D.—2

56

Tho line has beeu declared by Mr. Blair (D.-l, p. 02) to be geographically the best, as passing through the very middle of the northern district. This is obvious enough, but it ia only an inadequate testimony to its advantages. As a matter of fact it is geographically everything, the East Coast line nothiug. Mr. Blair goes into no detail, but the Committee point out that it is not only central, but that it commands in its course every one of the large valleys from the Waiau-uwha northwards, including the river last named; and serves, directly or indirectly, nearly the whole present population of the northern district—the only exceptions being the people of the lower Awatere and of Kaikoura Peninsula. Its advantages will appear in following its course from south to north. Leaving the Bed Post on the Hurunui Plain, it strikes the Waiau-uwha at the first great bend northwards, and follows the river to the Hanmer Plain, where it crosses it to follow the Haniner River. At this crossing is met the first important connection with the most practical line from Christchurch to the West Coast by the Waiau-uwha, its tributary the Doubtful, the Arnuri Pass, and the Ahaura to Brunnerton, Greymouth, Reefton, &c. Following the Hanmer to the Hossack Saddle, the central line descends again a short distance to the Clarence at the confluence of the Acheron. The line commands the whole habitable valley of the Clarence from the gorges between the two Kaikoura Eanges to Lake Tennyson and all its tributaries, several of which lead by very easy —almost imperceptible — saddles to the Upper Waiau-uwha. These valleys generally offer more than common facilities for thoroughly opening the country by cheap roads. Arriving at the Acheron, the line mounts the valley by easy gradients, passing the tributary streams Guide and Severn, along which tracks lead to Barefells, Saxton's and Ward's Passes, and by them to the Upper Awatere. Stock and drays from the Awatere pass over Ward's Pass down the Acheron by Jollies Pass and the Amuri to Christchurch. Leaving the Acheron, the line passes up the Severn for a short distance, and then follows the Tarndale Brook to the summit on the Wairau River (height 3,270 feet). Thence it descends the Wairau Valley in an unbroken series of moderate gradients, which diminish as the line descends to Blenheim. About sixty miles above Blenheim, and near the Tophouse Accommodation-house and Run, the line passes by the most important point of connection —the Big Bush Saddle (which it would be well to name the Tophouse Junction Saddle). This point, which can be reached either by a slight diversion of the main line or by a level branch, commands immediately the valleys of the Buller and of the Mohipiko (the longest arm of the Motueka) at their heads, and also less directly the valleys of the Motueka itself and of the Waimea. The passage to these valleys forms part of the Nelson-Greymouth line, which has appeared for many years on the Public Works Estimates in the item, " Nelson—Roundell." Should this line be executed —and there are no difficulties in the Buller Valley, or the luangahua, or Mawhera-iti so great as on-the Nelson—Roundell section —it would, in connection with the central line, form a very direct railway from the heart of the Grey and Buller basins to Blenheim, Picton, and Wellington, as well as to Nelson; and, with the Christehurch-Brunner-ton line, would make a complete loop, thus opening the north-west coast to north and south. It is physically impossible to lay out any other system for the service of the northern district which would approach this in convenience and economy of construction. Every other scheme must either borrow some of its essential features or neglect some large section of territory or population. Nature has laid down the routes, and for a mountainous country the system is one of extraordinary facilities. Of all conceivable schemes the East Coast line is the least widely useful, being cut off from the whole northern district by the Kaikoura chains and other rugged country, and serving only Lower Marlborough and the Kaikoura Peninsula. As to the existing populations affected by the proposed central line, the Committee refer to Mr. Tinline's statistics, gathered from the census returns of this year. The essential point of these statistics is that only a very small part of the population—the inhabitants, namely, of some ridings of the Awatere County and those of Kaikoura and Cheviot Counties —-would be without any appreciable advantage, direct or indirect, from the adoption of the central line. The total number thus omitted is 1,474. The whole of the Nelson District proper and the bulk of Marlborough would be included in its direct benefits, the latter district not so exclusively, but just as effectually, as by the coastline. The coast line, on the other hand, would pass by wholly without benefit, direct or indirect, a population of above 40,000 included by the other. The figures stand thus : Benefited by central line: Directly, 23,055 ; indirectly, 24,214; wholly omitted, 1,474. Benefited by coast line: Directly, 6,822 ; indirectly, nil; wholly omitted, 40,417. This disparity admits of no possible attenuation, but on the other hand it must be observed that a part of the small number omitted by the central line will enjoy facilities as great as four-fifths of the country enjoy by the line to the Red Post, and another portion will in any case be served by the Awatere line now in construction, a large local benefit already conceded to Marlborough alone. The prospective population to be served by the several schemes must depend on the value of the territory opened by each, on its extent, configuration, soil, climate, and on the mineral and other wealth it may contain. On the extent there can be no dispute. The summit of the seaward Kaikouras marks the limit of the territory that can be better served by the coast line. The lower Awatere is already provided for by the line in construction. This and the rest of the country traversed by both lines is at present occupied exclusively as sheep and cattle runs. The total area commanded by the coast line is 973,000 acres. Of this Mr. Clark, Commissioner of Crown Lands, and Mr. Austin Ward, surveyor, Marlborough, reckon 107,222 acres all freehold, as land fit for the plough, 61,822 acres being already provided for, leaving 45,400 acres to the credit of the coast line. (Report of the Royal Commission on Railways, 1880, E.-3, pages 136-7.) There remains 865,778 acres, pastoral country, most of it very rugged, but Containing no doubt much land improvable by substituting European grasses for the indigenous pasture. Upon the central line there are 3,080,000 acres all told, of which 2,284,379 acres are Crown lands. Much of the freehold may fairly be compared with the Cheviot and Parnassus freehold, which it surpasses in area, if a large part of it is surpassed in quality by those runs. Both may therefore be properly set aside ; the more so as those runs, and the Hurunui Plain, Hanmer Plain, and the Lower