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above named (Winton Flat, &c.), since there is gravel in the immediate neighbourhood of the latter, but not of the former. In neither one case nor the other could it be done for much, if at all less than £550 or £600 per mile, and experience proves that even when so done the permanent condition of the road is very slightly guaranteed; indeed, on any road subject to considerable traffic, I should, myself, only consider gravel as forming a ballasting on which broken stone could be advantageously placed, or at all events as requiring constant renewal in places where gravel is conveniently available.

Since no stone of quality suitable to road metal can be had nearer than the Mokomoko Range, the only contract for supplying it may be taken as a basis of cost, namely, 14s 6d per cubic yard at Invercargill; a 6-inch coat of metal, 12 feet wide carried on to a distance of say eight miles, would, at that rate, not cost less than £1100 per mile at the very least, and such a coat would be too light except upon good ballast, such as gravel.

The conclusions, then, to which I come are:—

1st. That to make the road passable for medium traffic, and in ordinary seasons it is essential, in addition to contracts now set, and some minor ones on the hills, to form and gravel:—

Winton Flat, say………3½ miles
Limestone do……………4 ,, 
North of Limestone do…1½ ,, 
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9 miles at 600l……5,400l
Winton Bush…………1¼ ,,  400l…/500l
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5,900l

2nd. That to make it available for considerable traffic through the winter it would be necessary, in addition—

To gravel from Waihopai Bridge to Wallace Town, say 4½ miles at 800l……………………………3,600l
From north end of Wallace Town Plains to south end of Winton Flat, 5½ miles at 500l…………2,750
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6,350l

And 3rd. That if, when all this was done, a heavy traffic should be kept up through the winter, the road would suffer so much deterioration that it will be necessary, next summer, to re-metal the whole road; the southern portion with broken stone, the remainder with gravel, at a cost which would probably average 500l per mile over the whole 35 miles.

Instead of incurring this considerable and constantly renewing expense, a tramway has been suggested, especially of that description proposed by Messrs Cairns and M’Kenzie, consisting of a flat rail of considerable breadth, suitable for ordinary vehicles of the average gauge.

Such a road could be laid down very nearly, if not quite as soon as a gravelled road could be made, and its permanent goodness through the winter, under any amount of increase which the traffic might undergo would be secured; and the cost of maintenance would be insignificant, but the first expense would be very considerable.

I apprehend that such a tramway, with rails of about 40 lbs. to the yard, with occasional sidings, to allow vehicles to pass in opposite directions; the rails laid on longitudinal sleepers, 9 x 6, with transverse ones 5 feet apart, the latter bedded in gravel 6 in. deep beneath them and filled in to level of rails with broken stone, say 8 feet wide, would cost about £2200 per mile, in addition to cutting side drains and forming the road where necessary.

If such a road were adopted, it should be carried from town to the foot of the Limestone Ranges, on Mr M’Lean’s station, about 28 miles; of this, full 12 miles are already formed and drained, or will immediately be so, and the cost of the tramway would be roundly as follows:—

Say 12 miles way as above, at £2200………£26,400
16 — including forming and draining, at £2600……………………41,600
1½ miles north of, forming and draining………………………………8,900
Additional sidings, occasional small cuttings to ease short gradients, &c. 3,100
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£75,000

There is no doubt that this line is eminently suitable for such a tramway; the natural levels are as good as can be desired, with the one insignificant exception of the Limestone Range, over which it might be carried as a common road.

The road so made would be all through fine agricultural land; would constitute, undoubtedly, the main artery of the Province—of great importance, even apart from the Lake traffic. After reaching the Dipton Plains no other serious obstacle could arise; that plain is, in fact, a naturally formed road, and very moderate improvements, in addition to those in progress in the fine valley known as the Dome Pass, and from thence by the valley of the Mataura, would be all that could be required for a long time, the road being over level gravelly plains, on which, if one track should become poached, a new one can be taken by side of it; so that, although the distance from Invercargill to the foot of the Lake is 89 miles, I may fully and confidently assert that the completion, in a really permanent manner, of these 35 miles from town, would place all this communication on the most certain and satisfactory basis.

I have the honour to be,

Sir,

Your Honor’s most obedient servant,

THEOPH. HEALE,
Chief Surveyor.

To his Honor
The Superintendent,
Province of Southland.

REPORT OF COMMISSIONER OF CROWN LANDS ON THE UNSOLD AVAILABLE AGRICULTURAL LAND IN THE PROVINCE.

Waste Land Board Office,
23rd February, 1863.

Sir,—

IN accordance with your Honor’s request, I beg to submit an approximate estimate of the unsold available Agricultural Land in