D.-JK. . 17

4

CORRESPONDENCE RELATIVE TO CONSTRUCTION

In Canada two companies are now engaged in the construction of some 200 miles on this system ; and there, profiting by our earlier experience, and using native materials wherever they can, the cost of thoroughly efficient railways, including rolling stock, management, and all other expenses, has been reduced within £3,000 per mile. The gauge is 3' G"; the rate of wages for unskilled men, 4s. 2d. per day, and the country undulating with ravines at intervals of several miles, but with very few bridges. If for the purposes of the traffic in New Zealand, speeds of fifteen miles an hour, and rolling loads of three tons upon a wheel will be sufficient, then the cost of construction may be again reduced —as an iron rail, weighing 30 lbs. to the yard, properly fastened, and laid upon sleepers not more thau 2' 0" apart, from centre to centre, will be amply sufficient. We have more than once used locomotives exactly suitable for such a railway, which have given great satisfaction. The question of gauge is one of great importance, especially if the country to be traversed, as in Queensland, requires the use of sharp curves, when a narrow gauge enables large savings to be effected. The light system is, however, applicable to any gauge; for instance, it is now being applied to tho Indian gauge of 5' 6". With all the particulars of the proposed route before us, we should be able to advise distinctly upon the question of gauge. We will suppose, however, a gauge of 3' 6" to be adopted, with minimum curves of 350 feet, and maximum gradients of 1 in 40. Taking, then, an average country not involving very heavy bridges, making the earthworks twelve feet wide at formation, fencing the line with native timber, with American cattle-guards at the road crossings, using timber trestie-bridges (as per design enclosed of those which have given great satisfaction in Norway) for crossing ravines, and in all cases, except where large spans are required, in which event light iron lattice-bridges would be used, using native sleepers 0' 0" long by 0" by 3", 2' 6 apart centre to centre, with 30 lb. iron rails, flat-bottomed, properly fished, and secured by one fang bolt at each joint, and intermediately by dogspikes, properly strutted round curves, and ballasted to the extent of 3,000 cubic yards per mile of single line, with a fair allowance of sidings and passing-places, with stations small but neatly designed, and of native materials throughout, except such fittings as may be more cheaply obtained here, with an ample supply of locomotives and rolling stock for a very fair passenger and goods traffic, and with a telegraph throughout, the land being found by the Government, we estimate, approximately, the average cost per mile of single line, for not less than 100 miles, at from £3,500 to £4,000 sterling. This estimate is upon the assumption that native materials will be used as far as possible, that the earthworks, bridges, and other works, will be let in short lengths and by competition, that cash will be paid for all materials &c, and that proper economy is exercised throughout. The estimate includes £400 per mile for rolling stock (including locomotives), an ample allowance for management, agency, engineering, &c, and 10 per cent, for contingencies. It is based upon a rate of wages for good unskilled labour at 6s. per diem, and we have allowed £4 per ton upon all materials from this country to cover freight, insurance, and delivery upon the line. If these rates can be reduced, a proportionate saving would be effected. Through level country there would be a saving of £500 per mile. The railway so estimated for would be thoroughly substantial and well constructed in every detail, and would be capable of being worked aud maintained at small cost. The locomotives would probably weigh about 15 tons, on six wheels, four being driven. The passenger carriages would be 8 feet wide, and could be arranged either on the English or the American system, as desired. If the latter system were adopted they would probably have six wheels, 31 feet long exclusive of platforms, would seat thirty passengers, and would be fitted with well-tried arrangements, enabling them to pass with ease round sharp curves. The goods waggons would be 8 feet wide, and on four wheels ; their length probably 15 feet. They would thus be light and handy for shunting. The centre of gravity of the rolling stock would be kept as low as possible. The very best tires, springs, and other fittings would be used throughout. We shall be happy to prepare for the Government any further information which you may desire. Wo have, &c, The New Zealand Commissioners, London. Charles Pox and Sons.

Enclosure 3 in No. 1. Memoranda as to Light Railways, from Sir Charles Pox and Sons. These railways are constructed upon the following principles : — Ist. That they shall be suitable for working speeds of 25 miles an hour, including stoppages. 2nd. That they shall carry rolling loads not exceeding a pressure of 4 tons by any wheel upon the rail, being the maximum load upon the wheel of any ordinary railway waggon or carriage in Great Britain. 3rd. That none but the best quality of materials and workmanship be used on them. 4th. That, as far as possible, the materials used be those of the country which they pass through. sth. That, in designing the rolling stock, the centre of gravity be kept as low and the dead weight reduced as much as possible. 6th. That the gauge be fixed according to the circumstances of each case. 7th. That, subject to the above conditions, rigid economy be exercised throughout.