PUBLIC WORKS STATEMENT (BY THE RIGHT HON. J. G. COATES).

Appendix to the Journals of the House of Representatives, 1928 Session II, D-01a

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Session I (23rd Parliament). 1928. NEW ZEALAND.

PUBLIC WORKS STATEMENT (BY THE RIGHT HON. J. G. COATES).

Laid on the Table by Leave of the House

PUBLIC WORKS ACTIVITIES. 1. Railways. 6. Buildings. 2. Hydro-electric Development. 7. Lighthouses and Harbour-works. 3. Roads. 8. Railways Improvement. 4. Highways. 9. Schedule of Expenditure on Construction. 5. Irrigation. 10. Relief of Unemployment. RAILWAYS. Since 1920 the policy has been to complete the lengths of railway then in hand, which included a few short lengths, mostly extensions of existing railways, and thereafter to concentrate on lines which may be considered as main lines. A total of 313 miles 78 chains were completed and opened for traffic. 25 mile ; on the Wairoa-Waikokopu line, although completed and opened for traffic, have not been handed over to the Railway Department owing to their isolated position, but are being operated by the Public Works Department. The policy of making the railways available to the settlers along their line of route at as early a date as possible has been followed. Wherever possible, as soon as the rails were laid, a goods service, intermittent at first, but gradually extending until it could be made regular, has been commenced, and this has been later followed by a passenger service as soon as the lines were sufficiently safe. Attached hereto is a sheet showing, in geographical order, the railways and the lengths of the same which have been opened for traffic since the 31st March, 1920, and also a short description showing the position that obtained with each of the railways on that date, together with a short description of a few salient points and the present position.

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Sections of Railway handed over to Railway Department since 31st March, 1920.

North Auckland Main Trunk Railway. Ngapuki Northwards. (Length, 22 miles 59 chains.) On the northern section from Okaihau northwards the formation was practically complete for 8 miles, and in hand for another 3 miles, on 31st March, 1920. Since then the whole section has been completed to Okaihau, a length of 8 miles 70 chains, and was handed over to the Railway Department in November, 1923. Since then, a further section of 13 miles 69 chains has been put in hand, and of this distance formation has been completed for approximately 7 miles 60 chains. A start has been made with platelaying and ballasting. The expenditure to date is £343,664, and the estimated cost of completion to Rangiahua from date is £238,000. Huarau- W aiotira-Kirikopuni. On the main section from Auckland northwards the work had been completed to Huarau (90 miles 15 chains), and was handed over to the Railway Department on Ist April, 1920. From there to Waiotira, a distance of .15 miles 68 chains, rails had been laid to 91 miles 21 chains, and formation was in hand throughout; but owing to the very unstable nature of the country, and the subsidences due to slips, a very large amount of heavy work still had to be carried out. The section was completed to Waiotira and handed over to the Railway Department on 29th November, 1925, this point being the junction with the Whangarei Branch Railway, which was also completed and handed over on that date, thus giving a completed through line between Auckland and Whangarei. For some considerable time prior to the final completion, the traffic over the unopened section was handled by the Public Works Department, who ran the necessary trains to connect up with the Auckland through traffic, both in passengers and goods. From Waiotira to Kirikopuni, a distance of 12 miles 14 chains, very little work had been carried out at the commencement of the period under review.

Name of Railway. Length. 1 Date. Miles, ch. Kaikohe-Hokianga, Kaikohe-Okaihau .. .. .. .. 8 20 29/11/23 Kaihn Valley Extension .. .. .. .. .. .. 4 54 5/2/23 North Auckland Main Trunk Railway: Huarau-Ranganui . .. 6-30 1/4/20 „ „ Waiotira-Huarau .. .. 15 36 29/11/25 • „ ,, Waiotira-Kirikopuni .. .. 13 56 15/5/28 Wliangarei Branch Railway: Kioreroa-Portland . , . , . . 5 23 3/4/20 ,, Portland-Waiotira . . .. .. 14 .56 29/11/25 Waiuku Branch Railway: Patiimahoe-Waiuku .. .. .. 7 65 10/5/22 Huntly-Awaroa .. .. .. .. .. . i .. 1 55 16/6/24 East Coast Main Trunk Railway : Waihi-Tahawai .. .. .. 14 0 1/5/27 „ „ Tahawai-Tauranga .. .. .. 24 33 18/6/28 ,, ,, Tauranga-Taneatua.. .. .. 59 2 3/9/28 Gisborne-Wairoa-Makaraka-Ngatapa .. .. .. .. 11 51 15/12/24 Napier Wairoa: Napier-Eskdale .. .. .. .. .. 11 73 23/7/23 Wairoa-Waikokopu (completed, but operated by Public Works Department) 25 0 Lower Hutt - Silverstream : Lower Hutt - Waterloo Road .. .. 2 64 25/5/27 Stratford Main Trunk Railway (West End) : Kohuratahi-Tahora .. 5 14 21/11/24 Te Roti - Opunake .. .. .. .. .. .. 22 63 12/7/26 Midland Railway: Kawatiri-Glenhope .. .. .. .. 3 73 21/6/26 ,, Otira - Arthur's Pass .. .. .. .. 8 14 26/5/24 Runanga to Seven-mile .. .. .. .. .. .. 2 44 3/9/23 Lawrence-Roxburgh: Beaumont-Miller's Flat .. .. .. 14 70 16/12/25 Miller's Flat - Roxburgh .. .. .. 9 10 19/4/28 Orepuki-Waiau: Tuatapere-Orawia .. .. .. .. 8 18 20/10/25 Otago Central: Cromwell Section .. .. .. .. .. 12 34 9/7/21

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The section was vigorously prosecuted, however, and completed and handed over to the Railway Department in May, 1928. Generally speaking, construction on the sections between Huarau-Waiotira-Kirikopuni was carried out under considerable difficulty owing to the unstable condition of the country generally. Tunnels, of which there was 8,000 ft., had to be very heavily timbered when being driven, and the heaviest section of concrete lining developed by the Department had to be used to resist the earth-pressures. In many cuttings the total amount of earthwork shifted exceeded by two or three times the original estimated quantities, due to the slipping of batters and the heaving of the bottom. Extensive stone walls had to be built throughout a number of cuttings to stabilize the batters. The total length of bridging was 3,000 ft. The cost of construction between Huarau and Kirikopuni was £2,358,501. Kaihu Valley Railway Extension. (From Tarawhati, at 19 miles 17 chains, to Donnelly's Crossing, at 23 miles 71 chains, a distance of 4 miles 54 chains.) In 1920 the formation was practically complete, and the rails were laid to 21 miles 8 chains. A goods service was started to Aranga at 21 miles 10 chains in September, 1920, and this was extended to Donnelly's Crossing in October, 1921 ; the work then remaining to be completed consisted of permanent bridging and erection of station-buildings. The line was handed over to the Railway Department on sth February, 1923. The total length of bridging on this section was 186 ft., of which 60 ft. required a double track. Expenditure to 31st October, £91,484. Waipu Branch Railway. (Length, 16f miles.) This line extends from Oakleigh, on the Whangarei Branch Railway, to Waipu, a distance of about 16| miles. In 1920 the formation was in hand for a length of 7 miles, and work was continued until 1924, the formation being then mainly completed for 10J- miles. It was then decided that owing to changing transport conditions an up-to-date highway would be more suitable for the traffic offering. This policy was given effect to, and the road was completed in 1926. Whangarei Branch Railway. (Length, 19 miles 75 chains.) This line extends from Kioreroa to the junction of the North Auckland Main Trunk at Waiotira. In April, 1920, 5 miles 28 chains of this section were handed over to the Railway Department, and, except for a gap of approximately a mile, rails had been laid and formation completed to Waiotira. Owing, however, to the large amount of slips and subsidences which took place throughout the section, continual maintenance was necessary to an extent almost commensurate with the construction of a new line. Large quantities of earthwork had to be taken out of many of the large cuttings, and heavy dry stone retaining-walls built in many sections. In consequence of these works the line was not actually completed and handed over to the Railway Department until 29th November, 1925. The cost of construction from Kioreroa to Waiotira was £420,464, and the expenditure from 31st March, 1920, to 31st March, 1928, was £138,627. Waiuku Branch Railway. (Length, 12 miles.) This line branches from the North Auckland Main Trunk Railway at a point 50 chains south of Paerata Station to Waiuku, a distance of 12 miles. In 1920 this line had been handed over to the Railway Department to Patumahoe, 4 miles 20 chains, and the platelaying was complete to Glenbrook Station, at 7 miles 2 chains, the formation being in hand to 11 miles.

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The following year, formation and platelaying were completed to Waiuku. Station-buildings at Pukeoware and Fernleigh were completed, and station-buildings at Waiuku in hand. The completed line was handed over to the Railway Department on 10th June, 1922. The total expenditure 011 this line was £208,886, and from 31st March, 1920, to completion was £65,016. Huntly-Awaroa Railway. (Length, 8 miles 75 chains.) This line runs from Huntly to Glenafton, and in 1920 the line was open to Pukemiro at 7 miles 20 chains, and a start had been made with the formation to continue the line to Glenafton. The earthwork on this section was heavy, and the formation was practically complete in 1923, but handing over to the Railway Department was delayed by slips. Coal traffic was handled by the Public Works Department from June, 1922, and twelve months later a goods service was commenced. The line was handed over to the Railway Department on 16th June, 1924. The expenditure since 31st March, 1920, has been £70,030. East Coast Main Trunk Railway. (Length, 97J miles.) On the Waihi end of this railway, in March, 1920, formation was in hand over a length of 10 miles, and on the Tauranga end for 5 miles, towards Waihi. On the Tauranga-Taneatua Section 4 miles 7 chains of line from The Mount to Te Puke, and approximately 34 miles from Te Puke to Matata, had been practically completed, and a regular service was maintained, although a number of the bridges were only of a temporary nature. From Matata to the end of the Awakeri Section, a distance of 16 miles 64 chains, formation was in hand, but was not sufficiently advanced to enable platelaying to proceed. Since 1920 the construction has been completed from Waihi to Tauranga, a distance of 37 miles 36 chains, and from Tauranga to Taneatua, a distance of 69 miles ; and the whole length from Waihi to Taneatua, a total distance of approximately 97j miles, has been handed over to the Railway Department. On the Waihi-Tauranga portion, 18 miles 23 chains were constructed by Messrs. Armstrong, Whitworth, and Co. under contract. The total length of bridging on the whole section was 12,265 lineal feet, of which the two most important were the Tauranga Harbour Bridge, of 1,470 ft., and the Whakatane Bridge, of 1,200 ft. 1,640 ft. of bridging was completed prior to 31st March, 1920. On the Tauranga-Taneatua Section regular traffic was instituted as construction progressed, and similarly on both ends of the Waihi-Tauranga Section. Gisborne-Napier Railway—North End. This line branches from the Gisborne-Motu Railway at Makaraka, about 4 miles from Gisborne, and in 1920 had been completed to Ngatapa, a distance of 11 miles 18 chains from Makaraka, passenger and goods traffic being handled by the Public Works Department. In 1920 work was commenced 011 the Waikura Section (from Ngatapa southwards). It was found that the country traversed by the next section was of a very treacherous nature, and slips were encountered in many places. In 1924 it was decided that the difficulties were such that a complete change of route was desirable. In December of that year the section ending at Ngatapa was handed over to the Railway Department, and work on the Waikura Section discontinued. The route to be adopted has not yet been decided. The coastal route has been surveyed, but owing to further representations by settlers it was decided to investigate the inland route further. This later survey is nearing completion, and data will soon be available for a decision to be made as to the most suitable route. Expenditure, £119,746.

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Frasertown Section. From Frasertown towards Gisborne, work was put in hand in September, 1919, and during the next year the formation, which is light, was practically completed to 1 mile 72 chains. Since then, owing to the doubt as to the future route, all work has been suspended. Expenditure, £20,712. Napier-Wairoa Railway. (Total distance, 71|- miles, approximately.) In March, 1920, the formation of the Eskdale Section was practically completed from 0 miles to 10 miles 51 chains, and the formation of the Tutira Section from 10 miles 51 chains was well in hand. No platelaying had been carried out beyond Eskdale. The first portion of thislline, Eskdale Section, from 0 miles to 11 miles 73 chains, was handed over to the Railway Department on 23rd July, 1923, leaving approximately 60 miles to complete. The rail-head was advanced to Waikoau in January, 1927, and then on to Tutira in August, 1928, approximately 28 miles from Napier, and a regular passenger and goods service has been maintained between Eskdale and the rail-heads. At the present time the rail-head is at the Matahoura Viaduct, approximately 33| miles from Napier. The Waikoau Viaduct, of four 60 ft. and one 250 ft. spans in length, and 236 ft. in height, was completed last year ; and the Matahoura Viaduct, of two 40 ft., two 60 ft., and one 250 ft. spans in length, and 210 ft. in height, will be completed this year. From the present rail-head, at 33|, miles, to the terminus at Wairoa, 71| miles, a distance of about 38 miles, the formation for several miles is completed, and on most miles the formation is either well in hand or in various stages of completion. Practically all the culverts, side drains, and water-drives are completed, and fencing for several miles has been erected. Four tunnels are in various stages of progress, three being nearly complete and one about half finished. One tunnel, 900 yards long, has not yet been commenced. Formation of station-yard at Putorino is in hand, but station-yards at Kotemaori, Mohaka, Waihua, and Hurumua have not been commenced. Three large viaducts —at Waikare, Mohaka, and Maungaturanga —have not been commenced, but a good deal of preliminary work has been done in connection with them. The Wairoa River Bridge, at 68 miles 59 chains, consisting of two 107 ft. spans, two 106 ft. spans, and two 15 ft. spans, is in course of erection, one pier being practically complete. The station-yard at Wairoa is practically complete. The expenditure from 31st March, 1920, is £1,245,049, and the estimated cost to complete is £792,000. Wairoa-Waikokopu. (Length, 25 miles.) This section extends from Wairoa to Waikokopu Wharf, a distance of 25 miles. The formation, wltich was comparatively light, was commenced in 1920, and has been pushed on steadily. Platelaying was commenced in 1922,-and in 1923 the formation and platelaying was nearly completed and a limited goods service was being handled by the Department. In 1924 the construction of the wharf was put in hand, and in 1925 the wharf and line generally was practically completed, and since then a continuous service has been maintained over the section. The total expenditure to date is £572,760.

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Hutt Valley Railway Deviation. (Length, 2 miles 20 chains of double track.) This line runs from 7 miles 56 chains, on the Wellington-Napier line, to Waterloo Road. Construction on this line was commenced in April, 1925, and the work completed and handed over to the Railway Department on 25th May, 1927. The principal work consisted mainly of bridges and station-yards, buildings, &c. The principal bridge was the crossing of the Hutt River at 8 miles 30 chains. This bridge consists of sixteen 45 ft. plate-girder spans on reinforced-concrete piers and abutments. Total expenditure, £288,000. Stratford Main Trunk Railway—Bast End. (0 miles to 32 miles. Length, 32 miles.) In March, 1920, formation was in hand to about 1 \ miles beyond Matiere, a distance of 11 miles 61 chains, but no platelaying or ballasting had been put in hand. Since then the formation, platelaying, and ballasting have been completed to Ohura, at 19 miles 10 chains. This section is practically ready for handing over to the Railway Department, but in order to facilitate the construction work ahead it is intended to retain it some little while longer; in the meantime a regular goods and passenger service is being run for the benefit of the settlers, and is well patronized. Beyond Ohura, formation is in hand for another 2 miles. The total length of bridging on this section is 2,090 ft., practically all of which has been carried out since 31st March, 1920. There are 11,076 ft. of tunnelling, 6,451 ft. of which were practically completed prior to the period under review, and 3,670 ft. remain to be done. It is anticipated that a junction will be made with the construction work from the west end at 32 miles, thus leaving approximately 13 miles of formation yet to complete on this end. The estimated cost of completion to Tahora is £830,000, and the amount spent between 31st March, 1920, and 31st March, 1928, is £720,110. Stratford-Main Trunk Railway - West End. (Length, 9 miles 40 chains.) On 31st March, 1920, the line had been completed and handed over to the Railway Department as far as Kohuratahi, at 42 miles 26 chains. Erom there to Tahora, a distance of 5 miles 14 chains, the formation and platelaying had been completed, and the ballasting and general cleaning up of the section was in hand. A small amount of work had been started on the section beyond, but this was shortly discontinued, and when the section to Tahora was handed over to the Railway Department on 21st November, 1924, practically all activities at this end of the line ceased. In 1926 construction work was again commenced at this end of the railway, a vigorous policy being initiated, and the piercing of the four large and two small tunnels which were the main obstacle to the final completion of the line was put in hand. In order to deal effectively with the large amount of tunnelling on this section, a large steam-power house for generating electric energy for the construction works was erected at Tangarakau Flat, and the work generally is well equipped. At the present time, of these six tunnels which constitute the main part of the formation of this end of the line, one, with a total length of 2,041 lineal feet, has been completed, and four others, involving lengths of 3,574 ft., 4,158 ft., 726 ft., and 410 ft. respectively are in hand, while one is so far untouched. The total length from Tahora to the point of junction with the construction from the eastern end is 9| miles, and the estimated cost of completion for the whole line, including the eastern end, is £830,000. The expenditure from the time of recommencing (in 1926) the work was £238.470.

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Opunake Branch Railway. (Length, 23 miles.) On 31st March, 1920, the formation on this line had been practically completed as far as Kapuni Station yard, a distance of 6 miles 74 chains. Beyond Kapuni a further length of 2§ miles was well in hand, but platelaying and ballasting had not commenced, and a considerable amount of bridging had yet to be done on the sections mentioned. Since then the line has been completed to Opunake, a distance of 23 miles, and was handed over to the Railway Department on 12th July, 1926. On this section one of the most important works was the construction of the Waingongoro Bridge, 312 ft. in length, made up of a series of five concrete arches. In addition to this, there are 1,910 ft. of bridging, mostly consisting of steel girders on concrete piers. The cost of construction was £451,699. Midland Railway. (Length, 7 miles 68 chains.) For some time prior to 1920 work on this railway had been suspended ; the line had been handed over to Glenhope, and about 2| miles of formation towards Kawatiri was almost completed. Work was renewed in 1920, and has been carried on steadily since. In June, 1926, a length of 3 miles 73 chains was completed and handed over to the Railway Department. From Kawatiri to the Gowan Bridge, a distance of 3 miles 75 chains, the formation is practically completed, the platelaying, ballasting, and erection of the station buildings at the Gowan Bridge being the only work yet to do. The expenditure from 31st March, 1920, to 31st October, 1928, has been £196,519, and the estimated cost to complete to the Gowan is £20,000. Arthur's Pass Tunnel and Approaches. (Length, 8 miles -14 chains.) Of the total length of 8 miles 14 chains, the tunnel itself comprises 5 miles 554 yards, and on 31st March, 1920, although the headings had actually been holed through in August, 1918, there still remained approximately 50 chains of enlarging and concreting to complete. On 16th September, 1920, a contract was let for the electrification of the tunnel and the adjoining station-yards. The erection of the large powerhouse and the installation of the steam plant was carried out by the Department. The whole section was handed over to the Railway Department on 26th May, 1924. Total expenditure, including station-yards, £1,527,393. Expenditure since 31st March, 1920, £738,108. Greymouth - Point Elizabeth Railway. (3 miles 45 chains to 6 miles 10 chains. Length, 2 miles 45 chains.) The extension of the Greymouth - Point Elizabeth Railway from the existing terminus at 3 miles 45 chains to the new terminus at Rapahoe (6 miles 10 chains) was commenced in 1920, and was completed and handed over to the Railway Department on 3rd September, 1923. In addition to the railway proper, it was necessary to construct 32 chains of line from the main line to the beach for the purpose of obtaining ballast. The line terminates at Rapahoe, where the station-yard was constructed and bins erected for the handling of coal from the State mine. Cost of construction was £74,139. Lawrence-Roxburgh Railway. (34 miles 69 chains to 58 miles 69 chains. Length, 24 miles.) In 1920 permanent surveys were completed for the formation beyond Beaumont, and work was commenced on the Beaumont-Miller's Flat Section in 1921 to provide relief work, and was carried on under these conditions until September, 1924, when relief-work rates of pay were abolished and construction carried on under normal conditions.

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The formation, platelaying, and ballasting were completed, and the section handed over to the Railway Department on 16th December, 1925, the principal work apart from general formation, being the construction of five bridges, of a total length of 480 ft., and station buildings at Miller's Flat. A goods service was run on the section for some little time prior to the handingover. In July, 1926, formation work was commenced on the further section to Roxburgh at 58 miles 69 chains, a length of 9 miles 10 chains. This section was completed and handed over to the Railway Department on 19th April, 1928. In addition to earthwork, platelaying, and ballasting, 370 ft. of bridging was carried out, and station buildings erected at Teviot and Roxburgh. The cost of construction from Miller's Flat to Roxburgh was £135,845, and from Beaumont to Miller's Flat £273,030. Orepuki-Waiau Extension. (Length, 8 miles 18 chains.) This section extends from 48 miles 23 chains to 56 miles 41 chains, and construction, which had ceased for some time on this section, was resumed in October, 1919. The work was, however, prosecuted only on a small scale, and the section was finally completed and handed over to the Railway Department on 20th. October, 1925. There is a total of 580 ft. of bridging, but construction work generally was not heavy. The cost of construction was £112,378. Otago Central Railway—Cromwell Section. (44 miles 52 chains to 52 miles 6 chains. Length, 12 miles 34 chains.) Work on this railway was practically completed at 31st March, 1920, the actual work still to complete being the construction of five bridges and the final trimming-up and ballasting throughout. In addition, it was found necessary to construct a number of concrete floodchannels at some of the bridges and culverts to cope with cloudbursts, which are of comparatively frequent occurrence on this section. The line was handed over to the Railway Department on 9th July, 1921, goods and passenger service having been carried on by the Department for some time prior to that date. Trial surveys of the route from Cromwell northwards have been made via Lowburn, crossing the Clutha River, Cromwell, and Bendigo ; also, alternative routes and bridge sites have been surveyed at the gorge in Cromwell. These surveys have been completed to 71 miles. Cost of construction was £152,683. Westport-Inangahua Railway. Prior to 1920 the majority of the heavy formation work on the section beyond Tekuha had been completed, and all construction work had ceased about 1915. When it was decided to recommence work in 1926 the completion of formation, the erection of bridges, platelaying, and ballasting were the main items yet to do. Since then a section of 3 miles 8 chains from Te Ivuha to Cascade Creek has been completed, and the Railway Department are operating trains over it in connection with the Cascade Coal-mining Co.'s mine. From this point, at 8 miles 78 chains, work is in hand to 13 miles, bushfelling and clearing being completed, and the formation for the first 2 miles being almost complete. The survey to Inangahua Junction, at 27 miles, has been completed, but the final estimates for the completion have not yet been prepared. The formation of this line is very heavy, both for the portion completed and for the greater part of that vet to do, as it runs through the Buller Gorge and involves very heavy rock excavation. The expenditure since 31st March, 1920, is £106,194, and the provisional estimated cost to complete is £602,800.

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New Zealand Railways Construction.—Return showing the Average Number of Men employed from 1920 to 1928.

Hydro-electric Development. The policy that the Government should provide for the supply of electricity in bulk wherever the same is required was standardized, and estimates were made for a considerable number of years in the future as to the demands in various localities, and a programme of development was decided upon to provide for the demand. In addition to the Government's policy of developing power in bulk, its policy of having the reticulation and distribution of the power carried out by Electricpower Boards was encouraged and assisted not only by the advice of the Department's officers, but also by the passing of legislation which would make for smoother and more efficient working in connection with the policy of providing every one, within reason, with the advantages of moderately priced electric power. So far the works carried through have been very successful, and at the present lime at least two-thirds of the total population is supplied with electric power,

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i 1920. | 1921. | 1922. i 1923. 1924. I 1925. ! 1926. I 1927. j 1928. North Island Railways. North Auckland Main Trunk— j . Ngapuhi Northward .. .. .. .. .. 42 4 1 8 Waiotira .. .. 560 I 580 575 310 360 135 Ranganui-Kirikopuni — Whangarei District .. .. 180 230 265 i .. .. Auckland District .. .. 145 145 185 120 | 110 60 Okaihau Northwards .. .. .. .. .. .. .. 75 175 250 300 Kawakawa-Hokianga .. .. 82 55 40 42 .. Whangarei Branch .. .. 100 95 100 105 95 95 Kaihu Valley Extension .. .. 52 42 37 13 Dargaville Branch .. .. .. .. .. .. I .. 55 200 Tauraroa Quarry .. .. .. .. .. .. .. 40 50 50 50 East Coast Main Trunk— Tauranga Eastward .. .. 350 380 435 460 j 425 400 345 265 210 Tauranga Westward .. .. 45 32 9 j Waihi Eastward .. .. 50 50 105 155 i 115 82 85 68 45 Waihi Eastward (contractor's men) .. .. .. J 155 430 475 255 130 Napier-Wairoa .. .. 170 115 110 220 1 340 495 550 505 435 Gisborne-Wairoa .. .. 80 80 55 60 45 20 12 6 13 Waikokopu Branch .. .. 120 230 335 265 330 205 80 45 40 Auckland-Westfield Deviation .. .. .. .. .. .. 300 405 405 360 Waiuku Branch .. 55 51 35 Waikokowai Branch .. .. 6 6 .. .. j .. Paeroa-Pokeno .. .. .. .... • • 6 5 5 .. ,. Himtly-Awaroa .. .. 27 60 80 45 21 Rotorua-Taupo .. .. .. .. .. 5 6 5 3 Palnierston North Deviation .. .. .. .. .. ! .. .. 30 80 200 Rimutaka Deviation .. .. .. 8 8 5 4 i Tawa Plat Deviation .. .. .. .. .. .. i .. .. 110 245 Hutt Deviation .. .. .. .. .. j .. J 80 190 175 Stratford Main Trunk Railway— West end .. .. .. 55 35 35 50 , 45 95 200 260 290 East end .. .. .. 85 70 110 140 1 155 1 150 155 170 215 Opunake Branch.. .. .. 52 40 110 150 1 192 185 120 South Island Railways. Bealey-Otira .. .. .. 190 185 215 130 83 3 1 1 Nelson-Westland .. .. 30 27 29 50 . 82 86 83 80 60 Westport-Inangahua . . . . .. .. .. .. '32 60 35 35 110 Greymouth - Point Elizabeth .. 79 48 57 21 Waihao Downs .. .. .. 31 11 Clyde-Cromwell .. .. .. 95 50 Lawrence-Roxburgh 110 185 200 210 155 163 85 21 Onepuki-Waiau .. .. .. 45 22 28 47 70 43 Totals .. .. 2,124 2,177 2,568 2,885 3,105 3,652 3,472 3,260 3,059

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The Government's scheme for the public supply of electricity has been based on a generating-plant capacity of £ horse-power per head of population. The generating plants throughout the country (Government and local authorities) are now equivalent to about i horse-power per head of the total population of the Dominion. In the period under review—viz., March, 1920, to March, 1928 —the growth in output from the various Government power-stations has increased from 7,000 kw., with a unit output of 33,000,000 units, to 57,000 kw., and 257,000,000 units ; and the actual operating capital involved from £422,000 in 1920 to £4,544,000 in 1928. In addition to this, a further sum approximating to £3,000,000 is now in construction, and will be brought to revenue within the next twelve months. Coleridge. In the year ending 1920 the Lake Coleridge scheme, which was then the only Government scheme in active operation, had an installed capacity of 6,000 kw. This was increased to 12,000 kw. by the addition of two 3,000 kw. units in 1923 and 1924- respectively. The addition of a further two units of 6,000 kw. capacity each in 1926-27 brought the station to its present capacity of 24,000 kw., and preparations are now in hand for the installation of a further 6,000 kw. set, which is now on order. H ORAHQRA. This power-station, of a capacity of 6,300 kw., was purchased from the Waihi Company in November of 1919, and taken over by the Government in March of the following year. Growth of load necessitating extensions to the plant in 1925, two additional 2,000 kw. units were installed, bringing the capacity of the station up to 10,300 kw. Mangahao and Waikaremoana. Work on the Mangahao scheme, on the installation of .18,000 kw. of plant, was commenced in 1920, and the station put into operation in 1924. This was such an immediate success that within two and a half years the station was overloaded, and the work of constructing a further station at Waikaremoana had to be put in hand earlier than was anticipated to relieve the situation. This last scheme (of which the first section only is in hand) will have an ultimate capacity of 105,000 kw. At present two 15,000 kw. units are in process of installation, and should be in operation early in the coming year. Arapuni. After extended investigation at Arapuni, a site for the dam was selected, and a contract let for the complete work in July, 1924. There have been one or two unfortunate hitches in the work ; however, No. 1 Section is completed, and No. 2, or the Powerhouse Section, which has been taken over from the contractors by the Department, is progressing so favourably that it may safely be anticipated that supply therefrom wiil be available by the middle of next year. The present installation consists of three 15,000 kw. units, and demand of the district is such that the station will be fully loaded from its inception. Waitaki. To cope with the demand in the South Island, work on a new station at Kurow, on the Waitaki River, has been put in hand. The first installation will be of the order of 30,000 kw. out of an ultimate capacity of 75,000 kw. Tenders for the main items of plant have been called, and construction is being pushed, with the aim of having the station in operation in the winter of 1931-32. General. The total plant capacity in the Dominion in 1920 in both Government and other supply authorities' stations was 43,899 kw. feeding 54,900 consumers, and representing an invested capital of £3,250,000. To-day the installed plant capacity is 146,360 kw., feeding 244,000 consumers, and representing an invested capital of £20,000,000. The total length of distribution-lines has grown in the period mentioned from 2,500 in 1920 to 17,063 route-miles in 1928. In the year ending 31st March, 1920, under the Power Boards Act, ten Power Boards had been formed, to serve a then population of 138,000, and an area of 17,000

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square miles. Five of these districts took a poll for a loan amounting in all to £2,000,000. The following table gives the growth of reticulation year by year from 1920 to .1928

Amendments to the original Act were passed in 1919, 1920, 1921, 1922, and 1923, and all consolidated in the Power Boards Act, 1925. In April of 1925 an Act to make provision for the registration of engineers came into force, and the following year an Act enforcing the registration of electrical wiremen. The net result of this last has been to considerably raise the standard of work all round, to the material benefit of the consumer. In July of 1927 new regulations governing electrical supply and wiring were brought into service, being necessitated by the huge growth in the system of supply. ROADS CONSTRUCTION. Progress in respect to Roads Construction during the Period from Ist April, 1920, to 31st March, 1928. During the period mentioned above a sum amounting to £4,949,030 was expended by the Government on the construction of roads and bridges other than main highways. Details of the amounts of each class of roadwork completed are set out in the following statement, the figures shown representing the lengths completed either out of funds provided wholly by the Government or towards the cost of which the Government assisted the local bodies by way of subsidies.

Regarding the policy of the Government, in so far as roading is concerned, several new principles have been adopted which have tended to smoother and more advantageous working of the Public Works Department and greater co-operation between the Department and the local authorities. Among these is the system whereby the amount of funds made available by Parliament for roading purposes is automatically allocated to the various counties throughout the Dominion. The factors used in this system represent " Area," " Population," " Amount of rates derivable," " Total mileage of roads in use apart from metalled or surfaced roads," " Loans raised by local bodies," " Value of undeveloped Crown and Native lands," and " The estimated amount required to complete all roads as metalled roads." This system has worked very satisfactorily, and has been the means of a fairer distribution of the roading funds to the various districts than was previously the case. The area

Year ending Slat March, Stf Area of District p lation . Amount of Number licensed. supplied. 1 Loan. operating. Sq. miles. £ 1920 .. .. .. 10 17,000 138,000 2,000,000 1921 .. .. .. 14 19,000 158,000 2,900,000 1922 .. .. .. 23 31,000 470,000 4,900,000 4 1923 .. .. .. 31 47,000 582,000 6,600,000 9 1924 .. .. .. 36 58,000 680,000 7,900,000 13 1925 .. .. .. 40 62,500 776,000 9,400,000 27 1926 .. .. .. 41 63,300 781,000 10,100,000 32 1927 .. .. .. 42 64,000 800,000 11,000,000 34 "1928 .. .. .. 4-3 67,000 866,000 11,300,000 35

Formation. Surfacing. Period. Bridges. Culverts. 16 ft and TT , , „ n , » Metal or Under 16 ft. Concrete, &c. „ , over. Gravel. M. ch. M. ch. M. ch. M. eh. Lin. ft. Lin. ft. 1/4/20 to 31/3/23 .. 267 11£ 962 52 5 14 990 29£ 40,266 110,647 1/4/.23 to 31/3/24 .. 94 49f 375 23f 2 4 4-78 14f 17,477 47,481 1/4/24 to 31/3/25 .. 145 29J 323 59J 13 44 401 5| 15,268 52,388 1/4/25 to 31/3/26 .. 149 44| 309 41 12 65-| 456 20J 12,155 42,907 1/4/26 to 31/3/27 .. 124 10J 309 47-J 9 59" 453 29| 15,226 50,524 1/4/27 to 31/3/28 .. 173 22J 316 61| 5 12 489 19|- 15,188 65,318 Totals .. 954 8£ 2,597 45J 48 38J 3,268 39 115,580 369,265

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which were backward in roading and development have thereby received a greater proportion of the money than they otherwise would have done. During recent years the ever-increasing motor traffic necessitated considerable attention being paid to the question of road surfacing, and, with a view to reducing the cost of upkeep, the Government decided to adopt the principle of assisting local bodies with the cost of laying down bitumen or other improved surfaces. At the same time the question of the future maintenance of surfaced roads had very careful consideration, in order to avoid a wastage of Government funds by the metalling or other surfacing of roads for which the controlling authority had not sufficient funds to cover adequate maintenance. As a result it was decided that in all cases where subsidies or grants for metalling purposes were applied for the local body had to satisfy the Government that its] finances would permit of a sufficient sum being set aside annually for maintenance purposes, and [for some time past it has beemthe practice to obtain resolutions to that effect before authorities covering the Government's quota have been actually issued. This practice has worked very satisfactorily, and doubtless many thousands of pounds of Government funds have been saved. Mention has already been made of the automatic allocation system, and in this connection, although the backward districts received a certain amount of relief thereby, it was realized that many of the sparsely isolated areas were still in urgent need of additional assistance. The Government, therefore, decided in 1926 to create a new vote to be known as the " Roads to give access to outlying districts vote," and the first funds were made available under this vote in 1927. The idea of annually setting aside a specific amount apart from the ordinary Roads vote, which is automatically allocated, was for the purpose of enabling the Government to grant more liberal assistance in those cases where the outlying settlers were clamouring for access, and the local authority, owing to the small amount of rates received, was unable to provide anything towards the cost. The operation of this vote has resulted in great benefit having been derived by these settlers, as a result of roads having been completed which in ordinary circumstances would not have been put in hand for many years. HIGHWAYS. As the result of the appreciation by the Minister of Public Works (at that time the Hon. J. G. Coates) of the difficulties under which local authorities, particularly County Councils, were struggling in their endeavours to keep the roads of the country in a fit state to carry the rapidly increasing number of motor-vehicles, the idea was conceived of raising revenue from those who used the roads for motor transport and allocating these funds to assist rural local authorities in maintaining and improving the standard and construction of the chief roads of the Dominion. As the result of a considerable amount of investigation and consideration the Main Highways Act, 1922, was drafted, introduced to Parliament, and passed. At the time the Act was passed there was no system of registration throughout the Dominion, and consequently there was no source by which evidence could be obtained as to the number of motor-vehicles then existing, or concerning the rate at which they were increasing. The provisions of the Act were therefore drawn on fairly conservative lines. The chief purpose of the Act was to declare a system of roads throughout the Dominion as main highways, and to give to the local authorities controlling them a pound-for-pound subsidy on the cost of new works, and a £l subsidy on the cost of maintenance. Soon after the Board began to function and the motor-cars to be registered it was realized that more money would be received in revenue than had been anticipated, and a year after the Board began to function the rate of subsidy for maintenance was increased from 10s. for £l to £l for £l. The number of motor-cars still increased at a very high rate, and in 1926 the rate of subsidy was increased again to 30s. for £l, and during the last session of Parliament, 1928, the Act was further amended and the rate of subsidy is now £2 for £l. In addition to increasing the maintenance subsidy, generally, very many special cases were given a specially liberal subsidy, and in some cases the Board has even carried out large works with free money. The record of the Highways operations has been one of continual increase in the rate of assistance both for maintenance and construction, together with an increase in the mileage of highways, and a general increase in the liberality with which all matters were treated. Last year the ability of the Board to still further assist was made possible by the imposition of the petrol-tax.

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The system whereby the Board has purchased plant on behalf of local authorities, thereby obtaining the best terms, and allowing the local authorities to pay for the same under the hire-purchase system, has given great satisfaction. In addition to assisting rural local authorities in accordance with the spirit of the first Act, assistance has been extended first to small boroughs, and later to all boroughs, and even the large cities obtain a considerable amount of assistance from the funds derived from the petrol-tax. The attached sheet gives an indication of the work accomplished by the Board since it commenced actual operations. The Board now has in course of construction a large mileage of high-class pavements, including many miles of concrete pavement on roads radiating from Christchurch, as well as up-to-date pavements extending radially from most of the large centres of population.

Return showing Main-highway Construction Work completed 1924 to 1928.

IRRIGATION. The policy was continued of providing water for irrigation to all lands tlie owners of which, were prepared to enter into binding agreements to pay to the' Government the cost of storing, transporting, and distributing irrigation-water, and which were, in the opinion of the Government's agricultural advisers, sufficiently promising to justify the expectation of ultimate success. The lands of the arid area in Central Otago were examined, the soil survey in great detail being a most valuable portion of the investigation. Considerable assistance to settlers in the dry belt was also rendered by the establishment of a demonstration irrigation farm on which the suitability of various crops, kinds and methods of farming, are being tried out under the direction of the Department of Agriculture, assisted by local committees of practical farmers, together with engineers of the Public Works Department. The benefits derived from irrigation are manifested in the new era of prosperity which has commenced in Central Otago —the increased business on the railways, larger carrying-capacity of the land, and incidentally increased revenue to the Government in the sale of water. The effects of the water on the land, the suitability of various crops, the amount of water necessary for economic farming on land of varying quality, the marketing of produce from irrigated areas, and all the other complicated questions connected with the development of a new system of farming have been the subject of continual study by the Government and its officers. The material progress attained has been as follows : — M. ch. Length of main canals in 1921 .. .. .. 85 55 Length of main canals in 1928 .. .. .. 299 29 Increase .. .. .. .. 213 54 Length of distributaries in 1921 .. .. .. 91 78 Length of distributaries in 1928 .. .. .. 245 67 Increase .. .. .. .. 153 69 Number of schemes completed and under construction in 1921, seven — viz., Steward Settlement, Otekaike, Ida Valley, Galloway, Manuherikia-Alexandra-Clyde (No. 1), Ardgour, and Earnscleugh (Fraser River).

Formation Gravelling Tar and Bitumen Portland — and and Bitumen Macadam Bitumen Cement Bfid Widening. Metalling. Sealing. Couorete - Concrete. M. oh. M. oh. M. oh. M. oh. M. oh. M. oh. Feet. 1924-25 .. .. .. 18 60 62 76 6 19 2 72 1 55 .. 2,434 1925-26 .. .. .. 45 10 88 12 16 00 45 26 3 50 6 24 5,168 1926-27 .. .. .. 173 59 150 65 35 80 38 30 11 63 15 70 6,408 1927-28 .. ... .. 173 20 133 22 83 16 33 52 0 14 6 16 7,760 - 1924-28 410 69 435 15 140 43 120 20 17 22 28 30 21,770

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Number of schemes completed and under construction in 1928, fourteen — viz., Steward Settlement, Otekaike, Galloway, Ida Valley, Manuherikia-Alexandra-Clyde (No. 1), Ardgour, Arrow River, Hawkdun, Earnscleugh, Last Chance, Tarras, Bengerburn, Teviot River, and Teviot River Extension. Acres. Areas commanded by schemes completed and under construction in 1921 .. .. .. .. 71,000 Areas commanded by schemes completed and under construction in i 928 .. .. .. .. 101,747 Areas irrigated in 1920 .. .. .. .. 3,200 Areas irrigated in 1928 .. . . .. .. 33,749 Increase .. .. .. 30,549 £ Total amount expended on schemes to 31st March, 1920 194, 835 Total amount expended on schemes to 31st March, 1928 785,401 Increase .. .. .. .. 590,566 Number of irrigators in 1928 .. .. .. 288 Revenue derived from sales of water from schemes in operation— £ Year 1921-22 .. .. .. .. .. 2,032 Year 1927-28 .. .. .. .. .. 8,527 Number of schemes under investigation in .1928, ten —viz., Maniototo, Cromwell Flat and Lowburn, Upper Manuherikia, Hawea Flats .(first alternative), Hawea Flats (later alternative), Chapman's Gully, Bendigo Flat, Miller's Flat, Luggate Burn, and Scandinavian. Area commanded by schemes investigated . . . . . . 245, 000 acres. Soil survey in the irrigation districts has been completed and plans are being prepared. 250,000 acres were surveyed last year, in addition to 625,000 surveyed in the previous two years. A deferred scale of charges was put into operation in the later part of 1925. Under this system the rate for the first year of supply is on a very low basis, the scale rising in a period of six to ten years to its maximum. This policy was adopted to assist irrigators in the early years of development of an irrigation farm and while irrigators are gaining experience in that class of farming. A demonstration plot of .10 acres was laid down at Manuherikia in 1926 for the information of intending irrigators. A demonstration plot of 15 acres was laid down at Earnscleugh in 1926 under the border-dyke system, half was sown in permanent pasture and half in lucerne. Experimental plots are situated at Earnscleugh, Springvale, Tarras, and Galloway, and were laid out by the Public Works Department with the object of ascertaining the most economical use of irrigation-water on the varying types of soils represented, a particular feature being the use of the border-dyke system of water-distribution. Last year the Government set up an investigating committee, under the chairmanship of the Assistant Engineer-in-Chief of the Public Works Department, to report to the Government. The order of reference of this committee included an examination into the question of the duty of irrigation-water, of the question of the rates of payment therefor, and of the future administration of irrigation undertakings. This committee has now completed an exhaustive investigation and has prepared its report, which, when before the Government for consideration, will be found a most valuable and constructive report. Since the return of land actually irrigated which accompanied the Public Works Statement of last year was compiled, a further 11,040 acres have been brought under water-supply. BUILDINGS. The increasing population and the expansion in Government activities has made it necessary to enlarge our public buildings of various kinds in many places, as well as to erect new buildings, the necessity being brought about in some cases by the obsolescence of the old buildings, by their decay, or by their having become too small. This has required an average annual expenditure of £283,483, without schools.

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One of the largest buildings which the Government had in hand before the war —that is, the Parliament Buildings —has been at a standstill, the Government having felt that, with the many calls upon the public purse for things which could not be postponed, it was advisable to delay further expenditure 011 these buildings as long as the wooden part could be made to last. This is not an indication that the Government is satisfied to leave the most important building in the State in an unfinished condition, but simply arises from the impossibility of providing money for every purpose simultaneously. It is rather difficult to indicate in a tabulated statement the extent of building-work, because individual buildings for the same purpose, but in different localities, may vary in cost anywhere between £100 and £100,000. At the request of the Minister of Education, the Public Works Department undertook the work of designing and erecting secondary-school buildings. This work had previously been carried out by private practitioners employed by the various School Boards and other authorities controlling secondary education. This has involved very considerable increase in the work of the Department. Later, at the instigation of the Department of Health, arrangements were made for the Department to act for Hospital Boards who desired to avail themselves of Public Works organization and the specialized knowledge of the Government Architect and his staff. The system is an optional one, and has been considerably availed of, with satisfactory results. The succeeding details set out the position fairly well. It will be seen that there has been a new post-office or telephone exchange erected every three weeks. The following is a list of the various buildings erected during the period 1920-28 :— Department of Agriculture. Sixteen buildings, of a total cost of £23,675, were erected, and plans, &c., wereprepared for one building, erection of which was deferred. Courthouses. Thirteen Courthouses, of a total cost of £31,750, were completed, and plans, &c.> were prepared for two buildings which were not erected. One of these (Blenheim) was estimated to cost £16,500. The largest job was the new Arbitration Court, Wellington, completed this year at a cost of approximately £12,000. Plans are practically completed for a new Courthouse at Hamilton, to cost about £20,000. Defence Department. Twelve new buildings have been erected, at a cost of £41,600. Other extensive works have been carried out by the Department at Ngaruawahia Mobilization Camp, and the new Air Force Base at Hobsonville, Auckland, is being rapidly pushed on with. Departmental Buildings. Nine new buildings, of a total cost of £40,700, have been completed. This item includes the model village at Arapuni Hydro-electric Works, and quarters for substation staff operators in several localities. At Taumarunui a new building to house the various departments was provided at a cost of approximately £10,000. Education Department. Secondary Schools. Sixty buildings, costing approximately £296,000, have been erected in the period 1924 -28. These figures include a number of additions to existing schools, ranging in cost from £2,000 to £20,000. " Among new high schools may be mentioned : Whangarei High School, £42,000 ; Southland Boys' High School, £36,000 ; Hastings Technical High Scho6l, £30,000 ; Hutt High School, £20,000 ; Wellington Technical Workshops, £15,000; Marlborough High School, £16,000 ; Timaru High School, £14,000. Additions, in the nature of an assembly hall and extensions of the class-room accommodation, to the Seddon Memorial Technical College, Auckland, absorbed approximately £20,000.

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Health Department. Seventeen buildings were erected between 1923 and 1928, at a total cost of £80,950. Plans liave been prepared for a large maternity hospital and nurses' home at Christchurch, but the job has not yet been commenced. This will cost between £40,000 and £50,000. At Hanmer Springs a hospital for women was erected at a cost of £25,000, and a nurses' home to accommodate sixty nurses is in course of erection. Other buildings and extensions of buildings have been completed at the various sanatoria and other institutions under the direct control of the Health Department. Hospital Boards. During the period 1925-28 thirty buildings were erected at a cost of £180,350. Plans, &c., were prepared for five buildings which were not erected, on account of temporary financial stringency. The figures include several large additions to existing hospitals, in the nature of new wards, operating, kitchen, and laundry blocks, &c., and new nurses' homes. Very extensive works were recently carried out at Wellington Hospital to provide a new boiler and machinery block, kitchen block, and laundry block to serve the whole of the institution. At Napier new buildings, costing well over £20,000, have been provided during the last couple of years, and the new Fallen Soldiers Memorial Hospital, Hastings, provided by public subscription, was completed this year at a cost of £21,000. Other extensive works have been spread over the country from Auckland to Southland. It is to be noted that, while Hospital Boards have the option of engaging private practitioners, most of the Boards have elected to make use of the Public Works organization, and the results have proved very satisfactory. Internal Apeatrs. Eleven buildings of a varied nature, and costing approximately £20,300, were erected during the period. Mental Hospitals Department. Seventy-one new buildings have been erected. The majority of these are in the nature of new blocks for existing institutions ; others form the nucleus of new institutions. The total expenditure was approximately £400,400. Thirty-seven of the seventy-one buildings were erected during the last three years. Two jobs cost over £30,000 each, and another one £20,000. The great majority of the buildings cost less than £10,000 apiece, the modern trend being towards detached units in which varying types of patients can be segregated and treated according to the nature of the complaint. This system is also more hygienic, and is a great advance on the old system of herding large numbers of patients in large buildings. A " villa," as the new buildings are called, houses from thirty to forty patients, and each " villa "is given a name. Every possible consideration is given to aspect and prospect, and the surroundings made as bright and cheerful as possible. Native Schools. Thirty new buildings have been erected at a cost of £41,150, seventeen of them since 1926. It will be noticed that the average cost of the buildings is under £1,400, and every effort has been made to provide the small schools required in the scattered districts. Police-stations. Forty-five new buildings have been erected, at a cost of £96,600. The largest number erected in any one year was ten in 1924. No large buildings have been erected, the whole of the forty-five jobs being in the nature of residences and small offices. Post-offices and Telephone Exchanges. One hundred and forty-nine buildings have been erected since 1920, a yearly average of more than sixteen buildings. The total expenditure was £574,620. These figures include several additions to existing post-offices ranging in cost from £5,000 to £22,000,

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Plans, &c., have been prepared for four large buildings which have not yet been commenced. Amongst these is the Dunedin Post-office, nine stories high, covering a whole city block, and estimated to cost not less than £200,000 ; High Street (Christchurch), £l 6,000 ; Courtenay Place (Wellington), £30,000. The largest buildings erected in the period were : Wellington Automatic Telephone Exchange ; £35,000; Napier Post-office, £53,000 (in course of erection) ; Stratford, £22,000 ; Gisborne (additions), £22,000 ; Hastings (additions), £16,000 ; Palmerston North (additions), £16,000 ; Dannevirke and Marton, £15,000 each ; Dunedin Automatic Telephone Exchange, £13,000. Prisons Department. Twenty-one new buildings have been erected, the total cost being £72,000. The largest job was the men's prison, Watts Peninsula, Wellington, which cost approximately £35,000. Tourist Department. During the last four years one new building per year has been erected, the total cost being £65,600. The greater part of this expenditure was incurred for the new hostel at Waitomo Caves. This building, which will be a great attraction to tourists, was completed this year. It includes a steam laundry and boiler-house and a refrigerating plant, while all the cooking is done by electricity. The cost was in the vicinity of £45,000. Summary. The grand total of buildings erected during the period was 488, at a cost of £1,965,690. In addition to the above, very large numbers of minor works have been carried out, and a huge volume of maintenance work attended to every year by the district offices. LIGHTHOUSES AND HARBOUR-WORKS. The policy of the Government of making our shores safer to mariners has been steadily pursued, dealing with the greater dangers first. In addition to providing new lighthouses and other aids to navigation, the policy of cheapening the cost of maintenance, without sacrificing efficiency, by the adoption of automatic lights instead of watched lights at a number of suitable stations has been followed. This is a work in which it is unwise to step too boldly in view of the vital interests concerned, but as the experience both here and in the rest of the world demonstrates the reliability of new methods, these are adopted. The following shows in detail the work that has been done in connection with lighthouses. With harbours, the greater number of these are controlled by their own local authorities; but in the case of the Westport Harbour, the Government, after full consideration of the position, decided to abolish the Harbour Board and to assume control. In addition to work in harbours actually maintained by the Government, assistance has been given in the case of a large number of small ports, either by means of direct grants or by subsidies, according to the requirements of the case, the work being supervised by the Government. Some details of the work are given. Marine Works. —Lighthouses. Since March, 1920, a considerable number of new lighthouses have been builtand, where suitable and advisable, some of the existing watched lights have been converted to automatic operation. In addition, two powerful fog-signals have been provided, direction-finder installed, new residences built, and various minor works carried out. The principal works dealt with are as under : — North Automatic flashing light provided, and now in course of erection. Cape Maria van Diemen. —Two lighthouse-keepers' cottages have been erected. Cape Brett. —New cranes, oil-engine, &c.. provided and installed. Kaipara Heads. —New beacons. Kaipara South Head. —New flashing light (automatic) provided.

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Three Kings Island. —The question of a light on these islands was fully investigated, and in place of a light, which would have involved considerable difficulty and expense to install, as well as heavy maintenance charges, it was decided to install a modern wireless direction-finding station at Cape Maria van Diemen, to enable shipmasters to fix their position under any conditions. Ohena Island. —New automatic lighthouse. Tiritiri. —This light was converted from a watched oil-burner to automatic operation. Matakaoa Point.—A. new powerful automatic light was erected here. Cow Rock, Coromandel. —Automatic light erected. Piako Paver.- New automatic light erected at river-entrance. Manukau South Head. —Apparatus provided, and about to be installed. French Pass. —A new automatic flashing light has been provided in place of the old oil-burning light. East Cape Lighthouse.—The lighthouse, buildings, &c., were transferred to the mainland and re-erected, on account of the fretting - away of the island, which endangered the original site. Somes Island. —Converted from watched to automatic operation. Chetwode Island.—A steel tower and automatic light was erected. Stephen Island. —New winches and improvements to inclines, as well as the provision and installation of a wireless receiving and sending outfit. Pencarrow Head. —New and powerful fog-signal installed. Godley Head. —New and powerful fog-signal installed. Cape Fouhvind. —Existing watched light converted to automatic operation (first use in New Zealand of new type of Dalen incandescent burner). Kahurangi.—Existing watched light converted to automatic (same type as Cape Foulwind). Chatham Island. —New electrically operated light erected on wireless-mast. Puysegur Point. —This station was equipped with a wireless sending and receiving outfit in place of the old land line, which was expensive and unreliable owing to the difficult nature of the country traversed. Anglem Point.—New automatic light provided. Dog Island. —The existing optical apparatus, which had been in use for many years and had become obsolete, was replaced by a standard second-order lens with incandescent oil-burner. A new keeper's cottage was also erected. Kahu Rocks. —Apparatus on order 'Cape Egmont. —One of the latest type of powerful automatic lights has been ordered, and will be installed immediately on delivery. Cape Campbell. —Two lighthouse-keepers' cottages have been erected. Gable Island. —New automatic lighthouse. Marine Works —Harbours. Westport Harbour. —This harbour was taken over by the Government on the Ist April, 1921, and the control of the various harbour-works, dredging, &c., has been exercised by the Marine Department, while the wharves and railways connected with the port have been controlled by the Railway Department. The volume of dredging has been greatly increased during the past two years, and a large amount of work has been carried out in strengthening and protecting, with heavy stone, portions of the river-banks which showed signs of erosion, while the breakwaters have been well maintained and strengthened where necessary. Karamea Harbour. —At this harbour, which is under the control of the Marine Department, very extensive works have been put in hand in order to replace the existing pile and fascine breakwater with stone. A quarry has been opened up, miles of tram-line constructed, and the depositing of the necessary stone is now in hand. Increased wharf and shed accommodation has also been provided. Waikokopu. —In order to cope with the increasing traffic at this port, due to the deterioration of the Port of Wairoa, a substantial wharf-, crane, goods-sheds, and railway terminal facilities have been provided. A contract is also in hand for the construction of a stone breakwater. General. —A large number of works were carried out by or under the supervision of the Department in addition to those which are directly under the control of the Government. Among the principal are the following : —

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Russell: Concrete Wharf. Kawhia : Wharf. Whangaroa : Concrete wharf. Elmslie Bay : Wharf. Kaikoura : Improvements to boat- Mokau : River improvement. harbour. Collingwood : Wharf. Bruce Bay : Landing-crane ancl Rawene : Launch-landings. approach bridge. Chatham Islands : Surveys and harbour Stewart Island : New wharf. investigations generally. One Tree Point: New wharf. Kawakawa Bay : Wharf. Kawau Point: New wharf. Little Wanganui : Wharf. Kaipara Point: Wharf. Manaroa, Pelorous Sound : Wharf. Pahea Point: Wharf. Matakawa : Wharf, &c. "Naumai: Wharf. Karaka Point: Wharf. Miranda : Wharf. Opunake : Harbour improvements. RAILWAYS IMPROVEMENT. In accordance with the Railway Department's policy of improving main-trunk lines., deviations at Auckland (extending to Westfield), Wellington (extending to Tawa Flat), and Palmerston North —a length of 6|~ miles —were decided upon. These deviations, which involve heavy work, with a double - track line and considerable tunnelling, will have the effect of greatly facilitating the heavy traffic to be dealt with at the respective points, by he reduction in grade, the improvement in curvature, and the providing for two-way traffic. The work of construction was taken in hand by the Public Works Department, and is now well advanced, as indicated by the details following : — Palmerston North Deviation. (Length, 6 miles 66 chains.) The purpose of this deviation was to keep the railway-line clear of the Town of Palmerston North, and it has also the effect of straightening the main line and decreasing the length by about a mile. Preliminary work was ,started on a small scale in 1926, and this work has gone on steadily since that date. One of the main features of this deviation is the construction of seven reinforced-concrete overbridges, which, owing to the fiat nature of the country, involve expensive approaches. The deviation was about one-fourth complete on the 31st March last. The expenditure to date is £103,801. Final estimated cost is not at present available, as a number of details are not yet finally settled in regard to lay-out of station-yards, &c. Tawa Flat Deviation. (Length, 7 miles 40 chains.) The object of this deviation is to cut out the heavy grades between Wellington and Johnsonville. The deviation leaves the Wellington -Wairarapa line at 1 mile 70 chains near Ivaiwarra, and joins the Wellington - New Plymouth line at 11 miles 45 chains from Wellington. Work was commenced in July, 1927, to open up No. 1 tunnel, after which the driving of the lower heading was let to a private contractor. The south end of this heading was later taken over by the Department, the contractor continuing to work the north end. Several bridges are in course of construction, and No. 2 tunnel is being opened up at the north end, and preparations are being made by sinking a shaft to allow four faces to be worked simultaneously. The estimated cost of completion is £1,010,000, and the expenditure to date is approximately £153,961. Auckland-Westfield Deviation. This deviation, 8 miles 70 chains in length, was commenced in 1925. Formation is at present almost complete, the only work still to be completed being the trimming and widening of cuttings, &c. Platelaying has just been commenced, about 30 chains of rails having been laid. On this section, apart from the general formation, the construction of the Purewa Tunnel, with a total length of 1,954 ft., the building of approximately 2 miles of embankment across Judges Bay and the Orakei Basin, with bridges totalling 380 ft., were important works. The expenditure to 31st October on this line is £502,081, and the estimated cost to complete it is £113,000, excluding rails, sleepers, fastenings, &c., which is being defrayed by the Railway Department direct.

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EXPENDITURE ON CONSTRUCTION OF PUBLIC WORKS BY PUBLIC WORKS DEPARTMENT

(Excluding Maintence Expenditure). j I ! | Six Months 1920-21. 1921-22. ! 1922-23. 1923-24. ' 1924U25. 1925-26. ! 1926-27. 1927-28. i TotaL ! 1 1928. ■i I ~ ~ ' ~ ~ " ' ~ " ' ~ i £ £ £ £ £ £ £ £ £ £ Railways .. .. .. .. j 944,150 1,276,819 1,359,722 1,216,846 1,135,896 1,146,927 1,096,368 908,668 415,484 9,500,880 Roads, &c. .. .. .. .. 512,399 552,900 643,055 746,869 603,966 565,694 575,131 669,832 301,152 5,170,998 Roads to give access to Outlying Districts .. .. .. .. .. .. .. .. 37,882 19,583 57,465 Roads on goldfields .. .. .. 11,050 11,264 4,848 2,867 2,755 3,934 2,230 2,354 788 42,090 Buildings, general .. .. 44,504 77,057 113,552 8,151 24,791 29,469 39,548 42,308 1,921 381,301 Courthouses .. .. .. .. 1,399 4,357 2,015 2,447 5,362 7,209 1,261 7,532 4,120 35,702 Prisons .. .. .. .. 40,037 41,740: 23,112 26,484 25,279 24,196 22,812 22,359 5,632 231.651 Police-stations .. .. .. 36,807 22,544' 6,298 12,838 18,553 16,594 7,412 6,191 1,302 128,539 Post and Telegraph .. .. .. 93,365 112,906! 77,112 109,115 65,917 89,866 86,052 77,195 15,031 726,559 Agricultural .. .. .. ., 9,345 1,214 514 282 3,248 7,932 4,164 2,863 290 29,852 Mental hospitals .. .. .. 27,368 41,837 13,852 26,540 68,438 117,875 68,635 51,118 35,514 451,177 Health and hospitals .. .. .. 19,628 33,712 21,134 7,591 28,234 31,177 15,840 14,357 4,195 175,868 Tourist resorts .. .. .. .. 19,041 17,996 5,435 7,264 12,343 44,486 31,981 36,673 10.516 185,735 Lighthouses .. .. .. .. 567 16,351 3,259 4,470 2,852 5,691 5,758 7,979 328 47,255 Harbour-works .. .. .. .. 4,171 2,334 6,224 6,334 423 2,717 13,262 15,891 8,204 59,560 Lands, miscellaneous .. .. .. .. 17,478, 26,202 18,172 34,172 70,492 55,267 72,898 40,700 335,381 Irrigation .. .. .. .. 55,344 82,713 58,131 95,467 127,995 56,196 56,937 46,937 16,361 596,081 Electric supply .. .. .. .. 356,451 834,060 • 454,014 *812,971 847,478 945,532 1,130,013 1,389,341 654,161 7,424,021 Waihou and Ohinemuri rivers improvement.. 62,249 54,379 66,708 70,533 53,887 47,908 65,855 59,644 28,348 509,511 Highways-construction .. .. .. .. .. .. .. 225,454 380,448 549,649 547,997 200,139 1,903,687 Roads to open up Crown lands .. .. 28,896 51,471 78,350 49,185 13,144 17,180 12,714 6,337 .. 257,277 Railways Improvement Account (Public Works .. .. .. .. 19,065 224,911 203,104 275,867 174,547 897,494 section) Totals.. .. .. ..12,266,771 3,253,132 2,963,537 3,224,426:3,319,252 3,836,434- 4,043,993 3,302,223 1,938,316 j 29,148,084 , J l ! - ! Expenditure by other Departments —e.g., Telegraph extension, additions to open lines, contingent defence, and purchases of Native lands —is excluded.

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RELIEF OF UNEMPLOYMENT BY THE GOVERNMENT. Period May. 1926, to 24th November, 1928. Introductory. The present series of relief works was commenced in fclie latter end of May, 1926, with 74 men engaged during the week ended 29th May, and the numbers increased rapidly until there were 1,207 men employed on 20th November of that year. Men then left to return to seasonal occupations, and there were only 381 men on relief works in the middle of February, 1927. The registrations with the Labour Bureaux showed a decided increase about that time, and instructions were issued for further relief works to be started, and the number of men employed on relief works rose rapidly to 2,626 early in September, 1927. There was a gradual diminution from that date until the middle of February, 1928, when the returns showed that there were 1,435 men on relief works. As in the previous year, registrations at Labour Bureaux increased in February, 1928, and instructions were issued for further relief works to be started, with the result that there were 2,055 men engaged on Government relief works at 31st March last, and 4,451 at Ist September, 1928. Forestry Department's works have now closed down for the season, and the number of men on relief works has decreased to 3,363. The Forestry Department employed a fair number of relief workers during the 1927 tree - planting season. This year, however, it has rendered greater assistance, and the average weekly number of men employed by it as relief workers from early in May to 30th September was 689. The Lands Department has also employed a few men on relief works during the last five months, the weekly average being 35. With these exceptions all relief workers who have been provided with Government employment have been placed on works under the control of the Public Works Department, and have been employed principally on road-construction, including main highways. It should be noted, however, that other large employing Departments —i.e., Railway and Post and 'Telegraph —have also assisted by finding work for some of their own temporary employees, who might have been paid off in ordinary circumstances. Employment of Men on Relief Works. During the period 24th May, 1926, to 24th November, 1928, 15,623 men were sent to Government relief works, and 8,266 left of their own accord ; the figures for the different years being as follows : — Sent to relief works : — 24th May, 1926, to 31st March, 1927 .. .. 2,400 Ist April, 1927, to 31st March, 1928 . . . . 6,200 Ist April, 1928, to 24th November, 1928.. .. 7,023 15.623 Left relief works of their own accord :■ —- 24th April, 1926, to 31st March, 1927 .. .. 1,100 Ist April, 1927, to 31st March, 1928 .. .. 3,000 Ist April, 1928, to 24th November, 1928 .. .. 4,166 8,266 The average weekly number of men employed on relief works each year from 24th May, 1926, to 24th November, 1928, was as follows : — 24th May, 1926, to 31st March, 1927 . . . . 758 Ist April, 1927, to 31st March, 1928 .. .. 1,908 Ist April, 1928, to 24th November, 1928 .. .. 3,341 The peak was reached on Ist September, 1928, when there were 4,451 men on Government relief works. There has been a reduction each week since then owing to forestry works closing down, and the number employed on 24th November. 1928, was 3,363.

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Expenditure. The expenditure by the Government on relief works (including subsidies paid to local bodies) from 24th May, 1926, to 31st October, 1928, amounted to £1,040,184. The separate expenditure during each year was as follows : — 24th May, 1926, to 31st March, 1927 (Govern- £ £ ment works) .. .. .. .. 130,000 Ist April, 1927, to 31st March, 1928 — Government works .. .. . . 397,565 Subsidies to local bodies .. .. 75,106 472,671 Ist April, 1928, to 31st October, 1928 — Government works .. .. .. 413,513 Subsidies to local bodies .. .. 24,000 437,513 Total .. .. .. £1,040,184 Subsidies to Local Bodies. Local authorities were authorized by the Local Bodies Empowering (Relief of Unemployment) Act, 1926, to borrow money for relief works until 30th June, 1927, without taking a poll of the ratepayers as provided in the Local Bodies' Loans Act. As unemployment was acute in 1927, and it was understood that local bodies were willing to assist by undertaking relief works in their districts, the provisions of the Local Bodies Empowering (Relief of Unemployment) Act, 1926, were extended for another year, and again during last session. Provision was also made in the Imprest Supply Act (No. 1), 1927, for granting subsidies not exceeding £150,000 in all to local bodies in connection with relief works ; and this was increased to £300,000 by Parliament last session in the Local Bodies Empowering (Relief of Unemployment) Amendment Act, 1928. The attached copy of a statement dated 27th July, 1928 (marked " A ") outlines the conditions on which Government subsidies are granted. The bases of these subsidies are — (1) Works undertaken from public subscriptions : A full pound-for-pound subsidy on materials and wages without any limitation on the rates of wages paid by the local body. (2) Works undertaken from revenue or with loan-moneys: Subsidy of 50 per cent, of labour only, based on relief rates of pay. Since the Local Bodies Empowering (Relief of Unemployment) Amendment Act, 1927, and Imprest Supply Act (No. 1), 1927, were passed 47 applications by local bodies to raise loans totalling £211,999 have been sanctioned by the Local Government Loans Board. Thirty - one of these, amounting to £134,466, were approved last year, and the other 16, amounting to £77,533, have been sanctioned since Ist April last. (For details see statement "C " attached.) Subsidies totalling £173,921 have been promised to 85 local bodies. Of this amount £113,031 was promised last year, and £60,890 since Ist April of this year. (For details see statement " B " attached.) Earnings of Men on Relief Works. When relief works were first started the rates of pay for married men were fixed at 14s. per day and single men at 10s. After the first year, however, it was found that men were not leaving relief works to seek other employment, and, more-" over, as unemployment was acute and the Government was likely to be involved in a very considerable expenditure, the wages of married men were reduced to 12s. per day and single men to 9s. The rates of men who were already employed on relief works were not, however, reduced. The average earnings of married men on all Government relief works during the three months ended 31st July, 1928, were 12s. 7d. per day of eight hours, while the average earnings of single men were 10s. I id. per day. These figures show that the unit prices of co-operative contracts have on the whole been correctly assessed.

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The average earnings in the different Public Works districts and on Forestry works were as follows : —

--- — » A. SUBSIDIES TO LOCAL BODIES. Provision has been made in the Local Authorities Empowering (Relief of Unemployment) Amendment Act, 1928, for payment of subsidies aggregating £300,000 to local bodies (within the meaning of the Local Bodies Loans Act, 1926) for relief of unemployment, including the £150,000 authorized by the Imprest Supply Act (No. 1), 1927. The provisions of the Local Authorities Empowering (Relief of Unemployment) Act, 1926, under which local bodies were empowered, subject to the approval of the Local Government Loans Board, to raise loans for relief of unemployment without taking a poll of the ratepayers, have been extended to 30th June, 1929, by the Local Authorities Empowering (Relief of Unemployment) Amendment Act, 1928, and applications for sanction of loans should be made to the Local Government Loans Board on the required form, accompanied by the necessary detailed information. Where the number of unemployed in districts is sufficient to warrant local bodies undertaking relief works, subsidies of 50 per cent, of labour based on reliefwork rates of pay (married men and single men with dependants 12s. per day ; single men without dependants 9s. per day) will be granted in respect to — (a) Moneys borrowed for the sole purpose of relief of unemployment, provided the works on which such moneys are to be expended have not been included in any schedule of works for which a loan has already been raised by the local authority. (b) Moneys expended from revenue on works of a capital nature undertaken expressly for relief of unemployment. Pound-for-pound subsidies on materials as well as wages are also granted on works which are being undertaken with voluntary subscriptions, and the subsidy as far as labour is concerned is not limited to relief-work rates of pay. The above-mentioned subsidies apply to urban and suburban districts (City Councils, Boroughs Councils, &c.). In rural districts (County Councils, Road Boards, &c.) subsidy is also payable on materials as well as wages in respect to works undertaken from revenue, loans, or public subscriptions, but the portion of the subsidy regarding wages is limited to relief-work rates of pay in the case of loanmoney or ordinary revenue. Works which local bodies propose to undertake with public subscriptions, and all works in rural districts, must contain at least 60 per cent, of labour, as subsidy is payable on materials as well as wages ; but Cabinet recently decided to waive this condition in the case of works to be financed from special loans or revenue by City Councils, Borough Councils, &c., seeing that subsidy on those works is not payable on materials. Expenditure on transport or cartage is to be classified as labour, and in this connection the Government has agreed to pay subsidy on .wages, at relief-work rates of pay, of drivers of drays or motor-vehicles owned by local bodies when used on relief works for transport of materials, and also on the running-expenses of the motor-vehicles (benzine, oils, &c.), but not on interest, depreciation, or other overhead expenses. Where, however, a local body requires to hire drays or motorlorries solely for use on a relief work, the Government will pay subsidy on the full hire charges while engaged on that work.

District. Married Men. Single Men. S. d. 8. d. Whangarei .. .. .. .. 13 6 9 4| Auckland .. .. . . .. 12 4 9 8| Tauranga .. .. .. .. 12 11J 9 10J Taumarunui . . .. .. .. 10 7J 9 If Gisborne .. .. .. .. 116 9 4-|-Napier .. .. . . .. 12 8 10 10 Stratford .. .. .. .. 12 8 10 Wellington .. .. .. .. 12 8 - 9 4 Nelson . . .. . . . . . . 12 8| 10 7| Greymouth .. .. . . . . 13 2 12 4| Christchurch . . .. . . . . 13 7 11 3J Dunedin and Invercargill . . .. . . 12 3| 9 44 Forestry Department .. .. .. 12 If 9 10

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Works which local bodies propose to undertake for relief of unemployment and obtain a subsidy from the Government must be approved by the Minister of Public Works, and in order to avoid unnecessary delay local bodies should submit their proposals direct to the local District Engineer of the Public Works Department, who will have the matter investigated and submit a report to his Head Office as expeditiously as possible. As indicated above, subsidies can only be granted to local bodies as defined by the Local Bodies' Loans Act, 1926.

B. SUBSIDIES APPROVED BY THE MINISTERS OF PUBLIC WORKS AND FINANCE UP TO 24th NOVEMBER, 1928.

Local Body. Last Year. This Year. Total. £ s. d. £ s. d. £ s. d. Auckland City Council .. .. .. .. 17,805 0 0 4,437 0 0 22,242 0 o Ashburton Borougli Council .. .. .. 200 0 0 .. 200 0 0 Birkenhead Borough Council .. .. .. 106 0 0 .. 106 0 0 Buckley Drainage Board .. .. .. .. 750 0 0 750 0 0 Blenheim Borough Council .. .. .. 765 0 0 1,705 0 0 2,470 0 0 Cambridge Borough Council .. .. .. 170 0 0 .. 170 0 0 Christchurch City Council .. .. .. 14,520 0 0 7,450 0 0 21,970 0 0 Cook County Council .. .. .. .. .. 50 0 0 50 0 0 Christchurch Tramway Board .. .. .. 120 0 0 . . 120 0 0 Clifton County Council .. .. .. .. 100 0 0 .. 100 0 0 Dargaville Borough Council .. .. .. j .. 44 0 0 44 0 0 Dannevirke Borough Council .. .. .. 1 150 0 0 75 0 0 225 0 0 Devonport Borough Council .. .. .. 1,289 0 0 j 530 0 0 1,819 0 0 Dunedin City Council .. .. .. .. 4,885 0 0 3,115 0 0 8,000 0 0 Edendale South Town Board .. .. .. . . 80 0 0 80 0 0 Ellerslie Town Board .. .. .. .. 327 0 0! .. 327 0 0 Eltham Borough Council.. .. .. .. 7400 7400 Feilding Borough Council .. .. .. 1,290 0 0 .. 1,290 0 0 Geraldine Borough Council .. .. .. 100 0 0 .. 100 0 0 Glen Eden Town Board .. .. .. .. .. 125 0 0 125 0 0 Gisborne Borough Council .. ... .. 2,000 0 0 1,727 10 0 3,727 10 0 Gore Borough Council .. .. .. . . 212 0 0 .. 212 0 0 Green Island Borough Council .. .. .. 145 0 0 .. 145 0 0 Hamilton Borough Council .. .. .. 1,891 0 0 1,855 0 0 3,746 0 0 Hawke's Bay River Board .. .. .. . . 425 0 0 425 0 0 Hawke's Bay County Council .. .. .. .. 60 0 0 60 0 0 Hastings Borough Council .. .. .. 990 0 0 240 0 0 1,230 0 0 Havelock North Town Board .. .. .. 140 0 0 . . 140 0 0 Hawera Borough Council .. .. .. j 250 0 0 .. 250 0 0 Heathcote County Council .. .. .. 77600 .. 77600 Huntly Town Board .. .. .. .. I 40 0 0 .. 40 0 0 Hutt County Council .. .. .. .. 800 0 0 .. 800 0 0 Invercargill Borough Council .. .. .. 3,474 0 0 1,891 0 0 5,365 0 0 Kiwitea County Council .. .. .. .. 200 0 0 .. 200 0 0 Kaponga Town Board .. .. .. .. .. 62 10 0 62 10 0 Kaiapoi. Borough Council .. .. .. 116 0 0 198 0 0 314 0 0 Levin Borough Council .. .. .. . . 44 0 0 . . 44 0 0 Lower Hutt Borough Council .. .. .. 1,606 0 0 1,700 0 0 3,306 0 0 Lyttelton Borough Council .. .. .. 200 0 0 80 0 0 280 0 0 Marlborough County Council .. .. .. 150 0 0 243 0 0 ; 393 0 0 Mataura Borough Council .. .. .. 962 0 0 90 0 0 1,052 0 0 Masterton Borough Council .. .. .. .. 200 0 0 200 0 0 Mount Wellington Road Board .. • .. 500 0 0 .. 500 0 0 Manawatu Drainage Board .. .. . . . . 750 0 0 750 0 0 Mount Albert Borough Council (Mount Albert Domain) 186 0 0 .. 186 0 0 Napier Borough Council .. .. .. .. 2,275 0 0 2,250 0 0 4,525 0 0 Nelson City Council .. .. .. .. 1,747 0 0 595 0 0 2,342 0 0 New Plymouth Borough Council .. .. .. 3,825 0 0 1,720 0 0 5,545 0 0 Northcote Borough Council .. .. . . 116 0 0 296 0 0 412 0 0 Onehunga Borough Council .. .. .. .. 2,037 0 0 2,037 0 0 Otahuhu Borough Council .. .. .. 1,160 0 0 110 0 0 1,270 0 0 Oamaru Borough Council .. .. .. .. 80 0 0 80 0 0 Paeroa Borough Council .. .. .. .. 1,000 0 0 530 0 0 1,530 0 0 Palmerston North Borough Council .. .. 1,545 0 0 175 14 0 1,720 14 0 Petone Borough Council . . .. .. .. 1,901 0 0 500 0 0 2,401 0 0 Petone and Hutt Gas Board .. .. .. 599 0 0 . . 599 0 0 Picton Borough Council .. .. .. .. 172 0 0 . . ! 172 0 0 Raetihi Borough Council .. . . . . 116 0 0 . . 116 0 0 Rangitikei County Council .. .. .. .. 2,000 0 0 2,000 0 0 Ross Borough Council .. .. .. .. 50 0 0 .. 50 0 0 Shannon Borough Council .. .. .. 213 0 0 25 0 0 238 0 0 Stratford County Council .. .. .. 125 0 0 j .. 125 0 0 Stratford Borough Council .. .. .. 818 0 0 i 75 0 0 893 0 0

25

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B. Subsidies approved by the Ministers of Public Works and Finance up to 24th November, 1928—continued.

APPLICATIONS TO RAISE UNEMPLOYMENT LOANS SANCTIONED BY LOCAL GOVERNMENT LOANS BOARD TO 24th NOVEMBER, 1928.

Approximate Cost of Paper.—Preparation, not given ; printing (600 copies), £28.

By Authority : W. A. G. Skinner, Government Printer, Wellington.—l92B.

Price, 9d.]

4—D. la.

Local Body. Last Year. This Year. Total. £ s. d. £ a. d. £ s. d. South Invercargi.ll Borough Council .. .. 48 0 0 .. 48 0 0 Sumner Borough Council .. .. .. 120 0 0 100 0 0 220 0 0 Tauranga Borough Council .. .. .. 1 860 0 0 125 0 0, 985 0 0 Te Aroha Borough Council .. .. .. 180 0 0 40 0 0 220 0 0 Te Kuiti Borough Council .. .. .. .. 90 0 0 90 0 0 Te Puke Town Board .. .. .. .. 150 0 0 .. 150 0 0 Te Awamutu Borough Council .. .. .. .. 33 0 0 33 0 0 Thames Borough Council .. .. .. 494 0 0 .. 494 0 0 Taradale Town Board .. .. .. .. .. 206 0 0 206 0 0 Timaru Borough Council .. .. .. 890 0 0 3,503 0 0 4,393 0 0 Temuka Borough Council .. .. . . .. 160 0 0 160 0 0 Upper Hutt Borough Council .. .. .. 500 0 0 226 5 0 726 5 0 Wairoa Borough Council .. .. .. 200 0 0 .. 200 0 0 Waimate County Council .. .. .. 90 0 0 .. 90 0 0 Waipawa County Council .. .. .. 60 0 0 .. 60 0 0 Waimakariri River Trust .. .. . . . . 106 0 0 106 0 0 Waipukurau Borough Council .. .. .. 38 0 0 100 0 0 138 0 0 Wanganui County Council .. .. .. 302 0 0 .. 302 0 0 Wanganui Borough Council .. .. .. 5,140 0 0 3,350 0 0 8,490 0 0 Wanganui Harbour Board .. .. .. 65 0 0 .. 65 0 0 Wellington City Council .. .. .. .. 31,208 0 0 14,500 0 0 45,708 0 0 Whangarei Borough Council .. .. .. 51500 .. 51500 Grand totals .. .. .. 113,031 0 0 60,889 19 0 173,920 19 0

" " ~ I T , t, , Year ended This Year to 24th m t , Local Bod y- I 31st March, 1928. j November, 1928. TotaL £ £ £ Auckland City Council .. .. .. .. 10,000 j 10,000 Buckley Drainage Board .. .. .. .. 1,000 1,000 Christchurch City Council .. .. 25,000 .. 25,000 Devonport Borough Council .. .. 11,110 .. 11,110 Ellerslie Town Board .. .. .. 1,000 .. 1,000 Greymouth Borough Council .. .. 1,400 3,000 4,400 Hamilton Borough Council .. .. 2,931 .1,000 3,931 Hutt County Council .. .. .. 500 .. 500 Invercargill Borough Council .. .. 6,700 .. 6,700 Lower Hutt Borough Council .. .. 7,900 10,800 18,700 Mataura Borough Council .. .. 2,600 .. 2,600 Mount Eden Borough Council .. .. 6,000 2,000 8,000 Manawatu Drainage Board .. .. .. 2,000 2,000 Napier Borough Council .. .. .. 4,225 4,183 8,408 Nelson City Council .. .. .. 2,500 800 3,300 Newmarket Borough Council .. .. 3,000 .. 3,000 New Plymouth Borough Council .. .. 1,200 .. 1,200 Otahuhu Borough Council .. .. 2,900 .. 2,900 Paeroa Borough Council .. .. 2,000 .. 2,000 Palmerston North Borough Council .. 3,000 .. 3,000 Petone Borough Council .. .. .. 1,000 .. 1,000 Petone and Lower Hutt Gas-lighting Board . . 3,500 .. 3,500 Shannon Borough Council.. .. .. 250 .. 250 Stratford Borough Council .. .. 750 .. 750 Taradale Town Board .. .. .. 250 .. 1 250 Tauranga Borough Council .. .. 2,000 .. 2,000 Upper Hutt Borough Council .. .. 750 750 1,500 Waipara County Council .. .. .. .. 7,000 7,000 Wanganui City Council .. .. .. 6,000 .. 6,000 Wellington City Council .. .. .. 36,000 35,000 71,000 Totals .. .. .. 134,466 77,533 211,999