PUBLIC WORKS.

Taranaki Daily News, 18 October 1922, Page 6

PUBLIC WORKS.

REVIEW OF OPERATIONS. PROGRESS OF NEW RAILWAYS. DEVELOPING HYDRO-ELECTRICITY. MANY ROAD SCHEMES. By Telegraph.—Press Association. Wellington. Last Night. When the House resumed this evening the Public Works Statement was laid on the table and the Public Works Estimates were brought down by Gov-ernor-General’s message. The Prime Minister said he proposed to take the debate on the Statement concurrently with the second reading of the Loan Bill on Friday next. Following are the salient features:— Expenditure of money need not necessarily have a proportionate result in completed works. If the cost of construction. materials, and labor, be high —as it was during the past ’ financial year—it follows that special effort must be made to increase the actual result from such outlay. A heavy expenditure has been incurred in the purchase of up-to-date labor-saving machinery, and this means my Department has been able, despite the relatively high cost of materials and labor, to produce the maximum result possible in the existing circumstances.

The Public Works Statement of last year indicated a policy of concentration on particular work, rather than the diffusion of money and energy on many works. Concentration on works of particular importance means the application of all the financial, mechanical and human resources of a construction department to the completion of these works so that they may soon become revenue-producing and self-sup-porting. Diffusion of these resources over a greater number of works inevitably means a lessened reproductive result, and, since interest and sinking fund on unproductive works must be found by the taxpayer, an increased capital cost of such works. That I was unable to carry into full effect the policy of concentration previously outlined is attributable solely to the effect in this country of the world-wide financial depression, and consequent unemployment. When unem- [ ployment became general throughout the Dominion it naturally became a matter of Government policy to assist as far as possible the alleviation of distress. Whatever steps may have been taken in past crises of a similar nature, the Government had no doubt that the true economic remedy was to provide employment in various localties on works of such a nature as would assist in the normal and profitable development of the country. It was accordingly decided to carry on with certain railway construction works of secondary importance, which in other circumstances would have been closed down for the time being. RETURNING TO NORMAL. Fortunately, there are already indications of a return to more normal conditions, and as quickly as circumstances permit concentration on works of first importance will be continued. Such a policy is undoubtedly in the best interest not only of those works selected for completion, but those which will be temporarily deferred, for I have no doubt it will mean that they also will be completed at an earlier date, and at less cost, than would otherwise be the case, On the North Auckland line the Golden Stairs tunnel has within the last few l days been pierced through on the botI tom heading. The heavy work between ; the railheads running north from Auckland and south from Whangarei, is now so far advanced that rails should be laid over the whole length, with the exception of a mile, by the end of the year; and shortly thereafter the through connection of 130 miles of line will be made between Auckland and Whangarei. On the East Coast Main Trunk line — ’ Tauranga eastwards —good progress has • been made; while as to the westwards ’ section, between Tauranga and Kati- ► kati, the Department is pushing ahead » with the preparation of plans for work * to enable the isolated section of over ► forty miles from Tauranga eastwards to ’ be connected up with the general work- ► ing railways system. Many large works are in hand, and

great progress is being made, but the completed results will come into next year’s Statement*

Two works of considerable importance which last year I indicated would be concentrated upon with a view to early completion were the Midland railway and the Waikokopn line. Unfortunately, essential material for both of these works was lost in the wreck of the Wiltshire some months ago. and the delay in obtaining duplicate supplies has to some extent affected the time of completion. Every effort is being made, however, to minimise this unavoidable delay. INCREASED EXPENDITURE. The good results that were anticipated from the use of modern mechanical construction plant have been fully realised. resulting »n a reduction in earthwork costs of 30 per cent. In order to provide for unemployment, the number of men on construction works generally has been very largely increased, with the natural result that this year’s 'expenditure exceeds last year’s by over three millions. During the ten yearly period 1912I 1922, £18.178,422 has been expended in public works. This amount does not include expenditure on additions to open lines, telegraph extension, immigration, workers’ dwellings, or school buildings. For this sum we have had 235 miles of railway completed and handed over to the working railways department, while between forty and fifty miles have been used for public traffic under the direction of the Public Works Department, although not yet handed over. In addition. there is a very large mileage of formation over which there is not yet traffic. Practically the whole of the hydro-

electric work of the Department has been done since April, 1912. This includes the ultimate development of 16.600 horsq-power at Coleridge, where very shortly there will be an actual de-

velopment of 12,000 horse-power. In addition, the Government has purchased the Horahora power-station of 8000 horse-power, constructed transmissionlines permitting the sale of the whole output, and has in hand the extension of both power house and headworks. The preliminary development of 1000 horsepower at Lake Waikaremoana has been constructed and will shortly be in commission. The development of 24,000 horse-power to supply Wellington and surrounding districts from Mangaliao is in hand. These works have been vigorously prosecuted during the last two years. Complete surveys for the duplication of Lake Coleridge, and for development at Hawea-Wanaka, Teviot, Gowan, Aratiatia, Arapuni, and Hutt Rivers have been carried out. The detail plans in connection with Arapuni are well advanced, and an arrangement has already been made for the sale of a large portion of the power when available.

An immense amount of road work has been carried out. Over 5100 miles of load have been formed, and over 2500 miles metalled. On these roads—not including small bridges and culvert—a length of 111,881 ft, or over twenty-one miles, of bridges have 'been erected. Some of these bridges are of very considerable magnitude: three are between 950 ft and 1000 ft long, two are 120 r while twenty-four are over 300 ft. Irrigation works involving over one hundred miles of water-races, some of very large capacity, have been constructed. Other schemes, providing for the irrigation of many thousands of acres, have been investigated, and for some the survey is completed.

During the whole of the war period, and since, the erection of public buildings has been deferred to a«s great an extent as possible, but-nevertheless 283 Government buildings of various-classes have been erected, including 131 post offices.

The increase in irrigation receipts ever sinqe irrigation water was first made available has been sustained, and [ 1 this year I am glad to say that there [( has been a substantial surplus of re- 1 ceipts over working expenses and main- J tenance costs. But more has yet to be / earned—and it can be earned—to recoup < the State for its expenditure. EXPENDITURE. The total net expenditure under all i votes and accounts appearing on the • public works estimates for the financial year ended March 31. 1922. was £6,922,039. Of this sum £5,286.687 was expended out of the Public Works Fund, and the balance, £1.635,352, out of accounts which have their own ways and means. A brief summary of this expenditure, as well as the total expenditure since the inception of the public works pol icy to March 31 last, is shown as fol-

The actual net expenditure on all works and services chargeable on the Public Works Fund for the year was £5,461,407. There will be available for the current year a total of £8,274,302. The estimated expenditure for the current year (exclusive of accounts which. have their own ways and means) is £4,967.223, -which will leave a credit balance of £3,307,169 to be carried forward to next year. Exclusive of the above-mentioned funds, statutory authority at present exists for raising for public undertakings which are not chargeable against the Public Works Fund, but which have their own statutory ways and means, £7.044,990. The net expenditure on construction, maintenance and supervision for the financial year was £3,265,440, as follows: —Construction, improvement, maintenfance of new lines, £1.276.820; additions to open hew lines (rolling stock, locomotives, etc.). £1.856.380; Railways Improvement Authorisation Act, 1914, Account, £132,240. —Total, £3,265,440. STRATFORD—MAIN TRUNK. Matiere Section. —Platelaying was commenced in November last, and on Mav 23 of this year the line, 10 miles 23 chains in length, was formally opened for goods and passenger traffic under my Department’s control. One* lift of ballast has been laid over ■ the whole length, and a commencement made with the second. The Ongarue combined bridge was fin- • ally completed during the year. It con--1 sists of two decks: the upper, which • carries the railway, has two central 60ft • trusses, outflanked by one 45ft and one J 25ft steel-plate girder at each end. The • Us»er or vehicular traffic deck is carried

on the bottom chords of two 60ft trusses. The concrete work on three of. the Ohura River bridges has been completed, and temporary super-structures have been provided to carry the traffic. The fourth Ohura crossing is provided with a temporary structure to carry the traffic. The excavation for foundations of the permanent piers for this bridge has been commenced. The steel-work for these four bridges is being prepared in the Mount Workshops, Tauranga. Two subways have been completed, one to give access for a sawmill tramway, and the other for the Otahu access road. The principal work remaining to be done comprises completion of ballasting, finishing bridges, Tuhua and Matiere station yards, and the necessary buildings at these two stations. Ohura Section.—Formation work on this length is now being opened up. Tahora Section.—All earthwork formation and platelaying has been completed. At Tahora station a water-ser-vice has been installed, shelter and goods sheds erected, and station platform and loading bank built. The main Ohura Road, which is used as a service road, has been efficiently maintained A bi-weekly passenger and goods service has been run between Kohuratahi and Tahora, connecting with the New Zealand railway service at Kohuratahi. Te Wera Quarry.—A branch line. 1 mile 16 chains in length, connecting with the Stratford-Main Trunk railway at 22 miles 63 chains, has been constructed. Stripping has been commenced, and 50,000 yards of rock is ready for excavation. The crusher has been erected, and as soon as the bins, which are in course of erectioh, are complete, crushing operations will proceed. Suitable accommodation has been erected to meet the needs of all employees. OPUNAKE BRANCH. Kapuni Section.—The formation, with [the exception of a little widening and ; casing batters, is fully ready 'for platelaying. This latter work has been commenced, and 34 chains of rails laid. Platelaying will now proceed uninterruptedly, except for the time required for launching girders on Mangatoki and Kapuni bridges. A steam shovel has been employed stripping ballast-pit at Kaupokonui River, and 18,000 yards of stripping removed. A goods-shed has been erected at Kapuni station.

Auroa Section. —Work has been confined primarily to fencing (which is complete except for flood-gates), culverting and earthwork, including excavation of Auroa station yard, which is nearing completion. Pihama Section.—About a mile of formation has been finished, the remaining culverting is in hand, and clearing, including logging and stumping, has been finished to 14 miles 60 chains. A concrete-block platelayer’s cottage has been erected in Pihama station yard at 16 miles 40 chains. Opunake Section. —This section has only just beer, commenced, the work done being of the usual preliminary character —viz., erecting camps, clearing, carting shingle, draining, besides a little formation. Manaia Section.—The only work done on this branch was completion of cutting at 3 miles, the erection of gates at private crossings, and general maintenance. PLANT. The class of machinery most beneficial on our public work is that in connection with the excavation and transport of earthwork, and in this direction our plant has not only speeded up the rate of work, which was to be expected, but it has also considerably reduced the cost, a result not always so easily attained. The excavating machinery consists chiefly of steam shovels and drag-line excavators for heavy earthwork, and scoops, hauled by caterpillar tractors, for the lighter work. steam shovels and drag-lines are now at work, and an indication of their economy is provided in the fact that the average cost of excavation by these shovels during the last year has been 2s 3d per cubic yard, whereas the cost by hand would, undoubtedly have been 30 per cent, higher.

This rate, of course, includes haulage, which has chiefly been done by small construction locomotives, which attend almost every steam-shovel. The equipment necessary for excavating by steam shovel, consisting as it does of a locomotive, a large number of trucks to cope with the increased output, and appliances for tip i ping trucks and spreading material, is in many castes more expensive than the steam-shovels themselves. Success an economy have also been achieved in transporting material from steam-sho\ - (Is by means of caterpillar tractors hauling rakes of trailers. The metalling of roads presents one of cur most difficult problems, and one in which there is considerable economy to be obtained by using modern appliances. The actual crushing of the road metal is the part of the problem nwi-t easily solved, and a large number of modern stone-crushing and screening plants installed now for some years h:; ve economically settled this point. The haulage of road metal is, however, a more serious matter, and one whereby a great deal of money can be wasted. The solution so far seems to have been the use of the motor lorry, and therefore the Department has invested in a considerable number of these for the purpose. This service has resulted in a considerable saving over the old methods of haulage, and has enabled lengths of road to be metalled on which the cost would have beeh almost prohibitive by any other means, chiefly on account of the distances over which the haulage was necessary. It is now recognised that machinery sets the pace and speeds up construction, especially when concentrated. Any reduction in the time of the completion of a work by the use of bette'appliances results in a shorter period in which capital lies idle, and therefore in a reduction of interest and overhead charges. Very often 1 know it can be shown that machinery has not actually reduced, and has sometimes even increased. the construction costs of a work, but investigation would show that the saving in interest and overhead charges c.n idle capital has compensated many times over for the use of the plant. EDUCATION. During the past financial year the expenditure on educational buildings was £565.670. This exceeded by over £lOO,- , 000 that for the previous year, which ■ was at that time a record. Of the total £328,228 was for primary schools, £101.199 for technical school buildings, : £81.197 for secondary schools, and £39,071 for University buildings. Circumstances, however, necessitated a considerable curtailment of sums

proved for new buildings, and the total new grants for the year were only £105,424, as against £724,902 for the previous year. Grants were confined to cases of the greatest urgency, and were made as far as possible for actual school accommodation, chiefly in backblock districts. Wherever possible, temporary accommodation in the form of rented buildings is being utilised in lieu of providing permanent buildings. At the close of the year there were before the Department applications amounting, under all heads, to £600,376( lof which £461,403 had reference to public schools. The urgent necessity for providing funds for the many pressing requirements is fully recognised, and it is hoped, in the not-far-distant future, to revert to the progressive building policy initiated a few years ago. ROAD CONSTRUCTION AND MAINTENANCE. The sum provided on the estimates for the year ending March 31, 1922, for load and bridge construction and maintenance was less than for the previous year, but the expenditure has been greater —indeed, the heaviest on record for this class of work. With a view to increasing the general productivity of the Dominion, the expenditure has been confined principally to those roads that are at present the only means of communication to and throughout settled districts where railway facilities do not exist, and in the development of new districts. These activities have been mainly in the direction of formation of new roads, construction of bridges and culverts, metalling existing roads, and general maintenance.

The works of greatest magnitude have been carried out by my Department, but local bodies have* been entrusted with the execution of such undertakings as came within the scope of their capabilities.

It is estimated there are at the present time approximately 50,000 miles of formed roads and bridle-tracks in the Dominion of which 27,000 miles require to ! be formed before the reading of the Dominion can be considered complete, even to an elementary standard. The desirability, and indeed the necessity, of roads of a sufficiently high standard to carry all classes of traffic becomes more apparent each year and it is now generally recognised that this standard can only be attained by proper organisation and modern equipment.

The severe tests applied to road surfaces by swiftly-moving and often heavy motor traffic have induced some local bodies to adopt a more modern and permanent method of surfacing than mere metalling. The result of their experiences, I am informed, has demonstrated that it is more economical to adopt this system than incur the expense of costly repairs incidental to the previously existing systems of construction and maintenance.

Much information has been / olkcted by my Department regarding modern methods of main highway construction,

and other matters relating to the roading problem generally all of which will be available for immediate use when the Highways Bill has been placed on the statute book of the Dominion. TELEGRAPH EXTENSION. During the year 106 miles of new telegraph and inter-urban telephone pole line carrying 998 miles of wire, were erected . The telephone exchanges were increased by six during the year, while twenty-six others are in various stages of completion. The number of new subscribers connected with telephone exchanges was 9259, and this increase necessitated additional switchboard capacity at forty exchanges. There are 6132 applicants awaiting telephone connections.

lows: — Railways— For past year. £ To March 31, 1922. £ New construction .... 1,276,820 28,466.020 Additions to open lines 1,856,380 12,269,621 Roads 564,159 13,111,960 Public buildings 344,739 8,635,603 Immigration 247,528 2,507,271 Purchase of native lands . .■ 2,061,739 Lighthouses, harbor works, and harbor defences 18,774 Tourist and health resorts 17,996 304,181 Telegraph extension .... 590,981 5.000,427 Development of mining 2,130 83*5,805 Defence works (general) 15,586 1.086,052 Departmental 128,002 1,817,407 Electric power Supply and development 600 Irrigation and water supply 82,713 332,892

Payment to Midland Railwav bond-holders .... — 150,000 Lands improvement .... 17.478 157,846 Minor works and services — 312,607 Plant, material & stores Timber supply and sawmills for Public Works 106,432 435,638 Department Cost and discount, raising 16,369 16,369 loans, etc 174,280 1,427,538 5,460,967 WellingtonrHutt railway and road improvement 80,154,529 (railway) account. .... — 228,374 Road account ........ Railways improvement ac- — 101,658 count Railways Improvement Authorisation Act, 1914, — 641,275 account Loans to local bodies account —Roads to open 141,860 814,379 up Crown lands Opening up Crown lands for settlement account — Roads to open up 697,408 Crown lands Land for settlements account —Roads to open —— 206,626 up Crown lands National Endowment Account —Roads to open 51,471 403,113 up endowment lands .. Aid to water power works and electric supply ac- — 53,401 count Waihou and Ohinemuri rivers improvement ac834,060 1,638,007 count 54,379 243,453 Education loans accoun 563,201 777.772 Totals 7,105,938 85,959,995