead of coming north. As a whole, he thought immigration had been carried out successfully, and these who had seen Mr Duncan’s report, must be struck with the zeal and energy with which that gentleman had carried out his mission. His Honor, in his address, had alluded to the necessity of providing for public institutions, and it would be well that they should endeavour to prepare themselves for the time when the revenues they were at present receiving would cease. His Honor had also alluded to the falling off of the land revenue, and he (Mr White) thought that the falling off was not due wholly to the tightness of the money market, but that the land in the vicinity of the roads and railways had already been bought up. He believed that the Conncil would favorably consider that portion of his Honor’s address, referring to the necessity of provision being made for roads, railways, and sanitary measures. With regard to that fearful disease, the scab in sheep, no doubt means must be adopted to stamp it out of the Province. He had full confidence in his Honor and his Executive, and so long as he had that he would give them his support. He begged to move the following reply to his Honor’s address :

“ The Council thank your Honor for your address in opening this Council. “ The Council concur with your Honor that this province has cause to be well satisfied with the continued prosperity which it enjoys in its agricultural and pastoral pursuits.

“ The Council are pleased to learn that since last they met the Lyttelton Harbour Works, including the tunnel wharf, have made such good progress, and that the steam dredge which we authorised last session is now ready for despatch from Glasgow.

“ The Council learn with satisfaction that a careful survey has been made of the harbor of Titnaru, and trusts that the proposals for its improvement which Sir J. Goode may submit to the Government will be such as may be effective, and can be carried out at an early date. “ The Council are gratified to learn that during the last twelve months so large a number as 10,098 immigrants have arrived in this province, and that they have been so readily and naturally absorbed in the industries of the country, and the Council join with your Honor in expressing satisfaction with the energy and zeal shown by Mr Dun-., can when employed in the selection of immigrants in the agricultural districts of the United Kingdom. “ The Council will carefully consider your Honor’s proposals for liberal grants for the support of hospitals and other public institutions, and for the maintenance of order, which the great influx of immigrants may require. “ The Council will also carefully consider the requirements of the governing bodies in the centres of population for increased expenditure for drainage and other sanitary purposes. “ The Council will be prepared to make liberal provision for education, and will give the most careful consideration to any Bill submitted to them for the amendment of the present Ordinance. “ The Council ageee with your Honor that the recent outbreak of scab points to the necessity for more stringent provision for the suppression of the disease, and they will give their best attention to the Bill which your Honor states will be submitted to them for this purpose.” Mr Perky seconded the motion, and said that the subject had been so thoroughly exhausted by the mover that all he had to say was that he thoroughly concurred in all that had been said by the hon member. The motion was agreed to.

CANTERBURY MUNICIPAL CORPORATION’S REVENUES’ ORDINANCE, 1875. Mr Montgomery moved for leave to introduce a Bill for an Ordinance, to be intituled the Canterbury Municipal Corporations Revenues Ordinance, 1875. Leave was given, the Bill brought in, read a first time, and ordered to be printed. On the time foi the second reading being considered, Mr. Montgomery moved that it be tomorrow. Mr Buckley suggested that it should be postponed until Tuesday, as it was a very important measure. The Provincial Secretary siid it was necessary that the Government should know what were the wishes of the Council on these matters before the financial statement could be prepared. - Mr Peacock moved, as an amendment, that the second reading take place on Tuesday. Mr Montgomery said that the Bill involved the appropriation of £BOOO. The BiU proposed that the road boards should participate in the sums received from certain fees instead of being left out, as was the case last session. When the Government desired to proceed at once with a measure which was, they believed, necessary before they could proceed with their measures of finance, he thought that their wishes should be acceded to, especially as the merits of the Bill could be dismissed at its second reading. Mr Turnbull said that he thought the matter should not be pushed forward with such baste. The amendment was agreed to on the voices, and the second reading fixed for Tuesday, unauthorised expenditure. The Provincial Secretary moved that the Council go into committee to consider the following resolution : —“ That a respectful address be presented to his Honor the Superintendent, praying that he will send down to this .Council a recommenmendation to grant a sum of £21,095 9s Id, being the amount of the'unauthorised expenditure incurred under the special orders directed by ,his Honor to the Provincial Auditor since the last session of this Council.” Mr Buckley could see no reason for such haste. He was of opinion that the auditor’s letter should be printed and in the hands of hon members before proceeding with this matter. Mr Montgomery hoped that the Council would go into committee in order to enable the Government to afford certain information which might be useful. The motion was agreed to, and the House went into committee. Mr Jollie moved that the sum of £21,095 9s Id be granted as unauthorised expenditure. The Secretary for Public Works said the motion for resolving the Council into a committee of supply for the purpose of considering the expenditure during the past financial period, which has exceeded the votes for certain services, affords a fitting opportunity for making a statement generally upon the position of railway affairs My task, however, has been very considerably lightened by the fact that the official account of the Provincial Auditor, showing the result of the past nine months’ working of the railways, has been published at this early period of the session. I need hardly refer to that account as a full justification of the statements put forward by the Government, and it cannot fail to be received by the public otherwise than with great satisfaction. My acknowledgments are due to the officers of the railway department for the strenuous efforts they have made in order to present this account thus early. I shall proceed to notice some of the principal events which have occurred in reference to the railway department since the present Government came into office. At that date the latest general information as to the position of the railways was supplied in a report of the general manager, which was printed, and embraced the period of a year up to the 30th Sept,, 1873. The only point I wish to advert to at present in this is, that the average expenditure upon all lines taken together is shown as 74.20 per cent, on the gross earnings, there being at that time 52 miles of line open. The first important change which took place in the management was the arrival of an engineer possessed of high credentials, who had been specially engaged in England to take charge of the whole of that portion of the railway service which properly belongs to the department of an engineer. This gentleman took charge on the 2nd of February, 1874. His first deEartmental reports were made on the 28th lay and the Ist and 2nd of June, 1874, and and are in the possession of the Council. The next event of importance was the retirement of the late general manager on the Slat of March, 1874. The Government had then to make the best arrangements that it could for the management of the traffic department, and appointed an acting traffic manager until such time as it could find a gentleman whose position and references for such an important responsibility would justify the Government in making an engagement to fill the post. The course the Government adopted was to advertise in this and the neighbouring colonies that applications for such an appointment would be received. The result was that numerous applications were sent in, but although I may state without invidious distinctions that they all appeared to possess the all important quality of respectability and character, yet there was no one to whom the Government thought itself at liberty to entrust an office involving such grave and large responsibilities as that of traffic manager. The Government then instructed its agent in London to look out for a suitable person, but not to make an absolute engagement without further advice. In the meantime, the present traffic manager pu t himself in personal communication with the Government, and presented his testimonials. The Government were fully satisfied with these testimonials, which are from leading men well-known in England, as connected with railway management, I may here mention their names : Mr Alexander Brogden, Mr Myles Fenton, general manager of the Metropolitan Railway; Mr B, G. Underdown, general manager of the Manchester, Sheffield, and Lincolnshire Railway; Mr James Smithells, general manager of the Caledonian Railway, I may say further also, that this gentleman held a very responsible and confidential position with the firm of Messrs Brogden and Sons, having been specially selected by them to come out to New Zealand as their principal accountant and adviser in the financial branches of their large contracts, undertaken by the firm in this colony. He is, therefore, from his past experience, peculiarly well qualified to judge whether this or that system

of keeping accounts in railway matters is right or wrong, and whether the whole or any part of the work done by the railway is at a profit or a loss. In a personal conversation I had with Mr Henderson, the representative of Messrs Brogden in this colony, on the subject of Mr Lawson’s appointment, there was one thing he Eaid, “If anything is wrong in your way of working, and you are working at a loss, he (Mr Lawson) will be sure to find it out for you, he will fix upon the weak spot.” Since December Mr Lawson has been actively engaged in his department, and he has had an exceedingly difficult task, not only in providing for the better working of the department, but in endeavouring to close up unsettled matters of past times, and in reducing practices and customs which have hitherto prevailed in the department, to a footing more in accordance with the Ordinance and the regulations for the management of the railways. Mr Lawson has under his particular attention the reorganisation of the accountant’s department, and he has introduced several reforms which take effect from the commencement of the present financial period. These he advises will place the Government within a fortnight or three weeks after the close of each month in possession of accurate information as to the working of the railways. Referring to other important changes which have been made in the working of the railways, the subject of the detention of vessels in Lyttelton,|and the working of the wharves, occupied the attention of the Government, and after a great deal of consideration a set of instructions were framed for the piermaster, the principal object of which was to place that officer in a position more independent than he formerly occupied. The wharves and the men on the wharves have been placed entirely under his control; he can now suspend any of the permanent hands, and dismiss any of the temporary hands employed on the wharves. He is provided with active and energetic foremen on the wharves, and he has precise instructions to report direct to the Government, either upon a deficiency in the supply of waggons or upon any other hindrance to the prompt dispatch of business connected with the shipping. During the busy season he reports daily by telegram the state of the supply of waggons to the Port. The result of the whole of these arrangements has been eminently satisfactory. Indeed the whole of tte working of the railways and wharves in Lyttelton is generally satisfactory. In proof of this assertion, I may point to the almost entire absence of complaints on the score of the detention of vessels: Complaints there always will be, but compared to the state of things which were disclosed by the printed papers placed before the Council at the session previous to last, they are as nothing. There is no doubt a large amount of relief afforded by the opening of the Gladstone Wharf, and the accommodation thus given to ships of large burthen and to intercolonial steamers, and consequently the lesser demand for lighterage berths at the other wharfs. The following information placed in my hands by tie Harbor Department, will demonstrate the successful working of the new arrangement, as compared with those which previously obtained. The English barque Elizabeth Graham discharged 135 tons every day that she was at the wharf. The intercolonial steamers, Otago and Albion, have discharged from 200 to 250 tons of cargo a day, and besides have taken on board the same day, on a low average, from 50 to 60 tons. The s.s Otago, on the 4th of March, discharged 200 tons of cargo, and took on board 3500 sacks of oats, besides general cargo, in one day. On the 6th of April she discharged 67 tons of cargo, and took on board 3800 sacks of oats in twelve working hours, and a large quantity of general cargo. The Freetrader, on January 18th, discharged 125.000 feet in twenty-three working hours. The Annie Ogle, on January 26th, discharged 125.000 feet of timber in two and a half days. The Dorette took on board 500 bales of wool in eight working hours. The Pleiades took on board 2500 sacks of grain, besides wool and tallow, in one day. The brig Emperor discharged 170 tons of coal in one day. The number of wagons sent through from Lyttelton to Christchurch, taken promiscuously from the returns for several days in August and September, show as follows—lo 6, 117, 121. 118, 120, 102, 139, 105, 125, 114, 99, 106, 115, 102, 109, 117, 154, 135, 103,139,109,110, 121, 105, as against 80, which is the greatest number for one day under the former system. The amount of tonnage of goods discharged and shipped for the nine months ending 31st March, 1875, is approximately, 135,700 tons, as against 114,863 tons for the preceding nine months ending 30th June, 1874 ; showing an increase of 20,837 tons, I mention these facts as evidence that good work is being done in Lyttelton. Another important change has been made in the rates on all lines. The policy of the Government has been to make such reductions as it was thought safe to make, keeping in view that the railways should pay working expenses and a little more besides. This policy has been expressly assented to by this Council, and has generally been received with satisfaction by the public. As an average reduction for the purpose of getting at results as nearly approximate as possible, it may be calculated ms one-sixth all round. But there are items in which the reduction has been much larger. I will give a few instances. In passenger fares on the Lyttelton and Christchurch line the first-class 2s for a single ticket, or say four sixpences, has been reduced by one sixpence, which is twentyfive per cent; the second-class fare of Is 6d, or three sixpences, has been reduced by one sixpence, which is thirty-three and a third per cent. Besides this, on Saturdays tickets are issued over all lines at single fares, available for the return journey up to Monday night. In goods on the country lines in Class B, heavy goods, where the charge was 3d, or six halfpence, per ton per mile, the rate is now five halfpence per ton per mile. These reductions took effect on the 24th of August last, and are estimated by the department to have reduced the receipts by a sum of £12,280 14s 2d. This sum is arrived at as follows :—From August the 24th, 1874, to March the 31st, 1875, the total traffic is stated as £78,206 10s lOd, from which a sum of £4,522 5s 9d is deducted for carriage on wool, upon which the rates remain unaltered, leaving a sum of £73,684 5s Id, of which l-6th, or £12,280 14s 2d, is estimated to be the extent by which the revenue has been reduced during those months. This reduction is approximate, and will have to be taken with some allowance if considered in the view of what would have accrued if the former rate had prevailed, because no doubt Something should be put to the account of the increase of the passenger traffic, respecting which I find upon examination of the returns published in the Gazettes, that for

the months of September, October, November, January, February, for 1873-4, on the Lyttelton and Chris f church line, viz., that upon which the largtst reductions in fares have taken place—there were carried 91,970 passengers, as against 133,544 for 1874-5, a difference for the last period of 41,574, or say 31 per cent, increase. Comparing this with former periods for the same months in 1872-3, there were carried on the same line 80,508, as against 91,970 for 1873-74, being a difference of 12 per cent. There are, therefore, two sources to which the great increase of this passenger traffic maybe traced—viz, the influx of population, and the inducement to travel from low fares and the concession of return tickets at single rates from Saturdays to Monday nights. Referring to the reduced tariff, I may state that it does not apply to the special arrangement with the General Government whereby men and materials have been carried at half rates. These half rates continue to be based upon the former tariff rates—for instance, where goods on the Lyttelton and Christchurch line are charged 5s 6d or 4s 6d now, the General Government materials are charged 8s 3d and 2s 9d, the half of former rates of 6s 6d and 5s 6d, with wharfage 6d instead of Is. It is unnecessary for me to point out that this service, which was based upon a calculation that the half-rates would cover cost, and that the carriage of materials for the extension of lines in the province, ought not to have been looked upon as a source of profit, has not realised the expectations of those who on the part of the province framed the arrangement, Even if these goods had been carried at three-fourths of tariff rates, I doubt very much if the cost would have been covered. 1 will go so far as to say that even if full rates had been charged, owing to the peculiar and bulky nature of the material, the service would then be carried on at a loss. Logs, for instance, for bridge building, occupy three waggons and it does not always follow that suitable freight is at hand to fill the waggons which, owing to the length of the logs require to be used to enable the train to travel. In addition the labour in handling this heavy material is expensive. The following statement of freight on account of the General Government and their contractors, from the Ist of April, 1874, to the 31st March, 1875, has been furnished to me from the traffic department .—General Government, £4552 13s 5d ; E. G. Wright, £2568 12s 5d ; D. Reese, £503 1 Is 6d ; Guff and M‘Namaraj £IOO 6s Id; W. White, £29 10s. Total, £7754 13s 6d. As compared with previous periods an excess of £2990 3s 4d, has during the last period been carried on this account. It will be easy therefore to see to what extent the provincial railways have contributed towards the extension of the railways constructed by the colony within the province. The railways have also hitherto carried immigrants and their baggage free; but the General Government has admitted a claim on this ground for past services, based on two-thirds of tariff rates; and this will be the basisof charge for such service for the future. The amount claimed for past services is stated at about £7OO. There has been also some considerable expense incurred during the past nine months for stacking and reloading material belonging to the General Government on the reclaimed ground in Lyttelton. I understand that a claim for the expenditure out of pocket for this, which for the past nine months is stated at £537 12s 6d, will be favorably entertained. There are other services also rendered by the railways for which no special charge is made. Harbor works materials have been landed free, and further there is at present much work done in Lyttelton for the public quite free of charge. For instance, goods are taken into store, and from thence to the wharves for the one through charge. Again, it has not been the custom to charge for the use of cranes, and I observe that in Wellington for instance, a separate charge of 4d per ton for cranage is made. These matters are occupying the attention of the Government, and further powers will be required from the Council to enable the Government to take the necessary action in this matter. I no ay further mention as matters which affect the expenditure in the railways, the rise in wages, and the cost of extra trains on the Lyttelton and Christchurch line. With regard to the former, I explained in a previous session what had taken place. The rise took place in February last, and was provided for in the former estimates. The total extent to which this has swelled expenditure to present date is stated to be £3635. The cost of two extra trains on the Lyttelton and Christchurch line, viz, at 7 a m and at 11 30 a.ra, has been returned as £952 17a 5d from date of commencement, viz, Bth of September, to end of February, and with £l2O estimated for March, makes at end of the past financial period a total of £1072 17s sd. This expense I may state affects the engineer’s department only, the traffic expenses have not been increased by these additional trains. I have hitherto touched upon points of general import so far as the traffic of the railways is concerned. I have a few remarks to make with regard to the working of the branch lines. Traffic was opened on the Ist of December from Rolleston to Malvern, 24 miles 10 chains, and from Rangiora to Oust, 11 miles 50 chains, and the working of these lines has been for four months to 31st March. The results have not been in a financial sense a success. The Malvern line shows approximately—Receipts—Passengers, £751 9s lOd; goods, £lOsl Is sd; total, £IBO2 11s ,3d. Expenditure—traffic. £276 15s lOd; engineering, £1547 10s 2d; total, £1824 6s; deficiency, £2l 14s 9d. Rangiora—Oust— Receipts: Passengers. £505 10* 3d; goods, £390 9s lid; total, £896 0s 2d. Expenditure —Traffic, £162 Is 8d; engineering, £834 4s 9d; total, £996 6s sd; deficiency, £162 Is Bd. But if junction and management expenses be charged in addition to the above, it makes the account a great deal worse, because it will bring the gross expenditure in both lines to £4109 12s 7d, while the gross receipts. £2698 llssd. deducted, leave a deficiency of £l4ll Is 2d for four months’ working, the percentage of loss on the Malvern line being estimated , at 43.8, and that on the Oxford line at 71.3. But I must caution hon members that these figures are at best approximate—first,because the maintenance is still in one case in the contractor’s hands, as part of his contract for construction ; and in the other, the maintenance has not been in the hands of the engineer either for the whole of the distance or the whole of the lime. It is, therefore, premature to judge to what extent a deficiency may be realised, or how far the expectation of increased receipts from a better developed traffic will ser7e to overtake the expenditure.

For some time to come, however, it appears to be the opinion of the railway authorities that a deficiency at the present rate of traffic will occur. How to provide for this will be a matter for consideration, whether by raising the rates on’paseengers and goods, or by reducing the number of trains. Perhaps the deficiency will have to be met by acting in both directions. The statement I have made as to the working, may certainly be relied upon as far as this: that for the past four months it is known what the receipts are, and it is known what the traffic expenses are, and it is well known that the maintenance cannot be got over under the employment of so many men as will amount to a man per mile. I will now refer to the report of the railway engineer. This report treats very fully of the state of the rolling stock, and also as to that of the permanent way and works. He certifies that the whole of the engines are in good working order, that the average broad gauge engine mileage is 30,000 miles per engine per annum, and he has furnished full returns showing the working of the broad and narrow gauge engines, of which there are now twelve, in addition to the broad gauge. The return shows the consumption of coal, oil, tallow, and cotton waste per engine. There are now 278 broad gauge waggons, of which during the ensuing twelve months he proposes to convert twenty from high sided to low sided waggons, the latter being much wanted for ballasting and timber traffic. The narrow guage waggons at present number 197, to which an addition of 100 will be very shortly made. These are supplied by the General Government, and are now under contract for construction. There will also be 100 additional to be constructed by the province, the iron work for which is now on the way. This will bring the total waggon stock to 278 broad and 378 narrow guage waggons. The return which, in connection with his report, has been laid on the table, shows the rolling stock now in use on the line, both broad and narrow gauge, distinguishing the property of the General from that of the Provincial Government; but all of which is being worked by the province. It is satisfactory to note that the permanent way has been kept in thorough repair. The tunnel has been maintained in a state of efficiency; and that he has devised a system of signalling, the work for which is well in hand. The last portion of his report establishes very clearly by figures taken from the records and books of his department, which have been kept with the greatest accuracy, that the addition of the staff of the engineer’s office has not only not thrown any extra cost upon the working expenses in proportion to mileage worked and open, but has actually resulted in a decrease as compared with former periods, both in the cost per train mile,;and in the cost per engine mile, and that the cost for way and works is also comparative per mile of line open much less than on previous years. The figures will speak for themselves. In the Locomotive Department the returns are given as follows: Year 1872: train miles, 91,029; engine miles, 112,021; expenditure, not including office and general charges, £7,985 7s 4d, or at the rate of £1 9d 0.5 per train mile, and Is 4d.98 per engine mile; for the year 1873 the train mileage was 139,011, and engine miles, 181,048; and the expenditure, nob including office and general charges, £12,997 7s sd, or at the rate of Is 10d.44 per train mile and Is 5d.23 per engine mile. For the nine months, ending March 31st, 1875, the following are the milage and expenditure, including office and general charges:—Train miles, 203.841; engine miles, 292,976; expenditure, £15,429 0s 8d; or at the rate of Is 6d.15 per train mile, and 15.63 per engine mile; shewing a decrease in favor of the last nine months over the year 1872 of 2d.85 per train mile, and 4d.35 per engine mile, and over the year 1873 of 4d.29 per train mile and 4d.fi per engine mile. In the Way and Works Department, during the year ending September, 1872, the expenditure is given at £9916 8s sd, and the number of miles open forty-four ; thirty-two of these, however, were only opened during the whole period. The expenditure over these thirty-two miles during the year was £8945 16s, or £279 lls Id per mile open. The expenditure during the year ending September, 1873, was £13,849 13s 8d ; miles open, fifty-two ; cost per mile open, £267 4s Id. The expenditure during the nine months ending March, 1875, was £14,799 5s sd, or at the rate of £19,732 7s 2d per annum. Number of miles open, eighty-four; cost per mile open, £234 18s 2d, or a decrease in favor of the last nine months over year 1872 of £44 12s Id per mile open, and over year 1873 of £32 5s lid per mile open It must be noted that in the expenditure during the years 1872-3, office and general charges are not included, which it would be difficult to correctly apportion, whereas they are included in the expenditure for the nine months ending March, 1875. So that the results are really better than here shown, I will conclude my remarks by stating that the information I have given is gathered from the records of the railway department, and that it shows important facts and results in the working of the railways. 1 may state with regard to the over expenditure on vote of £6616, that it arises from the extra labor necessary to carry on the traffic last year, and I am bound, in justice to the acting traffic manager of the day, Mr Jones, that he advised the Government to ask for a larger sum in anticipation of the labor which would be required. The account stands thus : Voted for Christchurch, £3OOO : expended, £II,OOO , excess, £BOOO ; vote for Lyttelton, £IOOO ; excess, £3500; total excess, £11,500; but the Government determined that no block should occur to the traffic for want of expenditure, and at the same time I can confidently assert that in Lyttelton the arrangements are such that the most that is possible is got out of the work. The work done proves this. In Christchurch the Government is about to try the plan of letting the labor of loading and unloading, and stacking outside goods, and has called for tenders for this purpose. It is anticipated that by this means work will be done more economically. I believe that the railways on the whole are being successfully and satisfactorily worked, and I have to thank the committee for listening to my remarks so patiently. Loud applause followed the delivery of the Secretary for Public Works’ address. Mr Jebson said that the hon gentleman had said that he feared in the future either less trains must be run on the branch lines or the fares and freight considerably increased. He (Mr Jebson), however, thought that until the narrow gauge was run through to Lyttelton the threat made use of by the hon gentleman might have been withheld. He was of opinion that when the question came before the Council it would perhaps be

shown that all had not been done that might have been done, and that considerable reductions might be made. Mr Turnbull would prefer this expenditure to be considered in detail, as there were certain itemsupon which he wished for certain information, such as the vote for schools, <kc. The Chairman then reported progress, and obtained leave to sit again to-morrow. PUBLIC DOMAINS ORDINANCE, 1875, On the motion of the Provincial Secretary this Bill was brought in and read a first time, ordered to be printed, and to be read a second time on Tuesday. THE QUAIL ISLAND ORDINANCE, 1875. The motion standing in the name of the Provincial Secretary for leave to bring in this Bill was made an order of the day for Tuesday next. RESERVE NO 93A ORDINANCE. The Secretary for Public Works moved—“ That the Bill intituled The Reserve No 93 a Ordinance, be referred to a Select Committee, consisting of Messrs J. N. Tosswill, T. H. Potts, C. J. Harper, Knight, and the mover, with power to call for persons and papers, and to report within ten days.” The Hon J. T. Peacock suggested that the name of Mr Wynn Williams be added to the committee. The Speaker said that the hon member must give notice. The Secretary fob Public Works said that the Bill was intended to empower the Superintendent to sell the reserves. The motion was agreed to. ASHLEY BRIDGE. Mr Harper repeated the question he had previously asked without notice. The Secretary for Public Works replied that he had no report on which he could lay his hands that would enable him to reply to the question, SCABBY SHEEP. Sir Cracboft Wilson asked why Mr Horniraan’s sheep, being in a diseased state were permitted in violation of law, to travel from the Waikari Flat to the Christchurch cattle sale yards, between the 20th and 24th of February last? The Provincial Secretary replied that Mr Horniman’s sheep were believed to be clean on the 20th of February. The Inspector, Mr Scarvell, in his letter of the 2nd of March, stated that he looked through Mr Horniman’s sheep that day. He had only 500, having sold 700 in Christchurch yards on the 24th of February. In a telegram from Mr Scarvell of March 20th he stated that he found Horniman’s flock scabby that morning. Sir Cracboft Wilson said that he wished the Council to understand that Mr Eorniman had violated the law for not reporting that his sheep were scabby. He had compelled Mr Moore to take his sheep, and must have known that they were scabby. ORDERS OF THE DAY. On the motion of the Secretary fob Public Works, the orders of the day were made orders of the day for to-morrow. Notices of motion having been given, the House acfjourned to this day at 5 p.m.