full and able report recommending a succession of groins built of logs and filled with boulders (see his Report of the 24th July, 1871). I fully agreed with the plan suggested, and it was decided that the protection of the bank and construction of the bridge should go on simultaneously. From the nature and ever changing character of the former, it was decided, upon my recommendation, to carry it out by day labour; and, from experience, I am decidedly of opinion it was the best and only way to do such work, as it frequently happened from the rotten nature of the bottom of the river the groin in course of construction would, after a freshet, be pitched out of its true place, and require additional work and labor to bring it right. It will be at once seen that contracts entered into for such constructions would be broken, and, probably, altered several times during the course of the work, and would only lead to complications. Five groins have been fixed on the Hutt bank, three on the Wellington bank below bridge, and two independent ones some distance above bridge, with a view of cutting off the gravel beach which was forming on the Hutt side and was throwing the water over on Hobb’s ground. They have considerably altered their position since they were first fixed, but I believe they will all do good service; of course, they must be constantly watched, and repaired at once should they show any signs of decay or displacement. The last heavy flood has done some damage to them, which we are now repairing. It will also, I think, be necessary to place one more on the Hutt bank, a little above first pier of bridge, in order to keep the water from cutting in behind the pier; and, probably, three some distance up the river to keep it from cutting in at the point and coming down on the Wellington bank. Mr. Blackett proceeds to-morrow with me to inspect the changes, afterwards I shall have the honor to report the result of our inspection. Between each groin, whenever we can, and when opportunity offers, I have had willow stakes driven into the ground, so as to form a living and permanent protection. To accomplish this with any degree of success it has been necessary to purchase a strip of land both above and below bridge. It should be the constant aim and care of the Government that this strip should be carefully planted and fenced off. Nothing, in my opinion, will be as effectual in preserving the present bridge as the banks well planted with willows. Those already planted are progressing very well, scarcely one not growing. Another, and equally important matter, is the removal of snags and drift timber. We have already removed a considerable number from below bridge, in fact quite sufficient to account for the encroachment of the river at the old bridge. We have taken out about 20 piles of the old breastwork, which were very injudiciously cut off level with the water, and of course served as a breakwater, upon which the drift wood and shingle accumulated, forcing the water exactly where it was not wanted. I had hoped while the river was low to get the whole of these removed, but fear that the recent flood will put a stop to that work in the meantime. What has been done has had a most beneficial effect, the course being much more direct. The cost of these works is considerably above the amount first anticipated, but, I think they are of such a character as to justify the outlay. The fact is the works have grown upon our hands, it being found necessary to do far more than at first intended. The bridge is of timber (totara), thoroughly well built—a credit to the contractor, Mr. W. Wallis, and Mr. C. B. Vine, the clerk of works, whose ability and careful supervision I have much pleasure in testifying to. It consists of four spans of 70 feet each, two approach spans of 85 feet, and one of 30 feet, altogether some 880 feet. The contract price was £2,941, the sum of £77 was spent in extras, which included the 30 feet approach on Hutt side. In connection with the bridge a toll gate and house has been erected, at a cost of some £180. The bridge has now been in use sometime, and proves itself fully equal to the requirements of the traffic. The late flood has also shown that the piers offer very little resistance to the water. It would be as well during the forthcoming spring that all the bolts should be screwed up, and the bridge painted, it would not only add to the appearance but also to its durability. It would not cost more than £100.

TAUHERENIKAU BRIDGE.

Has not yet been completed. It consists of two lengths, one of 10 spans and the other of 20 spans, each 83 feet in length, or altogether 999 feet. The island between each length will have a road constructed over it so as to join both approaches. It is seldom or ever completely covered in floods, so that it will be perfectly safe. The bridge is built upon piles, which it was intended to drive into the ground 10 feet, but owing to the nature of the bottom it has been found impossible to do so. The shortest pile driven is 6 feet 9 inches in the ground, the average being 8 feet 3 inches or thereabout; at this depth the bridge is perfectly safe, as this river does not scour to any great depth. The late flood is one of the highest ever known, and no damage has been done. Upon the suggestion of Mr. Blackett, who reported upon the work,