1936.

LEGISLATIVE ASSEMBLY.

NEW SOUTH WALES

DEPARTMENT OF MAIN ROADS.

ELEVENTH ANNUAL REPORT

FOR

Year ended 30th June, 1936.

Ordered by the Legislative Assembly to be jrrinted, 25 November, 1936.

SYDNEY: DAVID HAROLD PAISLEY, GOVERNMENT PRINTER.

1936. 89544 *44-o [7«.J MAIN ROADS ACT, 1924-36.

ELEVENTH ANNUAL REPORT.

CONTENTS. PAGE. The Minister 1 Main Roads (Amendment) Act, 1936— Roads through Public Reserves 1 Subsidiary Works on Main Roads in the County of Cumberland 1 Rates of Assistance to Councils for Main Roads Work in the Country 2 Transfer of Motor Taxation from the Consolidated Revenue Fund 3 Developmental Works ...... • • • 3 Remission of Interest on Loan Moneys provided for Developmental Roads ... 3 Obstructions in Main Roads ...... - - • • • - • - • • - - 4 Transfer of Roads, Bridges and Ferries from Public Works Department ... 4 Payment for Engineering and Clerical services supplied by Councils ...... 4 Staff 4 Local Government Act, 1919 5 Sydney Harbour Bridge Act ... . • • • • • 5 Sydney Harbour Bridge (Administration) Act ...... 5 Federal Aid Roads Agreement ...... • • 5 Income and Expenditure for the twelve mouths ended 30th June, 1936 ...... 6 Maintenance and Minor Improvement ... 7 Construction of Main Roads— County of Cumberland 11 Country "• ••• ••• 12 Bridge Construction ...... • • • • 15 Developmental Roads ...... 19 Roads in the Western Division 20 Widening of Main Roads in the Metropolitan Area 23 The Problem of Road Design in Relation to Speed of Modern Vehicles 24 Heat Treatment of Earth Roads 26 Road Mis Reseal Process 26 Plant 27 Tree Planting on Main Roads ...... 28 Advertising on Main Roads ...... 29 Applications for Additional Mileage of Classified Roads 29 Third Annual Conference of State Road Authorities ...... 30 Sydney Harbour Bridge— Financial Position 31 Capital Cost 32 Traffic 32 Maintenance and Improvement Works 33 Industrial and Employment 34 Acknowledgments ... 34

APPENDICES. Appendix No. PAGE. 1 Income and Expenditure Accounts and Balance Sheets... 37 2 Aggregate Income and Expenditure Statement 41 3 Summary of Loan Liabilities 42 4 County of Cumberland Main Roads Fund—Construction Work and Expenditure ...... 43 5 Country Main Roads Fund—Construction Work and Expenditure ... 47 6 Developmental Roads Fund—Construction Work and Expenditure ... 52 7 Construction Work completed from commencement of the Main Roads Act to 30th June, 1936 54 8 County of Cumberland Main Roads Fund—Maintenance by Councils... 55 9 County of Cumberland Main Roads Fund—Maintenance by Department 56 10 Country Main Roads Fund—Maintenance by Department and Councils 58 11 Proclamation of New Roads ...... 64 12 Length of Proclaimed Roads, 1925-26 to 1935-36 65 13 Length and Percentage of Roads Maintained by the Department and Councils during 1935-36 65 14 Councils' Contributions to Works under the Main Roads Act ...... 66 15 Peat's Ferry Service—Financial Statement and Traffic Statistics ... 67 MAIN ROADS Act, 1924-36.

DEPARTMENT OF MAIN ROADS, NEW SOUTH WALES.

ELEVENTH ANNUAL REPORT. (FOR PERIOD 1ST JULY, 1935, TO 30TH JUNE, 1936.)

The Honorable the Minister for Transport, . Sydney. In accordance with the provisions of section 6 of the Main Roads Act, 1924-36, I have the honour to submit the Eleventh Annual Report for presentation to Parliament, through the Minister, covering the period 1st July, 1935, to 30th June, 1936. A few matters in this Report are carried beyond the latter date for convenience and completeness of record. MINISTER. During the whole of the period covered by this Report, Lieutenant-Colonel the Hon. M. F. Bruxner, D.S.O., M.L.A., Deputy Premier and Minister for Transport, ha,s been in charge of the administration of the Main Roads Act.

MAIN ROADS (AMENDMENT) ACT, 1936. A bill to amend the Main Roads Act was introduced by the Acting Premier and Minister for Transport (Lieut.-Col. the Hon. M. F. Bruxner, D.S.O., M.L.A.) during the session of Parliament which concluded shortly after the close of the financial year ended on 30th June, 1936. Under the same bill certain machinery amendments were made to the Local Government Act, 1919; the Sydney Harbour Bridge Act, 1922; and the Sydney Harbour Bridge (Administration) Act, 1932. Minor amendments were submitted by the Minister during the progress of the bill in the Legislative Assembly and the bill as finally passed by both Houses of Parliament was assented to on the 27th July, 1936, from which date the measure became law. The principal amendments to the Main Roads Act are as follows :— Roads through Public Reserves.—Roads in public reserves are not technically public roads and it has not been possible therefore for the Department to assist in their construction and maintenance with the funds provided under the Main Roads Act. The amending Act makes it possible for these roads, where they link up with other main roads and constitute part of the general main roads system, to be proclaimed as main roads and the Department will be in a position to assist in their improvement and upkeep on the same basis as applies to proclaimed roads outside the reserves with which they connect. Subsidiary works on Main Roads in the County of Cumberland.^Under section 33 of the Main Roads Act, 1924, the funds available to the Department are, as a general rule, limited to works for the improvement of the carriageway and to the provision for its drainage. In the construction of roads in urban areas, however, it is usually necessary to undertake simultaneously such subsidiary works as the construction of kerbing and guttering, provision for the drainage of areas outside the main road, alteration of side streets to suit the new levels of the main road, and construction of footpaths. In the First Annual Report of the Main Roads Board covering the period ended 30th June, 1926, the principles adopted in the allocation of the costs of such works as between the Board (now the Department) and the Councils were set out as under :— " As regards kerbing and guttering, it will usually be found that some portions of the road are already so improved, while other portions are bare. In the former places, as the council and the abutting land-owners 'have already paid for the kerbing and guttering, it would not be reasonable to expect them to pay any contribution to the cost of altering it to the levels or arrangement required by any new work, and consequently such cost is included in the cost of the road work, and is borne by the Board. *89544—A 2

In the latter places, however, as councils are empowered to obtain from abutting land-owners half the cost of installing kerbing and guttering, there is no reason why the Board's funds should bear a greater proportion of the cost of the kerbing and guttering than represents its value as a support to the carriageway. In such case, therefore, one-quarter of the cost of the kerbing and guttering is included in the cost of the road work, leaving the council to bear one-quarter from its own funds, and to collect the remaining half from the land-owners affected. In respect of drainage, it frequently happens that the main drains of a district have also to be laid within the confines of the main road, and it is clearly not the function of the Board to provide the full cost of the main drainage system of the district, while it is important that any drains that are required in the main road for this purpose should be inserted prior to road construction. In the design for the road, therefore, provision is made for the insertion of drains of such size as will carry the drainage of the district when this is fully developed, and the councils affected are asked to contribute towards the cost of this in proportion to the area benefited outside the main road. Where, however, any drainage system already exists, which is defective or needs amplification, this is improved and augmented, and again the councils concerned are asked to contribute in proportion to the benefits conferred on the areas outside the main road. In the matter of side streets, it is frequently necessary to regrade these to make them fit in with any alteration of levels of the main road. Usually this will not extend further than 20 feet beyond the alignment line of the road, and the Board has therefore adopted as a principle that it should bear the whole of the cost of such adaptation of side streets to this firnit. "Where it is necessary to regrade the side streets further than this, the council is expected to bear the cost of the extra length. The reconstruction of the main road frequently requires also that the levels of the footpaths shall be different from those existing prior to reconstruction. Wherever, therefore, the footpaths have been paved, and their destruction is caused by reason of the regrading of the main road, the cost of restoring them is charged to the road reconstruction and borne by the Board. Where, however, no foot- paving exists prior to road reconstruction, its installation is not included in the road construction proposals unless the council specially requests this and promises to bear the cost." These principles were found to be acceptable to the great majority of local authorities and worked with general satisfaction for a period of ten years. In one or two cases, however, local Councils were unwilling to contribute an equitable proportion of the cost of these subsidiary works and very desirable improvements to sections of the most important traffic arteries of the State were held up although the Department had offered financial assistance on extended terms. It was pointed out by these few Councils that while no statutory bar existed to the contribution suggested neither was there any statutory provision to enforce contribution and therefore they would not agree to pay. The amending legislation has adopted the principles described above and has authorised the Department to recover contributions within the limits mentioned. As a safeguard, however, there is a provision which requires any difference between the Department and a local Council, either as to the work to be done or the sharing of costs, to be determined by a District Court Judge acting as an arbitrator. The decision of the arbitrator is final.

Rates of assistance to Councils for Main Road works in the Country.—Prior to the 1st January, 1936, the rates of assistance by the Department to Councils in respect of maintenance and construction works on country trunk roads were £2 to each £l con­ tributed by the Council, and in the case of ordinary main roads £l to each £l contributed by the Council. The amending Act provides that from the date mentioned the rate of subsidy by the Department shall be increased in the case of trunk roads to £3 to each £l contributed by the Council, and in the case of ordinary main roads to £2 to each £l contributed by the Council. With these variations many much needed improvement works will come within the financial capacity of local authorities and it is gratifying to note that already many Councils are taking advantage of the greater subsidies to hasten the establishment of good roads to connect their local centres. ^ The rates of assistance granted by the Department for work on the three classed of main roads in the country will now be on the following scale :— Proportion of Cost miles. borne by Department. State Highways 3,653 Full cost. Trunk Roads 2,424 Three-fourths. Ordinary Main Roads 8,543 Two-thirds. Transfer of Motor Taxation from the Consolidated Revenue Fund.—Under the original Main Roads Act 10 per cent, of the amount collected from motor taxation was to be paid to the Consolidated Revenue Fund in order to meet the cost of collecting the tax. The actual cost of collection, however, has been met for some years from the Road Transport and Traffic Fund created under the Transport Act of 1930. At the same time there has been paid to the Consolidated Revenue Fund 5 per cent, of the total tax collected. In order to assist in providing the additional subsidies to Councils referred to above, the Colonial Treasurer agreed that this 5 per cent, of motor taxation should in future be paid to the Main Roads Funds. The amending Main Roads Act eliminates the provision. transferring the percentage to Consolidated Revenue, so that now the whole of the amount collected by the State from the taxation of motor vehicles is reserved for expenditure on main roads. Developmental Works.—With the passing of the Main Roads Act in 1924 a settled policy for assisting Councils to construct roads for developing the more sparsely populated rural areas of the State was entered upon. Part VI of the Act.denned the roads of this nature for which assistance might be given to Councils and instituted a fund from which to provide assistance. The definition required that the road was one that served to develop, or further develop a district; in effect, any road the con­ struction of which would result in a benefit to the State as a result of the development of a district; At the 30th June, 1936, there were 149 proclaimed developmental roads having a total length of 2,379 miles and good progress is being made with their construction. These roads were selected to feed the areas most likely to offer opportunities for greater primary production and the general plan has been to improve them section by section as funds have become available. The average length of each road is 16 miles and, although it has not been necessary to construct each road throughout, there has been a con­ tinuous length of some miles on each requiring construction. There are numerous roads serving rural districts, however, which are generally suitable for traffic but have on them some outstanding obstacle. This may be an unbridged creek, a low level bridge not infrequently under water, one steep hill, a section of boggy country, or some such similar condition which, at times, makes the road throughout untrafficable. If this, obstacle were removed the road could be regarded as meeting fully the development of the area, and in order to cover the position the amendment provides for the proclamation of " developmental works," as distinct from " developmental roads." It will thus be possible in future to assist Councils, as far as funds will permit, in carrying out these developmental works without adding considerably to the proclaimed mileage of roads. Remission of interest on loan moneys provided for Developmental Roads.— The original Main Roads Act contained a provision that Councils should pay interest for a period of 20 years on any loan money expended in the construction of developmen­ tal roads. As from the 1st July, 1928, however, this provision was removed and both loan and revenue moneys for developmental road construction were made available without any obligation on the Councils to contribute by way of interest or repayment. At a later date the Department was required to pay from revenue available in the Developmental Roads Fund interest, exchange and sinking fund charges on all loan money expended on developmental roads from 1st January, 1925 to the 30th June, 1931. The amending Act of 1936 provided for the retention in the Country Main Roads Fund of revenue amounting to.£135,000 which had been paid previously to the Developmental Roads Fund, and simultaneously released the Department from the earlier obligation to pay interest and other charges on loans raised before 30th June, 1931. The interest obligation in respect of loan money expended before 1928 was also waived, so that Councils are now wholly released from any contribution towards the construction of new developmental roads. The original condition, under which developmental roads constructed with funds provided by the Department are to be satisfactorily maintained by Councils, still applies. 4

Obstructions in Main Roads.—Under Section 39 of the Main Roads Act, 1924, power was given to the Main Roads Board to control the digging up of main roads and the placing of obstructions in main roads by Councils and other statutory bodies, including utility corporations. Each Council was required to consult the Board before granting approval to any body or person to place an obstruction in a main road. In actual practice, cases arose where individuals placed obstructions in the road without consulting either the Council or the Board, or secured the Council's approval subject to a condition that the concurrence of the Board be obtained by the applicant. It was found necessary in such cases to rely upon the Council's willingness to undertake the prosecution of the offender and to effect the removal of the obstruction. For various reasons it was not always practicable to remove the obstruction without delay and this resulted in the Department's authority in the control of the road being weakened. An amendment to the section has now made it possible for the Department to exercise directly the powers of a Council in requiring any such obstructions to be removed within a specified time. The classes of specified obstructions dealt with have also been enlarged to cover such things as petrol pumps, stalls and other structures, gutter crossings, kerbing, guttering and footway paving. These alterations are designed to make for better co-ordination in giving effect to proposed road construction works which frequently involve the alteration of existing road levels. Transfer of roads, bridges and ferries from Public Works Department.—The Government decided early in the financial year covered by this Report to transfer from the Department of Public Works to the control of the Department of Main Roads the roads in the Western Division and the national bridges in the Eastern and Central Divisions, including the border bridges and ferries maintained jointly with other States. The transfer was effected on the 1st July, 1935, and statutory provision for such transfer was made in the amending Act. Under this arrangement some 6,000 miles of road and 163 bridges in the Western Division, together with 90 bridges in the Eastern and Central Divisions (including 21 border bridges) and 11 ferries (including 4 border ferries) came over to the Main Roads Department and will be maintained from Main Road Funds. Payment for engineering and clerical services supplied by Councils.—Under section 42 of the Main Roads Act, where any works have been carried out by a Council on main roads, the Department is empowered, if the work is done to its satisfaction, to allow to the Council as chargeable to the cost of the work such amount as it thinks fit not exceeding five pounds per centum on the cost of construction or two pounds ten shillings per centum on the cost of maintenance works, for the purpose of recouping the Councils for clerical and engineering services. The Board and the Department have adopted the practice of allowing Councils to charge to the cost of works a flat rate of 2\ per cent, on maintenance works costing up to £4,000, and 5 per cent, on construction works costing up to £2,000, to meet the cost of clerical and engineering services. For all works costing more than the amounts mentioned Councils have been required to submit details of the actual expenses incurred. Where the Department meets the full cost of works, the amounts approved in this connection are paid to the Councils in full, but for works on trunk and ordinary main roads where the Department and the Council share the cost of works, the amounts approved for clerical and engineering services are shared according to the rate of assistance applying to the particular roads in question. The amendment of the Act now provides that as from the 1st July, 1936, the amount allowed under section 42 of the Act shall be the equivalent of one pound ten shillings per centum of the cost of the works and the Department will make payments to Councils according to the class of road on which the work is performed. These pay­ ments will be made automatically upon the satisfactory completion of each work, and considerable clerical work and correspondence in the preparation and examination of claims will thus be obviated. Staff.—A small proportion of the staff of the Department was recruited from the Public Service in the years following the passage of the original Act. These officers were entitled to certain privileges including leave for long service, but the re­ maining officers of the Department were not originally appointed on a similar basis. The amending Act extends the long service leave provisions to all officers and they will now become entitled to three months leave after 15 years service, with additional periods of three months and six months upon the completion of 20 years and 40 years service respectively. In this respect the officers are placed on a similar footing to the staff in the Public Service generally and those employed by other corporate bodies. 5 Local Government Act, 1919.—Under Section 243 of the Local Government Act, 1919, a Council is enabled to recover from owners of land on the same side of the road as and adjacent to any work of kerbing, guttering or footway construction, a proportionate part of the cost of such work, not exceeding one-half. Under the same section a concrete roadway to a width of 18 inches laid to a kerb, is deemed to be guttering within the meaning of the section. Doubts had been raised concerning the application of this section to a work in a main road carried out by a Council for the Department and as to what forms of concrete construction the guttering provision applied. These doubts have now been resolved by an amendment of section 243, which will confirm the right of a Council to recover the contribution where the work is carried out either by the Council or the Department. Sydney Harbour Bridge Act.—The Sydney Harbour Bridge Act, 1922, provided that the Sydney Municipal Council and Councils on the north side of Sydney Harbour should pay a rate equivalent to |d. in the £ on the unimproved capital value of land in their areas towards the cost of the Sydney Harbour Bridge until such time as one-third of the total cost together with one-third of the estimated cost of maintenance in perpetuity had been contributed. AVhen the bridge was opened in 1932, however, .a provision was made for the payment of tolls by road vehicles which had not been con­ templated when the construction of the bridge was originally authorised. At the same time the contribution by surrounding Councils was limited to payments whrch would become due prior to 31st December, 1939. As from the 1st January, 1933, the rate of contribution was reduced from |d. in the £ to Jd. in the £, and by the amending Act under discussion the rate was further reduced by ^ to f d. in the £. This reduction will result in a saving of approximately £30,000 per annum to the ratepayers concerned as from the beginning of 1936 to the expiration of the period of contribution by Councils in 1939. Sydney Harbour Bridge (Administration) Act.—Minor amendments were made to the Sydney Harbour Bridge (Administration) Act, the most important being a provision that the capital cost should be reduced by the value of land acquired for the purpose of constructing the bridge but subsequently dedicated as public reserve or retained for use by the Crown. The Department was at the same time authorised to expend funds in the improvement of the arches under the approaches to the bridge in order that they might be made revenue producing, and the means of dedicating lands for park and other purposes were simplified.

FEDERAL AID ROADS AGREEMENT. The Federal Aid Roads Agreement, under which the Commonwealth Government grants assistance to the States for the maintenance and improvement of roads, com­ menced on 1st July, 1926, and was to operate for a period of ten years from that date. Under this Agreement the Commonwealth Government undertook to pay £2,000,000 per annum to the States on a population and area basis, and the New South Wales share amounted to £552,000. In 1931 the whole basis of the Agreement was amended with the consent of the States so that the Commonwealth should provide each year the equivalent of the proceeds of a tax of 2jd. per gallon on imported petrol and l^d. per gallon on petrol locally refined. The amount so derived was still to be distributed on the population and area basis adopted under the original Agreement. The amounts payable to the States under this amendment were first somewhat less than the round sum of £2,000,000 but during the past few years have exceeded that amount. In con­ junction with the amendment, the Agreement was extended for a period of six months so that it is now due to expire on 31st December, 1936. In order, however, that the term of the Agreement might be brought into line with the financial periods adopted for Governmental purposes and in order that the budgets of the various Governments might be prepared for the year 1936-37, it was suggested by the Commonwealth Govern­ ment that the existing Agreement should be extended for a further period of six months. To this the States agreed and the Agreement will now terminate on 30th June, 1937. The further extension of the existing Agreement was discussed at a meeting of representatives of the Commonwealth and State Governments held in Adelaide in August, 1936, and the Prime Minister then announced that the Commonwealth Gov­ ernment was willing to extend the Agreement for a further period of ten years from 1st July, 1937, and to pay also the proceeds of a tax of £d. per gallon in addition to the amounts now distributed. Formal confirmation of the Commonwealth Government's proposal in this respect has not yet been received. 6

INCOME AND EXPENDITURE FOR THE TWELVE MONTHS ENDED 30th JUNE, 1936. Under the Main Roads Act the moneys available to the Department are required to be kept in separate funds :— (1) The County of Cumberland Main Roads Fund for Metropolitan main roads, i.e., those in the County of Cumberland, which for the purpose of the Act is deemed to include the Municipalities of Katoomba and Blackheath, and the Shire of Blue Mountains, also a small section of Bulli, Colo and Blaxland Shires. (2) The Country Main Roads Fund. (3) The Developmental Roads Fund. The income of the two Main Road Funds is derived chiefly from (a) the proceeds of the tax on motor vehicles, the revenue collected in the Metropolitan area being apportioned equally between the two Road Funds, whilst the whole of the revenue collected in the country is paid to the Country Fund. The result of this, apportionment is that of the total income from this source approximately 76| per cent, is allotted for country main roads and 23| per cent, for metropolitan main roads; (b) a proportion of the customs duty and excise collected by the Commonwealth Government on petrol imported and locally refined-—in accordance with the Federal Aid Roads Act—the income from this source being apportioned to the two Main Roads Funds in the same ratio as motor taxation; (c) the proceeds of a levy on Metropolitan Councils, the rate 7 at present being /1Q&. in the £ on the Unimproved Capital Value of ratable lands. Contributions by country Councils are not paid to the Department's funds as in the case of metropolitan Councils, but are provided by the Council in addition to grants made by the Department and used directly to meet the cost of works; (d) loan appropriations for main road works made by Parliament from time to time, including unemployment relief grants; (e) miscellaneous income, such as revenue from ferry services, interest on advances made to Councils for road works, contributions by other Departments, etc., towards works in which they are interested, and sundry small items. The income of the Developmental Roads Fund is derived as from 1st January, 1936, from loan moneys appropriated by Parliament for this purpose. The following statement sets out the income under the abovementioned headings together with the expenditure during the year for each of the Road Funds. Corresponding figures for 1934-35 are also given. For more detailed information concerning the items included in this summary reference might be made to the appendices to this Report.

J County of Countr y Develop­ Comparative Cumberland Main mental Total Heading. Main Roads Roads Roads Total. for Fund. Fund. Fund. 1934-35.

INCOME. £ £ £ £ £ Motor Taxation (State) 381,218 1,242,287 ... 1,623,505* 1,312,459 Share of Registration and License Fees 8,441 165,988 ... 174,429 147,696 Federal Aid Roads Agreement (Petrol Tax) 173,646 565,894 ... 739,540 653,176 Councils' Contributions 238,958 8,753 ... 247,711 247,052 Unemployment Relief Grants 1,115 79,407 84,152 164,674 329,223 Toll Charges on Ferries ... 11,557 12,757 24,314 21,676 Interest 3,534 63,295 ... 66,829 19,092 Miscellaneous • 5,410 40,781 25 46,216 15,303 Loan Appropriations 20,000 40,000 50,000 110,000 ... 2,219,162 134,177 Transfer from Country Main Roads Fund to Developmental Roads Fund, vide Finances Adjustment (Further Provisions) Act, 1933 67,500 67,500 ... Total £ 843,879 2,151,662 201,677 3,197,218 2,745,677

EXPENDITURE. Maintenance of Roads and Bridges 246,254 1,069,326 186 1,315,766 1,325,454 Construction of Roads and Bridges 281,175 648,799 172,245 1,102,219 1,298,284 Repayment of Principal and Payment of Interest on Loans 247,773 151,458 20,138 419,369 430,204 Western Division Roads (less Refunds) 52,809 52,809 55,976 Administrative Expenses 16,117 59,075 5,751 80,943 76,776 Miscellaneous 498 345 843 2,163 Total 791,817 1,981,812 198,320 2,971,949 3,188,857

* Includes income for thirteen months. 1 The income for the financial year totalled £3,197,218 as compared with £2,745,677 for the year 1934-35, an increase of 16*44 per cent. This was accounted for mainly by increased revenue from motor taxation and the petrol tax. The substantial increase shown for motor taxation is largely due to the inclusion of income for 13 months in order to bring to account the full amount collected at 30th June last. It is also augmented by the addition of taxation previously paid to the Consolidated Revenue Fund, as referred to earlier in this report. From the accompanying diagrams it will be seen that 56 per cent, (or £1,797,934) of the total income for the year was derived from motor taxation, 23, per cent, (or £739,540) from the proportion of the proceeds from the petrol tax, 8 per cent, (or £247,711) from contributions by Councils, principally in the metropolitan area, 9 per cent, (or £274,674) from loan appropriations and unemployment relief grants, and the balance—4 per cent, (or £137,359)—-from miscellaneous sources. The expenditure during the year 1935-36 totalled £2,971,949 as compared with £3,188,857 in 1934-35. Of the total expenditure, 46 per cent, (or £1,368,575) was spent on the maintenance and upkeep of roads and bridges in the State, including works in the Western Division, 37 per cent, (or £1,102,219) on the construction of roads and bridges, 14 per cent, (or £419,369) on repayment of principal and interest on loans, and 3 per cent, (or £81,786) on administrative and other charges.

CONTRIBUTIONS BY PETROL TAXATION' COUNCILS 7-742

AGGREGATE INCOME & EXPENDITURE

MAINTENANCE AND MINOR IMPROVEMENT. The maintenance of a road can be broadly defined as its treatment in such a manner as to afford the maximum facility for safe, comfortable and economical travel at a cost commensurate with traffic volume. To do this the work of maintenance must embrace the care not only of the surface of the pavement or carriageway so as to preserve a smooth-riding, firm and non-slippery condition, but also necessary attention to the shoulders or side portions, and to the drainage facilities of the road, in order to preserve a standard of condition in both cases appropriate to their function in relation to the carriageway. As part of the facilities for safe and comfortable travel there is also to be included the provision of direction and warning signs, safety fencing and alignment markers, and keeping the road clear of all things which may have an obstructive or distractive effect on traffic. Closely allied to the work of maintenance is improvement, which comprises work done with the object of raising the standard of the pavement or other part of the road, without, however, involving complete reconstruction or relocation. The tar- surfacing of a gravel road, the widening of a narrow pavement, the elimination of a sharp curve, or the replacement of a timber culvert with reinforced concrete would thus all be classed as improvement. There is no very clear line of demarcation between such work and maintenance, as many of the latter type of works have the effect of improving the standard of the road. Similarly improvement works may be of such size 8

as to be regarded as minor construction works. The division of works into the three classes, however, is convenient for administration, as improvements are often so scattered in location and of such comparatively small size as to make it inconvenient and unwarranted to set up a separate organisation for each work as is usually the most efficient and economical arrangement for works of construction. Such improvement works are conveniently undertaken by the maintenance forces, augmented as necessary, and the expenditure thereon shown as an extension of the maintenance programme. The problem of maintaining and improving the main roads in metropolitan and country areas has been somewhat different. In the former area there existed, when operations were commenced in 1925, a large mileage of bituminous pavements which, as part of a general process of deterioration due to the effect of traffic and internal movement of the pavement or subsidence of the subgrade, showed minor irregularities or undulations, besides being too highly cambered for modern traffic. Reconstruction in cement concrete, with an asphaltic concrete wearing surface in places, was the only course possible where the condition of the foundation was such that the pavement could not be held together and improved by maintenance methods, but as the length of road which could be reconstructed in any one year had naturally to be limited to conform to availability of funds, the treatment of the large remaining mileage of existing pavement was a problem to be dealt with by the best means available. The outstanding development in maintenance methods during recent years has been the use of the drag-spreader for the sheeting of pavements with premixed bituminous material, as described in detail in the reports for the year 1931-32 and subsequent years. By this means, during the past five years, the Department and the local Councils which have adopted the process for their work on main roads, have treated over 2,350,000 square yards of pavement, or the equivalent of 200 miles of road 20 feet wide. This process has met the problem with which the Department was faced in 1925, and has enabled the old bituminous pavements to be brought into suitable condition to carry traffic until such time as complete reconstruction is warranted. The general nature of the change in type of pavement of the main roads in the metropolitan area which has resulted from the work of construction and improvement carried out during the past decade, is shown on the maps (Fig. 1). The proportionate changes in type during the past seven years are also shown by means of sector diagrams below.

CEMENT CONCRETE WITH WEARING SURFACE OF ASPHALT TAR OR BIT. MAC WOOD BLOCKS 3-5- CEMENT CONCRETE 91-2- BITUMINOUS CONCRETE 20= PEH.OR PREMIXED 50-6 14-47. 3 s y„ 8 0% RESHEETED CEMENT CONCRETE. WITH VI MEANS OF WEARING SURFACE OF ASPHALT CEMENT CONCRETE54-59 DRAG PROCESS OR BITUMINOUS CONCRETE ZQ 7» 9-7/. 207 - APPROX W-6 3 -ay. TAR or BIT. MAC. WOOD BLOCKS 3-5* PtN. OR PREMIXED 0 By. 33 5*

UNSURFACED UNSURFACED WATERBOUND MACADAM Z4- 5! RE SHEETED .WATERBOUND bl MEANS Of MACADAM 2.5* DRAG PROCESS NIL *4y.

TOTAL LENGTH 571X m

Relative Proportions of Types of Pavement on Main Roads in the County of Cumberland.

In the country tar or bituminous roads were unknown in 1925 outside the larger towns and in addition many of the roads were badly located even where they served as the principal routes to the metropolis or other States. The first problem therefore was to place the most important roads in their permanent positions and then to concentrate upon the lesser works of improvement to give satisfactory widths, alignment and surfaces. This gradual building up of the system has proceeded, the work for the most part being entrusted to Shire and Municipal bodies. As would be expected the rate of improvement needs to be greatest on the roads which form the backbone of the country system and consequently carry the most traffic. These roads are known as State Highways and the progress made on them during the past ten years, with the object of meeting the present-day need for dustless pavements, will be seen in the accompanying map (Fig. 2). This map shows that the provision of dustless surfaces.

Great Western Highway—S.H. 5. Regrading at Mt- Victoria. Drag-spread premixed bituminous macadam with 18 in. concrete side strips. REFERENCE

Earth or Gravel YUaterbound Macadam Waterbound Macadam \ Surfaced twffilar or Bitumen* Jar or Bitumen Macadami. (Penetration on Premised)} 8/£o/ninous Concrete or 7 Asphalt J Cement Concrete NATURE OF SURFACE IN 1926 NATURE OF SURFACE IN 1936 fVood Blocks APPROXIMATE SCALE APPROXIMATE SCALE Unformed Roads MILES O I Z S * 5 MILES. O I I A * s

8954 Fig. 1.—Diagrammatic Map of County of Cumberland, shewing changes in type of Pavements between 1926 and 1936. 0

on the two principal inland routes, viz., the Hume Highway leading from Sydney to Melbourne, and the New England Highway leading from the Pacific Highway near Newcastle to Brisbane, together with the section of the Pacific Highway between Sydney and Newcastle, is now well advanced. Sydney and Canberra are already linked by a dustless pavement throughout, a distance of 190 miles, and by the end of the financial year 1936-37 only some 31 miles out of a total distance of 375 miles between Sydney and Albury will be unfinished on the Hume Highway. Steady progress is also being made on the other principal State Highways. On the Prince's Highway, serving the South Coast and providing an alternative route to the Hume Highway between Sydney and Melbourne, a dustless road pavement has been provided to a point 29 miles south of Nowra and 131 miles from Sydney— with the exception of a length of 6j miles between Kiama and Berry. On the latter section it is anticipated that 4| miles will be constructed and paved during the current financial year, leaving approximately 2 miles requiring construction, where a deviation is proposed. More rapid progress on this highway has been impossible owing to the nature of the country passed through, the narrow width of long stretches of winding road all calling for relocation or widening before carrying out the construction of pavements which must tend towards greater speeds and consequently increased dangers and risks. The Department is concentrating oh making the road safe for higher speeds, and much work of the required character has been done and is at present in hand. On the North Coast, the Pacific Highway has been paved for a continuous distance of 136 miles from Sydney, whilst on the New England Highway the surface pavement extends to Singleton, 156 miles from Sydney. Between Singleton and Glen Tnnes, a distance of 264 miles, a dustless pavement extending in various sections over 168 miles has been provided to date. Thus in a distance of 420 miles between Sydney and Glen Innes the highway has been surface treated for a distance of 324 miles. The Great Western Highway, which, with the North-western Highway, serves the central and north-western portions of the State, has been paved to Bathurst, 132 miles from Sydney, whilst the Yass—Canberra Highway, with a length of 23 miles between Yass and the Federal Capital Territory boundary, will be completely paved early in 1937. Shorter lengths of new improved surface will be noted on other State Highways.

A feature of all pavement improvement work carried out on rural main roads is the universal adoption of " low-cost" types of pavement. Ten years ago there appeared to be every indication that the principal routes would be used by steadily increasing numbers of heavy petrol and steam-driven vehicles with solid rubber tyres, requiring heavy and costly pavements. Since that time, however, pneumatic tyres have come into almost universal use for heavy vehicles; legislation has restricted the range of economic use of heavy vehicles, and an ordinance governing loaded weights of vehicles has been proclaimed. These factors have entirely transformed main road traffic conditions in the country and have made it possible to provide very many miles of good roads at a cost within the capacity of the limited funds available.

The prevailing type in new work is the gravel pavement surface-treated with bitumen or tar. Constant attention to the development of the technique of surface- treatment, the introduction and use of modem machinery, and constant experimental work in field and laboratory, have enabled the Department at low cost to produce roads of this type having a degree of riding smoothness equal to that obtained by more costly methods, while yet presenting a non-skid surface. Maintenance of roads of this type consists mainly of resurfacing at intervals of about 5 years. As in the case of all " low- cost " roads, however, there must be constant vigilance in respect of minor surface breaks if maintenance costs are to be kept to a minimum, and on this account such low cost surfaces can only be utilised to advantage where the road authority is prepared to provide and equip a properly trained maintenance organisation, for there can be no relaxation of maintenance attention.

During the year the maintenance and general improvement work on trunk and main roads has been proceeded with to the maximum extent the available funds would permit. Considerable progress has been made both as regards maintenance of existing pavements, improvements in the nature of regravelling, widening formation, shoulders, the bringing of grades and alignment up to acceptable standards, and the construction of box and pipe culverts to replace worn out timber culverts or to eliminate existing V gutters. 10

As an instance of the type of general improvement effected, the whole of the black soil length of Trunk Road No. 63 between Warialda and Goondiwindi (Queensland) in the Shires of Yallaroi and Ashford has now been gravelled, providing an all-weather route. The distance between these towns is 97 miles and previously motor traffic was impracticable on sections of the road after even moderate falls of rain. A feature of the maintenance of country main roads during the year has been the increased use of pneumatic tyred power patrol graders on sections maintained both by Department and by Councils. The use of inefficient plant and the unsatisfactory results obtained by Councils in some cases has been a cause of considerable concern. Not only are costs increased on this account, but unsatisfactory surfaces are provided for the road-user. It cannot be too strongly impressed that a Council which accepts responsibility for the maintenance of a main road should ensure that work is well organised and efficiently and continuously carried out, using modern and economical plant. Where the Department is providing the bulk of the cost, as is now the case on all main roads, the Department cannot concur in the retention of inefficient plant and methods which, however satisfactory when first installed, no longer meet conditions prevailing to-day. As stated earlier in this Report, the rates of assistance by the Department for works on trunk and main roads were increased as from the 1st January, 1936, in the case of trunk roads from £2 by the Department to each £ by the Councils to £3 by the Department to each £ provided by Councils, and in the case of main roads from a £ for £ basis to £2 by the Department to each £ provided by the Councils. Prior to the operation of the increased rates of assistance, the total annual amounts expended by the Department and Councils on the maintenance and improvement of trunk and main roads was in the region of £581,000, of which sum the Department provided approxi­ mately £315,000 and Councils £266,000. Following upon the announcement of increased rates of assistance, programmes of works on trunk and main roads for the year 1936 were submitted by Councils approximating £827,000 of which sum the Department was asked to provide £576,000. The funds available would not, however, permit of such a heavy increase of expenditure on those roads being authorised. It was accordingly necessary to reduce the programmes submitted for the year to approxi­ mately £712,000, of which sum the Department's proportion is £496,000 and the Councils' £216,000. With the increased allocation for these roads it is anticipated that a considerable further improvement will be effected. Perhaps the greatest individual problem in road maintenance both in country and metropolitan areas is to keep pace with the increasing speed of the traffic developing with the use of modern vehicles. It has been observed that pneumatic tyres and lighter vehicles have permitted low cost roads to be developed. The benefit thus gained is largely offset, however, by the fact that high speeds call for higher maintenance charges. In the first place, the speed has a disintegrating effect on the pavement, and metal and gravel surfaces particularly need to be replaced much more frequently. Then there is the fact that the riding effects of minor irregularities in the road become more pronounced as the speed of a vehicle is increased. It thus becomes necessary to keep the roads in a condition of smoothness which will make it possible to travel at high speeds without discomfort and, incidentally, will help to keep down the wear and tear on vehicles travelling at these speeds. Reference will be made elsewhere in this report to the growing discrepancy between the speeds of which vehicles are capable and the possibility of converting the design of the whole road system" of the State so as to permit these speeds to be used safely. The problem applies not only to works of new construction but also to maintenance and improvement works. It is therefore to be expected that any savings which may be made on maintenance costs by improvement in methods and the completion of works of new construction will be counterbalanced by the added costs due to more traffic and greater speeds. In addition to the upkeep of the pavement itself, i.e., the actual carriageway, there is, on all roads which have not yet been paved to their full width between kerbs, a need to maintain the shoulders or side portions. These are composed of a variety of materials, ranging from waterbound macadam (sometimes tarred or bitumen-surfaced) to earth, depending on the class of the materials most readily available in the locality, the volume of traffic and the nature of the development along the road. The main (often mutually contributory) causes of deterioration in the shoulder areas are—(a) traffic -^-particularly if inclusive of light horse-drawn variety which prefers to travel on the side portion of the road rather than on the carriageway proper; and (b) erosion by water Forest Road, Bcxley (MR. 168). Reconstruction in cement concrete.

Bunnerong Road (MR. 171)- Randwick—Traffic Island at six way intersection with Maroubra Bay Road—showing in background Dual Carriageways separated by grassed plots. * 89544—3

QUBE 1ST S XJ -A. INT 3D

/ feallina \ S ^J|Tenberf ield ^ Moree $ /Collarenebri Glenlnnei yCrafbon 4 .Bourke H < vO^^Armidale HIGHWAy Pi Mullally J/Valcha y 4 0 WESTERN DIVISION M / iamwoi i^—^Wilcannia ^^^^ Nyngan ^oobMacquarie <4 Gilgandra Trangie fScone )ubbo H! b 6 4 r 'Newcastle 0 2- BABHURSB

Wyalong Cowrs 'SYDNEY

6, Yas" ^Xoulbum m JTUMUB / Canberra

I Sabemans Bay MAP OF f'Pavemenb, Bibumen on Tan Surfaced A! bury Cooma & or bebben shown. NEW SOUTH WALES Gravel pavement or equivalent - I SHOWING Earth roads shown LBega ' Types of Rsvement on State Highways Additional lengths or pavement bo be surfaced during I33G-3]shown

Scale of Miles 32 G4 e«s 128

* 89544—4 Fig. 2. 11

and wind. The width, shape and condition of the pavement itself are also contributory factors in the cost of shoulder maintenance, and are again often mutually aggravating in their effects. On a comparatively narrow pavement for instance, particularly if it is highly cambered, drivers of vehicles are more inclined to move on to the shoulders in passing or overtaking other vehicles, and this is still more often the case if the pavement is of poor riding quality. As might be expected the general improvement in riding qualities brought about by intense maintenance has led drivers to keep more consistently on the pavement, but the recent general increase in travelling speeds of modern cars has had the opposite effect. The latter condition has, in fact, been considered a justification, in the interests, of safety, for extensive widening of shoulders from the previous standard width of 4 feet to 8 or 10 feet on those roads used by heavy volumes of fast traffic. For the same reason the extra super-elevation of shoulders and the formation of " safety banks " has been carried out on curves which, while satisfactory if negotiated with due caution, are unsuited to the high speeds at which some drivers attempt to take them. The erection of direction and warning signs, safety fences, curve marking posts, etc., is another important part of maintenance as is also the maintenance of existing direction notices by painting, etc., since to be fully effective they have to be kept in clean and bright condition. Allied to the work of signposting is that of controlling the erection of advertisements. While this does not involve any appreciable expenditure, it nevertheless calls for constant vigilance on the part of the maintenance patrols and supervising officers in curbing the desires of a few to exploit the publicity which a main road affords.

CONSTRUCTION OF MAIN ROADS. (a) County of Cumberland. In the County of Cumberland or Metropolitan Area the construction and reconstruction work carried out during the year on proclaimed main roads has been confined largely to the laying of a road pavement where none previously existed, such as where widening of an existing pavement had become necessary owing to the increased demands of traffic, or where existing routes required deviation to give improved alignment or visibility. An example of the first type is the recently completed widening of the Great Western Highway (State Highway No. 5) in the Municipality of Holroyd between A'Beckett's Creek Bridge and Raymond-street, while the second type is exemplified by the deviation constructed via Devlin-street (Main Boad No. 200) in the Municipality of Ryde to give suitably aligned access between Blaxland-road (Main Road No. 139) and Church-street (the approach road to the Ryde Bridge over the Parramatta River). Reconstruction is only undertaken after it has been definitely established that the old pavement is unsuitable for retention as a base for the new, and it is generally made necessary by one or more' of the three following factors :— 1. The old pavement is in such poor condition that even after extensive foundation repairs and the addition of a new surface course, the running surface would soon' become defective again and maintenance costs would be uneconomically high. Failure of this type is generally found in macadam pavements laid before traffic assumed the intensity of to-day, or where the subgrade is of such a nature that it has been unable to support the increased loading. Clay subgrades under macadam pavements frequently fail in this manner through the clay working up through the stone. The reconstruction of Blaxland-road (Main Road No. 139) in the Shire of Hornsby, between Terry's Creek and Epping Railway Overbridge, was carried out principally for this reason. 2. The grading of the old road is such that the visibility is too low for present day traffic speeds, or the grading or crossfall is too irregular. 3. The crossfall is too steep or the crown of the road so high as to give a steep side-slope into the gutters. It was on this account that the old macadam pavement in Curranulla-street and Waratah-street, Cronulla, in the Shire of Sutherland, was replaced with cement concrete. As in most other cases, however, a factor contributing to the decision to reconstruct was the poor foundation of the macadam. Another reconstruction work undertaken for the same reasons was that on Main Road No. 139, Beecroft-road, Beecroft, between Malton-street and Copeland-street, in the Shire of Hornsby. 12

Where, however, the road shows only partial failure and the levels and alignment are reasonable, every effort is made to utilise the old pavement as a base for the new. This type is well illustrated by the work on Barrenjoey-road (Main Road No. 164) between Narrabeen and Palm Beach in the Shire of Warringah. This undertaking was referred to in last year's Annual Report, and up to 30th June, 1936, it had been practically completed as far north as Avalon, a distance of 6f miles out of the total 10J miles. In this case much of the old road, though very rough, was in sufficiently satisfactory condition after localised failures had been restored, and after it had been widened to the standard 20 feet, to act as a suitable base for a new surface course of drag-spread premixed macadam. Where, however, the failure is too extensive or where the grading or alignment do not reach the required standard, a new ballast basecourse and surface course are laid. The type of pavement adopted for a construction work depends on the availability and cost of the materials, the type and intensity of the traffic, subgrade conditions, and the location of the particular work. Cement concrete, either surfaced or unsurfaced, is adopted where the traffic is heavy and the necessary supply of water can be obtained, and this type is accordingly generally laid in the suburbs and on the inner sections of the State Highways. On the roads in rural or semi-rural areas, where the traffic is lighter, very satisfactory results have been obtained from stage construction comprising an initial pavement of gravel traffic-consolidated over a period of some months, followed by sprayed surfacing or a surface course of premixed macadam. An example of the first type is the Roseville Bridge-Brookvale-road (Main Road No. 328) in the Shire of Warringah, which was gravelled and surfaced in 1933 and 1934, and of the second type the Prince's Highway in the Shires of Sutherland and Bulli between Waterfall and Bulli Pass which was re-graded, re-aligned, and gravelled in 1928 and 1929, and completed in 1930-31-32 with 4 inches of drag-spread premixed macadam.

In last year's Annual Report mention was made of the use of the harsh-mix roller- consolidated type of concrete pavement. This work has been continued during the year under review in the Metropolitan Area and was adopted for the two sections previously mentioned on Main Road No. 139 and for the reconstruction of Main Road No. 162, Ryde-Pitwatter-road, between Cultowa-road and the Pacific Highway (State Highway No. 10). The additional experience gained in the process during the year has resulted in improvement in the special technique required. It has not been found practicable, however, to obtain by hand methods a finish to the concrete which could be considered satisfactory1 in the light of present day standards, and the procedure previously mentioned of applying a surface course of drag-spread premixed macadam has therefore been continued. It is probable that by employing suitable finishing machines for concrete pavements a suitable riding surface could be obtained but the volume of this type of work required does not justify the purchase of these machines for the present. Up to date the experience gained in this type of work indicates that on a basis of the comparative prices for aggregate and cement ruling in the vicinity of Sydney during the past year, the construction costs of the harsh-mix type plus a 2-inch bituminous surface course is usually about equal to the ordinary type rich-mix unsurfaced concrete. It is yet too early to attempt to compare the maintenance costs of the two types as this will depend very largely on the life of the drag-spread surface course before re-dragging with a light coat is necessary to eliminate any roughness which may have developed.

(6) Country. In the country the major construction works completed or in progress during the year on proclaimed main roads may be grouped under the following headings :— (1) Construction of roads in lieu of new railways, special funds for which have been made available by the Government to the Department. (2) Deviations for— (a) Improved alignment and grades in heavy country; or (b) Elimination of low-lying sections of road subject to flooding, etc. (3) Reconstruction of long lengths of road to provide improved alignment and grades and a higher class of pavement.

1.3

The construction works referred to in (1) above are:— Main Road No. 135— Guyra-Ebor-Dorrigo Road.—The construction, including lengths of reconstruction, of this road was decided upon by the Government in lieu of. the construction of the railway that had been recommended by the Public Works Committee in 1926. The total length between Guyra and Dorrigo is approxi­ mately 82 miles, and when completed this road will form an important connection between the Northern Tablelands and the Coast via Dorrigo and Bellingen. The existing road between Guyra and Ebor, a distance of approximately 50 miles, is for many miles little better than a bush track with heavy grades, poor alignment and several open crossings, being trafficable only under favourable weather conditions. The new road which for a considerable portion of its length will not follow the old route, will generally traverse sound country, providing excellent grades, long lengths of straight road, easy curves, and will avoid many of the existing open crossings. Bridges will be provided over those waterways which it is not practicable to avoid. Construction was undertaken in March, 1936, providing work for 120 men—the nature of the country lending itself admirably to the use of modern road plant. The work is being carried out in two sections, the section from 12 miles 4,580 feet from Guyra towards Ebor in the Shires of Guyra and Dumaresq being first undertaken, the existing road from Guyra to where the work was commenced being capable of carrying traffic pending the completion of the remainder of the work to Dorrigo. At the present rate of progress the first 18 miles of construction towards Ebor should be completed early in 1937. The design provides for a 24-feet width of formation and a 16 feet width of pavement of gravel construction. Trunk Road No. 64—Casino Tabulam.—As in the case of the Guyra- Ebor-Dorrigo road, special funds were provided for the construction of the Casino- Tabulam road (Trunk Road No. 64), following upon the decision not to proceed further with the construction of a railway between Casino and Bonalbo. The total length involved is 37 miles and work was commenced by the Department by day labour in March, 1936, on the Caaino-Mummulgum section. The road construction work carried out during recent years in the development of the Upper Clarence Valley has led to a heavy increase in the traffic on the Casino Tabulam road, and to meet the needs of this traffic and of the through traffic from the tableland to the coast the strengthening and improvement of the road became imperative. The Mummulgum-Tabulam section involves the crossing of the Richmond Range and field investigations are in hand to determine the most favourable location for the permanent route over this section. The completed work will comprise a pavement 20 feet wide with a bituminous wearing course. The principal deviations referred to in (2) (a) above completed during the year or in progress are :— State Highway No 1—Prince's Highway, Cockwhy Deviation.—In February, 1986, the construction of a deviation of the Prince's Highway (State Highway No. 1) was put in hand between Milton and Bateman's Bay to eliminate the existing narrow and tortuous route of the Highway over the Cockwhy Range between Termed and Cockwhy Creek, special funds being made available to the Department for this purpose. The deviation, which will be 10 miles long, provides excellent alignment and will pass through easier country on a lower level at no great distance from the existing road. The minimum radius of curvature will be 800 feet. The work is being carried out by day labour other than the bridging of the streams. Six small concrete bridges will be constructed by contract. The completed work will provide a dustless pavement. Main Road No 278—Deviation Southern Approach to Taemas Bridge.— The construction of a deviation as a work for the relief of unemployment on the south side of the Taemas Bridge over the Murrumbidgee River (Main Road No. 278), which was referred to in the Department's Tenth Annual Report, was completed during the year. Following the construction of the bridge another deviation was built on the north side and a connection made to existing roads on the south side. The southern connection with the existing Tumut road was regarded as a temporary route only and with the provision of funds by the Unemployment Relief Council the work of constructing a well-graded road, 2 miles shorter than the temporary route, was put in hand by the Department by day labour. The work comprised mainly heavy side-cutting in steep open limestone country on an ascending grade 14

involving a climb of approximately 400 feet in a distance of 1| miles. This was followed by a length of 1 mile over undulating country. Owing to the steep nature of the country numerous dry rubble retaining walls were necessary. A pavement of local material has been provided, consisting of gravel placed on a foundation of crushed limestone taken from the road cuttings. The construction of the deviation involved the provision of a new bridge over Mountain Creek at the lower end of the deviation. The deviations carried out for the purpose of providing improved alignment and for the elimination of low-lying sections subject to flooding, as referred to in (2) (6) above are as follows :— State Highway No. 7—North-western Highway, Newrea Deviation.— The construction of a deviation of the North-western Highway in the Shire of Macquarie was carried out during the year by the Department by day labour with funds provided by the Unemployment Relief Council. The deviation, 2 miles in length, extending on each side of the Bell River at Newrea, eliminated two right-angle bends and placed the section of the Highway above flood level. The completed work provides a 6-inch gravel pavement with the necessary pipe and box culverts. The work was commenced in July, 1935, and the road as constructed was handed back to the control of the Macquarie Shire Council in March, 1936. State Highway No 10—Pacific Highway, Tuggerah Deviation.—The commencement of a deviation of the Pacific Highway near Tuggerah in the Shire of Krina was also referred to in the Department's Tenth Annual Report. This work, which was carried out by the Department by contract, was completed late in 1935. The deviation, which is approximately three-quarters of a mile in length, was constructed to ehminate a section of road subject to flooding, also two right-angled bends to improve the grade and shorten the route. A pavement of conglomerate gravel of 8 inches consolidated thickness was provided and surfaced with tar. Tins deviation will be suitably connected with the Kangy Creek Deviation constructed in 1934-35, when the construction of the intervening section, which is now in progress, is completed. This latter section which was commenced in May, 1936, is being carried out by the Department by day labour. State Highway No. 10—Pacific Highway, Reconstruction North of Taree.—The Pacific Highway between Taree and Coopernook in the Shire of Manning is below high flood level, with poor drainage. In order to provide a more satisfactory roadway, the reconstruction of part of the length was undertaken and was still in progress at 30th June. The work was commenced at Taree, and to avoid the existing level crossing on the North Coast Railway at the northern end of High-street, Taree, the route of the Highway has been diverted from High- street to pass along Victoria-street using the existing timber bridges over Brown's Creek and crossing a branch railway fine leading to the deep-water wharf. The original route of the Highway is rejoined at a point 1J miles from Taree Post Office. This work is being carried out by the Manning Shire Council by contract. It provides for a pavement of local shale of 9 inches consolidated thickness and for culverts of reinforced concrete. Surface treatment will be carried out by separate contract at a later date. The second section of work extending from the northern end of the first section for a distance of 3 miles 2,000 feet towards Coopernook was completed early in 1936. General re-location on this length was not necessary, the only realignment required being the easing of existing curves, but pavement levels had to be designed to give the best results in time of flood. This section was carried out by the Manning Shire Council by day labour, the work consisting of the renewal in reinforced concrete of all old timber culverts, filling of dips, adjustment of levels generally, and the boxing and gravelling of the pavement. The gravel pavement has a consolidated depth of 7 inches, and has been completed with a bituminous seal coat on a tar primer. The third section of work from the end of section 2 to Ghinni Ghinni Bridge is at present being constructed by the Council. The work is similar to that carried out on section 2. The remaining sections of work will be undertaken from time, to time until the whole length of 15 miles from Taree to the northern end of Coopernook Village has been completed. State Highway No. 11—Oxley Highway, Tooraweenah Deviation- Reference was made in the Department's Tenth Annual Report to the commencement of a deviation of the Oxley Highway in the Shire of Gilgandra

16

by the Department by day labour. The work was completed during the year. The original route of the Highway from 331 miles 266 feet to its junction with Main Road No. 205 near Coonabarabran proceeded rather deviously through the village of Tooraweenah and was subject to extensive flooding and silting from Terrabile and Tooraweenah Creeks. On investigation it was found possible to deviate the Highway to a higher, more direct, and consequently shorter route, and this was adopted. The deviation shortened the through distance along the Highway by 3 miles 72 chains in a deviated length of 1\ miles without materially altering the distance from Tooraweenah to Gilgandra. The alignment of the deviation is very satisfactory as only six curves (all of 1,000 feet radius) exist in the 7 miles 2,942 feet. The longitudinal grading is generally easy with a maximum of 6 per cent, on short sections. Gravel for the pavement was spread to a width of 16 feet, an average thickness of 3 inches consolidation being effected solely by blading. Main Road No. 254—Narrandera-Griffith Road.—The construction of the Narrandera-Griffith road over a length of 43 miles 1,120 feet was commenced by the Department by day labour in April, 1936. This road was originally proclaimed a main road largely to serve the interests of settlers on the Murrumbidgee Irrigation Areas in providing access to the railway system, and this was achieved by following a somewhat indirect route. Commencing at Narrandera the road crosses the railway at Yanco, again crossing a branch line of railway west of Leeton. It practically touches the main line at Whitton and a further branch fine at Yenda. At the junction of the branch systems at Griffith, it again connects up with the railway and once more crosses the main Hay line at Wilbriggie. The traffic is heavy and the road has hitherto been largely unconstructed and impassable in wet weather. To meet the needs of this traffic, special funds were provided by the Government for the work. The construction in hand consists of earth formation and the provision of an 18 feet wide gravel pavement throughout. The road will later be provided with a dustless surface. The principal work in progress during the year where reconstruction has been carried out over a long length of road, providing improved alignment and grades with a higher class of pavement is— State Highway No. 15—Yass-Canberra Highway.—The road leading from the Hume Highway near Yass in a southerly direction to Canberra forms an important link connecting Canberra to the western parts of the State, and also serves traffic proceeding from Melbourne to Canberra via the most direct route, viz., the Hume Highway. Hitherto the road has had only a somewhat narrow well-worn gravel pavement with poor alignment, generally unsuitable for the class and volume of traffic wishing to use it since the establishment of the Federal Capital at Canberra. Following the proclamation of the road as a State Highway, the Department commenced reconstruction by day labour of the full length, viz., 23 miles 800 feet, in January, 1935. The reconstruction comprises realignment where necessary, including two minor deviations, widening, s'iper elevation of curves, construction of reinforced concrete pipe and box culverts, and provision of a pavement consisting of a light premixed bituminous macadam surface course on a gravel base course comprising the old gravel pavement widened and strengthened as required, the base course being sealed. In order to provide the material for the surface course, the Department has established two quarries with crushing and hot-mix plants. The stone is quarried, crushed, heated and mixed with bituminous material at each quarry and then conveyed to the roadway in lorries. The premixed material is then spread in two layers through a standard steel drag-spreader. It is anticipated that the work will be completed at the end of the summer. In view of the importance of this road connection to the Federal Capital Territory, the Common­ wealth Government has agreed to contribute a substantial portion of the cost of the work. A similar financial arrangement was made in respect to the Federal Highway between Collector and the boundary of the Federal Capital Territory when that road was reconstructed several years ago. It" ' ' BRIDGE CONSTRUCTION. The policy adopted by the Department since 1st November, 1932, of providing the full cost of bridges on trunk roads in addition to those on State Highways and three-quarters of the cost of structures on main roads, has resulted in a large increase in the number of bridges built during recent years. This is exemplified by the fact Hi

that whereas 322 bridges had been authorised during the seven years period preceding the granting of the higher rates, no less than 370 bridges were authorised during the next four years ended 30th June, 1936. These 692 structures, having an aggregate length of 12 miles 1,386 feet, represent an expenditure of £1,594,170, of which the councils have been required to contribute £199,828, or only 125 per cent. At the present time there are under design 2 steel bridges, 80 concrete bridges, and 15 timber bridges. The expenditure authorised by the Department during the financial year ended 30th June, 1936, on bridge construction on proclaimed main and developmental roads (inclusive of £3,452 to be contributed by councils) was £152,333. The progressive improvement in alignment of roads has resulted in a greater number of bridges being built skew to the stream, and has also tended to increase the cost of approaches. It is considered that the increased expenditure on bridges will result in economy in the future, more particularly as the bridges in the greater number of cases are now being constructed of more permanent materials, thus considerably reducing the cost of maintenance. The progress of bridge design in other parts of the world is being closely followed. This is exemplified by the number of reinforced concrete frame structures which are now being built and the introduction of welded steel structures. The latest welded bridge to be designed by the Department is that over Brogo River at Brogo, on the Prince's Highway, in the Shire of Mumbulla, replacing a timber structure which was washed away by flood in January, 1934. The new bridge consists of a continuous steel plate-web girder of three spans, 94 ft. 7 ins., 114 ft. 10 ins., and 94 ft. 7 ins., respectively, resting on concrete piers. The plate girders are formed by welding flanges to the web plate. To facilitate transport by sea the girders were divided into lengths of approximately 40 feet, reducing the maximum weight of each part to about 5 tons. These different sections have been riveted together in the field, as experience has shown that first-class field welding, especially with heavy sections, is difficult to obtain with the usual labour and electric power supply available. This difficulty was experienced in the steel-welded truss on Trunk Road. No. 63, in the Municipality of Barraba, referred to in the last Annual Report. This structure, which included a 100-feet span welded truss, was the first bridge welding of any consequence undertaken by the Department. Among the concrete bridges completed during the year a notable structure is that over Shark Creek, on State Highway No. 10, in the Harwood Shire, where a 113-feet bowstring girder span of attractive appearance has been erected (see photograph). As stated in the last Annual Report, this structure is the first of its kind to be built in Australia. Other bridges of a somewhat unusual character constructed or under construction during the year are as follow :— Bridge over Mogo Creek on State Highway No. 1 in the Shire of Eurobodalla.—This is a three-span reinforced concrete bridge 112 feet long on 45 deg. skew, and on a curve of 500 feet radius. Bridge over Hunter River at Aberdeen on State Highway No. 9 in the Shire of Upper Hunter.—The existing structure is an iron bridge consisting of two 35 feet beam spans and three continuous truss spans of 140 feet, 182 feet, and 140 feet. The bridge at present carries a timber deck with an 18 feet carriage­ way. Tenders have been called for the reconstruction of the deck in reinforced concrete. To safeguard the structure against overstress it was necessary to adopt a thin slab on the truss spans, hence high strength concrete has been employed, the specification calling for a twenty-eight day strength of 4,800 lb. per square inch. Provision has been made for strengthening the first diagonal of the truss spans, this being the only member seriously overstressed under the new conditions. The width of carriageway will be 18 feet as at present. Bridge over Sapling Creek on State Highway No. 10 in the Shire of Hastings.—This structure is a single-span reinforced concrete frame bridge 40 feet long. The foundation material is rather soft, and is incapable of carrying the horizontal thrust. This has been overcome by introducing horizontal buried struts of reinforced concrete between the abutment footings. Bridge over Oakey Creek on Trunk Road No. 63 in the Shire of Barraba.— A 60 feet span, earth filled, reinforced concrete arch has been erected at this location. No spandrel walls are used, the arch slab being widened towards the springings to support a standard roadway embankment. This is the third bridge of its type to be constructed by the Department.

17

Bridge over Oyster Channel on Main Road No. 152 in the Shire of Harwood.—A nine-span reinforced concrete bridge 397 feet long providing about 12 feet clearance above high tide and 15 feet above low tide at the centre, has been constructed. The average depth of water is 14 feet at low tide, the piers being supported on concrete piles with their heads at low water level. The piers above this level are framed with the deck girders forming a series of L-frames. Bridges over Shea's Creek on Main Road No. 183 in the Municipalities of Alexandria, Mascot and St. Peters, and over Wybong Creek on Trunk Road No. 62 in the Shire of Upper Hunter.—These structures consist of three continuous reinforced concrete girder spans, and each bridge has a centre span of 80 feet. These are longer spans than any of this type previously built in New South Wales. The Shea's Creek Bridge has, in addition, approach spans of 25 feet. This bridge is supported on large cylinders in the stream and concrete piles at the ends. The new structure, which provides a roadway, 40 feet in width, should be completed during 1936, and will obviate the delay which is now occasioned to traffic by the narrowness (carriageway 12 feet) of the existing timber bridge. No opening span is provided, but the height of the new bridge will be sufficient to allow the passage of the craft using the canal. Bridge over the Hastings River at Kindee on Developmental Road No. 1094 in the Shire of Hastings.—This structure is of the trussed cable suspension type, 396 feet long, consisting of three spans of 88 feet, 220 feet, and 88 feet respectively, and is the second bridge of this design to be constructed by the Depart­ ment. Developmental Road No. 1094 is a spur from State Highway No. 11 serving dairy farms, etc., along Kindee Creek, and will not carry through traffic; hence a light single track structure was considered adequate. The piers, abutments, and deck are of timber, the last mentioned being supported throughout by hangers attached to the braced cables. The cables are anchored to buried concrete blocks outside the bridge abutments. The steel bridge over the Tweed River, at Barney's Point, on State Highway No. 10, Pacific Highway, was opened to traffic on 11th July, 1936. This structure, which replaces a small ferry at Chinderah, is 624 feet long, consisting of eight 35 feet girder spans, two 140 feet truss spans, and a movable span of the " Strauss " bascule type, which provides a horizontal clearance for shipping of 50 feet between fenders and unlimited headroom. The carriageway is 20 feet wide with concrete deck, except on the bascule span, where timber was adopted to reduce its weight. A detailed description of this bridge, which cost £40,345, was published in the Department's quarterly journal " Main Roads " in August, 1936. The opening of this structure has conferred a very real benefit both to through traffic and to vehicles conveying perishable freight to the railhead at Murwillumbah. Two concrete structures worthy of mention are those built during the year over the creek at Friday's Flat and the Snowy River on Main Road No. 286, Jindabyne to Kosciusko. The structure at Friday's Flat is a 6-cell reinforced concrete box culvert, 52 ft. 4 ins. in length, and that over the Snowy River a 14-cell reinforced concrete box culvert, 121 ft. 10 ins. in length. These culverts have been erected at probably the highest altitude for a structure on any main road in Australia, the deck at Friday's Flat being 6,348 feet above sea-level and of the Snowy River bridge 6,345 feet above sea-level. With their completion, all main creeks on the Jindabyne-Kosciusko road are now bridged, thus enabling traffic to proceed when snow conditions will permit. During the year a start was made with the construction of a subway beneath the Main Northern Railway Line crossing Victoria-road, Main Road No. 165, in the municipality of Ryde. Previously a level crossing existed, and the volume of traffic on the line resulted in the gates being closed to road traffic for more than 40 per cent, of daylight hours. Agreement as to a basis for sharing the cost of the work with the Department of Railways has been reached and the operations are now well advanced, it being expected that the subway will be opened to traffic by about the end of December, 1936. All work within the railway boundaries is being carried out by the Department of Railways, while this Department is undertaking the roadwork adjacent. Very extensive alterations have been required to the large trunk water-mains (up to 48 inches diameter) from the Metropolitan Water, Sewerage, and Drainage Board's Ryde Pumping Station immediately adjacent, and to other utility services. The design for the subway provides for a carriageway of 40 feet width. This is in conformity with the future general pavement width of 60 feet for Victoria-road, since there will be no parked vehicles on the subway section. •89544—B 18

Suspension Bridge over Long Bay, North Sydney.—During the year the Department carried out a detailed investigation of the condition of this structure, which was one of a number handed over to the Department by the Public Works Department in September, 1935. The bridge, which consists of a central span of 500 feet and side spans of 150 feet and 175 feet, respectively, was built by a private company to the design of the late J. E. F. Coyle, Consulting Engineer, Sydney, in connection with the subdivision of a large tract of land to the north ofLong Bay, now known as Northbridge. The bridge was opened to traffic in January, 1892, and remained under the control of the company until it was transferred to the Government in 1913. From the few references available as to the original design it was stated, " This bridge was designed for light traffic, such as a horse-tramway which may be replaced by an electric tramway, and the light loads assumed in the foregoing calculations are greatly in excess of what was intended to pass over it. It is certainly not strong enough for ordinary town traffic. It should be regarded as a bridge of the minimum strength necessary to carry light traffic, such as that referred to, over a long span." ( Engineering Construction in Steel and Timber," by Professor W. H. Warren, Sydney University.) From this it is clear that when first erected it was not expected that the bridge would be called upon to carry such loads as are imposed by present day traffic. The bridge was strengthened in 1913 to carry a heavier tramway loading than that provided for in the original design.

On the transfer of the structure to this Department, in accordance with the usual practice, a detailed examination of the strength and stability of the bridge was commenced. In contrast to modern practice, the cables of the bridge were encased in concrete in the anchorage tunnels. In order to expose these sections of the cables as expeditiously as possible, day and night shifts were arranged to remove the concrete from the tunnels. Simultaneously a detailed examination of the suspender rods and connections and the various members of the stiffening trusses was made. During the progress of the examination it was evident that the deterioration which had taken place during the last 45 years, particularly in the cable anchorages, had now reached a stage when remedial measures must be taken. Accordingly, arrangements were made for the reduction in weight of loads and speed of vehicles using the structure. After very careful consideration of the condition of the structure generally, it was considered desirable in the interests of public safety to close the bridge to all but pedes­ trian traffic. This action was taken on 27th May, 1936. The Department of Road Transport and Tramways was kept informed of the progress of the investigation, and when the decision to close the bridge was reached, a shuttle 'bus and tram service was provided without undue disturbance of tramway traffic. A number of proposals were given consideration regarding the future of the bridge, as follows :— (a) Reconditioning the present structure without provision for widening or for heavier loading. (6) Provision of heavier cable and rebuilding the bridge, with possible widening to provide increased facilities for traffic. (c) Replacement of the present bridge by a structure of a different type. After considerable prehminary investigation as to the suitabihty and estimated cost of the various types of bridges, it was decided to adopt a reinforced concrete arch. It was the considered opinion of the Department that the picturesque masonry towers should, if reasonably practicable, be retained, and this view being supported by members of deputations and others, the towers will be incorporated in the design of the new structure.

Having regard to the width of the approach roads and to the fact that the parking of vehicles on the bridge would be prohibited, it was decided that a width of 30 feet of roadway would meet the requirements of traffic for many years. The adoption of this width will necessitate a slight cutting back of the buttresses inside the towers. Two 5 feet wide foot-walks will be provided for in the design, and will be arranged to either pass through the towers or around the outside. The extensive investigations necessary to determine the suitabihty of the ground for the foundations for an arch structure are in hand. The design of the structure is being proceeded with as expeditiously as possible, in order that tenders for the construction of the bridge may be called for at the earliest practicable date. Developmental Road No. 1050. Baryulgil lo Tenterfield- Casino Road, Shire of Kyogle. Composite Truss Bridge over Lily's Creek.

Prince's Highway—S.H. I. Brogo River Bridge under construction. (Note portion of old bridge on right.) • 80544—8 Pacific Highway—S.H. 10. Tweed Shire. Steel Bridge with Bascule opening span over Tweed River at Barney's Point.

19

DEVELOPMENTAL ROADS. Provision is made in the Main Eoads Act for the proclamation of certain roads -as developmental roads. The qualifications for such roads are described in Section 28 of the Act as those which— (a) will serve to develop or further develop any district or part of a district; or (b) will serve to develop any area of Crown or private land by providing access to a railway station or a snipping wharf or to a road leading to a railway station or a shipping wharf. This means that as a general rule the road should enable greater production to take place in the area which it serves. The principal primary industry dependent upon the presence of roadfc for day to day marketing throughout the year is the dairying industry. "Wool, wheat and other products are usually transported to the nearest railhead over a brief period once each year, but the sale of milk and cream must go on continuously and marketing delays such as are caused by impassable roads represent certain financial loss to the dairy farmers. It is, therefore, natural that the expenditure on roads which have been proclaimed under the Act has been proportionately greater on those in dairying districts than elsewhere. The provisions of the Act as to develop­ ment have, nevertheless, been taken to include the sustenance of existing development. In wheat growing areas, for example, it is not always possible to show that more wheat will be produced by the construction of a road to the nearest railway station. At the same time it can be demonstrated that the cost of putting the existing yield on the railway will be reduced if the road to the station is improved and that the economic limit of road haulage in wheat areas will be extended. Whether more production takes place or the existing production is brought about at less cost, the nett result to the State is the same and assistance has been granted to Councils for developmental roads on this basis. While it has been usual for developmental projects to be corifined to individual roads which serve comparatively small areas, there have been cases where a complete network of roads has been planned to promote settlement over extensive areas. The largest of such schemes covered the Upper Clarence and Richmond River Valleys where 64§ miles of road were built at a cost of £247,000. This work, which was fully described in the August, 1935 issue of " Main Roads," was designed to open up about 700,000 acres of country, of which one half is eminently suited for dairying and capable of accommodating 400 families in addition to those already in occupation. A stage in a somewhat similar scheme of lesser magnitude was completed during last year by the finalisation of the construction of sections of developmental roads in the vicinity of Gloucester at a cost of £52,000, a full account of which was published in the August 1936 issue of " Main Roads." In this case good dairying land was tending to be used solely for grazing purposes simply because the roads made it impossible to reach the market regularly. The worst sections of road were, therefore, made trafhcable and several bridges were built to enable creeks to be crossed at all times. Already it is found that the reinstatement of dairying is taking place and some extension is being made by the clearing of land for more intensive settlement. In the case of both these projects prehminary investigation was made with a view to selecting those roads which, besides providing for the developmental needs of the locality, would at the same time permit of the orderly extension of the main roads system in accordance with a definite plan. This procedure is followed as a matter of general policy as far as it is practicable, and the advantages to be gained from it are further exemplified in other developmental road construction works completed or under construction during the year, notably on Developmental Road No. 1050 between Baryulgil and Trunk Road No. 64 near Tabulam, and Developmental Road No. 1088 between Cawongla and Uki in the North Coast district. The first-mentioned, which involved the construction of 18 miles of new road and the completion of 5 miles of road which had been partially constructed, at a total cost of approx. £48,000, provides the essential means of access for an area of some 80,000 acres of grazing and dairying country which hitherto was without any practicable means of road communication and, at the same time, serves to link up existing main roads in such a way as to provide a new direct route for through traffic between Grafton and Brisbane. The construction of Developmental Road No. 1088 was intended primarily to promote settlement and production within the valleys of Hanging Rock Creek and the upper part of the South Arm of the Tweed River, formerly without any suitable access. With the completion of this length of 13| miles at a cost of approx. £66,000, which includes £11,000 for bridges and culverts, direct road 20

communication has been established between railheads at Kyogle~and Murwillumbah, and by this linking up of existing main roads a through traffic route has been provided between Southern Queensland districts and the far North Coast of New South Wales. In each case the money expended was provided by the Unemployment Relief Council and the works were carried out by day labour under relief conditions. The amount provided annually for the construction of developmental roads is at present £100,000. It will be evident, therefore, that comprehensive schemes of the character just described can be undertaken only when this money is augmented by funds specially provided for selected undertakings. The current income is needed to extend and complete the construction of roads leading to railways, as provided for in subsection (b) previously quoted, which have been or may be proclaimed in order to assist local development. At 30th June, 1936, there were 149 of these roads having a total length of 2,379 miles. Of this total length, 1,940 miles have either been constructed by the Board and Department or are suitable for the needs of the area served. There thus remain 439 miles to be dealt with, and the Department's primary object will be to devote the money available to sections of work on this mileage on which the need for construction is urgent. Until such time as the completion of work on these roads can be foreseen it will be impracticable to consider applications for the proclamation of new roads except where the Department can be satisfied that a road will promote land development and settlement to a greater extent than the roads already proclaimed but not constructed. As indicated earlier in this report, legislation passed during the year made it possible to proclaim short sections of road as developmental works. This will enable the Department to assist Councils to carry out isolated works for the purpose of elimin­ ating obstacles in the way of access which constitute a definite bar to the development of the land affected. In this way it will be practicable to deal with roads on which, considered as a whole, the expenditure of developmental road funds would not be justified and which therefore could not be recommended for proclamation as develop­ mental roads throughout. The principal requirement for these works, as is the case with the developmental roads, is that their completion shall be followed by an increase in the volume of production or a decrease in marketing costs. While the Main Roads Act provides for special assistance for certain develop­ mental roads, it is to be emphasised that the encouragement of development by the provision of good roads "is not confined to roads of this class. There are over 15,000 miles of proclaimed main roads in the country and every main road is in truth a develop­ mental road. There is scarcely a case where a main road is not used for the purpose of hauling produce to markets or supplies to the farms as well as for purely passenger traffic. Every improvement to a main road therefore means a saving in both time and money in the cartage of this produce and is an aid to the development of the State. Numerous cases may be quoted of reductions in freight charges where goods are taken by public carriers between towns not served by a railway connection or from the point of production to the railhead. These reductions do not take into account, moreover, the fact that improvements in the roads coupled with the advance in the capabilities of rehicles make it possible to transport perishable produce to the markets from distances which were impracticable ten years ago.

ROADS IN THE WESTERN DIVISION. As stated in the last Annual Report, the control of the whole of the roads in the Western Division of the State was assumed by this Department as from 2nd September, 1935, in accordance with the Government's policy to simplify the system of road administration. B#" the passage of the Main Roads (Amendment) Act, 1936, which came into force on 27th July, 1936, the transfer of the control was formally authorised. The Western Division extends from the Victorian border to the Queensland border, and easterly from the South Australian border to a line drawn approximately through Balranald, Hillston, Euabalong, Canbelego, thence following the Barwon River through Collarenebri to Mungindi on the Queensland border, comprising a*i area of some 125,000 sq. miles, or 80,000,000 acres, approximately two-fifths of the area of the whole State. The physical characteristics of this area are in general that of a vast plain, the continuity of which is broken only by the Barrier and Grey Ranges. The climate is well suited for the production of high-grade wool, but although the soil throughout is uniformly fertile, it is unproductive to a high degree, due to the low average rainfall, amounting to less than 10 inches per annum over one-third of the area Q U B B J^T _a_ i\r ^ id

ungerfo Bannngun^

Bokhar Wfeilmoringle (Soodc

Van tabu I la o znngonia jLangboyd, 'Tibooburna dogul

3 lollarenebri Milparinka ;ord's Bridge Cumborah

Goombalie Brewanrjna1 Walgett -obham Lake >urke

4 i—I CLoubh

Byrocl! 0~he Peak )WhiteClifFs Pi

CooIsbaPK O CD LBooroondarra 4 s )E.uriowi< 0 / Wilcarmia^ 3opP V fCl ou n b To Nynqan Barnat HA*' Tank

Silverbon

Thaclori trokenHill

ockbunn 4 uibUetonN

lenindee LMfrManana jilgunnia

M&Hope \lvanhoe O JTrida ra fRobo V Luabalong

^ORanban Mossgieli tfurnn Bridge iRgoncairie

>HiIlston 4- map or the: Yes/bah Bridge

)Arumpo WESTERN DIVISION OF Booli, NEW SOUTH WALES showing lbwopfch Types of Surface on Principal Roads

JOI Gol •V dey Scale of Miles

Renarie NaburslSurface shown. Cleared onfy • 2 AY C/eor*cc/ 2nd Forvnsdshown i talranald Cleared, Formed and Loam or Grave/ Surfaced shown\

* 89544—10 21 and less than 15 inches over the remainder. The sheep carrying capacity of the land is only about one-fifth of that of the better watered plains farther east, the region being for the most part occupied in large holdings on long lease tenure, many of these being over 100,000 acres in extent. For the reasons mentioned, the population of this part of the State is comparatively small. Near the western boundary of the Division is situated the mining town of Broken Hill, with a population of some 27,000 persons, and constituting the third largest town in New South Wales. The discovery of the famous silver-lead deposits at Broken Hill in 1883 forms one of the most important episodes in Australian history. The English explorer, Captain Charles Sturt, actually stood on the "hill" itself during the expedition of 1844-45 when searching for an inland sea, returning to Adelaide later with ore samples which he presented to the Government, the value of which, however, was apparently not recognised. The name of Broken Hill, so intimately linked with the western area, is now associated with the production of steel and its allied industries as a result of the subsequent activities of the company originally formed to develop this enormously rich ore deposit. In the eastern part of the Division extensive copper deposits are found, which formerly maintained thriving settlements at Cobar, Canbelego and Nymagee, but with the suspension of mining activities generally the population of these localities has decreased, excepting that, due to the high price of gold, there has been a mining revival recently in the Cobar district, with a consequent slight increase in population. For the rest, the Division possesses one town—Bourke—with a population of about 1,800 (at one time nearly 5,000), six towns with a population exceeding 500 and about twenty smaller townships. Of the towns in the Western Division, six are Local Government areas, comprising the municipalities of Broken Hill, Bourke, Brewarrina, Cobar, Wentworth and Wilcannia. The roadworks in the unincorporated area outside these municipalities have hitherto been under the direct control of the Department of Public Works, and the District Engineers of that Department are continuing to supervise works in this portion of the State on behalf of the Department of Main Roads, headquarters being situated at Broken Hill, Bourke and Hay. The supervision of the work within the Cobar district has been undertaken directly by this Department. The relatively light vehicular traffic in comparison with traffic within the areas further east, and the great length of roads to be maintained, combined with the scarcity of suitable roadmaking material in the area, creates a special problem. The total length of roads in the Division is approximately 5,820 miles. Excepting in the municipalities there are no proclaimed main roads, but the majority of roads outside the municipalities are classified or distinguished as State Highways, Trunk and Main Roads for administrative purposes, the approximate mileages of each being 709, 1,696 and 2,126 respectively. The remaining 1,289 mile« are of purely local importance. The greater length of the classified roads has been cleared and formed along the worst

Pneumatic Tyred Power Patrol Grader used In the Western Division.

4 22 sections, and certain lengths have been gravelled or surfaced with sandy loam or sand clay. The systematic linking up of these formations, commencing at the principal town centres or railheads, and extending outwards into the more remote districts, was considered to be the most urgent work, together with the regular maintenance of the existing constructed roads. To undertake this, the Department has installed four modern pneumatic-tyred power patrol graders, driven by compression-ignition engines, one grader being located in each of the four districts into which the Western Division is divided for administrative purposes. These units are being kept on the principal arteries and used for the construction of light formations Unking up existing sections, and for the regular smoothing of existing constructed sections. The graders have proved highly successful, and are giving much improved service to road users at reasonable cost. The blade on each grader is 12 feet wide, and the engine of 47 h.p: Action is being taken to increase the radii of curves wherever practicable, with a view to safety, and gradually to provide all-weather roads between the more important centres of population. As previously mentioned, one of the great drawbacks to the construction of good roads in this portion of the State is the lack of suitable roadmaking materials. Small quantities of gravel can be obtained in a few localities, such as Broken Hill, Bourke, Brewarrina, Collarenebri, Cobar and Wentworth. Over the greater lengths of the roads the only material available for road improvement is limited to sandy loam, which is used for top-dressing the black soil. Where this is not available, sand is used for mixing with the clay in order to improve the travelling surface during wet weather. There are three continuations of the highway system leading from the Eastern Division of the State, viz.: (1) the Mitchell Highway (State Highway No. 7), extending from the Western Division boundary near Coolabah, via Bourke, to the Queensland border at Barringun, a total distance of 173 miles, of which only some 15 miles, in the vicinity of Bourke, are at present gravel surfaced; (2) the Barrier Highway (State Highway No. 8), extending westerly from the Western Division boundary at Florida, via Cobar, Wilcannia and Broken Hill, to the South Australian border at Cockburn, a total length of 350 miles, making the full distance from Sydney to the South Australian border via this highway 765 miles; (3) the Sturt Highway (State Highway No. 14), extending westerly from the Western Division boundary at Balranald, via Euston, Gol Gol and Wentworth, to the South Australian border, a total distance of 186 miles. The Barrier Highway is a good trafficable road for a distance of 50 miles west of Cobar. From that point to Wilcannia it still requires construction over many creek crossings and several miles of formation, etc., to make it a reasonably trafficable road in all weathers. This work is now being put in hand. The section from Wilcannia to Broken Hill passes through undulating country, reasonably improved and carrying wool and general traffic from the Darling River to the railhead at Broken Hill. Parts of this section, however, are adversely affected during heavy rains, and a considerable amount of construction is needed to provide a road trafficable in all weathers. From Broken Hill to the South Australian border—30 miles—construction is still required over the greater portion of the length. There are two particularly long trunk roads in the Division, viz.: (1) No. 68, extending from the Queensland border at Mungindi, and following the banks of the Barwon and Darling Rivers, via Collarenebri, Walgett, Brewarrina, Bourke and Wilcannia to Wentworth at the junction with the Darling and Murray Rivers, a total length of 696 miles; (2) No. 69, from Wentworth on the Victorian border, extending northerly through Broken Hill, Milparinka and Tibooburra to Wompah at the Queensland border, a total distance of 437 miles. Trunk Road No. 68 from Mungindi to Wentworth is constructed in sections only between the more important towns, but serves a large area of country. • Gradual improvement to this road will be undertaken as funds can be provided. The greater part of Trunk Road No. 69 is still unimproved, and, although serving a large area of country, will require considerable expenditure to make it reasonably passable in all weathers. The southern section of this road, from Broken Hill-to Went­ worth, is one of the chief outlets from Broken Hill to Victoria and has already a regular 'bus service between the railhead at Mildura, in Victoria, and Broken Hill, as well as fruit and general traffic between these towns. In this case, also, considerable expenditure will be needed in the next few years to properly construct the road. 23

The Department's standards of road and bridge construction are being applied with modifications to suit local conditions, and on the less important roads one-way bridges, 10 feet -wide between kerbs, will be built, thus effecting a saving in initial cost and maintenance. Soil erosion and sand drift, due to the frequency of dust storms, absence of natural grasses, and denudation of timber growth (now the subject of public inquiry by a special committee) are serious factors to be considered in the satisfactory construction and maintenance of the Western Division roads, more particularly in the border districts. In certain areas, special care has to be exercised in the non-interference with the natural surface by forming or draining to minimise the effects of soil erosion. The total expenditure on road works in the Division during the financial year ended 30th June, 1936, was £68,126 17s. lOd. It is anticipated that this figure will be exceeded during the financial year 1936-37.

WIDENING OF MAIN ROADS IN THE METROPOLITAN AREA. The earlier reports of the Main Roads Board'dealt with the desirable widths on main roads, the advisability of then taking immediate steps to provide adequate widths for the future and the method by which it was hoped to accomplish the widening. The course decided upon was to combine direct purchase or resumption of land required for widening with a system of gradual widening in sections by arranging for new buildings to be put back to the line of the road which would eventually apply throughout. As a complement to this scheme, it was also agreed that wherever the owners so desired the strip of land between the old and new alignments would be leased back to them until such time as it was required for incorporation in the road in conjunction with surrounding strips. In this way, it was believed that properties could be placed back at the time when it best suited the owner, because the question of acquiring the strip for the road would only arise when building or rebuilding operations were proposed. A minimum of inconvenience would thus be caused, and the Department would be able to secure the land needed without the expenditure of funds on the demolition or remodelling of buildings before they had reached the end of their useful lives. In some cases, too, substantial payments for interruption of leases would be avoided where shops were held on extended tenure. It was realised that in some instances the demands of traffic would be so great that sections of road would have to be widened by the purchase of properties for immediate demolition and replacement, although the cost of disturbance would be substantial. The general plan outlined has operated for over ten years and has worked satisfactorily. Wherever owners have wished to subdivide or build or rebuild on land subject to a widening scheme, the Department has been prepared to negotiate with the owner and in practically all cases a mutually satisfactory arrangement has been possible. In a comparatively few cases only has it been necessary for the Department to resume land against the wishes of the owner (who is protected by the law which ensures the payment of fair compensation) and only in very exceptional circumstances has it been found that owners or lessees have wished to secure undue advantage from the operation of a widening proposal. The results of this process of progressive acquisition are now beginning to appear, anpl there are many sections where it will be possible to have wider roads within the next few years at a cost which could not be regarded as out of proportion to the resulting benefits. As anticipated, however, some schemes have had to be completed at substantial cost by immediate acquisition and reorganisation of local properties. One such case was the section of the Pacific Highway in the immediate northern approach to the Sydney Harbour Bridge. It was imperative that the road should be so placed as to take the traffic when the bridge was opened in 1932 and allow for the growth of the northern suburbs as well as the additional traffic which would be attracted by the bridge construction. This one work required an outlay of over £100,000; and for the year in which the bulli of the expenditure took place the Department's normal programme of construction and reconstruction works was very seriously affected. Other schemes of lesser magnitude have been completed, the general objective being to deal with those sections where the congestion is greatest unless the cost involved has been prohibitive, having regard to the Department's revenue resources. The greatest present difficulty in this widening problem is to deal with narrow streets which form the main routes of access to the city. Sections of these streets are incapable of adequately carrying existing traffic and are usually to be found in the shopping centres where all the land is built on and values are comparatively high. 24

Generally, too, the roads carry a double set of tram tracks which means that, for a considerable portion of the day, only one-half the carriageway is available to vehicular traffic. Added to this is the problem of vehicles parked at the kerbside. These vehicles are generally in use by shop-owners, goods deliverers, or shoppers who have legitimately stopped for a few minutes while they transact their business, but in effect set up a constant impediment to the free flow of traffic. In the ordinary road of one chain width, a tram and a stationary car completely block one side of the road and have a similar result to the checks caused by traffic lanes crossing at intersections. To a certain extent also a road is as wide as its narrowest section, since vehicular speed and travelling time is controlled by the speed at which the slowest of the vehicles in use can negotiate the narrow piece. Perhaps the best example of this is to be found at the Spit Bridge, where a backing up of traffic returning from the north side is frequently experienced at the peak week-end periods. This case also draws attention to the fact that the roads, like the railways and tramways, are required to meet peak hour loadings and some short dislocation may result, although for normal periods the facilities available may be quite adequate. One means which has been adopted extensively to relieve narrow main roads of traffic has been the encouragement of the use of alternative routes. For this purpose roads have been declared to be secondary roads, and the Department has borne one-half the cost of their improvement and maintenance. It has thus been possible to split the traffic and to render the need for widening of the main road less acute. This course, however, is not always possible since the objective point of traffic or the configuration of the country not infrequently offers only one practicable route. In such cases the extension of that route to an adequate width is the only proper course. The present aim of the Department is to adhere to the policy of gradual realignment for all roads at some distance from the city, allowing the position to work itself out in the course of time. For the principal routes nearer the City, however, it will be necessary to carry out widening in sections by direct acquisition as the funds can be provided. In this respect, however, it is the Department's first obligation to use the money available to it to maintain the road system as it stands and to meet interest and other charges on loans raised in earlier years. With any amount remaining, it is possible to draw up a balanced programme each year for construction or reconstruction or widening works, having regard to the needs of each locality and the safety and the convenience of vehicular traffic. It is necessary also to take account of the requirements of other road users and to fit in as far as possible with their pro­ grammes. Tram tracks may be due for replacement over a section of road, for example, or water or gas mains may need to be installed or replaced. In such cases the Department may undertake widening schemes earlier than would normally be the case in order to permit the re-arrangement of all road services at the one time. It is the objective always of the Department to co-operate and to co-ordinate so that each length of a wider road will be achieved at the minimum aggregate public expense.

THE PROBLEM OF ROAD DESIGN IN RELATION TO SPEED OF MODERN VEHICLES. During the past few years a problem of national importance has been created by the sudden and pressing demand for improved road facilities brought about by an almost revolutionary increase in power and speed of motor vehicles. Although allowance was made in previous road designs for anticipated increases in traffic and progressive improvements to motor vehicles, the rate at which the latter have actually been made has probably exceeded even the anticipations of the designers themselves. The rate at which the existing roads could be converted into a co-ordinated highway system and raised to suitable engineering standards in the past was largely controlled by the funds available. To cater for the requirements of the present-day motor vehicle and of the further improved vehicle likely to be produced in the next few years will undoubtedly require a much heavier outlay of public funds, and this fact, together with the obvious probability that such increased expenditure will have to be met substantially by the road user, will need to be accepted by the public if the present trend is to continue. In this connection, however, and from the standpoint of national economy, it is necessary to consider whether it will really be justifiable to incur the huge outlay which would be required to convert our present road system into what will be necessary if the development of the vehicle is to proceed with complete freedom as regards speed capacity. 25

It seems rather that it will be necessary to seek some intermediate solution, embracing re-organisation of the road system to a reasonable degree, the further regulation of traffic and some voluntarily accepted control of the manufacturers for the purpose of limiting increases in the speed capacities of motor vehicles. The assessment of the degree to which roads should be improved to cater for the requirements of traffic in the future, even if anticipation is limited to, say, ten years, is not a simple problem. So far as the growth of traffic is concerned, some guide as to this may be found from conditions in the United States of America, where the density of motor vehicles in some States has reached a proportion as high as one vehicle to every 2\ persons, with a general average over the whole country of 1 to 4j. In New South Wales the present density is about one vehicle per ten persons, and it seems safe to assume that this density will ultimately approach a figure of, say, one vehicle to every five or six persons. The forecasting of future speeds is more difficult, but it would appear that speeds of the future, if not restricted by legislation, will be limited by the skill of the driver rather than by any technical problem of vehicle and engine design. In any case, a review of existing standards of alignment has been found to be necessary, mainly on account of the facts that— (1) super-elevation cannot be increased indefinitely to off-set the higher speeds now used and to prevent the frequently occurring accidents due to failure to negotiate curves successfully; and (2) increased visibility is required on horizontal curves in cuttings or under other conditions where the view ahead is limited, as well as on vertical curves at the crests of hills. For such speeds, visibilities of 800 feet and a minimum radius of curvature of 1,000 feet are necessary for safety. * 11 On curves in hilly country, a minimum radii of 600 feet to 800 feet are being aimed at, though on the more rugged sections, the cost of obtaining these radii would be prohibitive, and it is necessary to adopt a lower standard, and to provide for the erection of suitable warning signs for traffic where necessary. For gradients, until comparatively recently, a maximum of 5 per cent, was adopted by the Department for general design purposes, but with the increased power now available in motor vehicles, steeper grades of up to 10 per cent, are accepted in cases where steepening of the grade results in improved alignment, the position being governed by the danger of descent rather than by the difficulty of ascend­ ing such grades. A uniform standard of visibility and curvature on any given section of road is necessary if high-speed traffic is to operate on that section of road with confidence and safety. The natural tendency in design has been for standards for visibility and curve radius adopted for design purposes to be regarded as objectives rather than as requirements, and to modify radii and visibility standards where particular difficulties were encountered. With the increase in normal travelling speeds, however, it has been found that sections of road designed in this way now require further attention with a view to bringing them up to a satisfactory uniform standard. Speeds of the order of 60 miles per hour on roads carrying heavy traffic call for the provision of dual carriageways and for the efimination of cross traffic except at properly spaced and controlled crossings. Adequate width of pavement, the provision of super-elevation and non-skid surfaces are essential. In urban areas the attainment, with safety, of high speeds is, of course, impracticable without incurring tremendously heavy expenditure involved in constructing special express routes, and the most pressing requirements as affecting the existing routes are the efimination of the hazard of accident at intersections and the relief of congestion. If the trend of opinion and practice in other countries, notably Great Britain and the United States, can be taken as a guide, it appears that these needs could be largely provided for respectively by the institution of a system of definite control of all vehicles entering main roads, and by the efimination of parking, where practicable, on heavily trafficked and congested routes. In surveying the requirements of Metropolitan traffic, it should be borne in mind that the activities of the Department have, up to the present, been necessarily confined mainly to meeting the immediate problem confronting it on its inception in 1925. At that date the pavements of existing main roads were generally in a bad condition, many of the roads were too narrow to serve in any appreciable measure as traffic arteries, and 27 with kerosene, which subsequently evaporates. Suitable road-mixing equipment is being designed with a view to the wider adoption of the process during 1936-37, and it is hoped that this will lead to a considerable improvement to the smooth riding quality of many of the older pavements.

PLANT. During recent years there has been an advance in the use of medium and high speed compression-ignition or diesel type engines. This has been made possible by the employment of improved alloy steels which has resulted in a marked reduction in the weight per horse-power. .The absence of an electrical ignition system, together with the relatively high efficiency of the diesel engine in comparison with the petrol engine and the much lower cost of fuel, combines to make the diesel engine a particularly suitable power unit for roadmaking machinery purposes. The Department's first purchases of tractors fitted with diesel engines were made early in 1933 for test purposes, and the satisfactory results obtained, including lower fuel costs and the fact that the maintenance costs of such engines are comparable with petrol engines, has resulted in the purchase of a number of diesel engined tractors during the past twelve months. These units have replaced .petrol engined tractors which had reached the end of their economic life. The makers of petrol and diesel engined tractors have increased the power of such machines during the past twelve to eighteen months, and such extra power has been availed of by the purchase of heavier scarifier graders of an improved type fitted with 10 feet blades in replacement of smaller and lighter graders with 8 feet blades which had reached the end of their economic life. The new plant has enabled the Department to carry out the maintenance and construction of roads to a higher standard and more expeditiously and cheaply. Another advance in the maintenance of gravel and earth roads has been made possible by the use of heavy duty motor patrol scarifier graders fitted with pneumatic tyres. In the early stages of the Board's maintenance works use was made of motor patrol graders fitted with crawler type tracks. The maximum speed of these machines was approximately 4 miles per hour, and although they gave reasonably satisfactory results maintenance costs were high, mainly on account of the wear of the crawler tracks. The present motor patrol scarifier graders are equipped with single pneumatic tyres on the front wheels and dual high-pressure or tandem low-pressure tyres on the rear wheels. The power units of such machines are of the diesel type. The machines have a top speed of from 10 to 12 miles per hour, thus reducing the time required to travel between jobs. The work of scarifying and grading is carried out at speeds in excess of the maximum obtainable with the older type of machines. The new machines are fitted with power- operated controls for raising and lowering the scarifier and grader blade and also for altering the position of the grader blade relative to the centre line of the machines. The power-operated controls, which are driven by an extension shaft from the main engine, enable the operators to carry out the various necessary adjustments to the scarifier and grader blade quickly and without fatigue. A feature of the operating levers of the power controls is that the gears to which they are connected are designed with gear teeth of tapered section. This is a safety precaution in that the operator cannot hold the operating gear lever in position when the scarifier or grader blade is lifted and is at the top of its travel, thus preventing damage to any of the mechanism. The new machines are of a high grade in regard to workmanship and material, and im­ proved road surfaces have resulted from their use. The motor patrol scarifier graders are suitable for the maintenance of Jong stretches of gravel or earth road surfaces and for quick transit from job to job, but owing to their long wheel base they are not so suitable for construction works where better results may be obtained with separate tractors and graders on account of the quickness with which the latter type of combined unit may be manoeuvred.

The speed of diesel type of engines is controlled by varying the amount of fuel oil injected into the cyfinder at the end of the compression stroke and they are not throttled in any way in the suction manifold. Air is drawn in and compressed to a pressure which ranges from approximately 450 to 650 lbs. per square inch. This raises the tempera­ ture of the air to such a degree that when the fuel oil is injected the heat of the compressed air causes combustion to take place. Petrol engines, on the other hand, are controlled by varying the amount of air and petrol drawn through the suction manifold by means of a butterfly valve, and the pressure to which the charge is compressed in petrol engines is very much lower than that employed in diesel engines. On account of the high compression pressure obtained in diesel engines it is essential that the wear of the cylinder 28

liners, pistons and rings be reduced as far as possible in order that the high efficiency of this type of engine may be retained. The use of air cleaning devices for removing dust, etc., from the air used in the engines is therefore essential, particularly in regard to engines used on roadmaking plant, which are often operated under dusty conditions. Many of the later types of diesel engines are fitted with an improved type of air cleaner. The Department is fitting this type of cleaner to a number of its older petrol engined machines which work in dusty locations, it being anticipated that this will greatly reduce the maintenance cost of such items. The air cleaners generally fitted to petrol engined tractors have a filtering medium of wire wool, but it was found that, owing to the large volume of unrestricted air used by diesel engines, the wire wool type of air cleaner was unsuitable, as the wire wool became displaced and in some instances was drawn into the engine cylinders. The latest type of diesel air cleaner abovementioned is of the oil bath type in which the air is drawn through oil and then through a series of fine wire gauze strainers which remove any dust which has not been caught in the oil bath and also any excess oil from that bath. The use of drags for gravel road maintenance, especially in the preparation of surfaces for bitumen or tar surface treatment, has been continued throughout the year. ID. the Central Western Division a drag 50 feet in length was put into operation by the Macquarie Shire Council. It has six 8-feet blades placed at angles of 1/60°, 1/65°, 2/70°, 1/75°, 1/8.0°, to the centre line of the machine and is capable of being towed by a 30-cwt. or 2-ton lorry. The drag is trussed longitudinally, and fitted with a level gauge which indicates the crossfall of the road, the desired crossfall being obtained by alteration of the positions of the main runners relative to each other. It has proved very effective in providing a good running surface prior to surface treatment. A high standard of maintenance of bitumen and tar surfaces at a reasonable cost has been achieved by the introduction of patrol units using motor lorries as the means of conveyance. The normal unit employed in the country consists of a leading- hand in charge, two labourers, and a lorry driver working as a labourer when the truck is not in use. The greater mobility of these units enables the road to be patrolled more frequently, and any weaknesses attended to in their incipient stage. In times of flood or other emergency, this mobility is of great value in preserving the road pavement and the safety of the travelling public. Routine patching, resheeting, and minor im­ provement work are carried out by these units. In the Metropolitan area larger patrol gangs are employed, the number varying according to the nature of the work. A petrol-operated rammer of the jackhammer and concrete-breaker type has been put into use on the New England Highway for consolidating repair work on bituminous macadam pavements. The use of this machine in remote locations obviates the need' for providing an air compressor and the usual type of jackhammer. It is a suitable tool for emergency use where air compressors are not readily available. The machine can also be fitted for use as a concrete-breaker or for ramming light sheet piling, etc. The use of oil-fired bitumen heaters fitted with pneumatic tyres has been developed and extended in connection with the large amount of surfacing and re-surfacing of bituminous roads during the past twelve months. By the use of such plant 400 gallons of bitumen per heater can be heated in approximately 2\ hours and the heaters can be towed at reasonably high speeds from one work to another.

TREE PLANTING ON MAIN ROADS. During the year tree-planting reconnaissances were carried out on the Hume Highway, the Federal Highway, the Yass-Canberra Highway, portions of the Sturt and Oxley Highways, and on the Pacific and New England Highways between Sydney and Glen Innes. Sections requiring planting' were noted, together with soil, drainage and climatic conditions, and the existence of overhead wires and other relevant factors. Subsequently plans were prepared for these lengths showing the positions and types of proposed new trees. A number of Councils also prepared schemes for shorter lengths on main roads under their control and planning of the Department's tree-planting activities in selected sections of the Metropolitan roads was continued. In the selection of trees an attempt has been made in rural areas where native trees exist to select to some extent trees of a species as closely similar as possible to those existing. Under certain soil and drainage conditions, and on higher elevations, however, hardy varieties of deciduous trees have been chosen, especially those of colourful autumn foliage where

Developmental Road No. 1088. Cawongla-Murwillumbah. Shire of Terania. Construction. conditions are suitable. On the warmer coastal belt, flowering trees are being selected widely, and native scrub trees so far as practicable. In all cases, however, an attempt is being made to confine attention to varieties which have been proved as sufficiently hardy to withstand rigorous roadside conditions while giving a pleasing appearance. The most extensive plantings during the year were on the Federal Highway, where nearly 2,400 trees, provided at a nominal charge by the Federal Government, were planted to extend the work carried out in earlier years on this road in the Federal Capital Territory. Large plantings, especially of handsome deciduous trees, were also carried out on the Great Western Highway on the Blue Mountains. Elsewhere throughout the State trees were planted along the approaches to many country towns partly by the Department and partly by Councils with Departmental assistance, the immediate vicinity of most towns having been denuded of native growth. Continuous action has been taken to prevent the destruction of native trees along roadsides. It is often impossible, however, to secure sufficient evidence to justify prosecution. During the year conferences took place with representatives of the Postmaster General's Department in order to minimise tree destruction on roadsides by that Department. While every courtesy was received and a definite advance registered in that, following joint inspections by officers of both Departments, the amount of lopping and destruction on certain overhead lines was very considerably reduced (an improvement of which this Department is duly appreciative), progress in the general negotiations directed towards the adjustment of mutual relations has not been all that had been hoped for. The Postmaster General's Department is not pre­ pared to enter into any formal agreement which would in any way limit its scope of dealing with roadside trees. This policy is in marked contrast to the attitude of public utility authorities operating underground mains on main roads, such as the Sydney Metropolitan Water, Sewerage and Drainage Board, which some years ago agreed to a basis of co-operation in all matters of common interest.

ADVERTISING ON MAIN ROADS. A number of applications were recevied divring the year for permission to erect illuminated signs on main roads. In view of the hazard to the safety of traffic created by the indiscriminate erection of such signs, it has been found necessary to consider the extent to which the Department can authorise Councils under Section 39 of the Main Roads Act to approve the erection of these on main roads without unduly restricting the legitimate use of modern forms of advertising.

APPLICATIONS FOR ADDITIONAL MILEAGE OF CLASSIFIED ROADS. The total length of classified roads in the State at 30th June, 1936, was 17,733 miles, made up as under :— Miles. State Highways 3,846 Trunk Roads 2,424 Main Roads 8,984 Developmental Roads 2,379 Secondary Roads (Metropolitan Area) 100

Total 17,733

Rates of assistance varying from the full cost of works on State Highways to half coat of works on Secondary Roads in the Metropolitan area are granted by the Department for works on these classified roads. The length of unclassified roads is approximately 101,000 miles, the full cost of works thereon being the responsibility of the local governing bodies. The division of the roads system of the State is therefore 14*96 per cent, classified and 85*04 per cent, unclassified roads. From information obtained from other States of the Commonwealth it is ascertained that the mileage of classified roads varies from 9"8 per cent, in one State to 13*2 per cent, in another, and for unclassified roads from 86'7 per cent, to 90 per cent, of the total road mileage. The proportion of classified roads in this State is therefore consistent with that of other States of the Commonwealth. The classification of approximately 10 per cent, of the total road mileage is also in general conformity with the practice obtaining in other countries. 30

As referred to on page 2 of this report, the rates of assistance by this Department to Councils for work on Trunk and Main Roads were substantially increased as from 1st January, 1936, the necessary financial provision being made by the Government to enable the Department to meet a greater proportion of the cost of works on these roads. Following upon the announcement of the increased rates of assistance, the programmes of works on Trunk and Main Roads submitted by Councils for 1936 were, as previously reported, much in excess of the funds available to the Department for expenditure thereon. The Department has been able, however, to increase its total contribution for the year 1936 from approximately £315,000 to £496,000. With the operation of the increased rates of assistance there has been a notable increase in the applications received by the Department from Councils for the proclama­ tion of new main roads or for raising the classification of existing roads. If all the applications received during the past twelve months were approved, the total mileage of main roads would be increased by approximately 10 per cent., and in addition 10 per cent, of the mileage of classified roads raised to a higher classification. Any proposal to add so considerably to the system would be most unwise since it would involve transferring money from roads which now form part of the system, but are in many cases as yet far from satisfactory, to roads of lesser importance. At the current rate of progress it will be many years before the standard of the most important main roads will be in keeping with the requirements of traffic, and as mentioned elsewhere in this Report the trend of vehicle design is making it more and more difficult to build roads to accommodate safely the speeds which are now regarded as reasonable. The Department's first obligation, therefore, is to concentrate on the already proclaimed main roads. This does not mean that no new roads will be recommended for proclamation but only that every regard must be paid to the importance of any proposed road as compared with those already classified, as well as the possibility of offering financial assistance for the improvement of the road if it is otherwise eligible for proclamation.

THIRD ANNUAL CONFERENCE OF STATE ROAD AUTHORITIES. The third conference of representatives of the central road authorities in each State was held in Adelaide in March, 1936, and on that occasion a representative of the Commonwealth Department of the Interior also attended. Several questions of administrative and technical interest were discussed and arrangements made for common action or the interchange of information in respect of problems which affect more than one State. One of the great difficulties encountered by authorities carrying out public works is the fluctuations which are necessary in personnel and equipment when frequent changes occur in the amounts made available for expenditure. In one or two States programmes of major improvement works are planned to proceed over a period of years and funds to meet the programme are assured in advance. In other cases the year's work is not determined until the whole of the estimates of receipts and payments by the State are finalised. It is apparent that road works, like other public undertakings, must be dependent upon the general financial position and upon the policy decided upon from time to time. It will also be evident that the cheapest work will be performed when plans may be made well in advance and the desirability of arranging road finances wherever practicable to cover a period of years was affirmed by the conference. As part of each annual conference inspections of road works in hand in the State visited are made. This permits each authority to benefit by observation of the processes and experiments being undertaken and ensures that improvements in maintenance and construction methods pass quickly from State to State. This aspect of the work of the conference is perhaps the most important, for there are few industries in which accepted practice is changing so rapidly as in road building. SI

SYDNEY HARBOUR BRIDGE.

(a) Financial Position. The complete accounts relating to the bridge for the year are set out in Appendix No. ID but the result of the year's operations may be summarised as follows :— £ £ Excess of Expenditure over Income in previous years ... 25,449 Expenditure from 1st July, 1935, to 30th June, 1936 ... 467,160 Income from 1st July, 1935, to 30th June, 1936 ... 465,519 Deficiency of Income for the year .— 1,641 Balance representing accumulated deficiency to 30th June, 1936 27,090

This result may be compared with that of previous years from the following table although it should-be explained that the income for 1932-33 includes contributions by Councils which had accrued in earlier years but were unpaid when the bridge was opened to traffic on 19th March, 1932.

From 19th March, Source of Income. 1932,to 1932-33. 1933-34. 1934-35. 1935-36. Total. 30th June, 1932.

INCOME. £ £ £ £ £ £ 43,771 153,455 174,449 189,461 215,873 777,009 20,091 44,586 75,000 104,457 107,320 351,454 16,336 39,241 50,000 51,543 53,971 211,091 Payments by Municipal and Shire Councils ... 353,653 101,038 98,530 81,320 634,541 1,240 3,786 5,575 4,188 7,035 21,824

81,438 594,721 406,062 448,179 465,519 1,995,919

» EXPENDITURE.

Loan Capital Charges— ... 440,503 350,567 369,105 324,777 1,484,952 ... 80,112 52,950 54,796 46,384 234,242 ... 34,141 31,626 35,461 34,027 135,255 4,858 4,876 2,390. 5,761 17,885 Maintenance and Improvement of Structure and U34 10,483 23,833 24,442 44,385 104,277 surroundings, including Lighting and Cleaning. 2,956 7,476 6,899 7,725 8,365 33,421 92 5,558 2,211 1,655 _ 3,461 12,977

4,182 583,131 472,962 495,574 467,160 2,023,009

A substantial increase in road tolls is evident during the past year and this is wholly accounted for by increased traffic. On the other hand, a reduction of revenue from Councils' contributions is shown, due to the fact that by an .amendment of the Sydney Harbour Bridge Act the rate to be paid by Councils was reduced from one-third of a penny in the £ on the unimproved capital value to two-ninths of a penny in the £ as from 1st January, 1936.

With regard to the expenditure, there was no appreciable alteration of the ordinary Loan Capital charges during 1935-36, the differences in the interest and exchange items being principally due to .a non-recurring charge of £39,434 made in 1934-35. The expenditure on the routine maintenance of the structure has not varied to any great extent, but the execution of certain'improvements,* including the alteration of archways in the approach to the Bridge for letting purposes, resulted in the expenditure on maintenance and improvements being increased from £24,442 in 1934-35 to £44,385 in 1935-36. While the deficit on operations during 1935-36 was negligible, it is to be noted that the reduction in the rate of contributions by Councils operated in the latter half of the year only. Operation for a full year will reduce the income from this source by approximately £34,000. It is also to be remembered that these contributions will cease altogether in 1939. The possibility of maintaining a balance in the Bridge Account is consequently dependent upon the revenue from rail and road traffic increasing by approximately £66,000 or 20 per cent, during the next three or four years.

(b) Capital Cost. The total capital cost of the bridge to 30th June, 1936, was £10,082,944. This amount will be increased by payments still not finalised, but will ultimately be reduced by the sale or transfer of surplus resumed lands. The final cost will probably amount to approximately £9,500,000. The details of cost and the sources from which the money was found are set out in the following statements :— Details of Expenditure— £ Payments to Construction Contractors, Messrs. Dorman Long & Co. Ltd 4,802,634 Expenditure by Public Works Department on Bridge and Approaches 2,336,181 Acquisition of Land ... 1,352,964 Lavender Bay Railway Station and Minor Works 95,383 Interest and Exchange on Loan Expenditure during Construction... 1,495,782

£10,082,944

Sources of Funds for Expenditure— Loan Money raised by the State 8,406,831 Contributions by Councils 1,665,444 Unemployment Relief Vote ... 10,664 Public Works Fund 5

£10,082,944

(c) Traffic. From the number of ticket sal es it is possible to form a close estimate of the traffic of each description using the bridge. The estimate for the period 20th March, 1932, to 30th June, 1932, and for the past four years is as follows :—•

Railway Passengers. Tramway Passengers. Road Passengers. Total Passengers. Motor Vehicles. Period. Number. Daily Number. Daily Number. Daily Daily Average. Average. Average. Number. Average, j Average.

20th Match, 1932, to 30th June, 1932 4,008,000 38,912 2,143,000 20,806 2,074,000 20,136 8.225,000 79,854 1,128,000 10,951 1932-33 12,911,000 35,373 8,345,000 22,863 7,203,000 19,734 28,459,000 77,970 3,904,000 10,696 1933-34 13,607,000 37,279 9,638,000 26,405 8,097,000 22,184 31,342,000 85,868 4,464,000 12,230 1934-35 15,445,000 42,315 9,794,000 26,833 9,079,000 24,874 34,318,000 94,022 5,006,000 13,715 1935-36 16,113,000 44,025 10,254,000 28,016 10,142,000 27,710 36,509,000 99,751 5,710,000 15,601

It will be noted that there has been a progressive increase in all classes of traffic since the Bridge was opened in March, 1932, which was at a period when the recent economic depression was probably felt most and the increased traffic figures each year are principally illustrative of the ability of the community, to spend more money on transport.

Sydney Harbour Bridge. Approach Spans One of the four Gantries, showing collapsible handrails. 33

The volume of traffic of the various classes is shown in the graphs hereunder which also give the proportion of the several items of income and expenditure.

1:242 OTHER LOAN CHARGES

I 792 OLL COLLECTING i-six O 742 MISCELLANEOUS

ISCELLANEOUS

INCOME EXPENDITURE C£465.5I9 JC1467. 160

PASSENGERS CARRIED ROADWAY RAILWAY TRAMWAY 27-782 44 \3V. 28 092 SYDNEY HARBOUR BRIDGE 1935/36

(d) Maintenance and Improvement Works. A commencement was made in August, 1935, in repainting the ten approach spans of the Bridge and forty-three men are continuously engaged on this work. At the end of the year seven spans had been repainted and work will proceed until the whole of the structure has been completed. Considerable investigation was made as to the paint to be used and it was decided that as the paints adopted when the Bridge was built had proved satisfactory it would bo well to adhere to the specification then

Sydney Harbour Bridge, Enclosed Arches Southern Approach.

followed. Tenders were accordingly invited for the supply of linseed oil and red lead for the manufacture of the priming coat on the job, and for the supply of mixed paint to be used in the intermediate and finishing coats. As time goes on the Department •89544—0 34

will be able to compare the results of this paint with others which have been used for test purposes from time to time but which have not been on long enough to enable a reliable opinion of their lasting qualities to be formed. During the twelve months under review an expenditure of £15,986 was incurred on painting the structure, 3,500 gallons of grey paint and 700 gallons of priming coat being used.

The three arches supporting the approach to the Bridge on the southern aida have been made tenantable and leased for terms of 20 years, and arrangements are now being completed for similar treatment of four arches on the northern approach. As the demand arises work will be extended on the northern side where there is Btill a number of arches available for occupation.

Minor improvements have been made to the equipment used by the Bridge maintenance gangs and it is pleasing to record that another year has passed without serious injury to any employee angaged.

INDUSTRIAL AND EMPLOYMENT. Consequent upon the expiry of the Award governing the rates of pay and conditions of employment of the professional officers of the Department and receipt of request* by the associations concerned that a new Award be entered into, a series of conferences were held during the year with the New South Wales Public Service Professional Officers' Association and the Public Service Association of New South Wales with a view to formulating a new Agreement. It was found practicable for the parties to reach agreement on all matters relating thereto and the Agreement as executed has now been gazetted as a Consent Award. The clauses in the new Award respecting travelling allowances differed in some respects from those contained in the Clerical Officers' Agreement, and steps have since been taken to bring the latter Agreement into line with the Professional Officers' Award.

The expenditure on main and developmental roads of the sum of approximately £3,000,000 during the year resulted in the direct employment of a maximum of 8,300 men. Following upon the completion of several unemployment relief works, the number of men engaged at the 30th June, 1936, was 7,215, comprising 2,685 on day labour works supervised directly by the Department, 3,776 employed by Councils on works subsidised from Main Roads funds, and 754 on the Department's contract works, design, supervision, axlministration, etc.

Since the close of the financial year the Government has made special financial provision whereby the Department will be enabled to put in hand a number of major construction works to provide employment for single men selected from Labour Bureaux nominated by the Department of Labour and Industry. It is estimated that approximately 2,300 men will be engaged on these works, which will be additional to the ordinary programme undertaken by the Department.

ACKNOWLEDGMENTS. In concluding this review of the Department's operations and activities for the financial year ended 30th June, 1936, I desire to express grateful thardcB for and appreciation of the continued loyal and able assistance so wholeheartedly given me by officers and employees' of the Department. It is particularly gratifying to be able to record that there is abundant evidence of a desire and intention to render " service " in the truest sense of the term amongst a great majority of officers and employees upon whom heavy demands have been made and at all times cheerfully met.

To Lieutenant-Colonel The Hon. M. F. Bruxner, D.S.O., M.L.A., who, at the 30th June, 1936, had been the Minister in Charge for a period of 7 J years out of the total of Hi years that the Main Roads Act has been in operation, I am deeply indebted for the great encouragement and help he has given, and not only for myself, but also on behalf of the officers and employees associated with me in the work of the Department, 35

I desire to express sincere thanks. These are also due and gladly accorded to Main Roads organisations in other States of the Commonwealth, to other State Departments and Corporate Bodies, and to the very large number of Shire and Municipal Councils and their officers who have so willingly co-operated and ably assisted in the carrying out of a work so closely associated with the development of the State and the welfare of the community. H. H. NEWELL, Commissioner for Main Roads.

25th November, 1936. 37

Appendix No. 1—Income and Expenditure Accounts and Balance Sheets.

A.—COUNTY OF CUMBERLAND MAIN ROADS FUND.

INCOME AND EXPENDITURE ACCOUNT FOR THE TWELVE MONTHS ENDED 30TH JUNE, 1936. A.—Maintenance and Miscellaneous,

EXPENDITURE. INCOME. s. d. £ s. d. 30th June, 1936— 30th June, 1936— To Maintenance of Roads and Bridges- By Share of Motor Taxes in accordance Maintenance Grants to Councils . 79,383 12 5 with Section 10 (1) Mala Roads Act, Maintenance by Department 164,479 12 2§ 1924-1936 381,218 8 6} Maintenance by Public Works. Department 2,390 19 3 „ Transfer from Public Vehicles Fund... 8,441 5 5 246,254 3 10 Repayment of Principal and Interest on „ Requisition upon the City of Sydney and Loans— Suburban Councils in accordance Sections 13 (1-46) Main Roads Act,' with Section 11, Main Roads Act, 1924-1936 130,153 2 11 1924-1936 230,640 13 2 Section 13 (5), Main Roads Act,I 1924-1936 1 44,886 18 1 „ Income under Federal Aid Roads Section 181 (c), Local Government (Further Agreement) Act, 1931 Act, 1919 1 67,911 7 0 Less Payments to National Debt Exchange on Remittances of Interest Sinking Fund to London, etc 1 4,82113 2 173,646 8 2 247,773 1 2f ,, Miscellaneous Expenditure ... 498 0 6 „ Miscellaneous Income— „ Administrative Expenses— Interest Salaries 11,532 16 Toll Charges on Ferries Rent, Printing, Stationery, General Other Expenses, etc 4,584 5 18.186 5 5 16,117 1 10 Balance carried forward to Part" B' 301,389 13 4

£812,032 0 8 £812,032 0 8

" For details see Appendix No. 8. t For details see Appendix No. 3. J Includes Income for thirteen months.

B.—Construction.

EXPENDITURE. INCOME. £ s. d. £ s. d. 30th June, 1930— 30th June, 1936— To Construction and Reconstruction of Main and Secondary By Balance brought forward from" A" 301,389 13 4 Roads and Bridges— ,, Loan Appropriation, Section 10 (1) Main Roads Act, From Loans (State Funds) 11,363 10 8 1924-1936 20,000 0 0 From Revenue (State Funds) 259,072 2 1 ,, Contributions by Councils for Resumptions and Sub­ From Contributions by Councils for Resumptions and sidiary Works on Main Roads 8,08} 14 11 Subsidiary Works on Main Roads 8,081 14 11 „ Contributions by Councils for Resumptions and Con­ From Contributions by Councils for Resumptions and struction of Secondary Roads 335 7 10 Construction of Secondary Roads 335 7 10 ,, Contributions bv other Departments and Bodies From Contributions by other Departments and Bodies towards Construction of Main Roads , 2,194 7 0 towards Construction of Main Roads 2,201 7 0 „ Grant by State Unemployment Relief Council 1,115 1 1

From Miscellaneous Income M, 120 8 8 ,, Miscellaneous Income 120 8 8 „ Balance, being excess of Income over Expenditure for the year 52,062 1 8

£333,236 12 10 £333,236 12 10

For details of total expenditure of £281,174 lis. 2d. see Appendix No. 4.

BALANCE SHEET AT THE 30TH JUNE, 1936.

LIABILITIES. ASSETS. £ B. d. i. d. Sundry Cred tore— Cash In Hand „„.. 669 16 0 Salaries and Wages accrued due 7,478 7 11 Cash at Treasury- 19,396 6 0 Interest accrued due 5,787 3 4 19,966 2 6 Contractors' Deposits 4,614 Payments in Advance 1,723 15 7 Goods and Services 14,588 Sundry Debtors— Miscellaneous 885 Councils under Section XI, Main Roads 33,353 1 9 Act, 1924-1936 1 71,555 15 Insurance and General Reserve 5,000 0 0 Commonwealth Government under Income and Expenditure Account— Federal Aid Roads (Further Agree­ Balance at 30th June, 1936 .... 222,612 16 4 ment) Act, 1931 14,762 Add Surplus for 1936-36 52,062 1 8 State Treasury—Motor Tax 30,484 11 274,674 18 0 Miscellaneous 30,880 147,688 16 6 Advances to Councils for Roadwork 26,026 16 10 Stock on Hand and Goods in course of manufacture 26,742 2 2 Depot Land, Buildings, Furniture, Instru­ ments, etc 56,316 7 Less Depreciation , 22,915 17 ,400 10 2 Residue of Land and Buildings acquired for road improvement ,479 16 0

313,027 19 9 313,027 19 9

NOTE.—In addition to the liabilities stated above, repayment has to be made over varying terms of years of loans chargeable to the County of Cumberland Main Roads Fund as provided in Section 13 of the Main Roads Act, 1924-1936, and Section 181 (e) of the Local Government Act, 1919: The principal amount of such loans outstanding at 30th June, 1936, was £1,662,768 3s. 2d. l A. E. WARBURTON, Accountant.

I certify that the books and accounts of the Department of Main Roads have been examined and audited under the provisions of the Audit Act, 1902. In my opinion, this balance sheet correctly sets out the financial position of the County of Cumberland Main Roads Fund as at 30th June, 1936, according to the best of my information and the explanations given to me and as disclosed by such books and accounts. This certificate is given subject to my report to the Colonial Treasurer, in which it is pointed out the Income and Expenditure Account contains revenue and expenditure attributable to previous years, but brought into account in the year 1936-36 for the purposes of presenting the accounts in future on a strictly accrnal basis. JOHN SPENCE, Auditor-General. 17th November, 1938. 38

Appendix No. i—continued. B.—COUNTRY MAIN ROADS FUND.

INCOME AND EXPENDITURE ACCOUNT FOR THE TWELVE MONTHS ENDED 30TH JUNE, 1936. A.—Maintenance and Miscellaneous.

EXPE N DITUBE. INCOME. s. d. £ s. d. s. d. 8. d. 30th June, 1936— 30th June, 1938— To Maintenance of Roads and Bridges- By Share of Motor Taxes in accordance Maintenance Grants to Councils .. 682,235 5 6' with Section 20 (1) of the Main Roads Maintenance by Department 383,636 17 5' Act, 1924-1936 1,242,287 9 0J Maintenance by other Governmental „ Transfer from Road Transport and Authorities on behalf of the Depart Traffic Fund 164,510 11 9 raent of Main Roads 3.454 11 1 „ Transfer from Public Vehicles Fund .. 1,476 16 11 1,069,326 14 0 „ Income under Federal Aid Roads (Further Maintenance and Construction of Agreement) Act, 1931 587,965 18 10 Western Division Roads 67,893 9 6 Less Payments to National Debt Sinking Less Refunds by Department of Public Fund 22,072 2 11 Works 15,084 12 8 565,893 15 11 52,808 16 10 „ Councils' Contributions towards Main Repayment of Principal and Interest on tenance of Main Roads 1,177 1 8 Loans, Section 21 of the Main Roads „ Miscellaneous Income— Act, 1924-1936, including Exchange Interest 63,294 6 8 on Remittances of Interest to London 151,457 12 5f Toll Charges on Ferries 12,756 14 8 Miscellaneous Expenditure 344 17 10 Other 3,277 10 11 Administrative Expenses— 79,828 12 S Salaries 38,701 6 8 Travelling Expenses, Rent, Printing, 2,054,674 7 0 General Expenses, etc 20,373 1 9 Less Transfer to Developmental Roads 59,074 7 5 Fund vide Section 21 (7) of the Main Ba\ance carried forward to " B 654,161 18 6 Roads Act, 1924-1936 67,500 0 0

1,987,174 7 0 1,987,174 7 0

* For details see Appendix No. 10. t For details see Appendix No. 3. $ Includes Income for thirteen months.

B.—Construction.

EXPENDITUBB. £ 8. d. INCOME. £ e. d. 30th June, 1936— 30th June, 1930— To Construction and Reconstruction of Main Roads and By Balance brought forward from "A" 654,161 18 6 Bridges— ,, Loan Appropriation, Section 20 (1), Main Roads Act, From Revenue (State Funds) 494,128 15 3 1924-1936 40,000 0 0 From Loans (State Funds) 36,085 15 11 „ Grants from State Unemployment Relief Council— From State Unemployment Relief Council GrantB— £ B. d. Loans 74,797 15 6 FromLoansfortheDepartment's Works 74,797 15 6 From Commonwealth Government Contributions to From Loans for Advances to Councils... 4,609 9 10 Yass-Canberra Road 37,428 17 6 79,407 5 4 From Council's Contributions 6,282 15 3 „ Contributions by Commonwealth Government to Yass- From Contributions by other Departments and Bodies 69 11 6* Canberra Road 37,428 17 6 From Miscellaneous Income 134 17 0 „ Councils' Contributions towards Resumptions and „ Balance, being excess of Income over Expenditure for Construction of Main Roads 7,575 18 10 the year 169,850 0 9 „ Contributions by other Departments and Bodies towards Construction of Main Roads 69 11 6* „ Miscellaneous Income 134 17 0

£818,649 5 8 £818,649 5 8

For details of total expenditure of £648,799 4s. lid., see Appendix No. 5. * Adjustment of Contribution shown in previous year's account.

BALANCE SHEET AT THE 30TH JUNE, 1936.

LIABILITIES. ASSETS. 8. d. s. d. £ S. S. d. Sundry Creditors— Cash In Hand 30 14 Salaries and Wages accrued due 16,532 7 Cash at Treasury 39,039 10 Contractors' Deposits 9,043 0 39,070 6 2 Goods and Services 37,986 9 Payments in Advance 40 4 5 Miscellaneous 17,358 17 Sundry Debtors— 79,920 15 4 Commonwealth Government under Insurance and General Reserve 15,000 0 0 Federal Aid Roads (Further Agree­ Income and Expenditure Account- ment) Act, 1931 48,674 16 11 Balance at 30th June, 1935 176,004 0 State Treasury—Motor Tax 99,285 18 5 Add Surplus for 1935-36 169,860 0 Miscellaneous 10,833 18 8 345,864 1 3 158,794 14 0 Advances to Councils for Roadwork 83,597 13 1 Stock on Hand 20,216 19 6 Roadmaking Plant, Motor Vehicles and other Equipment 359,193 3 7 Less Depreciation 257,695 13 101,497 9 10 Divisional Establishment and Local Depots— Land, Buildings, etc.,. 16,375 19 Less Depreciation 2,106 10 14,209 8 11 Residue of Land and Buildings acquired for road improvement 3,664 9 4 Plant Operating Account 19,717 12 4

440,774 16 7 440,774 16 7

NOTE.—ID addttlon to the (labilities stated above, repayment HAS to be made over varying terms of years on loans chargeable to the CountiyMaln Roads Fund, as provided In Sectton 21 of the Main Roads Act, 1924-1936. The principal amount of BUCH loans outstanding on 30th June, 1936, was 22,277,959 17a. 8d. A. E. WARBURTON, Accountant.

I certify that the books and accounts of the Department of Main Roads have been examined and audited under the provisions of the Audit Act, 1902. In my opinion, this balance sheet correctly BETS out the financial position of the Country Main Roads Fund as at 30th June, 1936, according to the best of my information and the explanations given to me and as disclosed by such books and accounts. This certificate is given subject to my report to the Colonial Treasurer, in which it is pointed out that the Income and Expenditure Account contains revenue and expenditure attributable to previous years, but brought into account in the year 1935-36 for the purpose of presenting the accounts in future on a strictly accrual basis. JOHN SPENCE, Auditor-General. 17th November. 1936. 39

Appendix No. 1—continued*

C—DEVELOPMENTAL ROADS FUND.

INCOME AND EXPENDITURE ACCOUNT FOR THE TWELVE MONTHS ENDED 30TH JUNE, 1936.

EXPENDITURE. INCOME. s. d. i. d. 30th June, 1936— 30th June, 1936— To Construction of Developmental Roads By Transfer from the Country Main Roads From Loans 34,327 18 Fund, vide Section 21 of the Main From Revenue 53,740 8 5 Roads Act, 1924-1936 67,500 0 0 From Grants by State Unemployment Grants by State Unemployment Relief Relief Council—LoanB 83,651 13 Council—Loans 84,151 11 0 From Councils' Contributions 499 17 ,, Loan Appropriation, vide section 29 (1) From Miscellaneous Income 25 6 of the Main Roads Act, 1924-1936.. 50,000 O 0 172,245 4 7 ,, Miscellaneous Income 25 6 8 Repayment of Principal and Payment of Interest and Exchange on Loans, vide Section 29, MainRoads Act, 1924-1936 20,138 0 4 Miscellaneous Expenditure 185 16 9 Administrative Expenses- Salaries , 3,767 10 1 General 1,983 6 3 5,750 16 4 „ Balance, being excess of Income over Expenditure for the year 3,356 19 8

201,676 17 8 201,676 17 8

For details of total Expenditure of £198,319 18s. 0d., see Appendix No. 6.

BALANCE SHEET AT 30TH JUNE, 1936.

LIABILITIES. ASSETS. £ s. d. s. d. £ s. d. Sundry Creditors— Cash at Treasury .. 12.764 4 9 Salaries and Wages accrued due 332 1 2 Sundry Debtors— Goods and Services 1,164 0 3 State Treasury ... 3,836 19 8 Miscellaneous 980 15 6 Miscellaneous ... 3 8 10 2,476 16 11 3,839 8 6 Income and Expenditure Account— Balance at 30th June, 1935 12,364 2 10 Stock on Hand 1,694 0 2 AM Surplus for 1935-36 3,356 19 8 15,721 2 6

18,197 19 5 18,197 19 5

A. E. WARBURTON, Accountant.

I certify that the books and accounts of the Department of Main Roads have been examined and audited under the provisions the Audit Act, 1902. In my opinion, this balance sheet correctly sets out the financial position of the Developmental Roads Fund as at 30th June, 1936, according to the best of my information and the explanations given to me and as disclosed by such books and accounts. This certificate is given subject to my report to the Colonial Treasurer, in which it is pointed out that the Income and Expenditure Account contains revenue and expenditure attributable to previous years, but brought into account in the year 1935-36 for the purpose of presenting the accounts in future on a strictly accrual baBis. JOHN SPENCE, Auditor- General. 17th November, 1936. 40

Appendix No. 1—continued,

D.—SYDNEY HARBOUR BRIDGE. ACCOUNT.

INCOME AND EXPENDITURE ACCOUNT FOR THE TWELVE MONTHS ENDED 30TH JUNE, 1936.

EXPENDITURE. INCOME. s. d. 30th June, 1936— 30th June, 1936— To Cost of Collecting Road Tolls "18 2 By Road Tolls ,, Maintenance and Upkeep, including „ Contributions by Railway Passengers Lighting and Cleaning and Minor „ Contributions by Tramway Passengers Improvements 44,385 5 5 „ Contributions by Councils „ Maintenance and Upkeep of Properties 2,243 1 9 „ Rents from Properties „ Loan Charges— „ Miscellaneous Interest 324,777 3 Sinking Fund 34,026 11 Balance, being excess of Expenditure Exchange 46,384 4 over Income for the year Management Expenses of Loans .... 5,761 0 410.E 0 2 Administrative Expenses— Salaries 749 0 1 Rent, Printing, Stationery, etc. 469 8 10 1,218 8 11

467,160 14 5

BALANCE SHEET AT 30TH JUNE, 1936.

i LIABILITIES. ASSETS. s. d. £ 8. d. Sundry Creditors— Cash in Hand .... 633 12 9 Salaries and Wages accrued due 1,047 17 Cash at Treasury 144 7 5 Goods and Services 1,578 10 778 0 2 State Treasury for Interest, Sinking Sundry Debtors—

Fund and Exchange 55,347 19 Councils for Bridge Pate and Interest ,u 19,582 5 9 Miscellaneous 672 17 Railway Commissioner for Railway Con­ 58.647 4 8 tributions 3,199 2 6 Road Transport Commissioner for Tram­ way Contributions 4,415 19 11 Miscellaneous 3,099 12 11 30,297 1 1 Stock on Hand 371 18 2 Office Furniture and Fittings 143 3 10 iess Depreciation 32 19 3 110 4 7 Income and Expenditure Account— Balance at 30th June, 1935 .. 25,448 4 10 Add Deficiency for 1935-36 .. 1,641 15 10 27,090 0 8

58,647 4 8 68,647 4 8

The capital cost of the Bridge to 30th June, 1936, was £10,082,943 19s. 6d., of which £8,400,831 3s. 4d. was met from the General Loan Account. Of this £3,820 15s. 4d. was incurred in preliminary work prior to 1st July, 1912, and ia not taken into account in the calculation of interest chargeable.

NOTE.—in addition to the liabilities stated above, the amount of loan expendRure on the Sydney Harbour Bridge on which interest, etc., was charged as at 30th June, 1936, was £8,403,010 8s. The estimated value of properties and land residues which it is anticipated will ultimately be credited t) the Capital Cost, was £498,789, making the net loan indebtedness approximately £7,904,221 8s. at that date. A. E. WARBURTON, Accountant.

, I certify that the books and accounts of the Department of Main Roads have been examined and audited under the provisions of the Audit Act, 1902. In my opinion, this balance sheet correctly sets out the financial position of the Sydney Harbour Bridge Account as at 30th June, 1936, according to the best of my information and the explanations given to me and as shown by such books and accounts.

JOHN SPENCE, Auditor-General. 1 7th November, 1936. 41

Appendix No. 2.

AGGREGATE STATEMENT OF INCOME AND EXPENDITURE FROM THE INCEPTION OF THE MAIN ROADS BOARD (1ST JANUARY 1925) TO 30TH JUNE, 1936.

1st January; Heading. 1925 to 1930-31. 1931-32. 1932-33. 1933-34. 1934-35. 1935-36. Total. 30th June, 1930.

COUNTY OF CUIIBKRI.AKD MAIS ROADS. Income. •

Total .. 5,851,232 786,061 710,068 625,592 727,212 737,159 843,879 10,281,203

Expenditure.

Maintenance of Roads and Bridges 1,038,656 175,410 199,928 234,196 229,656 353,174 246,254 2,477,274

-Construction of Roads and Bridges ,: 3,473,200 424,697 146,570 177,325 225,196 297,475 281,175 5,025,638 Interest and Loan Repayment— Principal 472,657 123,744 134,334 137,667 143,852 145,032 153,376 1,310,662 Interest 370,244 102,987 92,379 79,568 93,694 82,858 82,008 903,738 Exchange and Management Expenses 6,160 11,722 7,729 9,996 7,748 8,188 51,543 Sinking Fund Ml 2 5,168 3,479 3,957 4,201 26,117 Administrative Expenses 97,426 23,087 21>39 16^587 14,189 18,102 16,117 207,247 Miscellaneous 20,728 2,404 2,242 2,060 1,622 548 30,102

Total 5,482,223 863,657 608,914 655,132 721,684 908,894 791,817 10,032,321

Income. COUNTRY MAIN ROADS. 4a) Revenue— Motor Taxation (State) 5,028,429 977,634 I 928,498 961,483 1,090,491 1,141,984 1,408,275* 11,536,794 Commonwealth Government (Petrol Tax) 1,975,942 447,094 " 363,132 386,643 445,370 499,851 565,894 4,683,926 Councils' Contributions 104,875 5,225 6,267 6,985 8,459 10,791 8,753 151,355 Consolidated Revenue 396,318 390,318 Unemployment Relief Grants 48,953 *8,721 57,674 Contributions by other Departments 58^780 896 20 161 60f 59,787 Miscellaneous 68,145 24,757 1059 17,024 21,215 27,416 116,893 292,409

Transfer from Country Main Roads Fund to Develop' 135,000t 135,000t 67,500t 337f500t mental Roads Fund in accordance with the Finances Adjustment (Further Provisions) Act, 1933. ~ib) Loans— State Government Loans 2,243,357 164,053 40,000 2,447,410 Unemployment Relief Loans 283,000 53,353 97,382 197,625 79,407 710,767

1,425,508 19,998,940 Less—Payments to Consolidated Revenue in accord' 154,000 154,000 ance with the Finances Adjustment (Further Provisions) Act, 1932.

Total ... 10,158,846 1,668,612 1,323,577 1,271,508 1,527,917 1,742,818 2,151,662 19,844,940

Expenditure.

"Maintenance of Roads and Bridges 3,044,333 673,424 656,918 935,024 879,467 1,027,891 11,122,135 8,339,192 •Construction of Roads and Bridges 5,962,137 953,626 279,114 548,676 721,648 • 648,799 9,803,631 Interest and Loan Repayment— Principal 29,488 22,856 24,440 25,290 30,490 25,940 30,802 189,306 Interest 25,868 40,121 36,585 32,242 105,272 97,040 92,662 429,790 Exchange and Management Expenses 2,678 4,152 16,642 13,968 14,382 57,910 Sinking Fund 321869 18,235 11,190 12,791 13,612 88,697 Administrative Expenses 202,147 54,103 47,750 49,480 45,848 50,624 69,075 509,027 .•Miscellaneous 23,388 4,822 4,442 4,011 1,565 1,615 345 40,188

Total >,310,230 1,769,865 1,055,337 1,698,875 1,790,105 1,951,517 1,981,812 19,457,741

Income. DEVELOPMENTAL ROADS. *(o) Revenue— Motor Taxation (State) 9,903 9,903 Commonwealth Government 333,560 32,980 366,540 Council's Contributions 263 251 326 167 1,059 Consolidated Revenue ' ; 138,300 1,050 139,650 Unemployment Relief Grants , 64,043 600 64.643 Miscellaneous "326 732 13 "232 9,879 9,900 25 21,107 Transfer from Country Main Roads Fund to Develop' 135,000 135,000 67,500 337,500 mental Roads Fund, vide Finances Adjustment (Further Provisions) Act, 1933. c<6) Loans- State Government Loans 683,646 66,001 50,000 799,647 Unemployment Relief Loans 135,669 32,346 81,710 120,748 84,152 465,125

Total .... 1,301,404 164,319 864 33,404 227,806 265,700 201,677 2,195,174

Expenditure.

'Maintenance of Roads and Bridges 252 553 365 186 1,554 • Construction of Roads and Bridges 1,169,997 206,597 39,168 57,255 114,352 279,161 172,245 2,088,775 ^Interest and Loan Repayment— Interest , 33,945 31,891 15,460 81,296 Exchange and Management Expenses 5,667 4,857 2,487 18,001 Sinking Fund 6,244 3,463 3,690 4,122 2,191 19,710 .Administrative Expenses 12,794 6,756 2,243 1,379 3,662 8,050 5,761 40,635 iMiflcellaneous 36

Total 1,189,035 216,816 41,663 58,868 161,859 328,446 198,820 2,196,007

89544—D 42

Appendix No. 2—•continued

AGGREGATE STATEMENT or INCOME AND EXPENDITURE FROM THE INCEPTION OF THE MAIN ROADS BOARD (1ST JANUARY; 1925) TO 30TH JUNE, 1936—continued. -•

ilst January. - Heading. 1930-31. 1931-32. 1922-33". " " 1933-34. 1934-35. 1935-30. Total. [ 80th June, 1930. •

TOTAL—ALL ROAD FIINDS . Income. (a) Revenue— £ £ £ £ £ £ £ £ . Motor Taxation (State) 0,457,961 1,258,885 1,181,220 1,228,720 1,374,053 1,460,155 1,797,934* 14,758,928 Commonwealth Government (Petrol Tax) 2,679,969 506,493 472,546 503,050 581,885 653,176 739,540 6,196,659 Councils' Contributions 1,820,410 370,192 330,177 276,095 250,752 247,052 247,711 3,542,389 Consolidated Revenue , 618,565 300 1,050 619,915 Unemployment Relief Grants , 112,996 18,027 126,023 Contributions by Other Departments 58^780 10,646 1,411 "'731 '4" 643 2J727 2434 81,072 Miscellaneous 184,335 50,915 36,719 35,709 48,460 53,344 135,225 544,707 (6) Loans— State Government Loans 4,214,100 230,054 a 10,000 4,554,154 Unemployment Relief Loans 601,669 Soil 99 222,092 329,223 164,674 1,403,857 Loans raised by Councils 675,693 18^511 "*691t 693,613

2,130,504 32,521,317 Less—Payments to Consolidated Revenue in accord ...... 200,000 ...... 200,000 ance with the Finatices Adjustment (Further Provisions) Act, 1932.

Total 17,331,482 2,618,992 2,034,509 1,930,504 2,482,935 2,745,677 3,107,218 32,321,317 Expenditure. Maintenance of Roads and Bridges 4,082,989 848,834 857,091 1,169,418 1,109,676 1,381,430 1,368,575 10,818,020 Construction of Roads and Bridges 10,595,334 1,584,920 464,852 '783,256 1,039,179 1,298,284 1,102,219 16,868,044 'Interest and Loan Repayment— Principal 502,145 146,600 158,774 162,957 174,342 170,972 184,178 1,499.96S Interest 396,112 143,108 128,964 111,810 232,911 211,739 190,130 1,414,824 Exchange anil Management Expenses 8,838 17,810 11,881 32,295 26,573 25,057 122,454 .Sinking Fund 48425 26,866 18,359 20,870 20,004 134,524 Administrative Expenses 312,367 83,940 71|732 67,446 63,699 76,776 80,943 756,909 Miscellaneous 44,116 7,220 6,684 6,107 3,187 2,163 843 70,326

Total 15,981,488 2,850,338 1,705,914 2,312,875 2,673,648 3,188,857 2,971,949 31,685,069

* Includes income for thirteen months. t Debits.

Appendix No. 3.

SUMMARY OF LOAN LIABILITIES—MAIN ROAD FUNDS.

Payments by Department of Main Roads during Sinking Fund 1935-30. Contributions by Common­ Principal wealth Total Loan Liability repaid by Government Principal Liability undertaken, 1 Particulars. Department of under Repaid to at 30th June, or amount of Main Roads to 30th June, 1936. Exchange 1 Financial- Loan raised- 30th June, 1936. Principal. Interest. and other 1 Total. Agreement 1935. Charges. and Federal Aid Roads 1 1 Agreement.

£ s. d- £ s. d- £ s. d- £ s. d- £ s. d- £ s. a. £ s. a- £ s. d- £ a. d. County of-Cumberland Main , Roads Fund- Section 13 (1 and 2)—Colonial Treasurer 323,306 3 6 198,965 4 6 25,487 6 5 5,311 15 11 30,799 2 4 224,452 10 11 98,853 12 7 Section 13 (5), Councils... 540,898 7 4 357,297 5 9 34,853 2 0 10,033 16 1 44,886 18 1-i 392,150 7 9 148,747 19 7

Total Inherited Liabilities 864,204 10 10 556,262 10 3 60,340 8 5 15,345 12 0 '75,686 0 5 | 616,602 18 8 247,601 12 2

Section 13 (4, 4a'and 4&)— 1,470,097 0 0 260,544 19 8 4S,G99 7 2 47,288 0' 2 8,188 6 5 104,175 13 9 49,073 14 1 364,318 0 11 1,105,778 19 1 Section 181 (c) Local Govern­ ment Act, 1919 (Councils' Loans Guaranteed) 689,831 5 9 341,916 3 3 48,537 10 7 19,373 16 5 67,911 7 0 390,453 13 10 299.377 11 11

2,159,928 5 9 603,461 2 11 97,236 17 9 66,661 16 7 8,188 6 5 172,087 0 9 49,073 14 1 754,771 14 91,405,156 11 0^

3,024,132 16 7 1,164,723 13 2 157,577 6 2 82,007 8 7 8,188 6 5 •247,773 1 2 49,073 14 1;1,371,374 13 51,652,758 3 2

Country Main Roads Fund Section" 21 (3)— Unemployment Relief Loans 118,750 0 0 2,711 10 3 715 5 1 5,213 15 1 5,929 0 2 3,427 1 4}' 115,322 18 8 Ordinary Loans 370,600 0 0 . 69,248 6 8 15,185 1 2 13.364 17 8 28,549 18 10 84.433 7 10 285.566 12 2 i 488,750 0 0 71,960 2 11 15,900 0 3 18,578 12 9 34,478 19 0 87,860 9 2! 400,889 10 10 1 Section 21 (3«)— Unemployment Relief Loans 164,250 0 0 y 23,981 3.6 13,612 8 10 72^329 6 6 14,381 9 3 100,323 4 7 168,276 17 9 205,870 10 877,070 6 10> 1,918,690 16 11 1 2,082,940 10 11 23,981 . 3 6 13,612 8 10 72,329 6 6 14,381 9 3 100,323 4 7 168,276 1 7 9 205,870 10 l|l,877,070 6 10

Total 2,571,690 16 11 95,941 . 6 5 29,512-15 1 90,907 19 3 14,381 9 3 tl34,802 3 7 168,276 17 9 293,730 19 3|2,277,959 17 8

Grand Total—Main, Road 5,595,823 13 6 1,260,664 19 " 7 187,090 .1 3 172,915 7 10 22,56? 15 8 382,575 4 9 217,350 11 101,665,10 5 12 8J3,930,718 0 10

* As per Income and Expenditure Account. Appendix No. 1A. t In addition to this sum an amount of £16,655 8s. 10d-, representing Instalments due by various councils to the State Treasury, is Included! a the Income and Expenditure Account, Appendix No. 1B, making the total £151,457 12s. 5d- Appendix No. 4.

COUNTY OP CUMBERLAND MAIN ROADS FUJTD—SUMMARY OF CONSTRUCTION WORK AND EXPENDITURE FOR THE YEAR 1935-36.

Expenditure from Department's Funds. Works Completed.

Road 1935-36. Council. No. Location of Work. Class of Construction. To 30-6-35. To 30-6-36. Road Land for Adjustment of Total. Construction. Widening. Public Utilities.

STATE HIGHWAYS. Prince's Highway £ s. d. s. d. £ s. d. O Newtown and Ersklneville Between Newtown and St. Peters railway bridges Drainage 2,150 o' 0* 2,150 0 0 2,150 0 Newtown West side, St. Peters railway bridge Asphaltic concrete on cement con­ 530 10 5 530 10 5 530 10 5 0 0355 '"53016 5 crete base. At Intersection with Carillon-avenue Widening 40 0 0 40 0 0 40 0 0 St. Peters Prince's Highway Widening 32 18 9 32 18 9 32 18 9 Rockdale North of Hegarty-street Footpaving 82 18 g 82 18 6 82 18 6 Prince's Highway Widening 130 11 8 130 11 8 130 11 8 Kogarah At Lacey-street 11 0 5 15 6 16 16 O 16 16 0 Between Water and James streets .. Kerb and guttering. 36 0 7 36 0 7 36 0 7 Bulli" Samway's Corner Widening 19 3 28 18 0 28 18 0 30 7 3

Total 2,850 10 0 198 3 11 3,048 13 11

Hume Highway. Burwood Liverpool-road Widening 2 3 9 2 3 9 433 11 11 Enfield . Between Baker and Heydon streets Footpaving 108 8 7 108 8 7 108 8 7 Intersection Braidwood-Btreet Kerb and guttering. 67 17 Q 67 17 6 67 17 6 Gould-street Concrete crossing . 54 0 10 54 0 10 54 0 10 Hume Highway Widening 99 15 7 99 15 7 99 15 7 Strathfield . 29 11 3 29 11 3 29 11 3 Bankstown Near Chullora Temporary pavement 342 12 0 342 12 0 342 12 0 Hume Highway Widening 445 9 2 445 9 2 445 9 2 Cabramatta and Canley Vale 2 12 0 2 12 0 . 2 12 0 Liverpool At Warwick Farm crossing Constriucton of overbridge 2,147 0 0 2,147 0 0 2,147 0 0 Macquarie-street Widening 610 0 8 1 15 3 15 3 611 15 11 Nepean Carne's Hill 56 12 0 56 12 0 56 12 0

Total 2,719 18 11 637 19 0 3,357 17 11

Great Western Highway. Ashfleld Corner Great Western Highway and Frederick- Widening 1 2 9 1 2 9 1 2 9 street. Burwood Between Burwood-road and Esher-street 2,144 19 4 5 0 0 5 0 0 2,149 19 4 Great Western Highway 287 13 3 287 13 3 287 13 3 Concord and Holroyd Between Drummoyne boundary and Concord- Cement concrete "30*18 8 8,681 5 3 1,421 1 4 10,102 7 0 10,133 5 8 0 3996 10,133 5 8 road, and between Granville Subway and Woodville-road. Concord . Between Melbourne and Broughton streets Widening 5 2 610 3 4 610 3 4 615 5 10 Granville. Between Duck River and Granville Subway Cement concrete !8,347 2 109 8 3 109 8 3 28,456 10 10 0 4922 28,456 10 10 Resheeting 1,636 16 27 8 1 27 8 1 1,664 4 4 0 4922 1,664 4 t Clyde-Carlingford rail crossing Widening 4,661 2 533 10 10 533 10 10 5,194 13 3 5,194 13 3 Parramatta From Lansdowne-street to Great Western turnoff Concrete base, with premixed bitumen 2,036 18 4 2,566 5 5 132 12 0 4,735 15 9 3,926 5 7 0 0700 3,926 5 7 macadam surface. Between Church and Anderson streets Drainage 55 11 4 5" 11 4 55 11 4 Holroyd Between A'Beckett's Creek bridge and Raymond- Cement concrete 1,063 4 11 55 4 7 932 18 2 2,051 7 8 2,051 7 8 street. St. Mary's At South Creek Concrete bridge 5,767 7 6 736 7 10 736 7 10 6,503 15 4 6,503 15 St. Mary's and Blacktown .. Deviation at South Creek and regrading crests Premixed macadam on concrete base 13,148 3 4 3,764 6 10 0 10 6 250 13 5 4,015 10 9 17,163 14 1 1 919 17,163 14 at " Minchinbury" and between St. Mary's course. and Kingswood. Penrith Through Begg's Estate Widening 0 14 0 0 14 0 0 14 0 Blue Mountains At Springwood Kerb and guttering. 30 0 0 19 9 8 19 9 8 49 9 8 At Woodford 459 18 2 459 18 2 459 18 2 Between Emu Plains and Mount Victoria Widening 164 8 11 164 8 11 164 8 11 Katoomba Near Katoomba Widening 8 3 6 8 3 6 8 3 6 Total 1 17,487 9 11 3,694 6 3 2,742 4 11 23,924 1 1 1 Appendix No. 4—continued.

COUNTY OF CUMBERLAND MAIN ROADS FUND—SUMMARY OF CONSTRUCTION WORK AND EXPENDITURE FOR THE YEAR 1935-36—continued.

Expenditure from Department's Funds. Works Completed.

1935-36. Road Council. No. Location of Work. Class of Construction. Length. To 30th June, To 30th June, Total Cost 1936. (Includes any 1935. Land for Adjustment of Road Total. Contributions Construction. Widening. Public Utilities. by Councils).

STATE HIGHWATS. Pacific Highway. £ s. £ s. d. £ 9. d. £ s. d. £ s. d. £ s. d. £ s. d. North Sydney Fronting Crowne's Property Footpaving and widening 32 17 17 16 7 42 11 2 60 7 9 93 5 7 Willoughby ,, Surtee's ,, Widening 22 3 0 22 3 0 22 3 0 Willoughby and Lane Cove. Between Broughton-road and Milner -road Cement-concrete 3,775 19 3 625 0 0 02 18 5 717 18 5 4,493 17 8 Willoughby Pacific Highway Widening 1,662 11 1 1,280 5 4 1,280 5 4 2,942 16 5 Ku-rlng-gai 965 10 0 108 15 5" 299 19 0 191 3 7 1,156 13 7 Near Roseville Station 7 14 5 8 19 1 16 13 6 16 13 6 At Turramurra—Lady Sheldon's Property 134 6 3 134 6 3 134 6 3 Eaton-road 32 8 ] 32 8 1 32 8 1 Pacific Highway—Side portions Ashphaltlc concrete 91 18 1* 91 18 1* 91 18 1* ,, Side portion (section 4) 14,922 0 6 86 9 10 86 9 10 15,008 10 4 20,630 18 7 Turramurra overbridge Widening overbridge 5,094 0 0 1,320 0 0 1,320 0 0 6,414 0 0 Tryon-road Widening 544 11 11 108 15 5 108 15 5 653 7 4 "'653 " 7 4 At Turramurra, between William and Kay streets 6 2 8 2,929 8 5 2,934 11 1 2,934 11 1 Hornsby Jordan's Corner 108 1 5 108 1 5 108 1 5 Opposite Pretoria-parade 400 0 0 1,209 11 8 1,609 11 8 1,609 11 8 Between Pearce's Corner and Hornsby 27 2 0 27. 2 0 27 2 0

Total 2,559 2 9 5,788 17 7 209 18 11 8,557 19 3

The North-South Link Highway.

Granville.... 13 Woodville-road Kerb and guttering. 4 13 9 4 13 9 4 13 9 13 Widening 10 0 3 10 0 3 10 0 3 Parrarnatta 13 Lennox Bridge 8,480 3 1,923 9 10 3 10 7 9 18 5 1,936 18 10 >10,417 1 11 10,588 3 11 13,166 Intersection 151 9 5 818 13 4 970 2 9 970 2 9 13 Between Bellevue and Belmore streets Kerbing and guttering and drainage... ioo'o' 13 15 0 14 13 6 28 8 6 128 8 6 13 Sutherland-road Drainage , 81 8 7 81 8 7 81 8 7 Baulkham Hills 13 Between Mason's Drive and Bettlngton's Lane.. Premixed bitumen macadam on cem­ 7,622" 3 82 10 6* 82 10 6' 7,539 12 9 7,539 12 9 ent concrete base. Hornsby 13 Between Pearce's Corner and Campbell-avenue.,, Cement concrete base, premixed mac­ 9,214 1 2,439 9 10 190 14 2 2,422 17 2 5,053 1 2 14,267 2 8 14,267 2 8 adam surface.

Total 4,531 15 11 1,022 18 4 2,447 9 1 8,002 3 4

Total State Highways 30,148 17 6 11,342 5 1 5,399 12 11 46,890 15 6

ORDINARY MAIN ROADS. Alexandria. 193 Fronting Alexandria Hotel Widening and footpaving 35 6 0 105 11 1 140 17 1 140 17 1 183 Fronting Hygiene Containers premises Kerbing and guttering 6 17 8 6 17 8 6 17 8 170 Between Regent-street and Gardener's-road , Widening 701 17 0 701 17 0 701 17 0 193 Between Garden and Gerard streets 4,977 9 5 4,977 9 5 4,977 9 5 183 Between Botany-road and Prince's Highway, 26 16 9 26 16 9 26 16 9 Balmaln .... 165 Weston-road 10 0 10 0 10 0 Bankstown 190 Railway overbridge Widening and repairs 62 15 1 62 15 1 62 15 1 190 Approach to Bankstown overbridge Widening 339 7 11 339 7 11 342 19 8 167 Between Salt Pan Creek and Chapcl-road ... 18 10 0 18 10 0 18 10 0 Bankstownand Canterbury. 167 Salt Pan Greek New bridge 285 0 0 285 0 0 285 0 0 Baulkham Hills 184 New Windsor road Widening ... 17 7 3 17 7 3 17 7 3 181 Pitt Town-Wiseman's Ferry road 10 16 5 10 16 5 10 16 5 Bexley.. 168 Near Bay View street Drainage 62 0 4 62 0 4 62 0 4 Botany 170 Near Springvale Drain ...... Retaining wall 400 0 0 266 18 6 266 18 6 666 18 6 171 Bunnerong-road Widening 24 6 7 56 5 2 56 5 2 80 11 9 1 0 Bulli 185 .Tobson's Corner 3 1 0 3 1 0 3 185 Lower South Coast road 131 14 3 131 14 3 131 14 3 0 7 2 0 57 2 0 Campbell town 178 Thorburn's level crossing 50 0 0 7 2 177 At Leumeah 1 4 6 1 4 6 1 4 0 8 158 0 8 158 6 8 Canterbury ., 167 At corner Tincombe-street 158 6 167 Between Sharp and Victory streets Cement Concrete 6,783" 12 3 46 2 10 40 2 10 5,839 15 1 0 1763 5.839 15 1 315 Wiley's-avenue and Punchbowl-road Widening 3 7 8 3 7 8 3 7 8 Appendix No. 4—continued.

COUNTY OF CUMBERLAND MAIN ROADS FUND—SUMMARY OF CONSTRUCTION WORK AND EXPENDITURE FOR THE YEAR 1935-36—continued.

Expenditure from Department's Funds. Works Completed.

1935-36. Road Council. Location of Work. Class of Construction. Total Cost No. (includes any To Length- Contributions Adjustment of mh June, 1935 Road Land for Total. by Council.) Construction. Widening, Public Utilities.

ORDINARY MAIN ROA3XS—continued £ s. d. £ s. d. £ s. d. £ s. d. £ s. d. £ s. d. M. Ft. s. d. Castlereagh. 155 Castlereagh-road Widening 28 3 5 28 3 5 28 3 5 Concord .... 200 Between Killoola and Mary streets Pipe culvert 65 1 10 65 1 10 65 1 10 200 Deviation at Killoola-street Cement Concrete and widening 5,374 15 2 305 7 8 14 6 306 12 2 5,681 7 4 6" 1583 5,843 3 4 Drummoyne 165 Victoria-road Widening 801 6 3 801 6 3 801 6 3 0201 Dundas 139 Near Epping station Bitumen penetration macadam 300 0 0 12 4 2 37 17 0 50 1 2 350 1 2 6" ""860 "l 2 139 Beecroft-road Widening , 178 0 8 13 17 4 13 17 4 192 4 0 158 Church-street 5 10 23 7 6 23 7 6 28 8 6 139 At Epping station Widening overbridge 5,975 0 0 5,975 0 0 5,975 0 0 Enfield 315 From S.H. 2 to Cook's River Cement Concrete 7,238 2 10 14 9 7 14 9 7 7,252 12 5 6 "3342 7,252 12 5 Rraklneville 193 Erskineville-road Widening 5,989 8 6 5,989 8 6 5,989 8 6 Ermington and Rydalmere 165 Victoria-road at Rydalmere Widening railway crossing. 14. 0 0 9 9 7 ...... 9 9 7 23 9 7 165 Victoria-road : Widening 2 2 0 2 2 0 2 2 0 Hornsby 156 Castle Hill road 52 6 7 52 6 7 52 6 7 139 Kerb and guttering 37 3 6 37 3 6 37 3 6 139 Beecroft-road Deviation at Devlin's Creek Premixed bituminous surface course 2,000 0 0 3,200 0 0 5 13 89 8 1 3,294 9 4 5,294 9 4 139 Concrete Bridge and culvert 730 8 9 730 8 9 2,388 18 3 2,388 18 3 139 1,658 9 6 Between Terry's Creek and overbridge at Epping Asphaltic-concrete 10,028 7 9 3 13 7 1,561 8 6 11,593 9 10 11,593 9 10 139 4,072 10 8 4,072 10 8 139 Between Copeland and Malton streets 3,076 10 2 396 0 6 139 Northern approach to Devlin's Creek bridge .... Premixed bituminous macadam 700 0 0 700 0 0 700 0 0 161 Beecroft-road Widening 67 9 -4 67 9 4 67 9 4 332 Galston-road 205 13 2 205 13 2 205 13 2 164 Berowra-Galston road 1 11 6 1 11 6 1 11 6 Hunter's Hill 315 Between Gladesville bridge and Salter-street.... 216 7 9 117 19 8 117 19 8 334 7 5 Hurstville .... 315 At intersection Stoney Creek road Regrading. 107 19 5 107 19 5 107 19 5 315 Between Forest-road and tllawarra railway line 13 5 7 13 5 7 13 5 7 168 At Hinds' Garage, Forest-road 3 9 6 3 9 6 3 9 6 194 Near Hurstville station Improvement to alignment 1,199 16 6* 1,199 16 6* 1,199 16 6* Kogarah and Rocky Point road and Ramsgate-road Drainage 47 2 8 47 2 8 47 2 8 199 162 Ku-ring-gai 162 Deviation at First Rocks Formation and gravelling 425 0 0 752 12 3 752 12 3 1,177 12 3 0 1876 4,634 8 1 Ryde-road Cement-concrete with asphaltic sur 5,786 1 9 1,395 3 8 81 14' 7 398 5 10 1,875 4 1 7,661 5 10 0 3180 7,780 11 11 face. 162 Near Northern Suburbs Showground Gravel with sandstone base 400 0 0 123 9 3 2 5 0 125 14 3 525 14 3 0 0500 525 14 3 328 Boundary-street Widening 2 9 6 2 9 6 2 9 6 Lane Cove 166 Burns Bay road 43 9 0 43 9 0 43 9 0 Manly 164 Whittle-avenue 01 2 10 61 2 10 61 2 10 164 Between Frenchs Forest road and Dudley-street. Cement-concrete 2,232 16 3 370 6 3 83 5 7 453 11 10 2,686 8 1 3,072 12 0 164 Between Spit bridge and Ponsonby-parade Premixed bitumen macadam 2,515 13 6 71 8 10 71 8 10 2,587 2 4 2,587 2 4 Manly and Warringah 164 Condamine-street Cement-concrete 9,000 0 0 1,225 5 2 688 17 5 1,914 2 7 10,914 2 7 11,354 15 10 Manly 164 Sydney-road Widening 13 1 6 64 5 7 64 5 7 77 7 1 Marrickville 167 New Canterbury road Drainage 17 5 2 5 0* 5 0" 17 0 2 183 Mascot, Alexandria and St. Gardener's-road and Canal-road Cement-concrete 16,802 4 11 27 0 11* 27 0 11* 16,775 4 0 1 1360 16,775 4 0 Peters. Mascot, Alexandria, and 183 Alexandra Canal, Concrete bridge 4 9 9 8,304 7 1 8,364 7 1 8,368 16 10 St. Peter's. Mascot 170 Botany-road Widening 425 9 4 3,022 1 0 3,022 1 0 3,447 10 4 Mosman 164 Central and Ida avenues Premised macadam on Telford base 2,581 7 6 204 3 5 204 3 5 2,785 10 11 0 1137 2,917 17 9 Nepean 155 OveF School House Creek Concrete culvert 716 10 3 2 7 9 10 3 9 729 1 9 729 1 9 729 1 9 Newtown 193 At corner Wilson-street Widening 5,374 2 2 5,374 2 2 5,374 2 2 North Sydney 164 Military-road 362 15 3 362 15 3 362 15 3 Paddlngton 172 Oxford-street -. 76 13 0 76 13 0 76 13 0 Parrarnatta 165 Fronting Scott's property 6 18 0 1 15 0 8 13 0 8 13 0 165 Victoria-road 360 14 11 360 14 11 360 14 11 Randwick 171 Between Rainbow-street and Anzac-parade .. Improving corner 200 0 0 2 6 0 202 6 0 202 6 0 Randwick, Mascot & Botany, 171 Between Gardener's and Beauchamp roads ., Cement concrete.. 29.118 14 4 202 12 4 22 11 6 27 10 5 252 14 3 29,371 8 7 Randwick 170 From Botany Municipal boundary to Bomborah 164 0 8 1,581 13 6 1 15 0 51 12 4 1,635 0 10 . 1.799 1 6 Point road. 172 Oxford-street, fronting Centennial Park 7 315 7 3 2,665 11 4 1,179 3 2 3,844 14 6 11,160 1 9 11,160 1 9 317 Hogue-street and Fitzgerald-avenue Widening 133 8 0 227 4 3 227 4 3 360 12 3 183 Gardener's-road 14 19 0 14 19 0 14 19 0 Appendix No. A—continued.

COUNTY OF CUMBERLAND MAIN ROADS FUND- -SUMMARY OF CONSTRUCTION WORK AND EXPENDITURE FOR THE YEAR 1935-36- -conlmue

Expenditure from Department's Funds. Works Completed-

1935-36. Council. Road Location of Work. Class of Construction. Total Cost (Includes any To 30 6-35. To 30-6-36. Length. Road Land for Adjustment of Contributions Total. by Councils.) Construction. Widening. Public Utilities.

ORDINARY MAIN ROADS—continued. £ I. d. £ s. d. £ s. d. m. ft. s. d. Rockdale Fronting J. Londish's property Filling e. d. 47 5 0 47 5 0 47 5 0 169 Bay-Btreet, at intersection of Grand-parade.. Widening 234 2 8 0 3 30 264 8 11 264 8 11 194 From Cook's River to Bruce-street Premixedb Itumen macadam 0.500 0 0 1,845 16 7 0 15 338 2,184 15 8 11,684 15 8 2 0108 11,684 15 8 194 Between Bay-street and Teralba-road 3,045 10 7 187 3 8* 273 2 85 18 10 3,131 9 5 0 1463 3,131 9 5 168 Foreat-road, near Villier's-street Widening 0 19 23 10 23 10 5 23 12 2 Ryde 139 Fronting Ryde Fire Station 26 17 26 17 4 26 17 4 165 Corner Gaza arid Victoria roads Foot-paving ... 16 5 16 5 0 16 5 0 165 Corner Victoria and Chatham roads 22 13 22 13 7 22 13 7 165 Victoria-road between Pittwater-road and The Cement concrete 5,165 16 6 15 13 865 13 7 6,031 10 1 0 2106 6,031 10 1 Avenue. 850 0 0 165 From The Avenue to Main Road 139 10,567 3 0 11,604 19 7 5,646 6 6 17,251 6 1 27,818 9 1 27,818 9 1 165 At Ryde Station—Elimination of level crossing.. 6,583 12 6 6,732 1 5 543 0 2 13,858 14 1 13,858 14 1 200 Church-street and Devlin-street, between June 18,000 5 3 5,893 8 10 1,032 16 0 24,926 10 1 24,926 10 1 tion-street and Lane Cove road. 165 Between Ryde Station and Nunnington-avenue Alteration to public utilities. 70 5 4 70 70 139 Blaxland-road Widening 2,306 4 4 2,306 2,306 165 Victoria-road 14,400 14 8 14,400 14,400 14 8 Sutherland. 227 Fronting Clarke's property Vehicular crossing 15 1 15 1 8 15 1 8 227 Mogo Creek Culvert 501 10 1 15 10 15 10 5 517 0 6 517 0 6 227 Curranulla-streetfrom Kingsway to Ewes-parade Cement concrete... 5,530 4 5,543 8 2 5,543 8 2 326 325 Vauciuse 173 Hopetoun-aVenue Widening 309 9 16 4 7 14 1 14 1 "S25U 1 339 Old South Head road 29 19 8 29 19 8 29 19 8 173 New South Head road 2,166 13 6 3 5 9 3 5 9 2,168 19 3 164 Drainage 22 18 7 22 22 18 7 Warringah Pittwater-road at Goodwin-street 113 7,116 328 From Beacon Hill to Brookvale Deviation and reconstruction in gravel 7,003 2 1 113 8 0 10 1 1 0600 7,116 10 1 <3i 164 43,209 0 1 1,310 12 5 45,542 76,438 Between Narrabeen Bridge and Avalon Premixed bitumen macadam 30,895 12 10 1,023 2 1 324 a24 7 5 328 Widening 324 4 1 4 1 170 Between Roseville and Dee Why 281 281 Waterloo Botany-road 281 19 0 12 19 0 12 19 0 172 12 10 0 10 0 10 0 Waverley 339 At corner Hall-street 438 16,369 Waverley and Vauciuse Between Palmer-street and New South Head road Cement concrete . 15,930 10 9 437 2 9 1 16 3 95 795 9 9 0 3229 19,099 2 7 172 95 8 6 Waverley 184 Bondi-road Retaining wall 700 0 0 45 45 8 6 795 8 6 Windsor 173 Old Windsor and Pitt Town roads • Widening 45 18 10 2,768 18 10 2,768 18 10 Woollahra ^ Between Dover and Towns roads Cement concrete 1,000 0 0 1,768 7 6 5,347 7 6 7 6 Miscellaneous 2,239 9 5 3,108 5 9 15 2 Total, Ordinary Main Roads 135,139 16 3 58,407 14 6 14,196 10 3 207,743 1 0

Secondary Roads. Alexandria. 2011 Wyndham-street Premixed bitumen macadam 1,500 0 0 0 10 0 1,500 10 0 1,500 10 0 4 8 0 2005 4 Junction Mitchell road and Renwlck-street Widening 693 12 1 4 8 0 698 0 1 2026 45 0 0 Bexley. 2014 At foot Vernon-street Pipe culvert 45 45 0 2014 Between Forest-road and Lloyd-street Extension of road 6 2 6 60 5 7' 54 54 3 17 Blacktown .. 2012 Blacktown railway station Widening level crossing 17 5 9 17 5 146 1,446 6 Canterbury 2014 Intersection Canterbury and Kingsgrove roads Cement concrete 1,299 9 159 10 6 12 13 1* 0 0587 2,404 0 0 2016 Jersey-street extension Bitumen penetration macadam 1,421 9 500 0 0 'l2*"4 3 512 1,933 13 Hornsby .. 85 85 8 Ru-ring-gal 2009 Babbage-road (refund) 85 8 8 Intersection Parrarnatta and Balmain roads ... Stormwater drainage 300 0 0 100 0 0 100 400 0 Lelchhardt;. 2007 6 Between Abbatoir-road and Orange Grove Hotel Widening 6 19 3 6 19 2007 5,481 3 Marrickvllle 2021 Between Cary and Hill streets Cement concrete 3,229 8 1,642 *15 1 60 8 6* 669 8 10 2,251 0 1127 7,346 11 (• 85 2.570 3 Petersham .. 2018 Between Main Suburban Railway and Dulwich 2,491 0 85 8 1 0 1291 5,510 12 2 Hill Line. Total, Secondary Roads 3,970 13 3 103 11 10* 663 15 0 4,530 16 5

Total Expenditure, All Roads 169,259 7 0 ,646 7 9 ),258 18 2 259,164 12 11

Commission paid to various Councils vide section 42 of the Main Roads Act, 1924-1936. 1,027 13 11 Survey, design, auperv slon, etc • 20,982 4 4

Total aa per Income and Expenditure Account, Appendix No. 1A 281,174 11 2

Credits. 47

Appendix No. 5.

COUNTRY MAIN-ROADS FUND^SUMMARY.-OF CONSTHUCTIO^UWORK. AND EXPENDITURE, FOR THE YEAR 1935-36.

Works Completed. Expenditure from Department's Funds.

Road Total Cost Council. Location of Work. J Class of Construction. No. (Including any To 30i.h June, 1935-36. To 30th June, Length. contribution 1935. 1936. by Council).

STATE HIGHWAYS.

Princes Highway. £ s. d. £ s. d. m. feet. Wollongong Wollongong Bitumous surface 13 1 8 13 1 8 16. 4 11 Illawarra Central Byaroiig Creek.... Concrete bridge . 1,747 5 30 17 2 1,778 2 5 1,778 2 5 Gerringong Broughton Creek 16 3 2,986 3 10 3,002 7 5 Bituminous surface 1 17 7,947 14 7 7,949 12 0 1 0069 7,949 12 0 Omega Timber culvert .... 313 17 8 313 17 8 Berry Between 88 m. and: •9 m. Bituminous surface . 6,171 10 10 6,171 10 10 Nowra Tree planting 75 0 0 75 0 0 *:75 '6 0 Clyde and Eurobo- Nowra-Bateman's Bay Gravel 20,467 2 S 20,636 15 5 41,103 17 8 dalla. Cockwhy deviation 6,758 11 8 6,758 11 8 Ulladulla ... Racecourse Creek Concrete culvert 12 13 596 4 4 608 17 9 608 17 Eurobodalla Mogo Creek Concrete bridge 7 11 5,771 2 4 5,778 13 10 Xoggarulla Creek 368 19 1,454 19 0 1,823 18 9 1,823 18 9 Victoria Creek 10 4 2,203 15 0 2,213 19 10 2,213 19 10 Dignams Creek 900 14 4,470 4 7 5,370 19 3 Between Corunna and Gravel 6,735 13 2 0,735 13 2 Central Tilba. Dignams Creek 1,595 13 3 1,595 13 3 Mumbulla Brogo River Steel and concrete bridge 6 7 8,691 7 9 8,696 15 7 Imlay ... Saltwater Creek Concrete bridge 3,327 1 5,629 9 7 8,956 10 9 8,956 10 9 Narrababa Creek 2,358 17 1,902 1 2 4,260 18 7 4,260 18 7 Approaches to Saltwater Formation and culverts 336 5 2,027 15 6 2,364 1 2 0 1600 2,364 1 2 Creek. Merimbula Gravel 579 18 3 579 18 3

C86.591 10 9

Hume Highway 0 10,354 1 10,354 1 6 Wlngecarribec Paddy's River to Shire Gravel and bitumen 9,931 17 422 4 3 0000 Boundary. 1,351 6 1,351 6 5 Mulwaree 2 A3 Intersection Hume and Formation and gravelling 1,400 0 48 13 7* 0 2640 Federal Highways. 11 7,921 4 2 Gunning and Good- 2 Deviation at The Gap ... Gravel and formation ... 2,487 3 5,434 0 7,921 4 2 1 1188 radigbee.

Goodradhrbee Gunning Gap towardsYass Gravel 4,679 8 11 4,679 8 11 Between 19-5 m. and 25*3 8,101 18 10 8,101 18 10 "5 4204 8,101 18 10 in. from Yass. Between 8-0 m. and 14-5 8 11 3696 6,710 19 8 m. from Bowning. Bitumen surfacing 6,710 19 6,710 19 8 Between 19-5 m. and 25-3 in. from Yass. Demondrillo Between 3 m. 3600 ft. and Gravel 4,705 9 8 5,436 10 4 10,142 0 0 7 m. 1025 ft. ' Deep Creek deviation ... 5 8 5 5 8 5 7,295 15 6 7,295 15 Gundagai Gundngai Town 4,249 0 4 3,046 15 2 0 5100 Holbrook Billabong Creek Concrete bridge 1,761 12 6 201 7 10 1,963 0 4 1,963 0 Between 6 m. 1750 ft. and Formation and gravelling 2,331 5 11 168 5 6 2,499 11 5 1 3530 2,499 11 Sandy Creek Two concrete bridges 1,089 14 11 273 9 4 1,363 4 3 1,363 4 3 Various locations Elimination of V. gutters. 895 3 5 52 14 6 947 17 11 947 17 11 Hume Shire Boundary—Mullin Gravel resheeting 3,339 5 2 80 7 5 3,419 12 7 gandra. Tabletop-Albury Boun (a) Formation and gravel 5,489 7 9 4,490 4 8 9,979 12 5 dary. ling; (b) bituminous penetration. Albury Mate-street Bitumen penetration .. 176 9 1,100 0 0 1,270 9 2 40,155 1 11

Federal Highway. Mulwaree Between 6-24 m. and 11-41/ Gravel, tar surfaced i 9,354 0 0 m. I ' I Monaro Highway. Imlay ... Between Bega and Tathraj Tar penetration . 16,197 4 6 189 10 10 16,386 15 4 2 3377 16,386 15 4 Mumbulla Koran's Crossing Concrete bridge and 999 6 4 999 6 4 approaches. Dalgety Between 10 m. 4640ft. and. Concrete box culverts 133 8 255 17 8 11 m. 710 ft. Eucumbene River I Concrete bridge 3,586 16 0 7 6 3,587 3 10 3,587 3 10 I Bridle Creek 1 Concrete bridges 1,232 5 11 1,232 5 11 1,232 5 11 Tumut Morris Creek ,. 1,700 "6 586 0 O 2,236 O 0 2,236 0 Near Rules Point Pipe culverts 900 0 92 8 4 992 8 4 992 8 Various locations ,, 1,000 0 74 0 0 1,074 0 0 1,074 0 McGregor's Creek Concrete bridge 1,000 0 0 1,000 0 0

4,379 10 7

Mid-Western Highway. Abercrombie Dick's Creek Steel and concrete bridge 66 11 2,003 0 2 2,069 11 2,069 11 Lyndhurst . West of Carcoar Forming and gravelling ... 1,500 10 50 0 0 1,550 10 0 0825 1.550 10 At 34 m. 3651 ft 53 14 0 478 14 478 14 Blayncy Eastern and western ap­ Concrete culvert 425 0 1,299 2 7 2,799 2 "6 4171 2,799 2 proaches to town. Waugoola 10 m. west bf Cowra ForminConcretge anculverd gravellint g ... 1,500 0 990 4 9 990 4 9 • 990 4 9 Bland ... Weethalle-Talecban Gravel and culverts 1,427 10 3 1,427 10 3 6 2300 1,427 10 3 West of West Wyalong ... 1,000 0 0 718 15 11 1,718 15 11 3 0720 1,718 15 11 Various locations Concrete culverts 900 0 0 48 10 11 948 10 11 948 10 11 Carrathool Berween Sims Gap and Formation 1,000 0 0 1,000 0 0 Gap Dam. WahWah deviation Forming, culverts, etc. 300 0 0 2,100 0 0 2,400 0 0 Hay Through the town Bitumen surface 7,124 2 11 323 11 3 7,447 14 2 Waradgery Hay-Camthool Earth formation 5,000 0 0 55 10 8 5,055 10 8 17 0264 5,055 10 8 10,070 0 6

North-Western Highway. Amaroo ... Molong Creek Timber bridge 320 17 18 14 6 339 11 6 .. 339 11 6 Macquarie Newrea deviation"' Gravel 7,924 7 2 7,924 7 2 '2 0400 • 7,924 7 2 Cobbora At 5 m. 1237 ft. and 5 m. Two concrete bridges 2,04 3" 12 3,272 17 11 5,310 10 0 5,316 10 0 2924 ft. Talbragar . Brummagen Creek Concrete bridge 6 0 2 6 0 2 4 42 16 4 42 16 4 Nyngan... Near Bogan River Bridge Gravel 42 16 "V — 11,264 16 1 48

Appendix No. 5.—continued.

COUNTRY MAIN ROADS FUND—SUMMARY OP CONSTRUCTION WORK AND EXPENDITURE FOR THE YEAR 193 ;-36—contd*

Works Completed. Expenditure from Department's Funds. Road Council, Location of Work. Class of Construction. Total Cost No. (Including any To 30"th June, T 3 JUNE Length. contribution 1935. 1935-36. J ° S6 ' by Council).

STATE HIGHWAYS—com New England Highway—

£ s. d. £ s. d. £ s. d. m. ft. Haitland West Long Bridge Steel and concrete bridge 2,933 8 7 4,119 13 5 7,053 2 0 Kearsley West Maitland-Farley Gravel 4,037 4,037 13 4 Tumoff. 3*7 m. north of West Two concrete culverts. 1,750 0 0 35 1,714 7 11 Maitland. Patrick Plains Singleton-Deadman's Hill Bitumen reconstruction 4,255 3,843 8,098 10 10 Between 12-3 m. and 13 m. Box culverts and gravel 1,571 5 1 34 1,605 13 7 construction. Patrick Plains and Camberwell Deviation- Gravel 5,207 6 11 26,864 32,072 0 Muswellbroob. Grass Tree Hill. Muswellbrook Grass Tree Hill-Muswell- Bitumen surfacing 11,830 19 0 122 11,953 6 4500 brook. I Upper Hunter Aberdeen-Scone I Gravel , 13,075 18 7 2,835 15,910 19 7 2926 Tamarang Various locations ' Culverts and causeways, 2,213 16 2 47 2,165 13 8 Between 361 m. and 36} Formation and gravel 1,500 0 0 527 2,027 19 4 0528 m., 401 m. and 40| m. 1 0 0 T/amworth At 1J m. towards Armidale Two concrete culverts ... 221 18 6 11 233 5 9 Cockburn . Moonbi-North Boundary I Formation and gravelling 8,663 7 2 524 7 3 9,187 16 0 4723 At 23J M.P 1 Concrete box culvert and 1,000 0 0 8 10 1,069 5 4 1200 approaches. 5 4 Tintenbul Concrete bridge 3 0 10 1,329 1 7 1,332 2 5 Rose Valley Creek 1,088 5 7 1,088 5 7 •Guyra. Severn Shire Boundary ... Waterbound macadam ... 2,000 0 0 159 5 11* 1,840 14 1 3500 From 4-8 m. North Guyra Bitumen penetration , 10,793 10 9 355 12 10* 10,437 17 11 1105 9 m. 2960ft.-10 m. 2600 ft. Bituminous macadam sur 1,000 0 0 6,274 15 2 7,274 15 2 1630 face course. 11 m. 700ft.-12 m. 3700 ft.' Bitumen penetration 2,000 0 0 2,000 0 0 •Severn .... At 25 m. towards Glen Concrete culvert 700 0 0 442 0 0 1,142 0 0 Innes. i Tenterfield. Oakey Creek-Legume ... I Gravel pavement. 18,961 2 3 10,062 29,023 19 9 27$ m. towards Glen lnnes Concrete culvert. 868 5 3 20 888 14 6

£63,609 4 6 Pacific Highway— BRINA, 10 Wyoming Road deviation Gravel pavement 11,827 3 6 748 l 9 12,575 5 3 1 1316 10 Kangy deviation 1,090 7 11 1,090 7 11 10 Tuggerah deviation 1,834 3 5 1,834 3 5 "6 2967 North Gosford Concrete bridge and 192 1 3 983 18 2 1,175 19 10 approaches. Lake Macquarie Swansea-Belmont Bitumen reconstruction 9,875 14 353 18 2 10,229 12 4 1131 Hamilton 10 Broadmeadow Junction Ashpaltic concrete 2,720 4 438 16 1 3,159 0 0 0542 Hamilton and 10 Islington overbridge 200 0 10S 5 0 308 5 Wickham. 10 Port Stephens .. 10 Nine Mile Creek Concrete bridge 930 11 2,952 6 3 3,882 17 Gloucester 10 6 m. 36 chs. Bouth of 2 15 1,600 9 10 1,603 5 Gloucester. Manning 10 Coopernook Concrete and steel bridge 21,849 19 11 763 12 11 22,613 12 10 10 Taree to Ghinni Ghinni Formation and gravelling 5,000 0 0 500 0 0 5,500 0 0 Bridge. 10 Bo Bo Creek Timber bridge 1,750 1,750 0 10 1 m. south of Bo Bo Creek 1,250 1,250 0 10 Between Taree and Ghinni Gravel 3,000 3,000 0 Ghinni Bridge. 10 Taree Municipality Formation and gravelling 1 2,400 2,400 0 Hastings 10 Sj m. north of Port Mac Concrete bridge and 418 0 8 821 1,239 9 0 0558 quarie. approaches. 10 Sapling Creek 3 3 10 Cooperabung Creek Timber bridge .. 147 0 0 798 10 945 10' 10 Blackman's Point Concrete ramps 685 17 685 17 Macleay , 10 1 m. south of Barrangan- Timber bridge.. l,iii"*2 11 216 14 1,327 17 yatti. Macleay and Hast­ 10 Smith's Creek Concrete bridge 4 8 ings. 4 8 2 Macleay 10 21 m. south of Kempsey. 1,249 5 0 1.249 5 0 10 Near Frederickton Two culverts 6 3 8 554 1 2 560 4 10 Nambucca 10 Watt's Creek Concrete bridge 1,000 0 0 500 0 0 1,500 0 0 Bellingen . 10 Raleigh Steel and concrete bridge 19,064 18 0 156 0 8 19,220 18 8 10 Long cutting, 3 m. south Gravel 3,600 0 0 340 1 2 3,840 1 2 1 0521 Urunga. 10 Between Urunga and Formation and gravelling 2,000 0 0 568 8 3 2,568 8 3 1 0986 Raleigh. Orara and Dorrigo.., ..10 Dirty Creek deviation , Gravel 812 2 2 3,198 16 3 4,010 18 5 1 0125 Ulmarra 10 Swan Creek Two timber bridges 4,407 0 11 500 2 3 4,907 3 2 10 Approaches to Swan Gravel 586 1 9 2,040 11 3 2,626 13 0 Creek. Harwood 10 Shark Creek , Concrete bridge and 892 19 5 5,086 18 2 5.979 17 7 approaches. 10 Clarence River at Mororo Steel and concrete bridge 22,705 10 2 4,122 16 10 26,828 7 0 10 Serpentine Creek Concrete bridge 1,314 0 1,314 0 6 WOODBURN 10 5J m. and 8J1 m. near Fine crushed rock 2,381 10 2,381 10 4 Broadwater. 10 At 7 m. 67 chs. Woodburn- Concrete culvert 1,382 16 19 7 1,402 3 8 Balllna. 10 At 9 m. 56 chs. Woodburn- 516 13 16 7 500 6 4 Ballina. 10 Between 5 m. 3564 ft. and Fine crushed rock 3,630 0 3,630 0 0 7 m. 393 ft. TINTENBAR 10 Various locations Five deviations W.B, 3,800 0 0 97 14 3,897 14 7 macadam- 10 Adjacent to Byron Shire Fine crushed rock surface 1,620 2 11 1,620 2 11 Boundary. 10 Between 6-6 m. and 9-7 m. 2,000 0 0 2,000 0 0 south of Balllna. Byron. 10 Everitt's Hill Deviation Fine crushed rock surface 4,132 2 10 58 0 0 4,190 11 10 0 4153 course. 10 Between 9*40 m. and 10-3 4,250 18 7 4.250 18 7 0 4752 m. from Byron Bay. 10 Bangalow Alterations to overbridge 21 11 0 21 11 0 Mullumblmby 10 Burringbar-street Widening railway gates 38 0 0 4 12 2* 33 7 10 Tweed , 10 Boyds* Bay-Terranora Concrete and steel bridge 13,185 9 6 1,266 6 11 14,451 16 6 Creek. 10 Barney's Point Deviation and steel and 17,386 15 6 9,042 0 1 26,428 15 7 concrete bridge. 10 Burringbar-Dunbible Gravel 22,902 12 10 375 16 23,278 8 11 2 4000 10 Approaches Barney Point Fine crushed rock 2,643 4 11 ,499 9 11,142 13 11 Bridge. 10 Burringbar-Crabbes Creek Gravel 753 1 5 10,694 6 5 11,447 7 10 Hurwillumbah - Burring' 1,000 12 0 079 8 0 2 3300 10 Broken stone 1.980 0 0 bar. £86,851 4 5

* Credits. Appendix No. 5—continued.

COUNTRY MAIN BOADS FUND—SUMMARY or CONSTRUCTION WORK AND EXPENDITURE FOR THE YEAR 1935-36—contd.

• Expenditure from Department's Funds. Works Completed.

Road Council. Location of wori£. Class of Construction. Total Cost No. To 30th June, To 30th June, (including any - 1935-30. Length. 1936. 1936. contribution by Council).

STATE HIGHWAYS—continued. Oxley Highway. - £ s. d. £ s. d. £ B. d. £ s. d. Hastings Deep Creek Concrete bridge 3,676 11 7 3,790 0 11 7,466 12 6 7,466 12 6 Cockburn Bendemeer-Walcha-road Formation and gravel 41,780 19 6 8,450 13 6 50,237 13 0 pavement. Congi Creek .... Timber bridge ... 3 1,290 12 1,293 12 6 1,293 12 Peel Between 14*7 m. and Box culverts ... 1,000 2,500 0 3,500 0 0 3,600 0 24-1 mile. Coonabarabran At 5} m. and 7f m. west Two concrete box culverts 975 4 7 10 982 14 6 982 14 6 of Coonabarabran. Gllgandra Tooraweenah Deviation... Gravel 4,825 0 6 3,302 16 8,187 16 7 7 2942 8,187 16 Uargou Creek Timber bridge 606 9 6 508 18 ],016 7 8 1,015 7 At 22 m., 22$ m. and 24 m. Formation and gravel 1,747 0 7 2 5 1,744 15 7 2 0628 1,744 16 Coonabarabran - Uargon Gravel '. 8,634 8 1 4,038 1 12,672 9 9 Creek. Tooraweenah Two concrete bridges 1,577 6 8 1,677 5 8

£25,529 13

Gteydir Highway. Nymbolda Miscellaneous small con­ 1,189 18 2 1 15 3* 1,188 2 11 1,188 2 11 struction jobs. Glen Innes. Railway Gates-Municipal Bituminous macadam ... 2,354 13 2 8 11 7 2,363 4 9 0330 2,363 4 9 Boundary. Macintyre . At 21 m. 25 ch. towards Concrete culvert and ap­ 800 0 0 66 19 8 866 19 8 1320 866 19 8 Glen Innes. proaches. Yallarot . Between 2$ m. and 234; m. Concrete and pipe culverts 11,937 6 10 12 13 8* 11,924 Various sections Gravel 3,863 0 0 603 0 0 4,466 Slaughterhouse Creek .,. Concrete bridge 4 12 1 2,681 8 5 2,686 2,686 0 6 Bells Creek 3 14 0 2,288 1 ( 2 2,241 2,241 15 2 Sawyer's Gully 3,163 4 6 3,163 Boolooroo Mia Mia Creek 1,799 7 8 1,799 Boo ml ... Moree-Western Boundary Gravel 4,700 0 0 98 6 1 4,798 4,798 6 1 Walgett 2-4 m. from Collarenebri... Timber bridge 1,000 0 0 300 0 0 1,300

£10,944 10 2

Sturl Highway. Kyeamba Wagga-Alfredtown Tar penetration 6,188 18 48 17 0 6,237 '15 8 2 2640 6,237 15 8 Cox's Folly Gravel 991 4 2,459 12 4 3,450 17 3 0 5086 3,450 17 3 Kyeamba Creek .... Bridge and gravel ap- 308 1 1,419 3 11 1,727 5 1 proaches. Mitchell Various locations. Gravel 3,577 18 1,963 8 7 5,541 7 0 Culverts to eliminate V- 484 11 373 18 6 858 10 1 868 10 1 gutters. Gravel and culverts .. 4,866 11 1 4,866 11 1 Yanko Within Shire Heat treatment 561 9 5 3,836 10 8 4,398 0 1 Gravel 4,116 4 4 4,116 4 4 Between 18 m. 3000 ft. Clearing, forming and 1,095 11 0 1,095 11 0 and 20 m. 1000 ft. loaming. Murrumbidge Between 81 m. 1397 ft. Heat treatment 341 19 3 341 19 3 and 86 m. 1850 ft. Waradgery , Between Maude Stock Relocation and widening.. 388 8 10 388 8 10 Route and Wakool Shire Boundary. 20,910 5 6

Yaes Canberra Road. Yass, Goodradlgbee 15 Yafifl-Canberra [ Premixed bituminous 13,199 6 56,143 6 4 69,342 13 1 and Yarrowlumla.

Total, State Highwaysj macadam 425,803 16 0

TRUNK AKD ORDINARY MAIN ROADS. Ashford and Severn 138 Beardy River Timber bridge and ap­ 0 602 3 3 1,102 3 3 proaches. Balllna 64 Between S.H. 10 and Bitumen penetration .. J.233 6 8 223 1 11 3,466 8 7 1 4647 5,184 12 10 Emigrant Creek Bridge. Bannockburn 134 Myall Creek Reinforced concrete bridge 0 1,408 1 1 3,208 1 1 4,277 8 2 Barraba M. .. 63 Manilla River Steel and concrete bridge 2,685 9 3 3,124 14 11 6,810 4 2 5,810 4 2 Barraba S. .. 63 Oakey Creek Concrete bridge 4 13 9 4 13 9 63 Anderson's Creek Timber bridge 503 8 4 503 8 4 Bellingen 119 Boggy Creek, No. 3 0 146 10 11 1,146 10 11 1,628 14 7 i» 119 No. 2 Concrete culvert 4 6 10 0 300 13 4 400 17 10 Botnb&Ia 274 Maybe Creek Concrete bridge 1,127 14 2 1,127 14 2 1,503 12 3 Boolooroo 232 Gwydir River Concrete and steel bridge 757 19 0 757 19 0 72 Clarkes Gully Concrete bridge 900 0 0 900 0 0 Boree 224 Boree Creek 4,061 2 33 14 7 11 4,075 10 2 4,076 10 2 61 Timber bridge 3,160 16 2 3,160 16 2 238 Gum Creek ii ..... 963 4 9 963 4 9 1,270 19 8 61 Narara Creek Concrete bridge ., 500 0 0 500 0 0 Burrangong 239 McHenry's Creek 10 1 9 10 1 9 237" At 9 m. 8 ch., 12 m. 13 cb. Concrete culverts 6 44 7 3 1,174 4 9 Canobolas... 1,129 17 1,665 13 0 245 and 14 m. 48 cb. 244' 254 Miscellaneous small con 6 3 8 10* 627 7 8 Carrathool 630 16 1,182 4 3 257 struction jobs. 321 244' 264 Formation, graven log and 1,898 19 11 108 6 11 2,007 6 10 37 0132 4,014 13 8 257 loaming. 321 Coolah 62' Between Croppy a Forming and gravelling 756 1 9 13 12 8 769 14 6 0 4304 1,154 11 8 Turee Creeks. 55 At 14£ m. from Coolab Concrete culvert 400 17 6 29 4 8* 371 12 10 371 12 10 55 Binnia Creek Two timber bridges .... 1,773 11 4 1,773 11 4 Between Croppy a Forming and gravelling 500'"6 0 166 13 4 066 13 4 Turee Creeks. Copmanhurst 150 Rocky River Timber beam bridge .... 394 19 4 394 19 4 Croobwell 54 Cullens Creek Concrete bridge 605 16 1 9 12 9 615 7 10 616 7 10 249 Crookwell River 10 9 13 2 775 5 0 1,209 18 7 291 Whero Creek Bridge 2,260 13 4 2,260 13 4 54 Tuena Creek 633 7 6 1,436 18 3 1,970 5 8 Cudgegong and Turbo 216 Green Valley Creek .. Concrete bridge 646 16 6 3,124 7 10 3,671 4 3 65 Limestone Creek 1,202 18 O 1,202 18 0 1,202 18 0

•Credits 89544—E 50

Appendix No. 5—continued.

COUNTRY MAIN ROADS FUND—SUMMARY OF CONSTRUCTION WORK AND EXPENDITURE—continued.

Expenditure from Department's Funds. Works Completed.

Road Council. Location of Work* Class of Construction- Total Cost No. To 30th June, (including any To 30th June, 1936-36. Length. 1935. 1936. contribution by Council).

TRUNK AND ORDINARY MAIN ROADS—continued. i £ s. " £ £ e. d. m. ft. Culcalrnand Holbrook 323 Billabong Creek 3,500 0 0 3,500 0 0 Culcalrn 125 Burrumbuttock Creek .....I Concrete bridge 300 0 0 300 0 O Dalgety 286 Wollondibby Creek 2,318 13 11 140 18 9 2,459 12 8 Spencer's, Bett's and Concrete bridgeB.. 2,097 15 7 189 4 4 2,286 19 11 Guthries Creeks. 286 Between 14 m. 65 ft. and Broken stone 1,918 7 6 1,918 7 6 18 m. 906 ft. Snowy IMver and Friday Concrete culverts 2,018 13 3 2,018 13 3 Flat. Dorrigo ... 120 Eves Creek Timber bridge., 604 604 18 Dumaresq 116 Smith's Cameron's and Timber bridges 1,393 1,393 13 Lagoon Creeks. 2 4,433 18 10 Erina ...... 225 Mangrove Creek .'. Two timber bridges 4,436 7 4 8 6* »j ••• 225 Bedlam and Ironbark 2,069 3 5 8 2,060 10 7 Creeks. 12 10* Eurobodalla 271 Moruya River Reinforced concrete 2,436 6 10 1;098 3,535 1 11 timber bridge. 16 1 51 - Cabbage Tree Creek Concrete bridge 1,225 9 10 1,225 9 10 271 Bullock Hole Creek 400 0 0 400 0 0 Gilgandra 56 Marthaguy Creek Timber bridge 500 0 0 500 0 0 Goobang 57 Bullock Creek 1,511 11 10 10 5 10 1,521 17 8 56 Parkes-Peak Hill Four concrete culverts 2,262 0 0 6 10 7* 2,255 9 5 Goodradigbee 278 Taemas Bridge Deviation Gravel 29,910 6 11 7,474 13 11 37,385 0 10 3 5110 Gunning . 251 Kildare Creek Concrete bridge 1,241 14 0 130 7 3 1,372 1 3 Guyra 135 Guyra-Ebor Gravel 13,712 18 7 13,712 18 7 Gwydlr and Bingara 63 Hall's Creek Concrete bridge 94 10 9 94 10 9 Harwood 151 Deviation in town of Fine crushed stone 232 15 10 106 0 0 338 16 10 0 1045 Lawrence. 152 Romiaka Channel Concrete bridge 48 7 5 0 7 2,411 8 0 152 Oyster Channel 5 12 9 5 12 9 Holbr»ok 278 Jingellic Creek 4,070 " 7 7 597 17 9 4,668 5 4 Holbrook and Culcahm 211 Black Creek 1,324 5 5 1,324 5 5 278 Between 36 m. 200 ft. and BOK culverts and gravelled 150'"6 0 301 13 5 451 13 5 0 1200 1500 ft. approaches. 278^ 331 Between 34 m. 300 ft. and Construction ten concrete 970 14 3 970 14 3 284 „ 56,m. 4635 ft. culverts. 47 8 8 447 8 8 Hume 125 Four Mile Creek Concrete culvert and for 400 0 0 mation. 426 11 3 13,118 19 11 3 1848 lllawarra Central 295 Five Islands Road Premixed bituminous 12,692 8 8 macadam. Kearsley 220 Black Creek Timber bridge 1,480 5 9 1 9 1,517 7 6 140 ~ 74,659 7 1 5 9 74,702 12 10J 17 3006 Kyogle { 49 J Upper Clarence Develop­ Gravel mental Works. 64 Casino-Tabulam 14,544 8 7 14,544 8 7 141 Back Creek Timber bridge ...... 1,177 6 10 1,177 6 10 Lachlan 57 Humbug Creek Concrete bridge , 1,500 0 0 315 18 0 1,815 18 0 1,184 2 0 »i 57 Wallaroi Creek Timber bridge 1,100 0 0 84 2 0 2,513 7 11 2 0898 Lake Macquarie 325 Argenton-Speer's Point.. Premixed bitumen macad­ 2,513 7 11 am. Macleay 198 Spencer's Creek Timber and concrete 1,500 0 0 400 0 0 1,900 0 0 bridge. 116 Nulla Nulla Creek 1,600 0 0 1,600 116 Deep Creek Timber bridge.. 760'"6 0 350 8 2 1,100 116 WoolBhed Gully 451 6 3 451 Mandowa 63 Greenhatch Creek Concrete bridge 1,533 8 9 1,533 Manning and Stroud 110 Wang Wauk River 1,170 9 5,272 18 11 6,443 Merriwa 62 Krui River 7.850 16 1,295 7 11 9,146 Munmurra River 224 18 10 224 18 10 Mitchell 240 Houlaghan's Creek , Timber bridge.. 1,400 0 167 0 5 1,667 0 5 1,619 9 3 Monaro , 52 Ingalara Creek Concrete bridge 1,555 11 63 17 10 1,000 0 0 52 Colyers Creek 1,000 0 792 13 7 0 3640 Mumbulla and Euro­ 272 Wallaga Lake-Bermagui. Gravel 773 12 0 19 1 bodalla. Mumbulla 272 Brockelos Creek Timber bridge 634 2 2 17 8 8 661 10 10 272 Cuttagee Lake Timber bridge on concrete 1,788 3 10 618 3 6 2,406 7 4 piers. 272 Booth's Creek . Timber bridge 355 16 0 355 16 0 Murrungal 241 Dirthole Creek Concrete bridge 131 10 0 1,083 2 0 56 Langs Creek . Timber bridge 951 12 0 1,000 0 0 1,000 0 0 »» 209 Denman Creek 2 11 5* 264 19 1 267" 10 6 Muswellbrook S. 72 127 Various locations Clearing, forming and' 600 0 0 4,086 10 0 Namoi 3,586 10 0 133 culverts. Bullawa Creek Timber bridge 885 0 0 1,885 0 0 72 1,000 0 0 133 Between 4 m. and 5 m Forming and clearing 36 17 6 36 17 6 1 1980 3 ch. Narrabri 127 Narrabri Rivulet Concrete bridge 3,815 10 0 3,816 10 O 72 Horse Arm Creek Timber bridge.. 1,433 3 7 1,433 3 7 Narrabri West 127 School Creek Concrete bridge 5 18 4 5 18 4 Narrandera 254 Bundeogerie Creek 432 15 10 432 15 10 Newcastle and Stock­ 108 Two new ferry docks 15,766 2 6 2,374 4 3 18,140 6 9 ton. Nymboida , 121 Little Falls Creek .... Timber bridge 402 11 11 402 11 11 Patrick Plains 181 Monkey Place Two timber bridges 850 0 0 19 16 6 869 16 6 213 Hunter River Timber bridge 750 0 0 500 0 6 1,250 0 0 Peel 130 Sandy Gully Concrete bridge .... 1,003 17 2 61 14 11 1,065 12 1 129 Quirindi Creek 4 1 2 4,996 13 7 5,000 14 9 Quirindi 2,156 7 1 5 4752 72* Various locations Gravelling 2,173 6 8 16 19 7* Tamarang 129 Quipolly Creek Timber bridge 818 5 9 19 15 1 838 0 10 130 72 At 2 m. 50 ch Three pipe culverts .. 129 Between 38$ m. and Formation gravelling and 500 0 0 64 5 11 564 "5 11 42J m. drainage. Tenterneld Little Ti-Tree Creek . Concrete culvert , 867 14 2 24 0 0* 843 14 2 64 Barney's Down Creek. Timber bridge 2,134 1 4 48 13 4 2,182 14 8 64 At Drake (33 M.P.).... Concrete culvert and ap- 604 0 0 604 0 0 • proaches. Teranla 141 Nimbin-Kyogle Gravel 22,839 11 4 4,258 9 2 27,098 0 6 142 Calico Creek ... Four concrete culverts 1,700 0 0 299 16 11 1,999 16 11 Timbrebongie 57 Bogan River ... Timber bridge 3,317 6 8 36 0 0* 3,282 6 8 Lachlan. Tomki 149 Oakey Creek .... 1,660 0 0 21 15 0 1,681 15 0 278' Tumbarumba ^ Various locations. Culverts and miscellaneous 330 3 11 17 7 4 347 11 3 small construction jobs

X Excludes cost of survey, design and supervision. 51

Appendix No. 5—continued..

COUNTRY MAIN HOADS FUND—SUMMARY OF CONSTRUCTION WORK AND EXPENDITURE—continued. C— Works Completed. Expenditure irom Department's Funds. Road Council. No. Location of Work. Class of Construction. Total Cost (including any To 30th June, . Length. contribution To 30th June, . 1935-36. 1935. 1936. by Council).

TRUNK AND ORDINARY MAIN ROADS—continued. £ s. d. £ B. d. £ 8. d. m. ft. Tumbar umba ...... 282 Ournie Creek Concrete bridge 400 0 1,496 16 1 1,896 16 1 Tumut 278 Shaking Bog Creek Timber bridge 300 0 0 300 0 0 ... Turon 54 Clear Creek Concrete bridge , 1,400'"6 398 5 6 1,798 6 6 ...... II • 54 Cheshire Creek .... 1,908 4 4 1,908 4 4 ...... 62 Middle Brook 1,000'"6 165 13 5 1,165 13 6 ... Upper Hunter 62 Wybong Creek .... 3,128 15 10 3,128 15 10 ...... 125 Lake Uranagong (a) Formation, (6) clearing, 850""6 157 0 0 507 0 O ...... Urana and Lockhart gravelling. 254 Western end of Griffith ... Forming and gravelling ... 95 5 3 14 4 98 19 4 0 1716 Wade 319 Niemur River Timber bridge 1,000 0 150 0 0 1,150 0 0 ... Wakool 319 At 5 m. 53 ch. and 5 m. Timber bridges 850 0 97 8 10 947 8 10 ...... » 57 ch. from Barham. 319 Cow and Barber Creeks... 2,200 0 O 2,220 0 0 ...... !> 296 Between 25 m. 60 ch. and Clearing, gravelling and 900 0 0 150 0 0 1,060 0 0 ... 28 m. 65 ch. culverts. II • 319 Cow and Barber Creeks Formation, loaming and 350 0 0 360 0 0 ...... BANDING. Walcha 115 Bergen-Op-Zoom Creek ... Concrete bridge 3,089 16 9 3,089 15 9 Walgett 329 Various locations Earth formation 1,711 18 0 7 0 10 1,718 18 10 ... II • 56 Shallow and Cumberdown Timber bridges 2,000 0 0 2,300 0 0 4,300 0 0 ...... Creeks. 56' 127 Various locations. Earth formation 800 0 0 303 4 0 1,103 4 0 ...... •• 333 { 128 Pound Crossing n Timber bridge... 937 10 0 750 0 0 1,687 10 0 ... Wallarobba Gresford. Willimbongand Wade 254 Narrandera-Grlfflth .. Gravel 1,069 17 1 1,069 17 1 Wfndouran ' 60 Moama-Booligal Timber bridge.. 300 0 250 O 0 650 O 0 ...... Wingecarribee 261 Bundanoon Creek Concrete bridge 551 5 57 6 4 608 11 4 ... Woodburn 153 South Woodburn-Evans Tar penetration 3,650 0 110 10 4 3,760 10 4 3 0000 Head. 145" Corakl Ferry-South 1,605 10 0 1,605 10 0 1 2829 " { 149 Boundary. Wyaldra 55" Talbragar River Timber bridges 2,043 11 330 11 11 2,374 3 8 Yallaroi 63 Kelly's Gully Concrete bridge 1,679 14 9 1,679 14 9 ...... Young 239 Reconstruction at 141 ch. Tar surfacing 1,350 0 142 3 6 1,492 3 6 1 4026 241 Garabaldi Gully Concrete bridge 1,020 11 186 8 5 1,206 19 5 ...... 239 Maori Gully Concrete culvert and ap­ 566 10 0 10 0 567 0 2 ...... proaches. Total, Trunk and Ordinary Main Roads £141,119 10 7 Miscellaneous BMALL works 2,940 9 1 Total, Road Construction Work £ 569,863 16 8 Commission paid in terms of section 42, Main Roads Act, 1924-1936..., 6,742 16 1

Surveys; supervision and design, including design for Councils' works 68,373 14 2 Acquisition of land for widening 3,818 19 0 Total as per Income and Expenditure Account, Appendix No. IB £648,799 4 11

* Credits. t Includes £965 contributed by Department of Road Transport and Tramways. 52 Appendix No. 6.

DEVELOPMENT ROADS FUND—SUMMARY OF CONSTRUCTION WORK AND EXPENDITURE TOR THE YEAR 1935-36. The following is a summary of the work done and expenditure incurred on individual developmental roads from the Developmental Roads Fund for the period 1st July, 1935, to 30th June, 1936.

Length Expenditure from the Department's Funds. of Road where Work had Council. Road No. Name of Road. Class of Construction. been com­ pleted at To 30th June, To 30th June, 30th Jwne, 1935-36. 1936. 1935. 1336.

£ s. d. £ 8. d. £ 8. d. m. ft. Ashford 1001 Strathbogie-Bonshaw Gravel 1,200 0 0 1,200 0 0* 4 0000 Bannockburn 1082 Delungra-Graraan .... Formation and gravel 2,260 0 0 161 8 2 2,411 2* 2 4488 1082 2,860 0 0 127 8 0 2,977 8 0" 3 2376 BelUngeo 1131 Bellingen-road Timber bridge at Gess, 18$ m. from 1,238 4 7 161 16 5 1,400 0 0" Bellingen. 1134 Timber beam bridge at Richardson's 1,000 0 0 200 0 0 1,200 0 0' Crossings. 1136 BeUingen-Kalang Gravel 500 0 0 1,983 11 0 2,483 11 0* 3 0402 1134 Thora-Brincrville Gravel and construction of timber beam 2,736 12 7 2,736 12 7 bridges over Cleaver's and Plains Crossing. Bland 1029 Kikoira-WeethaUe Clearing 500 0 0 500 0 0 1029 Gravel 1,700 0 113 16 4t 1,586 3 8' 15 0000 1029 „ Lachlan Shire Boundary Formation 600 0 410 0 0 910 0 0 1131 Winnunga-Tallimba Clearing, formation and gravel 1,400 0 535 16 10 1,935 16 10" 8 2046 1017 Rankin's SpringB-HlllBton .. Formation and gravelling 1,083 15 966 4 4 2,000 0 0 8 0415 1029 Weethalle—Barellan 1,000 0 853 16 4 1,853 16 4 1131 Tallimba-Winnunga Gravel 625 4 7 625 4 7 1096 Barmedman-Ariah Park Clearing, formation and gravelling 400 0 0 400 0 0 Bolwarra. 1015 Lennoxton-Summer Hill Formation and metal 200 0 0 200 0 0 Boree .... 1156 Goolagong-North GoolagongRail Gravel 500 0 0 845 17 3 1,345 17 3 Siding. Burrangong 1013 7 m. on Main Road 239 to Brib- Formation and gravelling 700 0 0 1,282 11 4 1,982 11 4 baree. Byron 1043 Mullumbimby-State Forest No. 1,400 0 0 19 16 6t 1,380 3 6' 0 0755 356. Carrathool .. 1017 Hillston-Rankin's Springs .. 2,440 0 0 50 18 7 2,490 18 7 1071 Merriwagga-Melbergen Formation 263 15 0 47 6 8 311 1 8' 2 4356 1019 Shire Boundary towards Rank­ 700 0 0 69 3 4 769 3 4' 8 0000 in's Springs. 1026 Erigolia-Binya 800 0 0 220 8 1,020 1017 Hillston-Rankln'B Springs .. 1,100 0 0 200 0 1,300 1017 " A " formation and " B " gravel 750 0 0 2,392 6 3,142 A14 0000 1 3780 1017 Clearing, formation and culverts ., 1,500 0 1,500 0 1019 Beelbangera-S.H. 6 .. 750 0 760 0 Cobbora 1067 BalUmore-Windorah .. 908 10 914 16 Gravel 6 0 1004 Gollan-Murrumbong .. Formation and gravelling 2,500 0 2,507 16 1004 Gravel 1,500 0 7 16 2,207 7 Cockbura 1082 Blaxla'nd's Deviation .. FormaUon 1,786 18 707 7 1,810 0 Coolamon 1096 Coolamon-Arlah Park " A " forming and " B " gravelling 1,700 0 23 2 2,100 0 A 2 4554 400 0 B 0 3980 1061 Ganmain-Dullah 770 0 0 130 0 900 0 1 3930 1155 Matong-Cowabbie 500 0 0 486 17 986 17 0 2482 1097 Coolamon-Narraburra Boundary Gravel 700 0 0 1,255 16 1,955 16 1 3630 1097 Coolamon-Temora Formation and gravelling 1,600 0 1,600 0 Cu! cairn 1012 Culcalrn-Walbundrle 1,450 0 0 30 12 1,480 12 1062 Walbundrie-Howlong 1,200 0 0 143 1 1,343 1 1012 Culcairn-Walbundrie 1,000 0 0 550 0 1,550 0 Dorrigo 1079 M.R. 120-Lowanna Railway Fine crushed rock 1,200 0 0 87 14 1,287 14 Station. 1089 Yarrum Creek road Formation 2,050 0 0 456 14 10 2,506 14 10* 1 3300 1167 Dorrigo-road-GIenreagh to Cor W.B. macadam (rough stone) 2,089 3 0 1 998 14 5 4,087 17 5 1 0900 inda. 1089 Yarrain Creek-Deervale Gravel 1,300 0 0 1,100 0 0 2,400 0 0 1157 Dorrigo-road Timber beam bridge over Middle Creek. 1,494 15 6 1,494 15 6 Erlna 1077 Wyong-Dooralong Waterbound macadam 500 0 0 1,700 0 0 2,200 0 0 Gilgandra 1080 Armatree—Tooraweenah Formation 700 0 0 104 18 10 804 18 10 Gloucester 1110 RoadB 1110,1044, and 1150 Gravel 38,140 7 9 2,225 16 4 40,366 4 1 1044 & 1150 1150 Gloucester-Giro-Tlri Crossing Timber bridge at Teni 1,859 7 1,862 17 3 1150 Timber bridge at Sullivan's CroBBir 7 3 7 3 6 Goobang 1005 Kadungle—Numulla Formation and gravelling 1,909 8 19 13 1,889 14 10* 3 3313 1158 Trundle-Euchabil 1,000 0 548 7 1,548 7 10 Harwood. 1049 Maclean-Tullymorgan 999 15 185 4 1,184 19 6 Hastings 1056 Kendall-Combo yne 2,450 0 194 19 2,644 1 9 4' l'"4200 1094 Cowangara-Y arr as-Kind e e Creek Steel and timber bridge at Kindee Cross- 1,412 9 4,094 1 5,506 11 4 ing. 1094 Forbes River road Forming, gravelling and cttlverte 2,355 0 0 2,365 0 1056 Kendall-Comboyne Gravel - 1,000 0 0 1,000 0 Hillston 1017 Hillston-Rankin's Springs Forming and loaming 1,700 0 0 1,700 0 Hume ... 1062 Walbundrie-Howlong Formation and gravelling 800 0 69 1 7 869 1 1 4345 1062 600 0 117 16 0 717 16 1 1426 Illabo 1020 Marinna-Ivor-Junce Reefs 1,100 0 57 11 6 1,157 11 2 1023 1114 Illabo-Eurongilly-Nangus road Timber bridge over Billabong Creek 1,200 0 206 10 0 1,406 10 Imlay 1045 Kiah-Lower Towamba Formation 800 0 605 17 8 1,405 17 Jemalong ..... 1023 Garema-Pinnacle Formation and gravel 500 0 0 600 0 Kyogle and Tent- 1050 & Upper Clarence and Richmond " A " W.B. macadam, " B " gravel. 282 10 7f 151,109 17 A33 6277 151,392 7 7 erfleld. 1148 Valleys Developmental Works B12 5235 Kyogle 1047 Cedar roint^-Bentley Gravel 3,933 9 4 3,934 17 10* 1 3300 1129 Caslno-Sextonville Formation and gravel 2,100 0 0 70 17 3 2,170 17 3* 1 0462 1047 Cedar Point-Bentley Gravel 1,000 0 0 1,000 0 Kyogle and Cop' 1050 Baryulgil-Sandilands 13,452"l2 2 33,440 19 6 46,893 11 manhurst. Kyogle 1129 Casino-SextonviUe Formation and gravel 936 8 8 936 8 8 LACHLAN 1144 & Euglo Siding-Weelah Parish and 1,500 0 0 62 4 5 1,562 4 5* 6 3325 1145 Euglo Sfdlng-Condobolin-Gir ral-road. 1029 Tulllbigeal-Palisthan 500 0 0 1,085 12 4 1,585 12 3 4356 1151 Fifleld-Kadungle 1,535 0 0 1,535 0 9 2452 1144 Euglo SldiDg-Weclah Forest .. 832 2 ? 832 2 1145 T.lt. 57 to Luglo Railway Siding Gravelling and causeways 675 0 0 675 0 1029 Bland Shire Bound ary-Palisthan Clearing, forming and gravelling . 1,500 0 0 1,500 0 0 Liverpool Plains. 1112 Dubbledah-Goolhi , Gravel 321 3 321 3 1 1023 Lockhart 1031 Urangellne Soldiers' Settlement Forming, gravelling and culverts 1,000 0 1,000 0 road. 1113 Bfdgeemia-Urana Gravel 300 0 0 300 0 Macquarie 1007 Arthurville-Geurie Formation and eravel 1,896 14 5 9 5 1,887 9 2 0759 1008 Bournewood-Yeoval 2,000 0 0 769 0 2,769 0 1007 Arthurville-Geurle 1,760 0 0 161 13 1,911 13 1009 Cumnocfe-Eurimbla 3,000 0 0 1,077 3 2,077 3 l'"4886

* COMPLETED WORKS. | CREDIT*. 1 EXCLUDES COST OF SURVEY, DESIGN AND SUPERVISION. 53

Appendix No. continued.

DEVELOPMENTAL ROADS FUND—SUMMARY OF CONSTRUCTION WORK AND EXPENDITURE FOR THE YEAR 1935-36— continued.

Expenditure from the Department's Funds.

Road Council. Name of Road. Class of Construction. No. To 30th June, To 30th June, 1935-30. 1035. 1936.

£ B. d. £ s. d. £ s. d.^ Mandowa 1003 Boggabri-Manil la Formation and gravel ... 600 0 0 99 10 0 599 10 0* 1003 Gravel 446 4 0 446 4 0' Manning 1041 G Unices ter-Nal;lac Formation and gravelling 2,400 0 0 1 60 7 11 2,460 7 ll1 1161 Gloucester Shire Boundary- Gravel 2,477 i 3 1 3,575 18 8 6,053 2 11* Upper Bunyah. 1044 Gloucester-Nabaic 1 1,500 0 0 1,500 0 Marthaguy 1081 Warren-Carinda Forming and loaming ... 4,500 0 0 161 16 6 4,661 16 1081 Formation 1,000 0 0 1,000 O Namoi 1120 Coonamble-Pilliga Loaming 312 15 6 312 15 Narraburra 1096 Banned man-Coolsmon Formation and gravelling 1,500 0 69 15 3 1,559 15 1096 1,500 0 40 4 9 1,540 4 1096 Barmedman-Ariah Park Clearing, formation and gravelling 600 0 0 600 0 Nymbolda 1154 Mann River Crossing Low-level timber bridge at Jacadgery.. 1,822 3 106 8 7 1,928 12 i, ...... 1153 Low-level timber bridge atBroadwater. 2,300 0 427 4 10 2,727 4 Ofceron 1033 Oberon-Hamptou Formation and gravelling 1,000 0 1,125 10 8 2,125 10 Patrick Plains .. 1124 Broke-Cessnock .". Formation 640 0 16 6 8 656 6 1142 Sedgefleld-Merannie Timber bridge at Brookcr's Crossing .. 1,150 0 6 4 0 1,156 4 1052 Ravensworth-Upper Hebden Timber bridge at Stringy Bark Creek 500 0 300 0 0 800 0 and approaches. 1053 Ravensworf h -Lemingtor: Formation and gravelling 500 0 0 400 0 0 900 0 0 1142 Sedgefleld-Merannie 278 10 0 250 0 0 .. 628 10 0 Peel 3090 From S.H. 9, near Tamworth- Gravel 1,000 0 0 625 8 6 1,625 8 6 Loomberah. Stroud 1110 Gloucester-Bullahdelah Formation and gravelling 2,000 0 0 500 0 0 2,500 0 1110 1,000 0 0 2,000 0 0 3,000 0 Tenterfleld"""!" 1050 Urbenvllle Street improvement 409 17 9 499 17 Teranla 1085 Wongavale-Cawongla Crushed rock 2,659 16 6 2,659 16 1088 Cawongla-Murwillumbah Gravel 17,431 10 Jl 43,638 -17 1 61,070 8 1085 Steads Lane-Blaney's Bridge ... Fine crushed rock .. 1,700 0 208 5 3 1,908 5 1085 Wongavale-Cawongla 1,900 0 120 0 0 2,020 0 Tom'kl 1047 Kyogle-Bentlev Formation and gravel 1,000 0 0 1,000 0 1125 Leeville-Middle Creek 2,462 1 1 2,462 1 Tumbarumba .. 1117 Tumbarumba-Laurel Hill Formation and gravelling ... 600 0 0 700 0 0 1,800 0 1143 Rosewood-Tarrsdale For land surveys and resumptions 49 19 7 49 19 Tweed " 1111 Kynnambon Brldge-Qneemdand Culverts and crossings 400 0 0 400 0 Border. Urana 1086 Urana-Albury road Formation and gravelling 950 0 0 114 7 8 1,064 7 8* Urana and I,ock 1014 Urana-Boree Creek •I ii 1,700 0 0 100 0 0 1,800 0 0 hart. Urana 1152 Billabong Bridge-The Rand Gravel 760 0 0 60 0 0 800 0 0* Urana and Cul 1152 Rand-Main Road 331 400 0 0 400 0 0 calm. Urana 1086 Rand-Lockhart Formation, gravelling, clearing, etc. 400 . 0 0 400 0 0 Wade 1019 Beelbangera Railway Station- Formation 1,650 0 0 108 1 8 1,753 1 8* Carrathool Shire Boundary. • » 1019 Formation and gravelling 700 0 0 370 0 0 1,070 0 0 Wakool 1106 M.R. 319, via NIemur Siding to Two timber bridges and approaches over 1,360 0 0 5 17 4 1,355 17 4* Balpool. Papanue Creek. ii * 1146 Moulameln-Nacurrie Timber beam bridge and approaches 460 0 0 48 16 5 498 16 5* north of Murrain-Yarreln Creek. 1146 Formation 200 0 0 160 0 0 350 0 0 Walgett 1120 Coonamhle, via Pllllgft to Bnrren 1,000 0 0 1,000 0 0 2,000 0 0 Junction. Waugoola 1058 Wattamondara-Mt. Collins Reinforced concrete culvert and cause­ 320 0 0 61 14 11 371 14 11* way over MoTongla Creek. Weddln 1013 Barmedman-Grenfell Formation and gravel 2,500 0 0 348 7 2 2,848 7 1116 Kelly's Creek-Wirrlmah 1,000 0 0 611 15 6 1,611 15 1013 GrenfeH-Barmedman .... 1,500 0 0 1,153 16 1 2,663 16 » 1013 1,000 0 0 1,000 1028 Garema-Plonaclc ., Formation, gravelling and draining 500 0 0 500 Wingadee 1120 Coonamble-Pilliga .. Formation and loaming 1,000 0 69 7 3 1,059 1083 Coonamble-Carinda 2,401 2 122 2 0 2,523 1088 Forming, topdressing and culverts 500 0 0 500 Wyaldra 1037 Goolma-Lambing Hill Formation and gravelling 3,150 0 0 3,150 Yanko 1108 Collnroobie-Barellan 1,100 0 300 0 0 1,400 1108 Sec. Narrandera Bland Shire 1,000 0 1,693 17 0 2,093 17 Boundary. 1108 Formation, gravelling and culvert* 600 0 0 500 0 0

168,840 4 Miscellaneous construction 178 13 7

Total Expenditure on Road Construction 169,013 17 10 Administrative Expenses 6,760 16 4 Surveys, Supervision, and Design 3,231 6 9 Maintenance of Bridges 185 16 9 Interest, Exchange, and Sinking Fund 20,188 0 4

Total as per Income and Expenditure Account, Appendix No. 1C. 198,319 13 0

* Completed works. t Credits. 54

Appendix No. 7.

SUMMARY OF CONSTRUCTION WORK COMPLETED DURING THE YEAR 1935-36 AND FROM 1ST JANUARY, 1925, TO 30TH JUNE, 1936.

Main Roads.

Secondary Developmental Total. County of Country. Total. Roads. Roads. Type of Rood. Cumberland.

1-1-25 to 1-1-25 to 1-1-25 to 1-1-25 to ]-1-25 to 1-1-25 to 1935-36. 1935-36. 1935-36. 1935-36. 1935-36. 1935-36. 30-6-36. 30-6-36. 30-6-36. 30-6-36. 30-6-36. 30-6-36.

m. ft. m. ft. ro. ft. m. ft. m. ft. m. ft. m. ft. m. ft. m. ft. ui- ft. m. ft. in. ft. Clearing 2 1353 272 0136 2 1353 272 0136 4 2046 536 0034 6 3399 608 0170 Earth formation 9 1332 1002 0069 9 1332 1002 0069 74 1342 195 3929 83 2674 1197 3998 Forming and loaming 2 1623 54 2415 2 1623 54 2415 20 4059 80 3702 23 0402 135 0887 Gravel 1 1100 17 0167 98 3069 1181 4549 99 4169 1198 4716 2410 148 0633 705 4368 247 4802 1905 0934 Broken stone (macadam) 1000 5 1568 193 5114 5 1568 194 0834 1 2406 3 3701 149 4651 8 5269 345 2611 Gravel and macadam sprayed with tar or bitumen 25 2333 16 4896 214 0789 16 4896 239 3122 17 2152 16 4896 258 3657 Penetration tar or bituminous macadam 32 2182 12 5165 215 0941 12 5165 247 3123 3900 5 1984 13 3785 258 0980 Premixed tar or bituminous macadam 8 3234 56 0667 1 3076 92 2341 10 1030 148 3008 4 1929 10 1080 152 4937 Cement concrete 3 0759 91 2121 0087 51 2537 142 4658 1127 4 3351 3 1973 147 2729 Cement concrete with asphalti surface 1 0559 14 1835 0930 1 4304 1 1489 16 0859 4 0080 1 1489 20 0939 Heat treatment surface 3 3950 3 3950 3 3950 3 8950 3 3960 3 3950 14 0372 236 6025 153 0649 3283 0745 3520 0490 5027 17 2503 251 1221 1695 1629 419 1989 5232 4622

NOTE.—This table shows the length of work carried out under each type. If a section of road has been farmed, for example, and gravelled In a subsequent year, the length appears under the headings of both " Earth Formation " and " Gravel." 55

Appendix No. 8.

COUNTY OF CUMBERLAND MAIN ROADS FUND—PAYMENTS TO COUNCILS FOR ROAD MAINTENANCE DURING THE YEAR 1935-1936.

Amount of Amount of Municipal or Shire Area. Grant. Municipal or Shire Area. Grant. £ 8. d. * £ s. d. State Highways. Ordinary Main Roads—continued. S.H. 1—Prince's Highway— - M.R. 165—Ryde .;. 624 19 1 Newtown 1,126 3 3 191 „ 2,132 17 3 Erskineville 182 16 7 200 „ 12 4 1 183—St. Peters 47 14 8 - S.H. 10—Pacific Highway- 315—Strathfield - 380 7 8 17 1 2 North Sydney 318 „ 276 9 9 311 15 0 Kuring-gai 227—Sutherland 6,216 13 6 361 11 5 Hornsby 199 „ 1,187 13 11 S.H. 13—North-South Link Highway- 173—Vauoluse ...... 200 0 0 Granville 7 16 3 339 „ 215 17 0 Dundas 275 0 0 174—Warringah 860 0 3 4 7 Baulkham Hills 160 159 35 5 10 925 0 0 Hornsby 162 ii 1,536 14 9 164 897 0 0 £3,367 8 3 172—Waverley 50 0 0 340 „ 50 0 0 Ordinary Main Roads. 191—Willoughby 30 12 9 328 „ 59 17 2 M.R. 183—Alexandria 201 0 5 177—Wollondilly 3,100 0 0

193 n 123 3 2 179 n 767 1 0 190—Bankstown •. 1,869 15 6 339—Woollahra 1,200 11 1

167 269 16 1 173 „ 430 13 11 160—Baulkham Hills 3,023 0 10 157 „ 300 11 6 Total—Ordinary Main Roads ... £67,290 12 1 182 „ 712 7 5 168—Bexley 1,011 10 3 184—Blue Mountains 1,940 0 2 Secondary Roads. 344—Botany 135 16 6 Sec. Rd. 2008—Alexandria 103 16 11 179—Campbelltown 496 11 9 2011 „ 15 7 8 167—Canterbury 1,150 0 0 2014—Ashfield 28 14 2 155—C&Btlereagh 1,540 0 0 2027 „ 300 0 0 181-Colo 226 3 3 2028 „ 412 19 9 184 , 2,441 2 10 2018 „ 28 17 11 200—Concord 476 16 1 2015—Baulkham Hills 150 4 2 315 „ 191 6 8 2014—Bexley 198 7 3 139—Dundas 175 0 0 2012—Blacktown 402 3 3 158 „ - 500 0 0 2027—Burwood 50 0 0 139—EaBtwood 23 14 9 193—Erskineville 147 9 5 2020—Cabramatta and Canley Vale 300 0 0 318—Homebush 50 0 0 2014—Canterbury 400 0 0 139—Hornsby 460 0 2012—Castlereagh -60 0 0 156 „ 360 0 2013—Drummoyne 47 6 0 161 „ : 1,420 0 2006 „ 160 18 7 332 „ 3,183 11 2024—Eastwood 216 0 1 315—Hurstville 994 3 2014—Enfield 37 10 0 168 „ 2,469 3 2002—Glebe 9 0 11 194—Kogarah 250 0 2016—Hornsby 55 0 0 199 560 0 2013—Leichhardt 25 11 10 315 „ 768 15 0 5)907 „ 135 19 3 162—Kuring-gai 2,408 17 11 fc-Manly 157 6 8 328 „ 398 14 3 2025 „ 253 19 1 190—Lideombe ; 1,932 8 8 2021—Marrickville 50 0 0 164—Manly 1,107 2 9 2008—Mascot 110 0 0 159 „ 244 14 2 2020—Nepean 158 4 4 183—Mascot 90 0 0 2019—North Sydney 93 19 5 344 „ 100 0 0 2029 „ 5 0 0 164—Mosman 145 14 5 2018—Petersham 10 0 0 154—Nepean • 4,000 0 2028 „ 10 0 0 155 1,900 0 0 2014—Rockdale 41 12 10 167—Newtown 35 8 1 2020—St. Marys 147 4 6 2022 197 0 0 193 28 8 8 ff 5 2023—Warringah 339 2 8 164—North Sydney , 1.083 1? 479 3 11 2029—Willoughby 75 0 0 172—Paddington ; 2012—Windsor 146 7 8 173 „ 43 4 4 155—Penrith I 310 0 0 Total—Secondary Roads... £4,92113 11 167—petersham '. 80 0 0 327—Randwick 1 Total—All Roads £75,579 14 3 171 „ 14 16 3 0 0 2 175 „ Commission paid to various Councils, vide 80 0 0 Section 42 of Main Roads Act, 1924-1936 1,838 15 7 170—Redfern 20 0 0 201 , Materials supplied to Councils for Maintenance 1,330 3 8 work .. 1,965 2 7 168—Rockdale 116 4 11 169 , 1,479 4 11 Total—as per Income and Expendi­ 194 „ 566 12 ture Account Appendix No. 1A £79,383 12 6 139—Ryde 1,445 10 162 56

Appendix No. 9.

COUNTY OF CUMBERLAND MAIN ROADS FUND—Maintenance Expenditure by the Department FOT the year 1935-36.

On special maintenance including surfacing, reconditioning, On general avelllng and minor Name and Section. road lprovement works, maintenance. S Btorm damage and upkeep of ferries and major bridges.

State Highways. s. d. ft. d.

State Highway No. 1—Prince's Highway— Between Cleveland-street and Barwon Park road 573 1 7 Barwon Park road to Cook's River Bridge 431 1 10 Cook's River Bridge 0 11 1 Cook's BlTer Bridge to South-street and South-street to M.R. 199 on eastern 784 7 3 276 2 9 side ; Arncllffe HIU ; 5 12 10 South-street to M.R. 199 (western side) and from M.R. 199 to George's River 952 19 5 George's River Bridge to Loftus Railway Overbridge ,070 1 6 8 7,331 15 7 Loftus Railway Overbridge to Waterfall 432 9 7 799 6 7 Waterfall Railway Station to Helensburgh turnoff 299 9 6 631 8 4 Helensburgh turnoff to top of Bulli Pass (42 in.) 223 8 8 64 13 5 Top of Bulli Pass (42 m.) to Woodlands Creek 925 14 7 294 6 11

£ 5,705 1 11 9,298 . 3 8

State Highway No. 2—Hume Highway— Parramatta-road to Dickenson-avenue (excluding Intermediate tram section) 265 12 11 223 9 11 Hercules-street to Milton-street (intermediate tram section) 144 9 8 301 2 5 Dickenson-avenue to Burwood-road (cement concrete) 46 18 3 Burwood-road to Broadway 276 7 8 ""il'T 4 2,958 11 3 Broadway to Woodvtlle-road 2,907 16 9 1,464 19 1 2,277 6 7 Woodville-road to Cross Roads 8 2 11 Cross Roads to Carne's Hill 160 5 10 72 11 4 8 2 11 Carne's HIU to Water Race 8 2 11 Water Race to Narellan 455 6 11 150 17 0 1,072 2 10 Narellan to Camden Bridge 34 9 6 Camden Bridge ;

5,945 5 6 6,902 13 6

State Highway No. 6—Great Western Highway— City-road to Tavener's Hill 493 16 10 435 3 9 Tavener's Hill to Roger's-avenue 518 1 5 2,014 4 4 Roger's-avenue to Powell's Creek (bituminous length only) 2,876 17 6 969 12 11 Roger's-avenue to Powell's Creek (concrete only) 163 18 2 Powell's Creek to Duck River (bituminous lengths only) 3 12 3 Powell's Creek to Duck River (concrete section) 662 5 1 Duck River Bridge 57 13 11 Duck River to Prospect Quarry crossing 1,797 1 8 11 5 9 Prospect Quarry crossing to Victoria Bridge, Penrith (excluding concrete section In Penrith) 2.982 2,927 Concrete section in Penrith 212 4 Victoria Bridge, Penrith 98 10 5 Victoria Bridge, Penrith, to Hawkesbury Lookout road, Springwood "460 13 13,031 12 5 Hawkesbury Lookout road, Springwood, to Victoria Pass, omitting recon structed length in Blackheath 5,413 4 17,345 11 4 Reconstructed section in Blackheath 92 8 76 4 9

15,676 3 6 ,967 8 7

State Highway No. 10—Pacific Highway— Bradfield Highway to Longueville-road 117 16 4 Longueville-road to Boundary-street . 209 14 10 1,050 12 6 Boundary-street to Pearce's Corner .... Maintenance by Kuring-gai Council. Pearce's Corner to Hookham*B Corner Maintenance by Hornsby Council.. Hookham's Corner to Kangaroo Point 908 10 1 18 0 1 Peat's Ferry *6,730 18 9

1,236 1 3 6,799 11

State Highway No. 13—North-South Link Highway— Liverpool-road (S.H- 2) to Parramatta-road (S.H. 5) 1,120 18 7 674 1 Great Western Highway turnoff to Windsor-road turnoff 296 5 3 Windsor-road to Baulkham Hills Boundary 283 0 0

1,700 10 674 1 9

Total, State Highways £30,262 15 10 £60,641 18 9

OADWARY MAIN ROADS.

Main Road No. 164— Main Road No. 184 to S.H. No. 5 1,016 2 7 3.103 5 S.H. 6 to 3 m. 75 ch. south 429 18 8 4 12 3 m. 75 ch. to 5 m. 20 ch. south 165 490 11 Main Road No. 165— Penrith-Mulgoa-road from S.H. 5 to Nepean Shire Boundary 299 19 11 6 14 Castlereagh Boundary to M-R-184 0 7 11 153 6 Main Road No. 162— De Burgh's Bridge 34 13 Main Road No. 163— M.R. 184 to Aerodrome gates 162 4 Main Road No. 164— Waterloo-street (Narrabeen) to M.R. 174 (Mona Vale) 22 11 1 M.R. 174 to Avalon-parade (Avalon) 319 5 6 Avalon-parade to Palm Beach '. 300 17 0 178 4 0 Spft Bridge 3,181 18 1 Main Road No. 165— Glebe Island Bridge to Iron Cove Bridge 140 0 8 250 19 8 .-2,17J 6JO- Glebe Island Bridge ^^i— 701 10 5 - Iron Cove Bridge" Iron Cove Bridge to Gladesvdle Bridge 122 2 8 Gladesville Bridge "963 "i" 0 Gladesville Bridge to Pittwater-road.... 107" Z 2

* One half maintenance and operating coats—Remainder charged to Country Main Roads Fund. 67

Appendix No. 9—continued.

On special maintenance Including surfacing, reconditioning, On general gravelling and minor Name and Section. road Improvement works, maintenance. storm damage and upkeep of ferries and major bridges.

ORDINARY MAIN ROADS—continued.

Main Road No. 165—continued. £ 3. d.

Pittwater-road to Marsden-road Maintenance by Ryde Council. Marsden-road to Morton-street 836 3 5 12 16 7 Morton-street to Church-street 141 11 5 Main Road No. 166— Victoria-road to Mary-street and Manning-road 159 1 11 287 15 11 Mary-street to Fig Tree Bridge 199 11 1 232 19 4 Fig Tree Bridge 109 7 5 Fig Tree Bridge to Longueville-road 248 2 7 685 13 4 Longueville-road to S.H. 10 28 8 10 20 3 10 Main Road No. 187— Hurlstone Park to Canterbury Railway Station 65 19 11 104 1 9 Sharp-street to Beamish-street 200 0 9 Main Road No. 170— Boundary-street to Wilson-street 429 17 8 Wilsou-street to Tram Terminus 155 15 5 Main Road No. 171— . City Boundary to Addlaon-road 316 4 24 9 10 Addlson-road to Barker-street 33 2 229 10 10 Barker-street to Gardener's-road 86 6 6 Gardener'B-road to La Perouse "738 "il 246 2 4 Main Road No. 172— Paddington Boundary to Bondl Junction {excluding concrete section on south side between Queen-street and Centennial Park gates) 276 8 4 Concrete section 22 16 0 *Maln Road No. 173— Hopetoun-avenue 18 4 10 Main Road No. 175— Little Bay road—from Bunnerong-road to Coast Hospital 99 17 6 Main Roads Nos. 177-8— Cross Roads to Narellan via Campbelltown .' 1,133 17 8 1,847 17 11 Campbelltown to Appin 397 1 3 .819 3 9 Bulli Shire Boundary to S.H. 1 at Bulli Pass 342 4 0 51 10 5 Main Road No. 181— M.R. 184 to Cattal Creek 702 4 411 17 Cattal Creek to end of tar section 271 17 147 19 End of tar section to Wiseman's Ferry 1,028 6 792 11 Main Road No. 182— Windsor Bridge ; 19 3 Main Road No. 183— Botany-road to Rosebery Racecourse 94 11 4 Rosebery Racecourse to Bunnerong-road 156 14 10 Main Road No. 184— Barney-street to Woollen Mills < 433 10 6 147 11 0 Woollen Mills to McGrath'B Hill 2,877 18 10 McGrath's HIU to Rickaby Creek Bridge 477 14 2 328 9 - 7 Rickaby Creek to Church Hill 396 4 11 4 1 11 Cr Church Hill to Richmond Bridge 128 18 9 Richmond Bridge 9 15 4 Main Road No. 185— S.H. 1 at Helensburgh to Stanwell Park 186 6 8 Stanwell Park to S.H. 1 at Bulli Pass 2,267 2 4,040 19 8 MalnRoadNo. 193 — Garden-street to Henderson-road 115 17 Main Road No. 194— Botany-road to Cook's River 142 11 Cook's River Bridge 509 17 2 Main Road No. 199— S.H. 1 to Ramsgate-avenue Maintenance by Kogarah Council. Ramsgate-avenue to George's River 110 4 3 Taren Point Ferry "4,083"'6" 11 Main Road No. 200— Ryde Ferry {up to date of opening of bridge over Parrarnatta River). 1,591 4 10 Main Road No. 309— Berry and Ashton streets •. 94 3 3 216 11 0 Main Road No. 316— S.H. 2 to Cook'B River 121 11 8 33 15 8 Cook's River to Broadarrow-road 1,258 14 2 Main Road No. 317— Bunnerong-road to Maroubra Bay 149 1 3 Main Road No. 327— M.R. 171 to Arden-Btreet, Coogee 81 16 3 Main Road No. 328— RoseviUe Bridge to Beacon Hill 1,735 14 7 6,574 11 6 Main Road No. 330— ; City-road to Regent-street 69 16 11 Regent-street to Dowling-street >. 200 8 5 ""s'is" 2

Total, Ordinary Main Roads £ 22,060 17 8 37,677 9. 7

SECONDARY ROADB.

Secondary Road No. 2005— Henderson-road to S.H. 1 ., 179 14 1 Secondary Road No. 2008— Botany-road to Short-street. 42 14 10

Total, Secondary Roads £222 8 11

Total, AU Roads 52,546 2 6 ,319 8 4

MISCELLANEOUS. Bridges and ferries not on classified roads., 10,396 8 4 Signposting 463 6 6 Traffic census 15 12 2 Restoration of road openings 1,238 9 2 Survey of main roads with road rater, etc. 64 8 6 Tree-planting and maintenance 1,029 13 1 Miscellaneous 406 3 8

Total as pec Income and Expenditure Account, Appendix No. 1A £164,479 12

* Special work—For general maintenance this road is under the supervision of Vauciuse Council. 58

APPENDIX No. 10.

COUNTRY MAIN ROADS—Expenditure during the Year 1935-36 on the maintenance and improvement of Main Roads, Bridges and Ferries.

Amount paid to Councils or expended Municipal or Shire area. Work carried out by— by Department.

State Highways. S.H. 1—Prince's Highway— £ s. d. £ s. d. Bulli Department 495 16 6 Illawarra North 644 11 10 Wollongong 564 14 5 Council 209 19 8 Illawarra Central Department 1,737 6 2 Shellharbour . 704 4 8 Kiama 547 5 3 Jamberoo 856 14 10 Gerringong 2,924 9 5 Berry 8,031 2 1 Nowra 235 16 8 South Shoalhaven 126 16 2 Clyde 9,952 11 4 Ulladulla 1,534 0 9 Eurobodalla Council 38 11 0 Department 10,448 10 9 Mumbulla 4,935 16 10 Bega ...... Council 25 9 8 Department ... 1,527 8 11 Imlay 7,534 14 0 53,076 0 11 S.H. 2—Hume Highway— Camden Department 2,028 8 4 Wollondilly 6,660 7 8 Picton 1,766 4 4 Nattai Council 5,816 13 1 Mittagong 119 2 4 Wingecarribee 2,619 3 3 Mulwaree 1,607 18 7 Goulburn City 213 0 7 Department 508 15 10 Gunning 6,109 10 11 Yass 496 2 9 Qoodradigbee 7,104 15 2 Demondnlle., 6,900 18 6 Gundagai 6,979 14 9 Kyeamba 17,400 0 0 Holbrook 19,709 1 2 Hume Council 4,800 0 0 Albury 850 0 0 91,589 17 3 S.H 3—Federal Highway- Mulwaree ; Council 446 15 6 Gunning : Department 818 11 6 Yarrowlumla Council 10 0 0 Department 421 15 10 1,697 2 10 S.H. 4r—Monaro Highway- Imlay Department 1,265 5 1 Council 12 4 4 Department 177 16 8 Mumbulla 3,561 9 9 Monaro ... Council 4,077 18 8 Cooma ... 167 0 0 Dalgety Department 4,396 10 3 Tumut ... Council 6,400 0 0 Gundagai Department 607 5 0 20,665 9 9 S.H. 5—Great Western Highway-: Blaxland Department 10,940 17 3 Lithgow 298 1 8 Turon 4,893 8 5 Bathurst : 98 18 9 16,231 6 1

S.H. 6—Mid-Western Highway- Bathurst L Department 111 11 11 Abercrombie ...... Council 2,413 2 3 Lyndhurst 9,090 1 0 Waugoola 3,029 0 4 Cowra 149 8 10 Weddin 5,178 15 6 Grenfell 712 16 10 Bland 3,358 11 7 Carrathool ...... 5,365 3 3 Waradgery 1,660 0 0 Hay„ L ... 200 0 0 31,268 11 6 59

-Appendix No. 10—contimied.

Amount paid to Councils or expended Work carried out by- Municipal or Shire area. by Department.

State Highways—continued S.H. 7—North-Western Highway- £ s. d. £ s.

»« Department 3,279 15 4 „ Municipal .. Council 826 7 0 64,581 10 5 S.H. 10—Pacific Highway— Erina . Department 10,389 11 „ (Peat's Ferry) 5,730 18 Lake Macquarie .. 4,284 17 Adamstown , 44 12 Mere wether , 12 0 Hamilton Council 50 0 150 0 Wickham f.., Waratah 350 0 Tarro Department 5,210 11. Port Stephens .... Council 3,100 0 Raymond Terrace 50 0 Stroud 5,610 15 Gloucester 3,425 2 Manning 8,316 9 Taree 276 12 10,342 17 Hastings Department 402 10 Port Macquarie . »» 6,097 11 Macleay >> 566 1 Kempsey »» 11,958 12 Nambucca Council 4,233 15 Bellingen i» ...... 3,692 13 Dorrigo ...... 4,953 0 Orara Department 1,473 0 TJlmarra 6,088 2 »» Harwood 147 0 Maclean Council 6,534 3 Woodburn Tintenbar 2,950 19 Balllna 1,790 16 10 Byron 4,046 0 0 Mullumbimby ... 258 .0 0 Tweed 3,236 4 Murwillumbah 4 5 0 115,777 3 11

* Represents onehsli coat. The remainder Is oharged to the County of Cumberland Main Roada Fund, 60

Appendix No. 10—continued.

Municipal or Shire Area. Amount paid to Councils or expended Work carried out by— — by Department; • —

State Highways—continued. S.H 11—Oxley Highway- £ s. d. £ s. d. Hastings , Department 6,989 16 9 Council 983 6 8 Apsley 6,812 17 8 Walcha 1,069 0 0 Coekburm 200 0 0 Tamworth 491 18 ii Peel 4,080 10 8 Liverpool Plains 8,409 15 1 Gunnedah 100 0 0 Coonabarabran 6,373 6 11 Gilgandra , 6,295 i6 5 Marthaguy 222 18 3 Department 307 16 10 Timbrebongie 968 5 1 43,305 9 3 S.H. 12—Gwydir Highway- South Grafton Council 100 0 0 Nymboida 3,781 10 0 Severn , 3,278 0 11 Glen Innes , 4,000 0 0 Macintyre , 3,598 11 4 Tnverell , 1,259 3 1 Bannockburn , 3,593 0 0 Yallaroi 2,314 3 10 Boolooroo , 1,042 6 4 Moree 717 5 3 Boo mi , 3,900 0 0 Walgett , 300 0 0 27,884 0 9 S.H. 14—Sturt Highway- Kyeamba Department 3,978 15 2 Wagga Council 618 12 1 Mitchell Department 5,698 ' 0 0 Yanko 8,283 8 9 Murrumbidgee Council 2,973 1 5 Waradgery 4,143 15 7 Hay 349 15 11 Department 1,222 6 9 Wakool ... Council 2,542 7 11 Balranald 1,186 11 3 30,996 14 10 S.H. 15—Yass-Canberra Road- Goodradigbee Department 345 0 1 Yarrowlumla 92 19 6 437 19 7 Total—State Highways 552,923 15 2

Trunk and Ordinary Main Roads.

Amount granted to Councils or expended Municipal or Shire area. Road No. Work carried out by— by Department.

£ • s. d. Abercrombie ....i. 54, 176, 246, 252, 200 Council 2,753 1 6 Albury \, 212, 355 »» 200 0 0 Amaroo 61,233,234, 350 »» 913 8 2 Apsley 73 ,...... 410 0 0 Aahford 63,134,136,137,138, ...... 8,712 4 •3 187. Ballina I 64, 146 n 136 14 9 Balranald 67, 221 ' n 35 0 0 Bannockburn ..... 73,134, 135, 187 » 2,892 13 8 Barraba Shire 63, 132, 360 J» 1,415 4 6 „ Municipal 63, 132 242 0 0 Bathurst City ,...L 54 ...... 300 0 0 Bega 272 »> 34 0 0 Bellingen ., 118,119 ») 1,815 9 0 Berrigan L, 212, 226, 229, 299, »» 1,958 0 0 331, 363. »» • Berry I, 261 Department 3*677 3 5 I 293 i» 54 16 0 52, 53, 274, 275, 288 Council 1,823 0 0 „ ...... < >t 63, 133 168 13 10 Bibbenluke >., »» 57,231 2,100 0 Bingara i., ,, ...... 0 55, 255, 292, 299 3,245 16 7 Bland , >» 253 2*592 12 5 Blaxland >, Department »» '" 204, 228, 346 Council...... 2*007 19 0 Bogan i.. 53, 274 121 12 9 Bombala i., 101,102,103, 128 „ ...j... 950 11 10 Bolwarra J., 63, 72, 232, 338, 126 4470 0 0 Boolooroo L. 232 2,150 0 0 Boo mi j., 61,224,237, 238,310, 6,660 0 0 Boree \.. 359. 61

Appendix No. 10—continued.

Amount paid to Councils or expended Municipal or Shire area. Road No. Work carried out by- by Department.

Trunk and Ordinary Main Roads—continued. £ 8 . d. Bowral I 300, 260, 263 Council, 190 0 0 Braidwood j 51, 270, 271> 267 509 0 10 Burrowa 56, 241, 248 705 0 0 Burrangong 239, 241, 285 4,950 18 3 Byron . 65, 144, 306 5,179 16 6 Cambewarra 261, 307 126 261 >» Department 5,627 307 146 »» 259 Council 60 0 0 Camden 61, 245, 237 1,838 6 0 Canobolas 244, 254, 321 3,535 10 8 Carrathool 64, 140, 149,151 1,641 13 10 Casino ,. 218, 220 376 10 9 Cessnock 267, 312 1,050 0 0 Clyde 205, 206, 233, 334 3,340 6 10 Cobbora 345, 353. Cockburn 63, 105 2,524 17 7 Colo ; 181, 182 1,507 8 6 Conargo j 59, 331 1,827 3 10 Condobolin j 57, 61, 224, 228, 230 358 2 0 Coolah 55, 62 1,391 3 4 Coolamon , 240, 243 2,250 0 0 Cooma .; 52 109 3 4 Coonabarabran ... 55, 129, 305, 329, 334 2,395 13 4 Coonamble 56, 129, 205 1,576 10 6 Cootamundra 242, 243 100 0 0 Copmanhurst 150, 151 3,137 13-2 Corcen 131,212, 299,314,331 1,700 0 0 Corowa j 212, 250, 299 462 3 6 Cowra .' 56, 285, 310 205 19 5 Crookwell • 54, 201, 247, 248, 249, 2,875 11 6 256, 291. Cudgegong ' 55, 208, 214, 216 3,150 6 8 Culcairn 125, 210, 211, 331 4,100 0 0 Dalgety ; 282, 286, 287 1,811 2 10 »> 286 Department 3,242 3 4 Demondrille 1 239, 243, 322 Council 339 9 10 Deniliquin 59, 60 1,370 17 1 Dorrigo .' 119, 120, 151 6,178 6 10 Dumaresq 116, 121, 124 4,058 5 6 Dungog j 101 287 0 0 Erina 217, 225, 335, 336, 4,124 11 9 359. Eurobodalla I 51,271,272 2,683 3 3 Forbes • 56, 61 4,626 0 0 Gilgandra .' 56, 205, 345 1,946 3 10 Goobang 56, 57, 224, 233, 348, 4,000 0 0 350, 354. Goodradigbee j 56, 243, 249, 278 1,743 0 0 Gostwyck j 73,124 4,158 11 0 Goulburn City .. \ 54, 251, 256, 248, 268 414 3 10 Grafton City .' 150, 151, 298 408 10 0 Grafton South 151 50 0 11 Grenfell 237, 239 100 0 0 Gulgong 55, 233 174 18 0 Gundagai j 278, 279, 351 • 878 2 6 Gundurimba I 64, 65, 147,,148,149. 6,418 10 3 146. Gunnedah 72 245 3 8 Gunning 241,249, 251,283,248 2,026 1 9 Guyra 73, 121, 135 5,454 0 0 Gwdir .• 63, 134, 360, 133 3,130 11 •4 Hamilton 107, 188, 326 289 11 5 Harwood 151, 152 2,342 14 7 Hay 60, 254, 257, 299 321 4 10 Holbrook 211,278, 284, 331 2,311 4 6 Hume 125, 197, 210, 278, 3,000 0 0 212, 331, 355. Illabo 57, 242, 243 2,500 0 0 Illawarra Central... 186, 295 200 0 0 «i ft ... 295 Department 370 17 8 Imlay ; 274, 275, 276, 365 Council , 1,685 9 2 Inverell 73, 137, 187. 1,147 Jamberoo 264, 266 407 Jemalong 56,61,235,236,224,237 5,500 0 0 Jerilderie 69. 229, 321, 323, 356 2,100 0 0 Jindalee 235,242,243,322,351 1,558 2 5 Junee 243 70 15 9 Kearsley 181, 195, 218, 220 3,447 10 0 Kempsey J 116,198 348 2 6 Kiama 264 Department 7 7 8 Kyeamba 210, 211 Council 902 13 2 Kyogle 136,140,141, 64 7,612 7 4 1,959 140 Department 10 2 5,154 361 2 10 62

Appendix No. 10—continued.

Municipal or Shire. Road No. Work carried out byi Amount paid to Councils or expended by Department.

Trunk and Ordinary Main Roads—continued. £ 8. d. Lachlan 57, 61, 224, 228, 230. Council 5,032 3 8 231,346,411,347. Lake Macquarie 217, 220, 223, 325 ' 5,438 3 9 Lambton 107,337 170 0 0 Larabton, New 107, 223 150 0 0 Lis more 64, 65,142, 147, 306 1,815 0 0 Liverpool Plains 55, 72, 357 3,179 1 3 Lockhart ...... 59, 210 2,150 0 0 Lyndhurst 201, 245, 246 ' 925 13 0 Macintyre 135, 136, 137 2,051 0 0 Macleay 116, 198 2,284 8 11 Macquprie 233 817 2 7 Maitland East,.. 102, 103, 104 27 11 11 Maitland West 218 268 18 7 Mandowa 63, 357 1,156 12 8 Manilla 63,357 241 14 9 Manning 109,110,111,112,192 3,367 Marthaguy 202, 203, 333 2,787 Merewether 188 65 Merriwa 62, 209, 214; 358, 220, 2,663 218, 188. Mitchell 57, 59, 210, 240 2,286 3 8 Mittagong 260 44 15 3 Moama 60, 341 1,650 0 0 Molong 359 100 0 0 Monaro 52, 53 2,020 0 0 Moree 72, 338, 232 ' 125 0 0 Morpeth 102 15 0 0 Mudgee 155, 208, 214 164 13 4 Mullumbimby 306 100 0 0 Mulwaree 54, 247, 248, 251,256 5,769 7 8 258, 268, 269. Mumbulla 272, 273, 320 ' 1,642 19 5 Murray 60, 341 2,524 14 11 Murrumbidgee 244, 321 277 10 0 Murrumburrah 239, 243 304 0 0 Murrungal 56, 241,248 3,000 0 Murwillumbah 142 35 0 Muswellbrook Shire 208, 209, 213 3,170 0 MuswellbrookMunicipal 208, 209 15 5 Nambucea 118 500 0 Namoi 72,133,127, 329,343, 4,193 11 8 357. Narrabri 72,127 519 17 0 Narrabri West 127 100 0 0 Narraburra ... 57, 241, 235, 242 3,934 10 0 Narromine 342, 354 140 8 10 Narrandera ... 243, 254 195 8 6 Nattai 258, 260, 262, 263, 2,468 8 9 265, 300. Newcastle City 108, 185, 301 90 2 6 Nundle 105, 106 1,851 0 0 Nymboida .... 119, 120, 121 2,478 13 0 Oberon 253, 255, 256 ' 1,356 9 2 253 Department 2,898 12 7 Orange 245 Council 100 0 0 Orara 121, 151 1,400 0 0 Parkes 56, 224, 233 448 6 3 Patrick Plains.. 220, 128 935 6 8 Peak Hill 56, 348 500 0 0 Peel 130 1,100 0 0 Port Macquarie 113 100 0 0 Port Stephens ,. 101, 102, 108, 294, 5,105 0 0 302, 301. Queanbeyan 51,54 512 18 4 Quirindi 72, 129, 130,126 468 0 0 Raymond Terrace 104 54 0 0 Rvlstone 54, 55, 215, 208 2,796 15 6 Severn 136, 138 1,591 19 7 Shellharbour 262, 266 100 0 0 262 Department 2,333 17 11 266 »> 359 0 6 Stroud 101, 110, Hi, 289 Council 2,532 19 8 Talbragar 56, 205,206 2,428 2 5 Tallaganda 51, 267, 269, 270, 271 2,584 3 9 Tamarane 72, 106, 126, 129, 130 1,094 9 7 Tamworth 63, 130 113 15 9 Taree 110,192,198 171 9 4 Tarro 102, 104, 107, 195, 1,500 0 0 218, 220. : Temora , 57, 241, 242 565 1 4 Tenterfield Shire 64, 138, 189, 290,362 4,553 0 1 362 Department 676 10 8 Tenterfield Municipal 64, 138 Council 300 0 0 Terania J..., 65, 141, 142, 146, 306 7,498 14 2 Timbrebongie 56, 57, 342, 354 2,572 17 11 Tintenbar 64, 146 . 2,800 0 0 63

Appendix No. 10—continued.

Amount paid to Councils or expended Municipal or Shirt. Road* No. Work carried out by by Department.

Trunk and Ordinary Main Roads—continued. £ 8. d. £ s. d. Tomki 64, 151, 140, 149 Council... 5,054 15 7 Tumbarumba 278, 281, 282, 284 3,082 1 9 Tumut 278, 279,280, 324 2,608 1 10 Turon 54, 216, 253, 255 2,869 15 7 Tweed 142, 143 1,662 0 0 Upper Hunter 62, 105 2,584 0 0 Uralla 73 2 3 7 Urana 59,125, 131,229, 323, 2,273 16 3 356. Wade 254, 321 "2,387 0 0 Wagga 57 554 0 0 Wakool 221,222,296,319,341 3,950 0 0 Walcha 73 75 0 0 Walgett 56, 123, 127, 329, 333 473 15 6 Wallarobba ... 128, 101, 289, 301 2,258 11 4 Wallendbeen 243, 322 57 1 1* Wallsend 352 400 0 0 Waradgery ... 60, 319 1,932 18 9 Warrah 72,358 742 12 0 Warren 202, 333 3,250 18 7 Waugoola ... 56, 237, 285, 310, 201 2,161 15 5 Weddin 235, 236, 237, 239 1,350 0 0 Willimbong ... 254 200 0 O Windouran ... 60, 296, 319 2,500 0 0 Wingadee ... 56, 129, 202, 225 2,798 0 5 Wingeearribee 260, 261,. 262, 263, 1,300 0 0 264, 265. Wingham 109, 112, 192 337 10 0 Wollondilly ., 179, 259 3,591 17 10 Wollongbng .. 295 * 100 0 0 Woodburn ., 145, 149, 153,148 1,917 4 3 Woy Woy .. 349 316 11 6 Wyaldra 55, 233, 205,214 1,773 2 7 YaNaroi , 63 4,859 8 4 Yanko 229, 243, 254 1,550 0 0 Yarrowlumla 51, 52, 249, 268, 270 1,600 0 0 Yass 278 68 9 11 Young 239, 241, 285 568 19 7

Total—Trunk and Ordinary Main Roads 402,451 18 8 Total—All Roads 955,375 13 10

£ s. d. Maintenance of Bridges under control of Department— Metropolitan Division \. Department "8,475 12 2 Southern Division ... 3,804 1 11 Lower Northern Divi­ 15,177 19 6 sion. Upper Northern Divi­ 1*986 16 6 sion. South Western Divi­ 4,495 11 10 sion. Central Western Divi­ 3,333 10 7 sion. North Western Divi­ 2,762 3 6 sion. North Eastern Divi­ 1*516 13 8 sion. 41,552 9 8 Maintenance of Ferries under control of Department— Southern Division ... Department 5,147 0 4 Lower Northern Divi­ 23,264 15 6 sion. South Western Divi­ 350 0 0 sion. North Eastern Divi­ 9,542 13 10 sion. 38,304 9 8 Miscellaneous— Sundry small works- Department 507 17 11 Signposting Department and 2,643 15 4 Councils. Commission paid in of 11,150 15 8 terms of Section 42 of the Main Roads Act. Materials supplied by 16,337 0 10 the Department to Councils. 30,639 9 9 Total as per Income and Expenditure Account, Appendix No. 1 B. 1,065,872 2 11

Refund of grant. 64

APPENDIX NO. 11.

PROCLAMATION OF NEW MAIN ROADS. During the year the following new main roads and alterations of existing main roads were proclaimed:—

Date of Shire or Road Proclama­ Municipality. No. Description of Road. Mileage. Remarks. tion.

Metropolitan Area— m. ch. Mosman 21/2/36 164 The Spit to Macpherson-street, Macphcrson 0 11 •The route of Main Road No. 101 was repealed street to Cremorne Junction, Spit Junction and reproclaimed, the length being reduced by to Whiting Beach road. eliminating the section from the northern side of Whiting Beach road to Taronga Park entrance.

Country Ar-'a— Bannockburn and 12/7/35 134 From Dclungra to Graman ... Extension of Main Road No. 134 from Delungra Aehford Shires. to Graman. This section of road was formerly Developmental Road No. 10S2. Imlay Shire 12/7/35 365 From Burragate to Wyndham 7 24 New main road between Burragate and Wyndham formerly Developmental Road No. 1147. Guyra and Dumar- 17/1/36 135 From Guyra, via Aberfoyle and Wongwi- 60 0 Extension of Main Road No. 135 from Guyra to esq Shires. binda to the Armidale-Grafton road {M.S.. the Armidale-Grafton road (M.R. 121), near 121), near Ebor. Ebor. The proclamation of this section of road gives main road connection from the Gwydir Highway at Invereil to the Pacific Highway at Coff's Harbour or Raleigh.

Total 71 74

* Reduction In length.

PROCLAMATION OF DEVELOPMENTAL ROADS. During the year the following new road was proclaimed :—

Date of Road Shire. Proclama­ Description of Road. Mileage. Remarks. tion. No. •

m. ch. Bogan 17/4/39 1163 From Darouble to Pangec- : 24 0 New road to give access from Pangee to Darouble and Nyngan.

Total 24 0

During the year the following roads were removed from the list of Proclaimed Developmental Roads:—•

Date of Shire or Proclama­ Road Municipality. Description of Road. Mileage. Remarks. tion. No.

m. ch. Bannockburn and 12/7/35 1082 14 61 Now proclaimed Main Road No. 134. Ashford. 12/7/35 1147 From Burragate to Wyndham 7 24 Now proclaimed Main Road No. 365. Wlngecarrlbee Shire 19/6/36 1039 From Sutton Forest, via Exeter, Bundanoon, 23 60 Dcproclalmed at Council's request. Penrose, Wingello, and Tallong to the Shire boundary at Barber's Creek.

45 65 65

APPENDIX No. 12.

LENGTH OF PROCLAIMED ROADS FROM 1925-26 TO 1935-36.

Main Roads. Secondary Tear. Roads. Develop* State Trunk Ordinary (Metropolitan mental Total. Highways. Roads. Main Roads. Total. Area). Roads.

Miles. Miles. Miles. Miles. Miles. Miles. Miles. 1925-28 * * 12,840 12 840 1926-27 * * *• 13,054 19 1,307 14^380 1927-28 3,581 2,370 7,539 13,490 20 2,206 15,716 1928-29 3,548 2,342 7,664 13,554 43 2,328 16,925 1929-30 3,646 2,298 7,901 13,845 65 2,490 16,400 1930-31 3,652 2,321 7,849 13,822 86 2,450 16,358 1931-32 3,666 2,337 7,813 13,816 94 2,449 16,369 1932-33 3,673 2,343 8,133 14,149 93 2,344 16,586 1933-34 3,843 2,354 8,697 14,894 93 2,372 17,359 1934-35 3,849 2,435 8,875 15,159 100 2,431 17,690 1935-36 3,846 2,424 8,984 15,254 100 2,379 17,733

* The classification of Main Roads into State Highways, Trunk Roads and Ordinary Main Roads was not made until the 1st July, 192,8,

APPENDIX No. 13.

LENGTH AND PERCENTAGE OF ROADS MAINTAINED BY THE DEPARTMENT AND COUNCILS DURING THE YEAR 1935-36.

State Highways. Trunk Roads. Main Roads. Secondary Roads. Totals.

Main­ Main­ Division. Main­ Main­ Main­ Main­ tained by tained by Main­ Main­ Maintained Maintained tained by tained by tained by tained by Depart­ Depart­ Depart­ tained by tained by by by Councils. Councils. Councils. Depart­ Councils. ment. ment. ment. ment. Department. Councils.

Miles. % Miles. % Miles. % Miles. % Miles. % Miles. % Miles. % Miles. % Miles. % Miles. % 172 89 21 11 164 37 277 63 1.5 ... 98-5 ... 337-5 46 396-5 54 _ Country— • 139 73 52 27 215 ... 74 11 601 89 213 20 868 B0 481 82 102 18 332 ... 31 3 1,014 97 512 26 1,448 74 318 72 122 28 858 100 318 26 980 75 37 8 404 92 248 "72 ii 557 89 109 8 1,209 92 258 36 457 64 436 ... 2,033 100 258 8 2,926 92 105 19 426 81 598 ... 1,583 100 105 4 2,607 North-western 413 100 487 ... 1,010 100 1,910 100 "46 13 294 87 108 ... 710 100 "45 "4* 1,112 96

1,383 38 2,270 62 2,424 100 177 2 1,560 11 13,060 69 8,366 98 j 1,555 40 2,291 60 2,424 100 311 4 8,643 9ft 1-5 ... 98-5 ... 1,897-5 12 13,466-5 66

89544—F 66

APPENDIX No. 14.

EXPENDITURE ON MAIN AND SECONDARY ROADS BY THE MAIN ROADS DEPARTMENT AND CONTRIBUTIONS

BY COUNCILS PROM 1925-26 TO 1935-36. (a) County of Cumberland—Main and Secondary Roads.

Expenditure from Main Road Funds, Councils' Contributions excluding Councils' Contributions. to Works. Rote per £ of Year. Total Expenditure. U.C.V. of Councils' Percentage of Percentage of Contributions. Amount. of Total Total Expenditure. Expenditure.

£ per cent. per cent. £ 1925-26 317,124 46 54 685,290 1026-27 707,665 73 262,058 27 969,723 1927-28 871,647 73 324,212 27 1,195,859 1928-29 824,852 68 390,589 32 1,215,441 1929-30 1,045,400 73 388,629 27 1,434,029 1930-31 498,953 f.7 382,432 43 881,385 1931-32 285,255 46 337,196 54 622,451 1932-33 386,348 5S 276,826 42 663,174 1933-34 479,558 247,649 34 727,207 1934-35 672,685 256,377 28 929,062 1935-36 552,859 246,924 31 799,783

6,642,2 3,481,058 34 10,123,404 •44

(b) Country Area—Main Roads.

Expenditure from Main Rate ier £ of U.C.V. 1.1 Road Funds, excluding Councils* Contributions to Works. Counc Is' Contributions. Councils' Contributions. Total Year. Expenditure. Percentage Percentage of Total Maintenance. Construction. of Total Mainten­ Construc­ Amount. Total. Total. Expend­ Expend­ ance. tion. iture. Amount. Amount. iture.

£ per cent. £ £ £ per cent. £ pence. pence. pence. 770,084 76 201,306 43,450 244,756 24 1,020,840 •30 •06 •36 1,624,087 83 213,537 92,273 305,810 17 1,829,897 •30 •13 •43 1927-28 1,876,604 80 366,276 116,633 482,909 20 2,359,513 •50 •16 •66 2,308,373 87 220,864 119,199 340,063 13 2,648,436 •29 •16 •45 1929-30 2,720,207 88 269,974 99,558 369,532 12 3,089,739 •34 •13 •47 1,764,640 91 128,742 33,800 162,542 9 1,927,182 •16 •04 •20 1931-32 1,049,070 78 260,956 37,265 298,221 22 1,347,291 •34 •05 •39 1932-33 1,591,890 85 215,906 69,306 285,212 15 1,877,102 •31 •10 •41 1933-34 1,781,646 87 225,906 49,948 275,854 13 2,057,500 •34 •07 •41 1,940,726 86 261,754 47,950 309,704 14 2,250,430 •40 •07 •47 1935-36 1,973,059 89 202,313 31,233 233,546 11 2,200,605 •31* •05* •36*

19,306,386 85 2,567,534 740,615 3,308,149 15 22,614,535 •33 -09 •42

* Estimated.

(c) Summary—County of Cumberland and Country Area.

Expenditure from Main Road Funds, Councils* Contributions excluding Councils' Contributions. to Works. Year. Total Expenditure. Percentage Percentage Amount. of Total of Total Expenditure. Expenditure.

£ per cent. £ per cent. £ 1925-26 1,093,208 64 612,922 36 1,706,180 1926-27 2,231,752 79 567,868 21 2,799,620 1927-28 2,748,251 77 807,121 23 3,555,372 1928-29 3,133,225 81 730,652 19 3,863,877 1929-30 3,765,607 83 758,161 17 4,523,768 1930-31 2,263,593 81 544,974 19 2,808,567 1931-32 1,334,325 68 635,417 32 1,969,742 1932-33 1,978,238 78 562,038 22 2,540,276 1933-34 2,261,204 81 523,503 19 2,784,707 1934-35 2,613,411 82 566,081 18 3,179,492 1935-86 2,525,918 84 480,470 16 3,006,388

25,948,732 6,789,207 21 32,737,939

* Country contributions estimated. 26

circumferential routes were practically non-existent. Achievements to date include t h creation of a system of radial and circumferential routes and the completion of " missing links J' and " missing ends," the reconstruction or improvement of main road pavements, the ehmination of danger spots, the completion of urgent widening schemes by resumption, and on certain of the main arterial routes the initiation of a comprehensive scheme of widening which is gradually approaching consummation under a process of re-alignment supplemented by direct purchase and resumption. The advantages of dual carriageways were foreseen, and these have been provided for in designing roads wherever it has been practicable to obtain or anticipate the securing of sufficient width within economic hmitations. Main roads already reconstructed with dual carriageways include Bunnerong-road in the Municipalities of Botany, Mascot and Randwick, and Rocky Point road and General Holmes Drive in the Municipality of Rockdale, while in the designs now under preparation for the Great Western Highway between Parrarnatta and Lapstone Hill near the foot of the Blue Mountains, except through the townships of St. Marys and Penrith, a total width of 150 feet has been adopted in order to enable this artery to be laid out as a future parkway boulevarde, with dual carriageways for through traffic and separate provision for local traffic. At any ordinary crossing where the traffic on each road is approximately equal in volume, the traffic-carrying capacity of the intersection is only about 35 per cent, of the maximum capacity of each road, and whereas many widening schemes are in process of realisation, it has not yet been found economically practicable to design the intersections on these roads in such a manner as to enable the routes in question to carry a volume of traffic comparable with their widths. Progress with this problem is to some extent dependent on the adoption of the through-route stop or other system of traffic control, questions which it is understood are at present receiving attention by the Department of Road Transport and Tramways. In this regard it would be inadvisable to continue to incur the comparatively heavy expense involved in the resumption of property and construction work for extensive rounding of corners or Other similar improvements, the need for which may be very considerably reduced, if not eliminated, as a result of the deliberations referred to. A decision on this question will enable the basic principles of design to be determined and applied to each specific problem as it is encountered. The general lines to be followed are likely to be the design of major intersections with grade separations, traffic circles or automatic signal control in urban areas, and with grade separations, circles or clover-leaf intersections in rural areas. The difficulty of financing improvements on roads in the open country to meet the increased demands of the present-day motor vehicle, and the further improvement of the Metropolitan road system to cope with the future growth of Sydney, are equally dependent on the provision of funds over and above the revenues now available.

HEAT TREATMENT OF EARTH ROADS. In the Department's Eighth Annual Report reference was made to the problems confronting road authorities in the construction of " all weather roads " in country such as the black soil plains and parts of the central tablelands of this State, where no suitable road making materials were readily available, and to the process and machine designed and patented by Mr. L. R. H. Irvine, M.E., for the purpose of heat treatment of roads in these areas. In subsequent reports the progress made in the utilisation of the process was covered, and in the Tenth Annual Report reference was made to the first work being carried out in this State on a section of State Highway No. 14—Sturt Highway—west of Narrandera in the Shire of Yanko. This work has been continued in the Shire of Murrumbidgee. On completion of the work and submission of the pavement to traffic over a period the Department will be in a position to judge the possibilities of the process.

ROAD MIX RESEAL PROCESS. During the year, attention was given to the use of the " road-mix " process of re-sealing bituminous roads, and experimental lengths were carried out in several parts of the State with generally satisfactory results. The process consists in mixing with a suitable drag the binder and screenings after application to the road surface, and subsequently levelling these so as to give a surface of great uniformity as regards smooth riding quality. To enable the binder to remain in a sufficiently fluid condition so that mixing may be effected, it is "cut-back " 67

APPENDIX No. 15.

PEAT'S FERRY SERVICE—FINANCIAL STATEMENT AND TRAFFIC STATISTICS FROM 13TH AUGUST, 1930,

TO 30TH JUNE, 1936.

Coat of Service. Traffic carried on Ferries.

Year. Loan Revenue Motor Cars, Toll Repayment, Earned. including Other Passengers Operation. Collection. Interest and Total. Motor Vehicles.* in Cycles with Vehicles Exchange. Side Cars.

£ £ £ £ £ 1930-31 12,109 2,520 11,184 25,813 15,835 149,273 23,107 390,567 1931-32 10,829 1,873 11,594 24,296 14,032 144,443 17,157 347,480 1932-33 9,141 1,283 11,015 21,439 14,796 151,577 18,957 357,754 1933-34 9,126 1,040 10,362 20,528 17,168 175,898 21,967 415,114 1934-35 10,267 1,127 10,301 21,695 19,017 194,841 24,589 459,819 1935-36 10,028 1,434 10,259 21,721 21,642 228,172 29,809 490,462

61,500 9,277 64,715 135,492 102,490 1,044,204 135,686 2,461,196

* In statistics of traffic published in previous Annual Reports bicycles were included with " Other Vehicles." Due to an alteration In the method of recording traffic the cyclists only are shown and are included witlj. 7 Passengers in Vehicles."

[17 plates, 3 maps.]

Sydney: David Harold Paisley, Government Printer—1936.