REPORT ON RAILWAYS. BY THE ENGINEER-IN-CHIEF.

Appendix to the Journals of the House of Representatives, 1873 Session I, E-02a

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1873. NEW ZEALAND.

REPORT ON RAILWAYS.

BY THE ENGINEER-IN-CHIEF. Presented to loth Houses of the General Assembly by command of His Excellency. Mr. Caeetjtiiees to the Hon. the Minister for Pcbhc Works. Bie,— Wellington, Ist July, 1873. I have the honor to submit the following report on the position of the works undertaken by the Colonial Government for the construction of railways in New Zealand: — Four hundred and four miles and thirty-four chains of railway are now under contract, as shown in Table A affixed. It is proposed to enter, very shortly, into contracts for a further length of 160 miles (Table B), for which the surveys are complete, or nearly so. There will then remain out of the total length authorized by Parliament 169 miles, for which working surveys and plans will be prepared during the current financial year. A length of 31 miles 26 chains is already opened for public traffic. The general position of the works may be summarised as follows : — Opened for traffic ... ... 31 miles 26 chains. Approximate cost ... £190,000 Under contract ... ... ... 404 miles 34 chains „ ... 2,100,000 About to be let ... ... ... 160 miles „ ... 800,000 Still to be prepared for contract ... 168 miles 45 chains „ ... 796,900 Total authorized... ... 764 miles 25 chains „ ...£3,886,900 Bails and rolling stock for the lines under contract and for those about to be let have been ordered in England, and are now arriving in large quantities. Unless a very large immigration takes place, it will be quite impossible to carry out the wishes of the Government and finish the railways within the times proposed. It may be seen from the increasing wages of workmen, and the difficulty of getting men at any price, that public works are now being pushed on as fast as the present labour market will bear, yet the length of railway under contract for a great part of the year was only about 250 miles, while it will be in a short time 560 miles, and before the end of the financial year 730 miles. The Colony is now in so prosperous a state that employment for all the available working men would bo found even if no public works were going on; and as this prosperity gives every promise of continuing, we may fully expect that a large proportion of the immigrants who are being sent from Europe will not be available for public works, but will find other employment throughout the Colony. At the same time considerable works are to be carried on by several of the Provincial Governments, so that taking everything into consideration, I am afraid the number of immigrants who will arrive, large as it is expected to be, will prove smaller than will be required. Before closing this general description of the positions of the works, I may mention that the field work is finished of the surveys mentioned in Table B of works about to be let, except on the Wellington and Masterton, and the Manawatu and Wanganui lines, on both of which the very difficult nature of the country they pass through has been the cause of delay. Having thus given a general view of the state of the works, I will report briefly in detail on the several railways authorized to be built. Kaipaea Eaii/way—Length 17 Miles—S. Haeding, Eesident Engineer. This work was let by the Provincial Government of Auckland to Mr. Edgar, who contracted to furnish rails and rolling stock and complete the railway. Owing, as the contractor asserts, to delays caused by the Provincial authorities, and to the difficulty of getting the specified pattern of rails rolled in England, the ordering of the rails was put off until iron had risen to its present high, price. The contractor urged that he was not bound to buy the iron at present prices as the delay had not been caused by his fault, and it was finally arranged that the Colonial Government should furnish rails from those already ordered in England. Hitherto there have been none to spare from those received. The work up to formation level is nearly finished, and a great many sleepers delivered. The rolling stock has not been yet ordered by the contractor, as far as I am aware, I—E. 2a.

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EIVEEHEAD to AUCKLAND. The line is being pegged out for letting by contract, and it is expected that the field work will be finished in September. A better line than that found on the trial surveys has been adopted. This, by making necessary a great deal of new work, has delayed the setting out of the final line. Auckland to Meecee —Length 46 Miles—J. Stewabt, Resident Engineer. Since my last annual report contracts have been entered into with Messrs. Brogdon and Sons for the work required to finish the reclamation of the Auckland Station ground, the portion of the main line not formerly let from the station to Newmarket, and the Onehunga branch. The latter is to be ready by the 31st of August. The works on the main line have been carried on at a rate which, if maintained, will end the work within the contract time. The slip at the north end of Parnell Tunnel, which was expected to give much trouble, has been piled, and has stood perfectly; that at the south end was drained and held back by dry stone buttresses, but still shows«igns of movement. Napiee to Waiptjkebau—Length 45 Miles—C. "Webeb, Eesident Engineer. The first section, of 18 miles, is being constructed by Messrs. Brogden and Sons, but the rate of progress has been very unsatisfactory. The earthwork is in a forward state, but none of the bridges have been begun. No sleepers have been delivered, although 16,000 out of a total of 38,000 are reported as ready in the bush. The contractors will have to use their utmost diligence to finish the line within the contract time —namely, Ist December, 1873. The final line, from the end of the first section to Waipukerau, has been pegged out in the field by Mr. J. Eochfort, and the plans are now being prepared. Tenders for the construction will be invited at an early date. "Waitaba and Wanoantjt. Tho first length, of 11 miles 13 chains, from Waitara to New Plymouth, has been let to Messrs Brogden. Wellington to Masteeton—J. H. Lowe, Eesident Engineer. Fourteen miles are now under construction: tho first length, of 8 miles, by Messrs. Brogden; the second, of 6 miles, by Mr. C. McKirdy, of Wellington. The first length should be completed by tho Ist September next, but I see no hope of its being so. It has been carried on in a manner which is not at all to the credit of the contractors. In the original plans it was intended to face the seaward slope of the embankments with pitching, but no suitable stone could be found, and a long slope of loose stones was substituted. This has somewhat increased the amount of quarrying required, and the quarries have proved too cramped to work a large number of men in; but after making all allowances for unforeseen hindrances it must bo confessed that the contractors have shown very little energy in their management of this work. The second length is going on in a more satisfactory manner. The ironwork for the bridge over the ITntt River has been ordered in England, and tenders for its construction will shortly bo called for. Just above the crossing formerly selected the river threatened to leave its bed, so another crossing lower down was chosen, and the line changed to suit it. This has now been set out. Surveys across Rimutalca Mange. —Very exhaustive surveys have been made of this difficult piece of country, which have resulted in our getting a comparatively cheap line. The ascent begins at the twentieth mile from Wellington, near the Criterion Hotel. Two miles of heavy work, including a tunnel through the saddle, brings us into the Mungaroa Valley. This is crossed at right angles. At the twenty-fourth mile the ascent begins which brings the line into the valley of the Pukeratahi. This valley is followed to the summit at thirty-four and a half miles from Wellington. A tunnel will be driven through the summit pass at a height of 1,200 feet above sea level, the level of the pass being 1,480 feet. The whole of the line from the twentieth to the thirty-four and a half miles is a succession of curves, many of which are only 5 chains radius; even with these sharp curves the work is very heavy. The ruling gradient is lin 40. On the east side of the summit the slope of tho mountains is very much steeper than on the west, and the surface of the slope more broken by ravines and gorges. We have not, therefore, been able to get so good a line as on the west side. One lino with a ruling gradient of lin 40 was surveyed, but the expense of building it would be quite beyond the sum authorized by Parliament, and would also be, in my opinion, an unnecessary extravagance, as a line quite sufficient for the traffic can be made at less expense. A second line, with gradient of 1 in 27, was then tried, which is as steep as can be profitably worked with ordinary locomotives. This is cheaper than the first, but still very expensive. A third line of lin 15 was next tried, which is very much cheaper than either of the others. It will require special contrivances for working, as an ordinary locomotive cannot take a load up 1 in 15 in bad weather. A central-rail engine will be the best. This will of course cause some extra expense in working, but there will be very little inconvenience or delay to the traffic. A train from Masterton, when it reaches the foot of the incline, will be helped up by the central-rail engine, just as it would be by a common extra engine on a more moderate incline. The only advantage of the common engine would be that it is a less complicated machine than the central-rail engine; in other respects the advantage is with the steep incline, as even with the 1 in 40 gradient extra help would be wanted to ascend it, and the distance to be travelled by the extra engine would be seven miles against two and a half miles on the 1 in 15 gradient. The length is also shorter by one mile and a half on the central-rail line, so that on tho whole the extra expense in working the steep line will be very little if at all greater than on the others, while the first cost will be kept within the sum intended by

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the Legislature to be spent, and which is more suited to the probable traffic than would be tho sum necessary to make a first-class line. If curves of 10 chains radius were used instead of 5 chains, the appropriation for the whole line would be absorbed by the mountain section alone, and the Colony would be saddled with an unproductive debt, instead of having a paying railway good enough to do much more than the work that will be required of it. As the country from the twentieth mile to the foot of the incline is dense bush, it has been found necessary to clear away the underbrush to enable the Engineer to set out tho final line. This is now being done The line is also being pegged out, and I trust the field work will be finished by the middle of August. As soon as it is completed, working drawings will be prepared for contract. Manawattj to Wangamji. Plans of the surveys of 10 miles from Wangamii havo been prepared, and will beat once got ready for contract. Mr. Bees is now surveying for the rest of the lino. Nelson to FoxniLii—Length 20 Miles—A. D. Austin, Eesident Engineer. Thirteen miles have been let to Messrs. Scott, Henderson and Co., who have beguu work. The remaining length awaits the decision of the Government as to which of two lines is to be adopted. The first of these skirts the sea coast for some distance, and will be a very expensive piece of work. The other goes inland over a saddle in the hills, and will be much cheaper. If tho sea coast line is adopted, it will add nearly £1,000 a mile to the cost of the whole lino; and as this expense is unnecessary, it would be incurred in opposition to the principle which has been followed throughout, of incurring no avoidable expense in the construction of the New Zealand railways. The inland line will be quite good enough for tho probable traffic of the railway as now authorized, or as extended further into the interior. The gradients are heavy, but equally heavy gradients will occur on tho extension; while the traffic, as long as the line ends at Eoxhill, will be so light that heavy gradients are of little moment. The ironwork for the larger bridges has been ordered in England. Picton and Blenheim—Length 19 Miles—A. Dobso>", Eesident Engineer. The works on 17 miles 10 chains of this line are let to Messrs. Brogden, and have been carried on at a satisfactory rate. An extension of the line into Blenheim was authorized last Session, as well as an increase in the weight of rails. This has necessitated a change in the plans of some of the bridges. The cost of the necessary alterations has been agreed on with Messrs. Brogden, and a contract in accordance entered into with them. The extra cost is £3,775, which is within tho estimate. The plans for the extension have not yet been prepared, the Eesident Engineer having had his time fully taken up with other work. Canteebuey Eailways—C. T. O'Connoe, District Engineer. Acldinglon to Rangiora. —Length, 18 miles 53 chains. This is now open for public traffic. Rangiora to Kowai. —Length, 13 miles 70 chains. A distance of one mile to the Ashley Bridge is completed; and the bridge is let to Mr. E. G. Wright, who has made arrangements for the delivery of the ironwork from England, and of the timber. The bridge is to consist of fifty spans of GO feet, two spans of 11 feet C inches, and two spans of 13 feet. The lower booms and vertical ties are to be of iron, and the rest of the structure of wood. The surveys of 9 miles 21 chains of the lino beyond the bridge are finished, and the remaining 3 miles 4 chains will be taken in hand at once. Selwyn to Rakaia. —Length, 12 miles 53 chains. This was opened for traffic during the past year. Rakaia to Ashburton. —Length, 17 miles GO chains. This is let to Mr. E. Gr. Wright, and is formed up to level of ballast. Bails have lately arrived for it. The bridge over the Ashburton has also been let to Mr. Wright. It consists of thirty-three spans of GO feet, and four spans of 14 feet, and is of the same general design as that over the Ashley. Ashburton to Timaru. —Tho surveys for the first length of IS miles 29 chains to the north bank of the Bangitata are now complete, and tenders for the construction will be invited at once. The second length, 19 miles G chains, to Young's Creek, was submitted to Messrs. Brogden, but their tender has been declined, and public tenders will be invited. From Young's Creek to Temuka (8 miles GO chains), the work is let to Messrs. Allan and Stumbles. This line has some very heavy bridging over the Eaugitata, Orari, Opihi, and Temuka Eivers. The Eangitata Bridge will be similar to those over the Ashley and Ashburton; the others will be entirely of timber. Before making designs for tho Eangitata Bridge, trial piles of iron and wood were driven and drawn, showing that piling may be safely undertaken on these rivers. The ironbark wood, of which the piles are to be, is a most excellent timber for the purpose ; it resists the blows of the pile-engine as few timbers will, and is very durable. Branch Railways.- —Contracts for 5S miles 44 chains have been entered into, and the surveys for the remainder are ready, so that they may be let as soon as rails can be procured. Moeeaki and Waitaki Eatlway.—Length 39 Miles 22 Chains—B. C. St. John, District Engineer. Tho Waitaki Bridge consists of 125 spans of 33 feet. It is founded on cast-iron cylinders 3 feet in diameter, the superstructure being iron plate girders. The cylinders are being sunk into the shingle by means of Webb's Patent Excavator; but as the expense of this process is very great, 1 havo instructed the District Engineer to try if they cannot bo sunk more cheaply by the air process. Delay has occurred in getting the machinery on to the spot, but it is shortly expected there. Should it be found that the excavator is not much more expensive than the air process, it will be an easy matter to hasten the completion of the bridge by multiplying the number of excavators. When done, the bridge will be a sound, durable work. Its cost, even with the use of the excavators, will be within the appropriation.

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Tho girders are all at the site, and many of tho cylinders. The shipment of the last lot of tho latter from England has been advised. From the bridge southwards to Oamaru, a distance of 13 miles 14 chains, the line has been let to Messrs. Allan and Stumbles ; and from Oamaru to Mocraki, a distance of 26 miles 8 chains, to Messrs. Brogden. On both contracts the work has been going on satisfactorily. Otago Railways—W. N. Blair, District Engineer. Dunedin and Olutha. —Length, 57 miles 8 chains. The first length, of G miles, was finished by Mr. Smyth, but the plate-layiug was not in his contract, and has been let to Messrs. Brogden, who have laid the rails on the whole length, and are now finishing the ballasting. The most important work on this length was the Caversham Tunnel, the length of which is 946| yards. Tho cost, including excavation, drains, masonry in lining and fronts, was £10 13s. per lineal yard ; the average rate of progress from each end was 2-J- yards per diem. The material excavated was a soft almost homogeneous sandstone, and no water was met. The fronts are of ashlar masonry, and half a chain at eacli end is lined with 14 inches of brickwork. The tunnel is 15 feet high from formation level, 12 feet wide at springing, and 10 feet at formation. The roof is in shape of a pointed arch. The next length of 31 miles 59 chains is let to Messrs. Brogden, who are working at a satisfactory rate. The ironwork for the bridges over the Waihola and Taieri Eivers has been, I believe, shipped. The tunnel at Chain Hills, through clay slate, is the most difficult work on the line. The cutting at tho north end, which was expected from trial pits sunk to be solid rock, turns out to be composed of looso Btones in which are numerous largo lumps which were mistaken for solid rock. As soon as the excavation had got some way in, the sides slipped forward, and a large quantity of material had to be removed. The slip has now stopped, but will probably begin again as the cutting is taken out deeper. This will not be an expensive cutting to maintain after the completion of the line, as most slips are, as it will take its slope and keep it aftorvTards. The next length, of IOJ miles, is let to Messrs. Blair and "Watson, and is nearly ready for ballast. Port Chalmers Bailway. —This line has been purchased by tho General Government, and tenders for a new wharf at Port Chalmers have been invited. Tiictpeka Branch. —Length, 22 miles. This has been let in five contracts, but work has not yet been begun. Southland Eailwats—W. Bruntox, District Engineer. Invercargill to Mat aura. —Length, 39 miles 56 chains. This is let to Messrs. Brogden, and is scarcely going on as fast as might bo desired. Winton and Kingston Eaihoay. —68 miles 29 chains. The first length, of 22 miles 17 chains, has been let to Mr. A. J. Watson, but no work has been done. Coal Eailwats. Brunner to Qreymoutlt. —7 miles 23 chains. The construction of the line has been let to Mr. T. W. Hungerford, who has begun work. At Greymouth, a dry stone wall has been built to protect the town from floods in the river. It has been subjected to very severe floods and has stood well, being also effective in protecting the town. Kawa Kawa Railway. —The state of the mines at Kawa Kawa does not warrant the construction of the railway at present. Mount Bochfort Bailway. —The Mount Eochfort Coal Field having been explored during the year by Dr. Hector, and very valuable seams of excellent coal discovered, Mr. H. P. Higginson, Superintending Engineer, was sent to report on the best means of exporting the coal. A copy of his report is attached, in which he recommends the construction of a railway to the Buller, and of river protection works. (Enclosures A and B.) Surveys. Waihato Valley. —Surveys have been made with the view of extending the Auckland and Mercer Eailway up the Valley of the Waikato. As far as Newcastle, the position of the line is approximately fixed ; but from that point southwards there is a choice between three different lines, all of which will have to be examined. The first of these goes through Cambridge, the second through Alexandra, and the third up the delta between the two townships. The plans of the line as far as Newcastle are daily expected ; the other parts will be shortly ready. Thames and Waikato. —A flying survey from Shortland on the Thames to Hamilton has been made by Mr Simpson, a copy of whose report, together with his reports on the navigation of the Thames and Piako Eivers, is affixed. (Enclosure C.) The distance from Shortland to Hamilton is about sixty miles, and judging from Mr. Simpson's report a railway would cost about £270,000, or if only the portion from the Thames Crossing to Hamilton were made, about £135,000. It would be very inconvenient to have two breaks as suggested by Mr. Simpson, viz. one at the Thames Crossing and tho other at Kopu ; indeed they would hinder business so much that it would be found necessary to continue the railway to the Thames. Dunedin to Mocraki. —Surveys are being made for this line, and are now nearly finished. A much better line than was expected has been found, but the work is not yet in so forward a state that estimates can be made. Water Eaces. Thames Bace. —Advices have been received of the shipment of part of the ironwork for this race. The line has been staked out on the ground. Nelson Creek Water Race. —This race is set out for a length of 17 miles 15 chains!, and a traverse of the Lake Hochstetter watershed is being made, so that the quantity of water available may bo calculated.

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Waimea Water Race. —Cast-iron pipes for this race have been ordered in England. A re-survey of part of the line, in order to increase the head of water, is beiDg made; the rest of the race is pegged out.

Table A. —Length of Railways in course of Construction. Miles. Chains. Kaipara ... ... ... ... ... ... ... 17 0 Auckland to Mercer ... ... ... ... ... ... 46 0 Napier to Waipukerau ... ... ... ... ... 18 13 Waitara to Wanganui ... ... ... ... ... 11 13 "Wellington to Masterton ... ... ... ... ... 13 75 Nelson to Foxhill ... ... ... ... ... ... 13 14 Picton to Blenheim ... ... ... ... ... ... 17 10 Rangiora to Kowai ... ... ... ... ... ... 0 79 Rakaia to Ashburton ... ...• ... ... ... ... 18 0 Ashburton to Temuka ... ... ... ... ... 8 60 Mocraki to Waitaki ... ... ... ... ... ... 39 22 Dunedin to Clutha ... ... ... ... ... ... 51 8 Tokomairiro to Lawrence ... ... ... ... ... 22 0 Invereargill to Mataura ... ... ... ... ... 39 50 Winton to Kingston ... ... ... ... ... ... 22 17 Brunner to Grcymouth ... ... ... ... ... 7 23 Rangiora to Oxford ... ... ... ... ... ... 7 14 Racecourse to Southbridge ... ... ... ... ... 15 70 Rollcston to Malvern ... ... ... ... ... 35 40 Total ... ... ... ... ... ... ... 404 34 Table B. —Length of Railway for which Tenders are to be shortly invited. Miles. Napier to Waipukerau ... ... ... ... ... ... 27 Wellington and Masterton ... ... ... ... ... ... 33 Manawatu to Wanganui ... ... ... ... ... ... 17 Nelson to Foxhill ... ... ... ... ... ... ... 7 Picton to Blenheim ... ... ... ... ... ... 2 Rangiora to Kowai ... ... ... ... ... ... 12 Ashburton to Tcmuka ... ... ... ... ... ... 38 Canterbury Branch Lines ... ... ... ... ... ... 24 Total ... ... ... ... ... ... ... 160 Table C. —Railways Open for Traffic. Miles. Chains. Canterbury Great Northern ... ... ... ... ... 18 53 Canterbury Great Southern ... ... ... ... ... 12 53 Port Chalmers Railway (purchased) ... ... ... ... 8 0 Total ... ... ... ... ... ... 39 20 Joun Cahruthers, The Hon. the Minister for Public Works, Wellington. g Engineer-in-Chief.

Enclosure A. Mr. H. P. HiGGiifsoif to the Engineer-in-Chief. REPORT ON THE NGAKAWATJ COAL FIELDS, WITH A VIEW OF DETERMINING THE BEST MEANS OF EXPORTATION. I date the honor to report that on the 11th June I visited the Ngakawau in company with Mr. A. D. Dobson, Provincial Engineer for the Nelson Province, whose knowledge of the district was of great service to me. I also, before going there, obtained much valuable information from Captain Leech, the Harbour Master at Westport, who is thoroughly acquainted with the rivers on the West Coast. I also obtained an insight into the nature of the district and its rivers from Dr. Hector's report on the coal mines in the western district of the Province of Nelson. It was obvious to mo that there were only three propositions to deal with, viz., — 1. To render the Ngakawau Eiver navigable for small steamers and barges drawing not more than eight feet, which would convey coal to larger vessels lying in the Eivcr Bullcr. 2. To construct works of such a nature as to give 12 feet or more in the Ngakawau at low water, with wharfage for sufficient vessels to carry the whole trade, and to make such excavations in the bed of the river as would allow these craft to swing clear of everything. 2—E. 2a.

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3. To connect the Ngakawau Coal Fields with the River Bullor at Westport by means of1 a railway, and there to construct wharfage at which vessels could lie to take in cargo with safety during floods. 1. The Ngakawau is nearly always navigable for small steamers of not more than 8 feet draft, at high tide the rise being 10 feet, and the bar dry at low water. A vessel of such size can go up to the mouth of the mine and lie with safety at low water, there being a pool measuring five by three chains at this point. Between this pool and the mouth of the river (distant three-quarters of a mile) the bottom is nearly dry at low water. This for some distance consists of large granite boulders and small shingle; as, however, the channel is navigable at high tide, the expense of deepening it need not be incurred beyond removing a few of the largest stones that are in the way. The size of the pool will give an idea of the number of vessels capable of lying there to take in freight at one time— certainly not more than two, with a few barges, representing perhaps a measurement of 250 or 300 tons. By good management this tonnage might be conveyed to the Buller every other day, provided the sea was calm and the bar good. Taking the above into consideration, I have come to the conclusion that this scheme will not do, for the following reasons: —That twice handling the coal is very objectionable, especially as it is of a friable nature, though not to such an extent as the Brunncr coal. The process of digging the coal out of the barges to tranship it into other vessels does it great harm, depreciating its value in the market to a considerable extent. That the transport from the mine to the Buller in this manner would be most uncertain, depending both on the state of the bar and the weather. For instance, during the time of my visit, a shingle bank about five feet above low water was thrown up, w rith a channel at each end (vide plan No. 1), rendering it impossible for a vessel to go out stem on to the sea. For barges in tow this would be unsafe. That the limited supply to be obtained by this means would prove insufficient in a very short time. The improvements that would be required to work the export in this manner would not be extensive. The channel and pool should be widened and cleared of large boulders and snags. The jaws of the entrance would also require pitching with largo stone, in order to prevent the floods from cutting away the shingle and depositing it across the entrance. 2. With the view of rendering the Ngakawau a harbour capable of accommodating the whole trade, and at the same time deepening the water on the bar, I made careful observations of the beach shingle, both to the north and south of the river, in order to ascertain if it was to any extent affected by the current which sets northwards on this coast, as, were it obvious that it moved, it would be out of the question to contemplate much improvement to the channel. My attention was first drawn to the fact that the channel usually ran a straight course out to sea as shown by the dotted lines on plan No. 1. I was assured by a resident that such was generally the case, the channel being diverged neither north nor south. This would be almost certain to happen if the beach shingle moved, as exemplified at the mouths of the Hokitika, Grey, and Buller. It would, therefore, appear that this northerly set does not extend so far, or else that the Torea rocks, three-quarters of a mile south, are a check upon the shingle. It is noticeable that north of these rocks there is considerably less shingle at high watermark. The beach on this part of the coast consists of sand, interspersed with a small quantity of shingle. The bank forming the bar at the mouth of the Ngakawau seems a fixed quantity, and conducts itself in tho following manner : —When a heavy sea has been running for some days, the shingle is driven home into the mouth of the river, the channel forcing a straight course through the centre, as shown by the dotted linos on plan No. 1. It is eventually thrown up on either jaw of the entrance. This is, I believe, its normal state, and the river is then easily navigated, for vessels can take the bar end on. On the occasion of a flood in the river, the shingle is swept off each bank or jaw, and spread out across tho entrance in the shape of a fan, the current divides in two, passing out between the beach and each end of this fan (vide plan No. 1). Tho surf then commences work upon the shingle, driving it up by degrees again till it reaches its original position, with the channel running through the centre. It was ill this state during my visit on the 11th and 12th of June, heavy floods having recently occurred. The course for vessels entering by cither channel being almost parallel to the coast line, would bring them nearly broadside on to the surf, consequently, with anything like a heavy sea running, the bar would be very dangerous. To construct works that would improve the channel and prevent these changes at the mouth, it would be necessary to construct two piers or breakwaters, extending from the entrance to a distance of probably 25 chains or into deep water. The shingle would then be washed up outside each pier, and consequently safe from the scour of floods causing its return. These piers ought to be contracted at the mouth in order to insure the sand and shingle thrown between them by the sea being scoured out by the ebbing tide. I think the distance apart should not be more than 3 chains : were they placed further from each other, the reduced velocity of the stream would be insufficient to clear the channel. The river itself up to or near the mine, or at all events for tho full length of the wharfage, would have to be excavated to a depth of at least 12 feet at low water. This would be a most expensive undertaking, as the removal of such material below watermark could not be done by machinery, the boulders being of large size, and firmly packed together by shingle. I can only give an approximate estimate of the cost of these proposed improvements, as without accurate plans, sections, and borings, and other detail information, it is very difficult to limit oneself to any fixed amount, it being well known that harbour works in open roadsteads are exposed to great risk, and when completed the result obtained is often not commensurate with the expenditure. Two piers of either granite blocks or concrete, each twenty-five chains long ... ... ... ... ... ... £51,250 Stone or timber wharf for six vessels ... ... ... ... 10,780 Excavation of basin at wharf to 12 feet below low water ... ... 34,848 Tramways, sidings, coal shoots, &c. ... ... ... ... 8,000 £99,878 Contingencies 20 per cent. ... ... ... ... 19,975 £119,853

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Concreto would be preferable for the construction of these piers, abundance of shingle being at hand. It would be much more expensive as an item than if constructed of loose granite blocks, but being enabled to build the piers of a much lighter section when of concrete, the total cost would be nearly the same, and have the advantage of being much less liable to damage from heavy seas. It may be considered that a much less expensive mode of construction could be adopted, such as a timber structure loaded with stone. Ido not consider that such a thing would stand a heavy N."\V. gale, unless very strongly built indeed, in which case it would prove the most expensive plan, and have the disadvantage of only being able to last a certain length of time-. The only durable timber on this coast is the black birch (TPaqus Jusca) , and this does not grow to any length or size :it is also unfit for marine works. I consequently do not consider it advisable to recommend this plan for the following reasons:—Because of the difficulty that would be experienced in entering the port during heavy weather, the piers being of necessity so close together, for it must be remembered that this is an open roadstead, without any shelter from north to nearly south-west. Because that, during floods in the Ngakawau Biver, it is certain that to some extent stones and shingle arc brought down, which, however small in quantity, would eventually refill the expensive excavation made alongside the wharf. Because of the large expenditure necessary, and which might be considerably increased before the completion of the works. Also, because the time necessary for construction cannot be accurately defined. 3. I have now arrived at the last proposition, and the one 1 can confidently recommend as being tho quickest and most efficient manner of opening up not only tho Ngakawau but the AVaimangaroa coal fields as well. Its adoption would not prevent tho Eiver Ngakawau being used for small craft to a much larger extent than it now is till the works are completed. A line of railway from Ngakawau to "VVcstport is favoured by the natural features of the country, —the gradients would be nearly level, rendering traction cheap, and only two rivers of any importance have to be crossed. The harbour for shipment in the Eiver Bullcr is, I believe, the best on this part of the West Coast. On the 11th of June the Harbour Master sounded the bar, and found 14 feet at high water, which is less than is usual, owing to the recent floods having widened and consequently shallowed the channel. It is well protected from the S.W. seas by Cape Foulwind and tho Steeples Eocks. Tho river is capable of accommodating a large amount of shipping, with plenty of depth at low water for such as can cross the bar. In connection with a railway to this port, a certain length of wharfage would be required, at which vessels could lie and bo protected during floods in the river, and also to give storage room for coals. In conveying the coals from the mine by railway they would be but once handled, namely, when put into the trucks at the mine, they would be from them shot into the railway waggons, which, on arrival at Westport, would again shoot their contents into the vessel's hold. Tho recent floods in the Buller have shown that something must be quickly done to protect the banks. Any wharf accommodation necessary would consequently form part of such protection; and as I have to report separately on that subject, I will for the present presume that it will soon be constructed, whether as a portion of the railway scheme or not. It is well known that a bar harbour like this cannot be always depended upon, as the channel is liable to shift. I however think that the recent changes at the mouth are likely to improve the constancy of its. direction, and should the north bank bo protected by a training wall it will bo very likely to deepen the water on the bar. The position to be taken up by vessels alongside a wharf would be out of the force of the current during floods, and, to a great extent, protected from snags and drift timber. The route I propose for the railway is denoted on plan No. 2by a dotted line. It would start from the coal reserve in Westport, curving round till parallel with the beach road; it would cross the Orawaiti a little above the present roadbridge, striking oft' from there to tho open Pakihi. Its course for this length would be over high sandy ground. For two and a half miles it would run through the open Pakihi, requiring very little forming, and ballast being plentiful within two feet of the surface. A mile of bush would then be passed, crossing Deadmans' Creek by a small bridge. We then find another Pakihi, through which the line can be taken for four miles, crossing the Wariatea en route by a small bridge about 2 chains long. From here the line must strike through a mile of bush to the .crossing of the Waimangaroa, for which a bridge about 4 chains long will suffice. From this point the line would run along a high shingle terrace for eight and a half miles up to the coal mine. This terrace appears to be formed by nature for a railway. It consists of clean shingle, and varies in width from Ito 3 chains. It is well above high watermark, and the line would be in a position safe from tho heaviest seas. Neither ballast nor drainage would be necessary, with tho exception of two openings through which flood-water flows from the lagoon to the sea. The following is my estimate for a railway line :— £ Forming line, Westport to Waimangaroa, 9 miles at £300 ... ... 2,700 Ditto Waimangaroa to Ngakawau, 9 miles at £80 ... ... 720 Bridges—l,4lo lineal feet at £3 ... ... ... ... 4,230 Drains ... ... ... ... ... ... ... 60 Sleepers, 18 miles, and 1 mile sidings ... ... ... ... 3,895 Ballast, 9 miles ... ... ... ... ... ... 1,350 Plate-laying, 19 miles ... ... ... ... ... ... 4,180 Haulage of materials ... ... ... ... ... ... 1,270 Fencing, single, 2 miles ... ... ... ... ... 240 Freight in New Zealand, 1,292 tons ... ... ... ... 2,584 Cost of permanent way in England ... ... ... ... 20,900 Stations, &c. ... ... ... ... ... ... ... 4,000 £40,129 Management and Contingencies, 20 per cent. ... ... 9,226 £55,355

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This would come to about £3,000 per mile without rolling stock, for which £500 per mile may be added, and which would be ample. I have given this matter my careful consideration, and have come to the conclusion that the construction of the railway line will answer the purpose best for nearly every reason. It will give the means of opening up other coal fields, and induce a timber export trade. It will be observed that I have not entered, any sum in the estimate for wharf accommodation at the Buller. This will undoubtedly cost a considerable sum, but I am not yet prepared to give the figures. H. P. lIIGOINSOX, Superintending Engineer. Nelson, 17th June, 1873.

Enclosure B. Mr. 11. P. Hioginsox to the Ejcciixeee-ix-Chief. REPORT ON THE RITER BULLER, AT WESTPORT AS REGARDS PROTECTION TO THE TOWN AND IMPROVEMENT TO THE NAVIGATION. This report may be taken as a continuation of that recently made by me on the best means to be employed for exporting'coal from the Ngakawau Mines, in which I propose the Eiver Buller as the port for shipment at the termination of a line of railway. The construction of this line will necessitate a certain amount of wharfage being provided, and which will at the same time serve as a protection to the banks of the river. According to instructions received from the Hon. the Minister for Public Works, I made a thorough examination of the river as far up as the Snag Fall, accompanied by Mr. A. D. Dobson, Provincial Engineer, and Captain Leech, Harbour Master, in order to form an idea as to the damage caused by the recent floods, and what amount of protection was necessary; and also the effect such protection would be likely to have on the course of the river and navigation over the bar. It is evident, from the result of the last flood, that unless works of the above nature are quickly undertaken, further damage to the banks and consequent loss of property must ensue. That requiring the first attention is undoubtedly the overflow-channel near the Snag Fall which conveys the flood-water from the Buller into the Orawaiti. The recent flood left undoubted proof that a large body of water, some 10 chains in width, in places running 12 feet deep, had overflowed at this point. The dense bush growing there had formed the only barrier to the water. Large quantities of driftwood were piled up against the trees, forming a tolerably efficient dam. This held back the water to a great extent, retaining it in its proper channel. It will be seen from this, and a glance at the plan attached, that the river threatens to break through here ; in fact, should the bush be destroyed by accident, nothing could prevent the river dividing. The town of Westport would then be placed on a delta —a very dangerous position. From the Snag Fall to tho town, the bush has hitherto been the sole protection to the banks. No steps appear to have been taken for its preservation, and it is being day by day destroyed, in many places cut down for the purpose of feeding cattle. I recommend that through the township a width of at least 1 chain, from there to the Snag Fall a width of at least 5 chains from the bank of tho river, bo fenced off. Near the falls, a total width of 20 chains bo fenced, and tho bush strictly preserved. Also, that where necessary, willows be thickly planted to replace the bush destroyed. Should this not be done, the consequences must be that the banks will crumble away under the effects of each flood, and load eventually to expensive works becoming necessary for a long distance above the town. The necessity for such measures being taken is obvious to any one, as wherever the bush has been cleared the floods have cut into the bank in a serious manner. At the overflow channel near the Snag Fall, I recommend that a substantial bank be constructed, extending completely across the low ground through which tho flood-waters find their way. This can be built of soil taken from behind its position, and should be raised well above the highest flood-marks ; the river slope should be flat, and protected by large river shingle over the whole surface. The best position for it would be behind the existing piles of driftwood, which, if left, would of themselves form a shield from the force of flood. It should be four or five chains back from the bank of tho river, which should also at this point be sloped and covered with stone. This bank would not be under tho influence of a strong current during floods, as being placed some distance back in the bush, the force of the stream is broken. When completed, this bank should be planted with willows, as also the open ground between it and the river, on which the original bush has been destroyed. The main channel of tho Buller appears to have left this bank, and runs nearly in the centre. To encourage this, and if possible induce it to take the other side completely, I recommend that all snags on that (south) side, should be cross sawn, but those near the north bank left in their present position. I estimate the cost of these works as follows: — £ Constructing earth stop bank ... ... ... ... ... GOO Shingling the face ... ... .. ... ... ... 530 Planting willows ... ... ... ... ... ... 30 Sawing snags ... ... ... ... ... ... ... 20 £1,180 236 £1,416 This would be sufficient to check the threatened change in tho courso of the river, and cannot be too quickly carried out. In order to protect the banks through the township as far as the mouth of the river, the matter becomes more serious, both in point of cost and the effect likely to be produced on the river channel, and the depth of water on the bar at the entrance.

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Any works undertaken here should not only be designed for the protection of the town, but for giving at the same time good wharf accommodation to the shipping likely to frequent the Buller, should it be determined to connect it with the coal fields by railway. Taking for granted that such will be the case, endeavours should bo made to carry out works of such a design as to deepen the water at the entrance of the river, and if potable give the navigation a more fixed character, preventing the frequent changes constantly occurring at the mouth, and which renders it both difficult and dangerous to enter in bad weather. A serious drawback to the construction of harbour works here is the absence of good stone in the neighbourhood, Westport being situated on a delta of the river, or on land formed by alluvial deposit. Granite is to be obtained at the Buller Gorge, some six miles distant, the only means to transport which is by boat on the river, an expensive and very slow process. About five miles north of the town I examined the terraces, the surface of which is covered, for a depth of about 20 feet, with loose blocks of quartzosc sandstone, very hard and durable in quality, and well suited for these works. These blocks are many of them very large and angular, and ! :iug loosely packed together, could be quarried without blasting. The projected li::j of railway to the Ngakawau would pass within a mile of these terraces ; the country between being open flat land, a branch line could reach them with little expense. There are other points on this line of railway where I believe good stone will be found suitable for such works, but with a longer lead necessary. The use of timber for protective works I consider out of the question; firstly, because of the impossibility to obtain good durable timber on the West Coast; and, secondly, because in practice it has been found that in this river no dependence can be placed on piles even GO feet in length, driven 30 feet below the bed. During floods it has been found that the scour round them is so great as to entirely release them from their positions. The shingle on the bottom is small and easily acted upon by the current. I have therefore come to the conclusion that stone must be employed for any works undertaken, the design and position of which only remain to be determined. It will be seen from the plan attached that a shingle spit extends from a point on the north bank to Wakefield Street, forming a natural protection to the banks for some distance bolow it. It also shelters vessels from the force of the stream, and guards them to a great extent from iloating timber. This spit for some years has shown no change beyond a slight increase in length. I recommend that it should not be interfered with, beyond planting the up-stream end with willows where necessary. A stone protection bank should commence at or near McLeod's Wharf under the shelter of this spit; this would be at the head of the position, available for mooring vessels. It should extend the whole length from that wharf to the point following the present river bank with a gentle and uniform curve. From the point I should continue it for 1000 feet in a more solid form and following the same curve, the effect of which will, I anticipate, bo that the deep water channel will follow this wall, and consequently be thrown in a more direct course over the bar, undoubtedly deepening the water and straightening the channel. In carrying out this work, a commencement should be made at the up-stream end, near McLeod'a Wharf, by at first tipping in a rough stone bank, from a little above the level of high water, the outer slope being composed of the largest stone. This bank would of itself form a protection to the town, by keeping off the scouring action of the floods. By degrees this stone would find its proper bearing in the shingle bed ; a face wall could then be built up on it from the level of low water, and when completed be backed up by the surplus stone in the bank. The extension of this wall for 1,000 feet seawards would of necessity take a different form. It could however be constructed of the same material, if blocks of sufficient size are procurable. These might be thrown in at random, and gradually extended outwards till the desired effect was produced. Being inside the bar it would not be required to stand against very heavy seas, so that a structure composed of loose stone blocks may be considered amply strong enough for the purpose. I have provided in my estimate for a further protection to the coast line for a few hundred feet from the point, but consider that should the training wall be constructed there will be no necessity for this, as the shingle from the river will most likely be washed up behind it, where it will be safe from the scouring action of the river, forming a sure protection against further encroachments of the sea. My estimate for the construction of these works has been as carefully formed as it was possible under the circumstances; for at present no accurate information exists as to the probable cost of such work in the locality. Stone bank from McLeod's Wharf to the Point, 2,700 feet long ... £22,500 Building quay wall on above ... ... ... ... ... 5,180 Backing ditto with stone ... ... ... ... ... 900 Earth filling behind wall ... ... ... ... ... 4,000 Stone protection facing sea ... ... ... ... ... 900 £33,480 Contingencies ... ... ... ... ... 6,696 £40,176 Sea training wall extending for 1,000 feet ... ... ... £12,600 Contingencies ... ... ... ... 2,520 15,120 £55,296 The stone would require to be hauled about five miles by railway, and the means for doing this ■would consequently depend upon the construction of the latter. It would take but a few months to construct the line up to the quarries, there being no engineering difficulty to contend against, beyond one or two bridges. Should the utmost despatch 3—E. 2a.

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be used in pushing on this length of line in order to obtain stone, several months must elapse before these works could afford material protection. Temporary means should therefore be at once devised to prevent further encroachment both from the river and sea. On the shore, brushwood fascines, well tied down, would in a measure prevent the gradual melting away of the bank that now goes on at high watermark. On the bank of the river, the reserves previously proposed should be at once fenced off, and all places denuded of timber re-planted with willows. The bank across the overflow channel at Snag Fall should also be constructed at once, otherwise, before the possible completion of the proposed works, the port of entrance might be at the mouth of the Orawaite. I have, &c, H. P. Higglvsox, 3rd July, 1873. Superintending Engineer.

Memorandum on Mr. lligginson's Keports on Ngakawau Coal Eailway and Buller Eiver. I ageee with Mr. Higginson that the best means of opening up the coal field at Ngakawau is to build a railway from the mine to the Buller, and to improve the wharf accommodation at the latter port; also, that the best way of protecting the banks of the Buller is, as recommended by him, to build a stone wall (of somewhat similar design to that built at the Grey), the stone to be brought from the terraces to the north. The importance of making at once the stop-bank across the overflow channels, and of preventing the destruction of timber on the river banks, cannot, I think, be over-estimated, and I beg to recommend that Mr. Higginson's suggestions on these subjects receive early consideration. Mr. Higginson's estimates are— Eailway ... ... ... ... ... ... ... £55,355 Eiver Works ... ... ... ... ... ... ... 40,176 £95,531 It will be well to look forward to a further expenditure of about £55,000 for harbour works, beyond the immediate river protection, or a total expenditure of, say, £150,000. If these works were carried out and the mines opened up, so as to yield the very moderate quantity of 50,000 tons a year, the financial position would be as follows : — Expenditure. Interest on £150,000 at 5 per cent. ... ... ... ... £7,500 Working expenses of Eailway ... ... ... ... ... 7,000 Total annual charges ... ... ... ... ... £14,500 Revenue. 50,000 tons coal, at ss. ... ... ... ... ... £12,500 Passengers, timber, and goods ... ... ... ... 2,000 14,500 Showing that the railway would pay interest on its cost, but no sinking fund to repay capital. This would probably be the position of the mine during the first few years after it was opened. The output may be assumed then gradually to rise to 100,000 tons a year, when the financial position would stand thus :— Expenditure. Interest on £150,000 at 5 per cent. ... ... ... ... £7,500 Working expenses of Eailway ... ... ... ... ... 13,500 Total annual charges ... ... ... ... ... £21,000 Revenue. 100,000 tons of coal, at ss. ... ... ... ... £25,000 Passengers, timber, and goods ... ... ... ... 2,500 27,500 Amount annually placed in sinking fund for refund of capital... £6,500 This would, with compound interest, repay the whole of the capital in sixteen years, so that no loss would occur even if the mine were worked out in that time. The quantity of coal which would have to be taken from the mine to produce the above results would be— Tons. 16jyears at 100,000 tons ... ... ... ... ... 1,600,000 6;years at 50,000 tons ... ... ... ... ... 300,000 Total tons ... ... ... ... ... ... 1,900,000 The quantity which the mine is estimated to contain is enormously greater than this, so there is no fear of its being worked out before the capital could be refunded. On the whole, it appoars from the above, that if the mines are worked with energy, the constructionjof a railway to the Buller, and the necessary harbour works, would be a very good investment of

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money, independently of the advantage to the country which would be derived from the improvements to the Buller River. Unless, however, an output of at least 50,000 tons a year can be depended on, it would not pay to spend so large a sum as £150,000. I have above assumed that a charge of 3 jd. per ton per mile would be made for carriage and wharf dues. I think this fair, and not higher than should be charged. I have also assumed the working expenses at 50 per cent, of the receipts which is very full where the charge per mile is so high, and where the traffic is regular and the speed low. The mines are not well situated for doing a medium business, as the Ngakawau River is not large enough for accommodating more than a small trade, and cannot be easily enlarged, as will be seen from Mr. Higginson's report. The coast is also very ill-suited for a wharf such as is used at Bulli, in Australia, on account of the gradual slope of the bottom, which would require a wharf 50 chains long to get 16 feet depth at low water. There seems to be, therefore, no mean between the small trade which can be done with vessels small enough to enter the Ngakawau and the large trade required to make it worth while carrying the coal to the Buller, as recommended by Mr. Higginson. John Caeruthers, The Hon. the Minister for Public Works. Engineer-in-Chief.

Enclosure C. Mr. David Simpson to the Engineee-in-Chief. Sir, — Grahamstown, June, 1873. I have the honor to forward report and sketch plan of the navigation of the Thames and Piako Rivers, and also report and plan of flying survey of proposed railway between Shortland and the Waikato rivers. REPORT ON NAVIGATION OF THE THAMES RIVER. The Thames River receives the drainage of the western slope of the peninsula south of Shortland, and also the waters from a large portion of the great plain on its western bank, from Te Aroha upwards. The bar, on which there are 4 feet 6 inches at low water, lies one mile west of G-rahamstown, the intermediate space being a mud-flat. The channel is thrown so far to the westward by a shell bank running off from the shore above Shortland, and only just covered at high water. Inside this bank, near Kopu, there is a good harbour, with 10 feet of water at low water, within a short distance from the shore. From Kopu the channel is good until you reach the first shore above Puriri, on which there are 2 feet 6 inches at low water (rise of tide, 7 feet). Between that point and Ohinemuri, there are three shallow^ with 2 feet G inches at low water (rise of tide 6, 5, and 4 feet), and the sandbanks are liable to shift during heavy floods. There are also between these points thirteen dangerous snags. The steamer at present plying between here and Ohinemuri draws 3 feet 6 inches, and makes the passage in about three hours, taking the tide with her. We have also a steam launch plying between here and Hikutaia, and drawing 2£ feet. The steamer to Ohinemuri leaves the main river and goes up the Ohinemuri River to the settlement, a distance of three miles, of a tortuous course and with many dangerous snags. The Thames, for a distance of twelve miles above the junction of the Ohinemuri, is impeded by seven eel-pas and some dangerous snags. These eel-pas are composed of strong piles driven into the bed of the river and extending nearly across the stream, rendering the navigation dangerous, but not absolutely closing it, as steamers have passed them by daylight; the rise of spring tides are just perceptible up to this point. From thence upwards to the first rapids, near Te Aroha, there are many dangerous snags and several shallows or fords, but none with less water than 2 feet 6 inches during the summer. With some difficulty we forced the boat over the first rapids, and found a tolerable channel for three miles up to the second rapids, passing several large snags, which would require removal. We were unable to force the boat up these rapids, aud explored the river on foot for a further distance of sixteen miles, passing a third rapid, and found the river bed so full of snags as to be dangerous even for boats. This third rapid may be considered the end of any navigation. At this point a quantity of material has been landed for the use of Firth's run, having been brought up from Grahamstown in canoes. It must be borne in mind that at the time of our exploration the rivers were at summer level, and would be easy of navigation during winter if the snags were removed. The Thames from Grahamstown to the first rapids, near Te Aroha, is admirably adapted for steamers of 2^ feet draft, the current not being rapid (two knots), and the bends sufficiently easy. The proposed railway would cross the river about five miles below the first rapids, at the point where the great plain of this Province touches its western bank, and a steamer of ordinary speed would reach this point from Auckland in nine hours, or five hours from Shortland—the town of Hamilton, on the Waikato, being within thirty miles, and the road nearly level. A barge, with steam crane, would be the best means of clearing the snags, eel-pas, &c, and I estimate the cost (exclusive of the barge) at £900. This would be for the whole distance up to Mata Mata (Firth's run), and the cost to the proposed railway crossing £500. REPORT ON NAVIGATION OF THE PIAKO RIVER. The Piako River empties into the Firth of Thames about four miles to the westward of Shortland. The entrance is rendered difficult by immense mud-flats, the bar being of considerable extent, having only 1 foot at low water with a mean rise of 9 feet. After entering the river the stream becomes confined and tortuous, carrying 6 feet on the shallows, and a breadth varying from 2 chains to 40 feet for a distance of forty miles, where it receives its main tributary, the Waitoe. Up to this point the river winds through a low swampy country, and during heavy freshes the whole district between the Waitoe and the sea (with the exception of one or two slight elevations) is inundated. On this portion of the river there are some dangerous snags and several eel-pas. One of these is a very formid-

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able structure ; having been designed to stop the passage of any vessel during the last war, it occupies the whole breadth of the stream, with the exception of a centre passage just wide enough for our boat. Above the junction of the Waitoe the country .becomes higher, and the river rapidly decreases in depth, becomes exceedingly tortuous, and so full of snags that we could not navigate it with a canoe; we explored the river on foot to Te Awa, Waikato, a distance of sixteen miles, where ail navigation is stopped by a fall of 10 feet. This point is near where the proposed railway would cross the Piako, and is about thirteen miles from Hamilton. A few miles below this we passed an outcrop of coal on the river bank, but the Natives would not allow the smallest portion to be removed, and a party who came up shortly after, for the purpose of putting down a trial shaft, were driven off with threats. We explored the Waitoe in a canoe up to the point where the proposed line would cross it, but found it so shallow, tortuous, and full of snags as to render it useless for navigation. Heavy rain falling at this time, on our return passage, after leaving the Waitoe, we sailed for twenty miles across the country, steering by compass, without any regard to the river. This river is much inferior to the Thames for till purposes of navigation, the stream resembling a very tortuous canal on Inch no vessel of speed could be employed, and the upper portion, where the banks are inhabited, being so shallow as to be impracticable a considerable portion of the year. Should the coal on its banks be developed, it would require a tramway to near the junction of the Waitoe ; and a moderate expenditure in removing snags and cutting off bends on the lower portion would render it available for crafts at low speed, with this objection, that the consumption could not be in towns on its banks, and barges suitable for the river traffic would not be safe to cross the Firth in all weathers, as a heavy sea sets on the shore with north-westers, and they would be liable to great detention. REPORT ON FLYING SURVEY OF PROPOSED RAILWAY—SHORTLAND TO WAIKATO. This survey has, from the beginning, been prosecuted under unusual difficulties, arising from the sullen and defiant conduct of the Natives, requiring great caution on our part to enable us to proceed with the work. The greatest opposition was from the Ohinemuri Natives, who at last drove us off by force of arms. Many of the Natives between the Thames and Waikato seemed to favour the undertaking ; but the murder of Sullivan occurring whilst I was in the vicinity of Cambridge, the Natives became excited, and advised me to desist. I spent a week returning slowly over the ground, when an accident to the instrument prevented the survey of this portion being as complete as I could have wished. The survey commences at the terminus of the Grahamstown and Tararu line, traversing the beach to the south end of Shortland, when it crosses property of little present value, to the Kauwaeranga Stream, passing close to Shortland Wharf. The works required are a retaining wall along the beach, with filling, as shown on section marked A, which is similar to that of the G and T line in front of Grahainstown, and is an average section. Provision will be required for the passage of the Karaka Creek, and four street drains. The Grey Street crossing will be level, and a filling of two and a half feet required to the Hapc Creek, with retaining wall. The filling and retaining wall will be continued to the Kauwaeranga Creek. As the population is increasing above this point, and the stream navigable for small craft, it would require a swing. From this point the line runs over a succession of fern plains and swamps, passing through three small bushes, to the Thames Crossing, between Eia Te Papa and Te Aroha Mountains, a distance of twenty-nine and a half miles. The whole of this distance is practically level, and the swamps are easily drained where the line crosses them. The longest bridge on this length is the Ohinemuri, and the aggregate length of all the bridges on this portion is 986 feet. The Thames will require a bridge of 184 feet; and as it is some miles below where navigation by steamers can be carried, and the banks too low to allow crafts to pass under, it will require a swing. The country between the Thames Crossing and Hamilton is very favourable, crossing the fern flats and swamps forming the lower portion of the great plain of this Province to the gorge at Te Awa, Waikato. This gorge is formed by the passage of the Waitukaruru, which, rising on the Waikato side of the range, runs several miles parallel to that river, and then turning east falls into the Piako. From Te Awa, Waikato, the line runs along the higher or south side of the great swamp of 62,000 acres, and leaving it enters on the fern flat which extends into Hamilton, passing down Clyde Street into the reserve at the ferry landing. With the exception of about 6,000 yards of cuttings near Te Awa, Waikato, the whole of the line is level, the swamps requiring a ditch on each side the material thrown into the formation. There are no heavy bridges on this portion, the aggregate length required being 652 feet. This portion has not been chained, and I estimate the length at under thirty miles. The Kauwaeranga Creek and sea beach would furnish an unlimited amount of excellent ballast, and most of the creeks between Shortland and the Thames Crossing would furnish an adequate supply. The pumice formation from the Thames to Waikato would furnish its own ballast. A large quantity of excellent timber for sleepers would be furnished by the ranges to the east of the line between Shortland and the Thames Crossing. On the portion between the Thames and Waikato, near the Waitoe, the line passes large totara bushes, a large portion of which is on Government land. An unlimited supply of first-class kauri timber of all dimensions can be supplied by the powerful saw-mills in operation on the Thames, and also from the various mills on the coast near us. All material used on the line could be conveyed by water either from this place or direct from Auckland to any point up to the Thames Crossing. Rails, &c, for the Waikato portion would have to be delivered at this crossing, the cost of carriage being much less than by the route through Mercer and the Waikato. Material could be delivered at the crossing at 17s. per ton from Auckland and at 10s. from Grahamstown. Vessels of any draught could discharge here into steamers suitable to convey it direct to the crossing. The advantages of cheap and direct communication between the large consumers of thi» district and the producers of the Waikato cannot be too highly estimated. At present all the agricultural produce consumed on the gold field is procured at uncertain intervals, chiefly from the adjacent Provinces or Colonies.

E.—2a

13

"With direct communication, the bulk of these supplies could be procured from the Waikato, — they receiving in return, besides gold, many articles suited for their use: amongst others, an unlimited supply of first-class timber, of which their district is nearly destitute. The supplies required by this mining population (already the second in the province and third in the Colony) will in all probability be largely increased, as sufficient evidence was offered of the auriferous character of a large portion of the district through which I explored, as well as of the existence of extensive coal deposits, so essential to the welfare of a mining community. The establishment of this route would materially increase the security of the Waikato Settlements, by giving command of the country in their rear. This country, extending as far as the eye can reach, and capable of supporting a nation, could be traversed by cavalry, and supplies could reach the foot of the plain from this place in five hours by steamer, or by rail in one. The steam service from Shortland reaches to within two hours' run of this point daily. The population of this district (nearly equal in numbers to that of two neighbouring Provinces) will not receive any benefit from the lines in progress in this Province, whilst, from the superior advantages offered by this route, its adoption, would confer an inestimable benefit on this large community, and be without doubt the cheapest route between Auckland and the Waikato Settlements. This would be the case with the Waikato Settlements in their present extent; and any extension of settlement on the fertile lands between the Waikato and Thames Rivers would increase the advantage in its favour. Almost immediately after leaving the Thames Crossing, the line reaches a fertile district extending to Te Awa, Waikato, nearly the whole of which is in the hands of the Government or Europeans, and awaiting settlement. This district, before the late war, was noted for its production of wheat, and would, if cultivated, produce sufficient for the whole province. The cost of passage by steamers between Auckland and Ohinemuri is 13s. first-class and 10s. second-class, and for this price they could be conveyed to the Thames Crossing,—and allowing 4d. per mile on the rail to Hamilton, would make the total 235. first-class and 20s. second-class. This service could be wrought to the greatest advantage, as it would embrace the whole of the passenger traffic between this place and Auckland and likewise between this place and Waikato, as well as a large portion of the passenger traffic to Tauranga and the East Coast, which route is growing into favour even in its present imperfect state. It will be seen from the foregoing statement of facts that the adoption of this route to the Waikato would directly benefit nearly all the population of the province south of Auckland, and this result would be obtained by a small expenditure, both in construction and maintenance, compared with any other route: the thirty miles of railway required not passing through high priced land, being nearly straight and without inclines. Looking at the proposed route in all its bearings, I should advise the extension of the Grahamstown and Tararu to Kopu three miles, from thence making use of the river (decidedly the best in the Province) to the Thames Crossing, and a railway of thirty miles to the Waikato. The advantage of extending the Grahamstown line to Kopu would be that fast steamers suitable for river traffic could be employed. They would not be subject to the delay so often experienced by the present steamers of having a circuitous route to travel at low water, and to wait for tide to cross the mud flats into Shortland. As a large amount of the traffic between the Gold Fields and Waikato would consist of live stock, they could be landed at Kopu where there is suitable accommodation for their keep, and when slaughtered, the carcases brought in by rail. At present the cattle consumed here are ship-borne; each cargo is confined in sheds close to the town, and hand-fed until killed, which must be attended with loss. For the reason mentioned in my preliminary report I adopted Hamilton as a terminus, but an additional distance of about three miles, over a favourable country, would reach Cambridge. I have, &c, David Simpson. John Carruthers, Esq., C.E. By Authority: Gkobgb Didsbubt, Government Printer, Wellington.—lB73. [Price 9rf.]