MARINE DEPARTMENT. ANNUAL REPORT FOR 1925-26.

Appendix to the Journals of the House of Representatives, 1926 Session I, H-15

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1926. NEW ZEALAND.

MARINE DEPARTMENT. ANNUAL REPORT FOR 1925-26.

Presented to both Houses of the General Assembly by Command of His Excellency.

Your Excellency,— Marine Department, Wellington, August, 1926. I do myself the honour to transmit for your Excellency's information the report of the Marine Department of the Dominion for the financial year ended the 31st March last. I have, &c., G. Jas. Anderson, Minister of Marine. His Excellency Sir Charles Fergusson, Bart., LL.D., G.C.G., K.C.8., D.5.0., M.V.0., Governor-General of New Zealand.

RE POET. The Secretary, Marine Department, to the Hon. the Minister op Marine. Sir, — Marine Department, Wellington, 31st July, 1926. I have the honour to submit this my annual report on the operations of the Marine Department for the financial year ended the 31st March, 1926. I propose, as last year, to draw particular attention to matters of greater importance which have arisen during the year, leaving the more detail and routine administration to be summarized under the various headings. Administration and Staff. No changes of particular importance have occurred during the year. Financial. The double-entry system of accounts is now completely established, and has been in full operation during the past year, and has proved of immense advantage to the Department. The immediate establishment of debtors and creditors which it enables has, for this immediate year, somewhat adversely affected the year's finance, but will advantage the succeeding and every future year. During the current year it is intended to completely sectionalize the accounts in relation to each branch of the Department's operations, in order that a more complete administrative perspective may be obtained. The balance-sheet of departmental accounts which will be presented will completely disclose the Department's financial position. Certain standing charges, such as interest on capital, sinking fund and depreciation, are beyond our capacity to control or vary. The collection of revenue and the control of expenditure is, however, largely within the Department's capacity, and for this reason I use, as expressing the Department's effort, a statement of receipts and payments extending over a period of five years.

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Comparative Statement of Receipts and Payments for the Five Years ended 31st March, 1922, 1923, 1924, 1925, and 1926.

The summarized result is that payments have decreased from £151,695 in 1921-22 to £122,001 in 1925-26, whilst receipts have increased from £73,696 in 1921-22 to £129,446 in 1925-26. Thus by reduction of payments amounting in the period to £29,694 and an increase of £55,750 in the receipts the Department has improved its position to the extent of £85,444 in five years. Westport Harbour Account. During the period 1921-22 to 1925-26 the following results have been obtained in so far as receipts and payments are concerned : — v Receipts. Payments. Year. £ £ 1921-22 .. .. .. .. .. 31,412 75,642 1922-23 .. .. .. .. .. 44.020 50,303 1923-24 .. .. .. .. ..44,126 44,588 1924-25 .. .. .. .. .. 49,566 40,949 1925-26 .. .. .. .. .. 56,920 49,876 It will thus be seen that in five years payments have been decreased from £75,642 to £49,876, and receipts have increased from £31,412 to £56,920—a net betterment of £51,274. The net betterment on both departmental and Westport Harbour Accounts amounts to £136,718,

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PAYMENTS Branch. 1921-22. 1922-23. I 1923-24. I 1924-25. 1925-26. ___ I | Head Office .. .. .. .. * 9,169 8,433 9,378 9,148 Harbours .. .. .. .. 5,194 4,216 6,279 3,911 3,862 Lighthouses .. .. .. .. 37,085 27,734 25,503 26,018 26,038 Meteorological Office .. .. .. 3,909 5,314 5,671 6,009 6,007 Mercantile Marine .. .. .. 12,632 11,901 13,422 14,262 15,413 Inspection of Machinery .. .. 27,492 25,279 24,821 24,714 26,181 Fisheries .. .. .. .. 13,784 10,456 10,792 12,539 15,351 Government Steamers .. .. 34,184 19,675 21,155 19,956 18,642 Miscellaneous Services .. .. .. 17,415 3,460 1,573 2,676 1,359 Totals .. .. 151,695 117,204 117,649 119,463 122,001 * It was formerly the practice to include Head Office expenditure under miscellaneous services. RECEIPTS. Branch. I 1921-22. 1922-23. 1923-24.- 1924-25. 1925-26. Shipping Branch — Light dues .. .. .. .. 41,311 39,689 76,868 80,469 78,709 Engagements, discharges, &c. .. 3,968 4,108 4,027 4,155 4,532 Survey fees.. .. .. .. 3,354 3,202 4,666 5,027 5,750 Examination fees .. .. .. 586 396 370 417 431 Miscellaneous receipts .. .. 1,076 1,288 1,331 1,174 823 Harbours —• Pilotage, port charges, &c. .. .. 648 765 769 843 871 Foreshore revenue .. ' .. .. 1,175 1,131 2,904 4,579 5,374 Fisheries — Sale of oysters .. .. .. 7,763 7,702 7,356 8,395 10,205 Sundry receipts .. .. .. 324 324 926 667 804 Inspection of Machinery — Inspection of boilers, &c. .. .. 13,102 17,300 16,568 18,417 17,289 Examination fees .. .. .. 602 618 635 649 568 Tramways Act— Examination fees .. .. .. 57 49 104 84 91 Ross Sea Revenue .. .. .. .. .. 200 200 1,721 Miscellaneous Receipts .. .. .. .. 653 307 2,278 Totals .. .. 73,696 76,572 117,377 125,383 129,446

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From a balance-sheet point of view—that is to say, taking into consideration all charges for interest on capital, sinking fund, and depreciation—the position is that on the departmental accounts we are still approximately £18,000 to the bad. We can now meet ordinary annual expenditure and depreciation charges, but cannot meet interest on capital and sinking fund. The main avenues of loss are as follows : (a) Ship survey, £5,000 ; (b) inspection of machinery, £7,000 ; (c) Meteorological Branch, £6,000. As to (a) and (6), revised scales of charges are in course of preparation with a view to more nearly equalizing the expenditure ; as to (c), it is understood that this branch will probably be transferred to the new Department proposed to be constituted to embrace a number of scientific branches. The results obtained in connection with Westport Harbour Account are considered particularly satisfactory in view of the facts that the cost of annual overhaul of the dredge " Eileen Ward " was particularly heavy, amounting to some £3,000 ; that the dredge " Mawhera " was chartered from the Greymouth Harbour Board for special, work from the beginning of February ; and, further, that interest at 5J per cent, on Treasury advances to the account amounting to £141,000 was charged to the account for the first time since the Department assumed "control of the harbour. The surplus of £5,630 for the year has been transferred to a Harbour Maintenance Reserve Account. It has been deemed advisable to establish such a reserve within the Harbour Account because expenditure in one year may, for many reasons, considerably exceed that of another year. Dredge-overhaul is a case in point ; the necessity to charter the " Mawhera " for dredging the berthages and swinging-basin is another. Similarly, the export of coal is always liable to considerable fluctuation from causes outside our control. The mining dispute in 1923-24, which practically stopped the export of coal for seventeen weeks, is an instance of fluctuation of revenue. The creation of a Harbour Maintenance Reserve Account will assist to stabilize results and provide a fund from which harbour improvements may be effected. A loan of £30,495 was paid off during the year. The surplus of £6,788 from sinking fund in respect of the £150,000 loan which was repaid during 1924-25 was utilized for this purpose, and the balance, £23,707, was met out of surplus funds in the Harbour Account. I consider that the Department's attitude with regard to Westport Harbour and the district it serves should be exactly the same as that of a Harbour Board —which, in plain words, means that the Department is not entitled to use the Harbour Account as a means of profit-making. When the Department took the concern over it was in a bankrupt condition. The harbour must carry its own burdens. Although the accounts are now showing a surplus, it is necessary to enlarge the reserve before it can safely be asserted that the account is financially stable, and this for the reason that the harbour lives on coal-export. Many causes entirely outside the Department's control may at any time throw the results from surplus to deficit. Export of coal is showing marked increase at present, and if that is maintained for a period the Department will be in a position to make the port still more attractive to shipping, and to reduce the account's indebtedness to Treasury in respect of advances made in past years. Balance-sheet. The following statements of expenditure and revenue, which take into consideration interest, sinking fund, and depreciation charges, show the position over the period 1921-22 to 1925-26 of general departmental accounts and Westport Harbour Account : —

EXPENDITURE.

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Branch. 1921-22. 1922-23. \ 1923-24. 1924-25. 1925-26 I £ s. d. £ s. d. £ s. d. £ s. d. £ s. d. Head Office .. .. 10,728 17 3 9,612 2 8 8,574 3 2 9,292 7 4 9,626 13 9 Harbours .. .. -■ 3,585 18 2 4,826 13 2 3,739 17 5 3,921 2 11 4,295 13 3 Lighthouses .. .. 31,409 15 1 26,995 19 5 25,302 19 4 26,823 6 5 24,220 2 2 Meteorological .. .. 3,857 2 3 5,374 0 3 5,572 6 2 5,863 19 2 6,124 12 6 Mercantile Marine .. .. 16,292 11 0 15,150 17 11 16,585 15 1 17,896 11 0 24,626 5 5 Inspection of Machinery .. 28,778 10 10 27,015 0 0 25,802 1 2 26,124 16 11 20,793 2 9 Fisheries .. .. 6,068 6 0 4,545 3 2 3,743 11 8 2,890 13 10 3,179 2 6 Government Steamers .. 37,199 5 2 21,697 19 6 22,819 8 9 21,837 5 4 24,309 19 11 . Miscellaneous Services .. 4,239 6 9 2,655 3 8 3,939 7 5 1,734 3 1 2,189 17 10 Grants and Subsidies .. 4,626 7 8 1,510 0 0 900 0 0 150 0 0 540 0 0 Depreciation .. .. 7,826 13 10 8,035 4 9 7,911 18 8 8,844 18 9 8,862 19 6 Interest on Capital .. 21,007 10 9 15,716 7 3 17,471 16 8 17,737 15 7 17,811 11 0 Totals—General Accounts .. 175,620 4 9 143,134 11 9 142,363 5 6 143,117 0 4 146,580 0 7 Westport Harbour Account .. 63,950 1 10 50,738 17 5 46,619 1 11 44,666 14 0 51,909 4 11 Totals .. .. J 239,570 6 7 193,873 9 2 188,982 7 5 187,783 14 4 198,489 5 6

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REVENUE.

Westport. During the year the new harbour navigation lights were installed. In order to deepen the water available at the berthages and to increase the depth and width of the swinging-basin, arrangements were made to charter the Greymouth Harbour Board's bucket dredge " Mawhera." The services of the vessel could not be obtained until February. Up to 31st March the dredge had removed 48,200 yards of material, at an average cost of 11 -sd. per yard. Unfortunately, the dredge had to be returned to Greymouth for a period to deal with difficulties which had arisen there. It is hoped she will be able to carry on continuously to completion of the work. It is unfortunate that two of the heaviest floods known in the river for many years brought down quantities of shingle equivalent to about two months' work of removal. A grab was hired from the' New Plymouth Harbour Board to be used in conjunction with wharfcranes for berthage dredging, but this method proved too expensive. Despite bad weather, which adversely affects the bar and prevents dredging operations, good depths were maintained, the working-depths being as under : Over 18 ft. to 20 ft., two days ; over 20 ft. to 22 ft., thirty-three days ; over 22 ft. to 24 ft., 128 days ; over 24 ft. to 26 ft., 157 days ; over 26 ft., forty-five days. The dredging of the swinging-basin to increased depth and width is being undertaken, to enable the larger ships now visiting the port for bunker-coal to be swung at any state of the tide. It is anticipated that when the dredging is completed ships up to 425 ft. in length will be handled safely. During the past year twenty-six ships visited the port for bunker-coal, twelve of these arriving during the months of February and March. This trade shows signs of considerably increasing. A factor which militates against it to some extent is that coal is not always available and ships are sometimes kept waiting. It is hoped that steady demand will induce the mining companies to make such provisions as will obviate these delays. There has been'much local agitation for many and various works, running in the aggregate into several hundred thousands of pounds. Acting under your direction, I spent some days at the port investigating these proposals, most of which had been proposed and some actually commenced by the Board, but eventually abandoned by it as a result of the report of a special Commission in 1913. The only works which I could find necessary and justified were : — (a.) Improvement of various harbour lights. This has been done. (b.) Increasing depth of berthage at wharves. This has been done. (c.) Dredging out the swinging-basin for a length of 1,500 ft. opposite the crane wharf, to enable ships of up to 425 ft. to be swung. This work is in hand, and would have been completed ere this but for the extra work involved by the two floods previously referred to. (d.) Improved cranage facilities at the crane wharf, mainly used for coal loading. There are four cranes on this wharf. One of them has been increased in height to enable it to load the larger ships at any state of the tide. Though this has resulted in considerable improvement, it is not completely satisfactory with ships having much top hamper. The cranes are the property of and are operated by the- Railway Department, which is now considering the best method of effecting still further improvement in cranage facilities. . The- record.-annual -export- of-coal, from Westport is 800,000 tons, in 1914. The average of the last three years is 516,000 tons. Last year was slightly below the previous year owing to trouble at the Millerton Mine. The Harbour Board's reports of 1916, 1917, and 1918 contained statements

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I 1 I I " . Branch. j 1921-22. 1922-23. j 1923-24. I 1924-25. 1925-26. Shipping Branch— £ s. d. £ s. d. £ s. d. £ s. d. £ s. d. Light dues .. .. 41,311 9 6 39,688 16 8 76,867 15 6 80,467 6 2 82,875 6 3 Engagement and discharge 3,698 6 6 4,107 15 6 4,026 15 5 4,155 5 8 4,532 5 10 fees, &e. Survey fees .. .. 3,538 7 10 3,095 9 0 4,785 2 6 5,010 0 4 6,137 16 11 Examination fees .. 585 12 8 395 12 6 369 12 0 417 5 0 429 10 0 Miscellaneous .. .. 1,076 5 1 1,289 0 4 1,389 8 0 1,175 6 3 823 14 3 Harbours— Pilotage, port charges, &c. 647 15 6 764 14 6 768 13 1 842 18 7 870 11 8 Foreshore revenue .. 1,165 12 6 1,126 14 1 2,909 0 4 4,393 19 1 5,704 2 4 Inspection of Machinery— Inspection fees, &c. .. 17,382 12 11 17,126 19 0 16,125 11 2 17,256 2 10 18,005 8 10 Examination fees .. 658 16 9 667 0 0 738 18 0 732 18 0 657 5 0 Fisheries — Net profit from sale of oysters 2,741 4 7 2,546 9 6 2,310 19 9 2,139 10 1 2,517 3 11 Fishing-boat license fees, &c. 323 15 0 324 9 6 627 14 1 477 14 6 575 5 4 Rental of toheroa-beds .. 10 0 0 10 0 0 300 0 0 300 0 0 300 0 0 Government Steamers — Freight, passage-money, &c. 6,026 4 4 1,785 0 7 2,788 1 8 4,793 0 10 3,185 17 8 Ross Sea Revenue .. .. .. 200 0 0 200 0 0 1,720 12 6 Miscellaneous Revenue .. 22 19 11 1,872 6 10 1,850 4 4 961 9 10 950 11 3 Totals—General Accounts .. 79,189 3 1 74,800 8 0 116,057 5 10 123,322 17 2 129,285 11 9 Westport Harbour Account .. 25,836 19 3 38,700 8 1 42,285 7 4 50,378 11 0 57,539 12 11 Totals .. .. 105,026 2 4 113,500 16 1 158,342 13 2 173,701 8 2 186,825 4 8

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similar to that in its 1919 report, which said, " The port and railway equipment is in first-class order and capable of dealing with an output (export) of 40,000 tons of coal per week." This is equivalent to 2,080,000 tons per annum. It is difficult to understand, therefore, why there should by any criticism of the capacity of the port to deal with the export which now occurs. Harbour Legislation. During the year five Bills were promoted and passed as follows : —• Harbours Act Amendment. —This Bill provided for — (a.) The establishment of a uniform set of accounts for all Harbour Boards, in order to enable the compilation of reliable data and comparisons : (b.) Placing a Harbour Board in the same position as any other local authority with regard to the hypothecation of debentures : (c.) Repeal of section 218 of the Harbours Act, thereby placing a Government harbour in the same position as any other harbour authority as regards pilotage : (d.) Extension of harbour authorities' powers to make by-laws in respect of discharge of oil in harbours, and regulation and control of anchorages, buildings, and equipment provided for yachts, boats, launches, and other small craft, and to fix fees for use of same : (e.) Enabling a harbour authority to establish an imprest account out of which wages of casual labour and emergency payments may be made : (/.) Enabling a Harbour Board to enter into an agreement with any corporate body representing growers of fruit to provide cool or refrigerated storage : (g.) A declaratory provision as to leasing-powers of Harbour Boards. Auckland Harbour Board Empowering.—The decision of the Board to construct a viaduct across Freeman's Bay had the effect of prejudicially affecting leaseholders. The Act empowers the Board to make any necessary adjustments in leases, or to give leaseholders leases of other areas, with a provision for arbitration where the adjustment cannot be amicably settled. Napier Harbour Board Rating Regulation.—The Board by its 1921 legislation anticipated the provisions of the Harbours Act of 1923, which enables a Board to levy upon constituent local bodies within its district for any rate struck by the Board. The Napier Act, however, contained a provision that a constituent local authority need not collect the Board's rate unless it decided by special resolution to do so. Certain local authorities objected to collecting the rate, and the Board had therefore to collect its own rate in these districts. By the repeal of its special legislation the Board is now enabled to take advantage of the provisions of the general statute. Whangarei Harbour Board Vesting and Empowering. —This Act vests some 10 acres of foreshore in the Board. It is proposed to erect a cement-works on the site. Whangarei Harbour Board Empowering. —This Act authorizes the Board to borrow £25,000 to enable it to carry out certain harbour improvements giving deep water at the town wharves, and enabling the section of railway to Onerahi, with its lifting-span railway-bridge, to be eliminated. Harbour-works . Gisborne. —The works authorized are being actively prosecuted and are making good progress. It is anticipated that the new works will be available for coastal shipping in about twelve months. The provisions for overseas shipping and elimination of lighterage charges will follow as the full scheme of construction becomes available. Napier. The Board, as a result of changed personnel, decided to reconsider its policy, and to that end called in Messrs. Cullen and Keele, who had previously reported. These gentlemen, after further investigation, concluded by recommending adoption of the breakwater harbour, thus supporting the recommendation of the Marine Engineer. The Board thereupon decided to promote legislation authorizing it to complete the breakwater harbour. Shortly thereafter county elections again changed the personnel, with the result that, despite the recommendations of the Marine Engineer and Messrs. Cullen and Keele, the Board has rescinded the previous decision to proceed with the breakwater harbour and is now promoting further legislation which, it is understood, proposes to embark on a reclamation policy, leaving the essential harbour-construction policy entirely in abeyance and affording a new lease of life to those apparently dominating interests which are concerned only in subverting the proper functions of a Harbour Board. New Plymouth.—Works authorized under the loan authority granted by the 1924 Act are being vigorously proceeded with. Timaru. —The proposals put forward by the Board in December, 1923, which involved an expenditure of some £400,000, not having been approved by the Commission set up in terms of the Board's Act of 1876, the matter could proceed no further. The Board has now asked for another commission to investigate a modified plan, and the Commission is now in course of being set up. Lyttelton and Otago. —The Lyttelton and Otago Harbour Boards are each contemplating an expenditure of £300,000 to £350,000. Opunahe. —Certain works are being carried out in this harbour by the Harbour Board, under existing statutory authority. Owing to various causes, principally the difficulty of obtaining suitable stone, the estimated cost of the work is likely to be exceeded, and the Board has applied for authority to raise an additional amount equal to 10 per cent, of its loan authority (£50,000). While the Department is of the opinion that the work should never have been authorized in the first place, it is considered hardly advisable, at the present stage of the work, to stop it altogether, and it has therefore been agreed to allow the promotion of the necessary legislation to enable the Board to raise the

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additional -sum (£5,000) and complete the work in modified form. Practically £50,000 has been spent or committed. The timber to build the wharf has been paid for and delivered. It is a case of allowing another £5,000 in the hope that shipping may be induced to use the port and provide revenues and thus reduce to the extent of such revenues the rate charge upon the district. Karamea. —A substantial addition' to the existing wharf has been built in order to cope with the timber trade, and plans, &c., have been prepared for a comprehensive lay-out of skidways to serve the milling industry. The shed accommodation in connection with the wharf is also being extended to facilitate the storage and sorting of cargo. Surveys have been carried out in order to determine the best route for a tramway to the stone outcrop on the Oparara River. The existing retaining-wall has demonstrated its utility, but has deteriorated and in places collapsed, and it is now proposed to provide an annual sum which will ensure its replacement. Little WanganuiPlans have been prepared and a contract let for a new wharf at this port. The work is in hand and practically completed. Waikokopu Harbour. —The new -wharf is' completed and the amount of shipping using it is steadily increasing. During the year the hull of the s.s. " Talune " was purchased and towed toWaikokopu, where it was filled with stone and sunk in position to form a breakwater. The hulk is now being connected with the shore by a stone breakwater, and already the benefit has been very apparent, vessels being able to lie at the wharf and load in practically all weathers. The wharf shed has been extended owing to the increasing demand for space for storage and handling purposes, and an electric lighting plant has been installed to facilitate night work. Great Barrier Island, Tryphe/ia Harbour,. —Provision was made last year for a sum of money to provide a wharf in this harbour. Unfortunately a difference of opinion exists between the local residents as to the most suitable site, their opinion being determined by localized interest. In order to determine this point, a Commissioner was appointed and visited the island, took very full evidence, and submitted definite recommendations, to which it is proposed to give effect. General. —A large number of applications have been received from local bodies and private individuals for the approval of works involving marine interests. Each of these has been carefully investigated and, where desirable, approved. The question as to what harbours should or should not be constructed is, or should be, one of vital interest in a young country in course of development, and demands the closest consideration. In this connection an extract from an article entitled " The Requirements of Modern Ports," by Sir George Buchanan, K.C.1.E., which appeared in the Doclc and Harbour Authority of April-, 1926, may be of general interest. It is as follows :—■ " Port Finance. —Lastly, turning to the financial requirements, I may say that in my experience the mere carrying-out of engineering-works is child's play to the difficulty in arranging finance. " To justify large expenditure on the development of a port there must be a sound and permanent economic basis for its existence, and every proposition should be looked upon from the following points of view : — " (a.) Is the port necessary in the interest of present or prospective trade ? " (6.) Is the proposition a sound one, financially ? " (e.) Can the engineering difficulties, if any, be overcome at a moderate cost ? And to answer these questions there is required, in the first instance, a careful examination and report on the prospective trade of the port, the area of country to be tapped, the possibilities of increasing that area, and giving better transport facilities to the port, also the prospective revenue and maximum capital expenditure permissible as a start. Armed with this information the engineer can, and must, cut his coat according to his cloth, and say what can be done for the money, since a grandiose scheme prepared without this information is a mere waste of time. " Assuming that the port is established and in operation, the fundamental principles of port finance are that every article or ton of goods which either directly or indirectly uses the port should contribute to the port's maintenance, and that every penny earned by the port should be spent on the port, and if there is a substantial surplus it should be expended on either a reduction of capital debt or a lowering of port dues and charges. The principle that everything using the port should pay was enunciated by the Royal Commission on the Port of London some twenty-five years ago, and is now generally accepted." This declaration of essential considerations by a so widely recognized authority is a sufficient justification of the harbour-construction policy outlined in the Department's 1923-24 report. Lighthouses. Cape FoulwindThe conversion of this light to acetone automatic is just about completed. Kahurangi.—The conversion of this light to automatic has not yet been completed, but it is the next for attention. Dog Island. —The installation of a new light with second-order dioptric lens and incandescent burner has been completed. This replaces a sixty-year-old, inefficient, and dangerous light. Pencarrow Head ; Godley Head. —Fog-signals of the diaphone type have been ordered, and are due to arrive shortly. These signals will vastly improve the navigation aids in entering Wellington and Lyttelton Harbours. Matakaoa. —The installation of an automatic light has been completed. A number of other minor works and improvements have been carried out.

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Contemplated Lighthouse Works. Kaikoura.—Having regard to the heavy passenger traffic nightly running between Lyttelton and Wellington, it is considered desirable that there should be a light somewhere half-way between Cape Campbell and Godley Head, so as to afford ships an intermediate opportunity to fix their position. Kahu Rocks. —Shipmasters feel the need of a light between Cape Palliser and Castlepoint, on the east coast, to enable them to fix their position. This applies particularly to smaller ships which keep closer inshore, and is the more necessary because of the existence of much foul ground. The establishment of a light will enable vessels to fix their position. Cow Island. —The Wigham light provided at Cow Island, near the entrance to Cororaandel Harbour, has proved a failure : a small automatic acetone light has been ordered to take its place. North Cape.—lf funds are available it is proposed to establish an automatic light at North Cape to indicate an important turning-point. Manukau South Head ; Egmont; Moeraki.—lf funds are available it is proposed to convert these three lights to automatic. It is proposed to follow a policy of converting watched lights to automatic in certain places, for three considered reasons : Firstly, the reliability of automatic lights has now been so firmly established that there need be no apprehension as to their faithfully serving their purpose ; secondly, what with the increased number of lights to be tendered and the calls upon the time of the lighthouse-tender for work other than the lighthouse service, it is becoming increasingly difficult to visit the various watched lights with a sufficient frequency ; thirdly, the interest, sinking fund, depreciation, staffing, and operating costs of automatic lights are very materially less than in the case of watched lights. The reduction in all costs will result in a saving which will enable still further development of navigational aids without increasing the cost to the Dominion. The conversion to automatic of the light at Kaipara (South Head) and Egmont will obviate the necessity for serving the east coast of the North Island except at Cape Maria and Hokianga Harbour. It will be possible to make arrangements locally for such service and attention as the two lights mentioned may require. The conversion of the Cape Foulwind (Wostport) light will largely obviate the necessity for service on the west coast of the South Island. A policy of conversion of certain lights on the east coast to automatic, (the necessary service being arranged locally), and the working from Bluff of certain lights in Foveaux Strait which must remain watched lights (which can also be arranged from various centres), will practically obviate the necessity for the service of the " Tutanekai " on the east and south coasts of the South Island. Adjustment and Survey of Ships' Compasses. The compasses of ships in the foreign-going and in the home trade have been adjusted in accordance with the Compass Regulations by adjusters who are licensed by this Department for that purpose, and in most cases the adjustments have been very well performed. However, in the case of some of the older ships, or ships which have received much structural alteration since they have been built, some difficulty in obtaining a fine adjustment has been experienced by the adjusters ; but such difficulties are not insurmountable, and a careful attention to existing conditions has in all cases enabled those compasses to be dealt with satisfactorily. The adjustments are investigated by this Department's Compass Inspectors at the various ports, and the result of this investigation shows that they are alive to the importance of this branch of their duty. The compasses of smaller ships plying within restricted limits, although not required to be adjusted, are required to be efficient for their purpose. These compasses also are inspected, and in some cases it has been found they required adjustment before they could be passed as efficient for their purpose. During the year it has not been found necessary to detain any ship owing to her compasses being inefficient. The gyroscopic compass, although met with occasionally in oversea ships, has not yet made its appearance on any of our coastal ships, and it would appear the time is far distant when it will oust the magnetic compass from the important position which the latter continues to hold. Marine Casualties. A normal number of marine casualties occurred during the year, the greater number being of minor importance involving slight damage to ships ; whilst a few, beyond the slight delay to the ships concerned, involved no damage, and in a few cases, caused by stranding in harbours, &c., involved no risk of life or property. Preliminary inquiries into the causes of casualties have been held by the Superintendents of Mercantile Marine at the various ports when considered desirable, and in ten cases formal investigations before a Magistrate were found necessary. In two cases of stranding of small vessels each vessel was run on shore in an endeavour to avoid loss of life. A total of twenty collisions occurred, some being those of ships colliding with a wharf or a similar structure, and a few being collisions between two vessels ; all of these cases occurred within restricted limits. The collisions between vessels were mainly confined to vessels of the smaller class, and a few cases resulted in one of the vessels being sunk. The most serious casualties of the year, involving total loss, were the " Cyrena," at Wanganui ; the " Kara," at Cape Maria Van Diemen ; and the " Manaia," at Slipper Island. Each of these cases was investigated before a Magistrate, who had the assistance of two nautical assessors, and in each case the Court exonerated the master and officers of the ship from blame. The Department considered it necessary to reopen two cases for rehearing before a Judge with assessors. In both cases the decision of the lower Court was reversed.

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It is gratifying to note that only two lives were lost arising out of marine casualties, and, as it .happened, even these would not have been lost had the crew stuck to the ship instead of taking to the lifeboat. It is not, suggested that the master of the vessel committed an error of judgment in the circumstances prevailing when he ordered the crew into the boats to effect a landing. Notices to Mariners. During the year eighty-one notices to mariners were issued and circulated throughout the Dominion for the benefit of shipping. These notices mainly relate to changes in the various descriptions of aids to navigation at our harbours and on our coasts, to changes in other parts of the world frequented by our ships, and to information of derelicts, wreckage, &c., shoals, rocks, or any information which is thought to be of value to shipping. Some navigational information of a more urgent nature requires to be more promptly circulated among shipping than would be the case if such were dealt wit h by the usual method of issuing a notice to mariners, and in such cases an urgent navigational warning is broadcasted by wireless. This has been done on occasions when such was deemed necessary. The issue of notices to mariners is an almost international practice, and by reciprocation provides most countries with worldwide information concerning dangers a.nd navigational aids to shipping. This Dominion suitably reciprocates, and achieves beneficial results. Radio Direction-finding for Navigational Purposes. Information from older countries shows the earlier application of wireless navigational directionfinding—that of placing an expensive direction-giving instrument on shore—has not developed extensively, but in its place a less expensive system of placing radio beacons on shore has found more favour. This latter system would appear to have come to stay, although it may vary in form by some additional appurtenance of a non-radio character of such a nature as to provide a combination of sound-waves and radio-waves having simultaneous origin, the combination of these two waves providing at once both direction and distance, thereby enabling a precise position to be obtained ; whereas a single radio beacon in its present form can provide direction only, which alone is of great value in foggy weather, as its practical range is enormously greater than that of other known fog-signals. The value to navigation of radio beacons is now so widely acknowledged, and in the more frequented oceans of the world so many ships are equipped with the necessary complementary instrument —that is, a radio direction-finder —that this system has become very efficient and is much in use. With the desire to keep abreast of the times in wireless development as affecting aids to navigation, and in particular for the purpose of providing an efficient fog-signal to be of use to ships equipped with a radio direction-finder when in the vicinity of Three Kings Islands, the question of providing an efficient navigational aid so as to assist ships to navigate past Three Kings Islands in foggy weather has concerned this Department in the past, and until the development of the radio fog-beacon had reached its present state of efficiency there did not exist any system of fog-signal entirely suitable for use in this locality. As the result of this Department's tests with experimental radio beacons, at Three Kings Islands, at Cape Maria van Diemen, and in Auckland Harbour, it was decided to install a radio fog-beacon at Cape Maria van Diemen, and arrangements were made for this to be carried out in 1925. However, some difficulty was encountered in procuring an automatic signal-interrupter of a suitably robust type. Eventually this difficulty was overcome by obtaining from the Canadian Government Lighthouses Department an automatic interrupter of approved type which has been in use by that Department for some time at its radio fog-beacons. The complete equipment is now in course of erection at Cape Maria van Diemen. On completion of the installation some tests for accuracy and radius will require to be made, and when these have been carried out this radio fog-beacon will commence to function regularly, and may then be made use of for navigation purposes by ships which have on board the necessary complementary instrument for obtaining direction. There are not yet many of our ships fitted with a radio direction-finder, although several visiting ships are so equipped ; and it is hoped that when this radio beacon has been established those ships which are fitted will make use of it, and that other ships will become fitted. The radio beacon will be operated by lighthouse-keepers who are qualified for that purpose. This installation will make the third wireless installation at lighthouses under the control of this Department. However, in each other case (Puysegur Point and Stephen Island) the wireless has been installed for communication purposes only, and has taken the place of the more expensively maintained and less efficient telephone. But it will be possible for those installations to be adapted so as to function as radio beacons also if later such is found desirable. It is proposed to ask for an appropriation to enable radio direction-finding stations to be established at Wellington and Lyttelton. Examination of Masters and Mates. During the year the examinations for certificate of competency as master or mate in the mercantile marine have been carried out at the ports of Auckland, Lyttelton, and Wellington quarterly, in such a manner that an examination is held monthly at either of these ports alternating in scheduled rotation. 52 per cent, of the examinations were performed at Wellington, 28|- per cent, at Auckland, and 19| per cent, at Lyttelton. During the year 133 examinations of candidates were held, an increase of twenty-eight above the number of examinations held during the previous year. Of the total, eighty-one examinations were for certificates for foreign-going ships, fifty-one for certificates in the home or coastal trade and restricted limits, and one for the voluntary examination in compass-deviation.

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The number of failures in examination was 66 per cent, of the total number of examinations held, as against 54 per cent, during last year. 93 per cent, of the failures were incurred in the subject of navigation and 7 per cent, in seamanship, the latter, which embraces the Collision Regulations, being confined to the lower grade of home-trade certificates. Of the candidates who passed, three elected to sit for the higher speed signalling examination, and all were successful. This examination is quite voluntary, and it is gratifying to see candidates endeavouring to become as highly qualified as is possible in this branch of the work. Of the total number of candidates for examination, nineteen, passed at first attempt, as against twenty-six last year ; one candidate attended the examination six times, and two five times, before achieving success. There were no applications from candidates to be examined for the higher certificate as extra master, or for a license as colonial pilot. The slowly decreasing number of younger men who, owing to lack or absence of service in squarerigged ships, are able to sit for " ordinary " (square-rigged) certificates continues to be apparent. The total number of younger men who sat for their first foreign-going certificates (second mate) was fifteen, of whom five only were qualified by service in square-rigged sailing-ships to sit for the " ordinary " (square-rigged) certificate, the remainder (ten) being qualified to sit for certificates for steamships only. Notwithstanding this shortage among the younger men who have not the square-rigged service, there were many of the older men who, by virtue of their earlier service in square-rigged sailing-ships, were thereby enabled to obtain their final certificate as master " ordinary," so that shortage of " ordinary " (square-rigged) certificate holders, although pronounced, is not yet extremely so. The purely local nature of our results does not precisely define the position in respect of our younger men, as a number of them in the course of their voyages obtain their certificates in other parts of the Empire, and we to some extent lose trace of them. Owing to now proved efficient application of radio for navigational purposes and for marine communications in cases of distress and disaster, and for the purpose of extending the application of wireless to small ships, it has been found desirable that some knowledge of this subject should be possessed by masters and mates in the mercantile marine ; and in respect of candidates for their first home-trade certificate of competency it is now compulsory that they shall pass a prescribed elementary examination in wireless before they are allowed to sit for their examination. However, wireless has not yet been made a compulsory subject for foreign-going certificates as these must conform to Board of Trade Regulations, but in the meantime provision lias been made that existing home-trade and foreign-going certificate holders may, after passing the prescribed examination in wireless, have that fact endorsed on their certificates. On the Ist January, 1926, the Imperial Board of Trade introduced alterations to the syllabus of examination for the several grades of certificates of competency. This involved recasting the examination-papers. This has been done, and similar alterations were made in the examinations simultaneously with those made by the Board of Trade. The Board also now requires every candidate for a foreign-going and for a home-trade certificate of competency to produce a certificate of efficiency as a lifeboatman ; and a similar requirement by this Department is now under consideration. Examination in Form and Colour Vision. Apart from candidates for certificates of competency in the mercantile marine, forty-two candidates submitted themselves to undergo the sight-test examination, which embraces both form and colour vision. These examinations are provided for the purpose of enabling all persons serving or intending to serve in the mercantile marine, or in fishing-vessels, to ascertain whether their vision is such as to qualify them for service in that profession. Of the total, two candidates failed to pass the required standard of vision. These examinations are conducted at Auckland, Lyttelton, Dunedin, and Wellington as occasion requires, and of the total examinations 52 per cent, were held at Wellington, 36 per cent, at Auckland, 7 per cent, at Lyttelton, and 5 per cent, at Dunedin. Examination of Lightkeepers in Signalling. Lightkeepers who are employed in this Department's lighthouse service are required to submit themselves periodically for examination in signalling duties. This examination involves a knowledge of signalling duties as performed at lighthouses and signal stations, and embraces tests of signalling in Morse code by lamp-flashing and flag-waving, and in the hand-flag semaphore system of signalling. The examination compares favourably with the examination in signalling passed by all holders of certificates of competency in the mercantile marine. The lightkeepers' examinations were held as occasion required, and in the majority of cases the lightkeepers passed the examination with credit. During the year eight lightkeepers were successful in passing this examination. Nautical Almanac and Tide-tables. The annual publication of the " New Zealand Nautical Almanac and Tide-tables " was carried out as in previous years, and this book was issued early in December, this being the twenty-fourth edition issued, the first edition being issued in 1903. This publication contains the very necessary astronomical ephemeris used by navigators, given for every two hours throughout the year; also, daily tidal information concerning the main ports, tidal streams, &c. Owing to the development of New Plymouth and of its more frequent use by oversea ships, also that its locality is a good one on which to base tidal data for some smaller ports,

2—H. 15.

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arrangements have now been made for the daily tidal predictions for that port to be introduced into the 1928 and subsequent editions. A portion of the book is used for conveying much other useful and necessary information to shipping, and the book is much used among those upon whom the responsibility of navigating ships rests. It also contains sunrise and sunset times for the main centres. Wireless Telegraphy on Ships. Resulting from this Department's legislation of 1924, comprehensive power was provided for the purpose of regulating wireless-telegraph installations to be placed on ships. Regulations, primarily on the lines of those issued by the Imperial Board of Trade but secondarily extending requirements, were drawn up and issued on the 25th June, 1925, and came into force on the Ist January, 1926. The main features which distinguish our regulations from those of other countries are that we require wireless to be fitted on any seagoing ship of which the number of persons carried exceed twenty-five, thus providing that wireless shall be carried on ships of smaller class than is required elsewhere ; also in providing for the operation of wireless on such small ships, and on home-trade ships in general, by deck officers, who are required to pass a special examination for that purpose. The result of this has been that since the regulations were issued a total number of 114 certificated deck officers passed a prescribed examination in wireless and became certificated as wireless signallers for this purpose. The regulations, in their application to foreign-going ships, are substantially the same as those of the Imperial Board of Trade. As far as can be observed, the regulations are working in a satisfactory manner. The only occasion which has arisen, since the regulations came into operation, of testing the efficiency of their provisions in the case of a marine casualty was in connection with the wreck of the s.s. " Manaia "on Slipper Rock. The vessel was equipped with wireless and was able to establish communication with the s.s. "Ngapuhi," which immediately came to her aid and took off passengers and crew. This happening reveals an advantage of our regulations over the Imperial Regulations. Under the latter the ship would have had a separate operator who, in this zone, would have been off duty from 9.30 p.m. to 7.30 a.m., whereas under our regulations a listening watch is performed every four hours. Whaling in Ross Dependency. The floating factory " Sir James Clark Ross," together with her five whale-catchers, made her third expedition to the waters of Ross Dependency, leaving New Zealand on the 29th October, 1925, and returning on the 28th February, 1926. The record of this season's operations shows that 531 whales were captured, yielding 1,508,100 gallons of whale-oil, as against 1,286,000 obtained during the previous season. The expedition, although it started from New Zealand about three weeks earlier than on the previous year, encountered bad ice-conditions, which seriously retarded its progress and caused much unforeseen coal-consumption, this latter necessitating the expedition's return a little earlier than was expected. The bad ice-conditions caused extensive damage to the five whale-catchers, and it is expected the cost of reconditioning these vessels will approximate £16,000. The reconditioning is being carried out at Port Chalmers, so that the vessels will be in readiness for next year's operations. The licensees, in terms of the agreement entered into with the Imperial Government prior to control of Ross Sea Dependency being vested in the Dominion, are entitled to operate two floating factories ; and it was intended to introduce the second floating factory during the past season. However, this was found impracticable, but the licensees have now obtained a ship of 12,093 tons gross, which they have renamed "C. A. Larsen," in memory of their late manager, who died in Ross Sea in 1924. This ship is being fitted in readiness for next season's operations, and she, together with her whalecatchers, is expected to arrive here about mid-October next. Last season's operations produced a revenue to this Department of £2,212 10s., which, added to the annual license fee of £200, makes a total of £2,412 10s. for the season's operations. From observations taken, and from records available to this Department, it does not appear that the number of whales in Ross Sea is appreciably less than when whaling operations commenced there three years ago. There is nothing to show that any person other than the servants of the licensees have visited Ross Sea for whaling purposes since the creation of Ross Dependency; but it has been suggested that some whaling enterprise intends to pursue whaling without interference by this Government by carrying out their work outside of the territorial waters of Ross Dependency. The attention of the Imperial authorities has been drawn to this. Survey of Ships ; Inspection of Machinery and Boilers. The ever-increasing volume of work, especially in respect of land machinery-inspections, has been very marked within this period, and has called for the utmost effort on the part of the staff, the numerical strength of which had been for a considerable period unequal to the task set, to such extent that it had been found difficult in some districts and impossible in others to grant annual leave to officers. The appointment, however, of three additional such officers who joined the service during December and January has brought considerable relief. Survey of Ships. There is a reduction of four in the total number of survey certificates issued for vessels during the year as compared with the previous year. The numbers of certificates of survey issued during the year are as follows : Seagoing steamships and auxiliary-powered vessels, 201 ; steamships and auxiliary-powered vessels plying within restricted limits, 572 ; sailing-vessels, 21 ; making a total

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of 794. 301 vessels were also surveyed for seaworthiness and efficiency under section 226 of the Act : this number is an increase of 146 over the previous year's total. Department's certificates were issued for the first time to fifty-four vessels, of which eight are seagoing steamers and motor-vessels, and four sailing-ships. One of the vessels surveyed for the first time is the s.s. " Toroa." She is owned by the Devonport Steam Perry Company, and was built in Auckland. She is of composite construction, and of the following dimensions : Length, 130 ft. 9 in. ; breadth, 31 ft. 5 in. ; depth, 9 ft. 9 in. ; gross tonnage, 309; register tonnage, 197. Her certificate permits her to carry 1,221 passengers when plying within the Auckland river limits. Plans and specifications of a vehicular steamer for the same owners were approved during the year. This vessel will be of similar dimensions and construction to the new passenger-vessel. An interesting vessel surveyed during the year is the stern-wheel steamer " Rawhiti." She is engaged carrying cargo and passengers on the Waikato River. The vessel and her machinery were built in Glasgow, and then taken down and shipped in sections to the Waikato, where they were reerected. She has a length of 190 ft. ; breadth, 35 ft. ; depth, 5 ft. 6in. ; draught, 2 ft. 9 in. The tonnage is 410 gross and 299 register. The vessel is propelled by a set of twin-cylinder horizontal non-condensing engines, with cylinders 18 in. diameter by 60 in. stroke, driving a stern, paddlewheel 17 ft. in diameter. Steam is supplied from two boilers of the marine locomotive type working at a pressure of 1601b. per square inch. The boilers are 13 ft. long and 5 ft. 9 in. diameter at the barrels. The " Arahina," a new tug and pilot vessel owned by the Wellington Harbour Board, was built and surveyed in Auckland during the year. She is built of wood, on the diagonal principle, and is of the following dimensions: Length, 62 ft. 7 in. 14 ft. 8 in.; depth, 5 ft. 1 in. She is propelled by a set of four-cylinder semi-Diesel engines of 100 b.h.p. During the year very extensive alterations and repairs were carried out to the s.s. " Marama." The vessel was converted from coal-burning to oil-burning. Several oil-fuel tanks were built into the hull above the double bottom, and most of the double-bottom tanks were made suitable for the carrying of oil fuel. The passenger accommodation was rearranged, and altogether the vessel has had a very thorough overhaul. Before final approval of the plans of the alterations, investigation was made as to the effect the alterations would have on the stability of the vessel. The matter was found to be of such importance as to justify a request for the preparation of new stability data. This the owners readily agreed to, and they further carried out in a very thorough manner the Department's suggestion that the new stability data should be more amplified than usual, and that it should be simplified as much as possible-so that the master of the vessel could predetermine the margin of stability his vessel would have under various conditions of loading, ballasting, and weather. A good case can be made out to support a regulation that the properties of stability of all vessels should be recorded on board for the information of the ship's officers. Shipbuilders prepare stability data for certain types of vessels, and the owner can obtain this information if he requires it. To be of much service, however, to the navigating officers the form in which it is at present generally supplied should be simplified and made more handy. A number of sailing-vessels in the Auckland district have been fitted with oil-engines as an auxiliary means of propulsion. It was found necessary during the year to issue circulars dealing with the construction and design of air-receivers for motor-ships and of small crude-oil-fuel tanks. With this information before them engineers can now quote firm prices for such work. This was impossible previously when they had no guide to the Department's requirements. Owing to the increasing number of steam and motor vessels now carrying oil in tanks, the time has probably arrived when regulations should be framed to protect Surveyors and workmen when they are engaged in the inspection of and repairs to tanks. In New Zealand our- experience in connection with repairs to oil-tanks has been very limited. Unless the risks attached to such work, and the precautions necessary to minimize these risks, are made known accidents cannot be avoided. Twelve lives were lost at Cardiff in 1919 by a serious explosion on a ship, and at Mill wall in 1920 seven lives were lost on a barge undergoing repairs. Both these vessels carried oil. As- a result of these accidents an engineer on the Home Offiee staff was instructed to make inquiries into the risks attached to the carrying-out of repairs on oil-carrying and oil-fuel ships. A report has-been-issued summarizing the results of his inquiry, and specifying the minimum precautions which are considered necessary to ensure the safe conduct of repair work on oil-carrying and oil-fuel-ships, the term " oil" including petroleum spirit, petrol, or similar materials. - ; ; A circular was issued dealing with the fireproof lining of the engine-room of motor-vessels constructed of wood. The previous instructions were prepared when motor-engines were mostly of petrol type. The semi-Diesel engine using crude oil, and (for launches) engines adapted to use kerosene, are coming into favour. The risks of fire are not so great when crude oil or kerosene is' used as is the case with petrol. The previous instructions as to lining of engine-rooms were thereforemodified to permit of both the steel and insulating linings being less extensive for the engine-room of vessels propelled by crude-oil and kerosene, engines. - ■ Two wooden scows were fitted out during the year to carry petrol below decks.- One of these vessels is flat-bottomed. Very careful attention was therefore given to the design and workmanship of the bulkhead. The bulkhead was constructed of steel-plating suitably-stiffened with steel anglebars. The plating was secured all round the edges-ta heavy wood - margin planks-bedded on-to-the-ship's frames, sides, and decks. The margins were thoroughly caulked, and all "seams-in-way : of'the margins were stop-watered. The bulkhead was first hose-tested and afterwards tested for airtightness by burning sulphur for eight hours in the hold with the hold sealed up. The test was very satisfactory. Altogether the bulkhead has been tested with sulphur fumes four times in less than three

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months, and in each case it was found to be perfectly tight. Considering that previous to the making of the last test the vessel had 'encountered unusually heavy weather and had loaded two cargoes whilst lying on the hard, the buikhead must be considered satisfactory. The other scow which was fitted with a similar bulkhead is a round-bottomed vessel. Examination of Marine Engineers. During the year 187 (222) candidates passed their examinations and 119 (111) failed. Of those who passed 91 (100) were engineers of seagoing ships, 10 (10) were engineers of steamers plying within restricted limits, 33 (32) were engineers of seagoing motor-vessels, and 53 (80) were engineers of such boats plying within restricted limits. The figures in parentheses are those of last year. Examination of Land-engine Drivers and Electric-tram Drivers. These examinations were held at the various offices of the Inspectors of Machinery throughout the Dominion at the regular intervals provided for in the regulations —namely, in the months of May, August, November, and February. In addition a few special examinations were granted, but the holding of special examinations is not encouraged, as it is considered that the regular examinations are of sufficient frequency, and, except in very exceptional circumstances, candidates are expected to arrange that they may attend the scheduled examinations. The full list of places where the examinations were held is shown in an appended return, as also is the number of candidates examined at each place. The classes of certificates for which examinations were held were—First-class engine-driver, second-class engine-driver, steam-winding-engine driver, locomotive-engine driver, traction-engine driver, locomotive and traction engine driver, and electric-tram driver. The total number of candidates examined was 608 ; of this number 428 passed and 180 failed in their examination. Recognition of Certificates from Abroad. Under section 49 of the Inspection of Machinery Act, 1908, certificates of the appropriate grade were granted, without examination, to holders of certificates from abroad, as follows : Denmark, 1 ; Queensland, 1 ; South Africa, 2 ; Western Australia, 1. Inspection of Machinery. The number of inspections of machinery carried out during the year total 34,634, as compared with 27,853 during the year 1924-25, an increase of 6,781. The number of fatal accidents reported to the Department is five. One of these does not come within the scope of the Inspection of Machinery Act : it occurred through a tractor striking a tree and overturning. Of the other four, one was due to an apprentice attempting to put a belt on a pulley overhead, to accomplish which he mounted a ladder whilst the transmission machinery was running at its normal speed. He became entangled in the belting and received terrible injuries. In another case the operator in charge of a machine was stepping over a belt when the overcoat he was wearing was caught by the belt. He was thrown to the ground and killed. The machine had not been inspected by a Department's Inspector, and the belting had not been protected. The machine was erected under skilled supervision, however, and the necessity for guarding the belting was not apparent. It is to be noted the operator was considered to be a careful and competent workman. In another instance the man killed had been oiling the machinery. The circumstances leading up to the accident are not very clear. The man probably did not hear the whistle, and was caught in some way by the machinery when it was started up. In the fourth case, the man in charge of the machinery responsible for the accident was caught by the coat in bevel gears which were unguarded. The machinery had not been inspected by the Department. One hundred non-fatal accidents were reported to the Department during the year, and of these ten cannot be regarded as caused by machinery, and the Department is therefore in no way responsible for them. The number of non-fatal accidents reported during 1924-25 was 105, and thirty-three accidents were caused by woodworking machinery : and of this number twenty-four can be attributed to circular saws and planing-machines. In most cases the reports show that the operator himself was to blame for the accident. Six were due to neglect to use a push-stick, four to inattention, five to removing timber from a bench by the hand when the machine was running, two to neglect to adjust a guard, two to neglect to replace a guard, two to using a machine for a purpose for which it was not intended, one to using a machine before its erection had been completed, one to the unlawful use of a square-head buzz planer, and one due to a boy frolicking in the vicinity of a machine. Many woodworkers fail to realize the special risk they run of being injured by a saw or planer when passing the last few inches of timber through the machine. Pushers are often looked upon as an unnecessary hindrance ; but, owing to the feeling of security they must give, the last few inches of wood can be put through the machine/more quickly with their aid than without it. There are several designs for pushers, and to those unacquainted with these the Department's Inspectors will be only too pleased to offer suggestions as to the best design for a particular purpose. The Inspectors have particulars of a number of designs which have found favour with woodworkers in Great Britain. After woodworking machinery, transmission machinery is responsible for the next highest number of accidents, which is six. In four of these cases the persons injured were adjusting belts on overhead shafts without first having taken the precaution to slow down or stop the machinery. The necessity for the inspection of even small machines is exemplified by the report of an accident by a small oil-engine. The man looking after this engine happened to be standing in front of it when it broke down and he was struck by a piece of flying metal. He received a fractured skull

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and injury to the left eye. The accident was attributed to the bolts in the connecting-rod bottom end having fractured, and thereby the piston and rod were forced against the cylinder-cover and shattered it. This type of accident occurs frequently with oil-engines and also gas-engines. In the case of an engine of considerable size the damage is costly to repair—in fact, the engine is often not worth the expenditure necessary to put it into working-order again. To avoid breakages of connecting-rod bolts, frequent inspection is necessary to see that the bolts have not worked slack, and the bottom and brasses require to be adjusted when worn. With a knock in the bearings the bolts are liable to be overstresssd. Bolts of small engines are easily damaged in tightening them up. Too long a spanner should not be used in tightening up fin. and Jin. diameter bolts. These bolts are sometimes annealed with a view to prolonging their life. It has to be remembered, however, that these bolts are often made of special steel, the annealing of which is likely to result in more harm than good unless information is available as to the correct heat-treatment for the steel. Defects in the bolts due to fatigue cannot be removed by annealing, and the only remedy is to renew the bolts. Lifts. Many new lifts have been inspected during the year. Rules for the design and construction of lifts have been drafted. A number of the new lifts installed each year are fitted with safety devices of questionable efficiency. Lift-manufacturers, for their own credit, generally bring to the notice of their clients the most modern and approved safety devices, but these are seldom appreciated at their real value when extra cost is involved in supplying them : they are too often looked upon as mere efficiency fads. It is true that occasionally features are introduced into lifts which may be looked upon as refinements not absolutely necessary to safe working. An independent opinion, therefore, such as would be obtained from the rules of this Department would be much appreciated by liftowners and architects. One of the most debatable questions relates to what safeguards are reasonably necessary for the gates of lift-wells and cages, and whether the gates of goods-lifts should be as safe as those of a passenger-lift. Experience has shown that devices for locking passenger-lift gates, which at one time were considered to be sufficient, are no longer so, as the small boy and others bent on mischief have discovered how they can tamper with them. The only claim to safety that many gates of cargo-lift w«lls have is that they are fitted with locks intended to fasten on the operator's side of the well only. When a lift can be worked whether the gates are open or shut there is room for doubt as to whether such gates are a proper protection to a lift-well. Boilers. The number of new boilers inspected during the year is 342, as against 363 last year. The total number of boilers inspected for the year is 7,895 as compared with 7,944 last year. No accidents to boilers have been reported during the year. Extensive repairs to boilers have been carried out in many instances, and in this connection the autogenous welding processes have been found effective. Quite a number of engineering-shops now have their own welding plants. The Department finds it necessary to restrict the use of autogenous welding to the class of repair which is not entirely dependent on the strength of the weld. A number of plans of boilers have been submitted for approval before the boilers have been made. Manufacturers have found this a great convenience, and have shown their appreciation of it; although, when the plans are submitted, there are generally prospects that boilers made to the plans will require certificates from the Department. Often, however, in the case of manufacturers abroad, the boilers do not come to New Zealand, and the Department receives no reward for the work entailed in approving the plans. Circulars issued during the year relate to certificates of test for boiler-material and hydraulictest certificates of imported boilers, dished ends of Lancashire and Cornish boilers, guards for breast or drag bench-saws, and monel metal. Monel metal is an alloy of nickel and copper. It is being used in the construction of steam-cooking utensils, for which purpose it has considerable value on account of its resistance to several kinds of corroding influences, and its quality of retaining a finish similar to that of pure nickel. A recent report of an explosion from a steam-jacketed pan made of aluminium draws attention to the risks attendant on the use of this material when subjected to steam pressure. Aluminium is of a soft nature, and is liable to fail suddenly under stress. Preliminary indications of distortion or buckling should be regarded seriously. Government Shipping Offices. In the Government shipping offices the administration of the Shipping and Seamen Act has been efficiently carried out. Appended is a statement showing the number of seamen engaged and discharged at the various ports during the year, and the fees received for such transactions. The total number engaged and discharged was 19,285 and 19,348 respectively, as against 17,929 and 17,941 respectively during the previous financial year. The transactions at the four main ports were as follows (the figures in parentheses being those of the previous year) : —

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Port. Engagements. I Discharges. Fees. £ s, d. £ s. d. Auckland .. .. .. 6,523 (5,742) 6,608 (5,917) 1,210 17 0 (1,056 8 0) Wellington .. .. .. 7,205 (6,509) 7,239 (6,291) 1.294 5 0 (1,163 8 0) Lyttelton .. .. 1.556 (1,765) 1,416 (1.746) 271 3 0 (319 18 0) Dunedin .. .. .. 1,688 (1,541) 1,744 (1.620) 322 12 0 (292 2 0)

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Inspection of Seamen. This service has been maintained. A record of men applying for work is kept for the purpose of filling vacancies as they occur. Sick and Injured Seamen. The total amount paid by shipowners to sick and injured seamen, under the provisions of the Shipping and Seamen Amendment Act, 1911, was £21,853 14s. 9d., as against £17,237 65.. 2d. in the previous year, an increase of £4,616 Bs. 7d. Registration of Shipping. On the 31st December last there were on the register of vessels in the Dominion 117 sailingvessels, of 19,452 tons register; 281 steamers, of 100,765 tons register; and 181 motor-vessels, of 3,476 tons register; as compared with 123 sailing-vessels, of 19,392 tons register; 276 steamers, of 91,750 tons register; and 165 mo tor-vessels, of 3,228 tons register, at the end of the previous year. The number of seamen and boys employed on board was 3,990, as compared with 3,859 at the end of 1924. Shingle and Sand Beaches and Foreshores. The Department's assets in its beaches and foreshores around the coast have been very carefully guarded, with the result tha-t the sum of £5,374 4s. lid. has been collected during the year in rents and royalties, as compared with £4,578 lis. lid. during the previous year. S.S. " Hinemoa." This vessel, after being extensively overhauled and altered under this Department's supervision, was handed over to the Department of External Affairs for service in the island trade. S.S. " Tutanekai." The lighthouse tender continued to perform her regular function, with the exception that for the periods 24th November, 1925, t6 24th December, 1925, and 26th April, 1926, to Bth June, 1926, she was engaged in conveying His Excellency the Governor-General round the South Island and to the Cook and other islands. In order to maintain the lighthouse tendering the services of the " Hinemoa " were secured for the period 18th January to 18th February. Meteorological Branch. This branch has carried out its usual function. It is understood it is to be transferred to a new Department to be created to encompass various scientific branches. Fisheries. It has hitherto been the practice to incorporate a long and detailed report by the Chief Inspector of Fisheries. This report is not yet available, but it is doubtful if much of the matter it has usually contained serves any really valuable future purpose, in that it is based on reports and information from outside people who have no responsibility and may often unconsciously mislead. It is proposed to institute as soon as possible a system of simple returns which will provide data of greater reliability and value as to the quantities of fish caught and their species. The information supplied will be regarded as strictly confidential to the Department, and will in course of time enable the collation of reliable data, and from this and investigation in various localities valuable results may be expected to accrue. There is reason to believe, from the opinions expressed by fishermen who have been consulted, that the fishermen, in the assurance that their returns will be regarded as confidential, will readily assist. In the past the activities of the Department have been primarily concerned with the routine administration of the Fisheries Regulations under the Fisheries Act of 1908 and its amendments, the aim of which is to secure the safe and proper operation of the fishing industry in its various phases, to the present advantage of the general public without jeopardizing the fishery possibilities for future generations. The measures taken under this head are necessarily regulative and restrictive. In addition the Department has been actively engaged for some years in developmental work. Under its protection the rock-oyster beds of the north have been saved from the imminent danger of absolute depletion to which they had been brought by the unregulated and almost unrestricted exploitation of former times. Since 1908 steps have been taken to increase the supplies by the creation of artificial beds and the replanting of depleted beds. There-are now encouraging indications that the construction-of "-oyster-walls "on suitable foreshores,- which, has been carried on at relatively small expense,-will prove a most profitable investment in the near future. This work is still going on, and it-is the ambition of the Department not merely to restore the natural beds to something like their old-time productivity, but also to multiply the normal natural yield by growing oysters where formerly there Were none. The most important developmental activity, the success of which has aroused world-wide interest, has been the acclimatization of the quinnat and Atlantic salmon species in New Zealand waters. The Department may take a legitimate pride in this achievement, which has been carried through with a very limited staff, and with material facilities which are very exiguous in comparison with those at the disposal of the Fisheries Departments of older countries. The Dominion occupies a position which is unique among the civilized nations of the world in its almost total lack of organized-official or unofficial : information about its fishery resources. Tt isclear that measures for. the proper administration of the fisheries, and for the development and

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improvement of the industry, are equally crippled and limited by the lack of scientific knowledge of the natural resources in question. It must be added that such scientific knowledge is not obtainable at a glance, but can only be acquired as the result of organized investigation over a considerable period of time. The necessity for such knowledge is demonstrated when cases of controversy arise between conflicting fishery interests, and the Department is in the invidious position of being compelled to take as evidence the conflicting opinions of either side to the dispute. Though they may be perfectly honest, such opinions are inevitably biased, and in any case cannot carry the weight which obtains with facts gathered in a scientific manner by disinterested parties. The sort of information that is needed as the groundwork for rational fishery exploitation and administration may be classed under two heads. In the first place, adequate statistics relative to the fisheries are urgently needed. The present system of obtaining estimates of the total quantity and value of fish landed at each fishing-port for a whole-year period is of slight utility, assuming that the approximate accuracy of the figures provided may be taken for granted, which, in view of the circumstances of their collection, is by no means the case. The omissions and imperfections in the figures which up to now have represented the fishery statistics of New Zealand are quite inevitable so long as there is no adequate provision made for their collection and collation. It is not suggested that the time is ripe for the institution of a system on anything like the scale of the fishery statistics of Britain or Canada, where the fishing industries have reached a high stage of development and are of special national importance. We should begin by concentrating on the most important fishing-ports and limiting the details to the comparatively few species of fish which are of outstanding commercial importance. Fishery statistics afford not only an index to the progress of the fishing industry in its various branches, with its seasonal and local variations, but they also throw light on the natural phenomena of the occurrence of the fishes themselves, especially as to their varying abundance from year to year and from place to place. The principal object of scientific administration is to regulate exploitation so that it does not cut too deeply into the reserve that must be maintained to ensure adequate stocks for the future. Even in this young and thinly populated country there have already arisen cases where serious depletion of certain fish stocks has been alleged to have been brought about; and others will doubtless arise in the future. The assistance of statistical data in enabling one to detect the trend of any decline in the yield of a fishery is too obvious to need any further exposition. While statistics relating to the yield of the fisheries are the most obvious and most easily attainable form of information, they do not provide all that is necessary for our guidance in dealing with fishery problems. We require the further light of a knowledge of the broad facts of the lifehistory of the fishes —how, when, and where they spawn, their age and size at maturity, their rate of growth, and the nature of their migrations. Without such knowledge administration is blindfolded, and any project of substantial economic development can only be guesswork. It should therefore be the policy of the Department to do all that is possible to gather scientific understanding of the fishlife in our seas and fresh waters. This calls for scientific staff and equipment. To make provision for the amount of work to be done might very well involve the establishment of a trained staff, with laboratory facilities and the means of collecting material for study on too ambitious a scale to contemplate at the present time. That the necessity for making provision for scientific fishery research is recognized by the Department is shown by its interest in the Portobello Marine Biological Station. The existent facilities of this station are very limited, but more substantial support has been afforded which it is hoped will render possible considerable increase in its output of useful work. It is highly desirable also that the developmental work with regard to oyster-culture and salmon acclimatization should be accompanied by experiments and observations on scientific lines. In connection with oyster-culture, for instance, there is a need for investigations into the conditions which make for the most successful spatting and fattening. It is certain that such knowledge would enable more efficient and productive methods of culture to be developed. With regard to the acclimatized salmon species, we require to know how their growth in the streams, on the one hand, and in the great lakes or the sea, on the other hand, compares with that of the same species in their native habitat. The study of scales affords a ready means of throwing light on this question, and, correlated with information as to their food-supplies, would enable us to understand the conditions of their life and growth, to gauge the possibilities for the ultimate well-being of the stock, and to regulate their exploitation in an intelligent way. Such tasks are admittedly quite beyond the power of this Department to carry out as at present staffed and equipped. It is perhaps sufficient at present that the desirability of such work should be recognized, and a commencement made upon the more fundamental problems. Already, with trifling equipment and very little expense, important biological facts regarding the snapper, the rock-oyster, and the toheroa have been elucidated, but much remains to be done before a comprehensive knowledge of the more important points in the natural history of these species can be obtained. However devoted and efficient may be the services of its temporary and permanent officers responsible for the enforcement of fishery regulations for the conduct of the rock-oyster business in the north and the salmon-culture operations in the south, a Department whose functions are limited to these activities cannot be regarded as fulfilling the part of a national fisheries administration. The three main lines along which development should proceed in order that the Department may be placed in a position to regulate and foster the Dominion fisheries on a sound and enlightened basis, and to be of assistance to the general technical improvement of the industry, may be summarized as follows : (1) The collection of fishery statistics; (2) the acquisition of scientific information about the more important edible fishes, crustaceans, and molluscs; (3) the establishment of a bureau of technical

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information (to be acquired from books, journals, and reports relating to the fisheries of other countries) which may be of service for the guidance of those interested in the development of the fishery industry of New Zealand. Mr. Hefford, who arrived in New Zealand in May, 1925, has been engaged in acquiring a knowledge of local conditions and fisheries, and has made special investigation into snapper fisheries in the Hauraki Gulf, rock-oyster fisheries, toheroa fisheries, and has directed investigations into Foveaux Strait oyster fisheries. These latter have been carried out from time to time by Mr. W. M. Young. From what has already been stated it will be realized that in most cases investigations must extend over a considerable period of time before any positive conclusions can be drawn. Salmon Fisheries. During the past year Dr. C. H. Gilbert, Special Assistant to the United States Bureau of Fisheries' and Mr. J. P. Babcock, Chairman of the International Fisheries Commission, visited New Zealand in private capacity, but were good enough to give special attention to our salmon fisheries, and during their visit to the salmon waters were accompanied by Mr. L. F. Ayson. The following extract from a brief report furnished by Dr. Gilbert is of utmost importance :• — " The initial stages of your experiment have met with unqualified success. Self-perpetuating colonies have been established, and are flourishing and increasing in numbers. Their future would seem to depend on success in administration. If handled cautiously and conservatively, without undue haste to ' realize on the investment,' there should be a steady increase, and the final establishment of runs of distinct commercial importance. " But such a consummation can easily be delayed, if not wholly prevented, by premature attempts to establish a salmon fishery and to place these fish on the market. Their rate of natural increase in their new home has not been determined. They are living in a new environment, subject to the attacks of a wholly new set of enemies. If these are more efficient than their old enemies in America— and there is good reason to fear this may be the case —fewer will escape in each generation to form the spawning reserve, and the natural increase will be correspondingly diminished. For this reason, among others, it will demand constant watchfulness and utmost caution not to endanger the success of an experiment so advantageously begun. " Our own experiences in Alaska have brought home to us the constant dangers of overfishing. Such serious encroachments have been made thus on our salmon supplies that we have been compelled to close all rivers to fishing of any description, and compel our fishermen to reap their harvest in the open sea and on coasts away from the mouths of rivers. With such experiences behind us it is perhaps inevitable that we should regard with some degree of apprehension the opening of your rivers to the netting of salmon at a time when you are endeavouring to build up your runs to their maximum efficiency. Certainly the results should be most carefully inspected, and the extent of the fishing held to very modest dimensions. I venture to suggest the importance of obtaining reliable statistics each year of the captures in each stream by the different methods. There should also be an inspection annually of all the spawning-beds, to determine as accurately as possible the size of the spawning colonies. If these facts are placed permanently on record year by year, it will result in building up a body of knowledge of the utmost value to the future administration of the fisheries." The reference to " the attacks of a wholly new set of enemies " draws experienced attention to the remarkable percentage of quinnat salmon caught in the rivers which are deeply gashed by some sea-enemy. The warning from such authorities cannot be ignored, and it is obvious that, instead of extending the present commercial operations, we will, in the meantime, have to restrict them. To this end it is proposed to strictly limit the amount of netting for sale permitted in rivers. In the June issue of the Canadian Fisherman Mr. Babcock is reported as saying, " The future of the Pacific salmon fishery of New Zealand would seem to depend on administration. If handled conservatively the self-perpetuating runs of the quinnat should steadily increase, and result in final establishment of runs of great commercial importance. Their rate of increase has not yet been determined in so short a time. If I were asked to make the salmon-fishing regulations of New Zealand —and I have not been —the catching of quinnat would be prohibited for a considerable period, as time will have to demonstrate the maximum of production their great rivers are capable of. With adequate measures of protection, runs of great commercial importance may be developed." Atlantic Salmon. The collection of salmon-eggs this season has been the most successful since the establishment of Atlantic salmon in these waters. This is partly due to the increasing annual run of fish, and to the very favourable weather conditions prevailing throughout the spawning season. With the exception of two floods of a few days' duration, the nets continued catching from the date of commencement, 13th April, to the 21st August, the date when the men ceased operations. Our experience in collecting eggs shows that these fish, so far, are not conforming to a definite spawning-season period, as they do in their native habitats in the Northern Hemisphere. While the main runs of ripe fish come into the rivers in May, June, and July, yet we find individuals spawning from the beginning of April to well on in September —a period of over five months. This season we caught quite a number of salmon which were making their second return to the river for spawning. The Waiau River was inspected from the outlet of Lake Te Anau to Horseshoe Bend, a distance, by river, of eight miles, and salmon spawning-beds were found over the whole distance. This is an important discovery, as, from the size of the beds, they were undoubtedly made by large sea-run fish. The total number of salmon caught during the spawning season was 527—283 females and 244 males. The number of eggs collected was 936,500, and the average yield per female fish was 3,500.

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As the Department is concentrating on stocking the Wanganui River, fully half a million of the eggs collected were sent to the Government hatchery on the upper Wanganui, where the eggs hatched out successfully, and the fry were liberated in several tributaries of the main river. The balance of the eggs collected at Te Anau were hatched out and liberated in tributaries of the Waiau and Clutha Rivers. These salmon have taken so well to the Waiau and its tributaries that care must be taken to maintain and increase the supply in its waters, and for this purpose it might be wise for a few years to restrict the number caught by anglers, and also the quantity of eggs collected for stocking other rivers. The number of salmon caught by anglers this season was about seven hundred, being quite double the number taken the previous year. Quinnat Salmon. The run of these fish last season (1925) was similar to the previous one, both with regard to the number and condition of the fish which came up, but the run for these two seasons was considerably less than for 1922-23. The work of collecting eggs was continued on similar lines to previous years, with the exception that, on account of not being able to get sufficient skilled assistance, the Dobson River was not worked, operations being confined to the Hakataramea and Ahuriri Rivers. On account of unsettled weather causing a succession of floods, the work of netting spawning fish was an unusually difficult one, particularly in the Ahuriri, where in the time of a fresh there is a heavy body of water to contend with ; and this season, on several occasions, the men, in order to hold their traps, worked in shifts, waist-deep in the water, night and day, and they deserve every praise for the way they held on under such trying conditions. The total number of eggs collected was 672,000,- of which 388,000 were got from the Ahuriri and 284,000 from the Hakataramea. The eggs when " eyed " out were distributed as follows : 500,000 were sent to the Government hatchery at Maori Creek for stocking the Wairau River, 150,000 were .supplied to the Tasmanian Government, and the balance were hatched at Hakataramea. Owing to the smaller number of salmon taken in the traps this season the quantity of fish cured for sale at Hakataramea only amounted to 292 lb. There was a keen demand for the product, and owing to the limited supply available numerous applications had to be refused. Foveaux Strait Oyster-beds. The quantity of oysters landed at Bluff from these beds for the season under review was 26,039 sacks ; wholesale value, £17,576. This shows an increase of 2,243 sacks in quantity and £2,703 in value on the previous year's catch. This year 23,870 sacks were disposed of in the Dominion, and 1,987 sacks and 89 cases of opened and frozen oysters were exported to Australia. Scientific investigations in connection with the occurrence and condition of the oysters are now being made by Mr. Maxwell W. Young, of the Portobello Station, under the supervision of Mr. Hefford. This is important work, as the scientific control of the working of these valuable beds is necessary for their permanent conservation. The investigations up to the present have been made in the open oyster season, and by going out in one of the oyster-dredging vessels. These vessels naturally work only the beds which give the best returns. To carry out the investigations to a successful conclusion it is necessary that some work should be done in the close season, when most of the oysters are spawning, and at the same time to test areas which are not worked by the commercial dredgers. Toheroa Beds. The beds on the North Kaipara beach are well stocked with toheroa of all ages, and the lessees of Nos. 1 and 2 areas have had a successful season at their cannery—the pack for the season consisting of 980 cases. The lessees of the beds on the Ninety-mile Beach also report a successful season. Toheroas were plentiful and in splendid condition, and the quantity canned shows a large increase on the previous season's operations. An inspection was made of the Rangatira Beach (South Kaipara), and it was found that toheroas exist along a stretch of about twenty-seven miles, but the beds are scattered and not nearly so well stocked as those on the North Kaipara and Ninety-mile Beach. Rock-oysters. During the past season the Department took 8,297 sacks of oysters, which yielded a return of £10,205. Portobello Marine Fisheries Investigation Station. During the past year the position and usefulness of the Portobello Fish-hatchery has been under the joint consideration of the Department and the Board which immediately controls it. The position was that although in the past few years the Department has been almost entirely financing the station, it has had no voice in the expenditure or policy of the work. By mutual agreement Mr. Hefford has joined the Board. The Department has increased its financial assistance to enable the station to functioh to more definite purpose. At the commencement of each year a programme of work will be laid down which may encompass any particular investigation that the Department may require to be undertaken. The Department has taken Mr. M. Young, the station biologist, on to its staff, and he is now available for any work either at the station or elsewhere. Attached hereto is the annual report of the Chairman of the Board (Hon. G. M. Thomson, M.L.C.).

3—H. 15.

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Prosecutions. During the year prosecutions for offences under and breaches of the various Acts administered by the Department were taken as follows : Fisheries Act, 47 ; Harbours Act, 10 ; Inspection of Machinery Act, 49 ; Shipping and Seamen Act, 58. G. C. Godfrey, Secretary.

MARINE FISHERIES INVESTIGATION STATION. Sir, —■ Portobello, sth May, 1926. I have the honour, on behalf of tlie Board of the Portobello Station, to forward the following report of the work carried on during the year ending 31st March, 1926. As stated in last year's report, the introduction of foreign fishes and crustacea into these waters has ceased for the time being, and only one femal: lobster remains in the pond. The circular issued by the Marine Department in 1922, offering a bonus of £5 per pair for live European fedible crabs (Cancer pagurus) or live lobsters (Homarus vulgaris) has not been taken advantage of. It is advisable, however, to keep the offer open, as it is always possible that some enthusiast may be met with, especially in the engineering staff of outward-bound steamers from Britain, who may feel inclined to endeavour to bring out some of these crustaceans. All the earliest shipments of lobsters were made in this manner, and several were successful. Investigations into the occurrence and distribution of sprats and pilchards along the coast have not made satisfactory progress ; the fish have not been in any numbers to observe. In his report to the Board on the work of the station, Mr. W. Adams, the curator, states that, as in past years, the stomachs of all fishes caught, whether by the trawl, seine net, or line, were examined and their contents noted. He adds : " The sprats and pilchards were not seen in numbers on the surface, though a sharp lookout was always kept. During June these small fish were no doubt plentiful on the bottom off Cape Saunders, as all large fish caught were found to contain large quantities of sprats. The nets were put out, but the fish were invariably too deep, as none were caught in the meshes close to the lead-line. Of the larger fish caught in the same locality during July, none contained sprats or pilchards, the stomach-contents being large quantities of whalefeed (Munida subrugosa). During October sprats were reported to be in large shoals north of Moeraki. At the latter part of the same month one of the local fishermen reported that small numbers were seen on the surface at Sandfly —that is a little to the south of Cape Saunders. These fish have also been reported as abundant pretty well all the year round at the Nuggets, but of course the resources of the station do not permit of our making investigations so far from the station, a.s the insurance on our launch limits us to ten miles from Otago Heads. The only method would be, if satisfactory evidence were forthcoming of the occurrence of these fish, for Mr. Young to proceed to the Nuggets overland and arrange to go out in local boats. The reports usually received are too vague to be accepted as good evidence : they can only be taken as indications of the general occurrence of these small fish. The record of the last three years shows how very erratic is the occurrence of these clupeids on the coast. At times in past seasons they have been recorded as present in enormous numbers, but for the past three seasons they have been chiefly conspicuous by their absence. This is similar to what is found to be the condition in Australian waters, and shows that fishing for pilchards and sprats in these southern seas would appear to be only an occasional and very erratic occupation, except, perhaps, in one or two localities. This question requires further examination, for a good sardine industry would be a valuable addition to the fishery resources of the Dominion. In this connection it may be noted that a paper " On the Occurrence of Clupeids in New Zealand Seas," prepared by Mr. Maxwell Young, the Biologist, and the Chairman, was read at the Science Congress held by the New Zealand Institute in Dunedin in January, and this will probably be printed in the forthcoming volume of the Institute Transactions. Referring to the general conditions of the past season, Mr. Adams states that " the work carried out with dredge, trawl, and hand-lines on the offshore fishing-grounds has not been satisfactory, owing to the unsettled weather which prevailed throughout the greater part of the year. During April and May fine weather was experienced and we were able to go out regularly. Towards the latter part of June stormy weather set in, and throughout the remaining months of the year unfavourable conditions continued to prevail. There has been an exceptional scarcity of flat fish on the local grounds. All the trawlers that were able to make the journey have been going as far south as the Nuggets, where large hauls of soles have, for the past seven years, been caught. During the past year only two small trawlers have regularly worked the local grounds, and their catches have been the poorest on record. Throughout the winter months the spells of fine weather were too short to allow the grounds which the fish were on to become clear of weed. During October flat fish were more plentiful than at any other time of the year. Fair numbers were taken in the shallow water of Blueskin Bay, but in the deeper water some three miles north-east and east of Otago Heads the grounds were found to be almost bare of fish. On these grounds a greater variety of fish is usually caught than on the grounds well off shore." Since his appointment as Scientific Adviser to the Fisheries Branch of the Marine Department it has seemed desirable to the members of this Board that Mr. E. A. Hefford should be appointed a member, in order that the station might be brought more directly into touch with the Department, and that its work should be definitely guided by his scientific advice. After discussions between the Chairman, Mr. Hefford, and Mr. 6. C. Godfrey, Secretary to the Department, this course was laid

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before you and was agreed to by yourself. Accordingly in November the Board was reconstituted as follows, His Excellency the Governor-General in Council appointing the Hon. Geo. M. Thomson, Professor W. B. Benham, Messrs. C. W. S. Chamberlain, A. E. Hefford, and G. W. Howes as members. The first meeting of the newly constituted Board was held on the 7th January, when, inter alia, the following resolutions were agreed to : — " (1.) That the name of the station be altered from ' The Marine Fish-hatchery' to ' The Marine Fisheries Investigation Station.' " (2.) That as Mr. Maxwell Young, Biologist at the station, is a Government employee, the Minister be asked to bring the fact under the notice of the Public Service Commissioner in order that he fiiay be recognized as a member of the Civil Service." The alteration of the name emphasizes the fact of the widened scope of the work of the station, and its national character. Instead of being a local or provincial affair, it is now recognized as a New Zealand concern. It is doing biological fishery-work of national importance, and is inaugurating research on hydrographic problems, dealing with the New Zealand seas generally. The meeting also approved of a scheme of hydrographic work suggested by Mr. Hefford. This includes temperature and salinity observations of the sea off Otago Heads, to be taken as frequently as weather conditions permit. These at first would be surface observations only, but later on midwinter and bottom layers would be similarly tested by special apparatus (e.g., Nansen-Patterson water-bottles, &c.). To begin with, stations five and ten miles from the Heads would be observed, to be extended later to fifteen and twenty miles. By enlisting the co-operation of fishermen and coasting-steamers, these observations will be extended both north and south, and thus a considerable amount of observational material will be obtained. Such observations would probably indicate any seasonal changes in the drift, which may possibly correlate with such variable phenomena as the irregular distribution of the sprats and pilchards off the coast. In last year's report it was stated that the United States National Museum had kindly undertaken to work out the tow-net material forwarded from this station. Accordingly during the year Mr. Young has forwarded to the Museum 178 tubes of such collections, consisting chiefly of surfaceswimming Copepoda. He has made somewhat extensive collections of dredged and netted material during the year, much of which has been distributed to other workers. This includes tube-forming and other Polychsetes, Boltenia, &c., to Professor Benham; Zostera to Professor Holloway, and prepared fish-jaws to the late Dr. Raynor Bell ; Mollusca to Mr. Finlay; Goniocidaris to the British Museum ; Tunicates and Crustacea to Professor Chilton, of Canterbury University College ; a new species of Holothurian to Dr. Mortensen, of Copenhagen ; prepared heads of elephant-fish (Gallorhynchus) to Mr. Kesteven, of Billahdelah, New South Wales; and eggs of the same species for Professor Edgeworth, of Bristol University. He has continued his researches on Tunicates, and on the growth of native fishes, including smelts (Retro-pinna), of which a number were taken in January. Towards the end of the present season, in response to a request from the Marine Department, the Board detached Mr. Young for work in conjunction with Mr. Hefford, on the oyster-beds of Foveaux Strait, and he made his preliminary visit to the Bluff in March. In order to facilitate his work and to give him the requisite authority in case of any difficulty arising in the course of investigation, he was duly appointed an Inspector of Fisheries. Mr. S. Broadley, assistant curator of the station (and Inspector of Fisheries for the Ot&go District), has made two visits of inspection to the outlying fishing-ports, both north and south. He has also inspected the Dunedin Fish-market at regular intervals. In response to a request from the Department he is to be liberated next month for salmon-netting at the mouth of the Clutha River. In addition to the paper already referred to on " The Occurrence of Clupeids in New Zealand," Mr. Young has contributed the following papers throughout the year : "On Malignant Tumours of European Turbot " (Journal of the Marine Biological Association of Britain) ; " Range and Nomenclature of Physiculus rhacinus," and " Fishing Industry of Otago " (both in N.Z. Journal of Science and Technology) ; " Marine Fauna of the Chatham Islands " (in the press); " Marine Biological Notes, embracing the Growth of Crayfish, Commensalism of Tunicates and Mollusca, Food of Starfishes, &c." (in the press). He has also ready for publication the following: "On Cristaculeus dyscritus, a new Genus and Species of Stomateid Fishes " ; " On the Occurrence of Mora mediterranea " ; " On the Occurrence of Gentrolophus maoricus." The library continues to increase by the addition of recent papers and publications of scientific societies, and the very full card-indexing renders it most valuable for reference. The whole of the buildings and plant are kept in very good order by the staff, while the renewal of piping and pumping apparatus required is now provided for. Yours, &c., Geo. M. Thomson, Hon. G. J. Anderson, Minister of Marine, Wellington. Chairman.

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TABLES.

Statement of Revenue for the Year ended 31st March, 1926, in Comparison with the previous Year.

Summary of Expenditure for the Year ended 31st March, 1926, in comparison with the previous Year.

20

Item. 1924-26. 1925-26. Shipping Branch — £ s. d. £ s. d. Light dues .. .. . • •• •• 80,467 6 2 82,875 6 3 Engagement and discharge of seamen, &c. .. .. 3,420 14 0 3,664 15 3 Survey of ships .. .. .. .. .. 5,010 0 4 6,137 16 11 Examination fees .. .. .. .. .. 417 5 0 429 10 0 Miscellaneous receipts .. .. .. .. 1,175 6 3 823 14 3 Harbours — Pilotage, port charges, &c. .. .. .. 842 18 7 870 11 8 Foreshore revenue .. .. .. .. .. 4,393 19 1 5,704 2 4 Inspection of machinery—■ Inspection fees .. .. .. .. .. 17,256 2 10 18,001 19 4 Examination fees .. .. .. .. .. 732 18 0 657 5 0 Miscellaneous receipts .. .. .. .. 396 Fisheries — Net profit from sale of oysters .. .. .. 2,139 10 I 2,517 3 11 Fishing-boat license fees, &c. . • .. .. 365 4 9 505 2 6 Rental of toheroa areas .. .. .. .. 300 0 0 300 0 0 Sale of trout-ova, &c. .. .. .. .. 112 9 9 70 2 10 Government steamersFares, freights, &c. .. .. .. .. 4,793 0 10 3,185 17 8 Ross Sea Dependency —■ Royalties on whale-oil .. .. .. .. 200 0 0 1,720 12 6 Miscellaneous revenueSale of charts, books, and forms .. .. .. 1,263 2 6 1,447 1 4 Sale of " New Zealand Nautical Almanac " ... 129 13 3 146 16 4 Rents of buildings and reserves .. .. .. 235 9 8 207 17 8 Miscellaneous receipts .. .. .. .. 67 161 1666 Totals, general accounts .. .. .. 123,322 17 2 129,285 11 9 Westport Harbour Account .. .. .. .. 50,378 II 0 57,539 12 11 Totals .. .. .. .. .. £173,701 8 2 £186,825 4 8 N.B. —The figures quoted for 1925-26 are subject to audit.

Branch. j 1924-25. 1925-26. £ s. d. £ s. d. Head Office .. .. . .. . .. 9,292 7 4 9,626 13 9 Harbours .. .. .. .. .. .. 3,921 2 11 4,295 13 3 Lighthouses .. .. .. .. .. .. 26,823 6 5 24,220 2 2 Meteorological .. .. .. .. .. 5,863 19 2 6,124 12 6 Mercantile marine .. .. .. .. .. 17,896 11 0 24,626 5 5 Inspection of machinery .. .. .. .. 26,124 16 11 20,793 2 9 Fisheries .. .. .. .. .. .. 2,890 13 10 3,179 2 6 Government steamers .. .. .. .. 21,837 5 4 24,309 19 11 Miscellaneous services .. . .. .. 1,734 3 1 2,189 17 10 Grants and subsidies .. .. .. .. .. 150 0 0 540 0 0 Depreciation .. .. .. .. .. 8,844 18 9 8,862 19 6 Interest on capital .. .. .. .. .. 17,737 15 7 17,811 11 0 Totals, general accounts .. .. .. 143,117 0 4 146,580 0 7 Westport Harbour Account .. .. .. .. 44,666 14 0 51,909 4 11 Totals .. .. .. . £187,783 14 4 198,489 5 6 N.B.—The figures quoted for 1925-26 are subject to audit.

H.—ls.

Table showing the Number of Seamen engaged and discharged in New Zealand, and the Fees received, for the Year ended 31st March, 1926.

21

Engagements and Engagements and Discharges, Home Trade. — : —— * Total Engagements. Total Discharges. Grand Totals. Port. Engagements. Discharges. Engagements. Discharges. j ' j ' j j i Number, j Amount. Number. Amount. Number. Amount. Number. Amount. Number. Amount. Number. Amount. Number. Amount. i j £ s. d. £ s. d. £ s. d. £ s. d. £ s. d. £ s. d. £ s. d. Auckland .. .. .. 3,556 346 1 0 3,607 348 10 0 2,967 259 13 0 3,001 256 13 0 6,523 | 605 14 0 6,608 605 3 0 13,131 1,210 17 0 Dunedin and Port Chalmers .. 1,109 106 15 0 1,255 119 17 0 579 51 15 0 489 44 5 0 1,688! 158 10 0 1,744 164 2 0 3,432 322 12 0 Gisborne .. .. .. 8 0 16 0 8! 0 18 0 97 7 4 0 128 8 6 0 105 8 0 0 136 9 4 0 241 17 4 0 Greymouth .. .. .. 59 5 4 0 60 i 5 4 0 32 2 10 0 38 3 2 0 91 7 14 0 98 8 6 0 189 16 0 0 Hokianga .. .. .. 8 0 16 0 2 040 2 040.. .. 10 j 1 00 2 040 12 140 Hokitika .. .. .. .. .. .. .. .. .. 8 040 .. .. 8 040 8 040 Invercargill .. .. .. 115 11 10 0 104 9 18 0 43 3 12 0 40 3 6 0 158 15 2 0 144 13 4 0 302 28 6 0 Kaipara .. .. .. .. .. .. .. 7 060.. ... 7 060.. .. 7 060 Lyttelton .. .. .. 895 86 4 0 723 71 16 0 661 55 12 0 693 57 11 0 1,556 141 16 0 1,416 129 7 0 2,972 271 3 0 Napier .. .. .. 36 2 16 0 53 4 10 0 372 27 7 0 410 28 18 0 408 30 3 0 463 33 8 0 871 63 11 0 Nelson .. .. .. 8 0 16 0 8 0 16 0 761 60 0 0 739 57 12 0 769 60 16 0 747 58 8 0 1,516 119 4 0 New Plymouth .. .. .. 20 2 0 0 19 1 8 0 33 2 6 0 58 4 2 0 53 4 6 0 77 j 5 10 0 130 9 16 0 Oamaru .. .. .. 3 040 6 0 10 0 1 020 1 020 4 060 7 0 12 0 11 0 18 0 Onehunga .. .. .. .. .. .. .. 420 32 19 0 408 31 16 0 420 32 19 0 408 5 31 16 0 828 64 15 0 Patea .. .. .. .. .. .. .. .. 25 1 2 0 23 1 0 0 25 1 2 0 23 1 0 0 48 2 2 0 Pieton.. .. .. .. 1 020.. .. 14 180 8 0 16 0 15 1 10 0 8 0 16 0 23 260 Tauranga .. .. .. .. .. 2 046.. .. .. .. .. .. 2 046 2 046 Thames .. .. .. 13 1 13 0 9 1 5 0.. .. .. .. 13 1 13 0 9 1 5 0 22 2 18 0 Timaru .. .. .. 25 2 10 0 10 1 0 0 40 2 9 0 37 3 3 0 65 ! 4 19 0 47 4 3 0 112 9 2 0 Wairau .. .. .. .. .. .. .. 25 1 20 11 0 6 0 25; 120 11 060 36 180 Wanganui .. .. .. 27 2 12 0 25 2 8 3 80 5 18 0 86 6 19 3 107 8 10 0 111 9 7 6 218 17 17 6 Wellington .. .. .. 4,488 417 1 0 4,445 411 18 0 2,717 230 10 0 2,794 234 16 0 7,205 647 11 0 7,239 646 14 0 14,444 1,294 5 0 Westport .. .. .. 16 1 10 0 13 1 4 0 20 2 0 0 24 2 2 0 36 3 10 0 37 3 6 0 73 6 16 0 Whangarei .. .. .. 2 040 3 060 .. .. .. .. 2 | 040 3 060 5 0 10 0 Totals .. .. 10,389 988 14 0 10,352 981 16 9 8,896 747 19 0 8,996 744 19 3 19,285 ' 1,736 13 0 19,348 1,726 16 0 38,733 3,463 9 0

H.—ls

Table showing Total Cost of Maintenance (excluding Interest on Capital and Depreciation) of New Zealand Coastal Lighthouses for the Year ended 31st March, 1926.

Return of Estates of Deceased Seamen received and administered in pursuance of the Provisions of the Shipping and Seamen Act, 1908, during the Year ended 31st March, 1926.

22

Oil consumed. Ti«un,„„ on Salaries and Stores and . Name of Lighthouse. Wages. Maintenance. J lotato. Gallons. Value. £ s. d. £ s. d. £ s. d. £ s. d. Akaroa Head .. .. 487 15 5 692 49 0 4 98 16 8 635 12 5 Brothers .. .. .. 818 16 7 766 54 5 2 208 6 8 1,081 8 5 Cape Brett .. .. .. 730 4 3 720 51 0 0 142 2 4 923 6 7 Cape Campbell .. .. 527 9 5 682 48 6 2 200 4 9 776 0 4 CapeEgmont .. .. 467 1 8 659 46 13 7 120 6 3 634 1 6 Cape Foulwind .. .. 470 16 9 736 52 2 8 63 6 2 586 5 7 Cape Maria .. .. ; 776 10 2 813 57 11 9 241 18 6 1,076 0 5 Cape Palliser .. .. I 526 11 6 595 42 2 11 101 11 8 670 6 1 Cape Saunders .. .. i 475 8 4 627 44 8 3 44 14 5 564 11 0 Castlepoint .. . . ! 514 18 9 632 44 15 4 164 12 8 724 6 9 Centre Island .. .. : 631 7 8 663 46 19 3 130 18 3 809 5 2 Cuvier Island .. .. 769 10 6 823 58 5 11 219 1 1 1,046 17 6 Dog Island.. .. .. 764 11 9 631 62 3 11 140 6 6 967 2 2 East Cape .. .. .. 522 2 1 758 53 13 10 163 17 3 739 13 2 Farewell Spit .. .. 780 19 2 762 54 19 6 154 14 11 990 13 7 French Pass .. .. 283 1 8 206 19 3 10 44 18 5 347 3 11 Godley Head .. .. 506 2 10 744 52 14 0 305 10 4 864 7 2 Jack's Point .. .. 271 6 8 310 21 19 2 109 9 2 402 15 0 Kahurangi Point .. .. 577 12 8 600 42 10 0 267 12 0 887 14 8 Kaipara Heads .. .. j 816 19 11 952 67 8 8 293 12 1 1,178 0 8 Manukau Heads .. .. | 489 2 0 640 45 6 8 156 16 5 691 5 1 Moeraki .. .. . . 1 477 1 8 622 44 1 2 63 11 0 584 13 10 Moko Hinou .. .. 1 746 16 7 725 51 7 1 303 14 9 1,101 18 5 Nugget Point .. .. 655 3 3 717 50 15 9 87 12 5 793 11 5 Pencarrow Head . . .. 593 18 9 761 53 18 1 293 11 7 941 8 5 Portland Island .. . . 717 17 7 819 58 0 3 216 3 9 992 1 7 Puysegur Point .. .. 719 8 9 756 53 11 0 179 4 2 952 3 11 Stephens Island .. .. 773 7 0 774 54 16 6 249 5 3 1,077 '8 9 Tiritiri* .. .. .. 85 11 9 .. .. 26 18 3 112 10 0 Tory Channel . . .. 100 0 0 184 22 4 8 7 6 7 129 11 3 Waipapapa Point .. .. 497 8 4 735 52 1 3 63 8 8 612 18 3 Automatic lights .. .. .. .. ■ • 443 5 0 443 5 0 Totals .. .. 17,575 3 5 .. 1,456 6 8 5,306 17 1] 24,338 8 0 * Converted to automatic on 7th May, 1925.

Balance Balance to Credit of Amount to Credit of Name of Seaman. the Estate Amount paid. the Estate on 31st March, received. on giB( . Marc]3 1925. 1926. £ s. d. £ s. d. £ s. d. £ s. d. Anderson, E. .. .. .. .. . • 5 5 2 .. 552 Andrews, C. .. .. .. .. .. .. 5 19 6 5 19 6 Beere, J. .. .. .. •. • • .. 14 8 4 14 8 4 Calland, J. .. .. .. .. .. 3 15 3 25 11 3 29 6 6 Carney, J. .. .. .. •• .. 33 16 11 33 16 11 Corbett, W. .. .. .. . • • ■ .. 9 5 10 .. 9 5 10 Croucher, B.G. .. .. .. .. .. 8113 8113 Hamilton, W. T. W. .. .. .. .. .. 9 3 7 .. 9 3 7 Hollam, A. .. ■. .. ■ • • • 8 17 0 .. 8 17 0 Kerfontain, P. M. . . .. . . .. 4 12 10 .. 4 12 10 King, C. .. .. •• •• •• .. 852 .. 852 Knox, R. .. .. .. .. .. .. 21 0 0 21 0 0 Laird, J. .. .. .. .. .. 22 0 11 92 2 4 114 3 3 Larsen, A. .. . • . ■ •. 7 16 0 .. 7 16 0 Larseni, C. .. .. .. .. .. 21 16 7 .. 21 16 7 Lewis, A. .. .. .. .. .. . • 20 14 3 .. 20 14 3 Linddahl, J. .. .. •• .. .. 525 .. 525 Linton, A. .. .. .. .. .. 14 3 2 14 3 2 Marrack, R. .. .. .. .. •• .. 518 518 Mitchell, G. .. .. .. .. .. .. 3 15 2 3 15 2 Mitchelson, E. •• •• •• 41411 .. 41411 Pratt, T. .. .. .. .. .. .. 9 17 1 .. 9 17 1 Ravenswood, R. .. .. .. . ■ .. 5 4 6 .. 5 4 6 Roiall, E. M. .. .. .. .. .. 23 19 1 23 19 1 Roiall, M. .. .. .. •• .. 11 4 2 .. 11 4 2 Saunders, E. .. .. .. .. .. .. 6 10 3 .. 6 10 3 Skeddon, J. T. .. .. .. .. .. 28 10 11 28 10 11. Skilton, W. J. .. .. .. . . .. 16 6 1 16 6 1 Staw, C. .. .. .. .... 7 14 .. 7 14 Victor, C. .. ■ ■ .. • • 17 8 4 .. 17 8 4 Totals .. .. .. .. 110 17 11 371 3 4 404 3 7 77 17 8

H.—ls.

Table showing the Number of Steam Trawlers, Oil-engine Trawlers, and other Vessels employed in Line and Set-net Fishing, with the Number of Fishermen employed and approximately the Total Number of Persons engaged in the Fishing Industry, at each Port, for the Year ended 31st March, 1926.

Table showing Number and Species of Whales taken on New Zealand Coast, and Value of Products.

23

(Compiled from the returns given in the District Inspectors' reports.) i 01'- Danish- Line and I Number of Persons employed. Name of Port. engine seining jSet-net Fish-' Vessels. Vessels, ing Vessels. ! Fishermen. Others. Total. Hokianga .. .. .. .. .. .. .. .. 15 22 .. 22 Russell .. .. .. .. .. .. .. .. 56 174 40 214 Kaipara .. .. .. .. .. .. .. .. 34 50 10 60 Whangarei .. .. .. .. .. .. .. .. 15 18 8 26 Auckland (including Thames, Coromandel, and 5 .. 23 270 530 350 880 Manukau) Tauranga .. .. .. .. .. .. .. .. 36 30 6 36 Gisborne .. .. .. .. .. 1 .... 10 32 6 38 Napier .. .. .. .. 30 .. .. 85 167 20 187 New Plymouth .. .. .. .. 1 .. .. 19 45 25 70 Wanganui .. .. .. .. .. .. .. .. 10 4 .. 4 Foxton .. .. .. .. .. .. .. .. 23 49 5 54 Wellington.. .. .. .. .. 1 .. .. 105 180 115 295 Picton .. .. .. .. .. 1 .. .. 42 78 .. 78 Blenheim .. .. .. . . . . .. 13 .. .. 20 2 22 Nelson .. .. .. .. .. .. 3 .. 78 125 8 133 Westport .. .. .. .. .. 1 .. .. 16 24 6 30 Greymouth .. .. .. .. .. .. .. 12 6 2 8 Hokitika .. .. .. .. .. .. .. .. 2 1 6 7 Kaikoura .. .. .. .. .. .. .. .. 18 20 2 22 Kaiapoi .. .. .. .. .. .. .. .. 16 16 .. 16 Akaroa .. .. .. .. .. .. .. .. 15 24 .. 24 Lyttelton .. .. .. .. .. 1 3 .. 92 140 .. 140 Southbridge (Lake Ellesmere) .. .. .. .. .. 20 40 .. 40 Timaru .. .. .. .. .. .. 24 .. .. 25 8 33 Oamaru .. .. .. .. .. .. .. .. 9 15 .. 15 Moeraki .. .. .. .. .. .. .. .. 27 30 .. 30 Otago District .. .. .. .. 5 9 .. 93 186 126 312 Invercargill .. .. .. .. .... .. 34 40 15 55 Bluff .. .. .. .. .. .. .. .. 51 124 20 144 Stewart Island .. .. .. .. .. .. .. 35 91 11 102 Chatham Islands Totals.. .. .. .. 46 52 23 1,238 2,306 791 3,097

Whaling-station. WhTestaken. **«*«• YiM ° ( Total Value. Tons. Tons. £ Whangamumu .. 48 Humpback .. 250 40 6,400 Marlborough Sounds (Mr. 26 Humpback .. 112 .. 2,240 J. A. Perano's factory) ! Marlborough Sounds (Mr. 22 Humpback .. 120 .. 2,000 E. C. Perano's factory) Totals .. 96 .. 482 40 10,640

H.—ls

Table showing the various Kinds of Fish caught and approximately the Total Quantities and Value of Fish landed at the different Fishing-ports for the Year ended 31st March, 1926.

Table showing the Number of Sacks and Value of the Oysters disposed of in the Dominion and exported for the Year ended 31st December, 1925.

24

(Compiled from the figures given in the District Inspectors' reports for the year.) Name of Port. Principal Kinds of Fish caught. Quantity. Total Value. £ s. d. Hokianga .. Snapper, mullet, kahawai, flounder .. .. No returns sup- K. • • W plied Pi Russell .. .. Crayfish, mullet, hapuku, snapper, flounder, kahawai, kingfish, J 15,800 cwt. 9,000 0 0 maumau Whangarei .. Snapper, mullet, flounder, hapuku .. .. .. 2,348 cwt. 4,749 1 8 Kaipara .. Snapper, flounder, mullet, kahawai, trevally, gurnard .. 4,300 cwt. 9,300 0 0 Toheroa .. .. .. .. .. .. 980 cases 1,715 0 0 Auckland District ! Snapper, tarakihi, trevally, flounder, sole, gurnard, hapuku, 159,588 cwt. 147,429 0 0 john-dory, kingfish, moki, rock-cod, kahawai, butterfish, crayfish, barracouta, mullet, garfish, mussels J Crayfish .. .. .. .. .. .. 2,220 cases 3,050 0 0 | Mussels .. .. .. .. .. .. 1,600 sacks 500 0 0 Tauranga .. ! Snapper, hapuku, trevally, kahawai, rock-cod, garfish, moki, 3,000 cwt. 5,599 0 0 flounder, crayfish Gisborne .. j Tarakihi, gurnard, snapper, flounder, soles, kahawai, hapuku, 2,514 cwt. 3,752 0 0 crayfish Napier .. .. Tarakihi, snapper, moki, kahawai, gurnard, trevally, hapuku, 24,224 cwt. 32,580 13 0 southern kingfish, barracouta, john-dory, flounder, sole, brill Crayfish .. .. .. .. .. .. j 780 sacks 1,462 10 0 j Whitebait .. .. .. .. .. .. 3,2001b. 400 0 0 | Shell-fish (pipis, cockles, mussels) .. . . .. 310 sacks 193 15 0 New Plymouth . . Snapper, hapuku, kingfish, tarakihi, kahawai, cod, crayfish, 1,200 cwt. 1,680 0 0 gurnard Wanganui . . j Blue-cod, hapuku, flounder, snapper .. .. .. 293 cwt. 463 14 8 Foxton .. .. j Flounder, snapper, hapuku, kahawai, whitebait .. .. 500 cwt. 1,600 0 0 Wellington .. j Tarakihi, gurnard, flounder, sole, snapper, ling, warehou, 70,662 cwt. 109,307 0 0 hapuku, moki, butterfish, blue cod, southern kingfish I'ieton .. .. I Hapuku, moki, butterfish, garfish, crayfish, blue cod .. 6,200 cwt. 9,300 0 0 Blenheim .. I Red cod, sole, flounder, ling, snapper, moki, hapuku gurnard, 2,000 cwt. 3,750 0 0 tarakihi, mackerel, butterfish, crayfish Nelson .. .. Snapper, flounder, gurnard, bream, hapuku, cod, crayfish, 1,400 cwt. 1,517 8 0 barracouta Westport .. j Red cod, crayfish, flounder, groper, gurnard, hapuku, kahawai, 820 cwt. 3,309 10 0 ling, moki, snapper, sole, turbot, whitebait Greymouth .. Flounder, sole, cod, groper, snapper, whitebait, herring .. 30 cwt. 168 0 0 Whitebait .. .. .. .. .. .. 24,000 1b. 3,000 0 0 Hokitika . . I Groper, snapper, flounder, herring, kahawai .. .. 50 cwt. 100 0 0 Whitebait .. .. ... .. .. .. 94,595 1b. 8,904 7 6 Kaikoura .. [ Groper, ling, trumpeter, southern kingfish, butterfish, terekihi, 2,319 cwt. 4,200 0 0 moki, crayfish Kaiapoi . . | Whitebait, kahawai, flounder .. . . .. .. 234 cwt. 980 0 0 Akaroa .. .. j Groper, ling, conger eel, flounder, sole, brill, blue and red cod, 1,200 cwt. 1,900 0 0 crayfish, barracouta, kingfish, kahawai, moki, butterfish, &c. Lyttelton .. | Groper, barracouta, red cod, ling, flounder, sole, gurnard, brill 12,000 cwt. 18,000 0 0 Southbridge (Lake j Flounder, herring .. .. .. .. .. 500 cwt. 2,000 0 0 Ellesmere) Timaru .. .. J Flounder, sole, brill, groper, ling, red cod, gurnard, kingfish, 4,400 cwt. 6,600 0 0 barracouta Oamaru. . .. Groper, red cod, blue cod, moki, barracouta, ling .. .. 2,174 cwt. 2,966 0 0 Moeraki.. .. Groper, red cod, blue cod, moki, crayfish, barracouta, ling .. 3,065 cwt. 5,038 0 0 Otago District .. Groper, ling, red cod, barracouta, kingfish, blue cod, moki, 43,540 cwt. , 45,717 0 0 trumpeter, terakihi, trevally, mullet, garfish, kahawai, gurnard, kelpfish, sole, flounder, brill, skate Invercargill .. Blue and red cod, groper, moki, flounder, kingfish, mullet, 1,750 cwt. 4,300 0 0 ling, sole, crayfish, barracouta, whitebait Bluff .. .. Groper, blue cod, flounder .. .. .. 9,686 cwt. Oysters .. .. .. .. •• •• 1,562,321 dozen 20,893 0 0 Stewart Island .. Biue cod, groper, trumpeter, moki .. .. .. 7,639 cwt. 13,480 0 0 Chatham Islands Blue cod, hapuku, trumpeter .. •• •• .. 4,775 cwt. 12,825 0 0 Totals .. .. .. .. 388,211 cwt. 502,329 19 10

LocaHty. ' D &°n.'" M*' Dredge-oysters. Sacks. Sacks. Cases. Sacks. Oases. £ s. d. Foveaux Strait .. .. .. 23,870 J, 987 Si 25,857 89 17,576 0 0 Bock-oysters, Bay of Islands .. .. •. 3,418 Whangarei .. .. . • 324 Kaipara .. .. .. • • 237 Hauraki Gulf .. •• 3,131 .. .. 8,281 .. I 10,205 12 0 Coromandel . . • • .. 575 .. .. .. Great Barrier .. .. .. 59fi .. .. .. Totals .. .. .. 32,151 1,987 . 89 34,138 89 ! 27,781 12 0

H.—ls.

Table showing the Total Quantity and Value of Fish imported into and exported from New Zealand during the Year ended 31st December, 1925. Fish imported.

Fish exported.

Return showing Amounts received Prior to Ist April, 1925, standing to Credit of Estates of Deceased Seamen, and for which Claims have not been proved. £ s. d. £ s. d. Alexander, S., late trimmer, s.s. " Moeraki " 0 9 2 Millett, D., late A.8., barquentine " Lyman Carroll, D., late A.8., s.s. "Joan Craig" .. 414 0 D. Foster" .. .. .. 17 17 2 Cliffe, P., late A.8., s.s. "Storm" .. 510 6 Morley, J., late fireman, s.s. " Waimarino ".. 111 10 Cossar, 8., late cook, s.s. " Kanna " .. 3 8 5 Melntyre, A., late A.8., barquentine " Lyman Darling, J., late deckhand, s.s. ''Aotea" .. 18 8 I>. Foster" .. .. .. 11 8 7 Engdahl, A., late A. 8., barquentine " Lyman Nelson, R., late fireman, s.s. "Ripple" .. 117 D. Foster" .. .. .. 13 16 10 Peterson, F., late A.8., s.s. " Tiroa" .. 32 17 Fowler, C., late A.8., s.s. " Kokiri " .. 518 4 Riley, J., late fireman, s.s. " Poherua " .. 8 9 0 Hogg, W., late cook, barquentine " Lyman Wold, H., late A.8., barquentine " Lyman D. D. Foster" .. .. .. 19 18 7 Foster" .. .. .. 10 5 4 Lundgren, V., late A.8., barquentine " Lyman D. Foster" .. .. .. .. 13 16 10 £178 9 2 Manchin, J., late fireman, s.s. "Maori" .. 26 12 9

Summary of Examinations for Certificates of Competency as Master, Mate, or Engineer

4—H. 15.

25

Description of Fish. Quantity. ! Value. Pescription of Fish. Quantity. Value. £ £ Anchovies, salted (in bulk) .. j 6 cwt. 23 Fish, preserved in tins .. j 4,358,719 1b. 180,390 Oysters, fresh .. . . j .. .. Fish, frozen, smoked, dried, 1,445 cwt. 41,882 pickled, and salted .. |

New Zealand Produce. Not New Zealand Produce. Description of Fish. j Quantity. Value. Quantity. Value. _ . £ £ Anchovies, salted (in bulk) Oysters, fresh .. .. .. .. 149,821 doz. 1,474 Fish, preserved in tins .. .. .. .. 118,4591b. 16,999 81,9501b. 3,235 Fish, frozen, smoked, dried, pickled, and salted .. 14,874 cwt. 38,424 18 cwt. 65

Auckland. Wellington. Lyttelton. Dunedin. Other Places. Totals. Class of Certificate. rd I rA I rrj I . i . 'O rd . i *6 ! 73 © : d> 1 © © © 03 m ' ® 1 1 S 03 "rf rr, I CS Cfi Cfi Co CD i CO CO OT : U2 r—i 02 «*H I -M 03 «(H 4-> C/J -rH 4-* U} «rH -M CG *-* CG «rH I 4® ee I cfi | O ce c6 O c6 I c6 . O c<3 > c6 O cS oj O <S j a3 O PH ' | E-i PH pci | EH P-4 J PEW , EH pL||fo En PH | | H ! fit | . E-* Foreign - going masters and 1 10 11 16 31 47 9 14 23 26 55 81 mates Voluntary examination in 1 .. 1 1 • • 1 compass deviation Home - trade masters and 4 8 12 5 13 18 1 .. 1 10 21 31 Masters of river steamers .. 4 711 2 1 3.. 2 2 6 10 16 Master, 25-ton cargo-vessel 2 2 4 2 2 4 Seagoing engineers (steam) .. 25 26 51 8 16 24 17 19 36 16 16 32 25 19 44 91 96 187 River-steamer engineers .. 3 2 5 1 .. 1 6 2 810 414 Seagoing engineers (oil) .. 19 5 24 2 1 3 12 4 16 33 10 43 River engineers (oil) 15 2 17 2 2 1 1 1 1 34 7 41 53 9 62 Totals .. 73 62 135 35 61 96 30 36 66 17 16 33 77 32 109 232 207 439

H.—ls.

Return of Steamers and Oil-engine Vessels to which Certificates of Survey were issued in New Zealand during the Year ended 31st March, 1926. (River-limit Vessels not included.)

26

S o ° © Minimum Number o 03 « 55 of following Classes a © £ a 03 of Crew Law ®.S a requires to be .* g '5b • £ *5n x carried. S og» • O a „ „ . Nature Class of Name of Vessel. -g K S o $ ® ? Nature of Engines. 0 f Propeller. Certificate. : m _§K.S «3 a a ' 8 I » © d 5r> ® S g © © s, Ctf 5 ® © ri ©®fldl© I izU ss <1 .§ | ! $ gOoWOao » En £ I ,+j _ Z Akaroa .. .. 24 28 i 99 Compound .. Screw .. Home trade .. 1 I Alexander .. 185 72 ! 334 Compound .. Twin screw Home trade .. 4 3 Alma .. • • 21 45 .. Oil-engine .. Screw .. Home trade .. 1 Altair .. . • 30 48 .. Oil-engine .. Twin screw Home trade .. 2 Alwin G. .. 4 20 Oil-engine .. Screw .. Home trade .. 1 Apanui .. .. 135 28 222 Triple expansion Screw .. Home trade .. 4 2 *Arahura •• 771 145 1,697 Triple expansion Twin screw Home trade .. 7 0 3 3 Arapawa .. 128 47 275 Triple expansion Screw .. Home trade .. 4 3 Awahou.. .. 151 74 280 Compound .. Twin screw Home trade .. 4 3 Awarua (Fish V) .. 87 50 163 Compound .. Twin screw Foreign trade Baroona ■ • 54 24 149 Compound .. Screw .. Home trade .. 2 2 Breeze .. • • 286 84 355 Triple expansion Screw .. Home trade .. 4 3 Calm .. . ■ 523 550 680 Triple expansion Screw .. Home trade .. 5 3 Canopus •• 835 250 1,056 Triple expansion Screw .. Home trade .. 6 3 2 3 Clansman • • 338 99 578 Compound .. Screw .. Home trade .. 5 3 Claymore • • 119 54 420 Triple expansion Screw .. Home trade .. 4 3 Corinna.. •• 791 141 802 Compound Screw .. Home trade .. 6 3 2 3 Coronation .. 59 100 .. Oil-engine .. Screw .. Home trade .. 2 Countess • • 57 28 180 Compound .. Screw .. Home trade .. 2 2 Cygnet .. • • 70 43 200 Compound .. Screw .. Home trade .. 2 2 Daphne .. • • 100 55 197 Compound .. Screw .. Home trade .. 4 2 Dominion .. 5 30 .. Oil-engine .. Screw .. Home trade .. 1 Dredge 350 •• 488 117 738 Triple expansion Twin screw Home trade .. 5 3 .. Dunedin •• 125 500 1,097 Triple expansion Twin screw Home trade .. 4 3 2 3 Echo .. • • 100 103 .. Oil-engine .. Twin screw Home trade .. 4 f Elsie .. • • 24 30 .. Oil-engine .. Screw .. Home trade .. 1 Excelsior • • 6 46 .. Oil-engine .. Twin screw Home trade .. 1 Fairburn • • 60 .90 .. Oil-engine .. Twin screw Home trade .. 2 Fanny .. • • 55 30 159 Compound .. Screw .. Home trade .. 2 2 Flora .. • • 818 180 840 Compound .. Screw .. Foreign trade 6 3 2 3 Futurist • • 90 385 463 Triple expansion Screw .. Home trade .. 2 3 Gael .. • • 55 20 86 Compound .. Screw .. Home trade .. 2 1 G a l e ,. .. 287 450 316 Triple expansion Screw .. Home trade .. 4 3 Glenelg .. • ■ 156 75 286 Compound .. Screw .. Home trade .. 4 3 Haere .. • • 59 60 .. Oil-engine .. Twin screw Home trade .. 2 Hananui II • • 44 58 279 Triple expansion Screw .. Home trade .. 2 3 Hawera • • 92 31 193 Compound .. Screw .. Home trade .. 2 2 Herekino • • 185 76 441 Triple expansion Screw .. Home trade .. 4 3 Hikurangi . • 163 64 266 Triple expansion Screw .. Home trade .. 4 3 Hinemoa • • 282 150 527 Compound .. Screw .. Foreign trade 5 3 Holmdale • • 295 99 500 Triple expansion Screw .. Home trade .. 4 3 Huanui .. • • 56 60 .. Oil-engine .. Screw .. Home trade .. 2 Huia .. • • 166 160 .. Oil-engine .. Twin screw Home trade .. 4 Inaha .. •• 116 300 .. Motor .. Twin screw Home trade .. 4 Invercargill ■ • 123 41 228 Compound .. Screw .. Home trade .. 4 2 Isabella de Fraine 76 90 .. Oil-engine .. Twin screw Home trade .. 2 James C. .. 14 100 60 Compound .. Screw .. Home trade .. 1 1 * James Cosgrove .. 114 61 480 Triple expansion Screw .. Home trade .. 4 3 Jane Gifford . • 6 20 .. Oil-engine .. Twin screw .Home trade .. 1 *John . . •• 134 90 192 Compound .. Screw .. Home trade .. 4 2 John Anderson .. 34 25 80 Compound .. Screw .. Home trade .. 2 1 Kahika .. ■ • 528 103 642 Triple expansion Screw .. Foreign trade 5 3 *Kaiaia .. • • 24 30 .. Oil-engine .. Twin screw Home trade .. 1 Kaiapoi 1,246 201 1,009 Triple expansion Screw .. Foreign trade 7 3 2 3 Kaikorai •• 1,860 430 1,662 Triple expansion Screw .. Foreign trade 8 6 3 3 *Kaimai .. . • 784 126 684 Triple expansion Screw .. Home trade .. 6 3 "Kaimanawa .. 1,247 213 1,269 Triple expansion Screw .. Foreign trade 7 6 3 3 fKairanga .. 1,726 148 1,046 Triple expansion Screw .. Foreign trade 8 3 2 3 ♦Kaitangata 1,195 200 899 Triple expansion Screw .. Foreign trade 7 3 2 3 Kaitoa .. • • 141 65 298 Compound .. Twin screw Home trade .. 4 3 Kaitoke.. • • 1,862 434 1,574 Triple expansion Screw .. Foreign trade 8 6 3 3 ♦Kaituna .. 1,208 200 993 Triple expansion Twin screw Foreign trade 7 3 2 3 Kaiwarra .. 1,847 2,000 1,759 Triple expansion Screw .. Foreign trade 8 6 3 3 Kakapo .. 949 150 710 Triple expansion Screw .. Foreign trade 6 3 Kamo .. .. 725 159 747 Triple expansion Screw .. Foreign trade 6 3 Kamona .. 903 117 722 Triple expansion Screw .. Foreign trade 6 3 Kapiti .. .. 114 35 217 Compound .. Screw .. Home trade .. 4 2 Kapua .. .. 6 31 .. Oil-engine .. Screw .. Home trade .. 1 Kapuni .. .. 97 30 182 Compound .. Screw .. Home trade .. 2 2 *Karori .. .. 1,194 147 873 Triple expansion Screw .. Foreign trade 7 3 2 3 Katie S... .. 6 12 .. Oil-engine .. Screw .. Home trade .. 1 Katoa .. .. 1,382 335 1,617 Triple expansion Screw .. Home trade .. 7 6 3 3 *Kauri .. .. 1,830 304 1,224 Triple expansion Screw .. Foreign trade 8 .3 2 3 * Surveyed twice. t Surveyed three times.

H.—l6.

Return of Steamers and Oil-engine Vessels to which Certificates of Survey were issued, etc. —continued.

27

o P Miilimum Number o 03 <3 o of following Classes ® | OB ° f Cr(iW LaW ® 'I) S> S requires to be Name of Vessel. | 1111 | 8 Nature of Engines. of Certlflcate. *El) tjS • | . £ • 0) r! i o a ® a Cl £3 S 2 P3 « -S ® .2 2 « S 1 S § ha p |il B m ° 81 j S h | o Kawatiri .. 1,856 429 1,554 Triple expansion Screw .. Foreign trade 8 6 3 3 Kawau .. .. 53 20 93 Compound .. Twin screw Home trade .. 2 1 Kekeno .. .. 19 50 .. Oil-engine .. Screw .. Home trade .. 1 Kennedy .. 131 38 156 Compound .. Twin screw Home trade .. 4 2 Kiritona .. 75 150 .. Oil-engine .. Twin screw Home trade .. 2 *Kittawa .. 708 120 729 Triple expansion Screw .. Foreign trade 6 3 Koau .. .. 77 170 .. Oil-engine .. Twin screw Home trade .. 2 Kohi .. .. 20 90 .. Oil-engine .. Twin screw Home trade .. 1 Kokiri .. .. 713 135 800 Triple expansion Screw .. Foreign trade 6 3 2 3 Komata.. .. 1,294 260 1,214 Triple expansion Screw .. Home trade .. 8 3 2 3 Koromiko .. 1,541 313 1,368 Triple expansion Screw .. Foreign trade 8 6 3 3 Korua .. .. 186 63 322 Compound .. Screw .. Home trade .. 4 3 *Kotare .. .. 83 20 118 Compound .. Screw .. Home trade .. 2 2 Koutunui .. 98 26 153 Compound .. Twin screw Home trade .. 2 2 Kurow .. .. 1,540 333 1,438 Triple expansion Screw .. Foreign trade 8 6 3 3 Lady Eva .. 3 120 .. Oil-engine .. Screw .. Home trade .. 1 Lyttelton .. 24 108 263 Compound .. Paddle .. Home trade .. 1 3 Maggie .. .. 6 8 .. Oil-engine .. Screw .. Home trade .. 1 Maheno.. .. 3,318 600 6,188 Turbine .. Twin screw Foreign trade 12 18 9 3 Mahurangi .. 95 80 243 Compound .. Screw .. Home trade .. 2 2 Mako .. .. 247 65 455 Triple expansion Screw .. Home trade .. 5 3 Malanta .. 186 70 247 Compound . . Screw .. Foreign trade 4 2 Manaia .. .. 630 104 968 Triple expansion Twin screw Home trade .. 7 3 2 3 *Manuka.. .. 2,813 357 3,182 Triple expansion Twin screw Foreign trade 11 9 6 3 Maori N .. .. 1,567 5,600 5,859 Turbine .. Triple screw Home trade .. 9 15 9 3 Marama .. 3,992 l,-500 4,805 Triple expansion Screw .. Home trade .. 13 12 6 3 Mararoa .. 1,329 530 3,231 Triple expansion Screw .. Home trade .. 8 9 6 3 Matangi .. 635 233 986 Triple expansion Twin screw Home trade .. 7 3 2 3 Miro .. .. 29 60 .. Oil-engine .. Screw .. Home trade .. 1 Moeraki.. .. 2,735 357 3,574 Triple expansion Twin screw Foreign trade 11 9 6 3 Motu .. .. 109 160 .. Oil-engine .. Twin screw Home trade .. 4 Muriel .. .. 22 18 134 Compound .. j Screw .. Home trade .. 1 2 Murihiku .. 369 70 520 Triple expansion Twin screw Home trade .. 4 3 Navua .. .. 1,773 220 1,949 Triple expansion Twin screw Home trade .. 9 6 3 3 Ngahau .. .. 21 80 .. Oil-engine .. Twin screw Home trade .. 1 Ngaio .. .. 725 130 965 Triple expansion Screw .. Home trade .. 7 3 2 3 Ngakuta .. 944 248 1,119 Triple expansion Screw .. Foreign trade 6 3 2 3 Ngapuhi .. 311 160 928 Triple expansion Twin screw Home trade .. 5 3 2 3 Ngatiawa .. 220 55 409 Triple expansion Twin screw Home trade .. 5 3 Nikau .. .. 98 55 305 Compound .. Twin screw Home trade .. 2 3 Nora Niven .. 66 40 187 Triple expansion Screw .. Home trade .. 2 2 Nor' West .. 6 15 .. Oil-engine .. Screw .. Home trade .. 1 Oban .. 21 20 .. Oil-engine .. Twin screw Home trade .. 1 Ohinemuri .. 52 30 124 Compound .. Screw .. Home trade .. 2 2 Opawa .. .. 54 110 .. Oil-engine .. Screw .. Home trade .. 2 Opihi .. .. 638 116 601 Triple expansion Screw .. Home trade .. 6 3 Opua .. .. 288 80 337 Triple expansion Twin screw Home trade .. 4 3 Orepuki.. .. 224 78 344 Compound .. Screw .. Home trade .. 4 3 Oreti .. .. 72 30 182 Compound .. Screw .. Home trade .. 2 2 Orewa (F.V.) .. 37 17 Compound .. Screw .. Home trade Otima i.. .. Ill 160 .. Oil-engine .. Twin screw Home trade .. 4 *Pakura .. .. 304 115 534 Triple expansion Screw .. Home trade .. 4 3 Parero .. .. 251 85 408 Triple expansion Screw .. Home trade .. 4 3 Paroto .. .. 48 120 .. Oil-engine .. Twin screw Home trade .. 2 Pearl Kasper .. 16 52 .. Oil-engine .. Screw .. Home trade .. 1 Pegasus.. .. 10 30 .. Oil-engine .. Screw .. Home trade .. 1 Plucky .. .. 29 40 260 Compound .. Screw .. Home trade .. 1 3 Pono .. .. 30 52 .. Oil-engine .. Twin screw Home trade .. 1 Progress .. 181 28 192 Compound .. Screw .. Home trade .. 4 2 Putiki .. .. 168 60 325 Compound .. Screw .. Home trade .. 4 3 .. .... Rarawa.. .. 460 140 1,207 Triple expansion Twin screw Home trade .. 6 3 2 3 Regulus.. .. 232 150 511 Compound .. Twin screw Home trade .. 4 3 Rimu .. .. 169 95 528 Triple expansion Twin screw Home trade .. 4 3 Ronaki .. .. 129 270 .. Oil-engine .. Twin screw Home trade .. 4 Ruru .. .. 62 50 166 Compound .. Screw .. Home trade .. 2 2 Scot .. .. 16 16 .. Oil-engine .. Screw .. Home trade .. 1 .. .. Serfib .. .. 82 58 340 Triple expansion Screw .. Home trade .. 2 3 Southern Cross .. 403 117 445 Triple expansion Twin screw Foreign trade 6 3 Storm .. .. 371 94 523 Triple expansion Screw .. Home trade .. 4 3 Te Aroha .. 56 125 .. Oil-engine .. Twin screw Home trade .. 2 Te Awhina .. 87 99 557 Triple expansion Twin screw Home trade .. 2 3 .. Tees .. .. 247 78 364 Triple expansipn Screw .. Foreign trade 5 3 *Terawhiti .. 102 99 609 Triple expansion Screw .. Home trade .. 4 3 The Portland .. 39 60 .. Oil-engine .. Twin screw Home trade .. 2 Theresa Ward .. 9 95 482 Triple expansion Screw .. Home trade .. 1 3 * Surveyed twice.

H.—ls.

Return of Steamers and Oil-engine Vessels to which Certificates of Survey were issued, etc. —continued.

Return of Sailing-vessels surveyed during the Year ended 31st March, 1926, with Particulars of Tonnage, etc.

28

? a ° g Minimum Number o 03 g o of following Classes 5 £ w of Crew Law © .S p, g S requires to be , ,< , m gflj . o § at f„r Q v n „i naa Nature Class of carried. Name of Vessel. « WAoS W? Nature of Engines. 0 f Propeller. Certificate. 7 '5b 03 W •£i T3 9 a Q 2 m FH O> 3 9 9 2 w | OOMO a° & 5 £ 5 I Thomas Currell .. 84 75 430 Triple expansion Screw .. Home trade 2 3 Tiroa .. .. 94 31 187 Compound .. Screw . . Home trade .. 2 2 *Titoki .. .. 247 86 556 Triple expansion Twin screw Home trade .. 4 3 fTofua .. .. 2,634 355 2,797 Triple expansion Twin screw Home trade ..11 9 3 3 Torea .. .. 28 60 .. Oil-engine .. Twin screw Home trade .. 1 Tuahine.. .. 4 14 .. Oil-engine .. Screw .. Home trade .. 1 Tuatea .. .. 58 28 149 Compound .. Screw .. Home trade .. 2 2 Tuhoe .. .. 98 120 .. Oil-engine .. Twin screw Home trade .. 2 Wahine .. .. 1,798 720 7,938 Turbine .. Triple screw Home trade .. 9 18 12 3 Waihora .. 2,993 410 1,791 Triple expansion Screw .. Foreign trade 10 6 3 3 Waikonini .. 6 60 .. Oil -engine .. Screw .. Home trade .. 1 *Waikouaiti .. 2,379 327 1,915 Triple expansion Screw .. Foreign trade 9 9 3 3 Waimea.. .. 207 100 439 Triple expansion Twin screw Home trade .. 4 3 Wainui .. .. 411 99 714 Compound .. Screw .. Home trade .. 6 3 Waiotahi .. 168 56 340 Compound .. Twin screw Home trade .. 4 3 Waipori.. .. 1,221 180 1,026 Triple expansion Screw .. Foreign trade 7 3 2 3 Waipu .. .. 76 50 190 Compound .. Twin screw Home trade .. 2 2 Wairau .. .. 56 20 107 Compound .. Screw .. Home trade .. 2 2 Wairoa .. .. 48 16 70 Compound .. Screw .. Home trade .. 2 1 Waitomo .. 2,719 372 1,525 Triple expansion Screw .. Foreign trade 10 6 3 3 Waterlily .. 23 20 .. Oil-engine .. Screw .. Home trade .. 1 Waverley .. 93 25 119 Compound .. Twin screw Home trade .. 2 2 Westland .. 8 86 400 Compound .. Paddle .. Home trade .. 1 3 Whakariri .. 449 120 642 Compound .. Twin screw Home trade .. 5 3 Whangape .. 1,901 280 1,165 Triple expansion Screw .. Foreign trade 8 3 2 3 Will Watch .. 48 45 .. Oil-engine .. Screw .. Home trade .. 2 *Wingatui .. 1,344 1,300 1,085 Triple expansion Screw .. Foreign trade 7 3 2 3 Wootton .. 90 33 137 Compound .. Screw .. Home trade .. 2 2 Zita .. .. 68 170 .. Oil-engine .. Screw .. Home trade .. 2 * Surveyed twice. t Surveyed three times.

(River-limit Vessels not included.) Minimum Number of Seamen required by Law Tons n,n.aa nf to be carried. Name of Vessel. Register. Certificate. 7^7" Able Ordinary T£ pr ™" Seamen. Seamen. Boy° Alert .. .. .. • • • • 98 Home trade .. .. 2 1 ,. Combine .. .. .. .. • • 24 Home trade .. .. 1 Deveron .. . • . ■ • • • • 26 Home trade .. .. 1 Elsie Mary .. .. .. .. • • 99 Home trade .. .. 2 1 Endeavour .. .. .. • • 54 Foreign trade .. 2 .. ... Ethel Wells .. .. . • • ■ 19 Home trade .. .. 1 Herald .. .. .. • • • • 73 Home trade .. .. 2 1 Hero .. • • • • • • • • 25 Home trade .. .. 1 Holmwood .. .. .. .. • • 696 Foreign trade 8 1 1 Huon Belle .. .. .. • • 25 Home trade .. .. 1 Kitty Eraser .. .. .. • • 25 Home trade .. .. 1 Moa .. .. .. • • • • 99 Home trade .. .. 2 1 ...... Ngaru .. .. .. . • ■ • 66 Home trade .. .. 2 1 Owhiti .. .. . • • • • • 9 Home trade .. .. 1 .. ■ ,. Piri .. .. .. .. .. 195 Foreign trade .. 4 .. 1 Rangi .. .. .. • • ■ • 86 Home trade .. .. 2 1 Eira . . .. .. • ■ • • 100 Foreign trade .. 4 .. 1 Saucy K$te .. ... .. .. 25 Home trade .. .. 1 .. Seagull .. .. .. .. 25 Home trade .. .. 1 .. Talisman .. .. ....... .. .. 70 Home trade .. .. 2 1 Ysabel .. .. ' •• 148 Foreign trade .. 4 .. 1

H.—ls

Return of Wrecks and Casualties to Shipping reported to the Marine Department from the 1st April, 1925, to the 31st March, 1926.

29

I® S; Number of Nature of Number Wind. Date of Vessel's Name. Ace. I m« nf Pin™ wh«r fl „ , Casualty. and Class.' U§ * Pasaen ! j Lives Casualty occurred. Finding of Court of Inquiry. Name of Master. i «g S gers Gargo. Casualty. lost. Force. f The Court held that the " Knoxie ,J was guilty Otto R. New1925. of breach of articles 21 to 24 of regulations mann. -v preventing collisions at sea, in that, being Feb. 17 Aroha, o.e.v., 10 .. 6 2 18 Nil .. * • overtaking vessel, she should have kept years . out of the way of the overtaken launch .. Nil Bay of Islands .. .. Calm « Aroha," but she went across bow of the Knoxie, o.e.v., 15 .. 5 2 2 Nil .... | 4 ' Aroha," with which she was brought into A. E. Fuller, years i J | collision. The Court ordered that the j master of the "Knoxie " pay £30 towards [_ the costs of the inquiry Mar. 2 Opawa, motor, 29 Ketch .. 54 9 .. General, 40 tons Engine trouble; £250 Nil Cook Strait .. S.W. 9 On passage from Wellington to Blenheim the W. McKinnon. years | engine broke down, necessitating vessel i being towed to anchorage by the " Echo " April 3 Glenelg, s.s., 47 F.andA. 156 12 .... f Whilst the " Glenelg" was backing out from I W. J. Paine, years ( . j the wharf she fouled the " Huanui," damHuanui, sail, 15 Ketch .. 99 3 .. Coal, 32 tons .. j° S10n ' ° am " * * uc an .. .. ,a m * * i aging the latter' s mizzen boom but doing T. C. Thomsen. years J a S e no damage to herself „ 3 Kaimai, s.s., 1 year Schooner 784 25 .. Ballast .. Bent piston-rod .. .. Between Wellington and S.S W. 8 The high-pressure piston-rod became bent, A. E. Chrisp. Greymouth but was replaced by a spare one, thus enabling the vessel to proceed on her voyage „ 6 Rimu, sail, 30 years Ketch .. 21 3 .. Shell sand, 80 tons Stranded; £15 dam- .. Auckland .. ... i S. Strong While riding an anchor in Kirita Bay the J. McKinnon. age ! | anchor-chain parted, causing the vessel to go | j ashore on the beach „ 15 Waverley, s.s., 42 Steamer 93 10 .. Frozen meat, 50 Struck submerged- .. Patea .. .. j W T . Breeze Owing to insufficient water when leaving W. T. Brigden. years tons object; £200 dam- Patea, vessel bumped heavily, lost steerage age way, and slewed round, striking a submerged object, starting a leak in the forepeak „ 23 | Suffolk, s.s., 23 Schooner 4,529 104 .. General, 1,700 Grounded, slight dam- .. ( Otago Harbour .. Calm . . Owing to a fog coming down suddenly, C Matthews, years tons age shutting out all aids to navigation, the vessel sheered and grounded on port side of channel, which she floated off next day, when it was found that the tips of two | propeller- blades were bent slightly „ 28 Alma, aux., 23 Schooner 21 5 .. Timber, 47,000 ft. Stranding; £70 dam- .. Opotiki .. .. Calm .. After crossing the bar inwards at top of high E. McGerney. years age j water vessel stranded in a lagoon, from which she was hove back into the river by the anchors, when it was found that the shoe and one rudder -gudgeon were broken off May 1 Peregrine, s.s., 13 Steamer 162 4 100 .. Struck ferry tee; £10 .. Auckland .. .. West Light .. The engineer failed to reverse engines for M.Scott. years damage about thirty seconds after orders were given, resulting in vessel striking the ferry tee „ 7 Hebburn, s.s., new Schooner 2,487 31 .. General, 4,000 Fire .. .. .. Lat. 26° 52' S., long. E. 5 Smoke was seen issuing from the bunker, and C. G. Neale. tons 131° 45' W. on investigation coal was found to be smouldering alongside the boiler-casing, but was extinguished without damage to ship or cargo „ 11 Huanui, sail, 15 Ketch .. 99 5 .. Benzine, 2,000 ") f When the " Kahu" was berthing she collided T. C. Thomsen. years cases I pii- • i»ftnj nTri at, a J with the " Huanui" (which was berthed), Kahu, s.s., 41 years Ketch .. | 82 9 .. Fish-brackets, 230 j e ' " * * c an .. .. .. " \ breaking the latter's cathead, and damaging D. Middlemiss. J bulwark, two stanchions, and covering-board

H.—ls.

Return of Wrecks and Casualties to Shipping reported to the Marine Department, etc.— continued.

30

*g Sj Number of Nature of Number Wind. Date of Vessel's Name, -r,. . . of Place where I tv */-. j. * t • XT * Casualty. Age, and Class. R Paqqpn Lives Casualty occurred. tmi-a/. Finding of Court of Inquiry. Name of Master. £ lire Car S°- Casua »y- lost - °Son Force - 1925. May 22 Isabella de Fame, Schooner 23 7 .. General .. Tiller badly fractured .. Off North Cape .. N.N.E. 8 to 10 During heavy weather the tiller-band round James D. Bell, o.e.v., 23 years rudder-head fractured, bringing ship up to the wind and losing mainsail, jib, and few pieces of sheathing forward, necessitating putting into Russell, where repairs were effected, and vessel proceeded on voyage. „ 22 Awahou, s.s., 12 Schooner 151 17 1 General, 40 tons Damaged bulwark; .. Near White Island .. N.N.E. Gale .. Whilst the ship was hove-to a sea broke W. S. Clark, years £20 damage aboard, bending the starboard bulwark i forward inboard „ 24 Cyrena, s.s., 12 Steamer 1,214 47 .. Benzine .. Stranded .. .. Wanganui .. .. S.E. ! 3 The Court held that the ship was in all respects Donald R. Pateryears I seaworthy and well equipped; that the son. casualty was not due to any default or incompetence of the master or Harbourmaster; that after the casualty all proper precautions and measures were taken for the ship's safety ; and that the casualty was due to a bank in which there was probably a log of wood on which she founded and bumped „ 25 Wainui, s.s., 39 Schooner 411 33 18 General, 71 tons Grounded; no damage .. Napier .. .. N.E. Fresh When leaving Inner Harbour, vessel grounded S. A. Chatfield. years breeze on a bank near the Iron Pot, but came off in fifty minutes without sustaining damage as far as could be seen, and proceeded on voyage to Auckland via way ports „ 26 Admiral, s.s., 41 Cutter .. 29 4 .. Timber, 30 tons Leaking .. .. .. Pelorus Sound .. Calm .. Going at reduced speed intending to use MervynKennedy. years Guard's Pass, but finding it too dark, the vessel's course was altered to pass north of Forsyth Island, but miscalculating distance from island, grazed outer end of reef, starting forefoot and butts in planking and causing leaking „ 29 Storm, s.s., 5 years .. 371 17 .. General, 400 tons Grounded, no damage .. Wanganui River .. Calm .. When proceeding slowly up river one hour and Robin V. Mana half after high water, vessel, when abreast son. No. 8 Mitchell's Reach, touched and stuck 1 fast, but floated off on next tide, sustaining no damage „ 30 Twilight, o.e.v., 25 Ketch.. 5 3 .. Fish .. .. No damage • • 1 f The " Twilight," when leaving the wharf at Robert Bragg, years i q tpwflrf ct? i J Half-moon Bay to go to her moorings at Dolly, o.e.v., 30 Ketch.. 5 2 .. Mutton-birds .. Collision, £60 damage j ** * * j Bragg's Bay, ran into the "Dolly" and P. L. Corstensen* years j sank her „ 31 Ngakuta, s.s., 12 F. and A. 934 26 .. Coal and general, Damaged: stop valve Lat. 26° 53' S., long. E. Light .. It was discovered that the spindle was Alfred Reed, years 1,500 tons 172° 40' E. fractured at the pin-hole, and was repaired, for which purpose engines were stopped for nine hours, after which vessel proceeded on ' ' her voyage

H.—ls

31

June 5 Orini, o.e.v., 7 Schooner 19 6 1 .. Benzine and kero- 1 Fire; total loss .. .. Cook Strait.. .. E. Light .. The Court held that there was no evidence to G. Roff. years sene, 85 tons » | show the cause of the fire ; that the captain and crew did everything possible to extinguish it, and were justified in leaving the vessel. The Court was further of opinion that the galley should have been placed at a greater distance from the engine-room, and that vessels of this description were unsuitable for carrying | inflammable cargo. „ 14 Mararoa, s.s., 40 Schooner 1,328 65 j 125 General, 46 tons Leaking .. .. .. Between Wellington and S. Gale .. On passage to Lyttelton leak developed in T. B. Sewell. years ! Lyttelton stokehold bilge, which on examination proved that a rivet had carried away, but the leak was stopped by a wooden plug j being inserted „ 14 John, s.s., 26 years Schooner 134 14 .. Stranding .. .. Pukerua Bay .. S. Heavy j The Court found that the vessel struck an ! J.Hawick. gale j uncharted rock or submerged object, but in | view of the heavy weather at the time the master was justified in seeking shelter, and that the casualty was not due to any negligent act or default on part of master or other officers or crew ,, 17 Ruawai, s.s., 9 Cutter .. 177 14 34 General, 50 tons Collision with wharf; .. Kaipara Harbour .. Calm .. When approaching the Raupo Wharf during C. Faulkiner. years £100 damage to thick fog the master mistook distance from wharf wharf light and collided with wharf, j | damaging same to the extent of £100, but j vessel sustained no damage „ 23 Holmwood, sail, 25 Schooner 696 15 .. Coal, 997 tons .. Stranding .. .. New Plymouth .. N.N.E. 2 ; The master went rather far in and vessel C. V. Stanich. years refused to answer her helm, resulting in her grounding, although both anchors were let go. She refloated afterwards without ! damage , T 24 Flora, s.s., 43 years Schooner 818 35 .. General, 700 tons Dowel-pin in after .. Lat. 26° 24' S., long. N. 40 miles A heavy knocking was heard which, on investi- j G. A. Grey. high-pressure crank 175° 35' E. gation, was found to be due to dowel-pin i slack having worked out of after crank web; but being temporarily repaired, vessel proceeded to Auckland „29-30 Wanaka, s.s., 38 ; F. and A. 1,505 36 .. General, 2,100 Leaking .. .. .. Cook Strait.. .. S. to 9 Owing to heavy seas vessel laboured, causing JohnMacLean. years j tons S.S.W. several rivets to start in frames of lower hold, resulting in vessel's leaking and damaging a quantity of cargo f On a rehearing before a Supreme Court Judge S. A. Chatfield. and two Assessors it was held that the collision was due to an error of judgment on the part of each of the masters —that of July 7 Wainui, s.s., 39 Schooner 411 32 51 General, 350 tons the " Wainui" in failing to keep the " Iris years Eileen" on his starboard bow and in )> Collision .. .. Rangitoto Channel .. Calm .. -I altering his course so as to cross her bows ; ,, 7 Iris Eileen, (F.B.), Cutter .. 6 2 .. Fish .. •* " r * s Eileen" in his ignorance A. L. O'Brien, s.s., 3 years J of the regulations for preventing collisions at sea and his inability to cope with an emergency. The Court ordered the Master of the " Wainui " to pay £26 5s. towards the costs of the Crown

H.-15

Return of Wrecks and Casualties to Shipping reported to the Marine Department, etc.— continued.

32

g §, Number of Nature of Number Wind. Date of Vessel's Name, °f Place where ~ , - T • -v T * , T Casualty. Age, and Class. R g " 5c 5 £ Pmspn Lives Casualty occurred. Finding of Court of Inquiry. Name of Master. £iS 2 ger 6 s n " Car g°- | C*su*lty. lost. Force. 1925. July 16 Daphne, s.s., 3 Steamer 100 14 8 General, 10 tons Broken top-washer- .. Great Barrier Island.. S. Breeze ! Owing to the top-washer of the high-pressure E. H. S. Goertz. years high-pressure valve | valve breaking the rings got damaged, necessitating temporary repairs being affected, after which vessel proceeded to Auckland „ 16 Herald, sail, 28 Schooner 73 4 .. Fencing-posts, Stranded.. .. .. Matapouri Bay .. E.N.E. 9 Owing to wind freshening vessel dragged her Edward Sellars, years 1,300 J anchor and went ashore on beach carrying away her deadwood and rudder-post, but she was subsequently towed to Whangarei, I where temporary repairs were effected, enabling her to proceed to Auckland „ 17 Muritai, s.s., 3 Steamer 199 8 .. Stranded.. .. .. Wellington Harbour.. S.E. Light .. The port tail-shaft, which was clamped, slipped Charles C. Buiyears j out of the tube, causing a big inflow of lock. water, necessitating her being beached, where she was plugged and pumped out f When the " Lyttelton " was running alongside I Ales. E. Jack- ,, 19 Ionic, s.s., 23 years Schooner 7,623 175 1 Frozen produce, • the "Ionic" to take tow-line the tug got i son. ln T „ u . , q &c " {-Collision .. j .. Lyttelton Harbour .. Calm .. J rather close resulting in the wash from the . „ 19 Lyttelton (Tug), ..18.. j j J j Ionic drawing her m and striking, Andrew Brodie. s.s., 18 years J I damaging the starboard quarter of the ! " Ionic " ,, 20 Te Pioneer, s.s., 15 j Cutter .. 25 1 .. Fire .. .. I .. Dargaville .. .. Calm .. A fire broke out on the starboard side of the j John F. Anderyears engine-room near the boilers from forepart j son. of boiler to after part of cabin, but the j cause of the fire could not be ascertained „ 22 Fair burn, aux., 14 Ketch .. 60 5 .. Stranded, £200 dam- .. Off Whale Island .. N.N.E. Gale .. After leaving Whakatane, master anchored A. J. Teixeira. years age under lea of Whale Island for shelter, but j owing to bad holding-ground the anchors dragged and he decided to put to sea, which he found could not be done, as vessel being light, and engines racing owing to big seas, vessel was driven on the beach ,, 28 Ruapehu, s.s., 24 IF. and A. 5,798 112 .. Frozen, about Stranded.. .. .. Wanganui .. .. N.W. 1-2 When picking up anchorage the vessel, owing A. W. McKellar. years 2,200 tons to haze dimming front shore lights, grounded ! on silt-bank, but came off in about an hour j without sustaining apparent damage ,, 23 Mahi, aux., 22 years Ketch .. 6 2.. .. Stranded, £200 dam- .. Bay of Plenty .. N.W. Gale .. During north-west gale the vessel would not | M. W. T. Lane. age lie at anchor owing to one anchor having I been lost and to the other failing to hold | although assisted by engine, thus com- j pelling master to beach the vessel to pre- i vent her being wrecked on a rrcky shore Aug. 3 Matangi, s.s., 17 F. and A. 635 38 58 General, about Damaged steering- .. Hauraki Gulf .. S.S.W. Fresh .. The lever control- valve of the engine of the I E. Dorling. years 250 tons gear; £5 damage steering-gear was found to be broken, and j as there were no spare parts on board the | i I vessel was put back to Auckland for repairs f

H —15

5—H. 15

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| | | I ! I [f The lower Court held the master cf the Thos. A. Lynch. " Albatross " solely responsible and ordered him to pay the costs of the inquiry, but on a rehearing before a Supreme Court Judge Aug. 5 Albatross, s.s., 21 .. Ill 4 500 .. ) and two Assessors the decision of the lower years j I Court was reversed and the master of the .. .. Auckland Harbour .. Calm Densel " Scot" found to be blameworthy because t9 5 Scott, o.e.v., 18 Ketch .. 16 2 .. Sand .... j Fog \ he had failed to comply with several regu- John E. Carey, years j J j lations, although the Court was doubtful if these omissions had been a factor in causing the casualty. In view of the loss sustained by the owners through the injury done to the " Scott" the Court made no order as to costs „ 12 Ngahau, aux., 5 Schooner 21 5 •• Shingle, 105 tons Stranded.. .. .. Near Whananaki .. N.E. Storm .. When loading shingle the vessel was washed H. E.Carey, years j up on beach and filled with water owing tc wind coming in strong, to there being a high sea, and to its being impossible to get the j vessel's head on to sea tm i n . nr\ ci i_ n o i xr;i f" I The "Black Cat" was outward bound when M.J. Hargrave. „ 12 Black Cat, s.s., 20 Schooner 9 3 .. Nil; damage £2 1 , she was struck a little abaft the beam by y ears I I o n- • in i ci it I o ) the " Kohinoor," which was inward bound „ 12 Kohinoor, motor Schooner 5 2| .. j Nil; £1,000 dam- ° 18 '° n " " ag <>. » our .. ; - but not showing regulation lights, resulting Wm. Y. Currie. „ | I in latter vessel s bow being stove in and (age no nown> I ag J ; causing her to sink instantly „ 21 I Wingatui, s.s., 11 Schooner 1,344 34 ! .. | General, 800 tons L.P. piston-rod .. 6 miles off Moeraki N.W. ! 2-3 A violent knocking was heard in low-pressure F. L. G. Jounay. years broken Light cylinder with rupture of cover and escape of steam, when it was found that the pistonrod was broken at the top of taper ,, 21 Awahou, s.s., 13 F. and A. 151 17 .. General, 100 tons Four propeller- blades . • Gisborne .. .. Nil .. When the vessel was turning round to proceed A. McLachlan. years stripped to sea, the propeller struck the wharf, stripping off four of the blades f The " Mollie " was leaving the harbour before Thos. L. Smith, daylight without having the regulation j j k | ] lights, and the "Heather" was entering Sept. 1 Mollie, aux., 14 Yawl .. 4 2 .. Fishing .. j j the harbour with port and starboard lights years j . n „. . rp• lit but no masthead light, when the J >-Collision .. .. limaru .. .. .. ■< <t „ ,, ,, . , ,, «. ,, Heather struck the Mollie on the „ 1 Heather, aux., 1 Ketch .. j 4 2 .. Fish .. ! j port side, causing her to sink. The master John Clauson. year | y j ■ ; of the "Heather" stated that he did not see the " Mollie " until too late to prevent L the collision „ 3 Joan Craig, s.s., Schooner 698 22 .. Coal and timber. Stranded .. .. Wanganui River .. j .. j .. The vessel took the ground abreast of Spoil K. Me Arthur. 22 years ! 750 tons I j j Wharf, but sustained no damage, and was refloated after about 100 tons of coal were lightered „ 5 Will Watch, aux., Ketch .. 46 5 1.. Coal, 60 tons .. Collision .. .. .. Kaiti Wharf .. W. Stiff .. Gisborne Harbour Board's Hopper Barge R. E. Roff. 30 years t | No. 2 was approaching the wharf on flood tide when, before way could be taken off, she collided with the " Will Watch," breaking her mizzen boom and damaging her after sail „ 5 Bulli, s.s., 20 Cutter 29 2 j "j C The " Bulli" was being towed to wharf, and Fredk. M. Olsen. years | j | the " Glenelg," which was manoeuvring to J-Collision .. .. Auckland .. .. | W.N.W. Gale get away from the wharf, where shipping „ 5 Glenelg. s.s., 47 F. and A. 156 12 .. Coal, 150 tons • • I was very congested, collided with the W. J. Paine, years J I (_ " Bulli ?

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Return of Wrecks and Casualties to Shipping reported to the Marine Department, etc.— continued.

34

g g, Number of Nature of j Number Wind. && *«• |1 * pa I Lil Casualty occurred. Finding of Court of In q uir y . Name of Master. a3§ 8 gers Cargo. Casualty. lost. Force. • j j : : j 1925. Sept. 9 Kosmo, s.s., 12 Schooner 3,194 72 .. General, 5,224 Fire .. .. .. Lat. 35-05° S., long. W. by N. 11 Fire broke out in No. 4 shelter-deck, involving I G. Shinney. years tons 161*04° W. wooden bulkhead between said deck and j bunker, and several cases of cargo ; but I the outbreak was extinguished by ship's ! hose, and evidently had its origin in heated coal setting alight the bulkhead „ 9 Kent, s.s., 7 Schooner 5,444 51 .. General. 5,000 Fire .. .. .. Auckland Harbour .. S.W. 5 At 5 a.m. fire broke out in No. 2'tween decks M. M. Down ton. years tons port side ; but, as it was impossible to reach fire through the hold, holes were cut in the ship's side, and the fire was ex- i tinguished at 3 a.m. next day „ 15 Loyalty, s.s., 48 .. 24 .. .. Foundered .. .. Bluff .. .. Calm .. The Bluff Harbour Board's diver was conyears ducting blasting operations with gelatine in the vicinity of the " Loyalty," and the explosion evidently blew a hole in her bottom, causing her to sink in three minutes. She had been out of commission j some time „ 15 Awahou, s.s., 15 Schooner 151 17 .. Sheep, 763 .. Collision, damage £25 i .. Gisborne .. .. W. Light .. Owing to the tide catching the 'Awahou," ' G.A.Nairn, years too little room at bend of river, and to j presence of mud, she sheered when leaving the harbour and bumped one of the Harbour Board's mud-barges, damaging 10 ft. of belting „ 22 Putiki, s.s., 21 Schooner 168 17 .. 50 tons maize .. ) I f When the " Putiki was leaving her berth she I H. E. Smith. oo rp years Q o i Q „ ln . . !> Collision .. .. Gisborne .. .. W. ■ Strong ) bumped into the "Tiroa/' damaging the „ 22 Tiroa, s s., 9 ochooner 93 10 .. 30 tons general.. • ® j rail and bulwarks ot the latter on the port L. D. Clark, years J i L quarter „ 23 Cobar, s.s., 22 Schooner 69 5 40 .. Stranded; no damage .. Wellington .. .. W. 6 When approaching Rona Bay wharf the Edward Cartyears j heaving-line missed the wharf and the ner. engines were put full astern, but she touched forward, and her stern was blown round by a heavy squall, and she grounded „ 23 Will Watch, aux., Schooner 48 .. .. General .. Anchor and sails .. Off Tokomaru Bay .. j N. Gale .. Whilst at anchor the port anchor carried away, G. M. Smart. 30 years I j carried away and also the main and the mizzen sail, after which the vessel was taken in tow by the " Mako," but when the starboard anchor was being heaved up it slipped from the windlass and was lost „ 26 I Tui, s.s., —years Cutter.. 3 2 .. .. Stranded; £10 .. Hauraki Gulf .. S.W. Gale .. In attempting to tow barque " Daphne" to K. W. Larsen. damage j safe anchorage at Tiri Tiri, the arm of the tiller slipped, causing loss of control of tug, which drifted ashore „ 27' Gale, s.s., 6 years Schooner 287 17 .. General, 500 tons Stranded; no .. Wanganui River .. W. Strong When proceeding up the river vessel grounded Chas. E. Good damage in the channel abreast of No. 5 pile at year. Mitchell's Reach, where, after being lightened, she floated off apparently un- ! damaged

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Sept. 29 Port Hacking, s.s., Steamer 4,025 60 ..I General, 2,058 Fire; £40 damage .. 35-6° S. lat., 170-25° W. | E. .. Smoke was seen coming out of starboard A. C. Hoad. 25 years tons long. j bunker, hence coal was used from there, and hose played when required ; subsequently discovered that insulation overhead and pipe-casing smouldering, and coal heated, necessitating woodwork being thrown overboard Oct. 5 Wanderer, o.e.v., Barge 23 4 .. Gravel, 100 tons Broken shaft .. .. Wellington .. .. j N. .. When swinging in the Hutt River and going F. Eastergaard. 22 years astern with engines the tail-shaft of port engine broke, but vessel returned to town wharf on starboard engine, when new shaft j was fitted „ 8 Maori, s.s., 18 F. and A. 1,567 j 83 171 General, 100 tons Damaged stem .. .. Off New Zealand Coast E.N.E. 4 On voyage between Lyttelton and Wellington B.B.Irwin, years | | a sharp bump forward was felt, apparently | caused by striking some submerged object, which damaged 10 ft. of vessel's stem „ 9 Excelsior, aux., 32 Schooner 6 4 .. Sand, 76 yards Struck submerged .. Auckland Harbour .. S.W. j Moderate The vessel missed stays, and, owing to the H. Clark. years j rock j engine not being in use and to master misjudging distance from shore, she struck a I submerged rock about 100 yards off south side of Rangitoto Island „ 10 Calm, s.s., 16 Schooner 523 I 19 .. General, 50 tons Stranded.. .. .. Wanganui River .. W. Moderate When proceeding down the river the heel of Gerald Sharpe. years vessel touched bottom near Spoil Wharf, the force of wind turning her to starboard, but doing no damage to ship or cargo „ 10 Storm, s.s., 5 .. 371 17 .. General, 500 tons Stranded.. .. .. Wanganui River .. W. j Fresh .. When going up the river the vessel was caught Robin V. Manyears i on the port quarter by the sea and wind, son. causing her to shear towards North Mole, which she struck slightly without damaging herself or cargo, and from which she came off under her own power „ 13 Claymore, s.s., 23 Schooner 159 17 21 General, 20 tons Fractured crank- .. Inside Tiri Tiri .. N.W. Light .. On the way to Auckland the crank-shaft Albert Johnson, years shaft fractured, therefore the vessel was put under easy steam until she reached port „ 14 Inaha, motor, 2 F. and A 116 j 11 .. .. Damaged stern .. .. Patea .. .. N.W. Breeze When crossing the bar inwards the ship took A. P. Gibson, years a sheer towards the western breakwater, which she struck, thereby sustaining considerable damage „ 15 Turakina, s.s., 2 Schooner 5,373 36 .. General, &c., 3,000 Fire .. .. .. Wellington.. .. .. .. Smoke was observed issuing from No. 5 venti- T.S.Hamilton, years tons lators, but the fire was subdued with the assistance of the fire brigade, when it was found that deck-plating was buckled and some copra was burnt „ 24 Mako, s.s., 11 Schooner 247 21 12 General, 50 tons Collision with wharf .. Napier .. .. S.W 7 . Light .. After straightening up in fairway vessel was S.Jones. years caught by flood tide on starboard bow, causing her to sheer to port, and, although starboard anchor was let go, the vessel swung round and her stem came in contact with the end of wharf Nov. 19 Lyttelton, p.s., 48 F. and A. 24 9 1 .. f The Court found that the master of the N. A. Olson, years | " Lyttelton" had not kept a sufficient lookCollision .. .. Hauraki Gulf .. S.S.W. Light <( out, and ordered him to pay £25, the costs of „ 19 Talisman, scow, 28 Scow .. 70 4 .. Sand, 100 tons.. | the inquiry. The Court further ordered H.Andersen, years J that all certificates be returned. „ 19 Kennedy, s.s., 60 Schooner 131 12 .. General, 200 tons Cracked furnace .. .. Cook Strait.. .. N.N.W. Gale .. Vessel had to put into Wellington on account A.M.Stewart, years of bad weather, when the engineer discovered that there was a crack in the furnace, which was repaired same day

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Return of Wrecks and Casualties to Shipping reported to the Marine Department, etc.—continued.

36

! I . • £ §5 Number of Nature of Number Wind. Casualty. |i „• Passen * j Lives Casual* burred. ~ ~ Finding of Court of Inquiry. Name of Master. § gers Cargo. | Casualty. lost. Direc- Force 1925. Nov. 23 Ihumata, s.s., 14 Schooner 653 23 .. Coal, &c., 1,140 Struck submerged ob- .. Lat. 353-3° S., long. N.E. Light On voyage from Newcastle to Wanganui C. W. Ostenfeld. years tons • ject 159-22° E. breeze the vessel twice hit a submerged object, which stopped tjie engines and stripped about 12 in. of one propeller - blade and slightly chipped another, but did not retard the speed of the vessel „ 27 Waiotahi, s.s., 34 Schooner 168 19 1 Case cargo, 50 Starboard low-pres- .. Hauraki Gulf .. S.W. 4 Whilst on a voyage to Auckland from Whanga- John Wilson, years tons; cattle, 5 sure piston cylin- rei the piston of starboard low-pressure head der carried away cylinder carried away, and, before the engine could be stopped, smashed the top and side of the cylinder „ 30 Progress, s.s., \— Schooner 181 12 .. Produce, 250 tons Stranded.. .. .. Kaipara River .. N.W. Light .. After passing Te Kopuru Wharf the vessel ran H. L. Hay. years over apparently soft shingle, causing her to heel over slightly to starboard, but apparently doing no damage Dec. 4 Kairanga, s.s., 4 Schooner 1,726 28 .. Coal and timber, Stranded.. .. .. Port Stephen, Australia N. 1-2 When leaving port the vessel grounded on a David Harkyears 3,420 tons 15 ft. patch inside Takaba Head, but re- ness. floated after five hours, and proceeded to Dunedin, where she was surveyed and found to have sustained no damage „ 5 Pakura, s.s., 4 j Schooner 304 17 .. Wool, 300 tons.. Broken piston-rod.. .. Akitio, New Zealand.. W. Moderate When heaving in starboard anchor the port C. W. Coldicutt. years | « gale piston-rod of windless broke, knocking out the end of the cylinder „ 8 Gabriella, s.s., 5 j Schooner 946 24 .. Coal, &c., 2,000 Grounded .. .. Wanganui .. .. W.S.W. 4 Whilst entering the river and steering as R. Matheson. years tons directed by semaphore from Castlecliff Pilot-station, the vessel took the ground about 200 ft. inside the moles, and was reJ floated next day, but after proceeding « 1,000 ft. again grounded, but on neither occasion sustained damage f The Court found that the master of the J. C. Douglas. "Kestrel" fell asleep while in charge, his condition being due to home troubles result- „ 12 Kestrel, ferry s.s., .. 159 4 20 .. "j j ing in his being overtired; that the collision 20 years j j j was due to fault of said master in not iny Collision .. .. Auckland Harbour .. .. I Calm -<( j forming his owners that he was unfit for „ 12 Wanganui, hulk.. .. ...... .. | j duty, and thus risking lives of passengers; J i ; that he be ordered to pay £5 towards costs, and that his certificate be suspended for three months ; and the Court further held | that during night trips the mate should be j | L required to keep a lookout „ 13 Fairburn, aux., 19 Ketch .. 60 6 .. Timber and gene- Fire .. .. .. Off Cape Runaway .. W T . Fresh Smoke was seen coming from under deck cargo, W. H. Sawyers years ral, 90 tons breeze consisting of timber, a spark from engine probably igniting old benzine-tank stowed on top of timber; but the fire was extinj guished by a few buckets of water 99 14 Kaitangata, s.s., F. and A. 1,195 30 .. Coal, 2,466 tons Struck submerged ob- .. Greymouth.. .. N. .. Vessel's engines were going full speed to hold A. Reed. 18 years ject; £140damage ship to wharf during heavy flood in Grey River, and it is surmised that vessel's propeller was struck by a snag or log coming down in the flood

37

H.—15

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R.—ls

Return of Wrecks and Casualties to Shipping reported to the Marine Department, etc.— continued.

38

£ §> Number of Nature of Number Wind. Date of Vessel's Name, ■£ _ — ■ Place where j Finding of Court of Inquiry. Name of Master. Casualty. Age, and Class. •&£ fe p flQafin Lives Casualty occurred. nirppgg 8 gerT Car g°- | Casualty. lost. | | Force - 1926. Jan. 29 Canadian Challenger .. 5,331 34 .. General, 2,098 Leaking.. .. .. Lat. 28*4° N., long. .. Gale .. From date to 5th February vessel encountered W. B. Armit. 9.8., 4} years ' tons 70*10° W. heavy gales and high seas, in which she strained heavily, causing leakage of fuel oil from various tanks ,, 31 Ngahau, aux., 5 Sbhooner 21 6 .. In ballast .. Injured engine .. .. Off Cape Stevens S.E. Variable When bound to Croixelles from "Wellington G.H.King, year? the after head on port engine developed a crack, and vessel was headed towards Nelson for repairs Feb. 1 Tuatea, s.s,, 21 Cutter . • 58 5 29 .. Struck breakwater .. Gisborne .. •. W. Light .. The Master mistook a bright bicycle-light on John H. vears ! the breakwater for white light on end of Hawkes. groyne, and, before he discovered his error and vessel had gone astern sufficiently, the stern struck the breakwater a glancing blow damaging former and tearing away sheath to the value of £50 f The " Mana " was lightering the " Port D. Bonner. 1 Mana, s.s., 40 years Schooner j 76 10 .. Frozen mutton Hunter" when, owing to the heavy swell, | the mainmast of the " Mana " caught on the .. .. Wanganui Roadstead W. fish-plate on the starboard bow of the" Port Port Hunter, s.s., Schooner 5,296 ...... | ! Hunter," breaking the bolt on the mast and 3 years ! J I damaging the mast and rigging to the value of £1 10s. ,, 4 City of Norwich, Schooner j 4,346 66 .. General, 4,920 Fire; slight damage .. Lat. 34° S., long. 152° N.E. 5 Smoke was observed issuing from No. 6 hold Lidstone Adams s.s., 13 years tons 30' W. ventilator, starboard side aft, and hatch was opened and two leads of hose and quantities of sand played on fire until extinguished „ 10 Cygnet, s.s., 41 Schooner ; 70 10 .. General and coal, C o n d e n s o r-door .. Kaikoura .. .. W. Light .. It was discovered that the condensor-door W.Williamson, years j 22 tons cracked ! was cracked, which was caused by the main discharge-pipe being blocked with ashes and other matter floating in harbour „ 16 Marama, s.s., 19 Schooner 3,992 129 107 General, 1,400 Engine trouble .. .. Prince's Wharf, Auck- S.W. 2 After vessel was berthed, the Chief Engineer H. W. W. Bold years tons land reported that rocking-shaft bearings on port engine had carried away, caused probably by pump getting sudden rush of water. „ 17 Kaimanawa, s.s., Steamer 2,416 27 .. Plate dented .. .. Auckland .. .. S. 4 Whilst moving slowly alongside wharf one of D. McDonald. 17 years the spring piles caught under sheer-strake plate, starting some rivets and slightly denting plate below „ 26 Kurnalpi, s.s., 20 Schooner 298 17 .. General, 80 tons Struck submerged .. Bay of Islands .. Var. 2 When just clear of Red Head the vessel scraped George Atwood. years object a submerged object, which appeared to give with the ship and did not diminish her headway ; no damage was done, as soundings in bilges and tanks showed them to be quite dry „ 28 Karu, aux., 25 Schooner 197 12 .. Timber, 184,000 Stranded; total loss 2 Twilight Bay, Cape S.S.W. 9 The Court found that the casualty was caused 1 J. W. R. Richyears ft. £5,000 Maria Van Dieman by the vessel striking some object on the mond. bar as she came from Whangape Harbour ; that the vessel was seaworthy and well found ; and that Frank Saunders and Roy Ravenswood lost their lives by drow r ning when endeavouring to get ashore from the wreck. The Court ordered that the Master's certificate be returned, and made no order as to costs .

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Mar. 4 Mako, s.s., 12 years Schooner 247 21 4 General, 40 tons Leaking .. .. .. Cape Runaway .. j Var. Light .. I It was discovered that ship was leaking, when j S.Jones. I a search revealed that amidships in cross- | bunker there was a hole, which was plugged j j with softwood plug, stopping the leak, and [ | j enabling vessel to proceed to Auckland „ 12 Huia, aux., 31 Topsail 166 12 .. Bricks and explo- Injury to machinery .. Lat. 39*50° S., long. N. 2 j On voyage from Melbourne to Westport the H. E. Lane, years Schooner sives, 180 tons 152*35° E. ! No. 1 crank web broke right across immedi- | ately under crank-pin on after side, but no ! damage was done to any other part of the j * ' engine „ 15 Waitemata, s.s., 7 Schooner 3,555 48 .. General, 8,000 Struck wharf ..I .. Napier .. .. N.E. 2 Whilst berthing at Breakwater Wharf the S.Hewitt. years tons j j j vessel had too much way on, and her stern struck fender piling and stripped off about j j | 50 ft., but did no damage to herself „ 17 Port Hardy, s.s., Schooner 5,431 i 85 6 General, 6,700 Leaking .. .. j .. Lat. 46*30° N., long. N.W. Gale .. On sounding No. 1 bilge it was found that port j Wm. S. Mason. 3 years I tons i 25° W. ; side was making water, therefore bilge was j pumped dry, and by continuous watch it ! was found that water was making an j j ! average of 8 in. per hour through a leak j I | caused by heavy straining of the ship „ 18 Tu Atu, o.e.v., 22 Cutter.. 28 3 1 General, 50 tons Fire .. .. .. Wairoa River .. O. Smooth j A fire discovered in the hold, caused apparently j R.W.Martin. y ears j I j through a number of sacks of lime becoming ' heated through dampness; the fire was extinguished, but not before it had slightly 1 damaged the ship and did considerable i damage to the cargo f The " Hauraki," assisted by the tug " Te Geo. A. Sim- „ 20 Lake Takapuna, .. 188 4 150 j Awhina," was being berthed at Prince's i mons. s.s., 1 year I | II Wharf when the wash from their proCollision; £80 dam- .. Auckland .. j S.W. Light | pellers caught the incoming " Makora," Makora, s.s., 5 .. 194 4 30 .. j age ! ! | causing her to drift broadside on to the J. H. Selley. y ears J | | I Lake Takapuna," carrying away the i L|" Makora's " bulwarks amidships „ 24 Alexander, s.s., 23 Schooner 185 16 .. General, 50 tons; Stranded.. .. .. Entrance Pelorus Sound N.W. Gale .. On voyage from Lyttelton to Nelson the lights John Maylen. years and sheep, 54 | at entrance to Pelorus Sound were obscured owing to fierce, heavy rain-squalls, which shut out the land also, consequently ship's speed was reduced, when the light suddenly appeared close on starboard side ; though engines and helm were used to avoid getting nearer, the ship grazed something, which, however, was found to have done no damage ; to the ship 31 Waikawa, s.s., 7 2-mast 3,525 48 .. Coal, 7,700 tons Propeller-blade j .. TasmanSea; lat. 33*49° j S.W. Squally, j It was discovered that the engines were racing, E.Harris'. y ears Schooner broken | S., long. 168*3° E. | moderate j consequently it was anticipated that somegale | thing was wrong with propeller, and speed I j was reduced until arrival at Auckland, where an examination revealed that about | . 3 ft. of one blade had been broken off Cygnet, s.s., 40 F. and A. 70 10 1 General, 20 tons i Stranded.. .. .. Ben More, Kaikoura.. j N.N.E. .. The Court found that the casualty was not W. Williamson. y ears j ; ! caused or contributed to by the wrongful act of any of the officers or men ; that the I i I Master committed an error of judgment in changing his course, in not accurately estimating the leeway being made, and by keeping closer inshore to avoid heavy weather, thus preventing his fixing the j k I I distance from land; but that the Master ! acted in a seamanlike manner in bringing j his vessel to port. The Court ordered that I his certificate be returned, but that he pay ' 1 half the costs of the inquiry

H.—-15

Summary of Casualties to Shipping reported to the Marine Department during the Year ended 31st March, 1926.

40

Casualties on or near the Coasts of the Dominion. Casualties outside the Dominion Total Number — of Steamers. Sailing-vessels. Total within Dominion. Steamers. Sailing-vessels. 6 Casualties reported. Nature of Casualty. 5- : ; 5- : ~ ; "j : : : j— 8> -8 : a ' -gS & J S> ! *8 & -§ *«• & -§ -i £ -1 o (D c3 O ® | c6 O" - ' O m c6 O © «3 j O""' O <q c3 ©•"" O © eS ® —■ ® ® 06 ® r ~' o 9 .0? ,$ ,S a o ® o I o i °* £ a o $ o a a o © o m g o ® *2 i o S5.S S5® § »£ *=£ § 1 S5£ .§ £.2 >5£ o : «.£ : Z.2 ' o Z.S Kg o 1 ».£ > I H j J > | H ! EH J f- J > B H : Strandings — Total wrecks .. .. .. 3 1,435 2< 3 1,435 2 •• I 3 1,435 2 Slight damage .. .. .. 25 12,525 .. 1 73 26 12,598 .. | i .. 26 12,598 No damage .. .. .. .. 17 15,824 .. 1 696 18 16,520 .. 2 2,379 .. 2 2,379 .. 20 18,899 Total strandings .. .. 45 29,784 2 12 769 .. 47 30,553 2 2 2,379 2 2,379 .. 49 32,932 2 Collisions — Total loss .. .. .. .. 1 4 .. .. 1 4 .. .. .. .. .. .. .. .. .. .. 1 4 Slight damage .. .. .. 24 15,121 •• 3 268 .. 27 15,389 I .. .. .. .. .. .. .. .. 27 15,389 No damage .. .. .. .. 8 554 .. .. .. .. 8 554 .. I .. .. .. .. .. .. .. .. 8 554 Total collisions .. .. 33 15,679 .. 3 268 .. 36 15,947 36 15,947 Fires — Total loss .. .. .. .. 1 19 .... .. .. 1 19 .. .. .. .. .. .. .. .. .. .. 1 19 Slightdamage .. .. .. 6 13,743 6 13,743 .. 3 11,565 3 11,565 .. 9 25,308 No damage .. .. .. .. .. .. .. .. .. .. .. .. .. 1 2,487 .. .. .. .. 1 2,487 .. 1 2,487 Total fires .. .. 7 13,762 .. .. .. .. 7 13,762 .. 4 14,052 4 14,052 .. 11 27,814 Miscellaneous, including damage by heavy 22 11,230 .. .. .. .. 22 11,230 .. 6 16,205 .. .. .. .. 6 16,205 .. 28 27,435 seas to hull and cargo, loss of masts, sails, &c., and breakdown of machinery Total number of casualties reported 107 70,455 2 5 1,037 .. 112 71,492 2 12 32,636 .. .. .. .. 12 32,636 .. 124 104,128 2 . - ■ . i . • I .

H.—ls.

Return of the Number of Land Boilers and Machinery inspected during the Financial Year ended 31st March, 1926. Boilers.

Machinery.

Return of New Boilers inspected for the Year ended 31st March, 1926.

Return of the Number of Certificates issued to Land Engine-drivers and Electric-tram Drivers during the Year ended 31st March, 1926.

41

Class Not exceeding St"! 10 Horse- ! ! Total Uass - 5 Horse-power. iu norse 1Q Horge .power. | A0WW ' power. Stationary .. .. .. 3,222 689 2,293 6,204 Portable .. .. .. 216 1,025 450 1,691 Totals .. .. 3,438 1,714 2,743 7,895 J !

Class. J Number. Class. Number. Hydraulic lifts .. .. .. .. 119 Oil-engines .. .. .. .. 15,162 Electric „ .. .. .. .. j 1,042 j Gas-engines .. .. .. .. 849 Gas „ .. .. .. .. 1 6 j Electric-motors .. .. .. .. 15,739 Oil „ .. .. .. .. 1 j Miscellaneous .. .. .. .. j 21 Steam „ .. .. .. .. 25 Gas, hydraulic, and electric-motor hoists .. 1,219 Total .. .. .. 34,634 Water-engines, peltons, turbines, and water-wheels | 451

Made in Dominion. \ Imported. Total. District. 1 j — — Number. I Horse-power, j Number. Horse-power. Number. Horse-power. . Auckland .. .. 43 604 63 498 106 1,102 Auckland North .... 1 12 .. .. 1 12 Auckland South .... 4 28 12 77 16 105 Canterbury North .. .. 68 396 14 115 82 511 Canterbury South .... 1 5 5 38 6 43 Gisborne .. .. .... .. 7 76 7 76 Hawke's Bay .... 10 77 7 47 17 124 Nelson .. .. .... .. 4 19 4 19 Otago .. .. .. 16 128 11 74 27 202 Southland ...... 2 129 12 61 14 190 Taranaki .. .. .... .. 2 8 2 8 Taranaki North .... 2 10 6 29 8 39 Wellington .. .. ..15 218 19 217 34 435 Wellington North Westland .. .. .. 7 106 11 454 18 560 Totals .. .. 169 1,713 173 1,713 £42 ! 3,426

Class. Number. Service— First-class engine-driver .. .. 3 Second-class engine-driver .. .. 1 Locomotive and traction-engine driver .. 1 Competency— First-class engine-driver .. .. 27 Second-class engine-driver .. .. 215 I

Glass. Number. Competency—continued. Steam-winding-engine driver .. .. 4 Locomotive- and traction-engine driver .. 68 Locomotive-engine driver .. .. 9 Traction-engine driver .. .. 55 Electric-tram driver .. .. .. 87 Total .. .. .. 470

H.—ls.

Return of Land-engine Drivers' and Electric-tram Drivers' Examinations held throughout New Zealand during the Year ended 31st March, 1926, showing the Number of Successful and Unsuccessful Candidates.

Approximate Cost of Paper.—Preparation, not givea; printing (800 copies), £76 10s.

By Authority : W. A. G. Skinner, Government Printer, Wellington.—l 926.

Price is. J

42

First Second Steam motive Loco- Traction tram Total 3 Class. Class. Winding. and motive. ira °tion. tram lotal. « Place. Traction. Driver. B i r i I i t r « P. F. P. J F. P. | F. P. j F. P. | F. P. F. P. | F. P. j F. ® I , I i Auckland .. .. .. 3 1 35 13 1 ! 1 10 4 .. .. 4 1 16 .. 69 20 89 Blenheim .. .. 1 .. ..! 1 2 .. 2 Christchurch .. .. 1 1 7 2 .. .. 6 4 .... 11 5 30 .. 55 12 67 Dunedin .. .. .... 1 8 8 3 2 .. 10 .. 23 9 32 Gisborne .. .. 5 2 .. .. 4 9 2 11 Greymouth .. .. .. 2 4 22 8 1 6 2 1 32 14 46 Hamilton .. .. . . 4 2 17 6 .. .. 5 1 2 1 1 29 10 39 Invercargill .. .. .. 3 6 14 14 .... 2 2 1 .. .5 2 2 .. 27 24 51 Kohukohu .. .. 3 .. .. 3 .. 3 Napier .. .. .. 3 1 8 1 .. .. 3 1 15 2 17 Nelson .. .. 1 1 7 2 .... 1 3 1 .... 12 4 16 New Plymouth .. .. .. 1 18 20 .. : .. 4 1 .. 23 21 44 Pahiatua .. .. 1 .. ..j 1 .. 1 Palmerston North .. .. 2 3 19 20 .. j .. 2 1 .. .. 1 2 .... 24 26 50 Queenstown .. .. 1 1 1 1 2 Rawene .. .. 1 •• •. 1 .. 1 Russell .. .. 1 .. .. | 1 .. 1 Timaru .. .. 3 .. .. .. 1 18 7 .. .. 22 7 29 Wanganui .. .. .. 2 .. 10 3 .. 1 13 3 16 Wellington .. .. .. 1 2 8 10 .... .. 3 .. 5 1 28 4 42 20 62 Whangarei .. .. 14 5 .. I .. 10 .. 24 5 29 Totals .. .. 22 23 203 115 2 1 1 51 15 9 3 54 19 87 4 428 180 608 1 I I