The Patea Mail. (Published Wednesdays and Saturdays.) SATURDAY, SEPTEMBER 20, 1879.

Patea Mail, Volume V, Issue 460, 20 September 1879, Page 2

The Patea Mail. (Published Wednesdays and Saturdays.) SATURDAY, SEPTEMBER 20, 1879.

Mr Macandrew’s Public Works Statement forms but a very short preface to the immense mass of tabulated figures that followsr. Turning first to those statements that relate to railways, we discover that up to June 30, the WaitaraPatea lino had cost £136,835 15s 4d. Another statement informs ns that the work, excepting the station buildings, is complete for 17 miles and 52 chains from Waitara, and that it was expected to be completed to Stratford—22 miles and 20 chains from Waitara —about the middle of August, the contract time having expired on July 11. Of the remaining 14 lo GeTefc when the report was made, and the rest was in preparation ; but we believe that at the present moment it is all either let, or about to be let. For the Waitotara-Upper Patea line, there has been appropriated the sum of £40,000, enough to make perhaps half of it, and out of that sum £585 18s 3d was expended during the year ending June 30, 1879. This was no doubt expended in surveys. Wo are informed in Mr Blackett’s report that the Kai IwiWaitotara contract of 12 miles and 70 chains is, according to contract time, to be completed by December 5. He says, writing on June 30, that “ three-fourths of the earthworks are complete. The masonry, culverts, and pipes, are completed, three-fifths of the fencing erected, most of the bridge timber delivered, and some portions ot the bridges erected. About 200 men are employed on this contract.” The survey _ to Waverley is complete, the distance being 7 miles and 5 chains. The plotting and preparing of the work for contract has, however, been delayed by the survey of an alternative line, proposed for the purpose of bringing the station nearer the Waitotara township. It seems that the alternative course will be adopted, it being only 18 chains longer, and costing but £3,000 more than the first line, which, however, had a grade ot 1 in 81, while the new line has a grade of 1 in 35. It appears that nothing more than a flying survey has been made, as yet, between Waverley and Normanby, and that only a preliminary survey of the Carlyle branch has been made. We can easily understand why a staff of surveyors should come to Carlyle several times to complete this enormous piece of work, as it is fully 3 miles and 26 chains long. It certainly seems very provoking that the chief towns between Wanganui and Waitara—Carlyle and Hawera—should be left as long as possible in doubt as to where their railway station will be. The most weighty. “ consideration ” will probably settle the matter in the end. The distance from Patea to Waitara by rail, will be 57 miles and 69 chains ; and the distance to Wanganui will be, including the branch line, 42 miles and 47 chains. A first-class fare to Wanganui will therefore be, should the present rate continue, about 10s Bd, and a return ticket about 16s. This, besides saving time and bruises, will be an improvement on the coach. We therefore live in hope. But it is as well,, for the present, to bear in mind that there is no appropriation for the Carlyle bi’anch, and that it is, as yet, “ unauthorised.” In connection with the railways, it is interesting to note that the majority of the sleepers appear now to be produced in New Zealand. In connection with the Wanganui line, there were about 140,000 sleepers contracted for during last year. They are of matai, or totara, according to contract, and range from 2s lid to ls~ 9d each, 2s 9d being the prevailing figure. In other parts of the colony, birch, red pine, riran, black pine, split pnriri, and kauri are in use._ In Auckland, where puriri and kauri are used, the price per sleeper ranges from 3s 9id to 2s sd. Whether using New Zealand wood will, in the end, pay the colony, may be questioned, as it is well known that many of the kinds of wood mentioned, will, after lying a year or so, be quite incapable of holding a rail with a heavy engine passing over it. Still it is pleasing to observe that all sorts are being tried, so that in a few years it will be possible to decide finally which are to be permanently used. Railway accidents are shown to be very few and far between. Not a single

passenger was cither killed or injured last year from causes beyond his own control; one was killed by falling from a train in motion, being intoxicated; and four were injured through having courted accidents in various ways. Three railway servants wore killed, and seven injured, in the performance of their duties. This return says a great deal for the excellence of the New Zealand lines, and care with which they are kept and managed. We believe that in this respect, our lines, narrow guage though they be, will compare favourably with the lines of any other country in the world, and especially with English lines. We have frequently argued that long lines pay better than short ones, simply by increasing the amount of the traffic ; but there is another view of the matter, equally important, namely, that the working expenses are less, proportionately speaking, on long lines than on 'short ones, and also that expenses do not increase in the same ratio as the traffic does. A concise table referring to the North Island, will make this very clear. The following shows the increase of mileage, and the proportionate decrease of expenses during five years :

Percentage of expenditure Miles open to receipts 1875 ... 73 ... 91.12 1876 ... 146 ... 84.16 1877 ... 207 ... 80.54 1878 ... 309 ... 81.81 1879 ... 336 ... 74.53 The steady decrease ot expenses as the mileage increases, is very satisfactory. The year 1878 had some extraordinary expenses to Lear, and hence the slight rise. In the South Island, the expenses for 1878 were only 61.89 per cent, of the earnings ot the lines. Last year, however, owing to enormous losses, caused by floods, in bridges and other expensive works, the percentage of expenditure rose to 71.28. All this strengthens our position ; for even in a year of extraordinary losses.the South lolancl, with its long lines, could underwork the N oith Island, in ite hoot yoar, by more than three per cent.