The New Zealand Times (PUBLISHED DAILY.) THURSDAY, AUGUST 29, 1878.

New Zealand Times, Volume XXXIII, Issue 5436, 29 August 1878, Page 2

The New Zealand Times (PUBLISHED DAILY.) THURSDAY, AUGUST 29, 1878.

In his Public Works Statement Mr. Macandeew was certainly not very definite in his promises about, or enthusiastic in his description of, the prospects of the Hutt-Waikanae line of railway. His desire, however, to make things pleasant may be admitted. Pirst ho told us that the construction of the line from Wellington to Foxton must, to some extent, be contingent upon the acquisition of land from the natives in the district. Then he said, as if arguing with himself, “ I think “it extremely desirable that it should bo . “ made as part of the trunk line which is “to connect Wellington with Auckland. “If the two great centres, Wellington and “Auckland, are to be efficiently con“neoted by railway, this Wellington to “Foxton line must be constructed at “some time. I believe it to bo well that “we should accept the conclusion that “ that connection has to be made, and it “so I think that the Parliament and “the people will agree with me “ that the sooner it is done the better for “ the country but we are also assured that, “ assuming the Government should “ be enabled to undertake the work, it “ will not be commenced until there has “ been a further and more thorough in- “ vestigation as to the best route to be “adopted.” Thus, says Mr. Macandbew, it will be seen that our proposals embr ice one main line of communication from Wellington to Auckland and the Thames, and another main line from Wellington to Napier, and that a short link of twelve miles between Bunnythorpe and Woodville, connecting the two, would make the system complete. We fear very much, however, that the Parliament may persist in regarding the very costly line oyer the Rimutaka as part of the main line between Wellington and Auckland and the Thames, and may consider the “ short link ” of twelve miles between Bunnythorpe and Woodville as a more eligible connection than the longer and more expensive link of the Wellington-Manawatu railway by Waikanae. The Minister for Public Works has no doubt done his best for us ; but if the natives will not sell the land to the Government at their price, that is contingency No. 1 ; if the Parliament should not agree with the Minister, that is contingency No. 2; if a better route cannot be found, that is contingency No. 3 ; and if there is not reasonable evidence that the line will pay, that is contingency No. 4, because we are not going to have political lines any more. On the whole, then, we think that the Hon. Minister for Public Works has hedged himself pretty well, and when he tells us that “sooner or later ” this work will be undertaken, we may accept the assurance as oracular if not gratifying. Mr. Knoepp’s reports upon the subject are certainly not in any degree encouraging. Wo have already printed his first paper on the three routes from the Hutt line to Waikanae. The principal objection to No. 1 line our readers may remember is that it crosses a saddle 1560 feet above the sea level. By putting in a curved tunnel, one-half chain longer than that of the Rimutaka, the height may be reduced by 300 feet, but the line at its summit would then be 120 feet higher than that which is now nearly ready for opening on the Wellington to Masterton railway. No. 2 line, Mr. Knoepp says, is not worth considering. No. 3 line has two saddles, one 531 feet above the sea, the other 860 feet ; it has steep gradients, short tunnels, and heavy earthworks, and its estimated cost is equal to that of No. 1 line, viz., £250,000. Mr. Knoepp has also furnished a report upon the section from Waikanae to Foxton or Palmerston, which we print below. The cost of that section from Waikanae to Foxton is estimated at £190,000, and from Waikanae to Palmerston at £230,000, exclusive of land and stations. The cost of the whole line would thus be more than half a million.

The importance of the work is admitted, and there may yet be a line discovered which may be free from the great obstacles which exist upon the linos explored up to this time. We have on more than one occasion received and published letters from correspondents whose local knowledge of the country enabled them to offer valuable suggestions. We invite a continuance of those favors, and would urge the settlers who have a direct interest in opening up the West Coast districts, to aid the officers of the Public Works Department in every way with advice and assistance in that further exploration of the country which is promised to be made. Whether the lino should be necessarily regarded as a part of the great northern trunk or not, it would be, if made, of great value to a large and fertile district at present roadless and isolated. REPORT ON THE WAIKANAE-SIANAWATO SECTION OF THE WELLINGTON-MANAWATU RAILWAY. Wellington, July 29,1878. Sir,—l have the honor to report that I have examined the country between the Waikanao and Manawatu Rivera, with a view to determine a route for a proposed railway. The annexed plan shows its approxima e course. Foxton is the nearest place where to connect it with the Palea-Manawatu railway; a route via Fitzherbert and Palmerston North has also been examined, and is shown on the plan. From the Waikanae its length would bo about 32 miles to Fo ton wharf, and 47* miles to Palmerston station. For 25 miles this line would traverse easy country, at first at the foot of. and then on the low undulating terrace which stretches from near Wa kanae to the township of Fitzherbert, between the foot of the first low range of the Tararua Hills and the lakes and swamps of the sea-coast and the Manawatu River; nowhere would it rise more than 100 feet above sea level, and easy grades and curves can be obtained, with light formation. The Waikanae, Otaki, and Ohau are the principal rivers to be cro-sed—by four seven, and three 00-feet spans respectively ; they have shingle beds, with well-defined banks, and carry large quantities of timber in Hoods; piles, with heavy shoes, will drive well in all. There are also about a dozen smaller streams, which will not entail any expensive work. With the exception of the few old c eatings shown, the whole country is covered with light bush ; good totara grows near the sites of the Otaki and Ohau bridges. Gravel for ballast occurs between the Waikanae and Otake, at the Werowhanga clearing, and at the Wereroa clearing behind Horowhenua Lake. ... , A t the 23rd mile the line branches off towards Foxton, and enters, at tile 25th mile, the swamps of the Manawatu, whence heavy works of embankment and bridging will bo required to get over the flooded country and the Manawatu River, for which largo spans on cylinders, with a swing-bridge for navigation, will have to bo provided. The river protection and reclamation will h ive to be Oontinued from the wharf to the ferry. , . _ , , From the 23rd mile the route to Palmerston continues on the terrace, which becomes rather more broken especially between the 2Gth and 38th miles, over the Koputeroa, To Mairo, and Tokomaru streams, which may be crossed by 40-fcot spans, until at the 42nd mile it reaches the east corner of Fitzhorbert clearing, and then turns through the Kairanga Native Reserve, over the Kohuterawa stream (40-feet spans) to the Manawatu River, which it crosses about 21 miles below the road bridge, and thence to Palmerson station. Nowhere on the Palmerston route would the line rise higher than about 200 feet above sea level, and easy grades and curves can bo obtained without much work. On the last portion the earthwork will be heavier, and the bridging lighter, than on the first 25 miles. The crossing of the Manawatu and the flooded country on this lino will bo less expensive, as 80-feet spans will bo sufficient, and navigation will not have to be specially provided for. An approximate estimate shows that the railway from Waikanao to Foxton cannot bo made under £l9O 000 and that from Waikanao to Palmerston under £220,000, exclusive of land and stations. In connection with these linos it may bo of interest to point out that It the comparatively easy private railways from Carnarvon to Sandon and from Sandon to Rangitawa, are made, the distance by rail between Foxton and Wanganui will bo shortened by ID miles. L have, &c., O. B. ICsonrr, Superintending Tin gin cor. John Blackett, Esq., Engineer in Charge, North Island.