H.-35

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Company, he was quite satisfied that the retarded development of the Waitemata County was in a large measure due to the objection of many people to crossing the harbour in a boat, and to the fact that an uninterrupted transport service was not available. The secretary to the Auckland Automobile Association stated that his association was in favour of the construction of a bridge. Its construction and maintenance should be undertaken by the State out of the Public Works Fund. He was in favour of the collection of betterment by the State, and also a contribution by users. The southern bridgehead should not be further west than the western end of Fanshawe Street. Under cross-examination he agreed that a toll bridge would be preferable to the present ferry service, and thought that the proportion of motor-cars to population would increase from one in eight to one in six in five years. The chairman of the Auckland Town-planning Association pointed out that if the site of the bridge were fixed now it might have the effect of making the plans for town-planning fit the bridgehead, instead of the bridge fitting the plans. The cost of construction of new traffic roirbes, and the reconstruction of old routes, should be considered as part of the general cost of the bridge. Should the bridge be considered warranted the work should be under Government control, and in the allocation of cost the betterment principle should be made to apply. A bridge was necessary for the full development of the Auckland region, but heconsidered that development of this nature should not take place until the available areas on the southern shore were more fully utilized. The bridge would be of immense importance to the traffic routes to the northern districts, but the requirements of the harbour were paramount to all others. The chairman of the Technical Committee of the Auckland Town-planning Association undertook to prepare a plan of street alterations and access to the southern bridgehead. He considered that the betterment principle should be made to apply. A minimum width of 60 ft. should be provided on the bridge, including footpaths. The Secretary of the Devonport Steam. Ferry Co., Ltd., put in statements showing—(l) Scale of passenger fares ; (2) scale of vehicular, fares ; (3) vehicular time-tables ; (4) passenger time-tables; (5) table showing licensed capacity of company's vessels ; (6) schedule of passengers carried for ten-year period from 1920 to 1929 (inclusive) ; (7) schedule of vehicles carried for ten-year period from 1920 to 1929 (inclusive) ; (8) tally of passengers carried during morning peak loads during last week of September, 1929, on various vessels, with comparative capacity of steamers used ; (9) schedule giving cost, age, &c., of company's fleet ; (10) analysis of vehicular traffic for twelve months ending October, 1929 ; (11) schedule of daily trips ; (12) comparative table showing cost of travel from Devonport and Stanley Bay to General Post Office, Auckland —firstly by ferry, and secondly by proposed bridge from Shoal Bay to Freeman's Bay ; (13) comparative table showing cost of travel from Birkenhead, . Northcote, and Bayswater to General Post Office, Auckland —firstly by ferry, and secondly by proposed bridge from Shoal Bay to Freeman's Bay ; (14) schedule from. Government Statistician giving particulars of population of Auckland City and adjoining suburbs. Mr. S. W. Jones, M.Tnst.C.E., M.l.Mech.E., submitted designs of two bridges(l) Bridge with southern portal in line with Jellicoe Street : bridge of steel on concrete foundation; vertical clearance, 80ft.; 370 ft. lateral clearance in navigation span; roadway, 40 ft. wide; two footpaths, each 5 ft. wide ; grades, 1 in 39 ; estimated cost, £718,050, exclusive of causeways ; interest and all other charges estimated at £57,000 per annum. (2) Bridge from Point Erin to Stokes Point, south bridgehead south of Point Erin Park : bridge to start at Shelly Beach, 60 ft. above high, water, spring tide ; cross the boat-harbour with a 200 ft. span, rising 1 in 36 to the navigation, span, where the vertical clearance would be 135 ft. ; navigation span, 760 ft. or 535 ft. clear width ; grade, 1 in 27 to Northcote end of bridge ; estimated cost, £815,850, without causeways ; estimated annual charges, £63,550. The possibility of a bridge with a lifting-span was mentioned, and the witness estimated that the approximate cost would be about £730,000. The witness did not favour a tunnel, on account of its cost and disabilities.