PUBLIC WORKS STATEMENT.

Hawke's Bay Times, Issue 1597, 28 July 1874, Page 301

PUBLIC WORKS STATEMENT.

[by electric telegraph.] HOUSE OF REPRESENTATIVES. FBIDAY, 24th JULY. Mr Richardson made his Public Works Statement. He said he hoped to satisfy the House that as much work had been put in hand as it was advantageous to the country should be put in hand during the year. Some few works contemplated last session remained in abeyance; two reasons had operated to cause this. Firstly, the great demand for labor throughout the country rendered unwise any active competition by the Department; secondly, there had been a want of skilled engineers, arising mainly from provincial and private requirements. Seven engineers had now been obtained from England ; but while he acknowledged some delays, it would be only fair that the House should recognize that, taken as a whole, the progress of the public works undertaken had been quickened during the year_ beyond what was contemplated last session. He had to repeat the thanks he expressed last year for the energy shown by the officers of the Department. He much regretted the loss, by sudden death, of two very promising engineers Messrs Millett and B. Johnston. The engineering cadet system was working excellently, and would be most valuable to the colony. He would first refer to the North Island railways. An amicable arrangement had been made to relieve Mr Eagar from completing tho contract for the Kaipara and Eiverhead line, and it had been let to Mr, Fallon, who was to. finish it in December next. A further appropriation of £14,000 would be required for this line, mainly owing to the rise in iron. This addition would make the total cost £4,437 per mile, but more ballasting than was provided for would be necessary if there was much traffic, and the cost of such ballasting would depend upon the extension from Eiverhead to Auckland being made. Plans for the extension were ready. It had not been commenced, because the Engineer-in-Chief was unable to report that it would pay working expenses. The House would, however, be asked this session to authorize its construction, for, though it would not, take alone, pay working expenses, and though the Kaipara and Eiverhead branch would probably not do so, the Government were convinced that a Kaipara to Auckland line would pay considerably more than working expenses. The Auckland to Mercer line was progressing satisfactorily, and it was hoped that the bonus offered to Messrs Brogden, of £SOO a month, would lead to its completion three or four months in advance of the contract time, Ist September, 1875. From Kaipara to Newcastle, the line was in hand partly by contract and partly by Volunteer Engineer and Militia corps, which consisted of three companies, numbering in all about two hundred men. Its organization was effected by the Hon. Dr. Pollen, the Government having at one time supposed that an additional defence force was necessary in the Waikato. The corps had been working since December, and had worked very effectively. The work had been well done under the Acting District Engineer and Major Cooper, and other officers in charge maintained such discipline and drill as to insure the corps being available for defence if needed. It was proposed to charge the Defence Department with any excess of cost of work done by the corps as compared with the ordinary contract work. The material for the Waikato bridge was on the way from England, and it was expected the bridge would be completed about March, 1876. As to the extension of this line, it might be said that if non-professional opinion could be relied on, there appeared to be no engineering difficulty in carrying the railway in a nearly direct line south from Alexandra behind Mount Egraont. . In the first eighteen miles of the Napier to Waipukurau line the contractors would be fully a year behind time. They had great difficulty to contend with insetting sleepers and other timber. Notice had been given so as to enforce the penalties if found necessary. A further length of twenty-seven miles was under contract, and progressing satisfactorily. On the Waitara and New Plymouth line the contract time ought not to be exceeded, but if it could have been foreseen that the Courts would sustain such claims for payment as they had sustained, the Government would have delayed commencing the works until reasonable arangements had been effected. A really good line behind Mount Egmorit had now been found, and a working survey southwards of Hawera was to be completed. FromWanganui northwards the country had been found very difficult, instead of favorable, as the department had been led to expect, and, despite all possible exertions, no date for commencing the formation of the line could be fixed. The heavy works would be mainly within the first 30 miles north of Wanganui. Tho

bridge over the Wanganui river was to be completed by March, 1876. Two sections of the Wanganui and Manawatu line had been let, including the bridges over the Wanganui and Turakina. For the remainder, the surveys are well advanced. The converting of one half of this line from a tramway to a railway was provided for by the Railways 1872. It was now found to be absolutely necessary similarly to convert the Eangitikei to Manawatu section. It was proposed to contract with Mr A. F. Halcombe, the agent of the Emigrant and Colonists' Aid Corporation, to construct 9 miles of this railway, he waiving the right of the company to require employment for 200 of the company's emigrants at any time during the next 3 years, a condition which was found to be very embarrassing. The first section of the Wellington and Masterton railway had been, after 3 months' maintenance, taken over from the contractors. It had cost £3OOB more than the contract price, so that the total cost of 8 miles, including a fair proportion of the charges for the Wellington terminus, was £49,713. The hurried collection of information on which the contract was based caused both engineers and contractors to be misled as to the nature of the stone in the hills alongside the line. The stone proved unfitted for sea-facing, and there was a consequent change of plan and the additional cost stated. Twenty-seven miles, including the summit tunnel, were under contract ; 6 miles of this portion had been satisfactorily completed by Mr M'Kirdy, and would shortly be ready to be opened. The work of the engineer in selecting the best route across the Rimutaka had been most arduous. The engineer had, in company with Mr James Mackay, examined the country between Cambridge and Manawatu, and had reported on it, but nothing could be decided as to the railway line until it was known whether the line could be taken on the west side of Lake Taupo instead of on the east side, the land that would be traversed on the former route being very inferior to that on the latter. Coming to the Middle Island railways, the contractors for the Picton and Blenheim line were much behind time, but they had promised to complete it as soon as practicable. The Nelson and Foxhill works were progressing satisfactorily. The date for their completion was November, 1875. On the Westport and Mount Rochfort line, the section to Farndown was about to be let, and the surveys for the completion to Ngakawau were in a forward state. He saw no reason why the entire railway should not be completed by the end of 1875, and that before the middle of 1875 the permanent harbor works be put in hand. The commencement of these works depends upon the completion of the contract for the first length, the date of which was August, 1875. The Greymouth and Brunner line, including the suspension bridge over the Grey river, was in hand, but the railway works were not in such a state as was anticipated. This was owing to the necessity for improving the line over short lengths. Heavy slips were threatened. The Engineer-in-Chief states that the steps he had taken were sufficient to ensure the safety of the line, and the cost of the additions would be met out of the appropriation made last year. The protection works undertaken had answered all expectations, and had stood the test of some very severe floods. The North Kowai to Rangiora line was all under contract and progressing satisfactorily. The line should be open to South Kowai early next year. The extension from Rakaia to the south side of the Rahgitata included three large bridges and one small one. The section to the Ashburton would be open for general traffic in a few days. To the Hinds river would be opened about January, and the whole work would be completed by the middle of 1875. The continuation to Temuka was about to be let, and from Christchurch to Timaru the whole line should be ready for traffic about August or September 1875. The Timaru to Young's Creek section could be opened in two months. From Timaru to the VVaitaki was ready for contract, and about December, 1875, might be named as the time for completion. The branch from Rangiora to Oxford should be completed within contract time—the end of November next. From the racecourse to South Bridge was to be completed by January next, and the Rolleston and Malvern and White Cliffs line was expected to be ready by December next. All the station buildings for these branch lines were under contract, and would be ready in advance of the requirements. Owing to the high price of iron, the appropriation for these branch lines would not be sufficient by about the amount required for the Waimate branch, and arrangements would have to be made to provide funds for that work. All the rolling stock for these branch lines in the colony, and that for the trunk lines, was either here, or its shipment had been advised. The completion of these is under contract to Messrs McGavin and Co., and should be finished about November, 1875. Every endeavor would be made to keep the contractors to their contract time, and a bonus was offered them to finish it earlier. It had been found necassary to add an extra six feet to all the cylinders now on the way from England, and a further appropriation would be required to cover the cost. Alluding last year to the great delay caused by the alteration in England of the design for this bridge, he must repeat that the original, at a very much smaller cost, would have answered the purpose. Passing to the Otago lines, that between Waitaki and Oamaru had been much delayed by the difficulty of getting sleepers. Between Oamaru and Moeraki the works were not in such a satisfactory state as they should be, but the Government were not free from blarho in the matter. The engineer over this section had to be removed in November, and since then Messrs Brogden had been getting on iirav satisfactorily with the works. Ou the Moeraki line, half a mile of \.wkji, costing about £2,000, would have to be abandoned. This might have been provided against had more time been taken for the survey. Between Moeraki and Dunedin the heaviest work'was the tunnel through to Blueskin, and it was progressing . satisfactorily. Dunedin to Blueskin Bay would be com-

pleted concurrently with the tunnel from Blueskin to Moeraki, and would be let during the year. An extension of the Port Chalmers line was contemplated to be made this year. The Dunedin and Clutha railway has been recently opened to Green Island, about six miles. The works were progressing satisfactorily on the rest of the line, and, with a view to expediting in its completion, the Government offered Messrs Brogden a bonus of £BOO per month for every month they saved in the completion of the line previous to the Ist September next year. TheTokomairiro and Lawrence railway was all under contract for completion of the for mation on the Ist of next June. The line ought to be finished by the Ist September, 1875, but the whole of this work depends on the completion of the Glenore tunnel. From Clutha to Mataura the only work actually in hand was the large bridge over the Clutha River, but' it was intended to call for tenders for the section beteen Mataura and Clinton immediately, and the remainder as soon after as practicable. Between Mataura and luvercargill, about 12 miles had been opened during the past year for traffic, and the remainder of the line was progressing very well, although not so forward as it should be. On the Winton to Kingston line the contractors for the first section werenot so forward as they should be, and could not complete the work within the contract time, 9th August; but the fault was not that of the contractors. The next section of 21 miles had just been let, and the remainder would be let as soon as the Government could see their way to procure the material. The action of the Southland district land board, affecting the supply of sleepers, would probably prevent this line being kept within the estimated cost. The length of railways authorized in each province, and the amount appropiiated, might be thus summarized — Auckland, 166 miles 36 chains, appropriation, £934,500 ; Taranaki, 18 miles 13 chains, appropriation, £110,500 ; Hawke's Bay, 45 miles 25 chains, appropriation, £220,000; Wellington, 133 miles, appropriation, £644,000; Westland, 7 miles 23 chains, appropriation, £74,400; Nelson, 38 miles 20 chains, appropriation, £222,000; Marlborough, 18 miles 53 chains, appropriation, £126,000; Canterbury, 251 miles 34 chains, appropriation, £1,160,000 ; Otago, 332 miles 4 chains, appropriation, £2,065,000; general surveys, £10,000; total, 1010 miles 48 chains; total appropriation, £5,575,400. There were open for traffic, 87 miles 68 chains complete; ready for traffic, 57 miles, 74 chains; plate-laying going on, 103 miles 65 chains; length under contract, in course of completion, 421 miles 45 chains; total length undertaken, 673 miles 2 chains; still to be let, 337 miles 48 chains. As to the general results of the operations of the Department, Mr Richardson said " The expenditure and liabilities incurred for railways completed, or in hand, amount to £3,660,881, leaving £1,914,519 for which no liabilities have yet been incurred. I think this is a very satisfactory result for the working of the Department tto far; and although it might have been possible to have forced more work on the market, I think the House will agree with me in believing that it would have been veiy unadvisable in the interest of the colony to have done so." Speaking generally with reference to the cost of the railways authorized by Parliament, it has been found that, with few exceptions, the amount already appropriated will be found sufficient for their completion. Owing to the great fluctuation in the cost of iron in England, it may, however, be necessary to group the railways in each of the various provinces, in order to make the appropriation cover the cost. As against some lines, the permanent way has been charged altogether at the higher rates, whilst the others have obtained all the benefit of the lower rates. Before leaving the subject of railways, there is the question of working the traffic on them to be referred to. The first piece of the line which is being worked by the Colonial Government is that from Auckland to Onehunga. This was opened before it was completed, and the best arrangement which was found practicable was made with Messrs Brogden, who organized the staff, and commenced to work the line. There is a large amount of traffic, and there is no doubt whatever that the line will pay very well. The receipts during seven months have been £4,834 9s 3d. The line from Wellington to the Hutt has been opened since April, and I think that, considering the present temporary terminus is so far out of the town, and the line so .short, it is astonishing that there should be so much traffic on it as there is. There is no reason to doubt that this line will pay, and each section, after the Hutt River is crossed, will materially increase its paying capabilities. The fragmentary portions of the lines which have been opened in the Provinces of Canterbury and Otago are, for the present, being respectively worked by the Provincial Governments, and the erection of large workshops is being pressed forward in Auckland and Dunedin, and I trust, in a few months, these departments will be in a position to execute not only repairs, but also fit up and complete a considerable amount of rolling stock, which must, meanwhile, be imported from England. It will be a matter hereafter to decide whether it will be advisable to undertake the manufacture, in the colony, of the rolling stock which will be required. The road work expenditure during the year had been : In Auckland, £61,269 ; Taranaki, £25,077; Hawke's Bay, £27,182; Wellington, £39,311. The total sum expended on roads in each of the four Provinces, up to the end of the year, was: Auckland, £127,665 ; Taranaki, £62,685 ; Hawke's Bay, £58,138; Wellington, £118,393, thus making, with £1,747 unfippropriated, a gross total of £367,630. There were, on June 30, the following liabilities :—Auckland, £22,851; Taranaki, £6,787 ; Hawke's Bay, £6,771; Wellington, £20,107,0r together, £56,518. Adding these liabilities to the actual expenditure, the total was £425,149, as against the vote of £400,000; but the excess had to be credited with £12,000, expended for the benefit of confiscated lands. For the £42s,l49,therehadbeenl,lßßmilea opened

or in progress, and 525 miles of horse roads constructed. On these roads, besides a very large number of culverts, there were 134 bridges of spans exceeding 30 feet, and of a total length of 11,350 feet, and 182 smaller .bridges of a total lengths of 2,874 feet. There had been expended on roads in Nelson, Southwest Goldfields, and Westland, £130,679, and there were liabilities amounting to £14,006. The estimates for the Goldfields Water Supply Works, which were mostly based on the information supplied by the Provincial Government, had been greatly exceeded. The great increases of cost had been on the Waimea, Nelson Creek, and Thames races, while the Mount Ida Creek and Sludge Channel would be completed at a cost very little exceeding the estimate ; £40,000 had been appropriated for this class of works. There had been expended £95,937, and there were liabilities amounting to £201,454. No more works of this kind would be undertaken until time had proved how far those in hand had succeeded. During the year £2400 had been expended on explorations for coal, and there was a contingent liability for £1236. Mr Richardson then gave some particulars, as to the trials of coal, and as to the prospects of the various fields, and he spoke of the work carried on, and proposed in connection with the Colonial Architect's department. Estimates for the Government offices in Wellington, and for other necessary buildings in different parts of the colony, would, he said, be submitted during this session. The appropriations for railways, for which it was proposed to ask this session, were first—£l4,ooo for the Kainara and Riverhead Railway. Second—£ll2,ooo, the difference in cost of completing the Wanganui and Manawatu line as a railway instead of a tramway. Third—£6o.Boo to convert the Foxton and Manawatu tramway into a railway. This was considered very important, on account of the large timber trade of the district, and the progress of Colonel Feilding's settlement. Fourth—a further sum £30,000, to extend the railway southward from Waipukurau towards Manawatu ; the object being to form a railway, and lay down permanent sleepers, with wooden rails to the heavy bush land which the main line traverses, and thus get timber, much of which was wanted for the railways now in course of construction. Fifth—£ls,ooo to complete the Waitaki bridge. Sixth-£IO,OOO for the extension of protective works at Greymouth. The vote of £IO,OOO for preliminary surveys being nearly exhausted, a sufficient sum would have to be voted to enable full and complete surveys to be made of the line through from Foxhill and Brunnerton, thence to Canterbury, and from Greymouth to Hokitika, as well as for such portions of the connecting links of the trunk lines as the staff at command would enable to be done; and there would be no necessity to do more than this before next session. It was proposed to repay to the North Island road fund £29,500 which had been spent on" the Manawatu tramway, and ask for an additional grant of £60,000 to complete the roads in hand, as well as to construct others necessary. Having stated the roads for which this money was to be expended, and given other explanations, Mr Richardson concluded as follows i—" Up to the 80th June, 1873, there was a total expenditure by the Public Works Department, exclusive of immigration, of £1,649,921 2s lid, and the expenditure during the year 1873-74 was £1,554,446 4s lOd. There are outstanding liabilities between England and the Colony of £1,873,688 16s 4d, making a total expenditure and liabilities of £5,078,056 4s Id. These are large figures, but, Sir, we have large results, and there are few who will be found now to assert that any of the railways which are proposed to be undertaken will not, from the moment they are opened, return more than working expenses and fair deprecation fund, and, if economically worked, will considerably contribute, in course of time, towards paying the interest of the outlay ; and with regard to the roads in the North Island, I do not imagine anyone will deny the vast service they have been in opening up and bringing about the settlement of the country. The Colony has undertaken a gigantic work ; it is incumbent on the Assembly to see that it is carried out to its legitimate end, and, Sir, I have no fear as to the result."