The Manawatu Times. WEDNESDAY, JULY 10, 1878.

Manawatu Times, Volume III, Issue 78, 10 July 1878, Page 2

The Manawatu Times. WEDNESDAY, JULY 10, 1878.

The reports furnished to the Public Works Department by Messrs "Winks and Knorpp, with regard to the best route for the proposed Hutt- "Waikanae Line, would at first sight appear to be rather discouraging. From the documents published it may be gathered that the information supplied by Mr "W"inks has been in the bands of the Department since the 22nd of April ; while Mr Knorpp's was forwarded to the Engineer-in-Chief, almost a month later. Bearing this in mind, and recollecting that- the latter gentleman has only travelled! over two of the routes struck out by Mr Winks, it is quite evident that his mission was merely to cover the same ground as, his predecessor, and to roport upon his report. "Werejthe surveys made something more than — as they appear to have been — flying ones, they would be entitled to considerable weight from the experience possessed by those by whom the reports were furnished — Mr Winks having had charge of the Hutt line, while Mr Knorpp was for many years connected with the Government service, in a most responsible position. * As we |have stated, the survey made by Mr Winks was of a ! more comprehensive and searching character than that of Mr Knorpp, inasmuch as the former gentleman examined no less than four distinct routes, while the labors of the other were confined to two. In taking either or both into consideration, however, it must be borne in mind that the - levels were taken by aneroid only, and consequently their correctness may be accepted with a great deal of reservation. Indeed, that such is the case,, and that the reports cannot ' be looked upon as standards of reliability, is evidenced by the fact that in many! of the most material points the two documents are" at considerable variance. In dealing with the construction of the line, and the engineering difficulties to be encountered, it must be admitted that the gravest considerations, involving the .largest expenditure, is the carrying the line over the ranges, and consequently the height of the various saddles is of considerable importance. In dealing with this matter Mr Winks says that* "from Pahautanui to the Wainui saddle, which is 1025 feet above the sea, the country is favorable for a railway; but from that point to the coast it is very bad." In referring to the same portion pf the road, Mr Knorpp gives theheight of the saddle mentioned as 860 feet> which leaves a discrepancy between the two reports of 165 feet —a no. small item, it must be admitted, in the matter of ascent and descent. Then, again, in connection with the height of the saddle above the Upper Hutt Station, while Mr Winks describes it to be 1375 feet above the level of the sea, Mr Knorpp adds 125 feet on to that amount, and sets it down as 1500 feet.. We have taken these two instances out of a number of cases in which the reports differ most materially, because they are differences which have a great and direct bearing upon the expense of construction. Of the four routes surveyed by Mr Winks, two may be set aside as unworthy of consideration, and consequently the choice is narrowed down to one starting from the Upper Hutt Station, following a northerly direction to the mouth cf the Akatawara River, keeping right up to the dividing range, wind--1 ing to and from Waikanae Valley to the Waimea Valley, and back into the Waikanae -to the Coast. Although in support of this route it may be I urged that the present Hutt ex- | tension- may be /utilised up to the station^ 1 arid consequently there would, be seven miles less formation ; I still, on the through journey, it j would exceed its rival by a length of three •miles. The route marked No. 3 in ithe report proposes that the line should start from the Welling-ton-Mastertou Railway, between the concrete walls and Hay ward's, up the ranges at the back of Hay ward's to a low Saddle into a valley, which it . should follow to the Pahautanni Small Farms Settlement, thence to I Pahautanui, and along the public road to Horokiwi. Before reaching the hotel it would have .to leave the main road, and run up a low saddle north of the Paikakariki Hill into a valley which joins the Coast North of the Paikakarika Hotel. The principal feature in favor of the selection of this route, then, would be that it would run through a Bettled. country, and take in the

Small Farms Settlements ; but as a set-off to this benefit, it mast not be lost sight of that from the saddle to the beach there would be a steep incline which would necessitate the application of a centre-rail, and the use of different engines. Thus it would be seen that; although the two routes might cost an equal amount in construction at the outset No. 3 as a continuance would be much more expensive in the matter of working and maintenance. Before concluding his report, or giving a final and decisive opinion upon either route Mr Knorpp recommends that further exploration should be made between the Waikanae and Otaki, as a lower saddle may possibly exist there between the east and west side of the Tararua Ranges. In concluding his report, that gentleman thus summarises and contrasts the advantages and disadvantages of the two lines :— (1.) The estimated cost of No. 1 and No. 3 are the same. (2.) The estimated length of new line to be constructed is 25 miles and 29 miles respectively. (3.) The estimated length of haulage from Waikanae to/the., end of ;12th mile is 32 miles along No. % and 29 miles along No. 3 line. (4.) The estimated height to whioh aload has to be lifted is 1173 feet along No. 1, and 1037 feet along No.. 3 line. Leaving thus a balance of 3 miles in length and 142 feet in height in favor of No. 3 line if the main road route at Pahautanui is adopted, and 6 miles in length and 243 feet in height if the straigter line near the Pahautanui Small Farms Settlement is adopted. In the matter of expense between the two routes there is nothing to choose, it being estimated that the total construction of either line could be carried but for £250,000 ; and although £l(TfiO0 a mile may, at first glance; seem a large sum for the work, Btili when it is taken into consideration that the outlay can be easily recouped by the sale of land along the other end of the line, beside the fact that it will form the key or channels to the rich country on the West Coast, there can be no question as to its being a national work, and of the~utmost importance to the Colony at large. . ,