first part, and gradually diminish to about 10ft. in 43ft. towards Lyttelton.

Under these circumstances I have considered that it would be practicable to lay a tramway of flat iron bars, on longitudinal bearers, from Martin’s and across the hills in the line above described to Norwich Quay.

From the summit to the centre of each incline, and at each end of the line, it must be double to allow of the ascending and descending waggons passing each other.

At the top of the hill a powerful gin must be erected, with two drums, to be worked by bullocks, for drawing the waggon up by wire ropes, one rope for each side of the hill.

A loaded waggon being attached to each end of one of the ropes, the waggon descending would help to raise the ascending waggon, and so materially assist the moving power that four bullocks would be sufficient for the work.

The steepness of the gradients would render it essential to safety to adopt a very slow rate of travelling, in order to diminish the jerking strains which might break the rope. A waggon with one ton of goods would be 1½ hour from Norwich Quay to Martin’s. But as one waggon might leave every half hour from each end, passing each other at the places provided for that purpose, the total result of eight hours continuous working would be 12 tons of goods conveyed each way, between Christchurch and Lyttelton, supposing the railway were made from Christchurch to the tunnel mouth.

This would be ample to meet any increase of merchandise traffic that might accrue during the construction of the tunnel.

It is to be regretted that the time occupied in performing the journey, as well as the risk of accident on the inclines, renders the line ill adapted to the conveyance of passengers; consequently but little revenue is likely to arise from this source until the line can be carried through the hill.

Assuming the ordinary rate of wages to be 5s. per diem, the expenses of working the line between Christchurch and Lyttelton, exclusive of depreciation or loss of horses and bullocks, may be taken at £5 per day. For this amount 10 to 12 tons of merchandise would be conveyed each way, being a cost of about five shillings per ton. But as the present traffic falls considerably short of the above quantity, it would need a proportionably higher charge for carriage, in order to meet the working expenses.

On examining the plan and section first prepared of the line above described for the tramway, the works required in several places, more especially on the southern incline, appeared far heavier than would be desirable in an undertaking of such temporary character as that in question. It was, therefore, necessary to vary the line according to the irregularities of the ground, giving it a serpentine course, in order to diminish the outlay of cuttings and embankments as far as was consistent with the nature of the subsequent works.

Some further modifications of the line might be advantageously made, if the work were to be carried into execution, so as to render more equable the power to be exerted by the bullocks.

The accompanying drawing shews the general direction and the curves of the modified line; and the section exhibits the proposed inclines in their real proportions, viz., with equal vertical and horizontal scales.

The cost of the tramway from Martin’s to Norwich-quay may be estimated at £6,734. (see Appendix), and the cost of the railway from Christchurch to Martin’s would be £37,300. (see Appendix.) Both these works might be executed in one year if the iron work could be obtained from England in time.

The construction of the tunnel would be a longer work, and during the four years it would require for its completion, the annual outlay on railway works would be about £30,000.

On the opening of the railway through the hill, the use of the tramway would be discontinued; and the greater part of it might be pulled up, and the materials and the bullocks be sold.

A portion of the tramway nearest Martin’s, about 50 chains in length, would be available as a communication with a dyke of beautiful stone crossed by the line near the summit, and which might be quarried and sent by railway both to Lyttelton and Christchurch to supply the place of bricks.

Were the present defective communications with the sea port to continue until the opening of the tunnel, such deficiency would prove a serious hindrance to the prosperity of the Province. But this objection can now be effectually removed by the construction of a tramway over the hills at an additional outlay of only 4½ per cent. beyond the estimated cost of the railway.

I am, Sir,

Your obedient Servant,

(Signed) W. B. BRAY.

Avonhead, May 19, 1854.