WAIKOHU COUNTY COUNCIL.

Poverty Bay Herald, Volume XLVII, Issue 15221, 20 May 1920, Page 7

WAIKOHU COUNTY COUNCIL.

j The following special report on the 'above subject has been submitted to the I Waikohu County Council by the County (engineer: — ' To the Chairman, Waikohu County Council:— Sir,— As instructed by you at last meeting I have prepared the following report on the mileage of roads in the various ridings, - which, In the light of my recent investigations I consider should be tar treated, and also which roaus would be equally well served with waterbound macadam, together with a list of tools and plant which would be necessary for the economical carrying out of these works, and their cost. I interpreted my instructions to refer lo the chief roads in the various ridings, together with such by roads as have metalling' proposals under consideration, as it must be seen that it would have been Impossible for me to have obtained the necessary information to enable me to submit a detailed report of the requirements of each and every road in the county in time for this meeting. I have, however, considered all the principal roads and have briefly given the reasons for my recommendations as well as the estimated cost of the recommended works., Karaka Riding:— Practically the whole of the main road in this riding from Kaitaratahi to Waikohu is eminently suitable for tar treatment, although not directly on the existing surface. The increasing volume of motor tarfflc which this road sustains, particularly that pari, between Puha and Kaitaratahi warrants a more permanent type of road than ai present being maintained, for whilst the existing road is quite capable of presenting a reasonably smooth surface during the summer months, a wet season makes it very muddy. My recommendation for I this road is tar grout, , to a width of 18 jfeU between Kaitaratahi and Te Karaka, and 12 leet width : for the balance, the work to be carried out on lines similaT to the construction in the Patea County, , using local gravel for the foundation, . crushed metal for the top coat, and I bitumen for the wearing surface. The I distance in this, riding would be approx- ! imately eleven miles. I advise the use 'of crushed metal for the top coat in preference to the cheaper gravel, because the Waipaoa river gravel is practically 75 per cent, papa, and the chemical i constituents in gas tar cause papa to decompose and disintegrate, consequently • papa gravel would not make a satisfactory tar road. ! Kanakanaia Riding:— About seven miles of the road between the steel bridge and Kanakanaia are suitable for ,tar surfacing, the balance being either too narrow or too steep. The recently metalled portion between No. 2 bridge and Kanakanaia should be in ideal condition for tar-sealing next season, and I would strongly recommend that this work be gone on with. The gravelled part of this road between Krause's and Te Karaka will carry the traffic for a while, but as the worst parts of It gradually require attention I would recommend that they be surfaced with about two inches consolidated depth of crashed metal and tarsealed, using bitumen for the second spraying- j Mangatu Riding:— All that I have stated in connection with jthe Karaka Riding main road is equally; true with respect to the Puha-Whatatutu Road, particularly as this latter road has to carry very much more heavy traffic than the former; 1 would therefore recommend that the entire eight miles between Puha and J Whatatutu be tar-grouted twelve feet wide in continuation- of the recommended work between Te Karaka and Puha. Motu Riding:— Of the Waikohu-Motu Road via Rakauroa, the four miles between the riding boundary and the Mahaki ford are suitable for a tar road, but I have doubt whether the traffic at present between the Waihuka suspension bridge and Mahaki warrants more than a well-laid water bound road, whilst the Otoko hill is only suitable for ordinary macadam. Between Gold Creek and Matawai I would recommend a welllaid waterbound macadam road, tarsealed wherever the grades and physical conditions permit. I advise tar-seal-ing wherever practicable. On account of the heavy rainfall experienced in that locality, and whilst I fully realise the necessity of sub-drainage, we can assist that by making the surface impervious 10 water, as well as prevent the disintegrating action of water percolating througn the macadam. The road between Motu and Matawai, and particularly between Motu and Motuhora has a heavier traffic than between Matawai and Otoko. whilst the weather conditions are Identical. This road has a solid foundation, but tnt surface Is very rough. I would consequently advise that the surface be scarified and put into shape and about a two-inch coat of broken stone grouted in, the seal ;oat to be of bitumen. For the Motu township a tar grouted road should.be laid 18 feet wide, similar to that recommended in the Karaka Riding, . whilst the balance Of the Motu Falls Road loan proposals should be carried out in waterbound macadam; This latter could be tar-sealed if it was thought advisable, though owing to the situation ol tnt quarry a waterbound road should be economically and satisfactorily maintain, ed. Ini connections with rtho Kalpono loan proposals, it would be practicable to lay a foundation coat of the inferior 6tone from the roadside with a tar grouted surface of two inch consolidated depth composed of stone from Richard- . son's quarry, at a slight increase in cost of the existing proposals. . Considering 1 climatic conditions and in view of the fact ' that tar grout makes a more permanent ; type of road I would recommend this procedure. \ p Ngatapa Riding:— ln connection with the Ngatapa-Wharekopae road, a scneme has been considered by v the ratepayers 1 for metalling the whole bf the 20} miles ! in this riding, using Patutahi limestone 1 and Tahora sandstone throughout. : Reviewing my previous proposals I would now recommend that from Robert's bridge to Tahora the proposed waterbouna macadam road be adhered to whilst from Robert's bridge to Deep Creek tht road be tar-goruted, with the exception of several isolated patches amounting in all- to about 2$ miles. Thjs would mean 10 miles of tar-grouted road and ioj miles of waterbound macadam. My, reason for advising waterbound macadam for the Robert's bridge-Tahora section Is threefold— first, the grades for a considerable distance, particularly on the Tahora side, preclude the use of tar, as they are too steep; second, owing to its proximity to the quarry site a greater depth of gpod stone can be laid than would be economical otherwise, $hd third, if at any future date the traffic conditions altered, the road could easily be put intp shape for tar-sealing. With reference to the Deep Creek to Robert's bridgp portion J haye recommended this to be tar-groutetl, although, j recognise it is not particularly suited (or tar work. The exceedingly long haul of an average of nine miles which it would be necessary to cart the 13,000 cubic yards of Tahora and Patutahi metal required for water

I' macadam was an Influencing factor in my decision, particularly seeing that with a tar-grouted road the Inferior stone on the roadside can quite well he used for the foundation and the quantity of good stone be thus reduced by over one-half. For the sealing or' finishing coat I would recommend the use of bitumen instead of tar. I Estimates.— l have attached my detailed estimates to the end of this report to enable councillors to .see liow the aggregate has been compiled, but the total estimates of the cost of the works recommended are as follows: — Tar-treated Roads, Karaka Riding.— Kaitaratahl-Te Karaka, distance 6 miles, total cost £12,000, or £25 per chain; Te Karaka-Waikohu, distance 5 miles, total cost £6,400, or £16 per chain. Kanakanaia Riding.— Krause's mill to Kanakanaia, distance 4 miles, total cost £1,029 125., or £3 ss. per chain; steel bridge-Krause's mill, distance 3 miles, total cost £2,113 2s, or £8 16s aprox. per chain. Mangatu Riding.— Puha to Whatatutu, distance 8 miles, total cost £10,000, or £15 12s 6d per chain. Motu Riding.— Waikohu-Motu, distance 10 miles, total cost £20,000, or approx. £13 3s per chain; Motu township, distance i mile, total cost £676 12s, or approx. £16 18s per chain; Waiwero bridge-Kaipona, distance 3£ miles, total cost £3,468 12s, or approx. £12 8s per chain. Ngatapa Riding.— Deep creek-Robert's bridge, distance 10 miles, total cost £16,400, or £20 10s per chain. Water-bound Macadam Roads, Motu Riding. — Waikohu - Motu, distance 6J miles, total cost, £7,060. or approx. £13 per chain; Motu-Motu Falls, distance 3} miles, total cost £2,753, of £9 16s. per chain. Ngatapa Riding.— Deep creek-Tahora, distance 10} miles, total 'cost £11,080, or £13 4s per chain. Before considering the plant that is necessary for the carrying out of these recommendations, the amount of work per annum that is expected to be undertaken must be decided, and, further, that the order in which the work shall proceed must be arranged. The reason mr this will be seen more clearly whilst we are discussing the question of plant. For a basis to work on I have allowed that the amount to be expended per annum shall be £10,000. From the foregoing estimates it will be seen that at that rate it will take nine^ years fo carry out these works, ' which aggregate in estimated cost £90,000, and whether this rate of progress is too fast or too slow is for your decision. From my detailed estimates it will be seen that the total amount of material required to complete the proposals is 40,860 cubic yards of gravel or inferior stone for foundation work, 45.244 cubic yards of crushed metal, 12,380 cubic yards of metal chips, 221,296 gallons of distilled tar, and 81,532 gallons of bitumen. To carry out the work in the specified time means that sufficient plant is necessary to handle approximately 11,000 cubic yards of stone and 34,000 gallons of tar and bitumen per annum, or 75 cubic yards of stone and 226 gallons of tar and bitumen per day for 150 days per annum. For the purpose of this report I have grouped the proposed works into three districts, viz., Wharekopae district Motu district taking as far as Mahaki' and Kaiaka district, and will discuss ihe plant necessary for the work in each district. The total amount of stone to be handled in the Wharekopae district is 27,000 cubic ya.rds; of this 15,750 cubic yards requires fn be crushed. . and of the latter 6,000 cub. yds. has to be carted an average of eight miles. To keep up to schedule 40 cubic yards of crushed stone must be carted per day, but as the lorry will only cart on an average 12 to 14 cubic yards per day it will be seen that the rate of work on the Ngatapa-Whare-kopae road depends on the transport and unless extra lorries are obtained it will mean that the whole of the Council's plant will be held up in the Ngatapa Riding for about six or seven years. In the Motu district the loan proposal works in Motu township, on the Motu Falls road, and the Kaipona scheme, together with the recommended tar-grouting between Motu and Matawai, involve 3,700 cubic yards of foundation stone, and, 7.700 cuhtr yards of crushed metal and chips. Putting; the capacity of the crusher at 40 cubic yards per day, it will take 192, days to crush the stone, and allowing that the quarrying, carting, rolling and tar-spraying is all kept up to schedule it will take about two seasons to put 'his work through. It is obvious, therefore, that if the above-mentioned works are proceeded with, with only the present plant, plus the necessary tar-heating and spraying machines, it will be from, eight to ten years before any improved methods can be adopted in. the Mangatu "tod Karaka Ridings, or any other metalling undertaken in other parts of the county. In connection with the , work In the Karaka district 20,500 cubic yards of broken metal and screenings are requiredof this possibly 2,500 cubic yards could be crushed from boulders from the Waipaoa -iver at Whatatutu, but the balance of tß.ooo cubic yards must come by rail. The amount, therefore, of work that can bo done in the Karaka district depends entirely on the amount of stone that can be obtained from a permanent quarry on the railway. I trust I have made ft clear how interdependent the proposals are, and the reason for my statement that the amount and sequence of the work are the deciding factors in connection with the purchase of plant. My recommendations in connection with the plant and working of the gangs are that (1) As soon as the engine and crusher have finished the approved work at otoko, it be moved to Patutahi and installed in a quarry to be opened up on Cr.. Williams' section. (2) If possible, arrangements be made with the Public Works Department for a siding in to Repongaere and for them to convey the stone by rail to Ngatapa and also to Te Karaka district. (3) A second lorry of the same capacity as our present one should be purchased in time for next season and principally for work on the Ngatapa-Wharekopae scheme. (4) As soon as crushing operations are in progress at Patutahi and prior to the road being fit for carting towards Wharekopae, the stone is to be railed or carted by lorry to the Karaka district for any tar work that may be decided on. if no tar work is to be commenced the crushed metal is to be stored until the Wharekopae road Is fit. When sufficient atone for a season's work is ready at Patutahi, the crusher should be sent back to rfana. kanala to finish there. (5) Another crusher of approximately 60 cubic yards capacity should be purchased together with the necessary engine and screens, etc. and on completion of that worfc it should be installed in a permanent quarry near the railway if tap" work Is decided on, bu .t if; n.Qt 11 can be. used on whatever

is decided on, a 300 gallon tar-sprayer, ;i road broom and *i one-ton truck should Lie purchased for delivering the tar on the road, together with a tar storage work it may he needed, (o) If. tar work tank, tar heater and the other necessary appliances in a central yard. With adherence to the above recommendations, the first season's work woum allow for the crushing at Patutahi of sufltciciit stone to meet the requirements of the lower end, of the Wharekopae-Nga-tapa road, plus about 1,000 cubic yards for use on the Kaitaratahi to Puha, ana the Ptilia to Whatatutu roads, as well as the completion of the metalling and tarseallng between Kanakanaia and Kraustvb mill, together with -the completion of the Motu township and Motu Falls works. The following season's work would allow for shifting our present crusher to Wharekopae and the metalling -of the TahoraHobert's section, the completion of the Kaipona. and the Motu-Matawai proposals, and the supply of about 2-.000 cubic yards of broken stone for the Karaka district. The third season's wo.rk should either' see" the Motu plant installed in a permanent . quarry for the supply of stone for the karaka district tarwork or tho Waihohu-Matawai metalling, or any other metalling proposals that may be approved, such as the Motu Valley road, , whilst the Wharekopae work should be completed from" Tahora' to MarsJton's, and from Semmon's to Deep creek. The amount of work and locality during ensuing seasons wiU depend on what, is decided to be udertaken. Estimated Cost of Plant Required.— l regret that I have not had replies to an my enquiries re the price, of equipment, but I haVe estimated the approximate costs. ■ * Quarrying Plant.— Crushed £500, engine £400, screens £100, permanent bins, etc., £150; total £1,150,Road Plant— Tar sprayer : 500, lorry £2,000, one-ton. trtick £300, road, broom £100, scarifier £100, water cart and tank for carrying hot tar £100. brooms, shovels, etc., £25: total £2,625. Central Depot.— Land (4 acres at £25) £100, tar storage plant £450, tar heater £100, concrete^ troughs and steam coils £100: accessories £100; total £850. Railway Yards — Scoop conveyer for unloading stone anil chips' and loading drays and, truck £400. Grand total £5,025 DETAILED ESTIMATES. Karaka Riding.— Kaitaratahi*Tc Karaka, 6 miles 18 feot wide, 480 chains, 63,560 so; yds; Material— Gravel. 10yds per ch, 48Q0, at ss, £1200; broken stone, 10yds per ch., 480, at' lss £3600; "screen, Both coats; 4 c yds per ch., 1920 c yds, at 15s £1440; tar in top coat, |gal. per sq. yd., or 47,520 gals, at Is £2376; Bitumen seal coat, 1-5 gal. per sq. yd., 12,672ga15., at Is 6d £950 8s; labor, 480 chains at £4 per chain £1920— £11,486 Bs. Labor, includes* scarifying, removing old motal, lowering crownrolling' foundation, replacing and rolling gravel, spreading grouting and rolling top-coat, blinding, spraying bitumen, and blinding. Te Karaka-Waikohu, 5 *railes, 12 feet wide, 400chs., 35j200-sq. yds.: Material— Gravel, 7yds per ch'., 2800 c yds at 5s £700; broken, stone, 6yds per eh., 2400 c yds at 14k 6d £1W; .screenings, both coats,' 3 c yds', per chain, 1200 c. yds., at 14s Gd; £870:; tar in 1 top coat, fgals per sq.",yd., 26;400ga1s at Is £1320; bitumon-scal coat, 1-5 gal. per sq. yd., 7040 c yds at Is 6d* £528l ; labor* 400 chs. at £3 per chain £1200— £6358. Labor includes scarifying, removing old metal, lowering crown, rolling foundation, replacing and rolling gravel, spreading grouting and rolling top-coat, blinding spraying bitumen, and blinding. Total Karaka Ridiiig £17,844 Bs. Kanakanaia Riding.— Kause's mill to Kanakanaia, 4 miles, 9ft wide, 320 chains, 21,120 sq. yds: Estimate for tar sealing on recent metalling, material— tar 1-5 gals, per sq. yd., 4224 gals at Is Id £228 16s, bitumen, 1-5 gals, per sq. yd., 4224 I gals, at ls'6d £316 16s, both coats screenings 1 c yd. per ch., 320 e yds at 16s 6d £264; labor, rolling existing metal, tarring, blinding 2 coats, sealing, coat, etc., 320 chs. at 10s per ch. £160— £1029 12s. Steel' bridge-Krause's mill, 3 miles, 9ft wide, 240 chs, 66 sq. yds. per ch., 15,840 sq. yds: Labor, scarifying, lowering crown and . rolling foundation, coat 240 chs. at 10s per ch. £120; material, top-coat 6 c yds' per ch., 1440 c yds; at 16s £1152; tar, jjgal.persq.yd., 3960 gals at Is £198;bitunien. 1-5 gril per sq ; yd.; 3168 gals at Is 6d £235 2s; screenings, both coat's,- IA c yds, per ch., 360 c yds at 16s £288; labor, spreading and rolling top-coat, spraying tar and blinding 240 chs at 10s £120— £2113 2s. ' ; Mangatu • Riding. — Puha-Whatatutu, distariee 8' miles 'or 640 chs, width 12ft 88 sq. yds per ch., 56,320 so; yds: Material gravel- 7 c yds" per ch;, 4480 6 yds at, 6i £1344; broken stone. 6 c yds per ch., 384( c yds at 14s-6d; £2784; screenings 2 c yds rp'er oh, ? 1280 c yds at 14s 6d*£92B; tnr ir top coat ggals per sq. yd., 42,240 gals ui Is £2112; bitumen in seal coat* 1-5 gal, per-sq.yd; 11,_64' gals af Is; 6d,£844 16s: TJabOr, ".scarifying, re'nidvihg, old metal lowe'rlhg CTowh, rolling' foundation, replacing^ and rolling gravel, spreading grouting and rolling top-coat, blinding pprayihg bitumen and blinding, 640 chs at £3' £1920— £9932 16s. , Motu Ridimr.^-WaikohU-Waihuka, distance 1 mile 80 ! chains, width 9ft, 66 sm, yds. jlor ch., 5280 sq. yds: Material, broken stone, 5 c yds. por ch., 400 c yd? 'at 12s 6d £250', screenings, 2 c yds per toll., 160 c yds "at 12s 6d £100; tar in top c6at, Jgal. per sq. yd., 1320 gals at Is £66 ; oituhieri in seal coat, 1-5 gal. per so. vd. 1056 at Is 6d £79 4s; labor, scarifying, reinoving old metal, lowering crowii, rqlling' ' ftfUiidatibhi replacing and •Vollin^' graVel, spreading grotiting and rolling top-Coat, blinding spraying bitu'hieri. and blinding, 80 chs. at £3 £240— •6735 4s. Waihiika-Mahiki ford, distance 3 miles 240^chftins, width 9ft, 66 sq. yds. per ch., 15,840, sq. yds: Material, foundation, gravel 9ft x 6in., ll c yds per ch., .2640 c yds' at Ss £660; top-cbat, crushed stone, 9ft x 3ih, 5^ c yds per ch., 1320 c yds at 10s £660; far in top coat, 1-5 gah per sq. yds; 3168 c yds' at Is £158 8s; bitumen seal Coat, 1-5 : gal: per sq. yd., 3168 gals at Is' 6fl £237 12s; screenings. 2 "c yds.' per ch., 480 c- yds'.' at 10s £240; labor, . preparing., foundation, . spreading 'and' rolling* 'gravel; • spre'.adihg and rolling cry'shp'iV stone. bliiidiHg. etc.. 240 chs nb £3' £720— £2676: Mat'awai-Gold Creek, distance! 12''' "mile's'.' '960"clft'| writer-bound macadam with about! if tnr Realed, width ! 9ft; 66 sq'. yds' ner" hh. , 63,360, sq. yds of which npprox. 47,520 so. yd&'tar' sealed: ■Material, broken 'stone (inferior^. 11 c vds. pot oh.. 10,560 c yds at 9s £4752; crushed metal. 5£ c yds per dr., 5280 c vds at, 15s £3960; tar, *gal. ner sq. yd., 11,880 gals at Is Id per gal. £640 10s; bitumen, 1-5 gal. por-so, yd.; 9504 gals, at Is 7d per gal. £752 8s; scrceningsi, both coatsj 2 c yds. per .ch.-, 1440 c yds at 13s ; £936; labor, forminrr and rolling' foundations, -spreading and rolling bottom, couf'se, spreading, blinding and rolling top course, 960 chs. at £2 £1920; sweeping', . spraying'. and blinding both coats of 'tar 'bitumen; 47,520 so yds at 2d per sq yd' £396i-£131359 18s. MotuMatawai;- distance 6 inilefc, 480chs., width 9ftlj- 66 act 1 , yds per cti., 31,680 sq. yds: Material', broken stone, - 4 e yds. per ch.. 1920 c yds at 12s per c yd. £1152: tar, Agal. per sq yd., 15;840 gals*.- at Is Id £85,8; bitumen, 1-5 gal. per sq. yd., 6336 'gn.lsV at Is 7d £501' 12s; sCt^dhirigs, 2 c yds lier' eli:, 960 c' ydb at;- 10s' Tier C yd £480: labd>, * scarifying reforming, spreading And 1 - rolling' new metal,'- spraying and blinding both cbatS.- 480 chs at- 20s £480— PVSs pW eh.— £347l 12s. Motu Township, dislaniio. 40' bhs; ; wrtdfch 18'ffcv 132' sq. yds. pfer ch., 's2Bo\sq'. yds. : Material, gravel, l_<c yds per ch., 440 c yds at 5s £110; broken stone, 11 c ydtl per ch., ,440 c yds at 10s £220; tar. jg'ali per' sq. yd.. 2640 gals, at Is 'Id. £143; bitumen, 1-5 gal- per \ aq. yd:. 1056 gals, at Is 73 '£83 12s; labor, J scarifying, reforming, rolling, spreading and rolling new gravel, spreading and rolling broken stone,, spraying and blindihg- both dodts, 40 chsl at' £3 per ch. £120-^£l6. 18s per" ch".,-^£676 J 12s", Wai-Svlierpbrid^e-Kaiporia; distance 3| miles, Or 280' chs;, Ajtidth 9ft, 66" sc{. ydd per eh., or 18,480 sq; yils' ; about 30 chains already , tfoa\W formation:'; Material; foundation (infriribr' stone-), ,11 c ydS : . per ch., 2750 c ; ydk at" 7s" 4962 10s ; topcoat, 5£ c yds tier" chV, ' 154b c fds^fl't los'£77o; tar, Agnl. nor sq. yd., 9240 gals, at Is Id' £500 10s: bitumen, 1-5 gal. por so. j'd., 3696 gals. at. i Ik 7d £^92 12s : screenihgs, both coats, 2 yds. por ch.. 560 c. yds at 10s £280; labor,) preparing f ormatioh, rolling, spreading ( bofc'torn coufsei, spreading and rolling top courso. tijr 'grouting; blinding, spraying with KU.Uineh and blinding. 280 -chs. s\fc £3 £840— £12 8s approx. por ch.— £3645;

12s. Motu-Motu Falls, distance 3£ miles, 260 chs., width 9ft, 66 sq. yds per ch., or 18,480 sq. yda: Material, foundation course, 7 1-3 c yds per ch., top course 7 1-3 c yds per ch., 4106 c yds at 10s £2053; gravel blinding, 2 c yds per ch., 560 c yds at 5s £140; labor, preparing and rolling formation, spreading and rolling bottom course, spreading, rolling and blinding top course, 280 chs. at £2 £560— £2753. If tar sealing was decided on the depth of the metal could be reduced by one third, £684 6s 8d reduction of cost of metal, to which must bo added the cost of tar and bitumen, plus the labor, spraying and blinding, i.e. : material, 4620 gals, of tar at Is Id £250; 3796 gals, bitumen at Is 7d £300 10s; labor, 18,480 sq. yds. at 2d per sq. yd. £153— £703 10s; by reduction of depth £684 6s Bd— £l9 3s 4d. Mahaki Ford-Gold Crock, 3| miles unmetallcd, 300 chs. at 16s, one-third yds. per ch., 4900 c yds. broken stone at 18s per c yd. spread and blinded' £44lo. Ngatapa Riding.— Estimate NgatapaWharekopae Road— Deep Creek-Semmen'e, distance 2£ miles, 200 chains: preparing and rolling formation, 200 chs. at 5s per cji. £50; foundation course, 10ft x 6h>., 12± c yds per ch.-, 2450 c yds at 9s £1102 10s; labor on foundation course, spVfeadihg and rolling 200 \clis. --at 30s- £300 *> top course, 10ft x' 3in, 6£ c yds jJer* cli., 1225 c yds at 19s £1163 15s; tar in top course - ; 2gal. per sq; yd.', 14,667 ; d yds at Is" Id £794 9s; labor, top course, spreading grouting and rolling, 200 chs. at 30s £300; screenings, first coat, 1^ c yds per ch., 300 c yds at 19s £285: bitumen sealing coat., 1-5 gal. per sq. yd., 2933 gals, at ls"6d £220; labor, sealing coat, 200 chs. at 7s 6d per ch. £75; screenings sealing coat, 200 c yds at 19s £190— £4480 14s. Semmen's-Taumata Junction, 2 miles, 160 clis. : material, foundation course, 12^ c yds per ch., 1960 c yds at 8s £784; top course, ; 6£- c yds per ch., 980 e yds at 19s £931 ; tar in top course, 8760 gals, at Is Id £474 10s; bitumen seal coat, 2336 gals, at/ Is 6d £ 175 4s; screenings, both coats, 400 c yds at 19s £380; labor, preparing and rolling formation 5s per ch., foundation course, spreading and rolling 30s por ch., top course, spreading 1 grouting and rolling at 30s per ch., 160 chs. at £3 12s 6d per ch.; sealing coat, spraying and blinding, at 7s 6d per.ch. £580-^---£3324' 14s. Taumata-Robcrts, 5£- miles, 440 chs.: Material, foundation course, 5390 c yds at 8s £2156 ; top course, 2695 c yds at 16s £2156; tar top-coat, 24;090 gals: at Is Id £1304 17s r screenings, two coats, 1100 c yds at 16s £880; bitumen seal coat/ 6424 gals.' at Is 6d £481 16s; labor as above, 440 chsT at £3 12s ' 6d per N ch* £1595— £8573 13s. Roberts-TahoraV waterbound macadam, 8 miles, 640 chs. : Material, bottom course, 8 1-6 c yds per cli., top course, 8 1-6' c yds por ch., blinding, 2 c yds per ch., 11,733 c yds at 10s, £5866 10s ; labor, repairs and rolling formation; 640 chs. ,at ss, foundation course, spreading and rolling, 640 chs. at 30s, top course, spreading, , rolling and blinding, 640 chs. at 305— 640 chs. at £3 5s per ch.' £2080— £7946 10s. Deefr CreekRobert's, isolated patches,- vfrater-bound macadam, 2£ miles, 200 chs.:- Material, bottom course, 121 c yds pencil., 2450 c yds at 9s £1102 10s; top poat, 6£ c yd* per' cli'., 1225 c yds at 17s £1041? ssj blinding; 400 c'yds at 17s £340; labor as above, 200 chs. at £3 5s £650-£31,33.. 15s'.