RAILWAYS STATEMENT BY THE MINISTER OF RAILWAYS, THE HON. W. A. VEITCH

Appendix to the Journals of the House of Representatives, 1931 Session I-II, D-02

D.-2,

1931. NEW ZEALAND.

RAILWAYS STATEMENT BY THE MINISTER OF RAILWAYS, THE HON. W. A. VEITCH

Mr. Speaker,— In presenting the Railways Statement for the year ended 31st March, 1931, I have the honour to report that the gross income from all sources was £7,571,537, a decrease of £716,579 on that of the previous year, while the expenditure was £6,882,810, a decrease of £476,049. On the 31st March, 1931, the capital invested in the lines open for traffic, including the steamers and plant on Lake Wakatipu and other subsidiary services, was £60,545,154, as compared with £57,787,671 on the 31st March, 1930, an increase of £2,757,483. The increase in capital comprises £855,154, cost of the Eskdale-Putorino extension, 26 miles 74 chains, taken over on the 6th October, 1930, and £559,012 expended out of the vote for additions to open lines. This latter sum represents the provision of new rolling-stock, grade-easements between Orichton and Lovell's Flat, additional dwellings, "improvements and extensions to buildings and plant, workshop equipment, rearrangement of station-yards, and other facilities. Expenditure under the Railways Improvement Authorization Act, 1914, totalled £1,044,433. The new works carried out during the year included the completion of the new station and yard at Auckland, new goods-shed at Wellington, and reclamation for station-yard, Papatoetoe - Papakura duplication, reconstruction and strengthening, of bridges, completion of Ravensbourne-Burkes Deviation, telegraph, and telephone lines, safety appliances, and train-control. A sum of £766,073 was charged against revenue for depreciation and provision of renewals, and the amount expended from this fund was £385,724 for assets written off. The accumulated credit balance in the Renewals and Depreciation Fund at the 31st March, 1931, was £2,067,910. During the year ended 31st March, 1930, the cash resources of the Railways Department were exhausted as a result of the policy which required the Department to pay interest charges irrespective of the fact that the net earnings for the year were insufficient to meet the total interest debit. In order to meet this position a further amendment to the financial arrangements of the Department was made, and section 14 of the Finance Act, 1930 (No. 2), authorizes the Minister of Finance to reduce the interest charges on capital where the annual accounts of the Railways disclose that the full amount of interest cannot be paid out of the Working Railways Account. The Finance Act, 1929,' section 20, provided that interest will be charged on the total amount of capital moneys expended in respect of railways, reduced by the sum of £8,100,000. The interest charges computed in terms of the Finance Act, 1929, total £2,255,345, as against £2,132,324 for the year ended 31st March, 1930.

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The sum actually paid for interest charges for the past year is £685,000. The net earnings totalled £688,727, which amount deducted from the total interest charge of £2,255,345 leaves a deficit on the year's operation of £1,566,618, an increase of £355,349 compared with the figures for the previous year. Compared with the previous year, the net earnings show a decrease of £240,530. Revenue decreased by £716,579, or 8-7 per cent., while expenditure decreased by £476,049, or 6*5 per cent., notwithstanding an increase of £66,896 in the amount set aside to provide for depreciation and renewals. In comparing the net revenue for 1931 with the results of previous years it is necessary to make due allowance for the variations in enactments, regulations, and policy applying to the finance of the Working Railways Account. It must also be borne in mind that since 1926 systematic provision has been made for depreciation in a manner which has not been adopted by the majority of State railways in other parts of the Empire, and which prior to that year had not been adopted in New Zealand. Variations such as those referred to require to be taken into account in order that deductions drawn from comparisons will be correct and reliable. During the year a comprehensive review of the train services was made, and decisions come to as are outlined in the General Manager's report which accompanies this Statement. The matter was further reviewed by the Royal Commission which investigated certain aspects of the Department's affairs during the year, and, generally speaking, the decisions that have been arrived at by the Department were concurred in. Channels for economy in expenditure were also fully explored in every direction during the year, and the figures given above indicate the very large measure of success that was achieved in that connection, and there is no doubt that an even greater extent of reduction in the expenditure might have been achieved if the staff adjustments that were found possible had been rigorously pursued regardless of any other consideration than the reduction of expenditure within the Department. It was felt that, having regard to the general state of the labour-market and to the very great distress that was likely to be occasioned if a sudden and extensive reduction of staff had been decided upon, a steady process of more or less gradual reduction was justified, even though the Department were involved in some expense in so doing. Consideration of the financial results for the year would, of course, not be complete without reference to the very severe trade depression that has been experienced during the period under review. For the first four months of the financial year the revenue held to about the same level as the previous year, but thereafter, as the trade depression intensified, the revenue dropped extremely rapidly. Services were, of course, adjusted as much as possible to the changing conditions, but it will be realized that in such a business as a railway, with its high proportion of fixed charges, the scope for making reductions of expenditure in immediate sympathy with a sudden drop in business is extremely limited. Keeping this in mind, it will be appreciated that the very great reduction of expenditure that was achieved during the year represents more a permanent lowering of the production costs of the Department rather than a temporary adjustment to the sudden drop in business that has been the result of the present stringent business conditions. In other words, so far as the financial position has been within the control of the Department —and this has particular reference to the expenditure side —the record of what was accomplished during the year stands out as a credit to the administration, while it must be equally recognized that the phenomenal drop of gross revenue which brought about the shrinkage in the net revenue was undoubtedly due to conditions which are affecting practically every other business in common with the railways, and which are quite beyond the control of the railway administration. The Royal Commission, in pursuance of its order of reference, undertook a review of the railway tariff, and recommended a number of alterations therein, the principal of which were adopted as follows : Ordinary passenger*fares increased by ■|d. in the shilling or part of a shilling, holiday excursion and season tickets increased by Id. in the shilling or part of a shilling, the scale for workers' weekly tickets increased, and a number of minor amendments made to other classes of tickets.

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A number of the classified rates for commodities such as coal, grain, firewood, bricks, &c, were increased by 10 per cent., and the rates for fresh fruit and vegetables were also increased by approximately 10 per cent. The practice of charging a higher rate for certain imported commodities was discontinued, and the classification of such lines was amended in conformity with the recommendation of the Royal Commission. HAWKE'S BAY EARTHQUAKE. I desire to place on record the Government's appreciation of the achievement accomplished by all ranks of the Service in meeting a difficult situation following the disastrous earthquake which occurred in the Hawke's Bay district on the 3rd February. The resources of the Department were placed entirely at the disposal of the relief organization without charge, and the expeditious manner in which the permanent-way was repaired enabled the Department to facilitate the removal of refugees from the stricken area, and at the same time convey foodstuffs and other important necessities which were urgently required in this area. The cost of these services to the Department has been assessed at £23,000. On the other hand, the Department, like all others in the earthquake area, suffered considerable damage to its property, the value of which has been estimated at approximately £55,400. The line between Napier and Putorino suffered most severely, and, in view of the extent to which the country through which the line passes was shattered by the earthquake, it is difficult to make an accurate assessment of the cost of restoring the line, and it is quite possible that the figure given above may be substantially exceeded before a fall restoration of ordinary working-conditions is again reached. BRANCH LINES AND ISOLATED SECTIONS. The loss on branch lines and isolated sections was £780,299, as compared with £761,091 for the previous year. These figures include interest charges. On branch lines the loss on working, exclusive of feeder value and interest charges, was £203,604, as compared with £218,483 in the previous year. Interest charges increased from £475,717 in 1930 to £485,512 in 1931, due to the EskdalePutorino extension being taken over on the 6th October, 1930. The revenue on branch fines decreased during the year under review by £16,826, or 4-2 per cent., while expenditure decreased by £31,697, or 5-1 per cent. The working of the isolated sections, Kaihu, Gisborne, Nelson, and Picton resulted in a loss of £39,131, as compared with £35,649 in the previous year. These figures exclude interest charges. The increased loss is due to the heavy decline in traffic on these sections, which in the case of the Gisborne and Nelson Sections amounted to 21 per cent, and 22 per cent, respectively. Substantial economies were made in the operating of these sections, but the effect of these was not felt until a fair proportion of the financial year had passed. Further reductions have since been made in the services on these sections on account of the decreased traffic and also in an endeavour to reduce the expenditure to a minimum. COAL-SUPPLIES. During the year the policy of utilizing as large a proportion of New Zealand coal as possible was steadily pursued, and the result is shown in the fact that the proportion of New Zealand coal rose to the record figure of 90 per cent. It must be frankly admitted that on a basis of strict economy the Department would have been justified in preferring imported coal to some of the New Zealand coal at the prices at which the respective supplies could be obtained, and it will be appreciated that not only from the point of view of the high proportion of New Zealand coal that has been used, but also because of the circumstance I have mentioned, the policy of the Railways Department, as above mentioned, has been of very great benefit to the mining industry in the Dominion.

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The past year has been a difficult one in dealing with coal-purchases, owing to the heavy decrease in traffic necessitating a reduction in our requirements. The Hikurangi Mine was flooded on the 29th July, .1930, and did not recommence operations again until January, 1931. LANGER COMBUSTION APPLIANCE. During the year tests were carried out with the Langer combustion appliance with a view to enabling a more extensive use to be made of run-of-the-mine New Zealand hard coals and of New Zealand soft coals more particularly—in the case of the soft coals—during the summer months, when such coals cannot be used on account of sparks. The tests which were carried out by the representative of the vendors of this appliance in association with the officers of the Departments of Railways and of Scientific and Industrial Research gave results which indicated that very substantial advantages could be obtained by the use of the appliance. With a view to proceeding further with tests under ordinary running-conditions, it was decided to purchase twenty sets of this appliance. The sets have now come to hand, and ten sets have been fitted to locomotives in the North Island and ten sets are being fitted to locomotives in the South Island. Tests of the appliance under general working-conditions are now in progress. BRIDGE-STRENGTHENING. During 1929 a comprehensive survey of the bridges throughout the Dominion was made, and a programme of bridge-strengthening and reconstruction work extending over five years was drawn up. The estimated cost of the five-year proposal for strengthening and reconstruction was £521,000, and satisfactory progress has been made with the work during the past year. The provision of new bridges at Ngaruawahia, Waikanae, Otaki, Oroua, and Whenuakura has been completed. A number of small bridges on the Thames and Rotorua Branches and the North Auckland line have been rebuilt, and on the North Island main line and branches a number of bridges have had a new superstructure of rolled-steel joists provided and in the case of others the floor-beams have been strengthened. ELECTRIFICATION, WELLINGTON-PAEKAKARIKI. In connection with the construction of the new line between Wellington and Tawa Flat the question of the tractive power to be utilized on this section called for consideration. The longer of the two tunnels by this route will be 2 miles 53 chains long, and the standard of transport service now demanded by the public renders at a practical impossibility to work such a length of tunnel by steam with any reasonable prospect of ensuring the public satisfaction. It is practically unavoidable, therefore, to adopt electric traction for this section of the line. In considering the length of line to be electrified the question of working the Pukerua grade came under review, and it was found that by the adoption of electric traction the economic disadvantage of this grade in the working of the traffic between Wellington and Palmerston North would be very substantially nullified, inasmuch as' the electric locomotives would be able to take over the grade a load approximating that which our present standard steam locomotives can work between Paekakariki and Palmerston North. The Pukerua grade is the ruling grade in the WellingtonPalmerston North area, and for some years it has been realized that eventually something would require to be done in connection with the easing of this grade in order to enable this very busy section of the railway to be satisfactorily worked. The adoption of electrification will postpone the necessity of anything being done in this direction for an indefinite period. For these reasons it has been decided to carry the electrification from Wellington to Paekakariki. Another aspect of this question is that the electrification will reduce to a minimum the number of steam locomotives which will require to be stationed at the locomotive-depot at Wellington, and this will, of course, have a direct bearing on the conditions which will exist in the neighbourhood of that depot so far as the same are affected by the smoke that will arise therefrom.

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Tenders have already been called for a portion of the overhead gear, and specifications for the balance of the requirements are in hand and are expected to be finalized at an early date. AUCKLAND NEW STATION. The new station at Auckland was officially opened on the 24th November, 1930, and, notwithstanding the complicated nature of the working of this station, the staff are to be complimented for the manner in which they so readily and efficiently adapted themselves to the new conditions. The original estimate, including the station-yard, as set forth in D.~2a, 1924, was £550,000, exclusive of £325,459 cost of the reclamation of the site for the yard and buildings, and work performed in connection with the erection of and alterations at the locomotive depot prior to 1924. The actual cost of the work at 31st March, 1931, was £1,230,645, which includes the station-buildings, construction of yard, goods-sheds, interlocking, and signalling, &c. The estimate in 1924 was based on old designs that had been in existence for many years. After the estimate had been framed the whole design of the yard was investigated and recast. The original plans provided for two stations, one on a high level and one on a low level. In order to effect economies in operating-expenses and provide more suitable facilities, it was decided to provide only one station, at an intermediate level, this necessitating a complete recast of the design to meet the altered conditions. At the time the estimate was made no design for the station had been finalized, but £100,000 had been allowed for this. The contract price for the station building as erected, which was enlarged to provide district offices, dining-rooms, &c, was £328,000. The fact that the station had to be erected on reclaimed ground caused the cost of foundations to be extremely heavy, and materially added to the cost of the building. The original estimate did not provide for power-locking and signalling to meet modern requirements, costing approximately £84,000. Additional carrepair facilities were found to be required, which had not been included in the original estimate. AUCKLAND-WESTFIELD DEVIATION. The completion of this work synchronized with the completion of the Auckland Station. The estimated cost of this work in the 1924 D.-2A was £450,000. The final cost to complete amounts to £770,000. Since the preparation of the original estimate the following alterations to the scheme had to be made : — (1) It was found that the original level of formation across Judge's Bay and Hobson Bay was not sufficiently high to escape damage by storms, and consequently the banks had to be raised, involving heavy increase in earthwork and stone protection-works. (2) Owing to the settlement of the embankment on the unstable mudflats of the Orakei Basin, heavy additional expense was incurred in making up continual subsidences. (3) Owing to faulty ground being met with in the Purewa double-line tunnel, considerable additional expense was incurred in the falsework in the tunnel and in providing a concrete invert. (4) The work was carried out by the Public Works Department. According to the Government policy at the time, hutments and. other amenities had to be provided for the workmen free of all charges, which involved heavy expense. (5) Automatic signalling was installed, which was not included in the original estimate. The unit costs adopted in the original estimate were too low in many cases to meet the conditions that were found to exist when the work was carried out. KOYAL COMMISSION. The Koyal Commission referred to in my last Statement duly completed its investigation into the possibilities of increasing the revenue and decreasing the

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expenditure of the New Zealand Railways, and its comprehensive report and recommendations were embodied in D.-4, which was presented to the House during the emergency session earlier in the year. The Government has given effect to most of the Commission's recommendations. The effect of the economies brought about will be more evident as the business improves. At present there is a definite indication of expenditure being reduced, but the steady decline in revenue prevents a true perspective being shown of what is being achieved on the expenditure side of the Department's operations. RAILWAY BOARD OF DIRECTORS. One of the Royal Commission's recommendations was " That the Department be depoliticalized, and the railways be administered by a Board of Directors, with full powers to control the operations and staff, and be responsible for the results obtained." The Government decided to give effect to this and provision was made in the Government Railways Amendment Act, 1931, passed last session, for the constitution of a Government Railways Board. The following personnel was subsequently selected : — Colonel James Jacob Esson, C.M.G. (Chairman). Sir James Henry Gunson, C.M.G., C.B.E. Mr. Edward Newman, C.M.G. Mr' George Walter Reid, 8.C0m., F.P.A. (N.Z.). The appointment of Sir James Gunson and Mr. Reese is for three years, and that of Mr. Newman and Mr. Reid for two years. Colonel Esson's appointment is temporary, and on the retirement of Mr. H. H. Sterling as General Manager, in September next, he will assume the chairmanship of the Board. The action of Mr. Sterling in offering to sever his contract with, the Government and to submit his willingness to be retired under the terms of the Finance Act of last session, and thereby subject himself to a personal sacrifice, is to be commended. The Government is fortunate in that it will continue to have the services of Mr. Sterling after his retirement, when he becomes Chairman of the Board. GARRATT LOCOMOTIVES. I have to record the fact that the three Garratt locomotives which were imported into New Zealand had not shown up to the end of the financial year any marked improvement in mechanical reliability, but that since then it has been seen that the modifications made to two of these engines have made them fit for regular service. Unfortunately, the falling off in traffic during recent months has mitigated against their being loaded to their full capacity, and it has therefore been impossible to take advantage of their maximum potentiality. Previously the main source of trouble in operation has been their mechanical umeliability under service conditions. The difficulties have, unfortunately, not made themselves apparent within a limited time of the engines being first put on the road, but have from time to time during the working of the units brought home to us the necessity of some modification to rectify weakness in design and correction of detail to suit local operating-conditions. The capital cost of these engines was in each case £18,143 (including £674 cost of raising loan), and to date modifications and repair-costs to the three engines have been as follows :— £ Modifications . . - ■ • • • • • • Bi7 Shop repairs .. •• •• •• •• 2,131 Depot repairs . . .. • • • • .. 1,450 Shop-work for depots . . • • • • • • 146

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The foregoing charges do not include modifications and repairs to one of these locomotives—viz., "G " 99 —now being undertaken at Hutt shops. It is estimated that.the charges in respect to this engine will be £400 for modifications and £1,400 for repairs. The matter of the continued operation of the Garratt engines has been carefully considered, and it has been decided, in view of the expenditure that has already been incurred, to continue working them for a further period of, say, twelve months with a view to giving them a thorough try-out, and more particularly in order to ascertain to what extent the latest modifications improve the operating results. CONCLUSION. As the direct responsibility of administration of the Department will in future devolve upon the Board, I desire to take this opportunity of placing on record my personal appreciation of and gratitude to all members of the Service for their cooperation in the conduct of the various phases of the Department's operations during a period of unparalleled difficulty. Considering the climatic and geographical conditions in New Zealand, which vitally affect the running of our trains, it is highly creditable that the Service has been able to maintain a safe and reliable means of transport throughout the country for so many years. The unwavering efficiency and devotion to duty of the entire staff which, although called upon to make sacrifices in common with all other sections of the people, is the chief hope for the future success of the Department. These factors will prove to be the mainstay of the Board in its difficult task of directing the Service in the interests of the people as a whole and at the same time stabilizing the railway finances. I would also like to take this opportunity of acknowledging the assistance which as Minister of Railways I have received from members of Parliament. The full and constructive criticism which has been forthcoming has materially helped in the administration of this important Department of State.

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RESULTS OF WORKING. The following is a statement of the results of working for the past five years:—

For the current year I anticipate the revenue will reach £7,151,000, and the expenditure £6,223,528.

VIII

Year ended 31st March, Particulars. 1931. 1930. 1929. 1928. 1927. Total miles open for traffic .. .. 3,322 3,287 3,287 3,180 3,164 Average miles open for year .. 3,303 3,287 3,254 3,178 3,157 of opened and unopened lines £68,679,025 £65,526,089 £62,276,214 £58,797,458 £56,028,477 Capital cost of open lines .. .. £60,545,154 £57,787,671 £56,568,598 £51,187,376 £49,183,916 Capital cost per mile of open lines .. £18,226 £17,581 £17,210 £16,097 £15 '^_ T. .. .. £7,571,537 £8,279,914 £8,747,975 £8,524,538 £8,434,654 Working-expenses .. .. •■ £6,882,810 £7,358,859 £6,849,383 £6,685,123 £6,490,880 NET EARNINGS .. .. .. £688,727 £921,055 £1,898,592 £1,839,415 £1,943,774 ~ ~T~ £2,255,345 £2,132,324 £2,331,335 £2,130,867 £2,043,433 Appropriation for betterments Unappropriated surplus Deficit £1,566,618 £1,211,269 £432,743 £291,452 £99,659 PERCENTAGE OF TOTAL WORKINGEXPENSES TO GROSS EARNINGS 90-90 88-88 78-30 _™*_ PERCENTAGE OF NET EARNINGS TO CAPITAL INVESTED .. .. 116 I'M 3-99^ "7 ~ 38s" £7,473,993 £7,524,864 £7,343,845 £7,423,472 Railway operating expenses .. .. £6,406,143 £6,848,026 £6,374,579 £6,302,119 £6,158,283 NET RAILWAY OPERATING EARNINGS £375,245 £625,967 £1,150,285 £1,041,726 £1,265,189 PERCENTAGE OF RAILWAY OPERATING EXPENSES TO EARNINGS 94-47 91-62 84-71 85-81 82-96 Operating earnings per average mile open £2,053 £2,274 £2,312 £2,310 £2,351 Operating expenses per average mile open £1,939 £2,083 £1,959 £1,983 £1,951 NET OPERATING EARNINGS PER AVERAGE MILE OPEN .. .. £114 £191 £353 £327 £400 d. d. d. d. d. Operating earnings per train-mile .. 144-26 149-21 162-50 162-62 166-14 Operating expenses per train-mile .. 136-28 136-71 137-66 139-55 137-82 NET OPERATING EARNINGS PER TRAIN-MILE .. .. .. 7-98 12-50 24-84 2307 28-32 Passengers, ordinary .. .. 7,288,674 8,498,441 9,074,993 9,299,157 10,305,065 Season tickets 600,440 667,432 656,169 632,763 585,094 Total passenger journeys .. .. 22,813,708 25,413,621 25,574,843 25,379,665 26,002,137 Goods tonnage 6,409,831 7,233,295 7,086,680 6,854,865 6,833,436 Live-stock tonnage 556,498 566,407 535,951 511,897 475,013 Train-mileage .. .. .. 11,281,898 12,022,043 11,113,482 10,838,594 10,723,864 Engine-mileage .. .. .. 15,618,776 16,735,624 16,150,146 15,383,051 15,212,086

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ANNUAL REPORT OF THE GENERAL MANAGER OF THE NEW ZEALAND GOVERNMENT RAILWAYS. The Hon. the Minister of Railways. New Zealand Government Railways, ' , £ .* a I Head Office, Wellington,- S r : -P Sib,— 10th August, 1931. I have the honour to report on the working of the railways for the financial year 1930-31. FINANCIAL. On the 31st March, 1931, the capital invested in the lines open for traffic, including the steamers and plant on Lake Wakatipu and other subsidiary - services, was £60,545,154, as compared with £57,787,671 on the 31st March, 1930, an increase of £2,757,483.' , • ;,, The total route mileage increased from 3,287 to 3,322, an increase of 35 miles. The new lines taken over from the Public Works Department were Eskdale.to Putprino, 26 miles 74 chains, on 6th October, 1930, and Auckland to Westfield, 9 miles 40 chains, On 16th ; November, 1930. A portion of the Fernhill Branch in the Dunedin district, 1 mile 39 chains, was taken up during the year. The principal items in the capital expenditure during the year were £855,154, cost of Eskdale-Putorino extension ; £1,044,433 expended under the Government Railways Authorization Act, 1914 ; and £559,012 under " Additions to Open Lines." '' Year ended " Year ended v ... 31st March, 1931. ■;. 31st March, 1930,- Yariauon- £ ;,vr £ " . ■ £ Gross revenue .. .. .. .. .. 7,571,537" " > 8 ,288,116 -716,579 Gross expenditure .. .. .. .. 6,-882,-810: 7,358,859 -476,049 Net revenue .. .. .. .. .. r ." -^240,530 Credit for developmental lines .. .. .. .. JDr, 8,202 Interest charges .. .. .. .. 2,255,34« v, :: . ?2,132,324 . +123,021 Deficit.. .. .. .. .. .. 1,566,618 "'1,211,269 +355,349 The gross earnings for the year were £7,571,537, a decrease of 8-7 per cent, compared with the previous year. The gross expenditure totalled £6,882,810, a decrease of' 6-5 pel cent; The interest charges, which show an increase of £123,021, due to the increase in capital, have been computed on the total sum. expended on the railways, less £8,100,000. This is in terms of the Finance Act,, 1929, section 20, which provided that the interest charges 'were to be computed on the capital moneys expended in respect to railways reduced by the sum mentioned above. ~»<:•*.' In my report for the year ended 31st March, 1930, I refeijsed-' to "the fact that our cash resources had been exhausted by the payments which had required to be made to the Consolidated Fund to meet interest. An amendment to the financial arrangements was embodied in section 14 of the Finance Act, 1930 (No. 2), which authorizes the Minister of Finance to reduce the interest charges should the annual accounts of the railways disclose that the 'full amount of,interest cannot be paid; out of the Working Railways Account. The sum actually paid for interest during the year under; review was £685,000, being approximately the amount of the ne% revenue.. Until August the revenue was slightly in excess of the figures for the previous year, but from the August period to the end of the financial year the decrease in revenue increased month by month until at the end of the year a total decrease of £716,579 resulted. Prior to the decrease in revenue setting in the Department had put in hand a comprehensive review of the train services of the Dominion, and the reduced train: services which were made effective enabled substantial economies to be made in operation. Close attention was- paid to expenditure in all branches, and from the analysis made in this report it will be seen that the expenditure in all branches of the Department's activities was reduced. The operation of branch lines and isolated sections resulted in a loss'j : Including interest charges, of £780,299 for the year as compared with a loss of £761,091 in the previous year. The working of these lines continues to be a burden on the Department's financial position, and a fuller review of this matter is given in a subsequent portion of this report.

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Revenue. The income in respect of railway operation under the main headings and the percentage under each heading to total income compared with the previous two years are as follow : —

The passenger earnings for the year have decreased by 10-88 per cent, as compared with the previous year, while the goods earnings have decreased by 8-50 per cent. The operating earnings per average mile open and per train-mile are as follow : — Per Average Per TrainMile open. mile. £ d. 1931 .. .. .. .. 2,053 144-26 1930 .. .. .. .. 2,274 149-21 1929 .. .. .. ..2.312 162-50 The railway operating receipts (exclusive of subsidiary services) from the North and South Island Main Lines and Branches shown separately are as follow : —

The operating earnings for the North and South Island Main Lines and Branches separately per average mile open and per train-mile are as follow :—

Expenditure. The total expenditure for the year ended 31st March, 1931, was £6,882,810, a decrease of £476,049 as compared with the previous year's figures. 1930-31. 1929-30. 1928-29. £ £ £ Expenditure on train operation .. 6,406,143 6,848,026 6,374,579 Subsidiary services .. .. 476,667 510,833 474,804 £6,882,810 £7,358,859 £6,849,383

X

—- 1931. Per Cent, of Operating Revenue. 1930. Per Cent, of Operating Revenue. 1929. Per Cent, of Operating Revenue. Passengers, ordinary Season tickets Parcels, luggage, and mails Goods Labour, demurrage, &c... £ 1,531,376 247,349 359,277 4,487,357 156,029 22-58 3-64 5*30 66-18 2-30 £ 1,733,512 262,415 386,792 4,904,324 186,950 23-19 3-51 5-18 65-62 2-50 £ 1,868,048 256,699 378,141 4,846,125 175,851 24-82 3-41 5-05 64-40 2-34 Totals 6,781,388 100-00 7,473,993 100-00 7,524,864 100-00

North Island Main Line and Branches. South Island Main Line and Branches. 1931. 1930. 1929. 1931. 1930. 1929. Passengers, ordinary Season tickets Parcels, luggage, and mails Goods Labour, demurrage, &c. £ 985,510 166,107 231,546 2,505,212 79,160 £ 1,110,392 174,781 249,955 2,685,577 91,493 £ 1,195,259 171,034 241,009 2,721,384 93,300 £ 530,796 77,327 119.577 1,818,372 66,835 £ 602,190 83.430 128,359 2,026,066 80,263 £ 644,118 81,478 128,486 1.938,634 69,389 Totals 3,967,535 4,312,198 4,421,986 2,612,907 2,920,308 2,862,105

Year. North Island Main Line and Branches. South Island Main Line and Branches. Per Average Mile open. Per Train-mile. Per Average Mile open. Per Train-mile. 1931 1930 .. 1929 .. £ 2,776 3,052 3,202 d. 140-69 144-53 158-27 £ 1,606 1,794 1,760 d. 147-87 154-23 167-72

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Operating Expenditure.

The sum charged against revenue for depreciation and provision for renewals was £766,073, and the amount expended from the Depreciation and Renewals Fund was £385,724, for assets written off or renewals effected during the year. The accumulated credit balance in this fund at 31st March, 1931, was £2,067,910. The position in regard to the undermentioned equalization funds is as follows :—

The following table stows the principal items charged against working-expenses in respect of the various funds tabulated below for the six years ended 31st March, 1931 : — £ Reserves accumulated for renewals and depreciation. . .. .. 2,067,910 Reserves against fire, flood, accident, compensation, and insurance .. ' 104'435 Old and obsolete rolling-stock, buildings, and equipment written off .. Superannuation Fund subsidies .. .. .. .. ..1 078'330 Maintenance of Way and Works. Increase, £4,314. _ While a decrease was shown under the majority of the headings of the expenditure of this Branch an increase of £34,607 is shown under Structures. This increase is due to the fact that the contribution of £10,000 per annum to the Renewals Fund in respect of bridges was found to be insufficient and the annual amount was increased to £44,000 from Ist April, 1930. The position is that, while the total debit for the current year increased by £4,314, the renewals and insurance contributions increased by £46,144, and there is therefore an actual decrease of £41,830 in the cash expenditure during the year, principally due to the introduction of economy measures. Taking 1926 as the standard, and fixing the index figure for that year as 100 for the expenditure on maintenance of way and works and the average mileage of line worked, the undermentioned summary shows the position over the past six years :— Total expenditure (including contribution to 1926. 1927. 1928. 1929. 1930. 1931. renewal and depreciation fund) .. .. 100 94 100 97 100 101 Average mileage of line .. .. ..100 102 102 105 106 107 Maintenance of Signals and Electrical Appliances. The expenditure under this heading for the year totalled £104,463, a decrease of £13 114 as compared with the previous year. The principal decrease is in signals and interlocking, £8,486 due to the replacing of mechanical appliances by automatic power and the effect of economy measures.

XI

Per Cent, of Per Cent, of Per Cent, of 1930-31. Operating 1929-30. Operating 1928-29. Operating Revenue. Revenue. Revenue. Maintenance—Way and works 1,150,329 16-97 £ 1,146,014 15-33 £ 1,111,229 14-77 Maintenance—Signals 104,464 1-54 117,577 1-57 112,206 1-49 Maintenance—Rolling-stock .. 1,502,698 22-16 1,680,919 22-49 1,424,165 18-93 Examination, lubrication, and 77,646 1-15 82,711 1-11 67,023 0-89 lighting of vehicles Transportation—Locomotive .. 1,517,026 22-38 1,672,498 22-38 1,583,770 21-05 Transportation—Traffic 1,798,490 26-52 1,883,918 25-21 1,825,965 24-26 General charges 87,700 1-29 96,466 1-29 80,943 1-07 Superannuation subsidy 167,790 2-47 167,923 2-25 169,278 2-25 Totals 6,406,143 94-48 6,848,026 91-63 6,374,579 84-71

— Credit Balance brought forwarc from 1930. Contributions, 1930-31. Expenditure, 1930-31. Credit Balance at 31st March, 1931. Slips, Floods, and Accidents Fund Workers' compensation Insurance £ 17,220 15,502 33,911 £ 21,671 42,267 15,829 £ Cr. 9,965 45,539 6,391 £ 48,856 12,230 43,349 Totals .. 66,633 79,767 41,965 104,435

Jh=%

Maintenance of Rolling-stock. The expenditure under this heading totalled £1,502,699, a decrease of £178,220, or 10-60 per cent., cbtrfp'ftr&f with, the. previMs" Jea'r. During the" year ended 31st March, 1930, the amount of repair work dealt with in the shops, was still in excess of what might be regarded as normal, owing to the repair work falling in arrears during the workshops reorganization. In my report of last year I dealt with the question of this accumulation of repair work, and I need only point out at this stage that just as the necessity for undertaking additional work to meet the accumulated arrears of maintenance of rolling-stock did not arise in one year, but was a cumulative process, so also it is not to be expected that the status quo can be reached at once, but must be a process of overtaking the requirements, the proportion of additional work decreasing as the normal is approached. A review under the various headings is as follows : — ;^ ■*'*"•• , : , Locomotive Repairs. l : Decrease, £99,319 = 12-92 per cent. During the year 529 engines passed through the shops as compared with 579 in the previous year. Of this total, 207 received'a complete overhaul in 1931 as compared with 240 in 1930, a decrease of 13-7 per cent. The total number of complete overhauls and heavy repairs for the past year was 234, which is slightly in excess of the average total of such overhauls and repairs for the past five years. The,accumulated arrears were not overtaken until August of the year under review, and it was not until this date that.the question,of engine-repair work requiring to be done came near the line of the. average for the.past five years.™,., < ..• . ~. j. -!-:.;;".; ''."'.'; aa piMamisnance of Carriages and Wagons. ~; r, The total expenditure, for the repairs «andpainting of carriages and vans increased by £1,069, or". Ô-39' per cent. Carriage Repairs decieased by £5,461, but increases in conversion and alteration and betterment work and increased contributions to Renewal Fund resulted in the total debit for the year being slightly in excess of the previous year. During the past year the painting of carriages and vans received particular attention, and the number.' of carriages and vans painted increased by 34 per cent, and 17 per cent, respectively. ! Ifi: New. Zealand, where tunnels are numerous, the appearance of our rolling-stock rapidly deteriorates, and, 'apart from improving the appearance of the vehicles, careful attention to painting is necessary in order to preserve the stock. The expenditure on maintenance of wagons decreased by £75,282. During the past year 19,972 wagons passed through the workshops, of which number 13,618 received heavy repairs. The number of wagons passing through the shops decreased by 902, while the number of heavy repairs decreased by 1,199. ■'■> - -'■■-'-, Examination and Lubrication and Lighting of. Coaching and Wagon Stock. The total expenditure under this heading decreased by £5,065. The cost of lubricating vehicles declined by:£2,154, chiefly dfue to the fact that during the previous year it was found necessary to incur additional rexpenditure .to bring .the lubrication up .to an efficient standard, and the action which was taken in this connection has resulted in the number of hot boxes being reduced by 46-3 per cent. The expenditure on lighting of coaching-vehicles decreased by £2,911. During the past year the lighting of vehicles by Pintsch gas. was discontinued, and the vehicles were fitted to burn coal-gas, which is obtained from gasworks at the various centres. The change-over enabled the Department to close down the Pintsch-gas works previously maintained for the supply of gas, thus enabling a saving in expenditure to be'made. The cost of electric lighting, of carriages has increased by £1,358 owing to the larger number of carriages now equipped with electric light, and also to the fact that a number of the lighting sets fell due for overhaul. 060,1--i' : vJh '.■:■ I ' ■■. Locomotive Transportation. The expenditure under this heading "totalled £1,517,025, a decrease of £155,473, or 9-30 per cent., compared with the previous year. The heavy decrease in traffic during the past year necessitated a reduction in train services, and, a#e"r% careful review of the position, economy proposals were given effect to. Engine-mileage totalled 15,618,776 miles, a decrease of 1,116,848 miles, or 6-67 per cent., compared with the previous year. ~_,.=. This reduction in (train services is reflected in the cost of engine-drivers' and firemen's wages, which decreased by £42,550, or 7-38 per cent. In view of the urgent need for economy, every effort was made to keep the overtime down to an absolute minimum, and the rosters were rearranged as was found possible and effective to this end. The tonnage of fuel consumed by locomotives was 411,002 tons, a decrease of 35,220 tons compared with the previous year, and the cost was £680,257 as compared with £779,930 in 1930. \thile -the" {larger proportion of the reduction in cost is due to the smaller engine-mileage run, a reduction in the cost of.,'copi-gas responsible for a decrease of approximately £38,000.

XII

D.—2.

The following statistical figures in connection with locomotive transportation costs may be of interest:— -: - "• »'■■ ">>"* v --' ! Averages. 1931. 1930. 1929. 1928. Cost per engine-mile .. .. .. 23-31 d. 23-98 d. 23-49 d. , 34- ; 52d. Cost per train-mile .. .. .. 31-72 d. 32-79 d. 34-20 d. 35-42 d. Cost per engine-hour .. .. .. 233-98 d. 237-31 d. 232-44 d. : 240-18 d. Cost per 1,000 gross ton-miles .. .. 160-71 d. ' 163-97 d. 163-35 d. 173-08 d. Engine-miles per engine-hour .. .. 10-04 9-90 9-90 9-80 Gross ton-miles per engine-hour .. .. 1,456 1,447 1,423 1,388 The foregoing figures show a very satisfactory trend —namely, that more work is being performed at a lower cost.

Traffic Transportation. , , , r..,/...■';,; The costs under this heading decreased by £85,429, or 4-53 per cent. Shortly after taking control of the railways I initiated a comprehensive investigation of our business, with a view to collating data to serve as a reliable basis for a complete review of our services, ; The necessary inquiries and collation of these data necessitated a considerable amount of research and investigation, it being essential that, while every effort should be made to effect economies, due consideration should be given to the traffic requirements of the country as a whole. This embraced consideration not only of the business which the Railway Department was actually securing, but also of the field of possibility that might be explored as regards transport business which was being served by other means of transport. The investigation was completed during the year and the contemplated review of the services was made. A very extensive rearrangement of the services resulted, and the principal alterations were brought into operation in July, 1930. Since that time the review has been a continuously carried on, with the result that a number of additional alterations have been made from time to time since that date, all designed to secure a due balance of economy and efficiency. The matter is dealt with in more detail under the appropriate heading later in this report, but I would mention at this stage that the proposals showed a prospective reduction of the train mileage by 750,000 miles for the balance of the year, and it is satisfactory to, note that the mileage was actually reduced by 763,511 miles. Taking the traffic transportation costs for 1926 and the train-miles as the standard, and fixing the index figure at 100, the position regarding these two items is as follows :— 1926. 1927. 1928. 1929. 1930. 1931. Transportation costs .. 100 101 101 105 108 103 Train-miles .. ..100 104 105 108 116 109 > ■:>' ■ .. y; T'sinO General Charges. ■ ■ . ' . The expenditure under this heading totalled £255,492, a decrease of £8,897. . _~.,£ :..: I■:• '. ;::iO All items under this heading show a decrease, the largest being Head Office, which showed a decrease of £4,893. Subsidiary Services. Subsidiary Service Revenue. —The revenue from subsidiary services amounted to £790,149!, as compared with £814,123 for the previous year, and an analysis of the figures is as follows :— ... " ! '" 1930-31. 1929-30. .•1928-29. -"" £ £ ' ' "... £"".. "\ '" . , r Lake Wakatipu steamers .. .. 9,166 11,447 10,941 Refreshment service ... .. 120,563 132,301 123,382 ~ '" Advertising service .. .. 49,941 53,532 53,984 , Departmental dwellings .. .. 116,256 10.9,.649 105,897-' Leases bookstalls, &c. .. .. 20,022 21,405 19,455 •'..", Road-motor services .. .. 103,348 105,702 102,385 .. Miscellaneous .. .. .. 370,853 380,087 .308,131 t! £790,149 £814,123 ''£724,175 ' ".- -

XIII

Fuel. Consumption. Cost. ■' : '*\ 1931. 1930. 1929. 1931. 1930. 1929. Per engine-mile Per engine-hour .. .. .. Per thousand gross ton-miles lb. 58-94 591-64 406-37 lb. 59-7 590-9 408-3 lb. 56-7 561-2 394-4 d. 10-45 104-92 72-07 d. 11-18 110-66 76-47 ... 10-77 106-61 74-92

D.—2.

Subsidiary Services Expenditure.— -The particulars of the expenditure in connection with subsidiary services are as follow :— 1930--31. 1929-30. 1928-29. Lake Wakatipu steamers .. .. 14,064 18,374 17,425 Refreshment service .. .. 116,506 125,230 116,391 Advertising service .. .. .. 48,692 53,151 50,720 Departmental dwellings .. .. 178,410 187,816 170,073 Leases bookstalls, &c. .. ... 9,804 9,144 8 483 Road-motor services .. .. 109,191 117,118 111,'712 £476,667 £510,833 £474,804 Analyses of the above variations are contained under the appropriate heading for each of these services as set out later in this report. Passengers. An analysis of the passenger revenue is as follows : —■

The variations exclusive of season tickets were distributed as follow :—

The principal decrease for the year was in ordinary passengers, £222,108 ; the revenue in first- , and second-class passengers under this heading decreased by 25-5 per cent, and 16-6 per cent, respectively as compared with 1930. The increase in holiday-excursion traffic was due to the fact that the Easter holidays for 1930 were late in April and were included in the figures for the year under review. A large proportion of advance bookings for Easter, 1931, are also included in the passenger returns for the past year. The bookings for the Christmas issue of holiday-excursion tickets from 15th December, 1930, to 15th January, 1931, show a decrease of £13,500 as compared with the previous year, while the ordinary issues in the same period, decreased by £13,250. The Royal Commission on Railways recommended an increase in the ordinary, holiday-excursion, season tickets, and workers' weekly fares, and these increases were brought into operation on 16th November, 1930. In a period of depression such as has existed in the Dominion for some time past it is difficult to estimate what effect this increase has had on the issues for the various classes of tickets.

XIV

— 1931. 1930. Variation. Per Cent. Passenger journeys— Ordinary Season 7,265,912 15,521,144 8,469,038 16,911,076 -1,203.126 -1,389,932 14-21 8-22 Total 22,787,056 25,380,114 -2,593,058 10-22 Revenue— Ordinary Season £ 1,531,376 247,349 £ 1,733,512 262,415 £ -202,136 -15,066 £ 11-66 5-74 Total 1,778,725 1,995,927 -217,202 10-88 Passenger train-miles 4,874,650 5,037,775 -163,125 3-24 Revenue— Per mile of line Per train-mile £ 539 87-58d. £ 607 95-08d. £ -68 -7-50d. • £ 11-2 7-8

1931 compared with 1930. 1930 compared with 1929. Journeys. Revenue. Journeys. Revenue. Ordinary Suburban Holiday excursion Other reduced fares £ -754,377 -222,108 -367,794 -15,451 +43,636 +56.354 -224,591 -20,931 -454,773 -163,580 -224,635 +265,759 £ -70,084 -8,352 -80,203 +24,105 Total -1,203,126 -202,136 -577,229 -134,534

D.—2.

The picnic traffic and special week-end issues were also affected by the economic situation, while the fact that in a large number of cases picnics were cancelled in order that the expenses in connection therewith should be donated to the Hawke's Bay Earthquake Fund also contributed to the decrease under this heading. Compared with the year ended 1930 the season-ticket revenue decreased by £15,066, or 5-74 per cent., while the passenger journeys under this heading decreased by 1,389,932, or 8-22 per cent. The principal decreases under this heading were in all-lines and sectional annual tickets, which decreased by £5,381, and tourist tickets, which decreased by £2,741. The balance of the decrease is spread over the remaining classes of season tickets. The following tables show the decline in passenger revenue since 1921, in which year the total passenger journeys was the highest recorded, and the revenue the second highest. For the five-year period 1921-26 the total journeys and revenue decreased by 4-06 and 4-37 per cent, respectively. Between 1926 and 1931 the total journeys and revenue decreased by 17-52 and 29-89 per cent, respectively.

It will be noted that the decrease is heaviest in the more profitable ordinary passengers. Comparing 1931 with 1921, ordinary passenger journeys have decreased by 52-4 per cent, and revenue by 37-6 per cent. Comparing 1931 with 1921, the total journeys and revenue for season tickets have increased by 14-9 per cent, and 24-6 per cent, respectively. For the five-year period 1926-31 the season-ticket revenue decreased slightly, but not in the same proportion as the ordinary revenue. The number of passengers carried at season-ticket rates was 47 per cent, of the total in 1921, 57 per cent, in 1926, and 68 per cent, in 1931, while the season-ticket revenue for the corresponding years was 7 per cent., 10 per cent., and 13 per cent, respectively. The passenger-train mileage increased from 3,875,332 in 1921 to 4,155,773 in 1926 and to 4,874,650 in 1931. The mileage of track in the three years referred to was 3,018, 3,138, and 3,303 miles respectively, and, while a proportion of the increased mileage is due to the provision of services on the new lines taken over, additional express services were introduced during the past few years in order to meet competitive conditions and enable the Department to retain a fair share of the business. The standards of passenger-accommodation have been considerably improved, resulting not only in a constant increase in capital cost, but also in the heavier tare weight of the carriages and reduced carrying-capacity. A review of the figures in the above table indicates the serious decline in the passenger traffic on the railways, the principal cause of which has undoubtedly been the private motor-car. Parcels, Luggage, and Mails. The receipts under this heading totalled £359,277, a decrease of £27,515, or 7-11 per cent., as compared with the previous year. An analysis of the revenue is as follows : — 1931. 1930. Variation. £ £ £ Parcels .. .. .. .. .. 189,482 212,670 -23,188 Excess luggage .. .. .. .. 12,259 13,230 —971 Left luggage, luggage checks, bicycles, and dogs 40,934 44,714 —3,780 Mails .. .. .. .. ..116,602 116,178 +424 Totals .. .. ..359,277 386,792 -27,515

XV

Year. Total Number of Journeys. Increase or Decrease, Five-year Period. Revenue. Increase or Five-year Decrease, Period. Average Revenue per Journeys. Per Cent. Amount. Per Cent. Journey. ORDINARY. 1921 1926 1931 15,291,452 11,787,723 7,265,912 -3,503,729 -4,521,811 -38-36 £ 2,454,438 2,271,498 1,531,376 £ -182,940 -740,122 - 7-45 -32-58 d. 38-5 46-2 50-5 1921 1926 1931 13,506,143 15,840,034 15,521,144 +2,333,891 - 318,890 SEASON +17-28 - 2-01 198,497 265,549 247,349 + 67,052 - 18,200 +33-78 — 6-85 3-5 4-02 3-82 1921 1926 1931 28,797,595 27,627,757 22,787,056 -1,169,838 -4,840,701 TOTALS. - 4-06 - 17-52 2,652,935 2,537,047 1,778,725 -115,888 -758,322 - 4-37 - 29-89 22-1 21-9 18-7

D-^2.

From Ist April" to 11th October the parcels revenue had decreased by £3,668, while for the remaining five periods to 28th February the decrease totalled £18,257. For the last four-weekly period of the financial year the traffic decreased by £1,263. The substantial decrease of £18,257 is principally due to the prevailing depression. In March, 1931, the rates charged by the Postal Department for parcels were increased and the limit of weight of postal parcels was reduced, and these alterations are having the effect of increasing the volume of parcel business received by the railway. The decline in luggage receipts is a reflection of the decreased passenger traffic during the past year. Goods and Live-stock. ,Tl "The revenue from goods and live-stock was £4,487,357, as compared with £4,904,324 for the previous .year, a decrease of £416,967, or B'so per cent. A comparison of the total revenue and tonnage of this year's traffic with that of the previous year is as follows :— 1931. 1930. Variation. Per Cent. Revenue .. .. £4,487,357 £4,904,324 -£416,967 8-50 ;.,; Tonnage .. , .. 6,957,709 7,788,973 -831,264 10-67 A comparison of the tonnage of goods and live-stock carried, together with the revenue from the same for the past six years, is as follows : — Variation as compared with Year. Tonnage. Previous Year in each Case. Tons. Tons. Per Cent. .1» 1926 .. .. .. ..7,256,142 +222,683 3-17 . V 1927 , .. .. .. .. 7,308,449 +52,307 0-72 1928 .. '■;-... .. .. 7,358,388 + 49,939 0-68 1929 .. .. .. .. 7,613,445 +255,057 3-47 1930 .. .. .. .. 7,788,973 +175,528 2-31 1931 .. .. .. ..6,957,709 -831,264 10-67 '.; ■ ' Revenue. £ £ Per Cent, 1926 '"..'■ .. .. .. 4,499,160 +381,414 9-28 1927 .. .. .. .. 4,596,166 ± 97,006 2-15 *vy?1928 .. ..: .. ..4,680,135 +83,969 1-83 1929 : .. .. .. 4,846,125 +165,990 3-55 -, 1930 .. ..' .. .. 4,904,324 +58,199 1-20 1931 .. .. .. .. 4,487,357 -416,967 8-50 A comparison with 1930 of the tonnage of commodities under the six main headings is as follows : —

In agricultural products the principal decreases are in grain (51,000 tons) and root crops and fodder (24,000 tons) due to a fall in production. Animals and their products increased by 31,20] tons. The principal decreases are in wool (6,000 tons), due to clips being held on account of low prices and also to road competition, which is particularly severe for that commodity. Frozen meat increased by 18,000 tons, and butter and cheese by 10,000 and 15,000 tons respectively, due to increased production. The increase in butter and cheese was in the -North. Island, the tonnage carried in the South Island being normal. In products of mines the principal variations are as follow : — Agricultural lime decreased 14,000 tons. The tonnage of this commodity has increased of recent years, and the figure (171,777 tons) for 1930 was the highest recorded. The average tonnage for the five years ended 1929 was 115,000 tons, and the tonnage carried during the past year is well above the average, despite the depression existing in the farming industry. During 1929-30 New Zealand bituminous coal was in demand owing to the strike in New South Wales mines, and the tonnage was in excess of normal. Supplies of Australian coal now being available, the New Zealand coal is not in the same demand. The decrease for the whole Dominion was 146,000 tons, of which tonnage 122,000 was on the Westport Section. Road-metal decreased by 179,000 tons. The traffic in this commodity has also increased considerably of recent years, due to the extensive roadmaking works in progress throughout the Dominion, and the tonnage for 1929-30 (413,551 tons) was the highest to date. The financial depression during the past year has had the effect of restricting the money available for roadmaking, and with a number of large contracts completed the tonnage of this commodity has decreased correspondingly.

XVI

1931. Tons. 1930. Tons. Variation. Tons. Per Cent. Agricultural products .. Animals and their products Products of mines Products of forests Benzine, cement, and manures General goods and miscellaneous 592,853 1,170,036 2,623,123 526.239 791,109 1,254,349 686,594 1,138,835 2,879,231 724,785 908,420 1,451,108 - 93,741 + 31,201 -256,108 -198.546 -117,311 -196,759 13-6 2-7 8-8 27-39 12-9 13-5 ", , Totals 6,957,709 7,788 ,,973 -831,264 10-67

D.—2.

New Zealand soft coal increased by 40,000 tons, which was due principally to the breakdown of the Arapuni power scheme, necessitating the steam plant at Auckland being brought into operation. The tonnage in the South Island decreased slightly. Imported coal increased, by 32,000 tons, due to supplies of Australian coal again being available. The tonnage carried for the previous year was 5,700, and, as the average tonnage for the five years ended * 31st March, 1929, was 87,000, it will be seen that the figures for the past year are less than half the tonnage previously carried in normal years. In products of forests all the three commodities under this heading—namely, imported timber, New Zealand timber, and firewood—show decreases. Imported timber decreased 3,000 tons compared with 1930, and 13,000 tons compared with the average for the past five years. The heavy consignments of poles for Power Boards which were imported during the past years have decreased considerably, and this has materially contributed to the decline in this traffic. New Zealand timber decreased by 168,000 tons, which is the lowest tonnage carried for the past seven years. The decline in the South' Island was 102,000 tons, which is due in a measure to the fallingoff in the building trade and also to the decrease in exports to Australia, owing to the depression in trade in that country. The decline in the North Island is 66,000 tons, the major portion of which is due to the decline in the building trade. The tonnage of benzine and cement is normal, while the tonnage in artificial manures has decreased by 118,000 tons, due to the depressed state of the farming industry during the past year. 'The traffic in this commodity has increased considerably since the reduced prices and railway rates for artificial manures became effective towards the end of 1926. Prior to that time the average tonnage per annum was 280,000 tons, and, as the quantity carried during the year under review was 563,417 tons, it will be seen that despite the economic depression in the Dominion the tonnage of fertilizers is being well maintained. The miscellaneous group includes all commodities not scheduled under the previous five groups, and shows a decline of 196,759 tons. It comprises the higher-rated commodities in the tariff such as general merchandise, &c, and ships' goods on port lines. The decrease is a reflection of the decreased import trade and the general depression in commercial circles in the Dominion. STATISTICS. Goods and Live-stock. The following are some of the statistics dealing with the operation of goods traffic :— _. . 1931. 1930. Variation. Per Cent. Goods revenue .. .. ... £4,487,357 £4,904,324 -£416,967 8-50 _, ' Number. Number. Number. Per Cent. Goods tonnage .. .. .. 6,957,709 7,788,973 —831,264 10-67 Revenue net ton-miles .. ..467,109,468 511,830,508 -44,721,040 8-74 The heaviest decreases in goods traffic have been in low-rated commodities such as manures, road-metal, and timber, with the result that the goods revenue has not declined in the same ratio' as the tonnage. An increase in the average haul of a number of commodities has resulted in the average haul for all traffic increasing by one mile, which is reflected in the smaller percentage decrease in revenue net ton-miles as compared with the goods tonnage. 1931. 1930. TT . ~ Per Number. Number. Vanatwn. Cent Total gross ton-miles revenue freight 1,497,272,997 1,646,376,841 —149,103,844 9-06 Goods-vehicle miles (loaded) .. 120,416,484 133,574,967 — 13'158'483 9-85 Goods-vehicle miles (empty) .. 64,029,035 68,712,303 - 6-82 Total goods-vehicle miles .. 184,445,519 202,287,270 —17,841,751 8-82 The decreases under these headings are a reflection of the decrease in goods traffic. The proportion of empty-wagon haulage has not declined in the same ratio as the loaded-wagon mileage,' due largely to the haulage of empty wagons to the various coalfields, the general decline in goods traffic having resulted in decreased loading to stations in the mining areas, with a consequent proportionate increase in empty haulage to meet the demand for empty wagons, and also to the fact that as a result of the earthquake damaging the freezing-works in the Eawke's Bay area the live-stock for this area was forwarded to works in other districts, necessitating a considerable amount of empty haulage. Averages : Revenue, Freight Traffic. Per Mile of Line .'— 1931. 1930. Variation. Per Cent. Goods revenue .. .. £1,359 £1,492 —£133 8-91 Total tonnage .. .. 2,106 2,370 —264 IM4 Net ton-miles .. .. 141,420 155,714 —14,294 • 9-18 Gross ton-miles .. .. 453,307 510,875 — 57'ō68 11-27 These figures are a reflection of the decreased revenue and freight tonnage. „ . !931. 1930. Variation. Per Cent. Goods revenue per train-mile 14s. 0-09 d. 14s. 0-53 d. —0-44 d. 0-26 Train-load, gross tons .. 234 236 —2-00 0-85 Train-load, net tons .. 72-90 73-28 —0-38 0-52 Number of vehicles (loaded). . 18-79 19-13 —0-34 1-78 Number of vehicles (empty) .. 9-99 9-84 +0-15 1-52

iii—D. 2.

XVII

D.-2.

Having regard to the heavy decrease in traffic, it is pleasing to note that the revenue per trainmile was not materially reduced, thus indicating that the volume of traffic in relation to train-mileage was carefully watched to avoid unnecessary running. The factor is further borne out by the minor decrease in the gross and net train-load. Per 1,000 Gross Ton-miles— 1931. 1930. Variation. Per Cent. Kevenue .. .. .. £2-997 - £2-979 +£0-018 0-60 Net ton-miles .. .. .. 312 311 +1 0-35 The slight increase in the revenue per 1,000 gross ton-miles is due to the fact that revenue has not declined in the same ratio as the tonnage. Wagon User : — 1931. 1930. Variation. Per Cent. Revenue per ordinary goods vehicle £161 £183 —£22 12-02 Revenue per live-stock vehicle .. £161 £176 —£15 8-52 Average wagon-load .. .. 3-88 3-83 +0-05 1-31 Average miles per wagon per day.. 21-13 24-02 —2-89 12-03 Average net ton-mites per wagon per annum (ordinary goods) .. 17,525 20,874 —3,349 16-04 Average net ton-miles per wagon per annum (live-stock) .. 11,462 11,836 -374 3-16 The decreases shown under these headings are a reflex of the trade depression. THROUGH BOOKING OF PARCELS AND GOODS BETWEEN NORTH AND SOUTH ISLANDS. The volume of traffic conveyed by the Department's through-booking system continues to increase, and during the past year 16,542 tons were dealt with, an increase of 2,093 tons on the tonnage for the previous year. This service was instituted in May, 1925, and the tonnage conveyed for the year ended 31st March, 1926, was 5,183 tons. It is satisfactory to note that, despite the reduction in goods and parcels traffic during the past year, the volume of traffic carried by the inter-Island through-booking system has increased. ADVERTISING SERVICE. 1931. 1930. Variation. Per Cent. Revenue .. .. .. 49,941 53,532 -3,591 6-71 Expenditure 48,692 53,151 -4,459 8-39 Net profit .. .. £1,249 £381 +£868 227-82 An analysis of the revenue for the year under review is as under : — 1931. 1930. Variation. Outdoor advertising .. .. ..44,781 44,497 +284 Publications 2,514 .2,823 -309 Printing .. .. .. .. 1,442 3,641 -2,199 Miscellaneous 1,053 2,352 -1,299 Buses .. 151 219 -68 Total .. .. .. .. £49,941 £53,532 -£3,591 New business written up during the last four years is as under : 1931. 1930. 1929 1928 £ £ £ £ Outdoor advertising .. .. 47,948 63,706 72,230 44,454 Publications .. .. .. 3,338. 4,595 4,597 2,079 Printing .. .. .. 1,442 3,641 2,633 2,802 Miscellaneous .. .. .. 904 2,351 1,534 1,063 Buses 151 219 1,019 874 Total £53,783 £74,512 £82,013 £51,272 Owing to the depressed state of trade in the Dominion during the past year there has naturally been a disinclination on the part of firms to develop poster advertising, and the new business under this heading declined by £15,758 during the past year. The reduced revenue is a reflection of the decline in business during the past two years, and also of the fact that in a number of cases contracts have been cancelled. The reduction in expenditure is due to the results obtained from an overhaul of this Branch of the Department's activities, to which I referred in my report last year, and the results obtained must be considered satisfactory having regard to the decrease in revenue. The expenditure figures include the amount debited to this Branch for rent for land and buildings, right to display advertisements on railway premises, commission on cash collected by other Branches, and interest on capital employed in the business—which totals £15,210, and represents earnings of the Advertising Branch. The total financial benefit which accrued to the Department from the operations of this Branch during the year was therefore £16,459.

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REFRESHMENT SERVICE. 1931. 1930. Variation. £ £ £ Per Cent. Revenue .. .. 116,665 131,342 -14,677 11-17 Expenditure .. .. 113,324 124,361 -11,037 8-87 Net profit .. £3,341 £6,981 -£3,640 52-14 Revenue. —An analysis of receipts discloses the following variations : — 1931. 1930. Variation. £ £ £ Per Cent. Dining-rooms .. .. 20,865 25,198 -4,333 17-20 Counter-rooms.. .. 93,225 103,319 -10,094 9-77 Miscellaneous .. .. 2,575 2,825 -250 8-85 Total .. .. £116,665 £131,342 -£14,677 11-17 During the past year the new station at Auckland was opened, and the public facilities (diningrooms, bookstall, bath-rooms, hairdresser's shop, &c), were taken over in November, 1930. As a result of the late Easter in 1930 and the tour of the British Rugby football team, the revenue up to August was satisfactory, but thereafter the effect of the depression and the decline in passenger traffic generally resulted in a substantial falling-off in business in the Refreshment Branch. The Christmas and New Year holiday traffic was disappointing, and resulted in a decrease in revenue of approximately 27 per cent, as compared with the previous year. Although considerable reductions were made in expenditure, it was impossible to keep pace with the decline in revenue. Stores and provisions, which comprised over 40 per cent, of the total expenditure, declined by slightly more than the decreased rate shown by revenue, thus indicating that a close watch was kept on this item. Salaries and wages, fuel, &c, show substantial decreases, the rate of decline being very similar in all three items. A reduction in the charge for meals served in the departmental dining-rooms from 2s. 6d. to 2s. was made effective on Ist March, 1931, by way of experiment, but the returns to date show that such reduction has not caused any increase in the number of passengers patronizing the dining-rooms, and the net revenue from the Branch has suffered accordingly. The expenditure figures for this Branch include the amount debited for rent of rooms, commission on cash collections, railage on stores, and interest on capital employed in the business —which total £15,558. The total financial benefit which accrued to the Department from the operations of the Refreshment Branch during the year was therefore £18,899. The number of cushions hired during the year totalled 109,626, as compared with 111,240 in the previous year. The decrease is due to the heavy decline in passenger traffic. ROAD MOTOR SERVICES. The year's operations resulted in a loss of £5,842, being a decrease of £5,594 as compared with the previous year. Details of the loss and fluctuations in revenue and expenditure are set out hereunder. 1930-31. 1929-30. Decrease. £ £ £ Revenue 103,348 105,702 2,354 Expenditure 109,190 117,118 7,928 Loss .. .. 5,842 11,416 5,574 Variation with Previous Year. Revenue. Expenditure. Loss. Se " lCe - £ £ £ Napier-Hastings .. .. 874 Dec. 5,046 Dec. 4,172 Dec. Hutt-Wellington .. .. 3,589 Dec. 5,553 Dec. 1,964 Dec. Christehurch-Midland. .. .. 774 Dec. 1,183 Dec. 409 Dec. Oamaru-Tokarahi .. . . 56 Dec. 202 Dec. 146 Dec. Dunedin - Port Chalmers (new 2,939 Inc. 4,056 Inc. 1,117 Inc. service) • Total.. .. £2,354 Dec. £7,928 Dec. £5,574 Dec. After making allowance for the Dunedin-Port Chalmers service, which was inaugurated during the financial year under review, revenue fell by £5,293, due to the competition of taxi services, the economic depression, and the dislocation of the Napier-Hastings service by the earthquake. Another factor which has had material effect on the revenue side is the operation of pirate taxi services on three of our licensed routes. I referred to this matter in my report last year ; and although a conviction was secured against the taxi services operating between Hastings and Napier an appeal has been lodged, and, pending a decision in this matter, the services are still operating. It is manifestly unfair that an omnibus service licensed over a route and capable of dealing with the passenger requirements of that area should have its potential traffic interfered with by unlicensed

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services which are not capable of dealing with the total traffic offering. The purpose of a taxi-cab is to provide transport at a fixed meter charge on a mileage basis, but the position has developed that these vehicles now carry passengers at a rate competing directly with licensed omnibus services which have to conform to the regulations regarding vehicles, routes, and fares. Taxi services are not so regulated, and the position is such that the financial condition of the licensed omnibus services is being weakened by the pirate operators, who are under no obligation to maintain time-tables, and who continue in operation only when and so long as it suits them. We have pirate taxi services now operating in opposition at Hastings-Napier, Hutt Valley, and Dunedin - Port Chalmers, and in reviewing the position I can but state that the unfairness of the position is such, as to call for immediate action by the Legislature. Unless some definite steps are taken in this direction at an early date it will be a difficult matter for the licensees of bus services to continue to maintain satisfactory services on an economic basis. It is to be noted in viewing the figures regarding the bus services that the amount shown as profit or loss (as the case may be) is arrived at after interest has been charged on the balance of capital remaining after depreciation has been allowed for. Such interest would, of course, be included in the dividend or owner's profit if these services were operated by private enterprise. In other words, the profit (or loss) shown in each case therefore represents the surplus or deficiency after debiting an investor's return (by way of interest) on the money for the time being invested in the business. Napier-Hastings. 1931. 1930. Variation. £ £ £ Revenue .. .. -.. .. 12,505 13,379 -874 Expenditure .. .. .. 16,258 21,304 -5,046 Loss .. .. £3,753 £7,925 -£4,172 For the first nine periods of the year the passenger journeys in this service had increased from 241,990 in 1930 to 262,775 in 1931, an increase of 20,785 journeys, but after the earthquake the passenger traffic decreased for the remaining months, and the final figures showed a decrease of 18,915 as compared with the previous year. The earthquake interfered seriously with our passenger traffic in this area, and the twentv-minute service which was previously in operation has been reduced to a thirty-minute service. During the earthquake the Department's fleet performed a considerable amount of running for the Relief Committee in transporting casualties to the hospital and other general transport work. It will be seen that, notwithstanding the continued opposition of the taxi services and the adverse effect of the earthquake, the loss last year of £7,925 has been reduced to less than half. We were officially informed by the secretaries of the taxi services after the accounts for the previous year had been published that the revenue of pirate taxi services for that year had been considerably greater than the amount of our loss on the bus services—namely £7,925 —and from this it may be readily deduced that had it not been for those services our returns for the past year would have shown a substantial profit. Hutt Valley. 1931. 1930. Variation, £ £ £ Revenue .. .. .. .. 82,203 85,792 -3,589 Expenditure 81,054 86,607 -5,553 Profit or loss .. £1,149 Profit £815 Loss -£1,964 Notwithstanding a decrease in revenue of £3,589, the operations of this service during the past year have resulted in a profit of £1,149 as against a loss last year of £815. The decrease in expenditure of £5,553 is principally due to a reduction in maintenance and repair charges of £3,643, owing to the new vehicles placed in this service requiring less maintenance, &c, than the older vehicles which arc gradually being scrapped. Running-expenses decreased by £2,712 due to the reduced mileage run. The expenditure, in addition to the usual charges for depreciation and interest, includes an amount of £3,300 written off as " goodwill " paid for the vehicles taken over from the previous owners of this service. The nature of this " goodwill " payment has been fully explained in my previous reports. The passenger journeys in this service totalled 2,671,511, a decrease of 176,795 on the figures for 1930, which decrease is due to the depression. In the early months of the financial year the passenger journeys in this area showed an increase over the figures for the preceding year, but, as a result of the depression and acute unemployment, the figures have decreased consistently for the remaining months of the year. In these circumstances every effort was made to adjust the services to the shrinking business, and by time-table revisions it was possible to reduce the mileage by 114,753 miles. This service has now been brought up to quite a high standard by the provision of new and up-to-date buses and it is regrettable that the people of the district should afford their patronage to the pirate taxi services which can only have the effect of weakening the capacity of the Department to give a still higher quality of service. So far as the past year's operations are concerned, it is very satisfactory to know that, in spite of the opposition of the taxi services and the general depression, which must have been a material factor contributing to the drop in the passenger traffic, it has been found possible to show a profit on the year's operations.

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D.—2.

Christchtjrch-Midland. , , ~( , , ~r< 1931. 1930. Variation. £~ £ £ Revenue 3,497 ,4,271 -774 Expenditure .. .. 5,648 6,831 -1,183 Loss ~. .. .. .. £2,151 £2,560 -£409 This service was one which was originally taken over to protect the Department's business in this area, and at the same time to enable economies in train services to be made. In order to obviate the loss on these services it was decided during the year to try the experiment of leasing them to a private firm at a nominal rental, and this was duly arranged. A measure of control by the Department to enable the services to be co-ordinated with the railway services was retained. The arrangement dated from 3rd. February, 1931, so that the figures for 1930-31 did no£ include quite a whole year, and this requires to be borne in mind in comparing them with the figures for the previous year. Oamaru-Tokarahi. 1931. 1930. Variation. '• £ £ £ Revenue .. .. .. .. .. 2,205 2,261 -56 Expenditure 2,173 2,375 -202 Profit .. .. .. .. £32 .. +£146 Loss .. .. : £114 ' ... The number of passengers carried by the service during the past year was 39,104, a decrease of 3,328 compared with the previous year. The small decline in revenue was more than balanced by a reduction in expenditure of £202, which resulted in a loss in the previous year being turned into a profit. DUNEDIN-PORT CHALMERS. 1931. £ Revenue .. .. .. .. .. .. 2,939 Expenditure .. .. .. .. .. 4,056 Loss .. .. .. : .. .. £1,117 .j.i. This service was brought into operation on 2nd June, 1930, in order to protect the Departrhint's interests which were being threatened by private enterprise and to enable the Department '4o'effect economies in train services in this area. The revenue has been adversely affected by the new-n'esfe of the service, the acute unemployment and general depression, and by the operation of a pirate taxi service. The expenditure was somewhat higher than normal owing to major engine trouble developing in one of the buses, necessitating a heavy overhaul. '.;,,/„ '■':', LAKE WAKATIPU STEAMERS. , Variation. 1931. '1930. Amount. Per £ £ £ Cent. Revenue ~ .. .. 9,166 11,447 2,281 19-93 Expenditure .. .. 14,064 18,374 4,310 23-46 : M Net loss .. .. £4,898 £6,927 £2,029 The variations in revenue for the year ended 31st March, 1931, as compared with the previous year, under their respective headings, are as follow : — £ Passengers . . . . .. .'.' ~ . • 852 Decrease. Parcels, &c. ... .. .." •• .'.' •• 64 Decrease. Goods .. . . .. .. .. .. • • 1 j 331 Decrease. Miscellaneous .. .. . . .. .. . • 34 Decrease. £2,281 Decrease. In common with other services the economic depression has affected the traffic on the Lake steamers, but not to the full extent of the loss, as last year goods revenue was higher than usual due to heavy consignments of pipes being forwarded for irrigation-works at Arrowtown.

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The decrease in expenditure was principally under the following headings : — £ Wages and expenses .. . . .. .. 336 Fuel .. .. .. .. .. ..208 Stores .. .. .. .. .. .. 232 Bepairs, steamers .. ~ .. .. .. 2,259 Repairs, wharves ... .. .. .. .. 975 The steamer mileage decreased from 27,810 in 1930 to 26,124 in 1931. In my previous two reports I have dealt fully with the position regarding this service, and from the results obtained during the past year it is evident that any increase in capital by way of purchasing a new steamer to replace the " Mountaineer " and " Ben Lomond " would only result in increased loss. The Royal Commission on Railways, which investigated this service, considered that, provided the road from Kingston to Queenstown was not further proceeded with, the purchase of a new steamer would be justified. Frior to the review by the Royal Commission the Department had reviewed this service and submitted proposals for an adjustment of rates with a view to reducing the loss. Discussions took place with representatives of local interests and the matter became complicated by the question of the completion of the road between Kingston and Queenstown which was commenced, as I understand, as an unemployed-relief work. Eventually the matter of the Queenstown Borough Council taking over the services came into the discussions, but up to the present finality has not been reached. There is no doubt that the business offering cannot support two systems of transport —indeed it can scarcely support one on an economic basis —and, as reports indicate that local interests intend to agitate strenuously for the completion of the road, it can certainly not be expected that further capital expenditure should be incurred on the Lake steamer service. DEPARTMENTAL DWELLINGS. Variation. 1931. 1930. Amount. Per £ £ £ Cent. Revenue .. .. 116,256 109,649 +6,607 6-03 Expenditure .. .. 178,410 187,816 -9,406 5-01 Net loss .. .. £62,154 £78,167 -£16,013 20-49 ■■ii ■ !■ BBS " '■' ■—"■ ' ■"" —'■»■■— mm S ' "■ m Revenue. The carrying-out of the recommendation of the Royal Commission to increase rentals, which took effect from Ist February, increased the revenue by approximately £6,000. The remainder of the increase is due to a small increase in the number of houses. The average rental per dwelling per annum for the past two years was —1931, £32 Is. 3d. ; 1930, £30 6s. 6d. Expenditure. The following is an analysis of the dwellings expenditure : —

Maintenance-costs were cut to the lowest possible figure, owing to the need for economy, and the reduction under this heading totalled £14,729. Interest charges increased by £4,298, due to the raising of the rate from £4 2s. 6d. to £4 ss. per cent. SICK BENEFIT FUND. The operations of the New Zealand Government Eailway Employees' Sick Benefit Fund for the past year shows a surplus of £4,545, as compared with a loss of £644 last year, when the influenza epidemic in the winter of 1929 threw a heavy strain on the fund. The receipts totalled £29,566, including the annual subsidy of £8,000, and sick-benefit payments amounted to £25,021. The total membership on 31st March, 1931, was 12,230, as compared with 13,290 on 31st March, 1930, a decrease of 1,060, which decrease is due to reductions in the number of staff employed.

XXII

, 1931. 1930. Total Variation. Variation Total. Per Dwelling. Total. Per Dwelling. per Dwelling. Maintenance Depreciation Interest Insurance £ 47,647 37,340 88,522 4,901 £ s. d. 13 2 10 10 5 11 24 8 3 17 0 £ 62,376 36,434 84,224 4,782 £ s. d. 17 5 1 10 1 6 23 5 10 1 6 5 £ -14,729 + 906 + 4,298 + 119 £ s. d. -4 2 3 +0 4 5 +12 5 +0 0 7 178,410 49 4 0 187,816 51 18 10 - 9,406 -2 14 10

D.-2.

SUGGESTIONS AND INVENTIONS COMMITTEE. The Suggestions and Inventions Committee dealt with 1,0-42 suggestions during the year, as compared with 1,414 during the previous year. Of these, 106 suggestions were recommended for adoption, either wholly or partially ; 301 referred to heads of branches were already in operation or related to policy matters ; 583 were not recommended for adoption ; and 56 are under trial or investigation, and have been carried forward for future consideration. Where a suggestion has been wholly or partially adopted due acknowledgment by monetary award or otherwise, as the circumstances appeared to justify, has been made to the person responsible for the suggestion. As in previous years, a number of suggestions received from the Australian railways were dealt with, and several suggestions adopted in New Zealand were forwarded to the Australian systems for consideration. In the latter connection one suggestion forwarded from New Zealand was adopted by one of the Australian systems and a monetary award remitted to the person who made the suggestion. Of the 106 suggestions recommended for adoption 14 were in connection with improvements to rolling stock ; 12 were in connection with workshop equipment, 19 referred to matters connected with the Way and Works and Signals Branches, 25 related to traffic operation, while the balance dealt with genera] matters in connection with railway working. In connection with the functioning of the Suggestions and Inventions Committee, I desire to make it clear that the name of the person submitting any suggestion is never made known to the Committee. This procedure ensures that suggestions received from employees in the lowest ranks of the Department will receive the same consideration as suggestions that may be submitted from any other employee however high he may be in the service. STOEES BRANCH. The amount expended in connection with the purchase of stores and material during the year was £2,345,239 14s. 9d., and the expenditure was divided as follows : — £ s. d. To merchants, manufacturers, and others in New Zealand .. 853,055 13 2 Through High Commissioner, London .. .. .. .. 330,566 0 11 Material manufactured in railway workshops .. .. .. 349, 853 10 9 Coal and coke .. .. .. .. .. .. 669,785 17 8 Stationery 38,789 9 0 For manufactured and used material recovered from other railway branches 103,189 3 3 £2,345,239 14 9 The value of stores held at 31st March, 1931, was £867,636, as compared with £901,472 at the end of the previous year. There was a net decrease in this year's expenditure as compared with the previous year of £225,117 18s. 5d., the following variations being shown : — Increase. Decrease. £ s. d. £ s. d. To merchants, manufacturers, and others in New Zealand .. 10,362 16 9 Through High Commissioner, London .. .. .. .. .. 99,067 17 0 Material manufactured in railway workshops .. .. .. 21,151 11 6 Coal and coke 161,693 18 10 Stationery 1,712 12 7 For manufactured and used material recovered from other railway branches .. .. .. .. ■• •• 8,842 19 £40,356 10 0 £265,474 8 5 The work of reorganizing the main stores throughout the system has proceeded steadily during the year. The change-over to the new buildings at Addington and Hillside was completed during the year, and the completion of the new buildings at Woburn has enabled substantial progress to be made with the amalgamation of the Signals and Maintenance Branch, stores with the general store. The transfer of the stores from Newmarket to the new building at Otahuhu was ready to be undertaken soon after the close of the year. Coal-supplies. The average consumption of coal per week during the year ended 31st March, 1931, was 8,327 tons, which was a decrease of 832 tons per week compared with the previous year. A comparison of the purchases of New Zealand and imported fuel for five years ended 31st March, 1931, is as follows :— New Zealand. Per Cent. Imported. Per Cent. Total. Year - Tons. of Total. Tons. of Total. Tons. 1924-25 .. .. 94,351 23-16 313,107 76-84 407,458 1925-26 .. .. 85,393 23-49 278,076 76-51 363,469 1926-27 .. .. 187,793 49-30 193,163 50-70 380,956 1927-28 .. .- 288,646 65-50 152,025 34-50 440,671 1928-29 .. ..356,724 84-25 66,675 15-75 423,399 1929-30 .. .. 355,214 74-59 121,037 25-41 476,251 1930-31 .. .. 367,686 90-00 40,827 10-00 408,513

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WORKSHOPS. Amalgamation op Workshops. A matter that has received further attention through the year now that the main workshops are completed has been the amalgamation of the various workshops attached to the Maintenance Branch and the Signal and Electrical Branch into the reorganized Locomotive workshops. The amalgamation of the Signal and Electrical Branch workshops at Wellington and the Maintenance Branch workshops at Kaiwarra with the Hutt workshops has been completely carried out. The amalgamation of the Locomotive shops, Maintenance Branch shops, and Stores Branch facilities at Greymouth has been vigorously pursued, and is now nearing completion. In carrying out this work the whole of the combined requirements of these branches have been located at Elmer Lane on the same site as the recently completed locomotive running-shed. The preliminary work in connection with amalgamating the Penrose workshops of the Maintenance Branch with Otahuhu workshops was taken in hand. The general plans for amalgamating the Maintenance shops with the Locomotive workshops at East Town (Wanganui) and Invercargill have been made. , Work on these projects, however, has not been proceeded with during the past year, principally owing to the necessity for restricting new expenditure. Staff. The staff situation, particularly with regard to the main workshops, has been very difficult throughout the year, and there have been many occasions when work has had to be adjusted to suit the staff when, for the most economical operation, the staff itself should have been adjusted to suit the volume of work. The following tabulation shows the staff variation for the past six years : —

The total staff employed at all workshops as at 31st March, 1931, was, it will be noticed, 543 less than the preceding year. In general terms, it must be stated that the staff situation has not been satisfactory from an economical viewpoint, because the conditions that obtain when there is surplus staff can never be akin to efficient and economical working. It is anticipated that on account of the general depression the requirements from the workshops can be met with still less staff than that now employed. The reduced volume of capital work in the main workshops will also necessitate further staff reduction in due course. In conclusion, on the question of staff in the workshops, I would emphasize that up to the present no employee on the permanent staff has been paid off in connection with the reduction of staff, only employees whose tenure was temporary being affected. We, of course, require to take on temporary employees from time to time to supplement the permanent-staff establishment in order to meet the fluctuations in the volume of work requiring to be done by the shops that are inevitable in our business. When these employees are taken on they are aware that they are not being placed on the permanent staff of the Department, and it is difficult to see how their retention can be justified when the work which required their employment in each case has been finished, and there is no other work at which they can be employed. Quite obviously if the staff is not to be adjusted to the fluctuations in the volume of work, then we would, have to carry sufficient staff to deal with the maximum quantify of work that would require to be dealt with at any period of the year, even although the peak volume may last for but a comparatively short time. The impracticability of such aA arrangement will be at once apparent, and much as we regret having from time to time to pay temporary employees off as the necessity for their employment ceases, it is impossible to see how, under present conditions, such action can be avoided if the business of the Department is to be run on economic lines. Other phases of this question are touched on in the portion of the report dealing with staff generally. Output of New Kolling-stock. The year ended 31st March, 1931, represented the second year of the programme of new and replacement rolling-stock that has been formulated, and can be said to constitute a record so far as output from the New Zealand Eailway Workshops is concerned. While the volume of work undertaken during the year in question was high, partly on account of the accumulation of the previous year's unfinished programme, which year was spent in bringing the arrears of repairs up to date rather than in the completing of new rolling-stock, it has demonstrated the capacity of the workshops to meet the Department's requirements.

XXIV

Year. Permanent Employees. Casuals. Term Casuals Emergency Casuals. Total. 1926 .. 2,332 494 687 16 3,529 1927 .. 2,355 475 674 33 3,537 1928 .. 2,241 389 653 44 3,327 1929 .. 2,211 413 643 383 3,650 1930 .. 2,330 461 664 761 4,216 1931 .. 2,317 458 565 333 3,673

D.—2.

A comparison with previous years' output of new construction is given hereunder : — Year. Locomotives. Cars. Vans. Wagons. 1926 .. .. .. .. ..6 46 18 367 1927 12 6 6 216 1928 .. .. .. .. N 2 i 21 252 1929 .. .. .. .. .... 10 6 497 1930 .. .. .. .. .... 11 3 399 1931 .. .. .. .. ..12 48 24 1,436 In addition to the above, 15 new boilers, 405 new tarpaulins, and 10 new motor-bus bodies were constructed in the workshops. Also for public bodies and oil companies 10 20-ton tip-wagons and seven rail tank-wagons were constructed. In addition to the foregoing, the workshops have fabricated for the Maintenance Branch a considerable number of girders in connection with bridge-strengthening programmes which they have in hand. Otahuhu delivered 223 tons of girders and Hutt workshops delivered 621 tons completely fabricated, ready for erection. New Locomotive Construction. During the year twelve C Class shunting-locomotives were completed in our workshops, leaving twelve yet to be finished to finalize the original order. These engines are being built to replace obsolete shunting-locomotives, and their building permits a permanent stopping and. Writing-off of some very old locomotives, which were deficient in power for existing conditions and which were costly as regards maintenance. The engines already on the track have amply proved their usefulness, as they handle shunting operations with more marked despatch than was formerly the case. During the year a survey was made of the general efficiency of all our locomotive stock, from both an operating and a maintenance point of view. This survey indicated that it was essential to take definite steps in the commencement of a renewal programme, so that the elimination of our obsolete and low-powered units could be effected as rapidly as financial circumstances would permit. The design of a suitable general-service main-line locomotive was therefore put in hand, and the drawings in connection therewith are well advanced. The proposed locomotive will be of such power that the elimination of considerable " assisting " mileage will be possible. Apart from this factor, modern practice is being followed and ruggedness in construction aimed at. Coal-gas for Car-lighting. Towards the end of the financial year a completion was made with the change-over from Pintsch gas to coal-gas for car-lighting purposes. The new system is functioning satisfactorily ; but to obtain still better results minor modifications are being made to the apparatus. A comparison of the expenditure for car-lighting during the latter portion of the year as against the corresponding portion of the previous year shows that with the use of coal-gas a saving of approximately £1,000 per four-weekly period is being obtained. This saving is in line with the estimates initially made, and shows that the change-over was justified. Coal-handling Appliances. During the year consideration has been given to the question of employing more economical methods at the respective locomotive depots as regards the handling of coal for locomotives, the idea being to reduce costs by the elimination of manual handling as far as is possible. As the schemes for each depot are completed and as finance is available, such mechanical plant will be installed. To date proposals for several depots have been completed and the plant required is actually on order. Reclamation oe Old Materials. The Reclaim Department in each of the main workshops is now working on a satisfactory basis, and the reclaim operations, which commenced on the Ist April, 1930, have, as a result of the first year's operating, clearly demonstrated the need for the inclusion of such a department in the workshops organization. The work has principally been confined to the handling of the scrap from shops and depots, sorting and classifying same, the recovery and reconditioning of reclaimable material, and the issue of same as required for use in place of new materials. During the year 27 obsolete locomotives and 12 condemned boilers were scrapped and completely handled by the Reclaim Departments at Hutt and Hillside. In addition, recoveries were generally made from various branches of the Department and from other Government Departments. Maintenance op Locomotives. The output of locomotives overhauled in the two main locomotive workshops was 234, which number was considered reasonable to meet the traffic requirements and have due regard to the finance available. Comparison of the output with previous years shows that this output figure compares favourably with that of former years, and the work on the engines overhauled generally has been heavier, as the engines individually have been called upon to run a greater mileage between overhauls.

iv—D. 2.

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D.—2.

Particulars are given hereunder of the mileage run by locomotives before being overhauled in the year 1926 and the year 1931 :— North Island. South Island. Total number of locomotives 1926. 1931. 1926. 1931. overhauled .. .. 155 135 95 99 Mileage run since last overhauled 8,496,541 10,338,004 5,005,097 6,980,436 Average miles run by locomotives overhauled .. .. 54,816 76,577 52,685 70,509 Increased mileage run per engine (per cent.) .. .. . . .. 39 .. 33 The expenditure on the maintenance of locomotives for the past year was much less than that of the preceding vear. The reduction for the year ended 31st March, 1931, actually amounted to £99,319. RAILWAY PUBLICITY BRANCH. The keen competition of the road motor-vehicle in the matter of services and rates, and the extensive advertising campaigns carried on by the various road transport interests, have been an indication of the tremendous effort made by the motor industry to capture a large share of the land transport of this Dominion. An analysis of the various advertising and propaganda media used by motor and allied interests disclosed the fact that quite large sums of money were being spent in order to create a definite public feeling in favour of road transit and the road motor-vehicle. The cumulative effect of this effort has been very great, and has no doubt affected adversely our business during the year. As an offset to the efforts of motor interests and in order to attract and retain as far as possible our legitimate business, a comprehensive scheme of advertising covering the whole of the press of New Zealand has been in operation. Whilst the money available did not permit any large advertising campaign to be undertaken, yet the advantages of rail transport have been kept steadily before the public. With increasing competition on every hand the importance of the Publicity Branch maintaining its activities is apparent, and the necessity for continuous effort to place the many advantages of rail transport before prospective patrons cannot be too firmly stressed. Apart from intensive and probably expensive publicity campaigns carried on in its favour, the übiquity of the road motor-vehicle keeps it continually before the eyes of the public, and this helps it, to a large extent, to advertise itself ; whilst the railway, which can offer excellent service, but is confined to its own three thousand miles of track, is liable to be overlooked unless its claims on public patronage are kept prominently before the people by judicious advertising. With the object of encouraging travel to New Zealand's many health and holiday resorts, a series of folders giving brief descriptions of the attractions of the country and the advantages of rail travel have been distributed. The folder depicting the " Spiral "on the North Island Main Trunk Tine between Raurimu and National Park Station, and. the one setting forth the beauties of Otira, have been in particularly keen demand, while our large contour maps, entitled " Seeing New Zealand by Rail," are still selling freely to the public, although first published over two years ago. A small reproduction of these maps is now included with the Pocket Guide and helps to add to the informative interest of the latter publication. Special posters prepared and distributed by the Branch during the year included those for spring and autumn school vacations ; Christmas and Easter holidays ; Labour Day week-end ; the British Rugby football tour; winter sports at Chateau Tongariro and Hermitage ; round trips by rail (Rotorua, National Park, Mount Cook, and Queenstown) ; agricultural and pastoral shows ; and " Lake Wanaka." The new Rotorua expresses were well featured by photographs which we supplied to the principal papers in the Dominion, framed composite photographs exhibited in the principal hotels in the districts served by the Rotorua express, and publicity matter distributed through the High Commissioner. The Branch ran an exhibit, including a mechanical display, at the Winter Shows of the agricultural and pastoral associations at Invercargill, Hamilton, Palmerston North, Hawera, Wellington, and Ohristchurch. Joint advertising on the screen and tram-cars, and through-the press, in association with travel and sports organizations for particular events or objectives, has been successfully carried out on several occasions during the year, and time-table advertising as a convenient service to the general public has been maintained in several of the principal newspapers, and the assistance of our organization has been available for district advertising. A useful feature of reciprocal service between the railways of various countries has been the adoption of an exchange system of posters. This system has developed rapidly, and is now an important aid to the stimulation of travel interest. Of any two railways included under the arrangement each agrees to exhibit a number of posters at stations equivalent to the number of its own poster, it sends to the other railway. We now have such an arrangement with the following : Indian State Railways, South Rhodesian Railways, South African Railways, Railways of each Australian State, Belgian Railways, and the London, Midland, and Scottish Railway. NEW ZEALAND RAILWAYS MAGAZINE. In the course of its sixth year of active service, the New Zealand Railways Magazine, the Department's official publication, is vigorously fulfilling the important mission for which it was founded. As a medium of advice and explanative information and instruction between the management and the employees, and a very helpful link between the railways and. the public, the Magazine has thoroughly justified its existence. As time goes on the importance of both of these functions will increase.

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In addition to a wide range of purely railway subjects, the Magazine is concerned with, the national life and colour of New Zealand. With bright illustrated articles on the rail-served tourist, health, and sporting resorts and other interesting matter, the Magazine appeals to the whole of the public, and has an appreciable general-publicity value to the Dominion. The monthly circulation of the Magazine is now twenty thousand copies. Approximately twothirds of this total is distributed free to members throughout the service, the balance being circulated amongst the principal newspapers, commercial institutions, hotels, boardinghouses, and public libraries in the Dominion. Moreover, for the purpose of advertising New Zealand overseas, copies are sent to the High Commissioner's Office in London, and to Europe, Canada, the United States, South Africa, and Australia. From all of these countries unsolicited tributes to the Magazine have been received, and information has been sought concerning the facilities for travel and sport in the Dominion—a fact which demonstrates the publicity value of the Magazine beyond the Dominion. The press of the Dominion, ever friendly towards the Magazine, gives prominence to the official pronouncements each month, and commends the general excellence of the publication. In accordance with the indication given in my last annual report, substantial economies in the cost of the publication to the Department have been effected, with the result that the outlay for this sixty-eight-page magazine of twenty thousand circulation will work out at about l|-d. per copy in the current year. This represents a very moderate expenditure for the departmental and publicity usefulness of this enterprise. Moreover, it is anticipated that the increased advertising activity, recently planned, will still further reduce the cost of the Magazine and, whilst still maintaining the free circulation amongst the staff and business houses, eventually bring it close to the self-supporting stage. Altogether, the Magazine, which serves an indispensable purpose in the successful working of the far-reaching railway system, is one of the cheapest forms of publicity available to the Department. In connection with the Magazine, an economical standardization principle has been adopted by the Publicity Branch for the production of " Travel by Rail " folders. These are produced in Crown quarto (the same size as the Magazine) so that suitable matter (illustrations or letterpress) can be moved from the Magazine into a folder or vice versa. SUPERANNUATION FUND. The report of the Superannuation Fund Board for the year ended 31st March, 1931, shows the position to be as follows : — Payments that required to be made on account of annual allowances totalled £299,489. These payments were in respect of 1,614 retired members, 523 widows, and 397 children, making a total of 2,534 persons actually on the fund at 31st March, 1931. Members' contributions to the fund totalled £170,686, and interest that accrued to the fund from investment totalled £80,049. At 31st March, 1931, the liabilities to contributors in respect of amounts £ paid in was .. .. .. .. .. .. 1,741,008 The total accumulated fund was .. .. .. .. 1,488,566 The amount standing in the Investment Account in the balance-sheet is represented by the following securities : — £ Mortgages .... .. .. .. .. .. 870,604 Local bodies' debentures .. .. .. .. .. 215,415 Government securities .. .. .. .. .. .. 285,700 Rural-advances bonds .. .. .. .. .. .. 67,000 In hand awaiting investment .. .. .. .. .. 842 £1,439,561 The average rate of interest on securities held on the 31st March, 1931, was 5-744 per cent. The average rate of interest earned on the mean funds was 5-737 per cent. TRANSPORTATION. As I have mentioned earlier in this report, we were able during the year to bring to finality our investigation into and review of the train services. A special investigation was made into the working of each branch line and each zone of our main lines throughout the Dominion, with the object of reducing the operating expenditure to the lowest limits consistent with giving an adequate service to the community, and also with the object of taking remedial measures where necessary and practicable to meet the changing conditions of our business arising out of competition and other circumstances. The traffic for the year ended 31st March, 1930, had constituted a record for our railway system, and, apart from other considerations, the rapid falling-off in the traffic and revenue during the year ended 31st March, 1931, owing to the trade depression and financial stress throughout the country, necessitated a complete and rapid readjustment of our services to permit of a reduction in our operating expenditure to meet the falling revenue. The detailed information that had been obtained in connection with the special investigation referred to above enabled us to make the review on a sound basis of ascertained and correlated facts, and to bring the necessary economy measures into operation promptly and with a minimum of inconvenience to our clients.

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On the transportation side the aim was to reduce train-mileage by approximately 750,000 trainmiles below the previous year's figures to permit of substantial economies in locomotive and traffic transportation costs, while at the same time conserving the revenue as much as possible. This reduction in train-mileage and operating-costs was duly attained, the total saving in revenue trainmiles for the year being 740,145, and in departmental train-miles 23,366, making a total reduction of 763,511 train-miles. On the expenditure side the working-expenses were reduced as follows : — Reduced by £ Traffic transportation costs.. .. .. .. .. .. 85,428 Locomotive transportation costs .. .. .. .. . . 155,472 Total reduction .. .. .. .. ' .. .. £240,900 The train-mileage for the year, exclusive of shunting and departmental mileage, was 11,281,898, as against 12,022,043 for the previous year, a decrease of 740,145 miles. Of the total train-mileage run 4,874,650 were passenger-miles and 6,407,248 were goods-miles, a decrease of 163,125 and 577,020 respectively as compared with the previous year. The particulars of the mileage run in the various sections of railway are as follow : —

The Royal Commission appointed on 16th June, 1930, to inquire and report as to the possibilities of increasing the revenue and decreasing the expenditure of the New Zealand Railways duly reported on 17th September, 1930. The recommendations of the Commission, in so far as the transportation side was concerned, followed closely on the proposals which we had already formulated and which were put into operation after receiving Government approval. A resume of the proposals put into operation is given hereunder : — Expeess and Mail Train Services. North Island. North Auckland Line. —The daily express service between Opua and Whangarei was reduced to a thrice-weekly service, while still maintaining the daily service between Whangarei and Auckland. Tauranga-Taneatua Line. —The Auckland-Taneatua express trains were reduced from daily to thrice weekly between Taneatua and Tauranga. Under further economy measures introduced later the expresses between Taneatua and Tauranga were cancelled, and " mixed " trains substituted, these latter trains making suitable connections at Tauranga to and from the Auckland-Tauranga expresses. Main Trunk Line. —The " Daylight Limited " express trains between Auckland and Wellington were eliminated as daily trains, and their running confined to the holiday periods of Christmas, New Year, and Easter. New Plymouth - Wellington Line. —The thrice-weekly night expresses between New Plymouth and Wellington, which were inaugurated in March, 1930, were also cancelled as an economy measure. South Island. Christchurch-Invercargill. —The daily through express services between Christchurch and Invercargill were reduced to three days per week. Christchurch-Dunedin-InvereargM. —The local mail trains between Christchurch and Dunedin and between Dunedin and Invercargill were reduced from daily to three days per week. The running of the night express between Christchurch and Invercargill on three nights per week was confined to the Christchurch-Dunedin area, with the exception that on Sunday nights the " Up " night express starts from Invercargill instead of from Dunedin. Gore-Kingston Line. —The daily fast passenger service catering for the Lake district was reduced from daily to thrice weekly throughout the year, instead of a daily service during the summer months and a thrice-weekly service during the winter months as had formerly been run.

XXVIII

Section. 1930-31. 1929-30. Decrease. Kaihu Gisborne North Island Main Line and Branches South Island Main Line and Branches Westport Nelson Picton • 16,955 67,862 6,767,998 4,240,893 88,440 48,224 51,526 17,606 75,863 7,160,801 4,544,438 90,330 60,661 72,344 651 8,001 392,803 303,545 1,890 12,437 20,818 11,281,898 12,022,043 740,145

D.—2.

Branch Lines. North Island. Kaikohe Branch. —Construction work on the extension of this line from Okaihau (the present terminus) to Rangiahua, was stopped by the Government during the year. As regards the open portion of this branch line the Royal Commission found that the services were at a minimum and that it appeared impossible to operate this branch other than at a considerable loss. It also recommended that the working of the branch should be closely reviewed from time to time, and if it .was found that the people of the district did not support the railway the advisability of closing the branch should be considered. This recommendation is being followed to the extent that the working of the branch is being continued in the meantime, and will be reviewed in due course along the lines mentioned by the Royal Commission. Kirikopuni Branch. —The Government also stopped construction work on this line after the Public Works Department had completed the line to Tangowahine. The terminus on this branch in so far as the Working Railways Department is concerned is Kirikopuni, the line between Kirikopuni and Tangowahine being operated by the Public Works Department. Our proposals regarding this branch included a reduction in the staff and the cancellation of some of the local services for which the traffic had. fallen below payable quantity. Waiuku Branch. —The train services on this branch were considerably reduced and a reduction made in the staff. Paeroa-Taneatua Line. —In addition to the reduction in the Auckland-Taneatua expresses already referred to, the local services in this area were also considerably reduced. Opunake Branch. —Economies were effected on this branch under the heading of " Maintenance," the comparatively sparse traffic handled and the relatively slow speeds permitting of a lowering of the standard of maintenance to a goods-line standard. Greytown Branch. —The train services and the operating costs on this branch were reduced to a minimum and reductions were made in staff. Raetihi Branch. —The train services were reduced and economies effected in track-maintenance. Napier-Putorino Line.—The Eskdale-Putorino portion of this line (26 miles 74 chains) was opened on the 6th October, 1930. During the previous part of the year this portion of line was under the control of the Public Works Department, the Railway Department operating only the NapierEskdale Section (11 miles 67 chains). As a result of the severe earthquake in February last, the permanent-way, bridges, and structures over the whole portion of this line beyond Napier suffered considerable damage, and it will take some months to effect the necessary repairs to permit of the resumption of traffic. South Island. Rangiora-Oxford Line and Kaiapoi-Bennetts Line (Eyretoh Branch). —Our original economy proposals contemplated closing the Eyreton Branch and working all the traffic of this area over the Rangiora-Oxford line. The proposal to close the Eyreton Branch was strongly resisted by the local interests in that area, and after lengthy negotiations with the various interests concerned it was agreed to keep the Eyreton line open and to work only restricted goods services on each of the two branches. The passenger services were abandoned under these arrangements and the locomotive depots at Oxford West and Bennetts were both closed and the crews transferred elsewhere, the services on the two branches being worked by main-line trains. This rearrangement permitted of substantial savings being effected in this area. Oxford West - Sheffield Line. —This portion of line (distance 11 miles 50 chains) was closed down as from the 11th July, owing to the operating and maintenance costs being out of all proportion to the revenue obtained. Negotiations are at present in hand with the Highways Board and the local bodies concerned regarding the future maintenance of the combined road and rail bridge over the Waimakariri River between Sheffield and Bexley. Waipara-Parnassus (Cheviot Branch). —A reduction was made in the train services in this area, the unprofitable Wednesday sale-day trains being eliminated owing to lack of support. Waipara-Waiau. —The train services were reduced in this area to meet the altered, conditions. The locomotive depot and train crews were transferred from Culverden to Waikari and the running of the morning and evening Culverden-Christchurch trains confined to the Waikari-Christchurch area, except on Wednesdays, on which day these trains commence and terminate their journey at Ha warden. Southbridge Branch. —The train services in this area were reduced. Springburn Branch. —Our economy proposals had in view the closing of the portion of this branch between Mount Somers and Springburn (about 4 miles) owing to the small quantity of traffic offering and the limited possibilities of any increase. It was, however, decided by the Government, upon assurances being given by the settlers of future support, to defer action as regards closing the Mount Somers - Springburn portion of the line for another year, the position to be reviewed then in the light of the support afforded the branch by the settlers in the meantime. Fairlie Branch. —We had for some years past maintained fast passenger services on this branch in an endeavour to attract the passenger traffic, but, in view of the meagre support that was afforded these trains, their running was discontinued as an economy measure, and mixed train services were reverted to. Waimate Branch. —During the year considerable adjustments in the train services have been made on this branch with a view to reducing the operating-costs. Passenger traffic between Waihao Downs and Waimate (distance 8 miles 21 chains) had fallen to such negligible proportions that it was decided to abandon the passenger facilities in this area, and this section of line is now worked for goods traffic only. Between Waimate and Studholme Junction the passenger traffic by rail was also discontinued,

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and this section of line worked for goods traffic only, the locomotive depot and train crews being transferred from Waihao Downs to Waimate to permit of more economical operation. As we still have a fair amount of passenger traffic between Waimate and main-line stations we inaugurated a bus service between Waimate and Studholme, this bus making suitable connections with the main-line trains. - Kurow Branch. —Our economy recommendations to the Government regarding this branch included the cancellation of the purely passenger services (which were not being sufficiently supported by the public) and working the line with " mixed " trains, and also provided for that portion of the branch from Kurow to Hakataramea —comprising 1 mile 20 chains —being closed owing to the very heavy cost of maintaining the two combined bridges over the Waitaki River. The Government approved of the closing of the line beyond Kurow, and this portion has not been worked for traffic since the 14th July, 1930. Negotiations are under way between the Department, the local bodies, and the Highways Board regarding the bridges between Kurow and Hakataramea. There was a. considerable increase in the revenue on this branch for the financial year just closed. .This, however, is mainly due to the heavy importation of material in connection with the construction of the Waitaki Hydro-electric Works, and cannot be taken as indicative of the normal earnings of the branch. Ngapara-Livingstone Branches. —The Windsor-Tokarahi portion (distance 11 miles 66 chains) was closed down owing to the poor traffic and the meagre possibilities of the line. The Royal Commission in reporting on this portion of line recommended that it should not be reopened. Waihemo Branch (Dunback). —The Commission recommended that the services on this branch be maintained provided the patronage continued, and we agreed with this recommendation. We had, however, during the year effected certain economies by reduction of maintenance staff, the withdrawal of the traffic staff from Dunback, and the elimination of car-haulage on the branch. Otago Central Line. —Our proposals in connection with this line provided for a reduction in the train services. In previous years we had run what was known as a " summer " and a " winter " time-table —that is, during the summer months the passenger services were augmented to cater for the tourist traffic to and from the Cold Lakes District. With a view to economy the summer time-table was not introduced this year and the winter time-table has been maintained throughout the year. Other adjustments later made in the goods services permitted of additional economies being effected. Outram Branch. —The Commission recommended abandoning passenger traffic and working the line for goods traffic only. As the loss of the passenger traffic would have offset any savings possible under this system of working, alternative proposals were introduced curtailing the services on the branch to one return service per day, while at the same time conserving the major portion of the passenger revenue. The branch-line engine and crew are now utilized to work a regular shunting service on the main line between Dunedin-Burnside and Mosgiel, replacing shunting services' in that area and thus permitting of substantial savings in operating-costs. Roxburgh Branch. —The train services and staff on this line have been considerably reduced. Tapanui Branch, Waihaka Branch, Switzers Branch. —Owing to the passenger traffic on the Switzers and Waikaka Branches having fallen below payable quantity, the passenger facilities were abandoned on these two lines and the branches worked for goods traffic only. This permitted of a substantial saving in maintenance and operating costs, the standard of maintenance for a purely goods line being considerably less than for lines that have to carry passenger traffic. On the Tapanui Branch the services were also considerably reduced, but these services cater for both passenger and goods traffic. Glenham Branch. —That portion of the Glenham Branch between Wyndham and Glenham was closed down in February last owing to the lack of support afforded the line and the poor prospects of developing additional traffic. This portion of the line for some years past had been worked on only two days per week for goods traffic. Between Wyndham and Edendale passenger facilities were also abandoned, and this portion of line worked for goods traffic only with main line services. The locomotive depot at Wyndham was closed down and the train crews transferred elsewhere, this permitting of a substantial reduction in the operating-costs of the branch. Seaward Bush Branch. —Owing to a falling-off of traffic on this line, the services reduced from six return mixed trains per week to four return mixed trains per week. Tuatapere - Orawia Extension. —Our proposals contemplated closing this portion of line. The settlers, however, gave an assurance of their full support in future, and the Government decided to defer closing the line for another year after which period the position is to be again reviewed. The earnings on this extension are the lowest in New Zealand, being approximately £81 per mile per annum. Mararoa Branch (Mossburn Branch). —Our proposals contemplated closing down this branch also, owing to the meagre possibilities of the line. The settlers, however, gave definite assurances of their full support to the line in future, and the question of closing it down was deferred for another year, when the position will be again reviewed. Forest Hill Branch (Hedgehope Branch). —A substantial saving was effected on this branch during the year by closing down the locomotive depot at Hedgehope, transferring the crew to Invercargill, and working the branch with an Invercargill service for goods traffic only on three days per week. The passenger traffic, owing to the inroads of motor opposition services, had fallen to such an extent that there was no further justification for catering for it. Isolated Sections. . ~. Kaihu Section. —The services hitherto maintained on this line consisted of one return service per day: Owing to the log traffic having fallen away to negligible proportions, the services were recently curtailed from six to four return services per week, and the surplus staff transferred elsewhere. . Gisborne Section. —The Ngatapa Branch of the Gisborne Section, comprising 11 miles 33 chains, was closed down. This branch formed part of the old inland route in connection with the extension of the line from Gisborne southwards towards Napier. With the abandonment of the inland route

XXX

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for the coastal route trie necessity for maintaining the Ngatapa Branch disappeared. Practically the whole of the traffic from this branch was metal from the Repongaere quarry and this traffic was quite insufficient to support a railway. Additional economies on the Gisborne Section included the curtailment of the main line services between Gisborne and Motuhora, permitting of a reduction in staff and in working-expenses. A second review was recently made, owing to another sharp decline in the traffic, and further curtailments in the trains have been introduced. Nelson Section. —A curtailment in the train services and a reduction in the personnel of the staff was found necessary during the year to meet the conditions arising from the falling off in business. Picton Section. —A curtailment of services was effected on this section permitting of a substantial saving in staff and in working-costs. Cape Foulwind Line. —This line, between West/port and Omau, was closed down in pursuance of our review of services as from 14th July last, and negotiations are in hand for the Marine Department to take the line over. The operation of this line is justified only through the fact that the Marine Department requires it for the purpose of obtaining stone from the Gape Foulwind stone-quarries for harbour-works at Westport. Negotiations are in hand with the local bodies and the Highways Board regarding the maintenance of the Buller combined road and rail bridge which.forms a portion of this line. ' Sunday Suburban Services. For many years the Department has maintained Sunday suburban services in the following areas :— Between Auckland-Swanson and Helensville ; Between Auckland and Papakura ; Between Thorndon and Paekakariki; Between Lambton and Upper Hutt; Between Christchurch and Lyttelton ; Between Dunedin and Mosgiel; - . - . ■ ■ Between Dunedin and Port Chalmers ; and Between Invercargill and Bluff. In past years the patronage afforded these trains had made their running reasonably profitable. In more recent years, however, owing to the inroads into our suburban traffic due to the general use of private motor-cars and the operation of opposition road services, our Sunday suburban traffic has fallen much below payable quantity, and it became necessary to review the whole position in connection with these services. After a close investigation into the circumstances in the individual areas affected, it was decided to discontinue the running of all Sunday suburban trains as from 28th September, 1930, with the exception of those services in the Christchurch-Lyttelton and Invercargill-Bluff areas. As distinct from the regular Sunday suburban services the Department has in recent years catered for a very substantial Sunday excursion traffic between main-line centres by providing a low fare and obtaining the traffic in substantial train loads. Experience has shown that there is a very substantial public demand for services of this nature, and the trains are very well patronized. General. AmEand-W est field Deviation. —The Auckland-Westfield deviation was brought into operation for goods traffic only on the 11th May, 1930. With the opening of the Auckland new station on the 16th November, 1930, passenger traffic was also worked over the Auckland-Westfield deviation and a service commensurate with the needs of this area was introduced. Steam-heating of Trains. —Steam-heating of the more important passenger trains was further extended during the year. Train-control. —The train-control system was further extended during the year to include the Addington-Culverden section of line. Middleton Shunting-yard. —Owing to the heavy falling-off of traffic due to the depression, it was possible to close down the Middleton shunting-yard as from September last, and to concentrate the shunting-work at Christchurch, thereby permitting of saving in the shunting-costs in this area. Electric-power Shortage — Lake Coleridge. —Owing to a shortage of electric power from the Lake Coleridge Hydro-electric Works in September it was necessary to discontinue electric traction on the Lyttelton electrified line (except through the Lyttelton tunnel) and to revert to steam working. Normal supplies of power were not available until the beginning of November. This shortage of power involved considerable increase in our working-expenses on the Port line. Observation Cars. —Observation cars were introduced on the Auckland-Rotorua express service and maintained throughout the summer months. There was, however, no general demand for this type of car, and the patronage afforded it was very disappointing. Owing to lack of support, the cars were withdrawn again at the close of the summer tourist traffic. Crichton Bank-grade Easement. —The Crichton bank-grade easement J between Lovells Flat and Milton was completed and brought into operation early in January last. This grade-easement will permit of a substantial increase in the train-loading in the Balclutha-Dunedin area with consequent substantial economies in train-working. Papatoetoe-Papahura Duplication. —The Papatoetoe-Papakura duplication was completed on the 29th March therebyjproviding for right through from Auckland to Papakura. With the opening of the duplication an accelerated suburban time-table was possible, and this was introduced.

XXXI

D.—2.

Hawke's Bay Earthquake. —A very severe earthquake occurred about 10.50 a.m. on the morning of Tuesday, 3rd February, involving a heavy death-roll and destruction of property in the Hawke's Bay area. Extensive damage was caused to our telegraph-lines, permanent-way, bridges, and structures, but, fortunately, without involving any casualties so far as our staff or passengers were concerned. Prompt arrangements were put in hand to restore our communications and the line was made safe for traffic through to Napier by 9.0 p.m. on sth February and from Napier to Port Ahuriri on 12th February. The work that was done in this connection reflects the very greatest credit on the engineers and other employees who were concerned therein. The line from Napier to Putorino was very extensively damaged, and rail traffic has not yet been restored in this area. Excellent transport work was also performed by our transport officers in this area, the evacuation of the refugees, including numerous cot cases, and the transport of large quantities of camp and hospital equipment, bedding and mattresses, foodstuffs and medical supplies being carried out expeditiously. The whole of the frozen meat from Pakipaki Freezing-works, which were practically destroyed, also considerable quantities from the works at Tomoana and Whakatu (a total of approximately 105,000 carcasses) required to be transported to Waingawa and Wellington at short notice, and the freezing and shipping interests expressed satisfaction at the expeditious manner in which this work was carried out. As the works at Pakipaki, Tomoana, and Whakatu were unable to carry on freezing operations, it became necessary to transport fat stock from Hawke's Bay to works located in other districts. The transport of the refugees, frozen meat, and fat stock from Hawke's Bay, the conveyance of large quantities of camp and hospital equipment, foodstuffs, medical supplies, &c, to Hawke's Bay, and the assembling of engine-power, passenger-cars, frozen-meat vans, and stock-wagons entailed the running of numerous special trains at short notice. The density of traffic and the restricted speed in the earthquake area resulted in the time-keeping of trains in the Hawke's Bay District being adversely affected, and this in turn reflected on the punctuality of connecting trains over a wide area. Improved Car Services. —During the year new de luxe day-cars were completed and placed in service on the Rotorua " Limited " express trains and also on the Christchurch-Invercargill expresses. These cars represent a very substantial improvement in the standard of our passenger accommodation, and they have been the subject of many eulogistic references from experienced travellers. The cars released from these services were in turn utilized to improve the accommodation on less important trains. Improved Car-seating and Electric Lighting of Cars. —In pursuance of our policy the replacement of longitudinal seats in second-class cars with chair seats, also the fitting of cars with electric light, was proceeded with as far as the funds allocated for this work w"ould allow. The following are the leading features of the traffic in the various districts in comparison with the previous year. The revenue figures shown are from transport-operating services only and are exclusive of bus services. The non-operating services such as advertising, refreshment-rooms, rent, &c, are not included. Kaihu,— Revenue, £5,426; decrease, £842. Passengers decreased 3,457. Parcels, &c, increased £20. Sheep increased 90. Timber increased 21 tons. All other goods decreased 809 tons. Gisborne.— Revenue, £25,078 ; decrease, £6,966. Passengers decreased 11,084. Parcels, luggage, &c, decreased £181. Cattle increased 367 and sheep 42,843. Timber decreased 1,573 tons, and all other goods 16,044 tons. North Island Main Line and Branches.— Revenue, £3,967,536 ; decrease, £344,662. The principal items of traffic were : Passengers 3,759,220 ; decrease, 713,188. Season tickets, 435,598 ; decrease, 52,767. Parcels, luggage and mails revenue, £231,546 ; decrease, £18,409. Live-stock 5,745,866 ; increase, 58,444. Goods tonnage, 2,829,412 ; decrease, 241,166 tons. Timber decreased 66,809 tons. AH other goods decreased 174,357 tons. The revenue per mile of railway decreased from £3,052 to £2,776 and per train-mile from 144-53 d. to 140-69 d. Northern District.— Revenue, £1,899,117 ; decrease, £151,949. Passengers, 1,615,734 ; decrease, 332,968. Season tickets, 193,181 ; decrease, 35,508. Parcels, luggage, &c, decreased £13,621. Cattle increased 5,475, and sheep 14,911. Timber decreased 21,118 tons, and all other goods 93,855 tons. Middle District.— Revenue, £418,578; decrease, £80,381. Passengers decreased 53,162, and season tickets 141. Parcels, luggage, «fee., decreased £1,347. Cattle increased 2,454, and sheep 31,760. Timber decreased 43,541 tons, and all other goods 20,018 tons. Western District.—Revenue, £448,245; decrease, £13,162. Passengers decreased 51,156, and season tickets 24. Parcels and luggage decreased £998. Cattle increased 30,273, and sheep 12,106. Timber increased 802 tons, and all other goods increased 1,135 tons. Southern District.—Revenue, £1,201,596 ; decrease, £99,170. Passengers decreased 275,902, and season tickets 17,054. Parcels and luggage decrease, £2,443. Cattle increased 17,802, and sheep decreased 56,337. Timber decreased 2,952 tons, but all other goods decreased 61,619 tons. Picton.— Revenue, £34,292 ; decrease, £4,448. Passengers decreased 14,235, and season tickets 47. Cattle decreased 355, and sheep 682. Timber increased 612 tons, and all other goods decreased 9,644 tons. Nelson.— Revenue, £20,423 ; decrease, £5,960. Passengers decreased 16,982, and season tickets 74. Cattle decreased 537, and sheep 865. Timber decreased 531 tons, and all other goods 988 tons. Westport.— Revenue, £115,726 ; decrease, £22,326. Passengers increased 3,140, and season tickets decreased 49. Parcels, luggage, &c., increased £211. Cattle increased 28, and sheep decreased 474. Timber decreased 821 tons, and all other goods decreased 116,295 tons.

XXXII

D.—2.

South Island Main Line and Branches.—Revenue, £2,612,906 ; decrease, £307,402. The principal items of traffic were : Passengers, 3,314,021 ; decrease, 447,320. Season tickets, 162,950 ; decreased 14,025. Parcels, luggage, and mails revenue, £119,577 ; decrease, £8,782. Live-stock, 4,941,258; decrease, 56,478. Timber, 176,324 tons; decrease, 101,884. All other goods, 2,732,966 tons; decrease, 332,415 tons. The revenue per mile of railway decreased from £1,795 to £1,606, and decreased from 154-23 d. per train-mile to 147-87 d. The variations of traffic in the individual districts in the South Island were approximately as follow :— Northern District.—'Revenue, £1,156,801 ; decrease, £140,015. Passengers decreased 210,986, and season tickets 3,646. Parcels, luggage, &c, decreased £3,318. Cattle decreased 6,220, and sheep 95,964. Timber decreased 79,015 tons, and all other goods 153,845 tons. Middle District.— Revenue, £902,174 ; decrease, £92,139. Passengers decreased 175,922, and season tickets 9,931. Parcels, luggage, &c, decreased £3,720. Cattle decreased 5,704, and sheep 2,902. Timber decreased 4,203 tons. All other goods decreased 104,184 tons. Southern District.—Revenue, £553,931 ; decrease, £75,248. Passengers decreased 60,412, and season tickets 448. Parcels, luggage, &c, decreased £1,744. Cattle decreased 11,065, but sheep increased 63,377. Timber decreased 18,666 tons, and all other goods 74,386 tons. Lake Wakatipu.—Revenue, £9,166; decrease, £2,281. Passengers decreased 6,641. Sheep decreased 4,613. Timber decreased 120 tons. All other goods decreased 1,807 tons. TRAIN SERVICES. The following table shows the average late arrivals of the express, mixed, and suburban trains for the year : —■

Average late Arrival of Trains, Year ended 31st March, 1931.

These figures include delays arising from all causes, including slips, floods, washouts, earthquakes, engine and other mechanical failures, and traffic delays at stations.

It will be seen from the foregoing tabulation that the punctuality of the train services improved very substantially during the year, notwithstanding the earthquake in the Hawke's Bay District which, as already mentioned in this report, caused much late running of trains which was m the circumstances unavoidable. WAY AND WORKS BRANCH. The following are the principal features connected with the operations of the Way and Works Branch during the year : —■ Permanent-way.— The relaying done during the year was as follows :— Miles. Main line and branches 53 lb., 55 lb., 56 lb., 65 lb., and 70 lb. relaid with 70 lb. material * • • * * • * * * * * * "^"2 Main line and branches'4o lb., 53 lb., 55 lb., and 56 lb. relaid with 55 lb. material 6 Main line and branches relaid with second-hand 53 lb., 55 lb., 56 lb., and 70 lb. material recovered from main line ~ ~ . • • • 63 Sleepers —The number of new sleepers placed in track during the year was 240,096. Ballasting.— There were placed on the track 207,279 cubic yards of ballast SUps, Floods, cec.-Slips on the East Coast Main Trunk line at 20 m. 17 oh. (near Athenree), 341 m. (near Aongatete), 40 m. (near Pahoia), and between 43| m. and 43f m. (near Te Puna) on 21st June, 1930, caused delay to traffic. On the same date a washout between 43* m. and 43- 4 - m. (near Te Puna) caused train delays. Slips which occurred on the same line at 34 m 20 ch (near Aongatete), 38 m. 40 ch. and 39 m. 75 ch. (near Pahoia) on 7th July, 1930, also caused delay to traffic. A rock slip occurred at 131 m. 60 ch., Main Trunk line (near Puketutu) on 28th June, 1930, and was run into by the Wellington-Auckland express, resulting in the engine, two cars, and postal van being ft i\ ~XX\ i\ Cf-^tfi A heavy fall of snow occurred in the Ohakune district on 28th July, 1930. Traffic was not seriously affected by it, however, until the morning of the 29th, when a high wind across the Waimarmo Plains caused the snow to drift and fill some of the cuttings between National Park and Erua. _ A train stalled in one of the drifts and was not freed for several hours. Various trains between Raurimu and Mataroa were delayed due to difficulty in shunting in the snow and in operating points, but only one train was actually held up by the snow.

V— T>. 2.

XXXIII

Period ended Average tor Year April. May. June. July. August. Sept. Oct. Nov. Dec. Jan. Jan. Feb. March Minutes. Express and Mail Trains. 1931 I 8-07 I 4-90 I 6-06 I 5-19 I 4-17 I 5-86 I 1-77 I 2-08 I 2-25 I 5-93 I 4-41 | 7-70 I 4-07 I 4-80 I93O :; I! | 8-19 | 7-17 |ll-48 I 7-49 | 3-23 I 4-57 I 2-41 I 2-13 | 2-23 I 7-86 I 7-67 I 4-01 | 4-66 \ 5-62 Long-distance Mixed Trains. iqo, , 8-94 ] 8-84 I 7-72 I 7-40 ] 6-96 I 6-70 I 4-35 I 4-50 I 3-99 I 5-38 I 4-67 110-37 I 6-49 I 6-64 1930 '.'. '.'. [i 2 -32 |l0-47 | 9-13 I 8-22 I 5-58 I 6-34 | 4-42 | 6-67 | 4-91 | 7-28 | 6-32 | 9-25 llO-OS ! 7-77 Suburban Trains. ml 0-77 0-72 0-81 0-56 0-73 0-38 0-31 0-42 0-49 0-55 0-65 0-63 0-43 0-57 1930 '.'. '.'. 1-00 1-04 1-20 0-86 0-55 0-55 0-46 0-41 0-44 0-47 0-61 0-52 0-70 0-68

D.—2.

A slip of considerable dimensions occurred on the morning of 24th November, 1930, at about 254 m. 52 ch., main line (between Ngaurukehu and Mataroa), completely blocking the line and causing considerable delay to trains. On the 28th December, 1930, a large slip of hard papa came down on track in cutting at 257 m. 65 ch. (between Ngaurukehu and Mataroa), and derailed the leading bogie of engine of a mixed train. On 26th and 27th November, 1930, the Otaki Eiver was in heavy flood. The main line from 46 m. 16 ch. to 46 m. 60 ch. (near Otaki) was under water to a depth of approximately 2 ft. Apart from 22 chains of ballast being washed out, no damage was done, and there were no train delays. A severe earthquake occurred in the Hawke's Bay District on the 3rd February, 1931, and considerable damage was done to the track, bridges, dwellings, station-buildings, and water services between Dannevirke and Putorino, completely blocking traffic north of Otane. Traffic was resumed to Napier about 9 a.m. on the sth February, 1931, and on the -Napier - Port Ahuriri line about 5 p.m. on the 12th February, 1931. The line between Napier and Putorino has not yet been restored. The damage done to the property of the Department has been assessed at approximately £55,400. On the 23rd April, 1930, a slip of about 12 tons of rock occurred on the Eewanui line, damaging the rails and causing delay to traffic. Two washouts occurred on the Hokitika line on the Bth October, 1930, causing traffic delays. A slip occurred at 2 m. 79 ch., Reefton line (near Kamaka), on the 15th January, 1931, causing delay to traffic. On the 16th January, 1931, a small slip occurred on the Otira line at 47 m. (between Aitkins and Otira), causing derailment of and damage to engine of train. On several occasions throughout the year traffic was suspended on the Outram Branch owing to floods. Buildings. —Buildings have been maintained in good repair. Houses at Waiotira, Taumarere, Kaipara Flats, Karioi, Erua, and Kopuranga were totally destroyed by fire and a house at Otahuhu badly damaged. The boiler-house attached to the wood-mill at Otahuhu workshops was gutted and the Pintsch-gas works, Wellington, considerably damaged by fire. Railway Improvements. —The expenditure under the Railways Improvements Authorization Account for last year was £561,016, as against £620,913 for the previous year. This amount does not include the expenditure under this account on the Auckland-Westfield and Tawa Flat deviations carried out by the Public Works Department, which amounted to £307,321 ; Signal Branch charges, £144,639; and Locomotive Branch charges, £32,885. The principal works are as follow :— Auckland New Station Building and Yard.— The new station building was completed, and plant and equipment were transferred from the old station building and, together with new equipment, were erected. The building was opened for traffic on the 16th November, 1930. Good progress was made during the year with the platelaying and ballasting of the new yard. The whole of the yard, except that portion abutting on to Beach Eoad, which area has until recently been occupied by car-sidings required for operating the old station, being completed. The platelaying on this area is being pushed forward with expedition, and will be completed about the end of June, 1931. Concreting of road access to the new station was completed, and the concreting of roads in the inwards yard was put in hand. The road approaches to the Campbell's Point Bridge were completed. The Auckland-Westfield deviation was completed, and opened for traffic on the 16th November, 1930, and the Papatoetoe-Papakura duplication was completed and the change-over from single- to double-line working was made on the 29th March, 1931. Work on the Eavensbourne-Burkes duplication is nearing completion, and the change-over from single- to double-line working will take place early in the new financial year. New stores buildings have been completed at Otahuhu, Woburn, and Hillside. At Palmerston North a new locomotive depot and stockyards have been provided, and extensive siding alterations and extensions carried out. The new goods-shed was completed at Wellington, and the constructional work for the combined workshops and store at Elmer Lane is almost finished. Bridge Reconstruction Work. —The provision of new bridges at Ngaruawahia, Waikanae, Otaki, Oroua, and Whenuakura has been completed. Several bridges on the Thames Branch, Eotorua Branch, and North Auckland line have been rebuilt, and a number of bridges on the Main Line and Branches have had a new superstructure of rolled-steel joists provided and in others the floor beams have been strengthened. Bridge No. 185, North Auckland line, has been replaced with twin concrete culvert. Additions to Open Lines. —The expenditure under this account was £19,140, and the works carried out consisted of general improvements at railway settlements, station-buildings, alteration to sidings, and additions to stockyards, &c. Expenditure. —The expenditure for the year in the Way and Works Branch was as follows : Maintenance (charged to working-expenses), £1,150,329 ; new works (charged to capital), £757,679. The maintenance expenditure charged to working-expenses amounted to £346 per mile, as compared with £347 in £340 in 1928-29, £359 in 1927-28, £338 in 1926-27, £369 in 1925-26. Mileage. —The mileage open for traffic on the 31st March, 1931, was 3,319 miles 7 chains. The Auckland-Parnell loop, Auckland-Westfield loop, and Eskdale-Putorino extension were opened for traffic during the year. * .'■..'. Portions of the Oxford Branch, Tileries-Fernhill Branch, and Glenham Branch were closed during the year. SIGNAL AND ELECTRICAL BRANCH. The following is a summary of the principal activities of the Signal and Electrical Branch during the year:— Signalling. Westfield Loop-line. —On this line, Auckland-Westfield, 9 miles 14 chains, double-line automatic signalling has been installed, and the following stations on the line have been fitted with power

XXXIV

D.—2.

interlocking with colour-light signals : Auckland, Glen Innes, and Panmure. Automatically controlled switch-locked sidings have been fitted at Orakei, Tamaki, and Sylvia Park. Papakura Duplication. —Between Papatoetoe and Papakura., 8 miles 22 chains, double-line automatic signalling has superseded single-line automatic signalling, and power interlocking with colour-light signals has been fitted at Wiri and Manurewa. An automatically controlled switch-locked siding was installed at Takanini. Main Trunk. —Signalling and interlocking with electrical-point movements and fouling-protection have superseded fixed signals at Hunterville and Rata. Auckland New Station. The work at Auckland Station, which included electro-pneumatic signalling, communications, lighting, and power, has been completed. The signalling of the station is the largest individual work which has yet been carried out by this Branch, the whole of the yard being controlled by one main cabin, with one subsidiary cabin in the goods-yard. The change-over from the old to the new station was successfully carried out. General. Alterations and additions to existing signalling and interlocking have been carried out at Dunedin, Frankton Junction, Papatoetoe, Lepperton Junction, Petone, Palmerston North, Waiareka Junction, Ghristchurch, Port Chalmers, Middleton, and Greymouth. Penrose Junction has been converted to a special switch-out station with colour-light signals for main-line working. Home and distant signals with Woods locks have been installed at Makerua, and removed from Hunterville, Rata, Belgrove, Hikutaia, Puriri, Kopu, Te Karaka, Motupiko, Waikino, and Ladbrooks owing to their being superseded by other methods of signalling or being no longer required. Additional fixed signals have been provided at Rangiora Junction, Southbrook, Kaiapoi, and Thornbury Junction. The total number of signalling installations is as follows : — Miles of single-line automatic signalling .. .. .. 188 m. 16 ch. Miles of double-line automatic signalling .. .. .. 61 m. 36 ch. Automatic crossing-loops • .. .. .. .. • . • • 33 Automatic switch-locked sidings . . .. .. .. .. 34 Power interlockings .. .. .. • .. .. .. • • 26 Mechanical interlockings .. .. .. .. • • • • 96 Interlocked tramway crossings .. .. .. .. . ■ 7 Mechanical fixed signal and Woods locked stations .. .. .. 315 Tablet-locked sidings. . .. .. .. .. • . . • 269 The following works are in hand: Automatic signalling between Ravensbourne and Sawyer's Bay. Signalling and interlocking with electric-point movements and fouling-protection at Pokaka, Horopito, Raurimu, Porootarao, and Hihitahi. These works will be completed early in the near future. Block-working. —The present position in regard to block-working is as follows :— Total mileage equipped with tablet instruments .. .. .. 1,648 Number of tablet instruments in use .. .. .. . • 856 Number of tablet stations .. .. .. .. .. ■ • 356 Number of tablet exchangers .. .. .. . • • • 320 Mileage of double line worked by look and block .. .. ... 15 Number of stations .. .. .. .. • • • • 12 • Number of instruments .. .. .. . • ■ • • • 26 Telegraph and Telephone Facilities. —The reconstruction of communication pole lines and wires has been vigorously pushed ahead during the year, and the communication system considerably improved. New methods have been introduced to give a maximum number of services with the lines available, and this work will be continued during the forthcoming year. In the North Island over 80 miles of pole-line have been rebuilt, and 7 miles of new pole-line erected, and in the South Island 95 miles were erected. All wires on these new pole-lines other than the tablet-system wire and local Morse wires have been run in copper wire. The strengthening of a further 50 miles of pole-line was carried out, and, in addition to the new wire replacing old iron wire, 306 miles of copper wire were erected. The metallic circuiting of existing telephone-lines has been carried out on the following sections : Invercargill to Winton and Rakaia to Rakaia Bridge. The lines have been rearranged with Morse services superimposed over the telephone-lines on the Wellington-Napier, Wanganui - Frankton Junction, Christchurch-Culverden, Christchurch-Dunedin, and Dunedin-Invercargill Sections. This work has improved the telephone facilities and enabled economies of Morse services and the relinquishing of rented lines. Train-control-selector telephone systems have been completed and brought into use between Marton and Wanganui and between Christchurch and Culverden. A further section, Dunedin-Oamaru, will be completed in April, and during the forthcoming year other sections in both Islands will be completed. At the Auckland new station and yard a full automatic telephone exchange was brought into operation with 125 local lines connected, and all district lines terminated on a manual board. The telegraph system was modernized to a universal-battery system, and the services simplified. A local distribution-cable network was also completed in the Auckland area. In Wellington, to anticipate yard alterations, a telephone-cable was laid from Lambton to Thorndon and a 100-number manually operated switchboard has been installed to provide full intercommunication.

XXXV

r>.—2.

A commencement has been made with the erection of special telephone circuits for long-distance communication, and these services will be made available as the pole-lines are rebuilt; already the Christchurch to Rolleston Section has been completed. The position in regard to communication facilities is tabulated below : — Morse instruments .. .. .. .. .. .. 265 Telephones .. .. .. .. .. .. 2,414 Miles of wire .. .. .. .. .. .. 12,226 Miles of poles .. .. .. .. .. .. 3,052 Public-exchange connections .. .. .. .. 609 Railway exchanges — Automatic .. .. .. .. .. .. 5 Manual .. .. .. .. .. .. 5 Level-crossing Alarms. —Warning-signals have been installed at thirteen level crossings during the past year. A number of existing level-crossing alarms have been equipped with modern appliances and in some instances changed from bells to flashing lights. The total number of level crossings now fitted with warning-devices is 122. Electrical Reticulation. —During the year a number of motor installations were completed at various workshops and locomotive depots. The installation of electric lighting was completed at fifty-eight stations, and twelve smaller installations were carried out at signals-cabins, offices, &c. The Napier earthquake, which occurred on the 3rd February, 1931, damaged the communication services of the Department very considerably. Fortunately, some construction staff was in the district, and steps were immediately taken to endeavour to establish communication. Telephone communication Napier to Woodville was restored at 8.30 p.m. on Wednesday, 4th idem, and tablet completely restored on Thursday, sth idem. Following this, as additional communication was required, it was decided to endeavour to rearrange the Morse circuits, and, by superimposing, it was found possible to give an additional direct line between Wellington and Napier ; and this was brought into use during the afternoon of the 10th February. This additional communication proved of great value at the time, and has continued to give excellent service under normal working-conditions. COMMERCIAL BRANCH. Dealing with the activities of the Department on the commercial side, I would say, firstly, that the year has been a most difficult one. This has been due principally to the general depression and to the increased and increasing pressure of competition. The adverse conditions being experienced throughout the Dominion, due to the world-wide depression and more particularly the decline in our primary-produce prices, have occasioned all classes of the community to seek reduced costs, and transport costs have felt the full effect of this tendency. This feature has resulted in the primary producer, manufacturer, merchant, and retailer adopting to a greatly increased degree the procedure of bargaining for prices. The effect has been that rail transport in its endeavours to hold its position has been compelled to make substantial reductions in its rates, to a greater extent than heretofore. The result has been a substantial extension of our system of local rates for fixed lines of traffic between specified points. Apart from these measures, which in the aggregate are considerable, the extension of local rates for merchandise traffic from the principal trading centres to the inland towns served therefrom has similarly been extended, and it may now be said that local rates radiate from all centres carrying on a trade of any volume with other places distant up to 200 miles. In addition to the institution of local rates for the merchandise traffic, it has been necessary to provide for delivery services at the majority of the principal inland towns. Reviewing the position in respect of the local rates provided to retain and secure the general merchandise traffic over the principal routes, I desire to say that a comparison of figures with the previous year's traffic would not substantiate any observation, favourable or otherwise, as to the general result accruing from such rates, as the general trade depression has obviously been affecting the three forms of transport —rail, road, and sea. We do know that there has been a heavy decline in traffic, but to what extent this is due to the trade depression on the one hand or to increased competition on the other would not be practicable to determine with any degree of precision. It can be said, however, that local rates have been effective in holding and regaining a volume of traffic, but, on the other hand, it is known that the intensive competition is responsible for a considerable portion of traffic being lost. The fluctuation in transport is inevitable under the conditions obtaining, due to the increasing competition of road-users not only with the railways, but also between themselves. Much of this competition is quite uneconomic, and I cannot foresee any improvement in the position unless some legislative method of control of transport is enacted and the principle of making the user pay adopted. In conjunction with the introduction of local rates has been the establishment of local delivery services now in operation at thirty-five inland towns. The delivery services have been instituted by reason of the increasing demand for a better transport service to the customer and to give equality, in a part measure at least, to that of the road motor service, otherwise a large volume of business would have been irretrievably lost. The efforts made to combat road competition over the principal trading routes have had the effect of diverting the attention of the road operators towards the transport of a portion of the low-rated traffic, and, in consequence of this, together with economic conditions prevailing, the result has been that competition in the transport of the lower-rated commodities is now facing the railways. Whereas a few years ago it was generally concluded that road transport would not interfere with the conveyance of low-rated commodities, the circumstances have completely changed during the past two years, due to the rapidly changing economic conditions. The flow of these classes of traffic is principally to the

XXXVI

D.—2.

centres, and in order to minimize operating-costs the road-haulier will convey by way of back-loading practically any class of traffic offering, and can command therefor a slightly higher rate than rail itself, due to the collection and delivery costs being taken into account. In connection with the transport of dairy-produce, we have been successful in retaining the greater portion of the business, and our figures show an increase of 24,500 tons over last year for butter and cheese. In every district serious attempts have been made by opponents to capture this class of traffic, but although in many instances it has again|been|necessary to substantially reduce rates the result has been that we are still holding the bulk of the business. In the Bay of Plenty district we have lost the Tauranga and the Rangitaiki Dairy Companies' output (3,500 tons) to sea, and in one or two instances in Taranaki and Upper Wairarapa districts the outputs of factories are conveyed by road. The tendency is, however, in the direction of our having to reduce rates due to the lower market prices for the products occasioning dairy companies seeking cheaper means of carriage and the increasing activities of road operators in attempts to secure the work. The conveyance of wool during this year has had a marked decline, the decrease being 6,165 tons, or 30,825 bales, as compared with the previous year, which, compared with 1929 figures, dropped 17,079 tons, or 85,395 bales. Certainly a large portion of this year's clip is being held over in anticipation of a more favourable market price being obtained—the quantity so held being estimated in the annual review of one of the leading stock and station companies operating in the Dominion at nearly 210,000 bales —but our experience in the handling of this year's clip has shown that there is a greater tendency towards road transport being adopted. In practically every wool-growing area we have had to contend with increased competition and provide competitive rates shed to store, and action is being taken to guard our future interests as far as practicable in. this respect. Evidence that the facility provided by our inter-Island through-booking system is being appreciated lies in the fact that increased returns are shown on the previous year's figures, the increase in business being 2,000 tons freight; revenue increase, £4,281. During the year we effected an extension of the system to North and South Island ports additional to the service already established between Wellington and Lyttelton. The through-booking system for goods traffic between Christchurch and Kaikoura has proved beneficial, and has resulted in the cessation of sea competition between Lyttelton and Kaikoura. Intensive road competition still exists over this route. We have extended our system of through booking by arrangement with road carriers, and now provide a similar service between Inangah.ua and Westport and between Putorino-Wairoa and <Gisborne. The dislocation of the line between Napier and Putorino by the recent earthquake has disturbed the arrangement with our road contractors over this route. Reviewing the passenger side of our activities, it must obviously be concluded that the circumstances have been adverse to development of this class of traffic. Previous summers we have obtained very satisfactory results from the promotion of special week-end excursion trips between the principal centres and attractive resorts, but the conditions prevailing this year, together with the Napier earthquake disaster, have compelled us to restrict these excursions considerably. Those promoted, although not supported to the same extent as in previous years, have resulted satisfactorily. The promotion of farmers' excursions, which had in previous winters developed to a considerable magnitude, had last winter to be abandoned on account of the adverse circumstances being experienced by the farming community. Similarly, this coming winter it is not considered advisable to attempt a revival of these tours. During last winter we promoted a successful farmers' party tour to Australia, the object being to induce a reciprocal visit, and although an attempt was made to organize a farmers' party in Australia for a tour of New Zealand this winter the efforts made did not meet with sufficient inducement to justify the tour being proceeded with. Attempts made to organize parties for travel to resorts have met with poor response, and similarly the travel at holiday periods, and that of pleasure and picnic parties and similar classes of traffic, have all been curtailed on account of prevailing conditions. The visit of Lord and Lady Baden Powell and their association with the Boy Scout and Girl Guide movements occasioned the travel of large numbers of children to the principal centres ; similarly the visit of the British Rugby Football team, which we conducted throughout its tour, was a means of inducing considerable traffic to all the centres at which matches were played. The only overseas tourist party of any note handled during the year was the " Malolo " American cruise party of 180 persons, and. in the conduct of their short tours we were associated with the Tourist Department. The travel arrangements for the overseas wool-buyers party during the Dominion wool sales season were again carried out by the Department. It is estimated that overseas tourist traffic has decreased approximately 25 per cent, this season, and, considering the conditions in Australia at the present time and also in other countries, the prospects for an immediate increase in overseas visitors are not propitious. Booking agencies established, at the various centres now number forty-nine, inclusive of the Tourist Department's offices other than those at Wellington and Auckland. The agencies generally are providing a desired public facility, and are a means of attracting a certain amount of business to rail. Reviewing the conditions which have obtained during the past year in' respect of transport generally, and at the same time having regard to the fact that circumstances do not indicate that an improvement can be anticipated, in the immediate future, the prospects for the incoming year from a business point of view indicate that it is likely to be a difficult one. The natural tendency in trade is to ease expenditure largely by restricting operations, consequently transport returns must be affected thereby, and with the slackness in trade urging road operators to maintain their position increased competition will result. Indications are that more frequently irresponsible people are attempting to make a livelihood from road carrying-operations, this in turn forcing established road carriers to reduce their costs to a minimum, which again must seriously reflect upon rail transport.

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D.-2.

The efforts made to combat road competition have been effective to a certain extent only, inasmuch that the system of reducing rates and providing increased facilities has enabled us to hold a portion of the transport business, but, with the increasing competition being encountered from day to day, and the absence of any control of the situation generally, the position will obviously tend to become more acute, and this position will be intensified so long as the railways are faced with subsidized road competition. STAFF. The total number of staff employed on the 31st March, 1931, including those engaged on works chargeable to capital, was 17,806, as compared with 19,926 the previous year ; and the average number actually at work throughout the year was 18,840, as compared with 19,410 the previous year. Of the average number of staff at work during the year, 13,612 were permanent and 5,228 were casual employees. The average number of men engaged on works chargeable to capital was 1,435, as against 1,382 last year. Twenty-seven members of the Second Division were promoted to the First Division, 17 were transferred to other Government Departments, 113 resigned, 187 retired on superannuation, 56 died, 51 members were dismissed, and 112 engaged. The sum of £45,539 was paid under the Workers' Compensation Act during the year to members of the Second Division who suffered injury in the course of their employment. The decline in traffic during the year, due to circumstances over which we had no control —the general depression, &c. —placed us in the position that we were carrying a substantial surplus staff both permanent and temporary (the latter principally in the workshops). The extent to which any industry should be called upon to carry a surplusage of staff must, of course, have reasonable limits, as, if carried on indefinitely, the surplus places on the industry a financial burden which (as in the case of the Railway Department) it may not be in a position to bear. I do not say that there are not any circumstances which would justify the Railway Department itself carrying surplus staff for a limited period. For instance, humane considerations, coupled with the desirability of keeping a certain minimum organization fairly intact, may well afford such a justification, but this in turn must be subject to a reasonable prospect of the whole quantum of staff, including the surplus, being again required within a reasonable time. If this condition is not present, then the position must be regarded as involving a more or less permanent reduction of the staff establishment, and this is a position which must call for adjustment. Even in such a case considerations of humanity would justify spreading the process of adjustment over a period rather than throwing a large number of men suddenly on to the labour-market. This policy has been pursued as far as possible in connection with the staff adjustments which circumstances have shown to be necessary in the Department, and wherever it was possible to avoid reductions or to take steps to minimize the hardships that were involved in the process of adjusting the staff every reasonable opportunity has been taken to act along this line. One line of action that has been taken in this connection has involved the retirement of a number of employees on superannuation after they had completed thirty-five years' service and before they had completed forty years' service, which latter term is that which entitled an employee to the maximum proportion of his rate of pay by way of pension. The basis of this action has been the conclusion that it was much more humane to retire those employees who would have some income from the industry to sustain them rather than to throw out of employment employees who would be entirely dependent on the (at present) doubtful chance of what they could earn. Fears have been expressed that this action might place an undue burden on the Superannuation Fund, but an examination of the position does not seem to afford any substantial basis for such fear. It must be remembered that the employees receive a smaller pension than they would have done had they completed forty years of service, and according as the period the employee continues on the fund lengthens the adverse effect on the fund is by comparison reduced. Another phase of the retirement of employees at thirty-five years is the question of the efficient working of the Department. This is being carefully watched in determining the retirement of employees, and while, of course, these retirements will inevitably involve some loss of valuable experience, it is assured in each case that suitable arrangements can be made to carry on the work up to a satisfactory standard of efficiency. The work of our staff administration during the year has been of an extremely heavy character and has involved many great difficulties. The matter of the adjustment of the staff and the difficulties associated therewith has been dealt with above. It need only be further mentioned in relation to the staff work that it involved an enormous amount of investigation and the workingout of arrangements to avoid hardship as much as possible, and this placed a very great strain on the staff section. Another very large work that was undertaken during the year was a comprehensive review of our permanent establishments. As pointed out in my report last year, we had, during that year, a general regrading of positions and had contemplated initiating the review of staff establishments previous to the regrading, but, as the regrading work had to be undertaken in pursuance of the statute in that behalf, the review of the establishments had necessarily to be postponed. The work was, however, diligently carried on during the year, with the result that many adjustments were found possible with substantial resulting economies. In many cases the adjustments caused members of the permanent staff to become surplus, and as none of these has yet been retrenched, and the process of absorption by resignations, retirements, &c, is necessarily a comparatively slow one, the full advantage of the work that has been accomplished in connection with the review of establishments has not yet accrued. The economies that have been made possible by the review and consequent adjustments are, however, of a permanent or quasi-permanent nature, and so represent a definite lowering of our working-costs. Every opportunity has been taken to utilize the surplus permanent staff to the best advantage. Some have been absorbed by the adoption of the policy of retirements on thirty-five years' service ; others have been placed temporarily or otherwise with other Government Departments ; and opportunity has been taken to utilize the services of surplus staff to overtake

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arrears of annual leave due to the staff. The review was not completed at the close of the year, but is being carried on assiduously with a view to making the necessary adjustments to suitably meet the fluctuating conditions and obtain the consequent economies as soon as possible. During the year the conduct of the staff has been good, and our industrial relationships have been quite satisfactory. EOYAL COMMISSION. A matter of considerable importance in connection with the work of the past year was the investigation by the Royal Commission. The report of the Commission has already been published. As, however, the matter contained therein had reference to conditions under the form of administration which was functioning at the time of the Royal Commission's investigation, and as also a radical change along the lines recommended by the Commission in that connection has been made since that time, it appears to me that no good purpose would be served by detailed comment on the Royal Commissioner's report at this stage. The Commission made some very valuable recommendations on matters of vital import to the Department, such as the system of control of the Department, the Department's financial structure, and the system of staff control. The first matter has already been dealt with by legislation, and the others, as well as the remaining subjects of the Royal Commission's report, will, so far as they may still require further action, no doubt be brought under review by the new administration in due course. CONCLUSION. Since the close of the year alterations have been made in the constitution of the Department by the setting-up of the Government Railways Board, and, as the arrangements provide for my taking over the chairmanship of that Board, this will be the last annual report that I will make in my present capacity. Considerations of time and space prevent my making a complete review of the last three years, but the main phases of our activities have been dealt with in the annual report that I have rendered each year. I would only say that a great deal of spade-work has been done both in the direction of improving our standard of service and of reducing costs, the effect of which is now being felt, and which, I feel confident, will continue to be felt in the coming years. This has entailed a large volume of work in the face of very great difficulties. In this latter connection I need only mention that since the period my general managership commenced—on Ist June, 1928 — up to the time of writing there have been no less than three changes in the Ministerial control, a fourth change in the form of control by the constitution of the Government Railways Board, and a full overhaul of the Department by a Royal Commission. These circumstances alone were sufficient to very materially curtail the amount of time that could be devoted to fresh work and the amount of thought that could be given to new ideas. As I have previously had occasion to point out, the side of the Department's work that the management is most particularly concerned with is expenditure, and as regards that aspect I would emphasize the thought conveyed above —namely, that the groundwork which we were able to accomplish has already made itself substantially felt and will continue to do so. The Department has had the misfortune, as has practically every other kind of business, of having been faced with a serious trade depression, while the position regarding competition and the conditions in the transport industry generally have created a state of affairs, from a revenue point of view, that could only be described as difficult in the extreme. We have, however, maintained an unceasing vigilance as regards competition, and, as regards the condition of affairs in the industry, we have endeavoured, where possible, to secure co-ordination by voluntary effort, and as to the conditions which could not be met in that way we have endeavoured to bring to the public a view of the position in proper perspective. I feel sure that the result has been to help towards the position that is undoubtedly developing—namely, that public opinion is crystallizing in the direction of a realization of the necessity for something effective being done to rationalize the transport industry. In concluding my term of office of General Manager I desire to thank my executive officers and the staff generally for the loyal support that has been given to me. I have had the benefit of much helpful suggestion from all ranks of the Service, and I feel a measure of pride in the fact that employees in even the lowest ranks have not been diffident in discussing matters of interest to the Department's business with me as I have moved about the system. I also desire to thank the press and the public generally for the help and patient consideration that they have extended to me. Here, also, I have had the benefit of many suggestions which have assisted me materially in carrying on the business of the Department. I have appreciated much friendly criticism, and I feel that it has been helpful not only from the point of view of the substantive points made therein, but from the fact that criticism, especially of a constructive character, serves an excellent purpose in keeping the organization up to a high standard of alertness. This report has been made as brief as possible in deference to the wishes of the Economy Committee that reports should be curtailed in order to minimize expense. For this reason, also, a number of statements and graphs that have hitherto been published with the annual report are omitted for the reason that it was considered that their value was not commensurate with the cost of their compilation and publication. jf General Manager,

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Mr. E. T. L. Spidy, Superintendent of Workshops, and Mr. P. E. Angus, Assistant Chief Mechanical Engineer, have certified that the rolling-stock, machinery, and tools have been maintained in good working-order during the year. Mr. F. C. Widdop, Chief Engineer, has certified that the track, structures, buildings, and appliances have been maintained in good order during the year. Mr. G. W. Wyles, Signal and Electrical Engineer, has certified that all signalling and power installations and apparatus have been maintained in good order and condition during the year. Mr. E. J. Guiness, Comptroller of Stores, has certified that the value of stores, material, and plant (purchased under Eailway vote) on hand at 31st March, 1931, at the various stores, depots, and sawmills amounted to £956,858 17s. 4d., as against £1,033,310 15s. 10d. on 31st March, 1930 ; and that the whole of the stock is in good order, has been systematically inspected, and is value for the amount stated,

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South Island Main Line and Branches,— Revenue, £2,612,906 ; decrease, £307,402. The principal items of traffic were : Passengers, 3,314,021 ; decrease, 447,320. Season tickets, 162,950 ; decreased 14,025. Parcels, luggage, and mails revenue, £119,577 ; decrease, £8,782. Live-stock, 4,941,258 ; decrease, 56,478. Timber, 176,324 tons; decrease, 101,884. All other goods, 2,732,966 tons; decrease, 332,415 tons. The revenue per mile of railway decreased from £1,795 to £1,606, and decreased from 154-23 d. per train-mile to 147-87 d. The variations of traffic in the individual districts in the South Island were approximately as follow :— Northern District.— Revenue, £1,156,801 ; decrease, £140,015. Passengers decreased 210,986, and season tickets 3,646. Parcels, luggage, &c, decreased £3,318. Cattle decreased 6,220, and sheep 95,964. Timber decreased 79,015 tons, and all other goods 153,845 tons. Middle District.— Revenue, £902,174; decrease, £92,139. Passengers decreased 175,922, and season tickets 9,931. Parcels, luggage, &c, decreased £3,720. Cattle decreased 5,704, and sheep 2,902. Timber decreased 4,203 tons. All other goods decreased 104,184 tons. Southern District.—Revenue, £553,931 ; decrease, £75,248. Passengers decreased 60,412, and season tickets 448. Parcels, luggage, &c, decreased £1,744. Cattle decreased 11,065, but sheep increased 63,377. Timber decreased 18,666 tons, and all other goods 74,386 tons. Lake Wakatipu.— Revenue, £9,166; decrease, £2,281. Passengers decreased 6,641. Sheep decreased 4,613. Timber decreased 120 tons. All other goods decreased 1,807 tons. TRAIN SERVICES. The following table shows the average late arrivals of the express, mixed, and suburban trains for the year :—

Average late Arrival of Trains, Year ended 31st March, 1931.

These figures include delays arising from all causes, including slips, floods, washouts, earthquakes, engine and other mechanical failures, and traffic delays at stations. It will be seen from the foregoing tabulation that the punctuality of the train services improved very substantially during the year, notwithstanding the earthquake in the Hawke's Bay District which, as already mentioned in this report, caused much late running of trains which was m the circumstances unavoidable. WAY AND WOEKS BEANCH. The following are the principal features connected with the operations of the Way and Works Branch during the year : — Permanent-way.— The relaying done during the year was as follows :— Miles. Main line and branches 53 lb., 55 lb., 56 lb., 65 lb., and 70 lb. relaid with 70 lb. material .. . • • • • • • • .••,, „„ • ■ .•; s ?^ Main line and branches 40 lb., 53 lb., 55 lb., and 56 lb. relaid with 55 lb. material 6 Main line and branches relaid with second-hand 53 lb., 55 lb., 56 lb., and 70 lb. material recovered from main line ~ ~ .. • • . • 4 2 63 Sleepers —The number of new sleepers placed in track during the year was 240,096. Ballastinq.— There were placed on the track 207,279 cubic yards of ballast Stipe, Floods, die-Slips on the East Coast Main Trunk line at 20 m. 17 oh. (near Athenree), 34|-m. (near Aongatete), 40 m. (near Pahoia), and between 431 m. and 43f m. (near Te Puna) on 21st June, 1930, caused delay to traffic. On the same date a washout between 43 ? m. and"* m. (near Te Puna) caused train delays. Slips which occurred on the same line at 34 m 20 en (near Aongatete), 38 m. 40 ch. and 39 m. 75 ch. (near Pahoia) on 7th July, 1930, also caused delay to traffic. A rock slip occurred at 131 m. 60ch„ Main Trunk line (near Puketutu) on 28th June, 1930, and was run into by the Wellington-Auckland express, resulting in the engine, two cars, and postal van being A heavy fall of snow occurred in the Ohakune district on 28th July, 1930. Traffic was not seriously affected by it, however, until the morning of the 29th, when a high wind across the Waimanno Plains caused the snow to drift and fill some of the cuttings between National Park and Erua. _ A train stalled in one of the drifts and was not freed for several hours. Various trains between Eaurimu and Mataroa were delayed due to difficulty in shunting in the snow and m operating points, but only one train was actually held up by the snow.

V—D. 2.

XXXIII

Period ended Average tor Year Year ended — ' ~~ in April. May. June. July. August. Sept. Oct. Nov. Dec. Jan. Jan. Feb. March Minutes. Express and Mail Trains. 1931 I 8-07 I 4-90 I 6-06 I 5-19 I 4-17 I 5-86 I 1-77 ] 2-08 ] 2-25 I 5-93 | 4-41 | 7-70 I 4-07 I 4-80 1930 '.'. '.'. \ 8-10 | 7-17 [11-48 | 7-49 | 3-23 [ 4-57 | 2-41 | 2-13 | 2-23 | 7-86 I 7-67 | 4-01 | 4-66 | 5-62 Long-distance Mixed Trains. icni | 8-94 ] 8-84 I 7-72 I 7-40 I 6-96 I 6-70 I 4-35 I 4-50 I 3-99 I 5-38 | 4-67 110-37 I 6-49 j 6-64 1930 '.I '.'. |l2-32 |l0-47 | 9-13 | 8-22 | 5-58 I 6-34 | 4-42 | 6-67 | 4-91 | 7-28 | 6-32 | 9-25 |l0-08 I 7-77 Suburban Trains. inoi 0-77 0-72 0-81 0-56 0-73 0-38 0-31 0-42 0-49 0-55 0-65 0-63 0-43 0-57 1930 '.'. '.'. 1-00 1-04 1-20 0-86 0-55 0-55 0-46 0-41 0-44 0-47 0-61 0-52 0-70 0-68

D.—2.

A slip of considerable dimensions occurred on the morning of 24th November, 1930, at about 254 m. 52 ch., main line (between Ngaurukehu and Mataroa), completely blocking the line and causing considerable delay to trains. On the 28th December, 1930, a large slip of hard papa came down on track in cutting at 257 m. 65 ch. (between Ngaurukehu and Mataroa), and derailed the leading bogie of engine of a mixed train. On 26th and 27th November, 1930, the Otaki River was in heavy flood. The main line from 46 m. 16 ch. to 46 m. 60 ch. (near Otaki) was under water to a depth of approximately 2 ft. Apart from 22 chains of ballast being washed out, no damage was done, and there were no train delays. A severe earthquake occurred in the Hawke's Bay District on the 3rd February, 1931, and considerable damage was done to the track, bridges, dwellings, station-buildings, and water services between Dannevirke and Putorino, completely blocking traffic north of Otane. Traffic was resumed to Napier about 9 a.m. on the sth February, 1931, and on the Napier - Port Ahuriri line about 5 p.m. on the 12th February, 1931. The line between Napier and Putorino has not yet been restored. The damage done to the property of the Department has been assessed at approximately £55,400. On the 23rd April, 1930, a slip of about 12 tons of rock occurred on the Rewanui line, damaging the rails and causing delay to traffic. Two washouts occurred on the Hokitika line on the Bth October, 1930, causing traffic delays. A slip occurred at 2 m. 79 ch., Reefton line (near Kamaka), on the 15th January, 1931, causing delay to traffic. On the 16th January, 1931, a small slip occurred on the Otira line at 47 m. (between Aitkins and Otira), causing derailment of and damage to engine of train. On several occasions throughout the year traffic was suspended on the Outram Branch owing to floods. Buildings. —Buildings have been maintained in good repair. Houses at Waiotira, Taumarere, Kaipara Flats, Karioi, Erua, and Kopuranga were totally destroyed by fire and a house at Otahuhu badly damaged. The boiler-house attached to the wood-mill at Otahuhu workshops was gutted and the Pintsch-gas works, Wellington, considerably damaged by fire. Railway Improvements. —The expenditure under the Railways Improvements Authorization Account for last year was £561,016, as against £620,913 for the previous year. This amount does not include the expenditure, under this account on the Auckland-Westfield and Tawa Flat deviations carried out by the Public Works Department, which amounted to £307,321 ; Signal Branch charges, £144,639; and Locomotive Branch charges, £32,885. The principal works are as follow :— Auckland New Station Building and Yard. —The new station building was completed, and plant and equipment were transferred from the old station building and, together with new equipment, were erected. The building was opened for traffic on the 16th November, 1930. Good progress was made during the year with the platelaying and ballasting of the new yard. The whole of the yard, except that portion abutting on to Beach Road, which area has until recently been occupied by car-sidings required for operating the old station, being completed. The platelaying on this area is being pushed forward with expedition, and will be completed about the end of June, 1931. Concreting of road access to the new station was completed, and the concreting of roads in the inwards yard was put in hand. The road approaches to the Campbell's Point Bridge were completed. The Auckland-Westfield deviation was completed, and opened for traffic on the 16th November, 1930, and the Papatoetoe-Papakura duplication was completed and the change-over from single- to double-line working was made on the 29th March, 1931. Work on the Ravensbourne-Burkes duplication is nearing completion, and the change-over from single- to double-line working will take place early in the new financial year. New stores buildings have been completed at Otahuhu, Woburn, and Hillside. At Palmerston North a new locomotive depot and stockyards have been provided, and extensive siding alterations and extensions carried out. The new goods-shed was completed at Wellington, and the constructional work for the combined workshops and store at Elmer Lane is almost finished. Bridge Reconstruction Work. —The provision of new bridges at Ngaruawahia, Waikanae, Otaki, Oroua, and Whenuakura has been completed. Several bridges on the Thames Branch, Rotorua Branch, and North Auckland line have been rebuilt, and a number of bridges on the Main Line and Branches have had a new superstructure of rolled-steel joists provided and in others the floor beams have been strengthened. Bridge No. 185, North Auckland line, has been replaced with twin concrete culvert. Additions to Open Lines. —The expenditure under this account was £19,140, and the works carried out consisted of general improvements at railway settlements, station-buildings, alteration to sidings, and additions to stockyards, &c. Expenditure. —The expenditure for the year in the Way and Works Branch was as follows : Maintenance (charged to working-expenses), £1,150,329 ; new works (charged to capital), £757,679. The maintenance expenditure charged to working-expenses amounted to £346 per mile, as compared with £347 in 1929-30, £340 in 1928-29, £359 in 1927-28, £338 in 1926-27, £369 in 1925-26. Mileage. —The mileage open for traffic on the 31st March, 1931, was 3,319 miles 7 chains. The Auckland-Parnell loop, Auckland-Westfield loop, and Eskdale-Putorino extension were opened for traffic during the year. Portions of the Oxford Branch, Tileries-Fernhill Branch, and Glenham Branch were closed during the year. SIGNAL AND ELECTRICAL BRANCH. The following is a summary of the principal activities of the Signal and Electrical Branch during the year:— Signalling. Westfield Loop-line. —On this line, Auckland-Westfield, 9 miles 14 chains, double-line automatic signalling has been installed, and the following stations on the line have been fitted with power

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interlocking with colour-light signals : Auckland, Glen Innes, and Panmure. Automatically controlled switch-locked sidings have been fitted at Orakei, Tamaki, and Sylvia Park. Papakura Duplication. —Between Papatoetoe and Papakura, 8 miles 22 chains, double-line automatic signalling has superseded single-line automatic signalling, and power interlocking with colour-light signals has been fitted at Wiri and Manurewa. An automatically controlled switch-locked siding was installed at Takanini. Main Trunk. —Signalling and interlocking with electrical-point movements and fouling-protection have superseded fixed signals at Hunterville and Rata. Auckland New Station. The work at Auckland Station, which included electro-pneumatic signalling, communications, lighting, and power, has been completed. The signalling of the station is the largest individual work which has yet been carried out by this Branch, the whole of the yard being controlled by one main cabin, with one subsidiary cabin in the goods-yard. The change-over from the old to the new station was successfully carried out. General. Alterations and additions to existing signalling and interlocking have been carried out at Dunedin, Frankton Junction, Papatoetoe, Lepperton Junction, Petone, Palmerston North, Waiareka Junction, Christchurch, Port Chalmers, Middleton, and Greymouth. Penrose Junction has been converted to a special switch-out station with colour-light signals for main-line working. Home and distant signals with Woods locks have been installed at Makerua, and removed from Hunterville, Rata, Belgrove, Hikutaia, Puriri, Kopu, Te Karaka, Motupiko, Waikino, and Ladbrooks owing to their being superseded by other methods of signalling or being no longer required. Additional fixed signals have been provided at Rangiora Junction, Southbrook, Kaiapoi, and Thornbury Junction. The total number of signalling installations is as follows : — Miles of single-line automatic signalling .. .. .. 188 m. 16 ch. Miles of double-line automatic signalling .. .. .. 61 m. 36 ch. Automatic crossing-loops .. .. .. .. .. . • 33 Automatic switch-locked sidings .. .. .. .. .. 34 Power interlockings .. .. .. .. . . . • • • 26 Mechanical interlockings .. .. .. .. .. . • 96 Interlocked tramway crossings .. .. .. .. .. 7 Mechanical fixed signal and Woods locked stations .. .. .. 315 Tablet-locked sidings.. .. .. .. . ■ • • • • 269 The following works are in hand: Automatic signalling between Ravensbourne and Sawyer's Bay. Signalling and interlocking with electric-point movements and fouling-protection at Pokaka,, Horopito, Raurimu, Porootarao, and Hihitahi. These works will be completed early in the near future. Block-working. —The present position in regard to block-working is as follows : — Total mileage equipped with tablet instruments .. .. .. 1,648 Number of tablet instruments in use .. .. .. .. 856 Number of tablet stations .. .. .. .. .. .. 356 Number of tablet exchangers .. .. .. .. . • 320 Mileage of double line worked by lock and block .. ... .. 15 Number of stations .. .. .. .. . ■ • • 12 Number of instruments .. .. .. .. ■ • • • 26 Telegraph and Telephone Facilities. —-The reconstruction of communication pole lines and wires has been vigorously pushed ahead during the year, and the communication system considerably improved. New methods have been introduced to give a maximum number of services with the lines available, and this work will be continued during the forthcoming year. In the North Island over 80 miles of pole-line have been rebuilt, and 7 miles of new pole-line erected, and in the South Island 95 miles were erected. All wires on these new pole-lines other than the tablet-system wire and local Morse wires have been run in copper wire. The strengthening of a further 50 miles of pole-line was carried out, and, in addition to the new wire replacing old iron wire, 306 miles of copper wire were erected. The metallic circuiting of existing telephone-lines has been carried out on the following sections : Invercargill to Winton and Rakaia to Rakaia Bridge. The lines have been rearranged with Morse services superimposed over the telephone-lines on the Wellington-Napier, Wanganui - Frankton Junction, Christchurch-Culverden, Christchurch-Dunedin, and Dunedin-Invercargill Sections. This work has improved the telephone facilities and enabled economies of Morse services and the relinquishing of rented lines. Train-control-selector telephone systems have been completed and brought into use between Marton and Wanganui and between Christchurch and Culverden. A further section, Dunedin-Oamaru, will be completed in April, and during the forthcoming year other sections in both Islands will be completed. At the Auckland new station and yard a full automatic telephone exchange was brought into operation with 125 local lines connected, and all district lines terminated on a manual board. The telegraph system was modernized to a universal-battery system, and the services simplified. A local distribution-cable network was also completed in the Auckland area. In Wellington, to anticipate yard alterations, a telephone-cable was laid from Lambton to Thorndon and a 100-number manually operated switchboard has been installed to provide full intercommunication.

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A commencement has been made with the erection of special telephone circuits for long-distance communication, and these services will be made available as the pole-lines are rebuilt; already the Christchurch to Eolleston Section has been completed. The position in regard to communication facilities is tabulated below : — Morse instruments .. .. .. .. .. .. 265 Telephones .. .. .. .. .. .. 2,414 Miles of wire .. .. .. .. .. .. 12,226 Miles of poles .. .. .. .. .. .. 3,052 Public-exchange connections .. .. .. .. 609 Railway exchanges— Automatic .. .. .. .. .. .. 5 Manual .. .. .. .. .. .. 5 Level-crossing Alarms. —Warning-signals have been installed at thirteen level crossings during the past year. A number of existing level-crossing alarms have been equipped with modern appliances and in some instances changed from bells to flashing lights. The total number of level crossings now fitted with warning-devices is 122. Electrical Reticulation. —During the year a number of motor installations were completed at various workshops and locomotive depots. The installation of electric lighting was completed at fifty-eight stations, and twelve smaller installations were carried out at signals-cabins, offices, &c. The Napier earthquake, which occurred on the 3rd February, 1931, damaged the communication services of the Department very considerably. Fortunately, some construction staff was in the district, and steps were immediately taken to endeavour to establish communication. Telephone communication Napier to Woodville was restored at 8.30 p.m. on Wednesday, 4th idem, and tablet completely restored on Thursday, sth idem. Following this, as additional communication was required, it was decided to endeavour to rearrange the Morse circuits, and, by superimposing, it was found possible to give an additional direct line between Wellington and Napier ; and this was brought into use during the afternoon of the 10th February. This additional communication proved of great value at the time, and has continued to give excellent service under normal working-conditions. COMMERCIAL BRANCH. Dealing with the activities of the Department on the commercial side, I would say, firstly, that the year has been a most difficult one. This has been due principally to the general depression and to the increased and increasing pressure of competition. The adverse conditions being experienced throughout the Dominion, due to the world-wide depression and more particularly the decline in our primary-produce prices, have occasioned all classes of the community to seek reduced costs, and transport costs have felt the full effect of this tendency. This feature has resulted in the primary producer, manufacturer, merchant, and retailer adopting to a greatly increased degree the procedure of bargaining for prices. The effect has been that rail transport in its endeavours to hold its position has been compelled to make substantial reductions in its rates, to a greater extent than heretofore. The result has been a substantial extension of our system of local rates for fixed lines of traffic between specified points. Apart from these measures, which in the aggregate are considerable, the extension of local rates for merchandise traffic from the principal trading centres to the inland towns served therefrom has similarly been extended, and it may now be said that local rates radiate from all centres carrying on a trade of any volume with other places distant up to 200 miles. In addition to the institution of local rates for the merchandise traffic, it has been necessary to provide for delivery services at the majority of the principal inland towns. Reviewing the position in respect of the local rates provided to retain and secure the general merchandise traffic over the principal routes, I desire to say that a comparison of figures with the previous year's traffic would not substantiate any observation, favourable or otherwise, as to the general result accruing from such rates, as the general trade depression has obviously been affecting the three forms of transport—rail, road, and sea. We do know that there has been a heavy decline in traffic, but to what extent this is due to the trade depression on the one hand or to increased competition on the other would not be practicable to determine with any degree of precision. It can be said, however, that local rates have been effective in holding and regaining a volume of traffic, but, on the other hand, it is known that the intensive competition is responsible for a considerable portion of traffic being lost. The fluctuation in transport is inevitable under the conditions obtaining, due to the increasing competition of road-users not only with the railways, but also between themselves. Much of this competition is quite uneconomic, and I cannot foresee any improvement in the position unless some legislative method of control of transport is enacted and the principle of making the user pay adopted. In conjunction with the introduction of local rates has been the establishment of local delivery services now in operation at thirty-five inland towns. The delivery services have been instituted by reason of the increasing demand for a better transport service to the customer and to give equality, in a part measure at least, to that of the road motor service, otherwise a large volume of business would have been irretrievably lost. The efforts made to combat road competition over the principal trading routes have had the effect of diverting the attention of the road operators towards the transport of a portion of the low-rated traffic, and, in consequence of this, together with economic conditions prevailing, the result has been that competition in the transport of the lower-rated commodities is now facing the railways. Whereas a few years ago it was generally concluded that road transport would not interfere with the conveyance of low-rated commodities, the circumstances have completely changed during the past two years, due to the rapidly changing economic conditions. The flow of these classes of traffic is principally to the

XXXVI

D.-2.

centres, and in order to minimize operating-costs the road-haulier will convey by way of back-loading practically any class of traffic offering, and can command therefor a slightly higher rate than rail itself, due to the collection and delivery costs being taken into account. In connection with the transport of dairy-produce, we have been successful in retaining the greater portion of the business, and our figures show an increase of 24,500 tons over last year for butter and cheese. In every district serious attempts have been made by opponents to capture this class of traffic, but although in many instances it has again|been|necessary to substantially reduce rates the result has been that we are still holding the bulk of the business. In the Bay of Plenty district we have lost the Tauranga and the Rangitaiki Dairy Companies' output (3,500 tons) to sea, and in one or two instances in Taranaki and Upper Wairarapa districts the outputs of factories are conveyed by road. The tendency is, however, in the direction of our having to reduce rates due to the lower market prices for the products occasioning dairy companies seeking cheaper means of carriage and the increasing activities of road operators in attempts to secure the work. The conveyance of wool during this year has had a marked decline, the decrease being 6,165 tons, or 30,825 bales, as compared with the previous year, which, compared with 1929 figures, dropped 17,079 tons, or 85,395 bales. Certainly a large portion of this year's clip is being held over in anticipation of a more favourable market price being obtained—the quantity so held being estimated in the annual review of one of the leading stock and station companies operating in the Dominion at nearly 210,000 bales —but our experience in the handling of this year's clip has shown that there is a greater tendency towards road transport being adopted. In practically every wool-growing area we have had to contend with increased competition and provide competitive rates shed to store, and action is being taken to guard our future interests as far as practicable in this respect. Evidence that the facility provided by our inter-Island through-booking system is being appreciated lies in the fact that increased returns are shown on the previous year's figures, the increase in business being 2,000 tons freight: revenue increase, £4,281. During the year we effected an extension of the system to North and South Island ports additional to the service already established between Wellington and Lyttelton. The through-booking system for goods traffic between Christchurch and Kaikoura has proved beneficial, and has resulted in the cessation of sea competition between Lyttelton and Kaikoura. Intensive road competition still exists over this route. We have extended our system of through booking by arrangement with road carriers, and now provide a similar service between Inangah.ua and Westport and between Putorino-Wairoa and Gisborne. The dislocation of the line between Napier and Putorino by the recent earthquake has disturbed the arrangement with our road contractors over this route. Reviewing the passenger side of our activities, it must obviously be concluded that the circumstances have been adverse to development of this class of traffic. Previous summers we have 'obtained very satisfactory results from the promotion of special week-end excursion trips between the principal centres and attractive resorts, but the conditions prevailing this year, together with the Napier earthquake disaster, have compelled us to restrict these excursions considerably. Those promoted, although not supported to the same extent as in previous years, have resulted satisfactorily. The promotion of farmers' excursions, which had in previous winters developed to a considerable magnitude, had last winter to be abandoned on account of the adverse circumstances being experienced by the farming community. Similarly, this coming winter it is not considered advisable to attempt a revival of these tours. During last winter we promoted a successful farmers' party tour to Australia, the object being to induce a reciprocal visit, and although an attempt was made to organize a farmers' party in Australia for a tour of New Zealand this winter the efforts made did not meet with sufficient inducement to justify the tour being proceeded with. Attempts made, to organize parties for travel to resorts have met with poor response, and similarly the travel at holiday periods, and that of pleasure and picnic parties and similar classes of traffic, have all been curtailed on account of prevailing conditions. The visit of Lord and Lady Baden Powell and their association with the Boy Scout and Girl Guide movements occasioned the travel of large numbers of children to the principal centres ; similarly the visit of the British Rugby Football team, which we conducted throughout its tour, was a means of inducing considerable traffic to all the centres at which matches were played. The only overseas tourist party of any note handled during the year was the " Malolo " American cruise party of 180 persons, and in the conduct of their short tours we were associated with the Tourist Department. The travel arrangements for the overseas wool-buyers party during the Dominion wool sales season were again carried out by the Department. It is estimated that overseas tourist traffic lias decreased approximately 25 per cent, this season, and, considering the conditions in Australia at the present time and also in other countries, the prospects for an immediate increase in overseas visitors are not propitious. Booking agencies established at the various centres now number forty-nine, inclusive of the Tourist Department's offices other than those at Wellington and Auckland. The agencies generally are providing a desired public facility, and are a means of attracting a certain amount of business to rail. Reviewing the conditions which have obtained during the past year in respect of transport generally, and at the same time having regard to the fact that circumstances do not indicate that an improvement can be anticipated in the immediate future, the prospects for the incoming year from a business point of view indicate that it is likely to be a difficult one. The natural tendency in trade is to ease expenditure largely by restricting operations, consequently transport returns must be affected thereby, and with the slackness in trade urging road operators to maintain their position increased competition will result. Indications are that more frequently irresponsible people are attempting to make a livelihood from road Carrying-operations, this in turn forcing eßtablished road carriers to reduce their costs to a minimum, which again must seriously reflect upon rail transport.

XXXVII

D.-ô.

The efforts made to combat road competition have been effective to a certain extent only, inasmuch that the system of reducing rates and providing increased facilities has enabled, us to hold a portion of the transport business, but, with the increasing competition being encountered from day to day, and the absence of any control of the situation generally, the position will obviously tend to become more acute, and this position will be intensified so long as the railways are faced with subsidized road competition. STAFF. The total number of staff employed on the 31st March, 1931, including those engaged on works chargeable to capital, was 17,806, as compared with 19,926 the previous year ; and the average number actually at work throughout the year was 18,840, as compared with 19,410 the previous year. Of the average number of staff at work during the year, 13,612 were permanent and 5,228 were casual employees. The average number of men engaged on works chargeable to capital was 1,435, as against 1,382 last year. Twenty-seven members of the Second Division were promoted to the First Division, 17 were transferred to other Government Departments, 113 resigned, 187 retired on superannuation, 56 died, 51 members were dismissed, and 112 engaged. The sum of £45,539 was paid under the Workers' Compensation Act during the year to members of the Second Division who suffered injury in the course of their employment. The decline in traffic during the year, due to circumstances over which we had no control —the general depression, &c.—placed us in the position that we were carrying a substantial surplus staff both permanent and temporary (the latter principally in the workshops). The extent to which any industry should be called upon to carry a surplusage of staff must, of course, have reasonable limits, as, if carried on indefinitely, the surplus places on the industry a financial burden which (as in the case of the Eailway Department) it may not be in a position to bear. I do not say that there are not any circumstances which would justify the Railway Department itself carrying surplus, staff for a limited period. For instance, humane considerations, coupled with the desirability of keeping a certain minimum organization fairly intact, may well afford such a justification, but this in turn must be subject to a reasonable prospect of the whole quantum of staff, including the surplus, being again required within a reasonable time. If this condition is not present, then the position must be regarded as involving a more or less permanent reduction of the staff establishment, and this is a position which must call for adjustment. Even in such a case considerations of humanity would justify spreading the process of adjustment over a period rather than throwing a large number of men suddenly on to the labour-market. This policy has been pursued as far as possible in connection with the staff adjustments which circumstances have shown to be necessary in the Department, and wherever it was possible to avoid reductions or to take steps to minimize the hardships that were involved in the process of adjusting the staff every reasonable opportunity has been taken to act along this line. One line of action that has been taken in this connection has involved the retirement of a number of employees on superannuation after they had completed thirty-five years' service and before they had completed forty years' service, which latter term is that which entitled an employee to the maximum proportion of his rate of pay by way of pension. The basis of this action has been the conclusion that it was much more humane to retire those employees who would have some income from the industry to sustain them rather than to throw out of employment employees who would be entirely dependent on the (at present) doubtful chance of what they could earn. Fears have been expressed that this action might place an undue burden on the Superannuation Fund, but an examination of the position does not seem to afford any substantial basis for such fear. It must be remembered that the employees receive a smaller pension than they would have done had they completed forty years of service, and according as the period the employee continues on the fund lengthens the adverse effect on the fund is by comparison reduced. Another phase of the retirement of employees at thirty-five years is the question of the efficient working of the Department. This is being carefully watched in determining the retirement of employees, and while, of course, these retirements will inevitably involve some loss of valuable experience, it is assured in each case that suitable arrangements can be made to carry on the work up to a satisfactory standard of efficiency. The work of our staff administration during the year has been of an extremely heavy character and has involved many great difficulties. The matter of the adjustment of the staff and the difficulties associated therewith has been dealt with above. It need only be further mentioned in relation to the staff work that it involved an enormous amount of investigation and the workingout of arrangements to avoid hardship as much as possible, and this placed a very great strain on the staff section. Another very large work that was undertaken during the year was a comprehensiva review of our permanent establishments. As pointed out in my report last year, we had, during that year, a general regrading of positions and had contemplated initiating the review of staff establishments previous to the regrading, but, as the regrading work had to be undertaken in pursuance of the statute in that behalf, the review of the establishments had necessarily to be postponed. The work was, however, diligently carried on during the year, with the result that many adjustments were found possible with substantial resulting economies. In many cases the adjustments caused members of the permanent staff to become surplus, and as none of these has yet been retrenched, and the process of absorption by resignations, retirements, &c, is necessarily a comparatively slow one, the full advantage of the work that has been accomplished in connection with the review of establishments has not yet accrued. The economies that have been made possible by the review and consequent adjustments are, however, of a permanent or quasi-permanent nature, and so represent a definite lowering of our working-costs. Every opportunity has been taken to utilize the surplus permanent staff to the best advantage. Some have been absorbed by the adoption of the policy of retirements on thirty-five years' service ; others have been placed temporarily or otherwise with other Government Departments ; and opportunity has been taken to utilize the services of surplus staff to overtake

XXXVIII

D.—2.

arrears of annual leave due to the staff. The review was not completed at the close of the year, but is being carried on assiduously with a view to making the necessary adjustments to suitably meet the fluctuating conditions and obtain the consequent economies as soon as possible. During the year the conduct of the staff has been good, and our industrial relationships have been quite satisfactory. ROYAL COMMISSION. A matter of considerable importance in connection with the work of the past year was the investigation by the Royal Commission. The report of the Commission has already been published. As, however, the matter contained therein had. reference to conditions under the form of administration which was functioning at the time of the Royal Commission's investigation, and as also a radical change along the lines recommended by the Commission in that connection has been made since that time, it appears to me that no good purpose would be served by detailed comment on the Royal Commissioner's report at this stage. The Commission made some very valuable recommendations on matters of vital import to the Department, such as the system of control.of the Department, the Department's financial structure, and the system of staff control. The first matter has already been dealt with by legislation, and the others, as well as the remaining subjects of the Royal Commission's report, will, so far as they may still require further action, no doubt be brought under review by the new administration in due course. CONCLUSION. Since the close of the year alterations have been made in the constitution of the Department by the setting-up of the Government Railways Board, and, as the arrangements provide for my taking over the chairmanship of that Board, this will be the last annual report that I will make in my present capacity. Considerations of time and space prevent my making a complete review of the last three years, but the main phases of our activities have been dealt with in the annual report that I have rendered each year. I would only say that a great deal of spade-work has been done both in the direction of improving our standard of service and of reducing costs, the effect of which is now being felt, and which, I feel confident, will continue to be felt in the coming years. This has entailed a large volume of work in the face of very great difficulties. In this latter connection I need only mention that since the period my general managership commenced—on Ist June, 1928— up to the time of writing there have been no less than three changes in the Ministerial control, a fourth change in the form of control by the constitution of the Government Railways Board, and a full overhaul of the Department by a Royal Commission. These circumstances alone were sufficient to very materially curtail the amount of time that could be devoted to fresh work and the amount of thought that could be given to new ideas. As I have previously had occasion to point out, the side of the Department's work that the management is most particularly concerned with is expenditure, and as regards that aspect I would emphasize the thought conveyed above —namely, that the groundwork which we were able to accomplish has already made itself substantially felt and will continue to do so. The Department has had the misfortune, as has practically every other kind of business, of having been faced with a serious trade depression, while the position regarding competition and the conditions in the transport industry generally have created a state of affairs, from a revenue point of view, that could only be described as difficult in the extreme. We have, however, maintained an unceasing vigilance as regards competition, and, as regards the condition of affairs in the industry, we have endeavoured, where possible, to secure co-ordination by voluntary effort, and as to the conditions which could not be met in that way we have endeavoured to bring to the public a view of the position in proper perspective. I feel sure that the result has been to help towards the position that is undoubtedly developing—namely, that public opinion is crystallizing in the direction of a realization of the necessity for something effective being done to rationalize the transport industry. In concluding my term of office of General Manager I desire to thank my executive officers and the staff generally for the loyal support that has been given to me. I have had the benefit of much helpful suggestion from all ranks of the Service, and I feel'a measure of pride in the fact that employees in even the lowest ranks have not been diffident in discussing matters of interest to the Department's business with me as I have moved about the system. I also desire to thank the press and the public generally for the help and patient consideration that they have extended to me. Here, also, I have had the benefit of many suggestions which have assisted me materially in carrying on the business of the Department. I have appreciated much friendly criticism, and I feel that it has been helpful not only from the point of view of the substantive points made therein, but from the fact that criticism, especially of a constructive character, serves an excellent purpose in keeping the organization up to a high standard of alertness. This report has been made as brief as possible in deference to the wishes of the Economy Committee that reports should be curtailed in order to minimize expense. For this reason, also, a number of statements and graphs that have hitherto been published with the annual report are omitted for the reason that it was considered that their value was not commensurate with the cost of their compilation and publication. yf General Manager.

XXXIX

D.—2.

Mr. E. T.'L. Spidy, Superintendent of Workshops, and Mr. P. R. Angus, Assistant Chief Mechanical Engineer, have certified that the rolling-stock, machinery, and tools have been maintained in good working-order during the year. Mr. F. C. Widdop, Chief Engineer, has certified that the track, structures, buildings, and appliances have been maintained in good order during the year. Mr. G. W. Wyles, Signal and Electrical Engineer, has certified that all signalling and power installations and apparatus have been maintained in good order and condition during the year. Mr. E. J. Guineas, Comptroller of Stores, has certified that the value of stores, material, and plant (purchased under Railway vote) on hand at 31st March, 1931, at the various stores, depots, and sawmills amounted to £956,858 17s. 4d., as against £1,033,310 15s. lOd. on 31st March, 1930 ; and that the whole of the stock is in good order, has been systematically inspected, and is value for the amount stated,

XL

BALANCE-SHEETS, STATEMENTS OF ACCOUNTS, AND STATISTICAL RETURNS, 1931.

D.—&

INDEX OF STATEMENTS ACCOMPANYING ANNUAL REPORT OF THE GENERAL MANAGER OE THE NEW ZEALAND GOVERNMENT RAILWAYS, 1930-31.

No. 1. Capital Account. f Genera] 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—Locomotive Transportation. Abstract F—Traffic Transportation. Abstract G —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. sa. Income and Expenditure in respect of Bookstall Service. No. 6. Income and Expenditure in respect of Advertising Service. No. 7. Income and Expenditure in respect of Departmental Dwellings. No. 8. Income and Expenditure in respect of Buildings occupied by Refreshment Service, Bookstall Proprietors, &o No. 9. Income and Expenditure in respect of Road Motor Servioe3. No. 10. Railway Employees' Sick Benefit Society. No. 11. Statement of Losses on Developmental Branch Lines and Isolated Sections. No. 12. Statement of Cash Receipts and Payments —Working Railways Account. Reconciliation Statement. No. 13. Renewals, Depreciation, and Equalization Reserve Accounts. Slips, Floods, and Accidents Equalization Reserve Account. Workers' Compensation Reserve Account. Fire Insurance Reserve Account. General Renewals and Depreciation Reserve Account. Betterments Reserve Account. , No. 14. Expenditure on Construction of Railways, Rolling-stock, &o. Net Revenue, and Rate of Interest earned on Capital expended on Opened Lines. No. 15. Expenditure under Vote " Additions to Open Lines " charged to Capital Account. No. 15a. Expenditure under the Railways Improvement Authorization Act, 1914, Section 7 of the Finanoe Act, 1924, Section 10 of the Finance Act, 1925, and Section 3 of the Finanoe Act, 1926. No. 16. Statement of Season Tickets issued. No. 17. Comparative Statement of Operating Traffic and Revenue. (1) Operating Traffic. (2) Operating Revenue. No. 18. Traffic and Revenue for each Station. No. 19. Classification of Goods and Live-stock Traffic and Earnings by Commodities. No. 20. Comparative Statement of Mileage, Capital Cost, Earnings, Expenditure, and Traffic, New Zealand Government Railways. No. 21. Number of Employees. No. 22. Accidents. No. 23. Carriage and Wagon Stock and Tarpaulins. No. 24. Locomotive Stock. No. 25. Locomotive-running Costs.

I—D/i2.

D.-2.

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. For the purpose of computing interest charges the capital above is reduced by £8,100,000, vide section 20 of the Finance Act, 1929.

STATEMENT No. 1. Capital Account as at 31st March, 1931.

2

Total to 31st March, i Year ended Total to 31st March, ' Total to 31st March, Year ended Total to 31st March, 1830. i 31st March, 1931. 1931. 1930. 31st March, 1931. 1931. Expenditure. £ s. d. | £ s. d. £ s. d. Receipts. £ s. d. £ s. d. £ s. d. Permanent-way, and works, buildings, 46,447,470 14 10 j 2,206,030 1 5 48,653,500 16 3 From General Government Funds— machinery, and plant nines onen for Public Works Fund .. .. i 48,344,986 8 11 1,400,299 13 3 49,745,286 2 2 traffic) Weffington-Hutt -Railway Improve- 228,373 5 5 .. 228,373 5 5 Rolling-stock .. .. ,. 11,052,109 17 8| 562,513 4 5 I 11,614,623 2 1 ment Account New lines in course of construction by 1,413,874 19 11 \Cr. 279,951 18 5 1,133,923 1 6 Railways Improvement Account, 641,275 7 8 .. 641,275 7 8 Public Works Department charged 1904 aaainst Railwavs Improvement Au- Railways Improvements Authoriza- 7,618,657 6 2 1.-072. 457 7 8 8,691,114 13 10 thorization Act 1914 Account tion Act 1914 Account Lake Wakatipu steamer service .. 44,749 12 8 290 2 3 | 45,039 14 11 Consolidated Fund .. ..| 4,296 7 10 .. 4,296 7 10 Road motor services .. .. 90,22110 2 Or. 11,350 9 10 1 78,871 0 4 Westport Harbour Loans .. I 350,000 0 0 .. 350,000 0 0 House-factory and sawmill at Frankton 153,118 15 2 .. j 153,118 15 2 Works constructed from Harbour Junction I Board funds— I Westport .. .. .. 71,640 0 0 .. 71,640 0 0 j Grevmouth .. .. .. 47,508 0 0 .. 47,508 0 0 I Works constructed by provinces and | 1,787,741 0 0 .. 1.787.741 0 0 Midland Railway Company at valuation 59,094,477 16 0 I 2,472,757 0 11 61,567,234 16 11 Advances to Capital Account from .. 111,082 0 6 111.082 0 6 Working Railways Account | Outstanding liabilities .. .. I -. 759 12 10 759 12 10 59,201,545 10 5 | 2,477,530 19 10 ! 61,679.076 10 3 59,094,477 16 0 2.584.598 14 3 61,679.076 10 3

d.—a

STATEMENT No. General Balance-sheet as at 31st March, 1931. Liabilities. Assets. Sundry creditors General creditors (including £ s. d. £ s. d. Sawmills, Bush areas and £ s. d. £ s. d. unpaid wages) .. .. 230,206 11 5 stocks of timber .. .. .. 198,629 18 5 Government Departments 19,610 6 8 Stores and material on hand— Consolidated Fund (interest Stores Branch .. .. 758,228 18 11 unpaid) .. .. 3,726 18 1 Subsidiary services .. 9,362 14 0 253,543 16 2 : 767,591 12 11 Collections for refund to — Sundry assetsHarbour Boards, shipping Advertising Branch ~ 44,345 16 8 companies, and other Refreshment Branch .. 30,331 15 1 carriers .. .. 14,161 1 6 Road motor services .. 651 8 4 Government Departments .. 4,845 6 5 Housing improvement .. 16,007 1 7 19,006 7 11 91,336 1 8 Items to be written off on Sundry debtors — receipt of parliamentary , Advances to capital .. 111,082 0 6 authority .. .. .. 4,522 13 10 Government Departments 20,636 10 11 General Reserve .. .. 1,378,316 10 11 Advances to railway emInsurance Reserve Accounts— ployees under section 15 Fire .. .. .. 43,349 4 7 (5)" of Government RailWorkers' Compensation .. 12,230 0 0 ways Act, 1927 .. 8,016 7 5 Slips, Floods. and Accidents Work in progress and sundry Equalization Account .. 48,856 7 6 debtors .. .. 74,584 19 3 1,482,752 3 0 214,319 18 1 Betterments Reserve Account — Outstanding at stations — Refreshment Branch .. .. 4,006 17 3 Cash in hand .. .. 13,304 7 4 Reserve Account for Deprecia- Freight owing by Governtion of Capital Assets .. 1,658,252 19 6 ment Departments .. 12,665 15 3 Relaying Reserve .. .. 370,657 7 2 Freight owing by sundry Reserve for Renewal of Signal debtors .. .. 154,763 16 2 and Electrical Equipment 36,671 19 6 180,733 18 9 Reserve for Renewal of Re- Investments, Sick Benefit Fund .. 9,185 8 0 freshment Branch Equip- Cash in Working Railways Aement .. .. .. 2,328 0 0 count .. .. .. . 488,177 2 8 2,067,910 6 2 Accumulated loss, being paySick Benefit Fund .. .. .. 10,248811 ments in excess of net earn - ings made to Consolidated Fund on account of interest from Ist April, 1925, to 31st March, 1930 .. 2,042,016 1.2 9 Less advance from Consolidated Fund written off .. .. .. 150,000 0 0 1,892,016 12 9 £3,841,990 13 3 £3,841,990 13 3 H. Valentine, A.R.A.N.Z., Chief Accountant. I hereby certify that the Balance-sheet and accompanying accounts haue been duly examined and compared with the relative books and documents submitted for audit, and correctly set out the position as disclosed thereby.—G. F. C. Campbell, Controller and Auditor-General.

3

D.— 2.

STATEMENT No. 2. Income and Expenditure of the Whole Undertaking for the Year ended 31st March, 1931.

4

Year 1930-31. Year 1929-30. Statement __ : So. Gross Revenue. Expenditure. Net Revenue. Gross Revenue. Expenditure. Net Revenue. £ s. d. I £ s. d. £ s. d. £ s. d. £ s. d. £ s. d. Railway operation .. -• 3 6,781,387 14 5 .6,406,143 11 3 375,244 3 2 7,473,993 1 6 6,848,025 11 2 625,967 10 4 Lake Wakatipu steamers 4 9,165 10 2 14,063 15 6 Dr. 4,898 5 4 : 11,446 17 7 18,374 6 0 Dr. 6,927 8 5 Refreshment service .. •• 5 116,664 19 5 113,323 14 1 3,341 5 4 : 131,342 0 11 I 124,361 0 10 6,981 0 1 Book-stall service .. .. •• 5a 3,897 16 8 3,18117 2 715 19 6 959 3 8 869 4 11 89 18 9 Advertising service .. .. •• 6 49,941 3 0 48,69119 8 1,249 3 4 53,532 2 0 53,151 5 9 380 16 3 Dwellings . •• 7 116,256 7 3 178,410 6 10 Dr. 62,153 19 7 j ' 109,648 9 6 187,815 18 2 Dr. 78,167 8 8 Buildings occupied by refreshment service, book- 8 20,022 2 0 9,803 19 4 10,218 2 8 21,404 14 11 9,143 17 3 12,260 17 8 stall proprietors, &e. \ „„ -,*,*,-,, * Road motor services . .. .. .. 9 103,347 18 11 : 109,190 14 1 Dr. 5,842 15 2 105,702 7 1 117,117 6 5 Dr. 11,414 19 4 Miscellaneous revenue.. .. 370,853 4 2 : .. 370,853 4 2 380,086 19 0 „ 380,086 19 0 7,571,536 16 0 6,882,809 17 11 8,288,115 16 2 7,358,858 10 6 Total net revenue to Net Revenue Account .. .. .. .. 688,726 18 1 ... .. 929,257 5 8 Net Revenue Account. Dr. 1930-31. 1929-30. Cr 1930-31. 1929-30. £ s. d. £ s. d. £ s. d. £ s. d. To Interest charges .. .. .. .. 2,255,345 9 10 2,132,324 0 9 By Net earnings before charging interest on capital.. 688,726 18 1 929,257 5 8 Adjustment of accrued subsidy on branch lines .. 8,201 10 8 " Deficit carried to Net Revenue Appropriation 1,566,618 11 9 1,211,268 5 9 and isolated sections, vear ended 31st March, Account 1929 2,255,345 9 10 2,140,525 11 5 2,255,345 9 10 2,140,525 11 5 Net Revenue Appropriation Account. Dr. 1930-31. 1929-30. Cr. 1930-31. 1929-30. £ s. d. £ s. d. £ s. d. £ s. d. To Balance from previous year .. .. .. 2,042,016 12 9 802,830 19 9 By Consolidated Fund — Advance under Section 37, 150,000 0 0 Betterments .. .. .. .. .. 27,917 7 3 Government Railways Act, 1926, written off vide Net Revenue Account '.'. .. '.'. 1,566,618 11 9 1,211,268 5 9 Appropriation Act, 1930 Reduction on account of interest charges vide 1,566,618 11 9 Section 14, Finance Act, 1930 Balance carried forward .. .. .. 1,892,016 12 9 2,042,016 12 9 | 3,608,635 4 6 2,042,016 12 9 3,608,635 4 6 2,042,016 12 9

D.—2

STATEMENT No. 3. Income and Expenditure in respect of Railway Operation, Year ended 31st March, 1931.

5

Per Cent, of Per Cent, ol 43 Operating Revenue. CO Operating Revenue. EXPENDITURE. w 1930-31. 1929-80. REVENUE. 1930-31. 1929-30. 1930-31. 1929-30 . 1930-31. 1929-30. £ s. d. £ s. d. £ s. d. £ s. d. Maintenance of way and works A 1,150,328 17 4 1,146,014 3 3 16-97 15-33 Passengers, ordinary 17 1,531,376 6 2 1,733,512 5 11 22-58 23-19 Maintenance of signals and electrical apB 104,463 13 10 117,576 19 7 1-54 1-57 Passengers, season tickets 17 247,349 0 10 262,414 14 10 3-64 3-51 pliances Parcels, luggage, and mails 17 359,276 6 6 386,792 6 11 5-30 5-18 Maintenance of rolling-stock C 1,502,698 10 8 1,680,918 17 10 22-16 22-49 Goods 17 4,487,357 4 11 4,904,324 4 0 66-18 65-62 Examination, lubrication, and lighting of D 77,645 12 5 82,711 12 8 115 1-11 Labour, demurrage, &c. 17 156,028 16 0 186,949 9 10 2-30 2-50 vehicles Locomotive transportation E 1,517,026 2 6 1,672,496 13 1 22-38 22-38 Traffic transportation P 1,798,489 18 8 1,883,917 17 1 26-52 25-21 General charges £ s. d. Superannuation subsidy .. 185,628 14 11 G 87,700 11 5 96,466 7 7 1-29 1-29 Less amount allocated to subsidiary services, &c. 17,838 10 6 G 167,790 4 5 167,923 0 1 2-47 2-25 Total operating expenses 6,406,143 11 3 6,848,025 11 2 94-48 91-63 Net operating revenue .. 375,244 3 2 625,967 10 4 5-52 8-37 6,781,387 14 5 7,473,993 1 6 100-00 100-00 6,781,387 14 5 7,473,993 1 6 100-00 100-00

D.— 2.

6

North Island South Island Kattra. Gisborne. Main Line and Main Line and Westport. Nelson. Picton. Total. Branches. Branches. Item. Per Per Per Per I Per Per Per Per Mile Mile Mile Mile I Mile Mile Mile Mile Total, of Total. of Total. of Total. of Total. of Total. of Total. of Total. of Kail- Bail- Bail- Bail- Bail- Bail- Bail- Bailway, way. way. way. j way. way. way. way. Abstract A.—Maintenance of Way and Works. General expenses — £ £ £ £ | £ £ £ £ ££ £ £ £ £ £ £ Branch .. .. 12 0-5 53 0-9 8,712 6-1 5,699 3-5 248 5-8 45 0-7 74 1-3 14 843 4-5 District .. ..91 3-8 514 8-6 24,261 17-0 16.377 10-0 477 11-1 436 6-8 538 9-6 42,694 12-9 Road-bed .. .. 1,102 45-9 3,889 64-8 94,320 66-0 86,160 53-0 2,543 59-1 3,420 53-4 3,415 61-0 194,849 59-0 Track-renewals .. 1,788 74-4 6,268104-4262,053183-2245,538151-0 7,217167-8 5,420 84-8 5,696101-7 533,980161-7 Ballasting .. .. 41 1-7 139 2-3 27,161 19-0 13,668 8-4 722 16-8 63 1-0 379 6-8 42,173 12-8 Slips and floods .. 161 6-7 1,870 31-2 20,488 14-3 13,218 8-1 48 1-1 672 10-5 977 17-4 37,434 11-3 Fences, &c. .. .. 14 0-6 590 9-8 9,085 6-4 8,734 5-4 85 2-0 699 10-9 165 2-9 19,372 5-9 Roads, &c. .. .. 6 0-3 62 1-0 5,152 3-6 3,449 2-1 57 1-3 85 1-3 43 0-8 8,854 2-7 Bridges, &c. .. 1,051 43-8 2,529 42-2 61.150 42-7 50,826 31-3 1,734 40-3 2,387 37-3 2,486 44-4 122,163 37-0 Water-services, «fee. .. 9 0-4 154 2-6 9,521 6-7 7,765 4-8 2,898 67-4 104 1-6 112 2-0 20,563 6-2 Wharves .. 12 .. 5,421 3-3 2,666 62-0 .. .. 6 0-1 8,105 2-5 Cattle-yards, &c. .. 48 2-0 114 1-9 6,077 4-2 4,379 2-7 16 0-4 42 0-7 218 3-9 10,894 3-3 Operation buildings .. 48 2-0 240 4-0 49,551 34-6 36,198 22-3 1,066 24-8 494 7-7 409 7-3 88,006 26-6 Betterments 4,220 3-0 2,126 1-3 .. .. 53 0-8 .. .. 6,399 1-9 4,371182-116,422 273-7 581,763 406-8499,558 307-2 19,777 459-9 13,920 217-5 14,518259-2 1,150,329 348-3 Per cent, of revenue .. 80-56 65-48 14-66 19-12 17-09 68-16 42-34 16-97 Per cent, of operating 48-98 44-03 16-20 19-24 21-26 36-53 33-86 17-96 expenditure Per train-mile (pence) 61-87 58-08 20-63 28-27 53-67 87-67 67-62 24-47 I [ Abstract B. —Maintenance of Signals and Electrical Appliances. £!£;££ £ £|£ £ ££;££[££ £ £ General expenses .. 7 0-3i 30 0-5 4,762 3-3 3,115 1-9 136 3-2 24 0-41 42 0-7 8,116 2-5 Signals and interlocking .. .. 16 0-3 14,547 10-1' 9,123 5-6 338 7-9 51 0-8! 32 0-6 24,107 7-3 Automatic and power .. ..... .. 6,123 4-3 5,655 3-5 .. •- 11,778 3-6 signalling Level-crossing signals .. .. .. .. 1,835 1-3 1,229 0-8 .. -- 3,064| 0-9 Instruments, block- 4 0-2 24 0-4 11,093 7-8 7,516 4-5 222 5-1 46 0-7 28 0-5 18,933 5-7 working, tablets, &c. Overhead lines, block- 32 1-3 21 0-4 7,247 5-1 5,800 3-6 62 1-4 14 0-2 43 0-8 13,219 4-0 working, tablets, &c. Overhead' lines auto- 1,206 0-8 5,518 3-4 .. .. .. , 6,724 2-0 matic signalling Electric lighting used in .. .. 3 0-1 4,745 3-3 4,341 2-7 37 0-9; 19 0-3 32 0-6 9,177 2-8 operation Overhead electrification 3,237 2-0 3,237 1-0 and bonding Electric-power ap- .. .. f . .. 1,358 0-9 1,352 0-8 386 9-0 .. .. 7 0-1 3,103 0-9 pliances Signal Branch buildings 937 0-7 1,545 1-0 57 1-3 2,539 0-8 Betterments 47 . . 377 0-2 43 1-0 467 0-1 43 1-8 94 1-7 53,900 37-6 48,808 30-0 1,281 29-8 154 2-4 184 3-3 104,464 31-6 Per cent, of revenue .. 2-26 0-37 1-36 1-87 1-11 0-75 0-54 1-54 Per cent, of operating 0-48 0-25 1-50 1-88 1-38 0-40 0-43 1-63 expenditure Per train-mile (pence) 0-61 0-33 1-91 2-76 3-48 0-77 0-86 2-22

D.—2.

7

Tfaihu. Gisborne. North Island. South Island. Westport. Nelson. Picton. All Sections. Item - Per Per Per Per Per Per Per Per 1 Total. Train- Total. Train- Total. Train- Total. Train- Total. Train- Total. Train- Total. Train- Total. 'Trainmile, mile. mile. mile, i mile. mile. mile. mile. I __J |__ _J *^?3 Abstract C.—Maintenance of Rolling-stock. General charges- £ d. £ I d. £ d. £ I d. £ d. fid. £ | d. £ d. Branch .. .. 15 0-2 71 0-3 11,140 0-4 7,343 0-4 322 0-9 57 0-3 95 ! 0-4 19,043 0-4 District .. .. 3,753 0-1 2,84o| 0-2 6,593 0-1 Locomotives, including 164 2-3 2,181 7-7398,642 14-1254,113 14-4 6,453 17-5 2,941 14-6 22-5 669,326 14-2 rail and electric Cars .. '.. 82 1-2 582 2-1153,921 5-5 79,819 4-5 1,514 4-1 520 2-6 794; 3-7 237,232 5-0 Vans and postal vans 39 0-6 194 0-7 25.432 0-9 13,208 0-7 301 0-8 125 0-6 256: 1-2 39,555 0-8 Wagons .. .. 423' 6-0 2,450 8-6255,909 9-1221.602 12-510,851 29-4 1.449 7-2 1,713 8-1 494,397 10-5 Service vehicles .. 6 0-1 35 0-1 5,902 0-2 6,067 0-3 127 0-3 30 0-1 45! 0-2 12,212 0-3 Tarpaulins, ropes, and 60 0-8 108 0-4 14,496 0-5 8,618 0-5 223 0-6 115 0-6 .721! 3-3 24,34.1 0-5 nets ' j , 1 789 11-2 5,621 19-9869,195 30-8593,610 33-519,791 53-6 5,237 26-0 8,456| 39-41,502,699 31-8 Per cent, of revenue .. 14-54 22-41 21-91 22-72 17-10 25-64 24-66 22-16 Per cent, of operating 8-84 15-07 24-21 22-87 21-27 13-74 19-72 23-46 expenditure Per mile of railway £ 33 94 608 365 460 82 151 455 _ l_ [_ Abstract D.—Examination, Lubrication, and Lighting of Vehicles. £ d. £ d. I £ d. £ d. £ | d. £ ' d. I £ d. £ d. Examination and lubri- 40 0-6 153 0-5 23,124 0-8 17,326 1-0 866j 2-4 183 0-9 162 0-8 41,854 0-9 cation of cars, vans, and wagons Lighting rolling - stock, 11 0-2 75 0-313,689 0-5 6,647| 0-4 187: 0-5 75! 0-4 82 0-4 20,766 0-4 Pintsch and acetylene gas Electric lighting of 8,027 0-3 2,288 0-1 10,315 0-2 vehicles Depot expenses 2,838 0-1 1,873 0-1 4,711 0-1 51 0-8 228 0-8 47,678 1-7 28,134J 1-6 1,053 2-9 258 1-3J 244 1-2| 77,646 1-6 Per cent, of revenue .. 0-94 0-91 1-20 1-08 0-91 1-26 0-71 1-15 Per cent, of operating 0-57 0-61 1-33 1-08 1-13 0-68 0-57 1-21 expenditure Per mile of railway £ 2 4 33 17 24 4 4 24 Abstract E.—Locomotive Transportation. I £ d. £ d. £ d. £ d. i £ d. £ d. £ d. £ d. General charges (district) 5,015 0-2 4,363 0-2| 9,378 0-2 Depot supervisor! .. 1 .. 120 0-4 27,255 1-0 17,235 .1-0 1,201 3-3 7 .. 51 0-2 45,870 1-0 Wages, allowances, and 804 11-4 2,270 8-0312,128 11-1206,222 1.1-7 7,044 19-1 2,187 10-9 3,090 14-4 533,745 11-4 expenses Fuel .. .. 455 6-4 4,720 16-7471,275 16-7244 106 13-8 5,092 13-8 3,492 17-4 3,593 16-7 732,733 15-6 Water .. .. 8 0-1 118 0-4 14,841 0-5 7,115 0-4 149 0-4 122 0-6 57 0-3 22,410 0-5 Stores .. .. 22 0-3 129 0-5 14,058 0-5 10,127 0-6 317 0-9 88 0-4 117 0-5 24,858 0-5 Shed-expenses .. 273 3-9 680 2-4 88,515 3-1 54,921 31 2,235 6-1 613 3-1 794 3-7 148,031 3-1 1,563 22-1 8,037 28-4933,087 33-1544,089 30-8'16,038 43-6 6,509 32-4 7,702 35-81,517,026 32-3 Per cent, of revenue .. 28-81 32-05 23-52 20-82 13-86 31-87 22-46 22-38 Per cent, of operating 17-51 21-55 25-99 20-96 17-24 17-08 17-96 23-68 expenditure Per mile of railway £ 65 134 653 335 373 102 138 459 I ■

D.—2.

8

North Island I South Maud Kaihu. Gisborne. Main Line and I Main Line and Westport. Nelson. Hcton. lotal. Branches. Branches. Item. „ I -_ D^„ Per Per Per Per Per Per Per Per Total Train- Total. Train- Total. Train- Total. Train- Total. Train- Total. Triin- Total. \ Train- lotal. Irani - mile. mile. mile. mile. mile. mile. mile. mile. Abstract F. —Traffic Transportation. General expenses— £ I d. £ d. £ d. £ d. £ d. £ d. £ d. £ d. Branch .. .. 40 0-6 596 0-7 30.110 1-1 19,915 1-1 893 2-4 155 0-8 254 1-2 51,563 1-1 District .. 19J 0-3 1,177 4-2 64,508 2-3 49,146 2-8 1,935 5-3 1,237 6-2 1,301 6-1 119,323 2-5 Station expenses— Supervision and office 1,201 17-0 1,705 6-0260,068 9-3215,844 12-2 3,555 9-6 1,821 9-0 2,945 13-6 487,139 10-4 Platform .. .. 53 0-8 14 .. 82,456 2-9 45,6.13 2-6 1,000 2-7 .102 0-5 262 1-2 129,500 2-8 Signalling.. 383 1-4107,194 3-8 61,903 3-5 2,141 5-8 146 0-7 20 0-1 171,787 3-7 Shunting" and mar- 49 0-7 335 1-2 116,212 4-2 96,085 5-4 5,145 14-0 461 2-3 571 2-7 218,858 4-7 shahing yards Goods-sheds and 65 0-9 296 1-0 96,288 3-4 99,110 5-6 462 1-3 590 2-9 1,090 5-1 197,901 4-2 goods-yards Wharves .. .. 23 0-3 .. .. 20,371 0-7 78.468 4-413,132 35-6 .. .. 2,701 12-5 114,695 2-4 Fuel, water, sta- 65 0-9 607 2-1 17,249 0-6 16,450 0-9 289 0-8 273 1-4 ,243 1-1 35-176 0-7 tionery, and other station expenses Train expenses— Running .. .. 364 5-2 925 3-3110,796 3-9 75,676 4-3 1,950 5-3 897 4-5 814 3-8 191,422 4-1 Cleaning and heating 22 0-3 307 1-1 36,424 1-3 20,379 1-2 J27 0-3 216 1-0 290 1-4 57,765 1-2 vehicles Sleeping-cars 9,607 0-3 1,248 0-1 10,855 0-2 Miscellaneous 3 .. 2 .. 3,395 0-1 3,678 0-2 46 0-1 5,364 26-7 17 0-1 12,505 0-3 1,904 27-0 5,947 21-0954,678J 33-9783,515 44-330,675 83-211,262 56-010,508 48-91,798,489 38-3 Per cent, of revenue .. 35-09 23-71 24-06 29-99 26-51 55-14 30-64 26-52 Per cent, of operating j 21-34 15-95 26-59 30-18 32-98 29-55 24-51 28-07 expenditure Per mile of railway £ ; 79 I 99 JS68 482 713 j 176 _J 188 545 Abstract 6. —General Charges. £ 1 d. j■ £ d. £ d. £ d. £ d. £ d. £ d. . £ d. HeadOffice.. .. 28i 0-3 128 0-4 20,183 0-8 13,292 0-8 587 1-6 104 0-5 174 0-8 34,496 0-7 Departmental buildings 4 0-1 20 0-1 3,226 0-1 2,124 0-1 94 0-3 17 0-1 28 0-2 5,513 0-2 Appeal Board .. 1 .. 3 .. 548 .. 360 .. 16 .. 3 .. 5 .. 936 .. Chief Accountant .. 24 0-3 113 0-3 17,859 0-6 11,762 0-7 521 1-5 92 0-4 154 0-7 30,525 0-6 Divisional Superintenels n. c fi- — North Island .. 5 0-1 22 0-1 3,411 0-1 2,246 0-1 99 0-3 18 0-1 29 0-2 5,830 0-2 South Island .. 4 0-1 20 0-J 3,098 0-1 2,041 0-1 90 0-2 16 0-1 27 0-1 5,296 0-1 Training School .. 4 0-1 19 0-1 2,988 0-1 1,968 0-1 87i 0-2 15 0-1 26 0-i 5,107 0-1 Totals .. 70 1-0 325 1-1 51,313 1-8 33,793 1-9 1,494 4-1 265 1-3; 443 2-1 87,701 1-9 1 ' ' Per cent, of revenue .. ' 1-29 1-30 1-29 1-29 1-29 1-30 1-29 1-29 Per cent, of operating ; 0-78 0-87 1-43 1-30 1-61 0-70 . 1-03 1-37 expenditure Per mile of railway £j 2-92 5-42 35-88 20-78 34-74 4-14 7-91 26-55 ' I £' d. £ d. £ d. £ d. £ d. £ d. | £ , d. £ d. Superannuation subsidy j 134] 1-9 620 2-2 98 168 3-5 64,651 3-7 2,863 7-8 505 2-5! 848 3-9 167,790 3-6 Summary of Expenditure Abstracts. | North _ South i Abstract and Item. Kaihu. Gisborne. ] 1 ] Line aid" 1 West P ort - Nelson. Picton. Totals. Branches. Branches. I £ £££££££ A.—Maintenance of Way and Works .. 4,371 16,422 581,763 499,558' 19,777 13,920 14,518 1,150,329 of Signals and Electrical 43 94 | 53,900 48,808 j 1,281 .154 184 104,464 Appliances C—Maintenance of Rolling-stock .. 789 5,621 869,195 593,610 19,791 5,237 8,456 1,502,699 D.— Examination, Lubrication, and 51 228 47,678 28,134 ' 1,053 258 244 77,646 Lighting of Vehicles E.—Locomotive Transportation .. 1,563 8,037 ; 933,087 544,089 16,038 6,509 7,702 1,517,026 F.—Traffic Transportation .. .. 1,904 5,947 I 954,678 I 783,515 30,675 11,262 10,508 3,798,489 G.~ General Charges .. ..' 70 325! 51,313: 33,793 1,494, 265 443 87,701 Superannuation Subsidy .. .. 134 620 98,168] 64,651 2,863] 505 848 167,790 8,925 37,294 3,589,782 k, 596,158 ] 92,972 j 38,110 42,903 6,406,144 Per cent, of revenue .. .. 164-49 148-71 90-48 99-36 80-34 186-60 125-11 94-48 Per mile of railway .. .. £ 372 622 2,510 1,497 2,162 595 766 1,939 Per train-mile (pence) .. .. 126-33 131-89 127-30 146-92 252-30 189-66 199-84 136-28

D.—2.

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

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

STATEMENT No. 5a. Income and Expenditure in respect of Book-stall Service.

2—IX 2.

9

EXPENDITURE. Per Cent, of Revenue. REVENUE. 1930-31. 1929-30. Per Cent, oi Revenue. 1930-31 1929-30. 1930-31. 1929-30 Salaries and wages, shore staff .. Salaries and wages, steamer staff Coal and stores Repairs, steamers Repairs, wharves, &e. £ 1,549 5,229 1,860 1,265 520 1,739 £ 1,553 5,688 2,572 3,523 1,495 1,712 16-90 57-04 20-29 13-80 5-68 18-98 13-56 49-69 22-47 30-78 13-06 14-96 Ordinary passengers Season tickets Parcels, luggage, and mails Goods Miscellaneous Total revenue Operating loss Net loss £ 3,412 115 872 4,740 27 £ 4,238 141 936 6,070 62 37-22 1-26 9-51 51-72 0-29 37-03 1-23 8-17 53-03 0-54 9,166 2,996 11,447 5,096 100-00 32-69 100-00 44-52 12,162 16,543 132-69 144-52 Operating loss Payments to railway revenue— Interest on capital .. 2,996 1,902 5,096 1,831 ' 12,162 16,543 132-69 144-52 4,898 6,927 4,898 6,927 4,898 6,927

EXPENDITURE. 1930-31. 1929-30. Per Cent, of Revenue. REVENUE. 1930-31. 1929-30. 1930-31. 1929-30. Salaries and wages Provisions consumed Light, fuel, and water Renewals Insurance and miscellaneous £ 40,514 46,670 2,625 3,555 5,063 £ 41,657 53,213 2,798 3,208 5,195 34-73 40-00 2-25 3-05 4-34 31-72 40-52 2-13 2-44 3-95 Receipts from refreshment-rooms Operating profit £ 116,665 £ 131,342 Operating profit 98,427 18,238 106,071 25,271 84-37 15-63 80-76 19-24 11.6,665 131,342 100-00 100-00 116,665 131,342 Payments to railway revenue— Interest on capital Rent Freights and fares Betterments .Earthquake relief — Cost of services and refreshments supplied gratis Net profit 1,184 9,100 4,278 335 3,341 1,099 11,170 4,521 1,500 6,981 18,238 25,271 18,238 25,271 18,238 25,271

Per Cent, of Revenue. EXPENDITURE. 1930-31. 1929-30. - REVENUE. 1930-31. 1929-30. 1930-31. 1929-30. £ £ £ £ Wages .. .. .. 445 722 11-41 12-68 Receipts .. .. .. ..3,898 959 Stores .. .. .. 2,657 644 68-17 67-17 Miscellaneous .. .. 53 9 1-35 0.93 3,155 775 80-93 80-78 Operating profit .. .. 743 184 19-07 19-22 3,898 959 100-00 100-00 3,898 959 Payments to railway revenue— Rents .. .. .. 26 94 Operating profit .. .. .. 743 184 Rail freights .. .. 1 Net profit .. .. .. 716 90 743 184 743 184

D.—2.

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

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

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

10

1930-31. 1929-30. Per Cent, of .Revenue. REVENUE. 1930-31. 1929-30 Per Cent, of Revenue. EXPENDITURE. 1930-31. 1929-30. 1930-31. 1929-30. Salaries, wages, and allowances Stores and materials Office and general expenses Insurance and depreciation £ 10,364 2,150 4,003 14,965 £ 14,572 3,622 3,721 15,130 20-74 4-30 8-02 29-98 27-22 6-77 6-95 28-26 Advertising-signs, printing, &c. Miscellaneous receipts Operating profit £ 49,037 904 £ 51,181 2,351 98-19 1-81 95-60 4-40 Operating profit 31,482 18,459 37,045 16,487 63-04 36-96 69-20 30-80 49,941 53,532 100-00 100-00 49,941 53,532 100-00 100-00 Payments to railway revenue — Interest on capital Rent of premises, sites, and commission Freights Reserve for bad and doubtful debts Betterments Net profit 2,070 12,880 260 2,000 1,249 2,335 13,255 323 193 381 18,459 16,487 18,459 \l6,487 18,459 16,487

EXPENDITURE. 1930-31. 1929-30. Per Cent, of Revenue. REVENUE, 1930-31. 1930-31. 1929-30. Wages and charges Materials Insurance Renewals £ 37,063 10,584 4,901 37,340 £ 48,077 14,298 4,782 36,435 31-88 9-10 4-22 32-12 43-84 13-04 4-36 33-23 Rentals Operating profit Net loss £ 1.16,256 £ 109,649 Operating profit 89,888 26,368 103,592 6,057 77-32 22-68 94-47 5-53 116,256 109,649 100-00 100-00 116,256 109,649 Payments to railway revenue — Interest 88,522 84,224 26,368 62,154 6,057 78,167 - 88,522 84,224 88,522 84,224

EXPENDITURE. 1930-31. 1929-30. Per Cent, of Revenue. REVENUE. 1930-31. 1929-30 1930-31. 1929-30. Wages and charges Materials .. .. Insurance and renewals £ 1,181 255 3,177 £ 1,768 555 2,596 5-90 1-27 15-87 8-26 2-59 12-13 Rentals Operating profit £ 20,022 £ 21,405 Operating profit 4,613 15,409 4,919 16,486 23-04 76-96 22-98 77-02 20,022 21,405 100-00 100-00 20,022 21,405 Payments to railway revenue— Interest Net profit 5,191 10,218 4,225 12,261 15,409 16,480 15,409 16,486 15,409 16,486

D.—2

STATEMENT No. 9. Income and Expenditure in respect of Road Motor Services.

STATEMENT No. 10. Railway Employees' Sick Benefit Society.

11

1930-31. Per Cent, of Revenue. REVENUE. 1930-31. 1929-30. Per Cent, ot Revenue. 1930-31. 1929-30. 1930-31. 1929-30. Superintendence — Salaries and office expenses Maintenance charges Running-expenses License fees Insurance and depreciation £ 9,419 16,336 52,548 3,127 21,313 £ 8,858 22,405 55,238 3,081 21,996 9-11 15-81 50-85 303 20-62 8-38 21-20 52-26 2-91 20-81 Passengers .. Parcels Advertising Operating loss Operating profit Net loss £ 101,561 1,737 50 £ 103,884 1,740 78 98-27 1-68 0-05 98-27 1-65 0-08 Operating profit 102,743 605 111,578 99-42 0-58 105-56 103,348 105,702 5,876 100-00 100-00 5-56 103,348 111,578 100-00 105-56 103,348 111,578 100-00 105-56 Operating loss Payments to railway revenue — Interest on capital Preliminary expenses Earthquake relief — Cost of services rendered gratis 2,787 3,537 124 5,876 2,002 3,537 - 605 5,843 11,415 6,448 11,415 6,448 11,415

Income and Expenditure. Expenditure. 1930-31. 1929-30. Income. 1930-31. 1929-30. £ £ £ £ To Sick pay paid to members .. .. 25,021 30,242 By Contributions .. .. .. •• 21,117 21,067 Balance carried down, being excess of income 4,545 .. Entrance fees .. .. .. .. 89 302 over expenditure Interest on investments .. .. .. 357 228 Donation .. .. .. .. 1 1 Fines .. .. .. .. 2 Subsidy as per section 5 subsection (1) of 8,000 8,000 Government Railways Amendment Act, 1928, charged to Working Railways Account Balance carried down, being excess of .. 644 expenditure over income 29,566 30,242 29,566 30,242 To Balance brought down .. .. .. .. 644 By accumulated funds brought forward on 5,691 6,335 Balance accumulated funds as at 31st March, 10,236 5,691 1st April, 1930 1931 Balance brought down .. .. .. 4,545 10,236 6,335 10,236 6,335 Balance-sheet. Liabilities. £ £ Assets. £ £ Accumulated Funds Account .. .. 10,236 5,691 Investment Account .. .. .. 9,186 6,528 Working Railways Account .. .. .. 734 Cash in Working Railways Account .. .. 1,063 Sundry creditors .. .. .. .. .. 31 Contributions outstanding at 31st March, 1931 6 6 Sick pay (due not paid) .. .. .. 19 ' 79 Entrance fees outstanding at 31st March, 1931 .. 7 10,255 6,535 10,255 6,535

D.—2.

STATEMENT No. 11. Statement of Losses on Developmental Branch Lines from 2nd March, 1930, to 28th February, 1931, and Isolated Sections from 1st April, 1930, to 31st March, 1931.

STATEMENT No. 12. Statement op Cash Receipts and Payments.—Working Railways Account. Receipts. £ s. d. Payments. £ s. d. To Balance brought forward .. .. 70,936 3 2 By Investments, Sick Benefit Fund .. .. 2,300 0 0 Revenue receipts .. .. .. 7,568,702 3 0 Wages and vouchers .. .. .. 7,558,892 611 " Credits-in-aid " (Working Railways ex- Refunds to Harbour Boards, shipping compenditure) .. .. .. .. 1,361,423 6 11 j panies, and other carriers .. .. 274,002 12 4 Contributions to Sick Benefit Fund .. 29,311 4 3 Interest on capital .. .. .. 685,000 0 0 Interest .. .. .. .. 2,690 4 1 Payments from Sick Benefit Fund .. 24,690 19 6 Balance as per general balance-sheet .. 488,177 2 8 £9,033,063 1 5 £9,033,063 1 5 Reconciliation Statement. £ s. d. £ s. d. Credit balance in Working Railways Account as per Treasury figures .. .. 479,688 7 2 Add— Imprests outstanding .. .. .. .. .. .. 7,589 11 10 Cash in transit .. .. .. .. .. .. 33 17 8 Charges debited by Treasury after accounts closed .. .. .. 865 6 0 8,488 15 6 Credit balance as per above statement .. .. .. .. .. £488,177 2 8

12

Average per Mile of Line. Branches showing LOS». Mi,oa g o. *« $£? <«f || | g 3 I jM t ,< pqtf fet» "rt £8 M Hri £ £ £ £ ££££££ Kaikohe ,. .. .. .. 25 7,677 3,231 4,446 19,800 276 129 405 583 614 792 Kirikopuni .. .. .. .. 14 5,862 1,647 4,215 49,448 195 118 313 614 3,231 3,532 Waiuku .. .. .. .. 13 3,917 1,612 2,305 11,508 396 124 520 697 708 885 Taneatua .. .. .. . Ill 43,085 9,820 33,265 153,529 568 88 656 956 1,083 j 1,383 Toko .. .. .. .. 48 12,292 1,596 10,696 43,963 373 33 406 630 693 916 Opunake .. .. .. .. 23 3,786 2,081 1,705 20,955 218 90 308 382 837 911 Greytowr, .. .. .. .. 3 2,154 891 1,263 1,818 170 297 467 888 185 606 Putorino .. .. .. .. 39 5,479 833 4,646 26,981 124 21 145 265 573 692 North Island totals .. .. 276 84,252 21,711 62,541 328,002 384 79 463 690 962 1,188 Eyreton-Oxford .. .. .. 54 10,569 667 9,902 16,870 128 12 140 324 129 312 Cheviot .. .. .. .. 44 8,522 1,804 6,718 23,651 435 41 476 629 385 538 Little River .. .. .. .. 23 6,016 254 5,762 10,968 334 11 345 596 226 477 Southbridge .. .. .. .. 26 663 1,067 404* 4,688 786 41 827 811 196 180 Whitecliffs .. .. .. .. 12 837 729 108 1,228 214 61 275 283 93 102 Methven .. .. .. .. 23 1,345 1,726 381* 3,515 481 75 556 539, 169 153 Springburn .. .. .. .. 28 4,981 530 4,451 7,586 172 19 191 350 112 271 Fairlie .. .. .. ..37 3,551 1,217 2,334 9,492 396 -33 429 492 193 257 Waimate .. .. .. ■• 13 6,910 1,674 5,236 7,715 261 129 390 793 191 593 Kurow .. .. .. .. 38 3,310* 2,416 5,726* 1,113 581 64 645 494 180 29 Ngapara-Livingstone .. .. .. 27 2,954 491 2,463 9,784 127 18 145 236 271 362 Waihemo .. .. .. .. 9 271 1,013 742* 903 269 113 382 299 183 100 Otago Central .. .. .. 147 25,954 1,986 23,968 90,802 645 14 659 822 455 618 Outram .. .. .. .. 9 3,610 422 3,188 5,146 242 47 289 643 217 572 Roxburgh .. .. .. .. 61 18,527 1,245 17,282 49,039 254 20 274 558 521 804 Catlins River.. .. .. .. 43 6,662 2,493 4,169 24,961 399 58 457 554 484 580 Tapanui .. .. .. .. 27 5,554 1,542 4,012 9,828 236 57 293 442 215 364 Waikaka .. .. .. .. 13 1,731 575 1,156 4,330 175 44 219 308 244 333 Switzers .. .. .. •• 14 2,530 501 2,029 5,675 134 36 170 315 260 405 Glenham .. .. .. •• 10 3,814 741 3,073 5,524 139 74 213 520 245 552 Seaward Bush .. .. .. 34 4.245 873 3,372 11,876 356 26 382 481 250 349 Orawia .. .. .. •• 9 1,837 400 1,437 6,282 84 44 128 289 538 698 Forest Hill .. .. .. •• 13 1,352 827 525 1,777 226 64 290 330 96 137 Mararoa .. .. .. •■ 12 227 310 83* 1,147 95 26 121 114 103 96 South Island totals .. .. 726 119,352 25,503 93,849 313,900 382 35 417 546 303 432 Total, both Islands .. .. 1,002 203,604 47,214 156,390 641,902 383 47 430 586 485 641 Isolated Sections. Kaihu .. .. .. .. 24 3,206 .. 3,206 11,414 .. .. 238 372 342 476 Gisborne .. .. .. .. 60 11,145 .. 11,145 47,924 .. .. 436 622 613 799 Nelson .. .. .. .. 64 17,339 .. 17,339 42,263 .. .. 324 595 389 660 Pioton .. .. .. .. 56 7,441 .. 7,441 36,796 .. .. 633 766 524 657 Total .. .. .. 204 39,131 .. 39,131 138,397 .. .. 433 624 487 678 Grand total .. .. .. 1,206 242,735 47,214 195,521 780,299 * Indicates profit. Eskdale-Putorino extension taken over, 6th October, 1930. Napier-Putorino extension closed from 3rd February, 1931, owing to earthquake damage.

d.~-a.

STATEMENT No. 13. RENEWALS, DEPRECIATION, AND EQUALIZATION RESERVE ACCOUNTS. Slips, Floods, and Accidents Equalization Reserve Account. Expenditure. £ s. d. Income. £ s. d. To Repairs to bridges, slips, and washouts 356 10 6 By Balance from previous year .. 17,219 18 0 Balance .. .. .. .. 48,856 7 6 Contributions debited to workingexpenses .. .. .. 21,671 0 0 Recoveries from capital .. .. 10,322 0 0 £49,212 18 0 £49,212 18 0 By Balance .. .. .. . .£48,856 7 6 Workers' Compensation Reserve Account. Expenditure. £ s. d. Income. £ s. d. To Accident payments .. .. 45,538 11 0 By Balance from previous year .. 15,501 15 0 Balance .. .. .. .. 12,230 0 0 Premiums debited to working-expenses 42,266 16 0 £57,768 11 0 £57,768 11 0 By Balance .. .. .. ..£12,230 0 0 Insurance Reserve Account. Expenditure. £ s. d. Income.. £ s. d. To Losses .. .. .. .. 4,200 8 8 By Balance from previous year .. 33,910 15 4 Upkeep Railway fire brigades and fire Premiums debited to working-expenses 15,829 6 9 appliances .. .. .. 2,190 8 10 Balance .. .. .. .. 43,349 4 7 • £49,740 2 1 £49,740 2 1 By Balance .. .. .. ..£43,349 4 7 General Renewals and Depreciation Reserve Account. Expenditure. £ s. d. Income,. £ s. d. To Relaying of track .. .. 178,901 18 6 By Balance from previous year .. 1,687,561 14 6 Bridges, buildings, &c. .. .. 33,314 5 0 Contributions debited to working-Rolling-stock .. .. .. 139,873 011 expenses .. .. .. 766,072 16 2 Locomotive workshops and plant .. 14,530 19 7 Dwellings .. .. .. 806 14 4 Road motors .. .. .. 18,297 6 2 Balance .. ' .. .. 2,067,910 6 2 £2,453,634 10 8 £2,453,634 10 8 By Balance .. .. ..£2,067,910 6 2 Betterments Reserve Account. Expenditure. £ s. d. Income. £ s. d. To Buildings (Refreshment Branch) .. 282 1 1 By Balance .. .. .. .. 4,288 18 4 Balance .. .. .. .. 4,006 17 3 £4,288 18 4 £4,288 18 4 By Balance .. .. .. .. £4,006 17 3

13

D.—2.

STATEMENT No. 14. Expenditure on Construction of Railways, Rolling-stock, etc., to 31st March, 1931; Net Revenue and Rate of Interest earned on Capital expended on Opened Lines for Year ended same Date.

Note—The amount stated in this return as the cost of construction of opened lines includes the Provincial and General Government expenditure on railways. It also includes the Midland Railway and expenditure by the Greymouth and Westport Harbour Boards on railways and wharves under the provisions of section 7 of the Railways Authorization Act, 1885, the information regarding the last-mentioned being furnished by the respective Boards. The rate of interest earned has been computed on the cost proportionately to the time during which the lines taken over by the Working Railways Department within the financial year were earning revenue, thus : North Island Main Line and Branches —Eskdale-Putorino opened for traffic 6th October, 1930. No allowance has been made in the capital for the writing-off of £8,100,000, vid» section 20, Finance Act, 1929. The rate of interest earned on the reduced capital was £1 6s. 6d. per cent.

14

Opened Lines. . TT , , T . Rate of Section of Railway. Revenue Intere , st Lines and Rolling- rn„ fo , Lims - Revenue. earned . Works. stock. iotal - [ £ £ £ £ £ £ s. d. Kaihu .. .. .. .. .. 177,137 13,043 190,180 .. -3,499 Gis'borne' .. '.'. '.'. '.'. 72,960 848,284 .. -12,218 1,325,787 North Island Main Line and Branches .. 25,973,378 6,341,994 32,315,372 .. 377,440 1 4 3 5,533,734 South Island Main Line and Branches .. 17,807,919 4,942,163 22,750,082 .. 17,086 0 1 6 216,229 Westport .. .. .. .. 563,135 152,100 715,235 .. 22,701 3 3 8 497,826 Nelson.. .. .. .. .. 532,871 42,632 575,503 .. -17,685 „ .. .. .. .. .. .. .. 268,613 Picton .. .. .. .. .. 631,849 49,731 681,580 .. -8,581 „ .. .. .. .. .. .. .. 243,604 46,461,613 11,614,623 58,076,236 8,085,793 375,244 0 13 3 Lake Wakatipu steamer service .. .. 45,040 .. 45,040 .. —4,898 Subsidiary services, &c. .. .. .. 2,413,982 .. 2,413,982 .. 318,381 13 6 2 In suspense — Surveys, North Island .. .. .. .. .. .. 30,501 Surveys, South Island .. .. .. .. .. .. 5,763 General .. .. .. .. 9,896 .. 9,896 10,337 P.W.D. stock of permanent-way .. .. .. .. 1,477 48,930,531 11,614,623 60,545,154 .. 688,727 1 3 3 8,133,871 _____ _____ V I ... . ' y Total cost of opened and unopened lines at .. .. 68,679,025 .. 10 6 31st March, 1931

D.—2.

STATEMENT No. 15. Expenditure under Vote for Additions to Open Lines, charged to Capital Account, for the Year ended 31st March, 1931. Way and Works Branch: Particulars of Works, &c.

Road Motors. Purchase of motor-buses .. .. .. .. Or. £21,834

15

North Island South Work.&c. Kaihu. Mai °? M Mate Ltae General. Total. „ dna and P ort ' Branches. Bl *™ hes , £ £ £ £ £ £ Land .. .. .. .. .. .. .. Cr. 1,700 Cr. 2,265 .. .. Cr. 3,965 Grading and formation .. .. .. .. .. 11,488 23,281 .. .. 34,769 Bridges, culverts, and subways .. .. .. 138 CV.47,830 2,764 .. .. Cr. 44,928 Fences, gates, and eattlestops .. .. .. .. 163 458 .. .. 621 Permanent-way .. .. .. .. .. 17 4,618 11,800 .. .. 16,435 Station buildings, platforms, cattleyards, and loading-banks 342 Cr. 76 5,272 .. .. 5,538 Engine-sheds, car and wagon depots, and other operating .. Cr. 33 255 .. .. 222 buildings Dwellings .. .. .. .. .. .. .. 4,551 2,350 .. .. 6,901 Wharves .. .. .. .. .. .. .. ]. Cr. 8,131 ' .. .. Cr. 8,131 Water-services .. .. .. .. .... 160 395 379 .. 934 Non-operating buildings .. .. .. .. .. 516 Cr. 432 37 .. 121 Locomotive depot plant .. .. .. .. .. 1,563 .. .. .. 1,563 Road-motor buildings .. .. .. .. .. 537 .. .. .. 537 Cranes, weighbridges, capstans, and turntables .. .. .. 5,129 1,277 Cr. .13 .. 6,393 Maintenance Branch movable plant .. .. .. .. 571 .. .. . . 571 Miscellaneous (roads, sewerage, drainage, fire-fighting appli- .. 1,063 889 ; .. ,. 1,952 ances, &c.) Signalling and interlocking .. .. .. .. .. 2,638 1,363 .. .. 4,001 Tablet installations .. .. .. .. .. .. 679 1,509 .. Cr.2,455 Cr. 267 Electric lighting .. .. .. .. .... 2 339 .. .. 341 Telegraph and telephone-lines .. .. .. .. .. Cr. 962 .. .. Cr. 962 497 Cr. 15,961 40,162 403 Cr.2,455 22,646

D.—2.

STATEMENT No. 15— continued. Expenditure under Vote for Additions to Open Lines, charged to Capital Account, for the Year ended 31st March, 1931— continued. Locomotive Branch: Particulars of Rolling-stock, &c.

Reconciliation Statement. Expenditure oharg e d to Vote £ s. d. £ s. d. Expenditure — £ s. d. No. 43 by Treasury .. 759,117 12 0 Way and Works Branch .. 22,646 4 5 Vouchers outstanding previous Road-motor services .. Cr. 21,834 22 year .. .. .. 42,240 10 1 Locomotive Branch .. 558,200 1 8 716,877 1 11 Less recoveries on account of expenditure in previous years 250,610 19 11 466,266 2 0 Cost of raising loan, 1930-31 .. .. .. 18,007 19 2 Vouchers outstanding at 31st March, 1931 .. 74,738 2 3 £559,012 3 5 £559,012 3 5

16

Number Number Number Incomplete Complete Incomplete Expenditure, Description of Stock ordered. on on on Year ended 31st March, 31st March, 31st March, 31st March, 1931. 1930. 1931. 1931. £ Shunting locomotives, Class C .. 24 12 12 132,845 Fitting superheaters to locomotives 1,344 Pitting thermic syphons to locomotives 589 Langar combustion control for locomotives 1,629 Electric headlights for locomotives 2,330 Clayton locomotive transferred to workshops .. Or. 2,566 New boilers, Class X 8,944 Boiler-mountings for new spare boilers • • 2,222 Spare boilers 13,929 Spare locomotive wheels and bogies Or. 117 Carriages, Class A .. 13 13 30 89,960 Carriages, Class A (coupe) 7 7 Or. 9 Carriages, Class Aa 30 55,743 Carriages, Class Aa (day) 9 9 15,479 Carriages, Class Aa (observation) 2 2 2,822 Carriages, Class Aa (coupe) 5 5 Or. 15,641 Carriages, Class Aa (suburban) 12 12 6,654 Spare carriage bogies 3,694 Electric lighting for carriages 5,851 Fitting chair-seats to carriages 9,754 Convert two suburban cars to lounge.. Or. 64 Brake-vans, Class F 24 24 46,475 Wagons, Class G .. Or. 951 Wagons, Class H .. 40 80 12,736 Wagons, Class J .. 250 56,431 Wagons, Class La .. 470 723 147 160,961 Wagons, Class M .. 100 150 22,174 Wagons, Class Q 50 50 6,857 Wagons, Class Rb .. 20 20 12,609 Wagons, Class Va .. 5 2 io 16,305 Wagons, Class Vb .. 6 1,524 Wagons, Class W .. 30 1 40 444 Wagons, Class Xa 80 160 35,452 Wagons, Class Zp .. 916 Coal crane and grab 1 815 Tarpaulins 405 95 2,190 Transfer of rolling-stock 299 New buses for road-motor services 10,492 Equipment, bus shop, Hutt Or. 8 Locomotives and rolling-stock written off and sold Or. 148,016 Workshop equipment 2,110 Machinery written off and sold Or. 17,007 Total 558,200 Total locomotives 24 12 12 ,, carriages 48 48 60 ,, brake-vans 24 24 ,, wagons, bogie 25 22 25 ,, wagons, four-wheel 770* 1,414 187 * DecreE sed by to.

D.—SI.

STATEMENT No. 15a. 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, 1931.

Reconciliation Statement. £ s. d. £ s. d. Expenditure charged by Treasury .. .. .. .. .. 1,026,228 18 11 Less outstandings, previous year .. .. .. .. .. 64,827 4 4 961,401 14 7 Cost of raising loan, 1930-31 .. .. .. .. .. .. .. 45,928 8 9 Vouchers outstanding at 31st March, 1931 .. .. .. .. .. 37,103 11 1 £1,044,433 14 5

STATEMENT No. 16. Statement of Season Tickets issued for the Years ended 31st March, 1928 to 1931.

3-D. 2.

17

North Island South Island Work, «fee. Mai ind ine 16 Gīsb ° me - Westport. Nelson. Picton. General. Total. Branches. Branches, . £ £ £££££ £ Land .. .. .. .. ■• 7,127 : Or. 1,637 .. .. .. .. .. 5,490 Grading and formation .. .. .. 39,148 15,259 .. .. .. .- .. 54,407 Bridges, ciilverts, and subways .. .. 104,707; 14,420 j .. .. .. .. .- 119,127 Fences, gates, and cattlestops .. .. 1,366 \ 132 •• •• •• •• •• 1,498 Permanent-way .. .. .. 74,324' 4,705 \ .. .. .. .. .. 79,029 Station buildings, platforms, cattle-yards, and 144,226 2,251 .. .. .. .. -. 146,477 loading-banks Engine-sheds, car and wagon depots, and other 16,577 251 .. .. .. .. ■• 16,828 operating buildings Dwellings .. .. 2,981 .. .. .. .. .. 2,981 Water services .. .. .. .. 1,370 88 .. .. .. .. .. 1,458 Non-operating buildings .. .. .. 33,991 2,'724 .. .. .. .. .. 36,715 Maintenance, workshop buildings .. .. Or, 12,095 .. .. .. .. .. •• Or. 12,095 Workshop buildings .. '.. .. 24,527 16,180 .. .. .. .. .. 40,707 Workshop buildings'plant .. .. 3,090 22,389 128 383 181 Or. 34 27 26,164 Locomotive depot plant .. .. .. 2,098 1,910 6 .. .. .. .. 4,014 Refreshment-rooms .. .. .. 23,549 .. .. .. .. .. .. 23,549 Cranes, weighbridges, capstans, and turntables 3,616 .. .. .. .. .. •• 3,616 Miscellaneous (roads, sewerage, drainage, fire- 35,658 1,270 .. .. .. .. •• 36,928 fighting appliances, &c.) Signalling and interlocking .. .. 24,861 9,356 .. 211 33 Or. 10,622 23,839 Automatic and power-signalling .. .. 53,212 4,057 , .. .. .. . • 57,269 Electric lighting 6,069 3,491 .. 11 48 .. 9,619 Telegraph and telephone lines .. .. 20,547 14,669 .. .. .. Or. 32 .. 35,184 Safety appliances (bells, wig-wags, &c.) .. 2,702 1,243 .. .. .. .. Or. 1,218 2,727 Train-control 1,384 21,144 .. .. .. .. .. 22,528 Electrification of track .. .. .. .. 480 .. .. . • ■ • 480 612,054 137,363 134 605 229 Or. 33 Or. 11,813 738,539 Expenditure charged by Public Works Department — New line—Auckland-Westfield .. .. Or. 12,001 .. .. .. .. .. .. Or. 12,001 Palmerston North deviation .. .. Cr. 1,546 .. .. .. .. .. •• Or. 1,546 Tawa Flat deviation .. .. .. 319,325 .. .. .. .. .. .. 319,325 Butt Valley Railway .. .. .. 116 .. .. .. .. .. .. 116 305,894 .. .. .. .. .. .. 305,894 917,948 137,363 134 605 229 Or. 33 Or. 11,813 1,044,433

1930-31. 1929-30. 1928-29. 1927-28. Description of Tickets. 1 i Number. 1 Amount. 1 Number. Amount. Number. Amount. Number. Amount, £ £ £ £ Travellers' annual, all lines 21 2,020 32 3,072 32 3,129 35 3,380 Travellers' annual, North Island 79 5,576 90 6,055 90 5,978 96 6,565 Travellers' annual, South Island 14 992 19 1,217 19 1,242 19 1,184 Reporters' annual 24 895 25 899 20 664 28 997 Sectional annual, North Island 336 16,373 388 17,527 443 19,359 466 20,312 Sectional annual, South Island 169 7,574 201 8,830 224 9,383 247 9,964 Tourist, ail lines 181 2,898 229 3,696 284 4,599 282 4,574 Tourist, North Island 681 6,867 852 8,792 819 8,685 894 9,497 Tourist, South Island 44 445 48 515 47 545 56 673 School 29,398 25,300 30,190 25,931 29,535 25,587 28,885 25,216 Bearer twelve-trip 44,272 12,539 48,618 15,250 49,049 15,567 48,596 16,059 Bearer fifty-trip 6,371 21,211 7,586 20,728 7,823 13,696 7,820 13,247 Weekly twelve-trip .. 114,676 21,963 116,376 21,972 116,609 22,184 116,967 22,732 Weekly workmen's 366,459 50,613 422,488 52,329 412,005 51,136 390,152 48,509 All other season 37,715 72,199 40,290 75,742 39,170 75,099 38,220 75,722 Totals 600,440 247,465 667,432 262,555 656,169 256,853 632,763 258,631 Total passenger journeys 15,525,034 16,915,180 16,499,850 16,080,508

D.—2.

(2) OPERATING REVENUE.

STATEMENT No. 17. Comparative Statement of Operating Traffic and Revenue for the Year ended 31st March, 1931. (1) OPERATING TRAFFIC.

18

th Passengers. Live-stock. Goods. Own - Gross Section. j^ u ' Total Traffic. First Class. Second Class. Total. j f? c a Cattle, j Calves. Sheep. Pigs. Total. Timber. Goods. Total. Tonnage. ! I I I 1930-31. Miles. Single. Return.' Single, i Return, j Number. Number. Number. 1 Number. Number. Number. Number. Tons. Tons. Tons. Tons Tons Kaihu .. .. 24 159 294 8,043! 10,730 19,226 15 42 .. 499 1,077 I 1,618 89 2,745 2,668 5,413 5,502 Gisborne .. .. 60 1,458 1,256 12,347 ; 15,900 ! 30,961 , 141 1,469 414 129,438 358 . 131,679 5,707 8,128 38,699 46,827 52,534 North Island Main Line 1,449 163,572 264,600 1,121,628 j2,209, 420 3,759, 220 1435,598 282,544 353,986 4,797,461 311,875 | 5,745,886 319,373 210,665 2,618,747 2,829,412 3,148,785 and Branches South Island Main Line 1,626 127,937 1255,552, 691,508 2,239,024 3,314, 021 162,950 84,592 4,495 4,825,486 26,685 4,941,258 222,776 176,324 2,732,966 2,909,290 3,132,066 a.nd Branches Westport .. .. 43 174 492 i 13,992 37,720! 52,378 537 179 20 646 .. 845 92 2,757 536,865 539,622 539,714 Nelson .. .. 64 236 530 j 8,890 j 31,976 41,632 634 460 59 21,889 468 22,876 1,054 1,048 27,275 28,323 29.377 Picton .. .. 56 5,819 , 1,996 \ 16,289 : 24,370 48,474 556 1,253 54 163,525 .. 164,832 6,961 1,428 41,342 42,770 49,731 3,322 299,355 '524, 720 jl,872, 697 ! 4,569, 140 7.265,912 600,431 370,539 359,028 9,938,944 340,463 11,008,974 556,052 403,095 5,998,562 6,401,657 6,957.709 Lake Wakatipu steamers .. 1,724 | 2,264' 4,730 i 14,044 22,762 9 259 .. 8,992 .. j 9,251 446 1,169 7,005 j 8,174 8,620 ' ; I I I Totals .. ..3,322 (301,079 J526,984 [l,877, 427 4,583, 184 7,288,674 600,440 370,798 359,028 9,947,936 340,463 11,018,225 556,498 404,264 6,005,567 ,6,409,831 6,966,329

Be venue. Mileage. Length Per a j • Open I t> q „ t„ Mile of section. j or i j arceib, Labour Total Railway Per Traffl0 - pSS Sets L "fnd Se ' Coa°chL Goods ' Demurrage, Total Goods. Operating per Train Train, Shunting, rJ?otal Passengers. iickets. ; and Ooaenmg. &(J _ Revenue. Annum Mile. * c - mans. (Average). 1930-31. Miles. !££££ ££ £ ££d. Number. | Number. Number. Kailiu .. .. .. .. 24 1,288 261 1,278 2,827 2,560 39 2,599 5,426 226 76-81 16,955 j 3,454 20,409 Gisborne .. .. .. .'. 60 3,482 730 2,144 6,356 18,470 252 18,722 25,078 418 88-69 67,862 i 12,894 80,756 North Island Main Line and Branches.. 1,449 985,510 166,107 231,546 ', 1,383,163 2,505,212 79,160 2,584,372 3,967,535 2,776 140-69 6,767,998 '. 2.503,043 9,271,041 South Island Main Line and Branches.. 1,626 530,796 77,327 119,577; 727,700 1,818,372 66,835 1,885,207 2,612,907 1,606 147-87 4,240,893 1,700,186 5,941,079 Westport .. .. .. •• 43 3,198 761 1,329 5,288 103,401: 7,037 110,438 115,726 2,691 314-05 88,440 | 71,316 159.756 Nelson .. .. .. .. 64! 2,841 1,169 1,649 5,659 14,686 78 14,764 20,423 319 101-64 48,224! 15,120 63,344 Picton .. .. .. .. 56 4,261 994 1,753 7,008 24,656 2,628 27,284 34,292 612 159-73 51,526 30,865 82^391 3,322 1,531,376 247,349 359,276 ' 2,138,001 4,487,357 ! 156,029 4,643,386 6,781,387 2,053 1 144-26 11,281,898 4,336,878 15,618,776 Lake Wakatipu steamers .. .. .. 3,412 116 872 4,400 4,740 26 4,766 9,166 I Totals .. .. .. 3,322 1,534,788 247,465 360,148 2,142,401 4,492,097 | 156,055 4,648,152 6,790,553 2,053 144-26 11,281,898 4,336,878 15,618,776

19

D.—2.

STATEMENT No. 18. Statement of Traffic and Revenue for each Station for the Year ended 31st March, 1931.

4-1). 2.

OUTWARD. INWAED. Number of Passenger Journeys. _ Timh«r Stations - Number Cattle Sh Hundreds'of Other- 0r^ ary Season Luggage, Total Miscel- SS' S and P Hundreds'of Other First- Second- Total CaTvts. pTgl ~ j Goods. laneous. forwarded . Ca]ve , j pig6 . Superflc.al Goods, class. class. North Island Main Lines Au^Idand— NCHES Number. Number. Tons. £ £ £ £ £ £ Number. Number. Tons. 35743 281 988 317 731 13 977 .. ■■ 123,915 13,852 45,125 Or. 401 1,849 184,340 .. root " :: 'i72 7811 33,505 320,688 .! .! .! 342,762 9,680 352,442: 579 2 ,032 28,966 331,778 Karangahape Road .. 653 6,118 6,771 25 .. | .. •• 5'™ J-?* ' \aa /?"' if 5« 74's07 Central Booking-office 17,110 33,192 50,302 712 .. .. .. •• 68,738 5,lo7 066 Or. 12 58 74,507. .. Symonds Street Booking- 963 5,696 6,659 27 .. .. .. .. 5,754 o2 32o Gr. 1 6 6,136 .. office NVwmarket 4 303 58 348 62,651 8,994 34 .. 2,952 4,150 6,768 1,648 1,149 10,522 99 20,186 39 .. 24,283 19,664 MouTEden !! " 1 404 40 062 41 466 41858 48 30 l|001 18!613 3,453 818 513 6,146 218 11,148 422 .. 23,073 44,511 Avo'idale .. •• 593 60 463 61,056 45,260 289 .. 675 7,323 2,453 6,747 351 4,205 25 13,781 403 189 15,567 5,984 Henderson 1! 903 52774 53 677 13,030 3,529 15,235 3,035 7,581 2,794 3,164 1,194 6,117 30 13,299 1,215 4,532 4,200 11,620 Helensville " " 2,973 33,208 199 8,111 42,150 8,460 11,051 4,402 247 1,853 13,043 293 19,838 2,666 14,722 4,303 38,706 Wpllsford 1 484 10 869 12,353 51 4,726 19,024 1,400 4,196 2,674 41 1,051 5,910 56 9,732 1,038 3,483 2,044 15,537 Egattoto:: :: lilt IK Jf:5ii 3 3>5 i 8 ,67 6 '71 2,427 4,<300 13 222 4,897 i« 9.7« 592 1,210 907 6,705 Pannr-ia. 399 3 878 4,277 3 3,695 15,536 99 3,664 1,176 2 189 3,231 9 4,60/ 735 1,967 398 2,852 Waiotira !! '. 1 1 048 131868 49 9,532 48,566 9,393 15,382 2,944 37 473 15,747 1,878 21,079 1,315 3,380 2 '}. 2 t Whangarei 1 .. 49,505 56,340 929 4,684 24,393 3,132 11,250 19,889 522 1,514 10,800 247 32,972 2,125 4,515 24,25o 22,732 Hikuransi 251 5,621 5,872 123 2,263 13,363 11,473 99,184 1,673 132 444 28,278 18 30,545 608 3,194 1,365 5,787 Hkurangi .. .. ' 8 g6 2 132 1;952 3>20 2 49 691 2,120 38 6,100 1,032 1,098 881 6,439 Kawakawa .'1 1 139 8,882 8 29 56 13 5,963 1,393 5 210 2,460 10 4,078 2,106 65,397 289 5,401 /i... _ l'222 16 006 17 228 41 11 12 2 2,747 2,719 24 241 1,458 87 4,529 47 288 350 5,482 Kaikohe .. .. '979 10 2,597 32,251 2,167 2,090 4,862 10 437 6,147 291 11,747 1,134 392 2,118 13,958 Remuera 904 4,817 5,721 4,150 548 256 84 66 146 912 36 483 5 1,582 579 240 12,661 1,805 Kemuera .. , , 1.503 36 65 3 2,063 9 512 2,411 EUerslie' ane " " 629 2s'523 29'152 11'920 753 .. 53 81 931 2,419 118 3,082 8 8,558 757 .. 374 798 Penrose " " 261 9 563 5 174 599 5,522 60 87,596 311 841 171 36,707 69 38,099 136,073 608,700 11,687 45,335 OnXngaTown 11 31 IM 4,254 1,224 ■ 31 26 127 1!274 175 1,177 235 1,190 176 2,953 349 50 6,743 35,193 Otahuhu 2 957 69 298 72,255 20,327 1,802 18,268 183 93,473 2,217 4,817 279 43,907 39 51,259 26,947 118,962 4,949 89,695 Pamtoetoe " " 2 029 38 759 40 788 13;627 481 2; 5 67 411 1,325 1,403 3,41S 436 1,081 9 6,347 1,917 16,550 4,808 5,473 PaLkura 11 11 2'709 72,332 11,101 1,125 18,000 48 16,557 4,210 3,283 297 4,124 17 11,931 3,240 12,686 2,841 10,464 j) '298 4 849 5,147 211 4,468 14,708 5 7,014 554 191 163 5,562 8 6,478 957; 1,138 l,/49 9,353 WaTnku :: :: 259 4,042 4,901 .. 9,377 11,163 16 556 801 .. 165 1,550 13 2,529 799 4,206 5,691 28,973 Pukekohe 2 255 20,567 22,822 277 9,261 17,160 203 11,473 4,508 288 817 15,462 25 21,100 2,393 7,868 5,130 26,457 Tuakau '962 11 993 12 955 298 4,682 41,652 4 4,628 1,896 251 806 4,823 13 7,789 2,503 10,950 2,576 ll,4o5 Pokeno " I: 188 4 268 4 456 117 2 1 6 75 ul 3 62 6 ' 5 92 451 79 1,267 1,067 4 2,868 849 5,191 1,079 4,931 Mercer " 898 10 994 11,892 94 6 5,238 4,066 11,452 1,260 64 192 3,416 52 4,984 193 803 326 3,681 Te Kauwhata ! .. 524 6,532 7,056 13 8,750 50,206 93 4,598 1,368 11 1,103 5,742 7 8,231 1,413 6,928 2,971 7,348 Huntlv 1 601 60 597 62,198 20,240 943 3,766 1,535 354,754 6,088 5,074 490 230,418 518 242,588 908 3,285 5,911 13,039 Glen Afton " " 48 19 101 19! 149 61 819 192,038 llsflO 51 95 123,166 104 124,806 900 3,070 6,194 17,634 Tauniri " 331 5 254 5,585 66 1,051 11,086 1,004 3,787 881 74 109 5,157 4 6,225 637 3,283 2,598 8,762 Nearuawahia " 807 9'954 10 761 147 1,926 12,456 38 65,158 2,025 97 937 47,203 810 51,072 102,374 98,711 4,416 14,771 SJunction :: 11,907 8slo72 96/979 142 17,110 140,210 940 23,422 32,942 561 1,340 31,046 508 66,397 7,849 115,527 80,033 47,874 Hamilton 8 174 51 186 59 360 567 15,752 34,434 2,164 16,828 17,544 1,080 4,113 24,361 177 47,275 1,151 7,006 33,532 32,537 CaTbridee " 296 4 943 5 239 110 13 009 36 670 298 1,307 1 540 79 391 4,207 20 6,237 2,390 11,783 7,923 33,359 Morrinsv?Ue " " 1452 19 509 20 961 217 29 832 112 008 606 14 348 4 578 242 1,270 28,665 51 34,806 7,136 49,843 14,214 33,111 Matamata 11 11 1 214 16 799 18 013 112 24; 5 66 78,055 3,428 slois 93 1,382 15,554 37 22,084 2,496 19,829 7,875 34,982 Putarnru .. .. 942 15,707 16,649 181 7,220 30,483 45,586 2,908 4,991 370 1,633 14,818 46 21,858 3,646 28,311 5,754 27,111 Mamakn 407 8 952 9 359 108 1,675 16,903 84,889 7,088 1,287 147 256 24,820 4 26,514 190 3,168 62 2,770 Botorua 11 .. 3,144 21,986 25,130 161 740 12,041 12,359 6,092 12,425 303 2,195 9,530 65 24,518 1,847 10,412 3,174 28,820 w'āitra 6ntral B ?? klng 0tS ? e 147 3,521 3'(368 "98 is,616 '5,371 '9,713 59 129 15,678 3 16,63oj 2,871 3,876 3,929 29,524 Te Aroha .. .. 1,358 18,932 20,290 44 10,633 11,504 194 11,566 4,917 23 519 6,305 23 11,787; 1,390 12,172 7,264 15,177 Paeroa 1 177 24,569 25,746 124 23,077 19,878 1,142 11,213 3,994 94 1,924 10,942 51 17,005 2,852 7,281 5,764 14,714 Thames " '747 10,954 11,701 271 651 743 17 3,901 3,036 303 606 8,225 14 12,184; 2,146 8,666 5,162 12,062 w ai hi " 697 9 589 ' 10 286 96 2,937 4,133 331 887 2,705 106 314 2,097 16 5,238; 1,559 5,124 5,136 29,207 Katikati 11 .. 155 3.150 130 5,761 9,998 13 3,082 652 97 183 3,726 3 4,661 927 7,602 1,901 3,575 Tauranga .. .. 1,521 19,021 59 520 10,412 730 4,717 5,432 140 1,301 6,833 118 13,824 1,103 5,367 2,250 14,055 Te p u ke . 485 7 136 7,621 37 11,865 24,795 5,285 6,460 1,794 33 351 12,420 9 14,607 1,053 4,514 1,972 10,792 Edcecumbe 107 l'441 1,548 .. 16,961 58,989 1,059 6,347 874 .. 218 11,972 10 13,074 2,218 2,052 1,212 8,789 Taneatua 11 11 681 14,425 1M06 1 7; 6 46 6 2 ;756 .. 3l908 4,516 1 257 8,593 11 13,378 1,567 290 1,481 8,191 OhauDo 287 1 556 1,843 157 5,512 22,708 .. 380 208 122 109 2,379 6 2,824 1,816 7,686 1,042 11,728 Te Awamutu 1 503 19 036 20 539 170 18,083 104,355 149 17,340 6,194 186 1,408 18,463 38 26,289 3,179 44,422 16,588 38,978 OtofohXa " " 1 027 13 189 14 216 45 8 163 40 840 6,053 46 357 3 100 12 997 21,103 30 25,332 2,393 15,132 9,409 19,552 TeKufti 8 " " 3 881 50 555 54'436 444 7 695 90 200 97 017 38 124 12 186 373 1,693 44,369 271 58,892 1,990 18,589 5,754 18,268 Ongarue 11 11 565 181144 18,709 100 524 32,125 72,299 91 274 24,265 97 27,619 884 9,013 970 14,284 Oīiahukura .. .. 259 11,020 11,279 90 2,110 35,394 8,105 5,282 950 104 292 5,694 856 7,896 165 4,201 4,505 Taumarunm .. .. 4,543 50,890 55,433 527 1,689 39,496 95,149 11,932 16,405 622 1,601 40,927 149 2 ' 2,371 13,836 .National Park.. .. 1,220 16,483 17,703 45 312 15,680 103,476 6,100 3,765 31 531 3 ,051 19 40,397 537 4,332 7,985 7,547 Ohakune .. .. 3,279 32,460 35,739 92 196 8,493 79,991 8,699 8,917 172 614 f9,200 59 38,962 66 933 3,32- 2,363 Raetihi .. .. 182 3,495 3,677 25 1,036 59,037 17,828 3,675 736 43 205 11,735 Or. 36 12,683 1,412 17,542 1,433 3,428 " Rangataua .. .. 658 12,010 12,668 38 250 8,142 40,444 7,532 1,405 92 109 16,298 132 18,036 123 2,631 760 1,236 Mataroa 223 6 140 6 363 108 1,101 93,350 18,757 2,764 481 83 122 13,594 37 14,317 493 4,890 210 1,869 Tafhape 11 11 3,808 22,111 26J95 21 94 >6 6,829 3,301 9,232 38 872 12,019 56 22,217 621 8,402 2,578 9,550 TTtikn 187 1 351 1 538 1,337 8,421 6,996 973 159 .. 13 3,579 8 3,759 82 872 641 1,100 Mangaweka !! !! 555 8,450 "l5 1,650 1021548 6,930 3,106 1,516 13 166 10,739 5 12,439 595 6,312 1,107 3,120 Hunterville .. .. 705 7,369 8,074 21 3,816 130,848 3,262 1,954 1,829 21 394 9,989 11 12,244 2,251 18,958 1,377 6,799 TVfirton 6 23 958 30 *55 125 4 639 209,996 7,387 7,169 10,955 173 1,391 17,193 432 30,144 626 34,384 11,846 13,306 Iw Plymouth' :: HI 35; 129 ll'M 214 1,629 6,405 96,690 16,594 484 1,603 41,306 5,405 65,392 1,268 18,513 22,226 95,938 Waitara < Breakwater ) •• •" j" ' 371 153(i '1,445 6 ' 5 g 9 l 2 ;i77 i,'698 "203 "225 6,'976 "l07 45,;523 174,962 2,992 [ lS^M Sewood :: :: III IS:!" Ki! 29013:639 2,576 21,365 i,m 2 88 227 14,835 9 17,195 86 7 6, 0 6 5 1,726 27,709

20

D.—2

STATEMENT No. 18—continued. Statement of Traffic and Revenue for each Station for the Year ended 31st March, 1931—continued.

OUTWARD. INWARD. Number of Passenger Journeys. Stations. Number nf , ftil „ qv»A«Y* Timber, nr(1 : novv Parcels, nl r-o+fi- cv, QO „ Timber, of and and Hundreds of Other 0r f° ary Season Luggage, Total Miscel- °^ d V Hundreds of Other First- Second- TotaI Season Calves «£ Superficial Goods. Tickets. and Goods. laneous. fo ™ r u d e ed . Calves. pfgs. Sup P e e r e fl t ° ial Goods ' class. class. * * ! ! II- I ! I North Island Main Lines and Branches—contd. Number. | Number. ! Tons. £ £ £ £ £ £ Number. Number. Tons. Tariki .. .. 39 2,004 2,043 72! l,21lj 4,755 1,292 2,089 242 59 13 1,074 5| 1,393 91 239 131 2,002 Midhirst .. .. 170 3,650 3,820 195 2,490 4,585 .. 5,997 277 148 39 3,075 2 3,541 38 270 303 4,190 Stratford .. .. 2,271 29,991 32,262 202 17,069 44,754 181 6,486 7,537 244 1,186 7,866 779 17,612 1,898 13,587 5,837 15,481 Te Wera .. .. 266 952 1,218 .. 571 6,535 12 8,218 160 .. 184 2,535 29 2,908 858 4,537 494 3,882 Whangamomona .. 1,310 12,141 13,451 10 1,338 28,331 663 13,334 1,985 15 353 9,974 1,136 13,463 1,349 3,016 1,137 10,893 Eltham .. .. 726 15,861 16,587 251 26,450 57,131 963 11,281 3,677 267 405 11,990 49 16,388 1,807 27,178 23,141 23,345 Normanby .. .. 50 2,477 2,527 73 32,541 28,663 65 11,185 306 62 61 10,387 2 10,818 1,836 6,695 1,290 12,477 Hawera .. .. 3,025 35,124 38,149 156 22,701 89,771 297 14,483 11,592 391 1,027 14,588 319 27,917 9,768 50,852 15,293 36.839 Patea.. .. .. 586 9,556 10,142 169 1,917 16,275 2,148 19,237 2,149 108 316 24,292 422 27,287 38,917 131,469 1,903 39,952 Waverley .. .. 357 6,553 6,910 47 7,250 101,365 34 2,637 1,402 39 168 7,800 56 9,465 3,330 45,215 11,898 11,220 Waitotara .. .. 87 1,730 1,817 4 1,211 8,689 .. 78 250 2 31 833 1 1,117 601 6,019 300 2,390 Aramoho .. .. 1,785 14,872 16,657 30 2,507 65,748 83 47,790 3,503 23 514 22,103 31 26,174 1,638 14,804 3,799 36,105 Wanganui .. • .. 6,349 45,196 51,545! 114 1,980 15,795 2,441 13,875 17,723 401 2,473 14,001 2,011 36,609 30,678 411,483 23,280 36,591 Wangamii Wharf .. .. .. .. . .. 1 .. 967 46,943 .. .. .. 16,768 7,969 24,737 6 828 14,325 Fordell .. .. 331 2,588 2,919 47 2,889 76,770 6,674 1,428 399 36 86 4,898i 10 5,429 1,401 15,769 596 3,257 Turakina .. .. 352 4,795 5,147 39 1,174 58,432 6,002 1,766 524 28 148 4,442 10 5,152 272 20,110 294 4,924 Greatford .. .. 542 2,776 3,318 12 1,016 41,668 .. 12,540 484 8 66 5,6821 4 6,244| 830 13,330 1,017 3,116 Halcombe .. .. 124 6,195 6,319 100 517 33,597 4,052 3,173 620 80 52 3,41o! 6 4,168' 322 10,534 559 2,750 Feilding .. .. 2,910 18,921 21,831 200 17,297 204,872 80 13,189 7,892 169 857 26,729; 39 35,686j 22,754 125,818 14,278 26,641 Palmerston North .. 22,304 132,208 154,512 540 3,933 36,033 11,243 29,477 53,209 1,367 4,826 40 695 762 100,859 7,903 141,431 77,732 67,709 Ashhurst .. .. . 362 4,444 4,806 64 936 33,117 12 664 552 51 59 1,970 4 2,636 5,283 19,181 378 2,943 Longburn .. .. 406 11,764 12,170 67 10,197 83,792 260 14,389 807 68 151 23,549 Cr. 109 24,466 1,277 170,177 512 5,635 Foxton •• •• 204 7,199 7,403 36 1,045 5,717 1,704 9,065 946 45 109 5,339 335 6,774 1,413 13,271 5,860 13,885 Shannon .. .. 856 25,113 25,969 363 5,345 60,134 604 2,920 3,039 318 250 6,544 8 10,159 1,659 31,278 2,255 5,061 Levin.. .. .. 2,770 32,111 34,881 320 7,786 31,619 1,307 3,501 7,050 256 602 5,729 44 13,681 1,667 18,125 5,774 10,349 Otaki .. .. 1,584 17,969 19,553 306 2,162 30,339 6,648 4,300 3,504 282 3,052 6,873 29 13,740 1,112 9,163 1,685 7,036 Paekakariki .. .. 5,094 44,518 49,612 1,002 671 27.630 7,397 7,237 4,906 426 2,163 4,271 26 11,792 1,161 4,164 2,028 6,328 J ohnsonville .. .. 2,352 44,490 46,842 14,350 661 8,292 31 254 2,666 2,658 111 700 14 6,149 9,848 84,424 4,400 9,958 Thorndon (Coaching .. 39,562 218,300 257,862 17,340 .. .. .. .. 72,510 5,140 20,568 Or. 151 265 98,332 .. Lambton (Coaching) .. .63,427 190,889 254,316 38,670 .. .. .. .. 23,242 17,160 6,449 Cr. 92 402 53,378 Wellington— Goods .. .. .. .. .. .. 658 2,359 28,167 197,639 .. .. .. 231,773 2,685 234,458 904 4,918 70,896 172,016 Wharf .. .. .. .. .. .. .. .. .. 420 .. .. 132 1321 .. .. .. 38,043 Central Booking-office 26,748 55,275 82,023 6,741 .. .. .. .. 86,174 20,616 2,160 Cr. 18 65 108,997 Courtenay Place Book- 2,926 11,684 14,610 783 .. .. .. .. 12,648 1,608 7,306 Cr. 15 18 21,565' ing-office Ngahauranga .. .. 49 2,887 2,936 1,892 27 .. .. 11,191 80 323 11 2,548 3 2,965 12,605 592,363 814 7,038 Petone .. .. 15,580 121,196 136,776 98,622 188 759 2,770 29,280 4,635 16,192 387 39,712 140 54.849 11,700 659,529 55,224 28,613 Lower Hutt .. .. 4,341 34,844 39,185 32,544 123 855 58 22,375 2,467 6,747 438 4,361 27 14,040 193 171 25,717 5,949 Upper Hutt .. .. 4,240 80,286 84,526 20,646 1,216 6,676 1 8,950 5,380 5,173 600 4,502 35 15,690 1,527 3,579 1,735 6,458 Featherston .. .. 1,449 12,192 13,641 129 7,392 135,668 886 5,369 2,429 111 668 12,407 43 15,658 1,034 4,923 2,603 17,114 Greytown .. .. 191 2,262 2,453 29 384 7,360 .. 2,086 553 22 403 2,582 45 3,6051 94 2,593 1,261 3,858 Carterton .. .. 970 7,211 8,181 20 3,223 68,397 58 16,688 2,523 40 624 24,110 12 27,309 23,741 137,132 7,045 14,941 Masterton .. .. 3,292 22,759 26,051 66 7,150 122,664 3,908 8,165 8,507 145 1,357 16,789 47 26,845 1,159 9,446 9,527 28,112: Maurieeville .. .. 140 1,559 1,699 13 447 12,997 396 12,682 306 10 71 6,747 3 7,137 111 678 114 1,479 Eketahuna .. .. 426 4,618 5,044 43 4,336 53,852 76 3,534 1,444 44 322 6,160 9 7,979 543 2,409 1,159 5,424 Hukanui .. .. 70 1,973 2,043 6 2,569 12,545 50 1,510 294 5 161 1,924 1 2,385 112 800 288 1,903 Pahiatua .. .. 590 4,182 4,772 15 5,495 79,278 153 2,773 1,726 16 442 7,888 10 10,082 821 5,684 6,852 6,839 Mangatainoka .. .. 119 1,219 1,338 9 2,584 43,159 5 2,574 350 8 110 7,542 2 8,012 332 1,736 236 2,935 Woodviile .. .. 2,893 15,776 18,669 51 12,313 184,948 136 5,514 3,048 41 276 18,485 104 21,954 3,508 15,312 1,634 6,714 Dannevirke .. .. 3,041 24,241 27,282 217 10,117 81,891 882 5,119 7,681 296 903 11,580 80 20,540 1,857 11,277 11,970 17,592 Ormondville .. .. 358 7,359 7,717 14 2,932 72,940 2,089 1,750 1,199 13 120 5,764 5 7,101 303 4,345 803 3,910 Takapau .. .. 478 4,078 4,556 59 4,619 123,860 1 439 1,285 1,291 53 137 7,757 7 9,245 350 4,005 214 3,506 Waipukurau .. .. 2,520 18,347 20,867 101 9,179 234,903 255 3,157 5,116 37 637 13,326 56 19,172 483 4,042 3,789 11,941 Waipawa .. .. 963 9,481 10,444 37 2,468 95,428 18 5,213 2,333 53 272 6,917 24 9,599 138 1,428 431 5,424 Otane .. .. 586 7,294 7,880 95 7,990 180,808 123 3,717 1,121 67 112 14,289 4 15.593 1 571 9,831 272 2,705 Hastings .. .. 5,457 38,477 43,934 588 1,484 58,695 1,379 31,117 18,238 517 1,975 44,456 181 65,367 3,143 116,101 7,255 38,508 Clive.. .. .. 28 589 617 135 152 3,167 .. 22,379 195 86 65 9,377 1 9,724 8,572 393,798 510 2,936 Napier .. .. 5,170 41,701 46,871 1,591 1,380 22,437 3,448 5,977 19,994 810 2,285 10,403 384 33,876 866 4,934 11,308 20,722 Napier Central Booking- 999 1,898 2,897 14 .. .. .. 3,236 148 38 5 3,427 office Port Ahuriri .. .. .. .. .. .. 19 117 5,402 37,430 .. .. 55 23,307 577 23,939 259 607 10,119 36,763 Putorino .. .. .. 168, 168 .. 248 7,348 647 685 45 46 1,509 .. 1,600 153 4,426 1,548 2,390 Chief Accountant .. 15,046 40,755 55,801 474 .. .. .. .. 47,147 18,990 67,718 23,072 34,264 191,191 Overseas Traffic .. .. I .. .. 336 137 .. 2,465 .. .. .. 26,086 .. 26,086} 336 137 .. ?,465 Totals .. .. 428,172 3,331,048 3,759,220 435,598 636,530 5,109,336 947,996 2,618,747 985,510 166,107 231,546 2,505,213 79,160 3,967,536| 636,530 5,109,336 947,996 2,618,747' ' I Kaihu Section —• Dargaville .. .. 419 14,211 14.630 13 24 231 467 1,896 1,880 22 168 1,079 35 3,184! 18 1,345 11,880 772 " Donnelly's Crossing . .1 34 4,094j 4,128 2 18 1,345 11,886 772 353 1 726 1,462 2 2,544 24 231 467 1,896 District Office .. .. .. 468! 468 .. .. .. .. Cr. 945 238 384 19 3 Cr. 301 1 _J Totals .. .. 453 18,773 19,226 15 42 1,576 12,353 2,668 1,288 261 1,278 2,560 40 5,427 42 1,576 12,353 2,668 Gisborne Section— Gisborne .. .. 1,278 15,791 17,069 90 432 13,128 359 5,302 3,080 95 362 3,258 214 7,009 736 110,936 35,022 27,568 Te Karaka .. .. 199 979 1,178 46 875 22,309 8,535 16,657 128 37 205 4,990 .. 5,360 62 1,021 1,229 5,930 Motuhora .. .. 1,237 10,331 11,568 5 576 94,359 27,686 16,739 1,660 3 617 10,092 3 12,375 1,085 17,839 329 5,200 District Office .. .. .. 1,146 1,146 .. .. .. .. .. Cr. 1,386 595 960 16 34 219 Overseas Traffic .. .. .. .. .. .. .. .. 1 .. .. .. 114 114 .. .. 1 Totals .. .. 2,714 28,247 30,961 141 1,883 129,796 36,580 38,699 3,482 730 2,144 18,470 251 25,077 1,883 129,796 36,580 38,69!V I

D.—2.

21

STATEMENT No, 18—continued. Statement of Traffic and Revenue for each Station for the Year ended 31st March, 1931—continued.

5—D. 2.

OUTWARD. INWARD. Number of Passenger .Journeys. I Stati ° nS ' N ™ ber C a a^ e S and P Otter Season I Total Miscel- Cattle Sheep other ST S cTa°s n s d - Total. & P %t «uperAoiaI Goods. Tiot6 t, | Good, laneous. CaTvl. P T g l SSS. South Island Main Lines Number- Number. Tons. £ £ £ £ £ £ Number. Number. Tons Lyttelton .. 60,753 196,504 257,257 12,282 2,689 39,089 37,998 321,618 11,296 3,940 3,997 132,460 13,679 165,372 1,467 10 545 15 607 253552 (Wharf) .. .. .. .. .. .. .. .. 12,127 .. .. .. 2,578 .. 2,578 .. .. 44'310 Heathcote .. •• 2,713 41,835 44,548 3,651 .. .. .. 3,095 999 997 54 2,217 2 4,269 1 .. 826 <>'q80 Woolston .. •• 788 12,471 13,259 2,834 17 12 2,813 351 462 107 1,617 5 2,542 10 156 773 11 74] Opawa .. •• 1,468 16,839 18,307 4,998 .. .. .. 12 469 713 31 3 1 1,217 .. .. .. ' 14 Christcliurch— (Coaching) .. 91,301 492,275 583,576 30,962 .. .. .. .. 76,324 6,992 18,086 Cr. 117 466 101,751 (Goods) .. .. ... .. .. .. 597 30 6,453 84,895 .. .. .. 75,855 2,662 78,517 560 367 72 551 331 042 Central Booking-office 19,247 39,597 58,844 300 .. .. .. .. 37,130 4,100 1,461 Cr. 14 40 42,717 .. , Addington .. ' 869 12,224 13,093 1,348 5,317 209,610 7,353 32,214 1,376 191 199 21,770 124 23,'660 19,877 464,246 50 799 65 759 Riccarton .. •• 389 4,155 4,544 359 .. .. 989 4,647 357 70 34 1,620 3 2,084 2 .. 17'393 Papanui .. •• 529 6,253 6,782 1,856 78 2 181 4,576 798 443 124 2,968 6 4,339 180 218 9 260 8 809 Belfast .. .. 546 11,912 12,458 296 413 13,386 97 27,065 636 192 73 14,194 43 15,138 759 810,526 7'672 lo'ooi Kaiapoi .. •• 361 14,867 15,228 362 577 11,278 42 23,553 1,312 362 324 10,712 39 12,749 193 267,635 2 809 13115 Rangiora .. •• 1,238 34,007 35,245 681 1,440 38,998 790 18,018 3,268 788 332 9,481 52 13,921 887 11,141 7'885 10737 Cust .. .. •• 2 180 182 34 100 13,303 87 849 26 32 5 689 .. 752 25 1,721 130 '931 East Oxford .. .. 18 1,888 1,906 12 428 53,124 42 2,833 279 14 251 2,686 7 3,237 214 7,806 1 296 4 904 Sefton .. •• 178 2,597 2,775 179 340 13,911 .. 2,989 232 98 48 1,654 3 2,035 83 4,137 '654 l'240 Amberley .. •• 298 2,386 2,684 59 371 49,204 48 2,762 413 60 129 2,806 4 3,412 187 20,592 1 458 2*399 Waipara .. •• 424 2,930 3,354 18 1,043 145,563 .. 4,365 550 14 268 8,034 14 8,880 193 4,287 '831 1507 Mina .. .. 179 1,597 1,776 11 1,169 65,489 3 2,278 534 8 251 4,635 6 5,434 434 7,008 1,150 4'375 Parnassus .. 1,140 4,075 5,215 7 690 89,595 851 1,448 2,740 6 323 6,731 33 9,833 135 2,941 11018 6 556 Waikari .. •• 281 2,955 3,236 23 141 29,787 27 4,008 571 47 96 3,073 7 3,794 75 2,189 '356 2715 Hawarden .. •• 132 2,139 2,271 15 823 93,140 1 5,781 424 15 177 7,394 4 8,014 233 9,673 606 2 147 Culverden .. 278 3,366 3,644 2 1,450 73,183 25 4,372 1,072 2 235 7,002 9 8,320 415 18,806 1 677 4'971 Waiau .. •• 128 1,578 1,706 1 397 59,207 .. 1,426 506 1 105 4,301 4 4,917 298 2,917 609 2,433 Hornby .. ■■ 168 3,433 3,601 62 1,570 1,852 8 53,881 679 39 66 23,489 2 24,275 2,078 11,962 1.655 49 056 Prebbleton .. •• 62 3,658 3,720 59 21 505 .. 5,203 163 52 17 1,642 1 1,875 117 210 .. 829 Lincoln .. •• 21 2,613 2,634 56 914 45,229 16 8,167 249 60 47 3,635 8 3,999 141 3,856 " 634 3 468 Springston .. •• 39 1,304 1,343 19 612 35,622 .. 9,596 67 20 16 4,579 6 4,688, 39 1,102 9 l'322 Leeston .. 177 2,225 2,402 46 412 27,930 18 7,231 313 44 473 3,933 10 4,773; 406 22,757 1,609 6^898 Southbridge .. .. 344 4,793 5,137 5 508 35,561 .. 10,200 556 8 403 5,983 7 6,957 120 7,851 558 2 392 Little River .. • • 25 6,541 6,566 58 4,260 139,155 1 1,919 1,122 63 133 5,233 43 6,594 1,180 13,565 903 3!l75 Islington •• ■ 311 7,570 7,881 75 71 4,159 346 23,561 542 61 82 10,333 4 11,022 2,236 425,948 4,664 10,584 Rolleston .. 478 4,030 4,508 12 451 39,154 409 5,465 563 11 50 3,089 8 3,721 416 4,502 163 1 931 Kirwee .. •• 69 927 996 33 69 20,936 152 2,753 131 29 38 1,716 2 1,916 51 12,697 214 2,223 Darfield .. 534 2,695 3,229 53 344 64,274 2 7,922 533 44 85 5,243 4 5,909 142 9,596 751 1 934 Coalgate .. 8 686 694 60 357 55,508 103 10,946 66 52 98 6,640 15 6,871 132 5,758 1 119 4'756 Sheffield .. 113 1,431 1,544 29 331 30,962 .. 2,404 229 58 186 2,199 4 2,676 73 6,346 '256 L543 Springfield .. •• 1,363 6,892 8,255 30 396 14,391 73 2,842 1,588 28 170 3,906 27 5,719 56 2,961 233 2,569 Arthur's Pass .. .. 209 1,766 1,975 .. 4 202 7 222 361 .. 32 191 1 585 62 1,532 507 496 Otira.. •• 1,259 16,181 17,440 53 221 4,127 44,395 2,108 2,874 47 258 15,353 17 18,549 45 196 639 3,527 Moana 153 2,771 2,924 71 199 804 68,858 1,043 547 50 304 12,488 4 13,393 286 2,604 478 10^300 Stillwater .. •• 833 17,633 18,466 309 16 .. 33,331 117,886 2,194 194 110 38,339 35 40,872 111 325 1,708 8 415 Ngahere .. •• 468 5,889 6,357 108 957 6,665 50,961 1,934 688 48 117 12,258 1 13,112 345 2,222 461 l'l90 Blackball .. •• 228 7,003 7,231 192 .. .. 2 81,894 892 153 44 31,841 7 32,937 3 .. 307 1^867 Ikamatua .. 564 3,957 4,521 52 344 4,932 26,201 4,959 1,180 41 122 9,216 4 10,563 176 3,195 1,667 4,835 Reefton 1,686 10,694 12,380 35 391 2,535 18,583 34,569 3,883 28 250 29,426 417 34,004 469 1,471 2,757 Inangahua .. •• 21 684 705 .. 157 -2,669 509 226 186 49 782 1 1,018 689 486 '703 2^495 Greymouth .. .. 9,440 113,296 122,736 2,896 729 830 15,842 19,891 18,542 1,104 2,222 15,131 7,601 44,600 1,825 7,337 10,695 26,078 „ (Wharf) .. .. .. .. .. 1 .. 1,308 4,539 .. .. .. 4,083 .. 4,083 .. .. 221,791 283,251 Runanga .. 23 28,284 28,307 3,292 15 7 47 178,523 1,120 834 31 59,353 43 61,381 42 350 860 3,505 Rewanui •• •• 13 5,520 5,533 12,537 12 86 85,812 246 2,209 2 62,909 559 65,925 16 .. 1,513 4,221 Kumara •• 664 4,004 4,668 27 744 3,562 88,663 1,163 682 27 66 12,408 7 13,190 146 716 338 2,204 Holdtika .. • 3,563 22,930 26,493 109 282 1,847 72,896 2,350 6,013 84 688 16,559 136 23,480 744 1,982 1,398 12 321 Ross.. •• •• 269 10,978 11,247 15 766 10,373 31,266 3,889 909 16 121 11,557 5 12,608 312 393 339 3,450 Dunsandel •• •• 268 8,618 8,886 65 308 52,342 3 5,847 1,071 63 113 4,037 23 5,307 127 18,716 318 2,764 Rakaia •• •• 977 12,927 13,904 271 793 144,107 7,064 21,448 2,147 257 274 17,382 25 20,085 424 21,007 592 4,254 Methven .. •• 17 5,735 5,752 26 546 113,736 442 8,999 1,029 31 74 10,315 22 11,471 389 35,710 1,473 8,424 Chertsey •• 41 3,409 3,450 55 1,332 53,331 .. 9,024 359 41 47 11,517 1 11,965 446 72,378 16 1,480 Ashburton .. .. 5,229 54,483 59,712 495 887 2,548 268 22,935 11,626 508 999 17,305 315 30,753 953 61,699 12,771 29,663 Tinwald .. .. 95 3,628 3,723 195 408 107,940 7,225 8,538 207 148 80 9,889 11 10,335 227 43,236 138 2,581 Mount Somers .. . 37 1,216 1,253 80 174 16,795 .. 2,640 198 61 154 2,288 4 2,705 132 4,765 656 4,067 ! i «ys .. •• 155 3,883 4,038 127 401 99,676 4,333 8,041 480 103 56 8,663 .. 9,302 168 15,143 514 3,402 fttata .. •• I 87 2,630 2,717 35 54 27,148 2,221 2,169 333 31 33 1,984 1 2,382 65 3,873 394 1,217 •• " 1 930 6 ' 625 7 ' 555 54 505 91,958 1,645 2,565 1,769 | 57 158 4,634 5 6,623 280 12,901 951 4,134 ■ester .. .. I 236 2,782 3,018 58 462 6,778 .. 6,630 316 ] 46 32 2,921 6 3,321 226 2,824 238 2,694 muka •• •- j 1.229 —H>,367 17.090 44 : 24,468 43 7. «50 3,525 T 49 680 4,468 18 8,740 335 11,818 2,656 8,360 Washdyke .. .. 11 2,191 2,202 66 796 20,841 5 14,085 187 53 34 7,035 47 7,356 838 159,828 1,787 5,172 Pleasant Point .. j 64 2,845 2,909 79 289 87,786 .. 6,568 371 ' 73 52 4,762 12 5,270 433 21,281 370 3,913 Albury .. .. 49 1,421 1,470 52 134 61,445 .. 8,130 249 44 42 5,260 2 5,597 57 2,803 496 2,662 Fairlie .. .. 142 4,539 4,681 24 422 59,536 '58 3,039 819 44 261 4,275 12 5,411 228 3,056 1,125 5,766 Timaru .. .. 10,830 77,806 88,636 699 234 9,812 7,588 74,758 24,153 465 2,764 36,884 3,550 67,816 360 255,230 19,563 152,103 „ (Wharf) .. .. .. .. .. .. .. .. 45,254 .. .. .. 6,855 .. 6,855 .. .. .. 42,804 St. Andrews .. .. 150 4,244 4,394 156 498 18,559 .. 13,986 501 130 51 5,413 1 6,096 81 116,712 620 5,379 Makikihi .. .. 42 1,159 1,201 67 135 38,493 6 2,734 171 55 31 1,791 3 2,051 31 6,207 1,141 2,456 Studholme .. .. 657 5,124 5,781 54 488 33,946 13 5,423 997 48 53 3,402 6 4,506 171 11,744 534 1,748 Waimate .. .. 1,218 11,814 13,032 55 407 67,747 50 5,693 3,140 45 646 6,147 42 10,020 276 2,051 2,780 12,234 Morven .. .. 105 2,932 3,037 44 139 57,637 .. 5,636 466 35 36 . 4,700 1 5,238 26 985 301 2,419 Glenavy .. .. 91 2,934 3,025 59 62 11,839 167 1,862 506 61 70 1,883 2 2,522 41 904 1,548 3,417 Pukeuri Junction .. 26 1,494 1,520 16 368 23,448 12 11,587 106 14 60 9,006 9 9,195 328 170,821 329 7,216 Duntroon .. .. 20 924 944 70 230 48,874 11 2,359 158 59 46 3,257 .. 3,520 48 3,803 604 2,581 Kurow .. .. 178 6,833 7,011 61 197 51,363 70 3,834 1,811 54 192 5,422 85 7,564 255 1,850 20,574 24,385 Oamaru .. .. 4,998 45,107 50,105 270 479 11,814 1,187 21,131 15,502 218 1,463 11,397 1,246 29,826 827 6,073 10,754 42,386 Breakwater .. .. .. .. .. .. .. .. 158 9,789 .. .. .. 3,605 .. 3,605 .. .. 38 19,198 Waiareka Junction .. 41 795 836 .. 340 33,826 .. 8,735 71 18 5,992 31 6,112 325 19,638 241 2,978 Ngapara .. .. 1 149 150 117 5,819 .. 8,440 34 23 3,473 .. 3,530 117 4,454 796 4,810 Maheno .. .. 129 3,968 4,097 72 1,239 36,078 5 5,091 472 59 506 4,268 5 5,310 148 13,148 442 6,516 Hampden .. .. 346 2,756 3,102 52 749 17,095 .. 5,199 538 52 189 3,848 24 4,651 192 2,254 580 3,957 Palmerston .. .. 1,704 21,923 23,627 97 532 53,849 .. 11,840 3,440 123 522 8,237 112 12,434 1,024 2,576 1,514 7,287 Makaraeo .. .. .. .. •• .. .. .. .. 26,674 .. .. .. 11,034 .. 11,034 .. .. 7 1,037 Waikouaiti .. .. 481 4,754 5,235 165 1,056 22,678 3 852 774 126 149 2,043 5 3,097 442 1,642 1,276 4,675 Seacliff .. •• 866 9,412 10,278 556 486 3,498 99 413 1,013 270 111 725 2 2,121 423 3,708 839 7,719 Waitati .. •• 510 11,376 11,886 74 148 1,757 711 610 661 71 73 441 1 1,247 165 1,869 235 2,107 Port Chalmers Upper .. 453 6,201 6,654 105 123: 896 .. 22 611 55 76 100 1 843 28 510 .. 14 Sawyer's Bay .. .. 1,340 23,534 24,874 4,456 92' 528 120 12 819 1,082 20 75 2 1,998 62 567 103 4,194 Port Chalmers .. .. 9,402 81,023 90,425 10,580 9 52 67 68,640 3,458 3,478 211 15,979 1,566 24,692 14 273 2,209 53,044

D,—2

22

STATEMENT No. 18-continued. Statement of Traffic and Revenue for each Station for the Year ended 31st March, 1931—continued.

OUTWAED. INWARD. Ntjmbeb op Passengek Journeys. Timhor in Stations. — Number! 0aMle H othel . Ordinary gea80n I Lug g ag ê, Total Miscel- Cattle Sheep Hundreds of Other First- Second- TotaI & CaTvt P?gs. Goods. Ticket.. | £ d Goods. ianeous. forwarde( , CaJves . pigs . Supernal Goods. class. class. South Island Main Lines and Branches —contd. Number. Number. Tons. £ £ £ £ £ £ Number. Number. Tons. TSnrlre's .. 1,274 11,760 13,034 2,328 3 .. .. 295 652 5 2 1 955 .. .. 14 TCavensbourne 5 825 34,645 40,470 5,180 .. .. .. 790 673 1,447 18 428 3 2,569 .. .. 1,418 14,568 Ravens bourne.. o , 524 ' 79g 17 124 .. .. .. 100,782 9,156 16,774 Gr. 113 445 127,044 Dunedin (Coaching) .. 60, , , 32 032 96 047 .. .. .. 127,848 1,400 129,248 931 649 90,506 225,827 Caversham ! " M52 22,259 . .. '73 ' 3 76 1,500 302 107 429 7 2,345 5 .. 1,986 6,897 . ! J 258 21 388 22,646 3,768 2,216 29,874 88 66,900 529 716 163 51,871 52 53,331 13,968 442,017 2,123 103,925 Creen Island " •• 2',488 34,471 36,959 5,139 .. .. .. 31,436 1,063 1,455 39 6,098 69 8,724 .. 201 544 11,849 AhhoJford " •• 2 299 31 813 34,112 6,480 .. .. 1 1,975 977 1,482 28 679 22 3,188 .. .. 55 1,761 WWafni " •• 957 21,560 22,517 1,808 911 19,429 .. 4,834 1,236 492 62 4,438 4 6,232 605 710 53 1,253 Middlemarch !! •• 395 1,941 2,336 2 997 62,666 24 2,192 566 3 525 5,574 12 6,680 263 7,349 691 2,755 w ... 282 1 883 2,165 .. 440 37,529 .. 826 801 .. 115 3,583 9 4,508 208 4,942 1,085 3,711 Waipiata .. 3 ' 256 3 901 i 6 2 69 44,574 11 2,435 1,456 12 317 5,067 18 6,870 119 3,555 1,562 3,321 " 114 966 1,080 14 674 72,489 .. 2,191 447 11 189 7,869 10 8,526 42 2,942 614 1,475 Oturehua •• g 3 4 142i 932 | 318 5,833 9 7,093 178 3,762 1,379 5,974 Alexandra •• 422 8 73 8,872 1 2,405 1,433 26 298 4,632 29 6,418 179 3,180 2,062 4,437 , 210 1 295 1 505 67 20 3,800 59 1,033 535 62 142 2,185 2 2,926 28 584 1,025 1,417 K 568 3 789 4 357 5 857 37,457 9 5,173 2,257 5 466 10,615 10 13,353 177 2,271 2,728 5,432 Cromwell .. , g 5gg g 25 4j379 4j60 l 2,537 352 1,470 15 8,975 537 4,014 1,221 1,888 ™ 0 f gl ~ ■" ' '21 5*817 5 838 301 278 2,702 .. 4,925 397 162 77 1,407 1 2,044 198 1,778 1,122 7,376 AUanton 692 6>7 39 1,012 16,856 .. 2,994 557 35 383 2,216 1 3,192 993 6,076 800 4,412 . 21 1 398 1,419 6 231 12,481 .. 56,979 114 4 28 17,493 253 17,892 207 1,470 307 13,149 " 1 515 18 424 19,939 94 435 30,307 59 6,688 3,828 117 577 4,491 77 9,090 457 5,301 1,219 8,710 Waitnhuna " •• ' 103 1,915 2,018 45 237 18,567 2 378 286 39 86 988 3 1,402 87 722 218 2,224 Tawrenoe " 699 6 238 6,937 11 226 19,292 13 1,298 1,193 10 282 2,182 12 3,679 135 1,614 431 3,110 iiX'sFlat -- 88 904 992 .. 59 17,314 5 2,380 328 .. 76 4,029 4 4,437 131 770 2,267 2,218 „„ kwll .. 215 1,454 1,669 1 3 8,985 .. 3,200 639 1 95 5,734 1 6,470 9 120 5,702 2,192 " .. 662 1 589 2,251 121 80 9,812 2 18,773 217 50 30 8,881 201 9,379 90 714 240 2,550 Qflw, " 385 8 173 8 558 93 3,608 8,237 .. 85,799 1,305 118 134 47,182 1,082 49,821 1,733 1,450 1,613 3,769 BiS,» " " 2 467 24'754 27,221 136 1,532 49,041 2,496 25,152 6,713 273 817 19,754 127 27,684 1,188 38,800 3,747 9,696 Owaka - •• '315 4,991 17 509 34 > 808 43 ' 274 6 > 330 1,110 18 280 14 ' 957 11 16 ' 376 J ' 396 189 > 837 1> 499 13 > 658 Tahakopa •• •• 141 9,061 9,202 8 112 2,334 22,100 1,291 988 13 147 5,760 Gr. 34 6,874 103 3,277 142 4,301 .. 155 1 861 2,016 .. 271 24,252 12 1,108 294 .. 308 1,688 3 2,293 301 3,374 492 5,358 Waiwera > 12 5g3 3? lg4 3gl23 2 2>035 1037 33 93 3067 j 8 5; i 48 j 68 1 190 51 0 7930 V" " .. 480 3'578 4,058 16 828 90,858 34 "4,234 655 16 162 8,032 I 8,866 242 3,055 1,011 10,855 " •• 113 2*437 2,550 1 163 12,657 14 678 659 1 72 1,542 2 2,276 208 1,005 1,524 5,104 KXO •• 23 1,229 1,252 12 120 24,056 .. 2,236 284 15 46 2,614 2 2,961 77 1,224 418 2,945 .. 92 3 216 3,308 23 377 79,270 5 2,135 803 21 120 7,294 13 8,251 234 3,337 1,758 6,214 f " . 3 690 46'042 49,732 532 1,209 120,664 1,764 18,724 12,315 433 1,381 17,886 100 32,115 1,169 7,589 10,273 29,941 " •• '92 4'506 4,598 154 873 125,653 21 5,969 634 127 144 10,949 8 11,862 261 3,417 3,314 13,981 mZZT " . 457 16 738 17,195 427 368 13,699 3,064 15,287 2,692 270 136 17,059 16 20,173 1,579 135,263 1,102 12,246 Edendale ' •• 606 13,000 128 2,284 33,217 .. 4,495 2,716 105 125 6,363 56 9,365 680 11,585 922 13,189 Wvndham 193 5,865 6,058 37 1,043 25,267 .. 2,548 858 24 130 4,187 1 5,200 386 3,178 898 8,938 WnnHlands ' 146 7,164 7,310 85 1,181 41,185 .. 3,824 955 71 65 3,741 1 4,833 217 10,069 1,418 15,306 Invercar"ill (Coaching) .. 16,626 153,946 170,572 5,473 .. .. .. .. 40,172 3,373 3,598 O. 31 152 47,264 mverc,ai 0 u _ ..4 513 42,722 18,737 60,081 .. .. .. 40,905 695 41,600 3,276 22,840 27,980 136,298 Waimahaka .. " 18 li,016 11,034 113 1,818 40,937 25,739 3,001 549 84 228 9,610 7 10,478 569 6,022 804 17,089 .. 2 738 31 533 34,271 1,581 66 85 5,966 105,817 2,632 1,108 "319 46,751 5,130 55,940 479 358,467 33,167 79,803 " ' .. •• •• •• •• 7,11) .. .. .. 849 .. 849 .. .. 28,772 Mnkarewa •• 178 4 367 4,545 665 2,527 53,328 671 29,888 284 204 58 12,598 2 13,146 2,155 174,712 1,064 10,103 TWnbnrv " 296 2 423 2,719 118 285 49,077 5,175 3,153 213 92 25 3,574 I 3,905 206 4,941 145 8,208 Riverton .. •• 882 5,691 6,573 186 428 10,357 21,842 3,137 1,049 167 225 7,154 9 8,604 410 2,490 479 7,720 nrermki •• 223 6,692 6,915 96 498 13,969 22,658 2,190 817 79 78 8,302 1 9,277 284 4,338 105 2,348 Tnatanere " •• 412 13,181 13,593 55 510 41,780 35,724 6,600 1,486 50 237 15,112 3 16,888 510 4,518 172 3,464 nt..,.;,, .. 184 4 505 4,689 179 491 46,615 7,603 6,513 673 149 137 5,034 2 5,995 290 4,559 29 6,763 Wfiirio " •• 252 8 244 8,496 114 145 12,968 4 200,624 1,020 92 26 138,493 2,735 142,366 285 3,103 2,914 9,673 Winton 533 9,857 10,390 216 1,096 162,311 19,322 45,596 1,251 173 404 25,446 13 27,287 634 19,706 363 12,022 Tumsden •• 1 171 15,826 16,997 133 846 62,759 81 8,321 2,536 102 419 8,071 11 11,139 547 11,052 2,964 15,461 Kingston •• '520 3,557 4,077 3 50 2,430 .. 310 983 2 33 422 1 1,441 73 5,164 1,071 2,680 Through Traffic (Lake .. .. .. .. 7 6,536 2,013 2,058 .. .. .. 3,944 .. 3,944 168 837 1,844 4,150 Wakatipu) Chief Accountant .. 12,106 51,138 63,244 262 .. .. .. 41,702 18,277 44,689 1,396 20,605 126,669 Overseas Traffic .. .. ■■ •• 314 143 73 5,166 .. .. .. 22,163 .. 22,163 314 143 73 5,166 Totals .. •• 383,489 2,930,532 3,314,021 162,950 89,087 4,852,171 ( 793,458 2,732,966 530,796 77,327 119,577 1,818,372 66,834 2,612,906 89,087 4,852,171 793,458 \ĪT r' Q'>'£ Q 'TTTA V I —- ——- • • " Westport "r: .. 602 19,497 20,099 133 90 646| 1 1,296 3,119 80 407 10,404 6,343 20,353 73 .. 8,481 525,523 Waimanaaroa Junction . . 1 8,550 8,551 133 29 .. 9.485 378 55 116 35,468 23 36,040 .. .. 2,641 6,165 Granitv' .. ■■ 63 22,833 22,896 271 46 .. : 1,625 300,762 1,735 216 166 55,998 3 58,118 92 646 1,284 5,061 District Office .. .. .. 832 832 .. .. j .. .. Gr. 2,034 410 640 3 669 Gr, 312 Overseas Traffic ... .. .. •• 34 .. .. 116 .. .. .. 1,528 .. 1,528 34 .. .. 116 Totals .. .. 666 51,712 52,378 537 199 646 12,406 536,865 3,198 761 1,329 103,401 7,038 115,727 199 646 12,406 536,865 : — ; Nelson Section — Port Nelson .. .. .. .. .. •• •• . • •• 5,802 .. .. .. 416 .. 416 .. .. .. 415 Nelson .. •• 488 25 424 25,912 510 20 167 982 10,013 2,074 517 488 6,838 113 10,030 313 16,154 3,598 15,568 Wakefield .. .. 123 10,490 10,613 123 211 7,819 1,298 6,551 612 42 71 3,064 1 3,790 33 547 169 5,089 Kohatu .. ..| 67 509 576 .. 86 4,400 696 2,972 80 37 1,166 .. 1,283 9 466 129 816 Glenhope .. .. I 88 3,273 3,361 202 9,971 1,736 1,717 408 .. '29 2,089 9 2,535 164 5,190 816 5,167 District Office .. .. j .. 1,170 1,170 1 .. : •• Or. 333 610 1,024 Gr. 134 Gr. 46 1,121 Overseas Traffic .. .. .. .. . ■ .. . ■ . • 220 .. .. .. 1,247 .. 1,247 .. .. .. 220 Totals .. .. 766 40,866 41,632 634 519 22,357 4,712 27,275 2,841 1,169 1,649 14,686 77 20,422 519 22,357 4,712 27,275 Picton Section— Picton .. .. 3,241 13,266 16,507 172 199 15,400 4,359 22,331 1,520 139 233 13,236 2,031 17,159 747 141,884 1,254 16,214 Blenheim .. .. 4,509 21,936 26,445 380 912 140,758 2,067 17,400 3,406 318 592 9,826 55 14,197 387: 19,886 3,194 22,741 Ward .. .. 65 4,391 4,456 4 193 7,367 2 1,420 436 3 32 587 5 1,063 170 . 1,755 1,980 2. 96 District Office .. .. .. 1,066 1,066 .. .. .. .. .. Gr. 1,101 534 896 128 537 994 .. .. Overseas Traffic .. .. .. .. .. 3 .. •. 191 .. .. .. 879 ■ • 879 3 .. .. 191 Totals .. .. 7,815 40,659 48,474 556 1,307 163,525 6,428 41,342 4,261 994 1,753 24,656 2,628 34,292 1,307 ; 163,525 41,342 Lake Wakatipu SteAM ERS Totals .. .. 3,988 18,774 22,762 9 259 8,992 5,264 7,005 3,412 116 872 4,740 27 9,167 259 8,992 5,264 7,005

D,—2.

STATEMENT No. 19. Classification of Goods and Live-stock Traffic and Earnings by Commodities.

6 -D. 2

23

Year ended 31st March, 1931. Year ended 3i s t March, 193U. Bevenue. Bevenue. Commodity. „, „ Tonnage Per Cent. 10 M^," ne Average " Tonnage Per Cent. T °S?,P ne Average carried. of Gross. „ nf) n „,A prt Haul. Per Per carried. of Gross. nnn^"?; to ,. Haul. Per Per 000 omitted. TotaL Cent _ PerTon Ton 000 omitted. Total Cmt Pe rTon. Ton of Gross. Mile. of Gross. I Mile. Product.? of Agriculture. Moles. £ s. d. d. Miles. £ s. d. d. Grain .. .. .. 265,925 3-82 13,177 50 120,764 2-65 9 1 2-19 316,943 4-07 13,567 49 137,941 2-78 8 9 2-13 Meals .. .. .. 112,571 1-62 7,036 62 61,219 1-35 10 11 2-08 117,901 1-53 7,215 61 60,754 1-23 10 4 2-02 Fruit .. .. .. 46,919 0-67 7,766 166 60,348 1-33 25 9 1-86 41,772 0-53 7.101 170 49,401 1-00 23 8 1-67 Root crops, fodder .. .. 139,690 2-01 9,157 65 71,683 1-58 10 3 1-87 163,173 2-09 10,258 63 80,210 1-62 9 10 1-91 Flax, green and dressed .. 11,086 0-16 , 787 71 8,196 0-18 14 10 2-49 26,159 0-33 1,606 61 17,312 0-34 13 3 2-58 Seeds .. .. ... 16,662 0-24 1,001 : 60 12,653 0-28 15 2 3-03 20,646 0-26 1,254 61 14,860 0-30 14 5 2-84 592,853 8-52 38,924 66 334,863 7-37 11 4 2-06 686,594 8-81 43,001 63 360,478 7-27 10 6 2-01 Animals and their Products. Cattle and horses .. .. 141,464 2-03 11,721 83 177,407 3-90 25 1 3-63 151,333 1-94 11,688 77 199,300 4-02 26 4 4-09 Sheep and pigs .. .. 414,589 5-96 29,326 71 400,227 8-81 19 4 3-27 414,445 5-32 29,396 71 412,839 8-33 19 11 3-37 Meat .. .. .. 191,384 2-75 5,692 30 138,688 3-05 14 6 5-84 173,669 2-23 4,680 27 117,658 2-37 13 7 6-03 Butter .. .. .. 132,318 1-90 7,684 58 124,781 2-75 18 11 3-89 122,749 1-58 7,225 59 120,999 2-44 19 9 4-02 Cheese .. .. .. 108,148 1-56 4,788 44 96,871 2-13 17 11 4-85 93,220 1-20 4,329 46 86,360 1-74 18 6 4-79 Wool .. .. ,. 117,991 1-70 6,276 53 117,201 2-58 19 11 4-48 124,156 1-59 7,215 58 125,951 2-54 20 3 4-19 Dairy by-products .. .. 17,192 0-25 1,471 86 18,343 0-40 21 4 2-99 18,664 0-24 1,460 78 18,299 0-37 19 7 3-01 Fat, hides, skins .. .. 37,580 0-54 1,656 44 36,504 0-80 19 5 5-28 32,366 0-42 1,428 44 32,208 0-65 19 11 5-41 Fish .. .. .. 9,370 0-13 1,621 173 14,133 0-31 30 2 2-09 8,233 0-10 1,336 162 12,133 0-25 29 6 2-18 1,170,036 16-82 70,235 60 1,124,155 j 24-73 19 3 3-84 1,138,835 14-62 68,757 60 1,125,747 22-71 19 10 ~J^93~ Products of Mines. Agricultural lime .. .. 157,211 2-26 10,653 68 31,397 0-69 4 0 0-70 171,777 2-21 11,114 65 33,183 0-66 3 11 0-72 Coal, imported .. .. 37,361 0-54 856 23 15,034 0-33 8 0 4-21 5,749 0-07 262 46 2,367 0-05 8 3 2-17 Coal, N.Z. hard .. . . 1,096,247 15-76 43,244 39 318,178 7-00 5 10 1-76 1,242,046 15-95 43,477 35 328,036 6-62 5 3 1-81 Coal, N.Z. brown .. .. 1,020,454 14-66 127,191 125 618,440 13-61 12 1 1-16 981,093 12-60 129,819 132 584,548 11-79 1111 1-08 Road-metal .. .. 234,412 3-37 5,655 24 44,653 0-98 3 10 1-89 413,551 5-31 8,648 21 69,192 1-40 3 4 1-92 Limeandcoke .. .. 77,438 1-11 4,070 53 30,878 ! 0-68 8 0 1-81 65,015 0-83 3,630 56 26,843 0-54 8 3 1-77 ,1 ! ! ! ; 2,623,123 37-70 191,669 73 1,058,580 23-29 8 1 1-32 2,879,231 36-97 I 196,950 68 1,044,169 21-06 7 3 1-27 Products of Forests. Timber, imported .. .. 27,577 0-40 | 1,288 47 25,254 0-56 18 4 4-70 30,990 0-40 1,627 52 31,682 0-64 20 5 4-67 Timber.N.Z. .. .. 375,524 5-40 41,539 111 350,931, 7-72 18 9 2-02 543,097 6-97 61,674 114 497,099 10-03 18 4 1-93 Firewood, posts, &c. .. 123,138 1-76 9,735 79 50,329 1-11 8 2:1-23 150,698 1-94 12,861 85 63,616 1-28 8 5 1-19 526,239 7-56 52,562 100 426,514 9-39 16 2 1-94 724,785 9-31 76,162 105 592,397 11-95 16 4 1-86 Manufactures, dec. Benzine, gasoline, kerosene .. 145,086 2-09 11,696 81 243,383 5-36 33 7 4-99 144,418 1-85 11,263 78 237,451 4-79 32 11 5-06 Cement .. .. .. 82,606 1-19 6,801 82 69,381 1-52 16 10 ! 2-44 82,544 1-06 5,922 72 61,122 1-23 14 10 2-48 Manures .. .. .. 563,417 8-09 34,134 61 220,791 4-86 7 10 j 1-55 681,458 8-75 39,384 58 274,286 5-54 8 0 1-67 791,109 11-37 52,631 67 533,555 11-74 13 6 2-43 908,420 11-66 56,569 62 572,859 11-56 12 8~ 2-43 MiseeUaneous .. .. 1,254,349 18-03 61.088 49 1,066,902 23-48 17 0 4-19 1,451,108 18-63 70,391 49 1,261,538 25-45 17 5 4-30 Totals •• •■ 6,957,709 100-00 467,109 67 4,544,569 100-00 13 0 2-33 7,788,973 100-00 511,830 66 4,957,188 100-00 12 9 2-32

D.—2,

STATEMENT No. 20. Statement showing Mileage, Capital Cost, Traffic, Operating Revenue, and Expenditure of New Zealand Government Railways from 1st April, 1925, to 31st March, 1931. MILEAGE, CAPITAL COST, TRAFFIC, AND REVENUE.

EXPENDITURE.

24

Total Passenger Journeys. stippn niir] r. .* i r. * rv ■ n Coaching Cattle. SMep ana Timber, rear. Miles. Capital Cost. Train-mileage. Revenue. (Number.) (Number) (Tons.) Number. Revenue. l £ £ £ 1925-1926 .. 3,138 45,794,199 10,319,407 27,653,414 2,537,047 409,207 391,, 649 8,209,965 770,654 1926-1927 .. 3,164 47,195,948 10,723.864 26,002,137 2,304,180 377,367 391,062 8,902,511, 663,442 1927-1928 .. 3,180 49,014,832 10,838,594 25,379,665 2,145,296 379,933 459,742 9,299,715 570,558 1928-1929 .. 3,287 54,210,139 11,113,482 25,574,843 2,124,746 378,141 634,394 9,685,374 568,026 1929-1930 .. 3,287 55,347,541 12,022,043 25,413,621 1,995,927 386,792 695,060 10,271,544! 574,080 1930-1931 .. 3,322 58,276,236 11,281,898 22,813,708 1,778,725 359,276 729,567 10,279,407 403,095 Miscellaneous Revenue vox Tear. Goods. Total. Goods Revenue. Revenue, Labour, Total Revenue. Train-mile ( Demurrage, &c. Tons. Tons. £ £ £ d. 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 4,680,135 138,481 7,343,845 162-62 1928-1929.. .. 6,509,978 7,078,004 4,846,125 175,852 7,524,864 162-50 1929-1930.. .. 6,649,114 7,223,194 4,904,324 186,949 7,473,993 149-21 1930-1931.. .. 5,998,562 6,401,657 4,487,357 156,029 6,781,388 144-26

„ r . . ltTT . „ r , Maintenance of Signals and Maintenance of Locomotives, Maintenance of Way and Works. Electrical Appliances. Carriages, and Wagons. Year. I Per Cent. Per Mile Per Cent. Per Mile Per Cent. Per Amount. of of Amount. of of Amount. of TrainRevenue. Railway. Revenue. Railway. Revenue. mile. £ £ £ £ £ d. 1925-1926 .. .. 1,144,385 15-08 368-80 105,064 1-38 33-86 1,311,317 17-28 30-50 1926-1927 .. .. 1,074,334 14-47 340-30 100,861 1-36 31-95 1,303,444 17-56 29-17 1927-1928 .. .. 1,147,067 15-62 360-94 102,871 1-40 32-37 1,380,727 18-80 30-57 1928-1929 .. .. 1,111,229 14-77 341-50 112,206 1-49 34-48 1,424,165 18-93 30-76 1929-1930 .. .. 1,146,014 15-33 352-19 ' 117,577 1-57 36-13 1,680,919 22-49 33-55 1930-1931 .. " .. 1,150,329 16-97 348-27 104,464 1-54 31-63 1,502,698 22-16 31-97 I Locomotive Transportation. Traffic Transportation. General Charges. Expend!- ExpendiTotal tme ture Yeaf ' Per per Per per Per per Expenditure. c^of 'Amount. 0e ? t - Train- Amount. „, ' Train- Amount. °°J l - Train- mile. Revenue. Revenue. **>»■ Revenue. 16 ' Revenue. mile - £ d. £ d. £ d. £ d. 1925-1926 .. 1,636,620 21-56 38-06 1,743,641 22-98 40-55 223,543 2-94 5-20 6,164,570 143-37 81-23 1926-1927 .. 1,669,352 22-49 37-36 1,752,998 23-6.1 39-23 257,294 3-47 5-76 6,158,283 137-82 82-96 1927-1928 .. 1,662,074 22-63 36-80 1,760,459 23-97 38-98 248,921 3-39 5-51 6,302,119 139-55 85-81 1928-1929 .. 1,650,793 21-94 35-65 1,825,965 24-26 39-43 250,221 3-32 5-40 6,374,579 137-66 84-71 1929-1930 .. 1,755,208 23-49 35-03 1,883,918 25-21 37-61 264,389 3-54 5-28 6,848,026 136-71 91-62 1930-1931 .. 1,594,672 23-53 33-92 1,798,490 26-52 38-26 255,490 3-76 5-43 6,406,143 136-28 94-47

STATEMENT No. 21. Comparative Statement of the Number of Employees for Years 1930-31 and 1929-30.

7—D. 2.

STATEMENT No. 22. Statement of Accidents for the Year ended 31st March, 1931.

D.—2.

25

1§f ■a « a a; o a a .a £ sc CD Branch. a o — j g "as 3h a a * S'ScQ o ft o a o :§■§ ■S a 3 ? O 3 '3 M QQ 3 CD 55 s o 02 £3 03 O K o 1930-31. General 1 3 710 168 4 4 3 383 354 54 137 1,821 Traffic .. 4 16 2,918 2,511 77 17 31 5,574 Maintenance .. , .. 9 39 2,480 1,621 47 33 39 4,268 Locomotive .. 4 IS 4,230 2,812 75* 16 22 7,177 Totals 18 76 10,338 7,112 203 70 95 383 354 54 137 18,840 1929-30. ■ General 1 3 670 164 4 4 3 428 356 73 ■ 108 1,812 Traffic .. 5 20 2,973 2,604 89 22 36 5,749 Maintenance 9 43 2,657 1,787 69 37 37 4,639 Locomotive 4 22 4,303 2,759 75* 23 24 .. 7,210 Totals 19 88 10,603 7,314 237 86 100 426 356 73 108 19,410 * Workshop staff only. Westport locomotive-Tunning staff are included in South Island Main Line and Branches.

Train Accidents . Accidents on Line (other than Train Accidents). Shunting Accidents. Employees proceeding Persons Accidents in Railway Workshops, &c. to or from Duty within killed or injured at Trespassers. Miscellaneous. To Section. Passengers. Employees. Passengers. Employees. Other Persons. Passengers. Employees. Other Persons. the Hallway Boundary. Crossings. Railway Employees. Other Persons. *3 T3 T3 T3 -d 'O • ! -• tj *3 •d ■o -d 8 ■a S VH ? 3) M © T3 © fT3 T3 H P r3 ! <P =3 1 P Si 1 3 ■3 © 3 0* 3 © 8 «3 P 3 "3 M a S 0 a "5" 3 3 a 0 a l_l 3 | I a | I 3 | 3 a r— 1 a "5* a s i— i ■ 3 "5? M a Kaihu m .. . | 2 2 North Island Main Line 6 1 2 13 2 8 3 1 2 ■ 69 4 i 1 2 14 23 V " " 2 690 344 30 1,057 and Branches South Island Main Line 1 1 4 2 7 1 1 1 3 31 .. ! 1 1 8 i 5 417 .. j 211 20 687 and Branches i .. > 4 •• 2 .. 15 21 1 1 •• 1 .. 1 Totals 7 1 3 17 4 15 4 2 •• ! 1 5 104 4 2 .. 3 22 ; 35 7 1,013 .. 570 I 50 1,769

D.—2.

STATEMENT No. 23. Statement of Carriage, Rail-car, Brake-van, and Wagon Stock, and Tarpaulins, for the Year ended 31st March, 1931.

26

S =a cc £ CD "> 3 a a ffl § cS to !9 0*9 4-3 Description. Class. a a M O W S M.3 0 0 3M (Eg O w is a 0 CO a 0 P 0 Carriages— First class 172 115 3 290 Second class . . . . . .. '2 406 4 344 12 7 4 779 Composite 2 278 8 184 4 7 5 488 Sleeping 15 6 21 Totals 4 871 12 649 16 14 12 1,578 Rail-cabs 1 4 5 Vans — Postal vans .. .. .. 14 6 20 Brake vans 2 265 4 207 8 6 4 496 Totals 2 279 4 213 8 6 4 516 Wagons— Horse-boxes G 108 1 94 1 4 208 Cattle H 430 4 276 4 5 8 727 Sheep J 1,282 40 1,122 10 40 2,494 Covered goods K 1 314 2 260 5 6 3 591 Sleeping-vans K 25 52 1 1 79 High sides L La 4 5,148 2,974 47 4,755 2,883 17 103 174 10,248 5,857 Low sides M 12 551 40 997 24 14 21 1,659 ,, (steel) Ma 146 12 158 Work-train .. . . .. ... Mb' 84 "20 104 Timber N 40 170 190 65 's 473 Iron hopper 0 21 21 ,, for ballast Ob 28 28 Platform coal ... P 228 228 Petrol, inspection . . Pw 1 1 Moveable hopper Q 495 723 1,218 Frozen-meat w 289 10 88 15 402 Cool, insulated X 167 31 198 „ ventilated Xa Xb 268 94 311 37 '7 587 131 Work-train hopper Y Yb 259 2 143 2 402 High-side, bogie R 2 218 83 303 Mail and luggage Ra 1 High-side, bogie Rb Rd Rn "70 40 34 41 111 40 34 Sheep, bogie S 57 "29 86 Cattle, bogie T 44 22 66 Platform, bogie U 229 40 138 4 4 io 425 Gas-store-holders, bogie Ua 11 4 ' ' 15 Platform, ,, TJb 138 219 357 Oil fuel, Ud 2 1 • • 2 Horse-boxes, „ Uo "37 36 73 Frozen meat, ,, V Vb 46 124 12 71 60 129 184 Covered goods, ,, z 56 40 96 Sleeping-vans, „ z 1 1 Covered goods, ,, Zp 76 78 154 Totals 60 13,766 208 12,581 843 167 268 27,893 Tarpaulins 30 11,773 116 11,345 52 175 290 23,780

D.—2.

STATEMENT No. 24. Statement of Locomotive Stock for the Year ended 31st March, 1931.

27

Class. Type. T3 t-t <D S-g 3 S^ s 5 . a 3 6 >> am 1 | M North Island Main Line and Branches. a 1 •g 3 South Island Main Line and Branches. Westport. 1 "as o o s o H A Tender (4-cvl. balanced compound) .. 28 50 7 57 A (simple, 409) 1 • . 1 Aa ,, 10 io 10 Ab „ 141 2 87 54 141 B .. 6 1 8 8 Ba 10 1 10 10 Bb 30 30 30 C „ (shunting) .. 12 6 6 12 D Clayton (shunting) 1 1 E Electric 11 11 Bb Battery (shunting, workshops) .. 2 2 4 F Tank 2 15 32 1 i 51 Fa , 2 2 3 2 9 G Garratt (articulated) 3 3 3 3 H Tank (Fell) 6 6 J Tender 6 io 16 L Tank 2 l . 3 N Tender .. 2 i 3 Q ,, 9 6 7 13 R Tank (single Fairlie) 5 5 U Tender .. 9 9 9 Ua 2 6 6 Ub ,, (Baldwin) . . 7 20 20 Ub ,, (Brooks) 1 1 Ub „ (Richmond) 1 1 1 Uc 2 10 10 W Tank 2 2 Wa ,, 1 6 3 10 Wa „ (" J " converted) 3 1 4 Wab ,, . . . . 16 6 10 16 Wb „ 3 6 9 Wd ,, . . . . 11 7 18 Wb 2 2 2 Wit ,, 11 17 17 3 4 41 Wg ,, 8 20 20 Ws 14 14 14 Ww • • 50 47 3 50 X Tender (4-cyl. balanced compound) .. Totals 5 1 18 18 377 8 2 366 6 246 1 2 7 6 645

D.—2

STATEMENT No. 25. Locomotive Running Costs, Year ended 31st March, 1931.

By Authority: W. A. G. Skinner, Government Printer, Wellington.— 1931.

28

Number of Locomo-Locomotive-mileage. Quantity of Stores. Cost. Details. Average Running. Repairs. Running. Total. Section. Shunting, Wages Section. tives Assisting, Light, T t , and 10KU - Miscellaneous. Locomotive. Coal. Oil. and Stores. Fuel. Wages. Material. i | Cwt. Quarts. £ £ £ £ £ 375 6,875,821 2,395,220 9,271,041 24,723 5,037,999 344,382 320,312 i 20,491 460,389 317,130 1,118,322 N.I.M.L. and branches. 240 4,102,296 1,539,380 5,641,676 23,507 3,007,209 221,652 199,788 10,877 209,738 196,045 616,448 S.I.M.L. and branches. 2 16,967 3,442 20,409 10,205 5,228 819 51 44 445 855 1,395 Kaihu. Gisborne Westport 6 68,089 12,667 80,756 13,459 33,481 3,335 1,480 159 4,656 2,305 8,600 Gisborne. 14 91,169 68,587 159,756 11,411 76,112 7,854 5,420 421 4,847 7,281 17,969 Westport. 7 48,224 15,120 63,344 9,049 29,764 2,430 2,371 120 3,404 2,187 8,082 Nelson. Picton 7 52,784 29,607 | 82,391 11,770 29,635 2,907 4,253 145 3,381 3,093 10,872 Picton. Total steam 651 11,255,350 4,064,023 | 15,319,373 23,532 8,219,428 583,379 533,675 32,257 . 686,860 528,896 1,781,688 Units. Electric locos., E 2-6 5 40,544 49,611 90,155 18,031 1,617,780 2,251 2,909 154 18,750 1,802 23,615 E 2-6. Electric locos., E 7-12 6 101,920 23,219 125,139 20,857 2,712,245 1,893 2,336 132 5,650 2,604 10,722 E 7-12. Electric rail-car, Em. 6 1 49,534 875 50,409 50,409 153,603 Gallons. 233 499 16 1,583 429 2,527 Rm. 6. Petrol rail-motor, Rm. 4 .. 1 6,511 1,455 7,966 7,966 533 108 60 5 47 124 236 Rm. 4: Petrol rail-motor, Em. 5 .. ] 4,953 280 5,233 5,233 340 f Cwt 90 42 5 31 77 155 Rm. 5. Steam rail-motor, Rm. 2 .. 1 19,712 789 20,501 2 2 0,501 * 1,957 234 390 15 216 484 1,105 Rm. 2. Grand total 666 11,478,524 4,140,252 15,618,776 3,452 , 588,188 539,911 i 32,584 713,137 534,416 1,820,048 Cost per Locomotive-mile. iterments and Deareciation Charges. ID S3 O aversion and Alteraion Charges. CO 1 o s a st of Bettarments nd D e p rec i a t i o n harges per Locomo-ve-mile. S'f _g o fe o <~ o ■£ fe! § » K bo 0i Sao ill 21 1 °s S 5£ ci us s a og Total Cost. o o H Days in Steam. rerage Number of Days in Steam per Locomotive. Repairs. Running. Total. Section. Wages and MaterStores. Fuel. Wages. ial. & C5 6 a o o ft H «i d. d. d. d. d. £ £ £ £ d. d. d. d. £ d. 8-29 0-53 11-92 i 8-21 28-95 69,180 14,841 8,444 125,991 ! 1-79 0-38 0-22 3-26 1,336,778 34-60 83,385 222 N.I.M.L. and branches. 8-50 0-46 8-92 8-34 26-22 35,651 7,115 3,870 92 126 ! 1-52 0-30 0-16 3-92 755,210 32-12 54,486 227 S.I.MX. and branches. 0-60 0-52 5-23 ! 10-05 16-40 i 113 8 223 ! 1-33 0-09 2-62 1,739 20-44 312 156 Kaihu. 4-40 0-47 13-84 : 6-85 25-56 ' 701 118 847 | 2-08 0-35 2-51 10.266 30-50 728 121 Gisborne. Westport 8-14 0-63 7-28 1 10-94 26-99 1,017 148 16 3 537 ! 1-53 0-22 6-02 5-32 22,688 34-08 2,338 167 Westport. 8-98 0-45 12-90 ! 8-29 30-62 570 122 722 ; 2-16 0-46 2-74 9,496 35-98 894 128 Nelson. Picton 12-39 0-42 9-85 9-01 31-67 579 57 ... i 1 098 ■ 1-68 0-17 3-20 12,606 36-72 934 133 Picton. Total steam 8-36 0-51 10-76 I 8-29 27-92 107,811 22,41C 12,330 1224 544 1-69 0-35 0-19 3-52 2,148,783 33-88 143,077 220 Electric locos., E 2-6 7-74 0-41 49-92 4-80 62-87 4,789 ! 12-75 28,404 75-62 1,351 270 E2-6. Electric locos., E 7-12 4-48 0-25 10-84 4-99 20-56 : 1,581 •• 3-03 12,303 23-59 1,344 224 E 7-12. 2-38 0-08 7-53 2-04 12-03 1,521 7-24 4,048 19-27 271 271 Rm. 6. Petrol rail-motor, Rm. 4 1-81 0-15 1-42 3-73 7-11 111 3-34 347 10-45 228 228 Rm. 4. Petrol rail-motor, Rm. 5 1-93 0-23 1-42 3-53 7-11 110 5-04 265 12-15 189 189 Rm. 5. Steam rail-motor, Rm. 2 4-57 0-18 2-53 ! 5-66 12-94 455 5-33 1,560 18-27 198 198 Rm. 2.

D.—2.

NEW ZEALAND GOVERNMENT RAILWAYS.