3

E.—6.

3. Road Bridge, 1 span of 20 feet, 15 feet high. Rubble masonry abutments, 4 feet thick throughout, wing-walls curved outwards 18" thick at top, with batter of 1 in 6. The superstructure consists of two beams 18" X 19", with 9" x 9" struts and head pieces. The piles of No. 1 are said to have been driven to the rock, there being no set with the last blow of a 15-cwt. monkey falling 12 feet. The driving in No. 2, under the same circumstances, is said to have been a little easier, but no record was kept of the set; the stratum is supposed to be gravel. I tested the bridges with the Fairlie engine, weighing 28 tons, on eight wheels, with the following results: — Bridge No.l. No. 2. No. 3. Deflection in centre of beam, with engine moving slowly ... I" \" \" Same at speed of eight miles an hour ... ... ... %" i" Jg" There is one level crossing of the branch railway on the main road; it is provided with gates shutting across the railway. The substitution of cattle-stops for the gates would facilitate the working of the line and be conducive to safety, so I recommend their adoption. I enclose a formal certificate to the effect that the Green Island Branch Railway is safe for public traffic. I have, <fee, W. N. Blair, The Engineer-in-Chief, "Wellington. District Engineer. " The Railways Regulation and Inspection Act, 1873." Hating examined and inspected the line and works of the Green Island Branch Railway, constructed by the Provincial Government of Otago, I hereby certify that the said railway is safe, and fit for public traffic. W. N. Blaih, Public "Works Office, Dunedin, 11th February, 1875. District Engineer.

lII.—EEPOET ON THE TAIEEI PLAINS TO OTTTEAM EAILWAY. No. 4. Sir,— Public Works Office, Dunedin, 14th July, 1875. In accordance with the instructions of the Hon. the Minister for Public Works, I have the honor to submit the following report on the Branch Eailways proposed to be constructed on the Taieri Plain. The accompanying plan shows their relative positions and connections with the main line. The idea of a branch railway to Outram first assumes a practical form in March 1874, when the then Provincial Secretary entered into an agreement with the landowners on the Greytown line to purchase the land required for the railway. The agreement was subject to ratification by the Provincial Council, and it also set forth that the Superintendent was to apply to the Assembly for power to construct the line or borrow money for the purpose. The Provincial Council, at the ensuing Session, agreed to expend £12,000 on the work, but I think this was subject to a loan being obtained. At the same time resolutions were passed, empowering the Provincial Government, as an alternative, to treat with private companies for the construction of certain lines, of which this is one. A sum of £2,000 was also voted to erect a combined road and railway bridge over the Taieri and Greytown, which work is now completed. In January 1875, a company was formed to construct the Greytown and Outram Eailway, and the Government agreed to work the line, provided sufficient rolling stock was available ; the use of the bridge was granted to the Company the Superintendent's right under the agreement to purchase land was transferred to it, and other minor concessions were made. The Company then proceeded to construct the line, the plant was ordered from England, and several contracts let for the supply of sleepers and erection of bridges and fencing. The fencing and bridges are now well advanced, and I am informed that the plant is now on its way from England. The Mosgiel and Outram line was mooted a few months since, some time after the formation of the Greytown Company. A private company was also formed or proposed to construct it, but lam not aware of any practical steps having resulted therefrom ; for at the last meeting of the Provincial Council a sum of £27,692 16s. 6d. was voted out of loan or revenue for the construction of the line. The same Council passed the Greytown and Outram Eailway as a private Act, so there are now two lines authorized to Outram, and for a certain portion of the way they occupy the same ground. The distance from Dunedm to Outram by the Mosgiel line is 18 miles 9 chains, and by the Greytown one 18 miles 20 chains ; balance in favour of Mosgiel line, 11 chains. The length of new railway to be constructed via Mosgiel is 8 miles 47 chains, and via Greytown, 4 miles ; balance in favour of Greytown line 4 miles 47 chains, which is about the distance that the Mosgiel branch runs parallel with the main line. So far as the location of the branches are concerned, the Greytown line is generally on better ground. The Mosgiel one crosses the land inundated by the Silver Stream at right angles, consequently it is more subject to injury by floods ;it also runs down the plain near the lowest point. Still these objections are not serious. A few flood openings and an extra foot or two in the height of the embankments will remove them. The gradients and curves on both branches are good, being within the limits on the main line; the weight of rail and works generally are also intended to be to the same standard. I have not had an opportunity of examining the details of the estimates on either line ; in fact, I have not seen any estimate whatever of the one via Greytown. It seems to me that the cost of £3,251 per mile for the Mosgiel branch is much too small. The fences, bridges, permanent way, and