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4. The railway cuts into the road and decreases the width, principally at points projecting out towards the sea; it is at these places that, for the safety of the traffic, we should have a greater width than on other portions of the road, as it is impossible for vehicles meeting to be seen until they are close upon each other, and collision is almost inevitable if there is not plenty of width.

5. For years past we have been gradually increasing the width of the road by the removal of slips and scrapings; through the railway being constructed so close to the road this has been all cut away, and the original width only remains. It will also be impossible to remove any slips or the road scrapings, except in places, without either wheeling them across the railway, or by cartage; this will involve a large additional expense, and the material will be lost for road improvements.

6. The surface of the ground having been broken, and the vegetation removed on the loose banks by the removal of the material required for the railway embankment, will necessarily cause heavy slips directly the wet weather sets in. I certainly cannot agree with the opinion expressed by the Government Engineer, that "the manner adopted for obtaining material was less likely to cause damage by way of slips than if taken from more solid material."

7. If the railway had been kept out further, say for a distance of twelve feet, the extra cost would have been, comparatively speaking, small; then, in the event of the exigencies of the traffic requiring it, a double line could have been constructed on the inside, the same stone or concrete wall serving; it would then probably have been some years before the necessity would have arisen to have interfered with the road at all.

8. The stone protecting wall along the road has been removed in many places, and the stones used for railway work.

9. I would also remark that, unfortunately, Wellington possesses but one outlet, and that along the road in question; and it is only reasonable to suppose that the road will be very largely used even when the railway is constructed.

10. By using longer posts for the railway fence than specified it could be erected at the edge of the road instead of three feet on as intended; this can only cost the difference in length of posts and should at least be attended to.

I attach an estimate, very carefully prepared, for the widening of the road to thirty feet from proposed railway fence, leaving the railway embankment in its present position. If the centre line of railway was altered and extended at the rocky points, and a few other places, this estimate could be very considerably reduced; and in my opinion there can be little difficulty in this. If your Honor should require it I can supply particulars and estimates in detail, that is, for each separate cutting.

This estimate has been prepared, and I believe your Honor asked the Colonial Government for an uniform width of thirty feet throughout. My opinion is that this width need now only be given at the sharpest corners, and the rest of the places could be gradually widened; of course every advantage should be taken in moving these points, and the material utilized as far as possible. I estimate that for the sum of £6,000 this could be done.

I have, &c.,

J. D. BAIRD,
Provincial Engineer.

His Honor the Superintendent,
Wellington.

ESTIMATED cost of widening the Hutt road to a width of 30 feet from Railway fence to foot of slope. The railway embankment remaining in its present line and position throughout.

J. D. BAIRD,
Provincial Engineer.