The Temuka Leader. SATURDAY, AUGUST 24, 1878.

Temuka Leader, Volume I, Issue 72, 24 August 1878, Page 2

The Temuka Leader. SATURDAY, AUGUST 24, 1878.

Thk question of connecting the East and West Coasts of this Island by railway is a question which possesses no little int west for us, the inhabitants of this district, remote, as we are from the nearest proposed western terminus, ami from the nearest possible point of inaction of the western line with the railway system we already possess. The met that our ('astern I*wests are rapidly disappearing must cause us to look favorably np.m any scheme that penalises 1o bring us into communication witii fresh sources of timb.r supply, and the second fact that on our side of the ranges no really good beds of coal have been found whence our ever-increasing demand for fuel could be, satisfactorily met, should make us alive to the advan tages of a direct communication with districts known to be able to furnish this great requisite in unlimited abundance and of good quality. Our readers are aware that two great lines have been proposed for connecting the two coasts. One from Greymouth, meeting the Great North line at Amberley or at some point further north ; the other from Hokitika through Westland to Tlaast’s Pass, thence through the great mining centres of Otago to Dunedin. If we have, as we think we have, any personal interest in this question, and if wo ought to advocate the construction of tliat line which promises to more certainly benefit ourselves, there can be no doubt as to which line we should support, provided that only one of the two can be made. For it is plain that we can receive no benefit from the southern line ; a simple ins, ection ol a map will show that we can have no more immediate interest in the construe tion of that line than in the construction of a railway in China. The Grey-mouth-Amber ley line, on the other hand, would bring us within a not unreasonable distance from North. Westland’s immense stores of wood and coal, and, by draining to some extent the northern districts of their agricultural produce, would tend to improve our own markets. We do not say that the line proposed by the people of Hokitika and Dunedin would not be a most useful and profitable line: we simply say that we have no direct concern in it unless, indeed, its promoters assume a position of antagonism towards the other proposal. This they should not do, for the two proposals are not properly alternative ; they are, we think, as distinct and independent as they well can be. The functions of the two lines, if both were made, would be so very different that we wonder that there has been so great a clash of opinions on the subject. The cause of this has no doubt been the considering the two lines as alternative when they are really not so. In one respect, but a very minor one, they may be considered alternative, and thus the discussion of the question be needlessly embittered —they are alternatives inasmuch as either would provide a communication between the opposite coasts, but this is not a sufficient reason for making a line anywhere. The two lines proposed should be considered on their respective merits, and not at all comparatively. The friends of the northern line urge its construction chiefly because it would open up a large trade in coni and timber with the cast ; the friends of the southern line urge its construction chiefly because it would open up an immense extent of country to settlement. The two lines are not antagonistic ; neither could rob the other if both -were made, though they might, and must, mutually assist each other. The rivalry, even, of Grcymouth and Hokitika as ports is an dement of but little, if any, value in the consideration of this railway question. These two towns are certain to be connected by rail under cither scheme, and an entirely independent natural selection must decide which is to bo the chief port of Westland. We are unable, from lack of knowledge, to criticise {he assertions

made in favor of each line, but can say that if those assertions are hut approximately true, hot!), lines should lie made. Mr Kerin, dy (lurni'rly member of the district) speaking at one of the public meetings held at (J reymouth to consider this rm-wny qtrs 1 : on. sa : d that it was probable that Iho line via. Ambcrley would b" able to comp -to with shipping in the car. mgo of Urey mouth coal to the East. He was sure that £7U,o'‘() n-year could bo earned by the railway for coal traffic a’one, as it con d be delivered in Christchurch at 25s a ton, and at least £50,U00 would he saved io the Colony that now goes out of it. With regard to a Jim her trade he believed, that at least 20,000 tons would annually find its way across into Canterbury, which wouldrelurn £IO,OOO to the. line. The passenger traffic would probably return £4-0,000 a-year, and the ordinary goods traffic might be expected to realise £oo,ooo a-year. On the whole he calculated that the annual return would reach £16.5,000 a-year, or about £4 000 per mile of the new lino to be made, ami as many New Zealand lines pay working expenses out of a revenue of only £OOO a-year per mile, it is not unreasonable to expect this proposed line to be highly profitable. With regard to the southern line, the Dunedin 1 Morning Herald ’ of Tuesday points outs that throughout nearly its whole length of 060 miles it passes through country In every sense suitable for settlement, including nearly all the good laud to be found on the West Coast. And it would connect all the most important towns in the interior of Otago. “The whole line from beginning to end opens up country which can only he got at by a railway.” .It is. par excvlhnci', the interior railway of the Middle Island of New Zealand, and will benefit equally farmer, squatter, miner, limber merchant, and East and West Coast alike. By a short and easy extension to the Grcv, the splendid coal deposits of that favoured district will he brought into the best and widest markets in the Mai.lie Island.” “The lands along most of the route is still in the hands of the Crown, and the construction of this line would render them saleable in such quantities and at such a price as would produce a sum that would over and above repay the cost of construction. Tills hue “ would bo the means of opening up a tract of country which would support a more numerous . population than any other similar extent of railway in New Zealand.” Thus the chief reasons given for making each line arc quite distinct. The southern line would be chiefly valuable as opening up country to settlement and snppplving tiie forestlcss interior of Otago with timber and coal, while the northern line would be chiefly valuable, as bringing agricultural, pastoral, and industrial Canterbury within easier reach of a market for its produce, and of a muchneeded supply of timber and coal.

The following telegram from Mr U. Wakefield. to Mr Alex. Wilson, Chair man of the Milfor 1 Harbor Committee was received on Thursday afternoon :

“Before Waste Lands Committee a'l morning. Carried Bill through with utmost difficulty in face of Turn bull’s opposition and gross mLrejjresontation of facts ”

So far well, but the Bill is not out of danger yet, as a gl mco at our parliamentary intelligence will show. It is a thousand pities that Sir John Goode’s report upon the Milford Lagoon is not to hand. We have not the slightest doubt that it will be favorable, and that it will be accompanied by an estimate showing that the lagoon can be converted into a harbor at a reasonable cost. Such documents would greatly assist our member in persuading the House to pass the Bill. Whatever he its fate in the present session, Mr Wakefield deserves our thanks for liis energetic action with respect to this Bill hbherto, and we feel sure that he will continue to look sharply after our interests in this respect. What are the motives of Mr Turnbull’s opposition we cannot imagine, but we know him to be a determined, even an obstinate man, as his very name would teach, and that if he feels strongly upon any subject to which he is adverse, he will be found a troublesome opponent. But if it is quite true that he has been driven to “gross misrepresentation of facts” in opposing the Milford Harbour Bill, it shows how weak are any real arguments against it. Mr Rees promises to bring down a resolution on the whole question of endowments, and we hope that he will lose no time in doing so.