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1924. NEW ZEALAND
RAILWAYS STATEMENT BY THE MINISTER OF RAILWAYS, HON. J.G. COATES.
Mr. Speaker,-— I have pleasure in presenting the Railways Statement for the year ended 31st March, 1924. Tn presenting my last Statement I explained that it had not been possible for me to personally review our railway system owing to the short time I had held the portfolio. During the recess, however, I have made an exhaustive inspection of all branches of the Department's activities, and have formed definite opinions with regard to the more important problems, and these I have dealt with herein under the different headings. Generally speaking, I am convinced that the Dominion has a splendid railway system, and that, if given necessary facilities, it can be made to pay a reasonable interest on the capital invested, and render more satisfactory service to the community. The nature of the facilities I refer to are new stations and layouts at important termini and main centres, deviations, grade-easements, and increased accommodation; and my proposals with regard to these matters have for convenience been dealt with in a separate report, which will be presented to Parliament at the same time as this Statement. Before proceeding to deal with new subjects I propose to touch on the matters mentioned in my last Statement. REORGANIZATION. After the close of last session I immediately closely examined the existing organization, and with the General Manager of Railways put some changes into effect. I feel sure that the reorganization of the Head Office, which is set out in the diagram annexed, will result in a much more satisfactory apportionment of the work and responsibility of the management than existed hitherto, speed up routine, and enable the time of the General Manager to be exclusively occupied in matters of prime importance. To extend this decentralization of responsibility to other important officers of the Department, such as District Managers, District Engineers, Locomotive Engineers, &c, was a most difficult matter, especially with regard to the management of the districts. T arranged a conference with the District Managers to consider the question, but they were of the opinion that matters directly affecting revenue, expenditure, staff conditions, and regulations required to be in the hands of a central authority to ensure uniformity and stable finance ; also that authority is at present in the hands of District Managers to meet the full transport requirements of the various districts. lam not yet satisfied that much more could not be done, and I have certain proposals under consideration now which will, when put into operation, greatly assist towards a solution of this problem.
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There can be little doubt that District Managers, in concentrating on the primary problem of coping with the traffic usually available, are prone to overlook the vital. necessity of seeking to stimulate business, and thus swell the revenue by rendering improved service. It has become apparent in many instances that some officers have been influenced too much by precedent, and have hesitated to exercise their own initiative as fully as the conditions justify. My remarks dealing with the establishment of the Commercial Branch will indicate more fully how 1 hope to overcome this tendency. DEVELOPMENTAL. Although the railways have never been regarded or run as a profit-making concern, there is no doubt in my opinion that the time has arrived for the finances of the Department to be placed on an entirely different footing. My proposals in this connection are dealt with later. The necessity for and advantage obtained by developing the Dominion by means of transport facilities are apparent, but at the same time there does not appear to be any good reason why the accounts should not be arranged in conformity with recognized commercial methods, and at the same time ensure that full credit is given to the Railways for the services they perform, besides showing how far they meet their proper obligations. The system followed insists that business life and daily transactions shall conform to stereotyped accountancy methods, instead of the accountancy methods being adapted to business requirements. It is well known that many of our branch lines are not paying their way, but by counteracting competition and utilizing a cheaper transport method I am of opinion that the working-expenses can be reduced to a minimum, and the revenue substantially increased and a more effective service rendered to the public. The new policy of constructing new lines, whereby the estimated cost of construction, revenue, and working-expenses, &c, are very closely scrutinized by the Public Works, Railway, Agriculture, and other Departments concerned, will eliminate as far as it is possible the construction of uneconomic lines. In my opinion no line should be undertaken unless it is shown that interest can be earned on the capital outlay within a reasonable time of completion. Every care is now taken to see that new lines will be paying propositions before any expenditure is authorized. The procedure is roughly as follows : A railway having been projected, the Public Works Department instructs its Engineers to examine the country and select the route which appears to be the best both from (1) first cost, and (2) an operating point of view. This is not intended to mean that the first cost is the first consideration or the reverse, but that the solution to the problem is selected which makes the sum of the interest on construction, plus the cost of working and maintenance, a minimum. If the natural conditions are such that two or more routes appear to be of very similar value, then each one is closely surveyed. The country likely to be tapped by these lines is carefully delimited and its potentialities estimated. When the data up to this point is collected, the problem is referred to the Agriculture Department, who advise as to the probable produce likely to be grown on the areas served, and whether it is likely to be transported by rail, or move on its own feet (in the case of cattle), to the nearest market ; should there be any mineral deposits, full information is obtained from the Mines Department. The data is then passed on to the Railway Department, who estimate the probable facilities necessary to adequately cope with the traffic, and the annual cost of running this traffic and maintaining the line. 1 laving obtained all this information, the Engineers then set out the whole case for the information of the Government, who then decide whether the construction of the line should be authorized. TARIFF. In the report of last year the matter of the railway tariff was touched upon, and it was indicated that it was proposed to undertake a comprehensive revision thereof. This was taken in hand, but, owing to pressure of work arising out of the difficulties with the staff that culminated in the recent unfortunate strike, and the important matters that claimed attention after the strike had taken place, work
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on the tariff had to be set aside for a time, and has accordingly been somewhat delayed. This work has, however, again been receiving attention, and matters are now in train which will lead to an early decision in regard to the tariff. Seeing that the general expectation lies along the line of a reduction in charges, it is necessary to carefully examine the financial position of the Department in order to ascertain just how far it would be safe to go in reducing rates. It may be, of course, that some reductions may be made which, by bringing traffic to the railway, might to a greater or lesser extent recoup the loss involved in the reduction of the rates, but it seems safe at the outset at least to assume that reduction in rates will involve at the commencement and for some little time afterwards a direct loss of revenue. The problem, then, so far as it relates to finance, seems to take its commencement in the policy that will be laid down, and this has been dealt with in my remarks on finance. An examination of the returns for the last financial year shows that the net revenue resulting from the Department's operations was just sufficient to pay the policy rate of interest, and the gross revenue has not increased to a very marked degree. There appears to be nothing in the circumstances at present existing to warrant a belief that the position, so far as the natural increase of traffic in the country is concerned, and as indicated during the past few years by the comparatively small increase in revenue, will be materially different in the coming year. On the expenditure side the position is that the Department has cut its expenses to the lowest reasonable limit, and has even arrived at the stage where the public have commenced a demand for an extension of the services. This makes it safe to assume that the likelihood of any substantial reductions in expenditure during the coming year is very remote. It is believed, however, that such reductions may be made in the railway rates as may eventually bring such a volume of increased traffic as to counterbalance the loss involved in the rate reductions. In the vicinity of large towns motor-vehicles are being increasingly patronized, and it is therefore desirable to make some adjustments in the suburban fares. During the war and post-war periods the passenger charges were increased by only 25 per cent, as compared with 40 per cent, in the case of goods, and, apart from considerations of competition, it does not appear that there is the same pressing necessity for reductions of a general nature in the case of the passenger-fares as in the case of the goods-rates. In regard to the goods traffic, the position is that the total quantity of goods required to be carried in New Zealand has not very substantially increased during the last few years, and if the Department is to obtain the increased traffic which will enable it to recoup itself for reductions in rates it must obtain such traffic from its competitors. Competition by sea has always existed, and there is no reason to believe that the proportion of goods carried by sea as against railway has increased very much of late years. Prom the reports received by the Department it cannot be found that the proportion of sea-borne goods has increased in any particular locality, while, on the contrary, it is found that the opening of the Otira Tunnel has diverted to the railway all but a negligible quantity of the traffic between Canterbury and the West Coast that formerly went by sea. Still, there remains a fair amount of sea-borne traffic, some of which might possibly be attracted to the railway, and which might, therefore, be taken into consideration when detailed proposals are being made along the lines of increasing the traffic to be carried by rail. The road motor traffic is, however, of later development than the sea-borne traffic, and is becoming an increasingly potent factor in competing with the railways. Therefore in considering the question of increasing the railway traffic by attracting to the railways the carriage of goods now being transported by other means than the railways the motor traffic claims very serious attention. The problem presents many difficulties. The comparatively free use of the roads which the motor carriers now enjoy, and the greater mobility of the motorvehicle (enabling the goods to be transported from starting-point to destination without the handling involved in loading and unloading to and from the railway), are advantages which materially affect the position' in favour of the motor. The first factor is not within the control of the Railway authorities. The second can, in
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a measure at least, probably be met by arranging for transit of goods to and from the railways. This could be done by the Department itself undertaking cartage to and from the railway, or by entering into suitable contracts with road carrying concerns. The principal commodities at present being conveyed by road are mineral oils (benzine, &c.) and household furniture. Certainly other classes of goods are also being carried, but the two classes mentioned seem to form the backbone of the motor traffic. In regard to benzine, it is to be noted that, being a dangerous commodity, it was, up till July, 1922, charged at rate and a half of the highest class in the railway tariff—namely, Class A. In the month mentioned the rate was reduced to single rate, Class A, being a concession of per cent. This reduction undoubtedly affected the quantity carried by road, but a substantial quantity still continues to be so carried, and the road traffic in benzine is fairly general throughout the Dominion, though more marked in some localities than in others. Its generality is sufficient to warrant action being taken along the lines of a general reduction in rate, supplemented as may be found desirable by special competitive rates between points where the traffic cannot be secured by other means and is sufficient to warrant the institution of such a rate. In the case of furniture it is to be noted that the road traffic in these articles is practically confined to household removals. In connection with this traffic the advantage of one handling from starting-point to destination has a peculiar value. Articles of furniture are not usually easy to pack, and when once the labour has been expended in advantageously packing them on to a motor-lorry there is generally a disinclination to remove them from the lorry and repack in a railway-truck if it can be avoided, and in regard to this aspect of the matter the labour cost is not the only factor. Liability to damage in the case of handling enters into the matter and increases the disinclination of owners to subject the furniture to the added risk involved. It is found also that under the present system of classification of furniture it is not possible to give inquirers information in a compendious form as to the probable cost of the carriage of their goods by rail. At present various articles of household use are classified at different rates per ton, and this involves a knowledge of the total weights of the various classes of goods that will be involved in the removal. It is found also that the carriage of wool by motor tends to increase. Inquiries in various cases where wool has been carried by motor indicate that the farmers place a peculiar value on the fact that the wool is lifted by the motor from the wool-shed and delivered at the wool-store. They find that the avoidance ol' the necessity of carting the wool to railway-stations and loading into trucks affords so much more time during which, their teams and employees can be occupied on the farms, and also saves the double handling of the wool. Cases have indeed been found where the farmers were willing to pay more for the transport of their wool by motor than by rail in order to secure these advantages. There is little doubt, however, that a reduction in the rates on wool would tend to counteract this effect, and on that ground I consider a lower rate is justified. Apart from the commodities that have been mentioned above, the traffic by motor is, as has been already indicated, confined to the goods which are most highly placed in the railway classification. Any reduction, therefore, to meet such competition can be justified in respect of such traffic only, for there is little doubt that the motor cannot hope to compete with the railway on the low-rated traffic. Without going into details the immediate extent to which rates will be used for the purpose of meeting motor competition will involve suitable reductions on benzine, household removals, and the commodities that are listed in the higher classes (A, B, C, D, and H) of the railway tariff. I propose to submit recommendations to Cabinet along these lines within the t next week or two, the reductions in the aggregate amounting in all probability to approximately £200,000 per annum. There must come a time when loss of the more lucrative traffic will make it impossible for the Department to continue giving concessions, but this is a point which does not seem to be sufficiently recognized. Another matter which suggests itself as being worthy of consideration in connection with the tariff as affected by competition is as to whether the method under which rates are fixed is not too rigid, and not as readily adaptable to
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circumstances as the necessities of meeting competition require. At one extreme we have, as at present, the method of fixing rates solely by gazetted regulation. The other extreme is the placing in the hands of individual officers authority to fix charges as occasion may require. The question is how far the position can be carried from the extreme where it now rests in the direction of allowing of a greater measure of elasticity in rate-making. The Minister might, of course, exercise his power of delegation as contained in the proviso to paragraph (viii) of section 10 of the Government Railways Act, 1908. There are difficulties in the way of an extended use of this power, but it appears to me that the urgency of the occasion calls for some action being taken to place the Department, as a business concern, on a more advantageous position in relation to its competitors in the matter of quoting rates than it now holds. The question as to how this may be effected, and, in particular, as regards the matter of the extent to which the power contained in the proviso mentioned above might be used in this direction, is now under consideration. MOTOR COMPETITION. Road competition by motor-vehicles has continued to develop, and has been extended in many parts of the Dominion, especially in places where conditions have been such as to render remedial measures extremely difficult. This has been very apparent on such sections as Lower Hutt-Petone-Wellington, Wanganui-Marton and up as far as New Plymouth, Timaru-Waimate, &c. Since the main road to Petone has been improved by the laying-down of a permanent pavement of bitumen a very serious competition has grown up by the running of passenger motor-buses from Lower Hutt and Petone to Wellington, and vice versa. The officers of the Commercial Branch of the Department took the matter in hand, and the steps taken to recover the business have been watched with very close attention, and similar measures taken in other localities where good roads and the general conditions have enabled the motors to seriously compete. Motor competition in the carriage of goods, however, is far more serious, and a very definite course of action has been outlined to cope with the inroads that are being made on the Department's revenue due to the loss of traffic that is being carried by road. TRAIN-SERVICES. During the last twelve months many improvements in train-services have been brought into operation in various parts of the Dominion, including the putting-on of the Frankton-Auckland morning train and altering of the time of departure of the morning train from Wanganui to Marton to enable passengers to connect with the Main Trunk express southward, and the provision of better services on suburban sections. In addition, a Sunday service was given a trial between Auckland and Helensville during the summer months, and, although this arrangement was not supported to the extent anticipated, it will be given a further trial during the forthcoming summer. To enable people from the Waikato district to visit Auckland on Saturdays for football, cricket, and other events, and return to their homes the same day, it was arranged to delay the departure from Auckland of the afternoon train to Erankton until about 5.30 p.m., which gives ample time to passengers to attend the particular events in which they may be interested and catch their train. In many other cases rearrangements have been made to meet the convenience of the public, and with the present organization of the Transportation and Commercial Branches users of the railways can be assured that their requirements will have every possible consideration. As will be seen from the remarks concerning railjmotors, it is proposed to provide improved facilities in many sections of railway in the South Island as soon as these cars are available for use, as it is considered that working-expenses on many sections in the South could be very considerably reduced by the running of self-propelled cars and at the same time give a more frequent service.
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With regard to goods traffic, a steady improvement has been effected, and through services inaugurated wherever sufficient traffic was available. This phase of the Department's operations will continue to be the subject of close observation, and improvements effected in every possible direction. One of the most important proposals in view is the intention to run, from about November next until after Easter, a " limited " express service between Wellington and Auckland, and vice versa. This question has received a good deal of consideration for some time past, and the officers of the Transportation Department are of the opinion that the service.should leave both terminal stations shortly after 7 p.m., reaching Auckland and Wellington respectively before 1.1 a.m. the following day. It has been decided to proceed along these lines during the coming summer, and there can be little doubt that the service should be a very popular one. It is obvious that stopping-places for the " limited " will have to be reduced to a minimum, and consequently they will be restricted to Erankton, Taumarunui, Ohakune, Taihape, Marton, and Palmerston North.. Representations have been made from time to time for the ChristchurchDunedin mail-train on Mondays to leave at 8.50 a.m. instead of 12.20 p.m. as at present, chiefly to enable commercial travellers to return to their circuits in the southern portion of the Canterbury Province and North Otago. Unfortunately, however, up to the present it has not been found practicable to so arrange connections with branch lines and. obviate other difficulties as to allow of the alteration being made, but the question is still under investigation. The question of running the Christchurch-Greymouth passenger-trains through to Hokitika has also been thoroughly examined, but I regret that it has been found that the traffic offering is quite inadequate to warrant the provision, and that the present' connecting service meets requirements. One of the results of the economies effected in the running of train-services was the amalgamation during the winter months of the Auckland-Thames and AucklandRotorua expresses. -Following the usual custom, these trains will be separated as soon as ordinary summer traffic develops, but I am looking forward to the time when the traffic will be maintained sufficiently to warrant the running of these trains separately throughout the whole year. It is expected that the section of railway between Huarau and Portland will be ready for the running of through express services during this summer. The schedules for the through trains and other trains affected have been completed in readiness for the inauguration of the service when the necessary certificates from the Engineers as to the section have been received. The time-table provides for a ten-hour journey from Auckland to Opua. A considerable handicap in the economical working of goods traffic in the Dominion is the running of what are commonly termed "mixed trains." A good deal of attention is being directed to this question at the present time, and with the advent of the self-propelled rail-cars there is every reason to believe that the running of mixed trains can be reduced and more elastic passenger services provided by means of rail-motors, thus enabling goods-trains to more efficiently cope with their proper task. SUBURBAN SETTLEMENT. My remarks and proposals in connection with the reductions in suburban fares will indicate the Government's anxiety to foster suburban settlement from the point of view in the first place of bringing about more desirable living-conditions for those employed in our cities, and in the second place of encouraging settlement that will, ultimately lead to remunerative train-services. In this connection the recent action of the Government in deciding to acquire a large area of land in the Hutt Valley calls for special mention. Options for the purchase of certain areas were secured by Mr. W. T. Strand, Mayor of Lower Hutt, and handed over to the Government, which is at present having the various proposals thoroughly investigated with the object of acquiring suitable blocks for cutting up into residential areas. Access will be given to the land by a, branch railway. It will then be subdivided and disposed of under the betterment system, the profit derived from the sales of sections going toward the cost of constructing the railway.
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ELECTRIFICATION OF SUBURBAN LINES. Much valuable material has been collected with regard to the electrification of certain suburban sections. The consensus of opinion has been that the time has not yet arrived to convert any of our lines from steam to electricity. Public agitation continues in various localities, however, for the electrification of suburban sections, and in order to remove as far as possible all doubt as to the wisdom or otherwise of converting any particular section or sections the Government invited quotations for the cost of furnishing a report with regard to the suburban sections of the four main centres, and many leading firms have submitted prices either to the High Commissioner or directly to the Department. Tt has been decided to obtain a report from Messrs. Merz and McLellan, Consulting Engineers, London, who carried out the electrification of the Melbourne suburban system, and who are considered to be among the leading authorities of the world with regard to such questions. Information has already been supplied to the firm, and representatives will be in New Zealand in November of this year. MOTOR-TRA INS. It was fully anticipated that at least three motor-trains would have been in active commission, ere this, but owing to various reasons I regret it is not possible for me to be able to furnish any useful information so far as actual experience of working on our own lines is concerned. Orders were placed in December last for one Sentinel steam-car, one Clayton steam-car, and a Leyland internal-combustion engine to be fitted to a car to be designed and constructed in the Department's own shops. The latter engine duly arrived in July, and the vehicle is at present under construction. With regard to the two steam-cars, owing to various points being raised by the Government's Consulting Engineers in England concerning the design and other matters, it is not anticipated that the cars will be available in the Dominion for use much before the end of October. In addition, arrangements were made with Mr. E. B. Buckhurst, a motor engineer of Christchurch, to install a six-cylinder internal-combustion engine to a light type of railway-carriage. This car should be available towards the end of October. The cars will be placed in commission immediately they are available, and so far as can be seen at present will be tried out on various sections throughout the Dominion, such as Wanganui-Marton, Penrose-Papakura, Wellington-Johnsonville, Wellington - Upper Hutt, Christchurch - Lyttelton, Christchurch - Templeton, Dunedin - Port Chalmers, Invercargill - Tuatapere, Invercargill - Lumsden, GoreSwitzers, Timaru-Fairlie, Woodville-Eeatherston, Napier-Waipukurau, ThamesFrankton, and others. In order to secure practical expert knowledge of the motor-trains in use on the railways in the Australian States, Mr. S. H. Jenkinson, Chief Draughtsman, visited Australia, and has furnished a valuable report dealing with his observations. Mr. Jenkinson closely inspected the design and construction of the various petrol rail motor-cars on the Australian railways (with the exception of Western Australia), and travelled on all the types in service at the time of his visit. He also examined the traffic conditions of the sections on which the cars were running, and travelled over sections representative of each type of service. It will be clear from the portions of his report attached to this Statement that self-propelled cars are being successfully operated in some of the Australian States, and the results obtained are, in my opinion, sufficient justification for this class of vehicle to be adopted more extensively on some portions of our system. In addition to the types already dealt with, inquiries are being made with regard to other kinds of self-propelled cars, such as electrical storage battery, and any other types that have been successful in other countries. LEVEL CROSSINGS. As is shown in the statement of the Signal Engineer, attached to the General Manager's report, a number of crossings have been fitted during the year with
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warning-devices. Apart from these, negotiations have taken place with the local bodies concerned with regard to converting level crossings by means of subways and overbridges, but satisfactory results are often rendered difficult by the unwillingness on the part of local bodies to assist in any way to defray the cost, expecting the Department to carry the work out entirely at its own cost. RAILWAY-IMPROVEMENT. As I have already indicated, matters under this heading are dealt with in a separate statement. A considerable increase in siding facilities at various stations has been effected, the principal works being Whangarei, which are being completely enlarged and rearranged in anticipation of the opening of through communication with Auckland. A subterminal station is in course of construction at Maungaturoto. At Rolleston and Arthur's Pass complete rearrangements have been made to provide for the through West Coast traffic. At Hokitika and Otira Stations rearrangements have also been completed. In Wellington a commencement has been made with the sea-wall to retain filling for the new station-yard. HOUSING. The housing-factory commenced operations in July, 1923. The number of fiveroomed cottages cut to date is 255 ; number completed and in occupation, 61 ; number in course of erection, 192. Cutting-capacity of factory approximately 400 houses per annum. The housing programme contemplates the provision of three hundred houses per annum, and the total number of houses dealt with by the Architectural Branch is 438. In addition to housing, the branch erected the refreshment and dining rooms, girls' hostel, men's quarters, and store-room at Otira, and the erection of the refreshment and dining rooms, storeroom, hostel, and men's quarters at Maungaturoto is in hand. Other matters which have engaged my attention during the year are as follows : — FINANCE. With reference to my remarks earlier in this Statement, I am definitely of the opinion that the Railway finance and accounts should be on an entirely different footing, and brought into line with commercial practice as far as may be possible. The first and most important step in this direction is the establishment of a separate Railway Account, into which all earnings will be paid, and out of which all working-expenses met, as well as superannuation subsidies, actual interest on fixed and floating capital, and renewals and replacements. On the other hand, the Railway Account will be credited with all services rendered by it, including the loss on operation of unpayable lines. It is now generally recognized that the compiling and publishing of facts and figures relating to financial results in proper form will dispel ignorance and inspire confidence in the administration. In the past the New Zealand Railway Department's accounts have been prepared essentially on a cash basis. All revenue earned is paid into the Consolidated Fund, and all expenditure is provided annually by Parliament. It might be contended that the proposals outlined will weaken parliamentary control, but that is not so. In South Africa, for instance, the State Railways are run as a separate account. Interest on the loan-moneys provided by the Treasury and invested in the undertaking is a charge against the earnings of the undertaking. Parliamentary control is not diminished, as (a) all accounts are subject to parliamentary appropriation each year, and (6) all investments of reserves, &c, are under the control of the Public Debt Commissioners.
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Another important departure proposed is the making of adequate provision for depreciation as a charge against earnings, and the creation of a Reserve Fund. In addition to this a Betterments Fund will be provided out of profits to meet expenditure for improvements of a non-capital nature. In South Africa all charges to Betterments Fund are subject to parliamentary appropriation, and the same course would be followed here. With reference to the accounts: these would be kept on double-entry principles and in commercial form. I have already expressed the opinion that given reasonable facilities, and with the finances placed on a more satisfactory looting, our railways can be made to pay their way. In the event of the system being worked at a loss, however, the adoption of the foregoing proposals would enable the accounts to show the true extent to which the Railway service was a burden on the taxpayer. Provision will also be made for deferred expenditure to be debited in the Working Account for the year in which it takes place, and be transferred to Renewals Fund, so that when the works are undertaken the funds will be available to meet the expenditure, and thus the accounts for the particular year in which it is actually affected will not bear more than their normal quota. OTIRA TUNNEL. The tunnel through Arthur's Pass was opened for public traffic on the 4th August, 1923. The portion of the line between Arthur's Pass and Otira was not handed over to the Railway Department until 25th May, 1924, consequently from the date of the opening of the line until the end of the financial year on 31st March, 1924, the line was worked by the Public Works Department. From, the date of the opening of the line special rates were charged for conveyance of passengers and goods through the tunnel. These tunnel rates were, — Passengers. s. d. First-class .. .. .. .. .. .. .. 3 6 Second-class .. .. .. .. .. .. .. 2 6 Parcels. s. d. Up to 14 lb 0 6 15 Ib. to 28 lb. .. .. .. .. .. .. .. 0 9 29 lb. to 112 lb. .. .. .. .. .. .. .. 10 Goods. s. d. Anthracite or bituminous coal .. . . .. .. 5 3 per ton. Native brown coal .. .. .. .. .. 3 9,, All other goods .. .. .. At ordinary railway rates for 9 miles, plus 50 per cent. The above rates remained in operation until the 17th February, 1924, inclusive. On and after Monday, the 18th February, 1924, all passenger-fares, and parcels, and goods rates were charged on ordinary through-mileage rates in operation on the New Zealand Railway system. The effect of this alteration is shown in the following statement: —
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At Rates charged prior to 18th February, 1924. At Rates charged subsequent to that Date. Difference. Dhristchurch bo Greymouth— Passengers, first-class Passengers, second-class Parcels, 56 lb. .. Benzine, per ton Sugar, per ton.. Reefton to Christchurch— Native brown coal, per ton Ngahcre to Christchurch— Timber, per 100 sup. feet £ s. d. 1 4 7 0 16 10 0 4 9 4 16 9 3 3 2 £ s. d. 1 2 3 0 15 2 0 3 9 4 4 10 2 13 11 s. (1. 2 4 1 8 1 0 11 11 9 3 0 18 11 0 12 4 6 7 0 5 2 0 4 1 1 1 J_
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The approximate capital cost of the tunnel section was £1,500,000. The estimated loss per annum on working, including interest, will probably not be less than £70,000 per annum. The expenses of working the tunnel section are particularly heavy, as special electric locomotives have had to be provided, and, owing to the very heavy grade, the load that can be taken through the tunnel by each train is limited in a marked degree, and, speaking generally, the business consists of one-way traffic only. It is very difficult at this juncture to say what increase in traffic would be required to make the new section of line a payable proposition, but it would require to more than double if the existing rates are maintained. The coal and timber traffic, which is the main portion of the traffic from the west to the east coast, carries comparatively low rates, which allow very little, if any, margin over the working expenses involved in working such traffic. Notwithstanding the higher rates in operation from the 4th August, 1923, until February, 1924, under the Public Works regime the net result of operating the tunnel was a loss of £27,305 for approximately forty weeks. In February, 1924, the rates were reduced by charging fares and freights on continuous mileage. The effect is strikingly illustrated by the figures showing the results of operating the line for the three periods the line has been operating since the altered system of charging was invoked. This shows a net loss of £13,324; and it will be noted that the working-costs have exceeded the actual receipts for the three months ended on the 16th August by £379. The question of improving the financial results on this section has been engaging the serious attention of the officers of the Tariff and Commercial Departments who have been investigating the representations made by the Canterbury Chamber of Commerce and other bodies for the inauguration of back-loading freights between Christchurch and the West Coast, the object being to offer such reductions in freights as will encourage a considerable increase in traffic. It is contended by those interested that the additional traffic secured by the reductions would materially assist in reducing the loss on this section, as at present a large number of trucks which bring coal from the West Coast are hauled back empty. I am particularly desirous of finding means of securing a larger amount of back-loading on this section, but from the information before me I find it impossible to definitely decide that the claims put forward for the special rates are likely to materialize, and until it has been established to my satisfaction I do not propose to decide the question one way or the other. Otiea Tunnel. Working-expenses and Revenue Account, for the Period 4th August, 1923, to 24th May, 1924 — Period in which the Line was under the Public Works Department and Special Rates were charged. To Working-expenses— £ s. d. By Revenue — £ s. d. Salaries and wages .. 8,073 5 6 Passengers.. .. .. 7,192 6 3 Stores and material .. 4,780 8 1 Parcels and mails .. .. 1,000 0 0 Miscellaneous .. .. 4,100 17 0 Goods .. .. .. 25,510 11 5 — Miscellaneous .. .. 1,130 6 9 Total working-expenses 16,954 10 7 Balance .. .. 17,878 13 10 £34,833 4 5 £34,833 4 5 Net Revenue Account. £ s. d. £ s. d. Interest on approximate capital Net earnings .. .. .. 17,878 13 10 cost, £1,500,000, at 3| per cent. 45,184 8 7 Deficiency .. .. .. 27,305 14 9 £45,184 8 7 £45,184 8 7
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Working-expenses awl Revenue Account for the Period 25th May, 1924, to 16th August, 1924 — Period in which the Line was worked by the Railway Department and ordinary Mileage Rates were charged. To Working-expenses — £ s. d. By Revenue — £ s. d. , Maintenance of way and Passengers .. .. 327 14 4 works .. .. 433 16 11 Parcels and mails .. .. 90 1 4 Locomotive power .. 2,642 10 8 Goods .. .. .. 3,107 1 7 Signal and electrical works.. 454 10 5 Miscellaneous .. .. 59 14 8 Traffic expenses .. .. 365 2 4 Rents .. .. .. 366 5 2 Cars and wagons —Renewals —— and repairs .. .. 306 15 3 Total revenue .. .. 3,950 17 1 Miscellaneous .. .. 1.26 19 11 Loss in working .. .. 378 18 5 £4,329 15 6 £4,329 15 6 ■ Net Revenue Account. Interest on approximate capital £ s. d, £ s. d. cost, £1,500,000, at 3| per Deficiency .. .. .. 13,323 18 5 cent. .. .. .. 12,945 0 0 |g Loss in working .. .. 378 18 5 £13,323 18 5 £13,323 18 5 REORGANIZATION OF STAFF. With regard to retirements, it has been decided as a general policy that all members are to retire on superannuation on completion of forty years' service, or when they otherwise become eligible. Exemptions will only be allowed in exceptional cases. Indeed, up to "the present only one or two such cases have arisen. One was due to the fact that no other officer was considered sufficiently experienced to fill the position—that of Chief Accountant. It has been arranged to make an exemption in this case until the end of the present financial year. In the meantime an officer is to be given an opportunity of qualifying for the position. In my opinion there has been in the past insufficient incentive given to the staff to qualify for the higher and more responsible positions in the service, although, this does not now apply to the Civil Engineering Branch. I propose to arrange that every encouragement be given to officers in the Accountant's Branch, for instance, to become qualified accountants by examination, and that the examination be made an essential qualification, for important positions in that branch. It is fully recognized that a system of this kind cannot be built up in a day, but formulating the policy now will act as a very strong incentive to officers to improve their position and incidentally become of more value to the service. The same policy will be extended to other branches, such as the Commercial, where qualifications in railway transport and economics would be specially considered, and so on. In addition, I think better results would be obtained by endeavouring to secure lads as cadets with higher educational qualifications, such as Matriculation or Civil Service Examinations. The positions of Chief and Assistant Traffic Manager have been abolished, and an additional Assistant General Manager appointed. This change was made with the object of bringing the Head Office into more direct touch with the Traffic Branches and the officers in charge of the various districts. As will be seen from the diagram attached, the management in the Head Office consists of the General Manager, First Assistant General Manager, and Second Assistant General Manager, the former being responsible for the whole of the transportation and the Commercial Branch, the latter for the tariff, staff, and general, matters. The responsibilities appertaining to these positions have been fully defined, and consequently the General Manager has been relieved of a large amount of work connected with those branches which occupied a considerable portion of his time previously. The results of this reorganization are being watched, and changes will be made if found by practical working to be advantageous.
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Similar steps have been taken with regard to the position of Chief Engineer, whose duties and scope of authority have also been defined. It is anticipated that by giving a freer hand and at the same time throwing the full responsibility appertaining to the position on to executive officers much better results will be obtained. COMMISSION OF INQUIRY. The presence in New South Wales of Sir Samuel Fay and Sir Vincent Raven, two English railway experts who with three others were engaged by the New South Welsh Government to investigate the railway system in that State, led the New Zealand. Government to invite these gentlemen to carry out a similar investigation in the Dominion. Arrangements have been completed, and it is anticipated the Commission will arrive in the Dominion during the month of October, and that the inquiry will occupy from two to three months. It will include the whole of the Department's operations, and should prove of considerable value in coping with present-day conditions. APPOINTMENT OF ASSISTANT CHIEF MECHANICAL ENGINEER. With the taking-over of the electrified section of railway between Arthur's Pass and Otira, and having in view the opinion held in many quarters that electrification should be carried out on other sections, it was considered advisable when the position of Assistant Chief Mechanical Engineer became vacant to advertise abroad for an engineer with a good mechanical training, but more especially with wide experience in electric traction, drawing up estimates for conversion from steam to electricity, and the construction of electrified railways. Mr. R. P. Sims, who happened to be in the Dominion, made application, and has been selected for the position from a large number of applicants. He was trained as a mechanical engineer in the Crewe Workshops of the London and Northwestern Railways, and has had very wide experience in England and Canada in hydro and steam-generated electrical plants, and electrified railways. COAL. Very little alteration has taken place with regard to the use of New Zealand coal on our railways. As much of the various classes of coal as can be economically used is utilized. As a result of negotiations with the colliery-owners of the Dominion a full inquiry is at present being held into this important matter, including a full investigation by experts representing the mine-owners and the Government to ascertain whether locomotive firebox designs or other parts can be so altered as to enable New Zealand coal of various classes to be used with satisfactory results. The findings of the Committee should prove of considerable importance, as the Government is particularly anxious to solve the problem in order to reduce as far as possible the large amount of money being paid out of the Dominion's revenue annually for imported coal. PULVERIZED FUEL. With regard to the use of pulverized coal, Mr. S. H. Jenkinson reported as follows subsequent to his recent visit to Australia : — " The only place where I was able to obtain any information about the use of pulverized fuel on locomotives was in Victoria. Here two locomotives of the larger types (the A 2 and the Di) class) have been fitted with the Fuller-Lehigh equipment and tested in service. Various classes of coal from the Newcastle, Lithgow, Bulli, and Ulawarra fields were tried, but in every case the results were disappointing, and the equipment has been removed from the locomotive. " This negative result might have been expected, since the major proportion of the cost of such coals in Victoria is the freight charges, and these had to be paid on the moisture and ash content of the coal as well as on the useful carbon
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constituents. The fact, therefore, that the moisture is removed in the drying process had not so much bearing on the question, since freight from New South Wales had already been paid on it. The net result of the trials was that the use of pulverized fuel proved almost exactly as efficient as the use of the same fuel in a solid state, the extra efficiency of pulverized fuel in the boiler-furnace being offset by the extra amount of steam used in the feeding and blowing appliances on the engines, and by the fuel used in drying the coal. '' It is now recognized that no economy can be derived from the use of pulverized fuel unless the moisture is removed from the coal in the vicinity of the coal-mine itself before freight and transport charges have been paid on it. This restricts the process to the brown coals in the Eastern district and to the section centred on the mine, and extending to the limiting distance to which the dry coal may be carried without absorbing fresh mositure. ' In practice this means that the fuel would be pulverized and placed on the tender at Morwell, in the vicinity of the mines, and burned within engine-run radius of that point. " The Morwell coal is a cheaply mined brown coal containing about 50 per cent, moisture, but costing only 3s. 4d. per ton to mine. Three tons of this coal give one ton of pulverized fuel, since about 50 per cent, of the coal is water and 16 per cent, is consumed in the drying process. The labour and overhead charges in drying and crushing average about 10s. per ton of finished produce. The pulverized fuel will therefore cost about £l Is. per ton delivered on the tender at Morwell, and can be taken as practically equal to the best Newcastle coal in heating-value. There is, therefore, a possibility that locomotive operation can be cheapened on this section by the use of pulverized fuel. ' Unfortunately, only light engines are allowed to run on the section, and difficulty is being experienced in fitting the equipment to these small firebox engines in such a manner as to give reasonable hope of successful and satisfactory results. Another important factor against the scheme is the loss of flexibility and reliability in the locomotive power. The fact that the engines fitted will be made unsuitable for the use of other fuel, and will therefore be restricted to a short section centring on Morwell, will undoubtedly increase the cost of train-operation, but it is difficult at the present juncture to estimate the increase in monetary terms. The authorities consider that the cost of the experiment is justified, but are not at all sanguine of the ultimate success of the scheme. " The successful use of pulverized fuel depends entirely on such local circumstances as the cost of the coal at the point where engines can conveniently be coaled, the moisture and ash content of the coal, the number of engines involved, and the length and traffic nature and density of the section. 'It is impossible, therefore, to apply broadly any figures derived from the Victorian experiments to New Zealand conditions. The only point that can be stressed is that the Victorian experiments have shown that on large-firebox engines pulverized coal can be burned to give an efficiency equal to that of similar coal (as dried) in the solid form. This conclusion confirms the opinion that I formed as a result of the experiments carried out at Auckland, and is somewhat disappointing to the advocates of pulverized fuel." STRIKE BY AMALGAMATED SOCIETY OF RAILWAY SERVANTS. Negotiations with the Amalgamated Society of Railway Servants so far as I am concerned commenced in November last, when the executive council of the Amalgamated Society of Railway Servants interviewed me and asked that wages be restored to the 192] basis and that a Wages Board be set up. I replied that I was then engaged in a very complete investigation of the conditions throughout the Dominion, and arranged with the council that the requests be left in abeyance until I had had an opportunity of completing my inspection in the following March. The society reopened the matter in February of this year. The president, Mr. Sullivan, had in the meantime resigned the position, and Mr. M. Connolly was appointed in his place. The council protested against any further postponement
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of the consideration of their claims, but after some discussion an amicable understanding was arrived at providing for negotiations being reopened on the 14th March—after my return from the South Island. It was arranged that the society should formulate its claims and go through them with me. In the event of mutual agreement not being arrived at with regard to any points, such matters were to be referred to a Wages Board comprising equal representatives of the society and Department, presided over by a chairman to be agreed upon. The society ratified this agreement. On the 25th February the society submitted a list of seventy-two claims, including one for an increase of 2s. 6d. a day. The total claims were estimated to cost the Department £862,830 per annum. In accordance with the arrangement made, 1 met the society on the 14th March. Very little progress was made, however, as the society's representatives insisted on a definite offer being made by the Government on the first claim —that for an increase of 2s. 6d. per day—without giving me the opportunity of hearing the case for the remainder. I suggested as a ground for discussion that the council should consider the advisability of the weekly hours being extended from forty-four to forty-eight, but this was definitely refused. The discussions were continued for a day or two, the society declining to recede from its attitude in regard to the wages question. On the 17th March it was agreed to discuss all the requests, but on the following day the society asked that proceedings be terminated and matters referred to a Board. This was agreed to, and Mr. H. D. Acland, of Christchurch, was mutually agreed to as chairman, associated with, him being Messrs. H. H. Sterling, F. J. Jones, and L. E. C. Hamann, representing the Department, and Messrs. M. Connolly, M. J. Mack, and M. J. O'Connor, representing the society. The Board commenced its sittings on the 24th March, and sat for eight days. Its activities were terminated on the 10th April by the A.S.R.S. representatives withdrawing owing to the fact that the' Board could not see its way to give a decision on wages without considering the rest of the claims. On the 12th April the executive waited on the Prime Minister and myself, and intimated that the whole matter had been submitted to the society's members by ballot, and asking that the Government come to a decision on the wages question. The Prime Minister pointed out that the action taken with regard to the ballot had more or less tied the Government's hands, but the representations would be placed before Cabinet. I then asked the representatives of the society if they would agree even at that stage to a further tribunal. They replied that while desiring an understanding on the wages question they would submit the question to their executive council. Cabinet considered the representations of the society on the 15th April, and decided that it could not see its way to agree to the wages question being dealt with separately, and that the responsibility of. the existing position must rest on the society. Further interviews took place between that time and the 19th April (Easter Saturday), and on that date the representatives of the society notified me that the executive council was prepared to submit the whole of the claims to a fresh tribunal. Cabinet agreed to a further Board, the Chairman to be a Judge of the Supreme Court, but on Easter Monday, the 21st April, the society advised that unless some increase in wages was agreed to instructions would be issued by the society for its members to strike as from midnight. The matter was further considered by Cabinet, which decided that as the society had failed to take advantage of the opportunities that had been offered by the Government to establish its claims, but had preferred to take matters into its own hands by declaring a strike, the Government had no option but to decline to comply with the demands. The strike was therefore declared by the A.S.R.S., and took effect as from midnight on the 21st April, and continued until midnight on the 29th April, 1924. Meantime there took place interviews with representatives of the society until the 29th April, when Cabinet decided that the subject-matter of the demands would not be further discussed until ordinary working was resumed.
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Immediately after the termination of the strike I reopened negotiations with the society, and various arrangements were arrived at, including the withdrawal of the society's affiliation with the Alliance of Labour and the safeguarding of the superannuation rights of the men. The Government considered that the action taken by the society in resorting to direct action cancelled the whole of the arrangements existing at the time of the strike, a,nd that in consequence it was justified in laying down the conditions under which work should be carried on pending a new working agreement being brought into operation. After careful consideration it was decided not to interfere with the conditions of work existing prior to the strike, other than to extend the weekly hours from forty-four to forty-eight, the additional four hours to be paid for at the flat rate of pay, and cancel the clause relating to the payment of overtime over eight hours per day. This meant that overtime would only be paid after forty-eight hours had been worked in the week. This arrangement came into operation on the 26th May, 1924. Meantime, proposals were being dealt with concerning the setting-up of a Board to consider the claims, and ultimately it was mutually agreed to appoint a Board consisting of the members of the Arbitration Court—His Honour Mr. Justice Frazer and Messrs. Scott and H. Hunter—and Messrs. James Mason, First Assistant General Manager, representing the Railway Department, and Mr. M. J. Mack representing the society. Mr. H. H. Sterling, Second Assistant General Manager, appeared as advocate for the Department, and Mr. M. Connolly for the society. The Board commenced sitting on the sth June and submitted its report on the 23rd x4ugust. The details of the recommendations and subsequent action have already been published. The Board's report was divided into four parts : — (a.) The report of the Board as a whole. (b.) The report of the majority of the Board (signed by His Honour Mr. Justice Frazer and Messrs. Mason and Scott). (c.) The report of the minority of the Board (signed by Messrs. Hiram Hunter and Mack). (d.) A memorandum from Mr. Mason, the Railway Department's representative, in respect of two matters on which he was unable to agree with the other members of the Board. Cabinet considered the recommendations and decided to accept those in (a) and (6) without reservation. The society, however, was dissatisfied with some of the recommendations, and urged that the payment of overtime for daily time worked in excess of eight hours be reverted to, instead of after ten hours as recommended by the Board ; that night rates be not interfered with ; that time worked on Sundays in commencing or completing the week's shift be paid at double rate instead of rate and a half as recommended ; and that no alteration be made on the lines recommended in connection with holiday pay. These points were placed before Cabinet on the 15th September, 1924, when it was decided to adhere to the previous decision. The results of the alterations in the pay and working conditions on the Department's finances have been very fully investigated. It will be remembered that when the Government extended the weekly hours after the strike from forty-four to forty-eight with a relative increase in wages, there was no intention to indiscriminately dismiss the surplus of staff brought about by the extension of the hours. Consequently the expenditure in additional wages under this heading will be considerable until such time as the surplus staff can be absorbed by utilizing it to fill vacancies brought about by retirements, resignations, dismissals, deaths, &c. Apart from this, it is found that the new conditions will allow much more elasticity in practical working. Allowing for increased efficiency in work, and the savings effected, by the changes, and setting off against these the additional expenditure incurred by the increase in the overtime rates, &c, it is estimated that for the first year the increased expenditure and the savings in various directions will more or less balance, but that considerable economy will be effected by the automatic reduction of staff.
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At the present time the position may be summarized as follows : — Approximate annual cost of £ Reductions recommended by the £ additional four hours per Board . . . . ..15,360 week per man .. .. 230,000 Cost of amount of time worked Cost of concessions recommended between forty-four and fortyby Board . . . . 25,172 eight hours per week prior to strike . . . . . . 63,500 Estimated value of increased Balance in favour of Department 17,008 output of work-Permanent-way .. .. OS,OOO Locomotive and Maintenance Shops .. .. .. 96,600 Traffic and miscellaneous .. 28,720 £272,180 £272,180 It is anticipated that most of the surplus staff will be absorbed in a year. In the case of the locomotive and maintenance staff absorption would extend over a longer period, but the services of the surplus will be utilized in connection with railway-improvement works which are being put in. hand in various parts of the Dominion. Based on conservative estimates, the position from the point of view of expenditure may be expected to be somewhat as follows : — Cost of additional, four hours per week per £ £ man . . .. . . . . 230,000 Cost of concessions recommended by Board 25,172 ■ 255,172 Less — Estimated cost of time between fortyfour and forty-eight hours that would have been worked under forty-four-hour week . . . . 63,500 Savings resulting from recommendations of Board . . . . 15,360 Estimated saving by absorption of extra staff during year, say .. 50,000 ■ • 128,860 Actual increased expenditure during year .. .. .. .. £126,312 As has already been stated, the position so far as actual outlay is concerned will be a constantly improving one until all the effects of the alterations become fully operative. In addition, the Department will obtain service for the increased expenditure —in fact, it will receive an excess as shown in the first statement above. The estimated total cost of all the claims made by the A.S.R.S. and placed before the last Board was slightly under £600,000. The above statements have been worked out on the basis of Second Division men affected, including the workshops men, who are to be given an opportunity of deciding by ballot whether they will accept a forty-four-hours week with fortyfour hours' pay, or a forty-eight-hours week with forty-eight hours' pay. Should they accept the forty-four-hours week the figures shown above would require to be amended accordingly. COMMERCIAL BRANCH. With the advent and rapid development of motor transport in the Dominion, and the steady increase in sea-borne traffic, it has become abundantly clear that if the Railways are to hold their own in open competition for traffic, commercial methods would have to be adopted so far as that may be possible in a State-owned enterprise.
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It is well known that valuable concessions are granted by the Railways in many directions, and it is equally well known that many primary producers of this Dominion utilize the railways for the carriage of goods which receive preferential rates, and patronize our motor competitors for the carriage of the higherclassified articles. The branch comes under the administration of the First Assistant General Manager, who is responsible to the General Manager for the transportation side of the Department's activities. When, of course, the problem becomes a matter of rating, it will require to be dealt with in consultation with the Rating Branch as controlled by the Second Assistant General Manager. The first step taken to cope with the problem was to carefully select officers for the Commercial Branch who were considered specially suitable for the work. Care has been taken to appoint officers who are able to impart their knowledge to the general staff in the matter of securing traffic and dealing generally with the Department's clients. This constitutes one of the most important aspects of the new branch's work, and when properly established will have a very marked effect. Counteracting motor competition was the next matter in order of importance that had to be taken in hand. The investigation will include —(1) Cause ; (2) where most effective ; (3) nature of goods carried each way ; (4) classification of such goods on railway tariff; (5) difference in rail and motor charges ; (6) means suggested to recover or secure business ; (7) arrangements with carrying firms to feed railways ; (8) Department competing with motors ; (9) use of more economical method of transport. A case in point where definite steps were taken is the competition by motorbuses on the Hutt Road between Lower Hutt and Wellington. As a result of the investigations made by the Commercial Branch, arrangements were made to issue combined bus and train " shopping tickets," available for day of issue only, and an agreement entered into with certain bus-proprietors to pick up passengers at certain points and convey them to the station to connect with railway services, which have been so arranged as to provide a more satisfactory service. The whole of the arrangements have been fully advertised, and there is every indication that the methods adopted will prove effective. Securing New Business. In the matter of securing new business the officers of the Commercial Branch will inquire into the following points : —• 1. Offering additional facilities to travel in connection with race meetings, sports, shows, and other large public events. 2. Arranging excursions and house picnics, school picnics, especially at larger centres. 3. Approaching Chambers of Commerce, Agricultural and Pastoral Associations, Farmers' Unions, and so on, to secure their business. 4. Judicious advertising. 5. Through inter-Island goods traffic and passenger tickets, including boat and railway. 6. The consideration of the question of back-loading rates. Those attached to the branch will organize conferences with the staff at larger centres, and with outside organizations such as Chambers of Commerce, Farmers' Unions, Industrial Associations, Progress Leagues, and others. Fluctuations in or loss of business will be promptly dealt with, and cases of dissatisfaction with services rendered will be gone into on the spot with those concerned. In fact, everything that will tend to improve financially the Department's operations, and extend a more satisfactory service to the public, will come within the scope of the Commercial Branch. The Department is out to seek business as well as to recover that lost. Business agents will visit the various localities where large events are being held with the object of co-operating with the governing bodies to provide facilities that will encourage people to travel to the events by rail. Additional booking facilities have been arranged for at Christchurch by way of a Central Booking-office, situated in Hereford Street about midway between Manchester and High Streets. This location is extremely convenient, and will no doubt be very much appreciated and utilized by the travelling public.
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MR. S. H. JENKINSON'S REMARKS IN CONNECTION WITH HIS VISIT TO AUSTRALIA TO INVESTIGATE SELF-PROPELLED CARS. Petrol Rail-cars. So far as petrol rail-cars are concerned, it is clear from Mr. Jenkinson's report that certain types have been run successfully in New South Wales and Victoria, the working-costs averaging in the former for the type now adopted about Is. 3d. per car-mile. He states that petrol-cars have not been found suitable for suburban services. They do not lend themselves readily to frequent stopping and starting, and the acceleration is very low, due to the necessity for changing gears. Running up to speed on a slipping clutch, which is necessary at starting, leads to a large amount of wear-and-tear, and the changing of gears throws heavy shocks on the engine and gear. In road service these troubles are not so serious, due to the smaller weight of the cars, and they are masked by the cushioning effect of the pneumatic tires. Whatever the reason, the fact remains that throughout Australia it is agreed that petrol rail-cars have proved unsuitable for suburban work, and Mr. Jenkinson's observations confirm this. The only cases where these cars are running on short services are at Mildura and Frankton, in Victoria. These are runs of seven and ten miles in length, but are quite distinct from suburban working in the character of the traffic. The services for which petrol rail-cars have been found suitable are country branch lines of from fifty to one hundred and fifty miles in length. The conditions in Australia are, of course, very different from those in New Zealand, but typical sections in this Dominion which correspond more or less closely with the runs referred to are, say, Invercargill-Tuatapere, Invercargill-Lumsden, GoreSwitzers, Timaru-Fairlie, Woodville-Featherston, Napier-Waipukurau, and ThamesFrankton. In Australia mixed trains are used very much less than in New Zealand, although the configuration of the railway systems there favour their use to a greater extent than here. The practice adopted as far as possible in Australia is to run one (or more) passenger-trains per day and a goods-train at infrequent intervals, say, bi-weekly. Under these conditions there is a good field for motorcars in New South Wales, but so far one particular car is the only promising one in sight, and about twenty of these should be in service within a year. In Victoria the closer population calls for larger trains, and in the majority of cases a train carrying from one hundred and twenty to one hundred and fifty people is desired. There is no prospect of this demand being met by petrol rail-cars, but a Leyland car is under construction, and will be tested with a trailer. Design oe Car. The small low-powered rail-cars have not proved suitable for traffic purposes, nor have they given reasonable mechanical reliability on the road. Vibration is excessive with light cars, and easy running can only be secured by building cars of reasonably long wheel-base. For these reasons the use of small cars, either singly or with trailers, is not being extended. Design has crystallized round bogie cars seating from fifty to seventy people, weighing 12 to 15 tons, and from 45 ft. to 60 ft. in length. To give such a car a reasonable reserve of power, and allow the engine to work at an economical rate with an expectation of fair service, a petrol-engine of about 100 horse-power is required. It is very difficult to construct transmissiongears and clutches capable of transmitting any higher power, and from all directions the designer is being driven to the use of such sizes and powers of cars as I have mentioned. Mr. Jenkinson states that his experience convinces him that the engine must be placed at one end of the car where the driver can be close to the engine and tell at once if anything is going wrong. Neglect of this precaution has already led to very expensive mishaps in petrol rail-car working, and will, Mr. Jenkinson is convinced, lead to more. This necessarily means that the car can run in one direction only in ordinary service, but the provision of triangles or turntables is a simple matter for such light vehicles.
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Conclusions. For suburban services where frequent stopping and starting and high acceleiation is necessary, petrol-cars are quite unsuitable. Light trains on such lines should be run with steam-cars or with light steam-locomotives driven by one man. There is a fairly large field in New Zealand, however, where the petrol-car could be used. This lies in those country districts where passenger service could be reasonably maintained by a car running at thirty to forty-five miles per hour and seating fifty to seventy people. A petrol-car could be designed which would be mechanically economical and reliable for such work, and whose weight would not exceed 15 tons. This car would climb grades up to lin6o in top gear, and up to 1 in 30 at a lower speed. Mr. Jenkinson does not consider that a petrol-engine of less than 100 horse-power will give continued and satisfactory service in such work, and the six-cylinder engine already landed for the Department is a very suitable one for this car. Mr. Jenkinson recommends that such a car be built and tested in service. It would be a one-class car, with a luggage, parcel, and mail compartment, but trailers, either for goods or passengers, could only be hauled under the most favourable conditions, so rare as to be negligible. The working-costs per car-mile would be in the neighbourhood of Is. 6d. in average service. The other competitor in such service would be the light steam-locomotive driven by one man. Beyond this again is a larger field in both country and suburban service where the trains are still light, the number of passengers lying between, say, seventy and two hundred. Petrol-cars are of no use in this service, and he strongly believes that a light steam-locomotive could be designed which would deal with such work economically and reliably, and which would be capable of being driven by one man. This is the type of locomotive referred to in Mr. Jenkinson's report on steam rail-cars, and he recommends that one be built and tested in service against petrol and steam rail-cars. He feels sure that its economy, reliability, power, and flexibility will make it a serious competitor of the petrol rail-car in the latter's own field, and it will cover services, such as suburban and light passenger-trains, that the petrol-car is quite unfitted for. With regard to steam rail-cars, Mr. Jenkinson reported as follows : — " There are several instances in Australia where small steam - locomotives operated by one man are hauling trains of one or two cars on isolated short sections— e.g., Yass-Yass Junction. But in all these cases the locomotives used are not specially designed, but are simply tank engines of a light and obsolete type, and the services are of an unimportant and irregular character. " In Rockhampton, however, a neat design of steam-coach is operating very successfully on the Parkhurst and Lake Creek suburban runs. These are genuine suburban services run over the main line, the sections being seven miles long with several stations, and the time for the run is thirty minutes. Some of the stops are at street intersections where no platforms exist, and in every way the service approximates a tramway, service. This is, therefore, a difficult service to work, but the small steam-car is working it in a very efficient and entirely satisfactory way. " The car is a light four-wheeled car of tram-car type about 30 ft. long, with 8 ft. wheel-base and 33 in. wheels, seating forty passengers, and weighing 11 \ tons. A light four-wheeled trailer about 25 ft. long, with 8 ft. wheel-base and 33 in. wheels, seating forty passengers, and weighing about 7 tons, is hauled when necessary. The fuel used is coke, and the speed of forty miles per hour on the level is attained, and about twenty-five miles per hour up a l-in-60 grade. The main line runs for about a mile through a busy street, and here the car stops at each corner, so the time, thirty minutes, for over seven miles with eight to twelve stops is quite smart. The trailer is hauled on one-third of the trips, and the working-costs are just under Is. per train-mile. " This is the most economical and reliable motor coach or train operating in Australia, and appears to solve the difficult problem of suburban working in a thoroughly efficient manner. The design is practically foolproof, the boiler being constructed of steel tubes in such a way that there is no possibility of any serious explosion, while they are practically unharmed in case of the water getting low
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or even being evaporated. In such a case the boiler becomes a steam superheater, and no damage occurs. The engine is a solid-built quick-running four-cylinder tandem compound that can be entirely removed from the under-frame in a few hours if necessary. Such a service is outside the field of the petrol-car, but in any case the fuel costs here are only one-half the cost of the petrol consumed by the lightest and most economical car running in New South Wales in much easier service and seating only thirty passengers. There is not the slighest doubt that for runs up to twenty miles in length with frequent stops this is easily the best vehicle that has been designed, and no petrol-car has yet been designed that will approach it in economy, reliability, freedom from repairs, and general satisfaction. " The drawback' to the car lies in the fact that the boiler is a very small one, and the fuel and water capacity of the car is low. It is therefore unsuited for runs of longer than twenty miles, and has no reserve of power to deal with heavier and faster traffic if required. While it is a much lighter, cheaper, and more efficient design than either the ' Sentinel ' or the ' Clayton' steam-coaches, it has the same general limitations, and I am more than ever firmly convinced that a more powerful and flexible design can be secured by the use of a small locomotive specially designed for one-man operation. It is possible to design a light tank locomotive with 300-400 square feet of heating-surface and with about 10 square feet of grate-area which would not weigh more than 15 tons, and would be capable of hauling three light cars on the level at forty-five miles per hour, and on a grade of 1 in 50 with 7|~chain curves at about twenty miles per hour. This locomotive could be easily handled by one man, as the large boiler, firebox, and grate would act as a reservoir of power, and need only occasional attention. " The fuel-consumption would not be more than 15-18 lb. per engine-mile. There are plenty of old cars available for such a service, and the cost of the locomotive would not exceed £1,800 erected, and if a lot of five were ordered or built locally the cost would be about £1,500. " The locomotive I have in mind is shown on attached sketch, and is a special design which could be built cheaply and quickly in New Zealand. The fittings and equipment would all have to be specially designed for one-man working to give the best results, but this is not a difficult proposition, and in all other respects the locomotive would closely follow standard practice, although the idea appears quite a novel and original one. " Such a locomotive could handle suburban motor traffic as efficiently as the steam-car does at Rockhampton ; it could handle light country motor traffic up to seventy passengers at least as cheaply and efficiently as the petrol-car could, and in addition it could handle light passenger-trains on practically any section which would seat up to one hundred and fifty people with ordinary cars or, if special cars were designed, up to two hundred. " I recommend that such an engine be built for trial. With the experience gained from the Rockhampton coach, I have no hesitation in saying that such an engine is the most promising method of dealing with light traffic, and that there is an excellent field for such in New Zealand." Mr. Jenkinson's recommendation that a light engine be constructed was supported by the General Manager, and has been duly approved, as the Government is most anxious to explore every possible avenue of reducing working-expenses.
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BESULTS OF WOBKING. The following is a summary of the results of working for the year ended 31st March, 1924, as compared with 1923: —
In view of the existing conditions it is still necessary to take 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 £6,050,000.
Year ended 31st March Particulars. 1924. 1923. Total miles open for traffic ... ... ... I 3,053 3,037 Average miles open for year ... ... ... j 3,044 3,036 I • Capital cost of opened and unopened lines ... ... £48,738,821 £46,851,071 Capital cose of open lines ... ... ... £41,399,427 £40,275,161 Capital cost per mile of open lines ... ... ... £13,560 £13,261 Gross earnings ... ... ... ... £6,984,211 £6,727,802 Working-expenses ... ... ... ... £5,403,766 £5,502,497 NET PROFIT ON WORKING £1,580,445 £1,225,305 PERCENTAGE OF PROFIT TO CAPITAL j INVESTED ... ... 383 304 PERCENTAGE OF WORKING-EXPENSES TO EARNINGS 77 37 8179 Earnings per average mile open ... ... ... £2,291 £2,219 Working-expenses per average mile open ... ... £1,772 £1,813 NET EARNINGS PER AVERAGE MILE OPEN. • ... ... ... ... £519 £406 d. d. Earnings per train-mile ... ... ... ... 185 50 193-18 Working-expenses per train-mile ... ... ... 143 43 157'81 NET EARNINGS PER TRAIN-MILE 42 07 35 37 Passengers, ordinary ... ... ... ... 13,836,311 14,256,610 Season tickets ... ... ... ... 525,744 485,681 Goods tonnage ... ... ... ... 6,519,457 6,234,807 Live-stock tonnage ... .. ... ... 406,060 383,781 Train-mileage ... ... ... ... 9,024,503 8,346,731 Locomotives ... ... ... ... 655 639 Passenger-cars ... ... ... ... 1,527 1,498 Wagons and brake-vans ... ... ... ... 26,195 26,106
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ANNUAL BEPORT OF THE GENERAL MANAGES OF THE NEW ZEALAND GOVERNMENT RAILWAYS. • Sir, — Now Zealand Government Railways, Head Office, Wellington, 17th September, 1924. I have the honour to report on the working of the railways for the financial year ended 31st March, 1924. The Kaikohe-Okaihau Section, 8 miles 22 chains ; the Tarawhati-Donnelly's Crossing Section, 4 miles 53 chains; the Napier-Eskdale Section, 11 miles 67 chains; and the Runanga-Rapahoe Section, 2 miles 27 chains, were opened during the year, making the total mileage open for traffic on the 31st March 3,053 miles. The capital invested in the linos open for traffic, including the steamers and plant on Lake Wakatipu, on the 31st March, 1924, was £41,399,4.27, as against £40,275,161 for the previous year, an increase of £1,124,266. This amount includes £366,648, construction charges on lines already taken over from the Public Works Department; £643,648 on new works charged against Capital Account under " Additions to open lines " ; £20,520 expended under the Railway Improvement Authorization Act, 1914; and the Cape Foulwind line, £93,450. The gross receipts for the year amounted to £6,984,211, as against £6,727,802 for the previous year, an increase of £256,409. The net revenue, £1,580,445, is equal to a return of 3-83 per cent, on the capital invested in the linos open for traffic, and 3-24 per cent, on the capital invested in the opened and unopened lines. The train-mileage for the year, 9,024,503, was 677,772 more than the previous year. The lines on which the additional mileage was run are —Whangarei, 11,837 ; Kaihu, 3,020 ; North Island Main Trunk, 437,542 ; South Island Main Trunk, 156,800 ; Westland, 78,902 ; and Nelson, 623. Decreases totalling 10,952 miles were made on the Gisborne, Wostport, and Picton Sections. Floods and slips during the year have been more extensive than usual, the railway-lines being considerably damaged thereby in the Hawke's Bay, Christchurch, and Dunedin districts. During June and July a number of slips (but not of an extensive nature) blocked traffic to some extent in the Ohakune district. Unfortunately, one of these slips caused a very regrettable accident to the south-bound express at Ongarue on the 6th July, 1923. 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, indicate that —notwithstanding the difficulties experienced in connection with slips, floods, and other unforseen circumstances —the trains have, as a whole, run well up to time : — Average Late Arrival. Mm. Mm. Long-distance passenger-trains .. .. .. 3-51 against 2-57 last year. Suburban trains .. .. .. .. 0-71 ~ 0-61 ~ Long-distance mixed trains .. .. . . 4-26 ~ 3-66 ~ The number of ordinary passengers carried during the year was 13,836,311, a decrease of 420,299 when compared with last year. 433,185 passengers were carried at holiday excursion fares, 114,701 children and teachers and 86,047 adults at the schools, factories, and friendly-societies rates. Season tickets issued numbered 525,744, an increase of 40,063. Workers' twelve-trip tickets issued numbered 133,002, an increase of 5,990 ; and workmen's weekly tickets issued on suburban lines numbered 313,111, an increase of 31,891. The goods and live-stock tonnage was 6,925,517 tons, an increase of 306,929 tons over the preceding year. The increases were : — Cattle .. .. •• •• .. .. .. 26,504 head. Sheep and pigs .. .. .. .. ... .. 356,208 ~ Timber .. .. .. .. .. .. .. 60,903 tons. Other goods (including minerals) .. .. .. .. 223,747 ~ The increase in general goods was 64,010 tons, and in minerals 159,737 tons, mainly represented by traffic under the heads of dairy-produce, grain and general merchandise, and native coal. The increase in the number of cattle carried was due to the operation of Australian buyers in the early part of the year, and the unsatisfactory weather conditions in certain parts of the Dominion causing the culling of herds. The increase in the movement of sheep this year was caused by the freezing-works commencing operations this season earlier than usual. The closing of certain works necessitated the railing of sheep which had previously been driven by road, and a shortage of feed in the south making it necessary to depasture certain flocks. The increases were —North Island, 198,348 sheep ; and South Island, 157,860 sheep. The increase in timber tonnage is attributable to increased activity in the building trades and the importation of poles for electric-power lines. The coal railed from the Westport mines was 454,851 tons —a decrease of 131,833 tons on the previous year's traffic. The output from mines operated by co-operative parties increased by 24,297 tons. The fluctuations were due to the closing of certain mines for a period of four months on account of labour troubles, which did not affect the co-operative mines.
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The output from mines in the Greymouth district was 329,565 tons, as against 276,732 tons last year, an increase of 52,833 tons. The opening of the Otira Tunnel has provided improved facilities for catering for the Canterbury markets. The output from the mining area in the Wairio district, Southland, served by the Ohai Railway, was 26,041 tons more than last year, but the Nightcaps and other mines in the same neighbourhood fell off 5,316 tons. The average number of men employed for the year was 16,353, as against 15,728 for the previous year. Thirty-three members of the Second Division were promoted to the First Division, 505 members resigned, 118 retired on superannuation, 54 died, 104 were dismissed, and 1,153 engaged. The sum of £27,257 16s. 3d. was paid under the Workers' Compensation Act during the year to members who sustained injuries while in the execution of their duty. Nineteen new engines, increasing the total traction power by 4-19 per cent., were added to the locomotive stock. Two Class Ab and seven heavy tank engines, Class Ws, were built in the Government Railway workshops; five Class Ab engines were built under contract by Messrs. A. and G. Price (Limited), of Thames ; the balance of engines added to stock (i.e., five) completed the contract with the North British Locomotive Company (Limited), of Glasgow. Three old engines were condemned and written off stock. Thirty-seven bogie cars, one bogie brake-van, thirty-one bogie and fifty-oight four-wheeled wagons were built in the Department's workshops. The rolling-stock on order at the close of the year comprised thirty-three engines, 106 cars, four bogie brake-vans, and 137 bogie and 472 four-wheeled wagons. Four thousand eight hundred and seventy-two car, van, and wagon axles were replaced during the year with modern steel axles. The work of equipping the engines and rolling-stock on the Westland Section with the Westinghouse brake is well in hand, and will be completed early this year. 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. Eighty-one and three-quarter miles of track were relaid, and 235,372 new sleepers and 202,414 cubic yards of ballast placed in the track during the year. Automatic signalling with three-position colour light signals for single-line working was brought into use between Rollcston and Arthur's Pass (seventy-three miles) during the year, and is working satisfactorily. The work of installing automatic signalling between Otira and Stillwater (single line), and between Auckland and Penrose and from Addington to Rolleston (double lino) is now in hand. The tablet system was installed between Arthur's Pass and Otira. Complete electric-power signalling and interlocking has been installed at Rolleston, Springfield, Arthur's Pass, and Otira Stations. Three hundred and four stations are now equipped with fixed signals, and 106 are interlocked. Traffic is now controlled by —■ Miloa. Tablet system (single line) .. .. .. .. .. 1,653 Lock-and-block (double line).. .. .. .. .. .. 35 Three-position colour light and upper quadrant signals— Single line .. .. .. . . .. .. .. 81 Double line .. .. .. .. . . .. . . 1.2 The railway telegraph and telephone system has been extended, and now comprises 277 Morse sets, 1,773 telephones, 339 electric bells, 8,635 miles of wire, and 2,758 miles of poles. Revenue. The gross revenue for the year amounted to £6,984,211, of which the North Island system yielded £4,197,393, an increase of £187,716, and the South Island system £2,786,818, an increase of £68,693 on the previous year's figures. The increase from tho whole system, including Lake Wakatipu, was thus £256,409 on the earning of the previous year, but £15,789 below the estimate, due principally to tho minors' strike at Westport during the. period September to January, and traffic hold-ups on account of slips, floods, &c. Tho particulars of the revenue earned are as follows : — .1924. 1923. £ £ Passengers, ordinary .. .. .. .. 2,136,999 2,216,514 Season tickets .. .. .. .. .. 212,601 204,106 Parcels, luggage, mails .. .. .. .. 406,832 393,322 Goods .. .. .. .. .. .. 3,953,213 3,671,008 Miscellaneous, rents, &c. .. ' .. .. .. 274,566 242,852 £6,984,211 £6,727,802 The gross receipts per train-mile for all lines were 185-50 d., as against 193-18 d. for tho preceding year, a decrease of 7-.68 d. per train-mile. The North Island main line and branches gave a return of 184-92 d. per train-mile, against 193-20 d. for the previous year, a decrease of 8-28 d.
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The South Island main line and branches produced 185-70 d. per train mile, against 192-40 d. last year, a decrease of 6-70 d. The earnings from the Lake Wakatipu steamers amounted to £8,872, a decrease of £478. The net revenue, £1,580,445, was equal to a return of 3-83 per cent, on the capital invested in the, lines open for traffic (£41,399,427), and 3-24 per cent, on the capital invested in the opened and unopened lines (£48,738,821). Expenditure. The working expenditure for the year under review (including £10,456, the cost of working the Lake Wakatipu traffic) amounted to £5,403,766, a decrease of £98,731 on the expenditure for the previous year, and £646,234 below the estimate. The ratio of expenditure to earnings was 77-37, as compared with 81-79 for the preceding year, a decrease of 4-42. The particulars are as follows : — Expenditure. Per Cent, of Revenue. 1923-1':. 1922-2?. 1923-2 . 1922-23. £ £ £ £ Traffic .. .. .. .. 1,530,652 1,527,033 21-94 22-73 Locomotive .. .. .. 2,444,058 2,657,153 35-04 39-55 Maintenance .. .. .. 1,143,281 1,040,892 16-39 15-49 Signal and electrical .. .. 70,912 67,425 1-02 1-01 Management .. .. .. 204,407 195,894 2-93 2-91 5,393,310 5,488,397 77-32 81-69 Lake Wakatipu steamers .. .. 10,456 14,100 0-05 0-10 £5,403,766 £5,502,497 77-37 81-79 There was a decrease of £174,345 in stores expenditure, and a decrease of £18,143 in miscellaneous. The expenditure on wages and services shows an increase of £93,757. The sum of £340,483 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 £285,991 was expended in the provision of additional rolling-stock, tarpaulins, Westinghouse brake, steam-heating, electric lights for engines and cars, and workshop machinery. The rolling-stock in respect of which the charges were incurred comprised nineteen locomotives, thirty-seven cars, one bogie brake-van, and thirty-one bogie and fifty-eight four-wheeled wagons completed on 31st March, 1924 ; and twenty-two locomotives, 106 carriages, five brake-vans, and 137 bogie and 472 four-wheeled wagons incomplete but in hand on that date. Wages Expenditure. Year ended - Year ended + Increase. 31/3/1924. 31/3/1923. - Decrease. £ £ £ For time worked between 6 a.m. and 10 p.m. .. ..3,786,402 3,651,798 +134,604 For time worked between 10 p.m. and 6 a.m. .. .. 169,488 151,175 +18,313 For departmental holidays and Sundays .. .. .. 59,542 74,915 —15,373 For night allowance paid to members of Second Division .. 55,469 50,872 +4,597 Totals .. .. .. ..£4,070,901 £3,928,760 +£142,141 The following figures indicate the advance in wages and salaries exclusive of additions to open lines and railway authorization works since Ist April, 1914 : —
It will be seen that the increase in the wages-bill for 1924 compared with 1914 is £1,575,831, a sum sufficient to pay 3-81 per cent, interest on the capital cost of the working railways —namely, £41,399,427 ; while the increase of £1,265,557, representing the difference between the wagesexpenditure for 1919 and 1924 respectively, is sufficient to pay 3-06 per cent, on the capital cost.
Inor< sase. Year. Gross Amount. Over 1914. Over 191 it. Amount. Per Cent. Amount. For Cent. 1914 1919 1922 1923 1924 £ 1,966,868 2,277,142 3,826,369 3,448,942 3,542,699 £ 310,274 1,859,501 1,482,074 1,575,831 15-78 94-54 75-35 80-12 £ 1,549,227 1,171.800 1,265,557 68-03 51-46 55-57
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Traffic. The following are the leading features of the traffic in the various districts in comparison with the previous year : — Whangarei Section. Revenue, £90,139; increase, £16,176. Passengers increased. 13,331; season tickets decreased 144. Parcels, luggage, and mails increased £451. Live-stock decreased 1,765. Timber decreased 3,688 tons. All other goods'increased 31,388 tons. Kaihu Section. Revenue, £8,943; increase, £77. Passengers decreased 661. Timber increased 353 tons. All other goods decreased 137 tons. Gisborne Section. Revenue, £39,169 ; increase, £868. Passengers increased 4,499 ; season tickets decreased 4. Parcels, luggage, and mails increased £203. Live-stock decreased 15,336. Timber increased 788 tons. All other goods decreased 324 tons. North Island Main Line and Branches. Revenue, £4,059,143 ; increase, £170,596. Tho principal items of traffic were : Passengers, 8,322,954; decrease, 230,092. Season tickets, 376,759; increase, 39,643. Parcels, &c, revenue, £238,312 ; increase, £9,842. Live-stock, 3,637,187 ; increase, 233,244. Goods tonnage, 2,666,204 ; increase, 260,681. Timber increased 33,161 tons, and all other goods 227,520 tons. The revenue per mile of railway increased from £3,411 os. 2d. to £3,537 os. 6d., but decreased per train mile from 16s. ljd. to 15s. sd. The variations of traffic in tho individual districts were approximately as follows : — Auckland. —Revenue, £1,718,124; increase, £91,795. Passengers decreased 148,349 ; season tickets increased 24,901. Parcels, luggage, and mails increased £6,794. Cattle and calves decreased 3,259, and sheep and pigs 52,259. Timber increased 4,525 tons, and all other goods 155,853 tons. Ohakune. —Revenue, £507,330 ; increase, £19,813. Passengers decreased 28,924 ; season tickets increased 265. Parcels and luggage increased £39. Cattle increased 696, but sheep decreased 20,869. Timber increased 19,528 tons, and all other goods 16,973 tons. Wanganui. —Revenue, £644,524 : increase, £7,219. Passengers decreased 73,605, and season tickets 220. Parcels, luggage, and mails decreased £586. Cattle and calves increased 4,860, sheep and pigs 137,715. Timber increased 4,741 tons, and all other goods 52,336 tons. Wellington. —Revenue, £1,189,165; increase, £51,769. Passengers increased 20,786, and season tickets 1.4,697. Parcels, luggage, &c, increased £3,595. Cattle and calves increased 15,895, and sheep and pigs 150,465. Timber increased 4,367 tons, and all other goods 2,358 tons. Picton Section. Revenue, £37,398 ; decrease, £2,968. Passengers decreased 4,106, and season tickets 13. Livestock decreased 5,990. Goods decreased 9,439 tons. Nelson Section. Revenue, £24,773 ; increase, £949. Passengers decreased 3,755. Live-stock decreased 12,455. Goods increased 6,579 tons. Westport Section. Revenue, £115,643, decrease, £9,600. Passengers increased 10,622 ; season tickets decreased 323. Timber increased 94 tons. Ail other goods decreased 1.30,418 tons. Westland Section. Revenue, £225, 543j; increase, £40,787. Passengers decreased 1,547 ; season tickets increased 548. Parcels, &c, increased £2,261. Live-stock decreased 17,894. Timber increased 41,423 tons, and all other goods 49,852 tons South Island Main lAne and Branches. Revenue, £2,374,589 ; increase, £40,003. The principal items of traffic were : Passengers, 4,546,801; decrease, 204,706. Season tickets, 128,520; increase, 330. Parcels, &c, revenue, £144,003 ; increase, £198. Live-stock, 4,026,354 ; increase, 204,778. Timber, 143,230 tons ; decrease, 12,194 tons. All other goods, 2,342,301 tons ; increase, 49,881 tons. The revenue per mile of railway increased from £1,633 14s. sd. to £1,661 14s. 3d., but decreased per train-mile from 16s. Ofd. to 15s. s|d. The variations of traffic in the individual districts were approximately as under : — Christchurch. —Revenue, £1,049,103 ; increase, £42,998. Passengers decreased 286,646, and season tickets 2,469. Parcels, luggage, &c, increased £1,001. Cattle and calves increased 4,411, and sheep and pigs 97,420. Timber decreased 26,898 tons. All other goods increased 18,209 tons. Dunedin. —Revenue, £787,833; decrease, £13,167. Passengers increased 115,045, and season tickets 3,558. Parcels, luggage, &c, decreased £34. Cattle and. calves increased 3,844, and sheep and'pigs 75,542. Timber increased 2,680 tons, and all other goods 4,048 tons.
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Invercargill. —Revenue, £537,652; increase, £10,171. Passengers decreased 33,105, and season tickets 749. Parcels, luggage, &c, decreased £769. Cattle and calves increased 882, and sheep and pigs 22,679. Timber increased 12,024 tons, and all other goods 27,591 tons. Lake Wakatipu Steamers. Revenue, £8,872; decrease, £478. Passengers decreased 3,884. Live-stock decreased 1,466. Goods decreased 189 tons.
Average Late Arrival of Trains, Year ended 31st March, 1924.
Finance. Various considerations connected with the system of financial control in the Department, such as the rendering of a commercial balance-sheet, and the making of provision for depreciation of plant, and other similar matters, raise the question as to whether the present system of dealing with the railway accounts is tho best adapted to the circumstances of the Department. At present the Department's finance is dealt with merely as part of the general financial scheme of the Government. All the revenue received by the Department is paid into the Consolidated Fund, and all the workingexpenses are paid out of that fund. Capital expenditure is obtained from the Public Works Fund or from special funds constituted by Statute. I desire to record my opinion that the separation of the railway finance from that of the general finance of the Government would be distinctly advantageous. I have long held the opinion that the Department should have its own Capital Account and should control the expenditure therefrom, and that its system of accounts should be brought into line with those of an ordinary business concern. In expressing this opinion, however, I desire also to make it clear that the mere changing of the system of accounts would in itself be meaningless unless the change involved also a decision to work the Department on a commercial basis. Hitherto the policy of the Department has not been directed towards tho achievement of the same ends as a commercial institution. The Department has, in fact, been regarded as more developmental in its purpose than profit-earning, and it seems to me that accounts kept on commercial principles would lie misleading unless they were the expression of the result of activities conducted on tho same principle. At present there are many services performed by the Railway Department which are unremunerative and would be quite unjustified if the railways were worked on a commercial basis, but which have up to tho present been considered to be justified in pursuance of the policy that the railways should be used for developmental purposes'. The abandonment of this policy, as far as tho Railway Department is concerned, need not, of course, involve the withdrawal of the concessions. It would simply mean that in its accounts the Railway Department would receive credit for the value of any such, services rendered by it, under some such arrangement as is in operation in Victoria, where it has been enacted by Statute as follows : — " In the following cases (that is to say) : — " (a.) Where Parliament makes any alteration in the law which occasions any increase of expenditure by the Commissioners or any decrease of the railways revenue ; or " (b.) Where Parliament or the Governor in Council directs the Commissioners to carry out any system or matter of policy which occasions or results in any increase of expenditure by the Commissioners or any decrease of the railways revenue ; or " (c.) Where Parliament authorizes the construction of any new line of railway which, when vested in the Commissioners, does not produce sufficient revenue to cover the interest on its cost of construction and the expense of its maintenance, the annual amount of the increase of expenditure or decrease of revenue or of the loss resulting from such new line of railway shall bo from time to time notified in writing by the Commissioners to the Auditor-General, and if certified by him shall bo provided by Parliament in the annual Appropriation Act and paid to the Commissioners." If this wore done I think there is little doubt that it would be advantageous both to the Department and to the country in general. Apart from other considerations, it would have the effect of bringing
Year ended 1 < a Z Period on & g> i. % fi j 8 o Period ended ndec id > o S5 cj ID Q a S i-j rH CO O 9 HH <U <D % 3 5fS.S 5 .5 Express and Mail Trains. [arch 31, 1924 larch 31, 1923 .. I 4-03 j 0-05 I 4-69 I 0-92 I 1-80 I 2-20 | 1-56 I 1-76 I 1-51 I 5-60 I 3-04 I 3-34 I 3-20 j 3-51 .. | 4-01 | 3-G2 I 2-91 [ 1-62 | 2-50 | 2-48 | 1-94 | 2-31 I 1-43 | 3-82 | 2-31 I 2-01 | 3-46 | 2-57 [arch 31, 1924 [arch 31, 1923 Long-distance Mixed Trains. .. j 4-03 I 5-59 [ 4-61 I 3-50 I 2-02 j 2-48 , 2-29 I 2-84 I 3-17 I 0-22 I 6-37 I 0-18 i 5-49 I 4-20 .. I 0-90 ! 4-92 I 2-05 | 2-77 | 2-00 j 2-07 | 2-49 [ 3-22 | 3-20 j 4-21 | 4-00 I 4-21 J 4-33 | 3-06 Suburban Trains. [arch 31, 1924 [arch 31, 1923 .. 1-42 0.88 1-18 0-80 0-57 0-40 0-42 0-43 0-40 0-78 0-51 I 0-64 0-80 0-71 .. 0-82 0-73 0-70 0-62 0-42 0-37 0-60 0-58 0-40 0-62 0-66 i 0-59 0-78 0-01 I
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out more clearly the concessions that are enjoyed by various sections of the community at tho expense of the community in general. At present both the fact and the extent of these concessions are obscured by their inclusion in the railway tariff, and as being so included as railway rates they tend to be regarded merely as such instead of as subsidies or bounties which they really are. There are, no doubt, in the railway tariff many concessions which can be amply justified in the general public interest, and on the other hand there are many others which, though probably quite legitimate at their inception, have been continued long after the circumstances by which they were originally justified have ceased to exist. Another aspect of the proposal to provide separate accounts for the railways is that there would be a more proper distribution of tho profit resulting from the operations of the Department. Up to the present, as a result of the payment of revenue into the Consolidated Fund, the Department has not the support of a Reserve Fund, Depreciation Fund, or any of tho other similar funds, which are to bo found in the accounts of private railways. Indeed, it has in the past been the acknowledged policy to regard buoyancy of revenue as being a ground for making concessions in rates and charges, and although from 1895 to 1915 working-costs increased, there were not only practically no increases in rates and charges, but the fact that the Department earned profits was taken as justifying the granting of tariff concessions, and many such concessions were accordingly made. The consequence was that when the period of buoyancy ended and a state of depression set in tho Department found itself faced with these concessions which, though readily granted during and because of a period of prosperity, could not so readily be withdrawn when these conditions ceased to exist. I think, therefore, that the policy of regarding the railways as a commercial concern, in the sense of being self-contained as to its finance and receiving credit from other appropriate Departments for concessions granted as a matter of policy and which cannot be justified on purely railway grounds, is desirable in the public interest as well as from the point of view of the efficiency and welfare of the Department as an operating concern. I do not, however, desire to bo understood as advocating that the policy of using the railways for developmental purposes should bo abandoned. This is a matter on which Ido not feel at liberty to comment. I desire to record the foregoing observations only as indicating my opinion that the mere change of the form of the railway accounts would have little significance, and would indeed be apt to be misleading unless they, as business accounts, constituted a record of the operations of a concern conducted on recognized business principles. Staff. Tho staff was depleted during the year by the retirement on superannuation of Messrs. J. Mac Donald, Assistant General Manager; H. Buxton, Chief Traffic Manager; F. W. Mac Lean, Chief Engineer; GE. Richardson, Locomotive Engineer, Addington; A. C. Koch, District Engineer, Auckland; W. P. Williams, General Inspector; G. McCartney, Officer in Charge, Advertising Branch; I. Faris, Controller, Refreshment Branch; J. Bevin, J. B. Mitchell, A. W. Morgan, J. Young, J. L. Morgan, and R. M. Isaacs, District Traffic Managers at Wellington, Christchurch, Invercargill, Wanganui, Groymouth, and. Ohakune respectively; together with a number of experienced officers who occupied sub-administrative positions. All the officers referred to herein gave of their best to promote the public interest, and had served tho Department faithfully, zealously, and with honour to themselves, the majority for forty years and over. While recording my high appreciation of the loyal and valuable services rendered by each of the officers included in this general list, I avail myself of the opportunity to specially thank the throe administrative officers —Messrs. Mac Donald, Buxton, and Mac Lean —for their valuable assistance and co-operation. Those gentlemen served tho Department with distinction, had a long and varied railway experience, and possessed a wealth of practical and theoretical knowledge, of which they made full use in the general public interest when the difficult problems which daily confront the Railway administrative officers were under discussion. Upon the retirement of these officers a scheme of reorganization was undertaken, the principal feature of which was the abolition of the office of the Chief Traffic Manager, and the substitution of an additional Assistant General Manager, and the appointment of a General. Superintendent of Transportation. The object of this scheme was to bring the Traffic Branch, as being that branch of the Department which comes into intimate contact with the public, into closer relation with the general management, and it was hoped by this means to obtain a greater measure of understanding between the management and the customers of the Department. The considerations which prompted the chauge were largely based on a desire to assimilate the methods of the Department more closely to those of a business concern than to those of an ordinary Department of State;, facilitating and expediting the transaction of business between the Department and its customers, and, in particular, avoiding those delays in dealing with various questions arising between the Department and the users of the railways, which were so apt to lead to misunderstanding. Accident to Auckland-Wellington Express Train near Ongarue. A happening that calls for more! than passing mention is the very unfortunate accident which befell the Main Trunk express train near Ongarue early on the morning of the 6th July, 1923. This was one of the most disastrous accidents that have taken place on. the New Zealand railways, and it was of a magnitude which has happily boon very rare on our system. For some days prior to the accident then; had been a very heavy fall of rain in the Ohakune district of the Main Trunk line, and this was, without doubt, the primary cause of the accident. The immediate cause was the slipping-
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away of a bank composed of pumice formation in which were embedded some very large boulders. Some of these boulders were precipitated on to the track in front of the train at tho moment it was passing, causing the derailment of the engine, which led to the telescoping of the carriages. The point at which the accident occurred had never previously given trouble. It was patrolled and inspected shortly before the accident, and there was then no indication of instability or other cause to suspect trouble, It is interesting to note that the postal car, which was immediately behind the engine, sustained comparatively little damage, while the second and third cars were practically telescoped into one, and tho third car was telescoped over more than half its length. As the occurrence was unfortunately attended with serious loss of life and injury to passengers, a special inquiry was instituted into the circumstances by a Board composed of a Magistrate and two engineers of high standing in New Zealand who had had considerable experience in connection with railways. The conclusion at which this Board arrived after close investigation and most exhaustive inquiry was that the accident resulted from causes over which the' Department had no control, and entirely exonerated the Department from any suggestion of negligence. The evidence that was available to the Board and to tho public in connection with the matter clearly established the fact that unremitting vigilance and a very high degree of care are exercised by the Department to ensure the safety of those who have occasion to use the railways. It was clearly demonstrated that the Railway staff have a very high appreciation of their responsibility, and that in districts where night running of trains is involved and the formation of the country introduces any element of risk they maintain a degree of vigilance worthy of high commendation, and such as to justify the conclusion that public safety is their first consideration in all circumstances, and everything possible is done to ensure that end. Notwithstanding that the Department was under no legal liability to pay any compensation to those who suffered loss as a result of the accident, a generous measure of assistance has been given to those who have found themselves in a position of necessity as a result of the unfortunate occurrence, and it is believed that the help which the Department has found itself able to afford in this direction has generally been much appreciated by the recipients. Steps have been taken to give effect to the various suggestions which were made by the Board. As a result of action along these lines the cars that are used for the Main Trunk express traffic are being specially strengthened so as to reduce the possibility of telescoping, and the equipment of guards' vans, both in respect of ambulance and other appliances, has been increased and generally made more suitable for coping with an emergency such as the one under notice. Prior to the accident it had already been decided to equip the Main Trunk express trains throughout with electric light. This work is now well forward, and, when complete, will not only provide a more efficient and satisfactory light and increase the comfort of the passengers in that direction, but will also reduce the danger of fire occurring in the case of serious accidents. Comment on this accident would not be complete without including in this report appreciation of the assistance rendered by the medical practitioners and hospital staff at Taumarunui, many passengers on the train, and numerous other willing helpers who gave ready and effective assistance in connection with the accident. This Railway staff met the emergency with commendable promptitude. The rapidity with which relief was organized, and despatched to the scene of the disaster reflected greatest credit on all concerned, while the energy and zeal displayed by the staff were generally recognized. When so much good work was done by many persons both in and out of the service it is difficult to particularize; any section, and it is hoped that the foregoing remarks in which particular mention is made of various groups of persons will not be taken as indicating any lack of appreciation of the good work that was done by every one concerned. Railway Improvements. The expenditure during the year on works authorized under the Railway Improvements Authorization Act, 1914, and charged to capital cost was £23,730, making a total expenditure up to 31st March, 1924, on the various schemes authorized by that Act £923,489. Of the total amount the sum of £296,286 has been spent in connection with the Auckland new station; £240,892 on the grade improvements between Penrose and Mercer, and Merocr-Frankton-Te Kuiti ; £14,321 on duplication works and automatic signals in Auckland district; £61,110 on new engine depot, Auckland, and new workshops, Newmarket; £12,708 on grade easements between Marton and Palmerston North ; £206,633 on signals, interlocking, and safety appliances ; £18,125 on improvements at Christchurch ; £59,529 on improvements in Wellington yard, automatic signals, Petone shops, and Haywards station ; £1,871 at Hastings ; and £12,014 on plant required in connection with the general scheme of works. The scheme outlined in 1914 was expected to be completed in five years from that time. At the time it was propounded, attention was definitely and pointedly directed to the fact that the then existing facilities were totally inadequate to meet the requirements of a business representing 23,000,000 passengers, 5,662,000 tons of goods, and producing a gross revenue of £4,000,000. The intervention of the Great War prevented any material progress being made towards completing the 1914 scheme. Meantime traffic has increased, and tho Department has been confronted with a problem which requires it to deal with a traffic consisting of 29,000,000 passengers, 6,900,000 tons of goods, and yielding a gross revenue of £7,000,000 with facilities that were proved ten years ago to be totally inadequate to provide satisfactorily for the requirements of a traffic comprising 6,000,000 loss passengers, 1,200,000 less goods tonnage, and yielding £3,000,000 less revenue, this notwithstanding the fact that the serious disabilities under which the operations of tho Department are conducted, the economic waste resulting therefrom, and the urgent necessity of the works involved to afford relief
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have been regularly pointed out for the last ten years. The lack of adequate facilities not only precludes the Department carrying out its obligations to the public, but is a source of constant anxiety to the management. The movement of traffic is greatly retarded, operating-expenses are greatly increased, and the congestion in the shunting-yards involves damage to rolling-stock and risk of injury to staff, besides causing serious delay to tho movement of the commerce of the country. The altered conditions which now obtain as a result of the increase in traffic since 1914 render it imperatively necessary not only to put in hand immediately the scheme outlined in 1914, modified to meet the requirements based on more recent experience, but to make provision for the carrying-out of a larger scheme involving an expenditure of £13,000,000. Tho works involved must be carried out in their order of urgency and uninterruptedly if serious disorganization of the working is to be avoided. The programme of works included in the scheme, although comprehensive, embraces only works that are regarded as being essential for carrying on the operations of the Department and providing reasonable facilities for the traffic. It does not, however, exhaust the list of works which are desirable in the interests of economy and public convenience. Many works not included in the general improvement scheme will require to be carried out coincident with the major scheme and as the financial resources oLthe Department will permit. Locomotive Power. A careful examination of the locomotive stock shows that, having regard to the requirements that might reasonably be expected to arise in the natural order of the development of the system consequent on the opening of new lines and the increase in traffic, there is urgent need for further increase in the engine-power. During the five years ended the 31st March, 1924, the locomotive stock was augmented by a total of seventy-nine new engines, of which nine were built by Messrs. A. and G. Price (Limited), of Thames, twenty-two were constructed in the Department's own workshops, and fortyeight imported from Great Britain. During the same period forty-four obsolete engines were written off as having been sold or scrapped, leaving a net increase during the period mentioned of thirty-five engines. There are at present 173 locomotives of obsolescent types in service; ninety-four of these will require to be written off as no longer economically efficient, and replaced by modern engines of greater power within five years. There will then remain seventy-nine to be replaced at a subsequent date. The opening of the Otira Tunnel has necessitated the diversion of eighteen of the best type of engines from the South Island Main Trunk to the Midland line. Similarly, the completion of the North Auckland main line will necessitate the transfer of engines to the Whangarei district, thus creating a shortage of power in other parts of the section. In order to provide for these contingencies and enable traffic requirements to be met it will be necessary to invite tenders for the manufacture of thirty-five Class Ab engines for early delivery. The capacity of the Railway workshops, combined with the establishment of Messrs. Price Bros., Thames, is barely sufficient to meet the ordinary requirements created by wear and the natural expansion of business, and leaves no margin to provide for the requirements of new lines or overtaking shortages in locomotive power created by other emergent circumstances. It is not practicable to increase the capacity of the existing Bailway workshops, nor for Messrs. Price Bros, to increase their output. The following table sets out the position :—
Messrs. A. and G. Price are now engaged on the manufacture of nine Ab engines to complete the contract let to them in 1920. This work will keep their workshops occupied for at least fourteen months. Meantime they have been requested to review their costs of manufacture and submit for consideration a quotation for building twenty additional Ab locomotives to follow the completion of their existing contract. The Bailway workshops have sufficient work on hand to keep them regularly employed at their full capacity. Bolling-stock. As suggestions are from time to time heard that the rolling-stock is insufficient for requirements, I aippend hereto a statement showing the capacity of the rolling-stock in relation to the business done during tho past year. This statement is based on a very conservative estimate as to the extent to which the trucks can be used, the basis of calculation being only I| trips per week. The particulars are as follows : —
New Locomotives for additional Services and Presont Shortage. New Locomotives to replace Obsolete. Locomotives which can bo built in New Zealand. Remarks. Year ending 31st March, Total. N.Z.R. I Price's. Total. Shortage 1925 36 7 48 10 8 18 25 To be imported. 1926 1927 1928 1929 6 10 2 9 20 26 24 17 26 36 26 26 18 18 18 18 8 8 8 8 26 26 26 2d 10 Ditto. Totals 63 1)1 157 82 40 122 35 ■
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Statement showing Goods Tonnage and Wagons available and suitable for dealing with same at 31st March, 1924.
*In this case the wagons can bo mado uso of at least four times per week; the capacity therefore considerably exceeds the traffic. Average capacity per wagon— 1924 .. .. .. 9-57 tons. 1908 .. .. .. 8-11 tons. The foregoing statement will show that if the trucks are given reasonable despatch there is ample rolling-stock to meet the requirements of the business. The difficulties that arise in connection with tho supply of trucks are, indeed, not through any shortage in the number of trucks, but in the delay which occurs in releasing trucks under load. The losses which the Department sustains through neglect of consignees to give due attention to this matter is the greatest obstacle to the efficient performance by the Department of its functions in the matter of wagon-supply. Tho charges which are imposed for demurrage do not adequately recoup the Department for its losses in this connection ; and while consignees who are debited with those charges generally resent their imposition, they seem quite oblivious of the fact that the Department would much prefer to have the use of its rolling-stock for carrying purposes than to allow it to be used for warehousing consignees' goods, and that the demurrage charges are necessary in" the interests of the users of the railways themselves, and are really the only effective moans which the Department has to ensure that the trucks shall be made available within a reasonable time for their legitimate purposes. Car Accommodation. The desirability of ensuring the maximum degree of comfort for passengers travelling on the long-distance trains has always been a particular care of tho Department, and from time to time important improvements have been made to attain this end. In this connection it has been found that the running of ladies' cars has been a step in tho right direction, and one that has boon much appreciated by ladies making long journeys alone or with children. On the Main Trunk trains where night travel is involved a female attendant is provided to travel on each of these cars, whose duty it is to give personal attention to the comfort of lady passengers and assist those travelling with young children. Ladies' cars have now been placed on the mail-trains between Wellington and Napier, Wellington and New Plymouth, and on the express trains in the South Island. A further addition to the comfort of long-distance passengers is to be found in the provision already made in a number of carriages of separate lavatories for ladies and gentlemen respectively. Arrangements have been made for similar conveniences being provided in all cars now in service and all new cars under construction. The alteration will be effected as opportunity offers and cars running are taken into the shops for overhaul. Another important alteration that the Department has in hand is the abolition of the system of gas-lighting and the substitution of Stone's system of electric lighting. The superiority of the electric iight over the gas-lighting formerly in use is amply. demonstrated by the cars that have already been equipped with electricity and placed in service. Better illumination is obtained from electricity ; the lights can be manipulated with greater facility, and the possible danger of fire which may arise in an accident through tho escape of the gas will bo eliminated. It will also be possible with electric lighting to provide a light on the platforms of the carriages, and this will afford a greater measure of safety in entering and leaving carriages during hours of darkness. Paper drinking-cups having been tested out and found to bo efficient and satisfactory, suitable fittings of an artistic type have been designed as holders therefor, and those cups are now being added to the equipment of all trains, in substitution of the enamel and other similar drinking-vessels which from the hygienic standpoint have been the subject of complaint.
Wagons used exclusively for Goods Traffic. Section. Goods Traffic for Year ending 31st March, 1924 (exclusive of Live-stock). Number. Tonnage Capacity per Bay. Capacity per Annum at 1} Trips only per Week. Excess of Capacity of Wagons over Traffic offering. Kaihu Gisborne ,. North Island Main Trunk including Whangarei Picton Nelson Westport South Island Main Trunk including Westland Tons. 10,984 57,223 2,864,422 60 141 10,604 Tons. 382 1,526 104,821 Tons. 29,796 119,028 8,176,038 Tons. 18,812 61,805 5,311,616 59,310 42,853 476,484 3,001,447 201 150 755 10,093 1,626 1,180 6,072 94,910 126,828 92,040 473,616* 7,402,980 67,518 49,187 -2,868 4,401,533 Totals 6,512,723 22,004 210,517 16,420,326 9,907,603
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XXXI
Engine Headlights. During the year it was decided to equip the engines running the more important passenger-trains with electric headlights, the current being provided by a dynamo fixed on the engine and driven by a small steam turbine. A commencement was made during the year by equipping a number of engines used for working the Main Trunk express trains through tho Ohakune district, and the lights were found to be very efficient, and a considerable improvement on the headlights previously in use, and are greatly appreciated by the engincmen. The lights have undoubtedly afforded, a greater measure of security against accidents, and have already demonstrated their value in this direction. Practically the whole of the engines used on the express passenger-trains in the North Island have now been equipped, and the material is coming to hand which will enable the equipment of the engines in the South Island to be taken in hand immediately. Rail Motors. The problem of economically working lines on which the traffic is sparse, either generally or at particular times, is one that has engaged the careful attention of transport authorities in all parts of the world for some considerable time. The solution which now seems to be more or less generally accepted is the provision of suitable rail motor-vehicles. There has, however, not yet been reached any general agreement as to the type most suitable for adoption, and various types have been favoured in different countries according to the conditions prevailing. Many of the types are scarcely yet beyond the experimental stage, and with a view, therefore, to determining the qualities of the various classes of vehicles and their suitability for working on New Zealand lines it was decided to carry out some experimental work in this country. With this end in view arrangements have been made to obtain coaches fitted respectively with a Leyland petrol-driven motor-engine, a Clayton steam-engine, and a Sentinel steam-engine. It was also decided to send an officer to Australia to study the conditions existing there and the progress that is being made in that country in connection with rail motor traction. Tho knowledge that will bo gained by the observations of this officer and the Department's own experiments will enable the Department to decide upon the type, or types, of vehicle best suited to tho working-conditions of this country, and it is hoped that the provision of a sufficient number of these vehicles will go far towards lightening the financial burden involved in working the traffic which cannot be made remunerative under the present system of working. Automatic Signalling. The automatic signalling that has already been installed on various sections of the railway has worked very satisfactorily during the year, and has more than justified its installation. The number of failures has been practically negligible, and these have principally arisen out of circumstances inseparable from the commencement of working on a large scale of installations of this nature. Especially on the line between Wellington (Lambton) and Upper Hutt the system has demonstrated its usefulness, as without it the traffic could not have been carried on with satisfaction either to the Department or to the public, and the rapid and efficient handling of the heavy trains necessary to cope with the race traffic between Wellington and Trentham would not have been possible. On the Midland line also the system has demonstrated its usefulness by avoiding the necessity of stationing men at isolated points along the line in order to enable the sections of line between crossingplaces to be made sufficiently short to permit of the proper working of the traffic between the east and west coasts, while the general reliability of the system has afforded a very great sense of security in the rough country through which the Midland Railway passes between Springfield and Otira. The extension of the system is gradually being pursued, and the work is now in hand between Addington and Rolleston, and Auckland and Penrose. Ultimately it is proposed to extend it from 'Penrose southward to Marton Junction, and when this is done it will provide an additional factor making for security and economy in the working of the trains through the Main Trunk district. Housing. The operations of the Architectural Branch were developed during the year and received a considerable impetus by the commencement in July, 1923, of the cutting of material for houses at the specially equipped factory at Frankton Junction. This factory has been designed to enable tho house materials to be cut to fit therein, and taken thence to the selected site complete and ready to be put together. This system makes both for economy and speed, and it is estimated that when working at full capacity the factory will be capable of producing approximately four hundred houses per annum. During the year improvements wore made to the house settlements at Frankton Junction, Kaiwarra, and Wadcstown. At Maungaturoto reading-work has been done on the land reserved there for the housing settlement. Land for housing purposes has been acquired at tho following places—namely, Whangarei, Helensville, Otahuhu, Papakura, Pukekohe> Morcor, Morrinsvillo, Matamata, Paeroa, Henderson, Maungaturoto, To Awamutu, Hawera, and Stratford. Additional drainage facilities have been provided to the houses erected by the Architectural Branch at Foxton, Frankton Junction, Taihape, and. Lyttclton. At Otira refreshment and dining rooms, girls' hostel, men's quarters, and a storeroom wore completed, and a contract has been let for the construction of similar facilities at Maungaturoto. At the house-factory, Frankton Junction, various improvements were carried out which will have the effect of enabling the work to bo done more expeditiously and economically.
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Up to the 31st March, 1924, the Architectural Branch had completed the erection of 223 houses, besides other works such as dining-rooms, hostels, &c. ; and from the time of the commencement of the working of tho factory until tho end of the financial year forty-one houses had been cut and actually erected, while 193 " cut-to-fit " houses arc now in process of erection, or contracts have been let for the erection of the same. During the year the existing buildings, drainage-systems, settlements, &c, have been kept in good order. Level Crossings. In my report of last year I dealt at some length with the question of accidents occurring on railway-crossings. As previously mentioned, those accidents are almost wholly confined to motorvehicles colliding with trains. The Department during the year undertook a " safety " campaign with a view to bringing home, in some measure, to the drivers of motor-vehicles the necessity for exercising a proper degree of care when approaching railway-crossings. This campaign took the form of the public exhibition in conspicuous places of suitable posters. These posters, and some " stickers " suitably designed for placing on licenses and other documents which arc likely to come into the hands of the drivers of motorvehicles, were also provided and distributed to automobile associations and local bodies. The Department also adopted the policy of prosecuting in the Courts every motorist who, through failure to take proper precaution, caused an accident at a level crossing, and the cumulative effect of these activities on the part of the Department has, it is believed, had some effect in the direction desired. There are, however, still too many accidents taking place at level crossings, and, practically without exception, circumstances have shown them to be due to want of care on the part of the motorist. Warning-bells and other automatic similar appliances, as well as the signals of crossing-keepers, are not infrequently disregarded, with the result that accidents have happened. The only absolutely effective means of safeguarding motorists against their own carelessness is the provision of subways or overbridges ; but, as I have previously had occasion to point out, and as is, indeed, sufficiently obvious, it is not practicable to make such a provision at every level crossing, nor would the financial burden which would bo cast upon the community be warranted in order to guard against the carelessness of the comparative few. The Department is, however, continuing to install warning-appliances at crossings where conditions involve any substantial clement of danger, and has also co-operated and is still willing to cooperate with local bodies in the provision of overhead bridges where the circumstances of the case justify the outlay involved. Apart from this, the Department proposes to continue its policy of prosecuting every motorist who by omitting to take proper precautions when using tho level crossings endangers the safety not only of himself but of the users of the railway. Refreshment Branch. During the year the operations of the Rofroshment Branch were further extended by the opening or taking over of the refreshment-rooms at Maungaturoto, Hclensville, and Taumarunui. The. temporary room at Arthur's Pass was closed, and the new dining and refreshment rooms at Otira were opened. In order to cope with the growing business, additions wore made to the dining-rooms at Marton and Oamaru, and to the counter room at Frankton Junction. Tho number of refreshment-rooms now under the control of this branch is eighteen, and in addition the branch performs the catering-work on the Lake Wakatipu steamers. A very considerable addition to the functions of the branch has been in connection with the purchasing of supplies for other Government Departments. This is a development of the principle of control of the Government stores by the Stores Control Board, and the Refreshment Branch of the Railway Department has been constituted a purchasing Department on behalf of the Board in connection with provisions and groceries. This has thrown a large amount of work and responsibility on to tho branch, and has involved a fairly heavy expenditure, for which the Railway Department receives no credit whatever. The benefit that has accrued to other Departments through the operations of the Railway Refreshment Branch in connection with tho purchase of provisions and groceries is, however, beyond question, and from the point of view of the Government Service as a whole there is no doubt as to the advantages of the present system. The staff of the Rofroshment Branch now numbers approximately 240, and the annual turnover is in the vicinity of £96,000. As in the case of the Advertising Branch, the decision to constitute a Refreshment Branch has, without doubt, been amply justified by results. The standard of the refreshment service has been very considerably raised by the operations of the branch, and is being fully maintained. Many eulogistic references to the quality of the service given by the branch reach the Department from time to time, and world-wide travellers have expressed the opinion that the standard of the meals served in the Department's dining-rooms will bear comparison with those served on any railway in the world, and the comparison is especially favourable when'the comparatively low price charged by the Department is taken into consideration. The policy of extending the operations of the branch as opportunity offers will be continued during the coming year. Stores Control Board. This Department has been constituted a purchasing Department for the purposes of the. Stores Control Board, and in this connection the Department performs a very large amount of work in respect of the provision of stores and material for other Departments. This matter has already been touched on as affecting the Refreshment Branch of the Department, but in addition to the work done by that
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branch a considerable portion of the time of the Comptroller of Stores and his staff is taken up by the Stores Control Board work. The Comptroller of Stores is Chairman of the Advisory Committee attached to the Stores Control Board, and as such has heavy responsibilities. Each District Railway Storekeeper is also a purchasing officer for other State Departments, and a member of the Supplies and Tenders Committee in his district. The work ahead of the branch in connection with the business of the Stores Control Board includes assisting in tho standardization of many lines in common use by more than one State Department, and generally of further co-ordinating the stores business of tho Government and the system of procuring supplies in the best available; markets. Every responsible officer of the Department whose duties have involved acting under the regulations of the Stores Control Board has freely placed his knowledge, experience, and energy at the service of any Department requiring them, and the whole of the stores organization of the Railway Department has btian made available to the other Departments in furthering the interests of the State. Stores. The amount expended during the year on stores and materials for Working Railways was £1,783,642. Of this amount the sum of £1,446,185 was paid for stores purchased in New Zealand as a result of the policy pursued of so conducting the Department's purchasing operations as to keep within the Dominion the greatest proportion of the expenditure consistent with the demands of economy. The practice of giving preference to British manufactures over those from foreign countries has been continued, resulting in the sum of £337,457 being paid through the High Commissioner in London. In operating the Stores Branch during the year every effort has been made to economize. Great care has been taken in buying, especially in connection with materials for forward delivery, due consideration being, however, given to the necessity for maintaining a stock sufficient to meet immediate requirements, and to provide for the future wants in a manner that will ensure that the Department's operations arc not hampered through lack of regular supplies. Although market conditions have improved to some extent over those of the previous year, it cannot be said that normal trading conditions have as yet been wholly restored. There is, however, a more hopeful outlook that prices will gradually become more stabilized. Up to the present it has not been possible to return to the pre-war system of procuring stores under contracts for definite terms, neither would it be advantageous to do so until it is clearly established that prices have stabilized. The matter of encouraging New Zealand manufacturers to produce materials and goods of the quality to meet the Department's requirements at reasonable prices has been given careful attention, and much has been done to assist and develop tho industries of the Dominion along these lines. During the year also an increasing number of British manufacturers have appointed representatives in this country, and there is greater readiness than ever before to supply the kinds and qualities of stores and materials required for the Department's purposes. Sawmills. The Frankton Junction sawmill commenced operations in January last. It is a high-powered band sawmill driven by electricity, and is proving a valuable adjunct to the Department's activities. Prior to its being brought into service the Department was under the necessity of purchasing considerable quantities of sawn timber from outside sources to supplement the product of tho Mamaku mill, the output of which was insufficient to meet requirements. The Frankton mill produces the whole of the timber required for the house-factory, together with a surplus which, combined with the output of the Mamaku mill, will provide fully for all the requirements of the Department, and obviate the necessity previously existing for purchasing sawn timber from outside mills. The Mamaku mill was operated with satisfactory results during the year. The total quantity of sawn timber produced was 4,000,000 superficial feet. The bush areas of Pokako and Erua from which log timber is obtained for the Frankton mill have been fully organized and equipped for logging purposes. The logging operations are undertaken by the Department, and in that connection comfortable accommodation has been provided for the staff. Advertising and Publicity. The volume of the business done by the Advertising Branch has maintained the steady increase of recent years, and has more than justified the step that was taken when the branch was opened and it was decided that the Department would itself control tho displaying of advertisements on its premises. The revenue accruing from the operations of tho branch has been very considerably in excess of that received by the Department under the old system of letting the advertising-rights to private contractors, while the standard of the display has in itself more than justified the new departure. Tho publicity side of tho functions of this branch has also continued to develop during the year, and the reception that was accorded to the booklet that was compiled during the previous year has been so favourable both within the Dominion and abroad as to justify a considerable expansion of the activities of the branch in this connection. There is therefore now in hand further matter of a similar nature which it is hoped will bo completed at an early date, and which will be freely distributed both within and without the Dominion to the best possible advantage. In this connection it may be noted that reciprocal arrangements have been entered into with numbers of large companies abroad,
m—D. 2.
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such as tho Canadian Pacific Railway and tho owners of some of the larger hotels in Canada and America, with the object of obtaining the best possible distribution of tho Department's literature. A very extensive scheme has also been embarked on, involving the preparation of a large number of hand-painted photographs of the patent " cirkut " type, which will be suitably framed and sent abroad for hanging in hotels and other suitable places, principally in America and Canada. These pictures are of a distinctly superior type, and show the various tourist attractions of the Dominion to great advantage. A poster of a highly artistic nature typifying the; native birds of New Zealand has also been prepared by tho Department's artist, and the resulting production is one of very great artistic merit. It is proposed to suitably frame the poster uniformly with the pictures, and to send one copy of the poster with each set of pictures distributed. The whole scheme will involve fairly considerable outlay on the part of the Department, but, as the quality of the pictures is such as to make them practically permanent, there will be virtually no further expenditure on renewals, and the distinctive and attractive, nature of tho pictures themselves will bo such as to make, them quite suitable for permanent exhibition in even the highest-class hotels and other such buildings. The importance of attracting to the Dominion a steady flow of revenue from other countries such as follows on a well-maintained foreign tourist traffic is fully appreciated by the Department, both in its own interests and those of tho Dominion, and it is considered that the expenditure that is involved in the publicity work, though in the present early stage of development necessarily heavy, will in the ultimate result be amply justified. The many artistic publications received by the Department from other countries indicate that this opinion is evidently shared by railway authorities elsewhere, while, without undue egotism, it may be safely concluded from an inspection of these publications that the attractions which New Zealand has to offer to the tourist suffer in no way in comparison with those of other countries. Transport of Cattle. During the year a transaction of more than ordinary importance was the carriage for export to Australia of a very large number of cattle. These were railed from various points in the North Island to Wellington for shipment, the total conveyed being in the neighbourhood of 5,300 ; and, notwithstanding that many of the animals were somewhat wild, the losses in transit by rail were very small, and were estimated by Mr. Keith McLean, of Gippsland, Victoria, shipper of the stock, not to have exceeded five. From time to time the Department is assailed by complaints of a more or less general nature that the, carriage of live-stock on the railways is attended by very heavy loss, due to some fault in the railway transport which is not always made clear. In this connection it is interesting to note the remarks of Mr. McLean in regard to the carriage of the stock dealt with by the Department on his behalf. The following is the text of a telegram received from Mr. McLean himself : " Very grateful for the magnificent manner your railways handled my stock, also for the courtesy and consideration extended to me." Speaking to a newspaper reporter in Victoria, Mr. McLean, after estimating that the number of deaths in trucks did not exceed five, stated that the number of bruised cattle was also very small, and he continued as follows : " I would like the taxpayers of this beautiful country to know the splendid attention given by the railway always. In every instance special trains were run absolutely on time. The trucks were all at the stations ready for loading operations, and were always in a clean condition. The railways are too often blamed for cattle killed and bruised, whereas often the fault lies in overloading and over-travelling cattle." Mr. McLean, in commenting on the freedom from loss during the period of transport, also stated that all the animals were country stock, and in most instances had never before been handled by man. The performance of the Department in connection with the railing of this stock undoubtedly furnishes a complete answer to the suggestions that are, as indicated above, more or less vaguely made from time to time that there is something wanting in the Department's arrangements for the transport of stock, and certainly warrant the suggestion that when losses do occur it should not be too hastily concluded that the transport by rail has been the cause. Superannuation Fund. The report and balance-sheet of the Railways Superannuation Fund for the 31st March, 1924, give the following figures: — £ £ Annual liability .. .. .. 177,689 Members'contributions .. .. 133,148 Fines and donations .. .. 436 Interest .. .. .. ..28,566 Deficit (to be paid out of Government subsidy) .. .. .. 15,539 £177,689 £177,689 On the 31st March, 1924, the liability of the fund to contributors in respect of amounts paid £ by them was .. .". .. .. .. .. .. ..983,298 The total accumulated fund was .. .. .. .. .. .. .. 671,827 Deficit .. .. .. .. .. .. .. £311,471
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The Railways Fund has now been established for twenty-one 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 tho fund till the 31st March, 1924, was £2,578,503 ;'contributions, fines, and donations, £1,634,249; interest, £269,254; Government subsidy, £675,000. Disbursements : Life, allowances, £1,404,581; widows and children, £158,994 ; refunds of contributions, £330,419 ; compensation, £4,206 ; administrative charges, £8,476 : balance representing accumulated fund, £671,827. Train-services. During the year the train-services have been well maintained, and various additional services have been laid on, involving a substantial increase in the train-mileage. The following is a brief statement of some of the principal additions that have been made : — Tapanui Branch : Services Monday, Wednesday, and Friday increased ; additional mileage, 6,240 miles per annum. Extra trains laid on between Waitara and Lepperton in connection with the speeding-up of the Now Plymouth -Wellington mail-trains; additional mileage, 936 miles per annum. Now line between Napier and Eskdale was opened, and a train-service of two trains each way daily was commenced ; additional mileage, 14,976 miles per annum. Additional train provided leaving Lower Hutt at 7.30 a.m. for Wellington ; additional mileage, 2,496 miles per annum. Extra train between Penrose and Auckland on Friday evenings ; additional mileage, 624 miles per annum. Opening of line to Okaihau, and service extended to that station ; additional mileage, 6,864 miles per annum. 5.55 p.m. train on Sundays, Wellington to Lower Hutt, extended to Upper Hutt; additional mileage, 1,248 miles per annum. Services between Wellington and Upper Hutt were improved. An extra train leaving Wellington at 7.30 p.m. for Johnsonville and back was instituted ; additional mileage, 4,212 miles per annum. The train-services on the Cheviot, Little River, and Oxford Branches were, augmented for several months during the busy season. Two extra trains between Swanson and Auckland were added ; additional mileage, 3,744 miles per annum. To give an hourly service between Mount Eden and Henderson, extra trains were put, on and other trains adjusted ; additional mileage, 15,9.12 miles per annum. Extra trains —Penrose to Auckland at 7.13 a.m., Otahuhu to Auckland at 5 p.m., Auckland to Penrose (Saturdays) 11.53 a.m. —were put on. The Sunday service between Auckland and Papakura was amended. Additional mileage, 6,084 miles per annum. Extra train from Frankton to Auckland, leaving the former station at 7 a.m., was commenced, and the running of other trains adjusted ; additional mileage, 26,364 miles per annum. During the latter portion of the year experimental services were run on Sundays between Auckland and Hclensville, and also on the Onehunga Branch. Interruptions to Traffic. —There was a number of serious interruptions to traffic during the year, involving the Department in heavy expense and loss of traffic. On 21st April, owing to floods, all traffic on the Waihi Branch and between Te Aroha and Thames was suspended. On 23rd April, owing to floods, all morning trains from Dunedin on the north line and all traffic on the Waihomo Branch were cancelled. All the services from Dunedin to the south were also cancelled. Traffic was suspended on the Catlin's Branch from 23rd April until 2nd May, when traffic was resumed between Balclutha and Ratanui. The line as far as Tahakopa was not cleared until 18th May. On the Outram Branch traffic was suspended from 23rd April until 3rd May, and on the Lawrence Branch from 23rd to 29th April. On 23rd April traffic was also suspended between Clinton and Gore owing to flood-waters. Early in May there was a very heavy fall of rain in the North Canterbury district which very seriously affected the railway, doing very grave damage and completely disorganizing the trainservices. The, following is a summary statement of the principal incidents : — 7th May. —North line : All trains north of Rangiora were cancelled. Bth May. —No trains ran north of Kaiapoi. 9th May. —Running resumed northward to Rangiora. 10th May. —Services extended to Sefton. 14th May. —Line reopened to Waiau. 7th May. —Traffic suspended, Waiau-ua Bridge washed away. 14th May. —Bunning of trains resumed from Waipara to Spotswood. 21st July. —Waiau-ua Bridge, restored, and traffic to Parnassus resumed. 7th May. —Oxford and Eyroton Branches : Traffic suspended during the afternoon, and not resumed until 10th May. 7th May. —Southbridge Branch : Afternoon trains from Christchurch ran to Springston only, services through to Southbridge being resumed on 10th idem.
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7th May.—Midland Branch : Serious slips occurred between Springfield and Arthur's Pass, and traffic was completely suspended between 7th and 15th May. On 16th May trains ran from Arthur's Pass and Christchurch respectively as far as the slip at No. 9 tunnel, where passengers were transferred. This method of working continued until 26th May, when the line was clear and ordinary working resumed. Owing to floods the traffic on the Picton Section was suspended from 7th to 12th May. The line between Ward and Wharanui could not be reopened for traffic until 26th idem. 29th June. -Owing to floods near McNab, traffic between Gore and Waipahi was cancelled. 29th June. —In consequence; of a washout on the line between Wyndham and Glenham, traffic was suspended from the afternoon of that date until 6th July. 4th July.—A slip on the line between Kakahi and Owhango necessitated the suspension of traffic from 5 p.m. on that date until midnight on 6th idem. Passengers on the Main Trunk express trains were transferred at the obstruction. sth July.—Afternoon trains between Frankton Junction and Te Kuiti were cancelled owing to flood-waters on tho line. 6th July. —Slip on the lino near Ongarue caused serious accident to the Main Trunk express train, involving loss of life and injury to passengers. 17th July. — Slips on the Gisborno Section caused dislocation of traffic, ordinary running not being resumed until 18th idem, 17th November. —Afternoon trains between Picton and Blenheim were cancelled owing to washout on the line. 14th. January.—A. heavy gale and high waters on the lake flooding the wharves necessitated the cancellation of the steamer services on Lake, Wakatipu. 11th March. —Owing to washouts on the Napier-Eskdale line, the train-services beyond Bay View were cancelled. On the I.2th idem all trains on that line were suspended, and on tho 14th running between Napier and Bay View only was resumed. Repairs to this line sufficient to enable the ordinary services to be run had not been completed at the close of the year. 12th March. —Traffic between Hastings and Napier was suspended owing to floods. "Limited" Express Trains between Wellington and Auckland. In 1919 a trial run was made between Wellington and Auckland with a view to establishing a " limited " express service. The necessity for adopting the policy of rigid economy, combined with the acute shortage of and difficulty in maintaining adequate coal-supplies, however, compelled a reduction of train-services, and prevented effect being given to the intention in regard to a "limited"express. The matter is again engaging attention, and an endeavour is bemg made, if a convenient sohedule can be arranged, to time the service so that it will pass through the Mam Trunk middle district in daylight, thus giving passengers an opportunity to see the scenic beauties which abound along that portion of the Main Trunk line. It is also proposed to design suitable observation-cars to form part of the equipment of this train and of certain other suitable trains on the various tourist routes where opportunity is afforded on the rail journey of viewing the scenic beauties of the parts of the Dominion in which those lines are located. Cape Foulwind Railway. The capital cost of this line, according to the balance-sheet of the Harbour Board, was £93,150. It was constructed by the Westport Harbour Board in 1884 for the purpose of enabling the Board to obtain, a supply of stone for the construction of moles connected with harbour-works on the Buffer River. It is seven miles in length, and connects Westport with Cape Foulwind. The system comprises the so-called main line from Westport to the point beyond Cape Foulwind, with spur lines to Tauranga Bay quarry and the moles on the east and west sides of tho Buffer River. Access to the mole on the east side of tho river is provided by a track running through the, Westport station-yard. During the time the line was operated by the Harbour Board heavy losses were incurred in catering for such passenger and goods traffic as then existed. On the abolition of the Board tho Railway Department was instructed to take over the line as part of the, Westport Section. As it had not been properly maintained it was necessary to incur a considerable expenditure in effecting repairs sufficient to bring it up to the minimum standard required for light lines. The train-services were reduced, and every endeavour made to economize in the matter of expenditure. The; results have nevertheless boon most unsatisfactory. The revenue for the year was, £1,512 short of the actual cost of working, and this added to interest on capital makes the loss for the financial year £5,016. The incorporation of this line in the Working Railways system has added one more unpayable line to the list of unprofitable branch lines forming part of the general system. There is not tho slightest prospect of the Cape Foulwind line ever paying its way or succeeding as a developmental line. The area of land served is very limited ; there is no population, and an entire; absence, of those resources which induce settlement. The existing traffic is negligible, and the prospect of increasing traffic is so extremely remote that it may be disregarded. Tho line should be closed for traffic and used for the, purpose for which it was originally constructed—namely, for the conveyance of materia] required for harbour-works. Otira Tunnel Section. The section of the railway between Otira and Arthur's Pass, which formed the last connecting-link in the East-West Coast Railway of the South Island, was opened for public traffic under the control of the Public Works Department on 4th August, 1923, and the working was conducted by that
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Department throughout the remainder of the fiscal year. The line was worked as a separate section of railway, and fares and freights were computed accordingly until the 18th February, 1924, from which date passengers and goods were charged on through mileage for actual distance carried. This alteration in the method of computing charges resulted in an appreciable reduction of rates, and in the absence of any marked increase of traffic for the latter portion of the financial year would have a detrimental effect on the revenue. The results of operating are shown by the following statement, which covers the period 4th August, 1923, until the 31st March, 1924 : — To Working-expenses. By Revenue. £ s. d. £ s. d. Salaries and wages .. .. 6,493 5 6 Passengers .. .. .. 5,792 6 3 Stores and material .. .. 3,880 8 1 Parcels and mails .. .. 794 5 0 Miscellaneous .. .. 3,352 19 II Goods .. .. .. 19,7.16 6 5 Miscellaneous .. .. 991 6 9 Total working-expenses .. 13,726 13 6 Balance .. .. 13,567 10 11 £27,294 4 5 £27,294 4 5 Net Revenue Account. £ s. d. £ s. d. Interest on approximate capital Net earnings .. .. 13,567 10 11 cost, £1,500,000, at 3| percent. 38,373 5 9 Deficiency .. .. .. 24,805 14 10 £38,373 5 9 £38,373 5 9 It will be seen that a substantial loss was incurred notwithstanding the fact that from August to February the fares and freights were computed on separate mileage, and consequently at higher rates than those obtaining from February till 3.lst March and operative at the present time. The capital cost of the Arthur's Pass-Otira Section is of itself a heavy burden, and when to this is added the cost of maintaining and operating the plant, machinery, and line, the only conclusion that can be arrived at, taking the most optimistic view, is that there is nothing to warrant the expectation that the line is likely to be other than a burden on the finances of tin; Working Railways Department for many years. It is estimated that the loss on working during the ensuing years will not be less than £70,000 per annum. While, therefore, it must be recognized that the opening of the tunnel and the, connecting of the East and West Coast Railway systems has a very important bearing on the economic and social life of the community, it is equally apparent that these advantages are being gained at the expense of the financial interests of the Railway Department. Railway Tariff, and Road Competition. Tin; revision of the tariff has been in hand during the year, but has unfortunately been delayed owing to pressure of work in other directions which could not be set aside. The principal feature calling for an adjustment of the rates is that of road competition. A careful watch has been kept on the road traffic with a view to determining the extent to which the railway traffic has been affected thereby, and while it is found that in some localities the opposition to the railway has increased it seems more than doubtful whether even those immediately concerned have obtained any substantial advantage therefrom. The information gained by tho Department from time to time indicates that the road motors are not in reality cheapening the cost of transport. The method by which they are enabled to obtain the traffic which would otherwise be sent by rail lies along the line of increasing the charges for carriage to and from the railway-stations to such a degree as to make the total charge for the transport of the goods forwarded by rail higher than that at which the motorist is willing to convey the goods for the whole journey. This amounts to nothing less than compulsion exercised by the motorist on the owners of the goods, but the latter seem quite unable to grasp this aspect of the matter. They arc merely content to see that the charge by the motor for the whole journey is cheaper than the total charge that would require to be paid when the railway is used, but they quite fail to analyse this latter charge, and quite wrongly come to the conclusion that the railway charge is too high, and causes the use of the railway to be, as they conclude, more expensive than the motor. In the great majority of cases an analysis of the charges would show this to be entirely wrong, and would, disclose that the motorist is not content to receive a reasonable remuneration as a feeder to the railway, but by taking advantage of his position in respect of that portion of the transport of the goods to and from the railway is enabled to extract from his customers a much higher charge than the latter should really be required to pay. The Railway Department cannot, and does not, object to competition, but it does take exception to the superficial view which impels unthinking persons to hastily conclude that they can obtain transport more cheaply by motor, and that the railway is to blame for this position through charging rates that are too high. Ido not hesitate to suggest that if the position were gone carefully info it would be found in the great majority of cases that the owners of goods transported by motor are paying a higher rate than they are fairly entitled to pay, under compulsion from the motorists who will not transport the goods to and from the railway at a reasonable charge.
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There are other aspects of the matter which also seem to be worthy of mention as being too often overlooked. In this connection it may be mentioned that tho service rendered by the railway is safe, speedy, and reliable, and available for use practically without intermission throughout the year. There is also, as has been so repeatedly emphasized, the aspect of false economy which enables the motorist to obtain the free use of the roads at the expense of the ratepayers. Turning to a consideration of the methods by which the position can be met, it is to be noted that the last-mentioned matter is one that is in no way within the Control of the Railway Department. In respect of charges and transport to and from the railway, however, the Department is in a better position. It may be possible —and the Department is now taking steps in that direction —to make suitable arrangements for transport of goods to and from the railway at a reasonable charge. So far as the position may be met by the lowering of the railway charges, definite proposals in this direction will be made in connection with the revision of the tariff, and this prompts some comment on a state of affairs that is becoming increasingly common. I refer to the practice of certain sections of the community who take advantage of free services afforded by the railway, such as the carriage of lime; for agricultural purposes, but who do not hesitate to send their more remunerative traffic by other forms of transport. The purpose for which free carriage of lime was granted was to increase the productivity of tho land, and it was assumed in justification of the concession that the resulting increased product would be carried by rail. The railways are required to pay a certain rate of interest on the capital invested in them, and in view of this circumstance free services such as the carriage of lime have to be paid, for by the higher-rated classes of traffic. If, therefore, the Department does not get this higher-rated traffic, it is deprived of the means of affording the free services, and the ultimate; result of the diversion of the paying traffic to the road must inevitably be the withdrawal of the unremunerativc services. Another aspect of the competition by road motors is that the road carriers transport only such classes of goods as suit themselves, and their services are not available, as the railways are, for the; carriage at all times of every class of goods that may be presented to them so long as the goods are; not of an objectionable nature. The effect is that the motorist confines himself to a comparatively small range of commodities which are capable of bearing a high rate, and it is interesting in this connection to compare the railways in New Zealand as a State institution with another State institution operating as a public utility—namely, the Post Office. As is well known, the' Post Office; has a statutory monopoly, and the grounds that justify the action of the Legislature in this connection are those stated by Bastable in his book on " Public Finance " as follows : — " The bestowal of a monopoly is justified on the double grounel that otherwise private agencies weiuld compete for the more profitable parts of the business, leaving the supply of sparsely peopled anel backward districts to the official Post Office, whilst the waste involved in rival establishments would hinder the reduction of rates below their actual level." That exactly states the position of the, railways in New Zealand to-day. The- motors are; competing for the more profitable business, leaving the, railways with that which is unprofitable, with the inevitable result, as stated in the quotation, that the financial position of the railways is adversely affected, and the Department is put in the position that it finds it difficult to reduce its charge;s. This is an aspect that is too often overlooked. People are too prone; to decide not to send their traffic by rail until the railway charges are reduced, quite failing to grasp the fact that the only way in which the Department can be placed in a position to reduce its charges is by receiving an adequate proportion of remunerative; traffic. Office Accomodation. The accommodation in the Head Office buileling has now become quite; inaelequate for requireme;nts, and the management is much hampered in connection with its proposals owing to the; lack of suitable rooms in which to establish the staff that it is desired to emgage on the various matters that arc contemplated. It has therefore become a matter of necessity that the; present building should be; cemsklerably enlarged. An important provision that should be made; at the earliest possible moment is a suitable lectureroom in which practical lessons in railway - working can be given by the use of suitable models. The complete modernizing of the railway plant necessitates that the staff should have a thorough practical as well as theoretical training in its working if the maximum degree of advantage is to be obtained from the various improvements. An essential part of this training is the giving of lectures by the expert officers, such lectures being supplemented and explained by reference to actual working of models. Another matter that cannot be developed owing to the lack of accommodation is the provision of a suitable library in which information on every aspect of railway-working can be suitably collected and collated in a form that will admit of easy reference. Apart from these aspects the position has become acute in connection with the accommodating of the growing staff that is necessary to cope with the increased activities of the Head Office and Branch management. At present every available room in the Heaei Office building is being made full use of, leaving no margin whatever for expansion, and I would therefore urge the necessity for making the provision of further accommodation a matter of urgency. General. The policy of rigid economy has been strictly pursued during the year, and in consequence the percentage of expenditure to revenue has been reduced below that of the previous year. It is fully realized that it is only by reducing expense to the greatest possible extent that the Department can be placed in a position where it can compete with other forms of transport and attract additional traffic
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by the reduction of charges. The expenditure side of the Department's finances is, in the nature of things, more directly within the control of the Department than the revenue side, and in respect of expenditure, therefore, there is a greater scope for vigilant activity in the direction of placing tho finances of the Department in the most favourable position that the nature and quantity of the traffic permit. In this connection it is interesting to note that for the year ended 31st March, 1922, there was a deficit, after allowing for interest on the capital expenditure on open lines at the " policy " rate (3| per cent.), of £1,021,156. In 1923 the deficit was reduced to £284,385, and for the year now being dealt with, there was a surplus of £31,802 ; and, as indicating the extent to which economy of expenditure has assisted towards achieving this result, it is to be noted that the percentage of expenditure to revenue in 1922 was 93-89 ; in 1923, 81-79 ; and in 1924, 77-37. The necessity for requiring that eve;ry proposal involving further expenditure shall disclose a reasonable prospect of a commensurate; return must be an absolute condition of the adoption of any such proposal if the finances of the Department are to be placed on a strong footing. This does not necessarily mean that every proposal shall be bound to afford an immediate return, but there must be a reasonably certain prospect of an adequate return within the not-too-distant future. In this connection it is necessary to guard against the usual extreme optimism of those advocating services or concessions involving expenditure, while at the same time avoiding the unduly pessimistic view which would, in a young country such as New Zealand, be a bar to progress. The avoidance of undue conservatism on one hand and of indulgence in unduly speculative expenditure on the other has been a constant care of the management throughout the year, and it is believed that in the face of many difficulties the operations of the Department have rendered general satisfaction to the people of the Dominion, while, as already indicated, it has been possible to attain this measure of achievement at a cost below that of the previous year. Calculating the interest on the capital invested in the railways at the policy rate of 3 per cent, from 1896 to 1909, and at the policy rate, of 3| : per cent, from 1910 to .1924 inclusive, the total net amount required to be earned by the railways to meet the interest charges is £27,252,551. The net amount actually earned is £28,667,936, a surplus of £1,415,385, which was paid into the Consolielated Fund in excess of the policy requirement. In addition, reductions made in rates in pursuance of the policy amounted to over £2,000,000. During the ten years, Ist April, 1914, to the close of the year under review, the railways have returned a sum of £327,027 in excess of the amount required to pay working-expenses and interest at the policy rate of 3| per cent. It should be taken into account that these ten years embrace the period affected by the war and post-war conditions. The policy obtaining in New Zealand has been to regard the financial return as of less immediate importance than the developmental aspect, and for that reason the return required on railway capital has been fixed at 3§ per cent,, which is, of course, less than the average interest on the public debt. The value, of the concessions granted in railway rates and services, however, represents a sum more than sufficient to cover the difference between the interest at the policy rate of 3f per cent, and the amount that would be required to meet the full liability at the average rate of interest on the public debt in respect of the capital invested in the railways. Among the services which have been performed at less than actual cost may be mentioned—
During the year 75,298 tons of butter were carried an average distance of forty-eight miles at a charge of $d. per pound, and 72,852 tons of cheese were carried for an average distance of fifty miles at £d. per pound. It will be seen from this that the rates for dairy-produce are very low. Comparing the result achieved on the various sections during the year, it will be observed that the South Island main line and branches section produced a return of only £2 2s. Bd. per cent, on the capital invested, while the North Island main line and branches gave a return of £6 7s. 6d. per cent. Of the smaller sections only three returned any interest on the capital invested —viz., Gisborne, which returned 17s. 7d. per cent. ; Westland, 6s. 6d. per cent. ; and Westport, £4 17s. 2d. per cent. Sections which failed to return sufficient revenue to cover actual working-costs are —Whangare;i, £6,653; Kaihu, £1,169 ; Cape Foulwind, £1,512 ; Nelson, £5,170 ; Picton, £3,403 ; Lake Wakatipu steamer service, £1,573. Allowing for interest at the policy rate of 3f per cent., the loss on the Whangarei Section was £42,747 ; Kaihu, £8,365 ; Gisborne;, £20,091 ; South Island main line and branches, £259,709 ; Westland, £83,684; Nelson, £21,851; Picton, £29,191; Cape Foulwind line, £5,016; Lake Wakatipu steamers, £3,246. The North Island main line and branches and. the Westport Section yiedded a profit of £507,833 over the policy rate. It will be seen by the table of branch linos given hereunder that the losses on South Island branches amounted to £173,300, representing over 66 per cent, of the deficiency of the whole South
Commodity. Weight. Value of Freight. Average Distance hauled. Rate per Ton. Rate per Ton per Mile. Lime for manuring farm lands Road-metal for local bodies.. Native brown coal.. Tons. 71,872 229,165 988,898 £ 4,229 33,484 444,884 Miles. 66 45 104 s. d. 1 2 2 11 9 0 d. 0-21 0-78 1-03
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Island main-line; system, and are largely responsible for the failure of the system to pay the policy rate of interest on. capital.
Another factor that cemtributed very materially to the; difference in the returns obtained in the South Island and North Island respectively was competition by road. The South Island, by reason of its superior roads and topographical features, lends itself more readily to road transport than the North Island. The problem of dealing with tho traffic em these branch linos with a vie;w to securing a more remunerative return has for some time been engaging the attention of the Department, and it is hoped that the experiments which it is proposed to undertake in connection with rail-motor transport may provide at least a partial solution to tho problem. I have, &c, R. W. McVilly, Tho Hon. tho Minister of Railways. General Manager.
Branch. Not Loss on . , ,.' Revenue. Working. "JJf | Branch. Net Revenue. Loss on Working. Loss, including Interest. Waiuku . . Waitara .. Toko £ £ £ £ £ 7,151 3,120 28,748 2,441 5,358 14,502 8,582 20,896 2,497 13,650 381 5,088 • 10,119 £ £ £ Greytown Eskdale .. Cheviot . . Oxford-Eyreton Little River White Cliffs Mount Somers Pairlie Waimate .. 38 .. 7,151 2,184 3,120 2,098 28,748 2,184 2,098 2,064 1,029 1,366 2,901 16,801 1,561 11,336 Ngapara .. Waiheino . . Otago Central Lawrence .. Tapanui Waikaka .. Switzers Glenliaiu .. Seaward Bush Forest Hill Mararoa .. .. 12,028 3,343 2,395 816 2,241 4,690 761 2,056 4,053 8,648 2,064 11,779 13,655 9,344 3,322 4,058 7,134 3,599 2,254 1,728 4,988 1,383 701 3,190 5,062 Totals .. 20,395 68,688 220,118 K urow
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APPENDIX MAINTENANCE. Mr. F. J. Jones, M. Inst. C.E., Cliiof Engineer, reports as follows :— The track, structures, buildings, and appliances have been efficiently maintained. Increased expenditure; over last year is chiefly due to the increased quantity of relaying done and increased expenditure on banks, &c, due to slips and washouts. Permanent-way. —An increased quantity of relaying compared with that eif the; previous year has been carried out. Tho relaying during the year has been as follows :-— Main line and branches, 401b., 531b., 551b., 561b., 65 lb., and 701b. rails Miles. rolaid with 70 lb. material . . .. .. .. . . 62 Main lino and branches, 40 lb., 45 lb., and 53 lb. relaid with 55 lb. material . . 9i Main line and branches relaiel with socond-hanel 531b. and 56 lb. material removed from main line . . . . . . . . . . , . 101; Total relaid for the year . . . . . . .. 81f Sleepers. —The number of new sleepers placed in the track during the year was 235,372. Ballasting. —2o2,4l4 cubic yards e>f ballast we;re place;d in track-. Slips and Floods. —Slips and floods during the year have been more extensive than usual. In the Auckland district they were not of a serious nature. In the Ohakune district during June and July a number of slips, not of an extensive nature;, blocked traffic to some extent, one; at Ongarue causing an accident tei the; south-bound express. In the Hawke's Bay district during March considerable elamage was done to the Eskdale line by flood-waters. In the northern part of the Christchurch district he;avy rains in May causeid slips and floods, ami considerable; elamage; was done to the; railway-lines. In tho Dunedin district the floods e>f April caused damage through slips and washouts to the extent of some £20,000. In other districts the damage by floods was slight. Bridges. —These have; be;e;n maintained in good condition. Repairs and renewals have been carried out at a largo number of bridges. In the, Westland District the bridges between Otira and Greymouth have bee;n strengthemed to take the- he;avicr class of.engines necessitated by the; opening of the; Otira Tunnel. A considerable amount of bridge-strengthening must bo undortakem in the near future. Water-services. —These have be>e;n maintained efficiently. Improvements to supplies have been made and additional holding-vats provided. Wharves. —The upkeep of wharves has received tho necessary attention. Owing to heavy rain in January, Lake Wakatipu rose several feet and submerged the wharves. Damage was done to some; of tho smaller wharve;s at different localities on the lake. Buildings. —These have been maintained in good repair. Rene;wals and additions have boon carried out. The Otorohanga station building and the Ohakune engine-shed weire destroyed by fire during the year. These buildings have been rebuilt. Station-yards. —Increased siding and general accommodation has be;en provided at a number of stations. Railway Improvements. —The total expenditure under the; Railways Improvement Authorization Account during the year was £10,827. Preliminary works in connection with the Auckland-We;stfiold deviation, ne;w station and yards at Wellington, Christchurch, and Lyttelton are included in the expenditure. Additions to Open Lines. —The expenditure unelcr this heading eluring the year was £138,716, the principal weirks being station rearrangements at Whangaroi (in hand), Maungaturoto (in hand), Homai (in hand), Rolleston (in hand), Arthur's Pass, Lagmhor, Punawai, Aickon's, Kokiri, and Hokitika ; siding extensions at Kaipara Flats, A.huroa, Kumeu, Morningside, Auckland, Newmarket, Tuakau, Frankton June'/tion, Putaruru, Otiria, Hikurangi, Rakautao, Taringamotu, Ohakune, Trentham, Ngaio (in hand), Christchurch, Tomuka, Hawarden, Staircase, Cave, Hampden, Bluff, Rivorton, and Greymouth; platforms extended at Waimauku, Akerama, and Heathcote; verandas provided at Rotorua, Kumeu, Waharoa, and Ranfurly ; ladies' waiting-rooms at Kumeu, Paerata, and Kopu ; road overbridge at Kingsland ; office and showrooms for Architectural Branch, Auckland ; subway at Hamilton ; alterations tei refreshment-rooms at Taumarunui, Taihape, and Christchurch ; additions to workshops at Petone ; cattle-yards erected at Lepperton, Mangamahoe, Pukehou, Rolleston, Whitecliffs, Bushey, Benmore, Mossburn, Kokiri, Moana, and Rotokohu ; new houses eireoted at Rangiora, Little River, Rolleston, Darfield, Springfield (twelve), Garston, Pukearuhe;, Tapanui, Five; Rivers, and Hokitika. Miscellaneous. —Additions and improvements' amounting to £6,331, and charged to workingexpenses, were carried out. The works include improvements to goods-office, Nelson ; removing house from Switzers to Lumsden ; loading-bank, Inangahua Junction ; lighting at Cross Creek; additions to goods-office, Palmcrston North ; lengthening engine-pit, New Plymouth ; loading-bank at Otorohanga ; platform at Taumarere Station ; ladies' waiting-room at Mangere ; shifting crane from Ellcsmere to Newmarket; lighting Westport yard ; room for shunters, Lambton.
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XLII
Expenditure. —The expenditure for tho year was as follows : — £ Maintenance; (charged to working-expenses) .. .. .. 1.141,684 New works (charged to capital) .. .. .. .. .. 149,543 Other Government Departments, public boelie;s, and private; parties .. 66,453 Total expenditure .. .. .. .. £1,357,680 The Maintenance expenditure charged to working-expenses amounted to £373 per mile, compared with £342 per mile in 1922-23, £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 31st March, 1924, was 3,064 miles 8 chains. During the year 27 miles 29 chains additional lines were opened for traffic Lands and Leases. —Number of leases registered eluring the year, 493 ; aggregate rental of same, £3,904 ss. lOd. Total number of leases current on 31st March, 1924, 6,084 ; aggregate rental of same, £46,595 os. sd. Private siding agreements registered during year, 95 ; aggregate rental of same, £3,583 10s. Total number of agreements current on 31st March, 1924, 493 ; aggregate rental of same, £18,210 10s. Miscellaneous agreements entered into, 9. Total number of Proclamations issued, taking or giving up land, 43. Total amount of compensation paid during the year for land taken, £9,991. Staff. —Maintenance Branch—Working staff, 3,686 ; office staff, 140: total, 3,826.
SIGNAL AND ELECTRICAL. Mr. H. J. Wynne, A.M.1.C.E., Signal Engineer, reports as follows : — Fixed Signals at Officered Stations. —Home and distant signals have been provided at Cambridge and Runanga, home signals at Motuhoro, and additional home signals at Napier and Reefton. The; total number of officered stations (including tablet stations) is 475, of which 304 are equipped with fixed signals, 106 are interlocked, and 65 unequipped. Four signal repeaters have been installed during the year, making a total of 390 now in use. Interlocking of Points and Signals. —Complete all-electric-powor signalling and interlocking has been installed at Rolleston, Springfield, Arthur's Pass, and Otira. Mechanical interlocking has been provided at Onslow Road service siding and Whangarei ballastpit siding. Interlocking with tablet system has been installed as follows : Service siding at 14 m. 7 eh. near Homai; ballast-pit siding at 36 in., Thames Branch ; Bartholomew Land and Timber Company's private siding near Ngatira ; Selwyn Timber Company's private siding near Putaruru ; Nelson Bros.' private siding, Tomoana ; Pakipaki Brick and Lime Works private siding near Pakipaki; Hume Pipe Company's private siding near Terrace End ; Gasworks siding, Palmerston North; Booth and Co.'s private siding near Carterton ; Public Works Department's private siding at Otira. Special switch locks have been provided at Whangarei, Cambridge, Motuhora, and Reefton. The automatic signalling between Lambton and Upper Hutt has worked satisfactorily. Automatic signalling with three-position colour light signals for single-line working has been brought into use between Rolleston and Arthur's Pass, and is working satisfactorily ; good progress is being made between Otira and Stillwater. This system, for double-line working, is now in hand between Auckland and Penrose, and from Addington to Rolleston. Total stations now interlocked, 106 ; tramway-crossings, 7 ; sidings and flag stations interlocked with tablet, 220 ; stations where wood locks are installed, 305. Block Working and Electric Tablet. —The installation of tablet system between Arthur's Pass and Otira has been completed and brought into use ; length, 8J miles. The total mileage equippeel is 1,653 miles, out of a total of 3,025 miles of single line open for traffic. The number of tablet instruments now in use, is 890, at 372 stations. The total number e)f automatic tablet-exchangers in use is 340. Lock and Block. —The electric lock-and-block system has workeel satisfactorily during the year. The total mileage equipped is 35 miles of double line. The number of lock-and-block instruments in use is 68, at 30 stations. Telegraph and Telephone Facilities. —79 miles of poles and 735 miles of wire have been erected eluring the year. Thirty-six new connections to railway telephone circuits have been provided. The following portions of telephone-line have been converted from earth to metallic circuit: Drury to Mercer, Palmerston North to Paekakariki, Wellington to Petone, Waitati to Sawyer's Bay. "A cable has been run between Christchurch and Addington, to include all railway wires. Tho cables carrying tho railway wires through the Caversham and Wingatui Tunnels have been renewed. Totals now in use : Morse sets, 277 ; telephones, 1,773 ; electric bells, 339 ; miles of wire, 8,365 ; miles of poles, 2,758. Electric Light and Power. —Electric-lighting installations have been made as follows : Auckland, Waiuku, Frankton Junction, Matamata, St. John's, Waipukurau, Gisborne, Bryndwyr, Rangiora, Arthur's Pass, Otira, Oamaru, Dunedin. The following work has been done in connection with the electrification of machinery in locomotive workshops : Frankton Junction—One 25 h.p. motor installeei for log-hauler and circular saw. Aeldington—Installing electric drilling-machine ; three 10 h.p. motors for planing-machines replaced by 15 h.p. motors ; one 10 h.p. motor installed for sewing-machines. Hillside—One 5 h.p. motor installed for drilling-machine.
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The work of installing electric-welding plants has been carrieel out at Newmarket, East Town, Petone, and Hillside. Motor generator sets for charging batteries of electric platform trucks have been installed at Auckland, Lambton, Christchurch, and Dunedin. A motor generator set for train-lighting has been installed at Thorndon. Level-crossing Automatic Alarm-bells. —Eight level crossings have been equipped with automatic warning-bells ; bells only at Mount Albert (Asemith Avenue) and Kaiapoi (Peraki Street), and automatic flag visual signals (" wigwag ") at New Lynn (Titirangi Roael), Mount Albert (Roslyn Terrace and Gladstone Road), Hastings (Lyndon Street), Inglewood (Rate Street), and Mosgiel (Gordon Road). The; present number of level crossings fitted with warning-bells, &c, is 66. Expenditure. —Particulars of expenditure for the Signals Branch, including work for other branches, for the year eneled 31st March, 1924, are as follows:— Ne;w works — £ s . d. Signalling and interlocking .. .. .. .. 7,327 3 1 Electric-tablet working . . .. ... .. .. 794 16 5 Telegraph and telephone facilities .. .. .. 14,911. 13 0 Electric light .. .. .. .. .. .. 5,149 6 0 Electric motors, &c. .. .. .. .. .. 3,034 12 7 Level-crossing alarms .. .. .. .. .. 1,588 18 7 Automatic signalling .. .. .. .. .. 101,313 10 10 Total .. .. .. £134,120 0 6 Maintenance — Signalling and interlocking .. .. .. .. 27,134 010 Signals at level crossings .. .. .. .. 2,343 7 5 Telegraph and telephone facilities .. .. .. 9,149 2 (i Lines, &c, maintained by Post and Telegraph Department .. 1,421 11 1 Electric block and tablet working .. .. .. 11,770 3 0 Electric light .. .. .. .. .. .. 7,17110 3 Electric power signalling .. .. .. .. 10,250 7 10 Electric motors, cranes, fire-alarms, &c. .. .. .. 4,623 3 8 Total .. .. .. .. .. £73,863 6 7 LOCOMOTIVE. Mr. E. E. Gillon, Chief Mechanical Engineer, reports as follows : — The plant, locomotives, tenders, carriages, brake-vans, wagons, machinery, and tools have been maintained in good working-order during the year. Locomotives. —On the Ist April, 1923, there were 639 engines in service, and on the 31st March, 1924, there were 655 engines. Three old engines were condemned and written off stock. Nineteen new engines were added to stock, nine of which were built in the Government railway weirkshops, two being Pacific-type simple superheated tender engines, Class An, and seven heavy-tank engines, 4-6-4 type, Class Ws ; five Pacific-type simple superheated tender engines, Class An, were buiit by Messrs. A. and G. Price (Limited) of Thames ; the balance of engines added to stock, five, completed the contract with the North British Locomotive Company (Limited) of Glasgow. In the Government railway workships to date 209 engines have, been built, and twenty-four old locomotives have been rebuilt. During the year 798 locomotives passed, through the workshops, the details of work done being as follows :—
vii—l). 2.
Number am Type. Particulars. Fourcylinder Balancedcompound Tender Engines. Tender Engines. Tank Engines. Fell Engines. Single Fairlios. Electric Engines. Total. Number passed through shops.. Built new Erected new Re-erected Thoroughly overhauled Heavy repairs Light repairs Painted Paint touched up 75 23 5 47 23 30 354 2 5 64 47 236 64 204 340 7 6 1 74 30 222 82 118 9 7 14 6 2 6 6 8 6 6 798 9 17 1 174 84 513 181 362 2 6 2
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XLIV
Included in the above are six electric engines erected for Public Works Department, three engines repaired for the Public Works Department, and two engines repaired for a private line. At the close of the year there wore on order in the railway workshops twenty-two engines, consisting of ten simple superheated tender engines, Pacific type, Class Ab, and twelve heavy tank engines, 4-6-4 type—one Class Wajj and eleven Class Ws. There were also on order from Messrs. A. and G. Price (Limited), Thames, eleven Pacific-typo engines, Class An. Altogether there were em eirder on the 31st March, 1924, thirty-three engines. Tho tractive power of locomotives was increased by 405,836 lb., equal to 4-19 per cent. Boilers. —The work on renerwals and repairs has been kept well up to date. The folleiwiug statement shows details of boiler-work done :—
Included in the above are four boilers repaired for the Public Works Department, one for a private line, and one for Cape Foulwind line. Fifty-three new boilers were in hand, at the close of the year, consisting of twelve Class A, eleven Class Ab, three Class B, five Class J, one Class N, one Class U, two Class Ua, one Class Wa, one Class Wab, four Class Wb, one Class We, and eleven Class Ws. Carriages. —The stock on the Ist April, 1923, was 1,498, and on the 31st March, 1924, the number was 1,527. Thirty-seven ne;w cars were built, twenty-eight of which were additional stock, the balance to replace stock condemned, sold, and converted to wagons. Six cars were condemned and written off stock, and two obsolete Cars were converted into sleeping vans. The following table shows details of car-work done during the year : —
Included in the above are ten cars repaired for Cape Foulwind line, and one for a private lineOne hundred and six cars were under construction at the close of the year in the railway workshops. Brake-vans. —The number of brake-vans on the Ist April, 1923, was 461, and the number on the 31st March, 1924, was 461. One bogie brake-van was built to replace a four-wheel van condemned anel written off. The following table shows the work done on brake-vans during the year : —
Included in the above are six brake-vans repaired for the Cape Foulwind line. Five bogie; brake-vans were under construction at the close of the year. Wagons. —The wagon stock on tho Ist April, 1923, was 25,645, and the number on the, 31st March, 1924, was 25,734. Eighty-nine wagons, comprising thirty-one; bogie and fifty-eight four-wheel, were built in the railway workshops. Two four-wheel wagons were converted from obsolete cars. Two four-wheel wagons'were condemned and written off. The carrying-capacity of wagon stock was increased by 1,667 tons.
I p. •B o Number passed through Shops. Built new. Hoavy Re-' pairs. Light Repairs. New Tubes (Sets). jPieced and Secondhand Tubes (Sets). Superheater Tubes ! (Sets). I Pieced and Second-hand Superheater Tubes (Sets). b_ i at New Number Smoke- New „. , c , ,,. lirobox of box liire- mi ,. -i m i Tube- Boilers lube- box. , , . . j plate. P late - P atohod - Boilers 407 33 124 250 99 16 29 11 9 21 34 113 I
Number and Type of Ci image. Particulars. Total. Bogie. Six-wheel. Four-wheel. Number passed through shops .. Built new Erected new Rebuilt Thoroughly overhauled Heavy repairs Light repairs Converted Painted Paint touched up 2,520 37 4 2 365 857 1,255 90 1 15 72 2 4 3 15 1 14 2,625 37 4 2 366 873 1,341 2 613 956 609 953
Description. Numbor passed through Shops. Built new. Erected New. I Thoroughly overhauled. Heavy Repairs. tj °. Painted. Jtepairs. I'aint touched up. Brake-vans 1,272 1 1 85 310 875 161. 317
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The following table gives particulars of work done on wagons during the year :—
Included in the above are twenty-eight wagons repaired for the Cape Foulwind line. At the close of the year there were under construction in the railway workshops 609 wagons, consisting of 137-bogie and 472 four-wheel wagons. Tarpaulins. —The tarpaulin stock on the Ist April, 1923, was 20,582, and on the 31st March, 1924, the number was 20,582. 1,652 new tarpaulins were made in the railway workshops, 1,600 to replace missing sheets, 40 for the Public Works Department, and 12 for a private line. 622 worn-out tarpaulins were condemned and written off, and replaceel with a similar number of new tarpaulins. The following table gives details of the work on tarpaulins for the year :—
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 at the workshops, 38,255 engines, 64,553 cars, 11,525 brake-vans, and 84,129 wagons were repaired at out-depots in order to .keep vehicles out of service the shortest possible time. Axles. —During the year 4,872 car, van, and wagon axles were replaced with moelern 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 will be completed early this year. Efficient arrangements are in force for the examination and upkeep of the Westinghouse brake. Train Running and Mileage. —There has been an increase; of 677,772 miles in train-mileage as compared with 1922-23. The engine-mileage has increaseei by 978,444 miles as compared with the previems ye»r. The following table shows particulars of the expenditure per train-mile : —
Description. p-{ .■*.-!. Rebuilt . Th ° o r v °e U r ghly R H-y Light painted . through new. , , , Repairs. Repairs. Shops. hauled. up. .. 30,660 89 62 1,462 12,665 16,382 4,382 16,754 agons
Description. Condemned Number passed Manufactured and replaced through Shops. new. with now Tarpaulins. Repaired. 'arpaulins 32,705 1,652 622 30,431
Description. vi it I o bo ""3 3JS p a IH i £ Ph « r>l l> e3 n I 03 % 3 oi I S 1 j 3 3 Ph '3 PQ Boiler-repairs. •3 I i«liii il I ■& |ss.|8 8e3 ,6* m 4 a s & a Hand-cranes Steam-cranes Stationary engines Pneumatic coaling31 35 27 II i 1 8 1 4 19 4 1 5 14 23 1 4 1 2 6 9 23 10 1 3 i i 8 7 19 2 6 i 1 10 cranes Pile-drivers 1
,923-24 ,922-23 Year. Train-mileage. 9,024,503 8,346,731 Engine-mileage. 12,450,796 11,472,352 Cost, in Locomotive Branoh. 50-35 61-00 Cost, in Pence, per Train-mile. i Pence, per Train-mile. Car and Wagon ~ . , Branch Total - 14-65 65-00 15-40 76-40 I
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XLVI
STORES. Mr. E. 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, 1924, at the various stores, depots, and sawmills amounted to £815,665 18s. Id., as against £1,007,588 19s. lid. on the 31st March, 1923. The value of stores on hand on account of additions to open lines amounted to £149,902 7s. 10el., as against £132,728 lis. Ild. on the 31st March, 1923. The value of stores on hand on account of Railway Improvement Authorization is £9,172 19s. 2d., as against £12.382 9s. lid. on the 31st March, 1923. The whole stock is in good order, has been systematically and carefully inspected, and is value for tho amount stated.
P.-2
INDEX OF RETIJENB ACCOMPANYING ANNUAL REPORT OF THE GENERAL MANAGER OP NEW ZEALAND GOVERNMENT RAILWAYS, 1923-1924.
No. 1. Capital Account: — General Balance-slieet. Working-expenses anel Revenue Account. Net Revenue Account. Working-expenses and Revenue Account—Advertising Branch. Working-expenses and Revenue Account —Refreshment-room Services. Working-expenses and Revenue Account —Lake Wakatipu Service. Railway Sawmill and Bush Accounts. 2. Reconciliation of Revenue and Working-expenses with Treasury Receipts and Payments as pc Public Accounts. 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. 0. Cost of Construction, Net Revenue, anel Rate of Interest on Capital. 7. Expenditure under Vote " Additions to Open Lines " charged to Capital Account. 8. Classified Maintenance Expenditure. Ba. Classified Signal and Electrical Expenditure. 9. Statement of Season Tickets issued. 10. Number of Employoos. 11. Return of Passenger Bookings at Exoursion Pares. 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 Government 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 eaoh Year. 23. Accidents. 24. Locomotivo Returns.
1—I). 2.
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RETURN No. 1. Capital Account as at 31st March, 1924.
General Balance-sheet at 31st March, 1924. Liabilities. £ s. d. i Assets. Capital Account—Balance at credit thereof .. .. .. .. 159,075 7 0 Construction— £ s. d. £ s. d. Sundry creditors (including unpaid wages) .. .. .. .. .. 263,254 1 4 Stores and materials on hand .. .. .. 102,305 8 0 Collections for refunds to Harbour Boards, shipping companies, and other carriers 31,999 18 3 Sawmills and equipment .. .. .. .. 56,769 19 0 159,075 7 0 Treasury Adjustment Account .. .. .. .. .. .. 1,554,757 19 6 Surplus cash at stations .. .. .. ' .. .. .. .. 69 0 1 Working Railways— ' Sawmills, Stocks of timber, &c. .. .." .. 249,646 2 8 2.009,156 62 : Less Reserve Account .. .. .. .. 24,681 2 3 Balance of Net Revenue Account . .. .. .. 31,802 1 5 224,965 0 5 Stores and material on hand .. .. .. 590,700 17 8 815,665. 18 1 Sundry debtors .. .. .. .. .. .. .. 88,310 2 0 Railways Improvement Authorization Account— Cash in Public Account .. .. .. .. 25,475 9 1 Investments .. .. .. .'. .. 806,000 0 0 831,475 9 1 Outstandings at stations— Cash in hand .. .. .. .. .. 13,248 11 6 Freights. &c. .. .. .. .. 133,182 19 11 146,431 11 5 £2,040,958 7 7 £2,040,958 7 7 L. Hamann, Chief Accountant.
2
i Expenditure to 31st Expenditure during | Total Expenditure to I! Amount provided to j Amount provided Total Provision to March, 1923. 1923-24. j 31st March, 1924. 31st March, 1923. during 1923-24. 31st March, 1924. Expenditure. £ s. d. £ s. d. £ s. d. Receipts. Lines open for traffic .. .. 30,963,786 6 8 812,307 18 1 31,776,094 4 9 From General Government Funds — £ s. d. £ s. d. £ s. d. Rolling-stock .. .. .. 9,075,520 6 10 290,894 3 7 9,366,414 10 5 Public Works Fund .. .. 36,325,635 9 5 1,010,295 19 3 37,335,931 8 8 Lake Wakatipu steamer service .. 44,271611 7942 44,350 11 1 WelJington-Hutt Railway Improve-House-factory at Frankton Junction 46,472 4 5 7,020 11 7 53,492 16 0 ment Account .. .. 228,373 5 5 .. 228,373 5 5 ! Railways Improvement Account, 1904 641,275 7 8 .. 641,275 7 8 40,130,050 4 10 1,110,301 17 5 41,240,352 2 3 Railways Improvement Account, 1914 912,141 16 4 20,520 3 4 932,661 19 8 Balance carried down .. .. 145,111 1 10 13,964 5 2 159,075 7 0 Consolidated Fund .. .. 4,296 7 10 .. 4,296 7 10 Westport Harbour Loans .. 328,190 0 0 21,810 0 0 350,000 0 0 Works constructed from Harbour Board funds — Westport .. .. .. .. 71,640 0 0 71,640 0 0 Greymouth .. .. .. 47,508 0 0 .. 47,508 0 0 Works constructed by Provinces and • Midland Railway Company at valuation .. .. .. 1,787,741 0 0 .. 1,787,741 0 0 40,275,161 6 8 1,124,266 2 7 41,399,427 9 3 40,275,161 6 8 1,124,266 2 7 41,399,427 9 3 Note. —Unopened lines are under the control of the Public Works Department, and all expenditure in connection therewith is included in the accounts of that Department.
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Working-expenses and Revenue Account for the .Year ended 31st March, 1924. To Working-expenses— j By Revenue — £ s. d. . Maintenance of way, works, and £ s. d. Passengers, ordinary .. .. 2,133,268 5 1 buildings .. .. .. 1,143,281 10 7 Season tickets .. .. 212,380 2 4 Signal and electrical works .. 70,911 11 5 Parcels, luggage, and mails .. 405,657 11 4 Locomotive power .. .. 1,893,155 18 5 Goods .. .. .. 3,949,586 17 10 Carriages and wagons—Repairs and . Miscellaneous .. .. .. 136,945 16 3 renewals .. .. .. 550,902 5 11 Refreshment-room services .. 5,000 0 0 Traffic expenses .. .. 1,530,651 15 1 Rents and commission .. .. 125,065 17 2 Head Office .. .. .. 58,997 16 2 Advertising at stations .. .. 7,433 16 10 Departmental offices .. .. 145,409 110 Lake Wakatipu steamers .. 8,872 5 0 Lake Wakatipu steamors .. 10,455 13 0 Total working-expenses .. 5,403,765 12 5 Balance .. .. .. 1,580,444 19 5 £6,984,210 11 10 £0,984,210 11 10 Net Revenue Account for the Year ended 31st March, 1924. To Interest for the year 1923-24 on By Net earnings for the year after £ s. d. cost proportionately to the time payment of working-expenses .. 1,580,444 19 5 during which lines taken over within the year were revenue - earning— £ s. d. 3{ per cent, on £41,297,144 .. 1,548,642 18 0 Surplus for the year .. 31,802 1 5 £1,580,444 19 5 £1,580,444 19 5 Working-expenses and Revenue Account (Advertising Branch), Year ended 31st March, 1924. Working-expenses. £ s. d. £ s. d. Revenue. £ s. d. To Office —Salaries, wages, al- By Advertising, signs, printing, &c. .. 23,675 6 9 lowances, stores, station- Sale of poster stamps .. .. 48 15 0 cry, and other charges.. 3,237 9 0 Advertisements in special time-tables 349 10 4 Linemen —■ Wages, allowances, and stores .. 2,055 2 10 Working-expenses of studio —Wages, material, &0... 6,490 0 9 Canvassers—Salaries, commission, and allowances 2,996 19 1 Making and repairing advertisements .. .. 856 19 5 Repairs to building and plant .. .. 205 7 5 , 15,841 18 6 Railway revenue— Rent .. .. 196 0 0 Commission on collections 601 16 9 797 16 9 Total working-expenses .. .. 16,639 15 3 Balance carried to General Revenue Account 7,433 16 10 £24,073 12 1 £24,073 12 1 Working-expenses and Revenue Account (Refreshment-room Services), Year ended 31st March, 1924. Working-expenses. £ s. d. Revenue. £ s. d. To Salaries and wages .. .. .. 28,027 5 9 By Balance brought forward, Ist April, Provisions consumed .. .. 42,140 2 8 1923 .. .. ... .. 5,580 1 9 Renewals to replace crockery broken Total receipts from sale of provisions, and lost .. .. .. .. 2,613 7 2 &c, in refreshment-rooms.. .. 96,341 13 8 Rail freights .. .. .. 2,736 13 2 Lighting, fuel, and water .. .. 1,857 5 5 Rents .. .. .. .. 5,586 14 3 Repairs and maintenance of refreshmentrooms including expenditure on buildings, furniture, and plant .. ..11,851 0 9 Depreciation .. .. .. 808 9 0 Miscellaneous .. .. .. 1,300 17 3 Total working-expenses .. .. 96,921 15 5 Balance carried to General Revenue Account 5,000 0 0 £101,921 15 5 £101,921 15 5 L. Hamann, Chief Accountant.
P.—2
4
Working-expenses and Revenue Account (Lake Wakatipu Steamer Service), Year ended 31st March, 1924. Working-expenses. £ s. d. Revenue. £ s. d. To Wages and servicos .. .. 7,361 010 By Ordinary passengers .. .. 3,730 3 9 Stores and material.. .. .. 2,965 6 3 Season tickets .. .. .. 220 17 6 Miscellaneous .. .. .. 129 5 11 Parcels, luggago, and mails .. .. 1,174 8 6 Goods .. .. .. .. 3,626 5 0 Miscellaneous .. .. .. 22 2 5 Rents and commission .. .. 98 7 10 Total revenue .. .. .. 8,872 5 0 Balance .. .. .. .. 1,583 8 0 £10,455 13 0 £10,455 13 0 Railway Sawmill and Bush Accounts. —Trading, and Profit and Loss Account for Year ended 31st March, 1924. To Stock of timber, firewood, and logs £ s. d. By Sales, issues, and £ s. d. £. s. d. on hand at Ist April, 1923 .. 120,940 15 7 transfers — Purchases —• £ s. d. Timber .. 129,240 5 1 Timber .. 80,332 2 0 Firewood .. 5,649 2 2 Firewood .. 4,299 11 0 Logs.. .. 7,477 2 3 Logs.. .. 14,776 2 6 142,372 9 6 99,407 16 0 Stocks on hand at Royalty payments .. .. 8,699 17 9 31st March, 1924— Wages .. .. .. .. 27,345 16 0 Timber .. 130,045 13 0 Salaries and miscellaneous expenses 13,495 11 0 Firewood .. 281 2 0 Balance to Reserve Account .. 3,558 11 9 Logs .. .. 5,329 15 5 136,256 10 5 Rents .. .. .. .. 819 8 8 £279,448 8 7 £279,448 8 7
RETURN No 2. Reconciliation of Revenue and Working-expanses with Treasury Receipts and Payments as per Public Accounts, Year endisd 31st March, 1924. Revenue. Cash in hand, freights, &c, outstanding £ s. d. I £ s. d. at stations, Ist April, 1923 .. 140,100 18 0 | Receipts as per Treasury Accounts .. 6,954,468 18 2 Revenue from passenger, parcels, and ! Collections for refund —Treasury paygoods traffic, as per Return No. 5.. 0,984,210 1110 ments .. .. .. 474,393 15 8 Collections for refund to Harbour Cash in hand, freights, &c, outstandBoards, shipping companies, car- ing at stations 31st March, 1924 .. 146,431 11 5 riers, &c. .. .. .. 450,982 14 11 £7,575,294 5 3 £7,575,294 5 3 i -i i n. -sb —a it i J — .. ~ -. ... Expenditure, £ s. d. £ s. d. £ s. d. Liabilities outstanding at 31st March, Treasury payments— 1923 .. .. .. .. 195,627 2 8 Vote 6 .. .. 5,730,558 8 3 Classified expenditure as per Roturn Less recoveries.. 577,417 17 6 No. 4.. .. .. .. 5,403,705 12 5 — — Add— 5,153,140 10 9 Accounts duo to the Unauthorized expendiDepartment out- ture .. .. 4,488 711 standing at 31st £ s. d. . 5,157,628 18 8 March, 1924 .. 88,310 2 0 Liabilities outstanding at 31st March, Less outstanding at 31st 1924 .. .. .. .. 263,254 1 4 March, 1923 .. 74,896 15 3 13,413 6 9 5,612,806 1 10 Deduct— Stock of stores - material and plaut on hand 31st March, 1923 .. ..1,007,588 19 11 Less on hand 31st March, 1924 .. 815,665 18 1 191,923 1 10 £5,420,883 0 0 . £5,420,883 0 0 L. Hamann, Chief Accountant.
5
D.—2
RETURN No. 3. Classified Expenditure for the Year ended 31st March, 1924.
2—D. 2.
L. Hamann, Chief Accountant.
Maintenance of Way and Works. Locomotive Power. Section. — " i 1 i and Renewals Carriages. Wagons. Traffic. Head Office. Dep 5J^™® Qta ' Totals. Permanent- ! strD0tures . Building , J MisceUaneous . j charges. \ ™al. j EleCtri ° a1 ' LoSS, ! Fuel and Water. Oi!, Tallow, General Total . Offices. Steamers. WAGES AND SERVICES. £ s. d £ s d. £ s. d. £ s. d. £ s. 4 £ s. d. £ s. d. £ s. d. £ s. d. £ s. d. £ 3. d. £ s. d. £ s. d. £ s. d. £ s. d. £ a. d. £ s. d. £ s. d. £ s. d. £ s. d. Whangarei .. .. 17,681 15 2 2,954 4 11 1,348 3 6 33 15 6 .. 22,017 19 1 539 8 6 8,574 2 4 570 6 1 .. 3,865 17 8 .. 13,010 6 1 533 10 11 3,123 4 2 13,618 16 5 685 18 11 2,232 10 11 .. 55,761 15 0 Kaihu .. .. 2,696 12 6 84 11 9 70 16 9 30 17 0 .. 2,882 18 0 21 10 6 843 0 0 89 9 7 .. 666 9 8 .. 1,598 19 3 201 16 8 288 6 9 2,107 10 8 67 11 1 49 6 1 .. 7,217 19 0 Gisborne .. .. 7,465 13 4 954 3 9 333 19 9 .. .. 8,753 16 10 328 7 6 3,355 10 5 226 9 10 .. 2,049 0 7 .. 5,631 0 10 592 10 6 1,036 13 9 6,185 17 3 298 18 5 218 4 0 .. 23,045 9 1 North Island Main Lines 241,099 13 2 55,724 6 4 41,008 17 1 1,842 10 8 .. 339,675 7 3 25,936 5 11 311,658 19 7 29,610 13 8 .. 155,116 9 4 .. 496,386 2 7 69,266 19 2 101,559 16 8 685,530 12 8 30,824 2 3 79,644 8 8 .. 1,828,823 15 2 and Branches South Island Main Lines 235,203 19 7 39,126 8 11 31,300 4 3 1,196 9 5 .. 306,827 2 2 13,663 4 0 198,488 13 3 17,331 7 9 .. 101,915 0 4 .. 317,735 1 4 37,329 8 9 70,510 2 2 544,874 8 4 18,046 0 0 49,564 19 5 .. 1,358,550 6 2 and Branches Westland .. .. 35,291 5 8 9,175 9 2 5,239 16 3 136 8 2 .. 49,842 19 3 1,499 8 11 24,901 3 7 1,433 3 1 .. 6,989 12 5 .. 33,323 19 1 2,218 9 6 6,802 6 3 42,670 16 1 1,722 9 6 7,398 18 2 .. 145,479 6 9 Westport .. .. 8,813 15 6 2,079 14 7 866 12 7 94 3 10 .. 11,854 6 6 447 11 11 9,372 1 10 751 11 10 .. 6,222 18 11 .. 16,346 12 7 871 6 8 8,626 9 1 20,761 5 2 889 4 11 3,495 8 11 .. 63,292 5 9 Nelson .. .. 6,028 0 6 2,428 1 9 802 6 5 60 16 2 .. 9,319 4 10 26 10 2 3,248 13 4 272 3 0 .. 1,399 16 0 .. 4,920 12 4 673 17 2 824 5 0 6,522 8 7 188 1 10 137 12 4 .. 22,612 12 3 Picton .. .. 11,733 1 11 1,411 16 10 943 6 2 22 5 2 .. 14,110 10 1 87 0 5 3,797 16 9 114 16 0 .. 1,711 16 1 .. 5,624 8 10 348 8 11 1,072 13 4 8,819 0 3 284 6 3 207 19 4 .. 30,554 7 5 Lake Wakatipu .. .. .. .. .. .. •• •• •• •• •• •• •• •• .. .. .. 7,361 0 10 7,361 0 10 Total .. .. 566,013 17 4 113,938 18 0 81,914 2 9 3,417 5 11 .. 765,284 4 0 42,549 7 10 564,240 1 1 50,400 0 10 .. 279,937 1 0 .. 894,577 2 11 112,036 8 3 193,843 17 2 1,331,090 15 5 53,006 13 2 142,949 7 10 7,361 0 10 3,542,698 17 5 STORES. Whangarei .. .. 22,658 0 6 1,513 9 0 386 19 5 29 5 7 .. 24,587 14 6 164 14 7 .. 6,251 18 9 389 8 0 2,297 4 2 .. 8,938 10 11 394 6 0 2,066 16 5 1,191 9 8 77 6 11 32 5 1 .. 37,453 4 1 Kaihu .. .. 519 5 3 43 5 6 49 14 6 .. .. 612 5 3 .. .. 1,102 17 0 51 10 10 301 17 2 .. 1,456 5 0 109 9 1 228 2 9 169 5 7 8 0 0 " 3 5 6 .. 2,586 13 2 Gisborne .. .. 197 8 6 179 10 9 136 12 7 .. .. 513 11 10 19 18 3 .. 5,815 6 8 176 1 1 912 6 9 .. 6,903 14 6 206 6 6 719 14 2 521 4 9 34 1 8 13 17 10 .. 8,932 9 6 North Island Main Lines 95,843 11 4 14,742 6 0 22,351 8 3 1,548 2 6 .. 134,485 8 1 16,599 13 10 .. 449,818 0 6 16,083 14 10 79,381 15 5 .. 545,283 10 9 39,927 17 10 66,093 14 0 54,999 0 1 3,482 14 7 1,431 9 5 .. 862,303 8 7 and Branches South Island Main Lines 103,684 15 5 15,327 14 0 17,679 18 0 529 10 10 .. 137,221 18 3 10,118 7 2 .. 263,365 16 6 8,911 7 5 52,804 3 5 .. 325,081 7 4 16,669 14 1 40,179 13 6 34,692 17 3 2,041 4 6 836 13 3 .. 566,841 15 4 and Branches Westland .. .. 25,351 3 1 4,114 0 1 2,304 19 5 77 4 9 .. 31,847 7 4 509 5 8 .. 15,560 1 8 908 18 8 4,574 8 11 .. 21,043 9 3 1,301 6 5 3,966 15 9 3,481 18 11 193 3 1 77 1 3 .. 62,420 7 8 Westport .. .. 331 11 9 841 12 4 595 1 2 95 14 4 .. 1,863 19 7 52 2 2 .. 4,551 11 3 327 16 9 2,244 15 3 .. 7,124 3 3 374 7 10 5,451 0 9 1,741 16 2 100 15 1 42 17 9 .. 16,751 2 7 Nelson .. .. 883 12 2 286 19 9 252 15 10 80 1 4 .. 1,503 9 1 2 14 0 .. 3,000 3 1 135 15 4 793 13 10 .. 3,929 12 3 355 5 10 529 5 10 371 19 10 21 10 10 8 12 10 .. 6,722 10 6 Picton .. .. 1,533 10 6 396 2 9 502 10 1 15 13 4 .. 2,447 16 8 32 6 1 .. 3,842 2 0 146 12 5 1,005 18 0 .. 4,994 12 5 264 2 2 643 10 2 605 6 5 32 6 4 13 11 1 .. 9,033 11 4 Lake Wakatipu .. .. .. .. .. .. .. .. .. • • • • •• •• .. .. .. .. .. .. 2,965 6 3 2,965 6 3 Total .. .. 251,002 18 6 37,445 0 2 44,259 19 3 2,375 12 8 .. 335,083 10 7 27,499 1 9 .. 753,307 17 5 27,131 5 4 144,316 2 11 .. 924,755 5 8 59,602 15 9 119,878 13 4 97,774 18 8 5,991 3 0 2,459 14 0 2,965 6 3 1,576,010 9 0 MISCELLANEOUS. Whangarei .. .. 66 2 0 28 8 4 4 4 9 0 12 8 112 15 7 212 3 4 108 18 5 .. 4 10 6 .. 1,104 13 3 42 9 2 1,151 12 11 100 8 8 853 16 2 1,149 19 8 .. .. .. 3,576 19 2 Kaihu .. .. 3 4 1 0 13 9 4 3 5 .. 1 16 1 9 17 4 .. .. 0 15 2 .. 110 18 10 2 14 11 114 8 11 5 3 7 11 7 4 165 15 7 .. .. .. 306 12 9 Gisborne .. .. 33 8 0 146 16 11 57 3 4 .. 7 3 4 244 11 7 25 5 4 .. 6 6 1 .. 296 17 4 29 18 2 333 1 7 14 13 1 91 4 8 347 5 2 .. .. .. 1,056 1 5 North Island Main Lines 3,184 2 8 7,319 17 5 7,591 6 6 347 5 10 4,419 9 4 22,862 1 9 1,094 2 6 .. 147 2 7 .. 37,266 5 0 3,870 5 6 41,283 13 1 15,662 11 4 24,297 19 4 46,336 0 10 .. .. .. 151,536 8 10 and Branches South Island Main Lines 3,288 18 0 5,281 1 10 6,123 3 9 135 8 6 1,921 19 3 16,750 11 4 Cr. 720 3 0 .. 221 10 10 .. 24,979 7 7 2,242 15 9 27,443 14 2 5,312 11 3 15,339 9 5 44,989 4 7.. .. .. 109,115 7 9 and Branches Westland .. .. 810 0 8 390 19 2 Cr. 60 14 4 27 5 7 305 15 0 1,473 6 1 249 3 1 .. 30 16 1 .. 1,647 13 8 112 16 3 1,791 6 0 317 19 3 1,251 15 5 4,782 3 7 .. .. .. 9,865 13 5 Westport .. .. 124 11 8 366 0 1 175 17 3 23 9 7 81 0 0 770 18 7 86 13 8 .. 0 3 0 .. 1,154 0 4 172 15 4 1,326 18 8 318 16 7 1,851 19 11 3,293 8 11 .. .. .. 7,648 16 4 Nelson .. .. 2 19 0 41 3 1 1 19 1 .. 44 16 10 90 18 0 5 3 0 .. .. .. 134 15 7 7 10 6 142 6 1 9 16 10 23 5 8 336 6 7 .. .. .. 607 16 2 Picton .. .. 66 5 3 201 15 2 191 IT 7 4 9 0 35 1 0 499 8 0 13 18 10 .. 0 16 5 .. 218 2 5 17 9 7 236 8 5 21 9 10 56 3 1 385 16 1 .. .. .. 1,213 4 3 Lake Wakatipu .. .. .. .. .. .. .. .. .. .. •• •• •• .. .. ... .. .. .. 129 5 11 129 5 11 Total .. .. 7,579 11 4 13,776 15 9 14,089 1 4 538 11 2 6,929 16 5 42,913 16 0 863 1 10 .. 412 0 8 .. 66,912 14 0 6,498 15 2 73,823 9 10 21,763 10 5 43,777 1 0 101,786 1 0.. .. 129 5 11 285,056 6 0 Grand total .. 824,596 7 2 165,160 13 11 140,263 3 4 6,331 9 9 6,929 16 5 1,143,281 10 7 70,911 11 5 564,240 1 1 804,119 18 11 27,131 5 4 491,165 17 11 6,498 15 2 1,893,155 18 5 193,402 14 5 357,499 11 6 1,530,651 15 1 58,997 16 2 145,409 1 10 10,455 13 0 5,403,765 12 5 I I
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, 1924.
Milea?e - Revenue. pl „ ... . 8i xp n 1 nr . Proportion of each Class of Expenditure to Mileage and Revenue. u . — r«Mile | Maintenance. Signals. Locomotive. Carriage, and Wagons. Traffic. Head Office. Departmental Offices. Total section. © 0 of = .. . Repairs — oSS Train- Railway = Maintenance Signal . trt _ • <m . i ~~Z i 1 i r— — —- ■31 mileage. otal - per' £ ot and "power'™ Carriages Kineses Head Office. Departmental Total . °. £ I -S 5 3 ? *>| -S °. £ a £ o a a ° , o g i ° . I o a' i o . , "g fl" I o o - J ■ I «). * y - EIectncal - wa-s. Bipenses - 0fficeB - I Ml H II ill H 11 III H II 111 l| I III h |! flj Jj if ill\h if Ir k, ~ i] 1 ywlr HrM" 1*u*i i s Pl-l *■ * s \jl\pl\r jl fl{ ? 1923—24. Miles. Miles. £ s. d. £ s d d £ s d £ s d £ H $ H -P H f H c rl i i S °^dBrlch^ m 1-11168 1 '"^ 9 3 > 068,977 2,374,588 10 0!,661 14 3 185-70 460,799 11 923,061 8 2 670,260 2 10185,340 19 2 624,556 10 2 20,087 4 6 50,401 12 82,034,507 9 3 19-41 322-45 36-04 0-97 16-14 1-80 28-23 469-04 52-42 7-80 129-70 14-49 26-30 437-06 48-84 0-85 14-06 1-57 2-12 35-27 3 94 856814037215,10 I s ii ii IMMMlMMMMMMMM 1 j 11! II-h §11 I! II III liiiiiii 111 § §§ Jiiii I^kewltatipusteamei, 3 ' 0539 ' 024 : 5036 ' 9 IT' 291 .. 1 9 185.501,143,281 10 7 70,911 11 51,893,155 18 5 550,902 5 11 1,530,651 15 1 68,997 16 2 145,409 1 105,393,309 19 5 16-39 375-57 30-40 1-02 23-29 1-88 27-14 621-90 50-35 7-90 180-97 14-65 21-94 502-81 40-71 0-8sj 19-38 1-57 2-08 47-77 3-87 77-32 1,771-69 143-43 6 ' 984 ' 210 11 10 : 5,403,765 12 5 — " 1 j j i 77«37 j j I | | j , " ■ ■ _ —! 1 . : ' ST 61 :: :: 2 IJSu 5 44« *2 4 3,'050 12 11 "o " 9 "f'K 5 '714 11 0 I 6 ?I J \ "2'SS 1 £2 l£ ° 5 9^69 l^ 612 * 02 , 2 2s| 4 * : " W17l£jl*jl»84»j 0 £ 85 7*84 l d W 2 £ 52 »J 12548 1 15 £ 7-32 191.72 18 83, 111 1 llllll ll %.SI 'I \ 1,231,810 lS" Z0lf 6 t lS ?. tAS? " 2 33,083 2 1 76,811 10 1 946! 839 18 5 38 S3 KKMSSSS B «H 2S| H 2SS £H » B [jJ B B B II 2 EE 111 S °a U ndBS a amLmeS 1,4292,912,177 2,334,586 3101 ' 633 14 5 192-40 415,961 0 4 24,941 10 8 766,710 15 1193,743 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 I s ii ii IllifgflllSj mmm i I-:1 111 111 11 II i II! Ill ilililipi 1 il I liilf III Lake^Wakatipu steamers 3 '?f 88 346 .'' 31 6 ' 71 9,35b 18 11 2 ' 218 . 15 7 19318 W 40 ' 2 2 67,424 10 1 2,121,531 11 10 535,621 12 1)1,527,033 5 1 57,262 7 7138,631 9 3 5,488,396 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-J l-6 5 j 2-06 45-78 3-98 81-69 1,812-55 157-81 I — ! " " " " " ' "" "I 150-79 .. °' 727 - 802 6 js.502,496 15 2j | j — Table showing the Working of Cape Foulwind Line fob the Yeae ended 31st March, 1924. Revenue. Expenditure. Remarks. £ s. d. £ s. d. £ Passengers .. .. 331 3 8 Maintenance charges .. 947 18 6 Percentage of expenditure to revenue .. 258-09 Parcels . . .. 56 7 11 Locomotive charges .. 1,424 10 11 Goods .. .. 422 3 1 Traffic charges .. 95 7 3 Cost of construction .. .. .. 93,450 Miscellaneous .. 146 8 11 £ Interest at 3f per cent. .. 3,504 956 3 7 To balance .. 1,511 13 1 Add loss on year's working .. 1,512 £2,467 16 8 £2,467 16 8 Actual loss, including interest .. .. 5,016 L. Hamann, Chief Accountant.
D.—'2
5
RETURN No. 5. Comparative Statement of Passenger and Goods Traffic for the Year ended 31st March, 1924.
3-D. 2
Passengers. Live-stock. Goods. Section. Length Open for Traffic. First Class. Second Class. Total. Season Tickets. Cattle. Sheep and Pigs. Total. Equivalent Tonnage. Timber. Goods. Total. Gross Total Tonnage. 1923-24. Miles. Single. Return. Single. Return. Number. Number. Number. Whangarei .. .. 88 27,167 7,284 96,829 ' 95,136 226,416 2,090 1,513 Kaihu .. .. 24 917 1,230 , 14,235 | 18,954 35,336 .. 21 Gisborne .. .. 49 8,481 3,158 | 48,618 33,560 93,817 | 364 1,072 North Island Main Lines > 1,151 445,029 737,826:2,213,133 4,926,966 8,322,954 376,759 227,809 and Branches South Island Main Lines 1,429 260,690 539,386 998,937 12,747,788 4,546,801 ! 128,520 84,655 and Branches Westland .. .. 159 22,155 20,658 104,893 i 202,430 350,136 14,523 3,561 Westport .. .. 36 326 776 33,975 67,742 102,819 2,123 76 Nelson .. .. 61 1,654 1,964 25,980 I 36,552 66,150 945 452 Picton .. .. 56 9,975 4,450 27,420 : 31,104 72,949 405 1,052 Lake Wakatipu steamers .. 3,008 3,294 5,455 I 7,176 18,933; 15 223 Single. 27,167 917 8,481 445,029 Return. 7,284 1,230 3,158 737,826 Single. Return. Number. 96,829 95,136 226,416 14,235 I 18,954 35,336 48,618 33,560 93,817 2,213,133 4,926,966 8,322,954 Number. 2,090 364 376,759 Number. Number. 1,513 51,727 21 396 1,072 114,529 227,809 3,409,378 84,655 3,941,699 Number. 53,240 417 115,601 3,637,187 Tons. 2,528 22 4,906 205,408 Tons. Tons. 24,580 173,638 6,784 4,200 13,061 44,162 j 370,517 2,295,687 |: Tons. 198,218 10,984 57,223 12,666,204 Tons. 200,746 11,006 62,129 2,871,612 260,690 539,386 998,937 |2,747, 788 4,546,801 104,893 | 202,430 350,136 33,975 67,742 102,819 25,980 ! 36,552 66,150 27,420 : 31,104 72,949 5,455 | 7,176 18,933 128,520 4,026,354 183,321 143,230 ,2,342,301 . 2,485,531 2,668,852 22,155 326 1,654 9,975 3,008 20,658 776 1,964 4,450 3,294 14,523 2,123 945 405 15 3,561 | 40,476 76 I 2,475 452 } 19,925 1,052 : 134,204 223 9,162 44,037 2,551 20,377 135,256 9,385 2,698 122 934 5,687 434 152,562 : 363,354 j 7,192 469,292 4,946 37,907 605 58,705 639 6,095 515,916 476,484 42.853 59,310 6,734 518,614 476,606 43,787 64,997 7,168 Totals.. .. 3,053 779,402 1,320,026 3,569,475 8,167,408 13,836,311 525,744 320,434 779,402 1,320,026 3,569,475 J8,167, 408 13,836,311 525, 744 320,434 7,723,971 8,044,405 406,060 I 724,116 5,795,341 6,519,457 6,925,517 1922-23. Miles. Single. Return. Single. Return. Number. Number. Number. Whangarei .. .. 80 23,904 7,190 89,245 92,746 213,085 2,234 1,147 Kaihu .. .. | 20 1,277 1,460 15,760 17,500 35,997 4 55 Gisborne .. .. 49 7,991 3,430 44.041 33,856 89,318 368 1,636 North Island Main Lines and Branches 1,140 442,810 764,582 2,215,082 5,130,572 8,553,046 337,116 209,617 South Island Main Lines and Branches 1,429 258.321 563,602 1,026,984 2,902,600 4,751,507 ! 128,190 75,519 Westland .. .. I 157 20,513 21,528 100,066 209,576 351.683 13,975 4,019 Westport .. ..I 36 358 856 31,319 59.664 92,197 2,446 129 Xelson .. .. 61 1,634 i 2,104 28,303 37,864 69,905 921 611 Picton .. •• i 56 10,750 ' 4,540 28,991 32,774 77,055 418 953 Lake Wakatipu steamers .. 3,259 5.916 5,302 8,340 22,817 | 9 244 Single. Return. 23,904 7,190 1,277 1,460 7,991 3,430 ' 442,810 764,582 ! Single. Return. 89,245 92,746 15,760 17,500 44.041 33,856 2,215,082 5,130,572 Number. 213,085 35,997 89,318 8,553,046 Number. 2,234 4 368 337,116 Number. Number. Number. 1,147 53,858 55,005 55 197 252 1,636 129,301 130,937 209,617 3,194,326 3,403,943 75,519 3,746.057 3,821,576 4,019 57,912 61,931 129 2,991 3,120 611 32,221 32,832 953 140,293 I 141,246 244 10,607 10,851 Tons. Tons. 2,501 28,268 25 6,431 5,672 12,273 191,293 337,356 Tons. 142,250 4,337 44,486 2,068,167 j: Tons. 170,518 10,768 56,759 ■ 2,405,523 Tons. 173,019 10,793 62,431 2,596,816 258.321 563,602 1 20,513 21,528 358 856 1,634 i 2,104 10,750 i 4,540 3,259 5.916 j 1,026,984 2,902,600 100,066 209,576 31,319 59.664 28,303 37,864 28,991 32,774 5,302 8,340 4,751,507 351.683 92,197 69,905 77,055 22,817 128,190 13,975 2,446 921 418 9 172,726 155,424 3,534 111,139 158 , 7,098 1,474 1 4,205 5,900 - 482 498 537 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 .. .. 3,028 770,817 1,375,208 3,585,093 8,525,492 14,256,610 485,681 293,930 7,367,763 7,661,693 383,781 663,213 5,571,594 6,234,807 6,618,58!
D.—2
6
L. Hamann, Chief Accountant.
RETURN No. 5—continued. Comparative Statement of Passenger and Goods Traffic for the Year ended 31st March, 1924— continued.
0I6'SS8'lI ; 6Ll'9i6'S I£i'9f£'8 01 9 S08'iSZ'9 9 01 098'£I6'£ 8 Z 6I6'SSl 8 Z ££6'6II I 9 800'IZ9'£ 9 91 lt6'£I8'S I 9 SS£'£6£ 9 6 90l't0S 01 0 ?I9'9IS'S " " SWX •• •• III 098 '6 0 f 896'8 9 61 £6 f 61 TI \Z 9 S98'8 II £ S6£'9 Z ft UO'I 0 01 881 6 61 I£l'f s-ramtsns ndrjujpiAV a^I 898' Si £S8'9S St0'9t I f 998'Ot Z 8 06i'08 01 01 IIS' I 01 81 I8f>'S 9 £ I60'iS II fil SIS'6 9 f 9Sl'S I Z LOf 018 SfO'i " "" nt> W iOO'Si 08S'iI LZi'iS 9 01 £S8'£S i 01 8£?'9I 6 £1 600*1 0 0 I0S 01 91 LZZ'fl 01 61 f8£'8 8 II6I9'l S 6 561 Z 61 6E6'9 " " uosp K 616'091 980't9 Sf6'98 01 91 SfS'9SI 6 i 0£f'SII 8 61 019 'I I 81 S96'9 0 01 998'ZOI I 6 SI8'6 \Z Z\ 8I£'I Z 01 SSI 'I 6 9 liE'i 98Z'8?S SSfi'ZSI £9f'9IS I ?I 99i'?8I I 9 9t6'££I I f 8f£'fi I il 08S'SI II f ZI£'9II 0 8 608'09 9 81 9SI'8 £ II OOS'1- f 81 I8f'8£ " " P^lies^ saqouuig ptre 090'S66'£ £88'S80'I iil'SI6'S 01 £ 98S'f££'S j 9 61 m'SIt'l II SI t09'6£ Z II iS0'9t f 91 IlS'iS£'l 9 t S*i'IS6 II i 908'StI I 01 6S6'89 9 9 iOO'6Ii S3u n P m I s I saqouiug; pire iil'009'1 699'088'f 8 81 9f9'888'£ 9 6 8i8'lSl'S 6 f 989'0i 9 61 tSl'09 £ 9 89I'IOO'S S 6 899'99i'l 6 f 0it'8SS 9 il SSi'9£I 0 I SLf' IOf'1 ure W pirepx Sli'SS 016 '91 Zfl '99 L L I08'88 6 81 0£i'tS Z Z 9i8'l £ 9 Sf9 f II SI8'SS 01 8 OiS'Sl f 81 S09'S f 9 I0£ 5 f 99I'0I " " auioqsiQ m'OS S£0'9 SII'9I 9 fl 998'8 6 91 666'f f 61 iOS II SI 19? 9 f OSS'f I 8 II 998'£ 01 fl 686 I SI ffl 6 01 181' S "" " 601'S9I 90S ' 98 806'9II 0 6 896'8! 9 6 8?8'6f 8 91 998'! 9 9 IS8'I £ 8 09l'9f i 6I6Il'tS 6 61 0I£'£ S 0 £6S'l 8 61 9I9 - 6[ " " TaieSin^ -jaqTnnjsj -agqumji -p 's 3 -p -s jf -p -s j "p 'S J -p -s j j -p -s y -p -s y -p -s j -p -s 5 'SS-SS6I i06'8IS'SI fW'?6l'£ £0S'?S0'6 01 II 0IS'f86'9 f £ 6ii*iSS'? 01 I 869'S£I 8 81 I96'ltl 01 S £IS'£96'£ 9 8 I8t'99i'S 01 61 I£8'90f 01 61 009'SIS 01 8 866'9£l'S " s m°I 0 9 SI8'8 £ SI 9fL'S 01 I 86 9 S SS 0 9 9S9'8 6 6 9SI'9 ,9 8 til' I 9 il OSS 6 £ 0£i'£ ndi^^Av ££i'8S 9SL'ff 9 91 L6£'i£ Z 81 t8S'8S I 6 i£l'l 9 0 iSi'S I 8 OSt'tS f 81 SII'6 I 61 090'S 8 f OSt 0 91 It9'9 " " i09'9i iOS'il OOf' '89 8 9 SLL'f Z Z 61 fli'91 f 8 8f6 i f S?S £ 9 m'9I 9 9 890'8 8 8 fI9'l 6 II f98 I 9 6S9'9 " " uosp^ 698'CTI i S8t'6i i II St9'9II 0 91 iil'90I II 01 OSS'I 8 i 8SS'9 9 91 8Si'86 .1 91 f9f'0I 8 6 889'l f L S£0'I I 61 86i'I j " "" A l 9ii'8tf 0It'£9I 99£'96S f 6 £t9'9SS 01 ?I [£f'l9l II 91 6Ii'9 I 9 fI9'£I 01 £! 161'StI 9 fl III'I9 8 91 i8£'0I II 6 SSS'I' II I 99t'9f I " saqouBjg I9f'60S'f m'Otl'l LI6'890'£ 0 01 889'ti£'S 9 0 9it'l6t'l 0 £1 0£9'lf £ 6 £6l'09 £ 8I 099'668'I 9 6 SII'888 0 f £00'm £ f f8i'l9 8 I 9I8'I89 1 sami urejv; q^nog saqou-eag pini f9S'996'9 89l'i89'l III'89S'9 01 II Sfl'690't 0 9 99I'9S£'S Hi SIS'8i 8 S 0tf'99 01 91 8I9'S8l'S 01 9 9i6'S£i'l L £III£'8£S I 8 £I£'9tI S f I9£'8I£'l| ™K M 886'8i £98 '91 OiS'89 0 6I89l'68 6 81 9I0'9S S 9 9I8'I 6 91 £ff 01 il 99S'8S 8 0 SSl'fl 9 fl SOi'S S 0 K8 L 9 S60'II 1 " " aujoqstQ 9f6 'SS flS't S8I'SI II SI St6'8 6 6 908'f 8 S 918 Z 01 SOI f il i8£'f S £ iSI'f i 9 8Sl'l I f 08 9 SI 8S6'S " " 869'OIS 898 'S8 Oti'iSI 0 01 8£['06 11 9 6S6'I9 II 0 666'l 0 I tiO'f 0 f 988 '99 I f 6il'8S i 8II9i'8 9 StSIS'l 0 £1 WI'SS I " ra^SunqAV 'jsqnmjsj -p "s 5 -p -s 3: -p 's 5 -p -s j -p -s j -p -s 5 'P " 8 S "P ' s 5 'P ' s S "^8561 k 1 ! i m I r 1 f. , ; ■ 1 ~~" r-iti i r ■ ■ •1 ■ ~ \ •inoi, ?,-05-'gtn,nnqs -™*X. -spooo TOOX *8HO9iwnODS0E "spooa -SnppTOomox ' nosrog ''££^ a •noi^oas -aSBaiiK •annaAau
7
!)-__
RETURN No. 6. Expenditure on Construction of Railways, Rolling-stock, etc., to 31st March, 1924; Net Revenue, and Rate of Interest earned on Capital expended on Opened Lines for Year ended same Date.
L. Hamann, Chief Accountant.
Cost of Construction. Section of llail way. I r *■ a *! e °* , J Opened Lines. 1 Unopened R ™ Interest earned. £ £ 2 £ s. d. Whangarei .. .. .. .. .. 962,512 .. i — 6,653 529,488 | Kaibu .. .. .. .. 191,902 .. I -1,169 Tauranga .. .. .. ' .. .. | .. 1,107,661 : Gisborne .. .. .. .. .. 699,362 .. 6,135 0 17 7 • J .. 714,114 , North Island Main Lines and Branches .. .. 19,076,401 .. 1,216,479 6 7 6 .. ; .. 2,642,373 South Island Main Lines and Branohes.. .. 15,994,401 j .. 340,081 2 2 8 | 315,086 Westland .. .. .. .. .. 2,438,977 .. I 7,778 0 6 6 I 1,502,724 Westport .. .. .. •• .. 606,490 j .. 29,462 4 17 2 „ (Gape Poulwind Line) .. .. 93,450 j .. ' —1,512 97 627 Nelson .. .. .. .. .. 444,816 j -5,170 | 98,684 Picton .. .. .. .. .. 687,691 | .. — 3,408 ! 18,128 Lake Wakatipu steamer service .. .. 44,350 .. — 1,583 In suspense — Surveys, North Island .. .. .. .. 35,103 Miscellaneous, North Island .. .. .. .. 5,169 Surveys, South Island .. .. .. 5,763 Miscellaneous, South Island .. .. .. .. 5,168 P.W.D. stock of permanent-way .. .. .. 200,580 W.R.D. stock of A.O.L. and R.I.A. stores .. , 159,075 .. * Balance of oost of raising loan of £1,000,000 for | .. 61,726 [ Railways Improvement Authorization Aot 1914 Account £41,399,427 .. I £1,580,445 £3 16 6 £7,339,394 J v — , ' I Total cost of opened and unopened lines at 31st £48,738,821 .. £3 4 10 March, 1924 I Note.—The amount stated ill this return as the cost of construction of opened lines includes the Provincial and General Government expenditure on railways. It also includes the Midland Railway and expenditure by the Greymouth and Westport Harbour Boards ori railways and wharves under the provisions of section 7 of the Railways Authorization Acc, 1885, the information regarding the last-mentioned being furnished by the respective Boards. The rate of interest earned has been computed on cost proportionately to the time during which the lines, taken over by the Working Railways Department., within the financial year were earning Revenue, thus :— Whangarei Section: Kaikohe-Okaihau opened for traffic 20th October, 1923. Kaihu Section: Tarawhat! - Donnelly's Crossing opened for traffic 1st April, 1923. North Island Main Lines and Branches: Napier-Bskdale opened for traffic 23rd July, 1923. Westland Section: Runanga-Rapuhoe opened for traffic iird September, 1923. T IT.... /"11- * C A . . l i.
k—2
8
RETURN No. 7. Expenditure under Vote for Additions to Open Lines, charged to Capital Account, for the Year ended 31st March, 1924.
Way and Works Branch: Particulars of Works, etc.
I Amount. Total. £ s. d. £ s. d. Material on hand at 31st March, 1923 .. .. .. .. .. j 132,728 11 11 Expenditure charged to Vote No. 46 by Treasury .. .. .. .. 643,648 4 3 776,376 16 2 Less material on hand at 31st March, 1924 .. .. .. .. 149,902 7 10 — 626,474 8 4 Expenditure on works, &c.— Way and Works Branch .. .. .. .. .. 340,483 4 5 Locomotive Branch .. .. .. .. .. .. 285,991 3 11 626,474 8 4
Railway. | Work, Ac. Amount. Total. £ s. U. j £ s. tl. VVhangarei .. .. Sidings, loading-banks, stockyards, crossings, &c. .. 792 12 7 ! Additions to station buildings, extension of station- 16,004 3 0 yard, and other facilities Purchase of land .. .. .. .. 25 0 0 J Additional dwellings .. .. .. .. 734 3 4 J Tablet installation .. .. .. .. 101 13 7 Telephone and telegraph facilities .. .. 4,938 11 8 — 23,196 4 2 Gisborne .. .. Additions to station buildings, extension of station- 197 14 7 yard, and other facilities —-— 197 14 7 North Island Main Lines Sidings, loading-banks, stockyards, crossings, &c. .. 10,197 8 1 and Branches Additions to station buildings, extension of station- 20,417 6 3 yards, and other facilities Additional water-services for Locomotive Branch .. 80 10 3 Purchase of land .. .. .. .. 4,212 17 8 Additional dwellings .. .. .. .. 55,471 15 7 Bridge-work and subways .. .. .. 14,870 1 8 Additions to workshops .. .. .. 8,085 0 7 Engine depots .. .. .. .. 504 11 8 Tablet installation .. .. .. .. 330 15 10 Telegraph and telephone facilities .. .. 4,108 14 1 124,357 7 8 South Island Main Lines Sidings, loading-banks, stockyards, crossings, &c. .. 9,044 4 11 and Branches Additions to station buildings, extension of station- 30,335 14 8 yards, and other facilities Additional dwellings .. .. .. .. 2,176122 Bridge-work and subways .. .. .. 548 7 1 Cranes, weighbridges, turntables, &c. .. .. 102 10 0 Signalling and interlocking .. .. .. 03,819 10 9 Tablet installation .. .. .. .. 45 6 0 Telegraph and telephone facilities .. .. 3,925 10 3 115,998 1 10 Westland .. .. Sidings, loading-banks, stockyards, crossings, &c. .. 859 17 11 Additions to station buildings, extension of station- 26,429 8 2 yards, and other facilities Additions to water-service for Locomotivo Depot .. 346 16 0 Purchase of land .. .. .. .. 2,021 17 3 Cranes, weighbridges, turntables, &c. .. .. 129 1 2 Signalling and interlocking .. .. .. 40,810 10 0 Tablet installation .. .. .. .. 14 3 0 76,611 14 0 Picton .. .. Sidings, loading-banks, stockyards, crossings, &e. .. 122 2 2 122 2 2 £340,483 4 5
11
D.— 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 31st March, 1924. £ s. d. £ s. d. Material on hand at 31st March, 1923. . .. .. .. 12,382 9 11 Expenditure charged by Treasury .. .. .. ~ 19,054 3 4 Proportionate cost of raising loan .. .. .. .. 1,466 0 0 32,902 13 3 Less material on hand at 31st March, 1924 .. .. 9,172 19 2 £23,729 14 1 New station and station-yards, goods-sheds, and terminal facilities at Wellington, £ s. d. Christchurch, and Lyttelton .. .. .. .. .. .. 9,868 5 4 Grade easements—Penrose-Mercer .. .. .. .. .. .. 1,086 911 New line, Auckland-Westneld .. .. . . .. .. .. 583 13 11 Signalling, interlocking, and safety appliances .. .. .. .. .. 12,191 411 £23,729 14 1 L. Hamann, Chief Accountant.
Description of Stock ordored. Order. Number Incomplete on 31st Mar., 1923. Number Number Completed Incomplete on on 31st March,1921. 31st March, 1924. Expenditure, Year ended, 31st March, 1924. Carriages, Classes A and Aa, 1910-17 programme Brake-vans, Class F, 1916-17 programme Wagons, bogie, 19.16-17 programme Wagons, four-wheel, 1916-17 programme Pitting Westland and Westport rolling-stock with Westinghouse brake Locomotives, Class Ab, third lot .. Wagons, four-wheel, 1919-20 programme Locomotives, Class Ab (A. and G. Price (Limited)) Locomotives, Class Wab and Ws, second lot Replacement of cars written off or sold (difference in value) Replacement of wagons written off or sold (difference in value) Additional seating for cars Locomotives, Class An (British contract) Wagons, four-wheel (British contract) Steam-heating locomotives and cars Additional superheater gear for locomotives Replacement of brake-vans written off or sold (difference in value) Electric headlights for locomotives Carriages, classes A and Aa, 1922-23 programme Brake-vans, Class F, 1922-23 programme Wagons, bogie. 1922-23 programme Wagons, four-wheel, 1922 23 programme Locomotives, Class Ab, fourth lot Additional fittings for brake-vans, Westland Section Equipment for electric locomotives and powerhouse, Otira Spare bogies for sleeping-cars Fitting Pintsch gas to oars, Westland Section . . Additional lavatories for cars Locomotives, Class Ws, third lot Wagon-seats for passenger traffic, Picton Section Electric lighting for cars Obsolete locomotives written off Sale of locomotives Workshops machinery Sale of workshops machinery Total .. 1—10 J—10 K—10 L—10 S—10 x—10 Z—10 A—11 D—11 H—11 I—11 N—11 P—11 Q—11 U—11 V—11 W—ll X—ll Y—11 Z—11 A—12 B—12 C—12 l> 12 5 96 3 143* 485t 10 24 25 27 2 4 16 9 21 5 27 2 4 5 7 5 7 3 20 il 2 89 3 117 460 10 £ s. d. 24,893 6 6 Or. 325 2 0 1,690 6 10 Cr. 10,571 19 0 5,987 19 7 4,040 4 8 65 16 4 50,356 13 11 27,975 5 8 11,644 15 0 969 10 4 58 12 4 32,629 8 4 Cr. 26 18 2 1,924 19 9 1,794 18 6 1,285 12 5 1,183 12 3 38,452 0 6 406 11 5 38,111 5 II 51,212 10 8 17,557 2 9 119 11 9 26 25 E—12 1,231 13 10 K—12 G—12 H—12 1—12 J—12 K—12 10 10 314 2 0 870 10 0 25 10 11 435 7 5 194 16 8 125 16 6 Or. 21,000 0 0 Or. 2,600 0 0 5,443 0 4 Cr. 486 0 0 ■■ •• £285,991 3 11 Total locomotives ,, carriages .. ,, brake-vans „ wagons, bogie „ wagons, four-wheel .. I I 52 120 3 168 516 19 28 31 56 33 92 8 137 400 I I * Order increased 1 >y two. tOi rder increased b\ fifteen."
D.—_
12
RETURN No. 8. Statement showing Classification of Expenditure on Way and Works for the Year ended 31st March, 1924.
RETURN No. 8a. Statement showing Classification of Signal and Electrical Expenditure for the Year ended 31st March, 1924.
Sections. Classification of Work. „ Totals. North Island South Island Whangarei. Kaihu. Gisborne. \ Main Lines and Main Lines and Westland. Westport. Nelson. | Picton. Branches. , Branches. | £ s. d. £ s. d. £ s. d. £ s. d. £ s. d. £ s. d. £ s. d. £ s. d. £ s. d. £ s. d. Track surfacing .. .. .. 10,395 13 1 2,147 9 0 5,566 2 6 178,221 1 0 171,605 18 4 21,594 13 10 7,109 13 11 4,537 6 8 6,137 16 11 407,315 15 3 Track renewals 0 .. .. .. 27,691 19 2 545 19 5 214 19 9 120,166 11 0 120,077 19 6 31.500 13 4 1,371 1 10 1,010 19 2 1,073 5 0 303,653 8 2 Ballasting .. .. .. .. 1,853 8 11 133 11 9 25 0 5 126,599 0 4 11,338 10 7 3,181 15 4 553 15 1 188 8 4 597 0 1 44,470 10 10 Banks, cuttings, ditches, &c. .. .. 464 16 6 392. 1 8 1,890 7 2 15,140 14 10 39,155 4 7 5,175 6 11 235 8 1 1,177 17 6 5,524 15 8 69,156 12 11 Tree-planting (architectural) .. .. . ■ • • • - 89 6 4 .. .. .. .. .. 89 6 4 Bridges, culverts, drains .. .. 2,266 12 11 80 10 3 702 7 7 43,023 8 5 33,449 6 3 9,046 6 7 428 7 7 1,270 1 10 1,249 6 4 91,516 7 9 Fences, gates, cattlestops .. .. 1,629 17 1 38 4 8 341 5 2 15,364 10 5 15,184 7 8 3,133 0 11 478 8 11 1,216 6 7 395 14 1 37,781 15 6 Roads, approaches, &c. .. .. 94 15 4 4 10 6 139 13 11 6,668 11 9 3,789 2 11 593 17 9 112 16 1 189 1 2 70 11 3 11,663 0 8 Roads and pavements (architectural) .. .. .. .. 386 139 .. .. .. .. .. ! 386 13 9 Water-services, cranes, &c. .. .. 424 17 3 3 17 7 97 4 9 12,004 13 1 7,155 18 10 907 3 2 280 1 6 80 5 10 214 7 5 ' 21,168 9 5 Wharves .. .. .. .. 79 19 8 1 8 0 .. 725 6 1 156 9 1 .. 1,987 12 11 0 9 2 79 15 8 3,031 0 7 Buildings .. .. .. .. 1,739 7 8 124 14 8 527 15 8 69,374 3 6 55,083 8 6 7,484 1 4 1,637 11 0 1,057 1 4 1,637 13 10 138,665 17 6 Buildings (architectural) .. .. •• •• •• 1,101 8 3 19 17 6 .. .. .. .. 1,121 5 9 Miscellaneous .. .. .. 63 13 9 30 17 0 .. 3,737 19 0 1,861 8 9 240 18 6 213 7 9 140 17 6 42 7 6 6,331 9 9 General charges .. .. .. 112 15 7 1 16 1 7 3 4 4,419 9 4 1,921 19 3 305 15 0 81 0 0 44 16 10 35 1 0 6,929 16 5 Totals .. .. .. 46,817 16 11 3,505 0 7 9,512 0 3 497,022 17 1 460,799 11 9 83,163 12 8 14,489 4 8 10,913 11 11 17,057 14 9 1,143,281 10 7 Rate per average mile opened .. .. 561 9 5 146 0 10 194 2 5 433 1 10 322 9 0 525 16 10 402 9 7 178 18 2 304 12 0 375 11 5
Sections. Classification of Work. Gisborne. North Island South Island Main Lines and Main Lines and Branches. Branches. Westland. Westport. Nelson. Picton. 'otals. Whangarei. Kaihu. Signals and interlocking Signals at level crossings Telegraphs and telephones Block working Electric lighting Electric power Buildings Miscellaneous General charges £ s. d. 256 16 5 224 10 1 180 1 4 113 19 9 36 3 9 £ s. d. £ s. d. 264 14 6 £ s. d. 19.349 7 5 1.524 0 10 4,669 17 I 9,669 13 11 4,130 17 4 3,273 16 3 570 7 2 265 5 6 176 16 9 £ s. d. 5,951 7 2 594 16 6 3,485 11 11 3,213 11 9 2,985 12 9 6,356 4 10 272 19 11 64 2 10 137 0 6 £ s. d. 1,009 9 4 £ s. d. 249 11 5 163 7 6 171 4 10 £ s. d. 14 13 8 19 5 7 £ s. d. 38 0 11 £ s. d. 27,134 0 10 2.343 7 5 8,939 9 2 13,401 7 5 7,171 10 3 10,250 7 10 977 18 11 370 8 4 323 1 3 21 10 6 67 3 9 255 6 6 232 17 2 1 10 1 620 6 9 134 11 10 77 5 0 .. 17 6 4 1 10 2 41 0 0 0 12 10 3 16 0 2 4 0 1 0 7 11 6 13 1 Totals 813 1 6 21 10 6 373 11 1 43,630 2 3 23,061 8 2 2,257 17 8 586 7 9 34 7 2 133 5 4 j 70,911 11 5 Rate per average mile opened .. 9 15 0 0 1 10 7 12 5 38 0 5 16 2 10 14 5 7 16 5 10 0 11 2 2 7 7 23 5 li
]).—2.
RETURN No. 9. Statement of Season Tickets issued for the Year ended 31st March, 1924.
L. Hamann, Chief Accountant.
RETURN No. 10. Comparative Statement of the Number of Employees for Years 1923-24 and 1922-23.
13
Description of Tickets. Number. Amount. £ s. d. Travellers'annual, all lines ... ... ... ... 28 2,575 0 0 Travellers'annual, North Island ... ... ... ... 114 7,646 18 4 Travellers'annual, South Island ... ... ... ... 27 1,698 7 4 Reporters'annual ... ... ... ... ... 100 1,253 6 0 Sectional annual, North Island ... ... ... ... 526 21,810 2 0 Sectional annual, South Island ... ... ... 298 12,054 7 4 Tourist, all lines ... .. ... ... ... 331 5,360 17 6 Tourist, North Island ... ... ... . . ... 1,019 10,946 5 0 Tourist, South Island ... ... . . ... ... 84 909 15 0 School ... ... ... ... ... ... ... 37,008 27,170 8 2 Twelve-trip weekly ... ... ... ... ... 133,002 24,330 8 0 Weekly workmen's ... ... ... ... ... 313,111 38,223 11 0 All other season ... ... ... ... ... ... 40,096 58,621 14 2 Totals ... ... ... .. ... 525,744 212,600 19 10
Department. 03 cS M . S 5 9 I M Q fl c o to 3 Id 23 a 121 3 ■gal a rHrn 9 •S 3m HJ.H HH a rH-a 13 a 1 UI 01 9 8, a " o 9 I 55 a o q S ui ? O 53 a £ Ba %a A° a> 2 w fl w fl s_ u A u w ■sm gw § « -3 EH 1923-24. General Traffic Maintenance Locomotive 6 1 53 6 181 18 56 6 3 23 37 25 479 2,6,13 2,048 3,146 124 2,119 1,451 2,397 28 173 274 211 4 j 4 76 22 38 | 39 109 j 22 3 29 56 23 160 '231 104 1,147 5,124 4,087 5,995 Totals 246 26 88 8,296 6,091 686 i 227 | 87 in 160 231 104 10,353 1922-23. General Traffio Maintenance Locomotive 5 1 46 6 102 12 49 5 3 23 37 25 470 2,594 1,871 3,089 8,024 123 2,088 1,378 2,364 27 153 279 169 4 4 77 ! 23 37 . 38 109 I 22 3 29 42 23 153 197 48 1,038 5,039 3,796 5,855 Totals 202 24 88 5,953 628 227 i 87 97 153 197 48 15,728 I
1).—2.
RETURN No. 11. Return showing Number of Passenger Tickets issued at Cheap Excursion Rates for Year ended 31st March, 1924.
14
Schools, Facioeies, and Friendly Societies. Holiday Excr/asioxs. Gross Total. —School axd Holiday Excursions. Sections. Schools, Factories, and Friendly Schools only. Societies. Senior Scholars over Children not 15 but not exceedexceeding ing 23 Years of Age 15 Years o.f and Teachers. Age. Schoo-ls, Factories, and Friendly Societies. Adults. I I Total. Revenue. First Class. Second Class. Total. Revenue. Number of Tickets. Revenue. - I I .... Whangarei .. Kaihu Auckland Ohakune ... Gisborne Wanganui Wellington Picton Nelson .. .. Westport Westland Christchurch Dunedin Invcrcargill Number. 632 9,701 2,123 1,457 12.377 17,976 1,168 1,941 455 3,453 27,713 9,056 8,286 Number. 1,939 857 65 3,049 3,955 176 406 158 872 3,056 2,152 1,678 Number. 582 4,456 467 810 8,865 15,350 307 1,057 247 3,915 30,312 11,681 7,998 I Number. £ s. d. j Number. 548 1,214 87 16 3 16,096 1,376 8 11 8,388 3,447 170 11 3 1,587 2,332 142 2 1 99 24,291 2,742 16 4 5,457 37,281 3,360 13 0 28,648 1,651 92 8 0 985 3,404 186 7 7 299 860 40 15 10 8,240 753 10 7 1,790 61,081 6,419 0 6 '< 24,582 22,889 2,212 0 9 35,321 17,962 ' 2,114 14 1 3,420 Number. £ s. d. 1,214 87*16 3 16,096 1,376 8 11 3,447 170 11 3 2,332 142 2 1 24,291 2,742 16 4 37,281 3,360 13 0 1,651 92 8 0 3,404 186 7 7 860 40 15 10 8,240 753 10 7 61,081 6,419 0 6 22,889 2,212 0 9 17,962 ! 2,114 14 1 Number. 548 8,388 1,587 99 5,457 28,648 985 299 1,790 24,582 35,321 3,420 Number. 1,115 600 74,621 9,449 360 34,844 44,700 2,527 2,420 1,911 14,522 68,467 40,226 26,299 Number. 1,115 600 74,621 9,449 360 34,844 44,700 2,527 2,420 1,911 14,522 68,467 40,226 26,299 Number. £ s. d. Xumber. £ s. d. 1,663 1,045 7 6 1,663 1,045 7 6 600 69 12 0 1,814 157 8 3 83,009 48,281 5 5 99,105 49,657 14 4 11,036 10,589 9 11 14,483 10,760 1 2 459 192 17 1 2,791 334 19 2 40,301 28,644 3 2 64,592 31,386 19 6 73,348 48,925 3 5 110,629 52,285 16 5 3,512 ■ 574 10 3 5,163 666 18 3 2,719 339 14 11 6,123 526 2 6 1,911 230 2 11 2,771 270 18 9 16,312 5,578 2 4 24,552 6,331 12 11 93,049 54,055 14 8 , 154,130 60,474 15 2 75,547 46,825 13 8 ' 98,436 49,037 14 5 29,719 22,365 9 9 j 47,681 24,480 3 10 Number. 1.663 600 83,009 11,036 459 40,301 73,348 3,512 2,719 1,911 16,312 93,049 75,547 29,719 £ s. d. 1,045 7 6 69 12 0 48,281 5 5 10,589 9 11 192 17 1 28,644 3 2 48,925 3 5 • 574 10 3 339 14 11 230 2 11 5,578 2 4 54,055 14 8 46,825 13 8 22,365 9 9 Xumber. 1,663 1,814 99,105 14,483 2,791 64,592 110,629 5,163 6,123 2,771 24,552 154,130 98,436 47,681 £ s. d. 1,045 7 6 157 8 3 49,657 14 4 10,760 1 2 334 19 2 31,386 19 6 52,285 16 5 666 18 3 526 2 6 270 18 9 6,331 12 11 60,474 15 2 49,037 14 5 24,480 3 10 Totals .. 96,338 96,338 18,363 18,363 86,047 86,047 j 200,748 19,699 5 2 111,124 200,748 ! 19,699 5 2 111,124 322,061 322,061 433.185 433,185 267,717 7 0 633,933 287,416 12 2 267,717 7 0 633,933 | 287,416 12 2 Total, year ending — 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 31st March, 1924 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 96,338 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 18,363 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 86,047 80,425 5,569 18 1 66,012 91,895 6,215 11 8 70,531 74,619 4,752 3 10 81,528 79,016 5,234 16 8 87,544 85,950 5,466 16 9 95,628 89,143 6,050 11 3 84,448 111,683 7,424 19 7 100,417 113,659 7,490 16 0 100,968 120,220 7,882 16 1 110,823 95,664 6,514 18 4 125,280 113,080 7,604 10 4 113,617 117,044 7,641 5 10 122,312 115,405 7,964 15 7 128,277 143,875 9,488 14 7 107,208 134,825 9,702 15 3 135,590 133,897 9,509 8 7 159,730 188,987 13,235 8 4 131,416 104,017 7,919 1 9 144,260 87,327 6,072 18 9 136,401 80,166 6,159 17 6 168,098 1,458 131 6 7 20,148 Nil Nil Nil 84,786 7,173 12 2 76,713 i 177,315 14,966 19 8 146,404 162,224 14.955 1 5 109,414 173,271 16,228 5 3 ! 119,261 200,748 19,699 5 2 111,124 383,569 411,747 501,176 541,624 588,813 517,566 594,967 592,485 626,852 731,132 618,518 667.867 735,561 576,251 704,883 804,965 683,851 782,355 763,690 735,468 110,482 Nil 260,159 524.246 338,791 393.682 322,061 449,581 80,822 8 1 530,006 86,392 6 2 482,278 84,794 15 6 574,173 91,010 7 2 582,704 96,154 7 5 657,323 100,906 11 3 629,168 102,932 10 9 708,184 108,167 7 5 684,441 136,813 0 1 770,391 142,279 16 10 602,014 103,279 8 6 691,157 109,329 19 9 695,384 125,624 4 0 ! 807,067 133.049 3 7 693,453 130,068 16 9 : 807,112 137,559 12 9 737,675 140,939 16 3 | 857,895 148,822 12 4 856,412 194,185 2 9 ] 952,076 200,700 1 1 732,135 , 141,519 16 11 i 845,215 149,124 7 3 790,179 166.471 6 3 907,223 174,112 12 1 863,838 211,133 6 10 979,243 219,098 2 5 683,459 155,444 10 11 I 827,334 164,933 5 6 840,473 206,472 13 1 975,298 216,175 8 4 964,695 , 271,611 17 7 j 1,098,592 281,121 6 2 815,267 210,109 0 9 1,004,254 223,344 9 1 926,615 259,547 10 6 ! 1,030,632 267,466 12 3 900,091 269.097 16 0 987.418 275,170 14 9 903.566 313,006 7 3 983,732 319,166 4 10 130.630 62,968 15 11 132,088 63,100 2 6 Nil Nil Nil Nil 336,872 161,401 18 3 421,658 168,575 10 5 670,650 371,525 9 4 847,965 386,492 9 0 448,205 242.464 18 6 610,429 257,419 19 11 512,943 323.015 18 8 686,214 339,244 3 11 433,185 267,717 7 0 633,933 287,416 12 2 * 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, 1924.
4—D. 2.
OUTWARD. INWARD. u . .. Number op Tickets. Stations. Number gh Timber T - 22- 2S- I "32* "SK* Tot.. £SL cattle " S Pa °—• ~ ParcelB * &c ' Gooae ' Mi8celltt ™ oSSftfiSL 8 g p { Single. Return. Single. Return. Feet. North Island Main Lines and Branches— North Island Main Lines Auckland (Coaching) .. 64 998 26 604 251 870 221 "01 ™H9nm 5U,to ' ToDS ' d ; £ 8. d. £ s . d. £ s. d. £ s. d. £ g. d. £ g. d. £ s. d.; Number. Number. Tons. and BraNches- „ (Goods) .. ' 261,8,0 221 " 01 564,6,3 20,380 "; 0 o ii :: lnn A 243,403 12 4 24,029 5 3 23,438 5 510,888 13 3 Or. 200 0 2 1,388 5 8 803 8 1 303,751 9 10 .. .. .. .. Auckland (Coaching). Newmarket 6 343 5's44 3q's«5 nk'9A1 ma qik g'oqk ,o ' 4 H£? 312,343 .. .. .. .. 319,584 16 4 4,479 17 810,606 19 11 334,671 13 11 787 3,255 104,477 269,034 Goods) Mount Eden " f'm I2'?2S 2'£5 3 •• 2,301 6,370 13,767 4 4 2,133 14 9 677 9 10 168 10 3 13,222 18 7 322 17 6 2,286 13 4 32,579 8 71 5 .. 82 928 39 199 Newmarket Avondale '?03 ll'llt n«'SS ' <3 3,619 38,987 6,421 6 2 U2 71 13 7 235 7 1 40 13 10 9,470 4 5 495 1 8 327 15 0 18,262 1 9 293 .. gsisee 72 034 MouS Eden 43,062 116,391 160,609 52,192 267 40 730 54,356 8,509 13 6 7,617 18 3 322 15 3 34 15 3 10,171 16 6 97 11 1 69 2 11 26,823 12 9| 297 23 39,743 8,564 Avondale. HewS'le " " 7134 o 329 If'908 24*40fi ll'ill U 'lw M?, oo'tl- 26,524 7 ' 078 7,663 18 10 3,168 10 5 1,164 4 8 25 5 7 6,343 18 11 88 111 127 16 6 18,581 16 10 009i 3,531 21,702 18,169 Henderson Wellsford .. !! ' 84 6 171 3*922 i'388 7'32 7 It o'w ,'%tl I 2 33 J 16 7 1,851 0 1 56 10 2 15,284 15 1 186 12 3 187 19 8 28,163 1 6 2,019| 11,375 6,713 31,100 Helensville. Maungaturcto 2 719 Ir9 t At o'S ,1'aZI ' I 1,271 2,357 1,897 5 ' 51 7 6 506 19 2 9 16 11 3,718 12 1 5 3 10 83 15 0 6,273 0 1 695 5,930 1,703 7 373 Wellsford Remuera !! !! 1)452 1535 1*615 2*742 9*374 3124 07 Tr, 5, 1S 4 a o of 18 4 12 18 1 8,876 10 10 777 19 0 14 10 0 15,391 10 9 857 8,642 4,400 111.316 Maungatu'roto. 1,000 d,blO -,74/ 9,374 3,124 505 97 70 250 505 8 8 1,439 8 2 265 18 9 4 9 6 598 1 7 28 5 3 76 10 0 2,918 1 11 1,026 474 22,138 2,477 Remuera. Eliersli^ 116 " " 2*806 9*292 18*717 4s'n43 7«'s58 !2'sas "01 " on 232 71 2,384 1 1 2,638 11 5 51 11 11 12 6 0 103 12 8 50 5 5 3 2 6 5,243 11 0 8.. 13,871 3,218 Green Lane Penrose ' " mi I'qqq Jf'nol H70 JA 51 219 3 ,989 18 3 3,107 17 6 2,136 15 11 14 17 0 172 13 11 27 5 10 76 2 6 9,525 10 11 49 .. 5,701 2 099 Ellerslie Onehunga (Town) " 598 *"472 Io'roi 11'fit* i«'?«q tl ' !' 251 " ,91 ° 2,291 6 3 1,166 6 5 87 14 5 11 11 1 48,201 7 0 26 17 2 82 0 0 51,867 2 4 45,952 260,042 11,637 Penrose' , (Wharf) :: 598 472 10,601 11,615 23,286 15,189 25 18 2 -634 2,446 1,380 15 0 2,262 10 2 185 1 11 12 18 5 1,034 19 5 25 0 10 134 0 0 5,035 5 9 61 *18 15 W 1 40,' Onehunga (Town). •• 4 8 > 799 41,009 .. 22 2 4! 3 13 8 7,417 8 4 866 14 6 .. 8,309 18 10 60 18 2,012 33,564 „ (Wharf). Papatoetoe " ' 2 'o91 2*840 12*436 fl'wB \h'786 1 '547 2 "A 41, J 2 f I ?'ZS? ,? o 378 8 11 54 12 3 33,762 16 4 438 11 7 153 If 9 48,165 3 3 18,597 66,649 10,864 65,947 Otahuhu. Papakura 2 318 4 393 qiwn tvlifi , 1,3 ? 6 3 ,158 4,181 5,371 12 3 1,921 11 2 1,465 3 6 22 17 1 1,617 2 5 13 7 5 109 IB 1 10,521 9 11 1,050 4,614 17,739 9 258 Papatoetoe Drurv ' " ' L, 3 i , ??2 71,466 ? 9, o? 7 10 '? 38 1>7 ? 8 18,497 754 4,641 13,047 13 10 2,694 17 11 1,129 16 5 66 8 8 2,219 10 8 42 8 0 29 18 0 19,230 13 6 961 8,733 8,090 16 981 Pacakura wSuku :: :: HI 6,1 t? 7,507 4,235 171 911 8,149 1,896 1,939 9 1 146 3 1 1,079 19 5 13 18 3 3,3i 8 9 0 37910 15130 6,551 1 8 307 m K till lZ? 7,947 4,615 13,9o7 39 730 4,387 90 820 3,566 18 5 27 15 0 172 1 0 16 18 10 996 9 11 47 9 2 4 0 0 4,831 12 4 337 5,159 6,329 17,687 Waiuku. Tuakau" 16 " " 2 'Hl 2 7'387 t'non 182 10,442 9,256 19 7 374 14 1 1,246 6 6 107 8 11 11,398 2 0 i01 6 0 627 15 10 23,112 12 11 2,683 4,472 10,210 23,409 Pukekohe Pokeno '* " oil I' 387 1 16,3 ?° f 28 2,929 28,88 f 168 5,224 3,378 1 2 194 !« 4 29 3 12 8 41 11 0 5,572 0 6 54 19 7 90 0 7 9,625 1 10 726 8 4 077 9 701 Tuakau Mercer ' " 75s 790 Mi'o 8,74 J 67 961 7,692 , 69 628 !- 49 3 4 5 90 1 9 841 15 8 9 3 1 840 3 3 46 5 0 4 0 0 3,324 13 2 453 2,985 601 3,627 Pokeno' Te Kauwahata" " 496 212 s'wJ 15,7 ?? 16 ? . 16 694 16,845 10 > 997 3,311 16 6 92 16 3 498 4 3 29 8 1 5,498 14 8 28 17 10 41 7 4 9,501 4 11 83 579 2,897 3,260 Mercer* 3,350 1,946 5,914 -4 4,157 23,538 3,805 11,288 1,678 9 1 14 7 6 1,845 1 10 12 8 3 6,813 10 9 22 17 6 60 17 11 10,447 12 10 744 14,243 3,259 10,852 Te Kauwhata. Taupiri " " ''48! ''m ill 3 '-MP, 4 °9'q9q } 5 5 2,246 j 2 6 748 18 11 84 6 2 218,689 15 8 2,656 4 11 320 1 0 235,346 14 1 903 4,722 10,864 18,825 Huntlv. Ngaruawahia 1 qsq ,,'S t'tA If? „ 760 6,861 246 2 ' 929 i' 679 17 7 86 17 6 771 13 7 19 17 2 2,559 87 23 33 550 5,146 2 8 639 2,717 4,415 6 313 TauDiri Frankton Junction !! 12*812 4 044 76*732 28' 163 121*751 "3 s'qfiO m'm2 9 9or, ]l'f£ i'? 32 4 6 95 9 3 332 5 11 75 3 6 44,956 4 7 906 8 8 178 I 7 50,775 18 0 1,430 19,560 4,797 Ngaruawahia. Hamilton s'qqrt 971* li'nio li'oa, H'mo J f' 96 2 6 9 .562 2,225 16,522 47,159 0 5 569 16 1 2,085 17 2 773 13 8 31,173 3 4 966 0 7 650 1 6 83,377 12 9 3,774 51,949 63,666 31 334 Ffankton Junction ' 44,012 11,391 67,103 550 2,853 13,066 14,196 14,539 22,605 6 1 1,213 14 4 4,356 13 2 639 3 4 22,379 7 9 331 17 6 1,965 3 4 53,491 5 6 1,052 2,185 64,243 Hamilton. MoTrinstifle !! " 2'329 984 2o'lll 13*749 37'l66 593 7*921 5o'sqq f'J" is'm} i« 7 o' 653 2 9 126 2 7 3,966 17 9 156 1 1 525 2 3 14,549 7 1 1,593 5,292 16,755 28,434 Cambridge. Matamata .. .. 2 219 711 14 706 8 731 HfJ 50,899 13,9 I 1 8,8 2 9 } 6 1 10 2,257 3 3 180 14 1 29,642 13 1 137 2 1 316 13 1 41,848 13 0 2,213 22,358 25,605 46,217 Morrinsville. Putaruru 1 447 qto , ,'I, u 8, lo} To'io 1 „ 5 '^ 2 26,084 5,274 3,480 8,299 15 7 167 6 7 2,141 6 0 91 17 1 8,111 6 8 293 16 3 213 ti 1 19,318 14 3 1,920 9,597 12,468 34 994 Matamata Mamaku " " ' 2 17 469 2*97si 5*253 8*914 213 'm 127,061 2,9 ?f 5,598 3 16 246 } 8 1 709 3 10 63 13 0 24,651 12 10 72 5 6 323 15 0 31,659 12 1 2,016 12,007 1,902 26,878 Putaruru.' ,J/J : 5,253 8,914 213 2 > 569 8,921 98,745 6,454 2,052 2 4 157 14 8 276 17 2 13 12 2 23,381 4 8 7 14 6 126 5 0 26,015 10 6 415 1,262 1,837 4,238 Mamaku. Te Aroha " "j 3'375 98'936 le'590 50*371 2 'sq2 2 ?'??? 9 2,017 30,006 16 4 414 16 7 I- 449 18 5 315 17 6 6,123 15 8 174 3 6 490 17 7 38,976 5 7 3,442 8,852 9,968 18,647 Rotorua. Paeroa 9730; 98 417 99'*™ S'?9n i?qa 4,3 f2 l' 117 23 ' 887 H.833 14 6 344 1 1 1,052 8 9 155 0 5 7,236 4 9 219 16 4 480 IS 6 21,322 4 4 1,572 7,508 14,538 32.412 Te Aroha Waihi ' " I'890 651 n'335 qq 'qos 2, f5J 13,6 H 6 '^ 5 21,149 10,275 18 0 511 5 7 M 50 " 4 89 16 6 8,933 1 1 185 18 5 230 16 8 21,377 7 7 1,048 2,048 9,646 8,720 Paeroa Thameg South .. " 2*033 240 14 084 2*947 ffl'w ill J'«on " 297 18 1 820 4 8 103 17 11 1,094 0 4 36 6 2 126 4 7 10,794 6 8 1,453 4,015 7,434 23,010 Waihi. Thames .. .. 1490 3U 8'731 24*4st W "55 If! «« 1 '? 29 !' 868 2 5 3 I2 J 9 3 603 1 1 61 12 7 2,989 3 7 7 19 0 20 5 10 8,861 3 9 193 .. 7,311 3.390 Thames South. di4 8 ,/31 24,43o 30 55 324 o56 2,130 4,764 12 7 75 19 11 733 12 6 70 7 9 3,710 15 8 70 18 2 102 17 0 9,529 3 7 1,770 6,583 3,952 7,485 Thames. Te Awamutu " " 9 Irs 835 ir'roo a'o?l of? , Inl , 9,38 I 3>638 ' 662 841 0 8 40 10 6 1,006 13 0 12 13 3 1,688 17 1 36 5 4 8 0 o| 3,633 19 10 799 9,499 2,487 6,676 Ohaupo Otorohanga " !! "'s29 264 7'703 4's93 ?3'689 270 }'o86 9?'qnR I !!! !I " 3,905 6 4 160 11 3 7,295 16 11 119 13 5 78 6 5 20,959 12 0 1,594 22,157 10,351 26,540 Te Awamutu. Te Kuiti 4 288 l qii *1'lit 4'?oi 13,689 2 ' 6 1,6 f 6 13,986 21,906 49,257 3,648 8 5 184 13 5 461 5 8 49 3 8 18,106 18 11 70 10 6 85 17 2 22,606 17 9 1,279 10,911 10,865 13,969 Otorohanaa «-"• " :: '» '» «■'" <■"■>" s.« S3 i:S 'S:;r 4 "Sf 'I:?S» ! *8'?!! f I 'B'Ji 8:JS1 J fiS»if S ! I Si: 1 ! }& 8S tSS K:S S*S- '•! 'li ~ $s RJS. J:S ».»'! 5 45 8 u' .5581 8«J:,SS! £',l 838.? a ..a • «.Z « ssassr sssr :: :: 3 'S 3 : i 4i ? » «•« is .21 11 % u & ,a 11 as j 1 & >1 ? ,js s i ss: i s «-s ig lis s? 7,269 1,537 0,648 91 850 43,593 60,005 4,946 1,666 15 8 65 5 7 281 2 5 64 9 10 20,936 10 0 46 9 0 185 10 0 23,246 2 6! 1,545 16,371 1,577 Raetihi. Mataroa" 3, " " qio o'ro? o'o-o ? 3 Z 224 9,774 51,873 3,375 2,328 0 7 84 9 9 172 14 4 15 2 2 14,220 13 5 90 13 3 186 16 0 17,098 9 6 554 3,170 848 9 5 8l Raneataua Taihapa " " s o 7of ,?'?!? ! a 1,675 48 >178 80,066 3,972 741 11 4 122 10 0 417 10 10 9 10 4 23,265 1 111 62 18 1 225 3 0 24,844 5 6 638 3,277 2.181 3*188 Mataroa Utiku " " 'til 'I™ 26,145 4 , }"5 45,967 156 1,274 S?' 695 9,191 3,132 14,004 9 9 219 18 4 1,375 3 6 24-5 17 1 9,890 16 4 , 234 15 0 342 19 10 26,313 19 10 813 8,373 7,966 11 Taihape' Manaaweka " " 795 400 o'r«! AJ, ,? 3 ?' 998 ,852 5,994 835 0 11 0 17 0 162 6 9 12 16 8 16,634 14 1 26 7 3 31 15 6 17,703 18 2 622 15,499 24,868 1,337 Utiku Hunterville ' 1 -4? tn- o'aoo ]'oS ir'.'to 51,699] 3,082 2,417 1,776 12 5 6 16 5 419 19 9 27 14 2 5.109 19 6 43 2 9 115 9 2 7,499 14 2 531 7,510 4,960 2,700 Mangaweka 505 9,0a * 4, 300 15,438 82 3,040 93,595] 11,000 4,221 3,966 12 5 78 0 3 614 6 2 60 11 9 11,830 11 9 39 16 1 75 1 8 16,665 0 1 ! 1,263 9,699 2,751 5,393 Hunterville. New Plymouth * " lo'o48 1*789 138,564 796 14,438 21,228 5 4 329 3 0 1,658 9 6 551 17 2 17,620 9 11 263 3 8 399 0 8 42,050 9 3 333 49,697 17,606 17.118 Marton. New PWth (Breakwater) 3, 0 ,316 78,313 23 ' 129 12 6 913 6 4 1,858 4 2 353 2 10 47,369 19 4 4,523 7 11 1,028 3 7 79,175 16 8 1,590 5,615 33,167 95,706 New Plymouth. Waitara .. '73I "255 s'qQ4 k\w i k 'oar "no, ii «, ** ' , •• •• •• 16,000 10 10 .. .. 16,OQO 10 10 .. .. .. 24,055 N.P. (Breakwater>. Ingle wood 1 , 8,994 5, 5? 6 } 5,546 ? 46 , 784 J 2 ,954 o3 14,109 3,014 17 11 152 13 3 223 3 4 29 2 8 10,103 10 2 2 13 11 7 149 8 10 13,88? 7 9 13,238 92,913 7,518' 18,604 Waitara ingiewooa .. .. 1;2 28 387 10,674 5,047 17,336 387 3,419 10,169 135 4,521 3,553 6 10 325 16 4 476 11 5 46 1 9 4,458 0 5 35 6 3 52 4 1 8,947 7 1 1,197 11J47 4>71j ll|527 Inglewood. Midhi'rst " " 2,627 }'?as 2,04 o! 92 2,389 519 5 6 70 12 6 80 17 2 4 17 7 918 16 2 16 1 10 16 8 6 1,626 19 3 25 986 1,095 3,070 Tariki. Stratford " " 3 «7 720 9VI9- , I?! ,0 , 20 2,249 681 8 10 152 1 3 36 6 10 4 13 7 1,653 4 3i 18 6 2 20 19 9 2,567 0 8! 27 1,083 208 2,648 Midhirst. TeWera " " ' 53 "7 f t|| 10,3 ?f 40,0 ? 6 386 4,1 i® 18,9 ' 5 48 8,434 9,627 J3 4 335 2 11 1,207 10 11 171 3 4 9,314 11 5 146 18 0 4,629 0 4 25,432 0 3 1,523 9,482 8,913 25,059 Stratford. Whansamomona 9qr J'Toa 2,573 51 380 5,599 2,460 10,912 539 12 8 33 2 6 407 10 10 3 4 6 3,239 5 11 1,337 1 10 10 10 0 5,570 8 3 654 7,598 1,231 4,832 Te Wera " 296 7,491 5,363 13,749 21 496 22,271 135 514 2,768 19 10 18 15 0 411 11 11 8 12 6 1,916 3 0 82 16 0 60 0 0 5,266 18 3 974 5,618 1,089 3,915 Whanaamomona. Normanby " " o'3R3 "I'l!™ 2 „1 1,861 2 2 ,8 5 6 5,583 13, 2°} 6,138 18 3 230 14 11 698 18 3] 108 14 4 12,033 17 0 1,000 5 7 225 16 6 20,437 4 10 715 3,639 38,597 20,340 Eltham. Hawera fi Hit im qr'koo o ! ' 7 ' " 4,781 1,024 4 0 64 10 0 153 5 lo| 9 1 0 3,699 3 2 14 13 2 29 5 0 4,994 2 2 233 2,703 4,451 6,185 Normanby Patea " " f'|si 344 7'm 9S J?'?! 6 19, f? 8 8 4 551 3 3 2 ' 298 5 5 j 249 9 10 15,817 18 0 249 7 1 221 10 8 38,816 2 7 3,134 45,031 20,537 43,665 Hawera." Waverlev " 8K5 9W ' I'tll 11,15 401 11,146 3,464 19 5 114 5 0 782 15 11 50 9 7 13,603 17 6 426 18 9 252 1 0 18,695 7 2 3,111 50,913 3,238 29,733 Patea. 5,05 ~ 2,279 8,408 117 2,332 ; 33,875 83 1,523 2,474 10 9 78 3 4 813 8 7 34 17 9 3,100 4 2 23 3 8 3 10 0 6,527 18 3 1,303 24,774 8,710 6,454 Waverley. Wa.totara .. .. 141 72 1,673 1,377 3,263 12 2,416, 58,717 12 568 721 6 7 7 10 0 458 9 0 7 9 3 3,493 9 10 4 1 3 1 10 0 4,693 15 111 270 17,523 572 1,206 Waitotara. \ramoho " 2 -R5 if'H? o I ,379! 48,946 " 948 390 15 9 11 5 0 430 6 4 5 15 4 2,672 3 10 3 6 11 11 15 0 3,525 8 2! 509 8,522 669 3,251 Kai Iwi Wan-anui " " ll's66 9 923 47't«9 1k'«m ll'iIt !' 032 i 4,193 298 6,560 6,489 2 2 i6 9 7 279 11 3| 139 9 10 3,968 2 7 88 17 6 190 7 4 11,172 0 3 603 16,046| 10,379) 11,694 Aramoho. Wh'a'rfl " ' " ,923 ' 15,626 78,197 156 l,530i 35,630 6,642 16,621 29,899 18 2 1,304 5 9 4,282 0 3 811 12 3 12,700 18 8 6,458 12 3 2,747 I 8 58,204 9 0 6.425 315,026 63,808 45.359 Wanganui. 1 120 23,925 41,033 .. .. .. .. 28,657 8 5 6,830 14 5 .. 35,488 2 10 3 9701 19,727 7,273 (Wharf). I
D.—2
16
RETURN NO. 12 —continued. Statement of Revenue for each Station for the Year ended 31st March, 1924 —continued.
OUTWARD. T _ i INWARD. Number op Tickets. Stations. Number Sheep Timber, cJafs" clasw" Total. Tickets "gs. Goods. Passengers. Parcels, &c. Goods. Miscellaneous. c £Ciiss?on. Cattle S |n| P Goods Single. Return. Single. Return. ' rigs - Feet ■ : ! L_ L I _ J I II — . North Island Main Lines and Branches—contd. Number N b North Island Main Lines Fordell 312 13fi 9 794 731 o qaq ko """no- a f- er , OA .. T T S Ao. £ s. d. £ s. d. £ s. d. £ s. d. £ s. d. £ s. d. £ s. d. £ s. d. Number. Number. Tons AND Branches—contd. Turakina !! !! S *8 S , .SI fcR g ,.Jg % 1'S . 0« 14 3 % U .? IS J '? " U f S M 2 S 2 2 S S MSt »' 810 "•«» « 28 »*» Greatford .. .. 320 248 2,127 1,013 3,708 10 584 26 902 40 7 246 764 8 11 7 0 0 '13 18 11 5 3 V ' 1 « « n on M 2 2 4 2^ 2 7 ' 6 °° 1,361 1,963 Turakina. Halcombe .. .. 168 79 3,542 4,115 7,904 100 186 24,032 692 2 890 1 200 14 10 72 13 2 ' }fl 15 a ' !q n « » ' J fn 14,187 1,850 2,091 Greatford. Fading .. .. 5,706 1,774 24,087 .2,.,5 43,742 147 8,545; 131,343 1,155 »', m , „ 14,3 5 1,317 11. mS » S ,! ! lSS» 321 17 11 4® S 'J >,li £S « dS SSSff^ EST"? :: K 13 S 10 S 1;S 18 S "g •« £;S S IS "SI! i S 21 S!?I?S4 J TS1 3 If VI M X'I S "!-S?Sjl 4 -£? — «■<-« bum •• • 643 611 7 ' 065 11 >636 1 9 ;955 97 6,102 74!583 411 10,«a 1 2 59 6 5 605 15 3 15 8 20'009 10 7 32 U I m 9 9 ,? S?1 3,014 2,551 Ashhurst " FOXt ° n •• •• 705 217 10,373 4,564 15,859 133 49 5,011 1,883 10.«21 2,274 8 3 98 2 7 410 2 9 20 5 6! 8 2 1,969 16 5 353 9 3 13,'462 12 11' 111 it'838 15;652 Kn™' sr° n :: :: kin iS IS "SS %S £2 IS I'Z ti™ Ifiill l% 12 i * 0 8 ilVlli S'SS iS si Ihl I ,S VI ! 5 - 400 7 9 551 13,709 7,169 24,649 S1 — Otaki .. .. 2,219 935 10,622 6 188 19 964 197 2 207 27 433 290 k' 3Qn 19 t Vol I ,n i L, ® , 1 5,992 9 56 14 5 108 8 9 15,645 2 11 1,019 18,485 11,987 11,683 Levin. Paekakariki .. .. 3,208 6,115 17,019 27,058 596 '885 1,104 lo's.33 8*450 14 9 302 1 6 °"l09 10 9 37 12 3 4'513 ]5 6 96 9 n«3 is n a of 8,838 9,618 9,953 ° taki ' Johnsonviile 1,856 5,055 12,063 52,094 71,068 13,891 446 13,770 ' 3 76 *412 t'S H 5 I 6 "'Z S I ll I '111 '? l£ 1 2 lS 3 2 0 9,823 58,'o69 S ?.'«S Thorndon (Coaching) .. 30,943 38,928 102,400 162,826 335,097 12,495 .. .. .. 10 6 320 11 3 4 52fi 4 10 90 374 19 Q A 3ftl in l rv 14R a aqt 4 in neo « n „ SK? ;; «0 89,399 91,031 235,676 445,336 22,567 „ "»$*»* | 1 81 0 0 136 ; 440 !5 3 .. .. .. . .. (Wharf) .. .. ... 5 3,801 59,437 214,363 .. .. .. .. Ml, 1 0 2,387 2 0 8,351 19 3 271,913 6 3 6,915 1,061 133,151 160,714 Wellington (Goods). Central Baking-office 16,256 5,199 13,143 7,399 41,997 5,214 .. " .. 80.9M 18 1 0 5 " !! j ui" , , " ,8.,1 'S 5 " " " 3 °' 83 ' CnM, bJZ^L. Ng.h.nra„g. ;; m m grn Ujg » J* 24 WbS!! >£i? 2 £Zl 118 3 7 SI! ,{ J « „r„ , Jhm* « »8,453 134 7,602 Lower Hutt .. .. 5,677 24,691 27,768 110,705 16 58 104 56 255 12 916 7 6 I'm 11 3 1 197 9 8 75 A R 7 I in ,n ! I X Z 5 ! 11,771 497 > 581 39 ' 226 22 >092 Petone. Upper Hutt .. .. 3,322 5,855 25,210 49,105 83,492 10,049 307 5,332 5,015 e'o91 s'461 7 4 2*909 !8 11 l'685 12 11 >50 12 2 9'376 6 3 n ? It If I ,o ? [ 1,1 2 " 19,381 13.188 Lower Hutt. Featherston .. .. 3,874 1,757 8,324 5,552 19,507 301 7,153 3>6 S M37 I 0 2 '«8 ll 0 K lo " if? \l l5 8 3 % 0° I lSH ! IS 'I t III S S IS cSSZ :: :: t,m ijS !:l? i;JS if;S A 8 2 ,«5 84°:SS 2 .SS .Vlll KS'f! 2 S I i jg'JJ ,^SI!« 81 S S! 4 s S , * ; » »•"},{' ,'f Masterton .. .. 11,066 3,939 25,940 10,624 51,569 196 8,145 135,106 4 124 ll'l06 19*494 18 7 466 18 3 1 675 12 1 314 12 9 92*699 14 n 1« 1 if Ha h i? J! a ' 45,776 12,824 12,643 Carterton. = :: ,i?T S i:S }« K8 8 ,.S &S l« .SI f IsT'sli 41} IS 11 44i 2 III « f i I 3 !S iS & SSink.:: :: '« % ?:1 1:1 !;S S : i i i : S *«;» !1! Sill »»» »«»j 4.?! 51? .SI 2 S 88 f« }« SSft ™ :: :: KS !3S 838 4:3? &S J5 S ,SS S ,S.S.I I 2!?" 1 !;2S I ? JS.U IS IS i 4241 S» 111! S B iS B S" ?aka°^u ViUe :: :: 258 3,1?8 lltu Vm» ll 1*360 'S'lSS I'™ i-Si ,5 8 S}2 S 23 '} 6 28 J 4 11 8,536 }? 2 61 6 5 75 IS 0 10,801 4 6 446 4,325 1,757 3,279 OrmondvUle. w:gw u a rau :: :: iSI ig Sli 5 S ? : is 8:389 10 7 47 10 0 4 787 17 ] 130 j 3 i2 6 $" 21618 ' m ls o ? 2l;ItI ii ll! VS i*,Z ii$l w&-. — •• •• '» 236 3 > 438 4:355 8743 - m 896 s «iis S!i tsn 2 i i2 7? a 61 iio us 1 s £ 10.a s dra'f 88 :: :: n, S3 "S 1:SS S:om »:«? 2 ,. 503 'JIS1? 1? ? 8 ' Iil *IVVI "i? 31 4 5 12 6 10 2 *1f!n 2 S 3 ', 889 144 - 012 27 - 263 38,737 Hastings - :: w : 676 50 : 574 53 ' 929 133,0032,967 2i j £&V\ ..IS Si 3 ,|i S ? iSi 3 9 !| «o! f 1 ? JSl 2 " 2 32 S 51 585 1,8/8 36,362 •• •• 75 4 6 .. 23,874 1 2 1,068 0 1 76 0 0 25,093 5 9 236 4,901 14,108 37;i37 Port Ahuriri Chief Accountant 65 1,188 7,237 11,400 400 .. 4 , 609 4 n 9 , 222 12 4 .. 57;453 16 8 .. 12,780 11 622,465 3 10 106,531 9 3 Chief Accountant. Totals .. ..445,029 368,9132,213,1332,463,483 5,490,558376,759227,809 3,409,378 1,667,328 2,295,687 1,348,351 4 2 146,313 8 1149,423 0 8 88,888 12 II 2,182,513 15 loles,440 2 3 78,212 7 114,059,142 11 10 227,809 3,409,378 1,667,328 2,295,687 Totals. Whangarei Section — :: :: ».m >.™ =!:!»! iJS 'IS £ 8 !S S ?-S »SSS II?.? SS S 5 4? 5 5 S-S'.J iSIS !2 *; 4-" 81 » s , 47 8 « 2 » •""S"'™" SET- :: :: ,42 IS iSt S 'S « S }« *g : S 4S IS? B S " £' , « 55" 'S S5 Iffl IS SSSf ' b,8bU 50,394 6,932 1,017 7 6 .. 534 1 8 6 13 4 5,660 9 0 92 4 5 20 7 . 0 7,331 2 11 376 1,595 2,079 5,043 Otiria. :: :: !;S SJ S I'JS 3™ "» 3 a ,,, JS ,;•!!? i-SJISf ;•; ;»,?? , #1 ? 8 ».«» «» »• >* » uu o 5,20932 ,« ...o. 1,57s 4,909 junok,. SZUwh.:: :: 2 :'" S ! S 1 » 'S 1:1! S! J US S I ? • S'l 4 . 4S1! «1 ,a tSU 'S ! S IS S J - J 54 0 6 383 18 9 .. 1,167 5 4 .. 1,461 10 11 976 12 10J 4,043 8 4.. .. .. .. District Office. Totals .. .. 27,167 3,642 96,829 47,568 175,206 2,090 1.51 3 | 51,727 110,605 173,638|' 23,144 13 0 1,272 12 6 2,199 0 3 1,562 18 4 55,886 4 0 4,074 1 0 1,999 Oil 1 90,138 10 0 Totals [ 1 1 Kaihu Section — Kaihu Section Se- .r ,. s s s :: " « •!« «« S5.ti a:s ISt s?s sri 4 12 ia is «c^g. •• I 1 •• 336 0 0 -.. | .. 163 14 11 594 16 10 .. .. .. .. District Office. TOtal8 " " 917 615 14,235 9,477 25,244 2 1 396 30,536 4,20o! 2,928 12 6 80 4 1 762 12 2 365 14 5 4,387 17 4 102 10 2 315 2 3 ! 8,942 12 11 21 396 30,536 4,200 Totals. Gisborne Section— Te S K™aka t,'o.31 353 2*839 ta 071 2 ]l Mr ?'^ 9 10 t 147 8 2 556 7 8 156 7 0 3,953 9 4 436 11 0 437 19 lit 11,557 13 5 528 89,079 54,241 36,508 Giston* 8 ** 10 * :: 2 :r ,. 661 8:930 16: - 8 i4 W u :» 8 ? 0 ; 11 1 1 il \lIf 1 ?!2 ? iS 10 6 1 S Ul % t:Z 1 '• - - | 30 13 8 144 4 7 .. 686 0 0 .. Cr. 4 0 0 696 9 IL 1,553 8 2 .. .. .. .. District Office. Totals .. .. 8,481 1,579 48,618 16,780 75,458 364 1,072 114,529 58,779 44.1tt| 11,092 5 7 354 0 2 1,833 17 2 871 17 4 23,256 17 10! 443 15 9 1,316 5 s| 39,168 19 0 1,07*1 114,529 M/T79 Totals. — L ! ! ! 1 I j
17
D.—2
RETURN No. 12—continued. Statement of Revenue for each Station for the Year ended 31st March, 1924—continued.
s—l). 2.
OUTWARD. INWARD. Number of Tickets. Stations. — Number Shee Timber, j mF JZ S" Total. & CaU1<5 ' Miscellaneous, cSS&SS.. Goods. Single. Return. Single. Return. ' Feet. •South Island Main Lines and Branches—- South Island Main Lines Lytt r: ton (Wha r - f) :: 41 :! 82 43 : 024 39 : 245 88 : 814 212,265 " : 415 "3S *T** m,m « 26 f 18 127 j 08 i* s d 9 1\ % A d 9 N S *T m . tlM L Z<T mm ~ WoouZn " " U1 3 'm 2 104 2 H*l 3 9M2 f'949 "l8 " " 10 Ami l \ 9 8I7 ' 5 4 112 19 11 10 3 1 "L224 18 9 li'll 4 92*10 0 " 2 ! "2 " 509 "',«M Heathcote W) ' :: 4 66 482 2 ; 2 i 8 4:5933:479 .. :: :: *>Z III If 1 573121? "I J2 10 i Vi I g I • a 25 .° 0 J® S » .. 69 .!' 055 ,. 344 10 ' 19 t X?r n * Christchurch (Coaching) ;; 71,293 64,776 149,129 207,419 492,617 25,701 139,911 5 2 9,166 3 1 17,082 18 7 5,758 12 3 C, 112 18 1 547 '0 10 864 15 6 ' 173,217 17 4 Christchurch (Coaching). Addincton 437 824 5 234 k'nua n <wo i'fi9Q « Tqs ooa aon n'J„ , " „ „ " ' " 75,566 17 11 4,676 13 4 5,456 6 5 85,699 17 8 408 346 95,752 280,151 Goods) Riccarton .. " 654 164 M31 ' 6 79 3* 128 369 I'elo 5*828 111 7 3 78 q 0 ]l n it ,s I 23 '!« 19 ° 497 13 11 789 3 6 i 27,791 12 3 25,404 558,074 27,180 79,988 Addington. Papanui 1 722 651 5 633 3 317 11 w i 097 "kq " „ 1 '®~ =0™ , ,1 ? 30 16 0 16 18 6 798 4 7 17 1 2 25 0 0 1,623 16 6 .. .. 27,653 20,753 Riccarton. P •• 1,7 bM 5,633 3,317 11,323 1,927 59 37 221 5,300 1,793 19 1 446 2 8 148 7 1 40 16 9 2,533 19 5 2 16 9 69 10 0 5,035 11 9 146 39 4 5,795 Papanui Kafapoi " " 1 490 2 258 lt'359 27*656 49*765 tot Jq K ?fn 1 ' 411 13 7 216 12 8 57 9 6 19 18 3 11,149 19 3 4 18 10 134 9 0 12,995 1 1 426 564,177 2,981 7,895 Belfast. Ran 4ora " " 2*618 3*695 2o'245 <>l\\9 5fi'o77 .ooa of'Ifn 'tfo ' 505 5 1 473 6 0 90 5 2 8,442 0 0 50 13 8 213 10 2 14,762 6 11 474 178,239 3,429 9,788 Kaiapoi Cust :: :: ' \l 'Is At % Aill Ah hi Is? Ko A™ A* 7 , l l 2 4 «7 l l l 7 ?« 16 3 123 11 6 8,871 18 8 8315 4 219 1 0 18,597 0 7 761 17,993 5,509 13,464 Ra^ra. Oxford East 271 58 2'(192 l'sfiq 4 9an on 11 405 4 5 87 4 7 46 9 8 12 4 7 1,859 11 2 6 6 7 52 15 0 2,469 16 0 145 6,044 611 2,023 Cust 271 58 2,092 1,869 4,290 39 742 65,160 103 5,054 926 5 11 48 12 2 515 9 3 16 17 1 3,496 6 10 5 13 2 34 1 3 5:043 5 8 172 18,908 1,379 5 Oxford East. Amberley " " 801 230 2*489 l's62 5*082 72 ™ ot'XS " ,« 472 10 ° 42 17 3 345 11 4 11 19 2 1,772 14 4 6 2 75 8 10 2,724 14 1 127 3,072 351 1,585 Sefton. Waipara ' " 1 183 390 3*615 fi'947 9? 1 o'alo ' 56 4 6 187 0 9 29 1 0 2,062 10 4 10 15 3 116 18 0 3,505 10 3 352 23,429 884 2,195 Amberley Warpara .. .. 1,183 390 3,615 1,059 6,247 24 1,545 139,505 .. 3,643 1,772 3 8 24 0 1 381 10 4 11 11 4 6,970 17 1 28 19 11 109 0 0 9 >98 2 5 175 16,462 359 678 Waipara Parnassus " " 196 44 483 138 «i I « 1 3 15 0 405 4 11 9 0 4 4,733 17 10 23 16 9 27 7 6 5,811 1 11 425 8,805 1,654 3,626 Mini 9 483 138 861 •• 433 56 > 618 35 719 413 6 0 .. 358 0 8 9 12 7 3,325 4 11 22 13 4 44 10 0 4,173 7 6 266 8,258 636 1,281 Parnassus. Hawaiden " " 497 111 l'254 3 '428 2*290 qtfi oq 1,738 10 7 25 9 9 159 I 5 8 25 1 6 2,261 10 5 5 19 11 30 10 0 4,246 17 10 104 9,505 830 1,554 Waikari Culverfen " " 896 5 21st ill 1*22 « Vk'I97 , „'? 3 854 10 0 18 2 0 292 6 0 10 10 3 5,793 17 2 5 12 8 9 5 0 3 1 170 11,421 402 1,491 Hawarfen Waiau " " 452 92 ?264 429 I'itl f 111 4>2 ® 2 i' 501 12 7 10 1 7 402 0 3 22 19 8 7,708 16 3 33 10 6 78 6 0 9,757 6 10 677 12,785 484 3,285 Culverden ;; :: 229 61 1,146 107 78 A 923 10IiS S 1.Sii i 11 dim"7 I 9210 0 AffiiJJ 984 iS 8 1I 2 )S S y . S " " i i 13 I - ? S:5 S ! S g '2! SI £11 IS S I Hi £&t IS I I £ ,J8 iS»- :: s si {«' {« .hi s i : i i : F ™'»« »kj is s i ,s i4?: is £ $ s a-z ,.s is sssooutn bridge .. .. 556 352 6,048 5,273 12,229 10 850 22,702 20 8,256 2,383 1 3 11 5 0 569 5 3 20 3 11 4,023 14 4 15 13 4 26 5 0 7 8 1 150 9,788 811 2,050 Shbridge. " " 219 4 (J8 1'852 7Q 3 ' 68 1 100,3 a9 J 9 ,M 57 1,541 0 3 13 2 6 344 8 1 9 3 4 3,928 13 3 33 7 0 152 11 9 6,022 6 2 1,504 27,155 1,584 3,267 Little River Templeton " " 278 242 2*426 fi'tS 1I9 A 1 13,697 262 16 9 44 7 3 67 8 3 4 17 2 6,062 14 10 7 10 4 1 0 0 6,450 14 7 656 336,661 1,192 9,236 Islington Ston •' •• is 8 566 2*235 5*90? K9 "" 4 ' 734 704 6 3 103 15 0 203 8 7 8 16 2 1,111 15 11 3 12 0 33 11 0 2 169 3 11 212 2 086 *148 1 639 TeStan Krwee " " 131 134 ?'230 f*247 i'w 1 s,n Sf'SS S'flf 1,168 2 4 36 5 ° 195 11 1 12 1 4 2 ' 988 11 7 2 14 3 3 15 0 4,407 1 2 204 9,855 224 l!o6l RoUeston " ' ' ' 40 870 -1-638 558 3,334 565 4 2 35 5 9 68 19 11 7 8 8 1,953 7 10 6 3 10 5 15 0 2,642 5 2 126 14,213 627 2,034 Kirwee. Sheffield " " 106 3 '851 3 *859 l'913 47 474 99'qsn 924 1,7 f 7 1! o 65 15 0 215 9 10 28 6 4 5,655 10 5 27 4 11 32 6 10 7,772 1 4 85 7,398 470 1,771 Darfield. ' 9 3 47 474 22,980 .. 3,903 517 14 8 60 10 0 371 17 0 9 1 1 2,270 0 9 8 8 8 39 7 6 3,276 19 8 115 14,580 524 2,405 Sheffield. Pass " 1 423 167 2' Ho, t'lll 31 "AV* ? 88 7, f 66 400 15 4 22 10 0 374 2 10 24 8 9 4,072 5 3 34 6 1 52 0 0 5,980 8 3 108 4,268 270 1,422 Springfield - " « Wll \ ™ " 1 12188 » 3 » 3 Z 'S - 832 828 5^568 6,>862 14 O 9 ' 208 m 1,562 28:656 Jffl 2 2 1 lg lS Z\ VI 58 7 1 « I I % I I I I HI ftSS Cherteey " " 163 211 1*489 ?'lfi9 i'lio 9 45 12 > 28 1 2 ,462 16 10 21 5 0 338 17 5 18 17 6 10,777 19 11 62 10 11 98 0 0 13,780 7 7 261 66,871 2,547 8,042 Methven sr :: :: 4 i£ i-z iiit iz £ 'I , : i 2: iP s i8 -° s " 7 -»» 5 " 1 u,z s Jtj —•" » » S •« ■« ?:s z'-s tss » ts s?:i 5 tn St a ss: tsrs: ».%£ ig s 'issi a is ,st s? Rangitata " " 112 14 l'oi5 t's02 6 qn III 9 c° 19 4 78 7 6 323 1 4 13 8 5 5,662 14 3 27 13 10 10 18 0 7,077 2 8 303 19,418 1,327 3,986 Hinds. wmL*, :: & ; : i ii s « g Sg -s s .s. ; Hi &»,£ £ti tsa m ~,ii s s ,js s srTemUka •• •• 1,746 850 9,366 10,619 22,581 133 i' 226 29^4 » 7 4 67 6,022 4 0 68 " 5 '.5 " 107 \l " s'Jn 6 9 28 \l 5 106 I 11 1 276 11,502 5,WO Hit Temukt*' ' " 209 177 2*9m la w 17 ' Uf* 22 14,740 352 13 4 48 17 6 733 17 8 3 11 1 6,818 04 243 35 26 7,994 6 8 316 104,267 736 5,327 Washdyke Pleasant Point .. 209 177 2,901 3,270 6,557 68 236 54,763 38 11,672 1,066 3 0 52 7 0 182 17 7 17 8 5 5,327 9 4 24 17 10 40 18 0 1 2 165 9,551 1,136 3,915 PleZft Point. Fairlie " " 797 414 5 ' 8 80 3*982 11*073 t? 190 tl'sit " « a 9 nr! ,n I " 6 122 15 8 U 11 8 2,404 5 5 20 13 8 27 7 0 ! 3,424 13 6 78 3,344 852 3,317 Alburv. Timaru " 12 433 4 468 54 079 'ii'sm I09'9qn 9 wo ian a'IH „ J 8 J' 424 2 ■ 954 10 0 28 2 6 394 8 6 31 7 11 4,375 5 11 56 0 11 104 8 8 7,944 4 5 203 2,892 2,653 6,248 Fairlie. Timaru Wharf ' ' 31,310 102,290 2,520 280 4,856 7,216 87 > 870 34,367 7 6 824 2 8 2,643 0 10 851 9 6 33,385 2 8 3,982 1 6 1,977 17 11 78,031 2 7 582 277,178 14,403 160,477 Timaru. 43,657 •• •• •• •• 7,317 2 6 .. .. 7,317 2 6 .. .. .. 53,064 Timaru Wharf. MaWWW W ' S :: :: 13 3 6? ?'£? X 2 7 m 83 242 \li\l If "A 22 ''Sg 1 ? ? 6 q 81 17 3 14 } 2 4 5 - 841 5 2 913 I SHOO, 7,125 13 0 234 100,559 564 6,250 St. Andrew's. Studbolme 689 445 9 791 J'™ « 19q ,n 16 '® 3 ? 12 5 > 59 9 564 3 3 9 7 6 53 0 10 8 13 0 2,514 11 8 10 17 2 125 7 8 3,286 1 1 132 8,159 444 1,974 Matikihi. Waimate " " 2 160 1 076 s'753 ls'llo 1I7 q«9 «7'a9o I ' ,455 13 8 48 10 4 100 7 11 27 7 11 3,599 18 11 18 18 4 64 0 0 5,314 17 1 237 11,779 821 2,031 Studholme. " ' ' ' ° 3 6,451 18,440 167 382 67,820 213 9,333 6,113 5 3 83 7 11 905 0 1 159 17 1 7,362 13 1 55 19 8 268 11 9 14,948 14 10 221 4,922 5,714 14,115 Waimate. Glentfry " " 83 54 1*359 1*219 2*715 83 909 12 AJ 4 628 9 1 " ' 9 2 286 15 1 6 17 6 4,513 11 6 26 15 2 10 4 2 5,484 7 8 89 9,230 385 1,856 Morven. ' ' ' 3 202 17,259 .. 2,949 588 2 9 42 13 9 152 5 8 12 19 5 1,683 19 6 9 2 9 43 5 0 2,532 8 10 160 1,942 709 2,694 Glenayy. . Duntr"on Un0tl ° n " 68 16 732 f'792 ms fll 55, 5f 4 " ,942 252 19 11 35 17 6 451 8 4 6 1 9 8,083 8 8 8 12 11 54 3 10 8,892 12 11 247 75,905 208 4,319 Pukeuri Junction. Kurow " " 470 1W 3 886 3 22? Afn 98 90? 52 , 3,332 444 3 10 115 0 0 297 19 1 4 11 1 3,192 11 9 3 17 1 10 10 0 4,068 12 10 74 1,223 3 266 Duntroon. Oamaru " " 5 330 1 869 30*520 1 J'rq9 99I 9aa 'i o 5,608 ,386 5 [ 23 2 6 392 1 2 22 15 10 6,685 0 7 113 18 1 11 9 0 9,635 1 7 68 3,456 1,332 4,499 Kurow. Breakwater 30,725 1,729 30,191 21,003 12 5 195 1 3 2,456 13 9 547 2 1 12,941 16 5 1,122 17 0 636 4 8 38,903 7 7 354 5,498 23.094 59,543 Oamaru 9,621 •• •• •• •• 1,453 16 1 864 7 2 .. 2,318 3 3.. .. .. 29,122 Breakwater. Ng a apara a JUnC !!° n !! 70 84 1 649 3*731 44 134 ] 45 } 9 3 12 6 295 4 5 1 10 2 7,241 13 5 24 10 2 29 0 0 7,758 9 11 170 13,755 513 2,956 Waiareka Junction. Maheno 137 51 2 031 ™ ™ " o, I'tf 466 19 3 29 7 6 70 14 2 2 19 8 2,975 15 3 13 7 1 3 0 o| 3,562 2 11 156 7,969 1,652 16,787 Ngapara. Herbert " " 65 29 T'hU '73? 9'qq? Ji If? ?' 64 15 4 113 7 6 12 11 5 4,188 6 10 7 10 3 68 1 0 5,161 1 1 273 10,599 1,392 8,816 Maheno. Hampden " " 265 94 l'sst " i'io 5 614 17 4 40 7 3 91 8 5 7 17 1 1,194 17 11 1 3 5 1 10 0 1,952 1 5 97 1,346 559 1,689 Herbert, " " ' ' 3,776 36 612 23,876 .. 8,887 913 15 0 43 11 1 296 17 5 13 3 10 4,682 10 2 44 8 7 57 14 3 6,052 0 4 103 2,627 924 3,466 Hampden. Ma'karaeo* 11 !! !' 1,699 903 i2 ' 465 9 '' 98 24,865 280 536 50,325 154 14,586 5,358 14 4 149 15 9 797 5 2 55 7 1 7,739 7 7 84 16 5 27 0 0 14,212 6 4 262 4,409 2,146 6,256 Palmerston. Watouaiti :: :: 394 "233 2;i02 -5,509 257 763 27,805 12 13 *935 1,212 8 2 m 5 8 362' 6 2 19*3 5 2^270 10 'i 5 9 0 24 17 6 S 0 " *440 '2,326 ' 1,843 IfZ «Zii. Waitati " " 691 1 074 fi'o74 ??< Io ' 146 14 7 67 19 11 234 5 3 7 7 10 733 13 6 12 14 11 4 0 0 3,206 16 0 277 1,827 1,509 6,346 Seacliff. Port Chalmers Upper " 385 l's88 2*400 8*683 ?3*05fi S }'qq» '?o ? 2,510 4 10 99 14 3 483 7 4 9 10 1 683 9 8 5 6 7 6 0 0 3,797 12 9 141 924 560 2,289 Waitati. Jrort Lhalmers Upper .. 385 1,588 2,400 8,683 13,056 54 129 1,393 .. 187 1,886 13 4 29 3 0 215 6 10 15 13 1 152 4 9 1 13 6 0 10 0 2,301 4 6 53 334 .. 38 Port Chalmers Upper. Sawyer's Bay .. .. 384 2,048 3,456 16,300 22,188 4,071 80 277 20 119 1,295 1 2 774 11 4 31 5 0 5 10 0 236 10 10 2 2 1 9 n * so fiw 9 ai7 o > u £ir mer \. - 8 -ss 14 945 is 7 x 9i s s ,. 171 , 2 * 396 43 * 541 5 *^ i2 61? 2 'f 8 2 6 ii 4 s 23 ? 9ii mi 408 ' 1601 23: 1 1 1 2? 4 4?: " Ravensbourne .. .. 1,387 8,896 3,654 21,654 35,591 5,066 .. .. .. 11 1 351 2 3 1 565 1 0 16 15 11 7 3 8 16 5 6 2 2 H " , ™ ,j 2 " " "aza. 17«q b Pelichet Bay .. 312 1,880 2,216 9,049 13,457 1,978 .. .. 193 11,878 * 809 13 10 *255 4 3 II f 7 2 17 5 l, 9 k 11 8 W 4 9 17*0 6 S " 0 " " mS £Tay" Dunedin (Coaching) .. 36,161 48,099 109,134 206,682 400,076 10,806 133,086 15 4 10,730 19 10 17,595 2 9 3,668 17 11 Cr. 89 7 3 745 10 7 567 14 8 166,305 13 10 Dunedin (Coaching). Cave'rsham " 'fiSO i'oi9 is «o o'kao 17,162 120,328 .. .. .. .. 149,692 16 9 2,004 13 6 4,620 2 10| 156,317 13 1 811 1,931 107,977! 262,992 ,. (Goods). Caversnam .. .. 680 805 4,912 9,142 15,539 2,562 .. .. 95 950 2,157 4 0 331 15 10 137 17 4 26 19 10 863 0 3 5 19 11 10 16 0 3,533 13 2 .. .. M77 5,832 Caversham. " " 767 6*494 3*635 1'lil 2 ' 919 39,654 24 33,725 854 19 7 422 11 2 38 10 9 5 14 0 17,716 5 11 77 8 5 139 10 0| 19,254 19 10 18,407 362,095 848 23,218 Burnside. iSTd " " 46a w'Si lA«ll t'l?A ■■ ■■ 33 42,605 1,836 16 10 1,169 1 1 34 15 2 9 16 4 6,649 6 7 0 13 8 120 13 0 9,821 2 8 7 .. 823 10 693 Green Island. " " 363 l'639 3*620 Ii'm? in «7fi " « f' 046 11 3 1,189 2 0 23 1 10 9 15 0 1,782 1 10 47 13 9 51 0 0 5,149 5 8 .. .. 22 2,211 Abbotsford. Middlemarch " " 676 ?'fifq , 9I0 IAI, ° 6 9,124 1,594 6 0 334 10 4 1,161 2 1 16 0 5 4,054 0 11 11 3 0 215 10 0 7,386 12 9 148 3,182 484 1,471 Wingatui. 1,679 53 ~ 3,131 35 1,263 45,931 .. 4,823 1,041 11 4 29 13 6 762 0 0 13 17 10 6,028 7 8 22 19 3 19 0 0 7,917 9 7 , 448 5,720 2,399 3,762 Middlemarch. Ranfurlv '* " 707 236 , 24,392 36 750 989 3 10 .. 126 4 0 7 0 8 2,817 13 7 2 15 9 7 0 0 3,949 17 10 11 86 3,915 3,W9 4,083 Waipiata. Oturehua '* " 136 29 662 275 f'?09 99 J 55 !' 6 ii 1,508 16 6 ! 3 2 6 ' 319 7 2 11 15 8 4,622 8 11 20 8 0 19 6 01 6,505 4 9 48 2,879 1,684 2,621 Ranfuriy. Omakau " " 424 190 1 «9 I'm 3 I ,0 i? 196 ?, 12 13 15 ° 219 6 2 7 2 3 5,406 7 5 6 19 6 2 10 0 6,165 12 9 18 4,426 439 1,040 Oturehua. Alexandra " " 890 2M l'fiQ3 I'm " 9± 79 l'? 07 1,201 7 3 ' " 320 13 5 8 15 7 3,556 8 8 11 2 T 19 10 0 5,117 17 6 169 4,056 1,451 3,471 Omakau. Alexandra .. .. 90 292 1,693 561 3,436 24 73 3,387 115 2,287 1,761 1 2 95 12 01 3W 8 1 19 5 6 3,208 5 1 9 17 10 7 18 10 5,492 8 6 121 2,768 1,561 3,849 Alexandra. rmmwell " 1 446 ill o 090 , I'H? 200 1,168 990 10 6 I 111 9 61 118 19 8 12 9 11 1,894 13 5 9 5 5 2 0 0 3,139 8 o 1 : 47 602 1,401 2,146 Clyde. vtn«rtl] " " 1 '410 nfi fi 37 5,744 3,706 10 9 28 8 0 342 17 7 27 12 1 8,487 10 10| 35 15 2 30 4 0 12,658 18 5 184 4,194 5,641 5,767 Cromwell. 276 ltl 5*2?7 3 i'2 6 '?! 9 9 '^ 9 158 11,192 6,869 4 8 1,599 5 3 1,226 17 0 134 8 11 2840 9 3 8 5 2 44 0 0 12,722 10 31 489 3,835 2,770 2 >8 36 Mosgiel. " " 134 297 f'?52 I'qrS 1 if'?Io 50 ' 970 7 10 | 167 5 9 157 4 2 12 11 2 1,260 14 9 10 10 ! i " 2,578 13 9l 162 2,927 2,3 W 8,029 Outram. Allan ton .. .. 134 297 2,152 4,985 7,568 4 614| 11,142 .. 4,023 878 19 11 2 10 0 125 15 1 7 7 3 1,788 11 llj 1 11 11 .. 2,804 16 1, 433, 6,652 909 2,616 Allanton
D.—2
18
RETURN No. 12 —continued. Statement of Revenue for each Station for the Year ended 31st March, 1924—continued.
OUTWARD. INWARD. Number op Tickets. Stations. Number Timber, Cattle Sheen Timber, Stations. of r> Q ffio Hundreds of Other Ordinary Season „ » Luggage, Rents and Total Value flnfl and Hundreds of Other First- First- Second- Second- Season * p - Superficial Goods. Passengers. Tickets. Parcels, &c. Mails, &c. Goods. Miscellaneoub. commission. forwarded. Calves Pies Superficial Goods. class class class class Total. Tickets. g ' Feet. 8 ' Feet. Single. Return. Single. Return. . ! I I J ! i South Island Main Lines South 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. AKD Bi!anches rovld. Waihola .. .. 186 105 2,749 3,005 6,045 139 192 5,049 119 776 760 5 6 49 7 11 144 6 10 5 17 4 528 15 4 5 9 5 5 0 0 1,499 2 4 217 2,411 71 3,257 Waihola. Milburn .. .. 31 50 1,329 1,031 2,441 45 118 10,591 596 36,798 362 0 11 23 10 3 36 8 5 3 0 6 5,228 3 3 213 10 4 59 10 0 5,926 3 8 52 1,343 238 14,256 Milburn. Milton .. .. 1,446 1,454 7,962 9,504 20,366 59 604 35,508 20 17,918 6,002 18 1 55 1 2 549 5 2 81 2 8 9,928 13 9 134 17 6 174 12 6 16,926 10 10 592 5,427 4,341 12,928 Milton. Waitahuna .. .. 94 69 871 1,088 2,122 16 223 17,213 26 1,408 475 8 8 22 17 11 162 7 4 6 19 1 1,440 15 10 21 3 1 3 5 0 2,132 16 11 104 1,530 717 2,479 Waitahuna. Lawrenoe .. .. 1,236 851 4,583 4,239 10,909 6 161 16,955 67 2,367 3,232 15 4 13 1 0 396 17 1 47 8 1 3,911 0 9 14 0 6 15 16 0 7,630 18 9 222 1,969 1,443 4,868 Lawrence. Beaumont .. .. 774 103 2,357 459 3,693 .. 94 5,083 • 20 4,832 1,530 10 0 .. 336 6 3 30 10 8 5,693 12 0 478 10 1 2 15 0 8,072 4 0 168 5,689 4,119 7,098 Beaumont. Lovell's Flat .. .. 75 132 916 1,062 2,185 28 177 7,327 237 34,286 386 7 8 58 12 6 79 6 8 3 11 5 12,883 12 7 401 6 9 25 0 0 13,837 17 7 27 2,010 1,479 2,035 Lovell's Flat. Stirling .. .. 517 324 5,502 5,529 11,872 131 3,342 5,703 17 103,440 3,153 9 9 108 8 0 205 7 5 20 18 7 48,401 2 7 861 8 8 59 5 0 52,810 0 0 1,905 1,861 4,013 8,084 Stirling. Balclutha .. .. 2,062 1,175 17,668 8,380 29,285 77 1,786 59,670 2,508 10,618 8,412 4 2 220 10 7 859 10 0 170 13 7 12,260 13 6 87 10 5 157 10 7 22,168 12 10 1,236 31,041 6,091 10,589 Balclutha. Owaka .. .. 253 79 3,591 3,210 7,133 13 829 16,476 65,515 7,988 1,961 17 1 8 2 6 517 2 8 25 15 5 17,549 18 0 21 11 9 116 5 0 20,200 12 5 544 49,916 1,776 10,174 Owaka. Tahakopa .. .. 123 63 3,303 5,158 8,647 1 202 769 50,699 1,453 2,682 16 9 0 12 6 153 6 4 4 16 5 10,597 6 0 72 1 11 325 2 0 13,836 1 11 179 3,189 254 3,394 Tahakopa. Waiwera .. .. 119 52 1,046 746 1,963 5 372 25,145 91 2,263 551 17 4 3 15 0 340 13 11 5 19 7 2,346 3 0 3 14 5 .. 3,252 3 3 118 4,511 777 5,488 Waiwera. Clinton .. .. 533 310 8,703 6,477 16,023 62 520 29,455 12 1,693 3,740 5 6 117 13 7 153 9 9 24 10 10 2,794 14 2 17 2 9 296 5 7 7,144 2 2 73 7,665 1,623 4,446 Clinton. Waipahi .. .. 152 137 1,290 2,411 3,990 24 499 45,795 35 7,051 1,039 14 8 18 11 3 341 18 6 9 9 1 6,328 3 6 5 11 0 159 19 4 7,903 7 4 178 5,452 3,315 8,251 Waipahi. Tapanui .. .. 336 133 1,886 840 3,195 .. 128 11,386 21 1,091 1,137 12 6 .. 273 8 8 18 16 5 1,576 0 0 4 7 4 2 10 0 3,012 14 11 161 2,555 1,452 5,208 Tapanui. Kelso .. .. 75 29 732 797 1,653 7 140 15,488 42 1,614 473 1 0 4 7 6 99 12 8 5 4 1 1,931 18 0 3 4 4 36 2 6 2,553 10 1 53 1,514 665 3,040 Kelso. Heriot .. .. 283 74 2,286 1,613 4,256 17 506 48,454 65 3,946 1,487 10 11 18 18 6 292 5 9 18 11 5 6,284 5 6 8 17 5 60 5 0 8,170 14 6 105 2,089 1,433 6,790 Heriot. Gore .. .. .. 3,265 2,191 27,178 18,357 50,991 989 1,430 53,725 838 22,772 15,767 14 8 612 10 4 1,948 0 11 321 18 0 16,818 1 1 213 18 2 1,757 5 8 37,439 8 10 814 13,688 10,609 30,524 Gore. Riversdale .. .. 315 211 4,137 5,124 9,787 94 857 69,611 40 11,171 2,343 1 8 75 19 7 440 11 9 17 0 8 9,791 1 9 16 1 7 99 0 0 12,782 17 0 153 13,712 4,493 14,494 Riversdale. Mataura .. .. 489 364 7,849 11,033 19,735 364 378 7,172 2,89(5 23,972 4,280 4 6 262 19 8 304 4 1 50 10 1 13,370 2 3 24 14 11 155 0 0 18,447 15 6 316 60,217 2,441 11,112 Mataura. Edendale .. .. 683 434 6,471 6,613 14,201 245 1,951 11,950 66 5,239 3,838 15 8 164 8 10 276 0 5 36 12 1 5,786 12 9 83 3 10 116 15 0 10,302 8 7 722 16,097 4,969 18,930 Edendale. Wyndham .. .. 360 248 5,140 3,065 8,813 124 1,562 16,116 4,268 2,938 1,985 3 9 97 9 2 375 8 8 32 12 7 4,466 13 9 17 12 4 30 19 0 7,005 19 3 130 8,616 2,622 9,522 Wyndham. Woodlands .. .. 136 128 3,495 4,298 8,057 177 847 25,295 603 5,293 1,591 0 11 94 11 6 219 3 3 19 0 3 3,645 11 5 13 8 9 20 2 0 5,602 18 1 731 11,382 4,235 18,126 Woodlands. Invercargill (Coaching) .. 12,752 10,723 86,724 89,811 200,010 4,831 .. .. .. .. 55,647 3 0 4,055 12 4 6,762 8 4 1,233 14 8 Cr. 22 11 Oj 194 7 2 .. 67,870 14 6 .. •• •• Invercargill (Coaching). (Goods) .. .. .. •• •• .. 2,631 23,141 27,949 65,762 .. .. .. .. 52,979 11 5 783 6 1 2,749 0 7 56,511 18 1 2,332 20,744 58,699 158,270 „ (Goods). Waimahaka .. .. 291 267 7,581 9,685 17,824 159 1,484 27,559 24,670 4,006 3,152 10 3 105 15 0 456 15 9 4 3 5 5,873 15 7 33 15 8 116 11 6 9,743 7 2 569 3,378 6,805 18,911 Waimahaka. Bluff.. .. .. 1,170 2,525 9,202 19,242 32,139 1,838 76 280 47,850 89,083 4,857 8 7 1,038 2 0 554 0 11 37 3 9 46,183 7 4 4,264 12 11 765 8 9 57,700 4 3 957 172,323 22,733 76,580 Bluff. „ (Wharf) .. .. .. .. .. .. .. .. 8,068 .. .. .. 1,611 8 4 .. .. 1,611 8 4 •• •• •• 27,784 „ (Wharf). • Makarewa .. .. 67 174 1,770 1,547 3,558 610 1,253 27,602 7,324 40,206 334 7 7 190 15 2 167 17 1 9 10 0 11,804 0 10 25 11 10 90 19 0 12,623 1 6 1,084 102,162 5,446 10,442 Makarewa. Thornbury .. .. 193 130 2,839 1,938 5,100 179 473 30,374 9,370 6,724 761 3 8 122 19 10 169 19 8 11 19 11 4,550 15 I 5 14 0 1 10 0 5,624 2 2 121 4,440 5,099 9,296 Thornbury. Riverton .. .. 1,203 649 8,156 3,438 13,446 252 183 1,680 51,435 4,417 2,619 9 3 148 7 11 814 11 2 41 9 2 11,515 19 0 9 15 0 172 18 0 15,322 9 6 88 892 4,325 6,704 Riverton. Orepuki .. .. 392 372 4,892 5,411 11,067 536 450 9,800 30,811 2,518 2,056 19 10 199 9 1 209 17 0 17 16 9 8,579 18 3 7 1 7 242 15 6 11,313 18 0 161 2,834 1,448 3,853 Orepuki. Tuatapere .. .. 893 558 11,545 10,008 23,004 83 451 18,475 63,085 3,834 4,798 18 5 62 4 9 452 3 11 26 5 7 17,933 19 3 279 17 0 214 5 0 23,767 13 11 204 3,675 1,179 6,294 Tuatapere. Otautau .. .. 557 347 4,366 3,700 8,970 281 851 39,589 16,350 175,468 2,120 6 7 210 9 1 437 11 6 21 0 4 92,876 13 6 1,801 8 4 93 18 6 97,561 7 10 305 2,043 7,464 8,677 Otautau. Nightcaps .. .. 469 419 5,419 5,379 11,686 113 35 2,852 .. 5,166 3,213 8 2 76 1 2 186 1 2 19 7 6 2,061 19 10 10 17 9 1 13 0 5,569 8 7 125 1,889 11,932 19,107 Nightcaps. Winton .. .. 829 493 9,906 6,090 17,318 341 1,237 83,671 14,524 40,383 3,130 4 4 258 9 6 998 6 2 45 11 10 13,097 4 8 20,16 11 165 3 6 17,715 16 11 525 10,696 11,174 18,995 Winton. Centre Bush .. .. 12 6 117 72 207 2 86 10,111 429 1,008 40 3 2 1 19 5 1 11 9 4 0 15 4 738 6 6 0 19 6 15 10 0 809 3 3 10 341 90 199 Centre Bush. Dipton .. .. 168 129 1,286 1,186 2,769 85 222 22,225 678 7,553 707 3 9 62 15 0 151 6 1 7 19 1 2,163 17 2 8 3 0 40 13 0 3,141 17 1 237 2,730 7,397 8,660 Dipton. Lumsden .. .. 1,226 757 12,134 7,758 21,875 286 939 46,069 49 5,721 5,324 15 1 199 15 4! 752 16 10 84 6 4 6,668 18 3 14 3 2 122 12 6 13,167 7 6 302 7,569 3,147 8,150 Lumsden. Kingston .. .. 455 90 2,310 1,454 4,309 .. 37 2,382 23 301 1,547 13 3 .. 49 2 5 69 19 11 385 6 5 1 17 7 27 4 9 2,081 4 4 45 8,646 1,007 2,804 Kingston. Through traffic (Lake 903 204 1,344 260 2,711 .. .. 1,990 1,004 1,917 2,413 6 3 .. 682 18 8 24 3 5 2,818 6 4.. .. 5,938 14 8 150 1,414 372 3,779 Through traffic (Lake Wakatipu) Wakitapu). Through traffic (Westland) 826 116 825 99 1,866 .. .. .. .. .. 1,341 16 3 .. •• •• •• •• •• 1,341 16 3 •• •• •• •• Through traffic (Westland). Chief Accountant .. 3,497 228 2,143 8,352 14,220 185 .. .. .. .. 5,767 14 1 6,590 17 11 .. 36,138 0 0 .. 7,130 5 4 10,372 2 11 65,999 0 3 .. •• Chief Accountant. Totals .. .. 260,690 269,693 998,9371,373,894 2,903,214 128,520 84,655 3,941,699 644,529 2,342,301 681,316 1 3 57,794 4 3 91,979 19 1152,023 4 1 1,399,650 18 350,193 9 341,630 13 02,374,588 10 0 84,655 3,941,699 644,529 2,342,301 Totals. Westland Section— Westland Section — Ross .. .. .. 414 374 4,608 7,203 12,599 16 764 6,380 40,050 1,669 1,706 18 1 13 2 6 213 12 5 12 2 4 4,326 10 5 5 13 10 102 10 0 6,380 9 7 29 393 510 3,264 Ross. Hokitika .. .. 3,914 1,601 13,576 7,091 26,182 99 41 364 164,303 3,098 6,161 13 7 63 19 9 1,044 17 5 117 10 9 16,592 5 2 63 7 4 422 14 7 24,466 8 7 159 1,893 2,479 12,772 Hokitika. Kumara .. .. 385 353 1,989 1,739 4,466 82 434 3,733 124,973 1,248 620 6 10 62 5 0 116 13 5 13 0 4 6,684 8 3 18 19 3 116 4 6 7,631 17 7 67 1,772 593 2,781 Kumara. Greymouth .. .. 10,212 4,483 47,697 38,662 101,054 1,526 249 738 19,318 11,922 20,711 6 4 916 1 II 2,987 6 4 523 13 10 7,006 5 8 9,297 16 5 1,670 14 4 43,113 4 10 1,408 7,429 15,018 14,993 Greymouth. (Wharf) .... .. .. .. .. .. 19 23 8,584 .. .. .. .. 7,252 11 6 .. .. 7,252 11 6 •• •• 455,893 269,418 „ (Wharf). Runanga .. .. 76 335 4,358 19,611 24,380 1,540 5 .. 2,462 62,930 1,757 3 4 445 18 0 40 8 9 7 2 5 8,833 6 10 71 13 5 250 5 0 11,405 17 9 50 3 399 3,035 Runanga. Rewanui .. .. 20 38 1,650 2,625 4,333 10,862 2 24 130,503 374 7 3 1,923 10 5 8 3 10 1 12 6 21,456 4 9 101 11 3 51 2 8 23,916 12 8 1 .. 2,315 3,632 Rewanui. Stillwater .. .. I 319 524 3,237 5,183 9,263 143 51 104 62,411 2,904 1,172 3 10 72 3 7 150 4 6 11 5 7 3,204 9 3 6 8 1 199 5 0 4,815 19 10 119 150 191 802 Stillwater. Ngahere .. .. 291 436 3,206 3,565 7,498 102 822 9,234 62,254 1,268 1,178 7 10 50 10 8 226 12 2 21 18 I 3,455 19 7 3 2 2 338 1 8 5,274 12 2 107 2,610 77 1,221 Ngahere. Blackball .. .. 177 357 2,995 4,665 8,194 48 .. .. .. 95,230 1,470 0 2 32 18 3 49 11 6 5 17 10 19,231 7 9 12 1 0 28 5 0 20,830 1 6 .. 2 632 2,376 Blackball. Ikamatua .. .. 315 280 1,557 1,041 3,193 48 363 3,912 14,536 2,063 803 10 5 41 17 6 237 0 9 10 1 9 1,618 16 11 3 12 2 106 16 6 2,821 16 0 313 2,772 159 4,836 Ikamatua. Reefton .. .. 3,145 885 10,026 4,684 18,740 34 259 8,843 29 531 40,229 5,766 3 3 32 7 9 730 11 4 65 12 1 16,534 13 9 590 9 4 280 8 0 24,000 5 6 673 2,297 3,252 2,979 Reefton. Moana .. .. 185 83 2,423 896 3,587 13 257 869 134,025 877 599 10 5 8 2 6 288 7 7 8 17 2 12,162 5 6 6 13 7 467 17 6 13,541 14 3 47 225 569 1,850 Moana. Otira .. .. 1,875 462 6,742 3,215 12,294 .. 295 6,299 32,614 829 3,265 0 2 .. 531 12 1 19 17 9 16,838 8 6 27 9 3 67 15 0 20,750 2 9 588 20,930 204,437 39,395 Otira. Chief Acoountant .. 935 935 10 .. .. .. 86 6 6 595 12 1 .. 2,944 2 2 .. 3,305 8 0 1,617 16 2 8,549 4 11 .. .. .. •• Chief Accountant. Through traffic (S.I.M.L. 827 118 829 100 1,874 .. .. .. .. .. 792 9 11 .. •• •• •• •• 792 9 11 .. •• •• Through Traffic (S.I.M.L. and B.) and B.). Totals .. .. 22,155 10,329 104,893 101,215 238,592 14,523 3,561 40,476 686,524 363,354 46,465 7 11 4,258 9 11 6,625 2 1 3,762 14 7 145,197 13 1013,514 5 1 5,719 15 11 225,543 9 4 3,561 40,476 686,524 363,354 Totals. Westport Section— Westport Section — Westport .. .. 206 125 19,380 16,196 35,907 1,035 33 1,659 2 384 9 178 3,609 4 6 415 0 7! 549 0 5 195 6 3 15,715 13 5 5,177 10 6 496 5 10 26,158 1 6 44 745 26,448 455,567 Westport. Waimangaroa Junction .. 31 71 4,153 5,098 9,353 315 6 76 24'890 116 575 861 19 6 110 7 0 126 15 2 6 15 5 18,729 0 1 34 0 11 68 10 0 19,937 8 1 1 373 3,622 5,394 Waimangaroa Junction. Granity .. .. 89 192 10,442 12,357 23,080 773 37 740 5 090 343,539 3,300 1 0 429 10 4 181 9 9 14 2 8 64,284 2 11 7 3 9 356 0 0 68,572 10 5 31 1,357 2,294 8,331 Granity. District Office .. .. .. .. .. 220 220 .. .. .. .. 26 14 7 77 9 5I •• 560 0 0 .. 9 12 6 299 15 1 973 11 7 .. .. •• District Office. 1 i | Totals .. .. 326 388 33,975 33,871 68,560 2,123 76 2,475 32 364 469,292 7,798 19 7 1,032 7 4 857 5 4 776 4 4 98,728 16 5 5,228 7 8 1,220 10 11 115,642 11 7 76 2,475 32,364 469,292 Totals. Nelson Section— Nelson Section. Port Nelson .. .. .. .. .. .. .. 7 136! .. .. .. 499 8 6l .. .. 499 8 6 .. .. 1,100 Port Nelson. Nelson .. .. 915 665 12,777 10,427 24,784 871 27 1,044 i 9061 9'.570 2,656 19 1 675 4 4 210 6 3 125 13 6 5,925 17 1 191 3 10 394 18 4 10,180 2 5 233 10,859 18,986 26,946 Nelson. Wakefield .. .. 367 206 7,652 5,537 13,762 55 228 6,786j 6 378 15 424 1,348 2 7 35 19 7 154 17 1 13 19 1 4,258 3 4 8 9 6 39 13 6 5,859 4 8 38 809 2,423 5,846 Wakefield. Kohatu .. .. 48 42 874 613 1,577 19 121 8,152' 10 190 4 847 263 17 0 22 5 8 245 11 1 7 7 0 2,943 5 11 8 14 10 0 10 0 3,491 11 6 28 1,121 115 853 Kohatu. Glenhope .. .. 324 69 4,677 1,339 6,409 .. 76 3,943 3*783 ' 930 1,215 6 2 .. 52 17 7 9 17 1 1,917 11 5; 13 16 5 43 15 0 3,253 3 8 153 7,136 733 3,162 Glenhope. Distriot Office .. .... .. .. 360 360 . .. ' 45 1 3 121 2 2 .. 854 0 0 .. .. 469 11 6 1,489 14 11 .. .. .. •• District Office. — 11 1 i A 1— Totals .. .. 1,654 982 25,980 18,276 46,892 945 452 19 925! 22 "57 37 907 5,529 6 1 854 11 9 663 12 0 1,010 16 8 15,544 6 3 222 4 7 948 8 4 24,773 5 8 452 19,925 22,257 37,907 Totals. H ™ ———1 1— : Pioton Section— . Picton Section Picton .. .. 4,417 400 9,158 4,800 18,775 124 58 4 076 477 20 883 1 980 18 10 128 13 3 185 6 4 38 12 2 10,173 6 11 2.192 8 9 104 19 6 14,804 5 9 166 87,795 1,007 26,899 Picton. Blenheim .. .. 5,346 1,759; 13,682 6,419 27,206 278 496 97 659 2 248 29*892 3,193 18 1 192 17 9 611 14 3 149 16 7 11,331 18 4 158 18. Ill 615 17 10 16.255 1 9 528 26,982 139 27,991 Blenheim. Ward .. .. 212 66 4,580 3,993 8,851 3 498 32 4691 ' 1 7'930i 1 426 6 3 1 17 6 277 11 2 3 18 7 2,915 2 10 0 10 7 18 4 8 4,643 11 7 358 19,427 1,580 3,815 Ward. District Office .. .. 340 340 ' 40 11 10 96 15 9 .. 784 0 0 .. 375 2 3i 398 7 7 1,694 17 5 .. .. .. •• District Office. " j j : Totals .. .. 9,975 2,225 27,420 15,552 55,172 405 1 052 134,204 2 726| 58 705 6,641 15 0 420 4 3 1,074 11 9i 976 7 4 24,420 8 11 2,727 0 ft 1,137 9 7 37,397 16 6 1,052 134,204 2,726 58,705 Totals. =3 1 LakeWakatipu Lake Wakatipu Steamers— Steamers Totals .. .. 3,008 1,647| 5,455 3,588 13,698| 15 223 9,162i 2,874 6,095 3,730 3 9 220 17 6 609 17 10 564 10 8i 3,626 5 0 22 2 5 98 7 10 8,872 5 0 223] 9,162 2,874 6,095j Totals.
I).— 2
RETURN No. 13. Statement of Carriage, Brake-van, and Wagon Stock, and Tarpaulins, for the Year ended 31st March, 1924.
6—D. 2.
19
Description. Class. H a -i. □ a 9 p A '3 a 5 * » r5 ID 0> ill 6 2£ 6 a E o A ■J, 3 «a i S s « § o a -j: <D 9 a a in a » .3 55 Oh -3 HH o Eh Cabkiaoss. Sleepers, bogie, 50 ft. .. First-class, bogie, 50 ft. Ladies' (composite), bogie, 50 ft. Second-olass 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. .. ., 41ft „ 39Jft „ 37Jft „ 35 ft. .. Ladies' (composite), bogie, 47 .i ft. „ 50 ft. Motor-train, bogie, 60 ft. First-class, bogie, 50 ft. „ 47£ft. „ 44 ft. „ 43 ft. „ 30 ft. Composite, bogie, 60 ft. „ 50 ft. „ 47Jft. „ 46 ft. „ 44 ft. ,, 43 ft. ,. 42Jft. „ 39£ft. ,, 30 ft. „ 6-wheel Second-olass, bogie, 52 ft. „ 50 ft. „ 47£ft. „ 46 ft. „ 44 ft. „ 43 ft. „ 42Jft. „ 39|ft. „ 35 ft. „ 30 ft. ,, 6-wheel .. „ 4-wheel Postal, bogie, 50 ft. „ 44 ft „ 39Jft „ 30 ft Rail-motor, 58 ft. 42rVft. Aa Aa Aa Aa Aa .. Aa A 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 ii . 10 39 6 41 2 1 5 7 2 1 3 4 39 •II 2 11 8 49 102 57 7 15 2 12 1 5 1 4 7 2 4 1 76 2 1 1 101 7 92 1 2 4 1 •• 2 2 2 10 39 6 41 2 1 1 5 1 9 14 2 3 4 3 5 39 119 5 II 1 8 50 212 7 172 7 45 HI 32 10 1 90 222 4 208 18 17 13 3 27 25 3 9 8 2 1 1 1 i 2 30 4 19 6 1 2 1 2 1 89 99 I 120 4 109 3 2 83 18 3 10 3 9 4 3 3 4 14 3 6 3 2 17 13 4 1 7 4 2 2 4 1 1 1 Totals 26 4 796 13 652 10 14 12 1,527 Bkaku-vans. Brake-vans, 4-wheel .. „ bogie Fell F F p 9 5 2 (i 212 7 '4 58 136 4 2 5 3 3 1 4 81 369 11 Totals 198 6 5 461 II 225 Wagons. Horse-boxes Cattle Sheep Covered goods Sleeping-vans High sides Wharf '.'. '.'. .. Low sides „ steel Work-train Timber Iron hopper .. „ for ballast Platform coal 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 Ob P W X Xa " Xb Y Yb R Rb Rd Rn 2 22 20 10 89 24 20 34 112 i 4 \-l 40 138 301 940 288 25 5,296 2,270 424 128 76 66 39 10 29 1 4 40 2 47 40 12 116 235 804 407 43 5,025 2,281 45 891 35 199 4 5 1 17 24 32 1 5 10 6 1 103 14 8 4 4 29 3 174 21 262 575 1,843 722 70 10,755 4,551 45 1,450 160 145 457 39 10 228 1,168 354 211 218 154 12 363 308 91 64 40 199 26 6 1 1 238 173 114 97 495 75 32 95 56 12 152 84 21 673 15 7 16 2 195 222 70 64 40 Carried forward 24,295 582 60 11,243 1146 11,103 1756 163 1242
D.-r2.
RETURN No. 13 — continued. Statement of Carriage, Brake-van, and Wagon Stock, and Tarpaulins, for the Year ended 31st March, 1924— continued.
RETURN No. 14. Statement of Locomotive Stock for the Year ended 31st March, 1924.
20
Description. Class. CD 3 Qt eg ,s ri B s" » a JH o A CO 5 O cS to O -5 © ° * i-H.y CJ 00 rik-3 fl « g, a « o I 'i a 5 i .2 o en h 3 g Brought forward 582 (in 11,243 146 11,103 756 163 242 42 24,295 Wagons— continued. Sheep, bogie Cattle, Platform, „ .. Gas-storeholders, bogie Platform, „ .. Horse-boxes, „ .. Frozen meat, „ .. s T u Qa Ub Ug V Vb Z Zp 8 2 73 49 213 9 127 32 54 115 61 36 40 52 26 110 7 159 29 75 60 40 48 4 4 6 125 75 6 385 18 286 61 129 175 101 84 Covered goods, „ .. Totals.. 592 60 12,012 186 11,709 760 167 248 18 25,734 Tarpaulins 147 24 8,874 115 10,905 52 175 290 30 20,582
ui HI a 9 Type. Diameter. Cylinder. Coupled Wheels. Diameter. m , «a «a '2 Truck ,j a § „; I oS.-J Wheels. £ i.J j Sa £~ *! «• $a% a r-.g-g-s § . a 1 a fl J« S flhigj ago . N „ Dia- -a -g g.S-q » 3.5j; fl « -3 ! s o No - meter. (S M fc| 5 tg| a Z.S H S~ I I 6 304 .. .. 50 .. 7 1 57 Stroke. No. A Tonder (4-oyl. balanced compound) Tender (superheated) .. In. 12 &19 In. 22 6 Pt. In. 4 6 Aa 18 24 6 4 1 6 304 I .. .. 10 I 10 \l »| •• •• « ••; - •• ■•: « 6 304 i o -. 1 4 304 .. .. " 8 4 264 • • •• •• •• I 10 .... 10 4 264 • • • ■ 30 • ■ I ' 30 (2 28 1 , I , 1 2 304 f ■ • ■ • •• 1 2 18 i .. .. 1 ..' 1 ....-• 2 .... 2 24 .. I 42 2 1 •• 71 2 24J3.. 4 11 3 232 18 2 304 I .. .. 6 .. ! 6 2 24| ! .. .. 14 .. ! 14 28 4 304 j 5 5 6 264 • • • • 4 .. I 1 5 4 264 4 i 6 284 • - • • 4 .. 4 4 284 ■• •• 9 •• ! 10 4 304 2 2 4 304 I .. .. 2 2 4 304 .... 2 2 2 304 .. .. 1 1 2 304 .... 2 2 2 304 . .. .. 1 1 2 264 .. .. 2 .. 6 1 8 {i ii}\- ■•.••• 7 1 i3 4 364 .... 5 .. 7 12 4 364 • • •• 3 3 2 24| .... 1 .. 4 5 4 304 .. .. .. .. 9 9 4 304 0 ...... 6 4 264 20 ....... 20 4 304 2 .. .. .. 2 4 30i 10 ...... 10 4 28 .... 2 2 4 204 .. .. 1 .. 10 i 11 4 264 2 2 4 284 •• •• 2 6 3 : 11 4 244 .... 3 .. 1 4 f 4 304 1 „ 2 (4 264) •• - 2 2 4 25 7 5 .... 12 6 25 1 .. 10 .. 7 18 8 304 .... 1 .. 1 2 0 304 .... 16 I .. 16 .. 2 4 38 8 264 •• •• 20 20 4 244 .... 2 2 I 2 304 1 t , 14 264f ■• •• J 4 304 I 8 8 I 4 26-V f •• •• 8 264 •• •• 48 .. 2 50 (S fofl ■'■ - 18 18 ...... 1 .. .. 1 Ab Ab B Ha Bb t> ». 17 17 16 16 17 114 & 19 94 104 12 14 14 12 12 12 13 15 15 10 &17 I0&17 11 &18 16 II &18 15 26 26 22 22 22 6 6 8 8 8 4 6 4 6 3 6J 3 64 3 64 34 1 8 (409) „ „ (superheated) „ (compound) 10 I'.I! I 20 8 3 7 F Tank ,, 18 18 18 10 20 20 18 18 20 20 20 20 20 20 20 20 20 4 6 6 4 6 4 4 4 4 6 6 6 6 8 8 8 8 3 04 3 04 3 04 2 8 3 64 4 14 3 64 3 9 3 8J 4 14 + 14 4 1 i 1 3 7 3 7 3 7 3 5 3 1 42 3 2 2 1 3 Fa II 2 ,, .. (Fell).. Tender 14 5 1 4 Tank liA M »» ■ ' * * Tender i 2 „ (compound) No Oa »» »» * ■ »» ».> Ob Oo P ,, (compound) 6 ' 16 22 6 4 14 7 •"I Single Fairlie.. 12i 13 15 16 16 16 16 16 164 15 14 14 14 16 16 18 20 20 20 22 22 22 20 20 20 20 6 6 8 6 6 6 6 6 6 a 0 6 6 3 04 3 04 3 0| 4 6 4 14 4 14 4 14 4 14 4 10 4 14 3 04 3 3i 3 64 7 U Ua Ub Ub Uo Ud V W Wa Wa tt • • ' • Tender it ' • 4 9 6 20 2 10 tt • • ' • »» • • Tank io 2 3 1 ,, • . . . ,, (converted) Wh. „ (superheated) 17 26 6 4 6 Wb VVd We Wp Wg Wii 14 14 16 14 14 12 20 20 22 22 22 18 6 6 6 0 6 6 3 3| 3 m 3 0J 3 9 3 9 3 1 7 1 7 1 16 5 ,, . •■ 2 4 ,, Wj ,, . • . • 17 20 8 3 7 Ws ,, (superheated) 17 26 6 4 6 Ww X Tender (4-cyl. balanced compound) Small Tank 154 134 & 22 22 6 3 9 2 ,. 8 3 9 Totals 11 2 368 7 246 9 6 6 655 7 246 9 6 6 11 2
21
.0.—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 o ft a © o © i Gauge. Total Cost. © © m O O 2 9 . t 5 £ I Cost £<£ I per fl« ' Head of || , Population. fl° Pi O ■H Trainmiles run. Gross Earnings. ! 6 1 fl a r-t Eh m S£ 'fl a Workingexpenses. tc 5. +-» o3 -c fl" a -n '^S <c flai x & Profit- 33 • © - ! cs m-s »g Working. g-2 | a |»| HI© O-* <? 'n£ op, © © S ° r> Ph"* r> 1 3 Sh'-w »1 So AS-i K © tt o . Expenses. a j &fl u ; |l ig" U I 35* || I ° gg|g Passengers Tonnage : m2 ! p5 : -2 © I °~ a . § o> So P P ' ■ carried.* ol Goods. 3* 8™ 5 g> ' a'3 <o&2 ! O a g M « £ |S lis H> i Io &% | U nS§o <n o-a! fz gg S a hi i *j oaga r, j EH Pi° | Expenses. to © > O a o o o © A a fl © tic fl © ol J- cS © O A a a to a . o BQ -ic-fl tH 'n aZZ h'C fl fl P oS Year ending Ft. in. | £ 5 3 64,854,594 £ 14,940 ! £ s. d. £ 371 40 6 10 16,394,239 11,347,057 d. £ d. £ d. 166-11 8,181,926 119-78 3,165,131 46-33 4-88 72-11 168-39 10,649,974 117-82 4,751,359 50-57 5.22 69-97 £ s. d. 7 1 2 155,957,240 £ £ 7,517,216 2,625 1,893 13,801,310 2,929 2,049 £ £ 732 408 d. 45-02 23-46 58-06 18-44 2-43 ; 804 4-62 1,341 20,673 30 June, 1923. /"ictoria .. 87,884 1,607,586 4,341 2,189,379 ! 5,317 1,852 (ew South Wales .. 309,460 4 84 89,276,871 16,788 412 40 15 7 |21,693,861 15,221,333 6 19 6 123,714,639 880 364 1,774 23,897 Queensland 670,500 805,636 I 5,905 3 6 47,138,611 jo sH 20 ' 613 ' 825 3 6 19,160,202 {g oj j «. 199 > 725 7,982 136 j 58 10 3 :10,917,584 5,420,400 217 40 0 3 6,206,256 3,710,922 98 55 15 10 4,505,299 2,915,985 119-25 4,714,262 103-75 706,138 I 15-50 1-50 86-97 I 143-50 2,781,547 107-56 929,375 35-94 4-58 74-95 6 14 7 28,358,170 4,208,989 924 803 3,283,594 1,573 1,179 3,006,063 821 622 121 188 394 176 46-60 25-84 1.65 . 698 902 15,364 I South Australia 380,070 515,135 2,358 ■ 8,687 7 4 1 24,475,170 61-08 19-47 1-75 494 731 9,833 .Vestern Australia.. 975,920 343,430 3,555 5,390 155-34 | 2,210,348 117-75 705,637 37-59 3-68 75-80 8 9 10 17,830,292 199 145 55-55 20-32 2-10 422 430 10,208 rasmania 26,215 218,924 j 663 9,346 330 ! 28 6 4 | 1,434,816 ; 572,417 95-74 i 514,350 86-03 58,066 9-71 0-74 89-85 87-00 1,343,415 59-23 630,623 27-77 3-30 68-05 91-75 ! 1,438,724 60-48 741,917 31-27 3-58 65-98 2 12 3 2,884,210 568,346 i 863 j 775 88 : 219 38-19 20-54 4-09 96 148 1,867 I (ew Zealand 103,861 857,985 2,262 3 6 19,081,735 8,436 379 | 22 4 10 5,443,333 1,974,038 2 6 0 7,575,390 3,730,394 j 873 594 279 204 21-36 | 18-24 319 372 751 12,992 31 Mar., 1903. t» * * 103,861 882,097 i 2,305 3 6 20,692,911 8,977 383 23 9 2 5,685,399 2,180,641 2 9 5 8,306,383 4,072,576 ! 943 622 321 213 22-21 17-22 3-14 377 809 13,433 1904. »» • * 103,861 908,114 2,347 3 6 I 21,701,572 3 6 22,498,972 9,141 387 | 23 17 11 6,107,079 j 2,209,231 86-50 1,492,900 58-46 716,331 28-04 3-30 67-58 87-75 1,621,239 60-47 728,465 27-28 3-24 69-00 93-00 1,812,482 64-21 j 812,118 ! 28-79 3-45 ' 69-06 2 8 8 j 8,514,112 4,011,511 938 634 4,241,422 j 980 676 4,592,099 1,078 J 744 304 j 217 21-05 18-28 3-10 389 864 13,885 1905. tt * • 103,861 933,111 2,391 9,410 391 24 2 3 6,413,573 2,349,704 2 10 4 8,826,382 „„. I „„ 304 I 229 21-99 18-86 3-01 i 395 906 14,127 1906. i >» • • 103,861 961,604 '■ 2,427 3 6 23,504,272 9,570 396 i 24 8 10 | 6,755,454 2,624,600 2 14 7 9,600,786 334 ; 253 23-37 18-90 24-96 19-40 25-56 20-73 2-80 i 398 2-76 410 3-16 452 966 14,605 1907. it * * 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 1,002 15,475 1908. 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 3-13 72-19 2 17 8 10,457,144 4,871,874 1,148 j 828 320 258 1,116 16,476 | 1909. it * * 25-35 18-96 25-81 | 18-10 27-30 18-27 28-20 19-40 2-96 I 465 2-81 ] 478 2-76 j 493 2-64 513 It ' ' 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 j 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 1,140 17,220 1910. tt * * 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 65-92 105-25 2,465,896 70-52 1,210,613 34-73 j 3-98 67-07 3 6 2 11,200,613 5,555,292 1,275 j 840 435 254 1,166 18,036 1911. tt 103,861 1,081,344 2,801 3 6 30,506,089 10,864 386 28 4 2 8,371,687 i 3,676,509 3 8 0 20,336,577 5,599,756 1,314 | 881 5,957,005 1,400 ' 954 433 263 1,212 18,521 1912. tt * * 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 68-13 3 11 5 22,310,867 446 271 1,282 19,515 1913. :» 103,861 1,139,669 2,861 3 6 ' 32,355,087 11,309 398 28 7 9 I 9,319,268 4,043,328 104-00 2,880,323 74-00 1,163,005 j 30-00 i 3-61 71-24 3 10 11 ! 23,173,472 5,661,340 | 1,416 [ 1,008 408 I 268 29-72 20-73 2-91 ! 534 1,363 20,251 1914. it ' * 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 71-14 116-50 2,910,883 74-50 1,637,473 ' 42-00 4-72 64-00 3 11 4 23,542,903 6,075,282 1,410 j 1,002 5,960,562 . ! 1,540 ! 985 408 , 254 i 555 251 30-26 21-20 29-77 19-60 30-88 18-87 40-02 20-38 44-35 20-73 57-84 22-66 2-98 557 2-50 : 585 2-47 607 2-67 624 2-70 620 299 616 1,397 21,226 1915. it * ' 103,861 1,152,048 2,959 3 6 34,857,882 11,780 389 30 5 2 9,356,522 4,548,356 3 19 0 24,600,693 1,452 21,994 1916. tt * * tt * * tt * * » * * 103,861 103,861 103,861 103,861 103,861 1,150,605 2,970 1,154,559 2,977 1,175,325 2,993 1,223,915 3,006 1,268,046 3,018 3 6 35,378,664 3 6 36,001,432 3 6 36,167,681 3 6 36,390,115 3 6 37,235,254 3 6 39,309,097 11,912 12,029 12,084 12,106 12,338 387 30 15 0 9,146,331 4,800,810 389 32 0 11 ; 7,468,646 4,687,700 393 30 15 6 7,477,583 4,988,632 407 I 29 14 8 7,408,608 5,752,487 125-75 2,926,864 76-63 1,873,946 , 49-12 j 5-30 60-97 150-50 ; 3,042,907 97-54 j 1,644,793 j 52-96 ' 4-60 64-91 160-00 ! 3,308,575 105-97 1,680,057 j 54-03 \ 4-65 66-32 186-00 j 4,105,067 132-72 1,647,420 53-28 4-53 7136 178-00 5,636,601 145-14 1,271,930 32-86 3-42 8159 182-69 6,237,727 17137 405,864 11-32 1-07 ; 93-89 193-18 5,502,497 157-81 1,225,305 35-37 3-04 81-79 185-50 i 5,403,766 143-43 1,580,445 42"07 j 3-83 7737 4 3 5 24,782,602 4 1 3 21,438,325 4 4 11 j 22,030,327 4 14 0 24,582,186 5 9 0 28,821,783 5,826,265 ; 1,619 987 5,373,136 : 1,578 ! 1,023 5,611,738 j 1,670 1,107 6,000,279 | 1,923 6,487,279 i 2,293 1,870 632 ! 244 555 I 240 563 252 551 281 423 350 68-54 j 24-82 2-95 608 1,480 1,488 1,489 1,492 1,492 22,380 22,517 22,658 22,937 23,119 1917. 1918. 1919. 1920. 1921. *» * * 420 ' 29 7 3 9,303,392 | 6,908,531 tt * ' 103,861 1,300,967 3,030 1,325,310 3,037 12,973 429 30 4 4 8,717,265 6,643,591 436 30 7 9 8,346,731 6,727,802 5 2 0 28,121,763 6,321,351 2,199 . 2,063 6,618,588 2,219 1,813 6,925,517 2,291 1,772 136 393 86-29 ; 25-66 76-40 22-73 65-00 21-94 3-06 | 637 2-91 639 2-93 ! 655 i 1,496 23,974 1922. tt ' * 103,861 3 6 40,275,161 13,201 5 1 6 28,221,362 406 366 1,498 26,106 1923. tt * " 103,861 1,347,723 3,053 3 6 j 41,399,427 13,560 441 j 30 14 4 ; 9,024,503 j 6,984,211 5 3 8 28,436,475 519 399 1,527 26,195 1924. * The figures for passenger traffic in New Zealand prior to 1912 are exclusive if season tickets.
D.—2
23
RETURN No. 16. Return showing Mileage, Capital Cost, Traffic, Revenue, and Expenditure of New Zealand Government Railways from 1st April, 1916, to 31st March, 1924. MILEAGE, CAPITAL COST, TRAFFIC, AND REVENUE.
EXPENDITURE.
B—D. 2.
09-98T TI3'?86'9 I 869'38T 896'T?T 8T3'896'8 A9?'6T6'9 T?8'96A'9 " ?36T-836T 8T-86T 308'A3A'9 ! 6T6'33t 886*6X1 800'U9'S A08'?83'9 ?68'TA6'8 I " 836I-336T 69-S8T T66'8?9'9 38T'6TT 90T'?3T ?66'9?9'8 3TT'T86'6 006'333'6 " 336T-I36T 00-8AT T8e'806'9 836'TOT SOS'981 999'9A9'8 09S'S80'9 699'A98'9 " 1261-0361 00-981 A8?'39A'8 8SA ' 96 3A0'90T AR3'966'3 385'A66'e T90'986'? " 036T-6T6T 00-091 389'886'? 399 '36 838 '84 988'809 '3 A6?'883'9 83A'09A'? '• 6I6T-8T6I 09-09T 00A'A89'? T66'98 T9A'8A T?S'99?'3 98T'8A8'9 368'6?8'? " 816T-AT6I 6A-93T 018 '008 '? 966 '98 8A?'86 398'86?'3 693'938'S A88'9?3'9 " AT6T~9T6T ■p 5F W SF 5F - snoi snoj, I ■snttaAovi imo x 'pa| S, -anneAeg spoog -spoof) uwx 9TT'?3A TA6'83A'A ?S?'03S 388 '90? T09'3T3 ??A'936 666'981: '3 TT8'988'8T S06'?30'6 A3?'668'T? 8S0'8 " ?36T"836T 813'899 89i ' 2,98 ' A 086'863 338'868 901 '?03 189 '98? ?T6'9T3'3 0T9'963'?T T8A'9?8'8 T9T'6A3'0? AEO'S " 836T-336T 3T3'80A 9X9 '989 'i ?06'6A3 38?'6S8 ?66'603 698'3A? S89'3T3'3 0??'393'?I 993'ATA '8 A60'608'6E 080'S " 336T"T36T TOA'ATA 333'631 'A 9?A'9A8 ?9A'98S ATA'861 ! T69'?9? 398'69? '3 0?9'9T8'9T i 368'808 '6 ?63'6S3'A8 8T0'S " T36T-036T TAT'TT9 999'9T8'A 9A6'A9g 86?'063 969'99T I39'00F T6S'88T l 3 ?T8'09A'3T 809'80?'A STT'068'98 900'8 " 036T"6T6T 63A'A8? 09A'T69'9 ??9'9?8 ?39'89S T06'09T ?3T'T98 T88'66A'T j T39'?A8'TT I 889'AA?'A T89'A9T'98 866'3 " 6T6T-8T6T ?8A '836 060' 306' 9 ?8T'39E 0TT'?63 9A9'88T A8?'338 336 '899 'T 99T'80?'TT 9?9'89?'A 38?'TOO '98 866 '3 " 8T6T"AT6T 83? '6A9 ??9 '693 'A 69A'30? 388'S?5 T03'96T 388'668 A?8'ATA'T 6TT'8AT'?T T88'9?T'6 ?99'8A8'68 0A6'3 " AT6T-9T6T •snoj, -jaqumN SF 3F 3F J •0nn0A9y; 9nii9A9y; 9iin9A9$[ Meqran^ •jgqmii 'sSid P n13 d99qs - •9§ , B9liro-ni'8Jj 1 i«!*id«o "S91IW 'XBdi •SniqoBOO j •s^93joi 1 x, nosugs -sagSagss-Bti
99A'80*'9 98-AXX 9G*'0X **-9 86-5 A0*'*05 XA-O* *6-X5 599'089'X " " *56X-856X A6* ' 509 ' 9 6A-09X 00X'*X 89-9 X6-5 *68'96X 16-8? 8A-55 S80'A59'X " "• 8S6X"556X LZL'LSZ' 9 *S-99X 688'8I 69-G 90-8 8*6'505 63-9? 99-95 6*0'80A'X " " 556X-156I 109 '989 'S *8-9XX 89*'0X 95-9 96-5 906*805 AX-** 58-*5 9A8'5XA'X " " X56X-OS6X A90'90X'* 60-TOT *96 'A AG-G 66-5 A9A'XAX • AX-5* 99-55 S86'l08'l " " 056X"6X6X GAS'808 '8 SG-*OX G86'9 58-* 0A-5 959'XSX *1-88 SA-05 609'580'X " 6X6X-8X6X A06 ' 5*0 ' 8 8G-5XX *99'A ZO-f A9-5 9A6'*5X 99-08 88-05 5*X'*96 " " 8I6T-AT6I *98'956 '5 68-16 o09'9 OX-8 A*-5 99*'8XX 8A-85 A8-8X 8X8'*06 " " AX6X"9X6X 2F 3F 3 "P SF J 'PS 5 . •anaaAaa -innocav -snmireij, -annaAag -annorav flTm-nnwi -snasAaa ., n notnv •eituipaadx'H J°'' a9 0 wuomy I9<1 jo-,a0O I9<J p " omv jo-jaso isj innoray TOOj, ! ™i *SJ9m , B0!}S ndn'B3f'BA\ 93l , B f I I^nQCTI l-TBdgQ pUU P"B9IJ 'Ogj'BJJ, 99-*l 06-A 506*098 G8-0G *X-A5 9GI'868'T 85-58 98-868 X*-9X 86X'*X5'X A8-AA 8*-8*X 71 *56X~856X 0*-9X A6-A 159'S8G 00-19 89-18 589'I5X'5 A8-I8 80-998 09-9T ATS'801'T 6A-T8 T8-A9T " " 856T"556T 19-91 *G-8 58A'99G 89-OA 69-88 888'A9S'5 09-58 5*-568 G8-AI 955'*8X'X 68-86 AS-XAX " " 556I-T56I 5A-8I TA-A 986'X89 58*9 08-08 AA8'*5X'5 AT-A5 A6-6*8 95-91 6*0'S90 l X 69-T8 *1-9*1 " " T56T-056I 99-51 *A-9 86*'A88 65-G* *R-*5 866'A68'T *I-A5 *9-085 69-*T 0I6'A88 98-XA 5A-58I " " 056X~6X6X 88-6 9T-9 808 '908 59-*8 69-15 6S*'9A0'l 9I-*5 85-595 0T-9T 8S9'59A 58-99 A6-90T " " 6X6X"8X6X 0T-6 G0-9 8*5'885 56-08 96-05 555'596 *8-55 *9-685 8I-9X 999'0TA T6-*9 *9-A6 " " 8I6X-AX6X A5-9 86-* 898 ' 885 X9-*5 99-6X 08A'A86 56-8X 5G-8*5 *0-SX 0*S'05A A6-09 89-9A " " AX6X _ 9X6X "P 3F SF -P 3r 3F -P 3r SF J J I "P ■9Itar-atB.rx -anuoAan -innottre -9tra9A9H -innornv •9t!<n-nre. [ j J -£bai[™h - 9 nn9A9a -annorav J9j jo J9J 4 v J9j jo '1U90 J9<i 4 * J9,I jo 9UH J9«i jo -!jn90 J9J 4 v -9tin9A9>i jo -gfrai-nreijj •«H39Q .I9d J9d \TB9i. 9a;naipa9dxa •snoS'BAV SOS'BLIJ'BO oArjoraoooq; -sreaSig £T3A\. J° ooaBng^nT'epj
'D.—2.
RETURN No. 17. Statement of Rails relaid during the Year ended 31st March, 1924.
RETURN No. 18. Statement of Sleepers relaid and removed during the Year ended 31st March, 1924.
RETURN No. 19. Return of Number of Stations and Private Sidings on each Section for the Year ended 31st March, 1924.
24
Weight. .AILS EELAID :— 53 lb. steel 55 56 70 „ CD S si ttUd a ca HH a oj a i » M 3 rH 13 n 1 S ■ » 3 CD OJ i3.9-§ Sag "30 7! 891 7,921 rH'" h a £ 01 o> COrtHH iC •-I.H O 0 a a S -g 21 368 18 4,349 2,067 4,756 2,067 4-> E o a S © "5 "5 10 a o CQ O rH a s 3 .2 o PH B 21 2,441 18 14,438 16,918 2] 036 "a "5 2 126 "5 Totals .. 2,162 7,921 4,756 2,067 10
Description. 03 d a a d k a '3 ffl © © S3 •§ .an. a SaS CD a H o a CO 3 -h' ,5 a 5 a ■» ass 5.9 •§ -ar-a s a v. o'3« "a id a a Hi CD 9 tH a fl fl ■O O O I 2 I 9 7, rH -3 o iLEEPEBS BELAID :— Ironbark Jarrah Totara Birch Silver-pine Puriri Hardwood Powellized Yellow Pine .. 18,491 579 1,544 79,733 293 563 '50 1 80,608 929 20,632 717 479 ■764 17,393 141 9 .. 935 449 400 3,798 178 415 121 2,403 180,818 2,650 4,562 38,789 1,730 19 15 4,386 1^730 "l9 15 4,386 Totals 18,491 579 87,686 613 102,204 19,353 3,985 1,005 jl,456 235,372 Ilbepers bemoved :— Kauri Maire Ironbark Jarrah Matai and I' i Totara Birch Silver-pine Powellized Puriri Creosoted Grey-gum Kamahi Mixed "99 14,083 1^765 18 i38 34 2,518 24,082 955 40,929 2,436 5,692 1,338 7,692 1,682 37 576 918 25,930 3,271 3,687 1,035 38,667 4,245 441 12,178 3,142 4 858 1,125 18,228 *23 657 3,305 124 55 685 '28 " 1,428 18 34 3,436 50,162 4,226 68,998 5,308 70,336 5,583 11,110 13,860 3,142 4 858 2J 654 423 Totals 18,491 579 87,358 613 94,376 19,353 3,985 864 1,456 227,075
Number of Stations and Numl: ler of Private ! Sidings Section. Length. Stopping-places in the Timo-tables. At Stations. Out of Stations. Total. Whangarei Kaihn Gisborne North Island Main Line and Branches South Island Main Line and Branches Westland Westport Nelson Picton M. eh. 87 72 24 10 49 10 1 , 160 16 1,430 41 159 69 35 78 60 20 56 12 35 13 17 412 520 67 17 23 22 4 8 171 186 22 3 3 8 5 1 2 37 26 7 1 9 1 10 208 212 29 4 3 8 Totals 3,064 8 1,126 405 79 484
25
__>."-__
RETURN No. 20. Comparative Statement of Mileage of Railways open for Traffic and under Maintenance on 31st March, 1924.
Equivalent Mileage open Additional Lengths opened during Year. Reduced Mileage Length closed during Year. Net Addition Net Addition Total Mileage Mileage a 0 „tm„ for Traffic on equivalent to to Mileage to Mileage open for Traffic maintained 31st March, Maintenance for : open under on 31st March. .: U , r ',V 1923. ; : whole Period. for Traffic. Maintenance. 1924. eW Year ended Line opened. Date of Opening. opcred Line. Length. * ' M. ch. i M. ch. M. ch. , M. oh. M. ch. M. eh. M. eh. M. oh. Whangarei-Kawakawa .. 79 49 Kaikohe-Okaihau .. 29th Oct., 1923 8 23 3 41 .. .. 8 23 8 23 87 72 83 10 Kaihu .. .. .. 19 41 Tarawhati - Donnelly's 1st April, 1923 4 49 4 49 .. .. 4 49 4 49 24 10 24 10 Crossing North Island Main Lines and 1,148 22 Napier-Eskdale .. 23rd July, 1923 .. 11 74 8 21 .. .. 11 74 11 74 1,160 16 1,156 43 Branches Gisborne .. .. 49 10 .. .. • • • • .. .. .. .. 49 10 49 10 South Island Main Lines and 1,428 7 .. .. •• .. .. .. .. .. 1,428 7 1,428 7 Branches Ditto, Private Line — Nightcaps Branch .. 2 34 .. .. .. .. .. .. .. .. 2 34 2 34 Westland .. .. 157 26 Bunanga-Bapahoe .. 3rd Sept., 1923 2 43 1 37 .. .. 2 43 2 43 159 69 158 63 Westport .. .. 35 78 .. .. .. .. .. .. .. .. 35 78 35 78 Nelson .. .. .. 60 20 .. .. •• .. ' .. .. .. .. 60 20 60 20 Picton .. .. .. 56 12 .. .. .. .. j .. .. .. .. 56 12 56 12 Totals .. .. 3,036 59 .. •• 27 29 17 68 .. .. 27 29 27 29 3,064 8 3,054 47 . {_ ; L_ ■ 1 ■ * I ' ' ' I
D.—2,
26
RETURN No. 21. Statement showing Weights of Rails in various Lines on 31st March, 1924.
T . 401b. 401b. I 451b. 521b. 521b. 531b. 551b. 561b. 561b. 651b. 701b. 701b. ,100 . „ .. , Ajine# Iron. Steel. Steel. Iron. Steel. Steel Steel. Iron. Steel. Steel. Iron. Steel. ; Steel. -lotai. 1 i ' I ] 1 I M. ch. M. ch. M. ch. M. ch. M. ch. M. ch. M. ch. M. ch. M. ch. M. ch. M. ch. M. ch. M. ch. M.ch. Whangarei-Kawakawa Section — Whangarei Line .. .. .. .. .. .. .. .. .. 8 23 33 52 0 26 12 53 .. .. 2 78 57 72 Kaikohe Branch .. .. .. .. .. •• •• •• •• 24 59 .. .. .. .. .. .. 24 59 Kioreroa-Portland .. .. .. .. .. .. .. .. .. .. 5 21 .. .. .. .. .. .. 5 21 Kaihu Section — Kaihu Branch .. .. .. .. - ■ • • . • • ■ .. 17 15 6 75 .. .. .. .. .. .. 24 10 North Island Main Lines and Branches — Auckland- Wellington.. .. .. .. .. .. .. .. .. 0 5 .. .. 10 7 16 27 .. 399 26 425 65 Kaipara Branch .. .. . - .. .. - - .. • • .. 0 44 26 18 .. 21 61 .. .. 41 77 90 40 Onehunga Branch .. .. .. .. . ■ 0 10 .. .... 2 23 .. .. .. .. 0 26 2 59 Waiuku Branch .. .. .. .. .. •• .. .. .. .. 12 70 .. .. .. .. .. .. 12 70 Huntly-Awaroa Railway .. .. .. .. ■ • .. . • .. .. 7 43 I .. .. .. .. .. .. 7 43 Thames Branch .. .. .. .. .. •• .. .. 10 1 . . .. 18 82 .. .. 34 42 62 75 Waihi Branch .. .. . - .. .. • ■ • • .. . • .. .. .. 11 37 .. .. 0 67 12 24 Cambridge Branch .. .. .. .. .. •• .. .. .. 6 75 2 36 .. 2 42 .. .. 0 8.. 12 1 Rotorua Branch .. .. .. .. .. .. .. .. .. 34 20 .. .. 0 9 .. .. 34 31 68 60 Raetihi Branch .. .. .. .. .. • • .. .. .. 6 37 2 1 .. .. .. .. .. .. 8 88 Marton-New Plymouth .. .. .. .. .. .. .. .. 0 16 .. .. 3-5 79 .. .. 100 68 .. 137 3 Waitara Branch .. .. .. .. 0 14 0 48 .. .. .. 3 77 • • I • • 0 3 .. .. .. .. 4 62 Toko Branch .. .. .. . • .. .• •. .. .. 15 45 26 30 .. 0 30 .. .. .. .. 42 25 Mount Egmont Branch .. .. .. .. .. .. .. .. .. .... 62 .. .. .. .. 62 Wanganui Branch .. .. .. .. .. • • .. .. .. .. .. .. 1 79 .. .. 1 21.. 3 20 Foxton Branch .. .. .. .. .. .. .. 0 22 .. 10 77 .. .. 8 14 .. .. .. .. 19 33 Palmerston North-Eskdale .. .. .. .. .. .. .. .. 0 47 11 73; .. 29 12 .. .. 82 24 • .. 123 76 Port Ahuriri Branch .. .. .. .. .. .. .. .. .. 1 68 0 1 .. .. .. .. 0 1 .. 1 70 Wellington-W oodville .. .. .. .. .. .. .. .. 17 78 0 1 .. 12 17 .. .. 84 27 114 43 Greytown Branch .. .. .. .. .. •• .. 37 .. .. .. .. .. .. .. .. .. 37 Gisborne Section — Gisborne Line .. «. •• 0 20 .. .. .. .. .. 31 8 .. 17 62 .. .. .. .. 49 10 South Island Main Lines and Branches— Lyttelton-Bluff .. .. .. .. •• 0 8 .. 0 3 .. 0 25 .. .. 0 67 .. .. 389 27 1 31 392 1 Main North Line .. .. .. .. •. .. .. .. .. 28 28 12 79 .. .. .. .. 39 25 80 52 Oxford Branch .. •• •• 11 46 .. .. .. 18 35 0 2 .. 3 36 .. .. 0 6 .. 33 45 Eyreton Branch .. .. • • .. .. • • • • • • ■ ■ 20 14 0 7 .. .. .. .. .... 20 21 Cheviot Branch .. .. • • .. - - • • .. • • .. ■ • 12 52 .. 31 29 .. .. .. .. 44 1 Southbridge Branch .. .. .. .. .. .. .. .. .. 23 19 1 0 .. 1 20 .. .. .. .. 25 39 Little River Branch .. .. .. .. .. 0 9 .. .. .. 0 48 17 47 .. 4 24 .. .. .. .. 22 48 Midland Line .. .. .. .. •• .. .. .. .. •• .. 17 45 .. .. 54 47 0 14 72 26 White Cliffs Branch .. .. .. .. .. .. .. .. ( .. 11 29 .. .. 0 10 .. .. 0 7 .. 11 46 Methven Branch .. .. .. .. .. .. .. .. 22 20 .. .. .. .. .. .. .. .. 22 20 Mount Somers Branch .. .. .. 3 33 18 20 .. .. .. .. .. .. 5 55 .. .. 0 8.. 27 36 Albury Branch .. .. .. .. 0 65 .. .. .. .. 22 40 4 78 .. 7 66 .. .. 0 4 .. 36 13 Waimate Branch .. .. .. .. .. .. .. .. 2 2 2 44 .. .. .. .. .. .. .. 4 46 Waimate Gorge Branch .. .. .. .. .. .. 7 31 .. 0 70 .. .. .. .. .. .. .. 8 21 Duntroon Branch .. .. .. .. 1 16 .. .. 04 .. 28 51 3 61 .. 3 69 .. .. .. .. 37 41 Carried forward .. .. .. 5 68 30 61 .. 10 67 24 22 294 14 244 14 0 26 265 0 16 27 .. 1,266 60 1 45 2,160 4
27
D—.2
RETURN No. 21— continued. Statement showing Weights of Rails in various Lines on 31st March, 1924— continued.
Line. 401b. Iron. 401b. Steel. 451b. Steel. 531b Iron. 521b. Steel. 531b. Steel. 551b. Steel. 561b. ■ Iron. 561b. Steel. 65 lb. Steel. 701b. Iron. 701b. Steel. 100 lb. 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 Branoh Tapanui Branch Waikaka Branch Glenham Branch Seaward Bush Branch Kingston Branch Orepuki Branch Wairio Branch .. .. Nightcaps Branch Forest Hill Branch .. Mararoa Branch Waimea Plains Branch Switzers Branch Westland Section — Greymouth-Otira Greymouth-Ross 8tillwater-Inangahua Blackball Branch Point Elizabeth Branch 7-Mile Branch Westport-Mokihinui Westport-TeKuha Nelson Line Picton Line M. ch. 5 68 M. ch. 30 61 M. ch. M. ch. 10 67 j M. ch. 24 22 M. ch. 294 14 M. ch. 244 14 M. ch. 0 26 M. ch. 265 0 M. ch. 16 27 M. ch. M. ch. 1,266 60 M. ch. 1 45 M. ch. 2,160 i 0 23 0 40 11 44 3 45 1 39 1 0 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 22 24 2 34 12 66 10 41 36 37 13 67 10*36 - - 676 053 0 16 0 16 1 48 1 57 65 73 6 26 1 40 15 26 10 40 I 6' 2 0 19 0 48 iio o 1 - 6' i 15 27 0 73 18 20 20 5 9 3 12 56 65 58 1 53 15 8 3 46 6 58 6' 7 4* 1 I - 6' i 0 34 - .. 9 1 1 52 44 56 17 74 25* 9 7 4 23 57 10 17 18 45 12 6 22 24 2 17 " " . I 8**6 r " I - ! •• 241 0 17 8 5 10 16 0 24 3 56 1 77 2*18 0 2 0 1 0 10 i •• ! ■• I - 11*69 32*51 0 1 i " .. 0 4 17 68 31 1 13 51 1 0 10 38 17 4.2 6 64 2 31 4 46 39 52 2 79 5 37 0 34 50 48 38 29 56 73 3 31 8 5 2 43 30 17 5 61 60 20 56 12 - 015 3*24 •■ 6' 7 4*58 2 43 0 01 5 61 17 60 22 48 4*19 21*12 " •• 25*38 17 13 16*73 16 29 6" 9 0 2 Totals .. 8 55 56 15 1,432 73 1 79 ! 11 47 24 22 585 17 1441 59 0 26 484 68 16 27 3,064
28
D.—2
RETURN No. 22. Statement showing approximately Sleepers laid and removed up to 31st March, 1924.
Approximate Length opened each Year. Sleepers. Laid during Eemoved Construction. during (2,100 per mile.) Maintenance.* Year. North Island. Middle Island. Total. [867 870-71 1871-72 :872-73 1873-74 874-75 : 875-76 876-77 877-78 878-79 879-80! 880-81 881-82 882-83 883-84 884-85 :885-86 886-87 :887-8S :888-8g : 889-90 : 890-91 [891-92 : 892-93 :893-94 : 894-95 1895-96 896-97 :897"98 898-99 899-1900 :goo-igoi 901-1902 1902-1903 :go3-igo4 904-1905 :go5-igo6 :go6-igo7 :go7-igo8 908-1909 909-1910 :gio-ign 911-1912 :gi2-igi3 :gi3-igi4 :gi4-igi5 :gi5-igi6 :9i6-igi7 :gi7~igi8 :gi8-igig :9i9-ig20 :g20-ig2i ig2i-ig22 [g22-ig23 :g23-ig24 M. oh. 10 55 61 19 6g 23 64 24 103 76 27 19 26 33 68 39 22 67 2 2 22 ig 56 o 43 26 58 72 11 47 18 31 11 57 28 21 17 26 28 38 16 62 14 73 3 64 27 46 22 46 M. oh. 45 7° 18 58 n 68 27 62 n 21 126 78 248 4 152 39 94 58 56 46 4° 73 32 71 40 16 40 19 22 50 24 o 47 S2 " 39 17 32 20 68 5 68 27 27 M. ch. 45 70 18 58 11 68 27 62 21 76 188 17 317 27 216 63 198 54 83 65 67 26 101 30 63 3 42 21 44 69 80 o go 78 70 31 28 79 18 31 32 45 34 9 27 27 17 26 62 16 44 6 18 41 4 75 37 48 33 59 19 26 107 68 23 52 56 3 37 56 45 56 31 57 50 7 15 19 209 42 35 23 44 60 4 6 31 52 34 3 6 91 25 15 36 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 94,2ii 168,000 igi,048 147,814 60,874 42,814 68,381 71.636 57.408 36,382 130,620 92,558 38,876 10,370 78,g6o 70,848 40,582 226,485 49,665 117,679 79.170 95,97° 66,5g6 105,184 31,999 440,003 74,104 93,975 97,4M no,og2 6,458 191,756 32,445 74,261 73.947 106,763 125,632 148,325 137.993 i39.°4° 122,027 io8,6go I2g,6 34 133,954 139,912 I32,56g 155,827 170,681 188,291 210,588 243,479 282,326 302,354 345,433 36g,339 330,029 3°g,2g6 302,252 309.183 283,2g3 331,678 279,190 236,390 282,682 273.586 235,378 261,748 227,674 i57,97o 86,595 88,540 70,743 78,663 100,280 139,187 163,735 227,075 4 30 11 20 28 40 33 12 17 61 23 5 33" 58 27 24 3 48 1 II 10 2 11 13 19 26 i°3 38 12 32 27 43 4 44 27 75 8 52 50 7 4 61 23 21 31 43 29 76 23 ! 26 77 3 6 5i 3 7 73 10 38 186 21 3 60 14 64 23 30 25 37 40 22 7 43 22 70 22 70 48,038 11 54 12 75 o 7 12 27 12 75 11 61 12 27 7 70 27 2g 27,i6g 24,701 25,909 16,538 57.46i 7 70 24 66 2 43 Totals 6,370,693 8,616,232 •Com] ilete information not recorded until 1880-81. t Nine months only.
D.—2.
29
RETURN No. 23. Statement of Accidents for the Year ended 31st March, 1924.
Accidents to Passengers in connection To Employees while in Execution of their Duty x 0 other than Employees in Execution of Accidents in Railway i with Train-working. Train-mnning their Duty, and Passengers. Workshops, Ac. j I 1 Employees ( Total. Through Throush Sole 'y Through Thrmi „ h Solely ! proceeding Causes teyond through their Causes beyond r . T through their, to or from At Railway XresDagsers Miscellaneous T , Bai 1 lwa y Other their own own Actions their own own Actions Duty within Crossings. J-Kspassen;- miscellaneous. Bm p loyeeS- Persons. Control. x * or Negligence. Control. - g g ce. or Negligence. Railway j Boundaries. . 'O . 'S . . 13 'O 'O . *0 . 'V . ! T5 . "O ! . t3 | . T3 . T3 P 'O P T3 p I -o » ' p -a 9 T3'P -o g r O £ T3 ! £ 2 T3 P T3 2 1 B J 3 £ s I 1 ' S s I s 1 1 s 1 5 : = £ = Jg j 3 £ j3 iS 5 M « 5 w ' S m 5 i m ' B | 5" M 5 : 5 . S ; S i 5 M | " j 5 >5 [ 5 j " 1 m 5 Whangarei .. .. .. .. .. 35 .. .. .. .. .. - ■ •. 8 • • • • • • 43 Kaihu .. .. .. Gisborne .. .. .. 3 3 North Island Main Lines and Branches 19 34 1 1 10 6 3 460 .. 1 6 12 4 4 .. 5 .. 374 .. .. 43 897 South Island Main Lines and Branches .. 2 1 4 253 .. .. .. 3 1 4 3 1 4 1 489 .. 2 15 753 Westland .. .. .. 47 .. .. 2 2 30 .. .. 4 77 Westport .. .. .. 12 45 57 Nelson .. .. .. 1 1 Pieton .. .. .. 7 2 9 Totals .. .. 19 34 1 1 12 7 7 815 .. 1 2 9 13 10 7 1 9 1 951 .. 2 62 1,840
D.—2
30
RETURN No. 24. Locomotive Returns for the Year ended 31st March, 1924.
Type. a "5c IH Train. Details. Shu^ iDg Work Empty. «*-• Details. Engine-mileage. Total. Quantity of Stores. "Running. Repairs. Running. Cost. Repairs. Cost per Engine-mile, in Pence. Running. = Q Type. Coal. Oil. Tallow. Waste. Wages ! and ! Stores, i Fuel. W 7 ages. Material.! Total. Wages and Material. Stores. Fuel. Wages. Total. WHANGABEI SECTIO: F* .. Fa* .. Wb .. Wr> • ■ Wf* .. 2 3 7 2 2 194 16,315 82,010 19,142 10,079 593 4,859 31,042 5,355 2,324 18,163 14,984 3,837 90 8,432 18,950 36,158 116,889 24.587 20,835 t'wt. 3,518 12,874 74,810 15,288 7,589 Qt. 323 898 4,779 905 462 lb. 26 74 350 64 38 lb. 116 309 1,712 329 151 £ 85 968 5,718 299 308 £ 16 48 261 47 25 £ 198 726 4,217 862 428 £ j 420 1,061 4,659 929 370 £ 719 2,803 14,855 2,137 1,131 1-08 6-43 11-74 2-92 3-55 0-20 : 0-32 0-54 0-46 0-29 ! 2-51 4-82 8-66 8-41 4-93 5-32 7-04 9-56 9-07 4-26 911 18-61 30-50 20-86 j 13-03 280 478 1,278 j 259 204 F* Fa*. Wb. Wd. Wf*. Totals General charges 16 127,740 44,173 45,506 217,419 i 114,079 7,367 | 552 2,617 7,378 397 6,431 7,439 21,645 2,369 8-14 I J ! 0-44 i i 7-10 8-21 23-89 2-62 2,499 .. . -- -- -- -- .. •• -■ | . ~ 45,506 217,419 6,826 6,826t 24,014 914J 26-51 Totals i I i ; I— I l~~ .. ! 127,740 44,173 38,680 210,593 23,100 .. -- -- KAIHU SECTION. ' F .. ..| General charges 2 18,132 4,814 224 23,170 224 23,170 224 224+ 6,502 537 41 189 j 1,047 26 1,094 846 3,013 174 3,187 17+J 10-85 j 0-27 ! 11-33 8-76 31-21 1-80 3301 317 F. Totals 22,946 ! 3,170 ■■ I GISBORNE SEi 'ION. _ Fa .. .. 1 Wa .. .. 6 Totals .. 7 General charges 15,363 241 79,174 36,927 3,131 131 29 992 3,326 .. 29 2,730 11,939 Fa. 688 Wa. 688 63,570 174 5,709 10-08 0-53 17-31 8-27 36-19 63,570 15,363 241 79,174 241 79,174 241 241+ 36,927 3,131 131 992 3,355 174 5,709 2,730 11,968 934 12,902 : 34J 12,868 10-17 0-53 ■- I 17-31 I -■ 8-27 36-28 2-83 •• 39-11 Totals 63,570 15,363 .. 78,933 -- -■ * Gang, fuel, and stores for one F for four months, one Fa for seven months, and one Wf for five months, supplied by Public Works Department, classifications. J Credits for same from Maintenance Branch. t Mileage run by engines performing work-train services for Maintenance Branch, " working-expenses "
31
IX— _
RETURN No. 24—continued. Locomotive Returns for the Year ended 31st March, 1924— continued.
9—D. 2.
Type. o a Train. Details. Sb «^ iDg Work Empty. traiD " Details. Engine-mileage. Total. Quantity of Stores. "Running. Repairs. Running. Cost. Repairs. Cost per Engine-mile, in Pence. Running. a 9 H p Type. Coal. Oil. Tallow. Waste. Wages and Material. ! Total. Stores. Fuel. Wages. Wages j I Total. and Stores. Fuel. Wages. Material. NOBTH ISLAND MAIN LINE AND BRANCHES. A Aa .. Ab .. Bb .. ..I Be .. D* .. .. Ft .. .. Fa .. H L+ .. N N (compound) .. Na No .. Oa .. Ob Oc .. P .. Q .. Bf • ■ S+ .. T .. .. V Wa Wa (converted) Wab .. Wb .. Wd .. AVE .. Wf .. Wc+ .. 50 10 51 30 1 1 22 4 6 14 4 4 8 1 2 2 1 9 1 2 6 5 3 1 2 1 2 3 2 1 9 1 14 20 937,743 232,204 1,353.572 619,777 10,026 ■7,076 152 26,217 3,261 13,353 9,890 6,193 3,750 16,875 22,164 14,892 37,722 Not work II 130,147 ! 26,838 1,094,728 20,187 I 565 252,956 97,864 ! 392 1,451,828 97,771 9.488 727,036 1,254 i 2,246 13,526 5,312 .. 5,312 181,323 ! 16,562 ; 204,961 63,000 I 24 63,176 17,505 509 44,231 199,173 I 145 202,579 11,587 ' 20,199 45,139 15,477 270 25,637 22,274 .. 28,467 1,126 .. 4,876 2,800 146 19,821 3,306 .. 25,470 2,529 .. 17,421 4,227 .. * 41,949 Cwt. Qt, 551,976 47,985 149,316 10,022 663,216 51,848 430,930 27,942 9,480 723 59,654 5,630 22,886 1,887 47,645 3,076 87,469 6,991 7; 990 725 9,184 725 16,394 1,074 1,780 177 10,568 I 751 10,448 950 8,711 739 23,123 1,361 lb. lb. 1,934 16,053 466 3,124 1,993 17,149 1.069 7,934 37 327 293 j 2,526 60 | 638 270 I 1,790 314 ! 2,395 73 472 43 i 292 56 I 421 14 74 56 381 61 436 43 | 261 72 443 £ £ £ £ £ 49,012 2,705 66,901 37,642 156,260 8,289 563 18,473 8,073 35,398 18,628 2,881 80,718 ' 39,635 141,862 28,991 1,512 51,910 25,316 107,729 537 41 1,153 547 2,278 74 .. 11 85 9,130 330 7,209 10,567 27,236 1,846 114 2,782 3,438 8,180 6,304 199 5,819 4,097 16,479 12,174 414 10,382 11,111 34,081 1,177 47 952 1,368 3,544 1,265 42 1,031 1,172 3,510; 3,932 62 1,946 1,562 7,502 74 11 211 144 440 191 47 1,375 j 715 2,328 1,347 57 1,321 838 3,563 204 42 1,009 575 1,830 1,793 72 2,034 1,409 5,908, 137 22 563 j 534 1,256 3,954 324 11,207 I 5,826 21,311 864 36 944 | 1,079 2.923 59 11 291 | 299 660 1,034 11 315 j 262 1,622 123 49 1,419 670 2,261 87 30 978 ; 811 1,906 1,277 66 1,919 | 1,493 4,755 2,071 86 2,046 ' 1,840 i 6,043 1,832 90 2,045 i 1,239 5,806 2 2 57 I 62 123 8,085 355 11,673 7,864 27,977 96 36 930 ! 734 1,796 15,045 495 12,816 10,706 39,032 13,310 767 . 22,449 ! 14,580 51,103 10-75 0-59 14-67 [ 8-25 7-86 0-53 17-53 7-66 308 0-48 i 13-34 6-55 9-57 0-50 ! 1713 8-36 9-53 0-73 20-46 9-70 3-34 .. .. 0-50 10-69 0-39 8-44 12-37 7-01 0-43 10-57 1306 34-53 1-08 i 31-58 . 22-23 14-42 0-49 '' 12-30 13-16 6-26 0-25 , 5-06 , 7-27 11-84 0-39 I 9-65 j 10-97 3315 0-52 16-41 : 1317 3-64 0-54 i 10-39 7-09 2-31 0-57 16-65 8-66 12-69 0-54 ! 12-45 7-90 2-81 0-58 13-90 7-92 10-26 0-41 1507 8-06 3-85 0-62 ' 15-84 ; 15-02 6-09 0-50 17-27 8-98 5-21 0-22 | 5-69 ! 6-51 1-56 0-29 ! 7-69 7-90 49-77 0-53 15-16 j 12-61 1-49 0-59 i 17-14 ; 8-09 1-41 0-49 15-91 1319 7-49 0-39 11-25 j 8-75 10-75 0-45 10-62 9-55 11-95 0-59 j 17-26 ! 8-08 0-43 0-43 ' 12-39 13-49 10-64 0-47 15-36 ; 10-34 1-73 0-65 16-76 13-23 14-22 0-47 : 12-11 1012 9-50 0-55 I 16-02 10-41 34-26 10,020 A. 33-58 2,034 Aa. 23-45 11,237 Ab. 35-56 7,026 Bb. 40-42 195 Be. 3-84 280 D*. 31-89 3,953 F+. 31-07 808 Fa. 89-42 1,152 H. 40-37 2,373 J. 18-84 731 L+. 32-85 360 M. 63-25 400 N. 21-66 56 N (compound). 28-19 208 I Na. 33-58 236 Nc. 25-21 230 Oa. 33-80 424 Ob. .. i Oo. 35-33 130 P. 32-84 1,496 . Q. 17-63 698 I R+. 17-44 169 S+. 78-07 64 T. 27-31 215 Ud. 3100 200 i V. 27-88 408 Wa. 31-37 525 Wa (converted). 37-88 415 Wab. 26-74 14 Wb. 36-81 2,277 Wd. 32-37 282 We. 36-92 3,307 Wf. 36-48 4,053 Wat. 127,533 1,370 86 86 16,498 1,054 25,152 15,048 34,578 ing 8,530 .. 8,530 21,958 i 6,268 155,759 17,107 ! 21,323 39,800 4,864 i 4,133 9,083 4,274 626 4,986 2,866 506 19,870 13,699 .. 14,753 14,181 I 1,594 40,927 17,410 j 13,779 46,237 1,955 I 253 36,786 1,104 .. 1,104 75,242 12,983 182,430 10,137 j 2 13,317 94,522 20,350 253,895 135,495 17,032 336,217 4,351 398 91,843 5,863 8,456 647 2,320 185 2,869 192 11,202 774 7,813 527 16,101 1,174 17,537 1,490 21,983 1,766 495 38 97,212 6,175 7,570 526 108,491 8,667 184,317 13,445 20 I 121 220 i 1,743 35 ! 283 10 | 92 5 58 48 364 20 163 60 424 87 626 77 543 4 325 2,382 57 364 433 3,475 572 I 4,951 94,205 | 3,178 139,023 183,690 I
D.—2
32
RETURN No. 24—continued. Locomotive Returns for the Year ended 31st March, 1924— continued.
Type. CD a s IH CO a HH Details. Details. Engine-mileage. Quantity of Stores. Running. Repairs. Running. Cost. Repairs. Running. Wages : Total, and Stores. | Fuel, j Wages. Material. Repairs. Cost per Engine-mile, in Pence. Running. CO Hi a Type. Train. Shunting w k ana Empty. tram - . Total. Coal. Oil. Tallow. Waste. Wages and Material. Stores. Fuel. W r ages. Total. NORTH ISLAND MAIN LINE AN: BR. CHES — continued. I ! I 33,780 I 24 4,990 I 14,008 j 224,798 ; 19,542 . 18,650 ! 402 308 ing ing .. | Cwt. 38,025 I 12,929 21,552 I 16,880 109,860 , 60,150 1,095,566 571,868 362,934 279.430 308 lb. ! £ 662 341 292 808 1,132 998 12,894 j 34,114 5,951 21,223 457 Wh. 242 Wj. 997 Ws. 12,523 Ww. 3,479 X. 69 Small tank.* Bail motor No. 1. Bail motor No. 2. Wh .. .. 2 Wj .. . . 1 Ws .. .. 7 Ww .. ..48 Xf .. .. 18 Small tank* ' .. 1 Bail motor No. 1 ! 1 Rail motor No. 2 1 4,221 16,562 95,852 851,226 343,882 Qt. lb. 1,423 120 811 41 4,120 94 41,885 1,670 28,962 569 £ 90 49 232 2,307 1,444 £ 1,394 2,072 6,949 69,166 34,090 £ 2,076 1,114 3,888 42,074 14,491 £ 3,901 4,043 12,067 147,661 71,248 • 2-15 0-57 8-80 13-10 24-62 9-00 0-55 I 2307 12-40 4502 2-18 0-51 ! 15-18 8-49 26-36 7-47 0-51 ! 15-15 9-22 32-35 14-03 0-95 i 22-55 9-58 47-11 Not work Not work .. Totals . . 365 I General charges 5,268,111 1,596,740 196,201 196,201 105,788 7,061,052 3,634,587 7,061,052 105,7881 281,674 11,317 91,240 250,488 15,641 439,749 259,861 965,740 131,633 -— — ' 8-51 0-53 14-95 8-83 32-82 4-47 37-29 73,743 .. ■• -• ■- -- 1,097,373 14,420§ 5,268,111 Totals .. .. ii 1,596,740 90,413 6,955,264 I 1,082,953 I I I i * Gang, fuel, and stores supplied by Stores Branch, also for one F for six months, by Public Works Department. J Credit- for same from Maintenance Branch. Note. —Three engines were written off during the year. t Gang, fuel, and store? for one F for three months, one L for nine month-, one R for seven month-, one S for two months, and one Wg for two months, supplied § Mileage run by engines performing work-train services for Maintenance Branch, M working-expenses " classifications.
33
t>.—2
RETURN No. 24—continued. Locomotive Returns for the Year ended 31st March, 1924— continued.
Type. m a a o H 01 a Train. Details. Shunting Work •— ■ Details. Engine-mileage. Total. Quantity of Stores. Running. Repairs. Running. Cost. Repairs. Cost per Engine-mile, in Pence. Running. a QQ te Type. Coal. Oil. Tallow. I Waste. Wages and Material. Total. Stores. Fuel. W y ages. Wages and Material. 1 Stores. Fuel. Wages. : Total. sour: ISLAND Mi LINE AND ;ranch: iS. Ab 409 Ab .. B Ba .. D .. F* .. .. r- .. Fa .. J K .. T L K A . . .. P Q .. R T U Ua Ub .. Uc V Wa (converted) Wd .. Wf Ws Ww .. I i iio,uuo 1 j 19,551 34 921,164 8 167,689 10 I 100,589 l ! Hi *d,r*y 2 18,069 14 118,469 5 31,841 1 O 0£»A 1 ! 8,860 1 fi AS9 1 ! 5,452 6 ! 88,267 7 ! 158,425 7 16,938 4 15,323 9 158,449 6 136,076 22 455,178 5 86,609 10 162,501 1 4,272 3 ! 8,995 14 I 185,908 i! 2 ! 39,135 7 1 34 8 10 37 2 14 5 1 1 6 7 7 4 9 6 22 5 10 1 3 14 1 2 118,068 19,551 921,164 167.689 100,589 43,149 18,069 118,469 31.841 8,860 5,452 88,267 158,425 16,938 15,323 158,449 136,076 455,178 86,609 162,501 4,272 8,995 185,908 8,163 4 j 1,329 I 85,272 115 : 34,990 ■ 101 45,001 ' 130 8,430 j 462,232 ! 21,559 15,109 580 90,725 32,913 3,880 3,198 372 1,441 69 19,016 588 11,967 5 62,821 3,037 3,435 15 11,645 I 358 9,123 ! 43,891 i 3,753 ! 15,662 ! 1,077 20,779 79 8,428 218 j 44,675 5,963 69,576 54,416 161 11,266 i 395 126,235 20,880 1.006,551 202,780 145,720 8,430 526,940 33,758 ! 242,107 35,721 12,430 6,962 107,871 170,397 82,796 18,773 170,452 145,199 | 502,822 103,348 183,359 12,918 59,633 i 309,900 161 50,796 Cwt. 79,453 11,230 489,516 146,759 105,211 2,224 179,735 12,620 101,495 10,415 4,994 3,680 51,212 111,692 .33,026 12,628 75,803 66,586 311,527 64,197 83,532 4,749 36,664 151,516 280 28,094 Qt, 5,992 860 35,439 8,482 7,355 233 18,601 1,182 7,487 816 350 252 2,827 6,564 2,550 859 5,538 4,540 17,441 4,349 5,627 533 2,645 11,147 30 2,187 lb. lb. 243 2,015 20 286 1,598 12,409 264 2,315 314 2,489 25 172 1,073 7,211 64 i 600 516 3,601 96 505 29 249 15 127 247 1,621 220 1,743 257 1,593 80 533 332 2,429 240 1,860 746 5,899 217 1,615 370 2.562 20 273 88 855 540 4,293 2 9 55 511 £ 7,822 922 28,987 6,191 11,702 45 18,843 1,717 5,302 394 305 336 2,364 12,453 5,492 676 15.972 6.896 21,352 5,708 3,324 230 2,239 13,476 2 2,730 £ 337 46 1,984 474 418 16 1,019 74 454 53 24 14 179 359 163 56 326 267 974 257 339 32 159 656 2 119 £ 9,431 1,357 58,650 16,840 12,314 106 19,060 1,552 12,330 1,281 606 415 6,266 12,802 4,043 1,398 9,283 8,207 37,023 7,698 10,295 595 4,247 18,638 30 3,203 £ 4,710 676 30,136 7,975 7,062 246 28,541 1,649 10,812 1,103 696 286 4,412 5,574 4,626 1,058 5,422 4,655 17,094 4,113 6,365 712 3,114 11,942 20 2,018 £ 22,300 3,001 119,757 31,480 31.496 413 67,463 4,992 28,898 2,831 1,631 1,051 13,221 31,188 14.324 3,188 31,003 20,025 76,443 17,776 20,323 1,569 9,759 44.712 54 8,070 14-87 10-60 6-91 7-32 19-27 1-28 8-58 12-21 5-26 2-65 5-89 11-58 5-26 17-54 15-92 8-64 22-49 11-40 10-20 13-25 4-35 4-28 9-02 10-44 2-98 12-90 0-64 0-53 0-47 0-56 0-69 0-46 0-46 0-53 0-45 0-36 0-46 0-48 0-40 0-51 0-47 0-72 0-46 0-44 0-46 0-59 0-44 0-59 0-64 0-51 2-98 0-56 17-93] 15-60 13-98' 19-93 20-28 302 8-68 11-03 12-22 8-60 11-70 14-31 13-94 18-03 11-72 17-87 13-07 13-57 17-67 17-88 13-48 1105 17-09 14-43 44-72 15-14 8-95 42-39 7-77 34-50 7-19 28-55 9-44 37-25 11-63 51-87 700 11-76 13-00 30-72 11-72 35-49 10-72 28-65 7-41 19-02 13-44 31-49 9-86 36-23 9-82 29-42 7-85 43-93 13-41 I 41-52 13-53 40-76 7-63 ! 43-65 7-69 ! 3310 8-16 ! 36-49 9-56 41-28 8-33 | 26-60 13-23 29-15 12-53 39-28 9-25 i 34-63 29-81 j 80-49 9-53 I 3813 1,143 194 7,752 1,960 1,961 239 8,114 538 3,035 488 218 95 1,334 1,337 1,305 428 1,594 1,330 4,-891 1,292 2,009 245 742 3,406 4 461 A. Ab 409. Ab. B. Ba. D. F*. Fa. J. K. L. N. P. QR. T. Ua. Ub. V. Wa (converted). Wd. We. Ws. Ww. 39,135 Totals .. i General charges 218 [3,068,977 218 '3,068,977 1,092,215 125,747 4,286,939 2,178,838 153,886 7.671 57.775 175.480 8,801 257,670 165,017 ! 606, 968 i 75,251 9-82 0-49 ;— i 14-43 9-24 j 33-98 146,115 4-21 ! .. 125,747 4,286,939 77,478 . 77,478+ ■- 682,219 11,959} -- 3819 Totals ! .. 3,068,977 1,092,215 48,269 4,209,461 1670,260 Note. —One N transferred from Westland Section. Gang, fuel, and stores for one F for three months supplied by outside firm. •Gang, fuel, and stores for one F for nine months and one F for five months, supplied by Public Works Department. t Mileage run by engines performing work-train services for Maintenance Branch, "working-expenses " classifications. 1 Credits for same from Maintenance Branch.
D.—2.
RETURN No. 24— continued. Locomotive Returns for the Year ended 31st March, 1924— continued.
34
Type. si a a o IH s z Train. Details. Shunting w k ana Empty. * ram - Details. Engine-mileage. Total. Quantity of Stores. Running. Repairs. Running. Cost. Repairs. Cost per Engine-mile, in Pence. Running. at B Type. Coal. Oil. Tallow. Waste. Wages and Material. Stores. Fuel. Wages. Total. Wages and Material. Total. Stores. Fuel. Wages. WES' LAND SECTION. ' I F Fa .. La* . . N Oct .. Wa Wd .. We .. Wf+ .. 5 1 4 2 5 2 3 4 1 2 2,947 5,151 534 41,019 80,549 22,991 51,696 50,569 10,228 29,681 59,069 12,948 3,415 5,964 1,797 36.397 10,271 42 6,472 28 9.821 19 13.478 1,277 13.921 309 5,287 30 4,058 67 75,564 14,530 38,728 51,332 87,049 32,831 66,451 64.799 15,545 33,806 Cut. 19.209 5,304 8,654 28,600 51,022 19,751 35,954 34,489 11,378 17,374 Qt. 2,749 597 1,039 1,931 2,703 1.513 2,429 2,461 703 1,063 lb. 156 38 73 130 185 89 143 155 52 55 lb. 975 204 430 671 957 510 790 823 253 298 £ 2,722 | 137 183 898 1,210 2,034 i 1,688 3,774 304 339 £ £ £ £ 159 ': 1,311 3,965 8,157 32 365 680 1,214 56 597 1,421 2,257 111 1,938 1,898 4,845 143 3,905 2,877 8,135 85 1.358 1,730 5,207 137 2,395 2,733 6,953 140 2,310 2,521 8,745 38 778 832 1,952 57 1,427 | 1,079 2,902 8-65 0-51 ' 4-16 12-59 25-91 1,130 2-26 0-53 6-03 11-23 2005 ! 250 1-13 0-35 3-70 8-81 13-99 619 4-20 | 0-52 I 9-06 8-87 22-65 ! 610 3-34 I 0-39 ■ 10-77 7-93 22-43 819 14-87 0-62 9-92 12-65 38-00 488 6-10 > 0-49 I 8-65 9-87 25-11 780 13-98 :' 0-52 | 8-56 ' 9-33 32-39 770 4-69 i 0-59 ' 1202 : 12-84 3014 245 2-41 0-40 1013 7-66 20-60 276 F. Fa. La*. N. Oct. W. Wa. Wd. We. Wf+. Totals 29 295.365 128,189 57,081 480,635 231,735 17,188 [ 1,076 5,911 j 13,289 958 16,384 19,736 I 50,367 6-64 0-48 '< 8-18 9-85 25-15 I 5,993 i General charges 57,081 480,635 i 31,860 31,860} 9,587 59,954 ! 3,795§| 4-79 29-94 Totals 295,365 128,189 25,221 448,775 | 56,159 WESTPORT SECTIO: C .. 1 F .. ..5 Fa .. .. 2 Wb .. .. 5 Totals .. 13 General charges Not work 4,872 13,073 61,537 ing .. 33,429 6,661 19,324 4,893 2,394 124 i 43,194 22,128 80,985 11,332 8,572 48,703 1,659 828 3,200 111 846 70 455 278 i 1,468 2,119 2,047 3,374 104 51 184 728 558 3,144 2,712 i 5,663 1,029 : 3,686 3,426 10,127 11-77 22-20 1000 0-58 0-56 0-55 405 605 9-32 15-07 11-16 1015 31-47 39-97 30-02 735 343 980 C. F. Fa. Wb. 79,482 59,414 7,411 146,307 7,411 146,307 2,438 2,438} 68,607 5,687 459 . 2.769 7,540 339 4,430 7.167 19,476 5,568 12-36 0-56 7-27 :— —! 11-76 31-95 913 2,058 -• •- -- -- ■• 25,044 246§ 4108 Totals •- 4,973 143,869 H ; ; 79,482 59,414 24.798 -- -- .. Note.— One C and three F locos, being worked for Cape Foul wind Railway. * Gang, fuel, and stores for one La for lour months, supplied by outside firm. t Five U c locos, and two Wf locos, transferred from South Island Main Line and Branches. "Maintenance Branch, "working-expenses " classifications. § Credits for *ame from "Uainten.ince Branch. t Mileage run by engines performing work-train services for
D.— 2.
35
RETURN No. 24—continued. Locomotive Returns for the Year ended 31st March, 1924— continued.
By Authority : W. A. G. Skinner, Government Printer, Wellington.—l 924.
09 a Engine-mileage. Quantity of Stores. Cost. Cost per Engine-mile, in Pence. Type. u to Train. Details. Shunting w k Em'ply. j "»■ Details. Total. Coal. Oil. Running. Tallow. | W*st>-. Repairs. Running. Total. Fuel. W r ages. Repairs. Stores. Fuel. Wages. Running. a cool 03 Q Type. Wages and Material. Wages and Material. Total. Stores. NELSON SECT: :on. F Fa .. Wf 1 3 2 2,334 27,696 28,370 6,705 7,899 2,603 9,039 35,599 30,973 Cwt. 1,982 8,432 13,931 j Qt, 333 1,221 1,283 lb. 16 47 55 lb. 182 530 544 £ 69 1,323 398 £ 18 65 69 £ 231 983 1,625 £ £ 446 ■ 764 1,199 3,570 1,059 ! 3,151 2.704 7,485 1,509 1-83 8-92 3-08 0-48 6-13 0-44 6-63 0-53 12-59 I 11-84 20-28 8-08 j 24-07 8-22 j 24-42 203 496 424 F. Fa. Wf. 4 Totals General charges ; 0-48 9-02 ; 1,123 6 58,400 17,207 4 75,611 24,345 2,837 118 1,256 j 1,790 152 2,839 5-68 8-58 23-76 4-79 -- Totals 4 4 75,611 4* 8,994 It 28-55 — i— : -- 58,400 17,207 75,607 8,993 I .. .. I I PICTON SECTIl IN. Fa .. Wf 2 4 3,640 41,080 10,613 15,368 5,376 4,406 19,635 60,854 6,535 25,480 632 1,842 42 107 326 1,199 878 ! 1,372 36 102 878 3,278 925 2,303 3,038 7,055 14-65 5-41 0-44 0-40 10-73 12-93 11-31 9-08 37-13 27-82 394 ! Fa. 878 ' W t f. Totals General charges 9,782 32,015 2,474 149 1,204 2,571 138 4,156 3,228 10,093 1,727 7-67 0-41 12-39 9-63 30-10 5-15 1,272 6 j 44,726 25,981 80,489 [ •- '" 9,782 7,030 80,489 7,030* i 11,820 965+1 35-25 Totals \~ I : ~— 44,726 25,981 2,752 73,459 10,885 .. -- -- .. •• i i * Mileage run by engines performing work-train services for Maintenance Branch, ' ; working-erpi mses" classifications. t Credits for same from Maintei lance Branch.
D.—2
REVENUE.
EXPENDITURE.
D.—2.
DIAGRAM SHOWING ORGANIZATION OF THE NEW ZEALAND RAILWAYS
D.-2.
D.-2,
NEW ZEALAND GOVERNMENT RAILWAYS. Number of Engines, and Tractive Power. Number of Carriages and Seating Accommodation. Number of Wagons and Carrying Capacity, in use from 1914 to 1924.
Percentage of Increase, 1914-1924 Engines 22-66 per cent. Tractive Power 49 42 per cent.
Percentage of Increase, 1914-1924 Carriages 12 03 per cent. Seating Accommodation 13 90 per cent.
Percentage of Increase, 1914-1924 Wagons 29"67 per cent. Carrying Capacity 42 35 per cent.
D.-2.
NEW ZEALAND GOVERNMENT RAILWAYS.
D.—2
Increases in GOODS TONNAGE. 1910 TO 1934.
I).-2
COMPARATIVE POPULATIONS 1890-1923
COMPARATIVE PASSENGER BOOKING 1890-1923.
U.-2
NEW ZEALAND RAILWAYS. Accidents at level crossings through road traffic colliding with railway trains during period 1909-1923.
PALMERSTON NORTH DEVIATION
N.Z.R. NORTH AUCKLAND PROPOSED OUTLET
D.—2,
AUCKLAND & SUBURBS SHEWING RAILWAYS, DUPLICATIONS AND MAIN ROADS.
N.Z.R. AUCKLAND STATION
PALMERSTDN NORTH PROPOSED STATION YARD —1924 DESIGN
D—2
PROPOSED DEVIATIONS IN THE VICINITY OF WELLINGTON: TAWA FLAT, HUTT VALLEY, RIMUTAKA.
D.—2
WELLINGTON PROPOSED STATION YARD COMPLETE SCHEME
D.—2
CHRISTCHURCH 1924
D.—2.
WOOLSTON PROPOSED SORTING YARD
D.—2
LYTTELTON 1924 PROPOSED STATION YARD
D.—2.
TIMARU PROPOSED REARRANGEMENT
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https://paperspast.natlib.govt.nz/parliamentary/AJHR1924-I.2.2.4.2
Bibliographic details
RAILWAYS STATEMENT BY THE MINISTER OF RAILWAYS, HON. J.G. COATES., Appendix to the Journals of the House of Representatives, 1924 Session I, D-02
Word Count
61,032RAILWAYS STATEMENT BY THE MINISTER OF RAILWAYS, HON. J.G. COATES. Appendix to the Journals of the House of Representatives, 1924 Session I, D-02
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