cation without entailing upon them the
massive and expensive works which have
become generally associated with the idea
of railway communication.

I am now in a position to assure your
Honour that the curves and gradients
which I have adopted admit of being
worked permanently with a traffic which
for this province may be called considerable, at the same time that they do
not require any heavy expenditure for
land, earthworks, tunnels, bridges, and
viaducts.

The line which I have selected commences at the warehouse adjoining the
wharf, and at that point corresponds in
level with the wharf ; thence the line follows the beach to near the mouth of the
Waitohi stream, crossing the stream and
crossing the low flats in the direction of the
Immigration Barracks. This line is nearly
direct, and does not interfere much with
private property. From the back of the
Immigration Barracks the line follows
Durham-street to the corner of Scotland-street, from which point the line passes
through private property for some distance,
but it runs at the back of most of the sections, so as not to interfere with any building or the frontage to the Wairau-road.

From section 834, at a distance of 61
chains from the commencement, the
gradient is one in thirty for a distance of
60 chains; and thence one in twenty, for
a distance of 30 chains, terminating at the
summit. This is the steepest, or ruling
gradient of the line, and it occurs where
it is least calculated to interfere with the
traffic, the only goods which will have to
ascend it being imported goods, which are
comparatively light, whilst the export of
wool, timber, and other heavy goods will
merely have to descend it. The cutting at
the summit is 27 feet deep, and it will be
practicable at any future time by deepening this cutting to improve the maximum
gradient.

At the summit I have provided a length
of 14 chains on a level, which will provide
amply for sidings, and from thence to the
public road, I have adopted a gradient of
one in 55, from section 43 to section 26
near the bend in the Koromiko. I have
laid out the line on the western side of the
present road. Throughout the flats there
will be room enough on the outside of the
present ditch on the cess between, the
ditch and the boundary of the sections;
this portion of the line will require little
done to it besides clearing the ground
thoroughly, in order to prepare it for the
ballasting.

In the lower part of the Tua Marina-valley the whole of the flats are liable to
inundation to a considerable depth ; it,
therefore, becomes necessary to carry the
line in side cutting, and the western side
of the valley presents great advantages
over the eastern for this purpose, down to
Massacre Hill, along which the eastern
side affords the only eligible route.

It is necessary, therefore, between the
bend of the Koromiko and Massacre Hill,
to cross the Tua Marina-valley twice. The
proper situation for the lower crossing is
clearly pointed out by the outline of the
ground. The best situation for the upper
crossing admits of more consideration. The
line I have selected crosses the valley
above the level of the dead water in inundations, by which much expense in timber,
openings, or viaduct, is avoided.

I should have wished, however, to submit to your Honour comparative sections
of one or two other crossings of the valley ;
but the very short time allotted to me has
been so much curtailed by wet weather and
by floods, that I have been unable to prepare
sections of these crossings.

I am, however, well acquainted with the
ground from previous explorations. At the
lower crossing of the valley, by the Massacre Hill, a viaduct of about ten chains will
be required. From the end of this viaduct the line runs to the Wairau river,
thence it runs in as direct a course as practicable to the upper end of the high bank
on the said river. This spot affords the
best site for a bridge over the river, both
as regards the height of the ground, the
shape and probable durability of the banks,
and the position of the current. This subject has already been reported upon by
Mr. Fitzgibbon for the late Superintendent.

On the south-western bank of the river
I have chosen the nearest practicable route,
following high ground to the Sandhill-road;
thence I have followed the general course of
the Sandhill-road as far as Shepherd’s new
hotel, deviating occasionally, however, so
as to take advantage, as much as possible,
of the high ground. A more direct route
might be taken from the Wairau river to
the Sandhill-road, as shown by the dotted
line on the plan, by putting a viaduct over
the swamp adjoining the river. This route
would also provide a suitable site for a
main drain to drain the north end of the
Sandhill-road ; but I am unable to give any
estimate of its cost until I have surveyed
it.

From Shepherd’s Hotel to Blenheim I
have adopted the present line of road.
This affords the most eligible crossing of
the Opawa river, alongside of the present