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1924. NEW ZEALAND
PUBLIC WORKS STATEMENT BY THE HON. J. G. COATES, MINISTER OF PUBLIC WORKS.
Mr. Speaker,— In placing before you this my fifth annual Statement of the activities of the Public Works Department, I desire at the outset to emphasize the fact that if more money could reasonably be placed at my disposal, works in hand could be finished in less time, arid others, which cannot now be commenced, might be added to the year's programme of work. Much as we all desire to see public works of every description expeditiously carried out, great care must be exercised in selection, and decisions arrived at only after ascertaining both the advantages to be derived from the completed works and the country's ability to meet the cost. Furthermore, New Zealand is now practically in the stage when all its able-bodied competent workers are fully employed. To increase the rate of expenditure means increasing the number of men employed by the Department on public works. This can only be achieved by taking men out of other avenues of employment, which would inevitably result in wage competition. Those who carefully observe what happened in the two years immediately following the war —the high cost of works and the small output of labour —will not, in the general interests of the people, willingly allow such a state of affairs to recur. It seems to me an economic necessity that growth of production, population, revenues, and capital expenditure out of borrowed money should at least march together, but it is undeniably better for the future of the country that capital expenditure should be kept strictly in arrear of the other factors. Works of development are necessary in order to increase production, but very careful consideration must be given to so balance the developmental work with the man-power available that the development of new works shall not be hampered and yet at the same time that the country shall not arrive at a stage where a considerable proportion of its breadwinners shall look upon borrowed money as their regular source of livelihood. Before dealing with the construction work of the Department in detail I wish to express my appreciation of the excellent work done by the Engineers and their staffs, and of the loyal assistance they have invariably given me. By every means in their power they have been indefatigable in endeavouring to obtain the best results. To the men who have toiled, in all weathers, often in inaccessible localities on the outskirts of civilization, I also wish to convey my thanks. They have made a splendid response to the call upon their energy and endurance. They are men whose work does not come much under the public eye, yet it is largely through their efforts that we are able to provide the last link in the line of communication between the hard-working pioneers of the backblocks and the markets of the world. By their work we are able to increase the number of people in the rural areas and lay the foundations f'o&the larger population to follow. It is especially worthy of notice that during the past year there has been an absence of serious difference between the Department and its workers. In place of trouble there has been reason and understanding, to the mutual advantage of all concerned.
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During the past year the Public Works Department has proceeded vigorously with the multifarious activities within its sphere, and substantial progress has been made on railway, hydro-electric, irrigation, and road construction. Proportionately good progress has been made in the other directions, which, though less in volume, are equally indispensable. As a result of improved working and living conditions and more efficient organization of work the world's prices for plant and material are tending to become stabilized, though they have not receded, except in a very few instances, to the pre-war level. The average amount of work done by the men employed is steadily increasing, and this, added to the fact that the number employed throughout the year was considerably in advance of that for the previous year, has brought about the favourable results referred to. As a rule, the district officers are called upon to carry out expenditure in accordance with the amount of money placed at my disposal by the Government, but in detail have a considerable amount of independence of action, and the highly practical and energetic way in which the staff sets out its programme of work and co-ordinates the various items of each construction - work, large and small, shows that the organization functions well and gives excellent service. PROGRAMME FOR THE FUTURK. After having considered the matter from all points of view, I am ot the opinion that it would be unwise to spend more this year than £1,200,000 on railway works, £832,000 on roads under my control, £500,000 on main highways, and £1,133,140 on hydro-electric development. In order, however, that works may be laid out in advance, and arrangements for money, men, and material may be systematically made, I have prepared a co-ordinated programme extending over a number of years, and in accordance with this programme I propose to proceed. RATIO OF EXPENDITURE. The diagrams below show the ratio in which the money was expended on the various main activities during the year 1923-1924, and also the ratio which the cost of engineering, accounting and supervision, &c, bore to the total expenditure controlled by the Public Works Department for the year 1923-1924, compared with for the year 1913-1914.
Supervision includes Engineering, Accountancy, Correspondence, Stores Control, and administration generally of not result in progress, and also Engineering investigation of works proposed or contemplated, which may or may
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Full particulars of works carried out by the Department are to be found in the reports of the Engineer-in-Chief, Government Architect, and Chief Electrical Engineer respectively, which form appendices to the Statement, and I refer honourable members to them. RAILWAY-CONSTRUCTION. During the past financial year a total length of 27 miles 31 chains of railway was handed over to the Railway Department for incorporation in the general railway system of the country. The details are as follows : — M. eh. Kaihu Valley Railway .. . . .. . . 4 54 North Auckland Main Trunk Railway (Okaih.au Section) . . . . . . ' . . . . 8 20 Napier - Wairoa Railway .. .. .. 11 73 Greymouth - Point Elizabeth Railway .. .. 2 44 In addition to the lines actually handed over, rails have been laid on 31 miles 40 chains, and goods traffic has been carried on over a length of 31 miles 58 chains, while traffic of all descriptions has been run by the Public Works Department over 118 miles 4 chains, the two principal sections being between Huarau and Portland, and between Tauranga, The Mount, and Awakeri. It is frequently more economical to carry on traffic under the control of the Public Works Department than to hand any portion of the line, immediately it is completed, to the Railway Department. This arises from a twofold, cause : —■ (1.) The fact that the operations on portions of the line uncompleted require the running of ballast and other trains over completed portions, which, if these were under different control to the portions under construction, would be liable to lead to delays. Furthermore, it is frequently possible to work a restricted goods service in connection with the Department's ballasting and other constructional operations, thereby giving settlers facilities on the railway at the earliest date, and at the same time earning money with which to pay part of the interest-charges on capital which would otherwise be unproductive. (2.) It has another advantage, which is that time is given for the revealing of weak spots, the settling of unstable country, and the removal of slips, &c, so that by the time the Railway Department is asked to take control it can be reasonably assumed that all expenses which should fairly be charged to capital have been incurred. The last consideration has resulted in a good deal less line being handed over than was expected when my last Statement was written. Honourable members will recollect that phenomenal floods occurred in various localities during the past twelve months, which so damaged the railway, both the opened and the unopened, and so saturated the whole country, that it was thought desirable to retain the line for a considerable time longer in the hands of the Public Works Department. Given a reasonably favourable season, I anticipate that the Railway Department's large locomotives and other rolling-stock will be able to run over the whole length of the line from the far North to Auckland within the next few months, so that the general public will obtain all the benefits of continuous mileage even though a portion of the line may still not be in the hands of the Working Railways Department. The most important move in connection with railway-construction which has taken place during the year has been the letting by contract of a portion of the Tauranga Westwards Railway, 18 miles 18 chains in length, to Sir W. G. Armstrong, Whitworth, and Co. (Limited). There was a fair amount of competition for the work, and I have every reason to believe that the substantial and well-established firm referred to, which has international experience, will carry it
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through with satisfaction and despatch. The necessary mechanical plant is to hand or is on the water, and the contractors are laying their plans for very vigorous operation during the coming summer. The co-operative system, under which so much of the Government's works have been carried out for the last thirty years, has been the target of much abuse, particularly by those who are not in possession of all the facts. It is interesting to note that the contractors for this length of railway have already a large number of men employed on the co-operative system. The conditions of the contract safeguard the interests of the workers by requiring the contractor to provide housing accommodation and other facilities practically on an equality with those provided on the works which the Department itself directly controls. The schedule attached gives a complete statement of the work on railways now in progress, and the extent to which it is anticipated it can be completed during the next two years, assuming that sufficient financial provision will be available. North Island Lines. It is anticipated that the Portland and Tauraroa Sections of the Whangarei Branch Railway will be completed and ready for handing over to the Railway Department by the first week in November, and that the remaining section of this branch railway to Waiotira Junction will be ready to hand over a little later on. The works on this branch railway required to bring it to completion comprise the finishing of station-buildings, stone drains for drainage in cuttings, and walls for protecting toes of slips which have been very persistent during the wet season. The weather during last winter was the worst on record, and though the line has been kept open while the length of working railways below Maungaturoto was blocked, the finishing-off work had to be delayed until slips were removed and drier conditions prevailed. The North Auckland Main Trunk Railway from Huarau to Waiotira Junction suffered from the effects of the wet winter in a more marked degree than the Whangarei Branch Railway, and during this period all available men were occupied in removing slips and keeping the line open for traffic, so that very little permanent work except ballasting—and not very much of that—could be done in the winter. This line has consolidated, and permanent work's to complete same are already in progress. It is hoped to hand it over to the Railways Department before the end of next March. The extension of the North Auckland Main Trunk Railway northwards of Waiotira towards Kirikopuni, on the Wairoa River, has been vigorously carried over a length of 13 miles, through some heavy country. It is anticipated that the long Omana Tunnel and the Tokatoka Tunnel will be completely lined at an early date, thus enabling the permanent rails to be extended north of Waiotira. It is hoped that by the end of June next all the bridges will be finished to Wairoa River, as well as the rail-laying and a certain amount of ballasting. The preliminary borings for the large bridge over the Wairoa River at Pukehuia have been taken to ascertain depths to which cylinders must be sunk to ensure safety. All steel, iron, and timber have been ordered for this bridge, which should be completed in about twelve months' time. The whole length from Waiotira northwards to the terminus should be carrying traffic within two years. Beyond the proposed terminus a modern road of good grades and curvature is being constructed to tap the fertile Mangakahia Valley and subsidiary valleys. The completion of this road will synchronize with the completion of the railway to its terminus. The investigations referred to in my Statement of last year as necessary before a final decision could be made as to the point to which the railway could be economically carried beyond Okaihau on the North Auckland Main Trunk, are still in progress. In the meantime Rangiahua is the objective, and it is intended to put in hand shortly the preliminary work so that all will be in readiness to
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concentrate men and materials on this section when works are nearing completion on the North Auckland Main Trunk Railway at Kirikopuni. The survey beyond Rangiab.ua is now being vigorously proceeded with, and when this and the estimates are completed I hope to be able to determine the point at which the railway will most economically link up with the proposed roading programme for the Far North. On the East Coast Main Trunk Railway, from Waihi to Taneatua, construction work from Waihi to the 14-mile peg is in hand by the Department. Rails are laid as far as Athenree, and this section should be ready for traffic by the end of the year, and to be handed over to the Railway Department in June next; meanwhile it will be available for use by the contractor referred to in the next paragraph, and for ordinary goods traffic. The contract for construction of a section of this railway for a distance of 18 miles 18 chains was let on the 27th March, 1924, to Sir W. G. Armstrong, Whitworth, and Co. (Limited), as already stated. As yet only preliminary work, such as clearing, fencing, preparation of stacking-yards, opening up of cuttings has been done. Practically the whole of the plant and material required is on order, and some of the major plant items are now arriving. Five of the six steam-shovels are now in the country, two of which are actually in position. One hundred and twenty men are at work, and it is anticipated that when the works are in full swing four hundred to five hundred men will be employed. The following is a list of plant already ordered, two-thirds of which is now available in the Dominion : 6 steam-shovels ; 7 small locomotives ; 200 trucks ; 24 ballast-wagons; 2 stone-crushers ; 1 cable-way excavator; 1 10-ton crane for bridgework ; 2 50-ft. pile-driving outfits equipped with steam-hammers; 2 launches; 1 towing-scow; a number of punts; 3 motor-lorries. From 35 m. to Tauranga formation is nearing completion, and the section from Tauranga to near Te Puna should be ready for goods traffic by end of July next. From Tauranga to Pekatahi, a distance of 58| miles, the line is completed except for final ballasting throughout and permanent bridges between Matata and Pekatahi. This section should be completed in two years and a half, by which time the whole line between Waihi and Taneatua should be ready to be handed over to the Railway Department. Beyond Pekatahi the Whakatane Bridge is in hand, and the line into Taneatua should be ready for traffic within twelve months' time. On the Napier-Gisborne line work is being concentrated on the Tutira Section, so that this railway may reach as soon as possible a point where it will connect with the main road between Napier and Gisborne. This point lies near Tutira, and when the line reaches here the worst portion of the road between Napier and Wairoa will be cut out, and the road distance between these places shortened by about 26 miles. It was hoped to reach Tutira by the end of next year, but serious floods have delayed the works for a few months. To overcome this delay, however, it has been decided to concentrate twelve steam-shovels on this section, and ten of them are now at work. In addition to this the tunnels are all well under way, and should be done as soon as the steam-shovels complete their work. It is expected therefore that the date at which Tutira will be reached will not be much behind the specified time. Ahead of Tutira are several large viaducts, one of these (the Mohaka) being the largest in New Zealand. The designs for these viaducts are all nearing completion, and are now so far advanced that the manufacture and erection of the steel work can keep pace with the rest of the work on the railway. On the Waikokopu line traffic is already being run by the Public Works Department, and ballasting, station-yards, and buildings should be completed by the middle of next year. The Waikokopu Wharf is nearing completion, and several vessels have been successfully worked at it.
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On the Stratford-Main Trunk Railway, east end, the permanent line is laid to 14 m. 50 c. Beyond this point a temporary line suitable for ordinary railway rolling-stock drawn by a light locomotive is run, partly on the main road to the 16-mile peg, where a construction depot, dealing also with a goods and passenger service, connects by a metalled road with Ohura Township, 3 miles away. During the ensuing year it is hoped to complete the permanent line and bridges to Ohura Station (19 m.) and all. station-yard structures along the length. On the Stratford-Main Trunk Railway, west end, the construction of road and railway bridges on the Raekohua Section for which the material has already been obtained will be undertaken, and also the construction of a service tramway to the Tangarakau River, surveys for which are well in hand. On the Opunake Branch Railway the whole of the formation and platelaying works will be completed, and tenders will shortly be invited for the erection of station-buildings at the first six stations. Others will be provided for during the year. The whole of the works on this line should be completed within eighteen months from the present time. South Island Lines. In my last Statement I advised that the Westport-Inangahua Railway should be one of those on which the expenditure of money available should next be concentrated. At the time that statement was made 1 anticipated, that far greater progress would have been made with railway construction; but, as indicated previously in this report, a great deal of additional work still remains to be done on this and other lines not yet completed, and therefore vigorous prosecution of the Westport-Inangahua connection has been slightly delayed. The work done was more or less of a preparatory nature, pending further development of the coal-mines in the basin of Cascade Creek. Arrangements have been made to put in a. temporary siding on the Westport side of this creek, to which point the miners are constructing a flume to transport coal. The formation has been cleaned up, and immediately the rails and sleepers (which are on order) arrive, the railhead will be pushed on from Te Kuha, the present terminus, to the Cascade Creek. When the work to this point is completed it is anticipated that surveys and plans will be sufficiently far advanced to enable systematic construction to be undertaken, with the object of completing the connection with Inangahua. On the Glenhope-Murchison Section all formation work, culverts, and bridges should be completed as far as Kawatiri Station by the end of January, and it should be possible, say, at the end of November, to start laying rails. The Kawatiri Section should then be ready for opening by the 30th June, 1925. Authorization is being asked for from the Owen to Murchison. In the meantime survey parties are engaged upon locating the line to Murchison. On the Beaumont-Roxburgh Railway (Miller's Flat Section) it is expected that platelaying will be completed by the end of November, and that ballasting operations will be well advanced by that date. It is proposed to provide for a goods service between Beaumont and Miller's Flat early in next year. The work then remaining to be completed will comprise the widening of cuttings and banks, final ballasting, erection of station buildings and platelayers' cottages at Craig Flat and Miller's Flat, and general finishing off. It is expected that this section will be completed during next year. Orepuki-Waiau Railway (Orawia Section): The work to be carried out during the coming year is the completion of the platelaying and ballasting, and the erection of station-buildings. It is anticipated that the line will be completed by the 31st March next.
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EXPENDITURE. The total net expenditure under all votes and accounts appearing on the public-works estimates for the financial year ended 31st March, 1924, was £5,314,460. Of this sum £4,065,565 was expended out of General Purposes Account, and the balance, £1,248,895, out of special accounts. A brief summary of this expenditure, as well as the total expenditure since the inception of the public-works policy to the 31st March last, is shown below in tabular form : —
WAYS AND MEANS. On the Ist April, 1923, the available ways and means for general £ public-works purposes were .. .. .. . . .. 441,554 Additional funds were received as follows : — (a.) Under the Aid to Public Works and Land Settlement Act, 1922 3,000,000 (b.) Transfer from Consolidated Fund in terms of section 14 of the Appropriation Act, 1923 .. .. .. ..1,000,000 (c.) Public Revenues Amendment Act, 1913, section 34 —Proceeds of Treasury bills issued in £ anticipation of loans .. .. .. 1,000,000 Less Treasury bills redeemed from proceeds of loan .. .. .. .. 500,000 500,000
Expem Expenditure for Year ended 31st March, 1924. liture. Class of Work. Total Expenditure to 31st Maroh, 1924. Railways — New construction Additions to open lines Payment to Midland Railway bondholders Roads ... Public buildings ... Immigration Purchase of Native lands ... Lighthouses, harbour-works, and harbour-defences Tourist and health resorts. Telegraph extension Development of mining Defence-works (general) ... Departmental Irrigation and water-supply Lands-improvement Minor works and services ... Plant, material, and stores Timber-supply and sawmills for Public Works Department Motor Transport Services ... Cost and discount, raising loans, &c. £ 1,132,765 643,648 £ 30,953,428 13,665,147 150,000 14,513,771 9,080,331 2,689,075 2,061,739 1,194,893 336,880 6,219,411 882,975 1,091,942 2,039,019 493,217 195,505 312,607 363,142 34,707 23,641 1,801,842 754,237* 192,739 92,600 10,807 27,264 717,409 1,363 4,931 110,445 95,467 18,182 Gr. 52,772 3,613 962 311,905 Totals General Purposes Account Aid to Water-power Works and Electric Supply Account Waihou and Ohinemuri Rivers Improvement Account 4,065,5651 8L2,975| 70,5331: 88,103,272 2,923,856 380,695 Totals Public Works Fund Wellington-Hutt Railway and Road Improvement f Railway Account \ Road ... Railways Improvement Account Railways Improvement Authorization Act 1914 Account Loans to Local Bodies Account—Roads to open up Crown lands Opening up Crown Lands for Settlement Account—Roads to open up Crown lands Land for Settlements Account—Roads to open up Crown lands National Endowment Account—-Roads to open up endowment lands Education Loans Account... 4,949,073 20,520§ 91,407,823 228,374 101,658 641,275 932,662 697,408 206,626 49,186 530,649 53,401 295,681§ 1,424,831 Totals 5,314,460 96,224,707 * Includes £4,500 expended under section 16, subsection (1), Native Claims Adjustment Aot, 1923. t Does not include expenditure under thi J Excludes interest during construction. § Includes proportionate cost of Land Amendment i EUesmere Land I loan raised under and Native Land )rainage Aot, 1905. these accounts.
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£ (d.) Recoveries on account of expenditure of previous years .. 9,142 (c.) Ellesmere and Forsyth Reclamation and Akaroa Railway Trust Account receipts .. .. .. .. 1,681 (/.) Miscellaneous receipts .. .. .. .. .. 1,650 Thus making available for expenditure under the General Purposes Account a gross total of .. £4,954,027 The net expenditure on works and services chargeable against the General Purposes Account for the year was — £ (a.) Under appropriations .. .. .. .. 3,749,160 (b.) Under Ellesmere Land Drainage Act, 1905 .. .. 439 (c.) Under New Zealand Loans Act, 1908 (Stamp Duty) .. 1,613 (cl.) Charges and expenses of raising loans .. .. . . 310,292 (c.) Under the Native Land Amendment and Native Land Claims Adjustment Act, 1923, section 16, subsection (1) 4,500 Making a total of .. .. .. .. £4,0(16,004 This left a credit balance in the account for general purposes at 31st £ March, 1924, of .. .. .. .... .. 888,023 Less Treasury bills issued in anticipation of loan .. .. 500,000 388,023 Legislative authority exists for raising a further .. .. .. 5,000,920 It is proposed to transfer from accumulated surplus to capital purposes to the extent of .. .. .. .. .. .. 1,000,000 And to ask for further legislative authority to borrow, when required 2,000,000 Thus making available for public-works general pur poses a total of .. .. .. *.. £8, 388,943 The estimated expenditure under the account for the current financial year is £4,618,500. In addition to the requirements for general purposes there are a number of special accounts with separate ways and means. The most important of these are : —
From these figures it will be observed that at the end of the last financial year the unexpended balance of the Public Works Fund for general. purposes, plus existing and proposed authorities for £ raising further moneys, amounted to . . .. .. 8, 388, 943 While the balance at the same date in respect to some of the more important public works under special accounts, plus existing and proposed legislative authority to raise additional loans, amounted to .. .. .. .. .. .. 10,118,610 Or a total of .. .. .. .. .. £18,507,553
NameJofJAccount. -r, , .... Unexhausted Balance available t, . ,, at 31st March, Borrowing Autho1004 ntyasat 1! " 4 * 31st March, 1924. Additional Borrowing Authority to be sought during Current Year. '■ Total available Ways and Means. llectric Supply Account Vaihou and Ohinemuri Rivers Improvement Account railways Improvement Authorization Act 1914 Account £ 1,106,174 1,661 £ 6,506,990 64,000 £ 150,000 £ 7,613,164 215,661 831,475 1,458,310 2,289,785 'otals for these special accounts 1,939,310 8,029,300 150,000 10,118,610
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IRRIGATION AND WATER-SUPPLY. Another step in the steady progress of irrigation development took place during the year just closed. No new construction works were started, but work was confined to pushing on and extending the several works previously in hand. Although the profit on the older schemes is not expected to pay a high rate of interest on the outlay (owing to excessive war costs, &c), an examination of their position shows that in due course they will pay a reasonable rate of interest, besides rendering enormous indirect benefits. All the later schemes, estimated upon steadier known costs and experience gained, are based on water rentals calculated to return sound rates of interest. The actual area irrigated under all the Government schemes was 14,700 acres, divided among 200 settlers, as against 8,200 acres in the previous year. The graph below shows the growth of irrigation under the Government schemes for the past five years.
In their partial stages of completion the works were ready to serve 47,500 acres, but when completed towards the end of the current year the total area commanded by the Government supply will be increased to 61,400 acres. As settlement increases and full advantage is taken of the water-supply available a great increase in the productivity of Central Otago would appear to be assured. Results achieved. The business arising from the areas irrigated has greatly increased, as will be gathered from the statement appended below showing the business handled outwards at railway-stations Oturehua, Omakau, and Alexandra for the year 1913-14 as compared with the year 1922-23 : — 1913-14. 1922-23. Increase. Sheep .. 46,000 70,700 54 per cent. Goods .. 3,010 tons 6,200 tons 106 Passengers ..5,900 7,452 26 The results of irrigation have everywhere been most satisfactory, and this is particularly noticeable on Galloway Flat. This small area of about 1,200 acres was previously useless, but is now supporting twenty settlers and regularly carrying and wintering fifty horses and 250 head of cattle, besides producing enormous quantities of surplus hay. The Ardgour irrigation scheme was in working-order during the past season, and the results so far obtained have fully justified expectations.
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The major portion of the Last Chance scheme is completed, and the main race is being extended to supply lands nearer Alexandra, which will permit of a few new Crown sections being thrown open for settlement. It is expected that the whole scheme will be available for the next irrigation season. The construction work on the Tarras scheme is well advanced, and it is hoped that the scheme will be completed before the next irrigation, season opens. Land of excellent quality is brought under this scheme, and lends itself well to irrigation. Favourable results may therefore be expected when the scheme is in operation. The Teviot River scheme has been carried out in conjunction with the hydro-electric-power scheme supplying Roxburgh and surrounding district. The water is drawn from the Teviot River, and, after passing through the turbines in the power-house, is discharged into the irrigation-canals. The progress of work has been of a very satisfactory nature. The Bengerburn scheme is supplying from the Bengerburn Stream at Ettrick, and was commenced at the request of settlers who were, at the time, applying for the forfeiture of certain private water rights held in the Bengerburn. An agreement was arrived at by which the Crown acquired portion of the water right, and construction work was commenced in November last. The work is now completed, and irrigation of 1,000 acres is assured. Surveys for other schemes have been carried out, as well as the collation of much information relative to gauging of streams, investigation of rainfall, and other matters affecting irrigation possibilities. Works to be undertaken. The most important project investigated during the year was one for further utilizing the waters of the Manuherikia River. The present scheme utilizes the low-water flow on country lying in the triangle between the junction of the Manuherikia with the Clutha River. No storage is provided. The flow of this river fluctuates to an extraordinary degree on account of the nature of the watershed. If all the water falling could be conserved in reservoirs a great deal of additional land could be irrigated. Numerous dam-sites have been investigated, the most favourable of which now appears to be one at the Manuherikia Falls, in the vicinity of St. Bathan's. With the storage obtained in this reservoir it will be possible to irrigate 64,000 acres, and the revenue from this area, when settled, will be sufficient to provide for the upkeep of the works and leave sufficient over to pay interest on the cost of construction. In addition to permitting irrigation in the Manuherikia Valley itself, the storage of flow water for that purpose will permit of the diversion of the low-water flow for the principal reaches of a number of the tributaries being diverted into the upper Idaburn Valley and on to the Maniototo Plain between the Eweburn and Naseby by the present Mount Ida Race, thus still further extending the field of usefulness of this river. The details of the scheme are not all worked out, but present indications are sufficiently favourable to justify the preparatory work in the direction of setting out the definite lines of races, so that settlers may see just where they will be supplied with water, and thereafter canvassing the settlers in order to obtain binding agreements with them to take the water after same has been made available. When the Government interests are thus secured I shall be in a position to recommend the issue of an Order in Council authorizing the commencement of the works. The total cost of this development will be approximately £800,000, but I do not anticipate that any charges under the scheme will come to hand during the current financial year, and the works at present in hand will keep the staff fully employed for that period. Officers to be sent Abroad. To gain further information regarding the latest methods in irrigation, it is intended to send an officer of the Public Works Department who has had considerable experience in connection with the various schemes in Central Otago, together with an officer of the Department of Agriculture, to California, and
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probably Canada, early next year. The subject will be studied from engineering, administrative, financial, agricultural, and marketing points of view. Not only the actual irrigation, but the preparation and levelling of the farms and drainage problems will be studied. The levelling of some of the farms belonging to Crown tenants in the Otago Central District is already under consideration, and it is proposed to make experiments to ascertain the cost which will be added to the valuations, and the rentals increased proportionately. ROAD-CONSTRUCTION. During the financial year ended 31st March, 1924, the expenditure on roads and bridges by the Department has constituted another record. Naturally, on account of the claims of settlement and the undeveloped state of the North Island as compared with the South Island, the expenditure has been much larger in the former. Even if present expenditure continued in the same proportions it will still be many years before the conditions as regards facilities for transport in the North Island can compare with those already prevailing in the South Island. The diagram below shows the trend of the Department's roading programme for the past ten years.
The progress made has, on the whole, been satisfactory. Many of the most important gaps in the arterial roads have been linked up, or improved to such an extent that early linking up is probable. Given similar progress for another year or two there is every prospect of there being roads passable all the year round to practically every settlement of importance in the Dominion. In connection with access to the Waipu district, which originally was to have been by means of a railway, investigations showed that the amount of of business to be done was inadequate to provide working-expenses and interest on the cost of a railway. Protracted negotiations with the local people took place, and finally it was decided to discontinue the construction of the railway and to utilize the railway formation so far as constructed, and, for the rest of the distance, to improve the road to good grades and alignment, and to surface the whole with bitumen-sealed macadam. This work is in hand. Special attention has again been given, particularly on those roads which are directly under the supervision of the Department, to the obtaining of grading, alignment, and curvature suitable to modern conditions. Every precaution has also been taken to secure the thorough drainage of the foundations of all roads on which surfacing is proposed, and also, after surfacing, the systematic rolling of the material. Adequate provision is also being made for maintenance, an essential feature, and without which the results of capital expenditure soon disappear. In the past there has been some complaint by local authorities that the appropriations do not become available sufficiently early to take full advantage of the most suitable season for carrying out works. lam endeavouring to improve
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this position by authorizing certain amounts for expenditure by the local authorities as soon as the estimates are framed. By so doing, certain urgent works can be put in hand several months earlier than if these works had to await the passing of the estimates before the works could be authorized. The system of framing the allocations in accordance with certain factors such as area, population, estimates of completion of roads, values, undeveloped lands, &c, has again been adopted. There has been much satisfaction expressed at the adoption of the principle by which the local authorities and the officers of the Department mutually confer as to the interests of the districts concerned. By this means more cordial relations have been established, and by mutual agreement certain works that would under ordinary circumstances have been included in the estimates have given place to others having superior claims for inclusion. In consequence of the diminished demand for sections in the backblocks, the expenditure in connection with the roading under land-for-settlements vote for the current year has been somewhat less than usual. It is satisfactory that during the past year there has been less occasion to deal with unemployment than during recent years, and consequently the claims that works should be started, to relieve the labour-market have been even fewer than during the previous year. There are now in various parts throughout the Dominion lengthy sections of roads for which engineering surveys have been made, and which are ready for work when sufficient funds become available, or when labour conditions indicate that they could with advantage be put in hand. MAIN HIGHWAYS. In accordance with the Main Highways Act, the Main Highways Board was to have come into operation at a date not earlier than Ist April, 1924, but owing to various unavoidable delays it was the 9th June, 1924, before the principal schedule of main highways was declared. From that date the whole of these main highways came under the operations of the Act. The length of main highways already declared is approximately 6,008 miles, of which a considerable number in sparsely settled districts have been declared Government roads, in order that the Board may be able to contribute to their construction and maintenance on a more liberal basis than is legally possible in connection with the ordinary main highways. There have been legal difficulties in the initiatory process incidental to the commencement of works, and certain amendments to the Act are required before the local authorities can proceed with their proposals. Everything is now in readiness to permit of works being vigorously prosecuted as soon as these legal difficulties have been overcome. The Dominion has been divided into eighteen highway districts. For all of these districts Highway Councils have been constituted, and, generally, everything is in train for the carrying-out of the intentions of the Main Highways Act. The actual proposals for work as a rule, and except in the case of Government roads, originate with the County Councils. These proposals are forwarded through the District Highway Councils to the Board. Already numerous proposals have been received, and in the majority of cases are for the surfacing of roads in a manner suitable for modern conditions. The specifications for such surfacing range from ordinary gravel to bituminous concrete, and in a few cases cement concrete. In the majority of cases only provisional approval could be given to these proposals, as it was necessary to await the passing of the estimates for the current year under the Construction Account of the Main Highways Board. There have been many applications urging the declaration of additional highways, as there have also been many claims that roads which have been declared main highways should also be declared Government roads, in order to secure more liberal treatment in terms of section 22 of the Main Highways Act; also numerous requests from boroughs that the Board should take over control of certain streets that have proved to be difficult to maintain on account of the excessive amount of foreign traffic. The first report by the Board will be due as soon as practicable after Ist April, 1925.
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THE MAINTENANCE PROBLEM. There has been an ever-increasing number of complaints regarding damage by motor-vehicles throughout the Dominion, especially in the North Island, where metalling is so expensive. The regulation of motor traffic is essential, otherwise much of the expenditure that has taken place during recent years, and is still taking place, will to a large extent be wasted. The roads are built for all, and it is unreasonable that a road which is adequate and economical for 95 per cent, of the travellers and transport organizations should be ruined by a few very heavy and rapidly-driven vehicles, in order that a few may make a little extra profit. The justice of these complaints has been recognized, and Parliament must give controlling authorities adequate powers to deal with the anomaly. The necessity for improved maintenance cannot be too strongly stressed. Good work is done by local authorities and by the Government, but too often the belief seems to exist in the minds of those responsible that, having laid down a good road, there is no need to do anything more for years to come. Nothing could be farther from the truth and no belief more economically unsound. One of the provisions of the Main Highways Act, from which one may expect the greatest results, is that which authorizes the payment to local authorities of a subsidy of £l for £2 on their maintenance expenditure. I hope that local authorities who are spending, say, £60 per annum per mile on their roads will not interpret and apply this section of the Act as relieving them of portion of their expenditure —in other words, that in future they should spend only £40 while the Highways Board provides the other £20. This may be reasonable in some cases, but my intention when framing this section was that the local authority would continue to spend its £60 and in addition another £30 provided by the Main Highways Maintenance Fund, and thereby much better roads would result, and heavy (in many cases) expenditure for reconstruction be postponed for years to come. When we realize that per head of population we have twice as much roadway as there is in the United States and. twelve times as much as in England, it must be admitted that a standard of construction per mile as good as exists in these older, more populous, and richer countries cannot be expected in New Zealand. Nevertheless, the results that have been obtained to date in New Zealand need give no cause for complaint. While the United States has only about 13 per cent, of its roads hard-surfaced, New Zealand has 40 per cent. If we take the total areas of the respective countries into consideration, we find that the United States of America has less than one-eighth of a mile of improved road per square mile of territory, while New Zealand has nearly a quarter of a mile. With the provision of a reasonable amount for opening up the backblocks, and the special funds made available under the Highways Act, I am confident that as the years go by New Zealand's position, both as regards the proportion of its improved roads and as regards the actual high standard of its more intensely trafficked highways, will be still further improved. One of the Engineers of the Department has been abroad for the past twelve months obtaining first-hand knowledge of road-construction and administration methods throughout Europe and America. The information which he has obtained will be of considerable value both to the Government, the Main Highways Board (with which he is associated), and local authorities. A report of his investigations and conclusions is appended hereto. FLOOD DAMAGE. Honourable members will recollect that last year floods of an exceptionally severe nature were experienced, and it might reasonably have been expected that damage such as then occurred would not occur again for some time, but I regret to say that the phenomenal rains which occurred in the early part of this year, 1924. did damage to roads and bridges, and also railways, of quite an exceptional character. In many cases the cost of restoration was entirely beyond the means of local authorities, and substantial assistance by way of subsidy, and in some cases free grants, was found to be absolutely essential to open up and provide for the continuance of means of access to any districts where such serious damage was experienced. These works are still in hand, the main effort having been in the direction of re-establishing traffic with isolated districts.
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HYDRO-ELECTRIC DEVELOPMENT. In the Public Works Statement of last year there was presented a table showing an approximate programme of development for the following six years. This provided for an expenditure of £964,000 for the year ended 31st March, 1924, and of about £1,000,000 per year for the following five years on extensions of existing schemes and on new developments. During the year a substantial advance was made on various portions of this programme The total expenditure on extensions and new works amounted to £865,072, increasing the total capital invested by the Department on hydro-electric development from £2,170,100 to £3,035,172. This extra capital has been expended on the following main divisions : — £ Lake Coleridge . . . . . . 44,768 Horahora .. .. .. .. 79,795 Mangahao . . .. .. .. 682,310 Arapuni .. . . .. .. 57,707 Waikaremoana .. .. .. .. 497 As the Otago Electric-power Board had made arrangements to deal direct with, the Dunedin City Corporation for a supply of power from the Waipori Station to supply their immediate needs, and as the Department is arranging to supply the Waitaki Power Board from the Coleridge system, the urgency for the proposed expenditure on transmission-lines in Otago has been reduced, and the proposed expenditure on this item has to some extent been put back. Mangahao Power Scheme. An expenditure of £682,310 has been made in connection with this scheme, and very substantial progress has resulted. The excavation and lining of the tunnels are nearly finished, the Tokomaru Dam has been almost completed, and, after many difficulties, the main dam on the Mangahao has been completed right across the stream and brought up to a height sufficient to allow water to flow through the tunnels. The power-house building, except for minor finishing details, is complete, and the erection of the machinery is well advanced. The main transmission-lines from Mangahao to Wellington, Hawke's Bay, Wanganui, and Wairarapa are well in hand, and substations are being built at Khandallah (for Wellington), Bunnythorpe, Mangamaire, Dannevirke, and Masterton. Others will be put in hand at an early date. It is now confidently estimated that power will be available at the powerstation by the end of October, at Khandallah by the middle of December, 1924, at Bunnythorpe by the end of January, 1925, and at the other substations at short intervals thereafter. Practically the whole of the power that can be made available from Mangahao has now been allocated to the various Power Boards which can be supplied from the substations under construction. These Boards have entered into guarantees to the Department to pay for the whole of the output of Mangahao Power-station (24,000 X.V.A.) within five years, and the indications are that the whole of the power available will be taken up in less time than that. Before this station becomes overloaded a start will have been made with the main Waikaremoana generating-station, which is the next link in the Department's general scheme of development for the North Island. At present the Mangahao scheme is carrying the capital cost of an excessive proportion of the main transmission system, making the capital cost appear excessively high in proportion to the installed plant capacity. As the scheme becomes fully loaded and connected up with Waikaremoana on the north, part of the capital cost of the transmission system and of some of the substations will have to be adjusted to the Waikaremoana system. Lake Coleridge Power Scheme. An expenditure of £44,768 has been made on extensions to this scheme during the year. The plant has been built up to a capacity of 16,000 horse-power, which is the full capacity of the present tunnel and headworks. The original transformers, which were replaced by larger units, have been transferred to Timaru and to the Addington Substation.
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A start has been made on the duplication works which will provide for an additional 20,000 h.p. in this station. Contracts have been let for the tunnel, pipe-line, power-house building, and machinery, and a programme of construction has been arranged which will enable this additional amount of power to be made available for the winter of 1926. Additions are being made to the main substation at Addington which will enable additional power to be supplied to the City of Christchurch and additional feeders to be run to Power Boards and other consumers in the adjoining districts. During the year supply has been given to the Ashburton Power Board, the Timaru Borough Council, Malvern Power Board, and the Railway Department to enable the Department to operate its signalling-system on the Midland Railway. Horahora Power Scheme. An expenditure of £79,795 has been made on extensions and additions to the Horahora Power-station and to the transmission system radiating therefrom. Contracts have been let for the supply of two additional 2,000 kw. units, which have now been delivered and are being erected. Additions to the powerhouse and enlargement of the head-race and tail-race are being carried out by the Department, and it is anticipated that this extra amount of power will be made available before the end of the present year. A transmission-line connecting Horahora and Auckland has been under construction during the year, and will be completed by about January next, when it will be possible to supply the Auckland Power Board with an additional 2,000 h.p. for reticulation of the southern area of their district, and to allow them to shut down portions of their steam plant at times when it may be possible to operate more economically with water-power. Arapuni Power Scheme. Early in the year tenders were invited in two sections for the construction of the complete headworks and power-station for the first instalment of this plant. This will consist of three units each of 15,000 kw. capacity. For the first section of the contract, which comprises the dam and headworks, three tenders were received, ranging in price from £610,375 to £931,951. For the second section of the contract, which comprises power-house building and the whole of the powerhouse plant, four complete tenders were received, ranging from £565,082 to £740,196. The lowest tender in each case was submitted by Sir W. G. Armstrong, Whitworth, and Co. (Limited), and a contract totalling £1,170,891 has been made with this firm for the construction of both sections. The departmental estimate was £1,168,277. This power plant, which will be considerably larger than anything previously operating in New Zealand, will be manufactured for the most part in Great Britain, although a portion of the electrical apparatus will be manufactured by the Swedish General Electrical Company, who are subcontractors to Messrs. Armstrong-Whitworth for this section of the plant. Special arrangements have been made whereby as much as possible of the plant supplied by this firm will be obtained in England. The Department was somewhat hesitant about awarding any section of this contract to foreign manufacturers, but, in view of the very favourable price submitted by Messrs. Armstrong, Whitworth, and Co., and in view also of the excellence of the plant and machinery submitted, had no option but to accept the lowest tender, although such tender involved the placing of a small proportion of the business outside Great Britain. It is exceedingly gratifying to know that such satisfactory tenders were received for this work, and that it is to be carried out at a price almost exactly in line with the estimates prepared by the Department's Engineers. The whole scheme has been most favourably commented upon by the various experts who investigated it in connection with these contracts, and it is now assured that the Auckland District will be supplied for some years to come with power to meet all requirements. \
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In anticipation of the letting of this contract a large amount of work was carried out by the Department on the roads and bridges giving access to the locality where the works are to be. Work was also undertaken in connection with the village-site and the houses for the accommodation of the staff. As the result of this preliminary work the contractors have arranged to complete the main work in three years from date of signing the contract. Operating Results. Lake Coleridge Electric Supply. The operating results for the year have again been satisfactory. The capital investment has been increased to £892,801. The financial results are summarized as follows:— £ £ Capital investment .. ... .. .. 892,801 Revenue .. .. .. .. .. 78,508 Expenditure : Working-expenses .. .. 20,777 Interest .. .. .. 44,444 Depreciation .. .. 12,584 ■—■ 77,805 Profit .. .. .. .. £703 This has enabled the accumulated deficiency in the Profit and Loss Account to be reduced to £23,173. The State Supply of Electricity Act requires payment of 1 per cent, to a sinking fund after a scheme has reached a profit-earning stage, but we do not propose making any payment into this sinking-fund account until such time as the accumulated deficiency of the Profit and Loss Account has been wiped out. During the year the water-supply to the lake has been well maintained, and with the Harper race there has been no difficulty in maintaining the requisite waterlevel of the lake. There has always been a considerable surplus of water allowed to run past the intake-gates on the Harper. The plant has operated satisfactorily during the year, although a fault developed on the new 3,000 kw. generator after that unit had been in operation for a short time. It was possible at that time, however, to carry the whole of the load without the use of this unit, so no serious inconvenience was experienced whilst repairs were being made. The load on the station has increased rapidly during the year, the maximum load for the year ending 31st March, 1924, being 10,800 kw., an increase of 1,410 kw. Since the end of the financial year a maximum load of 13,200 kw. has been reached on one occasion. It is anticipated that during the winter of 1925 there will be a still further increase in the demand on this station, and every effort is being made to get the plant into first-class condition for the overload, which we anticipate we will have to carry before the new units being provided in the duplication can be operated, which is anticipated to be during the winter of 1926. Horahora Electric Supply. Service has been satisfactorily maintained throughout the year, and the financial results have been very satisfactory. The position may be summarized as follows : — £ £ Capital outlay .. .. .. .. .. 474,817 Revenue .. .. .. .. .. 59,924 Expenditure : Working-expenses . . .. 12,474 Interest .. .. ..21,231 Depreciation .. .. 10,393 44,098 Profit .. .. .. .. £15,826
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This has been expended in wiping out the accumulated deficiency of sinking fund, and the balance of £3,494 has been carried forward on the Profit and Loss Account, as it is anticipated that with the heavy expenditure on additions and extensions coming on during next year, and with special heavy depreciation charges on sections of the old plant, the financial results of the next two years may not be quite so satisfactory. The maximum load was 7,400 kw., an increase of 500 kw. during the year. This might have been considerably increased had the additional operating plant been available. Waikaremoana Power Plant. A small plant has been installed by the Department at Waikaremoana for the supply to Wairoa Borough Council, and in anticipation of our requiring power for construction purposes on the main scheme of development. This plant has been leased to the Wairoa Power Board, and has been operated by them during the year. The results have been very satisfactory in supplying the needs of the Wairoa district, and in building up a load in that district in anticipation of a larger development. The plant has a capacity of 700 kw., and the maximum load reached during the year was 555 kw. The financial results considering the plant simply as an operating-station are not very satisfactory, but as the plant is really an advance portion of the larger scheme of development at Waikaremoana the capital investment is considerably greater than would have been necessary if the scheme had been put in purely for its present purpose of supplying power to the Wairoa Power Board. The capital outlay is £77,148. Capital charges (interest and depreciation) amounted to £5,574, and the revenue to £2,100, giving a loss of £3,474 for the year. Future Development. For the current year the main works under construction will comprise— Mangahao. —Completion of present power-house to capacity of 24,000 X.V.A. Extension of transmission-lines to Napier and to Wanganui, and the completion of substations now in hand. The erection of further substations to supply the Hawke's Bay, Central Hawke's Bay, and Wanganui-Rangitikei Power Boards. Lake Coleridge. —The duplication of the present plant, including a second tunnel, and an additional 20,000 h.p. of plant capacity. A second transmission-line will be erected to Timaru, and an extension made from Timaru to Oamaru. Horahora. —Completion of extensions to power-house, and erection of trans-mission-lines to give supply to Auckland, to Rotorua, and to Waitomo Power Board. Arapuni. —The access roads and bridges will be completed during the year, and the contractor for headworks and power-house will have made active commencement on his contract. A substation will be erected at Penrose to give supply to the Auckland Power Board, and surveys made for transmission-lines and preliminary works necessary to give supplies to Franklin and Waitemata Power Boards. Surveys will be made and specifications prepared for a main duplicate transmission-line between Arapuni and Auckland. Waikaremoana. —Detail plans and specifications will be prepared in anticipation of an active commencement of the major scheme at this place [as soon as our staff are released from Mangahao, and the load, on Mangahao indicates that an additional source of power is necessary. Other Schemes. —In addition to the above, survey and other investigation work in connection with additional sources of power will be put in hand. Future Policy. The works now under construction provide for the requirements of most of the main centres of population. The requirements of others are being provided by plants owned or being installed by local authorities. Some criticism has been directed against the Department in regard to its policy of development in
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Canterbury, but we cannot allow our general policy of supplying power in what is considered to the best interests of the country generally to be upset or modified by purely local considerations. The Department's proposals for a general power-supply to Canterbury, Otago, and Southland provide for a main interconnected transmission system extending from Lake Monowai in Southland up through Otago and Canterbury to Christchurch, and linking up later with power sources farther north, probably on the Clarence River. The nucleus of this scheme exists at present in the Government power-station at Lake Coleridge, with its transmission system to Christchurch, and to Timaru ; in the Dunedin City Corporation's power-station at Waipori, with its lines to Dunedin and Mosgiel; and in the Southland Power Board's station at Lake Monowai, with its lines to Invercargill and Gore. While the load at points between the main load centres at Invercargill, Dunedin, and Christchurch is comparatively small as at present, it is more economical to supply it by means of transmission-lines from existing stations than by building new power-stations, probably with further transmission-lines. In this connection £150,000 (£3O per kw.) would be a low capital cost for a hydro-electric generating-station of about 5,000 kw. capacity without allowing anything for transmission-lines that might be necessary to bring the power to the load-centre. For the same £150,000 capital cost a duplicate transmission-line of more than 5,000 kw. capacity could be taken 100 miles, and the cost of operation would be considerably less than the cost of operating the separate generating-station. Thus, so long as the existing stations have power available, and the intermediate load-centres are comparatively small, transmission from existing stations will remain the more economical method of supply until the existing sources reach the limit of economic development. When the interconnected transmission system from Monowai to North Canterbury becomes loaded beyond the capacity of Lake Coleridge, Waipori, and Monowai, it will be necessary to develop further sources of power and to make them feed into the general system. Which scheme it will be most advantageous to develop next, depends partly on the relative cost of development of different sources, and partly on the magnitude of the growth of load, and prospective load, in different sections of the system. Beyond the duplication of Coleridge, and extensions at Waipori, further available power sources have not all been compared by the Department, but it is known that additional power can be developed in several places, including Lake Tekapo, the Waimakariri River, the Clarence River, the Teviot River, and the Waitaki River, while still further development is possible at Lake Coleridge, but until these schemes can be compared in detail no indication can be given as to which should be developed first. In general, it might appear, on account of load in South Canterbury and North Otago being of medium dimensions at present, and at considerable distance from the existing sources of power, a development on the Waitaki or at Lake Tekapo should be the next to be undertaken. This would leave extra power available farther north for Christchurch from Coleridge, or farther south for Dunedin from Waipori. if, however, a much greater load than the capacity of Lake Coleridge were prospective in Christchurch, it would obviously be more economical, if the sources were, otherwise, of anything like equal value, to develop one of the sources farther north, such as Waimakariri. The time is opportune for investigation of the relative values of these different sources, and it is proposed to utilize some of the staff, released on completion of civil construction work- at Mangahao in a few months' time for surveys in connection with this work. Power Boards. The Power Board legislation was introduced in 1918 to set up new local authorities whose special business it would be to distribute and sell electric power to the consumers in their district. With the large programme of development which the Department has in front of it, it is felt that this portion of the electric-supply business could with advantage be handed over to bodies having direct interest in creating and increasing the load which it is essential the Government schemes must secure if they are to become profit-earning at an early date.
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The matter has been taken up so enthusiastically by the people generally that at the end of the financial year there were thirty-six Power Boards in existence. These Boards cover an area of 57,876 square miles, or 56 per cent, of the total area of the Dominion ; the total population concerned is 679,748, or 53 per cent, of the total population of the Dominion ; and the unimproved land-value included in the Power Board districts is £180,707,472, or 54-5 per cent, of the total unimproved land-value of the Dominion. Of the thirty-six Boards, thirteen are already operating and supplying power, eleven have embarked on an active scheme of construction, whilst the remaining twelve have done only preliminary work. At the end of the year the Boards had a capital investment of £3,212,296, and the ratepayers in their districts by a vote of 28,975 to 2,589 had authorized the raising of loans totalling £7,941,000. General. —The enormous increase that is taking place in electrical development in New Zealand has necessitated a vast amount of work on the inspection of electric lines and plants of various local authorities. The question of adequate regulations to govern electrical work has received much consideration, and, following the publication of new regulations issued by the Institution of Electrical Engineers in London, it is proposed to issue a new set of regulations covering erection of electric lines in this country. During the year a most important conference on power matters was held in London at which representatives from most of the power-using countries of the world were present. New Zealand was represented at this conference by Sir James Allen and Mr. Evan Parry. A paper descriptive of the electrical development of the country was prepared by the late Chief Electrical Engineer, Mr. Lawrence Birks, B.Sc, M.1.E.E., M.lnst.C.E., &c, and presented at the conference. The late Mr. Birks also was to have represented New Zealand at this conference. With that object in view, and to study modern developments in Europe and America, he left this country in April last. Unfortunately his health broke down, and, on the advice of medical men in Australia, he returned to New Zealand. Though confined to his bed after a serious operation he continued to take a keen interest in the work of the Department until he died on the 25th July. Through His death the Government has lost a keen, able, and energetic officer, who put the utmost enthusiasm into all he undertook. He will long be remembered for the work he did in connection with the development of the initial hydro-electric schemes in this country. The works that have been carried out under his supervision will be a monument to his ability, his energy, and his enthusiasm. To fill the position made vacant by his death, Mr. F. T. M. Kissel, B.Sc, A.M.Inst.C.E., A.M.1.E.E., has been appointed Chief Electrical Engineer. Mr. Kissel had acted for some years as principal assistant to Mr. Evan Parry and to the late Mr. Lawrence Birks, and has been intimately associated with all of the Government hydro-electric schemes. He recently spent a year abroad studying the latest developments in other countries, and as he is young and has shown undoubted ability he should be well able to carry on the important work now entrusted to him. RAILWAYS. Railways Improvement Authorization Act, 1914. The expenditure under the Railways Improvement Authorization Act, 1914, amounted to £20,520 for new stations and station-yards, and terminal goods-sheds facilities at Wellington, Christchurch, and Lyttelton; grade-easements, PenroseMercer; new line, Auckland-Westfield ; and signalling, interlocking, and safety appliances. The proportionate cost of raising the loan was £1,466. Additions to Open Lines. The expenditure out of the Public Works Fund amounted to £643,648 for the provision of additional rolling-stock ; tarpaulins ; Westinghouse brakes ; steamheating ; electric headlights for locomotives ; workshop machinery ; improvements
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and additions to station-buildings ; extension of sidings ; bridge-works ; subways ; cranes ; weighbridges ; additions to workshops ; tablet, telegraph, and telephone facilities ; additional dwellings ; signals and interlocking ; and purchase of land. WAIHOU AND OHINEMURI RIVERS IMPROVEMENT. In continuation of the substantial progress made on the Waihou and Ohinemuri Rivers improvement scheme during last year, the new suction dredge, to be electrically operated, is under construction, and it is hoped to commission it by March next. It will commence operations at Ngahina Bridge, and, working downstream, will, on three shifts, build the heavy stop-banks there at the rate of one mile per two months. On the Upper Waihou section, Waihou dredge No. 1 will, within twelve months, nearly complete the remaining work on the section of the stop-banks between Mangaiti and Ngararahi. On the Ohinemuri River the stop-bank system will be completed, and it is anticipated that the reconstruction of the Criterion Traffic-bridge over the Ohinemuri River, and also the reconstruction of the Ohinemuri River Railway-bridge, will be put in hand. PUBLIC BUILDINGS. In connection with the building activities of the Department, a rather damaging statement, prepared, I believe, by a member of the executive of the New Zealand Institute of Architects, was given a good deal of prominence in a periodical which published a special number in connection with the Wembley Exhibition, the inference in the article being that New Zealand did not obtain good results by the practice of preparing the plans and carrying out its buildings with its own staff. Statements were made about monotonous uniformity and stereotyped methods of design. It is only necessary to mention such widely dissimilar designs as the Public Trust Building, the General Post Office, the Governor-General's residence, and the building in which we now sit, to negative any suggestion of uniformity. The photographs reproduced herewith, all of a number of post-offices completed during the year, will indicate to honourable members that our designs are not made by the mile and sawn off as required, but that each site and building is studied so that it may fulfil its requirements, and suitably harmonize with its surroundings in accordance with the best principles of architecture. lamby no means one of those who think that because a man works for the Government he must therefore be lacking in individuality and initiative. Parliament Buildings, Wellington. — Furnishings and fittings required for the new buildings were purchased, and cellarage accommodation for use of Government Departments under the new buildings was provided. The completion of the new building cannot be deferred much longer, and is now under consideration. Departmental Buildings. —Properties at Alexandra and Greymouth were purchased as residences for departmental officers. Provision was also made for a seismograph at the Hector Observatory, Wellington, and additions were made to the Lands and Survey Departments offices at Christchurch. Alterations were carried out at the Departmental Building, High Street, Auckland. Owing to the expansion of business, and the need for additional accommodation for officers employed, temporary additions are to be made to the Departmental Buildings, Wellington, and the necessary provision has been made on the estimates. The erection of new permanent Departmental Buildings can be deferred for some time as a result of arrangements made for renting offices for the staff of some Departments, but the erection of a permanent building will require consideration at no very distant date. The existing wooden structure has been satisfactorily maintained in the past, but will have to be replaced before many years have passed.
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Courthouses. No new Courthouses were erected during the year. A site for a new Courthouse at Blenheim was secured. Necessary renovations have been carried out at the following : Kawakawa, Kaitaia, Russell, Waipu, Whangaroa, Cambridge, Onehunga, Otorohanga, Paeroa, Te Aroha, Te Awamutu, Rotorua, Taupo, New Plymouth, Waitara, Hawera, Opunake, Wanganui, Patea, Tolaga Bay, Taumarunui, Napier, Waipukurau, Dannevirke, Picton, Westport, Reefton, Clyde, Lawrence, Naseby, Roxburgh, Dunedin. Prison Works. The erection of necessary prison buildings was proceeded with during the year to the extent permitted by the funds available. Additions and alterations to the Women's Division of the Auckland Prison, including the erection of a suitable infirmary for female patients, were completed, and good progress'made with the construction of two additional cottages, one of which is now in occupation. The development of the Tokanui Mental Hospital property by Waikeria Reformatory inmates has been continued, and improvements to the Reformatory farm and roads have also been carried out. A new sawmill, on modern lines, has been erected at Waikune Prison Camp, Erua, and the plant, which has now been in use for some months, is satisfactory in every respect. In addition to formation and repair work on the Waimarino-Ohakune section of the Main Trunk Road, the road from Waimarino to Tokaanu was maintained throughout the year by prison labour. The clearing and breaking-in of pumice lands at Houtu, near Tokaanu, progressed satisfactorily during the past year, and much valuable work has been accomplished. The erection of a new Trial and Remand Prison on Watts Peninsula, Wellington, is proceeding. An additional building to house women committed under the Reformatory Institutions Act is being erected at Point Halswell, and will be ready for occupation within a few months. The second cell-range at Paparua Prison has been completed, and the foundations of a new Administration Block have been laid. At Invercargill the construction of the rifle range has been further advanced, and the targets are now being erected. An additional cottage, constructed of concrete blocks, has been completed, and is now occupied. Police-stations. New stations have been erected at Devonport, Nuhaka, and St. Albans ; the erection of a constable's residence at Clyde, a lock-up and office at Ruatorea, and additional office accommodation at Wanganui Police-station have been put in hand ; houses for use as police-stations have been purchased at Henderson and Taneatua. Provision is being made in the current year's estimates for the erection of police-stations at several places where new buildings are long overdue. Post and Telegraph Buildings. The efforts of the Department to overtake the leeway in its building programme caused by the war and the subsequent financial depression have been successful to the extent of enabling increased or improved accommodation to be provided at many places at which it was urgently required. The expenditure on new post and telegraph buildings during the year far exceeded that of the previous year. Owing to the great building activity in the Dominion, and the consequent difficulty in obtaining tradesmen, the cost of building is still comparatively high. The Department is therefore restricting its operations to cases in which improved accommodation is essential for the efficient conduct of its business. During the year buildings were erected at the following places (the list includes a number of post-office buildings of the smallest type) : Awakino (lineman's residence), Dannevirke, Stratford, Dunedin (automatic telephone exchange), Kopaki, Ngongotaha, Ohinewai, Onewhero, Patea, Springburn, Tinui, Waharoa, Waimauku, Waitoa, Wellington (store, workshop, and garage). Additions were made to the post-office buildings at Inglewood, Kaiapoi, and Motueka, and to portions of the railway-station buildings used for post-office purposes at Midhirst and Normanby. At New Plymouth and Tokomaru Bay
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internal alterations were made in order to incorporate in the post-office buildings accommodation previously occupied by another Department, and by the Postmaster as residential quarters, respectively. It was necessary during the year to purchase at Maungakaramea, Plimmerton, Riccarton, and Waipahi buildings to accommodate the post-offices at those places. At Kohukohu a residence was bought for the Postmaster. The extended use of motor-vehicles rendered necessary during the year the provision of workshops and garage accommodation at Invercargill, Palmerston North, Wanganui, and Wellington. Small garage buildings were provided at Matamata, Morrinsville, Opotiki, Papakura, Rotorua, Whakatane, and Whangarei ; and a garage and store building was erected at Masterton. A portion of the new building erected for the Department in Hereford Street, Christchurch, has been occupied by the Telegraph Branch, thus releasing for postal purposes accommodation urgently required in the chief post-office building. Necessary alterations are now being made to the latter building. A portion of the old post-office building at Patea was moved to Whenuakura for use as a post-office. At Lichfield and Okaramio small post-office buildings were provided by the settlers. In each case the cost of the work was subsidized by the Department. In consequence of the opening of the Otira Tunnel, the post-office building at Otira was moved from a position near the western end of the tunnel to a site near the railway-station. A building to house the automatic telephone exchange in Wellington is nearing completion. The post-office building at Paeroa, which has served its period of usefulness, is to be replaced by an up-to-date structure on a new site. Owing to increased business, additional accommodation for post-office purposes is required at Gisborne, Greymouth, Invercargill, Masterton, and Nelson ; and the question of making additions to the post-office buildings at these places will require to be faced shortly. At Gisborne an extensive addition to the existing building is in course of erection. Mental Hospitals Department. At Auckland consideiable maintenance work, together with minor alterations and improvements, lias been carried out. Provision has also been made to light the institution with electricity supplied by the Auckland Power Board. At Tokanui contracts have been let for the erection in brick of an admission ward for females, administration block, and central store, and work in connection therewith is proceeding. At Porirua an additional area of farming lands was acquired during the year, and general maintenance work carried on as usual. The expenditure at Nelson and at Stoke has been mainly on the lines of bringing the institutions up to date structurally. Heavy expenditure at Hokitika is occasioned, by the construction of an up-to-date reception ward, and by necessary alterations and removals to existing buildings, the whole being part of the general scheme for replacing the present old and unsuitable structures with buildings in line with modern ideas and requirements. At Seacliff much maintenance work was carried out in addition to the provision of new bathrooms and lavatories on the male side and new airing-courts for female patients. Buildings for Department op Agriculture. For financial reasons the expenditure upon buildings, &c, at experimental stations has been restricted during the past few years to only the most urgent works, but provision is now being made for the erection of a residence and farmbuildings at Waimaunga, and up-to-date cattle-yards and slaughter-house at the Ruakura Farm of Instruction. The former buildings are being erected to enable dairying to be started and the farm to fulfil the purpose for which it was originally acquired. Provision is also being made for the erection of a residence and farm buildings at the Galloway Experimental Area, to enable dairying to be started for the purpose of demonstrating the best methods to employ in connection with the irrigation systems established in the district.
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The machinery for the mixing of poison, and the buildings in which the work is performed, not being satisfactory from the point of view of the health of the workers in the depots, structural alterations to the buildings are contemplated, and also the purchase of new machinery. Provision is also being made for the erection of a residence and stable at Lumsden. to replace buildings recently destroyed by fire ; for the erection of residential and office accommodation at Roxburgh ; for necessary farm-buildings at Puwera ; for a portable glasshouse for seed-testing work at the Biological Laboratory ; proportion of the cost of erection of a new fumigator- at Auckland; and the installation of electricity at the Central Development Farm at Weraroa, in order that advantage may be taken of the power from Mangahao. Hospitals and other Institutions. The principal works desired to be put in hand during this year are the erection of a new women's hospital for neurological cases at Queen Mary Hospital, Hanmer ; the conversion of existing buildings into the Nurses' Home ; and the renewal of a pipe-line which gives the institute its water-supply. Various additions and alterations are contemplated at King George V Hospital, Rotorua, and at the Otaki and Pukeora Consumptive Sanatoria ; whilst it is proposed to make additions at various St. Helens Hospitals. Additional accommodation is also required at the Leper Hospital, Quail Island. Educational. For primary education a considerable number of new schools have been erected, and a large number of existing schools have been added to. A fine high-school building, to cost £40,000, is in course of erection at Invercargill. Portion of the cost is being found by the Southland Education Board, but the plans were drawn and the building is being erected by Public Works Department, in accordance with the new arrangements whereby the Government will in future erect its own educational buildings. The demand for increased secondary accommodation has been very pressing, and, in addition to buildings that are being enlarged, new schools are in course of erection or about to be erected at Dargaville, Whangarei, Tauranga, Hastings, Napier, Lower Hutt, Wellington, Christchurch, and Invercargill. A large University building is being erected at Auckland, and grants were approved for the erection of new medical and dental buildings at Dunedin. LIGHTHOUSES. A temporary wireless radio beacon was erected at Cape Maria van Diemen, to worlc in conjunction with the direction-finding equipment aboard the s.s. " Tutanekai." The tests carried out proved entirely satisfactory. Apparatus for the conversion of light at Tiritiri from a watched light to an automate ight has been received. An. automatic flashing light has been established, on Ohena Is and. A small automatic acetylene flashing light was installed at Kaipara South Head Beacon. The light at Somes Island was converted from a watched oil-burning to an unwatched automatic acetone-acetylene light, and handed over to the control of the Wellington Harbour Board. Two oil-engine hauling-winches were installed at Stephen Island. Apparatus for the conversion of the light at x4.nglem Point to an automatic flashing type has been obtained and installed. HARBOUR-WORKS. A crane-landing and approach bridge at the Flowerpot Rock at Bruce Bay has been completed. Wharves were erected at the following places : Whangarei, One Tree Point; Kaipara, wharf at Bradley's Landing ; Naumai; and New Brighton, Miranda district. Repairs were carried out to the wharf at Whakapirau ; improvements in the Mokau and Manawatu Rivers were carried out. A harbour for fishingboats was constructed at Kaikoura, and the construction of a wharf at Collingwood was commenced. TOURIST AND HEALTH RESORTS. The principal expenditure last year was in connection with works at Rotorua, which consisted of the replacement of wooden with cast-iron water-mains, and the purchase of a Diesel engine standby plant for electrical purposes.
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A building for massage purposes was erected at Te Aroha ; a ladies' swimmingbath at Helensville ; and additions to the Hostel and the installation of a heating service at Mount Cook Hermitage, in terms of an agreement entered into between the Government and the lessees. Additions and improvements at Morere and Maruia Hot Springs were other works carried out. Provision is being made on this year's estimates for the continuation of the replacement at Rotorua of wooden with cast-iron water mains ; additions, and installation of electric-lighting schemes at Waitomo Caves Hostel, and Lake House, Waikaremoana ; extensive and necessary additions to the hotel at Te Anau ; and improvements at the different resorts under the control of the Department. TELEGRAPH EXTENSION. The persistent demand for the quickest and most modern means of communication by telegraph and telephone, and the extension of the telephone-exchange system to all parts of the country, necessitates greater provision being made year by year for the fuller development of the telegraph and telephone services in New Zealand. The past year's operations, which involved a capital expenditure of £717,000 on materials and labour, included, among other things, — (1.) The connection of 11,000 new subscribers to telephone - exchange systems : (2.) The establishing of telephone-exchange systems at Clydevale, Hawea Flat, Hinds, Karamea, Matakana, Paraparaumu, Plimmerton, St. Heliers, Uruti, and Waipiro Bay : (3.) The prosecution of new automatic installations at Wellesley Street, Auckland; Ponsonby; Mount Eden; Remuera; Onehunga ; Devonport; and Takapuna : (4.) The conversion of the Wanganui Exchange to automatic working: (5.) The extension of the automatic equipment at five exchanges : (6.) The extension of switchboard accommodation at thirty-five manual exchanges : (7.) The installation of underground and aerial cables at a number of the small exchanges : (8.) The extension of the cable system at sixty-nine exchanges : (9.) The reconstruction of the aerial system at a number of exchanges : (10.) The installation of additional multiplex telegraph instruments at Auckland and Wellington, to provide for the linking-up of the more important provincial towns by means of the multiplex system of telegraphy : (11.) The providing of direct communication over machine-printing circuits between Christchurch and Dunedin : (12.) The replacement of the primary telegraph batteries at Christchurch by the installation of the universal battery system, the first of its kind in New Zealand : (13.) The improving of the existing wireless stations in New Zealand and the Cook Islands by the installation of more modern equipment: (14.) The erection of additional telephone and telegraph circuits between the following places : — Auckland-Waimauku Featherston - Cross Creek Taipa-Parapara Christchurch-G reymouth. Hamilton-Cambridge (two) Kumara-Otira Hamilton-Ngaruawahia Kumara-Hokitika Taumarunui-Matiere Ross-Harihari Te Awamutu-Ohaupo Amberley-Omihi Stratford-Whangamomona Christchurch-Ashburton Wanganui-Raetihi Christchurch-Prebbleton Uruti-Urenui Sockburn-Dunsandel Tahora-Tatu Fairlie-Te Kapo Palmerston North - Shannon Dunedin-Lawrence Shannon-Levin Lawrence-Heriot Levin-Otaki Balclutha-Clydevale Otaki-Waikanae Dunedin-Seacliff Wellington - Palmerston North Tapanui-Kelso-Heriot.
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As stated in my report on the Post and Telegraph Department which was laid on the table of the House recently, provision will be made in this year's estimates for the purchase and laying of a submarine cable across Cook Strait which will provide telephone communication between the North and South Islands. The buildings for automatic-telephone exchanges at Christchurch and Dunedin are completed, and the work of installing the apparatus will be put in hand at an early date. Tenders have been invited for automatic-telephone exchanges at Hawera, Stratford, and Dannevirke. CONTINGENT DEFENCE. Owing to the pressing need for economy very little expenditure under this heading has been incurred since 1918, but the estimates for the current year show considerable extension. Provision is made for magazines for gun and small-arms ammunition ; additional harbour-defence works ; provision of new drill-halls and rifle ranges ; water-supply, cookhouses, and mess-rooms for camps ; quarters for Defence staff ; and the provision of an aerodrome at Auckland. All the works are urgent and necessary for the proper training of the Forces and the administration of the Department interested. Drill-hall accommodation either does not exist or is entirely insufficient at many centres. Existing magazine accommodation is insufficient, necessitating the temporary use of unsuitable buildings, and there is a danger of serious accidents and deterioration of valuable ammunition so long as such conditions obtain. The provision of proper cookhouses, mess-rooms, and water-supply at command camps is necessary to ensure the comfort of troops and economical administration of the camps. MECHANICAL APPARATUS. In order to keep construction works adequately supplied with indispensable modern apparatus and plant, the equipment has been increased by the purchase of ten motor-trucks, seven light locomotives, two excavators, two petrol electriclighting sets, one portable air-compressor, one traction-engine, and half a dozen other equally necessary labour-aiding machines. Arrangements have been made to increase the mechanical staff, the new officers being directly responsible for the maintenance of mechanical plant in an adequate state of repair and as up to date as modern developments permit. CONCLUSION. In last year's statement I drew attention to the necessity of endeavouring to co-ordinate the expenditure on various transport - ways in order that, after allowing for main-trunk transport - ways, both railway and road, all other trans-port-ways should be complementary to one another, and all leading to support the most economical and efficient, instead of, as is too often the case, competing with one another. My observations on this subject were made in the hope that it would receive the thought and consideration of those concerned. Such a state of affairs as exists now is perhaps the inevitable result of the driving energy of a people whose efforts have brought about a rate of development which, I believe, has never been equalled in any other country. The multiplicity of local governing bodies is another factor which has contributed in marked degree. It is easy to be wise after the event. It is not so easy to discover the remedy, but it is never too soon to endeavour to do so. As a premise to consideration of the subject it must be realized that the country's public indebtedness is not merely the public debt of the Government, but that debt plus the debt of every local body in New Zealand. For every pound of such debt the people must pay in one way or another. While there exist so many authorities vested with borrowing and expending powers it is practically impossible to control the position or co-ordinate the result of such expenditure.
iv—D. 1.
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XXVI
It is true that local body loans must have the sanction of the ratepayers, and that the ratepayers' land is held as security for loan charges. While I do not for one moment suggest that ratepayers' consent should be eliminated, I do assert that the ratepayer's vote is a poor and unsatisfactory system of control. It is common knowledge that a great many loans —I venture to say, a majority —are carried not only by a minority of the ratepayers, but that the total of votes polled for and against the proposal is a minority of the total number of ratepayers concerned. Too often proposals to raise large sums of money are put forward without any real investigation as to the general economic result of the expenidture and its real advantage to the district concerned. Not infrequently expenditure " schemes" —and I use the word advisedly —are put forward by enthusiastic "boosters" who entirely mislead the people, who will have to pay in the long-run. It is usually asserted that so long as ratepayers are prepared to tax their land the scheme must be sound, and in any case it is the ratepayers' concern. It is the ratepayers' concern if those who vote for the loan stay to pay its charges. I have little hesitation in saying that these works are often commenced to give an inflated prospective value to lands, which, having been created temporarily, the promotors sell out at enhanced value and leave some one else to carry the burden. I may be permitted to recall a case which is typical. The promoters of a big expenditure scheme were addressing a meeting of settlers with, a view to obtaining their signatures to a statutory petition. One of the leading settlers assured the promoters that the settlers were willing to sign any petition and vote for any loan in order to get the railway which would enable them to sell their land. When I asked the promoters to produce the data on which they assured themselves that the railway would be a payable proposition, they had none to produce. Needless to say, that railway is still only a proposal. If the sum of all charges on land, and the capacity of the land to pay, to any degree approximate one another under prosperous or even normal conditions, it is obvious that under any condition of adversity the margin of security disappears. Unless there be some means of comprehensive survey and regulation of total public indebtedness to considerations of population, land-values, productiveness, and average value of products, the position will remain unsatisfactory and may even become one of grave concern. Ido not suggest that such a position has been reached or anything approaching it, but I do suggest that it is better to plan now some method of control which will obviate such a possibility than to bewail when it is too late. I have sufficient knowledge of the wealth with which nature has endowed this country and faith in its people and their resource to believe that it can bear with comfort a considerably greater indebtedness; but the money must be spent wisely on a plan which has had the most careful consideration of the factors I have mentioned, and which fits in with a comprehensive scheme of development-work. What we cannot afford is piecemeal, illconsidered expenditure dictated by local ambitions and without reference to what work is being planned or under way in the next watertight compartment. The Main Highways Act is the first direct legislative step in the direction I have indicated. Instead of each county working independently, the District Highways Council considers roading from the point of view of best serving the interests of a number of grouped counties, while the Highways Board is enabled to co-ordinate the work of groups. But this measure of control operates only in regard to one avenue of expenditure —namely, roadwork —and that only on roads which are declared main highways. There still remain all other roads. I have great hopes, when once this scheme is in full operation, and its benefits realized, that it will result in amalgamation of many counties, even perhaps to the extent of amalgamation of all counties within the various groups. By this means it will be possible to vastly improve the standard of staff efficiency and organization, and that must surely result in better and cheaper work on a more comprehensive plan. I believe it to be an urgent measure of local-government reform that we should reduce the total number of local governing bodies which exist within one another's boundaries, overlap, and to a considerable extent duplicate one another's work. As
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an indication of this necessity I have but to point to the fact that we have one hundred and eighteen Boroughs and Cities, seventy-one Town Boards, one hundred and twenty-nine Counties, thirty-five Road Boards, fifty-nine Drainage Boards, and forty-nine River Boards, all with their separate staffs, plant, and overhead charges. It is obvious that a very considerable percentage of these bodies could be done without and their work absorbed by the remaining local authorities. There are also some thirty-nine Harbour Boards in existence constituted as such by special legislation, and, in addition, there are fourteen other harbours in respect of which the local authority is delegated with and carries out the powers and functions of a Harbour Board. Even some of the specially constituted Harbour Boards could have carried on satisfactorily under the administration of an existing local authority. Possibly the time has not yet arrived for the organization of a Local Government Board, but it does seem to me that we should take into early consideration the creation of a plan whereby no local authority may proceed with the raising of a loan until the proposal has been first submitted to experts for investigation, in order to ascertain whether (a) the work proposed is sound from t an engineering point of view; (b) it is justified at the cost estimated, having regard to existing services; (c) it is economically sound, having regard to its value to the district concerned and the capacity of the district to pay for it; and (d) (if applicable) it fits in and forms part of a comprehensive plan of relative works. Assuming ail these factors to be answered by the expert investigators in the affirmative, and the raising of the loan concurred in by the Treasury, who would maintain a record of all public loan indebtedness, actual and prospective, the way would then be clear for the local body to submit the issue to the ratepayers, who would have an assurance which they do not have now. In conclusion, Sir, I have, assisted by the officers of the Department, endeavoured to so direct the forces under my control and the expenditure of moneys appropriated by Parliament as to obtain twenty shillings' worth of result for every pound spent. I have to the best of my judgment carried out the works which will return the best results in aiding general Dominion prosperity and in the improvement of the conditions and producing-powers of those who are not so favourably situated as those of our citizens who carry on their activities within easy reach of the well-established markets or lines of communication. Confidently I look forward to a year of satisfactory progress, during which 1 will again be guided in my administration by a determination to do all that is possible to produce the greatest good for the greatest number, while at the same time not forgetting the "under dog."
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Schedule showing Particulars of Railway-lines under Construction at 1st April, 1924.
XXVIII
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North Auckland Main Trunk: Steam-shovel near Kaikohe Station Yard.
East Coast Main Trunk Railway: General View of Borrow-pit at 40m. 23ch.
Waihou and Ohinemuri Rivers Improvement: Constructing Stop-bank with Drag-line Excavators.
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North Auckland Main Trunk Railway: View of Omana Tunnel Portal, showing Jig Line over Hill.
North Auckland Main Trunk Railway: Okaihau Station Yard. (Present Terminus.)
Opunake Branch Railway: Constructing Approach to Waiaua River Bridge.
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North Auckland Main Trunk Railway.— Mareretu Tunnel: Y.M.C.A. Hut— Reading-room and Canteen.
North Auckland Main Trunk Railway.— Mareretu Tunnel: Y.M.C.A. Hut— Billiard-room.
HOW THE DEPARTMENT CATEES FOR THE SOCIAL SIDE ON ITS WORKS.
North Auckland Main Trunk Railway-.— Mareretu Tunnel: Y.M.C.A. Hut—Social Hall.
North Auckland Main Trunk Railway.— Mareretu Tunnel: Y.M.C.A. Hut— Exterior View.
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East Coast Main Trunk Railway.—Tauranga Harbour Bridge: View showing 105 ft. Span on Curve.
East Coast Main Trunk Railway.—Tauranga Harbour Bridge: General View of Bridge from Tauranga End.
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East Coast Main Trunk Railway.-Athenree Section: Bridge at 6m. 60ch.—View showing Placing of Girders.
East Coast Main Trunk Railway.—Athenree Section: General View of Bridge at 6m. 60ch.
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Napier-Wairoa Railway: Tunnel at 17m. 30ch.
Napier-Wairoa Railway.—Excavating for Waipunga Station Yard: Steam-shovel in Foreground.
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Lawrence-Roxburgh Railway: Minzion Burn Bridge under Construction.
Invercargill Reclamation: View of Dredge.
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Rotokautuku Bridge: View showing Construction of Piers. (River normal.)
Rotokautuku Bridge.—River in Flood: False Work washed away.
Hairini River Road-bridge, near Tauranga.
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Waipa River Bridge, Whatawhata: View from Right Bank, looking up-stream.
Waipa River Road-bridge, Whatawhata: Detail of Construction. Bridge is being built around old bridge.
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Paekakariki Hill Road Improvement: View of Road as constructed.
Paekakariki Hill Road Improvement: Deviation near Summit. Grade reduced from 1 in 8 to 1 in 37.
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Awakino Valley Road: Rolling Newly-laid Metal near Road-tunnel.
Awakino Valley Road: View of Road, showing Road-tunnel.
£.—1
Mimi-Mokau Road: Mokau Quarry.
Mimi-Mokau Road.-Mokau Quarry: Unloading-jetty.
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Ida Valley Irrigation.—Main Water-race: View showing Concrete Lining under Construction.
Ida Valley Irrigation.—Main Water-race: View showing Completed Concrete Lining.
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Otago Central Irrigation.—Manuherikia Scheme: Chatto Creek Siphon.
Otago Central Irrigation.—Manuherikia Scheme: Fruit-farms in Irrigated Area.
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Otago Central Irrigation.—Lower Manuherikia Scheme: Main Race in Manuherikia Gorge.
Waikaremoana Hydro-electric Scheme: Twenty-three-horse Team hauling Power-house Plant.
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Mangahao Hydro-electric-power Plant: Mangahao River in Flood.
Mangahao Hydro-electric-power Plant: Steel-sheet Pile Coffer-dam for Mangahao Dam Foundations.
Mangahao Hydro-electric-power Plant: Mangahao Dam under Construction.
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Mangahao Hydro-electric-power Plant. —Mangahao Dam under Construction: View showing Method of distributing Concrete.
Mangahao Hydro-electric-power Plant: View from Pipe-line, showing Powerhouse under Construction.
Mangahao Hydro-electric-power Plant.—View looking up Pipe-line: Powerhouse in Foreground (almost complete).
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Mangahao Hydro-electric-power Plant.-Crushing Plant, Arapeti Dam.
Mangahao Hydro-electric-power Plant.-Water rising in Reservoir, Arapeti Dam,
Mangahao Hydro-electric-power Plant.—Mangahao Power-house: Machinery in Position in Power-house, covered to keep out Dust.
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Mangahao Hydro-electric-power Plant: 110,000-volt Transmission-line Towers.
Mangahao Hydro-electric-power Plant: Placing Machinery in position in Power-house.
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Lake Coleridge Hydro-electric-power Plant: Method of erecting Transmission-line Towers.
Lake Coleridge Hydro-electric-power Plant: Turbines and Generators in Power-house.
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Waikato Hydro-electric-power Plant: Headworks at Horahora.
Wellington Automatic-telephone Exchange.
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Southland Boys' High School.
Stratford Post-office.
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Dannevirke Post-office.
Automatic-telephone Exchange, Christchurch.
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Manurewa Post and Telegraph Office.
Patea Post and Telegraph Office.
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Waharoa Post-office.
ROTOKAUTUKU BRIDGE: TWO PIERS ERECTED AND ANOTHER IN COURSE OF CONSTRUCTION.
1
PUBLIC WOEKS STATEMENT, 1924.
INDEX. TABLES. p aß e No. 1. —Total Expenditure : Summary showing Total Expenditure out of Public Works Fund .. 2 No. 2. —Yearly Expenditure out op Public: Works Fund, 1900-1 to 1922-23 .. .. .. 3 No. 3.—Bailways : Statement showing Expenditure on Construction of Railways .. .. .. 7 No. 4. —Expenditure out of Separate Accounts under the Control of the Public Works Department .. .. .. .. .. .. .. .. .. .. 10 No. 5. —Expenditure and Liabilities on Public Buildings out of Public Works Fund .. .. 10 No. 0. —Development of Water-power : Statement of Accounts .. .. .. .. .. 11 No. 7.— Irrigation and Water-supply : Sohedule of Sohemes oompleted or under Construction and under Investigation .. .. .. .. .. .. .. .. .. 25 No. B.—lrrigation and Water-supply : Statement of Accounts .. .. .. .. .. 29 APPENDICES. Appendix A. —Expenditure for the Year: Audited Statement of Expenditure out of the Publio Works Fund for the Year 1923-24 .. .. .. .. .. .. .. 31 B.—Annual Report on Public Works, by the Engineer-in-Chief .. .. .. 33 „ o.—Annual Report on Public Buildings, by the Government Architect .. .. .. 71 D.—Annual Report on Electrical Work and Water-power Schemes, by the Chief Electrioal Engineer .. .. .. .. .. .. .. .. 74 E.—Report on Modern Highway Construction and Maintenance, by A. Tyndn.ll, Resident Engineer .. .. .. .. .. .. .. .. .. 95
1-D. 1.
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2
TABLE No. 1. Summary showing the Total Expenditure on Public Works and other Services out of Public Works Fund to 31st March, 1924, and the Liabilities on that Date.
Nu ™ ber Total EX 3,^w Ure Recoveries Total 1 Total lo ___ _ Net Expenditure m_ on Account of ; Net Expenditure Liabilities on Net Expenditure , Works. to Twelve Montns Services ! to 31st March, 1924. and Works. 31st March, 1923. 3l s t March 1924 of Previous Years. 31st March, 1924. Liabilities. £ £ £ £ £ £ 3 Railways*.. .. .. .. 42,843,329 1,776,413 1,167 44,618,575 106,064 44,724,639 Railways.* Roadsf .. .. .. .. 13,759,722 754,237 188 14,513,771 142,565 14,656,336 Roads, f Development of mining .. .. 833,922 1,363 2,310 832,975 .. 832,975 Development of mining. Telegraphs .. .. .. 5,502,002 717,409 .. 6,219,411 .. 6,219,411 Telegraphs. Public buildings .. .. .. 8,891,421 192,739 3,829 9,080,331 18,752 9,099,083 Public buildings. Lighthouses, harbour- works, and har- 1,184,102 10,807 16 1,194,893 91 1,194,984 Lighthouses, harbour-works, and harbour-bour-defences defences. .. Departmental .. .. .. 1,928,643 110,445 69 2,039,019 503 2,039,522 Departmental. 18 of 1878 Coal-exploration and mine-development 10,835 .. .. 10,835 .. 10,835 Coal-exploration and mine-development, 11 of 1877 Aiding works on Thames goldfields .. 50,000 .. .. 50,000 .. 50,000 Aiding works on Thames goldfields. Immigration .. .. .. 2,597,742 92,600 1,267 2,689,075 .. 2,689,075 Immigration. Purchase of Native lands .. .. 2,061,739 .. .. 2,061,739 .. 2,061,739 Purchase of Native lands, Defence .. .. .. .. 1,087,291 4,931 280 1,091,942 .. 1,091,942 Defence. Charges and expenses of raising loans.. 1,489.937 311,905 .. 1,801,842 .. 1,801,842 Charges and expenses of raising loans. Interest and sinking fund .. .. 218,500 .. .. 218,500 .. 218,500 Interest and sinking fund. Rates on Native lands .. .. 68,672 .. .. 68,672 .. 68,672 Kates on Native lands. Thermal springs .. .. .. 14,600 .. .. 14,600 .. 14,600 Thermal springs. Tourist and health resorts .. .. 309,616 27,264 .. 336,880 776 337,656 Tourist and health resorts. Lands .. .. 177,323 18,182 .. 195,505 1,166 196,671 Lands improvement.^ Payment to Midland Railway bond- 150,000 .. .. 150,000 .. 150,000 Payment to Midland Railway bondholders holders. Irrigation and water-supplyg .. 397,750 95,467 .. 493,217 11,257 504,474 Irrigation and water-supply. § Plant, material, and stores .. .. 415,930 Or. 52,772 16 363,142 5,638 368,780 Plant, material, and stores. Timber-supply and sawmills for Public 31,094 3,613 .. 34,707 865 35,572 Timber-supply and sawmills for Public Works Department Works Department. Motor Transport Services .. .. 22,679 962 .. 23,641 .. 23,641 Motor Transport Services. Totals.. .. .. 84,046,849 4,065,565 9,142 88,103,272 287,677 88,390,949 Totals. * Exclusive of expenditure on Hutt Railway and Road Improvement and Railways Improvement Accounts. t Includes £4,500 expended under section 16 (1) Native Land Amendment and Native Land Claims Adjustment Act, 1923. J £6,727 previously expended on irrigation under this item, now transferred to Irrigation and Water-supply. § Includes £115,000 previously expended under Irrigation and Water-supply Account 1911-12 to 1915-16 and part 1917-18, now included in Public Works Fund; also £6,727 previously expended on irrigation under Lands Improvement, now transferred to Irrigation and Water-supply.
3
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TABLE No. 2. GENERAL SUMMARY. Showing Net Yearly Expenditure out of Public Works Fund, 1902-1903 to 1923-24.
N.B. —The figures in italics, prefixed by " Cr.," are either recoveries on account of services of previous years or receipts -in-aid applied in reduction of expenditure. Total Net Expenditure. Description of Services. to^lst^ 6 j j ' March, 1902. 1903-3. 1903-4. ! 1904-5. 1905-6. 1906-7. 1907-8. 1908-9. 1909-10. 1910-11. 1911-12. 1912-13. . j i j : I j ~ £ £ £ £ £ | £ £ £ £ £ £ £ Immigration .. .. .. .. .. .. 1,247,858 142 Or. 7 6,481 8,753 14,353 9,132 15,075 17,003 9,441 11,681 14,694 Public Works, Departmental .. .. .. .. 477,087 13,949 16,088 12,814 13,517 16,710 18,219 24,512 41,176 42,733 49,864 57,426 j Irrigation and Water-supply .. .. .. .. .. .. .. .. .. .. .. .. .. 1,562 2,794 14,689 Railways .. .. .. .. .. .. 18,501,966 759,752 1 828,704 779,891 1,021,265 1,227,880 1,093,535 1,116,183 1,128,400 1,104,071 1,125,905 il,148, 832 Cr. 652 Cr. 6,987 '.Or. 29,528 Payment to Midland Railway Bondholders .. .. .. .. 150,000 Roads Miscellaneous Roads and Bridges .. .. .. 5,113,804 230,349 316,248 202,850 306,065 308,500 285,248 422,174 297,932 229,537 383,51] 337,584 Roads on Goldfields.. .. .. .. .. 535,452; 51,690 45,594 26,112 45,139 38,970 38,494 47,375 40,830 25,626 41,067 36,761 Development of Thermal Springs and Natural Scenery .. 16,023 Lands Improvement Account* .. .. .. 300,930 .. .. .. .. .. .. Total,Roads .. .. .. .. 5,966,209 282,039 361,842 228,962 351,204 ' 347,470 323,742 469,549 338,762 255,163 424,578 374,345 Development of Mining .. .. .. .. 701,679 24,213 16,278 6,258 18,533 11,064 8,633 32,859 18,597 10,845 I 21,244 10,644 Or. 1,000 Gr. 1,000 Cr. 30 Cr. 1,015 Purchase of Native Lands .. .. .. .. 1,491,251 j 15,782 j 5,352 6,281 13,777 9,135 2,190 2,099 30,567 2,976 Cr.2,466 Or. 917 Gr. 2,286 Native Lands Purchase Account .. .. .. 491,980 .. .. Total, Land Purchases .. .. .. 1,983,231 15,782 5,352 6,281 13,777 9,135 2,190 2,099 30,567 690 Cr.2,467 Cr. 917 Telegraph Extension .. .. .. .. .. 937,887 68,578; 47,228 79,298 77,186 114,068 155,491 163,032 123,423 111,867 147,692 251,375 * Subsequent expenditure under separate class "Lands Improvement," see next page. [Continued an page 4.
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TABLE No. 2— continued. GENERAL SUMMARY— continued Showing Net Yearly Expenditure out of Public Works Fund, 1902-1903 to 1923-24— continued.
4
Total Net Expenditure. Description of Services. — — «■ : —- - j — March, 1902. , 1902-3. 1903-4. 1904-S. 1905-6. 1906-7. 1907-8. 1908-9. j 1909-10. 1910-11. 1911-12. 1912-13. Public Buildings: — £ ££££££££££ £ General (including Miscellaneous) .. .. .. 256,436 9,031 10,964 9,021 2,231 14,216 16,260 39,635 41,964 44,044 34,721 44,719 Parliamentary .. .. .. .. .. 59,450 1,503 602 697 71 1,047 4,119 5,172 3,157 237 2,004 18,806 f Courthouses .. .. .... 1 f 16,627 8,799 2,174 6,509 9,580 5,788 14,473 11,119 5,759 14,556 20,097 Judicial Prisons .. .. .. .. .. f- 438,855 <! 4,964 6,876 4,127 1,537 3,146 4,164 5,008 4,231 7,506 9,760 6,911 L Police-stations .. .. .. ..J L 11,633 10,303 6,782 7,853 22,466 18,986 17,730 16,256 9,030 19,817 18,423 Post and Telegraph .. .. .. .. .. 257,686 74,686 53,918 16,008 38,419 43.918 43,724 62,262 68,574 117,815 130,815 122,999 Customs .. .. . .. .. .. | 9,968 6,630 8,719 13,018 7,903 414 47 2,507 233 Quarantine Stations .. .. .. .. .. 6,865 Mental Hospitals .. .. .. .. .. 475,595 10,167 15,812 15,949 16,235 8,049 7,987 15,296 19,839 12,707 8,809 46,181 Public Health .. .. .. .. .. .. .. 6,315 4,265 7,926 1,765 7,497 4,402 319 .. .. 376 Hospitals and Charitable Institutions .. .. .. i 55,684 3,540 4,291 1,204 4,786 10,259 15,576 11,153 7,259 1,484 12,745 8,750 School Buildings .. .. .. .. .. 1,087,967 57,750 87,089 42,721 69,223 109,459 100,197 102,340 98,103 124,926 90.535 105,000 Agricultural .. .. .. .. .. j 6,744 883 2,504 1,362 2,618 2,707 1,690 5,543 j 6,103 1,160 3,684 6,475 Workers' Dwellings .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. 22,644 46,455 Total, Public Buildings .. .. .. 2,655,250 197,454 216,192 117,328 165,311 227,026 226,035 285,521 277,157 324,668 350,090 445,192 Lighthouses, Harbour- works, and Harbour-defences :— Lighthouses.. .. .. .. .. .. 147,438 6,082 6,206 2,167 962 .. 1,417 7,481 6,762 1,470 5,428 9,031 Harbour-works .. .. .. .. .. 323,155! 1,373 1,773 1,308 2,684 2,963 2,867 4,439 4,548 4,092 6,004 7,415 Harbour-defences .. .. .. .. .. 507,179 ! 6,126 2,885 2,515 1,300 1,541 2,579 i 7,297 5,372 2,865 j 1,144 j 339 Total, Lighthouses, &c. .. .. .. 977,772 13,581 10,864 5,990 4,946 4,504 6,863, 19,217 16,682 8,427 12,576 16,785 Rates on Native Lands .. .. .. .. 64,797 471 666 631 548 695 837 27 .. i i Contingent Defence .. .. .. .. .. 696,835 37,005 38,723 46,588 35,569 14,874 18,574 10,766 4,977 6,071 10,437 23,790 Tourist and Health Resorts .. .. .. .. 11,260 j 10,949 15,643 17,508 15,888 42,271 45,048 24,286 14,507 5,912 | 13,361 12,906 Lands Improvement* .. .. .. .. .. 1,741 I 2,349 2,019 2,248 1,052 5,605 9,561 ' 19,542 6,910 11,125 20,394 22,550 Or. 383 Charges and Expenses of raising Loans .. .. .. 1,062,875 88,180 87,249 10,764 236 Cr. 5,175 Cr. 8,487 575 17,715 j 66,367 67,470 72,950 Cr. 12,000 Cr. 66,392 Cr. 66,954, Cr. 71,681 Interest and Sinking Funds .. .. .. .. 218,500 .. .. .. . ■ ■ ■ • • .. .. Coal-exploration and Mine-development .. .. .. 10,835 .. .. .. .. .. .. .. .. .. j Thermal Springs .. .. .. .. .. 14,600 .. .. .. .. .. .. .. .. ! .. ! .. j Total Ways and Means Credits .. .. .. .. 7 .. ■- 5,175 8,487 .. .. .. 10,530 103,524 Grand Total— Net Expenditure .. .. :36,430,382 1,514,444 1,796,841 1,321,510 1,730,686 2,035,144 1,909,688 2,183,245 2,022,876 1,891,918 2,190,731 3,362,654 * For previous expenditure see Roads Class. {Continued on page 5.
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TABLE No. 2— continued. GENERAL SUMMARY— continued. Showing Net Yearly Expenditure out of Public Works Fund, 1902-1903 to 1923-24— continued.
5
Expenditure. Total Net Description of Services. E *fco Slst 1 * 6 1913-14. 1914-15. 1915-16. 1916-17. 1917-18. 1918-19. 1919-20. 1920-21. 1921-22. 1922-23. 1923-24. March, 1924. £ £ £ £ £ £ £ £ [ £ £ £ I £ Immigration .. .. .. .. .. .. 33,914 33,219 10,010 6,533 3,856 Cr. 12,018 Or. 62,561 Cr. 7,806 247,528 90,611 92,600 2,689,075 Cr. 10 Or. 140 Cr. 1,267 j ; 1 _J 1 Public Works. Departmental .. .. .. .. 66,650 100,719 111,489 131,701 127,962 115,419 121,677i 143,280 128,002 111,367 110,445 2,039,019 Cr. 2,662 Cr. 4,119 '£ Cr. 6,281 Cr. 525 Cr. 131 Cr. 69 Irrigation and Water-supply* .. .. .. .. 40,329 32,090 29,874 20,794 11,650 13,665 34,115 55,344 82,713 58,131 95,467 493,217 L_ ;— !—: -J j 1 Railways .. .. .. .. .. .. 1,104,897 2,146, 753f1,065, 171 620,947 495,771 387,923 748,649 1,365,466 3,133,200 2,110,859 1,776,413 44,618,575 Cr. 5,485 Cr. 6,022 Cr. 4,633 Cr. 4,845 Cr. 110 Cr. 4,924 Cr.105, 196 Cr. 388 Cr. 751 Cr. 3,171 j Cr. 1,167 Payment to Midland Railway Bondholders .. .. .. .. .. .. .. .. .. .. .. .. 150,000 Roads :— Miscellaneous Roads and Bridges .. .. .. 353,836 484,365 400,062 203,746 128,730 221,887 376,097 527,854 552,895 643,156 751,370 Cr. 515 Cr. 600 Cr. 997 Cr. 603 Cr. 81 Cr. 197 Cr. 244 Cr. 188 Roads on Goldfields .. .. .. .. .. 24,143 30,065 24,432 17,099 6,912 4,186 12,465 11,050 11,264 4,850 2,867 Development of Thermal Springs and Natural Scenery .. .. j .. .. .. .. .. .. .. .. .. .. ! Lands Improvement Account Total, Roads .. .. .. .. 377,464 514,430 424,494 220,845 135,042 225,076 387,959 538,823 563,962 647,762 754,049 14,513,771 Development of Mining .. .. .. .. .. 4,889 2,384 6,602 4,592 27 518 1,173 2,153 2,130 Cr. 98 1,363 882,975 Cr. 255 Cr. 6,545 Cr. 1,000 Cr. 7,008 Cr. 1,606 Cr. 51 Cr. 1,785 Cr. 2,310 Purchase of Native Lands .. .. .. ..Or. 857 Cr 1,060 Cr. 972 Cr. 868 Cr. 57 .. Cr. 57 Cr. 57 Cr. 52 Native Lands Purchase Account .. .. .. .. .. .. Total, Land Purchases . .. .. Cr. 857 \Cr. 1,060 Cr. 972 Cr. 868 Cr. 57 .. Cr. 57 Cr. 57 \ Cr. 52 .. .. 2,061,739 Telegraph Extension .. .. . .. .. 392,648! 288,395 249,554 203,311 213,955! 198,611 249,379 336,468 590,981 512,657: 717,409 6,219,411 j I !___ ! I , Cr.11,082 * £6,727 previously included under Lands Improvement, now transferred to Irrigation and Water-supply. f Includes £1,000,000 expended 1908-9 and 1909-10 under Wellington-Manawatu Railway Purchase Account. [Continued on page 6.
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6
TABLE No. 2—continued. GENERAL SUMMARY— continued. Showing Net Yearly Expenditure out of Public Works Fund, 1902-1903 to 1923-24— continued.
Expenditure. Total Net Description of Services. I j j 1913-14. 1914-15. 1915-16. 1916-17. 1917-18. 1918-19. I 1919-20. 1920-21. 1921-22. 1922-23. 1923-24. March, 1924, j I 1 I | l_J j Public Buildings: — £ £ £ £ £ £ £ £ ££££ General (including Miscellaneous) .. .. 43,199 52,239 22,050 12,648 11,646 43,168 64,207 39,504 87,057 113,553 8,160 Cr. 15,067 Parliamentary .. .. .. .. .. 23,612 31,478 17,133 22,586 37,233 /Courthouses .. .. .. .. 9,423 5,171 4,902 299 21 .. 868 1,400 4,358 2,018 2,448 I Cr. 13 Judicial 1 Prisons .. .. .. .. .. 4,928 14,515 17,786 15,685 13,195 16,299 20,981 30,038 41,740 23.313 26,484 Cr. 800 Cr. 2,568 1 Police-stations .. .. .. .. 14,094 19,122 25,484 21,147 18,814 6,157 24,944 36,843 22,544 6,298 12,838 Post and Telegraph.. .. .. .. .. 78,815 60,838 35,258 22,744 33,525 26,072 66.543 93,364 112,906 77.211 108,395 Cr. 560 Cr. 615 Cr. 69 Customs .. .. .. .. .. ■ ■ • • • • • • • • • • • • .. ! Quarantine Stations .. .. .. .. •• •• 35,490 15,529 4,581 154 171 Mental Hospitals . .. .. .. .. 26,001 53,996 54,898 44,602 26,502 14,640 18,277 27,368 41,838 13,852 26,541 Cr. 15 Public Health .. .. .. .. .. .. . • • • .. • - .. Hospitals and Charitable Institutions .. .. .. 1,435 998 1,426 7,570 4,080 2,332 8,484 4,099 26,131 20,981 7,420 Cr. 1 399 School Buildings .. .. .. .. .. 121,954 122,940 97,972 70,367 63,082 115,656 195,500 244,722 2,469 Cr. 9,255 Cr. 367 Cr. 1,090 Agricultural .. .. .. .. .. 4,398 2,428 2,972 3,046 5,685 4,229 7,227 9,345 1.115 514 282 Cr. 34 Cr. 21 Cr. 171 Workers' Dwellings.. .. .. .. .. 41,741 68,275 55,893 35,437 15,505 7,293 26,674 Total, Public Buildings .. .. .. 369,600 431,966 335,759 256,131 214,221 235,846 469,195 500,851 334,809 255,818 188,910 9,080,331 Lighthouses, Harbour-works, and Harbour-defences :— Lighthouses .. .. .. .. .. 5,174 3,887 1,415 449 561 1,663 253 758 16,350 3,260 4,473 Harbour-works .. .. .. .. .. 3,346 12,563 9,355 2,280 2,359 3,729 3,245 4,080 2,424 6,524 6,334 Cr. 1,462 Harbour-defences .. .. .. .. ' 539 681 2,903 1,038 56 Cr. 300 Cr. 1,235 Cr. 16 ; : Total, Lighthouses, &c. .. .. .. 7,297; 17,131 13,673 3,767 2,976 5,392 3,493 4,838 18,774 8,549 10,791 1,194,892 Rates on Native Lands .. .. -- .. .. •• •• •• .. .. .. .. .. 68,672 Contingent Defence .. .. .. .. .. 30,186 15,221 37,619 9,742 6,714 8,809 10,187 8,701 15,586 1,702 4,931 1,091,943 ' Cr. 922 Cr. 463 Cr. 280 Tourist and Health Resorts .. .. .. .. 14,989 8,232 5,167 1,094 931 1,620 6,194 19,041 17,996 5,435 27,264 336,880 Cr. 12 Cr. 500 j Cr. 110 Lands Improvement* .. .. .. .. .. 10,269 13,810 5,936 Cr. 2,731 1,838 Cr. 4,268 2,964 2,064 j 17,478 26,204 18,182 195.505 Cr. 432 Cr. 522 j Charges and Expenses of raising Loans .. .. .. 105,449 35,495 5,037 35 1 .. 184 174,280 62,399 311,905 1,801,842 Cr. 96,741 Cr. 34,865 Cr. 5,030 | Interest and Sinking Funds .. .. .. .. ._. .. .. .. .. .. .. .. 218,500 Coal-exploration and Mine-development .. .. -. .. •. .. .. .. .. 10,835 Thermal Springs .. .. .. .. .. __ L1 _ _ L: _ .. ... •• •- •• •• 14,600 Plant, Material, and Stores .. .. .. .. .. .. 74,418 9,778 6,811 20,638 47,682 169,910 106,432 Cr. 19,70S Cr. 52,788 363,142 Cr. 31 Timber-supply and Sawmills for Public Works Department .. .. •• .. .. .. 16,369 14,725 3,613 34,707 Motor Transport Servioe .. .. .. .. .. .. .. .. •• .. j .. .. .. 22,679 962 23,641 Total Ways and Means Credits .. .. 105,792 43,400 11,160 5,713 43,492 11,993 112,864 19,627 11,616 20,127 61,914 Grand Total— Net Expenditure .. .. 2,455,066 2,597,109 2,363,658 1,502,588 1,237,422 1,207,482 2,020,714 3,121,131 3,449,351 3,892.320 4,056,423 88,103,272 * Expenditure on Irrigation and Water-supply —1905—6, £22; 1906—7, £750; 1907—8, £1,554; 1908—9, £1,966; 1909—10 £2,435, now transferred to Irrigation and Water-supply.
7
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TABLE No 3. Expenditure on Railways to 31st March, 1924.
i Expenditure out of Public Works Fund during Year 1923-24. Amounts Total Expenditure nn B f r ™n, Z Expenditure Total Expenditure Lines of Railway. Gove Sim- n't' to Expenditure Sew Worki. under " Surveys of New Govenmentto by Provinces and 31st March, 1923. 0f £f™ us j" " W °'Lines Year 1923-24.* 31st March, 1924. Construction and Permanent- Total Xew Works. Individual Lines. Surveys. j way. j i £ s. d. £ s. d. £ s. d. £ s. d. £ s. d. £ s. d. £ s. d. £ s. d. £ s. d. £ e. d. Kaihu Valley .. .. .. .. 175,110 0 0 .. 3,749 8 1 . 3,749 8 1 .. .. .. 178,859 8 1 Opua Wharf to Whangarei and Onerahi .. 535,512 0 0 .. .. .. ■■ 25,183 15 3 43 0 5 .. 560,738 15 8 Otiria to Ngapuhi .. .. .. 125.987 0 0 .. .. • •• 125,987 0 0 Whangarei (Kioreroa) to Waiotira .. 370,872 0 0 .. 13,985 10 2 3,648 13 10 17.634 4 0 .. .. .. 388,506 4 0 Waipu Branch .. .. .. 25,303 0 0 .. 2,711 18 2 .. 2,711 18 2 . .. .. 28,014 18 2 North Auckland Main Trunk — Ngapuhi Northwards .. .. .. 241,271 0 0 .. 7,226 16 9 143 0 2 7,369 16 11 .. .. .. 248,640 16 11 Helensville Northwards .. .. 1,629,660 16 1 .. 299,677 13 3 3,360 18 5 303,038 11 8 5,250 0 2 .. .. 1,937,949 7 11 North Auckland Main Trunk to Dargaville.. 474 0 0 .. •• •• •• •• | 474 0 0 Helensville to Te Awamutu .. .. 2,728,211 0 0 .. .. • • ■■ 95,254 15 2 6,299 2 6 .. 2,829,764 17 8 Waiuku Branch (Paerata to Waiuku) .. 207.032 0 0 41 11 3 431 6 1 431 6 1 252 4 0 .. .. 207,673 18 10 Huntly to Awaroa .. .. .. 174,637 0 0 .. 2,960 9 4 3,157 12 9 6,118 2 1 .. .. .. ; 180,755 2 1 Waikokowai Branch .. .. .. 3,474 0 0 •• •• •• •• •• j •• 3,474 0 0 Waipa Gravel Access Branch .. .. 114 0 0 •• •• •• •• i •• 114 0 0 Frankton to Thames .. .. .. 375,612 0 0.. .. ■■ 1,104 11 2 582 17 2 .. 377,299 8 4 Cambridge Branch (Ruakura Junction to 54.977 0 0 .. .. •• •• -• I •• 54,977 0 0 Cambridge) Morrinsville to Rotorua .. .. 382,080 0 0 •• •• 2,618 5 1 582 17 2 .. 385,281 2 3 Marton to Te Awamutu .. .. .. 2,870,983 11 4 25 0 0 .. .. .. 5,154 4 4 554 6 2j .. 2,876,667 1 10 KjRaetihi Branch .. .. .. 88,565 0 0 •• •• 54 17 1 .. j .. 88,619 17 1 Paeroa to Waihi and Tauranga .. .. 330,907 0 0 j .. 59,677 9 4 3,933 1 5 63,610 10 9 .. .. j .. 394,517 10 9 Tauranga to Taneatua, including Te Maunga 938,344 0 0; .. 154,151 11 0 15,165 17 3 169,317 8 3 .. .. .. 1,107,661 8 3 to Maunganui Branch Gisborne to Motu .. .. .. 624,35700 ■■ .. •• •• 197147 .. .. i 624, 554 14 7 Gisborne to Ormond Tramway .. .. 4,975 1 7 .. .. •• .. -- •• j 4,975 1 7 Napier to Gisborne — Gisborne Southwards .. .. .. 249,785 0 0; .. 17,702 12 4 923 19 2 18,626 11 6 .. .. .. 268,411 11 6 ... Wairoa Northwards .. .. .. 19,473 0 0! .» 1,289 16 6 .. 1,289 16 6 .. .. .. 20,762 16 6 Napier Northwards .. .. .. 263,666 0 0 .. 107,168 18 1 7,596 5 2 114,765 3 3 .. .. .. 378,431 3 3 Waikokopu Branch .. .. .. 354,505 0 0 .. 68,566 15 2 1,868 0 10 70,434 16 0 .. .. .. 424,939 16 0 Wellington to Napier — Napier to Woodville and Palmerston North 953,258 0 0 j 694 13 3 .. j .. .. 1,003 14 2 1,569 0 7 j 955,136 1 6 Wellington to Woodville, including Te Aro 1,783,723 0 0 .. Or. 56 8 9 .. Or. 56 8 9 3,891 1 8 4,425 12 2 6,556 0 0 1,798,539 5 1 Extension Featherston to Martinborough .. .. 39P 0 0 .. .. • • • • .. .. • • 399 0 0 Wellington to Waitara — Wellington to Longburn .. .. 1,046,517 0 0 .. 1,097 4 9 .. 1,097 4 9 6,799 0 9 4,709 3 3 944 0 0 1,060,066 8 9 Foxton to Waitara and Moturoa .. 1,594,978 0 0 225 0 0 .. -• 2,105 14 11 1,335 1 7 .. 1,598,193 16 6 Mount Egmont Branch .. .. 71,699 00 .. .. •• -- .. .. 71,699 0 0 Moturoa to Opunake .. .. .. 759 0 0.. .. j •• .. .. ! 759 0 0 Opunake Branch (Te Roti to Opunake) .. 174,385 0 0 I .. 58,433 2 5 113, 393 17 6 71,826 19 11 .. .. .. 246,211 19 11 Manaia Branch (Kapuni to Manaia) .. 19,253 0 0 .. 390 19 4 .. 390 19 4 .. .. .. 19,643 19 4 Rangitikei River Quarry Line .. .. 206 0 0 .. .. j •. .. .. .. .. 206 0 0 * Railways Improvement Authorization Act 1914 Account.
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8
TABLE No. 3-continued. Expenditure on Railways to 31st March, 1924— continued.
Expenditure oat of Public Works Fund during Year 1923-24. Amounts Total Expenditure series ; Expenditure Total Expenditure Valuation of W.rta Lines of Railway, S r*2»„ byStfand «« Co t ti . I ; Works *£££ 3^=^. Construction and Permanent- Total New Works. Individual Lines. Surreys. way. ! I ■ 1 ! 1 £ s. d. £ s. d. £ s. d. £ s. d. . £ s. d. £ s. d. £ s. d. £ 1 £ s. d. £ 8. d. Stratford to Okahukura (East End) .. 390,738 0 0 .. 45,614 9 3 6,125 7 3 51,739 16 6 .. .. .. 442,477 16 6 Stratford to Okahukura (West End) .. 782,552 0 0 .. 14,668 11 8 1 11 8 14,670 3 4 .. .. , .. 797,222 3 4 Nelson to Greymouth — Nelson to Inangahua .. .. .. 400,673 0 0 .. 22,687 10 9 .. 22,687 10 9 .. .. i .. 423,360 10 9 78,307 0 0 Stillwater to Inangahua .. .. 213,387 0 0 .. .. .. .. 416 9 5 .. .. 213,803 9 5 279,685 0 0 Ngahere to Blackball .. .. .. 147,532 0 0 .. .. .. .. .. .. 1 .. 147,532 0 0 Westport to Ngakawau .. .. .. 189,521 0 0 .. .. .. .. ; .. .. i .. 189,521 0 0 Westport to Inangahua .. .. .. 152,702 0 0 .. 1,672 3 3 .. 1,672 3 3 .. .. .. 154,374 3 3 Greymouth to Rewanui .. .. .. 255,646 0 0 .. .. | .. .. .. .. .. 255,646 0 0 Point Elizabeth Branch .. .. .. 70,963 0 0 .. 3,182 10 9 .. 3,182 10 9 .. .. .. 74,145 10 9 Greymouth to Ross and Mikonui .. .. 342,314 0 0 .. .. ! .. .. 9,375 11 11 .. .. 351,689 11 11 Pi oton to Waipara — Picton Southwards .. .. .. | 656,086 0 0 126 10 1 45 14 5 .. 45 14 5 122 2 2 .. .. 656,127 6 6 Waipara Northwards .. .. ..I 377,253 0 0 3 18 0 .. .. .. 283 18 5 .. j 377,533 0 5 Christchurch to Greymouth — Rolleston to Bealey .. .. .. 889,555 0 0 .. .. .. .. 95,827 16 2 .. .. 985,382 16 2 61,579 0 0 WhiteelifEs Branch .. .. .. j 25,021 0 0 ' .. .. .. .. .. | 25,021 0 0 Greymouth to Bealey .. .. .. 1,842,047 0 0 .. 89,349 4 10 1,238 19 9 90,588 4 7 57,515 8 7 8 10 11 .. 1,990,159 4 1 263,889 0 0 Hurunui to Waitaki — Main Line (Waiau to Waitaki) .. .. 2,074,197 0 0 .. 85 1 6 .. 85 1 6 23,622 10 9 7 .. 2,100,098 9 10 316,135 0 0 Oxford Branch (Rangiora to Oxford West) 52,952 0 0 .. .. .. .. .. .. .. 52,952 0 0 Eyreton Branch (Kaiapoi to Bennett's) .. 44,277 0 0 .. .. .. .. .. .. .. 44,277 0 0 Lyttelton Branch .. .. .. 80,908 0 0 .. .. .. .. .. .. .. 80,908 0 0 340,500 0 0 Southbridge Branch (Hornby to Southbridge) 91,441 0 0 .. .. j .. .. .. .. .. 91,441 0 0 Little River Branch (Lincoln to Little River) 109,185 0 0.. .. . .. .. 476 5 10 .. .. 109,661 5 10 Rakaia to Methven .. .. .. 74,676 0 0 .. .. .. .. 5 13 0 .. .. 74,681 13 0 Ashburton to Springburn .. .. 61,814 0 0.. .. .. .. 1,204 16 0 .. .. 63,018 16 0 Orari to Geraldine .. .. .. 321 0 0 .. .. .. ; .. j .. .. 321 0 0 Fairlie Branch (Washdyke Junction to Fairlie) 68,056 0 0 .. .. .. .. 110 0 1 .. .. 68,166 0 1 75,124 0 0 Waimate Branch .. .. .. 80,672 0 0 .. Cr. 231 7 9 .. Cr. 231 7 9 230 1 6 .. .. 80,670 13 9 Canterbury Interior Main Line — Oxford to Malvern .. .. .. 54,248 0 0 .. .. .. .. .. .. .. 54,248 0 0 Whitecliffs to Rakaia .. .. ■. 542 v 0 .. .. .. .. .. .. .. 542 0 0 Temuka to Rangitata .. .. .. j 5,152 0 0 .. .. .. .. .. .. ,. 5,152 0 0 Waitaki to BluffMain Line, including Port Chalmers Branch 3,348,645 0 0 .. .. .. j .. 4,633 2 4 1,426 4 7 .. 3,354,704 6 11 82,259 0 0 Duntroon Branch (Pukeuri to Kurow) .. 97,465 0 0 .. .. .. .. .. .. .. 97,465 0 0 37,500 0 0 Ngapara Branch (Waiareka Junction to 26,090 0 0 .. .. .. .. ... .. .. 26,090 0 0 58,009 0 0 Neapara) * Railways Improvement Authorization Act 1914 Account.
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9
TABLE No. 3— continued. Expenditure on Railways to 31st March, 1924— continued.
2—D. 1.
Expenditure out of Public Works Fund during Year 1923-24. Amounts Total Expenditure „ ll ! coveri f , i Expenditure Total Expenditure °LS° rks Lines of Railway. Gormen? to Expenditure * eW Work on Open S" G&SSSStto by and 31st March, 1923. "t Previous — Works on Open year 1923-24.* 31st March, 1924. Construction and Permanent- Total New works. C ° 1UPaay " Surveys. way. j , j i Waitaki to Bluff —continued. £ s. d. £ s. d. £ s. d. £ s. d. £ s. d. £ s. d. £ s. d. £ s. d. £ s. d. £ s. d. Livingstone Branch (Windsor to Tokarahi) 82,785 0 0 .. .. .. .. .. .. 82,785 0 0 Waihemo Branch (Palmerston to Dunback) 33,191 0 0 .. .. .. .. .. .. .. 33,191 0 0 Fernhill Railway .. .. .. 1,415 0 0 .. .. .. .. .. .. 1,415 0 0 Brighton Road Branch .. .. 6,474 0 0,.. .. .. .. .. .. 6,474 0 0 12,829 0 0 Outram Branch (Mosgiel to Outram) .. 11,951 0 0 .. .. .. .. .. .. .. 11,951 0 0 29,691 0 0 Lawrence Branch .. .. .. 398,777 0 0 .. 59,900 8 10 19,422 2 5 79,322 11 3 .. .. 478,099 11 3 Balclutha to Tuapeka Mouth .. .. 2,489 0 0 .. .. .. ! .. .. .. : 2,489 0 0 Catlin's River Branch (Balclutha to Taha- 462,722 0 0 .. .. .. .. .. .. .. 462,722 0 0 kopa) Heriotburn Branch (Waipahi to Edievale) 124,088 0 0 j .. .. .. j 720 4 5 .. .. 124,808 4 5 Waikaka Branch (McNab to Waikaka) .. 68,423 0 0 .. .. .. j .. .. .. j 68,423 0 0 Gore to Lumsden .. .. .. 112,143 0 0:.. .. .. .. ! .. .. .. I 112,143 0 0 Edendale to Glenham .. .. .. 53,328 0 0 .. .. .. .. .. .. .. 53,328 0 0 Riversdale to Switzers .. .. 82,304 0 0.. .. .. .. .. .. .. 82,304 0 0 Seaward Bush to Catlin's (Appleby to 185,360 0 0 .. .. .. .. .. .. .. 185,360 0 0 Tokamii) Otago Central (Wingatui to Cromwell) .. 1,435,496 0 0 .. .. .. .. 422 12 6 .. .. 1,435,918 12 6 Invercargill to Kingston — Main Line .. .. .. 360,966 0 0 1 50 0 0 .. .. .. 880 7 3 .. .. 361,796 7 3 91,937 0 0 Mararoa Branch (Lumsden to Mossburn) 27,217 0 0 .. .. .. .. 145 12 4 .. .. 27,362 12 4 Winton to Heddon Bush .. .. 140 0 0 .. .. .." .. .. .. .. I 140 0 0 Makarewa to Orepuki and Waiau.. .. 282,101 0 0 .. 21,113 7 6 17,643 0 0 38,756 7 6 577 13 9 .. .. 321,435 1 3 37,097 0 0 Thornbury to Wairio .. .. .. 86,275 0 0 .. .. .. .. .. .. j 86,275 0 0 23,200 0 0 Forest Hill (Winton to Hedgehope) .. 23,337 0 0 .. .. .. .. .. .. 23,337 0 0 Expenses of Railway Commissions and other 10,337 0 0 .. .. .. .. .. .. 10,337 0 0 Expenditure not chargeable to Individual Lines Surveys of New Lines — North Island .. .. .. 41,172 0 0 .. 1,431 8 11 .. 1,431 8 11 .. .. Cr. 7,500 0 0 35,103 8 11 Middle Island .. .. .. 5,763 0 0.. .. .. .. .. .. 5,763 0 0 Rolling-stock .. .. .. 9,075,047 8 8 .. .. .. .. 298,207 19 6 Cr .3,209 10 9 .. 9,370,045 17 5 Suspense Account, being proportion of cost .. .. .. .. .. _ _ gl 725 17 8 . ■ 61 725 17 8 of raising loan of £1,000,000 at 6 per cent, for Railways Authorization Improvement Act 1914 Account Stock of Permanent-way ■ - ■ - Materials, 31st March, 1923 •• •• £224,122 0 0 224,122 0 0.. .. .. .. j .. .. .. ! c , 44,625,118 17 8 Stock of Permanent-way ! decreased by .. £23,541 17 10 23,541 17 10 .. Stock of Permanent-way Materials, 31st March, 1924 •• £200, 580 2 2 .. .. .. __ .. 200,580 2 2 Total 44,601,576 19 10 1,166 12 7 1,058,684 5 11 97,622 7 7 1,156,306 13 6 643,648 4 3 82,246 1 0 .. (46,482,611 6 0 l,787,741t 0 0 Railways Improvement Authorization Act 1914 Acoount. f Includes £150,000 paid to debenture-holders under the Midland Railway Petitions Settlement Act Amendment Act, 1903.
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TABLE No. 4. Expenditure out of Separate Accounts on Works under the Control of the Public Works Department.
TABLE No. 5. Expenditure on Public Buildings out of Public Works Fund to the 31st March, 1924, and the Liabilities on that Date.
Year. Loans to Local Bodies Account. Roads to open up Crown Lands. Opening up Crown Lands for Settlement Account. Roads to open up Crown Lands. Land for Settlements Account. Opening up Crown Lands for Settlement Account. Roads to opon up Crown Lands. National Endowment Account. Roads to open up Nationalendowment Lands. Land for Settlements Account. Roads to open up Liand for Settlements. Waihou and Ohinemuri Rivers Improvement Account. Wailiou and Ohiuemuri Rivers Improvement. £ £ £ 25,000 64,000 800 £ £ 1890-91 .. 1891-92 .. 1892-93 .. 89,800* 1891-92 .. 1892-93 .. 1893-94 .. 1894-95 .. 1894-95 .. 1895-96 .. 1896-97 .. 1897-98 .. 1898-99 .. 1899-1900 1900-1 .. 1901-2 .. 1902-3 .. 1903-4 .. 1904-5 .. 1905-6 .. 1906-7 .. 1907-8 .. 1908-9 .. 1909-10 .. 8,000f 29,833+ 30,000+ 6,114+ 42,971} 30,057{ 31,017 18,770 16,972 31,363 37,390 31,979 18,578 25,753 28,895 38,801 47,371 38,524 54,713 40,507 607,608§ 4,975 1910-11 .. 1911-12 .. 1912-13 .. 1913-14 .. 1914-15 .. 1915-16 .. 1916-17 .. 1917-18 .. 1918-19 .. 1919-20 .. 1920-21 .. 1921-22 .. 1922-23 .. 1923-24 .. 45,691 49,739 47,951 63,245 5,619 6,554 2,689 4,282 9,151 13,344 6,787 3,769 9,555 9,633 10,004 9,225 10,407 12,025 27,402 34,806 62,249 54,379 66,708 70,533 92,975 47,974 24,730 43,996 51,355 61,692 28,920 51,471 78,350 49,186 697,408 206,626 165,679 53,401 364,970 380,695 * Payment to the Public Wi expenditure under Class " Roai t Paid into tho Public Worli I Paid into the Lands Imp] expenditure on roads. § Expenditure under the Gi irks Fund under Is." :s Fund, reducing •ovement Accour section 31 of th e Government L( >ans to Local Bodies Act, 1886, il reduction of ; the expenditur it (now included •e under Class " i i in Public Worl loads." is Fund undor Class "Roads"), reducing tho ivernment Loam i to Local Bodies s Act Amendmen t Act, 1891.
Total Expenditure Expenditure to v „_ , A lvi6, 1924. Total Expenditure to 31st March, 1924. Liabilities on Authorities, Contracts, Ac, 31st March, 1924. Total Expenditure and Liabilities. Judicial* Postal and telegraph Customs Offices for public Departments Mental hospitals Alexandra Depot, Wellingtonf School buildings Hospitals^ Quarantine-stations Parliament Buildings (old buildings) Parliament Buildings (new buildings) Parliament Buildings (alterations to streots, surrounding grounds, and purchase of land) Government House, Wellington (land and new building) Agricultural Workers' dwellings Miscellaneous * £ 1,193,219 1,651,794 49,441 589,291 974,583 8,084 3,100,392 245,886 62,464 76,553 388,976 14,187 £ 39,202 108 395 4,607 26,541 Or. 1,090 7,591 £ 1,232,421 1,760,189 49,441 593,898 1,001,124 8,084 3,099,302 253,477 62,464 76,553 392,342 14,187 £ 3,225 5,673 3,023 £ 1,235,640 1,765,862 49,441 593,80S 1,004,147 8,084 - 3,099,302 255,565 62,464 76,553 392,342 14,187 2,088 3,366 72,645 72,645 72,645 82,371 319,916 61,619 111 187 82,482 319,916 61 ,806 I 78 4,665 82,560 319,916 66,471 Totals .. 8,891,421 188,910 9,080,331 18,752 its only. Otlu 9,099,083 ir expenditure * Includes Courthouses, prisons, and police-stal included in " Judicial " clans. t Includes £32,75 lions. + I previously shot Ixpenditure re I i under " Publl 'efence requiremei : Health."
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TABLE No. 6. DEVELOPMENT OF WATER-POWER. STATEMENT OF ACCOUNTS AT THE 31st MARCH, 1924. General Balance-sheet at 31st March, 1924, compared with Position at 31st March, 1923.
1922-23. Liabilities. \ 1923-24. 1922-23. j Assets. 1923-24. 1 _ 7 " i | £ s. d. Aid to Water-power Works and Electric £ s. d. £ 3. d. £ s. d. Lake Coleridge scheme — £ s. d. £ s. d. Supply Accounts — 906,921 12 2 Assets as per separate balance-sheet .. 954,529 8 10 Debentures issued — Profit and Loss Account —Accumulated 350,000 0 0 At 4 per cent, interest .. . 125,000 0 0 23,875 16 11 loss to date .. .. .. 23,172 9 7 119,000 0 0 At 4J per cent, interest .. .. 344,000 0 0 — 977,701 18 5 4,000 0 0 At 5& per cent, interest .. .. 4,000 0 0 930,797 9 1 56,150 0 0 At 5 per cent, interest .. .. 55,750 0 0 — — Lake Waikaremoana scheme — N.Z. inscribed stock— 76,650 17 8 Assets as per separate balance-sheet .. 77,147 19 0 1,331,360 0 0 At 5 per cent, interest (due 1930) .. 800,360 0 0 390 5 0 Profit and Loss Account —Loss to date .. 3,864 4 0 N.Z. Consolidated Stock — 81,012 3 0 10,469 13 9 At 5 per cent, (due 1935-45) .. 510,991 13 4 77,041 2 8 1,076,938 9 3 At 6 per cent, interest (due 1936-51) .. 1,076,938 9 3 Waikato River schemes — 807,703 17 0 At 6 per cent, interest (due 1936-51) .. 807,703 17 0 Horahora — 3,724,743 19 7 436,755 0 4 Assets as per separate balance-sheet .. 512,201 19 0 3,755,622 0 0 Arapuni — £ e . d. Land and fencing .. 176 0 0 Waihi Gold-mining Company (Limited) — .. Roads and bridges .. 10,598 13 3 Purchase of Horahora works —Deed of Electric lines and 212,500 0 0 security at 5 per cent, interest .. .. 212,500 0 0 .. telephone service .. 822 18 4 ' ' 56 11 9 Houses .. .. 4.715 15 8 3 968 122 0 0 50,000-volt lines — ' 4,267 0 6 Horahora - Arapuni 4,832 13 1 Arapuni-Ngongotaha 155 9 5 110,000- volt lines — Consolidated Fund — 625 5 3 Ruakura - Penrose 10,743 1 3 Interest accrued on loans to 31st March, 148 6 0 Arapuni-TeKuiti .. 148 6 0 41,363 12 5 1923 .. .. .. .. •• 42,036 14 11 110,000 - volt sub70 15 11 Sundry creditors for interest unolaimed .. .. .. station — 500 0 0 Penrose .. .. 515 7 2 (" Headworks and surveys .. .. 9,421 1 0 Engineering, office and 17 565 18 10 } general expenses on Amount set aside as reserve to cover differ- ' j preliminary surveys ence between interest payable on loans and investigations at raised and interest earned from their Arapuni and during 36 433 1 1 temporary investment pending use .. .. 29,452 4 11 construction .. 16,333 8 9 Motor-vehicles .. 198 16 11 Loose tools, plant, and equipment .. 2,814 19 4 Stocks of material on 49,158 1 8 hand .. .. 62,510 16 6 Lake Coleridge scheme — Interest during con61,275 8 7 Depreciation reserve .. .. .. 72,593 19 8 6,508 2 9 struction .. 12,548 13 9 2,741 7 11 Sundrv creditors .. .. .. 5,392 12 1 77,986 11 9 78,829 6 9 136,536 0 5 64 016 16 6 9 14 2 Sundry debtors .. 707 10 10 _ O/tq 1*1 q 78,839 0 11 649,445 10 3 4,110,006 5 11 Carried forward .. ..J .. 4,086,719 11 2 1,523,432 13 0 Carried forward .. .. .. 1,708,159 11 8
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TABLE No. 6— continued. General Balance-sheet at 31st March, 1924, compared with Position at 31st March, 1923— continued.
li 1922-23. Liabilities. 1923-24. 1922-23. Assets. 1923-24. £ 8. d. £ s. d. £ s. d. f s. d. £ s. d. £ s. d. 4,110,006 5 11 Brought forward .. .. .. 4,086,719 11 2 ,1,523,432 13 0 Brought forward .. .. 1,708,159 11 8 Horahora scheme — Mangahao River scheme — 16,605 7 10 Depreciation reserve .. ... .. 24,831 14 8 12,221 11 0 Land and easements .. .. .. 12,686 18 8 Sinking fund .. .. .. 12,718 0 0 i 144,856 10 4 Headworks, dams, tunnels, &c. .. 298,451 3 7 1,028 15 5 Sundry creditors .. .. .. 8,673 10 9 41,375 6 8 Roads, trams, &c. .. .. .. 41,123 7 8 386 8 0 Net profit to date .. .. .. 3,493 19 3 36,410 10 1 Pipe-lines, &c. .. .. .. 82,588 0 9 49,717 4 8 53,714 17 11 Buildings .. .. .. .. 90,127 13 6 18,020 11 3 J Substations.. .. .. .. 36,547 17 8 13,968 0 1 Power plant and machinery .. .. 119,923 7 8 91,446 15 2 Construction plant, tools, &c. .. .. 99,196 3 11 Arapuni scheme — 23,212 4 11 Transmission-lines .. .. .. 201,855 1 6 209 16 6 Sundry creditors .. .. .. .. 2,968 9 7 30,OSS 9 2 Workers'accommodation .. ,. 32,278 7 4 33,535 9 3 Surveys, engineering, &e. .. .. 59,909 8 4 108,231 11 11 Construction material on hand .. 140,859 13 0 Mangahao scheme — .. Canteen stocks on hand .. .. 3,427 19 1 12,039 8 10 Sundry creditors .. .. .. 21,231 6 9 43,000 19 3 Interest during construction .. .. 95,397 11 3 632,062 5 9 1,314,372 13 11 Waikaremoana scheme — 901 12 8 Sundry debtors .. .. .. 2,736 19 3 Depreciation reserve .. .. .. 1,408 11 0 — — 1,317,109 13 2 4,146 6 11 Sundry creditors .. .. .. 20 5 3 632,963 18 5 Other schemes, surveys, &c.— 1,428 16 3 — North Island — 376 13 11 Aratiatia (Waikato River) .. .. 376 13 11 433 9 6 Huka Falls (Waikato River) .. 443 9 6 2,750 17 3 Hutt River (including dam site) .. 2,746 17 3 38 9 0 Makuri River .. .. .. 38 9 0 1,355 4 4 Rotoiti Kaituna .. .. .. 1,355 4 4 879 16 8 Tauherenikau River .. .. 879 16 8 236 6 8 Wairua River .. .. .. 236 6 8 6,076 17 4 6,070 17 4 South Island — j 803 1 9 Clarence River .. .. .. 803 1 9 5 0 0 Lake Kanieri .. .. .. 5 0 0 749 8 2 Nelson—Marlborough .. .. j 749 8 2 96 1 0 Timaru-Oamaru .. .. .. 96 1 0 519 12 7 Opihi River .. .. .. 519 12 7 17 7 0 Toaroha River .. .. .. 17 7 0 543 0 5 Teviot River .. .. .. 543 0 5 11 19 0 Upper Taieri River .. .. 11 19 0 475 5 8 Lake Hawea .. .. .. 475 5 8 1 — 3,220 15 7 3,220 15 7 4,144,422 9 5 Carried forward .. .. .. 4,162.065 8 5 2,165,688 4 4 Carried forward .. .. .. 3,034,566 17 9
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TABLE No. 6—continued. General Balance-sheet at 3lst March, 1924, compared with Position at 31st March, 1923— continued.
J. J. Gibson, Accountant, Public Works Department. I hereby certify that the balance-sheet has been duly examined and compared with the relative books and documents submitted for audit, and correctly states the position as disclosed thereby. G. F. C. Campbell, Controller and Auditor-General.
1922-23. Liabilities. 1923-24. 1922-23. Assets. 1923-24. £ s - d. £ s. d. £ s. d. £ s. d. £ s. d. 4,144,422 9 5 Brought forward .. .. .. 4,162,065 8 5 2,165,688 4 4 Brought forward .. .. .. 3,034,566 17 9 General expenditure not chargeable to any 4,413 10 11 individual scheme .. .. .. .. 4,427 16 10 Balance in Electric Supply Account at the end of the year — 98,702 4 1 Cash in Public Account .. .. 23,413 2 11 In hands of Government officers in New 732 18 9 Zealand In hands of Government officers in 49,725 3 7 London .. .. .. .. 29,752 10 10 53,165 13 9 149,160 6 5 Investment Account (funds invested until 1,803,758 6 10 actually required for use) .. .. .. 1,053,008 6 3 Stamp Duty Deposit Account .. .. .. 233 19 3 4,123,020 8 6 j 4,145,402 13 10 Interest accrued on investments to 31st 21,402 0 11 March, 1924 .. .. .. 16,653 14 7 Sundry debtors for interest due but unpaid 9 0 0 ! 16,662 14 7 j 4,144,422 9 5 Total .. .. .. .. .. £4,162,065 8 5 ,4,144,422 9 5 Total .. .. .. .. .. £4,162,065 8 5
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TABLE No. 6— continued. WAIKAREMOANA ELECTRIC-POWER SUPPLY. Profit and Loss Account for Year ended 31st March, 1924.
Balance-sheet at 31st March, 1924.
14
1922-23. t 1923-24. I 1922-23. ! 1923-24. I - I I £ B. d. £ s. d. £ s. d. £ s . d. 915 5 0 To Interest on capital .. •• 4,165 8 0 525 0 0 By Rental of plant leased to Wairoa Power Board .. .. 2,100 0 0 Depreciation on plant (2 per cent, on value of assets in Loss for year.. .. .. .. .. .. 3,473 19 0 operation) .. .. .. • • ■ • 1,408 11 0 - 525 0 0 5,573 19 0 915 5 0 5,573 19 0 .. j - Loss for year, as above .. .. • ■ .. •. 3,473 19 0 Loss carried forward at 1st April, 1923 .. .. .. 390 5 0 Accumulated loss to date carried to balance-sheet .. .. 3,864 4 0 £3,864 4 0 ■ £3,864 4 0 Depreciation Reserve. £ s. d. £ s. d. Balance carried to balance-sheet .. .. .. .. .. 1,408 11 0 By Amount, set aside as per Profit and Loss Account .. .. .. .. 1,408 11 0 £1,408 11 0 £1,408 11 0
1922-23. Liabilities. 1923-24. 1922-23. Assets. 1923-24. £ s. d. 72,894 15 9 4,146 6 11 Balance carried to general balance-sheet Sundry creditors Depreciation reserve £ s. d. 79,583 6 9 20 5 3 1,408 11 0 £ s. d. £ s . d. 11,920 11 4 Access roads and bridges.. .. .. .. .. 11,431 10 10 18,550 17 3 Pipe-lines .. .. .. .. .. .. 18,474 8 0 27,564 5 10 Power-house building and machinery .. .. .. 25,443 0 0 6,334 10 7 Compensation for land .. .'. .. .. .. 6,625 1 11 227 0 6 Headworks .. .. .. .. .. .. 278 17 3 1,714 16 10 Staff cottages .. .. .. .. .. 2,950 15 9 Workmen's huts.. .. .. .. .. .. 1,260 1 5 Workshop .. .. .. .. .. .. '407 18 5 335 10 0 Loose plant 1,000 0 0 Telephone-line to Wairoa.. .. .. .. .. 1.000 0 0 2,780 10 11 Survey, engineering, and office expenses . • .. .. 3,053 11 0 5,697 14 5 Interest during construction .. .. .. .. 5,697 14 5 £ s. d. 11,920 11 4 18,550 17 3 27,564 5 10 6,334 10 7 227 0 6 1,714 16 10 335 10 0 1,000 0 0 2,780 10 11 5,697 14 5 i 76,125 17 8 76,622 19 0 525 0 0 Sundry debtors .. .. .. .. .. .. 525 0 0 390 5 0 Balance from Profit and Loss Account: Accumulated loss to date.. .. .. .. .. .. .. 3)8 64 4 0 £77,041 2 8 £81,012 3 0 £77,041 2 8 £81,012 3 0 £77,041 2 8
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TABLE No. 6—continued. WAIKATO ELECTRIC-POWER SUPPLY.—HORAHORA SCHEME. Profit and Loss Account for Year ended 31st March, 1924, compared with Year ended 31st March, 1923. Gross Revenue Account.
1922-23. 1923-24. 1922-23. 1923-24. To Generating expenses, headworks, and powerhouse — Salaries Wages Supplies Transport Maintenance and repairs — Headworks and buildings Power-house machinery Staff village Erection of temporary weir £ s. d. £ s. d. £ s. d. 40,467 15 8 86 5 0 By Sales of electrical energy to wholesale consumers Less discounts and rebates £ s. d. 58,630 16 5 86 11 11 £ s. d. £ s. d. 2,478 3. 3 127 7 4 324 19 11 141 19 3 2,711 19 2 102 0 7 132 10 10 72 18 1 40,381 10 8 58,544 4 0 305 12 10 375 0 2 106 5 8 810 19 8 671 10 6 143 19 3 937 6 7 37 14 6 461 4 1 506 17 5 14 16 9 Hire of plant Rent of lines Miscellaneous rents Discounts forfeited 5 10 0 579 17 0 607 2 2 1,192 9 2 3,859 8 5 628 16 0 331 18 2 137 15 10 Main transmission-lines (50,000-volt) — Horahora to Waikino — Wages Repairs and supplies Transport 531 1 5 1,013 4 11 181 9 9 1,020 12 9 368 3 2 Testing, oil-drying, and repairs for consumers Fees for inspection of lines and testing of instruments, &c. 165 1 8 1,098 10 0 1,725 16 1 48 6 0 22 1 0 123 18 9 120 8 9 46 2 7 i i Horahora to Hamilton — Wages Repairs and supplies Transport 133 5 7 25 11 3 58 6 0 217 2 10 ! 1 290 10 1 Mystery Creek to Te Awamutu — Wages Repairs and supplies Transport 60 18 2 8 3 5 21 9 0 86 9 10 15 10 9 19 7 3 121 7 10 90 10 7 Wairongomai to Waihou — Wages Repairs and supplies 18 16 9 8 17 2 27 13 11 .. 503 13 3 132 6 1 Main substations (50,000-volt)— Waikino — ■ Operating wages (half) Repairs to buildings, machinery, &c. 590 3 10 92 10 11 682 14 9 ■ 635 19 4 Hamilton — Operating wages Repairs and supplies to buildings, machinery, &c. Maintenance yards, workshops, &c. Repairs, tools, and instruments .. 151 11 9 178 19 5 33 3 1 89 16 4 45 1 0 27 4 6 35 1 7 19 13 2 , 319 12 2 Carried forward 6,294 10 7 Carried forward .. 8,618 18 9 41,818 12 7 59,923 16 4
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TABLE No. 6— continued. WAIKATO ELECTRIC-POWER SUPPLY.—HORAHORA SCHEME— continued. Profit and Loss Account for Year ended 31st March, 1924, compared with Year ended 31st March, 1923— continued. Gross Revenue Account — continued.
1922-23. 1923-24. 1922-23. 1923-24. £ s. d. 6,294 10 7 £ s. d. £ s. d. 8,618 18 9 £ s. d. 41,818 12 7 £ s. d. 59,923 16^4 Brought forward Main substations (50,000 volt) — contd. — Te Awamutu — Operating wages Repairs and supplies to building and machinery 258 17 6 Brought forward .. 58 9 3 ! 274 2 11 . 15 5 5 1 13 11 •• Waihou — Operating wages Repairs and supplies to buildings and machinery 148 18 0 35 19 4 184 17 4 60 3 2 Distribution substations (11,000 volt) — Wages, repairs, and supplies 33 13 11 37 18 11 109 16 1 61 9 0 34 18 11 5 11 10 Distribution lines, (11,000 volt)— Horahora-Hamilton-Frankton — Wages Repairs and supplies Transport Waikino-Waihi 132 16 10 31 1 8 60 12 3 2 0 0 211 15 10 Transmission and distribution general in Horahora-Hamilton area — Salaries Expenses Transport687 10 6 2 0 0 115 6 10 804 17 4 1,497 19 G Management and general — Salaries, wages, and audit fees Accident insurance, sick and holiday 960 2 1 339 8 6 430 1 8 103 12 1 26 5 6 1 11 6 74 5 7 179 9 0 56 7 11 15 5 5 pay Travelling-expenses and motor-cars .. Postages, telegrams, and telephones .. Fire insurance Legal expenses Printing, stationery, and advertising.. Office rent, cleaning, and lighting Experimental testing Miscellaneous expenses Fire damage, Hamilton office 220 15 8 305 12 9 149 1 0 28 7 6 10 10 0 112 3 10 233 14 0 53 16 11 23 14 5 29 10 3 ,127 8 5 2,724 6 2 Carried forward 9,324 9 8 12,274 14 5 41,818 12 7 59,923 16 4
17
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3-D. 1.
TABLE No. 6— continued. WAIKATO ELECTRIC-POWER SUPPLY.—HORAHORA SCHEME— continued. Profit and Loss Account for Year ended 31st March, 1924, compared with Year ended 31st March, 1923— continued. Gross Revenue Account — continued.
1922-23. 1923-24. 1922-23. " 1923-24. £ s. d. £ s. d. £ s. d. £ s. d. 9,324 9 8 Brought forward.. .. .. .. 12,274 14 5 41,818 12 7 Brought forward .. .. .. 59,923 16 4 Management and general —continued. 90 4 2 Purchase of current .. .. .. 88 6 8 Testing, oil-drying, repairs, &c., for 306 13 11 consumers .. .. .. .. Ill 0 5 9,721 7 9 12,474 1 6 32,097 4 10 47,449 14 10 £41,818 12 7 Balance to Net Revenue Account .. .. £59,923 16 4 j £41,818 12 7 j £59,923 16 4 Net Revenue Account. £ s. d. £ s. d. £ s. d. To Interest on purchase-money for plant purchased from Waihi £ s. d. 32,097 4 10 By Balance from Gross Revenue Account .. .. .. 47,449 14 10 19,208 7 8 Gold-mining Company, and on advances from Treasury .. 21,230 14 7 6,236 9 3 Depreciation on completed works (2 per cent.) and on stocks 10,393 9 0 Special depreciation provision to cover cost of replacing 383 4 2 temporary work .......... 6,269 3 9 Balance to Profit and Loss Appropriation Account .. 15,825 11 3 £32,097 4 10 £47,449 14 10 £32,097 4 10 47,449 14 10 Profit and Loss Appropriation Account. £ s. d. £ s. d. £ s. d. £ s. d. 5,882 15 9 To Balance from previous year .. .. .. .. .. 6,269 3 9 By Balance from previous year .. .. .. .. 386 8 0 Sinking Fund contributions to date, as required l)y section 12 Balance from Net Revenue Account .. .. .. j 15,825 11 3 of the State Supply of Electrical Energy Act, 1917 .. 12,718 0 0 386 8 0 Balance to balance-sheet .. .. .. .. 3,493 19 3 £6,269 3 9 £16,211 19 3 £6,269 3 9 £16,211 19 3 Depreciation Reserve Account. £ s. d. £ g. d. £ s. d. £ s. d. 633 4 2 To Amount written off for temporary works .. .. .. 10,210 10 7 By Balance at close of previous year .. .. .. 16,605 7 10 Amount written off for depreciation of stocks .. .. 2,831 6 2 408 8 0 Interest for year .. .. .. .. .. 664 4 0 16,605 7 10 Balance to balance-sheet .. .. .. .. 24,831 14 8 6,619 13 5 Amount set aside as per Net Revenue Account .. .. 10,393 9 0 £17,238 12 0 27,663 0 10 £17,238 12 0 £27,663 0 10
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TABLE No. 6— continued. WAIKATO ELECTRIC-POWER SUPPLY.—HORAHORA SCHEME— continued. Sinking Fund Account.
1923-24. 1923-24. 1922-23. 1923-24. £ s. d. To Balance to balance-sheet £ s. d. 12.718 0 0 s. d. | - I By Amount set aside as per Profit and Loss Appropriation Account .. .. .. .. £ s. d. 12,718 0 0 I £12,718 0 0 £12,718 0 0 ' Balance-sheet at March 31st, V '24. 1922-23. Liabilities. 1923-24. 1922-23. Assets. 1923-24. £ s. d. 418,734 9 1 1,028 15 5 16,605 7 10 Electric- supply Account — Balance carried to general balance-sheet Sundry creditors Depreciation reserve Sinking Fund £ s. d. £ s. d. 462,484 14 4 8,673 10 9 24,831 14 8 12,718 0 0 £ s. d. 2,168 5 9 956 14 9 10,320 3 7 88.666 5 1 41.414 9 0 30,894 13 7 81 6 5 Works, &c, at Horahora — Roads and bridges Land and fencing Accommodation for staff and workmen .. Headworks Generating- station Transformer building and machinery Tools and equipment £ s. d. 2,168- 5 9 1,039 15 3 11,053 17 2 134,797 0 1 64,483 10 3 32,244 6 6 905 15 3 £ s. d. 386 8 0 Balance from Profit and Loss Appropriation Account — Net profit 3,493 19 3 246,692 10 3 174,501 18 2 44,573 13 9 22.122 5 0 7,485 0 0 4,524 7 4 138 19 2 857 13 6 Transmission-lines (50,000 volts) — Horahora-Waihi Horahora— Hamilton Mystery Creek -Te Awamutu.. Waiorongomai-Waihou Waihou-Hamilton Linesmen's cottages 38,460 1 3 22,190 10 10 7,556 9 9 4,561 6 6 138 19 2 1,003 17 6 436,755 04 Carried forward 79,701 18 9 73,911 5 0 254,203 16 11 Carried forward 320.603 15 3 512.201 19 0
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TABLE No. 6-continued. WAIKATO ELECTRIC-POWER SUPPLY.—HORAHORA SCHEME— continued. Balance-sheet at 31st March, 1924— continued.
1922-23. Liabilities. 1923-24. 1922-23. Assets. 1923-24. £ s. d. 436,755 0 4 Brought forward .. £ s. d. 512,201 19 0 £ s. d. 254,203 16 11 £ s. d. £ s. d. 320,603 15 3 Brought forward - I 20,352 15 2 7,754 2 7 5,455 14 4 6,626 10 10 Main substations (50,000-volt) — Waikino Hamilton .. .. .. Te Awamutu Waihou 20,612 13 8 7,826 2 5 5,453 16 2 7,230 16 3 41,123 8 6 40,189 2 11 Distribution-fines (11,000-volt)— Horahora-Frankton Waihi Grand Junction Company line Waikino— Waihi I 32,556 3 8 704 11 11 33,333 19 7 704 11 11 6,000 0 0 40,038 11 6 33,260 15 7 7,394 11 2 3,975 11 9 7,365 7 2 3,521 5 1 3,540 19 9 4,317 17 6 440 6 1 Distribution substations (11,000-volt) Land at Ruakura Stores buildings and fittings and railway-siding, Ruakura Staff residences, Ruakura Loose tools and equipment Motor lorries, cars, and cycles Office furniture, Hamilton Engineering, office, and general expenses on surveys and on construction Salaries of officers on surveys and on construction Interest during construction 3,975 11 9 7,365 7 2 3,521 5 1 3,723 15 0 4,694 5 0 494 2 5 7,413 16 8 6,656 4 1 6,898 2 4 8,947 18 6 21,207 15 4 10,740 11 9 24,224 9 2 65,637 9 8 j 67,367 16 5 474,817 1 7 I I 395,021 11 10 I General stocks of material on hand 31,620 4 7 24,571 14 11 I Debtors — For electrieit}' and sales of material For payments in advance 10,039 8 1 73 15 10 12,596 4 7 216 17 11 12,813 2 6 I 10,113 3 11 436,755 0 4 £512,201 19 0 £436,755 0 4 £512,201 19 0 £436,755 0 4 I = The balance-sheet has been duly compared with the various supporti a books, vouchers, and documents, and found to correspond therewith. G. F. C. Campbell, Controller and Auditor-General.
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TABLE No. 6— continued. LAKE COLERIDGE HYDRO-ELECTRIC-POWER SUPPLY. Profit and Loss Account for Year ended 31st March, 1924, compared with Year ended 31st March, 1923. Gross Revenue Account.
1922-23. 1923-24. 1922-23. 1923-24. II £ s. d. 2,437 18 5 851 16 0 142 10 3 614 8 3 568 6 1 159 10 9 69 12 6 831 2 7 454 16 4 234 5 2 To Generating expenses, headworks, and powerhouse — Salaries Wages Supplies Transport of stores, &c. Maintenance and repairs — Maintenance, Harper diversion .. Headworks Power-house building Power-house machinery Roads and fences Staff residences, &c. £ s. d. 2,601 6 6 884 1 7 74 2 8 350 14 8 682 17 1 244 3 2 124 14 3 894 0 0 164 2 5 437 9 6 £ s. d. £ s. d. 64,893 19 S 2,100 11 1 I 66,994 10 9 16 19 7 By Sale of energy — Wholesale Retail Discounts forfeited £ s. d. 74,524 11 11 2,271 0 10 ' • . J ■'■-' J - £7 18 11 7 £ s. d. 6,457 11 10 777 0 10 281 2 1 41 16 11 : i Rents — Land and buildings Electric lines ,, plant 750 18 6 245 3 8 102 17 0 1,098 19 2 6,364 6 4 484 19 9 357 12 1 400 12 7 Transmission-lines — Salaries Transport, including upkeep of horses, traps, cars, and cycles Repairs to power-lines 468 4 6 284 6 1 770 13 8 1,523 4 3 1,099 19 10 393 19 4 726 15 11 Fees for testing and repairing electrical appliances 1,243 4 5 1,127 18 2 519 17 9 106 0 0 Substation, Addington — Salaries Wages Supplies Maintenance and repairs — Buildings and yards Machinery 1,121 17 9 523 17 11 74 17 7 80 0 0 9 6 7 Stand-by provision : Fees from wholesale consumers Interest from local bodies in respect of reticulations sold on deferred payment Earnings motor-vehicles 80 0 0 7 9 4 335 15 8 74 9 3 ! 249 6 7 135 19 4 ! 224 17 6 113 12 10 2,164 0 10 Distribution — Salaries Transport, including upkeep of motor lorry and car Maintenance of feeder cables, transformer stations, and tools Maintenance of secondary distribution Maintenance of and testing meters .. Earth-testing 2,105 19 2 211 2 3 208 3 3 147 19 1 154 6 6 1,807 1 5 1,252 7 6 205 9 9 138 5 6 2,437 9 1 1,612 3 0 367 6 10 98 12 7 3,762 5 6 Carried forward .. - 13,533 17 1 14,964 16 6 69,152 10 2 Carried forward 78,508 5 0
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TABLE No. 6— continued. LAKE COLERIDGE HYDRO-ELECTRIC-POWER SUPPLY— continued. Profit and Loss Account for Year ended 31st March, 1924, compared with Year ended 31st March, 1923— continued. Gross Revenue Account — continued.
1922-23. 1923-24. 1922-23. 1923-24. £ s. d. Brought forward To Stand-by provision — Payment to Christchurch Tramway Board for rental Payment to Christchurch Tramway Board, for energy supplied £ s. d. £ s. d. 14,964 16 6 . i £ s. d. 69,152 10 2 Brought forward £ s. d. £ s. d. 78,508 5 0 1,350 0 0 1,350 0 0 17 5 0 70 18 10 1,367 5 0. Management and general expenses — Salaries Sick and holiday pay to workmen Travelling-expenses Office-rent Rent of other buddings Postages and telegrams Telephone subscriptions Printing and stationery Advertising .. .. ... Accident pay Fire insurance .. Audit fees Meter-reading and line-inspection Commission on collection of accounts Electrical testing Miscellaneous trade expenses 1,889 13 1 167 11 2 171 3 7 200 0 0 65 10 0 191 14 2 92 10 3 144 1 2 51 6 3 206 6 10 89 12 2 66 0 0 338 1 0 74 2 1 615 14 5 6 10 4 1,846 11 8 308 16 7 114 14 3 379 0 0 65 10 0 159 1 0 121 8 6 137 8 1 32 14 0 383 7 8 93 9 1 112 0 0 248 9 8 101 13 11 283 18 0 3 10 5 4,369 16 6 Balance to Net Revenue Account | 20,777 8 2 19,270 18 7 49,881 11 7 57,730 16 10 ! 1 69,152 10 2 78,508 5 0 £69,152 10 2 £78,508 5 0 Net Revem Account. £ s. d. 9,307 0 0 35,274 19 1 5,299 12 6 £ s. d. 12,584 0 0 44,443 9 6 703 7 4 £ s. d. 49,881 II 7 £ s. d. 57,730 16 10 To Depreciation at 2 per cent, per annum on completed work .. Interest for year ended 31st March Balance to Profit and Loss Appropriation Account By Balance from Gross Revenue Account £49,881 11 7 £57,730 16 10 £49,881 11 7 £57,730 16 10
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TABLE No. 6 — continued. LAKE COLERIDGE HYDRO-ELECTRIC-POWER SUPPLY— continued. Profit and Loss Appropriation Account.
1922-23. 1923-24. 1922-23. 1923-24. £ s. d. 29,175 9 5 To Balance from previous year's statement .. £ s. d. 23,875 16 11 £ s. d. 5,299 12 6 By Balance from Net Revenue Account 23,875 16 11 Balance to balance-sheet —Accumulated loss £ s. d. 703 7 4 23,172 9 7 £29,175 9 5 £23,875 16 11 £29,175 9 5 £23,875 16 11 Depreciation Eeserve Account. £ s. d. 4,750 0 0 To amounts written off — ■ Motor vehicles and tool3 Transmission-fine reconstruction Powerhouse turbines (renewals) Feeder mains (renewals) Balance to balance-sheet £ s. d. 2,409 8 11 I £ s. d. 54,536 19 0 2,181 9 7 9,307 0 0 By Balance from previous year's statement Interest at 4 per cent, per annum Amount set aside as per Net Revenue Account £ s. d. 61,275 8 7 2,451 0 0 12,584 0 0 307 0 0 1,000 0 0 72,593 19 8 61,275 8 7 £66,025 8 7 £76,310 8 7 £66,025 8 7 £76,310 8 7 Note. —The State Supply of Electric Energy Act provides for the establishment of a sinking fund of 1 per cent, per annum when profits are available for the purpose, and for the payment of arrears of sinking-fund contributions out of any future profits. The arrears of sinking fund (at 4 per cent, interest) since commencement of operations in 1915 total £47,756.
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TABLE No. 6— continued. LAKE COLERIDGE HYDRO-ELECTRIC-POWER SUPPLY— continued. Balance-sheet at 31st March, 1924.
1922-23. Liabilities. 1923-24. 1922-23. Assets. 1923-24. £ s. d. 61,275 8 7 Depreciation Reserve Account Sundry creditors — 1,526 2 4 On open accounts 906 9 11 On contracts 308 15 8 Payment for current in advance 2,741 7 11 Balance carried to general balance-sheet— 930, 797 9 1 Total assets as per contra 64,016 16 6 Less total liabilities as above .. £ s. d. 1,659 14 0 3,424 11 5 308 6 8 .. 977,701 18 5 77,986 11 9 i £ s. d. £ s. d. 72,593 19 8 4,229 16 4 5,317 4 6 7,566 3 8 279 12 8 17,392 17 2 5,392 12 1 79,868 7 1 68,842 4 6 1,996 16 2 899,715 6" 8 3,357 0 5 21,413 8 11 175,477 17 1 25,215 17 1 100,149 5 9 231 2 1 125,596 4 11 14,560 5 5 Works at Lake Coleridge —- Land, including fencing and planting Coalgate Gorge Road Service roads Service telephones .. Headworks —- First tunnel, including inlet and outlet works Second tunnel Pipe-lines Tram-line Weir at lake-outlet, gauges, and fencing Harper River diversion works £ s. d. £ s. d. 4,343 8 7 5.317 4 6 7,566 3 8 310 8 5 —— — — 17,537 5 2 930,797 9 1 64,016 16 6 866,780 12 7 80,148 6 6 10,333 5 8 68,871 1 1 1,996 16 2 3,469 15 5 21,431 18 11 866,780 12 7 """"" " ' , —— 186,251 3 9 Power-house — Buildings, &c. Machinery, &c. Office furniture, fittings, &c. 25,446 16 2 95,297 4 4 231 2 1 120,975 2 7 Accommodation for staff and workmenBuildings, fencing, &c. . ■ 14,708 15 1 4.051 11 8 176, °64 2 1 55,299 3 1 2,403 18 2 ! Transmission-line s— Land Power-lines to Christchurch Power-lines to South Canterbury Telephone-system Linemen's cottages, depots, tools, and equipment Alterations to public telegraph-lines Point Swithcing Station 4,599 8 2 177,552 5 11 56,280 19 3 2,408 19 8 3,165 5 5 6,588 12 4 4,017 7 10 ,_ - 3,244 17 3 6,588 12 4 9,018 7 3 . , 959 693 9 1(1 251,790 0 7 113, 3,483 0 5 3,875 6 0 28,190 10 2 5.856 4 3 Addington Substation — ■ Land, including cottages Substation buildings Machinery, &c. Store buildings and workshops 3,483 0 5 3,935 17 1 31,365 7 10 5,856 4 3 i 41,405 9 10 , -±-±, u-±u V I 930,797 9 1 977,701 18 5 S Carried forward 643,806 6 0 Carried forward 626,222 15 0
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TABLE No. 6—continued. LAKE COLERIDGE HYDRO-ELECTRIC-POWER SUPPLY— continued. Balance-sheet at 31st March, 1924— continued.
1922-23. Liabilities. 1923-24. 1922-23. Assets. 1923-24. £ s. d. 930,797 9 1 Brought forward £ s. d. £ s. d. 977,701 18 5 £ s. d. ! 626,222 15 0 £ s. d. £ s. d. 643,806 6 0 : 6,963 9 0 4,889 19 10 7,013 3 9 18,893 9 8 10,876 10 2 3,994 11 1 1,019 0 2 Brought forward Primary distribution — Supply cables —Christchurch City Christchurch TTamways Lyttelton Northern Southern Motukarara Hororata-Darfield Substations —Hororata Ashburton Timaru Lightning-arresters Tools and equipment .. Alterations to public telegraph-lines 7,021 16 1 4,889 19 10 7.015 3 8 18,997 4 11 11,886 15 6 4,045 9 5 1,613 19 10 4,712 10 9 8,265 8 9 9,984 1 6 622 9 9 300 4 5 1,516 12 8 622 9 9 300 4 5 1,516 12 8 ! i 80,871 17 1 56,089 10 6 Secondary distribution — Supply cables and reticulation Local substations 21,543 18 4 26,409 19 9 22,807 15 9 26,689 19 7 , I 47,953 18 1 tV ,*±V I J-U t± 16,683 1 3 6,646 18 2 88 14 6 11,957 15 10 1,729 3 9 173 19 1 249 6 5 Service transformers and meters Motor-cars, lorries, and cycles, &c. Test-room equipment Loose tools, plant, and equipment Public telephones to the lake Telephones to Christchurch City Council and Tramway Board and local officers Christchurch office —Furniture and fittings .. Engineering, office, and general expenses on preliminary surveys and during construction Salaries of Engineers and others on preliminary surveys and during construction Interest during construction 9,329 2 10 6,865 16 4 102 9 4 11,415 9 4 1,729 3 9 173 19 ' 1 250 3 10 - - 26,749 13 9 28,288 0 11 r " - ; 23,692 9 10 29,795 19 10 27,646 16 10 I 32,823 19 1 j 848,033 6 0 892,800 19 9 • 41,095 0 1 186 15 4 17,606 19 9 Stocks of material, &c, on hand at date Telephone subscriptions, fire insurance, &c, paid in advance Sundry debtors —For current, rent, work carried out, &c. 41,471 10 0 141 13 1 20,115 6 0 906,921 12 2 ! 954,529 8 10 23,875 16 11 Balance from Profit and Loss Appropriation Account 23,172 9 7 . £930,797 9 1 £977,701 18 5 J£930,797 9 1 £977,701 18 5 The balance-sheet has been compared with the varioi supporting books, vouchers, and documents, and found to correspond therewith. G. F. C. Campbell, Controller and Auditor-General.
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TABLE No. 7. IRRIGATION AND WATER-SUPPLY. Schedule of Schemes completed or under Construction.
River toSmml Average Works authorized. Works completed. Discharire (Maxirnu ). Eaiafall Area Area , Expenditure Estimate Scheme. Source o! Supply. 7mm from 1092 commanded irrigated to 31st j to Remarks. rmimV As per During Records * (Gross). at Present. Main Distribu- Main Distribu- March, 1924.1 complete. '* Design. 1923-24. available. Canals. taries. Canals. taries. Cusecs. Cusecs. Cusecs. Inches. Inches. Acres. Acres. M. ch. M. ch. M. ch. M. ch. £ £ Steward Settlement Waitaki River .. .. 110 .. 21*20 18*38 18,000 .. 14 60 50 31 14 60 50 31 12,115 .. Completed. (Steward | Settlement) Otekaikej .. Otekaike River .. 9 15 .. 21*31 19*77 1,500 800 14 37 3 47 14 37 3 47 3,631 .. Completed. Used only on (Duntroon) west side of river. Ida Valley ' .. Manorburn, Pool- .. 110 88 15*62 14*19 28,918 7,200 73 0 54 0 73 0 22 20 157,424 9,623 About 20,000 acres can now burn, and Moa (Moa Ck.) receive partial irrigation Creek. (Storage eqnal to one-third comManorburn Dam) plete irrigation, the balance being land that either does not require irrigation or benefits indirectly through irrigation of the balance. To p r o*v i d e further water for its complete irrigation further conservation -works would be necessary. These have been investigated, and as they appear to be excessive in cost, nothing further is now proposed in that direction. Galloway .. Manorburn Dam .. .. 15 15 13*49 13*21 2,250 1,650 10 50 4 0 10 50 4 0 21,122 666 Almost completed. Olrig (Galloway) Terrace scheme now reduced in area and amalgamated with Galloway. Manuherikia - Alex- Manuherikia River 77 100 40 15*48 15*15 11,000 2,050 23 0 41 0 23 0 37 6 189,651 22,045 Sufficiently completed to andra -Clyde No. 1 (Alexandra, supply water to any part Ophir, and of area, but some earthClyde) work enlargement of parts of main race will soon be necessary, as originally anticipated, to provide full irrigation. Ardgour .. .. Lindis River .. 40 20 20 16*90 16*90 2,000 1,426 13 0 2 40 13 0 2 40 32,199 459 Almost completed. i (Tarras) i I I
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TABLE No. 7 — continued. IRRIGATION AND WATER-SUPPLY—continued. Schedule of Schemes completed or under Construction— continued.
Scheme. Source of Supply. River Discharg (MiniI mum). Main Canal Discharge (Maximum). Average Rainfall from Records available. Works authorized. Works completed. -d . „ Area Area Expenditure Estimate j 192? commanded irrigated to 31st to 1 *• (Gross). at Present. Main Distribu- Main Distribu- March, 1924. complete. ' Canals, i taries. Canals. | taries. I ! 1 ! Works authorized. Remarks. As per During Design. | 1923-24. Cusecs. Fraser River (Earns- Fraser River .. 10 cleugh) Last Chance (Fruit- Shingle, Gorge, and 14 lands and Earns- Coal Creeks cleugh Tops) Cusecs. 20 20 Cusecs. j Inches. 20 13-70 (Earnscleugh) 10 13-75 (Earnscleugh and Roxburgh East) Inches. 13-46 14-53 Acres. I Acres. M. ch. M. ch. M. ch. 2,743 1,110 4 30 12 10 ' 4 30 4,300 696 22 0 10 15 60 7,000 320 ! 13 16 15 60 10 00 1,000 .. 2 06 .. 2 06 3,300 215 16 51 10 00 16 51 M. ch. 12 10 1 0 0 75 4 35 £ £ 3,318 7,805 I Half of scheme completed and working. Now about to be extended to command 2,400 acres with 1 cusec to 300 acres at driest times. Two cusecs of water is allocated free to original settlement of 343 acres. If better irrigation required a storage dam or hydro - electric pumping will have to be resorted to. 16,010 6,495 All of Fruitlands district now commanded w i t h water, and extension towards Earnscleugh Tops proceeding. Water available will irrigate 1,100 acres south of Butcher's Creek, and partially irrigate 2,400 acres of land available for settlement north of Butcher s Creek. 37,745 43,801 Under construction. Estimated to be ready for large proportion of area next season. 353 507 i Partly completed. Supplying domestic water and partial irrigation. 20,966 ! 12,798 Works well in hand, and full water-supply estimated for next season. Has been slightly extended to include some lands south of Teviot River. ! ■ 4 16-90 16-90 (Tarras) (Tarras) ■ Tarras .. .. Lindis River .. 40 70 7,000 Bengerburn .. | Bengerburn .. 1 4 4 5 13-80 15-59 (Roxburgh East) 1,000 Teviot River .. Teviot River and 40 Lake Onslow dam (estim.) 80 3,300 ' I = : I
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TABLE No. 7—continued. IRRIGATION AND WATER-SUPPLY— continued. Schedule of Schemes under Investigation.
Scheme. Source of Supply. River Discharge (Minimum). Main Canals Discharge (Maximum), as per Design. Averase .Rainfall -Rainfall Area lencrth of Length of Expenditure Estimate ! from S ' commanded Main Distribu- to 31st to Records available. (Gross). Canal. taries. March, 1924. complete. I Remarks. Maniototo (Upper Taieri) Taieri River and storage dam Cusecs. 25 Cusecs. 500 Inches. 17-35 (Waipiata) Inches. Acres. Miles. < Miles. 13-89 , 100,000 60 £ 142 - £ Modified scheme for complete irrigation of 5,000 acres is possible without storage, or for reasonable partial irrigation of 15,000 acres. 39,700 Roaring Meg Scheme : This will irrigate 3,750 acres, and may be reduced in cost by charging £11,350 to possible hydro - electric - power development. Kawarau River : A private companyis developing this portion of scheme. A survey party is engaged investigating alternative proposals for taking part of Roaring Meg water to Mount Pisa Settlement lands. This may alter estimate. 166,360 : Survey has been proceeding for several years, and general report just completed. Of the gross area of 96,000 acres, 64,000 acres are estimated to be actually suitable for irrigation. The full development of this scheme involves the construction of a storage dam, estimated to cost £250,000, but some of this cost would be borne by the Mount Ida and Scandinavian schemes. 50,000 For lands in Upper Idaburn to Nasebv. ] Includes £19,000 towards cost of Fails dam, Upper Manuherikia scheme, and £11,000 for value of present works. 93,598 To irrigate Arrow Flats, Miller's Flat, Speargrass Flat, and Frankton. Formation of an irrigation district under the Public Works Act is under close consideration by settlers and Department. 41,470 To irrigate lower flat only. Cromwell Flat and Lowburn (Roaring Meg) Roaring Meg Stream (gravity), Kawarau River (pumping) 29 3,000 40 2113 (Luggate) . I 20-73 15,000 10 30 1,186 - Upper Manuherikia Manuherikia and Dunatan Rivers,and storage dam in Manuherikia River at Falls 77 355 18-39 (Clvde, Ophir, and Blackstone Hill) 21-72 96,000 130 3,307 866,360 Mount Ida I Tributaries of Manuherikia River and Ewebum Reservoir 50 23-93 (Ewebum, Naseby) 31-59 10,000 Arrow River Arrow River 55 48 25-51 (Frankton) 26-44 6,536 17 24 16 Hawea Flats (first alternative Timaru Creek (gravity) 30 21-97 (Hawea Flat) I 20 30 21-80 4,000 11 20 21
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TABLE No. 7— continued. IRRIGATION AND WATER-SUPPLY— continued. Schedule of Schemes under Investigation— continued.
Scheme. Source of Supply. Main Canals River Discharge Average Rainfall Discharge (Maximum), from (Minimum). as per Records available. Design. Rainfall, 1923 I I I Area Length of Length of Expenditure Estimate commanded Main Distribu- to 31st to (f-rionV Canal. taries. March, 1924.' complete. Remarks. Hawea Flats (later alternative Chapman's Gully Hawea River (pumping) Cusecs. Cusecs. Inches. 2 97 (Hawea Flat) Inches. 21-80 12-76 16-90 Acres. Miles. Miles. 17,600 .. 100 3,000 7 £ £ 71,720 Latest tentative proposal. Electric power not necessary, but water to be pumped by direct apphcation ol power generated by low-pressure turbines at outlet of Lake Hawea. This appears preferable to alternative No. 1, and appears to be a promising scheme. Further closer survey and estimates are necessary. 1,165 May yet be amalgamated with Last Chance scheme or possible scheme from Conroy's Gully. £ 71,720 Butcher's Creek, Conroy's Creek, and storage dam 14-78 (Alexandra) Bendigo Flat Lindis River and storage dam Teviot River and Lake Onslow dam 40 30 40 80 16-90 (Tarras) 13-80 (Roxburgh East) Teviot River Extension 15-59 20-73 26-19 13,400 2,000 ... 1,200 4,000 i To irrigate Teviot and Ettrick. Involves enlargement of Lake Onslow dam. Some further investigations made, and survey expected to be commenced shortly. Proposed to utilize abandoned race oi Island Block Extended Gold-mining Company. A new and promising proposal, which is about to be placed under survey. To supply water to part of Mount Pisa Settlement lands. Survey about tc proceed. 50,000 For lands about St. Bathan s. Includes £12,000 towards cost of Falls dam, Upper Manuherikia scheme. Miller's Flat Minzionburn 6 ! I Luggate Burn i Luggate Burn 6 12 (after existing rights) 20 2113 (Luggate) 27-83 (St. Bathan's) Scandinavian Tributaries of Manuherikia River and Ewebum Reservoir
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TABLE No. 8. IRRIGATION AND WATER-SUPPLY: SCHEMES IN OPERATION. IDA VALLEY AND GALLOWAY SCHEMES.
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Profit and Loss Account. Gross Revenue Account. 1921-22. 1922-23. 1923-24. 1921-22. 1922-23. 1923-24. To Management and operation — Ida Valley section — £ s. d. Salaries .. .. .. .. 57 7 4 Wages, horse allowances, and other costs of 995 0 3 maintenance Galloway section — Salaries .. .. .. .. 15 5 2 Wages, horse allowances, and other costs of I 217 11 6 maintenance Office rent .. .. .. .. 10 0 0 Maintenance staff cottages Gross profit on working .. .. .. 736 9 0 £ s. d. £ s. d. By Sales of water —- 90 11 11 89 0 0 Ida Valley section 1,077 3 10 1,789 5 6 Galloway section £ s. d. £ s. d. £ s. d. 1.905 3 4 2.207 7 4\ „ ,„„ la a 126 9 11 ; 271 4 -,j A ' li{i 1S » 21 5 0 252 13 7 268 16 8 10 0 0 10 0 0 45 0 0 981 17 7 j 973 16 7 2,031 13 3 2,478 11 11 i 3,130 18 9 2,031 13 3 | 2,478 11 11 3,130 18 9 ■__ , Net Reven-t ■e Account. 1921-22. 1922-23. 1923-24. I 1921-22. I 1922-23. 1923-24. Total. To Interest on capital outlay at 4J per cent, per annum (one-half charged against revenue and one-half against capital)?— At 31st March, 1921, capital outlay was £137,426 12s. 2d. At 31st March, 1922, capital outlay was £148,579 2s. 7dAt 31st March, 1923, capital outlay was £168,047 15s. 7d. Interest on depreciation reserve Depreciation Reserve Account £ s. d. £ s. d. 3,092 1 11 3,343 0 8 j £ s. d. By Gross profit on working, as per Gross Revenue Account Net loss £ s. d. 736 9 0 2,429 6 3 £ s. d. £ s. d. £ s. d. 981 17 7 973 16 7 j 2,692 3 2 2,437 15 4 2,886 18 6 7,754 0 1 - .. 2 18 11 73 13 4 j 73 13 4 ; 3,781 1 6 6 0 3 73 13 4 £3,165 15 3 £3,419 12 11 £3,860 15 1 ,165 15 3 ,419 12 11 £3,860 15 1 £10,446 3 3
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TABLE NO. Q— continued. Depreciation Reserve Account. 1923-24. | 1923-54. £ s. d. £ s. d. To Balance to balance-sheet .. .. .. .. .. .. 229 19 2By Balance at 31st March, 1923 .. .. .. .. .. .. 150 5 7 Interest at 4 per cent, per annum .. .. .. .. .. 603 Amount set aside as per Net Revenue Account (1-05235 percent, on £7,000) .. 73 13 4 £229 19 2 £229 19 2 General Balance-sheet at 31st March, 1924. Liabilities. £ s. d. Assets. Public Works Fund—Capital expenditure to 31st March, 1924 .. .. .. 178,545 710 Dams, weirs, water-races, &c.— £s.d.£ s. d. Consolidated Fund—Excess of maintenance and interest charges over receipts .. 20,967 13 8 Ida Valley section— Depreciation Reserve Account .. .. .. .. .. .. 229 19 2 Proportion Manorbum dam and[headraces .. .. 49,070 0 0 Sundry creditors— Main water-races .. .. .. .. .. 96,615 11 0 Ida Valley .. .. .. .. .. .. .. .. 368 7 1 Distribution water-races .. .. .. .. 12,246 11 4 Galloway .. .... .. .. .. .. 200 —— 157,932 2 4 Galloway section— Proportion Manorbum dam and headraces .. .. 10,408 0 0 Dip Creek diverting- weir .. .. .. .. 1,090 4 7 Main water-races .. .. .. .. 7,295 8 0 18,793 12 7 176,725 14 11 Staff accommodation .. .. .. .. .. .. .. 1 ( 140 0 0 Telephone system .. .. .. .. .. ■ .. .. 800 0 0 Stocks of material on hand .. .. .. .. .. .. 250 0 0 Interest during construction .. .. .. .. .. 10,216 4 2 Sundry debtors (sale of water) .. .. .. .. .. .. 3,227 8 7 Profit and loss—Accumulated loss to date .. .. .. .. .. 7,754 0 1 £200,113 7 9 £200,113 7 9 N.B.—The above accounts take the place of any previously published. J. J. Gibson, Accountant, Public Works Department.
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APPENDICES TO THE PUBLIC WOEKS STATEMENT, 1924.
APPENDIX A. AUDITED STATEMENT OE EXPENDITURE ON PUBLIC WOEKS OUT OF THE PUBLIC WORKS FUND FOR THE YEAK 1923-24.
Prepared in compliance with Section 8 of the Public Works Act, 1908.
Sir, — Public Works Department, Wellington, 15th July, 1924. In compliance with the Bth section of the Public Works Act, 1908, I enclose a statement of the expenditure during the preceding financial year on all works and services chargeable to the Public Works Fund. I have, &c, J. G. Coates, Minister of Public Works. The Controller and Auditor-General, Wellington.
Statement of Net Expenditure on all Works and Services chargeable to the Public Works Fund for the Year 1923-24.
This statement includes only the expenditure on works, and does not include expenditure such as interest, sinking funds, and charges and expenses of loans. J. J. Gibson, Accountant. F. W. Furkert, Examined and found correct, Engineer-in-Chief and Under-Secretary. G. F. 0. Campbell, Controller and Auditor-General.
Vote. Summary. Appropriation. Expenditure. Credits. Net Expenditure. 44 45,46 47-54 55 56,57 58 59 60,61 62 63 64 65 66 67 68 General Purposes Account — Public Works, Departmental Railways Publio Buildings Timber - supply and Sawmills for Public Works Department Lighthouses and Harbour-works Tourist and Health Resorts Immigration Roads, Bridges, and other Public Works .. Development of Mining Telegraph Extension Motor Transport Service Contingent Defence Lands, Miscellaneous Irrigation and Water-supply Plant, Material, and Stores Unauthorized £ 130,203 2,270,000 262,850 17,000 28,500 37,250 150,050 989,860 1,500 750,000 5,000 25,500 55,600 108,000 15,000 £ s. d. 168,161 12 0 1,902,002 19 9 196,361 5 6 33,023 4 7 10,938 4 4 29,941 10 11 233,244 0 11 784,073 7 7 442 2 9 829,213 16 7 1,302 0 0 5,307 0 9 18,456 9 2 97,154 6 6 59,996 8 3 1,015 17 9 £ s. d. 57,802 7 8 125,589 19 10 3,630 2 0 29,410 13 1 133 12 8 2,677 3 9 140,643 12 4 34,336 2 11 £ s. d. 110,359 4 4 1,776,412 19 11 192,731 3 6 3,612 11 6 10,804 11 8 27,264 7 2 92,600 8 7 749,737 4 8 442 2 9 717,409 11 3 961 15 0 4,931 10 9 18,181 15 1 95,466 10 10 Cr. 52,772 1 9 1,015 17 9 111,804 5 4 340 5 0 375 10 0 274 14 1 1,687 15 8 112,768 10 0 69 Totals, General Purposes Aocount Electric Supply Account Unauthorized — Services not provided for Wailiou and Ohinemuri Bivers Improvement Account 4,846,313 1,175,000 4,370,634 7 4 835,569 15 6 2 10 10 71,973 2 11 621,474 14 4 22,597 11 11 3,749,159 13 0 812,972 3 7 2 10 10 70,533 2 8 1,440 0 3 Totals, Public Works Fund .. » 6,021,313 5,278,179 16 7 645,512 6 6 4,632,667 10 1
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APPENDIX A—continued.
Name of Vote. Appropriation. Expenditure. Credits. Net Expenditure. Public Works Fund. General Purposes Account — Public Works, Departmental Railways— Railway-construction Additions to Open Lines Public Buildings— General Courthouses Prisons Police-stations Postal and Telegraph Agricultural Mental Hospitals Hospitals and Charitable Institutions Timber-supply and Sawmills for Public Works Department Lighthouses,Harbour-works,and Harbour-defences— Lighthouses Harbour-works Tourist and Health ResortB Immigration Construction and Maintenance of Roads, Bridges, and other Public Works — Roads, &c. Road and other Works on Goldfields and Mineral Lands Development of Mining Telegraph Extension Motor Transport Service Contingent Defenoe Lands, Miscellaneous Irrigation and Water-supply Plant, Material, and Stores Unauthorized —Services not provided for £ £ s. d. £ s. d. £ s. d. 14 130,203 168,161 12 0 I 57,802 7 8 I 110,359 4 4 45 16 1,420,000 850,000 1,253,750 0 6 648,252 19 3 1120,985 4 10 i 4,604 15 0 11,132,764 15 8 I 643,648 4 3 47 4S li) 23,000 7,000 30,000 20,000 100,250 2,600 40,000 40,000 17,000 9,026 15 8 2,447 10 10 27,259 8 2 13,486 0 9 109,585 1 10 285 10 3 26,555 2 11 7,715 15 1 33,023 4 7 ! 875 2 9 1 8,151 12 11 2,447 10 10 ■ 26,484 8 10 : 12,837 16 7 108,395 7 9 I 282 0 3 i 26,540 19 5 ! 7,591 6 11 3,612 11 6 51 52 53 54 55 i 774 19 4 ' 648 4 2 • 1,189 14 1 I 3 10 0 14 3 6 124 8 2 29,410 13 1 56 57 58 59 19,000 9,500 37,250 150,050 4,526 1 6 6,412 2 10 29,941 10 11 233,244 0 11 55 9 10 78 2 10 2,677 3 9 140,643 12 4 4,470 11 8 6,334 0 0 27,264 7 2 92,600 8 7 60 61 984,860 5,000 781,173 1 7 2,900 6 0 34,303 2 11 33 0 0 746,869 18 8 2,867 6 0 62 68 64 65 66 67 68 1,500 750,000 5,000 25,500 55,600 108,000 15,000 .442 2 9 829,213 16 7] 1,302 0 0 5,307 0 9 18,456 9 2 97,154 6 6 59,996 8 3: 1,015 17 9 111,804 5 4 340 5 0 375 10 0 274 14 1 1,687 15 8 112,768 10 01 442 2 9 717,409 11 3 961 15 0 4,931 10 9 18,181 15 1 95,466 10 10 CV.52,772 1 9 1,015 17 9 69 Totals, General Purposes Account .. < Electric Supply Account .. .. .. Unauthorized — -Services not provided for Waihou and Ohinemuri Bivers Improvement Account. . 4,846,313 1,175,000 4,370,634 7 4 835,569 15 6 2 10 10 71,973 2 11 621,474 14 4 22,597 11 11 3,749,169 13 0 812,972 3 7 2 10 10 70,533 2 8 1,440 0 3 Totals, Public Works Fund .. ..I 6,021,313 5,278,179 16 7 645,512 6 6 4,632,667 10 1
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APPENDIX B. ANNUAL REPORT ON PUBLIC WORKS BY THE ENGINEER-IN-CHIEF. The Engineer-in-Chiee to the Hon. Minister of Public Works. Sir, — I have the honour to submit the following repori upon the various works under my control completed and in progress throughout the Dominion during tho period from the Ist July 1923 to the 30th June, 1924.
EAILWAYS. Abstract. The following table shows the expenditure on Government railways in New Zealand ur> to the 31st March, 1924 :— *
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Name of Railway, Total Length of Railway or Section. Open for Traffic. Expenditure to 31st March, 1924. Kaihu Valley Otiria-Ngapuhi Opua Wharf-Onerahi Kioreroa-Waiotira North Auckland Main Trunk Railway (from Helensville) Helensville - Te Awamutu, with Branches Frankton Junction-Thames, with Branches .. Thames Valley - Rotorua Tauranga-Opotiki, with Branches Gisborne-Opotiki Napior-Gisborne (including Waikokopu Branch) Wellington-Napior and Palmerston North (including Te Aro Extension and Greytown and Martinborough Branches) Wellington-Waitara, with Branches .. Stratford-Okahukura North Island Main Trunk (Marton-Te Awamutu), including Raetihi Branch and Waipa Gravel-access Branch Picton-Waipara (South Island Main Trunk Railway)— Picton southwards Waipara northwards Nelson-Greymouth Stillwater-Arthur's Pass Rolleston-Arthur's Pass (including Whitecliffs Branoh) Westport-Ngakawau Westport-Ngakawau Extension to Mokihinui* .Mokihinui Colliery Linef Westport-Inangahua Ngahere-Blaokball Greymouth-Rewanui and Branohes Greymouth-Waitaha Waipara-Waitaki, with Branches Canterbury Interior Main Line—Oxford-Tomuka Waitaki-Bluff, with Branches Otago Central Invercargill-Kingston, with Mararoa Branch Forest Hill Railway—Winton-HedgohopeJ Western Railways Preliminary surveys Miscellaneous Stock of permanent-way on hand .. .. *,, Rolling-stock Suspense Aocount, boing proportion of cost of raising loan of £1,000,000 at 6 per cent, for Railways Improvement Authorization Act 1914 Aocount M. ch. 24 32 13 45 58 6 19 79 153 75 163 18 127 35 69 33 145 32 93. 44 231 44 249 44 350 11 112 47 225 79 92 38 90 45 177 51 51 41 92 59 19 56 7 12 3 69 26 0 3 40 11 84 50 32 459 34 83 0 600 21 182 51 117 4 12 40 94 8 M. ch. 24 32 13 45 58 6 19 79 153 75 163 18 127 35 69 33 145 32 93, 44 231 44 249 44 350 11 112 47 225 79 92 38 90 45 177 51 51 41 92 59 19 56 7 12 3 69 26 0 3 40 11 34 50 32 459 34 83 0 600 21 182 51 117 4 12 40 94 8 M.ch. 24 32 13 45 58 6 5 23 65 27 359 08 87 20 69 33 49 32 11 78 233 12 285 59 42 26 218 39 50 6 44 14 125 57 42 27 84 45 19 56 7 12 3 69 5 74 3 40 11 34 38 68 413 70 11 44 546 12 147 27 97 44 12 40 70 31 £ 178,859 125,987 560,739 416,521 2,187,065 3,221,668 826,794 385,281 1,107,661 624,555 1,092,545 2,754,074 2,990,780 1,239,700 2,965,401 656,127 377,533 637,164 1,990,159 1,010,401 189,521 154,374 147,532 329,792 351,690 2,766,197 59,942 5,183,751 1,435,919 399,299 23,337 407,710 40,866 10,337 200,580 9,370,046 61,726 Total 4,215 9 4,215 9 3,066 5 §46,477,636 Pbovincial Government Lines, etc. Canterbury (lengths included above) .. Otago and Southland Gisborne to Ormond Tramway Midland Railway, valuation of works constructed by company .. 731,759 372,522 4,975 ||683,460 Grand total 4,215 9 4,215 9 3,066 5 48,270,352 * The funds for this extension—namely, ,£.-15,501 2s. lid.—were provided + The funds for purchase of this line, 4,15,745, wore provided by the Wei 1 The expenditure on this line as a tramway was made by the Lands I 8 Includes expenditure on railways under Hutt Road and Railway li .tid Railway Improvement Authorization Act 1914 Accounts. | Includes value for £150,000 paid to debenture-holders under the ! Let, 1903. I by the Westport Harbour Board. stport Harbour Board. )opartment. mprovement, Railway Improvement Authorization Act, tfidland Railway Petitions Settlement Act Amendment
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Kaihu Valley Railway Extension. (19 m. 17 oh. to 23 m. 71 eh. ; length, 4 miles 54 chains.) No construction work has been carried out on this section, but a considerable amount of treeplanting was carried out on the railway reserve during the winter months, this work being executed by officers of the Forestry Department. North Auckland Main Trunk Railway. Huarau Northwards. Okaihau Section (16 m. 25 eh. to 24 m. 25 eh. ; length, 8 miles 20 chains). —The ballasting of this section, erection of stone walls, stone drains, &c, have been completed. A contract was let for the erection of station-buildings at Okaihau and completed ; the whole section being handed over to the Railway Department in October last. (See photo.) Paparewa Section (90 m. 30 eh. to 92 m. 6 eh. ; length, 1 mile 56 chains). —The principal work carried out on this section during the period has consisted of maintenance. Several of the larger cuttings, chiefly the north approach to the Huarau Tunnel, has given considerable trouble, necessitating the provision of large water-table drains. The completion of the Paparewa station-yard formation and the erection of the station-buildings is well advanced, all the timber and materials being on the ground. Tho goods-shed has been erected and also the stockyards and tank-stand foundations. A co-operative contract is being let for the erection of the remaining buildings. The ballasting of the Paparewa yard and the metalling of the Paparoa-l'aparewa Railway-station Road are being pushed on. By the completion of the above road the greater part of the Otamatea County will be brought within easy reach of the railway. Mareretu Section (92 m. 6 eh. to 96 m. 20 eh. ; length, 4 miles 14 chains). —The main features of this section were the difficulties presented by the slip-cutting at 92 m. 15 eh., slip-bank at 93 m. 14 eh., slip-cutting at 94 m. 76 oh., slip-bank at 95 m. 2 eh., and several smaller slips. It was early seen, where deviation was impracticable, that a comprehensive scheme of stone drainage had to be taken in hand. This was done during the summer months, and it was gratifying to find that, where so much of the opened lino suffered during the recent floods, these portions stood the test and showed practically no movement. Almost the whole of the section has received its third lift of ballast, and the principal work yet to do consists of the metalling in Mareretu yard and approach roads. An ovorbridge was constructed at 92 m. 49 eh., and a subway at 92 m. 2 eh. At Mareretu station-yard four cottages stockyard, platform, and loading-bank are completed, piles have been driven for the goods-shed, and it, together with the station-building, is well in hand. Waikiekie Section (96 m. 20 eh. to 107 m. 28 eh.; length, 9 miles 66 chains). —The formation work on this section has been confined to the general clean-up of the section and the shifting of slips. Three steam-shovels have been engaged for eight months of the year lightening tho batters of the cuttings at 97 m. 10 eh., 100 m. 8 eh., and 100 m. 45 eh. The material excavated has been, where possible, used for forming the Taipuha station-yard and approaches. Numerous small slips where steam-shovels could not operate have been dealt with by hand. Large stone drains have been put in at 102 pa. 11 eh. and 105 m. 64 eh. to stabilize the fillings, which were slipping badly. The access road-bridge at Taipuha station-yard, 240 ft. long, road-bridge at 101 m. 18 eh., and overbridge at 100 m. 35 eh. were completed. Tho railway-bridges at 104 m. 2 eh., 104 m. 34 eh., and 106 m. 75 eh. were closo-sleepered. Two and a half miles of second-lift and three and a half miles of third-lift ballasting were completed. The Waiotira station-yard was practically finished, and a considerable amount of ballast placed in Taipuha and Waikiekie station-yards. Two miles of fencing were erected. The strengthening of the Waikiekie Tunnel, where rendered necessary owing to the deformation of the lining due to the swelling of the ground, is in hand. Supplies of timber for the station-buildings on this section have been received from the Department's sawmill at Donnelly's Crossing, and the erection, which is being carried out by co-operative contract, is proceeding satisfactorily. At Waikiekie the shelter-shed, goods-shed, platform, and loading-bank are practically complete. At Waiotira one platelayer's cottage, large station-building, engine-shed, turntable foundation, ash-pit, coal-shed, 5 chains of platform, loading-bank, stockyards, and 6,000-gallon vat have been completed. As nearly all the buildings are on embankment, it was necessary to carry all the structures on totara piles, 470 having been driven. Arrangements are in hand to put in sidings to the Waikiekie Co-operative Company's limeworks, and during the current season the company propose to crush and pulverize limestone for consignment to various stations along the northern lines north of Helensville. Kirikopuni Section (107 m. 28 eh. to 120 m. 0 eh.; length, 12 miles 52 chains). —On this section a vigorous construction policy has been adopted during the year, particularly in the formation of main-line culverts and tunnels, and the obtaining of timber and ironwork for the many bridges, the object being to co-ordinate the completion of the formation works with the piercing of the Tokatoka and Omana Tunnels, and enable platelaying and ballasting to proceed uninterruptedly in the coming spring. On the first five miles north of Waiotira the formation work, as indicated on the plans, is fully three-quarters complete, but the heavy winter rains have done considerable damage, and it is probable that a fair amount of slip trouble will be experienced. The work on this portion was undertaken by three methods : Between 107 m. 7 eh. and 109 m. 15 eh. four steam-shovels wero employed in the heavy work; on the next half-mile, where the formation is in short ridge cuts and fills, hand labour was used ; whilst beyond, where access was difficult, plough-and-scoop teams were employed to advantage. The formation works between 112 m. Och. and 117 m. 66 eh. have been completed, with steam-shovels and plough-and-scoop teams. Steam-shovels are actively engaged in the various cuttings
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between the latter point and Paradise yard at 120 m. Through connections to various points along the works have been made by the use of temporary tram-lines and jig-lines. This has greatly cheapened the cost of transport as compared with the horse and bullock drays used in the past. From Waiotira to Tokatoka Tunnel, temporary track was laid to connect with a jig-lino over the top of the Omana Tunnel. On the north side of this tunnel the temporary track is continued to 109 m. 41 eh., and from thence the permanent line has been laid to 110 m. 30 eh. At the Wairoa River, Pukehuia, a construction depot and yard has been established, and a wharf built to receive goods and material from the river steamers and barges. From this wharf a temporary line (including 61 chains of permanent track) connects with a jig-line; over the Omana Tunnel, from the south side of which temporary track is laid to Omana station-yard. Owing to the cuttings north of Omana Tunnel slipping badly, it was found necessary to apply preventive measures instead of waiting for the rails to come through from Waiotira. A good volcanic outcrop was located abuve the junction of the Mangakaliia and Wairoa .Rivers, and from this locality large stone was barged, down, and stone drains have been successfully employed in wet cuttings, enabling them to be kept open for traffic. Owing to portion of the country being unstable it has been found necessary to make a number of slight deviations to avoid bad places. A number of culverts, ranging from 12 in. to 6 ft., have been placed, and several water-tunnels driven. Six miles of lino have been fenced on both sides, the permanent bridges, consisting of three 30 ft. spans at Waiotira and two 30 ft. spans at 110 m. 23 eh., have been erected, and temporary bridges at 113 m. 65 eh. and 114 m. 70 eh. are in place. Plans have been prepared for the large cylinder bridge at the Wairoa River, and ironwork has been ordered. Borings have been taken, and a start will be made very shortly with the cylindersinking on the main-span piers and the pile-driving of the piers for approach spans. Supplies of rails and fastenings are to hand, and sleepers are arriving, so that as soon as the Tokatoka Tunnel is piercod, platelaying and ballasting can be pushed forward in earnest. Temporary tracks have been ballasted lightly, as without some hard material maintenance of a running top is impossible. » The piercing of the Tokatoka and Omana Tunnels has been the most important and urgent work of the period. Great difficulty was experienced in both these tunnels, owing to the very treacherous nature of the country. In both cases the heaviest class of lining, including invert, had to be adopted, and only tho greatest care and perseverance enabled such good progress to be attained. These tunnels are now almost completed ; and, as there only remain approximately 4 chains in the Tokatoka and 5| chains in the Omana to be completed, it is anticipated that they will both be finished in September. (Sec photo.) The formation of the Pikiwahine and the Omana station-yards has been completed. In the Pukehuia yard formation is well in hand, and a start has been made at Paradise. The winter season so far has been the wettest on record, and but for the complete system of temporary track and jig lines it would have been impossible to deal with the transport necessary to keep the large amount of work in hand over such an extended section. The departmental ownership of the large sawmill at Donnelly's Crossing has contributed in no small measure to tho effective working of the section, by providing prompt and ample supplies of timber for the various requirements of the works, particularly provision of temporary buildings, and workmen's accommodation, as well as for the timber-supplies for station-buildings on the other sections. This latter work necessitated a large demand for first-grade timber at comparatively short notice. During the year ended 31st March last .1,927,350 superficial feet of timber has been cut. North of the Wairoa River a new road, is in process of construction between Kirikopuni and Parakao, in the Mangakaliia Valley, a distance of 13 miles. This road will serve as a valuable feeder to bring the traffic of the fertile Mangakahia Valley to the railway. Okaihau to Hokianga. The question of further extension to Hokianga has boon investigated from an economical and developmental point of view, and further investigations are being made in the matter of the best route beyond Rangiahua, a survey party being engaged on trial-line work beyond that point. Whangarei Branch Railway. Oakleigh Section (5 m. 27 eh. to 7 m. 60 eh. ; length, 2 miles 33 chains). —In addition to tho usual maintenance, the only work carried out on this section has been the stone walling of several cuttings, stone drainage of fillings at 7 m. Och. and 7 m. sch., and the close sleepering and decking of the Oakleigh Bridge at 7 m. 34 eh. Tauraroa Section (7 m. 60 eh. to 14 m. 67 oh. ; length., 7 miles 7 chains). —Although traffic is being carried over this section, considerable maintenance has been necessary, as several fillings between Bm. and 10 m. have given a good deal of trouble. The completion of the Oakleigh stationyard in accordance with the final plan has been put in hand and the platelaying completed. At Mangapai Station tho bridge has had decking and. handrail placed. The platform and loading-bank are complete, and the station building and cottage for tablet-porter are practically complete. At Tauraroa the platform is complete and the station-building and extra platelayer's cottage well in hand. Tauraroa Quarry. —The plant at this quarry has been considerably increased to give a monthly output of 5,000 cubic yards. The output for the last twelve months was 45,630 cubic yards, of which 12,000 cubic yards were supplied to local bodies, whose demand is ever increasing. All the requirements of the various railway sections for ballasting and road-metal have been filled from this quarry.
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Waiotira Section (14 m. 67 eh. to 19 m. 75 eh. ; length, 5 miles 18 chains). —The work on this section has consisted of maintenance and ballasting. Under the former heading is included the cleaning up, and adoption of preventive measures on several cuttings and fillings which have dipped badly. All the ballasting required on Whangarei Branch, except for maintenance and the completion of tho Oakleigh yard, has been completed. The great settlement which takes place on all the North Auckland clay country will render the former a considerable item. On the Huarau-Portland Section, which comprises part of the North Auckland Main Trunk and of the Whangarei Branch, passenger traffic was inaugurated on the 21st December, 1922, and goods traffic on the 28th May, 1923. The traffic has been increasing throughout, and for the last ten months of the period 24,273 passengers and 78,695 gross tons of goods were carried. Waipu Branch Railway. Ruakaka Section (0 m. to 9 m. 20 eh. ; length, 9 miles 20 chains). —The formation work on this section has been confined to the operation of one steam-shovel, making up filling between 0 m. and 2m. This work is now complete, and, with the other formation done on this line, will form part of the up-to-date highway being constructed in lieu of the completion of the railway. Huntly-Awaroa Railway. (7 m. 20 eh. to 8 m. 75 eh. ; length, 1 mile 55 chains.) During the period the big slip at 7 m. 31 eh. to 7 m. 37 eh. was cleaned up, and the stone wall below the power-house on approach road to overbridge at Bm. 50 eh. was also completed. Stationbuildings, goods-shed, and latrines at Glen Afton were completed, and also the metalling of yard and approach. General maintenance was carried out over the whole of the section, and the line handed over to the Railway Department on the 16th Juno, 1924, although goods traffic had been carried out with profit by the Public Works Department for the twelve months prior to that date. East Coast Main Trunk Railway—Waihi Eastwards. Athenree Section (0 m. to Bm. 68 eh. ; length, 8 miles 68 chains). —All earthworks on this section have now been completed with the exception of a few minor alterations to station-yards and a small amount of bank-widening. Fencing has been completed and private crossings have been erected at om. 17 eh., om. 47 eh., 2m. 55 eh., and 7m. 37 eh. The following bridges have been completed during the year : Adams Street Bridge, at om. 36 eh. ; Ohinemuri Bridge, at om. 55 eh. ; Waimata Bridges, at om. 67 eh. and 2m. 62 eh. ; and Waiau Stream Bridge, at 6m. 60 eh. The Waiau Stream Bridges at 7 m. 23 eh., 7 m. 69 eh., and 7 m. 76 eh. are almost complete, practically all piers being built and girders riveted up ready for placing in position. (See photo.) Several small culverts havo been placed. Rails have been laid from the Waihi station-yard to 6m. 19 eh., and a first lift of ballast completed to Im. 34 eh., together with patch ballasting in the bad places to 4m. 70 eh. Second lift of ballast is complete to om. 40 oh. The ballast for this portion of the line has. been obtained from a privately owned quarry at Karangahakc, but the quantity available per day has been small and subject to considerable delays, the total quantity supplied being 2,845 cubic yards. A quarry is being opened up by the Department at 7 m. 23 eh., a siding having been put in, crusher erected, and preliminary work completed in readiness for commencing operations on a fairly large scale. Tenders have been invited for the station-building and extra cottages at Athenree, the sites for which have been prepared. Katikati Section (8 m. 68 eh. to 16 m. 28 eh. ; length, 7 miles 40 chains). —On this section work is in hand up to 14 m., the formation being practically complete with the exception of cutting at 11 m. 60 eh. One of the heaviest pieces of work on this section was the formation of the Tahawai station-yard, which was carried out by means of a steam-shovel. Reinforced-concrete piles for brigde at 10 m. 61 oh., and for the Tuapiro at 12 m., have been cast at Tauranga, and are now being transported to the site. Overbridge at 11 m. 59 eh. is completed, and those at 9m. 19 eh. and 12 m. 59 eh. are in hand. Two platelayers' cottages have been erected at Katikati Station. The remainder of the work on this line from 14 m. to 34 m. 78 eh., comprising the balance of the Katikati, the Aongatete, Apata, and Te Puna Sections, has been let to Sir W. G. Armstrong, Whitworth, and Co., who have just made a start with the preliminary work, setting out of material, yard, &c. Tauranga Section (34 m. 78 eh. to 41 m. 5 eh. ; length, 6 miles 7 chains). —The formation of the centre-line has been completed from 39 m. 70 eh. to 41 m. 5 eh. The filling between centre-line and the Strand, Tauianga, is complete, and a very considerable portion of the extensive reclamation for Tauranga Station is finished. The formation of the low-level road between the Strand and Tauranga station-yard is in hand. The greater portion of the above bank material was obtained from the borrowpit opposite 40 m. 23 eh. and 40 m. 30 eh., where a steam-shovel removed 63,516 cubic yards for the year. The stone pitching of bank from 40 m. 30 eh. to 41 m. 5 eh. has been completed, and is in hand at Tauranga Station. The overbridge at 40 in. 22 eh., with necessary approaches, has been completed, and a start has been made with the casting of reinforced-concrete piles for the Waikareao Bridge. The main-line rails have been laid from 39 m. 70 eh. to 41 m. 5 eh., and two sidings and eight sets of points and crossings laid in the Tauranga yard. A botton lift of ballast has been placed from 40 m. 5 oh. to 41 m. 5 eh., and the final lift completed from 40 m. 36 eh. to end of section. Three platelayers' cottages, goods-shed, platform, and loading-bank have been erected at Tauranga Station-yard, and the remainder of tho buildings are well in hand. The portion of section from Tauranga Station to 41 m. 5 eh. and the Tauranga Bridge were officially opened in June, and since then tho section has been open for all classes of traffic.
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Matapihi Section (41 m. 5 eh. to 45 m. 0 eh. ; length, 3 miles 75 chains). —The formation from 41 m. 5 eh. to the Tauranga Bridge has been completed, and both abutments of the bridge built up with stone. The Tauranga Harbour Bridge, consisting of fourteen 104 ft. steel spans, was completed in April, 1924. The work done during the year consisted of the completion of the fabrication at the Mount yard, while on the biidgo itself piers A to H and 0 to P weie completed, eleven spans completely finished, and the whole fourteen riveted and painted, including all necessary false work and the dismantling of same. (See photo.) Rails were laid from 41 m. 5 eh. to 42 m., the line over the Tauranga Bridge being only temporary, pending the arrival of the heavy rails and special sleepers. Ballasting has been completed from 42 m. to 41 m. 5 eh., and this portion of the section was opened for traffic in June. On the remainder of the section traffic was carried throughout the year. Te Puke Section (45 m. to 54 m. ; length, 9 miles). —This section has been open for traffic throughout the period. In addition to maintenance, a little extra ballasting and a few alterations to bridges and culverting were carried out. The heavy floods in April damaged this portion somewhat, and traffic was disorganized for a few days. At the quarry 15,318 cubic yards of ballast or road-metal were crushed, and 8,51.1 cubic yards of one-man size spalls for pitching purposes were delivered. Paengaroa Section (54 in. 59 eh. to 59 m. 67 eh. ; length, 5 miles 67 chains). —This section is open for traffic, and the usual maintenance was carried out; in addition all buildings and cottages were repainted and overhauled. Otamarakau Section (64 m. 15 eh. to 71 m. 5 eh. ; length, 6 miles 60 chains). —This section has been open for traffic and the usual maintenance carried out. In addition, a certain amount of construction was carried out in the widening of banks and formation at Pukehina and Otamarakau stationyards. Additional fencing and cattle-stops, and. tho completion of reinforced-concrete bridge at 70 m. 77 eh. were also carried out. About 1,245 cubic yards of ballast from the Matata pit was placed on the section. Matata Section (71 m. 5 eh. to 79 m. 16 eh. ; length, 8 miles 11 chains).- -Section open for traffic. General maintenance carried out, and new construction, consisting of bank-widening, 8 ft. flattopped culvert at 71 m. 62 eh., and slab-topped bridge at 72 m. 43 eh. 2,074 cubic yards of new ballast were placed on the section. The Matata ballast-pit has been fully opened up, the strippings used for bank raising and widening on various sections, and the shingle for ballasting and road-metal supplies to local bodies. The total output was 28,460 cubic yards spoil, 21,269 cubic yards metal, and 127 cubic yards rock spalls. A steam-shovel has been installed in pit for loading both strippings and ballast. Rangitaiki Section (79 m. 16 oh. to 87 m. 45 eh. ; length, 8 miles 29 chains). — This section was opened for traffic in November of last year. Construction work has consisted of widening and forming approaches to the Tarawera Bridge, and the completion of formation at Awakaponga, Rangitaiki, and Tarawera station-yards. The Tarawera Bridge, at 83 m. 50 eh., consisting of six 30 ft. girder spans on pile piers, was completed. A number of sidings were laid in Tarawera yard, and 6,960 cubic yards of ballast from the Matata pit were placed on the section. Station-buildings are all well in hand at Awakaponga, Rangitaiki, and Tarawera station-yards. Awakeri Section (87 m. 45 oh. to 91 m. 40 oh. ; length, 3 miles 75 chains). —This section was opened for all classes of traffic in November, 1923, and in addition to the usual maintenance the following new construction was carried out: The Awakeri station-yard was widened and roaddeviation completed ; 30 chains of sidings were laid in the Awakeii yard, and 2,315 cubic yards of ballast placed on the section ; station-buildings at Awakeri were completed. Taneatua Section (91 m. 40 eh. to 100 m. 6 eh. ; length, 8 miles 46 chains).- Good progress was made with the formation, which is now practically completed. 2 miles 69 chains of fencing was completed, and two large culverts built. Three steam-shovels were employed on this section, and altogether 130 chains of earthwork was completed, including the extra heavy earthwork between 96 m. 50 eh. and 98 m. 27 eh. The formation of Peketahi and Taneatua Stations has been completed, and the large station at Kiwinui is in hand. The formation of a ballast siding to the shingle deposits in the Whakatane River is in hand, and it is hoped to start ballasting from this pit in three months. All piles have been driven for the slab-topped bridge of three 20 ft. spans over the Mission Creek Stream at 95 m. 38 eh. The Waioho Bridge, at 96 m. 73 eh., consisting of two 35 ft., three 25 ft., and one 20ft. plate, girder spans on pile piers, was completed. At the Whakatane Bridge all concrete piles have been cast, and temporary staging has been erected across the river. The piles in the fiist four piers have been driven. Concrete piers B and C are completed, and girders are being erected in the Mount yard. Permanent-way has been laid from 96 m. 50 eh. to 98 m. 27 eh., and 17 chains of sidings laid in the Peketahi station-yard. The erection of cattle-yards and platform-fronts at Peketahi station-yard is in hand. Mount Branch (0 m. to 4 m 7 eh ; length, 4 miles 7 chains). —The section has been open for traffic, but no new construction has been carried out. The usual maintenance was carried out. A large amount of work has been carried out in the Mount workshops, both for the local railway and for works in other districts. The principal work has been the fabrication of bridge girders, trusses, &c, for local railway and highway construction, as well as for similar work for the Auckland and Taumarunui districts. In addition to this, all engines and other rolling-stock, as well as plant generally, both for construction and general traffic purposes, have been maintained in good condition. General repair work has been carried out in connection with the Lands Department's dredges, and part of the new Waihou dredge has been fabricated. The general goods and passenger service between the Mount and Matata has been maintained, with extension to Awakeri on 12th November, 1923, and to Tauranga in June, 1924.
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Gisisorne-Napier Railway (North End). Ngatapa Section (0 m. to 10 m. 40 eh.). —A considerable amount of maintenance work has been carried out on this section, particularly in the removal of slips from the cuttings at 7 m. 74 eh. and 8 m. 66 eh., in addition to clearing the water-channels, outward drains, and the widening of formation between om. 2 eh. and 0 in. 14 eh. The bridges at 0 m., sm. 38 eh., sm. 62 eh., and sm. 74 eh. are completed. The temporary piers in bridge at sm. 38 eh. have been repaired, and the steelwork of girders for bridges at 5 m. 38 eh., 5 m. 62 eh., 5 m. 74 eh. is just to hand ; that for 9 m. 66 eh. being in process of assembling. The final ballasting and boxing-in has been completed from Makaraka to sm. The whole section has been thoroughly cleaned up, and a passenger and goods train has been run as required to cope with the traffic. A 6,000-gallon water-vat and station-buildings have been completed at Ngatapa. Waikura Section. —A steam-shovel was engaged in cutting at 13 m. 16 eh., but owing to the development of a slip at 12 m. it was moved back to this locality, and has boon worked for tho latter portion of the period here. Lately, owing to weather conditions being unfavourable, the shovel was shifted away, and the men placed on the Ngatapa Section. The first lift of ballast has been completed to 11m. 74 eh. A considerable amount of maintenance work has been found necessary on this section during the year, on account of the number of slips which occurred. Waikokopu Branch Railway. Wairoa Section (0 m. to 1 m. 53 eh. ; length, 1 mile 53 chains).- The formation of this section has been completed, and the second lift of ballast has been placed. Tin; girders for bridge at Im. 21 eh. are riveted up ready for launching. Branch lines into the freezing-works and flax-mill have been laid, and are carrying goods traffic. The formation of the Wairoa station-yard is in hand. Nuhaka Section (0 m. to 17 m. 12 eh. ; actual length, 18 miles 65 chains). —The formation of this section is completed except for a portion of the Nuhaka station-yard and the completion of the Wairoa station-yard. With the exception of a short gap through the Whakaki station-yard, tho whole section has been ballasted. The girders for the bridge at Im. 21. eh. are riveted up ready for launching, and branch lines have been laid into the freezing-works and flax-mill. These branch lines are now carrying goods traffic. Girders for bridges at lm, 23 eh., 3m. 76 eh., Bm. 43 eh., 9m. 42 eh., 11m. 30 eh., and 13 m. 62 eh. have been riveted up ready for launching. A number of special culverts have been laid on the soft formation bordering tho Whakaki Lagoon. Waikokopu Section (17 in. 12 eh. to 23 m. 28 eh. ; length, 6 miles 16 chains). —Formation has been completed throughout with the exception of a portion of the Waikokopu station-yard, and the approach to the Waikokopu Wharf. Trouble was experienced with slips on the heavy section from 18 m. 30 eh. to 22 m., and it has been necessary to use steam-shovels to keep the line open. Platelaying is completed to 22 m. 75 eh., and a temporary track has been laid over the unfinished portion. Bridges at 19 m. 66 eh. and 22 m. 54 eh. have been completed. Girders for the bridges at 17 m. 50 eh., 18 m., and 21 m. 23 eh. have been received, and most of the spans riveted up. Ballast from the Nuhaka pit has been laid to 22 m. 24 eh. Waikokopu Wharf. —A wharf with a depth of .1.8 ft. at low water, spring tides, and 200 ft. long, carrying two lines of railway, has been put in hand. The material for.this wharf was received in a direct shipment from Australia in December last, and all the main piles have been driven, and sufficient of the superstructure has been finished to enable regular trading-vessels to use the wharf. A permanent telephone-line has been erected from Wairoa to Waikokopu. A limited goods service has been in operation, including the carriage of live-stock for the freezing-works. The principal works still remaining to be done are the completion of the ballasting, the permanent superstructure of the bridges, private and level crossings, and station-buildings. Gisbohne-Napier Railway (South End). Eskdale Section (0 m. .14 eh. to 10 m. 56 eh. ; length, 12 miles). —This section was completed and handed over to tho Railway Department during the year, except for the Port line deviation, which is now ready for platelaying. The work which was to be carried out by the Napier Harbour Board in forming the approaches to the Westshore Bridge, &c, has been completed. Tutira Section (10 m. 56 oh. to 28 m. 15 eh. ; length, 17 miles 39 chains). —Formation has been vigorously prosecuted between 14 m. 50 eh. and 20 m. during the year. The principal earthwork has consisted of the cutting at 14 m. 50 eh., the excavation in the Waipunga station-yard at 15 m. 29 eh., and the heavy formation between 16 m. 10 eh. and 17 m. 5 eh. Six steam-shovels have been engaged at the above locality. At 16 m. a service heading has been driven through the large cutting to facilitate and cheapen construction. The heavy earthwork between 17 m. 40 eh. and 20 m. has been commenced by hand-labour, which will shortly be reinforced by the use of some of the shovels which are at present engaged on the earlier formation. At 17 m. it has been found necessary to deviate the line to avoid putting in a tunnel in unstable country. A start has been made on the section between 20 m. and 27 m. with scoop teams, &c, on the lighter portions of formation, and with general preparatory work. During the period 234,458 cubic yards of earthwork have been shifted, about 60 per cent, by hand-labour and scoop teams and the balance by steam-shovels. At 11 m. 40 eh. piers and abutments of the bridge across the Maungakopikopiko Stream has been built, but the unprecedented heavy floods in March, 1924, washed out the two piers and the south abutment. A temporary bridge has since been constructed in order to re-establish communication. At 13 m. 35 eh. the concreting of the piers of the bridge over the Esk River is almost completed, and the riveting of the plate girder spans is in hand. The completion of this bridge was also considerably delayed by the flood. Twenty-two
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culverts of varying sizes have been built throughout the section. At 17 m. 35 eh. the lOJ-chain tunnel has been completed, and at 18 m. 30 eh. the work is well in hand. The approaches for the tunnel at 19 m. 70 eh. have been opened up, and a start will shortly be made with the actual driving itself. A sawmill has been established north-east of Waikoau Station, and a road formed and metalled to it. It is anticipated that this mill will provide the majority of the timber required for these works from the beginning of next summer. Three platelayers' cottages in concrete blocks have been built at Waipunga station-yard, and a fourth is in hand. A construction depot has been established at Waipunga station-yard, and various temporary construction buildings have been built at Waikoau station-yard. Workmen's accommodation has entailed a considerable amount of work, twelve married men's houses, eighty-one huts, and two cookhouses having been built. The most exceptional floods of March last did considerable damage to the railway-works and. the lines of communication, and this caused considerable delay. The rainfall was phenomenal, and probably a record for intensity in New Zealand. Stratford Main Trunk Railway (East End). Matiere Section (0 m. to 10 m. 23 eh. ; length, 10 miles 23 chains). —The formation on this section has been completed. The principal earthwork carried out during the year was in connection with the formation of station-yards at Tuhua and Matiere. The lining of tunnel at 4m. 65 eh. has been completed in brick, the work being carried out while traffic was in progress. Road-deviations at sm. 50 oh. and 9m. 64 eh. have been completed and metalled. At the Tuhua station-yard the overbridge, consisting of two 25 ft. and two 20 ft. spans, is practically finished, and the foundations of piers for the overbridge at 10 m. 23 eh. have been laid and are ready for the superstructure. The road-bridge at 6 m. 64 eh. on the Ohura Road deviation, consisting of one 30 ft. rolled-steel joist span, has been completed and painted. All permanent-way has been laid on the section with tho exception of a small amount of siding in the Tuhua station-yard. The second lift of ballast has been placed throughout the section, and the Ohura County Council has been supplied with about 2,000 cubic yards of shingle for roadwork. Contracts are being let for the station-buildings at Tuhua and Matiere, and this, and the final lift of ballasting, is practically all that is now required to complete the section. A. passenger and goods service has been maintained between Okahukura and Matiere, which has served the district well, although interfering somewhat with the working of ballast-trains, which are now running a distance of 20 miles each way. Ohura Section (10 m. 23 eh. to 19 m. 10 eh., length, 8 miles 67 chains). —Formation work on this section is now completed to 13 m. 54 eh., except for small deviations at 11m. 40 eh. and at 13 m. 16 eh. From 13 m. 54 eh. to 14 m. 50 eh. cuttings have been excavated and banks formed wide enough to allow the rails to be laid. The objective on this section has been to connect up with Toitoi at 16 m. in order to facilitate the conveyance of materials, goods, and passengers to this point. From Toitoi to Ohura Township there is a good metalled road, and every endeavour was made to reach this point in June. In order to do so a light line on temporary alignment, consisting of 40 lb. rails, was laid from 14 m. 50 eh. over easy country, and connected with the permanent centreline again at 16 m. The object of this tram-line was to avoid the heavy earthworks between 15 m. and 16 m., and to avoid two crossings of the Ohura River at 15 m. 47 eh. and 15 m. 65 eh. The rails reached Toitoi on 30th June, but, owing to the very heavy rains, difficulty was experienced in maintaining the tram-line over the new banks. It is hoped, however, to inaugurate the goods and passenger service within a few weeks. Temporary bridges have been erected at II m. 40 eh., 13 m. 16 eh., and at 14 m. 64 eh. These will enable traffic to be dealt with and material to be carried forward whilst the permanent bridges are under construction. The material for the latter is now coming to hand, and a commencement will be made with the erection immediately. A number of culverts, ranging from 18 in. to 5 ft., have been constructed between 10 m. 50 eh. and 14 m. 34 eh. Road-deviations at 11 m. 23 eh. and 12 m. 16 eh. are almost completed, and 400 chains of fencing have been erected. Stratford-Main Trunk Railway (West End.) Tahora Section (42 m. 26 eh. to 47 m. 40 eh. ; length, 5 miles 14 chains). —All formation work, platelaying, ballasting, &c, was completed on this section by March last, but unfortunately very heavy floods were experienced, and a considerable amount of damage took place, which will take some months to repair. As the section of this line which is under the control of the Railway Department had also been very seriously damaged, and many roads practically blocked, all workmen were taken off the section and utilized either to assist the Railway Department in clearing their section or in opening up some of the roads. The principal work carried out during the year was the completion of private crossings, approach fences at Tahora station-yard, the placing of concrete walls at bridge-ends at 42 m. 64 eh. and 43 m. 54 eh., and the final ballasting of the section. 4,760 cubic yards of ballast was placed on tho section during the period. A bi-weekly passenger and goods service is being run over the section, connecting with the opened railway at Kohuratahi. Raekohua Section (47 m. 40 eh. to 50 m. 60 eh.; length, 3 miles 20 chains). —Tho only work carried out on this section was the survey for service tram and the preparation of plans. The hardwood timber for the road-bridges came to hand, and has been stacked at Te Wera pending the continuation of the work. Heao Section (50 m. 60 eh. to 57 m. ; length, 6 miles 20 chains). —Tram- and jig-line surveys have been carried out on this section, and some refinements of location between 53 m. and 54 m. arc being investigated.
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Te Wera Quarry. — During the first nine months of tho period crushing was carried on continuously, and a total of 17,266 cubic yards was produced. Of this metal 5,920 cubic yards were utilized in ballasting on the Tahora Section and the quarry line and road; 11,346 cubic yards were sold to various local bodies throughout the district. During the last three months of the period the men were taken off quarrying and employed on flood-damage repairs, both on the open portion of the railway and on the Ohura Road. Additional stripping was carried out, further building accommodation provided for the workmen, and general maintenance on machinery, &c, attended to. This quarry is filling a long-felt want in the district, where the provision of crushed stone at a reasonable price has always been a difficult problem. Opunake Branch Railway. Kapuni Section (0 m. to 7 m.; length, 7 miles). — This section was opened for goods traffic on the Ist August last, and all freight offering has boon handled by the Public Works Department. In addition to maintenance work, a great deal of work has been carried out on the completion of cuttings and banks by means of muck-trains. At the Skeet Road crossing, at om. 42 eh., a concrete overbridge and approach filling, which contained 1,200 cubic yards of earth, have been constructed. The whole has been metalled with crushed metal, blinded, with ballast, and opened for traffic. At the Kapuni station-yard, at 6m. 54 eh., three sidings have been laid, thus completing all platelaying on this section. The ballasting of the main line throughout, and also sidings in Matapu, Duthie Road, and Palmer Road Stations, has been completed. The metalling of approach roads to the various stations is well in hand, and the only ballasting yet to do on the section is the final lift for sidings at Kapuni station-yard, which have received first and second lifts throughout. Loading-banks have been constructed with concrete fronts at Matapu, Duthie Road, Palmer Road, and Kapuni station-yards. The permanent telephone-line has been erected. Auroa Section (7 m. to 12 m. ; length, 5 miles). —The concrete piers for the Mangawhero River Bridge at 9m. 41 eh., and the Otakeho River Bridge at 11 m. 37 eh., have been erected. Temporary timber superstructures were provided in order to enable platelaying to proceed. The plate girder spans for these bridges have now arrived, and the assembling and riveting up is in an advanced state. Permanent-way has been laid from tho commencement of the section to 11 m. 37 eh., including the siding at Mangawhero station-yard at 9m. 78 eh. The first and second lift of ballast has been completed on the main line to 11 m. 30 eh., and the third lift to 1.1 in. 25 eh. Ballasting of sidings on the Mangawhero Road station-yard is completed. Pihama Section (12 m. to 16 m. 40 eh. ; length, 4 miles 40 chains). —The work on this section has been mainly confined to formation work, the erection of bridge piers, and. a road overbridge. Banks at 14 m. 78 eh. to 15 m. 4 eh., and 15 m. 8 eh. to 15 m. 13 eh. have been completed to a width of 12 ft. on top. The cutting at 15 m. 44 eh. has been gulletted through, and the formation of the Pihama station-yard at 16 m. 40 eh. is in hand. The concrete piers for the Oeo River Bridge at 15 m. 6 eh. and the Ouri River Bridge at 1.6 m. 10 eh. have been erected. The plate girders for the superstructure of these bridges is now in hand, and a start is being made with the assembling. An overbridge has been erected at the Oeo Road at 13 m. 52 eh. Opunake Section (15 m. 40 eh. to 23 m. ; length, 7 miles 40 chains). —A very considerable amount of formation work has been carried out on this section. The cuttings have been in most cases gulletted, and the banks built to 12 ft. wide, with the intention of taking down the batters of the cuttings and widening tho banks by means of a muck-train after the permanent-way has been laid. Formation on these lines is well in hand. Good progress was made in the long cutting at 21 m. 36 eh. This cutting is nearly a mile in length, and excavation is being carried out by a steam-shovel, the material being run to bank and dumped from trestles. Eight culverts, ranging from an 18 in. pipe to double 10 ft. arched concrete culverts, have been placed. The concrete foundation of pier B for the Punchu River Bridge at 17 m. 53 eh. has been completed. Considerable difficulty was experienced with this excavation. At the Mangahume River, at 20 m. 75 eh., a service bridge has been erected, and a start made with the concreting of abutments. At the Waiaua River Bridge, at 22 m. Bch., both abutments have been finished, and foundations of the other four piers completely concreted. A stone gabion stop-bank across the east channel and gabion facing around tho eastern approach toe has been completed. During the period forty-one 8 ft. by 10 ft. huts have been erected for the accommodation of workmen. Midland Railway. Kawatiri Section (59 m. 17 eh. to 63 m. 10 eh.). —Earthwork is in hand and almost completed up to 63 m. 10 eh. The principal formation work dealt with during the period has been the cuttings at 61 m. 64 eh., 63 m. 8 eh., and the completion of the tunnel at 62 m. 43 eh. A start has been made with the piers of the Sandy Creek Railway-bridge at 62 m. 36 eh. and the Sandy Creek Road-bridge at the same chainage. At the Hope River Bridge, 62 m. 41 eh., consisting of three 51 ft. spans, the concrete abutments and two piers have been completed. Murchison Section.— Formation on this section is in hand between 63 m. 10 eh. and 64 m. 15 eh., and the clearing up to 65 m. 30 eh. The principal work on this section consists of the excavation of cuttings at 63 m. 23 eh. (which is being transported to form a large bank at 63 m. 45 eh.), 63 m. 52 eh., 63 m. 73 eh., and 64 m. 15 eh. Further hut accommodation was provided to the extent of thirty single and fifteen married men's huts. A new cookhouse was erected at Letterbox, and canteen store built and opened at Pikomanu. A recreation-hall was also erected. The increased housing was necessary to accommodate a number of men transferred from*Otira.
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Arthur's Pass Tunnel. —The electrical equipment of the railway from Otira Station to Arthur's Pass Station has been completed, and the lino was opened for traffic on the 4th August, 1923, using electric haulage entirely over the section, since when traffic has been handled steadily and satisfactorily. Tho necessary staff has been trained for operating the electric locomotives and the electric generating-station. The tunnel has been lit electrically throughout, and outside structures completed and painted. Engine-sheds and a turntable have been provided at Arthur's Pass, and both stationyards lit electrically. A hydro-electric plant has been installed at Goat Creek as an auxiliary to the steam station. This plant utilizes the condensing-water before it reaches the main reservoir, and generates the power for operating the auxiliary plant and signals. It also lights the village and station-yards, thus obviating the keeping of any steam plant in commission after the last electric tram of the day has been run. Machinery and buildings used for construction purposes are being partly dismantled and removed. The section was handed over to the Railway Department on the 26th May, 1924. Westport-Inangahua Railway. Cascade Section. —A start has been made with the prosecution of this work between Te Kuha Station, at sm. 70 eh., and Cascade Creek, at 9 m. 1,200 cubic yards of slips have been removed, and the formation trimmed ready for platelaying to 7m. 25 eh. The diversion of the Cascade Falls by means of a stone drive is in hand, and should be completed shortly. 360 tons of rails and fish-plates have been procured and stacked at Te Kuha, and contracts for the supply of 4,000 sleepers have been let. Surveys have been made for the proposed temporary siding at Cascade, and plans and estimates prepared. The erection of temporary buildings and accommodation for workmen is in hand. Lawrenc u-Roxburgii Railway. Miller's Flat Section (34 m. 70 eh. to 49 m. 45 eh. ; length, 14 miles 55 chains). —The work on this line was carried on under relief conditions up till the Ist September last, at which date relief rates of pay were abolished and construction carried on under normal conditions. Formation has been completed to 46 m. 45 eh. Beyond this point work is being pushed ahead on the cuttings at 46 m. 47 eh., 46 m. 58 eh., and the siding at 47 m. 24 eh. From this point onward formation is very light, and the work is rapidly nearing completion. A work-train has been employed more or less continuously, widening cuttings and banks between Beaumont and the railhead, and satisfactory progress has been made in this direction. Craig Flat siding, at 42 m. 15 eh., has been, completed and metalled. A considerable amount of road-deviation has been necessary where the existing road was interfered with by the railway, and during tho past year six deviations have been completed. 350 chains of fencing has been erected, and fifteen culverts, ranging from 12 in. to 10 ft., have been completed. The bridge over the Beaumont River at 35 m. 25 oh. has been completed, and rails and sleepers laid. At the Corstorphone Stream Bridge, at 39 m. 9 eh., the superstructure has been completed, and a start is being made with the sleepering and laying of permanent track. The piers of the Tallaburn Bridge, at 40 m. -25 eh., have been erected, steelwork has been assembled, and riveting is on the point of completion. Rail traffic across this stream is being carried on by means of a temporary bridge. Jessie's Creek Bridge, at 42 m. 62 eh., was completed, and the concrete piers of the Minzionburn Bridge, at 46 m. 35 eh., have been erected, and the steelwork is being assembled. During the year the railhead has been carried forward from 39 m. 54 eh. to 46 m. 13 eh., a distance of 6 miles 39 chains. A siding has been laid at the Craig Flat at 42 m. 15 eh., and a 20-chain line has been built in the ballast-pit at 43 m. 65 eh. The first lift of ballasting has been placed from 36 m. 6 eh. to 46 m. 12 eh., and a second lift from 34 m. 74 eh. to 44 m. 54 eh. The majority of this ballast has been obtained from the pit at 35 m. 40 eh. The loading was carried out by means of a steam-shovel, which has been in constant use up to tho end of April. It was then removed to a new ballast-pit at 43 m. 65 eh. Land-plan surveys were carried out and completed during the period. Orepuki Waiau Railway. Orawia Section (48 m. 23 eh. to 56 m. 47 eh. ; length, 8 miles 24 chains). —The formation and fencing on this section has now boon completed. Rails were laid from 50 m. 18 eh. to 54 m. 75 eh., including the Pukemaori Siding. The bridge at 53 m. 27 eh. across the Ellis Stream, consisting of two 25 ft. steel-plate spans on concrete piers, has been completed. The bridge at 55 m. over the Orawia River, consisting of eighteen 20 ft. and three 30 ft. steel-plate spans on timber piers, is still in hand, all piers being completed and about half the steel girders placed. The first lift of ballast has been laid from 38 m. 23 eh. to 54 m. 75 dr., and 4f miles of second lift and If miles of third lift were also laid. SURVEYS OF LINES UNDER CONSTRUCTION, NEW RAILWAYS, ETC. North Auckland Main Trunk Railway. Okaihau Northwards. —Surveys are in hand investigating the question of tire best route beyond Rangiahua to connect with Hokianga waters, and a considerable amount of data has been secured. Rotorua-Taupo Railway. The trial survey has boon completed from 3m.t028 m. Plans have been plotted and quantities calculated. Various alternative routes have been examined in detail, a total of 40 miles of survey having been carried out.
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East Coast Main Trunk Railway. Taneatua-Opotiki. —The permanent survey has been extended to 114 m., and permanent-line plans are complete to 113 m. Trial line has been extended up to 124 m., and explored up to 126 m. 40 eh. In all 13 miles 62 chains of trial work was completed. Gisborne-Napier. —Permanent survey has been completed from the Napier end as far as Wairoa, and plans of this are nearing completion. Exploration surveys are in hand for alternative routes between Gisborne and Wairoa. Waimana-Wairoa. —An exploration survey of this line has been made from Waimana to Wairoa via the Waimana Tauranga and Ruakitauri Valley. Glenhope-Murchison. The permanent survey was completed to the 67 m. peg, and several deviations were investigated. Wellington - Tawa Flat. Surveys have been carried out for the proposed Wellington - Tawa Flat deviation of the Wellington Railway. Alternative routes have been surveyed, and plans and estimates are being prepared. A number of lines are provided for in the Railways Authorization Bill which require a little explanation. The Lawrence-Roxburgh line is at present only authorized to Miller's Flat. This railway has been known as the Lawrence-Roxburgh line for the last twenty or thirty years, and I propose this year to authorize the final section of it, but this does not indicate that construction will be immediately proceeded with.. Further investigation must be made into the economical aspect before a decision to proceed is arrived at. With regard to the Rotorua-Taupo Railway, the Royal Commission which took evidence and inquired into the matter in 1922 reported that there was no possibility of the railway to Taupo being a payable proposition under present conditions, but with regard to the portion to Waiotapu they stated: —- "We respectively beg to endorse the opinion that in order to realize the value, both present and prospective, of these plantations, means of transit by railway must be provided, and we may add that a railway from Rotorua, terminating at a suitable point in the vicinity of the Waiotapu plantations, would reasonably serve the present settlement in the Waiotapu Valley, and would open up a further large area of land for development. There is also a possibility that the indigenous forests to the west of the Waikato River can be tapped by such a line." It is proposed therefore only to authorize the first portion to Reparoa, which is on the flat country just beyond Waiotapu. A terminus at this point will serve all the agricultural interests for some years to come, and will provide the necessary means of access, without which the extremely valuable forests which have been constituted by the Government's planting operations cannot be brought into a profit-producing stage. With regard to the Dargaville-Kirikopuni Section, this was also inquired into by the Railway Commission in 1922; and, although this is being authorized this year, it will not be possible to carry on with any construction until some of the extensive operations now in hand in the North are drawing to a close. With regard to the Whakatane Branch, the Government appears to some extent to be committed to the providing of railway connection, but although being authorized this year it is not proposed to go on with the actual construction until it can be shown that the same is justified. As a sub-appendix to this report there will be found at the conclusion copies of the reports made by Railway, Agriculture, and Public Works Departments concerning the Balclutha- Tuapeka Mouth Railway, reports by the Public Works and Railways Departments concerning the Waihao Downs Railway, reports by Public Works Department concerning Waipu Branch Railway, and, in additioir, a number of reports bearing' on the question of the route of the railway between Wairoa and Gisborne. These reports are"[submitted in order to show the [manner in which such subjects are approached. CONSTRUCTION AND MAINTENANCE OF ROADS AND BRIDGES. The following arc some of the principal works which have been completed during the year, or are still in hand :— Kirikopuni-Parakao (Hobson County). —Two miles of dray-road completed and 8 miles in hand. Limiting grade 1 in 25, and curvature 2f chains. Wairoa River Bridge, Dargaville (Hobson and Otamatea Counties). —It is expected that this bridge, consisting of thirty 40 ft. and eight 20 ft. spans and one 60 ft. lifting span, will be completed early next year. The substructure is ferro-concrete throughout, with a superstructure of steel joists and hardwood decking. Mangamuka - Victoria Valley (Mongonui and Hokianga Counties). —Six miles of dray-road formation have been completed, and 3 miles metalled. The damage caused by floods has seriously delayed the completion. Coromandel- Colville Coast Road (Coromandel County). —Two miles 35 chains bridle-track in difficult country widened to dray-road. PI Putaruru- Arapuni Road (Malamata County). —To provide access from the Rotorua Railway to the proposed Arapuni hydro-electric works a large amount of work has been done, including 7 miles of dray-road formation, 6 miles metalled, and 4 miles of metalling in hand.
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Waipa River Bridge, Whatawhata. —It consists of three 111 ft. and two 25 ft. spans, all in hardwood. All is now completed except the stringers, decking, and handrails. Rangiriri Hills Deviation (Waikato County). —Practically all tho formation work on the deviation has been completed, and most of the formation, and the remainder, as far as Rangiriri Township, is already well in hand. Up to date approximately 4J miles have been metalled between Whangamarino Creek and Tekauwhata Junction. There is metal already delivered for a further 3 miles, and arrangements have been made for the delivery of metal necessary for the completion of all. metalling between Mercer and Huntly. These supplies of metal are coming from four distinct sources, and it is confidently anticipated that the whole will be completed before next winter. Lichfield-Atiamuri Deviation (Taupo County). —4 miles 12 chains of 16 ft. dray-road have been completed and made available for traffic since February last. Gisborne-Wairoa via Morere (Cook and Wairoa Counties). —A very large amount of work has been done on this important link. Many irrrprovements in alignment and grading between Kopua, at 21 miles, and Tarewa, at 38 miles, have been carried out. Seven miles of road have been metalled by means of a fleet of sixteen lorries, with leads up to 7 miles. The whole length of the W.harerata and Tarewa hills has now boon metalled ; 16 chains have been sealed with bitumen, and sufficient materials delivered for a further 4 miles of sealing. Arrangements are now being made for the supply of materials for the sealing of the balance of the road along the main range, measuring approximately 7 miles, Rotokauluku Bridge (Waiapu County). —This bridge has four 144 ft. spans on reinforced-concrete piers founded on cylinders. All cylinders have been sunk, and two piers are finished. All material for the superstructure is on the site, arrd a contract for erection has been let. Wairoa-Waikaremoana Road, (Wairoa County). —The metalling from 19 miles to 32 miles, which was in hand last year, has been completed, and the whole length handed over. The renewals of four bridges on concrete piers and with hardwood superstructure have been completed. The road is now fit to carry the heavy machinery which will be required in connection with the Waikaremoana hydro-electric development. Mimi-Mokau (Clifton County). —Improvements in formation by deviating, widening, and regrading have been effected, notably to the north of the Tongapoutu River. A new quarry of limestone, 3 miles up the Mokau River, has been opened up, and a barge service installed ; Imile 77 chains of metal laid, and 29 chains grouted with bitumen. Patea River Bridge, Stratford. —This bridge, consisting of a reinforced-concrete arch, 64 ft. span and 97 ft. 6 in. wide, has been completed. Dummy Hill Deviation (Akitio County). —31 chains of dray-road formed and 538 lineal feet of " Armco " and concrete culverts constructed. Rimutaka Hill (Hutt and Fealherston Counties). —The widening and metalling of both sides of this hill have been completed, together with 6 miles of fencing. Mungaroa Hill (Hutt County). —1 mile 40 chains of formation and metalling on very heavy sideling almost completed. Ruamahunga Bridge (Fealherston County). —A reinforced-concrete bridge, consisting of four 55 ft. and five 27 ft. spans, with a width of 18 ft., has been completed. Paekakariki Hill (Hutt County). — The widening of 2 miles of this road in very heavy country has been almost completed, and partly fenced. Branch River Bridge (Marlborough County). —Approach embankments and stop-banks have been raised and widened ; abutments protected by stone gabions, and all material at site for five 40 ft. steeljoist spans on hardwood piers. Karamea River Bridge (Buller County). —This bridge, consisting of four 112 ft. spans in hardwood is now under construction by contract. Greymouth - Westport Coast Road (Buller and Grey Counties). —6 miles 60 chains of dray-road formed, and 35 chains of metalling completed, thus leaving only 2 miles in the whole length that is still impassable for vehicular traffic. A great deal of bridging is still to be done. Inangahua Junction Bridge (Inangahua County). —This bridge, consisting of nine 60 ft. spans, is now under construction by contract. It consists of superstructure of rolled-steel joists and hardwood docking upon cylinder piers an <l concrete abutments. Waitangi River Bridge, Main South Road (Westland County). —This bridge of five 61 ft. spans, has been completed. It consists of hardwood superstructure on hardwood piles. Double Hill Runs Road (Ashburton County). —Formation of 6 miles of dray-road and 4| miles of metalling have been completed. Pomahaka River Bridge (Clutha County). —This bridge, consisting of two 121 ft. spans, has been completed. It consists of hardwood superstructure on central cylinder pier with concrete abutments. HYDRO-ELECTRIC WORKS. Arapuni. The principal work done in connection with this scheme during the year was the letting of a contract for the construction of practically the whole of the hydro-electric development from the water up to the outgoing feeders. Tenders were invited for the work, divided into two contracts —No. 1 being more essentially the hydraulic development, including diversion tunnel, with its regulating-gates, temporary dams, permanent dam, head-race, spillway weir, and the gates giving access to the
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penstocks. The second contract continued on from this point through the powerhouse, turbines, electrical generators, transformers, switching-gear to the main outgoing feeders, and including all the innumerable auxiliaries necessary to produce a complete plant in going order. The contracts laid it down that preference would be given to any firm tendering for both contracts, as tho absence of friction between two contractors whose interests would not have been coincident, and whose works would have to be co-ordinated, and the saving in supervision, would have justified the payment of a higher sum in order to get the work let to one contractor. However, the Department was fortunate in that a satisfactory tender by a British firm for both contracts was very considerably less than any other combination. The successful tenderers were Messrs. Sir W. G. Armstrong, Whitworth, and Co., and the price £1,170,991 1.35. Bd. One of the conditions of the; contract was that the Department would provide certain access, and the greater part of the work done on the ground by the Department during the past year has been in the direction of providing this access, and preparing accommodation for the Department's staff which will have to supervise the work. The access may be assumed to commence at the Putaruru Railwaystation, the nearest point to the works on the existing railway system, and from this point a good metal road is being constructed to tho site of the contractors' probable activities on both sides of the river. This involves a very considerable bridge, which must be sufficiently strong to carry 40-ton loads across the Waikato River. The first, section from Putaruru, om. to 2m. 60 eh.. has been completed. From 2 m. 60 eh. to 5 m. 30 eh. t le r>ad has been trimmed up and the bottom layer of coarse sand has been laid. Owing to non-completion of the Waipa Bridge, due to difficulty in procuring hardwood, no shingle could be laid on this length before the weather broke at the beginning of winter, and little could be done since on account of the continuous bad weather, and, as a result, portions of this length are now in bad order. Five motor-trucks and a number of teams are at present at work, and, given a month's reasonable weather, will.soon make good the damage. The thirl section, from 5 m. 20 eh. to Bm. 50 eh., has been completed, and the remaining 1 mile 4 chains to the dam-site has been, sanded, and is now ready for the shingle. The bridge itself was constructed in the Department's workshop at Tauranga at a price considerably below that of the lowest public tender, and in less than contract time. Piers and abutments, which are of concrete, are now in hand, all the excavation being completed, and the large pier on the cast bank being also concreted. In order to facilitate this work a 2-ton oableway was erected, and is being utilized also for transporting men and material from bank to bank. On the farther side of the river the portion of the road from the Waikato Bridge to the head-race bridge-site is partly completed, but has boon delayed owing to the failure of the contractor. The piers of the bridge over the head-race (which will become the Waikato River) are proceeding satisfactorily, and the foundations will shortly be completed. The bridge will consist of four 40 ft. rolled-steel joist spans on concrete and timber piers. The principal material for the superstructure is on the ground. From the head-race bridge to the point where the new roads join the existing Pukeatua Road the formation is practically completed, and 35 chains have been sanded. In addition, 22 chains of shingle has been done on the finished portion of the abandoned contract between the two bridges referred to above. The fencing of the main access road on the right bank to the camp reserve is now finished. Throughout the year investigations were carried out in considerable detail, both on the Maungatautari Mountain and along the Waikato River, in order to try and find a more favourable quarry-site than the one which was referred to in the contract specifications, and on which the tenders were to be based. In spite of several very hopeful clues, however, nothing better could be found than the deposit at Muku Creek on which the contractors were asked to tender. The permanent-village site was fenced, cleared, and sown in grass. The main street was formed and metalled. Four permanent cottages and the main Public Works office were erected. A hightension transmission-line was carried from Horahora to Arapuni, from which power is being obtained in connection with the works referred to above, and from which the lighting and heating for the village-site and buildings are being obtained. During tho year various small surveys in connection with the proposed bridge-sites, land boundaries, &c, together with two hydrographical surveys, were completed. On the main access road referred to above, bridges were erected at 2 m. 50 eh., 3 m. 29 eh., sm. 29 eh., and another at 7m. 63 eh. is almost completed. All the bridges on this road are special, being practically as strong as rail way-bridges, owing to the very heavy loads that will have to be transported in connection with the power-house and other machinery. Horahora. The principal work carried out during the year has been the erection of the new power-house extension and installation of machinery, tho deepening of the tail-race, and the investigation regarding the permanent weir. The excavation of the power-house site was carried out by means of power excavators and trucks, this work being carried out simultaneously with the completion of the headrace and tail-race walls and the underpinning of the old power - house on the side adjacent to the extensions. The concreting of the power-house has now been completed with the exception of 4 ft. at the top of the down-stream wall. The work of building this power-house was more than usually difficult, owing to the somewhat intricate nature of the boxing, for the draught-tubes particularly. A difficulty was experienced in the excavation of tho tail-race owing to a leakage from the old tailrace, which is only separated by a comparatively thin division. A total of 5,123 cubic yards of concrete was placed. Castings and machinery for one complete unit have been transported from Hinuera Railwaystation, a distance of eleven miles, over exceptionally bad roads. Foundation castings for one turbine are now in position, and the work of assembling is going ahead smoothly.
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In order to demolish the old head-race wall built by the Waihi Company the station was shut down during the Easter holidays. Pneumatic drills were operated over the whole face of the wall, which was then blasted in layers, the disposal of the spoil being effected by the use of power-driven excavators and trucks, together with a barge ; 450 cubic; yards of concrete were removed in this manner. Another portion of the work which requires careful handling is the deepening of the old tail-race. The bottom of this tail-race, which consists of volcanic tuffs, requires to be broken up before it can be handled by dredging. Tho method adopted is to drill holes by pneumatic drills, operating through stand-pipes, at an average depth of 12 ft. below water-level ; the holes are then loaded through these stand-pipes and fired electrically. So far an area of 650 square yards has been dealt with. In order to handle tho blasted material from this excavation, a eableway drag-line excavator is to be used for dredging the 8.500 cubic yards of spoil. This drag-line has a maximum range of 700 ft. The erection of the machine is practically complete, and a start with the actual excavation will be made almost immediately. The new bay of the transformer-house has been started, and irrinor alterations to the workshop carried out. A considerable amount of investigation work has been carried out to enable a suitable site for the permanent weir to be located. An examination discloses unsuitable foundations at some of tho earlior-selectod sites, but the fine of the weir has now been definitely fixed, and a comprehensive plan of the layout has been prepared. Two permanent-stall' cottages have been built, and various temporary and maintenance, works have been attended to. Mangahao. Very substantial progress has been made with the construction of these works during the past year. The most difficult portion was the construction of the lower Mangahao dam. In order to enable the foundations of this dam to be put in, two separate methods of construction had to be followed. One half of the dam is an earthen dam with a concrete core wall. This core wall had to be carried down some 70 ft., and the excavation required very substantial and carefully placed timbering in order that the material in place, which was to act as tho major part of the dam, might not be in any way disturbed, and more particularly in order that the large number of men working in the confined spaces below might not bo injured by falling stones or other substances. This work, though tedious and extensive, presented no unusual difficulties. The other half of the dam, however, Irad to be built of solid concrete, and founded in a narrow gorge in which the water was from 12 ft. to 14 ft. deep at normal times, and might be twice that in less than half an hour if heavy rain fell in the hills. The first operation was to divert the liver by means of a by-pass tunnel, and construct elaborate coffer-dams to lay bare the site of the foundation. A heavy crib log pile and concrete dam was first required to divert the river through the by-pass tunnel; secondly, two double rows of steel sheet piling, filled with stones, clay, and concrete, were built, one above and one below, and heavy pumps were installed in duplicate to prevent interruption ; and finally, when the site had been punned dry and excavation had progressed considerably, a watertight reinforced-concrete temporary dam, both above and. below the permanent work inside the main coffer-dam, had to be built. The work was inundated by floods repeatedly, often with hardly any warning, so that men sometimes barely escaped with their lives ; but, although these floods caused considerable delay, the detail arrangements for removal and securing of men and material were so successful that practically no plant or temporary work was lost. Every opportunity was taken when circumstances were favourable, and work was carried out night and day by means of three shifts. In order to prevent an undue rise of the flood-waters as tho work progressed, which would have resulted in flooding the No. I tunnel, and also to enable aggregate for concrete to be obtained from the river-bed, a gap 40 ft. wide was left in the main portion of the dam as soon as the foundations were brought up to ordinary water-level. This gap will be filled in after the gates have been placed in position. The gates for the by-pass tunnel and for inlet No. 1 tunnel are now being placed in position. Great trouble has arisen from the non-arrival of these gates, the contract for which was let long before the excavation started. The total quantity of concrete in this dam will be 21,827 cubic yards, and of this amount 16,019 cubic yards had been placed at the end of the period. The last 3,000 yards will be complicated icinforced-concrete work in connection with the automatic regulating-gates ; but, quite apart from the construction of this portion of the regulating-gates, water can be diverted to the power-house and the same put into commission. The Tokomaru dam is nearing completion. The excavations of the foundations were carried out in the early part of the year, and since then 18,698 cubic yards have been placed out of a total quantity of 21,800. As there were no deposits of shingle or stone adjacent to the work, all the stone for the concrete had to be quarried and crushed, and the sand made by pulverizing the quarried rock with special machines. The tunnels connecting the two dams, carrying on from the Tokomaru dam to the surge-chamber, which were driven last year, have been lined throughout, and only the closingup of adits, fitting of gates, and grouting of packing requires to be done. There will be no difficulty in diverting water to the power-house as soon as works there and beyond are ready. The surgechamber is practically complete, and only requires the erection of gates and screens, which are on the ground. The pipe-lines have been practically completed, with the exception of the 72-in.-diameter pipes between No. 1 anchor block and the entrance to the tunnels leading to the surge-chamber. The pipes themselves are all on the site, and have been riveted up in long lengths in order to facilitate their final placing, which will be proceeded with as soon as the crushing and concrete-mixing plant, which is located at this spot, is finished with and removed.
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The power-house has been completed, and the erection of the machinery is in hand. It had been hoped_that this power-house would have been completed somewhat earlier, but great difficulty has been experienced in obtaining suflicienVcarponters and other skilled men, and this hindered the work somewhat. As from tho ail-race now discharges into the Mangaore Stream, it was considered raise the banks of this stream over the low-lying country from below the railway-line Manawatu River, a distance of 1 mile 56 chains. The Makarua Drainage Board, which controls this area, was itself proposing to carry out a scheme of banking to deal with the flood-water of this river, quite independently of the Department's tail-race proposals. Arrangements were accordingly made for the Board to carry out the banking on lines set out by the Department. The Makarua Drainage Board, the Buddy Drainage Board, the Horowhenua County Council, and the Foxton Borough, all of whom receive benefits from the work, have agreed to contribute to the cost of the work. It was also necessary to erect a new bridge, 80 ft. Jong, on the Foxton-Shannon Road, on level as the top of the banks. A very difficult feature in connection with this installation has been the erection of the main transmission and telephone lines. Altogether some 200 miles of transmission-polos and 160 miles of telephone-poles have been Cables were run for 150 miles of transmission-line and over practically the whole length of tho telephone-line. The difficulty of the work was largely on account of the very rough nature of the country traversed ; consequently a great deal of preparatory work was involved, requiring the construction of some 30 miles of track, and the installation of no less than 600 gates. Owing largely to the cost and difficulty of transporting the long and heavy ironbark poles across country, the roughest sections, notably between Paekakariki and Khandallah, were designed for the use of steel towers, which could be sledged into position in small bundles. The scope of the work extended on the west coast from Wellington to Wanganui, and on the Wairarapa side from Masterton to Waipukurau. This work is well in hand, and will shortly be completed. The erection of substation buildings at Bunnythorpe, Masterton, Mangamaire, Woodville, and Dannevirke is in hand, and all the material for the equipment is on order. A contract for the building of the Khandallah substation was placed during the year, and is now well advanced. The structural steelwork for the switchgoar is completed, and switches mounted thereon. All subsidiary buildings have been erected, and oil-tanks and lightning-arresters are in position. WAIHOU AND OHINEMURI RIVERS IMPROVEMENT. Upper Waihou River. Mangaiti-Tirohia Section. —During the period 148 chains of final stop-bank have been constructed by a small drag-line and the dredge " Waihou," and 226 chains of preliminary stop-bank by hand-labour, leaving only 26 chains on the section untouched. ' gararahi. —Left bank: All drainage on this section has-been reversed into drain H, "and tho temporary flood-gates thus rendered inoperative have been removed. Right bank : The Waihou dredge, working two shifts, has built the stop-bank to final section, completing 53 1 chains during the period. The soiling of same has also been completed. Lower Waihou River. Ngahina-Nelherlon. —Left bank: All interior drainage has been completed, with flow mainly into drain IT. The gaps in preliminary stop-bankj,down to Netherton have been closed, and the broaches, 4 chains in length, caused by the flood of tho 27th May, are being closed. Right bank : A small drag-line has extended tho preliminary stop-bank to the mouth of Morrison's drain at 5 m. 62 eh., a length of 90 chains, and has also widened the railway outfall drain at Waimarie Bend to 12 ft. bottom width for the complete length of 31 chains. Nelherlon-Wharepoa. —Morrison's drain at 5 m. 62 eh. (right bank) is complete, and in Alexander's drain the dipper dredge has excavated from the river for 47 chains. About 3 miles of willows on both banks have been ring-barked. Komata Creek. —The excavation of the creek-bed was completed by a small drag-line, and stopbanks have been trimmed on both banks to the high ground, with the exception of 16 chains on the right bank below the railway. The spoil for the raising of the railway and bridges is in position. Ohinemuri River. —Left bank : The log-hauler has commenced operations at the new junction, and has already cleared 25 chains of bank. One of the large drag-lines has constructed 126 chains of stop-bank to final section from 7 m. ; 36 eh. to sm. 30 eh., and the Waihou dredge has completed a length of 9 chains where the critical line crossed the Waihou meander to 6 m. 40 eh. and 6 m. 70 eh. The construction of the stop-banks over the Tapu Kopuarahi at 6 m. is being done by hand-labour. The second large drag-line has constructed 192 chains of stop-bank to final section, from 3m. 55 eh. to 1 m. 26 eh., and from om. 14 eh. to om. 6 eh., connecting to the final stop-bank completed by relief works from om. 14 eh. to Im. 26 eh. This machine has now in hand the section 3m. 72 eh. to sm. 15 eh., to connect with the stop-bank being erected by No. 2 Ruston. Of this 3m. 72 eh. to 4m. 68 eh. has been completed. The deviation of the Paeroa-Waihi Railway at om. on the stop-bank chainage is now in hand by the contractor. Numerous small culverts have been
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constructed under the stop-bank to connect existing house-drainage, &c, to the river. Tho stopbank and road-deviation over the Kauoiti Creek and the three-barrel flood-gates at 3 m. 70 eh. are completed. The removal of the houses that foul the stop-bank line is now in its final stages, only two structures remaining to be dealt with. Rotokohu Outlet Drain. —This drain has been excavated from the temporary outlet into the Waihou River at Mill Road to the four-barrel flood-gate at 7 m. 45 eh. on Ohinemuri River (loft bank). One of the small drag-lines excavated to om. 70 eh., was then removed from the work, underwent overhaul, and was transferred to Tokatoka. The remainder of the work was completed by the dipper dredge in November last, and the by-pass at Mill Road filled in. Ngahina Bridge. —The structure and approaches have been finally completed by the erection and metalling of the left-bank approach. Ngahina Wharf. —This structure has received attention by the concreting of the loading-ramp, minor alterations to the shed, and the metalling of the approach road. General. —Since the beginning of April last the progress of the work has been impeded by four floods. Not only has a certain amount of damage been incurred, but the high state of the rivers has for a time made working-conditions impossible. The opportunity presented by these floods has been grasped to collect a considerable amount of flood data bearing on the scheme. MARINE. Lighthouses. Three Kings Islands. —In my last report I detailed the investigation which had been made in order to determine the best navigational aid to establish, for or on these islands. Full estimates were made of the cost of erecting and equipping two lights, one at either end of the Big King, in order to reduce the blind sector which, one light would produce over the Western King and the Princes Isles. Information was obtained regarding the very latest types of fog-signal suitable for this locality, and an estimate prepared for its installation in conjunction with the proposed, lights. At the same time an examination was made as to the possibilities of a direction-finding station located at Cape Maria van Diemen or elsewhere. A number of tests were carried out by the Post and Telegraph Department, in collaboration with the officers of the "Tutanekai," with eminently satisfactory results, and these tests effectively demonstrated that the erection of a modern direction-finding station suitably placed in an accessible locality would enable mariners to locate their position accurately whatever the condition of the weather, and thus remove the menace of the Three Kings perhaps more effectively than could be done by means of the lights and fog-signal. It is proposed to carry out a further series of tests in the presence of representatives of the Shipmasters' Guild, and it is anticipated that these tests will demonstrate the advantages of the wireless direction-finder as an aid to navigation, and convince shipmasters of tho correctness of the Department's contention that lights and a fog-signal on the Three Kings are not at present justifiable. Tiritiri. —The apparatus has been ordered and is now to hand for the conversion of this light from a watched light to an automatic. The work of conversion will be put in hand shortly. Ohena Island. —The erection of an automatic flashing light orr a concrete base has been completed, and the light is now in operation. Matakaoa Point. —Plans and estimates have beerr prepared and apparatus ordered for an automatic flashing light at this point. Tb's light will be erected at a height of approximately 100 ft., and will have a range of 14 miles, and an arc of visibility of 199° 30. This light will servo a twofold purpose. Owing to the shifting of the East Coast Lighthouse from, the island to the mainland there is a small dark sector to the northward. The new light on Matakaoa Point will be of great assistance to shipmasters corning from the north for turning the Matakaoa Point before they come actually within the range of East Cape Light; secondly, it will act as a port light in connection with the new wharf now being constructed at Hicks Bay by the Hicks Bay Harbour Board. Kaipara South Head Beacon. —A small automatic acetylene flashing light was installed at this beacon in place of the oil-burning lamps, which, required an attendant. Tho now light is giving satisfactory service. Somes Island. —This light was converted from a watched oil-burning to an unwatched automatic acetone-acetylene light with a very considerable amount of saving, and handed over to the Wellington Harbour Board. Stephen Island Lighthouse. —The installation of two oil-engine hauling-winches to take the place of the original horse-operated whims has boon completed. Cape Foulwind. —Surveys have been made and plans prepared for the erection of a new lighthouse at this spot. The existing light-tower, which is of wood, is commencing to deteriorate, and a new concrete tower will be required. The new lighthouse will be an automatic one of the Dalen type, utilizing an incandescent acetylene burner with automatic mantle-exchanger. This is the latest development in the design of automatic lights for the higher-powered stetions. No lighthouse-keepers will be required, and there will be a great saving in connection with fuel, as well as attendants, which will pay off the capital cost of the conversion within a very few years. Chatham Islands. —It is proposed to erect a small electrically operated light on the wireless mast at the Chatham Islands. Details are being prepared and arrangements have been made with the Post and Telegraph Department to allow the use of their mast and electric supply. It is anticipated that this light will be of great assistance to vessels wishing to make Waitangi after nightfall. At present the shipmasters do not care to approach these islands in darkness, owing to the dangerous outlying reefs.
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Kahurangi. —This is at present a second-order watched oil-burning light; it is proposed to convert it to'an automatic acetylene light. Plans and estimates have been made, and it is hoped to make a start with the conversion very shortly. Anglem Point. —The necessary apparatus for the conversion of this light to an automatic flashing type has been obtained, and. is at present undergoing tests prior to installation. The Brothers. —Now rollers and roller-paths have been fitted to the revolving portion of this light to take the place of tho original ones, which had become badly worn. General repairs and maintenance works were carried out at tho various light-stations, cottages, &c. Harbour-works. Gisborne. —A great deal of controversy has arisen concerning the proper solution cf the Gisborne Harbour problem, and, with the idea of endeavouring to come to a settlement, I accompanied the Hon. Minister of Marine to Gisborne, and discussed with the Board and its officers the whole question. It was finally decided that certain definite questions concerning a scheme put foiwaid by Mr. G. H. Lysnar should be answered by me, and. after a great deal of investigation the questions were answered and the Board definitely decided to adhere generally to the scheme of harbour-impiovement devised by Mr. Leslie Reynolds, and approved some years ago by the Department. The Harbour Engineer is now working up the detail plans, which will be forwarded for formal appioval in due course. Waikokopu. —The Waikokopu Harbour Board having amalgamated with the Wairoa Hntour Board, the combined Board decided to do nothing further in the way of improvement with the Waiica Harbour, but to concentrate on Waikokopu. However, after spending a considerable amount of meney in an unsuccessful attempt to dredge out the inner basin, the Board found itself unable to proceed further for want of finance and public confidence. Eventually the Minister of Public Works agreed that his Department would erect a wharf in such a position and of such extent and depth of water as would cater for all coastal and lighter traffic, and would yet fit in without loss with the major breakwater scheme, should that be put in hand at a later date. The wharf was pushed on with, and will be ready for use very shortly. Being connected with the railway to Wairoa and the freezingworks and other industries, it will be of great assistance to the district generally, and also to tho Government, in landing material for its works. Westport. —The principal work in connection with this port has been he maintenance dredging at the bar and at the berthages. The " Eileen Ward " removed 472,705 tons from the entrance, and the " Mawhera," which was chartered from he Greymouth Harbour Board, dredged 67,350 tons from the berthage area. The " Eileen Ward " has not handled as large a quantity during the past year as usual. This is owing to the fact that dredging was suspended during the coal strike, as there was at that time practically no shipping working the port. Weather conditions were such that a sufficient depth of water was maintained on the bar to adequately serve any vessels visiting the port at that time. No additional work was carried out on the breakwater, the work which had previously been carried out proving very satisfactory and maintaining its position well. While the dredge was idle the work of painting and repairing all buildings in connection with the harbour-works was put in hand, and these buildings are now in first-class order. The fleet and all plant necessary for the prosecution of the works has been carefully attended to and kept in first-class repair throughout the year. A survey of the roadside has been made and all soundings plotted on regularly. Waitangi Harbour, Chatham Islands. —A number of requests for improved harbour facilities at Waitangi having been received, arrangements were made to visit these islands and report on the position generally. Surveys were made, and the various propositions put forward investigated. The present wharf is unsatisfactory in that the depth of water is insufficient at low tide for the boats lightering cargo from the steamers. This aspect of the question can be improved by extending the wharf and deepening the channel, but not sufficiently to enable steamers to unload direct. Tt is naturally desired by the residents to have a wharf at which small steamers could lie while loading and unloading, and. it has been proposed that a small breakwater might be constructed. Unfortunately, this would be a fairly expensive undertaking, and the present volume of trade is not sufficient to justify it. There is at present no local authority with power to control and finance any improvement scheme, and until such is established matters are not likely to improve to any great extent. A movement is now in progress to form a County Council, which could also act as a Harbour Board and attend to such matters. Bruce Bay. —The crane-landing and approach bridge at the Flowerpot Rock has been completed and is in operation. Considerable difficulty was experienced in erecting some of the piers owing to very heavy weather when the concrete bases were being set. Loading and unloading can now be satisfactorily carried out here. Kaipara Beacons. —These have been repaired, and arrangements made for protection work to be carried out at tho North Head to guard, against the sand erosion. Tryphena Wharf, Great Barrier Island. —A very full investigation has been made to ascertain the best locality in which to erect this wharf. A subsidy has been provided by the Government, and immediately the local interests are agreed the work can proceed. P f General repair and maintenance works were carried out at the various small harbours under the control of this Department, and regular surveys have been made and complete records are being obtained of the various changes which have taken place at the Wairau bar. General. As usual, a number of applications have been received from local bodies and private individuals for the approval of works involving marine interests. These have all been carefully investigated, and, where desirable, approved. Some of the principal items were : —
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Wharves. —Onekaka ; Otanerau ; Queen Charlotte Sound ; Nelson Street Jetty, Auckland ; Hicks Bay ; Kutarere, North Auckland ; Endeavour Inlet; Maori Beach, Stewart Island ; Wairoa River; Warkworth Harbour; Hokianga Harbour; Whananaki, Whangarei; Pakawa Estuary ; Nelson Electric-power House ; Kennedy Bay. Foreshore Leases. —Heathcoto Estuary ; Mongonui; Mercury Island ; Hokianga Foreshore ; Parcmata ; Purakunui; Stewart Island. Harbour-works. —Gisborne ; Hicks Bay ; Bluff ; Castlecliff ; New Plymouth. IRRIGATION. During the past year the development of the various irrigation projects in Central Otago has been steadily carried on. No new construction works were started, but those in hand have been vigorously pushed on and extended. Although the profit on the older schemes is not expected to pay a high rate of interest on the outlay (owing to excessive war costs, &c), an examination of their position shows that in due course thoy will pay a reasonable rate of interest, besides rendering considerable indirect benefits. All the later schemes, estimated upon" steadier known costs and experience gained, are based on water rentals calculated to return sound rates of interest. Of the various schemes, two —that is, Ida Valley and Galloway, with which is incorporated Olrig Terrace scheme —are now in operation on regulation lines, although a certain amount of construction work still remains to be completed on each. So far water has only been used on about half the area now commanded, and the water rentals on the areas actually served have not nearly.reached their intended maximum. Practically every other scheme under construction is now in its final stages of development, and all were in partial working order during the year. It is expected that all of these will have attained to full working-order during the current year, though it will take a few more years before the areas are fully settled, and. the land prepared to receive full advantage of the works. The area actually irrigated under all Government schemes was 14,667 acres, divided among 200 settlers, as against 8,200 acres in the previous year. In their partial stages of completion the works are now ready to servo 47,430 acres, but on full completion, which is aimed, at by the end of the current year, the total area commanded will be increased to 61,390 acres. In addition to the Government schemes, individual company and local-body schemes are completed or in final stages of development to serve 18,000 acres of land. It is therefore evident that, as settlement increases and full advantage is taken of the water-supply made available, the next few years should see a great increase in the productivity of Central Otago. The results of irrigation have everywhere been most satisfactory, as has been very noticeably exemplified on Galloway Flat. This small area, of about 1,200 acres, which was previously one of the most useless tracts of land, and which is yet only in tho making as regards farm development, is now supporting twenty settlers. It is regularly carrying and wintering fifty horses and 250 head of cattle, and producing largo quantities of surplus hay. During the year 120 tons of pressed lucerne hay, bringing as much as £7 per ton on truck, were railed away, and in addition about 2,500 sheep from adjoining runs are being wintered on tho flat, by arrangement with the small settlers, who feed out lucerne hay to them. The feature of the small settlors providing winter feed for runholders as a side line is remunerative to them, and is affording such a saving in winter losses on the runs as to vastly improve the value of the run properties. Dairying is steadily increasing, and there are good openings for experienood dairy-farmers throughout tho district. One ex-North-Island dairy-farmer has carried and is wintering thirty-one dairy cattle on a 62-acre farm, which is yet only partially developed. A particular featuro of the year has been the carrying-out of investigation for water-supply, and surveys and estimates necessary for consideration of further possible irrigation schemes. Further schemes have been fully investigated and proved satisfactory with respect to 74,000 acres of irrigable land in the upper Manuherikia Valley amd Maniototo districts, and 6,500 acres in the vicinity of Arrowtown. Besides these, several other large prospective schemes are still under survey. Progress of Individual Works. Ida Valley Scheme. —With the exception of a few small distributary races which may be required to be constructed from time to time to cope with the requiromctits of various farms, all irrigation works in the whole Ida Valley scheme are now completed. The chief works completed during the past year were Poolburn weir, one measuring-weir at the Poolburn and another at Moa Creek, and approximately 2 miles of distributary race. The crest level of the Moa Creek weir was also raised, enabling better regulation to be attained and more economical use to be made of the water stored in the Manorbum reservoir, During the past season water was supplied to forty-four irrigators, who had under irrigation a total area of 7,200 acres. Galloway Scheme. —Under this heading is now included the contiguous Olrig Terrace scheme. On Olrig Terrace it was originally intended to irrigate 1,600 acres, but works have not been constructed to supply this full area. It has now been decided to irrigate a lesser area, and the balance of the water previously allocated to theyrerraco lands can now be diverted to Ida Valley. The total area commanded by races on the combincd'schcmes is 2,250 acres, and of this an area of 1,650 acres was irrigated during the past season. 1 Manuherikia Scheme. —During the; 1922-23 season only partial irrigation was available, but during the past season, although construction work was still proceeding, a full water-supply was available for all irrigators up to 18 miles. After the end of October, forty-three irrigators, who had a total area
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of 2,050 acres under irrigation, were supplied with water. To increase the effectiveness of the scheme, some largo areas for which the owners had refused to enter into irrigation contracts are in process of being resumed, and will be subdivided for closer settlement. At the end of November, 1923, an extensive break occurred in the concroto-lined race in the Manuherikia Gorge, and temporary measures had to be resorted to to bring in the necessary water-supply. Preparations are now being made for the erection of an iron flume across the unsta.ble ground. During the past year such works as the enlarging of a 3-mile section of the former borough race, tho construction of distributary races, and other details were carried out. Earnscleugh Scheme. —Half of this scheme is now completed and is in working-order. An extension which will increase the total area commanded by the races to 2,843 acres is being put in hand. Some small extensions and the completion of details comprised the bulk of the work done on this scheme during the year. The number of irrigators, thirty-five, supplied with water shows an increase of ten over the previous year's figures, the total area under irrigation being 1,110 acres. Ardgour Scheme. —This scheme has been in working-order during the past season, when water was supplied to eighteen irrigators. The area under irrigation was 1,146 acres, and a substantial increase in this area is to be expected during the current year. The results so far obtained on this scheme have fully justified expectations. Last Chance Scheme. —The major portion of this scheme is now nearing completion, and the main race is being extended northwards from Butcher's Creek to supply lands lying nearer Alexandra, thus making it possible to throw open a few new Crown sections for settlement. It is expected that the whole scheme will be available for use by the beginning of next irrigation season. During the year ten miles of main race were constructed and 2,000 ft. of steel-pipe siphon lines laid. Water was supplied by means of some auxiliary races to six irrigators on the Fruitlands Settlement, tho area under irrigation being 696 acres. Tarras Schema. —Construction work on this scheme is now well advanced, and it is hoped to have the scheme generally completed before next irrigation season. During the past year 5J miles of new main race wore constructed, and 4-| miles of the existing main race enlarged. The new concrete headworks are now practically completed, and the work of constructing the steel-pipe siphon lines is in progress. As the land brought under this scheme is of excellent quality and lends itself well to irrigation, most favourable results may be expected when the scheme is in operation. Teviot River Scheme. —This scheme has been carried out in conjunction with a hydro-electric-power scheme supplying Roxburgh, and tho surrounding district. The water is drawn from the Teviot River, and after passing through the .turbines on the power-house is discharged into the irrigation-canals. The progress of work on this scheme has been of a very satisfactory nature. All work in connection with, the power pipe-line and power-house foundations was completed by the end of last December, and tho Teviot Power Board was thus enabled to put its power scheme into official commission by the end of March. Work on the irrigation system has been pushed on apace, and it is anticipated that the main scheme will be in operation by the beginning of September, 1924. A future extension of the scheme to lands lying across the Clutha River is being considered. During last irrigation season twenty-six irrigators were supplied with water from a race purchased from a mining company for incorporation in the distribution scheme. During the past year 10 miles 45 chains of irrigation race were constructed, and 2,300 ft. of pipe siphons were laid ; a bridge was constructed across the Teviot River to carry 18 in. and 30 in. diameter siphon pipe-lines. The concrete foundations of the power-house were laid, and the pipe-line at the head of the race was generally renovated. Bengerburn Scheme. —This scheme, which draws its supply from the Bengerburn Stream at Ettrick, was commenced at the request of ,;he settlers, who were, at the time, applying for the forfeiture of certain private water rights hold in the Bengerburn. An agreement was arrived, at by which the Crown acquired a portion of the water rights, and construction work commenced about the beginning of last November. The scheme has now been brought to a state of completion, and is capable of irrigating an area of 1,000 acres. The works involved were the construction of a small dam, the renovating of 2§- miles of old race, and the construction of 1 mile of new race. General Surveys. On the Upper Manuherikia scheme the permanent survey is now practically completed. The survey for the Roaring Meg scheme (Cromwell Flats and Lowburn) is nearing completion, and an extension of the Roaring Meg scheme to serve Crown lands reserved for settlement on the Pisa Flats is under consideration. As in previous years, surveys, gaugings of streams, and investigations of rainfall and other matters affecting the irrigation possibilities of many other districts have been carried out. The following are the schemes still under investigation : Hawea Flat, Maniototo, Bendigo Flat, Chapman's Gully, Teviot River Extension, Luggate Miller's Flat. Water-supply. Hanmer. —During the year surveys were made and plans prepared for the provision of a new water-supply at Hanmer. This work involves the supply of 14,000 ft. of 12 in. main, and 1,500 ft. of 6 in. and 6,820 ft. of 4 in. pipe for the reticulation, together with the necessary valves, bends, &c. This material, which is being manufactured from non-corrosive iron, is well in hand, the majority of'the'pipe having been received. Rotorua. —A complete new water-supply is being provided for the township. 151 chains of 12 in. cast-iron main was laid, and the balance of the pipes for the completion of the scheme were delivered. Tho foundation of the Diesel engine as a standby for power-generation was completed, and the erection of the power-house finished.
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TRAMWAYS. Auckland. —A number of works, consisting of duplication and extensions, were carried out by the City Council, the approval of plans and final inspection being dealt with by this Department. The principal works completed wore : Great South Road extension : This work, from Manukau Road to the Harp of Erin Hotel, 144 chains in length, was completed, inspected, and opened for traffic. Old Mill Road extension, comprising 53 chains of double track from Grey Lynn section to the New Zoological Park. Onohunga duplication : 1 mile 37 chains of single track was duplicated. Work is now proceeding on the Edendale extension. Ten new cars have been inspected and passed for traffic. Napier. —Two cars were examined and passed for traffic. Wanganui. —Proposals have been put forward by the Borough Council for an extension to St. John's Hill. These proposals, which involved considerable street-alterations, have now been approved. Gisborne- During the year the Ormond Road extension from the Gladstone Road line to the borough boundary was completed and inspected. New Plymouth. —Plans were examined and approved for the Liardet Street extension, and the work inspected on completion. Wellington. —A considerable amount of work was carried out on the Wellington City Tramways during the year. Plans were examined and dealt with for a number of works, and inspections made and certificates issued on their completion. Tho principal works completed and in hand arc duplication of track, Coutts Street, Kilbirnie, and Thorndon Quay ; extensions along Clyde Quay, Wakefield Street, Victoria Street, and Wallace Street. Ten new cars were completed and put through the necessary tests. Christchurch. —The principal works carried out during the period on this system wore the Clyde Road loop and the Riccarton Road duplication. Three new cars were added to the plant and duly tested. Dunedin. —Plans were examined and approved for the Opoho extension, and the work of construction is in hand. Recently a conference was held between the representatives of the tramway management, the Tramway-men's Union, and the Hon. Minister to consider the question of bringing in regulations. F. W. Furkert, M.lnst.C.E., Assoc.M.l.Mech.E., Engineer-in-Chief.
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TABLE OF LENGTHS OF GOVERNMENT LINES AUTHORIZED, CONSTRUCTED, AND SURVEYED UP TO 31st MARCH, 1924.
ANNEXURE I TO APPENDIX B.
NOETH ISLAND. Note. —Column 11: For detail information as to dates of openings of such portions of lines as are not given in this table see tables of lengths of lines in Public Works Statements, 1904-20. i Appropriation, j Division. it Section. Main Line. C Total. "3 CO CD Under Under I Forma- Platetion. laying. Dite. Opened. r i r iJl°1920 '920-21. 1921-22.J 1922-23. 1923-24.' Total. State of Line. Opened. i 1 K-LtAvakawa-Gr a hamtown (Onerahi) 2 Eawakawa Kawakawa-Kamo 3 M. ch. 7 16 4 Opua Wharf - Kawakawa Kawakawa-Towai .. Towai-Hukerenui .. Hukerenui-Kamo .. Kamo-Kioreroa Kioreroa-Onerahi .. Otiria-Kaikohe Kaikohe-Okaihou .. Okaihou-Hokianga .. Dargaville-Booms .. Booms-Tarawhati .. Tarawhati- Donnelly 's Crossing Extension ., McCarrol's- Paparoa Paparoa-Huarau Huarau-Maungaturotc Maungaturoto-Ranga-nui Ranganui-Kaiwaka.. Kaiwaka - Te Hana.. Te Hana-Wellsford.. Wellsford-Wayby .. Wayby-Hoteo Hoteo-Kaipara Plats Kaipara Flats-Wood-cock's Woodcoek's-Ahuroa Ahuroa-Helensville.. 5 M. ch. 7 16 6 M. ch. 0 57 7 M. ch. 7 73 8 M. ch. 9 M. ch. 10 M. ch. 11 12 13 j 14 M. ch. M. ch. M. ch < 12April,1911 2 May, 1910 2 Cct.', 1911 .. !! '.'. 1 May, 1914 29 Oct., 1923 .. '.'. .. 15 M. ch. 16 M. ch. 17 M. ch. 7 16 41 48 21 18 4 30 16 0 6 52 2 50 16 25 8 20 20 63 17 21 2 37 4 54 0 61 0 33 3 29 2 27 1 16 1 45 0 34 2 06 0 75 0 25 0 38 21 79 4 63 19 29 8 79 3 66 17 70 8 54 22 69 18 16 2 62 5 12 21 18 - 27 2 Kamo-Grahamtown 9 22 Kawakawa-Hokianga 45 28 2 50 16 25 Kaihu Valley 18"0 2°63 8 20 8*20 Kaihu Valley 24 32 l 19 58 North Auckland Main Trunk Railway Kaipara Northwards Uune, 1914 .. .. .. 5 Feb., 1923 4 54 4 54 86 18 25 30 4 51 1 70 2 5 4 25 3 7 0 25 0 36 0 38 0 61 28 37 4 76 2 26 2 43 5 6 2 53 10 31 12 26 4 51 1 70 ..- . .. 1 April, 1920 .. 2 5 .. 1 April, 1920 .. 4 25 2* 5 4 25 2 35 8 65 3 27 3 18 3 40 2 45 3 5 0 62 1 3 0 58 0 28 0 13 0 13 0 16 3 17 9 68 4 5 3 46 3 53 2 58 3 21 1 Aug., 1914 18 Mar. 1913 16 Mav, 1910 1 April, 1909 13 May, 1908 11 June, 1907 17 Nov., 1905 18 May, 1905 2 35 45 4: 2 41 18 41 0 16 1 75 2 57 20 36 I I .. i .. I .. -r
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Table of Lengths of Government Lines Authorized, Constructed, and Surveyed up to 31st March , 1924— continued NORTH ISLAND— continued.
Appropriation. Division. ci CO r"* Main Line. 55 Under ] State of Line. Section. Total. -a Opened. Under ch tion. laving. Date. 31° 1990 1920 ~ 21 - 1921-22. 1922-23. 1923-24. Total. 1 2 3 i 5 6 7 8 9 10 11 12 12 13 14 15 16 17 Whang arei Branch Railway Whangarei Branch.. M. ch 19 79 Kioreroa-Portland .. Portland- Waiotira .. M. ch. 5 23 14 56 M. ch. 0 37 1 39 M. ch. 5 60 16 15 M. ch. M. ch. M. ch. .. 14*56 M 3 April, 1920 M. ch. &. cn M. eh. 5 23 II. ch. j M. ch. M. ch. M. ch. 5 23 Waipu Branch K a i p a r a - Waikato Waipu Branch Rly. Oakleigh- Waipu 16 45 0 25 16 70 5 45 11 0 16 45 Kaipara-Newmarket Onehunga Branch .. 35 73 2 73 Helensville-Newrn'rk't Penrose - Onehunga Wharf Auckland-Te Awamutu 35 73 2 73 6 66 1 70 42 59 4 63 35 73 2 73 I I Auckland-Waikato .. Auckland-Penrose — Deviation via Beach Auckland City Branch —Kingsland Station to Auckland Station via Western Park and Freeman's Bay Waiuku Branchl Railway Huntly-Awaroa 100 13 100 13 16 66 116 79 100 13 Waiuku Branch HuntlyAwaroa Survey, new lines Surveys, new lines WaikatoThames H a m i 11 onCambridge Pa eroaWaihi East Coast Railway 6 50 2 60 Deviation via Beach Auckland City Branch 6 50 2 60 6 50 2 60 6 50 2 60 iPreiim. 12 69 I Paerata-Patumahoe j Patumahoe- Waiuku Huntly-Awaroa 5 4 7 65 9 0 0 78 1 3 6 2 8 68 9 0 •• •■ 10 Dec, 1917 10 May, 1922 '.'. 7*65 5 4 7 65 7 20 9 0 " 155 •• *• Waikokowai Branch Railway Paeroa-Pokeno 8 25 Waikokowai Paeroa Pokeno 8 25 40 15 8 25 40 15 8 25 40 15 .. •■ 40 15 Waikato-Thames 62 58 Frankton JunctionThames Ruakura Junction - Cambridge Paeroa-Waihi 62 58 10 17 72 75 62 58 Hamilton-Cambridge 12 2 12 2 3 14 15 16 12 2 Paeroa- Waihi 12 40 12 40 1 30 13 70 9 Nov., 1905 12 40 Waihi - Opotiki, or East Coast Railway 143 18 Waihi-Tauranga 38 71 38 71 18 66 18 52 i 1 33 1 Tauranga-Te Maunga Junction Te Maunga JunctionTe Puke Te Puke-Paengaroa.. Paengaroa - Pongakawa Pongakawa-Otamara-kau Otamarakau-Matata 3 75 9 0 5 67 4 13 0 17 1 38 1 16 0 47 4 12 10 38 7 3 4 60 3 75 9 0 5 67 4 13 7 5 ■ 7 5 0 31 7 36 8 11 0 43 8 54 -I .. | .. i 8 11 I
Table of Lengths of Government Lines Authorized, Constructed, and Surveyed up to 31st March, 1924— continued. NORTH ISLAND- continued.
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State of Line. Appropriation. Division. i Section. Main Line. a* a -Jo Toial. •0 ca 3 CD Opened. Under Formation. Under laying. Date. To Mar. 31, 1920. 1920-21.1 1921-22. 1922-23.1 1923-24. Total. 1 2 3 4 5 6 7 S 9 10 11 12 13 14 15 16 17 Waihi-Opotiki — ctd. M. ch. Matata-Rangitaiki Rangitaiki-Awakeri Awakeri-Taneatua .. M. ch. 8 55 3 49 8 47 M. ch. 0 48 0 58 M. ch. 9 23 4 27 8 47 M. ch. M. ch. M. ch. 8 55 3 49 5 32 M. ch. M. ch. M. ch. M. oh. M. ch. M. ch. East Coast Railway — contd. .. .. j 3 15 3 73t| .. 12 0* 14 oj: .. .. .. •• Branch Lines Taneatua-Opotiki .. 29 73 29 73 - 5 14 4*27 .. - Thames Valley-Roto-Mount Maunganui - Te Maunga Junction' Te Puke Quarry Moturiki Quarry § .. Whakatane Branch Morrinsville-Rotorua 4 27 3 0 1 0 7 5 69 33 0 67 0 20 0 10 3 20 1 10 7 5 74 60 7'V '■'■ 3 0 527 •• 69 '33 Thames Valley - Rotorua G isborneRotorua rua Gisborne- Opotiki 69 33 92 44 Gisborne Wbarf-Kai-teratahi Kaiteratahi-Karaka Karaka-Puha Puha- Waikohu Bridge Waikohu Bridge- Waikohu Waikohu-Otoko Otoko-Rakauroa Rakauroa-Matawai.. Matawai-Motuhora Motuhora-Motu Motu-Opotiki Napier - West Shore West Shore-Bay View Bay View-Eskdale .. Eskdale-Tutira Tutira-Wairoa Wairoa River-Gisborne Gisborne Station - Makaraka Makaraka-Ngatapa.. Ngatapa-Wharekopae Wharekopae -Waikura 13 10 2 45 15 55 5 5 1 75 3 29 0 35 0 71 0 24 5 76 2 19 3 29 0 67 13 April, 1905 20 May, 1907 28 May, 1908 1 April, 1909 032 49 32 New survey Napier-Gisborne 143 44 7 75 6 60 5 65 4 78 2 10 41 2 3 30 3 61 4 55 17 47 42 11 72 0 3 5 0 32 0 32 0 50 0 61 0 25 0 22 0 64 8 27 7 12 6 35 5 59 2 10 41 2 3 55 4 3 5 39 17 47 42 11 72 0 3 5 a'io 41 2 Estim. 6 April, 1912 2 Nov., 1914 2 Nov., 1914 26 Nov., 1917 •' [ 23 July,1923 -j i 3 30 3 61 4 55 11 73 .. .. - Gisborne-Napier 1 73 ! 12 34 42 11 44 0 2 17 3"o " •• " 72 42 11 51 4 69 5 40 1 29 13 0 4 69 5 40 I 019 3 0 5 40 '' 11 51 1 50 -• i t Preliminary survey * Trial survey. J Permanent survey. § Rails taken up.
55
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Table of Lengths of Government Lines Authorized, Constructed, and Surveyed up to 31st March, 1924— continued. NORTH ISLAND— continued.
State of Line. Appropriation. Division. C B I Section. Main Line. a a "a 55 Total. rO IB IH 0 CD Under Formation. Opened. Under laying. Date. '£°7?,o r r; 1920-21. ! 1921-22. 1922-28. 1923-24. Total. "il., I.I —'I. I 1 New survey ~ — contd. 2 3 4 M. ch. Napier-Gisborne — ctd. Waikura-Waterfall.. 3 M. ch. 5 M. ch. 6 M. ch. 7 M. ch. 8 M. ch. I 5 -6 \ 1 60 4 0 17 11 9 40 I 4 0 j 6 0 9 M. ch. Perm. Prelim. 10 M. ch. 11 12 M. ch. 13 14 M. ch. M. ch. 15 M. ch. 16 M. ch. 17 M. ch. 6 66 6 66 NapierWoodville and Palmerston North Wellington - Woodville Waterfall-Hangaroa Hangaroa-Te Reinga Te Reinga-Marumaru Marumaru- Wairoa .. Wairoa-Waikokopu.. 24 72 Wairoa-Nuhaka Nuhaka- Waikokopu Napier-Woodville .. 96 65 , Napier Spit -Woodville Woodville-Palmerston 17 21 Woodville-Palmerston North North Woodville-Wellington 115 79 Woodville-Wellington [Te Aro] Greytown Branch .. 3 7 Woodside-Greytown Featherston - Martin- 11 50 Featherston - Martinborough borough Greytown-Martin- 4 62 Greytown-Martin-borough borough Coach-road Route .. 9 0 \ Kaitoke-Featherston Tauherenikau Route 21 30 Upper Hutt-Woodside I Wainui-o -mata 31 40 Petone-Pigeon Bush Route Coast Route .. 52 0 Petone - Pigeon Bush Coast Route .. 70 0 Petone-Carterton, via Martinborough 'Wellington-Manawatu 83 37 WelliDgton-Longburn Foxton-Patea .. 120 44 Foxton-Patea Route Improvement 26 7 Turakina-Matarawa Surveys Aramoho - Goat Valley Tunnel Kai Iwi - Okehu Nukurnaru-Waitotara 4 0 17 11 9 40 10 0 18 65 6 7 96 65 17 21 115 79 3 7 11 50 1 61 0 55 15 5 0 51 21 73 0 64 4 0 17 11 9 40 10 0 20 46 6 62 111 70 17 72 137 72 3 71 11 50 11 50 " Perm. Prelim. 18 65 6 7 .. .. .. 9665 17 21 115 79 3 7 Rimutaka Incline Deviation Surveys 4 62 9 0 21 30 31 40 4 62 9 0 21 30 31 40 4 62* 9 0 21 30 31 40 I Prelim. •• 52 0 70 0 52 0 70 0 52 0 70 0 Foxton-New Plymouth 83 37 120 44 11 67 7 40 15 76 14 75 99 33 135 39 11 67 7 40 7Deo.,1908t .. 83 37 120 44 11 67 7 40 3 60 3 0 3 60 3 0 3 60 3 0 Prelim. .. I .. * Trial sur--ey. t Date of purchase.
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Table of Lengths of Government Lines Authorized, Constructed, and Surveyed up to 31st March, 1924— continued. NORTH ISLAND— continued.
State of Line. Appropriation. Division. CO to Section. Main Line. ifi Total. a> OQ I Opened. Under i Under tion. ! laying. Date. 31° 1920 192 °-21. 1921-22. 1922-23.' 1923-24. Total. 1 2 3 4 5 6 7 8 9 10 11 M. ch. 12 13 14 15 16 17 Foxton-New Plymouth — contd. Patea Waitara and New Plymouth Bull's Branch Wanganui Branch .. M. ch. 72 29 Patea-New Plymouth Breakwater Bull's Branch Aramoho-Wanganui M. ch. 72 29 M. ch. 11 52 M. ch. I M. ch. 84 1 I M. ch. M. ch. M. ch. M. ch. M. ch. M. ch. M. eh. 72 29 3 79 3 29 3 79 3 29 223 3 79 3 79 5 52 Prelim. 3*29 StratfordMain Trunk Stratford- Main Trunk 91 50 Stratford-Toko Toko-Oruru Oruru-Huiroa Huiroa - Te Wera .. Te Wera - Pohokura Pohokura - Whangamomona Whangamomona -Kohurutahi Kohurutahi-Tahora 6 26 4 72 4 50 6 77 8 55 6 13 0 40 0 36 0 35 1 16 0 65 0 45 6 66 5 28 5 5 8 13 9 40 6 58 5 2 1 Mar., 1905 1 April, 1908 20 June, 1910 1 Aug., 1912 .. ! 1 July, 1914 42 26 Stratford - Ongarue— [ Deviations Puketutu - Mangaroa Deviation Opunake-Mountain Rd. 33 40 14 0 30 0 23 10 Tahora-Ohura Ohura-Matiere Matiere-Okahukura.. Mangaroa-Puketutu Aramatai-Hangatiki Opunake-Eltham .. 4 53 5 14 25 0 8 67 10 23 33 40 14 0 30 0 23 10 0 29 0 37 -• 1 21 1 10 j 5 51 i 25 ° I ( 13 0 10 8 11 33 33 40 I 33 40 14 0 14 0 30 0 ; 30 0 23 10 23 10 Perm. Prelim. 7 79 Prelim. Prelim. Prelim. .. j 7 Jan., 1918 5 14 0*68 '.'. 10 23 .. - :: i I .. Te Roti-Moturoa 55 65 Te Roti - Kapuni Kapuni- Auroa Auroa-Pihama Pihama Opunake .. Opunake-Stony River Stony River-Moturoa Manaia-Kapuni 7 0 5 0 4 40 5 70 18 70 14 45 5 50 1 19 0 33 0 27 1 3 8 19 ; 5 33 | 4 67 J 6 73 I .. 18 70 ! 18 70 14 45 j 14 45 6 48 I 0 43 4 40 5 70 7 0 4 37 Manaia Branch •• 0 78 | 4 25 1 25 .'. 5 50 Mount Egmont; Branch 8 77 Manganui Section .. Quarry Section 5 74 3 3 2 3 0 60 7 77 3 63 158 1 April, 190S 1 25 6 0
57
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Table of Lengths of Government Lines Authorized, Constructed, and Surveyed up to 31st March, 192 4— continued. NORTH ISLAND— continued.
State of Line. Appropriation. Division. no Section. Main Line. 5 3 Total. > Opened. Under Under Forma- Platetion. laying. Date. To Mar. 31, 1920. 1920-21. 1921-22. 1922-23. 1923-24. Total. ! j I 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 North Island Mam Trunk Railway Marton-Te Awamutu M. ch. 209 69 Marton JunctionMangaweka Mangaweka-Taihape Taihape-Mataroa .. Mataroa-Waiouru .. Waiouru-Erua Erua-Taumarunui .. Taumarunui-Te Awamutu Otorohanga M. ch. 31 67 M. ch. 4 61 M. ch. 36 48 M. eh. M. ch. M. cb. M. ch. M. ch. M. ch. M. ch. M. eh. M. eh. I 50 58 [ 84 58 13 1 5 70 18 10 30 63 35 65 74 33 1 61 0 61 14 62' 6 51 10 Sep., 1904 1 June, 1907 30 June, 1908 13 Feb., 1909 9 Nov., 1908 I - Waipa Gravel Access Branch Raetihi Branch Central Route Deviation Surveys 112 50 97 28 (:: .. 80 53 .. .. 6 20 74 33 7 40 7 40 7 40 8 50 30 0 Raetihi Section Ohakune to MokauRetaruke Divide Makatote Gorge - Marae - Kowhai Marae-Kowhai-Ohura Valley Ngaire Section Tangarakau Section Heao Section Ohura Section Waitara Section Urenui to Tangitu River Hastings-Te Awamutu 8 50 30 0 1 7 9 57 30 0 30 0 Prelim. 18 Dec, 1917 8 50 .. " 34 0 34 0 34 0 34 0 Prelim. ' Ngaire-Ongarue 20 0 20 0 20 0 20 0 Explor. Waitara-Tangarakau Urenui Route 103 58 46 75 12 0 38 73 26 0 10 70 27 75 46 75 12 0 " 38 73 26 0 10 70 27 75 46 75 12 0 38 73 26 0 10 70 27 75 46 75 12 0 .. .. .. I - - Prelim. .. i .. Hastings-Te Awamutu 170 0 170 0 170 0 170 0 Prelim. Totals 1 2751 22 2751 22 218 3 2969 25 1122 30 88 47 171 30 1279 10 11 53 7 65 I 24 60 1323 35 I .1 ote. —Taonui and Lichfield B: anches r not mentioned above, as the rails have been take en up.
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Table of Lengths of Government Lines Authorized, Constructed, and Surveyed up to 31st March, 1924— continued. SOUTH ISLAND.
Note. —Column 11: For detail information as to dates of openings of such portions of lines as are not given in this table see tables oi lengths of lines in Public Works Statements, 1904-20. State of Line. Appropriation. Division. be i Section. Main Line. 00 Total. -M CD Under Formation. Under Platelaying. Opened. tion. laying. Date. I I S° 19»0 192 °- 21 -| 1921-22. 1922-23. 1923-24.J Total. 1 1 2 3 M. ch. 22 73 4 5 M. ch. 22 73 6 M. eh. 2 52 7 j 8 M. ch. ! M. eh. 25 45 9 M. ch. 10 M. eh. 11 12 M. eh. 13 14 15 M. eh. ' M. ch. M. ch. 16 II. ch. 17 M. eh. 22 73 Nelson- j R.nnndell NelsonRoundell Midland Railway Nelson-Belgrove Nelson-Belgrove itounaeii Midland Railway Stillwater - Belgrove (via Tadmor) 146 74 Stillwater-Reefton S. Reefton S.-Reefton N. Reefton N.-Cronadun Cronadun-Landing .. Landing-Inaugahua Inangahua-Murchison Murchison-Kawatiri Kawatiri-Glenhope .. Glenhope-Tui .. I Tui-Kiwi .. Kiwi-Tadmor Tadmor-Kohatu Kohatu-Belgrcve Brunner-Otira Otira-Arthur's Pass Arthur's Pass - Cass Cass - Broken River.. Broken River - Otarama Ocarama-Springfield 37 30 1 30 5 38 8 40 6 0 23 53 22 70 3 73 9 42 3 17 5 9 10 29 9 44 42 27 8 14 14 67 15 22 7 40 4 79 1 0 0 56 0 45 0 10 0 15 0 55 0 34 0 29 0 69 0 62 2 68 5 38 0 20 1 29 0 30 42 29 2 30 6 14 9 5 6 10 1 26 23 53 23 53 22 70 I j 1^ 4 8 10 17 3 51 5 38 11 18 10 26 45 15 13 52 : 15 7 16 51 7 70 (Prelim (Perm) 3 73 ■'::} 2*35 31 Mar., 1907 7 Aug., 1908 June, 1914 .. 2 Sep., 1912 18 Dec, 1908 7 Aug., 1906 I:: .. *- - L 57 32 - I 37 61 Brunner-Springfield 92 68 8 14 42 27 1 July, 1914 10 Dec, 1910 29 Oct., 1906 •• • r 42 27 4 58 0 16 4 74 ; .. 29 Oct., 1906 Blackball Railway GreymouthNelson Creek WestportNgakawau WestportNgakawau Extension Ngahere-Blackball .. Greymouth - Nelson Creek Westport-Ngakawau Ngakawau - Mokihinui 3 40 7 51 19 56 Ngahere-Blackball .. Greymouth-Brunner-ton-Stillwater 3 40 7 51 1 20 6 18 8 12 4 60 | .. 13 69 27 68 16 July, 1910 3 40 7 51 19 56 Westport-Ngakawau 19 56 7 12 N g ak a w a u-Mokihi-nui 7 12 1 18 ... 8 30 7 12 0 WestportInangahua Mokihinui Colliery Line Westport Inangahua Junction 3 69 Mokihinui-Seddonville Westport-TeKuha.. Te Kuba - Inangahua Junction 3 69 0 25 0 10 4 14 6 4 20 6 16 6 1 April, 1912 3 69 5 74 26 0 5 74 20 6 4"o I i I
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Table of Lengths of Government Lines Authorized, Constructed, and Surveyed up to 31st March, 1924— continued. SOUTH ISLAND— continued.
Appropriation. Division. CD cm i Section. Main Line, i Eo JO Total. Under Under : Forma- Plate- ! tion. , laying. ; _ i i State of Line. Opened. ! rtate- ! laying. ; j I Date. | J° 1920-21.1 1921-22.J 1922-23. 1923-24.J Total. 1 2 3 4 M. ch. 5 1 Greymouth -Runanga Colliery 5 M. ch. 5 1 6 M. ch. 2 10 7 M. ch. 7 11 8 M. ch. 9 M. ch. 10 M. ch. 11 12 M. ch. 13 M. ch. 14 M. ch. 15 M. ch. 16 M. ch. 17 M. ch. 5 1 State Col-' liery, or Coal Creek Railway Greymouth - Point Elizabeth Collieries 3 69 2 20 6 9 1 Dec, 1904 21 Jan., 1914 3 69 Extension 3 69 Runanga Colliery-Point Elizabeth Collieries 2 44 Runanga to Seven-mile 24 37 j Greymouth-Hokitika GreymouthHokitika K u m a r a Branch HokitikaRoss Greymouth-Hokitika 2 44 24 37 1 40 2 10 4 4 26 47 2 44 3 Sept., 1923 2 44 2 44 24 37 Kumara Branch 4 10 I Kumara Branch 4 10 4 10 4 10 I I Hokitika-Ross 15 75 ; Hokitika-Ruatapu .. Ruatapu-Ross ■ Survey to Ross Township 10 0 Ross-Waitaha 92 38 Picton-Seddon Seddon-Kaparu Kaparu-Ward Ward-Mirza Mirza-Wharanui Wharanui-Kekerangu Kekerangu - Hapuka River 40 50 Hapuka River-Lime-stone Creek Limestone Creek-Con-way River Conwav River - Mendip Hills 5 61 Mendip Hills 7 10 7 21 1 44 0 61 0 69 7 71 8 10 1 44 9 Nov., 1906 1 April, 1909 7 10 7 21 1 44 New survey Picton - Waipara Ross-Waitaha Picton - Kaikoura .. 10 0 33 45 6 30 8 15 3 38 4 38 7 0 29 32 3 26 0 76 1 20 0 30 0 34 10 0 36 71 7 26 9 35 3 68 4 72 7 0 29 32 2 54 I 56 6 •-. 3 20 13 April, 1911 4 Dec, 1915 •• 7 0 29 32 118 .. Hapuka RiverMendip Hills ■• 23 0 23 0 23 0 Prelim. 7 0 7 0 Mendip Hills - Parnassus Parnassu 8- Waipara 10 50 10 50 5 61 5 61 5 61 2 0 3 61 .. HurunuiWaitaki 44 14 Parnassus-Mina Mina-Domett Domett-Tormore Tormore-Ethelton .. Ethelton-Seargill .. Scargill- Waipara 206 7 Culverden- South Waitaki 13 0 Culverden-Achray .. Achray-Rotherham.. Rotherham- Waiau .. 44 14 8 43 3 63 3 10 5 28 8 51 14 59 206 7 1 14 0 70 JO 66 9 57 4 53 9 24 1 ■- " 1 Sept., 1912 1 Aug., 1910 14 Nov., 1906 21 Mar., 1907 3 Nov., 1905 >- 44 14 Main Line 0 51 1 2 64 68 9 2-2 15 61 270 75 f 206 7 206 7 13 0 5 23 1 75 5 62 0 10 0 43 1 3 5 33 2 38 6 65 .. "I ::r 15 Dec, 1919 13 0 13 0 .. ! .. __
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Table of Lengths of Government Lines Authorized, Constructed, and Surveyed up to 31st March, 1924 -continued. SOUTH ISLAND— continued.
State of Line. Appropriation. Division. 1 Section. Main Line. bo fl S Total. •0 Opened. Under Under "* tion. ±*latelaying. Date. 81° 1920 192 °-21.| 1921-22. 1922-23. 1923-24. Total. I I 10 11 M. ch. 12 13 14 15 16 17 M. ch. M. ch. M. ch. M. ch. M. ch. M. ch 1 2 3 M ch 3 M. ch. 4 5 6 M. ch. M. ch. 7 i M. ch. 8 M. ch.l 9 M. ch. 12 M. ch. 13 M. ch. 14 M. ch. 15 M. ch. 16 17 M. ch. M. ch. Hurunui - Wai taki — contd. M. ch. Branches, — Rangiora - Oxford 21 76 Eyreton (from 20 7 Main Line) Lyttelton .. 6 26 I 21 76 20 7 Rangiora-Oxford West Main Line - West Eyreton-Bennett's Lyttelton - Christchurch Hornby-Southbridge Lincoln - Little River : 21 76 : 2 36 20 7 j 1 61 24 32 21 68 21 71 .. 20 ', .. 21 76 20 7 6 26 6 26 I .. 6 26 i i .. 6 21 I f i I 6 26 25 31 22 46 30 60 Southbridge .. 25 31 Little River- 42 10 Akaroa 25 31 42 10 25 31 ! 3 17 22 46 | 2 5 I 28 48 24 51 .. 25 3: 22 41 Springfield .. 30 60 Wbitecliffs .. t 11 38 30 60 11 38 Reconnaissance Rolleston-Springfield Springfield-Coal-mine Darfield-Whiteclifis Whitecliffs to Bridge Rakaia-Methven 19 44 29 63 1 „ „ 0 77 } d 7 22 20 2 65 19 44 33 67 13 11 19 44 Prelim. .. 30 6( .. 11 3! 11 38 22 20 27 29 .. 36 5 .. j- 12 63 11 44 Rakaia- Ash- 22 20 burton Forks Ashburton .. 29 46 22 20 29 46 Tinwald-Springburn Extension Washdyke-Eversley 27 29 1 52 2 17 36 5 2 45 25 5 29 1 2 17 38 50 .. 22 21 2 17 27 2! Opawa and Albury 55 8 to Fairlie Creek and Burke's Pass 55 8 ni? i .. 36 i Preliminary survey .. Studholme- Waimate Waimate- Waihao Downs Waibao Downs - Serpentine Serpentine-Kelcher's Oxford-Sheffield Surveyed Reconnaissance 19 3 4 42 13 8 21 0 54 19 3 5 45 8 75 19 3 Prelim. Waimate .. ; 17 43 • ■ .. 'r 12 61 2 65 2 65 2 65 I Canterbury Inter io r Main Line Oxford-Temuka .. 83 0 83 0 1 75 11 44 0 27 21 7 50 29 1 75 11 71 21 7 50 29 21 7 50 29 1 75 Prelim. I Wai ta ki - Blufi and Branches Main Line .. 246 69 Branches, — Duntroon - Haka- 37 33 teramea 246 69 37 33 South Waitaki - Bluff Pukeuri-Duntroon .. Duntroon - Hakateramea Waiareka-Ngapara.. Windsor-Tokorahi .. Survey (trial) Palmerston-Dunback Surveyed 246 69 59 13 21 75 1 35 15 38 15 306 2 23 30 16 43 .. 246 6! I 246 69 21 75 15 38 i I i .. 21 7! .. 15 31 Ngapara .. 14 76 Livingstone .. 16 40 14 76 16 40 14 76 1 31 12 0 0 50 4 40 .. 8 55 0 54 0 65 i .. 16 27 12 50 4 40 9 29 0 65 o"*5 Prelim. .. 14 71 14 76 11 75 4 40 .. 117i Palmerston - Wai- 8 55 hemo 0 65 8 55 0 65 8 55 0 65 .. I .. I I .. !
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Table of Lengths of Government Lines Authorized, Constructed, and Surveyed up to 31st March, 192 4— continued. SOUTH ISLAND— continued.
State of Line. Appropriation. Division. CD Section. Main Line. 00 to Do Total. rrj r-» Opened. Under Under B -J-. tion. laying. Date. 31° 1920 192 °- 21 - 1921-22. 1922-23.! 1923-24. Total, 1 2 3 M. ch. 4 5 M. ch. 6 M. ch. 7 M. ch. 8 9 M. ch. | M. ch. 10 M. ch. 11 12 M. ch. 13 14 M. ch. M. ch. 15 M. ch. 16 M. ch. 17 M. ch. Waitaki - Bluff and B r anches — contd. Branches —contd. Inch Valley Railway 2 29 Inch Valley-Lime Kiln 2 29 0 23 2 52 2 29 -• Port Chalmers 1 9 Glendermid - Port Chalmers Burnside-Saddle Hill Surveyed 1 9 3 40 4 49 •• 1 9 Green Island Green Island to Brighton Fernhill Colliery Line Kaikorai Valley Railway Outram Lawrence Lawrence - Rox-! burgh 2 44 4 65 1 60 2 60 Abbotsford to Fernbill Colliery Surveyed 2 44 4 65 1 60 2 60 0 52 0 24 3 16 4 65 2 4 2 60 4 65 '.'. 2 60 2 44 1 60 8 78 21 76 37 44 Mosgiel-Outram Clarksville-Lawrence Lawrence - Big Hill Big Hill - Beaumont Beaumont - M i 11 e r's Flat Miller's Flat-Rox-burgh Surveyed 8 78 21 76 7 33 5 36 14 55 0 68 2 2 0 44 0 45 0 38 9 66 23 78 7 77 6 1 15 13 .. .. '.'. 5 70 865 1 Aug., 1910 15 Dec, 1914 8 78 ■ 34 65 Lovell's Flat - Tuapeka Mouth Balclutha - Tuapeka Mouth C r i c h t on-Tuapeka Mouth Stirling -Hill End (via Stoney Creek) Balclutha - Appleby Junction or Catlin's - Seaward Bush i 10 0 10 0 10 0 Prelim. 23 20 23 20 23 20 23 20 22 0 11 60 Surveyed Trial Survey Surveyed 7 0 15 0 11 60 7 0 15 0 11 60 .. 1160 11 43 Trial Survey 11 43 11 43 11 43 105 49 Balclutha-Owaka .. Owaka-Catlin's Catlin's-Houipapa .. Houipapa-Puketiro.. Puketiro-McLennan McLennan-Tahakopa Tahakopa-Marinui .. Marinui-Tokanui Tokanui-Waimahaka Waimahaka-Appleby Waipahi-Heriot 19 20 3 38 2 30 7 11 5 29 5 19 23 63 6 0 8 27 24 52 20 3 1 63 0 30 0 9 0 43 0 59 0 38 21 3 3 68 2 39 7 54 6 8 5 57 23 63 6 0 9 11 26 22 22 6 ..I 23 63 Prelim. 6 0 1 Aug., 1904 17 Dec, 1909 1 Feb., 1915 1 Feb., 1915 1 Feb., 1915 - 42 67 Waipahi - H e riot Burn 0 64 1 50 2 3 20 Sept., 1911 .. | 32 79 26^23 26 23 28 10 Heriot-Edievale Surveyed 6 20 28 10 0 45 6 65 28 10 28 10 Prelim. 15 Feb., 1905 Extension to Roxburgh, via Rae's Junction and Ettrick Via Spylaw •• 25 70 j Prelim. 25 70 Surveyed 25 70 25 70 25 70
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Table of Lengths of Government Lines Authorized, Constructed, and Surveyed up to 31st March, 1924— continued. SOUTH ISLAND— continued.
State of Line. o co i Section. Main Line. a 53 Appropriation. Division. Total. <0 IB Opened. Under Under — -si tion. laying. Date. •n°1929 1920-21.1921-22.1922-23.1923-24. Total. 1 Wai t aki - Bluff and Branches — contd. 2 Branches —contd. Waimea Plains District Ry. Kelso-Gore 3 M. ch.| 4 5 6 7 8 M. ch. M. ch. M. ch. M. ch. 36 39 1 34 37 73 9 M. ch. 10 M. ch. 11 12 13 M. ch. M. ch. 14 M. ch. 15 M. ch. 16 M. ch. 17 M. ch. 36 39 Gore-Lumsden .. .. 36 3< Gore-Waikaka Riversdale- Switzers 24 0 12 65 13 70 Surveyed Preliminary survey.. Waikaka Section Riversdale-Waikaia 9 58! .. 9 58 9 58 14 22 .. 14 22. 14 22 12 65 1 51 14 36 13 70! 1 40 15 30 Prelim. 26 Nov., 1908 1 Oct., 1909 *- I 12 6i 13 7( I - •■ •• Otago Central Edendale-Toitois .. Waitaki Bluff Main Line to Lake Hawea 19 30 182 45 Edendale-Glenham Surveyed Wingatui-Ida Valley Ida Valley - Omakau Omakau-Chatto Creek Chatto Ck.-Alexandra Alexandra-Clyde Clyde-Cromwell Surveyed Invercargill-Kingston Wharf Lumsden- Mossburu 9 36 0 72 10 28 9 74 .. 9 74 9 74 98 18! 5 62 104 Ol 13 20i 1 16 14 36 7 36| 0 34 7 70 10 39: 16 11 45 5 45| 0 77 6 42 12 29 0 69 13 18 35 18 .. 35 18 87 4 5 15 92 19 10 40 1 10 11 40 • 1 Sept., 1904 14 July, 1906 15 Dec, 1906 27 Mar., 1907 10 July, 1921 -- , -- .. .. .. 9 3( •• [-147 2\ Inverc argill - Kingston and Branch, LumsdenMararoa 12*29 Invercargill-Kingston •■ 87 4 87 4 Lumsden-Mararoa .. 30 9 10 4( Winton - Heddon Bush Winton to Hedgehope Orepuki-Waiau 11 0 Surveyed Reconnaissance Surveyed .. 8 20i .. 8 20: 8 20 11 20i .. 11 20 11 20 11 0 .. 11 0 11 0 I I Prelim. .. .. Forest Hill Railway Western Railways, OrepukiWaiau River 12 40 60 64 1 Winton-Hedgehope Makarewa-Orepuki.. 12 40 0 65 13 25 35 41 6 37 41 78 4 48 0 58 5 26 8 7 1 10 9 17 8 8.. 8 8 1 .. 4 40 .. 4 40 4 40 22 15 .. 22 15 11 0 .. 11 0 11 0 2351 25 265 12 2616 27 476 50 12 4( - 48 le Otautau Branch Orawia Branch Orepuki-Waihoaka .. W T aihoaka-Tuatapere Tuatapere-Orawia .. Orawia-Clifden Thornbury-Wairio .. Surveyed .. 2 36 5 52 1 Oct., 1909 .. .. - *• 22 15. 11 0 .. .. 22|lf *• 1 .. .. 1727 57 Totals 2351 25 26 5 30 60 12 29 2 44 ! 1742*51
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ANNEXURE II TO APPENDIX B. INTERDEPARTMENTAL CORRESPONDENCE IN CONNECTION WTTTI PROPOSED NEW RAILWAY-WORKS. I. TUAPEKA MOUTH RAILWAY. Tuapeka Mouth Railway. The Director-General, Department of Agriculture, Wellington. Wellington, Bth July, 1922. In connection with the proposal to construct a railway from the Main South line to Tuapeka Mouth, some twenty mile's above Balclutha, a number of different routes have been surveyed, as shown in red, blue, purple, and green on copy of P.W.D. 54645 forwarded herewith. The original proposal of the Public Works Department was to run the line shown in purple up the river-bank, but considerable agitation arose in tho Hillend district, having for its object the deviation of tho line via Hillend, the contention being that a line up the river-bank would be of no help whatever to the high country generally known as Hillend and also that lying in tho valley of the Dullburn or Awamangu. As there is a very considerable difference in the cost of constructing and working these linos, I will be glad to have an expression from your Department as to the probable amount of traffic to be obtained from the country to be served by each of these railways. You will notice on tho lithograph I am forwarding you some hatched borders purporting to indicate the areas served by different routes, but I do not think that you need regard these as very definite. Possibly your Field Inspectors, with their local knowledge, may consider that some of the land shown as served will actually run to other existing railways and vice versa. One of tho great points made by the Hillend people was the necessity for manures in their district, which manures cannot be carted by road from the present railway, and which position would not be in any way improved by a railway up the river-bank. F. W. Fubkert, Engineer-in-Chief. Tuapeka Mouth Railway. The General Manager, New Zealand Railways, Wellington. Wellington, Bth July, 1922. As you are no doubt aware, a railway was mooted to serve the Tuapeka Mouth district, lying some 20 miles up the Oiutha River abovo the Town of Balclutha. When the first survey was made it was run approximately parallel to the river with a junction actually at Stirling, although the proposed line did not diverge from tho present main line until it reached almost to the end of the Balclutha Railway-bridge. The reason for this was that your Department was of the opinion that Balclutha was too congested to enable the junction to be made there. Some time afterwards considerable agitation arose with the idea of having the line taken via Hillend, it being maintained by tho people in that locality that a river-bank railway would be no use whatever to them. There is a good deal of truth in this contention. Alternative lines have been run, therefore, to connect the up-river district with the main line at Grichton or Lovell's Fiat, and by three different routes, and on one of the routes there were two alternative grades. In order that it may be clearly soon whether the probable extra traffic obtained by going via Hillend would in any way justify the difference in working and interest charges, I should be glad if you would advise me what your Department considers would be the annual cost of working the railway via the different routes, and to enable you to do this I am forwarding herewith lithograph showing the alignment, and a tracing showing the profiles via the different routes. F. W. Fubkert, Engineer-in-Chief. New Zealand Government Railways, Head Office, Wellington, 11th April, 1923. Tuapeka Mouth Railway. Engineer-in-Chief, Public Works Department, Wellington. Tin: annual cost of working the Tuapeka Mouth Railway may be roughly measured by the provisions necessary for handling the traffic now carried on the river between Balclutha and Tuapeka Mouth (both ways). This traffic is estimated to amount to 3,500 tons per annum, averaging 11 tons per diem. A portion of this traffic which comes from the right bank of the river would be unlikely to be carried by rail. Allowing liberally for such development of the district and consequent increase of traffic which would be brought about by the opening of the railway, it is evident that one train each way daily would be more than sufficient to cope with the business. Regarding the various routes proposed, I desire to make the following comments : — 1. Riverbank Route : Stirling to Tuapeka. —The objection to the branch line leaving the main line near Balclutha —namely, congestion of traffic at Balclutha Station —referred to by you, has been modified considerably by the rearrangement of the Balclutha Station. The objection, however, has greater force at Stirling than at Balclutha, owing to the congestion at the former station. There is little doubt that if the riverbank route were adopted those using the branch railway would prefer Balclutha as a junction station. It would appear, therefore, that the junction with the main line should be at the north end of tho Clutha River Bridge, and the trains should be run to and from tho Balclutha Station. This would involve the employment of signalmen at the junction, and certain rearrangement of the accommodation, at Balclutha. 2. Lovell's Flat — Hillend — Tuapeka Route. —There is not sufficient information before me to indicate whether, in the event of the proposed railway being constructed by this route, those using the railway would prefer train connections towards Dunedin and Milton or towards Balclutha. Suitable connections would be somewhat difficult to arrange, and would doubtless involve additional main-line train-mileage. 3. OricMon-HUlend-Tuapeka Route. —There are very serious objections to Crichton as a junction station : (a) The provision of the necessary accommodation would bo exceedingly costly, and at best only limited accommodation could be provided. No water-supply is available, (b) There is no offioer in charge, and the provision of the necessary staff would involve unnecessary expense. Apart from these objections, it would, without doubt, be necessary to make branch train connections to and from Milton, which would increase the cost of working. A further objection is that Crichton is not a suitable stopping-place for express trains, and Milton Station is already congested. The estimated annual cost of working the various routes is as follows : (1.) Riverbank route, Balclutha to Tuapeka, £12,823 ; (2) Lovell's Flat-Hillend-Tuapeka route, £16,950 ; (3) Crichton- Hillend-Tuapeka route, £21,166. It is quite evident from these figures that there is no hope for the traffic on this branch returning sufficient revenue for very many years to cover the cost of working, much less the interest on cost of construction. At the present time the Department is losing on the working of the Lawrence Branch at the rate of about £200 per mile per annum, allowing for interest on the cost of construction. Tho opening of another branch in this district would inevitably withdraw some of the traffic that at present finds an outlet by means of the Lawrence Branch, so that added to the loss arising from this railway would be an increase in the deficit upon the working of the Lawrence Branch. I cannot too strongly emphasize my opinion that there is no justification at the present time for the construction of this line. The nature of tho country is not such as to give any encouragement for the development of traffic commensurate with the cost of the undertaking, and the line would become another of the many unpaying branch lines of the Dominion, and would add to the heavy burden carried and very largely responsible for the unfinancial state of the South Island system. R. MoVilly, General Manager,
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Department of Agriculture, Wellington, 6th September, 1922. Tuapeka Mouth Railway. The Engineer-in-Chief, Public Works Department, Wellington. Your memorandum 19/74 of Bth July last: As desired, a report on the proposed railway routes to Tuapeka Mouth has been prepared by tho District Superintendent and the Instructor in Agriculture, Dunedin, and I forward their report herewith for your information. C. J. Reakes, Director-General. Department of Agriculture, Dunedin, 31st August, 1922. Director-General of Agriculture, Wellington. With reference to your memorandum of 12th July, in which you ask for a report on the proposed railway routes to Tuapeka Mouth : We have gone into this question as fully as possible, and have studied the various routes from a purely agricultural point of view. In going into the matter we viewed the subject in the light that you wished to report, giving particulars as to which route would serve tho greatest number of settlers, taking into consideration the existing means of transport to and from the respective localities. At the outset we wish to make it clear that, owing to lack of information in so far as the agricultural statistics of products is concerned, we are unable to give in actual data the amount of produce and stock that would be conveyed on the routes. This report therefore gives only in a general way an indication of which route would to our mind seem most advantageous to the district as a whole, our opinion being based on the type of country, in conjunction with the existing and potential farms which the various routes might serve, together with the produce and stock which would probably be raised in those districts, thus becoming available for railway transport. In the case of two routes—namely, Crichton to Tuapeka Mouth via Hillend, and Lovell's Flat to Tuapeka Mouth via Lovell's Creek and Hillend—these pass through inferior grazing-country, very poorly cultivated and sparsely settled. To our mind neither of these routes need be considered. In regard to the proposed route from Stirling through Balclutha and along the Clutha River to Tuapeka Mouth, this route follows the bank of the river and only serves the country adjacent to it on the Bruce County side. For the first nine miles the country is of no agricultural consequence. Thereafter tho route passes through fairly good second-class country until it enters the Greenfield district. The Greenfield district need not be taken into consideration, as it would be equally well served by either of the other proposed routes. In our opinion this is not the route which would be of most economic importance from an agricultural point of view. We - are of the opinion that the proposed route from Lovell's Flat via Stony Creek and Hillend is the best, from tho fact that it passes through good second-class agricultural land throughout its whole length. We would expect large quantities of produce and stock to be transported from tho districts through which it would pass, and greater facilities would be given to develop that part of the country by conveying to the farmer manures, lime, &o. The country through which this route would pass is very well developed and fairly closely settled, and these factors certainly must be taken into consideration. We have no hesitation in recommending this particular route, which undoubtedly would be the greatest possible use to the country by developing a district which is already one of considerable agricultural importance. The map forwarded for our information is returned under separate cover. R. B. Tennant, N.D.D., Instructor in Agriculture. W. D. Snowball, District Superintendent. Tuapeka Mouth Railway. The Director-General, Department of Agriculture, Wellington. Wellington, 19th September, 1922. I have to thank you for yours of the 6th instant, forwarding report by Messrs. Tennant and Snowball, of your Dunedin office, with reference to the probable traffic over the Tuapeka Mouth Railway. I regret, however, that this report does not come down to £s. d. Without any knowledge of agriculture, a casual inspection from a motor-car leads one to exactly the same conclusion as that given by Messrs. Tennant and Snowball; but the line via iStony Creek and Hillend is much more expensive both to construct and work than one via the river-bank, and what we wished was actual estimates, if records are not available, of the amount of produce which would probably be brought off the land served by each of the routes after the line was made, and, conversely, the amount of traffic likely to be carried on to the land in the form of manures and other things. Tn that way we would be able to balance the increased revenue likely to be derived from the Hillend lino against the greater cost of interest and working-expenses. In the absence of some figures, either estimated or recorded, you will see that we cannot really come to a valuable decision. There is another point, mentioned in my fourth paragraph, which your officers have not dealt with at all—that is the question of whether the areas shown as tributary to each of the lines fairly represent the actual conditions. F. W. Fubkert, Engineer-in-Chief. Department of Agriculture, Wellington, 17th October, 1922. Tuapeka Mouth Railway. The Engineer-in-Chief, Public Works Department. With further reference to your memorandum 19/74, dated 19th September : A further report has been obtained from Messrs. Tcnnent and Snowball, and is now submitted herewith. C. J. Reakes, Director-General. Department of Agriculture, Dunedin, 14th October, 1922. Tuapeka Mouth Railway. Director-General of Agriculture, Wellington. Further to your memorandum of the 20th ultimo in regard to the above proposed railway : We have noted the Engineer-in-Ohiefs remarks upon our previous report on this subject, and have again considered the question'since reading Mr. Furkert's comments. We find it quite impossible to give in actual figures an estimate of the amount of inward and outward traffic that is likely to accrue from each of the proposed railways, and feel assured that any estimates given by us would only be misleading and of no matorial value. What we would like to stress, however, is tho fact that a line from Lovell's Flat via Stony Creek and Hillend will carry at least twice the amount of freight inward and outward that may reasonably be expected from any of the other proposed routes. The district through which this route passes has poten+ial possibilities far in excess of the other proposed routes, and we feel assured in our own minds that the adoption of any other route in preference to the one recommended in our previous report, whilst probably being cheaper to construct, would prove of less value to the district as a whole, and would not offer such facilities for developing the country. In regard to the areas tributary to lines hatched out on the map, these on tho whole are fairly correct. It should be noted, however, that the area on the map hatched in red and supposed to represent the additional area shown by he river-bank route is within a few miles of Balclutha, and even if a railway does not proceed along that route those armers in that locality aro already well served. Under separate cover the map of proposed lines is returned. R. B. Tennent, N.D.D., Instructor of Agriculture. Wm. D. Snowball, M.R.C.V.S., District Superintendent.
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Balclutha-Tuapeka Mouth Railway. Hon. Minister. With reference to the request of the Secretary of the Clutha Valley Railway League to be supplied with figures of the cost of a railway or road from Balclutha to Tuapeka Mouth. I have just received the report below from the District Engineer, giving his ideas of the standard and cost of the road to be adopted in lieu of a railway. The whole position may now, therefore, be summarized as requested in your minute of 25th February last. The only figure that cannot be given is the amount of probable revenue that would be derived. The railway Department and the Agriculture Department have both been asked if they can supply this figure, but they cannot give us any indication. The present traffic is estimated at 3,500 tons on the river, and this is not very likely to be much exceeded on a railway along the river-bank. The Agriculture Department state that twice as much traffic would be obtained if the route from Lovell's Flat via Stony Creek and Hillend were adoptod, but the estimate for this line is more than double that for the river-bank route, being £330,000 more, which at 3f per cent, interest charge is £12,375. It is evident this would neutralize any additional revenue that might be obtained. Giving a liberal estimate of 16s. per ton freight on 3,500 tons, and allowing up to £2,000 for passengers, which is in accordance with some of the best South Island branches, and is, therefore, very optimistic for this railway, a revenue of £5,000 might be obtained. These figures are very approximate, but will give some indication. The position with regard to the railway can then be summed up as follows :— £ Interest on cost of construction (river-bank), £248,000 at 3J per cent. .. .. .. 9.300 Annual working-expenses (supplied by Railway Department) .. .. .. .. 12,823 Total annual cost .. .. .. .. .. .. .. £22,123 Approximate revenue .. .. .. .. .. .. .. £5,000 You will see by this that the amount of freight would have to be moro than four times as great as it is at present to make the line pay. With regard to a road from Tuapeka Mouth to Balclutha instead of a railway, the District Engineer, allowing for a road with metal 15 ft. wide and 9 in. deep and formation widths to suit, estimates the cost at £21,000. This is for a watcr-bou.id macadam road, which, with tho amount of traffic to be carried, is quite good enough. The cost of a bridge over the Clutha River at the most suitable place (which the District Kngineer states to he at Olydevale) is estimated at £35,000. He considers that the time has not yet arrived for the bridging of the Clutha in (his locality, nor does he think the local bodies could contribute their share to the cost of such a bridge. 28th April, 1924. F. W. Fubkebt. 11. WAIHAO DOWNS RAILWAY EXTENSION. Waihao Downs Railway Extension. Your 1914/2966, No. 19575, of 30/8/1923. Ist November, 1923. General Manager. This extension, according to the Public Works plans, would be 4 miles 60 chains in length, from Waihao Downs Station to a locality known as " Kclchar's Corner," with an intermediate station at " Serpentine." For fully a mile the earthworks are heavy, cuttings running to 60 ft. in depth and banks to 50 ft. in height; otherwise the works are of a light character. There would be numerous concrete, &c., culverts, and apparently only one small bridge is contemplated. The minimum radius of curves proposed is 7 1 - chains. The accompanying diagram shows the gradients proposed. The ruling gradient would bo nominally 1 in 50, but, allowing for curve resistance, the actual ruling gradient would be about 1 in 42, practically the same as between Waihao Forks and Waihao Downs. All the gradients rise towards tho terminus. Most of the earthworks were completed some years ago, and from the Publio Works Statements (Table 3) it appears about £30,000 have been expended on the extension. Tho Public Works Department estimates the cost to complete the extension at £31,000. The District Railway Engineer estimates the cost at considerably more than this, but for the purpose of this report we consider it will be sufficient to assume that the cost will be, say, £35,000, including the removal of the engine-shed, &c, now at Waihao Downs to the terminus. Financial Position with respect to Operating-costs. —ln considering the financial position wo have assumed— (a.) The total cost of construction and completion as £65,000, with interest thereon at 4 per cent. (b.) The train-mileage to be one train each way per day, as at present, with an allowance for special trains which are now run from Waihao Downs to Arno, or McLeans, in consequence of the steep grade from Waihao Forks to the latter station. (C.) Operating-costs to be for maintenance of track, £200 per mile. (Note : The average cost for New Zealand in 1923 was £344 per mile, and for the Waimate Branch £167 per mile. For a series of years, and considering tho heavy earthworks, the cost would probably he much higher than £200 a year.) (d.) Operating-costs for traffic, locomotive, and car and wagon at the 1923 costs per train mile = 10s. (c.) Revenue likely to accrue on account of extension as stated by tho Commercial Agent and Assistant Traffic Manager, Christchurch, in their report —namely, £1,000 a year. On the basis of these assumptions we consider the financial position would be somewhat as follows : — Expenditure— £ £ Interest on cost £65,000 at 4 per cent. .. .. .. .. 2, (iOO Maintenance of line, 5 miles at £200 .. .. .. .. ..1,000 Train-mileage costs— Train-miles, 10 miles X 313 .. .. .. -3,130 Specials .. .. .. .. .. 170 3,300 at 10s. = 1,650 5,250 Revenue— Revenue as estimated.. .. .. .. .. .. .. .. 1,000 Estimated loss on working extension .. ~ .. .. .. £4,250 We are of opinion that tho extension of tho railway would not materially affect the motor traffic on the roads in competition with the railway. H. 8., Chief Traffic Manager. F. W. M„ Chief Engineer. Waihao Downs Railway Extension.. The Resident Engineer, Public Works, Christchurch. Wellington, 16th June, 1924. I shall be glad if you would again go into the question of the extension of the line from Waihao Downs to Kelcher's Corner, and advise what is absolutely the minimum for which the line could be extended to Kelcher's Corner.
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Formation could be reduced in width and ballast reduced, platform and buildings (except a very cheap goodsshed) omitted, and any other economies you can think of made. It may be possible to make deviations which will reduce the earthwork without actually steepening the grades, unless the steepening is so situated that it can be regarded as a momentum grade. I shall be glad if you will go into this matter as early as possible, as the information is required now. Also go into the question of probable revenue. Railways have done so already, but I want you to do it independently, and allow for any increase of production which may result from the extension. Send litho indicating land now served by Waihao Downs, and in another colour or hatching the area which would be served by that station and Kelcher's Corner. Divide approximately into " agricultural " and " pastoral." F. W. Fubkebt, Engineer-in-Chief. Public Works Department, Christchurch, 24th July, 1924. Waihao Downs Railway Extension. Memorandum for the Engineer-in-Chief, Public Works, Wellington. In reply to your P.W. 19/84 of Kith ultimo : It is estimated that £38,000 is as low a figure as it is considered possible to complete the construction of the extension from Waihao Downs to Kelcher's. The formation is so far forward now that the matter of alterations in grade would not reduce the cost by any appreciable amount. The only alteration in grade proposed is in the Kelcher's station-yard, which at present has not been touched, and which it is suggested be lowered by 18 in. Regarding tho enclosed estimate, it will be noticed that the completion of the formation is estimated to cost £6,810. This includes £3,000 for a deviation between 2m. 5 eh. and 2m. 30 eh., which it is considered will have to be adopted in order to avoid traversing a bad slip with a heavy embankment. You will, I think, agree that much curtailment cannot bo made in the earthwork. Fencing, gates, and cattle-stops are, I think, as low as possible, and material to the value of £400 in store at present has been taken into consideration. Culverts are estimated as low as is reasonable. Bridges : 374 lineal foot of bridges are estimated for, and tho estimate allows an average of approximately £13 per lineal foot, which I think cannot be reduced. Ballasting : Ballasting is allowed for at 6s. per cubic yard and platelaying at Is. 3d. per lineal yard. The amount of ballast has been estimated allowing for 6 in. of ballast under the sleepers. Station-buildings :As requested, these have been curtailed. At Serpentine, a small station-building and a. loading-bank are estimated to cost £110 ; at Kelcher's, station-building, £70 ; goods-shed, £300 ; loading-bank, £40; stockyards, £200 ; buffer-stops, £50 ; water-supply and vat, £500 ; and two platelayers' cottages, £1,400 —giving a total of £2,560 —have been allowed for. Engine-shed, coal-store, and latrines have been omitted. Ido not think any of tho items included can be left out. Permanent-way material has been estimated upon prices quoted in Stores Manager's circular of 27th May last. It will be noticed that this amounts to £15,330 at Waihao Downs, which is a large proportion of the total estimate to complete. On the accompanying litho you will see the area that will bo served by Kelcher's and Serpentine Stations, coloured pink. It is estimated to have an area of 81,500 acres. Coloured blue is shown the area that will still be served by Waihao Downs Station upon the completion of the extension. I am of the opinion that the increase in productivity by the extension of the railway will be very small indeed, unless considerable variation in the produce-markets occurs. Certainly a considerable area is particularly well adapted to wheat-growing, but the present market prices allow the farmer to make more profit from sheep than from growing grain. There is no doubt that if the extension was completed the farmers would still confine their attention to sheep in preference to grain, unless there was a decided drop in the price of sheep or a rise in the price of wheat. I do not think it reasonable to allow much for increase of productivity. A committee of settlers went into the matter of prospective traffic, and I understand that thirty-three of the thirty-five settlers concerned agreed to have all goods transported by rail in the event of the extension being completed. This, of course, would not be binding upon any new settler coming into the area, and hence cannot be given too much weight. This committee have compiled a schedule of probable weights that would be carried by rail. A copy of this schedule is enclosed. Regarding tho area of Douglas and Elephant Hill districts, lying east of Kelcher's Corner, which is referred to by the committee, it is clear from the map that this is estimated on the large side. To be on the liberal side the freight of this portion is estimated at 50 per cent, of what the settlers estimate for the area canvassed. The increased revenue resulting from the extension is then estimated approximately as follows :— £ s. d. (1.) Sheep, 53,000 (say, 900 trucks) at 3s. 6d. .. .. .. .. .. 157 10 0 (2.) Wool, 1,800 bales at 4s. .. .. .. .. .. .. . . 360 0 0 (3.) Grain, 240 tons at 3s. lid. .. .. .. .. .. 92 0 10 Grain, 470 tons at sd. .. .. . . .. .. . . .. 9 15 10 (4.) Manure, 320 tons at 6d. .. .. .. . . .. . . .. 8 0 0 (5.) Seeds received by rail, 200 tons at 6d. . . .. . . . . .. 5 0 0 (6.) Machinery and plant, 75 tons at 6d. .. . . . . .. .. 1 17 6 (7.) Coal, 500 tons at Is. .. .. .. . . . . . . 25 0 0 (8.) Cattle, 360 head (say 60 trucks) at 3s. 6d. .. .. .. .. 10 10 0 (9.) Miscellaneous goods, 200 tons at Is. .. .. .. . . 10 0 0 (10.) Passenger fares, say .. .. .. .. .. .. .. 100 0 0 £779 14 2 (1.) Sheep practically all go by rail at present to Paoroa, a distance of 30 miles from Waihao Downs. The increase in revenue is represented by the extra freight that would be charged from Kelcher's instead of from Waihao Downs as at present. (2.) Wool: The increase represents the full rail freight on all wool from Kelcher's to Timaru. At present practically all is carried to Timaru by motor transport. (3.) Grain is at present about half carried by rail and half by motor, chiefly to the flour-mills at Waimate. Increase in revenue is based on all being carried by rail. (4-9.) Increase in revenue is taken upon the increased length of line from Waihao Downs to Kelcher's. (10.) Passenger fares : The assumption is that an average of four passengers travel each way per day over the extension. No comparison has been made with the actual freights carried from Waihao Downs during a period of one year by the railway. It is clear that a much larger increase in revenue would be necessary to justify the extension of the railway. If 10,000 acres were cropped with wheat each year and an average of 27 bushels to the acre obtained, 10,000 tons of additional freight would result. Allowing this to be railed to Timaru, a freight of £3,700 would result. It appears to require something upon these lines to justify the extension.
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Taking the interest on £38,000 (for completion only, irrespective of the money already spent) at 4 per cent. £1,520 per annum is the result. Tho cost of running one train per day on the extension at 13s. per train-mi'e (which figure is an estimate of the Railway Department's) is approximately £2,000 per annum. Indications arc certainly against there being any possible chance of the extension being a payable proposition. F. Langbexn, Residont Engineer. Waimate Bbanoh Railway : Summaby Estimate TO comi'lete, 23bd July, 1924. £ Fencing, gates and cattle-stops .. .. .. .. .. .. .. .. .. 1,064 Grading, including sidings and station-yards and deviation at 2m. 5 eh. to 2m. 30 eh. .. .. .. 6,810 Culverts .. .. .. .. .. .. .. .. .. .. .. 1,000 Bridges .. .. .. .. .. .. .. .. .. .. .. 4,708 Ballast and platelaying in main line and sidings .. .. .. .. .. .. .. 4,722 Carriage of rails, sleepers, from Timaru .. .. .. .. .. .. .. .. 650 Station-buildings .. .. .. .. .. .... .. .. .. .. 2,670 Rails, sleepers, fastenings and points and crossings (value delivered in Timaru) .. .. .. .. 14,780 Engineering office and contingencies .. .. .. .. .. .. .. .. 1,596 £38,000 HI. WAIPU BRANCH RAILWAY. Engineer-in-Chief. With reference to the question of possible traffic and expenditure in the Waipu Branch Railway, I have to report as follows :— The population served by the railway is approximately 2,500. The occupied land in the Waipu district that would be served by the railway is about 86,000 acres. Of this 43,000 acres has been grassed and 7,000 acres is in naturally grassed country. The remainder is poor gum-land and some 12,000 acres of standing forest. So far as traffic for the railway is concerned we need only consider the production from the 50,000 acres of grass land. I doubt if much timber will be taken out by the railway. The stock at present carried on the 50,000 acres of improved land is 13,000 cattle, of which 3,000 arc dairy cows, and 18,000 sheep, of which about 8,000 arc breeding-ewes. The production in butterfat of the whole area can be put down at 300 tons, and 8,000 sheep or lambs might be carried each year on the railway, as well as 300 bales of wool. About 3,000 cattle might also be carried each year, but it is doubtful if they would be all carried on the railway. However, 1 will allow lor this quantity. The present outward traffic freights, therefore, on the railway can bo put down as follows : — £ 300 tons butter at lis. .. .. .. .. .. .. .. ..165 300 bales wool at Is. 9d. . . .. . . . . .. . . .. 26 8,000 sheep—l6o trucks at 21s. . . .. . . .. . . . . .. 168 3,000 cattle—4oo trucks at 21s. .. .. .. .. .. .. ..420 £779 This is approximately 900 tons per annum, and the total exports would not exceed at present, 1 think, 1,000 tons per annum, tho figure given me by the District Engineer. Tho imports arc quoted at 2,000 tons per annum. This is, 1 think, high, because, in a comparison with other stations on tho North Auckland line, I find the imports are generally in a ratio of 1-6 to 1, with the exports making the total in this case of 1,600 tons. However, giving it the benefit of the doubt, I will take the imports at 2,000 tons, and the average freight would be about 12s. per ton, giving a revenue of £1,200. The total revenue would then be, taking 100 extra tons of exports at 12s. per ton —Outward, £860; inward, £1,200; passengers, £1,050 : total, £3,110. I have allowed for about sixty passengers per week, but I doubt if this would bo reached, as tho car services arc much more suitable for passenger traffic. The working-expenses are as follows: Maintenance (16 miles at £200), £3,200; train-mileage (5,200 at 45.), £1,040 ; traffic expenses, £1,000 : total, £5,240. The train-mileage is for costs of engine, train and crow of engine and guard. The mileage allows for two trains per week over the 20 miles between Whangarei and Waipu. Traffic expenses include salary of Stationmaster and porter's and clerical expenses. We must now add to our annual expenses 3£ per cent, of £170,000, the probable cost of the railway, making the total annual expenses —Running expenses, £5,240; interest charges, £6,375 : total, £11,615. The present-day-traffic returns would therefore amount to about 27 per cent, of the annual expenditure. There is a possibility that the local people may ask for and obtain three trains per week, in which case the annual expenses would be increased by another £500 ; but I have left it at two trains per week. You asked me to estimate the probable amount of traffic on the assumption that the whole of the land was being worked to its full capacity. I will assume that dairying is most likely to be developed. With tho exception of inward manures, dairying does not greatly increase the railway freights. If, however, the 50,000 acres were carrying 12,000 cows instead of the present 3,500, the output in butter would bo about 1,100 tons per annum. I am assuming that the butter-factory would be at Waipu, and all cream would be taken to it by motor-lorry. Most of the land lies near Waipu, and very little, if any, cream would be taken by train. It is to be noticed that I have taken one cow to 4 acres. This means that the land would need to be worth about £25 per acre on an average all over. It is about £5 per acre at present. If the 50,000 acres are all in dairying the traffic in sheep or cattle will not be increased to any great extent, particularly as the amounts I have already allowed for this traffic are probably too high. The inward revenue I will increase to a value in tons 60 per cent, greater than the outward, a ratio which other station returns in the North show to be a fair one. Passenger traffic would not be increased, because I think by the time the land is brought to produce the estimated output the roads will be in such good order as to practically take nearly all passenger traffic off the railway. It must be remembered that Maungaturoto and Mareretu Stations are only about eleven miles from Waipu. Tho prospective revenue will then be— £ Outward—l,loo tons butter at lis. .. .. . . . . . . . . 605 Sheep, wool, and cattle, &c. .. .. .. .. .. .. 695 Inward— 3,000 tons at 12s. ... .. .. .. .. .. ..1,800 Passengers .. .. .. .. .. .. ■ ■ 1,050 £4,150 Expenditure would be about £500 more — £12,115. The percentage of revenue to expenditure, about 34 per cent. 11th April, 1924. J. Wood, Inspecting Engineer.
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Hon. Minister of Public Works. Some time ago, when speaking of the Waipu Railway, you remarked that the probable returns from such a railway did not appear from the files to have been gone into very closely in the past. The probable business in the Waipu district, if a railway were constructed, has now been estimated, and is set out on attached report by Mr. Wood, Inspecting Engineer. It appears from this that at the present time the probable receipts would be £3,110, and the expenditure, including interest, £11,6.15. Later on, when the country is much more developed, the probable revenue would be £4,150, and the expenditure £12,115. It will be seen that neither now nor within mcasurablo future will the railway even pay working-expenses. 16th April, 1924. F. W. Ft/bkhrt. IV. OISBORNE-NAPIER RAILWAY. Uisbome- Wairoa' Railway. The Engineer-in-Chief. With reference to the suggested alteration of tho railway route between Gisborne and Wairoa, I have again looked into this matter on the ground. I found the surveys had not advanced very far, but sufficient information had been obtained to locate the position and decade the length of a tunnel under the Wharerata ridge. On the present information it appears advisable to construct a tunnel 3i miles in length under this ridge, at an elevation of 900 ft. above the sea on the Wairoa side and 800 ft. on tho Gisborne side. This will necessitate grades of linso on each side of the tunnel for distances of about 7 miles on each side. It is to be noticed that the greatest elevation of this line will be 900 ft., whereas the Ngatapa route rises to a height of 1,040 ft. above sea-level. I have gone carefully into the surveys on the latter route, and have gone over the ground where no surveys have been made, so that if I am not able to give exact estimates of either route I can safely make comparative estimates of each. I estimate the Ngatapa route will be at least 50 per cent, dearer than the Wharerata route. The one and only thing in favour of the Ngatapa route is the fact that it opens up more land than the Wharerata route. I shall show presently that the traffic to be derived from the greater area of land opened up is insufficient to pay even J per cent, on the additional expenditure that will be incurred on the Ngatapa route. Before doing so, however, I wish to make a closer comparison than 1 was able to do in my last report, since I have now been able to get closer estimates of the two lines, and the lengths of each. The estimates are based to a great extent on my experience of construction in similar country, and will need to be checked by accurate surveys, but they are close enough at least to show the necessity of making surveys before any more work is done on tho present authorized route. I have no hesitation in saying that 1 consider the Wharetata so much better in every way than the Ngatapa route that no more work beyond Ngatapa should be done, and that trial line surveys by a large party should be at once started on the Wharerata route. The following gives briefly a comparison of each route : — Wharerata. Ngatapa. (1.) Length of line, Gisborne to Wairoa .. .. .. 63 miles .. 74 miles. (2.) Length of new line t) construct .. .. .. 39 miles .. 00 miles. (3.) Cost of construction .. .. .. .. . . £1,200,000 .. £1,800,000. (4.) Length of summit tunnel .. . . .. .. 3J miles .. 1J miles. (5.) Area of country opened up by railway along route . . 54,000 acres .. 215,000 acres. An apparent disadvantage of the Wharerata route is the longer summit tunnel; but this tunnel can be fairly easily and economically ventilated by shafts, so that no disadvantage will be occasioned on this account. Although they were given in my last report, I will again enumerate the advantages of the Wharerata route as disclosed by the above comparison, and from a general consideration of the character of each line : — (1.) A saving of 11 miles in length. This means, apart from the saving in time on a main line, a reduction in expenditure per annum on maintenance of £4,000, or the equivalent to a capital cost of £80,000. (2.) A saving of 21 miles of line to construct. At a rate of expenditure consistent with a fair allocation of money to various lines throughout the country it is probable that it would take three years longer to complete the Ngatapa than the Wharerata route. As neithor route is likely to pay until completed, at the above rate of progress there will be an increase in interest charges at 5 per cent, on the Ngatapa route, amounting to £225,000 over similar charges on the Wharerata route. This should be added to the capital cost of tho Ngatapa route. (3.) After examining the country I am convinced that the trouble from slips mill be considerably less on the Wharerata route than on the Ngatapa. The former route lies almost entirely in sandstone country, whereas the latter is in papa country for a considerable portion of its length. It is hard to estimate tho additional cost due to this, but it is more likely to be over £50,000 than under. (4.) The incorporation of the Waikokopu Branch Railway into the main line docs away with a 25-mile branch line, which is very unlikely to pay any interest on its cost of construction. It simply means you have 25 miles of additional line tapping country that a main line can serve if located in the proper place. I cannot see how this line can pay as a branch to a main line connecting the ports of Napier and Gisborne, and taking away a larger portion of the traffic it might have otherwise obtained. If this be correct, we have interest charges on tho £500,000 that this branoh has taken to construct to add on to our already heavy interest bill on the Ngatapa route. (5.) In the construction of a railway through rough country a good service road is a necessity, and modern methods of transport require a metalled road. On the Wharerata route we will have an excellently metalled road all the way, whereas on the Ngatapa route it will be necessary to construct and metal a considerable length of service road. Tho extra cost of service roads on the latter route will amount to something like £40,000, and even then the road will not bo nearly so good as the Wharerata Road. If the roads are not brought up to a high standard on the Ngatapa route the costs of transport will be excessive in comparison with the Wharerata route. The present Wharerata Road gives an ideal access to the long tunnel under the saddle. To sum up the conditions in favour of the Wharerata route from a financial point of view, this route will cost £995,000 less than the Ngatapa route. This is made up as follows ; — £ (I.) Construction cost of railway . . . . .. . . .. .. .. 600,000 (2.) Cost of service roads .. . . .. .. .. .. .. 40,000 (3.) Capitalization of maintenance ... .. .. .. .. .. 80,000 (4.) Estimated cost of slips .. .. .. .. .. .. .. 50,000 (5.) Interest charges while under construction (three years) .. .. .. .. 225,000 £995,000 Of course, the fifth item on this list can be reduced by constructing the line at a faster rate, but it is doubtful if the amount under this head can be made less than £150,000, thus reducing the total cost to £920,000. I have stated above that I consider there is only one thing in favour of the Ngatapa route, and that is the fact that it serves a greater area of country between Wairoa and Gisborne. It must not be forgotten, however, that the Wharerata route also serves a fair area of country. However, I shall consider tho local traffic from the Ngatapa route separately before making further comparisons. The whole of the land served is sheep-country, and the traffic must be considered only on this basis. There is certainly dairying-land at either end, but it is too close to Wairoa or Gisborne to be considered as revenue-producing to this railway.
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It is a reasonable assumption to make that the land will carry a sheep and a half to the acre, giving a total of, say, 320,000 sheep. The revenue from this can be estimated as follows :— Freight. Outward— £ Sheep, 110,000 .. .. .. .. .. .. .. .. 2,640 Wool, 5,600 bales .. .. .. .. .. .. .. .. 700 Inward— Manures, 500 tons .. .. .. .. .. .. .. .. 150 Coal, 300 tons .. .. .. .. .. .. .. .. 90 Merchandise, 3,000 tons .. .. .. .. .. .. ..2,700 Passengers, 12,000 .. .. .. .. .. .. .. .. 1,660 £7,850 This has been taken on a liberal scale, and is not likely to bo any greater than shown for a great many years. The estimated cost of running this traffic is £3,050 per annum, making a net revenue of £4,800. On the same scale of traffic returns based on acreages the Wharerata route should show a net revenue of £1,200. The advantage gained by the Ngatapa route from local traffic; and on a monetary basis is £3,600. This will earn interest on a sum of £72,000. It hardly seems necessary to say any more by way of comparison between the two routes. In my opinion there; is no justification for doing anything more on the Ngatapa route, not even to complete the survey. Tho Wharerata route should now, however, bo properly surveyed, and a strong party should be put on to this work. As soon as this survey is completed work should be commenced as vigorously on this lines as on the railway between Napier and Wairoa. I consider the through railway from Napier to Gisborne will be a paying proposition, but at no stage in its progress between these places is it likely to pay its way ; therefore it should be constructed as quickly as possible. With regard to the oponing-up of the land lying along the Ngatapa route, this can be quite satisfactorily done by a good metalled road from Ngatapa to Wairoa, passing through Hangaroa, Tiniroto, and Te Reinga. There are about 32 miles of this road from Te Reinga to Ngatapa still to be metalled. This would cost probably £2,500 per mile to widen and metal, making the total cost approximately £80,000. I consider this would be the better way to open up the country, and is quite sufficient for the trade of the district. It would pay the country to contribute the whole of this money rather than to construct the railway along this route. 4th August, 1924. J, Wood, Inspecting Engineer. Gisborne- Wairoa Railway. Hon. Minister of Public Works. In connection with the above railway, you will recollect that some time ago Mr. Wood, Inspecting Engineer, after visiting the district in connection with tho extreme difficulty that was being experienced with slips on the Ngatapa Section, reported that it appeared to him that oven at this late stage the question of whether the railway should go by Ngatapa at all should be seriously reconsidered. Instructions were therefore given to have flying surveys made of possible other routes via Oputama and Wharerata, or via the Nuhaka Valley and Wharerata, The result of these investigations and further exploration in connection with the Ngatapa-Hangaroa route have been mado, and it now appears that there is such a difference in the costs between the two lines that the expenditure of any further money beyond Ngatapa should be immediately stopped, and detail surveys made of the Nuhaka route in order to ascertain definitely that the railway can be built for the figures estimated. Investigations as far as they go seem to indicate that only in one factor is the Ngatapa route superior. Shortly, the Nuhaka-Wharerata route is 11 miles shorter in through distance, and involves the construction of 21 miles less new railway, and its cost for construction will be approximately £600,000 loss ; in other words, it will only be twothirds of the Ngatapa costs. The Ngatapa lino will take approximately three years longer to construct, and would thus involve further interest charges of over £200,000, in addition to the £600,000 indicated. Coming now to the question of the extra country served: The position is indicated on a lithograph (P.W.D. 60293) attached ; and, allowing the carrying-capacity of the country served by the inland route on a reasonable basis, it appears that the advantages in the way of traffic from local sources along tho Ngatapa route would pay interest on a sum of approximately £72,000. From this it will be seen that, even if this estimate were in error live times, it would still he insufficient to pay half the difference between the two routes herein contrasted. In considering the advantages of the Nuhaka route above I omitted to mention that, while tho grades are equal in each case, the summit-level by the Wharerata route is 140 ft. less than that by the Ngatapa route. In view of the figures put forward, I recommend that work beyond Ngatapa be immediately stopped, except in so far as is necessary to secure the work already done and to remove the plant; that the surveys of the NuhakaWharerata route be vigorously pushed on with, and that as soon as these are sufficiently advanced the heaviest work be put in hand ; and that provision bo made for a first-class road to serve the Hangaroa country, which would have been served by the route now being followed by the railway : the cost of this road (a great part of which is already made) would be approximately £80,000. Really, the country along this road might be expected to assist in tho construction, particularly the metalling ; but, in view of the fact that they have in the past been led to expect a railway, they would probably not view any request for a contribution favourably, and I therefore recommend that the Government accept the position and announce that they intend to make a first-class road. Even though the road were to cost twice as much as I have indicated, and the trade from that area be five times more than I have estimated, the Nuhaka-Wharerata route, on the score of first cost and later operation and maintenance expenses, would be much the better. 30th August, 1924. F. W. Fubkiort. (Jisborne-Napier Railway. Mr. Furkert. With reference to the figures and information supplied by the deputation from Gisborne and Wairoa on the question of alternative routes for the railway between Gisborne and Wairoa. I have examined them, and, although I think the figures are much exaggerated, for purposes of comparison I will accept them as correct. The deputation says 420,000 sheep would be carried on the country supplied by the railway along the Ngatapa route, instead of the 320,000 as stated by me. This would increase my revenue figures for sheep"and wool by £1,100. If we take the land said by the deputation to be opened up as 350,000 acres, instead of the 215,000 acres given by me, on this basis we might expect the outward revenue to be increased by £2,200 and inward by £2,000. This allows for 525,000 sheep on the land. Mr. Lysnar, M.P., says 500,000 acres will be opened up, but I have not taken account of this, as this area is far too large. In any case I have taken more than the number of sheep given by the deputation.
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My figures for passenger traffic are not altered, as I had already assumed a much greater population than that given by the deputation—namely, 317 settlers, instead of 137 given by them. The total revenue, on the deputation figures, on basis of area of land opened up, should be— £ Outward—sheep and wool .. .. .. .. .. .. .. 5,540 Inward —coal, manures, and general merchandise .. .. .. .. . . 4,940 Passengers .. .. .. .. . . .. .. .. .. 1,660 12,140 Cost of running traffic .. .. .. .. .. .. .. .. 5,300 Net revenue .. .. .. .. .. .. ... £6,840 This will earn interest on a capital expenditure of £136,800. On the same basis, if we take the deputation figures for Wharerata route—which however, arc as much too small, as their Ngatapa figures are too large—the net revenue would be from this route £800, which would pay interest on £16,000. This means we have enough revenue to justify us in spending about £120,000 more on the Ngatapa than on the Wharerata, whereas it will really cost anything from £600,000 to £995,000 more. With regard to a route via Waikohu, this will make the distance about 88 miles between Gisborne and Wairoa as far as can be ascertained from the map of the district, and will mean at least 65 miles of new line to construct. I should think it would cost £100,000 more than the Ngatapa route, estimating on a distance basis, and would be 10 miles longer between Gisborne and Wairoa. I do not think this route is worth further consideration. The country it would open up would be very little more than the Ngatapa route, and 1 doubt if the extra country would pay interest on the additional cost. The distance between Waikohu and Ngatapa is only about 12 miles, so that it is apparent that traffic between these points is easily handled by good roads. Taking the points put forward in favour of inland or Ngatapa route by the deputation notes, I have to remark as follows on such of them as necessitate an answer. There are a great many repetitions in tho notes, so I have not answered them seriatim. (I.) That the present Gisborne-Motu Railway is one of the few lines in New Zealand that pays even moderate interest. This is an argument in favour of constructing a railway between Wairoa and Gisborne, but not for the construction of the most expensive route if it cannot pay interest on its extra cost. As a matter of fact, the GisborneMotu line only earned 0-6 per cent, last year. (2.) The main advantages quoted— i.e., serving greatest number of people and greatest area of land and opening up new areas—are all taken into consideration in my statement that the route cannot pay interest on one-fifth of its additional cost. The country cannot afford to expend money on a railway that will only return \ per cent, to 1 per cent, on capital outlay, even if it does open up a little more land. Good roads are the only reasonable solution for such problems, and many of our present railways are evidence of this. (1.) The statement that the Wharerata route passes through land incapable of further settlement is not correct. The land on this route is just as good as that on the Ngatapa route. (2.) Cost of Ngatapa route already done will be £280,000, not £350,000 as stated by deputation, and £210,000 of this will be available as an operating railway within a month. (3.) Cost of Waikokopu Branch will be about £500,000 when completed—double that given by deputation. Neither of these lines need be scrapped as suggested by the deputation. It is intended to open and work both of them —in fact, they are now being worked. (4.) Waipaoa freezing-works will be about 6 miles nearer to Hangaroa Valley by Waikohu than by Ngatapa and Makaraka, but Gisborne will be 16 miles farther away. It is not likely that Waipaoa works will receive all the. fat-stock trade. (5.) The Wharerata route does not mean a saving of only £150,000 :it is £600,000 or more. The revenues and interest charges on both routes have already been fully discussed. The total cost of each line from Wairoa to Gisborne will be approximately — Ngatapa Route. Wharerata Route. £ £ Already expended .. .. .. .. .. .. 275,000 443,000 Estimate to complete .. .. .. .. ..1,805,000 1,267,000 £2,080,000 £1,710,000 Answers to questions that deputation asked Minister : — (1.) The Ngatapa route was not condemned because it was impossible to construct it, but it Certainly can be oondemned as economically impossible, because it cannot pay interest on its additional cost over and above a shorter and more easily maintained route. (2.) Yes, an alternative route to avoid the Ngatapa slip has been made, but the country in the locality offers no better location for the avoidance of slips. (3.) The Waikohu route has been considered, but it is too long and too costly to warrant its further consideration ; no survey is necessary to satisfy the Department on this question. All things considered, I see no reason to depart from my previous recommendation to adopt the Wharerata route, and the detail surveys should be vigorously undertaken. 17th September, .1924. J. Wood, Inspecting Engineer. Gisborne-N apier Railway. Hon. Minister of Public Works. With reference to the above, and in reply to tho arguments in favour of the Hangaroa route as brought forward by the deputation which waited on you on the 11th instant, Mr. Wood has gone very carefully into the matter, and, although we are of the opinion that the deputation's figures err on the optimistic side, nevertheless if they are accepted as correct in every particular the result still is that there is a difference of something like £600,000 by which the inland route is too expensive to justify construction. In other words, if all the advantages claimed are admitted to the inland route and their capitalized value subtracted from its cost, and if all tho money spent beyond Ngatapa be added to the cost of the Wharerata line, there will still be something like £600,000 in favour of the latter. With regard to the three questions which the deputation put to you, the answer to tho first one is that the Government Engineers have never oondemned the Ngatapa line as impossible, but they have condemned it as an economic impossibility : in other words, its cost would be so great as to rule it out in an argument. Secondly, Engineers have surveyed alternative routes to avoid the Ngatapa slip—or, rather, the slippery hillside in the vicinity of Ngatapa (it is not a matter of one slip)—but none of the alternatives in that locality appear to offer any adequate advantage, hence the decision to try in an entirely different part of the country. Thirdly, the Waikohu line, as it is called, has not been surveyed in detail, although it has been considered ; but it is so long and costly as to indicate quite clearly that no further survey is necessary to rule it out also. It would involve 65 miles of new construction, and would increase the distance between Gisborne and Wairoa by at least 16 miles. F. W. Fubkebt. 19th September, 1924.
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APPENDIX C. ANNUAL REPOET ON BUILDINGS BY THE GOVERNMENT ARCHITECT. The Government Architect to the Hon. Minister of Public Works. Sir, — I have the honour to submit the following report on the activities of the Architectural Branch of the Department for the year ended 30th June, 1924. During the period plans and sketches were prepared for buildings of a total estimated value of £507,995, of which works of a total value of £219,995 were carried out. A large amount of minor alterations and repairs to offices and other buildings occupied by various Government Departments, and the usual maintenance work, has been carried out in all districts. A considerable quantity of furniture and fittings has been manufactured in the Public Works workshops and supplied to various Departments. In common with the building trade generally, the Department has from time to time experienced difficulty in obtaining prompt delivery of seasoned and satisfactory timber and bricks, particularly in the Wellington District, where the brickmaking plant at Wi Tako Prison has proved of great service in supplying local wants, but no serious delays in completion of works have occurred. Builders have tendered freely for Government works, and costs generally show a slightly downward tendency, while it is satisfactory to note that workmanship is gradually returning to pre-war standard. During the year this branch undertook the architectural service in connection with secondaryschool buildings throughout the Dominion, and this, together with the strong forward movement in connection with mental hospitals, has called for sustained and enthusiastic service by the staff, the personnel of which will require to be augmented in the near future; and I desire to place on record my appreciation of the loyal and efficient manner in which all have responded to the demands made upon them. The following is a schedule of the works carried out: — Government Houses. Auckland and Wellington. —General repairs and maintenance as required. Departmental Buildings. Maintenance and general upkeep of buildings, including renovations, repairs, fittings, &c, to departmental buildings in larger towns. Post-offices, etc. Whangarei District. —Additions, repairs, &c., were carried out to eighteen post-offices. An additional room was built at Ohaoawai, and a motor-garage and benzine-store erected at Whangarei. Auckland District. —General repairs, renovations, and alterations have been carried out to fifty-six post-offices; now post-offices have been erected, and fittings supplied, at Ohinewai, Oncwhero, Pukemiro, Waharoa, Waimauku, Waitoa, and Silverdale ; extensive additions have been made at Pukckohe ; and a new shed for lineman erected at Papakura. Taumarunui District. —Renovations have been carried out to six post-offices ; a new post-office erected at Kopaki ; and additions made to Ohura and Piopio Post-offices. Tauranga District. —Repairs and painting were carried out at Whakarowarewa ; additions at Matata, Mokai, Taneatua, Te Puke, and Rotorua ; and a new post-office erected at Ngongotaha. Gisborne District. —Alterations and additions to Tokomaru Bay Post-office were completed ; a new garage and benzine-store erected at Opotiki, and water-supply installed. Renovations were carried out 1,0 six post-offices. Stratford District. —Renovations and repairs were carried out to twenty-three post-offices ; extensive additions and alterations were done at New Plymouth, Tnglewood, Hawera, Wanganui, and Hunterville ; a new lineman's cottage was erected at Awakino ; large new post-offices in brick completed at Stratford, and Patea ; and a new post-office is in course of erection at Ohingaiti. Napier District. --Renovations and repairs were carried out to ten post-offices. Wellington District. —The new Automatic-telephone Exchange, Stout Street, Wellington, is also nearing completion. The building consists of three stories and basement in brick and reinforced concrete, with a steel frame. The wiring for light and power is being carried out by the Department. A large brick motor-garage, store, repair-shop, &c, have been erected on the post-office site at Palmerston North. New post-offices in wood have been erected at Pongaroa and Tinui, and the large brick post-office at Dannevirke was completed in December. Electric wiring for the latter was carried out by the Department, and furniture and fittings supplied. Extensive additions and alterations were carried out to several post-offices, and renovations and repairs to a large number of post-offices in the district.
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Nelson District. —Renovations and repairs were carried out to seven post-offices, and additions and alterations completed at Motueka. Canterbury District.- -Renovations and repairs carried out to six post-offices ; alterations, &c, to six offices ; and a new post-office, in wood, erected at Orari. Greymouth District. —Renovations and repairs carried out to fifteen post-offices ; Otira Post-office was removed to a new site and renovated. Otago District. —Renovations and repairs were carried out to twenty-five post-offices ; the new Automatic-telephone Exchange completed at Dunedin ; and new post-offices erected at Hyde and Middlemarch. Southland District.- Renovations and repairs were carried out to eleven post-offices, and petrolstores erected at Gore and Queenstown. Courthouses, etc. A new Gourthouso has been erected at Matamata, and alterations, renovations, and repairs carried out to about fifty Courthouses throughout the Dominion. Police-stations and Gaols. Whangarei District. —Renovations and repairs were carried out to six police-stations, and a new building erected at Rawene. Auckland District. —At Mount Eden Gaol further accommodation for female prisoners has been provided, and two new cottages erected. Various additions were made to buildings, &c. Additional cell accommodation was provided at Hamilton ; a new police-station erected at Devonport; and various materials supplied at Waikeria Reformatory for works carried out by prisoners. Taumarunui District. —A new residence for Officer in Charge was erected at Hautu Prison Farm ; a new sawmill at Waikune Prison Camp, and necessary machinery and plant installed. Renovations were carried out to four police-stations. Tauranga District. —Renovations and repairs were carried out to four police-stations. Gisborne District. —A new police residence and lockup at Nuhaka, and additional buildings at Ruatorea, in course of erection. Renovations were carried out to Gisborne Gaol and to four policestations. Stratford District. —Additions were made to police-stations at Wanganui, St. John's, and Patea ; and repairs and renovations carried out to ten police-stations. Napier District. —Renovations and repairs were carried out to seven police-stations. Materials were supplied to Napier Prison, and electric lighting installed. Wellington District. —A new police residence and office in brick is being erected at Foxton, and is nearing completion. Additions and alterations are being carried out to the Women's Reformatory, Point Halswell, consisting of an administrative block in brick and twenty-four wooden cells. The work is being done by prison labour under the supervision of this Department, and is nearing completion. Extensive alterations and repairs have been carried out to police-stations at Featherston, Masterton, Martinborough, and Tinui, and minor repairs and renovations to several others. Nelson District. —Repairs, &c, were carried out to five police-stations ; a new brick building at Port Nelson is in the course of erection. Christchurch District. —New station and quarters were erected at St. Albans, and renovations and repairs carried out to four stations. Greymouth District.--Repairs and renovations were carried out to sixteen police-stations. Otago District. —Repairs and renovations were carried out to eleven police-stations, and a new residence was erected at Clyde. Southland District.- Repairs and renovations were carried out to six stations, and to the Borstal Institute, Invercargill; water-supply laid on at Nightcaps; roading carried out, and stables, slaughterhouse, &c, erected at Estuary Farm, Invercargill. Mental Hospitals. Avondale. —Additions to kitchen have been completed ; alterations to lavatories and basement completed and fittings supplied ; electric light is being installed ; extensive painting and renovations and repairs have been completed. Tokanui. —New administration block, stores, and female admission block are all in course of erection ; additional ventilation has been provided under floors of male and female wards, and a large quantity of material has been supplied. Porkua. —The usual maintenance works were carried out as required. Nelson.— -Electric light has been installed throughout all buildings; billiard-room has been extensively altered, and other works carried out; furniture and fittings have been supplied ; new drive and road constructed. Repairs were made to the dam at Stoke, and a tender has been accepted for a closed villa in brick. Sunnyside. New quarters for male attendants are in the course of erection. General maintenance works have been carried out. Hokitika. —The new kitchen and dining-room building has been painted, and all necessary furniture and fittings supplied. Existing buildings have been connected up with the new drainage, and electric light installed. The old Nurses' Home has been removed to a new site, and fitted up as an isolation ward. Urinals have been erected at C and D wards. ' Unit No. lof the new scheme is almost completed. Furniture and fittings are being made in tho hospital workshops. The attendants' quarters have been moved to a new site, and are being renovated. The Medical Superintendent's house and the night nurses' cottage are in course! of erection.
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Seacliff. —No new buildings have been erected, but a large amount of general maintenance work has been carried out; new bathrooms and lavatories have been provided, and new female airingcourts laid out. Education. Whangarei District. —Renovations and repairs were carried out to twelve Native schools ; the school at Whakarapa was removed and re-erected, and extensive additions made to the school at A hi para. Tauranga District. —Renovations and repairs were carried out to six Native schools ; additions were made to the school at Poroporo ; and school residence was removed to Owhataiti and repaired. Gisborne District. —A Native school is in course of erection at Whakawhitira. Renovations were carried out to four schools. Stratford District. —Repairs were carried out to the Native school at Karioi. Napier District. —Repairs were carried out to the Greenmeadows Receiving-home. Wellington District. —Extensive repairs and renovations were carried out at the Wellington Boys' College, and a portable class-room provided at the Girls' College Hostel. Nelson District. —Electric light was installed at Special School for Girls, Richmond ; latrines were built for Nelson Girls' College. Southland District. —Good progress is being made with the Southland Boys' High School, the brickwork being practically completed ; painting and plastering is i)roceeding, and the heating service is being installed. Public Health Department. Auckland District. —Fittings have been supplied for the new St. Helens Hospital, Auckland, and electric elevator installed, and extensive alterations carried out; a new roadway has been formed, and fencing completed. Rotorua. —Alterations were effected and fittings supplied. Pukeora Sanatorium. —Considerable additions were made, and a new cottage erected for the housemanager. Wellington. —A cottage for the house-manager was erected at Otaki Sanatorium. Invercargill. —A nursery was erected at St. Helens Hospital. General maintenance and repairs were carried out to buildings as required. General. Various minor works, alterations, repairs, &c, were carried out in a large number of offices for different Departments, including Defence, Public Trust, Marine, Tourist, Valuation, Agriculture, Customs, Electoral, Internal Affairs, Government Life, and Mines ; also to Ministerial residences. A large quantity of furniture and fittings was made, and supplied to various offices. John T. Mair, A.R.1.8.A., Government Arohitect.
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APPENDIX D. ANNUAL REPORT OF THE CHIEF ELECTRICAL ENGINEER. The Chief Electrical Engineer to the Hon. the Minister of Public Works. Sir, — I beg to report on the position of the development of electric power in the Dominion for the past year as follows :— GOVERNMENT SCHEMES IN OPERATION. Lake Coleridge Electric-power Supply. The year under review and ending 31st March, 1924, is the ninth year of operation of this plant,, and it is satisfactory to note that the plant has again shown a profit after paying all expenses. Analyses of the results of operation of the scheme will be found in Tables A, B, and C, whilst in Table D is shown a record of the connected load. The growth of load to date is shown in attached Figure 1. Financial Results. —The capital outlay at the close of the year was £892,801, as against £848,033 at the beginning of the year, representing an increase of £44,768. Details of capital expenditure are shown in Table B. The total revenue for the year was £78,508, being £703 in excess of all charges,, including interest at 5-4 per cent., depreciation at 2 per cent., but not including sinking fund. The profit on the year's operation has reduced the accumulated deficiency on the Profit and Loss Account from £23,876 to £23,173. Table A gives particulars of financial results of operation and load records. The power-house maximum output reached 10,800 kw., an increase of 15 per cent, on the previous year. Units output from the power-house were 50,614,955, as against 44,008,106 for the preceding year, showing an increase of 15 per cent. The annual load factor was 53 per cent., or practically the same as that for last year. The total costs per unit generated are 0-382 d., or 0-03 d. greater than the previous year's costs. The increase is accounted for by interest on additional capital outlay and increased depreciation. Operating costs are greater by £1,506, represented chiefly by increased maintenance on transmission and distribution lines. Particulars of operating costs are found in Table C. Connected Load. —The total connected load at the end of the year was 62,495' kw., representing an increase of over 24 per cent, on that of the year previous. Details of connected load will be found in Table D. The- maximum demand on the power-house was 10,800 kw., showing a diversity factor of 5-8. Interruptions, Christchurch Lines. —During the year there were eight interruptions to service exceeding one minute's duration, tho total amount of these being 5 hours sfi minutes. The longest period of inteiruption was 5 hours 25 minutes, occurring on Monday, 10th December, at 9.43 p.m., due to insulator failures on both transmission-lines simultaneously. The weather at the time was misty and wet, following immediately on a long dry spell, and the cause of failure can only be assumed to be due to an accumulation of dirt on the insulators. The Tramway Board's standby plant was called on to maintain a temporary service until repairs were effected. In addition to the above there were fifteen interruptions of a momentary nature, due mainly to defective insulators, or to bark, or magpies fouling the lines. The insulators replaced during interruptions totalled thirteen. Timaru Transmission-line. —The Point-Ashburton section of this line was put into service in August, and the Ashburton-Timaru section in February. There have been a total of forty-six interruptions to service on this line, other than those prearranged for necessary completion of work. Twenty-two of these interruptions were due to trees, bark, wires, or magpies fouling the lines ; nine were due to insulator troubles, three to operation, and nineteen to causes unknown. A great deal of trouble has been experienced on the lines by malicious throwing of wires on the power-lines, and also to breaking of insulators by rifle-fi.ro; but, as the culprits in at least one case were dealt with, these troubles should be reduced to a minimum in the future. Steps have been taken to deal effectively with the excessive number of interruptions, and a decided improvement is looked for. During the year No. 6 unit, 3,000 kw., was put into service, and this enabled the plant to operate without overload throughout the year. After being a few months in service this machine developed a fault which resulted in a rather serious burn-out. As spare plant was available no serious inconvenience was experienced during the few weeks in which repairs were being made. No trouble was experienced with the water-supply, and the lake was maintained, at high level throughout the year. The installation of No. 6 generator brought the station up to 12,000 kw. capacity, the limit of the present tunnel and headworks. Two new banks of transformers, each consisting of three units of 4,000 X.V.A., with, one spare unit, were installed at the power-house early in the year, and the two displaced banks, each three units of 1,500 kw. each, were transferred to Timaru and to Addington. With the completion of Ashburton Substation, supply at 11,000 volts was given to Ashburton Power Board in August. Timaru Substation building was completed and a temporary supply at 11,000 volts was given to Timaru Borough in December, pending the erection of the necessary 66,000/11,000-volt transformers and switching equipment. This work was completed and supply at 66,000 volts was given in February. A duplicate 11,000-volt line from. Hororata to Darfield has been erected to supply the Railway Department's signalling service on the Midland Railway, and also the Malvern Power Board.
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Supply was given to the Railway Department at 3,300 volts at the beginning of December. An 11,000-volt line was erected from the Point Switching-station to Mr. T. A. Phillips's residence, Windwhistle, and livened up in February. The mileage of the Department's 11,000-volt feeders has been increased during the year from 90 to 99 miles. A contract was let in February for extensions to Addington Substation building, and good progress has been made by the contractors. The extensions should be completed during the year, and will provide the necessary accommodation for a third bank of transformers, synchronous condenser, and additional switching equipment required. When this work is completed the capacity of Addington Substation will be increased to 13,500 X.V.A. Tenders were called on the 23rd March for one 6,000 X.V.A. synchronous condenser for Addington. This machine will replace the existing 1,500 X.V.A. condenser, which will be transferred to Timaru Substation. The outdoor oil circuit-breakers for use at the Point Switching-station have come to hand, and will be installed during the coming year. Supply was given to the Ashburton Power Board in August, and to the South Canterbury Power Board in December. The latter Board was formed during the year, and will control the whole of South Canterbury south of the Rangitata River, including Timaru Borough. A Power Board has been formed, to include the counties of Malvern, Selwyn, and Tawera, under the name of " The Malvern Electric Power Board," and steps are being taken to raise the necessary loan for reticulation purposes. The SpringsEllesmere Power Board area has been increased to include Paparua County, and arrangements are being made by the Board for the purchase of the Department's reticulation in that county. For the purpose of overhaul and inspection of the tunnel, pipe-lines, and machinery, the plant was shut down on Sunday, 23rd December, between 6 a.m. and 5 p.m., the result of the inspection being quite satisfactory. Transmission System. —The Point- Ashburton section of the Timaru transmission-line was put into service in August, and in December the section Ashburton-Timaru was livened up at 11,000 volts to enable a temporary supply to be given to Timaru Borough. This section was finally put into service at 66,000 volts in February. The overhaul and reconstruction of the three transmission-lines to Christchurch was completed at the beginning of the year. Two of these lines arc constructed with 19/13 S.AV.G. copper cables, and are at present used for supplying Christchurch. The other line (north) is constructed partly with aluminium and partly with copper, and will be brought into permanent service when the extensions to Addington Substation are completed. Steps, however, have been taken to enable this line to be used in case of emergency in the meantime. Lake Coleridge Duplication. —The work in connection with the duplication of the plant is well in hand. A co-operative contract was let on the 26th January to Messrs. J. Beban and party for construction of the tunnel, and by tho close of the financial year good progress had been made ; the necessary adit and 82 ft. of the actual tunnel were driven at the surge-chamber end, and work on the shafts at centre of tunnel and intake was commenced. The intake works are being carried out by the Department, and will consist of a tunnel driven out under the lake and terminating in a conoretelined steel cylinder beyond the area affected by shingle. Satisfactory progress has been made with the excavations for the surge-chamber, power-house building, and pipe-lines. Specifications have been drafted for the pipe-lines, power-house building, and switch-gear, and tenders were called in January for two 7,500 kw. turbines and generators. The new tunnel will be sufficiently large to deal with all the water required for the complete station output of 27,000 kw., should this be required. Provision is being made for the installation of a third pipe-line and 7,500 kw. set, to act as a standby. Waikato Electric-power Supply. Capital Outlay and Financial Results. —The capital outlay at the end of the year was £474,817, as compared with £395,022 at the end of last year, an increase of £79,795. This is analysed in Table B herewith. Of this outlay, about £80,000 represents assets not yet in operation, this being almost entirely due to expenditure on additions to Horahora. The year ended with a profit, after paying interest, working-expenses, and depreciation (but not sinking fund), of £15,826. This is sufficient to pay off the accumulated sinking-fund arrears and the sinking fund for the year ended, amounting in all to £12,718, and leaves a surplus of £3,108, which, together with £186 from last year, makes an accumulated surplus of £3,494. The revenue for the year increased from £41,818 to £59,924, an increase of £1.8,106, or 43 per cent. Table A gives the financial results of operation and operating figures, and the revenue from different classes of consumers is shown in the following statement: —■ 1922. 1923. 1924. Revenue from — £ £ £ Large mining companies .. .. .. 19,547 20,177 24,635 Power Boards .. .. .. .. 4,310 14,728 26,007 Hamilton Borough .. .. .. 1,391 2,911 4,621 Other wholesale consumers .. .. 1,675 2,565 3,281 Miscellaneous .. .. .. .. 1,374 1,437 1,380 £28,207 £41,818 £59,924 It is very satisfactory to note that this result as shown by the above table is due principally to the large increase in revenue from the Power Boards. The sum of their maximum loads has increased from 1,051 kw. (1,400 horse-power) in 1922 to 1,845 kw. (2,460 horse-power) in 1923, and to 3,038 kw. {4,050 horse-power) in 1924.
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It is worthy of note that this increase in load of the Power Boards, combined with the increase of other consumers' load also, has caused an increase of only 500 kw. in the maximum load on the power-house. The growth of load from date of purchase is shown in attached Figure 2. For the present year it is estimated that the mining load and revenue will drop considerably, and the increase in revenue from the Power Boards will be practically equal to this, so that the total revenue will be almost the same. Expenses will be slightly higher, so that the net revenue will be a little lower. As regards future prospects outside the original area of supply, supply is intended to be given to the Auckland and Franklin Power Boards and to Rotorua. The work for this should be completed before the end of the coming financial year, but it will have little effect on the financial position. Extensions during the Year and Future Extensions. (a.) Waihou Substation was put into operation in September, 1923, supplying power to the Thames Valley Power Board, in the Te Aroha - Morrinsville district. The 50,000-volt line connecting Horahora to Arapuni was completed, and is supplying power to Arapuni at 11,000 volts. No additional large consumers were supplied during tho year. The total system supplied from Horahora (on the 31st March, 1924) consisted of 86 miles of 50,000-volt lines, and 38 miles of 11,000-volt lines belonging to the Department, and 334 miles of 11,000-volt lines, 444 miles of 3,300-volt lines, and 371-5 miles of low-tension lines belonging to the Power Boards. The connected load has increased from 19,565 kw. to 25,123 kw. during the year, an increase of 5,558 kw., or 28 per cent. ; but the increase in power-house maximum load has been only 500 kw. The diversity has increased from 2-84 to 3-4, but is still lower than is usually found, owing to the low diversity of the two large mining companies. (b.) Extensions at Horahora. —The additions to the headworks and generating station to accommodate two additional 2,000 kw. units have been in progress all the year, and one of the additional units should be ready by November, 1924, and tho other by February, 1925. (c.) Additional Transmission-lines. — The 1.10,000-volt line to Auckland is under construction. Difficulties have been experienced in making a final survey of the route which would be satisfactory from the point of view of possible interference with the Post and Telegraph lines, and difficulty has been met with in construction, owing to the wet nature of a considerable portion of the country. The opportunity was made use of during the dry weather to erect the poles on the worst portion of the route, south of Mercer. This line is to be completed by January, 1925. 50,000-volt lines to Rotorua (Ngongotaha) and to Waitomo (Hangatiki) are being surveyed, and should be completed in the coming summer. (d.) Substations. —Plans have been prepared and material ordered for the Auckland Substation at Penrose, and the preliminary work for substations for Rotorua and Waitomo is in hand. Operation. (a.) Headworks and Power-house. —The maximum load of 7,400 kw. — i.e., an overload of 1,100 kw., or 18 per cent, on the plant capacity of 6,300 kw.—was carried without serious difficulty, although it was necessary at times to ask the Grand Junction Company to run their steam plant for power-factor correction, and to arrange for the Waihi Company to reduce their load slightly. In addition, the Grand Junction plant was called on for emergency or overhaul purposes on seven occasions during the year, for a total time of 75 hours, during which 42,400 units were supplied by steam power with a maximum load of about 1,000 kw., in addition to the company's own load at these times. Of this time, 20 hours was for line overhaul. As for last year, this co-operation between the two plants was of great value. This is the first year in which it has not been considered necessary to shut the power-house down completely for some alteration or examination. During the year considerable sums were spent out of the maintenance fund on temporary improvements to the weir to enable more water to be got into the race, and for renewals on the turbines, now ten years old, to put them into good operating condition. The power-house operated under overload almost daily throughout the year, and credit is due to the Superintendent and staff for maintaining and improving it under these conditions. (b.) 50,000-volt Transmission-line, Horahora-Waikino. —There were fourteen accidental stoppages on this line, for a total time of 46 hours 44 minutes. One of these was for 44 hours 34 minutes, this being due to a mechanical defect on a tower on the Mountain section, combined with telephone trouble. Wind and heavy rain made it difficult to locate the trouble. The other interruptions were of short duration, the longest being for 33 minutes. The standby supply minimized inconvenience to consumers. There were also seven prearranged interruptions, for a total time of 24 hours 42 minutes. Two insulators (pin type) were replaced during the year. Orders have been placed and arrangements made to replace several of the towers on the Mountain section which show signs of deterioration. (c.) 50,000-volt Transmission-line, Horahora-Hamilton. —There were twenty-eight accidental stoppages on this line, for a total time of 7 hours 12 minutes, including one of 5 hours 2 minutes ; also two prearranged interruptions, for a total time of I. hour 7 minutes. Most of these accidental interruptions were only momentary, and the cause of them has been removed. One insulator (pin type) was replaced. (d.) 11,000-volt Lines. —No insulators have been replaced on these, and the accidental interruptions have been only momentary.
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Waikaremoana Power Plant. A small plant has been installed by the Department at Waikaremoana for the supply to Wairoa Borough Council, and in anticipation of our requiring power for construction purposes on the main scheme of development. This plant has been leased to the Wairoa Power Board, and has been operated by them during the year. The results have been very satisfactory in supplying the needs of the Wairoa district and in building up a load in that district in anticipation of a larger development. The plant has a capacity of 700 kw., and the maximum load reached during the year was 555 kw. The financial results, considering the plant simply as an operating-station, are not very satisfactory, but, as the plant is really an advance portion of the larger scheme of development at Waikaremoana, the capital investment is considerably greater than would have been necessary if the scheme had been put in purely for its present purpose of supplying power to the Wairoa Power Board. The capital outlay is £77,148. Capital charges (interest and depreciation) amounted to £5,574, and the revenue to £2,100, giving a loss of £3,474 for the year. GOVERNMENT SCHEMES UNDER CONSTRUCTION. Mangahao Electric-power Supply. Construction work on the tunnels, dams, pipe-lines, and power-house building have been carried well on to completion during the year, as more particularly described in the report of. the Engineer-in-Chief. Close attention has been paid to the excavation of foundations of the dams, and modifications made to designs as occasion arose to meet the particular conditions disclosed during construction. Some delay was experienced in the completion of the power-house building, so that we were unable to commence the erection of the power-house plant until February of this year, and then work was carried on under difficulties owing to the restricted space available due to the necessity of completing building operations at the same time. Nevertheless satisfactory progress has been made with the erection of all sections of the plant, and it is anticipated that two of the main units of the plant (12,000 X.V.A.) will be ready for operation by the end of October, 1924. A large amount of work has been done on the erection of the transmission-lines radiating from Shannon to Wellington, Wanganui, and Napier. About 200 miles of transmission pole-line, and 160 miles of telephone-line, were erected during the year. Some delay was experienced in the delivery of the steel towers for the rough cross-country sections between Paekakariki and Wellington, between Ashhurst and Woodville, and, in the Ruamahunga Gorge. The Paekakariki-Wellington section has now been completed, and the others are in hand. About 30 miles of tracks have been formed to give access to various sections of the lines, and over six hundred gates erected to facilitate patrol on the cross-country sections. A contract has been let for the erection of the main substation building at Khandallah to supply Wellington, but progress has not been satisfactory, and the installation of plant at this point has been held up somewhat accordingly. The building is now almost complete, and the erection of the plant is well in hand. It is anticipated that we shall be able to supply power from this substation early in December, 1924. Contracts have been let for other substation buildings at Bunnythorpe, Masterton, Mangamaire, Dannevirke, and Waipukurau. The plant for these substations is now coming to hand, and erection will commence shortly. It is anticipated that power will be available at Bunnythorpe in January, 1925, and at the other substations at successive intervals of about one month thereafter. Surveys for extensions from Marton to Wanganui, and from Waipukurau to Napier, are in hand, and most of the material for these lines and substations has been ordered. Most of the Power Boards which are to take power from Mangahao are well forward with their reticulation work, and will be in a position to provide a substantial load as soon as power is available at their respective substations. Practically the whole of the available power from Mangahao has now been definitely allocated, and guarantees of revenue have been received from the Wellington City Corporation and the various Power Boards. The guaranteed revenue is equivalent to the full output of the power-station in five years, but there are indications that the load that will be developed will necessitate the provision of additional power even before that date. Arapuni Electric-power Plant. In anticipation of a contract being let for this work, considerable progress has been made on access roads and bridges, and on preparation of a village-site. These works are more particularly described in the report of the Engineer-in-Chief. During the year plans and specifications were prepared and tenders invited for the construction of the first instalment of the main plant, to consist of three units each of 15,000 k.w. capacity. In response to the invitation of tenders, several British firms sent out expert engineers to investigate the proposals on the ground and to submit tenders. Three complete tenders were received for Section 1 (dam and headworks), and four complete, and several partial tenders for Section 2 (power-house building and plant). Owing to the complexity of the work, particularly Section 2, the tenders received were very bulky documents, and a large amount of work was involved in analysing and comparing the different proposals. The successful tenderer in each case was Sir W. G. Armstrong, Whitworth, and Co. (Limited), at a total price for the two sections of £1,170,891. In view of discussion and criticispi of this scheme which has taken place from time, to time, it is satisfying to know that the various experts who investigated it in connection with these tenders were unanimous as to the natural advantages of the site. It is also satisfying to know that they could suggest no improvements on the Department's design of the scheme, and that the tender finally accepted was so close (within less than 1 per cent.) to the Department's estimate of the cost of the work.
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Electric-power Boards. It is gratifying to note the interest that is being taken in Power Board business throughout the country, and the substantial progress made by the various Boards during the year. The attached coloured map shows the various Power Boards at present constituted. The total area covered is 57,876 square miles, or 55 per cent, of the total area of the Dominion. The total population concerned is 679,748, or 53 per cent, of the total population of the Dominion ; and the unimproved value of the land included in the electric-power districts and outer areas is £202,359,574, or 63 per cent, of the total unimproved value of the Dominion. Considerably more than one-half of the Dominion is thus covered. So far, many of the Boards have been engaged solely on preparatory and construction work and have not begun their all-important function of supplying power. It is felt that the early completion of the Department's hydro-electric generating-station at Mangahao, and the extensions which are in hand at Lake Coleridge and at Horahora, will make an extra amount of bulk power available which will greatly stimulate the Boards' activities. The Boards already formed are carrying out their functions energetically. Eight Boards —viz., Thames Valley, Cambridge, Central, To Awamutu, Banks Peninsula, Springs-Ellesmere, Ashburton, and South Canterbury —have carried out fairly complete reticulation of their areas, and are distributing power taken in bulk from the Public Works Department's hydro-electric-power plants at Horahora and Lake Coleridge. The Auckland Board has taken over the city steam-power station, and is providing for extensions both of plant and mains. It has also entered into a contract to take the whole of its power, with a minimum of 15,000 kw., from the Government when the Arapuni Station is completed, which is estimated to be in 1928. Six —viz., Southland, Wairarapa, Taranaki, ManawatuOroua, Horowhenua, and Tararua — while pushing on with their reticulation in anticipation of a general supply of hydro-electric power, are giving a partial supply from smaller stations in the meanwhile. Wairoa is taking power in bulk from the Department's station at Lake Waikaremoana, and supplies the borough and a few consumers in tho neighbourhood. Two—viz., Opunake and Teviot— have small local water-power stations in operation. Seven others—viz., Dannevirke, Rangitikei, Hutt Valley, Central Hawke's Bay, Malvern, Waitaki, and Otago—are arranging to take power in bulk from the Government hydro-electric sources, and are preparing their systems of reticulation with this end in view. The Buller District, though constituted, has not yet elected a Board. The other ton —viz., Westland, Reefton, Grey, Otago Central, Wairere, Hobson, Kaipara, Marlborough, Poverty Bay, and Tauranga —-are making special arrangements in each case which have not yet been finalized. In addition to the thirty-six districts already formed, steps are being taken to form districts in Hawke's Bay, Hokianga, and Waitomo, including large areas in each case. Table L herewith gives details of the dates of construction, the area, population, and rateable value included in each of the thirty-six power districts already formed, also the amounts of tho loans already authorized, and the voting on each poll taken. The total amount of the loans authorized by the twentyfive districts which have already taken their polls is £7,941,000. The population of the inner areas concerned is 521,802, so that tho loans authorized amount to £15-2 per head of population, as compared with £13-5 last year. Tho unimproved valuation of the inner areas is £153,383,640, so that the loans authorized amount to 5-2 per cent, of the unimproved rateable value of the lands pledged as security for the loans, which is practically the same as the figure for last year. The voting at the twenty-five polls amounted to 28,975 to 2,589—i.e., a majority of 92 per cent. In one case (Te Awamutu District) the poll was unanimous, and in the Taranaki poll, in which the opposition was the strongest, the majority was still 77 per cent. Table M herewith shows the capital expenditure incurred by each Board up to the end of the financial year, the revenue and expenditure, and the amount of rates struck and collected. The total capital outlay by the twenty-five Boards which have started construction is £3,212,296, but a groat part of this is on works not yet in service. The gross revenue from the sale of electricity by the nine Boards which had commenced supply was £332,467, of which 65 per cent, was received by the Auckland Board. The general result is a profit over the whole business of tho Power Boards of £4,534. A substantial portion of the interest on lines still under construction was charged to capita], so that the total amount raised by rating in order to cover the initial losses of those Boards not yet in active operation was only £9,319. With, many of the schemes in the very early stages of supply this result is quite satisfactory. The rating for the next few years will have to be substantially heavier unless provision is made to enable Power Boards to carry forward losses in early stages of their operations, to be paid out of the profits which can be anticipated after the first few years, as the Department has done in connection with Lake Coleridge and Horahora. But, even so, such losses in the early stages do not indicate any want of security in the business as a whole, but are inherent in tho starting of any concern depending to such an extent on a large initial capital outlay to earn a revenue which takes time to develop.' During last year seven of the Boards struck a general rate, which was only collected in five cases ; and ten of the Boards struck special rates for the security for loans, only one of which had to be collected. Several of the Boards are passing through a critical stage owing to the high cost and high interest rates ruling in 1921 when they started construction work, and to the fact that they have undertaken the construction of many lines without requiring the guarantees from consumers authorized by clause 7 (d) of the regulations. But costs and rates of interest are now substantially lower, and the other Boards are profiting by such experiences, and much better results will be attained by the Power Boards generally in future as the result of tho experience of these earlier districts. Local Electric-supply Systems, Including the Government plants, there are now fifty-eight public electric-power stations in the Dominion, as detailed in Tables 0 and P herewith. One new gas station started operation during the year—viz., Waipukurau (80 kw.); and four gas stations (Ashburton, Timaru, Winton, Ngaruawahia), and two water-power stations (Akaroa and Te Aroha) were closed down and supplied in bulk from existing hydro-electric stations.
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Extensions wore made during the year at Lake Coleridge (3,000 kw., water-power), Wellington (5,000 kw., steam), and Auckland (5,000 kw., steam). The changes during the coming year will also be in the direction of increasing the large stations and closing down the small ones, giving greater economy in operation. The total installed capacity has increased during the year by 8,365 kw., or 14*5 per cent, (from 57,589 kw. to 65,954 kw), while the sum of the maximum loads has decreased by 390 kw., or less than 1 per cent, (from 54,502 kw. to 54,112 kw.). This is due to the concentration of the peak load into a lesser number of stations. The proportion of installed plant is now as follows : — Stations. Kilowatts. n ', per Cent. Water-power .. '.. .. ..30 30,392 46-1 Steam-power .. .. .. ..8 30,085 45-6 Gas-power .. .. .. .. ..18 4,621 7-0 Oil-power .. .. .. .. ..2 856 1-3 58 65,954 100-0 This increase in the proportion of steam-power is due to the addition of units in the Auckland and Wellington stations, pending completion of the Government hydro-electric stations. Next year the proportion of water-power will be considerably increased. The number of consumers supplied has increased from 106,790 to 124,705, an increase of 17,915, or 17 per cent., for the year. The units per consumer were 1,394, as compared with 1,280 last year. The total population included in the various areas of electric-power supply is 824,030, or over 61 per cent, of the total population of the Dominion ; so that the ideal of a supply being available to every home in the Dominion is well on the way to realization. The maximum demand per head of population in the areas supplied is 0-066 kw., practically onehalf of the allocation of 0-15 kw., or 0-2 h.p. per head of population, which is the basis of the design of the Government schemes. The units sold per head of population supplied were 211, as compared with 178 last year. The total length of distributing-line is 4,878 route-miles, as compared with 3,758 last year, an increase of 1,120 miles, or 30 per cent. The number of consumers per route-mile is 25-6, as compared with 28-4 last year, the reduction being due to the largo mileage of new lines erected during the year to which the full number of services are not yet connected. Tho power-demand per route-mile of line is now 11 kw., the sales 35,648 units, and the revenue £292. These are substantially smaller than last year, for the same reason, but are still remunerative returns over the whole business. The revenue per kilowatt of output of all stations was £26-3, as compared with £24-2 last year. The water-power stations show a revenue of £23-1 per kilowatt, steam stations of £30-9 per kilowatt, and gas stations of £328 per kilowatt. These are valuable figures for use in forecasting the revenue from systems of various descriptions. The water-power systems include the largest proportion of large consumers, and the gas-engine stations the largest proportion of small consumers. Out of the eighty-three distributing authorities, sixty showed a profit for the year amounting to £170,939, and twenty-three showed a loss amounting to £26,213. The general result is a net profit for the whole Dominion of £144,726 after paying working-costs (£715,441) and capital charges (£563,218) at the rate of 7-2 per cent, on the total capital outlay of £7,822,034. This shows a net profit of 1-85 per cent., as compared with 1-7 per cent, last year. The business on the whole is thus a thoroughly sound and remunerative one, as well as supplying a public necessity to 61 per cent, of the population of tho Dominion.
Electric-power Supply of New Zealand for the year ended 31st March, 1924.
Water. Steam. Gas. on. Total. Number of stations Average capacity (kilowatts) Number of consumers Installed capacity (kilowatts), (main plant only) Maximum load (kilowatts) Units generated Annual load-factor (per cent.) .. Units sold Total capital outlay* Total capital per kilowatt installed* Total annual working-costs Total annual working-cost per unit sold .. Total annual working-cost per kilowatt, maximum load Total annual capital charges Total annual capital charges per unit sold Total annual capital charges per kilowatt, maximum load Total annual capital charges, percentage of capital outlay Total annual costs Total annual costs per unit sold Total annual cost per kilowatt, maximum load Total annual revenue Total annual revenue per unit sold Total annual revenue per kilowatt, maximum load Net profit 30 1,013 71,397 30,392 32,949 152.302,799 52-8 120,617,414 £4,985,857 £164 £315,231 0-63d. £9-6 £350,651 0-70d. £10-6 8 3,761 40,144 30,085 17,522 50,312,793 36-7 46,712,494 £2,162,342 £72 £317,156 l-63d. £18-1 £183,075 0-94d. £10-4 18 257 9,995 4,621 2,949 6,658,394 25-8 5,272,399 £594,720 £129 £69,249 3-15d. £23-5 £23,429 l-07d. £7-9 2 428 3,169 856 692 1,535,445 25*3 1,292,985 £79,115 £92 £13,805 2-56d. £19-9 £6,063 l-12d. £8-8 58 1,137 124,705 65,954 54,112 216,809,431. 45-7 173,895,292 £7,822,034 £119 £715,441 0-99d. £13-2 £563,218 0-78d. £10-4 7-03 8-47 3-94 7-66 7-20 £665,882 l-33d. £20-2 £500,231 2-57d. £28-5 £92,67.8 4-22d. £31-4 £19,868 3-69d. £28-7 £1,278,659 l-77d. £23-6 £760,587 l-51d. £23-1 £541,225 2-78d. £30-9 £96,605 4-40d. £32-8 £24,968 4-63d. £36-1 £1,423,385 l-96d. £26-3 £94,705 £40,994 £3,927 £5,100 £144,726 • Includi dii Ibui
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80
Daily Load Curves. The question of the daily load curve and the ratio of the average load to tho maximum load or the load-factor is an important one in determining the selling-price of electric power. Each station must ascertain its own load-factor and determine its selling policy accordingly. As a general guide the daily load curves of sixteen of the larger stations of the Dominion have, by the kind co-operation of the engineers to these places, again been obtained for two days of the current year —viz., Friday, 14th March (representing equinoctial conditions), and Friday, 27th June (representing midwinter conditions). Friday has been selected as the late-shopping night in most places, thus representing the most extreme conditions of loading. These sixteen stations have an installed capacity of 63,271 kw., or 96 per cent, of the total installed capacity of the Dominion, so that the resultant curves may be taken to represent quite accurately the shape of the load curve of the combined output of the whole Dominion. Water-power and fuel stations are proportionately represented, including all the large stations of each type, and the diagram includes not only the total output, but the waterpower and fuel-power outputs separately. The summation curves are plotted in Fig. 3, and the results are as follows :—
Summer and Winter Typical Loads
These are daily load-factors. The annual load-factors are, of course, substantially lower, being 52-8 per cent, for water-power, 36-7 per cent, for steam-power, and 45-7 per cent, for the whole output of the Dominion. Registration of Electric Wiremen. This matter has now been under consideration for several years, and a draft Bill dealing with the registration of wiremen has been prepared in collaboration with the supply authorities. With the increasing amount of electrical work that is going on all over the Dominion, it is felt that some standard of construction, with adequate inspection, is necessary, so that as far as possible the same standard of work will be carried out in all parts. At present wiremen are licensed by various electricsupply authorities to do work in their own areas, and in accordance with their own particular sets of rules. The result is that a man who is licensed to do electrical-wiring work in one town may have to pass a fresh examination and obtain a new license before being allowed to work in another district. The draft Bill which has been prepared, provided for a controlling body on which will be representatives of the Government, the eicctric-supply authorities, the electrical contractors, the fire underwriters, and the wiremen, who will have authority to issue regulations in respect to wiring-work, and to arrange or conduct examinations, and issue licenses to wiremen which shall hold good all over the Dominion. It is proposed that the expenses of this Board and cost of examinations, &c, shall be carried temporarily by the Government Electric Supply Account until it reaches some predetermined Amount, when it shall be divided pro rata amongst the various electric-supply authorities. World Power Conference. A comprehensive paper on the electric-power supply of New Zealand was prepared during tin; year for presentation at the World Power Conference held in London in August. This paper was to have been read at the conference by the late Chief Electrical Engineer, Mr. Lawrence Birks, B.Sc, M.lnst.C.E., M.1.E.E., &c. Mr. Birks left New Zealand in April to attend this conference, and generally to study electrical development abroad, but unfortunately was compelled by illness to return from Australia to Now Zealand, where he died on the 25th July. During his absence and since his death the work of the branch has been carried on by the undersigned, who takes this opportunity of expressing his appreciation of the loyal and efficient manner in which all members of the staff have co-operated in carrying through the extra work that has been occasioned through being short-handed during the present important period of development. F. T. M. Kissel, B.Sc, A.M.Inst.C.E., A.M.1.E.E., Chief Electrical Engineer.
(Sixteen Power-statio: is). I Installed. Maximum Load. Units. Daily Loadfaotor. March 14th, 1924— Water-power Fuel-power Kilowatts. 29,225 34,046 Kilowatts. 26,809 16,535 506,024 231,769 78-64 58-40 Totals .. 63,271 42,537* 737,793 72-27 June 27th," 1924— Water-power Fuel-power 29,225 34,046 26,651 22,718 475,144 301,351 I 74-28 55-27 Totals .. 63,271 49,124* 776,495 65-86 i * Combined maximum.
D-l
Daily Load Curves. Gross Output of sixteen Power Stations in New Zealand.
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LAKE COLERIDGE HYDRO-ELECTRIC POWER SUPPLY, Curves of Maximum Weekly Loads and Lake Levels.
WAIKATO HYDRO-ELECTRIC POWER SUPPLY, Curve of Maximum Weekly Load.
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1).—1
Table A. —Lake Coleridge Electric-power Supply.—Results of Operation.
11—J). 1.
81
J_ Sixth Year, Seventh Year, March, 1921. March, 1922. Eighth Year. March, 1923. Ninth Year, March, 1924. Capital outlay Costs— Working-costs Interest, 5-4 per cent. Depreciation, 2 per cent. £ £ 499,957 671,608 £ 499,957 £ 671,608 £ 848,033 £ 848,033 £ 892,801 21,341 18,639 7,946 25,911 20,981 8,424 19,271 35,275 9,307 20,777 44,444 12,584 Total costs 47,926 55,316 63,853 77,805 Accumulated Depreciation Fund Accumulated deficiency 44,751 30,674 54,537 29,175 61,275 23,876 72,594 23,172 Revenue— City Council Tramways Wholesale consumers Retail consumers Miscellaneous 17,700 7,835 22,339 1,785 1,714 18,890 7,957 26,019 1,880 2,068 21,641 8,909 34,344 2,118 2,141 26,055 9,189 39,280 2,289 1,695 Total rovenue Maximum load (kilowatts) — Power-house Substations City Council Tramways Average load (kilowatts) — Power-house Substations City Counoil Tramways Units output— Power-house Fed to village and Murchison's—Losses Fed to transmission-lines Substations (various) ... Units sold— City Council Tramways Wholesalo consumers and local bodies Retail consumers 51,373 7,412 0,712 3,601 1,840 4,147 3,719 1,697 727 56,814 7,600 6,720 3,750 2,120 4,453 3,875 1,760 702 09,153 9,390 8,420 4,290 2,480 5,024 4,528 2,006 842 78,508 10,800 9,490 5,344 2,740 5,722 5,158 2,438 870 30,545,169 235,589 36,309,580 32,588,320 38,419,102 427,921 37,929,750 33,947,100 44,008,106 556,446 43,451,660 39,665,420 50,614,955 1,837,069 48,777,886 45,778,007 14,700,000 6,379,717 10,051,734 270,900 15,419,100 6,499,258 10,746,697 278,879 17,575,610 7,360,035 12,449,239 176,743 21,664,830 7,623,900 14,198,034 305,608 Total units sold 31,402,351 32,943,934 37,561,627 43,792,372 Losses— Transmission-line losses ., Percentage Distribution losses Percentage Average load-factor (per cent.) — Power-house Substation City Working-costs— Per kilowatt (power-houso maximum) Per kilowatt (substation maximum) .. Per unit generated.. Per unit sold Capital charges— Per kilowatt (power-houso maximum) Per kilowatt (substation maximum) .. Per unit generated.. Per unit sold Total cost—■ ■ Per kilowatt (power-houso maximum) Per kilowatt (substation maximum) .. Per unit generated Per unit sold Revenue— Per kilowatt (power-house maximum) Per kilowatt (substation maximum) .. Per unit generated Per unit sold Per unit sold (city) Per unit sold (trams) Per unit sold (wholesale consumers) .. Per unit sold (retail consumers) 3,728,190 10-27 1,185,969 3-64 £2-87 £3-17 0-140d. 0-150d. £3-58 £3-96 0-174d. 0-203d. 61-4 60-5 53-8 3,982,650 10-5 1,003,166 30 £3-40 £3-85 0-161d. 0-188d. £3-87 £4-37 0-184d. 0-214d. 62-9 62-0 53-6 3,786,240 8-72 1,977,256 5-2 £2-05 £2-29 0-106d. 0123d. £4-74 £5-29 0-246d. 0-284d. 53-5 53-6 47-0 2,999,879 6-15 1,985,635 4-3 £1-92 £2-19 0 102d. 0-113d. £5-28 £6-00 0-280d. 0-313d. 53-0 54-3 45-6 £6-40 £7-14 0-314d. 0-366d. £7-27 £8-23 0-350d. 0-403d. £6-80 £7-58 0-352d. 0-408d. £7-20 £8-20 0-382d. 0-426d. £6-93 £7-65 0-337d. 0-392d. 0-288d. 0-294d. 0-533d. l-58d. £7-47 £8-45 0-354d. 0-414d. 0-295d. 0-293d. 0-585d. l-61d. £7-36 £8-21 0-382d. 0-441d. 0-295d. 0-290d. 0-662d. 2-88d. £7-27 £8-27 0-386d. 0-430d. 0-288d. 0-289d. 0-664d. l-80d. r~-
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82
Table B. —Lake Coleridge Electric-power Supply.—Analysis of Capital Outlay.
Table C.—Lake Coleridge Electric-power Supply.—Operating or Working Costs.
Capital Outlay. Item. Expenditure during Year. 31st March, 1923. 81st March, 1924. Land, reading and fencing Harper diversion Tunnel and headworks Second tunnel Power-house and machinery Staff village Transmission-lines Addington substation Primary distribution Secondary distribution Service transformers and meters Vehicles and loose tools Telephone-lines Office furniture Surveys, preliminary expenses, &c. Interest during construction £ 17,393 21,413 164,065 £ 17,537 21,432 154,486 10,333 120,975 14,709 259,694 44,640 57,910 72,460 9,329 18,384 1,903 250 55,935 32,824 £ 144 19 421 10,333 -4,621 149 7,904 3,235 1,820 24,506 -7,354 -310 125,596 .14,560 251,790 41,405 50,090 47,954 16,683 18,694 1,903 249 50,442 29,796 1 5,493 3,028 Totals 848,033 892,801 44,768
19! S8. 1924. Expenditure. ... Per Unit sold. Cost. Per Unit sold. Cost. larper diversion—Maintenance veneration I'ransinissiiin line Iain distribution station LT. distribution .. j.T. distribution Standby plant lanagement and general expenses £ 568 5,796 1,243 2,164 2,166 1,596 1,368 4,370 d. 0-003 0-037 0-008 0-014 0-014 0-010 0-009 0-028 £ 683 5,774 1,523 2,106 2,852 2,026 1,421 4,392 d. 0003 0-032 0-008 0-011 0-016 0-011 0-008 0-024 Totals 19,271 0-123 20,777 0-113
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Table D.—Lake Coleridge Electric-power Supply.—Connected Load in Kilowatts at 31st March, 1924.
83
Light. Heat. Power. Total. I Local Bodies. Ash burton Power Board Banks Peninsula Power Board Eyre County Council Halswell County Council Heathcote County Council Kaiapoi Borough Council Kowai County Council Lyttelton Borough Council Lyttelton Pumping Station Paparua County Council Rangiora County Council Rangiora Borough Council Riccarton Borough Council Springs EUesmere Power Board Sumner Borough Council Tai Tapu Dairy Company Timaru Borough Council Waimairi (Hillmorten) Power-station and substation 513 281 35 57 262 112 70 187' 1 139 87 166 406 305 201 71 1,184 10 38 477 505 59 80 542 161 127 180 166 121 98 658 365 263 113 182 18 193 355 248 85 70 95 59 39 392 115 44 211 154 208 172 97 234 750 2 129 1,345 1,034 179 207 899 332 236 759 116 349 419 418 1,272 842 561 418 2,116 30 360 Direct Wholesale Consumers. Christchurch Tramway Board Freezing-works (4) Flour-mills (5) Dairy factories (1) Quarries (1) Tanneries, &c. (6) Seed-cleaning (4) Brickyard (l) Railway workshop (1) Harbour Board (1) Institutions (6) Soapworks (1) Steelworks (1) Glueworks (1) Sawmill (1) Woollen-mill (2) Aviation School (1) Twine-mill (1) Railway-stations (2) Chemical-works (1) Racing club (1) Electrical-vehicle-eharging set (1) 85 148 5 3 1 36 5 31 55 130 3 3 3 29 6 7 2 255 6,575 2,253 303 56 46 • 809 179 91 210 660 164 35 26 102 22 82 6 119 58 196 26 15 6,660 2,430 314 59 47 852 186 91 241 715 549 38 1,229 105 23 91 21 122 133 196 57 16 1,200 9 5 2 66 1 10 1 9 19 12 1 Railway Department Electrical-sig-nalling Christchurch City Council 35 36,393 Totals 4,734 5,841 15,492 62,495 9 maximum, 10,80i kw. Divers: ity factor, 5*8. Power-hou:
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84
Table E.—Lake Coleridge Electric-power Supply: Gross Financial Results of Distribution of Energy for Year ended 31st March, 1924.
Distributing Authority. Number of i Consumers. Capital Outlay. j Consumers. - Reve Rates. Revenue. enue. | Trading Account. Other Sources. Paid for Electricity. Expenditur Interest. Expenditure. re. Balance Depre- Sinking jother Ex- < Profit )- ciation. Fund, i penditure. Maintenance. Public Works Department Ashburton Power Board Banks Peninsula Power Board .. Christchurch City Council Eyre County Council .. .. Halswell County Council Heathcote County Council Kaiapoi Borough Council Kowai County Council Lyttelton Borough Council Rangiora Borough Council Rangiora County Council Riccarton Borough Council Springs-EUesmere Power Board . . Sumner Borough Council Tai Tapu Dairy Company 543 1,022 785 20.089 120 170 763 427 210 388 336 336 866 637 652 183 £ 892.801 78,261 89,568 480,437 5,570 6,116 18.641 4,500 15.681 5,000 8,156 22,403 10,718 58.686 10.198 8,476 £ 35.474* 6.964 7,594 120.839* | 1,344 1,426 4,745 2,368 1.098 3.266 2.344 3.137 3.951 4.917 3.272 2.811 £ 2,237 2,503 £ 50 985 £ 1,694 45 20 426 5 202 £ 1,215 1,489 23,942i 617 664 2.319 1.110 232 975 644 1.303 1.260 1,037 878 1,304 P.W. 183 CC. 2.167 £ 20,778 4,617 2,772 26,181 122 201 1.146 624 188 1.171 473 227 1,625 2.365 819 933 £ 44,443 t 4.057 19.330 273 263 424 236 713 235 345 704 305 2.558 448 284 £ , 12,584 t 28,733 214 265 85 194 582 £ f 832 50 50 494 45 100 75 255 150 81 £ 289 'l9§ 75 500 £ 703 1.177 751 23.775 282 253 564 139 12 766 484 148 1,745 1.310 852 78 47 17 1,069 370 •* Waimairi County Council 2,029 45,008 13,706 ■{ j-4,559 2,080 1,341 3,376 Totals 1,422 1 3,508 i 41,339 68,801 76,698 42,657 883 36,415 29,556 1,760,220 219,256 4,740 3,473 * After deducting amount of sales to other distributing bodies, totalling £41,340 to Pubhc Works Department and £2,167 to Christchurch City Council. After deducting £2,167, amount paid by other distributing body. § Loss on Trading Account. j Included in capital expenditure. Gross profit of the Lake Coleridge system, £36,415.
85
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Table F.—Waikato Electric-power Supply.—Results of Operation.
First Year, March, 1921. Second Year, March, 1922. Third Year, March, 1923. Fourth Year, March, 1924. Capital outlay £ 249,499 £ 353,808 £ 395,022 £ 474,817 Costs— Working costs Interest Depreciation, 2 per cent. 6,452 10,675 3,960 7,986 13,187 4,512 9,721 19,208 6,620 12,474 21,231 10,393 Total costs 21,087 25,685 35,549 44,098 Revenue— Cambridge Electric-power Board Central Electric-power Board Te Awamutu Eloctric-power Board Thames Valley Eloctric-power Board Hamilton Borough Council Waihi Gold-mining Company Waihi Grand Junction Gold Company New Zealand Railways, Frankton Other consumers Miscellaneous (rents, &c.) 13,698 782 541 353 508 2,908 1,391 13,748 5,709 1,837 2,216 2,119 8,556 2,911 15,927 4,250 450 2,115 1,437 2,319 4,436 3,196 16,056 4,621 15,305 9,330 1,590 1,691 1,380 238 86 i,675 1,374 Total revenue 14,804 28,207 41,818 59,924 Profit (P.) or loss (L.) .. Accumulated deficiency Accumulated surplus Accumulated Depreciation Fund Accumulated Sinking Fund (L.) 6,282 8,404 5,653 (P.) 2,522 5,882 10,210 (P.) 6,269 386 16,605 (P.) 15,826 3,494 24,832 12,718 Maximum load (kilowatts) — Power-house, for year Power-house, average weekly 3,500 2,675 5,800 4,080 6,900 5,382 7,400 6,852 Units output— Power-house total Substations total 16,729,050 25,659,550 33,732,150 30,435,036 45,077,150 40,614,013 Units sold— Cambridge Electric-power Board Central Electric-power Board Te Awamutu Electric-power Board Thames Valley Electric-power Board Hamilton Borough Council Waihi Gold-mining Company Waihi Grand Junction Company New Zealand Railways, Frankton Other consumers 1 }■ Included in sumers " J 14,477,387 738,613 r "other con- < below 519,450 657,000 622,040 3,776,065 860,000 19,116,114 4,079,700 780,370 1,320,827 887,570 7,019,366 1,500,818 18,776,851 8,957,300 247,613 424,139 15,383,006 5,449,870 160,000 2,260,719 400,000 Total units sold 15,376,000 23,093,595 30,030,369 39,914,854 Losses— Transmission losses Percentage Distribution losses Percentage 1,338,450 8-0 2,565,955 10-0 3,297,114 9-8 3,701,781 11-0 4,463,137 9-9 5,162,296 11-3 Load-factor— Power-house annual (per cent.) Power-house, average weekly (per cent.) 54-5 71-0 50-5 71-3 55-8 71-2 69-6 75-3 Working-costs— Per kilowatt—powor-house maximum (annual) .. Per kilowatt—power-houso maximum (average weekly) Per unit generated Per unit sold £1-84 £2-38 0-093d. 0-I00d. £1-38 £1-95 0-075d. 0-083d. £1-41 £1-81 0-069d. 0-078d. £1-69 £1-82 0-067d. 0-075d. Capital costs— Per kilowatt—powor-houso maximum (annual) .. Per kilowatt—power-house maximum (average weekly) Per unit generated Per unit sold £4-18 £5-47 0-210d. 0-228d. £3-06 £4-34 0-166d. 0-184d. £3-76 £4-80 0-184d. 0-206d. £4-28 £4-62 0-168d. 0194d. Total costs— Per kilowatt—power-house maximum (annual) .. Per kilowatts—power-house maximum (average weekly) Per unit generated Per unit sold .. .. £6-02 £7-85 0-303d. 0-327d. £4-43 £6-29 0-240d. 0-207d. £5-15 £6-61 0-253d. 0-284d. £5-96 £6-44 0-235d. 0-277d. Revenue— Per kilowatt—power-house maximum (annual) .. Per kilowatt—power-house maximum (average weekly) Per unit generated Per unit sold Per kilowatt maximum— Cambridge Electric-power Board Central Electric-power Board Te Awamutu Eloctric-power Board Thames Valley Electric-power Board — Horahora Waikino Waihou Average £4-23 £5-53 0-212d. 0-229d. £4-83 £6-91 0-264d. 0-293d. £5-817 £5-883 £5-708 £6-07 £7-77 0-298d. 0-334d. £10038 £8-446 £10-188 £8-10 £8-73 0-319d. 0-360d. £9-911 £9-165 £9-455 £3-220 £3-809 £9-145 £6-410 £3-595 £7-166 £8-093
D.—l.
Table F. —Waikato Electric-power Supply.—Results of Operation— continued.
Table G.—Waikato Electric-power Supply.—Analysis of Capital Outlay.
Table H.—Waikato Electric-power Supply.—Operating or Working Costs.
Table J. —Waikato Electric-power Supply.—Connected Load in Kilowatts (31st March, 1924).
86
First Year, Second Year, March, 1921. March, 1922. Third Year, March, 1923. Fourth Year, March, 1924. Revenue— continued. Per kilowatt maximum— continued. Hamilton Borough Council Waihi Gold-mining Company Per unit sold— Cambridge Electric-power Board Central Electric-powor Board Te Awamutu Electric-power Board .. Thames Valley Electric-power Board— Horahora Waikino Waihou Average .. Hamilton Borough Council Waihi Gold-mining Company £ £4-892 £ £5-724 £4-124 £ £8-031 £5-210 0-849d. 0-810d. 0-818d. £ £9-316 £5-347 0-712d. 0-806d. 0-865d. 0-683d. 0-489d. 0-630d. 0-557d. 0-436d. 0-547d. 0-739d. 0-196d. 0-227d. 6'214d. 0-544d. 0-812d. 0-199d. J
Capital Outlay. Tt Expenditure Itom - during Year. 31st March, 1923. 31st March, 1924. £ £ £ l,and, roading, and fencing at Horahora .. .. 3,125 3,208 83 Headworks .. .. .. .. .. 88,666 134,842 46,131 transformers, and machinery .. 72,390 97,588 25,198 Staff village, Horahora .. .. .. 10,320 1.1,054 728 t"ransmission-lines .. .. .. .. 112,258 113,245 987 Distribution-lines .. .. .. .. 705 705 Main substations .. .. .. .. 40,189 41,123 934 Distribution substations .. .. .. 7,395 7,414 19 /ehioles and loose construction equipment .. 7,859 8,418 559 jand, stores, and railway-siding, Ruakura .. 11,342 11,342 Staff residences, Ruakura .. .. .. 3,521. 3,521 iffice furniture, Hamilton .. .. .. 440 491 54 Surveys, supervision, and preliminary expenses .. 15,604 17,639 2,035 Interest during construction .. .. .. 21,208 24,224 3,016 Totals .. .. .. 395,022 474,817 79,744 474,817 79,744
123. 1! 124. Expenditure. Per Unit sold. Cost. Per Unit sold. Cost. feneration "ransmission Iain substations I.T. distribution lanagement and general liscellaneous and stand-by expenses.. £ 3,859 1,480 1,016 245 3,031 90 d. 0-031 0-012 0-008 0-002 0-024 £ 5,583 2,495 .1,805 265 2,238 88 d. 0-034 0-015 0-011 0-002 0-013 Totals 9,721 0-077 12,474 0-075
Light. Heat. Power. Total. Vaihi Gold-mining Company Vaihi Grand Junction Gold Company Cambridge Co-operative Dairy Company ■Jew Zealand Co-operative Dairy Company, Frankton State Farm, Ruakura •few Zealand Railways, Frankton Cambridge Eloctric-power Board Central Electric-power Board He Awamutu Electric-power Board .. rhames Valley Electric-power Board.. lamilton Borough Council .. 'ublic Works Department, Horahora.. 'ublic Works Department, Arapuni .. i-ublic Works Department, Hamilton.. 164 38 2 100 38 1 4,646 2,452 184 4,910 2,528 187 16 10 57 404 511 301 1,275 1,317 6 1 4 5 1 27 084 781 511 2,397 577 77 10 10 769 5 667 454 843 639 4,135 929 30 3 42 790 16 751 1,542 2,135 1,451 7,807 2,823 113 14 56 Totals 4,106 5,219 15,798 25,123 Power-house maximum load, 7,400 kw. Diversitj faotor = 3-4.
87
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Table K.—Waikato Electric-power Supply.—Gross Financial Results of Distribution of Energy for the Year ended 31st March, 1924.
Number of Consumers. Capital Outlay. dtal Revenue. Expenditure. Balance. Distributing Authority. ' Consumers. Rates. Trading Other Account. Sources. Paid for Mainten- T . . Deprecia- Sinking Other ExElectricity, ance. u res * tion. Fund. penditure. Profit. Loss. Public Works Department Cambridge Power Board Central Power Board Hamilton Borough Council .. Te Aroha Borough Council Te Awamutu Power Board .. Thames Valley Power Board £ 11 474,817 ! 729 87,529 1,479 146,961 2,115 48.989 497 16,227 856 126,187 2,653 417,265 £ 26.494* 8,087 17,845 22,478 4,947 10,913 40,970* £ £ 165 9 £ 1.214 120 126 26 359 326 163 £ 88 2,319 4,436 4,621 1,422 3,196 14,634f £ 12,386 2,447 3,456 5,702 1,183 5,005 4,821 £ 21,231 4.495 : 8.444 | 3.349 709 8.631 17,625 £ 10,393 320 £ 12,718 750 1,500 3.827 55 1,200 1,000 £ £ 3,108 £ 1,795 19 135 5,024 1,617 2,121 32 8,216 4,640 135 11,134 Totals 8,340 1,317,975 \ 131,734 2,121 64,484 10,713 6,431 8,441 2.334 30,716 : 35,000 21,050 135 21,018 * After deducting amount of sales to other distributing bodies, totalling £30,628 to Public Works Department and £1,422 to Thai paid by other distributing body. Gross profit of the Waikato system, £27,301. es Valley Power Board. t After dedui ;ing £1,422, amount *
D.—l
88
Table L.—Electric-power Boards of New Zealand as constituted on 31st March, 1924.
Name of Electrio-power District. Proclamation constituting Distriot gazetted. Number of Members on Board. ) Approximate Area of District (Square Miles). Inner Outer I -r Area. -Area. | Population, iner Area. . ~! u Value of Rateable Propertv . (Unimproved). " Amount Loan Voting for Loan Poll. Outer -Area. Inner Area. Outer Area. Inner Area. Outer Area. ! authoriz ed. For. Against. Southland Thames Valley Te Awamutu Cambridge Banks Peninsula Wairarapa Central Springs-EUesmere .. Teviot Wairoa Dannevirke Opunake Ashburton Manawatu-Oroua .. Horowhenua Wanganui-Eangitikei Tararua Auckland Taranaki Hutt Valley Central Hawke's Bay South Canterbury .. Grey Malvern Waitaki Otago Westland Reefton Buller Otago Central Wairere Hobson Tauranga Kaipara Marlborough Poverty Bay 19/11/19 8/1/20 8/1/20 8/1/20 8/1/20 25/3/20 8/7/20 8/7/20 22/7/20 29/7/20 11/8/21 18/8/21 17/11/21 1/12/21 1/12/21 1/12/21 23/3/22 1/4/22 19/5/22 6/7/22 19/10/22 26/10/22 26/10/22 28/6/23 9/8/23 18/10/23 28/10/20 30/6/21 11/5/22 26/10/22 18/1/23 29/3/23 14/6/23 18/10/23 25/10/23 20/12/23 12 12 10 8 7 9 8 11 10 10 12 12 9 12 10 12 7 9 9 12 9 6 9 6 9 5 5 7 7 8 7 6 8 11 7,798 2,304 261 137 387 302 440 715 76 1,354 568 122 1,193 1,301 630 1,648 700 295 218 471 1,226 1,673 640 308 420 676 750 24 1,987 27 147 778 636 49 3.198 1,735 3,059 25 1,694 105 117 1,349 972 565 1,419 65,450 30,475 8,000 6,000 3,935 17,500 11,000 10,927 1,800 4,368 11,648 2,744 16,691 38,500 11,795 41,364 8,485 145,870 10,190 23,422 8.980 35,618 10,000 3,920 18,134 10,604 3.272 1.850 9,197 1,500 1,500 7,017 4.656 1.600 13,637 23,320 9 500 1,752 5,895 433 500 533 650 1,781 12,000 6,000 2,000 1,500 653 13,478 2,989 1,000 3,106 £ 14,163,952 7,550.000 1,559.588 1,841.209 5,086,935 3.913,232 3,958,424 6.566.696 169,137 2,660.292 | 4,177,743 716,111 9,346,863 13,955,493 3,403.255 6,568.540 2,912,346 I 43,469,650 2,865,396 2,656,299 6,653,485 12,946,839 | 514,694 2,433.080 I 4,358,230 ! 1,882.990 ! 196,268 64,476 696,374 52.313 392.434 1,389,487 964,553 327,635 5,901,609 4.391,844 £ 137,513 108,921 5,457,271 488,970 200.000 700,181 1,408,210 1,147,113 3,109,336 2,536.815 100.000 1,458.588 255.558 2,813,458 982.621 480,000 267,547 £ 1,500.000 700,000 120,000 112,000 100,000 260.000 200,000 60,000 35,000 100.000 175,000 70,000 296,500 500,000 260.000 375,000 200,000 1,722,500 350,000 200,000 150,000 6,516 1,503 359 474 ! 331 : 1.704 515 i 330 191 504 651 j 170 ! 1,590 j 1,144 973 1,315 714 4,179 635 1.431 543 415 28 71 23 225 19 24 27 31 93 20 96 96 26 214 83 288 190 137 41 3,429 810 1,833 2,780 1,605 80,000 40,000 135,000 200,000 630 326 1,286 961 134 22 124 162 2,657 260 3 ►Poll not y et taken. Totals 35,194 22,682 ,624,969 54,779 180,707,472 21,652,102 7,941,000 28,975 2,58!
D.—l
Table M.—Electric- power Boards.— Returns for Year ended 31st March, 1924.
12—D. 1
89
Board. Main Supply commenced. | Capital Outlay. Revenue. Sale of Sale of Electricity. Materials. | (Gross.) (Profit.) Revenue. ExpenditureLi is - General Rate. Special Rates. Valuation Basis. Levied. Collected. Levied. Collected. Capital Charges. Power. General. Ashburton Auckland Banks Peninsula Cambridge Central Central Hawke's Bay Dannevirke Grey Hobson Horowkenua Hutt Valley Manawatu- Oroua Opunake Otago Central Reefton South Canterbury Southland Springs-EUesmere Taranaki Tararua Te Awamutu Teviot Thames Valley Wairarapa Wairoa Waitaki Wanganui-Rangitikei 1923 1908 1922 1921 1921 £ 78,261 1,183,140 89,568 87,529 146.961 664 30,947 £ 7,009 215,364 7,614 7,797 17,971 £ 217 50 419 £ 110,022 4,889 5,245 9,943 £ 4,098 1,489 2,319 4,436 £ 1,734 100,756 2,772 2,448 3,457 £ 1,177 4,803 135 £ 1,486 1,796 d. 0*9 0-10 £ 2,237 562 d. 0*55 0-157 0-5 0-4 1-03 1-10 I £ Nil Nil Nil Nil Nil Nil Nil 2,503 Nii Nil j Capital. Capital. Capital Capital. Unimproved. Unimproved. Capital. Unimproved. Capital. Unimproved. Unimproved. Capital. Capital. Capital. | Capital. ! Unimproved. Capital. Capital. Unimproved. Capital. Unimproved. 1923 76,238 36,426 123.200 60,795 353 176 1,297 90 841 573 700 90 865 0-25 28 I 0-75 147 147 0-03 11 426,801 58,686 40,718 24,480 126,187 27,193 417,265 132,539 42,242 6,534 4,917 359 5,310 1,037 1,070 2,365 1,054 366 4,997 513 1,193 1,054 544 6,760 1-25 0-14 1,873* Nil 2,105 1922 2,708 0-16 1921 3,331 11,240 92 32 1,236 9,831 2,365 3,204 1-25 8,216 258 166 11,134 369 4-00 1921 42,555 529 6,309 18,760 16,096 4,781 418 3,075 522 1923 2,350 2,100 1.050 522 0-04 Nil Capital. Capital. Capital. Capital. 1,927 Totals 3,212,296 332,467 10,740 165,557 42,454 130,662 19,086 14,552 6,816 2,503 * Arrears. Buller, Kaipara, Malvern, Tauranga, Otago, Poverty Bay, Waitomo, Wairere, and Westland Boards not yet in operation.
D.—l
90
Table O.—Electric-supply Stations of New Zealand at 31st March, 1924.
(G = gas; O = oil ; S = steam; W = water.) Station. Ownership. *S CO O -r >.CO u CO Bt g Population M I a £ supplied. £ 2 g z.8 Capacity, in Kilowatts. Main ! Standby Maximum Plant. | Plant. Load. Capacity, in Kilowatts. Load (Kilowatts). diversity Faet01 * Generated or purchased. Uni! Sold. Units. its. !„.!£ —; 1 2<S « System Percentage ! | 4i g of Supply. Non-productive. Non- : < $ g productive. rlrU Supply Voltage. Route- j i§-| miles of a fn Lines. s a 44? _! : ■" " t 1 Steam Stations. 1. Auckland (lighting) .. 2. Wellington (lighting) ,, (tramways) 3. Invercargill 4. Gisborne 5. Huntlv 6. Bluff " 7. Kaitangata Power Board City Borough Borough Town Board Borough Borough 1908 145,870 16,342 1888 100,000 17,000 1904 .. 513 1913 26,000 3,036 1912 13,126 2,420 1916 2,500 378 1903 1,600 i 295 1917 : 1,768 160 20,260 3,500 4.000 1.450 650 225 Bulk Bulk 525 . .... i 7,650 4,310 3,900 1,050 530 46 30 6 5,432 3.199 460 5-3 6-0 10-0 26,337,490 21,230,903 ! 5,106,587 10,500.280 8,231,812 j 2,268,468 14,136,149 12,653,789 ! 1,482.360 3,879.810 3,413,049 '• 466,761 1.298,942 ! 1.049,107 ! 249,835 80,574 j 66,073 j 14,501 65,508 ! 55,622 : 9,886 14,040 12,139 | 1,901 19-4 21-6 105 12-0 19-3 18-0 15-1 13-6 39-3 D.C./A.C. ! 460/400/230 \ 200 27-8 A.C./S.P. 105 195 41-5 D.C. 550 42-2 A.C. | 400/230 , 108 28-0 D.C. 440/220 33 20-0 D.C. 460230 7 24-9 D.C. ! 440/220 7 26-8 A.C. 230 8 Totals .. 290,864 140,144 '30,085 525 17,522 56,312,793 ! 46,712,494 9,600,299 17-0 36-7 j 558 Gas Stations. 1. Wanganui 2. Napier 3. Devonport 4. Eeilding 5. Te Kuiti 6. Pukekohe 7. Waipukuraut 8. Opotiki 9. Picton 10. Pahiatua 11. Waitara 12. Tamaki West 13. Waiuku .. .. ! 14. Motueka .. 15. Martinborough .. ! 16. Eketahuna 17. BuU's 18. Kaikoura Borough Borough Borough Borough Borough Borough Borough Private Borough Power Board* .. Borough Road Board Company Borough Town Board Power Board* .. Town Board County 1908 17,500 1913 13,600 1915 9,300 1914 5,000 1913 j 2,325 1917 j 2,200 1923 I 2,000 1914 - 1,100 1917 1,400 1918 1,360 1907 1.500 1922 2,000 1918 3,000 1921 1,490 1914 964 1909 874 1915 505 1922 600 1,100 2,509 1,348 1,142 540 448 342 288 300 277 i 314 270 176 207 246 221 156 111 1,650 830 400 310 170 220 80 99 65 107 85 150 200 52 77 62 27 37 30'(G.) | 950 778 ■ 256 185 130 86 70 65 64 57 55 52 44 42 40 33 22 20 | 2,893 3,845 1,857 1,029 525 ' 393 ' 389 116 363 250 160 226 268 94 100 I 157 I 97 76 30 4-9 7-3 5-6 4-1 4-6 5-6 1-8 5-7 4-3 2-9 4-3 6-1 24 2-5 4-7 4-5 38 2,152,390 2,083,695 596,340 527,414 260,507 189,446 79,725 87,430 186,836 70,179 81,700 69,017 | 48,295 48,824 73,372 37,531 | 23,643 : 42,050 I 1,627.640 1,778,279 451,119 395,035 211,744 138,704 68,817 72,859 168,153 58,008 56,316 64,382 38.636 31,504 38,127 31,276 18,363 23,437 524,750 305,416 145.221 132,379 48,763 50,742 10,908 14,571 18,683 12.171 25,384 4,635 9.659 17,320 j 35,245 6,255 5,280 18,613 24-4 25-9 A.C. ! 400/230 14-6 30-5 D.C. ! 460/230 24-4 26-6 D.C. 460/230 25-1 32-5 A.C./S.P. 230 18-7 22-9 D.C. 460/230 26-7 25-2 A.C 400/230 13-8 15-6 A.C. 400/230 16-7 15-3 D.C. 460/230 100 33-3 D.C. ; 460/230 17-3 13-9 D.C. J 460/230 31-0 16-9 D.C. 460/230 6-7 15-1 A.C. 400/230 20-0 12-6 A.C. 400/230 35-4 13-3 A.C. 400/230 48-1 20-9 i D.C. 230 16-7 ! 12-8 D.C. 230 22-3 12-6 D.C. 230 44-2 , 24-0 A.C. : 400/230 54 30 20 26 11 15 11 11 10 10 9 11 10 8 7 5 4 27! Totals 66,718 ; 9,995 4,621 30 2,949 12,838 4-4 6,658,394 j 5,272,399 1,385,995 20-8 I 25-8 260 Oil Stations. 1. Hastings 2. Stratford .. Borough Borough 1912 1898 10.000 i 2,294 9,000 ; 875 576 280 487 205 2,968 1,120 6-1 5-5 1,096,920 438,525 : '998,100 294,885 98,820 143,640 9-1 32-7 j 25-8 I 24-4 D.C./A.C. A.C./S.P. 460/400-230 250/110 31 25 27 Totals 19,000 j 3,169 856 692 4,088 5-9 i 1,535,445 ' 1,292,985 242,460 15-8 25-3 56 j .. A.C. 400/230 376 ■ 48( A.C. 400/230 291 > .. D.C./A.C. 460/400/230 52 ! .. A.C. 400/230 120 D.C./A.C. 460/400/230 97 A.C. 400/230' 185 j 31( A.C ! 400/230 48 j .. A.C. ' 400/230 18 ! .. A.C. 400/230 26 i A.C. 400/230 37 ; .. A.C. 400/230 139 ! .. Hydro Stations. 1. Coleridge .. Christchurch Timaruf ■. Waimairi .. .. i AshburtonJ Bahks Peninsula Rangiora .. Riccarton.. Heathcote .. j Tai Tapu Springs-EUesmere .. | P.W. Dept. City Council Borough County Power Board Power Board County Borough CountyCompany Power Board 1915 1904 1908 1916 1908 1920 1918 1916 1914 1915 1921 203,000 : 543 (94,500) 20,089 (14,500) 1,720 (11,000) 2,029 (17,224) 1,022 (4,000) i 785 (3,150) I 336 (4,140) 866 (4,000) 763 (5,600) 183 (10,927) 637 12,000 1,500 (S.) Bulk 750 (S.) Bulk 475 (GS) Bulk Bulk 321 (GO) Bulk 30 (W.) Bulk Bulk Bulk Bulk Bulk 10,800 61,482 (5,640) (36,393) (450) (2,116) (270) (3,177) (240) (1,345) (199) (1,034) (199) (419) (195) (1,272) (170) . (899) (160) '• (418) (116) (842) 5-7 6-5 4-7 11-8 5-6 5-5 21 6-5 5-3 2-6 7-3 48,777,886 43,792,372 (21,696,610) 18,979,956 1,338,720 1,038,140 (1,228,191) 982,553 (529,687) j 374,650 (582,851) 275,539 (391,151) 312,921* (400,490) 363,457 (774,820) 746,079* (465,895) ; 372,716* (304,266) : 205,438 . --. ' 4,985,514 10-2 \ 51-5 2,716,654 12-5 I 44-0 300,580 22-4 34-1 245,638 20-0 : 51-9 155,037 29-3 25-2 307,312 52-7 ! 33-5 78,230* 20-0 . 22-5 37,033 9-2 i 23-4 28,741* 20-0 52-0 93,179* 200 ! 33-3 98,828 32-5 30-0 * Borough plants taken over by Power Board. f Return for ten months only.
I).—1
91
Table O (continued). — Electric-supply Stations of New Zealand at 31st March, 1924.
(G = gas ; 0 = oil; S = steam ,- W = water.) Station. Ownership. 5 I c £ p. S i Population £ S &S : supplied. ! a s> Capai Main ! Plant. Capacity in Kilowatts. icitv in Kilowatts. __— c ° L rd ted Di ™ rsit * — Standby j Maximum (Kilowatts). Pactor - Generated Plant. Load. or purchased. l-tS-Uni Sold. Units. lits. : » Eg : ; System Percentage § ■£ g of Supply. ■Non-productive. Non- <l|g productive. ■-? ?* r* IB Supply Voltage. Eoute- |l" miles of felines. £ o Hydro Stations —continued. Sumner .. .. Borough Kaiapoi .. .. Borough Lyttelton .. Borough Eyre .. .. County HalsweU .. .. County Rangiora .. .. Borough Kowia .. .. County 2. Horahora .. .. P.W. Dept. Thames Valley .. Power Board HamUton .. Borough Central .. .. Power Board Te Awamutu .. Power Board Cambridge .. Power Board Te Aroha .. Borough 3. Dunedin (Waipori) .. City 4. Wairua .. .. Company Whangarei .. Borough 5. New Plymouth .. Borough 6. Tauranga .. .. Borough Te Puke .. .. I Town Board 7. Waikaremoana .. Power Board Wairoa .. .. Borough 8. Hawera .. .. Company 9. Hokitika (Kaneiri)h .. \ Company 10. Oamaru .. .. Borough 11. Rotorua .. .. Government 12. Taihape .. .. Borough 13. Gore .. .. Borough 14. Thames .. .. Borough 15. Whakatane .. .. Borough 16. Havelock North .. Town Board 17. Inglewood .. .. Borough 18. Ohakune .. .. j Borough 19. Brightwater.. .. Company 20. Murchison .. .. County 21. Patea .. .. Borough 22. Reefton .. .. Company 23. Kaponga .. .. Town Board 24. Raetihi .. .. Borough 25. Mataura .. .. Borough 26. Mangaweka .. Town Board 27. Winton .. .. Borough 28. Havelock South .. Town Board 29. Waverley .. .. Town Board 30. Eairlie .. .. County .. 1915 (3,250) .. 1917 (1,800) .. 1917 (3,840) .. 1920 (1,020) .. 1919 (1,800) .. 1919 (2,000) .. 1923 ! (2,080) .. 1913 72,200 .. 1921 I (30,000) .. 1913 ;(14,000) .-. 1921 ! (11,000) .. 1920 j (8,500) .. 1921 ! (6,000) .. 1906 < (2,200) .. 1907 75,000 : .. 1916 i 6,100 .. 1915 (5,400) .. 1906 ! 26,000 .. 1915 4,300 .. 1921 875 .. 1923 4,368 .. 1913 (2,100) .. 1903 5,750 .. 1908 2,500 .. 1918 8,500 .. 1901 3,886 .. 1912 2,009 .. 1905 3,740 .. 1914 5,000 .. 1922 1,800 .. 1915 1,500 .. 1905 1,300 ! .. 1914 1,560 .. 1911 : 4,000 ! .. 1922 , 420 .. 1901 j 1,700 .. 1887 ] 1,400 | .. 1916 800 .. 1917 j 4,500 .. 1913 j 1,280 ; .. 1913 350 .. 1914 800 .. 1918 300 .. 1916 650 .. 1922 1,860 652 Bulk j .. (106) (561) 427 ! Bulk i .. (Ill) (332) 388 Bulk ! .. (103) (759) 120 i Bulk i .. (92) (179) 170 ! Bulk .. (85)* ; (207) 336 : Bulk .. (71) (418) 210 I Bulk .. (33) (236) ' 11 | 6,300 1,500 (G.) 7,400 25,920 2,653 | Bulk .. (1,951) (7,807) I 2,115 j Bulk .. (496) (2,823) 1,479 i Bulk .. (484) (2,135) 856 , Bulk .. (330) (1,451) 729 j Bulk .. (218) (1,542) 497 I Bulk 150 (W.) (148) (797) : 14,000 ! 6,000 860(0) 7,360 22,813 30 ; 2,000 .. 2,200 1,305 Bulk .. 222 1,769 j 4,456 800 .. 880 I 4,674 866 j 800 .. 709 i 2,263 179 ! Bulk .. (42) (265) 66 700 .. 558 1,271 437 I Bulk .. (122) (619) 2,006 625 135(0.) 499 2,041 317 700 150 (S.) 480 I 860 1,177 I 270 .. 254 - 1,683 968 ! 200 20(0.) 200 : 1,284 446 j 175 .. 157 639 853 ! 240 .. 150 750 915 j 100 ; 105(0.) 150 1,019 250 ! 240 ' .. 130 305 250 j 176 ; .. 90 394 ! 120 .. 89 772 j 256 * 120 j 30 (G.) 77 450*| 420 100 | 40 (G.) 70 250 97 100 ' .. 70 I 114 270 135 .. 66 | 155 216 86 j .. 65 312 140 .. 56 I 215 420 50 j 50 (W.) 55 I 529 237 75 ! .. 48* 106 i 40 j 28 (O.) 30 190 178 '' Bulk .. 30*' 115 50 20 i 19* 170 : 40 .. 18 105 134 40 : .. 17 99 5-3 (400,890) 320,712*! 3-0 (419,050) 335,240* 7-4 (359,300) 338,283 1-9 (206,354) 165,083* 2-4 (172,086)* 137,669* 5-9 (193.090) 141,450 7-1 (81,540) : 54,144 ! 3-5 45,119,550 ] 39,914,854 4-0 (7,019,366) 5,615,493 5-7 (1,500,818) 1,230,112 4-4 (1,320,827) 906,067 4-4 (800,080) 574,964 7-1 (780,370) 639,904 5-4 (289,046) 272,104 3-1 30,154,599 21,721,942 10,110,780 8,447,197 8-0 (743,590) 612,092 5-3 4,030,114 2,396,289 3-2 3,623,924 2,990,802 6-4 (123,000) 104,677 2-3 1,334,627 1,066,295 7-9 (266,735) 226,725 4-1 883,822 775,815 1-8 1,851,840 1,347,300 6-6 718,038 599,798 6-4 759,219 515,751 4-1 328,011 297,131 5-0 499,465 454,060 6-8 474,312 383,918 2-4 343,000 ! 279,200 290,265*! 232,212 8-7 209,540 190,491 5-8* 98,906 i 89,706 3-6 70,000 62,666 1-6 122,200 i 65,159 2-4 160,882 126,343 201,600* 161,300* 3-8 94,863 90,415 9-5 158,919 144,482 57,589 : 48,342 6-4 345,370 22,250 3-8* 34,801 29,643 29,800* 23,840* 5-9 32,577 29,616 60 47,580 42,060 80,178*! 83,810*' 21,017 41,271*; 34,417*1 51,540 27,396 5,204,696 1,403,873 270,706 414,760 225,116 140,466 16,942 8,432,657 1,663,583 • 131,498 1,633,825 633,122 18,323 268,332 40.010 108,007 504,540 118,240 243,468 30,880 45,405 90,394 63,800 58,053* 19,049 ; 9,200 7,334 57,041 34,539 40,300* 4,448 14,437 9,247 323, 120§ 5,158 5,960* 2,961 5,520 20-0 20-0 5-9 20-0 20-0 26-7 33-5 11-5 20-0 180 31-4 28-2 18-0 5-9 26-8 16-4 17-7 40-5 17-5 14-9 20-1 15-0 12-2 27-2 16-5 30-1 9-4 9-1 191 18-6 20-0 9-1 9-3 10-4 46-6 21-5 20-0 4-7 9-1 16-0 14-8 20-0 91 11-6 39-5 ! A.C. 400/230 17 .. 43-1 A.C. j 400/230 20 I .. 39-8 : A.C. | 400/230 9 | .. 25-3 '■ A.C. 400/230 20 j .. 23-1 A.C. 400/230 22 30-9 A.C. 400/230 11 28 2 A.C. 400/230 45 69-7 A.C. 11,000 125 : 27 41-1 A.C. 400/230 441 .. 34-5 A.C. 400/230 51 311 A.C. 400/230 ! 270 ' .. 27-6 A.C. 400/230 i 255 j .. 40-8 A.C. 400/230 115 j .. 22-3 A.C. 400/230 15 I 560 46-7 A.C. 400/230 . 367 I 700 52-6 A.C. 400/230 31 : 130 38-2 < A.C. 400/230 44 , .. 52-3 A.C. 400/230 j 194 120 58-0 A.C. 400/230 68 110 33-5 A.C. 400/230 9 27-3 A.C. 400/230 33 j 680 38-9 A.C. 400/230 12 ■ .. 20-2 A.C. 400/230 68 , 57 44-1 A.C. 400/230 18 I 250 32-3 A.C. 400/230 30 250 43-3 A.C. 200/115 28 14 23-8 , D.C. | 460/230 8 30 37-9 A.C. i 400/230 33 23 36-1 D.C./A.C. 460/400/230 19 ! 130 30-1 A.C. 400/230 30 i 276 36-8* A.C. 400/230 17 | 50 26-8 | A.C. 400/230 10 i 38 14-7 i A.C. ! 400/230 9 42 11-4 A.C. ! 400/230 30 11 19-9 A.C. ! 400/230 14 j 105 27-8 A.C./S.P. i 100 13 78 25-3 D.C. 230 8 27 19-3 A.C./D.C. j 400/230 37 48 32-8 A.C. i 400/230 19 ! 350 13-7* A.C. ! 440/220 S.P. 25 : 23 13-1 A.C. I 400/230 7 I 37 13-2* A.C. 400/230 4 ; .. 17-0 j D.C. 460/230 2 ' 270 20-6 , A.C. 400/230 6 60 32-9 i A.C. 400/230 6 I 66 Totals .. .. ' 447,448 ! - \ 447,448 71,397 30,392 16,144 I ; i 71,397 30,392 16,144 32,949 131,747 32,949 131,747 40 152,302,799 ! 120,617,4141f i 4-0 i 152,302,799 120,617,414f 31,685,385 j 31,685,385 20-8 20-8 52-8 4,004 [ * Assessed from incomplete returns. t Bulk supply temporary at 11,000 volts from December, 1923, and permanent at 66,000 volts from February, 1924. and pumping. I] Beturn for nine months only. ff Units retailed! Note. —-Figures in parentheses not included in totals. X Bulk supply from Ai gust, 1923. § Includes units used for town street-lights
D.—l.
Table P.—Summary of Returns of Operating Results for the Year ended 31st March, 1924.
92
Station. Capital Gross Outlay at Revenue Working- Capital 31st March, (notinclud- expenses.* Charges. 1924. ing Rates), Total Annual Costs. Net Results. Loss. Per Unit Per Kw. sold. of Max. Average Revenue. Working-costs. Per Unit Per Kw. sold. of Max. Capital Charges. Per Unit Per Kw. sold. of Max. Total Costs. Retail Selling-n i tes. Profit. Per Unit sold. Per Kw. of Max. Lighting. Heating. Power. i Steam Stations. £ 1. Auckland (Ughting) .. 1,183,140 2. Wellington (lighting) .. 544,073 (tramways) 220,035 3. Invercargill .. .. 143,528 4. Gisborne .. .. 56,930 5. Huntly .. .. 8,575 6. Bluff .. .. 4,589 7. Kaitangata .. ... 1,472 £ 215,581 | 150,191 ! 111,006 j 35,501 ! 23,071 I 2,846 2,574 ! 455 : £ 215,581 150,191 I 111,006 j 35,501 ' 23,071 I 2,846 2,574 ! 455 : £ £ 100,756 110,022a 96,471 40,852a 81,664 20,518a 17,952 8,4616 15,049 : 2,4456 2,961 i 5366 2,001 241c 302 I £ £ 100,756 110,022a 96,471 ! 40,852a 81,664 20,518a 17,952 8,4616 15,049 I 2,4456 2,961 i 5366 2,001 241c 302 £ 210,778 137,323 102,182 26,413 17,494 3,497 2,242 302 £ 210,778 137,323 102,182 26,413 17,494 3,497 2,242 302 £ 4,803 12,868 8,824 9,088 5,577 £ 651 d. £ 2-36 27-4 4-23 33-6 2-10 ! 28-5 2-44 j 33-0 5-21 i 42-9 8-04 I 48-0 11-10 I 82-8 9-00 ! 75-8 d. 1-14 2-81 1-55 1-26 3-45 10-75 8-61 6-00 £ 13-1 22-4 20-9 17-1 28-4 64-3 66-6 50-3 d. 1-24 119 0-39 0-59 0-56 1-95 1-04 £ 14-4 9-5 5-3 8-1 4-6 11-7 8-0 d. 2-38 4-00 1-94 1-85 401 12-70 9-65 6-00 £ 27-5 31-9 26-2 25-2 330 76-0 74-6 50-3 s. d. s. d. 0 6 0 4 0 6 0 2 o"6j : : o"2J 0 8 0 4J 0 9 0 5 0 7J 0 4 0 9 s. d. 0 2J 0 3£ 0 3J 0 2| I 0 3£ 0 5 0 4 332 153 Totals .. .. 2,162,342 541,225 541,225 317,156 183,075 317,156 183,075 500,231 500,231 41,645 651 2-78 j 30-9 1-63 181 0-94 10-4 2-57 28-5 ■ ■ i Gas Stations. 1. Wanganui .. .. 216,721 2. Napier .. .. 93,705 3. Devonport .. .. 42,822 4. Feilding .. .. 41,385 5. Te Kuiti .. .. 16,196 6. Pukekohe .. .. 35,322 7. Waipukurau/ .. 13,488 8. Opotiki .. .. 6,692 9. Picton .. .. 10,301 10. Pahiatua e .. .. 15,382 11. Waitara .. .. 9,168 12. Tamaki West .. 19,506 13. Waiuku .. .. 26,046 14. Motueka .. .. 14,095 15. Martinborough .. 11,228 16. Eketahuna e .. .. 7,685 17. Bull's .. .. 6,000 i 18. Kaikoura .. .. - 8,978 17,613 28,572 9,490 9,712 5,335 3,736 1,679 2,876 2,003 2,210 2,055 1,969 1,482 1,590 2,201 1,619 1,268 1,195 15,639 ! .. 15,086 ! 7,119a 6,784 : 2,9276 5,168 '■ 3,592a" 3,817 i 8946 3,289 i 1,9966 2,132 \ 9456 2,639 237c 1,951 200c 1,582 1,0386 1,381 5006 1,512 6316 1,809 428c 1,395 9646 1,614 5066 1,144 5056 818 3906 1,489 5576 I 15,639 22,205 9,711 8,760 4,711 5,285 3,077 2,876 2,151 2,620 1,881 2.143 2,237 2,359 2,120 1,649 1,208 2,046 1,974 6,367 952 624 174 "81 60 221 1,549 1,398 148 410 174 755 769 30 851 2-72 18-1 3-77 35-9 4-31 33-1 5-72 50-9 5-86 39-8 5-81 39-0 4-81 19-7 8-73 40-8 2-79 i 30-6 8-95 | 37-6 8-75 | 36-7 6.85 35-4 7-70 ! 28-4 11 00 I ' 34-4 10-30 | 41-2 10-25 I 39-8 14-45 ! 51-5 11-92 : 58-1 I 2-31 16-4 2-04 19-4 3-45 5-3 313 27-9 4-32 • 29-3 5-68 : 38-2 7-45 i 30-5 8-69 40-7 308 30-5 6-65 27-6 5-84 25-1 5-63 29.2 11-46 41-3 1062 332; 1016 40-3 8-76 34-3 10-79 38-1 15-26 j 24-5 I 0-96 1-55 2-18 101 3-46 3-30 0-78 0-29 4-29 2-13 2-36 i 2-66 I 7 34 3-18 ! 3-87 5-11 5-71 9-2 11-4 19-4 6-9 23-2 13-5 3-6 31 18-0 - .9-1 12-1 9-8 22-9 12-7 15-2 18-2 27-9 2-31 3-00 5-00 5-31 5-33 914 10-75 9-47 3-37 10-94 7-97 799 14-12 17-96 13-34 12-63 15-90 20-97 16-4 28-6 16-7 47-3 36-2 61-4 44-0 44-3 33-6 45-6 34-2 41-3 511 561 53-0 49-5 56-3 52-4 0 8 0 4 0 3J 0 6J .. 0 3| 0 6 0 3 0 3 0 11 0 4 0 4 0 10 0 2 0 4 0 8 0 4 0 4 0 10 0 4 0 3 0 10 0 5 0 5 Flat r ates. 0 10 0 5 j 0 4 0 10 .. 0 4 0 8 0 5 I 0 5 0 8 0 4 0 4 0 10 0 10 i 0 5 0 5 0 10 ' 0 7 0 7 13 0 9 0 9 10.. 0 6 Totals .. .. 594,720 594,720 96,605 96,605 69,249 \ 23,429 ! 69,249 : 23,429 92,678 92,678 10,232 6,305 4-40 | 32-8 3-15 ' 23-5 1-07 7-9 4-22 31-4 Oil Stations. 1. Hastings .. .. 53,163 2. Stratford .. .. 25,952 53,163 25,952 17,618 7,350 17,618 7,350 8,821 3,303a 4,984 j 2,760a 8,821 : 3,303a : 4,984 '■ 2,760a 12,124 7,744 12,124 7,744 5,494 4-24 36-2 5-98 35-8 2-13 18-1 4-05 24-3 \ 0-79 2-25 6-8 13-5 2-92 6-30 24-9 37-8 0 8 0 8 0 4 0 4 0 3 0 5 394 Totals .. .. 79,115 ! 24,968 13,805 6,063 I 19,868 I Hydro Stations. 1. Coleridge .. .. 892,801 Christchurch (CC.) .. 480,437 i Timaru .. .. 82,091 Waimairi .. .. 45,008 i Ashburton .. 78,261 | Banks Peninsula .. 89,568 Rangiora (County) .. 22,403 Riccarton .. .. 10,718 Heathcote.. .. 18,641 Tai Tapu .. .. 8,476 i 79,115 1— 78,508 124,417 21,051 13,706 7,009 7,664 3,137 5,021 4,947 3,181 ! 24,968 20,778 57,027a 52,290 48,352a 11.979 ; 6,1636 ' 6,909 3,4216 5,832 4,261 4,8896 1,530 l,459e 2,886 390a 3,465 9196 2,237 866a 13,805 i i 20,778 57,027a 77,805 703 52,290 48,352a 100,642 23,775 11.979 6,1636 18,142 2,909 6,909 3,4216 10,330 3,376 5,832 .. 5,832 1,177 4,261 4,8896 9,150 1,530 : l,459e 2,989 148 2,886 390a 3,276 ' 1,745 3,465 9196 4,384 j 563 2,237 866a 3,103 j 78 6,063 19,868 5,494 77,805 100,642 18,142 10,330 5,832 9,150 2,989 3,276 4,384 3,103 394 4-63 36-1 I 0-42 : 7-1 1-57 I 21-8 4-68 j 45-1 3-35 50-8 4-47 29-0 6-61 38-2 2-41 15-8 2-61 j 20-2 1-52J ! 27-9 1-86' 17-6 2-56 19-9 ; 1-12 8-8 011 1-9 j 0-31 5-3 0-66 9-3 0-61 8-6 2-77 i 26-6 1-42 13-7 1-69 ' 25-6 0-84 12-7 3-73 24-2 3-71 j 21-4 4-26 24-6 1-17 7-7 1-12 7-3 1-90 14-8 0-26 2-0 1-11-t 20-5 0-29+ 5-4 1-44 13-9 0 56' 5-3 3-69 0-42 1-27 419 2-53 3-73 7-97 2-29 2-16 1-401 2-00 28-7 .. <: .. __*_* _"_L_ I j 7-2 17-9 0 6 0 3 40-3 0 8 0 4; 38-3 ! 0 6 0 3 : 24-2 0 8 0 3; 460 0 8 0 3' 15-0 10 8 os: 16-8 0 5 0 111 25-9 0 6 0 l| I 19-2 Flat rateii I ** o"ij j 0 4 0 3 0 3 ' 0 3 0 2 0 3 0 3 1,486 e. * Includes wages, fuel, and maintenance. a Includes interest, depreciation, and sinking fund. b Includes interest and sinking funds only. c Includes interest only. e Borough plants taken over by Power Board. /Return for ten months only. d Includes interest, sinking funds, and reserve funds.
93
93
Table P (continued). —Summary of Returns of Operating Results for the Year ended 31st March, 1924.
Station. Capital Gross Outlay at Revenue ! Working- Capital 31st March, (not includ- i expenses.* ' Charges. 1924. ing Rates), j Total Annual Costs. Net Results. Average Revenue, j Working-costs. Capital Charges. Total Costs. „ Rt T Per Unit Per Kw. ! Per Unit I Per Kw. Per Unit j Per Kw. Per Unit Per Kw. iront. Loss. ; so]d j D f Max. sold. I of Max. | sold. ' of Max. sold. of Max. Lighting. ! Heating. Retail Selling-n Aes. Power. Hydro Stations —continued. Springs-EUesmere .. Sumner Kaiapoi Lyttelton Eyre Halswell Rangiora (Borough).. Kowai 2. Horahora Thames Valley HamUton Central Te Awamutu Cambridge.. TeAroha 3. Dunedin (Waipori) 4. Wairua Whangarei 5. New Plymouth 6. Tauranga Te Puke 7. Waikaremoana Wairoa .. ' .. 8. Hawera 9. Hokitika (Kanieri) g .. 10. Oamaru 11. Rotorua 12. Taihape 13. Gore 14. Thames 15. Whakatane 16. Havelock North 17. Inglewood 18. Ohakune 19. Brightwater 20. Murchison 21. Patea 22. Reefton 23. Kaponga 24. Raetihi 25. Mataura 26. Mangaweka 27. Winton 28. Havelock South 29. Waverley 30. Fairlie £ 58,686 10,198 4,500 5,000 5,570 j 6,116 I 8,156 15,681 474,817 417,265 48,989 146,961 126,187 87,529 16,227 774,501 87,539 31,716 301,793 I 86,909 ! 9,535 42,242 12,853 77,941 31,958 44,459 49,911 13,387 26,704 28,465 47,454 23,047 11,312 10,094 17,310 13,300 9.018 5,947 16,342 19,951 4,379 4,784 4,582 2,160 5,364 10,614 £ 4,917 3,272 2,368 4,316 1,344 1,431 2,361 1,145 59,924 50,770 22,523 17,971 11,272 8,216 5,307 120,888 11,258 9,973 31,564 11,204 1,814 6,475 3,896 21,753 4,352 10,486 8,861 4,556 8,276 7,285 3,649 3,666 3,388 2,325 2,204 1,354 2,170 2,981 2,115 3,211 1,173 577 975 288 970 1,122 I £ £ 3,402 2,7086 1,696 723c 1,734 495c 3,225 3356 739 3236 865 3136 1,117 760c 421 712*2 12,474 31,624a 20,877 18,7606 10,323 7,1766 7,892 : 9,9446 8,200 9,8316 4,766 : 5,2456 2,606 1,084c 46,347 62,739c 5,715 : 7,300/ 4,294 1.398e 8,528 ; 26,711c 3,822 4.1976 746 i 966c 5,175 | 2,3506 1,892 1,4186 6,684 ; 7,342c 2,784 i 1,449/ 4,766 2,4586 3,850 4,492c 3,372 7406 4,657 1,6376 3,876 1.2686 1,268 : 1,2696 1,271 1,7226 2,350 5106 1,090 : 5026 1,412 1,300a 343 8346 1,454 : 4126 1,984 ' 313/ 1,199 5816 627 1,1106 1,009 120 511 3586 754 473c 296 88rf 524 2916 127 7846 £ £ £ 6,110 .. 1,193 2,419 853 2,229 139 3,560 756 1,062 282 1,178 253 1,877 484 1,133 12 44,098 15,826 39,637 11,133 17,499 5,024 17,836 135 18,031 .. 6,759 10,011 ! .. 1,795 3,690 1,617 109,086 11,802 13,015 .. 1,757 5,692 4,281 35,239 .. 3,675 8,019 3,185 1,712 102 7,525 .. 1,050 3,310 586 14,026 7,727 4,233 119 ! 7,224 3.262 8,342 519 4,112 444 6,294 1,982 5,144 2,141 2,537 1,112 2,993 673 2.860 528 1,592 733 2,712 .. 508 1,177 177 1,866 ! 304 2,297 684 1,780 ! 335 1,737 1,474 1,129 44 869 .. 292 1,227 '.. 252 3S4 .. 96 815 155 911 211 d. £ 5-74 42-4 2-44 28-2 1-70 21-3 2-32 31-6 1-95 14-6 2-49 16-8 3-98 33-0 4-87 33-3 0-35 7-9 1-81 21-7 4-40 45-3 4-52 35-2 4-35 31-6 2-92 35-7 4-25 32-5 1-31 16-2 0-32 5-1 3-58 ; 41-2 2-95 33-5 0-83 14-6 4-15 43-3 1-42 11-3 3-98 48-4 5-74 30-7 0-76 8-8 4-1/ 41-0 3-94 42-3 3-65 ! 24-8 3-66 ' 46-2 4-01 42-9 2-23 20-0 3-78 40-7 3-23 28-8 5-82 28-3 7-84 29-3 4-95 . 19-4 3-86 I 30-8 4-38 45-2 5-34 36-0 5-03 54-7 5-09 20-5 6-14 19-2 7-11 32-5 2-89 15-2 7-01 48-1 6-20 65-6 ! ! d. £ 3-98 29-3 1-27 14-6 1-24 15-6 1-53 20-9 1-07 i 8-1 1-51 10-1 1-89 15-7 1-86 12-7 0-07 1-7 7-58 ; 10-8 2-02 i 20-8 210 ! 16-3 3-42 ; 24-8 1-78 21-8 2-29 \ 17-6 0-51 i 6-3 0-19 ! 2-6 1-68 19-3 0-86 9-8 0-31 ' 5-4 1-70 | 17-8 1-16 J 9-2 2-00 24-3 2-07 13-1 0-50 5-8 1-91 ! 18-8 1-75 19-2 2-72 j 21-5 2-65 ' 311 2-42 25-8 1-09 9-7 1-31 141 2-97 ! 26-4 2-91 ! 14-2 5-41 20-2 1-26 4-9 2-76 ! 22-0 2-95 , 31-6 3-19 [ 21-4 1-04 11-3 500 S 20-2 5-50 j 17-2 6-10 ! 25-1 3-36 17-6 4-24 j 29-1 0-72 7-7 d. i 316 i 0-54 0-35 0-80 0-47 ' 0-55 1-29 ; 316 : 0-19 i 0-80 1-40 2-63 4-10 1-94 0-96 0-07 2-08 0-55 2-68 0-34 2-22 0-53 1-50 2-27 : 0-26 ! 0-98 2-09 0-60 0-87 0-80 1-09 1-78 0-64 1-34 4-99 3-08 0-78 0-46 1-55 1-84 0-59 3-86 3-83 0-88 2-36 4-50 £ 23-4 6-2 4-5 3-3 3-5 3-7 10-7 21-6 4-3 9-6 i 14-5 20-5 29-8 24-0 7-3 8-5 33 6-3 30-3 5-9 231 4-2 18-2 14-7 3-0 9-7 22-5 4-7 10-9 8-5 9-8 19-2 5-7 6-5 18-6 11-9 6-3 4-8 10-3 ! 20-0 2-5 12-1 15-8 4-6 16-2 | 47-6 d. £ 714 52-7 1-81 20-8 1-59 20-1 2-33 24-2 1-54 11-6 2-06 13-8 318 26-4 5-02 34-3 0-26 6-0 8-38 20-4 3-42 35-3 4-73 36-8 7-52 54-6 3-72 45-8 3-25 24-9 0-58 14-8 2-27 5-9 2-23 25-6 3-54 40-1 0-65 11-3 3-92 40-9 1-69 13-4 3-50 22-5 4-34 27-8 0-76 8-8 2-89 28-5 3-84 41-7 3-32 26-2 3-52 420 3-22 34-3 2-18 19-5 309 33-3 3-61 32-1 4-25 20-7 10-40 38-8 4-34 16-8 3-54 28-3 3-41 36-4 4-74 31-7 2-88 31-3 5-59 22-7 9-36 29-3 9-93 40-9 4-24 22-2 6-60 45-3 5-22 55-3 s. d. ; s. d. 0 7 ; 0 3 0 6 ! 0 1 Flat rate 0 6 0 li F|lat rate Flat rate 0 6 [ 0 3 0 8 0 3 0 8 10 3 0 74, 0 2A 0 9 0 1* 0 8 0 2 0 9 0 3 0 7 0 3 0 5 0 2 0 5 0 2-7 0 oj 0 2 0 7 0 2 0 7 0 li 0 10 j 0 3i 0 9 ; 0 3 0 7 ! 0 3 0 7-2i 0 2-7 0 6 ! 0 \\ 0 9 0 3 0 6 0 3 0 8 ! 0 1* 0 7 0 10 j 0 3 | 0 4 0 3 0 7 0 4 I 0 6 0 2! 0 9 . 0 3 ; 0 9 0 4 i 0 10 0 3 0 9 0 6 Flat rate: 0 9 0 4 [ 0 8:03' 0 6 0 2J 10 0 6 0 7 Flat rates 0 10 I 0 6 0 9 0 44 . s. d. 0 3 0 1 S. 0 3 Is. Is. 0 3 0 3 o"3 0 2i 0 3 0 3 0 3 0 3 0 2 0 2-7 0 2 0 2 0 2 0 2 0 3 0 3 0 3-6 0 3 0 3 0 3 0 2 0 3 0 3 0 3 0 4 I 0 2 i ° 4 i 0 4 0 3 0 3-6 s. i 0 4 ! 0 3 0 2J 0-4 s. 0"4A Totals 315,231 350,651 665,882 113,568 18,863 0-63 9-6 0-70 10-6 1-33 20-2 4,985,857 - 760,587 1-51 231 * Includes wages, fuel, and maintenance. a Includes interest and depreciation only. 6. Includes interest and sinking funds only. e. Includes interest, s-nking funds and reserve funds. f. Includes depreciation only. c. Includes interest, depreciation, and sinking fund. q. Return for nine months only. d. Includes interest only.
p.—l.
Table Q. —Available Water-power in New Zealand: Schemes of 1,000 Horse-power and over.
94
Source of Power. Available Flow: Position of Power-house. Cubic Feet per Second. Available Head. Average Power on 50-per-cent. Load Factor. Neare»t City, Port, or Deep Water. Ci a | .a R North Auckland District — Wairua Falls Omapere North Islanj ). H.p. Kw. 3,200 2,400 1,000 750 Milei 18 i Wairua Falls .. 150* Utakura Stream .. 11* Ft. 130 550 Whangarei .. South Auckland District— Kaituna Kaituna River .. 500f 784 65,000 50,000 Tauranga Auckland I Tauranga Auckland Auckland Auckland Auckland Auckland Auckland Auckland Te Kuiti Te Kuiti 25 125 20 154 148 142 139 105 97 97 27 22 Wairoa River Waikato River Waikato River Waikato River Waikato River Waikato River Waikato River Pokaiwhenua River Marakopa Falls Wairero Falls Wairoa .. .. 420* Aratiatia Rapids .. 4,400f Orakeikorako Rapids 4,400f Aniwhaniwha Falls 4,400f Atiamuri Rapids .. 4,400f Arapuni Gorge .. 5,300f Horahora Rapids .. 5,300f Horahora Rapids .. 165* Marakopa .. .. 90 Wairere Falls .. 160* 80 170 35 80 25 165 27 170 420 60 5,600 i 4,200 136,000 100,000 14,000 10,000 32,000 24,000 10,000 7,500 163,000 120,000 13,000 10,000 4,600 3,400 3,100 2,300 1,600 1,200 Hawke's Bay District — Waikaromoana Waikaremoana Te Reinga Falls Waikohu River Upper Waikaretaheke 530f Lower Waikarotaheke 530f Te Reinga Falls .. 124 Waikohu .. .. 45f 1,100 360 125 847 97,000 75,000 32,000 24,000 1,300 1,000 6,000 4,500 Gisborne Napier Gisborne Gisborne 50 60 35 28 Wanga iui District — Mangawhero River Mangawliero River Rangitikei River Wangaehu River Karioi Raukawa Falls .. 125 Wanganui River .. 125 Makohine .. .. l,500f Wangaohu River .. 260 Karioi .. .. 300* 90 680 300 70 180 1,000 750 7,100 6,950 75,000 56,000 1,500 1,100 8,800 0,600 Wanganui Wanganui Wanganui Wanganui Wanganui 45 24 48 25 60 Taranaki District — Waitara River Waiwakaiho Manganui River Waitara River .. 400 Waiwakaiho .. 150f Waitara River .. 415*j* 140 250 340 4,600 3,600 6,200 4,800 26,000 19,400 New Plymouth New Plymouth New Plymouth 12 4 25 Wellington District — Mangahao River Makuri River Waiohine Hutt River Tauherenikau Kourarau Shannon .. .. 160t Makuri Gorge .. 100* Woodside .. .. 120* Mangaroa .. .. 200f Featherston .. 150* Kourarau .. .. 20 895 384 120 330 440 755 24,000 18,000 6,400 4,800 2,400 1,800 11,000 8,300 11,000 ! 8,300 2,680 j 2,000 Wellington .. Pahiatua Masterton Wellington .. Wairarapa .. Mastciton 65 20 15 24 12 Totals —North Island 776,080 |5S2,650 Marlborough District — Clarence Waihopai River South Island. Blenheim Blenheim Erieaburn .. 640 Waihopai Gorge .. 130* 158 96 8,300i 2,000 6,300 1,500 45 2S Nelson and Butler District— Boulder Lake Rotoiti Lake Itotoroa Lake Inangahua River Four-mile Creek Aorere River .. 50* Buller River .. 200f Gowan River .. 900J Blackwater River .. 78 Four-mile Creek .. 24* 2,600 600 400 125 450 22,000 20,000 60,000 8,000 2,000 i 16,000 15,000 45,000 6,000 1,500 i Golden Bay .. Nelson Nelson Westport Westport 10 50 60 20 4 Westland District — Lake Brunner Kumara Water-race Otira River Rolleston River Kanieri Lake Toaroha River Whitcombe River Kakapotahi River Wanganui River Wataroa River Stillwater.. .. 1,750 Kumara .. .. 87 Otira .. .. 40 Otira .. .. 36 Kanieri River .. 100 Toaroha River .. 150 Hokitika River .. 250 Kakapotahi River .. 100 Hende's Ferry .. 830 Wataroa .. .. 1,360 200 330 700 700 330 760 800 580 580 700 29,000 2,400 2,300 2,000 2,800 10,000 16,000 4,800' 40,000 80,000 22,000 1,800 1,700 1,500 2,100 7,500 12,000 3,600 30,000 60,000 Greymouth .. Greymouth .. Greymouth .. Greymouth .. Hokitika Hokitika Hokitika Hokitika Hokitika Hokitika 10 12 52 52 12 17 20 26 36 -IK Canterbury District — Clarenco River Clarenco River Waiau-ua River Waimakariri River Waimakariri River Lake Coleridge Acheron River Harper River Wilberforce River Jollie's Pass .. 200 Conway River .. 1,150 Culverden.. .. 1,600 Gorge Bridge .. 1,000* Otarama .. .. 1,000*, Rakaia River .. 100f Rakaia River .. 50f Rakaia River .. 320f Rakaia River .. 1,100 -ailable to utilize 50-por-cent. load-faotoi 1,160 1,050 200 90 150 480 480 480 480 20,000 100,000 27,000' 15,000' 30,150 8,000 4,000 25,000 44,000 15,000 75,000 20,000 11,000 22,500 6,000 3,000 18,000 33,000 Christchurch.. Christchurch.. Christchurch.. Christchurch.. Christchuroh.. Christchurch.. Christchurch.. Christchurch.. Christchurch.. 90 90 75 30 42 65 65 66 65 * Signifies dally storage in t SI ignifies seas jonal storag -e made available.
95
D.—l
Table Q.-Available Water-power in New Zealand— continued.
APPENDIX E. REPORT ON MODERN HIGHWAY CONSTRUCTION AND MAINTENANCE. By A. Tyndall, A.M.Inst.C.E, Assoc.M.Am.Soc.C.E. Introduction. This report is in the nature of a record of observations made, data collected, and opinions formed during twelve months' study of the construction and maintenance of rural highways abroad. The subject of street-construction in cities is not intended to be covered. I had the opportunity of inspecting roads in the following countries : England, Scotland, France, Belgium, Holland, Switzerland, Italy, United States, Canada, Mexico, Hawaii, and Panama. New Zealand's problems are very similar to those being faced in the more thinly populated of the United States of America. Although many millions of pounds have been spent on roadconstruction in the United States in recent years, it should be realized that the country claims only 374,000 miles of " good roads " out of a total mileage of about 2,800,000. The " good roads " comprise all the surfaced mileage, including at least 170,000 miles gravelled. It would appear, therefore, that New Zealand, with 23,000 miles surfaced out of a total of 59,000 miles, is well to the fore amongst the newer countries as regards the proportion of surfaced mileage (40 per cent, in New Zealand as against 13-4 per cent, in United States of America.) The. problem ahead is not so much to extend the system of surfaced roads as to bring up to a standard commensurate with the traffic tho main thoroughfares of the Dominion, and also to learn to maintain the roads we have already built.
Source of Power. Position of Power-house. Available per Second. Average on 50-p< Load B i Power er-cent. 'actor. Nearest City, Port, or Deep Water. CO CO a j rS 5 Canterbury District —continued. Rakaia River Lake Heron Opihi River Pukaki Lake Tekapo Lake Ohau Lake Gorge Bridge Rakaia River Opihi (Jorge Pukaki Fairlie Waitaki River Ft. 2,600 30 300 200 200 400 5,000t 460 5,100t 900 5,000f 300 H.p. 6,500 5,000 6,700 50,000 400,000 125,000 Kw. 4,800 3,750 5,000 37,000 300,000 90,000 Christchurch.. Christchurch.. Timaru Timaru Timaru Timaru Miles. 50 88 30 85 40 85 Hago and Southland District —■ Ahuriri River Waitaki River Waipori Falls Lee Stream Deep Stream Taieri River Talla Burn Teviot River Manuherika River Hawea Lake Shotover Lake Hall Lake Cecil Lake Hilda Lake Te Anau Lake Manapouri Bowen Falls Lake Monowai Lake Hauroto Waitaki River Waitaki River Waipori River Outram .. ... Taieri River Deep Stream Clutha River Roxburgh Chatto Creek Wanaka Lake Wakatipu Lake Doubtful Sound Lake Te Anau Lake Te Anau George Sound Smith Sound Milford Sound Waiau River Tewaewae Bay 600 200 15,000 30 230f 700 15* 750 110 900 700 220 30 890 100t 1,900 200 350 2,500t 205 500 250 220 2,625 200 900 550 1,190 12,630 694 8,400t 600 700 600 500t 160 2,300 514 10,000 37,000 26,800 1,800 8,400 12,000 2,200 30,000 5,800 80,000 10,000 48,000 15,000 55,000 1,600.000 840,000 35,000 16,000 100,000 7,500 28,000 20,000 1,300 6,300 9,000 1,600 21,000 4,400 60,000 7,500 36,000 11,200 41,080 1,200,000 630,000 25,000 12,000 75,000 3.074.430 Oamaru Oamaru Dunedin Dunedin Dunedin Dunedin Dunedin Dunedin Dunedin Dunedin Invercargill .. On seaboard.. On seaboard.. On seaboard.. On seaboard.. On seaboard.. On seaboard.. Invercargill .. Invercargill .. 62 60 30 18 20 44 60 90 127 170 112 60 51 Totals—South Island 4,110,950 4,110,950 3,074,430 * Signifies daily storage a•ailable to utilize 50-per-cent. . load-factor. t Kij ignifles aoasi ignifles aoasi onal storagt onal storage ; made available.
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Formation and Drainage. The outstanding features of road-formation in the older countries as compared with ordinary rural-road construction in New Zealand are the flatter batters, the large and well-formed water-tables, and the considerably wider shoulders provided to support the gravel metal, concrete, or other pavement ; and before expensive surfacings are laid in New Zealand, in addition to providing better alignment and curvature on the highways, practical consideration must be given to the improvements mentioned above. It should bo realized that these improvements are of a much more permanent nature than the most expensive and most scientifically constructed pavements. No sinking fund is required to cover the cost of their replacement, and upon them depends the success of the expensive forms of urfacing which follow. Large and well-formed water-tables can probably be maintained just as cheaply as small inefficien water-tables, on account of their adaption to the use of machinery; and, in addition, the tendency abroad seems to be to make the inside slope so flat that the ditch can be safely used by vehicles in case of emergency. In England particularly, where the road reserve is narrow, coarse metal is often rolled in practically to the lowest point of the water-table. In California there are now being constructed concrete shoulders 2 ft. 6 in. wide, extending from the edge of the pavement proper to within Gin. of the lowest point in the water-table. Concrete shoulders or kerbs, and sometimes channels, are even considered for rural water-bound macadam roads in England, and wherever these are found their value is most apparent. The provision of good earth or gravel shoulders alongside modern smooth pavements is of considerable assistance in dealing with horse traffic. Watertables, however, are not very effective in improving the bearing-power of a subgrade unless placed below the limit of capillary rise of moisture in the particular soil forming the subgrade. Widths. The latest standard set for the width of English main roads by the Ministry for Transport is 10 ft. per line of traffic. This is greater than is usually provided in most places. Some American authorities specify 12 ft., 18 ft., 24 ft., and 30 ft., for one, two, three, and four lines of traffic respectively. 16 ft. is generally regarded in England as being sufficient for two streams at moderate speeds, and 20 ft. for two streams at high speeds. The Bureau of Public Roads, U.S.A., considers 18 ft. to be the minimum satisfactory width for hard surfacing on any main country road, as this width allows a continuous line of cars to pass a large lorry with reasonable clearance. If there are many lorries going in both directions a width of 20 ft. is specified. On narrow mountain-roads there should be frequent points where extra widths of formation are provided for runoffs and turnarounds. Curvature and Increase op Widths. A motor-vehicle in traversing a curve up a strip of pavement greater in width than when it is travelling on a straight: hence it is only reasonab c that pavements should be widened at curves. An English authority gives the following table for suggested increases in width, for curves of different radii : —
It will be seen that the figures are appreciably large for curvatures which we are often compelled to adopt in New Zealand. The use of transition curves, spiral and parabolic, is common in America, particularly for concrete roads. Visibility. The question of curvature is bound up with that of visibility. A visibility of less than 100 ft. may be considered dangerous. For a speed of twenty-five miles per hour a range of vision of 250 ft. to 300 ft. is desirable. An Indian formula is as follows :— (Speed in miles per hour) = 2 = 2 x (Limit of view in feet). Thus at 20 m.p.h. a view of 200 ft. is necessary. On many curves in the U.S.A. benches have been cut in the batters about 4 ft. above formation level to increase the range of vision.
Radius at Centre-line. Exact Extra Width for one Vehicle. Suggested Extra Width to allow for turning with Two Lines of Traffic. Feet. 25 50 75 100 125 150 200 Feet. 4-70 2-50 1-65 1-30 1-00 0-80 0-50 Feet. 12 8 6 5 4 3 3
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Superelevation. Another feature which affects the safety of the traveller, and also the wearing-qualities of the pavement on curves, is the superelevation of tho roadway. If the ordinary camber is used the traffic tends to cut in on the inside of the turn to obtain the assistance of the banking effect of the camber, and one-half of the road takes most of the traffic. Superelevation is now more or less standardized in most of the States in the U.S.A. The following tabulation shows recent practice : —
The following formula is sometimes used for arriving at superelevation : — 75 Superelevation in inches per foot width of roadway = (|+ d - ~ — ■■ — j—-X An American formula for concrete roads is— S 2 E = -067 JL where E = slope in feet per foot of width, S = speed in miles per hour, R = radius of curve in feet. Whore there is horse traffic on concrete roads the superelevation should not exceed 1 in. per foot of width of roadway. In laying out pavements the transition from camber to full superelevation should be complete at the commencement of the curve. Oiled Earth Roads. There are a number of earth and sand roads in the United States which have simply boon given two coats of asphaltic base petroleum or petroleum residuum, and have successfully carried heavy traffic. Where the ground seems to be more or less of a gravelly nature the oiled road has proved particularly successful as a cheap expedient. This is probably due to tho fact that such soils have excellent natural drainage. Tho roadway is first shaped, dampened, and rolled, with a 10-ton roller until the surface is unyielding. The surface is then loosened and pulverized with a cultivator and harrow to a depth of 4 in., and again watered to make it roll satisfactorily. All stones over 3 in. in diameter are removed or broken up. After further rolling with the 10-ton roller minor depressions are filled up, and the road again dampened, and finished off with a 5-ton roller. Oil at a temperature of between 300° and 400° F. is applied with pressure distributing-sprays at a rate of f U.S. gallon per square yard, and loft for at least twelve hours, when a layer of fin. to fin. screenings sufficient to absorb all the surplus oil is evenly spread. A second coating of oil at the rate of | U.S. gallon per square yard is then applied, and after a further lapse of twelve hours a layer of somewhat finer screenings is spread, any surplus stone being raked or swept off. The surface is then given a final rolling until it is uniformly smooth. Any sticky places are to be treated with further screenings, as necessary. This type of treatment is quite commonly used for the first surface on new roads in suburban subdivisions in. California. It deals effectively with the dust problem, and is- very suitable to a dry climate.
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State. Pitch of Fully Superelovated Section. Pitch per Foot ,-, ,. ,. -,-, ,. of Width. Kadms (in Feet). r Transition Section and Rate. California raoun- J tain roads j | in. Up to 75 "] fin. 100 to 150 }■ | in. 225 to 300 J \ in. All curves J [Length, 30ft. (15ft. on curve and 15ft. on ( tangent). on. te ng ",ir lg 1 an |tl na It .h i,l th, ige K ,1 c mt 1C mir 30 ft. (15 ft. on curve anc 00 ft. Full suporclovatio: rve. ,d m 1 1 1 £ 15 at Indiana Length, 100 ft. Full superelevation at principal curve. 1 ( 1 in. 66 to 150 "l fin. 150 to 300 I fin. 300 to 450 ( | in. 450 to 700 J \ in. All curves ] I y i L 3ip i en ti ng pa Ig ;o gtl tin ,i c th, 25 K ,i r cur , 1 >ft K mil rve. 100 ft. (75 ft. before prim t. past, to reach full superc 00 ft. Full superelevatio rve. ,ci el hi ;ipe lev n i al va* at I I Length, 100 ft. (75 ft. before principal curve | to 25 ft. past, to reach full superelevation). Michigan I I. New Jersey Length, 100 ft. Full superelevation at principal curve. r New York I r Ohio .. \ 1 in. Up to 300 "] fin. 800 to 1,500 |in. 1,500 to 2,500 J |in. 190 to 1,400 ) to > -J-in. 5,000 J .', in. 50 to 300 ' I b ) P I 3] I Length of transition varying from 85 ft. to I 35 ft. before principal curve. {Length, 100ft. (from 50ft. before to 50ft. | past principal curve). L I ■P c U U ?i s ien 3! ien P ire pa Qg 55 ag )as al tec i,i rt [ oi .1 c th ft. th, st ; tr •ial c.iii o . b , 1 pr: ran ,1 t. rve. )f transition varying fron Defore principal curve. 100 ft. (from 50 ft. befon ri.ncip.al curve). nsition on inside curve ac table. tn :e cc i 8 i t coi 85 to rd I Pennsylvania Spiral transition on inside curve according to special table. 1 f Washington <| I | in. 190 "1 to j> 0-22 in. 5,000 J I >Same as Ohio. I 8 >ec ne 01 e ;iai s ai ,i t is I wtuie. Ohio. West Virginia < 1 in. 75 [ 0-3 in. 400 f J 1 Length, 75 ft. (one-third superelevation at > principal curve and two-thirds at 25 ft. j past principal curve). ien P tig wi ri ii th, nc: jipi 75 ft. (one-third supereh ial curve and two-thirds les jva a iti it
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Culverts. The following excerpt from the 1923 annual report of the Chief of the Bureau of Public Roads in the United States, with regard to experiments on the smaller and more common forms of pipe culverts, is interesting : — "The results with concrete, vitrified clay, and corrugated-metal pipe culverts, 30ft. long, with straight end-wall entrances, and varying in diameter from 12 in. to 30 in., show that a 12 in. vitrified-clay-pipe culvert with bevelled lips up-stream will carry about 65 per cent., an 18 in. clay-pipe culvert about 50 per cent., a 24in. clay pipe culvert about 40 per cent., and a3O in. clay-pipe culvert about 30 per cent, more water than corrugated-metal-pipe culverts of similar sizes; while a 12 in. concrete pipe with bevelled lip end up-stream will carry about 49 per cent., a 24 in. concrete pipe about 36 per cent., and a 30 in. concrete pipe about 32 per cent, more water than corrugated-metal pipes of the respective sizes. " By merely rounding the entrance to a 24 in. vitrified-clay-pipe culvert the capacity may be increased approximately 13 per cent, over that obtained in a square entrance. By increasing the area of the cross-section of the outlet end of an 18 in. vitrified-clay-pipe culvert so that the area is about double and the angle of divergence about 10°, the discharge of the culvert, when the outlet is submerged, may be increased 40 per cent, over that obtained in the same culvert having a uniform bore throughout. " The utilization of tho data obtained in culvert design enables an engineer to increase the carrying-capacity of culverts 40 to 50 per cent, over former standard practice with a comparatively small increase in cost." Subgrade. A pavement depends upon the subgrade for support, and this support is exceedingly non-uniform in character. The supporting-power of a subgrade depends on tho type of soil, its capillarity, the proximity of tho ground-water, the amount of sustained rainfall, and the extent of freezing and thawing. In the construction of modern pavements more and more attention is being given to the preparation of the subgrade. The statement is often made that the drainage and preparation of the foundation have more effect on the life of a pavement than the traffic. Altogether too little care has been used in the preparation of the subgrades in the past in New Zealand. It is just as important to have a smooth uniform surface true to cross-section on tho subgrade as it is to have it on the pavement. It is much cheaper to fill, up minor depressions with suitable earth than to allow an extra thickness of metal, concrete, or other surfacing to compensate for those depressions. The extreme importance with which the preparation of tho subgrade is regarded in America can be gathered most satisfactorily by referring to tho extract from the latest specification of the California Highway Commission, forming Enclosure A to this report. Gravel Roads. Gravel for many years will bo our most important and cheapest roadmaking material. While it is only fit for taking light loads, nevertheless a good gravel road from the point of view of the motorist is better than a good macadam road. Careful study of tho behaviour of gravelled roads is therefore warranted, and improved methods of construction can and should be evolved. The following points show tho direction in which improvements are being made in America : — (1.) The gravel should bo passed through a crusher, particularly if there are numbers of fragments over 3 in. in diameter. (2.) The gravel should be laid in two courses, the lower course consisting of material passing a screen with circular openings of not more than 2 in. (preferably If in.) retained on a screen having openings of 1 in. or | in. diameter ; the upper course consisting of all material passing the smaller screen. (3.) No single course should be greater in depth than 5 in. (4.) During and for some time after construction the road should be constantly dragged, and if necessary dampened. (5.) The use*"of light rollers is advisable. Water-bound Macadam. This type of pavement is too well known to warrant a detailed description. There are certain features of accepted good practice, however, which could Y be observed moro frequently to great advantage in this country : for example— (1.) The better preparation of the subgrade as regards shape, drainage, and consolidation. (2.) The segregation of the stone into three sizes, for the bottom course, top course, and binder. (3.) The greater use of water in binding the road-surface, and the more frequent use of rollers. (4.) More attention to the provision of lateral support for the surfacing. With regard to No. 4, the use of any form of kerb is generally prohibitive in cost, but a good substitute can be constructed at moderate cost by treating the outer 12 in. on each side of the macadam with bitumen applied by the penetration method, using 1 U.S. gallon per square yard on the base course, and the same amount per square yard on the upper course. This method is particularly suitable when it is intended to treat the surface of the water-bound road.
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TarJoß Bitumen Surfacing. Tar or bituminous surfacing may be applied to an old road-surface in good condition, or to a new surface after it has been rolled, consolidated, and dried. Some engineers consider that the tar or bitumen should not be applied until tho road has been under traffic for some time, but by others it is regarded as the better practice to keep the traffic off the road until after the tar or bitumen has been applied. In the latter method penetration to some small extent is obtained, so that a road thus surfaced really is an intermediate type between the bituminous macadam road and the road which has been surfaced after having carried traffic for some months. As regards the preparation of the road-surface, there are three important points which must be observed to obtain successful results : —■ (1.) The road must be properly shaped and consolidated and free from ruts, pot-holes, or bumps. Feather-edged patches should be avoided. If the surface is very rough the road should be lightly scarified and sufficient material added to restore the shape. The road should then be thoroughly rolled, and traffic allowed to season the new surface for some weeks before the bituminous material is applied. (2.) The road-surface must bo as clean as possible and free from dust. A very good method is to sweep the road with a mechanical sweeper and follow up with a thorough handsweeping. A further precaution is to flush the surface with water, using a pressure flushing-tank or a hose. This is an excellent idea, and, provided the surface is allowed to dry out thoroughly, practically guarantees adhesion of the bituminous material. (3.) The road-surface must be perfectly dry before the application of any hot tar or bituminous material. The objection to the flushing process is now apparent, as considerable time must elapse between the flushing and the application of the tar or bitumen to enable the surface to dry. It is claimed that for cold treatments there may be a certain amount of moisture present. Tar or bitumen may be used to surface water-bound macadam and gravel roads. One coat or two coats may be applied. Some further details will be found under the heading of " Bituminous Materials." Using tar for a first treatment for the second treatment produces splendid results. The same class of bitumen or asphaltic oil is often used for both coats, and sometimes two different classes arc used. The same remark applies to the use of refined tar. If a thin bitumen or refined tar is used it should be heated to a temperature of 200° to 250° F. If a 90 to 120 penetration bitumen is used, it should be heated to a temperature of 300° to 350°. Care must be taken not to exceed these temperatures, as thereby the life of the material may bo destroyed. Bitumen should not be applied when the open-air temperature is below 60° F. The first application will vary in amount according to the nature of the surface, but should be about J gallon per square yard. The minimum and maximum limits should be and f gallon per square yard respectively. The bitumen should preferably be applied with a pressure distributor, but hand-pouring and gravity spraying may also be used provided the material is well broomed into the road-surface to guarantee equal distribution. If the bitumen is not equally distributed the final surface will not be of uniform hardness, and waves will form. A bitumen surfacing is more apt to wave than a tar surfacing. The first application of bitumen is covered with a thin coating of dustless broken stone or clean gravel. The Bureau of Public Roads specifies that not less than 85 per cent, of the broken stone shall pass a fin. screen and not less than 85 per cent, shall be retained on a Jin. screen. If pea gravel is used it should range between fin. and fin. in size. Over 1 cubic yard of stone will seldom be required for each 20 gallons of bitumen. Considerable allowance must be made for waste, however, if the stone is dumped at intervals on the roadside. The stone must be spread, as evenly as possible, and should be just sufficient to absorb the bitumen, otherwise the particles will not be sufficiently coated to adhere to the road-surface. If spreading is done by hand-shovel a long side swing should be used. It is far better to apply too little stone at first than too much. After the surface has been rolled or beaten in with traffic, loose chips should be swept off and a second application of bitumen made. This may range from to fof a gallon per square yard. Another light layer of -J in. of chips, coarse sand, or pea gravel is then spread, and either rolled or allowed to be ironed out by traffic. In tho case of tar surfacing it is considered good practice to make the second application two or three months after the first. The following method has been used successfully in surfacing good gravel roads in America :— " After the gravel road has had traffic sufficient to form a hard crust, the surface should be swept or water-flushed until it is practically free from loose particles or foreign matter. The bitumen should then be applied in two courses, in the same manner as for water-bound macadam. Gravel should be used for covering-material, and it should be clean, sharp, and well graded from 1 in. down to sand. The sand passing a No. 30 sieve should, not exceed 30 per cent. A roller should be used on this covering to make sure the larger pebbles are securely bedded, after which, the road should be opened to traffic. All breaks which develop in the surface during a period of from three to five months after the road is opened to traffic should, be repaired at once by a maintenance gang equipped with a heating-kettle and pouring-pots, and at the end of this period the surface should be scarified for a depth of from 1 in. to If in. By then disk-harrowing the scarified material, reducing it to a mealy condition, the bitumen content will be distributed uniformly throughout the depth scarified. Dress
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this material with the grader and roll it thoroughly. Follow the rolling immediately with an application of f U.S. gallon per square yard of bitumen, cover as before with gravel, and roll, and the road is ready for traffic." Such a road is said to be able to carry up to eight hundred vehicles per day. Bituminous Macadam. A bituminous macadam pavement is one having a wearing-course of macadam with the interstices filled by penetration methods with a bituminous binder. It is not durable heavy traffic, but stands up well under moderate loads. Advocates of bituminous concrete, and salesmen, are often hoard disparaging this form of pavement, but nevertheless it holds a definite place in modern road-construction, chiefly on account of its low initial cost and the small amount of equipment required to lay it. It must be remembered that unctions of the bituminous material in bituminous macadam and bituminous or asphaltic concrete are not quite analogous, although the adhesive quality of the material is the essential quality in both cases. In the case of asphaltic concrete the bitumen filler and aggregate go to make a dense mixture, which when rolled in place forms a structure capable of taking loads, but in the absence of tho bitumen the mixture would not take loads without lateral displacement of the material. In the case of bituminous macadam, before the application of bitumen tho structure is capable of taking loads without lateral displacement, on account of the interlocking action of the mineral aggregate. Under this method a dense pavement is not possible, neither is it looked for, as the function of the bitumen and chips is to provide a matrix which will waterproof the surface of the pavement, and will not be sucked out by rubber-tired traffic in the way the binding constituents of an ordinary macadam road are sucked out. A bitumen of higher penetration is required for a bituminous-macadam road than for a bituminous-concrete road. The consistency must be such that when in a melted condition it is fluid enough under proper working-conditions to flow freely and coat the coarse stone aggregate with a thin film. When cooled to summer temperatures it must be stiff enough not to flow ; when still further cooled to winter conditions it must remain plastic enough to contract without cracking. This question will be dealt with more fully under the heading of " Bituminous Materials." The stone used should be sufficiently hard and tough to withstand thorough rolling without crushing, as if crushing takes place proper penetration of the bitumen cannot be attained. Should a comparatively soft stone be the only kind available, a larger-sized coarse aggregate should be used to mitigate somewhat the effect of the further crushing under the rolling. With stone of good quality the size used should be from 1 in. to If in. The stone is spread on a water-bound-macadam foundation to such a depth that when compacted the layer will bo from 2 in. to 3 in. thick. The course is then rolled. As the chief reliance is placed upon tho interlocking action of the stone to obtain stability, rolling must be done until full compression has been obtained and all lateral movement has ceased before the bituminous binder is applied. The importance of adequate rolling cannot be emphasized too much, as a large number of failures—or, at least, very undesirable features ■ —in the finished pavement can only be assigned to insufficient rolling before applying the binder. Unless the coarse stone is rigidly keyed together to prevent lateral displacement the following application of bituminous material _ will have the effect of surrounding tho stone with a lubricant which under summer conditions and under traffic favours the readjustment and constant displacement of the stone aggregate. This will produce ruts and other depressions, and corresponding ridges, over large parts of which will not only make travel unpleasant but will also be destructive to vehicles. The condition of such a pavement becomes worse and worse in time as vehicular impact increases and the depressions increase in depth and the ridges in height. Compacting of the bottom course being completed, hot bituminous material at tho rate of about If imperial gallons per square yard is then uniformly applied under pressure, in such quantity so as not merely to cover the surface but also to flow into the voids between the stone fragments. The surface voids in the course are next filled by spreading and rolling in a thin layer of chips. No bituminous material should be applied unless tho entire depth of coarse stone is thoroughly dry and the air temperature in the shade is over 50° F. After sweeping off all unabsorbed chips a further application of bituminous material is made in an amount just sufficient to provide a thin coating of tar or asphalt, which is immediately covered with stone chips and rolled. This second application is usually at the rate of about f gallon to the square yard. It is of the utmost importance that all stone, coarse and fine, should be reasonably clean and free from dust in order that it may be thoroughly coated with the bituminous binder. If necessary the stone should be flushed with water, but it must be thoroughly dry before the application of bitumen. If too much bitumen is used in an independent mat will form, which will develop corrugations. In adopting American specifications, the difference between the United States gallon and the imperial gallon should always be borne in mind. It may mean the difference between success and failure. Bituminous or Asphaltic Concrete. There are a number of forms of bituminous paving which can be classified under the above heading. The essential difference between the various forms is chiefly in the grading and quantity of tho coarser aggregate. Asphaltic concrete is really a sheet asphalt mixture with the addition of a percentage of aggregate varying from 1 in. to J in.
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The well-known Topeka mix is an asphaltic concrete, but the original specification is now modified to give a better grading (of tho proportions of the finer constituents. Two modified Topeka mixes are shown in the following : — No. 1. No. 2. Per Cent. Per Cent. Asphalt cement .. .. .. .. 7to 11 7to 9 Passing f in. and retained on 1 in. mesh .. .. 5 to 10 5 to 10 Passing -\ in. and retained on 10-mesh .. .. . . ,1.1 to 25 12 to 22 Passing 10-mesh and retained on 40-mesh . . .. 7to 25 12 to 20 Passing 40-mesh and retained on 80-mesh .. . . 11 to 36 18 to 26 Passing 80-mesh and retained on 200-mcsh . . .. 10 to 25 12 to 20 Passing 200-mesh .. .. .. . . .. sto 11 9to 14 Asphaltic concrete holds a midway place between bituminous macadam on the one side and sheet asphalt on the other. In Denver I inspected a number of asphaltic-concrete pavements which were put down on old water-bound-macadam roads. A If in. wearing-course on top of a If in. binder course only was used. The binder course was mixed in the proportion of 50 lb. of asphalt-cement to 250 lb. of sand and 750 lb. of smelter-slag (maximum size 1 in.). The surface course was mixed in the. proportion of 80 lb. of asphalt-cement to 85 lb. of limestone dust, 5351b. of sand, and 3001b. of slag (maximum size lin.). Tho cost was only 4s. 6d. per square yard, and, with the exception of minor cracks, the pavements seemed to be standing up well to the traffic. In the Topeka type of surfacing the coarse aggregate constitutes barely one-third of the mass of the pavement. It is claimed that this amount is not entirely sufficient to place the stones in closeenough contact to prevent displacement, hence in many cases the coarse aggregate has been increased both, in size and amount, so that more dependence could be placed on the interlocking action of the stones. As an indication of the great attention given to the details of construction of asphaltic concrete pavements by the American engineers, an extract from one of the very latest specifications for a If in. wearing-course on a 3f in. base is attached to this report (see Enclosure B). Mastic Asphalt. I did not see any mastic asphalt being laid in America, but inspected a number of plants working in England, Mastic asphalt is composed primarily of similar ingredients to those found in compressed-rock asphalt, with the addition of a suitable percentage of bitumen to bring the mixture to such a consistency that it can be floated by hand with wooden trowels. It is usually applied in a 2 in. layer on a concrete foundation not less than 6 in. in thickness, but it may also be laid on a good macadam foundation. The mastic mixture is prepared in 6-ton horizontal portable boilers, which are fitted with paddles, driven usually by portable engines. The mastic is first prepared in blocks, which arc melted and mixed with small screenings on the job. A standard mastic asphalt for work in England has the following composition : — As manufactured in Block As mixed and laid on Eorm and despatched the Job after tho from the Depot. Addition of Screenings. Per Cent. Per Cent. Bitumen.. .. .. .. .. .. 16-4 10-8 Passing 200-mesh screen .. .. .. .. 43*2 22-1 Passing 100-mesh screen .. .. .. .. 9-2 7-0 Passing 80-mesh screen .. .. .. .. 2.0 2-8 Passing 50-mesh screen .. .. . . .. 10-8 5-6 Passing 40-mesh screen .. . . . . .. 4-5 2-6 Passing 30-mcsh screen j .. .. .. .. (i-8 2-3 Passing 20-mesh screen j .. .. . . 4-7 3-7 Passing 10-mesh screen .. .. .. . . 2-4 5-5 Retained on 10-mesh screen .. .. . . nil 37-6 Concrete Roads. In speaking of concrete roads care should be taken in defining accurately what is meant by the term. There is no doubt as to the classification of an unprotected concrete surfacing, but concrete may be used for the construction of a base to support a wearing-course of If in. sheet asphalt. Such a pavement is not called a concrete road in the United States. Yet those roads which consist of a layer of concrete with a § in. protective coat of bitumen and screenings are classed as concrete roads. It is almost universally agreed that concrete as a base for sheet asphalt, wood blocks, &c, is unrivalled, but opinions differ quite widely as to its place in the scale of wearing-surfaces. While the sheet-asphalt wearing-surface on a concrete base constitutes tho most popular city pavement in the United States to-day, the unprotected concrete pavement is the most popular surfacing for the more important rural liighways. Many exhaustive tests have been carried out on unprotected concrete roads, and in spite of a certain amount ot prejudice engendered by the fairly frequent failures of the light 4 in. low-strength original Californian roads, the popularity of the pavement has increased enormously throughout the United States, and nowhere more than in California itself. Even in Britain a continually increased mileage every year is being laid down. The greatest drawback of bituminous surfaced roads has always been the difficulty of preventing wave-formation, and it is the freedom from such troubles that has had much to do with the great increase in popularity of the concrete pavement.
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The principal advantages of concrete pavements are as follows : — (1.) As far as can be judged, they are durable under ordinary suburban and rural traffic conditions : (2.) They present a smooth, even surface, which offers very little resistance to traffic : (3.) They are practically dustless, and may be easily cleaned : (4.) They may be maintained at comparatively small cost: (5.) They may be made to serve as a base for some other type of surface when resurfacing becomes necessary. The principal disadvantages are : — (1.) They are somewhat noisy under steel-tired traffic : (2.) They are subject to cracking, and wherever a crack develops it must be given frequent attention in order to prevent deterioration of the pavement: (3.) On account of the sharp line of separation between the pavement and the shoulders, and the marked difference in hardness, an abrupt and dangerous depression is sometimes formed at the edge of tho pavement, which reduces the effective width of roadway : (4.) The difficulty of reinstatement after any disturbance of tho road has taken place (this objection applies more particularly to city work). Most of the secrets of the success of a concrete road centre around the care bestowed upon the selection, proportioning, mixing, and laying of the various materials. Tho cement should be regularly tested. Sand should come up to the usual specifications for concrete-work, except that much more attention should be paid to tho grading of the particles. The Bureau of Public Roads recommends the following grading : — Per Cent. Passing J in. screen .. .. .. . . . . .. 100 Passing |in screen and retained on No. 10 sieve . . .. .. sto 25 Passing No. 10 and retained on No. 50 sieve. . . . . . . . sto 90 Passing No. 100 sieve, not more than . . .. . . .. 10 Weight removed by elutriation test, not more than .. . . .. 3 The coarse aggregate of stone should be clean, and have a French coefficient of wear of at least 7. If gravel it should not show a greater loss than 12 per cent, under the abrasion test. Attention should also be paid to the grading of the coarse aggregate, the object being to obtain as dense a mixture as possible. The Bureau of Public Roads recommends the following grading for the coarse aggregate : — Per Cent. Passing 2 in. screen .. .. .. . . . . .. 100 Passing 2 in. and retained on 1 in. screen .. . . .. 25 to 60 Passing J in. screen, not more than. . .. .. . . .. 10 Tho method of proportioning by voids is used in England. In America Fuller's method is much used. In practice it is generally not feasible to follow strictly any of the. theories in tho proportioning of tho materials, as conditions vary so frequently. A set of tables compiled from experiments by Professor Abrams is generally used on tho job in the United States. They give a large number of satisfactory combinations of variously graded coarse and fine aggregates. The most up-to-date methods of laying and curing concrete roads in America can bo gathered most satisfactorily by perusing the extract from, a 1924 specification, forming Enclosure C to this report. The two chief sets of tests carried out in recent years on concrete pavements were the Bates tests and tho Pittsburg tests. It is very significant that the designs evolved as being the most economical from both these tests are practically identical. These designs are being widely adopted through the United States as standards. The main features are : (1) The pavement is 6 in. thick except for 2 ft. from each edge, where the thickness gradually increases until at the edge it is 9 in. ; (2) a longitudinal centre joint with deformed bars acting as dowels on pavements .1.8 ft. or over in width. With inferior foundations and more than the average rural traffic tho pavement-thickness is, of course, increased. When an intensity of heavy lorry traffic of 150 per day is anticipated 8 in. is regarded as the minimum thickness. A crown of 2 in. in an 18 ft. pavement is used. A peculiar feature of a concrete pavement was disclosed by the above tests. It was found that the slab curled upwards at the edges during the night. This means that it is possible for water to get access to the subgrade. It was also observed that tho early-morning lorry traffic did the most damage to the road. The worst failures which I saw in California were crow's-foot cracks at the edges of tho pavements or at the corners of slabs, and would certainly scorn to indicate the necessity for greater thickness at tho sides. The question of expansion and contraction joints has never been satisfactorily solved. One of the most noted English authorities at the last International Road Congress stated that " tho cracks formed by expansion and contraction of concrete through temperature, moisture, and subsoil changes cannot be eliminated by the provision of expansion-joints." The majority of plain concrete pavements in America are now constructed, without transverse joints. They are considered unnecessary if the concrete is laid when the air-temperature is not below 50° F. Bituminous Surfacings. —When concrete roads were first made a bituminous carpet was usually applied with the idea of forming a wearing-surface and reducing the impact on the slab. This practice is now being generally discontinued. It is found that a bituminous surface approximately J in. in thickness has little, if any, cushioning-value, and consequently does not lessen the impact to any appreciable extent. The chief, advantage of such a treatment lies in the fact that cracks are automatically bridged over as they appear, and surface water is prevented from reaching the subgrade through these cracks. The difficulty of securing proper adhesion of the bituminous surface to the concrete, its cost, and the necessity for continuous maintenance, constitute its greatest disadvantages. In both America and England it is being recognized that these disadvantages greatly outweigh any possible advantages that might be obtained through its use. An example of a very unsatisfactory surfacing of this type may be seen in Napier at the present time.
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Good shoulders should always be provided to concrete pavements, and if earth, gravel, or macadam, they should not be loss than 5 ft. each in width. At Arlington, Virginia, I inspected sections of concrete road undergoing tests by the Bureau of Public Roads. These tests were being made to determine what relations, if any, exist between the surface behaviour of concrete roads under traffic and the various laboratory tests for the quality of the aggregates. The results of the tests have just been published in the issue of Public Roads dated May, 1924. Other tests were being carried out to determine the stresses induced in a pavement by a loaded lorry travelling at a given rate of speed and passing over a small bump such as a piece of thin board. Sheet Asphalt. Sheet asphalt is tho most popular form of city pavement in the United States. Sheet-asphalt pavements have a wearing-surface of asphalt-cement combined with an inert aggregate of graded sand and filler, laid upon a foundation which is usually cement concrete, although bituminous concrete, old macadam, brick or stone blocks are sometimes used. The thickness of this wearing-surface is usually from If in. to 2f in., depending on the amount of traffic to be carried. The pavement is ordinarily built in two courses. The first, called the " binder " course, is of asphalt and graded crushed stone, and varies in thickness from 1 in. to If in. The aggregate is heated and then mixed in a rotary mixer with a minimum, quantity (about 6 per cent.) of refined asphalt. It is then spread on the foundation with shovels or rakes, and rolled with asto 7 ton roller. Sometimes the binder course is replaced by a coat of paint-binder consisting of asphalt-cement dissolved in gasoline, which is applied with a brush to the concrete foundation. The wearing-course is placed directly on tho binder course or paint-coat. The aggregate of the wearing-courso consists of carefully graded particles of sand ranging from the size of dust grains to about f in. in size. Tho sand constitutes nearly 80 per cent, of tho surface mixture, and takes nearly all the wear of the traffic. It should therefore be hard, clean, moderately sharp, and have a suitable surface to which the asphalt may adhere. It should be free from organic matter, and should pack together well when dry. With the sand there should be used a filler of very fine material, such as powdered chalk or limestone, Portland cement, or slate-dust. This should be fine enough to pass a 200-mesh screen in order to fill properly the voids in tho sand. After mixing the sand and the filler, the material should bo heated to about 350° F. and then mixed with from 9-5 to ILS per cent, of asphalt-cement heated to about 300° F. The mixture is then hauled to the street in canvas-covered wagons or lorries, and spread on the lower course prepared as previously described. Hot rakes, shovels, and tampers are used to place the mixture, which must be thoroughly loosened to ensure uniformity. The course is immediately rolled with an 8-ton roller, sprinkled with Portland cement, and rerollcd. Sheet asphalt is more suited for fast concentrated traffic than for light or slowly moving heavy traffic, but it is disastrous for any horse traffic or for grades steeper than lin 25. In Los Angeles after several months dry weather a shower of rain on the sheet-asphalt pavements makes any speed over ten miles an hour exceedingly dangerous, and cars may be observed performing the wildest of evolutions. Fifth Avenue in New York is laid down in sheet asphalt, and there it has given remarkable service. On the California highways concrete shoulders are being laid down to sheet-asphalt pavement, and where they have been laid down some time the road-surface seems to be in better condition. Sheet asphalt is dustless, easily cleaned, and easily repaired. Its cost in California, including sin. concrete base, is about 10s. per square yard. The following tabulation shows two American specifications for the composition of a sheet-asphalt wearing-surface. Both are representative of this year's practice, and I saw both being laid down. Specification Specification No. 1. No. 2. Per Cent. Per Cent. Asphalt-cement .. .. .. .. .. .. 9f to llf 10 to 12 Sand and stone-dust passing 200-mesh screen .. .. .. 13 to 18 12 to 15 Passing 80-mesh and retained on 200-mesh screen .. 18 to 28 20 to 34 Passing 50-mesh and retained on 80-mesh screen .. 16 to 24 20 to 34 Passing 30-mesh and retained on 50-mesh screen .. 18 to 26 11 to 20 Passing 20-mesh and retained on 30-mesh screen .. .. 4to 9 4to 10 Passing 10-mesh and retained on 20-mesh screen .. .. 2 to 5 If to 5 A typical sheet-asphalt mixture in England is as follows : — Per Cent. Bitumen soluble in CS2 .. .. .. .. .. ..12 Aggregate passing 200-mesh screen .. .. .. .. 16 ~ 100-mesh screen .. .. .. .. 12 „ 80-mesh screen .. .. .. .. .. 10 ~ 50-mesh screen .. . . .. .. .. 40 ~ 40-mesh screen .. .. .. .. .. 4 ~ 30-mesh screen .. .. .. .. 3 ~ 20-mesh screen .. .. .. .. .. 2 ~ . 10-mesh screen .. .. .. .. .. ] 100 When the climate is humid it is considered good practice to use not less than 12 per cent, of bitumen. 10 per cent, by weight of filler may be regarded as the minimum requirement for any sheetasphalt mixture. Wood Block. It is now comparatively unusual to see wftod-block pavements being put down in America. The practice is to use chiefly long yellow-leaf pine or Douglas fir blocks impregnated with from 16 lb. to 20 lb. of coal-tar creosote per cubic foot of block. The blocks are usually 8 in. by 4 in. by 4 in.,
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and, of course, are laid with the grain vertical. A 5 in. or 6 in. concrete base is usually used, and the blocks are either laid on a cement-sand cushion or the base is painted with asphalt and the blocks laid diiectly on it. A bituminous filler is then thoroughly mopped into the joints, and is followed by a coating of coarse sand. 'ri In London creosoted soft-wood blocks are still being used extensively. A very heavy concrete base is first put down, and finished off accurately to template with 2 in, to 3 in. of fine aggregate concrete and grout, making a total thickness of about 12 in. Tho blocks are then laid without any cushion, and a coating of tar, cement, and sand or small chips applied later. The blocks are laid with their length at right angles to the traffic, with the exception of two rows adjoining each channel. An expansion-joint, 1 in. in width, is left next the channel, and is filled with pitch. The blocks are very accurately sawn. Little care is used in curing the concrete base. Taking into consideration the great deal of horse traffic, wood block is still the best pavement for London. It is interesting to note that no hardwood blocks were laid in London during 1923. Brick Pavements. Many brick pavements have been laid in the cities in the United States, but very little of this type of work has been put down on highways. As the best practice is to lay the bricks on a concrete base, the cost is very high, and there would seem to be little reason for the adoption of the type in New Zealand. They are preferred in America on comparatively steep grades, as their surface is less slippery than sheet asphalt or concrete. In some places they have worn very unevenly, on account of varying hardness of the bricks. Rubber Roads. Small sections of rubber pavement have been laid down in England during the past few years. I made a close inspection of a section which had been down for seven months. It is situated around the cenotaph in London, and is 50 yards in length. The rubber blocks are approximately the size of ordinary wood blocks, and are made of two different kinds of rubber, the lower portion being hard and unyielding, and the upper thinner layer being quite resilient. The blocks are laid on concrete, and are interlocked. The most noticeable feature of the pavement is the very large distance it has crept in the direction of the traffic, the maximum movement being about 4 ft., which amount has been apparently taken up by compression. The pavement has needed constant attention. The wearing surface of the blocks do not show the slightest sign of wear, but on several occasions the blocks have bulged up over small areas. I was told by the foreman making repairs that when water finds its way down to the concrete the movement of the blocks under traffic in places caused them, to wear depressions in the concrete. The foreman also considered the lugs on the blocks required for interlocking to be impracticable when it came to repairs. The experiment certainly cannot be classed as a success. The cost of the pavement is said to be £4 per square yard. Rubber slabs, 9 ft. by 4 ft. 6 in., anchored to a concrete base, with steel cone rings, have recently been laid in other places in England, but I did not have the opportunity of seeing them. Guard-rails. The use of guard-rails of varying design is exceedingly common on the main highways of the United States. They are often used in places which to the colonial eye seem reasonably safe without such a precaution. In some places every embankment is provided with guard-rails. Various combinations of timber, concrete, and wire rope are used in their construction. Many of the rails erected in the past are far too light and offer only a moral protection to a vehicle, but the later and more elaborate types are strong, substantial affairs. The centre of the top rail is usually only about 2 ft. above the ground. A modern timber guard-rail consists of 8 in. by 8 in. posts, at about 7 ft. centres with a 6 in. by 6 in. rail. Concrete posts with timber rails is a common form of construction. A wire-ropo guardrail consists of timber or concrete posts strung with two f in. diameter galvanized-steel wire ropes. Tho ropes are provided with turnbucklcs, and are anchored every few hundred feet. I think this type is superior to the timber or concrete rail. In some places where rails cannot bo afforded large boulders painted white are placed at small intervals along the edge of tho embankment. Safety-devices and Warnino Signs on Highways. The most effective warning-device used in America for railway-crossings is what is colloquially called the " wig-wag " signal. It consists of a red disc on an arm which is electrically operated by an approaching train and swings with a pendulum motion. It is mounted on a post in a position that will catch the eye of the approaching traveller. At every swing the arm also strikes a gong. For night use tho disc is fitted with a rod light. At many crossings fearsome posters depicting imminent collisions aro affixed to posts. At one crossing I saw the remains of a motor-car which had. been practically demolished by a locomotive set up on a platform in a prominent position as a warning. For some railway-crossings in the north of Italy largo skull and cross-bones signs aro used. At sharp curves on concrete or other good pavements in the United States it is customary to paint white lines elong tho centre of the pavement. Those have an excellent effect in defining the limits of passing traffic. Under overbridges and other similar structures where visibility is poor a concrete kerb is often placed along the centre of the road for a certain length to guide the traffic and prevent collisions. In some places concrete shoulders and tree-trunks are whitened to assist tho motorist at night. Large mirrors are occasionally used, both in England and America, at important road-junctions to show approaching traffic. Cast-iron " buttons " set in the roadway are very much used to define turning-points at junctions, and some are fitted with lighting-devices for night work.
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It is not uncommon to see such notices as the following posted up at dangerous points on highways in America : — " Twelve-year-old boy killed by auto hero on March 28th, 1921.— Dr. W. A. Corson, Coroner." " Drive carefully. Nearest hospital now at least nine miles." " Caution. Blind crossing. Better play safe than the harp and a golden crown." Road-signs and Direction-posts. In the United States the provision of these conveniences is left largely to tho automobile associations : for example, the Southern California Automobile Association alone has ereoted ninety thousand signs in its territory, its membership being eighty thousand. English roads are very well provided with signs, the most common materials used being cast iron and wood. In America sheet iron and wood seem to be most favoured. Black or blue lettering on a while background is usually used. One of the automobile associations in England is using circular signs with black letters on a yellow background. I am of the opinion that the yellow background is better from the point of view of the motorist, and will also withstand tho ravages of the weather better. An important point in the erection of signs is that they should always be placed at a standard height from the ground : the motorist then picks up the signs much more readily. Standards for supporting signs maybe of ornamental cast-iron, 2fin. galvanized-iron piping filled with cement grout, tee iron, angle-iron, or wood. In England the automobile associations have erected many signs at small bridges and culverts, giving the name of the bridge and the name of the stream. Maintenance : General. New Zealand's effort with about 40 per cent, of her roads surfaced with gravel or something better compares more than favourably with that of the United States, which has only 13 per cent, of her road mileage surfaced with gravel or something better, New Zealand is behind, however, in tho standards of construction of her more important highways. These standards must be raised, but the mileage so affected will be only a very small percentage of tho highway system. The bulk of the roads in the country will not be materially improved by the proposed programme for reconstruction, on account of the restrictions of finance. There is a phase of the road, problem, however, in which New Zealand lags further behind than any other country that I have visited. New Zealand must learn to maintain the roads she already possesses. Tho capital invested in the past must be given a chance to earn, in spite of the motor-vehicle. Improved maintenance will affect every mile of road in. tho Dominion. It is becoming the habit to sit back and say the day of the gravel or macadam road is over. It is the day of lax maintenance of these surfacings that is over. There arc gravelled roads in the United States successfully taking motor traffic of a greater volume than any recorded on our main highways by the recent traffic census, and yet the condition of many of our highways is deplorable. The reason for this apparent paradox is simply maintenance. Wo all know of odd sections of gravelled road in this country which with very little attention seem to keep a good surface under considerable traffic. In such cases there are usually some natural causes which assist the roadman, but these; instances teach tho lesson that it is possible under certain conditions for a gravel road to carry economically a considerable amount of traffic. The art of maintenance is in endeavouring to create those conditions on all stretches of road. The way to get good roads throughout the country with moderate finance is not to make a fevered search for a supreme traffic-defying form of pavement and then build a few miles per annum. As great a mileage as possible of the medium types of construction must be laid down, but even the most optimistic must admit that this mileage can only be very small. The slogan for the country must be " Better maintenance." The few miles of high-class surfacing can only be obtained with heavy expenditure which will impose a burden upon the taxpayer for many years. Tho maintenance of the bulk of the roads can be much improved with no further annual expense to the taxpayer by the introduction of better methods, by better supervision, and by educating tin; actual man who works on tho road. A moderate increase in the annual payments for scientific maintenance of our ordinary roads will also give a better return than the same money expended in defraying the overhead charges on a few miles of expensive pavement. This attitude seems to be the one adopted in England and the Continent, where the roads are, in my opinion, more carefully maintained than in the United States. Where America has gone in for vast construction programmes England has rather given more attention to maintenance. In 1914-15 England spent 9s. 6d. per head on maintenance. The figures for 1920-21 were £1 Os. 3d. per head. On most of the main roads leading out from London tho cost of maintenance is from £700 to £1,000 per mile per annum. Tho average expenditure on these roads works out at Jd. per ton-mile of traffic. In May last I motored over two thousand miles of England's main roads, and was astounded at the enormous amount of maintenance work that was being undertaken in the way of annual bituminous surfacing. A very noticeable feature was tho great number of road-rollers used, as many as five being seen on one job. I also saw many signs in Franco of preparations for the spring maintenance work on her matchless macadam roads. The distinguishing feature was the enormous supplies of road-metal piled everywhere on the roadside ready for use. Before leaving the general subject of maintenance I would like to say that there is no country with, which I am acquainted where stool bridges receive as little care after construction as in New Zealand. Maintenance of Gravel Roads. The theory of all maintenance is " little and often." Subsoil drainage and surface drainage must primarily be dealt with. The maintenance of the surface of gravelled roads is best attended to by means of a road-drag ; the use of this very cheap and most effective piece of plant should be compulsory
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on every gravel road in the country. Roadmen should be educated in its use and in the knowledge of the right times to use it. Tts operating-cost is so small that it can be used very frequently. The best time to use it is after a shower, just as the road is beginning to dry. There are many unsatisfactory gravel roads upon which more money is spent carting fresh matorials to fill ruts and potholes than would bo necessary to maintain the same roads in good condition by means of the road-drag. The pamphlet " The Road-drag and how it is used," prepared by the Bureau of Public Roads in the United States, should be in tho hands of every road engineer, road overseer, and road foreman in the Dominion. Maintenance of Macadam Roads. The theory of the old macadam road was that the abrasive effect of traffic on the larger stones produced just sufficient fine material to bond tho larger stones and replace the original filler as fast as it was removed. The introduction of the motor-vehicle has meant that (1) more of the filler is quickly removed, and (2) the abrasive effect on the larger stones is absent, on account of the rubber tires. It is quite evident, therefore, that the old theory fails and tho road-surface rapidly disintegrates. If a macadam road is to be maintained to carry a reasonable amount of motor traffic, the obvious thing to do is to endeavour to replace tho binding-material as fast as it is removed, or to provide such small fragments of suitable material on the surface of the road so that the reduced amount of steel-tired traffic can by abrasion and impact increase the supply of binder to replace the excessive amount removed by rubber tires. A|- in. layer of fine gravel, coarse sand, or fine screenings is effective. As it is thrown off the road by motor traffic, it must be replaced by dragging or scraping. The filling of potholes and depressions in macadam roads should receive close attention. A most important point is that each hole should be excavated until it is sufficiently deep to take satisfactorily the size of the stone used in repairs. The edges of the hole should also be cut out vertically, and the thickness of the patch should be uniform. The same kind of stone as exists in the road-surface should be used, and it should be compacted, rolled, or thoroughly tamped, and watered just as if it were new construction. To enable a patch to stand the traffic more satisfactorily, cold bituminous mixtures are often used to coat the metal. Tar or bituminous surfacing the whole of a water-bound macadam road is really a form of maintenance, as under much traffic it is usually necessary to replace such a surfacing annually or biennially. Maintenance of Concrete Roads. I would like to mention that the greatest of caution must be used in accepting maintenance figures for concrete pavements in cities as any criterion of what maintenance per mile on a concrete rural highway is likely to cost. Tt must be remembered that with a rural concrete road the ditches and culverts still haves to be attended to, and tho shoulders really have to receive more attention than in the case of other typos, on account of the difference in hardness and rigidity of the contiguous surfaces. For example, in 1919, in Wisconsin, the following wore the average costs of maintenance per mile for various types of road : Earth, $223 ; gravel, $212 ; water-bound macadam, $516 ; penetration macadam, $252 ; concrete, $337. Of tho latter figure only $62 per mile was spent on the concrete surfacing itself. Again, in Minnesota, in 1923, of the total annual expenditure on the maintenance of concrete pavements, only 9 per cent, was for the maintenance of the slab proper. Testing of Road-materials. Testing of road-materials is carried on very elaborately in the United States. The Bureau of Public Roads publishes regularly the results of the tests carried out in its laboratory in Washington, D.C., which I had an opportunity of inspecting. The information given concerning a sample of stone includes its locality, geological classification, weight per cubic foot, absorption in pounds per cubic foot, French coefficient of wear, hardness, and toughness. Now that the main-highways scheme is under way in New Zealand it is most important that similar classified information be obtained about our roadmaking materials. The tests are not infallible, but they form an excellent guide for highway engineers. The following table, compiled by tho Bureau of Public Roads, shows the limiting-values for rock suitable for tho woaring-courso of a water-bound-macadam road.:— French Coefficient: 40 Toughness. Hardness. Per ( tent, of Wear. Light traffic .. .. .. sto 8 sto 9 10 to 17 Medium traffic .. .. . . 9to 15 10 to 18 Over 14 Heavy traffic .. .. .. Over 15 Over 18 Over 17. If cementation tests are made the cementing-value should be over 25. An English interpretation of physical tests on road-stones follows : —
Deval Abrasion Test (per Cent. of Wear). Impact Test (Number of Blows for FaUure). Hardness Test. Cementation IValue (Number of [Blows for Failure). Absorption of Water (Pounds per Cubic Foot). r ery good lood 'airly good lather poor 2 and under 2-1-2-5 2-6-3-1 3-2-4-0 Over 4-0 19 and over| 16-18 13-15 8-12 Under 8 19 and over 17-18-9 16-16-9 15-15-9 Under 15 over 100 76-100 26-75 10-25 Under 10 0-10 and under 0-11-0-40 0-41-1-00 1-01-3-00 Over 3-0 'oor
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Tests should not be confined to road-metal. Our many and varied gravels should be tested and classified according to their value for roadrnaking, as for many, many years gravelled surfaces will form the greatest portion of our improved highway system, as it does in the United States to-day. Gravel is subjected to abrasion tests, washing and elutriation tests, and grading tests. Modern research tends to show that the amount of water used in mixing concrete has a vital effect on its future strength. To enable the consistency of a mix to be somewhat standardized the slump test has been devised. The test consists of carefully filling a conical frustum-shaped mould of galvanized iron (4 in. top diameter, 8 in. base diameter, and 12 in. in height) with the freshly mixed sample of concrete, and after leaving it stand for three minutes the mould is withdrawn. Tho difference between the height of tho mould and the height of the concrete mass after it has " slumped " is the measure of the consistency. This difference should not be more than 1 in., nor less than \ in. for proper consistency. In addition to the slump test, the flow-table test has been devised, also to measure consistency. Recently a penetration test for determining the work ability of concrete has been brought into use by the Bureau of Standards, Washington. Bituminous Materials. Under this general heading I include tar and tar products, petroleum products, and natural asphalts. Tar and tar products are rapidly losing ground in the field of highway-construction. Tho overproduction of asphaltic base petroleums particularly in the Californian fields has so reduced the price of oil asphalts that the use of tar, with its shorter life and other detrimental qualities, is now seldom heard of in the United States. Oil asphalts are also finding great favour in England. The most modern methods of gas-production result in inferior tars, and this factor in addition is tending to increase the popularity of asphaltic petroleum residuals. As it is likely that by far the greater portion of the mileage of improved surfaces on our highways will involve the use of oil asphalts rather than tars and natural asphalts I will confine my remarks to this class of materials. The chief feature of bituminous materials as far as the highway engineer is concerned is the consistency. Tho consistency is tested and designated in three different ways according to whether the material is very liquid, moderately liquid, or semi-solid. In tho first case the viscosity is determined by means of the Engler viscosimeter. The viscosity may be recorded in seconds, or it may be recorded as specific viscosity —that is, the viscosity of the material as compared with that of water. This test is used for tars and liquid petroleum residues suitable for use as dust palliatives. In the second case the consistency is determined by the float test. This test is recorded in seconds, and is used in classifying heavy refined tars and asphaltic oils suitable for sealing road surfaces and fluxing solid bitumens. For the third class of material the consistency is determined by the penetration test. This test is recorded in hundredths of a centimeter, and is used in classifying oil asphalts suitable for the construction of bituminous macadam (penetration method), bituminous concrete, and sheet-asphalt pavements. There are three chief factors to be considered in determining the correct consistency of a suitable product for any job : (1) The method of construction; (2) the climatic conditions; (3) the nature of the traffic which the improved road is expected to take. The following tabulation shows the recommendations of tho Asphalt Association of America : —
Penetration Limits for Asphalt-cement.
For most places in New Zealand the figures in the " Moderate temperature " column are suitable. 1 have heard complaints in New Zealand that it is sometimes difficult to get bitumen to adhere directly to a. dry clean surface. I believe that <an investigation of these cases will disclose that a bitumen of a penetration of something less than 150 has been used. In the United States it is not customary to use for sealing purposes any bitumen which is viscous enough to be classified by the penetration tost. If for the first coat a fluid bitumen or liquid asphalt is used which when tested will show a specific viscosity at 100° C. of not more than 60 I am sure the above trouble would not be experienced.
Typo of Pavomont. Traffic. Tomperatures. Low. Moderate. High. (ituminous macadam iituminous concrete licet asphalt . Light .. Moderate Heavy.. . Light .. Moderate Heavy.. Light . . Moderate Heavy.. L20 150 90-120 80 -90 60-70 60 -70 50-60 50 60 50-60 40-50 90-120 90-120 .80-90 60 70 60-70 50-60 50-60 50-60 40-50 80 90 80-90 80 90 50-60 50-60 50-60 40-50 40-50 30-40
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lii oonnestion with the inmufacturo of bitumen from semi-asphaltio petroleums such as are found in Texas an I southern Illinois, it is desirable to know that usually the blowing process, as well a-s th > dis'.ill xtion pr 08633 ha 3to be used, although subjecting the oil to a special preliminary cracking pr 03633 may make blowing unnecessary. Blown asphalts have a much higher melting-point for a given penetration and a much lower ductility and lower specific gravity. For the purpose of fluxing solid or semi-solid bitumens in England tar is very often used, but 1 would not recommend the use of tar in this country. Liquid asphalts should bo used. Costs. While costs of various pavements abroad aro not of very much use in this country, the following information may be of some interest. Generally speaking the cost of pavement-construction is heavier in England, than in America, although wages are considerably loss. In Los Angeles the average costs of city pavements at present rates of exchange are as follows : — Per Square Yard. Asphalt pavement — s. d. 5 in. concrete base, paint binder 1.1 in. surface .. .. .. .. 1.0 6 5 in. concrete base, 1 in. asphalt-concrete binder, 2 in. surface .. .. .. 10 11 6 in. concrete base, 1 in. binder, 2 in. surface .. . . .. .. .. f 2 2 3| in. bituminous base, ljin. surface .. .. .. .. .. 7 11 5 in. bituminous base, 1| in. surface .. . . .. . . .. ..98 Warrenite-Bitulithic — 3| in. bituminous base, 1 .-*,- in. surface .. .. .. .. .. 8 10 5 in. bituminous base, 1| in. surface .. .. .. .. .. 10 6 5 in. concrete base, paint binder 1| in. surface .. .. .. ..10 11 (iin. concrete base, paint binder 2 in. surface .. .. .. .. 12 7 Topeka pavement, Sin. concrete base, paint binder 2 in. surface .. .. 10 6 Concrete pavement, 5 in. thick .. .. .. .. .. .. ..98 Concrete pavement, 6 in. thick .. .. .. .. .. .. ..108 Concrete pavement, 7 in. thick .. .. . . .. .. .. ..119 I'm- Square Yard. The following shows some very recent typical London prices : — s. d. s. d. Asphalt pavement, 5 in. thick .. .. .. .. .. 17 6to 21 0 Asphalt pavement, 2 in. thick with two years' maintenance .. .. 12 oto 15 0 Wood block on 9 in. concrete foundation .. .. .. .. .. 38 3 Rock asphalt, \\ in. thick, with one year's maintenance .. .. .. 12 0 Wood block on 12 in. concrete base .. .. .. .. .. 54 2 12 in. concrete foundation only .. . . .. .. .. .. .. 30 0 4 in. tar-slag macadam .. .. . . .. .. .. .. ..82 2 in. asphalt carpet .. .. .. .. .. .. .. .. 10 5 Rubber pavement .. .. . . . . .. .. . . . . 80 0 Tar-spraying and gritting .. .. .. .. .. .. 0 4to 0 5 Per Square Yard. The Chester City Council has carried out work recently for the following prices : — s. d. Granite sets on 7 in. reinforced-concrete foundation .. .. .. .. 32 6 2 in. rock asphalt on 7 in. reinforced-concrete foundation .. . . . . ..210 4 in. wood block on 7 in. reinforced-concrete foundation . . .. .. .. 28 10 5 in. wood block on 7 in. reinforced-concrete foundation .. .. .. 31 10 2 coat bituminous macadam .. .. .. .. .. .. ..163 4 in. penetration pavement .. .. .. .. .. .. ..110 7 in. reinforced-concrete tar-sprayed .. .. .. .. .. ..166 Recording Costs. —Elaborate costing systems are a feature of a number of American jobs. It would be impossible to get the average New Zealand foreman or overseer to carry them out satisfactorily. They usually seem to be operated in the United States by university graduates in engineering, who, to gain experience on works, take up subordinate positions as timekeepers, &c. There always seems to be an ample supply of such men for reasonably large jobs. In Now Zealand there is a very great field for improvement in recording costs, but accuracy and up-to-dateness should never be sacrificed for detail. In. general it may be said that engineering costs cannot be entirely entrusted to a book-keeper or accountant; the value of the record consists in the data being reduced to units that will be immediately applicable to future work in the statement of the conditions governing the data, and in tho logical arrangement and clearness of tabulation employed. Plant. With the groat increase in road-development and the big changes in type of construction during the, past ten years there has been considerable activity in the design and manufacture of new plant, particularly in America. Motor-trucks and Steam-wagons. —Where haulage of road-materials over good surfaces is required the heavy motor-truck or steam-wagon is most efficient. Unfortunately we have in New Zealand very few roads capable of withstanding such heavy traffic except in the driest of weather, and comparatively light trucks on pneumatic tires would appear to be the most suitable for construction
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purposes on our weak country roads. On good grades the use of trailers with broad-flanged wheels is to bo recommended. The tip-truck in its various forms is now almost universal on highwayconstruction. End-tip trucks with regulating-doors at the back are often used to spread stone in a uniform layer directly on the road. A very successful machine for small work is a Ford 1-ton truck fitted with a roll-over body, made by the Easton Car and Construction Company of New York. Loading-machines. —Portable loading-machines are very greatly used in America for loading trucks from stock piles. They save considerable labour and time. Many insignificant coal-dealers use these machines. Portable Compressors. —A portable compressed-air drilling outfit is found on practically every small quarry job one sees in America. Portable compressors are also now used in all big cities in England and America for breaking up city pavements. Road-rollers. —Road-rollers are used much" more extensively in other countries than in New Zealand. For example, in Essex County, in England, there is a roller to every thirty miles of road. In New Zealand there is only about one roller to every hundred miles of main highway, and only one to about every thousand miles of road. The small rollers now being built by the Austin Company in America, and Barford and Perkins in England, are most useful implements for light construction. A number of the latter were used for the construction of the roads in the Exhibition at Wembley. I was much impressed with the work that is accomplished on gravel roads in America with these small machines. They are used not only for rolling, but also for shaping a road-surface. For finishing off a subgrade they are very convenient. Tandem quick-reverse rollers are almost universally used for the higher types of bituminous construction. Bituminous Spraying Plant. —There is a very 4 great used in America and the plant used in England. In America the bituminous materials are handled in bulk in railroad tank cars holding 10,000 gallons each and fitted with internal steam-piping for heating purposes. The bitumen is transferred to large motor-truck distributors, which spray the road-surface at a great rate. In England the bituminous materials are usually distributed in barrels alongside the road, and small spraying-machines similar to those seen in New Zealand are used in great numbers. The American method is no doubt considerably cheaper, but is only possible where bitumen or tar is available in bulk. Gravel and Chip Distributors. —I saw a number of these machines working in England, and where a large programme of surfacing is to be carried out they are to be recommended. Asphalt Plants. —The most common asphalt-mixing plants to be seen in the United States are those manufactured by Cummer and Son, Barber Asphalt Paving Company, and the Austin Company. The following is a simple description of the operation of a typical machine : —■ " At one end is placed a continuous elevator of the bolt-and-bucket type, into which broken stone, sand, or other mineral matter is fed from nearby storage piles. The elevator discharges into a cylindrical metal drum set over a firebox. As the drum revolves the aggregate passes through and is dried and heated by meeting the hot gases from the furnace which discharge through the drum. The hot aggregate is then lifted by moans of an elevator to a hot storage-bin, sometimes being first screened into different sizes. The bin jdischarges into a measuring-box on the mixing-platform, where operators are stationed to proportion and handle the mix. Here the proper quantities of hot aggregate and asphalt are weighed out for each batch to be mixed. The asphalt is heated in kettles, and here, if too hard, it is also fluxed to proper consistency. It is forced through pipes to a weighing-bucket on the mixing-platform. The mixer is set so as to discharge directly into wagons or trucks below the platform, and usually consists of an iron box equipped with a double set of blades revolving on two horizontal shafts extending through the box. The mixer is first charged with the minora] aggregate, including limestone dust or Portland-cement filler, if any is to be used. After preliminary mixing, the hot asphalt is added, and mixing continued for one or two minutes until every particle is uniformly coated. The mix is then dumped into a truck and another batch prepared." Concrete-paving Machines.— -These machines have been well developed in America. I saw several American machines working in England. A very large gang is required to attend on them, but their output is enormous, 1,200 square yards of 8 in. pavement per ten-hour day not being uncommon. I have seen as many as forty men attending on one mixer. This number includes the road-finishing gang. Water-spraying Motor-trucks. —These are now very frequently used not only in England and America but also on the Continent. I saw many machines fitted with the sprays in front. The driver thus is given excellent control. Fordson Tractors. —These tractors are becoming very popular abroad, particularly where good road-surfaces exist. They are invaluable in such places as timber-yards and on wharves. In America I saw some fitted with a small hoisting-winch in front. On. one job the winch was being used to assist negroes to push their concrete carts up a short grade. Turntables for Motor-trucks. —These are frequently used in the United There are several makes on the market which can be operated by one man. For mountain-road work they are extremely useful. Graders, Scoops, &c. —There are innumerable types of graders, scoops, trench-excavators, dragexcavators, &c.j on the market in the United States which are peculiar to the country. Many are of very light design and are only used for a short period and then scrapped. Traffic Census. The traffic census is daily assuming greater and greater importance in the highway engineering world. No real study of any liighway problem can be made without its assistance. Traffic statistics form the basis of all economic investigations, and the importance of having such information to hand cannot be too greatly stressed.
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The purposes of a census may be detailed as follows :— (I.) To determine the average daily volume of traffic using tho highway, and the nature and destructive effect of the traffic : (2.) To establish a record of the development and increase of motor traffic and the decrease of horse traffic : (3.) To determine the variation in volume ami congestion of different periods of the day, week, month, and year : (4.) To enable an estimate to be formed showing the probable speeds of vehicles and the average distances between them : (5.) To determine the difference in volume of traffic before and after any improvement or reconstruction : (6.) To enable the cost of road-maintenance per unit vehicle to be determined : (7.) To assist the engineer in designing, maintaining, or reconstructing the highway: (8.) To assist the police authorities in allocating staff for regulation of traffic at congested or dangerous points : (9.) To assist in drafting regional town-planning schemes : (10.) To assist in making an equable distribution of Government funds. A general traffic census is now taken annually in England. Parking of Vehicles. While this question docs not crop up ill connection with rural thoroughfares, still the problem of parking has become so acute in the large American cities, and even in tho main streets of relatively small towns, that a few remarks may be opportune. The width, of a street is quickly and cheaply fixed in the early history of a town, but the cost of increasing the width of a street when congestion of traffic' demands such a step is usually appalling. The parking problem has considerably aggravated the position, so that even where seemingly ample widths of streets originally were provided in many American cities the condition of affairs to-day is very sad. New Zealand is a country of great wealth per capita, and a very heavy increase in motorvehicles is sure to follow main-highway developments. Therefore, in planning main streets of young towns or city streets that are likely to become busy thoroughfares an additional 16 ft. should be allowed for parking two lines of vehicles over and above the estimated widths required for moving traffic. Detours and By-passes. One of the great problems in England is tho question of constructing detours around towns and villages. The old English towns are noted for their narrow tortuous streets, with the result that through traffic is seriously held up, the local traffic is impeded, and there is considerable danger to the inhabitants. On account of high land-values in the suburban areas, the construction of detours will involve enormous sums. The possibilities of such difficulties in the future should be anticipated in Now Zealand. There aro already indications that there is trouble ahead -for example, the traffic coming from the north into Wellington is requested to travel via Fcatherston Street rather than by Lambton Quay. Horse Traffic. There is still considerable horse traffic in New Zealand, particularly in the country districts; and, while it is likely that such traffic will gradually decrease as time goes on, nevertheless when a decision is being made as to a typo of pavement it must receive its share of consideration. In the United States the problem of horse traffic receives scant attention, but in England of recent years there has been considerable agitation against the modern types of bituminous pavement. This agitation cannot stay the progress in road-construction which is demanded, by motor-vehicles, and so some means of rendering the modern smooth pavement reasonably safe for horses is being sought. There seem to be two possible remedies. The first is the practice of gritting the pavements when they become slippery, just as is done to the ice coating on pavements in the east of the United States. This is not looked on with favour, on account of possible damage to the dense asphalt surfaces, and also the grit turns into dust or mud. The second possible remedy is to design special shoes for the horses which will give the necessary adhesion. Shoes have been designed with rubber pads, and have been used quite successfully in a small way in England. A committee of experts sot up by the Ministry of Transport in 1919 failed to find a satisfactory solution for tho difficulty, but considered a reasonable measure of safety could be obtained by using such special designs of shoes. In tar or bitumen surfacing of roads the use of chips instead of sand gives the horse an advantage. A matter which often creates difficulty is that the camber usually given to a water-bound-macadam road is excessive for horse traffic when that same road is tar or bitumen sealed. The horse-owner naturally is to some extent prejudiced against the new types of pavement which have been brought about; by his rival in the sphere of transportation, and it is an interesting historical fact that when the road-roller was first introduced and macadam roads with smooth surfaces began to be made, the farmers of England objected Btrongly on account of their slipperiness. ft is to be hoped that the objections to the bituminous surfaces will be as easily Overcome, Pneumatic versus Solid Rubber Tires, The substitution of the pneumatic tire for the solid rubber tire on motor-vehicles cannot be ion strongly urged. An elaborate series of tests carried out by tho Bureau of Public Roads showed that probably this change would do more to save the roads from wear and heavy maintenance charges
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than any reform in road-engineering practice. Fortunately the pneumatic tire can hold its own with the solid or cushioned tire as an economical proposition for the motor-vehicle owner. In addition, a sliding scale of taxation in favour of the pneumatic tire is being adopted in many places, so that the position from the point of view of tho highway engineer should improve very considerably. The solid tire is blamed as being a contributory factor in causing corrugation. The damage varies according to the amount of wear which the tiro has undergone. The rubber itself also may have ceased to be resilient. The elastic property of the rubber is very much diminished, when under pressure, so that where tho pressure is greatest the modulus of elasticity of the rubber is least. Tests were carried out by the Bureau of Public Roads to determine the values of the impact on a pavement produced by vehicles with (1) pneumatic tires, (2) cushion tires, (3) solid tires. As a typical example of the results it was found that a motor-truck at a speed of 17| miles per hour gave with pneumatic tires an impact value of only 1-75 times the rear-wheel pressure on the road-surface, with the cushion tiros over three times, and with the solid tires 4-3 to 5-1 times ; that is, the cushion tires gave an impact value of 63 per cent, of the solid-tire average and the pneumatic only 36 per cent. It was also observed that the impact value for the pneumatic tiro increased only very slightly with an increase in speed. It was concluded that solid rubber tires should have a high rate of tire-deflection to produce the lowest impact, and worn tires should not be tolerated. In 1922 Messrs. Michelin, in France, also carried out tests to enable a comparison to be made of the effect of pneumatic and solid tires on road-surfaces. In tho case of tho solid tire the unit pressure on the area of contact varies from a maximum at the centre of the area to nil at the edges of the area. In the case of the pneumatic tire the intensity over the area of contact is practically uniform, since it is transmitted and distributed, by the air-pressure itself. It was deduced that the maximum intensity of pressure in the case of the solid tire exceeded tho maximum intensity of pressure in tho case of the pneumatic tire in the ratio of, roughly, 4£ to 1, The Michelin tests did not take into consideration at all tho question of impact. Labour Comparisons. In view of the extremely low costs that are sometimes reported from America, I took particular notice of the labour on construction jobs. My impression is that there is plenty of work done which ■~iust show very excessive labour costs. Great outputs are obtained from machinery, but I often noted that to enable the machinery to give the performance the jobs were simply flooded with men. This statement applies more particularly to concrete-work. Such skilled men as steam-shovel drivers, however, show a groat superiority over our New Zealand operators. In the shifting, rigging, and operating of such plant as pile-driving equipment, cranos, dredges, &c, the average American foreman is almost magical, and it is to such men that the credit of most of the speed records of tho United States in construction work is due. Propaganda and Education. In many spheres of modern civilized development the value of publicity and propaganda is more and more being recognized. In this respect there is no doubt that the United States loads the world. In attaining tho enormous road-building activity of the past few years the education of the people to the idea of good roads and. their value has been a most important factor. Every endeavour has been made to cultivate a sentiment. With the aid of the Press, the moving pictures, and many capable lecturers, the public at large has been forced to think " good roads." The Federal Bureau of Public Roads has taken a big part in assisting the movement. Not only at the commencement of a scheme, but also during the construction, the public interest is maintained by elaborate official statements as to the progress of the various works. In this way the public confidence is also gained. On many projects enormous signboards detail the outstanding features of the scheme, together with the names of the responsible persons. A public pride in the progress being made is fostered. Photographs. A very noticeable feature in. American engineering practice is the great extent to which photographs are used to illustrate reports, to support arguments, to assist in research, to record inspections, to advertise proposals, to give information to contractors, to estimate and record traffic congestion, and so on. As a typical example, the United States Federal Bureau of Public Roads, in making a study and criticism of 1,262 miles of the Californian highway system, took no less than 7,500 photographs, which were filed and. recorded. The pictures were taken at standard intervals of from one-tenth to five-tenths of a mile, and assisted greatly in arriving at a rational classification of the roads, besides forming an invaluable record for future reference. Supplementary close-up pictures of special features or defects were also taken. I think the camera to be more necessary to the highway engineer than the theodolite, and would urge its greater use in this country. Photography would be of tho greatest assistance in rationally and fairly administering the Highways Act. I would mention that the permanent staff engaged on the two vehicular tunnels being driven under the Hudson River in New York includes a particularly expert photographer, who is more or loss of a specialist in pictorially interpreting engineering features. The Southern Californian Edison Company at Big Creek, California, has set up in a suitable fixed position an automatic moving-picture camera which takes pictures at regular intervals throughout the day, so that a continuous record of the progress of the work is obtained. For the purpose of educating tho people up to realizing the full value of good roads the Bureau of Public Roads has a number of excellent films of road-construction, which aro shown on every fitting occasion, and loaned to public bodies desiring to foster a " good roads " sentiment.
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The " Best " Road. Wherever important road-improvements aro being considered there will always be a persistent search for a universally supreme type of road. Conferences of engineers will be continually asked to decide the question, experts from other countries or States will be consulted to enable a decision to be made, and many fruitless arguments will eventuate, particularly between sales engineers of rival organizations. Nevertheless there is no universally best road, any more than there is a best size for boots. When the Federal Aid Road Aot first came into force in America in 1916 the only specification supplied was that the road work carried out with Federal assistance should be " substantial in character." The interpretation of this expression was left to the Secretary of Agriculture, who decided that it was impossible to apply fixed and definite standards because none could bo found which would meet the variety of conditions found throughout the country. Each scheme, accordingly had to bo considered on its own merits. To enable a decision to bo arrived at, the following matters were investigated : — (1.) The amount and nature of traffic using the road at the time of the application as determined by a traffic census : (2.) The probable amount and nature of the traffic which would use the road after improvement : (3.) The type of adjacent roads : (4.) Tho relation of tho road to the State highway system : (5.) The technical questions brought about by local conditions. With thoroughly reliable information on the above points no particular difficulty was encountered in making a fair decision as to the " best " type of road for any particular location. For any particular traffic intensity the economic type is that which can be paid for with the savings in operating costs accruing from the improvement. No road should, be improved to an extent in excess of its earning-capacity, but all roads should be developed to the highest degree consistent with the return in the form of traffic economies. Guided by these considerations all types of roads, from the unsurfaced graded earth roads to concrete, have been approved by the Bureau of Public Roads. Of the total mileage completed or under construction up to the 30th June, 1922, gravel, sand-clay, and earth roads comprised about 70 per cent., water-bound macadam and bituminous macadam about 10 per cent., and. concrete, brick, and bituminous concrete about 20 per Cent. Of this 20 per cent, the mileage of bituminous concrete formed under 3 per cent. The percentage of the money expended on the three main groups was as follows: — Gravel, sand-clay, and earth, 41 per cent. ; watcrbound macadam and bituminous macadam, 14 per cent. ; concrete, brick, and bituminous concrete, 41 per cent. The percentage of Federal Aid money spent on bituminous concrete roads was well under 5 per cent, of the whole amount. As the automobile density with reference to the population in the United States is about 300 per' cent, greater than in New Zealand, it will be seen that if a policy somewhat akin to that of the Bureau of Public Roads is followed by the Main Highways Board in this country, then only a moderate fraction of the proposed expenditure for a number of years will be for the high-class pavements. It would be as well to point out also that tho States in which, a considerable proportion of tho mileage of concrete roads has been laid down have an automobile density 500 per cent, greater than that of New Zealand. Suitable types of Road for New Zealand Main Highways. As mentioned in the previous section, the type of pavement to be chosen for any particular locality depends on local conditions, the most important of which are the existing traffic, and the possible future traffic after improvement. The future of the motor-vehicle in New Zealand can only be estimated by investigating the expansion that has taken place in the American States, as this Dominion per unit of population already possess twice as many motor-vehicles as England, which again is more advanced than any of the other European countries. The American States which have embarked on the most expensive concrete-road programmes have about 170 motor-vehicles per mile of declared main highway. New Zealand at the present time has about ten motor-vehicles per mile of main highway. Assuming in the next ten years a 500 per cent, increase (which would appear to provide a satisfactory margin), one can see that even ten years hence, if the American precedents are taken as any guide, the question of introducing concrete roads to any great extent on the main highways will scarcely warrant serious discussion. Estimates of the capability of various types of roads to take traffic economically in other countries vary to some extent, but there is sufficient information available to make it quite clear what typos should bo generally used in Now Zealand for some; considerable time. Tho following tabulation shows some comparative values by four various authorities : — Motor-vehicles per Day. 16 ft. gravel road .. .. . . .. .. .. .. 50-75 500 16 ft. gravel road, tar or bituminous surface .. .. 500* 660 500-700 2,000 16 ft. waterbound macadam with bituminous surfacing .. 1,000 1,000 1,500 2,500 16 ft. waterbound-macadam road .. .. . . .. . . 50 16 ft. bituminous penetration road. .. .. .. .. 1,550 .. 5,000 16 ft. asphaltic concrete .. .. .. .. .. 3,000 16 ft. concrete road .. .. .. .. ..2,000 5,000 * No loaded lorry to be over 8 tons in gross weight.
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A recent careful investigation in the United States is said to have proved that with proper methods of maintenance 16 ft. gravel roads without bituminous surfacing can economically carry an average daily traffic of 350 vehicles. As no main highway in New Zealand has at present an average traffic of over five hundred motor-vehicles per day, and as most of the mileage is subjected to not more than a hundred motor-vehicles per day, it can again be deduced that the' cheaper types of bituminous surfacing should economically satisfy the traffic conditions on practically all our highways for at least ten years to come. England's highway system, on the whole is unrivalled, 1 ' and it is the adoption offthe cheaper forms of bituminous construction for by far the greater portion of her main country roads that has put her in this position. Conclusion. Now Zealand is a young vigorous country anxious to have the best of everything. Visitors from abroad, to our disadvantage, compare our transportation facilities with the inhabitants of older and moropopulous countries. I.i Fi, ' ! i The per capita wealth of New Zealand is claimed to be as great, if not greater, than thatfof any other country, and'when Government assistance is forthcoming the tendency is for the local "good roads " enthusiast"*" to demand the most expensive forms of paving for the roads in which he is particularly interested. The enormous activity of the United States in the' construction' of high-class pavements is held up as an example of what we should strive for. Already the position of New Zealand as regards proportion of surfaced mileage has been pointed out, and before concluding I would like to draw attention to the peculiar position this country holds when total road mileage is compared with population. There is one mile of road—in England, to every 253 persons ; in Scotland, to every 192 persons ; in Ireland, to every 80 persons ; in United States of America, 8 to every 40 persons ; in Canada, to every 32 persons';*i in New[Zealand," to every 20 persons. =' '' '■ -1 = r ! New Zealand, having double the mileage of the'jUnited States per unit'of population, can'therefore only afford to[spend half as[ much* per mile as is spent in the United States, if her peop!e[are to be equally taxed. Where the traffic warrants it, by all means build expensive high-class pavements, but we must never allow our desire for a smooth luxurious road to outweigh rational economics. We'alljlike Rolls-Royce cars, but most of us ride in Fords. S| Permanent improvements, such as better alignments, better grades, better drainage, and better foundations must also universally precede high-class surfacings. ENCLOSURE A.—SPECIFICATION FOR SUBGRADE. (a.) Description. —The subgrade will be considered as that portion of the highway upon which surfacing or paving is to be placed. Before surfacing or paving is placed a subgrade shall be constructed, conforming to the grades and cross-sections shown on the plans and in accordance with these specifications. The finished subgrade shall be true to cross-section, hard, uniform, smooth, and must support without perceptible indentation the wheels of heavily loaded trucks, except where the soil is too sandy. (b.) Rolling and Watering. —Thorough rolling and. watering of the earth grade shall be done prior to the operations of making subgrade. If the shaping of the subgrade does not follow closely the watering and. rolling the grade shall, if damaged by traffic and when ordered by the engineer, be reshaped and again watered and rolled. If tho shaping of the subgrade follows closely the watering and rolling specified in paragraph (w) of the Grading Specifications, so that the moisture then applied can be utilized, reshaping and rewatering will not be required. (c.) When the grade has been finished to a flat cross-section, and the side forms set to the line and grade given by the engineer, the subgrade shall be prepared by cultivating, shaping, pulverizing, watering, and rolling to a true cross-section as specified below. (d.) With rooter, scarifier, or plough, thoroughly loosen the earth between tho side forms"to the full depth of the implement —12 in. is not too much. Break up clods with cultivator and'disk to full depth of loose material. Run diagonally across road to see that all ribs aro broken. (c.) Use Fresno to lower high places, and. raise low places. Continue the deep cultivating. When roughly shaped to cross-section, thoroughly dry-roll with a power roller of approved type weighing not less than 3501b. per lineal inch of tire-width. r Fill spots which roll below[ uniform' grade' when using shaper. • '*■'■' »" ■ m (/.) When clods are broken, earth pulverized, and dry rolling done, by means of the subgrader or any shaper riding on the headers, grade the loose earth uniformly to the desired'height'above finished grade. Cultivate when shaped to make shallow lengthwise furrows. (g.) In the afternoon, preferably around 3 o'clock, begin watering on a section-—say, 500 ft. to 600 ft. High water-pressure and largo hose necessary. Proceed by directing the stream into the'earth in straight lines crosswise of the subgrade, advancing 4 in. to 6 in. each time'across. Plenty of water to be used; speed at which man walks governs amount of water applied.' Watering of the section should bo finished in a continuous operation. F s : ' (h.) The next morning, cultivate deeply to mix excess of wet earth with dry earth beneath. Cultivation to be continued until the loose earth for full depth is at the proper consistency for rolling. If dry spots are uncovered, showing that insufficient water was applied, they should be rcwatercd carefully before proceeding any further with the'subgrade.
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' (i.) When the earth is at the proper state of moisture, give it the rolling. Continue until there is practically no more compression indicated under the wheels. If the subgrade at this stage shows spongy or wavy places it indicates too much water and not enough harrowing. In such cases it is useless to proceed until this condition has been corrected. (j.) The grade should roll down within I in. of finished grade. Immediately after the rolling the cutting of subgrade should be done. On the final cut the wheels should rest on the headers at all points, as indicated when they are turning. Follow the cutter with sufficient men to throw out the excess earth, so that the return cut can bo made quickly. (/:.) After final cut, by means of ropes at each end, drag the scratch templet the full length of the subgrade to check for depth. The nails in this templet shall not be more than 3 in. apart, and shall project at least f in. from the wood in such a manner as t) be on line for the true depth and surface of the subgrade when the templet is supported on each side by the side forms. If the depth is 0.X., immediately give it an application of water, letting it bake tho balance of the day. Examine it frequently, and when indications show that it is drying out too much, water again. The detail of the operations of making subgrade shall be under the direction of the engineer, and he shall at all times have authority to stop the operation if in his opinion these specifications are not being complied with in a manner which will result in the character of subgrade specified. Continued use of sections of prepared subgrade for hauling, so as to cut up or deform it from the true cross-section, will not be permitted. The contractor shall protect the prepared subgrade from both his own and public traffic. (This elaborate specification is to some extent the result of experiments on a test read at Pittsburgh during 1921-22.) ENCLOSURE B.—SPECIFICATION FOR ASPHALT-CONCRETE PAVEMENT. (a.) Description. —Upon the subgrade prepared as hereinbefore specified shall be laid the asphaltconcrete pavement composed of broken stone, sand, stone-dust, and asphaltic cement. No pavement shall be laid when the subgrade is wet or shows indications of being spongy, soft, or unstable ; loose dirt and other foreign matter shall bo removed before any asphaltic mixture is placed on the subgrade. The thickness of the pavement shall be controlled by the typical cross-section shown on the plans ; when final compression is attained the top surface of the finished pavement shall conform to the grade and cross-section indicated on the plans. The pavement shall be laid in two courses, or compressions ; the lower or base course; shall be 3| in. in thickness after compression, and tho top or wearing course shall be 1| in. in thickness after compression. Side Forms. —Pavement. Timber side forms shall be No. 1 common Oregon pine, and straight. They shall be not less than 16 ft. long, not less than 2|in. thick, and their depth sh.all.be at least J in. more than the specified depth of the edge of the base course. They shall have square top edges, square butt joints, and shall not contain enough knots or other imperfections to impair their strength. They shall have no wane on the edge to be placed uppermost. Timber side forms shall rest upon 2 in. by 3 in. stakes, spaced not greater than 4 ft. apart, driven with their tops to the line and grade for the bottom of the side form. Stakes for nailing on the outside shall be placed 4 ft. apart at the intermediate points. Timber side forms shall be secured by side stakes not less than 3 in. in width, 1 *, in. in thickness, and not less than 18 in. in length. The length of stakes shall be increased when the character of the soil will not give sufficient bearing to an 18 in. stake. Side forms shall be staked at intervals not greater than 4 ft., and the tops of the stakes shall be 1 in. below the top edge of the side form. Side forms shall be spliced with a section of timber 2 ft. in length, 1 in. thick, and 4 in. wide, which shall be nailed lengthwise, lapping the joints. The stakes shall bo sufficient in size and number to support tho asphalt-concrete pavement. The headers shall remain in place as a part of the completed pavement. On completion of the rolling of the base course additional strips 1£ in. deep and not less than 2J in. wide shall bo nailed in place on the base headers with their upper edges conforming to the lines and grades of the edge of the finished pavement. Base Course. The different mineral ingredients composing the base course shall be mixed in such proportions that the percentage by weight shall be within the following limits when tested on laboratory sieves : — Broken stone and sand as follows :— Passing 200-mesh screen —between 2 and 4 per cent. Passing 80-mesh screen —between 6 and 12 per cent. Passing 40-mesh screen —between 12 and 20 per cent. Passing 10-mesh screen —between 20 and 30 per cent. Passing screen having J in. square openings—between 30 and 40 per cent. Passing screen having J in. round openings—between 40 and 50 per cent. Passing screen having L] in. round openings—between 65 and 75 per cent. Passing screen having 2| in. round openings—loo per cent. To tho above shall be added asphaltic cement, 4 to 8 per cent.
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Sand and screenings passing the 10-mesh sieve shall conform to the following proportions by weight:— Passing 200-mesh sieve—between 4 and 10 per cent. Passing 80-mesh sieve—between 25 and 50 per cent. Passing 40-mesh sieve—between 60 and 80 per cent. Passing 10-mesh sieve—loo per cent. Sand passing the 10-mesh sieve shall conform to tho following proportions by weight:— Passing 200-mesh sieve—between 2 and 6 per cent. Passing 80-mesh sieve—between 24 and 48 per cent. Passing 40-mesh sieve—between 60 and 80 per cent. Passing 10-mesh sieve—loo per cent. The exact proportions, within the above limits, shall be regulated to produce a dense mixture with minimum voids and with the voids filled with bituminous material. Asphaltic Cement. —Asphaltic cement used under these specifications must be prepared from the products of California crude asphlatic petroleum. It shall be an oil asphalt of the required degree of penetration, or a mixture of a refined liquid asphalt with a refined solid oil asphalt, and must be free from admixture with any residues obtained by the artificial distillation of coal-tar or paraffin oil. Asphaltic cement shall be tested in accordance with the methods prescribed by the American Society for Testing Materials, except as to the test for solubility in carbon tetrachloride, which shall be made in accordance with the methods of the California Highway Commission hereinafter prescribed, and shall conform to the following requirements : — (a.) Asphaltic cement jghall be homogeneous and free from water. (b.) Penetration of original sample at 77° F. during five seconds with 100-gramme weight — 50° to 60°. (c.) Penetration of same sample at 77° F. during five seconds with 100-gramme weight after heating for five hours at 325° F.—not less than 60 per cent, of original penetration. (d.) Loss, after heating five hours at 325° F. —not more than 2 per cent. (c.) Total bitumen soluble in carbon disulphide —not less than 99-5 per cent. (f.) Per cent, of total bitumen soluble in carbon tetrachloride—9B per cent. (g.) Ductility at 77° ¥.— 3O to 40 centimetres. In the tost for solubility in cold carbon tetrachloride 200 cubic centimetres of the solvent shall be poured on 1 gramme of the asphaltic cement, and the mixture allowed to stand for eighteen hours at a temperature of 77° F. and then filtered at 77° F. During the test the mixture shall be subjected to nonactinic light only. All shipments of material shall be marked with a lot-number and penetration, and ten samples taken on random from each lot shall not vary more than 15 per cent, from the average penetration. Broken Stone. —The broken stone used for the asphaltic concrete shall be clean, hard, and tough stone of uniform quality, free from disintegrated material, and such that when tested with the PageDeval abrasion machine in the laboratory of the Commission it shall have an average coefficient of wear (French) of not less than 10. Said tests to be made in accordance with tho methods in use at the laboratory of the California Highway Commission. Sand. —The sand for the asphaltic concrete may be either a natural or a manufactured product, and shall be clean, hard-grained, and moderately sharp, and shall contain not more than 3 per cent. of loam, clay, organic matter, or other earthy impurities, nor, in the opinion of the engineer, mica in sufficient quantity or quality to be detrimental to the material. All impurities shall be determined in accordance with the methods in use at tho laboratory of the California Highway Commission. It shall be so graded as to produce in the finished surface mixture the mesh requirements elsewhere herein specified. It shall not contain more than 6 per cent, of material that will pass a No. 200 sieve. Screenings. —Screenings shall be the product of the crusher which will pass a J in. square screen, and shall be made from rock conforming in hardness to the requirements for broken stone hereinbefore specified. Screenings shall not contain more than 5 per cent, of mica, loam., clay, organic matter, or other earthy impurities. Stone-dust. —The stone-dust may be finely powdered limestone or Portland cement, and shall be of such fineness that all of it will pass a No. 50 sieve, and at least 66 per cent, shall pass a No. 200 sieve. Samples. —The contractor shall furnish to the engineer for test whenever called for, and free of charge, samples of all the materials entering into the composition of the pavement, the asphalt and asphaltic cement to be furnished in boxes ; and the said engineers shall have access at all times to all branches of the work. All tests shall be open to the contractor. Mixing. —The materials above described shall be heated, screened, and mixed by the following method : The broken stone and sand shall be roughly mixed and evenly fed to the driers, and shall be thoroughly dried to a temperature between 300° and 375° F. The temperature of the sand and stone shall not vary from each other more than 30°. Proper screens approved by the engineer shall be provided for separating the materials into various sizes. The screen sizes shall be 2f in., ljin., and Jin., either circular or square openings, as the contractor may elect, £ in. square mesh and 10-mesh. The openings of the 10-mesh screen shall conform to standard 10-mesh size. Screens shall be of such capacity or so arranged that the three larger-mesh screens will screen out at least 90 per cent, of the material coming to them, and the smaller screens at least 80 per cent, of the material coming to them.
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TheTdifferent sizes of material shall be kept in at least four separate metal [bins, one for sand and three for broken stone or gravel. Each bin shall be provided with an overflow vent suitable warning-device, approved by the engineers, to prevent overflow into adjacent bin. An armoured thermometer, reading from 200° to 400° F., shall be installed and maintained in the sand-bin in such a position as to be readily observed. '■Na„ A similar armoured thermometer shall be fixed in the asphalt lino at a suitable location, as directed ■ by the engineer. Weighing Materials. —The mineral aggregate passing through the bins shall be weighed into a weighbox placed above the mixer by means of multiple-beam charging-scales. These scales shall be enclosed in a box which shall be locked after beam weights have been set to the required weights. Lj Asphaltic bo weighed having a capacity not three times the weight of the material to bo weighed. Pointers shall be set and maintained at zero with scale ready for weighing. All scales shall meet the requirements as to accuracy and the tolerances provided by the rules and regulations of the California State Department of Weights and Measures, and shall be approved by the engineer and under his control. FJfcTlie hot aggregate and cold stone-dust or other fine material, properly proportioned by weight, shall be thoroughly mixed together in a pug-mill mixer, the paddles of which rotate at a speed of from seventy to ninety revolutions per Asphaltic cement heated to a temperature of between 250° and 325° F. shall be added during the mixing, and the operation continued until a thoroughly homogeneous mixture is obtained. The amount of asphaltic cement to bemadded, andlthe time at which itjnhall be introduced into » tho mixture, shall bo fixed by tho engineer. Tho total time of mixing a batch shall begin with the finish of dumping of asphaltic cement into the mixer and end when, the mixer is dumped. The time of mix shall not be less than sixty seconds, but shall be continued until a homogeneous mix of unchanging appearance is secured. ; a .Tho mixer-paddles shall be of tho number and typo approved by the The mixerplatform shall be of ample size to provide safe and convenient access to the mixer and other equipment. Placing* —The mixture as above prepared shall be brought to the work in suitable wagons or trucks. Tarpaulins shall be provided and used upon all loads unless other methods of covering the mixture during hauling are approved by the engineer. , Mixtures shall.lcavo the plant at a temperature between 260° and 320° F., and shall bo spread upon the highway at a temperature of not less than 250° F. It shall be dumped at such a distance from the mixture previously laid that all of the mixture must be turned and distributed by means of shovels or forks to the place at which it is to be laid. Should the contractor so elect, however, the mixture may be distributed from the trucks, if suitable equipment is provided to distribute the load at a carefully evened thickness throughout the entire length which a truck-load should cover, and also equipment must be provided for breaking up any compressed masses of mixture as they leave the truck. The mixture shall bo spread to such a thickness by means of rakes that after receiving its compression it shall have the thickness called for in tho plans and specifications. Rolling. —After the asphalt concrete has been uniformly spread as above specified tho pavement shall be rolled with two steam or gasoline rollers, neither of which shall weigh less than 8 tons, and one of which shall be a standard three-wheeled roller weighing not less than 10 tons. The rolling shall continue until all possible compression has been obtained and tho surface is even and true to cross-section. Where more than 2,500 square yards of pavement are laid as an average day's run a tandem roller weighing not loss than 5 tons shall bo provided for rolling the seal coat. Rolling shall be continued until the compressed pavement has a specific gravity of not loss than 88 per cent, of the specific gravity of the stone. All rolling shall be done with the temperature of the mixture such that the sum of the sun temperature plus the temperature of the mixture is between 300° and 325° F. All places inaccessible to the roller must be tamped with a hot iron tamper. The resulting pavement must show an even and smooth surface with rock uniformly distributed, true to grade and cross-section, and free from elevations or depressions. When a straight-edge 15 ft. long is laid on the rolled mixture or finished surface parallel with the line of the highway, the surface shall in no place vary from the lower edge of the straight-edge more than |- in. No traffic shall be allowed on the pavomept until it is thoroughly cooled and set. No asphalt concrete shall be laid in rainy weather, or when the base is wet from rain or any other cause. Wearing-course. Description. —Upon the base course prepared as hereinbefore specified shall be laid the asphaltconcrete, surface, composed of broken stone, sand, and stone-dust combined in a dry mixture, to which shall be added the asphaltic cement, tho whole mixed together as hereinafter specified. The materials composing the dry mix shall be combined in such proportions that the percentage composition by weight shall be within the following limits when tested with laboratory screens of the sizes specified : — Passing 200-mesh screen—between 5 and 7 per cent. Passing 80-mesh screen —between 12 and 20 per cent. Passing 40-mesh screen —between 20 and 30 per cent. Passing 10-mesh screen —between 30 and 40 per cent. Passing screen having J in. square openings—between 50 and 60 per cent. Passing screen having |- in. round openings-—between 70 and 80 per cent. Passing screen having 1J in, round openings—between 90 and 100 per cent. To tho above shall be added asphaltic cement —5 to 8 per cent.
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The aggregate of materials passing the 1] in. screen and retained on a 10-mesh screen shall not exceed 70 per cent, by weight of the dry mixture. '/I'lie aggregate of materials passing the 10-mesh screen shall not exceed 40 per cent, by weight of the dry mixture. Stone-dust passing the 200-mesh screen shall constitute between 2 and 5 per cent, of the dry mixture. Sand passing the 10-mesh screen shall conform to the following proportions by weight:— Passing 200-mesh screen —between 2. and 6 per cent. Passing 80-mesh screen —between 24 and 48 per cent. Passing 40-mesh screen—between 60 and 80 per cent. Passing 10-mesh screen —1.00 per cent. The materials"of the complete dry mixture, including tho addition of stono-dust, which will pass a 10-mesh screen shall conform to the following proportions by weight: — Passing 200-mesh screen —between 10 and 18 per cent. Passing 80-mesh screen —between 30 and 50 per cent. Passing 40-mesh screen —between 60 and 80 per cent. Passing 10-mesh screen —100 per cent. The exact proportions within the above limits shall bo so regulated, under the direction of the engineer, as to produce a dense mixture with minimum voids, and. with the voids filled with bituminous material. The materials, the method of weighing and mixing, and tho placing and rolling of tho surface mixture, shall conform to tho requirements heretofore specified for asphalt-concrete base. Seal Coat. —As soon as possible after the rolling of tho surface mixture is finished, and while the surface is still fresh and clean, a seal coat of asphaltic cement of proper consistency to be flexible when cold shall be spread over the surface. It shall be applied at a temperature of from 200° to 350° F. and evenly spread with rubber sqeegees or mops. Only a sufficient coat shall be spread to flush the surface voids without leaving an excess. There shall be spread over the asphaltic-cement flush coat a quantity of stone screenings in an amount equal to not less than 20 lb. nor more than 25 lb. por square yard of surface covered. . The stone screenings shall be broken to size such that all will pass a f-in.-mesh screen and 75 per cent, of which shall be retained on a 10-mesh screen, and shall be spread either from a sprcading-cart or by sweeping with brooms. The time at which the screenings shall be spread and the manner of spreading shall be within the control of the engineer. ENCLOSURE C—SPECIFICATION FOR PORTLAND CEMENT CONCRETE PAVEMENT. Description. —Before placing side forms, tho earth beneath them shall be excavated to the proper grade, and shall be hard and compact. Side forms shall have full bearing upon the earth throughout their length. Side forms of timber or steel shall be placed with exactness to the required grade and alignment of tho edge of the finished pavement, and be so supported during the entire operation of placing, tamping, and finishing the pavement that they will not at any time deviate laterally nor at any time deviate vertically more than Jin. from a straight-edge 10 ft. in length. Timber side forms shall be No. 1 common Oregon pine, and straight. They shall not be less than 16 ft. long, not less than 2\ in. thick, and their depth shall be at least 1 in. more than the specified depth of the edge of the pavement. They shall have square top edges, square butt joints, and shall not contain enough knots or other imperfections to impair their strength. They shall have no wane on the edge, to be placed uppermost. Timber side forms shall rest upon 2 in. by 3 in. stakes, spaced not greater than 4 ft. apart,driven with their tops to tho line and grade for the bottom of the side form. Stakes for nailing on the outside shall be placed 4 ft. apart at the intermediate points. Timber side forms shall be secured by side stakes not less than 3 in. in width, 1i- in. in thickness, and not less than 18 in. in length. The length of stakes shall be increased when tho character of tho soil will not give sufficient bearing to an 18 in. stake. Side forms shall be staked at intervals not greater than 4 ft., and the tops of the stakes shall bo 1 in. below tho top edge of the side form. Side forms shall be spliced with a section of timber 2 ft. in length, 1 in. thick, and 6 in. wide, which shall be nailed lengthwise, lapping the joints. Steel side forms for this work shall be straight, free from warp, of approved section, and shall have a flat surface on top of not less than 1| in. When side forms are used more than once, only straight forms shall be used, and Jail warped forms and split-timber forms shall be discarded. Before being placed, all forms shall be thoroughly cleaned. Maintenance. —If material is dumped upon the subgrade it shall bo at least 6 in. from tho forms. Side forms must be trued up and maintained to the required line and grade in advance of placing concrete for a distance of one day's run of the mixer, and the contractor shall provide expert sideform men for this purpose;. When side forms do not conform to the correct line and grade, or have become loose, this shall always be considered sufficient cause to stop the work, until the fault is corrected. Removing. —Side forms shall not be removed until at least twenty-four hours after placing the pavement, and in all cases they shall remain in place until the edge of the pavement no longer requires the protection of the forms. The contractor shall provide sufficient forms so that there shall be no delay in the placing of the pavement due to lack of forms.
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Basis of Payment. —Tho cost of all material and the furnishing of all labour, tools, implements, equipment, and supplies, and the doing of all. work incidental to placing the side forms, shall be considered as included in the price paid for pavement, and no additional allowance will be made therefor. Water-supply. Description. —Before placing surfacing or paving the contractor must develop a good and sufficient supply of water, and have it available along the line of his work in a pipe-line. The supply should be adequate to supply sufficient water for all purposes for which water is needed, including the sprinkling or flooding of the earth grade, for use in making subgrade, for sprinkling surfacing, for use in mixing concrete, and for use in watering the checks used to cure concrete pavement, which shall bo kept flooded for two weeks after they are built. Pipe-line. —In constructing concrete pavement where a mixer is used the capacity of which is four sacks of cement or over per batch, it is recommended that the pipe supplying water to the mixer have the following dimensions : 60 per cent, of the lino have a minimum diameter of 3in., this part of the line connecting with the pump or source of the water-supply ; the remaining 40 per cent, of the line have a minimum diameter of 2 in. A pipe-line having a minimum diameter of less than 2 in. will not be considered as satisfactory or as complying with the intent of these specifications. Faucets and other connections shall be provided at suitable intervals. Force-pumps shall bo installed where necessary in order to provide ample pressure of water at all points along the line. A deficiency of water-supply will be considered at any and all times a sufficient cause for the delay or shutting down of the concrete mixer, In the case of a deficiency of water-supply the water available shall be devoted to curing the concrete already placed. Placing Concrete Pavement. Welting Subgrade. —lmmediately before placing the concrete, the earth subgrade and the side forms shall be thoroughly watered by a hose with a spray nozzle to the extent that the subgrade will not absorb moisture from the concrete that is placed thereon. There shall be no pools on the subgrade caused by using too much water. Nail Templet. —The contractor shall use a nail templet behind tho mixer and in front of the placing of concrete, and all high portions of the subgrade shall be made to conform to it. The filling in of low spots in the subgrade with loose material will not be permitted. Placing.— Upon the subgrade as hereinbefore specified, and while it is thoroughly damp and firm, there shall be placed a concrete pavement of the thickness, width, and cross-section shown on the plans. Concrete for pavement shall be Class A concrete, consisting of the ingredients and mixed as provided in these specifications under the heading " Portland Cement Concrete." The concrete shall be deposited to the required depth for the, entire width between headers in successive batches, and in a continuous operation. Unsatisfactory Concrete.— All concrete shall be used while fresh and before it has taken an initial sot. The retempering with additional water of any concrete that has partially hardened will not be permitted. Any batch showing improper proportions of materials or a surplus cr deficiency of water, and which does not have the proper consistency when it comes from the mixer, -shall not bo used in the pavement. Cross-header. —Whenever necessary to stop the mixer the work shall be finished square across the pavement by use of a special header 4 in. in width conforming to the shape of the pavement. This header shall be set fin. below tho surface of tho pavement, in order to ensure the construction of a smooth-riding joint. Protecting Concrete Pavement. —ln all. work done under this contract the contractor shall adequately protect the surface of tho concrete pavement against all damage and markings both from foot and other traffic. At all places where it is necessary to maintain public or private crossings over the pavement the contractor shall, at his own expense, provide and maintain bridges or other devices such as will prevent the damage or marking of the concrete pavement. Finishing Concrete Pavement. Tamping. —The tamping and finishing of the concrete pavement shall be accomplished by the use of an approved automatic tamping and finishing machine, operated by a man experienced in the handling of the particular make of machine in. use. The. operation of tamping shall produce a satisfactory and high-grade quality of concrete, with the surface of the pavement smooth and uniform, true to grade and cross-section, and free from all hollows and inequalities. During the process of tamping and finishing concrete, if any yielding takes place in the headerboards they shall be immediately stiffened by additional stakes until they stand the weight of the tamper without yielding. After the concrete has been struck off and tamped it shall not be disturbed by walking upon it or by any other cause. Grades over 5 per Cent. —On grades in excess of 5 per cent, a light strike-board shall follow from 25 ft. to 50 ft. back of the heavy strike-board or tamper, and shall be used in the same way, so as to remove waves caused by the flow of the concrete. Testing Templet. —The templet and tamper boards shall at frequent intervals of time be tested for shape. In making these tests the templet and tamper boards shall be placed in the same relative position that they occupy when in use, and in no case shall they be tested when turned upside down.
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In case they deviate from the required crown they shall be immediately corrected. If the proper correction cannot be made they shall be discarded and new ones placed in service by the contractor. Rolling. —After the concrete is tamped as above specified it shall be rolled three times with intervals of from five to fifteen minutes between rollings. The roller shall be provided by the contractor, and shall be a hollow cylinder of smooth iron, not less-than 6 ft. long, and shall be from 9 in. to 12 in. in diameter, and weigh not less than 1 lb. per lineal inch. The roller shall be used transversely to roll off the excess water which comes to the surface of the concrete, and shall be used from 10 ft. to 20 ft. behind tho newly placed concrete. The roller shall be moved forward one-half its length each time across. Finishing. —After rolling with the hand-roller has been completed as specified, a straight-edge templet not less than 16 ft. nor more than 18 ft. in length, with a trowelling or smoothing surface not less than 8 in. nor more than 10 in. in width, shall be used with its length parallel to the centreline of the pavement, and operated from bridges with a combined longitudinal and transverse motion, planing off the high places and filling in the depressions. Final Finishing.-—Tho, surface of the concrete shall be finally finished smooth and true to grade with a canvas belt or trowel, as the engineer may direct. Finishing Edge of Pavement. —All. outside edges of the pavement shall be rounded to I in. radius. Testing Surface. —When a straight-edge 10 ft. long is laid on the finished surface of trie roadway and parallel with the line of the road, the surface shall in no place vary more than Jin. from the lower edge of the straight-edge. Cracks and Hair-checks. — In case fine cracks or hair-checks appear in newly placed concrete before it is thoroughly set, immediate steps shall be taken by the contractor to remedy this condition. Pavement which shows serious chocking shall, if required by the engineer, be removed by the contractor and replaced at his expense. Curing Concrete Pavement. Curing. —Fresh concrete shall be covered with heavy burlap laid directly on the pavement. This burlap covering shall, as soon as placed, be sprinkled with water by means of an adjustable gardenhose nozzle, so adjusted that it will spray, and it shall be kept wet until it is removed. The burlap may bo made up in mats approximately J 2 ft. in width and 4 ft. longer than the specified width of the pavement to be built, and placed by hand ; or it may be made up in mats 50 ft. in length and 2 ft. wider than the specified width of the pavement, and wound on spools supported on wheels running on the shoulders. The contractor shall provide with each mixer on the work sufficient burlap to cover the maximum amount of pavement laid in one day's run. This burlap shall be used exclusively for covering pavement, and shall be replaced by new burlap when ordered by the engineer. Earth Dykes. —After the concrete pavement has set sufficiently so that the earth will not become incorporated in the surface of the concrete the burlap shall be removed, earth dykes shall be constructed along each side of the pavement, and across the pavement at intervals not greater than 25 ft. In placing earth no teams or wheelbarrows shall be allowed on the concrete. The earth dykes shall bo built sufficiently high so as to hold at least 2 in. of water over the crown of the pavement. Earth for dykes shall be taken from outside the limits of the shoulders. These dykes shall be flooded with water immediately after they are built, and shall bo kept flooded for a period of fourteen days. The water shall then be allowed to evaporate. Earth Blanket. —Whore it is not feasible to flood the pavement for curing by means of earth dykes on account of grades or soil conditions, a blanket of earth or sand, 2 in. or more in thickness, shallbe placed on the concrete, and kept thoroughly wet for a period of fourteen days. After remaining in place for fourteen days the earth or other covering may be removed.
Authority : W. A. G. Skinner, Government Printer, Wellington.—l 924.
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SOUTH ISLAND NEW ZEALAND SHOWING POWER BOARD DISTRICTS.
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NORTH ISLAND NEW ZEALAND SHOWING POWER BOARD DISTRICTS.
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Public Works Map SHOWING THE RAILWAYS SOUTH ISLAND OF New Zealand 1924
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Public Works Map SHOWING THE RAILWAYS NORTH ISLAND OF New Zealand 1924
Permanent link to this item
https://paperspast.natlib.govt.nz/parliamentary/AJHR1924-I.2.2.4.1
Bibliographic details
PUBLIC WORKS STATEMENT BY THE HON. J. G. COATES, MINISTER OF PUBLIC WORKS., Appendix to the Journals of the House of Representatives, 1924 Session I, D-01
Word Count
101,173PUBLIC WORKS STATEMENT BY THE HON. J. G. COATES, MINISTER OF PUBLIC WORKS. Appendix to the Journals of the House of Representatives, 1924 Session I, D-01
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