THE WEST COAST RAILWAY.

Globe, Volume XXIII, Issue 2144, 8 January 1881, Page 3

THE WEST COAST RAILWAY.

A public meeting was held in tho Oddfollows' Hall last evening, in reference to the project ed West Coast Railway. His Worship the Mayor took the chair. On the platform were Bir Oracroft Wilson, Mr T. Weston (late D istrict Judge), Mr Gould, Mr Ollivier, and a number of other gentlemen. Tho Chairman read the advertisement calling tho meeting, and asked the meeting to give the different speakers a careful and considerate hearing, which he had no doubt they would do in view of the vast importance of the subject. He then called upon Mr Wiokes to address tho meeting, prior to tho engineers’ report being read. Mr Wiokes, who on coming forward was applauded, 'said it might be thought that he had acted somewhat hastily in the matter. But he felt confident that every man possessed of common sense and independence would approve of his action when he explained himself, which he would now proceed to do. Reports had been circulated to the effect that a railway to the West Coast was impracticable, and seeing that enormous interests wore concerned, ho made it his business to institute enquiries. It would be needless for him to say in view of the report to bo submitted to them, that such statements were entirely wantin g in truth. His experience tended to show that a valuable country was waiting to be opened up, that the engineering difficulties were by no moans terrifying, and he considered it his duty to give the matter publicity. When he came to Canterbury he discussed the matter with Sir Browne, a capable engineer, having the confidence of the West Coast people, and also a gentleman who had the confidence of the East Coast people, namely, Mr Thornton, late Provincial Engineer. Erom both these gentlemen he met with sympathy. But prior to this he had discussed the question of this railway with different persons well acquainted with the route and the country all round, and it appeared that those on the East Coast said tho difficulty must be on the West, and those on the West said tho difficulty must exist on tho other side. Hence he concluded that no serious difficulty existed at all. And he therefore felt it bis duty in the interest of the people of Canterbury, and the country generally, to let the truth be known. [Hear, hear.] Personally, tho line was of great importance to him. He stood a ruined man on the West Coast if communication between that district and Canterbury should not be established, having entered into large undertakings which involved all he had in the world. Ho characterised tho report of Mr Blair as nothing but a black lie, and the Government engineer’s reports contained nothing but impossibilities. This was unfair to the communities interested. All they wanted was the truth, and if this line was impossible, then let it be known at once. But tho fact was entirely different, as had been proved beyond a question of doubt, and it only depended upon enterprise to establish a line of communication from sea to sea, and thus develop resources, and give an impetus to commerce generally, which would prove of lasting benefit to the colony. The report of Messrs Thornton and Browne, civil engineers, was then read, being as follows :

Christchurch, Dec. 28th, 1880,

Tha Chairman and Promoters of the East and West Coast Bailway. Gentlemen —Incompliance with your request that wo should report to you on the practicability of a route for a railway capable of being worked with economy for heavy mineral and timber traffic, and that having satisfied ourselves on the point we should make a careful examination of the various industries of the West Coast so far as car limited time and resources would allow, wo have the honor to place before you the following :

ROUTE FOR RAILWAY. Having the various reports of the Public Works Department before ns, and an intimate knowledge of the undeveloped resources of the West Coast in various localities, we had no hesitation in fixing upon what was known as tho Cannibal Gorge route, and thinking that the Government engineers had suggested the best line crossing the dividing range at the Lewis saddle, started on a tour of verification, as many conflicting statements had been made relative thereto. Whilst doing so, however, we were agreeably startled at the information received from the various rnnholders in tho district that a low pass existed, extending from the head waters of the Ada river, on the Eastern side, to the Marnia river, on tho Western, and which on inspection wo found to bo far beyond our expectations, for not only is tunnelling avoided, bat the gradients ore of tho easiest where heavy ones were expected. This may be easily explained by a reference to the accompanying map, where it can be seen that the Pass is in the form of a horse shoe, gradually ascending on one side and descending on the other towards the Cannibal Gorge, through which the Maruia river flows, and where the waters from the Ada, Henry, and Lewis watersheds have a common outlet. Having fonnd the key to onr route (a practicable pass) the rest was comparatively easy, and will bo described in more detail farther on. Before going further on, we would wish it to be distinctly understood that wo cannot pledge ourselves to accuracy as to the actual height of the pass in reference to high water mark, os the weather was very changeable, and in the absence of referring bench marks through the country, which the time and means ot onr disposal did not allow us to establish; but so far as heights locally are concerned in relation to one another, and which determine the gradients, we ara thoroughly satisfied. We mention this, feeling that a great deal of criticism may arise, and professional technicalities may be introduced, which would be likely to mislead tha uninitiated. Such, for instance, ns the relative heights of passes between the East arid West Coasts. And although we know the pe.sa we have adopted not to be the lowest, it being approximately 2918 feet above high water mark, yet were it even higher it is approached by such a gradual ascent through an open grass valley that for some distance the water is scarcely seen to flow, that the meanest intelligence could not help choosing it in preference to others where the approaching works would bo si much heavier, such as the Lewis Saddle route. The absence of reliable topographical maps of the country passed through has given us some extra trouble, which we had not anticipated. As an instance of this we may mention that the pass we have adopted for our route is represented as a mountain with a track going over it, and the Ada river not shown at nil. Commencing at the Hnrunui river the line crosses the Amuri Plains, and takes generally the direction of the present road to the Upper Waiau or Ferry, the plains extending for a distance of about fifteen miles, and no river intervening, except the Pahau, which is of no great dimensions, but which is considered in the estimate of cost appended to this report. For the remaining ten miles to the ferry the country is hilly and open, but no expensive works would be necessary. The line still continues along the south side of the Waiau to near its junction with tha Hope Eiver, a distance of about twelve miles, where the work will be heavy in places. Then, having crossed the Hope Kiver, tha line would still continue along the west bank of tho Waiau Elver, which here runs almost due north. For about three miles heavy benching in bush country would have to be done when the river banks assume the peculiar form of terraces, which are found on the line lower down towards the ferry on the section already described, but open and improving as the river is ascended, until tho Stanley Eiver is reached, which falls into the Waiau on its eastern aide, a distance of about fifteen miles from its junction with the Hope. The Staining Creek, which runs through the beautiful Magdalen Valley, would have to be crossed at about nine miles from the Waiau and Hope junction. But there ara no engineering diffij culties here to bo contended with, except the t ordinary heavy work of a mountain country, the coat ot which we have carefully provided for in onr estimate. The country then improves very much, consisting of open grassy plains, which extend for a distance of aboat seven miles to the junction of the Ada Kiver with tho Waiau, and which is met at about three miles north of tho Henry. The line then goes in a westerly direction through the Ada Valley, which gradually narrows from about a mile wide to a quarter of a mile near tho water shed, which it is difficult to define owing to tho flat nature of the country. That portion of tho valley between the water shed and tho Waiau consists of an open grassy plain with birch timber at each side, and sometimes extending into the valley, eiving it an extremely picturesque and park like appearance, with herds of cattle browsing amongst the trees, as well as sheep, which frequent the rugged heights cn either side. The valley runs in the form of a horseshoe, after going in a north and westerly direction it assumes a southerly course till tho Cannibal Gorge is reached. From the water shed to the Cannibal Gorge the valley is generally covered with timber, and in ono place wo observed from the nature of tho formation of the hills on tho western side that ayalanches are likely to occur, where it would probably be necessary to provide snow sheds ; the extent, however, for which this would bo required is very limited, but at the time of year (Oecembcr 6th) we visited the locality the snow was nearly all melted on the bills, about 1000 ft above, and there was none remaining in the valley, The distance from the water shed to Cannibal Gorge is about five miles. The Upper Gorge is about three-quarters of a mile long, and at tho junction of the Henry Creek commences to open out, and continues as far as the Lewis’saddle, a distance of about half a mile. Tho line will be quite clear of the Upper Gorge, and will cross to the western side at the Henry

Creek, where a bridge will be necessary. The lower gorge is nbont one and a half miles long ; the work here will be heavy, consisting of benching in rock with a number of short tunnels, which has been amply provided for in the estimate of cost. The line would again cross over to the south side of the Maruia River at the lower end of the gorge and keep the bush, sidling as high up as necessary to clear tee saddle, with easy gradients at the head of the Inangahua River near the Maruia Plains, which will be left on the right. These plains extend for a long distance; wo examined them for a distance of sixteen miles; the average width is about one and a half miles, the soil being generally good, and capable of being easily brought under cultivation; at present they are occupied by large herds of cattle, which supoly the Reefton market, the enterprising runholder (Mr Walker) having made a track through the dense forest for a distance of twenty-five miles to Reefton. The line keeps generally the direction of the right-hand branch of the Inangahua until Reefton is reached, a distance of about thirty-eight miles from Cannibal Gorge, and no engineering difficulties occur more than ordinary in a timbered mountain country. Before carrying the line down the Little Grey Valley from Reefton it will be necessary to have some further exploration, as we feel confident that a more suitable route can be got than where the present line of road has been taken, which in itself is very good, but this might lead to the cutting off of Reefton, with a branch line of a few miles, a thing, if possible, to be avoided. In any case wo feel confident of finding a more suitable line than the present, as a knowledge gained by a four days’ exploration in the distriotleads us to believe. The line from Reefton to the Arnold River would go through a country where no engineering difficulties would arise, being generally flat and open. The Grey, Ahaura, Nelson Creek and Arnold Rivers would have to be crossed, besides numerous small creeks, the total distance from Reefton to Arnold being about forty miles. As it is understood tbc Government works are to bo extended to the Hnrunni on one side and to the A haura on the other, the Kvst and West Coasts would be connected by this line stopping at the Ahaura ; but os the works are being carried on so slowly on the West Coast, we have extended our report so as to connect with the present Government works, and on the solicitation of many persons who take a deep interest in the development of the vast resources of the West Coast, marked out a route extending from the Arnold River to Ross, via Lake Brunner, Knmara, and Hokitika. We did not inspect the country on this occasion, but as we have an intimate knowledge of the locality that would bo passed through, are able to make an approximate estimate of tho cost. This extra distance of about forty-four miles, from Arnold to Ross, or about thirty to Hokitika, it will be for yon to consider whether it can be incorporated in the present scheme or made a separate lino, as its specialities are somewhat different from tho ine which opens up the vast coal measures of Reefton and Brunnerton. In other respects hey are very similar, and the timber country opened np very superior. Gold digging has also become a fixed industry, which we shall deal with further on. In conclusion to this part of our report, we have much pleasure in stating that a good practicable lino of railway suitable for heavy mineral traffic can be constructed, keeping within the maximnm gradient of one in fifty throughout. That there shall bo no expensive tunnelling, no central rails, and no stationary engines. That the immense coal measures and fire clay of the West Coast can be tapped at a distance of 130 miles, and the timber and gold, and other mineral resources, at about 100 miles from Christchurch.

RESOURCES OF COUNTRY PASSED THROUGH.

From the evidence taken by the Railway Commission at Christchurch when a deputation consisting of the following gentlemen were present: Sir J. O. Wilson, C. 8., K. 5.1., Capt. Hayter, Messrs Wilkin, Hennah, Lance, Leng, Davidson, Bethel and Tinline, we note that Mr Tinline states, with reference to the benefits to be derived by the Amnri district if railway communication were extended from Amber ley to the Hnrunui, that it is nearly as large as the province of Taranaki, and contains 195,000 acres of agricultural land and 1,200,275 acres of pastoral land. Tho gro's value of improve ments for the purposes of the Land Tax amounts to .£l, 339,318. The number of live stock was —sheep 586,658, cattle 2636, and horses 1162. About 8000 bales of wool came down last season; the present rate of carriage for wool and other produce being from Is to Is 2d per ton per mile, and they are unfortunately obliged to keep boil-ing-down establishments for want of railway accommodation to get their live stock away. He also very wisely says that an interior line to Nelson is preferable to one along the coast. Had he been aware of tho facilities with which a line could be made to Nelson connecting with our projected East and West Coasts line at the Maruia plains, and going in the direction of Lake Eotoroa, where an immense mountain of silver ore exists, aad which offers such facility for settlement —a fact which is known to many in the colony—he would be still more emphatic in giving his opinion against the engineers who recommended a line of railway to connect Nelson with the southern part of tho island along the coast via Kaikoura. With tho exception of tha Hanmer plains, the land between the Waiau ferry and the dividing range is generally only fit for pastoral purposes, and the timber of an inferior description as compared with that on the west side, bat plenty of birch fit for sleepers cm be got near the Waim and Hope rivers. Extremely pretty bat small valleys are to be met with in tha neighborhood of tho proposed line, but they are usually too high to be depended upon for agricultural purposes, yet what little has been done in this way by the settlers has been successful. Gold mining commences immediately after the - dividing range is crossed at the Alfred, a tributary of the Maruia, where hot springs, similar to those at the Hanmer plains, exist. Gold digging in this locality is in a very small way, owing to the difficulty and expense in getting provisions,but the parties at work ore very well satisfied with their results, notwithstanding the cost of provisions. Flour alone costs over .£IOO per ton. The hills on this side are clothed in dense forests, principally birch, which improves as tho altitude decreases, until in the Inangahaa Valley the trees attain a splendid growth. With the exception of the Maruia plains, no good open land is to bo found of any jreat extent on the remaining parts of the line ; out it must be remembered that a large tract of tho country towards Lake Eotoroa is opened up by it. The Grey and Ahanra plains cannot possibly be taken as specimens of good land, except in patches, and the bad seems to predominate. However, some very good crops are raised in a small way, comparatively speaking. Very good bush land is to bo found in tho vicinity of all the rivers on the West Coast, but until the timber is cleared off it is almost valueless for agricultural or pastoral purposes. But Westland should not be considered as an agricultural country ; it is far more important as a mineral and timber one. Wo shall now proceed to describe briefly what we saw of the minerals. In the vicinity of Eeefton immense coal deposits exist, which have been traced for over twenty miles. Some of these seams wo examined, and fonad to be 23ft thick, consisting of the finest cannel. or wbat is popularly known as drawingroom coal, and which burns with such a bright light as to make it a favorite all over the world. There aro also seams of bituminous coal, one of which we examined, near tho Oriental Quartz Mine, and which is very superior for smith’s purposes. As there is no outlet for this coal, except for the small population of Eeefton, very little is known about it, and wo have every reason to suppose that these coal measures are far greater than what is known. As the only industry in this district is _ gold mining, naturally all the energies of the inhabitants are concentrated on it, and as all are doing remarkably well at it, it cannot be expected that the leas interesting minerals should be sought after while gold was there. In this wonderful district, when a payable quartz reef is found, the next thing that is done is to run a tunnel into a hill adjacent, and got coal for the crushing machinery. Whilst in Murray Creek near Eeefton we witnessed the extraordinary instance in gold digging of a gold bearing stratum of wash dirt on a coal bottom. Antimony exists in large qoantities in the quartz veins. The difficulty of making it an article of commerce could bo easily got over by smelting, whore superior fire clay and coal can be found everywhere in large quantities. Specimens of galena, containing large quantities of silver, wore given to us, having been just found in the district. That marble and granite exist is also a certainty ; cinnabar we have not been able to see, but were informed on good authority that several specimens had been brought to Reefton. It must be remembered that the population of this district is small in comparison to its great extent, that difficulties unknown to all except those who have ha t to contend with them crop np on every side in the way of exploration. First there is tho denso forest, and rugged nature of the cour try without roads ; secondly, tho extremely wet climate, and the almost constant floods in the rivers ; and thirdly, tho want of cheap labor, provisions, and machinery. We can confidently say that tho mineral wealth of the Inangahua district alone, it properly developed, would in a few years clear the debt of tho colony. It will tie interesting to some to know that already over .£15.000 000 worth of gold has been taken away from the West Coast. As gold mining is usually considered in a speculative sense, we will not dwell on it in this report, but attach tho information already compiled by the local authorities, and state a few facts relating thereto, but feel certain that when communication is opened up with Canterbury that those two special mines which have already yielded over a ton weight of gold each, will be considered very insignificant in comparison with the now undertakings rf the same nature. From the statistics attached it will be seen that the sum of -C203.89G has been declared as dividends on a paid-np capital of •£ 169,768 amongst the registered goldmining companies of the Inangahna district, and the general expenditure was ’ £516,01013s 3d. These mines aro only in their

infancy, and it is not known what the vast unexplored country which the line will pass through may yet produce. Alluvial digging is becoming a settled industry on the West Coast, where water-races have been constructed, ana it will be the daty of any company obtaining concessions of land for the formation of a railway to pay attention to this fact, that in order to make these lands valuable, and to ensure their proper development, water-races must be constructed for mining, sluicing, and saw-mill purposes. The three water schemes of the Government, namely, the Nelson Creek, Waimca, and Mikonni water-races give ample proof of this. The extensive workings of Kumara could never be carried on without the Waimea race, and since the Mikonui water-race has been taken vigorously in hand a large company has been started to work the wonderful Jones’ Elat, which has been loft swamped out _ for so many years. So anxious are the inhabitants to have railway communication that _ nil local interests are put aside, and committees are formed at all centres of population to co-operate with Christchurch in bringing the scheme to a successful issue. Between Kumara and the Arnold the country is very rich in gold deposits, and a system of high level water races would bo necessary for its development. In the ranges to the eastward of Hokitika, we are informed, coal exists in small quantities. Copper there is no doubt about, a lease of 500 acres having been tiken up there, but owing to want of communication, is left undeveloped. The vast timber forests in all this country are unrivalled in the colony for variety and quality. In appending the estimate of traffic prepared by the Hokitika Railway League in agitating for a Government lino of railway, it must bo only taken as affecting a small portion of this line, and cannot be considered in any way in connection with the present scheme. It was merely a protest got up hurriedly against the Government policy. To estimate actual traffic on an East and West Coast railway is unfair ; it would be far worse than to fix the estimated traffic between Christchurch and Tituaru by the number of people who travelled by coach before the railway was made. The coal mines at Brunncrton consist of the Brunner, Coal Pit Heath, and Wallsend mines, and are not so well known as they deserve to be. They are the only mines on the West Coast that are worked on a systematic principle, and being in direct communication by rail with Greymouth are the only mines capable of exporting the coal. The bar, however, limits the quantity exported, *s vessels of small draft only can cross it. The Wallsend Company has sunk a shaft 630 ft. deep, the Coal Pit Heath has sunk to the depth ef 320 ft., whilst the Brunner mine is worked from the face by a tunnel. The _ workings in these mines are very extensive, especially the latter, which has been in operation for fifteen years. Powerful engines are used for lifting the coal and pumping ; and_ a large amount of capital has been invested in them, upwards of J 252,000 in the Wallsend alone. A splendid sandstone crops out at Bremerton, from which blocks of any required size can be obtained. In erecting a new engine-bed, the Wallsend Company recently quarried a block 30 feet by 8 feet by 5 feet without a flaw. We should have remarked while on the subject that the output annually of the Brunner mine is 30,000 tons, which could easily be doubled, or even trebled, if ready communication existed. We examined the coal cropping out to the north of Point Elizabeth, and could see far away on the Paparoa ranges the smoke of a seam of coal which has been burning for the last twelve years. Any attempt at making a harbor at Point Elizabeth, as has been suggested, would, in our opinion, be unadvisable, mainly on account of the enormous cost involved and the bad holding ground, but chiefly because the district would be efficiently served by the construction of a short line of railway from Greymouth to the seven mile coal seams, when those mines are worked. In the very limited time we were able to spend in running through the country which would bo opened up by this railway, wo could not fail to see that a grand future is before it, and that any company which may be formed to carry out the schema proposed will be fully recompensed. We have summarised our estimate of coat, as it would be confusing to those who are likely to take an interest in the matter, and give in round numbers the approximate cost of the two separate parts of the lino. We cannot conclude our report, in justice to those gentlemen whose assistance and knowledge of the country materially aided ns in the exploration of the Ada Pass and the vicinity, and which has enabled ns to report on it so favorably, without acknowledging it, and wo take this opportunity of thanking Messrs Fowler, Holmes and Jones for their assistance, and in voluntarily accompanying us over a portion of the route. We also desire to record our satisfaction for the kindness and assistance we received from the various local bodies and private gentlemen in showing us the resources of the West Coast, but especially to Mr Brennan, Chairman of the Inangahua County Council, and his colleagues are our thanks due. In concluding our report we would specially mention the determined; energy which Mr Wickes, late of Greymouth, has displayed in bringing this exploration about, and that it is mainly through him that wo wera led to explore the locality through which this excellent route has been chosen by ns, and the thanks of the colonists, both of Canterbury and Westland, are on this account duo to that gentleman. We have, &c , G. Thornton, M. Inst. C.E, J. B. Browne, C.E. The report was enthusiastically received.

The Chairman intimated that Mr Ollivier would propose the first resolution. Mr Ollivier said ho had a very simple resolution to propose, and ho felt no doubt whatever that it would find acceptance with the meeting. The resolution was as follows : “ That this mooting, realising the benefit that must result to the colony at large from the construction of a railway to the West Coast, accords its thanks to Mr Wickes for his unceasing efforts to secure it, and expresses its appreciation of the skill, energy, and perseverance displayed by Messrs Thornton and Brown in discovering the comparatively easy route that is referred to in their report just road.” He felt no hesitation whatever in asking the meeting to approve of the motion he had just read. There was an old saying that the man who made two blades of grass grow where only one grew before was a benefactor to his species; and he pointed with confidence to the gentlemen whose work they had just had laid before them as worthy of such distinction. What was our present position ? Wo had a rapidly increasing population growing up, with scarcely an acre of spare ground for their settlement, whilst large tracks of valuable country, rich with a variety of mineral resources, teaming with wealth, in fact, might be at their disposal—though now locked up—by the exercise of legitimate enterprise, with the aid they had a right to expect from the Government of the colony. Much of what ho now advanced as to our internal resources was known before. But they were in a large measure indebted to the gentlemen whose public spirit had induced them to explore the country and make discoveries which were pregnant with meaning to the entire community. Ho repeated that those gentlemen who had submitted to hardships in exploring the country and finding a route to connect the East and West Coasts of the island by rail might justly, be considered benefactors of their species. [Applause.] They all knew the expense and labor the people were put to years ago to open up the gold country by a coach road. But that means of communication was no longer of use to them. What they wanted was steam communication to open up a country which shall be made to carry a teeming population, and thus secure their internal prosperity. Now, he would consider the proposals as they stood so far. Supposing that the Government developed the railway up to the Waihau, why stop there, at the very entrance gates, as it were, of the richest country possible to conceive. He would suggest to them to join this association, and he believed that every man who put £1 into the project would receive £2 in return. It was to their interests to support the movement, whose importance to the community was almost incalculable. With regard to the proposed route, it appeared that former surveyors had missed the mark—they had, in fact, gone to the right and the left of it, but it remained for the gentlemen whose report they had heard read to find for them the true line. To Mr Wickes the highest honor was due for the energy and interest ho had evinced in this matter. [Applause.] Christchurch was the natural seat of commerce, and thence the supplies to that largo country should tend, so that the Canterbury and West Coast people wore mutually interested in this important undertaking. Mr Pavitt seconded the resolution. It was to be regretted that a similar report had not been presented some years since. It would have been better for Christchurch. Had they been dealt honestly with by engineers in the past, he thought the Government might hare opened up communication between the East and West Coast before n«w. Ho knew from information received that the Dunedin people were adverse to this scheme, wishing to see that city connected with the West Coast. It behoved them, therefore, not to delay. Ho also pointed out that such a work would absorb a large amount of surplus labor. [Hear, hear.] As to the report itself, he had no doubt of its accuracy, seeing that the reputation of the professional men who drew up the report was involved in it. He - had great pleasure in seconding the resolution,

The resolution was then put to the meeting and carried unanimously. Mr Weston proposed the next resolution. Ho had not expected so soon after his leaving the West Coast to Be called upon to speak from a public platform. To some of those present he was not altogether unknown. [Laughter. - ] He was for some years District Judge on the West Coast, and had ample opportunity of studying the character of the people there. He had always experienced a feeling of gratification in contemplating the energy and ability displayed by the inhabitants in developing the resources of the country, and before leaving he had promised them that ho would do his best to forward their interest; and he might say here that he hoped before j;many years were passed to see the steam engine at work between this town and the West Coast of the Colony, the industries whereof had done very much towards the progress of New Zealand. [Applause.] There could bo no doubt that this and other goldfields would be called upon to help largely in paying off our enormous national debt. [Cheers.] Succeeding Governments had wasted the public money in buying and selling political power—[hear, hear] —and now, when we wanted money to prosecute a work of vast importance, the answer was, “ We have no funds.” The position now was this. A number of enterprising gentlemen had come forward and offered to construct the railway on the understanding that the Government would give them an equivalent in land, —the land they asked for being at present inacoessible and lying idle. Surely this was a reasonable proposition, and such as should meet with general approval. He would now refer to the history of former proposals in relation to a railway to the West Coast, Occupying as he had done an official position, he could not take part in public matters of the kind, but as a spectator had often felt disgusted at much that was said and written on the subject, and at the amount of public money that was squandered in connection with it. With regard to the reports of Government engineers in the past, for instance, it was not for him to express decided opinions upon professional matters that he was not competent to discuss, but he could say this—that it was passing strange—peculiar, at all events—that this route, which they were told on good authority could be easily traversed, should have escaped the notice of Mr Blair and those other gentlemen. [Applause,] And was not the position now materially altered from whet it had been when the official reports were accepted as final by a great many of the people. No doubt Mr Blair’s report was beautifully prepared j it was, in fact, a perfect work of art (laughter), and as such did that gentleman a vast amount of credit. [Renewed laughter.] But if the route referred to by Messrs Browne and Thornton was practicable, then Mr Blair’s report was a fallacious report. This meeting was therefore asked to endorse the action taken by those who had the project at heart, and advise the Government to consider the subject favorably. The company did not want to go to Mr Hall, the Premier, or Mr Bolleston, and say, “ Bind yourselves to this, that, or the other thing.” All the company wanted was that the Government should go into the matter as men of business, which he had no doubt they would do, and see if they were justified in recommending certain proposals to Parliament next session, in the shape of a Bill to be drawn up by the promoters. In the event of the Bill not passing through the House, the people should bo asked to come forward and contribute the cost of the survey which it was proposed to put in hand. It might bo eaid in this connection that the Government surveyors were the proper parties to carry out such a work. But the answer to that was to bo found in the delays and disappointments which had hitherto been experienced. Let the company make the survey, fix the route, and then let the Government check the work and condemn the proposal or not. In the latter case the company would be in a position to say wo will hand you over the line for a given consideration. He was aware that it might also be said there would be too much power placed in the hands of a private company, but that position is untenable when urged as against the present project, all the circumstances being considered. Moreover, could it reasonably be urged that because a private company would have a certain amount of power public industry should be stopped. The results of the present undertaking, if carried to a euccesstul issue, would bo that a speedy means of communication would bo opened up where at present only a dreary coach road existed ; the people would enjoy a magnificent market for their commerce ; a fine territory would be opened up between that market and Christchurch ; and the final outcome of this progressive action would be a general prosperity creditable to the colony. He moved —“ That this meeting respectfully urges upon his Excellency’s Government the advisability of promptly assisting any company that may be formed to construct the ine, by setting aside and granting blocks of land for the purpose; by contributing towards the cost of surveys ; and by supporting as far as possible any Railway Bill that may be introduced by the promoters at the next session of Parliament.”

Mr Lloyd seconded the motion. Mr J. Lee offered a few remarks, wherein he spoke about the “ rights of the working man,” and expressed his approval of this scheme, which ho connected specially with the interest he affected to represent. The meeting got tired of Mr Leo shortly, and applauded him into silence. Mr Wickes moved—“ That his Worship, the chairman of this meeting, be requested to forward a copy of the resolutions to the Hon. the Premier.”

Mr R. P. Bain seconded the motion, which was carried unanimously. A vote of thanks was passed to the chairman. The pr coedin ?s then I erminated.