PUBLIC WORKS STATEMENT.

Globe, Volume XXIII, Issue 2294, 10 August 1881, Page 1 (Supplement)

PUBLIC WORKS STATEMENT.

[PBESS ASSOCIATION TELEGRAM."]

WELLINGTON, August 9. ' In the House this evening the Hon. J. Hall made the Public Works Statement. He said:— Mr Speaker—The loss, which I sincerely regret, of my colleague the Ministor for Public Works, Mr Oliver, has imposed on me a heavy duty in the statement I am now undertaking. Intimately acquainted as he is with every detail of the works to be spoken of, the task would for him have been a comparatively easy one, but taking up the matter as I have done at an advanced date in tho period under consideration, I am obliged to ask for Bpecial indulgence for the deficiencies which Mr Oliver's absence ia sure to cause. PUBLIC TVORKB. There will be attached to thiß statement, in addition to the usual tables and Btatemontß of expenditure and liabilities, reports from the engineera-in-charge of the North and Middle Islands on railways, roada, water-races and public buildings ; from the marine engineer on lighthouses; and from the general manager of railways. I Bhall deal with the subjects in the following order: —1. Tho progress of construction during 1880-81 of the several classes of publio works. A, Railways; (1) their construction ; (2) their maintenance and working, and the results of traffic; b, roads ; c, harbor works and lighthouses ; D, coalfields ; e, waterworks on goldfields ; s, telegraphs, publio buildings. 2. Proposals for the curront year ISSI-82 in the same order. EAILWAXS. The considerable expenditure of the year, amounting to £969,105, has been almost wholly upon works already begun before the period 1880-81. Including the expenditure during tho first quarter of tho current year, and the liabilities outstanding on the 30th June last, it ha 3 not exhausted tho votes of last year. No single group of linos can be said to bo absolutely finished and provided with suitable appliances, but I am glad to inform the House that the calls for additional accommodation and increased plant are diminishing in importance, the lines being for the moßt part equal to an extended traffic. Beginning in tho North, I come first to tho Kawakawa and Whangarei lines. Tho small coal line at Kawakawa (3iy of Inlands) and that at Whangarei arc making good progress. The former is now all under contract; tho latter is finished to a point below the Town wharf, but not to the Deep-water wharf at one mile fifteen ohains lower down the harbor. A contract for tho extension to this point has been entered into. K-iipara—The Kaipara lino waa opsned for traffic to Henderson's mill on tho 21st December last. There then rorniined but a short uubsection (about eleven miles) to complete communication between Auckland mid Kr«ipara at Helens7il?e, a distance of about forty miles. I am glad to glad to ss.y that this remaining section has oince been completed, aud the line was opened for traffic throughout from Auckland to Helensvillo on the July. Auckland-Waika'^o —Of considerable interest to the colony at largo is the advanco (since the ditto of tho la3t statement) on the southern side of Auckland to Awamutu, a point within three miles of the southern boundary of the confiscated territory in the Waikato district. Tho lino thus extended is now close on one hundred miles in length, and with the Kaipara line will form a continuous railway of one hundred and forty miles. Waika'co-Thames —Some progress has been made with this line. From the Auck-land-Waikato lino at Hamilton the formation towards Morrina\illeis finished for a distance of fourteen miles and tho remaining four miles of the sections are in hand. No part can be usefully worked until the bridge over the Waikato at Hamilton ia erected. The ironwork for it has been already shipped. At the oiher end of the Thames-Waikato lino a contract has been let for the formation bstweon Grahamstown and Kopu, whore a deep water wharf can be obtained. Napier, Wellington (Northern Division), —The northern division of the trunk line between Hawke's Bay and Wellington has been lengthened by four miles thirteen chains, ending at Makatoko, opened last year. The gap in the trunk lino ia thus reduced to about eighty miles. The exact position of a portion of tho work remaining to be constructed within the Seventy-Mile Bush baa not yet been determined. Some work has been done on the southern division of this railway, but no extension has been effected, and tho northern terminus remains at Mastovton. New Plymouth-Foxton—Tho northern division of this trunk line being the portion from New Plymouth to Hawora, a length of about fifty-one miles, i 3 completed. Twolve miles between Njjaere and Normanby were opened for traffic during tho lsat financial year, and the remainder will be opened in a few days. The southern division of the New PlymouthFoxton line, being the length between Hawera and Foxton, haa now a total extension of ninety-eight miles, of which nineteen miles between Kai Bwi and Waverley have been opened during the year. The length remaining to unite W&verley and Hsnera ia twentyfive miles, of which tho precise direction between Manutahi and Hawera is as yet undetermined. The present surveyed line passes near the coast, but we consider that it would be preferable to adopt one further inland, if it should turn out to be economically practicable. The Wanganui wharf haa been finished, and has a total frontage available for vessels of about 910 feet. Steps are being t'-;kan to provide necessary station buildings on tho reclamation, and to bring the new station into proper working order. Fjxton-Wellington—Tho earth works on this part of the trunk lino (the total length of which is about seventy miles) were begun in the neighborhood of Wellington by tho labor of the " unemployed," but fund 3 not being available for its continuation, the works have been discontinued. The House will be aware that, with a view to carrying on the project, a company haa been initiated in Wellington. The promoters hs,vo been in treaty with tho Government for terme, including tho grants of lands on tho lino of the earth worts executed and of materials already provided. The Government propose also to undertake the definition and survey of tho whole line, and in any arrangement which may be made to reserve to the colony the right of purchase. The completion of thi3 work would open unbroken railway communication between Wellington and the whole Wanganui and Taranaki country by a lino of two hundred and forty miles. This matter will come before the Legislature in connection with a Bill to be introduced empowering grants of land for purposes of this kind. Required to complete trunk line —Unsurveyed intervals of one hundred and twenty miles on tho west, and one hundred and sixty miles on the cast, separate the extremity of the Waikato line at Awamutu from Waifara (Taranaki) and Napier reanflfit.fv/jl* TV «••——"»"'' w "j lose no opportunity wuich may present itself for obtaining Buch information with regard to the intervening country aa will enable the beat mode of completing this main arterial line to be determined. Picton Hurunui—Crossing the Straits, we enter the Blenheim section, on which the only work completed during the year is the extension to the town of Blenheim, a distance of one milo and a quarter, including tho Opawa bridge and Blenheim station. Nolson Roundell— The works on this section are tho formation of three miles extension from theinland terminus, Foihill to Belgrave, a forcut country from which a timber traffic may bo calculated on with very small increase to the working expenses. The permanent way is finished, and tho station works are so far advanced as to admit of the line boing opened immediately. HurunuiBluff—The main lino, tho largost continuous trunk in the colony, measuring from the Hurunui river, the old provincial boundary of Nelson and Canterbury, to the Bluff, 443 miles (exclusive of branches), haa during the ypar been completed from Amberley to Waipara, an extension of 7 miles at the northern extremity, leaving 19 miles to complete the whole distance to the Hurunui, The extension from Waipara to Waikari, a distance of nine milou, will, I hope, be completed in time for the ensuing grain and wool seajon, but the section from thence to the Hurunui awaits further survoy. Branohes— During the year a portion of the Tinwald branch to Mount Somers, 10 miles 60 chains, has been opened for occasional traffic. An

agreement has been made with the Rakaia Forks Company, under which the Government work this company's line, 22 miles 7 ohains in length. On the Waipahi-Horiot-burn branch 15 miles 43 ohains have been fully opened. Arrangements have been made for interchange of traffic with the "Waimea Plains Company (37 milts), under which the business is now carried on with through booking. Otago Central —Works have been prosecuted on the Hindon section of this line by " unemployed " labor All hands, except a few who have small contracts, are now discharged. On the Wingatui contract, the formation is practically finished, excepting the small tunnels at the sixth and seventh miles. The working survey is finished to Hyde, and from Rough Ridge to near Lake Hawea. This important work is in an exceptionally favorable position, for being prosecuted by a oompany aided by grants of land on the principle I have already referred to. I trust that by this meanß the work will be gono on with. Riverton-Orepuki—The works on the Rivorton contract, six miles, which include ballasting and permanent ways, are now finished. Ofciutau-"Nightcaps—The Opio and a portion of the Waicola contracts are ready for the laying of the permanent way. The whole lino to Nightcaps coalfields may be finished without difficulty during the present financial year. Total increase of working lines in the colony —Summing up the additions mado to the working lines in both islands, during the year wo have a total of 106 miles. This gives a length of 1287 miles of trunk railways and branches now in work. To complete the main trunk lines in both islands the following additions will be required :—ln the North Island, from

Wellington to Foxton, 70 miles ; from Waverley to Hawera, 25 miles ; from Waitara to Awamutu, 120 miles,"; being a total of 215 miles, besides the gap of 80 miles on the Wellington Napier line. In the Middle Island a length of about 140 miles between Blenheim and Waikari will complete the trunk line from Picton to the Bluff. WORKING BAILWAYB. I now come to the review of the year's experience of tho working railways. Important changes have been effected in the administration of this department. For tho two Railway Commisaionsrs, one in oaoh island, one General Manager haa been substituted, whosa headquarters are in Wellington. Tho two accountants' departments have also been

amalgamated, as likewiee the two stores departments. Independently of the considerable annual saving which has resulted from these changes, they are calculated to ensure prompt and efficient management. They have .also givan to tho Minister a more real control over tho businoss of the department than he could possibly have under tho formor sjßtem. The results of the traffic for the year have been, on tho whole, satisfactory. In the passenger traffic tharo has, indeed, been a coneiderablo falling off, an indication in egreornep.t with that furniohed until recently by the Customs and other revenue returns, of the general 'depression in which thio colony has shared and the forced economies that havo been th 9 result. The decreaso has not been caused by any increase in passenger fares, which have not been raised. In some oases reductions have been made. This falling off haa E.f£ected chidly the busiest railways of tho country. On the Hurunui-Bluff linea, which furnish thrco-fourths of the whole receipts, it nearly reached 10 per cent, on those of the preceding poriod, though tho length of tho lines oponed to traffic has been augmented by above 4', per cent. There haa been a contemporaneous and very general and large increase of the goods treffio revenue, amounting to 24 per cent., and dependent not alone on the increase of the tariff, but of tonnage. Also on the two clisio3 of receipts, namely, passengers and goodß combined, there baa been an increase of nearly 10 per cent. Thanks partly to this augmentation and partly to increased economy in management, the net returns from the railways as a whole have, during the past year, been equal to £3 83 3d per cent, on the cost of construction. Tho deoreaae of train mileage consequent on the greater care everywhere vieible in the administration, together with large economies in the railway staff, have resulted in a considerable growth of the nett revenue. The gross revenue of the year 188081 amounted to £836,454, against £762,572 in 1879-80, an increase of £73,882. The nett revenue was £314,497, against £182,562 in 1879 80, an increase of £131,935, the difference between those two increases, £58,053, being due to the causes already pointed out. Notwithstanding tho increa:e of mileage under work (9 per cent.), the total cost of maintenance and traffic was reduced from £580,010 in 1879 80 to £521,957 inISSO-81, a reduction exceeding 10 per cent., and as large, probably, aa due care of the linea and plant will permit in the existing atate of the traffic. Only two openings for further economy seom suggested on tho face of the copious returns as to the working management for the year. I refer first to the selection in future purchases of tho typss of looomotives which experience has suggested asmost suitable, and to tho employment of the fuel which having regard to its cost haa proved most effective. In this connection it will be satisfactory to hon. members that I ohould observe that New Ziolanfl coal alonj is now used on the locomotives, and that these returns show that the Westport coal may claim to rank, in point of value for locomotive purposes, above that obtained from tho Novrcastle (N.S.W.) minoß, which stands second on the list. I refer to return No. 27, which records experiments on an extensive scale, including, among others, a comparison of tho effective work of tho above two varieties of coal, used under similar conditions and by engines of the same type. The second hope of economy arises from what appears,'", at first sight, tho excessive proportion of locomotive expenditure under the head "shunting." This appears to bo owing to poculiaritiea of tho traffic, and to some extent to the imperfection of station arrangementa in places where tho traffic hac in the course of time outgrown the existing accommodation. The large number of stations, and of sidings independent of stations, tho number of blind sidings and of short branch linea, and the inadequate water services, are also features of our system which swell the cost of locomotive work by increasing the items " Ehunting." Tho item in question is about onefourth of the total (£137,000j of class B, " locomotive power," in the return No. 3; and if a moderate additional expenditure in the extension and equipment of some of the stations would diminish the charge materially, tho result would sensibly affect the net revenue. Doubts have been entertained and expressed in several quarters whether the Government may not be deluding themselves and the country as to the true amount of profit on the work-' ing linos. It ia thought first that the condition of the lines and plant is perhaps declining in some particular". nr-rl Bpnnnrlijwnich should be debited to maintenance have beon placed to the account of construction. In ropiy to the firat supposition I request hon. membora to roferto return No 5. From this table it will be ahown that the proportion of the whole working expenseo due to maintenance ia 35 per cent. Of this amount the cost of the daily operations for keeping the permanent ways true in form and level absorb 23J- per cont. The coat of material in repairs of tho ways is 5 per cent.; that of maintenance of bridges, signals and other works of the kind 5 per cent., and the repairs of stations and buildings 1$ per cont. Take again the analysis of locomotive expenses, which in th 9 whole amount to 26! per cent, of the annual expenditure. It will appear that 21 per cent, is for running expenses (fuel, oil, labor, &.?.) and 5i per cent, for repairs and ronewals of the locomotives. The next subdivision of the same return refers wholly to repairs and renewals of waggons and carriages, and these make 5" per oent of tho total. We have then in all per cent, of the annual expenditure devoted to renewals and repairs of rolling stock of permanent ways, bridges, culverts and buildings, in addition to the 23.} per cont., as already stated, for the daily operations in keeping up the gauge and levels of permanent way. I will not say that extra charges may not arise from time to time for entire renewals of sleepers or rails on sections of the system, but these will not, I think, come upon us on a scale to make us anxious. Our total mileage is now considerable. The lines have been

opened at very different dates. The wear and tear due to traffic must be so various on different sections that this class of charges will rise gradually, and will become almost as regular as other parts of the cost of maintenance, and should be fully met by the increased traffic to which we confidently look forward. Thirty-six miles of sleepers were replaced during the period just ended upon a working length of 1200 miles, that is to say, 3 per cent of the sleepers were renewed. The normal average may be about 10 per cent., good timber boing employed. Four miles and a half of rails hove been replaced, or about J per cent, of the total length. The average ronewals will probably reach 5 per cent, when all the system has beensome years at work. I exclude sidings and stations on which old rails sorve aftor rejection from the running lines. Tho' charges that may be anticipated for ronowal of our timber bridges are les3 calculable matter, but they need not oause any anxiety. Bridges of the kind erected in Europe thirty years ago are still in existence on some railways, and it appears unlikely from our local experience that wellconstructed bridges of colonial timber carefully attondod to from month to 'month will become unserviceable in less than twenty to thirty years from tho date of their erection. As to the eecond doubt I have mentioned, whether maintenance may not perhaps have been sometimes charged to construction, it will I think be sufficient to remind the committee that the construction and tho working of the lines are now entrusted to absolutely independent departments, each properly solicitous for its own character for economy, and I may assure the committee that each as a matter of fact jealously resists the attempt to charge on it any expenditure that may more fairly be charged to the account of the other. While it may bo possible tc/effeit still further economy in working expenses, the main hope for improvement in the net return from our railways must consist in an augmented traffic,

which the lines with their present appliances arc capable of carrying with but little increase of cost, and a gradual revision of the present tariff with a view to the encouragement of traffic by diminished charges ; and the progressiva adaptation of that tariff to tho circumatancos of the several parts of the system is roceiving constant consideration by the Government. BOADS, 1880-81. Following the order sketched, I now turn to the subject of roads begun or completed during the period of 18S0-81. These have been under tho charge of two departments, that of public works and that of Crown lands. The division has been in some cases rather one of convenience than of proper classification. Some of tho works carried on by

tho engineers of the public works will give access to Crown lands not yet opened, while Borne of those of which the surveyors of the Crown Linds Department have charge are of political value. I think that there is not sufficient reason for altering the present arrangements if duo care be taken to avoid overlapping estimates and want of proper co operation. It will probably be satisfactory to the committee that I should glance at the whole, leaving to my hon. colleague, tho Minister of Landa, to add whatever he may think right to supplement my notes when the occasion arises. Very interesting information relative to tho work of the Crown Lands Department as 4he pioneer of the settlements, has already been afforded in the report from that department, which was laid on the tablo. It will bo moat convenient to arrange my enumeration by localities, without regard to the departments in charge of each work. Hon. membera will find in arrangement by departments in the Public Works estimates, which will shortly be laid on the table that much progress haß been made with tho road workß, but comparatively few have arrived at completion. I shall not detain the committee long with the subject of past construction, which will be found detailed in tho printed reports of the engineer in charge of the road works. Under the vote of £66,650 for roads, &c, north of Auckland, part have been carried on by the several County Councils of the district, under arrangement as to the objects on which the several grants were to be expended. A portion of the vote has been applied to the construction of a main road between Auckland and Mongonui, and is being expended on this work under the superintendence of the Chief Surveyor of Auckland, Mr Peroy Smith. The works done on this road have made it fit for wheeled traffio aa far as Wellsford, a distance of fifty-five and a quarter miles, and they included threo bridges of considerable size. On the next two sections contracts are in progress in the neighborhood of Whangarei. Thence to Kawa Kawa, Whangaroa, and Mongonui works are also in progress, and between Mongonui and Awanui contracts are completed or in progress over about eighteen miles. These when finished will make a road between the two last named places fit for wheeled traffic. Of the whole distance from North Shoro to Awanui about forty miles of new road will, on completion of tho contracts now in hand, have been formed, a portion of which has beon metalled. Aroha drainage in Waikato and Thames. —The most important works are the Aroha drainage, iu which coneiderablo progress has been made. About eight and a half miles of drains remain to be done. Whatawhata bridge.—The bridge across the Waipa at Whatawhata on the Hamilton Raglan road, in length five hundred and twenty feat, was opened in April laat. Tekore bridge—The Tekore bridge acroas the same river, two and a half miles below Alexandra, providing communication botweon Kswhia and Waikato and Auckland railway, ia under contract and progressing satisfactorily. Mountain and Coast Roads, Taranaki— O a the Taranaki promontory tho road at tho back of Mount Egmont has been motalled for a distance of nearly eighteen milea. The formation of the Coast road 07, that /aading from the Waingongoro through tho Waimate Plains and the Parihaka block to Stoney river has been completed during the year. It is now practically fit for wheeled vohicles throughout its entire length, and for more than half that length is already gravelled. Tho committee are aware that in addition to facilitating settlement in a very promising district this work is one of political importance. It haa been carried out to a large extent by means of the Armed Constabulary Force. Maintenance of certain North Island Roads—A number of other roads has beon maintained, improved, extended and surveyed in tho North Island, for particulars of which the reports of the engineers in charge may be consulted by hon. members desiring full details. With one or two important exceptions these are not new works. Nelson and Wairau to Amuri and the South — Turning to the South Island, considerable progresa has been made with the road from the Tophouse, through the Upper Wairau Valley, to Tarndale, on the way to Amuri, and so soon as the outstanding contract for improvements in tne Wairau Gorge is completed wheeled vehicles will be able for the first time to travel from Nelaon, Picton and Blenheim to the Bluff and Riverton in the extrome South. The road ia now open from Tarndale southwarda, although still interrupted by some unbridged rivers of considerable magnitude. Pelorus Valley, Nelson, to Picton and Blenheim, by the Rai Valley—Of this road fourteen and a quarter miles are being formed and gravelled, and will shortly be finished. The Wakamarina and Kaihura bridges are finished. Twenty miles, including the Rai Valley road, remain to complete a carriage road between the Nelson and Wairau districts. Nelson and Buller Valley—Two contracts for forming and gravelling on the Nelson and Buller Valley road will complete tho communication for vehicles between Nelson and the West Coast. It is expected that this work will be finished during the present month, and will not, without further expenditure, be a high class road. In particular, the Matiri and Owen rivers and Granite oreek require bridging. Reofton-Greymouth—The bridge over the Inangahua at Reefton is nearly finished. It has five spans of 60ft and four of 15ft. Haast Pass bridle track—This track is open, and communication exists between the Lake Wanaka district (Otago) and Westland. Some inconsiderable works are still required to finish the line satisfactorily. Ohristchurch-Hokitika Considerable work has been necessary to repair damages by flood on this road, and to place parts of it in more security against future casualties of this kind. HABBOR TFORK3. The great works authorised under this head

being almost all under the direotion of local Boards, the only important expenditure that comes within the scope of the present statement is for the improvement of the rivor at Greymouth. These operations are being carried out on the plans of Sir John Coocte, are progressing satisfactorily, and have already had a beneficial effect on the channel.

The training banks have been extended to a total length of 924 feet, the greater portion of which was done during the past year. The wall has resisted the heavy seas and floods porfeotly, A new and larger dredge, constructed by Messrs Kincaid, McQueen and Co., of Dunedin, and put together by them at Groymouth, is nearly finished. The entrance to the lagoon has been enlarged and bridged during the year. Tables furnished by the harbor masters at Westport and Groymonth show an average improvement of depth on tho bars of these rivers of one foot and nine inches respectively. The increase in the former case is due to the operation of natural causes. It is proposed to incur some expenditure, with a view to secure the permanoncy of this improvement. LIGHTHOUSES. Cape Egmont—The lighthouse removed from Mana Island has been re-erected at Cape Egmont, and was put in action on the Ist August. I may fairly congratulate the Committee on the completion of a work that has been long urgently required, but which for political reaaons it would have been imprudent to undertake at an earlier date. COALFIBIJ3S. The operationa of the Department of Public Works affeoting this important industry have been limited to the construction of tho railway lines already referred to under another head, and to the adoption of New Zealand coal as fuel in their working. The inspectors of the mines, with a view to the security of the miners, are active in enforcing the needful precautions and in making suggestions for more systematic working. Thoroughly effective and economical mining

can only be expeoted when the development of tho mines has advanced so far as to attract capital and abundant technical experience of tho first order from Europe. In the meanlime, tho progress is encouraging. From the long list of mines, most of them very small, which is attached to tho report upon the control and inspection of mines, I extract a few facts regarding the most important. The largost output of coal during tho year 1881 it will be observed is from the Kawakawa mine, Bay of Islands, which produces a "glance coal," used largely by the Union Steam Company. The Kawakawa mine, opened sixteen years, yielded 54.565 tons; Kumo (Whangarei), four years, 6382 tons; Taupiri (Waikato), five years, 14,817 tons; Waikato (Waikato), four years, 15,849 tons ; Waimangaroa (Buller), five Jyeara, 880 tons ; Banbury (Buller), two years, 3892 tons ; Brunnor (Grey), sixteen years, 32,505 tons; Coal Pit Heath (Grey), four years, 14,330 tons ; Springfield (Malvern), four yoars, 7060 tonß ; Homcbush (Malvern), eight yoars, 7873 tons ; Prince Alfred (Otago), two years, 1089 tons; Prince Alfred No. 2 (Otago), two yoars, 2030 tone; Shag Point (Otago), eighteen yeara, 36,066 tona : Walton Park (Otago) ten yeara, 19,370 tons; Abbotaford (Otago), five yeara, 8216 tons; Kaitangata (Otago), five years, 15,830 tona; Eaitangata No. 1 (Otago) three yeara, 10,799 tons. It will be observed that up to the 31st December last, the date to which the returns are made the output from the Great Buller coalfield, of which so much has been on good grounds expected, had not been extensive. Since that time, however, the yield has largely increasod, being from the Banbury mine upwards of 10,000 tona for the half-year ending 30th June laßt. No doubt this important yield will fully justify the large expanditure which has been incurred for its development. Steamers have been ordered, designed specially for service to Westport as colliers and passenger boats, and if the management of the mines keeps paoe with the improvement in the means of transport, next year will probably show an important growth in tho working of this field, which supplies a coal that competes favorably with any in this hemisphere in the Victorian market. The total output of the coal mines of the colony is 300,000 tons for the year 1880, showing an increase of 68,700 tona on the yield of 1879, and of 137,700 tons on that of 1878. As I have already stated, New Zealand coal ia now exclusively used on New Zealand railways. A list of accidents during the year is given among tho reports already quoted, causing

death in two caaea and injury to the person in twenty. The majority are from falls of coal or roofs, and inseparable from labor connected with machinery. Two accidents arose from the explosion of gas. Assiduous inspection, with increased care among the management, should prevent any serious increase of casualtics of this kind. ■WATEB WOEKS ON G3LDFIELDS. The expenditure on the maintenance and improvement of the existing works in Westland has been : Maintenance, £5137 (dofrayed by the Goldfields Department) ; construction, including liabilities, £20,744. The new works undertaken consist mainly of portions of the Mikonui water-race and the Kumara Bludgo channel. Two contracts for the continuation of the Mikonui water-race, which wero in operation at the end of last year, have since been completed. Tenders for further sections have been accepted, and the works carried out, and othera are still in progress. The total expenditure on this race to the 31st March, 1881, haa been £9BOO. The first section of tho Kumara aludge channel, forty-six chains long, is finished, and the remainder, thirty-nine chains, is under

contraot. The whole ia expected to be completed and in full working order in throe or four months. The total cost of the Kumara sludge channel to its completion will be about £16,000. This work is expected to confer great benefit, especially on the district immediately concerned, as it enables ground to be worked that would otherwise remain unprofitable, and so give employment to a large number of miners who have made this part of the colony their home. STJBVBYS. Otago Central Railway—The working survey of the Ot3go Central Railway has boen continued and completed, except the part between Hyde and Roughridge, which will not take long to complete. Passes of Southern Alps—A leamniisance survey of the passes at the heads a the Bakaia and Hokitika rivers haa been made, which has affordedjmportant and satisfactory results. There has also been a further examination of several northern passes at the instance of the promoters of a company in course of formation at Chriatchurch for connecting Westland nith Canterbury and the Southern Trunk line of railway. The height of the passes thus determined are as follows :—Whitcombe Pass, 4180 f t; Matthias Pass, 4230 ft; Arthur Pass, 3014 ft; Hurunui, 3150 ft; Hope, 3230 ft; Lewis, 1870 ft; Ada, 3300 ft. Tho distances from Brunnerton to Ohristchurch by several of the lines suggested would be about: —Whitcombe Pass, 184 miles ; Matthias Pass, 184 miles ; Arthur's Pass, 142 miles ; Hurunui Pass, 151 miles. Tho route by the Lewis Pass is longer. Having in view Ohristchurch as the terminus, that by the Ada exceeds it by about 13 milop. According to tho charactor of tho lino adopted

none of the passes of the Southern Alps offer a fitting gradient on the western side without a long detour or zigzags. A consideration that mußt not be lost Bight of when tho proposals como to be practicolly dealt with is tho importance of the districts on either side to be opened and benefited by railway communication. Tho promoters of the project advocate the route by tho Ada Pass. TBLEGBAEHS. The telegraph system of this colony is already so far advanced that but little in the way of addition has been found necessary during the past year. Between Stony River and Opunake the gap whioh has existed for several years has at last been filled up. The greater part of the work was performed by members of the Armed Constabulary force. The total length of this addition to the line is twenty-eight miles. From Motueka to Collingwood a line has been constructed fortyeight miles in length, with an intermediate office at Takaka. This line is worked by the Edison Bell telephone. From Port Chalmers to Seacliff a line carrying two wires has been erected for the Railway Department. This line is the first in New Zealand on which old iron rails are used as poles, and in point of heaviness and stability is a great success. The line was erected at a cost of £l6 163 83 per mile.

From Riverton to Otautau telegraph wires hare been erected along the railway line, and offices opened at Thornbury junction and Otautau. The removal of the difficulties which bo long interfered with the opening of the Koaiata road in the Valley of the Thames will enable the Thames-Waikato telegraph to be shifted to a line on which the maintenance will be much more economical than in the very difficult oountry through which it is now carried. PUBLIC BUILDINGS. In the North Island the principal buildings which have been completed during the financial year are the new supremo court and offices and the new police station in Wellington. A considerable number of police stations have been erected in various parts of the country, and four new post'and telegraph offices. Extensive alterations and additions have been made to the lunatic asylums at Auckland and Wellington and to the gaols at Wellington and GHsborne. In the Middle Island about forty buildings have been in course of erection or been altered or repaired during the year. Tho more important of the new works are the Lunatic Asylums near Christchurch and ;Dunedin, Courthouses and other publio offices at Timaru and luvercargill, Ohristchurch and Ashburton General Post and Telegraph Offices. SEDUCTION IN PUBLIC WOBKB STAFF. A consideration reduction has been effected during the last fifteen months in the staff of the Public Works Department throughout the colony, the number of officers dispensed with being ninety-five, the aggregate of whose salaries amounted to £21,66-1 annually. O wing to the extent of country over which the operations of this department have to be carried on, the staff is still numerous, but during tho current year further reductions may be found practicable. PBOPOSALS FOE THB CUEEENT PEBIOD. My hon. friend the Colonial Treasurer was ablo to place before the House a very gratifying statement of the condition and prospects of the ordinary finances of the colony. The improvement he was able to announce will in due time havo its effect on the resources at our disposal for the prosecution of public works. With regard to the loan expenditure, however, we have now reached the period when the operation of the pledges on the subject of further borrowing which were required of us in 1879 are to be practioally felt, and our expenditure on public works must be loss than it has been for some time past. The balance remaining in the public works fund on the 31st March last was £1,860,373. Of this sum £615,793 is absorbed by the expenditure between let April and 30th June, and by liabilities, irrespective of Native land purchase, outstanding on the latter dato. There remains, therefore, but £1,214,580 available for additional public works, and for engogements in respect of Native land purchases. For this latter [purpose £87,623 will bo required during tbio current year, and £IOO,OOO should be reserved for further liabilities. When hon. members call to mind that the payments out of tho public worka fund during tho nine months of 1879-80 amountod to £1,750,350, and during 1880-81 to £1,958,351, and when they are aware that out of the expenditure we can now afford a considerable share must be devoted to the completion of works already in hand, and to the further equipment of railways already being worked, they will not bo surprised to learn that wo are compelled to disappoint some reasonable expectations, and to postpone for the present some important undertakings, the value of which is admitted. I trust, however, that this limitation of direct Q-overnment expenditure will, to a considerable extent, be compensated for by tho operations of companies, which will avail themselves of the facilities we propose to offer for the construction of railways by tho system of land grants. Our proposed expenditure will, in the course of a day or two, be laid 'before the House in detail. In the public works estimates, as already stated, a large part of most of the votes asked is required in respect of works

or contracts for works entored upon under previous authority. It will also bo found I that a considerable proportion of the ex- ' ponditure of the year will bo devoted to roads and bridges. This is partly with a view to facilitate the settlement of Orovin Lands, and partly to render justice to those portions of the colony which have benefited but little by railway expenditure. KAILWATS. I now come to the proposed railway works. (1) Kaipara, Waikato. Auckland, Holensvillo —lt is proposed to finish the equipment and minor works still necessary on the Kuipa-a line, of which the last section has just been opened. The vote asked will cover all expenditure that is at present necessary between Auckland and Helenaville. (2) WaikatoThames—This vote will cover cost of the bridge over the Waikato at Hamilton, and continue the line for a great part of the distance towards the Thames. At Aroha it

also provides for the construction of the Thames portion of the line as far as Kopu. (3) Hamilton to Cambridge Upon this branch, about thirteen milea in length, it is proposed to break ground. The oountry is easy and the line will be much below the average in coet. It will require little additional plant, and possesses considerable political as well as commercial importance. (4) Napier-Wellington—-the works towards Tahoraite on the Northern division will be carried on, and for completing outstanding contracts and engagements on the Southern division a considerable oum will be required. (5) Wellington-Foxton— A small vote is required to wind up accounts on these works, including payment for land. (6) Foxfcon-New Plymouth—The vote asked for tho northern division of this line will complete the works now in hand. The vote for tho southern division will provide for tho formation of the line between Wavorley and Patea, and from thence to Maratuhi. It will also provide for the survey of the unfinished section between Hawera and Patoa, and covor outstanding liabilities. (7) Nelson-Round Hrll—£62oo will finish tho expenditure on the extension of three miles to Bellgravo. (8) Groymouth to Nelson Creek—This line is in the direction of Roefion, and is completed as far as Stillwater. It is anticipated that ito continuation will form part of the scheme of the company, which is projected for the construction of a lire between the East and West coasts. (9) Westport-Ngakawau—Additional rolling stock is required for this line, as well as some expenditure for laud and sundry small works. (10) Picton-Hurunui —A vote will be proposed for liabilities and sundry work on the Blenheim extension and for a length for breaking ground on tho Great Trnnk line to the South. (11) Huruuui-Waitaki, and Branches —It is proposed to complete the extension to Waikari, which hes been very long on hand, and to proceed with tho short length to the Hurunui. (12) Votes will also be asked on account of tho branch lines now in progress to Fairlio Creek, Upper Atshburton, and Little River. (13) The completion of the junotion between tho Oxford and Springfield branches will have valuable economical results, and wo propose to push on this work. (14) Waitaki, Bluff, and Branches —A considerable vote ia asked for works and liabilities on tho main lino and on the Duntroon, Ngapara, Port Chalmers, Brighton road, Outram, and Lawrence branches. (15) Also votes to meet engagements on the Ngapara, Livingstone, Palmerston, Waihemo, Catlin's River, Waipahi, Horiofc Burn and Edendale, Toi Tois branches and the Otago Central Line. (10) For the Southland lines, including the completion of tho branch to Otautau and to the Nightcaps coal field, and the continuation of the Orepuki line to a point at which it will beoome useful, a sufficient amount has been placed on the estimates. Of the total proposed expenditure on railways, I may inform hon. members that a considerable amount (about £436,000) is to cover outlay during tho first quarter of the current year, and liabilities on the 30th June last. There remains only about £580,895 for further expenditure on railways during the remaining nine months of the period 1881-82. It must not be supposed, however, that the expenditure of the laßt financial year was in excess of the votos for the year. Those votes amounted to £1,572,000; the expenditure brought to book on the 31st March last (covering the liabilities coming over from the previous year 1879-80) amounted to £969,165, and this sum, together with the expenditure of the last March-June

quarter, and the outstanding liabilities on 30lh June lost, amounts to about £1,405,906, or £166,091 within our last year's authority, after an expenditure of five quarters and provision for all claims existing at the end of that time. The aggregate of the votes now asked amounts to a large sum, but the House may depend upon their being carefully husbanded, with due regard to the period over -which their expenditure should be spread. I have already said that negotiations have been Gpened with the promoters of companies for carrying out the lines from Wellington to Foxton and from Canterbury to Westland, and that one part of the proposals is a grant of Crown lands by way of subsidy. The Government are assured that subsidies in the form of land grants would induce capitalists to undertake useful works of this character, which the condition of the public works fund and of the revenue and the pledges of the colony preclude the Legislature from proceeding with at present. Although with regard to the Otago Central line no definite proposals have yet reached the Government, I do not doubt that so favorable an opportunity for the exercise of private enterprise will be taken advantage of. It appears, also, far from improbable that the continuation of the line north of Auckland, which has already been surveyed, may at no distant date be undertaken on similar conditions. With this view, I Bhall bring down a Bill authorising such grants within the limits to be laid down, and under arrangements to be subject to the approval of Parliament. This mode of engaging private capital in the development and colonization of the country the committee is well aware is no novelty. It has been employed on the largest scale in the United States, in Canada and also iu Queensland, and with good results. The method of dividing the territory abutting upon the proposed lines in alternate blocks of moderate

area for grants to the railway company and for retention by tho State, removes all possibility of the land being occupied advantageously in very large areas, a danger which in any case would not bo serious, since the peopling of the adjoining land is the most obvious mode of making railway enterprise profitable. EOADS. I continue to bring all our proposals under this head within one view, whatever department may be charged with their execution, but there is a distinction between our other suggestions and those for roads to open Crown lands. Tho full amount required for the roads of this class, viz., £150,000, will be shown in the estimates, but it is proposed to extend the construction to three years, and not to expend more than some £50,000 during the current year. The total vote asked for roads and bridges, including expenditure in the MarchJune quarter, and all liabilities to the 30th

June, amounts to about £260,000. As in the case of the railways proposals, the estimates will Bhow the sum proposed to be spent in each provincial district. To enumerate at length the several works proposed to be undertaken and gone on with under this head would, I fear, weary the committee. A statoment like the present, however, when in print finds its way more readily to the public than estimates and returns, and may be the means of communicating to a large number of persons interested in one or other of tho projects information more important to them than that which refers to more costly enterprises. I have therefore given in a schedule to bo attached to this statement a full account of the road works which we propose, and will now confine myself to a general reference to their character and distribution. Beginning with the most northerly, and taking them in geographical order, it is proposed to run a road through the fertile region extending from Kawa Kawa to Okaihau and Victoria Valley ; also to continue the line recently opened between Victoria Valley and Herd's Point on to Kaihu, Wairoa, both by the coastal line via Mongonui Bluff and the inland line over the Waioku plateau. In the counties of Hongonui, Whangarei, Rodney, and Waitemata there are blocks at present inaccessible which will be opened by cross roade run in from the main line. In this manner more than a hundred miles of new road will penetrate the Crown lands lying north of Auckland, which comprise an area of 1,200,000 acres. Passing south of Auckland to the Waikato Basin, wo have two roads penetrating tho Awaroa survey district from points on the railway system, and a line to open tho Huihuitra block. In the Thames .district a very necessary road has at length been obtained through the Komato block, and is now under construction. When it is finished there will be a summer coach road from the Thames through Te Aroha, Hamilton and Whata-whata to Raglan. It is of importance to completo tho drainago of Te Aroha block, and to continuo to improve the coaßtal main line of road from Tauranga to Opotiki and the East Oape ; also to follow up tho construction of the important line from Cambridge to Rotorua, which, when available to wheeled traffic, will complete a coach road from Wellington to Auckland. Another important section between Cambridge and Taupo, which will form part of a future line from Waikato to Hawko's Bay, should not bo lost sight of. Sums varying in amount will be asked for these works, as also Cor a moderate amount to improve a set of roads in tho Bay of Plenty, branching inland from the cDastal main road. These are from Matata (Richmond) to T3teko and from Whakatana to Teto, and its continuation to G-alatea on the edge of the Raingaroa plains. The importance of opening the extension of the Eist Coast district has received much consideration. The road lino from Opotoki to GHsborne has been under construction during the past year. It is vory desirable to complete and so establish communication between the Bay of Plenty and Poverty Bay. Branching from this road an inland line has been explored and surveyed to the valley of Waipu. Another road is to connect Qisborne with the Waitemata blocks, and that from Gisborne to Wairoa with branches to Crown lands require forming, so as to afford the opportunity of settling a country which for tho present may be said to be hermetically sealed from settlement. Coming to Hawke's Bay, it is proposed to open a road from Wairoa to some considerable areas of Crown lands on the Mohaka, and to assist in opening up tho Pukitere bush by a road, the local bodies cooperating. Tho aheep quarantine reserve of 59,000 acres in tho south-east corner of Hawko's Bay being no longer required for that Durpose is to be laid out preparatory to disposal. In the Taranaki provincial district the great ouocess of the recent land sales is an encouragement to the further opening of tho fertile lands still remaining for disposal there. With this view road clearings will continue to bo made through the forest lands in the West Coast district. Coming down the West Coast to the Wellington provincial district, and taking the railway lino as a base, it is proposed to run cross roads inland from several points to Crown lands. With this view roeds aro projected from Waverley to Moumahakia, Wanganui, and Tokomaru, and a line to Murimutu (an inland line originating at Marton), another extending the Kimbolton road from the borders of the Fielding settlement through the Waitaipu and Otamapaki blocks, and a line opening out tho Pohangina and Eitzherbert blocks. Tho only other works projected on tho West Coast of this island are a line connecting Crown lands now under survey with Otaki and the completion of the bridle track connecting Waikanae with Mungaroa, Upper |Hutt, in another part of| the Wellington district a branch lino connecting the country between tho Hutt and Porirua with the. railway stations, and in the county of Wairarapa West, cross roads from the Masterton-Woodvillo coach road to extensive areas of Crown lands in the Pahitua, Hangaone, Rangituma, and Mauriceville blocks. The Northern and Western districts of the Middle Island being scantily provided with railway communication, have a fair claim to a reasonable amount of expenditure on tho construction of main linos of road and necessary bridges. Our proposals are framed accordingly. Commencing at Cook's Strait, there aro three arterial lines of communication which require opening up or completing. (1) The road along the East Coast from Blenheim to Kaikoura and the G-reen Hills to the Waiau Valley. (2) A road through the middle of the island from Nelson by the Upper Wairau, Acheron, and Upper Clarence

to the Hanmer Plains, and (3) from Nelson by the Hope and Buller Valleys to Westport and Greymouth. Another important line is the main road from Blenheim, Pioton, and Havelock by the Pelorus and Rai Valleys to Nelson, which will render available a considerable tract of valuable timber land in the Rai Valley. As shown by the estimates and the detailed statement which will be laid before you, it is proposed to open up communication 'by means of roads and tracks with all the outlying districts in the island where settlement is going on. The principal works of thia kind not included in the main roads just mentioned are as follows : —ln the provincial district of Marlborough,—Awatere shearing reserve ; in Nelson, Aorore Valley ; Wakefield to Stanley Brook; Matakina to Marui Valley ; Grey Valley to Teremakau ; Cobden to Seventeen-mile diggings ; in Westland and Canterbury Dillmanstown to Christchurch road, Upper Ashley valley ; in Otago—Hindon Beaumont to Miller's Flat, Mount Benger,GreenVale,Seward Forest,and a large number of roads to open the runs, the leases of which will shortly fall in, and which will be available for settlement as already

stated. The expenditure for giving effect to the proposals for opening up Crown lands will be spread over a period of three years. It is intended that it should be commenced without delay if Parliament agrees to place at our disposal the funds necessary for carrying out these works. There can be no doubt that the result will be important, and satisfactoryprogress made in the work of settling the waste lands of the colony. HABBOB WOBKS. Greymouth—There can be no doubt that the condition and effects of the works at the mouth of the Grey Kiver and the importance of the coal deposits of the district, warrant and call for the necessary expenditure for continuing the operations advised by Sir J. Coode. I shall ask for a vote for experimental works at Westport which will be probably found neoessary, and the erection of which may be justified by some of the same reasons as the operations at Greymouth. The Eiver Buller, though a third-rate port, is already the most accessible port on the West Coast, and cautious experiments in the way of directing the land floods, which aro the worst features of the port, may do_ something towards developing the coal, which is of a valuable character. TVATEB WOBES OK G OLDFIELDS. The Kumara sludge channel will be finished, and it is proposed to augment the watersupply by the construction of another reservoir in the Eapiti Valley. It is intended to make a diversion of the local water-race near its head, and to substitute a tunnel for the open race and fluming, which at this plaeeare very costly to maintain. The Mikonui waterrace in its entirety involves such an exceedingly large outlay, that the Government are unable to proceed at present with tho general scheme. Thoy propose to have further enquiries instituted as to the benefits to be derived from the work, and as to whether some lesß costly provisions is not practicable. The section in hand between Bobs and Donnelly creek will be finished, as it will eventually bo of Borne service for working the higher levels of auriferous ground. PUBLIC BUILDINGS. Further expenditure is desirable for the purpose of providing in several parts of the colony proper accommodation for the transaction of public business. This expenditure is, however, of a character which, in view of the present position of the public works fund, will have to be deferred except in urgent cases. With tho exception, therefore, of additional school buildings, for which a less sum is asked than last year, and of increased accommodation in some of the Lunatic Asylums voteß, you will only be asked to meet a few pressing cases in which for some time past the public service has seriously suffered for want of proper office accommodation. IMMIGRATION. Operations under this head have been almost suspended during the past year. The state of the labour market is still such that we should not be justified in attempting to revive large assisted immigration. Believing, however, as we do, that a considerable addition to the population of New Zealand is as necessary for the development of its resources as to the prosperity of those who are now settled within its borders, we look forward to

being able, at no distant date, to again afford facilities for the introduction of suitable immigrants, but at present circumstances do not permit us to do more than assist a number of persons who hare been to some degree surprised by the suspension of subsidised immigration, and this assistance to a very limited number of single women and of nominated immigrants who are anxious to join their relations in the colony. The Government look on State immigration operations as involving a higher degree of responsibility than perhaps any other with which they are charged. The vote asked for, including a minimum staff in the colony and in England, and the maintenance of buildings, is £24,973. Before concluding it would probably be expected of me, in a statement coming after the budget of my honorable colleague the Colonial Treasurer, that I should to some extent develop the idea under which he asked, the House to moderate the finance of the colony. I refer, of course, to the suggestion for continuing the construction of the public works which have occupied our attention for the last ten years. The Government are fully agreed in the view taken by my honorable colleague of the immediate financial prospects of the colony, and are not disposed to leave it a mere declaration of opinion. Watching the financial progress of the country with constant attention, and noting every political indication on the north that may have a bearing on the subject, they will occupy themselves early and seriously with the study of plans for accomplishing the completion of the great works in which the colony is so deeply interested. The character of the proposals to be made on the meeting of next Parliament must depend to a great degree on the financial experiences of the currunt year. But I wish now to affirm a few principles which will be observed in our propositions should we be honored with the continued confidence of the country, and should our finance, as we anticipate, justify our immediate forward movement. We shall make our proposals as Ministers of the whole colony, although not negleoting the claims, needs, and prospects of any one of its varied districts. Secondly, we shall ask the Legislature to define its future undertakings with all possible precision, and to give the fullest guarantee in its power that the undertaking se defined shall be faithfully carried out. Thirdly, we shall ask that future borrowing operations be limited strictly in amount by the calculable proceeds of the country, and that borrowed money be employed only for works which give reasonable promise of being remunerative within such a period as sound finance contemplates. There are indications of a great and early change in the prospects of New Zealand, and especially of tho northern districts—signs that one longstanding obstacle to their progress is about to disappear. There are few parts of this favored land of which we may not unreasonably hope —not to say calculate—that their special advantages of climate or soil, accessibility, mineral or other wealth, will in due time make them populous and prosperous. It is the interest of all to open every part of the land to enterprise and industry, and in asking authority to make the expenditure out of the Public Works fund necessary for the survey of the works to be undertaken —we hope in the early future—we are asking the Legislature to act in a very national spirit, to resolve that the waste spaces shall be developed, that a yet wider field shall be opened for our children, and for a multitude of our countrymen and race in this land, unsurpassed for climate and soil, and for the variety of its resources.