PARLIAMENATRY.

Thames Star, Volume IIII, Issue 1735, 25 July 1874, Page 5 (Supplement)

PARLIAMENATRY.

PUBLIC WORKS STATEMENT. (By Telegraph.) Wellington, Friday, 10 p.m. Mr Richardson made his Public Works Statement to-night. B e said he hoped to satisfy the House that as much work had been put in hand as it was advantageous to the country should be put in hand during the year. Some few works contemplated last session remained in abeyance. Two reasons had operated to cause this: firstly, the great demand for labour throughout the country rendrred unwise any active competition by the Department; secondly, there had been a want of skilled engineers, arising mainly from provincial and private requirements. Seven engineers had now been obtained from England, but while ho acknowledged some delays it would be only fair the House should recognise that, taken as a whole, the progress of the public works under the department had been quickened during the year beyond what was contemplated last session. He had to repeat thanks he expressed last year for the energy shown by officers of the department. He much regretted the loss by sudden death of two very promising engineers, Megsrs R. Millett and R. Johnstone. The engineering cadet system was working excellently, and would be most valuable to the colony. He would first refer to Worth Island railways. An amicable arrangement had been made to relieve Mr Edgar from completing the contract for the Kaipara and Riverhead line, and ifc had been let to Mr Fallon, who was to finish it in December next. A further appropriation of £14,003 would be required for this line, mainly owing to the rise in iron. This addition would make the total cost £4,437 per mile, but better ballasting than was provided for would be necessary if there was much traffic, and the cost of such ballasting wou'd depend upon the extension from Riverhead to Auckland being made. Plans for the extension were ready. It had not been commenced beeiuse the Engineer-in-Chief was unable to report that it would pay working expenses. The House would, however, be asked this fession to authorise its construction, for though it would not, taken alone, pay working expenses, and though the Kaipara and Riverhead branch would probably not do so, the Government were convinced that a Kaipara to Auckland line would pay considerably more tban working expenses. The Auckland to Mercer line Was progressing satisfactorily, and it was hoped that the bonus offered Messrs Brogden—£soo a month—would lead to its completion three or four months in advance of contract time, the Ist of September, 1875. From Mercer to Newcastle the line was in hand, partially contract and partly Volunteer Engineer Militia. This corps now consisted of three companies, numbering in all about two hundred men. Its oaganisation was effected by the Hon. Dr. Pollen, the Government having at one time supposed that additional defence force was necessary in the Waikato. The corps had been working since December, and had worked very effectively. The work had been well done under the direction of the district engineer. Major Cooper, and other officers in charge, maintained such discipline and drill as to ensure that the corps would be available for defence if required. It was proposed to charge to defence any excess of cost ef work done by the corps as compared with ordinary contract work. Materials for a Waikato bridge, for road as well as railway traffic, were on their war from England, and it was expected the bridge would be completed about March, 1876. As to the extension of this, line, it might be said that if non-professional opinion could be relied on there apeared to be no engineering difficulty in carrying the railway in a nearly direct line south from Alexandra behind Mount Egmont. In the first eighteen miles of Napier to Waipukurau line the contractors would he fully a year behind time. They had great difficulties to contend with in getting sleepers and other timber. Notice had been given so as to enforce the penalties if found necessary. A further length of twenty - seven - miles was under contract, and progressing?'satisfactorily on the Waitara and New "Plymouth line, and the contract time ought not be exceeded ; but could it have been foreseen that the Court would sustain such claims for payment for land as it had sustained the Government would have delayed commencing the works until reasonable arrangements had been effected. A really good line behind Mount Egmont had now been found, and a\ working survey southwards towards HaweraJ was to be completed. From Wanganui northwards the country had 'been found very difficult instead of favourable, as the department had been led to expect, and despite all possible exertions no date for commencing the

formation of the line could be fixed. The heavy works would bo mainly within the first thirty miles north of Wanganui. The bridge over the Wanganui river was to be completed by March, 1876. Two sections of the Wanganui and Manawatu line had been let, including bridges over the Wanganui and the Turakina, and for the remainder the surveys are well advanced. The conversion of one-half of the line from a tramway to a railway was provided for by the Railways Act of 1872. It was now found to be absolutely necessary similarly to convert the Eangitikei to the Manawatu section. It was proposed to contract with Mr A. P. Halcouibe, the agent of the Emigrant and Colonists Aid Corporation, to construct nine miles of this railway, he waiving the right of the company to require employment for 200 of the company's emigrants at any time during the next three years, a condition which was found to be very embarrassing. The first section of the Wellington and Masterlon railway had been, after three months maintenance, taken over from the contractors. It had cost £3,098 more than contract price, so that the total cost of eight miles, including a fair proportion of the charges for the Wellington terminus, was £49,713. The hurried collection of information on which the contract was based caused both engineers and contractors to be misled an to the nature of the stone in the hills alongside the line. The stone proved unfitted for sea-facing, and there was a consequent change of plan, and the additional cost. Twenty-seven miles, including the Summit tunnel, were under contract. Six miles of this portion had been satisfactorily completed by Mr McKirdy, and would shortly be ready to be opened. The work of the engineer in selecting the best route across the Eimutuka had been most arduous. The engineer had, in company with Mr James Vlackay, examined the country between Cambridge and Manawatu, and ho had reported that nothing could be decided as to a railway line until it was known whether the line could be taken on the west side of Lake Taupo instead of the east side. The land that would be traversed on the former route being very inferior to that on the latter.—Coming to the Middle Island railways, the contractors for the Picton and Blenheim line were much behind time, but they had promised to complete it as soon as practicable. The Nelson and Foxhill works were progressing satisfactorily. The date for their completion was .November. 1875. On the Westport and Mount Eochfort line the section to Fairdown was about to be let, and the surveys for the competition to Ngakawau were in a forward state, and he saw no reason why the entire railway should not be completed by the end of 1875, and that before the middle of 1875 the permanent harbours works be put in hand. The commencement of these works depends upon the completion of the contract for the first length, the date of which is August, 1875. The Greymouthand Brunner line, including the suspension bridge over the Grey River, is in hand, but the railway works are not in such a forward state as was anticipated. This was owing to the necessity for improving the line over a short length where heavy slips threatened. The Engineer-in-Chief stated that the steps he had taken were sufficient to iusure safety to the line, and the cost of the additions would be met out of the appropriation made the last year. The protective works undertaken had answered all expectations, and had stood the test of some very severe floods.—The North Kowai to i?aupora line all under contract, and progressing satisfactory; the line should be open to South Kowai early next year.—The extension from llakaia to the south side of the Bangataki included three large bridges and one small one ; the section of the Ashburton would be open for general traffic in a few days, to the Hinds river would be opened about January, and the whole work would be completed by the middle of 1875.—The continuation to Temuka was about to be let, and from Christchurch to Timaru the whole line should be ready for traffic about August or September, 1875. The Timaru to Young's Creek section could be opened in two mouths. From Timaru to the Waitaki was ready for contract, and about December, 1875, might be named as the time for completion. The branch from Rangiora to Oxford should be completed within contract time, the end of .November next; from the racecourse to Southbridge was to be completed by January next, and the Solleston and Melvern and White Cliffs lines were expected to be ready by December next. All the station buildings for thesa branch lines were under contract, and would be ready in advance of the requirements. Owing to the high piico of iron, the appropriation for these branch lines would not be sufficient, by about the

amount required for the Waimato branch, and arrangements would have to be made to provide funds for that work. All the rolling stock for these branch lines is in the colony, and that for the trunk lines either here or its shipment had been advised. The completion of this is under contract to Messrs McGavin and Company, and should be finished about November, 1875. Every endeavour would be made to keep the contractors to their contract time, and a bonus was offered tothem to finish it earlier.—lt had been found necessary to add an extra six feet to all the cylinders now on the way from England, and a further appropriation would be required to cover the cost.— He alluded, last year, to.the great delay caused by the alteration ia England of the design for this bridge, and he mu3t repeat that his original design would have been a very much smaller cost and have answered the purpose.—Passing to the. Otago lines, that between Waitaki and Oamaru had been much delayed by the difficulty of getting sleepers. Between Oamaru and Moeraki the works were not in as satisfactory a state as they should be, but the Government were not free from blame in the matter. The engineer over this section had to bo removed in November, and since then Messrs Brogden had been getting on more satisfactorily with the works- On the Moeraki line half a mile of works, costing about two thousand pounds, would have to be abandoned. This might have been provided against had more time been taken for the survey. Between Moeraki and Duuedin, the heaviest work was the tunnel through to Blueskin. It was progressing satisfactory. From Dunedin to Blueskin bay would be completed concurrently with the tunnel, and from Blueskin to Moeraki would be let during the year.—The extension of Port Chalmers was contemplated as to be made this year.—The Dunedin and Clutha railway has been recently opened to Green Island, about six miles ; the works were progressing satisfactorily on the rest of- the line, and with a view of expediting its completion the Government had offered Messrs Brogden a bonus ot £800 per month for every month they saved in the completion of the line previously to the Ist September next year. —The Tokomairiro and Lawrence railway was all under contract, the date being for completion of the formation Ist of next June; the line ought to bo finished by the Ist of September, 1875, but the whole of this work depends on the completion of the the Grenore tunnel. From Clufcha to Mataura the only work actually in band was the large bridge over the Clutha river. But it was intended to call for tenders for the section between Mataura and Clinton immediately, and the remainder as soon after as practicable. Between Mataura and Invercargill about ten miles had been opened during the past year for traffic, and the remainder of line progressing very well, although not slot so forward as it should be, as on the Winton to Kingston line the contractor for the first section was not so forward as he should be, and he could not complete the work within the contract time, August 9th ; but the fault was not the contractor's. The next station of twenty-eight miles had just been let, and the remainder would be let as soon as the Government could see their way to procure the material. The action of the Southland District Land Board by affecting the supply of sleepers, would probably prevent this Hue being kept within the estimated cost. The length of railways authorised in each province, and and tha amounts appropriated might be thus enumerated :—-Auckland, 166 miles 36 chains, appropriation, £934,500; Taranaki, 18 miles 13 chains, appropriation, £110,500; Hawkes Bay, 45 miles 25 chains, appropriation, £220,000 ; Wellington, 133 miles, appropriation, £644,000; Westland, 7 miles 23 chains, appropriation, £74,400; Nelson, 38 miles 20 chains, appropriation, £222,000; JVjarlborough, 18 miles 53 chains, appropriation, £126,000 ; Canterbury, 251 miles 34 chains, appropriation, £1,160,000; Otago, 332 mile 3 4 chains, appropriation, £2,065,000 ; general (surveys), ten thousand; total, 1,010 miles 48 chains; total appropriation, £5,575,400. There were open for traffic-87 miles 68 chains ; complete ready for traffic, 57 miles 74 chains;.plate-laying going on, 103 miles 05 chains; length under contract in course of completion, 421milea 45 chains. Total length undertaken, 673 miles 20 chains; still to be let, 337 miles 46 chains. As to the general results of the operations of the department, Mr Richardson said, " The expenditure and liabilities incurred for railways completed or in hand amounted to £3,660,881. leaving £1,914,519 for which no liabilities have yet been incurred. This, I think, is a very satisfactory result for the work' ing of the department so far, and although it might have been possible to have forced more work on the market, I thiDk the House will agree with me in

1 believing that it would have been very unadvisable in the interest of the colony to have done so.—Speaking generally with reference to the coat of the railways authorised by Parliament, it has been found that with few exceptions the amount already appropriated will be found sufficient for their completion. Owing to the great fluctuation in the cost of iron in Kngland it may, however, be necessary to group the railways in each of the various provinces in order to make the appropriations cover the cost ; as against some linos the permanent way has been charged altogether at the higher rates, whilst the others have obtained all the benefit of the lower rates. Before leaving the subject of railways there is the question of working the traffic on them to be referred to. The first piece of line which is being worked by the Colonial Government is that from Auckland to Onehunga. This was opened before it was completed, and the best arrangement which was found practicable was made with Messrs Brogdeii, who organised the staff and commenced to work the line. There is a large amount Jof traffi', and there is no doubt whatever that the lino will pay very well; the receipts during seven months have been £4,834 9s 3d.—The lino from Wellington to the Hutt has been opened since April. And I think that considering (ho present temporary terminus is so far out of the town, and the line so short, it is astonishing that there should be so much traffic as there is. There is no reason to doubt that this line will pay, and each section after the Ifutt JJiver is crossed will materially increase its paying capabilities. The fragmentary portions of the lines which have been opened in the provinces of Canterbury and Otago are for the present being; respectively worked by the Provincial Governments. The erection of large work shops is being pressed forward in Auckland and Dunedin, and I trust in a few months the department will be in a position to execute not only repairs, but also fit up and complete a considerable amount of rolling stock, which must meanwhile be imported from England. It will be a matter hereafter to decide whether it will be advisable to undertake the manufacture in the colony of the rolling stock which will be required. — The road-work expenditure during the year had been : ia Auckland, £61,269; Taranaki. £25,077: Hawke's Bay, £27,182; Wellington, £39,311. The total sum expended on roada in each of the four provinces up to end of the year was: Auckland, £127,665 ; Taranaki, £62,685; Hawke's Bay, £58,138 ; Wellington, £118,393 ; thus making, with £1,747 unappointed, in gross total of £368,630. There will, on June 30th, be the following liabilities : — Auckland, £22,851 ; Taranaki, £6,787; Hawke's Bay, £6,771; Wellington, £20,107, or together, £56,518. Adding these liabilities to the actual expenditure, the total was £425,149, as against the vote of £400,000; but the excess had to be credited with £12,000 expended for the benefit of confiscated lands. For the £425,149 there had been ,1,188 miles opened or in progress, and 525 rm'iles of horse roads constructed on these roads, besides a very large number of culverts. There were 134 bridges of space exceeding 30 feet, and of a total length of 11,358 feet; and IS2 smaller bridges of a total length of 2,874 feet. There had been expended on roads in Nelson, South West goldfiolds, and Westland, £130,679; and there were liabilities amounting to £14,006. The estimates for golclfields water supply works which were mostly based oa information supplied by Provincial Governments had been greatly exceeded. The great increases of cost had been on the Waimea, Nelson's Creek, and Thames races, while the Mount Ida race and sludge channel would bo completed at a cost very little exceeding the estimate. £300,000 had been appropriated for this class of works. There had been expended £95,937, and there were liabilities amounting to £201,454. No more works of the kind would be undertaken- until time had proved how far those in hand had succeeded. During the year £2,400 had been expanded on expectations for ccal, and there was a contingent liability for £1,235. Mr Richardson gave some particulars as to trials of coal, and as to the prospects of various fields ; and he spoke of the works carried on and proposed in connection with the Colonial Architect's Department; estimates for Government offices in Wellington, and fur other necessary buildings in different parti of the; colony, would, he said be submitted during the session. The appropriation for railways for which it was proposed to ask this session were, first, £14,003 for the Kaiparaand JUverhead railway; second, £12,00 the difference in the cost of completing the Wanganui-Manawatu line as a railway instead of a tramway. Third, £60,800 to convert the Foxton and

Manawatu tramway to railway; this wag f co:i>iJered very important on account of the large timber trade of the district and progress of freeding settlement. Fourth, a further sum of £30,000 to extend the railway southward from Waipukurau towards Mauawatu, the object being to form a railway and lay down permanent sleepers, with wooden- rails, to the heavy bnsh laud which the main line traverses, and thus get timber, which is much wanted for the railway now in course of construction. Fifth, £15,000 to complete Waitaki bridge. Sixth, £10,000 for extension of protective works, Greymouth, the vote of £10,000 for preliminary surveys being nearly exhausted. A Kuflicient sum to enable fuil and complete surveys to be rcnde of the line through, from Foxhill to JJrunnerton, thence to Canterbury, and from Greymouth to Hokitika ; as well as for such portions of the connecting links of the trunk lines as the staff at command would be enabled to be done. There would be no necessity to do more than this before next session. It was proposed to repay to North Island road fund £29 500, which had been spent on the Manawatu tramway, and ask for an additional grant of £6,000 to complete roads in hand as well as to construct others necessary. Having stated the roada upon which this money was to be expended, and given other explanation Mr Kicbardson concluded as follows :— " Up to the 30th June, 1873, there was totally expanditure by the Public Works Department, exclusive of immigration, of £1,(349,921 2s lid, and the expenditure during the years 1873 74 was £1,554,416 4s 10.1. There are outstanding liabilities in England and the colony of £1,873,688 16 i 41, making the total expenditure and liabilities of £5,078,056 4s Id. These are large figures, but, sir, we have large results, and there are few who will be found to assert that any of the railways which arc proposed or undertaken will not from the moment they are opened return more than working expenses and a fair depreciation; and if economically worked will considerably contribute in a short time towards paying interest on the outlays. And with regard to the roads in the North Island, I do not imagine any one will deny the vast service they have been in opening up and bringing about the settlement of the country. The colony has undertaken a gigantic work, and it; is incumbent on the Assembly to see that it is carried out to its legitimate end, and, sir, I Jiavo no fear as to the result."