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property the road will have to be taken, I see no prospect for getting that line otherwise but by action under the "Compulsory Land-taking Act."

Middle Road.

The works on this road had to be deferred to some extent, owing to scarcity of labor; but bridges have been built near Mr. Douglass’s and near Homewood, and the metalling of 25 chains near Havelock is now under contract.

The upper portion of the Middle Road is very little used since the Waipaoa has taken its course through Homewood run, and the settlers of Patangata will be seriously inconvenienced during the winter season, when the Tukituki, which will have to be forded twice, is slightly flooded.

There are two ways to remedy that evil, either to deviate the Waipaoa to its original course, or to build a bridge over it about 500 yards above the old one. From recent observation, I am under the impression that the river can be turned into its original bed at a cost not exceeding £300, to which sum some of the landowners would contribute considerably, while a bridge, with the necessary side-cuttings to the road, would cost about £800.

Ngawahakatara to Oero.

A road has been made through the Kopanga run from a spur above Ngawahakatara to Oero bush, and the bridle-track through the bush has been enlarged into a dray road, and further dray-cuttings on both sides of the bush are now under contract.

Petane to Pohui and Tukituki.

About two miles of the Petane beach road nearest the bridge have been formed with clay obtained from a small island; a dray-road has been cut through the Pohui bush; and two substantial bridges have been built between Titiokura and the Mohaka church ford, so that bullock teams can now travel to the Mohaka.

Road to Wairoa.

A bridge has just been completed at Pakuratai, and some side-cuttings have been made on both sides of that valley, so as to keep open the line to Mohaka when the beach road is impassable from the breaking out of the Tongoio lagoon. About 30 chains of side-cuttings have been made between Waihua and the Ohinepaku valley, and two bridges in that valley are now under contract.

Main line of road to West Coast.

Contracts are now under progress for clearing the whole line through the bush from fallen timber and underwood, for making and repairing side-cuttings, and building the necessary bridges.

Road from Havelock to Aorangi.

The soft sandy portion between Awa-o-te-Atua and the Patiki bridge is now being formed, and will be completed in a few days.

Waipawa to Hamuera.

The proposed works on this line had to be deferred owing to scarcity of labor, but tenders are now being called for a bridge over the swampy creek near the Manga-o-nuku, and for the necessary side-cuttings leading from the river to the saddle.

Aorangi to Hamuera.

The bridge (68 feet long) between Gwa-vas and the saddle having been burnt by bush-fire, heavy side-cuttings had to be made at the junction of the bridge with Manga-o-nuku, and the steep cuttings across the four creeks have been greatly eased and widened, so that the road is now very practicable.

Roads through Hikutoto Block.

A bridge has been built lately over the Muddy creek, and a portion of the road to Clive has been re-metalled.

Roads through Papakura Block.

About 60 chains of the upper, and about 55 chains of the lower Pakowhai road have been formed, but as, with exception of the upper line (between Pakowhai and Pawhakairo), all roads are being flooded, the money is practically wasted, and I should suggest that no further expense be incurred on the lower roads until the Tutaekuri is diverted.

CHARLES WEBER,
Provincial Engineer.

HARBOR-MASTER’S REPORT.

Napier, 28th April, 1869.

SIR,—I have the honor to send in the following Harbor report, as instructed by your letter of the 24th inst.

Inner Harbour or Iron Pot.

I regret to state that the inner harbour, or Iron Pot, is gradually but surely filling up, both in depth and width. The berth at the upper crane has still sufficient water at full tide for the lighters to discharge; the next berth at the Government wharf has much the same depth of water that there was twelve months ago, but the channel is much narrower, admitting only one large vessel, whereas formerly two could lay abreast. At the west end of Watt’s wharf a bank of sand has formed, quite dry at low water. This extends so far out that it is now impossible to turn any vessels except small schooners in the Pot. Vessels shipping cattle have to lay fore and aft, instead of alongside the stock-yard berth. This last-named berth has also become very small, owing to the increase of the bank before named. Formerly three schooners could lay here; now there is only room for one and a lighter. I would recommend this sandbank to be removed by hand dredging, or, I fear, the whole of that angle of the Pot will fill up in twelve months, leaving only a narrow gutter to the wharves. This channel is kept open by the action of the steamers and the tide. The depth of water at the entrance of the Iron Pot is only eight feet six inches at spring tide. At the southwest side of the boat-shed, where the coal vessels discharge the first half of their cargo, a good wharf well braced would be invaluable; it would also save, in a great measure, vessels’ bottoms from chafing the copper o[?]. Every shipmaster who lays here complains of this; but it is the only berth for a vessel drawing ten feet except they are taken to the West Spit moorings, which entails an expense of four shillings per ton. The beach on the south side of the boat-shed has washed away considerably, and will require to be either