The New Zealand Times (PUBLISHED DAILY.) THURSDAY, FEBRUARY 14, 1878.

New Zealand Times, Volume XXXIII, Issue 5271, 14 February 1878, Page 2

The New Zealand Times (PUBLISHED DAILY.) THURSDAY, FEBRUARY 14, 1878.

“The Public Works of New Zealand from 1870 to 1877 ” is the title of an interesting pamphlet, written by Mr. W. J. Hull, civil engineer, of Canterbury. The writer, in his preface, says that his remarks are intended rather to apply to tho way in which the works have boon carried out and managed than to a general description of them, and that he is desirous that the public should become acquainted’with certain facts, from which they can draw tlieir i own deductions. Now, the author throughout his work does not adhere to his text. It would have been nearer tho mark if ho had stated that ho presented certain facts

in support of the opinions he holds in reference to the construction of the various lines of railways in the colony. It cannot be said, either, that lie presents his facts in a fair way. Wo will give an example. On the Wellington and Masterton line, “the tunnels after being completed were found too narrow to admit the passage of the engines, arid the consequence was they had to be widened. It was also found necessary to line them, although no provision had been made in the drawings or specifications for such a contingency, nor had any borings been taken to ascertain if it was necessary.” Now, the above on the face of it appears a serious charge of incompetency and carelessness on the part of those who laid out the line. It is perfectly true that the tunnel had to be widened, but the real state of the case has not been put fairly by Mr. Bull. About the time the line was laid out the merits of the Fairlie engine were brought prominently under notice. It was represented that these engines had been extensively used in other parts of the world, and that they were the best adapted for steep gradients. It was intended that the Fairlie engine should be used on the incline portion of the Wairarapa railway, and as that engine is considerably smaller than the ordinary locomotive, the tunnel was made narrow accordingly. Had the intention to use the Fairlie engine not been departed from there would have been ample room for the engine, and also to allow of the tunnel being lined. Mr. Bull, C.E., must pardon ns if we accept many of his other facts with a great deal of reserve. Half truths are very misleading. Mr. Bull’s pamphlet contains ample evidence that it was written with the object of bringing into ridicule the professional qualifications of the gentlemen who were entrusted with the carrying out of the policy of Public Works. It is true that most of the “ facts ” are taken from evidence given before Parliamentary committees and from the Press, but the author, in drawing up his indictment, takes good care to present only those points which are damaging to the engineers employed by the Government to lay out and superintend the construction of the lines. Nobody denies that there were many mistakes at the outset; but the engineers are not fairly chargeable with the bulk of them. Great pressure was brought to bear upon the Government to hurry on the construction of the lines, and the consequence was that in many cases they were laid but without sufficient data. The people were clamoring for railways, or rather public expenditure, and would brook no delay. One might as well have reasoned with a whirlwind ns counselled prudence. Mr. Bull has undertaken to prove that, the railways of New Zealand have cost more than they should have done, and in doingso contrasts the original estimate with the actual outlay. In the light of subsequent events, it now seems clear that a ridiculously small figure was fixed as the probable cost of our railways, some £3OOO or £4OOO per mile; but that is no sound reason for believing that an actual cost of £6OOO per mile is an exorbitant figure. A fairer test .would be the cost of construction of lines in other countries. There are no natural or artificial conditions which would tend to make railways cheaper here than anywhere else. The facts are rather the other way. A high rate of wages and a hilly country are certainly not conducive to inexpensive railways. According to the pamphlet now before us thereave 222 milesof narrow gauge lines in Queensland, which cost £OSOO per mile (exclusive of mountain incline), .telegraph and everything included. Now, Queensland will afford a fair comparison, the rate of wages being somewhat about the same as in this colony. According to tiie statement of the late Minister for Public Works, the railways of New Zealand have cost considerably less per mile than the Queensland lines. However, Mr. Bull does not accept Mr. Ormond’s figures as correct, and estimates that our railways will have cost, “ when completed, considerably over £6OOO per mile, and considerably nearer £7000.” This certainly compares favorably with the cost of the Queensland lines, when it is taken into consideration that in the latter the mountain inclines are not included—portions which are not omitted by the author of the pamphlet in estimating the cost of New Zealand railways. A return is given of the receipts on the various linos now in operation, and as several of the lines are not paying, Mr. Bull deduces that they are what are termed political lines. That there are many grounds for his deductions few will deny; but it should always be borne in mind that had these “political” lines been refused by Parliament, the whole Public Works scheme would have been endangered. However, we are told that the picture is not so gloomy as it appears. “ The traffic will increase enormously in the course of years, and by judicious management the working expenses can be diminished to a great extent. Apart from tliis, the indirect benefit that we have derived from the railway system is so great that it would almost justify us in working them at a loss.” Mr. Bull evidently believes the abolition of the provinces was a sad misfortune for the proper working of the railways. It is needless to say that in this ho is in conflict with the opinions of those who have devoted attention to the subject. It was felt even by the staunchest provincialists that if the colonial railways were to be a success there must be a uniform system of management. The fact is that when Mr. Bull enters upon politics ho is exceedingly weak and violent. The following passage will give our readers a fair idea of the sweeping assertions made by him ; —“ Wellington is Now Zealand. It is the stream from which we all drink. Its blighting influence is felt from Auckland to Invercargill. It spreads its baneful shadow like the upas tree over the whole country. From it all favors emanate, all patronage is bestowed. From it all the wires are pulled that govern this complicated piece of machinery, which is as brittle as glass. Should a Road Board require its boundaries altered Wellington must bo consulted ; should deviations or .alterations be required in roads or railways the heads of departments in Wellington have to be communicated with. Vouchors in duplicate have to be made and forwarded to Wellington before the Government employes can got their salaries paid; even the tailors’ bills in the police department have to be forwarded to the Empire City. Should a voucher or a bill be made out wrong, no matter if the amount in,dispute Ts only a halfpenny, back comes the unfortunate document to the place from whence it was sent, for explanations and revisals. The inconvenience occasioned by this action is a matter far too.trivial to occupy the minds of the Audit Department for one moment. A friend of the author’s showed him a vouchor the other day with no less than thirteen signatures to it.” The author is given to,using strong language. Writing on compelling the railway employes to

Work overtime he asks ; — r'- tc - Was' the simple and sublime Charter*.of Liberty wrung from a perfidious sovereign by the barons nearly six centuries ago for nothing? I cannot think so.” Altogether Mr. Bull's book is very readable, the dry details of engineering being often relieved by such passages as the foregoing.