close to the sea, forming a series of undulating downs thirty miles, and would have to rise 575 feet higher than otherwise necessary.

The Commission considering it advisable with a view to saving future trouble and expense, to give such information as may preclude all doubt on the subject, have taken a careful section of the river at the gorge, and attach a plan thereof to this report. (Plan No. 1.)

Immediately below the gorge the waterway widens out suddenly into the ordinary flat shingle bed, with high terraced banks which gradually decrease in height as the river approaches the sea, until, on reaching the swamp, they are reduced to a few feet in height, and the river bed is but little, if anything, below the level of the surrounding country.

The Commission thus found that the most desirable point for crossing the river must fulfil the following conditions :-

1st. It must be far enough from the hills to avoid the high banks ;

2nd. It must not be so near the sea as to incur any risk of the river overflowing its banks and changing its course ;

3rd. The width of the river must be at its minimum, having a due regard to the other conditions ;

4th. The length of the line must not be unnecessarily increased.

All these conditions were found to be fulfilled at a point nearly midway between the present ferry and the place known as "The Cabbage-tree Ford," being about 88 chains nearer the sea than the crossing of the railway line previously laid down on the maps.

The Commission having thus determined the best place for bridging the Rakaia, and consequently the general direction of the south line, and having examined the country between Christchurch and Timaru, have to report that, with the exception of the necessary diversion commencing a short distance to the north of the Rakaia, and ending at the township of Ashburton, they see no sufficient reason for altering the line as already laid down and reserved from sale.

Before leaving the consideration of this portion of the line, the Commission think it right to recommend that the deep creek to the south of the Rangitata should be closed at once, and the water confined to the proper channel of the river.

The overflow which has taken place and formed this creek is a similar case on a smaller scale to what has occurred in the Waimakariri to the north of Kaiapoi Island, and the effect has already been to force the traffic to the gorge of the river, and thus lengthen the road to Timaru more than thirteen miles. If the work is done at once, there will be no great difficulty in closing the creek and re-opening the direct road. But the difficulty is continually increasing, and will ultimately, if unchecked, materially increase the cost of the railway.

With the exception of determining the best crossing of the Rakaia, the chief difficulties which the Commission have experienced in laying out the line have been comprised in the length of twelve miles included between the Washdyke Creek to the north of Timaru, and the south bank of the Pareora River. The hills along the whole of this distance approach close to the sea, forming a series of undulating downs intersected by numerous gullies and swamps, which, although easily traversed by ordinary roads, form a serious obstacle to the formation of a railway.

The Commissioners, however, having traversed this portion of the route four times, and having taken two complete sections of the country, are able to submit a plan of a line, which, keeping close to the sea shore, avoiding the high downs, and taking advantage of several narrow sea beaches or ridges forming one side of the deltas of the streams, presents no very serious difficulties.

In pointing out this line they have had in view the desirability of keeping the ordinary traffic in the town of Timaru free from obstruction, and have therefore adopted levels for the railway which will avoid all interference with the streets as already laid out.

Having examined the river Waitangi, and the country beyond as far as Oamaru, the Commission recommend a point near Brown’s Ferry (as shown on Plan No. 5), the most suitable for crossing the river and connecting this Province with that of Otago.

From the Pareora to this point on the Waitangi, no difficulties occur, the line being kept between the foot of the downs and the sea shore.

And the Commission submit a plan (No. 5), which they believe will only require slight diversions to meet any peculiarity of ground which may be met with on the detail survey being made.

The Commission submit, herewith, the following plans prepared by them, viz. :

No. 1. A section and plan of the Rakaia at the Gorge.

No. 2. Three sections and plans of the Rakaia in the vicinity of the South Road.

No. 3. A plan in duplicate of the Rakaia, from the Cabbage Tree to the sea, showing the islands near Messrs. Teready and Cryer’s stations, and its great width at these places.

No. 4. Section and plan of the proposed line between the Washdyke, Timaru, and Pareora.

No. 5. A plan of the whole of the line, as recommended by the Commission, between Christchurch and the Otago boundary.

The Commission, in conclusion of this their first report, would recommend that the Southern line should be at once laid out and clearly marked on the ground by a competent engineer, and a plan prepared to a scale of three chains to one inch of the land required along the whole line to be purchased or reserved from sale.

They would further recommend that all ordinary roads lying parallel to the Railway, should be laid out about 40 chains distant therefrom, the whole of the three chains reserve being strictly for the purpose and use of the railway.

(Signed)

THOMAS CASS,
Chairman,
Railway and Bridge Commission.

February 6th, 1864.