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The country which the line traverses is of the same formation as described in my report for the Eltham route, and the remarks made in it re waterways apply equally to this route, the same streams being crossed, but for the most part with lower heights between stream-beds and formationlevel. The estimate herewith is based on the quantities supplied from Wellington; but allowances and various amendments have been made, as was necessary in the case of the Eltham route. Provision is made for the purchase of land, credit being taken for the sale of the reserve for the Eltham route. The length of the line is about twenty-two miles, and generally the earthworks are considerably lighter than those of the Eltham route. Stratford Route. This route branches off the main line about three-quarters of a mile south of Stratford Railway-station, near the boundary of the township, and traverses the country in a south-westerly direction in a direct line for about eleven miles, where it joins the Eltham route. A trial survey was made under the direction of Mr. Furkert, traverse-lines being run and levels and cross-sections taken. The plans have been graded and finished by me. The permanent location would be a straight line or nearly so, and the levels would not differ materially from those of the trial line, as there is little or nothing to be gained by departing far from the surveyed lines. The country traversed, being closer to the base of Mount Egmont than the Eltham route, becomes undulating and ridgy owing to the convergence towards the mountain of the numerous streams which are crossed by all the lines. Hence the earthworks are of a heavier character than on the Te Roti and Eltham routes, necessitating longer culverts and higher bridges. The cuttings would be of the same nature as on the Eltham route, but probably harder materials would be met with in the larger ones. The estimate herewith is based on the quantities supplied from Wellington, but amendments have been made as was necessary. Provision is made for the purchase of land, credit being taken for the sale of the reserve for the Eltham route. It would probably be necessary to duplicate the line from the railway-station to the junction, a distance of about 60 chains. The work would be light, excepting the crossing of the Patea River, which, however, might not be necessary, being situated close to the station points. The length of the line from Opunake to Stratford Station is about 26£ miles, and the earthworks on the eleven miles between Stratford and the junction with the Eltham route are mostlyheavy . Hawera Route. This route branches off the main line at Hawera Railway-station, and traverses the country in a north-westerly direction and nearly in a direct line for about twelve miles, until it joins the Te Roti route. A trial survey has not been made, but the line has been examined and sufficient survey made to ascertain the feasibility of crossing the Waingongoro River, which would be done somewhat as shown on plan. The formation would be of much the same character as the Te Roti line between the main line and junction with this route, but there would probably be some heavy earthworks involved for a mile or more in crossing the Waingongoro Valley. The bridges and culverts would be much the same as for the Te Roti route, and the cost per mile of constructing the line might be estimated at the average cost of that route, excepting as to the cost of land, which would be greater, as the line goes through some of the best land in the district, and involves compensation for severance, and for which a sum of £1,500 is added. The length of the line from Opunake to Hawera Railway-station is about twenty-six miles. Eltham Route. (Copy of my report of the 18th April, 1907.) This route branches off the main line at a point about a mile and a half south of Eltham Station, and thence traverses the country in a straight line due west, along a reserve made when the land was being surveyed into sections, to Opunake, a township on the west coast. A survey was made under the direction of Mr. Furkert, traverse-lines being run and levels taken along them throughout, also cross-sections in places. The plans have been graded and finished by me. The traverse-lines shown in black on plans zigzag about the 2-chain reserve, instead of being run parallel to the boundaries —which was done to avoid the felling of trees and cutting of scrub—and in places where any difficulties appeared to be likely the traverse was made outside the reserve in view of avoiding them. The line as located on plans is a straight line coloured red along the centre of the reserve throughout. The section along this line is indicated in black where there is no material difference in levels of the ground as taken along traverse-lines and those of the location-line ; but where difference occurs the section is shown in red. Between 20 m. 13 ch. and 20 m. 68 ch. an alternative line is shown in green located outside the reserve, which might be cheaper to construct than the red line, but requires more survey and examination on ground to decide upon. From 21m. 40 ch. to about 22 m. 50 ch. another alternative is shown, by which the line is continued along the centre of the reserve to where it (the reserve) ends, and thence along same straight line to curve to left for entering station ground. This would probably be slightly cheaper to construct than the red line, would avoid purchase of land outside the reserve, and is a better alignment. Other than the alternative above mentioned (from 20 m. 13 ch. to 20 m. 68 ch.), which is of doubtful advantage, there appears to be no sufficient reason to locate the line outside the reserve.