THE GLOBE. THURSDAY, AUGUST 11, 1881. THE PUBLIC WORKS STATEMENT.

Globe, Volume XXIII, Issue 2295, 11 August 1881, Page 2

THE GLOBE. THURSDAY, AUGUST 11, 1881. THE PUBLIC WORKS STATEMENT.

Public Works Statements are frequently attractive in spite of their stylo, but when the style assists the subject matter they can be exceedingly interesting reading. Mr. Hall has succeeded in putting together a statement, which, by its lucidity, general breadth of grasp, and force of diction, must command the interest of all who peruse it; indeed, it m»y fairly be said that a good many threo-volumed novels are considerably less absorbing. Knowledge has been truly said to be the basis of real eloquence—not that wild beating of the air that too often passes for the real article, but sober and logical eloquence — and Mr. Hall appears to have thoroughly mastered the general beating of the subjects which ha had to deal with, so that to interest his audience came as a matter of course. The Premier divided his discourse into two heads, which embraced respectively what has been done in the past, and what is to be done during the current year. Ho gave an excellent account of the present status of the “ heroic work of colonization ” as more particularly developed by the policy of 1870, and showed that the present Government had made provision for that onward progress so particularly necessary in a new country. A cardinal point in the Public Works Rolicy, as originally planned, was the formation of main trunk- lines through the length of the two islands, and Mr. Hall points out very clearly how far this main feature has as yet been developed. The most northern point of the main line is Helensville, about forty miles north of Auckland, situated on the Kai parti Harbour, this section being opened for through traffic on July 18th. Prom Auckland southward the line extends 100 miles to Awamutn, a point within three miles of the southern boundary of the confiscated territory in the Waikato district. The central portion of the Northern Island is, as is well known,without railwaysof any description, and if a traveller were to desire to travel down to Wellington by the west coast, he wonld have to trust to other conveyances to take him as far as Waitara, a few miles north of New Plymouth. Prom thence, however, he wenld find railway communication as far south as Poston, with the exception of twenty-five miles between Waverly and Hawera. From Foxton to Wellington there is at present no line, but a company has been formed to construct one under the terms of the proposed Railways Construction Bill. Should the traveller wish to go down the East coast from Awamntn. he would have to proceed to Napier by other conveyance than by rail. Prom there he would now find the line open to Makatoko, but from thence there is a gap of eighty miles before Masterton is reached, from whence he might travel by rail to Wellington over the Rimutnka range. With the position e£ railways in the Senth Island the reader will be well acquainted. From Picton a lino runs to Blenheim, while from Nelson a line only to Poxhill, a distance of abont twenty-five miles, is at present working. The whole of the mountainous country to the north of Waipara has yet to be traversed by the iron horse. Southward from the Waipara River the line extends 424 miles to the Bluff. Summarising the carrying out of the policy we have been reviewing, it will be seen that, although there is yet much to bo done before s main trunk line is carried through both islands, yet that the progress already made to that desirable consummation is most considerable. The gap in the South Island from the Waipara to Blenheim has been occasioned by the sparseness of the population in those parts, and the rugged nature of the country. The gap in the North Island, from Awamntn to Waitara, on the West Coast, or Napier on the East Coast, has been brought about by the Native difficulty. Two of these causes will, it is to be trusted, disappear before very long. In the South Island the gap to be filled is one of about 140 miles: in the North Island the main gap from Awamutn southwards to Waitara is one of 120 miles, while there are 95 miles of smaller gaps to bo filled in before the line will reach from Wellington to Helens villa. Or, speaking broadly, there are but 260miles to be spanned before the main trunk lines are completed. Of course north of Helensvilla there is a long strip of totally “ untapped’'* country, nearly 200 miles in length, hnt this need net enter into present calculations. Snch is the present state of the main railway system of New Zealand, and the country may fairly be congratulated on the fact that in a little more than ten years it has been enabled to carry out such extensive works.

With respect to lines outside of the main trunk lines, Mr. Hall had also a good deal to say as regarded future operations. The principal exertions of the Government will be confined to lessening the gaps in the main trunk lines, but there are some cases in which Government aid will be granted to develop local traffic. For instance, the junction between the Oxford and Springfield branches will eventuate in a very considerable increase of traffic in that direction. To the companies to be formed under the new Bill are to bo relegated the Otago Central, the Wellington-Foxton, and our West Coast lines.

Want of space forbids ns passing any comment on the remainder of the statement, but there can be but little doubt but that it is very satisfactory, more particularly that portion of it which shows that Government fully realises its responsibilities in regard to the depreciation of railway plant by wear and tear, and in regard to the expenditure which must inevitably be necessary from time to time to replace works damaged in various ways. The statement will, moreover, have, we imagine, a very favoruble effect on our credit in England. While showing the English capitalist what has been done, it will further demonstrate that the New Zealand Public Works policy is in the hands of capable administrators.