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

Appendix to the Journals of the House of Representatives, 1928 Session I, D-02

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1928. NEW ZEALAND.

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

Mr. Speaker,— In presenting my sixth annual Railways Statement I have the honour to report that the gross revenue from all sources was £8,524,538, an increase of £89,884 on that of the previous year, whilst the expenditure was £6,685,123, an increase of £194,243. The net earnings, therefore, amounted, to £1,839,415, or £111,360 better than anticipated in the forecast given in my last year's Statement. The net revenue amounted to £1,839,415, as compared with £1,943,774 last year, a decrease of £104,359 ; while interest charges increased from £2,043,433 to £2,130,867, or by £87,434. Included in the gross revenue is the sum of £489,568 credited in respect of developmental lines, a sum which is higher by £44,347 than the corresponding amount for the previous year. A sum to cover accrued depreciation and provision for renewals, amounting to £615,674, was debited during the year to working-expenses. Against this there was an expenditure of £321,542 for assets written off or renewals effected during the year. The net increase in the Renewals and Depreciation Fund was therefore £294,132, the total amount standing at credit of the fund at the close of the year being £930,870. Interest charges increased from £2,043,433 to £2,130,867, or by £87,434. Of this increase, new lines taken, over during the year accounted, for £11,608, while the balance was due to improvement works and the provision of additional rollingstock. The interest burden on improvement works under construction was particularly high this year, amounting to £75,000. This amount is charged to workingexpenses. The revenue from passenger traffic decreased by £158,884, or by 7 per cent., the principal contributing factors being the heavy bookings incidental to the tour of our Royal visitors, T.R.H. the Duke and Duchess of York, in the previous year, the competition of road motor services, the increase in the number of private motor-cars, and the trade depression through which the country has been passing. Unfortunately, it has not been possible to reduce expenditure on passenger services in keeping with the very heavy shrinkage in revenue, but, on the contrary, it has been necessary to provide more attractive services at higher cost in the endeavour to retain existing business. This is borne out by the fact that the revenue per passengertrain mile decreased by nearly 11 per cent. It is noteworthy that low-rate suburban season-ticket traffic shows an increase of more than 5 per cent., with a corresponding increase in the peak load for which accommodation must be provided. This is an important aspect of the railway business when its financial returns are being considered, and is further commented on later in this Statement.

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Freight revenue increased by £83,9(59, or approximately 2 per cent. Substantial increases in live-stock, grain, frozen meat, dairy-produce, wool, native coal, motorspirit, cement, and manures were to some extent offset by a decrease in timber and road-metal. Tt is unfortunately a fact, however, that owing to the operations of competition by road services the railways are not securing the full benefit of the increased primary production in the Dominion. On the expenditure side the principal increases occurred in maintenance of permanent-way and signals (£74,743) and maintenance of rolling-stock (£77,283). The increase in permanent-way expenditure is due partly to the greater average mileage of track maintained (twenty-one miles) and the necessity for improving the condition of tracks and bridges to carry a greater volume of high-speed traffic, and heavier axle-loads. The increased cost of maintaining rolling-stock is attributable largely to the higher overhead charges arising out of the workshops reorganization, on which heavy expenditure (that is not yet reproductive) has been incurred. This is a transitory circumstance which will automatically right itself when the reorganization is complete and the assets represented by the old workshops have been realized upon. The greater number of dwellings provided for the railway staff was responsible for an increase of £24,717 in expenditure, while additional road motor services account for an increase of £23,877, including full provision for interest, depreciation, and maintenance. During the year the number of men employed was considerably in excess of requirements, but as a matter of policy their services were retained in order to relieve unemployment.

RETIREMENT OF RAILWAY BOARD

Mr. F. J. Jones, Chairman of the Railway Board of Management, retired on tlie 31st March. 1928, and the necessity arose for a reorganization of the railway administration. Of the remaining two members of the Board, Mr. A. W. Mouat had already asked to be allowed to retire and Mr. J. Mason expressed his willingness to retire in order to facilitate the Government's efforts to secure a permanency in administration. xlfter carefully considering all aspects of the matter, the Government decided to appoint Mr. H. H. Sterling to the position of General Manager. Tt will be remembered that Mr. Sterling was Assistant General Manager a few years ago, and that he was later a member of the Railway Board, from which he resigned to take up the important position of General Manager for the New Zealand Co-operative Dairy Company, Ltd. The knowledge thus gained in commercial activities outside a Government department, when coupled with his previous railway experience, should be of very great value, especially in so far as Mr. Sterling has had an opportunity of gauging the attitude of railway users, and gaining actual experience of their points of view. I am sure that his return to the Department as General Manager with an enlarged commercial and executive experience will be of material assistance to the Government in connection with the administration of this important Department.In reference to the retirement of the Board, I desire to express my own keen appreciation, and that of the Government, in regard to the industry applied by the late Board in dealing with the large volume of work necessitated during their term of office by the introduction of new methods and a modernized policy. I also wish it to be placed on record that the Board performed good work at a critical stage of railway history. The long list of reforms in administration and benefits given to the user during the Board's regime, are recognized by all those who patronize our railways. TRANSP( )RT CHARGES.

The goods traffic conveyed on the New Zealand railways shows a steady growth, but it also has suffered severely from road competition, principally in the higherrated classes of goods. The average charge for conveyance of freight traffic by rail last year was 2-41 d. per ton per mile. If this average charge could have been

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increased by as little as 0-Isd. per ton-mile the deficit on the year's working would have been met, while an average charge of 2-9.1 d. would have placed the railways in a position to dispense with the credit received from the Consolidated Fund for the loss incurred on branch-lines and isolated sections. The question of ton-mile costs by any other method of transportation must be kept ever in view. To illustrate my point, I may say it is estimated that to carry existing* railway freight by road—even assuming the roads were in existence and sufficiently strong (which they are not) to carry the freight—its transport would cost no less than Is. and possibly nearer Is. 6d. per ton-mile. In other words, the year's goods-freight of 7,366,762 tons, which, cost less than £5,000,000 to transport by rail, would have cost at least £23,000,000 to transport by road. The impossibility of economically carrying all freight by road is obvious; one need only mention coal, timber, stock, and fertilizers to give point to this statement. Then there are the many inland industries entirely dependent for their very existence upon cheap transport cost, which the railways alone can supply. It must further be remembered that the more freight is carried by road the less will be the benefit derived by the community from the facilities available for cheap transport by rail. (Some particulars of legislation in other countries upon the road-rail problem are given in an Appendix to this Statement.) ROAD MOTOR SERVICES. During the past year the Department's road motor operations have been further extended by the purchase of thirty-eight buses which were operating in the Mutt Valley - Wellington service, and three buses which were furnishing service between Christchurch, Springfield, WhiteclifEs, and. Kowhai Bush. These vehicles were purchased by the Department in continuance of the policy, instituted in the previous year, of effecting a consolidation of the road, and rail services in suitable areas, and the purchase of these fleets from the private owners was successfully carried out by mutual agreement. The rapid extension of the motor-bus is one of the most interesting and significant features of the development of the Dominion's transport system in recent years. Experience clearly demonstrates that the motor-bus has come to stay, and that for city and suburban passenger transportation it has a, definite field of usefulness. The heavy peak traffic in suburban areas is such that it cannot be handled economically by the motor-bus, and the experience gained in the operation of road-vehicle services in suburban areas indicates that the welfare of the travelling public is best served by a co-ordination of the road and rail services rather than by the general supplanting of the railway by the road vehicle. The Department now has a fleet of fifty-six motor-buses in operation, and the policy of developing the road vehicle as an auxiliary to the railway will be continued in areas where the circumstances are such as to warrant the introduction of these services. PASSENGER TRAFFIC. The decline in passenger traffic that has been experienced since the year 1921 has had a very serious effect on the financial position of the railways. The problem is not peculiar to New Zealand, but is causing grave concern to railway managements in practically all countries. In the seven-year period 1914-21 the number of passengers carried by rail increased from 23,200,000 to 28,800,000, or by 24 per cent., and the revenue from £1,450,000 to £2,658,000, or by 83 per cent. Between 1921 and 1928 the number of passengers has decreased to 25,400,000, or by 12 per cent., and the revenue to £2,150,000, or by 19 per cent. The decrease is confined to the more profitable ordinary passenger traffic. Season-ticket business has shown a steady increase, which is very marked in the low-rate suburban weekly tickets. A decline of 6,016,483 ordinary passengers has been accompanied by a decrease of £568,351 in revenue, while an increase of 2,574,365 season-ticket passengers was responsible for an increase of only £59,914 in revenue.

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The following table* sets out the position—

Exclusive of annual season tickets issued to members of the Legislature, which were not included in the returns prior to 1926, the average revenue per season-ticket journey was 3-5d. in 1928 as compared with 3-7d. in 1914. The number of passengers carried at season-ticket rates was 42 per cent, of the total in 1914, 47 per cent, in 1921, and 63 per cent, in 1928, while the seasonticket revenue for the corresponding years was 10 per cent., 7 per cent., and 12 per cent, respectively of the total passenger revenue. The decline in revenue has not been followed by a commensurate decrease in expenditure. On the contrary, it has been necessary to provide increased and faster train services, together with improved facilities and rolling-stock, in the endeavour to meet competitive conditions and retain a fair share of the business. The passenger train-mileage increased by 27 per cent. —from 3,082,000 in 1921 to 3,725,000 in 1928 ; while the revenue per train-mile decreased from 207d. to I31d. —equal to 37 per cent. Every endeavour has been made to reduce costs, but the total running-expenses have increased considerably. Higher train-speeds have resulted in greater expenditure on maintenance of track. Improved standards in the comfort of passenger accommodation have been followed by a constant increase in capital cost, maintenance expenses, and tare weight of carriages, with a reduction in carrying-capacity. In order to encourage traffic, selling and publicity organizations have been built up, improved booking facilities have been provided, and every avenue for exploiting the business has been thoroughly explored. While there is no doubt that this policy has been abundantly justified, it is unquestionable that the cost of carrying a much smaller volume of passenger traffic has increased, both actually and relatively, and the financial position of the railways has been seriously weakened. Had the normal rate of increase that characterized passenger traffic up to the year 1921 been maintained, the passenger revenue of the Department in 1928 would have been at least £3,200,000, or £1,000,000 in excess of the actual result. The additional net cost of earning the revenue would have been very little in excess of the present cost. The railways would have been able to avoid the necessity that arose in 1925 for increasing the charges on certain classes of goods traffic, and would have had a sufficient margin of profit to enable them to effect substantial improvements in the service. The position as it now exists is due wholly to the development of the road motor, and must be accepted as a permanent feature of the transportation problem. Up to the present the decline in rail-borne ordinary passenger traffic shows no sign of having been checked, either in New Zealand or abroad. Investigations made in England indicate that 70 per cent, of the road passengers are carried in private cars, and only 30 per cent, in vehicles plying for hire. If the increase in the number of motor-cars per head of population continues, there is every reason to anticipate further losses in railway-passenger traffic.

., , T , Increase or .Decrease , „ Increase or Decrease ,, jr'. Year. Number. - 0 r. • j Revenue. . 0 t> • j i Revenue per tor Seven-year Period. for Seven-j'ear Period, j j ourne y Ordinary Passengers. Number. % £ £ % d. 1914 .. .. 13,355.893 .. 1,299,929 .. 234 192.1 .. .. 15,315,640 1,959,474 + 15 2,459,362 1,159,433 + 89 38-5 1928 .. .. 9,299,157 ! 6,016,483 -39 1,891,011 568,351 -23 48-8 Season-ticket Passengers. 1914 .. .. 9.817,579 .. 150,550 | .. 3-7 1921 .. .. 13,506,143 3,688,564 +38 198,717 , 48,167 +32 3-5 1928 .. .. 16,080,508 2,574,365 + 16 258,631 j 59,914 +30 3-9 All Passengers. 1914 .. .. 23,173,472 .. 1,450,479 .. 15-0 1921 .. .. 28,821,783 5,648,311+ 24 i 2,658,079 1,207,600 + 83 22-1 1928.. .. 25,379,665 3,442,118 - 12 2,149,642 508,437 - 19 20-3 * For graph, see Appendix. -j- Indicates increase. - Indicates decrease.

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The effect of such losses on the finances is illustrated by the following table : —

A gross profit of 38-06 d. per passenger train-mile in 1914 and 61-86 d. in 1921 has become a loss of 8-10 d. per train-mile in 1928. Not only is passenger traffic making no contribution towards interest charges, but it is not carrying its full share of operating-costs. The loss has been met in part by the increased charges levied classes of freight in 1925, but the balance has not been provided for, and the accumulated loss remains to the debit of the Railway Account. SPECIAL-FEATURE TRAINS. During the year a great advance has been recorded in the developnient of special excursion passenger traffic. The principal methods adopted have been the running of farmers' trains and special week-end trains. Farmers' trains have been developed along progressive lines, and now constitute a well-organized method by which opportunities for holiday-making and for extending knowledge in regard to farming practices and developments have been happily combined. These trains have been run between the principal producing-areas in each Island. Special arrangements have been made by the officers of the Department to ensure that the excursionists were provided with opportunities for obtaining all the information possible in the districts visited. The farmers' organizations in the various provinces have also entered whole-heartedly into the scheme, and have given every encouragement to their members to take the trips. In every case representative farmers have reported that the outing had been very well worth while ; that their knowledge had been considerably extended ; and that they have become better acquainted with those engaged in primary production —even with the people of their own province—on the excursions, through the facilities available for meeting and exchanging ideas upon topics of mutual interest. Leading farmers have gone out of their way to throw their farms open for the inspection of visitors. The latest appliances introduced upon farms and improved methods of working have been made known to the excursionists, and an interchange of useful ideas and information upon the subjects in which they are all interested has done much towards encouraging an improvement in theymethods of production adopted by individual farmers. I believe that the " farmers' train " idea has been more fully developed in New Zealand than in any other country. On some of the excursions the Railway Department has taken full charge of the farmers from the moment they left their home stations to the moment they arrived back again, arranging, in some cases, a full week of travel, instruction, and entertainments for them. Other Departments of State, notably the Argicultural Department, have lent valuable assistance in carrying out the scheme. Agricultural colleges (such as that at Lincoln, and the new Massey Agricultural College at Palmerston North) and experimental farms have been, visited, full information supplied, and lectures given upon all subjects relating to the development of crops, flocks, and herds.

i 1914. 1921. 1928. Operating-costs per train-mile Passenger revenue per passenger train-mile Goods revenue per goods train-mile Gross profit per train-mile— Passenger Goods Ratio of operating-expenses to revenue d. 74-00 112-06 85-35 38-06 11-35 71-24 (.1. 145-14 207-00 141-83 61-86 3-31* 81-59 d. 139-55 131-45 162-46 8-10* 22-91 85-81 * Indicates loss s.

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Throughout these trips accommodation has been arranged, beforehand for the excursionists by the Railway Department. Infmany instances farmers in the districts visitedjdiave made their homes available for the reception of these guests from other provinces, and I feel that a great work has been done for the people of the Dominion at large through the spirited manner in which the farmers' excursions have been conducted, and the practical way in which the farmers of the respective provinces have welcomed and assisted in the entertainment of excursionists. It would be difficult to find in the whole range of the Dominion's social life a movement that has drawn together more effectively people with similar interests, or that has been of so much practical value in the direction of standardiznig farming methods to comply with the most modern developments of scientific production. In arranging these excursions the Railway Department has happily combined service with profit —profit both to itself and to the excursionists. In the past the rural community have been at a disadvantage as compared with the city folk in the matter of obtaining the full benefit of the excursion fares that are granted by the Railway Department at the regular holiday seasons, and for some years previously to the inauguration of the special farmers' excursions there had been a growing demand for something to be done to assist the rural community in this connection. The idea of running the special farmers' trains at very low fares has proved to be a solution of the difficulty, and has undoubtedly given satisfaction to the country people. The fact that these trains are run in the " off " passenger season enables the Department to make use of rolling-stock which would otherwise, to a large extent, be lying idle, and this in turn opens the way to the granting of very cheap fares. The profit of the Department is not large, but more particularly gratifying is the large amount of public satisfaction that is being afforded, and while this result can be achieved with even the smallest margin of profit the Department will have been realizing in practice one of the fundamental reasons of its being and what I regard as the main test of its success —namely, satisfactory service to the public. A further application of railway service to aid national development is found in the arrangements that have been made to give those interested in commerce and in the secondary industries generally an opportunity that might be considered as equivalent to that already granted the farmers, for a plan is in hand to enable the running of an industrial train through the Auckland Province in October. Already the Chambers of Commerce have taken interest in this undertaking, and the touring business men and manufacturers will have an unequalled opportunity of coming into touch with people in every phase of the industrial and business life of the Dominion, and of learning the latest in manufacturing science that any district has to offer. Other pleasurable railway outings that have become a feature of traffic-operating here are "week-end excursions." These are not intended to serve either of the ends towards which the farmers' excursions and the business men's trains are directed. Rather, their scope embraces the bringing of a new pleasure into the lives of the people by enabling them to travel at cheap rates, and in their own time, to the principal scenic and holiday resorts of the Dominion. These excursions are also personally conducted, and everything possible is done to make the outings thoroughly enjoyable. They serve a further purpose, too, in that they help to increase the the people generally in regard to their own country, and provide a health-giving change from the routine of the ordinary week's work. During the year under review there have been 23,616 miles run by special trains of this type, 21,634 passengers have been carried, and a revenue of £15,609 has been earned. PROGRAMME OF IMPROVEMENTS AND NEW WORKS. In view of the rapid changes now occurring not only in transport matters, but in the producing and commercial situation of the country generally, I think it is desirable to present a review of the whole position in regard to railway developments. The comprehensive programme of improvements and new works adopted in 1924 provided for an additional capital expenditure upon railways aggregating £8,000,000, this amount to be spread over a period of ten years.

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That programme was based largely on the schedule of essential works put forward by Mr. (now Sir) E. H. Hiley (the then General Manager) in his 1914 report. In presenting my programme for 1924 I emphasized that the position in regard to works which were urgent in 1914 had become acute during the succeeding decade, the revenue having increased between 1914 and 1924 by nearly £3,000,000, the passengers carried by 5,000,000, and the goods traffic by 1,000,000 tons. The 1924 report was drawn up in consonance with the Government's general policy of national development in regard to land, hydro-electricity, telegraphs and telephones, wireless, irrigation, roads, highways, &c, each, phase being related to the extensive programme of development of the country's facilities that must proceed if the full resources of the Dominion were to be applied towards the public welfare. It was pointed out that since 1914 over 200 miles had been taken over by the Working Railways Department, and that during the period of the programme a. further 427 miles would be taken over. Since the 1924 programme was submitted the following sections and mileages of line have been taken over by the working railways :— M. oh. Pukemiro to Glen Afton .. .. .. .. .. I 43 Arthur's Pass to Otira .. .. .. .. .. 8 10 Kohuratahi to Taliora . . .. .. .. . . 5 5 Makaraka to Ngatapa .. .. .. .. 11 40 Westport to Cape Foulwind .. .. .. .. 7 04 Tuatapere to Orawia .. .. r . . .. .. 813 Huarau to Portland .. .. .. . . 30 41 Whangarei to Keoreroa .. . . .. .. . . 1 25 Te Roti to Opunake . . .. .. .. ... 22 77 Glenhope to Kawatiri .. .. .. .. .. 3 70 Hutt Railway deviation .. .. .. . . .. .2 65 Beaumont to Roxburgh .. .. .. .. 24 0 Waihi to Taneatua .. .. .. '.. . . 109 66 Waiotira to Kirikopuni .. .. .. .. .. I.'! 71 Total .. .. .. .. 2,50 50 Less Wairio to Nightcaps (lifted) .. . . . . 2 14 Net total .. .. .. .. .. 248 36 This extra mileage has drawn further upon the rolling-stock resources of the system and has accentuated the necessity for the adoption of methods to secure operating improvements. Notwithstanding the very heavy commitments necessary in the first year of the programme, the Government added to these by deciding to proceed with a complete reorganization of its locomotive workshops. (A full, review in connection with this work appears elsewhere in. this Statement.) Experience gained during recent years from a study of the rapidly changing conditions in the field of transport, whilst fully justifying the policy that had been laid down, calls for an amplification of the original programme, and, in addition, expanding business in new directions requires additional facilities. For instance, in regard to the future of tourist and special services, we look for an increase in this class of business, and efforts are being made to provide accommodation sufficiently satisfactory to attract and hold our customers. The standard of service demanded is becoming higher year by year —partly due to other forms of transport necessitating the extension of facilities, in keeping with the times, to ensure more economical and efficient service to the public. In preparing the above schedule each individual work was exhaustively examined and classified according to its urgency, and the wisdom of this course of action has been fully borne out in practice. The whole scheme was entirely based on economic grounds, and looked upon as a necessary investment. It has now become apparent that developments in new directions, for which no provision was made in the original programme, have become essential, the most important being electrification at the important termini, a, subject which I have now under consideration. These changed conditions have necessitated a complete review of the works contemplated, and I have asked the General Manager to arrange for fresh proposals

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to be formulated, in classified order of urgency, based on present-day workingconditions, and having regard to the changed circumstances in many phases of our transport system. As with the workshops reorganization, the whole of the proposals contained in the programme of work set out in the D.-2a statement of 1924 were adopted because of their justification from the point of view of increased efficiency and economy in the Department's working. The Department found itself hampered in the discharge of its functions by inadequate and obsolete facilities not only in the matter of workshops space and equipment, but also in the matter of station arrangements, as set out in the statement to which I have referred. Particularly in connection with station improvements, the recognition can no longer be postponed of the fact that the standard of the public demand in matters of transport has been considerably raised within recent times, and what in the past was accepted with a reasonable measure of satisfaction by the public is|now utterly rejected and made the subject of criticism that has a direct reflex in a tendency to transfer the business to other forms of transport. With the introduction of new methods of transport, particularly in connection with motors, together with the high development of luxury associated with marine transport, to the extent that we now have what are often referred to as " floating palaces" conveying people between various parts of the [world, the psychological atmosphere of the transport industry has undergone a rapid and almost startling change. The railways, if they are to maintain their place in the community, have to face this fact, and the question inevitably arises as to whether the railway transport organizations are willing to rise to the occasion and meet the altered conditions, or whether they prefer to drift and allow their business to be diverted into other channels. More particularly in a State-owned institution, such as the railways in this country, where the final test must be the public satisfaction, the policy of drift is absolutely untenable. This in itself would have justified action along the line of improved facilities such as are embodied in the workshops reorganization and D.-2A of 1924, but when we have added to that the investment factor and the welfare and comfort of the staff, with the reflected higher state of efficiency, the case for the expenditure involved in these programmes becomes unanswerable. REORGANIZATION OF WORKSHOPS. Progress to Date on the Whole Scheme. As outlined in my D.-2 of 1925, the programme of reorganization of the railway workshops was estimated to take three years. It will be remembered that the Fay - Raven Royal Commission commented very forcibly on the obsolescence of the Department's workshops, which comment was completely supported by the Railway management and the Department's own engineers. The methods for the new workshops reorganization and the plans of the shops were finally approved infMay, 1925, when details of the shops were sent to England for tenders. Tenders for the construction of the new shops were accepted from Sir William Arrol Co., and Dorm an, Long, and Co., England. The coal [strike in England in 1926 unfortunately delayed the despatch of the steel to New Zealand, and the programme consequently was delayed approximately seven months. However, since the arrival of the steel structural work, steady progress has been made, and at the present time both the Otahuhu and the Hutt Valley shops are nearing completion and will be in use within a few months. In the South Island the situation is progressing more slowly on account of the reconstruction having to take place on the same sites as the present workshops. Consequently the buildings can only be erected as old buildings are removed, on account of the necessity.of meeting current requirements. The plan, in general, provides that all major repairs of locomotives will be done in one shop in each Island, so that the maximum benefit of specialization and special machinery can be taken advantage of. Thus the Hutt Workshops in the North Island and Hillside Workshops in the South Island will be locomotive repair and building shops, while Otahuhu and Addington, in the North and South Island respectively, will be the car- and wagon-repair and new-building workshops.

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The design of the shops provides for extension should such at any time be considered necessary. The internal capacity of the shops has been especially increased to obviate one of the greatest losses in workshop operation in the old shops -namely, that arising from a large proportion, of the work being carried on outside. At the old shops, in many instances, 40 per cent, of the work has been performed outside, exposed to the weather conditions prevailing. This has undoubtedly resulted in heavy loss. Analysis of time lost by employees reveals that out of every hundred hours shop time, eight are lost by employees for various reasons. About half of these are definitely recorded as due to sickness. Such figures are not conducive to the efficient operation of the shops from either the men's or the Department's point of view, and the conditions under which the new shops will operate will undoubtedly be a factor in improving this situation. Provision has been made in the new workshops for building the Department's requirements in renewals and. new rolling-stock. Modern practice has, from our observations of modern shops overseas, revolutionized material-handling, and the appliances and space provided will efficiently cope with our requirements and enable the Department to get its costs down to a minimum. Another very important aspect that has been largely influential in determining the matter of improvement in workshops has been that of the welfare of the men. It is now recognized as sound industrial practice to provide for the men such advantages by way of high-quality working-tools and congenial surroundings as will make them happier in their work and better in health. In pursuance of this idea, not only will the new workshops provide an altered outlook for the men from the point of view of congeniality as regards their working-conditions, but their leisure hours have also been liberally catered for by the provision of such facilities as social halls, &c. The health of the men has been safeguarded in such matters as adequate arrangements for the provision and consumption of food in the best possible circumstances, sanitary protection of clothes, sanitary water-drinking facilities, washing and toilet facilities, &c. All these matters have, of course, involved expenditure, but it is confidently believed that the expenditure will be worth while in the efficiency reflected from the higher standard of health and happiness that will be brought to the staff. When the staff of the Locomotive Branch are transferred to the new workshops, it has been arranged to consolidate into the same shops the present Maintenance and Signal and Electrical Departments workshops. At the present time these departments have independent workshops and organizations in various parts of the Dominion, and by absorbing them into the modernized new workshops not only will several valuable sites become available for profitable disposal, but the Department will obtain the benefit of the reduced costs possible only under the new workshops conditions. It must be pointed out that this consolidation was not possible under the old conditions, on account of lack of space and equipment. Provision for the future in the design of the new shops has been made a feature in all the layouts, which provide that future extension can be made to each department without the principle of operation of the workshops being altered. As stated, the new shops provide capacity for building the Department's new rolling-stock requirements (with the exception of a comparatively few specialty items) and any mechanical work required for the railways or any other State Department. This policy will permit of the importation of only raw materials in the future, instead of finished articles, and will assist the labour situation, of the Dominion by providing work in New Zealand rather than elsewhere. Without the reorganization of the workshops as planned by the Department this would not have been possible. With the completion of this scheme for concentrating all work into four main workshops, the smaller shops at East Town, Napier, Greymouth, and Invercargill will not undertake any heavy repairs. The staffs at these places are being transferred to where their work will in future be carried out, and at two of the main shops the locomotive men are being concentrated, while the car and wagon men will be placed at the two main car-shops. At East Town the points and crossing work for both Islands has been concentrated. Here, also, all tarpaulin-work for the North Island will be done, the South Island tarpaulin-work being concentrated in the new shop at Addington as previously. In connection with the rearrangement of the staffs at the various centres a large number of transfers has been involved. Many difficulties have arisen requiring

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very careful consideration of circumstances associated with the transfer of particular members, and T wish to place on record my hearty appreciation of the invaluable services rendered by the Workshops Committees in solving the serious problems that were inseparable from these transfers. These committees were constituted at each workshops centre, and to them was delegated the duty of considering all representations from members regarding their transfers. The committee discharged their difficult task most conscientiously and thoroughly, and achieved results that could not possibly have been obtained in any other way. The general acceptance by the men of the decisions of the committees has demonstrated the soundness of the judgments arrived at, and the result has been, as 1 hope and believe, as satisfactory to the men as it certainly has been to the Department. In my Statement for 1925 I indicated that provision was being made for the adoption of accurate costing-methods and production schedules. These are now in full operation, and the new shops will start off with fully trained staff in both these connections. The results achieved so far are sufficient to indicate that the savings anticipated have not been overestimated. For instance, in the four main workshops where the new modern machinery on the first year's quota was

temporarily installed, and where production schedules were introduced to route the progress of the work, the number of days engines were out of service under repairs has been reduced from fifty-five days (1925 average) to thirty-eight days for a complete overhaul, from thirty-six days to twenty-four days for a heavy repair, and from fourteen days to eleven days for a light repair. These reduced figures represent the average of all the engines passed through the main shops during the past year. As an example of the results of improved methods and facilities, the building of two hundred J sheep-wagons at Newmarket Workshops has shown what has even already been accomplished. These wagons were a duplicate of similar previous orders, so that an accurate comparison can be made. The cost of wages per wagon in 1928 was £50 ss. lid., as compared with £(57 14s. 7d. previously. A reduction of 27 per cent, is thus shown. The foregoing is what may be regarded as a typical case of the saving which it is confidently estimated will result from the workshops reorganization. USE OF NEW ZEALAND COAL. It is the Government's policy to use upon the railways as large a proportion of New Zealand coal as can be warranted by the general economics of the fuel situation from time to time. The economic factor must, therefore, be considered as governing the application of this general principle in regard to the use of native coal, and must be taken as an explanation of any fluctuations recorded in the proportions of native and imported coals used when comparisons are made as between one year and another. For instance, present quotations indicate that Welsh coal can be landed in the Dominion at a price equal to that paid for the best New Zealand coal, and, with definite knowledge of the high qualities of the Welsh product and its suitability for our requirements, it is clear that consideration must be given to the alternative of importing by those responsible for coal-purchases. The following figures, however, supply convincing proof that the Government has succeeded in its special efforts to make New Zealand coal the principal fuel in use on the railways.

Comparison of Quantities of New Zealand and Imported Coal purchased.

Percentage of Year. New Zealand. Imported. Total. New Zealand Coal to Total. I I Tons.. Tons. ' Tons. 1924-25 .. .. 94,351 313,107 407,458 23' 1925-26 .. .. 85,393 278,076 363,469 23 1926-27 .. .. 187,793 193,161 380,954 49 1927-28 .. .. 288,646 152,025 i 440,671 65-5

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It will be seen from these figures that the percentage of New Zealand coal used by the railways rose from 23 in 1924-25 to 65| during the last year. At the present time the Department is buying all the bituminous (hard) coal it can procure from the New Zealand mines, in addition to the maximum quantity of native brown (soft) coal that it can burn. Waikato coals are being used to the limit of practicable consumption. Regarding the scientific treatment of coal and lignite by distillation, it has been stated that New Zealand brown coal so treated would produce a smokeless fuel of high calorific value. The possibilities presented by the carbonization of our native brown coal, thereby producing a satisfactory fuel for use in locomotives, have not been overlooked by the Government. The Railway Department, in conjunction with the Mines Department and the Department of Scientific and Industrial Research, has, after obtaining the most up-to-date information and special reports from the leading authorities in England, fully investigated this matter, and the mining interests in the Waikato are fully acquainted with the results. As an indication of the practical encouragement given by the Government to the establishment of a carbonizing plant, we have made an offer to let a contract for the supply of all railway coal requirements in the middle North Island district should the industry be established. . RAILWAY LAND. At the inception of the railway system the Minister was given power to lease sites on railway land for storing goods, and this provision was taken advantage of in the South Island, and particularly in Canterbury, where stores were erected by settlers and merchants for the storage of grain and other produce. This was not only a great convenience to the lessees, but also of considerable advantage to the Department. In the course of time, as settlement advanced, there was a demand for business sites on railway land near railway-stations, and the Minister's powers of leasing were gradually extended until now leases can be granted for a term of twentyone years with a right of renewal for a similar term.. Valuable business sites on railway land at Petone and Newmarket will be available for leasing when the new railway workshops are opened, and the time has arrived when in order to obtain the best financial results more attractive leases must be offered to the public. It is proposed, therefore, to introduce this session legislation whereby the powers of the Minister may be extended so as to enable the Department to grant such conditions of tenure as will enable the best rent to be obtained. CONCLUSION. It is proposed to continue the policy that has been pursued during recent years of running the Department in accordance with sound commercial principles, with an eye ever upon the development of the country. I recognize that the Department must give a service that will enable the transport needs of the community to be adequately met, while at the same time extravagance and undue costliness in the matter of railway services is to be strictly avoided. During the past year the railway staff have given valuable service in the practical development of this policy, and I desire, in conclusion, to pay my tribute to their work in this connection and to say that I look forward with the greatest confidence to a continuance of their efforts to maintain the railways in the highest possible state of efficiency.

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RESULTS OP WORKING. The following is a summary of the working for the year ended 31st March, 1928, as compared with 1927 : —

Pabtioulaks. Year ended 31st March, 1928. 1927. Total miles open for traffic 3,180 3,164 Average miles open for year 3,178 3,157 Capital cost of opened and unopened lines £58,797,458 £56,028,477 Capital cost of open lines £51,187,376 £49,183,916 Capital cost per mile of open lines ... £16,097 £15,545 Gross earnings £8,524,538 £8,434,654 Working-expenses £6,685,123 £6,490,880 NET EARNINGS ... £1,839,415 £1.943,774 Interest charges £2,130,867 £2,043,433 Deficit £291,452 £99,659 I , _™__„____^^.. I PERCENTAGE OF TOTAL WORKINGEXPENSES TO GROSS EARNINGS ... 7842 7695 PERCENTAGE OF NET EARNINGS TO CAPITAL INVESTED ... 364 399 Eailvvay operating earnings £7,343,845 £7,423,472 Railway operating expenses £6,302,119 £6,158,283 NET RAILWAY OPERATING EARNINGS £1,041,726 £1,265,189 PERCENTAGE OF RAILWAY OPERATING EXPENSES TO EARNINGS 8581 8296 Operating earnings per average mile open £2,310 £2,351 Operating expenses per average mile open £1,983 £1,951 NET OPERATING EARNINGS PER AVER AGE MILE OPEN £327 £400 Operating earnings per train-mile d. d. 162-62 16614 Operating expenses per train-mile ... 139-55 137-82 NET OPERATING EARNINGS PER TRAINMILE ... 2307 2832 Passengers, ordinary 9,299,157 10,305,065 Season tickets 632,763 585,094 Total passenger journeys... 25,379,665 26,002,137 Goods tonnage 6,854,865 6,833,436 Live-stock tonnage 511,897 475,013 Train-mileage ... - 10,838,594 10,723,864 Engine-mileage 15,383,051 15,212,086 For the current year I anticipate the revenue expenditure £6,670,425. will reach £8,500,000 and the

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APPENDIX. CO-ORDINATION OF TRANSPORT. The following particulars are given as information bearing upon the above question. In other Countries. Co-ordination of transport is now regarded in most countries as desirable, and, indeed, essential in the public interest. In some instances the Governments concerned have adopted a system of control through the method of licensing ; in others, investigation is still being made with a view to placing the whole business of transportation on a satisfactory basis. Any investigation of the problem must, of course, include all forms of internal commercial transport, and it is along these lines that the Royal Commission on Transport, which will shortly commence its investigations in England, will proceed in an endeavour to arrive at a means of co-ordinating the various services. The Commission's terms of reference are : " To take into consideration the problems|arising out of the growth of road traffic, and, with a view to securing the employment of the available means of transport in Great Britain (including transport by sea, coastwise, and by ferries) to the greatest public advantage, to consider and report what measures, if any, should be adopted for their better regulation and control, and, so far as is desirable in the public interest, to promote their co-ordinated working and development." In. Germany, Italy, Austria, the United States of America, South Australia, and Victoria a system of regulation has been instituted with a view to avoiding wasteful competition. Without giving a detailed statement of the regulations which have been instituted in these countries, it is considered desirable to draw attention to a number of major conditions which have been introduced. In Italy road motor services are only permitted under certain conditions, viz. : — (1) As feeding services to the railway from and to towns or villages not served by railwaystations ; (2) As feeding services in towns and urban districts where one station has to serve urban areas ; (3) For intercommunication between towns which are not connected up by any direct railway service. In Hungary and in Austria, before a license is granted to a road motor enterprise, the application is first referred to the railway for an expression of opinion. In the former country no license is granted on roads running parallel with the railway, and in the latter, the rates for bus-transport concerns are generally kept 15 per cent, above those of the railway. United States. Legislative powers exist in the majority of the States for the regulation of road motor traffic, and permission to operate such vehicles is not given unless the proposed service is a public convenience and necessity. Sixty-four railway companies are operating a total of 1,050 motor-coaches for the carriage of passengers, and forty-five railways are operating a total of 4,902 motor-lorries for goods traffic. The trend of legislation in the United States may be gauged from the following two decisions of the superior tribunals dealing with the transport of that country :— Railroads have permanent road-beds and trackage which require an outlay of millions of dollars, and which in turn yield large revenue to the people of the State. bus line is incorporated for a comparatively small sum. The railroad is of vastly greater financial responsibility. This is a matter of substantial public interest, particularly in cases of accident. It is the established policy of the law in this State that a public utility be allowed to earn a fair return on its investments. It is therefore not only unjust, but poor economy, to grant to a much less responsible utility company the right to compete for the business of . carrying passengers by paralleling its line, unless it appears that the necessary service cannot be furnished by such railroad. Appellants offer to provide whatever increase in accommodations and service is deemed essential to meet the public convenience and necessity. It is but consonant with our law regulating public utilities that they be given opportunity to do so. It is argued that appellants cannot give the necessary service except at a large loss. Such argument is beside the question involved in the proceedings before the Commission in this case. Appellants have stated that they are willing and able to give such services, and it appears clear that the Commission is not justified in granting a certificate of convenience and necessity to a competing line until the utility in the field has had an opportunity to demonstrate the truth of its statement and to give the required service. When a railroad was one of several applicants to operate motor-buses over a highway between points served by the railroad, and was fully qualified to render the additional service proposed, the West Virginia Supreme Court held that the State Road Commission should ordinarily give preference to the rail carrier. The Court further held that the railroads performed vital services which bus companies could not perform, and afforded greater security in carrying on bus service, so that the interests of the public would be met by giving the rail carriers a certificate of convenience.

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Canada. So far as Canada is concerned, the only particulars regarding regulation are from the Province of Quebec. In this province motor-vehicle operators are required to file with the Public Service Commission time-tables and tariffs for fares, and must secure a permit, which the Commission issues after fully examining their standing and the necessity for operation in the public interest. A service, once established, must be continued in effect unless leave has been secured from the Commission for abandonment. The Commission does not encourage competition among bus operators, and in practically all cases it gives a monopoly on each route. The experience has been that where competition is allowed the service suffers, and that with a monopoly of the route and close regulation and supervision better service is given the public. As a general principle, the Commission would not authorize a bus service to be started in competition with a suburban or intcrurban electric railway giving a, satisfactory service. This Commission has no hard-and-fast rules as to competition, and each case is judged on its own merits, the public interest being paramount. South Australia. In December, 1926, the South Australian Government passed legislation creating a Board of four members, of whom the Railway Commissioner is Chairman, to exercise supervision and control of motor-buses operating in the metropolitan area. The competition against the railway throughout the country districts, however, continued so strongly that in 1927 Parliament passed a Motor Transport Act, vesting the control of all motor traffic outside the metropolitan area in a Board of three, of whom the Railway Commissioner is Chairman. In terms of this Act the Railway Commissioner cannot operate motor-vehicles within the metropolitan area other than in connection with traffic to and from the railways, and neither can the railways operate a motor service outside the metropolitan area unless it be shown that no other person is willing to carry passengers or goods on any particular route at rates or fares equal to or less than those proposed to be charged by the Railway Department. On the other hand, no person can, outside the metropolitan area, drive any motor-vehicle for the purpose of carrying passengers or goods unless the vehicle is licensed by the Board, which fixes the route or routes that may be traversed, and also such conditions as the Board thinks proper regarding the rates to be charged and the time-tables to be observed. On the South Australian Board one member is a representative of the motor industries, and in a statement recently issued this gentleman stated that co-ordination between rail and road services is not only possible, but, as the result of the control now being exercised in South Australia, will continue to develop with benefit to all concerned. This member further stated that, although it would not be expected that any form of control could be instituted without some disabilities arising, he felt that definite progress had been made, and that the operations to date were sufficient to indicate the main lines on which development was likely to occur in the future. The rates fixed by the Board are arrived at after most careful inquiry, and are on a scale that will enable those engaged on such activities to continue their operation on a payable basis. The revised ratSs for freight and passengers as laid down by the Board give the railways a protection they formerly did not enjoy, and which every taxpayer must consider desirable. It was further stressed that one aspect of the road and rail co-operation which was already becoming manifest was the opportunities which would now arise for motor-lorries to perform a useful, economic service by operating from the different rail-heads and acting as feeders and distributors of goods carried by rail. Broadly speaking, the method of co-ordinating transport services is to require that the applicant for a road license should satisfy the authorities in respect of the safety, regularity, and efficiency in working of the proposed service, and must also supply adequate proof that there is a demand for the service which is not adequately met by existing services. The fundamental principle is that the public interest is best served by the avoidance of any non-economic competition with existing rail and road services, and before granting a license the authorities are required to satisfy themselves upon this point. The Home-land. The position as it affected the Home-land was excellently summarized by the Right Hon. Mr. Winston Churchill recently, when he said, — We need both road and rail communication. It is the task of Parliament to regulate the relations between them in true proportion, having regard to their competing interest, and to bring those competing interests into harmony with the general interest. On every side the local authorities complain of the burden cast upon them by the rapidly increasing motor-traffic, especially the heavy motor traffic. They appeal for ever greater assistance from the State, represented by the Road Fund and the Exchequer. We have only a limited fund of capital to employ every year in every direction, and it would not be in the public interest—and this is one of the foundations of my argument — to spend in the next few years several hundred millions of additional money apart from the present grants upon the roads, if the result should render artificially and prematurely obsolete the splendid British railway systems, which represent a thousand million pounds of national capital and afford employment to nearly seven hundred thousand men."

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ANNUAL REPORT OF THE BOARD OF MANAGEMENT OF THE NEW ZEALAND GOVERNMENT RAILWAYS. New Zealand Government Railways, The Hon. the Minister of Railways. Head Office, Wellington, 31st May, 1928. Sir, — Wo have the honour to report on the working of the railways for the financial year ended 31st March, 1928. The gross receipts for the year, exclusive of the subsidy for branch lines, amounted to £8,034,970, as against £7,989,433, for the previous year. Including the subsidy for branch lines, the financial results for the year, in round figures, are as follows : — Revenue — £ Actual revenue received .. .. .. .. .. 8,035,000 Subsidy for branch lines .. .. .. .. .. 490,000 £8,525,000 Expenditure — £ Actual working expenditure (as spent) .. .. .. 6,401,000 Placed in renewals, betterments, and accidents reserves funds .. 284,000 Interest .. .. .. .. .. .. .. 2,131,000 £8,816,000 Capital Account. —The capital invested in the lines open for traffic, including the steamers and plant on Lake Wakatipu and other subsidiary services, on the 31st March, 1928 was £51,187,376, as against £49,183,916 on the 31st March, 1927,, representing an addition of £2,003,460 for the year. This amount includes £322,876, construction charges on lines taken over from the Public Works Department during tho year ; £197,974 expended on new works and charged against Capital Account under Additions to Open Lines; and £1,482,610 expended under the Railways Improvement Authorization Act, 1914. Receipts and Expenditure. —The gross receipts for the year amounted to £8,524,538, as against £8,434,654 for the previous year, an increase of £89,884. The gross expenditure for the year amounted to £6,685,123, as against £6,490,880 for the previous year, an increase of £194,243. The net earnings were £1,839,415, equal to 3-64 per cent, on the capital invested in the lines open for traffic and 3-18 per cent, on the capital invested in the open and unopened lines. The percentage earned during the last six years on the capital invested in the open lines was — 1922-23 .. 3*04 per cent. 1925-26 .. 4-35 per cent. 1923-24 .. 3*83 per cent. 1926-27 .. 3-99 per cent. 1924-25 .. 3-55 per cent. 1927-28 .. 3-64 per cent. The total amount of interest paid during the year was £2,130,867. The net earnings for the year, however, amounted to £1,839,415 only, leaving a deficit on the year's working of £291,452. Interest charges represent 4s. 11-99 d. out of every twenty shillings of revenue earned. The subsidy paid to the Government Railways Superannuation Fund and charged against expenditure was £170,000. Payments of £12,380 to provide increased pensions for widows and children, and £4,694 for cost-of-living bonus to annuitants, were also made from revenue, making a total of £187,074, as compared with £187,574 the previous year, a decrease of £500. The sum of £284,102 has been charged against expenditure and set aside to provide for renewals, insurance, &c. A short outline of the year's operations as compared with the year 1926-27 is given hereunder : — Revenue. Gross Revenue. —The revenue for the year from all sources was £8,524,538, as against £8,434,654 for the year 1926-27, an increase of £89,884. The particulars of the gross revenue are as follows : — 1927-28. 1926-27. £ £ Train-operation .. .. .. .. ..7,343,845 7,423,472 Subsidiary services .. .. .. .. 691,125 565,961 Branch lines and isolated sections subsidy .. .. 489,568* 445,221* £8,524,538 £8,434,654

* Payable in respect of developmental linos in terms of the Government Railways Act, 1926.

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Train-operating Revenue. —The total operating revenue for the year represented 86-15 per cent, of the gross revenue, and amounted to £7,343,845, of which the North Island system yielded £4,361,902 and the South Island system £2,981,94.3. The figures for the whole system show a decrease of £79,627 on the earnings f the previous year. The particulars of the operating revenue earned are as follows :—

The operating earnings per train-mile for all lines were 162*62 d., as against 166*14 d. for the preceding year — i.e., a decrease of 3-52 d. per train-mile. The North Island main line and branches gave a return of 160-05 d. and the South Island main line and branches 165*05 d. per train-mile. Subsidiary Services Revenue. —The revenue received from subsidiary services amounted to £691,125, as against £565,961 for the corresponding services last year. The particulars of the revenue earned are : — 1927-28. 1926-27. £ £ Lake Wakatipu steamers .. .. .. .. 9,885 10,273 Refreshment service .. .. .. .. .. 122,220 129,612 Advertising service .. .. .. .. .. 52,600 47,387 Departmental dwellings .. .. .. .. 93,643 83,375 Leases refreshment-rooms,, bookstalls, &c. .. .. 20,542 20,462 Road motor services .. .. .. .. .. 32,487 8,744 Non-operating—Miscellaneous .. .. .. .. 359,748 266,108 £691,125 £565,961 Expenditure. Gross Expenditure. —Tho expenditure on all services during the year was £6,685,123, as against £6,490,880 for the year 1926-27, an increase of £194,243. The particulars are:— 1927-28. 1926-27. £ £ Train-operation .. .. .. .. .. 6,302,119 6,158,283 Subsidiary services .. .. .. .. 383,004 332,597 £6,685,123 £6,490,880 £173,858 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, water-services, cranes, weighbridges, turntables, additional dwellings, and purchase of land. £93,174 was expended in the Locomotive Branch and charged to Capital Account in the provision of additional rolling-stock and electric lighting for cars. The rolling-stock in respect of which the charges were incurred comprised four locomotives, four cars, twenty-one guards' vans, and five bogie and 247 four-wheeled wagons completed on the 31st March, 1928, and throe locomotives, sixteen cars, six guards' vans, and fifteen bogie and 385 four-wheeled wagons in hand but incomplete on that date. Train-operating Expenditure. —The total operating expenditure for the year amounted to £6,302,119, an increase of £143,836 as compared with, last year.

1927-28. I Percentage jof Operating Revenue. 1926-27. Percentage of Operating Revenue. Passengers, ordinary Season, tickets Parcels, luggage, and mails Goods and live-stock Miscellaneous—Labour, demurrage, &c. £ .. 1,886,833 258,463 379,933 .. 4,680,135 138,481 25-69 3-52 5-17 63-73 1-89 f 2,045,348 258,832 377,367 4,596,166 145,759 27-56 3-49 5-08 61-91 1-96 7,343,845 7,423,472

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The particulars of the expenditure on train-operation are as follows : —

The operating expenditure per train-mile for all lines was 139*55 d., as against 137-82 d. for the preceding year, an increase of l-73d. per train-mile. The expenditure per train-mile on the North Island Main Line and Branches Section was 128-82 d., and on the South Island Main Line and Branches Section 153-71 d. Subsidiary Services Expenditure. —The expenditure in connection with subsidiary services was £383,004, as against £332,597 for the year 1926-27. The particulars of the expenditure in connection with subsidiary services are : — 1927-28. 1926-27. £ £ Lake Wakatipu steamers .. .. .. .. 15,627 15,859 Refreshment service .. .. .. .. .. 114,644 119,567 Advertising service .. .. .. .. .. 48,921 42,509 Departmental dwellings .. .. .. ..162,263 137,547 Leases refreshment-rooms, bookstalls, &c. .. .. 8,828 8,271 Road motor services .. .. .. .. ..32,721 8,844 £383,004 £332,597 Net revenue from subsidiary services (including miscellaneous receipts) £308,121 £233,364 Net Revenue. The Net Revenue Account from all services, after setting aside the sum of £284,102 for renewals and equalization funds and paying interest charges amounting to £2,130,867, shows a deficit of £291,452, as compared with a deficit of £99,659 last year. Particulars are shown hereunder :— £ Net earnings, train-operating .. .. . . .. .. 1,041,726 Net earnings, subsidiary services .. .. .. .. .. 308,121 1,349,847 Subsidy in respect of developmental lines .. .. .. .. 489,568 1,839,415 Interest charges .. .. .. .. .. •• 2,130,867 Deficit £291,452

iii-D, %.

1927-28. 1 Percentage )f Operating Revenue. 1926-27. Percentage of Operating Revenue. Maintenance—Ways and works Maintenance—Signals Maintenance—Rolling-stock Examination, lubrication, and lighting of vehicles .. Transportation—Locomotive Transportation—Traffic Head Office and general charges Superannuation subsidy £ 1,147,067 102,871 1,380,727 62,510 1.599,564 1,760,459 75,048 173,873 15-62 1-40 18-80 0-85 21-78 23-97 1-02 2-37 £ 1,074,334 100,861 1,303,444 60,095 1,609,257 1,752,998 82,287 175,007 14-47 1-36 17-56 0-81 21-68 23-61 1-11 2-36 6,302,119 85-81 6,158,283 82-96 Net operating revenue 1,041,726 14-19 1,265,189 17-04

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Renewals and Equalization Funds. —The position as regards payments to and expenditure from the renewals and equalization funds during the year is shown below : —

New Lines opened. —The Waihi-Tahawai Section (13 miles 8 chains) and the Petone-Waterloo Section (2 miles 50 chains) were taken over and opened for traffic during the year, making the total mileage opened for traffic on the 31st March, 1928, 3,180 miles. Tram-mileage. —The train-mileage for the year was 10,838,594 miles, as against 10,723,864 miles the previous year, an increase of 114,730 miles. The particulars are as follows : — Section. 1927-28. 1926-27. Increase Miles. Kaihu .. .. .. .. .. .. 17,738 17,668 70 Gisborne .. .. .. .. .. 82,211 84,961 Dec. 2,750 North Island Main Line and Branches .. .. 6,479,921 6,402,044 77,877 South Island Main Line and Branches .. .. 4,049,450 4,004,155 45,295 Westport .. .. .. .. .. 94,140 95,309 Dec. 1,169 Nelson .. .. .. .. .. .. 63,292 71,478 Dec. 8,186 Picton .. .. .. .. .. .. 51,842 48,249 3,593 10,838,594 10,723,864 114,730

Balance from Previous Year. Contributions. Expenditure. Balance. Renewals Fire insurance Slips, floods, &o. Workers' compensation Betterments £ £ 615,674 12,373 21,504 44,483 1,433 £ £ 930,870 18,129 26,600 18,260 Dr.24,074 636,738 10,444 9,826 14,975 13,700 321,542 4,688 4,730 41,198 39,207 685,683 695,467 411,365 969,785

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The total coaching train-miles was 3,944,116, and freight train-miles 6,894,478. The total engine-mileage was 15,383,051, as compared with 15,212,086 the previous year, an increase of 170,965 miles. Line Interruptions. —On the a slip of 100 cubic yards of clay came down on the Spiral (North Island Main Trunk line), but there was no serious delay to traffic. A very heavy fall of snow occurred between National Park and Taihape during the night of the 20th July. The tablet and telephone systems were crippled, but there was no damage to the track. Heavy rain in the North Auckland district on the 25th July caused considerable damage to the permanent-way, floods, slips, and washouts occurring at various places, causing delays to trains. A (food and slip on this line at Tahekeroa Tunnel on the 11th August also caused slight delays. On the 26th July a slip occurred on the Otago Central line between Hindon and Deep Stream, derailing the engine and wagons of a passing train and blocking the line for four days. A large slip occurred between Karaka and Paerata on the 27th July, about 10,000 cubic yards of earth coming down in a deep cutting. The line was completely blocked for two days. During the night of the 30th July a slip came down on the Manawatu line, just outside of the Wellington yard, burying the track for about a chain, and traffic over this section of the line had to be suspended until the evening of the 2nd August. In addition to the original fall, a further 500 cubic yards had to be removed from the top of cutting before traffic could be safely resumed. Owing to heavy rains, the line between Riversdale and Gladfield (Outram Branch) was blocked for traffic for twenty-four hours between the 7th and Bth September. Exceptionally heavy rain caused several washouts and slips on the Lawrence Branch early in September and interrupted traffic for several da,ys. After heavy rain on the IBth December several slips occurred between Utiku and Mangaweka, blocking the line for some hours. Passenger Traffic. —The number of ordinary passengers carried during the year was 9,299,157, a decrease of 1,005,908 compared with last year ; 590,800 passengers were carried at holiday and other cheap excursion fares, and 211,862 children and adults at schools, factories, and friendly-societies excursion rates. The total excursion traffic for the year was 802,662 passengers and £353,111 revenue, compared with 910,796 passengers and £384,184 revenue the previous year, a decrease of 108,134 passengers and £31,073 in revenue. The decrease is due to the large number of school-children carried to the various centres last year in connection with the visit of-Their Royal Highnesses the Duke and Duchess of York. The season tickets issued totalled 632,763, an increase of 47,669 ; weekly twelve-trip tickets issued numbered 116,967, an increase of 3,780 ; workers' weekly tickets on suburban lines numbered 390,152, an increase of 38,024 ; trip bearer tickets totalled. 56,416, an increase of 7,237. The total number of passenger journeys for the year was 25,379,665, as compared with 26,002,137 for the preceding year. Every first-class seat earned £36 13s. and every second-class seat £29 4s. during the year, the total seating-accommodation provided being 19,618 first-class and 49,075 second-class seats. Goods and Live-stock Traffic. —The goods and live-stock traffic totalled 7,366,762 tons, an increase of 58,313 tons over last year's figures." The increases were —Cattle, 68,631 head ; sheep and pigs, 402,140 head ; goods (including minerals), 114,232 tons. The traffic in imported coal decreased by 6,050 tons. Native hard coal increased by 12,720 tons, and native brown coal by 61,300 tons. The North Auckland collieries forwarded 108,000 tons, as compared with 102,816 tons the previous year. The output railed from Waikato mines was 530,540 tons, as against 478,031 tons last year,The coal forwarded by rail from mines on the Westport Section totalled 623,450 tons, a decrease of 20,715 tons. The mines in the Greymouth district railed 396,350 tons, an increase of 21,186 tons. The output from mines in the Wairio district, served by the Ohai Railway, was 206,092 tons, an. increase of 11,667 tons. TRAFFIC. The following are the leading features of the traffic in the various districts in comparison with the previous year : — Kaihu Section. —Revenue, £6,622 ; decrease, £262. Passengers decreased 3,286. Parcels, &c, increased £58. Sheep increased 525. Timber decreased 1,719 tons. All other goods increased 203 tons. Gisborne Section. —Revenue, £34,039 ; decrease, £2,140. Passengers decreased 4,362. Parcels, luggage, &c, increased £160. Cattle decreased 951, and sheep decreased 10,643. Timber decreased 352 tons, and all other goods decreased 365 tons. North Island Main Lines and Branches. —Revenue, £4,321,201 ; decrease, £56,529. The principal items of traffic were : Passengers, 5,018,480 ; decrease, 632,727. Season tickets, 463,938 ; increase, 44,290. Parcels, luggage, and mails revenue, £239,667 ; increase, £2,918. Live-stock, 5,113,713; increase, 314,400. Goods tonnage, 3,024,024 ; increase, 2,029 tons. Timber decreased 48,522 tons; all other goods increased 50,551 tons. The revenue per mile of railway decreased from £3,386 4s. sd. to £3,289 9s. Id., and decreased per train-mile from 13s. Bd. to 13s. 4d. The variations in the individual districts were approximately as follows : — . Northern District. —Revenue, £2,059,805; increase, £6,784. Passengers decreased 209,631. Season tickets increased 22,754. Parcels, luggage, &c, increased £2,216. Cattle increased 46,135, and sheep 114,457. Timber decreased 14,445 tons, and all other goods increased 40,675 tons.

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Middle District. —Revenue, £507,073; decrease, £38,132. Passengers decreased 50,499, and season tickets 501. Parcels, luggage, &c, increased £1,385. Cattle increased 6,311, and sheep 9,555. Timber decreased 32,877 tons, and all other goods increased 3,218 tons. Western District. —Revenue, £483,378 ; incr ase, £2,984. Passengers decreased 74,361, and season tickets 414. Parcels and luggage decreased £1,151. Cattle increased 24,465, and sheep 29,270. Timber increased 9 tons, and all other goods increased 22,560 tons. Southern District.— -Revenue, £1,270,945 ; decrease, £28,165. Passengers decreased 298,236, but season tickets increased 22,451. Parcels and luggage increased £468. Cattle decreased 6,670, and sheep increased 90,877. Timber decreased 1,211 tons, and all other goods decreased 15,902 tons. Picton Section. —Revenue. £37,850 ; decrease, £539. Passengers decreased 5,600, and season tickets 22. Cattle increased 239, and sheep 2,871. Timber decreased 432 tons, and all other goods 1,041 tons. Nelson Section. —Revenue, £21,438 ; decrease, £1,908. Passengers decreased 9,473, and season tickets 57. Timber decreased 677 tons, and all other goods 508 tons. Cattle increased 316, and sheep 3,968. Westport Section. —Revenue, £137,757 ; decrease, £3,831. Passengers decreased 3,891, and season tickets 305. Parcels, luggage, &c, increased £82. All other goods decreased 17,166 tons. South Island Main Line and Branches. —Revenue, £2,784,898 ; decrease, £14,417. The principal items of traffic were : Passengers, 3,970,706 ; decrease, 342,992. Season tickets, 166,255 ; increase 3,788. Parcels, luggage, and mails revenue £131,938 ; decrease, £636. Live-stock, 4,327,198 ; increase, 155,306. Timber, 236,559 tons; decrease, 37,900. All other goods, 2,788,109 ; increase, 83,145. The revenue per mile of railway decreased from £1,730 2s. 2d. to £1,721 25., and decreased from 14s. per train-mile to 13s. 9d. The variations of traffic in the individual districts were approximately as follows : — Northern District. —Revenue, £1,211,339 ; decrease, £9,492. Passengers decreased 122,437, and season tickets increased 4,047. Parcels, luggage, &0., increased £355. Cattle increased 24-5, and sheep decreased 123,064. Timber decreased 32,867 tons, and all other goods increased 41,070 tons. Middle District. —Revenue, £865,304 ; decrease, £3,876. Passengers decreased 135,529, and season tickets increased 356. Parcels, luggage, &c, decreased £532. Cattle decreased 2,325, and sheep increased 74,739. Timber decreased 997 tons. All other goods increased 51,149 tons. Southern District. —Revenue, £708,255; decrease, £1,049. Passengers decreased 342,992, and season tickets increased 3,778. Parcels, luggage, &c, increased £636. Cattle decreased 1,197, and sheep increased 156,503. Timber decreased 37,900 tons, and all other goods increased 83,1.45 tons. Lak: Wakalipu Steamers. —Revenue, £9,885; decreased, £386. Passengers decreased 3,577. Sheep increased 4,936. Timber increased 81 tons. All other goods decreased 587 tons. Tram-services. —The following table shows the average late arrivals of the express, mixed, and suburban trains for the year :—

Average late arrivals of Trains, Year ended 31st March, 1928.

TRANSPORTATION BRANCH. Train Services. —Numerous alterations and adjustments have been made to the train services during the year to meet the ever-changing trend of traffic. A notable feature was the recent inauguration of night expresses between Christchurch-Dunedin and Invercargill. These night trains are being increasingly patronized by the general public and business community, and meet the long-standing demand of the South Island for facilities for night travel. In addition to providing increased passenger facilities by these expresses, it has been found possible to use them to expedite transit of urgent parcels and perishable traffic between the longdistance centres, and the business community is taking full advantage of the quicker transport provided for these classes of traffic. The South Island night expresses also provide opportunities to improve the business relations between the two Islands by providing an interval in Christchurch between train-arrival and steamerdeparture, or vice versa, in which travellers going further afield may have a few hours at their disposal for business or pleasure.

Year ended Year ended Period ended £ rt rn -i . J . 3 S iO g n H 3 ,d ,d ea^ S , F X S X 8 5> 3 3 ► - «.H | ->rs«!coO£;Q>-,ci|r.H < i ! I I ■«l S H I • 1'* i * Oh p. 5 sf Pel iod ended March 31st, 1928 March 31st, 1927 Express and Mail Trains. .. 110-15 I 5-50 I 6-25 I 3-77 110-34 110-98 ] 2-40 I 3-06 I 3-11 [ 9-10 j 6-46 i 5-65 I 4-05 I 6-22 .. I 8-54 I 6-57 \ 4-86 \ 3-09 \ 5-38 I 3-15 \ 4-65 \ 6-54 \ 4-83 I 9-76 \ 5-49 \ 5-58 \ 8-79 \ 5-94 March 31st, 1928 March 31st, 1927 Long-distance Mixed Trains. .. 11-87 i 7-81 j 6-26 ) 4-35 I 5-96 j 4-23 I 3-27 i 3-95 j 3-84 | 6-37 I 6-79 [ 6-26 j 7-96 I 6-07 .. \10-52 | 7-5-5 | 6-16 j 407 \ 4-28 \ 3-71 I 3-63 \ 5-43 \ 4-55 j 7-02 \ 5-49 \ 7-23 \ 9-87 \ 6-12 Suburban Trains. March 31st, 1928 March 31st, 1927 .. I 1-47 j 0-77 I 0-76 | 0-62 0-71 | 0-55 I 0-46 I 0-55 I 0-58 I 0-76 i 0-78 I 0-93 I 0-69 I 0-79 .. I 0-89 I 0-63 ! 0-50 j 0-50 0-47 I 0-36 \ 0-37 I 0-75 I 0-40 I 0-85 ! 0-73 \ 0-79 I 7-55 I 0-70

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The Auckland-Wellington daylight express trains were run again during December and January, and proved popular during the holiday season. Arrangements arc being made to so adjust the schedules of these trains that they can be run at short notice when circumstances may demand without disturbing the ordinary train service. Suburban services received special attention. Additional stops were introduced where warranted to further the development of growing settlements, and additional train facilities were provided where the prospective business gave indications of a reasonable return. The West Coast trains (South Island) were speeded up in order to improve the communication with Greymouth, and to offer inducement for the development of business from Westport via Westland and Otira for the East Coast. The Picton Section time-tables were recast, and a much improved service was introduced. Night goods-trains have been arranged between Wanganui and New Plymouth, and have proved a useful factor in improving the transport of stock and general goods in Taranaki District. The portion of the East Coast Railway (North Island) from Waihi to Tauranga has now been taken over from tho Public Works Department. The Tauranga-Taneatua portion (60 miles) is still being worked under the control of the Public Works Department, but will be taken over by the • Working Railways Department at an early date. Pending the Railway Department taking over this section, the time-tables have been co-ordinated with that in operation on the opened line, thus giving the maximum flexibility in the movement of passengers and goods. Under the time-tables now in operation there are daily express services running each way between Auckland and Taneatua, also daily goods-trains between the same points. The double line between Auckland and Otahuhu was extended to Papatoetoe, a distance of two and a half miles. The extension is of great assistance in handling the heavy traffic in the congested area around Auckland City. Train-control. —The system of train-control is now in operation between Auckland and Mercer (43 miles), Marton and Wellington (116 miles), and between Christchurch and Oamaru (152 miles) —a total of 159 miles in North Island and 152 miles in South Island —and is already showing gratifying results. The feature of train-control is a special telephone apparatus which enables the officer in control of the section to be in constant touch with all stations and engine-depots in the " control " area. Stations keep the controller apprised of all train movements, and he is able to foresee pending difficulties and, when practicable, apply remedial measures. The co-ordination of the work as a result of tho controller's supervision will be an important factor in the better time-keeping of trains, and will ensure the best despatch for loads in transit. Rail-motors. — The experience gained with rail-motors has demonstrated the possibilities of economical operation with these machines in suitable areas, and it has been decided to obtain a number of modern vehicles for service in selected districts. Specifications are being drawn up and orders will be placed shortly. Improvements to Gar-seating. —Improved seating has been provided in the cars running on a number of the branch lines. It is the intention to deal similarly with other lines as funds are available. Steam Heating of Important District Trains. —Arrangements made to provide steam heating for the important local district trains. The important Otago Central, Christchurch-Waiau, and Fairlie Branch trains have already been fitted, and the provision of steam heating on Rotorua expresses, the Wellington-Woodville trains, and the Ashburton-Christchurch trains is in hand with a view to being ready for next winter. Other trains will also be fitted as finance permits. Cruising-cars. —A cruising-car for North Island use and one for South Island were provided recently to meet tho demands of touring parties. The charges for these special cars are reasonable, and it is anticipated that by catering for this class of traffic new business will be developed. Dining-cars. —Dining-cars are under construction for use on the Limited expresses of the North Island. Tractors for Yard Shunting. —The trials made with tractors at several stations have demonstrated the usefulness of these machines for shunting purposes at country stations where an engine would not ordinarily be available until arrival of a train. By using the tractor to sort wagons for despatch or delivery, detention to passing trains can be avoided and the Department's clients can depend on wagons for loading or unloading being placed in position expeditiously. As a result of the success of the initial experiment several additional stations will be provided with tractors. Mail-exctianges. —A suitable apparatus for exchange of mails by express trains at non-stop stations has been devised, and with the completion of some minor details will be ready for service at an early date. When postal cars have been equipped a number of stations now dependent on ordinary trains for delivery of mails will bo served by express trains, which will bo enabled to deliver mails without stopping. Wagon Stock. —The increases in live-stock, goods, and coal traffic created some difficulty from a transportation point of view at peak periods, but by intensive use of the rolling-stock and close cooperation between the various districts the position was met with a minimum of inconvenience to our clients. Additional rolling-stock, notably sheep and general-goods wagons, now under construction should give considerable easement in meeting next year's peak demands. Engine-runs. —A close watch has been kept over locomotive operation with a view to increasing the mileage of the various classes of engines, and so obviating the necessity of acquiring more engines. New turntables which have been provided in various localities permit increased flexibility in engine movement. Congestion of Train-operation in Mercer-L'rankton Area. —lncreasing difficulty has been experienced in working traffic through economically on the single line between Mercer and Frankton. To meet the position additional crossing sidings are being provided at various points in that area, and a

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duplication of the line is being made from Frankton to Horotiu (seven and a quarter miles). This work is in hand, and when completed will effect considerable economy in operation as well as increasing the turnover of rolling-stock. Automatic Signalling. —The extension of automatic signalling from Mercer to Frankton is Hearing completion, and when operating will permit of substantial savings in that area. Electric Cranes. —Mobile electric cranes have been provided at Christchurch and New Plymouth and their efficiency in operation has fully justified the expenditure. Operating Statistics. —Detailed statistical information is now being obtained on the various phases of transportation, and enable the transportation officers to keep in close touch with the movements of the various commodities from day to day, and also the cost of operation. COMMERCIAL BRANCH. During the past year the Commercial Branch has continued to function with the greatest appreciation of the public and with material advantage to the Department. The activities have been chiefly in the direction of securing new business and fostering the business at present held by the Department, with a view to giving general satisfaction to its clients. Road Competition. —The road transporters are becoming more and more active, and have to some extent secured a proportion of the higher-rate traffic which formerly went by rail. The advisability of the Department taking up motor transport for the carriage of goods in a number of localities has been explored, but there is no area so far as can be seen where there is a reasonable prospect of success in competition with our present competitors. A close analysis has been made of the activities of opposition motor concerns and many must be running at a loss, and there are numerous cases of these motor firms going into bankruptcy, but others seem to be always prepared to take up the running. With respect to the passenger traffic, the decline is to some extent due to the operations of the service cars and buses, but, in our opinion, the greater cause of the falling-off is the increasing use of the privately-owned motor-car. The Department has taken over a number of bus services throughout New Zealand, but so far only in localities where a decided saving in the train-running costs can be effected by the adoption of road transport for the conveyance of passengers. The large number of school-children to be carried makes the extension of this system more difficult than would otherwise be the case. Staff. —The staff of the Commercial Branch has been increased by two Business Agents and by the appointment of three Passenger Agents. The appointment of additional Business Agents became necessary chiefly on account of the growing appreciation by the clients of the Department of the value of information gained by personal interview. The Passenger Agents were primarily appointed for the purpose of looking after the Department's interests on the passenger side. They have by their activities induced a large amount of traffic to rail by fostering special and week-end excursions and by co-operating with the Government Tourist Department and motor concerns in regard to combined bookings by rail and motor. Mail Agents on Trans-Pacific Steamers acting as Agents for Railway Department. —During the year the senior Mail Agents on the passenger vessels trading between New Zealand and Canada and the United States of America received a course of training in railway working. They were provided with all information in regard to tours throughout New Zealand and have been appointed as agents for the Railway Department on the steamers. They interview passengers with a view to advising them of the attractions of this country and inducing them to travel as much as possible. Very beneficial results have been obtained and much new business has been fostered. The Mail Agents work in close co-opera-tion with the Railway Passenger Agents, the former getting into touch with the passengers on the voyage and handing them over to the Passenger Agents on arrival at New Zealand ports, where the tours and arrangements are finalized. Passenger Agents are also in touch with, the arrivals of the intercolonial steamers for the purpose of advising passengers and inducing travel. There is the closest co-operation and enthusiasm in their work between the Railway Passenger Agents, the Postal Department's Mail Agents, and the officers of the Tourist Department. Increased Facilities for booking Passengers. —With a view to providing increased facilities, it is proposed to open suburban booking-offices in the larger towns for the purpose of issuing passenger tickets, reserving seats,' and dealing with parcels traffic. Where the traffic warrants the offices will be staffed by Railway Department's permanent staff ; in some cases the work will be undertaken by the permanent officials of the Postal Department, while in certain suburbs the work will be carried out by the Postmasters who are not permanent officers of tho Postal Department and who will be remunerated by the Railway Department on a percentage basis. It is also proposed to open tourist booking-offices in the larger towns which are not at present served by the Tourist Department. Railway Department officers will be in a position to book inclusive tours for rail, road, hotel accommodation, &c. Excursion Tickets. —The facilities for travelling at concession rates have been greatly extended. Delegates to conferences, and their wives and children, are now enabled to obtain transport at excursion rates, There are numerous special, excursions arranged, such as farmers' excursions to shows and the facilities for interchange of visits between members of the farming community. A trial is also being given to the general, issue of tickets at holiday excursion fares during the May and August school vacations. Formerly children travelling home received a concession, but now any person travelling during the periods of school vacations may receive tho benefit of holiday excursion rates. It is anticipated, these excursions in the off season will become popular as they are more widely known. Inter-Island Booking. —The facilities offered by the Department for the through booking of passengers between the Islands is being fully availed of, while the great advantage of clients beingable to book their parcels and goods between any station and any other station in New Zealand is being realized. This is apparent by the large increase in the business.

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Cash-on-deUvery System.. —This facility is not being greatly availed of, but it is expected the business will grow. The simple system whereby refunds to senders of cost of goods may be undertaken by the Railway Department will no doubt appeal to the public as the facility becomes better known. Customs Clearing. —A good deal of business is being done by the Department in Customs clearing. It is, of course, not intended that the Department should enter competition with Customs clearing agents, but it was found desirable to provide the facility in order that the Department might be in a position to offer the same service as was being offered by rival carrying concerns. Dairy-produce and Wool Traffic. —The traffic under this heading has been well maintained, but it is disappointing to lea.m of many people engaged in tho principal primary industries of the Dominion taking full advantage of the very generous concessions offered by the Railway Department; in the matter of freights on the lower-rated commodities and at the same time adopting road transport for a slight saving in the cost of conveying the higher-rated goods. Business Men's Trains. —An innovation is being introduced in the shape of organized tours by rail for business men. Arrangements have already been made with the Chamber of Commerce at Auckland for the running of a cruising train. The journey will occupy about nine days. The train will be made up of sleeping and lounge cars, and every possible comfort will be provided for. Such articles as shaving-mugs, collar-studs, buttons, hot-water bottles, simple medicines, &c, will be provided for, and telephones will be installed at the stations where the train is standing for any length of time. Meals will be served on the train or in refreshment-rooms, whichever is the more satisfactory. A stenographer will travel with the train, for the convenience of business men. Generally speaking, the running of the train will be an effort by the Department to offer a tour de luxe at a very reasonable outlay. Collection and Delivery of Luggage. —Arrangements are now being finalized for the introduction of a simple system of collection and delivery of luggage. The advent of the cheap taxicabs has done away with tho necessity for an elaborate system of collection and delivery of luggage. Meetings and Conferences. —Representatives of the Commercial Branch keep in touch with the various meetings and conferences of publio bodies and, where it is desirable, they attend for the purpose of giving first-hand knowledge regarding railway matters. LOCOMOTIVE-POWER. During the year four new locomotives were added to stock : — 2 Class Wab 4-6-4 Heavy Tank from Department's Workshops at Hillside. 2 Class Ws 4-6-4 Heavy Tank from Messrs. Price Bros., Thames. Twenty-four old engines were written off during the year. The following additional locomotives were under construction on 31st March : — 3 Class Wf 2-6-4 Tank at Messrs. Price Bros., Thames. The drawings for the standard-type high-powered shunting-engine referred to in our last'report are now practically complete, and certain of the material required has been ordered from overseas. There will, therefore, be no delay in putting the construction of these engines in hand. The tender of Messrs. Beyer Peacock, Ltd., for the supply of three articulated locomotives of the Garratt type was accepted during the year, and these engines should be delivered during the current year. CARRIAGES. Four carriages and twenty-one brake-vans were built in the Department's Workshops during the year. Two old cars and six brake-vans were written off. Sixteen cars were on order at the end. of the yenr. Further progress was made with the installation of electric lighting in carriages, the cars now fitted numbering 345. It is estimated that 150 additional oars will be fitted during the current year. WAGON STOCK. The following wagons were built in the Department's workshops and placed in traffic during the year : — 100 Class J sheep-wagons. 59 Class La four-wheeled (12 tons) high-side goods-wagons. 4 Class M four-wheeled (8 tons) low-side goods-wagons. 72 Class Xa ventilated goods-vans. 12 Class Yb hopper wagons. 2 Class Z "\ , , 3ClassZp/ CoVered g° ods - vans - Total, 247 four-wheeled and five bogie-wagons. Eleven wagons were sold and nineteen were written off during the year. The workshops are at present engaged on the following building programme :— 7 Class G horse-boxes. 40 Class J sheep-wagons. 240 Class La high-side goods-wagons. 5 Class Ug bogie horse-boxes. 54 Class ~.. , , , 6 Class Xn rventilated goods-vans. 38 Class Yb hopper-wagons. 10 Class Zp covered goods-vans. Twenty tank-wagons were built for private firms for the carriage of bulk petrol,

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NEW WORKS. The expenditure during the year on works authorized under the Railways Improvement Authorization Acts and charged to capital was £1,205,858. (This does not include amounts spent on works carried out by Public Works Department which are mentioned later.) The principarworks in hand were :— Auckland Station and Yard. —Good progress has been made during the year with the rearrangement of Auckland yard. Campbell's Point overbridge was completed, with the exception of a small amount of metalling. The erection of the new outwards-goods shed was practically completed. A contract for the new station building was let and the work, which is estimated to take approximately two r years, put in hand. Penrose-Papakura Duplication. —The duplication of the track between Otahuhu and Papatoetoe was completed. Wellington Station and Yard. —The reclamation in. connection with Wellington new yard is proceeding steadily, and it is expected the filling will take from twelve months to eighteen months to complete. The construction of the sewers is in hand and the laying of sidings is proceeding. The plans for the new station building are in course of preparation. Christchurch. —Middleton marshalling-yard was completed and brought into use. Greymouth. —Elmer Lane new locomotive-depot is practically completed. Ravensbourne-Burke's Duplication. —Work on this duplication is proceeding steadily. Workshops. —ln connection with the erection of new locomotive workshops at Otahuhu and Hutt Valley the work is so far completed that'a commencement has'been made with the installation of the machinery, and the whole work should be out of the contractors' hands very shortly. f'■ At Addington and Hillside the first stage of the work is practically complete, opening the way for a partial exchange of staff, which will pave the way for existing buildings to be demolished and so permit balance of work to proceed. Except for delays due to slow deliveries of steel from Home, the work has progressed satisfactorily. Signals, &c. —Automatic colour-light signalling was brought into operation during the year between Pctone and Waterloo, Otahuhu and Mercer, and Addington and Middleton. Traffic is now controlled by — . Miles. Tablet system (single line) .. .. .. .. .. .. 1,709 Lock and block (double line) .. .. .. .. :. .. 16i Three position under-quadrant and colour-light signals— Single line .. .. .. .. .. .. .. 159 Double line .. .. .. .. .. .. .. 38 Fifty-eight miles of telegraph and telephone poles and 1,242 miles of wire were erected during the year. £13,740 was spent on electric lighting during the year, including the installation of flood lighting in a number of station-yards. The latter system of lighting is proving'very satisfactory. The designs for the electrification of the new locomotive workshops'have been completed and the specifications necessary for the work prepared. The materials have also been ordered and are now arriving on the sites. Ghristchurch-Lyttellon Electrification.- —The Christchurch-Lyttelton electrification is well in hand, a considerable quantity of material having arrived during the year. The construction work has been commenced both in the tunnel and outside, and it is anticipated this work will be completed during the coming year. , The following works are being carried out by the Public Works Department:— Palmerston North Deviation. —Considerable progress has been made with this work during the year. The clearing of the reserve has been practically completed and nine miles of the permanent fencing erected. The earthworks are well in hand and a certain amount of bridgework has been done. Expenditure for the year, £48,193. Auchland-Westland Deviation. —This work has advanced very substantially towards completion. The great bulk of the earthworks is finished and the 27-chain tunnel at Purewa has been completed. The work on the numerous road-bridges is well advanced. The platelaying, ballasting of stationyards, and signalling will be put in hand shortly, and it is anticipated that these will be ready in good time for the completion of the Auckland new station yard. Expenditure for the year, £157,747. Tawa Flat Deviation. —A very definite start has been made with this work. The construction of the bridge crossing the East Coast main lines and the Hutt Road at 2 m. 4 eh. has advanced as far as the completion of the concrete piers and. abutments. The driving of the bottom heading for No. 1 tunnel has commenced from both portals. Work has also started on the bridge at 3m. 30 eh. (Ngahauranga Gorge). Expenditure for year, £55,908. HOUSING. During the year 275 houses were cut at the Frankton Junction Housing-factory, and 101 which had been cut the previous year were in stock on Ist April, 1927. For the Department 135 were erected'during the year, and for the Hutt Valley' Housing Committee 149, making a total, of 284 houses. The number of houses in course of erection and uncompleted at?3lst March, 1928, was —Departmental, 71; non-departmental, 25: total, 96. Erection orders were issued for 60 departmental and 2 non-departmental, 'but work not started at 31st March, 1928.

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Since the inauguration of the housing scheme the total number of houses erected is—Departmental, 1,100; non-departmental, 271 : total, 1,371. Hot- and cold-water services and baths have been provided, and electric light and sewerage installed where available. The total quantity of timber which passed through the big planer during the year was 4,936,186 lineal feet, averaging 15,771 lineal feet per working-day. Seventy-three and a half chains of roading were constructed during the year to serve railway settlements. STAFF. The total number of staff employed on the 31st March, 1928, including those engaged on works chargeable to capital, was 18,584, and the average number actually at work throughout the year was 18,541, as compared with 18,4-58 the previous year. The average number of men engaged on works charged to capital was 1,087, as against 1,239 last year. One hundred and twelve members of the Second Division were promoted to the First Division, 124 members resigned, 112 retired on superannuation, 41 died, 66 were dismissed, and 439 engaged. The sum of £41,198 was paid under the Workers' Compensation Act during the. year to members of Division II who sustained injuries in the course of their duties. The Board again desires to place on record the good conduct and loyalty of the staff during the past year, and the, cordial relations which have existed. The recommendations of the Classification Committee which reviewed all First Division positions have been given effect to, and, judging by the few appeals with regard to the grading of positions, the work of the Committee appears to have given very general satisfaction. The comprehensive scheme of ambulance training which was instituted during the past year was very largely availed of by employees, and the results of the attendance at classes and examinations have been very satisfactory. It is proposed to carry out similar instruction classes during the forthcoming year, to ensure that as many employees as possible shall be qualified to render first-aid treatment in case of accidents to their fellow-employees or members of the travelling public. CORRESPONDENCE CLASSES AND TRAINING SCHOOL. The total number of students receiving tuition in the various phases of railway work numbered 1,668 at the end of March. The classes are open to all employees of the First and Second Divisions, and the instruction given is of such a comprehensive character that any ambitious employee desiring to increase his knowledge or equip himself for advancement has an excellent opportunity if he avails himself of the tuition given by the Correspondence School. Already 802 members have sat for the various examinations. Cadets in the Training School receive lectures daily in accounting, tariff regulations, and elementary railway principles, and practical knowledge is gained through a system of stations at which sets of books, forms, and tickets are used. The new method of instructing cadets has proved to be most valuable to tho Department, as cadets appointed to stations now have sufficient knowledge of general railway work to be of immediate use. Kighty-six cadets have undergone a course of training during the year. As a means of training boys in right habits and eliminating the risks that they are exposed to in city life, the Cadets' Hostel has proved itself to be of value. Cadets at the hostel are encouraged to take up courses of study, and sports and pastimes receive special attention. There is no doubt that this establishment has assisted in the direction of obtaining for the Department a better type of youth, whose training under continuous supervision will better fit them for their carreers as railway officers. STORES BRANCH. The amount expended in. connection with the purchase of stores and material during the year was £2,223,567 Os. 6d. Payments were divided as follows : — £ s. d. To merchants, manufacturers, and others in New Zealand .. 711,121 16 5 Through High Commissioner, London .. .. .. 315,140 11 1 Material manufactured in railways workshops .. .. 288,756 12 1 Coal and coke .. .. .. .. .. .. 813,631 6 5 Stationery 40,504 16 11 For used material recovered from other railway branches .. 54,411 17 7 Total £2,223,567 0 6 The increased expenditure is accounted for under the headings of " Material manufactured in railway workshops " and " Coal." Stocks of coal were considerably greater at the end of year ending 31st March, 1928, than in the previous year, while a larger output of manufactured material in workshops was brought under the control of the Stores Branch than had been the case in the previous year.

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XXVI

Purchases within the Empire represented an expenditure of £2,204,865 Bs. 10d., and. from other countries (principally the United States of America), £18,701 lis. Bd. During the year contracts were made for workshops machinery and electrical equipment totalling £249,876, of which £210,796 were placed within the Empire, and £39,080 in other countries, mostly the United States of America. General contracts have been made with various New Zealand merchants in conjunction with the Stores Control Board. These contracts are mainly for two-yearly periods, but some of the more fluctuating items have been accepted for a term of one year only. All Government Departments can purchase supplies under these contracts. They have proved of considerable value to the Railways Department, as they have enabled purchases to be made at better values and have assured the Department of a regular source of supply. During the year the work of reorganization of the Stores Branch, has been proceeded with steadily. Main stores at Newmarket, East Town, Petone, Addington, Hillside, and Invercargill have been equipped with bin-card containers, and bin-cards have now been placed with all stocks of stores. At Greymouth a new store has been erected at Elmer Lane, and is in process of bring equipped with standard racks, &c, for service in connection with the new locomotive running-sheds. A new store has been erected at Rangataua to serve as a trust store for Rangataua Maintenance Workshops. All maintenance line stocks have been brought under the control of the stores system. A great deal of work has been done during the year in connection with bringing maintenance trust stores into proper order and condition. Special attention has been given to maintenance trust stores at Penrose, East Town, Addington, Dunedin, Invercargill, Greymouth and Westport, in order to bring them into conformity with the new stores system. A summary of what has already been done in regard to main stores, sub-stores, and trust stores is as under : Main stores reracked and system remodelled (with bin-cards), 4 ; main stores and shops sub-stores combined, reracked, and bin-cards provided, 3; main store, sub-store, and trust store combined, 1 ; workshops sub-stores, new buildings provided, 1 ; workshops sub-stores opened in existing buildings, 3 ; locomotive workshops trust stores in operation, 2 ; maintenance, Foremen of Works' trust stores, 13 ; maintenance, Inspectors of Permanent Way trust stores, 28 ; Locomotive Foremen's trust stores, 12 ; Locomotive Car and Wagon Inspectors' trust stores, 6 ; stationery store, 1 : total, 74. Suitable racking has been provided in. all main stores and sub-stores, and also to a large extent in the more important trust stores. Bin-cards are in operation for stocks held. Stock was taken by the storekeepers and clerks in charge of all main stores and sub-stores at the 31st March, 1928. This work was carried out in an expeditious manner, and reflected considerable credit on all the staffs at the various stores. The work of compiling lists showing slowly-moving lines and obsolete items is well in hand, and these lists will be available at an early date. Special attention has been given during the year to the reduction of stocks of stores on hand, and this has been done at all main stores and sub-stores. During the year purchases have been curtailed, and it is hoped that with the contracts now in operation it will be possible to further reduce stocks without causing inconvenience to the various Departments to whom stores are issued. The Stores District Officer in each centre has acted as one of the three members of the local Supplies and Tenders Committee of the Stores Control Board. The Comptroller of Stores' Office has continued to provide the officer to fill the position of Chairman of the Advisory Committee of the Stores Control Board, and also an officer to act with the Refreshment Branch in connection with the purchase of foodstuffs for all railway and other State services. During the year a great number of requisitions was received from other Departments of State for stores requirements, and these have been dealt with systematically under the Stores Control Board's regulations. LAND BRANCH. The number of leases registered during the year was 559, the aggregate annual rental of these amounting to £6,211 4s. lOd. The total number of leases current on the 31st March, 1928, was 6,796, the total annual rental, being £56,996 lis. 4d. The total fees for preparation of deeds, dealing with documents, and for supplying advices to the Valuation Department was £710 7s. The number of Proclamations, Orders in Council, notifications, and other documents issued taking and giving up land was 43. The number of transactions purchasing land by certificate of title was 19, the compensation paid for the land acquired totalling £36,235 lBs. Id. REFRESHMENT BRANCH. During the year the refreshment-rooms at Paekakariki and. Kaitoke were taken over by the Branch, remodelled, and brought up to date. Tho staff of the Branch at the 31st March, 1928, was 357, compared with 341 in 1927. The rooms now under control of the Branch number twenty-eight, and in addition the catering on the Lake Wakatipu steamers is also performed by the Branch. The revenue derived during the year amounted to £122,220, compared with £129,(i1l for the previous year.

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The expenditure has been closely watched, and tho operations of the Branch have been arranged as economically as practicable. In an endeavour to increase business and in order to meet the convenience of passengers, arrangements were made during the year for the inauguration of :— (a) A platform sales service by boys at some of the principal stations. (b) Luncheon-hampers for passengers on the Auckland Wellington express trains. (c) Reintroduction of platform wheel waiters at Frankton Junction and Ashburton. (d) Sales service by boys on excursion trains, and the hire of cushions on daylight excursion trains. (c) Reintroduction of refreshment-cartons at principal refreshment-rooms. Apart from tho structural alterations at Paekakariki and Kaitoke, the principal work undertaken in the Branch was the installation of electric cake-mixers in the departmental bakeries at Frankton Junction and Marton, and these have proved satisfactory. The system of hiring cushions to passengers on the Auckland-Wellington Main Trunk express train showed a further increase in business compared with previous years, the number of cushions hired being 82,143, compared with 65,467 for the previous year. The service is- very popular with the travelling public. PUBLICITY BRANCH. A Publicity Branch, having for its main objective the promotion and maintenance of a sympathetic contact between the Department and its customers, was established in October, 1927. Since its inception the Branch, has, by an energetic application of modern publicity methods, kept the activities of the Department prominently before the public. A systematic campaign of propaganda advertising has been conducted in the principal city and country newspapers ; special articles and write-ups have been supplied to and. published by the press and vocational journals ; press articles and correspondence containing unfavourable criticism of the Department's activities have been suitably replied to. A close watch has been kept by the Branch on all events calculated to induce additional traffic, and a programme of advertising undertaken in proportion to the importance of the occasion. A number of publications, including folders featuring the premier scenic and tourist resorts of the Dominion, have been prepared and widely distributed, in New Zealand. Supplies of publicity literature have also been distributed abroad through the Tourist Department's representatives in Australia and America, and Mail Agents on trans-Pacific steamers. Leaflets, setting out the effect of tariff alterations and concessions, have been prepared by the Branch and distributed by mail to the particular class or industry affected. The publicity value of wireless broadcasting has not been overlooked ; a number of lectures on railways have been broadcast during the year, in addition to descriptive accounts of specified train journeys, introducing novelties featuring details incidental to train-operating, &o. Particular attention has been paid by the Publicity Branch to the advertising of week-end excursions and farmers' specials. The principal mediums employed were: Theatre screens and programmes ; newspaper advertisements and locals ; pictorial and mechanical displays in shop-windows ; street-hoardings ; large calico signs ; attractive handbills ; tram-car dashboards ; electric signs. The success of the excursions is an indication of the value of the various advertising media employed. In order to avoid overlapping of functions, the work of the Publicity Branch has been coordinated with that of the Government Publicity Board, the publicity efforts of our own Branch being specially concentrated upon the Department's work in the Dominion. NKW ZEALAND RAILWAYS MAGAZINE. The Department's monthly magazine for circulation amongst the staff and to business houses especially interested in transportation continues to serve a double purpose, being a medium for the dissemination of information and advice to the staff and a good publicity medium for the Department in keeping its clients acquainted with the progress of railway affairs. The scope of the magazine has been somewhat extended during the year by making some of the contents of a more general nature, and a certain number of pages have been made available for general advertising, thus helping to reduce the cost. The magazine continues the approbation of members because of the reliable nature of the information it contains upon transport developments and its value as a source of reference upon departmental affairs. It is pleasing to record the keen interest taken by the staff in their own magazine, contributions coming in freely, from members in all grades, upon subjects relating to the work upon which they are engaged ; and it is found that the social unity of the Service is assisted materially through the complete circulation of the magazine amongst all the branches of the Department. SUGGESTIONS AND INVENTIONS. The Department's Suggestions and Inventions Committee dealt with 1,739 suggestions during the year, as against 1,245 during the previous year. Of these, 131 were recommended for adoption either wholly or partially ; 479 were referred to heads of Branches for their consideration, or were. already in operation, or related to matters of policy ; 983 were rejected ; and 146 were under trial or investigation at the 31st March. Monetary awards totalling £157 ss. were made in respect of thirty-eight suggestions, and commendations were noted on the official records of ninety suggesters.

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The fact that there has been an increase of 44 per cent, in the number of suggestions submitted during the past year indicates that the facilities given by the Suggestions and Inventions Committee are appreciated by the staff. A disappointingly large number of the suggestions received were, however, either in no way original or of a general nature dealing with activities already initiated by the Department. The value of the work of the Committee in investigating the suggestions received cannot, therefore, be correctly gauged by the number of suggestions recommended for adoption, but consideration must be given to the value of the psychological effect of the provision of a channel through which the staff may bring their ideas under notice. SUPERANNUATION FUND. The report of the Government Railways Superannuation Fund Board for the year ended 31st March, 1928, shows the position to be as follows: — Annual liability, £247,442. £ Members'contributions .. .. .. .. .. .. 158,600 Interest .. .. .. .. .. .. .. .. 58,293 Deficit to be drawn from subsidy .. .. .. .. .. 30,549 £247,442 At the same date the liability to contributors in respect of amounts paid £ in was .. .. .. .. .. .. .. 1,384,564 The total accumulated fund was .. .. .. .. .. 1,111,200 Leaving deficit of .. .. .. .. .. ..£273,364 The annual liability, £247,442, is in respect of 1,447 members, 467 widows, and 491 children, making a total of 2,405 persons actually on the fund on the 31st March, 1928. The amount standing in the Investment Account in tho balance-sheet is represented by the following securities : — £ Mortgages .. .. .. .. .. .. .. 740,610 Local-bodies'debentures .. .. .. .. .. .. 193,615 Government securities .. .. .. .. .. ..11l ,000 In hand awaiting investment .. .. .. .. .. 6,336 £1,051,561 The average rate of interest on securities held on 31st March, 1928, was 5-82 per cent. The average rate of interest earned on the mean funds was 5*758 per cent. We have the honour to be, Sir, » Your obedient servants, J. Mason \ Board of A. W. Mouat/Management.

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REPORTS FROM HEADS OF BRANCHES. MAINTENANCE. Mr. V. C. Wi:i)]jop, M.1n5t.0.8., Chief Engineer, reports as follows : — The track, structures, buildings, and appliances have been maintained in good order and repair. Permanent-way. —The relaying done during the year was as follows :— Miles. Main line 100 lb. rolaid in 100 lb. material Main line and branches, 53 lb., 55 lb., 56 lb., 65 lb., and 70 lb., relaid with 70 lb. material .. .. .. .. .. .. .. • .. 28|Main line and branches, 53 lb. and 56 lb., relaid with 55 lb. material .. -| Main line and branches relaid with second-hand 53 lb. and 56 lb. material removed from main line .. .. .. .. .. 6 Total relaid for year .. .. .. .. .. 35| Sleepers. —The number of new sleepers placed in the track during the year was 179,212. Ballasting. —l 97,664 cubic yards of ballast were placed on the track. Slips and Floods. —During the year the Kaihu line between 11| m. and 13Jm. was flooded on several occasions causing slight delay to traffic. Minor slips and. washouts occurred on the Kaikohe and Waihi Branches. Owing to heavy rain on 25th July, 1927, considerable damage was done on the North Auckland line, floods, slips, and washouts occurring at various .places between 73 m. and 176 m. and causing train delays. A flood and slip also occurred on this line at Tahekcroa tunnel on the 11th August, 1927, causing a, slight delay to trains. On the 27th July, 1927, a large slip occurred on the main lino at 26 m. 50 eh. between Karaka and Paerata, about 10,000 cubic yards of earth coming down in a deep cutting. The main, line was completely blocked and passengers had to be transhipped. Traffic was restored on the 29th July, 1927. On the 27th December, 1927, a slip occurred. a,t 68 m. 70 eh. main lino near Taupiri Bridge. The bank at side of lino dropped about 15 ft. for a distance of 60 ft. to water-level of river. There was no delay to traffic. On the 28th May, 1927, a slip of 100 cubic yards of clay ca.me down at 203 m. 75 eh. (spiral) Main Trunk line, but there was no serious delay to traffic. A very heavy fall of snow occurred between National Park and Taihape on the night of the 20th July, 1927. Tablet and telephones were crippled, but there was no damage to track. On the 28th November, 1927, a slip containing a large stone (1| tons) came down at 277 in. 10 eh. near Mangaweka, and. blocked the line for three hours. After heavy rain on the 18th December, 1927, several slips occurred between 272 m. and 273|-m. between Utiku and Mangaweka, blocking the line for five hours. On the 30th July, 1927, at 10 p.m. a slip of about 800 cubic yards occurred at 1 m. 25 eh. Manawatu line, burying the line for 1 chain. A train ran into the obstruction, and derailed engine and twelve empty wagons. Traffic over this portion of the line was suspended until 6.30 p.m. on the 2nd August, 1927. A further 500 cubic yards had to be removed from the top of cutting before traffic could be resumed. On the 29th April, 1927, and 28th November, 1927, the sea-wall between Ngahauranga and Petone was breached, and track damaged owing to heavy seas. Several slips causing .slight delays to trains occurred, between 25 m. and 31m. 69 eh. Gisborne section (between Waikohu and. Otoko). No serious damage was done by floods and slips in the Canterbury District during the year although it has been necessary to keep putting in stone on the embankment of the Bealey River. 13,931 cubic yards of stone were used for protective-works in this district during the year. On the 26th July, 1927, a slip occurred at 18J m. Otago Central (between Hindon and Deep Stream) completely blocking the line, and causing derailment Of engine and wagons of passing train. Line took four days to clear. Owing to heavy rains the line between Riverside and Gladfield on the Outram Branch was blocked for traffic from 3 p.m. on tho 7th, to 3 p.m. on the Bth September, 1927. In September, 1927, exceptionally heavy rains caused several washouts and slips on the Lawrence Branch. On the 7th September all trains were cancelled on the branch. Traffic was resumed between Milton and Lawrence on the Bth September, but not between Lawrence and Miller's Flat until the 12th September. In repairing damage caused by the slip of embankment at 29£ m. Catlin's River Branch (between Tawanui and Pukctiro), 2,606 cubic yards of rock and clay filling and 207 cubic yards of ballast were used. Bridges.— These have been maintained in good order. A large number of bridges have been overhauled and repaired, also a number renewed in rolled steel joists. Bridge-strengthening to allow heavier engines to run has continued on a number of lines. Water-services. —These have received the necessary attention. Electric pumping plant has been installed at a number of stations, thus reducing the cost of pumping. Wharves. —The wharves under the control of the Department have been efficiently maintained.

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Buildings.- —These have been maintained in good repair. The following buildings were destroyed by fire : Cottages at Rangataua, Hokitika, Mataroa, Sockburn, and Tokomaru ; hut at Rock and Pillar; station-building at Mataroa; engine-shed at Glenham; and social hall at Mercer. The refreshment-rooms and Inspector of Permanent-way's office, Ohakune, were severely damaged by fire. Station-yards. —Increased siding and general accommodation has been provided at a number of stations. Railway Improvements. —The expenditure under the Railways Improvement Authorization Account for last year was £920,009, as against £399,943 for the previous year. This amount does not include the expenditure under this account on the Auckland-Westfield deviation, Palmerston North deviation, Tawa Flat deviation, and Hutt Valley Railway, carried out by the Public Works Department, which amounted to £284,464 ; signal branch charges, £99,529 ; and locomotive branch charges, £184,737. Good progress has been made during the year with the rearrangement of Auckland yard. Campbell's Point overbridge was completed with the exception of a small amount of metalling. The erection of the new outwards goods-shed was practically completed. A contract for the new stationbuilding was let, and the work which is estimated to take approximately two years put in hand. The duplication of the track between Otahuhu and Papatoetoe was completed. The rearrangement of Helensville and Frankton Junction station-yards was completed. The location survey of the Auckland-Morningside deviation is in hand. The reclamation in connection with Wellington new yard is proceeding steadily, and it is expected the filling will take from twelve months to eighteen months to complete. The construction of the sewers is in hand, and the laying of sidings is proceeding. The plans for the new station-building are in the course of preparation. Middleton marshalling-yard was completed and brought into use. Elmer Lane new locomotive depot is practically completed. The Hanover Street overbridge in connection with the Pelichet Bay deviation is practically completed. , The Ravensbourne-Burke's duplication is proceeding steadily. Bridge-strengthening in various districts has been carried out. The Waiteti Viaduct on the Main Trunk line was completed. Level-crossings have been replaced by overbridges at Turakina and Taihape. Others in hand are Piripiri, Hawera (subway), and Tumai. Deviations are being made to cut out level-crossings between Waimiha and Ongarue, Matahiwi, and Weka Pass. In connection with the erection of new locomotive workshops at Otahuhu and Hutt Valley, the work is so far completed that a commencement has been made with the installation of the machinery, and the whole work should be out of the contractors' hands very shortly. At Addington and Hillside the first stage of the work is practically complete, opening the way for a partial exchange of staff, which will pave the way for existing buildings to be demolished and so permit balance of work to proceed. Except for delays due to slow deliveries of steel from Home, the work has progressed satisfactorily. The following R.I.A. works are being carried out by the Public Works Department:— Palmerston North Deviation. —Considerable progress has been made with this work during the year. The clearing of the reserve has been practically completed, and nine miles of the permanent fencing erected. The earthworks are well in hand, and a certain amount of bridge-work has been done. Expenditure for the year, £48,193. Auckland-Westfield Deviation.--Thin work has been advanced very substantially towards completion. The great bulk of the earthworks is finished, and the 27 chains tunnel at Purewa has been completed. The work on the numerous road bridges is well advanced. The platelaying and ballasting station-yards and signalling will be put in hand shortly, and it is anticipated that these will be ready in good time for the completion of the Auckland new station-yard. Expenditure for the year, £157,747. Tawa Flat Deviation. —A very definite start has been made with this work. The construction of the bridge crossing the Flast Coast main lines, and the Hutt Road at 2 m. 4 eh., has advanced as far as the completion of the concrete piers and abutments. The driving of the bottom heading for No. 1 tunnel has commenced from both portals. Work has also started on the bridge at 3m. 30 eh. (Ngahauranga Gorge). Flxpenditure for year, £55,908. Additions to Open Lines. —The expenditure under this account was £26,327, the principal works being : Provision of terminal facilities at Wairio ; additional siding - accommodation at Huntly, Te Awamutu, Te Kuiti, Aramoho, Wanganui, Waingawa, Hawarden, St. Andrews, and Arahiwi; car and wagon repair facilities at Dunedin ; direct access at south end of yard, Dunedin ; 70 ft. turntables at Milton and Wanganui; 50 ft. turntable at Lawrence ; 6,000-gallon vat at Otorohanga ; siding and ashpit at F'rankton Junction ; 4-ton crane at Dannevirke ; office and waiting-room for bus at Hastings ; land and garage at Napier ; guards' room at Taumarunui; verandas at Culverden and Pukemiro ; pipe-line at Otira power-house ; bridge at Larry's Creek ; flood control at Taieri Plains (part) ; septic-tank at Papatoetoe ; connection of railway houses to borough sower at Paeroa, and station and stationmaster's house to borough sewer at Mataura ; artesian well at Invercargill (part) ; foot overbridge at Otahuhu. Betterments. —Expenditure charged to " betterments " during the past year was £25,420 12s. 2d., the principal, works being : Provision of additional siding-accommodation at Riccarton, Hawarden, Mawheraiti, and Puketeraki; improvements to stockyards at Woodville and Papakura ; replacing 55-ft. turntable with 70-ft. turntable at New Plymouth ; formation of new road at Newmarket;

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provision of shed for housing batteries at Christchuroh ; improvements to bridges Nos. 148 and 150, North Auckland line ; fitting-up new central booking-office at Wellington ; improved water-services at several stations ; and equipment of frame levers in lieu of " gooseneck " levers at crossing loops. Expenditure. —The expenditure for the year was as follows : Maintenance (charged to working expenses), £1,147,067 ; new works (charged to capital), £946,336. The maintenance expenditure charged to working expenses amounted to £359 per mile compared with £338 in 1926-27, £369 in 1925-26, £362 in 1924-25, £373 in 1923-24, £342 in 1922-23, £367 in 1921-22, £350 in 1920-21, £280 in 1919-20, £252 in 1918-19, £240 in 1917-18, £243 in 1916-17, £251 in 1915-16, and £254 in 1914-15. Mileage.-—The mileage open for traffic on 31st March, 1928, was 3,193 m. 37 eh. During the year 16 m. 67 eh. additional lines were opened for traffic. Staff.— Maintenance Branch : Working staff, 4,635 ; office staff, 220 : total, 4,855. Signal and Ebectbioal. Fixed Signals at Officered Stations. —Fixed signals have been superseded by automatic signalling between Wiri and Pokeno inclusive. At Papatoetoe and Helensville the fixed signals have been superseded by power interlocking. The total number of officered stations (including tablet stations) is 483, of which 319 are equipped with fixed signals, 9 are equipped with light signals as unattended crossing loops, 121 are interlocked, and 34 are unequipped. Automatic and Power Signalling. —Double line automatic signalling has been brought into use between Petone and Waterloo, 2 miles 70 chains ; Otahuhu and Papatoetoe, 2 miles 27 chains. Single line automatic signalling has been completed between Papatoetoe and Mercer, 31 miles 66 chains ; Addington and Middleton, 1 mile 54 chains. In connection with the above installations unattended crossing loops have been provided and equipped with light signals at crossing stations between Wiri and Pokeno, inclusive. At Waterloo Station special terminal automatic signalling scheme was provided. The total mileage now equipped with, automatic signalling is: Double line, 37 miles 57 chains; single line, 159 miles 11 chains. Automatic signalling between Mercer and Frankton is now in hand. The,totalJiumber of unattended crossing loops equipped with automatic signalling is now thirty, and switch-locked sidings twenty-five. The following stations have been, equipped, with power interlocking and colour-light signals : Woburn, Middleton, Papatoetoe, Helensville, Addington North (partial scheme), Frankton North End (partial scheme), and Kensington Station (partial scheme). Alterations to signalling and interlocking have been carried out at,: Frankton South, Addington South, Hornby, Mercer, Dannevirke, and Papakura. Electric Tablet. —Block working : Tablet instruments were removed from twenty-two stations during the year either on acoount of the installation of automatic signalling, or that tablet working was no longer considered-necessary at certain stations. The number of tablet instruments now in use is 883 at 371 stations. The total number of automatic exchangers in use is 333. The total mileage equipped with electric tablet is 1,709 miles of single line out of a, total 3,193 miles. The total mileage equipped with lock and block is 16| miles of double line. The number of lock and block instruments in use is twenty-six at twelve stations. Telegraph and Telephone Facilities. —Fifty-eight miles of poles have been erected, and 1,242 miles of wires during the year. One hundred, and seventy-one connections to railway telephone circuits have been provided. Nineteen new connections to public exchanges have been provided. Metallic circuiting of telephone lines has been completed on the following sections : Palmerston North- Waipukurau, Omakau-Cromwell, Frankton-Cambridgo, Dunedin goods - Kensington, Invercargill-River-ton, Invercargill-Wairio, Ha wera-Wanganui, and Waihi-Taharoa. A Morse circuit has been superimposed, on. existing telephone lines between Wellington and Palmerston North. A train-control telephone metallic circuit in connection with the automatic signalling has been installed between Auckland and Mercer, comprising thirty-one telephone stations. The traffic train-control telephone between Wellington and Marton is now in operation comprising forty-five telephone stations, 232 miles of wire. The traffic train-control telephone between Christchurch and Oamaru has also been brought into use, comprising fifty-five telephone stations, and. 302 miles of wire. The totals now in use are : Morse instruments, 293; telephones, 2,097; electric bells, 388; miles of wire, 11,239; miles of poles, 2,937 ; separate connections to public exchanges, 555. Electric-lighting Installations. —During the year flood-lighting has been installed in the following station-yards : Frankton Junction yard, Greymouth yard and wharf, Otahuhu, Westfield, Middleton, Timaru, Marton, Thorndon, and Auckland yards. The following stations have been equipped with electric lighting: Cromwell station, and yard, and locomotive-shed ; Upper Hutt station and yard, locomotive-shed, and signals ; Clyde station and yard; Papanui station and yard and signals ; Lower Hutt station and yard and locomotive-shed; Paekakariki station and yard, locomotive-shed, and signals ; Otahuhu station ; Penrose station and yard, F.O.W. depot, and signals; Huapai station; Helensville station and yard, goods-shed, and locomotive-shed ; Green Lane station and yard ; Lepperton station and yard, and signals ; Waikouaiti station and yard, and signals ; Dannevirke station and yard, locomotive-shed, and signals ; Takapau station and yard, and signals; Waitati station and yard, and signals : Middleton station and yard.

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and signals ; Puhinui station ; Orari station and yard, and signals ; Ellerslie station and yard ; Mangere station ; Roxburgh station and yard.; Otautau station and yard, and signals ; Wairio station and yard, and locomotive-shed ; Tuakau station and yard.; Thornbury station and yard, and signals ; Man urewa station and yard ; Rangataua station and yard, and signals ; Drury station and yard; Lincoln, station and yard, and signals; Gisborne station and yard, signals, locomotive-shed, and shops ; Timaru station and yard, and signals ; Petone station and yard ; and Stillwater station and yard. During the year 312 railway houses have been equipped with electric light. Tho total of stations lit with electricity is now 182. The total of station-yards equipped, with flood-lighting is 9. The total of railway houses electrically lit is now 1,716. The installation of flood-lighting in a number of the railway-yards has proved satisfactory, and is an economical success. Electric-power Installations. —Through the year the electrification of the existing workshops has been completed at: Newmarket, East Town, Petone, Picton, Addington, Hillside, and Invercargill. The work at Nelson, is well in hand, and will be completed, shortly. The designs for the electrification of tho new workshops at Otahuhu, Hutt Valley, Addington, and Hillside have been completed, and the whole of the specifications necessary for this work have been prepared. The materials have been ordered and are now arriving on the site. In addition to this, specifications have been prepared for the electrical machinery for these workshops. The work in connection with the underground cabling has been commenced in preparation for the arrival of switchgear, &c. Railway Electrification. —The Lyttelton-Christchurch electrification is well in hand, a considerable quantity of materials having arrived during the year, and construction having been commenced both in the tunnel and on the outside work. It is anticipated that this work will be completed during the coming year. In addition to this, complete schemes and detailed estimates have been prepared for the electrification of various sections of existing lines, including : Auckland - Papakura (via Westfield deviation), Auckland-Swanson, Wellington - Upper Hutt, Wellington-Waterloo, and Wellington-Johnsonville. A complete detailed scheme is now in preparation and will be completed shortly in connection with the Tawa, Flat deviation and including the Hutt Valley area. Level-crossing Warning-devices. — Warning signals have been installed at the following levelcrossings : Te Kuiti - King St. (bells only), Ashhurst - Feilding Rd. (Pearson's wig-wag), Terrace End-Napier St. (Pearson's wig-wag), Feilding - Kimbolton Rd. (Pearson's wig-wag), Glen EdenCroydon Rd. (Pearson's wig-wag), Waikanae-Main Rd. (flashlight signals), Levin - Tyne St. (flashlight signals), Mangere - Massey Rd. (flashlight signals), Whangarei - Manse St. (bells only), and Whangarei -Wrack St. (bells only). The total number of level-crossings fitted with warning devices is ninety-six. Expenditure on Signals, &c. —Capital expenditure for the year for signals, &c, amounted to £122,879, of which £41,150 .was on signals and interlocking, £35,011 on telephones, &c, £13,740 on electric lighting, £20,304 on electrification of workshops, and £9,279 on electrification of Lyttelton Tunnel. The maintenance expenditure chargeable against revenue was £106,917. LOCOMOTIVE. Mr. G. S. Lynde, A.M.I.Mech.E., M.1.L0c0.E., Chief Mechanical Engineer, reports as follows:— The rolling-stock, machinery, and tools have been maintained in good working-order during the year. Locomotives. —On the 31st March, 1928, there were 678 engines in service. During the year two Class Wab were built in the Government railway workshops ; two Ws Class were built by Messrs. A. and G. Price, Ltd., Thames. Twenty-four old engines were written off during the year. There was a decrease of 166,852 lb. (equal to 1-48 per cent.) in the tractive force available. There were on order at the close of the year three Class Wf engines being built by Messrs A. and G. Price, Ltd., Thames, and. three " Garratt " articulated locomotives being built by Messrs. Beyer, Peacock, Gorton, England, for use on the. heavy grades on the North Island Main Trunk Section. These locomotives will be delivered during the ensuing year. During the year 684 engines were passed through the workshops, of which 189 received a thorough overhaul. Throe engines were converted for shunting purposes. Boilers. —Eleven locomotive-boilers were built during the year, and ten boilers were in hand at the close of the year. Carriages. —On the 31st March, 1928, there were 1,607 cars. Four cars built in the Government railway workshops were added to the stock, and. two old cars were written offi. Sixteen cars were on order at the end of the year. During the year 2,201 cars were passed through the workshops, of which number 1,417 received heavy repairs. It is proposed to place. dining-cars on the night "Limited" trains between Auckland and Wellington for the purpose of serving breakfast on these trains, and a suitable design is being prepared for cars, which will embody the latest practice. A new design is being prepared for main-line cars for both Islands, embodying many improvements which will provide more comfort for the travelling public. The four cars referred to as having been built in the railway workshops were sleeping-cars of an improved design, similar to that which was built by the Department and exhibited in the Dunedin Exhibition. The latest cars, however, are of semi-steel construction, a method of construction which it is intended to adopt for all car'stockMnJfuture.

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XXXIII

A new type of- bogie is being tried under one of the latest sleeping-cars, and if this proves a success future cars will be fitted with this type of bogie. Rail-cars. —There were five rail-cars on the line on the 31st March, 1928. Brake-vans. —On. the 31st March, 1928, there were 192 brake-vans. Twenty-one bogie vans, built in the Government railway workshops, were; added to tin; stock during the year, and five old vans and one van damaged in collision were written off. Six hundred and eighty-nine vans were passed through the workshops, of which 350 received heavy repairs. Wagons. —On the 31st March, 1928, there were 26,736 wagons in stock. The additions during the year were five bogie and 247 four-wheel wagons, built in the Government railway workshops. Eleven wagons were sold and nineteen were written off during tho year. The carrying-capacity was increased by 1,824 tons. During the year 23,785 wagons wore passed through the workshops, of which 12,935 received heavy repairs. There were on order at the end of the year fifteen bogie and 385 four-wheel wagons. Tank-wagons. —During the year twenty rail tank-wagons were built for oil companies for the carriage of motor-spirit in bulk. Tarpaulins. —The tarpaulin stock on the 31st March, 1928, was 22,375. Five hundred new tarpaulins were manufactured in the railway workshops during the year, and 5,650 tarpaulins were replaced with a similar number of new sheets ; 37,288 sheets were repaired in the workshops. Axles. —During the year 605 car, van, and. wagon axles were replaced with modern, steel axles. Train-lighting. —On the 31st March, 1928, there were 345 cars fitted with electric light. It is estimated that 150 additional cars will be fitted during the current year. Engine-headlights. —-The total number of locomotives fitted with electric headlights on the 3fst March, 1928, was 164. The work of fitting engines is being proceeded, with. General. —During the year a mail-exchanging device was designed for the purpose of picking up and dropping mails whilst a train is in motion. This device was fitted to a postal van, and similar device was erected at Levin Station, at which station mails are now being exchanged. The Chief Mechanical Engineer represented New Zealand at the Australian and New Zealand Railways General (Officers') Conference, which was held at Melbourne on the I.9th to 24th March, occupying the chair during this Conference. Reorganization of Workshops. Good progress has been made with the workshops-reorganization scheme, involving the building of new workshops at Otahuhu and. Hutt Valley, and the remodelling of existing workshops at Addington and Hillside. The work of reorganizing the smaller shops and depots has also been commenced. Although the programme for the larger shops is, generally speaking, about nine months late, due to the delay in supplying the structural steel from the contractors in England, the progress of the main buildings generally has been satisfactory. All the necessary plans and specifications for the various items in connection with the undertaking have been completed. About two-thirds of the necessary material is on the site, and about the same amount of work has been completed. Commitments amounting to about 80 per cent, of the total undertaking have been made, while a little, more than half of the authorized expenditure has been paid out. The machinery as it has been ordered has proved satisfactory, and is at the present time being installed in the new workshops. The work of putting down floors and providing ways and means for the occupation of the new workshops is well in hand, and I anticipate that the whole undertaking should be in good working-order by the end of the present financial year. All the arrangements in regard to the transfer of men are settled, and the housing scheme, in connection with the same is generally satisfactory, i Otahuhu. —The main building contract for the car and wagon workshops at this location is nearly completed. All the yards are laid out, service connections made, and a commencement has been made with the installation of the necessary machinery and equipment, and, providing no undue delay occurs, it is anticipated that operations will be commenced here about the end of July, 1928. The Administrative Block, including the Workshop Manager's office, dining-hall, social hall, ambulance and fire-brigade rooms, &c, is almost completed, and will be ready to function, when the main shops are ready for occupation. Hull. —The progress of these workshops has not been quite so marked as those at Otahuhu; but, notwithstanding the many delays that have occurred in connection with the supply of the structural steel, all the buildings under the main contract will be erected by the end of May, 1928. Several buildings, such as the power-house, blacksmiths' shop, and machine and loco.-erecting shops are, however, nearly ready for occupation, and a commencement has been made with the erection of tho necessary machinery and equipment in these buildings. This is a much larger undertaking, in respect to equipment especially, than any of the other workshops, and I anticipate that,, with the exception of tho foundry, these workshops should be in working-order about the end of October, 1928. Addington. —The reorganization here is interwoven with that of Hillside, and, although delays have occurred, steady progress has been made, and at the present time all the structural steel that can be erected, so far as the existing layout will permit has been erected.

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XXXIV

D.—2.

The car-shop should be ready for occupation about July, 1928, while the wood-mill and woodwagon repair shops should be ready at an early date. No further progress can be made here until the new loco.-erecting and boiler shops at Hillside can be occupied, which will then enable the foundry to be proceeded with. When this building is complete arrangements can then be made to proceed with the erection of the new machine and steel-wagon repair shop at Addington. The necessary machinery and equipment is meanwhile being installed in the buildings that can be occupied. Hillside. —The loco.-erecting shop, also power-house and reclaim depot at these workshops, will be ready for occupation during July, 1928, notwithstanding several unavoidable delays. The steel framing for the boiler-shop is at present under erection. The new foundry and stores at these workshops cannot be commenced until the staff in the existing buildings are transferred to Addington upon the completion of the new car-shop at that location (about July, 1928). East Town— During the year these shops have been changed over to complete electrical drive, while all the machinery and equipment for the manufacture of points and crossings has been in stalled and is now right for the commencement of this work. Machinery. All the first year's quota of new machinery is now being erected in the new workshops, together with that of the second year's quota. All the transporting and lifting equipment, such as cranes, traversers, &c., are now arriving, and are being installed in their buildings in the new workshops. Tenders are now closing for the third year's quota, and specifications are being prepared for the final quota of machinery required for the equipment of the above workshops. All the power-house equipment is now in position, and will be ready to start up new workshops upon completion of the installation of new machinery and equipment. Staff Changes. During the year under review a complete survey of the staff in the existing workshops was made, and from this the organizatin required in the new workshops was compiled. This necessitates the change of a large number of men from one locality to another on account of the concentration of certain classes of repairs, &c., at one locality in each Island. In this connection I would like to place on record the assistance that was received from the Workshop Committees which were set up to consider the question as to which men should be transferred. Housing Scheme. The problem of housing these transferees under the reorganization scheme was given considerable thought by the Department, and a Housing Committee, comprising a number of Head Office executives, was set up to formulate a scheme whereby this situation could, be overcone. After considerable thought and the considering of many alternative schemes, the Board approved of the Department negotiating on each applicant's behalf, and by arrangements with the State Advances Department obtaining loans for the erection of dwellings required. This has entailed a great deal of work, necessitating inspection of properties available for sale, valuing sa*re, and completing negotiations on behalf of each applicant. Two hundred and fifty men, spread amongst the four main centres, are availing themselves of this scheme. STORES. Mr. E. J. Guiness, Comptroller of Stores, reports as follows : — The value of stores, material, and plant (purchased under Railway vote) on hand at 31st March, 1928, at the various stores, depots, and sawmills amounted to £1,114,989 55., as against £1,047,209 14s. sd, on 31st March, 1927. The value of stores on hand on account of additions to open lines was nil, as against £108,547 9s. lOd. on 31st March, 1927. The whole of the stock is in good order, has been systematically inspected, and is value for the amount stated.

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XXXV

RETIRING REPORT OF Mr. F. J. JONES, CHAIRMAN OF THE BOARD OF MANAGEMENT. The Hon, the Minister of Railways. New Zealand Government Railways, Sir,— Head Office, Wellington, 31st March, 1928. I have to report on the operations for the twelve periods of the year ending 3rd March as follows. The accounts for the full year will, of course, not be available for another month. The mileage open for traffic at 3rd March, 1928, was 3,180 miles, as compared with 3,164 miles at the corresponding period of last year. The gross revenue for the period above amounts to —Exclusive of subsidy, £7,257,791 ; inclusive of subsidy, £7,702,402. The working expenditure amounts to £6,151,977, and interest to £1,967,850, a total of £8,119,827, making a deficit of £417,425, as compared with a deficit of £155,639 for the period ending sth March, 1927. The position, therefore, is an increased loss of £261,786 this year. At the 31st March next 1 anticipate there will be a total deficit of £350,000. The three chief factors responsible for this decline are as follows : — £ (1) The falling-off in passenger receipts due to motor competition . . 163,000 (2) The heavy decrease in the carriage of timber owing to the serious slump in this industry throughout the Dominion .. .. .. 65,000 (3) The additional interest paid this year on new capital, the greater part of which produced no extra revenue, some of the work's being still in course of construction. .. .. .. .. 70,000 The decline in passenger receipts is most marked. The position is not peculiar to this country, nearly all railway administrations being faced with the same trouble, and there is every evidence that the decline will continue. A comparison at seven-year intervals shows that we carried — Ordinary passenger journeys— Year. Passengers. 1914 .. .. .. .. .. .. .. 13,355,893 1921 .. .. .. .. .. .. .. 15,315,610 1928 .. .. .. .. .. .. .. 9,300,000 Season-ticket journeys— Year. Passengers. 1914 .. .. .. .. .. .. .. 9,817,579 1921 .. .. .. .. .. 13,506,143 1928 .. .. .. .. .. .. .. 15,697,000 In ordinary passenger journeys there has been a continuous decline since 1921. No doubt a large portion of this decline is due to motor-bus competition, but a much greater proportion is due to the large increase in the number of private motor-cars. This is borne out by tallies that have been taken at different places. For instance, in February last a tally on the Great South Road between Ngaruawahia and Hamilton showed that of 5,165 motor-vehicles 4,274 were private cars ; and out of a total of 17,000 persons travelling in these vehicles only 2,500 were carried in heavy motor-buses, service cars, &c. Again, on the Hutt Road a week's tally gave the following figures : Total motor-vehicles, 29,500, of which about 20,(X)0 were motor-cars, 2,500 motor-cycles, and the balance motor-buses or motor-lorries. While the running of motor-buses as a departmental operation may ease the position a little, it can only ease the railway financial aspect if it enables the Department to save money by cutting out train services. The difficulty in this lies in the fact that our seasonal-ticket traffic (mostly peak-load traffic) does not decline, but the remuneration received from it is not in proportion to the work done. The revenue per passenger journey for season tickets is approximately the same as it was in 1914 ; to be remunerative, it should be nearly double. To sum up briefly the financial operations for the twelve periods of this year as compared with last year, the position is as follows : — Revenue. £ Coaching traffic decreased .. .. .. .. .. .. 173,187 Freight traffic increased .. .. .. .. .. .. 31,883 Subsidiary services increased .. .. .. . . .. 23,843 Miscellaneous revenue increased .. .. .. .. .. 22,431 Subsidy (Branch lines) increased .. .. .. .. .. 34,812 Total decrease .. .. .. .. .. £60,218

D.-r-2

' ' BxPENBITUBB. Way and works and signals increased * .. .. .. 57,973 Maintenance of rolling-stock increased .. .. .. .. 49,042 Transportation expenses decreased .. .. .. .. .. 16,081 Head Office charges decreased .. .. . . .. . . 6,941 Subsidiary services increased .. .. .. .. .. 47,598 Interest charges increased .. .. .. .. .. .. 69,977 Total increase .. .. .. .. .. £201,568 Total increase in deficiency .. .. .. .. £261,786 RAILWAY OPERATION. The operating revenue shows a decrease of £141,304 and the operating expenditure an increase of £83,993. Details are as under :— Revenue Decreases. £ Passengers .. .. .. .. .. .. .. 163,617 Parcels and luggage . . . . . . . . .. . . 9,570 Goods .. .. .. .. .. .. ... .. 38,573 Inc. Miscellaneous .. .. .'. .. . . .. .. 6,690 £141,304 Expenditure Increases or Decreases. £ Maintenance of way and work's ... .. .. .. .. 54,400 Inc. Maintenance of signals .. .. .. .. .. .. 3,573 Inc. Maintenance of rolling-stock .. .. .. .. .. 49,042 Inc. Locomotive transportation .. .. .. .. .. f0,328 Ine Traffic transportation . . . . . . .. .. .. 5,753 Dec. Head Office .. .. .. .. .. .. .. 6,941 Dec. £83,993 Revenue. No improvement is shown in the latest four-weekly returns- -increase in goods-traffic receipts being considerably more than counterbalanced by the decrease in passenger-traffic takings—despite the introduction by the Department of special-feature excursions. The Royal visit last year is doubtless a contributing cause to the drop of 100,000 passenger journeys during the period ended 3rd March. Tho goods receipts were adversely affected through the inclusion in last year's March|returns of £9,000 paid by the Department of Agriculture for the carriage of artificial manures, as against £6,900 this year. Expenditure. The chief increases in expenditure occur in maintenance of way and works and maintenance of rolling-stock. In the former the additional cost is due mainly to increased track-maintenance and extra ballasting, together with such additional items as the relining of the Karangahake Tunnel, and extra staff employed, due to tho opening of the Opunake and Waihi-Tahawai Branches. The increase in maintenance of rolling-stock expenditure is brought about by additional contributions to Renewals Fund and an increase in repairs to locomotives and wagons. Another factor which has operated against economical working is the unemployment situation. The Department is carrying a staff considerably in excess of requirements, the additional cost of which I place at about £100,000 for the year. The following is the position in regard to the subsidiary services :—

XXXVI

•Service. Revenile. Expenditure. Profit or Loss. Lake Wakatipu Refreshment Advertising . . Housing Road motors Refreshment rooms £ 472 Dec. 7,889 Dec. 3,263 Inc. 9,582 Inc. 19,399 Inc. 40 Dec. i £ 106 Dec. 2,394 Dec. 5,894 Inc. 23,638 Inc. 19,964 Inc. 602 Inc. £ 366 more loss. 5,495 less profit. 2,631 less profit. 14,056 more loss. 565 loss. 642 less profit. —|— 23,843 Inc. 47,598 Inc. 47,598 Inc. 23,755 I

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XXXVII

The loss of £23,755, as compared, with last year, is mostly due to the increased loss on departmental dwellings, the expenditure on which rose from £126,205 to £149,843. The rentals received from a large number of our houses are too low, and the matter should be adjusted as recommended in the Board's memorandum of the 18th May, 1927. This would materially assist the position. The Refreshment Branch has also been a substantial loser, consequent on the falling-off in passenger traffic, a good portion of which, however, is due to the Exhibition traffic in 1927. The Advertising Service is not enjoying quite as profitable a period as last year, but is nevertheless continuing to show a good margin of profit. The difference between the figures for this year and last in the case of the other three services is not great. CAPITAL COST. The total capital liability at the end of February, 1928, reached £51,415,538, while at the same period last year it was £49,487,402, an increase of £1,928,136, accounted for as follows : — Expenditure from Public Works Fund — £ Railway-construction Waihi-Tafiawai (new line) .. .. 306,836 Additional expenditure on lines previously opened .. .. 13,492 Additions to open lines .. .. .. .. .. 335,926 656,254 Railway Improvement Authorization Account .. .. .. 1,271,882 £1,928,136 Interest. The total interest bill payable by the Department to the Consolidated Fund is now available — viz., £2,130,867. This is possible owing to the fact that the interest for each subsequent month is computed on the capital expenditure shown in the Treasury accounts at the end of the previous month. The interest charges for 1926-27 amounted to £2,043,433, so that there is an increase of £87,434. The average capital on which interest was computed amounted to £50,607,304, made up as follows :— £ £46,530,540 at £4 2s. 6d. per cent. .. .. .. .. 1,919,385 £4,076,764 at £5 3s. 9d. per cent. .. .. .. .. ' .. 211,482 £2,130,867 RESULTS OF WORKING. The following is a summary of the results of working for the period from Ist April, 1927, to 3rd March, 1928, as compared with the corresponding period in 1927 : — Particulars. 1928. 1927. Total miles open for traffic .. .. .. .. .. 3,180 3,164 Average miles open for period .. .. .. .. .. 3,178-54 3,156-60 Total capital cost of open lines .. .. .. .. .. £50,685,041 £48,930,525 Capital cost per mile of line .. .. .. .. .. £15,939 £15,465 Gross earnings, including subsidy .. .. .. .. £7,702,402 £7,762,620 Working-expenses '.. .. .. .. .. .. £6,151,977 £6,020,386 Net earnings .. .. .. .. .. .. .. £1,550,425 £1,742,234 Interest charges .. .. .. .. .. .. £1,967,850 £1,897,873 Deficit -.. .. .. .. .. .. .. £417,425 £155,639 Percentage of total working-expenses to gross earnings . . . . 79-46 77-56 Railway-operating earnings .. .. .. .. .. £6,693,268 £6,834,572 Railway-operating expenses .. .. .. .. .. £5,803,320 £5,719,327 Net railway-operating earnings .. .. .. .. .. £889,948 £1,115,245 Percentage of railway-operating expenses to earnings ... .. 86-70 83-68 Operating earnings per average mile open .. .. .. £2,106 £2,165 Operating expenses per average mile open.. .. .. .. £1,826 £1,812 Net operating earnings . . .. .. . . . . . . £280 £353 d. d. Operating earnings per train-mile .. .. . . .. 161-50 165-92 Operating expenses per train-mile .. .. .. .. 140-02 138-85 Net operating earnings per train-mile .. .. .. .. 21-48 27-07 OPERATIONS OF THE BOARD DURING THE TIME IT HAS HELD OFFICE. The Board took office in December, 1924, and commenced with a reorganization of methods of control by changing over from the departmental system to the divisional system, the object being to give more flexibility to tho operating side of the business. A Divisional Superintendent was appointed to each Island, who controls the whole of the operating in that Island.

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XXXVIII

Complaint is sometimes made that the present form of control is merely a partial divisional control. To some extent this is true, but it must be borne in mind that it is a wide step to full divisional control. In order to have full divisional control it would be necessary to have three Divisional Superintendents in the South Island, and at least three, possibly four, in the North Island, placed at points to suit. Furthermore, District Engineers carry out all the capital-expenditure works in their districts. With the complete divisional control it would be necessary to take these away from the divisional side and run them with a staff under the control of the Chief Engineer direct. With a limited amount of capital expenditure this would probably be a, very satisfactory method of dealing with the business, but with the large and scattered amount of capital expenditure which we have it would probably mean considerable expense in carrying on the new works operations. Where divisional control is in force in its entirety the Divisional Superintendents do not control any of the work except the operating side. Financial Reorganization. The Government Railways Amendment Act of 1925, making provision for the separation of the Working Railways Account from the Consolidated Fund as from the Ist April, 1925, introduced an era in the financial and accounting methods of the Department, and placed a greater and more direct responsibility on the shoulders of the management. The Department became answerable for maintaining a sufficient cash balance to meet all its liabilities, including ordinary working-expenses, interest on capital, subsidies to the Superannuation Fund, and repayments to capital for assets worn out or scrapped. The accounts are now kept on ordinary commercial lines, as applicable to railway undertakings, and are published annually in the form prescribed for the railways of the United Kingdom, after investigation by a committee of leading financial, accounting, and statistical experts. Provision is made for depreciation, equalization, and betterments funds, and for the investment of surplus cash or for borrowing to meet temporary shortages. During the past three years the sum of £1,000,000 has been set aside in the various renewals, depreciation and equalization funds. The accounts of subsidiary undertakings, such as refreshment-rooms, advertising services, road motor services, departmental dwellings, steamer services, and through booking of passengers, parcels and goods between the North and South Islands, are separately recorded and closely watched as a gauge of efficiency. As far as possible, the accounts of such services and costing-systems generally have been decentralized and placed under the charge of the officers immediately responsible, in order that they may be constantly available for checking up progress and results. As a natural corollary to a well-designed and efficient system of accounts, a system of budgetary control of expenditure will be brought into operation from the commencement of the coming financial year. Forecasts of the volume of traffic to be handled will be prepared monthly, and as far as possible the cost of conducting and maintaining the various services will be estimated and adjusted to the requirements of the business. Estimates will be prepared by district officers, examined by divisional officers, and approved by the Board monthly or quarterly. District officers will be expected to keep in close touch with expenditure day by clay so that they may reach or improve on the standards set or take immediate action to reduce unnecessary or wasteful expenditure. In the absence of such a system there is a tendency to defer action to adjust costs until completed accounts of actual results are available— in many cases too late to be of much value. Budgetary control has been proved to be a very effective instrument of modern business administration, and good results may be expected from its introduction in the railways. The Finance and Accounts Branch has been reorganized and divided into two sections—viz., Revenue and Expenditure—each in charge of an Assistant Chief Accountant, responsible to the Chief Accountant. The revenue audit Inspectors formerly attached to Head Office have been placed under the Chief Accountant, and travelling auditors of expenditure have been appointed. As far as possible, Railways officers holding the accountants' diploma are selected for such positions, the number of qualified accountants on the staff being nine. A statistical section has been organized, for the compilation of a, very complete range of statistical data in both tabular and graphic form. The use of costing units, such as train and engine hours and miles, net ton miles, gross ton miles, and man hours, has been extended or introduced, and statements are distributed to all controlling officers at regular intervals. Standardized methods of compilation of all statistical information have been introduced in order that comparisons may be made with the railways of Australia per medium of the Australian Bureau of Railway Statistics, with which New Zealand is affiliated. The policy of adapting accounting and statistical methods so that mechanical office appliances may be used to the greatest possible extent has been consistently followed, and material reductions in the cost of clerical labour have been achieved by such means. The Chief Accountant's office is probably more completely equipped in this respect than any similar office in the Dominion, and the use of adding-machines has been extended to a large number of district offices. The Finance and Accounts Branch has been completely reorganized and brought up to the best modern standards. Train Services. The train services have been subjected to a close examination, and as a result extensive mid important improvements have been effected and many new features introduced. The express and mail trains have had their schedules accelerated. The time occupied on long journeys has in many instances been considerably lessened, and starting anil terminal times have where practicable been adjusted with the object of eliminating early-morning departures and late-at-night arrivals. District trains to cent*!is were similarly treated as circumstances permitted.

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To give some indication of the improvements made to the express services, it is worthy of mention that the journey between Auckland and Opua was shortened by forty minutes. The journeys between Wellington and Auckland, Wellington and New Plymouth, Wellington and Napier, and Invercargill and Christchurch wore reduced by over an hour, and a considerable reduction was also made in the Christchurch-Greymouth journey, and, further, a. one-day express service was provided from Napier to New Plymouth. Night limited expresses between Wellington and Auckland were inaugurated about the time the Board assumed office. These trains have proved a boon to travellers generally and to business people in particular. A daylight express between Wellington and Auckland has also been tested during the summer and holiday periods, but it has failed to obtain the support such a venture should deserve. Improved facilities for the transit of goods between the terminals in either Island were afforded by the introduction of fast through goods-trains between Wellington and Auckland, and between Christchurch - Dunedin - Invercargill. Fast through night goods services were also arranged in the Wanganui area, and a combined passenger-goods night service in the Auckland-Whangarei area. The intensive road competition which the Board has had to face during its regime has necessitated heavy reorganization and adjustments to provide increased service to the public, and as a combatative measure against road competitors. A sustained analysis of operating-costs has been maintained with a view to economical working. As giving some indication of the increased services provided to the public, it may be mentioned that the annual train-mileage has increased from 9,000,000 for 1925 to 10,750,000 for the current year. The operating-costs per train-mile, which was 146-19 d. per train-mile for year ending 31st March, 1925, have been reduced to 140-02 d. for the current year. During its term of office the Board has gone deeply into an improved system of operating statistics which will reflect the position at sight and will enable district officers to keep a closer check on operations from day to day. Train-control. A commencement has been made with a selective telephone system of train-control. Under this system the running of all trains in a division is controlled throughout their running by a traincontroller situated at a central office. The system in a week or two will be in operation between Thorndon and Marton, 116 miles ; Christchurch and Oamaru, 152 miles ; Christchurch and Arthur's Pass, 87 miles. Tariff. One of the important matters with which the Railways Department was faced in 1925 was the revision of the tariff. There had been no comprehensive overhaul or revision of the tariff for many years, and with the numerous amendments which were made during the war and post-war years, together with the change in the Department's financial policy which had the effect of placing the railways on a commercial basis, it was necessary that the tariff should be completely reviewed. The first matter which required settlement in connection with the revision was whether the rates were so excessive as to call for a general reduction therein, and after a careful review of the position it was decided that the indications were a desire for improved service rather than for a reduction in rates. The financial position of the Department was also a vital factor in considering the question, and in view of the report of the Royal Commission, which pointed out that the experiences in the four years preceding 1925 showed there was no margin for a reduction unless by so doing more traffic could be secured, the Commission urged that any reduction should be made with great care and caution. The Board therefore decided to remove anomalies wherever possible and to cancel concessions which were no longer wanted, and adjustments were made in the various rates where it was found that a. more equitable distribution of the cost of transit was possible. The tariff as issued was favourably received by the business community, which adopted a reasonable attitude towards the Department in its endeavour to put its finances on a satisfactory basis. Since the issue of the 1925 tariff the railways have been faced with strong road competition, and in areas where the opposition services were securing considerable traffic the Board adopted the policy of providing local rates in order to hold and, wherever possible, regain the traffic to rail transport. The railway problems arising from the changed conditions in the transport world are such that serious consideration must be given to the financial results which will occur should the railways continue to lose the higher-grade traffic and be left with the conveyance of the lower-grade bulk lines. The primary requirement of the railways is that they shall supply adequate service to the public, for which they are entitled to a reasonable and fair remuneration. Rates should be adequate not only in the sense that they lie within the limits of reason, but also that they will meet the necessary expenses of operation, including wages of employees and fixed charges, and return a reasonable interest on the capital invested in the system. When the railways are not on a sound financial basis the Department is unable to maintain the system at its current level and enlarge it to meet the growing commercial and agricultural needs of the country, and as a result of this failure the primary and secondary industries of the Dominion will suffer accordingly. Of the total quantity of goods carried, expressed in ton miles, 54 per cent, is low-grade bulk lines, such as coal, road-metal, lime, manures, firewood, &c., and for this we receive only 32 per cent, pf our revenue. The balance is maintained by the extra remuneration obtained from the high-grade

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goods. As under present conditions lorry traffic can be carried on without loss at about twice tho average cost of railway transport, it follows that lorry competition is gradually setting a maximum standard for railway rates of not more than twice the average. The inevitable result must be that low-grade rates will have to be increased if the service is to pay its way. COMMEBCIAL BRANCH. The Commercial Branch was inaugurated in August, 1924, and its functions have been increasing day by day since that time. I have been keenly interested in its activities, and, although direct control is placed under the commercial member of the Board, I have given the activities of the Branch much personal attention. One cannot be closely associated with present-day railway working without appreciating that an organization of its kind is an essential portion of the system. Apart from the development of new business, modern transport conditions demand that, in view of the enormous capital invested in railway-lines, the traffic for the carriage of which they were built must be safeguarded by officers especially selected to do so. The improvement in the condition of the roads, combined with, the improvement in road motor units, and. their lower cost in conjunction with easy terms of purchase, have increased the difficulties of all railway systems, especially State-owned railways, such as there are in New Zealand, where the railways are important factors in the development of the country, and are used for the purpose of giving preferential rating to primary industries and. materials for the development of secondary industries. Much new ground, has been broken in the way of co-ordinating the road and rail services in order to keep each within its proper avenue, and a good, deal of success has been achieved in this direction, but the improved conditions for the road transporter arc making such action increasingly difficult. The Branch has done much in the direction of inaugurating new enterprises established for the purpose of giving additional, facilities in order to popularize the railway, and with the ultimate object of making the railways more attractive to the people who own them. Some of the. principal innovations have been — Through Booking of Goods, thus making it possible to forward goods and parcels from any railway-station in New Zealand (except on the isolated sections) to any other station in New Zealand. Through Booking of Passengers by Rail and Sea, thus enabling passengers to obtain rail and steamer tickets for the combined journey at any place in New Zealand. Extension of Facilities for Cartage of Goods lo and from rail, enabling users of the rail to arrange for the transport of goods beyond the railhead. Clearing of Goods through Customs, a facility much appreciated by those in country towns where there are no Customs clearing agents. Inauguration, of Road Motor Services. —lt was found that in a number of localities the public prefer to travel by motor-bus in preference to rail, travel ; and the Department, realizing the necessity for meeting the public demand in preference to attempting to eliminate the road service, arranged in several localities to take over the road services and operate them as part of the railway system. This has also resulted in the Department being able to effect economies in the cost of train working. Cash-on-delivery System.—A system has been introduced where it is possible for the Department to collect from consignees, on behalf of senders, the value of the parcels as well as the freight charge. Reservations of Seals. —Much has been done to improve matters in this direction. As an instance, passengers from the North Island may reserve their seats for the South Island trains without the necessity of incurring the cost of telegraphing as heretofore. The system has been similarly extended in other localities. Farmers' Trains. —The running of trains at suitable periods of the year to enable farmers to visit far distant shows and. other gatherings has been a decided success, and much appreciated by those concerned —so much so that it has now been found necessary for farmers' organizations to limit the number of excursionists who will be entertained as farmers. Tourist Traffic. —This has been promoted in every possible direction, and the Department is now acting in combination with the non-compotitive motor companies on tho principal routes of the Dominion and is able to issue tickets at railway-stations for through rail and motor journeys. Special Rales and Fares.- —This much-discussed controversial method of securing business has been applied to a great extent within the past few years, it having been forced on the Department in order to hold its business and foster new business. Many local rates and fares have been fixed, and most of them have been fully warranted. Conferences of Public Bodies, &c. —An officer of the Branch is deputed to attend each important conference of publio bodies, and much benefit is derived from both sides as a consequence. Much has also been done in the direction of leading the public to a better understanding of the railways, and also in smoothing out difficulties and keeping in close touch with the customers of national transport system, The Dominion has been thoroughly combed, for all possible traffic of a profitable nature. Much also has been done in the direction of ensuring harmony between the operating staff and the public, the representatives of the Cbmmerical Branch being in such close touch that both sides have been helpful in this direction. The operating staff has responded admirably to all innovations that have been introduced, many of them being of a complicated nature, but all have been inaugurated with a smoothness which has been extremely satisfactory. While at the outset the number of men attached to the Commercial Branch permitted only of the business on the goods side being thoroughly combed, additional agents have been appointed who are required to attend more particularly to the passenger side of the Department, and the Department

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has within recent months offered so many facilities for week-end travel and special excursions that it is freely remarked that the publio when contemplating holiday trips will look to the Railway Department as a means of providing them with the travel facilities for enjoying themselves in fresh fields on each occasion. The Department has recently arranged for the Mail Agents on the trans-Pacific steamers to act as agents for the Railway Department on the steamers, and much useful work is being done by them in the direction of inducing traffic to New Zealand, the attractions of which are such that each traveller will, I feel sure, induce others to visit New Zealand as circumstances permit. Notwithstanding all that has been, done in the direction of securing new business and holding other traffic at reduced rates, I am of opinion that if the railways are to occupy their present place in the progress of the Dominion and its general development, and at the same time show a satisfactory financial result, the application of legislation to control the introduction and operation of privatelyowned motor transport services must take place in order that such undertakings will not be permitted to operate indiscriminately. In my opinion, licenses should not be granted to road operators unless it can be shown that their services are in the interest of the community. I foresee that unless very definite action is taken in this direction the railways will require increasing assistance from the Consolidated Fund merely to benefit a comparatively small number of private transport-service owners. Training School. In 1925 the Board decided that cadets appointed to the Service should receive tuition in railway accounting in addition to being instructed, in telegraphy. The Christchurch Telegraph-school was closed in November, 1925, and Wellington selectedjas being the most suitable place for one central school. Cadets in the Wellington school now receive lectures daily in accounting, tariff regulations, and elementary railway principles ; and practical knowledge is gained through a system of stations at which sets of stations' books, forms, and tickets are used. The new method of instructing cadets has proved to be most valuable to the Department, as cadets appointed to stations now have sufficient knowledge of general railway-work to be of immediate use. Correspondence Courses. In order to encourage a higher standard of efficiency, the Board decided that members in tho lower clerical grades would require to pass qualifying examinations, and to ena.blo members to obtain the necessary tuition, in the various subjects in which they required to qualify a Correspondence School was established in Wellington under the direction of Mr. M. L. Bracefield, Officer in Charge of the Training School. Courses in accounting, safe train-working, transport work, correspondence, and clerical work were compiled for members of the Traffic, Locomotive, Stores, and Maintenance Branches, and at the present time we have the following number of students : Traffic Branch, 1,303 ; Locomotive Branch, 157 ; Stores Branch, 108 ; Maintenance Branch, 100 : total, 1,668. The classes are open to all employees of the First and Second Divisions, and the instruction given is of such a comprehensive character that any ambitious employee desiring to increase his knowledge or equip himself for advancement in the Service has an excellent opportunity if he avails himself of the tuition given by the Correspondence School. Already 802 members have sat for the various examinations. Cadets' Hostel. Owing to the fact that all cadets appointed to the Service now commence their careers in Wellington, it was found that the boys experienced difficulty in finding suitable accommodation. The Board considered that a hostel was a necessity not only for accommodation purposes, but also as a means of training boys in right habits and eliminating the risks that they are exposed to in city life. A building was purchased in Fitzherbert Terrace and suitably equipped for accommodating forty boys. The hostel is under the control of the Officer in Charge of the Training School, who has had a number of years experience in the handling of young lads. The boys are charged £1 ss. per week, and through careful management this revenue has been practically sufficient to meet all charges against the hostel. The cadets at the hostel are encouraged to take up courses of study, and sports and pastimes receive special attention. There is no doubt that this establishment is doing good work in training youths under constant supervision to better fit them for their careers as Railway Officers. Apprentice-training. In July, 1926, an apprentice-instructor was appointed at each of the four main workshops. Firstsecond-, and third-year apprentices are given three hours' class training per week, and fourth- and fifth-year apprentices receive one lecture per fortnight by a supervisory member of the staff on some phase of shop-work or railway practice. The average number of apprentices receiving class instruction, including maintenance apprentices, is—Newmarket, 51 ; Petone, 64 ; Addington, 60 ; Hillside, 40.

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The New Zealand Railways Magazine. Amongst the matters that have required attention from the Board has been tho improvement of relations both with the public and staff. With this end in view and to further develop mutual interest in the work carried on throughout the Service and beyond it amongst those in the Dominion requiring transport information and facilities, a departmental journal was initiated. This commenced issue in May, 1926, and has from its inception been cordially received within the Service and in business circles. The aim of the Department has been to convey in an acceptable manner to the staff and public useful information regarding railway work, facilities, and progress, and to bring together in good will and friendly spirit all sections of the Service, with the object of creating the right atmosphere for efficiency—an ideal admirably summed up in the motto of the magazine—" For better service." The cost of the publication has been fully warranted by the good it has done, and developments contemplated during the current year will serve to increase its already substantial circulation of over 20,000 copies monthly, while considerably reducing the net cost to the Department. Library. A reference library has been, established in Wellington for the use of officers. It comprises at present about 600 volumes on matters bearing on transportation, location, construction, maintenance, and operation of railways, and all cognate subjects. Additions will be made as later books on these subjects are published. In conjunction with the library a file is maintained of a number of the best technical periodicals bearing on the same subjects. Suggestions and Inventions Committee. The Suggestions and Inventions Committee was formed in June, 1925. Since its inception a total number of 3,4-49 suggestions, dealing with all phases of railway working, have been submitted to the Committee, in connection with, which sixty-three monetary awards, amounting to £514, and 233 commendations were granted. In addition to the number of suggestions hereinbefore mentioned, approximately two hundred have been received from the railways in Australia, one of which was adopted and a bonus of £15 awarded. Approximately fifty suggestions were forwarded to the Australian railways, two of which were adopted and monetary awards amounting to £8 granted. Rolling-stock. At the Ist January, 1925, the number of locomotives on hand was 662. Since then new locomotives have been obtained as follows :— Built by Messrs. A. and G. Price .. .. .. .. 14 Built by New Zealand railway workshops .. . . . . 20 Imported from Great Britain .. .. .. .. .. .. 35 69 In addition, three locomotives were taken over with the Cape Foulwind line. Fifty-three locomotives have been written off, the total now on hand being 679. Three Garratt locomotives of a powerful type are at present under order. These engines will have a total weight in working-trim of 146 tons, with a maximum axle-load of 14| tons and. a tractive effort of 51,580 lb. They are being provided with automatic stokers and feed-water heaters. Designs for an up-to-date shunting-engine are in hand. An improvement in the headlights of locomotives has been made by the provision of Pyle National electric headlights : 110 locomotives have been fitted since 1925, making a total now fitted of 155. Since the beginning of 1925, 64 oars and 41 brake-vans, 112 bogie wagons, and 801 four-wheeled wagons have been built in our workshops. Included in these is an improved type of sleeping-car, which is much appreciated by the travelling public. During the period 300 cars have been fitted with electric light. Prior to this only some 30 cars had been fitted. The number now stands at 330. With the increasing weights of cars, stronger axles are necessary, and, as a consequence of this, improved bogies. These are being fitted as opportunity offers, and at the same time disk wheels of the rolled-steel type fitted with Gibson ring attachments are being provided. WOEKSHOP PRODUCTION METHODS. Production methods have been introduced in the workshops, and have resulted in the following changes being put into operation : — Workshops Organization. —The supervision of workshops now consists of foremen who are in complete charge of the output of an individual department, all. locomotive shops being under a General Locomotive Foreman and all car-shops under a General Car Foreman. Previous to these changes each foreman was in charge of all the tradesmen in the whole plant of his classification. The rearrangement confines responsibility and makes proper supervision possible. Production Department. —At each of the main shops a production-office has been established for the purpose of co-ordinating the movements of materials from shop to shop, and from all other departments concerned in procuring material.

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A system of scheduling or routing work has been established so that rolling-stock is out of service the minimum time, and for the prevention of unnecessary delays. These production departments co-ordinate with a similar Head Office staff who similarly act in co-operation with all other Head Office departments concerned. Accounting Methods. —Shop accounting methods have been introduced so that daily costs are now obtained for the benefit of the management during progress of the work. A system of estimating in conjunction with this work, now in operation, enables supervision to check any excess charges and costs. Timekeeping. —Shop timekeeping has been changed from a fortnightly to a daily basis, and time-clocks have been installed to separate pay-roll from distribution, in order to keep a closer check on men. Shops Committees. —At each workshop shops committees have been instituted to co-operate with the management on matters that are of mutual interest at that workshop. The result of the working of these committees for the past year has been very gratifying. Sub-foremen. —An important change brought about by the regradiug of supervising staff at workshops has been the changing of leading hands into sub-foremen. These leading hands becoming officers is having a much needed effect. Floating Gangs. —Instead of maintaining staffs at small sections for heavy overhauls of rollingstock, a floating gang has been established at Petone which is sent where required to do major work. This keeps the small sections staff down to a minimum. Reorganization of Workshops. —Under the scheme of reorganization of workshops the following items may be noted as parts of the whole problem that has been, or is, in progress : — (1) Rearrangement of machinery in existing shops into groups according to output. (2) Electrification of existing workshops. (3) New workshops. (4) Replacement of obsolete machinery. (5) Machinery provided for modern production methods. (6) Transportation of machinery at workshops and machinery required, for same. (7) Concentration of all tarpaulin-work for North Island at East Town shops. (8) Establishment of points- and crossings-manufacturing department for all New Zealand at East Town. (9) Concentration of all locomotive work in each Island into one shop in each Island ; similarly, all car and wagon work into one shop in each Island. (10) Establishment of manufacturing departments for particular work at one concentrated pomt —foundries, tinshop, &c. (11) Transfers of men involved. (12) Housing scheme. Architectural Bbanch Opeeations, 1925-28. The house-factory attached to the Architectural Branch was completed and commenced cutting operations in 1923, but the main operations were not commenced until the year 1924-25. During this year 300 houses were cut, and, of these, 258 were issued for erection, 252 being completed in that year. By the year ending 31st March, 1925, 477 houses had. been built by the Architectural Branch in five years, and, of these, 258, as stated above, were factory-cut. During the period from Ist April, 1925, to 3rd March, 1928, 836 factory-cut houses and 39 non-factory-cut houses have been completed, and, in addition, 73 factory-cut and 12 non-factory-cut houses are in course of erection. Of these houses, 619 factory-cut and 3 non-factory-cut houses have been erected for the Department, and 217 factory-cut and 36 non-factory-cut have been built at the workers' settlement, Lower Hutt. The departmental houses have been erected at about 170 different localities, and vary in number from one to the limits of such settlements at Frankton Junction, Otahuhu, and the like. These houses have all the usual modern conveniences, such as electric lighting, hot- and cold-water service, sewerage, high-pressure water, &c, where such are available. In the case of the larger settlements attention has been, paid to the provision of reasonable reservations for recreation purposes, and the Department has aided tenants of such settlements in providing well-equipped sports-grounds. At the workers' settlement at Lower Hutt 300 nouses havl been erected or are approaching completion. These houses were erected by the Department under special authority for the purpose of relieving housing-shortage in Wellington City. In addition, a properly-equipped children's playingarea and a social hall are being provided. 245 of these houses were provided from the Frankton Junction House-factory, and experience has gone to prove that these houses are the most in demand by prospective house-owners in this settlement. Also, the factory-cut house can be erected much more expeditiously and at a more economical cost than the ordinary non-factory-cut house. Stoees Reobganization, 1925-28. The reorganization of the Stores Branch was commenced in 1925, and the stores system has now been brought into line with modern methods. The system of card control and daily issues has been extended to include all main stores and districts. The main stores at Newmarket, Petone, Addington, Hillside, and Invercargill have been completely equipped with standard racks and bin-cards. At East Town a new main store has been opened and equipped for service as a combined main store and shops sub-store.

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At Greymouth a new store has been erected at Elmer Lane, and is in process of being equipped witii standard racks, &c, for service in connection with the new locomotive running-sheds. Sub-stores, completely equipped with standard racks and bin-cards, have been provided for all locomotive workshops —viz., at Newmarket, two sub-stores ; at Petone, one sub-store (new building) ; at Addington, one sub-store ; at Hillside, one sub-store (new building) ; at Invercargill, one sub-store (combined with main store) ; at Greymouth, one sub-store (combined with main store). A new store has been erected at Rangataua to serve as a trust store for Rangataua Maintenance Workshops. Trust stores have also been established at maintenance workshops at East Town, Kaiwarra, Addington, Dunedin, and Invercargill. At Penrose and Whangarei the new stores system is in operation, but these stores have not yet been equipped with standard racks. Trust stores have been established for all Inspectors of Permanent-way in both. Islands, and all line stocks brought within the stores system. In the North Island, also in Nelson and Picton Sections, trust-store systems have been established in all locomotive running-sheds and car and wagon depots. The running-shed stores at Thorndon and Ohakune and car and wagon stores at Lambton have been remodelled and equipped with standard racks and bin-cards. Other running-shed trust stores have been overhauled and put into better order. AH these trust stores are working on the stores bin-card system. All material manufactured by locomotive workshops for stock or use outside the workshops has been brought within the stores system. The internal accounting system of the Stores Branch has been completely remodelled in conformity with the reorganization. Coal-supplies have been brought directly under the control of the Stores Branch. New Zealand coal is being used to a much greater extent than formerly for railway purposes. The contract system for local supplies in regular use has been, reintroduced under the segis of the Stores Control Board for the first time since the war period. Sawmilling operations have been restricted by the closing of Mamaku Sawmill. Plans are under consideration for a main store on a new site at Addington. A new site has been provided in the workshops-yard for the Hillside main store. A new sub-store for serving the tarpaulinshop at East Town is about to be erected. The plans of all new workshops made provision for substores and reclamation depots, which will come within the stores system. The work immediately ahead includes completing tallies of maintenance stocks at Penrose and Whangarei ; bringing all locomotive running-sheds and Car and Wagon Inspectors' depots in the South Island into the stores system ; taking over Signal Branch stores throughout New Zealand. Later, sales and reclamation depots will be established and the stores system made complete. A summary of what has been done in regard to main stores, sub-stores, and trust stores is as under :— Main and system remodelled (with bin-cards) .. .. . . 5 Shops' sub-stores combined with main stores .. .. .. .. 2 Shops' sub-stores —new buildings provided .. .. .. .. .. 2 Shops' sub-stores opened in existing buildings .. .. .. .. 4 Maintenance works — Trust stores opened in new building .. .. .. .. .. 1 Trust stores opened in existing buildings .. . . .. . . 12 Permanent-way trust stores opened .. .. .. .. .. 31 Locomotive-running trust stores opened .. .. .. .. .. 15 Car and Wagon Inspectors' trust stores opened .. .. .. .. 6 78 In all these stores, sub-stores, and trust stores suitable racking has been provided, and bin-card control is in operation. Staff. Consideration of conditions of work and rates of pay of the staff and interviews with the accredited representatives of the various societies occupies a not inconsiderable amount of the Board's time. Railway employees do not come under the Arbitration and Conciliation Aot, and all matters in dispute are discussed between the Board and the societies, and decisions arrived at. During the present Board's term of office many improvements in the conditions of working and remuneration therefor have been made. In Division lof the Service a complete regrading has taken place. A committee was appointed to go into the matter, and its recommendations were largely followed. The change-over to the regraded positions is still in hand, and will take some little time yet to finalize. Sick Benefit Society. The Board has given much consideration to the welfare of the staff, and, in view of the hardships caused to members of the staff through sickness, has encouraged the formation of a sick-benefit society to include and provide for the whole of the members of Division 11. The matter is nOw well in train. The fund will be administered by elected members of the staff, and will be supported by contributions from employees subsidized by the Department. The benefits not only to the staff, but also to the Department, from a well-established society of this kind are very real.

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Information from Abeoad. During the Board's term of office several officers have been sent abroad to study the practices of other railway administrations in other parts of the world. Much valuable information has been acquired, and much good should result to the organization from the ability of these officers to compare proposals for improvements here with the practice adopted in older countries. The Unking-up of the New Zealand administration with the railway administrations of Australia in annual conference has provided much useful information on the practices and conditions of railway operation in the Australian States. In my opinion, the value of these conferences cannot be overstated, and .1 trust every endeavour will be made to continue our representation at such conferences. The principal major questions at present being dealt with by the Board are the completion of the various works included in the D.-2a programme. Electrification of Lines. A Committee is at present investigating and reporting on the economical aspect of electrifying the track between Wellington and Packakariki, and Wellington and Upper Hutt. On completion of this report it will be advisable for a similar report to be prepared on the electrification of the Auckland suburban district. With the completion of the underground deviation between Auckland and Morningside the question of electrification will become a live one. An electrified line enabling a shuttle service to be run, between, say, Henderson and Papakura would, I anticipate, be able to hold the great bulk of the suburban passenger traffic and prove remunerative. Garratt Engines. Three Garratt engines of a high tractive effort with a limited axle-load are on order for trial on the middle section of the Auckland -Wellington Railway. This class of engine has proved satisfactory in South Africa, and if results here are as good it is proposed to extend their use. Shunting-engines. A more powerful and more suitable shunting-engine than has been used in the past is at present under design. Bridge-strengthening. In the event of automatic couplers being installed and more powerful locomotives obtained, it will be advisable to push bridge-strengthening rather faster than at present. The most important line is the Auckland-Wellington, and, following that, the Marton - New Plymouth. On the former route a great deal of the strengthening is done. Dining-cars on Limited Expresses. Investigations are being made as to the advisability of providing dining-cars on the Limited expresses, to enable passengers to procure breakfast. Observation-cars. Improved types of carriages including observation or parlour cars are under design. Maintenance Workshops. A Committee is investigating the proposal to do away with maintenance shops and carry out all work at the locomotive shops. Budgetary Control oj Finances. From Ist April next a system of budgetary control in all branches will be introduced with the object of bringing the expenditure! and financial operations of the Department under closer supervision and control. Budget allowances approved by the Board will be issued to the various branches, and controlling officers will be required to keep the expenditure within the allowance. Coal-supplies. The use of New Zealand coals for locomotives purposes has been materially increased since the Board took office. The percentage figures of New Zealand coal purchased during the various years are as follows :— {IftT*!"f" Year ending 31st March, 1924 .. .. .. .. 15 Year ending 31st March, 1925 .. .. .. .. 23 Year ending 31st March, 1926 .. .. .. .. 23 Year ending 31st March, 1927 .. .. .. .. 4-9 Year ending 31st March, 1928 .. .. .. ..64 Trials of soft coals treated by low-distillation process have given good results, and negotiations are in progress to obtain supplies of this fuel.

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PROGRAMME OF WORKS UNDER THE RAILWAYS IMPROVEMENT AUTHORIZATION ACT, 1914. In 1914 a programme necessary to meet the transport needs of the community was authorized, but owing to the advent of the war the programme had to be postponed. In 1924 the programme was recast to include, as far as could be foreseen at the time, the works then, considered necessary. This amended programme was that included in the D.-2a of 1924, and involved an expenditure of rather more than £8,000,000, spread over a period of eight years, so as to give an approximate expenditure of £1,000,000 per annum. This was in addition to an expenditure between 1914 and 1924 of approximately £1,000,000. r*jfl This programme has been largely with one or two exceptions. The programme was authorized towards the end of 1924, so that 1925-26 may be taken as the first year and 1926 27 as the second year. On this basis the position works out as follows :-*— Auckland-Westfield Deviation. This work is well in hand. The great bulk of the earthworks is finished and the last bay of the tunnel is being concreted. Most of the bridge-foundations are completed and the balance are in hand. It is anticipated that from six to nine months will finish these works. There is still then to do the platelaying and ballasting, station-yards, and signalling. These will be put in hand in due course, and will be ready in good time for the finish of the new yard. Auckland New Yaed. This work is progressing satisfactorily. The high-level bank is completed so far as it can be until such time as the inward goods depot is shifted from its present position. Approximately, 25,000 cubic yards of filling remain to be done to carry the high-level embankment to the existing Parnell bank, and 15,000 cubic yards to form the station approaches. The change-over of the approach roads to the locomotive-depot from west to east side has been completed. A7O ft. turntable and new sanding appliances are in use. The new repair-shed is Hearing completion. All inspection-pits, ashpits, water-services, &c, are completed. Campbell's Point overbridge and approach roads are completed, with the exception of metalling. The platelaying and ballasting of new yard tracks is carried out as the ground is cleared and to suit the operating side. To date 12f miles of yard-track has been laid and ballasted. Platform-fronts are well in hand, some 5,400 lineal feet of concrete platforms having been constructed. Luggage-subway excavations are completed, piling foundations are driven part of the barrel, and two lift-wells are completed. The new outward-goods shed is Hearing completion ; another month should see the contractor off the site. Tenders for the new station building verandas, &c, have been received and will be dealt with in a few days. It will be necessary to temporarily transfer the inward-goods yard to a site clear of the railway land. When this is done and the new station building is in hand the finish of this work will be in sight. Before the end of next year I anticipate the new station and deviation will be in use Paeeoa Rearrangement. This work is completed. Palmebston Nobth Deviation. This work was to have been started in the first year, but owing to the shortage of finance it was not commenced until the present year. Wellington New Yaed. This work is progressing satisfactorily. The sea-wall is finished, and some 1,300,000 cubic yards of filling deposited behind the wall, leaving just over 1,000,000 cubic yards to complete. The balance of the filling will take from eighteen months to two years to complete. The construction of the big sewers is being put in hand, and work is proceeding in the way of laying sidings. The goods-sheds are under design, and tenders will be called as soon as the drawings are ready. The placing of the goods-sheds and local loading-sidings in new positions on the land already reclaimed will leave clear land on which to construct at least some of the new platforms and the station building. Tawa Flat Deviation. This work was scheduled to start in the first year of the programme, but a start has only just been made, and it will therefore be some two years behind schedule. Pelichet Bay Deviation. This work is practically complete. Elmee Lane Depot. This work is practically complete.

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XLVII

Electbic Lighting of Yaeds and Houses. This work was spread over seven years, and is being carried out in accordance with the allocation. Up to date seventy-five stations and eighty-three houses have been equipped. Woolston Mabshalling-yaed, Cii bistchubc]i -Lyttelton Wobks, and Lyttelton Double-line Tunnel. This work is not being carried out in accordance with the 1924 programme. In place of a marsh ailing-yard at Woolston one has been constructed at Middleton, and in place of the Lyttelton double-line tunnel the electrification of the Lyttelton line is taking place. The yard at Middleton is finished, with the exception of some small alterations. These two works will absorb about £320,000 of the £515,000 allocated to the works, leaving something under £200,000 for Christchurch and Lyttelton yards. The electrification of the Lyttelton Christchurch line is in hand: poles arc erected, overhead wiring has been commenced, locomotives are on order, and substation will be started shortly. It is anticipated that the whole scheme will be in working-order before the end of the year. Hutt Valley Railway. This work is practically completed. Htkubangi. The rearrangement of this yard has been completed. New Plymouth Works. All that was considered necessary has been done at New Plymouth. Peneose-Papakuba Doubling. It was only intended to take this work as far as Otahuhu in the first and second years, and complete to Papakura in the sixth and seventh year-s, but owing to heavy pressure of traffic out of Auckland it has been completed to Papatoetoe ahead of programme. Tun Elimination of Level Crossings. A number of level crossings have been replaced by overbridges —namely, Whangarei, Kopaki, Stoke, Newmarket, and Turakina. Others are in hand or deviations are being made to the roads to cut out level crossings at Weka Pass, Papatawa, Maharahara, Piripiri, Waverley, Hawera, and Tumai. B EIDG E-ST EENGTHENING. The strengthening of bridges to enable heavier engines to run has been carried out on various parts of the system. The Waiteti Viaduct, near Te Kuiti, has now been brought up to standard strength. Signals and Electeical, Telephones, Telegraphs, and Interlocking. The works included in this item have proceeded according to programme and comprise— Automatic Signalling. The installation of automatic signalling between Penrose and Mercer has been completed and is in operation. The work between Mercer and Frankton is well in hand and is expected to be completed in about three to four months. Signalling and Interlocking, General. Power signalling and. interlocking has been installed and. brought into operation at Stillwater, Westfield, Papatoetoe, Papakura, Paerata, Whangarei, has been commenced at Paeroa and should be completed in two months. Mechanical signalling and interlocking has been installed at Brunner. Fixed signals have been installed at twenty-eight stations. Main-line points at flag stations have been interlocked with tablet system at twenty-seven stations. Automatic warning alarms have been installed at thirty level crossings. Alterations and additions have been made to existing signalling and interlockings at ten stations. Telegraph and Telephone Facilities. Metallic circuiting of earth-working telephone lines has been completed as follows : WhangareiAuckland, Frankton-Thames, Morrinsville-Putaruru, Frankton- Marton, New Plymouth-Wanganui, Te Roti Opunake, Woodville-Upper Hutt, Palmerston North Napier, Mosgiel-Invercargill, Inver-cargill-Orepuki, Oamaru -Palmerston South, Ngahere-Reefton,"Frankton-Cambridge, Paeroa-Waihi, Paerata-Waiuku, Omakau -Cromwell. The work has consisted of installing 1,011 miles of new wire, and considerable strengthening and rebuilding of the existing pole lines. In addition to the metallic circuiting, numerous additions and, alterations have been made to existing telephone circuits.

D.—2.

XLVIII

Electrification of Workshops. Locomotive Workshops, Petone. A complete change-over was made from gas-engine driver to electrification of these shops. Hutt Valley New Workshops. A complete electrification scheme was prepared in 1926, tenders were called, materials are to hand for the substation, generating machinery, and general reticulation. The work of installation in the substation and in the shops is proceeding as the shop buildings are completed. The connected day load will be approximately 600 h.p., and the night load will be approximately the same figure. Otahuhu Workshops. Schemes for Otahuhu were prepared and tenders were called during 1926-27, and the majority of material is now to hand for installation work. Final materials to connect up the individual machines have now been ordered on the Chief Mechanical Engineer's finalized plans. The total connected load will approximate 3,700 h.p. Hillside Workshops. The schemes were finalized and tenders called for in 1926-27. The majority of materials are now to hand and the work of installation is proceeding as rapidly as the change-over in the shops is being carried out. The final materials for the complete machinery reticulation have been dealt with and should be to hand shortly. The connected day load will approximate 4,000 h.p., with a probable night load of 2,500 h.p. Addington. The scheme for Addington was prepared and tenders received during 1926-27, and the majority of materials are now to hand. The new substation has been practically completed, and the changeover from the existing substation gear to the new arrangements is being carried out as rapidly as possible. Some new switch-gear has been delivered in readiness for transference of the existing switch-gear from Petone to Addington to finalize the substation. The work of cable-laying, &c, is proceeding and the final materials for connecting up machines have been dealt with. The approximate load will be in the neighbourhood of 3,500 h.p. Invercargill Shops. This installation has been completed, and the connected load amounts to 200 h.p. East Town Shops. This installation is practically complete, with the exception of one or two motor-drives, and the majority of the work has been in operation for some time. The connected load is 500 h.p. Picton. The electrification of Picton Workshops is nearly complete, pending one or two mechanical alterations to enable the work to be finalized. The connected load is 70 h.p. Nelson. This installation is in hand and will be completed shortly. Connected load is 60 h.p. Workshops Reorganization. Under the D.-2a programme works involving alterations to workshops, engine-depots, &c., to the amount of £460,000 were included. On a. comprehensive survey of the workshops position it was decided to scrap this programme and substitute a scheme to provide modern workshops, fully equipped with the latest machinery, electrically driven, and lifting-appliances, at a cost of £1,820,0(X). Of this amount about £320,000 is a charge against working-expenses, leaving £1,500,000 as the cost against capital account. The work was put in hand and is being pushed to completion in a very satisfactory manner. The short notes hereunder on the various shops will show how closely the construction is adhering to time-table. Otahuhu Workshops. Excavation : Completed. Sidings : Six miles and three-quarters laid ; one mile and a quarter to do. Storm-water drainage : Almost completed. Sewerage : Almost completed. Electric cables and reticulation : Practically completed. Roadways : Formation completed and concreting commenced. Foundations for all buildings : Completed. Power-house : Completed except floor and a few details. Covered timber-store : Completed. Reclaim depot: Steel frame erected and concrete floor laid.

XLIX

D.—2

Stores building : Assembled ready for erection ; concrete floor and platform, 90 per cent. done. Iron-rack : Steel frame and concrete walls erected, and concrete floor laid. Machine-shop : Steel frame erected ; floors ready to receive concrete. Blacksmiths' shop : Steel frame and all sashes erected, and 50 per cent, glazed sides and end sheeting completed, and 50 per cent, of concrete walls ; all sarking and half of roofing-material laid ; floorfilling completed. Woodmill: Steel frame, concrete walls, and sarking and sashes erected ; glazing to do, side-sheeting completed, also 30 per cent, lead sheeting. Wheels and bogie shop : Completed, except for concrete floors, part of roofing and lavatory buildings, and office ; wagon-pits completed. Carpenters' shop : Completed except for 50 per cent, of concrete floors, 25 per cent, of sarking, 80 per cent, of roofing-material, lavatory, and office annexes. All wagon-pits are constructed. Trimmers' shop : Steel frame erected. Light plate and. structural shops : Steel frame erected and painted. Gantry erected, sashes erected, and 10 per cent, glazed, marking completed, half roofing laid, side sheeting completed, floor ready for concreting. Steel-wagon shop : Completed, including concrete floors and pits, except for lavatory and office annexes, asphalt floor, and portion of roofing. Wood-wagon shop : Completed, including concrete floors and pits, except for asphalt floor, 75 per cent, of roof glazing and one-third of roofing-material. Workshop Manager's office : Completed. Dining-rooms : Completed. Social hall : In hand ; foundations in. Midway gantry : Completed. Traverser-pit : Completed. All wagon-pits in the various shops have been completed. Electricjack pit, boiler-pit, and oil-tank pit completed. Coal, coke, and scrap bins half erected. Air-ducts completed. Water-tower : 20,000-gallon water-tower completed. Lavatory fixtures : Material coming to hand, and work begins shortly. All cranes for these shops are on order—viz., five 10-ton, six 5-ton, and three 2-ton. The traverser, 50 tons capacity, has just been landed. A considerable amount of the new machinery is on hand or on order. Most of that on hand is temporarily erected in old shops. The machinery position is as follows, in percentages : — In New Zealand. On Order. Yet to Order. Mill-shop .. .. .. ..50 10 40 Car-repair shop .. . . . . 60 30 10 Steel-plate shop .. .. . . 50 20 30 Steel-wagon shop .. .. . . 70 20 10 Wood-wagon shop . . .. .. 70 20 10 Machine-shop .. . . .. .. 90 5 5 Blacksmiths' shop .. .. . . 70 15 15 Power-house .. .. .. ..90 10 0 Reclaim department .. .. . . 60 30 10 Hutt Valley Workshops. In conjunction with the contractors' operations in the erection of the shops, the District Engineer is carrying out all platelaying and drainage works on the site, as well as earthwork filling required in the formation for the floors of shops. All sidings south of the midway are completely laid, and this portion represents about 80 per cent, of the platelaying. No ballasting has been done yet. The main storm-water and sewerage systems are completely laid, and most of the subsidiary drains are also laid. Earthwork filling is being brought in by work-train from a convenient face about a mile distant from the works. The formation for flooring in the stores and reclaim buildings is complete, and the bulk of that required in the machine and erecting shops has been placed. 16,000 cubic yards of filling have been placed to date. This is about 80 per cent, of the total filling required in the shops. Main-buildings contract : About 70 per cent, of the total steelwork has been erected. The steel frames of all buildings are completed, excepting the foundry, stores, and steel-wagons shops, and work on these shops has commenced. Steelwork erection is being followed by construction of concrete walling, sheeting, and glazing and by the laying of roof sarking, felting, and pitch-and-gravel covering. The yarious stages of completion for the various buildings is as shown below : — Power-house : Practically complete. Blacksmith's shop : This building is practically completed except for roofing. The pitch-and-gravel roof-covering has not yet been laid. Machinery-foundations have been laid. Locomotive erecting and machine shops : All steelwork in this building is completely erected and painted. Most of the concrete walling is complete, and a start has been made with the fixing of sheeting. The final pitch-and-gravel covering for the roof is put being on. Engine-pits in the erecting shop are completed, and formation for the concrete flooring is well advanced.

vii—D. 2.

D.—2

L

Boiler-shop : The steelwork is completely erected for this building, and sarking is being laid on the roof. The construction of engine-pits in the erecting-bay is in hand. Midway : 50 per cent, of the steelwork for the midway gantry is erected. Tube-store : Steelwork complete. Pattern shop : Steelwork erected and sarking fixed on roof. Iron-rack : Steelwork complete. Reclaim depot : Steelwork complete. Subsidiary contracts have been let for the construction of small concrete structures, such as engine and wagon pits, concrete bins, oil-tank pits, &c, and for the building of Workshops Manager's office, dining-room, &c. A contract for concrete flooring and machinery-foundations was let recently, and tenders for asphalt paving for roads and floors are under consideration. The traverser-pit is completed. The Workshops Manager's office is now completely erected, roofed and weatherboarded, and internal work is well adyanced. The dining-room, &c, foundations have been laid, and the erection of the timber framing is well forward. Tenders for the erection of painting-sheds and for the building of a social hall will be invited shortly, and the letting of these contracts will see all parts of the work in hand. Two floodlight-towers have been constructed. Foundations for a steel wa ( ter-tower, 30,000 gallons capacity and 70 ft. head, have been completed, and erection of the tower will begin shortly. All cranes for these shops are on order —viz., one 100-ton, one 25-ton, seven 10-ton, five 7|-ton, one 5-ton, and one 2-ton. The traverser, 100 tons capacity, has just been landed. The machinery position in percentages is as follows : — In New Zealand. On Order. Yet to Order. Locomotive machine-shop .. 75 15 10 Erecting-shop .. .. .. . . 20 75 5 Boiler-shop .. .. .. ..50 40 10 Foundry .. . . .. .. 20 50 30 Blacksmiths' shop .. . . .. 25 25 50 Reclaim-shop .. . . .. .. 60 30 10 Wagon-shop .. .. .. ..50 25 25 Power-house .. .. .. .. 50 25 25 About 90 per cent, of the machinery on hand is temporarily erected in old shops. Addington Shops. Repair cars and carpenters' shop : The building is nearing completion. The following work remains to be carried out : Fitting of steel folding doors ; laying of bitumen and gravel coat on roof ; completion of internal painting ; completion of lavatories and offices. The floors-contractor has his work well in hand. The approximate dates for completion are as follows : Main structure, 14th April; flooring, 24th March. Wheels and bogies shop : The contractor is concentrating on this building, all the work being well in hand. The approximate dates for completion are as follows : Main structure, 14th April; flooring, 14th April. Woodmill: The steelwork is completely erected, and the construction, will be further advanced immediately the first two shops mentioned above are completed. Wood-wagons' shop : The assembling and erection of the steelwork has been commenced. Reclaim depot: The erection of the steelwork is completed. Light-plate structural shop : The erection of the steelwork is in hand. Midway gantry : The work of assembling the columns is in hand. Traverser-pit No. 2 : The traverser-pit will be completed before the end of the current month. Coal-bins : The coal and coke bins are completed. Tarpaulin-shop: Completed and-in use. Yard rearrangement: The rearrangement of sidings, with alterations and additions to the existing storm-water services, sewerage lay-out and water-services is all well in hand. The work is being carried out with a view to its completion by the time the main contracts are completed. All cranes for these shops are on order —viz., five 10-ton, four 5-ton, two 2-ton. The traverser, 50 tons capacity, has just been landed. The machinery position in percentages is as follows : — In New Zealand. On Order. Yet to Order. Wood-wagon shop .. ..... 70 20 10 Machine-shop ."".' .. .. ..85 5 10 Steel-wagon shop .. .. .. 70 20 10 Structural shop .. .. ..60 20 20 Blacksmiths'shop .. .. ..80 10 10 Car-repair shop .. ... ..70 20 10 Mill .. .. .. ... .'. 55 10 35 Reclaim-shop .. .. .. ..70 20 10 Tarpaulin-shop „ .. .. 100 0 0 Power-house .. .. .. ..90 0 10

LI

D.- 2

Hillside Workshops. Social hall, dining-room, and library : Completed 25th February, 1928, except for gas-cookers. Electric lighting and heating still to be provided. Reclaim department and power-house buildings are practically completed. The concrete floors and cable-ducts will be finished early in April. Locomotive-erecting shop : This building will be completed approximately first week in April, with the exception of work on the concrete engine-pits and floors, which has commenced. Boiler-erecting and plate shop : The erection of this building is in hand. Twenty-three columns and 10 per cent, of wall-framing erected. Steel-wagons shop : Concrete foundations only in place. No steel work erected yet. Stores building : Nothing done yet. Present foundry and fettling-shop are on the site for this building. Foundry : Nothing done yet. Present car and wagon shops aro on the site for this building. Pattern-shop : Nothing done yet. Present wagon-shop is on the site for this building. Gantries, coke, and sand stores : Nothing done yet. Traverser-pit: This pit is being completed and will be in working-order before the locomotive, erecting shop is ready for use. Traverser is erected. 70 ft. Turntable : Nothing done yet. Awaiting delivery of turntable. Yard rearrangement, storm-water and foul sewers, water-services, &c. : These works are all well in hand and are being carried out as the progress of the work on the new shops necessitates. All cranes for these shops are on order—viz., one 100-ton, one 25-ton, six 10-ton, three 7|--ton, one 5-ton, and one 2-ton. The traverser is erected, with the exception of electrical connections. The machinery position in percentages is as follows : — In New Zealand. On Order. Yet to Order. Machine-shops .. .. ..80 10 10 Erecting-shop .. .. .. .. 20 75 5 Boiler-shop .. . . .. .. 50 40 10 Foundry .. .. .. ..50 30 20 Blacksmiths' shop .. .. .. 90 5 5 Reclaim shop .. .. .. .. 60 30 10 Wagon-shop .. .. .. .. 50 25 25 Power-house .. ..... ..70 20 10 In conclusion, I feel it a duty I owe to the staff to place on record my deep appreciation of the good service that is rendered by all ranks, often under difficult conditions, in an endeavour to get the best results. The past few years have been strenuous ones. The many phases of reorganization have affected fall Branches and all ranks. In a Service of the magnitude of the New Zealand Railways it is no light task to reorganize on the scale that has been attempted. In all cases the staff has arisen to the occasion. In severing my connection with the Service I have the satisfaction of being able to report that the lines of railway, rolling-stock, and equipment are generally in very good condition. F. J. Jones, Chairman, Railway Board.

D.—2

Passenger Traffic Variations between 1914 and 1928.

(See page iv of Ministers' Statement.)

D.—2.

BALANCE-SHEETS, STATEMENTS OF ACCOUNTS, AND STATISTICAL RETURNS, 1928.

D.—2

INDEX OF STATEMENTS ACCOMPANYING ANNUAL REPORT OP THE BOARD OF MANAGEMENT OP THE NEW ZEALAND GOVERNMENT RAILWAYS, 1927-28.

No. 1. Capital Account. General Balance-sheet. No. 2. Income and Expenditure of the Whole Undertaking. Net Revenue Account. Net Revenue Appropriation Account. No. 3. Income and Expenditure in respect of Railway Operation. Abstract A—Maintenance of Way and Works. Abstract B —Maintenance of Signals and Electrical Appliances. Abstract C—Maintenance of Rolling-stock. Abstract D—Examination, Lubrication, and Lighting of Vehicles. Abstract E—Locomotivo Transportation. Abstract P—Traffic Transportation. Abstract G—Head Office and General Charges. Summary of Expenditure Abstracts. No. 4. Income and Expenditure in respect of Lake Wakatipu Steamers. No. 5. Income and Expenditure in respect of Refreshment Service. No. 6. Income and Expenditure in respect of Advertising Service. No. 7. Income and Expenditure in rospeet of Departmental Dwellings. No. 8. Income and Expenditure in respect of Buildings occupied by Refreshment Service, Bookstall Proprietors, &o. No. Ba. Income and Expenditure in respect of Road Motor Services. No. 9. Railway Sawmills and Bush Accounts. No. 10. Statement of Subsidy from Consolidated Fund in respect of Sorvices rendered by Non-paying Developmental Branch Lines and Isolated Sections. No. 11. Statement of Cash Receipts and Payments—Working Railways Account. Reconciliation Statement. No. 12. Renewals, Depreciation, and Equalization Punds. Slips, Ploods, and Accidents Equalization Pund. Workers' Compensation Pund. Eire Insurance Pund. General Renewals and Depreciation Fund. Betterments Fund. No. 13. Expenditure on Construction of Railways, Rolling-stock, &c. Net Revenue, and Rato of Interest earned on Capital expended on Opened Lines. No. 14. Expenditure under Vote " Additions to Open Lines " ehargod to Capital Account; also Expenditure under the Railways Improvement Authorization Act, 1914, Soction 7 of tho Finance Act, 1924, and Section 10 of the Finance Act, 1925. No. 15. Comparative Statomont of Operating Traffic and Revenue. (1) Operating Traffic. (2) Operating Revenue. No. 16. Statement of Season Tickets issued. No. 17. Statement of Passenger Bookings at Excursion Fares. No. 18. Traffic and Revenue for each Station. No. 18a. Classification of Goods and Live-stock Traffic and Earnings by Commodities. No. 19. Comparative Statomont of Miloago, Capital Cost, Earnings, Expenditure, and Traffic, New Zealand Government Railways. No. 20. Comparative Statement of Mileage, Capital Cost, Earnings, and Expenditure on Australasian Railways. No. 21. Number of Employees. No. 22. Accidents. No. 23. Renewals of Rails. No. 24. Renewals and Removals of Sleepers. No. 25. Number of Stations and Private Sidings. No. 26. Mileage of Railways open for Traffic and under Maintenance. No. 27. Weights of Rails in various Lines. No. 28. Sleepers laid and removed each year. No. 29. Carriage and Wagon Stock and Tarpaulins. No. 30. Locomotive Stock. No. 31. Locomotive Performances.

I—D. 2.

D.— 2

2

STATEMENT No. 1. Capital Account as at 31st March, 1928.

Total to 31st March, 1927. Year ended 31st March, 1928. Total to 31st March. 1928. Total to 31sl March, 1927. Year ended 31st March, 1928. Total to 31st March, 1928. Expenditure. Permanent way, and works, buildings, machinery, and plant (lines open for traffic) Rolling-stock New lines in course of construction by Public Works Department charged against Railways Improvement Authorization Act 1914 Account Lake Wakatipu steamer service Road motor services House-factory and sawmill at Frankton Junction Stores and material £ s. d. 38,533,474 2 4 £ s. d. 1,951,267 9 4 £ s. d. 40,484,741 11 8 Receipts. £ s. d. From General Government Funds — Public Works Fund .. .. 43,623,289 11 10 Wellington-Hutt Railway Improve- 228,373 5 5 ment Account Railways Improvement Account, 1904 641,275 7 8 Railways Improvement Authoriza- 2,942,222 10 1 tion Act 1914 Account Consolidated Fund .. .. 4,296 7 10 Westport Harbour Loans .. 350,000 0 0 Works constructed from Harbour Board f unds — Westport .. .. .. 71,640 0 0 Greymouth .. .. .. 47,508 0 0 Works constructed by provinces and 1,787, 741 0 0 Midland Railway Company at valuation £ s. d. 556,028 12 6 £ s. d. 44,179,318 4 4 228,373 5 5 10,326,989 14 6 556,877 8 7 121,250 14 8 6,128 19 10 10,448,240 9 2 563,006 8 5 1,419,857 6 4 641,275 7 8 4,362,079 16 5 44,387 3 3 13,703 6 2 156,813 17 1 39,489 15^10 44,387 3 3 53,193 2 0 156,813 17 1 4,296 7 10 350,000 0 0 108,547 9 10 ( Or. 108,547 9 10 71,640 0 0 47,508 0 0 1,787,741 0 0 49,696,346 2 10 Advances to Capital Account from Working Railways Account Outstanding liabilities 1,975,885 18 10 82,866 5 3 51,672,232 1 82,866 5 Or. 4,715 15 4 Or. 4,715 15 49,740,793 1 9 2,009,589 9 10 51,750,382 11 7 49,696,346 2 10 2,054,036 8 9 51,750,382 11 Note. —Unopened lines are under the control of the Public Works Department, and all expenditure out of the Public Works Fund in connection therewith is included in the accounts of that Department.

3

£>.—2.

STATEMENT No. 1— continued. General Balance-sheet as at 31st March, 1928. Liabilities. v Assets. Sundry creditors (including unpaid £ s. d. Sawmills— £ s. d. £ 3. d. wages.. .. .. .. 341,010 15 2 Stocks of timber, &c. .. .. .. 283,523 7 0 Collections for refund to Harbour | Stores and material on hand— Boards, shipping companies, and Stores Branch .. .. .. 831,465 18 0 other carriers .. .. .. 16,907 7 5 Advertising Branch .. .. 1,583 18 1 General Reserve Fund .. .. 1,375,662 6 1 Refreshment Branch .. .. 7,385 17 11 General Renewals, Betterments, and Training School Hostel .. .. 78 2 6 Depreciation Funds .. .. 933,395 7 0 840,513 16 6 Insurance Funds .. .. .. 36,388 6 0 Sundr}- assets— Items to be written off on receipt of Advertising Branch .. .. 52,437 18 4 Parliamentary authority .. .. 3,94114 2 ; Refreshment Branch .. .. 26,357 12 11 Housing Improvements .. .. 7,762 6 4 86,557 17 7 Sundry debtors— Advances to capital .. .. 82,866 5 3 Government Departments .. 16,485 1 5 Advances under Hutt Valley Lands Settlement Act, 1925, and interest thereon .. .. .. 80,805 12 7 Work in progress and sundry debtors .. .. .. 97,634 2 6 277,791 1 9 Less amounts paid in advance .. 35,684 5 11 242,106 15 10 Accrued interest on investments .. 3,102 10 10 Accrued subsidy on branch lines and isolated sections .. .. 35,772 610 38,874 17 8 Outstandings at stations— Cash in hand .. .. .. 21,268 12 2 Freight, &c., owing by Government Departments .- .. 44,232 19 2 Freicht owing by sundry debtors .. 137,481 11 8 202,983 3 0 Investments .. -. -. 395,000 0 0 Cash in Working Railways Account.. 247,657 12 7 642,657 12 7 Net Revenue Account .. .. .. 370,088 5 8 £2,707,305 15 10 £2,707,305 15 10 H. Valentine, Chief Account-air

D.-2

4

H. Valentine, Chief Accountant.

STATEMENT No. 2. Income and Expenditure of the Whole Undertaking for the Year ended 31st March, 1928.

TT 8T 899 '66 8 9 880'0A8 IT 8T 899'66 8 S 880'0A8 Z Z 9£9'8l 8 9 880'0A8 " " " pjbauoj patxrea || •• I 9 8 Z9f'l(iZ " " " gnaaAoa 6 91 ZZO'IZ •• " " .R»jf snoiA8jd raojj .£{[ | U 81 899' 66 Z Z 989'8A " " JtojC snoiAajd thojj oouBjeg; ox ■p s y -p -s 5 ' -p s $ "P 's 2 — I I jj • 1 : • i - " . ; 'LZ- 9S6I ! '8Z-iE6I '-»0 -Zg-9Z6I '9Z~LZ6X ■'a •iNnoooy Koixviajoaaay aaxaAay; jhji f 0 ££f'£f0'Z 01 AT 998'081 '3 f 0 ££f'£P0'Z 01 AI 998'08I'S IT 81 899' 66 9 8 Z9f'l6Z oiraaAag o; pamso IpijaQ 9 PI UZZ'9PP 9 6T A9S'68f- " suoEjoas pire saan qomsiq 'Apisqng IT 9 £99'86P'I 01 fl '' uo gui&reqo aiojaq sgarajira ig p 0 ££P'£P0'Z 01 AI 998'081'S "" " " " F«dua uo ox ■p ■s j -p -s 3 •p ■s y -p -s j "£3-9361 ! '83-iS6X '-<0 'LZ-9361 'SZ~LZ6l '*d I ] •iNnoooy xaj^; TT 9 £99'86P'I " " 01 fX 9f 8 ' 6^8 ' I " " I " " anuoAaa o* anuSAOJ :pu P 8T 6l8'06f'9 £ 9 £SP'686' I 6 I 8SI'S89'9 8 91 696'tS0'8 9 6 801' 99Z " 9 6 801' 99Z 6 91 AtA'668 ; " 6 91 AM,'668 " " onuaASu snoaireiposM 9 6T 66 'MJ 6 91 £P8'8 £ lTSfi'8 9 AI fSZ 'MI 8 8 IZL'ZZ 01 01 98f'E8 v "8 " " "" saoiAios-jojoni piso-g •ojy 'sjo^9udoj<i-jiiK)s 0 TT 061 'ZT I I IiZ'8 I 8T T9f'0Z A 6 tIA'lI 9 Zl AS8'8 ! 0 Z Zf9'0Z 8 'soiAJas jfq paidnooo s3uipim a 6 f Zil'P9 ~*a 01 81 9P9'i£I I PIPl£'£8 9 01 029 '89 "•'(T A 01892*291 ! I 0 8t9'86 A " " sgnjil^a P 8 818' f Z 81 809'ZP 9 9 18£' IP 8 SI 8A9'8 TI 9 IS6'8t Z Z 009'SS 9 " " aajAJas SmsnaaApy 9 61 ffO'OT 0 I 199' 6TI 9 9 ZT9' 6ZT 8 Z\ 9AS'A 6 tl 8f9'fIT 9 A OZZ'ZZl 9 " " " aoiAjas juouiqsajjajj 9 61 989' 9 'J'a 9 0T 898'9T 0 TT ZIZ'OT 9 II XtL'9 '-"-(I f 81 9S9'SI III S88'6 t " " •' aaiAjas 85[B1 f Z 68T'99Z'I I 61 Z8Z'89T'9 ITT Zlf'£Zf'l II 61 QZL'lfO'l Z 91 8II'S08'9 I SI ttS'SK'i ; 8 " " "" gui^Jado ■p ■s 2 -p -s 3 •p ■s y -p -s 3F 'P ' s 3 'P ' e 3 ) I 'oniioAajf ssoif> ■0Tni?)Aa>j j 'snuoA-oir ssoi£> - - ! 1 '».< j 'LZ-9361 'SZ-LZ 6t

D.^-2

5

STATEMENT No. 3. Income and Expenditure in respect of Railway Operation, Year ended 31st March, 1928.

EXPENDITURE, r? go a 1927-28. 1926-27. _ . II Per Cent, of i Operating Revenue. i n REVENUE. 0Q 1927-28. 1926-27. Per Cent, of Operating Revenue. 1927-28. I 1926- 27. 1927-28. 1926-27. II Maintenance, way and works Maintenance, signals Maintenance, rolling-stock Examination, lubrication, and lighting of vehicles Locomotive transportation Traffic transportation Head Office and general charges Superannuation sub- £ s. d. sidy .. 187,074 1 6 Less amount allocated to subsidiary services, &c. 13,200 9 9 A B C D E F G r-i A B C D 1,147,067 1 102,870 12 1,380,726 9 62,511 18 1,599.562 3 1,760,459 8 75,047 11 1 TO OTO 1 1 £ s. d. 1,147,067 1 2 102,870 12 0 1,380,726 9 3 62,511 18 3 2 1,074,334 6 11 15-62 0 100,861 9 6 1-40 3 1,303,443 11 5 18-80 3 60,094 17 8 0-85 3 1,609,257 6 5 21-78 4 1,752.997 12 11 23-97 2 <S2.2S6" 22 S 1-02 £ s. d. 1,074,334 6 11 100,861 9 6 1,303,443 11 5 60.094 17 8 15-62 1-40 18-80 0-85 14-47 Passengers, ordinary.. 136 Passengers season tickets 17-56 Parcels, luggage, and mails 0-81 Goods Labour, demurrage, &c. 21-68 23-61 111 15 15 15 15 15 £ s. d. £ s. d. 1,886.833 8 11 2,045,348 1 4 258,462 17 3 258,831 18 7 379,932 13 11 377,367 8 10 4,680,135 2 1 4,596,165 14 7 138,480 12 11 145,758 IS 7 25-69 3-52 5-17 63-73 1-89 27-56 3 49 5-08 61-91 1-96 E F G 1,599.562 3 3 1,760,459 8 4 75,047 11 2 1,609,257 6 5 1,752.997 12 11 82,286 12 8 21-78 23-97 102 G 173,873 11 9 175,007 2 1 173,873 11 9 i 175,007 2 1 : 2-37 2-37 2-36 Total operating expenses .. Net operating revenue I 6,302,118 15 1,041,725 19 1 6,302,118 15 2 1,041,725 19 11 2 ! 6,158,282 19 7 85-81 11 1,265,189 2 4 1419 6,158,282 19 7 1,265,189 2 4 8581 14-19 82-96 17-01 j 7,343,844 15 1 7,423,472 1 11 100-00 '00-00 7,343,S44 15 1 7,423,472 1 11 100-00 100 00 100-00 _ I _ mruu I

£>.—2

6

Abstract A.— Maintenance of Way and Works.

Abstract B.—Maintenance of Signals and Electrical Appliances.

Expenditure. Kail.u. Gisboiioe. JNorth Island Main Line and Branches. South Island Main Line and Branches. West-port. Nelson. Picton. Total. Item. 3 "3 3 3 rrj X Sec =31 r-t OO a " S to .2 .a to S g § g CD fl o a S ... * O . rr 00 H a§ £« 2i 6rH 0=3 £ .00 H ~l t. r* © CD -H 00 r-t . PH rH w aa SS go 00 00 S •-. rH« *- I *-, 9 i es __, C P, Pi a a -=. § s go ,00 ,03 H H fr rrt rt rr. 00 cor, <ar-t or Ph Ft ft oS 3 2. 5? 3 • H . s rt a %rA SS £ rt Ph m a§ iSg Is o« --BCA '£ Pi h p o EH Superintendence —- General District Road-bed Track-renewals Ballasting Slips and floods .. Fences, &e. Roads, &c. Bridges, &c. Water-service, &c. Wharves Cattls-yards, &c. Operation buildings Totals .. £ £ £ £ I £ £ I £ 13 73 9,17lj 5,953 ! 291 46 81 .. 99 409, 19.583J 13,697 396 378! 4181 948J 3,776 92,734101,176 2,231 4,789' 5,381 .. 2.74917,134 258.688 247,103 8,132 5,471 4,342 149 8 46.988 10,077 1,065 149! 49 204 2.388 17,309 21.274 649 470 563 5 202! 14,184 10,538 108! 741 273! 4 192! 6,064 3,984 106 76; 83 ! 83 441 46,375 32,983 l,52l! 785 1,744 1 173 13,0321 7,765 2,954j 167! 260 j .. 239 467 570; .. .. 137 9,504! 5,093 47! 78; 180 .. I 54 798 51,926; 34,461 1,057 600; 408 .. 4,309 15,731 585,797 494,57119,12713,75013,782 £ £ I £ 9,1711 5,953 ; 291 19,583! 13,697 396 92,734101,176 2,231 258.688 247,103 8,132 46.988 10,077 1,065 17,309 21.274 649 i 14,184 10,538 108! 6,064 3,984; 106] 46,375 32,983 1,521 13,032! 7,765 2,954] 239 467 570! 9,504' 5,093 47 51,926; 34,461 1,057 £ i £ 46 81 378! 418! 4,789! 5,381 ! 5,47i: 4,342 149 49 470 563 741 2731 76 83 1 785 1,744 ! 167| 260 78 180 600! 408; :— £ j £ £ ! d. 15,628 0-2 0-5 0-2 34,980 1-5 4-1 1-3 211,035 14-2 39-5 12-8 533,619 41-3 114-5 37-2 58,485 2-2 6-2 2-0 42,857 3-1 8-5 2-8 26.051 0-1 0-2 0-1 10,509 0-1 0-2 0-1 83,932 1-2 3-5 l-ll 24,352 1,276 .. .. .. 15,039 89,304 0-8 2-3 0-7 £ £ ' d. £ £ d. £ £ d. ' £ £ ! d. £ : £ d. £ £ 0-2 1-2 0-2 0-2 7-0 0-3 0-2 [3-7 0-4; 0-2 6-8] 0-7 0-2 0-7 0-2| 0-2 14 1-2 6-8 1-2 0-5 14-9 0-7 8-5 0-8j 0-3 9-21 1-0 1-8 5-9 1-4 1-1 7-5 111 62-9 11-0 2-1 70-6 3-5 3-6 62-5 6-0| 1-6 51-9 ! 5-7 22-2 74-8 18-2' 14-2 96-1 210 118-9 20-8 6-1197-1 9-7 8-9 152-8 14-6 5-9 189-0 20-8 25-4 85-5; 20-6 11-5 77-5 ; ..I 0-1 .. 1-1 35-8 1-7 0-4 6-2 0-6 : 0-8 24-8 2-7 0-7 2-3l 0-6 0-1 0-9 70 39-8 7-0: 0-4 13-2 0-6 0-8 13-1 1-3 0-5 15-F 1-6 2-2 7-3 1-8 1-5 10-1 0-6 3-4 0-6 0-3 10-8 0-5 0-4 6-5 0-6 0-1, 2-5 1 0-3 3-5 11-6 2-8 0-7 4-9 0-6 3-2 0-6: 0-1 4-6 0-2 0-1 2-5 0-2 0-1 2-5 0-3 0-4 1-2 0-3 0-2 1-5 1-3 7-4 1-3 1-1 353 1-7 1-2 20-4 2-0 1-1 35-4 3-9 3-7; 12-3 3-0 4-6 31-1 0-5 2-9 0-5; 0-3 9-9 0-5 0-3 4-8 0-5 2-1 68-61 7-5 0-8 ! 2-6 0-6 0-7 4-6 1 -. -. .... I 0-2 ! .. .. ! 0-3: .. 0-4 13-3 1-5 .. ...... .. ! 0-4 2-3 0-4 0-2 7-2 0-4: 0-2 3-1 0-3 .. 1-1 0-1 0-4 1-2 0-3 0-5 3-2i 2-3 13-3 2-3j 1-2 39-6 1-9 1-2 21-3 2-0 0-8 24-6 2-7 2-8 9-4 2-3 1-1 7-3 46-2 262-2 45-9J 13-6 446-2 ; 21-7 17-8 305-7 29-3 13-9 444-8 48-8 64-1 214-8 52-1 36-4 246-1 ! I I d. £ £ I d. 0-4| 0-2 ?4-9 ! 0-3 1-9, 0-5 11-01. 0-8 24-91 2-9 66-4 1 4-7 20-11 7-3 167-9 11-9 ! 0-2! 0-8 18-4 1-3 2-6 0-6. 13-5 0-9 1-3 0-4; 8-2 0-6 0-4! 0-1 3-3 0-2 8-1 1-1, 26-4 1-9 1-2 0-3 7-7 0-5 | .. .. 0-4 .. 0-8; 0-2 4-7 0-3 1-9 1-2 28-1 20 63-8 15-6 360-9 25-4 1,147,067 64-7 179-5 58-3 46-2 262-2 45-9 13-6 446-2 21-7 17-8 305-7 29-3 13-9 I

Expenditure. Kaihu. Giabornt. North Island Main Line and Branches. South Island Main Line and Branches. Westport. Nelson. Picton. Total. Mom,CQ rQ o "Hi fl J£l-H fl OS'S =3^ o ft 9 o a" 8 o a a St 'Ii SS Sr5 | Po P< H a 5 S| 2.pT g* <s O - O . J, .oo >. a a a a: > t. oo ° S | « 10. S 0, j Ph ** O . r > £ © oo oo i .ri— P lr " .00 i. r «? ta oo S* -a , a a = S g © _© r, PH £ ■B 3 2 3 fl a a: S © oo « s 00 . e? M /rl tor* OOI-I ©PH Po P. a Ph CO 00 SPH Ph sr * S§ if ?s S" £ M !(5 Ph Ph w Superintendence Signals and interlocking Automatic and power signalling Level-crossing signals Block-working, tablet and telephones Overhead electric block, tablet, tele phone, and telegraph lines Overheadlines for automatic signalling Electric lighting Overhead electrification and bonding Electric -power appliances .. Buildings .. .. £ 6 2 32 £ £ £ 30 3,749 2,457 12 18,020 7,635 6.463; 5,605 1,523 1,109 62 11,180 6,349 136 9,880 7,157 523 1,415 7,051! 4,699 .. 2,448 l,019i 668 1,755J 938 £ 118 169 301 77 1 £ 20 53 31 30 7 i £ ! £ £ £ d.i £ 34 6,414 01 0-3 0-1 0-1 7 25,896 12,068 2,632 35 17.960 .. 0-1 .. 0-2 23 17,335 0-5 1-3 0-4 0-4 1,938 i .. 38 11,795 .. 2,448i ! .. 4, 1,691] I .. 2,694; .. .. .. I .. £ ! d.j £ £ ! d. £ 0-5 0-1 0-1 1 2-9 0-1 0-1 0-2 .. 0-4' 13-7 0-7 0-3 .. .. 01 4-9 0-2 0-2 ! 1-2 0-1 .. 1-0 0-2 0-4 8-5 0-4 0-2 2-3 0-4 0-2 7-5 0-4 0-3 0-4 .. | 0-1 .- .. 0-2' 5-4 0-3 0-2; ' .. .. i Oil 0-8 .. | .. I 1-3 01..; £ d. ! £ 1-5 0-1 0-1 4-7 0 5 0-1 3-5] 0-3 .. 0-7! 0-1 .. 3 9 0-4 0-2 4-4 0-4 01 0-9 01 .. 2-9 0-3 .. 1-5 01 .. 0-4 .. .. 0-6 0-1 .. £ I d. £ 2-7 0-3! 0-1 3-9 0-4 0-3 7-1 0-8; 0-2 1-8 0-2 0-1 £ ! 0-3 0-8 0-5 0-5 ;; I d. £ ! 0-1 01 0-2 .. 0-1 0-1 0-1 0-1 £ d. I £ 0-6, 0-2 0-1 0-l| .. 0-5 .. i .. j 0-2 0-6! 0-2 0-2 0-4 0-1 0-2 £ d. 2-0 0-1 8-2 0-5 3-8 0-3 0-8 0-1 6-7 0-4 5-5 0-4 '.. b-i 0-7, 0-2 0-2 b-i .. .. j 0-6 .. 37 03 0-8 01 0-5 .. I 0-8! 0-1 ....... | Totals .. .. .. 40 40] 240 61,163! 40,480 240] 61,163 40,480; 666 666 141! 14l| 141 102,871 0-6 1-7; 0-5; 0-7 141 102,871 0-6 1-7 0-5 1 0-7 4-0 0-71 1-4 46-6 2-3! 1-5. '. 4-0 0-7 1-4 46-6 2-3] 1-5 250 1 25-o| 2-4 0-5J 2-4 0-5] 15-5 1-7 0-7l 15-5! 1-71 0-7l 2-2 2-2 0-5 0-4 2-5 0-7 1-4 1 32-4; 2-3

7

D.—2

Abstract D.—Examination, Lubrication, and Lighting of Vehicles.

Abstract C.— Maintenance of Rolling-stock.

Expenditure. Kaihu. Gisborne. North Island Main Line and Branches. South Island 31a in Line and Branches. Westport. Nelson. Picton. Total. Item. 3 a o 3 fl 2 1 fl 2 £ fl fl rH o ft H|S © a o "© fl o 3 °. oo \ a Sa Si g© O > *■- fl feed feas « a a a 5 £ • 7 © . eS --fl t» — I ©-H r a. a, i ° 2 * £ fl Ph j &, © i cd t, fl P. ; Ph w a -o "a • m a a> S \S . a a a! S £ r-S HS I fe C aa S$ g© , © , tS M fl t- nH tH -v* © Of- VrH £ .00 rt h B ©P5 c3Ph £ rO Pi .4 Eh. .E fl fl S > S a Ph Ph P^ £ £ £ £ £ £ £;£ £ £ d. £ £ d. £ £ d. i £ | £ General superintendence .. .. 24i 124, 15,305 9,949 478' 77 26,089: 0"4 1-0 0'3 0-4 21j 0-4 0-4 11-71 0-6; 0-4 6-1 Locomotives (including rail and elec- 495! 5,06l!337, 852237, 081 6,518 2,950 3,497; 593,454 7-3: 20-6 6-7 14-8 84-3 1 14-7 7-9 257-3 12-6 8-5 146-6 trie) Car and wagon supervision .. ... .. 3,899 3,068 i 6,967, .. .. .. .. I .. ] .. 0-1 3-0! 0-l! O-l] 1-9 Cars .. .. .. .. 158| 634121,976 79,420 1,330! 1,098 726, 205, 342 : 2-4 1 6-6 2-1 1-9 10-6 1-9 2-8' 92-9 4-5 2-9; 49-1 Vans and postal-vans .. .. 12 123 19,884 11,697 613, 149 42 1 32,520 0-2 0-5 0-2| 0-4! 2-l| 0-4| 0-5 15-l! 0-7 0-4 7-2 Wagons .. .. .. 496 2,385 235,450199,81710,889 1,282 1,467 451,786 7-4 20-7 6-7, 7-01 39-7 7-0| 5-4 179-3: 8-8 7-2 123-5 Service vehicles .. .. .. 7 44| 6,453 5,092 152 1 36 39: 11,823 0-1 1 0-3 Oil 0-1 0-7 0-1 0-1 4-9 0-2! 0-2 3-1 Tarpaulins, ropes, and nets .. 37 1 22l! 22,482 28,976 241, 225 564' 52,746 0-6 1-5 0-5 0-6; 3-7 0-6j 0-5 171 0-8 1-0 17-9 Totals .. .. .. 1,229 8,592J763, 301 575,10020, 221 5,817 6,4671,380,72718-4 51-2 16-6:25-2 143-2 25-1 17-7 581-3 28-3 20-7 355-4 I. i I I d. ' £ I £ i d. ! £ £ i d. £ £ d. £ ; £ d. 0-6 0-3 11-11 1-2 0-4 1-2 0-3 0-3 2-4 0-6 0-4 8-2 0-6 14-lj 4-8 151-6 16-6 13-7 46-1 11-1 9-3 62-3 16-1 8-0 186-8 13-1 0-2: .. ...... .. ! .. j 0-1 2-2! 0-2 4-7 1-0 30-9] 3-4 51 17-2 4-2 1-9| 13-0 3-4! 2-8 64-6' 4-5 0-7! 0-4; 14-3! 1-6 0-7 2-3 0-6 0-1 0-8 0-2 0-4 10-2 0-7 11-81- 7-9 253-3, 27-8 6-0 20-0 4-9 3-9 26-2 6-8 6-2 142-2' 100 0-3 0-1 3-5 0-4 0-2 0-6j 0-1 0-1 0-7 0-2 0-2 3-7, 0-3 1-7 0-2 5-6 0-6 1-0 3-5 0-9 ! 1-5 10-1 2-6 0-7 16-6 1-2 34-1 14-7 470-3 51-6 27-1 90-9 22-1 17-1 115-5 29-9 18-8 434-5 30-6 III III 434-5 30-6

Expenditure. Kaihu. Gia borne. North Island Main Line and Branches. South Island Main Line and Branches. Westport. Neiaon. Picton. Total. Item. 3 - m '2 fl » 2 1.3-3 oo J a te OSTJ B »-i Ci oa a .a. « s o ft 9 "© r. fl 3 © "3 a a St g© CJ 0> r-l-£ C s © © ri 0© Ph Ph w ■ 2 fl fl © © © -A Oh il S| © rl «^ Ph ft °« ! °£ a Sa as g© L « - «§ M fl S 2 rS AS « • fl fl Tfl £ £ « ■- eS - fl Ph Ph " °. © ° >. I a SI |; g© SPh SPh £ Ph Ah I w a a . A ■B a .© os ce • O > * aa £ . © . <? h B "Jr. cd I. rH © ©I— I © rH « Ph P, °>. a | a oag I© © ce in a ©Ph BP5 £ Ah Ph ** .5 far. S§ S* Ss © © js £h!=1 Zj > r%S g Ph Ph Examination and lubrication of cars, vans, and wagons Lighting, rolling-stock, Pintsch and acetylene gas Electric lighting of vehicles Depot expenses £ 23 39 £ £ 1421 17,569 84 15,455 3,282 1,064: £ 13,974 7,434: 1,526 388 £ 862! 185 £ 178 91 1 £ 164 51 I £ £ £ d. £ 32,912 0-3! 1-0 0-3 0-4 23,339 0-6 1-6 0-s| 0-2 4,808 1,453 | .. £ 2-4 1-4 d. ! £ £ d. £ £ d. £ £ ! d. £ £ d. £ | £ d. £ £ d. 0-4 0-4 13-4 0-7 0-4 8-7 0-9 0-7 20-0 2-2 0-8 2-8 0-7 0-4! 2-9 0-8 0-4 10-4j 0-7 0-2 0-4 11-8 0-6 0-3 4-6 0-4 0-1 4-3 0-5 0-4 1-4 0-3 0-1 0-9 0-2 0-3 7-3; 0-5 .. 0-1 2-5 010-1 0-9 0-1 : 0-1 1-5 0-1 .. .. 0-8 .. .. 0-2 i 0-5 .. , ■ : 0-6 0-9 28-5 1-4 0-8 14-4 1-4 0-8 24-3 2-7| 1-2 4-2 l-o| 0-5 3-8 1-0 0-8 19-7! 1-3 i ! I ' ' Totals 23,322 1,047 270 215 62,512 0-9 2-6 0-8! 0-6 3-8| 62 226 37,370

D.—2.

8

Abstract E.— Locomotive Transportation.

Abstract F.— Traffic Transportation.

Expenditure. Kaihu. Gisborn*. North Island Main Line and Branches. South Island Main Line and Branches. Westport. Nelson. Picton. Total. Item. fl rC "3 rO 5 rr) rn fl *> 9 •>rl a lis oo a M O a, o a © a o "ii. r. © c? - • '- -± © -22 off ~i - W © tt M fl jgtf |jp_t £ c£' pS 3 o. «= " 5 © ce u a ©Ph © Ph 0© Ph Ph | w *£ fl *? rt rt ■ fl fl z= 5 2 © © © B > r,— rj •> H fl3 tH SpS Srt £ Ph O, ™ tag §| g. Sa S* S© 3© *2 Or — — ©© IclP H ~ > r-iaj trl-3 £> t. Boa B . © ,ee uao ce M B ©ph Srt £ feai Sal £ Ph Ph ** } p< Ph ! w SS © © ° © rj > r=<— ~ — ©r— I ©Ph , i i i i i £ £ £ £ £ £ : 4,827 10,134 .. 15,538 907 194 249 44,336 .. 203,377 7,596 2,833 3,194 532,194 11-6 294,314 6,187 3,891 4,239 793,449 9-2 8,822 303 132 74 23,741; 0-2 7,926 293 123 ! 131 21,875: 0-5 68,112 2,533 810 929 173,833 3-4 £ £ : d. ; £ £ d. ! £ £ j d. I £ £ j d. £ I £ d. < £ £ d. [ £ £ ! d. .. I .. 0-1 4-0 0-2 0-2 3-0 0-3.. .. I .. .. .. .... ..'..,' 0-1 3-20-2 0-6 3-2; 0-6 1 0-6 20-8 1-0 0-6 9-6 0-9 0-7 21-1 2-3 : 0-9 3-0 0-7| 0-7 4-4 1-2 0-6, 14-0 1-0 81 46-2J 81! 7-2! 237-3 11-5] 7-3 125-6 121 5-5 176-7 19-3 13-2 44-3 10-7 1 8-4 57-114-8 7-2! 167-4 11-9 19-2 108-6 190 11-2 363-8 17-8, 10-5 181-9 17-4; 4-5 143-9 15-8 18-1 60-7 14-8 11-2 75-7 19-6 1 10-9 249-6 17-5 0-4 2-5 0-4 0-3 10-9 0-5 0-3 5-5 0-5 0-2 7-0 0-8 0-6 2-1 0-5 0-2 1-3 0-3j 0-3 7-5 0-5 0-4: 2-3 0-4 1 0-3 101 0-5: 0-3 4-9 0-5 0-2 6-8: 0-7 0-6 1-9, 0-5 0-3 2-3 0-6 0-3 6-9 0-5 2-9| 16-7 ( 2-9: 2-3: 76-3; 3-7 2-4 42-1 40 1-8 58-9! 6-5 3-8 12-7: 3-l| 2-5 16-6 4-3] 2-4 54-7* 3-8 £ £ £ £ £ £ £ 5,307 27,255 311,643 477,687 14,250 13,233 100.225 1 £ £ £ ! £ ' d. £ d. District superintendence j.. .. .. .. 5,307 4,827 Depot supervision .. .. 1 192: 27,255 15,538 907 194 Wages, allowances, and expenses .. 782 2,769 31 1,643 203,377 7,596 2,833 Fuel .. .. .. .. 612 6.519477,687 294,314 6,187 3,891 Water .. .. .. .. 10 150 14,250 8,822 303 132 Stores .. .. .. .. 31 138 13,233 7,926 293 123 ! Shed expenses .. .. .. 224 1,000 100, 225 1 68,112 2,533 810 Totals .. .. 949,600 602,916 17,819 7,983 10,134 249 44,336 3,194 532,194 11-6 32-7 10-7 4,239 793,449 9-2 25-5 8-3 74 23,741 0-2 0-4 0-1 : 131 21,875: 0-5 1-3 0-4 929 173,833 3-4 9-3 30, 8,8161,599,562 24-9 69-21.22-5 32-7 10-7 25-5 8-3 0-4 0-1; 1-3 0-4 9-3 30 31-6J 179-5 31-4 220 723-2 ! 35-2' 21-61*372-6 35-7 12-9 414-4 45-4 37-2 1 124-7 30-3 1 23-3 157-4 ! 21-8 503-3 35-

i ! 1 ! ' I III; I ! I ! I I 0-68 0-f99j0-f8ji-I9j9-66I 9-68 |0-88 0-981 9-0f } 8-i8 8-96i 6-f8 8-9f 9-Iif f-i8 ; 9-f8 i-IIi 9-18 6-08 I-6II 0-18 9-98 9-18 f-68 69f'09i'l[firiI90i 8 If8'f8888 89ij80f-'fS6[9fI'i 996*1 " " W»I 8-0 0-8 T-0 "• 8-0 • i-f f-6I je-S I "" f-0 " 8-0 9-8 T O 8- 0 8-8 T O " " " 989*6 6 \zvz'\ 81 690'f 9fZ'f Z " " " " snoauenaosijt Z-0 9*8 1-0 : ; " 8-0 0-9 Z-0 I " »Z8'i " fZS'L " ai^o-Suidsais 8-1 8-81 8-0 6-1 8-i I-I O-I Z-f 81 Z-0 61 1-0 Z-l 6-81 8 0 8-1 I-LZ 8-0 81 9-i 8-1 Z-0 9-0 Z-0 189'i9 80f Oi8 18 886*08 989'98 99f 81 " sapjqsA 8ui}«aq pue Sunreajo 8-f 8-69 9-8 9-9 918 8-8 f-f 0-81 f-9 8-9 6-if 91 f-f 6-9f L-Z l-f 9-88 9-8 9-8 8-61 9-8 6-f I-SI f-9 086*681 fI8'I 991*1 190*8 I8Z'fi ili'601681'1 898 " " sasnadxe 8aiunii a —sosuodxo urejj, sasii9dx9 uoi^ 6-0 I-SI 9-0 9-1 8-9 6-0 SI f-9 6-1 8-0 S-i 8-0 01 8-OT 9-0 8-0 Z-Ll 9-0 8-1 9-i 8-1 9-1 i-f i-I ff9'If SfS 80f 9[8 868 'il 119*88 i9f 811 -kkh° 'janj L-Z 9-88 i-I >810-89 L-L 9-8f 9-i8S 8-81 L-f 9-6f 6-8 6-0 9-iI 9-0 9-0 91 9-0 i6i'88I 816*8: " 999*916f0'08 181*88 1 " 68 | " " "If IB t»Aa«q^ 8-f 0-69 0-8 8-i 0-88 If 8-8 9-6 8-8 8-1 i-OI 8-0 6-9 9-Ii I f i-8 8-9i 8-8 8-0 9-f 8-0 8-1 9-9 0-8 089*618 699' I 909 89f I6i '91 1908*001 i98 fSI " spuuC spooS pa® spoqs spoof) 9-f 6-f9 8-8 i-8 9-01 9-1 1-8 9-8 9-8 8-81 S-1II 9-8 8-9 9-f9 8-8 O f 6-f8 9-8 f-I 8-8 f-T 8-T i-8 8-1 188*908 989 68i'f 998*88 609'TIl|06f 68 " spju/C pa« Supunqg 8-8 i-89 8-8 6-0 9-8 II f-9 8-6f 9-1 9-8 0-98 1-8 l-f f-88 9-8 i-I 0-01 8-1 | •• SS9'0iI " 888 911*8 618*89 i8f'601869 '* " " " 8unpra2tg 1-8 9-8f 6-1 6-1 8-i I T 9-0 8-8 i-0 9-9 9-09 9-1 6*8 f-08 8-1 8-8 i-99 08 80 i-I 8-0 6-8 0-6 8-8 89f'88I iOf Ifl 9il*8 68F6f 168*98 801 918 " " " 0-01 I-8fI 1-9 O-II 9-8f 8-9 8-6 8-0f 0-81 8-8 8-08 9-8 8-II 0-881 0-i 0-6 0-981 i-9 6-9 8-88 6-9 i-8I 6-88 I-fl 808*I9f i88'8 8i9'8 I9f*8 f8f'i6I ii6*8f8f66*I 186 ' " f»tgo pn« noreiAiodng —S9SU0dxa uorje^g f-8 I-f8 9-1 f-9 i-08 IS f-9 1-88 9-9 i-8 9-88 0-1 9-8 ,8-98 9-1 8-8 0-9f f-I 8-f i-88 8-f 8-0 01 fO f06'i0I iSI'I 9If'I 68f'I 98f'Sf 080*69 88f*I 98 ' " " VWKI 8-0 f-II 9-0 6-0 8-8 9-0 f-0 i-I 9-0 i-I LSI 9-0 8-0 9-8 9-0 8-0 5-91 9-0 9-0 8-8 9-0 9-0 If-I 9-0 i91'98 i8l iOI 8i9 Sfi'SI f98*I8 691 f8 I " " psrauoo 3F 3F 2F3F 3F 3F3F 3F 3F2F 3F 3F3F 3F 3F2F 3F 3F2F F 3 3 3 3 3 3 3 3 3 3 3 i 3 —eonapnajuuodng j? H® £ 5? Wif WS? 5 g? S3 !? WS i wl ® S3 !?, gs fsS? j? SdS? S»S5 ? i I O ="5?! I i] C; ?o B" I a So 32, E a So S* I ?o ! So S" So B" £ ?o fo t g | g fffS SffS | £ I? ? l 4? g& I? gs p a!|e is ?R 4? lis ?i. I? gs ? | |5 |S ?| 4® §s a | llfE- 111- S o ? o !"o ■? j ?o • |Sb sSb •ra»»l •saqonBjg *?9ipni?ja *WOX •UOJOIJ •uosiaii puB Qniq UI«J\[ pnB anil UI«H *anjoqgi0 'QiiHipnadxa pu«isi mio^i

9

D.—2

Abstract G.— Head Office and General Charges.

Summary of Expenditure Abstracts.

2-D. 2.

t i . _ . I 1 9-681 1-886 T 8-98 1Z-86I L-lfl 9-0X1 L-lfl I-?89 8-fZI f-QfZ Z-flZ Z I-IZ jZ-891 0-809 1 S-86 6-8EI 0-6?9'g 9-08 OSZl 0-I8Z Z-8SI S-8SI 1-968 8-SfI 6IT c gQ8 c 9 8Z8 C I? ?68 £ Z8!l6Z £ Z6 II9 £ 869 'Z 90l'8Zf '8 Z98 c 8?S8f '6 " " '• " biwjoi 6-8 L-f9 f-Z |l-t 0-91 f-Z 6-1 6-Z f-Z lg-8 6-9Z f-Z 6-8 8-0? f-Z 8-8 6-ZZ f-Z f-Z f-Sl \f-Z l-Z 9-9 \f-Z 8Z8 £ 8ZT 968 809 iS93'8 986 c 99 808 £ S0T 908 891 j " " "* noi^-enim'eiadns Z- I 9-2Z 0-T I- 1 ;6-9 0-T 8-0 f-2 0*1 9-8 L-Z 8 O-I Z- 1 9-ZT 0-T 9-T 9-88 0-T 0-T 8-9 0-T 6*0 8-3 0-T 8?0 £ 9Z Z88 6IS 80f'l 69f £ 8<5 69l'ff 8?8 89 ! ** *" saSiuiio reiaua*) pire aorao p«9TT — D 0-68 0-f99 0-?3 Z-T9 9-661 9-6S 0-88 0-98T 9-0? 8-Z8 8-96Z 6-fZ Z-9f |9-I If f-LZ 9-f8 Z-TTZ 9-IS 6-03 T-6TT 0-T3 9-9£ 9-18 f-QZ 69? £ 09Z £ T flVll 90Z'8 Xf5'f8 8<?8 £ S9Z 80? £ f86 9?l'Z 996'l *' " "* ogjsix —& f-92 8-809 8-TS;8-0? f-L9l 2-2Z 8-08 L-fZl Z-l 8 f-9f f-flf |6-ST Z-98 9-SZ8 9-TS S-98 Z-2ZL O-ZZ I-T8 9-6ZT 9-T8 9-ZZ S-69 6-fZ S99 669 £ T9T8 £ 8 886'Z 6T8 £ ZT 9T6'S09 |009'6f6 89Z'0T099 £ T ** '• *• 0AiaomoooT[—a ! | 1 ! ! I j ! | ! sa'ioiqaA 8-T Z-6T 8-0 O-I 8-8 9-0 0-T Z-f Z-l \L-Z 2-fZ 8-0 f-l f-fl 8-0 f-l 9-SZ 6-0 9-0 8-8 9-0 8-0 9-Z 6-0 3T9'39 91Z 0LZ ZTO'T ZZ2 l 2Z 0Z8 C 12 9ZZ Z9 JQ Sniq,xjSii ptre 'noi^nnn'Bxa; — <j 9-08 9-?8? 8-8T 6-65 9-9TT T-ZT T-ZZ 6-06 I-LZ 9-19 8-0Z? L-fll-f2 f-992 L-OZ 2-SZ 8-189 L-LI I-9Z 3-8?T js-9& 9-91 Z-IQ ?-8T Z3Z £ 088 £ T 2,9? '9 ZT8 C 9 IES'03 00T £ 9Z9 I08 £ 89Z ZQ9'S QZZ'l " " 3[00(*s-guinea; jo aon«U8^niB^[ — q 2-Z f-ZS f-l L-0 <9-Z ¥-0 9-0 Z-Z L- 0 L- 1 9-91 9-0 f-Z 0-9Z 9-T 2-Z 9-9? f-l i-0 0-f L- 0 9-0 L- 1 9-0 IZ8'£0T Ifl Ifl 999 08f £ 0? 89T'I9 OfZ Of pn® jo GOura^xireH — 3 f-9Z 6-098 9-91 8-89 I-9fg f-98 1-Z9 8-?TS I-?9 ,8-8f 8-tff 6-81 8-6S Z-908 8-ZT L-IZ 3-9?? 9-8X6-9? Z-Z9Z Z-9f 8-89 9-6ZX Z-?9 Z90'Z?X £ Xjg8Z'8X 09i'8X Z3X'6X XZ9'?6? Z6Z £c 89 X8Z £ 9X608"'f " " pn« Avm. jo aoxiBTia^TirBH — y •P 5 2 *P 5 5 "P 3F 5 j 'P 5 ; 3 i 'P 3 |3 'P 5 5 *P 3:3 'P j 5 3 3 j 5 | 3 ? 3 3 5 ■ 3 | 1h fo ts to = e:i |o if® IS r» I® §.i gs g* 3 s , gs §8 3- gz I I I I I I g B"g g 2 ggfgi g I . •®g. ?l is ?i si -°g. fS! ss •"£ II iss II ss r S. Is ?i s@ -"g. fl Is ' ? ; ? 1 &g£i s-bk! I i p : : ; — * —' ; ' : L j !—: : ! : ! ! ! | 3 ! P ; | ■moi -nostas -,ioa, S9A -anjoqsro . • 3J n,.pn9d^

Expenditure. Kaihu. Gisborne. North Island ; South Island Main Line and ; Main Line and Branches. Branches. Westport. Nelson. Picton. Total. Item. 1 co 5 3 a o-a o a to g a g Ht -111 © a 1 © o -© to fl © o . 2 < I >-> : i . £ I .2 >-- ' A -S* ►*■> 4c.a!©ce a a © ce : a ©ce aaraco-a, a a -a. aa ao ; -a . a a ra * ©©iriji to© © © i rd p; £ © ©o .a a. £ © ©© *a -^ °© t' 3 H -a °S ?"a Sr a Q © tr 3 °© ?' 3 ©« |Ph g a Srt |« 8 a SPh |«!S3 S SPh |pH _© rt a © oca ©ce a ©ce ti a aoc- -a. aa ajfe ©© §5 £ © ©© yoa O0> <t.-t r.r-t rj > © t.ce,cr.r w Q © rH © rH g - fH © rl a a© © © -tP fl fl A © C rt fl -(i fl (S ' —4 co" w © " j- Cu Ph <h W "g Ph Head Office .. ... Departmental buildings Appeal Board Chief Accountant Divisional superintendence — North Island .. South Island Training School £ 23 5 1 25 £ 117 24 3 130 £ 14,879 3,032 442 16.370 £ 9.588 1,955 285 10,550! £ £ 474 74 97 15 14 2 522; 81 105| 16 94 15 102j 16 1,408] 219 3,262; 508 £ 130 27 4 143 £ 25,285 5,155 751 27,821 £ £ 0-3i 1-0 0-1 0-2 0-3 1-0 0-1 0-2 I 0-1 0-2 o-i; o 2 d. £ £ d. ! £ 1 £ j d. I £ ! £ 0-2 0-3 2-0 0-3! 0-3 11-3J 0-6: 0-3! 5-9 0-1 0-1 0-4 O-l' 0-l! 2-3 0-1 0-l! 1-2 .. .. 0-1 .. i .. ! 0-3 .. .. j 0-2 0-3 0-3 21 0-3 0-3 12-6 0-6 0-3 6-5 0-1 0-l! 0-4 01 01 2-5 0-1 0-1 1-3 0-1 0-1 0-4 0-1 0-1 2-2 0-1! 01 1"2 0-1 0-1 0-4 0-1 0-1 2-4 0-1 0-1 1-3 0-9 1-oj 5-8 1-0 1-0 33-6! 1-6 1-0 17-6 d. ; £ ' £ d. £ 0-6| 0-3 11-0 1-2 0-31 0-11 0-1 2-3 0-2 O-l! .. .. 0-3 .. .. 0-7 0-3 12-1 1-4 0-3 01 0-1 2-4 0-3 0-1 0-1 0-1 2-2 0-2 0-1 0-1 0-1 2-4 0-3 0-1 1-7 1-0 32-7 3-6 1-0 3-9 2-4 75-9 8-3 2-4 £ j 1-2 0-2 Id. £ 0-2 0-3 0-1 0-1 £ 2-3! 0-5 O-i 2-5 ! 0-6 0-3: O-I 0-lj £ d. 8-0 0-6 1-6 0-1 0-2 .. 8-7; 0-7 1-2 0-2 0-3 0-7 0-3 5 5 4 26 23 25 3,307 2,944 3,185 2,130 1,898 2,053 29 26 28 5,618 5,005 5,413 0-3; 0-2l 0-3 0-1 0-1 0-1 o-i 01 o-i 0-8 l-ol 1-9 2-4 0-5 0-5 0-5 0-1 0-1 0-1 0-1 0-1 0-1 1-7 1-0 1-8 0-1 1-6 0-1 1-7 0-1 Totals . ;. 68 44,159 28,459 ! I 387 j 1-1 1 2-8 0-9 1-0 5-8 1-0 I 3-4 6-9 23-6 1-7 54-7 3-9 348j 75,048] 1-7| Superannuation subsidy .. r 1 ; j 158 806 102,308 65,935; 896 173,873 2-4 6-6 2-1 2-4| 13-4 2-4 2-4 77-9 3-8 2-4! 40-8 [ I 3-9 7-9 16-Oi ; 4-1 2-4 1

D.—2

10

STATEMENT No. 4. Income and Expenditure in respect of Lake Wakatipu Steamers.

STATEMENT No. 5. Income and Expenditure in respect of Refreshment Service.

EXPENDITURE. 1927-28. 1926-27. Per Cent, of Revenue. 1927-28. 1926-27. REVENUE. 1927-28. 1926-27. Per Cent, of Revemn 1927-28. I 1926-27 Salaries and wages, shore staff Salaries and wages, steamer staff .. Coai and stores Repairs, steamers Repairs, wharves, Sec. Insurance, renewals, interest, &e. .. £ s. d. 1,547 0 0 I 5,250 2 8 | 2,698 4 4 I 2.197 4 5 460 1 11 3,474 0 0 ■ £ s. d. 1,463 7 11 5,223 14 7 2,755 15 4 2,196 0 7 i 711 12 0 3,508 0 0 I 15-65 53-12 27-30 22-23 4-65 3513 14-24 ' 50-84 29-99 21-38 6-93 31-00 Ordinary passengers .. Season tickets Parcels, luggage, and mails Goods Miscellaneous 4,177 11 1 168 9 10 973 11 8 4,524 13 10 40 15 6 £ s. d. 4,177 11 1 168 9 10 973 11 8 4,524 13 10 40 15 6 £ s. d. 4,474 7 0 184 0 0 957 4 5 4,623 3 11 33 15 8 4,474 7 0 42-26 43-55 184 0 0 1-70 1-79 957 4 5 9-85 9-32 4,623 3 11 45-78 45-01 33 15 8 0-41 0-33 42-26 1-70 9-85 45-78 0-41 43-55 1-79 9-32 45-01 0-33 Loss on operation 9,885 1 11 5,741 11 5 10,272 11 0 | 100-00 100-00 5,585 19 5 ] 58-08 54-38 100-00 100-00 58-08 54-38 15,626 13 4 15,858 10 5 158-08 154-38 i 15,626 13 4 ! 15,858 10 5 158-08 j 154-38 il

I 1 ~~ 9 9 ZX9'6ZX 9 I OZZ'ZZl ] 00-001 00-001 9 9 ZX9'6ZX 9 I OZZ'ZZl 91-1 02-9 9 6X ffO'OI 8 St 9L9'i '• " " q.ijojd (}a£[ 9Z-Z6 08-86 0 I 199' 6XX 6 ft " •" p}ox X9-T <50-9 9 9 SfS'9 8 Z 981'9 " snoairejiaosrai put! 'ooLnurtsin '}sa.ra^uj ££■£ ZI-I 6 91 XZS'f 9 fl | •• •• •• •• s^uamja^ag; 69Z 68-S 01 f X9£'£ i 0 iS9'8 spmana-g 8X-8 II-6 6 91 Z09'0I 0 0 S8l'lT " " " " " 09-Z Sf-Z X 01 9fZ'£ 0 8 S80'S "• " " s^qSiaij 90-Z 0Z-Z X 9 I99'Z 9 81 889'S " *" •• pire '{anj'^Srj 90-0f 88-68 I ZX 116' 19 S f 881 'Sf- " " *• paransnoo snoisTACuj 9 9 ZX9'6ZX S i OZZ'ZZl " " " mojj fo-6Z 96-18 9 9X f£9'l£ 8 9 999' 88 " •• •• saSeA pire gecrepig ■p -s y -p -s j -p -s j -p -s jf ■IZ-9S6I ! '8Z-IZ61 'LZ~ 9361 "8S-i<56T 'HXlffitlAEni 'LZ~ 9<56T *37IilIICLN[[Ic[X[!l ' 911119 JO I9«J

11

£>.—2

STATEMENT No. 6. Income and Expenditure in respect of Advertising Service.

STATEMENT No. 7. Income and Expenditure in respect of Departmental Dwellings.

Per Cent, of Revenue.; ]Per Cent, of Revenue EXPENDITURE. 1927-28. 1926-27. I i : 1927-28. 1926-27. REVENUE. 1927-28. 1926-27. 1927-28. 1926-27. salaries, wages, and allowances .. Stores and materials ient of premises, sites, and commission Office and general expenses interest, insurance, and depreciation Betterments £ s. d. 12.540 12 5 2,875 18 0 15,367 10 11 3.678 3 9 14,459 1 10 £ S. d. 11,778 13 5 2,946 15 2 13,190 17 4 4,076 3 7 10,059 IS 9 456 9 11 23-84 5-47 29-22 6-99 27-49 24-86 Advertising-signs, printing, &e. .. 6-22 Miscellaneous receipts 27-85 8-60 21-22 0-96 £ s. d. 51,537 1 3 1,063 0 11 £ s. d. 45,342 0 7 2,045 5 11 97-98 2-02 95-68 4-32 Total expenditure Net profit 48,821 6 11 3,678 15 3 42,508 18 2 4,878 8 4 93-01 6-99 89-71 10-29 52,600 2 2 47,387 6 6 100-00 ; 100-00 52,600 2 2 ] 47,387 6 6 100-00 100-00

EXPENDITURE. 1927-28. 1926-27. Per Cent, of Revenue. 1927-28. 1926-27. REVENUE. 1927-28. 1926-27. Per Cent, of Revenue 1927-28. 1926-27, Wages and charges Materials Insurance Interest Renewals £ s. d. 43,773 18 2 12,770 12 5 4,059 0 0 70,742 0 0 30,918 0 0 £ s. d. 35,676 2 11 46-75 42-79 Rentals 7,978 15 11 13-64 9-57 Net loss 3,578 0 0 4-33 4-29 63,054 0 0 75-54 75-62 27,260 0 0 33-02 ] 32-70 £ S. d. 35,676 2 11 7,978 15 11 3,578 0 0 63,054 0 0 27,260 0 0 £ s. d. 93,643 0 1 68,620 10 6 £ s. d. 83,374 14 1 j 54,172 4 9 100-00 73-28 100-00 64-97 I 162,263 10 7 137,546 18 10 | 173-28 I 164-97 I I 162,263 10 7 137,546 18 10 i 173-28 164-97

D.—2

12

STATEMENT No. 8. Income and Expenditure in respect of Buildings occupied by Refreshment Service, Bookstall Proprietors, etc.

STATEMENT No 8a. Income and Expenditure in respect of Road Motor Services.

EXPENDITURE. 1927-28. 1926-27. Per Cent, of Revenue. 1927-28. 1926-27. REVENUE. 1927-28. 1926-27. Wages and charges Materials Insurance, interest, and renewals £ s. d. 1,689 11 4 562 1 1 6,576 0 0 £ s. d. 1,550 4 7 i 8-22 557 18 0 : 2-74 6,163 5 0 32-01 7-57 ! Rentals 2-73 I 30-12 £ s. d. 20,542 2 0 | £ 5. d. 20,461 18 7 Total expenditure Net profit 8,827 12 5 11,714 9 7 8,271 7 7 42-97 12,190 11 0 57-03 40-42 59-58 20,542 2 0 20,461 18 7 | 100-00 100-00 20,542 2 0 | 20,461 18 7

s 9 9PS § AI fSZ 1 { S 9 9fZ \ 9 AT fSZ 9 61 66 9 AI " " £ 9 9fZ 01 61 UZ' "" "" sasnsdxs ijBuiunpjj 6 9 9fT I "' " '' Wid (jsjvj I • • I L 11 ZZ I " '" '' ssoj Smpjjado <)9J5 00-001 10-001 S 11 £H'8 ! 9 8 609'£8 1 00-001 iO-OOI j £ 11 Sfl'8 9 8 609'58 AO-0 " L 11 ZZ " " SS0 I Buiyeindo I 19-1 " \ 6 9 9fl " " " ' '" igo-id Smyeiodo 00-001 00-001 £ U £fl'8 01 01 QSf'ZZ " " " anueASj |l si-TZ 68-SS Z f 006' I I 91 9£f'L " pur; 'ooTramsm '^soja^nj | S0-Z 89-Z Z I III 0 91 A88 " " " " saoj esnaoiT; j! IS-9S £ 81 ZZ6'f 9 Z 9i8'SI " " "" sasuadxa SmuTing 81-0 81-0 f 81 91 I f OS " "" " " Smsi{fj9Apy |j gi-oi 9S-9I f 9 Of 6 8 ST S96'f | " " " saS-reqo aoiraiacjuiupi 0S-Z ZZ-Z Z 81 00Z IT Zl 9^0' I " " " " spoinj; ; ; sasuad Z9-L6 09-96 6 0 iZB'8 01 81 I8S'IS " " " " sjaStrassB.j I 91 999 Z 0 A0f'8 j -xa 90 ffi° sstrepjs — aoxiapna^iniadTig "P ' s ? "P "s S | "p •* j -p -s 3: - 'LZ-9Z6I j "8S-ZE6I || 'IZ-9Z61 '8£-i£6I "LZ- 9Z6X 'iz-Lzex •hahhahs II -iz- 9S6i sz-Lzei -aanxiaiKMxa •0tlTI9A9'a; JO 19a- JO I9J

D.—2.

13

STATEMENT No. 9. Railway Sawmills and Bush Accounts.— Combined Trading and Profit and Loss Accounts.

1 1 1 Zl f60*929 0 Zl £81*683 l Zl f60' 922 0 Zl Z£l'68Z t 9 i06 '8 " ■ ■ ' ■ " piSALIOJ P9IJJBD SSO[ <(9£J f S Z99'8 9 AT 8£8'II j " " " !>tmoooy oq. go no 2 21 OZf 8 VI 88S i " " " " " j g g 616' 99 8 91 S69'Z9 Smpnyotn snogtrenaosim P™ 3 satrefBg I Zl 8W6ZI Z 81 888*66 &l t6i'Sf 9 61 196 '88 " *•' " " " " saS^M. f i 6ti " •• '• sg ° r I | g u 898' Zl 9 IX 089'6 *" " " •• " sV'rauiAwI /C'^bao^ 0 81 8?I " " "' '' pooiioaTj 01 L S00'66 " " *• •' •raquni I 81 080' 19 8 9 99T'S9 — —8S6I 'WW i s I8 V» paeq uo g g 681 '98 " " " sSoi III S8Z'l6l 6 0 fSf'Sil f XX 8ZZ'X " " " • • pooAiajij 6 81 385 '98 " " " " s8oi T ZX LfL'QZ " "" " ** -raqniTX X Z £89 '8 " '* " -p -s j — pire sasisip.m.j II 61 S9rf8I •' • • •• laqnnx ig6I ■p *s j —siojsh'bh pne'sanssi 'S9jug Xg; f) g ISf'Sfl I ZX SZl'SZl 'ludy ?sj pcreq no sSoj puu 'pooAiajij 'jaqmyj jo qnojg oj ■p s ? -p -s 5 j -p -s j -p -s j? I [ 'IZ-9Z61 j '8?,-iZ6I '•<0 | I SZ-LZ&1 I J<7 J ! _ . I I I ;

D.—2.

STATEMENT No. 10. Statement of Subsidy from Consolidated Fund in respect of Services rendered by Non-paying Developmental Branch Lines and Isolated Sections: 1st April, 1927, to 31st March, 1928.

14

sapjoipnj # 77 77 77 77 : 77 9 6L i99'68? I fl V<>L : Vn V 8 99?'?8 9 il Oil'Sil IQO'l "W* P U13I 0 629 I LP 099 96? | ' I 1 2 129 'i2 I 01 51 i8?'l8 OT 21 iS?'TS fOZ "" "PVI i9S 80S 8?i 689 " I 21 99i'lS 9 2 IOS'8 fi 2 IOS'8 99 829 9i8 ?89 288 " "" i 0 9il'0? II i i0l'9I " IT L i0l'9I ?9 " nospii S9i 969 ISi Si9 " " 01 81 191 '9? L ? i29'6 " L ? LZ9' 6 09 " ' anioqsiQ ?S? 088 968 162 " " I 91 92?'0I II il IOS'2 II il I06'2 fZ " " ' 'suoipdg pvpypsi II 91 9tO'S9S 8 Zl iI9'6 ig6T 'qojBjj 0 0 008*12 ' •' " " " 1W nioj} sso[ payeTmjsa ssa^ 8261 'qa^w 8 Zl Llf'LZ " I s 18 <n tdojj ssoj p^enn^sg; 8261 P J 8 6tf 888 899 iff \ 89 6iS 8 ? 62?*96S | 8 I i92*i8 ? 8 99?'?9 i ? 8Si*I?I i6i 'i26I ' [ P IB K *W9 ra0J J s8ss ° r [ 969 891- 60? i9I " ?l j 891 I 91 ?9S'S |o II 0?6*I 9 Zl 801 9 £ 6?0*2 _8 " pumpioj ad^o 888 9i2 299 6ff _ | IB i 268 Z 91 86i*i92 018 626 'fi i il 080'88 9 I 096*211 999 "W** pirepi q^nog 77 77 •• : ; I •• i 81 99i l O i 81 S9i '*0 " L 81 99i '*0 " " £29261 'pam&iaAO ssai 101 86 921 821 68 ?8 2 il 912' I II ? 98 0 8 89? II 21 66? 21 " " " «oibxbj\[ 188 68 L99 918 601 902 9 ? 982 'f f ?I 92l'8 6 SI 91?' I I 8 S?9't 81 " " IBH 80i 129 688 i9I 08 ii 01 91 928 '9 9 81 689' I 112 6Ii 9 91 898*2 6 " " " ttUM»0 662 2?2 629 2i? 9? 92? I II Oil'OI 8 91 8?6'l 9 91 29S'l 2 21 I09'8 ?S " " qsng; p-rejiuag 689 n~- i99 208 681 891 9 i 968'9 I 9 S99'8 6 i 98S'I 01 81 886'? 01 "" " " urequatfj 288 ?92 862 Oil f9 911 I 9 8?8'9 8 91 06i'l 0 21 99i 8 8 9?S l 2 fl " " " 928 882 098 892 8i 981 01 9 88S'f i 81 f 02' I Oil it6 9 0 29l'2 81 6If 902 i89 828 26 182 i 91 iOS'H I 91 89i'9 8 9 fSf'Z 6 2 8f2'8 LZ " " " FutbObi 8f9 fif 899 f88 OS f88 i i OIi'88 6 81 680'6 9 8 269*2 2 2 289' II 29 " " " 8JuaI s :"' Br r i6? fSf 0fL ii9 92 199 II 91 9I0'8i 0 0 i60'6 I 91 I68'S I 91 886*21 ifl " " I^ ua O 07iv W 881 8il 628 fI8 081 f8I f I 969'l i 8 881 i 6 61 89l'l f 8 i08"I 6 9i8 0i2 882 8il 68 681 8 f [01'01 I 0 908 '2 6 2 290' I 01 2 898 '8 LZ " 3uo' + s«iiiai7-bji3(1b3^ f9 2 291 98f ffS 8f 962 11 6 9f 9'6 0 91 f6f'S 8 81918*1 8 fl 118*9 88 " " " Aiojn^i 192 181 flL ff9 982 898 0 81 0i2'8 8 2 816 0 91 fli'S 8 81 i29'f 81 " " " 8f2 i8I 9f9 06? 89 iSt 01 81 H6'8 0 2 890*2 01 II 9i6'l 01 81 880' f i8 " 091 iOI 962 2f2 68 802 8 91 OLf'P 0 il 2if'l 8 0 260'l 8 il ?99'2 82 " " nmqSnudg 091 891 899 999 I?I 929 01 il 8??'S *0 i f62 Z il 682 '8 2 01 9f6'2 82 " " " 6f8 86 869 i8? 181 908 i f 981 'f 9 0 8i0'8 9 2 2i9'l 0 8 9f9*f 21 " " " |S!I oa H l lM il 881 88i 696 9i ?88 I 81 68? *f 81 88?'? 6 8 ??6*I *i 6 ?6?*2 92 " " sapuq^nog 26? 812 8Ii 68? il 22? I 8 808'II 6 61 ?08'9 01 9 10? i 9 90i'9 82 " JOAi-g ai^Ti 0i9 i98 0?i i2? ?9 8i8 9 01 8??'62 I ?I I9i'8I f 9 I68'2 9 0 8?l'9I ?? " " VT^O 862 i2I 298 181 LZ ?9I 8 II 090*91 ? il 8I2'6 8 9 8f?'l i 2 i99'0I ?9 •' piojxo-no^ajAg ISi i99 W9 i9? 281 928 9 21 990'86 9 9 I68'0I » 81 928*91 6 61 82i*9S ?2I " TO pnui«nqJos Oii 819 189 98? 081 90S 0 il I82'6 I 61 T28'l I f 199*1 Z 8 888*8 21 aprpspH 289 181 911 'I 9Ii 929 681 i 91 9?i't 0 9 802*1 £ 91 9i9*I 8 0 08i*2 8 " " " 906 iI8 0i8 282 OII 2il ? 81 I28'*02 i I ?20'2 II II 929*2 9 81 099't 82 " " " a^undo 118 Ii9 SIS 8i8 09 S28 I 61 268*88 6 SI 60i*9 6 9 06S'2 9 2 001*6 8? " " " 05 l 0 I. 089 989 88 i 88i L9Z 18? 0 II i?8*8 *6 0 89 9 8 I?8'S 8 2 8i2'8 81 " " " "VM I?9 86S 666 119 i6I ?I? 9 01 ?26*SI *8 ?I 862*1 II II 086'? 8 il I89'8 62 " " " 8 qoi[i^ 5 5 3 7 3 3 "P " s 3 -p -s 5 -p -s s -p -s j 'S9SII9dX9 I '9Tin9A9yr 'sscj ino.T. -gnptJOA 'annaAag Japaaj Sn ,^p^ 01 pqoi -oni« A no ssoi -sso-I Snuioqs saqonwg •ami jo 0[i]re q§«J9ay

15

D.—2

STATEMENT No. 11. Statement of Cash Eeceipts and Payments—Working Railways Account. Receipts. £ a. d. Payments. £ s. d. To Balanco brought forward .. 364,514 2 7 By Wages and vouchers .. .. 7,388,249 3 5 Investments realized .. .. 255,000 0 0 Refunds to Harbour Boards, shipRovonue receipts .. .. 7,963,489 0 5 ping companies, and other oarriors 237,977 18 8 "Credits in aid" (Working Rail- Interest on capital .. .. 2,130,806 17 10 ways expenditure) .. .. 1,063,613 9 1) Investments .. .. .. 150,000 0 0 Receipts from Consolidated Fund Balance as per goneral balanceundor subsection 1 (6) of soction 37 sheet .. .. .. 247,657 12 7 of Government Railways Act, 1926 (Subsidy—Branch lines and isolated sections) .. .. 484,658 14 6 Interest on investments .. .. 23,476 5 3 £10,154,751 12 6 £10,154,751 12 6 Reconciliation Statement. £ s. d. Credit balanco in Working Railways Account as per Treasury figures .. 193,200 19 11 Add Imprests outstanding .. .. .. .. .. .. 54,229 10 7 Add Remittance outstanding .. .. .. .. .. 227 2 1 Credit balance as per above statomont .. .. .. .. £247,657 12 7

STATEMENT No. 2. RENEWALS, DEPRECIATION, AND EQUALIZATION FUNDS. Slips, Floods, and Accidents Equalization Fund. Expenditure. £ s. d. Income. £ s. d. To Repairs to bridges, slips, and washouts 4,730 5 9 By Balance from previous year .. 9,826 6 7 Balance .. .. .. .. 26,600 0 10 Contributions dobited to working expenses .. .. .. 21,504 0 0 £31,330 6 7 £31,330 6 7 By Balanco.. .. .. ..£26,600 0 10 Workers' Compensation Fund. Expenditure. £ s. d. Income. £ s. d. To Accident payments .. .. 41,198 5 1 By Balanco from previous year .. 14,975 8 9 Balanco .. .. .. .. 18,259 J7 6 Premiums dobited to working-expenses 44,482 13 10 £59,458 2 7 £59,458 2 7 By Balance.. .. .. ..£18,259 17 6 Insurance Fund. Expemliture. £ s. d. Income. £ a. d. To Fire lossos on— By Balance from previous year .. 10,443 12 8 Operating buildings .. .. 446 0 0 Premiums debited to working-expenses 12,372 10 0 Dwellings .. .. .. 315 3 7 Upkeep Railway fire brigades and firo appliances .. .. .. 3,926 10 7 Balance .. .. .. .. 18,128 8 6 £22,816 2 8 £22,816 2 8 By Balance.. .. .. .. £18,128 8 6 General Renewals and Deprkciation Fund. Expenditure. £ s. d. Income. £ s. d. To Relaying of track .. .. 140,989 13 0 By Balance from previous year .. 636,738 9 3 Bridges, buildings, &c. .. .. 12,084 15 2' Contributions debited to working-Rolling-stock .. .. .. 139,057 7 1 expenses .. .. 1. 615,674 0 0 Locomotive workshops and plant .. 29,170 12 1 Pwollings .. .. .. 240 0 0 Balanco .. .. .. .. 930,870 1 11 £1,252,412 9 3 • £1,252,412 9 3 By Balance.. .. .. ..£930,870 111 Betterment Fund. Expenditure. £ s. d. Income. £ s. d. To Way, works, buildings, and structures 25,420 12 2 By Balance from previous year . .. 13,699 5 9 Signals, &c. .. .. .. 4,046 7 6 Contributions debited to working-Rolling-stock .. .. .. 8,307 110 expenses .. .. .. 1,433 14 5 Refreshment service .. .. 1,433 14 5 Balance .. .. .. .. 24,074 15 9 £39,207 15 11 £39,207 15 11 To Balance .. •• ..£24,074 15 9

D.—2.

16

STATEMENT No. 13. Expenditure on Construction of Railways, Rolling-stock, etc., to 31st March, 1928; Net Revenue and Rate of Interest earned on Capital expended on Opened Lines for Year ended same Date.

Section of Railway. Opened Linoi Unopened Lines. „ . Kato of Revenue lDt( *™t Kevenue. Earne(1 Lines and Works. Rollingstock. Total. Kaihu £ 176,072 £ 13,043 £ 189,115 £ £ £ s. d. - 2,818 Tauranga 1,463,159 Gisborne 774,035 73,482 847,517 - 9,821 North Island Main Lines and Branches 713,898 3 9 3 19,148,552 ! 5,657,216 24,805,768 4,884,993 843,014 3 9 3 South Island Main Lines and Branches | 16,757,374 4,402,572 21,219,946 191,423 0 18 3 0 18 3 207,410 39,894 5 ii 6 5 ii 6 Westport 548,322 148,524 696,846 574,096 175,030 Nelson 53i,464 42,632 69,864 -15,947 '.'. Picton 630,772 50,772 681,544 — "4,019 .. 17,129 38,566,591 10,448,241 49,014,832 7,531,48:!' 1,041,726 2 3 0 Lake Wakatipu steamer servioe Subsidiary Servioes, &c. Subsidy Branch Lines and Isolated Sections .. Tn suspense — Surveys, North Island Miscellaneous, North Island Surveys, South Island Miscellaneous, South Island General P.W.D. stock of permanent way Balance of coat of raising loan of £1,600,000 for Railways Improvement Authorization Act 1914 Account 44,387 2,101,240 44,387 2,101,240 29,681 5,169 5,763 5,168 - 5,742 313,863 489,508 14 18 9 26,917 26,917 16,943 15,875 40,739,135 10,448,241 51,187,376 I 51,187,376 .. 1,839,415 n a\c\ aqo i .. 7,610,082 17,458 3 12 9 Total cost of opened and unopenod lines at 31st Maroh, 1928 7,610,082 - ' * —' J 58, Id', 3 3 7 58,797,458 No-rrc.—The amount stated in this return as the Government expenditure ou railways. It also Inolu Harbour Hoards on railways and wuarves under tl information regarding thn last-mentioned being fun computed on cost proportionately to the time durinf the tinMncial year wore earning reveuuo, thus :— North Istfind Main Lines and Branches: Waihi-Ta 26th May, 1927. cost of construction of opi dos the Midland Railway an he provisions of section 7 nishod by the respi-ctive 1 g which the lines, taken ove iened lines includes the Provincial anr ad expenditure by the Greymouth and 7 of the Railways Authorization Ace, liiards. The rate of interest earned er by the Working Railways Dopamine! 1 General Westport 1885. the has been nt, within ihawai, opened for traffic lsi it May, 1927 ; Fetone-Watcrloo, opened for traffic,

17

D—2

STATEMENT No. 14. Expenditure under Vote for Additions to Open Lines, charged to Capital Account, for the Year ended 31st March, 1928. Way and Works Branch: Particulars of Works, etc.

3-D. 2.

North Island Mn Work, &c. Lines and Branohes. North Island Main Lines and Branches. aln S South island Main Lines and Branohes. flenerai. Total. £ s. Land .. .. .. .. .. .. 11,519 1 £ s. d. 11,519 1 8 d. 8 £ s. d. 235 12 9 £ s. d. £ s. d. 11,754 14 5 Grading and formation .. .. .. .. 34 5 34 5 2 2 34 5 2 Bridges, culverts, and subways .. .. .. Or. 1,309 5 '. Or. 1,809 5 11 11 566 0 3 Or. 743 5 8 Fences, gates, and oattlestops .. .. .. 54 8 54 8 4 4 ( Or. 132 15 6 Or. 78 7 2 Permanent-way .. .. .. .. 3,387 I 3,387 I 9 9 7,065 6 0 10,452 7 9 Station buildings, platforms, oattleyards, and loading- 260 17 1 banks 260 17 10 10 243 12 1 504 9 II Engine-sheds, car and wagon depots, and other operat- 480 11 ing buildings 480 11 7 7 361 12 1 842 3 8 Dwellings .. .. .. .. .. 105,625 17 105,625 17 8 8 8,020 2 1 113,645 19 9 Water services .. .. .. .. .. 240 6 240 6 5 5 2,899 13 11 3,140 0 4 Non-operating buildings .. .. .. 181 6 181 6 7 7 181 6 7 Maintenance Workshop buildings .. .. 356 8 356 8 8 8 356 8 8 Maintenance Workshop plant .. .. .. Or. 149 19 Or. 149 19 7 7 Or. 149 19 7 Locomotive depot plant 82 15 10 82 15 10 Road motor buildings .. .. .. .. 997 3 1 997 3 10 10 997 3 10 Cranes, weighbridges, capstans, and turntables .. 2,617 9 2,617 9 0 0 2,126 10 0 4,743 19 0 Maintenance Branch movablo plant .. .. 40 9 40 9 2 2 1,009 19 11 1,050 9 1 Miscellaneous (roads, sewerage, drainage, fire-lighting 432 19 appliances, &c.) 432 19 0 0 1,127 8 10 1,560 7 10 Signalling and interlocking .. .. .. 6 9 6 9 0 0 I 1,793 12 8 1,800 1 8 Klectric lighting 6 II 7 6 II 7 Klectrilication of track 269 10 4 269 10 4 Tablet material 601 18 I 601 18 1 Train-control (lines and instruments) .. .. 12,920 10 £137.696 0 12,920 10 6 6 8 £? 9,884 4 1 22,804 14 7 £137,696 0 8 £35,559 16 11 £601 18 1 £173,857 15 8 tii5/,oyo u I ~ Road Motors. £ s. d. Purchase of motor-buses £39,489 15 10

d.— y

18

STATEMENT No. 14— continued. Expenditure under Vote for Additions to Open Lines, charged to Capital Account, for the Year ended 31st March, 1928 — continued. Locomotive Branch: Particulars of Rolling-stock, etc.

Reconciliation. Statement. Material on hand at 31st £ s. d. £ s. d. £ s. d. | Expenditure:— £ s. d. March, 1927 .. .. .. 108,547 9 10 1 Way and Works Expenditure charged to Branch .. 173,857 15 8 Vote No. 44 by Treasury .. 401,948 15 II Road Motor SerLess outstandings pre- vice .. 39,489 15 10 viousyear .. 16,616 2 10 Locomotive Recoveries on account Branch .. 93,174 8 3 of expenditure in previous years .. 168,795 13 5 Vouchers outstanding at 31st March, 1928 .. Cr. 18,562 8 10 203,974 5 1 197,974 9 11 £306,521 19 9 £306.521 19 9

Number Number Number Incomplete j Complete Incomplete Expenditure, Description of Stock ordered. on on on Year ended 31st March, 31st March, < 31st March, 31st March, 1928. 1927. ; 1928. j 1928. £ s. d. Locomotives, Class Ab (Supplementary charges) .. I .. .. ! .. Or. 45 6 2 Locomotives, Class Wab .. .. .. .. | 2 2 j .. 1,867 14 1 Locomotives, Class Wab and Ws (A. arid G. Price,, Ltd.) 2 2 j .. 6,798 3 2 Locomotives, Class Wjt (A. and G. Price, Ltd.) .. 3 .. 1 3 7,140 0 11 Shunting locomotives (new design)* .. .. .. .. .. .. 110 12 (i Artioulated looomotives (Garrett)* .. .. .. j .. .. i .. 5 16 7 Spare boilers .. .. .. .. .. .. .. ! .. 1,254 5 11 Pitting superheaters to locomotives .. .. .. .. .. i .. 2,650 17 6 Electric headlights for locomotives .. .. ..I .. .. .. 2,666 14 11 Boiler mountings for new spare boilers .. .. I .. .. .. .162 13 2 Spare battery and bogie parts Edison rail-car .. .. .. .. .. 3,745 18 4 Ministerial oar (Supplementary charges) .. .. .. j .. 1,145 15 10 Carriages, Class A .. .. .. .. .. 8 .. I 8 5,699 3 1 Carriages, Class Aa, sleeping .. .. .. j 8 3 5 7,330 8 2 Carriages, Class Aa, corridor .. .. .. j 3 ! .. ] 3 Carriages, dining* .. .. .. .. .. I .. .. i .. 16 11 8 Spare bogies for carriages .. .. .. .. ; .. i .. I .. 320 12 2 Postal carriage .. .. .. .. .. 1 1 1 .. 2,533 12 3 Brake-vans, Class P .. .. .. .. 27 21 6 23,157 4 1 Wagons, Class G .. .. .. . . .. 7 | .. 7 26 5 11 Wagons, Class H* .. .. .. .. ., .. ! . . .. 18 8 5 Wagons, Class J .. .. .. .. .. 140 100 40 17,930 0 6 Wagons, Class La .. .. .. .. .. 299 59 240 15,163 14 3 Wagons, Class M .. .. .. .. .. 4 4 .. 809 11 7 Wagons, Class Ug .. .. .. .. .. 5 .. 5 54 9 2 Wagons, Class W (Supplementary charges) .. .. .. .. .. 19 16 11 Wagons, Class Xa . . .. .. .. .. 126 72 54 27,128 14 10 Wagons, Class Xb .. .. .... .. 6 .. 6 Wagons, Class Yb .. .. .. .. .. 50 12 38 8,491 9 9 Wagons, Class Z .. .. .. .. .. j 2 2 .. 2,595 10 0 Wagons, Class Zp .. .. .. .. .. j 13 3 10 2,465 15 1 Pneumatic coaling cranes .. .. .. .. ! 2 2 .. 538 3 10 Tarpaulins .. .. .. . \ .. 500 500 .. 2,481 12 4 Fordson tractors with buffer attachments 2 j 2 .. 599 15 3 Electric lighting for cars .. .. .. .. .. : .. .. 61,113 14 11 Transfer of rolling-stock .. .. .. .. .. j .. .. 362 16 8 Pitting dynamometer to Zp wagon .. .. .. j .. .. .. 256 11 1 Spare material returned to stores .. .. .. .. .. .. Or. 32 14 0 Obsolete locomotives written off .. .. .. j .. j .. .. Or. 57,072 0 0 Sale of obsolete rolling-stock .. .. .. .. j .. .. Or. 1,800 0 0 Obsolete rolling-stock written off .. . . .. .. ' .. .. Or. 26,562 0 0 Sale of obsolete machinery .. .. . . .. ... .. •. Or. 808 0 0 Obsolete machinery written off .. .. .. ! .. .. .. Or. 27,168 6 5 Total j .. .. .. £93,174 8 3 Total locomotives .. .. .. j 7f 4 \ 3 ,, carriages .. .. .. 20J 4 16 ,, brake-vans .. .. .. 1 27§ J 21 6 ,, wagons, bogie .. .. .. 20|| I 5 15 ,, wagons, four-wheel .. .. 632"[ 247 | 385 * Orders not yet placed. t Increased by 3. J Increased by 2. § Increased by 7. II Increased by 4. If Increased by 346.

1).—2.

19

STATEMENT No. 14— continued. Expenditure under the Railways Improvement Authorization Act, 1914, and Section 7 of Finance Act, 1924, and Section 10 of Finance Act, 1925, and Section 3 of Finance Act, 1926, charged to Capital Account, for the Year ended 31st March, 1928.

Reconciliation Statement. £ s. d. £ s. d. £ s. d. Expenditure charged by Treasury .. .. .. 1,375,635 1 3 Less outstandings previous year .. .. .. 27.830 16 1 1,347,804 5 2 Balance of cost of raising loan. 31st March, 1927 .. .. .. 15,380 611 Cost of raising loan, 1927-28 .. .. .. .. 44.716 11 5 Less amount not yet allocated .. .. .. 15.874 13 3 28,841 18 2 Vouchers outstanding at 31st March, 1928 .. .. .. 96,712 18 9 £1,488,739 9 0

Work, &c. Gisborne. North Island Main South Island Main Lines and Branches. Lines and Branches. Westport. Nelson. Picton. General. Total. I Land Grading and formation .. .. Tunnels Bridges, culverts, and subways Fences, gates, and oattlestops Permanent-way Station buildings, platforms, cattle-yards, and loading-banks Engine-sheds, car and wagon depots, and other operating buildings Dwellings Water services Locomotive Workshops buildings Locomotive Workshops plant Locomotive Depot plant Refreshment-rooms Cranes, weighbridges, capstans, and turntables Maintenance Branch movable plant Miscellaneous (roads, sewerage, drainage, fire-fighting appliances, &c.) Signalling and interlocking Tablet installations Automatic and power signalling Electric lighting Telegraphs and telephones Safety appliances (bells, wig-wags, &c.) Mechanical and electrical pneumatic interlocking Electrification of track £ s. d. 551 15 4 £ s. d. 44,901 2 10 65.241 5 1 36 8 2 12,215 2 9 597 0 4 55,697 4 5 49,152 10 9 8,019 1 11 Or. 279 17 9 247 15 7 410,962 1 11 96,267 16 7 28 10 5 85 15 0 3,566 3 10 986 18 11 14.585 8 6 2,480 12 3 3.404 4 11 33,811 17 4 9.566 13 11 8,729 5 5 1,032 6 9 1,446 1 11 £ s. d. 3,353 1 6 11.897 4 4 14,082 10 3 87 10 5 16,397 8 0 29,602 1 10 855 9 8 154.359 8 11 84,437 5 1 1,319 8 4 2,163 19 8 618 13 11 4.214 7 5 249 14 2 14,354 13 7 6,684 7 6 3,965 8 7 215 0 2 2,195 12 10 9,279 8 3 £ s. d. 39 6 9 555 11 3 £ s. d. £ s. d. 30 1 11 182 1 10 148 9 8 937 16 0 Or. 24 2 9 £ s. d. £ s. d. 48,284 6 3 77,138 9 5 36 8 2 26,479 14 10 684 10 9 72,094 12 5 49,152 10 9 37,621 3 9 Or. 279 17 9 1,103 5 3 1,849 19 2 567,171 10 0 2,162 1 4 183,992 15 5 1,323 16 0 85 15 0 5,730 3 6 986 18 11 15.204 2 5 12,370 9 3 19,065 8 11 3,653 19 1 48,166 10 11 17,358 8 0 2,828 15 3 15,523 9 3 Or. 471 12 776 5 9 3,641 14 9 9,279 8 3 551 15 4 551 15 4 822,781 11 822,781 11 9 9 360,332 14 5 360,332 14 5 594 18 0 594 18 0 360 13 5 360 13 5 913 13 3 913 13 3 18,740 3 10 j 1,204,275 10 0 18,740 3 10 | 1,204,275 10 0 Expenditure charged by Public Works Department — New line —Auckland-Westfield Hutt Valley Railway Deviations : Tawa Flat, Palmerston North New locomotive workshops 157,746 12 4 19,330 12 4 104,100 19 7 3.285 14 9 157,746 12 4 19,330 12 4 104,100 19 7 3.285 14 9 284.463 19 0 I 157,746 12 4 19,330 12 4 104,100 19 7 3,285 14 9 284.463 19 0 157,746 12 4 19,330 12 4 104,100 19 7 3,285 14 9 f 284,463 19 0 j 284,463 19 0 Grand total £551 15 4 £ z»i,40.i iy u ol,107,245 10 9 j i £360.332 14 5 i £594 18 0 £360 13 5. £913 13 3 ; oOO-t,*Ooi iy \j £18,740 3 10 £1,488,739 9 0 £551 15 4 £1,107,245 10 9 £360.332 14 5 £594 18 0 £360 13 5. £913 13 3 £18,740 3 10 I £1,488,739 9 0

D.—2.

STATEMENT No. 15. Comparative Statement of Operating Traffic and Revenue for the Yeah ended 31st March, 1928. (1) OPERATING TRAFFIC.

20

Section. Length Open for Traffic. First Class. Second Class. Passengers. Total. Season Tickets. Cattle. Sheep and Pigs-Live-stock. Total. Equivalent Tonnage. : Timber. Goods. Goods. Total. Gross Total Tonnage. 1927-28. Kaihu Gisborne North Island Main Lines and Branches South Island Main Lines and Branches Westport Nelson Picton ! Miles. : Single. Return. Single. Return. Number. 24 ! 221 332 11~312 13,512 25.377 60 ! 4,415 2,014 I 24,182 26,686 57,297 ! 1,315 ! 279,970 351,698 1,621,302 2,765,510 5,018.480 i 1,618 ; 193,131 365,896 878,033 '2,533,646 3,970,706 43 : 242 620 23,190 49,854 73,906 64 680 1,306 ' 18,014 '. 47,134 67,134 56 : 7,709 4,168 ; 19,866 ■ 27,904 59,647 < '— _—. ' ——- — ■—- — Number. Number. Number. Number. 53 64 2,015 2,079 246 : 1,318 110.236 111,554 463,938 352.978 4.760,735 5.113.713 166,255 102,893 4,224,305 4,327,198 Tons. 100 4,808 297,393 200,152 Tons. Tons. Tons. 1,868 3,966 5,834 9,558 50.286 59,844 316.357 2,707,667 3,024.024 236,559 2,788,109 3,024,668 Tons. 5.934 64.652 3,321.417 3,224,820 695 i 146 2.096 2,242 777 718 18,539 19,257 777 : 1,625 181,789 183,414 128 960 7,764 3,172 647,396 650,568 2.055 27,973 30.028 989 51.128 52,117 650,696 30,988 59,881 Lake Wakatipu steamers 3,180 : 486,368 ; 2,584 ' 726,034 2,595,899 5,464,246 9,272,547 3,200 j 5,806 15,020 j 26,610 632.741 22 459.742 '9,299.715 9,759,457 511.305 ! 570,558 6,276,525 6.847,083 ! 7,358.388 201 ; 13,272 13,473 ! 592 763 7,019 7,782 8,374 Totals 3,180 I 488,952 | 729,234 2,601,705 5,479,266 I 9,299,157 632,763 459,943 9,312,987 9,772,930 : 1 ■ , 511,897 571,321 6,283,544 ! 6,854, 865 7,366,762 1926-27. Miles. Sinale. 24 "260 60 5,030 1,299 342,327 I I 1 1 I Single. Return. Number. Number. Number. , Number. Number. Tons. 13,565 14,330 28,663 65 17 j 1,490 1,507 65 27,159 26,622 61,659 [ 255 2,269 120,879 123,148 5,523 1,806,574 3,082,514 ! 5,651,207 : 419,648 282,737 4,516,576 4,799,313 266,346 930,558 2,758,390 ' 4,313,698 162,477 104,090 4,067,802 4,171,892 194,258 24,978 I 52,040 ' 77,797 1,000 161 2,275 2,436 j 130 22,015 ' 51,662 76,607 834 402 14,571 14,973 j 705 23,190 30,214 65,247 799 | 1,386 178,918 180,304 \ 7,577 Tons. Tons. 3,590 3,763 9,910 50,651 364,879 2.657,116 Kaihu Gisborne North Island Main Lines and Branches South Island Main Lines and Branches Westport Nelson Picton Return. 508 2,848 419,792 Tons. 7,353 60,561 3.021,995 Tons. 7,418 66,084 3,288,341 1,618 212,662 412,088 274,459 2,704,964 2,979,423 3,173,681 43 225 64 1,010 56 7,827 554 1,920 4,016 6,450 664,562 2,733 28,481 1,421 52,169 671,012 31.214 53,590 671,142 31,919 61.167 Lake Wakatipu steamers 3,164 569,341 2,936 841,726 3,766 2,848,039 6,015,772 10,274,878 585.078 391,062 8,902,511 9,293,573 474,604 6,181 17,304 30,187 16 250 j 8,336 8,586 409 663,442 6,161,706 682 7,606 6,825,148 8,288 7,299,752 8,697 Totals 3,164 , 572,277 845,492 ! , . . ,6,033,076 10,305,065 585,094 391,312 8,910,847 9,302,159 475,013 664,124 6,169,312 6,833,436 7,308,449

D.- 2i

21

STATEMENT No. 15— continued. Comparative Statement of Operating Traffic and Revenue for the Year ended 31st March, 1928— continued. (2) OPERATING REVENUE.

980*SIS'9lj SSS'88f'fj f98*Sgi'0I fT-99I I 9 IBS'g II SI ffi'88 f'i 6 SI I89'9 fi'f S W m'Sfl 9 81 88i'009'f ; g 0 89I'i89'gj 8 81 fS8'8i8 i 81 910'60S f 8 SS8'6f0*g *91*8 " " 8J«»°X •• •• 0 II gig '01 i 61 999' f 8 91 88 11 8 8S9*f 9 II 9I9'S ■ 9 f iS6 0 0 WI 0 i fLf'f " ' • saamu^s'ndi^^ | '• fl-991 ; I 9 I9S'gj II I Sit'Sgf'i g 81 fge'lfi'f i 81 89i'9fl i fl 99I'969'f 6 8 ifS'189'g 01 8 i98'iiS i 81 I88'8Sg; f I 8f8'9f0'g f9T'S Si6'08 ; fSi'SS 6fg'8f 96 061 \f 01 989 01 il 888'88 01 II 989'8S I 61 S9S'S 6 gl ggf'9g 0 9 gOi'6 g 8 668*1 Z 0 9fg'T 8 Z 19S'9 99 " '' uojoij iSl'T6 ' 6f9*6I Sif'li 68-8i i 6 8 898 : 8 f 9fS'8S 8 91 fOO'fl f Z 989 f fl 69f'8I i i IfS'6 f 6 899'l 8 II OgS'l 0 i i98'9 f9 " • • nos t a N 960'9il 98i '08 608'96 f9-998 01 fl S6S'8| 6 il i89'lfl 8 91 888'SSI 9 I 98S'6 6 81 if9'fSI i 9 S f9i'i 6 8 66S'I 0 i i86 6 II i9f'9 Sf " " irodissAi saijou-eig ptre f9S'6Ii*9 60l'3li'I 99I'f00'f 6i-i9I Z Z 08i'I Z 9 9I8'66i'g 6 II Sf9'088'l 8 61 I6S'f9 : 9 SI 098'9g8'l 9 81 gi9'8I6 8 i fi9'S8t f 9 969'88 9 0 SOf'SOi 8I9'I san n P aB l s I W">S saqouuig; pire Igf'Ig0'6 ii8'6I9'S ff0*g0f'9 II-f9I 9 f 988 '8' 01 Z OSi'iiS'f I il 9I0'i99'gi 6 gl 896'8i : f f if0'8i9'g 6 9 fli'Ogi'l f 81 8fi'98S ! II 9 168'Oil; 9 0 fie'STS'T 66S'I B8u n pnBpi 6i0'001 8II'9I I96'f8 0S-S0I 01 61 S09 9 8 6iI'9S 019 9fS'fS 8 91 86S S 6 I90'fS 8 g fS8'II 8 II 8II*g i 8 018 9 i 098'8 09 " " mioqsi 9 igl'Sg 69f*9 1 899 'il 90-f6 8 01 88g i 9 fS6'9 6 fl 968'8 0 i 611 6 i 9iS'8 01 01 8g9'8 II fl 8i0'l f f OSS i II 6gl'g fZ " " '• riqrex -jaqtatiK -p -p -s j p -e 3 -p *s 3 -p -s j j -p -s 3 -p -s 3 -p -s 5 -p •« 5 -p -s if -sanw "iS--9g6I 190'888 'SI i9f'ff9'fj f69'888'0I S9-S9I 8 i OlS'gj 0 il 6gi'898'i f f I8l'8g8'f 9 8 IS9'88I II 91 699*f89*f 8 gl 8f9*089*g i 9 906"088 I i I89'89g 0 0 TI0'l68'l 08l'8 II I 988*6 f 6 999 'f 9 91 Of 01 81 fgS'f i gl 6I8'9 8 II 8i6 '01 6 891 I II iil'f " '" 190*888*91 i9f'ff9'f f69*888'0I g9-g9I 8 i OTg'S I 91 ff8'8f8'i 0 91 9I9'8I8'f II SI 08f'88I I g 98I*089'f i I 0 6Sg'fig9'g II 81 gS6'6i8 j 8 il g9f*89S II 8 888'988'l 081*8 i88*f8 96f*S8 Sf8*I9 gg-9il 6 il 9i9 f II 6f8'i8 f 61 80S'8g 01 il iOS'g 9 I 96I'9S 0 SI 9f8'6 IT 81 6S8'l II 0 ggg'l Z il 86g*9 99 "" " '' noToia; 086 '18 889 '81 g6g'89 6g-I8 8 61 f88 jg ITiSf'lS 0 f 9g6'gl 8 01 Sfl 6 81 g8i'gl g i II9'8 I 9 90i'l 01 6 68g'l 8 SI 9I9'9 f9 " " ' ' nospK 89f'9il 8S8 ' 18 0?l'f6 0g-I98 8 81 80g*8j 6 8 i9i'i8I g f i96'6SI | 8 gl i09'6 | 9 II 69f'0SI : i f 06i'i 9 61 088'I I 61 i06 0 9 I09'§ 8f '• saqouBjg pais ig8'9ii'9 ii8'9Si'l 09f'6f0'f 90-991 0 f ISi'li 9 il i68'f8i'g i 6 I 6 Sf9'99 9 0 fii'698'li II i I8f'898 i 9 886'I8l! 8 II f90'l8 I II 88f'9f9 819 'li S8n !1 ®!*It P««PI xpuog saqonBjg puis 669'8fl'6 8ii'899'gi IS6'6if*9 90-091 I 6 68g'e! 8 I I0S'lS8'f g g 0f6'f69*g| g 8 00f'69 0 fl 689'9g9'g| I 61 09g'9S9'l 0 61 999'68S: 01 81 8 I 8ii'8IS'l 9I8'l ptrepi 998 '86 991 '91 IIS'S8 i8-66 9 9 i99 I. 8 680'f8 I fl 086'gS I 8 918 0 II fI9'SS j 0 6 801 'II II fl 8iS'S 8 81 ff8 ! 9 91 686'i 09 " araoqsio fgf'8g 989 '9 1 88i'il fI-06 6 II iig 0 g g99'9 ! 8 I I86'S 01 II S9I 01 6 89i'g ! f 0 I8i'8 II 91 981*1 8 81 ig8 16 9 99S*S fS ' '" " •• nqiB-g •jaqraiiK; ! -.isquniv 'P "P -s j -p -« if ; -p -s 5 -p -s 3 -p -s 5 -p -s j : -p -s "P ' 8 "P " s 3F '«»I!M i '8S-ig6I 1 i i I 1 \ I 1 1 i % ; : 1 z liSmmm \ ] i ; j ! '(aSBjaAy) •WOI -Xftawms -spoogwoi I -gniqosoo moj j 'Wo^g JO 8IJK J8J I U8 a 0 -UOf>W>S I I I ! I ! —: \ ! ' ! tpjSaai • • •8iin8A9'a;

D.—2.

22

STATEMENT No. 16. Statement of Season Tickets issued for the Year, ended 31st March, 1928.

1927-28. .926-27. Description of TicketB. Number. Amount. Amount. Number. _l Travellers' annua]., all lines Travellers' annual, North Island Travellers' annual, South Island Reporters' annual Sectional annual, North Island Sectional annual, South Island Tourist, all lines Tourist, North Island Tourist, South Island School 35 96 19 28 466 247 282 894 56 28,885 48,596 7,820 116,967 390,152 38,220 £ s. d. ! 3,379 19 5 6,565 0 5 1,183 17 6 996 16 2 20,312 2 8 9,964 8 11 4,574 7 6 9,497 10 0 672 10 0 25,215 18 6 16,059 7 10 13,246 17 6 22,731 14 11 48,508 17 6 75,721 18 3 28 112 21 29 487 264 319 888 51 30,401 42,147 7,032 113,187 352,128 38,000 £ s. d. 2,625 15 0 7,752 5 0 1,388 9 0 1,128 6 8 21,180 15 2 11,114 0 9 5,1 OS 0 0 9,507 10 0 037 10 0 26,336 11 3 14,029 15 9 12,933 15 2 22,222 15 9 43,704 10 5 79,285 18 8 Bearer twelve-trip „ fifty-trip Weekly twelve-trip Weekly workmen's All other season Totals 632,763 258,631 7 1 585,094 259,015 18 7

r>.—2.

23

STATEMENT No. 17. Statement of Passenger Tickets issued at Cheap Excursion Rates for Year ended 31st March, 1928.

Schools, Factories, and Friendly Societies. -&0J.CUKSIO0. Excursions (other than Schools, Factories, axd Friendly Societies). Gross Total. Sections. Schools, Factories, and Friendly Societies. Children not exceeding 15 Years of Age. Schools, Scho_ols_only. Fa^ ly nd Senior Scholars over ; Soeretles. Total. in' l b 9 Ut Y™rs e of A% Pu P ils exeeedin 8 ing la xcars oi Age. lg Years o{ Age and Adults. Revenue. First Class. Second Class. Total. Revenue. .Number ol Tickets. Revenue. Kaihu Gisborne Auckland Ohakune Wanganui Wellington Picton Nelson Westport Christchurch Dunedin Invercargill Head Office Number. 395 1,896 9,282 2.721 6,707 22,236 977 1,721 941 27,287 13,909 8,236 Number. 41 1,855 518 2,615 3.585 102 270 66 3,311 2,732 2,078 Number. 322 1,398 5,011 906 5,734 19,954 734 534 862 36,487 14,972 11,467 I Number. £ s. d. 717 43 10 2 : 3,335 187 12 7 16,148 1,532 13 0 4,145 ; 372 11 6 15,056 I 1.842 12 4 45,775 3,792 13 3 1,813 114 1 10 2,525 119 2 10 1,869 92 17 2 I 67,085 9.646 12 4 31,613 3.238 11 11 21,781 2,881 18 5 Number. 21 174 15,034 2,185 4,266 46,408 1,527 216 97 15,127 10.160 6,532 3,625 Number. 871 1,776 78,823 14,861. 32,188 1H7.472 4.33.1 10,810 13,281 70,063 97,686 48,143 5,123 N umber. 892 1.950 93,857 17,046 36,454 153,880 5,858 11,026 13,378 85,190 107,846 54,675 8,748 £ s. d. 157 0 5 784 16 0 64,557 15 6 12,601 16 7 19,173 8 6 83,972 15 0 915 12 3 1,311 9 3 1,913 18 6 44.419 8 3 53.445 2 0 27,058 1 11 18,934 19 6 I Number. 1,609 5,285 110,005 21,191 51.510 199.655 7.671 13.551 15,247 152,275 139,459 76,456 8,748 £ s. d. 200 10 7 972 8 7 66,090 8 6 12,974 8 1 21,016 0 10 87,765 8 3 1,029 14 1 1,430 12 1 2,006 15 8 54,066 0 7 56,683 13 11 29.940 0 4 18,934 19 6 Totals 96,308 96,308 17,173 17,173 98,381 98,381 211,862 : 23,864 17 4 211,862 23,864 17 4 105,372 105,372 485,428 485,428 590,800 590,800 329,246 3 8 329,246 3 8 | 802,662 802,662 353,111 1 0 353,111 1 0 Total, year ending — 31st March, 1900 31st March, 1901 31st March, 1902 31st March, 1903 31st March, 1904 31st March, 1905 31st March, 1906 31st March, 1907 31st March, 1908 31st March. 1909 31st March, 1910 31st March, 1911 31st March, 1912 31st March, 1913 31st March, 1914 31st March, 1915 31st March, 1916 31st March, 1917 31st March, 1918* 31st March, 1919* 31st March, 1920 31st March, 1921 31st March, 1922 31st March, 1923 31st March, 1924 31st March, 1925 31st March, 1926 31st March, 1927 31st March, 1928 '.. 37,839 38,864 42,506 41,540 50,364 52,742 55,478 48,044 51,031 55,199 53,917 66,381 62,289 63.040 111,029 47,846 43,038 38,477 591 Nil 38,357 94,175 76,537 S3.71o 96,338 42,540 88,461 134,802 96,308 6,616 5,602 5,736 6,048 6.975 7,359 7,715 7,837 8,163 9,266 7,811 10,799 8,924 9,723 18,246 7,974 8,198 8,788 124 Nil 3,968 12,346 13,835 15.700 18,363 13,589 19.197 21,368 17,173 31,164 34,550 37,708 41,555 54,344 53,558 57,027 39,783 53,880 52,579 53,677 66,695 63,612 61,134 59,712 48,197 36,091 32,901 743 Nil 42,461 70,794 71,852 73,855 86,047 19,928 86,061 111,365 98,381 74,619 4,752 3 10 79,016 5,234 16 8 85,950 5,466 16 9 89,143 6,050 11 3 111,683 7,424 19 7 113,659 7,490 16 0 120,220 7,882 16 1 '■■ 95,664 6,514- 18 4 113,080 7,604 10 4 117,044 7,641 5 10 115,405 7,964 15 7 143,875 9,488 14 .7 134,825 9,702 15 3 133,897 i 9,509 8 7 188,987 13,235 8 4 104,017 7,919 1 9 87,327 6,072 18 9 80,166 6,159 17 6 1,458 131 6 7 Nil Nil 84,786 7,173 12 2 177,315 14,966 19 8 162,224 14,955 1 5 173,271 16,228 5 3 200,748 19,699 5 2 76,057 7,702 14 4 193,719 24,699 0 7 267,535 32,702 4 0 211,862 23,864 17 4 _. 81,528 87,544 95,628 84,448 100,417 100, 96S 110,823 125,280 113,617 122,312 128,277 107,208 135,590 159,730 131,416 144,260 136,401 168,098 20,148 Nil 76,713 146,404 109,414 j 119,261 111,124 123.341 146,417 120,663 105,372 501, 176 541,624 588,813 517,566 594,967 592,485 626,852 731,132 618,518 667,867 735,561 576,251 704,883 804,965 683,851 782.355 763,690 735,468 110,482 Nil 260,159 524,246 338,791 393,682 322,061 362,724 565,326 522,598 485,428 582,704 629,168 684,441 602,014 695,384 693,453 737,675 856,412 732,135 790,179 863,838 683,459 840,473 964,695 815,267 926,615 900,091 903,566 130,630 Nil 336,872 670,650 448,205 512,943 433,185 486,065 711,743 643,261 590,800 96,154 7 5 102,932 10 9 136,813 0 1 103,279 8 6 125,624 4 0 130,068 16 9 140,939 16 3 194,185 2 9 141,519 16 11 166,471 6 3 211,133 6 10 i 155,444 10 11 j 206,472 13 1 271,611 17 7 210,109 0 9 259,547 10 6 269,097 16 0 313,006 7 3 62,968 15 11 Nil 161,401 18 3 371,525 9 4 242,464 18 6 323,015 18 8 267,717 7 0 289,999 8 8 445,694 15 10 351,481 6 10 329,246 3 8 96,154 7 5 102,932 10 9 136,813 0 1 103,279 8 6 125,624 4 0 130,068 16 9 140,939 16 3 194,185 2 9 141,519 16 11 166.471 6 3 211,133 6 10 155,444 10 11 206.472 13 1 271,611 17 7 210,109 0 9 259,547 10 6 269,097 16 0 313,006 7 3 62,968 15 11 Nil 161,401 18 3 371,525 9 4 242,464 18 6 323,015 18 8 267,717 7 0 289,999 8 8 445,694 15 10 351,481 6 10 329,246 3 8 i ] ] 657, 323 708, 1S4 770,391 691,157 807.067 807,112 857,895 952,076 845,215 907,223 979,243 827,334 975,298 1,098,592 1,004,254 1,030,632 987,418 983,732 132,088 Nil 421,658 847,965 610,429 686,214 633,933 562,122 905,462 910,796 802,662 657,323 I 100,906 11 3 708, 1S4 ' 108,167 7 5 770,391 i 142,279 16 10 691,157 ; 109,329 19 9 807.067 133,049 3 7 807,112 137,559 12 9 857,895 148,822 12 4 952,076 200,700 1 1 845,215 149,124 7 3 907,223 174,112 12 1 979,243 219,098 2 5 827,334 164,933 5 6 975,298 216,175 8 4 1,098,592 281,121 6 2 1,004,254 223,344 9 1 1,030,632 267,466 12 3 987,418 : 275,170 14 9 983,732 ; 319,166 4 10 132,088 63.100 2 6 Nil Nil 421,658 168,575 10 5 847,965 386,492 9 0 610,429 257,419 19 11 686,214 339,244 3 11 633,933 287,416 12 2 562,122 297,702 3 0 905,462 470,393 16 5 910,796 384,183 10 10 802,662 353,111 1 0 100,906 11 3 ' 108,167 7 5 i 142,279 16 10 109,329 19 9 133,049 3 7 137,559 12 9 148,822 12 4 200,700 1 1 149,124 7 3 174,112 12 1 219,098 2 5 164.933 5 6 216,175 8 4 281,121 6 2 223,344 9 1 267,466 12 3 275,170 14 9 319,166 4 10 63.100 2 6 Nil 168,575 10 5 386,492 9 0 257,419 19 11 339,244 3 11 287,416 12 2 297,702 3 0 470,393 16 5 384,183 10 10 353,111 1 0 * The issue of school, factory, friendly-society, and holiday excursion tickets was suspended in connection with staff-saving time-table on 23rd Ai iril 1917.

D.—2

25

STATEMENT No. 18. Statement of Traffic and Revenue for each Station for the Year ended 31st March, 1928.

4-D. 2.

OUTWARD. INWARD. Number op Tickets. Stations. Number ,. „,, 1,, «. Timber, PotHo Timber, Stations. I ; , ■ Hundreds of Other Ordinary Season p, „ Luggage, ..,TvriRp«li*in«fnis Total Value , nnH Hundreds of Other First- First- Second- Second- Season n nl _ B Superficial Goods. Passengers. Tickets. eels, &c. Mails. &c. Goods. • forwarded. Calves Piers Superficial Goods. class class class class Total. Tickets. ' Feet. ' ' Feet. Single. Return. Single. Return. North Island Ma re Lines North Island Main Lines and Branches— and Branches— Number. Number. Tons. £ s . d. £ s. d. £ s. d. £ s. d. £ s. d. £ s. d. £ s. d. Number. Number. Tons. Auckland (Coaching) .. 47,029 18,232 181,933 140,151 387,345 19,020 .. .. .. .. 254,795 13 1 25,259 17 7 36,751 15 612,475 3 0 Cr. 199 11 1 3,294 7 11 332,377 6 0.. .. .. .. Auckland (Coaching). (Goods) .. .." .. .. 351 6,469 33,841 337,738 .. .. .. .. 347,016 5 5 5,669 2 6 352,685 7 11 669 3,160 74,023 282,301 „ (Goods). Newmarket .. .. 3,686 2,669 29,727 32,550 68,632 10,923 54 .. 2,536 5,347 10,369 7 4 2,440 6 11 968 4 4 157 12 8 13,959 7 7 186 4 11 28,081 3 9 63 49 48,270 21,001 Newmarket. Mount Eden .. .. 1,127 726 16,413 20,153 38,419 4,988 51 232 1,105 17,090 5,011 2 5 930 18 8 478 3 3 39 5 1 4,278 3 1 246 4 2 10,983 16 8 582 94 59,721 62,093 Mount Eden. Avondale .. .. 290 222 17,949 31,965 50,426 48,485 189 29 679 23,358 3,361 7 5 6,908 5 3 201 7 2 18 9 9 5,072 12 7 49 2 7 15,611 4 9 189 999 47,969 7,524 Avondale. Henderson .. .. 423 324 16,256 31,536 48,539 22,653 2,562 14,796 484 6,810 4,595 11 7 4,728 19 9 1,138 15 7 13 17 5 5,559 16 9 51 13 5! 16,088 14 6 2,496 3,992 10,990 25,887 Henderson. Helensville .. .. 3,862 1,434 17,023 17,491 39,810 239 8,994 52,518 15,761 12,820 8,477 5 6 315 1 2 1,450 6 7 48 14 0 16,002 18 2 467 11 6 26,761 16 11 2,361 15,008 7,643 42,049 Helensville. Wellsford .. .. 912 234 5,720 2,705 9,571 65 4,777 19,169 1,269 2,589 2,954 10 7 49 8 11 766 0 3 16 16 4 5,183 7 8 29 0 4 8,999 4 1 1,100 4,700 2,553 13,311 Wellsford. Maungaturoto .. .. 1,109 488 6,264 4,378 12,239 8 5,401 15,998 13 1,169 3,745 19 0 6 5 8 179 15 5 24 14 1 4,282 18 11 17 7 7 8,257 0 8 250 2,070 950 5,385 Maungaturoto. Paparoa .. .. 770 178 2,557 1,477 4,982 18 2,107 12,833 1,256 2,835 2,283 3 1 7 10 3 174 11 9 18 6 2 3,344 2 4 9 11 8 5,837 5 3 498 466 1,067 2,071 Paparoa. Waiotira .. .. 443 292 5,634 4,140 10,509 17 13,833 48,042 9,386 33,445 3,131 7 3 12 7 8 301 13 1 19 11 7 42,643 7 4 2,487 5 9 48,595 12 8' 781 2,857 3,494 117,125 Waiotira. Onerahi.. .. .. .. 1 140 45 186 9 .. 14 13 1 4 2 3 0| 0 14 8 0 2 8 10 3 0 15 4 7 41 9 3 .. .. 2,956 Onerahi. Whangarei .. .. 5,335 1,704 29,679 15,170 51,888 1,902 5,920 27,651 3,142 12,268 20,701 6 1 753 14 81 1,175 7 11 176 9 1 13,846 6 8 208 0 10 36,861 5 3 1,597 5,906 37,633 45,299 Whangarei. Hikurangi .. .. 267 140 3,581 2,410 6,398 151 1,029 10,177! 20,371 149,735 2,044 9 0 138 13 1, 395 2 9 9 2 7 39,824 7 8 14 7 T 42,426 2 8 482 3,820 5,603 6,047 Hikurangi. Otiria .. .. 820 203 3,369 1,698 6,090 11 816 6,072, 45,298 7,198 2,364 2 4 11 0 0 847 7 7 13 13 10 10,352 8 6 8 10 7 13,597 2 10 524 1,913 897 6,330 Otiria, Kawakawa .. .. 863 414 6,128 2,238 9,643 46 101 128 29,950 7,748 2,169 2 1 31 9 5 456 17 5 12 10 7 4,397 2 5 9 16 9! 7,076 18 8 340 48,404 17,958 6,115 Kawakawa. Opua .. .. 1,346 354 9,402 6,986 18,088 52 13 432 174 3,086 4,253 13 0 23 15 5 158 10 7 15 12 0 1,775 14 11 116 5 11 6,343 11 10; 34 276 31,317 7,010 Opua. Kaikohe .. .. 1,572 506 9,409 6,811 18,298 6 4,460 41,152 2,513 791 6,722 16 8 8 10 0 583 4 5 32 6 2 5,432 15 6 136 1 7 12,915 14 4 441 1,425 4,220 10,922 Kaikche. Remuera .. .. 482 147 1,166 945 2,740 3,559 681 306 77 80 116 12 6 1,057 7 5 18 16 7 2 6 7 415 17 5 6 0 7 1,617 1 1 621 491 20,965 2,125 Bemuera. GreenLane .. .. 403 256 4,249 6,651 11,559 5,914 .. .. 3 18 502 4 9 1,515 17 8 49 19 2 9 6 9 13 1 10 5 6 8 2,095 16 10 4 .. 3,740 2,765 Green Lane. Ellerslie .. .. 635 694 10,507 11,292 23,128 12,540 1,085 .. 76 105 1,409 6 1 2,684 15 8 90 17 6 8 4 11 3,015 11 0 160 13 8 7,369 8 10 1,085 .. 8,780 1,655 Ellerslie. Penrose .. .. 175 369 7,618 5,836 13,998 6,120 647 6,737 618 119,030 817 4 7 1,015 0 11 134 1 4 9 7 11 45,766 13 3 107 4 2 47,849 12 2 62,164 430,859 9,424 58,384 Penrose. Onehunga (Town) .. 100 51 7,055 4,050 11,256 10,487 34 .. 1,539 3,207 606 10 7 1,519 13 7 181 3 9 11 10 3 1,004 18 3 119 16 9 3,443 13 2 221 138 15,266 51,858 Onehunga (Town). (Wharf) .. .. .. .. .. .. .. 5 .. 751 11,295 .. .. 5 13 5 0 10 10 1,899 15 11 266 12 8| 2,172 12 10 7 .. 1,670 16,313 „ (Wharf). Otahuhu .. .. 437 1,346 11,571 20,395 33,749 17,476 2,042 26,135 143 101,228 2,232 13 1 3,507 2 6 161 14 2 48 1 3 47,827 6 4 742 9 6 54,519 6 10 35,441 154,320 23,646 90,561 Otahuhu. ! I Papatoetoe .. .. 334 810 8,707 23,841 33,692 14,698 502 4,518 4,412 1,642 1,195 0 9 3,633 9 4 707 7 8 18 13 4 1,309 11 6 16 13 0 6,880 15 7 1,861 7,745 17,038 8,102 Papatoetoe. Papakura .. .. 1,368 2,306 26,640 58,050 88,364 18,517 1,209 33,853 43 3,236 7,280 6 8 4,877 16 0 1,405 0 11 51 1 4 2,648 14 11 36 13 0 16,299 12 10 2,987 21,911 5,632 17,117 Papakura. Drury .. .. 159 271 3,796 5,177 9,403 321 819 20,893 793 7,331 1,357 13 10 310 16 0 665 1 8 11 10 4 5,215 13 3 28 19 6 7,589 14 7 381 4,458 3,204 8,730 Drury. Waiuku .. .. 384 242 5,372 2,847 8,845 5 1,863 12,759 1,404 545 2,002 18 9; 15 0 5 257 1 6 27 13 5 1,669 14 6 40 15 5 4.013 4 0 775 4,412 10,539 27,991 Waiuku. Pukekohe .. .. 1,518 1,153 18,956 12,997; 34,624 568 4,706 17,956 1,207 11,333 7,864 5 8 306 0 2 1,333 3 2 86 8 11 13,422 15 4 48 7 8 23,061 0 11 2,486 5,348 7,992 25,536 Pukekohe. Tuakau .. .. 724 511 7,092 6, 14,701 330 3,352 53,626 642 4,183 3,144 1 3 207 12 6 455 9 2 36 13 9 5,343 12 5 27 7 0 9,214 16 1 1,054 18,587 4,011 11,649 Tuakau. Pokeno .. .. 138 241 3,641 2,959 6,979 99 1,129 11,071 82 507 1,136 2 2 79 6 2 1,251 15 2 6 15 3 1,054 19 9 9 15 3 3,538 13 9 926 5,260 1,349 6,012 Pokeno. Mercer .. .. 299 954 5,284 4,999 11,536 84 32 3,611 8,399 30,702 2,164 10 6 94 5 0 163 11 10 19 14 7 9,246 14 6 50 0 11 11,738 17 4 131 391 417 2,518 Mercer. TeKauwhata .. .. 217 176 2,805 1,848 5,046 34 7,874 34,511 58 5,724 1,451 8 8 34 13 10 1,120 12 10 12 6 11 6,244 1 5 5 17 2 8,869 0 10 1,116 11,422 4,640 6,441 Te Kauwhata. Huntly .. .. 931 692 21,141 19,031 41,795 22,041 840 6,454 929 309,988 6,725 18 8 5,406 14 4 455 2 4 66 19 10 198,768 4 7 877 12 7 212,300 12 4 1,189 2,880 5,277 11,889 Huntly. GlenAfton .. .. 15 21 3,080 6,330 9,446 54 1,156 9,838 207 175,330 1,354 8 5 ! 42 16 8 100 7 8 4 19 3 112,062 11 8 119 6 0 113,684 9 8 411 2,707 5,426 13,587 Glen Aft on. Taupiri .. .. 207 134 3,574 1,468 5,383 36 1,082 15,182 19 2,824 1,157 17 9 40 2 0 166 14 9 16 0 8 4,717 17 3 10 3 6 6,108 15 11 1,063 3,418 3,482 7,804 Taupiri. Ngaruawahia .. .. 572 280 7,725 2,536 11,113 141 2,803 15,793 83 69,480 3,008 15 10 116 11 2 287 17 10 58 0 9 48,251 10 9 801 3 1 52,523 19 5 24,982 23,224 3,065 10,122 Ngaruawahia. Frankton Junction .. 10,301 4,515 62,851 24,232 101,899 254 9,159 114,300 27,058 16,547 44,902 5 3 627 4 3 1,157 0 11 683 16 1 41,382 9 2 625 12 2 89,378 7 10 5,770 74,029 137,890 40,374 Frankton Junction. Hamilton .. .. 4,771 1,847 27,992 9,209 43,819 514 10,683 35,230 6,358 14,824 15,859 15 7 1,277 13 3 3,957 5 1 346 19 6 27,330 4 10 223 5 6 48,995 3 9 1,110 3,559 22,479 34,868 Hamilton. Cambridge .. .. 890 207 9,552 4,004 14,653 125 3,844 29,447 2,302 1,4631 4,061 14 11 123 18 1 1,465 7 2 80 2 6 4,421 4 5 45 7 7 10,197 14 8 1,803 10,604 10,685 30,024 Cambridge. Morrinsville .. .. 1,681 670 15,339 9,588 27,278 286 10,939 80,471 11,397 12,153 6,683 9 11 311 6 4 1,154 5 3 150 16 5 26,856 0 9 67 4 8 35,223 3 4 3,410 25,913 16,366 38,000 Morrinsville. Matamata .. .. 1,568 374 13,502 5,894, 21,338 127 11,239 58,723 12,681 4,158 7,355 18 8 140 5 7 2,316 18 8 96 18 11 16,420 1 8 60 1 9 26,390 5 3 3,188 22,013 9,559 46,618 Matamata. Putaruru .. .. 1,517 465 13,248 5,863 21,093 218 1,854 22,236 103,629 3,144 7,652 3 0 : 313 17 9 1,516 2 11 115 1 11 27,397 7 10 600 6 1 37,594 19 6 2,754 27,253 2,856 46,918 Putaruru. Mamaku .. .. 209 443 3,341 5,301 9,294 222 4,514 11,119 141,229 7,424 1,921 0 4 ! 237 9 11 194 18 8 18 2 4 40,943 13 9 4 4 5 43,319 9 5 212 1,110 467 2,268 Mamaku. 1 *" Rotorua .. .. 6,803 990 25,427 7,519 40,739 536 7,071 35,156 348 4,692 25,640 11 7 351 13 3 1,733 5 10 374 11 3 12,056 17 10 140 7 7 40,297 7 4 2,235 7,773 7,347 23,632 Rotorua. Waitoa .. .. 123 85 4,839 2,569 7,616 77 4,348 17,694 9,999 6,915 1,433 13 9 82 2 8 161 19 3 15 2 1 13,426 19 7 7 12 3 15,127 9 7 1,361 4,122 5,507 30,553 Waitoa. TeAroha .. .. 2,062 636 19,223 8,341 30,262 423 1,480 7,604 694 25,422 7,544 11 7 235 7 5 515 9 7 105 2 11 7,014 8 11 51 1 6 15,466 1 11 1,314 6,429 9,357 14,264 Te Aroha. Paeroa .. .. 1,618 502 18,242 9.281 29,643 398 5,286 26,612 3,813 7,016 6,876 15 10 227 16 1 1,047 19 9 96 8 9 10,071 10 11 107 4 1 18,427 15 5 1,539 7,957 10,274 19,374 Paeroa. Thames South .. .. 1,024 249 8,591 2,732 12,596 336 94 .. 78 2,080 3,421 5 8 331 4 6 415 5 1 58 7 0 5,240 4 6 9 16 6 9,476 3 3 232 300 3,867 3,094 Thames South. Thames .. .. 617 136 8,264 3,392 12,409 26 28 458 861 5,586 2,629 18 9 27 14 3 339 7 7 27 1 1 2,639 13 9 59 18 7 5,723 14 0 1,228 3,570 2,540 7,567 Thames. Waihi .. .. 809 242 8,951 7,130 17,132 566 2,989 12,630 316 1,981 4,884 3 0 204 15 1 990 10 8 83 14 6 5,429 0 9 142 8 4 11,734 12 4 1,150 4,464 4,128 28,253 Waihi. Tauranga .. .. 8 5 224 17 254 23 .. 60 49 8 2, .. 1 18 9 0 7 4 70 3 4 159 11 3 281 8 10 18 26 369 Tauranga. TePuke .. .... .. 61 10 71 76 34 28 7 6 5! .. 9 12 3 0 0 4 51 13 8 172 2 2 240 14 10 6 .. 192 Te Puke. Matata .. .. 1 9 4 14 .. .. .. 45 2 6 ll 1 .. 3 15 0 0 0 4 81 5 11 74 2 6 161 10 8 4 .. 279 Matata. Taneatua .. .. 1 104 32 137 .. .. .. 146 15 16 2 .. 2 0 0 .. 20 2 9 143 10 0 181 8 11 104 34 .. 247 Taneatua. Ohaupo .. .. 74 111 1,827 1,219 3,231 175 2,915 18,495; 86 803 497 12 0 141 1 5 759 3 3 6 12 4! 2,440 8 7 13 4 7 3,858 2 2 2,514 16,966 2,215 10,906 Ohaupo. TeAwamutu .. .. 1,694 622 13,003 7,354 22,673 277 8,887 53,020 534 13,047 8,109 7 3 241 17 4 1,444 0 2 128 17 5 15,964 11 5 120 11 0 26,009 4 7 3,801 34,012 13,070 35,096 Te Awamutu. Otorohanga .. .. 782 284 7,321 3,958 12,345 86 3,878 44,007 17,448 46,270 3,640 2 0 38 10 8 788 7 4 63 3 4 23,462 19 5 77 18 4 28,071 1 1 1,997 13,584 6,516 22,322 Otorohanga. TeKuiti .. .. 3,535 1,426 26,676 18,423 50,060 454 7,734 88,120 99,123 20,612 15,534 8 0 441 14 9 1,627 4 4 255 3 5 41,214 14 4 297 5 4 59,370 10 2 3,958 39,381 9,209 22,048 Te Kuiti. Ongarue .. .. 283: 258 7,087 ! 7,506i 15,134 102 1,613 34,095 109,193 5,430 3,419 16 6 90 11 7 173 4 4 19 2 8 38,129 9 7; 242 18 9 42,075 3 5 1,121 7,385 744 8,817 Ongarue. Okahukura .. .. 293 97 4,907 3,922 j 9,219 59 1,150 21,898 25,185 4,247 840 10 0 56 18 0 305 18 5 10 11 1 11,880 13 9 775 12 3 13,870 3 6 1 314 2,006 2,525 7,094 Okahukura. Taumarunui .. .. 3,669 2,007 38,435 20.535 64,646 527 3,755 66,152 73,499 14,490 20,811 2 7 700 10 6 1,138 7 3 306 11 11 41,398 9 5 529 11 3 64,884 12 11 1,013 15,037 4,933 13,535 Taumarunui. National Park .. .. 328 154 1,386 1,076 2.944 22 299 20,565 168,143 7,690 1,311 11 9 25 12 4 332 2 10 28 5 7 52,619 3 11 12 4 10 54,329 1 3 369 2,419 2,169 5,677 National Park. Ohakune .. .. 2,092 1,950 20,406 12,885 37,333 69 323 5,264 103,347 12,793 12,302 16 6 292 17 10 446 13 11 137 18 10 36,808 11 9 244 1 6 50,233 0 4 212 1,173 15,940 3,022 Ohakune. Raetihi .. .. 126 89 2,236 685 3,136 .. 729 63,241 47,523 3,285 838 11 6 .. 289 8 9 10 2 8 18,853 18 10 17 2 5 20,009 4 2 381 13,070 755 4,727 Raetihi. Rangataua .. .. 221 468 4,760 3,418 8,867 72 217 9,459 47,168 3,582 1,864 0 10 43 13 4 112 16 9 9 16 4, 15,911 11 3 442 4 7 18,384 3 1 232 3,580 444 5,539 Rangataua. Mataroa .. .. 187 146 1,587 1,780 3,700 114 1,650 74,966 54,537 5,413 376 18 1 93 17 6 347 8 6 7 13 10 23,240 6 10 42 18 9 24,109 3 6 908 6,197 567 2,404 Mataroa. Taihape .. .. 3,899! 1,576 18,531 7,675 31,681 91 3,247 93,207 15,448 3,371 13,109 7 9 225 16 5 889 14 4 249 16 5 15,015 16 7 121 14 4 29,612 5 10 752 7,917 1,800 11,196 Taihape. Utiku .. .. 233; 338 2,334 1,854 4,759 3 1,345 39,174 14,753 3,087 575 9 4 2 5 0 72 4 2 7 1 4 9,659 1 9i 1 11 2 10,317 12 9 194 2,984 588 2,080 Utiku. Mangaweka .. .. 460i 240 1,918 2,046 4,664 10 1,316 71,496 298 1,185 1,408 18 0; 5 18 9 255 19 3 24 10 10 5,075 4 11 9 5 3 6,779 17 0 745 5,722 1,119 4,429 Mangaweka. Hunterville .. .. 851 399 7,822 3,784 12,856 36 2,626 117,357 2,865 2,847 3,365 19 10i 61 16 7 468 17 2 44 4 1 10,756 9 10 7 17 5 14,705 4 11 952 16,092 2,071 11,838 Hunterville. Marton •• •• 5,378 2,382 17,544 7,771, 33,075 149 2,529 160,043 13,172 9,406 16,442 12 4 198 4 10 959 17 11 321 10 0 18,383 11 0 751 15 4 37,057 11 5 1,238 50,511 20,221 13,593 Marton. Y eff Plymouth .. 4,306! 1,138 25,674 9,217 40,335 297 1,185 4,537 4,304 106,055 19,992 13 2 777 16 4; 1,530 18 1 233 9 6 49,436 17 0 5,740 13 1 77,712 7 2 1,998 21,820 26,870 93,141 New Plymouth. TJew Plvm'th (Breakwater) .. .. .. .. .. .. .. .. .. 47,878 .. .. .. .. 13,155 18 6 .. 13,155 18 6i .. .. 1,034 29,469 N.P. (Breakwater). Waitara •• •• 357 168 6,080 3,642 10,247 221 223 3,253 3,889 17,811 2,131 15 3i 168 16 10 188 4 7 23 15 4 10,887 10 5 232 5 1 13,632 7 6 29,813 180,301 4,015 16,346 Waitara. Inglewood •• •• 431: 137 6,467 3,557! 10,592 294 5,451 39,720 304 26,312 2,125 0 3 328 15 331 12 10 26 7 11 17,096 3 11 22 3 19,930 3 9 651 6,060 2,366 32,822 Inglewood.

26

D. —'2.

STATEMENT No. 18—continued. Statement of Traffic and Revenue for each Station for the Year ended 31st March, 1928—continued.

OUTWARD. ; INWAED. Number of Tickets. , ay,,..-, Timber, Stations. Stations. * er Cattle Sheep Hundreds'of Other Ordinary Season Parcels See LuR g aee, Goods. Miscellaneous. * nd and Goods First- First- Second- | Second- Season <£{£,. Superficial Goods. Passengers. Tickets. Parcels, &c. Malls> &c . forwarded. Calye8 pig6 Buccal G0 ° dB - class class class class Total. Tickets. Single. | Return. Single, j Return. j | | I I I | North Island Main Lines North Island Main Lines and Branches —contd. and Branches—contd. NumberJ Number. Tons. £ s. d. £ s. d. £ s. d. £ s. d. £ 8. d. £ s. d. £ s. f l_ • u e '" TnriVi m ... ' , Kn , 7nn 9 o 8fi ion 309 5 148 1 799 1,087 326 13 0 77 16 4 56 18 10 3 4 10 902 4 11 11 9 4 1,378 7 3 47 2,587 199 2,359 Tariii. Tariki .. .. 129 531 1,504 700 2,386 100 309, 5,148 1,1 , 334 I0 9 50 12 4 43 8 3 5 13 7 1,599 0 5 4 16 4 2,038 10 8 <? 503 525 2,997 Midhirst. Midhirst .. .. 70 51 2,317 1,267 3,705 69 134 3,49J .. , 258 7 2 985 7 2 140 10 3 8,543 14 11 120 8 6 18,768 15 0 1,961 11,914 5,789 14,435 Stratford. Stratford .. .. 2,066 546 18,767 9,119 30,49 259 7,232 44,6 4 882 7 480 0 258 J 2 985 „ w „ g 3 ; 429 1 10 4IO 8>937 ' 8 64 4,339 Te Wera. " 762 6,290 4,943 12! 635 34 1, 31 >2 382 675 1,691 12 2 38 10 8 371 8 3 9 6 0 2,412 11 10 299 7 10 4,822 16 9 918 3,107 933 7,526 Whangamomona. „J ,J a mo _ 1K 9 „i 981 17 500 59 093 x 272 12,002 4,406 17 10 255 6 2 631 7 4 65 9 0 13,819 18 5 86 17 10 19,265 16 7 1,235 17,028 31,470 19,779| Eltham. Eltham •• •• 7 aqq 16732 1 '33 14 606 471 10 0 73 0 6 35 13 8; 5 9 9 8,309 15 3 9 10 5 8,904 19 7 1,140 8,393 847 9,370 Normanby. Normanby .. .. 50 38 2,163 765 ™ 11 qoo 7()'<)70 1 044 15 890 14 261 8 7 428 4 1 672 6 2! 208 0 8 15,884 6 6 121 9 2 31,575 15 2 4,375 41,499, 19,076 36,471 Hawera. Hawera .. .. 2,569, 1,162 24,244 !2,760 ' 96 l"'s48 2'386 4 3 158 7 5 273 1 10 41 12 6 16,474 5 9 438 8 9 19,772 0 6 13,966 85,403 2,528 35,942 Patea. y*.- ;; ;; £ Jg |;g };gj !;S 5 3 SS m 110 ' m «,«| » »1. «>. t ♦ '» *-'» «•«" „ CO 100 sn 1J.Q ka 1 040 358 12 4 2 16 0 227 12 9 5 5 10 3,886 17 6 4 6 8 4,485 11 1 809 25,259 949 5,246 Waitotara. Waitotara .. .. 55 92 1,030 863 2,040 5 -,139 60, ' 46g 469 17 8 0 15 0 209 5 11 5 8 8 2,291 8 4 1 19 0 2,978 14 7 533 11,863 546 2,962 Kai Iwi. Kailwi .. .. 156 196 2,072 1,459 ,®' 8^ 3 I 'l[l 85 36 486 3 0S4 3 1 4 15 11 327 11 4 141 17 3 16,108 6 8 61 3 8 19,727 17 11 748 19,493 8,209 38,105 Aramoho. Aramoho .. .. 1,415 676 8.952 3,524 „ ntl 2 8 '6">9 2 710 is' 179 22' 8 87 1 0 777 2 6 2,858 9 9 562 19 4 23,975 18 10 7,105 12 0 58,167 3 5 10,184 457,067 40,166 50,618 Wanganui. Wanganui .. .. 4,996 2,033 28,064 11,613 46,706 92 2,766 28,629 2,710 18,179 22,8S7 10 - 21 961 16 1 5 271 1 6 27,232 17 7 19 228 4,451 9,247 „ (Wharf). (Wharf) .. .. .. .. • • .. .. 2 110 2,080 04,o»i .. .. " ' ! oon AO QQ.> 1J.-7 1 405 495 13 6 39 7 10 84 12 3 11 8 0 3,227 7 2 14 9 0, 3,872 17 9 760 22,916: 1,063 4,919 Fordell. Fordell .. .. 201 109 1,783 842 2,935 49 1,225 60,992 147 1,405 495 13 b 39 I 1U a* 16 2 0 2 848 4 10 6 5 9 4 014 13 5 237 17,934 537 4,584 Turakina. Turakina . .. 140 135 3 848 1,529 5,652 63 1,277 46,460 598 1,048 935 4 0 52 15 8 155 1 2 6 2 0 2 848 4 10 6 5 9, 4 014 13 5 237 3,63.5 Greatford. Greatford .. .. 152 172 1,715 1,137 3,176 .. 1,301 33,942 .. 22,175 606 18 5 "• * ! 9 ° 9 3 369 17 3 6 6 3 4 203 3 6 262 14,448 926 2,479 Halcombe. SaSSf :: :: 2,259 1,™ 1 IS IS 187.2 iftffl S •$ *,% I 8 £1? I «SS i «£ 1 I «':«• 8 1 7m « u :«« 5 • ...» 92,493 u .«» 23,805 **** Palmerston North .. 15,559 5,610 70,105 36,501 127,7751 622 4,750 35,607 1,364 31,041 57,953 2 J 2,028 7 loj 3.506 8 J 1.714 10 7 43 455 16 10 887 9 11 >09 545 15 1J 3 400 123 882 75,310 68,556 North. Ashhurst .. .. 664[ 164 4,780 1,111 6,719 41 536 35,801 14 885 ,681 16 8 38 8 llj 57 4 25 19 a 2 2£ 25 909 3 5 21(|6 14 8,41 8 653 6,210 Longburn. Longburn .. .. 178 167 4,565 5,160 10,070 37 7,184 92,225 17,670 14,783 ,128 2 4 37 5 9, 338 13 1 11 ? « s & g Q J u 5>2g9 18,211 Foxton. Shannon " !! 492 390 9 J35 2IM60 1 204 1.882 31! 354 1,502 6 >04 3',953 5 5j 316 15 8 229 5 4, 53 10 5 9,949 9 5 90 2 1 14,592 8 4 1.072 23,535 4,390 11,604 Shannon. Lei. 0 " •• 1.H 719 17 ' 716 9 ' 281 29 ' 546 ' SS i-25 31' 306 S'S tS 2*«5 10 4 1 « 12 'I S 9 3 4 S" o| US S oS£j Otaki .. .. 1,285 569 10,625 6,009 18,488 189 1,810 31,306 6,483 6,748 4,727 10 4 3 | , 2 6 29 1 7 14,989 10 1! 688 5,983 2,709 8,450 Paekakariki. :: :: 2 'S IS S;X "« S:S *•» IS 5;S»'« ...»■! « » ■ « . > >.*»>» « » » » ♦! ».«• *•"> 18 - 081 [ Thorndon (Coaching) .. 20.173' 16.483] 70,214 96,454 203.324 17,262 .. ■■ jj3,557 4 2 14 4 15,814 . 7 3,735 3 3 Cr. H8 9 1 357 2 1 '19.086 16 4 .. .. ■■ (Coachingi! Lambton (Coaching) .. 16,545 39,203 69,486 107,665 232,899 42,189 .. •• •• 33,-00 3 7 13,802 19 9 3,bl U 230 960 4 6 2,717 8 4 233,677 12 10 1,557 6,642 104,291 186,036 Wellington Goods). Wellington (Goods) .. ..I 2 > 050 33 ' 0bJ | .. 133 13 10 .. 133 13 10 .. .. .. 30,340 „ Wharf). (Wharf) .. • • •• •• •• •• 1 ' S8 ' 2 .06 566 4 10 18 797' 2 10 9 189 15 7 .. Cr. 9 9 0 98 6 9 134,642 1 0 .. .. •• •• Central Booking-office. Central Booking-office .. 15,241 9,216 13,522 25,353 63,332 ',584 .. . - • • • • > ' ' , „„ - ft ion 11 615 220 3 4 404 18 2 8 17 6 1 4 1 2,761 11 0 1 2 0 3,397 16 II 16,089 551,695 1,044 ®> 13 9 Ngahauranga. Ngahauranga .. .. 65 74 3,154 3,246 6,539 J'911 ® " "j s2 _ 00 937 4 316 18 10 12 47 9 3 9 192 4 7 92 4 4 17,718 8 6 103 7 2 34,895 7 2 10,958 600,350 69,421 16,779 Petone. Petone .. .. 1,009 5,078 15,937 42,079 78,847 227 3,132 1,825 20,937 4,316 18 10 12,472 3 9 192 4 7 VZ * 7 981 10 8 46 9 6 20 246 11 5| 383 926 41,621 16,891 Lower Hutt. Lower Hutt .. .. 1,689 3,322 12,899 21,116 39,026 40,490 347 419 173 41,707 3,537 - 11 8,274 11 11 38 13 7 16 10 100 7 6 16,632 3 8 1,852 6,066 2,901 7,304 Upper Hutt. Featheraton " l,ul ''690 'S "S SJ Tl iffi lS U2 31441 2 3 *176 18 3 | 502 4 0 . 80 2 5 15,409 14 11 112 18 6 19,723 0 4! 828 6,327 4,203 10,851 Featherston. Greytown .. .. 362 205 1,608 1,391 3,566 53 505 9,735 .. 1,097 19 8 45 0 0 374 8 8 25 1 5 0 U 3 8 _4,374 385 Y Carterton .. .. 990 614 4,152 2,104 7,860 37 2,223 10 : '96 11451 4 9 161 6 7I 1 105 10 7 247 12 4 20,734 0 6 103 3 8 33,802 18 5j 1,186 21,614 10,243 25,879 Masterton. Masterton .. .. 4,032 1,527 13,519 6,733 25,811 63 7,131 148,245 8, 27 0,296 11,451 4 9 161 6 7 1,105 10 7 4; 26 13 9 6 293 9 0! 208 572 229 1,994 MauncevJle. Khuna 6 •• " 68?| 204 3',215 2,2oI Hoi lS S 2 ,m I 10 135 9 6 361 15 7 47 2 8 eisOO 2 8 13 12 7 9,549 4 10 287 3,85. 1,390 4,987 Eketahuna. H.L17 I !! « "22 .'.063 '9,4 20 92 »2 .,534 1 .7 . 7 .36 0 0 J » | 2,0.4 .4 . _5 .4 2 J.® .0 , U 2.070 gjg-S5S5-I.:: :: '•!» » '-St '« «:«. •• , j; s;j Sit SSI iS •.? ASS J ,JS Iff ..S K jpar' Da 0 nnerirke " " 3 111 1*024 21! 643 l'$» 35 183 4',058 llK 947 n',082 5 4 267 8 0 866 18 3 259 13 5 17,328 2 1 177 16 7 29,982 3 8 2,053 10,438 12,337 17,899 Dannevirke. „ - no cno fifi snQ 630 3 ->06 1 387 1 1 91 11 10 119 4 6 32 1 7 6,020 19 2 9 6 1 7,660 4 3 372 4,891 1,576 3,632 Ormondville. Ormondville .. .. 304 130 3,364 2,702 6,500 113 on 315"' 1727 9 7 47 11 3 179 2 3 34 7 8 7,708 10 3 7 2 11 9,704 3 11 449 8,411 557 3,107 Takapau. Takapau .. .. 510 114 3,085 2,034 5,743 47 l,lo9 }J''J29 > - u lg _ 4; , 6 4 2 134 lg 4 n ; 282 3 4 50 13 5 18,471 13 0 476 10,006 9,446 11,162 Waipukurau. Waipukurau .. .. 2,808; 804 11,475 6,426 21,513 109 3,6J3 > , 4 " 8 1 0 8 359 1 4 67 0 10 6,042 4 2 45 14 2 9.904 15 5 346 4,272 799 5,814 Waipawa. WaJ-a .. .. 1,807 432 6,157 4,362 12,258 1|3 1,042 W.0M 2,904 3,204 3,309 14 3 81 0 8 u g 2 13 2 8>299 m 645 24,775 617 3,386 Otane. I ono 1 «;ofi oq qok 5->0 27 792 21 946 12 7 861 18 9 1,811 16 2 407 12 2 38,140 17 4 232 14 3 63,401 11 3 4,280 142.484 14,546 4 }'?93 Hastings. Hastings .. .. 5,158 1,999 25,479 14,352 46,988 903 1,596 38,825 , - g n4 x 3 79 14 10 2 3 7 9,515 14 0 2 18 7 9,855 2 8 8,685- 505,434 558 4,137 Clive. Olive . .. 20 75 402 494 991 205 104 2,028 ' OA . A . 1Q _ , q 9 qqi in in 541 8 Q 12 1 603 19 9 54 695 19 3 930 7,286 10,171 26,126 Napier. Napier i! !! 7,647 3,128 30,331 21,131 62,237 2,635 487 48.897 5,037 10,030 36,464 18 5 1,348 9 5 2,333 10 10 541 8 9 13,403 12 603 19 9 54,695 19 3 930 PortAhuriri .. ........ ' , 36 809 11 7 19,585 4 8 3 10 967,348 12 6 69,400 0 018,149 18 6 211,296 18 0 .. .. •• •• Chief Accountant. Chief Accountant .. 9,385 2,973 4,572 16,811 33,741 516 .. .. .. I 13,447 10 3 .. 13,447 10 3 92 9 .. 1,147 Overseas Traffic. Overseas Traffic .. .. •• •• • • . •• •• [ ' i 1 Totals .. .. o™ OTA CAQ1 ->82 7M 3 4*9 4,760,735 1,423,608[ 2,707,6671,213,778 ! 3172,815 18 10142,931 6 4 96,735 12 8 2,625,539 14 0 69,400 8 2 4,32!,201 1 3 352,978 4,760,735 1,423,608 2,707,667 Totals. Kaihu Section— Kaihu Section— 784 2 453 1 955 8 10 59 9 7 193 12 0 5 17 6 1,382 6 8 160 11 0 3,757 5 7 17 1,500 7,630 1,513 Dargaville. Dargaville .. .. 190 166 10,208 5,824 16,388 53 47 515 784 2,453 1,9 566 16 9 0 17 8 1,371 3 2 2 0 10 2,222 19 4 47 515 784 2,453 DonneUy s Crossing. Donnelly's Crossing .. 31 .. 1,104 704 1,839 .. 17 1,500 7,630 1,013 26g 9 t 369 12 0 15 0 0 .. 681 17 1 .. .. .. •• District Office. District Office .. I • • 228 228 .. .. •" " \ 1 —— . Totals .. .. 166 11,312 6,756 18,455 53 M14 3,966 2,266 5 9 327 18 8 760 8 »j 376 7 2 2,768 9 10 162 11 10 6,662 2 0 64 Totals. Gisbobnb Section— GisbORVE Section— „„ ... . 0AQ , ,, 4 « 335 4 459 3 10 130 2 6 298 7 5 92 14 11 4,078 16 7 314 19 6 9,374 4 9 521 90,905 37,592 41,510 Gisborne. Gisborne .. .. 2,181 314 14,433 7,602 24,530 115 71 , 39 - 96-> 434 5 11 76 18 0 847 16 9i 3 14 8 10,686 18 10 3 11 10CV. 12,053 6 0 64 5,854 5,086 3,975 Te Karaka. TeKaraka .. .. 297 135 2,512 821 3,765 124 1,171 93,636 39,962 «4 6 11 98 13 2 8 8 0 7,841 15 7 10 5 1 10,990 3 4 733 13,477 334 4,801 Hotuhora .. .. 1,937 558 7,237 4,344 14,076 7 76 12,351 40,520 v # g 924 0 o| 7 0 0 Or. 12 13 4 1,621 9 o| .. | .. •• District Office. — : 13,343 42,947 1,318 110,236 43,012 50,286| 7,989 15 5| 844 18 8 1,244 17 1,028 1722,614 11 0 316 3 1 34,039 3 l| 50,286

27

D.—2.

STATEMENT No. 18—continued. Statement of Traffic and Revenue for each Station for the Year ended 31st March, 1928—continued.

5—D. 2.

OUTWARD. INWAED. Nombeb of Tickets. Timhnr . Stations. _ Number Cattle Hundreds'of Other Ordinary Season Parcels &c rjuggaje, Goods. Miscellaneous. Total 1 " e 'and' 6 S and P Hundreds of Other First- First- Second- Second- Season j Superficial Goods. Passengers. Tickets. ' ' Mails, <fcc. forwaided. Calves. Pigs. Goods. class class class class Total. Tickets.! Lalvea ' F1RS ' Feet. 6 Feet. Single Return. Single. Return. South Island Main Lines South Island Main Linbs and Branches— Number. Number. Tons. £ 8 . d. £ s. d. £ 8. d. £ s. d. £ s. d. £ s. d. £ s. d. Number. Number. Tons. AND Branches— Lyttelton 29 566 28 060 33 423 80 265 171 314 12,907 2,029 57,018 43,502 342,464 13,304 13 10 3,767 0 1 1,339 10 11 130 19 7 125,274 12 914,489 4 11 158,306 2 1 1,811 11,657 8,229 255,074 Lyttelton. (Wharf) " ' ' ' .... .. .. 16,631 .. .. .. .. 3,081 1 0 .. 3,081 1 0 .. .. .. 44,467 „ (Wharf). Heathcote " *492 3*365 3*006 19*931 26,794 4,076 .. .. 62 3,991 1,179 6 1 1,039 10 3 60 5 4 10 19 3 2,242 2 6 1 15 4 4,533 18 9 2 .. 1,193 7,531 Heathcote. Woolston " " 262 428 2 162 6 010 8 862 2 357 10 44 4,420 431 3 5 424 13 3 103 12 0 4 12 6 1,921 14 10 0 15 10 2,886 11 10 32 186 2,470 13,572 Woolston. Opawa " " 679 503 7,667 4,068 .. .. .. 403 13 5 567 12 3 20 3 5 8 4 5 0 16 7 0 11 1 11,001 12.... .. 9 Opawa. Christchurch (Coach) .. 44,370 43,444 118,956 202,857 409,627 29,980 .. .. .. .. 93,057 5 2 7,128 4 3 12,022 1 9 6,379 5 1 Or. 78 10 8 545 6 6 119,053 3 1 •• .. .. •• Christchurch (Coach). (Goods) !. .! .! .! .. .. 1.361 11 9,782 93,838 .. .. .. .. 96,870 7 7 3,261 7 7 100,131 15 2 1,181 939 107,584 344,560 „ (Goods). Central Booking offire 10 103 5 712 6 590 10 435 32 840 390 .. •• •• •• 41,130 3 1 3,707 7 11 3,388 11 5 20 13 0 O. 0 13 0 37 0 0 48,283 2 5.. .. .. .. Central Booking-office. Adlniton " 240 522 3 843 5 488 10 093 1 520 5,610 365,000 6,359 34,315 1 298 7 10 201 10 10 179 17 8 42 15 8 28,683 9 11 378 7 6 30,784 9 5 25,105 524,326 88,984 79,928 Addington. Riccarton !! !! 328 109 1,252 l,m 2,880 259 1. .. M24 5,329 391 17 1 46 13 10 23 11 10 12 7 0 1,782 9 10 2 2 8 2,259 2 0 6 .. 49,336 18,309 Riccarton. Pananui 883 "79 3453 3 205 7 819 1 603 83 .. 487 5,796 1,190 14 7 346 5 3 130 8 9 33 15 8 3,242 8 3 12 3 4 4,955 15 10 524 .. 18,528 10,474 Papanui. Belfast 23' 445 "'884 4 966 8 527 277 183 2,861 49 24.838 595 6 4 202 15 0 106 19 7 12 0 0 11,705 2 6 21 0 3 12,643 3 8 996 559,476 6,728 9,718 Belfast. Kaiacoi 400 357 5'927 ll'o96 n'780 595 460 10,337 533 24,955 2,752 7 10 551 16 7 429 19 7 63 18 7 11,224 16 8 39 10 7 15,062 9 10 393 193,530 3,836 8,984 Kaiapoi. Ranoiora 1049 1 616 ll'oi6 2l'489 35'l70 609 1,497 41,216 1 003 25,983 5,582 18 8 780 7 11 684 2 3 92 7 3 11,672 2 10 53 9 3 18,865 8 2 908 15,790 7,594 11,777 Rangiora. CurtT :: :: 5 16 365 So 596 60 300 2i;792 24 4,413 125 9 8 5116 9 23 16 1 5 12 3 2,697 2 6 0 12 7 2,904 9 10 118 9,766 219 2,139 Cust. East Oxford 7 5 428 1 404 1 844 20 884 56,292 ..! 2,376 245 19 7 19 14 6 353 0 5 6 2 5 2,994 5 2 1 10 10 3,620 12 11 297 13,724 1,265 5,577 East Oxford. Seft-on " " 51 105 841 '750 1 747 58 292 8,964 .. 4,879 339 19 11 52 18 8 73 5 11 4 17 2 2,249 16 4 9 10 7 2,730 8 7 250 4,517 231 1,992 Sefton. Amberlev 416 205 1 785 1 493 3,899 61 337 47,087 5 4,334 985 5 4 52 10 0 102 11 1 18 16 1 3,668 13 11 3 8 1 4,831 4 6 320 24,880 1,152 2,796 Amberley. Waipara " " 338 323 l'535 l'353 3,549 33 1,223 113,842 14 4,393 1,040 4 2 31 10 9 224 4 2 12 9 11 7,271 13 3 18 14 5 8,598 16 8 153 20,411 386 745 Waipara. Ca :: :: 195 90 010 406 1,601 11 1,399 59,805 33 1,932 810 8 11 8 15 0 248 5 0 10 5 6 4,742 9 10 16 6 7 5,836 10 10 282 14,456 2,544 4,765 Mina. Parnassus 717 125 2 169 427 3 438 7 1,262 64,794 .. 1,210 2,664 14 11 13 19 0 346 16 8 25 11 4 5,455 8 8 33 12 5 8,540 3 0 174 8,492 892 1,954 Parnassus. Waikari " !! 307 256 2!l61 1,430 4,154 43 252 26,429 24 3,731 1,074 5 1 51 9 1 105 14 6 2 10 7 3,000 11 2 17 3 7 4,251 14 0 116 5,492 995 3,031 Waikari. Hawarden 283 71 1 461 1 030 2 845 24 909 81,400 21 6,555 832 5 10 20 15 0 163 1 5 13 16 0 7,513 9 6 b 13 9 8,550 1 6 252 9,634 1,817 2,260 Hawarden. Culverden " 389 165 2'l66 '902 3,622 5 2,076 72,534 5 5,192 1,411 15 0 4 5 0 242 0 6 30 5 4 8,128 12 3 22 16 9 9,839 14 10 601 9,522 1,965 4,567 Culverden. Waiau !! 147 29 905 415 1,496 .. 538 55,423 28 1,688 631 7 4 .. 109 6 4 11 9 0 4,534 18 11 5 2 9 5,292 4 4 532 5,342 2,311 2,765 Waiau. Hornbv 66 212 1 920 2 701 4 899 158 1,531 8,795 14 55,847 932 9 7 115 12 6 27 17 5 6 14 10 21,730 10 3 9 18 0 22,823 2 7 2,062 15,408 1,707 41,979 Hornby. Prebbleton " " 21 6 715 1 281 2 023 88 10 196 .. 7,963 196 14 3 85 5 10 30 9 2 1 17 3 2,388 17 8 6 6 10 2,709 11 0 83 152 208 2,706 Prebbleton. Lincoln ' " 32 91 651 '806 1 580 51 1,125 49,158 51 15,355 293 18 1 53 3 8 119 12 5 6 19 8 5,147 18 6 12 5 0 5,633 17 4 214 5,181 544 4,500 Lincoln. Springston " " 9 1 300 606 916 41 611 24,800 453 10,912 101 3 11 31 12 6 39 6 5 1 15 1 4,455 5 9 2 7 2 4,631 10 10 41 2,964 230 1,981 Springston. Leeston .. !! 77 163 546 1,443 2,229 84 879 15,181 228 6,871 680 14 0 78 5 0 470 4 3 8 16 1 3,474 12 10 3 11 i 4,716 3 6 529 23,768 1,738 6,138 Leeston. Southbridge 104 13? 1 622 2 408 4,266 23 717 22,853 2 10,297 656 13 5 19 6 10 437 3 6 7 7 6 5,597 0 2 2 4 5 6,719 15 10 154 11,223 1,051 2,619 Southbridge. Little River 7 7 2*676 3'l49 5 839 64 4,134 138,123 26 2,933 1,889 8 0 77 10 10 402 12 8 10 13 10 5,525 14 5 31 13 1 7,937 12 10 1,311 33,970 1,211 2,949 Little River Islington " 138 108 2'431 4'429 7 106 217 73 3,185 337 21,809 595 0 7 172 9 11 77 19 5 6 15 2 9,514 4 0 2 1 6 10,368 10 7 1,623 366,950 9,408 11,206 Islington. Rolleston " " HI m l,lll 2,185 I 496 13 660 30,878 2 6,981 905 6 5 14 13 4 63 7 8 14 3 3 3,742 1 5 2 14 1 4,742 6 2 324 13,467 164 2,547 Rolleston. Kjrwee .. .. 40 34 651 811 1,536 37 167 20,010 25 3,345 289 11 1 28 17 6 28 10 2 4 4 11 1,877 15 7 2 4 4 2,231 3 7 72 13,984 330 2,351 Kirwee. Darfield 247 233 2 382 2 196 5 058 58 357 54,666 820 9,080 1,435 0 10 45 12 4 135 2 11 13 15 2 5,426 14 10 30 2 3 7,086 8 4 177 7,406 1,190 2,278 Darfield. Coalgate " 68 47 l'ooi l'l90 2 306 47 663 51,539 4 14,940 445 17 6 37 7 6 132 0 7 10 8 9 8,351 18 4 13 12 10 8,991 5 6 219 13,957 1,468 4,436 Coalgate. Sheffield " " 41 95 603 676 1 415 61 515 .. 434 6 3 73 6 0 278 16 4 5 8 10 2,314 9 0 1 16 6 3,108 2 11 112 10,798 705 2,789 Sheffield. Springfield " " 465 1 324 2,880 1,927 5,596 39 409 15,452 4 3,101 1,420 14 2 39 10 0 176 3 10 63 11 1 3,748 12 2 33 9 3 5,482 0 6 52 6,235 366 2,509 Springfield. Arthur's Pass .. 311 67 902 552 1,832 .. 11 655 .. 291 587 1 2 .. 23 3 4 12 14 10 249 1 8 2 16 9 874 17 9 31 5,561 209 585 Arthur's Pass. Otira 573 306 5 429 2 517 8 825 42 288 4,959 48,111 1,988 2,384 13 7 40 6 5 177 6 1 18 14 8 15,489 12 4 15 6 0 18,125 19 1 106 586 2,102 3,224 Otira. Moana ' " 69 58 1*644 l'266 3 037 14 434 1,308 94,088 1,925 644 16 1 27 5 10 307 19 7 7 10 11 18,117 11 10 3 4 4 19,108 8 7 491 1,846 388 1,887 Moana. Stillwater " 306 259 4'471 4'->98 9 334 158 14 90 54,815 33,766 1,332 13 1 81 10 2 143 2 9 14 15 5 21,665 3 10 4 13 9 23,241 19 0 44 66 498 6,620 Stillwater. Ngahere !! " 372 326 172 1,188 9,316 55,608 2,520 1,171 5 4 87 6 3 186 5 2 18 18 1 13,709 12 4 2 11 6 15,175 18 8 272 4,438 368 1,735 Ngahere Blackball .. .. 90 195 2,740 4,629 7,654 247 .. .. 1,812 125,188 1,383 16 10 192 16 6 54 12 1 7 0 1 33,252 5 2 5 2 1 34,895 12 9 49 189 1,609 4,234 Blackball. Ikamatua 196 188 1 395 1 069 2 848 88 362 6,437 13,349 4,309 878 16 0 72 3 2 183 8 4 12 14 8 6,182 18 5 1 15 11 7,331 16 6 179 2,215 747 5,280 Ikamatua. Reefton " " 1 91" 667 7'o65 4*37" 14'oi6 86 735 20,058 41,715 31,290 4,946 8 0 46 14 0 323 16 7 68 1 5 31,797 5 6 343 7 11 37,525 13 5 942 2,323 1,538 4,091 Reefton. Greymouth !! ". 3,553 97,337 2,934 720 1,338 18,859 12,021 19,496 11 1 1,300 7 8 2,056 1 5 512 3 2 15,402 6 9 6,647 17 2 45,415 7 3 1,931 7,025 13,511 23,527 Greymouth Wharf 2 437 3,225 .. .. .. •• 3,114 5 1 .. 3,114 5 1.. .. 289,120 235,901 „ (Wharfs Runanga .. !! * 9 *24 3i,246 13 .. 843 81,688 1,723 19 0 627 4 5 26 4 6 8 14 11 36,765 19 11 18 3 3 39,170 6 0 98 1,111 837 3,426 Runanga. Rewanui .. 1,066 3,247' 4,313 12,994 10 .. .. 131,798 350 8 & 2,437 4 3 1 16 9 0 1 2 58,254 15 1 229 16 7 61,274 2 4 37 .. 1,205 4,149 Rewanui. Kumara " , 337 3"6 2 262 1 618 4 543 38 848 5,526 117,057 2,648 734 17 8 33 1 1 72 17 3 9 15 7 21,213 1 5 12 18 8 22,076 11 8 193 1,375 415 2,945 Kumara. Hokitika :: ; 2,505 1,265 s',565 22,915 91 189 2,267 140,648 2,763 6,754 6 7 114 10 2 568 0 8 105 12 7 29,818 10 3 240 2 9 37,601 3 0 564 4,734 1,584 11,608 Hokitika. Ross 172 142 2 838 5 207 8 359 34 895 14,301 32,255 2,244 946 0 9 31 4 4 131 14 4 9 5 3 11,517 8 0 12 18 7 12,648 11 3 23 1,993 195 3,052 Ross. Dunsandel .'! !! 119 138 4,721 81 533 34,474 117 8,118 1,259 8 6 82 7 3 106 1 8 15 17 9 5,026 15 9 9 7 9 6,499 18 8 240 22,303 916 3,993 Dunsandel. Rakaia 457 498 4 275 4 976 10,206 341 726 92,431 3,980 21,220 3,298 9 8 352 1 7 285 18 10 46 0 3 15,537 9 2 17 11 10 19,537 11 4 230 38,890 1,047 4,504 Rakaia. Methven " 16 8 " 843 2 9"9 5 796 8 947 117,238 44 7,969 1,389 4 11 7 17 2 95 19 8 19 16 2 10,682 12 8 22 1 11 12,217 12 6 395 61,728 2,687 9,939 Methven. Chertsev " " 66 81 796 l'o93 2*036 58 1,030 36,500 2,981 10,587 402 10 61 60 10 4 76 1 10 4 11 10 12,204 9 1 5 0 5 12,753 4 0 114 72,147| 66 1,353 Chertsey. Ashburton " " 3,169 1,773 19,470 530 983 3,337 1,262 22,902 16,671 5 6 635 15 6 1,125 1 10 331 9 5 16,862 17 11 252 1 3 35,878 11 5 1,316 34,673 12,583 27,265 Ashburton. Tinwald .. .. 32 38 1,550 807 2,427 211 813 101,686 7,842 11,891 162 5 1 157 9 0 104 2 0 3 7 0 11,864 7 2 1 17 1 12,293 7 4 264 46,937 | 115 3,426 Tmwald. Mount Somers .. 33 28 372 538 971 57 350 14,388 12 1,889 310 17 7 50 5 0 168 7 T 6 14 1 2,045 6 6 10 6 2 2,591 16 11 130 12,901 1,268 4,262 Mount Somers. Hinds 49 66 1 102 1 636 2 853 107 295 75,996 170 9,480 512 2 6 91 10 0 46 12 6 8 7 1 7,230 4 11 2 13 8 7,891 10 8 212 21,991 155 3,460 Hinds. Rancritata " " 46 35 '459 '748 l'"88 22 : 54 21,410 3,689 2,470 276 4 4 15 15 0 48 15 1 6 10 3 2,257 18 9 10 18 7 2,616 2 0 36 12,248 333 1,431 Rangitata. Orarl *" " 759 265 2 844 2 312 e'l80 123 686 66,510 277 3,351 2,309 13 10 125 18 1 176 12 0 54 13 5 3,939 6 1 10 14 6 6,616 17 11 337 19,913 1,844 4,938 Orari. Winchester " " 73 114 1 1217 l'479 " 883 60 551 1,607 35 4,671 456 13 6, 46 3 2 61 2 11 8 17 4 2,223 17 6 18 17 9 2,815 12 2 206 5,0o9i 206 3,195 Winchester. Temuka !! !! 932 375 56 1,151 14,702 178 10,393 4,086 7 0| 76 2 4 483 0 0 96 4 4 6,526 16 6 31 16 3 11,300 6 5 434 8,572 4,284 9,624 Temuka. Washdvke 17 3 635 559 1 214 64 754 7,989 .. 14,846 199 17 8 48 15 0 36 16 11 1 3 1 6,630 16 7 0 17 6 6,918 6 9! 1,253 152,971 1,278 4,748 Washdyke. Pleasant Point " 85 51 1 967 1 486 3 589 28 203 57,330 14 7,948 492 12 6 22 0 0 71 1 1 14 0 3 4,347 14 2 12 18 8 4,960 6 8 263 10,567 889 3,864 Pleasant Point. 41burv '• 4« 33 'nee, '718 l'757 47 144 35[915 44 2,003 443 9 0 53 17 4 45 18 11 8 2 1 2,212 3 2 23 6 3 2,786 16 9 65, 3,103, 2,991 Albury. Fairlie .. .. 274 89 2,539 2,001 9 733 57,353 44 3,006 1,430 3 2 27 19 4 326 9 6 30 2 9 4,688 7 11 12 19 6 6,516 2 2 215 5,838, 3,647 6,543 Fairlie. Timaru 7 886 3 127 33 408 20 167 64 588 1,147 425 7,903 9,817 87,830 31,951 15 3 619 8 4 2,425 17 1 692 18 11 51,799 6 5 3,846 6 8 91,335 12 8 859 250,872 29,075 162,672 Timaru. (Wharf)' ' ' ' ' ' •• •. 50,075 .. .. .. •• 6,803 7 9 .. 6,803 7 9 .. .. ! .. 48,679 „ (Wharf). St Andrew's " "i22 "55 3373 *2 248 5,798 120 216 18,971 58 14,472 675 7 11 102 16 0 44 5 9 12 1 8 5,382 17 7 4 8 11 6,221 17 10 128 102,132 594 4,886 St. Andrew's. MatitiM :: 37 29 1000 743 1809 39 312 17132 30 4,457 336 5 3 32 13 4 44 10 6 6 9 10 2,086 15 9 0 7 1 2,507 1 9 122 7,556, 311 2,821 Makikihi. Studholme .. .. 490 346 2,203 5,511 60 492 39,489 .. 6,956 1,129 3 7 64 17 4 68 5 1 25 2 7 4,622 18 11 5 3 8 5,915 11 2 173 12,112 310 1,933 Studholme. Waimate .. .. 1,356 625 7,356 6,303 15,640 153 563 47,086 136 7,968 4,658 3 7 111 16 9 778 0 0 108 10 5 7,309 8 1 60 0 4 13,116 17 11 308| 4,110 5,925i 14,007 Waimate. Morven 66 71 811 948 1 896 31 118 42,883 .J 8,520 498 4 5 27 0 0 29 6 6 5 5 10 5,874 15 10 10 7 6 6,445 0 1 77 6,681 5261 2,311 Morven. Glenavv " " 40 31 1 069 767 l'907 117 176 18,078 .. 4,443 360 1 11 103 11 6 95 19 10 7 3 10 2,385 7 7 8 13 6 2,960 18 2 46 8,226 900 2,471 Glenavy. Pukeuri Junction " 13 18 l'o83 528 l'642 18 483 38,257 65 13,714 138 12 3 13 1 3 105 14 7 7 7 1 8,300 17 0 10 0 8 8,576 1 10i 423i 140,960 810 4,278 Pukeuri Junction. K :: 2 2 633 368 86 261 33,375 12 3,618 200 4 10 77 2 3! 82 2 7 4 10 11 3,465 18 3 2 18 7 3,832 17 5 83 7,570 1,161 2,010 Duntroon. Kurow 64 30 2 534 2 748 5 385 40 274 30,831 24 3,722 1,232 11 5 32 7 6 139 19 6 15 15 2 5,323 15 7 16 7 6 6,760 16 8 247 3,406 3,485 5,322 Kurow. Oamaru " " 3 648 1 819 22'o87 is'911 43'465 165 735 27,056 2,173 25,483 16,725 1 10 159 8 7 1,431 14 2 591 3 1 13,808 7 1 808 4 0 33,523 18 9 1,089| 8,936 21,163 52,252 Oamaru. Breakwater " ' 16 10,530 .. .. .. .. 2,270 0 4 861 17 6 3,131 17 10 12 .. 27,448 Breakwater. Waiareka Junction " "l2 " 8 " 430 267 "717 "l 414 26,466 .. 14,702 84 14 8 0 15 0 63 0 5 2 10 3 8,261 0 7 37 7 11 8,449 8 10 192 19,256 84 3,113 Waiareka Junction. Ngapara ;; \ _ 73 7 gg 95 2 ; l75 2 7,809 22 10 5 .. 30 11 1 0 1 6 2,963 11 6 0 6 3 3,017 0 9 179 10,282 1,060 8,336 Ngapara. Maheno 108 121 2 402 1 457 4 0881 83 2,086 23,365 35 6,166 582 1 11 63 16 6 440 7 2! 7 12 1 4,300 0 4 6 0 1 5,417 18 l 1 166 16,304 050 5,075 Maheno. Hampden " " 198 118 l'618 ' 873 2,807 50 626 23,326 .. 8,750 715 7 1 22 14 0 206 4 2| 11 14 0 5,271 5 7 50 0 5 6,277 15 0 178 6,314 084 4,501 Hampden. Palmereton 1,146 7 4 11 280 8,286 21 426 180 602 51,719 68 ! 20,598 3,530 3 9 138 8 1 608 15 0 43 5 0 11,162 11 1 113 12 9 15,596 16 5 507 3,824 1,389! 7,7111 Pataerston. Makaraeo 12,252 .. .. .. •• 4,879 19 8 .. 4,870 10 8 1 23o 69 3,103 Makaraeo. Waikouaiti !! '278 "l76 i,*661 '4,595 " i&4 26,202 ' 105 1,328 804 16 4 161 10 6 238 2 91 17 2 3 2,461 11 2 2 10 2 3,776 2 2 699 9,714, 2,392j 4,724 Waikouaiti. Seaclifi 351 375 4 561 3 768 9 055 402 271 2,414 146 649 1,367 8 2 161 16 10 174 14 5i 6 14 5 780 2 10 I 9 10 2,492 6 6 555 4,1831 1,750] 7,346 Seacliff Wtitfti " " ie '253 3 323 3 296 7 108 88 219 1,679 571 819 681 3 8 69 6 11 198 19 2; 4 4 6 485 1 10 111 1,439 17 2 207 1,689| 212! 2,250 Waitati. Port Chalmers Upper " 190 *"47" 1' s'378 7'730 131 94 1,585 .. 75 1,065 4 4 66 0 11 264 3 7 11 4 6 112 10 8 0 10 4 1,519 14 4 4 416 2 9 Port Chalmers Upper. S™TbL7 271 1"41 4 837 13 077 19 427 4 495 114 703 .. 65 083 6 81 1,037 18 0 16 3 11 6 0 11 126 5 5 0 15 9 2,170 10 8 118 347; _ 56: 3,421 Sawyer's Bay. Port Chalmers .. .. 1,425 lli645 10,831 3 8 188 50,158 4,260 10 7 3,377 7 9 220 13 6 36 4 8 18,384 3 2 1,304 3 6 27,583 3 2 0 / 93: o,279| 58,446 Port Chalmers. f J J_ L I I !

D.—2.

28

STATEMENt No. 18—continued. Statement of Traffic and Revenue for each Station for the Year ended 31st March, 1928—continued.

outward. inward. Number of Tickets. Stations. Number Catt]e sheep Timber, Timber Stations First- First- 1 Second- Second- Season Pies Superficial Goods. Passengers. Tickets Parcels, &c. Mai?f a &c' tloods. Miscellaneous. To^wnrried 6 and and P Hundreds of Otherclass class class class Total. Tickets. CalTe "- Pl 8 8 - Feet. K S - Mails, 4c. forwarded. calves. Pigs. Superficial Goods. Single. Return. J Single. Return. ieet. South Island Main Lines „ T ,, and Branches—contd. „ , SoT7TH Is " ND MirN Number. Number. Tons. £ 3. d. £ s. d. £ «? d £<?d £ s d f q H m AND .BRANCHES—contd. Burke's .. .. 270 892 1,237 5,782 8,181 2,152 1 .. 1 313 12 9 715 15 5 9 19 6 2 2 1 6 16 2 0 12 1 1,048 18 0 4 '>0 13 Burke's Ravensbourne .. .. 1,114 3,959 4,360 16,318 25,751 6,164 .. .. .. 74 673 17 7 1 671 10 9 19 2 11 fi « 4 Cr 0 4 1 9 9 9 T71 17 fi i « , n C Dunedin (Coaching) .. 27,506 31,751 108,490 214,806 382,553 18,423 .. 131,364 16 7 10,323 6 11 16,802 2 9 3,521 13 3 CV. '8 5 4 549 6 5 uJittS 0 7 !! .. ' DunedS (^'hing). ,, (0rOOds» .. .. .. .. .. .. .. 1,347 723 27,622 122,873 .. .. iai 3*4 16 5 I 621 3 7 162 Q96 0 0 1 485 1 9Q9 109 749 061 0 Caversham .. .. 409 486 4,780 9,438 15,113 2,219 .. .. 78 787 1,492 5 9 281 17 11 103 ' 0 9 26' 1 2 's'8 16 1 * 2 9 5 10 1 ' 1 S[ rreTn'l-land " " !qi 1 til 5'ono In'lvl I'm 2 ' 614 46 > 443 129 40 - 7 ® 1 a 604 19 3 29 4 3 3 17 11 18,917 10 6 88 3 6 20,097 7 8 20,612 406,105 5,091 40,124 Burnside. SsS*:: :: % \:% S IS S:S W5? :: :: :: 3 S Sii I ijS 1 ! t SSI hi 10 , *A g } A£ ? $ 1 :: E « Wingatui .. .. 230 900 3,803 11,137 16,070 2,094 817 13,656 20 9,433 1,345 0 0 591 5 4 72 0 4 14 6 11 5 5 1 6 2 6,'832 4 2 655 4,423 803 Wingatui! " !! 315 135 1J35 442 L\027 l 'tfl .. 3 '<S77 957 7 1 9 i 18 I'll3 110 4 14 1 4*235 18 6 131 3*151 4'l89 ™£ d^ rch - .. .. 632 224 1,624 656 3,136 11 433 34,588 134 2,280 1,657 13 3 38 12 8 345 9 6 15 4 3 2 8 9 20 8 2 16 7 137 l'610 3,'285 Ranfuriy. Oturehua 143 48 735 403 1,329 16 829 51,189 35 1,661 719 1 11 13 11 3 214 15 11 10 2 3 6,5!8 3 4 3 2 4 7,558 17 0 14 5,632 I 010 1,500 Oturehua. Omakau .. 369 152 1,410 477 2,408 1 362 41,402 2 1,374 1,298 0 1 29 16 3 267 6 3 6 19 10 5,419 8 7 7 4 9 7,048 15 9 225 6,728 2,576 4,499 Omakau. " m J 79 l'fun Qn o'fiBB 63 ?'i° 8 1 '«kq 10 10110 ° 256 8 8 12 13 8 4,0(1 13 8 35 4 2 6,046 14 1 207 3,027 3,233 4,780 Alexandra. u y de •• •• 308 72 949 311 1,640 90 81 2,888 138 1,042 659 19 2 87 18 1 118 10 11 7 5 3 2 0'6 19 11 16 5 11 2 006 19 3 1 1 PIttHA Cromwell .. .. 944 210 2,671 977 4,802 8 946 27,912 9 4,819 3,326 17 5 7 2 9 519 2 5 26 18 4 9 662 0 9 15 6 3 13 557 7 11 131 3 4 982 e'o23 Cromwell Outram " 2 ' 6 ifi 3 !'® 39 9 |> 68 8 >03 5 15 12,124 5,151 6 5 2,916 13 3 320 12 4 128 15 2 17 11 26 14 3 12,'029 19 4 534 l'l58 2,'ll3 Mosgiel. ' 54 46 3,562 1,550 5,212 -95 299 2,877 22 7,280 432 12 3 147 7 7 45 14 0 4 6 0 1,8(6 15 8 5 3 2 2,441 18 8 313 2,203 2,368 8,166 Outram. 284 3,3 f 8 3,6 o 8 07 ® 88 }i ,87( ? 20 3, f 09 1,063 13 3 44 18 4 289 19 11 4 13 2 1,8:9 2 3 3 18 11 3,226 5 10 916 8,858 1,289 9,851 Allanton. iviiiDurn .. .. 14 65 627 /34 1,440 Si 386 12,111 149 49,125 222 8 4 13 9 0 36 15 3 2 18 1 16 2£7 14 5 269 17 "> 16 843 2 6 193 4 68") 1 Ott 18 391 Milhnrn Waitahuna " 1 ' 1 «t 6 'fir! 8 '° 3 ® 16,767 12 f fa'Ion 137 5 'ofn i 2 H 11919 1 434 1 8 63 3 6 9,'239 0 8 203 4 11 151479 12 9 476 Milton.' V\aitahuna .. .. 63 42 573 948 1,626 1 267 18,129 65 1,564 280 18 0 1 0 2 111 10 6 7 10 6 1,2S9 1 10 6 11 7 1,706 12 7 61 2 391 1 842 2 738 Waitahuna Lawrence .. .. 684 380 3,507 3,084 7,655 11 372 19,630 286 1,499 2,213 3 5 20 5 10 349 4 0 26 14 9 2,5{0 4 7 17 11 11 5,226 4 6 120 1,260 2,'558 Lawrence. Pnlw,,h Iat " 200 67 1,342 407 2 ' 016 5 68 8 ' 753 756 3,279 564 8 0 8 3 6 113 7 4 14 17 8 4,777 8 3 583 2 8 6,061 7 5 122 1,488 8,400 4,683 Miller's Flat. g " " •• •• •• •• '• '• 1 2 > 100 •• 1 ' 62 9 •• .. 8 4 3 0 8 4 2,535 14 4 0 12 9 2,545 19 8 1 34 1,495 486 Roxburgh. F ' at •• 73 }H ® 98 „ 912 J' 8 ®!? 49 103 17,106 20 24,075 283 18 6 52 8 2 37 9 10 2 19 0 10,927 2 101 282 17 2 11,586 15 6 151 3,248 627 2,596 Lovell's Flat. ?> 4,125 3,247 7,717 112 4,643 6,275 34 62,771 1,401 17 2 135 13 4 186 13 0 16 0 1 33,895 5 8 1 193 1 4 36 829 10 7 1 606 2 837 1 469 4 750 Stirling Balclut ■' '• 1,709 1,145 13,801 9,797 26,452 135 1,605 72,013 527 9,279 9,844 3 6 246 7 7 1,062 13 5 120 4 7 12,02) 3 7 72 1 7 23'365 14 3 l'427 38 461 4 544 13'6°9 Balclutha Tahakopa ' " 2'5SS J'? 23 " 32,330 6 ' 392 }'? 78 3 2 28 5 10 329 1 9 32 3 6 17! 65-4 16 11 17 11 0 19,944 2 2 'foo 60,970 I'M Owakt P " " 157 122 3,406 5,108 8,793 6 132 3,332 31,666 962 1,180 10 7 500 135 73 478 7,71$ 14 8 58 6 1 9,102 6 3 170 5,897 106 2,985 Tahakopa. Waiwera .. .. 37 30 743 739 1,549 14 511 33,913 .. 1,223 391 2 1 25 15 7 347 17 11 6 6 0 2,724 5 2 3 11 4 3,498 18 1 49 4 252 964 5 874 Waiwera "J. " " 332 351 6,688 5,338 12,709 52 338 32,570 17 1,995 3,002 1 11 89 14 11 96 17 8 22 7 10 3 06l 7 4 15 9 6 6 287 19 2 171 4 925 645 5 658 Clinton fint " " lg ™ i'S 1 *058 o'I76 l''™ V,'™ ,f 5 'Jf? S? 4 2 9 7 4 170 11 7 10 7 7 ll n! 116 5 K \l 4 l'S 2 ,0« SgSd. Kplio 07 ?Q KQQ 'aaj f 12 „I 17 9 4 4 10 104 15 5 19 15 3 1,23s) 14 2 4 1 10 2,239 16 3 150 1,253 1,643 5,584 Tapanui. 27 19 593 444 1,083 1 233 18,239 4 2,116 308 9 4 0 15 0 40 11 0 6 8 7 2,557 17 8 9 15 2 2,923 16 9 57 3,379 283 3,436 Kelso. r®" 0t " o QftQ , 1,7,17 .. 870 399 47 > 397 13 2,518 900 6 1 16 17 1 121 14 6 16 9 3 5,851 18 11 5 10 5 6,916 16 3 189 4,641 1,008 6,233 Heriot. Riversdale " " 'oq Vn o'/vfu t'tnl 70 2,093 ® 2,7 ®i' 1,595 2 ®' 043 15,081 0 5 408 19 7 1,539 9 8 243 2 3 19,06') 16 8 149 9 11 36,482 18 6 1,510 17,016 9,317 33,923 Gore. Mataura " 9q? 7'Hl lfi'lla> dH ! o'fol n , 65 , Ico 2 8 70 3 7 200 4 9 13 2 10 9,671 7 4 15 15 11 10,761 17 1 353 5,937 3,604 16,387 Riversdale. Fdendlt " ™ "2 !'!«? ffi7 O?' ' 33 • 3,263 15 4 304 15 10 174 12 0 33 17 6 14,662 6 6! 20 16 si 18,460 3 10 849 57,757 1,085 13,797 Mataura. 301 206 3,875 4 ' 461 8,843 167 2,426 21,085 .. 4,768 2,870 8 0 152 6 4 144 0 1 28 8 7 6,650 11 3 69 13 11 9,915 8 2 712 16,183 2,016 13,400 Edendale. Woodbinds " " lfi I'll* I'aIh I'llt 11 927 io'2?! 47 2,832 } ,442 n 7 36 9 3 201 19 6 12 12 11 4,04117 5 2 10 0 5,738 6 8 368 5,315 2,068 9,953 Wyndham. Invereanrill (Coaching) " 8 085 9 oil 57'q88 77'tm 4 7qf ,782 44 ' . 1,163 17 6 87 18 9 83 14 7 9 13 5 4,142 13 2 4 7 9 5,492 5 2 323 15,719 2,313 18,887 Woodlands. Invercargill Coachi g) .. 8,085 9,036 57,988 77,407 152,516 4,791 .. .. .. .. 52,616 2 9 3,877 7 10 4,340 1 7 929 15 7 Cr. 18 9 3 195 6 6 61,940 5 0.. .. .. .. Invercargill (Coaching). Waimahftkft "ss " „ ;" Qfi7 JA '' 5 > 521 4 i'li 7 46 '224 70,793 .. .. .. .. 54,96S 12 0 720 6 8 55,688 18 8 3,412 28,676 38,614 145,402 „ " (Goods). " " 35 32 5,967 6,203 12,237 104 1,585 23,635 23,764 3,674 741 8 3 81 0 0 344 8 5 2 5 5 7,741 14 7 7 10 2 8,921 6 10 640 8,288 1,601 19,277 Waimahaka. B1Uff (Wharf) 968 2 ' 401 j 7 ' 381 22,832 33,582 1,284 86 40 9,925 113,564 4,789 0 7 1.044 15 5 528 7 0 40 1 6 49,839 6 11 5,123 14 5 61,365 5 10 475 127,941 58,504 73,363 Bluff. Thornburv " 190 l'49n I'!™ f'wq 1,356 44 " 646 2,855 27,791 283 0 8 166 0 5 115 17 10 4 10 0 11,'930 5 7 8*7 5 12',508 111 95,531 i,740 14! 196 Ma'kari^^'" Riverton i m 3 1 'of ' 815 ' ' 373 16 2 122 12 2 49 10 9 4 4 3 4,092 18 7 3 17 11 4,646 19 10 211 4,085 549 8,568 Thornbury. 532 5,94- 1,560 8,337 248 448 7,381 26,670 3,134 2,008 0 2 207 5 10 280 14 6 22 5 6 7,722 16 10 18 18 5 10,260 1 3 365 1,795 1,217 6,039 Riverton. ToataDere III osfl 491 if'So 28,959 2,045 1,378 11 0 122 8 0 191 17 2! 7 0 0 9,515 6 11 3 6 0 11,218 9 1 186 3,982; 516 4,120 jfOrepuki. Otantan Vwn a V, 171 568 ]',r, 45,223 6,736 2 ' 454 14 3 33 17 5 375 13 3 8 15 8 16,630 14 7 35 18 2 19,539 13 4 354 3.986 1 214 4,191 Tuatapere. wSrio lfifi Jqr s'ms I7 44,454 15,438 7,785 876 2 9 157 5 2 165 12 11 9 11 10 7,342 1 9 11 9 0 8,562 3 5 285 ! 5,607 386 8,442 Otautau. Winton J? 6 i 96 [ 2 ' 2, ? 50 i 5,918 87 112 , 5,183 16 206,092 1,189 70 69 26 67 88 740 138,974 8 4 2,764 12 3 143,072 2 9 256 2,183 6,149 13,199 Wairio. 1 U ~ | 6,503 4,193 11.420 455 1,565 127,217 19,453 54,546 2,007 4 8 397 2 10 514 10 6 23 2 2 30,06S 14 6 60 16 1 33,069 10 9 712 19,374 2,716: 15,860 Winton. Klno-ston " o',,? 21 ? 750 46 > 646 256 10,700 3,244 7 9 199 12 0 605 7 0 27 8 9 8,51S 2 6 16 12 7 12,611 10 7 456 18,224 2,164 17,517 Lumsden. Through traffic (Lake " 313 1,441 4 4 1 12 10 23 17 4 75 0 6 453 13 1 2 4 1 2,002 12 2 90 3,103 1,387 3,373 Kingston. Wakatinu) 16 7,970 135 1,914 " - •• •• 3 ,290 19 0 .. 3,290 19 0 102 1,139 2,059 4,283 Through traffic (Lake Wakatipu). Oversetrtr^c 111 " 6 ' 592 2 ' 854 20,708 35,858 262 .. .. .. .. 31,757 14 8 18,743 10 5 .. 44,100 13 2 18,297 0 0 7,950 10 8 120,849 8 11 .. .. .. .. Chief Accountant. Overseas traffic .. •• -j jj - 42 79 18 1,996 .. .. .. .. 12,374 4 3 .. 12,374 4 3 42| 79 18| 1,996 Overseas traffic. Totals ■* 193 'I 3 ] I82 » 9 48 878,0331,266,823 2,520.935166,255102,893 4,224,305j 1,064,524 2,788,109 645,488 11 1 81,054 11 3 71,936 8 6 60,001 17 1 1,869,774 0 6 56,642 9 1 2,784,897 17 6 102,893! 4,224,305 1,064,5241 2,788,109! Totals. I | Westport Section— West port .. 175 229 11,360 8,955 20,719 247 100 1,762 1,701 10,507 2,658 15 2 136 1 3 452 4 s 33 0 3 12 19$ 16 0 9 220 17 10 24 699 15 2 41 334 8 075 632 525 Westnort Waimangaroa Junction.. 0 22 3,281 3,615 6,928 185 2 0 64 9,282 265,736 509 18 7 97 17 11 115 10 1 3 5 4 Io,4® 16 10 15 's 41,'l74 0! " III I'M S wSmCgaroa Junction. nfflno " " ,598 25 ? 26 270 3,294 371,153 2,281 0 0 181 18 6 153 4 0 7 15 2 67,847 18 8 2 9 7 70,474 5 11 102 1,516 2,541 8,439 Granity. District Office.. .. .. „ 424 424 5 .. •• .. 51 12 3 492 1 5 .. 616 0 o| .. 249 10 0 1,409 3 8 .. ! .. ! .. .. District Office. Totals "■ 242 310 23,190 24,927 48,669 695 146 2,096| 14,277j 647,396 5,501 6 0 907 19 1 720 18 9 660 0 9} 120,459 11 6 9,507 12 8 137,757 8 9|| 146! 2,096j 14,277| 647,396! Totals. 1 1 Nelson Section — Port Npkon NELSON SECTION— Nelson " " 'ifi« "iB9 ic'.n,: 00 ** *",„ " 4,631 " •• •• •• 333 7 4 .. 333 7 4 .. .. .. 472 Port Nelson. W»kefiplH " " 7D I'tll Ia 22 1,044 8,314 4,134 14 2 614 8 6 296 10 3 62 6 6 4,293 13 2 134 1 0 9,535 13 7 482 11,235 7,757 17,812 Nelson. Kohftn " " OK I 9 'lit 4,58 t 8,758 64 227 <,000 585 8,567 701 0 1 31 15 2 86 12 4 9 5 4 2,993 8 5 4 8 3 3,826 9 7 2s 256 745, 5,204 Wakefield. Pl-n,. " " 35 43 . . r 33 1,253 1 328 7,312 5,874| 5,155 207 16 9 2 7 10 238 12 1 4 17 1 2,945 14 7 1 8 10 3,400 17 2 31 1 1,355 156 1,344 Kohatu. District Office '' " sal 'III "9 136 ' 1,748 970 398 17 0 .. 21 1 9 5 11 9 1,595 5 6 3 12 2 2,024 8 2 172 5,693 593 2,805 Glenhope. Overseas traffic " * " " " 73 4 3 640 18 4 .. 981 8 0 9 0 0 .. 1,704 10 7 .. .. .. .. District Office. __U " '' '' 5 J • • I 336 .. .. .. .. 612 4 9 .. 612 4 9 5| .. .. 336 Overseas traffic. Totals *' 680 653 18,014 23,567 42,914 777 718[ 18,639[ 9,25l| 27,973 5,515 12 3 1,289 9 10 642 16 5 1,063 8 8 12,782 13 9 143 10 3 21,437 11 2 718| 18,539| 9,251| 27,973j Totals. | • 1 Picton Section— Picton Section Blenheim " " 1 ffio o'S? , 181 90 2,073 20,928 1,707 13 0 293 5 3 131 2 7 35 1 9 11,389 14 10 2,158 13 1 15,715 10 6 394 120,091 245 20,765 S® rrl ■■ '■ 3 ' 8 ] 6 1,4 5 2 9, ?f 1 f ,98 t ,07 13 9,044 2,200 23,711 3,359 16 1 365 6 1 439 14 6 106 13 11 11,538 5 0 148 18 2 15,958 13 9 503 30,804 2,018 26,777 Blenheim. TWrict OffW " " fin 9 ?9 11 363 23,755 180 6,437 1,158 13 8 10 1 6 250 9 2 4 4 0 2,804 10 0 0 5 0 4,228 3 4 725 30,894 2,19ol 3,534 Ward. " 2 540 544 .. .. 67 14 5 553 8 1 .. 862 8 0 * 2 0 0 0 1 7 1,485 12 1 .. .. .. ! .. District Office. Overseas traffic 31 .. .. 52 .. .. .. .. 461 11 8 .. 461 11 8 3: .. .. 52 Oversea* traffic. — Totals .. 7,709 2,084 19,866 13,952 43,611 777 1,625 181,78»| 4,453 51,128 6,293 17 2| 1,222 0 11 821 6 3 1,008 7 8 26,196 1 6 2,307 17 10 37,849 11 4 1,625 181,7891 4,453| 51,128 Totals. — :— Lake -Wakatipu TTI7 Steamebs- l £ ke Wakatipu S T E A M E E S — Totals .. 2,584 1,600 5,806 7,510 17,500 22 201 13,272 3,429 7,019 4,177 11 1 168 9 10 330 11 7 64J 0 1 4,524 13 10 40 15 6 9,885 1 11 201 13,272 3,429 7,019 Totals. I J

29

D— 2,

6—D. 2.

STATEMENT No. 18a. Classification of Goods and Live-stock Traffic and Earnings by Commodities.

Year en( led 31st Mi •eh, 1928. Year ended 31st March, 1927. Commodity. Tonnage carried. Per Cent, of Gross. Tons one Mile. Average Haul. Total. Per Per Cent. Per Ton. Ton of Gross. Mile. Revenue. Tonnage carried. Per Cent. „ Average of Gross. one mile. Hlml Total. Reven Per Cent, of Gross. Revenue. lue. Per Per Ton. : Ton Mile. Products of Agriculture. Grain Meals Fruit Root crops, fodder Flax, green and dressed Seeds 300,047 126,580 37,792 163,897 36,662 27,232 4-08 1-72 0-51 2-23 0-50 0-37 13,498,145 7,269,043 6,784,803 9,929,457 1.912,435 1,525,012 Miles. 45 57 180 61 52 56 £ 127,361 63,333 46,393 78,206 21,526 19,045 2-70 1-34 0-98 1-66 0-46 0-40 £ s. d. 0 8 6 0 10 10 1 4 7 0 9 7 0 11 9 0 14 0 d. 2-26 2-09 1-63 1-88 2-70 2-99 251,837 98,829 46,377 193,206 29,588 22,703 3-45 1-35 0-64 2-65 0-41 0-31 12,821,933 6,541,665 7.653,026 10,639,053 1,792,036 1,076,881 Miles. 51 66 165 55 61 47 ' £ 112,051 54,948 56,756 87,911 20,573 14,354 2-42 1-18 1-22 1-90 0-44 0-31 £ s. d. 0 8 11 0 11 1 14 6 0 9 1 0 13 11 0 12 8 d. 2-09 2-01 1-77 1-98 2-75 3-19 692,210 9-41 40,918,895 59 355,864 7-54 0 10 3 2-08 642,540 8-81 40,524,594 63 346,593 7-47 0 10 9 2-05 Animals and their Products. Cattle and horses Sheep and pigs Meat Batter Cheese Wool Dairy by-products Fat, hides, skins Fish 139,317 371,439 178,590 94,982 75,275 135,184 16.007 36,467 6,794 1-89 5-04 2-43 1-29 1-02 1-84 0-22 0-50 0-09 10,622,857 27,339,334 4,343,930 5,930,099 3,378,544 7,181,122 1,359,199 1,567,661 1,124,926 76 74 24 62 45 53 85 43 166 185,704 381,811 110,557 106,587 74,912 137,407 17,132 38,484 10,125 3-94 8-09 2-34 2-26 1-59 2-91 0-36 0-82 0-21 1 6 8 10 7 0 12 5 1 2 5 0 19 11 1 0 4 1 1 5 1 1 1 1 9 10 4-19 j 3-35 6-10 4-31 5-32 4-59 3-02 5-88 I 2-16 118,502 356,094 148,102 86,630 71,462 134,286 12,220 34,367 8,341 1-62 4-88 2-03 1-19 0-98 1-84 0-17 0-47 0-11 10,064,853 25,354,566 3,677,945 4,865,818 3,511,480 6,837,151 1,122,605 1,518,076 1,306,386 85 71 25 56 49 51 92 44 157 178,900 364,460 94,290 90.459 77,436 133,400 14,177 37,373 i 13,867 I 3-85 7-85 2-03 1-95 1-67 2-88 0-31 0-81 0-30 1 10 2 10 6 0 12 9 1 0 11 118 0 19 11 13 2 119 1 13 3 4-26 3-44 6-15 4-46 5-29 4-68 | 3-02 | 5-90 2-55 i Products of Mines. Agricultural lime Coal, imported Coal, N.Z., hard Coal, N.Z., brown Road-metal Lime and coke 1,054,055 14-32 62,847,672 60 1,062,719 22-52 1 0 2 4-05 970,004 \ 13-29 58,258,880 00 1,004,362 21-65 10 9 4-14 116,428 75,542 1,102,183 1.012,946 277,217 54,596 1-58 103 14-98 13-77 3-77 0-74 7,090,310 1,940,354 36,883,446 121,434,819 6,833,613 3,370,865 61 26 33 120 25 62 36,981 31,430 286,537 576,343 49,811 24,589 0-78 0-67 6-07 12-21 1-06 0-52 0 6 4 0 8 4 0 5 2 0 11 5 0 5 7 0 9 0 1-25 3-88 1-86 I 1-13 | 1-74 1-74 102,992 81,592 1,089,464 951,643 336,537 55,244 1-40 1-12 14-92 13-04 4-61 0-76 6.989,926 2.337,763 33,363,403 114,512,204 9,070,149 3,510,971 68 29 31 120 27 64 35,035 0-76 35,160 0-76 269,384 5-81 539,518 11-63 64,112 1-38 25,337 0-55 0 6 10 0 8 7 0 5 0 0 11 4 0 3 10 0 9 2 1-20 3-61 1-93 1-13 1-69 1-73 Products of Forests. Timber, imported Timber, N.Z. Firewood, posts, &c. 2,638,912 35-87 177,553,407 67 1,005,691 21-31 0 7 8 1-35 2,617,472 35-85 169,784,416 65 968,546 20-89 1-37 0 7 5 32.707 537,856 127,997 0-44 7-31 1-74 1,628,804 60,709,948 9,690,938 50 113 76 33,675 501,530 49,277 0-71 10-64 1-04 1 0 7 0 18 8 0 7 9 4-96 1-98 1-21 45,561 617,882 140,009 0-62 8-46 1-02 2,045,083 68,062,589 10,615,477 45 110 76 41,707 i 0-90 565,099 12-18 53,698 , 116 0 18 4 0 18 3 0 7 8 4-89 1-99 1-21 Manufactures, &c. Benzine, gasoline, kerosene .. Cement (N.Z.) Manures 698,560 9-49 72,029,690 103 584,482 12-39 0 16 9 1-94 803,452 11-00 | 80,723,149 100 660,504 : 14-24 0 6 o 1-96 i 89,977 78,481 I 586,007 1-22 1-07 7-96 7,635,276 9,519,346 36,371,287 85 121 62 172,747 75,842 261,313 3-66 1-61 5-54 1 18 10 0 19 4 0 8 11 5-42 1-91 1-72 61 , 753 78,236 441,396 0-85 1-07 6-05 5,022,954 I 7,796,413 31,604,880 81 100 72 118,694 67,650 \ 201,923 2-56 1-46 4-35 1 18 5 0 17 3 0 9 2 5-67 2-08 1-53 754,465 10-25 53,525,909 71 509,902 10-81 0 13 6 2-28 581,385 7-97 44,424,24! _ ■ 76 388,267 8-37 Miscellaneous 0 13 4 2-10 62,035,702 «" 1,520,195 20-66 41 1,199,940 25-43 0 15 10 4-64 . 1,684,899 23-08 61,158,246 j 36 1,269,806 j 27-38 0 15 1 4-98 Totals 7,358,397 ! 100-00 468,911,275 64. i 4,718,598 10000 0 12 10 2-41 i 7,299,752 100-00 454,873,532 | 62 4,638,078 100-00 j 0 12 9 2-44

31

D.—2,

STATEMENT No. 19. Statement showing Mileage, Capital Cost, Traffic, Revenue, and Expenditure of New Zealand Government Railways from 1st April, 1920, to 31st March, 1928. MILEAGE, CAPITAL COST, TRAFFIC, AND REVENUE.

7—D. 2.

Passengers. Season Tickets. Coaching. Year. j Miles. Capital Cost. Train-mileage. — Cattle. Sheep and Pigs. Timber. Number. | Revenue Number. Revenue. Revenue. (Number.) (Number.) (Tons.) — ——— ! — I I £ £ £ ! 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 7m " ' 3 '2 3 ° 39,309,097 8,717,265 14,262,440 2,212,'633 4721865 205,594 339,482 279,904 7,635,515 70Q™1 Jnoo Jno? " 3,037 40,275,161 8,346,731 14,256,610 2,216,514 485,681 204,106 393,322 293,930 7 367 763 663213 1923-1924 .. 3,053 41,399,427 9,024,503 13,836,311 2,136,999 525,744 212 601 406 832 320 434 7 723 971 724ilfi 1924-1925 .. 3,085 44,570,746 9,083,623 12 424,012 2 077 625 537 554 210 946 417 550 351873 8 105 597 1925-1926 .. 3,138 45,794,199 10,319,407 111787,278 2:J7l!498 600!272 409 207 891 649 8 209 965 ?o'fi 1 .. 3,164 47,195,948 10,723,864 10,274,878 2,045,348 585,078 258,832 377,367 391|062 8 902 511 663*442 1927-1928 3,180 49,014,832 10.838,594 9,272,547 1,886,833 632,741 258,463 379,933 1 459,742 I 9.299,715 570,'558 G00dS ' TOta1 ' Goods Revenue. B^5^ou r , Commissfon. Total Revenue. per TrliS-mile. Tons. Tons. £ ', £ £ £ ,3 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 6P 1922-1923 .. 5,571,594 6,234,807 3,671,008 119,933 122,919 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 1925-1926 .. 6,028,959 6,799,613 4,499,160 143,861 .. 7 589 274 176-51 1926-1927 .. 6,161,706 6,825,148 4,596,166 145,759 .. 7*423*472 166-14 . 1927-1928 6,276,525 6,847,083 4,680,135 i 138,481 ' 7,343,845 162*62 EXPENDITURE.* Maintenance of Way and Works. Maintenance of Signals Maintenance of Locomotives, Carriages, Expenditure Expenditure and Wagons. Year. per per Cent. ; Train-mile. of Revenue. Amount. P ® r Cent " of p ?, r il6 of m Per . Amount Per Cent - of Per Mil ® of Per , , Per Cent, of Per Revenue. Railway. Tram-mile. Revenue. Railway. Train-mile. Amount. Revenue. Train-mile. d- £ £ d. £ £ d £ d 1920-1921 .. 145-14 81-59 983,940 14 24 327-00 25-38 69,109 1-02 22-97 1-79 984 244 14-25 25-39 1921-1922 .. 171 37 93 89 1,111,883 16-76 368-45 3061 72,343 1-09 23-97 1-99 1 113 170 16-76 30-65 1922-1923 .. 157-81 81-79 1,040,892 15-49 343 76 29-93 67,425 1-01 22 27 1-94 1*043'590 15-51 30-00 1923-1924 .. 143-43 77-37 , 1,143,281 16-39 375-57 30-40 70,912 j 1-02 23-29 1-88 1 048 567 15-01 27-89 1924-1925 .. 146-19 77*97 1,113,048 15-67 362-95 29-40 81,201 1 14 26 48 2-14 1 083*788 15-24 28 63 1925-1926 .. 143-37 81-23 1,144,385 15-08 368-80 26-62 105 064 1-38 33 86 2-43 1 311 317 17-28 30-50 1926-1927 .. 137-82 82-96 1,074,334 14 47 340-30 24 04 100,861 ; 1-36 31-95 2-26 I.'SOMJI 1756 29H 1927-1928 .. 139-55 85-81 1,147,067 15 62 360-94 25-40 102,871 1-40 32-37 2-28 1,380,727 , 18-80 30 57 | | Locomotive Transportation. Traffic Transportation. Head Office and General Charges. Lake Wakatipu Steamers. : Year. i ' — ' ; j - : - Total Amount. Per Cent, of Per Amount. P ® r Cent - of ! „ Per . Amount Per Cent, of Per Per Cent, of Expenditure. Revenue. Train-mile. Revenue. Train-mile Amount. Revenue. Train-mile. Amount. , Bevenne £ d. £ d. £ d. £ £ " MP' 567 24 21 43 15 1.712,375 24-82 44-17 203,906 2-95 5-26 10,458 116-84 5,636 601 J921 1922 .. .. 2,020,994 30-42 55-64 1,703,049 25-66 46-89 202,948 3-06 5-59 13,339 166-34 6,237 727 1922-1923 .. .. 1,613,564 23-98 46 40 1,527,033 22 73 43 91 195,894 2 91 5 63 14,100 150 79 5 502 497 1923-1924 .. .. 1,395,491 19-98 37-11 1,530,652 21 94 4071 204,407 293 5 44 10,456 117 85 5!403766 1924-1925 .. .. 1,408,927 19-81 37-23 1,599,668 22 52 42 27 246,504 3 47 6 51 12 279 121 62 5 545 415 1925-1926 .. .. 1,636,620 21-56 38-06 1,743,641 2298 40-55 223,543 2-94 5-20 .. 6 164 570 1926-19-27 .. .. 1,669,352 22 49 37-36 1,752,998 23*61 39-23 257,294 3 47 5-76 fi'iw'asq 1987-1988 .. .. 1,668,074 22-63 36-80 j 1,760,459 23-97 38 98 248,921 3-39 5-51 " 6 ] 302! 119 * Figures from 1925-26 are for train operation only, and do not Include subsidiary services as in previous years.

D.—2.

32

STATEMENT No. 20. Comparative Statement of the Mileage opened, Capital expended, Earnings, Expenses, etc., of Railways in the following States (taken from Latest Official Records).

£ i ~~~ r ~ „ » 5 8 . , . = „• S • Expenses. ® i § J-J ® ® ® •«_ ® . ° © © © +5 00 fl — s A - a 1 f Gauge. Total ! || J-* S" b G~- ! Working- || || |o M || Passengers Tonnage If If f! f| J| |I|I f 11 f I Square | Cost. || p run ., Earmngs. . expenses. g, Worklng . |-g |« g|>- Camedt "'Goods. .2| |j g<!g§| °§ * °| £| "ding * r i i* r ii 5 if if p u ii h« r ji | s "■ " " ' I" |i §!£ ! «as| Is" j EH a I Z Ft. in. £ £ £ s. d. £ d. £ d. £ d. £ s. d. £ £ £ £ d Victoria.. .. 87,884 1,727,000 4,634 | ® j?| 70,882,849 15,296 386 41 0 11 18,030,749 13,652,434 181-72 10,408,686 138-55 3,243,748 43-18 4-99 76-24 7 18 1 169,237,648 9,234,923 2,951 2,250 701 492 55-34 24-22 4-89 687 2,029 20,853 30 June, 1927. New South Wales .. :S09,432 2,349,401 5,750 4 8£ 112,789,149 19,615 408 48 0 2 26,325,847 18,906,543 172-36 13,795,853 125-77 5,110,690 46-59 4-69 72-97 8 0 11 141,615,806 17,224,894 3,290 2,401 889 373 62-21 19-74 5-78 1,420 1,951 24,276 Queensland .. 670,500 894,444 6,302 3 6 57,096,604 9,060 142 63 16 8 11,905,663 7,325,677 147-67 6,495,322 130-94 830,355 16-73 1-45 88-67 8 3 10 26,812,993 4,315,513 1,170 1,038 132 252 58-96 25-17 2-05 761 1,163 18,706 South Australia .. 380,070 572,000 2,528 /"! o} 28,702,969 11,355 226 50 3 7 6,959,734 4,144,412 142-92 5,892,228 203-19 1,747,816 60-27 .. 142-17 7 4 11 25,984,940 3,686,790 1,643 2,336 693 407 125-98 26-02 3-22 489 744 9 343 J (loss) (loss) (loss) Western Australia.. 975,920 379,266 3,918 3 6 21,566,262 5,504 97 56 17 3 5,481,480 3,607,989 157-97 2,685,693 117-59 922,296 40-38 4-28 74-44 9 10 2 15,737,570 3,438,587 924 688 236 163 54-51 20-19 2-10 395 394 10,612 Tasmania .. 26,215 208,179 658 6,486,109 9,854 316 31 3 2 1,317,727 539,352 98-23 551,192 100-38 11,840 2-15 .. 102-19 2 11 10 2,328,970 730,273 819 837 18 204 40-52 22-06 13-99 95 153 1 <373 J ; (loss) I (loss) 1 (loss) New Zealand .. 103,861 908,114 2,347 3 6 21,701,572 9,141 387 23 17 11 6,107,079 2,209,231 86-50 1,492,900 58-46 716,331 28-04 3-30 67-58 2 8 8 8,514,112 4,011,511 938 634 304 217 21-05 18-28 3-10 389 864 13,885 31 Mar., 1908. .. 103,861 933,111 2,391 3 6 22,498,972 9,410 391 24 2 3 6,413,573 2,349,704 87-75 1,621,239 60-47 728,465 27-28 3-24 69-00 2 10 4 8,826,382 4,241,422 980 676 304 229 21-99 18-86 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 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 2 16 1 9,756,716 4,834,534 1,11* 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 : 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 1,275 840 435 254 25-81 18-10 2-81 478 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 3,971,002 105-50 2,705,609 71-84 1,265,393 33-66 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 11,702 394 29 13 5 9,383,420 4,105,457 104-75 2,920,455 74-54 1,185,002 30-21 3-53 71-14 3 11 4 23,542,903 6,075,282 1,410 1,002 408 254 30-26 21-20 2-98 557 1,397 21,226 „ 1915. .. 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 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 12,029 389 32 0 11 7,468,646 4,687,700 150-50 3,042,907 97-54 1,644,793 52-96 4-60 64-91 4 1 3 21,438,325 5,373,136 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 1,680,057 54-03 4-65 66-32 4 4 11 22,030,327 5,611,738 L.670 1,107 563 252 44-35 20-73 2-70 620 1,489 22,658 „ 1919. .. 103,861 1,223,915 3,006 3 6 36,390,115 12,106 407 29 14 8 7,408.608 5,752,487 186-00 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 12,973 429 30 4 4 8,717,265 6,643,591 182-69 6,237,727 171 37 405,864 11 32 1-07 93-89 5 2 0 28,121,763 6,321,351 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 2,219 1,813 406 366 76-40 22-73 2-91 639 1,498 26,106 „ I923. .. 103,861 1,347,723 3,053 3 6 41,399,427 13,560 441 30 14 4 9,024,503 6,984,211 185 50 5,403,766 143-43 1,580,445 42*07 3-83 77*37 5 3 8 -'8,436,175 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 3 6 44,570,746 14,448 447 32 6 2 9,083,623 7,112,524 187*65 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 1,568 26.488 „ 1925. 103,861 1,407,165 3,138 3 6 45,794,199 14,593 449 32 10 3 10,319,407 7,589,274 176*51 6,164,570 143*37 1,424,704 33*14 3-24 81-23 5 7 10 27,653,414 7,256,142 2,446 1,987 459 403 68-56 22-98 2-95 704 1,602 26,767 „ 1926.} .. 103,861 1,437,980 3,164 3 6 47,195,948 14,917 454 32 16 5 10,723,864 7,423,472 166-14 6,158,283 137-82 1,265,189 28-32 2-70 82-96 5 3 3 26,002,137 7,308,449 2,351 1,951 400 372 66-53 23-61 3-46 698 1,610 26,990 „ 1927.} • 103,861 1,453,517 3,180 3 6 49,014,832 15,413 457 33 14 5 10,838,594 7,343,845 162 62 6,302,119 139 55 1,041,726 23 07 2-15 85 81 5 1 1 25,379,665 7,366,762 2,310 1,983 327 393 67-37 23-97 3 39 678 1,612 27,228 „ 19284 * The figures for train-miles run in New Zealand prior to 1925 included mileage ran by assisting engines. t The figures for passenger traffic in New Zealand prior to 1912 are exclusive of season tickets. t New Zealand figures from 1926 are for operation only, subsidiary services not included as hitherto.

D.—2.

STATEMENT No. 21. Comparative Statement of the Number of Employees for Years 1927-28 and 1926-27.

B—D. 2.

33

Hrancli. 3 '3 M Q a u o .Q in s JJ-a ill »wa t»rla -p a d «=3 a -." n ri a U g 2 § ffl S & d o CO 8 □ o O s GO 9 g O 1 1 2 • a . 9-a -gro ai a r. a oo is -a <a »- SO A u *B« gm M «1 o En 1927-28. leneral .. 'raffic Maintenance jooomotive 1 5 13 5 3 21 42 23 682 2,925 2,634 3,684 154 2,511 1,713 2,791 4 90 47 73* 4 21 40 22 3 36 41 23 454 329 147 1,781 5,609 4,530 6,621 Totals j 24 214 103 454 329 147 18,541 89 9,925 7,169 87 1926-27. leneral .. 'raffle laintenanoe jocomotive 1 6 15 6 3 23 41 25 655 2,900 2,522 3,661 152 2,505 1,779 2,848 4 87 45 74* 4 22 41 25 3 36 48 23 428 321 155 1,726 5,579 4,491 6,662 18,458 Totals ! 28 92 9,738 7,284 210 92 110 428 321 155 * Workshops staff only. Westport locomotive-running staff are inoludi ;d under South Island Main Line ind Branches.

D.—2

34

STATEMENT No. 22. Statement of Accidents for the Year ended 31st March, 1928.

Train Accidents. Accidents on Line (other than Train Accidents). Shunting Accidents. anting Accidents Employees. 5 M 8. Other Persons. 3 5 Employees proceeding to or from Duty within the Railway Boundary. i a 3" Accidents in Railway Persons Workshops, Ac. tajured°at Trespassers. Miscellaneous. Total Crossings. Railway Other Employees. Persons. — 3l-S 5 -2 B rSi 3 r2 ! B Accidents in Railway Workshops, &c. a ■3 Section. Passengers. Employees. Passengers. Employees. Other Persons. Passengers. i.i Railway Employees. Other Persons. ; ! ■ . -a I . -a . -a . -a -S pir£ 3-2 a 32 S -a' a H -a" ■a z S 3 -a rf 5 3f i S -f Kaihu Gisborne North Island Main Line and Branches South Island Main Line and Branches Westport Nelson Picton I I I • • i - ■ • • • • • • I l I " " -. : 77 2 1 3 i 477 .'. 316 .'. .. 32 958 3 370 281 i .. 15 736 .. I 10 .. 6 I 21 .. 1 .. .. 3 4 864 ..604 .. .. 47 1,726 •■ 3 .. .. 2 5 24 .. 30 4 -. 2 .. I .. .. 1 4 3 2 .. I .. 3 H-^d— —- — —— : —- —- — — .. 2 .. 2 5 25 4 36 6 | | j : I - ! 5 2 i : si i 52 ; I .! 2 2 .. 4 16 19 ■ .! 3 I I . 1 i 3 22 ..I i I .2 .: . i .! 136 1 ■ 2 2 5 19 43 Totals ! 7 - 6

D.-2.

STATEMENT No. 23. Statement of Rails relaid during the Year ended 31st March, 1928.

STATEMENT No. 24. Statement of Sleepers laid and removed during the Year ended 31st March, 1928.

STATEMENT No. 25. Statement of Number of Stations and Private Sidings on each Section for the Year ended 31st March, 1928.

35

Weight. a oa '3 rrt" 0 a a oo oj * " S 2 «a-g l rlria R "S a j--a" 0 S d » ■sea rS.S'S Jr» Sag 47 1,770 c O a. to 4 180 8 a s a a rJ 2 o AILS RBLAin :— 55 lb. steel 70 100 4 6,884 47 1,770 5 55 8,834 5 5 Totals 4 | 6,884 I 1,822 I 8,894 184 I

STA" *>. 23 Statement of Rails relaid 1UEIN1 THE Yeae e ded 31st Makch. L928. Weight, p S3 '5 ft os a •h o co 3 a a 5 j, ra«S ".S\§ -3i3i Sag °'3ffl rn" 0 h a 2 os _• ■GAB g, a ri h a SH " o S a.SrS « «> -is rSC 33 .? OS H _*S [5 2 K 47 4 .. 1,770 180 "5 o Rails relaid :— 55 lb. steel 70 100 „ 4 6,884 47 1,770 5 55 8,834 5 5 Totals 4 j 6,884 i 1,822 I 8,894 184 I STATEMENT N . 2< Statement of Sleepers laid and removed durin( THE Year bs nded 3 st March, 1928. h" 0 a 3 . 0 i •o a § § co 4S cs CIS aft i-H.a CS Xrl a ■W _ 56 ~ SI - o-Hcq .3 cs as w aft Description. a 3 •S'.M _ _ 0 00 3 rn' 0 •cs 0 a ca „; - as J co a-a H.3 CS jaftg o 3ft cog u o Si S as ri c CO % r5 a o CS ft ft cM o Sleepers laid : — Mountain Pine Maire .. .. .. .. .. .. 641 Black Butt .. .. .. .. .. 2,314 Red Mahogany .. .. .. .. .. 23 Jarrah .. .. .. .. 8 117,983 Totara.. .. .. .. .. 25 2,949 Birch Silver-pine .. .. .. .. 83 2,365 Puriri .. .. .. .. .. 26 Hardwood .. .. .. .. .. 1,091 Yellow Pino Ironbark .. .. .. .. .. 12 8 25 641 2,314 23 117,983 2,949 152 34,873 440 42 85 263 66 .128 4 56 4 56 216 31 42 641 2,314 23 153,.321 3,764 66 17,529 26 1,091 144 251 83 26 2! 365 14,477 •36 •36 410 1,091 126 239 18 12 Totals .. .. .. 142 127,378 142 127,378 152 50,155 602 126 657 179,212 Sleepers removed : — Kawhai Hardwood .. .. .. .. .. 290 Kauri .. .. .. .. .. 21 310 Maire .. .. .. .. .. .. 70 Ironbark .. .. .. .. .. 566 Jarrah .. .. .. .. 8 46,415 Matai and Rimu .. .. .. .. 2,455 Totara.. .. .. .. .. 105 62,142 Birch .. .. .. .. .. .. 1,596 Silver-pine .. .. .. .. 4 2,537 Powollized .. .. .. .. .. 136 Puriri .. .. .. .. .. 4 4,164 Creosoted .. .. .. .. .. 5,878 Grey-gum .. .. .. .. .. 103 Rata .. .. .. .. .. ., 100 21 8 105 290 310 70 566 46,415 2,455 62,142 1,596 2,537 136 4,164 5,878 103 100 147 2 17 298 692 7,474 1,996 3,765 46 23,963 38 115 9,121 3 51 30 I 4 ! ii 7 5 13 632 17 588 331 |70 1,320 54,081 4,455 66,019 1,753 27,673 174 4,283 14,999 106 100 3 ■79 438 19 96 4 4 Totals .. .. .. 142 126,762 142 126,762 152 47,528 602 126 657 175,969 s "ATEMENT No. 25. Statement of Number of Stations and Private Sidings on each Section for the Year [ded 31st March, 1928. e: Section. Numbor of Number of Private Sidings. Stations and b Length. Stopping-places for - —■ Passengers in it, Stations Out of _ . the Time-tables. At stations. stations. lotaL Out of Stations. Total. Kaihu Gisborne North Island Main Line and Branches South Island Main Line and Branches Westport Nelson Picton M. oh. 24 10 12 1 .. 1 60 50 20 9 2 11 1,326 26 467 205 54 259 1,619 7 581 220 32 252 43 2 20 4 4 8 64 10 23 4 1 5 56 12 ' 19 8 .. 8 2 54 32 4 1 1 11 259 252 8 5 8 Totals 3,193 37 1,142 451 93 544

Section. Length. Number of NumV Stations and Stopping-places for - Passengers in M sttttions . the Time-tables. ler of Private Sidings. Out of Stations. Total. Kaihu Gisborne North Island Main Line and Branches South Island Main Line and Branches Westport Nelson Picton M. oh. 24 10 60 50 1,326 26 1,619 7 43 2 64 10 56 12 12 1 20 9 467 205 581 220 20 4 23 4 19 8 2 54 32 4 1 1 11 259 252 8 5 8 Totals 3,193 37 1,142 451 93 544

D.-2,

36

STATEMENT No. 26. Comparative Statement of Mileage of Railways open for Traffic and under Maintenance on 31st March, 1928.

I ! ! KM i Ti 161 '8 iS 861 '8 i9 91 i9 91 ' " IS 61 i9 91 " " 06 9AI'S " I Zl 93 SI 95 " " ' ' ' ' ' • ' Z\ 96 '" " * a0 Wd 01 f-9 01 " "' " "" " • ■ '" "" 01 f9 • • '" uosqaK SO 8t SO gf • • •" •" '' • • " ' "" SO St "' saqou«if£ 10 619' I iO GT9'l " ' " " " " " AO 619 'I P™ saurj nrepipirepi qqnog 06 09 06 09 "' '' • ' ' • "" • • "" " 06 09 •" *' atuoqsif) no *7P'T o? Q7C-T to QT /a qt ■- / IS '■ G9 6 •• qouwa IFA W n H \ </ s9qoirej a u F6fc 1 J6 ■' h 1 ' 1 LV y i \oi SI SO f T itfil ' A>i! K I s i n;A\'Ri(T:j j - iqn; J y J w - 1 \ pn n sauF} urepi puBjaj q((JON 01 U 01 tS ' • "" ' ' ■ ' " • '' " '" 01 K ' • • - *' nqrejl •qo -pjr | -!{0 - K -qo 'K -qo -j\t -qo K | -qo ft' 'W "K iBT? qiSnsi (ran 'SS 'Snraodo jo w -pDuado sun „i '8561 •«nrena W «j I -oibsii IOJ -pousj SI oqn izei -T3Bni j SmmD ? e TS HO japnn twdo 1 ioj 'qanjg isis natireimimi aad0 sSuaiOT «l i <>» 0} ao ioj [, s 9^ a ll*K moj 0Sl39 TIK I aofttppy Snunp pasop paonpaTj «9£ SuiJitp ponado praofHppy n9do 9g«9tjj^ (jnaf'BAraba

1).—2

STATEMENT No. 27. Statement showing Weights of Rails in various Lines on 31st March, 1928.

37

Line. 401b. Iron. 401b. Steel. 521b. Iron. 521b. Steel. 531b. Steel 551b. Steel. 561b. Steel. 651b. Steel. 701b. Steel. 100 lb. Steel. Total. Kaihu Section — Kaihu Branch North Island Main Lines and Branches — Kaikohe Branch Onerabi Branch Auckland-Wellington North Auckland Line Onehunga Branch Waiuku Branch .. Huntly-Awaroa Railway Thames Branch .. .. Waihi Branch Cambridge Branch Rotorua Branch Raetihi Branch Marton-New Plymouth Waitara Branch Toko Branch Opunake Branch Mount Egmont Branch Wanganui Branch Foxton Branch Palmerston North-Eskdale Port Ahuriri Branch Wenington-Woodville Hutt Valley Branch Greytown Branch Gisborne Section — Gisborne Line Ngatapa Branch South Island Main Lines and Branches — Lyttelton-Bluff .. Main North Line Oxford Branch Eyreton Branch Cheviot Branch Southbridge Branch Little River Branch Midland Line White Clifis Branch Methven Branch M. eh. 0 5 M. ch. 0 10 0 41 0 8 11 45 0 9 M. eh. o"2 3 7 0 3 M. ch. 22'i6 M. ch. 17 15 0 20 0 5 0 18 0 57 0 33 6 75 15 51 6 35 0 16 3 70 15 45 10 70 0 20 1 66 3 61 0 1 28 25 18 35 20 14 23 11 0 48 0 4 11 29 M. ch. 6 75 24 59 ' 2 57 102 38 12 70 9 6 14 2 2 36 2 3 31 34 22 77 0 9 8 68 0 3 0 1 31 8 11 40 12 79 0 3 0 7 12 53 1 0 17 45 o"i I M. ch. 0 5 22 54 1 48 17 75 11 37 2 42 0 3 11 55 0 26 0 31 6' 2 1 70 8 41 20 43 4 51 17 62 3 36 31 25 1 20 4 25 0 10 M. ch. 11 29 M. eh. 1 23 414 26 55 69 0 24 44 47 0 67 0 8 53 6 125 12 1 21 I M. ch. M. ch. 24 10 24 59 4 20 425 65 181 19 2 59 12 70 9 6 62 75 26 26 12 1 68 60 8 38 137 8 4 62 47 30 22 77 6 2 3 20 19 33 123 76 1 70 114 43 2 65 3 7 94 25 0 1 106 10 2 65 0 20 49 10 11 40 390 21 39 28 0 6 1 48 392 1 80 52 33 45 20 21 44 1 25 39 22 48 130 65 11 46 22 20 0 3 0 8 0 1 122 10 0 7 0 3 8 51 Carried forward 0 25 12 33 3 12 22 16 186 24 327 54 168 41 11 29 1,452 11 10 19 2,194 24

D.-2

38

STATEMENT No. 27—continued. Statement showing Weights of Rails in various Lines on 31st March, 1928— continued.

Line. 401b. Iron. 401b. Steel. i 521b Iron. 521b. Steel. 531b. Steel. 551b. Steel. 561b. Steel. 651b. Steel. 701b. Steel. 100 lb. Steel. Total. _ Brought forward South Island Main Lines and Branches — continued. Springburn Branch Albury Branch Waimate Branch Wairnate Gorge Branch Duntroon Branch Oaniaru Breakwater Branoh Ngapara Branch Tokarahi Branch Dunback Branch Port Chalmers Branch Walton Park Branch Fernhill Branch Otago Central Railway Outram Branch Lawrence Branch Catlin's River Branch Tapanui Branch Waikaka Branch Glenham Branch Seaward Bush Branch KJngston Branch Tuatapere Branch .. Wairio Branch Hedgehope Branch Mossburn Branch Waimea Plains Branch Switzers Branch Greymouth-Ross Stillwater-Inangahua Blackball Branch Point Elizabeth Branch 7-Miie Branch Westport-Mokihinui Westport - Te Kuha Cape Foulwind Line Nelson Line .. .. .. . Picton Line M. ch. 0 25 M. ch. 12 33 M. ch. 3 12 M. ch. 22 16 M. ch. 186 24 M. ch. 327 54 M. ch. 168 41 M. ch. 11 29 M. ch. 1,452 11 M. ch. 10 19 M. ch. 2,194 24 3 29 0 65 2 23 7 21 0 4 0 53 2 2 22 40 2 44 1 0 28 51 0 40 11 44 0 16 0 16 1 48 1 57 65 73 6 26 1 40 15 26 10 40 6 64 1 52 42 47 6 60 4 65 0 24 1 77 4 2 27 64 o is 0 17 25 38 17 11 4 48 4 78 3 61 10 36 0 i9 15 27 0 73 33 7 20 5 9 3 12 56 25 9 16 33 3 18 11 69 14 54 1 0 2 43 0 1 5 57 21 50 22 54 16 74 7 66 0 22 0 4 27 36 36 13 4 46 8 21 37 41 0 63 15 9 11 75 8 65 1 26 2 38 1 57 146 78 9 0 49 55 42 78 26 21 12 57 9 35 33 65 86 78 56 36 22 44 12 66 10 41 36 37 13 67 38 29 56 73 3 31 8 5 2 43 30 17 5 61 7 4 64 10 56 12 i i6 0 23 3 69 3 45 1 39 1 0 6 76 o' 2 0 48 i 10 0 1 0 1 65 58 1 53 15 8 3 46 6 58 0 7 4 1 2 17 7 4 25 64 20 15 6 1 0 34 18 47 13 8 22 44 0 60 4 1 10 16 0 1 0 1 16 75 8 75 2 31 4 46 36 37 0 1 17 32 5 40 3 24 8 67 0 4 7 4 16 73 16 24 21 12 6 9 0 3 Totals 24 18 J 496 2 567 55 6 61 35 69 11 10 433 66 11 29 1,596 28 10 19 3,193 37

1.).—2.

STATEMENT No. Statement showing approximately Sleepers laid and removed up to 31st March, 1928.

39

Approximate Length opened each Year. Sleepers. Year. North Island. North Island. Middle Island. Total. Laid during *&£"* Construction. MaSntenfnce.* I 1867 1870-71 1871-72 1872-73 1873-74 1874-75 1875-76 1876-77 1877-78 1878-79 1879-80! 1880-81 1881-82 1882-83 1883-84 1884-85 1885-86 1886-87 1887-88 1888-89 1889-90 1890-91 1891-92 1892-93 1893-94 1894-95 1895-96 1896-97 1897-98 1898-99 1899-1900 1900-1901 1901-1902 1902-1903 1903-1904 1904-1905 1905-1906 1906-1907 1907-1908 1908-1909 1909-1910 1910-1911 1911-1912 1912-1913 1913-1914 1914-01915 1915-1916 1916-1917 1917-1918 1918-1919 1919-1920 1920-1921 1921-1922 1922—1923 1923-1924 1924-1925 1925-1926 1926-1927 1927-1928 Totals I M. ch. . •• 10 55 61 19 69 23 64 24 T03 76 27 19 26 33 68 39 22 67 22 22 19 56 o 43 26 58 72 11 47 18 31 11 57 28 21 17 26 28 38 16 62 14 73 3 64 27 46 22 46 4 30 11 20 28 40 33 12 17 61 23 5 • '. 10 38 186 21 3 60 14 64 23 30 25 37 40 22 7 43 22 70 11 54 7 70 24 65 18 8 30 41 24 22 16 67 M. ch. 45 7° 18 58 11 68 27 62 11 21 126 78 248 4 152 39 94 58 56 46 4° 73 32 7i 40 16 40 19 22 50 24 o 47 52 11 39 17 32 20 68 5 68 27 27 I M. ch. 45 70 18 58 11 68 27 62 21 76 188 17 317 27 216 63 198 54 83 65 67 26 101 30 63 3 42 21 44 69 80 o 90 78 7° 3i 28 79 18 31 32 45 34 9 27 27 17 26 62 16 44 6 18 41 4 75 37 48 33 59 19 26 107 68 23 52 56 3 37 56 45 56 31 57 50 7 15 19 209 42 35 23 44 Go 46 31 52 34 3 6 91 25 15 36 96,338 39,323 24,885 58,327 46,095 395,246 666,409 455,254 417,217 176,006 i4 r >382 212,888 74,261 i.32,379 73.947 88,751 106,763 94,211 125,632 168,000 148,325 191,048 137.993 147,814 139-040 60,874 122 027 42,814 108,690 68.381 129,634 71.636 133.954 57.408 139,912 36.382 132,569 130,620 155,827 92,558 170,681 38,876 188,291 10,370 210,588 78,960 243,479 70,848 282,326 40,582 302,354 226,485 345.433 49.665 369.339 117,679 330,029 79,170 309,296 95,970 302,252 66,596 309,183 105,184 283,293 31,999 331,678 440,003 279,190 74,104 236,390 93,975 282,682 97,414 273,586 110,092 235,378 6,458 261,748 I9 I >756 227,674 32,445 157,970 86,595 48,038 88,540 7o,743 27,169 78,663 24,701 100,280 25,909 139,187 16,538 163,735 57.461 227,075 69,379 184,036 107,809 235,266 67,560 97.586 40,410 175,969 33 58 27 24 3 48 1 n 10 2 11 13 ig 26 i°3 3 8 12 32 27 43 4 44 27 75 8 52 50 7 4 61 23 21 . 31 43 29 76 23 1 26 77 3 6 51 3 7 73 22 70 12 75 0 7 12 27 12 75 11 61 2 43 14 75 20 66 3 70 12 27 7 70 27 29 33 3 51 27 28 12 16 67 .6.655.851 9,309,089 * Complete information lot recorded until II 880-81. t line months only.

D.—2.

STATEMENT No. 29. Statement of Carriage, Rail-car, Brake-van, and Wagon Stock, and Tarpaulins, for the Year ended 31st March, 1928.

40

Description. — -a ,—-a -a a -a a g«»i 5 =« oo i°$ « l§oS Class. ■ M -9§ S "3§ 3 fa£ £ |,g| M •*£ ti) tog i T I ' I I i 4= ! a to no S. "3 a o CO '£ O ECarriages. 1 5 10 46 6 58 1 1 1 1 5 2 1 9 14 2 3 4 10 5 46 130 7 11 1 8 53 216 5 159 7 45 10 32 7 1 108 239 6 217 18 17 12 3 22 17 4 10 8 2 1 Saloon, bogie, 56 ft. Sleepers, bogie, 56 ft. Sleepers, bogie, 50 ft. First-class, bogie, 50 ft. Ladies' (composite), bogie, 60 ft. Second-class bogio, 50 ft. Royal saloon, bogie, 50 ft. .. Saloon, bogie, 50 ft. Postal, bogie, 50 ft. Royal saloon, bogie, 44 ft. . . Gallery-cars, bogie, 44 ft. .. Saloon, bogie, 47 J ft. Saloon, bogie, 44 ft. „ 41ft. „ 39Jft. „ 37* ft. „ 35 ft. Ladies' (composite), bogie, 474ft. „ 50"ft. Motor-train, bogie, 60 ft. First-class, bogie, 50 ft. „ 47ift. .. „ 44 ft. .. „ 43 ft. .. „ 30 ft. Composite, bogie, 60 ft. „ 50 ft. „ 47* ft- .. „ 46 ft. .. „ 44 ft. .. „ 43 ft. „ 42Jft. .. „ 39Jft. .. „ 30 ft. ,, 6-wheel Second-class, bogie, 52 ft. .. „ 50 ft. .. „ 47J ft. .. „ 46 ft., .. „ 44 ft. .. „ 43 ft. . „ 42J ft. .. „ 39£ft. .. „ 35 ft. .. „ 30 ft. .. ,, 6-wheel „ 4-wheel Postal, bogie, 50 ft. „ 44 ft. „ 39H*- „ 30 ft. Aa .. 1 Aa .. 5 Aa .. 10 Aa 46 Aa .. 6 Aa .. 58 Aa .. 1 .. Aa .. 1 Aa .. 1 A 1 A 5 A 1 .. 1 A 1 A 5 .. 4 A 7 .. 7 A 2 A 1 .. 2 A 4 A .. 10 A 4 .. 1 A 46 A .. 10 .. 88 A .. 3 .. 3 A .. 11 B 1 A 8 A 52 1 A .. 102 2 105 A 5 A 65 7 82 A 7 A .. 15 .. 30 A 2 .. 4 B .. 13 .. 19 .. C 2 2 .. 3 A 1 A 107 1 A .. 99 137 A 6 A 86 4 117 A .. 18 A 3 .. 14 A 9 .. 3 A 3 .. .. B .. 6 .. 16 .. C 2 5 .. 4 D A 7 .. 3 A 4 .. 4 .. A- .. 2 .. j .. B 1 Aa Aa Aa Aa Aa Aa Aa Aa Aa A A A A A A A A A A A A A A A B A A A A A A A A B C A A A A A A A A A B C D A A A B 2 1 2 1 4 2 7 2 1 2 i 2 1 2 3 i 4 3 3 I 4 2 2 4 4 Totals 4 875 13 673 4 13 16 14 12 1,607 Rail-oars. Rail-oar, 58 ft. (Clayton) .. 56i ft. (Sentinel) .. 55J ft. (Edison) .. 16 ft. (Ford) .. 1 1 1 2 1 1 1 2 Totals .. .. ~. tt r I 5 i i Brake-vans. Brake-vans, 4-wheel „ bogie .. Fell .. .. F 2 11 51 F .. 232 4 162 .. F .. 7 .. 4 l<' P 2 '4 4 5 3 3 4 71 410 11 Totals 2 250 4 217 2 4 9 6 4 492

D.—2.

STATEMENT No. 29—continued. Statement of Carriage, Brake-van, and Wagon Stock, and Tarpaulins, for the Year ended 31st March, 1928— continued.

9—D. 2,

41

Description. ClaHS. 3 M -.-a "h a a a j £ •« S a Si 5'Sm r.^ a a cs d a 3|| g . . o 5 Ja a g g .2 S -2 P5 ' - Q ® 2 5 S| | g "3 0 H Wagons. Horse-boxes Cattle Sheep Covered goods Sleeping-vans High sides G H J K K L La M Ma Mb N O Ob P Q W X Xa Xb Y Yb R Rb Rd Rn S T U Ua Ub Ug V Vb Z Zp 130 375 1,134 334 25 5,339 2,314 515 148 86 176 21 28 228 1 4 40 2 116 263 927 405 48 5,012 2,441 943 4 5 1 17 1 5 10 6 1 103 4 4 40 3 252 655 2,151 756 75 10,696 4,755 1,569 160 114 485 21 28 228 1,168 405 208 389 154 11 375 309 91 61 34 120 75 425 18 353 61 134 184 102 114 4 47 174 Low sides 12 46 12 24 14 21 ,, steel Work-train Timber Iron hopper „ for ballast Platform coal Movable hopper .. Frozen meat Cool, insulated „ ventilated 46 28 196 65 8 495 95 32 160 56 11 152 84 21 673 15 285 176 221 98 10 7 Work-train hopper 223 223 70 61 34 68 49 236 11 134 32 47 124 62 46 High side, bogie .. 2 » „ .. », ,, ■ . ,» ,, . . Sheep, bogie Cattle, „ Platform, „ Gas-storeholders, bogie Platform, „ Horse-boxes, „ Frozen meat, „ 40 52 26 135 7 219 29 75 60 40 68 '4 4 6 12 »> ii Covered goods, „ .» ,» Totals .. 60 13,053 208 12,196 793 167 259 26,736 Tarpaulins 30 10,368 115 11,345 52 175 290 22,375

D.—2.

STATEMENT No. 30. Statement of Locomotive Stock for the Year ended 31st March, 1928.

42

Typo. Cylinder. Coi Wl ipled leols. Truck Wheels. _-a ■a a -a a a oj J a d J, S. oo <" „: -S oo g »fl-a s a- 0 H.SO a Ht.rt « a fl J 2 o ri^S 5 £| w 3 &f U o & 00 OO e o a S o rl O EH to m 5 nX. St^e. Diainotor. No Dia ' "°- meter. No. Tender (4-cyl. balanced compound), (17 superheated) Tender (superheated) In. 12&I9 In. 22 6 Ft. in. 4 6 6 In. 301 50 7 57 18 24 6 4 1 6 I? 6 4 4 4 301 261 I 301 , 301 301 261 261 10 10 .A .B >t », • • 17 26 6 4 6 87 54 141 lB (409) „ ,, (3 superheated) ,, (superheated) ,, (superheated) Tank 17 16 16 17 101 12 14 14 12 13 15 15 J0&17 10&17 11 &18 16 11 &18 15 26 22 22 22 18 18 16 20 18 20 20 20 20 20 : 20 20 i 20 20 6 8 8 8 6 6 4 6 4 4 6 6 6 6 8 8 8 8 4 6 3 61 3 61 3 61 3 01 3 01 2 8 3 61 3 61 3 6J 4 li 4 11 4 1 4 1 3 7 3 7 3 7 3 5 1 8 10 1 8 10 30 71 18 6 26 4 2 4 1 2 2 1 2 1 3 !a 30 23 8 6 14 3 2 4 111 2 2 2 6 6 4 4 4 4 2 2 2 2 li 4 4 4 4 4 4 4 4 4 4 f 4 14 4 6 8 6 8 ( 4 14 8 I! 24 301 24| 261 281 281 301 301 301 301 301 301 261 301 ) 261/ 361 301 301 261 301 301 28 261 281 241 301 I 26i( 25 25 301 301 261 30J I 26* j 261 301 1 261 I 41 3 4 2 1 3 "l ',', (Fell) '.'. '.'. Tender Tank J2 1 Tendor i [a .0 'A „ (compound) 2 2 1 2 1 ii ii • • ii »» IB IO ii * • • • • * „ (compound) 3 „ (2 superheated) 16 22 6 4 H 6 7 13 Ua Ub Ub Uo Ud Single Fairlie Tender (superheated) „ (2 superheated) „ (3 superheated) „ (1 superheated) 121 16 16 16 16 16 16* 14 14 14 16 20 20 20 22 22 22 20 20 20 6 6 6 6 6 6 6 6 6 6 3 01 4 6 4 li 4 1J 4 H 4 11 4 10 3 01 3 3| 3 61 6 9 6 20 2 10 6 9 6 20 2 10 2 2 11 4 2 2 3 1 ii • • • • • • Tank 2 3 6 Wa i» • • • • „ (converted) Wa Wab ,, (superheated) 17 26 6 4 6 6 10 16 Wb Wd We We Wg ,, . . . . • . ,, . . • • • . „ (1 superheated) 14 14 16 14 14 20 20 22 22 22 6 6 6 6 6 3 3| 3 3f 3 61 3 9 3 9 5 11 l4 20 7 2 17 0 3 4 11 18 2 38 20 „ (8 superheated) Ws „ (superheated) 17 26 6 4 6 14 14 Ww ii ,, • • Tender (4-cyl. balanced compound) Electric Battery l&i 131 & 22 22 6 3 9 48 2 50 | 22 8 3 9 18 18 8 8 3 8f 3 01 5 1 5 1 Totals 251 678 2 394 6 12 l' ' 6

r>.—2

STATEMENT No. 31. Performances of Locomotives for the Year ended 31st March, 1928.

43

ID a Engine-mileage. Quantity of Stores. Cost. Cost per Engine-mile, in Pence. Type. a o to Train. Details. Shunting, A T S i i ±f 8, w °rk Light, , . and Mil- ,ram - cellaueous. Details. Total Coal. Running. Oil. Repairs. Running. Stores. Fuel. Wages. Running. Total. Repairs. Scores. Fuel. Running. Total. a a m P Typo. Wages and Material. Wages and Material. Wages. KAIHU SECTION. F L2j Betterments and depreciation Water charges .. .. I General charges - -1 I 17,738 5,686 80 23,504 Cwt. 4,651 Qt. 658 £ 357 £ 45 £ 599 £ 809 £ 1,810 117 10 242 3-65 0-46 6-12 8-25 18-48 119 0-10 2-48 315 F. •• 17,738 5,686 80 80* 23,504 80 ! 2,179 2,172 22-25 Totals .. .. | .. > 17,738 I 5,686 23,424 I i GISBORNE SECTION. L004 99,370 Cwt. Qt. £ l,168t 3,139 £ 184 £ £ 3,205 £ 1,168 13,106 7-58 0-44 15-89 7-74 Fa. 920 Wa. Fa '6 82,211 16,155 37,617 3,358 6,578 31-65 Wa Totals Betterments and depreciation Water charges General charges 6 82,211 16,155 1,004 99,370 37,617 3,358 4,307 184 6,578 3,205 14,274 641 150 992 10-40 0-44 15-89 7-74 34-47 1-55 0-36 2-40 920 • • — Totals 82,211 16,155 1.004 1,004* 99,370 1,004 16,057 128f 15,929 38-78 82,211 16,155 98,366 Note. —Gisborne Section : One Fa transferred to North Island Main Line and Branches. * Mileage run by engines performing work-train services for Maintenance Branch, " Working-expenses " classifications. t Credits for same. t Repairs in connection with transfer of Fa engine to North Island Main Line and Branches.

D.--2.

STATEMENT No. 31—continued. Performances of Locomotives for the Year ended 31st March, 1928— continued.

44

•f.W fSZ'f 99*8 91-11 19-51 620 01-6 999*6* 198*91 £10 '81 1*8 968*81 686 '51 198*561 986'8*8 888*81 ZSG'fZZ 9*0' 101 OS " " «>M ■*M. 901*8 18-85 09-01 81-01 *9-0 6*-9 101*08 991*11 09*'II 819 868'9 186*8 1*1*151 991*995 089'9 898*681 159*601 *1 i " " " " a M 18**5 9*08 60-31 If-si 96-0 68 6 LZ9*95 811*01 68**01 01* 0*9'* *15 '1 859'551 196' 105 *80 '9 609'151 *18 '69 II "' " " •&A1 8*6 85-08 85-6 61-8 ISO 01-11 *18*01 058*8 891 '8 *81 LOZ'f 9I0'8 890**9 158*98 118'* 188*95 651*99 9 "" " " 185*1 80-85 59-9 *9-91 890 **-9 155*91 189*8 05**8 SIS 196*5 10**9 068*51 901*081 89* 895*61 *68*011 9 " " " am y.vi gf9 fZ-tZ IS-SI *5-6 i 69-0 05- T 189*9 *10*8 8*1' 2 181 815 0*1*2 850**5 108*99 *1 8i8'9* 916*6 S " "" (pa-jraAueo) TM 18* 89-85 88-51 89-01; 19-0 00-9 *11*8 818*1 *81*1 89 *99 506 991*11 609*95 581 818*61 660*1 Z t " " " ■an 09* 6*-*8 15-6 9*-6 59-0 IS-9I 958*9 ZZf'l 69**1 08 *98*5 965*1 089*81 190*18 868 *00*51 999**5 Z " "" a £L X 1ST 0*-8S 80-91 88-01 09-0 68-1 085*1 199 II* 95 58 10* 881*1 868*01 " 868*01 " I i "" " 1 "H 9 98-65 81<8I *0-8 " *0-8 95 51 1 1 9 051 605 " 605 " I " " H t> *96 56-5* 60-6 91-11 89-0 91-55 1*9*11 *U'S 899'* 915 *90*6 80*'S 608*99 180*86 919 566*15 619*91 9 ! "" " •• & "°0 SSI 86-08 10-8 66*1 99-0 18-1 915*5 819 *10*1 0* *59 999 • 958*6 *61*11 " 815'* 156*51 I " "" °0 •SO 85* 89-95 **-8 00-91 89-0 99-5 9*0'* 185' I 885'5 18 068 IIS' I 186*61 109*98 " 050*6 189*15 5 "" " ao 0 *91 11-15 9*-9I 99-6 990 96 1 *85*1 911 1** 08 16 11* 051*9 151*11 ISS 981*01 *9 I " " " ■OR 065 18-95 99-6 16-81 *9-0 91-1 189*5 *66 99**1 99 581 698 961*51 586**5 998 191*8 098*91 \Z " 0JS[ ' T H 18 60-65 15-01 01-51 89-0 69-9 158 565 198 91 691 1*5 911*8 558*9 " 8**'* *18'5 'z " " "• 'Jsl 058 86-95 Sl-II 55-11 *9-0 **-5 SIO'l 511*8 980*8 9*1 699 011*5 880*58 616**9 91 959'9* 115'8I * " " " K 'H 858 81-15 9*-5I 98-11 09-0 S*-8 99*'5 lOl'l 600*1 ** 908 199 086*8 188*15 *5 1I9'*I 06i'9 5 " " H "1 8S9 *6-85 85-81 59-9 l*-0 59-8 6*9*5 *9*'I 5S1 59 10* Oil 199*8 599*95 55 99i'9I *11*6 8 ' " " 1 T 581 '5 18-65 18-*I 56-01 19-0 I9-S 086*95 156*51 009*6 16* 990*8 988*1 955**01 8*1*805 991 *88*805 805 *1 " " f "H 6*1 'I 00-58 **-85 95-88 80-1 85-*5 100**1 *00'* 089'9 911 1*1'* SI9'5 *58'6* 866'0* 1*9'15 I98'8I 9 " '■ •• H "▼a *09 'I I8-IS 11*1 81-8 19-0 08-1 89l'8I 198'9 *11'8 9*5 518 '8 898'S 015'1* 161'80I 9*0'5 I58'86 956*5 8 " •• " vj •a 511*8 1*-15 S9-8I 69-9 1*0 81-9 861*81 *58*6 109'* *38 8*9'* *18'* IIi'*9 8S5'*9I 195'*I *89*9*1 1*8'* 85 " J •ag oso'l 15-65 59-8 8I-*I *9-0 86-9 850'86 51* '15 906'** lOl'l SOO'6I 918'95 I89'50* I58'591 098*8 919*811 99**089 08 " " ag •ay *9**55 89-85 89-9 99-11 8*-0 91-* *89*908 918*98 696*191 **5 *9 960*59 981*101 101'889 'I 896'151 '8 968*8 8*9'*1* 050'099 *5 18 " " " ay •vy 886' T 10-88 05-1 66-*I 89-0 98-01 609'08 699'9 198 '81 68* *89'6 Il*'l I99'05I 891*553 165'0I **8'18 150'*1I 01 " " vy •y 055*11 81-85 08-8 8*11 89-0 18-1 965*8*1 619*8* *61*09 980*8 988*1* 95*'6* 689'119 988'595't 09**9* 9***885 086*116 09 " y 5 3f ? 5 ? | I •saHOxvaa aKY aistn ravn cmvisi hjlhon ? -IBI-I95BK Ti-uaraH TK3° = 1 -ssS-bav -l»nj -B9J0JS ptre -saSBM. "lanj -sajcng ptra "HO -I-ooo -nrej» 'inSirr . m .i, B 5' -mox ssSB Ai - lB , OI tB ,o X .gn t ,™ 9V g" IK ! — 'amitnntig •e<Ux ■ S a „ „ , t — & •<*"£ P 'Suinanw -Saiunnw •sji'Baea •gniatmw in g • • ... — — JQ P •eonoj ni 'aiira-eaiSua J8d ijsoo •seaoijs jo jtyiiuunC) 'aS-Bexxra-aniSaa Q

45

D.—2.

STATEMENT No. 31— continued. Performances of Locomotives for the Year ended 31st March, 1928— continued.

DO OO a a 2 Engine-mileage. Quantity of Stores. Cost. Cost per Engine-mile, in Pence. Type. o to a a to Train. Details. Shunting, Assisting, w . Li « ht ' train and Mis- traln - cellaneous. Details. Total Coal. Running. Oil. Repairs. Running. Wages and Stores. Fuel. Wages. Material. Repairs. Running. Total. Repairs. Storss. Fuel. Wages. Running. Total. oo a IS IS - Type. Wages and Material. no: ;TH ISLAND MAIN LINE ID BRANCHES— continued. I £ l 9 i 17,141 j 43,727 I 13,002 i £ 84 | 45,617 j 141,611 65,771 32-34 0-65 9-06 2-81 ! 0-52 111-60 8-46 i 0-52 111-59 13-53 0-81 20-70 Wh Ws W X 1 14 48 18 204 367,733 719,455 315,988 151 ! 16 89,188 I 694 342,620 .' 79,916 38,634 | 6,728 371 457,615 1,141,991 361,350 Cwt. Qt. 125 19 261,590 16,658 551,720 39,863 274,278 23,778 £ 50 5,362 40,226 20,375 £ 1 984 2,487 1,220 £ 14 22,130 55,171 31,174 12-29 8-99 919 8-64 54-34 | 12 23-92 ■ 3,989 29-76 11,803 43-68 ' 3,482 Wh. Ws. Ww. X. Totals (steam) 397 16,463,033 1 16,888 '2,637,981 209.054 723 j 9,310,068 17,611 4,860,690 337,358 260,841 1,255 972 435 20,787 52 :74,670 149 1335,553 1,091,851 441 I 1,077 ; 6-72 ; 0-54 12-24 5-93 I 0-71 2-03 8-65 6-01 28-15 ! 88,072 14-68 147 Rm 1 Rm 1 (steam). Totals (including railmotor) Betterments and depreciation Water charges Conversions and alterations .. General charges 398 6,479,921 2,638,704 209,054 .. .. 19,327,679 4,861,945 338,330 261,276 20,839 :74,819 335,994 1,092,928 55,975 14,249 23,844 i 139,945 ! 1,326,941 26,930± 6-72 0-54 12-21 8-65 28-12 88,219 1-44 0-37 0-61 3-60 .. ■■ 6,479,921 2,638,704 209,054 37,280*146,700| 9,327,679 183,980 3414 Totals " .- .. 6,479,921 !2,601, 424 i 62,354 [9,143.699 1,300,011 _ ! Note. —One Bo, one L, one N 27, one S, one Wb, one W) written off. One Fa transferred from Gisborne section. One We, one Rm 2, one Rm 5 transferred to South Island Main Line and Branches. Two Ws new during the year. * Mileage run by engii les performing shunting services for workshops. t Mileage run by engines performing work-train services for Maintenance Branch " Working-expenses " classifications. } Credits for same.

46

D.—2.

STATEMENT No. 3 1 — continued. Performances of Locomotives for the Year ended 31st March, 1928— continued.

<S Engine-mileage. . Quantity of Stores. Cost. Cost per Engine-mile, in Pence. a . - - - g H Details. Running. Repairs. Running. Repairs. Running. 3 2 r - ■S Trnin Work Total Wages Total - wages Total. .3 2 train. Coal. Oil. and Stores. Fuel. Wages. and Stores. Fuel. Wages. ® g ee a i?a~ Materia1 ' S SOUTH ISLAND MAIN LINE AND BRANCHES. j r . Cwt. Qt. £ £ £ £ £ A ■ .. .. ..7 124,125 19,152 205. 143,482 87,155 7,082 6,174 342 7,663' 4,632 18,811 10-33 0"57 12*81 7*75 31-46 1,138 A. Ab 409 .. .. 1 20,674 4,811 244 25,729 13,213 840 481 43 1,278 812 2,614 4-49 0-40 11-92 7-57 24-38 236 AE 409. Ab .. .. .. 54 1,673,204 298,950 4,474 1,976,628 1,001,912 72,935 44,510 3,295 93,581 57,840 199.226 5-40 0-40 11-37 7-02 24-19 13,791 Ab. B .. .. .. 8 82,299 52,091 898 135,288 87,517 6,249 5.843 314 7,410 6,536 20,103 10-37 | 0-56 13-14 11-59 35-66 1,855 B. BA .. .. .. 10 125,491 57,776 1,344 184,611 126,487 9,079 10,488 437 11,462 8,067 30,454 13-63 0-57 14-90 10-49 39-59 1,956 Ba. F .. .. ..41 39,564 : 531,110 345 i 571,019 201,932 20.515 12,285 1,083 16,900 34,409 64,677 5-16 0-46 7-10 14-46 27-18 9,002 F. Fa .. .. .. 3 15,595 21.885 93 37,573 13,174 1,399 1,568 76 1.240 1,882 4,766 10-02 0-49 7-92 12-01 30-44 600 FA. J .. .. ..12 55,070 138,703 4,302 198.075 87,429 7,198 5,582 384 8,054 10,754 24,774 6-76 0-47 9-76 13-03 30-02 2,853 J. K .. .. 1 542 542 235 16 7 1 22 32 62 3-10 0-44 9-74 14-17 27-45 13 K. L .. .. .. 1 10,110 3,704 .. 13,814 4,372 356 243 19 418 667 1,347 4-22 ; 0-33 7-26 11-59 23-40 218 L. LA .. .. .. 1 .. 117 .. 117 30 5 7 3 10 20 14-37 1 .. 6-15 20 51 41-03 3 LA. N .. .. .. 1 15,952 23,236 .. 39,188 19,513 1,079 1,202 58 1,860 1,527 4,647 7-36 0-36 11-39 9-35 28-46 422 N. P .. .. .. 3 2,886 3,379 38,411 44,676 23.904 1,640 482 79 2,194 1,884 4,639 2-59 0 42 11-79 10-12 24-92 559 P. Q .. .. .. 7 129,050 20,735 81 149,866 90,406 4,945 11,291 236 8,654 4,896 25,077 18-08 0-38 13-86 7-84 40-16 1,345 Q. R .. .. .. 6 11,117 48,062 1,273 60,452 22,764 1,956 976 107 2.227 3,622 6,932 3-87 0-42 8-84 14-39 27-52 1,110 R. T ...... 1 5 23,479 34 23,518 12,430 1,115 163 59 1,002 1,578 2,802 1-66 0-60 10-23 16-10 28-59 318 T. U .. .. .. 9 149,082 20,137 166 169,385 85,847 6,103 11,538 302 7,699 5,508 25,047 16-35 0-43 10-91 7-80 35-49 1,612 U. UA .. .. .. 6 159,590 25,870 152 185,612 94,-891 5,923 3,381 287 8,468 5,851 17,987 4-37 0-37 10-95 7-57 23-26 1,562 UA. Ub .. .. .. 22 447,107 98,736 1,444 547,287 313,676 18,919 11,946 901 29,039 18,070 59,956 5-24 0-40 12-73 7-92 26-29 5,091 TJB. Uc .. .. ..10 197,202 56.249 544 253,995 141,079 8,564 6,303 406 13,288 9,004 29,001 5-96 0-38 12-55 8-51 27-40 2,476 Uc. V .. .. ■■ 1 9,880 2,271 .. 12,151 6,644 365 122 18 625 442 1,207 2-41 0-36 12-34 8-73 23-84 130 V. W .. .. •• 2 16,556 8,360 214 25,130 14.460 1,180 2,717 61 1,389 1,384 5,551 25-95 0-58 13-26 13-22 53-01 417 W. Wa .. .. •• 3 21,600 12,162 295 34,057 20,552 1,625 1,997 84 1,968 1,960 6,009 14-07 0-59 13-88 13-81 42-35 592 WA. Wa (converted) .. .. 1 9,134 8,869 .. 18,003 6,738 758 135 41 642 870 1,688 1-80 0-55 8-55 11-60 22-50 247 Wa (converted). Wab .. .. .. 10 281,261 34,352 33 315,646 186,260 11.644 3,588 508 17,065 9,508 30,669 2-73 0-39 12 97 7-23 23-32 2,490 Wab. Wd .. .. .. 7 38,241 50,410 3,944 92,595 54,000 4,451 5,055 221 4,820 4,901 14,997 13-11 0-57 12-49 12-70 38-87 1,381 WD. WE .. .. .. 2 16,809 6,778 407 , 23,994 18,382 1,122 2,819 56 1,760 1,354 5.989 28-20 0-56 17-60 13*54 1 59"90 376 WE. Wf .. .. ..17 249,845 106,187 9,772 | 365,804 183,361 13,819 10,774 1 676 17,236 15,374 44,060 7'07 0 44 11-31 10-09 28-91 4,304 WE. Ww .. .. .. 2 42,354 13,582 430 56,366 32,090 2,558 2,101 j 116 2,793 2,490 7,500 8-96 0-49 11-89 10-59 31-93 605 Ww. Totals (steam) .. 249 3,943,803 1,691,695 69,105 Is, 704, 603 2,950,453 213,440 163,778 10,210 270,760 215,864 660,612 6-89 0-43 11-39 9-08 j 27-79 56,702 Totals (steam). Units E 1 ...... 1 4 3,250 ; 3,254 7,446 114 157 9 94 152 412 11-59 0-66 6-93 11-21 30-39 74 E 1 (elec. battery) E 2-6 .. .. .. 5 34,493 43,622 16 78,131 1,371,580 1,648 1,92-2 j 124 17,314 1,549 20,909 5-90: 0-38 53-19 4-76 64-23 1,254 E 2-6 (electric).

D.-2.

STATEMENT No. 31—continued. Performances of Locomotives for the Year ended 31st March, 1928— continued.

47

•quibs joj t „ „ joj sgoiAjgs Suirnjojjad seniSno Aq urn 9g«9iijf 4- joj S9qiaj9b Snimjojjad seuiSno Xq imj ggro rrTC •imA 9q» Sinjiip go uawuM. & guo —*aiOK ' * I 1 ; " ff9'fZ " " " " " " 89f'2Ll 9L SSS'I8 Ofl'fG " | •• s^O£ •• l tSIi ! ! ! If 9' 9 illZ'f *08f 'I J 09-88 i68' 65 j 601 '181 98Z'f 889'58 Ofl'fS fZ-9 ' ' " " '' ££6 ' S *' "' * ' * * "' '" '" *" *" * * I * * * * saSitrqo {-eioua*) Ot-0 " ' * * "" "" f 08 "" " * " ' ' * * * "' * ' "" " * *" .... .. soSjBqo jaq/BM 68*1 ' * "" '" * * QZf ' I '' ' * '" "" " * '" * ' *" *" * * " * nopiwpwdop pu-e sc^n9niJ8^ag; LIZ'Z LtiSZ 00-11 fZS fQ-0 65-9 €Z,9'6I 86S'8 8IS'9 LOf 0 QL'f fWi *8S'I6 601' 181 9$Z'f S89'58 0fl'f6 Zl " " s^ox 'ffM £6?'T 0L-fZ i Lf-6 \ 66-6 f6-0 01-6 018 '51 516'f- 8i6'f 085 9f9'Z Qfl'° IfZ'S L IQf'fZl 6II'I £90*88 695'06 9 " " aAV S68 06-95 60-tI 69-6 66-0 £1-9 988'8 fLL'l 9T£ 69 ILL II5'I 566'OT 5I5'0S 086 8fL'LZ f88'l Z j " " "J 6 Zf 10-58 89-fl 08-t 86-0 60-51 i56'8 5I9'I 656 86 858'T 880'T I6£'£ £86'5 898'I5 I66'l f " " a 3F 3F 2 5 3 '^5 ; I I l j I - I J ; | ■Moixoas xaodxsaM •8ra«e joj t ,, „ spniSis put; joj sgoiAjgs Snnnjojjgd sgui8ug Xq utii gStfgnjc j. -sdoqsjiJOAi. joj saoiAjgs gnrjnnqs Sniuuojjad sanrSno £q uru ggsgpjt * •j«9;£ 9q(j 2nijnp sgqon'Bjg pn-e 8mi niBjt putqsi toojj 8n O "M9n aTAV -go uacftiiAv a 'j, '-g gno 'j 9no 9uo '3; 9no*'f 9uo "'q gno —'aio^ r F ~i 1 1 ~1 ~ is « i i 1 LLS Lf8 •• •• i58 6ii 6| 805 fS 691 50i l! 06f'6f0'f " " " si^°X tt5i'8I , 8T8'f8 4-891'Sf *669'98 i5-68 108' 198 '• j 9f9 '098 '6 Ti8'5i f58'88i'l, 06t'6K)'f 0T-f " j " | 660'00T '■ " '■ j "" "" " " sgSjbtjo 89-0 ... j .. .. i ggg'gi •• •• •• •• •• .... pire suoistoatioq ; 98-0 " '' j ■' " i 158 '8 " " " .... .. s8§tbtp> J9^AV fO-5 '' •• j •• I 816 '6f '■ " " "" '■ '' •• noiq.i3io8jdap ptre s^n9Tni8W9a (■02f 'sjo^ora-|rej 8T0'66 60-85 96-8 68-11 8t-0 68-9 986*689 j i6i'8I5 566'685 f68'0I 885'i9I 08I'9I5 " 6t9'098'6 Ii8'5L t58'88i'l 06t-'6t0'i 665 Snipnxom) e^oj; "(if18^ -oa[0) g Ky 80S ft-It 60-5 59-6 80-0 69-8 905'5 968 f80'l 61 Hi 698 GLf'OfX 09S'9t " j 6i8 I88'6f I " •• "" 9 Ha sijafl •(lox»9d) e na 605 i iS-01 86-8 8i-I 61-0 98-f Ii5 601 Lf f 611 Oi 89f 888'9 " i 806 i 658'6 I " " 6 f wg ggs 69-51 L8-f 9L-I 61-0 i8-6 fOf 661 96 9 i8T f6 996 If9 'L " | 96f'X 6tl'9 I " " •• f •STB*) z mg 061 i9-8T 56-8 85-8 8f-0 f0-9 55I'I 986 i6I 95 898 668 88i'T SZf'fl " 059 S08'8T I " •• -• 5 Kg 3f 1 3F 3F 3F SF *1^0 I ■ : j I - ! i L I : ■ j ■psnuituoo—sano Mv>ifi a\ T v snit; sivw aiW'isi nxnos ? •[ r F:ijoa'9p- v j ■sno0[iii[[yo 'y, -S3gl!_4i pn'B -SOSBAi '190,3 pnB "IJO I -urac) . B g- ssasji I segTJAi j WOJ . v'o M 5w ' 'Snpunqg | •gniunti'a •sji'Bdaa •Sniuang -sji-edOH •Saianri'ji M •eonoj ui '9iixn-eni§ua jad ?soo **soo -sgjoijg jo •9§'B9Xiin-9ni§oa §

D.—2

48

STATEMENT No. 31— continued. Performances of Locomotives for the Year ended 31st March, 1928— continued.

•0Uit?s ioj 1 „ sosnodx9-gnn{ioAi >, ioj saoiAjas Smrajojjad S9uigu9 j£q tnu * . _ _ ■ j I " I " " GSf'Zl " " " " " " | IM'fS " 96f'Z£ 3*8' IS " " " «IWL Is. ! 09 *09 88-98 9Sf'SX S | 168' f8 09 S?8'X9 09-8 "" •• •• .. i9g<T •• .. .. .. •• | -• •• •• | .. saareqo puauoQ XS-0 " " •• •• ■■ ■■ •• ■■ •• ■■ •• ■■ •/ : •• •• sag.reqo gg. [ • • • • • • ■ • ■ - • • • • - ■ • ■ • ■ • • • • • • ■ • • pm s^uamMinsa j OSS' I 61-08 8*-6 . fS-XX 6f-0 88-8 9X9*01 *88'8 : S9X'*> tit 9?6'S f60'8 ft6'88 j £68'*8 09 9CT'S8 : ZfS'19 9 " " s m°X '■SAi S6i iS-SS 90-6 fX-SI Lf-0 09-0X 888*8 Xf-8'S 981*8 XSX OPL'Z LZZ'Z i99'9S 6X0'S9 9f 99l'0S 808'Xf f " " " '▼>1 8S? gf-tt 9901 00XX i90 IS-S 8 LZ'Z 866 9S0'X 89 90S £98 iiS'8 8L8*SS tl 088'SX X-SO'OX S " " "" 5 3 3 3 5 "?£> "^0 I ! i _i | I I 1 ' NOIXOMS NOXOIJ •8in«8 joj ajipaiQ 4. •suoft-eogissBio „ » ioj B90IAJ9S §uinuoji9<i S9ni°u9 Aq nni 92B9nw * *66 OX " " '• "" 086 X8 " 889 8X S6S 89 " " " ; . : •j-8 99 *99 0S-S8 SOO'IX 966' X8 99 889' 81 S6S*89 Ot-8 "• " "" T9X'I " " " " " " •' '• ; •• •• •• se&reqa pMansjf) 68-0 "' "' "" " S8I "" ...... .. .. .. .. .. .. .... .. S9g.ret[a ja»«A\ lZ-\ '' ' ' ' ' " ' g;:f ■ • • • • • • • • ■ •' • • • • • ■ •' * ■ U0i!nsi08jd9p pxre ajtrantre^eg *iX'X J H-LZ Z8-L SX-IX 8*-0 U-i ?LZ' 6 Si9'S 66i'S i*X 999'S 8S6'S *X9'08 966'X8 99 889*81 S6S'S9 i 8 l®t o a, M 699 08-S8 X8-9 i9-SX **-0 8* SX *i0'9 08S'X *98'S S8 8*8 'S A*9'X 9X0'6X 98X'9* fZ SS0'9 060'0* 8 " " aM 909 *8-OS 90-6 88-6 S*-0 XO-S i OOS'8 S68'X 98f*X 99 808 9ZS'X : 669'XX 098'98 Zf I S)X9'8X ' SOS'SS 8 " M ■a ■ •* ■ • • ■ • • ■ • ! • • ' • X £ 3 3 3 3 5 "If) '^0 •jsoiioas xosiaN i 1 —r 5 't -iana -BBJOfig pn® -sag«Ai. -sajong pmi "HO 'IHOQ -ntnj} , . m „ JT S g' SSSISAV '1«!|0I S83BAV IBf(0i 5[I0M. ' ® cd 'Sm»ntnis o , g- S» *0aAji g> •Sornung -sjrBdaH 'SJivden •Sninnn'ji •sn-Baen; K B — : 5 •9on®j ni 'aiini-eniSna .xad '*soD jo -©Swexini-euiSaa ®

49

D.—2

STATEMENT No. 31— continued. Summary.

By Authority: W. A. G. Skinner, Government Printer, Wellington. 1928.

10—D. 2.

I I Bng Engine-mileage. Quantity of Stores. Cost. £ oo "5c a Detail. Detail. I Runn Running. aing. Repairs. Repairs. Running. Running. Section. e _. t-t to I Train. Shunting, Assisting, Light, and Miscellaneous. Worktrain. Total. Less .Recoverable Mileage. Net Total Mileage. Coal. Oil. Wages and Material. Stores. Fuel. Wages. Total. Section. ALL SECTIONS. Kaihu .. .. 2 17,738 5,686 Gisborne .. .. 6 ! 82,211 16,155 N.I.M.L. and branches .. 398 6.479,921 2,638,704 S.I.M.L. and branches .. 259! 4.049.450 1,738,824 Westport .. .. 12 94,140 82,683 Nelson .. .. 7 63,292 18,638 Picton .. .. 6 51,842 32,495 Totals .. .. 69010,838,594 4,533,185 80 23,504 80 23,424 1,004 99,370 1,004 98,366 209,054 9,327,679 183,980 9,143,699 72,371 5,860,645 84,818 5,775,827 4,286 181,109 ' 5,641 175,468 66 81,996 66 81,930 60 84,397 60 84,337 ■ Cwt. Qt. £ £ £ £ £ 4,651 658 357 45 599 809 1,810 37,617 3,358 4,307 184 6,578 3,205 14,274 4,861,945 338,330 261,276 20,839 474,819 335,994 1,092,928 2,952,191 216,130 167,233 10,394 289,552*218,757 685,936* 91,584 7,394 4,750 407 6,218 8,298 j 19,673 30,614 2,923 2,656 147 3,799 2,672 9,274 33,944 3,094 i 2,946 174 4,162 3,334 j 10,616 Kaihu. Gisborne. N.I.M.L. and branches. S.I.M.L. and branches. Westport. Nelson. Picton. 286,921 15,658,700 275,649 115,383,051 8,012,546 571,887 443,525 ! 32,190 785,727 573,069 1,834,511 Cos st per Engine-mile in Pence. ;Lne-mi]e in Pence. dunning. Total. Fuel. Wages. © . fig 12 r3 © -in as t-c © © © © rt 3 oo "So o-o Sa > o o a o a 5.53 . *3 , © oftSrS c« a— e0B fl ©.C be 3 oo P a o © ■r. S © r-. — " ■S-S'sf (D fl ©.a a ex oo a d P.ro Total Cost. © fl o fl r— < © ■sa EH © © s © ."5 m © £ rt a 00 40 Days in Steam. Section. Repairs. .raining. SO H at a Wages and Materials. Section. Stores. £ £ v £ £ £ £ t Kaihu.. .. .. 3-65 : 0-46 6-12 8-25 18-48 117 10 .. 242 Gisborne .. .. 10-40 0-44 15-89 7-74 ! 34-47 641 150 .. 992 N.I M.L. and branches .. . 6-72 0-54 12-21 8-65 28-12 55,975 14,249 23,844 139,945 S.I.M.L. and branches .. 6-85 0-43 11-85 8-96 28-09 49,913 8,821 16,536 100,095 Westport .. .. 6-29! 0-54 8-24 111-00 : 26-07 1,425 304 i .. 3,955 Nelson .. .. 7-77 0-43 : 11-12 7-82 127-14 435 132 I .. 1,161 Picton .. .. 8-38 0-49 j 11-84 9-48 30-19 468 74 j .. 1,267 Totals .. .. 6-80 0-49 12-05 j 8-78 28-12 108,974 j 23,740 40,380 247,657 £ 6-12 8-25 18-48 117 15-89 7-74 34-47 641 12-21 8-65 28-12 55,975 11-85 8-96 28-09 49,913 8-24 111-00 26-07 1,425 11-12 ' 7-82 j 27-14 435 11-84 9-48 30-19 468 £ £ £ 10 .. 242 1-19 0-10 150 I .. 992 1-55 0-36 14,249 23,844 139,945 1-44 0-37 0-61 8,821 16,536 100,095 2-04 0-36 0-68 304 .. 3,955 1-89 0-40 132 ! .. 1,161 1-27 0-39 74 j .. 1,267 1-33 0-21 2-48 2-40 3-60 4-10 5-24 3-40 3-60 £ £ £ 2,179 22-25 7 2,172 315 16,057 38-78 128 15,929 920 1.326,941 34-14 26,9301,300,011 88,219 861,301 35-27 13,724 847,577 59,018 25,357 33-60 713 24,644 2,317 11,002 32-20 8| 10,994 1,174 12,425 j 35-33 5j 12,420 1,220 Kaihu. Gisborne. N.I.M.L. and branches. S.I.M.L. and branches. Westport. Nelson. Picton. 1-67 0-36 0-62 3-80 2,255,282 34-57 41,5152,2 3,747 153,183 * Includes cost of 1,034 gallons benzine and 1,519,501 units electric current.

D.--2,

Revenue and Expenditure, Year ended 31st March, 1928.

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Revenue and Expenditure, Year ended 31st March, 1927.

D. 2.

NEW ZEALAND GOVERNMENT RAILWAYS.

D. -2

NEW ZEALAND GOVERNMENT RAILWAYS. Number of Engines and Tractive Power. Number of Carriages and Seating-accommodation. Number of Wagons and Carrying-capacity in use from 1918 to 1928.

Percentage of Increase 1918-1928 Engines 865 per cent. Tractive Power 27-90 per cent.

Percentage of Increase 1918-1928 Carriages 8-33 per cent. Seating-accommodation 6 77 per cent.

Percentage of Increase 1918-1928 Wagons 2113 per cent. Carrying-capacity 29 04 per cent.

D—2.

TOURISTS' CRUISING CARS

Cosy Bedroom.

Hot and Cold Water in the Bathroom.

Plans of the Luxurious Cruiser Cars.

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N.Z.R. AUCKLAND RAILWAY STATION

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N.Z.R. AUCKLAND RAILWAY STATION

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N.Z.R. AUCKLAND RAILWAY STATION

N.Z.R. AUCKLAND RAILWAY STATION.

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New Cab and Wagon Workshops, Otahuhu, near Auckland.

New Outwards-goods Shed and Offices, Auckland.

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Locomotive and Boiler Shops, looking West, New Hutt Locomotive Workshops, Wellington.

South End of Midway, Otahuhu Car and Wagon Workshops.

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Interior of Locomotive-boiler Shop, New Hutt Locomotive Workshops, Wellington.

Interior of Power-house, Hutt Locomotive Shops.

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Addington Reconstructed Car and Wagon Workshops: Wood-mill and Part of New Car-shop. Christchurch.

New Railway Social Hall, Dining-rooms, Library, and Apprentices' Institution, Hillside Reconstructed Workshops, Dunedin.

D.-H2.

New Locomotive Roundhouse, Elmer Lane, Greymouth.

New Locomotive Roundhouse (Back View), Elmer Lane, Greymouth.

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Wellington Proposed New Passenger-station.

Training-school Cadets' Hostel, Fitzherbert Terrace, Wellington.

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Hillside Locomotive Workshops Reconstruction, Dunedin.

D.—2

The Combined Exhibit by Railways, Publicity, Tourist, and Industries and Commerce Departments shown this Fear at Principal Agricultural and Pastoral and Industrial Snows in the Dominion.

Railways Publicity Branch Exhibit at Principal Shows, indicating Some Advantages of Rail over Road Transport.

D.-f- 2.

Specimens of Advertising Work by the Department's Advertising Branch.

D—2

MAP OF NEW ZEALAND, SHOWING RAILWAY AND STEAMER ROUTES, AND ROAD CONNECTIONS.