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whango, and gradually rise to the level of the plateau lying between it and the Rangitikei River; but the hills in many places are very steep, often crowned with limestone cliffs, and are frequently cut up by lateral gullies generally 600 feet below the general level of the surrounding country. With a view to surmount this obstacle, we endeavoured to find a feasible route between the points marked A and B on the sketch map, but this was found impracticable, partly from the rough character of the land on the banks of the Moawhango River, but principally from the steep descent to the Rangitikei River, which is about 800 feet in less than a mile. We next inspected the line traversed by Mr. Birch's road from the Rua Puhanga settlement to his woolshed at the Rangitikei River (marked Con the plan). The ascent from Rua Puhanga to Mr. Birch's station is about 500 feet; thence to the summit of the uplying plateau is 450 feet; thence there is a descent to the Rangitikei River at wool • shed (marked C) of 740 feet. After crossing the river an ascent of 1,010 feet surmounts the highest point on the track between the Rangitikei and Taruarau Rivers. Shortly after this a descent of 960 feet has to be made to the Taruarau River. Between this point and the Ngaruroro River the country is very broken, and there is a descent of 600 feet to its bed, and on the opposite side an ascent of 450 feet. After this are further descents and ascents to and from the ridges between the branches of the Omahaki Stream, but these are of minor consideration. On arriving at Wharewhare there is but little difficulty in finding a good line to Napier. The distance between the Wangaehu and the practicable portion of the Ngarurou River is in a direct line about forty miles, and in my opinion it would be very difficult and expensive to make a railway through it. A dray-track can be made, but it would require a careful survey, and would be rather expensive at several points. With reference to the alternative line from Wangaehu crossing the Rangitikei and proceeding by the western side of the Ruahine Range to the Manawatu Gorge, we were not able to go over the country; but from a position from where we could see it, the principal difficulty appeared to be the broken limestone spurs between the heads of the streams falling from the main range into the Rangitikei and Oroua Rivers. South of the Oroua River the valley of the Pohangina seemed to offer some facilities ; but this would require further exploration and survey before being able to form a correct opinion about it. From views obtained from the Kaimanawa Range, the most practicable line of country appeared to lie to the westward of our course, down either the valley of the Turakina, Wangaehu, or Wanganui. It certainly seemed much lower and less broken than that travelled by us. I enclose herewith a sketch map showing the proposed line of railway from Lake Taupo to Rakatipauna. As the portion between Cambridge and the south end of Lake Taupo has already been shown on the map made by Mr. Mackay, and you have also inspected the country, I deem it unnecessary to take notice of that part, and have confined my report and sketch map to the district travelled over by Mr. Mackay and myself. I have, &c, John Carruthers, Esq., C.E., Engineer-in-Chief, Wellington. A. C. Tuenee. P.S.—I enclose rough sketch showing the relative position of the Rangitikei, Oroua, and Pohangina Rivers, on the western side of the Ruahine Range, and the line which it may be hereafter deemed necessary to explore.

No. 3. REPORT ON THE OAMARIT BREAKWATER. The Engineee-in-Chief to the Hon. the Minister for Public Wobks. Sib,— Public Works Office, Wellington, 14th July, 1874. In accordance with your request that I should report on the present state of the Oamaru Breakwater, I have the honor to state that, although I examined the works closely when I was there, I took no measurements, and am therefore unable to report on the amount of work which has beeu done. In October, 1871, before the work was begun, I had the honor to report to the Hon. the Minister for Public Works on the plans. It was at that time thought that enough shingle travelled round Cape Waonbrow from the south to render the breakwater unserviceable at a more or less distant date. I therefore carefully examined into this matter, and reported that I thought the beach to the south was stationary, and that "no shingle to speak of came from the south." Experience shows this opinion to have been correct. The contractors cannot now get any shingle from the south side of the breakwater, and it may be taken for granted that the works are perfectly safe from failure from this cause. The breakwater is also designed of ample strength, and is being carried out in a manner highly creditable to the contractors and to all concerned in the supervision. As far as could be judged by what I saw, the work is being done as well as it is possible to do it. The cement used is of excellent quality, the concrete is well mixed, and the blocks are set in place in a very careful manner. I have, not in any respect changed the opinions I expressed in my former report —viz., that the present breakwater will much improve the harbour, but that eventually the northern pier will have to be built as well as the present one, on account of shingle from the north heaping up under the shelter of the southern pier. When this is done, the harbour will be protected from all winds, and will be a safe and useful work. The rate of progress appears to me to have been slow; but lam not acquainted with the causes of delay, which have probably been unavoidable. With the magnificent plant now on the work, I have no doubt future progress will be more rapid. I have, &c, JonN Caeeuthees, The Hon. the Minister for Public Works, Wellington. Engineer-in-Chief.

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