RAILWAYS STATEMENT BY THE MINISTER OF RAILWAYS, HON. J. G. COATES.

Appendix to the Journals of the House of Representatives, 1923 Session I-II, D-02

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Session 11. 1928. NEW ZEALAND

RAILWAYS STATEMENT BY THE MINISTER OF RAILWAYS, HON. J. G. COATES.

Mr. Speaker : — It lias not been possible for me, during the short time T have held the portfolio of Railways, to review personally the many important matters connected with the administration of the State railways, as, apart from the heavy pressure of worlc due to the session, many of the problems are so extensive and far-reaching in their application that much careful study must be devoted to them before any material changes or improvements can be decided upon. One does not need, however, to delve very deeply into the fundamental, principles governing railway policy to realize the important part the railways have already played in the past towards bringing this Dominion to its present high state of productiveness, and to appreciate the value of the service to primary and secondary industries, and numerous other benefits that have been conferred upon our citizens. The general public have become so accustomed to generous concessions on the railways that the value of the services rendered is not so universally appreciated as it should be. It is well, therefore, that I should give a short resume of the benefits conferred under the present policy, many of which, it is needless to say, would not be available if the railways were run on purely commercial lines. ORGANIZATION. From time to time suggestions are made in regard to having a greater degree of decentralization in the Department. The requirements of parliamentary control of expenditure, and the necessity for ensuring that there shall be so far as practicable a uniform policy observed by all responsible officers of the Department, impose certain limits upon decentralization, which cannot be overcome. Within those limits, however, I desire to give the District Officers every possible opportunity to exercise initiative and self-reliance. DEVELOPMENTAL. The railways in New Zealand have never been regarded, or run, as a profitmaking concern. ■ Even if practicable, there is little doubt that such a policy would not meet with the approval of the people ; nor, in my opinion, would it bring about any material improvement in the condition of affairs as a whole. If in the construction and working of the railways we were to be guided solely by considerations of financial return, much greater profits could be earned. But in my view this would not be utilizing the service in the true interests of the Dominion. If further evidence were required to substantiate that conclusion, I need only draw attention to the statement in the General Manager's report with regard to nineteen branch lines —many of which have been in operation for a considerable period —which have failed to earn actual working-expenses, to say nothing of returning interest on capital. It is also shown that the mileage of the lines referred

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to in the table indicates that at least 21-43 per cent, of the total mileage of the railway system is being worked at a loss under the existing policy. But would any one suggest that these lines should be scrapped, or that higher rates should be charged to cover interest and working-expenses ? They have opened up the country, increased production and consequently the wealth of the Dominion, and although the working results may not be satisfactory from a railway-finance point of view, there can be no doubt that the value of the service to the Dominion as a whole more than outweighs the lack of profit. As indicated in this report, I am hopeful, that the action being taken by way of installing experimental motortrains will result in improvement in the services on the branch lines referred to. The extent to which the railways can be used for development purposes depends upon available finance. The concessions which can be granted after the policy rate of interest has been earned are necessarily governed by the general condition of the country's finance. When the country is prosperous and finances are buoyant much may be done in this direction. When times of depression and financial stringency have to be faced, concessions have necessarily to be withdrawn until circumstances permit of their being reinstated. The war and post-war periods occasioned much anxious thought to those concerned with the control of the finances of the Dominion. During the war it was necessary to increase the railway charges in order to assist in providing the revenue required to meet increased expenditure, and in the post-war period the financial position of the country rendered it imperative thai drastic economies should be effected in all Government Departments. But though much was achieved by the Department in necessary economies, it should not be concluded that all immediately unprofitable facilities and concessions have been eliminated ; and in this respect it may not be superfluous to mention some of the directions in. which the Department is extending benefits at the expense of its own financial returns. Handsome concessions are being granted in the matter of faxes to encourage people to live in the suburbs. At the present rates workers' weekly and weekly twelve-trip tickets and season tickets are unremunera,live, while the concession to school-children results in an annual loss to the Department of some £25,000. In this latter connection it is noted that in some districts where train-loads of children are daily conveyed to school at concession rates parents travel by motor-bus. Many concessions may be quoted in the parcels and goods brandies. For instance, the charges on New-Zealand-grown fresh fruit are obviously below a reasonably remunerative rate. Half a hundredweight of fruit may be carried any distance for* Bd. Lime for farm lands is conveyed for distances up to 100 miles free of charge ; empty fruit-cases, made from New Zealand timber, under certain conditions are carried free for distances up to 100 miles, and a similar concession applies to timber consigned for the purpose of making fruit-cases. Native brown coal is also carried at an extremely low rate. Native timbers are carried at one-third less than the rate charged for imported timbers. Returned-empty butter-boxes, cheese, egg, fresh-meat, fruit, nut, and vegetable packages are carried free, and others at very low rates. Stock, implements, dogs, horses, cattle, produce, &c, consigned to shows, horse-parades, dog trials, &c, are returned free of charge. Many commodities of New Zealand manufacture are granted preferential rates on the railways in order to protect and foster the industries of the Dominion. 1. think more might yet be done in this direction. All these are cases in which immediate financial return is sacrificed to secure general advantage to the community, and, though it may not be possible to state specifically the extent of such sacrifice in the financial returns of the Department, its reality is beyond dispute. Another important phase of the Department's operations is its policy of purchasing its requirements in the Dominion wherever possible. During the year under review, £1,865,212 was expended in purchasing stores and other material, of which amount £1,245,477 was circulated in the Dominion. Generally speaking, a very large proportion of the total expenditure of the Department in wages, stores, &c, is circulated within New Zealand. TARIFF. The tariff is probably one of the most important questions now calling for attention. It will be remembered that during the war period passenger-fares and parcels and. goods charges were increased by certain, percentages, and naturally it will be felt that relief should first be given in this respect.

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From the consideration it has been possible for me to give to the subject, I feel" however, that a comprehensive revision of the tariff would be a much more desirable course of action to take, and this will be one of the first matters of importance that I intend to go into at the termination of the session. I have already given some thought to it with the idea of appointing a small committee to assist and advise me with regard to the many complex details that will arise. Just exactly what the personnel should be I have not yet been able to definitely decide —that is, whether the users should have representation, or whether the committee should consist entirely of experts, with power to afford persons interested every opportunity to make suggestions. In conjunction with the revision of the tariff must be considered the question of the wages and working-conditions of the staff. Representations are continually being made by the various organizations for improved wages and conditions, and there can be little doubt that the question of deciding just what constitute equitable rates of wages and liberal conditions of employment, having regard to existing conditions, must be very carefully and thoroughly examined when the operations of the Department are being revised. I am entirely in accord with the view that the State should extend to its employees the best possible consideration with regard to wages and workingconditions, but obviously there is a point beyond which we cannot go. Excellent conditions are, in my opinion, extended to the whole staff, in the way of a large annual subsidy to the Superannuation Fund, in leave of absence, sick and accident pay, free railway passes, privilege tickets, the payment of overtime, and to the Second Division in a forty-four-hour week with special rates for night-work and overtime, and other concessions. In addition the Department's housing policy will result in a great improvement in accommodation for the staff, and extend the benefits of cheap rents. There is the point, however, that if the Department is to hold its own with the very real motor competition, which is increasing, concessions both to the users of the railways and to the staff will have to be subjected to very close investigation. It is clear that any consequent increase in freight rates at this juncture, to enable the Department to earn interest charges, would tend to divert more traffic to the roads. MOTOR COMPETITION. The subject of competition from road-motors with the railway is one that calls for some comment. It is well known that motor-owners are not charged with any contribution to the construction and maintenance of the roads ; also that the railways carry road-metal for the repair of these roads at a rate which involves a loss of £50,000 per annum. Already some of the local bodies have found it necessary to take more or less drastic action in regard to motor traffic. There is ample scope for useful work for road-motors without their coming into competition with the railways. They undoubtedly have a legitimate field, which I think is supplementary to, rather than competitive with, the railways. They should work in close touch with the railways and act as feeders thereto, thereby enabling rapid and regular transport to be provided in districts where the construction of a railway would not be justified. In pursuance of this idea the Department itself has had under consideration proposals to obtain some motor-vehicles for use in conjunction with the railways. These would be obtained and worked at first as an experiment in selected districts, and further operations in this direction would be guided by the experience thus gained. In addition, contracts might, I think, be made with those now engaged in the motor carrying trade to work in co-operation instead of in competition with the Department. In view of the damage done to the roads by the heavy motor-vehicles used for carrying goods, it seems inevitable that something will have to be done by the local bodies and others interested in the upkeep of the roads in the direction of determining under what conditions these motors can be permitted to use the roads. TRAIN SERVICES. I have given some attention to the matter of improving the train services in the direction of providing limited through express trains. In regard to the through express trains,' I think that something may be done to give more consideration to long-distance passengers, and so encourage people to extend their journeys.

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ELECTRIFICATION OF SUBURBAN LINES. The Government recognizes the advantages to the public and to the railway system which the utilization of electric power on. these busy lines would undoubtedly give. Its aim is to keep development in this direction one of the first items in its railway policy. Already the Government has sought and. obtained valuable material locally and from other countries to aid it in the schemes which are in preparation. During the year these reports will be reviewed and considered by departmental experts with the Department's proposals. It should be possible then to decide whether it would be desirable from an economical standpoint to electrify several of the services mentioned. Later, when all investigations have been made and a proper basis arrived at, I propose making a statement indicating the action the Government, guided by experts in electricity, considers it advisable to take. The quickly growing population of our cities and the tendency to overcrowding, coupled with the need for still further opening up unoccupied residential areas in the suburbs, are matters with which the Government is deeply concerned. There is a constant clamour for faster and more frequent services on the existing suburban lines. In dealing with these demands I must consider what an extension of the time-tables would mean. If that extension would cause the population of the areas to which the existing services now run, and of those which they would tap in the near future, to increase, the Department must view with favour the question of extensions to existing lines and the establishing of suburban services to localities which have so far not been settled residentially. 1 think that such a policy should not be based on the immediate financial return, but with the ultimate object in view of the settlement so encouraged warranting the economical electrification ol' the train services. Where there is prospect of proceeding ahead with these objects in view, there will be no hesitancy on the part of the Government in putting progressive proposals into operation. MOTOR-TRAINS. I am of the opinion that if a suitable rail motor-vehicle can be devised it should go far to solve the traffic problem on some of our suburban lines and nonpaying branch lines. Newspapers have reported a certain amount of success in some of the Australian States with motor-trains. I have arranged for the Department to purchase two or three first-class motors for conversion into suitable railway motor-trains for trial on some of our branch lines. The experiments will be very closely watched, and the service will be extended if satisfactory. LEVEL CROSSINGS. The matter of level crossings has been fully dealt with in the report of the General Manager. The only way in which absolute public safety can. be assured is by the provision of bridges or subways, but the expense entailed places such a proposal beyond the realm of practical possibility. In the meantime the safety of motorists using the level crossings must depend principally on the care exercised by themselves. Instructions have been given that in cases of flagrant breaches ol' the by-laws legal proceedings are to be taken. The Department is installing warning-devices at some of the more dangerous crossings, but it has to be remembered that the expenditure lor this purpose must be limited when there are so many other works of urgency demanding attention. ADVERTISING. I am. fully convinced of the possibilities of judicious advertising, both in the Dominion, and abroad, the scenic and health resorts to which access can be gained, by railway. I think the establishment of an Advertising Branch in the Department has been a step in the right direction, and that its activities will have very beneficial results not only to the railways themselves, but also to the Dominion generally.

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PLATFOEM TICKETS. The matter of admitting the public to platforms at principal stations at the times of departure of the express trains has been engaging my attention. Unrestricted admission at such times would not only cause very great inconvenience to the work at the stations, with consequent delays to trains, but would be fraught with danger. To permit persons to go on to the platforms to assist passengers or for other good reasons a limited number of platform tickets will be issued. RAILWAYS IMP.ROVEMENT. Many works of considerable magnitude come under this heading. 1 intend, however, to make a careful study of the whole of the requirements and then formulate a definite programme, having regard to the amount of finance available. HOUSING. A perusal of the General Manager's report will indicate the excellent progress that is being made in solving the Department's housing problem, and experts greatly praise the sawmill and house-factory at Frank ton. Its estimated output is 300 houses per annum, but experience so far indicates that the estimate will be exceeded. The Department requires 1,200 houses to meet its own demands — sufficient to keep the factory engaged for nearly four years. Besides house-building, all kinds of timber construction-work will be carried out, such as the building ol rail way-wagons, station buildings, stock-yards, &c. The effect of the acute shortage of houses on the Railway Department can be appreciated from the fact that the cost in the additional transfer expenses of its staff is approximately £10,000 per annum. The labour-saving methods adopted in house-construction result in a very material reduction in capital, cost, enabling the Department, after allowing for maintenance, interest, and depreciation, to assess a weekly rental based on one day's pay. With the factory at Frankton Junction fully equipped and running smoothly, urgent requirements should soon be overtaken. The houses being erected by the Department are comfortable and convenient to the occupants, and I join with the General Manager in expressing the hope that those who are in occupation will take an interest in and improve their surroundings. I would desire to see every railway settlement a garden suburb. GENERAL. On the one hand, the Department is expected to ensure the maximum degree of safety to its staff and its customers, punctuality is regarded as essential, and concessions and facilities are continually being pressed for. On the other hand, the Department is seriously hampered by the want of those facilities which are imperatively necessary. As with many other things, the provision of these facilities had to be postponed owing to the exigencies of the war period, but I am satisfied that the commencement of the works enumerated by the General Manager cannot, with justice to the Department and the public, be longer postponed. I am very desirous of bringing the Department into intimate touch with the users of the railways, and I intend to make the fullest possible use of the two Commercial Agents appointed to attain that object. I may say that these two officers have already done excellent work throughout the Dominion, coming into contact with the public, clearing up many matters in dispute, and generally creating a better understanding between the Department and its clients. I am convinced that their appointment was a step in the right direction, and that users of the railways may place before the Agents with every confidence any matters that may require to be investigated, and adjusted. Unfortunately, pressure of business has hitherto prevented the General Manager from moving about the Dominion as much as might have been desired to come personally into contact with the Department's customers, but the arrangements in train will enable this to be done.

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RESULTS OF WORKING.

The following is a summary of the results of working for the year ended 81st March, 1923, as compared with 1922:—

In view of the unsettled condition that still continues in various directions and the decline in the export of some of our staple products it would not be prudent to take other than a conservative view in making a forecast for the Railway-; revenue for the coming year. I, however, anticipate the revenue will reach £7,000,000 and the expenditure £0,050,000.

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Year ended Particulars. 31st March. 1922. Total miles open for traffic ... ... ... 3,030 Average miles open for year ... ... ... 3,026 1923. 3,037 3,036 Capital cost of opened and unopened lines ... ... £44,689,748 £46,851,071 Capital cost of open lines ... ... ... £39,309,097 £40,275,161 Capital cost per mile of open lines ... ... ... £12,973 £13,261 Gross earnings ... ... ... ... £6,643,591 £6,727,802 Working-expenses ... ... ... ... £6,237,727 £5,502,497 NET PROFIT ON WORKING ... ... £405,864 £1,225,305 PERCENTAGE OF PROFIT TO CAPITAL INVESTED ... ... ... ... j 107 304 l PERCENTAGE OF WORKING - EXPENSES j TO EARNINGS ... ... ... I 9389 8179 Earnings per average mile open ... ... ... £2,199 £2,219 Working-expenses per average mile open ... ... £2,063 £1,813 NET EARNINGS PER AVERAGE MILE OPEN... .. .. .. - £136 £406 d. Earnings per train-mile ... ... ... ... 182-69 d. 193-18 Working-expenses per train-mile ... ... ... 171-37 157-81 NET EARNINGS PER TRAIN-MILE ... 1132 3537 Passengers, ordinary ... ... ... ... 14,262,440 14,256,610 Season tickets ... ... ... ... 472,865 485,681 Goods tonnage ... ... ... ... 5,931,112 6,234,807 Live-stock tonnage ... .. ... ... 390,239 383,781 Train-mileage ... ... ... ... 8,717,265 8,346,731 Locomotives ... ... ... ... 637 639 Passenger-cars ... ... ... ... 1,496 1,498 Wagons and brake-vans ... .. ... ... 23,974 26,106

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ANNUAL REPORT OF THE GENERAL MANAGER OF THE NEW ZEALAND GOVERNMENT RAILWAYS. New Zealand Government Railways, Head Office, Wellington, 20th July, 1923. Sir,I have the honour to report on the working of the railways for the financial year ended 31st March, 1923. During the year the Patumahoe-Waiuku Section, 7 miles 70 chains, was opened, making the total mileage open for traffic on the 31st March, 1923, 3,037 miles. Tho capita! invested in the lines open for traffic, including the steamers and plant on Lake Wakatipu, at the close of tiro financial year was £40,275,161, as against £39,309,097 the preceding year-, an increase of £966,064. This amount includes £156,374 construction charges on lines taken over from the Public Works Department, £75.1,928 for rolling-stock and new works charged against Capital Account under " Additions to open lines," and £57,301 expended under the Railway Improvement Authorization Act, 1914. The gross receipts for the year amounted to £6,727,802, as against £6,643,591 for the previous year, an increase of £84,21.1. Tho net revenue, £1,225,305, is equal to a return of 3-04 per cent, on the capital invested in the lines open for traffic, and 2-62 per cent, on the capital invested on the opened and unopened lines. The train-mileage for the year, 8,346,731, was 370,534 miles less than the preceding year. A reduction of 260,468 miles was made on the North Island main line and branches, and. 84,861 miles on the South Island main line and branches. In the Ohakune district slips and subsidences occurred in May, July, August, and November, 1922, and January, 1923, while the earthquakes in the Canterbury District in December last caused considerable damage to the railway in the Cheviot district. Beyond this, nothing calling for special comment occurred, and the train services were unusually free from delays arising out of floods and slips. The following figures, which include delays from every cause, and give the record of the late arrival at destination of the principal trains during the year, show that—notwithstanding such difficulties as were experienced —the trains have, as a whole, run well up to time : — Average Late Arrival. Mm. Mm. Long-distance passenger-trains .. .. .. 2*57 against 3-14 last year! Suburban, trains .. .. .. .. .. 0-61 ~ 0-80 ~ Long-distance mixed trains .. .. .. 3-66 ~ 5-00 ~ The number of ordinary passengers carried during the year was 14,256,610, a decrease of 5,830 when compared with last year. 512,943 passengers wore carried at holiday excursion fares, 99,416 children and teachers and 73,855 adults at the school, factories, and friendly-societies rates. Season tickets issued during the year numbered 485,681, an increase of 12,816. Workers' twelvetrip tickets issued numbered 127,012, an increase of 5,891, and weekly workmen's tickets issued on suburban lines numbered 281,220, an increase of 6,535. The goods and live-stock tonnage was 6,618,588 tons, an increase of 297,237 tons over the preceding year. The increases were — Cattle .. .. .. .. .. 14,026 head. Other goods (including minerals) .. .. 348,694 .tons. The decreases were — Sheep and pigs .. .. .. .. 267,752 head. Timber .. .. .. .. .. 44,999 ton,:. The increase in general goods was 255,81.4 tons, and in, minerals 92,880 tons, mainly represented by traffic under tho heads dairy-produce, grain and general merchandise, and native coal. The movement of sheep was retarded by an unfavourable season combined with a fluctuating market and the necessity for replenishing flocks which had been heavily depleted in past years. The falling-off was confined to the North Island main line and branches, where the reduction compared with previous year's traffic was 406,255 head. The decline in timber tonnage reflects the depression in the building trade and fluctuations in importations of poles for electric-power lines. The coal railed from Westport mines was 586,684 tons, an increase of 88,188 tons on the previous year's traffic. The output from co-operative parties increased by 12,000 tons. The output from mines in Greymouth district was 275,856 tons—a decrease of 15,255 tons on the previous year. In 1915 the coal railed from Greymouth mines was 514,795, or 46-61 per cent, greater than last year (275,856 tons). The mines in the Wairio district, Southland, served by the Ohai Railway increased their output by 32,000 tons. Nightcaps and other mines in the same neighbourhood fell off by 15,500 tons. The average, number of men employed for the year was 15,728, against 15,662 for the previous year. t Twenty-seven members of the Second Division were, promoted to the First Division, 302 members v ,ned, 116 retired on superannuation, 46 died, 122 were dismissed, and 715 engaged.

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The sum of £25,645 was paid under the Workers' Compensation Act during the year to members who sustained injuries while in the execution of their duties. Twenty-six new engines were added to the stook. Five tender engines, Class Ab, and one heavy tank engine, Class Wab., were built in the Government railway workshops ; four Class An engines built under contract by Messrs. A. and G. Price (Limited), of Thames, anil sixteen Class Ar: built by the North British Locomotive Company (Limited), of Glasgow, under contract let in 1920. Ten bogie cars, twelve bogie brake-vans, five bogie and 243 four-wheeled, wagons were builtin the Department's workshops. The rolling-stock on order at the close of the year comprised forty-two engines, 130 cars, four bogie brake-vans, and 166 bogie and 514 four-wheeled wagons. Four thousand two hundred and eighteen car, van, and wagon axles were replaced with modern axles, thus increasing the carrying-capacity of the vehicles by 2 tons each. The permanent-way, buildings, structures, and appliances have been efficiently maintained, and a considerable number of improvements have been made in the accommodation at various stations. Forty-eight and one-quarter miles of track were relaid with heavier material, 172,746 new sleepers, and 161,553 cubic yards of ballast were placed in the track during the year. The Auckland -Mercer grade easements and the station rearrangements in connection therewith have been completed. Fixed signals were provided at two stations, making the total number of stations so equipped 304, while 101 stations are interlocked. The railway telegraph and telephone systems have been extended, and now comprise 285 Morse sets, 1,737 telephones, 333 electric bells, 7,630 miles of wire, and 2,679 miles of poles. Up to the 31st March, 1923, the sum of £83,120 was spent under the vote " Additions to open lines " in the rearrangement of stations and the providing of telegraph and telephone facilities and signalling-appliances between Rolloston and A.rthur's Pass; and £.131,694 on similar works in the Greymouth district, to provide for the requirements of the traffic on the opening of the Otira- Arthur's Pass Tunnel. Revenue. The gross revenue for the year amounted to £6,727,802, of which the North Island system yielded £4,009,677, a decrease of £11,722, and the South Island system £2,708,774, an increase of £94,602 on the previous year's figures; the increase from the whole system, including the Lake, was thus £84,211 on the earnings of the previous year and £27,802 above the estimate. The particulars are as follow :— 1923. 1922. £ £ Passengers, ordinary .. .. .. .. 2,216,514 2,212,633 Season tickets .. .. .. .. .. 204,106 205,594 Parcels, luggage, and mails .. .. . 393,322 339,482 Goods .. .. ... .. . 3,671,008 3,646,594 Miscellaneous, rents, &c. .. .. .. ... 242,852 239,288 £6,727,802 £6,643,591 The gross receipts per train-mile for all lines were 193-18(1., against 182-69 d. for the preceding year, an increase of 10-49 d. per train-mile. The North Island main line and branches produced 193-2 d. per train-mile, against 183-71 d. for the previous year, an increase of 9-49 d. The South Island main line and branches gave a return of 192-4-d., as against 179-22 d. last year, an increase of 13-18cI. The earnings from the Lake Wakatipu steamers amounted to £9,350, an increase of £1,331. The net revenue, £1,225,305, was equal to a return of 3-04 per cent, on the capital invested in the lines open for traffic (£40,275,161) and 2-62 on the capital invested in the opened and unopened lines (£46,851,071). Expenditure. The working expenditure for the year under review, including £14,100 the cost of working the Lake Wakatipu traffic, amounted to £5,502,497, a decrease of £735,230 on the expenditure for the previous year, and £661,503 below the estimate. The ratio of expenditure to earnings was 81-79, as compared with 93-89 for the preceding year, a decrease of 12-1. Expenditure. Per Cent, of Revenue. 1922-23. 1921-22. 1922-23. 1921-22. £ £ £ £ Traffic .. .. .. 1,527,033 1,703,049 22-73 25-66 Locomotive .. .. .. 2.657,153 3,134,164 39-55 47-23 Maintenance .. .. .. 1,040,892 1,111,884 15-49 16-76 Signals and electrical .. .. 67,425 72,343 1-0! 1-09 Management .. .. .. 195,894 202,948 2-91 3-06 £5,488,397 £6,224,388 81-69 93-80 Lake Wakatipu steamers .. 14,100 13,339 0-10 0-09 £5,502,497 £6,237,727 81-79 93-89 .

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Of the gross decrease (£735,230), the sum of £377,427, equal to 51-33 per cent., represents the decrease in wages and salaries. Stores decreased £332,258, equal, to 45-19 per cent. ; and miscellaneous services decreased £25,5-1-5, equal to 3-18 per cent. The sum of £238,942 was expended, in the Maintenance Branch and. charged to capital under the head " Additions to open lines." These comprise additions to station-buildings, extension of sidings, bridge-work and subways, additions to workshops, tablet, telegraph and telephone facilities, signalling and interlocking, and purchase of land. In the Locomotive Branch £923,027 was expended in the provision of additional rolling-stock, tarpaulins, Westinghouse brake, steam-heating, electric lights for engines, and workshops machinery. The rolling-stock in respect to which the charges were incurred comprised twenty-six locomotives, six cars, eleven bogie brake-vans, five bogie and 2,127 four-wheeled wagons completed on 31st March, 1923, and forty-two locomotives, 120 carriages, three brake-vans, 166 bogie and 501 fourwheeled wagons incomplete but in hand on that date. Wages Expenditure. Year ended Year ended 31st Much, 31st March, Decrease, 1922. 1923 £ £ £ For time worked between 6 a.m. and 10 p.m. .. .. 3,946,768 3,651,798 294,970 For time worked between 10 p.m.. and 6 a.m. .. .. 189,327 151,175 38,152 For departmental holidays and Sundays .. .. .. 69,208 74,915 +5,707 For night allowance paid to members of Second Division .. 55,775 50,872 4,903 Totals .. .. £4,261,078 £3,928,760 £332,318

The following figures indicate the advance in wages and salaries, exclusive of additions to open lines and railway improvement authorization works, since the Ist April, 1914 : —

It will bo seen that the increase in the wages-bill for 1923 compared with 1914 is £1,482,074, representing a sum sufficient to pay 3-68 per cent, interest on the capital cost of the working railways —namely, £40,275,161, while the increase of £I,l7l,Boo—representing the difference between the wages expenditure for 1919 and 1923 respectively —is sufficient to pay 2-91 per cent, on the capital cost. The reduction of £332,318 in the wages expenditure for 1923 as compared with, that for the. previous year represents the result of the operation of the Public Expenditure Adjustment Act, together with the economies effected in. the train-services. I desire to emphasize that the sum of £1,171,800 mentioned above as being the increased wages expenditure for 1923 as compared with 1919 represents the cost (after deducting the sum of £332,318, which was the amount of the reductions in wages expenditure consequent on the operation of the Public Expenditure Adjustment Act and the agreements made thereunder) of giving effect to the recommendations of the Wages Boards, which in 1919 and 1920 dealt with the wages and conditions of the Railway staff. The gravity of the position from the financial point of view will, however, be made clearer by my stating that the increase in the total receipts for 1923 as compared with 1920 amounted to £975,315, and the increase in the wages expenditure consequent upon the findings of the Boards absorbed the whole of the increased earnings and £196,485 in addition. The complexity of the problem of making both ends meet becomes apparent when these facts are considered together with the high prices which have been ruling for all necessary stores and material. (See page xviii.) Stores. The amount expended in purchasing general stores and other materials required for departmental use during the year was £1,865,212. Of this amount the Department, in pursuance of its policy of giving preference to New-Zealand-made goods, expended in the Dominion the sum of £1,245,477, which represents a very substantial benefit accruing to traders in New Zealand from the operations of the Department. When it has been necessary to obtain imported goods preference has invariably been given to British manufacturers, and in respect of such goods the sum of £619,734 has been paid through the High Commissioner in London.

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Year. Increase Gross Amount. Ovor 1914. Over 1919. Amount. Per Cent. Amount. Pe >r Ce Tor Cent. 1914 1919 1922 1923 £ £ 1,966,868 2,277,142 310,274 15-8 3,826,369 1,859,501 94-5 1,549,227 3,448,942 1,482,074 75-4 1,171,800 I 68-03 51-46 68 51

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The range of stores dealt with from year to year is both wide and varied, necessitating close supervision and unremitting care and attention. During the year the utmost care has been exercised in respect to all purchases made for tho purpose of replenishing essential lines for everyday use and special purposes, and in all transactions the necessity for strict economy in expenditure was kept prominently in view. Older stocks purchased at war prices were steadily reduced during the year, and new stocks limited by more frequent ordering in smaller quantities, constant care being taken to provide against shortages, while fluctuations in market values and trade conditions were carefully watched and full advantage taken thereof when opportunity offered. During the year the Railway Stores Branch has performed a great deal of work for other State Departments in connection with the. Stores Control Board. Each District Railway Storekeeper is a purchasing officer for other Government Departments, and is also a member of the Supplies and Tenders Committee in his district. This work has materially increased the responsibility and added to tho official duties of the Storekeepers, but it is beyond, question that State Departments generally have benefited considerably. In view of the instability of the markets the practice previously in operation of inviting contracts for general stores has, except in the case of a few specific lines, such as oils, spirits, uniform clothing, and varnish, not yet been reverted to. The method instituted during the war period of purchasing such stores in the open market or direct from manufacturers or their representatives has, up to the present, given more satisfactory results. Automatic Signalling. The automatic signalling over the single-line section between. Lower and Upper Hutt was completed and brought into operation during the year. The system is now in operation for twenty-one miles of line between Wellington and Upper Hutt, and is working satisfactorily. The system comprises sixty-nine signals ; the movements during the year numbered 694,000, and the total failures from all causes represent one for every 9,592 movements. Most of these failures occurred while the working of the installation was in its initial stages, and, as the minor defects which only become apparent during actual working have now been remedied, the proportion of failures will in future be practically negligible. The system has proved its reliability, and has been of material assistance in facilitating movements of traffic, especially during race meetings, when trains have had to follow each other at short intervals. Since the installation of the signals it has been possible to despatch race trains within three-minute intervals, and great public convenience has resulted. The installation of the automatic power signalling on the Midland Railway between Rolleston and Stillwater is in hand, and considerable progress has been made therewith. Advertising Branch. The decision of the Department to establish its own Advertising Branch has been fully justified. The business continues to expand steadily, and the revenue accruing from the branch is considerably in excess of the amounts received when the advertising rights were let by contract. In addition to this the display and appearance of advertisements on stations and the departmental hoardings have been greatly improved, and increased satisfaction accorded to advertisers on railway premises. Special steps have been taken to advertise the scenic and health resorts of the Dominion both in New Zealand and abroad. The Department has on display at railway-stations in New Zealand a series of pictorial posters giving views of Rotorua, the Waitomo Caves, Mount Cook, and Lake Wakatipu. The supply of these posters was arranged in conjunction with the Tourist Department. There were also published a series of pictorial poster stamps illustrating scenic, sporting, agricultural, and pastoral views. These are made up in booklets, and are on sale to the public at railway-stations. Recently posters were exhibited drawing attention to this means of advertising New Zealand, and as a result there has been a marked increase in requisitions from stations for further supplies of the booklet, thus indicating that the public is co-operating well with, the Department in this matter. These stamps are affixed to overseas letters by the public using them, and every mail brings letters of inquiry from abroad sent as a result of receiving a letter bearing' one of these stamps. Many hundreds of such letters have been received, and they come from many different countries, thus showing that the distribution is very widespread. Supplies of these stamps have also been forwarded to the High Commissioner in London and to the New Zealand Government Agents in Melbourne and Sydney, and some of the shipping companies have also jmrchased large quantities for distribution. A map showing New Zealand in its corresponding latitude on the Mediterranean Sea was designed and published for the dual purpose of illustrating the size of the Dominion as compared with European countries and also to give an indication of the relatively equable climate of this country. These maps have been supplied to the High Commissioner and to the New Zealand Agents in Australia, and have also been distributed very largely with letters in reply to inquiries from overseas and with other correspondence. There was also compiled and published a booklet setting out the prospects of New Zealand as a field for business. Copies of this have been supplied to the High Commissioner and the New Zealand Agents in Australia for distribution, and large numbers have also been circulated by post in the ordinary course of our dealings with overseas business firms.

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Recently arrangements have been come to with the representatives of the Canadian Government railways and shipping service and of the Canadian Pacific Railway Company for a reciprocal interchange of advertising-matter. These arrangements provide that the Railway Department in New Zealand will display posters and distribute literature for these two corporations, and they will in return do the like for the Department. To take full advantage of these means of publicity I recently gave instructions for the preparation of a booklet of the folder type, for the purpose of advertising the New Zealand, railways, and when ready this will be widely distributed by these means. All the important shipping companies and tourist agencies with New Zealand interests have also promised to assist in the distribution, practically throughout the world, of this booklet, and any other literature which the Department may supply from time to time. By arrangement with the Tourist Departme»t the Department is also showing in railwaycarriages a series of views illustrating and advertising New Zealand tourist resorts. An exhibit of the work done by the Advertising Branch was displayed at the Christchurch Exhibition in November and December, and as a result a considerable amount of new business was obtained. After payment of all working-expenses and making due allowance for depreciation, a profit of £9,600 was obtained on the year's working. The expansion of the business necessitated additions to the equipment, the enlargement of the studio, offices, and shop, and additions to both, the indoor staff and salesmen. Refreshment Branch. The work of this branch was satisfactorily carried, out during the year, and its operations have been extended as opportunity offered, resulting in a higher standard of service to the public. Lighting Carriages. It was decided during the year to substitute electric for gas lighting on the Auckland-Wellington Main Trunk express trains, and an order for the necessary material has been placed with a British manufacturer for early delivery. Housing. Since the inception of the Architectural Branch, which has charge of the housing operations of the Department, the following important works have been carried out: — Cottages have been built as under : Wadostown, 4 ; Kaiwarra, 44 ; Petone, 1 ; Foxton, 3 ; Marton Junction, 20; Taihape, 10; Ohakune, 15; Taurnarunui, 17 ; Te Kuiti, 15; Frankton Junction, 33; Auckland, 3 ; Topuni, 1 ; Mamaku, 6 ; Lyttolton, 10 : total, 182. Other works.—Kaiwarra : Formation of roads ; drainage system for cottages. Marton Junction : Hostel for men. Frankton Junction : Office for Architectural Branch ; office for Stores Branch ; house-building factory; factory, timber-drying kilns ; factory, stacking-yards and trolly-roads ; sawmill buildings; sawmill stacking-yards and trolly-roads; factory and sawmill, fire-prevention service; factory and sawmill, drainage system ; electric substation and battery-charging buildings ; blacksmiths' shop ; timber-drying racks ; latrines for factory and sawmill ; sawmill log-deck;; sawmill sorting-table; sawmill loading-bank ; factory, installation of shaving-exhaust system ; factory, racks for storage of piping ; sawmill, overhead covering for live rolls and sorting-table ; Otira : Refreshment and dining room ; storeroom ; girls' hostel; men's quarters ; ftuming to carry creek water. Portable huts : Sixteen constructed. The machinery at the house-factory, which is of the very latest description and all designed with a view to labour-saving, has been gradually put into operation and tried out, with excellent results. The output has gradually gone up until it has now reached 30,000 ft. of manufactured material for house-building per day. It is expected to further improve on this to 40,000 ft. per day, which will be the equivalent of two houses all ready to put together. The rate of 30,000 ft. per day is in excess of tho estimated output of 400 houses per annum by the factory. Two weeks ago a start was made on the manufacture of materials for fifty houses. Already more than one-third of the factory work on these houses has been completed, proving beyond a doubt the capacity of the factory to do what is required of it. Settlements at the following places have been planned, surveyed, and laid out, including the construction of roads, drainage schemes, and recreation reserves, viz. : Frankton Junction, Te Kuiti, Taihape, Taurnarunui, Ohakune, Marton Junction, Foxton, Kaiwarra, Wadestown, Maungaturoto. The work of erecting fifty factory-out houses at Frankton Junction is also in hand, in addition to nine at Maungaturoto and four at Helensville. Refreshment-rooms, stores, and hostel are also in hand for Maungaturoto. Lands for the laying-out of other settlements have been inspected, and in some cases plans have been prepared. During the year twenty-two houses have been completed, one of which was constructed on the cut-to-fit principle, the timbers all being cut to template at the Department's factory at Frankton Junction. Refreshment-room, girls' hostel, men's quarters, and stores have been erected at Otira. A system of house-drainage has been carried out at Ohakune, and a complete sewerage system has been installed at Frankton Junction to serve the houses erected by the Department. Additional works of an extensive character have been carried out at the Department's sawmill at Frankton Junction, and an office has been erected for the Stores Branch at that centre. The house-factory

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and sawmill, have now been completed, and arrangements have been made to commence operations in the factory, which has a capacity of three hundred houses per annum. These will be cut to-fit, and will be sent out from the factory completed and ready for assembling on the sites. Houses are being provided at the various places in order of their urgency, and it is expected that when the programme is complete very considerable economies will be effected in respect of transfer expenses. I venture to express the hope that the increased comfort and convenience afforded to the staff will, be reflected, in a genuine and practical desire on the part of the occupants of the houses to care for the buildings and improve their surroundings. The requirements immediately in view are one thousand two hundred houses, and the provision of these will keep the factory fully employed for at least four years. When not required for housebuilding purposes the factory will be utilized ij» connection with car and wagon construction, for which the equipment is suitable. A largo stock of timber has already been accumulated and seasoned for use, and, subject to financial considerations, the factory operations can proceed continuously. Further supplies of timber will bo railed from tiie Department's bushes at Pokako and Erua in the form of logs, which will be dealt with by the sawmill at Frankton Junction. Railways Improvement. The expenditure during the year on works authorized under the Railways Improvements Authorization Act, 1914, and charged to the capital cost, was £57,301, making a total expenditure up to the 31st March, 1923, on the various schemes authorized by that Act £899,759. Of the total amount the sum of £296,286 has been spent in connection with the Auckland new station ; £238,934 on the gradeeasements between Penrose and Mercer, and Mercer-Frankton-Te Kuiti ; £8,006 on duplication works in Auckland District; £61,110 on new engine-depot, Auckland, and new workshops, Newmarket; £12,708 on grade-easements between Marton and Palmerston North ; £198,593 on signals, interlocking, and safety appliances ; £16,252 on improvements at Christchurch ; £53,113 on improvements in Wellington yard, automatic signals, Petone shops, and Haywards Station ; £1,871 at Hastings ; and £12,886 on plant required in connection with the general scheme of works. Arrangements have also been made to let a contract for the construction of the sea-wall in connection with the, Wellington Station reclamation. In order that the Department may be in a position to satisfactorily fulfil its obligations to the public it is imperative that a commencement should now be made on the works connected with the Palmerston deviation and new station ; the Christchurch Station and. marshal] ing-yard ; improvements at Lyttelton Station ; tho Auckland deviation (as a preliminary to the erection of a new station) ; and (as soon as the extent of the reclamation permits) the erection of the station and the rearrangement of the yard at Wellington. All these works are of first importance. Other works that must also be taken in hand are new stations at Hawera, Hastings, Addington, and Greymouth. Great difficulty is being experienced at present in dealing with the traffic at the various terminal stations, and further postponement of the work will have serious and very far-reaching consequences to the operations of tho Department and the business of the country. It is probably realized by few to what extent the whole working of a railway system is influenced by terminal facilities. In connection with the working of one of the large railroads in America it has recently been pointed out that approximately one-fourth of all transportation expenditure is incurred in yard operation. There is no reason to believe that the position is any different in New Zealand, and it will be obvious, therefore, that the hampering of yard movement — i.e., shunting operations —by the lack of proper facilities may well be a source of great expense. Nor does the matter rest there, for congestion in the shunting-yards means additional risk of injury to the staff and rolling-stock, and delays to traffic, with the consequent dissatisfaction to those using the railways for the transport of goods. In the South Island the completion of the Otira Tunnel will result in the diversion of traffic which is now sea-borne between the west and east coasts resulting in additional demands being made on the facilities at Christchurch and Lyttelton. The cramped accommodation at present provided at these stations is a source of considerable expense and causes serious delays to the business. Level Crossings. During tho year there has been a number of accidents at level crossings through motor vehicles colliding with trains, and I desire again to emphasize the duty which, motorists owe not only to themselves but also to the travelling public who use the trains. In this connection I cannot do better than quote from a recent judgment of the Supreme Court in a case in which action was taken against, this Department for damages arising out of a collision between a motor-lorry and a train at a level crossing. The learned Judge said (inter alia) — " Prim,a facie, however, and in the absence of special circumstances of justification, a man who enters on a level crossing in front of an approaching train and is there run down by it must himself have been guilty of failure to use due care for his owir safety. To look- and listen is in all ordinary cases an effective precaution against such an accident, and it is the duty of all persons before entering on a railway-crossing to look and. listen accordingly, and, by reducing speed or otherwise, to place themselves in such a situation that they can look and listen effectively." It can scarcely be doubted that if the precautions mentioned by the learned Judge were observed by drivers of motor-vehicles accidents at level crossings would be almost entirely avoided. I think attention may also be profitably drawn to the summing-up of His Honour in the same case. After

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dealing with the difference in the conditions at level, crossings in England and New Zealand respectively, and showing that the danger in this country is much less than in England, His Honour went on to say,— " 1 suppose it may be said that there are, really only two kinds of level crossings in this country that are dangerous. One kind is the crossing you cannot sec. A crossing of that description is a. trap for passengers on the road, and the Railway Department cannot guard against this. The Railway Department, does, however, guard against the risk of accidents taking place by putting up warningposts indicating first by a diagonal cross in a conspicuous place that the railway-line is being approached, and also, just on the crossing, there is a warning asking the driver [of the road vehicle] to stop and look out for the engine. . . . That is one kind of crossing: There is also another kind that is dangerous, and that is the crossing where the view is obstructed and where you have to cross it without being able to see the train at a safe distance, so that the train may be upon you. before you are aware of its approach." There are very few of the first kind of level crossings in New Zealand, and, as mentioned by His Honour, notice of their situation is given by boards placed in a conspicuous position, and also, in practically every case where a real danger exists, bells or other warning appliances are installed. There are rather more of the second kind of crossing, and the difficulty at most of them has been caused by the erection of buildings and other obstructions to the view long after the railway was built. But the mere fact that the view at the crossing is somewhat obstructed does not necessarily render that crossing dangerous. The test is whether a driver of a, vehicle approaching the crossing Iras a view of an approaching train at such a distance therefrom as to enable him to stop before entering on. to the line in front of such train. Applying this test it cannot but be concluded that crossings of the second kind where there is any real danger are also comparatively rare, and at almost all of them crossingkeepers are employed, or warning appliances have been erected where this has been practicable. But it must not be forgotten that the fact that a driver of a vehicle cannot see the train earlier owing to obstructions is an argument that cuts both ways. The more difficult it is to see a train approaching the greater the need, for every person using the road to keep on the alert right up to the time of entering on the crossing. When two vehicles meet at an ordinary intersection of roads one or the other has to stop till the other passes, and the position at a railway-crossing is only different in this respect —namely, that in most cases it is not practicable for the train to stop, for clearly the business of the railway could not be carried on if every train had to be so run that it could be stopped before passing over every level crossing. Even if this were physically possible it is commercially impracticable, and reason and economic considerations are clearly against any subordination of the railway traffic to road traffic at level crossings. Another aspect of the matter of accidents is the suggestion that has been made from time to time in a general way —namely, that as (when this is the case) the road was constructed before the railway, the Railway Department is bound to furnish means of preventing accidents, and that in the absence of such means the user of the road is exonerated from blame. This argument, however, quite misses the point, and indeed, when properly enunciated, materially strengthens the Department's case. It is not the mere fact that the railway was constructed across a road that causes the accidents. The danger lies in the way in which the crossing is used. This is made quite plain when it is considered that before the advent of motor traffic on the roads accidents at level crossings were very rare indeed, and in almost every case in recent years the road-vehicle involved has been a motor. The method of working the railway has not altered —trains pass over the crossings in the same way as formerly, but the method of use of the crossings by the road-vehicles has altered considerably, and the facts show that the alteration is due to the introduction of motor-vehicles. The argument mentioned above should therefore (when properly stated) be that, as the railways used the crossings before the motors, the motor-users should, provide means for avoiding accidents, and in the absence of such means the railways are exonerated from blame. Such means are in the power of every motor-driver, and consist in nothing more than the exercise of a sufficient degree of care. I mention this aspect in order to correct a wrong impression that is frequently created, by the argument when stated in the form to which I have taken objection. While giving expression to the foregoing views, however, I do not wish it to be understood that the Department is not alive to the desirability of taking measures in proper cases to reduce the risk of accident at level crossings. On the contrary, bells and. other warning appliances have been installed at a large number of crossings, and other crossings are being equipped in the order of their urgency as finances permit and labour and materials become available. There are over three thousand public level crossings in New Zealand, and it is, of course, quite impossible (from a financial point of view) to provide overbridges or subways at every crossing. Level crossings must therefore continue to exist, and the Department has always been and is still willing to co-operate with local bodies in providing overbridges or subways where such provision is justified, and the Department has gone, to very considerable expense in this direction. Indeed, in no case has the Department made any demur to bearing a reasonable proportion of the cost of providing such facilities for the purpose of closing public level crossings, the balance of such cost being furnished by the local bodies concerned (as representing the users of the roads). I desire to emphasize that the entire prevention of accidents at level crossings must rest ultimately on tire exercise of a proper degree of care by those using the crossings. Crossing-keepers, bells, and other appliances may assist in this direction, but the final appeal must be to the carefulness of the road-user-, and in the absence of this factor all tin- safeguards that the Department may provide will be ineffectual to prevent accidents. Unfortunately, it: has been found, both in New Zealand and

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in other countries, that users of the roads (and motorists in particular) do disregard the warnings given them by the bells, &c. Quite recently I have had before me no less than four cases in which such warnings have been disregarded by motorists, and collisions with trains have resulted. In one of these the warning was conveyed by a crossing-keeper, and in the other three cases bells had been installed and wore ringing as the motors were driven on to the crossing. Nor is this want of due care on the part of motorists peculiar to the use of railway level crossings. On the- contrary, it is scarcely possible to read the newspapers from day to day without finding reports of motor accidents in no way connected with the railway. For instance, in the City of Christchurch alone, in December of last year twenty-one collisions occurred between tram-cars and motor and other vehicles. The chairman of the Tramway Board, in commenting on the position, pointed out that many of the collisions were due to reckless driving on the part of the motorists. It is as well that these facts should be borne in mind when the question of allotting the blame arises in respect of an accident at a railway-crossing. Cases such as I have mentioned where warnings are disregarded can be met only by the infliction on offenders of such penalties as will bring home to them the fact that, even if they are willing to jeopardize their own safety, they cannot be permitted to take liberties with that of other persons — namely, tire users of the railway —who, in the circumstances, have no control over the actions of the offenders. Road Competition. The question of road competition has been emphasized in New Zealand as elsewhere by the increased use of motor transport, though any diminution of earnings due to this cause has been mainly in regard to short-distance traffic. The fact that motor-vehicles have practically free use of the highways has been to a great extent responsible for the growth of this form of competition. In the case of railways the cost of construction of the running-track is charged up to a Capital Account, upon which the Department is expected to pay interest at the rate, of 3f per cent., and. the cost of the maintenance of the track, which averages £342 per mile per annum, is debited to working-expenses, -whereas the owners of motor-vehicles are under no initial expense in the matter of a running-track and contribute little or nothing to the upkeep of the highways which their vehicles damage so seriously. This disability is not the only one that the railways suffer in competition with motor-vehicles. For many years the railways have carried at unremunerative rates road-metal for local bodies, and this metal has been used mainly in the construction and upkeep of the roads which are now being so freely used and so badly damaged, by motor-vehicles. The irony of the situation is to bo found in the fact that in respect of the country roads at least their upkeep depends almost entirely on a regular supply of road-metal, a large proportion of which is carried by rail at a direct loss to the Railway Department of some £50,000 per annum. Superannuation Fund. The report and balance-sheet of the Railways Superannuation Fund for the 31st March, 1923, give the following figures : — £ £ Annual liability .. .. .. 163,387 Members'contributions .. .. 128,937 Fines and donations .. .. 577 Interest .. .. .. ..26,175 Deficit (to be paid out of Government subsidy) .. .. .. 7,698 £163,387 £163.387 On the 31st March, 1923, the liability of the fund to contributors in respect of amounts £ paid by them was .. .. .. .. .. .. .. .. 917,154 The total accumulated fund was .. .. .. .. .. .. .. 584,219 Deficit .. .. .. .. .. .. .. £332,935 The total subsidies paid to the various Government Superannuation Funds are as follows : —

The Railways Fund has now been established for twenty years. Its revenue is derived from contributions of members, fines and donations, interest on funds invested, and annual subsidy from the Government. The gross income from all sources from the inception of the fund till the 31st March, 1923, was £2,291,352 ; contributions, fines and donations, £1,500,664 ; interest, £240,688 ; Government subsidy, £550,000. Disbursements : Life allowance, £1,247,342 ; widows and children, £144,568 ; refunds of contributions, £302,656 ; compensation, £4,206 ; administrative charges, £8,361 : balance, representing accumulated fund, £584,219.

XIV

Name of Fund. Years in Existence. 20 15 17 Gross .Subsidy. Date. Amount. , £ To 31st March, 1923 .. 550,000 i To 31st December, 1923 .. 846,500 j To 31st January, 1923 .. 335,583 Last Annual I 'ay ment. £ 75,000 86,000 68,000 Railway Public Service Teachers

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It will be observed that the accumulated fund is only £34,219 in excess of the aggregate amount of tho total State subsidy, £550,000. The liability of the fund to its contributors in respect of contributions received amounts to £917,154, so that the accumulated fund is £332,935 short of the amount of members' contributions. At the 31st March, 1923, the amount of liability in respect of beneficiaries already on the fund was £163,387, while, the annual contributions from, members amounted to £128,937, leaving a deficit of £34,450. This deficit is (as shown above) met by absorbing fines and donations, £577 ; interest on investments, £26,175 ; and £7,698 of the annual Government subsidy. It will therefore be seen that the fund is not in a position to bear any additional liabilities, and every demand having for its object the increasing of the benefits already provided for by Act of Parliament must be subjected to most careful scrutiny, the stability of the fund being of paramount importance to every contributor and beneficiary. Motor Trains. The Department has conducted experiments with two types of motor carriages, but neither proved suitable for the work required of it. Experiments in other countries have been carefully watched, and evidence is now available which indicates that a vehicle which may prove satisfactory for our work has been evolved in Australia. The Department is in communication with the Australian Railway authorities regarding the matter, and it is proposed, if the information received is sufficiently encouraging, to obtain one or more of the mo tor-trucks and try them out on the New Zealand lines. General. Allowing for interest at the policy rate of 3|- per cent, the years operations resulted in a deficit of £284,385. This represents a material improvement on the results for the year ended 31st March, 1922, which showed a deficiency of £1,021,156. The improved position is the direct result of the close adherence to the policy of rigid economy brought into operation in July, 1921, from which satisfactory results have, been obtained, as evidenced by the reduction of £735,230 in the working-costs for the year. Without taking interest charges into consideration the working expenditure for the year on the Whangarei Section exceeded the total revenue by £18,622, on the Nelson Section by £6,952, and the Lake Wakatipu service by £4,749 ; while the net returns from the Kaihu, Gisborne, South Island main line and branches, Westland and Pioton Sections fell short of the amounts required to pay interest charges on the capital invested. Allowing for interest at the policy rate of 3f per cent, the loss on the Whangarei Section was £52,311; Kaihu, £3,496 ; Gisborne, £21,696 ; South Island main lines, £350,495 ; Westland, £67.936 ; Nelson, £23,633 ; Picton, £24,109 ; Lake Wakatipu steamers, £6,410. The North Island main line and branches and the Westport Section yielded a profit of £270,515 over the policy rate : the difference between this sum and the losses on the other Sections, together with interest on stores and materials on hand, represents the total deficit of £284,385 for the year.

The following is a statement showing the results of operating a number of the branch lines in the North and South Islands respectively : —

Brancli. Revenue. Loss on Working. Loss Including Interest. i Waiuku Waitara Toko Foxton Greytown .. Cheviot Oxford-Eyreton Little River Whitecliffs .. Methven Mount Somers Waimate .. Kurow Ngapara Waihemo .. Otago Central Lawrence .. Tapanui Waikaka Switzers Glenham. .. Seaward Bush Forest Hill.. Mararoa £ 119 5 1,480 6,223 1,463 £ 743 2,398 4,399 2^200 4,442 18,890 3,267 1,442 4,611 11,399 2,135 1,431 5.805 4,936 1,082 2,135 4,531 2,234 610 £ 6,931 3,334 31,051 1,168 2,577 13,086 10,123 22,985 4,203 1,322 3,756 6,509 16,456 8,388 2,679 47,584 17,219 9,590 3,643 4,137 7,612 5.479 3.105 1,635 Totals .. £9,296 £78,690 £234,572

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It will be seen that nineteen of the lines failed to produce by £78,690, the amount required to meet actual working-expenses, while on the whole group of twenty-four branch lines enumerated the loss, including interest, amounted to £234,572, or 82-3 per cent, of the total deficiency on operating the whole of the railway system. The total length of the branch lines enumerated above is 651 miles, and the figures show, therefore, that at least 21-43 per cent, of tho total mileage, of the railway system is being worked at a loss. I desire to point out also that the above list is not exhaustive, and no inference is to bo drawn therefrom that all lines not, enumerated therein are necessarily returning a profit on working. The lines mentioned are simply those in respect of which the particulars necessary to furnish the forgoing information are on record. These figures, which give the result of close investigation into the operations of each line referred to, should go far to disillusion those who have been strongly contending that increased expenditure should be incurred in providing additional train services on the, branches, on the ground that the particular branch lines under discussion were among the best-paying lines m the Dominion. The nineteen unprofitable branch lines i;i the South Island arc responsible for a deficit of £189,511, and have, been an incubus on the South Island main-line system. These figures demonstrate the fact that a more drastic cut in the train services would have been justified ; at the. same time they indicate that a considerable margin in the services has been allowed to provide for the- public convenience as distinguished from what would have been sufficient to meet the reasonable business requirements of the traffic. In last year's report I gave a resume of the financial results obtained in the operations of the railways from 1896. I need not recapitulate what was then stated, but in order to remove the misapprehension which appears to still exist on the subject, I would point out that after payment of working-expenses the railways were required to provide out of earnings sums aggregating £25,703,908 to meet the interest charges on the capital invested, calculated at the policy rate fixed by the Government, and covering the period 1897 to the 31st March, 1923. The net amount of revenue actually remaining after all working-expenses had been paid is £27,087,491, a surplus of £1,383,583, which was paid into the Consolidated Fund, in excess of the policy requirement. In addition to this the sum of £2,000,000 was given back to the users of the railways in the shape of concessions in fares and. freights in conformity with the policy laid down for the Department. Reviewing the position for the nine years since the outbreak of the war to the 31st March, 1923, the interest charges at the policy rate of 3-f per cent, total £12,276,567. The net earnings during the same period were £12,571,792, being £295,225 in excess of the amount required to pay interest at the policy rate after meeting all working-expenses. The year's operations have been materially affected by the fact that many services were performed at less than actual cost. As illustrative of this it may be mentioned that 66,285 tons of lime for manuring farm lands were carried for a freight of £5,087 for an average distance of sixty-eight miles, representing 4,506,543 ton-miles at an average freight of Is. 7d. per ton for the distance carried or o'26d. per ton per mile ; 187,678 tons of road-metal for local bodies were carried, an average distance of thirty-nine miles, representing 7,261,868 ton-miles, for an average freight of 2s. 9d. per ton for the average distance carried or 0-8.1(1. per ton-mile. During the year 89,119 tons of butter were carried an average distance of 49 miles at a charge of slightly less than £d. per pound, and 62,058 tons of cheese were carried for the same average distance at Jd. per pound. When the prices now being obtained for these commodities is considered the figures quoted above should finally dispose of any suggestion that the rates on dairy-produce are unduly high. In many other cases the exceptionally low rates granted to assist in establishing industries —which are now in a flourishing condition —still remain in force although the need for- assistance per medium of low railway rates is no longer apparent. The loss to the Department on the actual cost of hauling road-metal—used mainly for the upkeep of roads to enable motor-lorries to compete with the railways—exceeds £50,000 per annum. The loss on other unremuncrative services approximates £130,000. During the year the rates on benzine and gasoline were materially reduced, and a reduction of 25 per cent, was made on prime cattle to meat-works for killing, and on frozen beef for export. A reduction of 2L6 per cent, was also made on frozen mutton, lamb, and pork for export. Tho following table, taken from official records, indicates the results of working in South Africa, and the Australian States respectively, covering the period 1914 to 1922, and in New Zealand 1914-23:—- -£ New South Wales .. .. .. .. .. Deficit 1,499,831 Victoria „ 3,090,329 South Australia .. .. -- -• •• „ 1,487,960 Western Australia .. .. .. -. .. „ 1,885,228 Queensland '.. .. .. „ 8,382,780 South Africa .. .. Total deficit .. .. ..4,189,374 Railway deficit for year ending 1922 1,392,731 New Zealand .. .. .. .. .. ■■ Surplus 295,225 In submitting the foregoing statement I do not desire to make any comparison as between the operations in New Zealand and elsewhere. Each Railway administration has to deal with conditions

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and circumstances peculiar to its system ; consequently no comparison could be made as between the railways of one' country and those of another without a full practical knowledge of the local circumstances and conditions and the extent to which the administration is controlled by a general policy. The purpose of the table is merely to indicate in a general way that the operations of all have been more or less affected in common by the war and post-war conditions which have prevailed from 1914 to date, and that, when the results in the various countries are considered together, it cannot but be concluded that those achieved in New Zealand aro certainly not less satisfactory than those obtained elsewhere. The railways are the centre of many —and often conflicting- interests. No problem of economic life is at the present time of more vital concern to the community than that involved in the question of transportation. It is a recognized principle in all businesses that definite knowledge of the influences likely to operate in favour of, or against, the enterprise, is essential. Without such a knowledge successful achievement is unlikely. The administration of any large concern such as the Railway Department may be very seriously handicapped by the misdirected efforts of well-intentioned but uninformed persons, and by endeavours to make personal or local interests in which such people are concerned of paramount importance. Unfortunately, the public, seem prone to give quite undue weight to the statements of such persons, and to look with suspicion upon those made by the persons charged with the administration of the railways. The management of the Railway Department in New Zealand is, as I have frequently pointed out, in the position of a trustee for the general public, and must make the public interest paramount in the consideration of all requests involving concessions or increased expenditure. Demands for reductions in rates and increased train services and facilities are strongly pressed by various sections of the public ; the one involves reduction of the revenue— the other an increase in expenditure. One section of the public demands a speeding-up of trains ; another section opposes this and demands an increase in the stopping-places of the expresses- -this is but one example of the sharp conflict between the general and the purely local interests, and when the matter is considered in this light—as, indeed, the Department must consider it —there is no room for doubt as to the proper decision to be made thereon. It is not an uncommon assertion that the railways should bo worked on business lines. What is meant by this is not always obvious. Sometimes the suggestion appears to be no more than that the railways should be worked economically, while at other times it seems to be more in the direction of what may be called the literal meaning of the words. If the first is meant I claim that, notwithstanding the strong opposition that is always manifested to every attempt to curtail train services in the interests of economy, the results of the year's operations furnish the most convincing evidence of economical working. If the latter is meant, then I say that an institution such as the railways in New Zealand cannot be so worked. Businesses as such are conducted for profit, and for that alone, and profit cannot be the sole determining factor in the settlement of the railway policy. There are public necessities which must be met, but when this has been done and. services arc asked for additional to those required as a matter of absolute necessity, then the policy of tho Department must be to require a reasonable financial return for such services. Every service has to be paid for, and if the revenue received from the persons to whom it is rendered is insufficient to meet the expense of providing it the loss has to be met by the general taxpayer. Common justice as well as the dictates of sound business principles requires that services should be kept strictly within the limits of actual necessity, and. if by working the railways on business lines is meant that as far as possible and subject to the necessities of the case the users of the, railways should pay for the services rendered them at a rate sufficient to meet the expenditure, and that applicants for additional services should bo required to justify their requests on financial grounds or on grounds of absolute necessity, then I bog to record my agreement with the principle. Without doubt, the Department could, under a policy having for its only object tho obtaining of the best financial results, earn profits which would give a much higher rate of interest on the capital outlay than is at present obtained. This would, however, entail the abandonment of the longsettled policy that the railways should be used as a means to promote settlement, increase the productiveness of the country, and foster local industry. Hitherto the benefits accruing to the Dominion from this latter policy have been considered to far outweigh any financial advantages that might be obtained by a departure therefrom. Since the foregoing note regarding level crossings was written I have had an opportunity of perusing a report recently made to the New Zealand Automobile Union and to the Wellington Automobile Club by Mr. C. M. Banks, president of both the union and the club. This report has been published in the newspapers, and, as it constitutes a very thoughtful and valuable contribution from a motorist's point of view to the discussions regarding accidents, I attach a copy thereof as an appendix to my report. It will be seen that Mr. Banks arrives at the same final conclusion as that to which I have given expression herein. I have, &c, R. W. McVilly, The Hon. the Minister of Railways. General Manager.

iii—D. 2.

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EXPENDITURE HOW IT WAS SPENT.

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APPENDIX.

RAILWAY-CROSSINGS. Report to the New Zealand Automobile Union and to the Wellington Automobile Club by the President, Mr. C. M. Banks. From time to time the danger of level crossings has been brought up at meetings of the union and of the Wellington Automobile Club, and quite recently the matter was again discussed in consequence of the increasing number of accidents, many of which have been fatal. I have therefore given special attention to the subject, to ascertain, if possible, whether anything could be done to overcome this real danger not only to road-vehicles, but to passengers in our trains. This last point is not, perhaps, fully realized, but before long, as a result of the increasing heavy motor traffic, it may be brought home to us by an awful disaster. To illustrate this danger I would refer to the recent accident at the Porirua crossing, where the Auckland express train was struck by a motor-lorry, and although it contained only a light load it damaged tho engine to such an extent that it could not proceed ; and I ask you to imagine what might have happened had the lorry been heavily laden with timber. It seems probable that it would not only have wrecked the engine, but also have derailed some of the carriages. While drawing attention to this aspect of the matter, which seems to have been overlooked, I am confining my report to the danger to motorists. You probably noticed .in the Press recently a report of an address read before the Wellington Philosophical Society on the same subject by Mr. Wyles, Assistant Signal and Electrical Engineer of the Railway Department, and this, if read in conjunction with my report, will give a fairly good indication of the difficulties to be faced. In tho first place, all blame and responsibility seem by common consent to be thrown on the Railway Department, but I think this is unreasonable and unjustified. On the one hand the public is agitating for reduced fares and freights, is dissatisfied with the small profits earned, and on the other hand considers that the Railway Department should bear very heavy additional capital outlay and maintenance charges to provide safeguards, and it is doubtful whether any one who realizes the cost would seriously consider many of the recommendations which are from time to time made. I have come to the conclusion that the only satisfactory remedy is the construction of bridges or subways, but unfortunately the cost is prohibitive. I understand that there are over three thousand railway-crossings in the Dominion, and assuming that the average cost in New Zealand for the erection of bridges would not be higher than in one of the States of America, the total cost would exceed £3,000,000, or one-tenth of the total capital cost of the railways. The only other method of attempting to prevent accidents is the adoption of some form of audible or visible signal, or the use of gates. There is, first, the ordinary notice-board or cross, which we are all familiar with ; secondly, a bell, which costs about £220 to install (total, £660,000) and about £50 a year for maintenance (total, £150,000) exclusive of depreciation ; thirdly, the wig-wag, which costs a little more than the bell both to instajl and maintain ; fourthly, crossing-keepers or flagmen, who, for eight hours, would cost about £220 per annum (total, £660,000), or, for a double shift, which would be necessary at most crossings, £1,320,000 per annum; fifthly, gates with attendants, which would cost about £470 each per annum (total, £1,410,000). Of course, all crossings might not require to bo dealt with, but the majority would, and in view of these figures it seems hardly likely that any one would consider the expenditure justified, especially if the fact is borne in mind that none of these warning-devices entirely prevent accidents, as many occur at crossings protected by flagmen, bells, and gates, and cars have actually been driven into the sides of trains. Only a few months ago a motor-lorry was driven into the side of a goods-train which was standing at aTe Awamutu crossing and derailed some of the trucks. More recently a motor ran into the side of the Wellington-Auckland express train, damaged platforms, and tore footboards off carriages. Furthermore, it is my personal opinion that the installation of bells at the principal crossings only might increase the danger to motorists, who might meet with an accident should the bell fail to operate, and. through not taking other precautions. After due consideration 1 am forced to the conclusion that we should concentrate our efforts to get all obstructions, such as hills, trees, hedges, fences, and even buildings, which prevent a clear view of the line removed where possible ; and in support of my opinion 1 would mention that it is now recognized in France, Belgium, and some other countries that no warning-device is worth the heavy expense. Crossing-keepers are being dispensed with, and the onus of avoiding accidents is thrown on the users of the highways. This is the legal position and custom here, and I fear must continue for years, although the erection of bridges at some busy crossings may be desirable and justified. In the interests of public safety, it seems to me that a heavy penalty will have to be imposed upon persons who fail to take due precautions before crossing a railway, and instead of agitating for devices involving a heavy expenditure both in capital and maintenance charges, 1 would recommend that the Railway Department be advised to prosecute all persons who do not take reasonable care ; and in my opinion, a few substantial tines, or the license to drive suspended or cancelled, would confine accidents at railway-crossings almost entirely to those who had decided to adopt this means to commit suicide. C. M. Banks, President, New Zealand Automobile Union. Wellington Automobile Club. Wellington, 18th July, 1923.

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XX

TRAFFIC. Mr. H. Buxton, Chief Traffic Manager, reports that the following are the leading features of the traffic in the various districts in comparison with the previous year: — Whangarei Section. Revenue, £73,963 ; increase, £3,763. Passengers increased 3,585 ; season tickets decreased 238. Live-stock increased 13,850. Timber decreased 12,313 tons, and other goods increased 24,151 tons. Kaihu Section. Revenue, £8,866; decrease, £1,042. Passengers increased 34. Timber decreased 2,657 tons, and other goods 1,509 tons. Gisborne Section. Revenue, £38,301 ; decrease, £5,960. Passengers decreased 8,334, and season tickets 31. Livestock decreased 9,456 (sheep). Timber decreased 3,961 tons, and all other goods increased 286 tons. North Island Main Line and Branches. Revenue, £3,888,547 ; decrease, £8,483. The principal items of traffic were : Passengers, 8,553,046 ; increase, 88,589. Season tickets, 337,116 ; increase, 19,988. Parcels, &c, revenue, £228,470 ; increase, £30,272. Live-stock, 3,403,943 ; decrease, 392,780. Goods tonnage, 2,405,523; increase, 59,208. Timber'decreased 12,161 tons, and general goods increased 71,369 tons. The revenue per mile of railway decreased from £3,439 Us. 4d. to £3,411 os. 2d., but increased per train-mile from 15s. 3Jd. to 16s. lid. The variations of traffic in the individual districts were approximately as follows : — Auckland. —Revenue, £1,626,117 ; increase, £64,336. Passengers increased 176,680, and. season tickets 14,826. Parcels, luggage, &c, increased £10,293. Cattle and calves increased 12,416, and sheep and pigs 62,641. Timber decreased 9,314 tons, but other goods increased 65,591 tons. Ohakune.-— Revenue, £487,130 ; decrease, £7,530. Passengers decreased 9,735, and season tickets 172. Parcels, luggage, &c, increased £5,439. Cattle and calves decreased 1,676, and sheep and pigs 142,318. Timber decreased 1,116 tons. Other goods increased 4,873 tuns. Wanganui. —Revenue, £637,851. ; decrease, £41,718. Passengers decreased 81,622, and season tickets increased 7. Parcels, luggage, &c., increased £5,4-43. Cattle and calves increased 5,683, but sheep and pigs decreased 170,389. Timber decreased 2,447 tons, and all other goods 2,788 tons. Wellington. —Revenue, £1, Hi 1,020; decrease, £23,571. Passengers increased 7,266, and season tickets 5,327. Parcels, luggage, &c, increased £9,097. Cattle and calves decreased 12,948, and sheep and pigs 156,189. Timber increased 716 tons, and all other goods 3,693 tons. Picton Section. Revenue. £40,366 : decrease, £2,985. Passengers decreased 19,652, and season tickets increased 43. Live-stock increased 12,495. Goods increased 1,491 tons. Nelson Section. Revenue, £23,824 ; decrease, £4,371. Passengers decreased 13,170. Live-stock increased 13,789. Goods decreased 4,637 tons. Westport Section. Revenue, £125,243 ; increase, £9,790. Passengers decreased 779, and season tickets increased 437. Timber increased 2,460 tons, and other goods 88,994 tons. Westland Section. Revenue, £184,756 ; decrease, £4,394. Passengers decreased 1,833, and season tickets 300. Parcels, &c, revenue decreased £809. Live-stock increased 16,439. Timber- decreased 3,965 tons, and all other goods 15,560 tons. South Island Main Line ami Branches. Revenue, £2,334,586 ; increase, £96,563. The principal items of traffic were: Passengers, 4,751,507; decrease, 58,432. Season tickets, 128,190 ; decrease, (1,580. Parcels, &c, revenue, £143,805 ; increase, £22,400. Live-stock, 3,821,576 ; increase, 92,347. Timber, 155/124 tons; decrease, 11,080 tons. All other goods, 2,292,420 tons; inoreaes, 181,473. The revenue per mile <>f railway increased from £1,569 13s. I Id. to £1,633 14s. 5d., and per trainmile from Ms. !l.!d. to His. OJrd. The variations of traffic in the individual districts were approximately as under: Christchurch. Revenue, £1,006,411 ; increase, £25,560. Passengers decreased 10,979, and season tickets 4,901. Parcels, luggage, &c, revenue increased £8,226. Cattle and calves decreased 619, but sheep and pigs increased 4-7,274. Timber decreased 12,537 tons; other goods increased 59,824 tons. Dnndin. -Revenue, £800,577; increase, £26,506. Passengers decreased 27,942, and season tickets 2,252. Parcels, luggage, and mails revenue increased £8,660. Cattle and calves decreased 886, but sheep and pigs increased 78,823. Timber decreased 720 tons ; other goods increased 33,678 tons.

D.—2

Invercargill. —Revenue, £527,598; increase, £44,497. Passengers decreased 19,511, but season tickets increased 573. Parcels, luggage, &<-.., revenue increased £5,514. Cattle and calves increased 2,761, but sheep and pigs decreased 34,906. Timber increased 2,174 tons, and other goods 97,951 tons. Lake Wakatipu Steamers. Revenue, £9,350; increase, £1,331. Passengers increased 4,161. Live-stock decreased 319. Goods increased 1,314 tons.

Average Late Arrival of Trains, Year ended 31st March, 1923.

MAINTENANCE. Mr. F. W. Mac Lean, M.lnst.C.E., Chief Engineer, reports as follows : — The track, structures, buildings, and appliances have been maintained in efficient order and repair. The continued necessity for the utmost economy has prevented any material progress in overtaking arrears of work which could not be undertaken during the period of the war and succeeding years. To deal with these arrears, to keep pace with the requirements of heavier locomotives and rolling-stock generally, and to provide for the convenience of the public and for economical working of the traffic a largely increased expenditure must be faced, specially with regard to relaying and bridge-work. • Permanent-way. —A slightly increased quantity of relaying compared with that of the previous year has been carried, out. That more was not done was due partly to late arrival of materials, as well as the necessity for keeping down expenditure already referred to. The relaying during the year has been as follows :— Miles. Main line and branches, 56 lb. steel relaid with new 100 lb. material .. J Main line and branches, 52 lb., 53 lb., 55 lb., 56 lb., 65 lb., and 70 lb. rails relaid with 70 lb. material .. .. .. .. .. .. 26^ Branch lines, 401b., 451b., 521b., 531b., relaid with 551b. material .. 17J Branch lines relaid. with second-hand 53 lb. and 56 lb. material removed from main line .. .. .. .. .. .. .. 4J Total relaid for the year .. .. .. .. 48^ Sleepers. —The number of new sleepers placed in the track during the year was 172,746. Ballasting. —l6l,ss3 cubic yards of ballast were placed in track. Slips, Floods, &c. —Slips and floods during the year have not been very serious and have not caused much delay to the traffic. In the Auckland District a deviation has been made to avoid a troublesome slip between Wayby and Wellsford. In the Ohakune district slips and subsidences, some of them fairly extensive, occurred in May, July, August, and November, 1922, and January, 1923. In the Taranaki District the sea-wall at New Plymouth was damaged by heavy seas in April, 1922. 5,400 cubic yards of stone were used in repairing the damage. In the Canterbury District the severe earthquakes in December, 1922, caused considerable damage to the railway in the Cheviot district. In the Dunedin District 624 wagon-loads of rock have been deposited at the foreshore at Oamaru. The work done is proving satisfactory, and has withstood some heavy seas. Slips have occurred on the Otago Central in the neighbourhood of Deep Stream and between Clyde and Cromwell In the Invercargill District protective works have had to be carried out in the Orepuki and Kingston Branches. In the Westland District rock protective works totalling 1,884 cubic yards of rock have been carried out in various localities. Bridges. —These have been maintained in good condition. A considerable amount of work in repairs, renewals, and strengthening has been carried out. Water-services. —These have been maintained in good order. Considerable repairs and improvements have been effected.

XXI

Year ended Period ended g j IH „H= j Cfl H CJ • cudp -• ■ os a gjja %2r%s<&o§, a | j g a a ■* - s Period ended j? g> p. i i r\ < S O I » d a 9 3 «D fl I h Fh i h w O CD — <L> * S3 Express and Mail Trains. March 31, 1923 March 31, 1922 .. I 4-01 j 3-62 I 2-91 I 1-62 I 2-SO I 2-48 I 1-94 I 2-31 j 1-45 I 3-82 I 2-31 I 2-01 J 3-46 I 2-57 .. j 4-54 I 2-83 | 311 | 2-10 | 2-74 I 2-11 | 1-89 j 2-45 I 2-06 | 7-73 | 3-58 I 2-80 | 2-89 I 3-14 March 31, 1923 March 31, 1922 Long-distance Mixed Trains. .. I 6-96 | 4-92 j 2-65 I 2-77 I 2-00 I 2-67 2-49 I 3-22 I 3-20 I 4-21 I 4-00 | 4-21 i 4-33 I 3-66 .. | 8-62 i 7-49 j 5-01 [ 4-54 | 3-43 | 349 , 3-48 | 3-74 | 3-52 | 4-77 | 5-90 | 5-35 | 5-66 | 5-00 Suburban Trains. March 31, 1923 March 31, 1922 .. 0-82 0.73 0-70 0-62 0-42 0-37 j 0-60 0-58 0-46 0-62 0-60 | 0-59 0-78 0-61 .. 1-09 1-31 1-18 1-08 0-71 0-56 0-57 0-67 0-54 0-82 0-67 0-64 0-67 0-80 I I

D;— 2

Wharves. —The wharves belonging to the Department have been maintained in good order. The wharf at Rangiriri has been renewed. Buildings. —These have been maintained in good order. Extensive repairs, renewals, and additions have been carried out. The Marton refreshment-room depot, which was destroyed by fire, has been reinstated. The rebuilding and lengthening of the engine-shed at Clinton, destroyed by fire in the previous year, has been completed. A dwellinghouse at Albury destroyed by fire has been rebuilt. Station-yards. —Increased siding and general accommodation have been carried out at a considerable number of stations. Railways Improvements. —The Auckland-Mercer grade easements and station rearrangements in connection therewith have been completed. The total expenditure under the Railways Improvement Authorization Account during the year was £26,357. Additions to Open Lines. —The expenditure under this heading during the year was £116,926, the principal works being station rearrangements at Topuni, Matamata, Whangarei (in hand), Rollcston, Aylesbury, Kirwee, Darfield, Racecourse Hill, Sheffield, Annat, Springfield, Kowai Bush, Arthur's Pass, Clyde, Longwood, Otira, Jackson, Inchbonnie, Rotomanu, Moana, Kaimata ; siding alterations at Okoroire (in hand), Raetihi, Taringamotu, Okoia, Waitotara, Lambton, Thorndon, Carterton, Waltham Yard, Ealing, Staircase, Avoca, Craigieburn, Cass, Cora Lynn, Mount Somers, Oamaru, Burnside, Middlemarch, Riverton ; stockyards provided at Rakautao, Okoroire (in hand), Okoia, Bushey, Gorge Road, and Kokiri ; loading-banks erected at Mamaranui, Hayward's, AWatoto, Avoca, Aitchison's, Kurow, and Riverton; overhead bridge at Taumangi; new station building at Waharoa; 20-ton weighbridge installed at Taihape ; latrines and urinals erected at Te Hauke ; veranda to station at Plimmerton erected; goods-shed at Titri and Sutton erected; 70 ft. engine-pit at Invercargill provided ; veranda erected on wharf, Queenstown. Miscellaneous. —Additions and. improvements amounting to £3,024, and charged to workingexpenses, were carried out. The works include porches provided to two cottages at Maungaturoto ; additional accommodation for parcels at Frankton Junction'; shelter for coalmen at Taihape erected ; sheep-drafting race provided at Te Kuiti; engine turntables extended sft. at New Plymouth, Hawera, and Otaki; improvements to stock-yards, Cromwell; stock-loading facilities at North Taieri ; dwelling shifted from Switzers and erected at Kingston ; oil-store erected at Queenstown. Expenditure. —The expenditure for the year was as follows : — £ Maintenance (charged to working-expenses) .. .. .. 1,040,013 New works (charged, to capital) .. ... .. .. .. 143,283 Other Government Departments, public bodies and private parties . . 4-1,640 Total expenditure .. .. .. .. £1,224,936 The Maintenance expenditure charged to working-expenses amounted to £342 per mile, compared with £367 per mile in 1921-22, £350 per mile in 1920-21, £280 per mile in 1919-20, £252 per mile in 1918-19, £240 per mile in 1917-18, £243 per mile in 1916 17, £251 per mile in 1915-16, and £254 per mile in 1914-15. Mileage. —The mileage open for traffic on the 31st March, 1923, was 3,036 miles 59 chains. During the year 7 miles 70 chains additional lines wen; opened for traffic, and 1 mile 10 chains taken up. Land and Leases. —Number of leases registered during the year, 448 ; aggregate, rental of same, £4,655 2s. Bd. Total number of leases current on 31st March, 1923, 6,004 ; aggregate rental of same, £46,482 12s. 6d. Private-siding agreements registered during year, 84 ; aggregate rental of same, £3,168. Total number of agreements current on 31st March, 1.923, 470 ; aggregate rental of same, £16,585. Miscellaneous agreements entered into, 6. Total number of proclamations issued, taking or giving up land, 27. Total amount of compensation paid during year for land taken, £17,363. Staff. —Maintenance Branch —Working staff, 3,514 ; office staff, 139 : total, 3,653. Signal and Electrical. Mr. H. J. Wynne, A.M.1.C.E., Signal Engineer, reports as follows : — Fixed Signals at Officered Stations. —Home signals have been provided at Opua and Onehunga Wharf. The total number of officered stations (including tablet stations) is 477, of which 304 are equipped with fixed signals, 101 arc interlocked, and 73 unequipped. Twenty signal-repeaters have; been installed during the year, making a total of 386 now in use. Interlocking of Points and Signals. —Koputaroa Station, has been equipped with interlocking and point motors electrically operated at low voltage and mechanically operated signals, the apparatus being worked from the station office. The Kauri Timber Company's tramway crossing near Thames South has been electrically interlocked with the tablet system, and is controlled from Thames South. Alterations have been made to signalling and interlocking at Westfield, Aramoho, and Christchurch. Interlocking with tablet system has been installed at the following: Service siding at 4 m. 21 oh. near Whangarei ; Crichton and Company's private siding near Pokako ; Waipuku Station ; Whakaronga Station ; The Gorge Station ; Limestone Siding ; Maharahara Station ; Tahoraiti Station ; Tamaki Siding ; Piripiri Station ; Whenuahou Station ; Pukehou Station ; top Opapa grade siding ; Poukawa Station ; Poukawa crossing loop siding ; Longlands Station ; Awatoto ballast-pit siding ; Ngawapurua Station ; Konini Station ; Newman Station ; Kopuaranga Station ; Solway Station ; Clareville Station ; Dalefiold Station ; Matarawa Station ; Fernside Station ; Featherston ballast-pit

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siding; Otago Harbour Board's private siding; Black Jack's Point, near Dunedin. Special switchlocks have been installed at Opua, Onehuuga Wharf, and Ashburton. The electric pneumatic system at Dunedin has worked satisfactorily during the year. The north signal-cabin at Upper Hutt has been enlarged to accommodate the tablet instruments. The automatic power signalling on the single line between Lower Hutt and Upper Hutt has been completed and brought into operation. It is now working satisfactorily in conjunction with the automatic signalling on the double line between Larnbton and Lower Hutt. The installation of automatic power signalling on the Midland Railway between Rolleston and Stillwater is now in hand, and. satisfactory progress has been made. The installation of electrical and mechanical detection on a number of stations on the Thames and Rotorua Branch has been completed. Total stations now interlocked, 101 ; tramway crossings, 7 ; siding and flag stations interlocked with tablet, 213 ; stations where Wood's locks are installed, 302. Block Working and Electric Tablet. —The installation of tablet system between Arthur's Pass and Otira has been put in hand. The total mileage equipped is 1,645 miles out of a total of 3,006 miles of single line open for traffic. This is a reduction of 12 miles, due to the installation of automatic singleline signalling between Lower Hutt and Upper Hutt. The tablet instruments at Upper Hutt were shifted from the station to the north signal-cabin. The number of tablet instruments now in use is 882, at 369 stations. The total number of automatic tablet-exchangers in use is 340. Lock, and Block.-- The electric lock-and-block system has worked satisfactorily during the year. The total mileage now equipped is 35 miles of double line. The number of lock-and-block instruments now in use is 68, at 30 stations. Telegraph and Telephone Facilities. —Forty-four miles of poles -and 344 miles of wire have been erected during the year. Twenty-six new connections to railway telephone circuits have been provided. Six new connections and six extensions with public exchanges have been made. Thirteen electric bells and pushes have been installed. The new Morse wire from Christchurch to Dunedin has been completed, and is now in good working-order. The Waipara-Parnassus telephone-line has been completed on railway poles throughout and converted to metallic circuit. The Hornby - Little River telephone-line has been converted to metallic; circuit. The aerial cabling of all railway wires from Dunedin Station to Anderson's Bay crossing is completed. Totals now in use : Morse sets, 285 ; telephones, 1,737 ; electric bells, 333 ; miles of wire, 7,630 ; miles of polos, 2,679. Electric Light and Power. —Electric-light installations have been made as follows : Morrinsville, station-yard, goods-shed, engine-shed, and signals ; Mamaku, railway sawmill; Te Awamutu, station building and yard ; Wallaceville, station building; Heretaunga, station building; Silverstream, station building ; Haywards, station building ; Pitcaithly's, station building ; Meltings, station building ; Belmont, station building ; Wellington, new offices for Advertising Branch and refreshmentroom services ; Kaiwarra, lighting of streets in Railway Settlement ; Fairlie, station building and yard ; Belfast, station-yard ; Arthur's Pass, refreshment-rooms ; Frankton (Lake Wakatipu), wharf and goods-shed. Additions and alterations have been made as follows : Auckland, two additional yard-lights ; Newmarket, nine additional lights in Railway Workshops ; Raetihi, two lights added ; Taihape, one light in yard and two on roads ; Ngaio, one light added in yard ; Christchurch, apditional lights in refreshment-rooms ; Lyttelton, additional lights in yard and stables ; Wingatui, three lights added ; Invercargill, additional lights in locomotive depot; Winton, light erected at stockyards. The installation of the electrical equipment in the house factory and sawmill at Frankton Junction is now complete and ready for working. The following work has been done in connection with the electrification of machinery in locomotive workshops : Newmarket, one 27 h.p. motor installed for pump ; Petone, one \ h.p. motor for sewing-machine ; Addington, one 10 h.p. motor for pump. Level Crossing Automatic Alarm-bells.- Additional material has now been received for installing auto-flag visual warning-signals (Wig-Wag), and the work at a number of crossings is in hand. The present number of crossings fitted with warning-bells is 58. Expenditure. —Particulars of expenditure for the Signal Branch for the year ended 31st March, 1923, are as follows : — New works — £ s. d. Signalling and interlocking .. .. .. .. 21,744 610 Electric tablet working .. .. .. .. .. 93 12 2 Telegraph and telephone facilities .. .. .. .. 6,430 17 6 Electric light .. .. .. .. .. 2,121 1 ] Electric motors, &c. .. .. .. .. 5,993 0 5 Level-crossing alarms .. .. .. .. . . 261 16 0 Automatic signalling .. .. .. .. .. 86,251 0 4 £122,895 14 4 Maintenance — £ s. d. Signalling and interlocking .. .. .. .. 28, 728 15 2 Signals at level crossings .. .. .. .. .. 1,884 16 3 Telegraph and telephones.. .. .. .. .. 9, 896 1 7 Lines, &c, maintained by Post and Telegraph Department . . 1 ,596 19 3 Electric block and tablet working .. .. .. .. 13,889 13 11 Electric light .. .. .. ■• •• -- 7,280 1.4 4 Electric power .. .. .. -- .. 4,920 5 6 Electric motors, cranes, fire-alarms, &c. .. .. .. 2,286 12 5 £70,483 18 5

XXIII

D.—2

LOCOMOTIVE. Mr. E. E. Gillon, Chief Mechanical Engineer, reports as follows : — The plant, locomotives, tenders, carriages, brake-vans, wagons, machinery, and tools havo been maintained in good working-order during the year. Locomotives. —On the Ist April, 1922, there were 637 engines in service, and on the 31st March, 1923, there were 663 engines. Twenty-three old engines were condemned and written off stock. One tank engine was sold and written off stock. Twenty-six new engines were added to stock, six of which were built in tho Government railway workshops, five being Pacific-type simple superheated tender engines, Class Ab, and one heavy tank engine, 4-6-4 type, Class Wab : four Pacific-type simple superheated tender engines, Class Ab, were built by Messrs A. and G. Price (Limited), of Thames : the balance, sixteen, was portion of the contract with the North British Locomotive Company (Limited), of Clasgow. In the Government railway workshops to date 200 engines have been built, and twenty-four old locomotives have been rebuilt. During the, year 705 locomotives passed through the workshops, the details of work done being as follows : —

Included in the above are two engines repaired for the Public Works Department and two engines repaired for private lines. At the close of the year there were on order in the railway workshops twenty-one engines, consisting of twelve simple superheated tender engines, Pacific type, Class Ab, and nine heavy tank engines, 4-6-4 type —four Class Wab and five Class Ws. There were also on order from Messrs. A. and G. Price (Limited), Thames, sixteen Pacific-type engines, Class Ab, and from the North British Locomotive Company (Limited), Glasgow, five Pacific-type engines, Class Ab : the latter order was increased by three. Altogether there were on order on the. 31st March, 1.923, forty-two engines. The, tractive power of locomotives was increased by 342,233 lb., equal to 3-66 per cent.

Boilers. —The work on renewals and repairs has been kept well up to date. The following statement shows details of boiler-work done :—

Included in the above are three boilers repaired for the Public Works Department and five for a private line. Forty-three new boilers were in hand at the close of the year, consisting of eleven Class Ab, one Class B, eleven Class F, four Class Fa, six Class U, one Class W, one Class Wa, four Class Wab, and four Class Ws. Carriages. —The stock on the Ist April, 1922, was 1,4-96, and on the 31st March, 1923, the number was 1,498. Ten new cars were built, six being additional stock, and four to replace stock condemned and written off. One car was sold and seven cars written off stock.

XXIV

Number and Type. Particulars. • Fourcylinder Balanced- Tender Tank Tell Single compound Engines. Engines. Engines. Fairlies. Tender Engines. Total. lumber passed through shops luilt new Irected new te-erected 'horoughly overhauled leavy repairs light repairs 'ainted 'aint touched up 61 24 7 30 21 18 300 5 16 1 62 51 165 53 179 327 I 83 57 186 67 110 7 4 10 2 1 7 2 8 705 6 16 1 175 116 391 148 315 3 5 !

N aSed r Built Heav - y Ught Now Description. .* , Re- Re- Tubes through new. , 0 . , Shops. pairs ' palrs - (Sets) ' Boilers .. 393 17 159 217 106 J I Superheater Tubes (Sets). Tubes pieced and Secondhand (Sots). New Now Firebox Firebox. Tubeplate. 16 15 New Smokebox Tubeplate. Number of Boilers patched i 141 24 31 I 13

D.—2

XXV

The following table shows details of car-work done during the year : —

Included in the above are eight cars repaired for a private line. One hundred and thirty cars were under construction at (he close of the year in the railway workshops. Brake-vans. —The number of brake-vans on the line on the Ist April, 1922, was 450, and the number on the L3st March, 1923, was 461. Twelve bogie brake-vans were built, eleven being additional stock, and one to replace a four-wheel van destroyed by fire.

The following table shows the work done on brake-vans during the year : —

Included in the above are thirteen brake-vans repaired for a private line. Four bogie brake-vans were under construction at the close of the year. Wagons. —The wagon stock on the Ist April, 1922, was 23,524, and the number on the 31st March, 1923, was 25,645. 248 wagons, comprising 5 bogie and 243 four-wheel, were built in Government railway workshops; also 1,887 four-wheel wagons imported from Messrs. Cammell, Laird, and. Co. (Limited), of Sheffield, were erected and placed in service. One four-wheel wagon was converted from a four-wheel car. Fourteen second-hand four-wheel wagons were sold, and one four-wheel wagon was destroyed through accident. The carrying-capacity of wagon stock was increased by 25,276 tons, equal to 12 per cent., or an equivalent of 4,212 ordinary wagons.

The following table gives particulars of. work done on wagons during the year : —

Included in the above are thirty-six wagons repaired for a private line. At the close of the year there were under construction in the railway workshops 680 wagons, consisting of 166 bogie and 514 four-wheel wagons. Tarpaulins. —The tarpaulin stock on the Ist April, 1922, was 20,582, and on the 31st March, 1923, the number was 20,582. 1,182 new tarpaulins were made in the railway workshops, 1,150 to replace missing sheets, 20 for the Public Works Department, and 12 for a private line. 969 worn-out tarpaulins were condemned and written off, and replaced with a similar number of new tarpaulins.

The following table gives details of the work on tarpaulins for the year : —

iv—D. 2.

Particulars. Number and Type of Carriage. Bogie. Six-wheel. Four-wheel. _ I Total. Number passed through shops .. Built new Erected new Re-erected Thoroughly overhauled Heavy repairs Light repairs Converted Painted Paint touched up 2,377 118 25 10 4 1 390 5 890 26 5 1,082 86 20 1 665 4 1 1,020 8 1 2,377 10 4 390 890 1,082 1 665 1,020 118 1 5 26 86 25 5 20 2,52' 11 39, 92 1,18 67i 1,02 2,520 10 4 1 395 921 1,188 1 670 1,029 4 8 1 1

Description. Number passed through Shops. Built Rebuilt U< ;- Th T n Hea 7 ,» Light Parted. MM now. erected, overhauled. Repairs. Repairs. I i 12 3 1 131 267 616 188 288 Brake-vans 1,030

Description, agons .. Number ,.,, ,, p • + passed Built Erected Re- R b Ut 10r^ ' * Heavy Light p . d J", through! now. ! new. erected. , , 1 Repairs. Repairs. Shops. up ' .. 28,105 248 1,887 20 42 897 12,236 12,775 5,515 15,153

Description. Condemned Number passed Manufactured ! and replaced through Shops. new. with New Tarpaulins. Repaired. Parpaulins 25,706 1,182 969 23,555

D.-2

Stationary Engines and Cranes. —The repairs and renewals during the year were as follows : —

General. —In addition to the engines, cars, brake-vans, and wagons repaired tit the workshops, 37,487 engines, 53,227 cars, 10,671 brake-vans, and 84,413 wagons were repaired at out-depots in order to keep vehicles out of service the shortest possible time. Aries. —During the year 4.218 car, van, and wagon axles were replaced with modern steel axles. This number does not include, axles for new rolling-stock. Westinghouse Brake. —The work of equipping the engines and rolling-stock on the Westland Section with the Westinghouse brake is now in hand. Efficient arrangements are in force for the examination and upkeep of the Westinghouse brake. Train Running and Mileage. —There has been a decrease of 370,534 miles in train-mileage as compared with 1921-22. The engine-mileage has decreased by 357,171 miles as compared with the previous year. The folio win a table shows particulars of the; expenditure per train-mile :—

BTOEEB. Mr. F. J. Guiness, Comptroller of Stores, reports as follows : — The value of the stores, material, and plant (purchased under' Railway vote) on hand at the 31st March, 1923, at the various stores, depots, and sawmills amounted to £1,007,588 19s. lid., as against £1,54-5,508 Is. 7d. on the 31st March, 1.922. The value of stores on hand on account of additions to open lines amounted to £132,728 lis. lid., as against £542,770 Is. 2d. on the 31st March, 1922. The latter included an amount of £396,429 Bs. lid. for new locomotives and wagons The value of the stores on hand on account of Railway Imjxrovement Authorization is £12,382 9s. lid. as against £11,920 16s. 4d. on the 31st March, 1922. Tho whole stock is in good order, has been systematically and carefully inspected, and is value for the amount stated.

XXVI

Description. S3 i> 2 at Jh Si fc -6 it tu t 5 O ► o 3-8 2 3 H g 'a Cj H w & '3 a, at * I a a ci •c O 3 .2 3 '5 Ph Boi t t Ok fl! r-N § « j : 1 I* } ! M M J | Ler- repairs. 00 +3 1 U Ci c3 ■ ££ -° . ' * «, m ci y r. «> ' £ 3 la ; |H ■i « SI 5 S ■ a 2 S ■a'Si* •g ,jjoH pq h 3 5 6 land-cranes Iteam-cranes itationary engines 'ile-drivers, &c. 30 32 32 (i 1 I II 7 19 20 2 3 3 3 1 3 10 7 1 1 7 7 25 2 1 2 1 I 2

1922-23 L921-22 Year. Train-mileage. 8,346,731 8,717,265 Cost, in Pence, per Train-mile. Engine-mileage. Locomotive Car and Wagon , Branch. Branch, 11,472,352 61-00 15-40 11,829,523 70-69 15-60 Total 76-40 86-29

1).—2

INDEX OF RETURNS ACCOMPANYING ANNUAL REPORT OF THE GENERAL MANAGER OF NEW ZEALAND GOVERNMENT RAILWAYS, 1922-1923.

No. 1. General Revenue Account. 2. General Expenditure Account. 3. Details of Classified Expenditure. 4. Classified Expenditure and Revenue, and Proportion of each Class to Mileage and Revenue. 5. Comparative Statement of Passenger and Goods Traffic. 6. Cost of Construction, Net Revenue, and Rate of Interest on Capital. 7. Expenditure under Vote " Additions to Open Linos " charged to Capital Account. 8. Classified Maintenance Expenditure. Ba. Classified Signal and Electrical Expenditure. 9. Statement of Season Tickets Issued. 10. Number of Employees. 11. Return of Passenger Bookings at Excursion Fares. 12. Revenue of Stations. 13. Carriage and Wagon Stock, and Tarpaulins. 14. Locomotive Stock. 15. Comparative Statement of Mileage, Capital Cost, Earnings, and Expenditure on Colonial Railways. 16. Comparative Statement of Mileage, Capital Cost. Earnings, Expenditure, and Traffic, Now Zealand Govomment Railways. 17. Renewals of Rails. 18. Renewals and Removals of Sleepers. 19. Number of Stations and Private Sidings. 20. Mileage of Railways open for Traffic and under Maintenance. 21. Weights of Rails in various Linos. 22. Sleepers laid and removed each Year. 23. Accidents. 24. Locomotive Returns.

1-D. 2.

3

P.-v2

RETURN NO. 1. Genekal Revenue Account for the Year ended 31st March, 1923. Db. £ s. d. Ob. £ s. d. £ s. A. To Cash in hand, freights, &c, outstanding at stations, Ist April, 1922 .. 120,095 13 8 By Gross payment to Public Account .. .. •• 7,133,42118 7 Revenue from passenger, parcels, and goods traffic, as per Return No. 5 .. 6,727,802 6 10 Lees collections for refund .. .. .. •■ 425,624 16 7 6 *6,707, 797 2 0 Cash in hand, freights, &c., outstanding at stations, 31st March, 1923 .. 140,100 18 6 ..6,847,898 0 6 £6,847,898 0 6 To Net payment to Public Account .. .. .. .. .. 6,707,797 2 0 By Working-expenses, as per Return No. 4 .. .. .. .. .. 5,502,496 15 2 Less cash in hand, freights, &c, outstanding at stations, Ist April, 1922, as Balance— Net earnings, available for interest .. .. .. .. 1,225,305 11 8 above .. .. .. .. .. .. .. .. 120,095 13 8 * Receipts as per Treasury accounts... ... ... £6,719,864 1 8 Balance, Refund Account, 31st March, 1922, as below 43,343 19 4 6-587,701 8 * 6,763,208 1 0 Balance, Refund Acconnt, 31stMarch, 1923, as below 55,410 19 0 Cash in hand, freights, &c, outstanding at stations, 31st March, 1923, as „ m Q „ n above .. .. .. .. .. .. .. .. 140,100-18 6 " > ' M "' m " £6,727,802 6 10 £6,727,802 6 10

Collections for Eefund to Harbour Boards, Shipping Companies, Carriers, etc., fob the Year ended 31st March, 1923. Db. £ s. d. Cb. £ s. d. To Balance brought forward, Ist April, 1922 .. .. .. .. 43,343 19 4By Treasury payments .. .. .. .. .. .. .. 413,557 16 11 Collections for refund .. .. .. .. .. .. .. 425,624 16 7 Balance, 31st March, 1923, carried forward .. .. .. .. 55,410 19 0 £468,968 15 11 £468,968 15 11 L. Hamann, Chief Accountant.

D.—2,

4

RETURN No. 2. General Expenditure Account for the Yeas ended 31st March, 1923. Db. £ s - <-• Cb. £ s . d. To Balanoe brought forward,— By Liabilities outstanding at 31st March, 1922, brought forward .. .. 182,645 7 9 Accounts due to the Department outstanding at Ist April, 1922, for stores, work done, &c. .. .. .. .. .. •• •• 80,312 1 11 Classified expenditure, as per Return No. 4 .. .. .. .. 5,502,496 15 2 Stock of stores at Ist April, 1922 .. .. .. .. .. 1,545,508 1 7 Recoveries to oredit of Vote 6,*— Other Government Departments, and personal accounts £ s. d. Payments,— for stores, work done, &o. ~ .. .. .. 450,871 7 9 Per Treasury Vote 6» .. .. .. .. .... 5,427,170 8 3 Miscellaneous recoveries .. .. .. .. 30,118 8 7 480,989 16 4 Liabilities outstanding at 31st March, 1923, carried forward,— Balance,— Wages and supplies for Maroh paid from Treasury in April .. .. 195,627 2 8 Accounts due to the Department" outstanding at 31st March, 1923, for Btores, work done, &c. .. .. .. .. .. .. 74,896 15 * Payments per Treasury ... £5,427,170 8 3 Recoveries ~ ... 480,989 16 4 Net charge to Vote ... £4,946,180 n 11 Stock of stores at 31st Maroh, 1923 .. .. .. .. .. 1,007,588 19 11 £7,248,617 14 5 £7,248,617 14 5 L. Hamann, Chief Accountant.

5

D.—2

RETURN No. 3. Classified Expenditure for the Year ended 31st March, 1923.

2—D. 2.

L. Hamann, Chief Accountant.

Maintenance of Way and Works. Locomotive Power. Signal _ i i Section. and . ' OarriaeeR Waeons Traffic Head Office Departmental Lake Wakatipu «™;r" . ! ass ~ *zsau """ ass , ««• i * Kepairs. WAGES AND SERVICES. m 1 £ s. d. £ s. d. £ s. d. £ s. d. £ s. d. £ s. d. £ s. d. £ s. d. £ s. d. £ s. d. £ s. d. £ s. d. £ s. d. £ s. d. £ s. d. £ s. d. £ s. d. £ s. d. £ s. d. £ s. d Whangarei .. .. 16,872 10 8 4,575 11 1 1,380 13 4 72 1 6 22,900 16 7 478 15 9 7,555 15 4 552 1 6 .. 3,053 15 3 .. 11,161 12 1 560 7 10 2,618 13 11 12,633 7 4 563 3 9 1,845 5 6 .. 52,762 2 9 5? ,1 , hu •• '• 2,290 3 8 312 0 1 259 6 10 .. .. 2,861 10 7 .. 729 14 4 8 2 4 593 17 2 .. 1,331 13 10 166 5 2 329 6 11 1,829 19 7 66 16 2 45 3 7 .. 6,630 15 10 Gisborne .. .. 7,167 5 8 1,234 3 1 339 13 9 14 16 10 .. 8,755 19 4 86 10 0 3,397 1 8 353 16 0 .. 2,295 9 4 .. 6,046 7 0 386 5 0 918 19 8 6,306 16 7 290 17 6 196 3 5 .. 22,987 18 6 North Island Main Lines 237,748 13 11 64,570 19 9 40,183 18 10 798 0 1 343,30112 7 25,532 12 7 303,936 13 1 28,825 9 6 152,527 13 10 485,289 16 5 66,846 18 11 96,202 11 7 684,269 13 1 29,659 11 0 75,885 2 4 .. 1,806,987 18 6 and Branches South Island Main Lines 208,044 14 5 38,040 9 5 36,275 5 6 555 4 11 282,915 14 3 14,343 2 2 195,892 10 7 16,746 7 4 98,144 13 11 .. 310,783 11 10 36,322 7 9 67,203 16 2 545,196 15 3 17,844 18 3 48,592 8 6 .. 1,323,202 14 2 and Branches Westland .. .. 27,465 12 8 7,662 17 9 3,523 18 7 129 18 9 .. 38,782 7 9 726 3 3 19,122 3 8 1,066 10 0 .. 7,924 15 4 .. 28,113 9 0 2,433 13 1 5,895 18 5 38,559 3 10 1,425 8 9 6,367 4 6 .. 122,303 8 7 Westport .. .. 5,721 14 2 333 14 6 833 13 9 16 4 7 .. 6,905 7 0 388 11 3 8,642 2 5 392 11 1 3,418 16 8 .. 12,453 10 2 760 10 3 7,072 7 1 21,890 0 9 968 11 9 3,764 3 7 .. 54,203 1 10 Nelson •• •• 6,794 13 10 1,814 10 4 654 17 11 36 3 11 .. 9,300 6 0 97 17 11 3,334 7 1 319 12 11 .. 1,667 15 8 .. 5,321 15 8 502 8 10 711 15 4 7,058 3 1 181 12 2 122 17 4 .. 23,296 16 4 Picton •• •• i 7 > 731 15 5 1 > 570 4 9 660 16 2 .. .. 9,962 16 4 129 18 11 4,187 3 5 68 9 4 .. 2,177 14 2 .. 6,433 6 11 388 9 7 1,089 5 11 9,371 8 9 307 15 2 207 11 6 .. 27,890 13 1 Lake Wakatipu .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. 8,676 15 6 8,676 15 6 Total •• •• 519,837 4 5 120,114 10 9 84,112 4 8 1,622 10 7 .. 725,686 10 5 41,783 11 10 546,797 11 7 48,333 0 0 j .. 271,804 11 4 .. 866,935 2 11 108,367 6 5 182,042 15 0 1,327,115 8 3 51,308 14 6 137,026 0 3 8,676 15 6 3,448,942 5 1 STORES. Whangarei .. .. 22,428 15 0 1,795 3 10 853 3 10 .. .. 25,077 2 8 196 16 8 .. 6,573 14 9 398 14 4 1,619 2 6 .. 8,591 11 7 348 5 8 1,213 0 5 1,032 11 1 64 4 0 17 13 7 .. 36,541 5 8 Kaihu .. .. 70 3 8 Cr. 2 17 8 97 7 8 .. .. 164 13 8 .. .. 837 7 11 34 6 8 299 17 10 .. 1,171 12 5 27 4 11 161 1 1 172 15 11 7 15 4 2 1 0 .. 1,707 4 4 Gisborne .. .. 249 4 0 196 17 11 212 17 5 3 16 0 .. 662 15 4 11 8 3 .. 7,193 13 11 153 0 4 735 3 4 .. 8,081 17 7 223 15 10 303 0 8 474 11 1 34 4 3 8 19 4 .. 9,800 12 4 North Island Main Lines 73,803 3 3 14,883 10 11 18,233 18 6 775 16 9 .. 107,696 9 5 9,677 10 3 .. >89,628 16 3 17,438 0 8 97,663 6 1 .. 704,730 3 0 40,143 2 11 59,534 15 6 56,161 19 7 3,423 11 3 926 8 2 .. 982,294 0 1 and Branches South Island Main Lines 90,175 13 9 7,576 0 8 17,290 1 10 256 16 1 115,298 12 4 8,376 13 0 362,485 12 1 10,067 15 3 51,693 9 4 424,246 16 8 14,430 9 4 45,022 2 10 36,423 17 10 2,088 0 5 558 12 2 .. 646,445 4 7 and Branches Westland .. .. 13,705 2 11 3,072 17 9 644 17 10 42 19 0 .. 17,465 17 6 99 17 6 .. 7,912 7 8 922 13 7 3,344 13 4 .. 12,179 14 7 1,106 11 10 3,623 1 2 3,021 11 8 165 5 4 45 9 4 .. 37,707 8 11 Westport .. .. 1,620 12 9 Cr. 44 13 11 471 19 5 16 1 1 .. 2,063 19 4 55 6 6 .. 4,934 14 10 455 16 4 1,229 12 0 .. 6,620 3 2 230 5 2 3,670 8 10 1,788 4 10 113 6 1 30 15 5 .. 14,572 9 4 Nelson .. .. 391 3 9 369 5 6 306 2 9 41 15 0 .. 1,108 7 0 4 18 10 .. 3,570 13 1 174 19 8 794 16 5 .. 4,540 9 2 428 19 7 290 1 4 435 16 1 21 3 11 5 15 4 .. 6,835 11 3 Picton •• •• 695 12 7 320 5 8 351 1 1 .. .. 1,366 19 4 56 18 11 5,128 16 5 141 12 1 1,217 1 1 .. 6,487 9 7 178 1 3 799 5 3 641 10 1 36 2 6 9 14 8 .. 9,576 1 7 Lake Wakatipu .. .. .. .. .. .. .. .. .. .. .. .. .. .. I .. .. 4,875 2 6 4,875 2 6 Total .. .. 203.139 11 8 28,166 10 8 38,461 10 4 1,137 3 11 .. 270,904 16 7 18,479 9 11 .. 988,265 16 11 29,786 18 11 158,597 111 .. 1,176,649 17 9 57,116 16 6 114,616 17 1 100,152 18 2 5,953 13 1 1,605 9 0 4,875 2 6 1,750,355 0 7 MISCELLANEOUS. Whangarei .. ... 67 2 1 50 12 0 , 23 13 8 .. 155 2 2 296 9 11 99 19 0 .. 4 15 0 .. 935 18 8 31 4 1 971 17 9 91 15 6 781 4 10 i 1,040 17 2 .. .. .. 3,282 4 2 Kaihu .. .. 8 15 11 13 1 11 0 8 5 .. 2 2 5 24 8 8 0 3 8 .. 0 8 7 .. 80 8 10 3 0 3 83 17 8 6 12 6 24 0 5 115 6 11 .. .. .. 254 9 10 Gisborne .. .. 18 15 1 172 3 5 79 15 0 2 7 1 23 12 7 296 13 2 17 11 10 .. 9 8 4 .. 437 7 2 24 3 10 470 19 4 1 5 3 102 14 4 268 6 10 .. .. .. 1,157 10 9 North Island Main Lines 3,270 7 8 9,240 6 8 7,801 16 4 128 3 10 4,479 18 3 24,920 12 9 4,519 5 3 .. 155 1 5 .. 37,951 8 4 3,684 6 5 41,790 16 2 14,923 2 7 23,418 6 7 47,985 16 6 .. .. .. 157,557 19 10 and Branches South Island Main Lines 2,815 9 6 5,256 7 9 7,241 1 9 108 15 0 2,324 19 9 17,746 13 9 2,221 15 6 .. 197 8 7 .. 28,740 12 0 2,742 6 0 31,680 6 7 10,586 13 4 20,178 3 0 41,159 14 7 .. .. .. 123,573 6 9 and Branches Westland .. .. 502 4 2 Cr. 110 17 5 Cr. 551 7 2 20 12 2 206 15 2 67 6 11 159 9 8 .. 11 19 3 .. 1,556 10 6 153 3 2 1,721 12 11 480 17 3 1,190 2 5 3,980 13 4 .. .. .. 7,600 2 6 Westport .. .. 78 9 3 Cr. 9 8 6 134 16 0 4 1 2 72 7 4 280 5 3 100 2 5 .. 1 1 8 .. 649 17 2 124 2 4 775 1 2 169 3 5 1,428 0 3 4,600 17 7 .. .. .. 7,353 10 1 Nelson .. .. 100 15 7 39 14 11 3 15 5 .. 5 14 0 149 19 11 17 8 10 .. •• •• 172 13 11 8 17 4 181 11 3 8 11 10 8 10 5 276 18 5 .. .. .. 643 0 8 Picton .. .. 115 4 6 269 6 6 119 15 0 .. 13 18 10 518 4 10 25 12 2 .. •• .. 245 19 9 24 8 7 270 8 4 22 2 10 56 10 4 336 7 4 .. .. .. 1,229 5 10 Lake Wakatipu .. .. .. .. .. .. _ . .. .. .. .. .. .. .. .. .. .. 547 19 1 547 19 1 Total .. .. 6,977 3 9 14,921 7 3 14,853 14 5 263 19 3 7,284 10 6 44,300 15 2 7,161 8 4 .. j 380 2 10 ; .. 70,770 16 4 6,795 12 0 77,946 11 2 26,290 4 6 j 47,187 12 7 j 99,764 18 8 .. 547 19 1 303,199 9 6 Grand total .. 729,953 19 10 163,202 8 8 137,427 9 5 3,023 13 9 7,284 10 6 1,040,892 2 2 67,424 10 1 546,797 11 7 1,036,978 19 9 29,786 18 11 501,172 9 7 6,795 12 0 2,121,531 11 10 191,774 7 5 |343,847 4 8 |l, 527,033 5 1 57,262 7 7 138,631 9 3 14,099 17 1 5,502,496 15 2

D.—2

6

RETURN No. 4. Classified Statement showing Revenue and Expenditure, and Proportion of each Class of Expenditure to Mileage and Revenue, for the Year ended 31st March, 1923.

L. Hamann, Chief Accountant.

Mileage. Revenue. Classified Expenditure. Proportion of each Class of Expenditure to Mileage and Revenue. u Maintenance. Signals. Locomotive. Carriages and Wagons. Traffic. Head Office. Departmental Offices. Total. Per Mile Repairs j j ~ : I 7 ~ ~ j ' j ~ n at- - ± i JSL ■«=" - nil! ill lit i| ji III UiilMhti 111 it ilglj b if ill\k\ii\MU ■? Annum Wagons. o£ o£ og «•;<( O* B- 3< | ot «•;«! ot «' 5 -< S "I * 3 of S = «J g j (Average). . S« ' ® w 6 ■ £ S« S« g | 8(3 ■ g S S« |« S jg S(S |« S 8(S ®« S | £ SM S i SM 6°S S 1922-23 Miles. Miles. £ s. d. £ s. d. d. £ s. d. £ s. d. £ s. d. £ s. d. £ s. d. £ s. d. £ s. d. £ s. d. £ £ d. £ £ d. £ j £ : d. £ £ d. £ £ d. £ £ d. £ £ d. £ £ d. Whnncrar i ' 80 115 903 73 963 9 0 924 10 10 153-16 48 274 9 2 775 11 5 20 725 1 5 5 613 8 2 14,706 15 7 627 7 9 1,862 19 1 92,585 12 7 65-27 603-43 99-96 1-05 9-69 1-61 28-02 259-06 42-92 7-59 70-17 11-62 19-88 183-84 30-45 0-85 7-84 1-30 2-52 23-29 3-86 125-18 1,157-32 191-72 TCaJhn " " 20 15' 112 8'865 14 5 443 5 9 140-80 3'050 12 11 0 3 8 2 587 3 11 714 11 0 2,118 2 5 74 11 6 47 4 7 8,592 10 0 34-41 152-53 48-45 .. 0-01 .. 29-18 129-36 41-09 8-06 35-73 11-35 23-89 105-91 33-64 0-84 3-73 1-18 0-54 2-36 0-75 96-92 429-63 136-46 p™r " 49 65'742 38 301 7 7 781 13 3 139-82 9'715 7 10 115 10 1 14'599 3 11 1,936 0 9 7,049 14 6 325 1 9 205 2 9 33,946 1 7 25-37 198-28 35-47 0-30 2-35 0-42 38-12 297-94 53-29 5-05 39-51 7-07 18-41 143-87 25-73 0-85 6-64 1-19 0-53 4-19 0-75 88-63 692-78 123-92 NorthJsland Main Lines 1,140 4,830',569 3,888',546 18 83,411 0 2 193-20 475',91S 14 939,729 8 1 1,231,810 15 7 301,068 18 1 788,417 9 2 33,083 2 3 76,811 10 62,946,839 18 5 12-24 417-47 23-65 1-02 34-85 1-97 31-681,080-54 61-20 7-74 264-10 14-96 20-28 691-59 39-17 0-85 29-02 1-64 1-97 67-38 3-82 75-78 2,584-95 146-41 SouthMand^MainLines 1,4292,912,177 2,334,586 3 101,633 14 5 192-40 415,961 0 4 24,941 10 8 766,710 15 1 193,743 12 5 622,780 7 8 19,932 18 8 49,151 0 82,093,221 5 6 17-82 291-09 34-28 1-07 17-45 2-06 32-84 536-54 63-19 8-30 135-58 15-97 26-68 435-82 51-32 0-85 13-95 1-64 2-10 34-39 4-05 89-66 1,464-82 172-51 W^ftlnd anchea 157 216 463 184 755 14 1 1 176 15 10 204-85 56 315 12 2 985 10 5 42 014 16 6 14,730 4 2 45,561 8 10 1,590 14 1 6,412 13 10 167,611 0 0 30-48 358-70 62-44 0-54 6-27 1-09 22-74 267-61 46-58 7-97 93-84 16-33 24-66 290-20 50-52 0-86 10-13 1-77 3-47 40-84 7-11 90-72 1,067-50 185-84 W«tiv>rt " " 36 86'943 125'242 16 103'478 19 5 345-72 9 249 11 7 544 0 2 19 848 14 6 13,330 15 0 28,279 3 2 1,081 17 10 3,794 19 0 76,129 1 3 7-39 256-94 25-53 0-44 15-11 1-50 15-85 551-36 54-79 10-64 370-30 36-80 22-58 785-53 78-06 0-86 30-05 2-99 3-03 105-41 10-48 60-79 2,114-70 210-15 Npkon " 61 57*777 23*823 10 5 '46I 11 2 98-96 lo'558 12 11 120 5 7 lo'o43 16 1 1,950 7 4 7,770 17 7 202 16 1 128 12 8 30,775 8 3 44-32 204-56 43-86 0-50 2-33 0-50 42-16 194-59 41-72 8-19 37-79 8-10 32-62 150-56 32-28 0-85 3-93 0-85 0-54 2-49 0-53 129-18 596-25 127-84 Pigton • !! 56 4o'366 4 1 720 16 6 210-40 11,848 0 6| 212 10 0 1 13,191 4 10 2,533 15 2 10,349 6 2 343 17 8 217 6 2 38,696 0 6 29-35 211-57 61-76 0-52 3-79 1-11 32-68 235-56 68-76 6-28 45-25 13-21 25-64 184-81 53-94| 0-85 6-14 1-79 0-54 3-88 1-13 95-86 691-00 201-70 Totala .. .. 3,028 8,346.731 6,718,451 18 112,218 15 7 193-181,040,892 2 2|67,424 10 12,121,531 11 10 535.621 12 1 1,527,033 5 1 57,262 7 7138,631 9 35,488,396 18 1 15-49 343-76 29-93 1-01 22-27 1-94 31-58 700-64 61-00 7-97 176-89 15-40 22-73 504-30 43-91 0-85 18-91 1-65 2-06 45-78 3-98 81-69 1,812-55 157-81 Lake Wakatipu steamers .. .. 9,350 7 11 .. .. .. .. .. •• •• • * •• 14,099 17 1; .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. 150-79 6,727,802 6 10 5,502,496 15 2 81-79 ! I I I ! I I I I I ! ' ' I 1 1 ! I I j ; ■ - I - 1921—22. Whansarei" .... 80 114,597 70,199 19 1 877 10 0 146-02 35,489 14 11 854 6 9 20,660 17 11 5,444 19 2 15,572 15 0 583 12 10 2,263 15 11 80,870 2 6 50-56 443-62 74-33 1-22 10-68 1-79 29-43 258-26 43-27 7-76 68-06 11-40 22-18 194-66 32-62 0-83; 7-30 1-22 3-22 4-74 115-20 1,010-88 169-37 Kaihu° .. 20 15 006 9,907 18 0 495 7 11 158-46 4,871 6 10 0 4 0 2,741 3 0 606 4 8 2,495 9 8 81 17 0 54 15 0 10,851 0 2 49-17 243-57 77-92 .. 0-01 .. 27-67 137-06 43-85 6-12 30-31 9-68 25-19 124-77 39-91 0-82 4-0!) 1-31 0-55 2-74 0-88 109-52 542-55 173-55 Gisborne .. 49 69 139 44,260 19 1 903 5 9 153-64 10,784 19 10 149 9 0 14,550 5 0 3,962 15 6 8,468 9 3 370 7 5 248 0 11 38,534 6 11 24-37 220-10 37-44 0-34 3-05 0-52 32-88 296-95 50-51 8-96 80-87 13-75 19-13 172-83 29-40 0-82 7-50 1-28 0-56 5-06 0-86 87-06 786-42 133-76 North Island Main Lines 1,133 5,091',037 3,897,030 5 63,439 11 4 183-71 508,249 7 1044,938 7 4 1,502,821 12 6315,600 18 5 887,383 1 2 32,656 8 1 82,066 9 83,373,716 5 0 13-04 448-59 23-96 1-15 39-66 2-12 38-561,326-41 70-85 8-10 278-55 14-87 22-77 783-22 41-83 0-84 28-82 1-54 2-11 72-43 3-87 86-57 2,977-68 159-04 SouthMandMain Lines 1,429 2,997,03* 2,238,023 4 9 1,569 13 11 179-22 458,173 7 1124,305 7 9 932,288 19 10 205,127 11 3 687,497 10 9 18,704 11 4 51,420 0 42,377,517 9 2 20-47 321-35 36-69 1-08 17-04 1-94 41-66 653-89 74-66 9-16 143-87 16-43 30-72 482-19 55-05 0-84 13-12 1-50 2-30 36-07 4-12 106-23 1,667-53 190-39 Westland aI1ClleS 157 231 553 189,150 3 4 1,204 15 7 196-06 51,759 6 6 1,110 18 6 47,385 3 5 15,059 5 10 52,260 6 3 1,587 13 5 6,247 3 2 175,409 17 1 27-37 329-68 53-65 0-59 7-08 1-15 25-05 301-81 49-11 7-96 95-92 15-61 27-63 332-87 54-17 0-8J 10-11 1-65 3-30 39-79 6-47 92-74 1,117-26 181-81 Westnort " " 36 83 628 115,452 18 4 3,207 0 6 331-3C 15,919 12 0 554 3 0 21 765 16 6| 14,786 8 8 26,891 2 5 965 14 1 4,698 9 7 85,581 6 3 13-79 442-21 45-68 0-48 15-39 1-59 18-85 604-61 62-46 12-81 410-73 42-43 23-29 746-98 77 17 0-84 26-83 2-77 4-07 130-51 13-48 74-13 2,377-26 245-58 vr pls( £, " " 61 67'130 28 194 12 t 462 4 2 100-8C 12 529 19 9 180 17 3 10 994 8 7 2,555 4 2 9,851 18 3 235 7 0 158 0 3 36,505 15 3 44-44 205-41 44-80 0-64 2-97 0-65 39-00 180-23 39-31 9-06 41-89 9-13 34-94 161-51 35-22 0-84 3-86 0-84 0-56 2-59 0-56 129-48 598-46 130-51 cton " " 56 481137 7 2 774 2 8 216-14 14,105 12 9 249 1 5 14J73 17 4 3.638 9 1 12,628 9 3 362 1 8 243 13 9 45,401 5 3 32-54 251-89 70-33 0-57 4-45 1-24 32-70 253-10 70-67 8-39 64-97 18-14 29-13 225-51 62-96 0-84 6-47 1-81 0-56 4-35 1-21 104-73 810-74 226-36 Totals .. .. 3,0218,717,2656,635,571 7 £ 2,198 16 8 182-691,111,883 8 4 72,342 15 0 2,567,382 4 1566,781 16 91,703,049 2 0 55,547 12 10147,400 8 76,224,387 7 7 16-76 368-45 30-61 1-09 23-97 1-99 38-69 850-76 70-68 8-54 187-81 15-61 25-66 564-34 46-89 0-84 18-41 1-53 2-22 48-84 4-0€ 93-8G 2,062-58 171-37 Lake Wakatipu steamers .. .. 8,019 6 4 .. .. .. .. .. .. .. •• •• 13,339 2 7 .. .. .. " " 166-34 590 14 1 6,237,726 10 2 93-89

D.—2.

RETURN No. 5. Comparative Statement of Passenger and Goods Traffic for the Year ended 31st March, 1923.

3-D. 2

7

Live-stock. Goods. Goods. Passengers. Section. Length Open for Traffic. First Class. Second Class. Total. [ Season rattle 1 Tickets. u "* Me - Sheep and Pigs. Total. Equivalent Tonnage. Timber. Goods. Total. Gross Total Tonnage. 1922-23. Miles. Whangarei .. .. 80 Kaihu .. .. 20 Gisborne .. .. 49 North Island Main Lines and Branches 1,140 South Island Main Lines and Branches 1,429 Westland .. .. 157 Westport .. .. 36 Nelson .. .. 61 Picton .. .. 56 Lake Wakatipu steamers Miles. 80 20 49 Single. 23,904 1,277 7,991 Return. 7,190 1,460 3,430 Single. Return. Number. 89,245 92,746 213,085 15,760 ! 17,500 35,997 44.041 ; 33,856 89,318 Number. 2,234 4 368 Number. 1,147 55 1,636 Number. 53,858 197 129,301 Number. 55,005 252 130,937 Tons. 2,501 25 5,672 Tons. 28,268 6,431 12,273 Tons. 142,250 4,337 44,486 I Tons. 170,518 10,768 56,759 Tons. 173.019 10,793 62,431 1,140 442,810 764,582 2,215,082 5,130,572 8,553,046 ' 1,026,984 2,902,600 4,751,507 I 100,066 : 209,576 351.683 j 31,319 59,664 92,197 28,303 37,864 69,905 28,991 32,774 I 77,055 | 5,302 ; 8,340 I 22,817 337,116 209,617 3,194,326 3,403,943 191,293 337,356 2,068,167 : 2,405,523 2,596,816 1,429 157 36 61 56 258,321 20,513 358 1,634 10,750 3,259 563,602 21,528 856 2,104 4,540 5,916 128,190 13,975 2,446 921 418 9 75,519 4,019 129 611 953 244 3,746.057 57,912 2,991 32,221 140,293 10,607 3,821,576 61,931 3,120 32,832 141,246 10,851 172,726 3,534 158 1,474 5,900 498 155,424 111,139 7,098 4,205 482 537 2,292,420 : 313,502 599,710 32,069 68,267 6,386 2,447,844 424,641 606,808 36,274 68,749 6,923 2,620,570 428,175 606,966 37,748 74,649 7,421 Totals .. .. 3,028 3,028 770,817 1,375,208 3,585,093 18,525,492 14,256,610 485,681 293,930 7,367,763 17,661,693 383,781 I 663,213 5,571,594 |6,234,807 6,618,588 1921-22. Whangarei .. ■ • 80 Kaihu .. .. 20 fiisborne .. .. 49 North Island Main Lines 1,133 and Branches South Island Main Lines 1,429 and Branches Westland .. .. 157 Westport .. .. 36 Nelson .. •. 61 Pif'ton .. • • 56 Lake Wakatipu steamers 25,074 8,000 1,635 1,852 8,959 3,942 464,454 769,014 265,255 I 576,142 87,544 14,180 46,725 2,266,313 1,034,398 88,882 18,296 38,026 A, 964, 676 2,934, 144 209,500 2,472 35,963 15 97,652 399 8,464,457 317,128 4,809,939 j 134,770 1,929 38 1,123 196,142 74,363 39,226 93 139,270 3,600,581 3,654,866 41,155 131 140,393 3,796,723 3,729,229 2,154 40,581 16 9,088 5,911 16,234 203,460 349,517 168,728 t 166,504 118,099 5,846 44,200 1,996,798 J2,110, 947 158,680 160,834 14,934 14,950 •60,434 66,345 2,346,315 2,549,775 12,277,451 2,446,179 20,577 22,396 429 1,372 3,917 2,962 12,615 5,778 3,209 6,270 99,673 29,763 38,146 33,668 4,878 210,870 61,412 38,050 44,646 4,298 353,516 14,275 92,976 2,009 83,075 1,414 96,707 375 18,655 8 4,287 209 502 1,139 172 41,205 3,123 18,541 127,612 10,998 45,492 3,332 19,043 128,751 11,170 2,947 115,104 188 '■ 4,638 894 5,200 5,449 742 492 604 329,062 510,716 35,711 66,516 5,005 444,166 447,113 515,354 515,542 40,911 41,805 67,258 72,707 5,609 6,101 Totals .. .. 3,021 806,124 1,397,728 3,655,288 18,403,300 14,262,440 472,865 279,904 7,635,515 7,915,419 390,239 708,212 5,222,900 5,931,112 ! 6,321,351 I

D.—2.

RETURN No. 5— continued. Comparative Statement of Passenger and Goods Traffic for the Year ended 31st March, 1923— continued.

8

Revenue. Mileage. Section. Ordinary Passengers. Season Tickets. P «*£* Total Coaching. Goods. Miscellaneous. Rents and Commission. Total Goods. Grand Total Revenue. Train. Shunting, &c. Total. 1922-23. £ s. d. £ s. d. 'hansarei .. .. 19,515 19 8 1,293 0 2 aihu .. .. 2,781 10 9 144 12 1 isbome .. .. 10,766 4 2 301 6 4 orth Island Main Lines 1,401,475 7 0 136,722 17 5 and Branches >uth Island Main Lines 719,007 6 5 58,929 10 1 and Branches 'estland .. .. 38,481 38 4 4,200 11 3 'estport .. .. 7,371 6 9 1,122 10 2 elson .. .. 5,939 19 2 795 9 5 icton .. .. 7,042 8 10 407 2 7 ike Wakatipu steamers 4,13119 9 188 10 0 £ s. d. 1,293 0 2 144 12 1 301 6 4 136,722 17 5 £ s. d. £ s. d. 3,310 19 9 24,119 19 7 939 14 10 3,865 17 8 2,502 18 4 13,570 8 10 228,470 4 9 1,766,668 9 2 £ s. d. £ s. d. 46,150 8 3 ' 1,827 5 6 4,330 4 6 461 12 11 22,812 11 4 543 5 3 2,001,158 5 3 | 50,134 19 6 1,327,211 15 4 46,027 11 2 £ s. d. £ s. d. £ s. d. 1,885 15 8 49,843 9 5 73.963 9 0 207 19 4 4,999 16 9 8,.865 14 5 1,375 2 2 24,730 18 9 38,301 7 7 70,585 4 9 2,121,878 9 6 3,888,546 18 8 39,604 12 11 1,412,843 19 5 2,334,586 3 10 Number. 115,903 15,112 65,742 4.830.569 Number. 36,206 5,032 16,970 1,600,177 Number. 152,109 20,144 82,712 6,430,746 58,929 10 1 143,805 7 11 921,742 4 5 2,912.177 1,082,883 3,995,060 4,200 11 3 1,122 10 2 795 9 5 407 2 7 188 10 0 i 8,126 18 5 50,809 8 0 1,318 12 2 ; 9,812 9 1 1,649 11 3 8,384 19 10 2,126 4 6 9,575 15 11 1,071 14 2 5,392 3 11 116,317 4 11 12,280 17 1 107,856 10 0 5,962 18 1 i 14,227 16 10 201 0 0 27,091 3 6 2,481 13 10 3,852 5 2 11 19 4 5,348 4 1 133,946 6 1 184,755 14 1 1,610 19 8 115,430 7 9 125,242 16 10 1,009 13 9 15,438 10 7 23,823 10 5 1,217 10 10 30.790 8 2 40.366 4 1 93 19 6 3.958 4 0 j 9,350 7 11 216,463 86.943 57,777 46.045 127,322 64,036 17.230 26.323 343,785 150,979 75,007 72,368 •• Totals.. .. 2,216,514 0 10 j 204,105 9 6 204,105 9 6 393.322 6 1 2,813.941 16 5 3,671,008 5 1 119,933 2 8 I 122,919 2 8 3,913,860 10 5 ■ 6,727,802 6 10 8,346,731 ! 2,976,179 11,322,910 1921-22. hangarei .. .. 19,984 15 6 1,379 17 1 aihu .. .. 2,921 9 0 124 14 2 isborne .. .. 11,680 3 5 316 12 9 orth Island Main Line? 1,411,518 19 9 137,29110 3 and Branches rath Island Main Lines 697,366 8 0 I 59,422 3 11 and Branches 'estland .. .. 40,570 18 1 4,357 16 10 'estport .. .. 7,525 3 0 1,056 14 5 elson .. .. 8,770 12 3 1,040 8 0 eton .. .. 8,717 15 2 419 11 5 ike Wakatipu steamers 3,577 2 8 184 5 0 3.173 7 5 24,538 0 0 769 8 9 3,815 11 11 2,266 15 7 14,263 11 9 198.198 2 2 1,747,008 12 2 : 121,405 3 10 878,193 15 9 42,685 4 5 5.102 8 3 27,808 15 1 2,034,285 13 11 1,272,225 0 8 1,200 5 7 787 12 7 890 10 9 49,632 7 10 49,706 13 5 j 1,776 9 1 45,661 19 1 202 o 3 6,092 6 1 1,298 1 6 29,997 7 4 66,103 II 7 2,150,021 13 4 37,897 14 11 1,359,829 9 0 j 70,199 19 1 9,907 18 0 44.260 19 1 3,897,030 5 6 2,238,023 4 9 114.597 37,374 151,971 15,006 6,555 21,561 69.139 17,653 86.792 5,091,037 ! 1.579,733 6,670,770 2,997,038 1,053,589 I 4,050,627 7,318 4 3 52,246 19 2 1,251 12 10 9.833 10 3 1,752 8 9 11,563 9 0 2,316 0 2 11,453 6 9 1,030 6 6 4,791 14 2 119.966 4 6 98,320 11 8 15,368 8 7 27,666 7 4 3,165 12 0 12,054 8 4 ! 6,381 0 0 i 363 8 7 3.106 5 1 ! Or. 16 6 9 4,882 11 4 136,903 4 2 917 16 5 105,619 8 1 899 6 4 16,631 3 6 1,125 8 0 31,898 0 5 78 0 11 3,227 12 2 189.150 3 4 115,452 18 4 28,194 12 6 43,351 7 2 8,019 6 4 231,553 142,890 374,443 83,628 ! 62,548 146,176 67,130 i 19,091 86,221 48.137 28,266 76,403 Totals .. .. 12,212,633 6 10 205,593 13 10 205,593 13 10 339,481 10 3 2,757,708 10 11 3,646,594 6 5 124,106 5 5 ! 115,181 11 4 3,885,882 3 2 6,643,590 14 1 | 8,717,265 2,947.699 11,664,964 L. Hahann, Chief Accountant.

9

J).—2

RETURN No. 6. Estimated Amount of Expenditure on Construction of Railways, Rolling-stock, etc., to 31st March, 1923; Net Revenue, and Rate of Interest earned on Capital expended on Opened Lines for Year ended same Date.

Section of Railway. Cost of Construction. Opened Lines. U 2g£? d Net Revenue. Rate of Interest earned. Whangarei Kaih u £ £ 898,357 534,958 100,503 87,650 £ - 18,622 273 £ 8. d. 0 k 5 Tauranga Gisborne North Island Main Lines and Branches South Island Main Lines and Branohes.. Westland 938,344 694,683 623,763 18,601,788 2,175,729 15,782,936 197,748 2,268,816 1,483,099 606,381 95,955 444,816 75,996 687,499 18,082 44,271 4,355 941,707 241,365 17,145 49,114 - 6,952 "i,670 -4,749 0 12 6 5 i 4 1 10 7 0 15 1 Westport 8 2 0 Nelson Picton 0 4 10 Lake Wakatipu htoamcr scrvictt In suspense — Surveys, North Island Miscellaneous, North Island .. Surveys, South Island Miscellaneous, South Island P.W.D. stock of permanent-wav W.R.D. stock of A.O.L. and R.I. A. stores Balance of cost of raising loan of £1,000,000 for Railways Authorization Improvement Aot 1914 Account 41,172 5,169 5,763 5,168 224,122 145,111 63,192 £40,275,161 £1,225,306 £3 0 10 Total cost of opened and unopened lines at 31st March, 1923 Note.—The amount stated in this return as the cost Government expenditure on railways. It also includes t Harbour Hoards on railways and wharves under the p information regarding th? last-mentioned being furnishe computed on cost proportionately to the time during wh the financial year was earning Revenue, thus:— North Island Main Lines and Branches : Patumahoe to W £6,575,910 £46, 151,071 £2 12 4 it of construction tho Midland Itailfl provisions of soot ed by the respect aich the line, take: of opened lines i vay and expenditi tion 7 of the Rai tive Boards. Th n over by the Wc neludes the Prov n-o by the Greym ilways Authoriza e rate of interee irking Railways I incial and General louth and Westport Ltion Act, 1885, the it earned has been Jeparunient, within iV.'iiuku, opened fo ir trams 10th May. , 1922. L. liAMi vnn, Chief Ai ccountant.

D.—2

RETURN No. 7. Expenditure under Vote for Additions to Open Lines, charged to Capital Account, for the Year ended 31st March, 1923.

Way and Works Branch: Particulars of Works, etc.

10

Amount. Total. Material on hand, 31st March, 1922 Expenditure chfrgcd to Vote 42 by Treasury £ s. d. 542,770 1 2 751,927 14 3 £ s. d. Less material on band at 31st March, 1923 1,294,697 15 5 132,728 11 11 1,161,969 3 6 Expenditure on works, &c.— Way and Works Branch Looomotivo Branch 238,942 10 7 923,026 12 11 1,161,969 3 6

Railway. Work, &c. Amount. Total. £ s. d. 6,743 11 9 293 19 10 £ s. d. Whangarei Sidings, loading-banks, stockyards, crossings, &o. . . Additional dwellings 7,037 11 7 Kaihu Additions to station buildings, extension of stationyards, and other facilities Sidings, loading-banks, stockyards, crossings, &c. . . 202 15 9 Gisborne 202 15 9 99 13 3 North Island Main Lines and Branched Sidings, loading-banks, stockyards, crossings, &c. .. Additions to station buildings, extension of stationyards, and other facilities Additional works, wator-s?rvices, &c, for Locomotive Branch Purchase of land Additional dwellings Bridge-work and subways Cranes, weighbridges, turntables, &c. Additions to workshops Tablet installation Telegraph and telephone facilities 6,089 19 6 9,457 2 4 99 13 3 821 10 8 10,552 11 2 25,112 13 8 563 18 0 636 18 6 23,385 9 1 3,725 18 3 860 17 4 ■ South Island Main Lines and Branches 81,206 18 6 Sidings, loadtng-banks, stockyards, crossings, &c. .. Additions to station buildings, extension of stationyards, and other facilities Additional works, water-services, &c, for Locomotive Branch Additional dwellings Cranes, weighbridges, turntables, &c. Additiors to workshops Signals and interlocking Tablet installation Telegraph and telephone facilities 9,021 3 11 34,704 13 9 270 6 5 433 8 5 3,555 11 11 124 0 7 34,375 17 8 1,227 18 3 4,034 16 4 88,347 17 3 Westland Sidings, loading-banks, stockyards, crossings, &c. .. Additions to station buildings, extension of stationyards, and other facilities Signals and interlocking 568 19 7 36,851 5 4 01,798 0 6 Westport 24,377 15 7 Picton Additions to station buildings, extension of stationyards, &c. Purchase of land 71 8 3 71 8 3 178 5 Ii 178 5 6 £238,942 10 7

11

J).—2

RETURN No. 7—continued. Locomotive Branch: Particulars of Rolling-stock, etc.

Expenditure under the Railways Improvement Authorization Act, 1914, charged to Capital Account, for the Year ended 31 st March, 1923. £ s. d. £ s. d. Material on hand at 31st March, 1922.. .. .. .. 11,920 16 4 Expenditure charged by Treasury .. .. .. .. 53,635 18 3 Proportionate cost of raising loan .. .. .. .. 4,126 13 3 69,683 7 10 Less material on hand at 31st March, 1923 .. .. 12,382 9 11 £57,300 17 11 New station and station-yards, goods-sheds, and terminal facilities at Auckland, £ s. d. Wellington, Christchuroh, and Lyttclton .. .. .. .. .. 7,320 18 1 Duplication of line, Horotiu - Frankton Junction .. .. .. .. 268 14 0 Grade easements —Ponrosc-Mercer, Palmerston Nortn -Marton .. .. .. 18,527 11 9 Signalling, interlocking, and safely appliances ~ .. .. .. .. 31,183 14 1 £57,300 17 11 L. Hamann, Chief Accountant.

Description of Stock ordered. Order. Number Incomplete on 3lBt Mar., 1922. Number Number Completed Incomplete on on 31st March, 1923. 31st March, 1923. Expenditure, Year ended, 31st March, 1923. Wagons, bogie, 1915-16 programme Carriages, Classes A and Aa, 1916-17 programme Brake-vans, Class F, 1916-17 programme Wagons, bogie, 1916-17 programme Wagons, four-wheel, 1916-17 programme Fitting Westland and Westport rolling-stock with Westinghouso brake Carriages, Class Aa, 1917-18 programme Locomotives, Class Ab, thiid lot Wagons, four-wheel, 1919-20 programme Locomotives, Class Ab (A. and G. Price (Limited)) Locomotives, Class Wab and Ws, second lot Brake-vans, Class F, 1920-21 programme Wagons, bogie, 1920-21 Replacement of cars written off or sold (difference in value) Replacement of wagons written off or sold (difference in value) Equipment for Royal train Additional seating for cars Locomotives, Class Ab (British contract) Wagons, four-wheel (British contract) Tarpaulins, 1920-21 programme Brake-vans, Class F, 1921-22 programme Wagons, four-wheel, 1921-22 programme Steam-heating locomotives and cars Additional suporhoater gear for locomotivos Replacement of brake-vans written off or sold (difference in value) Eleotric headlights for locomotives Carriages, classes A and Aa, 1922-23 programme Brake-vans, Class F, 1922-23 progarmme Wagons, bogie, 1922-23 programme Wagons, four-wheel, 1922-23 programme Locomotives, Class Ab, fourth lot Alteration of brake-vans, Westland Section Obsolete locomotives written off Sales of locomotivos Workshops machinery D—10 I—10 J—10 K—10 L—10 S—10 V—10 X—10 Z—10 A—11 I > —11 E—11 F—11 H—11 I—11 ,1—11 N—11 P—11 Q—11 R—11 S—11 T—11 U—11 V—11 W—11 30 6 7 7 30 5 229 202 7 5 8 4 20 4 10 1 21* 16 1,887 1,887 30 7 30 229 7 8 20 10 21* 1,887 24 25 27 2 4 16 9 5 £ s. d. Cr. 79 10 4 21,492 14 6 2,886 11 6 3,793 5 0 (Jr. 10,298 6 11 13,238 12 9 68 18 4 21,258 7 10 567 2 3 45,926 8 7 31,853 5 5 1 2 4 Cr. 251 11 3 7,528 1 7 115 9 11 Or. I 0 0 1,885 14 3 290,888 0 11 484,443 8 6 Cr. 6,446 2 1 3,348 7 1 174 18 1 8,457 10 5 934 2 10 230 13 8 3 3 "3 X—11 Y—11 Z—11 A—12 B—12 C-12 D—12 96 4 1 141 504 34 96 4 141 504 10 96 3 141 470 10 239 7 3 7,845 5 6 1,325 5 0 5,986 8 6 18,244 16 0 932 5 11 500 11 0 Cr. 31,270 0 0 Cr. 6,300 0 0 3,506 8 7 10 Total .. £923,026 12 11 Total locomotives „ carriages ,, brake-vans.. „ wagons, bogie „ wagons, four-wheel .. 68 26 126 6 14 11 171 5 2,628 2,127 68 126 14 171 2,628 42 120 3 166 501 *Or •der inon eased hy three.

D.—2

12

RETURN No. 8a. Statement showing Classification of Signal and Electrical Expenditure for the Year ended 31st March, 1923.

RETURN No. 8. Statement showing Classification of Expenditure on Way and Works for the Year ended 31st March, 1923.

Classification of Work. Whangarei. Kaihu. Gisborne. North Island Main Lines and Branches. South Island Main Lines and j Branches. Sections. Westland. Westport. Nelson. Pieton. Totals. Track surfacing Track renewals Ballasting Banks, cuttings, ditches, &e. .. Bridges, culverts, drains Fences, gates, cattlestops Roads, approaches, &c. Water-services, cranes, etc. Wharves Buildings Buildings (architectural) Miscellaneous General charges £ s. d. £ s. d. 9,376 19 6 2,077 7 1 .. 27,061 0 11 218 11 3 2,127 18 2 18 4 802 9 2 71 16 7 4,059 13 7 165 6 4 1,332 11 2 49 18 0 103 4 4 54 0 6 412 19 8 34 2 8 512 18 2 18 16 10 2,257 10 10 357 2 11 72 1 6 155 2 2 2 2 5 ■ £ s. d. 5,990 15 1 274 8 3 1,170 1 5 213 4 9 819 13 3 78 3 1 491 15 3 0 8 1 632 6 2 £ s. d. 181.880 IS 10 90,536 2 0 28.657 1 10 13.748 2 2 54,322 1 9 16,331 12 6 6,687 4 1 11,023 18 2 330 0 10 65,340 18 4 879 10 4 1,702 0 8 4,479 18 3 £ s. d. £ s. d. 174,688 7 4 20,907 it; 10 104,665 4 3 16.272 14 11 7,999 4 3 957 9 3 13.683 1 10 3,534 18 9 23,721 18 7 5.776 18 3 13,243 15 3 2.942 10 11 2,044 15 2 365 0 6 11,354 13 5 1.540 8 5 507 15 5 60,805 14 1 3,617 9 3 920 16 0 193 9 11 2,324 19 9 206 15 2 £ s. d. 4,597 2 4 2,501 17 7 70 8 4 251 7 11 539 3 5 371 14 4 50 6 8 352 17 3 Or. 1,034 9 7 1,440 9 2 £ s. d. 5,370 11 10 535 5 1 54 6 2 1,326 10 1 | 1,064 15 9 987 17 6 77 19 4 92 18 2 964 16 1 £ s. d. 6,660 18 0 872 15 9 28 12 I 980 6 8 869 1 t 238 6 0 69 10 7 156 19 2 825 19 8 1,131 12 3 £ s. d. 411,550 16 10 242,938 0 0 39,896 8 5 35,568 14 7 90,732 3 11 36,317 18 11 9,530 4 3 25.460 12 2 1,161 9 5 136,547 19 1 879 10 4 3,023 13 9 7,284 10 6 20 19 11 23 12 7 36 6 10 72 7 4 77 18 11 5 14 0 13 18 10 Totals .. 48,274 9 2 : 3,050 12 11 48,274 9 2 j 3,050 12 11 9,715 7 10 475,919 9 9 415,960 5 4 | 56,315 12 2 j 9,249 11 7 10,558 12 11 11,848 0 6 1,040,892 2 2 Rate per average mile opened . 603 8 7 152 10 7 603 8 7 152 10 7 198 5 7 417 9 5 291 1 10 358 14 0 256 18 10 204 11 2 211 11 5 343 15

Sections. Classification of Work. Whangarei. Kaihu. Gisborne. North Island Main Lines and Branches. South Island Main Lines and Branches. Westland. Westport. Nelson. Picton. Totals. Signals and interlocking Signals at level crossings Telegraphs and telephones Block working Electric lighting Electric power Buildings Miscellaneous General charges £ s. d. 318 3 1 57 15 10 215 7 9 151 11 1 31 2 0 1 11 8 £ s. d. 0 3 8 £ s. d. £ s. d. 12 13 2 17,162 12 5 1,177 2 1 102 0 6 6,389 16 0 8.943 18 4 3,828 18 8 1,778 7 1 83 19 7 162 12 0 0 16 5 202 1 11 £ s. d. 9,302 15 0 649 18 4 3,635 15 9 4,390 0 4 3,343 1 7 3,127 1 4 69 14 4 140 1 1 283 2 11 £ s. d. 650 0 4 83 16 0 243 I 3 3 11 8 £ s. d. 206 4 1 176 4 0 158 19 7 2 12 6 £ s. d. I 50 1 8 69 13 9 6 10 2 £ s. cl. £ s. ri 33 10 3 27,736 0 0 1,884 16 3 105 19 4 10,778 13 1 13.887 10 7 72 3 3 7.278 17 2 4.905 8 5 153 13 11 302 13 1 0 17 2 496 17 7 5~ 1 2 Totals 775 11 5 775 11 ■> 0 3 8 115 10 1 39,729 8 1 24,941 10 8 985 10 5 544 0 2 120 5 7 212 10 0 67,424 10 1 Pate per average mile opened .. 9 13 10 9 13 10 0 0 2 2 7 0 j 34 17 0 17 9 0 6 5 5 15 2 3 1 2 6 8 3 15 10 22 5 5 I

D— 2.

RETURN No. 9. Statement of Season Tickets issued for the Year ended 31st March, 1923.

RETURN No. 10. Comparative Statement of the Number of Employees for Years 1921-22 and 1922-23.

13

< Description of Tiokots. Number. Amount. Travellers' annual, all lines Travellers' annual, North Island Travellers' annual, South Island Reporters' annual Sectional annual, North Island Sectional annual, South Island Tourist, all lines Tourist, North Island Tourist, South Island School ... Twelve-trip weekly Weekly workmen's All other season ... 14 109 81 98 490 318 337 1,087 73 37,112 127,012 281,220 37,780 £ s. 1,3(0 0 7,396 0 2,045 10 1,226 5 20,333 9 12,540 17 5,476 5 11,483 0 840 0 26,807 19 23,245 18 34,104 13 57,305 11 d. 0 0 0 0 3 6 0 0 0 3 0 9 9 Totals ... 485,681 204,105 9 6 L. AMANN, Chi f Accountant.

Department. CD S s 11(1 a a B a '3 M si g 0 A CO s ■§8| -.So <£lJ cl rt fl U f?3 CO n * © $, Do 33§ a.sa 13 a 3 9 9 ■■-< O I a 1 o g gS «■§ •S-g !n © sh "S =3 1- CD U ■goo gm fi <l o d 3 i/i 9 Yt 5 O CO 9 0 go 1921-22. General Traffic Maintenance Locomotive 5 47 77 51 1 6 13 5 3 21 38 24 432 2,683 1,932 3,007 8,054 125 2,095 1,413 2,284 28 156 259 169 5 75 39 107 4 27 39 23 3 28 45 25 152 190 26 974 ! 5,138 3,855 5,695 Totals 180 25 86 5,917 612 226 98 101 152 190 26 15,662 1922-23. General Traffic Maintenance Locomotive 5 46 102 49 1 6 12 5 3 23 37 25 470 2,594 1,871 3,089 123 2,088 1,378 2,364 5,953 27 153 279 169 4 77 37 109 4 23 38 22 3 29 42 23 153 197 48 1,038 5,039 3,796 5,855 Totals 202 24 88 8,024 628 227 87 97 153 197 48 15,728

D.—2.

14

RETURN No. 11. Return showing Number of Passenger Tickets issued at Cheap Excursion Rates for Year ended 31st March, 1923.

Schools, Factories, and Fbiendly Societies. Holiday Excursions. Gross Total. —School and Holiday Excursions. Sections. Schools, Factories, and Friendly Societies. Children not exceeding 15 Years of Age. Schools only. Senior Scholars over 15 but not exceeding 23 Years of Age and Teachers. Schools, Factories, and Friendly Societies. Adults. Total. Revenue. First Class. Second Class. Total. Revenue. Number of Tickets. Revenue. Whangarei Kaihu Auckland Ohakune Gisborne Wanganui Wellington Picton Nelson Westport Westland Christchurch Dunedin Invercargill 90 700 6,354 1,833 943 10,793 15,094 640 1,555 520 4,400 26,711 7,990 6,093 Number. 90 700 6,354 1,833 943 10,793 15,094 640 1,555 520 4,400 26,711 7,990 6,093 Number. 4 2,006 600 43 2,694 2,618 87 317 52 682 3,995 1,576 1,026 4 2,006 600 43 2,694 2,618 87 317 52 682 3,995 1,576 1,026 Number. 40 494 3,004 480 495 8,253 12,557 30 666 360 4,673 25,752 10,364 6,687 Number. 134 1,194 11,364 2,913 1,481 21,740 30,269 757 2,538 932 9,755 56,458 19,930 13,806 £ s. d. 6 13 6 67 15 10 775 0 2 121 7 8 108 5 5 2,433 8 11 2,385 17 1 55 10 10 130 13 9 59 2 11 814 4 8 5,410 12 6 1,955 5 8 1,904 6 4 Number. 350 12,425 2,471 188 6,032 32,049 958 390 20 1,611 25,168 33,293 4,306 Number. 1,277 571 118,889 14,349 756 36,638 54,777 2,357 2,895 3,373 13,553 70,209 45,878 28,160 Number. 1,627 571 131,314 16,820 944 42,670 86,826 3,315 3,285 3,393 15,164 95,377 79,171 32,466 £ s. d. 894 14 7 55 3 6 75,495 9 3 17,016 9 1 427 4 10 29,072 15 6 74,018 17 9 505 7 4 440 5 1 414 17 2 4,762 17 7 50,379 6 5 46,889 9 0 22,643 1 7 Number. 1,761 1,765 142,678 19,733 2,425 64,410 117,095 4,072 5,823 4,325 24,919 151,835 99,101 46,272 £ s. d. 901 8 1 122 19 4 76,270 9 5 17,137 16 9 535 10 3 31,506 4 5 76,404 14 10 560 18 2 570 18 10 474 0 1 5,577 2 3 55,789 18 11 48,844 14 8 24,547 7 11 Totals .. 83,716 83,716 15,700 15,700 73,855 73,855 173,271 j 16,228 5 3 I 173,271 16,228 5 3 119,261 393,682 j 512,943 323,015 18 8 686,214 512,943 323,015 18 8 686,214 339,244 3 11 339,244 3 11 Total, year ending — 31st March, 1897 31st March, 1898 31st March, 1899 31st March, 1900 31st March, 1901 31st March, 1902 31st March, 1903 31st March, 1904 31st March, 1905 31st March, 1906 31st March, 1907 31st March, 1908 31st March, 1909 31st March, 1910 31st March, 1911 31st March, 1912 31st March, 1913 31st March, 1914 31st March, 1915 31st March, 1916 31st March, 1917 31st March, 1918 31st March, 1919* 31st March, 1920 31st March, 1921 31st March, 1922 31st March, 1923 44,610 39,963 45,748 37,839 38,864 42,506 41,540 50,364 52,742 55,478 48,044 51,031 55,199 53,917 66,381 62,289 63,040 111,029 47,846 43,038 38,477 591 Nil 38.357 94,175 76,537 83,716 |" 5,993 5,398 6,192 5,616 5,602 5,736 6,048 6,975 7,359 7,715 7,837 8,163 9,266 7,811 10,799 8,924 9,723 18,246 7,974 8,198 8,788 124 Nil 3,968 12,346 13,835 15,700 -I i ! - — _ 1 _ 33,925 35,064 39.955 31,164 34,550 37,708 41,555 54,344 53,558 57,027 39,783 53,886 52,579 53,677 66,695 63,612 61,134 59,712 48,197 36,091 32,901 743 Nil 42,461 70,794 71.852 73,855 84,528 5,616 2 8 80,425 5,569 18 1 91,895 6,215 11 8 74,619 4,752 3 10 79,016 5,234 16 8 85,950 5,466 16 9 89,143 6,050 11 3 111,683 7,424 19 7 113,659 7,490 16 0 120,220 7,882 16 1 95,664 6,514 18 4 : 113.080 7.604 10 4 117,044 7,641 5 10 115,405 7,964 15 7 143,875 9,488 14 7 134,825 9,702 15 3 133,897 9,509 8 7 188,987 13,235 8 4 104,017 7,919 1 9 87,327 6,072 18 9 80,166 6,159 17 1,458 131 6 7 Nil Nil \ 84,786 7,173 12 2 ; 177,315 14,966 19 8 162,224 14,955 1 5 173,271 16,228 5 3 58,464 66,012 70,531 81,528 87,544 95,628 84,448 100,417 100,968 110,823 125,280 113,617 122,312 128,277 107,208 135,590 159,730 131.416 144,260 136,401 168,098 20,148 Nil 76,713 146,404 109,414 119.261 313,724 383,569 411,747 501.176 541,624 588,813 517,566 594,967 592,485 626,852 731,132 618,518 667,867 735,561 576,251 704,883 804,965 683.851 782,355 763,690 735,468 110,482 Nil 260,159 524,246 338,791 393,682 372,188 63,439 0 0 456,716 449,581 80,822 8 1 530,006 482,278 84,794 15 6 574,173 582,704 96,154 7 5 657,323 629,168 102,932 10 9 : 708,184 684,441 136,813 0 1 770,391 602,014 103.279 8 6 691,157 695,384 125,624 4 0 807,067 693,453 130,068 16 9 807,112 737,675 140,939 18 3 857,895 856,412 194,185 2 9 952,076 732.135 141,519 16 11 845,215 790,179 166.471 6 3 907,223 863.838 211,133 6 10 979,243 683,459 155,444 10 11 827,334 840,473 206,472 13 1 975,298 964,695 271.611 17 7 1,098,592 815,267 210,109 0 9 1,004.254 926,615 259,547 10 6 1,030,632 900,091 269,097 16 0 987,418 903.566 313,006 7 3£ 983.732 130.630 62,968 15 11 132,088 Nil Nil Nil 336,872 161,401 18 3 421,658 670,650 371,525 9 4 847,965 448,205 242,464 18 6 610,429 512,943 323.015 18 8 686,214 69.055 2 8 86,392 6 2 91,010 7 2 100,906 11 3 108.167 7 5 142,279 16 10 109,329 19 9 133,049 3 7 137,559 12 9 148,822 12 4 200,700 1 1 149,124 7 3 174,112 12 1 219,098 2 5 164,933 5 6 216,175 8 4 281,121 6 2 223,344 9 1 267,466 12 3 275,170 14 9 319,166 4 10 63,100 2 6 Nil 168,575 10 5 386,492 9 0 257,419 19 11 339,244 3 11 • The issue of school, factory, friendly-society, and holiday excursion tickets was suspended in connection with staff-saving time-table on 23rd April, 1919.

15

D.—2

RETURN No. 12. Statement of Revenue for each Station for the Year ended 31st March, 1923.

4—D. 2.

0UTWABD - " INWARD. u ,„ ti Number of Tickets. Number Bh Timber, . . of r.ttio Hundreds of Other Ordinary Season „ , „ Luggage. ,, . ... „ Hents and Total Value Sheep „ il . mb , er ' . Stations. First- First- Second- Second- Season • £.Superficial Goods. Passengers. Tickets. Parcels, <fec. Mails, &c. Goods. Miscellaneous, commission. forwarded Cattle. and Hundred sof Other class class class class Total. Tickets. Pl 6 s - Feet. lorwaraea. Superticial Goods. Single. Keturn. Single. Return. Feet. North Island Main Lines and Branches— North Island Main Lines Auckland (Coaching ctr. mc no ncn „ _ Number. Tons. £ s. d. £ s. d. £ s. d. £ s. d. £ a. d. £ s. d. £ s. d. £ s. d. Number. Number. Tons and Branches— irw \ " 65,035 28 > 953 256,872 248,o86 599,446 19,856 .. .. .. .. 251,304 13 1 22,642 6 5 21,800 6 9 9,429 9 3 Cr. 160 10 0 838 18 6 914 1 4 306,769 5 4.. . ,, , /r , ,. . Newmarket " * a™ A' " " " 324 8,307 24,998 274,667 .. .. .. .. 290,448 2 5 3,820 2 6 7,914 0 7 302,182 5 6 800 4,220 139 935 117 (Coaching). Mount Fden " " i40.743 59,264 112,807 9,750 15 1 2,251 5,954 13,481 19 1 2,080 11 3 524 13 2 159 8 3 11,546 17 8 238 3 0 2,091 15 3 30,123 7 8 10 73'466 ~3o'«2t' V " t ( Goods )- Avondalo " " 28,809 49,527 81,097 6,408 156 395 3,377 23,735 6,262 3 3 1-196 16 6 176 2 8 40 15 1 5,385 5 11 332 3 0 371 5 0 13,764 11 5 990 326 90 415 5s'fi44 mTS, 088 303 38,585 111,710 151,186 44,168 299 63 277 47,409 7,963 18 1 6,478 4 7 422 6 2 33 2 11 9,866 12 2 81 11 4 100 18 11 24,946 14 2 801 4 20,'046 8108 Avondate ' HefenTvX " " « n«o o 7 66,905 91,970 12,123 1,243 8,321 53,745 6,559 7,718 7 0 2,668 0 1 1,180 6 1 23 9 4 8,265 13 8 46 16 0 105 18 2 20,008 10 4 411 2,895 18 989 15 494 twi WelWbrd " " '«*« 2 'J 23,0 i 5 24,617 56,709 450 5,960 42,698 23,368 11,402 iO.145 16 4 382 0 7 1,770 7 10 68 3 7 15,869 19 2 121 9 8 242 11 6 28,600 8 8 1,570 6 053 4'444 05*249 K'T" Maumraturoto " 9 595 3,927 2,727 7,715 100 3,924 16,548 2,168 2,026 2,065 3 5 62 10 0 390 0 9 10 10 7 4 283 16 0 13 4 7 72 15 0 6 898 0 4 1 023 5 746 J 260 ' WeSrH Remuera " o'™ At] I'oil 2,725 12,292 " 10,683 40,669 " 731 4,755 3 4 • •• 194 7 2 9 11 11 7J07 1 6 1,187 6 7 9 10 0 13,2G3 0 6 1,243 1886 I 152 5 840 H "' 803 4,024 6 > 80 ° 117 20,749 3,528 330 157 55 323 890 2 2 1,587 0 0 198 14 2 7 11 4 627 18 2 36 12 10 76 10 0 3,424 8 8 1,260 1,328 15,656 Remuera Ei r Si^ ne " " I'Vf- Jn'™! ? 0, I 3 I 42,617 82,214 10,756 •• •• 63 51 3,687 10 8 2,844 12 7 62 17 7 13 19 2 84 15 5 18 5 2 5 16 6 6,717 17 1 2 .. 10 878 <> 639 Penrose " " 2, «« o 1 2 , ~ 26 19,23 ? 57,063 89,868 12,950 23 .. 103 233 4,548 10 4 2,993 17 9 2,233 13 4 13 10 8 199 19 3 20 11 11 75 0 0 10,085 3 3 57 2 4 033 3*000 EUerslie Onehun"a Town " o'oon 22, 1 02 35,061 5,205 928 10,728 998 95,097 2,250 5 3 949 11 2 107 17 9 13 8 2 39,356 19 5 7 3 5 32 10 0 42,717 15 2 41,047 298,176 7,223 5l'040 Penroo Onehunga Town .. 532 491 9,330 12,424 22,777 13,188 15 .. 1,097 4,179 1,495 2 10 2,002 3 9 183 1 1 16 7 10 1,095 16 2 22 8 4 124 10 0 4 939 10 0 57 152 18 68] 33 034 OnehunLa Town " han 394 6,597 33,748 .. .. 26 19 5 3 13 8 6,693 13 3 860 3 10 .. 7,584 10 2 27 330 3 >9 37! 052 „ Wharf. Panatoetoe " " 85,770 113,941 15,114 1,830 26,711 419 40,299 9,191 6 9 3,345 11 10 297 111 53 0 9 32,957 16 1 181 7 1 72 16 6 46,099 0 11 14,476 94,630 6,562 57 432 Otahuhu Pawkura " " 9 III I'Ztl lo'.tl 47,606 63,262 5,297 461 1,821 650 4,573 5,297 19 8 !> 521 2 2 M 87 3 2 33 7 7 1,351 12 5 25 19 1 57 17 2 9,475 1 3 731 12!488 n'<)96 Pamtoet'oe jjrurv ' " QKfi 99= 68 > 148 102,683 7,708 1,228 18,239 405 6,462 12,336 19 10 2,008 17 0 1,006 11 2 73 14 8 2,289 10 10 52 18 10 23 8 7 17,872 0 11 1,551 12,219 8 773 n'l66 Parakma ' 366 i — 6 6 > 213 7 > 798 14,602 182 593 11,874 1,940 4,039 2,040 16 10 121 12 2 947 0 8 15 18 0 3,497 14 8 42 13 3 25 0 0 6,690 15 7 925 3,561 2,319 5'984 Drujy. Pukekohe " " ,111 „H! 6 5 - 230 13,637 32 552 4,140 20 718 3,416 2 10 21 5 0 192 11 3 11 19 1 804 18 4 10 18 9 1 0 0 4,458 15 3 186 4,909 6,060 14 721 Waiuku Tuakau " " "'77? 'aII 2'™ 4, S 39,428 272 4,347 11,157 270 13,282 9,141 4 6 177 10 5 665 10 2 101 12 1 12,929 13 11 60 17 5 607 11 7 23,684 0 1 3,074 5,070 11,567 23'.558 Pukekohe p okeno " " 774 455 7,609 '> 037 15,875 462 3,327 38,479 193 7,336 3,289 14 6 219 14 7 242 8 11 34 16 5 5,500 8 6 55 6 5 91 15 1 9,434 4 5 517 9,630 2,687 8 133 Tuakau Mercer " " 4,763 3,909 9,025 193 832 5 > 225 146 668 1 - 498 17 8 81 4 11 828 2 1 9 1 0 901 3 0 33 18 4 .. 3,352 7 0 537 3,076 748 2'971 Pokeno' 6 4 618 7 - 325 5 > 978 14,535 101 18 865 16,081 5,144 3,020 17 7 91 12 0 330 4 11 29 6 1 4,444 12 6 14 G 1 27 7 0 7,958 6 2 79 793 903 2,727 Mercer." Huntlv Whata " 1 «7 1 iS -2-52 -' 979 5,773 47 3,619 30,360 3,432 6,792 1,530 17 6 30 0 0 1,812 0 8 12 2 2 5,387 8 5 17 4 11 28 0 0 8,817 13 8 1,673 12,188 3,026 5 148 Te Kauwhata Taupiri " " 9SQ I'onc 24,975 55,492 8,727 786 5,231 426 353,821 10,703 11 0 2,066 4 5 611 13 8 86 13 5 186,028 16 3 1,736 3 1 258 3 8 201,491 5 6 847 4,085 9,726 1" 785 Huntlv N"aruawh'a " " , f loo 5,206 2,460 8,242 165 948 9 > 036 55 2 . 4 56 1,664 0 5 107 10 0 807 17 8 16 3 2 2,758 4 10 19 15 7 0 5 0 5,373 16 8 357 2,100 3,706 .".'fill Taupiri' Frankton Junction " JHof 6,177 20,909 76 2,311 19 ' 952 304 88 4,651 17 0 38 13 9 337 9 11 72 1 5 43,284 14 2 615 18 2 145 18 0 49,146 12 5 864 13,021 5.421 13' 135 Ngaruawahia Junction .. 12,425 3,778 76,728 28,403, 121,334 86 11,731 71,016 1,763 17,533 46,978 9 9 316 17 0 1,867 5 5 762 17 1 29,256 10 11 591 3 2 511 3 2 80.284 6 6 4,813 40,593 73,577 33|976 Frankton Junction. SSbridee " " 9'qqo 46 ' 3 Z° 13,096 71,486 589 2,347 15,032 8,125 15,137 2 4,140 IS 3 1,289 9 10 3,792 1 4 644 7 4 20,847 3 11 282 2 11 2,186 7 2 53,182 10 9 642 749 53,667 41 639 Hamilton MorrinsviUe " " 2 'a79 , S o 11,452 35,232 225 1,774 14,693 9,646 1,617 8 > 948 13 6 150 0 4 1,501 12 3 139 13 0 4,732 19 1 109 12 9 628 11 1 16,211 2 0 1,534 7,279 10,447 25 972 Cambridge Matamata " " 1,03 X 20,56 f 14 '°° 5 38 ' 073 478 7,022 43,689 7,021 14,133 9,159 7 7 362 0 9 2,749 1 2 193 5 1 29,536 14 1 83 8 11 158 4 0 42,242 1 7 1,827 13,135 24,711 27 580 Morrin«ville Putaruru " " I07 ' 24,438 195 6,094 21,606 5,102 3,985 8,208 16 2 171 3 11 2,106 16 1 90 0 6 9,613 11 2 90 12 3 132 14 7 20,413 14 8 1,697 9,887 11,432 28 97' Matamata 1,-04 327 12,340 4,931 18,802 225 1,008 3,940 112,457 2,099 5,614 2 8 246 14 9 641 1 6 52 16 5 21,409 15 7 55 13 1 350 15 0 28,370 19 0 1,445 6,830 2,949 19,701 Putaruru. Rotoraa 1 " " « s?9 , ?}! 2,6 1! 4,426 7,489 233 3,178 6,032 96,956 4,117 1,862 8 7 144 8 6 171 9 8 10 3 4 21,886 8 4 8 17 1 * 123 3 10 24,206 19 4 628 972 396 1,810 Mamaku Te Aroha '" " q'sfq 'q}o IHn? ' 74 ° 752 4,153 17,288 1,866 1,244 31,425 19 4 427 9 8 1,138 17 8 319 4 5 6,192 14 9 167 19 11 464 0 6 40,136 6 3 4,248 7,297 12,365 15,306 Rotor.ia Paeroa "• " H}? 919 29,368 18,691 52 - 79 7 892 817 3,599 4,768 14,296 12,458 8 1 351 12 2 918 11 10 143 3 5 6,336 18 1 210 19 0 439 18 11 20,859 11 6 1,689 6,297 11,438 27 975 Te Aroha Waihi " " i'IJ 999 29,90 : 23,465 57,079 1,496 3,091 13,716 8,416 16,593 10,657 15 5 677 1 5 856 18 11 101 17 2 10,022 11 2 113 5 6 245 6 0 22,674 15 7 997 2;360 10 651 pLroa 1,834 756 15,034 16,973 34,597 646 247 532 .. 3,599 9,637 13 9 243 2 2 711 4 10 94 2 7 1,386 11 9 25 1 0 111 16 5 12,209 12 6 1,176 4,175 10,084 20,501 Waihi. Thames S ° Uth " " T'om 337 } 4,394 3,578 20,365 625 • 1 448 202 1,509 5,073 10 4 350 16 3 498 0 0 60 6 9 2.649 12 9 11 16 0 17 0 0 8,661 2 lij 246 324 8,656 2 675 Thames South 1,923 458 14.679 9,043 26,103 51 35 135 470 1,907 5,298 8 9 158 6 1 776 1 3 67 8 7 3,480 19 4 18 19 11 74 17 6 9,875 1 5|! 1,411 4,866 3 492 6 06» Thames Te Awamutu *' " 9 III n 107 2,932 2,427 5,638 33 ! . 287 10,231 406| 590 907 13 8 24 4 0 1,095 11 8 13 15 8 1,690 12 0 24 16 10 8 0 0 3,764 13 loi 1,222 8,500 1,630 5,190 Ohaupo Otorohanea " " ill 8,553 28,725 205 2,648 15,748 4,409 3,728 9 ' 993 15 0 145 ,9 10 3,913 0 7 139 8 3 6,011 16 5 133 6 7 76 15 4 20.414 2 O! 2,266 11,162 15,631 23 291 Te Awamutu Te Kuiti " tail 1 52 „ 8,126 5 ' 3 ° 0 , 14,675 280 1,654 13,046 26,145 32,504 3,870 16 0 202 4 3 393 13 4 69 4 7 14,135 5 10 87 7 8 98 3 10 18,856 15 6j 901 5,577 8,706 10 789 Otorohanca Onirarue " " ffiA ' ,4 1 7 * 54,492 451 6,769 71,340 59,033 16,261 17,393 19 1 470 14 7 1,821 17 0 238 15 8 24,264 8 9 213 12 6 632 10 10 45,035 18 5 3,248 22,133 8,168 14 321 Te Kuiti ° ' Ungaru .. .. 164 64 6,350 6,055 12,633 149 2,720 24,390 74,725; 2,056 2,768 15 5 82 16 0 328 2 3 15 10 4 19,714 8 0 96 6 4 170 14 1 . 23,176 12 s| 1,733 10,936 2,167 8,593 Ongarue. ?anm!run,d " " j. 9*?7 aAf* 2,522 94 108 5,869 69,627 4,193 225 10 4 41 ,8 3 61 19 7 2 5 5 18,946 10 9 1,677 2 8 70 8 3 21,025 15 3 434 327 265 3,916 Taringamotu. Waimarino " "' If '525 120,748 6 1° 3,190 56 < 21s 110,785 10,256 30,363 10 0 427 2 6 1,385 14 2 321 2 7 38,962 3 0 2,285 2 3 529 4 6 74,273 19 0 4.511 19,812 8,793 11,503 Taumarunui. Ohakuile " " Vsw ,}'«}? „ VI f'S! 5 516 20,174 137,703 7,124 1,403 15 9 3 2 6 345 18 5 17 18 9 39,249 5 10 35 8 5 343 17 6 43,399 7 2 552 4 066 6 430 6 754 Waimarino. Ohaknne .. .. 3,890 1,981 31,211 20,919 58,001 26 207 4,651 280,437 6,634 15,551 4 0 264 12 4 555 14 4 165 10 10 66.011 6 2 442 14 0 1,009 0 10 84,000 2 6 650 401 1 078 2 922 Ohaknne Raetihi .. .. 859 113 8,441 2,659 12,072 143 695 55,874i 49.333 3,597 1,996 9 0i 115 8 9 300 5 9 56 14 9 18,840 14 2 58 11 2 185 12 6 21,553 16 1 1,669 13,985 2,'.374 Raetihi. ' Rangataua .. .. 434 439 5,686 5,248 11,807 69 430 1,765 43,855 3,139 2,726 12 4 47 10 0 161 7 10 14 14 10 11,727 9 11 53 7 11 177 6 0 14,908 8 10 545 3,377 745 3,164 Rangataua. Matf™ •• •• 283 613 2,385 2,817 6,098 183 932 45.655 76,994 4,646 735 1 7 115 0 0 413 6 11 8 13 10 22.729 18 6 68 15 11 216 7 5 24,287 4 2 348 3,171 630 8 988 Mataroa T«hape •• 5,846 3,04o 26,822 12,320 48,033 77 1,181 53,933 10,659 2,842 14,672 11 8 142 17 2 1,276 9 11 261 7 3 9.884 12 8 148 1 8 540 3 6 26,926 3 10 493 11,950 4,809 8 922 Taihape S tlku -- . •• •' 3 o 8 6 ? 9 2,482 3, 1 30 6 ' 599 •• 768 28.526 29,315 6,696 776 17 3 .. 154 6 8 13 8 1 17,574 19 11 13 18 8 26 10 6 18,560 1 1 265 23,469 10 629 2,334 Utika! Mangawekd .. . •• 699 469 2,499 2,461 6,128 20 790 44,405 2,736 12,766 1,693 9 0 4 3 9 406 14 0 25 15 11 5,834 0 7 407 0 4 115 7 0 8,486 10 7! 984 5,327 748 Mangaweka. Hunterville .. .. 1,586 535 9,269 4,910 16,300 74 1.829 93,976 18,357 4,688 4,458 6 3 109 15 10 690 16 11 68 1 6 14,305 13 11 51 17 0 81 6 8 19,765 18 1 1,558 16,403 1,304 6,346 Hupterville. ' i •' : ■j 1 " in'«l ? 5,683 J 1,3 ? 3 I?' 7 ! 4 93 1,992 79,731 1,365 15,079 22,029 11 9 292 19 3 1,536 17 10 521 16 8| 17,419 15 3 275 16 9 412 18 5 42,489 15 11 1,051 55,562 11,.544 12,821 Marten. New Plvm'th 46,-43 15,516 74,404 .1O8 271 2,352 1,809 64,130 25,547 13 11 774 14 9 1,939 5 1 331 18 8 38,190 14 11 3,125 13 8 791 17 4 70,701 18 4 1,579 9,216 40,554 76,447 New Plymouth. WaTtara (Breakwater) 880 39,143 .. .. .. .. 11,391 5 1 .. .. 11,391 5 1 .. .. 134 21 967 N.P. (Breakwater). Inelewood 1 ±il «o ® ,6 ?i l?'? 10 229 807 ",411 29 11,615 8,268 19 4 165 9 6 261 17 3 36 2 5 7,491 4 5 161 16 2 158 17 1 11,544 6 2 6,467 97,670 4,330 15 769 Waitara. Ta r iki " " 339 12,028 6 ' 358 20,195 405 3,667 12,524 275 7,383 4,200 13 4 323 9 8 528 17 7 45 3 6 5,646 9 4 46 5 3 44 11 6 10,835 10 2 768 8,007 4,158 8,764 Inglewood. 1 " '• 127 65 2,560 2 > 037 4- 789 86 136 1,544 .. 2,753 717 9 3 58 2 6 106 0 3 4 8 4 990 4 7 4 6 0 15 1 0 1,895 11 11 47 740 409 Tariki. S " *' 4 433 1 !2S - , 2 ? 1,247 58 2,436 940 8 5 I 90 16 0 60 15 2 6 2 10 1.745 15 2 7 4 11 22 14 9 2,973 17 3 14 417 120 1,781 Midhirst. " " ' w 1 ? ,0 11 43,952 600 6,151 3*. 061 2 - 698 8 - 46 l 1°,046 6 9 422 1 10 1,272 17 3 174 9 3 10,512 10 5 154 11 7 4,512 11 1 27,095 8 2 1,238 6,871 7.967 20 146 Stratford. Whamramomona " 1,533 1,483 3,173 37 229 6 - 2 °3 3,554 3,400 648 0 8 24 12 10 505 6 2 3 5 9 1,905 19 8 718 15 1 10 10 0, 3,816 10 2 506 2,851 1,608 3,569 Te Wera. Whangamomona .. 719 314 7,971 5,704 14,708 23 605 33,522 178; 692 3,060 18 5 16 5 0 410 10 2 18 9 0 2,752 5 2 78 16 5 61 0 0 6,398 4 2 1,473 2,081 1,612 4,623 Whangamomona. £,ltl,am " •• 2,568 778 15,363 S. 247 26,956 287 1,991 25,167 6,998 11,917 7,021 13 4 243 18 6 705 17 8 124 2 3 12,530 17 4 177 8 9 216 9 0 21,020 6 10 495 4,451 38U.37 14,902 Eltham. Noraianby .. " .J" » 4,187 3.672: 8,126 159 521 4,442 .. 4,196 1,417 17 4 100 2 0 147 14 4 15 7 6 3,407 3 4 28 1 4 30 10 0 5,146 15 10 129 2,996 1,205 6,511 Normanby. " " ,''w 'S 16,4041 63,769 i 363 8,998 43,091 2,781 13,687 21,5M 7 9 463 15 10 2.191 S 2 276 19 1 14,930 2 4 209 18 4 190 10 4 39,767 1 10 1,780 24,380 27,469 39,530 H^wera. " " }"?M ™ i' 458 3,881 13,292 257 904 8,852 246 12,094 3,827 4 0 138 19 4 733 3 7 46 14 3 14,329 19 6 355 4 4 238 1 8 19,669 6 S 1,347 32,144 4,173 23,596 Patea. wLtetefa " " *22Q SS f'to, ?' 86 ? 2 ,7 f 8 7 t I'"® 34,111 15 1,842 2,935 18 9 48 15 10 909 6 10 43 13 5 3,246 14 9 25 4 5 3 1° 0 7,21S 4 0 1.639 20,923 7 292 5 774 Waverley. Waitotara .. .. 229j 106 1,893 1,761 3,989 5 2,000 48,414 12 779 934 13 9 3 2 6 457 2 9 13 7 4 3,141 1 0 7 10 6 1 10 0 4,558 7 10 441 17,507 401 Waitotara. - " 2 158 «« 8 I 7 44,255 " ! 666 433 4 9 11 17 6 446 16 6 5 5 7 2,234 4 4 6 0 7 g n «| 3,147 6 9 512 6,138 508 2,232 Kai Iwi. mnganrn " " u'S? , St ,3 « i , 825 23,974 90 6,154 6,989 17 9 20 4 5 329 0 2 149 6 2 4,568 2 10 49 2 0 124 8 8 12,230 2 0 702 8,830 9,259 8,537 Aramoho. w anganui .. U;0 21 3,860 50,283 18,8361 87,000 164 1,713 33,860 7,839 15,116 34.318 5 3 1,510 16 2 4,163 16 11 837 10 4 23.547 19 8 4,313 16 0 2,563 16 8 71 256 1 0 4,438 287,221 47 867 36 851 Wanganui. Fordell " 'inrJ * - -• •• 3 1 52 3,400 32,526 .. .. .. .. 18,608 13 5 5,557 15 9 .. 1 24,166 9 2.. .. 46.137 7,674 Z Wharf. •• •• S 00 ! H 6 2,992 861 4,269 81 1,066 34,002 34 1.820 700 0 4 67 1 6 436 7 0 13 13 2 2.680 7 6 9 6 5 6 10 0 3 913 5 11 693 20,493 1 839 2 269 Fordel!

16

D.—2

RETURN No. 12—continued. Statement of Revenue for each Station for the Year ended 31st March, 1923-continued.

OUTWARD. INWABD. Nombeb op Tickets. Timber, Stations, — Plrgt- I BMond- 'g tgfe * *» MB —' — JSBt Wtt — (rf »| class class class class Total. Tickets. i Feet. Single. Return. Single. Return. ' I | ; < 1 : * - ; i j I j North Island Main Lines North Island Main Lines j ; | , I : T . n . and Branches —contd. and Branches —contd. Number. 1 Number. Tons. £ s. d. £ a. d. £ s. d. £ s. d. £ s. d. £ s. d. £ s. d. £ ». d. i'sqg t i ■ m . n , a , ma a 0Rn 7fi , ORO -ir. 47 o 58 3 008 1 022 4 4 58 9 6 489 7 4 18 9 4 3,256 40 9 14 0 500 4,859 8 6 369 9,840 1,539 1,839 Turakma. Turakina .. .. 308 80 4,0o8 1,609 6,060 0 1,-60 It 9Q 2 ' 5 g 5 ' 991 10 5 9 7 6 179 2 3 21 10 9 3,803 9 7 21 4 6 22 17 3 5,049 : 2 3 280 22,165 1,253 3,005 Greatford. Greatford .. .. 4/2 264 -,630 1,21- 4,613 12 ,f0 , - , 1 314 19 11 113 13 7 78 10 5 16 18 8 8,104 15 4 5 8 9 64 13 0 9,698 19 8 82 15,130 323 1,831 Halcombe. Hacombe .. .. 196 163 3,582 4,4|2 $,393 165 (38 8,.■ »- -,. , l 5 'l00 10 0 ! 178 0 3 1,343 19 5 320 10 11 21,444 10 6 111 16 9 355 8 1 38,854 15 11 3,181 92,648 27,093 19,945 Feilding. Palmeraton North ". 1 OO'.WS 61 $0 m'™i 7 _ 33 Ifm, 2; 8 73 ; 26',109 63,518 8 10 2,090 19 10 5,957 17 7 1,998 9 6 39,259 6 7 421 18 10 1,450 18 8 114,697 17 10 3,374 61,162 76,251 58,155 Palmerston North. 9-0 a SRI 1 7ko i, 001 ,4 26fi 23 398 366 1 490 1 410 17 8 44 10 0 250 6 11 24 9 7 2,669 2 9 21 2 10 69 3 3 4,489 13 0 266 3,962 930 2,169 Ashhurst. Ashhurst .. .. 339 2o9 4,864 3,7j>9 9,221 54 26 > 3,9 , , 3 , 7g 4 ? S 62 17 1 19 4 5 21,279 5 5 17 16 8 133 2 2 24,547 12 7 1,105 81,059 1,457 6,2,9 Longburn. FoxtoT" :: :: 782 280 ll',m lilt Ks 225 : * 1,005 s',274 2,540 17 8 186 13 0 373 8 11 23 15 8 6,942 11 8 1,439 10 0 284 5 7 11,791 2 6 340 3,571 8,693 15,557 Foxton. | : ! • Shannon .. .. 1,164 724 9,374 10,613 141 19,186 830 5,331 15 0 102 7 9 ■ 424 * 9 « 18 4 7,699 * 3 82 9 . 5 49 10 10 £842 13 4 576 £138 5,283 gannon. FFv m :: : i M li Is is 'fe s?s ,'s s-is km is isn ksbi st j s i ! s .jss : is is s as is s SSS :: S:«S K:SE fcffi SSw ?« s:«3 « w» • *• ■ « 2 «'» > »» < •»» > •.*»» » a- 372 »" m "■< 182 "• 094 Tliorndon (Coaching) .. 100,253 158,8jl7 W.N. Jl.« ' . .. ' .. ■».»} » j» i® !? ! »-«" ] | »•» J» \ £ '« ,} J S i? J I « U ! '£«? * ' " " " TSSS"^ Lambt.ou (Coaching) . 28,074 81.816 86.583 234,0.0 430,53- 2.,856 .. .. 27 630 "O' 895 ' " 220,745 2 10 2.764 6 10 5,543 12 7 229,053 2 3 1,714 681 135,818 178,063 Wellington (Goods). Wellington (Goods) ... .. i.. •• ••! •• •• I 1 331 27,b39 " \ " / _ 278 6 8 .. .. 278 6 8 .. .. .. 30,972 „ (Wharf). NgaW°ni? ? :^ Ce I!, 15 '5s3 ' 654 'IS \l'S 5S !"53 '1,455 " ii.UW 14 " 1 0 *19 11 i' 2 9 \l£ ! 11 "o I 9 " I I U.Oll 337,043 " 14 ' 7,003 Petone .. 3,386 25,191 24,695 130,g 1H.M 40,805 51 2,301 202 12 311 15 0 6 836 18 6 13 G 122 3 I 4 1 J7 19 1. 5 12,038 485,089 35,152 22 ; p^Hutt. :: 413 <.% i. SiS . «10 42107 s 1? 2 .« Serston "l l, 8 ll .8.147 6.M2 19.7OT " i?2 6,876 139,578 '7,538 7,634 6,313 15 4 144 6 5 1,391 2 5 115 15 9 14,946 2 5 113 14 7 121 6 11 23,146 3 10 675 11,436 5,108 9,467 Featherston. „ . no, on, , 19 . , ri| fi n -n fi6 8 024 2 309 2 044 0 11 43 7 6 215 6 3 25 8 5 2,717 1 3 8 13 11 5 1 11 5,059 0 2 103 2,678 387 3,152 Grejtown. Grey town .. .. 923 681 2,725 1,741 6,0.0 9 45 '. g .,' r)17 "797 13 ' 798 5 160 9 1 65 10 6 605 5 9 110 5 5 22,581 10 8 27 14 3 122 15 0 28,673 10 8 1,174 40,883 7,349 11,,19 Carterton. Carterton .. .. 2,825 1,215 9,656 4,11/ 17,81o 1 -,53 20,855 12 0 636 19 1 1,700 8 6 343 1 4 20,972 0 4 168 9 5 371 5 8 45,047 16 4 1,441 13,784 19,553 28,453 Masterton Masterton .. .. 10,883 4,390 25,712 11,283 52,268 153 5,460 1Z4 ,JM a,yuo ' 267 17 4 8 6 3 2,569 13 2 3 15 11 69 11 0 3,660 17 10 149 539 894 1,066 MaunceviUe, wESES? :: :: *i» « «£» *'$* IS « i,m iS *.m IS 3.1! « I an 8 »isu 52197 7,37283 MU » 4099 11,039u 8 233 4,512 8 88 3,565 E ketah„n a . . llfi M ,009 ,004 9707 04 10 o 3 241 136 1,583 640 10 2 23 2 6 298 5 10 8 19 2 1,316 8 10 2 17 3 26 4 2 2,316 7 11 49 662 1,349 1,255 Hnkanui. Hukanui .. .. 116 65 1,33- .,,9/ 3 103 3, , 15 3 6 532 12 5 85 4 6 8,706 18 10 46 17 10 208 18 7 14,377 18 5 1,571 4,587 7,522 6,215 Pahiatua. Pahiatua .. 2,366 o74 6,660 3,-06 12,806 13 -,053 53,810 1, ' n 216 0 10 19 13 4 5,113 1 4 6 15 4 70 0 5 6,327 17 2 106 808 239 1,796 Maingatainoka. Maingatainoka .. 270 86 1,391 803 2,550 . 3/2 30,107 g g 7Q g , nc lg - g , 512 8 6 38 4 0 229 1 8 17,721 12 11 700 4,787 795 4,497 WoodviUe. Dan°ne"!r e ke !! S S 26',305 ll'S 274 t'lm 83 [540 5! 063 14,472 14,240 16 7 336 5 2 1,287 18 6 251 19 8 19,357 7 6 212 15 4 218 10 11 35,905 13 8 893 6,538 15,803 13,037 Danne^irke. , ... A77 9,9 , 771 , fi7 o O too 71 , QfiE m 618 2 004 3 693 1,921 12 2 46 17 6 130 5 11 28 10 6 8,106 3 0 60 3 5 80 13 0 10,374 5 6 1,106 8,476 2,369 2,689 Ormondville. OrmondviUe .. .. 4/, 212 3,771 3,6/8 8,138 7 1,855 ■ , 2.366 15 7 67 19 2 340 7 1 34 6 8 7,401 6 10 18 11 8 19 9 8 10,248 16 8 874 11,199 911 1,954 Takapau. Takapau .. .. 908 313 3,845 3,001 8,06/ 12o 681 » ' • 3 ' 584 8 602 15 8 85 2 2 856 3 8 129 17 6 9,963 14 7 181 17 7 542 12 6 20,452 3 8 1,271 15,795 10,555 9,217 VJaipukurau. Waipukurau .. 4,201 1,339 16,584 11,891 34,015 64 3,1/4 57 , 4.494 19 1 75 11 8 410 1 6 70 9 9 6,122 13 7 14 17 0 17 7 6 11,206 0 1 157 1,539 678 3,953 VVaipawa. OtenT a :: :: nt 2 8 58 l:Z 3:855 IS m| 3 ,%l ™ l,™ l.«n I 9 76 8 9 201110 »18 2 Il,906 16 0 7 13 7 4 0 0 13,894 0 1 418 4,286 607 4,745 Otane. XT .• 11 410 ,9 47, 47 991 S 9 0fiq 153 370 2 303 266 34 311 277 24,942 31,834 8 3 1,800 1110 3,135 17 9 476 19 10 27,044 17 10 307 4 1 1,954 17 11 66,554 17 6 4,027 100,078 25,068 33,698 Hastings. Hastings .. .. 11,413 12,473 47,221 82,269 lo3,376 2,.03 266 34,31 M M a w. x 6 ' 144 7 „ 3437 10 ,430 1 9 6 3 9 8 11 0 12,556 5 9 1,811 342,367 2,880 8,206 Farndon. ?> rndon •• ■ ,H?7 4?'4q! 54*207 126' 2 914 22 7 371 'l79 8 770 44.691 13 9 2,351 16 3 2,728 18 3 609 2 10 9,237 19 4 564 3 11 552 8 9 60,736 3 1 293 32,928 18,319 23,/46 £ap'er " " ' ' 22 203 4,621 36J46 . .. 102 6 11 .. 20,149 7 6 962 19 6 76 0 0 21,290 13 11 309 7,288 8,278 39,380 Port Ahunn. Chief Accountant .. 2,784 4 1,893 6,743 11,424 379 .. .. 5,092 19 4 9,375 2 9 .. 66,452 2 0 7,665 16 8 21,803 16 5 100,389 17 2 .. Chief Accountant. Totals .. .. 442.810 382.2912.215.082 2.565.286 3,194,326 1,518,101 2,068,167 1,401.475 7 0 136,722 17 5142,644 4 6 85,826 0 3 2,001,158 5 3 50,134 19 6 70,585 4 9 3,888,546 18 8 209$ 17 3,194,326 1,518,101 2,068,167 Tota '*' La — ■ Whangarei Section— $T ahi • " 1-031 i 842 50'832 21'WB 93'o91 "61 8 111 2 878 6'21 10,605 3 10 309 3 496 12 2 293 'o 'c 3!335 6 1 390 18 270 17 8 " 1 519 '<5,638 V205 Whangarei. SSS 1 :: :: 1 5 rf| 2 : K % | 11 312 . 88 %l\ l « I I 11 lUi I lil t I K S tlna , " •' 9'«il sot li'lw .VPe 22 209 " 41 278 19 018 6 027 3!o87 13 3 ..• 387 15 10 17 17 10 3,270 9 1 24 4 10 78 15 0 6,866 15 10 85 43,555 46,940 7,57 Kawakawa. r. S "'S "» I 370 12 ? 7 !. I71 1,12HI 159 5 3 £ lH IS K? - 56 • • Totals .. .. 23.904 3,595 89,245 46,373 163,117 2,2341 1,147 53,858 127,205 142,250 19.515 19 8 1,293 0 2 1,838 13 10 1,472 5 11 46,150 8 3 1,827 5 6 1,865 15 8 73,963 9 0 1,147 53,858 127,205 142,250 i ; i ' ; t i : ; - j •' . Kaihu Section— tf*" ' E „ T , ft7Q - 77 ,, ,4 Q fi qqn 9, 7q = 441 -55 950 1 961 2,266 3 9 19 11 11 145 12 9 30 9 10 1,264 3 10 266 16 8 50 10 1 4.043 8 10 15 162 27,989 2,377 UargaviUe. Dargaville .. .. 1,079 577 13,149 6,990 21,795 2 40 35 950 1.9CI 483 1 7 0 10 8 3,066 0 8 141 8 9 49 7 4 4,240 18 0 40 35 950 1,960 Kaihu. Set Office!: ::i . .. f «1 Si "i .. .. "IS 3 12» • 2 .. 280 0 0 .. 53 7 a| 10S 111 581 7 7.. .. _ .. District Office Totals.. .j~Ti 77 730 15,760 8~750 3 55 1«7 28.939| 4,337 2.781 10~9 144 12 1 628 14 4 311 0 6 4,330 4 6 461 12 111 207 19 4 8,865 14 5 55_ 197 28.939 4.337 Tnt .i.. I j ~ 1 : ]: ~ ' * Gisbobne Section— Gisborne Section — fga. - -i«« « !» n'S tjs ujii! 125M »si «s?{ ™ i s ajs". j -sj 1 ? •?.?; s« -j ? ,0 s ,u -s; is is pz*. SS? :: :: *£ S A »:«. . S »:«<■ 42:3., »:«»» |ij« «• • jj j; '•««»» »«•'» SsSirw. District Offi.-o .. .. .. .j .. .. .. .. .. -• •• v 'J_ [J * Totals „ ..j _ 7,991 1,715 44,041 129,301 44,486 10.766 4 2 301 6 4 1,637 3 2| 865 15 2 22.812 11 4 543 5 31 1,375 2 2 [ .38,301 7 7 | 1,636 129.30l| 55,230 44,486 Totals. ' »

17

D.—2

RETURN No. 12—continued. Statement of Revenue for each Station for the Year ended 31st March, 1923—continued.

5.—D. 2.

OUTWARD. INWARD. Number op Tickets. Stations. Number Timber, „ Shpen Timber, Stations. of Hundreds of Other Ordinary Season Parrels <frc Luggage, Gondn Minrellanenm. Bents and Total Value Cattle and Hundreds of Other First- First- Second- Second- Season Cattle - ®. nd Superficial Goods. Passengers. Tickets. Parcels, &-c. Mails, &c. Goods. Miscellaneous, commission. forwarded. | " pP™ Superficial Goods. class class class class Total. Tickets. 1^s " B'eet. ' Feet. Single. Keturn. Single. Beturn. — 1 ~~ " ' ■ South Island Main Lines South Island Main Lines anches Number. Number. Tons. £ s. d. £ s. d. £ s. d. £ s. d. £ s. d. £ s. d. £ s. d. £ s. d. Number. Number. Tons. and Branches Lyttelton .. .. 40,084 44,586 41,162 99,622 225,454 10,682 1,611 32,751 254,109 350,074 26,791 5 3 2,649 12 5 1,266 10 0 135 15 0 136,021 17 815,752 8 3 1,757 17 8 184,375 6 3 1,237 14,022 6,862 244,916 Lyttelton (Wharf) .. .. .. .. .. .. 1,786 15,838 .. .. .. .. 2,794 4 8 .. ... 2,794 4 8 .. .. 266 58,535 „ (Wharf). Heatheote .. .. 628 3,160 2,843 25,161 31,792 2,552 .. .. 22 3,274 1,460 2 10 789 12 5 86 7 4 10 0 6 1,429 9 9 4 2 1 92 10 0 3,872 4 11 .. 36 ■ 1,136 <1,810 Heathcote. Woolston .. .. 397 732 2,021 7,233 10,383 2,155 4 6 31 6,332 653 11 4 356 0 11 87 16 6 5 4 11 2,077 14 4 4 5 8 25 0 0 3,209 13 8 27 172 2,239 12,279 Woolston. Opawa .. .. 537 557 1,473 2 ,600 5,167 3,454 .. .. .. 24 391 15 5 583 1 2 23 9 10 4 3 9 3 18 1 1 0 0 .. 1,007 8 3.. .. .. 4 Opawa. Christchurch (Coaching).. 67,037 65,333 150,244 212,595 495,209 28,754 .. .. .. .. 135,322 1 4 10,177 6 8 14,803 11 5 5,248 19 5 Cr. 93 5 5 479 0 6 912 2 0 166,849 15 11 .. .. .. .. Christchurch(C'ch'g) Christchurch (Goods) .. .. .. .. .. .. .. 152 3 11,833 79,946 .. .. .. .. 75,720 13 9 3,157 19 3 3,413 9 8 82,292 2 8 304 14 189,024 251,329 „ (Goods). Addington .. .. 436 652 5,578 4,728 11,394 2,119 6,295 311,538 5,677 36,125 1,723 17 8 317 11 11 719 5 8 65 7 10 23,350 4 6 277 15 7 729 8 6 27,183 11 8 23,472 6W,705 42,433 75,410 Addington. Riccarton .. .. 618 233 1,793 783 3,427 395 .. .. 1,771 6,147 749 3 8 86 14 9 31 11 3 19 19 8 1,532 9 7 15 11 8 25 0 0 2,460 10 7 .. .. 40,911 19.667 Riccarton. Papanui .. .. 1,953 776 6,319 4,029 13,077 1,845 29 103 219 4,503 2,017 13 4 374 5 5 138 19 6 46 0 9 2,145 19 11 23 17 7 77 17 0 4,824 13 6 87 35 7,085 5,769 Papanui. Belfast .. .. 493 828 5,490 12,267 19,078 490 75 1,370 105 27,320 1,426 13 10 238 1 2 113 10 11 18 1 5 13,127 17 5 4 3 5 127 17 0 15,056 5 2 348 463,699 6,371 8,980 Belfast. Kaiapoi .. .. 1,001 2,190 11,680 27,883 43,254 600 962 10,849 6,156 25,010 4,992 5 9 464 3 7 499 0 4 95 7 6 9,911 5 8 62 0 7 223 17 8 16,248 1 1 399 153,617 4,984 10,692 Kaiapoi. Rangiora .. .. 2,737 3,983 18,765 29,096 54,581 610 1,043 38,023 1,480 18,769 8,069 3 9 474 13 10 673 19 9 136 9 7 8,855 12 5 87 0 10 251 9 0 18,548 9 2 521 16,366 7,728 13,142 Rangiora. Cust .. .. .. 72 57 1,483 1,237 2,849 116 374 19,584 113 3,985 453 0 7 89 6 4 60 10 3 13 7 8 1,847 2 6 21 8 10 52 15 0 2,537 11 2 73 12,617 1,245 3,321 Cust. Oxford East .. .. 235 88 1,993 2,357 4,673 51 512 57,490 90 2,822 985 13 1 54 12 6 546 18 8 18 6 11 2,653 13 1 11 9 4 30 8 9 4,301 2 4 301 15,970 1,534 4,917 Oxford East. Sefton .. .. 108 96 1,398 1,802 3,404 64 589 6,477 .. 5,965 476 14 8 46 3 10 375 19 9 12 2 3 2,378 5 9 10 17 9 75 13 10 3,375 17 10 139 4,586 443 2,062 Sefton. Amberley .. .. 865 328 2,402 1,624 5,219 94 517 60,217 391 3,127 1,068 12 1 75 2 11 214 1 3 24 14 6 2,761 0 5 16 18 3 116 2 3 4,276 11 8 234 24,187 2,340 2,491 Amberley. Waipara .. .. 1,044 375 3,693 1,322 6,434 16 1,739 152,478 .. 5,770 1,785 15 8 23 2 3 390 17 5 18 18 11 8,124 2 0 19 19 7 105 0 0 10,467 15 10 277 27,764 515 768 Waipara. Mina.. .. .. 244 56 826 259 1,385 10 636 70,368 42 2,571 649 0 3 10 0 0 415 12 4 12 3 9 4,796 10 0 31 T 7 24 7 6 5,939 1 5 449 17,113 1,140 3,478 Mina. Parnassus .. .. 203 72 670 221 1,166 .. 1,418 94,132 3 1,114 576 8 0 .. 469 9 11 15 16 8 5,427 18 3 33 14 10 37 9 6 6,560 17 2 678 3,613 394 1,327 Parnassus. Waikari .. .. 876 512 3,571 3,220 8,179 18 218 24,872 22 2,423 1,913 15 6 14 7 6 143 12 5 18 10 4 2,004 4 8 16 3 9 34 15 0 4,145 9 2 101 6,581 547 1,358 Waikari. Hawarden .. .. 531 148 1,243 358 2,280 5 787 91,042 52 6,037 740 0 9 3 15 0 275 7 8 12 12 11 6,519 5 1 11 17 8 4 5 0 7,567 4 1 198 10,811 467 1,548 Hawarden. Culverden .. .. 1,196 123 2,551 346 4,216 10 1,148 69,289 5,085 5,047 1,930 5 8 7 7 0 396 5 11 23 13 11 7,651 14 3 18 7 9 65 9 0 10,093 3 6 569 11,968 438 3,255 Culverden. Waiau .. .. 462 102 1,285 438 2,287 .. 503 56,141 .. 1,990 1,089 0 8 .. 174 16 5 13 17 11 4,243 7 4 11 1 0 2 8 9 5,534 12 1 287 6,314 694 1,572 Waiau. Hornby .. .. 142 46 1,997 1,643 3,828 97 184 2,372 1,936 36,063 385 5 8 74 16 3 2,033 3 6 7 10 3 15,241 9 10 66 14 2 90 10 0 17,899 9 8 190 18,698 7,437 21,250 Hornby. Prebbleton .. .. 67 40 1,134 1,597 2,838 63 2 22 8,986 263 16 10 45 2 6 14 6 4 2 19 10 2,129 16 10 0 3 2 2 0 0 2,458 5 6 11 256 12 851 Prebbleton. Lincoln .. .. 244 132 1,715 2,093 4,184 34 909 42,780 101 7,482 641 15 8 31 8 10 244 8 7 12 3 7 3,135 6 8 7 0 7 85 17 11 4,158 1 10 160 8,747 ],035 2,455 Lincoln. Springston .. .. 67 52 1,078 856 2,053 38 510 21,948 639 10,223 284 2 4 29 7 6 139 4 7 7 2 4 3,612 5 10 2 8 0 4 0 0 4,078 10 7 61 2,025 158 991 Springston. Doyleston .. .. 18 7 229 197 451 2 89 2,741 .. 743 97 1 4 1 17 6 4 3 10 1 11 0 334 16 1 24 6 0 8 5 0 472 0 9 39 1,857 324 382 Doyleston. Leeston .. .. 573 327 2,346 2,239 5,485 54 379 14,075 70 4,444 1,182 9 7 32 13 10 752 2 6 26 5 5 2,204 5 5 39 12 3 85 10 6 4,322 19 6 348 15,119 4,462 3,822 Leeston. Southbridge .. .. 461 309 5,914 4,934 11,618 18 705 24,967 .. 8,818 2,354 11 11 17 16 8 758 3 3 19 8 7 4,309 3 0 7 9 6 26 5 0 7,492 17 11 124 8,617 830 1,974 Southbridge. Little River .. .. 501 425 3,254 2,861 7,041 14 3,124 109,715 377 1,575 1,575 13 11 12 12 0 332 18 3 9 8 0 4,166 4 11 33 2 10 226 6 9 6,356 6 8 977 25,040 1,900 3,293 Little River. Islington .. .. 296 107 2,416 1,538 4,357 45 21 948 16,145 339 11 9 28 15 0 64 4 9 5 0 10 7,811 0 11 0 4 8 14 10 0 8,263 7 11 267 310,374 ],678 9,311 Islington. Templeton .. .. 256 307 2,579 3,155 6,297 126 32 1,564 .. 4,657 639 5 11 91 5 0 192 3 7 9 9 2 1,113 13 8 2 15 3 33 11 0 2,082 3 7 65 2,377 440 1,692 Templeton. Rolleston .. .. 182 481 2,403 6,583 9,649 52 404 35,730 340 5.373 1,172 3 4 39 6 0 134 10 2 13 12 9 2,477 2 1 6 5 2 5 6 3 3,848 5 9 775 10,480 153 1,021 Rolleston. Kirwee .. .. 151 206 1,500 1,351 3,208 27 153 12,991 452 3,408 593 11 7 25 15 8 62 11 10 9 11 8 1,605 14 7 13 17 10 5 15 0 2,316 18 2 99 18,623 523 2,016 Kirwee. Darfield .. .. 393 260 3,846 4,271 8,770 81 301 44,369 3,401 9,064 1,962 15 7 60 19 6 230 16 0 18 16 9 5,088 8 5 27 2 8 27 13 10 7,416 12 9 97 12,626 1,398 1,920 Darfield. Sheffield .. .. 92 104 897 892 1,985 34 337 26,427 65 2,304 494 15 6 49 2 9 367 18 8 7 12 0 1,842 13 9 3 1 2 44 9 2 2,809 13 0 114 16,300 325 2,237 Sheffield. Springfield .. .. 549 408 2,496! 3,373 6,826 28 417 12,349 201 7,239 1,836 11 5 22 2 6 375 11 7 14 16 2 4,027 14 1 8 11 7 4 10 0 6,289 17 4 59 5,118 228 1,472 Springfield. Arthur's Pass .. .. 2,546 541 3,083 713 6,883 .. 543 32,937 40 485 4,706 3 5 .. 567 14 2 50 5 0 1,922 18 2 786 10 10 86 13 0 8,120 4 7 333 9,539 468 4,058 Arthur's Pass. Coalgate .. .. 184 50 1,700 1,299 3,233 52 609 50,645 49 10,338 889 10 3 45 14 9 326 17 8 16 2 5 5,836 6 6 28 6 4 54 6 3 7,197 4 2 289 14,299 432 3,214 Coalgate. Dunsandel .. .. 248 238 2,647 3,111 6,244 83 393 35.713 6,429 7,237 1,599 9 11 61 12 3 400 7 7 24 1 10 4,123 10 9 12 4 1 57 0 0 6,278 6 5 296 18,934 539 2,783 Dunsandel. Rakaia .. .. 821 809 5,696 6,876 14,202 239 651 93,788 1,282 21,997 3,921 12 10 253 13 2 571 12 3 61 18 10 13,456 17 1 117 18 6 95 18 0 18,479 10 8 160 32,460 1,232 4,701 Rakaia. Methven .. .. 39 67 4,423 4,042 8,571 26 827 28 7,957 2,783 6 10 20 12 6 348 12 1 20 19 6 7,584 3 0 52 11 11 111 10 0 10,921 15 10 480 42,011 2,386 8,098 Methven. Chertsey .. .. 106 145 1,350 1,693 3,294 70 1,041 55,453 1,655 11,579 668 12 5 53 2 6 148 18 10 6 14 4 14,205 9 8 17 2 10 65 0 0 15,165 0 7 201 74,463 202 1,586 Chertsey. Ashburton .. .. 4,462 2,620 28,093 23,738 58,913 663 315 3,691 1,804 20,917 19,103 1 5 555 11 9 1,964 7 4 411 10 9 13,827 3 5 202 17 11 910 3 11 36,974 16 6 653 42,764 12,834 29,738 Ashburton. Tinwald .. .. 195 57 2,518 1,093 3,863 169 1,381 91,476 1,516 15,810 345 18 2 134 0 0 283 11 3 4 8 0 10,505 17 8 11 7 7 118 1 6 11,403 4 2 248 40,365 348 3,292 Tinwald. Mount Somers .. .. 89 63 807 663 1,622 56 190 14,901 .. 8,208 474 4 3 36 17 6 236 10 9 5 19 1 3,672 19 4 20 10 7 20 2 6 4,467 4 0 181 7,811 1,934 3,859 Mount Somers. Hinds .. .. 89 71 2,047 1,936 4,143 115 273 55,378 325 8,524 869 2 10 81 17 6 327 11 11 11 16 11 5,986 15 3 12 11 1 15 10 0 7,305 5 6 115 29,097 604 3,432 Hinds. Rangitata .. .. 118 27 807 1,011 1,963 3 113 33,279 791 2,801 536 7 6 1 17 6 89 8 7 10 7 10 1,948 1 1 15 5 7 227 8 8 2,828 16 9 17 8,258 319 1,270 Rangitata. Orari.. .. .. 1,314 535 4,743 3,829 10,421 86 834 45,818 72 4,694 3,517 1 1 47 14 6 415 8 2 63 8 10 3,098 17 0 53 3 2 3 17 6 7,199 10 3 175 13,830 2,476 4,058 Orari. Winchester .. .. 269 195 1,581 2,419 4,464 116 219 5,436 .. 5,069 764 7 0 77 10 0 75 17 4 8 16 3 1,992 10 2 4 5 10 45 17 0 2,969 3 7 80 1,745 117 2,755 Winchester. Temuka .. .. 1,608 915 9,842 11,110 23,475 129 1,271 25,123 173 8,271 6,050 11 0 61 3 8 424 1 2 107 2 1 3,950 6 5 24 13 3 112 17 3 10,730 14 10 389 15,221 4,810 8,809 Temuka. Washdyke .. .. 47 84 1,346 1,590 3,067 81 396 9,625 9V 15,694 347 17 2 50 12 6 803 4 0 1 18 7 6,331 4 4 1 18 7 37 2 6 7,573 17 8 344 57,957 1,276 4,604 Washdyke. Pleasant Point.. .. 287 190 3,252 3,766 7,495 79 109 36,236 70 10,639 1,213 16 2 60 12 6 180 3 5 19 8 5 4,194 2 2 29 6 4 38 1 0 5,735 10 0 172 11,783 1,746 3,862 Pleasant Point. Albury .. .. 205 122 1,740 1,373 3,440 53 221 30,673 24 4,656 808 4 3 45 0 5 169 8 4 8 8 9 2,490 10 6 10 4 9 32 12 0 3,564 9 0 125 2,489 888 3,237 Albury. Fairlie .. .. 982 435 6,933 4,331 12,681 48 204 63,223 55 5,070 3,359 18 0 40 12 6 406 5 7 37 1 1 5,005 8 4 30 3 5 83 18 8 8,963 7 7 148 4,639 1,520 5,670 Fairlie. Timaru .. .. 11,887 5,433 55,550 33,576 106,446 2,304 326 6,025 5,604 90,332 36,620 19 2 849 6 1 2,268 18 11 906 15 5 28,668 16 1 3,833 11 3 2,053 10 2 75,201 17 1 521 240,567 12,960 163,385 Timaru. „ (Wharf) .. .. .. .. 1,761 461 37,581 .. .. .. .. 5,982 11 3 .. .. 5,982 11 3 .. .. 13 57,727 „ (Wharf). St. Andrew's .. .. 142 198 3,302 3,563 7,205 96 416 14,940 12 19,889 1,094 5 4 66 5 0 110 3 2 14 19 0 7,106 17 0 7 5 6 80 12 3 8,480 7 3 120 98,757 588 6,698 St. Andrew's. Makikihi .. .. 91 23 1,279 1,437 2,830 32 112 7,352 .. 6,573 570 12 6 22 10 0 50 13 4 9 3 9 2,392 4 3 10 7 1 128 7 8 3,183 18 7 46 4,321 581 2,125 Makikihi. Studholme Junction .. 754 413 2,904 2,144 6,215 75 775 25,158 27 9,172 1,508 9 0 52 16 4 123 9 10 31 16 2 4,324 17 3 11 14 8 64 10 0 6,117 13 3 350 14,144 606 2,379 Studholme Junction. Waimate .. .. 2,020 1,256 9,240 7,003 19,519 132 391 58,954 212 1 11,463 6,524 9 9 125 12 7 878 16 5 159 2 5 7,863 19 2 56 13 8 276 10 7 15,885 4 7 | 268 3,658 3,929 12,418 Waimate. Morven .. .. 116 55 1,385 1,261 2,817 6 78 15,892 8,068 713 5 0 9 3 2 224 10 6 10 2 6 3,834 9 8 25 3 10 10 4 2 4,826 18 10 22 7,067 349 1,978 Morven. Glenavy .. .. 67 70 1,694 1,379 3,210 140 240 15,850 .. 4,073 702 12 1 62 19 6 161 13 1 12 18 0 1,950 6 1 18 12 7 44 13 S 2,953 15 1 21 1,422 527 2,687 Glenavy. Pukeuri .. .. 20 45 1,606 1,163 2,834 90 500 38,372 17 14,463 306 11 8 59 10 0 483 18 2 4 19 7 9,564 13 8 10 1 0 56 5 4 10,485 19 5 305 85,476 89 3,621 Pukeuri. Duntroon .. .. 83 52 882 815 1,832 163 241 24,071 12 4,230 519 8 4 123 5 0 272 6 7 4 10 8 3,252 4 6 5 17 0 12 15 0 4,190 7 1 92 10,786 803 3,023 Duntroon. Kurow .. .. 406 150 4,056 3,851 8,463 22 272 37,170 .. 19,107 2,597 2 11 18 2 6 297 18 0 23 2 6 7,625 6 1 142 12 10 11 9 0 10,715 13 101 95 5,825 1,058 5,067 Kurow. Oamaru .. .. 5,407 2,197 32,113 18,741 58,458 274 261 14,111 1,061 39,727 22,272 1 9 278 6 3 2,323 4 8 595 13 9 14,365 5 8 1,031 7 4 671 16 3 41,537 15 8 402 8,317 19,867 61,289 Oamaru. Breakwater .. .. .. .. .. .. .. .. .. .. 775 9,539 .. .. .. .. 1,380 13 11 822 5 8 .. 2,202 19 7 .. 30 .. 42,458 Breakwater. Waiareka Junction .. 50 32 798 419 1,299 17 271 31,395 1 20,842 154 19 8 11 13 3 315 15 3 2 11 10 7,981 2 10 22 6 9 29 0 0 8,517 9 7 307 24,100 1,010 2,905 Waiareka Junction. Ngapara .. .. 137 48 2,705 2,462 5,352 47 141 9,061 .. 7,862 713 15 0 31 5 0 66 11 8 3 3 6 3,177 5 7 5 2 9 3 0 0 4,000 3 61 156 5,564 2,015 14,214 Ngapara. Maheno .. .. 136 107 2,227 2,342 4,812 74 1,145 11,603 82 8,078 857 12 2 55 5 0 168 12 1 15 12 1 4,193 4 1 6 13 7 69 1 0 5,366 0 0 242 10,707 938 8,521 Maheno. Herbert .. .. 71 37 1,051 1,921 3,080 50 74 7,623 .. 1,708 657 19 7 44 9 1 104 11 2 8 12 6 1,164 19 6 1 10 6 1 10 0 1,983 12 4 43 3,123 592 7,922 Herbert. Hampden .. .. 277 176 1,748 1,693 3,894 41 462 23,326 .. 8,418 916 5 1 60 2 10 278 14 6 14 18 9 4,533 5 5 38 11 11 58 14 3 5,900 12 9 130 4,351 659 2,922 Hampden. Palmerston .. .. 1,488 788 12,636 9,406 24,318 232 540 48,291 12 13,290 5,148 0 1 126 7 11 692 11 1 61 19 9 7,018 18 4 71 10 9 27 0 0 13,146 7 11 251 7,500 1,354 5,343 Palmerston. Makareao .. .. .. .. .. .. .. .. .. .. .. 16,592 .. .. .. .. 4,329 12 0 .. .. 4,329 12 0 .. 80 4,166 Makareao. Waikouaiti .. .. 423 253 2,785 1,991 5,452 146 598 19,344 6 1,083 1,283 9 5 139 4 2 394 19 10 21 0 0 2,173 12 11 5 12 1 24 17 6 4,042 15 111 395 3,191 1,462 3,774 Waikouaiti. Seacliff .. -. 676 801 3,953 7,316 12.746 189 144 2,631 2 1,091 2,080 9 3 59 10 11 240 8 8 7 12 8 709 9 4 29 1 9 4 0 0 3,130 12 7 272 1,744 1,184 5,151 Seacliff. Waitati .. .. 730 1,239 5,814 14,915 22,698 147 105 967 .. 2,053 2,556 12 0 97 13 3 568 11 1 10 9 9 695 14 5 2 12 2 6 0 0 3,937 12 8| 178 811 467 2,321 Waitati. Port Chalmers Upper .. 372 1,471 2,343 8,029 12,215 64 121 468 .. 75 2,096 17 8 37 7 6 237 2 3 16 4 6 112 9 11 3 1 6 0 10 0 2,503 13 4| 10 147 7 P. Chalmers Upper. Sawyer's Bay .. .. 390 2,410 3,238 17,45o| 23,488 2,980 79 438 .. 144 1,406 15 5 634 0 8 41 3 11 6 15 1 186 11 2 1 1 6 .. 2,276 7 9 29 409 128 * 2,702 Sawyer's Bay. Port Chalmers .. .. 2,962 12,588 14.429 46,297 76,276 9,411 .. 102 2,956 37,007 5,512 2 1 2,595 3 5 237 14 1 26 8 6 11,348 19 5 851 0 9 408 16 0 20,980 4 3[ .. 321 2,404 44,887 Port Chalmers. Burke's .. .. 384 2,230 902 6,164; 9.680 1,520 .. .. .. .. 462 15 11 429 16 7 6 1 7 3 16 3 2 4 2 0 1 0 .. 904 15 6 .. .. 24 Burke's. Ravensbourne .. .. 1,480 8,814 3,762 22,677 36,733 5,304 .. .. .. 37 1,419 15 5 1,510 17 7 20 1 1 9 2 11 23 5 4 1 17 1 .. 2,984 19 5 1 377 1,818 Ravensbourne. Pelichet Bay .. .. 407 2,360 2,374 9,107 14,248 2,124 .. .. 23 8,273 870 6 0 293 11 5 11 13 0 2 15 5 1,259 8 11 52 0 1 29 17 0 2,519 11 10 .. .. 2,244 34,745 Pelichet Bay. Dunedin (Coaching) .. 34,869 47,982 117,834 219,280! 419,965 10,824 .. .. .. .. 142,694 8 11 10,951 13 7 16,350 2 6 3,649 6 6 Cr. 93 11 4 767 11 4 762 13 2 175,082 4 8 .. .. .. .. Dunedin (Coaching). (Goods) .. .. .. 625 184 14,096 113,459 .. .. .. .. 144,667 1 0 1,587 15 3 2,644 17 5 148,899 13 8 820 950 81,580 253,109 „ (Goods). Cavereham .. -• 663 775 5,073 8,873 15,384 2,733 .. .. 130 753 2,322 0 10 340 14 7 136 18 7 28 11 7 698 17 5 2 13 6 12 16 0 3,542 12 6 1 748 6,250 Caversham. Burnside •• •• 450 1,288 3,963 14,262j 19,963 1,889 2.573 38,769j 12 32,061 898 11 8 370 1 3 41 4 8 4 15 9 17,488 1 1 89 6 10 139 10 0 19,031 11 3 15,313 315,859 927 22,611 Burnside. Green Island .. •• 797 7,039 3,785 28,010 39,631 3,984 .. 13 31,011 1,962 7 1 1,*232 10 4 24 3 6 10 18 2 4,794 1 11 0 13 6 110 3 0 8,134 17 6 1.. 534 8,765 Green Island. Abbotsford •• 511 5,010 4,032 26,997 36,550 5,831 .. .. .. 13,037 2,198 19 1 1,166 11 3 25 7 7 10 6 2 1,910 5 10 62 10 3 51 0 0 5,425 0 2 .. .. 142 2,813 Abbotsford. Wineatui -• •• 368 1,788 3,856 13,609 19,621 1,282 149 13,210 .. 3,909 1,869 1 6 292 18 11 1,391 18 4 15 10 1 2,552 9 5 14 2 0 214 10 0 6,350 10 3 235 3,626 495 1,274 Wingatui. Middle march .. •• 595 223 1,614 547 2,979 43 853 48,034 56 3,017 1,024 5 10 28 2 6 734 11 8 14 18 2 5,334 10 7 20 1 2 25 10 0 7,181 19 11 306 5,882 1,097 3,206 Middlemarch. Waioiata -- •• 422 145 1,219 437 2,223 .. 246 21,269 112 894 1,032 1 3 .. 139 1 0 6 10 0 2,673 5 9 3 6 3 8 0 0 3,862 4 3 78 6,124 876 3,120 Waipiata. Ranfurlv •• •• 643 256 1 > 514 569 2 > 982 4 431 35,387 3 2,284 1,458 10 0 3 2 6 306 3 8 13 0 11 4,390 10 9 13 8 1 19 6 0 6,204 1 11 56 2,702 1,554 2,344 Ranfurly. Oturehua . •• 128 41 644 296 l- 109 l g 498 44,744 .. 2,832 515 7 7 10 0 0 258 18 1 6 8 4 6,270 19 9 2 12 8 2 10 0 7,066 16 5 27 5,065 318 941 Oturehua. Omakau " •• 473 128 1,441 694, 2,736 .. 187 22,167 222 2,013 1,240 2 5 ".. 262 15 1 8 2 7 3,288 5 1 15 17 1 16 0 0 4,831 2 3! 184 3,940 1,622 3,103 Omakau. Alexandra !! •• 832 366 1,666 748 3,612 10 5 3,734 151 2,306 1,790 15 10 22 6 11 330 9 10 17 18 7 3,426 12 4 13 15 5 6 8 10 5,608 7 9 167 2,599 1,504 3,700 Alexandra. Clyde.. .. .. 656 251 1,013 591 2,511 118 14 2,152 193 1,387 1,100 15 4 91 13 5 170 5 3 14 3 10 2,097 8 0 8 19 5 1 0 0 3,484 5 3| 26 491 1,259 1,945 Clyde. Cromwell .. .. 1,477 301 3,079 1,289 6,146 19 413 18.847 74 4,906 3,914 12 8! 13 15 0 261 4 6 25 19 11 8,462 13 0 23 12 11 9 5 0 12,711 3 d 96 3,305 3,708 4,651 Cromwell Mosgiel .. .. 1,374 6.514 12,086 49,205 69,179 5,554 564 6,655 206 15,855 7,342 2 0 1,522 14 0 1,519 5 9 137 0 3 3,741 10 0 10 0 5 46 10 0 14,319 2 5 648 6,196 2,501 3,326 MoegieL Outram .. .. 229 176 5,933 2,941 9,279 282 296 6,756 43 3,414 1,170 13 9 153 13 0 172 19 8 14 3 5, 1,510 2 11 15 16 8 0 18 0 3,038 7 5| 171 4,031 2,949 7,750 Outram. Allanton .. .. 134 300 2,001 5,0551 7,490 10 660 11,801 .. 6,210 905 1 0 8 1 3 196 8 1 6 11 10 2,332 12 9 5 3 11 .. 3,453 18 10j 556 3,975 1,465 2,840 Allanton.

18

D.—2.

RETURN No. 12—continued. Statement of Revenue for each Station for the Year ended 31st March, 1923—continued.

OUTWARD. INWARD. NUMBER OP TICKETS* Timber, Stations. Stations. _____ Number S ?«d P Hundredsof Other Ordinary Season Parcels &c Luggage, Goods Miscellaneous Rents Total v &l" e and and ? roods First- First- Second- Second- Season CaMle - £?* Superficial Goods. Passengers. Tickets. Parcels, &c. MailSj &c Goods. M scellaneous. C0mmJB610n . forwarded. Calves. Pigs. p eet class class class class Total. Tickets. Feet. Single. Return. Single. Return. South Island Main Lines S°uth Island Main Lines and Branches—contd. Number. Number. Tons. £ s . d. £ s. d. £ s. d. £ s. d. £ s. d. £ s. d. £ s. d. £ s. d. Number. Number. Tons. Waihola .. .. 211 112 2 904 3,584 6,811 6 193 2,868 63 3,401 876 8 6 5 11 6 126 13 10 6 18 11 1,574 7 10 1 7 10 4 0 0 2,595 8 5 378 2,682 130 2,543 Waihola. Milburn .. .. 44 22 1,504 1,053 2,623 11 101 7,937 .. 24,793 408 3 9 14 0 6 39 3 4 3 3 5 3,516 8 2 153 10 5 53 10 0 4,187 19 7 90 2,149 455 11,296 Milburn. Milton 1 «WQ 1 8 qqq q qofi 21 759 85 497 31,347 557 25,136 6,539 17 5 110 2 5 544 1 5 102 18 11 12,614 14 8 243 10 6 156 10 0 20,311 15 4 4.31 8,631 o,292 13,090 Milton. Waitahuna " " "9? *5 '93? 1127 S 24 I®S 13 140 .. t',41 465 6 8 18 2 6 183 17 6 7 11 9 1,677 11 1 7 19 6 3 5 0 2,363 14 0 92 920 245 2,314 Waitahuna. Lawrence .. .. 1,267 742 5,113 4'oU 9 84 18,563 .. 3,259 3,245 1 8 20 14 0 389 7 4 38 18 4 5,383 2 1 9 0 11 11 16 0 9,098 0 4 112 2,467 ,50 4,805 Lawrence. Beaumont .. .. 730 115 2,421 622 3,888 .. 99 5,789 3 5,381 1,617 8 8 .. 304 13 3 28 2 6 6,301 4 2 14 10 11 3 15 0 8,269 14 6 58 1,245 4,447 6,826 Beaumont Lo veil's Flat .. .. 30 107 816 Q 1,064 2,017 27 72 7,451 24 29,802 369 2 8 29 13 2 93 7 7 3 6 6 10,381 Oil 354 19 7 25 0 0 11,256 10 5 128 5,766 449 1,653 Iovells Flat Stirling .. .. 469 377 5,885 6,330 13,061 131 2,667 7,404 .. 98,230 3,404 7 7 116 1 10 199 11 5 21 10 4 46,368 10 9 835 9 7 27 5 0 50,972 16 6 9d5 3,606 3,,40 6,445 St^gBalelutha .. .. 2,154 1,328 17,806 9,140 30,428 153 1,513 46,131 3,855 15,213 8,649 17 6 245 3 3 95! 2 8 203 15 2 15,994 13 7 86 18 3 113 9 3 26,244 19 8 1,567 26,6,5 8,5,4 10,0o3 Balclutha. Owaka .. .. 264 91 3,444 3,031 6,830 4 957 15,353 60,861 7,636 1,881 3 4 2 10 0 874 18 0 25 17 7 17,465 2 2 12 9 4 99 15 0 20,361 .'5 5 4ol 53,948 2,63] 10,453 Owaka. Tahakopa .. .. 81 45 2,981 4,441 7,548 .. 233 1,359 45,268 1,702 2,603 3 0 .. 98 2 2 4 18 5 9,771 17 11 67 15 11 269 2 0 12,814 19 5 276 2,950 170 3,704 Tahakopa. Waiwera .. .. 124 78 1,196 964 2,362 2 327 21,095 .. 2,474 694 111 1 17 6 216 17 1 7 7 1 2,318 1 3 5 2 6 .. 3,243 7 4 184 2,864 1,414 4,811 Waiwera. Clinton .. .. 538 398 9,366 7,182 17,484 57 260 33,485 12 2,017 4,122 19 2 97 6 2 187 2 0 23 10 6 3,139 1 3 18 17 7 273 0 11 7,861 17 7 141 3,178 1,034 3,27z Clinton. Waipabi .. .. 166 171 1,443 3,426 5,206 12 690 44,942 44 7,168 1,360 17 2 15 18 9 362 16 4 10 16 3 6,429 6 1 6 17 11 121 9 11 8,308 2 5 150 2,223 2,908 7,336 YVaipahi. Tapanui .. .. 301 137 1,585 883 2,906 .. 163 8,065 .. 1,018 1,194 9 7 .. 225 2 10 15 12 0 1,371 5 5 2 15 0 2 10 0 2,811 14 10 72 -,171 941 3,803 Tapanu,. Kelso 74 40 931 963 2,008 2 258 19,962 41 1,295 529 11 0 1 5 0 160..1 8 6 11 5 2,405 6 4 o 8 1 40 17 6 3,149 1 0 114 1,734 653 -,522 Kelso. Heriot 264 71 2 486 1 709 4 530 15 331 53,035 16 4,492 1,432 1 9 22 6 4 345 0 9 26 5 8 7,033 13 0 1 16 4 60 5 0 8,921 8 10 138 2,957 1,153 5,751 Heriot. Gore .. " " 3,104 2,425 1,351 1,742 42,861 734 22,223 16,085 14 9 722 5 7 1,954 3 8 322 7 3 16,678 5 2 171 14 9 2,076 8 1 38,010 19 3 993 9,024 10,580 28,434 Gore. Riversdale 355 306 4 473 5 849 10 983 87 937 74,303 80 13,530 2,604 13 9 62 15 0 634 18 3 18 5 Jl 11,605 17 9 15 5 3 105 16 0 15,047 11 11 234 5,333 2,401 13,360 Riversdale. Mat aura 527 164 7 853 11916 20 760 4'0 339 8,585 4,287 23,594 4,485 15 4 292 17 11 319 9 8 50 10 10 15,538 0 10 62 19 7 166 0 0 20,915 14 2 289 52,129 4,395 10,399 Mataura. Edendll " " Til tw loll 6 409 13 544 205 1 753 Si! 767 190 4,888 MSI 17 7 187 9 2 253 14 10 32 5 7 5,418 8 7 104 13 6 143 7 6 9,621 16 9 694 7,748 7,173 17,506 Edendale. Wyndham . .. 373 269 4'684 9i030 152 1,296 10,006 7,131 2,942 2,158 0 0 113 5 9 408 6 1 34 9 1 4,172 10 11 9 7 3 30 19 0 6,926 18 1 187 3,314 3,866 8,504 Wyndham. Woodlands .. .. 136 163 3,015 4,682 7,996 142 878 16,172 1,024 5,052 1,536 19 6 104 10 5 461 13 3 17 14 11 3,252 9 10 9 9 8 7 14 0 5,390 11 7 229 ,,948 b,200 17,748 Woodlands. Invercargill (Coaching) .. 11,673 11,270 84,843 92,511 200,297 5,002 56,031 5 1 4,240 2 2 6,386 18 1 1,225 10 3 Cr 52 7 10 166 13 8 1 6 1 67,999 6 6 .. .. .. .. Invereargill (Coaching). f Coods} 3 064 25,236 21,829 65,681 .. .. .. •• o0,578 10 5 754 5 10 2,594 19 11 53,927 16 2 J ,9b0 Jo,Mi 47,y/4 „ (laoods). Waim'ahaka .. !! '298 "363 9,462 17,636 " io2 27,180 20,482 4,039 3,239 14 7 67 18 6 498 5 5 4 15 8 5,341 5 0 17 6 7 99 1 6 9,268 7 3 662 4,289 6,211 13,058 Waimahaka. Bluff 1,130 2.485 9,328 21,004 33,947 1,807 43 84 22,453 90,389 4,596 2 5 1,030 9 2 443 3 10 44 9 10 37,135 5 6 t, 199 o 5 792 16 6 48,241 2 8 889 155,809 16,658 87,637 (Wharf! ... j 88 Q6 .. .. 1,896 12 11 .. .. 1,896 12 11 .. .. 89 S4,12S „ (Ubart). Makarewa "57 " 90 i>89 i,*524 '3,360 '741 lioos 19,006 5,659 39,211 314 9 3 218 1 0 217 8 11 6 19 3 11,672 1 7 14 14 0 100 9 6 12,544 3 6l 1,419 124,090 3,587 9,331 Makarewa. Thornburv .. .. 117 122 2,254 2,013 4,506 119 340 25,822 3,504 8,931 688 7 11 78 5 0 228 12 8 8 19 9 3,469 13 2 4 13 1 1 10 0 4,480 1 7 95 1,718 1,814 6,901 Thornbury. Riwr-on" 1 154 7511 7 61" 3 019 12 546 215 179 2,434 52,532 3,272 2,603 19 9 150 16 2 795 10 4 50 9 11 12,874 12 4 5 3 8 166 5 0 16,646 17 2 77 1,219 1,575 5,863 Eiverton. Orenuki " " 4lt 5W 5 W5 5'870 1 848 648 491 7 822 36 203 3 514 2 420 12 3 196 18 0 253 12 0 15 14 9 10,374 9 8 9 0 10 247 1 S 13,517 9 2 279 1,852 598 4,258 Orepuki. Tuataoere !! 971 'C 11 608 11 483 24's62 60 758 16,969 41153 4,974 1 7 46 12 0 388 4 6 19 14 6 14,284 3 7 11 11 9 193 2 6 19,917 10 5 179 3,450 722 6,428 Tuatapei*. Otautau .. .. 534 364 3'702 s'586 291 548 39,053 9,917 144,942 2,046 19 0 235 7 4 660 13 0 24 12 10 78,638 17 1 1,263 15 7 80 8 0 82,950 12 10 212 3,544 1,096 6,718 Otautau. Nk-htcans . 482 527 5 1 54 6 518 1" 681 105 9 4,466 72 9,716 3,646 6 3 73 2 10 185 12 4 13 2 5 3,983 3 1 12 0 4 .. 7,913 7 3 136 992 6,327 9,986 Nightcaps. Wintori 780 572 9 334 6 413 17 099 438 304 43,321 9,622 20,744 3.360 17 11 298 16 5 1,004 18 1 49 18 0 8,836 0 11 18 14 0 102 12 3 13,671 17 7 541 6,573 5,015 16,198 \\inton. Centre Bush " !! ioi 91 Vw lju Io8 328 41,ill 6,330 16,453 685 0 8 82 6 7 158 5 0 8 11 4 5,938 6 1 9 12 0 80 2 6 6,962 4 2 107 2,570 699 3,679 Centre Bush. Dintnn 1315 l1'n™ i oiji o 07,; 03 312 23 101 61 3 953 833 15 5 67 10 0 177 18 C 8 2 1 2,202 1 4 3 12 2 44 11 6 3,337 10 6 61 1,944 ,,440 3,169 Dipton. Lumsden !! !! 1,257 739 278 601 188 5,169 0 8 174 15 9 696 16 1 89 16 10 8,119 11 7 27 19 7 93 5 0 14,371 5 6 245 6,536 1,694 7,332 Lumsden. Kingston .. .. 370 106 2,626 1,577 4,679 1 65 2,599 31 374 1,599 12 3 0 12 6 39 18 0 4 17 10 542 1 1 2 1 9 24 19 0 2,214 2 5 136 3,159 546 2,555 Kingston Through traffic (Lake 2,519 1,382 3,383 2,121 9,405 .. 28 4,471 822 2,571 9,674 18 7 .. .. 75 11 5 3,680 1 4.. .. 13,430 11 4 144 1,0-8 362 3,400 raf fi c (l>akc ThJongftrak(Westland) 3,203 936 3,197 1,142 8,778 6,559 12 0 .. .. •• •• •• •• 6,559 12 0 Through traffic (WestChief Accountant .. 4,163 .. 2,639 8,351 15,153 187 6,759 1 8 6,755 7 10_ 547 13 637,892 18 0 .. 5,833 8 412,076 17 3 69,865 6 7 .. Chief Accountant. Totals .. .. 258,321 ~281,801 1,026,98417451,300 3,018,406128,190 75,519 3,746,057 699,401 2,292,420 719,007 6 5 58,929 10 1 90,273 18 853,531 9 31,327,211 15 446,027 11 239,604 12 11 2,334,586 3 10 75,519 3,746,057 699,401 2,292,420 Totals. „ Westlanl Section — Westland Section — oaa o jqr k k7 q q 10 1 137 7 860 30 979 1 241 1 235 5 1 8 2 6 146 17 7 13 16 0 4,615 2 11 0 18 10 103 10 0 6,123 12 11 126 27 288 2,972 Ross. Hokitika :: :: .3.530 I ,956 2 8 ; 3 43 127 ' 24 '195 15 10 63 9 6 453 7 10 97 13 5 12,743 15 3 37 1 1 426 2 6 18,405 5 5 233 3,319 1,060 14,436 HoUtika. Knmir'i d9d 9 fioq 9 z qQft 74 519 3 071 96,301 1 004 715 3 2 53 17 6 73 1 2 16 18 1 6,358 14 5 4 16 2 111 16 6 7,334 7 0 6/ ~,2.)b :: 7,m u5s A 2.m IB i,« s s,«o 13.90, ».«•.» >,» »«. i»>» « • » yg ■{■}K" *' * tS S * ' ,4 " ' s ' 02 * AS 'T'V sss •• - " 1 till TS S 11 '• "8 '«I« 1 tAl 1**1 .s 01 «S! " :: ..SS US StXater " 192 663 2'798 4'828 |'481 170 "25 ;; 67,196 979 815 8 11 75 4 8 123 11 7 10 14 10 4,820 12 0 3 10 11 191 10 6 6,040 13 5 101 330 • 772 908 Stillwater. Ngahere .. .. 266 377 3'373 -*'944 139 832 i4,372 55,191 580 1.063 8 6 61 14 7 206 11 7 27 4 5 4,636 19 4 5 3 6 307 10 0 6,308 11 11 114 2,914 472 1,378 Ngahere. Blackball .. .. 212 331 3,650 I'.VLS 52 2 .. .. 126,385 1,617 14 3 38 18 6 35 10 3 7 14 2 23,449 16 7 8 15 0 28 15 0 25,187 3 9 8 .. 1,001 3,422 Blackball. Ikamatua .. .. 211 310 1 501 1 235 3 257 28 360 10,537 14,078 1,926 669 4 2 32 15 0 237 1 1 12 11 6 2,278 15 4 3 2 0 126 6 0 3,359 15 1 212 3,401 389 6,072 Ikamatua. Reefton 2 70" 864 10 45S 3 17 884 52 276 10,862 17,891 11,284 3,976 7 9 79 9 6 523 19 0 52 9 9 7,890 15 7 77 2 1 271 2 0 12,871 5 8 980 3,075 3,009 Reefton. .. .. 2,70 864 10,458 3,855 17,8«4 z/b iu,«o , 280 11 4 9 16 1 9,847 18 11 6 18 4 437 17 6 11,078 8 10 122 309 5,603 1,445 Moana. Otira .. :: :: lj£ 111 it« I .SI IS 3 195 IS ill 2,t53 13 i 5 0 0 474 16 7 20 15 H 1,396 2 11 SO 3 0 5000 4.I8OII8 6O8 29,215 1 0 ,640 7,429 Otira. Chief Accountant .. 936 936 9 .. .. .. 90 16 7 589 12 9 .. 2,928 0 0 .. 3,591 5 0 1,323 9 10 8,523 4 2 .. .. .. .. Chief Accountant, Through traffic (S.I.M.L. 3,203 936 3,497 1,142 8,778 .. .. 3,904 6 1 .. .. •• •• •• •• 3,904 6 1.. .. .. .. Through traffic (S.I.M.L. and B.) Totals .. .. 20,513 10,764 100,066 104,788 236,131 13,975 4,019 57,912 500,125 313,502 38,481 18 4 4,200 11 3 4,464 13 10 3,662 4 7 116,317 4 11 12,280 17 1 5,348 4 1 184,755 14 1 4,019 57,912 50 °,125 313,502 ' l,ltals - „ 1 Westport Section— Westport Section— West port .. .. 249 144 15 169 9 643 25,205 1,325 73 2,179 1,325 11,091 2,803 6 1 492 5 11 371 0 10 203 11 4 4,703 13 4 5,927 17 0 910 14 9 15,412 9 3 49 449 25,568 583,673 Westport. Waimangama .. 37 81 4 653 6 117 10 888 329 7 253 26,502 176 957 994 14 3 111 17 0 119 17 9 7 15 6 27,886 6 0 31 12 7 78 12 6 29,230 15 7 6 768 2,793 6,590 Waimangaroa. Canity- .. .. 72 203 11,m 1 l\m 25 652 792 49 559 4,116 411,662 3,546 11 5 443 5 9 152 6 2 16 0 7 75,226 10 8 3 8 6 329 10 0 79,757 3 74 1,774 3,582 9,447 granity District Office .. .. .. .. .! 192 192 .. .. [.. .. .. 26 15 0 75 1 6 .. 448 0 0 .. .. 292 2 5 841 18 11 .. mstnet urnce. Totals .. . 428 31,319 29,832 61,937 2,446! 129 31,943 ~ 599,710 ~7,371 6 0 1,122 10 2 643 4 9 675 7 5 107,856 10 0 5,962 18 1 1,610 19 8 125,242 16 10 129 2,991 31,943 599,710 Totals - * „ Nelson Section — Nelson SectionPort Nelson - 6 °63 .. •• *• 439 10 6 .. .. 439 10 6 2 .. 1,728 Port Nelson. Nelson " " "927 "788 U819 w'l61 »6 695 ' 874 "l6 "412 "i ,278 9 ',369 2,808 4 11 636 13 5 207 1 2 142 14 11 5,348 13 0! 161 16 5 444 5 0 9.749 8 10 305 24,983 16,768 21,283 Nekon • Wakefield .. .. 319 153 7!770 6 U 829 39 335 8,806 6,137 1,515 2 8 35 8 11 142 13 7 13 3 9 3,728 2 4 15 19 6 37 9 6 5,188 0 3 30 1,057 l.»g 5,541 Wakefield. KoUatu .. .. 80 18 888 652; 1,638 7 174 18,324 10,410 4,196 271 5 6 10 18 6 224 17 6 5 16 5 3,098 11 7 '19 10 » £ « 3,620 4 4 40 869 242 880 Kchatu KcToffice:: :: z 308 ,. 93 4 : 82fi "i .. 8fi , 4,679 -!' 097 .. 948 «o m 8 7 . 50 . 0 7 I t 1,61219 g 15 . 43 S " ig , 236 . ' 3 .. 882 .? >W7 Totals .. .. 1,634 1,052 28,303 18,932 49,921 92ll 611 32,221 18,922 32,069 5,939 19 2 795 9 5 624 12 10 1,024 18 5 14,227 16 10 201 0 0 1,009 13 9 23,823 10 5 611 32,221 18,922 32.069 Totel8 " _ „ Picton Section — Picton Section— Picton 4 824 fW2 in OAS fi 500 22 054 165 31 6 551 1 142 19 293 2 405 16 8 140 3 4 250 16 1 41 5 10 9,789 9 5 2,233 6 3 99 7 0 14,960 4 7 160 93,419 429 35,450 Blenheim .. .. 1,511 5>8 27',653 2.50 460 1HL661 l',026 3!l74 7 0 172 5 8 660 8 0 153 14 0 13,863 19 2 244 16 4 700 10 5 18,970 0 7 428 16,093 1,122 29,384 Bfen ™. KL.:: 4 : 246 4 : lw .*«= 23 081 :: } Jg ? ".V ? '•«?! 14u £} 3 St ,5,£ ~ ' .. *. M S&.Q*.Totals .. .. 10,750 2,270 28,99l! 16,387 M8 418 953 TioTiis 2J68 7.042 8 10 407 2 7 1,143 11 6 982 13 0 27,091 3 6j 2,481 13 10j 1,217 10 10 40,366 4 1 953 140,293 2,168| 68,267 T " taU - —J — \r— | _ LakeWakatip « Lake Waiaiipc Steamers — jTE i M EES Totals .. .. 3,259 2,958 5,302 4,170 15,689 9 244 10,607 2,416 6,386j 4,131 19 9 188 10 0 507 3 1 564 11 1 3,852 5 2 11 19 4 93 19 61 9,350 7 11 244 10,60 , 2,416 6,386 Totals

19

RETURN No. 13. Statement of Carriage, Brake-van, and Wagon Stock, and Tarpaulins, for the Year ended 31st March, 1923.

Description. Class Class. n 2 Cf. a 3 9 fl fl a » S3 at ° rH.H 03 p fl-^3 « j4 6 a O 3 a fl to a\ S3 at in rt fl H.SD "a J co © 9 U o p. Cfl 9 9 d o a, '■.11 V, o o s CO +J o Cabbiagbs. Sleepers, bogie, 50 ft. First-class, bogie, 50 ft. .. Ladies' (composite), bogie, 50 ft. . . Second-class bogie, 50 ft. Royal saloon, bogie, 50 ft. Postal, bogie, 50 ft. Royal saloon, bogie, 44 ft. Gallery-cars, bogie, 44 ft. Saloon, bogie, 44 ft. „ «ft „ 391ft ,, 37ift „ 35ft. .. .. Ladies' (composite), bogie, 47 i ft. Motor-train, bogie, 60 ft. First-class, bogie, 50 ft. .. „ 471 ft. ,, 44ft „ 43 ft „ 30 ft. .. Composite, bogie, 60 ft. .. „ 50 ft „ 47* ft. „ 46ft „ 44ft ,. 43 ft „ 421 ft. „ 391ft. „ 30 ft „ 6-wheel Second-olass, bogie, 52 ft. „ 50ft. „ 471 ft. „ 46 ft. „ 44 ft. „ 43 ft. „ 421 ft. „ 391ft. „ 35 ft. „ 30 ft. „ 6-wheel „ 4-wheel Postal, bogie, 50 ft. „ 44ft „ 391ft „ 30ft „ „ oomposite, 44 ft. Rail-motor, 58 ft. 42ift :: 1 Aa Aa Aa Aa Aa Aa A A A A A A A A A A A A A B A A A A A A A A B C A A A A A A A A A B C D A A A B A ii 10 35 6 37 2 1 5 7 2 1 4 34 41 2 11 8 51 104 '59 7 13 2 15 2 5 •' 1 5 1 4 7 4 1 62 2 1 1 92 7 84 "2 1 9 8 i 2 4 2 2 '2 10 35 6 37 2 1 1 5 1 9 14 2 3 4 5 34 106 5 11 1 8 52 214 7 172 7 43 10 35 12 1 90 214 4 208 18 15 13 3 24 29 5 9 7 2 1 1 1 1 i 2 30 4 19 4 2 2 2 1 89 97 I 108 4 101 6 3 2 85 18 1 10 3 6 2 "8 3 3 i i4 3 6 5 2 2 17 11 4 4 7 3 2 "2 4 1 1 1 1 Totals.. 28 4 782 13 592 43 10 14 12 1,498 Bbaku-vans. Brake-vans, 4-wheel bogie Fell F F F 8 5 2 7 212 7 1 3 51 127 7 9 1 2 5 3 3 1 4 82 368 11 Totals.. 7 6 5 401 13 226 178 20 Wagons. Horse-boxes Cattle Sheep Covered goods Sleeping-vans High sides Wharf .'. Low sides ,, steel.. Work-train Timber Iron hopper „ for ballast Platform ooal Movable hopper Frozen meat Cool, insulated .. „ ventilated Work-train hopper ,, • • • * High side, bogie » „ „ „ «» ,» G H J K K L La Lb M Ma Mb N O Oa P Q W X Xa Xb y Yb R Rb Rd Rn 2 22 20 10 89 23 20 22 112 199 4 12 10 138 301 925 288 25 5,294 2,266 425 128 88 68 39 10 29 1 4 40 2 17 10 12 110 211 787 371 40 4,794 2,281 825 is 163 6 24 17 24 3 208 45 66 20 36 4 5 1 17 24 32 1 5 10 6 1 103 : •. II 8 4 4 29 3 174 2i 262 575 1,828 710 70 10,730 4,547 45 1,450 160 145 459 39 10 228 1,168 350 211 218 154 12 363 309 91 64 40 75 29 95 56 12 132 76 21 495 673 15 26 6 1 1 234 173 114 97 3 7 2 211 222 70 64 40 20 9 Carried forward 24,238 1553 60 |ll, 249 146 i 10,093 976 756 163 242

D.— 2.

RETURN No. 13— continued. Statement of Carriage, Brake-van, and Wagon Stock, and Tarpaulins, for the Year ended 31st March, 1923— continued.

RETURN No. 14. Statement of Locomotive Stock for the Year ended 31st March, 1923.

20

Description. Class. § 5 -3^3 n 1h h =0 H a o .5 CO 5 re! fl gad *»s a.s€ = 9£ ,9 »> S o 0= 0= ai at 01 00 a o a d o s H» 0 H Brought forward Wagons— continued. o'hoep, bogie .. battle, ,, Platform 3as-storeholders, bogie Platform, „ Horse-boxes, „ Frozen meat, ,, 553 60 11,249 146 10,093 976 756 163 |242 24,238 S T U Da Ub Ug V Vn Z Zp 8 .. .. 73 .. .. 49 8 .. 213 .... 9 .. .. 127 .. .. 27 .. .. 54 .. .. 115 .. .. 61 .. .. 36 40 52 26 72 5 105 29 75 60 27 38 38 4 54 '.'. 4 4 6 125 75 385 14 286 56 129 175 88 74 », T» ■ • Hovered goods, „ Totals 561 561 60 I 12,013 186 10,582 1,068 760 760 167 248 25,645 Tarpaulins 147 147 24 i 8,874_ 115 10,570 335 52 52 175 290_ 20,582

Type. 5 Cylinder. meter. Strol <°- In. [ In. 12 &19! 22 Co Wl iplefl icels. Ti Wl ruck ,j neels. £ ee 00 a Dia- iJ meter. pS In. 301 rn' 0 r-'° n a ■ n a • 3 03 u, § 03 oi * 00 -I ,2 o © H.3fJ H H,acO M a teg a 2 o IH O a 01 S I a ID | (CM 7a O No. Diameter. No. Tender (4-cyl. balanced compound) A Tender (superheated) .. Ft. in. 4 6 50 .. 7 57 A 6 6 Aa 18 \ 24 6 .41 6 \l 6 4 4 4 11 2 30i 26i I 30| } ' ■ 30i .. 30i .. 26J ■• 261 •• 28 ) 30iJ •• 18 10 .. 10 An B 17 20 6 4 6 42 .. 31 73 An B Ba Bb b „ (409) „ 17 26 16 22 16 22 17 22 lli* j 20 91 18 10| 18 12 18 14 16 14 20 12 20 12 18 12 18 13 20 15 20 15 20 10 &1.7 20 I0&17 20 11&18 20 16 20 11 &18 20 15 20 6 8 8 8 4 6 3 61 3 6j 3 6J .. .. .. 1 8 10 30 .. 1 8 10 30 A B ,, (superheated) c „ (compound) Bo 8 3 7 1 .. 1 I) 1 Ih'a liA M N i Tank ,, . . . - ,. (Fell)" Tender Tank A „ [ „ Tender 4 6 6 4 6 4 4 4 4 6 6 6 6 8 8 8 8 3 Oi 3 Oi 3 Oi 2 8 3 6i 4 1* 3 6| 3 9 3 6J 4 11 4 11 4 1 4 1 3 7 3 7 3 7 3 5 2 2 2 4 6 4 6 4 4 4 4 2 2 2 2 II 4 4 2 4 4 4 4 4 4 4 4 4 4 f 4 14 4 6 8 6 8 4 It 8 24 3 30i .. 24| .. 30i .. 26* 26i .. 28i .. 281 301 - • 301 • • 301 ■ • 30i .. 301 30i .. 261 .. 301) 261} •• 36i .. 36i 24g .. 30i .. 30i .. 261 301 .. 301 28 26i .. 261 281 .. 24| .. 301 I 261 I " 25 7 25 301 .. 301 • ■ 261 •• 24i .. 301) 261} •• 261 301 | 26i} •• 3 2 1 .. 1 2 24 .. 37 4 1 2 6 .. 14 .. 14 5 4 .. 1 4 .. 9 .. 4 1 2 5 I ■2 2 3 2 71 18 6 28 5 5 4 4 10 2 2 2 1 2 1 8 Na No Oa Ob Oo P [a „ (compound) .. 10 A „ 2 .. .. 2 .. 1 2 .. 1 .. 2 .. 6 IB io „ (compound) .. IT - • • • Q ! 16 22 6 4 11 3 Oi 3 Oi 3 0J 4 6 4 11 4 11 4 11 4 11 4 10 4 11 3 Oi 3 3f 3 6i 6 .. 7 13 R 8 u Ua Ub Ub Uo Ud V W Wa Wa i Single Fairlie.. Tender I ,A „ Ib „ r.. IB „ 12J 16 13 16 15 18 16 20 16 20 16 20 16 22 16 22 161 22 15 20 14 20 14 20 14 20 6 6 8 6 6 6 6 6 6 6 6 6 6 6 .. 7 3 .. 1 .. 4 9 6 20 2 10 2 .. 3 .. 10 13 3 5 9 6 20 2 10 2 13 2 11 4 la Id 7 Tank .. .. 2 6.. 3 .. 1 ti 2 3 „ i7a „ (converted) Wab 7ab „ (superheated) 17 26 6 4 6 3 .. 3 Wb Wd We Wf Wa Wn Vb „ 14 20 14 20 10 22 14 22 14 22 12 18 6 0 6 6 6 6 3 3| 3 3| 3 61 3 9 3 9 3 1 7 11 .. 3 1 .. 16 .. 16 20 .. 2 .. 4 1 5 12 18 2 38 20 2 Vv „ Its 4 Vv „ Va „ Vn „ Wj Vj 17 20 8 3 7 1 .. 1 Ww X Vw „ (superheated) [ Tender (4-cyl. balanced compound) .. Small Tank .. 15i 22 131 & L 02 22 f " 6 3 9 48 . . 2 50 8 3 9 18 .. 18 I .. 1 Totals 10 2 2 356 7 220 23 9 6 6 639 10

21

D.—2

RETURN No. 15. Comparative Statement of the Mileage opened, Capital expended, Earnings, Expenses, etc., of Railways in the following States (taken from Latest Official Records).

7—D. 2.

Area in Square Miles. a o 31 & O ft a" © ft o (E CD 3 01 QC s -* Q > Gauge. Total Cost. 00 i h cs ft O O CD I 2 * a^ O eg Sh dm 9° ft O ft Cost per Head of Population. Trainmiles run. Gross Earnings. 00 a '3 H 0 a a h a] ffi H 3 3 « » Working- |.S P ™ flt || expenses. &g Wor £ ing . S.3 Is 2b ■it & i & 3$ CO fD *J CD H, 'S 1-1 to Z ft O G „; *? i CD « &D oO ocfta CO - 33 X "2 |S -5 9 g a tm g .= H S-S S-So i- S ft O*" : ® U > a o © oi CO o So 0»H Hi ID te Passengers Tonnage carried.* of Goods, a" « CD Q ftcD ! §9 ! sa 3 CD > ftg h © ft ft® 5 *•" CD r-J ql=i x<i a sc 3 8 "git rt 3 £ O 05.0000 a a ° Is 1 ffgSg £.5 a . I s ao I so o « | j sags • Expenses. cc CD "o o © O c Sh at ■Q s a CD a i ® «!| j °5 CD 00 a a CO gg tscH oi oi CB ° eg h£ *2 as D o3 a; Year ending rictoria .. 87,884 1,563,688 4,317 Ft. in. 5 3 £ 6i,961,395 £ 14,585 362 £ s. d. 40. 5 4 15,856,815 £ 10,791,082 d. 163-33 £ 8,026,665 d. 121-49 £ 2,764,417 d. 41-84 4-39 74-38 £ s. d. 6 18 0 142,456,924 £ 2,522 £ 1,876 £ 646 £ 399 d. 47-85 30 June, 1922. | 7,491,031 24-44 2-36 799 1,782 20,615 <ew South Wales .. 309,460 2,137,135 5,116 4 81 85,552,871 16,722 418 40 0 8 21,887,065 15,213,019 166-82 11,116,302 121-89 4,096,717 44-93 4-88 73-07 7 2 5 121,298,861 14,532,811 2,996 2,189 807 382 60-03 19-68 4-65 1,321 1,771 23,742 »-* »» Jueensland 670,500 785,449 5,799 3 6 44,752,921 7,717 135 56 19 7 I 9,834,532 5,154,530 128-25 4,810,362 119-75 344,168 8-50 0-77 93-32 6 11 3 27,155,606 3,732,413 891 832 59 201 53-95 26-92 1-84 680 884 15,089 » »» South Australia 380,070 505,069 2,344 {3 6) (5 3, 20 122,643 8,580 215 39 16 10 5,629,957 3,297,347 140-56 2,537,110 108-15 760,237 32-41 3-79 76-94 6 10 7 23,316,141 2,827,681 1,406 1,082 324 171 60-42 20-02 1-79 496 663 9,613 « •■ rVestern Australia.. 975,920 335,927 3,539 3 6 18,935,603 5,351 95 56 7 4 4,564,631 2,827,856 148-68 2,328,843 122-45 499,013 26-23 2-64 82-35 8 8 4 17,895,509 2,960,431 799 658 141 157 56-49 21-96 2-70 423 426 10,135 » It fasmania 26,215 213,400 635 {IS! 5,753,381 9,035 336 26 19 3 j 1,433,099 588,297 98-52 538,066 90-10 50,231 8-42 0-87 91-46 2 15 2 2,757,702 621,751 927 848 79 240 40-05 21-26 3-68 86 140 1,812 '» >» Jew Zealand 103,861 833,137 2,227 3 6 18,170,722 8,159 374 21 16 2 5,066,360 1,874,586 88-75 1,252,237 59-32 622,349 29-43 3-43 66-80 2 5 0 7,356,136 3,529,177 842 562 280 196 21-35 17-78 303 362 701 12,444 31 Mar., 1902. 103,861 857,985 2,262 3 6 19,081,735 8,436 379 22 4 10 5,443,333 1,974,038 87-00 1,343,415 59-23 630,623 27-77 3-30 68-05 2 6 0 7,575,390 3,730,394 873 594 279 204 21-36 18-24 319 372 751 12,992 1903. 103,861 882,097 2,305 3 6 20,692,911 8,977 383 23 9 2 5,685,399 2,180,641 91-75 1,438,724 60-48 741,917 31-27 3-58 65-98 2 9 5 8,306,383 4,072,576 943 622 321 213 22-21 17-22 314 377 809 13,433 1904. ,, • • 103,861 908,114 2,347 3 6 21,701,572 9,141 387 23 17 11 6,107,079 2,209,231 86-50 1,492,900 58-46 716,331 28-04 3-30 67-58 2 8 8 8,514,112 4,011,511 938 634 304 217 21-05 18-28 3-10 389 864 13,885 1905. »? - - 103,861 933,111 2,391 3 6 22,498,972 9,410 391 24 2 3 6,413,573! 2,349,704 87-75 1,621,239 60-47 728,465 27-28 3-24 69-00 2 10 4 8,826,382 4,241,422 980 676 304 229 21-99 18-86 301 395 906 14,127 1906. i> '' 103,861 961,604 2,427 3 6 23,504,272 9,570 396 24 8 10 6,755,454 2,624,600 93-00 1,812,482 64-21 812,118 28-79 3-45 69-06 2 14 7 9,600,786 4,592,099 1,078 744 334 253 23-37 18-90 2-80 398 966 14,605 1907. >t 103,861 985,318 2,469 3 6 24,365,647 9,861 399 24 14 7 7,051,274 2,761,938 93-75 1,949,759 66-18 812,179 27-57 3-33 70-59 2 16 1 9,756,716 4,834,534 1,114 786 328 258 24-96 19-40 2-76 410 1,002 15,475 1908. ,i '' 103,861 1,016,044 2,556 3 6 27,762,592 10,351 398 27 6 6 7,458,236 2,929,526 94-00 2,114,815 67-89 814,711 26-11 313 72-19 2 17 8 10,457,144 4,871,874j 1,148 828 320 258 25-56 20-73 316 452 1,116 16,476 1909. T» 103,861 1,035,211 2,704 3 6 28,513,476 10,494 383 27 10 10 7,889,166 3,249,790 98-75 2,169,474 65-84 1,080,316 32-91 3-80 66-76 3 2 9 11,141,142 5,223,414] 1,203 803 400 230 25-35 18-96 2-96 465 1,140 17,220 1910. ,1 ' ' 103,861 1,055,640 2,742 3 6 29,606,546 10,723 385 28 1 0 8,141,075 3,494,182 102-75 2,303,272 67-75 1,190,910 3500 4-06 65-92 3 6 2 11,200,613 5,555,292 1,275 840 435 254 25-81 18-10 2-81 478 1,166 18,036 „ 1911. It ' * 103,861 1,081,344 2,801 3 6 30,506,089 10,864 386 28 4 2 8,371,687 3,676,509 105-25 2,465,896 70-52 1,210,613 34-73 3-98 67-07 3 8 0 20,336,577 5,599,756 1,314 881 433 263 27-30 18-27 2-76 493 1,212 18,521 1912. 103,861 1,111,592 2,840 3 6 31,611,220 11,053 391 28 8 9 9,016,224 3,971,002 105-50 2,705,609 71-84 1,265,393 33-66 4-04 6813 3 11 5 22,310,867 5,957,005 1,400 954 446 271 28-20 19-40 2-64 513 1,282 19,515 1913. 103,861 1,139,669 2,861 3 6 32,355,087 11,309 398 28 7 9 9,319,268 4,043,328 104-00 2,880,323 74-00 1,163,005 30-00 3-61 71-24 3 10 11 23,173,472 5,661,340 1,416 1,008 408 268 29-72 20-73 2-91 534 1,363 20,251 1914. >, 103,861 1,150,430 2,917 3 6 34,133,825 11,702 394 29 13 5 9,383,420 4,105,457 104-75 2,920,455 74-54 1,185,002 30-21 3-53 71-14 3 11 4 23,542,903 6,075,282 1,410 1,002 408 254 30-26 21-20 2-98 557 1,397 21,226 1915. t, 103,861 1,152,048 2,959 3 6 34,857,882 11,780 389 30 5 2 9,356,522 4,548,356 116-50 2,910,883 74-50 1,637,473 42-00 4-72 64-00 3 19 0 24,600,693 5,960,562 1,540 985 555 251 29-77 19-60 2-50 585 1,452 21,994 1916. Ti103,861 1,150,605 2,970 3 6 35,378,664 11,912 387 30 15 0 9,146,331 4,800,810 125-75 2,926,864 76-63 1,873,946 49-12 5-30 60-97 4 3 5 24,782,602 5,826,26c 1,619 987 632 244 30-88 18-87 2-47 607 1,480 22,380 1917. ll 103,861 1,154,559 2,977 3 6 36,001,432 12,029 389 32 0 11 7,468,646 4,687,700 150-50 3,042,907 97-54 1,644,793 52-96 4-60 64-91 4 1 3 21,438,325 5,373,13( 1,578 1,023 555 240 40-02 20-38 2-67 624 1,488 22,517 1918. It 103,861 1,175,325 2,993 3 6 36,167,681 12,084 393 30 15 6 7,477,583 4,988,632 160-00 3,308,575 105-97 1,680,057 54-03 4-65 66-32 4 4 11 22,030,327 5,611,735 1,670 1,107 563 252 44-35 20-73 2-70 620 1,489 22,658 1919. It 103,861 1,223,915 3,006 3 6 36,390,115 12,106 407 29 14 8 7,408,608 5,752,487 186-00 4,105,067 132-72 1,647,420 53-28 4-53 71-36 4 14 0 24,582,186 6,000,27lj 1,923 1,372 551 281 57-84 22-66 2-99 616 1,492 22,937 1920. ti 103,861 1,268,046 3,018 3 6 37,235,254 12,338 420 29 7 3 9,303,392 6,908,531 178-00 5,636,601 145-14 1,271,930 32-86 3-42 81-59 5 9 0 28,821,783 6,487,279 l 2,293 1,870 423 350 68-54 24-82 2-95 608 1,492 23,119 „ 1921. It 103,861 1,300,967 3,030 3 6 39,309,097 12,973 429 30 4 4 8,717,265 6,643,591 182-69 6,237,727 171-37 405,864 11-32 1-07 93-89 5 2 0 28,121,763 6,321,35: 2,199 2,063 136 393 86-29 25-66 3-06 637 1,496 23,974 1922. I, 103,861 1,325,310 3,037 3 6 40,275,161 13,261 436 30 7 9 8,346,731 6,727,802 193-18 5,502,497 157-81 1,225,305 35-37 3-04 81-79 5 1 6 28,221,362 6,618,58! 2,219 1,813 406 366 76-40 22-73 2-91 639 1,498 26,106 1923. * The figures for passi ;nger traffic i: New iealand prior to 1912 are exi ilusive if season tic! :ets.

23

D.—2

RETURN No. 16. Return showing Mileage, Capital Cost, Traffic, Revenue, and Expenditure of New Zealand Government Railways from 1st April, 1915, to 31st March, 1923. MILEAGE, CAPITAL COST, TRAFFIC, AND REVENUE.

Oi Year. Passengers. Season Tickets. Coaching. Miles. Capital Cost. Ti Cattle. Sheep and Pigs. Timber. ' I Number. Revenue Number. Revenue. Revenue. 1915-1916 1916-1917 1917-1918 1918-1919 1919-1920 1920-1921 1921-1922 192-2-1923 2,970 2,970 2,993 2,993 3,006 3,018 3,030 3,037 £ 34,857,882 35,378,664 36,001,432 36,167,681 36,390,115 37,235,254 39,309.097 40,275,161 9,356,522 9,146,331 7,468,646 7,477,583 7,408,608 9,303,392 8,717,265 &, 346, 731 14,201,506 14,173,115 11,408,156 11,374,521 12,760,814 15,315,640 14,262,440 14,256,610 £ 1,566,380 1,717,847 1,663,922 1,799,381 2,138,391 2,459,362 2,212,633 2,216,514 330,622 355,832 322,487 351,124 400.621 464,691 472,865 485,681 £ 156,322 155,201 138,675 150,901 165,596 198,717 205,594 204,106 £ 236,705 243,832 254,110 258,524 290,453 335, 754 339,482 393,322 Number. 371,529 402, 769 362,134 346,544 357,976 376,745 279,904 293,930 Number. 7,387,269 7,269,544 6,502 ,090 6,691,760 7,316,556 7,129,222 7,635,515 7,367,763 Tons. 625,866 579,428 523,784 487.729 611,171 717,701 708,212 663, 213 Year. I.oods Total. Goods Revenue. Miscellaneous Revenue. Rents and Commission. I Total Revenue. Revenue per Train-mile. 1915-1916 1916-1917 1917-1918 1918-1919 1919-1920 1920-1921 1921-1922 1922-1923 :: Tons 5,336,398 5,246,837 4,849,352 4,750,728 4,986,061 5,367,659 5,222,900 5,571,594 Tons. 5,962,264 5,826,265 5,373,136 5,238,457 5,597,232 6,085,360 5,931,112 6,234,807 £ 2,423,493 2,498,862 2,465,241 2,608,336 2,956,237 3,676,665 3,646,594 3.671,008 £ 81,391 98,473 73,761 78,828 105,072 136,505 124,106 119,933 £ 84,065 86,595 86,991 92,662 96,738 101,528 115,182 122,919 £ 4,548,356 4,800,810 4,687,700 4,988,632 5,752,487 6,908,531 6,643,591 6,727,802 d. 116-50 125-75 150-50 160-00 186-00 178-00 182-69 193-18 EXPENDITURE. Year. Expenditure Expenditure per per Cent. Train-mile. of Kevenue. & Amount. Maintenance of Way and Signals. Mai Per Cent, of Revenue. Loci •motive Power. Per Cent, of Per Revenue. Train-mile. Amount. Carriages and Wagons. Per Cent, of Revenue. Per Mile of Railway. Per Train-mile. Amount. Per Train-mile. 1915-1916 1916-1917 1917-1918 1918- 1919 1919-1920 1920-1921 1921-1922 1922-1923 d. 71-50 7663 97-54 105-97 132-72 145-14 171-37 157-81 64-00 60-97 64-91 66-32 71-36 81-59 93-89 81-79 £ 740,349 720,840 710,655 752,558 837,910 1,053,0-19 1,184,226 1,108,317 £ 16-30 1504 15-18 15-10 14-59 15-26 17-85 16-50 £ 251-00 243-52 239-54 252-28 280-54 349-97 392-42 366-03 d. 18-99 18-92 22-84 24-16 27-14 27-17 32-60 31-87 £ 934,737 937,780 962,222 1,075,439 1,397,993 2,124,877 2,567,383 2,121,532 £ 20-58 19-56 20 56 21-59 24-34 30-80 38-69 31-58 d. 23-98 21-61 3092 34-52 45-29 54-82 70-68 61-00 225,968 238,868 283.248 306,308 387,498 531,935 566,782 535,621 I £ 4-98 4-9S 6-05 6-15 6-74 7-71 8-54 7-97 d. 5-79 6-27 9-10 9-83 12-55 13-72 15-61 15-40 Traffic. Head and lepartmental Offices. Lake Wakatipu Steamers. Year. Amount. Per Cent, of Per Kevenue. Train-mile. Amount. Per Cent, of Per Revenue. Train-mile. Total Expenditure. Amount. Per Cent, of Revenue. 1915-1916 1916-1917 1917-1918 1918-1919 1919-1920 1920-1921 1921-1922 1922-1923 "! £ 839,991 904,318 954,142 1,032,609 1,301,935 1,712,375 1,703,049 1,527,033 £ 19-60 18-87 20-38 20-73 22-66 24-82 25-66 22-73 d. 22 83 23-73 30-66 33-14 42-17 44-17 46-89 43'91 £ 113,461 118,456 124.976 134,626 171,767 203,906 202,948 195,894 £ 250 2-47 2-67 2-70 2-99 2-95 3-06 2-91 d. 2-91 310 4-02 4-32 557 5-26 5-59 5-63 £ 6,377 6,602 7,664 6,985 7,964 10.458 13,339 14,100 88-04 91-89 112-53 104-53 101-09 116-34 166-34 150-79 -0 2,910,883 2,926,864 3,042,907 3,308,575 4,105,067 5,636,601 6,237,727 5.502,497

D.—2.

RETURN No. 17. Statement of Rails relaid during the Year ended 31st March, 1923.

RETURN No. 18. Statement of Sleepers relaid and removed during the Year ended 31st March, 1923.

RETURN No. 19. Return of Number of Stations and Private Sidings on each Section for the Year ended 31st March, 1923.

24

Weight. ii <& cd OOhW a cd -a a '3 ci a o 5 rr," 0 r*" 0 rt ° H a g a rn g a „i — cd oi 3 a <» £32 S3o .ajg a h rj a jm °3« |-3« TO 3 J CT1 at is N O en © 9 a - 2 1 | o CM tH o o ce % A tAJTjS RKLATD I — 55 lb. statl.. 70 „ ,. 100 1,759 54 10 3,3-23 3,658 2,040 1,229 110 '2 5,092 6,989 110 12,191 Totals 1,813 3,608 5,369 1,339 2

i r c a Description. H . '- rf 1 S« 3 m I .2 5h5 w \ £ | •s m a i cs "a p y: j,. a' o •w u s a o H Sleepers rblaid :— Grey-gum .. .. .. .. .. 105 .. 405 Ironbark .. .. 295 .. 5 Jarrah .. .. .. 16,462 .. 50,719 461 69,451 2,233 38 230 Matai and Rimu .. .. .. .. 2 Totara .. .. .... 557 88 2 Birch.. . . .. 623 .. .. Silver-pine .. .. 15 9 78 12,577 4,493 301 Puriri .. .. .. 28 347 105 Hardwood .. .. 1,880 21 4,282 Powellizid .. .. .. .. 23 557 2,2:13 i 38 230 88 2 887 37 24 510 300 146,481 2 647 623 17,497 480 6,183 23 347 12^577 4,493 301 24 Totals .. .. 16,490 904 59,832 491 74,246 14,8104,531 531 16,490 904 59,8:12 491 74,246 14,810 4 ,531 531 911 91 11 172,746 172,746 Sleepers removed :— Kauri .. .. .. 40 289 Maire .. .. 304 .. .. Ironbark .. .. .. .. .. 603 .. 340 Jarrah .. .. .. 1,135 .. 22,661 .. 3,306 496 137 10 Matai and Rimu .. 914 .. 3,336 Totara .. .. .. 7,728 286 26,403 44 12,541 .. .. 72 Birch .. .. 2.049 2 2,437 612 586 30 Silver-pine .. .. .. 2,561 .. 815 445 26,393 10,9683,723 405 Powellized .. .. .... .. 2,:i03 .. .8,832 Puriri .. .. .. 2,783 329 1,064 .. 169 Creosoted .. 2,612 .. 9,603 Grey-gum .. .. 62 .. 1,272 Yellow Pino .. .. .. 1,760 Kama-hi .. .. 352 40 1,135 7,728 2,561 2,783 289 286 304 603 22,661 914 26,403 2.049 815 2,303 1,061 2,612 62 44 2 445 340 3,306 3,33 0 12,541 2,437 26,393 .8,832 169 9,603 1,272 496 012 10,968 137 586 3,723 10 72 30 405 97 814 9 8! 97 14 329 304 943 27,745 4,250 47,171 5,716 46,130 11,141 4,345 12,215 1,334 1,760 352 329 304 943 27,745 4,250 47,171 5,716 46,130 11,141 4,345 12,215 1,334 1,760 352 329 1^760 '.352 Totals .. .. 10,007 804 59,796 j 491 68,587 12,0704,446 517 J16.007 804 59,796 491 68,587 12,070 4,446 517 91 911 11 163,735 163,735

Number of Stations and Stopping-planes in the Time-tables. Num >er of Private Si [dings. Sections. Length. At Stations. Out of Stations. Total. I Whangarei Kaihu Gisborne .. .. North Island Main Line and Branches South Island Main Lino and Branches Westland Westport Nelson Pieton M. eh. 79 49 19 41 49 10 1,148 22 1,430 41 157 26 36 78 60 20 56 12 36 11 17 407 520 67 17 23 22 9 8 158 186 i, 20 2 3 7 3 2 40 27 5 1 12 10 198 213 25 3 3 7 Totals 471 3,036 59 1,120 393 78

25

]_).—2

RETURN No. 20. Comparative Statement of Mileage of Railways open for Traffic and under Maintenance on 31st March, 1923.

Section. Mileaue open for Traffic on 31st March, Additional Lengths opened during Year. Reduced Mileage equivalent to Maintenance for Length whole Period, opened. Length closed during Year. Line. . : Length. Net Addition to Mileage open for Traffic. Equivalent Net Addition Total Mileage T £t££?t to Mileage open forTraflic a™^™™. .under on 31st March, et^fJ^S* Maintenance. 1923. 31M March] 1923. 1922. i Line opened. Date of Opening. Whangarei-Kawakawa Kaihu .. North Island Main Lines and Branches Gisborne South Island Main Lines and Branches Ditto, Private Line — Nightcaps Branch Westland M. eh. 79 49 19 41 1,141 42 Patumahoe-Waiuku 49 10 1,428 7 2 34 157 26 10th May, 1922 M. ch. 7 70 M. ch. 7 1 Te Aro Branch .. M. ch. 1 10 M. ch. 6 60 M. ch. 6 60 M. oh. M. ch. 79 49 79 49 19 41 19 41 1.14S 22 1.147 33 49 10 49 10 1,428 7 1,428 7 2 34 2 34 157 26 157 26 Westport Nelson Picton 35 78 60 20 56 12 " I 35 78 35 78 60 20 60 20 56 12 58 12 Totals 3,029 79 | 7 70 7 70 7 1 1 10 6 60 6 60 3,036 59 3,035 70 7 1 1 10 6 60 6 60 3,036 59 3,035 70 i

D.—2

26

RETURN No. 21. Statement showing Weights of Rails in various Lines on 31st March, 1923.

Line. 401b. Iron. 40 lb. Steel. 451b. Steel. 521b. Iron. 521b. Steel. 531b. Steel. 55 lb. Steel. 061b. Iron. 561b. Steel. 651b. Steel. 701b. Iron. 701b. Steel. mo lb. Steel. Total. M. ch. M. ch. M. ch. 0 10 0 48 '.'. 0 8 11 46 0' 9 240 24' 3 '.'. M. ch. 1 26 3" 7 0 3 733 M. ch. 22 20 2 2 M. ch. M. ch. 15 21 26 58 16 36 5 21 17 15 2 26 0 6 0 44 26 18 2 23 12 70 7 43 10 1 6 75 2 36 44 33 6 37 2 1 2 30 3 77 15 45 26 30 11 13 2 36 0 1 18 53 0 1 31 8 0 25 28 28 12 79 18 35 0 2 20 14 0 7 12 52 23 19 10 0 47 15 8 4 57 11 46 22'44 4 78 2 44 0 63 28 51 3 65 M. ch. | 0 26 M. ch. j M. ch. I 12 78 17 72 ; 19 73 21 61 1832 '.'. 12 21 2 42 0 9 36 64 0 3 0 30 6 2 1 79 j 6 74 30 70 12 17 17 62 0 67 336 '.'. 31 29 1 20 4 24 24 20 766 ; '.'. 3*69 '.'. M. ch. M. eh. M. ch. M.ch. 2 49 .. 57 72 16 36 5 21 19 41 387 74 .. 125 65 41 77 .. 90 40 0 26 .. 2 59 12 70 7 43 34 42 .. 62 75 0 3 .. 12 24 0 8 .. 12 1 24 18 .. 68 60 Q OO 97 69 '.'. 137 °3 4 62 42 25 6 2 1 21 .. 3 20 19 33 80 45 .. 113 72 83 52 .. 114 43 3 7 49 10 389 27 1 31 392 1 39 25 .. 80 52 0 6 .. 33 45 20 21 44 1 25 39 22 48 43 29 .. 72 26 11 46 22 20 27 36 36 13 4 46 8 21 37 41 Wbangarei-Kawakawa Section — Onerahi-Opua Kaikohe Branch Kioreroa-Portland Kaihu Section — Dargaville-Tarawhati North Island Main Lines and Branches — Auckland- Wellington.. Newmarket-Huarau Penrose-Onehunga Waiuku Branch Huntly-Awaroa Railway Frankton-Thames Paeroa-Waihi Cambridge Branch Morrinsville-Rotorua Raetihi Branch Marton-New Plymouth Waitara Branch Stratford-Kohuratahi Mount Egmont Branch Aramoho-Wanganui Poxton Branch Palmerston North- Port Ahuriri.. Wellington-Woodville Greytown Branch Gisborne Section — Gisborne-llotuhora .. South Island Main Lines and Branches — Lyttelton-Blufl Addington-Waiau Oxford Branch Eyreton Branch Waipara-Parnassus Southbridge Branch Little River Branch Springfield Branch White Cliffs Branch Rakaia Porks Branch Mount Somers Branch Albury Branch Waimate Branch Waimate Gorge Branch Duntroon Branch •• L 014 0 20 3 33 0 65 i 16 Carried forward 5 68 5 68 36 44 36 44 2 -K i 2 40 11 74 ! 11 74 24 22 24 22 314 45 314 45 214 57 1 214 57 i 0 26 0 26 276 7 276 7 19 73 19 73 J 1,227 11 I 1 31 2,135 18 1

27

D.—2

RETURN No. 21—continued. Statement showing Weights of Rails in various Lines on 31st March, 1923— continued.

Line. 401b. Iron. 401b. Steel. 451b. Steel. 5-2 lb Iron. 521b. Steel. 531b. Steel. 551b. Steel. 561b. Iron. 561b. Steel. 651b. Steel. 701b. Iron. 701b. Steel. 100 1b. Steel. Total. Brought forward South Island Main Lines and Branches — continued. Oamaru Breakwater Branch Ngapara Branch Livingstone Branch Waihemo Branch Port Chalmers Branch Walton Park Branch Pernhill Branch Otago Central Railway Outram Branch Lawrence Branch Catlin's River Branch Tapanui Branch Waikaka Branch Wyndham Branch Seaward Bush Branch Invereargill-Kingston Makarewa-Tuatapere.. Thornbury-Nigh tcaps Forest Hill Branch Mararoa Branch Waimea Plains Railway .. Riversdale-Switzers Westland Seotion — Greymouth-Otira Greymouth-Ross Stillwater-Inangahua.. Blaokball-Ngahere Greymouth-Rewanui Westport-Mokihinui Westport - Te Kuha Nelson-Glenhope Pioton-Wharanui M. ch. M. ch. 5 68 36 44 0 23 6 76 6 1 61 '.'. 617 2 41 8 8 10 16 0 2 M. ch. 2 40 M. ch. 11 74 • 053 177 0 6 M. ch. M. ch. 24 22 314 45 0 40 11 44 0 16 0 16 1 49 1 57 65 73 6 26 1 40 18 19 10 40 9' 1 1 52 44 56 17 74 '.. 6 24 3 56 1 77 7 71 18 26 31 1 .. 6 15 3 73 .. 25*22 17 13 M. ch. 214 57 1036 0 19 15 27 0 73 18 20 20 5 9 3 12 56 25 '8 M. ch. 0 26 M. ch. 276 7 3 45 1 39 1 0 0 48 65 58 1 53 15 8 3 48 6 58 7 5 23 57 10 21 M. ch. 19 73 - M. ch. M. ch. M. ch. 1,227 11 1 31 .. .. , .. '.'. iio '.'. 01.. '.'. 0 7 '.'. ■ 0 34 531 13 14 .'. 12 2 24 41 32 51 0 1.. 31 33 0 34 2 40 5 37 M. ch. 2,135 18 0 63 15 9 11 75 8 65 1 26 2 38 1 57 146 78 9 0 34 68 42 78 26 21 12 57 9 35 33 65 86 78 48 23 24 58 12 66 10 41 36 37 13 67 8"6 2 16 0 1 0 1 0 10 1169 1351 1 0 10 70 17 43 6 64 2 31 4 46 3 18 19 73 '.'. 324 '.. 21 9 0 9.. 0 2.. 5 31 1,376 13 1 65 50 48 38 29 56 73 3 31 8 5 30 17 5 61 60 20 56 12 5 61 17 68 22 48 16 73 16 29 I — Totals .. 8 56 62 1 2 40 2 40 : 14 50 14 50 24 22 615 66 24 22 615 66 409 63 0 26 495 33 3,036 59

D.--2

28

RETURN No. 22. Statement showing approximately Sleepers laid and removed up to 31st March, 1923.

Year. Approximate Length opened each Year. North Island. Middle Island. Total. Sleep* Laid during Construction. (2,100 per mile.) ir6. Kemoved during Maintenance.* I867 1870-71 1871-72 1872-73 1873-74 1874-75 1875-76 1876-77 1877-78 1878-79 1879-80! 1880-81 1881 8a 1882-83 1883-84 1884-85 1885-86 1886-87 1887-88 1888-89 1889-90 1890-91 1891-92 1892-93 1893-94 1894-95 1895-96 1896-97 1897-98 1898-99 1899-1900 1900-1901 1901-1902 1902-1903 1903-1904 1904-1905 1905-1906 1906-1907 1907- 1908 1908-1909 1909-1910 1910-1911 1911-1912 1912-1913 1913-1914 1914-1915 1915-1916 1916-1917 1917-1918 1918-1919 1919-1920 1920-1921 1921-1922 1922-1923 M. ch. M. ch. M. ch. 45 7° 45 7° 18 58 18 58 11 68 11 68 27 62 27 62 10 55 11 21 21 76 61 19 126 78 188 17 69 23 248 4 317 27 64 24 152 39 216 63 103 76 94 58 198 54 27 19 56 46 83 65 26 33 40 73 67 26 68 39 32 71 101 30 22 67 40 16 63 3 22 40 19 42 21 22 19 22 50 44 69 56 o 24 o So o 43 26 47 52 90 78 58 72 11 39 7° 3 1 11 47 17 32 28 79 18 31 ... 18 31 11 57 20 68 32 45 28 21 5 68 34 9 27 27 27 27 17 26 .. 17 26 28 38 33 58 62 16 16 62 27 24 44 6 14 73 3 48 iS 41 3 64 1 11 4 75 27 46 10 2 37 48 22 46 II 13 33 59 19 26 19 26 4 30 103 38 107 68 11 20 12 32 23 52 28 40 27 43 56 3 33 12 4 44 37 56 17 61 27 75 45 56 23 5 8 52 31 57 50 7 50 7 10 38 4 61 15 19 186 21 23 21 209 42 3 60 , 31 43 35 23 14 64 29 76 44 60 23 30 23 1 46 31 25 37 26 77 52 34 36 36 4° 22 51 3 91 25 7 43 7 73 '5 36 22 70 .. 22 70 12 75 12 75 11 54 07 11 6i 12 27 12 27 7 70 .. 7 70 96,338 39.323 24,885 58,327 46,095 395.246 666,409 455.254 417,217 176,006 141,382 212,888 132,379 88,751 94,211 168,000 191,048 147,814 60,874 42,814 68,381 71.636 57.408 36,382 130,620 92,55.8 .38,876 10,370 78,960 70,848 40,582 226,485 49,665 117,679 79,170 95,97° 66,596 105,184 31.999 440,003 74,104 93,975 97.4M 110,092 6,458 191,756 32,445 48,038 27,169 24,701 25,909 16,538 74,261 73.947 105,763 125,632 148,325 137-993 139,040 122,027 108,690 129,634 133.954 139,912 132,569 155,827 170,681 188,291 210,588 243>479 282,326 3°2,354 345,433 369,339 330,029 309,296 302,252 309,183 283,293 331,678 279,190 236,390 282,682 273.586 235,37 8 261,748 227,674 157.970 86,595 88,540 70,743 78,663 100,280 139,187 163.735 Totals 6,313.232 6,3'3>232 8,389,157 ♦Cm miplete Information not recorded until 1880-81. t Nl line months only. ino months only f.

D.—2.

29

RETURN No. 23. Statement of Accidents for the Year ended 31st March, 1923.

Train Accidents. Accidents on Line (other than Train-running). Shunting Accidents. '' Ac « de "ts °» ™^ es and in Accidents in Workshops. !___ , Total. Passengers. Employees. Other Persons. Employees. Other Persons. E Employees. Other Persons. Employees. Employees. j Other Persons. Employees. * Other Persons. Employees. ! Other Persons, i i | Is 1 lis -1 1 I « 1 1 3 - 13 1 I I I 1 I I \ crj at 33 at at St ~ ft, CO 2 ft, I CO 2 1 ft, i 1 § 3 I 1 3 1 ' 1 3 I ' 1 3 1 1 3 I 1 3 I § : .. ~ .1° v 'S3 at - v 333 aa it , "S3 at I it ■ 333 rt V ] 'S3 at ti '333 . co S tn in ' S ft, co 2 ft, co S ft, co 2 & co i 2 ft. co 2 . i a rt ii O CO 1 3 Whangarei Kaihu Gisborne North Island Main Lines and Branches iSouth Island Jlain Lines and Branches Westland Westport Nelson Picton 9 2 I ■■ •■ ■ 6 ! .. ...... .. .. .. .. '2 '2 14 I 18 1 3 70 9 3 .... .. 18 2 4 2 j 4 1 167 1 1 4 3 4 60 2 1 2 118 2 1 1 2 4 24 1 .. .. 27 .. .. 1 .. 1 8 2 1 .. 1 1 5 I 5 3 334 6 2 6 ti 11 93 I I 2 .. 2 1 4 1 1 3 2 I 26 .. .. 3 180 4 260 39 I 15 688 3 .. 2 | SO 1 275 19 17 589 16 .. .. 1 .. ..22 11 78 6 21 1 .. 33 I .. 1 3 .. 3 | 1 j .. 8 3 .. 5 296 .. ft i .. 5 586 j 64 35 1427 - :: :: .. ; .. 2 1 . . .. 3 .. 1.. .... 1 1 " - Totals .. j II I 7 3 5 90 29 i !— • • 1 ! I

D.—2

30

RETURN No. 24. Locomotive Returns for the Year ended 31st March, 1923.

Type. tt TO fl 'tr H H S S3 a 3C Train. Details. Shunting w k Details. Engine-mileage. Total. Coal. Quantity of Stores. Kuuu Oil. Kuuuing. ling. Tallow. Waste. Repairs. Running. Cost. Repairs. Cost per Engine-mile, in Pence. Running. a at at a Type. Wages [ and ; Stores. Material. Fuel. "Wages. Total. Wages Total, and : Stores. Fuel. ; Wages. Material, j WHANGAREI SECTION. Fa .. Wb .. .. | 3 7 18,631 ! 97,272 j 4,929 30,226 8,411 I 1,233 '> 31.971 128.731 Cwt. 14.846 96,145 Ot. 1.203 5,800 lb. 100 336 lb. £ 491 885 1,765 4,913 £ £ 81 898 375 5,785 1,235 5.301 £ 3,099 16,374 6-64 0-61 9-16 0-70 6-74 10-79 9-27 9-88 23-26 30-53 j ... _ 448 Fa. 1,444 Wb. Totals General charges 10 j 115,903 35,155 9,644 160,702 110,991 7,003 436 2.2.5H .5,798 456 6,683 6,536 19,473 2,500 8-66 i 0-68 9-98 i 9-76 ! j 29-08 3-73 1,892 ; •• -- .. •• 9,644 ! 8,593 i 160,702 8,593* 21,973 l,248f 32-81 -- Totals .. 115,903 115,903 3.5. 1.5.5 3.5. 155 1,051 ! 1.52,109 20,725 I I KAIHU SECTION. F .. ..2 General charges Totals 15,112 15,112 I 3,454 3,454 1,578 1,578 20,144 20,144 5,420 404 99 184 910 28 825 717 2,480 107 10-85 0-33 9-83 8-54 29-55 309 K. 1-27 1,578 j 20,144 2,587 2,587 .. ! 30-82 GISBORNE SEi ION. Pa .. .. 1 Wa .. . . 6 Totals .. 7 General charges 65,742 268 16,702 14 268 82,458 90 17 35,31-1 ; 3,507 2 180 11 954 61 3,354 1 220 21 6,837 18 101 2,877 13,288 54-62 9-76 0-90 I 18-81 16-12 0-64 19-90 i 8-37 90-45 38-67 7 Fa. 733 Wa. 65,742 16,970 14 82,726 35,404 3.524 I 182 965 3,415 221 j 6,858 2,895 ! 13,389 1,211 9-91 0-64 19-89 8-40 38-84 3-52 74() 14 14 82.726 14* 14,600 It 42-36 -- Totals . . .. ! 82,712 65,742 16,970 -- 14,599 * Mileage run hi y engines lerfonning work-train services for Maintenance Branch " working-expenses " classifications. t Credits for same from Maintenance Branch.

D.—< 2

31

RETURN No. 24— continued. Locomotive Returns for the Year ended 31st March, 1923— continued.

Type. IE B '5c H at a Train. Details. Shunting Work j '--• Details. Engine-mileage. Total. Quantity of Stores. Runuing. Repairs. ] Stores. Running. : Repairs. Running. Total. Wages Total. Fuel. Wages. and Stores. Fuel. ' Wages. Material. Running. Cost. Cost per Engine-mile, in Pence. Running. 2 33 n Type. Coal. Oil. Tallow, i Waste. Wages and Material. NORTH ISLAND MAIN LINE AND BRANCHES. A Aa .. Ab .. Bb .. Be .. D* . . F FAt ■• H J M NJ .. N (compound) .. Na .. No . ■• Oa .. Ob .. Oc .. P Q •• Rf .. S T Wa Wa (converted) Wab .. Wd .. We .. Wf .. Wg .50 10 42 30 1 1 4 6 14 4 4 8 1 2 2 1 2 1 2 6 6 3 1 2 3 2 3 3 11 1 17 20 892,628 193,072 1,079,996 613,902 9,131 7,545 84 26,119 9,063 9,974 4,978 23,202 8,572 24,806 32,456 5,871 45,203 Not work 1,665 101,053 1,412 1,313 120 37,954 2,599 25,226 24,080 44,874 56,911 2,987 220,904 196,084 127,498 18,912 79,254 90,691 1,211 4,809 255,753 48,521 18,221 63,289 9,729 17,659 27.171 1,270 7,183 4,633 829 4,616 11,183 3,622 243 7,923 26 7,033 7,102 582 75 14,934 246 16,749 1,031,309 215,606 1,159,493 712,516 10,368 4,809 270,331 55,707 44,922 72,427 34,637 22,883 67,122 9,842 31,989 37,113 6,700 49,819 Cwt. 525,779 125,160 505,735 431,167 6,440 84,798 17,631 46,998 31,944 7,059 9,453 37,845 4,410 16,570 17,103 3,365 28,835 Qt. 46,114 8,909 40,641 27,142 501 7,881 1,517 3.299 2,812 719 650 2,348 405 1,153 1,478 263 1,657 lo. lb. 2,017 15,816 550 3,080 1,831 14,641 1,240 8,683 36 203 356 3,201 48 538 282 1,707 181 1,145 68 ! 411 34 j 262 125 i 936 23 159 88 5534 77 500 15 97 74 i 538 I £ 42,893 9,439 11,973 24,056 870 25 13,846 4.512 9,100 6,639 1,678 946 3,719 944 522 1,470 1,515 1,401 5 267 7,463 811 811 274 869 250 883 1,318 941 6,923 1,302 5,596 17,841 £ 2,991 593 2,726 1,756 33 519 107 246 198 52 44 158 28 82 97 17 105 '62 295 68 12 5 97 60 86 109 149 425 38 718 976 £ 89,770 21,312 86,187 74,177 1,049 12,795 2,880 8,089 5,165 1,225 1,634 6,304 797 2,938 2,962 564 5,075 £ £ 35,108 : 170,762 7,260 38,604 31,544 132, 430; 24,887 124,876: 431 2,383 14,063 41,223 2,541 10,040 4,180 21,615 4,035 , 16,037: 1,190 4,145: 1,200 ! 3,824: 2,748 : 12,929; 286 2,055 1,183 4,725! 1,175 5,704 ; 262 2,358 ! 1,609 8,190' 5' 1,249 3,617 ' 4.543 24,440 1,772 4,956! 318 1,690 86 j 523| 1,283 6,609: 1,353 4,010 1,785 5.611 1 2,016 6,896| 1,940 i 8,127 7,979 ' 30,208: 538 3,14ll 13,615 46,591; 15,508 67,6801 9-98 0-70 10-51 0-66 2-48 0-56 810 0-59 2014 0-76 1-25 12-29 0-46 19-44 0-46 48-62 1-31 2200 0-66 11-63 0-36 9-92 0-46 13-30 0-56 2302 0-68 3-92 0-61 9-51 0-63 54-27 0-61 6-75 0-50 2-35 0-55 14-56 0-58 4-73 0-40 36-72 0-54 37-92 0-69 4-85 0-54 2-44 0-59 4-92 0-48 6-33 0-52 4-33 0-69 9-69 0-60 25-86 0-75 412 0-53 11-78 0-64 20-89 23-72 17-84 24-99 24-28 11-36 12-41 43-22 17-11 8-49 17-14 22-54 19-44 22-04 1915 20-20 24-45 8-17 8-08 6-53 8-38 9-98 015 12-49 10-95 22-23 13-37 8-24 12-59 9-83 6-97 8-88 7-60 9-39 7-75 39-74 9,499 42-97 1,728 27-41 8,985 4206 7,089 55-16 123 1-40 295 36-60 4,516 43-26 653 115-48 1,332 53-14 999 28-72 637 40-11 353 46-23 824 5011 129 35-45 378 36-89 320 84-47 82 39-45 497 A. Aa. Ab. Bb. Be. D*. F. FAf. H. J. Lf. NJ. N (compound). Na. Ne. Oa. Ob. Oo. P. Rt. S. T. Ud. V. Wa. Wa (converted). Wab. Wd. We. Wf. Wg. "24 ing 15,544 20,814 28,080 3,988 910 5,045 21,984 17,774 25,749 7,205 76,554 9,100 102,937 150,972 10,018 1,186 11,654 704 43 59 171 33 37,945 27,227 123,053 41,146 5,301 1,734 43,042 24,583 43,059 50,000 52,112 171,410 12,087 325,869 363,393 13,768 74,517 12,820 2,840 972 25,420 13,319 16,709 21,784 29,724 87,616 7,305 156,495 196,807 943 4,602 969 176 75 1,444 868 1,253 1,594 2,098 6,269 489 10,688 14,548 52 j 361 180 1,358 77 474 16 74 2 22 85 543 48 363 79 520 105 709 115 714 368 ' 2,472 51 | 274 610 j 4,217 613 | 5,217 2,039 12,139 2,305 549 158 4,360 2,347 2,857 3,453 5,097 14,879 1,263 26,662 33,355 17-97 23-68 13-44 24-85 21-88 24-31 22-91 15-92 16-57 23-48 20-83 25-08 19-64 22-04 11-01 8-85 10-34 14-40 11-90 7-15 13-21 9-95 9-68 8-93 11-17 10-68 10-02 10-24 31-88 342 47-67 1,209 28-91 704 76-51 90 72-39 28 36-85 390 3915 333 31-27 406 33-10 678 37-43 563 42-29 2,243 62-37 , 217 34-31 ! 4,174 44-70 1 4,170 2,028 16,337

D.—2

32

RETURN No. 24— continued. Locomotive Returns for the Year ended 31st March, 1923— continued.

Type. at [ H I at S3 3 i * i Train. Engine-mileage. Details. Sh and ing J«* Empty. tram - Details. Engine-mileage. Total. Quantity of Stores. Running. Repairs. Running. Cost. Repairs. Cost per Engine-mile, in Pence. Running. at at at - Type. Coal. Oil. Tallow. Waste. Wages and Material. Stores. Fuel. Wages. Total. Wages aud Material. Stores. Fuel. Wages. Total. NORTH ISLAND MAIN E AND BRANCHES— continued. I Wh .. Wj .. Ww .. Small tank* Rail motor No. 1 Rail motor No. 2 2 1 48 IS 1 1 1 409 16,552 805,437 304,387 33,971 5,063 209,368 22,048 3,580 4 2,843 12 34,380 21,619 1,017,648 326,447 3,580 Cwt. Qt. lb. 13,303 I 1,256 i 94 15,595 i 842 ; 44 506,260 ! 38,149 j 1,606 256,001 28,309 I 637 lb. 526 329 11,947 6,441 £ 1,950 1,479 41,625 23,812 1 £ 96 59 2,479 1,710 £ 2,316 2,672 87,340 44,116 £ 1,942 1,141 38,900 13,165 £ 6,304 5,351 170,344 82,803 1 1 112 13-61 16-42 9-82 17-51 0-07 0-67 0-65 0-58 1-26 16-17 29-66 20-60 32-43 13-56 12-67 9-17 9-68 44-01 59-40 40-17 60-88 0-07 408 233 11,569 3,261 100 Wh. Wj. Ww. Small tank.* Rail motor No. 1. Rail motor No. 2. Not work Not work ing ing 112 1 Totals General charges 359 4,830,569 1,541,935 •• 152,779 6,525,283 3,351,547 262,061 |11,827 89,012 ! 250,081 17,196 570,830 .. 242,839 1,080,946 165,507 9-20 j 0-63 I : 21-00 8-93 39-76 6-09 69,557 -- 152,779 94,537 6,525,283 I 94,537 § 1,246,453 ! 45-85 Totals -- ' 6,430,746- ! I -- 4,830,569 1,541,935 58,242 1,231,811 -- .. -- * Gang, fuel, and stores supplied by Stores Branch. t Gang, f del, and stores for one Fa for five months, one It for eight months, and one R. for six months supplied b; § Mileage run by engines performing work-train services for Maintenance Branch " working-expenses " classifications. Credits for same from Maintenance Branch. Note. — 22 engines were written off during the year. Public Works Dej lartment. t One 5T transferred to Westland Section.

D.—2

33

RETURN No. 24—continued. Locomotive Returns for the Year ended 31st March, 1923— continued.

Type. at u a; S3 a Details. Engine-mileage. Work train. Total. Quantity of Stores. Running. Repairs. | Running. Cost. Repairs. Cost per Engine-mile, in Pence. Running. a at R Type. Train. Shunting and Empty. Coal. Oil. Tallow. Waste. Wages and Material. Stores. Fuel. Wages. Total. Wages and Material. Stores. Fuel, j Wages. Total. SOUTH ISLAND LINE AND BRANCHES. A Ab 409 Ab . . B Ba .. D* .. Ft .. Fa .. J L P Q .. R T U Ua .. Ub .. Uc .. Wa (converted) Wd .. Wf .. Ww .. 7 1 31 8 10 1 37 :14 5 1 6 7 7 4 9 6 - 22 10 10 1 3 16 2 106,365 11,305 732.239 149,348 121,959 310 49,273 20,361 113,317 31,477 5,083 86,336 175,323 9,585 15,729 162,461 126,580 425,370 135,547 174,636 2,661 29,521 180,050 47.341 8,684 760 61,428 25,153 30,497 6,154 464,073 18,577 69,761 3,868 6,829 20,061 13,649 57,676 3,838 13,019 7,700 53,734 22,819 20,048 10,928 17,143 105,946 13,802 7 101 112 1,231 2.318 107 18,733 304 100 430 115,049 12,065 793.674 174,602 152,568 7.695 515,664 39,045 201,811 35,649 12.012 106,827 188,972 73,898 19,672 175,640 134,280 479.985 158,392 195.009 13.677 46,822 317,547 61,224 Cwt. 68,895 7,180 377,431 117,687 104,776 1,413 184,231 15,623 89,501 11,975 4,892 55,802 116,188 28,953 12,390 88,252 68,609 278,119 96,70,8 95,744 5,705 22,372 155,873 32,115 Qt. 5,963 464 28,271 7,764 7,694 182 18,796 1,334 6,399 897 390 2,942 7,347 2,299 835 5,914 4,326 17,398 6,167 6,165 576 1,772 11,719 2,570 lb. 254 18 1,391 270 344 22 1,105 56 483 126 30 265 257 176 83 369 260 796 346 477 19 74 529 72 lb. 1,825 195 9,845 1,985 2,327 107 6,652 554 3,200 468 238 1,550 1,867 1.287 445 2,364 1,557 5,995 2,434 2.446 257 549 3,876 646 £ 6.9S1 1.614 16.159 12,023 11,778 41 19,092 988 11,390 650 86 2,260 7,372 3.283 599 13,107 7,270 20.339 12,541 2.771 483 3,598 15,223 896 £ 390 34 1,874 505 516 15 1,207 97 463 67 30 222 476 162 64 412 298 1,171 427 435 41 123 801 172 £ 11,961 1,328 64,591 20,145 18,266 145 29,230 2,774 15,541 2,095 852 9,841 20,447 5,076 2,215 15.442 11.999 48,401 16,815 16,821 1,016 3,846 27.129 5,532 £ 4,336 402 23,305 6,777 6,723 172 28,919 1,810 9,057 1,131 721 4,532 5,750 4,117 1,071 5,769 4,332 16,422 6,031 6,817 772 1,827 13,543 2,466 £ 23,668 3,378 105,929 39,450 37,283 373 78,448 5,669 36,451 3,943 1,689 16,855 34,045 12,638 3,949 34,730 23,899 86,333 : 35,814 26,844 2,312 9,394 56,696 9,066 14-56 3211 4-89 16-52 18-53 1-28 8-89 6-07 1355 4-38 1-72 5-08 9-36 10-66 7-31 17-91 12-99 10-17 19-00 3-41 8-48 18-44 11-50 3-51 0-81 0-68 0-57 0-69 0-81 0-47 056 0-60 0-55 0-45 0-60 0-50 0-61 0-53 0-78 0-56 0-53 0-59 0-65 0-54 0-72 0-63 0-61 0-67 24-95 26-42 19-53 27-69 28-73 4-52 13-60 17-05 18-48 1410 17-02 22-11 25-97 16-48 27-02 2110 21-45 24-20 25-48 20-70 17-84 19-72 20-50 21-69 9-05 7-99 7-04 9-32 10-58 5-36 13-46 1113 10-77 7-61 14-41 10-18 7-30 13-37 1307 7-88 7-74 8-21 914 8-39 13-56 9-36 10-24 9-67 49-37 67-20 3203 54-22 58-65 11-63 36-51 34-85 43-35 26-54 33-75 37-87 43-24 41-04 48-18 47-45 42-71 43-17 54-27 3304 40-60 48-15 42-85 35-54 1,039 125 6,266 1,769 1,955 213 8,025 589 2,612 475 232 1,354 1,461 1,131 435 1,751 1.246 4,684 1,909 2,100 232 468 3,650 576 A. Ab 409. Ab. B. Ba. D.* F.t Fa. J. K. L. P. R. T. U. Ua. Ub. Uc. V. Wa (converted). Wd. Wf. Ww. 6,637 105 160 881 26 325 88 158 31,551 81 Totals General charges 2,912,177 63,455 4,031,779 2,040,434 148,184 7,822 52,669 170,544 10,002 351,508 156,802 688,856 . 83,939 10-15 0-60 20-92 9-33 41-00 500 44,297 220 1,056,147 •■ •• •- •- •• •• 63,455 36,719 4,031,779 36,719t 772,795 6,084§ 46-00 Totals -- 12,912,177 1,056,147 26,736 |3,995,060 766,711 * Gang, fuel, and stores for one D (loco.) suppled by outside firm for two months, "working-expenses " classifications § Credits for same from Maintenance Branch. Notf.. —One Fa sold and one K engine written off during year. t Gang, fuel, and stores for one F (loco ) supplied by outside firm for one month. X Mileage run by engines performing work-train services for Maintenance Branch

D.-_

34

RETURN No. 24— continued. Locomotive Returns for the Year ended 31st March, 1923— continued.

I ai a Engine-mileage. Quantity of Stores. Cost. Cost per Engine-mile, in Pence. o H Xt a A o Train. Details. Empty. tram ' Details. Total. Coal. Runn Oil. Running. ling. Tallow.; Waste. Repairs. J Running. Repairs. Running. ; : i Wages Total, and j Stores. Fuel. : Wages. Materia]. Repairs. Running. 3 at CO 01 n Type. Type. Wages and Material. Stores. Fuel. Wages. Total. WESTLAND SECTION. F Fa .. La .. N* .. W .. Wa Wd . . We .. 5 1 4 3 '2 3 4 1 3,293 4,086 7,775 41,688 22,255 46,374 80,969 10,023 51,934 1,760 4,952 3,171 9,975 10,165 12,309 4,132 10,950 421 25,423 66,177 6,267 ! 38,150 44,859 32,326 57,045 93,362 14,394 Cwt 15,288 2,372 9,651 21,688 16,155 26,316 42,212 10,044 Qt. 2,719 278 1,369 1,537 1,489 2,159 3,597 653 lb. : lb. 180 j 861 23 109 110 485 109 652 100 < 631 141 864 194 1,245 .53 300 £ 2,831 1,524 254 1,722 931 2,201 2,119 ! 427 £ 184 18 90 112 100 148 242 46 £ 862 129 545 1,209 901 1,485 2,379 564 £ 3,664 325 1.679 1.671 1,697 2,451 3,325 903 £ 7,541 1,996 2,568 4,714 3,629 6,285 8,065 1,940 10-27 0-67 58-36 0-69 1-60 0-57 9-21 0-60 6-91 0-74 9-26 0-62 5-45 0-62 7-12 0-77 3-12 4-94 3-43 6-47 6-69 6-25 611 9-40 13-29 12-45 10-56 8-94 12-60 10-31 8-55 15-06 27-35 76-44 1616 25-22 26-94 26-44 20-73 32-35 1,068 F. 117 Fa. 635 La. 536 X.* 486 W. 680 Wa. 951 Wd. 245 We. 4,718 96 506 84 239 Totals General charges 23 216,463 98,398 37,719 352,580 143,726 13,801 910 I 5,147 12,009 940 8,074 15,715 36,738 6,539 8-17 ! 0-64 5-50 10-70 25-01 4-45 j 37,719 8,795 352,580 8,795t : 43,277 1,262$ 29-46 Totals .. | 216,463 98,398 28,924 j 343,785 j 42,015 - WESTPORT SECTION. F Fa Wb .. 2 2 5 62 15,689 71,192 26,262 13,527 24,247 229 253 26,324 29,445 95,692 6,774 10,326 53,721 1,096 1,150 3,788 62 477 89 660 329 1,738 1,087 485 2,775 78 84 257 422 646 3,362 1,768 1,484 4,046 3,355 2,699 10,440 9-91 3-95 6-96 0-71 0-68 0-64 3-85 16-12 5-27 12-10 8-43 1015 30-59 22-00 26-18 443 486 1,149 F. Fa. Wb. Totals General charges 9 86,943 64,036 482 151,461 70,821 6,034 480 : 2,875 4,347 419 4,430 7,298 16,494 I 3,410 6-89 0-66 702 11-57 2614 5-40 2,078 482 482 151,461 482t 19,904 55J 31-54 Totals I 86,943 64,036 150,979 -- 19,849 -- I * One N transferred from North Island Main Line and Branches. t Mileage run by engines performing work-train services for Maintenance Branch "working-expenses" classifications. 1 Credits for same from Maintenance Branch.

D.—2

35

RETURN No. 24— continued. Locomotive Returns for the Year ended 31st March, 1923— continued.

ata Engine-mileage. Quantity of Stores. Cost. Cost per Engine-mile, in Pence. Type. 33 O H at S3 H Train. Details. Shunting Empty. tram - Details. Total. Coal. Runn Oil. Running. ling. Tallow. Waste. Repairs. Stores. Fuel. Wages. Running. Repairs. Stores. Fuel. Wages. Running. Total. at si a Type. Wages and Material. Total. Wages and Material. NELSi SECT] ON. Fj .. • .. Wf .. 1 3 2 1,607 32,397 23,773 5,281 10,082 1,867 139 6,888 42,618 25,640 Cwt. 1,552 11,008 11,604 Qt. 249 1,550 1,082 lb. 11 66 66 lb. 133 667 498 £ 246 499 1,181 £ 16 100 73 £ 213 1,550 1,686 £ 345 1,470 886 £ 820 3,619 3,826 8-57 2-81 1106 056 0-56 0-68 7-42 8-73 15-78 12-02 8-28 8-29 28-57 20-38 35-81 163 595 358 F. Fa. Wf. Totals General oharges 6 57,777 75,146 24,164 2,881 143 1,298 1,926 189 3,449 2,701 8,265 1,795 6-15 0-60 1102 8-63 2640 5-73 1,116 17,230 139 •• -- 10,060 16t i 139 139 75,146 139* 32-13 Totals •• 57,777 17,230 75,007 10,044 -- -- picto: sect: [ON. Fa .. WfJ 2 3 12,377 33,668 14,296 12,027 146 17 26,819 45,712 10,554 21,012 893 1,454 67 76 455 506 352 2,433 60 94 1,671 3,326 1,266 1,832 3,349 7,685 315 12-78 054 0-49 1495 17-46 11-33 9-62 29-97 40-35 607 581 Fa. Wr.| Totals General charges 5 46,045 26,323 163 i 72,531 31,566 2,347 143 961 2,785 154 4,997 3,098 11,034 2,179 9-22 0-51 16-53 10-25 36-51 7-21 1,188 ■• •• 163 \ 163 13,213 22t 43-72 72,531 163* Totals , ! i •• 46,045 26,323 72,368 13,191 • ■ • Mileage run by engines performing work-train services for Maintenance Branch " working-expenses •' classifications. Engine accounted for on North Island retuni. t Credits for same from Maintenance Branch. X One WF (loco.) transferred from North Island, 27th March, 1923.

D.—2

REVENUE.

EXPENDITURE.

D.-2.

NEW ZEALAND GOVERNMENT RAILWAYS.

Percentage of Increase, 1913-1923 Engines 24-56 per cent. Tractive Power 53 33 per cent.

Percentage of Increase, 1913-1923 Carriages 16 85 per cent. Seating-accommodation 21-52 per cent.

Percentage of Increase, 1913-1923 Wagons 34 06 per cent. Carrying-capacity 48-75 per cent.

D.-2.

D.-2.

NEW ZEALAND GOVERNMENT RAILWAYS.

P.—2

Planing-machine, Housing Factory.

Interior of Housing Factory, Eastern End, Frankton Junction.

Dining-room, Frankton Junction Railway-station.

D.—2.

1. Sawmill Yard, Frankton Junction —Portion of the Timber-supply. 2. The Sawmill. 3, 4. Portion of the Railway Settlement, Frankton Junction.

D.—2.

Looking down Otira Valley.

Looking towards Otira Portal.

D.—2.

Otira Settlement and Railway-station, with Portion of the Yard.

Goods-train between Otira and Arthur's Pass.