I could only see three lines of fascines across the embankment when I went down the line on the 25th of February, and I looked specially for them. There should be by specification one at the end of every chain.

I also notice that in preparing the seat of the embankment in the swamps that the grass (maori heads) and flax had not been cut and spread on the surface on any part that was open to my observation.

In embankment No. 7, about eight miles from Invercargill, I noticed a culvert of a cross drain very inefficiently constructed, the timbering of the sides not being carried to the bottom of the drain; the water flow will be apt to undermine the timber and let the logs down.

These are all the deviations from the specifications of the railway that I noticed. On the 18th February I was upon the road specified to be constructed in connection with the railway across the swamp beyond West’s. In pitching the road I saw that the axes of the stones were placed longitudinally with the line of road, instead of transversely, and that the stones were placed upon their natural bed flatways, instead of upon their edges; many of the stones are likewise too large, and not according to specification.

On the road beyond West’s, to be made in conjunction with the railway, I noticed that the pitching was not according to contract; the stones were too large, some being 1 foot 9 inches long by about 18 inches wide, and generally laid on the flat, the stones being laid longitudinally instead of transversely, where there had been any attempt at properly pitching them on their edges.

I noticed also a large quantity of the metalling that would not pass through a 2½-inch ring; some of it would not go through a 4-inch ring.

In embankment No. 5, about six and a half miles from Invercargill, I noticed that the depth of the wet peaty substance forming the embankment was about two and a half to three feet deep; the peat was in a wet state at the time, and had not been dried at all. If it were necessary to employ more men than could work upon the face of the cutting, they might have been employed upon the east side of the cutting, but this would have required another line of rails.

I am of opinion that the contractor by making a spoil bank on the side of the cutting with the material taken therefrom, and by using the peat from alongside that part of the line where the stuff from the cutting should have been deposited, has saved money, for the removal of the stuff from the cutting and placing it on the bank would be done at eightpence per cubic yard, and the embankment from the peat alongside could be formed at sixpence; besides which he saves in the length of the lead, averaging about one mile.

The spoil-bank near the Mokotua Creek is gravel; but that towards the Bluff end of No. 4 cutting is loamy clay.

The embankment between the Mokotua Creek and No. 4 cutting is pretty generally composed of sand. A large part of the embankment No. 3, to the north of the Waimatua Creek, is likewise composed of sand.

In cutting No. 4 the quantity of earth taken out of the cutting and placed where the ditches to catch the surface water should have been, will have a tendency to cause land slips, both by the additional weight and by the stopping of the drainage. I think that the principal objection to the use of the peat is its being wet; but independently of that the material from the cutting would have been preferable to dry peat.

Examination of Mr. T. B. Cameron.

Invercargill,
Thursday, March 24, 1864.

I am an Engineer, Surveyor, and Architect. I was instructed by Mr. Wilson, Mr. M’Kay, and Mr. Calder, on the 18th of February, to examine the Railway works from the Mokomoko towards Invercargill.

On the road beyond West’s, to be made in conjunction with the railway, I noticed that the pitching was not according to contract; the stones were too large, some being 1 foot 9 inches long by about 18 inches wide, and generally laid on the flat, the stones being laid longitudinally instead of transversely, where there had been any attempt at properly pitching them on their edges.

I next noticed several chains of the metalling complete, ready for blinding, of which a large portion of the metal would not pass through a four-inch ring, 2½ inches being the contract size. There was at this time about half the road (1½ miles) finished.

On Nos. 5 and 6 embankments I observed from 25 to 30 men employed forming the embankment, with wheelbarrows, from the stuff from the side drains, consisting of peat and mossy boggy substance quite wet; the whole width of the embankment was being formed of those materials; the embankment varies in height from 2 feet to 3 feet, increasing towards West’s; several chains of the embankment were completed with ballast (material taken from No. 5 cutting probably); and the embankment was being finished, as the same was formed, contrary to specification.

The larger portion of the material taken from No. 4 cutting by West’s is placed on the sides where the drains should be forming a spoil bank; the material is good for an embankment, and