66

D.—l.

Line E would have a summit tunnel but little over one mile long, while line "& would not have any summit tunnel at all; but either of these lines would be so high on bad slopes approaching the Pass that its average cost of construction per mile wouid be very heavy, and it is doubtful if instrumental survey would show that either of them could be built for an amount materially less than line Bor line C. The surveys that have recently been made may determine this question. In the mountains on the continent of North America, in some cases where only a moderate traffic was looked for, line C might be considered somewhat the best, because its summit tunnel would be nearly 7,000ft. shorter than that of line B, and could therefore be constructed in materially less time, often a consideration of prime importance. In New Zealand, the railways are the property of the Government, whose policy looks to the construction of lines which will be adapted not only to the conditions of the present, but as well to those of a comparatively distant future. It has seemed to me, therefore, from a conservative point of view, and considering all the conditions, that either line B, or some line between line B and line C, but near the former, as might be determined by actual survey, would be the best. Before submitting this supplemental report, I have obtained from the Baldwin Locomotive Works some data respecting locomotives of a type which would be satisfactory for use on line C (see Appendix). I found that instead of a locomotive of 85 tons, suggested by me, as assistant engine on such line, a locomotive of 80 tons would do. On line E, for the alternate arrangement of motive power, the 85-ton locomotives would answer in place of the 90-ton locomotives mentioned. Yours, &c, V. G. Bogub. The Hon. the Minister for Public Works, Wellington, New Zealand.

By Authority : John Mackay, Government Printer, Wellington.—l9o3.