79

have seen these floods, for I have secured a full
knowledge of their heights and effects which free me
from the chance of making any serious errors in
reference thereto.

5. I may, however, say that this knowledge will
   add to the amount of my estimate of the cost of the
   works. At the same time, I may observe that I am
   so fully impressed with the grave responsibility of
   the task which your Government has done me the
   honour to place in my hands, that I shall endeavour
   to submit to the estimates with the greatest care, and
   submit to your Honour as truthful a representation
   of the character of the country to be dealt with, and
   the probable cost of the undertaking, as the nature
   of a survey will permit.

6. But it must be borne in mind, that without
   absolute sections before you, all estimates must be in
   some degree speculative and uncertain; and though
   the utmost care may be taken by the most practical
   Engineer, without plans and sections before him he
   may fall into errors. Hence it is that I have urged
   your Honour's Government to prepare detailed plans
   and sections, so that estimates of the probable cost
   of the works might be deprived, as much as possible,
   of uncertainty.

7. Having failed to convince you that such an
   expense was necessary, I have found it my duty to
   substitute what may be called a sketch map of the
   country, exhibiting the general direction of several
   routes, the curves that are likely to be obtained, and
   the special works that will in all probability be found
   necessary.

8. In no other way could I conveniently endea-
   vour to convey to capitalists in England, the general
   character of the works they would be called upon to
   execute, as by a "sketch map." I do not, by any
   means, wish you to think that such a document is
   certain of being considered satisfactory, for it can
   only convey a sketch of the probable position of the
   line, and the cost is necessary. It does, in fact, re-
   present my opinion; whereas a survey and section
   might show other results, somewhat at variance with
   my opinion.

9. Having laid before your Honour the possibility
   of errors arising in estimates, based upon such short
   data, and the delay that may arise in negotiating for
   its construction, in the absence of accurate surveys
   and levels, I have endeavoured to apply myself, so
   as to reduce these risks to a minimum; and with
   this view the Chief Surveyor's department has pre-
   pared copies of such existing surveys of the districts
   through which the several routes pass as I required,
   upon which I have laid down, from sketches made
   in the field, the direction curves and other information
   referring to the proposed works, none of which could
   be conveniently or so well described in this report.

10. Four sets of sketch maps have been prepared.
    One on a small scale, shewing the direction of
    several routes which have been examined. A second
    on a larger scale, shews a route from Nelson to Cob-
    den, via the Big Bush and the valley of the River
    Inangahua. A third, shewing an alternate line
    branching at the River Matakitaki, via the Maruia
    Plains, and forming a junction with the first route
    at the Big Bush and the valley of the Little Grey Rivers.
    A fourth shews the branch to Westport, commenc-
    ing at the River Inangahua, and descending the
    valley of the Buller River to Westport. These
    sketch maps, in the absence of plans and sections,
    will convey to the eye some idea of the nature of the
    country through which the line may pass, the na-
    ture of the excavations that may be necessary, and
    the chief works required.

11. Before determining upon the general direction
    of a line of railway, it is necessary that three ma-
    terial points should be kept in view. These points
    are:—

A.—To have the line as direct between the termini
as possible, consistent with proper gradients.
B.—To adopt the least expensive line.
C.—To secure the special objects for which the
line is projected.

Now these points for consideration are frequently
inconsistent with each other, and must be aban-
doned; for, on referring to the index map (A), it
will be seen that the most direct line from
Nelson to Cobden, that the most direct practical
line would be the one indicated by the red line as
far as Fox-hill, and thence through Spooner's range,
viz the valleys of the Rivers Motupiko, Hope, and Bul-
ler, and crossing the mountain ranges lying between
the Rivers Matakitaki, Maruia, and Inangahua, and,
thence by the valleys of the Little and Main Grey
to the town of Cobden.

12. All other conditions being the same, this is
    the true line for a railway from Nelson to Cobden, and
    it would have the important advantage when made,
    of having its working expenses reduced to the least
    amount. Its length, rolling stock, stations, and
    officers, would be reduced to a minimum cost; and,
    therefore, the first point sought is gained; but the
    other points cannot be attained, for the line would
    be exceedingly expensive, by reason of two tunnels
    being necessary, one of which would probably be
    three miles long. Neither would it so well secure
    one of the objects of its construction—namely, open-
    ing up communication with the available land of the
    interior, as other lines would; but the other object of
    opening the coal and gold districts would be accom-
    plished. I do not expect that a detailed survey
    would materially alter these apparent difficulties,
    and, as the cost would be very large, I dismiss the
    further consideration of this route as a whole.

13. The second route I have examined is the one
    I have shown with a red line. Its course is by the
    Big Bush, Black-valley, entering the valley of the
    River Buller near Lake Rotoiti, descending the banks
    of that river by the Devil's Grip until it reaches the
    valley of the Inangahua, which it ascends, and, after
    crossing the saddle, descends by the banks of the
    Little and Big Grey Rivers to the town of Cobden.

14. With one exception this route does not depart
    materially from a direct route from Nelson to Cob-
    den, caused by carrying the line by the Big Bush,
    where a remarkable change in the direction of the
    line may be observed on the plan A.

15. The advantages of carrying the line by the
    Big Bush, Lake Rotoiti, and so on to a junction
    with the alternate line at the River Hope, are three-
    fold:—

A. It passes through a district partially occupied.
B. Better gradients may be secured.
C. It affords facilities for a junction with railways
from Marlborough and Canterbury provinces,
and so gives to Nelson the greater certainty of
being situate upon a trunk-line of railway ex-
tending through the Middle Island—a matter
of much importance, as affecting the future
commercial prosperity of Nelson, but involving
considerations affecting very materially the
cost per mile of the entire length of railway
from Nelson to Cobden.

16. These considerations I purpose touching upon
    in the course of my report; but supposing they did
    not present themselves, carrying the line by the Big
    Bush and Lake Rotoiti adds at least eight miles to