WEST COAST RAILWAY.

Globe, Volume XXIII, Issue 2230, 26 May 1881, Page 3

WEST COAST RAILWAY.

TO THE EDITOR, Sib, —I send to you for publication copies of two reports furnished to the Government by their Engineer, Mr O’Connor, and which have been placed at our disposal by the Hon. John Hall. The several maps, tables and papers referred to by Mr O’Connor therein being too lengthy, &c. for publication, can be at all times inspected at my chambers. Yours, &0., Thomas S, Weston, Chairman Committee Promoters, Christchurch, May 25th. Public Works Office, Hokitika, April 12th, 1881. Ro East to West Coast Railway—Ada Pass Route. To the Engineer in Charge Middle Island. Sir, —I have the honor to report that, jn accordance with your instructions, I have inspected the Ada Pass route for the East to West Coast railway, as reported on by Messrs Thornton and Browne, civil engineers, of Christchurch, on behalf of the promoters. Having started from Christchurch on March 28th, accompanied by Mr Martin (engineer for West Coast) and Mr Wither (assistant engineer in North Canterbury district), with the view of first going over one of the alternative routes for the Main North and South railway, which had been skipped in a previous exploration, we arrived at Munson’s Upper Waiau Ferry at noon on Wednesday, March 30th, and there mot (by appointment) Mr Browne, one of the engineers for the promoters, who accompanied Mr Martin and myself from thence to Reefton, where we arrived on the evening of Monday, April 4th. The inspection of the country from Upper Waiau ferry to Beefton thus occupied a period of only five and a half days, but lest it might be thought that the results which could be stated after such a rapid exploration would be necessarily superficial and untrustworthy, I think it better to state here that the data which appears hereafter is only to a small extent deduced from this last inspection, as the Public Works Department were already in possession of a good deal of information on the subject. The information thus previously existing was as follows

1. A detail exploration, made by Mr Foy, C.E., in 1874-5, of the country from Amberley to tbe junction of the Hope with the Boyle, &c., &c., vide Parliamentary paper E 4, 1875. 2. A sketch map showing approximate position of the Ada and Lewis Passes, with surrounding country, made in May, 1877, by Mr Fowler, C.K., from verbal descriptions supplied to him by Mr Walker, a station holder in the Marnia, vide report No. 1, with drawing No. 1, hereto attached.

3. A more accurate sketch map subsequently made in August, 1877, by Mr Fowler, showing same line of country after he had gone over it, and also indicating the practicability of a line of railway from the Maruia to Reefton. Also a section of the Lewis Pass, which Mr Fowler stated to mo verbally that he considered to be the better of the two passes—viz., better than the Ada —vide report No. 2, with drawings, Nos. 2 and 3 hereto annexed.

4. A report, with general and detail plan and section, showing survey made over Lewis’ Pass by Mr Foy in February 1878, vide Hokitika record No. 79 —1960, with map No. 1136 in Public Works Office, Westland. These are too voluminous to attach copies thereto. 5. A general report on several of the proposed routes for railway from East to West Coast, &c., made by Mr Foy in July 1878. vide Parliamentary papers, 1878, and drawing No. 4 hereto attached. 6. If our report to Hon. Minister for Public Works, dated June, 1879, on subject of proposed railways in the northern districts of the Middle Island, vide Parliamentary papers 1879 and drawing No. 4, hereto attached. 7. A report by Mr J. A. Wilson, C.E_, with sketch map, dated March, 1880, on subject of track from Beefton to North Canterbury district, via Ada Saddle, vide report No, 3, with drawing No. 5, hereto attached. As a great deal of misapprehension appears to exist as to the knowledge possessed, and the views held by the Public Works Department with respect to the route now in question, viz,, the route which may be generally designated as the Cannibal Gorge route to the West Coast, one of the present advocates for same having, 1 believe, gone so far as to state at a public meeting that this route was held by the Public Works Department to be impracticable, I also think it better to quote here your remarks on the subject made in your report of June, 1879, above alluded to. They are as follows “ West Coast Lines. “ 7. Hanmer Plains Eoute —By the JWeka Pass and Hurunui Plains to the Waiau Eiver, up the Waiau to the Hope, and up the Hope to the Kiwi, where it merges into the Hope route. “8. Amnri Pass Kouto—This is an alternative to the Hanmer Plains route. It leaves the latter at the confluence of the Hope with the Boyle, and follows up the Boyle and Doubtful, rejoining at the confluence of the Tutaikauri and the Ahaura. “9. Cannibal Gorge Eoute —This route is common to the last two until the Doubtful is reached. It then follows the Boyle, Lewis and Mamin, and Grey rivers, with an alternate line via Keefton. “ West Coast Lines. “ 7. Hanmer Plains Eoute—This line passes through the most good country of any of the West Coast lines; in this respect it has a decided advantage. The engineering difficulties arc also at the minimum, and the gradients are as good ns can be got, but the line is very much longer than the other routes farther south. For instance, Arthur’s Pass and Hops routes, which are respectively thirty-one and twenty-three miles shorter to Christchurch alone. “8. Amnri Pass Eoute—This lino possesses all the advantages of the last one, and is somewhat shorter, but the engineering difficulties are much greater. “ 9. Cannibal Gorge Eoute —The same good country is opened up by this lino as by the last two, and better gradients and a shorter tunnel are got in crossing the range ; but it is objectionable in being twenty miles longer than the Hanmer Plains route, already condemned on account of its length. It will also have exceptionally heavy gradients midway between the range and the West Coast, which is a serious objection in working. The heavy gradients on

the other lines can be concentrated into one place at the summit.”

From these remarks of jours, then, and from the list of data previously m the possession of the Public Works Department as above mentioned, it would appear—1. 'that there is nothing absolutely new in the so-called new route. The Lewis Saddle, which is merely a mere local deviation from the Ada Saddle, r aving been dwelt upon in preference to the Ada Saddle, simply because it was considered the boat as well as the shorter of the two (and this I still consider it to be), and not by any means because the existence of the Ada Saddle was unknown.

2. That the existence of an alternative line, via Reef ton, was alluded to, and that its not having been further dwelt upon was manifestly because it would cause a still further elongation of a line already condemned on account of its excessive length. 3. That the advantages of the Cannibal Gorge route, in the matter of its passing through a large area of good country, and also in the matter of its engineering difficulties being comparatively slight, are freely acknowledged, while its length, and its gradients between the saddle and the West Coast are the only points objected to, and what is objected to as regards these gradients is, I take it, merely that on moat of the other West Coast routes, the lines, having got into a West Coast river valley, have merely to descend same to the sea by very gentle inclination, whereas on the Cannibal Gorge route the West Coast valley, into which the line first descends, viz., the Maruia, cannot advantageonly be followed to the sea, so that the railway has to bo carried ont of that valley over the intervening hills into another river valley, and in the case of the Eeefton route this process has to be repeated twice, namely, first to get from the Maruia into the Inangahna, and again to get from the inangahna into the Urey. Notwithstanding the possession by the Public Works Department, however, of all the information on the subject above quoted, it was, no doubt, desirable that the ronte proposed by the present promo' era of this railway should be specially examined—in the first place, because it has never all been previously gone over, consecutively, by the same officer; and, in the second place, because the subject has now assumed an entirely new phase—namely, the aspect of a commercial adventure, which may, possibly, be in itself a profitable undertaking to the adventurers, irrespective of any other consideration, rather than as a colonial undertaking designed to provide the quickest and most efficient means of transit for the interchange of commerce between the East and West Coasts of the Middle Island-

The subject, therefore, having been already fully dealt with in your report, above alluded to, from its colonial point of view, I would now propose to report simply upon the Hue as proposed by the present promoters, the conditions of which I find to be ns follows :

GENERAL DESCRIPTION OF ROUTE. Commencing from the north end of the Humnni bridge, near Hnrnnni township, which is the commencing point adopted by the promoters, the proposed ronte follows the plains from thence to the Waian river, thence np the south side of the Waian river, to a point about two miles from Messrs Jones and Kent’s station, where it crosses to north side of Waian river at a gorge'; thence up north side of Waian River to its junction with the Dillon river, thence up east side of Dillon river, and across same at its junction with the Ada river, thence np the Ada river to the Ada saddle, thence down Maruia river through the Cannibal gorge, and along the Maruia valley, to a point near head of Brown Grey river; thence over Eahn saddle to head of Inangahna river, thence down Inangahna river to Beefton, thence over Beefton saddle to near head of Little Grey river, thence along Little Grey river to its junction with Main Grey river, thence down Main Grey valley to its junction with the Stillwater creek, about a mile above Brunnerton. By this route the distance from Brunnerton to Christchurch would be 218 miles, and the highest point reached would be 3300 feet. CHARACTER OF WORKS. From Hnrunni Bridge (60 miles from Christchurch) to Waian River (77 miles from Christchurch) the line follows along open plain, which is practically level. From 77th mile to 84th mile (at Munson’s Upper Ferry) the country is rather stiff, but still not sufficiently so as to render railway very expensive. From 84th mile (at Munson’s) to 90th mile the construction will bo easy. From 90th mile to 94 th mile the country again becomes stiff, but still offers no serious obstacle. At 94th mile there would be a bridge over tbe Waiau, which would be an expensive work, but presenting no very formidable engineering difficulty. From 94th mile to 101st mile the line would be along steep hill side, and would be expensive, but not more so than some portions of Now Zealand railways already in existence. From 101st mile to 105 th mile the line would be still following hill sides, and would have to cross some deep gullies, but would bo quite practicable for a reasonable cost. From lusth mile to 117th mile (junction of Dillon with Ada) the line would follow along terrace country, and its construction would bo moderately easy. At 117th mile there would be a bridge over the Dillon, but it would not be a very expensive one. From 117th mile to 125th mile (at Ada Saddle) the line would follow the hill sides along the valley of the Ada. These are not very precipitous, so would not entail very heavy earthworks. From 125th mile (at Ada Paddle) to 130th mile, the line would follow the hill sides, along Maruia Valley, which present throughout that distance no formidable difficulties as regards construction. In the vicinity of the saddle, however, there is reason to anticipate some difficulties in the way of traffic, arising from snow slips. Prom 130th mile to 134th mile is the most difficult portion of the whole route. Here the Maruia flows through a deep and nearly vertical faced gorge (a portion of which is known as the Cannibal Gorge), and the construction of railway there would be very expensive, involving a succession of short tunnels and heavy excavations. It would merely, however, be a matter of expanse, as there would be no very formidable difficulties in designing the necessary works. From 134th mile to the 142nd mile the line, in order to follow a grade of not worse than 1 in 50, would have to be kept continuing along hill sides, which are in places very steep, and would involve costly works, but not more so than have been already undertaken on other New Zealand railways. From 142nd mile to 153rd mile (Rahu Saddle) the line would still be along hill sides, bat here the hills get less steep. From 153rd mile (Rahu Saddle) to the 160th mile (in Inangahna Valley) the line is still along hill sides, but not very difficult ones to follow. From 160th mile to 169th mile the line would follow Inangahna Valley, which is favorable for construction, and would not involve any very expensive works. From 169th mile to 178th mile (at Reefton) the line would still follow Inangahna Valley, which here becomes rather more difficult, but still presents no very formidable obstacles. From 178th mile (at Rsefton) to 196th mile (at Grey Junction) the country, with the exception of quarter mile at Reefton saddle, which requires_ tunnelling, is moderately easy, and would not involve any exceptionally expensive works. There would bo bridges of moderate size over Inangahna, Little Grey and Main Grey. From 196th mile to 202nd mile (crossing Totara flats) the country is exceptionally favorable, and the earthworks would consist merely of surface formation. From 202nd mile to 217th mile (at Stillwater) the lino would follow ordinary timbered country, generally favorable for railway construction, and the cost throughout this distance would be moderate. There would be bridges, but not very expensive ones, over the Ahaura, Nelson creek and Arnold rivers. ESTIMATE. I estimate the cost of constructing a railway from Hurnnni to Brunnerton, a distance of 157 miles as above described, including reasonable rolling stock and stations, at one mihion five hundred thousand pounds (£1,500,000). CHARACTER OP LANDS AFFECTED. As regards the character of the lands which would be benefited by this line, the state of the case is as follows From the Hnrnnui, at 60th mi j e, to the junction of the Hope with tbe Waian (or Dillon) River, at 9Sth mile, there is an area (including the Hanmer Plains) of about 150,000 acres of moderately flat ground within a distance of about ten miles on either side of the proposed lino. Of this about 50,000 acres is fair agricultural land, another 50,000 acres is possibly fit for agriculture, though not very probably so, and the remaining 50.000 acres is like the hill sides, merely fit for depasturing purposes. From the 96th mile, at the (unction of the Hope with the "Waiau (or Dillon) River to the H7th mile, at the junction (of the Dillon with Ada River, there would be very little, if any, land fit for agriculture, the flat land along River Valley being of but small extent, and its blight above sea level, ranging from 1400 to 2400 ft. Both river flats and hill sides, however, appear to bo good grazing country, i From the 117th mile, at the junction of the Dillon with the Ada, to the 124th mile in the Ada Valley, near Ada Pass, the river flat, which i averages about half a mile in width, appears i to be moderately good grazing country, its height above sea level ranging from 2400 to 2900 ft. As the river flat here is_ at so high an elevation, it is probable that the hill sides would be too cold for grazing on except in summer • time. i From the 124th mile, in the Ada Valley, near I the Ada Pass, to the 137th mile, at the junction of Maruia River with Derbyshire Creek, the i country at both sides of the line is so precipitous that it would be unfit for either agricultural or i depasturing purposes. There is some timber upon it, however, which might bo marketable. I From the 137th mile, at the junction of the b Maruia Biver with Derbyshire Creek, to the 1 142nd mile, at the head of the Marnia Plains, - there are some river flats suitable for grazing, i their height above sea level ranging from 1800 i to 1600 feet, but they are of small extent. The - hill sides here are also timbered to some extent, 3 and the character of the timber improves, both 3 in size and quality, as the line advances towards i the west.

(At the 142nd mile access' is given to the Maruia Valley, which contains about 20,800 acres of moderately Sat open land, of a character ' which would no- doubt Ira fit for agriculture if it were on east' side of range. Being on the west side of range-, however, it is doubtful how far it could bo msdb available for agricultural purposes, the climate being so moist that probably only root crops could be grown for export. The height of the open land above sea level varies from about 1600 te about 1200 ft. From the 142nd mile at the head of the Maruia Plains to the 160th mile in the Inangahua Valley, the height of the country followed by the line varies from 1600 ft to 2200 ft above the sea level, and it is generally too steep for agricultural purposes. It is, however, thickly clothed with large and valuable timber. From the 160th mile in the Inangahna Valley, to the 175th mile at Crushington, the line follows the valley of the Inangahna, through heavily timbered country. The timber here is principally black birch, which is very valuable for bridge building, &o. The hills at each side of the valley are generally very precipitous, but the width of the valley is sometimes considerable, probably reaching to the extent of half a mile in some places, and in these cases the flat land would no doubt eventually become suitable for agriculture, to such extent as West Coast land can ever become so suitable, as soon as the timber is cleared off it. It varies in height from

1600 to 700 ft above sea level. Within this distance also some coal seams have been found of the same character as those found at Eeefton, Prom the 175th mile at Crushington to 178th mile at Eeefton the line follows the Inangahna Valley, through country which is precipitous and unfit for agriculture, but thickly interspersed with rich quartz reefs. Many of these have been worked continuously for the last ton years, and have yielded considerable and almost continuous revenue to their proprietors. Within this distance there are also numerous coal seams, the coal being of fair quality, and suitable for both steam and household purposes, but probably not so valuable for export as the Greymonth coal. There is also heavy block birch timber on the hills throughout. From the 178th mile at Eeefton, to the 185tb mile in Little Grey Valley, the line travels through heavily timbered country, the character of the timber being principally black birch. Along a portion of the distance the country would bo too steep for agriculture, but the greater part of it would be flat enough to cultivate. Until the timber can be brought to market however, it is not probable that much of the land would be taken up, as it would be too expensive to clear it unless something could bo got for the timber. From the 185th mile in Little Grey Valley, to the 196th mile at Grey Junction, the line follows the valley of the Little Grey River, which averages from a mile to half a mile in width, and a considerable portion of it is open land and fit for agriculture. There is also a good deal of open land on the terraces adjoining the valley, which is more or less fit for agriculture and grazing—and some few of the terraces on the east side of the valley are auriferous, and are being worked for gold. There are, also, large patches of valuable timber here and there throughout. From the 196th mile, at Grey Junction, to the 204th mile, near Ahanra River, the line travels through the valley of the Grey Biver generally along open flats, varying from one to three miles in width. For the first five miles of the distance these flats are generally fit for agriculture, but for the remaining three miles it is doubtful if they would be so. Several of the terraces on both sides of the valley are auriferous, and are being worked for gold, and there are large areas* of valuable ’umber here and there throughout. From the 204th mile near Ahanra River to the 217th mile at Stillwater, the line still follows the valley of the Grey River along moderately flat country, which averages about a mile in width, but here the land is thickly covered with heavy timber. The timber, however, is very valuable, being mostly black birch, and When it is cleared, as it has already been in some cases, the land would become fit for agriculture. Throughout this distance, too, nearly all the streams leading into the volley at both sides, and also a great many of the terraces along side streams, and along the main valley itself are auriferous, and are being worked for gold. Attached to this report, in addition to the other documents above enumerated, I also send a sketch plan (drawing A) showing by a red line the ronte above described, and also a section (drawing B) showing the grades which could probably be obtained along same for the amount estimated. The section cannot be regarded as absolutely correct, as it has been deduced to a great extent from barometer readings; but there is reason to think, from several independent checks which were got along it in places, that it is not more than about 50 feet astray at any place. Though reporting as above upon the Ada Pass, in accordance with the instructions given to me, I think, however, as before-mentioned, that the Lewis pass is much the best of the two, as it is only 2870 feet above sea level, whereas the Ada Pass is 3300 feet above the sea level. By actual measurement too it turns out that the route via Lewis Saddle is thirteen miles shorter than that via Ada Saddle; and though I should not recommend advantage being taken of the whole of this saving in distance, as by somewhat lengthening the Lewis Saddle ronte a considerable improvement in grades and location would be attained, it yet turns out that a line via Lewis Saddle can be made fully six miles shorter than via Ada Pass, while at the sam e time never reaching to within 430 feet of the level of Ada Pass, _ and being much better located on the bill sides along Cannibal Gorge than Ada Saddle line coaid be. I have the honor to be, sir, Tour obedient servant, C. T. O’Connor.

P.S. —Since writing the above my attention las been drawn to a letter published in the

“ Lyttelton Times ” of April 16th, by Mr J. E. Browne, one of the engineers for the promoters of the above undertaking, which is so entirely opposed to my views on the subject that I would wish to take this opportunity of refuting it. The portion of the letter to which I particularly allude is that in which Mr Browne, while ostensibly championing the Public Works Department, makes a moat wholesale and unprovoked attack upon Mr Foy, and'even goes so far as to imply that that officer, “whetherfrom prejudice or otherwise,” supplied the Department with “false data” concerning the Lewis saddle route. Now, this I consider to be a most unwarranted assertion, for whatever Mr Foy may have given as his opinion concerning the merits or otherwise of this route, and however Mr Browne or anyone else may see fit to differ from this opinion, I can veuch for it that the data which Mr Foy sent in, in the shape of plans and sections, was os carefully prepared and as efficiently and correctly executed as it was in the ■ lower of any professional man to do it, and as ;o his supplying false data of any kind from prendice or otherwise, I consider him incapable of doing anything of the kind, and T have had ample opportunity of knowing him, having been officially connected with him for several years. So far as regards Mr Foy. _ But, while I am on the subject, I should also wish to state, that as regards the various telegrams, &c., which have appeared in the newspapers from time to time, to the effect that the report and surveys of Messrs Thornton and Browne have been fully verified. &c., by my exploration, I am in no way responsible for these telegrams, &0., and in many cases I do not concur in them. This, I think, will be sufficiently evident from my report above, for while I studiously avoided making any comparisons until this gratuitous and unwarranted attack was made upon Mr Foy, yet the figures are there to speak for themselves, and it will bo found that in several of the most important items, such as length of line, height of Ada Saddle, and estimate of coat, there is a large l difference between the results given by Messrs Thornton and Browne and those which I have arrived at. (Signed) C. T. O’CoN’nob. May 13th, 1881. 13th May, 1881. Ee East to West Coast Eailway. _ To the engineer in charge M.T., Dunedin, Sir, —Slaving been instructed some short time back to report upon the Keefton route as proposed for above railway, I have done so, confining my report to a description of that line pure and simple, as I apprehended that the report was in a great measure asked for for the information of the promoters of that particular scheme, and I thought it would consequently bo most convenient it kept quite distinct from any other consideration.

Since then, however, it has struck me that the Government might desire to have before them a comparison of this route with each of the other routes from time to time projected, in order to assist them in coming to a conclusion as to how far it might be desirable to foster the enterprise of private individuals in constructing a railway from the Hurunui to Brunnerton yia Cannibal Gorge and Reefton. With a view of supplying such a comparison, therefore, I have prepared a tabular statement in three sheets, hereto attached, showing the probable distances and grades, &c., &c., along each of the projected routes hitherto explored, and I would now propose to still further analyse the relative merits of the Reefton route via l ewis Saddle as compared with, say, the best of the other routes projected, which I conceive to be the Arthur’s Pass route via Lake Brunner. Before doing this, however, I should premise that the tabular statement above alluded to, so far as the item “portion of said distance which still remains nnconstructed ” is concerned, is based on the length of railway actually open for traffic, without taking into account any partially completed or projected portions of lines, as I feared that these might lead to confusion if taken account of. Thus on the northern routes the railway is supposed to be finished from Greymonth to Brunnerton, and from Christchurch to Amberley only, although it has been contemplated to extend the Brunnerton lino to Nelson creek, and the Amberley line to Hurunui, while on such of the Southern routes as follow for a greater or less distance along the line of the

ie Hokitika to Qreymcrath Railway, no acoonnt '0 has been taken of the fact of that railway having !r been already commenced and partially carried if out to s small extent. 0 In handling the tables, therefore, it would be v necessary to correct them from time to time, by 1 taking into aceonnt, on the various rontes, such - portions of said routes as the Government might , contemplate making in any case as local lines, 1 irrespective of the question of an Hast to West Coast Railway, in order to arrive at the true i distance then remaining to be completed, solely ■ on account of an East and West Coast Kail- ■ way. I As regards the relative lengths of the lines > proposed to be compared, then it will bo found, on referring to the tabular statement, that they stand as follows a . a , a j, h'b -2 to . ■§;§ Portion of c'C o o said distance ao B a • which still d-fid Eo-agoo remains un--g CO***" iconstrnotod. Eeofton route Miles. Miles. Miles. 44 Lewis Saddle Line 212 227 ISO 29 Arthur’s Pass route : Lake Brunner Line 112 127 105 Assuming, then, that as regards the Kecfton rente, the North Canterbury line would be carried on, in any case, as far towards Reefton us a point on the road between tbe Hnrnnui and the Waian, known as “the red post,” which is say seventy miles from Christchurch ; and that as regards both routes, the Grey Valley line would only be carried as a local line as far as the Stillwater creek, which is one mile from Brnnnerton, the state of the case would be as follows I Porf.ion of said distance still Brnnner- Brnnner- remaining an. ton to ton to const rncted, Christ- Eolleston which ’apporchnrch. tains solely to East and West Coast Eailway. Miles. Miles. Miles. Eeefton Eonte Lewis Saddle Line 212 227 141 Arthur’s Pass Eonte; Lake Brunner Line 142 127 104 Or, again, taking another assumption, viz., that a local railway would in any case be carried up the Waiau River, to a point near the junction of Hanmer and Waiau Rivers—say eighty-five miles from Christchurch, for the purpose of giving access to the Hanmer Plains, Ac., and that, * as before assumed, the Grey Valley line, as a local railway, would stop at Stillwater, then the ■ state of the case would be as follows : , Portion of said distance still Brunner- Brnnner- remaining nntonto ton to constructed Christ- Eolleston which apperchurch. tains solely to East and West ] Coast Eailway. \ Miles. Miles. Miles. 1 Eeefton route: , Lewis Saddle Line 212 227 126 1 Arthur’s Pass route: Lake . Brnnner line. 142 127 104 I As regards the item of length of line requiring 1 to be constructed for the purposes solely of an I East and West Coast Eailway, it would appear, f therefore, that even taking the most liberal , assumption as to probable extent of purely local lines in favor of Reefton route, the length of 1 line requiring to be constructed for solely East ] and West Coast purposes along that route would exceed the length similarly requiring to be con- c struoted along Arthur’s Pass route by twenty- j two miles; and if the less liberal of the two assumptions were taken, this excess would be- 2 come thirty-seven miles. ] A still more important feature in the case, 3 however, is as regards the distance which the through traffic would have to be hauled from j Brnnnerton to Christchurch, and places south of e Christchurch, as this, on either of the aasnmptions, shows an excess, in the case of the Keef- p ton route of seventy miles from Brnnnerton to t Christchurch, and 100 miles from Brnnnerton to Eolleston, and all points south of Rolloston, 2 as compared with the Arthur’s Pass route. I To realise what this amounts to it will he necessary to show how much it is worth to save p a mile in distance on a railway. Taking the co t A of maintaining and working a railway at 5s per a train mile, which is abont the average New Zealand rate, and assuming that tbere would be two c trains each way per day, the cost of maintaining e and working each mile would bo J3l per diem. 9 Assuming, then, the number of days on which trains would run as 300 in each year, the cost of 2 maintaining and working each mile would be X .£3OO per annum. This capitalised at 5 per 3 cent, would amount to abont J 56000.

Provided that no extra traffic is attained by going; round, therefore it lo -worth -£GOnO to attain a saving of a mile in distance. Were it probable, then, that no traffic would be lost by adopting the shorter line in this case, and assuming that half the traffic went to Christchurch, and the other half to places south of Eolleston, the sum which it would be worth while to expend over and above the probable cost of the longer line, in order to attain the shorter line would be 7 A=ti°2 X 6000, viz., .£510,000.

Assuming, now, that the most liberal of the two assumptions as regards local lines in favour of the Beefton route were adopted—that is to say. assuming that a line were made in any case to the junction of the Hanmer with the Waiau, it would appear that, as regards the purely East to West Coast portions of the lines, it would be good economy to adopt the Arthur’s Pass route, even though the 104 miles remaining to be constructed along that route cost J 8510.000 more thon the 126 miles remaining to be constructed along the Beefton route. In addition to the question of working expense too, there has to be taken into consideration the question of time, the distance to be travelled from Brunnertou to Christchurch, or from Brunnerton to Eolleston, and all points south of Eolleston, being respectively 70 miles or 100 miles longer by Beefton route than by Arthur’s Pass route.

That the works along Arthur’s Pass route would be heavier than those along Seefton route is incontestable, but nevertheless, though we have not data sufficient for an accurate estimate, X cannot think that the 104 miles via Arthur’s Pass, even if following the present line laid out along the Waimakariri Gorge, would cost .£510,000 more than the 126 miles via Beefton, and if it is probable that the Arthur’s Pass route might be cheapened by adopting a line along Broken Eiver, Lake Lyndon, and Lake Coleridge to Whitecliffs Branch. instead of that via the Gorge of the Waimakariri. As regards the character of the land which would be opened up by the purely West Coast portions of either route, there is not much difference, except in the matter of minerals, none of the West Coast land being very suitable for agriculture, and the chief source of wayside traffic—namely, timber, being common to both routes, at least as regards quantity, though probably the quality ef the timber on the Eecfton route is the better of the two. The minerals are no doubt in excess on the Beefton route, bat with the exception of coal the mineral workings which would be affected would not, I think, yield much traffic to the railway. Even assuming, too, that coal of marketable quality fit for transport would be tapped at a point as far eastward as eighteen miles from Beefton, it has to be borne in mind that the distance which this coal would have to be carried to reach Christchurch by Eeefton route {Lewis Saddle line) would be 154 miles, as against 142 miles for Brunnerton cool via Arthur’s Pass route; and for carriage to Eolleston, and places south of Eolleston, these distances would become respectively 169 miles and 127 miles. Bearing in mind then that the Brunnerton coal is in oil probability much the best of the two, it would appear that the Arthur’s Pass route has the advantage on this basis also.

There was one great feature which was contended for as in favor of the Eeefton route—namely, that it afforded an opportunity of getting readily to Westport and Kelson, and to this at first I was inclined to attach a great deal of weight, but on looking further into the matter oven this feature would seem to disappear, as it will be evident from the sketch map (drawing a) and the figures given above, that Eeefton can be reached from Christchurch by the Arthur’s Pass route in very little more distance than it could be by the Eeefton route, while from Eolloston and places south of Eolleston the distance by the Arthur’s Pass route would be actually less than by the Eeefton route. Thus by the Arthur’s Pass route to Brunnerton, and thence up Grey Valley, the distance from Christchurch to Eeefton would be 182 miles, and from Eolleston to Eeefton 167 miles ; while by Eeefton route (Lewis saddle line) these distances would bo respectively 172 miles and 187 miles. The Arthur’s Pass routs, therefore, while affording much readier access to the Brunner mine and to Grcymouth, could afford, by means of a line up the Grey Valley to Eeefton, practically quite ns ready access to Eeefton, Westport and Nelson, as the Eeefton route could do. If, notwithstanding all this, however, the promoters of the Eeefton route still consider that it would bo remunerative as a commercial adventure, I cannot seo any grave objection to tbeir enterprise being fostered by grants of land along the lino of country which the railway would open up, as beyond the lands already purchased it is not probable that much of tho lands in question ever would be purchased unless opened up by a railway. The carrying out of this project could not, therefore, 1 think, materially interfere with the carrying out of a more generally useful Last to West Const railway, along, say, the Arthur’s Pass route hereafter, and unh ss it did that I cannot seo any other material damage it could do. I have tho honor to be, sir, Your obedient servant, (Signed) C. T. O’CONNOII.