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1925. NEW ZEAL A N D
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, 1925. The net revenue amounted to £1,567,108, equal to 3-55 per cent, on the capital invested in lines opened for traffic. Taking into consideration the extraordinary circumstances that prevailed, and the exceptional demands that had to be met during the financial year, the results are, in my opinion, very satisfactory. The complete cessation of operations for eight days, as the result of the disagreement with one section of the railway employees, resulted in a loss estimated at £150,000. Increased contributions to the Government Railways Superannuation Fund amounted to £80,000. The infantile-paralysis epidemic adversely affected the Department's revenue during the summer months, and was responsible for a loss of about £100,000. It will be observed, however, that the returns from goods traffic showed much improvement over the previous year. I have dealt more fully with that aspect in my remarks in connection with the Commercial Branch. RAILWAY FINANCES AND ACCOUNTING. The most important changes in policy given effect to were the creation of a special Railway Fund, and the general reorganization of the Department's financial and accounting systems. These changes were outlined in my previous Statement, and were brought into operation as from the Ist April, 1925. Every possible care was taken to ensure successful and smooth working in their inauguration. The best expert advice was obtained from officers of the Treasury, Public Service Commissioner's, and Railway Departments. The policy adopted was the result of their unanimous approval, and was subsequently confirmed by the Royal Commissioners —Sir Sam Fay and Sir Vincent Raven who thoroughly investigated the operations of the New Zealand Railways towards the end of last year. Under this policy the Department will have full control of its own funds. It will be called upon to pay the average interest on capital expenditure, make provision for depreciation, renewals fund, insurance, and charges for repairing slips and flood damage. The Department will have also to pay the Government annual contributions to the Railway Superannuation Fund, and generally meet all its obligations, but, on the other hand, will be recouped for services rendered as far as may be practicable. The steps taken will not lessen the present parliamentary control. The policy will be to manage the railways so that the receipts will be sufficient to meet working-expenses, interest on capital, reserves and sinking funds. Surpluses will be devoted to improving services, reducing freights, &c., and deficits will be met by taking steps to improve the financial results in the directions indicated by the statistical data compiled.
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The placing of the accounts on a commercial basis has not been done with the object of making increased profits, but purely for the purpose of ensuring efficient working and enabling the administration and the public to ascertain the true position with regard to the Department's operations. STATISTICAL INFORMATION. Closely allied to the reorganization of the finances and accounts is the inauguration of the most up-to-date system of compiling essential railway statistics. The necessity for this was emphasized by the Royal Commission, and the Government was fortunate in obtaining the services for about three months of Mr. J. A. Warren King, Statistical Adviser to Sir Felix Pole, General Manager of the Great Western Railway. Mr. King acted in a secretarial capacity to the recent Royal Commission. The statistics outlined by him are now being compiled, and will undoubtedly be of great value, not only to the Department, enabling it to closely scrutinize all phases of its operations, but in making valuable comparisons with similar returns of railway systems throughout the world. There is no intention, however, of spending a large amount of time and money in collecting information merely for the sake of producing statistical returns. The compilations will consist purely of data that will be of practical use in securing definite knowledge of working results, and in enabling the administrators to ascertain and remedy matters that may be found to require adjustment from time to time. ROYAL COMMISSION OF INQUIRY. As indicated in my last Statement, arrangements were made for Sir Sam Fay and Sir Vincent Raven to be constituted a Royal Commission to inquire into and report on the whole of the Railway Department's operations. A full report of the Commission's findings has been published, and is being laid on the table of the House during the current session as Parliamentary Paper D. 2a. The report is a most valuable one from all points of view. Most of the recommendations have been adopted and others will be given effect to in due course. A perusal of my two previous Statements will show that the most important reforms recommended had either been fully investigated or decided upon. Consequently I was able, immediately the Commission's report was available, to place full recommendations before Cabinet dealing with all points except the reorganization of the Mechanical Department, which has now been placed in hand. Dealing shortly with the summary of the Commission's recommendations under the various headings on page 65 of the Report the position is as follows j:— Finance. The proposals in regard to finance are in accordance with the system now in operation. Organization. The general management and divisional organization was brought into operation on the 16th February, 1925. With reference to the recommendation that a Board of Management should be appointed to replace the General Manager and the Assistant General Managers, I may say that the policy of staff retirement had already been inaugurated. Mr. McVilly, the General Manager, had intimated his willingness to fall into line with that policy, and had asked to be allowed to retire in accordance with [the provisions of the Government Railways Act. Owing, however, to his long connection with the Department and his wide experience, it was thought advisable to retain his services until the report of the Commission was received ; but I had already formed the opinion that, on the General Manager's retirement, a Board of Management should be established. The Commission fully endorsed this proposal, and a Board, consisting of a Chairman, an Operating Member, and a Commercial Member, was appointed. The system of divisional control was also adopted, and the number-of districts Island reduced. As will be seen from the organization <I iagrain^included* iti this statement, under the divisional control system each Island is placed in charge of a Divisional Superintendent stationed at Auckland and Christchurch respectively.
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The Divisional Superintendents control and direct all transport work, including the running of trains ; handling of goods and passengers ; improvement of services ; maintenance of track, structures, and appliances ; allocation, use, and distribution of engines and rolling-stock ; and generally provide and control facilities for travel. The North Island Divisional Superintendent is assisted by a Locomotive Engineer and a Civil Engineer, and the South Island Divisional Superintendent by a Locomotive Engineer and Traffic Officer. The Locomotive Engineer also acts as the District Officer in charge of the Locomotive Running Branch and is charged with the provision of power for train services. The workshops, as in the past, come under the direct control of the Chief Mechanical Engineer. District Engineers (Civil), so far as the maintenance and general upkeep of the track is concerned, report to and take their instructions from the Divisional Superintendents. Traffic districts at Whangarei and Greymouth have been abolished and merged in the Auckland and Canterbury Districts respectively. The following extract from a report on the Divisional system of control in operation on the South African Railways clearly illustrates the advantages of the system " Two very important features, which are not very generally recognized, exist under the transportation or divisional system as applied to the South African railways : — " (1.) The Chief Mechanical Engineer supplies the engines and rolling-stock, and the business of the Transportation Officer is to make the best use of the engines and rolling-stock placed at his disposal. The Transportation Officer is not concerned with the maintenance of the engines or the stock, the cost of this service forming a charge against the Mechanical Department. The Mechanical Department, therefore, keeps a check on the condition of the rolling-stock, and it is the business of the Transportation Department to utilize it to the best advantage. " (2.) Whilst the Engineer responsible for the maintenance of the section of open lines is under the control of the Divisional Superintendent, there are four Maintenance Engineers—one attached to the headquarters of each system —who are under the control of the Assistant General Manager. The Assistant General Manager of each system has the benefit of the professional knowledge and experience of these officers in all matters of importance connected with the maintenance engineering-work of the system, and. it is the further duty of these Engineers to examine and report upon the condition of the permanent-way. But the Chief Civil Engineer is the officer who performs in relation to permanent-way somewhat similar functions to those carried out by the Chief Mechanical Engineer in respect of rolling-stock. He is first of all responsible for reporting upon and framing estimates for new lines. He supervises the construction of all new lines, and large programmes of relaying, resleepering, renewal of large bridges, &c., are carried out under his control. He is also responsible for preparing standard designs of all station buildings, houses, warehouses, bridges, culverts, &c., and any proposed changes of route, or deviations, or alterations in the lay-out of station-yards of any magnitude, must be submitted by Transportation Officers to the Chief Civil Engineer. This officer is also responsible to the administration for seeing that the permanent-way, stations, and buildings are maintained in a proper and safe condition. " It will thus be seen that whilst Transportation Engineers are directly responsible for the maintenance of the permanent-way, &c., it is the duty of the Chief Civil Engineer, on behalf of the administration, to see that the work is duly carried out, and that a proper standard is maintained.
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It is claimed that the transportation or divisional system tends to give officers a better all-round training for the more responsible positions than the departmental system. It is undoubtedly the case that under the transportation or divisional organization a broader view is taken of the working generally, and of various improvements along the line which are seen to be necessary from time to time. Officers now look more to general utility and less to the question as to who should bear the cost; and there is not the same tendency to take no interest in work which, under the departmental system, would be for the benefit of some other department." Engineering. A full programme of improvements and new works (I). -2a, 1924) has been arranged, and some of the works are now actually being undertaken. Mechanical. Full particulars are included elsewhere in this Statement. Operation. Revision of time-tables : This work is actually in hand, and' many improved and faster services have been inaugurated. Reduction of mixed trains ; encouragement of tourist and suburban traffic ; control of train-movement and distribution of wagon stock : Officers of the Transportation and Commercial Branches have these matters in hand. Collection and delivery of goods : Much valuable information has been collected, and the scheme will be proceeded with further as soon as the through booking of parcels and goods between the Islands is in thorough, working-order. Private-siding rentals : This matter has had very careful consideration, but in view of the large amount of revenue that would be affected, it has been decided to take no action during the current year. It will be reviewed at a later date. Rates and Fares. Excursion fares have been reduced. Other matters referred to have been dealt with in the revision of the tariff. Stores. The Commission's recommendations have been given effect to. General. Statistical data : An up-to-date system has been adopted. Staff training: Data has been collected, and steps will be taken to inaugurate a scheme within the next month or two. Officers visiting abroad : This has been arranged, and several officers are at present abroad. Appointment of Chief Mechanical Engineer. With reference to the Commission's recommendation that a Chief Mechanical Engineer, fully qualified and thoroughly conversant with up-to-date methods of railway-working, be appointed, steps were taken to secure the services of such an officer in England, and Mr. G. S. Lynde, 0.8. E., A.M.I.Mech.E., M.1.L0c0.E., was appointed to the position. He took up duty on the 20th April, 1925. Tariff Revision. One of the most important matters that have engaged attention during the year has been the revision of the tariff. The multitude of decisions involved in the settlement of the fares, rates, and charges depend for their soundness on adequate information being available as to the effect of the various rates, on the one hand as affecting the Department's customers, and on the other as affecting the Department itself. In the former aspect much advantage has been derived from the drawing-together of the Department and its customers into a closer personal relationship. Free and frank discussion, with communication by correspondence reduced to
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a minimum, has enabled the Department to obtain that knowledge of the views of its customers on which alone could be based sound judgments on the many and intricate questions that arose for settlement in connection with the tariff. That the Department has been enabled to bring about that closer personal relationship is one of the most pleasing as it is one of the most useful results of the new policy. It has not only put the Department in a position to gauge with greater accuracy the wants of its customers, but has also resulted in the customers themselves getting a better understanding of the Department and the problems with which it is confronted. The policy is capable of very considerable expansion along the lines indicated, and will be actively prosecuted with the object of making the Department indispensable to the community. The more intimate knowledge obtained of the trend of public opinion, which in turn has itself been influenced by closer acquaintance with the aims of the service, has enabled the Department to adjust its policy with confidence and to bring it into harmony with the public demand, although this required a radical departure from what had been previously contemplated. As was foreshadowed in my Statement of last year, the policy then in contemplation was one of reduction of the general rates. There was at that time a very substantial body of public opinion demanding this course of action, which was one of the effects of the commercial depression from which the country was then recovering. With a marked improvement in the financial position of the country during the last year the whole aspect in regard to railway rates has been changed, and the demand is now for improvements in the services. It had, moreover, become more and more evident that the times required a closer assimilation of the Department to a business. The policy of running the Department on commercial lines has met with universal public approval, but such a policy required a largely increased revenue to meet the increased. rate of interest to be paid, and to provide for renewals, &c., in accordance with sound business principles. As a corollary, rate adjustments involving increases in certain directions became necessary. Care has been taken to distribute these increases as equitably as possible, and where, after discussions with representatives of the interests affected, it has appeared that further adjustments were desirable in order to avoid hardship or undue disturbance of business, such adjustments have been made without hesitation. Increases in rates cannot be made without protest or objection, but the adoption of the policy outlined has enabled the difficult problem of tariff revision to be satisfactorily solved. In view of its magnitude, I have decided to present the tariff, with the reports thereon, _as a separate parliamentary paper this session. COMMERCIAL BRANCH. During the year much valuable work has been accomplished by the officers of the Commercial Branch, and many important matters are now receiving consideration. Probably the Branch's chief value is in connection with its activities in acquiring new business and regaining that lost to motor and sea competition. Business Agents are now continuously engaged in interviewing clients and prospective clients, attending meetings of local bodies, Chambers of Commerce, &c., and generally keeping in very close personal touch with all sections of the community to definitely ascertain their requirements and secure business. The success of the branch has fulfilled expectations, and there can be little doubt that the increase in the Department's goods business is due to its activities in this direction and the capable manner in which its proposals have been dealt with by the Board of Management and other controlling officers. Already many valuable services have been inaugurated, and the absence of dislocation in their initiation is an indication of the thorough manner in which details were arranged preparatory to the changes being brought into operation. A system of through booking of passengers by rail and steamer between the North and South Islands was brought into operation on the 11th March, 1925, and
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the extent to which it has been taken advantage of and appreciated by the travelling public indicates that it is a decided success. This applies to a greater extent to the inter-Island booking of goods, which was commenced on the same date. This service is also being widely availed of, and will lead to a substantial increase in the Department's business. The most important departure from the Department's past policy has been the creation of special rates to meet special conditions due to serious motor competition in certain localities. Investigation showed that this competition was securing a good deal of the best-paying business and leaving the lower-freighted commodities for the Department to handle. There were instances in which carrying firms brought the latter class of goods to the nearest railway-station, while carrying those in the higher classes right through to destination by road. Benzine and dairy-produce constituted the backbone of the motor competition, and to the carriage of these much attention has been given by the officers of the Commercial Branch and the Board. Benzine has been reclassified from Class A (rate and a half) in 1922 to Class B (plus 25 per cent, for any quantity), representing a reduction from £3 14s. to £2 lis. Ild. per ton for a distance of 100 miles. In addition, special rates have been arranged to secure traffic in certain districts. As a result, our benzine traffic is increasing, and the position is being very closely watched. For dairy-produce special rates have been arranged to recover traffic from competitors, and the latest reports indicate that in the forthcoming season the result will be highly satisfactory. It is natural that differentiation of rates should give rise to some complaint against such a policy in a State-owned undertaking such as the railways, but the study given the problem by those concerned made it clear that in localities where the motor could compete under the conditions existing extraordinary measures would have to be adopted. Unless it was checked this competition would make such serious inroads into the Department's revenue as •to leave the Government no alternative but to increase freight rates all round to make ends meet. In addition, the further loss of traffic would mean reduced service, which in itself is sufficient under modern conditions to drive traffic away. Undoubtedly the steps taken were in the public interest. In this connection it is clear that the position of railways versus roads is economically unsound, inasmuch as commercial lorry-owners have not been called upon to pay a quota of the cost of road construction and maintenance commensurate with the service obtained, whereas the railways have to meet all such obligations. I have stated from time to time that where it is found that districts are more economically and conveniently served by road than by railway, they should have one and not both. It is clear, however, that this can be only ascertained by placing both systems on an even footing as far as may be possible and scientifically comparing the relative cost of service. The Railway Board states that the Department was practically sibsidizing the construction and maintenance of roads to the extent of £65,000 per annum by carrying road-metal at an unpayable rate, which is indirectly a cause of the Department's having to reduce its rates on the higher classes to meet road competition. The Commercial Branch has obtained also a good deal of information about a collection and delivery system at stations, and tenders have been accepted in some places. Through rail, and motor tours are being carefully investigated in the various localities with the object of influencing the maximum amount of traffic to the railway. Successful arrangements have been made in many places for linking up the railways with reliable carriers and passenger-transport firms serving towns and country districts from the nearest station. As already stated, the branch is a very essential part of the Department's Operations. It is the duty of the Department to ensure that every possible step is taken to make the railways indispensible to the people and to ensure an efficient, economical, and convenient service that will hold its own with any other form of transport.
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TRAIN SERVICES AND GENERAL OPERATION. The Commission recommended a complete revision of time-tables, and that mixed trains be reduced to a minimum. As will be seen from my last Statement, these matters were then being considered. Very considerable improvement has already been effected in express and important passenger-train services, and the General Superintendent of Transportation and the Operation and Equipment Assistant are at present engaged on the general revision of time-tables throughout the Dominion. The " Limited " express was inaugurated as a night service between Wellington and Auckland in December last. Originally it was proposed to give the night service a trial for some months and then try a daylight " Limited " service, but so much opposition was raised to the suggested withdrawal of the night service that it has been decided to defer the running of the daylight service until next summer, when a more satisfactory comparison can be made. It may be found possible to so arrange the running of the ordinary Main Trunk expresses as to enable the scenic part of the journey to be covered in daylight hours. The Wellington - New Plymouth and Wellington-Napier express time-tables have been vastly improved and journey times reduced. Many other improvements have also been effected, including a connection at Palmerston North with the down Napier and up New Plymouth expresses. The acceleration of these trains has also placed the railways in a position to cope with the rapid growth of passenger motor competition between Napier - Palmerston North - Wanganui and Taranaki, and Wellington and Hawke's Bay. A motor service that usually met the Napier expresses at Ashhurst, where the trains previously crossed, and picked up passengers for the district north of Palmerston North, has been eliminated. The crossingplace under the present time-table has been changed. The Christchurch-Invercargill expresses, Christchurch-Dunedin, and DunedinInvercargill mail-trains have been accelerated, the time of the journey being reduced in the case of the longer-distance trains by nearly an hour and a half. Other important services are now having attention, and improved schedules will be brought into operation. It is estimated that during the current year the train-miles will be increased about 800,000. An improved sleeping-car for use on the Main Trunk express has been designed, and is at present being constructed in the workshops for inclusion in the Department's section in the forthcoming Exhibition. The car will be composed of twoberth compartments only, with added comforts and conveniences, and a slight increase in price will be made as in the case of deck cabins on ferry-steamers. The emergency sleepers of the Pullman type provided for the " Limited," by converting ordinary cars, are very popular. Consideration is being given to the utilization, as an experiment, of these converted cars, which accommodate twenty-four passengers, for second-class passengers. Attention has also been given to the question of obtaining additional sleepingcars for use on the Main Trunk expresses, and information is being gathered with regard to all-steel cars in use in many parts of the world. There can be little doubt that later on it will be desirable to make the " Limited " express a full sleeping-car train, in which case the Department's stock of these cars will require to be very considerably increased. A study has been made of many .modern designs of day coaches for use on the more importantfservices. A number of the services that were in operation prior to the war and cancelled or restricted during the war period have been replaced, and many new concessions have been granted. One of the most valuable concessions enjoyed by the public before the war was the liberal excursion fares based 011 the fare one way only, which was entirely cancelled during the war. The doing-away with this was responsible to a very large extent for the greatly reduced number of passengers carried during the Christmas and New Year and Easter periods, but there are other important factors, such as the commercial motor service and the privately-owned motor-car, that also had a detrimental effect. Passenger fares in New Zealand were not increased by nearly the same percentage as in other countries to meet increased expenditure arising out of war conditions. For the Christmas and New Year
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holidays, 1924-25, excursion fares were reduced by 2s. per ticket. This represented a substantial concession on fares for short distances most subject to motor competition. As the revenue becomes more buoyant it will be my aim to restore this concession as far as possible, but, having regard to the obligations to be met during the present financial year, I regret that no further reduction can be made in this direction at present. With the improved statistical data available, I propose to review the matter when next summer's excursion rates are being considered. The availability of tickets has been restored to the pre-war basis, and this has caused satisfaction throughout the Dominion. To obviate queues at busy times, and to enable intending passengers to obtain comfortable accommodation in ample time, the period of reservation has been extended from three to fourteen days. BRANCH LINES. The Board's report on branch lines is a striking illustration of the difficulties that have to be met in endeavouring to reduce losses, and, generally, to improve the financial results and the services, as a glance at the following instances will clearly show : —
It will be seen from the full statement that the loss, including interest, on the branch lines enumerated amounted to approximately a quarter of a million pounds ; but this does not represent the total loss, as an additional £97,000 has to be added in respect of the following small sections :—
The management was actuated by the best motives in curtailing services on the unpayable lines in order to reduce the serious losses incurred over a long period of years. Considerable public dissatisfaction has been expressed because of the action taken in reducing services, but from a purely commercial point of view the running of additional trains cannot be justified. It is equally clear, however, that the service provided on many of these lines at present is not up to the standard required by the public, and that it has been responsible for much of the road competition during recent years.
j osg Average per Mile of Line. Branch Lines. I R w° S ? -° 11 eluding Revenue. Working. Reyen Workingexpenses. £ £ £ £ £ Waitara .. .. .. 2,370 3,938 1,320 1,847 348 Toko .. .. .. 20,424 47,997 279 473 655 Greytown .. .. .. 1,919 2,425 262 901 169 Eyreton and Oxford .. 3,788 10,253 186 256 120 Cheviot .. .. .. 3,142 16,973 316 388 316 Whitecliffs .. .. 705 1,879 315 377 103 Springburn. . .. .. 11,315 14,050 233 259 100 Ngapara and Livingstone .. 3,600 10,420 208 342 254 Lawrence .. .. .. 2,035 14,009 453 512 346 Tapanui .. .. .. 3,729 8,743 286 429 192 Glenham .. .. .. 3,938 7,184 220 644 349 Forest Hill .. .. 3,173 4,350 188 438 93
Loss on Working. j Interest at 4?.- per Cent. Total Loss. £ £ £ Kaihu .. .. .. 153 7,926 8,079 Gisborne .. .. .. (Profit) 1,614 30,792 29,178 Nelson 7,125 18,366 25.491 Pioton .. .. .. 2,099 28,389 30,488 Lake steamers .. .. 2,183 1,827 4,010 27,349 87,300 97,246
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It is the aim of the present administration to adopt every possible means of reducing working-costs and to so improve the services as to enable these lines to hold their own with other forms of transport. It is not anticipated that the revenue will be greatly increased, but that a much-improved service will be provided without additional cost. I am convinced that better services should be provided on such lines ; that working-costs should be reduced as far as practicable by the utilization of selfpropelled units and by other means ; and that legislation should be enacted providing that the railways be reimbursed for the annual losses incurred, as is done in the State of Victoria, after making adequate provision for the profits made by main lines'as the result of traffic from the branches. Unless the State is prepared to subsidize reasonable services on these branch lines it will be impossible to avoid annual deficits without a general increase in rates, which would be manifestly unfair to railway-users as a whole. Deficits have to be met out of the Consolidated Fund in any case, but the method suggested is more satisfactory from every point of view, and will enable the Department to give an efficient service in keeping with modern ideas. MOTOR TRAINS. Since my last Statement valuable information has been obtained regarding different types of self-propelled rail-vehicles. Although practical operating experience has been obtained in the use of only two types —steam and an improvised car driven by an internal-combustion petrol-engine—it is obvious that much economy can be effected and more frequent service provided on many sections when a thoroughly reliable unit can be secured. The " Sentinel " steam-car has been in service for some months between Melling and Wellington, and the working-costs, suitability, &c., are being very closely watched so that results may be accurately gauged before such cars are placed on the sections for which they may be found satisfactory. The other car referred to was fitted with an ordinary six-cylinder motor-car engine by a Christchurch motor engineer. Trial runs have been made, and it is anticipated that this vehicle will be ready for practical work in the near future. In addition, a Clayton steam-car has just arrived from England, and is being placed in service. An " Edison " electric storage-battery car has been ordered, and should arrive in the Dominion about the beginning of October. The departmental officers in New Zealand and those at present abroad are obtaining the latest information about these vehicles, as it is believed that workingexpenses on many of our sections, and especially non-paying sections, can be considerably reduced by the utilization of reliable self-contained units. MECHANICAL DEPARTMENT.—WORKSHOPS REORGANIZATION. As was pointed out in the special report on improvements and new works placed before Parliament last year, the Railway workshops machinery and general equipment was inadequate to economically and efficiently cope with requirements. The Department secured the services of Mr. E. T. Spidy, a Production Engineer who has had very wide experience in workshop production work in England, and more lately with the Canadian Pacific Railway. The Acting Chief Mechanical Engineer at that time (Mr. Sims) and the Production Engineer, after a thorough investigation, made a report providing for the complete reorganization of the workshops. This was submitted to Sir Vincent Raven, a Mechanical Engineer of well-known standing, who confirmed the views expressed and the conclusions arrived at. The full proposals were subsequently placed before Mr. Lynde, the recently appointed Chief Mechanical Engineer, and the Railway Board, who, after the closest possible examination, fully concurred. The scheme was thereupon submitted to me with the Board's recommendation, and was approved by Cabinet after consultation with the Hon. the Minister of Finance and Treasury officers in regard to the financial
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arrangements. It provides for concentrating on four main shops in the vicinity of Auckland, Wellington, Christchurch, and Dunedin, and the estimated cost of the proposals is as follows : —
£ Grand total .. .. .. .. .. .. .. 1,696,000 Say .. .. 1,700,000 Interest charges during construction .. .. .. .. 120,000 1,820,000 Charge against working-expenses for shops and machinery discarded .. 320,000 Charge against Capital Account .. .. . . £1.500,000 It is intended to spread the expenditure over a period of three years, as under : For the year ending 31st March, 1926, £300,000 ; year ending 31st March, 1927, £600,000 ; year ending 31st March, 1928, £600,000 : total, £1,500,000. It has been decided to erect modern buildings and facilities on new sites for the Newmarket and Petone Workshops, and tenders will be invited for the construction of these works at an early date. The savings that it is anticipated will be made possible are estimated as follows : — £ Locomotive repairs .. .. .. .. 84,000 Car and wagon repairs .. .. . . . . 92,000 New work . . .. .. . . .. 25,000 Interest on capital cost of additional rolling-stock made available .. .. .. .. .. 17,500 Rents from present sites at Newmarket and Petone .. 11,500 230,000 Annual charges for interest, depreciation, &c. .. 115,000 Annual profit .. .. £115,000 The above figures have-been taken out on a very conservative basis, but even so it is estimated that the economies will repay the total cost in 10-7 years after completion. The whole is based on the most modern methods in operation throughout the world. The reports presented by the technical officers of the Department showed that under existing conditions locomotive repairs were taking nearly double the time taken in shops equipped with modern facilities, as will be seen from the following comparisons Ne Shops and M ° dem Sh °PB - - overhaul .. .. 55 days 40 days. Heavy repair .. .. 36 ~ 23 ~ Light repair.. . . . . 14 „ 9 ~ In money value the position may be stated as under :— Complete overhaul : Petone, £814 ; Newmarket, £930 ; Addington, £1,208 ; Hillside, £1,149 ; modern shop, £330,
i r ! 1 ! Auckland. Petone. Addington. Hillside. i ; i ; I £ £ £ £ Land, &c. .. .. .. .. 20,000 20,000 Buildings and lay-out .. .. 358,000 364,000 177,000 205,000 Machinery replacements .. .. 66,000 33,000 46,000 93,000 Additional machinery .. .. 45,000 23,000 22,000 44,000 Special machinery for new engines .. 25,000 Shifting-machinery retained .. .. 21,000 12,000 17,000 27,000 Hoisting and travelling gear .. .. 27,000 12,000 8,000 23,000 Shifting local traffic depot .. .. .. .. .. 8,000 562,000 464,000 I 270,000 400,000
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The machinery in use is out of date and non-productive, and the reports indicate that 60 per cent, is fiom twenty-five to forty-seven years old, 30 per cent, is from ten to twenty-five years old, and 10 per cent, fairly modern; and in addition much essential machinery is entirely absent. The reorganization provides for complete electrical installation, and the adoption of accurate costing methods and production schedules. USE OP NEW ZEALAND COAL ON RAILWAYS. The question of coal requirements in the Dominion has for many years been one necessitating close attention, and naturally, in an undertaking of the magnitude of the railways, which consumes approximately 350,000 tons annually —and mostly bituminous coal—the utmost care has to be exercised in regard to quality and expenditure involved. The Department has been subjected to a good|deal of criticism since the war because of the large amount of bituminous coal it imports from Newcastle. Those interested in the coal-mining industry in the Dominion contend that New Zealand should be self-supporting so far as coal is concerned, and that preference should be given to the local product. But New Zealand has never produced sufficient coal to meet its own requirements. As far back as 1878, importations amounted to 174,000 tons annually ; in 1914, 518,070 tons ; and in 1919, 455,494 tons. Indeed, the position became so acute in 1917, owing to shortage of supplies, that control of the distribution was inaugurated, and continued until 1921. The diminution in the production of bituminous coal in the Dominion was reflected in the enormous increase in importations, much of which went to build up railway reserve stocks. These had become so depleted in 1919 as to necessitate a very serious curtailment of train services, causing much inconvenience to the public and the loss of considerable revenue. The uncertainty of local supplies was responsible to a large extent for the increased importations, and the trade so established has been a very important factor in placing the local industry in the position it is in to-day. The Government has stated time after time that it is fully prepared to utilize local coal to the fullest possible extent, but it has been shown conclusively that with the locomotives at present in use the most satisfactory and economical results are obtained by the use of screened bituminous coal either from the West Coast or Newcastle. The question is one of very far-reaching importance tojthe Dominion, and in order to obtain the best possible advice in the matter a Board of Inquiry was set up, consisting of the Engineer-in-Chief, Public Works Department, the Assistant Chief Mechanical Engineer, and the Designing Engineer of Railways, General Secretary, E.F.C.A., an Engineer of the Mines Department, and a representative of the mineowners and miners respectively, to inquire into and report on the following matters : — (1.) Whether, and, if so, to what extent, New Zealand coals are suitable for consumption in locomotive engines run upon the New Zealand Government railways, having regard to — (a.) The quality of such coals for steaming purposes : (b.) The economic working of the railway : (c.) The safety of property on the railway or on any land adjoining the railway : (d.) The possibility and likelihood of the Railways Department obtaining continuous and adequate supplies of such coals : {e.) Any other consideration which may be relevant to the question of such suitability. (2.) Whether it is necessary to alter the construction of the locomotive engines at present in use to adapt them for efficient work, using New Zealand coals, and, if so, what would be the approximate cost of such alterations and the time required to complete the same. (3.) Whether new locomotives can conveniently be designed and used with New Zealand coal, having regard to the same considerations. (4.) As to the extent of the advantages to New Zealand in finance and employment of labour or otherwise, assuming that it is possible at reasonable cost to utilize New Zealand coal, either partially or entirely, on the railways. The Board was empowered to obtain the fullest possible information, and to carry out such research and practical experimental work as might be found
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necessary. A considerable amount of evidence has been taken by the Board in various parts of the Dominion, and exhaustive practical tests are at present being carried oat in a railway locomotive with classes and mixtures of coal of all qualities. When available, the Board's report will be published for general information. HOUSING. As jWill be seen from the Railway Board's report, considerable progress was made during thejyear with the Department's housing scheme, 253 five-roomed houses having been erected, at a total £170,977. Houses built during 1924 and 1925 were cut to size in the Department's house-factory at Frankton Junction, and consequently the average cost has been very materially reduced. The factory is capable of producing about 400 houses per annum, but the high cost involved makes it very difficult for the Department to provide annually the finance necessary for its own requirements. The actual costs for the year, including the erection of the 253 houses, amounted to £220,000. Close analysis of the position shows that the factory must be worked to its full capacity in order to make the scheme a financial success. The present programme is for the construction of 1,500 houses, of which 477 have been built, but I propose to fully review the policy in the near future. The scheme is an extremely both from the point of view of the Department and of the staff. The present receipts from rents of the old and new houses do not quite meet requirements, and it may be found necessary to rearrange rentals to bring them more into line with the annual charges. It may also be possible to reduce costs by working the factory to its full capacity and disposing of the cut houses, over and above the Department's annual programme, to relieve the general shortage of houses existing in various parts of the Dominion. PROGRAMME OF IMPROVEMENTS ANDj NEW WORKS, 1924. The present position with regard to works commenced under the above programme is as follows : — Auckland-Westfield Duplication. Work on this deviation was commenced in March last, and good progress is being made. The deviation is 9 miles 67 chains in length, and will be a double track for the whole distance. The maximum grade is 1 in 132, and the sharpest curve 20 chains radius. The substitution of this route for the present heavy grades through Newmarket will materially reduce haulage-costs and allow of increased speeds. The two outstanding works which will govern the time of completion of this deviation are an embankment for double line across Judges Bay, Hobson Bay and Orakei Basin, and a double-track tunnel, 27 chains in length, under the AucklandSt. Helier's Bay Road. To protect the embankment on the sea side a rubble wall is being constructed in advance of the reclamation. Gangs of workmen, assisted by steam-shovels, are at work on formation and culverts, also on driving headings at the tunnel approach and through Campbell's Point —271 men being employed on the works. Special attention has been paid to the accommodation of the workmen employed in the tunnel, and a village is being constructed, provided with suitable road access, water-supply, drainage, and electric light. It is anticipated that this deviation will be completed in three years' time. The work is being carried out by the Public Works Department. Auckland New Station and Yard. The reconstruction of the Auckland yard is being undertaken in conjunction with the Auckland-Westfield deviation, and is under the control of the Railways Department. The design for the yard provides for a complete remodelling of the passenger and goods yards on a new site. The passenger-station will be of the through type, and built on a raised embankment to provide for the future extension of the line to Whangarei via the Town Hall route, which necessitates crossing over Beach Road with an overbridge. The goods-yard will be on the low level, and provision is made for new and up-to-date goods-sheds and improved facilities for local loading and delivery sidings. A commencement will shortly be made with the erection of a new outward■>ooels shed at Breakwater Road.
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The construction of the embankment for the passenger-yard is well in hand, and good progress is being made in preparing the ground for the goods-yard. Better terminal facilities at Auckland are very necessary to meet the growing traffic, and the first instalment of this important work will be completed within two years. Paeroa Rearrangement. Good progress has been made with the new station-yard at Paeroa, and the construction of a new double-track bridge over the Ohinemuri River, which forms part of the work. A contract Las been let for the supply of plate girders for the bridge. The yard is to be electrically interlocked, and material is now to hand for the work. It is expected that the new yard will be completed during the financial year. Palmer stox North Deviation. Arrangements are now being made to purchase the necessary land for the deviation of the line and new station-yard. The survey is in hand, and will be completed in about three months. When this is done arrangements will be made to start the earthworks. Designs for a new passenger and shunting-yardjat this important centre have been prepared, particular attention having been given to facilities for the marshalling and sorting of wagons. The existing yards are very congested and inadequate for the growing business. ff,; Wellington New Yard. Very good progress is being made by the contractor with the construction of sea-wall across the Kaiwarra Bight. The work will take about eighteen monthSjto complete, butjis sufficiently far advanced to enable a start to be made with the reclamation work at the south end. The Harbour Board dredge has made a commencement in pumping in spoil for the reclamation , and is working two shifts. When sufficient reclamation is available the rearrangement of the station-yard can be proceeded with. Tawa Flat Deviation. The permanent survey for this deviation, which forms an essential part of the improvement in terminal facilities at Wellington, was put in hand in March last, and is now nearly completed. It will be necessary to provide four main-line tracks to a point south of Ngahauranga, where the west-coast lines will diverge. To enable this to be done further reclamation will be required for shifting the existing east-coast lines seaward. Spoil from the tunnel will be used for this purpose. Tenders have been called for the necessary stonework along the harbour-front from Kaiwarra Station to a point south of Ngahauranga. Pelichet Bay Deviation. This work, which included the deviation and doubling of the line between Dunedin and Ravensbourne, was completed and opened for traffic in May last. This section of the line has been fitted with automatic signalling. An overhead road-bridge to give access to the Harbour Board reclamation which forms part of this work will be put in hand at an early date. Elmer Lane Depot. The necessary land for the construction of a new engine-depot at G-reymouth has been acquired. As the result of the recent reorganization of locomotive workshops the original scheme will require considerable modification. Amended proposals are now being considered. Electric Lighting. A programme has been drawn up for the lighting of railway-stations, yards, and dwellings throughout the Dominion, the work to be spread over a period of years. A number of houses and stations have already been connected, and other connections are well in hand. A sum of £10,000 been set apart for this year's programme, and the whole of this will be expended. Woolston Marshalling- yard, Christchurch-Lyttelton Works. The question of improvements required on the Lyttelton-Christchurch line requires closer investigation now that through railway communication is established with the West Coast. The volume of traffic is being analysed with a view to ascertainingjwhat additional facilities will be required to deal with the marshalling of traffic at Christchurch, Lyttelton, and Addington.
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Report on Electrification of Railways. The report in connection with the electrification of suburban lines which the Government is obtaining from Messrs. Merz and McLellan, Consulting Engineers of London, may affect the proposals in connection with the Christchurch-Lyttelton Tunnel. Recent cabled advice indicates that the report will not be received in time to place it before Parliament this session, but its contents will be made known, together with the Government's proposals thereon, at the earliest possible moment, 11 rrr Valley Railway. The Government has acquired some 600 acres of land in the eastern Hutt Valley suitable for residential and industrial purposes which is to be served by this line. The survey of the line from the existing railway at Petone to Silverstream has been completed, and the first sod was turned by the Hon. the Minister of Railways on the J 6th April last. A commencement has been made with the work, forty-one men being employed at the present time. Plans for the bridge over the Hutt River have been completed, and tenders will shortly be called for the work. An Osgood drag-line scoop is being erected at the Hutt River to obtain gravel from the river for railway embankment and formation work. The line will be laid to Waterloo Road for the present, and in addition an industrial line will be laid to the land set apart for industrial purposes. Competitive designs for the town-planning of the land acquired were invited, and twenty designs received. The land will be subdivided for settlement as far as possible in accordance with the design adopted for town-planning. Hikurangi Station. The layout of this station is inconvenient and dangerous. The rearrangement of the yard to suit traffic conditions is now in hand, and will be completed this financial year. New Plymouth Works. To provide for growing traffic at New Plymouth until the Harbour Hoard completes the construction of new wharf and sheds at Moturoa, additional goodsshed accommodation was found necessary. This work is in hand, and will be completed at an early date. Helensville Station. The arrangement of this station is very bad from a traffic point of view, and requires a complete rearrangement. Plans for a new yard have been prepared, and are now under consideration by the Department. Timaru Station. The present facilities at Timaru are insufficient for satisfactorily dealing with the passenger and goods traffic. Plans for the rearrangement of the yard are in course of preparation, and a portion of the scheme to cover immediate requirements will shortly be put in hand. Frankton Station. To meet the demands of growing traffic, additional yard accommodation for the marshalling of trains is urgently required. Plans have been prepared for the extension of the yard, and additional land is now being acquired for this purpose. Penrose-Papakura Duplication. To meet the growth of traffic between Penrose and Papakura the duplication of the line is necessary. Plans for the duplication between Penrose and Otahuhu, and rearrangement of station-yards to suit, have been completed. The work has now been started, and good progress is being made. Morrinsville Rearrangement. Plans for the future rearrangement of station-yard on a new site have been prepared, and the necessary land has been acquired. Stratford Rearrangement. Plans have been prepared for a yard on a new site on the south side of the Patea River, the present site being too limited to allow for extension. The necessary land is now being taken, as the locality is being rapidly settled.
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Elimination of Level Crossings. A list of dangerous level crossings, in their order of urgency for elimination, has been prepared. It is intended to eliminate a number of the worst each year. The elimination of three public level crossings by the provision of overbridges is now in hand. The Department will work in conjunction with the Main Highways Board in carrying out the proposals for road improvements which affect public level crossings over the railway. On new suburban lines where traffic is considerable it is the practice of the Department to eliminate level crossings by means of subways or overbridges. Bridge-strengthening. To enable heavier engines to run, a programme of bridge-strengthening has been drawn up. Work is in hand on the following sections of line : DunedinOamaru, Frankton-Taumarunui, Catlins River Branch, Whangarei-Opua, WanganuiNew Plymouth. Signals and Electrical Works. The provision of automatic signalling between Penrose and Mercer is in hand. Further extension to Frankton will be put in hand later. Electric-power interlocking is being installed at Paeroa, Whangarei, Papatoetoe, Papakura, Paerata, and Stillwater. Mechanical interlocking is being installed at Brunner, and a number of stations are being fitted with fixed signals and Woods locks. Metallicking earth telephone circuits is in hand in both Islands, a number of circuits already having been completed. Automatic warning-signals have been provided at a number of public level crossings, and the work is being continued according to the order of urgency. The electrification of Petone Workshops is in hand, including the erection of the 11,000-volt station, which is nearly completed. Pending the arrival of the main transformers, temporary arrangements have been made for supply of 350 horse-power, which enables a number of machines to be connected up with electrical power. Electric lighting has been installed in the two main shops. At Addington and Newmarket a number of machines have been connected up with electric power, and tenders have been called for the supply of motors to enable the whole of the machinery to be converted to electric drive. STAFF WORK. Some changes have been made in connection with the staff work of the Railways Department during the last few months. The system followed with regard to the annual review of staff is somewhat different from that in operation in the Post and Telegraph Department and the Public Service, where the employee has been allowed to ascertain particulars of the marking of his qualifications and comment thereon. In the Railway Department a special conference of controlling officers is held annually to review the staff, and only those officers not recommended for promotion have been advised of their reports and reasons furnished. This arrangement has now been altered, and employees will in future be furnished with a copy of the marking decided upon at the annual review of staff, and consequently will be in a position to know in what direction they are considered to be lacking and to take such steps to improve their qualifications as may be within their power. Much objection has been raised to the system of punishment in operation, and, as a result of careful investigation into systems adopted in various parts of the world, proposals have been placed before the organizations representing the employees, which it is anticipated will not only minimize complaint but result in greater efficiency in working. Shortly, the scheme provides for the abolition of monetary fines for irregularities, misconduct, &c., and also confines suspension of the members at fault to cases where it is fairly certain the offence will result in dismissal. A feature of the new system will be the awarding of merit marks for good conduct, which will be counted as a set-off against demerit marks, which will be adjudged for minor delinquencies. By this means a delinquent member will, by consistent good conduct, be able to rehabilitate himself and purge his record of all demerit marks.
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It is recognized that in many cases mistakes are made by members through, errors of judgment arising not from any want of care or wilful wrongdoing, but from want of knowledge or lack of confidence in themselves, In such cases friendly advice will be given, and steps taken by means of efficient instruction to ensure proper performance of duties. In addition to the above-mentioned changes, the Department is at present in consultation with the Public Service Commissicuier and the Secretary, Post and Telegraph Department, with the object -of considering whether the system of promotion, filling vacancies, staff recording, classification, &c., in use in other sections of the Service could with advantage be adopted by the Railways Department. ■SUGGESTIONS AND INVENTIONS COMMITTEE. In order to encourage the staff to take an active interest in the Department's operations, and with the object of securing the greatest efficiency by the cooperation of the employees in the various branches, it was decided recently to set up a Suggestions and Inventions Committee, and invite suggestions in connection with any section of the Department's operations. There has been a very good response, and already a large number of suggestions have been dealt with by the committee. The names of those making suggestions or submitting inventions are not disclosed to the committee, so that the staff may be assured of equal consideration being accorded any proposals put forward. GENERAL. Summarized briefly, the following are some of the more important measures recently brought into operation:— (I.) Complete reorganization of administration of Department: Board of Management, divisional control, and decentralization; reduction in districts. (2.) Reorganization of financial, statistical, and accounting methods on commercial lines. (3.) Tariff revision. (4.) Reduction of excursion fares ; institution of liberal family tickets. (5.) Complete programme of improvements and new works — ten-years programme of £1,000,000 expenditure per annum. (6.) Workshops and equipment: Concentration on four shops ; new shops at Auckland and Wellington —total expenditure, £1,500,000 ; threeyears programme. (7.) Complete overhaul of time-tables to accelerate the trains, reduce mixed trains, and provide more convenient services. (8.) Inauguration of Commercial Branch, and bringing the Department into close personal contact with its customers. (9.) Sending officers abroad to study at first hand the methods applied to the solution of railway problems in other countries. (10.) Availability of tickets extended. (11.) Booking-time extended for reservations of seats and sleeping-berths. (12.) Limited expresses. (13.) Rail motor-trains in operation or on order. (14.) Reports on electrification of railway sections. (15.) Board of Inquiry into extended use of New Zealand coals on railways. (16.) Through booking of passengers, luggage, parcels, and goods between North and South Islands. (17.) Arrangements being completed for the transport of goods to and from the railway. (18.) Hutt Valley settlement scheme. (19.) Construction of new lines policy, providing for departmental committees investigating the facts regarding proposals for new lines. (20.) Publicity work, and co-ordination of the efforts of the various Departments interested therein.. (21.) Stores Branch reorganized after the Comptroller had been sent to Australia to study the reorganized systems that have been adopted on the railways in that country. (22.) Improved methods of staff administration.
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POLICY. The present policy with regard to the administration of the New Zealand railways is as under :— (I.) The incidence of tariff rating to be such as to ensure sufficient revenue to pay interest, cover working-expenses, and make necessary provision for depreciation, renewals, insurance, betterments, &c. (2.) Railway revenue to be credited with the value of all services rendered to other Departments. (3.) Surpluses to be devoted to reductions in rates, improving working conditions of staff, and extended service to the public. (4.) Separation of railway finances from the Consolidated Fund. (5.) Encouragement of local primarf and secondary industries. (6.) Superior standard of service that will be adequate to the public demand. (7.) Equipment of the service with most up-to-date facilities to ensure efficiency and economy in operating, and to provide sufficient locomotives and rolling-stock to enable all requirements to be met. (8.) Encouragement of suburban settlement by attractive fares and train services. (9.) Electrification where economically sound. (10.) Elimination of the more dangerous level crossings, and provision of warning appliances at others. (II.) Grade-easements. (12.) Construction of modern stations and layouts at important termini and other stations. (13.) Improved facilities for the comfort of passengers. (14.) Utilization of New Zealand coal for railway requirements as far as may be economically practicable. (15.) Adoption of commercial methods to secure and retain business, and the maintenance of close personal relations between the Department and its customers. (I (i.) Keeping in close touch with methods in operation abroad by arranging periodical visits of officers to other countries. (17.) Development of excursion traffic by the institution of suitable fares. (18.) Retirement of members on completion of forty years' service or when otherwise eligible, except in special cases. (19.) Encouragement to staff to qualify for promotion by advancement by merit. (20.) Efficient training and education of staff. (21.) Placing Government Railways Superannuation Fund on sound financial basis. (22.) Linking up rail and road services. CONCLUSION. In conclusion I would like to express my complete satisfaction with the splendid response made by the members of all branches in bringing into operation the many changes necessitated by the reorganization of the Railways Department, and the whole-hearted co-operation accorded the administration in the effort that is being made to maintain the Department in that position in the economic and social life of the community that its importance warrants. Evidence has been forthcoming from every part of the Dominion indicating that the Department's efforts to cater for the needs of its customers have met with general satisfaction, and the response given by way of increased business and the promise of support for the forthcoming dairy, grain, and wool seasons has been exceedingly gratifying and a credit to all "concerned.
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RESULTS OF WORKING. The following is a summary of the results of working for the year ended 31st March, 1925, as compared with 1924: —
Year ended 31st March Particulars. 1925. 1924. Total miles open for traffic ... ... ... 3,085 3,053 Average miles open for year ... ... ... 3,067 3,044 Capital cost of opened and unopened lines ... ... £50,83-3,500 £48,738,821 Capital cost of open lines ... ... ... £44,570,746 £41,399,427 Capital cost per mile of open lines ... ... ... £14,448 £13,560 Gross earnings ... ... ... ... £7,112,524 £6,984,211 Working-expenses ... ... ... ... £5,545,416 £5,403,766 NET PROFIT ON WORKING £1,567,108 J £1,580,445 PERCENTAGE OF PROFIT TO CAPITAL j INVESTED 3 55 3 83 PERCENTAGE OF WORKING-EXPENSES TO EARNINGS 7797 77 37 I i Earnings per average mile open ... ... ... £2,316 £2,291 Working-expenses per average mile open ... ... £1,804 £1,772 NET EARNINGS PER AVERAGE MILE OPEN ... £512 £519 d. I d. Earnings per train-mile ... ... ... ... 187'65 ] 185-50 Working-expenses per train-mile ... ... ... 146-19 , 143-43 NET EARNINGS PER TRAIN-MILE ... 4146 4207 Passengers, ordinary ... ... ... ... 12,424,012 13,836,311 Season tickets ... ... ... ... 537,554 525,744 Goods tonnage ... ... ... ... 6,602,607 6,519,457 Live-stock tonnage ... .. ... ... 430,852 406,060 Train-mileage ... ... ... ... 9,083,623 * 9,024,503 Locomotives ... ... ... ... 662 655 Passenger-cars ... ... ... ... 1,568 1,527 Wagons and brake-vans ... .. ... ... 26,488 26,195 * Includes 348,867 miles run by assisting engines, figures for 1925 do not include assisfcing-engine miles. For the current year I anticipate the revenue will reach £7,700,0(J0 and the expenditure £6,200,000,
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ANNUAL REPORT OF THE BOARD OF MANAGEMENT OF THE NEW ZEALAND GOVERNMENT RAILWAYS. New Zealand Government Railways, Sir, — Head Office, Wellington, 18th August, 1925. We have the honour to report on the working of the railways for the financial year ended 31st March, 1925. The Pukemiro - Glen Afton Section, I mile 54 chains ; the Kohuratahi-Tahora Section, 5 miles ; the Makaraka-Ngatapa Section, 11. miles 33 chains ; the Arthur's Pass - Otira Section, 8 miles 18 chains, were taken over and opened for traffic during the year, making the total mileage open for traffic on the 31st March, 1925, 3,085 miles. The capital invested in the lines open for traffic, including the steamers and plant on Lake Wakatipu, on the 31st March, 1925, was £44,570,746, as against £41,399,427 for the previous year, an increase of £3,171,319. This amount includes £2,175,522, construction charges on lines already taken over from the Public Works Department, £742,922 on new works charged against Capital Account under " Additions to open lines," and £252,875 expended under the Railways Improvement Authorization Act, 1914. The gross receipts for the year amounted to £7,112,524, as against £6,984,211 for the previous year, an increase of £128,313. The net revenue, £1,567,108, is equal to a return of 3-55 per cent, on the capital invested in the lines open for traffic, and 3-08 per cent, on the capital invested in the opened and unopened lines. The train mileage for the year was 9,083,623, in addition to 409,455 miles run by assisting engines, as against 8,675,636 and 348,867 miles respectively the previous year. The particulars arc; as follows : -
The mileage run by assisting engines will not, in future, be included in the Department's statistics and has not been included in this year's returns. Extensive slips and floods were experienced in the North Island during the year, resulting in serious damage to the track and consequent dislocation of traffic on several lines. The districts principally affected were —North Auckland, where through traffic was interrupted from the 3rd April to the 13th May ; the Toko Branch, between Pohokura and Whangamomona, where the line was completely blocked for traffic from the sth April to the middle of July ; and the Rimutaka Incline, which was blocked by slips from the Ist to the 7th November. 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 unforeseen difficulties caused through slips, Hoods, and other circumstances, the trains have, generally speaking, run well up to schedule :— Average Late Arrival. Min. Min. Long-distance passenger-trains .. .. .. 3-64 against 3-51 last year. Suburban trains .. .. .. .. .. 0-65 ~ 0-71 ~ Long-distance mixed trains .. .. .. 4-63 ~ 4-26 ~ The number of ordinary passengers carried during the year was 12,424,012, a decrease of 1,412,299 when compared with last year. 486,065 passengers were carried at holiday excursion fares, an increase of about 12 per cent, on the previous year ; 76,057 children and teachers and adults at the school, factories, and friendly societies rate, as compared with 200,748 carried the previous year. The decrease in this traffic can be ascribed practically wholly to the epidemic of infantile paralysis. Season tickets issued during the year numbered 537,554, an increase of 11,810. Workers' twelvetrip tickets issued numbered 136,563, an increase of 3,561 ; and workers, weekly tickets issued on suburban lines numbered 331,861, an increase of 18,750.
1924-25. 1923-24. . . . , - _ ; j - m • Assisting rr • Assisting : * t « c , ,. Irani tjy: rp j. , Irani ™ • m . i * Increase. ' Se0t, °"- 1 Mileage. *££ TotaI " ! Mileage. 1 1 t^e. ' i j r j Whangarei .. 134,858 1 2.070 136,928 126,680 1,060 i 127,740 9,188* Kaihn .. .. 17,232 ! .. 17,232 18,132 .. I 18,132 900f Gisborne .. .. 65,609 245 65.854 63,331 239 63.570 2,284* North Hand Main 5,238,099 308,752 5,546,851 | 5,006,506 261,605 | 5,268,111 278,740* Lines and Branches South Island Main 3,438,695 I 94,058 3,532,753 3,281,071: 83,271 3,364,342 168,411* Lines and Branches Westport.. .. 87,640 2,334 89,974 79,016 466 79,482 10,492* Nelson .. .. 56.469! 958 57,427 | 57,035 1,365 58,400 973f Picton .. .. 45,021 1,038 46,059 43,865 861 44,726 1,333* 9,083,623 409,455 9,493,078 8,675,636 ' 348,867 ! 9,024,503 468,575*
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Factors bearing on the decrease in passenger traffic were —(a) a strike in tlie early part of the yeat for a period of nine days,, during which time only skeleton services were run ; (6) the restrictions imposed by the Health Department against the gathering of children owing to the prevalence of infantile paralysis during the summer season, as previously referred to ; (c) the largely increased use of other forms of transport. The goods and live-stock tonnage was 7,033,459 tons, an increase of 107,942 tons. The increases were — Cattle .. .. .. .. .. . • • • 31,439 head. Sheep and pigs ... .. .. .. .. .. 381,626 „ Timber .. .. . . .. .. .. .. 30,518 tons. Other goods (including minerals) . . .. .. . . 52,632 ~ There was a decrease in general goods traffic of 132,831 tons, but an increase in minerals of 185,463 tons. The North Auckland collieries forwarded 111,251 tons of coal during the year. The output from the collieries in the Waikato district was 456,201 tons, as compared with 466,599 tons the previous year. The coal railed from the Westport mines was 567,259 tons —an increase of 112,408 tons on the previous year's traffic. The gross output from co-operative parties decreased by 23,248 tons. The output from the mines in the Greymouth. district was 333,059 tons, an increase of 3,494 tons —• due to increased orders from Canterbury consumers. There was a decrease of approximately 6,400 tons from the mines in the Wairio district, Southland, served by the Oliai Railway. This is largely attributable to the strike previously mentioned herein. Nightcaps and other mines in the same neighbourhood fell of! by 1,500 tons. The Nightcaps Mine is now practically worked out. The average number of men employed for the year was 17,246, as against 16,353 the previous year. This included 2,277 men engaged on works charged to capital. Forty-two members of the Second Division were promoted to the First Division, 483 members resigned, 123 retired on superannuation, 36 died, 128 were dismissed, and 967 engaged. The sum of £23,091 12s. Bd. was paid under the Workers' Compensation Act during the year to members who sustained injuries in the execution of their duties. Fifteen new engines, including five electric locomotives and one battery locomotive, increasing the total tractive power by 2-38 per cent., were added to the locomotive stock. One engine was sold, and seven old engines were condemned and written off. Forty-four bogie cars, one bogie brake-van, and 367 bogie and four-wheeled wagons were built in the Department's workshops. The rolling-stock on order at the close of the year comprised forty-nine Class Ab and ten Class Ws engines, fifty-five cars, eight brake-vans, and 108 bogie and 511 four-wheeled wagons. During the year 6,304 car, van, and wagon axles were replaced with modern steel axles. The work of equipping rolling-stock on the Westland Section with the Westinghouse brake was completed during the 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 the various stations. Sixty-eight and a quarter miles of track were relaid with heavier material, and 189,720 new sleepers and 155,300 cubic yards of ballast were placed in the track during the year. The Dunedin-Ravensbournc deviation and duplication was practically completed, and traffic has since been diverted to the new line. The construction work on the Auckland-Westfield. deviation and Auckland new yard was well in hand by the end of the year. Preliminary work in connection with the new station-yards at Palmerston North and Wellington, and the Penrose-Papakura duplication, was proceeded with. In order to permit the running of the heavy Wab class locomotives between Oamaru and Dunedin, the work of strengthening the bridges between those points was put in hand. Automatic signalling with colour light signals, for single-line working between Otira and Stillwater, and double-line working between. Addington and Rolleston, has been completed, and is now in operation. The tablet system of block working was brought into use between Huntly and Glen Afton. Complete electric-power signalling and interlocking has been installed, at Darfield and Sheffield. There are now 312 stations equipped with fixed signals, and 112 are interlocked. Traffic is now controlled by — Miles. Tablet system (single line) .. .. .. .. .. .. 1,662 Lock-and-block (double line) .. .. .. .. .. .. 22 Three-position upper-quadrant and colour-light signals- — Single line .. .. .. .. .. .. .. 134 Double line .. .. .. .. .. .. .. 20f The Department's telegraph and telephone system now comprises 289 Morse sets, 1,824 telephones, 352 electric bells, 8,991 miles of wire, and 2,833 miles of poles Revenue. The gross revenue for the year amounted to £7,112,524. The revenue earned on the North Island system was £4,302,962, an increase of £105,569, and on the South Island system £2,809,562, an increase of £22,744 on the previous year's figures. The increase from the whole system, including Lake Wakatipu, was therefore £128,313.
D.—2.
XXI
The particulars are as follows : — 1925. 1924. £ £ Passengers, ordinary .. .. .. 2,077,625 2,136,999 Season tickets .. .. .. .. .. 210,946 212,601 Parcels, luggage, mails .. .. .. .. 417,550 406,832 Goods .. .. .. .. .. .. 4,122,017 3,953,213 Miscellaneous, rents, &c, .. .. .. .. 284,386 274,566 £7,112,524 £6,984,211 The gross receipts per train-mile for all lines were 187-65 d., against 185-50 d. for the preceding year, an increase of 2-15 d. per train-mile. The North Island Main Lines and Branches produced 190-49 d. per train-mile, as against 184*92 d. for the previous year, an increase of 5-57 d. The South Island Main Lines and Branches gave a return of 182-18 d. per train-mile, as against 185-70 d. last year, a decrease of 3-52 d. The gross earnings from the Lake Wakatipu steamers amounted to £10,096, an increase of £1,224. Expenditure. The working expenditure for the year (including £12,279, the cost of working the Lake Wakatipu traffic) amounted to £5,545,416, an increase of £141,650 on the expenditure for the previous year. The ratio of expenditure to earnings was 77-97, as compared with 77-37 the previous year, an increase of 0-60. The particulars are as follows : — Expenditure. ,r ~ , , „ 1924-25. 1923-24. °f Q^f0 e , nue- £ 1924-25. 1923-24. Traffic .. .. .. 1,599,668 1,530,652 22-52 21-94 Locomotive .. .. .. 2,492,715 2,444,058 35-10 35-04 Maintenance .. .. .. 1,113,049 1,143,281 15-67 16-39 Signal and electrical .. .. 81,201 70,912 1-14 1-02 Management .. .. .. 246,504 204,407 3-47 2-93 5,533,137 5,393,310 77-90 77-32 Lake Wakatipu steamers .. 12,279 10,456 0-07 0-05 £5,545,416 £5,403,766 77-97 77-37 There was decrease of £215,343 in stores expenditure, and an increase of £92,914 in " miscellaneous." The expenditure on wages and services shows an increase of £264,079. £440,947 was expended in the Maintenance Branch and charged to Capital Account under the head " Additions to open lines." These comprise additions to station-buildings ; extension of sidings ; bridge-work ; additional dwellings ; additions to workshops ; purchase of land ; and tablet installations. £327,889 was expended in the Locomotive Branch and charged to Capital Account, in the provision of additional rolling-stock ; tarpaulins ; steam-heating ; electric lighting for cars and workshop machinery. The rolling-stock in respect of which the charges were incurred comprised nine locomotives forty-four cars, and fifty bogie and 298 four-wheeled wagons completed on 31st March, 1925, and twenty-four locomotives, forty-three cars, three brake-vans, 101 bogie and 453 four-wheeled wagons, incomplete, but in hand on that date. Traffic. The following are the leading features of the traffic in-the various districts in comparison with the previous ve&r . tt/z. o 4 * 1 J Whangarei oechon. Revenue, £98,379 ; increase, £8,240. Passengers decreased 17,296, and season tickets 431. Parcels, luggage, and mails increased £893. Cattle increased 2,139 ; sheep decreased 576. Timber increased 12,370 tons ; all other goods decreased 4,593 tons. Kaihu Section. Revenue, £9,072; increase, £129. Passengers decreased 6,4-15. Sheep increased 951. Timber increased 1,766 tons ; all other goods decreased 782 tons. Gisborne Section. Revenue, £38,001 ; decrease, £1,168. Passengers decreased 17,523, and season tickets 100. Parcels, luggage, and mails increased £128. Cattle decreased 146, and sheep increased 1,500. Timber decreased 522 tons ; all other goods increased 641 tons. North Island Main Line and Branches. Revenue, £4,157,511; increase, £98,368. The principal items of traffic were: Passengers, 7,389,708; decrease, 933,246. Season tickets, 395,549; increase, 18,790. Parcels, luggage, &c., revenue, £245,668; increase, £7,356. Live-stock, 4,160,982; increase, 523,795. Goods tonnage, 2,788,763 ; increase, 122,559. Timber decreased 4,977 tons ; all other goods increased 127,536 tons. The revenue per mile of railway increased from £3,537 os. 6d., to £3,601 14s. Bd., and per train-mile from 15s. sd. to 15s. lOd. The variations of traffic in the individual districts were approximately as follows :—
t).—2
XXII
Auckland.—Revenue, £1,790,473; increase, £72,349. Passengers decreased 440,785. Season tickets increased 12,272. Parcels, luggage, and mails increased £4,669. Cattle increased 18,408, and sheep 118,200. Timber increased 2,968 tons, and all other goods 100,286 tons. Ohakune. —Revenue, £519,935; increase, £12,605. Passengers decreased 46,058, and season tickets 380. Parcels, luggage, and mails decreased £558. Cattle increased 2,999, and sheep 219,700. Timber decreased 9,407 tons ; all other goods increased 16,390 tons. Wanganui.- Revenue, £633,515 ; decrease-, £11,009, Passengers decreased 115,400, and season tickets 685. Parcels, luggage, and mails increased £577. Cattle increased 3,536, and sheep 76,900. Timber decreased 546 tons, and all other goods 11,445 tons. Wellington.—Revenue! £1,213,588; increase, £24,423. Passengers decreased 331,003. Season tickets increased 7,583. Parcels, luggage, and mails increased £2,668. Cattle decreased 2,271 ; sheep increased 86,361. Timber increased 2,008 tons, and all other goods 22,305 tons. Picton Section. Revenue, £34,123 ; decrease, £3,275. Passengers decreased 7,338. Season tickets increased 63. Cattle decreased 284 ; sheep increased 24,700. Timber increased 466 tons ; all other goods decreased 10,844 tons. Nelson Section. Revenue, £24,737 ; decrease, £36. Passengers decreased 9,458, and season tickets 160. Parcels, luggage, and mails decreased £29. Cattle increased 142, and sheep 1,359. Timber increased 167 tons ; all other goods decreased 4,403 tons. Westport Section. Revenue, £130,366; increase, £14,723. Passengers decreased 7,024, and season, tickets 537. Parcels, luggage, and mails decreased £123. Timber decreased 793 tons ; all other goods increased 115,869 tons. Westland Section. Revenue, £312,490 ; increase, £86,947. Passengers decreased 39,394, and season tickets 226. Parcels, luggage, and mails increased £687. Cattle increased 649, and sheep 9,200. Timber increased 20,426 tons, and all other goods 9,786 tons. South Island Main Line and Branches. Revenue, £2,297,750; decrease, £76,839. The principal items of traffic were: Passengers 4,164,194; decrease, 382,607'. Season tickets, 122,918; decrease, 5,602. Parcels, &c., revenue, £145,947; increase, £1,944. Live stock, 3,874,715; decrease, 151,639. Timber, 144,814 tons; increase, 1,584 tons. All other goods, 2,160,807 tons; decrease, 181,494 tons. - The revenue per mile of railway (including Westland) decreased from £1,638 4s. 9d. to £1,636 16s. 7d., and from 15s. 5d., per train-mile to 15s. 2d. The variations of traffic in the individual districts were approximately as under : — Christchurch. —Revenue, £965,056 ; decrease, £84,047. Passengers decreased 15,528, and. season tickets 4,176. Parcels, luggage, &c., increased £1,911. Cattle increased 919; sheep decreased 156,700. Timber decreased. 12,899 tons ; all other goods decreased 132,780 tons. Dunedin.—Revenue, £780,856 ; decrease, £6,977. Passengers decreased 292,693. Season tickets increased 1,156. Parcels, luggage, &c., increased £56. Cattle decreased 512, and sheep 68,800. Timber increased 4,736 tons; all other goods decreased 31,771 tons. Invercargill.—Revenue, £551,838 ; increase, £14,186. Passengers decreased 74,386, and season tickets 2,592. Parcels, luggage, &c., decreased £23. Cattle increased 5,844, and sheep 67,570. Timber increased 9,748 tons. All other goods decreased 16,94.3 tons. Lake Wakatipu Steamers. Revenue, £10,096; increase, £1,224. Passengers increased 8,000. Parcels, &c., increased £153. Cattle decreased 31, and sheep increased 1,120. Timber increased 24 tons, and all other goods 916 tons. Tkain-services. The following table shows the average late arrivals of the suburban, mixed, and express trains for the year :—
Average Late Arrival of Trains, Year ended 31st March, 1925.
Period ended g u5 i . • 1 j p ; : j p~ — u * c Year ended . co « a> .£ 1-1 <D . . • I . . 10 . U Y* S "2 ; £> p £ ab cL -S > g fl & 'd > & lcS r- rZ p J? O o © £ y ® a3 2 p <) j 2 <! cc ° Q 1-5 Express and Mail Trains. March 31 1925 .. I 7-95 ( 4-95 I 4-07 [ 2-75 I 3-72 i 1-76 j 1-28 I 2-30 i 1-47 I 9-71 2-91 j 1-53 I 2-41 I 3-64 March 3l! 1924 .. I 4-03 | G-05 | 4-69 ["6-92 1 1-80 : 2-20 | 1-56 I 1-76 i 1-51 j 5-60 , 3-04 | 3-34 1 3-20 I 3-51 Long-distance Mixed Trains. March 31 1925 .. I 7-81 i 6-36 I 4-38 j 2-80 2-49 I 1-93 1-80 i 3-09 I 3-79 I 7-22 | 4-88 I 6-49 7-20 j 4-03 March 3l', 1924 • • I 4-63 ; 5-59 ! 4-61 | 3-50 ! 2-02 ! 2-48 2-29 ! 2-84 j 3-17 j 6-22 6-37 ! 6-18 5-49 j 4-26 Suburban Trains. March 31 1925 .. 2-90 1-25 0-74 0-42 0-34 0-23 I 0-24 0-33 : 0-23 0-64 0-41 0-38 , 0-45 j 0-65 March 3l! 1924 .. j 1-42 0-88 1-18 0-80 0-57 j 0-40 | 0-42 0-43 0-46 0-78 0-51 0-64 0-80 0-71
T).—2
XXIII
Reorganization. Mr. R. W. McVilly tendered his resignation as General Manager in December, after forty-five years' faithful service. The Government decided that in future the railways would be administered by a Board of Management of three members. Immediately 011 taking office the Board commenced with the reorganization of the methods of control. The departmental system, based 011 that in use on British railways when the New Zealand railways were first inaugurated, was replaced by the divisional system, with the object of giving more flexibility to the operating side of the business, and better co-ordinating the various functions in connection therewith. Naturally, it will take some little time before the full effects of the' change are felt, but there is every reason to believe that the decentralization of the details of management will prove satisfactory to the clients of the Department. The main object of the change is, so far as the Department is concerned, a better functioning of the various operations connected with train-running ; and, so far as the public is concerned, a more personal and closer connection between the Department and the public. Finance. Arrangements have been put in hand to bring into operation, as from the Ist April, 1925, a change in policy with regard to the financial control of the Department's funds. On the expenditure side accounts have been reclassified to show in proper detail how the money has been allocated, and to enable any fluctuations to be immediately placed. To provide for depreciation, Renewals Funds have been created. These funds will equalize the replacement charges over a series of years, and enable the wear value to be debited each year against the various lines, rolling-stock, appliances, &c. A Betterments Fund will also be built up with the object of providing for small additions for which no funds from capital are available, and also to provide for the writing-off of the value of the present works which are scrapped as the result of the provision of improved facilities on the new works programme. Insurance funds to provide for and equalize the payments on account of workers' compensation, fire, slips, and floods have also been created with a view to stabilizing the finances of the Department. The Department will be placed on a business footing —that is to say, as from Ist April, .1925, it will be required to provide full interest instead of a policy rate of interest on all capital charges. In addition to this the superannuation subsidy previously paid from the Consolidated Fund will be a directcharge against the Railways revenue. On the revenue side, to provide for the largely increased expenditure devolving on the Department, recoveries for work done for other Government Departments will bo obtained. Credit for the losses on branch lines and small isolated sections, after making full provision for the value of their branch traffic to the main lines, will be recovered from the Consolidated Fund. Remarks on these losses are referred to elsewhere. A revision of the tariff has been made, which it is anticipated will, with the addition of the recoveries referred to above, bring in sufficient revenue to enable the Railways to pay in full all the outgoings necessary. Statistics. With the growth of the railways the necessity of adequate statistics has become an increasingly important factor, and there is probably no branch of administration that has developed in the railway world in recent years to such a degree as that of statistics. The form of the statistics was, after much debate, practically settled in Great, Britain after the passing of the Railways Act, 1921, and statistics in that country have become generally standardized. In order to establish a set of statistical returns in New Zealand on the model of those adopted in Great Britain, advantage was taken of the presence in the Dominion of Mr. J. A. Warren-King, Statistical Officer 011 the Great Western Railway (who was attached to the Royal Commission consisting of Sir Sam Fay and Sir Vincent Raven), to engage his services for that work. Mr. Warren-King accordingly remained in the Dominion for some months for that purpose, and duly recommended the adoption of certain forms which he considered suitable to the conditions obtaining in New Zealand. His recommendations have been put into operation, and a Statistical Officer has been appointed whose special duty will be to see that the required statistical information is properly compiled, and to analyse the same and bring under the notice of the Board all matters disclosed thereby which call for remark. The statistics have already proved of material benefit to the Board in administering the affairs of the Department, but, as their nature largely lies in their affording a means of comparison of one period with another, the full benefit of their adoption will not be realized until they have been in operation for over a year, and their value will increase considerably as time goes on. Train Services. The growing importance of the principal business centres and the increase of commerce between them called for a radical review of express and mail-train services which would reduce as far as possible the time taken between the terminal points of the Main Trunk systems in both Islands. It was fully appreciated that alterations such as were contemplated would react on all subsidiary trains, and, in effect, require a revision of practically the whole of the Dominion train services, with all the changes which this would entail in local arrangements to meet the requirements of the producing and trading interests. The work devolving on the transport and operating staffs of the Department in giving effect to this extensive programme has been extremely heavy ; but it has been undertaken in a spirited manner, with the result that a considerable portion of the revision has already been accomplished, and it is gratifying to find that commendations 011 the success of the work in meeting the desires of those bodies and groups representing the producing, manufacturing, trading, and travelling interests of the Dominion have been practically unanimous.
D.—2
XXIV
In December last a through express train between Auckland and Opua was inaugurated. After a trial it was found that a curtailment could be made in the running-time. The time-table has since been altered, and forty minutes have been cut ofE the up journey and thirty minutes off the down journey. The altered running provides more convenient hours of departure from and arrival at Auckland ; and the train from Auckland also makes a connection at Newmarket with the 6.40 a.m. passenger-train from Mercer. The Auckland-Opua express service is now running daily between Auckland and Whangarei, and thrice weekly between Whangarei and Opua. The Thames and Rotorua expresses were maintained as separate trains a little longer than usual this year ; but a fall in passenger traffic (the usual winter reduction) necessitated an amalgamation being made at the end of June. When arranging this change an alteration was made to the ThamesPaeroa local services, whereby the train which provides the express service from Thames for Auckland became a non-stop train between Thames South and Paeroa. This enabled passengers from Thames to entrain forty minutes later than formerly. Improved schedules for the Thames and Rotorua expresses are now being compiled in anticipation of the time when the traffic warrants these trains again being run separately. As foreshadowed in last year's report, a night express was instituted between Auckland and Wellington. By limiting the load and making a minimum number of stops it was possible to reduce the through time materially, the " Limited " express making the journey in about fourteen and a quarter hours. The Wellington - New Plymouth and Wellington Napier express trains have been rearranged, and the lime in transit has been reduced by periods varying from an hour and a quarter to an hour and a half. A later start from Wellington eliminates almost entirely the possibility of the ferry-boat from Lvttelton missing the connection with these trains, besides affording passengers off the ferryboat ample time to obtain breakfast before entraining. In remodelling the Napier and New Plymouth expresses opportunity was taken to provide an express service connection from Napier to Wanganui and New Plymouth. The down Napier-Wellington express now connects at Palmerston North with the Wellington - New Plymouth up express. Passengers from Napier are thus enabled to travel through to New Plymouth in the one day, and passengers for Wanganui can reach their destination without being subjected to undue delay awaiting a connecting train from Palmerston North. It is anticipated that this alteration will be much appreciated. For many years the express train from Invercargill for Christchurch started from Invercargill at 6.10 a.m., and the express from Christchurch arrived at Invercargill at 10.15 p.m. Both .trains have been accelerated, the reduction of time on the journey being about an hour and a quarter in each case. At Invercargill the departure time is now 7 a.m. and arrival time from Christchurch 8.55 p.m. These alterations have met with the general approval of the people of Southland. Although it has been customary as a measure of economy to reduce the running of the Christ-church-Invercargill express trains to three days per week during the winter months, it was hoped that the traffic would be maintained sufficiently to warrant a continuance of the daily running throughout the current year, but with the advent of the winter season the traffic dropped considerably and a curtailment of the services became inevitable. These trains are, however, being maintained on Mondays as well as on Tuesdays, Thursdays, and Saturdays. This provides an additional day's service, and has proved a convenience to passengers for south arriving in Lyttelton by the ferry-steamer on Sundays, and also to Christchurch business houses. The mail-trains between Christchurch and Dunedin and between Dunedin and Invercargill have been accelerated, about forty minutes having been cut off the journey each way. The running-time of the Christchurch-Grreymouth mail-trains has also been reduced by about half an hour. The improvements effected in the retiming of the express trains have been favourably commented upon by travellers, public bodies, business organizations, and other commercial interests concerned. The night " Limited " expresses between Wellington and Auckland have especially received a large measure of praise. These trains make very good connections throughout, and have the special advantage of running through the night and so leaving the daylight available for business or pleasure. In making the alterations every effort has been made to suit the convenience of the travelling public, by fixing convenient hours for departure from and arrival at the main centres, by arranging suitable hours for meals, by making suitable connection with branch trains, and by giving the quickest possible transport. The Sunday trains between Auckland and Helensville were reinstated in November. Additional trains were added in March, and the service is being maintained. To meet the demand from the Napier and Hastings districts a Sunday service was instituted between Napier and Hastings, and is up to the present receiving sufficient support to warrant its continuance. Additional Sunday trains have been provided between Wellington and Lower Hutt to meet the growing requirements of the district. A Sunday train was also run between Dunedin and Palmerston during the summer months from January until April, and it is proposed to run this train again next summer. The Wellington-Woodville passenger-train has been accelerated in order to make a connection at Woodville with the Wellington-Napier express train, and the Woodville-Wellington passenger train has been altered so as to make a connection at Woodville with the Wellington-Napier express, thus providing a through service (round trip) in one day from Wellington (Thorndonj to Wellington (Lambton) via Palmerston North and Woodville. It is also possible to make this round trip in one day in the reverse direction, Wellington (Lambton) to Wellington (Thorndon). A trial is being made of an early morning train on Wednesdays from Parnassus to Waipara to connect there with the morning train for Christchurch, and a return train from Waipara after arrival there of the evening train from Christchurch. The traffic has not so far been up to expectations, but the service is being continued in the meantime in anticipation of an improvement.
I).—2
XXV
A mixed train has been provided from Christchurch to Gfreymouth, and from Greymouth to (Ihristchurch, on Mondays to supplement the passenger service which runs between these towns on Tuesdays, Thursdays, and Saturdays. A fast train from Ashburton to Christchurch each morning, and from Christchurch to Ashburton each afternoon, has been instituted, and in connection with these trains a daily fast service has been arranged on the Methven Branch. Many other improvements have been made in the local services throughout the Dominion to meet the requirements of the districts served. The reorganization is still in progress, and further extensive improvements to local services are being prepared for the summer time-table. A trial of a daylight express between Auckland and Wellington is under consideration for November. The continuance of this train will depend upon the patronage it receives. The intention was to try the daylight express last Easter. This, however, was found to be impracticable, and the matter had to be postponed until the summer. Time will be allowed for meals on the daylight trip, and the through times will consequently be a little longer than in the case of the night " Limited." The desirability of running night passenger-trains between other centres besides Wellington and Auckland is being looked into. It is not yet clear that the probable additional passenger traffic which might be induced by such services would be commensurate with the heavy expense that would be involved in the running and the increase in staff that would be necessary at many of the stations en route. A reorganization of train services such as is now in progress has far-reaching effects, and requires the most careful consideration not only with regard to economical working but also to the avoidance of unnecessary inconvenience and disturbance of established business relations. All proposed changes are carefully considered from all points of view, and users of the railways may be assured that everything possible will be done to meet their requirements. Rail-motors.—During the year experiments have been made with motor rail-cars, but the trials have not yet been sufficiently exhaustive to enable us to say which is the best type of vehicle to meet New Zealand conditions. A railway-carriage fitted with an internal-combustion engine and a " Sentinel " steam-car are making trial runs at present, A Leyland " petrol-car and a " Clayton " steaimcar are being prepared for service and will shortly be put on trial. Although only a limited measure of success has yet been obtained, it is hoped to find a rail-car which will be suitable for our services. Suburban Settlement.—During the year the first sod of the Hut.t Valley Railway was turned and work on the line commenced. It is expected that the line will be completed about eighteen months hence, and will serve new industrial and residential areas that are being opened up. Through Service, Picton-ChristchurcK.—lnquiries are being made into the desirability of establishing a through one-day service by rail and motor between Picton and Christchurch. An endeavour is being made to ascertain what volume of traffic would be offering, with a view to deciding whether it would give an adequate return for the expense involved. General. —Throughout the reorganization of services which has marked the year just passed, much thought has been devoted to the question of utilizing to the fullest extent the services available by reducing the standing-time of train gangs and making the best use of rolling-stock and engine-power. But the additional mileage incurred in duplicating services, even where this can be done without increasing engine-hours, must be reasonably justified by prospective additional traffic, and this factor has an important bearing on the application of the general principle that standing-time is wasteful. For, while the multiplicity of short branches, particularly in the South Island, led, under the old time-table, to heavy standing-time losses, it was clear that on many of these lines the additional traffic that could be induced by increased trains is not sufficient to warrant the cost of keeping the services moving. Having regard to this, the Board is devoting attention to the development of a cheaper form of rail transit, rather than additional train services of the present type, on branches coming within this category. Commercial Branch. The Commercial Branch of the Department, which has been functioning since the I.4th August, 1924, has now become an important part of the machinery of our railway system. The personnel consists of the Commercial Manager, Chief Clerk, and six Business Agents. The Business Agents work the districts allotted to them, and keep closely in touch with the Department's customers and the staff in an endeavour to regain lost traffic and secure new business. They also confer with the public bodies and clients in the various towns, and have derived much benefit by the information received from them and by co-operation with them. The activities of the Business Agents embrace every phase of commercial life having any connection with the railways, shipping, tourist resorts, "and publicity. One day an Agent will investigate an application for adjustment of rates, and next day will look into the working-conditions existing between a Harbour Board and. the Railway Department, or he may be called upon to answer questions at a public meeting regarding intricate time-table arrangements. The reports and suggestions are collated and considered by the Commercial Manager, and the proposals placed before the Board. The following are important matters that have been dealt with since the inception of the Branch : — Running of Sunday Trains. —After mature consideration it was decided that the Department should depart from its long-established policy of curtailing the running of Sunday trains, and provide trains where the public demand and the prospective revenue warranted them. The motor services and harbour ferries have long seen the advantage of catering for Sunday business, and the Railway Department took up the work, not to induce Sunday travel, but to meet an existing public
iv—D. 2,
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XXVI
want and demand. The patronage accorded to the Sunday trains has proved the correctness of the Department's estimate of the public requirements. Excursions. —Various avenues of regaining revenue by means of excursions have been exploited) with satisfactory results in most cases, notwithstanding that the Department was compelled to somewhat curtail its programme on account of the outbreak of infantile paralysis and the consequent restrictions of travel. Next summer the excursions will be repeated, and experiments made in other directions. It is also proposed to arrange winter tours during the time when trade is slack and business men and. others can conveniently spare the time for travel. Availability of Tickets. —The period for which tickets are available has been considerably extended, and arrangements have also been made for intending passengers to purchase tickets up to fourteen days prior to the date they intend to travel. Reservations of sleeping-berths and seats in day coaches may also be made fourteen days ahead. These concessions have done much to facilitate booking, and have obviated in a marked degree the formation of queues at booking-offices. If any congestion occurs at ticket offices it is usually the result of passengers leaving the purchase of their tickets to the last minute, instead of taking advantage of the facilities offered by the Department. Rail tickets are now obtainable at all offices of the Tourist Department, at the various offices of the Union Steamship Company, and on the Union Steamship Company's Wellington-Lyttelton and Wellington-Picton steamers. Season Tickets. —Arrangements have been made whereby season-ticket holders are enabled to obtain their tickets with a minimum of inconvenience, and a wider range of season tickets is now stocked at stations than was the case formerly. Excursion Tickets. —The excursion fares have been reduced, and also excursion tickets may now be obtained for shorter distances than previously. Refunds and Adjustments of Minor Undercharges and Overcharges.—A new system has been instituted whereby passengers are enabled to obtain refunds with a minimum of inconvenience. Cushions on Main Trunk Trains. —Passengers may hire cushions for use during long train journeys on the Main Trunk at a charge of Is. each. Checking Luggage.—The checked-luggage system has been extended to include the Picton Section from overseas stations. Luggage may also now be checked from stations in one Island to flag stations as well as officered stations in the other Island. Storage Charges on Commercial Travellers' Samples. —The Department is now giving eighteen hours' free storage on commercial travellers' samples. Private Tarpaulins. —Private tarpaulins are now carried free on the return not in use. Raihvay Department's Officers acting as Customs Clearing Agents. —Arrangements are under way for training Railway officers in the work of clearing goods through Customs. This will afford another benefit to traders in this Dominion, tending as it does towards promptness and economy, and reliability of service. The charges proposed are just sufficient to cover the cost of the work, the Department hoping to benefit by the additional transport work that will be obtained. Collection and Delivery of Goods and Parcels. —Arrangements for the collection and delivery of goods and parcels are being made whenever necessary and where suitable agreements or contracts can be arranged. At many stations the best means of doing this is by inducing the local carriers to act in co-operation with the Railway. The carriers supply the Stationmaster with a list of their charges to and from the station, and these rates are quoted on application. The Stationmaster pays the carriers their charges for cartage to the station, and the amount is included in the charges collected from the consignee. In the case of goods arriving by rail, the Stationmaster, when advising consignee of the fact, is in a position to quote the rates for cartage from the station, and to make all arrangements for delivery of the goods. Where a number of carriers operate at a station they are called together and asked to submit a working arrangement and uniform scale of charges. Only carriers who undertake not to compete against the Railways are given this assistance. If a contract was let for the cartage at a station lower rates might be obtained, but the contractor would have a monopoly of the work, and this would cause distress among the remaining carriers. Under the present system a very satisfactory service is given to the Department's customers and all the carriers are in a position to secure a share of the work. Through Booking of Passengers and, Goods.—The system of booking of passengers, parcels, and goods from any station in one Island to any station in the other Island was brought into operation shortly after the close of the year. This has filled a long-felt want, and the business done during the short time the facility has been afforded to the public is most gratifying. In order to foster the through booked traffic, special arrangements have been made to give it the speediest transit possible. The labels for the packages are distinctive, and in themselves form an advertisement, and we hope that in time the Railway through booking will become synonymous with " promptness and reliability of service." The cartage between the boat and the station at Wellington is done by the Department's own motor-vehicles. With regard to passenger traffic, the Department now gives facilities for passengers booking from any station to any station in New Zealand, including the issue of steamer tickets for the LytteltonWellington ferry and reservations for the whole of the journey. Rail Motor-cars. —The present mixed trains 011 lines which convey comparatively light traffic, while providing an economical means of transporting passengers |nd|goods, occupy too much time on the journey in shunting and other operations connected with goods work ; this permits the motors
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catering for passenger traffic giving a speedier service. The provision of rail-motors will materially help to improve the situation for the Railways, and enable goods and passenger traffic to be dealt with separately by fairly cheap means, and provide a more convenient and faster passenger service. The activities of the Department in connection with the rail-motors are further dealt with elsewhere in this report. Road Competition-As in other countries, New Zealand is faced with the problem of road competition in goods and passenger traffic, and this is a matter with which the Commercial Branch is intimately concerned. Steps have been taken, wherever circumstances justified it, to confine the road-vehicles to their proper sphere—namely, as feeders to the railways—where there is ample scope for the motors to afford a real service to the community. During the year the Commercial Branch has recommended the institution of a number of local rates for the purpose of combating competition with our services, and the effect of these rates, together with an improved standard of service to the public, is proving very satisfactory. Certain aspects of these special rates, as well as the question of regulating road traffic, are dealt with elsewhere herein. Wool Traffic. —One of the chief sources of revenue for the motor has been the wool traffic, and the Business Agents carry out an organized system whereby every wool-grower is interviewed and impressed with the benefits of rail transport. Wherever possible representatives of the carriers who are not in competition with the Department are taken round with the Business Agents so that definite arrangements can be made on the spot for cartage to rail. Last year the results obtained from this system were very satisfactory, and it is expected to secure still better results this year. A considerable reduction has been made in the railway wool rates, and carriers carting to rail, have also seen the benefit to be derived by reducing their charges, and have acted accordingly. The Department has also given special facilities for the handling of traffic forwarded by rail. Butter and, Cheese Traffic. —Last season the competition between the Department and the motor for the transport of dairy-produce was very keen, and we had to reduce our rates in many instances. A systematic canvass of the dairy factories was made, with the result that most of the traffic was secured for rail transit. It has been the experience of our Agents that representatives of dairy factory companies have come to realize they have been acting against, the interests of the taxpayers, and ultimately against their own interests, by patronizing opposition services. The more extended use of insulated wagons has been a factor in restoring traffic to the railway, factory-managers having found that there is not the same risk of losing grading-points when the produce is railed. The Personal Touch.—No innovation has earned so much appreciation by the public as the efforts that the Department is making to get into personal touch with its customers. The greater the size of the business the greater the danger of losing sight of the human element, so essential to public good will.; and public goodwill is essential to the successful operation of a huge department such as ours. The Commercial Branch does all its business with the public by personal contact, and every endeavour is made to train the staff to the same idea. As a result, the settlement of claims and disputes has been expedited,, and more satisfactory results secured in many instances. Conference of Staff.- -The staff of the Commercial Branch meet periodically to discuss their work with the Commercial Manager and with each other. Each member also reports to the Commercial Member of the Board when visiting headquarters. In this way a system of team work is maintained, resulting in uniformity of effort. The various experiences of the members in different parts of the Dominion are made known to each other, and in the discussions which take place valuable information is gained. The Board cannot too strongly express the benefits that have been derived from the team work so evident in the activities of the Commercial Branch, and this spirit is spreading among the staff generally. Education of Staff. —In moving about the country the members of the Commercial Branch take every opportunity of getting into touch with the staff and impressing upon them the necessity for courtesy and attention in their relations with the public, and of giving the best possible service. It is the endeavour to make each man in the Service feel that he is a business-getter for the Department, and that his own welfare is bound up in the success of the Railways. The activities of the Commercial Branch have done much to give the public and staff a better understanding of our Railways. The members feel that the Railways are out for business, and their efforts to facilitate the business of the Department are becoming more and more apparent. Publicity.- It is proposed to take more active steps to place before the public the facilities available to them and the benefits to be derived by patronizing the railways. A scheme for propaganda and more extensive advertising is being formulated. The possibilities of having films of railway scenes taken by the Publicity staff of the Government and screened in the theatres is being investigated, in order that the general public may be given opportunities to realize the wide scope of our activities. Films showing such diversified ramifications of railway work as the sawmills, house-making factory, workshops, Advertising Branch, and steamers on Lake Wakatipu, electric locomotives, &c., will do much to acquaint the people with the immense value of their railways, and instil in them appreciation of the largest business organization in the Dominion. The Department is also working through the Publicity Committee in conjunction with the other Departments of the Government (Tourist, Industries and Commerce, and Internal Affairs) that are interested in advertising the Dominion. As a further avenue for publicity, and also to provide a valuable medium for the education both of the Railway staff and the public, it is proposed to publish a Railway journal. This publication will afford a ready means for ensuring the necessary publicity for the Department's side of the case in the various matters concerning the Department that become the subject of public discussion, while, as a means of rapprochement between the management and the staff, it will serve a most useful purpose.
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Advertising.—-The restrictions introduced as a war-time measure have now been relaxed so far as Railway advertising is concerned, and the advertising will in future conform more to ordinary business practice. In connection with shows, race meetings, and other fixtures the Department will also supply the organizers with full information regarding train services, &c., in connection therewith, so that such information may be incorporated in their official programmes, advertisements, &c. A commencement has already been made in this direction, and the secretaries of shows, race meetings, &c., have responded admirably to the Department's wishes. Tours of Business Men. —During the year the matter of inaugurating tours for business men was taken up by the Wellington Chamber of Commerce, and suitable arrangements made between that body and the Railway Department. The object of the tour was to give facilities for parties of business men to look round their own country, and meet bodies en route and discuss subjects of mutual interest with them, it was intended that an opportunity would be taken to inspect the various Government developmental schemes, including railway extensions, hydro-electric, roads, bridges, water-supplies, harbours, and wharves. Owing, however, to the season being too far advanced before the proposal was mooted, it was decided to hold the matter over until next spring. Exhibition Trains. —The possibilities of running exhibition trains in the North and South Islands have been considered in collaboration with the Department of Industries and Commerce and representatives of the commercial community. The proposal is, briefly, that the exhibition train will consist of about ten carriages with the internal fittings removed and fitted up with stalls containing exhibits of the manufactures of the Dominion. The train will stop for a day and a night at various towns, and the exhibits will be thrown open to the public. Suitable cinematograph displays will be given, and the attendants in charge of the exhibits will give lectures on New Zealand products. It is proposed that the train will contain an exhibition of New-Zealand-manufactured goods, and if business men take up the scheme it will give residents of the Dominion an opportunity they would not otherwise have of obtaining a general survey of the high standard that has been attained in local industry. Dunedin Exhibition. —-Proposals are being formulated for catering for the travelling public in connection with the New Zealand and South Seas Exhibition, which opens in Dunedin in November next. It is hoped the facilities and conveniences that will be offered will induce the public to travel not once but many times to the Exhibition. The services of the members of the Commercial Branch will be available for assisting in organizing excursions if so desired. The Railway Department's court at the Exhibition will give the public an opportunity of becoming acquainted with various phases of railway-working. Railway Advertising Branch.—-The work done by the Railway Advertising Branch is increasing' rapidly. The high standard of the work turned out in highway signs, hoardings, posters, and carriage-signs has won the approval of the business people, who have come to recognize that not only are the railways the best medium of advertising, but that the excellence of our productions gives the best value for their outlay. In the printing section work is increasing also, and all Railway work of which the machines are capable is being done on the premises. Public Bodies, Chambers of Commerce, &c. —'Very helpful assistance and information has been furnished by the various bodies, and their co-operation with us has been valuable. It is found in most instances that these bodies regard it as their duty to fully consider all requests before submitting them to the Department. Revenue.—The activities of the Commercial Branch are to a great extent reflected in the returns of traffic for the year ended 31st March, 1925. Notwithstanding that the year commenced with a Railway strike and closed with a serious epidemic of infantile paralysis during the usual period of holiday traffic there has been an increase in revenue of £128,314. Nearly a million and a half less passengers travelled than during the previous year, and this must be very largely attributed to the epidemic. Staff.- Before concluding its comments on the matters affecting the Commercial Branch the Board desires to say that it cannot too strongly commend the action of the staff generally in connection with the efforts to restore traffic. Members (First and Second Division alike) have responded admirably to the many calls made on them. They have recognized that their personal efforts are required to ensure the success of the many innovations, and they have acted accordingly. They are interpreting the various instructions with judgment, and treating our clients with understanding ; these are very gratifying features of their co-operation. Many expressions of appreciation of the attitude of the staff are heard from the public. General.—Summed up, the Commercial Branch has, by keeping in close and personal touch with all sections of the community, ,by enlisting the whole-hearted co-operation of the staff, and by the cultivation of a spirit of esprit de corps, succeeded in removing anomalies, instituting reforms, and in rendering more cheerful and efficient service. By judicious propaganda and the employment of practical methods, traffic which had been lost to the Department has been regained and the" Railway trade fostered. The Commercial Branch has striven to put the Railways on a business footing, ever bearing in mind that the interests of the Department are closely correlated to those of the Dominion as a whole, and that if the Department prospers the people of New Zealand, to whom the railways belong, will reap the benefit. Central Booking-offices.—A central booking-office has been opened at Christchurch. At the commencement the office was available for the booking of passengers and the receipt from consignors of parcels to be carried by rail. The activities of the office have since been further extended in the direction of receiving luggage from intending passengers for checking. The business that has been done at the office indicates that it is meeting a real want and that it is bringing more closely under the notice of the public the facilities which the Department has to offer. The opening of a central booking-office at Auckland is also contemplated, and investigations are now in hand with a view to securing a suitable site.
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Tariff. The work of revising the tariff was carried on during the year, and, notwithstanding various unavoidable circumstances which tended to delay the work, it was completed shortly after the year closed. In accordance with the announcements that had previously been made in this connection, the tariff, as revised by the Department, has been submitted to the Chambers of Commerce and other interested bodies before being actually brought into operation. At the time of writing the various matters that have been made the subject of representations have been fully reviewed, and it is expected that the tariff will be brought into operation at an early date. The Board in framing its tariff proposals has been much impressed by the change in the general attitude of the public towards the railways;. There is no doubt that during the year previous to that now under review there was a noticeable measure of public demand for a decrease in the railway rates and charges. During the year, however, the public attitude in this respect has undergone a marked change, so that the demand seems now definitely to have taken the form of a desire for improved services rather than general reductions in rates. The Board, therefore, has not instituted any reductions in charges by way of concession except in those cases in which the concession could reasonably be expected to result in an increased revenue to the Department. In taking up this attitude the Board has the support of 'the recent Commission (consisting of Sir Sam Fay and Sir Vincent Raven) which reported that in its opinion the Department was not in a position to make any reductions in rates unless an increased revenue was to be secured thereby. A number of proposals are embodied in the new tariff, however, which it is hoped will benefit the Department's finances. These concessions are principally confined to the passenger section, and among them may be mentioned reduced excursion fares ; family tickets (which permit of parents and their family to any number under sixteen years of age travelling at a cost not exceeding the price of three adult tickets) ; trip bearer tickets ; and reductions in the suburban fares for short distances. Special competitive fares have also been instituted in certain localities where it was considered such action was justified or necessary in order to retain the traffic to the railway. In the parcels section the principal alteration is the inauguration of a system of pre-payment of freight charges on parcels by means of stamps. This is a system which it is expected will very much facilitate parcels business with the railway, and should prove a very great convenience to the large retail firms who have an extensive parcels traffic. This system has been brought into operation 011 other railways with marked success, and there is 110 reason to doubt that the same result will be achieved in New Zealand. In the goods section anomalies have been corrected and many improvements made. Owing to the altered financial arrangements of the Department, which require a considerably increased net revenue to be obtained, it has been found necessary to increase some of the goods charges, but every effort has been made to distribute the burden of the increased charges as equitably as possible, and to avoid any undue hardship or disturbance of business. A noticeable feature is the number of special rates which it has been found necessary to institute in order to meet competition. Very careful consideration is given to each case before any of these special rates are sanctioned. Careful inquiry as to the circumstances is made by the Commercial Branch, which reports fully as to the extent of the competition and the traffic likely to be gained, and the rates which it is considered should be charged. When it is decided to institute a special rate the matter is closely watched from the commencement, and the experience of the Department up to the present has shown that in practically every case the steps that have been taken by combining reduced rates with improved service are proving successful in regaining competitive traffic for the Department. The Board thinks it advisable at this stage to clear up some misconception which appears to exist in the minds of some of the Department's customers regarding the nature and purpose of special rates. Frequently, when a special rate is instituted in a particular locality, interested people in other localities request that the same " concession " should be extended to them, notwithstanding that the conditions which give rise to the special rate exist only in the locality in which the rate has been made operative. In this connection the Board depires to point out that a special rate, as such, is not a concession. It is merely the highest price at which the Department can sell its transport 111 the particular locality, and this pricc happens to be below that normally charged. Its purpose is not to give those concerned a concession (although, of course, as being generally lower than the standard, it has a similar effect to a concession), but it is solely to enable the Department to sell its product (transport), which, owing to the special circumstances existing in the particular locality, it could not sell except at the special rate. The rate is brought into being by the special circumstances, and in the absence of those circumstances would constitute an anomaly. It would therefore be quite illogical to reduce the rate in one locality merely because it had been reduced in another locality without regard to the existence or non-existence in the former locality of the special circumstances which called for the institution of the rate. Not only would such action be illogical, but it would obviously result in financial ruin to the Department. If such a course of action were adopted throughout, the lowest rate which the Department could obtain in any locality would have to be the standard in every locality, and this, of course, is clearly impossible. Another aspect of the special rates is that they have been considered by some to involve a differentiation against those who are not in a position to take advantage thereof. This also is quite a mistaken point of view. The fact is that it is only by retaining to itself the maximum degree of traffic that the Department can keep its general rates down. It is axiomatic in railway transport that, as the traffic increases, working-costs per unit of traffic tend to decrease. Conversely, as the traffic decreases, working-costs, and consequently rates and charges,- tend to increase. This is, of course, due to the fact that in railway working the proportion of fixed charges is relatively very high, and these charges being very little affected by fluctuations in the traffic, it naturally follows that the greater the extent of the traffic over which these charges can be spread the lower falls the average working-cost. If then, the Department took 110 action to combat competition, and was merely content to take such traffic as came to it after its competitors had taken such portion of the traffic as thev
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found remunerative to themselves, the time would inevitably arrive when the Department would have to raise its general scales of rates in order to make ends meet. Those, therefore, who consider that because they are not in a position to take advantage of a competitive rate are being unfairly differentiated against should realize that they do obtain a benefit from the special rates, and that the action of the Department is in the best interests of its customers, and that all who use the railways, and especially those who are not in a position to obtain a competitive form of transport, and who therefore consider that they are to that extent at a disadvantage, are receiving a real benefit as a result of the institution by the Department of special rates. Koad Competition. The question of road competition is dealt with in certain of its aspects in the remarks under the headings of " Tariff " and " Commercial Branch," but there are other aspects which the Board thinks it desirable to touch upon. Much has already been written of the unfair advantage which motorvehicles have over the Railways in respect of being provided with a way, while the Railways have to provide and maintain at considerable cost their own permanent-way. It is true that something has been done towards the correction of this anomaly by levying certain taxes on motor-vehicles. Whether these taxes are yet commensurate with the damage done by the motor-vehicles to the roads might still be a subject of debate, but the Board does not desire to further discuss this matter at this stage. The point oil which it desires to offer some remarks, however, is in connection with the necessity for the proper regulation of transport by road carriers. At present it may be said that as to the service which road carriers are required to give the community the carriers have complete freedom. They take what traffic they choose and they leave what traffic they choose. They run entirely as and when it suits them. The Railways, on the other hand, are required to take practically whatever traffic is brought to them. They are expected to run strictly to time-tables and to accept practically every class of traffic that is offered, much of which may be quite unremunerative. In this latter category falls the traffic in workmen's tickets and in the lower grades of goods. The result of this state of affairs is that the road motors simply pick the eyes out of the railway traffic, taking only that which returns them a maximum profit, leaving the unremunerative and inconvenient traffic to the Railways. It is not difficult to conceive that if this position is allowed to continue unchecked the time might arrive when the Railways will be unable to continue to convey the lower rated classes of traffic at rates which those classes of traffic are capable of bearing. For example, unregulated competition for the passenger traffic in the suburban areas may result in the depletion of the traffic by rail at ordinary fares to such an extent as to render it unprofitable for the Department to run trains for that traffic. On the other hand, it is not at all likely that the road motors will undertake the essential, duty now being performed by the Railways in transporting workers between their homes in the suburbs and their work in the cities at the fares which the Railways are now charging for that service. These fares, as is well known, are nominal, and are quite unremunerative to the Railways. Hitherto the fact that this traffic has been worked more or less in conjunction with the more highly rated passenger traffic has enabled the Railways to carry on without the necessity of raising the workers' fares, but if the road vehicles are left unrestricted to take the more highly rated traffic, the inevitable result must be that it will be financially impossible for the Railways to continue to cater for the workers' traffic at the very low fares now ruling. When, in addition to these facts, it is taken into consideration that the motors cannot satisfactorily cope with the workers' traffic owing to the great concentration within short periods in the morning and evening, it will be seen that the position from the point of view of the worker resident in the suburbs is likely to be seriously affected. It can scarcely be seriously contemplated that the Railways (however willing they might be out of purely financial considerations to give up the whole of the suburban traffic to the motors) could be permitted to cease to deal with that traffic, and the question therefore arises as to whether any real benefit is accruing to the community at large by the unrestricted competition of road motors with the Railways. It is to be remembered that at the inception of railways in the older countries the possibility of the railways securing a virtual monopoly and, after having ousted other forms of transport, failing to give the community the service which the interests of the community demanded was seriously apprehended, with the result that the railways were placed under severe regulation, including obligations to run workers' trains at specified fares and at specified times. The Board considers that similar considerations now call for some steps being taken to regulate the motor traffic in the interests of the community. This might be done by the constitution of a suitable tribunal whose function it should be to decide in each case whether the establishment of a motor service is in the best interests of the community, and to define the obligations which shall rest on the motor-owner in the matter of timetables, routes, fares, &c. Steps in this direction have already been taken in Victoria, where a system of licensing has been adopted. The necessary provisions have been embodied in the Motor Omnibus Act, 1924, of that State. Section 3of that Act reads as follows :— " 3. (1.) The Governor in Council may by Order prescribe— " (a.) The routes within the metropolitan area along which motor omnibuses for which ' regular service ' licenses are granted as hereinafter provided may ply for hire; " (6.) Sections and terminal points of, and stopping-places on, such routes ; " (c.) Time-tables to be observed by owners of such motor-omnibuses plying for hire on prescribed routes or sections thereof ; " (d.) The fares (including maximum'and minimum fares for prescribed routes or sections thereof) to be charged for passengers carried by such motoroinni buses ; and " (e.) The maximum number motor-omnibuses which may be licensed to ply for hire on any prescribed route.
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' (2.) Before any route aforesaid is so prescribed the Minister— " (a.) Shall take into consideration the maximum number of motor-omnibuses proposed to be prescribed for the route ; " (b.) Shall confer with the Victorian Railways Commissioners and the Board and the Council of any municipality concerned, and may confer with® such other persons as he thinks fit; and " (c.) Shall satisfy himself that the condition of the roads to be included in the route is such as to be capable of carrying motor-omnibus traffic thereon without unreasonable damage to the roads, and that there are not sufficient other facilities for the conveyance of passengers to, from, or within the" district • proposed to be served. " (3.) Notwithstanding anything in this Act or in any Order in Council, regulation, by-law, or license under this Act, the Minister, or any person authorized in that behalf by the Minister in writing (whether generally or in any particular case), may in cases of emergency, by order in writing, authorize temporary deviations from proscribed routes, and temporary alterations of any sections or terminal points thereof, or of stoppingplaces thereon, or authorize any motor-omnibus for which a ' regular service ' or a ' special service ' license has been granted to ply for hire temporarily on any route, whether a prescribed route or not, and every such Order in Council, regulation, by-law, or license shall take effect accordingly." Many other useful provisions are contained in the Act, the whole design of which is to secure that the interests of the community shall be the paramount consideration in every case. This question is not raised by the Board in any spirit of controversy as to the relative merits of motor-vehicles as against railways as a means of transport. It fully and freely recognizes on the one hand that motor transport is capable of much valuable service to the community, while on the other hand it is clearly undeniable that the time is still very far distant when the railways can be dispensed with. If, in any particular case, it is found, that the interests of the community can be better served by road motor-vehicles than by the railway, the Board does not desire to suggest that any artificial advantage should be given to the railways at the expense of the community as a whole. The principal concern of the Board in the present connection is to emphasize the necessity of ensuring that the service shall be available to the public on known terms and conditions. Then only can a true comparison be made between the various forms of transport, and the interests of the community be adequately conserved. Staff. The conduct of the staff throughout the year has been good, and it is pleasing to be able to record that a very substantial forward movement has been made in the direction of increasing the interest of the staff in the problems with which the Department is faced, and engaging their active co-opera-tion in the solution of those problems. The Board fully realizes that without the co-operation of the staff its efforts to improve the conditions of the Department generally, both in its relations with its customers and also with its staff, will prove nugatory, and it is equally seised with the importance of encouraging the staff to feel that they have a personal share in the responsibility of ensuring the smooth and successful working of the Department. It is felt by the Board that the spirit permeating the staff is rapidly developing in this direction, and will continue to so develop with considerable advantage both to the Department and the staff. The Board desires that every member of the staff should have the fullest opportunity for impressing on his work the stamp of his own personality so that every member may be judged according to his true worth. The Board thinks that along this line lies the solution of many of the difficulties that have arisen in the past in making appointments and promotions, and it hopes by bringing about a closer measure of association of all the members of the staff with one another, including the management, those responsible for the selection of men for promotion will have a better opportunity of equipping themselves to discharge that most important duty, while the staff will develop that feeling of confidence regarding the assessment of their qualifications for promotion which is so essential to a full measure of contentment in the service. The Board also considers that the Department has a responsibility to the staff in the direction of affording to them the fullest opportunity for qualifying themselves to give the highest possible standard of service, and with this object the Board, has in view the provision of educational facilities which have not hitherto been readily available to the staff. As development takes place in this direction it may be found possible to assist in the selection of staff for promotion by means of qualifying examinations. Indeed, it seems clear that some incentive along these lines is necessary, or at least very desirable, if the fullest benefit is to be obtained from any system of education that may be established, for although, generally speaking, railway men are academically interested in their work to a much greater extent than is met with in other occupations, it is but right that those who are willing to equip themselves by the diligent study of the deeper problems of railway-working should have a reasonable expectation of a reward for their efforts. The importance of the railways in the economic and social life of the community is being increasingly recognized, and the science of transport is now taking its place amongst the other sciences to which attention is devoted in our higher educational institutions. In Great Britain this has been given a great fillip by the constitution of an Institute of Transport, which is ranking along with other similarly constituted bodies of long standing, such as the Institutions of Civil Engineers and of Mechanical Engineers, &c. Moreover, railway authorities in Great Britain and America are actively co-operating with the universities in order to bring about a deeper study of railway problems, with the result that the standard of service that can be rendered by railways to the community is being raised, while the expenditure of money and effort is, by the development of scientific management, being kept down to a'minimum.
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Stress of work arising out of the reorganization and the necessity for dealing with other problems of pressing importance lias prevented the Board from accomplishing as much during the year now under re view as it wished, hut many data have been collected, and the way prepared for a forward advance during the current year. This is also one of the matters which is to be made the subject of careful study by one of the officers who is being sent abroad. The relations existing between the Department and its staff have much improved during the year, notwithstanding that in the early part of the year a section of the Department's staff ceased work owing to its being found impossible for an agreement to be reached between the Government and that section of the staff regarding wages and working conditions. Negotiations had been in progress for some little time before the beginning of the year regarding claims for substantial alterations in wages and conditions that were put forward by the Amalgamated Society of Railway Servants. After several conferences between the management and the Minister of Railways on the one hand and representatives of the Amalgamated Society of Eailwav Servants 011 the other, it was still found impossible to reach an agreement on the claims of the society. It was, however, agreed between the parties that the whole of the claims should be submitted to a Board on which there should be representatives of the Department and of the Amalgamated Society of Railway Servants respectively, with an independent chairman. This Board was duly constituted, and Mr. H. D. Acland, of Christchurch, was appointed chairman. The Board duly entered on the inquiry with which it was charged, but its proceedings did not result in a settlement of the difficulties ; and after further conferences between the society and the Minister, which were equally unsuccessful, the staff who were represented by the Amalgamated Society of Railway Servants ceased work on the 21st April, 1924. The other members of the staff, with a few exceptions, remained at their posts. Further conferences took pla-ce during the period of the cessation of work between the society and the Government, and it was finally agreed that the claims of the society should be referred to a tribunal consisting of the members of the Arbitration Court, with two additional members, one each being nominated by the Minister of Railways and the Amalgamated Society of Railway Servants. The men resumed work on the 29th April. The Board reported in due course, and the Government adopted its findings. Much as such incidents as that just dealt with are to be regretted, there is no doubt that the occurrence in question cleared away many difficulties and opened the way to a better understanding between the staff and the management, and it is with much pleasure that the Board finds itself in the position to be able to record that the relations between the management and the staff have, during the year, shown a steady improvement, the position at the present time being very satisfactory in this regard. Mr. E. E. Gillon, Chief Mechanical Engineer, retired on superannuation in December, 1924, and applications were invited for a Chief Mechanical Engineer to fill the vacancy. Mr. G. S. Lynde, 0.8. E., A.M.I.Mech.E., M.1.L0c0.E., was appointed to the position. Mr. Lynde served his apprenticeship in the locomotive and carriage and wagon shops of the Great Central Railway. During the war he served with the the infantry on the Western Front, and in 1916 was transferred to the Royal Engineers (Railway Operating Division) which unit he ultimately commanded. 111 1923 the Government approved of four officers being sent abroad to study the workingconditions of railways in other countries, but no officers were sent at that time. Early this year four officers were selected to go abroad. Mr. J. Mason, a member of the Board, and Mr. P. R. Angus, Locomotive Engineer, left the Dominion for Australia, South Africa, Europe, and Great Britain in January last. Mr. W. R.Davidson, Assistant Chief Engineer, and Mr. J. Pickard, of the Traffic Branch, left for Great Britain via America in February last. It is anticipated that these officers will be ab'.ent from the Dominion for about nine months, and that the information they will gain during their travels will be of great value to the management. The administration and control of staff has been given a great deal of consideration, and proposals for reorganization of the Staff Branch are under consideration. These proposals it is expected will improve the existing system. The total expenditure for salaries, wages, &c., for the year ended 31st March, 1925, was £4,385,000, out of a total expenditure of £6,540,000. The salaries and wages of the permanent staff for the year amounted to £3,000,000, and casual wages, overtime, Sunday duty, and night allowances to £1,385,000. The magnitude of these figures indicates how necessary it is that the strictest supervision and control is maintained in order to keep the working-expenses within reasonable limits having regard to sound administration and public safety. Arrangements are in hand which will ensure that the Board is kept in the closest touch with the staff requirements in the various branches throughout the system. The Board is considering an alteration to the present method of discipline in the service, and it is hoped to discuss these proposals with the representatives of the various societies at an early date. The scale increases for the year provided for in the schedule to the Government Railways Classification Act, 1908, and amendments, cost the Department £51,000. In addition to this promotions and improvements in grading cost £44,000. Library. The matter of providing a library containing books of reference and information regarding modern railway practice has been under consideration, and will be put in hand as soon as accommodation is available. A library is a necessary accompaniment of any system for educating the staff in modern methods of transport. What is aimed at is more than a mere collection of books. It is intended that the library shall embrace something in the nature of an information bureau, where matters of interest regarding transport will be collated and indexed, and preserved in a form that will admit of ready reference,fso that at a moment's notice the most up-to-date information may be available 011 any subject of importance that may arise.
]).—2.
XXXIII
Refreshment Branch. During the year the refreshment-rooms at Masterton and Whangarei, which had previously been controlled by lessees, were taken over by the Refreshment Branch of the Department, making the total number of refreshment-rooms (including the Lake Wakatipu steamers) controlled by the branch at the close of the year, twenty-one. Although the epidemic of infantile paralysis seriously affected the traffic during the last four months of the year, the volume of business done by the Refreshment Branch showed a substantial increase over previous years. The gross earnings for the year amounted to £104,797, as compared with the previous year's earnings £96,342. The staff of the branch at the close of the year numbered 274, as compared with 240 for the previous year. The operations of the branch in connection with the purchasing of foodstuffs and groceries for other Government Departments under the Stores Control Board were further increased. During the year 2,135 requisitions were rendered by other Government Departments, involving the making of 500 contracts and the issue of 200 authorities to purchase (in cases where contracts were considered unnecessary). The purchasing done by the Refreshment Branch on behalf of other Government Departments is estimated to amount to not less than £150,000. The catering at Rotorua upon the visit there of the officers and men of His Majesty's ships " Hood " and " Repulse " was undertaken by the branch with very satisfactory results. The same high standard of service has been maintained during the year, and it is proposed during the ensuing year to continue the policy as opportunity offers of taking over refreshment-rooms that are now leased. Among those that will be so dealt with during the year are the refreshment-rooms at Patea, Clinton, Gore, and Putaruru. Workshops Reorganization. The report of the Royal Commission emphasized the conditions of obsolescence that obtain in our workshops with regard to buildings, machinery, and shop methods. This was shown also with regard to workshops in greater detail in the reports of the Production Engineer, and a definite programme of reconstruction and modernizing, which will take approximately three years to complete, has been decided upon along the lines recommended. At the inception of the railways in New Zealand the system was built up by the construction of isolated sections which were gradually linked up as the years went by. Of necessity workshops were built to serve the needs of each separate section of line, and at the present time there are in consequence some nine workshops in existence. It was recommended that concentrated shops in each Island be established. This objective will be obtained practically in the plans of reconstruction, by concentrating all the locomotive work in one workshop, and all the car and wagon stock work in another workshop, in each Island. Since, in the existing workshops, the locomotive-work organization is separate from the car and wagon work organization, the economics of having one concentrated workshop wherein quantity production and more specialized methods may be adopted will be obvious. With regard to workshops machinery, a complete survey has been made of all the machines in the various shops, for the purpose of replacing those obsolete and worn out, with the type required in accordance with modern shop practice. A considerable amount of the new machinery required is of a different character from that which will be superseded, and it is intended to utilize such machinery that still has useful life to equip Car and Wagon Inspectors' and running-shed depots for emergent and running repairs. The survey showed that 60 per cent, of the workshops machinery was over twenty-five years old. This is five years longer than the usual accepted useful life of this class of machinery, as allowed for the world over, in computation of depreciation and renewals expenses. Specifications and plans covering the machinery required are in course of preparation. Electrification of workshops machinery drives and revision of shops-lighting along modern lines is being proceeded with. Petone erecting-shop and machine-shop have the modern lighting system installed, with very beneficial results. In connection with workshops methods, production departments have been established at the main workshops to plan and schedule the detail operations in the different shops to the end that locomotives, cars, and wagons are out of service a minimum period of time. The system co-ordinates the work of all departments concerned in each individual repair or new car or locomotive, and arranges the continuity of operations so that delays are prevented, causes for delays definitely known, and constructive progress is maintained. While the installation of this system is still in process of development, there is much evidence of its results ; already at Petone, where the best figures on the railway were previously obtained, the average time under repair per engine overhaul has now been reduced 25 per cent., and this is with the old shops and equipment. With regard to costs, there is evidence that a reduction is being obtained. It is thus obvious that with modern machinery and shops there will be great saving in expenses over previous costs. Allied with this work is the installation of a detailed cost system, from which it will be possible to make comparative and progressive costs of departmental work. Locomotive-power. During the year locomotive stock was increased by five electric and one battery locomotive for use between Otira and Arthur's Pass, also seven Class Ab, one Wab, and one Ws class engines. One locomotive was sold during the year, and seven old engines were written off. The net increase in tractive power was 2'38 per cent. After the completion of orders now in hand it is hoped that the Department's requirements in respect of engine-power, other than the replacement of obsolescent types, will be met without the necessity for placing further orders outside our own workshops, unless it be for some special type of engine which it may be decided to try for working traffic over the steeper gradients. The matter of obtaining increased mileage from the engines in service is receiving consideration, and it is expected that considerable improvement in this respect will be effected in the near future,
v—l). 2.
D.—2
XXXIV
Engine Headlights. The electric headlights on engines have proved entirely satisfactory, and the equipping of locomotives running the important long-distance mail and express trains is being pushed on to completion. Carriages. The popularity of the ladies' carriages provided on long-distance express trains continues, and the policy of improving the type and fittings of passenger-vehicles is receiving constant consideration. Progress is being made with the installation of electric lighting and other improvements, tending to additional comfort of passengers 011 long journeys. In connection with the running of the night " Limited " express between Wellington and Auckland, which necessitated the provision of more sleeping-cars, a trial was made of converting an ordinary Main Trunk day car into a Pullman type sleeping-car. These cars have served their purpose satisfactorily as a temporary measure. Another new sleeping-car, having nine two-berth compartments, with hot and cold water in each compartment and other improvements, is in course of construction, and it is intended to place this vehicle on view in the forthcoming Dunedin Exhibition, where it will serve to advertise not only the latest type of sleeping-carriage, but also the high class of work that is turned out in the New Zealand Railway workshops. An order for ten of these cars is now in hand. Wagon Stock. Having regard to the tonnage capacity of the available goods wagons, and to the opinion expressed by the Royal Commission with respect to the number of wagons in use in the Dominion, special attention is being devoted to the matter of the control and distribution of wagons to ensure that the best possible use is obtained, in order to reduce to a minimum the inconvenience which arises at busy periods through the impossibility of the Department at once meeting all demands for trucks. The closest, attention is also being given to promptitude in the loading, movement, and discharge and in this respect it is possible for our clients to assist the Department (and incidentally themselves) by using special efforts to reduce the time during which rolling-stock is rendered immobile while being loaded or discharged. It is hardly necessary to stress the fact that railway-wagons are essentially for the transport of traffic, not for the storage of goods ; and, while it is true that provision is made for imposing demurrage charges in cases where wagons are unduly delayed, the Department prefers, and it is also in the interests of all users of the railways, that, wagons should be available for their legitimate purpose for the greatest possible time. Electrification. Messrs. Merz and McLennan, of London, consulting engineers, have been asked to report on the electrification of suburban lines. On receipt of their report recommendations will be made as to which, if any, of the lines should be electrified. Railways Improvements. The expenditure during the year on works authorized under the Railways Improvement Authorization Act, 1914, and charged to capital, was £251,228, making a total expenditure to the 31st March, 1925, of £1,174,717. During the year the whole programme was reconsidered and brought up to date. With the large annual increase of business it became imperative to provide the facilities necessary to deal with the growth of work, more particularly at the terminals and large station-yards. The programme as included in D.-2a last year provides for an expenditure of £8,081,500, spread over a period of eight years. Work has been commenced, and will be pushed on so as to keep to the schedule as far as is feasible and advisable. The programme of new works as outlined in D.-2a was submitted to the Royal Commissioners who reported on the railway system last year, and met with their approval generally. In the few cases where the Commissioners considered amendments to the proposals necessary the matter is being reconsidered. Housing. Considerable progress has been made with the house-building programme. During the year 300 five-roomed houses wore cut at Erankton Junction factory, of which 253 were erected, at a total cost of £170,977, and at an average cost of —five-roomed houses, £674 ; six-roomed houses, £972. This cost includes all factory and overhead charges, but not cost of land, roading, drainage, watersupply, &c. The addition of these charges amounts to £87 per house, and brings the total cost up to £761 and £1,059 respectively. The actual costs for the year were — £ Cutting and erection of houses .. .. .. .. .. 170,977 Preparation of sites .. .. .. .. .. .. 1,871 Roading of sites .. .. . . .. . . . . . . 1,680 Drainage and sewerage .. .. .. .. . . .. 6,442 Water-supply .. .. .. .. .. .. .. 1,230 Work on reserves .. .. . . .. .. . . 490 Stock of material . . . . . . . . . . . . 1,653 Land .. .. .. .. .. .. . . . . 35,494 219,837 Completion of work in South Island .. . .. 215 £220,052
XXXV
D.—2
Che amounts referred to under " Land," " Preparation of sites," " Roading," " Drainage," &c. are for many more sections than those built on during current year. The quantity of timber dealt with for the year by the big planer was 4,647,398 lineal feet The quantity of timber used in cutting the 300 houses was 3,600,000 superficial feet. The total costs to date are as follows :— North Island houses — £ Erection of houses .. . . . . . . . . . . 382.289 Preparation of sites . . . . .. .. . . . . 5,735 Roading of sites .. .. .. .. .. .. 8,419 Drainage and sewerage .. .. .. .. .. 14,861 Water-supply .. .. .. .. .. .. 2,638 Work on reserves .. .. .. .. .. .. 2,011 Land .. .. .. .. .. .. .. 68'652 Stocks of material held . . . . .. . . . . 30,245 £514,850 South Island houses— £ Erection of houses . . .. . . . . . . . . 9,401 Preparation of sites, roading, drainage, &c. . . .. . . 499 Land .. .. .. .. .. .. .. 1,596 Stocks of material on hand . . . . . . . . . . 778 12,274 Grand total .. .. .. .. .. £527,124 Since the inception of the scheme 477 houses have been built, at average costs as follows :—
Of these houses, those built in the years 1924 and 1925 are factory-cut, those built in the previous years being by contract. The average additional cost to these figures to provide for land, drainage, roading, water-supply, &c., is £87. The cost of the house-building factory, including machinery, provision of electric power, &c., is as follows : Machinery, £45,297 ; buildings, £33,653 ; land, £812 ; improvements, £715 ; sidings and yard, £7,283 : total, £87,760. A sum of £6,238 has been charged against the cost of houses for factory depreciation, leaving the capital value at present as £81,522. Charges against the cost of houses to provide for interest and depreciation at the house-factory have been made at the following rates : For interest, 4 per cent. ; for building depreciation, 2| per cent.; for machinery depreciation, 5 per cent. The present programme involves the construction of 1,500 houses, of which 477 have been built. Automatic Signalling. During the year the installation of automatic signals was completed between Addington and Stillwater. The system continues to give the utmost satisfaction, and in regard both to reliability and economy is fully justified. This most modern system of train protection and signalling is now in operation on 134 miles of single line and 20f miles of double line. The installation between Auckland and Penrose is approaching completion, and it is proposed to go on immediately with a further extension southward from. Penrose. In addition to providing for safety of train-movements, the most important factor in connection with automatic signalling is that it provides for the maximum use of the line continuously without the necessity for extra staff at stations to operate signals or tablet machines. Stores. The amount expended on stores during the year was £2,091,131. Payments were divided as follows : — £ To merchants and manufacturers in New Zealand . . . . . . 1,697,410 In Great Britain and overseas British Dominions .. .. .. 365,547 To stores orders in railway workshops .. .. .. .. 28,174 £2,091,131
Year 1920. Year 1921. I Year 1922. Year 1923. Year 1924. Year 1925. Total. I ' Five-roomed houses — Number .. 1 56 95 19 42 252 465 Cost .. .. £971 £950 £914 £831 £705 £674 £766 Six-roomed houses— Number .... 2 6 3 1 12 Cost .. .. .. £1,297 £1,254 £1,213 .. £972 £1,227
D.—2
XXXVI
British manufacturers are given a preference over those from foreign countries, and the total amount spent in countries outside the Empire is only about £17,000, practically all of which is spent in the United States of America and nearly half of it is for lubricating-oils. A reorganization of the Stores Branch has been put in hand. In order that the reorganization may be dealt with on up-to-date lines the Comptroller of Stores and a Stores Audit Inspector were sent to Australia to investigate the methods in use there. Following on the information gained, the main stores are being remodelled on a system which will enable a thorough check to be kept on all supplies. Substores are also being provided at all workshops and depots for the purpose of enabling the Stores Branch to control the supplies until they are actually required to be put into use. Previous to the war, stores were procured under contracts for definite terms. Owing to the want of stabilization in prices that followed on the outbreak of the war this method of procuring stores hsid to be abandoned, but consideration is now being given to a return to this system, and to that end arrangements are being made under the tegis of the Stores Control Board to reconstruct the contract schedules and to standardize as many of the items as is practicable, so that common contracts may be let for the regular requirements of all Departments of State. The effect of this should be not only to afford all Government Departments the bcnefr of purchasing on a large scale, but also to improve the facilities under which stores are obtained for this Department. It will also relieve the Railway Stores Branch of a considerable amount of detail work that is now performed in connection with supplies for other Departments of State. Sawmills. The Mamaku Sawmill produced 4,124,301 superficial feet of sawn timber during the year. The Profit and Loss Account shows a net profit of £455 12s. 7d. after allowing interest and depreciation. The values of issues of timber from Mamaku to the construction branches totalled £34,503 14s. lOd. The Frankton Junction sawmill is supplied from the logging areas of Pokaka and Erua. At Pokaka the logs felled totalled 3,600,182 superficial feet; at Erua, 3,617,283 superficial feet. At Frankton Junction the sawmill converted logs to 4,331,322 superficial feet of sawn timber at a cost of £41,084 2s. lOd. The Profit and Loss Account for the year, after all charges have been met, shows a profit of £1,241 Bs. 6d. The value of issues of timber to the construction branches totalled £140,533 9s. lOd. It is, of course, not intended that the sawmills should make profits. The mills serve a useful purpose to the Department in providing a sufficiency of timber of the special sizes and qualities required for the Department's work, and any gain is to the construction branches. I Sua Neil Lines. The loss, including interest, on the branch lines enumerated below was £247,810, of which £197,817 represents interest at 3f per cent. A statement showing the operation - costs is given below
j I I Average per Mile of Line. D , T . Net Loss on . , !?' Branch Lines. ,, „• , • including Revenue. Working. Working- T . . Revenue. expense l Interest. £ £ £ , £ £ £ Waiuku .. .. .. 32 .. 8,096 466 464 660 Waitara .. .. .. .. 2,370 3,938 1,320 1.847 348 Toko .. .. .. .. 20,424 47,997 279 473 655 Foxton .. .. .. 566 .. 1,585 626 597 112 Grey town .. .. .. .. 1,919 2,425 262 901 169 Eskdale .. .. .. .. 5,410 11,903 179 641 555 Eyreton and Oxford.. .. .. 3,788 10,253 186 256 120 Cheviot .. .. .. .. 3,142 16,973 316 388 316 Little River .. .. 534 .. 4,099 376 352 207 Southbridge .. .. 4,424 .. 761 846 672 204 White Cliffs .. .. .. 705 1,879 315 377 103 Methven .. .. .. 93 .. 3,198 398 394 149 Springburn.. .. .. .. 11,315 14,050 233 259 100 Fairiie .. .. .. 1,639 .. 4,846 432 387 180 Waimate .. .. .. .. 3,615 5,883 336 620 178 Kurow .. .. .. .. 1,016 6,724 299 326 153 Ngapara and Livingstone .. .. 3,600 10,420 208 342 254 Waihemo .. .. .. .. 809 2,234 160 254 165 Otago Central .. .. 14,958 .. 41,437 640 538 384 Lawrence .. .. .. .. 2,035 14,009 453 512 346 Tapanui .. .. .. .. 3,729 8,743 286 429 192 Waikaka .. .. .. .. 1,375 4,232 208 317 227 Switzers .. .. .. .. 1,687 3,858 149 272 159 Glenham .. .. .. .. 3,938 7,184 220 644 349 Seaward Bush .. .. 2,279 .. 5,213 483 413 229 Forest Hill .. .. .. 3,173 4,350 188 438 93 Mararoa .. .. .. .. 468 1,520 115 162 104
D.—2.
XXXVII
The figures per mile of line are very instructive when considering the value of new lines to the system : — The length of branch lines included is 719 miles. £ The average capital cost per mile, including rolling-stock, is only .. 7,333 The average revenue per mile is .. .. .. . . .. 406 The average expenditure per mile, exclusive of interest, is . . .. 475 Made up as follows : — £ Maintenance of track and structures . . . . . . 187 Upkeep of cars, wagons, &c. .. .. .. .. 33 Transportation expenses .. .. . . .. 234 General and administration, &c. . . .. .. 21 Total .. .. .. .. £475 The average interest per mile at 3f per cent, is . . .. . . .. 275 The average interest per mile at 1| per cent, is .. .. . . .. 302 If these lines were constructed at the prices now ruling the costs would be much higher. An inspection of the figures in the column showing the average revenue per mile shows that, apart from exceptional cases, a revenue of more than £400 per mile cannot be expected, even after the business has had many years in which to become established. A close analysis of the value of the branch-line traffic as feeders to the main-line traffic has been made, and this shows the value to be £100 per mile for the year's figures quoted above. Taking this into consideration, the comparative values per mile of the opened branch lines to the system may be placed as follows : —■ £ £ Revenue . . . . 406 Expenditure .. .. 475 Value as feeders to main line 100 Interest .. .. .. 302 506 Loss to the system .. 271 £777 £777 On new lines mooted and under construction, where the cost per mile runs to £15,000, £20,000, or £25,000, the interest-rate runs to £619, £825, and £1,031 per mile respectively, plus the cost of rollingstock necessary to properly equip the lines. The Board is giving consideration to the problem of reducing the losses on the branch lines to a minimum. The figures quoted above will show what a difficult task it is. The following figures in amplification of the above will be of interest: — Average Revenue per Mile of Line. £ All lines .. .. .. .. .. .. .. .. 2,316 North Island, exclusive of branches .. .. . . .. .. 3,870 North Island, inclusive of branches .. .. .. .. .. 3,602 South Island, exclusive of branches . . . . . . . . .. 2,432 South Island, inclusive of branches .. .. .. .. 1,637 North Island branches, as per list . . . . . . .. .. 413 South Island branches, as per list . . . . . . . . . . 405 Kaihu Section .. .. .. .. .. ~. .. 378 Gisborne Section .. .. .. .. .. .. .. 728 Nelson Section .. .. .. .. .. .. .. 405 Picton Section . . .. .. . . .. .. .. 609 Westport Section .. .. .. .. .. .. .. 3,568 Superannuation Fund. The report and balance-sheet of the Government Railways Superannuation Fund for the year ended 31st March, 1925, shows the position to be as follows : — Annual liability, £205,579. £ Members contributions .. .. .. .. .. .. 139,333 Fines and donations . . .. . . . . . . . . 436 Interest .. .. .. .. . . . . 36,941 Deficit, to be drawn from subsidy . . . . . . .. .. 28,869 £205,579 At the same date the liability to contributors in respect of amounts paid £ in was .. .. .. .. .. .. 1,060,205 The total accumulated fund was .. .. .. .. .. 734,112 Leaving a deficit of .. .. .. .. .. £326,093
D.—2.
XXXVIII
As from the Ist April, 1924, the amount standing to the credit of the fund has been invested separately by the Public Trustee. The amount standing in the Investment Account in the balance-sheet is represented by the following securities :— £ Mortgages .. .. .. .. .. .. .. 363,581 Local bodies'debentures .. .. .. .. .. .. 195,515 Government securities .. .. .. .. .. .. 93,000 In hand awaiting investment .. .. .. .. .. 3,965 £656,061 The average rate of interest earned by the fund for the year was 5'59 per cent.
We have the honour to be, Sir, Your obedient servants, F. J. Jones (Chairman),^ H. H. Sterling, Board of Management. A. W. Mouat (Acting), J The Hon. the Minister of Railways.
D.—2
XXXIX
APPENDIX. MAINTENANCE. Mr. F. C. Widdop, M.lnst. C.E., Chief Engineer, reports as follows : — The track, structures, buildings, and appliances have been maintained in good order and repair. Permanent-way. —The quantity of relaying done is smaller than that carried out during the previous year. The decrease is due to the late arrival of materials on order. The relaying during the year has been as follows : — Miles. Main line and branches, 401b., 531b., 551b., 561b., 651b., and 701b. rails relaid with 70 lb. material .. .. .. .. .. .. 54| Main line and branches, 40 lb., 52 lb., and 53 lb. relaid with 55 lb. material .. 8§ Main line and branches relaid with second-hand 53 lb. and 56 lb. material removed from main line .. .. .. .. s|Total relaid for the year .. .. .. .. 68J Sleepers.—The number of new sleepers placed in the track during the year was 189,720. Ballasting.—lss,3oo cubic yards of ballast were placed on track. Slips and Floods. —Slips and floods of extensive nature were experienced in the North Islan during the year. Serious damage to the track, and dislocation of traffic, was caused on several lines. Excessive rainfall in April caused many slips on the North Auckland line, through traffic being interrupted from the 3rd April to the 13th May. Special gangs were occupied for several months clearing away the slips, and the work of repairing the damaged track took some months longer. Slips also occurred in the Auckland District during May, on the Waihi and Thames Branches, traffic being interrupted for several days. In the Ohakune district slips and washouts occurred on the main line during April, June, August, and September. The engine of the express train from Wellington was derailed through running into a slip near Kopaki on the Bth April. In the Taranaki District the portion of the Toko Branch between Pohokura and Whangamomona was completely blocked for traffic from the sth April to the middle of July by slips caused by exceptional rainfall. Slips and washouts near Mokoia blocked the main line for five days in April, a temporary bridge having to be erected over" one portion of the track washed out. A flood covered several miles of the Foxton Branch during November, interrupting traffic for two days. Traffic on the Eirnutaka Incline was blocked by slips from the Ist to the 7th November. On the Napier main line also several large slips interrupted traffic for several days in November. Several slips and washouts occurred on the Picton Section during this month, dislocating traffic. The engine of a special train was derailed near Riverlands on the Ist November owing to a pier of a bridge being undermined by a flood. The damage done to the Napier-Eskdale line by flood-waters during the previous year was made good by the placing of 26,000 cubic yards of filling on the track. In the Canterbury District about ten thousand willows were planted to prevent river encroachment between Cass and Arthur's Pass. On the Westland Section over 3,000 tons of stone were used for river protective works. Bridges. —These have been maintained in good order. Repairs and renewals have been carried out at a large number of bridges. A number of bridges of timber construction were replaced by structures of steel. A considerable amount of bridge-strengthening to allow heavier engines to run is being carried out on a number of lines. Water-services. —These have been maintained in good order. A number of improvements have been made, and additional storage vats provided. Wharves. —The wharves belonging to the Department have been efficiently maintained. On Lake Wakatipu the jetty at Bob's Cove has been rebuilt, and the wharf at Glenorchy was overhauled and repaired. Buildings.—Extensive renewals and repairs have been effected. The station building at Te Horo, and dwellings at Owhango and Maheno, which were destroyed by fire, have been replaced. Station-yards. —Siding extensions and rearrangements have been carried out and additional accommodation provided at a number of stations. Railway Improvements.—The total expenditure under the Railway Improvement Authorization Account during the year was £131.196, as against £10,827 last year. The preliminary work on the Auckland-Westfield deviation was completed, and the actual construction was well under way by the end of the year. Considerable earthwork was done in connection with the rearrangement of Auckland station-yard. The rearrangement of Paeroa stationyard, including a new bridge over the Ohinemuri River, was put in hand, and good progress is being made. The Dunedin-Ravensbourne deviation and duplication were practically completed, and traffic will shortly be diverted on to the new line. Preliminary work was proceeded with, in connection with the new station-yards at Frankton, Palmerston North, Wellington, and Christchurch, and also thf duplication of line between Penrose and Papakura, The strengthening of bridges between Oamari and Dunedin is now in hand.
D.—2
XL
Additions to Of en Lines. —The expenditure under this heading during the year was £153,475, the principal works being station rearrangements at Whangarei (in hand), Maungaturoto (part), Homai, Otira (part), Hokitika and Greymouth (in hand); siding extensions at Kaukapakapa, Wharepapa, Henderson, Te Kauwhata, Frankton Junction, Hikurangi, Putaruru, New Plymouth, Tamaki, Tomoana, Christchurch, Little River, Fairlie, Methven, Kauri, Flaxmill, Waikiwi; station building erected at Waitoa ; verandas erected at Mount Eden (extension), Hokitika, Ikamatua, Upper Port Chalmers, Owaka ; ladies' waiting-rooms at Ahuroa, Pukerua Bay, Ngaio ; road overbridges at Walton, New Lynn, Kingsland (part) ; subways at Hamilton and Nagio ; cattle-yards erected at Whakapara, Rangiriri, Puketutu, Tamaki, Okehu, Rangitata Island, Sea View, Galloway; goods-sheds erected or extended at Takanini, Makarau, Cambridge, Taupiri, Claudelands, Bell Block, Inglewood, Granity, Medbury ; new houses erected at Ikamatua, Waitoa, Glen Afton, Halcombe, Seddonville, and St. Andrew's. Miscellaneous. —Additions and improvements amounting to £15,979 and charged to workingexpenses were carried out. The works include providing ladies' waiting-room, Kaipara Flats; loading-bank, Makarau; extending platform and goods-shed, Swanson; altering cattle-yards, Papatoetoe ; providing shed for motor-truck, Palmerston North ; altering stock-yards, Masterton ; providing loading-bank, Waipawa ; altering cleaners' barracks, Cross Creek ; extending platform, Orari; providing crane, Hawarden ; stock-yards, Kauana ; shelter for motor-cars, Reef ton. Expenditure. —The expenditure for the year was as follows : — £ Maintenance (charged to working-expenses) .. . . .. 1,109,659 New works (charged to capital) .. .. .. .. .. 284,671 Other Government Departments, public bodies, and private parties? .. 88,030 Total expenditure .. .. .. .. £1,482,360 The Maintenance expenditure charged to working-expenses amounted to £362 per mile, compared with £373 per mile in 1923-24, £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 the 31st March, 1925, was 3,097 miles 11 chains. During the year 33 miles 3 chains additional lines were opened for traffic. Land and Leases. —Number of leases registered during the. year, 616 ; aggregate rental of same> £12,316 7s. 6d. Total number of leases current on 31st March, 1925, 6,357 ; aggregate rental of same £52,863 17s. 6d. Private-siding agreements registered during year, 106 ; aggregate rental of same, £4,209. Total number of agreements current on 31st March, 1925, 491 ; aggregate rental of same, £18,258. Miscellaneous agreements entered into, 5 ; aggregate rental of same, £225. Total number of Proclamations issued, taking or giving up land, 41. Total amount of compensation paid during the year for land taken, £82,084 ss. lid. Staff. —Maintenance Branch : Working staff, 3,809 ; office staff, 150 : total, 3,959. 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 Maungaturoto, Cambridge, Waikiwi, Wallacetown, Winton, Centre Bush, Dipton, Lumsden, and Lochiel, and a home signal at Breakwater (New Plymouth). The total number of officered stations (including tablet stations) is 480, of which 312 are equipped with fixed signals, 112 are interlocked, and 56 unequipped. Seven signal repeaters have been installed during the year, making a total of 397 now in use. Interlocking of Points and Signals. —Detection of facing points by fixed signals has been installed at Maungaturoto, Waikiwi, Wallacetown, Centre Bush, Dipton, Lochiel, Winton, and Lumsden. Complete all-electric-power signalling and interlocking has been installed at Darfield and Sheffield. Mechanical signalling and interlocking has been provided at Ohau and Pareniat.a. Special locking arrangements for points and signals have been installed at Riccarton. Alterations to signalling and interlocking arrangements have been carried out at Paeroa, Taumarunui, Dannevirke, Aramoho, Ngaio, Lower Hutt, Lambton, and Tinwald. At Greymouth an electric switch lock has been installed to work the points for the Hokitika line. Interlocking with tablet system has been installed as follows : Homai Station ; service siding at 42 miles 70 chains, near Paeroa ; service siding near Karangahake ; quarry siding near Waikino ; Armstrong Whitworth's private siding at Putaruru ; T. G. Martin's private siding near Te Kawa ; Rangitikei Comity Council's private siding, Kakariki; Chaney's Station ; Ashley Station ; Glasnevin ballast-pit siding; Styx Station; Wilson's Crossing Station; Ryal Bush Station; Thompson's Station ; Gap Road Station ; Todd and McSkimming's private siding at Waikiwi. Special switch locks have been provided at Blenheim, Riccarton, Waikiwi, Wallacetown, Lochiel, Winton, Centre Bush, Dipton, and Lumsden. Between Addington and Rolleston the interlocking has been rearranged for automatic signalling. Total stations now interlocked, 112 ; tramway crossings, 7; sidings and flag stations interlocked with tablet, 236 ; stations where Woods' locks are installed, 314. Automatic Signalling.—The electric-pneumatic system of signalling at Dunedin has worked satisfactorily during the year. Automatic signalling between Dunedin and Ravensbourne is in hand, and will be "brought" 5 into operation shortly. The automatic signalling between Wellington and Upper Hutt has worked satisfactorily during the year, also between Rolleston and Arthur's Pass. The section
XLI
D.—2
between Otira and Stillwater has been completed and brought into operation, and is working satisfactorily. The section of double-line automatic signalling between Addington and Rolleston has also been completed, and is now in operation. Double-line automatic signalling between Auckland and Penrose jwill be brought into operation shortly. Total mileage equipped with automatic signalling is as follows : Double line, 20 miles 57 chains ; single line, 133 miles 77 chains. Block Working and Electric Tablet. —The tablet system has been installed and brought into use between Huntly and G-len Afton, comprising the following stations ; Huntly, Rotowaro, Pukemiro, and Glen Afton. Onoke ballast-pit siding and Kauri, on the Whangarei-Opua Section, have been opened as tablet stations. Riccarton has been installed as a tablet switch-out station. The installation of tablet-working between Helensville and Whangarei is well in hand, and will shortly be ready to be brought into operation. The total mileage equipped is 1,662 miles of single track out of a total of 3,097 miles of line open for traffic. The number of tablet instruments now in use is 904, at 378 stations. The total number of automatic tablet exchangers in use is 343. Lock and Block. —The lock-and-block system has worked satisfactorily during the year. Thirteen miles of this system have been replaced by automatic signalling, and the total mileage now equipped with the lock-and-block system is 22 miles of double line. The number of lock-and-block instruments in use is thirty-eight, at nineteen stations. Telegraph and Telephone Facilities. —75 miles of poles and 626 miles of wire have been erected during the year. Fifty-one connections to railway telephone circuits have been provided. Twenty new connections have been made with the public telephone exchanges, and five connections given up. Thirteen electric bells and two Morse instruments have been installed. Four inteacommunication sets have been installed in the Railway Head Office, comprising forty-nine telephones. Metallic circuiting has been completed on the following sections : Mercer to Frankton ; Huntly to Glen Afton ; Henderson to Helensville; Putaruru to Rotorua; Palmerston North, to Wanganui ; Rangiora to Waikari; Rolleston to Oainaru; Palmerston to Waitati ; Otira to Greymouth ; Greymouth to Hokitika ; Stillwater to Ngahere. Totals now in use : Morse sets, 289 ; telephones, 1,824 ; electric bells, 352 ; miles of wire, 8,991 ; miles of poles, 2,833. Electric Light and Power.—Electric-lighting installations have been made in a large number of station buildings, yards, and departmental dwellings. Electric-power Installations.—The following work has been done in connection with the electrification of machinery in Locomotive workshops : Newmarket—twelve motors installed, 15 to 125 horsepower, and two motor-panels ; Addington—six motors, 4 to 125 horse-power, installed ; Hillside— five motors, sto 15 horse-power, installed. Electric-welding plant has been installed at Addington. Motors, &c., have been installed as follows : Frankton Junction—Nine motors and two generators installed in sawmill and house-factory ; Thorndon—l to 5 horse-power motor in lighting-depot, 1 to 5 horse-power motor in Advertising workshops ; Woolston—l h.t. transformer installed ; Oamaru —motor for soda-fountain ; Dtuiedin—one radiator in reserved-seat office. Level-crossing Automatic Alarm-bells.—Four level crossings have been equipped with automatic warning-bells, &c. —Avondale, Blake Street (" wigwag " signal); Hastings, Frederick Street; Bryndwyr, Glandovey Street; Mataura, Bridge Street. The present number of level crossings fitted with warningbells, &c., is seventy. Expenditure.—Particulars of expenditure for the Signal Branch for year ended 31st March, 1925 are as follows :— New works — £ s . d. Signalling and interlocking .. .. .. .. 11,61] 11 1 Electric tablet-working .. .. .. .. .. 1,095 2 11 Telegraph and telephone facilities .. .. .. 44,921 13 3 Electric light .. .. .. .. .. .. 8,183 11 9 Level-crossing alarms .. .. .. .. .. 1,871 17 11 Automatic signalling .. .. .. .. .. 53,443 11 9 121,127 8 8 Installing electric motors and work for other Departments .. 9,617 0 6 Total .. .. .. .. .. £130,744 9 2 Maintenance — £ s . a. Signalling and interlocking .. .. .. .. 22,002 12 1 Signals at level crossings .. .. .. .. 1,698 7 8 Telegraph and telephone facilities .. .. .. 14,450 19 1 Lines, &c., maintained by Post and Telegraph Department .. 1,416 9 3 Electric block and tablet working . . .. . . 11,539 3 9 Electric light .. .. .. .. .. .. 8,818 3 5 Electric-power signalling .. .. .. .. 16,691 9 9 Electric motors, cranes, fire-alarms, &c. .. .. .. 1,177 9 5 Buildings, &c. .. .. .. .. .. '603 1 2 General charges .. .. .. .. .. 2,802 19 11 Total .. .. .. .. .. £81,200 15 6
vi —D. 2.
D.—2,
XLII
LOCOMOTIVE. Mr. G-. S. Lynde, A.M.LMech.E., M.1.L0c0.E., 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 31st March, 1925, there were 662 engines. The additional stock during the year consisted of five electric engines, one battery engine, seven Class Ab (built by Messrs. A. and G. Price, Limited, of Thames), one Class Wab, and one Class Ws (built in the Government railway workshops). Seven old engines were written off stock, and one engine was sold. In the Government railway workshops 211 engines have been built to date, and twenty-four old locomotives have been rebuilt. Details of work on locomotives in the Government workshops during the year were as follows : Number passed through workshops, 814 ; built new, 2 ; erected new, 4 ; re-erected, 1 ; thoroughly overhauled, 142 ; heavy repairs, 96 ; light repairs, 569. There were on order at the close of the year forty-nine Class Ab (ten being built in the Government workshops, thirty-five being imported from the North British Locomotive Company, four being built by Messrs. A. and G. Price, Limited), and ten Class Ws engines being built in the Government workshops. The tractive power of locomotives was increased by 240,599 lb., equal to 2-38 per cent. Boilers. —Seventeen boilers were built, 153 received heavy repairs, and 277 light repairs. Forty-six new boilers were in hand at the close of the year. Carriages. —On the 31st March, 1925, there were 1,570 cars. Forty-seven cars were added during the year, including two taken over from Westport Harbour Board and one " Sentinel " steam rail-car. Two cars were sold, one car was written off, and one converted to a wagon. Details of car-work were as follows : Number passed through workshops, 2,972 ; built new, 44 ; erected, 1 ; converted, 9 ; thoroughly overhauled, 439 ; heavy repairs, 985; light repairs, 1,494. Fifty-five cars were under construction at the end of the year. Brake-vans. —-On the 31st March, 1925, there were 460 brake-vans in service. One vail was built, one sold, and one condemned and written off. Details of work done on brake-vans during the year were as follows : Number passed through workshops, 1,214 ; built new, 1 ; thoroughly overhauled, 126 ; heavy repairs, 312 ; light repairs, 775. Eight brake-vans were under construction at the end of the year. Wagons.—The wagon stock on the 31st March, 1925, was 26,028. There were 367 wagons built in the Government workshops, comprising 50 bogie and 317 four-wheel. One wagon was converted from a Class C car. Ten four-wheel wagons were written off, and sixty-four were sold. The carryingcapacity of wagons was increased by 3,603 tons. Details of work done on wagons were as follows : Number passed through workshops, 32,622 ; built new, 367 ; rebuilt, 36 ; converted, 18 ; thoroughly overhauled, 1,884 ; heavy repairs, 12,912 ; light repairs, 17,405. There were on order at the end of the year 108 bogie and 511 four-wheel wagons. Tarpaulins. —The tarpaulin stock on the 31st March, 1925, was 21,475. There were 553 new tarpaulins made in the Railway workshops, and 323 to replace missing sheets ; 340 tarpaulins shown the previous year as replacing missing sheets have now been added to stock; 598 worn-out tarpaulins were condemned and written off, and replaced with a similar number of new tarpaulins. The work done on tarpaulins during the year was as follows : Number passed through workshops, 37,484 ; manufactured new, 876 ; condemned and replaced, 598 ; repaired, 36,010. Axles.—-During the year 6,304 car, van, and wagon axles were replaced with modern steel axles. Train and Engine Mileage. —The train-mileage increased by 59,120, and the engine-mileage by 403,491 miles, as compared with 192-3-24. The following table shows particulars of expenditure per train-mile : —-
STORES. Mr. E. J. Guinness, Comptroller of Stores, reports as follows : — The value of the stores, material, and plant (purchased under Railway vote) on band at the 31st March, 1925, at the various stores, depots, and sawmills amounted to £988,009 6s. 10d., as against £815,665 18s. Id. on the 31st March, 1924. The value of the stores on hand on account of additions to open lines amounted to £123,988 17s. 9d., as against £149,902 7s. 10d., on the 31st March, 1924. The value of the stores on hand on account of Railway Improvement Authorization amounted to £10,816 6s. 10d., as against £9,172 19s. 2d. on the 31st March, 1924. The whole of the stock is in good order, has been systematically inspected, and is value for the amount stated.
Cost, in Ponea, per Train-mile. Year. Train-mileage. Engine-mileage. Locomotive Car and Wagon T , Branch. Branch, 0 a [ 1924-25 .. •• 9,083,623 12,854,287 50-67 15-19 65-86 1923-24 .. .. 9,024,503 12,450,796 50-35 14-65 65-00
D.—2.
INDEX OF RETURNS ACCOMPANYING ANNUAL REPORT OF THE BOARD OF MANAGEMENT OF THE NEW ZEALAND GOVERNMENT RAILWAYS, 1924-1925.
No. 1. Capital Account:— General Balance-sheet. Income and Expenditure in respect of Railway Operation. Income and Expenditure of the Whole Undertaking. Net Revenue Account. Income and Expenditure.—Lake Wakatipu Steamers. Income and Expenditure.—Advertising Service. Income and Expenditure.—Refreshment Service. Appropriation Account.—Refreshment Service. Railway Sawmill and Bush Accounts. 2. Reconciliation of Revenue and Working-expenses with Treasury Receipts and Payments as per Public Accounts. 3. Details of Classified Expenditure. 4. Classified Revenue and Expenditure and Proportion of each Class to Mileage and Revenue. 5. Comparative Statement of Passenger and Goods Traffio. 6. Expenditure on Construction of Railways, Rolling-stock, &c.; Net Revenue, and Rate of Interest earned on Capital expended on Opened Lines. 7. Expenditure under Vote " Additions to Open Lines" charged to Capital Account, also Expenditure under the Railways Improvement Authorization Act, 1914, and Section 7 of the Finance Act, 1924, charged to Capital Account. 8. Classified Maintenance Expenditure. Ba. Classified.Signal and Electrical Expenditure. 9. Statement of Season Tickets issued. 10. Number of Employees. 11. Return of Passenger Bookings at Excursion Fares. 12. Revenue of Stations. 13. Carriage and Wagon Stock, and Tarpaulins. 14. Locomotive Stock. 15. Comparative Statement of Mileage, Capital Cost, Earnings, and Expenditure on Australasian Railways. lti. Comparative Statement of Mileage, Capital Cost. Earnings, Expenditure, and Traffic, New 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 Lines. 22. Sleepers laid and removed each Year. 23. Accidents. 24. Locomotive Returns.
I—D. 2.
r>.—2
3
RETURN No. 1. Capital Account as at 31st March, 1925.
General Balance-sheet as at 31st March, 1925. Liabilities. £ s. d. Assets. £ s. d. £ s. d. Capital Account— Railway Improvement Authorization AcBalance at credit thereof .. 577,601 5 7 count— Sundry creditors (including unpaid Cash in Public Account .. .. 37,801 5 7 wages) .. .. .. 332,984 10 0 Investments .. .. 539,800 0 0 Collections for refund to Harbour 577,601 5 7 Boards, shipping companies, and Working Railways— other carriers .. .. .. 33,628 18 3 Sawmills, stocks of timber, &c. .. 289,951 10 8 Treasury Adjustment Account .. 941,993 3 10 Less Reserve Account .. .. 16,649 14 9 273,301 15 11 Stores and material on hand .. .. 714,707 10 11 988,009 6 10 Sundry debtors .. •• 77,382 9 5 Outstanding at stations— Cash in hand .. •• •• 18,870 1 3 Freights, &c. .. .. 136.608 10 9 155,478 12 0 Revenue Account-— Deficiency for the year .. .. .. 87,736 9 10 £1,886,208 3 8 £1,886,208 3 8
Expended to 81st Expenditure during Total Expenditure to Amount provided to Amount provided Total Provision to 81st March, 1924. 1924-25. 31st March, 1925. ! 31st March, 1924. during 1924-25. March, 1925. Expenditure. £ s. d. £ s. d. £ s. d. | Receipts. Lines open for traffic .. 31,776,094 4 9 2,850,069 11 10 34,626,163 16 7 j From General Government Funds — £ s. d. £ s. d. £ s. d. Rolling-stock .. .. 9,366,414 10 5 284,080 5 4 9,650,494 15 9 ! Public Works Fund .. .. .. .. .. 37,335,931 8 8 2,918,443 15 5 40,254,375 4 1 Lake Wakatipu steamer service 44,350 11 1 Or. 50 0 0 44,300 11 1 Wellington-Hutt Railway Improvement Account .. .. 228,373 5 5 .. 228,373 5 5 House-factory and sawmill at Railway Improvement Account, 1904 .. .. .. 641,275 7 8 .. 641,275 7 8 Frankton Junction .. 53,492 16 0 61,486 1 9 114,978 17 9 Railway Improvement Account, 1914 — Stores and material .. 159,075 7 0 Cr. 24,266 18 6 134,808 8 6 Receipts as per Capital Account at 31st £ s. d. — _ March, 1924.. .. .. .. 932,661 19 8 41,399,427 9 3 3,171,319 0 5 44,570,746 9 8 Investments as per General Balance-sheet at Balance carried down .. .. .. 577,601 5 7 31st March, 1924 .. .. .. 831,475 9 1 Total receipts .. .. .. 1,764,137 8 9 Less expenditure by Public Works Department transferred to Unopened Lines Account .. .. .. .. 19,064 16 0 1,745,072 12 9 Proportion of cost of raising loan . . 18,065 17 6 1,763,138 10 3 .. 1,763,138 10 3 Consolidated Fund .. .. .. .. .. 4,296 7 10 .. 4,296 7 10 Westport Harbour loans .. .. .. .. .. 350,000 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 £41,399,427 9 3 3,171,319 0 5 45,148,347 15 3 j £42,229,903 19 10 2,918,443 15 5 45,148,347 15 3 I' 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.
D.—2
4
RETURN No. 1—continued. Income and Expenditure in respect of Railway Operation, Year ended 31st March, 1925.
Per Cent, of Per Cent, of Operating Revenue. Operating Revenue. Dr. 1924-25. 1923-24. j Or. 1924-25. 1923-24. | ; 1924-25. 1923-24. i j 1924-25. 1923-24. To Expenditure. £ s. d. £ s. d. By Revenue. £ s. d. £ s. d. Maintenance and renewal of permanent- Passengers, ordinary. . .. .. 2.073,456 3 8 2,133,268 5 1 29*28 30-67 way and works .. .. .. 1,113,048 7 11 1,143,281 10 7 15*7" 16-43 Passengers, season tickets .. .. 210,741 11 0 212,380 2 4 2*98 3-05 Maintenance of signals .. .. 81,200 15 .0 70,911 11 5 1-15 1-02 Parcels, luggage and mails .. .. 416,223 3 10 405,657 11 4 5-8S 5-83 Maintenance and renewal of rolling-stock 1,083,787 19 2 1,048,566 19 0 15*3 15'07 Goods .. .. .. .. 4,117,745 19 7 3,949,586 17 10 58*16 56'78 Locomotive-running expenses .. .. 1,408,927 8 0 1,395,491 5 4 19*90 20-06 Miscellaneous operating revenue .. 262,400 15 6 255,627 2 5 3*70 3-67 Traffic expenses .. .. .. 1,599,667 8 11 1,530,651 15 1 22-50 22-01 Departmental Offices .. .. 161,783 0 0 145,409 1 10 2*2 > 2*09 General charges .. .. . .. 84,721 4 5 58,997 16 2 1*20 0-85 Total operating expenses .. 5,533,136 3 11 5,393,309 19 5 78-15 77-5-J \ Total operating revenue .. 7,080,567 13 7 6,956,519 19 0 100*00 100-00 Net operating revenue .. 1,547,431 9 8 1,563,209 19 7 21*85 22-47 Total .. .. .. £7,080,567 13 7 6,956,519 19 0 100-00 100-00 ji Total .. .. .. £7,080,567 13 7 6,956,519 19 0 100-00 100-00
D.—2
5
RETURN No. 1.-continued. Income and Expenditure of the Whole Undertaking.
Net Revenue Account fob the Year ended 31st March, 1925. £ s. d. j £ s. d. To interest for the year 1924-25 on cost pro- I By net earnings for the year after payment of portionately to the time during which lines I working-expenses •• .. 1,567,108 15 0 taken over during the year were revenue- Deficit for the year .. .. .. 87,730 9 10 earning— 3i per cent, on £44,059,807 Us. Bd. .. 1,652,242 15 8 Interest from 29th October, 1923, to 31st March, 1924, on £163,871 (Kaikohe-Okaihau Sec- . tion} omitted from capital cost last year .. 2,602 9 2 £1,654,845 4 10 ! £1,654,845 4 10 |
Year 1924-25. j Year 1923-24. Gross Revenue. Expenditure. Net Revenue. Gross Revenue. Expenditure. Net Revenue. £ s. d. £ s. d. £ s. d. £ s. d. £ s. d. £ s. d. Railway .. .. 7,080,507 13 7 5,533,136 3 11 1,547,431 9 8 6,056,519 19 0 5,393,309 19 5 1,563,209 19 7 Lake Wakatipu steamers 10,096 2 4 12,279 6 10 Dr. 2,183 4 0 8,812 5 V 10,455 13 0 Dr. 1,583 8 0 Advertising .. .. 30,731 1 3 29,647 2 5 1,083 18 10 24,073 12 1 16,639 15 3 7,433 16 10 Refreshment-rooms .. 104,796 14 0 99,996 14 0 4,800 0 0 101,921 15 5 96,921 15 5 5,000 0 0 7,226,191 11 2 5,675,059 7 2 1,551,132 4 0 7,091,387 11 6 5,517,327 3 1 1,574,060 8 5 Miscellaneous receipts (net) : — Rents from refreshment-rooms .. .. .. 5,766 0 0 .. •• 5,686 14 3 Rents from advertising Service .. .. .. 1,000 0 0 ■■ 196 0 0 Advertising rights .. .. .. .. . . 7,674 0 0 ■ . ■ • Commission and miscellaneous .. .. .. 1,536 11 0 •• ■■ 601 16 9 Total net revenue carried to Met Revenue Account £1,567,108 15 0 .. ■ ■ £1,580,444 19 5
D.—2.
Income and Expenditure in respect of Advertising Service.
RETURN No. 1—continued. Income and Expenditure in respect of Lake Wakatipu Steamers.
6
Per Cent, of Revenue. ! ' Per Cent, of Revenue. EXPENDITURE. 1924-25. 1923-24. j REVENUE. i 1924-25. 1923-24. 1924-25. 1923-24. ' 1924-25. 1923-24. £ s. d. £ s. d. £ s. d. £ s. d. Wages and services .. .. .. 8,420 13 8 7,361 0 10 83-40 82-97 Ordinary passengers .. .. 4,168 16 11 3,730 3 9 41-30 42-04 Stores and material .. .. .. 3,356 18 9 2,965 6 3 33-25 33-42 Season tickets .. .. .. 204 7 6 220 17 6 2-02 2-49 Miscellaneous .. .. .. 501 14 5 129 5 11 4-97 1-46 Parcels, luggage, and mails .. .. 1,327 2 5 1,174 8 6 13-14 13-24 Goods .. .. .. .. 4,270 16 3 3,626 5 0 42-30 40-87 Miscellaneous .. .. .. 124 19 3 120 10 3 1-24 1-36 10,096 2 4 8,872 5 0 100-00 100-00 Loss on operation .. .. .. 2,183 4 6 1,583 8 0 12,279 6 10 10,455 13 0 121-62 117-85 12,279 6 10 10,455 13 0
Per Cent, of Revenue. Per Cent, of Revenue. EXPENDITURE. 1924-25. 1923-24. : REVENUE. 1924-25. 1923-24. 1924-25. 1923-24. 1924-25. 1923-24. £ s. d. £ s. d. £ s. d. £ s. d. Office salaries, &e. .. .. .. .. 3,599 10 1 | 3,237 9 0 11-71 13-45 Advertising, signs, printing, &e. .. 29,825 12 11 23,675 6 9 97 - 05 98'35 Studio wages, material, &c. .. .. .. 7,192 5 10 6,490 0 9 23-41 26-96 Poster stamps .. .. 35 1 0 48 15 0 0*12 0 "20 Canvassers —Salaries, commission, and allowances 3,739 13 11 2,996 19 1 12-17 12-45 Advertisements in time-tables .. 870 7 4 349 10 4 2'83 1-45 Linemen —Wages, allowances, and stores .. 2,466 0 7 2,055 2 10 8-02 8'54 Making and repairing advertisements .. .. 2,439 1 0 856 19 5 7-94 3'56 Repairs to building and plant .. .. .. 205 7 5 .. 0'85 19,436 11 5 15,841 18 6 i 63-25 65'81 Railway revenue. — Rent of premises .. .. .. .. 1,000 0 0 196 0 0 Advertising rights .. .. .. 7,674 0 0 Commission on collections .. .. .. 1,536 11 0 601 16 9 Net profit .. .. .. 1,083 18 10 7,433 16 10 11,294 9 10 8,231 13 7 36-7? 34'19 30,731 1 3 24,073 12 1 100-00 100-00 30,731 1 3 | 24,073 12 1 100-00 lOO'OO
7
D.—2,
Refreshment Service.—Appropriation Account.
RETURN No. 1—continued. Income and Expenditure in respect of Refreshment Service.
Per Cent, ol Revenue. EXPENDITURE. 1924-25. 1923-24. j REVENUE. 1924-25. 1923-24. 1924-25. ' 1923-24. £ s. d. £ s. d. £ s. d. £ s. d. Salaries and wages .. .. .. .. .. 31,154 2 3 28,027 5 9 29-74 29-09 Total receipts from refreshment-rooms .. 104,796 14 0 96,341 13 8 Provisions consumed .. .. .. .. 44,494 13 8 42,140 2 8 42-44 43-74 Renewals .. .. .. .. .. .. 2,653 12 5 2,613 7 2 2-53 2-71 Freights • .. .. .. .. .. 2,598 8 0 2,736 13 2 2-48 2-84 Light, fuel, and water .. .. .. .. 2,060 19 11 1,857 5 5 1-97 1-93 Rents .. .. .. .. .. .. 5,766 0 0 5,586 14 3 5-50 5-80 Repairs .. .. .. .. .. .. 315 8 2 334 7 3 0-30 ; 0-35 Miscellaneous .. .. .. .. .. 2,146 0 9 2,109 6 3 2-05 2-19 Total .. .. .. .. .. 1 91,189 5 2 85,405 111 87-01 88-65 Balance —Transferred to Appropriation Account 13,607 8 10 10,936 11 9 12-99 11-35 104,796 14 0 96,341 13 8 100-00 100-00 104,796 14 0 96,341 13 8 I :
1924-25. 1923-24. 1924-25. 1923-24. I I £ s. d. £ s. d. £ s. d. £ s. d. To Betterments expenditure .. .. .. .. 8,807 8 10 11,516 13 6 By Unappropriated profits brought forward .. .. .. 5,580 1 9 Net profits transferred to Railway revenue .. .. 4,800 0 0 5,000 0 0 Balance transferred from Income and Expenditure 13,607 8 10 10,936 11 9 Account £13,607 8 10 £16,516 13 6 £13,607 8 10 £16,516 13 6
D.—2
8
RETURN No. 1 —continued. Railway Sawmill and Bush Accounts. —Trading, and Profit and Loss Accounts for Year ended 31st March, 1925. To stock of timber, firewood, and logs on £ s. d. By sales, issues, and £ s. d. £ s. d. hand at Ist April, 1924 .. .. 136,256 10 5 transfers— Purchases and trans- Timber .. 190,958 5 0 fers— £ s. d. Firewood .. 4,587 11 5 Timber.. .. 104,657 16 9 Logs .. .. 35,294 15 8 Firewood .. 3,683 6 0 — 230,840 12 1 Logs .. .. 43,649 7 5 Stocks on hand at 151,990 10 2 31st March, 1925— Royalty payments .. .. 16,555 4 5 Timber .. 156,758 7 7 Wages .. .. .. .. 51,364 610 Firewood .. 335 15 0 Salaries and miscellaneous payments, Logs .. .. 2,444 14 9 including interest on capital .. 31,313 8 6 159,538 17 4 Balanoe to Reserve Account .. 3,516 18 5 Rents .. .. .. 617 9 4 £390,996 18 9 £390,996 18 9 1 H. Valentine, Acting Chief Accountant.
RETURN No. 2. Reconciliation of Revenue and Working-expenses with Treasury Receipts and Payments as per Public Accounts, Year ended 31st March, 1925. £ s. d. £ s. d. Revenue as per Public Accounts (Consolidated Fund, Ordinary Revenue Account) .. 7,105,100 5 2 Add Collections for refund : Balance brought forward, Ist April, 1924 .. 31,999 18 3 Cash in hand, freights, &c , outstanding at stations, 31st Maroh, 1925 155,478 12 0 ■ 187,478 10 3 7,292,584 15 5 Deduct Collections for refund : Balance carried forward, 31st March, 1925.. 33,028 18 3 Cash in hand, freights, &c., outstanding at stations, Ist April, 1924 146,431 11 5 180,060 9 8 Revenue as per Return No. 5 .. .. .. .. £7,112,524 5 9 Expenditure as per Publio Aocounts (Consolidated Fund, Ordinary Kevenue Account) .. .. .. .. .. .. .. .. 5,636,583 3 8 Unauthorized expenditure .. .. .. .. .. .. .. 517 8 7 5,637,100 12 3 Add Aooounts due to Department for work done, &c., Ist April, 1924 .. 88,310 2 0 Stock of stores at Ist April, 1924 .. .. .. .. 815,665 18 1 Liabilities outstanding, 31st March, 1925 .. .. .. 332,984 16 0 1,236,960 16 1 6,874,061 8 4 Deduct Accounts due to Department for work done, &0., 31st March, 1925 77,382 9 5 Stock of stores at 31st March, 1925 .. .. .. .. 988,009 6 10 Liabilities outstanding, 31st March, 1924 .. .. .. 263,254 1 4 1,328,645 17 7 Working-expenses as per Return No. 4 .. .. .. £5,545,415 10 9 H. Valentine, Acting Chief Accountant,
9
D.—'2
RETURN No. 3. Classified Expenditure for the Year ended 31st March, 1925.
2--D. 2. H. Valentine, Acting Chief Accountant.
Maintenance of Way and Works. Locomotive Power. Signal _ Structures. Buildings. Miscellaneous. j Tot*. j Fuel and Water. | Oil, TaUow, Genera. | W <*° n6 - Head Office. WAGES AND SERVICES. £ s. d. £ s. d. £ s. d. £ s. d. £ s. d. £ s. d. £ s. d. £ s. d. £ b. d. £ s. d. £ s. d. £ s. d. £ s. d. £ b. d. £ s. d. £ s. d. £ a. d. £ s d £ r d # « ,1 Whangarei .. .. 28,685 0 11 4,85 l J 5 9 2,578 9 1 291 4 10 .. 36,414 0 7 662 12 11 9,604 13 9 706 18 0 .. 7,670 6 8 .. 17,981 18 5 696 9 4 3,123 15 5 15,390 10 11 1 032 7 2 4 260 10 1 ' 7M 562 4 lit Kaihu .. .. 3,515 3 11 86 8 7 32 7 1 .. .. 3,633 19 7 21 11 0 895 2 6 16 10 8 .. 262 7 2 .. 1,174 0 4 62 7 7 340 11 9 2 018 17 8 97 0 0 ' 62 18 6 " 7 411 fi Gisborne .. .. 7,948 16 7 722 6 10 616 17 7 26 18 10 .. 9,314 19 10 89 4 11 3,241 14 9 256 12 10 .. 2,888 18 1 .. 6,387 5 8 547 17 3 968 11 10 6 478 11 5 399 6 6 263 18 11 " 24 44Q lfi 4 North Island Main Lines 274,933 13 1 51,521 7 6 45,732 0 7 4,741 19 8 .. 376,929 0 10 26,551 12 7 346,673 19 7 34,191 15 11 .. 158,644 11 11 .. 539,510 7 5 67,204 18 7 104,945 6 0 712*618 9 2 43,866 3 6 87,357 17 2 !1 958 983 15 3 and Branches ' ' South Island Main Lines 277,509 13 0 53,509 16 2 42,626 1 10 2,646 18 3 .. 376,292 9 3 24,609 0 1 253,069 17 8 20,247 2 7 .. 113,816 3 1 .. 387,133 3 4 41,143 10 6 82,023 2 0 610,542 7 7 27,346 3 11 62,230 15 8 1 611 320 12 4 and Branches Westport .. .. 7,006 4 5 1,701 3 5 956 8 1 35 12 1 .. 9,699 8 0 678 5 0 9,542 13 3 595 1 *4 .. 6,595 8 4 .. 16,733 2 11 959 1 9 7,649 9 1 23,509 8 11 1,382 5 5 3 471 0 0 64 082 1 1 Nelson .. .. 7,649 15 1 2,203 3 5 905 3 3 .. .. 10,758 1 9 92 10 5 3,409 18 11 201 7 10 .. 1,656 0 10 .. 5,267 7 7 538 8 11 834 8 8 6,808 3 5 260 1 0 ' 170 19 3 " 24 7V, l .1 Picton .. .. 8,823 8 5 1,563 18 3 918 6 0 .. .. 11,305 12 8 96 9 3 3,950 12 3 64 2 9 .. 1,680 5 7 .. 5,695 0 7 415 7 6 1,043 19 9 8,669 16 0 355 5 3 236 2 3 " 27 816 13 3 Lake Wakatipu .. „ „ j -j -j - - - -j " "* " " " " 8,420 13 8 13 8 Total .. .. 616,071 15 5 116,167 9 11 94,365 13 6 7,742 13 8 .. j 834,347 12 6 52,800 6 2 630,388 12 8 56,279 11 11 .. 293,214 1 8 .. 979,882 6 3 111,568' 1 5 200,929 4 6 1,386,036 5 1 74,738 12 9 158,054 1 10 8,420 13 8 3,806,777 4 2 STORES. Whangarei .. .. 13,243 7 8 1,015 11 9 2,553 17 10 288 12 9 .. 17,101 10 0 177 16 8 .. 7,262 11 5 363 4 3 2,935 10 10 .. 10,561 6 6 417 4 10 1,293 8 6 1,387 6 8 139 12 4 51 18 4 isn s in Kaihu .. .. 260 19 9 41 10 2 7 14 2 .. .. 310 4 1 .. .. 807 3 3 26 2 10 88 2 0 .. 921 8 1 11 1 8 207 1 5 101 10 4 12 15 11 4 16 4 " 1 MB 17 in Gisborne .. .. 148 3 1 132 2 10 441 1 11 80 17 7 .. 802 5 5 15 12 2 ... 5,923 10 8 123 9 8 1,306 3 8 .. 7,353 4 0 424 11 8 945 9 1 455 4 8 52 18 4 19 19 0 " lOOfiQ i i North Island Main Lines 77,099 4 6 11,510 4 6 23,161 11 0 4,390 4 1 .. 116,161 4 1 8,184 9 11 .. 420,224 10 8 14,711 19 9 70,110 5 3 .. 505,046 15 8 35,741 18 9 58,432 16 10 54,960 0 2 5,850 1 9 2,172 14 3 " 786 550 1 5 «t and Branches South Island Main Lines 42,924 3 6 13,843 9 10 14,688 10 6 2,083 16 5 .. 73,540 0 3 11,770 12 10 .. 250,380 9 1 8,936 5 5 44,608 13 9 .. 303,925 8 3 18,761 18 5 46,580 14 6 38,335 1 5 3,659 16 3 1,379 6 3 497 952 18 2 and Branches Westport .. .. 49 5 1 339 15 1 441 3 8 71 6 10 .. 901 10 8 341 2 2 .. 5,768 2 8 386 0 10 2,441 19 7 .. 8,596 3 1 515 8 2 5,111 17 9 1,328 8 10 183 12 4 68 10 11 17 046 11 11 Nelson .. •• 434 2 3 448 19 6 186 0 0 .. .. 1,069 1 9 21 4 1 .. 3,143 15 11 104 9 10 488 14 3 .. 3,737 0 0 221 0 8 627 15 3 299 1 2 34 13 8 13 1 0 6 022 17 7 Picton .. •• 437 0 8 117 2 6 457 1 6 5 7 7 .. 1,016 12 3 32 5 8 3,492 12 5 198 8 7 569 10 8 .. 4,260 11 8 189 10 1 862 0 10 541 7 1 49 1 1 18 12 1 0 9 Lake Wakatipu .. - - - - j - - jj •• •• •• •• .. .. 3,356 18 9 3,'356 18 9 Total .. .. 134,596 6 6 27,448 16 2 41,937 0 7 6,920 5 3 .. 210,902 8 6 20,543 3 6 .. 697,002 16 1 24,850 1 2 122,549 0 0 .. 844,401 17 3 56,282 14 3 114,061 4 2 97,408 0 4 9,982 11 8 3,728 18 2 3,356 18 9 1,360,667 16 7 MISCELLANEOUS. Whangarei .. .. I 238 7 4 O. 417 2 1 j Cr. 379 19 3 44 7 4 649 17 4 135 10 8 146 13 3 .. 3 7 8 .. 2,175 13 7 245 3 8 2,424 4 11 247 8 8 931 19 11 1,203 9 9 .. 5 OSQ 7 2 Kaihu .. .. 4 17 11 1 10 11 .. 40 2 8 46 11 6 3 111 .. .. .. 13 5 11 20 3 1 33 9 0 15 0 11 23 13 8 122 9 0 .. " 244 fi 0 Gisborne .. 23 14 10 89 4 2 87 15 4 6 9 11 156 19 9 364 4 C 26 19 8 .. 5 1 10 .. 572 14 5 81 16 8 659 12 11 155 4 10 211 12 0 449 15 8 .. ... 1 867 ft 1 North Island Main Lines 3,630 10 9 5,398 3 3 7,498 15 2 785 0 8 18,343 12 2 35,656 2 0 4,329 7 11 .. 186 15 10 .. 37,306 18 8 10,484 12 5 47.978 6 11 17,874 13 1 27,376 16 2 56,741 8 2 .. .. 189 956 14 3 and Branches South Island Main Lines 3,690 7 0 6,298 1 2 1 6,837 3 5 471 14 2 12,573 6 6 29,870 12 3 3,130 16 10 .. 210 17 4 .. 33,034 1 1 6,379 7 6 39,624 5 11 15,633 3 2 26,661 6 1 52,699 13 2 .. l fi7 «io 17 = and Branches Westport .. •• 93 14 11 142 15 2 109 14 4 8 18 1 477 1 7 832 4 1 171 7 7 .. 0 3 6 .. 1,909 2 4 334 11 0 2,243 16 10 594 6 8 2,262 7 7 4,042 17 4 .. .. .. 10 147 n 1 Nelson •• >« 10 0 o -}6 4 9 3 6 6 .. 214 17 8 264 9 4 21 11 3 .. •• .. 139 3 0 62 11 7 201 14 7 36 14 2 65 2 5 519 14 9 .. 1 10ft h h Picton .. •• 116 8 3 197 1 3 164 13 4 .. 150 10 3 628 13 1 27 7 5 .. .. .. 105 12 11 69 17 9 175 10 8 54 4 10 105 3 5 443 15 8 .. .. " l' 4 34 jg ° Lake Wakatipu .. .. •• •• •• U 11 ** *" " •• •• •• 501 14 5 '501 14 5 Total .. •• 7,808 1 5 11,745 18 7 14,321 8 10 1,316 10 2 |32,606 7 11 67,798 6 11 j 7,857 5 10 .. 406 6 2 .. 75,256 11 11 17,678 3 8 93,341 1 9 34,610 16 4 57,638 1 3 116,223 3 6 .. .. 501 14 5 377,970 10 0 Grand total .. 758,476 3 4 155,362 4 8 150,624 2 11 15,979 9 1 32,606 7 11 1,113,048 7 11 81,200 15 6 630,388 12 8 753,688 14 2 24,850 1 2 491,019 13 7 17,678 3 8 1,917,625 5 3 202,461 12 0 372,628 9 11 1,599,667 8 11 84,721 4 5 161,783 0 0 12,279 6 10 5,545,415 10 9
D.—2
10
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, 1925.
H. Valentine, Acting Chief Accountant
Mileage. Revenue. Classified Expenditure. Proportion of each Class of Expenditure to Mileage and Revenue. 0 „• Maintenance. Signals. Locomotive. Carriages and Wagons. Traffic. Head Office. Departmental Offices. Total _ Per Mile 3 r Section. ® a °f s », ■ „• Repairs —- ; 7-7 — —— H — : — : - — §1g Train- _ . Railway a Maintenance Signal Locomotive - t0 Traffic n«Departmental ° ° ° e "g S p ° • "3 fl A ® .1 "g g • o . "g B A ° . "g a a o - d I . m S mileage. Total - per' g °' and Power. Carriages Expenses. Head Office. H Qffice8 . Total. -g „|»g ■; '3j J .iTJ -• g = £-g Jj Sj ■ . - § ® SF | •§. g i S>! "S - °- g % . Annum £ W »J- Electrical. and gg gig §g =»B £= S g 2 £ § ££ g g g 12 S |« g a g s g S ® S: =s» ;• fg i!S g 4 1 (Average). J Wagons. o» „J » § t, 3 t- z O ► „ § Og.Hsjc -| O „ o £ | o£ 4 &«\!rl * r !«! I I" « I s &"i\£ s 1*1. 4 |*§. £ pf | a j j i j j — 1924-25. Miles. Miles. £ s. d. £ s. d. d. £ d. £ s. d. £ s. d. £ s. d. £ s. d. £ s. d. £ s. d. £ s. d. £ £ d. £ £ d. £ £ d. £ £ d. £ £ d £ £ d £ £ d £ f j Whangarei .. .. 88 134,858 98,379 2 01,117 18 11 17508 53,651 1 3 987 2 10 30.967 9 10 6,710 6 8 17,981 7 4 1,171 19 6 4,312 8 5 115,781 15 10 54-54 609-67 95-48 1-00 11-22 1-76 31-48 351-90 55-11 6-82 76-25 11-94 18-28 204-33 32-00 1 19 13-33 2-09 4-38 49-00 7-67 117-69 1 Slfi-70 9ftfiAK Kaihu •• •• 24 17,232 9,071 14 3 377 19 9 126-35 3.990 15 2 24 12 11 2.128 17 5 659 17 0 2,242 17 0 109 15 11 67 14 10 9,224 10 3 43-99 166-28 55-58 0-27 1-03 0-34 23-47 88-70 29-65 7-27 27-49 9-19 24-72 93-45 31-24 1-2] 4-58 1-53 0-75 2-82 0-95 101-68 SS4 ?9S as Gisborne .. .. 60 65,609 38,000 17 10 728 7 3 139 01 10,481 9 3 131 16 9 14.400 2 7 3,253 6 8 7,383 11 9 452 4 10 283 17 11 36,386 9 9 27-58 200-90 38-34 0-35 2-53 0-49 37-89 276-00 52-68 8-56 62-36 11-91 19-43 141-52 27-01 1-19 8-67 1-66 0-75 5-44 1-01 9<5-7fi 697-42 in North Island Main Lines 1,1585,238,0994,157,510 18 33,601 14 8 190-49 528,746 6 1139,065 10 51,092,535 10 0311,576 9 5 824.319 17 6 49,716 5 3 89,530 11 5 2,935,490 10 11 12-72 458-06 24-23 0-94 33-84 1-79 26-28 946-49 50-06 7-49 269-93 14-27 19-83 714-12 37-77 1-20 43-07 2-28 2-15 77-56 4-10 70-61 2,543-07 134-50 and Branches South Island Main Lines 1,5953,438.6952,610.240 3 51,636 16 7 182-18 479,703 1 939,510 9 9 730,682 17 6 230,803 14 8 701,577 2 2 31,006 0 2 63,610 1 112,276,893 7 11 18-38 300-81 33-48 1-51 24-78 2-76 27-99 458-20 51-00 8-84 144-73 16-11 26-88 439-95! 48-96 1-19 19-44 2-16 2-44 39-88 4-44 87-23 I 427-79 lis ai and Branches <» too-ai Westport .. .. 43 87,640 130,365 15 5 3,567 18 1 357-00 11,433 2 9 1,190 14 9 27,573 2 10 17,092 11 0 28,880 15 1 1,565 17 9 3,539 10 11 91,275 15 1 8-77 312-90 31-31 0-92 32-59 3-26121-15 754-63 75-51 13-12 467-80 46-81 22-15 790-42 79-09 1-20 42-86 4-29 2-71 96-87 9-69 70-02 2 498-07 <uq iS Nelson .. .. 61 56,469 24.736 17 2 405 10 5 105-13 12,091 12 10 135 5 9 9,206 2 2 2.323 10 1 7,626 19 4 294 14 8 184 0 3 31,862 5 1 48-88 198-21 51-39 0-55 2-22 0-57 37-22 150-92 39-13 9-39 38-09 9-87 30-83 125-04 32-42 1-19 4-83 1-25 0-74 3-02 0-79 128-80 'sss-^ Picton .. .. 56 45.021 34,122 15 1 609 6 8 181-90 12,950 18 0 155 2 4 10.131 2 11 2,670 6 5 9,654 18 9 404 6 4 254 14 4 36,221 9 1 37-95:231-27 69-04 0-45 2-77 0-83 29-69 180-91 54-01 7-83 47-68 14-23 28-29 172-41 51-46 1-18 7-22 2-16 0-76 4-55 1-36 106-15 646-81 193-09 Totals .. .. 3,0859,083.6237,102,428 3 52,315 19 6 187-651,113.048 7 1181.200 15 61.917,625 5 3575,090 1 11 1,599,667 8 11 84,721 4 5161,783 0 05,533,136 3 11 15-671362-95 29-40 1-14 26-48 2-14 27-00 625-30 50-67 8-10 187-53 15-20 22-52 521-62'4?27 1-19 27-63 2-24 2-28 52-75 ~4-27 77-90 l sru Lake Wakatipu steamers .. .. 10,096 2 4.. .. .. .. .. .. .. .. .. 12,279 6 10 .. 1M 7,112,524 5 9 5,545,415 10 9 ~TMt7 1923-24. Miles. Miles. £ s. d. £ s. d. d. £ s. d. £ s. d. £ s. d. £ s. d. £ s. d. £ s. d. £ s. d. £ s. d. £ £ d. £ £ d. £ £ d. £ £ d. £ £ d £ £ d £ £ d £ f Whangarei .. .. 88 127,740 90,138 10 0; 1,080 19 10 169-35 46,817 16 11 813 1 6 23,100 9 11 7,072 2 4 15,960 5 9 763 5 10 2,264 16 0 96,791 18 3 51-94 561-47 87-96 0-90 9-75 1-53 25-63 277-04 43-40 7-84 84-81 13-29 17-71 191-41 29-98 0-85 9-15 1-43 2-51 27-16 4-26 107-38 1 160.70 1 si ' BK Kaihu •• •• 24 18,132 8,942 12 11 372 12 3 118-37 3,505 0 7 21 10 6 3,169 13 2 844 6 2 2,442 11)0 75 11 1 52 11 7 10,111 4 11 39-10 146-04 46-38 0-24 0-89 0-28 35-44 132-07 41-95 9-44 35-18 11-17 27-31 101-77 32-33 0-86 3-16 1-04 0-59 2-20 ! 0-68 113-07 421-V I 'M 5? Gisborne .. .. 49 63,570 39,168 19 0 799 7 4 147-88 9,512 0 3 373 11 1 12,867 16 11 2,661 2 8 7,054 7 2 333 0 1 232 1 10 33,034 0 0 24-29 194-12 35-91 0-95 7-62 1-41 32-85 262-61 48-58 6-80 54-31 10-06 18-01 143-97 26-63 0-85 6-80 1-26 0-58 4-73 0-88 84-34 674-lfi 19479 North Island Main Lines l,151j5,268,lll 4,059,142 11 103,537 0 6 184-92 497,022 17 143,630 2 31,082,953 6 5316,808 18 4 786.865 13 7 34,306 16 10 81,075 18 12,842.663 12 7 12-2-1433-09 22-64 1-07 38-02 1-99 26-68 943-66 49-34 7-80 276-06 14-43 19-38 685-65 35-86 0-86 29-89 1-56 2-00 70-65 3-68 70-0E 2,477-02 129-50 and Branches ' South Island Main Lines 1,5883,364,3422,600,131 19 41,638 4 9 185-48 543,963 4 5 25,319 5 10 726,418 17 2 201.199 11 9 675,491 8 9 22,002 17 1 57,877 12 1 2.252.272 17 1 20-92 342-73 38*80 0-97 15-95 1-81 27 94 ■ 457-69 51-82 7-74 126*77 14-35 25-98 425-60 48-19 0-85 13-86 1-57 2-22 36-46 4-13 86-62 1 419 06 lfio «7 and Branches ' louo/ Westport .. .. 36 79,482 115,642 11 7 3,212 5 11 349-19 14,489 4 8 586 7 9 24,797 14 6 17,494 0 10 25,796 10 3 990 0 0 3,538 6 8 87,692 4 8 12-53 402-48 43-75 0-51 16-29 1-77 21-44 688-82 74-88 15-13 485-96 52-83 22-31 716-57 77-86 0-85 27-5( 2-99 3-06 98-29 10-68 75-8" 2 435-Qf 9(u 70 .Nelson .. .. 61 58,400 24,773 5 8 406 2 5 101-81 10,913 11 11 34 7 2 8,992 10 8 2,415 16 4 7,230 15 0 209 12 8 146 5 2 29,942 18 11 44-05 178-91 44-85 0-14 0-56 0-14 36-30 147-42 36-95 9-75 39-61 9-93 29-19 118-54 29-72 0-85 3-4£ 0-86 0-58 2-40 0-6C 120-87 '490-87 I9**ns Picton .. .. 56 44,726 37,397 16 6 667 16 5 200-68 17,057 14 9 133 5 4 10,855 9 8 2,406 7 6 9,810 2 9 316 12 7 221 10 5 40,801 3 0 45-61 304-60 91-53 0-36 2-38 0-72 29-03 193-85 58-26 6-43 42-97 12-91 26-23 175-18 52-64 0-85 5-66 1-70 0-59 3-96 1-18 109-10 728-58 218-94 Totals .. .. 3,053 6,975,338 6 lol2,291 7 9 185-5o|l,143,281 10 7 70,911 11 51,893,155 18 5 550,902 5 11 1,530,651 15 1 58,997 16 2 145,409 1 105,393,309 19 5 16-39 375-57 30-40 1-02 23-29 1-88 27-14 621-9C 50-35 7-90 180-97 14-65 21-94 502-81 40-71 0-86 19-38 1-57 2-08 47-77[ 3-87 77-32 1,771-68 143-43 Lake Wakatipu steamers .. . 8,872 5 oj .. .. .. .. .. .. .. .. 10,455 13 0 .. .. .. 117-85 6,984,210 11 loj 5,403,765 12 5 77 . 37 * Includes 348,867 miles run by assisting-engines; figures for 1924-25 do not include assisting-engine miles.
D.—2.
11
RETURN No. 5. Comparative Statement of Passenger and Goods Traffic for the Year ended 31st March, 1925.
3-D. 2.
Passengers. Live-stock. Goods. , .. Length ,, | i | T Gross Total section. Open for Sheep -o • 1 * Tonn&ce. Traffic. First Clasg Second Class. Total. f£fk°ts. °» tUe - a ? d Total - l"nna4 Timber. Goods. Total. I I 1 Piss ~ 1 1 I 1924-25 Miles. Single. Return. Single. Return. Number. Number. Number. Number. Number. Tons. Tons. Tons. Tons. Tons. Whangarei ' •• 88 26,262 7,522 89,968 85,368 209,120 1,659 3,652 51,151 54,803 3,153 36,949 169,045 205,994 209,147 Kaihu ~ ■ • I 24 576 1,014 12,303 j 15,028 | 28,921 15 34 1,347 1,381 64 8,553 3,418 11,971 12,035 Gisborne .. 60 7,531 2,784 41,421 ! 24,558 j 76,294 264 926 116,041 116,967 4,923 12,540 44,803 57,343 62,266 North Island Main Lines j 1,158 414,816 634,950 2,073,260 14,266,682 7,389,708 395,549 250,481 3,910,501 4,160,982 232,324 365,543 2,423,223 2,788,766 3,021,090 and Branches South Island Main Lines j 1,595 263,993 510,476 1,029,185 2,671,282 4,474,936 -137,215 95,116 3,833,476 3,928,592 182,161 317,803 2,533,947 2,851,750 3,033,911 and Branches Westport .. ' 43 348 896 33,043 61,508 I 95,795 1,586 110 2,607 2,717 137 6,400 585,161 591,561 591,698 Nelson ..61 1,482 1,992 23,516 29,704 ; 56,694 785 594 21,284 21,878 1,032 5,112 33,504 38,616 39,648 Picton •• 56 10,162 4,860 25,117 25,472 ; 65,611 468 768 158,908 159,676 6,589 1.071 47,861 48,932 55,521 Lake Wakatipu steamers .. 2,830 3,230 6,069 14,804 26,933 13 192 10,282 10,474 469 663 7,011 7,674 8,143 Totals .. .. 3,085 728,000 1,167,724 3,333,882 7,194,406 12,424,012 537,554 351,873 8,105,597 8,457,470 430,852 754,634 5,847,973 6,602,607 7,033,459 ' ' 1923-24 Miles. Single. Return. Single. Return. Number. Number. Number. Number. Number. Tons. ! Tons. Tons. Tons. Tons. Whangarei ' .. 88 27,167 7,284 96,829 95,136 226,416 i 2,090 1,513 51,727 53,240 2,528 24,580 173,638 198,218 200,746 Kaihu .. .. 24 917 1,230 14,235 18,954 35,336 .. 21 396 417 22 6,784 4,200 10,984 11,006 Gisborne .. .. 49 8,481 3,158 48,618 33,560 93,817 364 1,072 114,529 115,601 4,906 13,061 44,162 57,223 62,129 North Island Main Lines 1,151 445,029 737,826 2,213,133 4,926,966 8,322,954 376,759 227,809 3,409,378 3,637,187 205,408 370,517 2,295,687 2,666,204 2,871,612 and Branches South Island Main Lines 1,588 282,845 560,044 1,103,830 2,950,218 4,896,937 143,043 88,216 3,982,175 4,070,391 186,019 295,792 2,705,655 3,001,447 3,187,466 and Branches Westport .. .. 36 326 776 33,975 67,742 I 102,819 2,123 76 2,475 2,551 122 7,192 469,292 476,484 476,606 Nelson .. .. 61 1,654 1,964 25,980 36,552 66,150 945 452 19,925 20,377 934 4,946 37,907 42,853 43,787 Picton . .. 56 9,975 4,450 27,420 31,104 72,949 ; 405 1,052 134,204 135,256 5,687 j 605 58,705 59,310 64,997 Lake Wakatipu steamers .. 3,008 3,294 5,455 7,176 18,933 15 223 9,162 9,385 434 639 6,095 6,734 7,168 Totals.. .. 3,053 779,402 ;1,320, 026 3,569,475 8,167, 4Q8 113,836,311 525,744 320,434 7,723,971 8,044,405 406,060 724,116 5,795,341 6,519,457 6,925,517
P.—2
12
H. Valentine, Acting Chief Accountant.
RETURN No. 5—continued. Comparative Statement of Passenger and Goods Traffic for the Year ended 31st March, 1925—continued.
fie venue. Mileage. Section. I 1 Passengers. Season Tickets. Par ° )Jgj® age ' Total Coaching. Goods. Miscellaneous. Commistfon. Total Goods. Revenue Train ' Shunting, Ac. Total. J '■ I _ J I 1924-25. f £ s. d. £ a d. £ s. d. £ s. d. £ s. d. £ s. d. £ s. d. £ s. d. £ s. d. Number. Number. Number. Whangarei .. .. ' 25,695 7 7 1,254 12 1 4,364 18 10 31,314 18 6 59,518 11 4 3,990 16 3 3,554 15 11 67,064 3 6 98,379 2 0 134,858 123,501 258,359 Kaihu .. .. 2.539 13 7 129 12 5 1,140 9 5 3,809 15 5 4,830 0 7 88 2 8 343 15 7 5,261 18 10 9,071 14 3 17,232 4,149 21,381 Gisborne .. .. 9,626 6 1 354 4 6 2,834 8 7 12,814 19 2 23,447 0 0 393 14 1 1,345 4 7 25,185 18 8 38,000 17 10 65,609 14,533 80,142 North Island Main Lines 1,324,019 7 4 146,917 7 1 245,668 6 6 1,716,605 Oil 2,288,618 10 10 66,607 2 5 85,680 4 1 2,440,905 17 4 4,157,510 18 3 5,238,099 2,089,304 7,327,403 and Branches South Island Main Lines 692,880 1 3 59,863 15 8 157,021 17 0 909,765 13 11 1,591,972 3 3 55,529 2 11 52,973 3 4 1,700,474 9 6 2,610,240 3 5 3,438,695 1,419,667 4,858,362 and Branches Westport .. .. 6,965 5 2 884 2 0 1,509 16 8 9,359 3 10 111,744 13 0 8,168 6 6 1,093 12 1 121,006 11 7 130,365 15 5 87,640 75,492 163,132 Nelson .. .. 5,527 9 6 809 12 3 1,645 9 1 7,982 10 10 15,635 4 8 228 9 1 890 12 7 16,754 6 4 24,736 17 2 56,469 17,720 74,189 Picton .. .. 6,202 13 2 528 5 0 2,037 17 9 8,768 15 11 21,979 15 11 2,094 6 6 1,279 16 9 25,353 19 2 34,122 15 1 45,021 26,298 71,319 Lake Wakatipu steamers 4,168 16 11 204 7 6 1,327 2 5 5,700 6 10 4,270 16 3 49 2 11 75 16 4 4,395 15 6 10,096 2 4 Totals.. .. 2,077,625 0 7 210,945 18 6 417,550 6 3 2,706,121 5 4 4,122,016 15 10 137,149 3 4 147,237 1 3 4,406,403 0 5 7,112,524 5 9 9,083,623 3,770,664 12,854,287 i i 1923-24 £ s. d £ s. d. £ s. d. £ s. d. £ s. d. £ s. d. £ s. d. £ s. d. £ s. d. Number. Number. Number. Whangarei .. .. 23 144 13 0 1,272 12 6 3,761 18 7 28,179 4 1 55,886 4 0 4,074 1 0 1,999 0 11 61,959 5 11 90,138 10 0 127,740 82,853 210,593 Kaihu .. 2 928 12 6 80 4 1 1,128 6 7 4,137 3 2 4,387 17 4 102 10 2 315 2 3 4,805 9 9 8,942 12 11 18,132 4,814 22,946 Gisborne .. .. 11,092 5 7 354 0 2 2,705 14 6 14,152 0 3 ' 23,256 17 10 443 15 9 1,316 5 2 25,016 18 9 39,168 19 0 63,570 15,363 78,933 North Island Main'Lines 1,348,351 4 2 146,313 8 1 238,311 13 7 1,732,976 5 10 12,182,513 15 10 65,440 2 3 78,212 7 11 2,326,166 6 0 4,059,142 11 10 5,268,111 1,687,153 6,955,264 and Branches South Island Main Lines 727,781 9 2 62,052 14 2 154,291 0 8 944,225 4 0 1,544.848 12 1 63,707 14 4 47,350 8 11 1,655,906 15 4 2,600,131 19 4 3,364,342 1,293,894 4,658,236 and Branches Westport .. .. 7,798 19 7 1,032 7 4 1,633 9 8 10,464 16 7 98,728 16 5 5,228 7 8 1,220 10 11 105,177 15 0 115,642 11 7 79,482 64,387 143,869 Nelson 5'529 6 1 I 854 11 9 1,674 8 8 8,058 6 6 15,544 6 3 222 4 7 948 8 4 | 16,714 19 2 24,773 5 8 58,400 17,207 75,607 Picton .. .. 15 0 j 420 4 3 2,050 19 1 9,112 18 4 24,420 8 1 2,727 0 6 1,137 9 7; 28,284 18 2 37,397 16 6 44,726 28,733 73,459 Lake Wakatipu steamers 3,730 3 9 220 17 6 1,174 8 6 ' 5,125 9 9 3,626 5 0 22 2 5 98 7 10 3,746 15 3 8,872 5 0 Totals .. .. 2,136,998 8 10 j 212.600 19 10 406,831 19 10 12,756,431 8 6 3,953,213 2 10 141,967 18 8 132,598 1 10 4,227,779 3 4 6,984,210 11 10 9,024,503 3,194,404 12,218,907
13
IX—2
RETURN No. 6. Expenditure on Construction of Railways, Rolling-stock, etc., to 31st March, 1925; Net Revenue, and Rate of Interest earned on Capital expended on Opened Lines for Year ended same Date.
H. Valentine, Acting Chief Accountant.
I I Cost of Construction. Section of Railway. " ' ,, r , of TTnonanA/j Revenue. Interest earned. Opened Lines. "Ss £ £ £ £ s. d. Whangarei .. .. .. .. .. 1,184,198 .. -- 17,403 .. .. 371,334 Kaibu .. .. .. .. .. j 192,164 .. - 153 Taurariga .. .. .. .. .. j .. | .. 1,212,335 Gisbome .. .. .. .. .. 864,825 .. 1,614 0 4 4 618,391 North Island Main Lines and Branches .. .. 20,134,115 .. 1,222,020 6 2 4 3,147,462 South Island Main Lines and Branohes.. 20,179,781 .. 333,347 1 13 5 .. .. ■ 405,420 j Westport .. .. .. .. .. 703,063 .. 39 090 5 11 2 113,684 Nelson .. .. .. .. .. 445,246 .. - 7,125 124,308 Pioton .. .. .. .. .. 688,246 .. - 2,099 17,493 Lake Wakatipu steamer service .. .. 44,300 .. — 2,183 In suspense — Surveys, North Island .. .. .. .. 38,083 Miscellaneous, North Island .. .. .. .. 5,169 Surveys, South Island .. .. .. .. 5,763 ; Miscellaneous, South Island .. .. .. .. 5,168 P.W.D. stock of permanent-way .. .. .. 125,951 i W.R.D. stock of A.O.L. and R.I.A. stores 134,808 Balance of oost of raising loan of £1,000,000 for .. 42,193 Railways Improvement Authorization Aot 1914 Account £44,570,746 .. £1,567,108 £3 11 0 £6,262,754 Total cost of opened and unopened lines at 31st £50,833,500 .. £3 18 Maroh, 1925 . Note. —The amount stated in this return as the cost ot' construction of opened lines includes the Provincial and General Government expenditure on railways. It also includes the Midland Railway aud expenditure by the Greymouth and Westport Harbour Boards on railways and wharves under the provisions of section 7 of the Railways Authorization Act, 1885, the information regarding the last-mentioned being furnished by the respective Boards. Tbe 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 :— South Islarnl Main Lines and Branches: Arthur's Pass-Otira, opened for traffic 25tli May, 1921. North Island Main Lines and Branches: Pukemiro - Glen Afton, opened for traffic 14th June, 1924; ICohuratahi-Tahora, opened for traffic 21st November, 1924. Qisbome Section: Makaraka-Ngatapa, opened for traffic 15th December, 1924.
D.—2
14
RETURN No. 7. Expenditure under Vote for Additions to Open Links, charged to Capital Account, for the Year ended 31st March, 1925.
Amount. Total. £ s. (1. £ s. d. Material on hand at 31st March, 1924 .. .. .. .. .. 149,902 7 10 Expenditure charged to Vote No. 45 by Treasury .. .. .. 712,922 6 9 892,824 14 7 Less material on hand at 31st March, 1925 .. .. 123,988 18 5 - —— — 768,835 16 2 Expenditure on works, &c. — ■ Way and Works Branch .. .. .. . ■ •• 440,946 12 11 locomotive Branch .. .. .. • • •• 327,889 3 3 — 768,835 16 2 Way and Works Branch : Particulars of Works, j«c. I Railway. Work, See. Amount. Total. £ s. d. £ s. d. Wliangarei .. .. Sidings, loading-banks, stockyards, crossings, &c. .. 867 17 11 Additions to station buildings, extension of station- 44,104 5 0 yards, and other facilities Purchase of land .. .. .. .. 750 6 0 Additional dwellings .. .. .. .. 6,876 0 2 Tablet installation .. .. .. .. 467 3 11 53,131 13 0 Kaihu .. .. Sidings, loading-banks, stockyards, crossings, &c. .. 123 19 6 123 19 6 Gisborne .. .. Additions to station buildings, extension of station- 653 12 8 yards, and other facilities 653 12 8 North Island Main Lines Sidings, loading-banks, stockyards, crossings, &c. .. 10,289 14 7 and Branches Additions to station buildings, extension of station- 52,330 5 2 yards, and other facilities Additional water-services for Locomotive Branch .. 52 7 1 Purchase of land .. .. .. .. 36,738 14 5 Additional dwellings .. .. .. .. 175,851 6 3 Bridgework and subways .. .. .. 9,193 2 8 Cranes, weighbridges, and turntables .. .. 264 7 4 Additions to workshops .. .. .. 63,138 14 5 Engine depots .. .. .. .. 1,420 11 4 Tablet installation .. .. .. .. Or. 237 5 7 — — 349,041 17 8 South Island Main Lines Sidings, loading-banks, stockyards, crossings, &c. .. 8,222 17 1 and Branches Additions to station buildings, extension of station- 8,126 18 8 yards, and other facilities Additional water-services for Locomotive Branch .. 66 2 2 Additional dwellings .. .. .. .. 3,448 3 7 Bridgework and subways .. .. .. 54 10 8 Cranes, weighbridges, turntables .. .. 474 7 2 Engine depots .. .. .. .. 289 8 2 Tablet installation .. .. .. .. 236 1 5 20,918 8 11 Westland .. .. Sidings, loading-banks, stockyards, crossings, &c. .. 2,102 17 11 Additions to station buildings, extension of station- 7,703 15 7 yards, and other facilities Additional water-services for Locomotive Branch .. 154 3 5 Purchase of land .. .. .. .. 1,461 14 11 Additional dwellings .. .. .. . . 793 2 4 Cranes, weighbridges, turntables .. .. 69 16 6 Additions to workshops .. .. .. 79 4 4 Fencing of railway-line .. .. .. 1,489 6 8 . 13,854 I 8 Westport .. .. Sidings, loading-banks, stockyards, crossings, (fee. . . 505 0 6 Additions to station buildings, extension of station- 2,293 7 7 yards, and other facilities Additional dwellings .. .. .. .. 424 11 5 3,222 19 6 £440,946 12 11
15
1).—2
RETURN No. 7 —continued. Locomotive Branch: Particulars of Rolling-stock, etc.
Expenditure under the Railways Improvement Authorization Act, 1914, and Section 7 of Finance Act, 1924, charged to Capital Account, for the Year ended 31st March, 1925. £ s. d. £ s. d. Material on hand at 31st March, 1924 .. .. .. .. .. 9,172 19 2 Expenditure charged by Treasury .. .. .. .. .. 253,874 3 6 Proportionate cost of raising loan .. .. .. .. .. 19,532 13 10 282,579 16 6 Less material on hand at 31st March, 1925 .. .. .. .. 10,819 10 1 — 271,760 0 5 New stations and station-yards, goods-sheds, and terminal facilities at Auckland Wellington, Christchurch and Addington, Lyttelton, Paeroa, and New £ s. d. Plymouth .. .. .. .. .. .. .. 108,44115 10 Duplication, Newmarket - New Lynn .. .. .. .. .. 615 410 Grade easements —Penrose-Mercer. .. .. .. .. . . 247 3 6 Additions to workshops, Newmarket .. .. .. .. .. 61610 New line, Auckland-Westfield .. .. .. .. .. .. 15,101 6 11 Bridge strengthening .. .. .. .. .. .. .. 651 8 10 Pelichet Bay deviation .. .. .. .. .. .. 5,523 7 5 Signalling, interlocking, and safety appliances .. .. .. .. 111,848 14 0 Eleotrio lighting .. .. .. .. .. .. 8,183 11 9 251,228 14 1 Expenditure charged by Public Works Department New Line—Auckland-Westfield .. .. .. .. .. 41 1 6 Hutt Valley Railway .. .. .. .. .. .. 20,490 10 10 20,531 12 4 £271,760 6 5 H. Valentine, Acting Chief Accountant.
Number Number Number Incomplete Completed Incomplete Expenditure, Description of Stock ordered. Order. on on on Year ended 31st March, 31st March, 31st March, 31st March, 1928. 1924. 1925. 1925. £ 8. <J. (Jamages, Classes A and Aa, 1916-17 programme I—10 3 3 .. Gr. 6,257 14 11 Wagons, bogie, 1916-17 programme .. .. K—10* .. .. .. Or. 4,879 10 0 Wagons, four-wheel, I916-I7|programine .. L—10 .. .. .. Gr. 2,921 9 11 Fitting Westland and Westport rolling-stock with S—10 .. .. .. 2,082 13 I Westinghouse brake Locomotives, Glass Ab (A. and 6. Price (Limited)) A —-11 11 7 4 59,287 6 9 Locomotives, Classes Wab and Ws, second lot .. D—11 2 2 .. 3,832 17 8 Replacement of cars written off or sold (difference H—11 .. .. .. 8,130 15 I in value) Keplacementjof wagonsfwritten off or sold (dif- I—11 .. .. . , 2,439 2 0 ference in value) Additional seating for cars .. .. .. N —11 .. .. .. 424 14 10 Steam-heating locomotives and oars .. .. (J—11 .. .. .. 860 19 8 Additional superheater gear for locomotives .. V—-11 .. . . .. 1,104 18 4 Replacement of brake-vans written off or sold W —11 .. .. .. 1,020 14 4 (difference in value) Electric headlights for locomotives .. .. X—11 .. .. .. 3,95 111 2 Carriages, Classes A and Aa, 1922-23 programme if—11* 69 40 29 53,595 18 5 Brake-vans, Class I?, 1922-23 programme .. Z —11 3 .. 3 Gr. 771 11 li Wagons, bogie, 1922-23 programme .. .. A —12f 77 45 32 11,642 I 4 Wagons, four-wheel, 1922-23 programme .. B —12 460 298 162 50,419 11 5 Locomotives, Class Ab, fourth lot .. .. C —12 10 .. 10 23,235 15 2 Equipment for electric locomotives and power- E—12 .. .. .. Gr. 993 6 8 house, Otira Fitting Pintsch gas to cars, Westland Section .. G—12 .. .. .. 3,766 0 6 Locomotives, Class Ws, third lot .. .. I —12 10 .. 10 14,543 9 1 Wagon seats for passenger traffic!, Picton Section J—12 .. .. .. 44 14 8 Electric lighting for cars .. .. .. K—12 .. .. .. 16, (194 7 11 Tarpaulins, 1924—25 programme .. .. L—12 953 553 400 4,484 I I Wagons, bogie, programme .. .. M—12 74 5 69 19,307 12 6 Wagons, four-wheel, 1924-25 programme .. N —12 291 .. 291 19,408 0 9 Bail motors .. .. .. .. P—12 5 1 4 6,307 12 7 Fitting acetylene light to vans, Westport Section Q —12 .. .. .. 19 18 4 Strengthening ends of Main Trunk cars .. B—12 .. .. . . 670 10 8 Fitting additional lavatories to cars (including S—12 .. .. .. 5,1561110 double lavatories to Main Trunk cars) Centre rail-gear for Class Wr locomotives, Crey- T—12 .. .. .. 29 13 9 mouth Fitting additional doors to W wagons .. U —12 .. .. .. 26 17 5 Fitting additional top doors to British La wagons V —12 .. .. .. 1,505 8 0 Carriages, Class A, 1924-25 programme .. W —12 10 .. 10 Locomotives, Class Ab, from North British Loco- X —12 35 .. 35 motive Company Obsolete locomotives written off .. .. .. .. .. Or. 11,900 0 0 Sale of locomotives .. .. .. .. •. . . .. Or. 1,300 0 0 Boiling-stock written off ■ • • ■ . . . . .. Gr. 835 0 0 Sale of rolling-stock .. .. . . .. .. . . .. Gr. 55 0 0 Workshop machinery .. .. .. .. .. .. .. 44,783 17 11 Workshop machinery written off .. . . .. .. .. .. Gr. 975 0 0 Total .. .. .. .. .. .. .. .. £327,889 3 3 Total locomotives .. .. .. .. 68 9 59 „ carriages . • .. .. . . 87 44 43 „ brake-vans .. .. .. .. 3 .. 3 „ wagons, bogie .. .. .. 151 50 101 „ wagons, four-wheel .. .. .. 751 298 453 „ tarpaulins .. .. .. . . 953 553 400 * Order reduced by twenty. t Order reduced by forty.
1).—2
16
RETURN No. 8. Statement showing Classification of Expenditure on Way and Works for the Year ended 31st March, 1925.
RETURN No. 8a. Statement showing Classification of Signal and Electrical Expenditure for the Year ended 31st March, 1925.
I | Sections. Classification of Work. i Totals. North Island South Island Whangarei. Kaihu. j Gisborne. Main Line and Main Line and I Westport. Nelson. Picton. Branches. Branches. I 1 I I ! I I I £ s. d. £ s. d. £ s. d. £ s. d. £ s. d. £ s. d. £ s. d. £ s. d. £ s. d. Track surfacing .. .. .. .. .. 19,677 15 10 2,372 10 5 6,543 18 8 190,490 11 4 215.785 3 8 6,015 14 7 5.888 12 1 7,130 16 2 453,905 2 9 Track renewals .. .. .. .. .. 14,660 10 8 500 1 8 198 17 11 97,482 18 9 | 71,871 1 4 863 15 8 295 5 11 655 15 9 186.528 7 8 Ballasting.. .. .. .. .. .. 5,421 3 6 173 17 9 29 15 2 20.073 0 2 14.782 17 6 117 14 3 232 18 6 63 4 10 40,894 11 S Banks, cuttings, ditches, &c. .. .. .. 2,407 5 11 734 11 9 1,348 2 9 47,616 18 1 21,685 1 0 151 19 11 1,677 1 3 1,527 0 7 77,148 1 3 Tree-planting (architectural) .. .. .. .. .. .. .. 402 2 7 .. .. .. .. 402 2 7 Bridges, culverts, drains .. .. .. .. 2,165 10 8 62 11 4 608 0 3 36,122 13 3 40,971 19 0 419 3 9 1.673 0 5 665 14 11 82,688 13 7 Fences, gates, cattlestops .. .. .. .. 2,380 2 0 35 12 10 173 17 4 14,479 7 4 19,726 9 1 443 0 2 813 9 6 347 19 1 38,399 17 4 Roads, approaches, &c. .. .. .. .. 191 1 7 18 4 7 112 12 2 7,563 8 4 5,028 5 0 46 0 0 71 15 0 50 2 2 13,081 8 10 Roads, pavements (architectural). .. .. .. . • .. .. 792 10 2 .. .. .. 792 10 2 Water-services, cranes, &c. .. .. .. 617 6 3 0 15 1 47 13 10 10,166 13 9 7,686 9 6 45 8 4 128 17 5 323 1 1 19.016 5 3 Wharves .. .. .. .. .. 103 14 11 12 5 10 1 10 3 97 12 7 238 4 7 1,230 1 5 1 5 4 491 4 9 2,175 19 8 Buildings .. .. .. .. .. .. 4,752 7 8 40 1 3 1,145 14 10 73,016 11 7 64,138 3 10 1,507 6 1 1.094 9 9 1,540 0 10 147,234 15 10 Buildings (architectural) .. .. •• .. •• .. 2,181 2 5 13 11 11 .. .. .. 2,194 14 4 Miscellaneous .. .. .. •• 624 4 11 .. 114 6 4 9.917 4 5 5,202 8 10 115 17 0 .. 5 7 7 15,979 9 1 General charges .. .. .. .. .. 649 17 4 40 2 8 156 19 9 18,343 12 2 12,573 6 6 477 1 7 214 17 8 150 10 3 32,606 7 11 Totals .. .. .. ■■ •• 53,651 1 3 3,990 15 2 10,481 9 3 528.746 6 11 479,703 1 9 11,433 2 9 12,091 12 10 12,950 18 0 1,113,048 7 11 Rate per average mile opened .. .. .. 609 13 5 166 5 8 200 18 0 458 1 3 300 16 3 312 IS 1 j 198 4 3 j 231 5 4 362 18 11
Sections. Classification of Work. III! i Totals 1 North Island South Island Whangarei. Kaihu. Gisborne. j Main Line and 1 Main Line and ; Westport. Nelson. [ Picton. Branches. Branches. £ s. d. £ s. d. £ s. d. £ s. d. £ s. d. £ s. d. £ s. d. £ s. d. £ s . d. Signals and interlocking .. .. .. .. 403 13 7 .. 16 6 5 12,450 10 9 8,388 14 0 704 0 0 20 18 2 18 9 2 22.00 2 12 1 Signals at level crossings .. .. .. .. 43 12 2 .. .. 1,295 9 11 359 5 7 .. .. .. 1 698 7 8 Telegraphs and telephones .. .. .. .. 310 6 0 21 11 0 103 3 1 7,799 10 6 7,187 14 1 274 13 7 106 2 1 64 8 0 15 867 8 4 Block working .. .. .. .. .. 123 5 6 .. .. 7,420 16 11 3,872 12 6 122 8 10 .. .. 1K539 :3 9 Electric lighting .. .. .. .. .. 21 11 0 .. .. 5,122 16 0 3,612 9 1 .. .. 61 7 4 s!818 3 5 Electric power .. .. .. .. .. .. .. 2,612 18 2 14,078 11 7 .. .. .. 16 091 9 9 Buildings .. .. .. .. .. .. .. .. 355 4 4 199 11 6 4S 5 4 .. .. g03 2 Miscellaneous .. .. .. .. .. 51 8 0 .. .. 543 19 6 ! 582 1 11 .. .. ,. 1.177 9 5 General charges .. .. .. .. .. 33 6 7 3 1 11 12 7 3 1,464 4 4 1,229 9 6 41 7 0 8 5 6 10 17 10 2,802 19 11 Totals .. .. .. .. .. 987 2 10 24 12 11 131 16 9 39,065 10 5 39,510 9 9 1,190 14 9 135 5 9 155 2 4 ~~81,200 15 6 Kate per average mile opened .. .. .. 11 4 4 1 0 6 2 10 6 33 16 11 24 15 6 32 11 10 1 2 4 4 2 15 5 26 9 7
P.—2.
RETURN No. 9. Statement of Season Tickets issued for the Year ended 31st March, 1925.
RETURN No. 10. Comparative Statement of the Number of Employees for Years 1924-25 and 1923-24.
17
Description of Tickets. Number. Amount. £ s. d. Travellers'annual, all lines ... ... ... ... 26 2,378 8 9 Travellers'annual, North Island ... .. ... ... 117 7,869 11 4 Travellers' annual, South Island ... ... ... ... 28 1,820 11 0 Reporters'annual ... ... ... ... ... 104 1,301 9 10 Sectional annual, North Island ... ... ... ... 519 21,868 14 3 Sectional annual, South Island ... ... ... ... 284 11,520 12 5 Tourist, all lines ... .. ... ... ... 310 4,893 15 0 Tourist, North Island ... ... ... . . ... 892 9,507 10 0 Tourist, South Island ... ... . . ... ... 76 852 10 0 School ... ... ... ... ... ... ... 25,983 19,921 2 3 Twelve-trip weekly ... ... ... ... ... 136,563 25,720 1 8 Weekly workmen's ... ... ... ... ... 331,861 40,784 1 3 All other season ... ... ... ... ... ... 40,791 62,507 10 9 Totals ... 537,554 210,945 18 6 H. Valentine, Acting Chief Accountant.
13 10 rpj « •S . |1| * § . | . Department. | 9 1 S d • . I| 1| 2? rj £ -3 '3 # -3 -r< $ ,2 a g a oo w fl -JSfl S 2 S "S^ sq "S csW S 4? o o ® ©ca*sc6 2 *3 CO GQ CD 43 J* Vl ffl U «| g . "3 .2 &a ST a S. £ ® .8 3 ~ n 8« o ts W O 0 cs ® «i £ £ £ Hi 00 K <! H 1924-25. General .. ..12 1 3 537 150 4 4 3 327 264 190 1,495 Traffic .. .. 57 6 23 2,639 2,360 .. 79 21 27 5,212 Maintenance .. 210 15 38 2,149 1,651 .. 45 41 45 .. .. .. 4,194 Locomotive .. 59 5 23 3,362 2,738 .. 114 21 23 .. .. .. 6,345 Totals .. 338 27 87 8,687 6,899 .. 242 87 98 327 264 190 17,246 1923—24 General .. .. 6 1 3 479 124 28 4 4 3 160 231 104 1,147 Traffic .. .. 53 6 23 2,623 2,119 173 76 22 29 5,124 Maintenance .. 131 13 37 2,048 1,451 274 38 39 56 4,087 Looomotive .. 56 6 25 3,146 2,397 211 109 | 22 23 5,995 Totals .. 246 26 88 8,296 6,091 686 227 , 87 111 160 231 104 16,353 * Westiand section now included in South Island Main Line and Branches.
D.—2.
RETURN No. 11. Return showing Number of Passenger Tickets issued at Cheap Excursion Rates for Year ended 31st March, 1925.
18
Schools, Factories, and Friendly Societies. Holiday Excursions. GB Hol^jay T 'exotrhi 0 on^ XD Schools, Factories, j and Friendly Schools only. Schools, Sections. Societies. Factories, and Number Children not buSSceTd-' Soctetiel. ™ aL *"»»"«• First Class. Second Class. Total. Revenne. of Sevenue. exceeding ing 23 Years o f Age 15 Years of and Teachers. Adults. Age. Number. I Number. Number. Number. £ s. d. Number. ' Number. Number. £ s. d. Number. £ s. d. Whangarei .. .. .. .. .. .. .. -599 1,904 2,503 1,725 15 5 2,503 1,725 15 5 Kaihu ...... .. .. .. .. .. 27 776 803 113 1 5 803 113 1 5 Auckland .. .. 6,203 1,884 923 9.010 771 14 0 12.175 82,891 95,066 62,850 9 8| 104,076 63,622 3 8b Ohakune .. •• 906 577 76 1.559 217 10 5 2,266 13,306 15,572 14,159 11 10 17,131 14,377 2 3 Gisborne .... 917 60 135 1,112 53 17 3 171 829 1,000 335 11 4£ 2,112 389 8 7£ Wanganui .. .. 2,103 1,452 620 4,175 832 16 10 6,731 40,491 47,222 28,250 18 2 51,397 29,083 15 0 Wellington .. .. 5,563 3,649 923 10,135 1,001 1 4 48,676 61,628 110,304 63,900 7 8 120,439 64,901 9 0 Picton .. .. .. 1*216 129 179 1,524 94 8 11 1,133 2,513 3,646 621 0 2 5,170 715 9 1 Nelson .. .. .. 957 144 480 1,581 92 9 9 302 2,599 2,901 644 18 3 4,482 737 8 0 Westport 394 66 142 602 36 0 3 .. 4,031 4,031 477 16 0 4,633 513 16 3 Westland .. .. 1,712 157 2,165 4,034 316 18 1 1,740 13,098 14,838 5,959 10 5 18,872 6,276 8 6 Christchureh .. .. 15,417 2,557 10,668 28,642 2,810 1 9 21,982 46,775 68,757 45,417 14 10 97,399 48,227 16 7 Dunedin .. .. 4,170 1,575 3,340 9,085 1,013 4 5 23,323 51,330 74,653 42,625 0 7 83,738 43,638 5 0 Invercargill .. .. 2,982 1,339 277 4,598 462 11 4 4,216 40,553 44,769 22,917 12 10 49,367 23,380 4 2 Totals .. .. 42,540 13,589 19,928 76,057 7,702 14 4 123,341 362,724 486.065 289,999 8 8 562,122 297,702 3 0 Total, year ending — 31st March, 1898 .. 39,963 5,398 35,064 80,425 5,569 18 1 66.012 383.569 '449.581 80,822 8 1 530,006 86,392 6 2 31st March, 1899 45,748 6,192 39,955 91,895 6,215 11 8 70,531 411.747 482,278 84,794 15 6 574,173 91,010 7 2 31st March, 1900 .. 37,839 5,616 31,164 74,619 4,752 3 10 81.528 501,176 582.704 96,154 7 5 657,323 100,906 11 3 31st March, 1901 .. 38,864 5,602 34,550 79,016 5,234 16 8 87.544 541.624 629.168 102,932 10 9 708,184 108,167 7 5 31st March, 1902 .. 42,506 5,736 37,708 85,950 5,466 16 9 95,628 588.813 684,441 136.813 0 1 770,391 142,279 16 10 31st March, 1903 .. 41.540 6,048 41,555 89,143 6,050 11 3 84.448 517.566 602,014 103,279 8 6 691,157 109,329 19 9 31st March, 1904 .. 50,364 6,975 54,344 111.683 7,424 19 7 100.417 594,967 695,384 125.624 4 0 807,067 133,049 3 7 31st March, 1905 .. 52,742 7,359 53,558 113,659 7,490 16 0 100.968 592.485 693.453 130,068 16 9 807,112 137,559 12 9 31st March, 1906 .. 55,478 7,715 57,027 120,220 7,882 16 1 110,823 626.852 737,675 140,939 16 3 857,895 148,822 12 4 31st March, 1907 .. 48,044 7,837 39,783 95.664 6,514 18 4 125.280 731.132 856,412 194,185 2 9 952,076 200,700 1 1 31st March, 1908 .. 51,031 8,163 53.886 113,080 7,604 10 4 113.617 618,518 732.135 141,519 16 11 845,215 149,124 7 3 31st March, 1909 .. 55,199 9.266 52,579 117,044 7,641 5 10 122.312 667,867 790,179 166.471 6 3 907,223 174,112 12 1 31st March, 1910 .. 53,917 7,811 53,677 115,405 7,964 15 7 128,277 735,561 863,838 211,133 6 10 979,243 219,098 2 5 31st March, 1911 .. 66,381 10.799 66.695 143,875 9,488 14 7 107,208 576.251 683.459 155,444 10 11 827,334 164,933 5 6 31st March, 1912 62,289 8,924 63,612 134,825 9,702 15 3 135.590 704.883 840,473 206.472 13 1 975,298 216,175 8 4 31st March, 1913 63,040 9,723 61,134 133,897 9,509 8 7 159.730 804,965 964,695 271,61117 7 1,098,592 281,121 6 2 31st March, 1914 .. 111,029 18,246 59,712 188,987 13,235 8 4 131.416 683,851 815,267 210,109 0 9 1,004,2-54 223,344 9 1 31st March, 1915 .. 47,846 7,974 48.197 104.017 7,919 1 9 144.260 782,355 926.615 259,547 10 6 1,030,632 267,466 12 3 31st March, 1916 .. 43,038 8,198 36,091 87,327 6,072 18 9 136,401 763.690 900,091 269,097 16 0 987,418 275,170 14 9 31st March, 1917 .. 38,477 8,788 32,901 80.166 6,159 17 6 168.098 735.468 903.566 313,006 7 3 983,732 319,166 4 10 31st March, 1918 .. 591 124 743 1,458 131 6 7 20.148 110,482 130,630 62,968 15 11 132.088 63,100 2 6 31st March, 1919* .. Nil Nil Nil Nil Nil Nil Nil Nil Nil Nil Nil 31st March, 1920 .. 38,357 3,968 42,461 84,786 7,173 12 2 76,713 260,159 ' 336,872 161,401 18 3 421,658 168,575 10 5 31st March, 1921 .. 94,175 12,346 70,794 177.315 14,966 19 8 146.404 524.246 670,650 371,525 9 4 847,965 386,492 9 0 31st March, 1922 .. 76,537 13,835 71.852 162,224 14.955 1 5 109,414 338,791 448,205 242,464 18 6 610,429 257,419 19 11 31st March, 1923 .. 83,716 15.700 73,855 173,271 16,228 5 3 119.261 393,682 512.943 323,015 18 8 686,214 339,244 3 11 31st March, 1924 .. 96,338 18,363 86,047 200,748 19,699 5 2 111,124 322,061 433,185 267,717 7 0 633,933 287,416 12 2 31st March, 1925 .. 42,540 13,589 19,928 76,057 7,702 14 4 123,341 362,724 486,065 289,999 8 8 562,122 297,702 3 0 * The issue of school, factory, friendly-society, and holiday excursion tickets was suspended in connection with staff-saving time-table on 23rd April, 1917.
19
D.—2.
RETURN No. 12. Statement of Traffic and Revenue for each Station for the Year ended 31st March, 1925.
OUTWARD. INWARD. Number of Tickets. Stations. Number Cattle sheaD Timber, „ .Timber, Stations. Bi- «. . ,, , „ 3 of an( i and Hundreds of Other Ordinary Season Pfl „. o1a Luggage, p,wjh MitiPPiifln«ftna Rents and Total Value Cattle ~®? p Hundreds of Other First- First- Second- Second- Season c ®; J* Superficial Goods. Passengers. Tickets. Parcels, &c. Mails, &c. Goods. Miscellaneous. Commission . forwarded. rt a 1 nd Superficial Goods. class class class class Total. Tickets. aiveH - ri 8 s - Feet. Calves. Pigs. t Single. Return. Single. Return. - . j I ' j North Island Main Lines Nobth Island Main Lines and Branches— _ . „ . Number. Number. Tons. £ s. d. £ s. d. £ s. d. £ 8. d. £ s. d. £ s. d. £ 8. d. £ 8. d. Number. Number. Tons. AND BRANCHES— Auckland (Coaching) .. 58,837 24,546 231,651 184,471 499,505 21,153 .. .. .. .. 253,826 13 10 23,694 15 8 26,804 10 9 11,303 3 3 Cr. 258 5 3 1,721 18 9 2,358 2 9 319,450 19 9 .. .. .. Auckland (Coaching) (Goods) .. .. .. .. .. 210 9,831 62,376 347,083 .. .. .. 344,126 10 1 5,229 12 11 10,867 1 101 360,223 4 10 582 3,261 116,287 245,335 „ (Goods). Newmarket .. .. 5,471 4,804 36,783 50,387 97,445 10,756 7 .. 2,889 6,338 13,272 6 2 2,078 2 0 745 19 7 152 12 2 13,359 13 3 232 0 10 2,399 19 4 1 32,240 13 4 8 77,211 28,458 Newmarket. Mount Eden .. .. 1,448 1,051 27,892 38,927 09,318 5,854 16 346 1,804 50,718 5,767 3 3 960 4 6 232 9 4 39 2 11 11,885 9 6 620 19 11 482 0 4 19,987 9 9 747 1 83,834 78,283 Mount Eden Avondale .. .. 537 405 34,644 85,632 121,218 52,712 137 20 902 45,118 6,529 9 5 7,512 8 7 489 13 4 21 0 4 8,120 9 8 488 12 9 78 17 0 23,240 11 1 230 1 48,420 11,820| Avondale. Henderson .. .. 526 503 24,008 63,340 88,377 16,780 1,413 10,021 28,255 7,717 7,381 10 11 3,379 2 4 1,230 15 6 18 16 8 6,919 7 3 64 14 11 162 3 9 19,156 11 4 580 4,048 17,243 18,734' Henderson Helensnlle .. .. 6,473 2,309 20,280 23.585 ,52,647 305 7,501 36,228 24,336 11,335 9,491 1 6 227 18 3 1,887 15 3 55 18 3 15,544 18 11 285 11 2 181 18 0 27,675 1 4 2,926 10,475 8,446 39,235 Helensville Wellsford .. .. 752 140 3,030 1,588 5,510 33 4,835 10,113 2,705 3,124 1,509 8 10 20 12 6 529 6 11 6 10 10 3,970 0 6 16 18 9 83 5 0 6,136 3 4 1,014 8,096 1,954 8,792; Wellsford Maungaturoto .. .. 2,252 430 6,686 2,312 11,686 3 20,446 30.027 1,781 2,648 4,420 19 11 3 0 0 251 6 5 11 15 3 13,195 7 7 643 16 8 9 10 0 18,535 15 10 1,341 10,611 10,075 19,675 Maungaturoto Remuera .. .. 503 360 1,592 707 3,162 2,627 409 610 148 237 168 13 6 1,189 0 11 214 10 3 2 1 3 606 16 10 11 13 6 82 10 0 2,275 6 3 923 394 24,604 1,353 Remuera. Green Lane .. .. 646 618 2,708 3,804 7,776 8,321 .. .. 147 29 599 15 5 1,794 3 2 57 9 2 3 14 2 42 5 1 36 19 0 11 6 10 2,545 12 10 1 11,373 3,491 Green Lane Ellerslie .. .. 1,589 3,755 10,947 20,667 36,958 13,241 31 .. 29 126 2,074 0 6 2,716 18 2 2,636 16 8 11 11 2 126 4 11 17 5 6 136 12 0 7,719 8 11 47 5 4,201 1,865[ Ellerslie. Penrose .. 763 1,837 12,006 20,706 35,312 6,946 526 9,758 3,582 103,305 2,063 7 5 1,158 11 0 132 3 1 13 4 4 52,191 7 10 20 7 0 90 1 6 55,669 2 2 1 54,864 307,317 15,816 61,317 Penrose. Onehunga (Town) .. 359 263 9,556 9,390 19,568 14,280 52 2 659 3,236 1,184 9 6 2,041 4 9 164 14 4 12 15 0 889 19 4 58 2 9 164 5 0 4,515 10 8 66 .. 20,714 53,802: Onehunga (Town) (Wharf) .. .. .. .. .. 1 35 6,150 36,902 .. .. 19 2 4 3 4 4 5,858 17 3 692 5 1 .. 6,573 9 0 53 27 2,246 30,9251 „ (Wharf). Otahuhu .. .. 1,560 4,998 23,429 80,182 110,169 18,591 1,670 22,135 • 81 47,174 8,835 13 4 3,877 17 7 414 15 9 57 1 5 35,704 14 3 373 12 3 225 17 9 49,489 12 4 26,110 78,114 9,697 73,476 Otahuhu. Papatoetoe .. .. 917 2,696 13,973 48,738 66,324 8,824 752 2,065 2,776 3,869 5,523 1 11 2,145 15 2 1,387 4 0 19 14 8 1,626 19 5 7 8 6 109 9 5 10,819 13 1 2,172 9,516 14,701 10,961 Papatoetoe. Papakura .. .. 2,417 4,139 31,967 73,707 112,230 14,186 1,911 20,531 534 4,363 13,171 10 7 3,176 6 3 1,415 5 9 61 1 11 2,176 18 6 63 3 10 78 17 7 20,143 4 5 1,296 12,768 10,590 17,928 Papakura. Dnn-y •• •• 317 275 5,646 7,283 13,521 154 1,021 11,390 2,723 6,617 1,942 8 4 125 18 3 610 18 3 13 5 0 5,482 14 10 31 4 1 11 13 0 8,218 1 9 278 1,468 1,966 12,736 Drury. Waiuku .. .. 869 401 7,164 4,187 12,621 10 506 5,479 665 513 3,300 18 10 10 0 0 150 11 8 17 5 3 1,157 18 2 48 9 5 9 0 0 4,694 3 4 219 3,527 7,568 17,523 Waiuku. Pukekohe .. •• 2,315 1,667 20.978 14,813 39,773 877 3,811 12,537 255 9,320 9,213 13 2 271 10 4 937 14 0 90 1 8 9,929 1 7 52 4 3 653 1 11 21,147 6 11 2,693 5,577 9,455 20,889 Pukekohe. Tuakau .. •• 942 646 8,032 7,153 16,773 519 2,385 39,840 622 4,477 3,434 16 9 226 4 10 325 5 6 45 3 11 4,892 4 8 30 7 5| 82 5 8 9,036 8 9 1,829 20,051| 4,585 10,847 Tuakau. Pokeno .. .. 270 120 4,306 3,395 8,091 104 844 6,998 1,149 501 1,450 13 6 61 1 0 894 1 3 8 18 9 989 1 9 28 0 3 4 0 0 3,435 16 6 357 3,958 2,009 4.759 Pokeno. Mercer .. •• 722 857 9,264 6,772 17,615 107 5 560 11,097 30,009 3,553 4 4 117 18 0 511 13 1 28 1 10 7,244 17 81 52 18 8 82 5 6 11,590 19 1 123 809 1,495 4,293 Mercer. TeKauwhata .. .. 453 172 3,622 2,447 6,694 66 4,740 25,847 180 8,559 1,831 4 9 28 15 3 1,447 16 11 11 7 6 5,819 0 6 49 16 4 25 18 10 9,214 0 1 715 12,505 3,161 15,622 Te Kauwhata. Huntly .. .. 1,362 1,042 26,893 27,655 56.952 17,927 940 9,262 936 401,769 10,689 3 5 4,034 1 5 1,312 4 5 65 2 1 223,262 17 1 1,100 2 5 156 5 5 240,619 16 3 1,152 4,815 6,378 16,634 Huntly. Glen Afton .. .. 1 3 554 753 1,311 325 809 .. 21,221 186 19 11 .. 7 16 3 1 0 4 11,668 1 11 13 3 10 .. 11,877 2 3 3 24 272 907 Glen Afton. Taupiri .. .. 493' 177 5,128 2,446 8,244 94 742 9,609 475 6,655 1,810 1 1 60 19 6 765 16 9 16 8 4 3,996 1 0 12 14 5 9 15 0 6,671 16 1 686 2,292 4,250 7,952 Taupiri. Ngaruawahia .. .. 986 367 10,863 4,981 17,197 147 2,886 11,576 556 65,013 3,846 16 9 87 6 6 355 14 3 65 1 11 38,958 19 7 704 1 11 121 12 10 44,139 13 9 1,421 8,266 4,972 11,042 Ngaruawahia. Frankton Junction .. 13,274 5,292 75,529 28,926 123,021 55 7,595 85,728 2,839 17,072 49,574 4 6 536 0 9 2,584 6 8 775 18 7 32,272 11 4 716 9 8 684 11 1 87,144 2 7 3,074 69,543 39,246 54,353 Frankton Junction. Hamilton .. .. 7,779; 2,613 37,676 11,637 59,705 435 7,845 23,852 3,998 14,242 20,017 7 7 902 10 9 4,399 2 0 594 13 2 23,617 19 10 246 16 0 2,071 14 1 51,850 3 5 1,056 3,368 50,664 64,055 Hamilton. Cambridge .. 2,241 519 15,357 8.438 26,555 149 1,695 18,588 6,453 1,868 7,000 16 11 104 0 3 1,592 15 5 120 19 7 4,514 6 0 164 13 11 487 16 6 13,985 8 7 1,254 8,085 13,895 25.371 Cambridge. Movrinsville .. •• 2,215 1,001 19,121 12,990 35,327 354 7,805 58,313 8,733 14,214 8,493 18 2 295 19 7 1,757 0 0 183 17 7 30,650 16 10 221 2 1 251 12 6 41,854 6 9 1,988 20,569 19,408 43,774 Morrinaville. Matamata .. .. 2,108 764 13,611 7,907 24,390 132 5,141 30,318 4,957 4,100 8,089 4 5 113 13 6 2,318 10 1 90 0 6 11,126 10 10 257 0 3 205 6 0 22,200 5 7 2,068 18,513 15,126 56,208 Matamata. Putaruru .. 1,729 459 13,358 5,736 21,282 124 831 11,616 116,249 3,484 6,956 12 5 181 6 3 1,009 14 9 87 6 6 23,244 18 6 157 5 7 438 17 6 32,076 1 6 1,559 16,733 10,287 32,192 Putaruru. Mamaku .. -• 321 657 4,272 6,392 11,642 188 3,335 20,349 118,719 7,309 2,668 6 8 140 13 2 313 13 4 19 15 0 28,498 7 5 15 3 9 153 9 7 31,809 8 11 474 828 1,254 3,203 Mamaku. Rotorua .. •• 8,263 1,106 26,076 12,017 47,462 1,030 4,385 32,119 1,083 2,277 27,600 14 3 587 13 0 1,597 9 8 282 7 2 8,483 0 10 240 12 2 378 5 3 39,170 2 4 3,018 4,528 11,938 22,881 Rotorua. Waitoa .. •• 27 20 601 412 1,060 .. 464 2,493 779 1,040 206 2 1 .. 40 11 2 1 15 0 1,928 2 8 0 15 8 .. 2,177 6 7 4 1,549 419; 2,821: Waitoa. TeAroha .. .. 3,583 954 25,302 13,595 43,434 518 865 3,615 522 43,311 10,795 11 1 243 3 11 1,090 3 0 130 13 2 7,491 19 11 66 5 7 486 18 1 20,304 14 9 1,558 8,210 13,347 29.981 Te Aroha. Pa«roa .. •• 2,488 1,051 27,892 19,718 51,149 898 2,916 13,171 10,929 24,843 9,421 7 4 432 2 4 1,523 6 7 121 15 4 10,220 19 0 29 1 6 210 7 9 21,958 19 10 1,048 3,210 7,498 7.990 Paeroa. Waihi .. .. 1,737 639 13,907 13,642 29,925 1,553 320 2,393 229 987 8,070 14 10 381 17 8 975 9 4 101 3 5 1,312 13 4 584 12 0 68 12 11 11,495 3 6 1,038 3,344 11,6251 28,100 Waihi. Thames South .. .. 1,904 269 13,269 2,925 18,367 390 7 496 289 4,413 4,446 14 8 203 3 9 509 8 11 60 8 4 3,808 13 11 5 3 3 27 10 0 9,061 2 10 145 698 6,893 3,200 Thames South. Thames .. .. 1,359 365 12,367 7,084 21,175 50 73 371 361 2,064 4,472 18 7 227 3 6 565 11 11 63 2 1 4,078 1 7 94 18 5 99 18 6 9,601 14 7 1,550 3,863 5,244 10,462 Thames. Ohaupo .. .. 130 58 2,660 1,810 4,658 73 902 12,069 575 615 715 7 81 47 10 0 1,129 0 4 9 15 11 1,951 5 6 11 8 11 2 0 0 3,866 8 4 1,055 9,379 2,100 8,452 Ohaupo., TeAwamutu .. .. 2,101 802 14,813 7,801 25,517 229 1,878 22,296 6,170 6,434 9,238 18 2 198 14 8 3,034 15 2 150 17 4 10,101 17 10 100 11 2 104 5 3 22,929 19 7 2,191 31,251 13,278 34,339 Te Awamutu. Otorohanga .. -. i 885 361 7,341 4,926 13,513 246 1,711 23,088 25,306 61,941 3,489 6 1 160 0 1 743 16 11 43 5 9 21,545 10 4 82 1 3 97 3 10 26,161 4 3 1,224 11,374 6,438 15.583 Otorohanga. TeKuiti .. •• 4,466 1,479 35,010 18,137 59,092 419 6,891 103,227 113,742 19,616 18,122 10 3 520 1 7 1,921 15 3 247 17 8 39,080 5 3 275 0 5 820 14 5 60,988 4 10 3,224 45,289 10,331 17,516 Te Kuiti. Ongarue .. .. 189 99 6,542 6,517 13,347 62 2,096 37,782 95,060 3,295 3,070 5 5 35 18 6 269 2 9 19 15 3 23,723 4 1 226 3 0 217 6 11 27,561 15 11 1,260 15,887 5,952 8,110 Ongarue. Taringamotu .. .. 35 8 1,788 963 2,794 37 23 9,287 83,666 2,558 221 10 5 76 7 10 98 16 10 1 7 4 22,170 10 0 947 18 4 81 7 6 23,597 18 3 227 217 626 5,841 Taringamotu. Taumarunui .. .. 4,821 1,778 61,556 33,334 101,489: 548 4,787 69,250 78.990 14,753 28,629 9 5 477 12 8 1,610 10 1 379 11 11 37,354 17 4 2,590 13 10 422 4 0 71,464 19 3 2,469 23,802 9,960 14.775 Taumarunui. Waimarino .. .. 537 69 1,392 656 2,654l 63 955 21,405 146,057 10,015 1,215 0 11 31 3 0 418 4 4 20 1 11 44,742 8 2 13 9 10 350 2 6 46,790 10 8 465 2,261 21,7781 5,323 W'aimarino. Ohakune .. •• 3,0711 1,767 30,835 16,379 52,052 52 278' 3,592 225,118 10,111 14,858 18 6 327 4 4 542 19 1 171 2 3 56,096 8 4 414 11 5 1,307 5 6 73,718 9 5 154 494 2,154 2.893 Ohakune. Raetihi .. •• 280 69 3,278 765 4,392 8 781 64,701 57,174 4,674 1,074 8 5 80 13 0 320 10 6 17 7 10 21,083 15 2 46 12 3 243 0 0 22,866 7 8 1,669 14,610 2,8951 5,316 Raetihi. Rangataua .. .. 364 543 6,112 3,588 10,607 72 258 8,146 52,040 3,721 2,155 2 1 50 10 0 150 11 2 12 14 2 14,110 4 11 165 19 8 191 18 4 16,837 0 4 456 2,493 3,104 5,767 Rangataua. Mataroa .. •• 355 479 2,384 2,364 5,582 210 1,667 61,985 117,345 2,910 664 0 6 129 12 6 405 4 0 9 1 5 29,491 5 1 48 16 10 205 13 0 30,953 13 4 338 4,873 2,.547 5,326 Mataroa. Taihape .. .. 5,820 2,179 24,216 9,535 41,750 157 2,061 71,429 12,432 3,137 14,184 7 3 324 13 5 1,345 1 6 268 5 7 10,924 2 4 319 12 1 305 11 0 27,671 13 2 840 5,101 4,834 10.119 Taihape. Utiku .. •• 332 539 2,673 2,226 5,770 11 1,035 53,316 23,846 5,595 664 16 8 2 18 9 161 0 1 10 15 5 15,638 11 7 25 11 8 25 10 6 16,529 4 8 396 2,376 33,571 1,802 Utiku. Mangaweka .. .. 732 390 2,371 1,699 5,192 29 1,628 65,509 733 1,775 1,730 18 3j 19 3 1 454 7 7 24 3 6 4,854 0 0 9 15 3 69 10 4 7,161 18 0 607 5,368 1,818 4,410 Mangaweka. Hunterville .. •• 1,266 436 7,861 3,455 13,018 60 2,467 117,540 1,812 3,933 3,511 14 11| 48 17 6, 583 18 10 60 1 3 10,925 4 5 20 19 4 79 6 8 15,230 2 11 1,339 14,497 2,976 5,012 Huntervffle. Marton .. .. 7,860 2,325 22,835 8,267 41,287 110 3,114 125,402 5,090: 12,752 19,940 7 9 203 19 0! 1,655 111 495 11 0 15,509 13 11 269 1 3 370 1 81 • 38,443 16 6 614 58,8*0 47,72s 18,019 Marton. New Plymouth .. 9,520 1,743 37,953 10,297 59,513 538 811 4,563 10,199 68,816 22,223 12 5 1,091 15 0 2,136 10 6 313 18 7 39,229 12 6 4,874 3 1 980 14 1 70.850 6 2 1,184 5,623 39,444 99,931 New Plymouth. NewPlvm'th(Breakwater) .. .. , . .. .. .. 61,548 .. .. .. 16,825 8 8 .. .. 16,825 8 8 •• 23.495 N.P. (Breakwater). Waitara .. .. 721 294 7,853 4,052 12,920 146 724 6,065 1,228 12,938 2,785 17 7 116 4 s 243 19 4 28 11 10 8,322 6 11 192 19 9 154 17 1 11,844 17 2 17,475 92,389 5,372 18,677 Waitara. Inglewood .. .. 1,196 233 9,522 2,996 13,947 272 2,571 21,713 2,847 4,476 2,844 7 0 227 7 10 443 0 8 46 18 9 5,420 18 9 53 1 4 41 10 6 9,077 4 10 903 9,361 3,896 12,647 Inglewood. Tariki .. •• 99 50 2,371 908 3,428 95 151 1,384 126 2,563 469 13 2 60 17 6 89 5 1 3 9 6 905 15 4 11 14 5 16 6 0 1,557 1 o| 19 144 1,736 3.053 Tariki. Midhirst .. -. 221 91 3,318 1,013 4,643 282 54 1,427 104 2,456 548 4 7 101 19 11 69 3 3 3 14 10 1,789 12 8 5 2 9 24 9 9 2,542 7 9 116 265 3,179 3,208 Midhirst. Stratford .. .. 3,386 934 23,274 7,247 34,841 301 4,242 29,126 1,340 9,170 8,603 17 11 261 13 10 1,070 11 3 156 9 6 10,314 6 2 124 1 6 4,455 16 0 24,986 16 2 1.857 8,687 8,012 17,481 Stratford. •JeWera .. •• 58 159 1,019 795 2,031 15 604 6,265 4,055 10,864 433 18 1 15 12 6 400 3 8 3 4 11 3,292 15 9 263 2 5 7 0 0 4,415 17 4 320 5,162 1,680 4,012 Te Wera. W hangamomona .. 546 300 5,630 4,861 11,337 19 846 22,520 100 444 2,353 0 2 19 7 6 329 14 8 4 10 4 1,921 13 6 62 12 10 41 10 0 4,732 9 0 754 2,272 2,277 3,376 Whangamomona. Eltham •• •• !. 76 7 489 11,920 4,482 18,648 256 2,613 33,998 5,488 13,029 5,511 15 1 216 9 5 855 12 6 105 8 2 12,326 19 11 1,144 13 2 263 6 0 20,424 4 3 587 10,638 40,309 20,187 Eltham. \ormanbv •• -• H8 57 2,965 1,371 4,511 53 383 4,6861 .. 5,227 721 5 0 34 8 0 162 14 7 7 8 7 4,025 13 1 21 9 10 23 0 0 4,995 19 1 589 2,476 554 6,072 NormanbT. Hawera •• " 5 » 379 M 17 32,770 12,308 51,874 351 9,194 53,084 1,280 14,599 17,636 12 1 392 5 10 2,114 14 9 226 9 10 16,079 17 9 162 9 11 315 5 11 36,927 16 1 3,431 42,475 22,827 39.249 Hawera. Patea •• •• 1 >°6 7 433 7,415 3,078 11,993 223 1,088 12,611 283 9,247 3,307 6 10 93 15 9 797 2 1 49 7 3 12,079 1 7 340 12 8 273 11 0 16,940 17 2 2,851 47,310 2,671 32,874 Patea. Waverley •• " 779 182 4 ,587 2,014 7,562 101 2,352 35,875 50 1,701 2,156 11 11 69 7 6 837 12 11 29 2 9 3,264 13 6 14 0 0 4 10 0 6,375 18 7 1,367 22,442 14,518| 9,129 Waverley. 4-D. 2.
1).—2
20
RETURN No. 12—continued. Statement of Traffic and Revenue for each Station for the Year ended 31st March, 1925—continued.
0UTWABD - INWARD. Number of Tickets. Stations. Number /■..., sheen Timber, First- First- Second- Second- Season c * n * "upertciaf Goods. Pa'sengerB. Tfcke°ts. Parcels, &c. mSSX'. Go ° dS - Miscellaneous. forwarded® Soode class class class class Total. Tickets. Laavus - rigs ' Feet. lorwaraea. Calves. Pigs. Superficial Ooods. Single. | Return. Single. Return. 11 eet - North Island Main Lines ANT) Rp anpttfs rnvfli -NORTH ISLAND MaIN LlNES Number - Number ' ToDS - £ s. d. £ 8. d. £ s. d. £ s. d. £ a. d. £ s. d. £ s. d. £ s d Somber. Number. Tons. and Branches—con tel. Waitotara .. .. 193 90 1,798 1,421 3,502 7 2,356 62,917 160 738 791 11 5 5 0 0 521 12 3 8 9 3 3,610 12 0 29 3 5 4 17 6 4 971 5 10 401 29 524 1 856 1246 Kailwi .. .. 152 194 1,847 917 3,110 18 1,174 57,083 .. 660 382 19 1 11 5 0 466 14 8 4 3 4 2,595 1 6 7 9 4 15 15 0 3,483 7 11 230 7 163 497 KaUwf Aramoho .. .. 2,257 659 10,268 2,955 16,139 34 983 16,240 1,103 5,360 6,331 6 6 52 17 0 298 17 0 138 8 7 3,258 4 10 102 19 5 192 6 3 10 374 19 7 971 25'321 13 384 lo'242 Ararrmb'n Wanganui .. ..10,785 3,080 44,168 13,960 71,993 119 1,771 36,143 4.951 15,831 31,324 10 9 1,396 0 3 4,699 4 4 735 4 9 23,686 0 8 6,463 6 10 2,516 12 11 7o's21 0 6 8 213 406 747 56 990 45 138 wZ™: (Wharf) .. j .. .. .. .. .. .. 7 1 12,410 29,481 .. .. .. .. 20,474 15 4 6,690 5 5 .. 27J65 0 9 81 249 3,074 6*013 „ (Wharf). Fordell .. .. 265 143 2,135 756 3,299 47 1,371 45,614 99 3,494 682 8 5 44 12 6 317 18 2 13 12 1 3,255 10 4 19 2 3 7 0 0 4 340 3 9 394 18 509 3 525 2 763 Fordell Turakina .. .. 228 96 4,070 1,095 5,489 49 919 49.647 146 2,371 880 2 10 34 7 0 335 14 11 14 4 4 2,884 2 11 19 3 9 4 10 0 4'l72 5 9 370 14 574 3 074 2'216 Turakiiia Greatford .. .. 310 188 1,853 1,095 3,446 8 1,037 30,471 1,363 14,895 713 9 0 8 0 7 278 4 4 14 2 8 5,5-7 17 7 189 14 10 53 0 0 6,'si4 9 0 240 16,'688 1,418 2,'552 Greatford*. Halcombe .. .. 138 74 2,997 3,162 6,371 66 134 31,408 488 1,765 1,000 11 4 49 5 3 94 7 2 13 19 3 2,767 14 5 9 18 6 64 7 6 4 000 3 5 135 11 163 1 562 1 897 Halcombe Feeding .. .. 4,979 1,768 21,460 1 ,080 39,287 189 9,215 128.909 1,375 10,327 12,998 7 6 156 11 8 1,191 9 5 260 0 6 22,080 4 10 117 15 9 329 5 0 37J33 14 8 2,952 93,091 19,028 24,185 Feildk^ Palmerston North .. 23,417 6.831 97,224 40,592 168,064 925 10,786 48,595 3,691 31,603 61,974 9 3 1,743 4 6 5,969 2 0 1.832 11 10 46,866 19 4 740 4 5 1,805 2 11 120,931 14 3 4,382 80,470 87,669 67,575 Palmerston North. Ashhurst .. .. 873 278 5,194 3,302 9,647 55 229 38,663 94 845 1,836 7 3 48 11 8 236 7 9 24 12 7 2,322 15 2 10 13 4 82 17 8 4 562 5 5 876 7 797 2 507 2 653 Ashhurst Longburn .. .. 539 458 7,382 9,319 17,698 84 4,200 79.728 179 13,066 2,008 14 4 50 9 7 730 10 0 16 5 7 19.797 4 70.107 17 2 175 7 2 22 ,'670 14 1 1,048 146.'286 1,'.345 9,*310 Longburn. Foxton .. .. 524 204 9.082 3,311 13,121 81 163 7,794 1.850 7,548 1,838 11 3 74 16 10 434 12 0 16 4 9 7,272 19 3 2,344 3 11 373 11 8 12,354 19 81 478 5,013 16,132 17,889 Foxton. Shannon .. .. 1.136 766 10,752 9,289 21,943 173 1,808 23,371 1,081 7,907 5,630 2 11 131 3 9 385 10 9 103 7 7 11,299 12 4 46 14 4 42 3 4 17 638 15 oi 812 14 241 5 613 18 972 Shannon Levin.. .. .. 2.667 1.251 13,762 8,485 26,165 294 3,357 29,765 2.647 4,903 8,220 12 10 195 16 5 822 14 8 139 6 8 6,749 18 2 33 18 7 121 14 2 16'284 1 6 796 19 749 10'460 11*849 levin Otaki 2,126 1.005 9.938 5,667 18,736 222 1,620 28.919 1.081 5,493 5,390 3 11 172 6 5 1,793 4 1 93 12 11 6,511 13 3 19 18 7 123 17 6 14'l04 16 8 469 8 179 5 133 10 270 Otaki Paekakariki .. .. 3,275 5,947 16,791 26,299 52,312 757 809 27.359 467 15.085 8.382 0 9 343 10 10 1,655 5 7 38 4 6 5,829 5 1 20 8 3 1,056 18 0 17'.325 13 o' 224 3 102 4 139 8 607 Paekakariki Johnsonville .. .. 1,592 4,764 12,772 47,564 66.692 15,200j 787 14.362 199 656 5,386 4 1 2,903 16 5 248 3 0 21 4 6 1,097 0 4 5 5 2 39 1 0 9,'700 14 6 9,554 571083 Johnsonville. Thorndon (Coaching) .. 31.265 39.683 105,372 160.919 337.239 14,051 .. .. .. .. 103,498 10 5 4,691 9 1 22,546 13 10 4,520 11 5 Cr. 226 12 9 227 15 3 510 4 2 135 768 11 5 Thorndon fCoachinffl Lambton (Coaching) .. 30,149 70,789 92.124 196,544 389.606 22,599 .. .. .. .. 46,494 2 5 11.022 6 10 3,099 9 2 2,824 16 2 Cr. 25 0 9 392 0 6 1,201 19 10 65,'010 4 2 Lambton (Coachina). Wellington (Goods) .. .. .. .. .. .. .. 400 3,140 45,132, 227,663 .. .. .. .. 280,004 16 fi 2,263 18 8 10,851 8 8 3 9 2,893 3,744 106,570 157,039 Wellington (Goods^ (Wharf) .. .. .. .. 291 .. .. .. .. 21 6 8 .. 21 6 8 24 25 738 ttYharfl Central Booking-office .. 16,301 6,991 13,336 9,891 46,519 5,630 .. .. .. .. 89,571 8 10 16,505 17 6 .. .. Cr. 1 5 0 165 17 4 .. 106,241 18 8 .! .. !! ..' Central Booking-rffice. Ngahauranga .. .. 144 569 3,803 9,350 13,866 1,934 39 122 9,737 591 4 9 399 17 7 27 19 5 2 10 9 2,295 0 5 0 13 4 .. 3,317 6 3 11 949 434,547 105 8 526 Ngahauransza, Petone .. .. 3,324 16,295 24.634 105,753 150,006 47,156 133 1.501 89 15,194 9,653 7 5 7,703 2 10 220 5 7 93 18 6 6,346 11 4 90 12 2 266 19 10 24 374 17 8 13 591 586 011 37 893 19 201 Petone Lower Hutt .. .. 6,074 18,381 28,010 85,971 138.436 40,461 26 385 150 48,161 10,337 15 2 9,131 19 10 1,292 15 8 149 10 1 14,712 11 2 333 6 9 289 14 2 36 247 12 10 'll9 '546 23'463 19'o96 I ower Hutt Upper Hutt .. .. 2.733 5,446 22.885 47,343 78,407 11,098 358 10,153 5,184 7.074 8,104 11 9 2,811 13 8 1,890 2 1 44 15 5 2,768 3 3 134 7 2 69 15 8 15'823 9 0 436 3 537 3 803 13 139 Uoner Hutt Featherston .. .. 3,701 1,275 7.420 5,191 17,587 157 7,079 160,422 4,030 7,566 5,279 16 6 164 8 3 1,101 9 11 100 10 8 16,077 4 1 135 10 2 94 5 0 4 7 1,069 2o!797 7,'688 12,'010 Featherston." Greytown .. .. 783 477 2,108 1,331 4,699 42 288 9,010 71 2,289 1,454 15 5 30 12 6 340 7 11 24 0 11 2,705 10 3 5 10 2 2 7 6 4 563 4 8 104 3 094 1 324 3 080 Grevtown Carterton .. .. 2,610 983 9,313 3,512 16,418 117 2,350 100,364 10,702 11,761 4,498 3 11 75 16 4 868 11 7 105 14 5 21,234 18 5 22 0 9 146 15 0 26 952 0 5 2 022 64 775 9 823 13 614 Carterton' Masterton .. .. 9,877 3,215 23,044 10,355 46,491 193 7,684 132,777 2,863 9,256 17,799 0 0 325 0 10 1,844 13 3 308 11 4 19.957 16 6 122 7 4 332 18 2 40 690 7 5 1 127 30 104 28 548 29 230 Masterton Maurice ville .. .. 159 86 1,206 1,127 2,578 8 540 15,375 176 10,063 527 13 0 5 0 0 229 17 11 7 12 4 2,582 5 10 6 9 10 68 1 0 3,426 19 11 *154 '445 1*220 ~ 1 ' 990 Mauriceville Eketahuna .. .. 1,335 497 4,425 1,985 8,242 52 1,223 57,827 3,594 3,870 2,860 19 2 52 10 2 528 1 8 47 16 2 7,646 11 0 36 18 1 51 3 9 11,224 0 0 220 2,753 2,'455 5*799 Eketahuna, Hukanui .. .. 99 23 979 994 2.095 16 183 8,709 719 1,664 445 15 4 12 10 0 344 14 0 6 11 4 1,414 13 9 3 17 5 64 2 10 2 292 4 8 128 1 704 1 374 1 773 Hukanui Pahiatua .. .. 2,057 376 5,621 1,511 9,565 28 1,719 70;983 714 3,237 3,580 12 0 41 13 2 502 5 1 64 16 4 8,740 19 2 55 13 3 154 15 6 13,140 14 6 327 6*866 7*914 6*930 Pahiatua' Mangatainoka .. .. 241 64 1,188 744 2,237 .. 2,097 53,279 .. 2,772 751 14 8 .. 207 8 0 15 8 2 8,348 8 1 7 17 10 86 17 11 9,417 14 8 108 l'220 '703 3'i 1S Mangatainoka Wood ville .. .. 2,080 1,214 12,419 7,685 23,398 77 2,664 52,888 3,474 6,741 5,550 0 4 66 2 6 1,474 1 2 105 1 7 11,889 14 7 34 1 8 200 10 6 19 319 12 4 449 5 143 3 563 5 635 Woodville Dannevirke .. .. 5,875 1,407 27,577 11,009 45,868 262 4,520 102,021 5,844 14,377 13,716 10 8 335 14 4 1,372 5 10 278 5 6 20,491 9 10 243 3 9 261 6 7 36,698 16 6 1,031 17|l2S Dannevirke. Ormondville .. .. 411 302 3,325 2,416 6,454 77 2,369 130,680 287 3.439 1,550 3 0 50 15 0 109 8 11 24 1 7 9,378 7 9 68 19 0 73 11 3 11,255 6 6 639 10 073 2 944 3 444 Ormondville Takapau .. .. 895 303 3,509 1,961 6,668 112 1,024 88,806 1,165 3,081 2,251 1 6 62 1 0 337 9 1 32 15 0 6,281 10 0 18 0 9 14 15 0 8 997 12 4 11" 13'332 5'005 2'626 Takapau Waipukurau .. .. 4,246 1,342 16,182 9,127 30,897 122 6,839 188,299 4,703 3,356 7,912 17 5 120 3 0 675 13 6 132 14 10 12,721 18 10 187 12 5 75 0 6 21 826 0 6 507 14*452 15*587 12'w Waipukurau Waipawa .. .. 2,141 816 7,847 4,642 15,446 160 1,245 74,062 868 3,088 4,051 19 11 52 8 3 731 2 1 67 1 6 6,223 9 3 46 17 4 9 2 6 11,182 0 10 191 2*118 5*782 5*561 Waipawa Otane .. .. 603 221 3,371 3,904 8,099 183 4,756 131,109 67 3,197 1,569 18 0 87 1 0 233 11 10 19 17 8 11,573 16 6 10 10 10 7 0 0 13,501 15 10 22? Otane. Hastings .. .. 11,325 11,713 48,988 72,562 144.588 2,062 414 35,764 1,069 27,591 29,853 0 3 1,475 15 2 3,274 5 4 449 12 6 27,515 16 1 299 8 7 2,220 5 11 65 088 3 10 4 229 161 522 29 805 44 017 Hastings Clive .. .. .. 436 1.082 3,247 10,901 15,666 969 44 3,363 .. 19,203 1,527 4 6 261 3 3 84 3 7 17 10 8 8,668 2 4 5 19 1 7 10 0 10,571 13 5 3'o85 366*260 5*502 6*403 Clive Napier .. .. 15,912 11,501 50,435 48,266 126,114 3,596 188 29,650 938 8,859 44,140 3 3 2,152 6 7 3,377 13 4 600 0 8 11,287 15 4 534 0 7 689 12 5 62 781 12 2 733 o'o48 14*247 24*581 Napier Port Ahurin .. .. .. .. 9 431 13,508 43,552 .. .. 77 9 1 .. 28,078 1 2 1,012 16 2 78 10 0 29,246 16 5 159 13!l96 Port Ahuriri. Chief Accountant 3,685 569 1,195 8,787 14.236 528 .. .. .. .. 12,696 19 6 11,072 12 9 .. 56,548 19 0 6,147 3 515,031 10 325,105 9 1 126,602 14 0 .. .. .. .. Chief Accountant. Totals .. .. 414,816 317,4752,073,2602,133,341 4,938,892395,549250,481 3,910,501 1.644,939 2,423,2231,324,019 7 4146,917 7 1 157,877 16 187,790 10 52,288,618 10 1066.607 2 585,680 4 14,157,510 18 3 250 481 3 910 501 1 644 93«~2 423 "23 Totals (- ' ' —' ' —lj: —:—: Whangarei Section- j Whangakei SectionOnerahi .. .. 32 5 4,671' 6,460 11,168 1,000 40 964 4,439 5,248 686 14 9 230 18 0 79 111 71 17 0 3,662 14 0 553 5 10 1 0 0 5 285 11 6 30 975 3 037 109 225 Onerahi Whangarei .. .. 19,051 1.716 55,887 20,657 97,311 379 1,307 12,539 2,924 6,549 15,046 6 0 274 7 5 1,01114 11 28116 4 9,224 17 11 913 18 3 690 5 10 27,443 6 8 2 902 16 908 48*839 32 ? 646 Whanearei Hikurangi .. .. 425 171 5,674 3,302 9,572 213 633 5,285 24,474 138,313 1,400 1 9 152 7 11 317 17 2 8 0 1 28,813 4 3 151 6 3 296 13 0 31,139 10 5 'l0<> 1 '085 ' 15*506 Y38O Hikurfnei ' Otina .. .. 965 158 2,061 1,376 4,560 8 235 4,213 74,333 5,378 892 13 7 4 16 10 654 18 10 6 14 8 6.594 7 7 20 14 6 51 19 6 8 226 5 6 187 2*018 '942 4*577 Otiria Kaikohe .. .. 2,306 585 6,167 3,565 12,623 11 1,397 27,101 16,739 499 3,530 18 0 10 1 9 211 3 8 7 12 3 3.928 11 6 10 11 S 227 1 4 7,925 19 9 275 l'855 1 383 4'460 Kaikohe Kawakawa .. .. 1,576 567 6,471 1,865 10,479 6 18 81 43,061 6,898 1,349 16 10 4 10 8 462 3 2 16 1 7 3,859 11 4 11 14 8 152 8 0 5,856 6 3 140 28*105 48*614 4*20° Kawakawa Opua .. .. 1,907 559 9,037 5,027 16,530 39 22 968 304 6,160 2,735 4 10 9 6 9 Cr. 2 9 7 6 6 10 3,287 5 5 429 8 1 581 1 0 7 046 3 4 9 205 47*953 6*548 Opua District Office .. •• •• .. .. 432 432 3 .. | , . ■ | 53 11 10 568 2 9 .. 1,232 0 0 147 19 4 1,899 17 5 1,554 7 3 5,455 18 7 .. .. ..' District Office. Totals .. .. 26,262 3,761 89,968 42,684 162.675 1,659 3,6521 51,151 166,274j 169,045 25,695 7 7 1,254 12 1 2,734 10 1 1,630 8 9 59,518 11 4 3,990 16 3 3,554 15 11 98,379 2 0 3,652 51,151 166.274 109 045 Totals. ~~ Kaihu Section Kaihu Section— Darga ville .. .. 522 441 10,957 6,335 18,255 15 8 534 431 1,752 2.083 17 9 17 1 9 224 16 0 27 14 5 1,146 8 4 72 17 11 76 13 0 3,649 9 2 26 813 38 056 1 666 Darsa ville Donnelly's Crossing 54 66 1,346 1,059 2,525 .. 26 813 38,056 1,666 440 18 6 .. 550 1 7 1 17 5 3,661 11 4 12 19 0 73 4 1 4,740 11 11 8 534 * 431 l'752 Doimellv's Croounc District Office .. .. 120 120 .. .. t • ] •• •• 14 17 4 112 10 8 .. 336 0 0 22 0 11 2 5 S 193 18 6 681 13 2 .. .. .. District Office. Totals .. .. 576 507 12,303 7,514 20,900 15 341,347 38,487 3,418 2,539 13 7 129 12 5 774 17 7 365 11 10 4,830 0 7 88 2 8 343 15 7 9,071 14 3 34 1 347 38 487 3 4ig Totals 1 ! 1 Gisborne Section— _ _ Gisborne Section — Gisborne .. .. 4,024 474 25,038 6,510 36,046 170 112 3.463 1,162 7,516 4,791 16 11 86 13 7 563 1 2 137 19 0 4,402 9 7 388 3 2 504 5 2 10,874 8 7 375 88,151 52 262 36 073 Gisborne TeKaraka .. .. 881 275 7,176 2,182 10,514 90 612 101.445 2,152 31.465 1,282 4 8 54 8 0 1,139 16 1 9 0 6 10,448 10 7 3 10 5 97 2 0 13,034 12 3 126 4 109 3 726 5*556 Te Kanaka Motuhora .. .. 2,626 643 9,207 3.323 15.799 4 202 11,133 53,117 5,822 3,520 16 5 4 7 6 238 11 3 14 17 8 8,574 15 9 2 0 6 84 15 0 12,440 4 1 425 23 781 '443 3174 TWotuhom District Office .. .. .. .. 2 64 264 .. .. _ .. .. .. 31 8 1 208 15 5 .. 731 2 11 21 4 1 .. 659 2 5 1,651 12 11 .. .. .. . DistrictOffice. Totals .. .. 7,531 1,392 41,421 12,279 62.623 264 926 116,041 56,431 44,803 9,626 6 1 354 4 6 1,941 8 6 893 0 1 23,447 0 0 393 14 1 1,345 4 7 38,000 17 10 926 116,041 56,431 44.go.'! Total* _J l_
D—2
21
RETURN No. 12—continued. Statement of Traffic and Revenue for each Station for the Year ended 31st March, 1925—continued.
5—D. 2.
OUTWAKD. INWAED. Number of Tickets. Timber Stations. I j Number C aU le Sheep Hu n™eds'of Other Ordinary Season parcels, &c. Goods - Miscellaneous, C ommi88?on towaried 6 " uperficfa?' Goods. First- First- Second- Second- Season ,££? Superficial Goods. Passengers. Tickets. Mails, &c. Commission. rorwarieo. Calves. Pigs. fIm class class class class Total. Tickets. ualve • " • Feet. Single Return. Single. Return. 1 L . 1 j i p South Island Main Lines If bZ^£-^ and Branches— Number Number Tons £ g d , £ s d £ 8 . d . £ s. d. £ s. d. £ s. d. £ s. d. £ s. d. Number Number Ton, Lyttelton .. .. 41,780 39,056 40,021 82,776 203,633 11,572 3,525 63,467 69,261 365,460 26,135 1 10 2,829 11 9 1,270 6 9 119 1 5 128,536 11 812,301 19 9 1,700 13 8 172,893 -6 10 1,-1 11,655 8,048 ' ° n " rwharfl (Wharf) .. .. .. .. .. .. .. .. 14,672 .. .. •• 2,549 3 5 .. .. 2,549 3 5 •• •• .. 37,b59 (wnan,. Heathcote .. .. 819 4,637 2,988 23,317 31,761 3,073 77 3,074 1,517 2 7 818 1 2 128 6 2 10 9 3 1,677 9 11 12 8 4 92 10 0 4,256 7 5 .. .. 1,111 7,559 Heathcote. Woolston .. .. 292 451 2.129 5,340 8,218 1,744 17 6 .. 4,439 435 18 3 317 19 7 125 1/ 6 4 16 4 1,82/ / 5 10 7 9 25 15 0 2, *48 1 10 -5 *31 1,962 l-,029 JA oolst . Opawa .. .. 407 535 1,491 2,701 5,134 3,521 .. .. .. 49 438 6 2 535 4 6 26 12 5 5 13 6 10 17 10 0 3 4 .. 1,016 17 9 .. 4 Opawa. Christchurch (Coaching).. 65,382 57,708 138.876 187,339 449,305 23,992 .. .. .. .. 120,513 5 10 8,329 12 3 18,786 9 2 5,753 14 11 Cr. 123 7 3 502 3 10 1,374 10 11 155,136 9 8 ■ - •• ■■ c h ri s t <hu rch (C chg). (Goods) : .. :. 423 52 13,098 91,181 .. •• •• 84,201 13 8 5,288 1 7 6,420 18 9 95,910 14 0 487 / 92 181, <16 291,120 ,, Goo<toj. Central Booking-office .. 2,606 2,078 1.513 3,066 9,263 42 .. .. .. 13,682 9 5 709 11 0 299 8 2 .. Cr. 0 2 6 8 17 1 .. 14,700 3 2 •• •• •• '" , Addington .. .. 404 849 4.665 2,813 8.731 1,619 6,794 327,755 11.125 30.735 1,653 17 5 232 11 11 680 18 11 56 9 10 24,3o2 9 1 319 10 0 968 5 2 28,264 2 4 2o,9-8 ol9,488 79,108 74,175 Aldington. Riccarton .. .. 582 132 1.653 606 2.973 382 .. .. 3,127 5,991 589 11 8 102 2 9 31 8 5 18 0 0 1,821 14 6 12 3 10 25 0 0 2,600 1 2 1 .. o6,414 18,638 Biccarton, Papanui .. .. 1,650 435 5,104 2,256 9,445 1,456 40 .. 266 5,011 1,441 15 11 325 15 3 170 16 11 35 4 4 2,506 2 10 9 6 3 81 10 0 4,570 11 6 303 1,117 10,400 Pftpftnui. Belfast .. .. 450 782 4,038 8,847 14,117 226 35 1.171 99 23.220 1,069 2 4 141 3 3 51 10 4 15 3 2 10,633 16 5 5 4 4 123 19 0 12,039 18 10 302 528,342 4,892 8,816 Belfast. Kaiapoi .. .. 1,045 1,502 9,472 21,264 33.283 671 531 10,426 2,352 17,380 3,954 15 11 436 9 3 466 10 2' 75 8 5 7,502 15 4 29 19 8 208 10 2 12,674 8 11 379 154,825 4,511 8,238 Kaiapoi. Bangiora .. .. 2,393 3,203 18.410 26,186 50.192 446 1,144 44,387 1.546 19,391 7,194 11 2 375 3 0 795 1 0 113 19 6 9,701 15 5 51 1 8 240 10 6 18,472 2 3 660 17,191 8,400 12,544 Rangiora. Cust .. .. .. 51 30 994 922 1.997 75 464 17.959 15 2,203 306 19 0 58 10 6 67 4 11 8 3 7 1,285 7 10 2 9 3 52 15 0 1,781 10 1 126 11,551 1,475 2,479 Cust, Oxford East .. .. 253 108 1.783 1,717 3,861 48 743 47,570 54 1.539 842 5 2' 52 8 8 459 17 3 15 2 111 2,109 14 1 3 14 6 30 5 0 3,513 7 7!' 187 22,596 3.035 1 5,264 Oxford East. Sefton .. .. 117 64 1.199 1,437 2,817 45 467 6,282 .. ! 2,807 385 16 11 31 10 8 139 5 9 10 9 0 1,551 0 11 6 7 9 64 3 10 2,188 14 101 375 4,592 197 1,397 Sefton. Amberley .. .. 641 326 1,946 1,106 4,019 68 207 57,902 1661 1.334 874 6 2 51 14 9 244 2 0 22 17 5 2,259 4 6 17 7 9 126 18 0 3,596 10 7 : 215 22,248 837 2,402 Amberley. Waipara .. .. 854 398 3,084 992 5,328 25 1,799 141.959 41 2,626 1,476 13 3 32 4 7 389 15 5 20 2 9 6,726 1 4 15 8 11 132 15 0 8,793 1 3 135 14,564 293, 777 Waipara. Mina.. .. .. 220 44 683 159 1.106 .. 780 67,765 200 964 524 19 6 411 17 10 9 0 11 3,949 16 0 45 4 3 26 2 6 4,967 1 0 258 12,217 2,637 4,255 Mina. Parnassus .. .. 174 81 534 171 960 .. 1,050 60.932 30 711 451 2 8 .. -188 18 3 10 12 11 4,034 14 6 38 13 9 46 10 0 5,070 12 1 242 4,853 1.418 1.537 Parnassus. Waikari .. .. 633 394 3,160 2,442 6,629 12 250 35,667 36 2.507 1,489 12 2 9 7 6 143 5 5 17 19 3 2,330 6 4 6 2 2 30 15 0 4,027 7 10 84 10,231 758 1,885 VVaikari. Hawarden .. .. 402 103 1,279 564 2,348 9 972 80.429 20 2,794 757 16 5 16 17 5 261 14 9 10 8 5 5,093 8 11 7 13 2 9 5 0 6,157 4 1 172 14,514 1,142 2,056 Hawarden. Culverden .. .. 766 88 2,142 26! 3,257 1 2,104 81,779 7,146 3,070 1,367 12 3 1 5 0 476 1 8 27 19 2 7,942 1 1 66 5 2 91 1 6 9,972 5 10 680, 8,923 2.420 4.728 Culverden. Waiau .. .. 349 67 1,009 235 1,660 .. 942 53,961 70 648 767 0 10 .. 235 2 5 12 2 11 3,678 9 1 19 2 11 20 3 0 4,732 1 2 427 8,070 1.293 2,298 Waiau. Hornby .. .. 128 73 1,670 1,290 3,161 61 282 4,330 .. 47.555| 378 10 8, 40 12 6 1,966 4 5 6 9 9 23,511 1 2 16 4 7 115 10 0 26,034 13 1 1,284 19,003 955 35.148 Hornby. Prebbleton .. .. 54 22 806 1,689 2,571 29 4 181 .. 7,169 227 7 2 21 17 6 19 0 3 2 12 0 1,958 7 5 0 2 0 2 0 0 2,231 6 4 18 1,037 126 2,219 Prebbleton. Lincoln .. .. 198 102 1,636 1,552 3,488' 65 1,157 38,298 59 10.541 471 2 0; 48 5 0 247 11 9 9 15 6 3,448 16 2 8 10 3 85 18 0 4,319 18 8 204 13,437 759 6.775 Lincoln. Springston .. .. 63 40 951 1,008 2,062 25 554 21,238 6 7.173 249 5 8 23 15 0 164 9 5 4 19 3 2,897 17 4 425 200 3,346 9 1 25 4,715 225 1,608 Springston. Leeston .. .. 415 264 2,196 1,695 4,570 59 614 17,503 167 3,685 893 14 7 54 17 11 641 3 9 15 15 2 2,123 4 3 5 19 10 87 18 0 3,822 13 6 451 21,406| 3,140 5,752 Leeston. Southbridge .. .. 475 218 4,834 4,006 9,533 7 853 21,799 32 6,349 1,780 9 10 11 15 4 575 16 4 17 4 4 3,394 19 1 2 8 6 31 15 0 5,814 8 5 175 11,718 1,208 1.969 Southbridge. Little River .. .. 264 307 2.560; 2.382 5.513 11 3,902 112,155 108 5,021 1.175 12 10 6 17 6 462 12 0 7 9 4 4.456 8 5 34 15 1 139 12 6 6,283 7 8 1,293 35.830 1,732 3.565 Little River. Islington .. .. 165 74 1,452 607 2,298 40 1 60 582 13,401 147 4 1 26 17 6 80 2 1 3 4 5 6,238 11 3 519 100 6,502 1 1 1,646 311,411 4,226 8,568 Islington. Templeton .. .. 198 208 1,9121 3,397 5,715 95 52 3,545 31 3.521 549 18 5 74 9 3 149 6 8 6 17 10 936 1 8 0 8 11 33 11 0 1,750 13 9 53 2,807 1,068 1,747 Templeton. Rolleston .. .. 212 516 1,842; 4,936 7,506 32 557 33,280 1,057 5,516; 1,027 1 11 24 2 6 148 19 7 10 15 0 2,597 12 9 8 13 1 5 0 0 3,822 4 10 2,425 10,605 112 1,077 Rolleston. Kirwee .. .. 115 57 1,154 1,190 2,516 21 210 21,271 L 2,229j 484 18 8 17 10 0 80 3 4 6 12 10 1,370 16 2 5 9 8 5 15 0 1,971 5 8 131 27,719 814 2,179 Kirwee. Darfield .. .. 353 176 3,453 2,912 6,894 42 413 53,667 2,058 5,859 1,572 1 2! 35 7 0 202 8 11 15 1 7 3,863 18 9 10 3 4 30 18 10 5,729 19 7 155 4,819 970 2,232 Darfield. Coalgate .. .. 145 29 1.131 1.193 2,498 28 475 45,702 i 064 9,640 560 14 3 24 7 6 285 7 5 10 1 6 5,467 13 3 49 13 4 55 10 0 6,453 7 3 178 11.361 5,754 5,874 Coalgate. Sheffield .. .. 121 109 768 828 1,826 40 455 22,671 37 2,106 516 2 4, 53 19 7 356 3 5 6 10 9 1.631 2 3 2 13 3 37 17 6 2,604 9 1 141 12.624 947 2,374 Sheffield. Springfield .. .. 291 304 1,755 1,254 3,604 22 548 9,332 1. 3.266 948 1 0 17 0 0 682 13 7 50 16 9 2,377 18 8 28 18 11 53 0 0 4,158 8 11 101 9.553 910 1,434 Springfield. Arthur's Pass .. .. 394 77 689 180 1,340 .. 21 2,459 293 604 507 6 5 .. 61 8 0 6 3 11 14,830 11 7 93 18 11 48 18 0 15,548 6 10 365 5,078 140 3,005 Arthur's Pass. Otira .. .. 1,011 503 7,117 4,123 12,754 33 490 4.262 56,472 1,4291 2,988 8 9 13 11 0 635 19 7 18 17 8 13,781 12 3 12 5 9 149 15 0 17,600 10 0 227 3,263 55.476 16,351 Otira. Moana .. .. 162 131 2,525 922 3,740 16 285 1,563 147,232 1,283| 796 5 1 13 2 6 344 12 9 10 2 0 22,016 7 8 2 7 9 422 10 0 23,605 7 9 284 1,323, 218 2.481 Moana. Stillwater .. .. 371 526 3.289 4,340 8,526 68 4 60 48 180 5,738! 1,170 10 5 37 14 3 141 5 0 10 15 2 7,657 15 6 10 6 4 216 17 6 9,245 4 2 53 249 481 1,083 Stillwater. Ngahere .. .. 264 321 2,854 3,329 6,768 124 921 9,232 75,217 2,172j 1,146 6 7 51 18 5 222 16 2 19 12 8 9,982 5 3 5 10 1 409 10 0 11,837 19 2 287 3,659 417 1,609 Ngahere. Blackball .. .. 114 205 3.075 4,210 7,604 70 .. .. .. 126,981 1,592 0 3 41 7 0 48 3 10 8 16 3 31,235 8 11 6 6 11 29 10 0 32,961 13 2 .. 140 1,035 3,426 Blackball. lkamatua .. .. 180 208 1.471 854 2,713 72 249 5,986 11,327 1.383 753 10 7 55 3 6 223 19 10 9 5 1 2,319 14 7 8 15 2 101 0 0 3,471 8 9 202 3.327 447 5,140 [kamatua. Reefton .. .. 3.070 769 9.347 3,716 16.902 67 493 13,313 41,662 30,795 5.846 16 3 53 8 4 751 1 7 67 5 4 25.033 9 11 258 13 2 405 0 9 32,415 15 4 895 2,518 3,048 4,064 Beefton. Greymouth .. .. 8,022 3,332 45,591 31.184 88.129 1,710 122 1,344 30 257 11.086 21,889 8 8 897 7 5 2,899 0 4 488 13 7 13,666 13 2 6,430 3 10 1,630 18 4 47.902 5 4 1,554 7,566 18.234 19.724 Greymouth. (Wharf) .. .. .. 43 268 5.239 .. .. .. •• 5,106 3 0 .. .. 5,106 3 0 .. .. 365,430 238.913 „ (Wharf). Runanga .. .. 70 243 4,543 16,588 21,444 1,609 7 .. 1,949 66,5301 1,450 16 7 439 12 6 40 15 3 9 10 6 52,583 17 9 21 7 0 259 10 0 24,805 9 7 38 294 772 3,022 Runanga. Bewanui .. .. .. 6 1,711 2,393 4,110 10,236 4 .. 113,943 302 2 1 1,763 14 9 4 0 7 0 17 4 24,861 18 11 164 9 11 74 0 0 27,171 3 7 4 .. 1,877 3,801 Rewanui. Kumara .. .. 342 296 2,370! 1,764 4,772 64 1,027 4.000 134.371 1,863 737 17 9 54 7 6 108 12 2 11 13 10 17,754 12 10 5 14 9 118 16 6 18,791 15 4 111 1.424 133 3,173 Rumara. Hokitika .. .. 2,998 1,421 12,512 6,724 23,655 183 25 835 172,622 3,064 6,291 17 5 92 2 lOi 728 6 1 118 15 1 27,681 6 9 162 7 2 567 16 3 35,642 11 7 236 3,908 3.650 13,860 Hokitika. Ross .. .. .. 329 285 4,351 6,733 11.698 16 583 9,029 58,885 1,634 1,703 10 4 13 2 6 211 1 10 11 13 2 10,164 11 9 39 4 11 102 10 0 12,245 14 6 80 762 401 3,655 Ross. Dunsandel .. .. 187 224 2,125i 2,741 5,277 72 487 31,366 872 5,083 1,332 11 0 63 5 5 376 7 5 16 13 0 3,332 14 1 16 15 6 48 7 6 5,186 13 11 198 25,380 832 2.984 Punsandel. Rakaia .. .. 760 913 5,103 5,782 12,558 168 882 80.685 1,171 13,266 3,443 10 4 215 5 8 573 17 2 50 2 9; 9,726 14 11 24 8 8 95 2 0 14,129 1 6 215 46.885 1.216 4,050 Rakaia. Methven .. .. 9 42 3,004 2,574 5,629 24 829 98,915 .. 3,883 1,912 2 4 25 9 9 265 2 0 16 17 11 6,157 11 1 15 5 10 94 7 6 8,486 16 5 177 58,357 4,187 8.649 Methven. Chertsev .. .. 122 170 1.429! 1.350 3,071 54 1,197 52,204 2,962 8.944 624 4 4 38 7 6 128 14 5 7 1 7 10,982 1 7 8 16 3 80 15 0 11,870 0 8 110 52,674 178 1,511 Chertsev. Ashburton .. .. 4,725 2,519 25,184 17,941 50,369 499 279 6,063 2.605 17.276 17,050 17 8 415 10 2 1,957 9 5 376 10 9 11,218 3 9 250 0 8 1,127 16 1 32,396 8 6 589 40,741 22,048 26,327 Ashburton. Tinwald .. .. 160 70 2,064 1,401 3,695 150 1,916 101,121 143 11,615 314 7 3 120 12 0 251 10 4 5 13 7 9,235 6 4 21 16 9 107 12 6 10,056 18 9 271 37,511 1,666 3,160 Tinwald. Mount Somers .. 74 24 669 442 1,209 47 273 12,524 30 7,958 339 13 1 33 15 0 290 14 2 5 19 8 3,235 5 3 3 4 5 5 2 0 3.913 13 7 228 10,218 1,596 4,937 Mount Somers. Hinds .. .. 88 47 1,660 1,620 3,415 67 495 51,591 50 3.824 763 3 4 45 0 0 211 18 1 10 0 4 3,858 6 7 5 2 5 12 8 0 4,905 18 9 220 29,933 2.132 3,829 Hinds. Rangitata .. .. 80 32 612 968 1,692 16 79 26.619 892 1,101 421 16 9 11 5 0 67 8 6 6 12 4 1,304 12 0 1 18 4 270 4 8 2,083 17 7 18 10,385 578 1.500 Rangitata. Orari .. .. 1,113 395 4,176 2.782 8.466 63 211 34,619 360 1,490 3,042 15 9 40 18 oj 494 18 8 49 10 10 1,752 5 1 12 15 9 7 15 0 5,400 19 1 90 21,114 5,980 4.562 Orari. Winchester .. .. 160 116 1.186 1,805 3.267 47 471 2,315 .. 3,325 587 3 9 76 16 11 130 13 6 6 18 8 1,392 9 2 1 14 6 44 15 8 2,240 12 2 169' 6,529 1,018 2,428 Winchester. Temuka .. .. 1,537 781 8.427 8,675 19,420 98 1,077 19.824 84 5,496 5,404 13 6 68 17 11 370 9 4 96 8 6 3,927 15 2 35 7 10 99 3 7 10,002 15 10 370 21,272 7,908 9,171 Temuka. Washdyke .. .. 62 69 1.372 1.142 2.645 46 177 7,029 60 10,756 312 18 11 30 12 6 915 13 1 2 11 11 4,023 6 8 5 18 0 41 15 0 5,332 16 1 1,328 120,241 1,576 4,414 Washdyke. Pleasant Point .. 177 921 2,125 1,686 4,080 41 92 38,064 62 4.678 689 16 8 36 0 0 153 4 6 12 15 3 2,924 18 3i 14 7 1 31 17 0 3,862 18 9 13S 15,530 1,619 4,033 Pleasant Point. Albury .. .. 127 81 1.542 911 2.661 30 113 32.307 163 715 601 18 2 29 4 1 79 7 3 7 19 8 1,326 12 6 15 0 11 18 15 0 2,078 17 7 61 3,237 1,173 3,266 Albury. Fairlie .. .. 685 316 4,842 2,459 8,302 15 282 45.899 .. 2,095 2,342 6 2 15 0 0| 336 17 1 30 13 8 3,662 5 6| 26 3 9 74 8 8 6,487 14 10 185 3.169 3,827 6,574 Fairlie. Timaru .. .. 11,592 4,224 46,890 25,677 88,383 1.614 245 4,209 15,276 68,486 32.707 13 5 583 11 10 2,532 14 9 755 19 8 36,831 2 9 3,818 5 5 1.954 12 1 79,183 19 11 663 160,391 28.234 134.444 Timaru. „ (Wharf) .. .. .. .. .. .. .. .. .. | .. 58.761 •• •• " 8 ' 504 15 1 • •• 8 ' 504 15 1 " " " 32.792 „ (Wharf). St. Andrew's .. .. 131 57 2,625 2,608 5,421 68 459 16,822) 135 9,014 791 15 o| 51 5 0 88 10 1 11 9 7| 3,676 3 6! 5 16 3 84 2 6 4,709 2 8 194 77,658 2,334 6,151 St. Andrew's. Makikihi .. .. 70 86 1.129 1.038 2,323 18 215 12.058 .. 2,561 453 18 10 13 2 6 49 15 6 7 7 3 1,355 17 7 5 18 5 149 19 7 2,035 19 8 86 11,391 1,418 2,176 ! Makikihi. Studholme .. .. 644 333 2,658 1,875 5,510 37 499 25,871 .. 5,29o' 1,327 17 0 36 15 4 116 7 10 25 5 01 3,080 8 6 10 8 3 66 10 0 4,663 11 11 126 13,356 836 2.000 Studholme. Waimate .. .. 2,118 872 8.200 6.048 17,238 84 388 51,207 71 4.394! 5,488 10 11 56 10 9 1.132 5 2 141 13 9 5,401 0 8 36 11 9 276 6 0 12,532 19 0 150 4,973 5.828 11,774 Waimate. Morven .. .. 77 58 1,208 1,122 2,465 21 147 27,155 .. 5,916 583 12 5 20 2 8! 78 12 5 5 16 3 3,715 0 10 11 5 4 14 6 8 4,428 16 7 52 13,414 1.283 1,968! Morven. Glenavy .. .. 77 28 1,314 991 2.410 1 49 218 15,842 .. 1,895| 538 9 3 23 8 0 123 2 7 9 2 11 1,660 12 7 16 12 1 45 2 6 2,416 9 11 11 9,508 824 2,777 Glenavy. Pukeuri Junction .. 37 9 1,281 502 1,829 18 160 29,910 20 6.038 196 7 2 11 7 6 439 2 10 4 2 11 4,946 19 7 11 14 5 54 1 4 5,663 15 9 362 72,961 20 3,512 Pukeuri Junction. Duntroon .. .. 57 25 772 535 1,389 84 256 26,270! 29 1,341 339 13 10 56 17 6 231 5 4 3 11 3 2,222 14 4 5 8 10 10 0 0 2,869 11 1 99 : 11.923 579 3,334 Duntroon. Kurow .. .. 329 122 3,239 2,522 6,212 23 244 27.489 17 8,096 1.833 17 11 14 0 3 391 13 1 20 18 4 5,097 8 7 52 4 6 13 9 0 7,423 11 8 136 5,378 1,789 5,044 Kurow. Oamaru .. .. 5,114 1.813 26.413 15.103 48.443 143 220 30.925 1,812 23.439 19,544 7 8 149 19 6 2,321 18 8 500 3 5 12.463 12 1 950 5 3 650 8 9 36,579 15 4 626 5,305 19,210 40.626 Oamaru. Breakwater .. .. .. • .. .. .. .. 16,507 .. .. .. .. 2,328 10 7 953 1 10 .. 3,281 12 5 2, 2 .. 19,876 Breakwater. Waiareka Junction .. 44 21 611; 392 1,068 14 529 16,903 10,241 149 4 3 8 15 0 173 0 5 1 11 0 5.957 10 11 28 14 7 30 0 0 6,348 16 2 540 22,944 567 3,475 Waiareka Junction. Ngapara .. .. 69 82 1,721 1,414 3,286 29 124 7,019 • 12 6,299 406 13 3 20 0 0 51 6 8 1 15 5 3,008 7 6 0 4 4 3 0 0 3.491 7 2 235 4,797 1,755 14,145 Ngapara. Maheno .. .. 100 34 1.893 1,468 3.495 42 1,156 12,317 .. 5,234 608 4 8 34 18 2 136 6 8 10 14 8 3,424 16 5 5 3 0 70 1 0 4,290 4 7 141 14,582 1.035 6,310 Maheno. Herbert .. .. 68 43 1,087 1,517 2,715 24 61 4,725 17 795 578 10 4 22 8 8 64 8 1 5 12 7 753 10 6 0 4 3, 1 10 01 1,426 4 5 15j 4,143 583 1,915 Herbert. Hampden .. .. 207 80 1,659 1.512 3.458 30 453 16.604 72 8,970' 816 8 0 17 18 9 217 17 8! 10 4 7 4,392 14 4 36 1 8 57 4 3 5,548 9 3 167 7,201 980 2,961 Hampden. Palmerston .. .. 1,666 879 11,549 8,5% 22.690 142 324 34,221 125 11.997 4,790 2 4 91 6 10 671 13 10| 51 14 1 6,419 8 4 99 9 8 33 0 0 12,156 15 1 385 7,308 3,194 7,165 Palmerston. Makaraeo .. .. .. .. .. .. .. 13.5441 .. .. .. 3,206 16 9 .. .. 3.206 16 9 .. .. .. 3,183 Makaraeo. Waikouaiti .. .. 393 258 2,874 2,043 5,5681 179 776] 22,867 35 845 1,185 14 8 148 11 0 337 13 7 17 0 6 1,987 13 0 4 8 2 19 17 6 3,700 18 5 705 6,702 1,293 3.833 Waikouaiti. Seacliff .. .. 573 572 4,044 6.297 11,486! 234 204 1,650! 12 647 1,943 1 0 62 6 0 226 12 7! 7 11 3 609 19 8 2 0 9 4 0 0< 2,855 11 3 251 2,420 1,006 6,177 Seacliff. Waitati .. .. 616 948 5.433 13,507 20,504! 149 131! 1,451 39 1,401 2,255 7 10 86 1 8 475 7 81 9 3 11 594 6 7 5 11 3 6 10 0 3,432 8 11 243 1,205 204 2,317 Waitati. Port Chalmers Upper .. 311 1,213 2,303 8,451 12.278 59 10* 916 .. 127 1,722 16 1 28 12 3 197 8 0 13 9 10 138 17 0 0 14 3 0 10 0i 2,102 7 5 12 15 .. 32 Port Chalmers Upper. Sawyer's Bay .. .. 415 1.693 3,762 15,188 21,058! 4,308 44 537 54 77 1,239 16 4 850 8 10 31 5 S 6 2 8 67 5 3 2 1 9 .. 2.197 0 6 46 499 1,618 3,524 Sawyer's Bay. Port Chsflmers .. 2,551 10.815 14,093 43,913 71,372! 10.969 8 1 384 47,864] 5.033 6 4 2,781 2 4 262 2 11 29 14 8 14,443 19 7 1,274 15 10 369 6 0 24,194 7 8 23 16 4,352 44,052 Port Chalmers. Burke's „ .. 532 1.996 95!' 5,746 9.2331 1,651 1 .. 7 406 17 9 504 4 5 7 8 4 1 17 4 2 5 5 0 4 9 .. 922 18 0 1 .. .. Burke's. Ravensboume .. .. 1,800 8,956 4,098 20.111 34.9651 4.985 .. .. .. 1,306 5 10 1,510 19 0 19 3 1 7 15 7 17 14 2 2 14 10 .. 2.864 12 6! .. .. 515 1,660 Ravensbourne.
D.—2
22
RETURN No. 12—continued. Statement of Traffic and Revenue for each Station for the Year ended 31st March, 1925—continued.
OUTWARD. INWARD. ■ —— . _____ _ - Number of Tickets. UtaUons. __ Number c , , sh Timber, n ... Timber, Stations. ■cm * n- a. r. « °* nnri «„/ Hundreds of Other Ordinary Season r» , « Luggage, , ... „ Rents and Total Value Hundreds of Other class* class" cC, S"' Total. Ticket".! Cttlves ' Pi S 8 ' Su P e e r e fl t c,aI Goods - Passengers. Tickets. Parcels ' &c " Maifs, Ac. Goods - Miscellaneous. CommiB8ion . forwarded. c £? v d es . Pig f. % e e r e fl t ° ial Goods ' Single. Return. Single. Return. —j j i j r j ■ ■ _ • i 8 South Island Main Lines T>»1- I f A>LHES_CO " ' Number. Number. Tom. £ s. d. £ s. d. £ s. d. £ s. d. £ s. d. £ s. d. £ s. d. £ s. d. Number. Number. Tons. AKD Branches—contd. i-eiicbet Way .. 392 1,739 2,328: 9,239 13,698 2,033 .. .. 112 12,535 757 11 9 257 8 2 13 10 0 2 10 3 1,772 14 1 492 4 7 6 12 0 3,302 10 10 .. 23; 37,028 36,702 Peliehet Bay. Dunedm (Coaching) .. 35,o50 42,702 111,391 199,737 389,380 10,366 .. .. .. .. 132,586 9 11 9,979 13 11 18,177 2 6 3,650 3 2 Cr. 92 15 5 593 15 1 908 18 9 165,803 7 11 .. .. .. •• Dunedin (Coaching). n„ " i, ( ' "" '• •• •• • •• 535 136 29,731 123,593 .. .. .. .. 161,581 11 9 1,759 2 10 6,837 8 3 170,178 2 10 768 1,396 113,811 247,414 „ (Goods), (.aversham .. .. 613 643 4,492 8,109 13,857 1,988 .. .. 18 582 1,924 6 0 268 0 9 121 14 3 22 9 7 790 16 9 2 9 7 14 11 0 3,144 7 11 .. .. 1,712 5,608 Caveisham. xsurnsiae .. .. 470 1,041 4,266 12,486 18,263 2,196 3,042 42,664 431 37,415 814 15 7 416 1 6 49 9 3 4 15 5 20,471 16 3 68 9 11 90 5 0 21,915 12 11 19,380 350,224 3,136 25,913 Burnside. " *• ?J 3 5 ' 310 3,640. 26,828 36,491 4,80S 1 .. .. 35,116 1,812 11 3 1,171 3 5 29 3 4 7 5 10 5,134 5 3 3 4 6 114 3 0 8,271 16 6 .. 41 545 8,075 Gieen Island. ADDotato 416 3 > 501 3,881; 26,955 34,753 6,415 .. .. 12 14,758 1,946 9 2 1,190 10 2 25 11 8 10 16 0 2,495 6 11 60 18 10 51 10 0 5,781 2 9 .. .. 88 2,173 Abbotsfoid. -vr!fu u " " 1,344 3 ' 421 10,788 15,932 1,352 323 13,770 35 6,363 1,467 6 4 405 2 2 818 18 4 13 7 8 3,472 13 9 4 19 6 216 10 0 6,398 17 8 280 2,638 309; 1,521 Wingatui. iwaiemarcb .. .. 618 183 1,645 528 2',974 16 1,023 40,493, 12 1,917 916 18 2 10 0 0 687 0 8 10 15 8 4,728 14 5 12 16 2 26 0 0 6,392 5 1 190 7,446 1,751 4,031 Middlemarcb. W aipiata .. .. 424 12!) 1,116 501 2,170 .. 322 23,367 42 798 1,052 1 1 .. 126 15 2 9 1 6 2,771 17 1 12 14 10 4 0 0 3,976 9 8 70 3,677 2,469 4,193 Waijiata. Ranfurly .. .. 718 247 1,567 647 3,179 .. 311 22.454 115 1,283 1,514 19 7 .. 305 19 7 12 5 4 3,117 5 5 19 13 1 22 6 0 4,992 9 0 23 4,534 3,070 2,959 Ranfrrly. Uturehua .. .. 91 24 522 248 885 18 710 37.233 34 1,126 396 0 1 13 2 6 279 7 2 5 11 7 4,611 3 8 5 1 3 2 10 0 5,312 16 3 47 8,296 944 1,217 Oturehua. Umakau .. .. 468 144 1,233, 468 2,313 550 33,401 16 1,340 1,170 10 5 .. 403 2 1 6 7 2 3,735 18 2 9 10 5 24 10 0 5,349 18 3 166 9,871 2,175 3,922 Omakau. Alexandra .. .. 788 238 1,702 42S 3,151 24 35 4,200 526; 2,302 1,649 9 0 80 5 9 364 4 9 13 6 10 3,106 6 6 14 5 8 29 3 10 5,257 2 4 160 3,51C 4,105 4,126 Alexandra. v V •• •• 515 147 829 291 1,782 96 23 2,345i 70| 1,296 861 10 4 63 15 0 184 2 0 7 9 6 2,014 9 7 9 3 11 .. 3,140 10 4 50 724 1,144 1,847 Clyde. ' ■ i : I i Cromwell .. .. 1,264 263 3,113 965 5,605 71 348; 14,498' 15 5,278 3,560 14 2 27 0 6 370 10 3 32 11 2 8,176 14 6 33 7 £ 21 0 0 12,221 17 9 140 6,179 3,405 6,344 Cromwell. Mosgiel .. .. 1,482 5,462 11,894 44,526 63,363 7,293 840 8.837 227 11,227 6,686 7 1 1,766 5 4 1,889 18 1 131 14 4 2,777 8 1 10 6 8 48 5 3 13,310 4 10 527 5,007 -2,036 2,692 Mosgiel. Outram .. .. 245 53 5,162' 2,467 7,927 357 236 3.839: 12 3,976 888 14 8 179 1 6 133 11 9 9 7 3 1,270 16 10 8 1 6 .. 2,489 13 9 268 3,574 2,625 8,44C Outram. Allanton .. .. 173 328' 2,144 4,748 7,393 12 655 16,084! .. 4,196 868 15 2 8 5 9 268 9 7 7 5 0 2,047 8 7 12 0 11 .. 3,212 5 0 1,073 10,299 1,727 3,186 Allanton. Waihola .. .. 148 126 2,499, 2,764 5,537 142 225 4,591 221 1,047 668 8 1 53 10 9 93 16 2 4 18 6 614 6 6 2 9 4 5 10 0 1,442 19 4 130 3,434) 745 2,906 WaihoJa. Milburn .. .. 57 37 1,205 744 2,043 85 111 9,193 .. 50,143 ! 294 4 3 30 11 6 30 6 10 4 0 9 6,653 8 9 270 6 8 53 0 0 7,335 18 9 82 1,678 408 15,767 Milburn. Milton .. .. 1,459 1,195 7,481 7,656 17,791 66 758 34,757 88 13,737 5,543 15 10 80 11 11 551 18 10 86 0 9 7,865 13 3 114 12 1 445 6 11 14,687 19 7 487 11,770 3,150 11,421 Milton. Waitahuna .. .. 67 66 798 890 1,821 18 355 12,970 150 573 405 1 5 31 0 5 131 11 6 6 18 1 980 1 8 12 17 5 2 0 0 1,569 10 6 79 2,021 1,572 2,761 Waitahuna. Lawrence .. .. 986 666 4,318 3,59!) 9,569 5 241 16,931 163 1,231 2,910 2 8 9 0 6 355 0 0 27 15 4 1,822 10 91 14 9 7 11 6 0 5,150 4 10 150 1,900 1,246 4,798 Lawrence. Beaumont .. .. 452 65 1,903 442 2,862 .. 183 3,489 171 2,323 1,113 16 8 .. 249 3 8 21 0 9 2,645 3 2 627 10 5 5 10 0 4,662 4 8 100 2,524 3,275 4,506 Beaumont. Miller's Flat .. .. .. .. .. .. .. .. .. i 5,334 22 2,879 .. .. 24 0 0 .. 3,508 5 11 11 3 3 .. 3,543 9 2 1 128 1,745 906 Miller's Flat. Lovell'a Flat .. .. 73 108 714 777 1,672 24 93j 12,318 127 35,220 297 19 5 21 8 2 81 5 8 3 3 6 12,497 3 9| 360 9 8 25 0 0 13,286 10 2 73 1,092 961 2,509 Lovell's Flat. Stirling .. .. 348 301 5,287 4,337 10,273 98 3,320 5,416 30 91,105 2,441 2 10 109 2 3 240 19 1 17 2 7 41,627 19 0! 778 16 9 64 15 0 45,279 17 6 1,721 3,103i 2,530 7,044 Stirling. Balclutha .. .. 2,232 1,240 16,305 8,757 28,534 59 1,885 63,117 1,866 8,714 8,595 14 3 168 7 11 846 15 2 216 13 2 11,796 19 5 87 10 5 152 18 1 21,864 18 5 709 42,186 8,057 14,509 Balclutha. Owaka .. .. 262 106 3.659 1,927 5.954 13 560l 20,470 72,124 6,808 1,922 3 0 9 7 6 418 17 8 26 9 5 18,336 13 5; 9 18 5 113 1 8 20,836 11 1 428 60,313 1,217, 10,148 Owaka. , I I : I Tahakopa .. .. 198 109 4,423 6,045 10,775 .. 238 1,599 55,226 2,210 3,093 0 9 .. 160 7 1 5 4 11 11,302 0 5 97 6 5 326 7 0 14,984 6 7 326 3,823 91 4,156 Tahakopa. Waiwera .. .. 93' 53 902 601 1,649 10 366 33,605 11 1,273 478 19 9 8 15 0 309 9 3 6 1 0 2,420 7 11 11 2 1 .. 3,234 15 0 113 4,809 799 5,840 Waiwera. Clinton .. _ 504 322 8,195 6,378; 15,399 34 852 40,973 313 1.266 3,589 1 7 45 15 5 113 17 9 25 1 0 3,301 12 4 21 2 3 355 10 0 7,452 0 4 235 5,641 1,319 4,617 Clinton. Waipahi .. .. 141 112 1,339 1,743 3,335 19! 941 67,521 20. 4,397 924 9 6 15 2 10 250 1 4 9 12 1 6,872 13 3 3 9 0 151 19 1 8,227 7 1 271 3,845 12,408 11,052 Waipahi. Tapanui .. .. 289 114 1,729 809 2,941 .. ' 217 8,725 29 582 1,055 16 2 .. 243 7 5 18 7 7 1,087 5 1 1 11 2 1 10 0 2,407 17 5 15 992 5,905 5,482 Tapanui. Kelso .. .. 78 14 705 802 1,599 2 268 18,332 23 1,146 402 4 1 2 10 0 105 0 9 5 8 10 2,047 18 5 29 18 4 36 2 6 2,629 2 11 129 1,515 2,537 3,336 Kelso. Heriot .. .. 193 55 2,117 1,357 3,722 6 737 50,382 56 2,218 1,202 13 3 4 7 6 238 5 3 14 15 3 5,328 11 4 10 16 11 59 5 0 6,858 14 6 184 3,490 5,777 5.863 Heriot. Gore .. .. .. 3,239 2,184, 26,161 16,525 48,109 744| 1,734 60,475 1,123 24,090 15,410 5 8 563 5 6 2,099 3 11 292 11 2 16,172 15 6 163 0 4 1 1,826 1 11 36,527 4 0 997 9,885 16,801 30,459 Gore. Riversdale .. .. 241 192 3,232 2,867 6,532 62 1,199 75,832 451 7,045 1,509 11 5 64 17 6 379 13 2 12 2 8 9,259 4 7 5 0 6' 100 10 0 11,330 19 10 187 9,506 18,442 17,671 Riversdale. Mataura .. .. 485 260! 7,551 8,866 17,162 313 389 10,198 2,568 21,840 : 3,890 13 3 228 1 0 265 2 4 48 7 7 14,206 0 2 27 14 9 140 0 0 18,805 19 1 257 49,816 5,405 11,550 Mataura. Edendale .. .. 597 419 5,912 4,962 11.890 105 2,331 18,263! .. 3,632 3,492 4 11 87 16 10 250 1 7 37 6 2 5,211 10 7 67 13 11 120 5 0, 9,266 19 0 658 6,593 3,887 15,237 Edendale. Wvndham .. .. 326 207 4,411 2,197 7,141 86 1,434 14,444 174 3,098 1,511 8 3 67 12 8 380 9 10 34 2 9 4,353 13 3 9 8 7 28 6 6 6,385 1 10 120 2,965 6,471 10,830 Wyndham. Woodlands .. .. 166 186 3,393 2,961 6,706 138 1,570 33,978' 206 1 4,203 1,409 18 5 87 7 9 238 8 0 17 5 11 4,877 9 10 19 14 2 6 14 0| 6,656 18 1 895 10,717 2,091 21,419 Woodlands. Invercargill (Coaching) .. 12,333 10,844 79,249 83,734: 186,160 3,956 .. .. .. | .. 56,121 19 4 3,422 5 6 6,922 13 8 1,316 10 0 Cr. 86 9 4 186 7 11 .. 67,883 7 1 .. .. •• Invercargill (Coaching) (Goods) .. .. .. .. .. .. .. 4,274i 36,201 37,489' 62,318 .. .. .. 56,011 17 7 769 3 2 3,019 3 4 59,800 4 1 2,563 24,071 64,903 160,309| „ (Goods). Waimahaka .. .. 241 305 7,760 7,808! 16,114 102 1,9701 33,473' 21,617! 3,672 2,859 3 7 73 2 6 428 17 1 4 2 10 6,371 3 6 16 14 9 117 11 6; 9,870 15 9 410 9,957 6,524 20,262! Waimahaka. Bluff •• .. .. 1,413 2,879! 9,139 19,342 32,773 1,859 36, 33 84.5291 97,482 4,576 3 5 1.118 18 4 588 16 11 44 10 8 62,642 7 2 5,736 8 4| 558 6 3 75,265 11 1 2,213 164,757 33,590j 65,056! Bluff. „ (Wharf) .. .. .. .. .. .. .. .. .. | .. .. 8,937 .. .. •• •• 1,655 5 3 .. .. 1,655 5 3.. .. .. 23,888 „ (Wharf). Makarewa .. .. 75 124 1,616 893 2,708 518 1,285i 25,373 6,143! 37,741 229 4 7 140 19 10 181 18 10 5 18 1 11,187 18 1 4 13 3 90 8 0 11,841 0 8 1,422 63,951 4,654 11,300 Makarewa. Thornbury .. .. 117 77 2,321 1,703 4,218 106 343 28,270 10,896 7,874 654 2 5 76 11 3 121 14 8 8 15 1 4,910 6 4 11 3 1 1 10 0 5,784 2 10 63 4,380 1,825 8,843j Thornbury. Riverton .. .. 1,083 673 7,239 2,780 11,775 202 139 4,859 45,627 4,418 2,248 2 4 105 12 8 708 1 8 42 7 1 10,181 4 7 23 1 11 200 15 0 13,509 5 3 131 940 1,101 6,290 Riverton. Orepuki .. .. 332 404 4,582 5,238 10,556 146 409 11,821 36,577 2,550 1,934 3 8 78 10 9 262 9 3 12 16 9 9,227 17 5 13 11 3 230 12 10 11,760 1 11 140 3,629 3,539 3,636] Orepuki. Tuatapere .. .. 693 501 10,122 8,775 20,091 34 578 20,352 70,506 3,575 4,399 9 0 39 15 9 550 17 9 23 16 2 19,079 6 1 683 12 6 219 9 0 24,996 6 3 352 1,802 6,737 6,057 Tuatapere. Otautau .. .. 411 278 3,371 2,392 6.452 167 906 45,434 10,851 171,448 1,533 14 3 137 14 7 577 17 4 14 15 9 89,120 3 10 1,487 11 6 104 16 0 92,976 13 3 178 2,104 1,174 8,828 Otautau. Nightcaps .. .. 323 365 5,101 4,242 10,031 32 69 2,553 .. 3,365 2,746 6 5 28 2 10 173 6 2 11 0 6 1,293 19 4 7 17 5 26 9 6 4,287 2 2 124 774 7.990 21,020 Nightcaps. Winton .. .. 797 605 8,670 5,065 15,137 249 2,149 89,591 18,511 41.324 2.993 11 0 219 12 0 915 9 1 44 1 4 14,848 2 8 23 4 9 180 11 0 19,224 11 10 558 10,933 6,995 16.289 Winton. Dipton .. .. 141 126 1,541 998 2.806 53 356 20,655 306 5.855 721 14 10 50 9 6 133 14 1 7 15 9 1,929 19 1 5 14 7 41 13 0 2,891 0 10 358 4,161 6,318 9,428 Dipton. Lumsden .. .. 1,091 820 10,326 6,616 18,853 143 1,162 39,348 154 4.701 4,683 16 11 120 16 4 707 10 9 63 9 3 6»486 4 6 8 17 6 119 14 3 12,190 9 6 452 8.294 6.997 10,205 Lumsden. Kingston .. .. 481 130 2,245 1,588 4,444 1 49 1,679 .. 534 1,527 2 2 12 10 0 36 2 4 69 16 2 540 5 7 4 2 5 20 13 0 2,210 11 8 111 9.231 2,746 3,149 Kingston. Through traffic (Lake .. .. j .. .. .. .. 5 2,859 103 2,393 .. .. 808 10 5 .. 3,194 17 6 .. .. 4,003 t 11 91 1,977 2,332 4,200 Through traffic (Lake Wakatipu) Wakatipu). Chief Accountant .. 4,058 465 2,245 10,537 17,305 290 .. .. .. .. 11,151 5 9 8,847 19 6 -. 39,714 13 9 19,124 2 11 6,672 18 012,402 1 5 97,913 1 4 .. .. .. .. Chief Accountant, Totals .. .. 263,993 255,238|l,029,1851,335,64lj 2,884,057137,215 95,116 3.833,476 1,430,10712,533,947 692,880 1 3 59,863 15 8101,037 18 6 55,983 18 61,591,972 3 355,529 2 1152,973 3 42,610,240 3 5 95,116 3,833,476 1,430.107 2,533,947 Totals. 1 1 ' n 1 r 1 ~ " 1 " Westport Section— Westport Section — Westport .. .. 230i 160 16,916 13,584 30,890 802 79 1,926 14,522 10,675 2,934 19 11 344 4 1 402 8 10 198 18 3 11,758 11 9 7,668 3 6 385 2 9 23,692 9 1 35 621 19.445 569,603 Westport. Waimangaroa Junction .. 27 117 4,566 5.426 10,136 315 12 .. 9,121 188,691 907 13 1 101 7 9 136 16 8 6 11 0 29,084 8 2 79 5 5 95 5 4 90,411 7 3 3 -V.9 4.07ti 6,648 Waimangaroa Junction. Granity .. .. 91 ] 71 11,561 11,528 23,351 469 19 681 5,155 385,795 3,095 18 11 302 17 6 189 7 8 15 14 3 70,881 14 2 30 5 11 374 0 0 74,889 18 5 72 1,427 5,277 8,910 Granitv. District Office .. .. .. .. .. 216 216 .. .. .. .. 26 13 3| 135 12 8 •• 560 0 0 19 18 11 390 11 8 239 4 0 1,372 0 6 .. .. .. .. District Office. Totals •• .. 348 448 33,043 30,754j 64,593 1,586 110 2,607? 28,798 585,16l| 6,965 5 2| 884 2 0 728 13 2 781 3 6 111,744 13 0 8,168 6 6 1,093 12 1 130,365 15 5 110 2.607 28,798 585,161 Totals. IL_J I - Nblson Section— Nelson Section — Port Nelson .. ...... .. .. ..I 6 987' .. .. •• •• 462 6 0 .. 462 6 0 .. .. .. 571 Port Nelson. Nelson .. .. 1,009 679 13,258 23,669 ! 648 "ei "428 2,923 3,252 5 4 532 16 3 200 6 7 117 11 10 6,767 16 8 202 15 5 351 3 9 11,424 15 10 380 10,209 18,479 22,217 Nelson. Wakefield .. .. 315 158: 7,216 3,167 10,856 129 158 8,849 3,192 10,355' 1,095 6 3 61 3 11 130 9 9 10 9 4 3,187 4 6 8 1 0 38 3 6 4,530 18 3 33 1,163 2.975 5,869 Wakefield. Kohatu .. .. 48 93 737 347 1.225 8 199 8.900' 11,536 4,982 214 17 3 9 7 6 280 2 8 4 12 3 3,006 14 1 4 16 4 0 10 0 3,521 0 1 14 894 454 1,138 Kohatu. Glenhope .. .. 110 66 2,305 2,254 4,735 .. 176 3 107 5,357 1.293 918 7 31 36 15 7 11 1 1 2,116 1 1 10 7 11 66 10 0 3,159 2 11 167 9,018 1,100 3,709 Glenhope. District Office .. .. 361 361 .. .. .. .. 46 13 5 206 4 7 .. 854 0 0 95 2 4 2 8 5 434 5 4 1,638 14 1 .. .. .. •• District Office. ' 1 1 L_ ! Totals .. 1,482 996 23,516 14,852 40,846 785 594 21.284; 23,008 33.504 5,527 9 6 809 12 3 647 14 7 997 14 6 15,635 4 8 228 9 1 890 12 7 24,736 17 2 ,594 21,284 23,008 33,504 Totals. | i — —1 ■ — • Picton Section— Picton Section — 1 11 Picton .. 4,576 1,362 7,517 4,6041 18,059 164 34 14,819 1,368 18,303 1,988 16 2 124 12 3 223 5 8 34 5 1 9,133 15 6 1,990 11 9 88 7 0 13,583 13 5 95 93.178 1.839 19,526j Picton. Blenheim .. .. 5,326 991 13,122 4,195 23.634 298 322 119 657 2.577 22.207 2,818 15 10 208 16 3 607 17 6 114 2 10 10,145 2 7 100 19 8 781 7 4 14,777 2 0 440 30.735 968 24,386 Blenheim. Ward „ .. 260 77 4,478 3.601 8,416 6 412 24.432 880 7,351 1.354 6 0 5 10 4 270 4 10 4 1 10 2,652 7 10 2 2 8 39 4 8 4,327 18 2 233 34.995 2,018 3,949 Ward. District Office .. .. .. | .. .. 336 336 .. .. .. .. .. 40 15 2 189 6 2 .. 784 0 0 48 10 0 0 12 5 370 17 9 1,434 1 6 .. .. .. .. District Office. Totals .. .. ' 10,162 2,430| 25,117 12,736 50.445 468 768 1.58.908| 4,825 47,861 6,202 13 2! 528 5 oj 1,101 8 0 936 9 9 21,979 15 11 2,094 6 6 1.279 16 9 34,122 15 1 768 158,908 4.825 47,861 Totata. : 1 1 J 1 1 —L — Lake Wmtifr Lake Wakatipu Steamebs— Steamer^ — 2,830 1,615 6,069 7,402 IT,916 13 192 10 282 2 980 7 011 4,168 16 11 204 7 6 760 8 4 566 14 1 4,270 16 3 49 2 11 75 16 4 10,096 2* 4 192 10.282' 2.980; 7,011 Totals. 1 I I I _
JD.—'2.
RETURN No. 13. Statement of Carriage, Brake-van, and Wagon Stock, and Tarpaulins, for the Year ended 31st March, 1925.
6—D. 2.
23
■« , s , sj -g? i if'S . 0 $ *■* Description. Class. a g "3 §£ a « a I laSfl •§ fa 3* t S I « '3 o-Sgfe .2 glStf £ 3 .S o •M 0 M l § 55 * & Carriages. Sleepers, bogie, 50 ft. .. .. .. .. A a . . 18 .. .. ....:.. 18 First-class, bogie, 50 ft. . . .. .. .. Aa .. 38 .. . . ....;.. 3S Ladies' (composite), bogie, 50 ft. .. . . .. Aa .. 6 .. . . 0 Second-class bogie,- 50 ft. .. .. .. Aa .. J 54 .. .. .. j .... . 54 Royal saloon, bogie, 50 ft. .. .. .. .. Aa ! .. j 2 .. .. ....[.. 2 Postal, bogie, 50 ft. .. • • . • .. Aa . . 1 . . . . .. | . j .. 1 Royal saloon, bogie, 44 ft. . . .. .. .. A .. .. .. 1 1 Gallery-cars, bogie, 44 ft. .. .. .. .. A . . .. . . 5 5 Saloon, bogie, 47 J ft. ■ • • • ■ • • ■ A .. 1 . . • • 1 Saloon, bogie, 44 ft. .. . . .. .. A . . .. . . 1 1 „ 41 ft. .. .. A 5 4 ..... . 9 „ 39J ft. .. .. .. A 7 7 14 „ 37|ft. •• •• •• A ! .. 2 .. .. .. 1 .. ! .. j 2 „ 35 ft. .. .. .. .. A .. 1 .. 2 ! .. .. | .. 3 Ladies' (composite), bogie, 47| ft. .. .. .. A .. .. .. 4 .... .. 4 „ 50 ft. . . A 10 .. 1 .. .. | .. 10 Motor-train, bogie, 60 ft. .. .. .. .. A . . -1 .. 1 i ...... 5 First-class, bogie, 50 ft. . . .. .. .. A . . 42 . . . . ! 42 „ 474 ft. .. .. .. .. A .. 40 .. 81 ! .. I .. 2 123 „ 44 ft. . . .. .. .. A ... 3 .. 2 j .. ! .. | .. 1 5 „ 43 ft. .. .. A 11 11 „•» 30 ft. .. .. B 1 1 Composite, bogie, 60 ft. .. .. .. .. A . . 8 .. . . 8 „ 50 ft. .. .. A 49 I 50 „ 474 ft. .. .. .. .. A .. 102 2 101 14 2 212 „ 46 ft. .. .. .. i A 7 7 „ 44 ft. . . .. .. .. ! A .. 66 7 92 2 11 2 170 „ 43 ft. .. .. .. I A .. 7 j 7 „ 424 ft. . . .. .. .. A .. 15 . . 30 45 39J ft. .. .. .. A 2 4 12 1 10 „ 30 ft B 13 19 32 „ 6-wheel .. .. .. .. C 2 2 6 ...... 10 Second-class, bogie, 52 ft. .. .. .. .. A .. 1 . . . . 1 „ 50ft A 92 I 93 „ 474 ft. .. .. .. .. A .. 99 .. 126 3 228 „ 46 ft. .. .. .. .. A 4 4 „ 44 ft. .. .. .. .. A . . 86 4 109 3 3 4 209 „ 43 ft A 18 18 „ 424 ft. .. .. .. A 3 14 17 „ 394 ft. .. .. .. A 9 3 12 „ 35 ft. .. .. .. .. A .. 3 3 „ 30 ft. .. .. .. B 8 17 .... 1 26 ,, 6-wheel .. .. .. .. C 2 6 12 -2 4 26 „ 4-wheel .. .. .. .. D •• 3 .. .. 3 Postal, bogie, 50 ft. .. .. .. .. A .. 7 .. 2 9 „ 44 ft. .. .. .. A 4 4 8 „ 394 ft. .. . . .. .. A I .. 2 2 „ 30 ft. .. .. .. .. B 1 1 Rail-motor, 58 ft. .. .. .. .. .. .. | .. 1 .. •. 1 561 ft. 1 1 42|ft. .. .. .. 1 1 Totals .. .. .. .. .. 4 853 13 662 12 14 12 1,570 Brake-vans. Brake-vans, 4-wheel .. .. .. 2 15 58 2 3.. 80 bosrie .. .. F .. 217 4 136 5 3 4 369 Fell !! F 1 •• 7 4 11 Totals .. . . .. .. .. • • ! 2 239 4 198 7 6 4 460 Wagons. Horse-boxes .. ... .. .. .. G .. 140 1 116 .. 1 4 262 Cattle .. .. .. .. .. .. H .. 354 4 235 4 5 ! 4 606 Sheep .. .. .. .. .. .. J .. 963 40 904 .. 10 29 1,946 Covered goods .. .. .. .. .. K 1 338 2 408 5 6 3 763 Sleeping-vans .. .. .. .. K 25 43 1 1.. 70 High sides .. .. .. .. L 4 5,367 47 5,025 17 103 174 10,737 .. La .. 2,276 .. 2,281 4,557 Wharf .. .. .. .. .. .. Lb .. .. . . 45 45 Low sides .. .. .. .. M 12 415 40 916 24 14 21 1,442 steel .. .. .. .. Ma 148 12 160 Work-train .. .. .. .. .. Mb .. 110 .. 35 145 Timber .. .. .. .. .. N 40 177 196 32 8 .. 453 Iron hopper .. .. .. .. .. 0 . . 21 .. .. 21 „ for ballast .. .. .. .. Ob . . 28 .. .. 28 Platform coal .. .. .. .. .. P . . 228 .. .. 228 Movable hopper .. .. .. .. .. Q .. .. .. 495 673 .. .. 1,168 Frozen mea.t .. .. .. .. .. W .. 259 .. 80 15 354 Cool, insulated .. .. .. .. .. X . . 179 .. 32 211 „ ventilated .. .. .. .. .. Xa 1 165 .. 145 .. .. 7 318 Xb 98 56 154 Work-train hopper .. .. .. .. Y .. .. .. 12 12 .. Yb 211 152 363 High side, bogie .. .. .. .. .. R 2 223 .. 84 309 „ .. .. .. RB 70 21 91 „ Rd .. 61 61 „ .. .. .. .. RN 34 .. .. 34 Carried forward .. .. .. 60 11,890 146 11,281 756 163 242 24,538
D.—2.
RETURN No. 13—continued. Statement of Carriage, Brake-van, and Wagon Stock, and Tarpaulins, for the Year ended 31st March, 1925—continued.
24
fl % TJ r^j 3 03 CO 5 3 <8 CO 9 «§ 5 S? 2 ~ a -S 5 £ Description. Cla.s. . ~g || 8 || | g g * § | % o -g w a o g H ro rR co Brought forward .. .. .. 60 11,800 j 146 11,281 756 163 242 24,538 Wagons—continued. Sheep, bogie .. .. .. .. .. S .. 73 .. 52 125 Cattle, „ .. .. .. .. .. T . . 49 .. 26 75 Platform, ,, .. .. .. .. .. U 221 40 135 4 4 6 410 Gas-storeholders, bogie ,. .. .. .. Ua . . 11 . . 7 18 Platform, „ .. .. .. .. Ub 128 .. 164 292 Horse-boxes, „ .. .. .. Uo 32 29 61 Frozen meat, ,, .. .. . . .. V . . 54 . . 75 129 Vb 115 60 175 Covered goods, „ .. .. .. .. Z .. 61 .. 40 101 Zp 36 68 104 Totals .. .. .. .. .. .. 60 i 12,670 186 11,937 760 167 248 | 26,028 Tarpaulins .. .. .. .. .. 24 9,574 115 11,245 52 175 290 21,475 RETURN No. 14. Statement of Locomotive Stock fob the Year ended 31st March, 1925. T3 .-J I T! flvlinflpi- Coupled i Truck 9*«°1 Cylinder. wheelg I wbeels _ - g ® g. g J j Type. _ j "2m a3» » j;" 3 . . J taSS •§ j SnS » , § i -S S £ Stroke No Dia- ]«j 0 ! a " I > ! ® ! -2 o O meter. bliroKe - iN0 - meter. " meter. j£j g 5 ! | S3 | Ph Eh I In. In. Ft. in. In. A Tender (4-cyl. balanced com- 12 &19 22 6 4 6 6 30J .. 50 .. 7 57 i pound) Aa Tender (superheated) .. 18 24 6 4 1 6 30£ .. 10 1 .. 10 Ab „ ,. .. 17 26 6 4 6 |4 3of| '■ 58 '• | 34 92 Ab : „ (409) „ .. i 17 26 6 4 6 6 301 | 1 1 B .. ..16 22 8 3 6j 4 30J 1 8 8 Ba „ .. .. 16 22 8 3 6| 4 26J 10 10 Bb ,, (superheated) .. 17 22 8 3 6J 4 26£ .. 30 .. .. 30 Be j „ (compound) j j L 20 8 3 7 } '" * * D Tank .. .. ..I 91 18 4 3 0| 2 18 1 1 F „ .. .. .. ; 10J 18 6 3 0J .. 2 24 .. 42 2 1 .. 71 Fa „ .. .. .. 12 18 6 3 o| 2 24 .. 7 1 3 2 3 2 ; 18 H j „ (Fell) .. .. 14 16 4 2 8 2 30J .. 6 ! 6 J Tender .. .. .. 14 20 6 3 6J 2 24| .. 14 .. 14 28 K „ .. .. .. 12 20 4 4 l| 4 30f 5 5 L, | Tank .. .. .. 12 18 4 3 61 6 261 .. 4 .. 1 5 La j „ .. .. .. 12 18 4 3 9 4 26J .. • • • • 2 2 M „ .. .. .. 13 20 4 3 6} 6 28J .. 2 2 N Tender .. .. .. 15 20 6 4 l| 4 28j .. 9 •• 1 10 N „ .. .. .. 15 20 6 4 l| 4 30J .. .. 2 2 Na ,, (compound) .. 10 &17 20 6 4 1 4 301 .. 2 . . .. 2 No „ „ .. 10&17 20 6 4 1 4 30J .. 2 2 OA „ „ .. 11418 20 8 3 7 2 301 1 1 Ob „ .. .. .. 16 20 8 3 7 2 30J .. 2 2 Oo „ (compound) .. 1] &18 20 8 3 7 2 30| .. 1 1 P „ .. .. .. 15 20 | 8 3 5 2 2fi| .. 2 .. 6 8 Q 16 22 | 6 4 1| | 4 26J } '' 6 " 7 13 R Single Fairlie .. .. 12J 16 6 3 01 4 361 . . 6 . i 7 12 S „ .. .. 13 16 6 3 01 4 361 . . 3 .. j 3 T Tender .. .. .. 15 18 8 3 o| 2 24§ .. 1 .. 3 4 U „ .. .. ..16 20 6 4 6 4 301 .... 9 9 Ua „ .. .. .. 16 20 6 4 1{ 4 30| .. •• . • 6 6 Ub „ .. .. .. 16 20 6 4 l| 4 26| •• •• 20 20 Ob „ .. .. .. 16 22 6 4 if 4 30| .. .. 2 2 Uo „ .. .. .. 16 22 6 4 li 4 301 •• •• •• 10 10 Ud „ .. .. .. 161 22 6 4 10 4 28 .. 2 2 V „ .. .. .. 15 20 6 4 lj 4 261 1 8 9 VV Tank .. .. .. 14 20 6 3 o| 4 26| .. •• .. 2 2 W A „ .. .. .. 14 20 6 3 3| 4 281 2 6 3 11 Wa „ (converted) .. 14 20 6 3 61 4 24f .. 3 .. 1 4 Wab „ (superheated) .. 17 26 6 4 6 j jjgj } • • 3 3 Wb „ .. .. .. 14 20 6 3 31 4 25 .. 6 .. .. 6 .... 12 Wd „ .. .. .. 14 20 6 3 3J 6 25 .. H .. 7 18 We „ .. .. .. 16 22 6 3 61 8 301 ■ • 1 • • J 2 WF „ 14 22 6 3 9 6 301 15 •• 17 •• 2 4 38 Wa „ .. .. .. 14 22 6 3 9 8 261 .. 20 20 SVH „ .. .. .. 12 18 6 3 1 4 241 •• 2 2 W' 17 20 8 3 7 { | HI) .. 1 1 Ws ,, (superheated) .. 17 26 6 4 6 | J • • 9 • • 9 Ww „ „ 151 22 6 3 9 8 261 .. 48 . . : 2 50 X Tender (4-cyl. balanced com- 131 & | 0 0 n ( 2 301 1 is 18 pound) 22 f 22 8 3 9 j 4 261 I '' Small Tank .. .. .. .. .. .. .. .. .. 1 ■ ■ •. 1 Electric .. .. .. .. .. 8 3 8f • • • ■ 5 5 Battery .. .. .. . . .. 8 3 0| ,. . . .. ■ ■ • ■ 1 1 Totals .. 2 383 7 1 248 10 6 6 662 I _
25
D.—2
7—D. 2.
RETURN No. 15. Comparative Statement of the Mileage opened, Capital expended, Earnings, Expenses, etc., of Railways in the following States from Latest Official Records).
o a - ' A ■ i ® • Expenses. | i, * 1 t SO \ - I if .1 J J . - | | §g Area , I § I Cost T • 1 H p . s! 111 H I? Ef I 3* ° i=l&| § Igl If I '.2 i Qi ft > r»pr Ti'a,ill- Ph rr 2, Profit; a 3 ... rr t-i .y to r-. w■—> ©•—■ > 1 f o c6 Si, A ill I ce o r Total a a J Heart of miles Gross Working- g.2 •-? go i ® a So Passengers Tonnage tog B.5 ® gS a . ® ® dO°? o Jf ,„Jg Year Square 3 $ GaUge ' Cost. g, J'S H^ u ° f Earnings. • expenses. fcg Wo ?£ ine S.S f* g<jfS •=* carried.* of Goods. |* g- § §> ®&2 Og g <$$ ®| ending Miles. c. — „ -gt-1 lat.mn to h S 3 M 5-H a? Son mm « g g-< i'fl $® o ®K £ s s 30 latlOD - a -as; 2h s| 5*2° |° jg as «| f-s g |« •§■= 0 I -3 J S I £ fe | H g ! -gg ®"« a® |S i gg £ § I 85 I ta * £«! I 21 i II 8g£ ! i I |.gSg ! a : 3 ! X \ * I H & | g 3 . . ■ i j i | I j i | j ; ; I j I j Ft. in. £ £ £ s. d. £ d. £ d. £ d. £ s. d. £ £ £ £ d. Victoria.. .. 87,884 1,639,704 4,435 5 3 66,253,102 14,939 • 370 40 8 1 17,079,211 11,958,635 168-04 j 8,714,422 122-46 3,244,213 45-58 4-90 72-87 17 5 10 167,861,864 8,315,543 2,737 1 1,995 742 426 52-80 ; 23-89 3-75 777 | 1,929 i 20,694 30 June, 1924. New South Wales .. 309,460 2,226,655 5,523 4 8£ 93,355,167 16,904 402 42 1 0 23,706,988 15,616,577 158-00 10,917,491110-50 4,699,086 47-50 5-13 69-91 7 0 8 128,101,184 15,693,127 2,860 1,999 861 342 54-27 18-82 4-82 1,375 I 1,780 24,390 Queensland .. 670,500 824,540 6,040 3 6 49,711,014 8,230 137 ' 00 5 9 11,647,077 5,714,036 117-75 4,990,749 102*75 723,287 15-00 11-46 87-34 6 18 7 29,535,981 ; 4,273,926 959! 837 122 201 45*50 26-03 1-60 713 j 920 15,788 South Australia .. 380,070 529,000 2,415 ■'? 21,819,983 8,900 216 141 4 11 6,186,769 3,929,428 152-43 2,901,298 112-55 1,028,130 39-88 4-91 73-83 7 8 7 25,177,933 3,565,307 1,626 1,201 425 226 60'08 18-80 1-72 486 753 9,888 ( O o ) Western Australia.. 975,920 353,651 3,629 3 6 19,638,044 5,411 97 56 0 0 4,839,285 3,227,371 160-06 1 2,297,980 113-97 929,391 46-09 j 4-73 71-20 9 2 7 18,133,168 ! 3,418,719 898 639 259 151 54-19 18-58 1-93 406 423 10,212 Tasmania .. 26,215 213,200 673 || ®J. 6,374,784 9,472 317 29 8 0 1,416,216 585,468 99-21 550,185 93-23 35,283 : 5-97 0-55 93-97 2 14 11 2,959,887 684,861 877 824 53 226 39*75 20-91 4-43 96 150! 1,946 New Zealand ..103,861 857,985 2,262 3 6 19,081,735 8,436 | 379 i 22 4 10 5,443,333 1,974,038 87-00 1,343,415 59-23 630,623 ! 27-77 ' 3-30 68-05 2 6 0 7,575,390 3,730,394 873 594 279 204 ! 21-36 18*24 3-19 372 751 12,992 31 Mar., 1903. .. 103,861 882,097 2,305 3 6 20,692,911 8,977 : 383 23 9 2 5,685,399 2,180,641 91-75 1,438,724 60*48 741,917 31-27 13-58 65-98 1 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 21,701,572 9,141 ; 387 23 17 11 6,107,079 2,209,231 86*50 1,492,900 58-46 716,331 28*04 3*30 67*58 j 2 8 8 8,514,112 ' 4,011,511 93S 634 304 217 21-05 18-28 3*10 389 864 13,885 „ 1905. .. 103,861 933,111 2,391 3 6 22,498,972 9,410 391 24 2 3 6,413,573 2,349,704 87*75 1,621,239 60*47 728,465 27*28 3*24 69*00 j 2 10 4 8,826,382 4,241,422 980 676 304 229 21*99 18*86 3*01 395 906 14,127 „ 1906. .. 103,861 961,604 2,427 3 6 23,504,272 9,570 396 24 8 10 6,755,454 2,624,600 93*00 1,812,482 64*21 812,118 28-79 I 3-45 69-06 2 14 7 9,600,786 4,592,099 1,078 744 334 253 23*37 18-90 2*80 398 966 14,605 „ 1907. .. 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 j 2 16 1 9,756,716 4,834,534 1,114 786 328 258 24-96 19*40 2-76 410 1,002 15,475 „ 1908. .. 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 1,148 828 320 258 25*56 20*73 3*16 452 1,116 16,476 „ 1909. • • 103,861 1,035,211 2,704 3 6 28,513,476 10,494 383 27 10 10 7,889,166 3,249,790 98*75 2,169,474 65-84 1,080,316 32-91 3-80 66*76 3 2 9 11,141,142 5,223,414 1,203 803 400 230 25*35 18*96 2-96 465 1,140 17,220 „ 1910. .. 103,861 1,055,640 j 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 35*00 4*06 65*92 3 6 2 11,200,613 5,555,292 j 1,275 840 435 254 25*81 18-10 2-81 j 478 1,166 18,036 „ 1911. .. 103,861 1,081,344 2,801 3 6 30,506,089 10,864 386 28 4 2 8,371,687 3,676,509 105-25 2,465,896 70*52 1,210,613 34-73 3-98 67-07 3 8 0 20,336,577 5,599,756 1,314 881 433 263 27-30 18-27 2-76 493 1,212 18,521 „ 1912. • • 103,861 1,111,592 2,840 3 6 31,611,220 11,053 391 28 8 9 9,016,224 3,971,002 j 105-50 2,705,609 71-84 jl, 265,393 33*66 j 4*04 68-13 3 11 5 22,310,867 5,957,005 | 1,400 954 446 271 28-20 19-40 2-64 513 1,282 19,515 „ 1913. .. 103,861 1,139,669 2,861 3 6 32,355,087 11,309 398 28 7 9 9,319,268 4,043,328 104-00 2,880,323 74-00 1,163,005 30-00 3*61 71-24 | 3 10 11 23,173,472 5,661,340 1,416 1,008 408 268 29-72 20-73 2-91 534 1,363 20,251 „ 1914. • • 103,861 1,150,430 2,917 3 6 34,133,825 11,702 j 394 29 13 5 9,383,420 4,105,457 104-75 : 2,920,455 74*54 1,185,002 j 30*21 3*53 71-14 j 3 11 4 23,542,903 6,075,282 1,410 1,002 408 254 30-26 21*20 2*98 557 1,397 21,226 „ 1915. .. 103,861 1,152,048 2,959 3 6 34,857,882 11,780 389 30 5 2 9,356,522 4,548,356 116*50 2,910,883 74*50 1,637,473 42*00 4*72 64*00 ! 3 19 0 24,600,693 5,960,562 1,540 985 555 251 29*77 19*60 2-50 585 1,452 21,994 „ 1916. .. 103,861 1,150,605 2,970 3 6 35,378,664 11,912 387 30 15 0 9,146,331 4,800,810 125*75 2,926,864 76*63 1,873,946 49*12 j 5*30 60*97 4 3 5 24,782,602 5,826,265 1,619 987 632 244 30*88 18*87 2*47 607 1,480 22,380 „ 1917. .. 103,861 1,154,559 2,977 3 6 36,001,432 12,029 1389 32 0 11 7,468,646 4,687,700 150-50 3,042,907 97-54 1,644,793 52-96 4*60 64*91 4 1 3 21,438,325 5,373,136 1,578 ' 1,023 555 240 40*02 20*38 2*67 624 1,488 22,517 „ 1918, • • 103,861 1,175,325 2,993 3 6 36,167,681 12,084 393 30 15 6 7,477,583 4,988,632 160*00 3,308,575 105*97 1,080,057 54*03 4*65 66*32 4 4 11 22,030,327 5,611,738 , 1,670 1,107 563 252 44*35 20*73 2*70 620 1,489 j 22,658 „ 1919. • ■ 103,861 1,223,915. 3,006 3 6 36,390,115 12,106 407 29 14 8 7,408,608 5,752,487 j 186*00 4,105,067 132*72 1,647,420 53*28 4*53 71*36 4 14 0 24,582,186 6,000,279 1,923 1,372 551 281 57*84 22*66 2*99 616 1,492 22,937 „ 1920. • ■ 103,861 1,268,046 3,018 3 6 37,235,254 12,338 420 29 7 3 9,303,392 6,908,531 178-00 5,636,601 145*14 1,271,930 32*86 3-42 81*59 5 9 0 28,821,783 6,487,279 2,293 1,870 423 350 68*54 24*82 2*95 608 1,492 23,119 „ 1921. .. 103,861 1,300,967 3,030 3 6 39,309,097 12,973 1429 30 4 4 8,717,265 6,643,591 1 182-69 : 6,237,727 171*37 405,864 11*32 1*07 93*89 5 2 0 28,121,763 6,321,351 | 2,199 2,063 136 393 86*29 25*66 3*06 637 1,496 23,974 „ 1922. .. 103,861 1,325,310 3,037 3 6 40,275,161 13,261 436 30 7 9 8,346,731 6,727,802 : 193-18 5,502,497 157*81 1,225,305 35-37 3-04 81-79 5 1 6 28,221,362 6,618,588 2,2!9 1,813 406 366 76-40 22-73 2-91 639 1,498 26,106 „ 1923. • • 103,861 1,347,723 3,053 3 6 41,399,427 13,560 J 441 30 14 4 9,024,503 6,984,211 1185*50 | 5,403,766 143*43 1,580,445 42*07 3*83 I 77*37 5 3 8 28,436,475 6,925,517 2,291 1,772 519 399 65*00 21*94 2*93 655 1,527 26,195 „ 1924. .. 103,861 1,379,487 3,085 1 3 6 44,570,746 14,448 j 447 32 6 2 9,083,623 7,112,524 j 187*65 j 5,545,416 146*19 1,567,108 41*46 3-55 77*97 5 3 1 26,106,859 7,033,459 2,316 1,804 512 389 65-87 22-52 3*47 662 11,568 26,488 „ 1925. I I I ! I _!_ I : ! . I [ | I . y 2 * The figures for passenger traffic in New Zealand prior to 1912 are exclusive of season tickets.
D.— 2.
RETURN No. 16. Return showing Mileage, Capital Cost, Traffic, Revenue, and Expenditure of New Zealand Government Railways from 1st April, 1917, to 31st March, 1925. MILEAGE, CAPITAL COST, TRAFFIC, AND REVENUE.
B—D. 2.
Passengers. Season Tickets. Coaching. Year. Miles. Capital Cost. Train-mileage. * : Cattle. I Sheep and Pigs. Timber. Number. Revenue. Number. Revenue. Revenue. £ j £ £ £ Number. j Number. Tons. 1917-1918 .. 2,993 36,001,432 7,468,646 11,408,156 1,663,922 322,487 138,675 254,110 362,1.34 6,502,090 523,784 lyl8-19L9 .. 1 2,993 36,167,681 7,477,583 11,374,521 1,799,381 351,124 150,901 258,524 346,544 6,691,760 487,729 1919-1920 .. 3,006 36,390,115 7,408,608 12,760,814 2,138,391 400,621 165,596 290,453 357,976 7,316,556 611,171 1920-1921 .. 3,018 37,235,254 9,303,392 15,315,640 2,459,362 464,691 198,717 335,754 376,745 7,129,222 717,701 1921-1922 .. 3,030 39,309.097 8,717,265 14,262,440 2,212,633 472,865 205,594 339,482 279,904 7,635,515 708,212 1922-1923 .. 3,037 40,275,161 8,316,731 14,256,610 2,216,514 485,681 204,106 393,322 293,930 7,367,763 663,213 1923-1924 .. 3,053 41,399,427 9,024,50-3 13,836,311 2,136,999 525,744 212,601 406,832 320,434 7,723,971 724,116 1924-1925 .. 3,085 44,570,746 9,083,623 12,424,012 2,077,625 537,554 210,946 417,550 351, 873 8,105,597 754,634 t r „ , j /-. .s Miscellaneous Rents and m * i Revenue Year * boo<Js | Total * Goods Revenue. Revenue. Commission. Total Revenue. per Train-mile. Tons. Tons. £ £ £ £ d. 1917-1918 .. 4,849,352 5,373,136 2,465,241 73,761 86,991 4,687,700 150-50 1918-1919 .. 4,750,728 5,238,457 2,608,336 78,828 92,662 1 4,988,632 160-00 1919-1920 .. 4,986,061 5,597,232 2,956,237 105,072 96,738 5,752,487 186-00 1920-1921 .. 5,367,659 6,085,360 3,676,665 136,505 101,528 6,908,531 178-00 1921-1922 .. 5,222,900 5,931,112 3,646,594 124,106 115,182 6,643,591 182-69 1922-1923 .. 5,571,594 6,234,807 3,671,008 119,933 122,919 I 6,727,802 193-18 1923-1924 .. 5,795,341 6,519,457 3,953,213 141,968 132,598 6,984,211 185-50 1924-1925 .. 5,847,973 6,602,607 4,122,017 137,149 147,237 7,112,524 187-65 1 ! : 1 ' - ! fc> EXPENDITURE. Maintenance of Way. Signals. Traffic. Expenditure Expenditure ' , : ; , Year. per perCent. I I l Train-mile. ! of Kevenue. , i Per Cent, of | Per Mile of ! Per Amount Per Cent, of Per Mile of Per ., Per Cent, of Per Amount. Revenue. Railway. Train-mile. Amount. Revenue. Railway. Train-mile. .Amount. ! lievenue Train-mile. d. £ £ £ £ d. ; £ £ £ d. £ £ d. 1917-1918 .. 97 54 64-91 676,454 14-43 228-01 21*74 34,201 0-75 11-53 1-10 954,142 20-38 30-66 1918-1919 .. 105-97 66-32 715,858 14-35 239-98 22-98 ] 36,700 0-75 12-30 1-18 1,032,609 20-73 33-14 1919-1920 .. 13-2-72 71-36 783,033 13'61 262-17 25-37 ; 54,877 0-98 18-37 1-77 1,301,935 22-66 42-17 1920-1921 .. 145-14 81*59 983,940 14-24 327-00 25*38 69,109 1-02 22-97 1*79 1,712,375 24*82 44-17 1921-1922 .. 171-37 93-89 1,111,883 16-76 368-45 30*61 72,343 1-09 23-97 1-99 1,703,049 25-66 46*89 1922-1923 .. 157*81 81*79 1,040,892 15*49 343*76 29*93 j 67,425 1-01 22*27 1-94 1,527,033 22-73 43*91 1923-1924 .. 143*43 77*37 1,143,281 16*39 375-57 30-40 70,912 1-02 23*29 1*88 1,530,652 21*94 40'71 1924-1925 .. 146*19 77*97 1,113,048 15*67 362*95 29*40 81,201 1*14 26*48 2*14 1,599,668 22*52 42*27 Locomotive Power. ! Carriages and Wagons. Head and Departmental Offices. Lake Wakatipu Steamers. Year. j ~~ ~ ~ Total Per Cent, of Per Per Cent, of Per Amount PerCent.of Per PerCent.of Expenditure. Amount. Revenue. Train-mile. Amount. Kevenue. Train-mile. ' Revenue. Train-mile. Amount. Revenue. £ £ d. £ £ d. £ £ d. £ £ £ ? 1917-1918 .. .. 962,222 20*56 30*92 283,248 6*05 9*10 124,976 2*67 4*02 7,664 112*53 3,042,907 1918-1919 .. .. 1.075.4S9 21-59 34*52 306,308 6*15 9*83 134,626 2 70 4-32 6,985 104-53 3,308,575 N 1919-1920 .. .. 1,397,993 24*34 45*29 387,498 6*74 12*55 171,767 2*99 5*57 7,964 101*09 4,105,067 1920-1921 .. .. 2,124.877 30*80 54*82 531,935 7*71 13*72 203,906 2*95 5*26 10,458 116*34 5,636,601 1921-1922 .. .. 2,567,383 38*69 70*68 566,782 8*54 15*61 202,948 3*06 5*59 13,339 166*34 6,237,727 1922-1923 .. .. 2,121,532 31*58 61*00 535,621 7*97 15*40 195,894 2*91 5*63 14,100 150*79 5,502,497 1923-1924 .. .. 1,893,156 27*14 50*35 550,902 7*90 14*65 204,407 2*93 5*44 10,456 i 117*85 | 5,403,766 1924-1925 1,917,625 27*00 50*67 575,090 8*10 15*20 246,504 3*47 6*51 12,279 121*62 I 5,545,415
JD.—2.
RETURN No. 17. Statement of Rails relaid during the Year ended 31st March, 1925.
RETURN No. 18. Statement of Sleepers relaid and removed during the Year ended 31st March, 1925.
RETURN No. 19. Return of Number of Stations and Private Sidings on each Section for the Year ended 31st March, 1925.
28
n-t' 0 n-t^ I • 'o 'O fl ® te S ® 5 03 5,5 o ,°} c J5 o ~P Weight. gil . "35 "gg s , 03 & s o 5 « 5 « a S S -4 *9 o-2fr! m -2 j§ '3 .2 5s« ® S 2 o M 0 H £ » (S £H Rails belaid :— 53 lb. steel .. .. .. .. .. .. .. .. .. 16 16 55 .. .. .. 724 .. 51 524 1,299 56 .. .. .. 70 „ .. .. .. 75 .. .. 8,336 4,931 .. .. 4 13,346 Totals .. .. .. 799 .. 8,387 5,455 .. 16 4 14,661
i . c 'd a "<D £ 2 >h £ ® © <D ,5©® c6ce J2 Description. g«g . g £3 § g . c6te 3 += a3 q 5 — P< 9 A • •a 5 A g.S£ § 0.9,2 s $ S a 3 *1 K fe I n 2 1 M H [5 « i#!5CM B SLEEPERS BELAID : — Ironbark .. .. .. .. .. 16 51 .. .. .. 67 Jarrah .. .. .. 11,519 870 82,400 211 68,536 .. 56 119 163,711 Totara .. .. .. .. 24 337 1,077 556 248 27 2,269 Birch.. .. .. .. .. .. .. .. 5,033 3,636 .. .. 8.669 Silver-pine .. .. 3,140 6 10,668 91 101 780 14,786 Puriri .. .. .. .. .. 18 .. .. .. .. .. 18 Hardwood .. .. 200 .. 200 Powellized Yellow Pine Totals .. .. 11,519 894 80,111 217 85,365 4,283 405 926 189,720 Sleepers removed :— Kauri Maire .. .. 337 .. 337 Ironbark .. .. .. .. .. 276 .. 560 .. .. .. 836 Jarrah .. .. .. 1,763 .. 22,169 20 6,553 .. 28 2 30,535 Matai and Rimu .. .. .. .. 635 .. 3,202 .. .. .. 3,837 Totara .. .. .. 7,724 338 35,991 32 2,458 .. 164 3 46,710 Birch .. .. 1,603 .. 1,254 172 62 36 3,127 Silver-pine .. .. .. 315 .. 17,293 165 52,429 4,111 123 885 75,321 Powellized .. .. .. .. .. 232 4,667 4,899 Puriri .. .. .. 1,243 496 6,293 .. 136 8,168 Creosoted . .. .. .. .. 971 .. 9,044 .. .. .. 10,015 Grey-gum .. .. .. .. .. •• .. 130 .. .. .. 130 Blue Gum .. .. .. .. 121 121 Totals .. .. 11,045 834 85,800 217 80,554 4,283 377 926 184,036
Number of Number of Private Sidings r. , r Stations and Section. Length. Stopping-places in the Time-tables. At Stations. stations Total. M. ch. Whangarei .. .. .. 87 72 35 4 6 10 Kaihu .. .. .. 24 10 12 1 .. 1 Gisborne .. .. .. 60 50 20 8 2 10 North Island Main Line and Branches .. 1,166 64 419 180 38 218 South Island Main Line and Branches .. 1,598 21 593 202 37 239 Westport .. .. .. 43 02 18 2 2 4 Nelson .. .. .. 60 20 23 4 1 5 Picton .. .. .. 56 12 22 8 .. 8 Totals .. .. .. 3,097 11 1,142 409 86 495
D.— 2
29
RETURN No. 20. Comparative Statement of Mileage of Railways open for Traffic and under Maintenance on 31st March, 1925.
Equivalent Mileage open Additional Lengths opened during Year. Reduced Mileage Length closed during Year. j Net Addition ! Net Addition Total Mileage Section for Traffic on equivalent to i to Mileage ! to Mileage open for Traffic d i F1 C 31st March, Maintenance for open under on 31st March, h J pn i p "d 1924. Tpnirfh whole Period. for Traffic. Maintenance. 1925. March Line opened. Date of Opening. op en ed. Line - ! length. i j 1925 _ M. ch. M. eh. M. ch. M. oh. M. oh. M. ch M. ch. M. oh. Whangarei—Kawakawa .. 87 72 .. .. .. .. .. .. .. 87 72 87 72 Kaihu .. .. .. 24 10 .. .. .. .. .. .. .. 24 10 24 10 North Island Main Lines and / Pukemiro-Glenafton .. 14th June, 1924 1 43 1 18 .. .. 1 43 1 43\ , , , lfi q in Branches J • \Kohuratahi-Tahora .. 21st November, 1924 5 5 1 65 .. .. 5 5 5 5j ' ' Gisborne .. .. 49 10 Makaraka-Ngatapa .. 15th December, 1924 11 40 3 30 .. .. 11 40 11 40 60 50 52 40 South Island Main Lines and 1,428 7 Branches j-Otira-Arthur's Pass .. 1st September, 1924 7 71 4 46 .. .. 7 71 7 71 1,595 67 1,592 42 Westland .. .. 159 69 J South Island Main Lines and Branches, Private Line — Nightcaps Branch .. 2 34 .. .. .. .. .. .. .. .. 2 34 2 34 Westport .. .. 35 78 Cape Foulwind .. 1st April, 1924 ..7 4 .. .. .. 7 4 7 4 43 2 43 2 Nelson .. .. .. 60 20 .. .. .. .. .. .. .. .. 60 20 60 20 Picton .. .. .. 56 12 .. .. .. .. .. .. .. 56 12 56 12 Totals .. .. 3,064 8 .. .. 33 3 10 79 .. .. 33 3 33 3 3,097 11 3,082 11 I I I
D.-2,
RETURN No. 21. Statement showing Weights of Rails in various Lines on 31st March, 1925.
30
I I I I I I III T . 401b. 401b. 451b. 521b. 521b. 531b. 551b. 561b. 561b. 651b. 701b. 701b. MOlb. m . , ljine * i Iron. Steel. Steel. Iron. ' Steel. Steel Steel. Iron. Steel. Steel. Iron. Steel. Steel. iotai. ! I I | i I I j I M. ch. M. ch. M' ch. M. ch. M. ch. M. ch. M. cb. I M. ch. M. ch. ! M. ch. M. ch. M. ch. M. ch. M.ch. Wbangarei-Kawakawa Section — Whangarei Line .. .. .. .. .. .. .. .. .. 5 41 36 4 0 17 12 51 j .. 3 39 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 .. .. 5 51 12 16 407 73 .. 425 65 Kaipara Branch .. .. .. .. .. .. .. .. .. 0 44 26 37 .. 21 42 .. .. 41 77 90 40 Onehunga Branch .. .. .. .. .. 0 10 .. .. .. 1 15 .. .. 1 10 .. .. 0 24 2 59 Waiuku Branch .. .. .. .. .. .. .. .. .. .. 12 70 .. .. .. .. .. .. 12 70 Huntly-Awaroa Railway .. .. .. .. .. .. .. .. •• 96 .. .. .. .. .. .. 96 Thames Branch .. .. .. .. .. .. .. .. .. 9 69 .. .. 17 74 .. 35 12 62 75 Waihi Branch .. .. .. .. .. .. .. .. .. .. .. .. 11 37 .. .. 0 67 12 24 Cambridge Branch .. .. .. .. .. .. .. .. •• 6 75 2 36 .. 2 42 .. .. 0 8.. 12 1 Rotorua Branch .. .. .. .. • • .. • • .. • • 24 70 .. .. 0 3 .. 43 67 68 60 Raetihi Branch .. .. .. .. .. .. .. . • •. 6 37 2 1 .. .. .. .. .. 8 38 Marton-New Plymouth .. .. .. .. .. .. .. .. 0 16 .. .. 27 38 ! .. 109 29 137 3 Waitara Branch .. .. .. .. 14 0 48 .. .. .. 3 77 .. .. 0 3 1 .. .. .. .. 4 62 Toko Branch .. .. .. .. .. .. .. .. •• 15 45 31 34 .. 0 31 | .. .. .. .. 47 30 Mount Egmont Branch .. .. .. .. .. .. .. •• •• .. .. 621 .. .. .. 62 Wanganui Branch .. .. .. •. .. • • . • • • • • • • .. .. 1 79 .. .. 1 21 3 20 Foxton Branch .. .. .. • • • • .. 0 2 .. 10 70 .. .. 8 41 .. .. .. .. 19 33 Palmerston North-Eskdale .. .. .. .. •• "I *' ** 0 47 11 73 .. 28 12 .. .. 83 24 123 76 Port Ahuriri Branch .. .. . . .. •• .. •• •• 1 68 0 1 •• •• •• •• 0 1.. 170 Wellington-Woodville .. .. .. .. .. .. I .. | . 14 49 0 1 .. 12 17 .. .. 87 56 114 43 Greytown Branch .. .. .. .. •. • • j 3 7 .. .. .. .. .. .. .. .. .. 3 7 Gisborne Section — Gisborne Line .. .. •• 0 20 .. "'I ** ** ** 31 8 .. 17 62 .. .. .. .. 49 10 Ngatapa Branch .. .. .. .. .. .. •• .. •• 11 40 .. .. .. .. .. .. 11 40 South Island Main Lines and Branches— Lyttelton-Bluff .. .. .. .. •• 0 8 .. 0 3 .. 0 3 .. .. 0 67 .. .. 389 49 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 14 1 0 .. 1 20 .. .. 0 5.. 25 39 Little River Branch .. .. .. .. .. 0 9 .. .. .. 0 48 17 47 . . 4 24 .. .. .. .. 22 48 Midland Line .. .. .. .. .. .. .. .. •• 0 4 •• .. 13 46 .. .. 108 44 8 51 130 65 White Cliffs Branch .. .. .. .. .. .. .. .. | 11 29 ! .. 0 10 .. .. 0 7.. 11 46 Methven Branch .. .. .. .. •. .. • • * * 22 16 .. 0 1 .. .. .. .. 0 3.. 22 20 Springbnrn Branch .. .. .. .. 3 33 12 34 .. .. .. ' • • 4 48 .. 6 71 .. .. 0 10 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 21 .. 10 .. .. .. .. ; .. 8 21 Duntroon Branch .. .. .. .. 1 16 .. .. 0 4 .. 28 51 3 61 .. 3 69 .. .. .. .. 37 41 Carried forward .. .. .. 5 68 24 75 .. 10 37 24 18 277 13 i 269 41 0 17 248 73 12 16 .. 1,353 11 10 2 2,236 51
D.—2.
RETURN No. 21—continued. Statement showing Weights of Rails in various Lines on 31st March, 1925—continued.
31
Tjinft 401b. 401b. 451b. 521b 521b. 531b. 551b. 561b. 561b. 651b. 701b. 701b. 1001b. m rtfol Iron. Steel. Steel. Iron. Steel. Steel. Steel. Iron. Steel. Steel. Iron. Steel. Steel. ■ LOlia1 ' 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. Brought forward .. .. .. 5 68 24 75 .. 10 37 24 18 277 13 269 41 0 17 248 73 12 16 .. 1,353 11 10 2 2,236 51 South Island Main Lines and Branches —continued. Oamaru Breakwater Branch .. .. .. 0 23 .. .. .. .. 0 40 .. .. .. .. .. .. .. 0 63 Ngapara Branch .. .. .. .. .. .. .. .. .. 11 44 .. .. 3 45 .. .. .. .. 15 9 Livingstone Branch .. .. .. .. .. .. .. .. .. 10 36 .. 1 39 .. .. .. .. 11 75 Waihemo Branch .. .. .. .. .. 6 76 .. 0 53 .. 0 16 .. .. 1 0 .. .. .. .. 8 65 Port Chalmers Branch .. .. .. .. .. .. .. .. 0 16 .. .. .. .. .. 1 10 1 26 Walton Park Branch .. .. .. .. 0 2 .. .. .. .. 1 48 0 19 .. 0 48 .. .. 0 1.. 2 38 Fernhill Branch .. .. .. .. .. .. .. .. .. 1 57 .. .. .. .. .. .. .. 1 57 Otago Central Railway ... .. .. .. .. .. .. .. 65 73 15 27 .. 65 58 .. .. " !! 146 78 Outram Branch .. .. .. .. 01 .. .. .. .. 6 26 0 73 .. 1 53 .. .. 07.. 90 Lawrence Branch .. .. .. .. .. .. .. .. .. 1 40 18 20 .. 15 8 .. .. .. .. 34 63 Catlin's River Branoh .. .. .. .. .. .. .. .. 15 26 20 5 .. 3 46 .. .. 4 1.. 42 78 Tapanui Branch .. .. .. .. .. ,. .. .. .. 10 40 9 3 .. 6 58 .. .. .. .. 26 21 Waikaka Branch .. .. .. .. .. .. .. .. .. ,. 12 56 .. .. .. .. 0 1.. 12 57 Glenham Branch .. .. .. .. ., .. .. .. .. 9 1 .. .. .. .. 0 34 9 35 Seaward Bush Branch .. .. .. .. .. .. .. .. 1 52 25 9 .. 7 4 .. .. .. .. 33 65 Kingston Branch .. .. .. .. .. .. .. .. .. 44 56 .. .. 23 57 .. .. 18 45 86 78 Orepuki Branch .. .. .. .. .. .. .. .. ,. 17 74 8 6 .. 10 17 .. .. 12 6 48 23 Wairio Branch .. .. .. .. .. .. .. .. .. .. .. 22 24 22 24 Nightcaps Branch .. .. .. .. .. 0 17 .. .. . .. .. . .. .. .. 2 17 2 34 Forest Hill Branch .. .. .. .. 2 41 7 5 .. .. .. .. 3 18 .. 0 2 .! !! .. !! 12 66 Mararoa Branch .. .. .. .. .. 10 16 .. .. .. 0 24 .. .. 0 1 .. .. .. .. 10 41 Waimea Plains Branch .. .. .. .. .. .. .. .. .. .. .. .. .. 36 37 .. 36 37 Switzers Branch .. .. .. .. .. .. .. .. .. 1 77 11 69 .. .. " !! Oil! 13 67 Greymouth-Ross .. .. .. .. .. .. .. .. .. 17 54 .. .. 17 42 .. .. 3 13 .. 38 29 Stillwater-Inangahua.. .. .. .. .. .. .. .. .. 30 19 14 33 .. 6 64 .. .. 5 37 56 73 Blackball Branch .. .. .. .. .. .. .. .. .. 1 0 .. 2 31 .. .. .. .. 3 31 Point Elizabeth Branch .. .. .. .. .. .. .. .. 0 15 .. . . 4 46 .. .. 3 24 8 5 7-Mile Branoh .. .. .. .. .. .. .. 2 43 .. .. .. .. .. .. 2 43 Westport-Mokihinui .. .. .. .. .. .. .. .. .. 3 49 0 1 ... 5 35 !! .! 2112 .'. 30 17 Westport-Te Kuha .. .. .. .. .. .. .. .. .. .. 5 61 .. .. .. .. .. .. 5 61 Cape Poulwind Line .. .. .. .. .. .. .. .. .. .. .. 74 , _ __ 74 Nelson Line .. .. .. .. .. .. .. .. .. .. 25 38 17 60 .. 16 73 !! '' 0 9 . . 60 20 Picton Line .. .. .. .. .. .. ., .. .. .. 17 12 22 48 .. 16 29 .. .. 0 3.. 56 12 Totals .. .. .. .. 8 55 49 29 .. 11 10 24 18 562 30 J468 68 0 17 466 33 12 16 .. 1,483 53 10 2 3,097 11
D.—2
32
RETURN No. 22. Statement showing approximately Sleepers laid and removed up to 31st March, 1925.
Approximate Length opened each Year. Sleepers. Year. Laid during Kemoved North Island. Middle Island. Total. Construction. during (2,100 per mile.) Maintenance.* M. oh. M. ch. M. ch. 1867 .. .. .. 45 70 45 70 96,33 s 1870-71 .. .. .. 18 58 18 58 39.323 1871-72 .. .. .. 11 68 11 68 24,885 1872-73 .. .. .. 27 62 27 62 58,327 i8 73~74 •• 10 55 11 21 21 76 46,095 1874-75 .. .. 61 19 126 78 188 17 395,246 1875-76 •• 69 23 248 4 317 27 666,409 1876-77 .. 64 24 152 39 216 63 455,254 1877-78 .. .. 103 76 94 58 198 54 417,217 1878-79 .. .. 27 19 56 46 83 65 176,006 1879-80! .. .. 26 33 4° 73 67 26 141,382 1880-81 .. .. 68 39 32 71 101 30 212,888 74,261 1881-82 .. .. 22 67 40 16 63 3 132,379 73,947 1882-83 .. .. 22 40 19 42 21 88,751 106,763 1883-84 .. .. 22 19 22 50 44 69 94,211 125,632 1884-85 .. .. 56 o 24 o 80 o 168,000 148,325 1885-86 .. .. 43 26 47 52 9° 78 191,048 137,993 1886-87 .. .. 58 72 11 39 70 31 147,814 139,040 1887-88 .. .. 11 47 17 32 28 79 60,874 122,027 1888-89 .. .. 18 31 .. 18 31 42,814 108,690 1889-90 .. .. 11 57 20 68 32 45 68,381 129,634 1890-91 .. .. 28 21 5 68 34 9 71,636 I 33,954 1891-92 .. .. .. 27 27 27 27 57,408 139,912 1892-93 .. .. 17 26 .. 17 26 36,382 132,569 i8 93~94 •• 28 38 33 58 62 16 130,620 155,827 1894-95 .. .. 16 62 27 24 44 6 92,558 170,681 1895-96 .. .. 14 73 3 48 18 41 38,876 188,291 1896-97 .. .. 3 64 1 11 4 75 10,370 210,588 1897-98 .. .. 27 46 10 2 37 48 78,960 243,479 1898-99 .. .. 22 46 11 13 33 59 70,848 282,326 1899-1900 .. .. .. 19 26 19 26 401582 3°2,354 1900-1901 .. .. 4 30 103 38 107 68 226,485 345,433 1901-1902 .. .. 11 20 12 32 23 52 49,665 369,339 1902-1903 .. .. 28 40 27 43 56 3 117,679 330,029 1903-1904 •• 33 12 4 44 37 56 79,170 309,296 1904-1905 .. .. 17 61 27 75 45 56 95,970 302,252 1905-1906 .. .. 23 5 8 52 31 57 66,596 309,183 1906-1907 •• •• •• 5° 7 5° 7 105,184 283,293 1907-1908 .. .. 10 38 4 61 15 19 31,999 331,678 1908-1909 .. .. 186 21 23 21 209 42 440,003 279,190 1909-1910 .. .. 3 60 31 43 35 23 74,104 236,390 1910-1911 .. .. 14 64 29 76 44 60 93,975 282,682 1911-1912 .. .. 23 30 23 1 46 31 97,414 273,586 1912-1913 .. .. 25 37 26 77 52 34 110,092 235,378 I9i3 _ i9 1 4 •• •• •• 36 36 6,458 261,748 1914-1915 .. .. 40 22 51 3 9i 25 191,756 227,674 1915-1916 .. .. 7 43 7 73 15 36 32,445 157,97° 1916-1917 .. .. .. .. .. .. 86,595 1917-1918 .. .. 22 70 .. 22 70 48,038 88,540 1918-1919 .. .. .. .. .. .. 70,743 1919-1920 .. .. .. 12 75 12 75 27,169 78,663 1920-1921 .. .. 11 54 07 11 61 24,701 100,280 1921-1922 .. .. .. 12 27 12 27 25,909 139,187 1922-1923 .. .. 7 7° •• 7 7° 16,538 163,735 1923-1924 .. .. 24 66 2 43 27 29 57,461 227,075 !9 2 4-i9 2 5 •• •• 18 8 14 75 33 3 69,379 184,036 Totals .. .. .. .. 6,440,072 8,800,268 * Complete information not recorded until 1880-81. t Nine months only.
33
D.—2
RETURN No. 23. Statement of Accidents for the Year ended 31st March, 1925.
Train Accidents. Accents on Une (other than Train Shunting Accidents. Employ Acdde^in^lway | 1 Buty within Trespassers. Miscellaneous. Total. PaS8engerS - Empl0yeeS ' PaS8engerS " Empl0yee9 " I—. • Employees. p °®». SiiTyf ° r ™ Em& P?rtns. T3 T3 .13 .13 . T5 , d . t3 T3 T3 T3 .13 . T3 T3 g T3 gT3 £> £ T3 £> 'O g'd g'O £ T3 £-73 gT3 ?> T3 P ® g ,© 3j2 S J2 £ .2 p® S — S — p .£ =! ® £ .2 53 M§'aB'5iS'HS'§5'5ifB5'5 5 I a S _S 5 _3 S S S S" M £ i Whangarei .. .. .. 1 4 7 1 3 .. 37 .. .. 1 52 Kaihu .. 1 1 2 Gisborne .. 1 1 5 7 Island Main Line .. 3 .. 11 3 11 4 133 3 72 1 1 .. .. 6 8 1 3 2 154 2 518 .. .. 22 914 and Branches South Island Main Line 1 2 3 3 69 1 59 4 5 8 1 1 1 94 1 476 .. .. 14 715 and Branches Westport .. 1 5 .. 3 1 24 ! 34 Nelson .. 1 2 .. 3 6 Picton .. 1 1 .. 5 7 Totals .. .. 4 .. 14 : 5 14 7 214 4 142 1 1 4 12 17 2 4 3 254 3 1,069 .. .. 37 1,737
D.—2.
34
RETURN No. 24. Locomotive Returns for the Year ended 31st March, 1925.
§ Engine-mileage. Quantity of Stores. Cost. Cost per Engine-mile, in Pence. o '5b a a „ H Details. Running. Repairs. Running. Repairs. Running. d Type. - .2 Type. o — — m % Assisting, w . Total. Wages Total. Wages Total. 9 Train. Shunting, t v »in Coal. Oil. Tallow. Waste. and Stores. Fuel. Wages. and Stores. Fuel. Wages. ® P and Empty. ' Material. Material. £ 2 w WHANGAREI SECTION. Cwt. Qt, Lb. Lb. £ £ £ £ £ F* .. 2 58 1,480 28,744 30,282 5,065 398 32 124 128 19 295 504 946 1-01 0-16 2-34 3-99 7-50 477 F*. FA* .. .. 4 4,843 3,780 28,231 36,854 9,484 565 38 173 1,613 27 550 769 2,959 10-50 0-18 3-58 5-01 19-27 510 FA*. WE .. .. 6 66,178 25,074 3,027 94,279 56,638 3,663 267 1,295 6,540 1S7 3,314 3,840 13,881 16-65 0-48 8-43 9-77 35-33 1,092 WB. Wd .. .. 3 37,019 12,325 1,234 50,578 33,259 1,900 145 645 1.644 94 1,947 1,987 5,672 7-80 0-44 9-24 9-42 26-90 566 WD. Wr .. .. 4 26,760 6,223 24,854 57,837 22,395 1,300 97 424 2,997 64 1,311 1,230 5,602 12-43 0-26 5-44 5-10 23-23 617 WE. Totals .. 19 134,858 48,882 86,090 269,830 126,841 7,826 579 2,661 12,922 391 7,417 8,330 29,060 11-49 0-35 6-59 7-41 25-84 3,262 General charges .. .. .. .. .. .. .. .. .. .. .. .. .. 3,329 .. .. .. .. 2-96 86,090 269,830 32,389 28-80 11,471 11,471f 1,421} Totals .. .. 134,858 48,882 74,619 258,359 .. .. .. .. .. .. .. .. 30,968 KAIHU SECTION. F .. .. 2 17,232 4,125 799 22,156 6,838 ! 595 57 | 202 360 31 827 817 2,035 3-90 0-33 8-96 8-85 22-04 313 F. General charges .. .. .. .. .. .. • • .... .. .. .. .. 166 .. .. .. .. 1-80 799 22,156 | j 2,201 I 23-84 775 775t ! 72+ ' . . Totals .. .. 17,232 4,125 24 21,381 .. j .. .. ! .. .. .. I 2,129 .. .. .. I . GIS BORNE SECTION. FA .. .. 1 2,182 319 .. 2,501 654 89 4 50 93 5 104 118 320 8-92 0-48 9-98 11-32 30-70 38 FA. WA .. .. 6 63,427 14,161 82 77,670 35,796 2,803 103 953 4,501 139 5,718 2,688 13,046 13-90 0-43 17-67 8-30 40-30 678 WA. Totals .. 7 65,609 14,480 82 80,171 36,450 2,892 107 1,003 4,594 144 5,822 2,806 13,366 13-75 0-43 17-43 8-40 40-01 716 General charges .. .. .. .. .. .. .. .. .. .. .. .. • • 1,046 .. .. .. .. 3-13 82 80,171 14,412 43-14 29 29f 12} Totals .. .. 65,609 14,480 53 80,142 .. .. .. .. .. .. .. .. 14,400 Note. —One Wb loco, transferred to Westport Section, and one Fa, one Wd, and two Wf locos, transferred from North Island Main Line and Branches to Whaagarei. * Gang, fuel, and stores for one F for twelve months one Fa for six months, one Fa for ten months, and one Fa for seven months supplied by Public Works Department. t Mileage run by engines performing work-train services for Maintenance Branch, "working-expenses" classifications. J Credits for same from Maintenance Branch.
9—D. 2,
D.—2,
RETURN No. 24—continued. Locomotive Returns for the Year ended 31st March, 1925—continued.
35
! © Engine-mileage. Quantity of Stores. Cost. Cost per Engine-mile, in Pence. .2 - '5b — : • a 3 H Details. Running. Repairs. Running. Repairs. Running. <& m Type ! s ® Type. o i , 02 U I j Ja I Assisting, w , Total Wages Total. Wages Total. .3 8 Train. i Shunting, Coal. Oil. Tallow. Waste. and Stores. Fuel. Wages. and Stores. Fuel. Wages. ® 0 land Emptv. » iain - Material. Material. £ s j ! ? NORTH ISLAND MAIN LINE AND BRANCHES. Cwt. Qt. Lb. Lb. £ £ £ £ £ A .. . 50, 958,998 172,841 28,616 1,160,455 595,991 50,540 ' 2,458 18,685 51,531 2,708 63,938 40.722 158,899 10-60 0-56 I 13-22 8-42 32-86 10,443 A. Aa .. ..lb! 207,493 33,558 1,468 242.519 134,560 9,591 688 3,549 8,418 529 14,403 8,028 31.378 8-33 0-52 j 14-25 7-94 31-04 2,059 Aa. Ab .. ! 58 1,417,898 183,821 6,55.7 1.608,276 743,102 57,777 12,758 20.419 32,365 3,088 79,687 47,571 162,711 4-84 0-46 I 11-89 7-09 24-28 12.241 AB. Bb •• .. i 30 600,960 152.944 8.033 761.937 428,829 28,766 | 1,373 8,597 24,484 1,493 45,979 27,370 99,326 7-71 0-47 ' 14-48 8-62 31-28 7.131 Bb. Be .. ..I 1 7.894 1,651 1.132 10,677 7,620 588! 70 313 107 35 820 483 1,445 2-40 0-79 ! 1S-43 10-86 32-48 167 Be. D .. 1 . . . . . . . . . . . . . . 13 . . .. . . 13 D. F* .. .. I 22 | 5,899 179,434 16,673 202,006 53.233 5,097 I 285 2,062 8,465 280 5,074 10,064 23,883 10-05 0-33 6-03 11-95 28-36 4,308 F*. Fa* .. .. 3 ' 46 36,260 16,649 52,955 14.464 1,132 I 43 397 2,604 64 1.323 2,234 6,225 11-80 0-29 5-99 10-13 28-21 686 FA*. H .. .. 6 13,667 28,297 544 42.508 48,550 2,925 199 1,507 5,999 181 5,215 4,428 15,823 33-87 1-02 29-44 25-00 89-33 1,234 H. J .. ..14 226 271,112 162 271.500 119.163 9,370 505 3,674 6,711 546 12.298 15,720 35,275 5-93 0-48 10-87 13-90 31-18 3,124 J. L* .. .. 4 I 13,744 12,670 6,076 32,490 8,844 741 54 371 1,226 44 946 1,618 3,834 9-05 0-33 I 6-98 11-96 28-32 632 L*. M ■■ .. 2 14,489 15,797 1,374 31,660 11.152 872 43 292 1,532 47 1.192 ! ,455 4,226 11-62 0-35 9-03 11-03 32-03 453 M. N .. .. 8 22.947 43.610 216 66,773 34,174 2,344 142 840 3,048 128 3,663 3,505 10,344 10-95 0-46 13-16 12-60 37-17 806 N. N (compound) . . i 1 3.257 2,831 .. 6,088 2,466 220 14 88 51 12 263 201 527 2-01 0-47 10-37 7-92 20-77 82 N (compound). Na .. .. I 2 15,156 3,927 120 19,203 9,010 672 32 240 1,120 36 965 714 2,835 14-00 0-44 12-06 8-93 35-43 186 NA. Nc .. .. 2 12.840 3,184 .. 16.024 7.967 622 35 227 2.291 34 852 685 3,862 34-32 0-50 12-76 10-26 57-84 180 No. Oa .. .. 1 13,892 2,501 634 17.027 8,399 669 31 217 174 35 903 610 1,722 2-45 0-49 12-73 8-60 24-27 198 Oa. Ob .. .. 2 40,970 5,643 2 46.615 25.747 1.601 75 495 668 84 2,759 1,573 5,084 3-43 0-43 14-20 8-11 26-17 476 OB. Oc .. ..I 1 12,600 I 1,723 47 14,370 8.175 518 28 193 2,505 28 855 571 3,959 41-84 0-46 14-28 9-54 66-12 166 Oc. P . . 2 .. .. .. .. . . .. . . .. 3 .. .. .. 3 P. Q ..6 109.800 1 16,640 13,278 139,718 82,812 5,200 233 1,660 4.380 273 8,841 5,473 18,967 7-52 0-47 15-19 9-40 32-58 1,343 Q. R* .. .. | 5 1,787 ; 24,037 13.641 39,465 12.408 982 64 452 435 57 1.246 1,771 3,509 2-64 0-35 7-58 10-77 21-34 782 R*. "S* .. 3 160 4,283 10,518 14,961 1,809 113 10 60 130 7 192 337 666 2-10 0-11 3-08 5-40 10-69 234 S*. T .. ! 1 43 14,492 4,174 18.709 9.535 714 24 221 157 37 956 1,045 2,195 2-02 0-47 12-26 13-40 28-15 245 T. UD .. ; 2 25,970 8,899 65 34.934 18,726 1,370 86 591 2,050 76 1.979 1,615 5,720 14-08 0-52 13-60 11-09 39-29 474 UD. V .. 1 58 9,226 .. 9,284 5,658 397 26 140 64 23 613 555 1,255 1-65 0-59 15-85 14-35 32-44 107 V. Wa .. .. 2 18,853 9.776 3,838 32,467 11,709 968 62 364 1,789 52 1,255 1,285 4,381 13-22 0-39 9-27 9-50 32-38 348 WA. Wa (converted) 3 16,853 : 27,738 3,678 48,269 19,161 1,647 101 701 660 93 2,022 2,404 5,179 3-28 0-46 : 10-05 11-96 25-75 616 Wa (converted). Wab .. .. 3 54,461 3,042 110 57.613 33,886 2,604 149 809 1,537 134 3,634 1,930 7,235 6-40 0-56 I 15-14 8-03 30-13 633 Wab. Wb .. .. 1 .. 567 171 738 413 33 1 2 1 40 37 80 0-65 0-33 13-00 12-03 26-01 11 WB. Note. —Two M locos, written off during the year, and one D loco, sold; one Fa, one Wd, and two Wf locos, transferred to Whangarei, and one Wf to South Island Main Line and Branches. * Gang, fuel, and stores for one F for two months, one F for three months, one Fa for four months, one L for three months, one R for eight months, one S for five months, one Wg for six months, and one Wh for nine months supplied by Public Works Department; small tank and two F's supplied by Stores Branch for twelve months.
D.—2
36
RETURN No. 24—continued. Locomotive Returns for the Year ended 31st March, 1925—continued.
© Engine-mileage. ' Quantity of Stores. Cost. Cost per Engine-mile, in Pence. fl a " " ' ~ a p e Details. Running. Repairs. Running. Repairs. Running. g Type ° _ 00 in II n & Assisting, w . Total "Wages Total. Wages ; Total. .- S Train. I Shunting, Coal. I Oil. : Tallow. Waste. and Stores. Fuel. Wages. and , Stores. Fuel. Wages. >, a I and Empty. J J j j Material. Material, j NORTH ISLAND MAIN LINE AND BRAN CHES —continued. Cwt. Qt. Lb. Lb. £ £ £ £ £ Wd .. .. 8 1 64,919 62,308 12,742 139,969 73,555 4,912 289 1,864 3,053 275 7,858 6,541 17,727 5-23 0-47 13-47 11-22 30-39 1,724 WD. We .. .. 1 964 10,743 32 11,739 6,585 428 39 266 179 29 709 664 1,581 3-66 0-59 14-50 13-57 32-32 238 WE. WF .. .. Hi 85,968 89,608 34,938 210,514 95,618 7,968 455 3,051 10,790 438 10,234 9,298 30,760 12-30 0-50 11-67 10-60 35-07 2,721 WE. Wg* .. .. 20 1 141,500 192,436 27,583 361,519 189,301 14,070 747 5,557 12,887 792 20,129 16,761 50,569 8-56 0-52 13-36 11-13 33-57 4,335 Wo*. Wh* .. . 2 5,250 17,375 14,548 37,173 8,094 781 49 412 1,225 49 832 1,290 3,396 7-91 0-31 5-37 8-33 21-92 441 WH* Wj .. .. 1 7,381 7,243 .. 14,624 11,920 588 30 211 1,014 34 1,269 783 3,100 16-64 0-56 20-83 12-85 50-88 186 Wj. Ws .. .. 9 229,097 33,918 126 263,141 138.875 10,035 213 2,379 4,244 506 14,869 9,631 29,250 3-86 0-46 13-55 8-81 26-68 2,273 Ws. Ww .4 .. 48 755,279 284,155 15,459 1,054,893 546,253 39,906 1,893 12,590 38,408 2,096 58,585 43,755 142,844 8-74 0-48 13-32 9-95 32-49 12,054 Ww. X .. .. 18 356,780 27,286 53 384,119 281,531 28,004 853 6,965 17,382 1,355 30,164 15,647 64,548 10-86 0-85 18-85 9-77 40-33 3,480 X. Small tame*, 1 !®.. 1 .. 356 .. 356 .. .. .. .. .. .. .. .. .. .. .. .. .. .. 79 Small tank.* Steam car .. 1 .. 665 .. 660 10 .. .. .. .. .. 1 23 24 . . .. 0-36 8-30 8-66 9 Steam car. Rail motor No. 1 1 Not working .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. R'l motor No. 1. Rail motor No. 2 1 Not work ing .. .. . . .. .. .. .. .. . . . . . . . . .. .. .. .. . . R'l motor No. 2. Totals .. 369 5,238,099 1,996,597 243,257 7,477,953 3,809,305 294,765 14,156 100,460 253,701 15,699 406,563 288,397 964,360 8-14 0-50 13-05 9-26 30-95 76,905 General charges • • •. .. . ■ • • .. .. .. . . .. • . . . 147, 151 . . . . .. .. 4-72 243,257 7,477,953 1.111,511 35-67 150,550 150,550f {18,976 Totals] .. .. 5,238,099 1,996,597 92,707 7,327,403 .. .. .. .. .. .. .. .. 1,092,535 .. ! i I : Note. —Two M locos, written off during the year, and one D loco, sold; one Fa, one Wd, and two Wp locos, transferred to Whangarei, and one Wf to South Island Main Line and Branches. * Gang, fuel, and stores for one F for two months, one F for three months, one Fa for four months, one L for three months, one R for eight months, one S for five months, one Wg for six months, and one Wh for nine months supplied by Public Works Department; small tank and two F's supplied by Stores Branch for twelve months. t Mileage run by engines performing work-train services for Maintenance Branch, " working-expenses" classifications. i Credits for same from Maintenance Branch.
D.—'2
37
RETURN No. 24—continued. Locomotive Returns for the Year ended 31st March, 1925—continued.
— _ j S Engine-mileage. Quantity of Stores. Cost. Cost per Engine-mile, in Pence. | s . W Details. Running. Repairs. Running. Repairs. Running. <a Tvpe. «♦- S o cc % j Assisting, w , Total Wages Total. Wages Total. .9 £ Train. Shunting, . Coal. Oil. Tallow. Waste. and Stores. Fuel. Wages. and Stores Fuel. Wages. ® z I and Empty. ' Material. j Material. 5 I ! __j i SOUTH ISLAND MAIN LINE AND BRANCHES. fipl Cwt. Q.t. Lb. Lb. ; £ £ £ £ £ A .. .. 7 89,615 6,892 2,006 98,513 59,820 4,635 237 1,740 12,180 237 6,082 3.939 22,438 29-67 0-57 1481 9-59 54-64 869 A. Ab 409 .. 1 8,914 810 .. 9,724 5,832 371 11 138 2,985 20 607 337 3,949 . 73-67 0-49 14-98 8-31 97-45 82 AB 409. AB .. .. 34 989,733 108,136 355 1,098.224 522,813 38,374 1,664 12,878 29,298 1,937 53,477 34,840 119,552 6-40 0-42 11-68 7-61 26-11 8,086 Ab. B .. .. 8 149,107 30,347 413 179,867 122,020 7,905 295 2,578 13,520 397 12.200 7,457 33.574 18-03 0-52 16-27 9-95 44-77 1,772 B. Ba .. .. 10 128,379 41.341 14 169.734 115,859 8,572 405 3,212 12.577 448 31.662 8,389 33,076 17-78 0-63 16-48 11-86 46-75 2,148 BA. D .. 1 .. 7,690 1,232 8,922 1.990 187 13 109 471 10 106 252 839 12-66 0-26 2-85 6-77 22-54 227 D. F* .. .. 42 43,406 506,963 56,466 606,835 181,660 20,305 1,235 8,163 15,718 1,060 17,342 33,024 67.144 1 6-21 0-41 6-85 13-06 26-53 9.505 F*. Fa .. .. 3 21,306 14,981 1.480 37,767 15,407 1.598 82 732 2,772 91 1,592 2.004 6.459 17-61 0-57 10-11 12-73 41-02 604 FA. J .. .. 14 82,118 109,431 36.716 228.265 96,132 7,778 541 3,393 6,776 429 9,923 11,229 28.357 7-12 0-45 10-43 11-80 29-80 2,849 J. K .. .. 5 32,407 5,636 5,916 43,959 14,637 1,135 152 776 985 70 1.502 1,579 4,136 5-37 0-38 8-20 8-62 22-57 614 K. L .. .. 1 8,244 3,522 930 12,696 4,625 315 30 197 750 19 473 716 1.958 14-17 0-35 8-94 13-53 36-99 219 L. La .. .. 2 142 4,005 23,620 27,767 8.964 852 52 324 724 44 935 1.068 i 2.771 6-25 0-38 8-08 9-23 23-94 361 La. N 3 32,555 30,600 116 63,271 32,774 2,081 131 800 1,586 110 3.411 2,486 7.593 6-01 0-41 12-93 9-42 28-77 667 N. P ..6 84,033 18,761 402 103,196 49,981 2.604 263 1.551 2,617 154 5.115 4,387 12.273 6-08 0-35 11-89 10-20 28-52 1,264 P. Q .. 7 190,565 18,060 1,049 209,674 133,750 8.121 310 2,518 4,850 401 i 13,472 7,477 26.200 -5-55 0-45 15-42 1 8-55 29-97 1,629 Q. R .. ..: 7 12,896 68,602 1.102 82,600 30.269 2,766 231 1,738! 2,515 174 3,138 5,173 11.000 7-30 0-50 9-11 15-03 31-94 1,398 R. T .. 3 12,760 18,668 328 31,756 16,845 1,446 88 689 1.798 81 1.657 1.998 5.534 13-58 0-61 12-52 15-10 41-81 540 T. U .. ... 9 188,847 17,354 16 206.217 98.190 7,499 408 2,879 10,043 388 10.070 6,683 27.184 11-68 0-45 11-71 7-77 31-61 1,826 U. Ua .. .. 6 149,318: 13,805 454 163,577 80,783 5,141 334 2,148 3,505 275! 8.300 5,382 17,462 5-14 0-40 12-17 7-89 25-60 1,432 Ua. Ub .. .. 22 420,889 62,763 2.061 485,713 284,934 17,412 729 j 6,749 19,748 907 i 29.178 18,245 68,078 9-75 0-44 14-41 9-01 33-61 4,816 TIb. Uo .. .. 10 199,633 36,193 1,184 237,010 134,665 8,490 433:2,897 7,981 434 13,819 8,894 31,128 8-08 0-43 13-99 9-00 31-50 2,350 Uc. V .. .. 8 135,176 30.656 205 166.037 82,076 5,169 421 2,438 3,359 283 8.424 6,316 18,382 4-85 0-40 12 17 9-12 26-54 1,772 V. W .. 2 17,816 8.260 102 26.178 16,398 1.081 73 412 2,692 58 1,707 1.464 5.921 24-68 0-53 15-64 13-42 54-27 389 W. Wa .. .. 3 34,098 10,931 23 45.052 25.437 1,685 102 617 2,655 88 2.642 2,127 7,512 14-14 0-46 14-07 11-33 40-00 580 WA. Wa (converted.. 1 5,816 6.442 1,159 13,417 5,085 568 28 361 170 35 528 718 1,451 3-04 0-62 9-44 12-84 25-94 220 Wa (converted*. Wd .. .. 7 76,600 64.705 570 141.875 77,561 5,897 275 ; 2,117 4,795 314 7.781 6.721 19,611 8-11 0-53 13-16 11-36 33-16 1,700 WB. We .. .. 1 10,517 5.212 122 15.851 10,701 724 48 252 984 36 1.111 868 2,999 14-89 0-54 16-82 13-14 45-39 232 WE. Wf .. .. 17 230,800 83,274 10,463 324,537 157,515 12,713 644 4,737 13,121 672 16,192 13,619 i 43.604 9-70 0-49 11-97 10-07 32-23 3,669 Wl. Ww .. .. 2 44,397 12,806 798 58.001 28,630 2.397 62 731 1,175 121 2.911 2,465 6,672 4-86 0-50 12-04 10-19 27-59 527 Ww. Elf ■■ 1 8 202 6,112 6,322 .. 167 2 66 214 11 .. 241 466 8-12 0-41 .. 9-14 17-67 139 El.f E2-6f .. 5 38,600 6,637 .. 45,237 .. 1.197 9 378 1,632 80 .. 1,737 3,449 8-65 0-42 .. 9-21 18-28 916 E2-6.f Totals .. 248 3,438,695 1,353,685 155,414 4,947,794 2,415,353 179,185 9,308 68,318 184,196 9,384 245,357 201,835 640,772 8-93 0-45 11-90 9-79 31-07 53,402 General charges .. .. .. .. .. .. .. .. .. .. ,, .. 102,215 .. - - .. 4-96 155,414 4,947,794 742,987 36-03 89,432 89,432 J 12,304§ Totals .. .. 3,438,695 1,353,685 65,982 4,858,362 .. .. .. .. .. .. .. .. 730,683 Note. —Two LA locos., one T loco, and two V locos, written of! during the year; and one WF loco, transferred from North Island Main Line and Branches. * Gang, fuel, and stores for one F for four months, two F's for twelve months, and one F for seven months supplied by Public Works Department.. + Electric locos, at Otlra. 1 Mileage run by engines performing work-train services tor Maintenance Branch, "working-expenses" classifications. § Credits for same from Maintenance Branch.
b.—2
38
RETURN No. 24—continued. Locomotive Returns for the Year ended 31st March, 1925—continued.
. _ I j • ■ - I g 1 Engine-mileage. Quantity of Stores. Cost. ■ Cost per Engine-mile, in Pence. I - I a g m H Details. Runuing. Repairs. Running. Repairs. Running. S m Type. j 2 Type. o . l -ji Ji Assisting, wm-ir Total Wages Total. Wages Total. .9 5 Train. Shunting, t „ - n Coal. Oil. Tallow. Waste. and Stores. Fuel. Wages. and Stores.. Fuel. ; Wages. 3 and Empty. ' Material. Material. WESTPORT SECTION. -i . . 7 Cwt. Q,t. lb. lb. £ £ £ £ £ C .. 1 | Not work ing .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. C. F .. .. 5 1 2,502 24.485 4,393 31,380 8,735 1,255 103 540 1,110 73 555 2,042 3.780 8-49 0-56 4-24 15-62 28-91 562 F. Fa .. .. 2 14,749 13,980 617 29,346 12,390 1,093 75 457 769 64 788 1.483 3,104 6-29 0-52 6-44 12-13 25-38 466 FA. WB* .. .. . 6 : 70,389 32,908 124 103,421 65,807 4,076 258 1,800 8,335 245 4.185 4.390 17,155 19-34 0-57 9-71 10-19 39-81 1,204 WB*. j Totals .. 14 87,640 71,373 5,134 164,147 86,932 ( 6,424 436 2,797 10,214 382 5,528 7.915 24,039 14-93 0-56 8-08 11-57 35-14 2,232 General charges . .. ; .. .. .. .. .. ' .. .. .. .. . . .. 3,634 .. .. .. .. 5-32 5,134 164,147 .. .. .. .. 27.673 40-46 1,015 1,015f lOOJ Totals .. .. 87,640 71,373 4,119 163,132 .. .. .. 27.573 „ ;J NELSON SECTION. F .. ..1 1,153 6,025 i .. 7,178 1,637 265 17 166 347 13 188 335 i 883 11-60 0-43 6-29 11-20 29-52 176 F. Fa .. ,. 3 28,685 8,151 366 37,202 12.601 1,056 68 530 471 47 1,434 1,235 i 3.187 3-04 0-30 9-25 7-97 20-56 553 Fa. WF .. .. 2 26,631 3,398 , 10 30,039 12,267 1.081 60 471 979 50 1,384 988 3.401 7-82 0-40 11-06 7-89 27-17 413 WF. . ! Totals .. 6 56,469 17,574 ; 376 74.419 26,505 2,402 145 1,167, 1,797 110 3.006 2,558 7,471 5-80 0-35 9-69 8-25 24-09 1,142 General charges .. .. .. , •• •• .. j •• .. 1,791 .. .. .. .. 5-78 | — ■ 376 74,419 j 9,262 29-87 230 230+ ! 56J Totals .. .. 56,469 < 17,574 i 146 74,189 .. .. I .. 9.206 ; .. .. ; .. PICTON SECTION. Fa .. .. 2 7,456 4,982 10 12,448 4,874 497 35 355 707 33 ! 575 582 1,897 13-63 0-63 11-09 11-22 36-57 289 FA. Wf .. .. 4 37,565 21,316 1,022 59,903 23,390 2,099 129 1,099 1,240 130 2,756 2,391 6,517 4-97 0-52 11-04 9-58 26-11 882 WF. Totals .. 6 45,021 26,298 1,032 72.351 28,264 2,596 164 1,454 1,947 163 3,331 2,973 8,414 6-46 0-54 11-05 9-86 27-91 1,171 General charges .. .. .. .. .. .. .. .. .. • • • • • • • • 1,832 .. .. .. .. 6-0.8 1,032 72,351 10,246 33-99 1,032 1,032+ 115} Totals 45,021 26,298 71,319 ._. „ . . .. .. 10,131 .. _ .. * One AYb loco, transferred from AVhangarei Section. i Mileage run by engines performing work-train services for Maintenance Branch, "working-expenses " classifications. Credits for same from Maintenance Branch.
39
D.—2
By Authority : W. A. G. Sktmner, Government Printer. Wellington.— 1925.
RETURN No. 24—continued. Summary of Table 24.
. Engine-mileage. Quantity of Stores. Cost. Cost per Engine-mile in Pence. ~ £ S | 'Sr S W 6 2 % c Detail. Running. Repairs. Running. Repairs. Running. I £ g« g © S • I x I General 33.5 Total a 3 © • * Days in *S I x> v . , I - I I Charges, g | fj Cost. -g o *3 & Steam. Assisting,! Total. 61 " ! i wTotal. w jTotal. cdH <iS ®.2 ©.-£ j S ! Wort able Mileage. , I Wages Wage;? w o o „ c Train. , 7™;™ Mileage. Coal. : Oil. Tallow.! Waste. and Stores, j Fuel. Wages. and Ma-Stores. Fuel. Wages, J o & g -gts £ H | Empty. • : I MateriaL ! teria1 ' I 8 * | S I & S » I j j .11 ill ° B Hi £ ALL SECTIONS. j Cwt. Qt. Lb. Lb. £ £ £ £ £ £ £ £ ! £ Whangarei 19 134,858 48,882 80,090 269,830 11,471 258,359 126,841 7,826 579 2.661 12.922 391 7,417 8,330 29.060 11-49 0-35 6-59 7-4125-84 3,329 2-96 32,389 28-80 1,421 30,968 3,262 Kaihu .. 2 17,232 4,125 799 22,156 775 21,381 6,838 595 57 202 360 31 827 817 2,035 3-90 0-33 8-96 8-85 22-04 166 1-80 2,201 23-84 72 2,129 313 Gisborne .. 7 65,609 14,480 82 80,171 29 80,142 36,450 2,892 107 1,003 4,594 144 5,822 2,806 13,366 13-75 0-43 17-43 8-4040-01 1,046 3-13 14,412 43-14 12 14,400 716 N.I.M.L. and 369 5,238,0991,996,597 243,257 7,477,953150,550 7,327,403 3,809,305 294.76514,156100,460 253,701 15,699 406,563 288,397 964,360 8-14 0-50 13-05 9-26 30-95 147,151 4-721,111,511 35-67 18,9761,092,535 76,905 Branches S.I.M.L. and 248 3,438,6951,353,685155,414 4,947,794 89,432 4,858,362 2,415,353179,185 9,308 68,318184,196 9,384245,357 201,835 640,772 8-93 0-45 11-90 9-79 31-07102,215 4-96 742,987 36-0312,304 730,683153,402 Branches Westport .. 14 87,640 71,373 5,134 164,147 1,015 163,132 86,932 6,424 436 2,797 10,214 382 5,528 7,915 24,039 14-93 0-56 8-08 11-57 35-14 3.634 5-32 27,673 40-46 100 27,573 2,232 Nelson .. 6 56,469 17,574 376 74,419! 230 74,189 26,505 2,402 145 1,167 1,797 110 3,006 2,558 7,471 5-80 0-35 9-69 8-25 24-09 1,791 5-78 9,262 29-87 56 9,206; 1,142 Picton .. 6 45,021 26,298 1,032 72,351 1,032 71,319 28,264 2,596 164 1,454 1,947 163 3,331 2,973 8.414 6-46 0-54 11-05 9-86 27-91 1.832 6-08 10,246 33-99 115 10,131! 1,171 Grand totals 671 9,083, 623 ! 3,533,014492, 184 13,108,821 254,534 12,854,287 6,536,488 496,685 24,952 178,062469,731 26,304677,851 515,6311,689,517 8-60 0-48 12-41 9-44 30-93 261,164 4-781,950,681 35-71 33,056 1,917,625!l39, 143 ! ; ; ' ; i
D.—2
REVENUE.
EXPENDITURE.
D.—2.
D. — 2.
D—2
MAP OF NEW ZEALAND, SHOWING RAILWAY AND STEAMER ROUTES, AND ROAD CONNECTIONS.
D_2
DIAGRAM OF 56ft. SLEEPING CAR FOR 18 PASSNGERS.
D.—2.
WELLINGTON.
Site of New Kail way-yard and Locomotive-depot, showing Sea-wall and Reclamation in progress. 11th August, 1925.
1).—2
ENGINES ON NEW ZEALAND RAILWAYS: PAST.
Photo, W. Stewart.
Old Broad-gauge Locomotive, 2-4-0 Type.
Makers, Slaughter, Grunning, and Co., Bristol (now Avonside Engine Company), 1862. Diameter of coupled wheels, 5 ft. 6 in. ; cylinders (inside), 15 in. by 21 in. Workingpressure, 130 lb. per square inch ; water capacity, 600 gallons ; tractive power, 7,450 lb. Weight in working trim, 32 tons 10 cwt. This engine ran on the pioneer New Zealand railway opened in the Canterbury Province in 1863 between Christchurch and Ferrymead (Heathcote) and Christchurch and Dunsandel. Gauge, 5 ft. 3 in. This engine, together with the greater part of the broad-gauge stock, was sold to the South Australian Government Railway in 1878.
Old Class A Tank Engine, 0-4-0 Type.
Makers, Dubs and Co., Glasgow, 1873. Diameter of wheels, 2 ft. 6J in. ; cylinders,. 8 in. by 15 in. Working-pressure, 120 lb. per square inch ; tractive power, 3,000 lb. Water capacity, 250 gallons. Weight in working trim, 11J tons.
D.--2
ENGINES ON NEW ZEALAND RAILWAYS: PAST.
Photo, W. Stewart.
Openings of the Auckland-Onehunga Railway, 24th December, 1873.
The train ready to leave Auckland Station. Engine, " Ada," Class F, 0-6-0 type. Makers, Stephenson and Co., 1873. Diameter coupled wheels, 3 ft. OJin. ; cylinders, lOJin. by 18 in. Working-pressure, 1601b. per square inch. Water capacity, 450 gallons. Tractive power, 6,960 lb. Weight in working trim, 20 tons.
Photo, W. Stewart.
Old Class B Double Fairlie Tank Engine, 0-4-4-0 Type.
Makers, Avonside Engineering Company, Bristol, 1874. Diameter of coupled wheels, 3 ft. 3 in. ; cylinders, 9 in. by 16 in. Working-pressure, 1301b. per square inch : tractive power, 6,900 lb. Water capacity, 750 gallons. Weight in working trim, 32 tons.
D.—2,
ENGINES ON NEW ZEALAND RAILWAYS : PRESENT.
Class Ab, Simple Superheated Tender Engine, 4-6-2, "Pacific" Type.
Built in New Zealand Government Railway Workshops. Diameter coupled wheels, 4 ft. Gin.; cylinders, 17 in. by 26 in. Working-pressure, 180 lb. per square inch. Water capacity, 3,500 gallons. Tractive power, 20,000 lb. Weight in working trim, 84 tons 15 cwt.
Class Ws, Simple Superheated Tank Engine, 4-6-4 Type.
Built in New Zealand Government Railway Workshops. Diameter coupled wheels, 4 ft. 6 in.; cylinders, 17 in. by 26 in. Working-pressure, 200 11) per square inch. Water capacity, 1,700 gallons. Tractive power, 22,2501b. Weight in working trim, 71 tons 10 cwt.
£>,- 2
Twin-screw Steamer "Earnslaw," of the New Zealand Government Railways Lake Wakatipu Fleet.
Length, 160 ft.; beam, 24 ft.; draught, 6 ft. 6 in. Passenger accommodation: Cabin, 312; deck, 760: total 1,072. Hold capacity, 40 tons. Engines: Two sets triple-expansion engines, each developing 500 i.h.p. at 200 revolutions:" .Speed, 15 knots per hour. Designed and built in New Zealand.
Permanent link to this item
https://paperspast.natlib.govt.nz/parliamentary/AJHR1925-I.2.2.3.2
Bibliographic details
RAILWAYS STATEMENT BY THE MINISTER OF RAILWAYS, HON. J. G. COATES., Appendix to the Journals of the House of Representatives, 1925 Session I, D-02
Word Count
62,225RAILWAYS STATEMENT BY THE MINISTER OF RAILWAYS, HON. J. G. COATES. Appendix to the Journals of the House of Representatives, 1925 Session I, D-02
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