The following tabulation, compiled from the reports of the supervisors and supervisortreasurers, shows in a compact form the expenditures and work accomplished: Annual report of provincial public works, fiscal year ended June 30, 1904. Annual report of provincial public works, fiscal year ended June 30, 1904-Continued. This includes practically all of the unksilled and a large part of the skilled labor employed on the various provincial works. Though not physically capable of performing the amount of work usually expected of laborers in the United States, the Filipino here in his own country renders full value for the wages received, and is the most satisfactory labor that we can obtain. Though unaccustomed to modern implements, yet when placed under competent foremen, he quickly becomes proficient in their use. If he becomes dissatisfied he quits and goes home. He makes no effort to hinder the progress of the work, nor to induce others to leave. The average daily wage paid laborers on road work varies according to the locality and the season, generally being higher in the hemp provinces than in those which produce principally sugar and rice. The Igorrotes work from P0.10 to P0.20 per day. In Albay as high as 11.50 per day has been paid for native labor. There are few good carpenters found among the natives; they make fair masons, some of them make good foremen, but, generally speaking, they have not had enough experience and are not familiar with modern methods. [Extracts from annual reports relative to native labor.] "I have had no occasion to use any labor other than native, except Japanese. I find that for unskilled labor the labor of the country is decidedly the best. On road work the native does fully as much and as good work as the Japanese, is more easily managed, has better health, and costs about half as much. Carpenters, masons, harness makers, blacksmiths, etc., must be imported, because there are a very few in the province, the young Filipino of the middle class generally believing the work of a mechanic at 15 or P6 per day less dignified or less honorable than that of the clerk at 25 per month."-Supervisor of Albay. As a whole the laborers can be considered satisfactory, if properly managed, but it is very difficult to secure competent foremen."-Supervisor of Bulacan. "It is my intention to use Filipinos exclusively for road work. I believe them to be more capable as foremen than the average American, who can be hired at $75 per month or less."Acting supervisor of Rizal. LABOR OTHER THAN NATIVE. On account of the difficulty of securing among the natives men duly qualified to take charge of public works, most of the foremen, blacksmiths, and bridge carpenters at present employed are Americans, Spaniards, or other Europeans. Their wages vary from 15 to 10 per day; also for fine carpenter work Chinese are frequently employed at from 2 to 5 per day. Less difficulty is experienced in finding foremen who are hard workers than in finding those with patience to properly train the natives. MATERIALS. Lumber.—In 1901 Oregon pine was generally used on all works of magnitude; the tendency now is to use native timber. The Oregon pine does not last well in this climate and is besides subject to attacks by white ants. In most of the provinces a great variety of good native timber can be secured at fair prices, but the difficulty of transporting it renders its delivery so uncertain that often American and Australian woods are used. Road metal. In the mountainous sections of all the islands are found good materials for road construction, especially in those provinces near volcanos. Volcanic bowlders when crushed make good road metal and concrete. The coral limetsone found near the seacoast makes a superior lime when burned, but is rather soft material for road metal. 'Adobe" makes a good smooth road, but also wears easily. River gravel is probably most used for road metal. In some localities are varieties of hard clay which makes a good road, and in Albay there are roads constructed of a hard, black sand, which gives a good wearing surface. In some of the islands are found deposits of broken shell, which makes a fine surfacing material In most of the flat country north of Manila road material is very scarce and often has to be hauled long distances either by rail, cart, or boat. RENTS, FREIGHTS, CONTRACTS, AND OTHER SERVICES NOT SHOWN. Under this heading are shown all those items of expense incurred in prosecuting public works, which do not come under the first three headings. Native contractors generally are able to furnish gravel, bamboo, lime, etc., in small quantities. During the last year there was a notable increase in the amount of work done by contract, the principal contractors being Americans. The money paid out to contractors forms, however, a very small part of the total expenditure. ROADS CONSTRUCTED. Under this heading are included roads the repair of which is equivalent to the construction of a new road. The following are the principal types: 1. Dirt roads, which are simply ditched and graded, and sometimes rolled; 2. Metalled roads, which are dirt roads surfaced with gravel, broken stone, or crushed shells; 3. 'Adobe' roads, similar to dirt roads, except constructed through "adobe" soil; 4. Coral roads, constructed of coral stone and surfaced with broke ncoral, gravel, or sand; 5. Sand roads, i. e., dirt roads surfaced with sand; 6. Roads through swamps; and, 7. Trails 2 meters wide constructed through the mountainous regions of Benguet and Lepanto-Bontoc. [Extracts from annual reports relative to road construction.] Hagonoy road. "This road runs through a very fertile part of the province connecting the towns of Malolos and Hagonoy, and is about 44 miles long. Its entire length is on an embankment, in some places 10 feet above the surrounding country, this height being necessary on account of the annual flooding of the entire country through which this road runs. During the last heavy rains even this height has proven inadequate and parts of this road were under water. "Nearly all material had to be hauled with bancas from the dikes used to separate the rice fields. The embankment was packed partly by the rains that fell last year, and partly by rolling; and finally a layer of first-class gravel from 7 inches to 12 inches deep was put on in thin layers and rolled. This has made a very good road out of a trail formerly passable during part of the dry season, and then only under difficulties.'-Supervisor of Bulacan. Mantandang-Naujan road.--The road was located through a swamp for 3,500 feet. A space 32 feet wide was cleared of all stumps and underbrush. Most of the work was done by men working up to their waists in water. Then two ditches 24 inches wide and varying from 8 inches to 3 feet in depth were dug parallel to the direction of the road and at a distance of 4 feet on either side of it. The dirt from the ditches was thrown into the 8-foot space between ditches. The road bed had to be raised 5 feet; this was done by hauling stone and piles 15 miles in bancas. Fifty men with bolos cut 10,000 piles in six days. The piles were of the following dimensions, viz, 5 feet, 6 feet, and 8 feet long, and from 4 inches to 7 inches in diameter. The wood was a swamp timber, very easy to cut, when green, but very hard when seasoned. Piles of this wood were examined which after thirty years' service in salt water were found to be perfectly sound. Along each side of the 24-inch ditches the pile were driven as close as possible and in such a manner that they stood up above the top of the ditch from 14 feet to 44 feet. The piles in the outer row were inclined inward at an angle of 45 degrees. They were driven 3 feet into the bottom of the ditches, and were then wired together in the rows with No. 9 galvanized wire so that each line of piles became practically solid, and the two lines were firmly fastened together at the top in the same manner. 24-inch ditches were then filled with stones and well tamped. Then the earth in the 8-foot space was leveled off and a thin layer of stones placed over the entire road, after which corduroy timbers were laid and wired together, and the ends fastened in like manner to the piles along the side of the ditches which were at the ends of the corduroy. The "Then 8-foot canals were begun on the outside of the 32-foot space and gradually widened until they were 12 feet wide at the river end and, on an average, from 2 to 6 feet wide at the bottom and so sloped as to permit the water to drain off. All the earth which came out of these ditches was placed on the road in layers alternating with layers of stone. On completion the roadbed measured 12 feet, with a gentle slope to the canals on either side. It was then crowned with a layer of gravel hauled 15 miles in bancas, and the slopes were planted with swamp grass and shrubs, which took root and grew nicely. All the earth was handled by shovels. The entire distance was completed in thirty-five days, at a cost of 15,500.”—Supervisortreasurer, Mindoro. ROADS REPAIRED. The nature of the repairs varied from cleaning grass and underbrush from abandoned roads to the reconstruction and metaling of others. To the latter class belong the road between Vigan and Pandan, 4.664 miles long, regraded and metaled at a cost of 18,233.76, and the road between Laoag and Currimao, 17 miles long, where 2.10 miles were reconstructed and metaled at a cost of P7,976.97. Occasionally it costs more to repair an old road than it would to construct a new one of equal length. BRIDGES AND CULVERTS CONSTRUCTED. The bridges constructed are of the following types, viz, Howe, Queen Post and King Post trusses, and pile trestles, timber girders, and arches of stone and concrete. Some of the latter are reenforced with steel ribs. The permanent culverts consist of stone and concrete arches. Those of a temporary nature are constructed of timber or bamboo. Many substantial and ornamental stone and concrete arches were constructed, especially in the provinces of Batangas, Leyte, and Sorsogon. In Batangas the "Gogo" 10-meter stone arch and the "Sabang" 20-meter stone arch are now under construction. In Leyte the San Joaquin trestle bridge, 266 by 20 feet, was constructed of the best native lumber at a cost of 1'9,298.96. [Extracts from annual reports relative to bridges and culverts.] Hagonoy drawbridge.—“The Hagonoy drawbridge, now under construction, consists of a circular center pier 14 feet in diameter, resting well below the river bottom on a foundation of 25 wooden piles 30 feet long and cut off below water level, and 12 concrete piles 30 feet long extending into the pier. The pier consists of a thin sheet-iron shell filled with gravel concrete (1 cement, 2 sand, 4 washed gravel). The weight of the pier is estimated to be 90 tons. On this pier rests a small turntable, purchased from the Manila and Dagupan Railway Company, and a cast-iron rack cast in Manila. The turntable is rim bearing and the rollers run on a circular rail partly embedded in concrete. 'Yacal' beams were used to properly strengthen the top of the turntable to sustain the estimated weight of |