474

men and waggons can be employed upon
the face of a cutting; and to have finished
the work within the time specified the
face of the cutting would have had to have
been increased by five times its present
size, would have necessitated a double bank
to carry a double length of rails for the
whole length of the lead, besides several
sidings leading to the additional face area
of the cutting.

The Consulting Engineer, Mr. Dundas,
has been cognisant of all my proceedings
with regard to the railway, and especially
of the formation of the embankments
from side cutting; but I am not quite
certain that I mentioned the fencing to
him.

I have had occasional correspondence
in writing with him, but our communi-
cation has principally been personal.
He has several times inspected the line
in company with me.

I have authorised no deviation from the
contract without his knowledge and con-
sent.

Invercargill,
Thursday, March 31, 1864.

Examination of Mr. John Francis Dundas.

I am consulting Engineer of the Bluff
and Invercargill Railway.

I have from time to time, inspected the
works on No. 1 contract, since their com-
mencement. I have not had any occasion
to find any fault with the general conduct
of the works.

I am aware of the contents of the speci-
fications for the railway. I have seen
devations from the strict letter of the
contract, as I have seen also in every
work with which I have been connected.

I was not consulted on the alteration
made in the fencing, but I approve of the
alteration, as I consider that the shorten-
ing of the length of the rails from 10 feet
the specified length, to 8 feet, insures
a good a fence as that contracted for,
and the difficulty in fitting prick posts to
rough split rails is avoided. Prick posts
are only used with sawn timber.

My attention has not been called to
the description of wood used in the fence,
or bridges.

The forming of a portion of the embank-
ments from side-cuttings was done with-
out my having been consulted upon the
matter, but I consider the alterations made
judicious, and approve of them. The
work is to be completed within a very
short period of time, and where the work
can be facilitated by a departure from the
letter of the contract, without prejudice to
its sufficiency, I consider such alterations
should be permitted and even encouraged.

I have had great experience in making
railways on peat bogs, and where properly
used, I see no objection, in such situ-
ations, to the use of peat for embankments.
I am not aware of peat in the present in-
stance having been improperly used.
The principal objection to peat in a high
embankment is its undue elasticity, when
not covered with a sufficient superincum-
bent weight; this objection applies prin-
cipally where great speed is required. I
consider sand an admirable topping for a
peat embankment, and the fibrous peat
ensures good drainage, should the sand
have been put on wet.

I do not consider that there need be
any anxiety that the spoil bank on No. 4
cutting will cause land slips; the cutting
is protected by the road-drain.

I do not consider it necessary to cut
the grass and flax on the seats of the em-
bankments, when they are of any height.

From my general observation of the
surface of swamp, I should say that the
peat has been sufficiently dried, by the
action of the drains, to be immediately
used for embankment.

I consider that the material from the
cuttings would have been preferable to
the peat, as it would more immediately
have assumed its permanent form, but I
apprehend that the embankments will
have assumed their permanent form before
the expiration of the six months, during
which the contractor is bound to maintain
the line. I have noticed no place in
which fascines have been required, except-
ing where they have been used.

I have not paid any attention to the
portion of the road now being made along-
side the railroad.

I consider the harbour sheeting of the
embankments will, when completed, be
sufficient. Works of this description,
when in course of formation, are subject
to accidents, but the expense of these fall
upon the contractor.

I have read the evidence of Mr. Mar-
chant, I am not of course so well ac-
quainted with the detail as he is, but so
far as my information goes, I entirely
corroborate it, excepting that I have not
always been consulted prior to alterations
being made, but where they have been
made, I have approved of them.

During the whole progress of the works,
I have had reason to put trust and con-
fidence in the judgment of Mr. Marchant.
In the drawing up of railway specifica-
tions, large powers are always reserved
to the superintending engineer, and some
clauses inserted, which are not intended
to take effect, unless in case of special
necessity; the operation of these clauses,
and the manner in which the engineer