TRANSPORT DEPARTMENT (ANNUAL REPORT OF).

Appendix to the Journals of the House of Representatives, 1931 Session I-II, H-40

R.-40.

1931. NEW ZEALAND.

TRANSPORT DEPARTMENT (ANNUAL REPORT OF).

Presented to both Houses of the General Assembly by Leave.

Sir,— Transport Department, 22nd July, 1931. Herewith I have the honour to submit the annual report of the Transport Department for the year ended 31st March, 1931. I have, &c, J. S. Hunter, Commissioner of Transport. The Hon. W. A. Veitch, Minister of Transport, Wellington.

RE POET.

The major activities of the Department during the year are summarized hereunder:— MOTOR-VEHICLES ACT, 1924. The regulations relating to the granting of motor-drivers' licenses have been completely reissued after first being circulated in draft form for public information and criticism. It is generally" accepted, and appears to be undoubted, that there was much room for improvement in the previous state of affairs, and that the new regulations have effected this improvement. The regulations relating generally to motor traffic have been revised and consolidated with many amendments shown to be desirable, and will be circulated as a draft for criticism at an early date. The Motor-vehicle Mechanical Appliances Committee has met on five occasions, and given consideration to many motor appliances submitted to it, such as direction-indicators and anti-dazzle devices. The voluntary services rendered to the Government by the members of this Committee, the majority of whom are not Government officials, are much appreciated. MOTOE-VEHICLES INSURANCE (THIRD-PAETY RISKS) ACT, 1928. Although this Act is much more complete in its provision for insurance of third parties injured or killed by negligent motorists than any other similar enactment of which the Department is aware, the case of a third party who is injured or killed by a motorist of the " hit and run " type is not covered by the Act unless the motorist is subsequently located. The insurance companies are not desirous of taking advantage of this fact, and an agreement, to be signed by all of the companies accepting risks and by the Minister of Transport, has been finalized and will be gazetted, laying down the procedure to be followed to obtain compensation in such cases, proof of negligence by the motorist be:ng, of course, an essential ingredient in all these accidents. For the year ended 31st May, 1930, forty-two insurance concerns gave the prescribed notice to undertake business under the Act and carried on business accordingly. The premiums for the year, excluding, of course, any relating to the 1930-31 licensing year, amounted to £240,630 17s. 9d., after

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taking into account adjustments between the insurance concerns and the insured on account of extra premiums and refunds due to changes in the classification of the vehicle and the cancellation of registrations. The commission of the Post and Telegraph Department, at the rate of 6d. per transaction, amounted to £5,624 7s. id., leaving a balance of £235,006 10s. sd. Claims settled during the year, including costs, amounted to £84,959 18s. 6d., while the liability in respect of outstanding claims at the 31st May, 1930 (including costs), was estimated by the concerns carrying on the third-party business at £97,950 Bs. 6d. Assuming that this estimated liability will eventuate, this means that the total payments on account of compensation (including costs) will amount to £182,910 75., or 77-83 per cent, of the net total of premiums received. Attention is specially directed to the fact that the statistics cover the period of one year only, and must be interpreted with the utmost caution. It is quite impossible to state to what extent they represent normal or abnormal conditions. Experience over a longer period is the only way of ascertaining figures that will be typical of the third-party business in all its ramifications. The developments of the scheme are being closely studied with a view to ensuring that due equilibrium is maintained between premiums and benefits, but definite conclusions cannot be reached until more experience has been recorded. It is of interest to note that the percentage ratio of claims actually paid (including costs) to premiums for all classes of insurance undertaken in accordance with the provisions of the Accident Insurance Companies Act, 1908—accident (including motor accidents), disease, employers' liability, &c. --was 51-75, 49-32, 54-03, 57-98, and 60-62 per cent, respectively for the five calendar years ending with 1928. As the outstanding claims for any particular year would be paid during the succeeding or subsequent years, these figures are comparable, up to a point, with those for the third-party business alone, which show a corresponding percentage ratio of 77-83 per cent. Owing to the short period covered by the third-party figures, too much should not be inferred from this comparison, beyond a broad indication, that may be disproved by further experience, that the premiums as they stand to-day are not too high. PUBLIC WORKS ACT, 1928 (SO FAR AS IT RELATES TO HEAVY TeAFPIO OR MoTOR-VEHICLES). Apart from the action in connection with road-classification, which is dealt with in another part of this report, the chief work under this statute has been the complete review of the Motor-lorry Regulations. The aim generally has been to bring the regulations into line with modern conditions of motor traffic, at the same time bearing in mind the vital necessity for the conservation of roads. A draft consolidation of the regulations has been circulated for criticism, and will be considered, together with the criticisms, before being gazetted, by a conference of experts representative of local bodies and others directly affected. TRAMWAYS ACT, 1908. In accordance with a Cabinet direction, all proposed tramway Orders in Council are reviewed by this Department. Several have been dealt with during the year, and of matters of significance one ha"s been the replacement of the North Beach line, Christchurch,'by a trackless trolly service. This is a case where the lines of a long and sparsely settled line of tramway came to a stage when heavy repair of them was necessary. The route has been unprofitable for trams, and by using trackless trolly vehicles the overhead equipment is available without the necessity of expensive repairs to the rails. As the trackless trolly vehicle has become a much improved transport unit in the past few years, particularly in speed and comfort, it seems that the action in Christchurch indicates a tendency likely to grow in this country. This type of vehicle is further discussed in another part of the report. MOTOR-OMNIBUS TRAFFIC ACT, 1926. During the year ended 31st May, 1931, the District Engineers of the Public Works Department, who act for the Transport Department as Inspecting Engineers under the Motor-omnibus (Constructional) Regulations, 1929, received 494 applications for examinations of omnibuses, and issued 476 certificates of fitness in respect of omnibuses. The provisions of the Motor-omnibus Traffic Act, 1926, continue to be taken advantage of by the municipalities operating electric-tramway undertakings in protecting the public investment in these undertakings. There are signs of growing competition on both electric tram and bus routes from the smaller types of vehicles (carrying less than eight persons) which do not come within the meaning of the term " omnibus " as used in the Motor-omnibus Traffic Act, 1926, and are not, therefore, subject to its provisions. Out of the 476 omnibuses licensed under the Motor-omnibus Traffic Act, 1926, approximately thirteen were scrapped during the year. It is not anticipated that there will be much expansion in the number of omnibuses coming under the provisions of the Act during the coming year. LEGISLATION. New Zealand. Comprehensive legislation dealing with the position in New Zealand was prepared during the year. _ This legislation is based on the results of investigation by the Department into New Zealand conditions, and also on the experience of other countries.

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Other Parts op British Empire. The past year has witnessed the adoption of much transport legislation aimed at meeting the transport problem in different parts of the Empire. The principal legislative enactments or proposals are summarized hereunder : — South Australia. —Road and Railway Transport Act, 1930: " An Act to provide for the co-ordina-tion of passenger and freight transport by railways and by vehicles used for carrying passengers and goods on roads and to provide for the control and licensing of persons operating such vehicles." Assented to 12th November, 1930. South Africa. —Motor Carrier Transportation Act, 1930 : Areas are to be " proclaimed transportation areas " by Proclamation and notice in the Gazette, and thereafter a motor carrier certificate is necessary before the conveyance of goods or passengers can be undertaken for reward. Probably in force on Ist January, 1931. Tasmania. —The Traffic Act (No. 2), 1930 : All " public vehicles " (all vehicles used for hire or for conveyance of goods or passengers for hire or any other consideration), and drivers and conductors of same, must be licensed. Public vehicles to be inspected. Northern Ireland. —All public service vehicles to be licensed and inspected. Certificate of insurance to be produced when license issued. Licensing procedure vested in State Department. 1 New South Wales. —The Transport Act, 1930 : "An Act to provide transport trusts for the regulation and control of tramway and omnibus transport and public vehicles in certain areas." (Areas to be named in Proclamation.) Victoria. —Ministry of Transport Bill, 1930 : Transport Department to comprise three branches — (1) Railways ; (2) tramways ; (3) road transport. All motor freight vehicles to be licensed, with exception of vehicles used solely within an urban area or vehicles owned and used by a primary producer solely for conveyance of primary produce to market, factory, or nearest railway-station. Above in addition to requirements of Motor-omnibus Act, 1928, relating to omnibuses. Great Britain. —Road Traffic Act, 1930 : "An Act to make provision for the regulation of traffic on roads and of motor-vehicles and otherwise with respect to roads and vehicles thereon . . ." REGISTRATION OF MOTOR-VEHICLES. The number of motor-vehicles registered during the year showed a marked decrease in comparison with the number of registrations effected during each of the five preceding years, as the following table shows : —

The registrations of vehicles manufactured in Great Britain have not during the year 1930-31 shown the same percentage decrease as have registrations of vehicles manufactured in other countries. This is probably due to the increased preferences granted in the Customs Acts Amendment Act, 1930, in respect of vehicles manufactured in Great Britain. Detailed figures relating to the number of registrations and cancellations thereof are to be found in Tables 1 to 6 of the Appendix. On the Ist June, 1931, the registrations of 12,785 vehicles were cancelled owing to the licenses not having been renewed during the relicensing years 1929-30 and 1930-31. This number is considerably greater than that for June, 1930 —viz., 8,338. The following figures show the number of motor-vehicle registrations (including dormant registrations) as at the 31st March, 1931 : —

These figures do not include vehicles for which approximately 3,000 " demonstration " plates were issued to dealers during the year.

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Year. Cars. jCommeroial Vehicles. Cycles. Total Registrations. 1925-26 .. .. 18,811 4,409 5,130 28,350 1926-27 .. .. 16,439 4,692 5,464 26,590 1927-28 .. .. 12,531 3,399 4,560 20,490 1928-29 .. .. 18,739 4,167 4,768 27,674 1929-30 .. .. 20,802 5,745 4,300 30,847 1930-31 .. .. 12,378 4,113 3,139 19,630

North Island. South Island. Total. Cars .. .. .. .. 99,967 56,213 156,180 Commercial vehicles .. .. 24,055 11,515 35,570 Cycles .. .. .. .. 22,634 15,342 37,976 Totals .. .. .. 146,656 83,070 229,726

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a ♦ ToL nUm l 6I l of or gi S rationS canoelled between the coming into operation of the Motor-vehicles Act, 1924, and the 31st March, 1931, is as follows :—

Action was taken during the year to place with the Precision Engineering Co., of Wellington SlstM? 1932° manufaOtUre ° f the numb er-plates required for the relicensing year ending on the VEHICLES ACTUALLY ON THE ROAD. The number of " live " registrations on the register kept in accordance with the provisions of the Motor-vehicles Act, 1924 may be taken as a reasonable indication of the number of vehicles actually on the road. The numbers of these "live" registrations have been estimated for each month and the monthly averages for the twelve months ended 31st March, 1930 and 1931 are given hereunder:— ' g

N ;B-— Service-cars desi B ned t0 carry not more thail nine persons are included with motor-oars while those designed to carry more than nine persons are included with omnibuses. MOTOR-SPIRITS TAXATION ACT, 1927. The motor-spirits tax was increased from 4d. to 6d. per gallon as from the 22nd July 1930 «M f S l6 l 0 "^ lf« ShOW f e yieW fr ° m and distnbution of the petrol-tax for the year ended diet Marcn, 1931. Ihe figures for previous years are given for comparative purposes :— (a) Yield. n Gross yield .. .. . . .. _ _ _ _ .. 1,417 294 Deductions— £ Refunds and cost of making same .. .. 102,844 Commission to Customs Department for collection .. 14,400 117,244 £1,300,050 Net yield (i.e., gross yield less refunds and commission on collection)— Year ended 31st March— £ l9 f ■■ .... 143,516* jXf 802,232 }S? 961,907 W6i •■ •• •• •• .. 1,300,050f Total since inception of tax .. .. .. £3,207 705 There has been an increase in the applications for refunds since the tax was increased to 6d There are two mam reasons for this—firstly, the financial stringency due to the prevailing depression' and, secondly, the increase in the tax, which has now made it worth while for people to claim refunds that they did not worry about when the tax was 4d.

* Part year only. f Increase from 4d. to 6d. per gallon as from the 22nd July, 1930.

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North Island. South Island. Total. p arS .7 ,. 8.299 4,878 13,177 Commercial vehicles .. .. 3,685 1,619 5 304 Cycles " •• •• 7,021 5,341 12^362 Tota^s •• •• 19,005 j 11,838 30,843

Monthly Averages. Vehicle. — ' 1930. 1931. Motor-cars .. .. .. 125,013 134,407 T™ckB 23;512 25 ; 294 Omnibuses .. .. .. 1,029 1,040 Traction-engines .. .. .. 173 ' \\7 Trailers .. . . . . . . 755 923 Tractors . . . . . . 293 302 Motor-cycles .. .. .. 26,266 25,167 Other motor-vehicles .. . . 445 Totals .. .. 177,486 187,708

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(b) Distribution. The distribution of the proceeds from the petrol-tax between the Main Highways Board and boroughs with populations of 6,000 and over was as follows for the year ended 31st March, 1931 :— £ Main Highways Board .. .. .. .. #- 1,219 209 Boroughs (population of 6,000 and over) .. '80^841 Total •■ ■• •■ •• .. £1,300,050 N.B.—After the Ist August, 1930, the proportion of the petrol-tax paid to boroughs with Populations of 6,000 and over was reduced from. 8 per cent, to 5| per cent, (section 38, Finance Act, For the year ended 31st March, 1931, the One Tree Hill Borough was added to the list of boroughs qualified to participate in a direct share of the petrol-tax. The distribution of the petrol-tax amongst boroughs in accordance with section 9 (1) (b) of the Motor-spirits Taxation Act, 1927, for the year ended 31st March, 1931, together with cumulative figures showing the total distribution from the inception of the petrol-tax up to 31st March 1931 is given in Table 7 in the Appendix. (c) Classification according to Vehicles. The following figures show the net yield from the petrol-tax for the year ended 31st March 1931 split up according to the nature of the vehicle in which the motor-spirits was consumed :—

i,-i N ;^~"j erViOe "f rS desi S ned t0 oa «y not mOTC then nine persons are included with motor-cars while those designed to carry more than nine persons are included with omnibuses. Motor-spirits in respect of which refunds of the tax were made have not been included above ihe above figures are obviously inconclusive as evidence of the incidence of the petrol-tax Like all taxes, this one may shift either backwards to the producers of the benzine or forward'to the consumers of motor transport services, while a certain amount of the burden may be carried for a time by the operators of motor transport services. In the long-run the petrol-tax will tend to be shifted forward to the consumers of motor transport services, and, in so far as the increased cost of these services causes a diminution in the demand for them, a proportion of the tax will also, in the long-run, be cast upon the producers of motor-vehicles and equipment, in the form of losses of business consequent on a diminished demand For the year ended 31st March, 1931, passenger transport effected by motor-cars, motoromnibuses and motor-cycles contributed £70 out of every £100 of the total yield from the petrol-tax against £28 out of every £100 from trucks. Thus the petrol-tax derived from the carriage of passengers m motor-vehicles is over twice that derived from the transportation of commodities A further analysis of the motives lying behind the movement of persons (impossible at this stage) would shed further light on this question. Investigations by the Department indicate that approximately 50 per cent, of the total cost of operating motor-cars in New Zealand is for purposes of a non-business nature. On pages 68 and 69 of the last report of the Royal Commission on Transport in Great Britain the following statement is made apropos of the place occupied by the motor-car in the modern community : In these days of modern civilization the motor is an essential to many-to the doctor, to the commercial traveller, and to those whose profession or trade involves constant travelling. There is of course, a certain number of cars which can properly be regarded as luxuries, but, in our view it is impossible to define the point at which a motor ceases to be an essential and becomes a luxury and we cannot admit the truth of the proposition that private cars are, as a class, articles of luxury." Usage ov Eoads by Motor-vehicles. Some speculation exists as to the best method of measuring the usage of roads by motor-vehicles and also the utilities accruing from the existence of a road to the different sections of a community' The problem is both difficult and important-difficult because of the paucity of data relating to the nature and flow of traffic on our roads ; important because of its close relationship to the distribution of the revenue from special motor-taxation.

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Kind of Vehicle. I Amount Percentage of Total. M°tor-cars 794,000 61 mck ® •• •• •• •• ■■ 370,000 28 Omnibuses 68;000 Motor-cycles :,|.um 4 Balance, covering other motor-vehicles and other uses of motor- 14,000 9 spirits for which refunds were not claimed 1,300,000 100

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Ignoring all other than purely motor - traffic considerations, it would appear that the best measure of road-usage is the gross weight (of the vehicle and the load) that passes over any given road. Road-maintenance varies with the weight and speed of the vehicles that use the roads. From the road - damage point of view, therefore, speed should, strictly speaking, be considered. This, however, is impossible at the present time, so the figures given hereunder relate to weights only. The average weights used in calculating the gross ton-miles have been carefully estimated, while the annual vehicle mileages are in accordance with actual conditions in New Zealand, so far as is known : —

Gross Ton-mileage of Mechanically-propelled Traffic on Roads and Streets.

CONDITIONS IN THE MOTOR INDUSTRY DURING YEAR. Impost Tbade. The main features characterizing the motor import trade during 1930 were — (a) Substantial falling-off in the numbers of new vehicles ; (b) The fact that the quantity of motor-spirits was the highest yet recorded, while the average value per gallon (invoice value in country of shipment plus 10 per cent.) was the lowest yet recorded ; (c) A substantial decrease in the value of tires imported ; (d) A substantial decrease in the aggregate value of motor-vehicle parts. It would appear that there has been a sharp contraction in the additions to the number of new vehicles in the Dominion. The following tables show the number and value of motor-vehicles, and the value of fuel, tires, and spare parts, on which Customs duty was payable imported into the Dominion during the last five calendar years : —

(a) Imports of Vehicles.

(b) Imports of Motor-spirits, Tires, &c., and Vehicle Parts.

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Year ended 31st March, 1930. Year ended 31st March, 1931. Kind of Vehicle. ; Gross Ton-miles ; Percentage of I Gross Ton-miles Percentage of (000 omitted). j Total. | (000 omitted). Total. 1 xi'.i i it m »t 5ii <h ai - Cars .. ,. .. 1,000,104 6044 1,075,256 60-55 Trucks .. .. .. 543,737 32-88 591,712 33-32 Omnibuses .. .. .. 77,175 4-67 78,000 4-39 Traction-engines .. .. 2,076 0-13 1,404 0-06 Trailers .. . . .. 1,510 0-09 1,846 0-10 Cycles .. .. .. 29,549 1-79 28,313 1-58 Totals .. .. 1,654,151 100-00 1,776,531 100*00

Calendar Year. Motor-cars. j Motor-cycles. Totals. (a) NUMBER. 1926 .. .. .. 15,790 2,649 4,651 23,090 1927 .. .. .. 9,9.36 2,195 3,543 15,674 1928 .. .. .. 15,814 2,236 3,554 21,604 1929 .. .. .. 22,345 5,707 3,823 31,875 1930 .. .. .. 13,422 3,046 2,749 19,217 (b) value. £ £ £ £ 1926 .. . .. 2,610,392 588,053 203,868 3,402,313 1927 .. .. .. 1,504,749 361,920 165,300 2,031,969 1928 .. .. .. 2,231,757 418,841 173,241 2,823,839 1929 .. .. .. 3,272,653 833,827 189,359 4,295,839 1930 .. .. .. 1,860,174 482,002 134,594 2,476,770

Motor-spirits. Calendar Year. Tires and Tubes. Vehicle Parts. Total. Quantity. Value. j MBHrvt ** *" "t'|W S"** to I* r»"'« 11 i Gallons. j £ £ £ £ 1926 .. .. j 44,817,512 2,654,482 925,268 350,818 3,930,568 1927 .. .. 48,042,640 2,005,983 1,053,435 265.973 3,325,391 1928 .. .. j 54,540,416 1,655,451 991,022 239,823 2,886,296 1929 .. ..! 62,448,092 2,130,835 1,161,893 268,151 3,560.879 1930 .. .. 68,309,672 2,090,542 808,535 206,666 3,105,743

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ORGANIZED MOTOR TRANSPORT SERVICES. Notwithstanding the depression, there was considerable expansion in the motor transport services running over defined routes during the year ended. 31st March, 1931. The number of vehicles engaged increased from 2,172 in January, 1930, to 2,430 in January, 1931, or by 258, or 12 per cent Official statistics regarding motor transport services on defined routes are collected for the months of January and July each year. The yearly figures given in this survey have been derived from these monthly figures, by adding them together and multiplying by six, on. the assumption that the months of January and July may be regarded as more or less normal busy and slack months respectively The following figures summarize the position for the year 1930-31 as compared with 1929-30 :—

These figures are in striking contrast to similar figures for the railways over the same period as given hereunder :—

While rail transport business during the year showed recessions in both the passenger and goods branches as well as in total operating revenue, organized motor transport showed substantial gains in the volume of goods business and total revenue, and a slight decline in the number of passengers handled. Freights handled by coastal shipping during the calendar year 1930 showed a drop of 3 per cent, from the figure for 1929. The outstanding point emerging from the foregoing figures is that the economic law of substitution, which is inevitable in economic progress, is particularly to be observed in the field of transport to-day The plain fact appears to be that organized road motor transport is rapidly gaining ground while the rail and coastal shipping facilities are barely holding their position. It is true that the present depression has caused a shrinkage in the national volume of both goods and passenger traffic and the fact that the motor transport business has-expanded in spite of this drawback is evidence of the dynamic conditions in the industry. Omnibus Services. For statistical purposes the terms " omnibuses " and " service-cars " shade into each other in respect of a few vehicles on the border-line between the two classes. For the purpose of distinction the omnibuses have been regarded as the bigger vehicles operating on the comparatively short routes while the service cars have been regarded as the smaller vehicles on the longer routes. The principal estimated data relating to the operation of omnibuses in the Dominion durino- the years ended 31st March, 1930 and 1931, are given hereunder :

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em - 1929-30. 1930-31. Increase. Decrease. TT . . , Per Cent. Per Cent. Vehicles .. .. . Number 2,172 2,430 12 Vehicle mileage .. .. Miles 40,300,000 45,700,000 13 Passengers carried .. ..Number 26,500,000 26,000,000 .. ~2 Goods carried .. . . Tons 900,000 1,053,000 17 Receipts .. .. .. £ 1,947,000 2,031,000 4 I

I ~ ~ em * j 1929-30. 1930-31. Increase. Decrease. ' „ Per Cent. Per Cent. Ordinary rail passengers* .. Number 8,469,038 7,265,912 .. 14 Season tickets .. .. „ 667,432 600,440 .. 10 Goods carried .. .. Tons 7,796,209 6,963.073 11 Revenue* .. .. .. £ 7,473,993 6,781,388 .. 9 * Excluding motor transport services.

Year ended 31st March, Percentage. I : ~ ~~ 1930. J 1931. Increase. Decrease (a) Absolute Figures. Vehicles .. . . . . . . Number 562 609 8 Vehicle mileage .. .. . . Miles 13,900.000 15,300,000 10 Passengers .. .. .. .. Number 25,200,000 24,800,000 .. 2 Receipts .. .. .. .. £j 735,000 747,000 2 (b) Average. Average mileage per vehicle per annum .. Miles 25,000 25,000 Average number of passengers per vehicle Number 45,000 41 '000 ' ' 9 per annum Average receipts per vehicle per annum .. £ 1,308 1 200 .. 8 Average receipts per passenger .. . . d. 7 ' 7-2 3 Average receipts per vehicle-mile .. d. 12-7 11-7 8

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The main points disclosed by the above figures are an increase of forty-seven vehicles in 1930-31 as compared with 1929-30; an increase of 1,400,000, or 10 per cent., in the vehicle mileage : a decrease of 400,000, or 2 per cent., in the number of passengers carried ; and an increase of £12,000, or 2 per cent., in the total receipts. In the absence of information relating to the average length of passenger journeys, it is impossible to say whether the decrease in the number of passengers carried has been compensated by an increase in the length of journeys. Although the average mileage per vehicle remained at 25,000 miles in 1930-31, the number of passengers per vehicle and the receipts per annum declined by 4,000, or 9 per cent., and £100, or 8 per cent., respectively. The average receipts per passenger carried increased from 7d. to 7-2 d., while the receipts per vehicle-mile receded from 12-7 d. to 11-7 d. Omnibus and Railway Competition. The expansion during 1930-31 in the omnibus services operating on routes that parallel railway routes affords evidence of the further displacement of the railway by the omnibus in the field of short-distance suburban passenger transportation. The number of vehicles employed on these routes increased from 220 to 283, while those on routes where there was no railway decreased from 342 to 326. The following figures show the position with respect to the services that operated on routes which paralleled the railways, and those on other routes, for the years ended 31st March, 1930 and 1931 :—

Service-cars. The number of vehicles operating as service-cars increased from 501 in January, 1930, to 542 in January, 1931 ; the vehicle mileage increased from 15,000,000 to 17,300,000, or by 15 per cent. As these vehicles operate mainly over rural roads, and as the maintenance-cost of these roads is determined by, inter alia, the volume and speed of traffic thereon, this increase in the mileage is closely connected with the increasing maintenance-cost of rural roads. The number of passengers carried increased from 1,220,000 in 1929-30 to 1,240,000 in 1930-31, while the total receipts gained from £507,000 to £539,000, or by 6 per cent. The following table shows the principal information available relating to the operation of servicecars during the years ended 31st March, 1930 and 1931 :—

The above figures show that the average service-car ran 2,000 more miles in 1930-31 than in 1929-30, and carried 100 less passengers for a drop of £13 in total receipts. An examination of the fares charged on certain representative routes discloses an average of 2fd. per passenger-mile. Dividing this figure into the average revenue per passenger, it would appear that the average length of each passenger journey is approximately forty miles.

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Year ended 31st March, j Percentage. 1930. 1931. Increase. Decrease. (a) Omnibus Routes that substantially parallel Rail Routes. Vehicles . . .. . . Number 220 283 29 Vehicle mileage.. .. .. Miles 7,200,000 8,600,000 20 Passengers .. .. .. Number 8,000,000 8,100,000 1 Receipts .. .. .. £ 380,000 413,000 9 (b) Omnibus Routes that do not parallel Rail Routes. Vehicles .. . . .. Number 342 326 .. 5 Vehicle mileage. . . . . . Miles 6,700,000 6,700,000 ' Passengers .. .. .. Number 17,200,000 16,700,000 .. 2 Receipts .. .. .. £ 356,000 334,000 .. 3

Year ended 31st March, Percentage. Item. •' : • ■ 1 - ' 1930. 1931. Increase. Decrease. Vehicles .. . . . . . . Number 523 564 8 Vehicle mileage .. .. .. Miles 15,000,000 17,300,000 15 Passengers .. .. .. .. Number 1,220,000 1,240,000 2 Receipts .. .. .. .. £ 507,000 539,000 6 Average mileage per vehicle per annum .. Miles 29,000 31,000 7 Average number of passengers per vehicle Number 2,300 .. 4 per annum Average receipts per annum per vehicle .. £ 969 956 . ] Average receipts per passenger . . .. d. 100 104 4 Average receipts per vehicle-mile .. d. 8-1 7-5 7

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Competition with Railways. Of the 564 service-cars operating in January, 1931, 260 were running on routes that paralleled the railway. The operations of these vehicles during 1930-31 accounted for 11,000,000 miles, or 67 per cent., out of a total vehicle mileage for all service-cars of 17,300,000 ; 705,000, or 57 per cent., of the total service-car passengers (1,240,000) ; and £327,000, or 61 per cent., of the total receipts for service cars (£539,000). The annual receipts from those vehicles operating on routes that do not parallel the railway increased by approximately 10 per cent, in 1930-31 as compared with 1929-30, while that from vehicles operating on routes that parallel the railway increased by 4 per cent. The following figures show the developments in the services on routes that substantially parallel the railways, and those on other routes, for the years ended 31st March, 1930 and 1931 : —

The outstanding point in the above figures is the relatively greater expansion in the services running on routes unserved by the railways. Another noticeable feature is that out of a total of 17,300,000 vehicle-miles for 1930-31, approximately 11,000,000, or 67 per cent., were run on routes that paralleled the railways. Freight Services. In the earlier stages of the development of motor-transport passenger and goods services on defined routes, passenger services developed more rapidly than the freight services. Recent years, however, have witnessed increased organization in the freight-haulage business, with rapid increases in the number of time-table services over defined routes. The number of vehicles employed on these routes during the year ended 31st March, 1931, was 1,160 ; the monthly average number of trucks (including all classes from small delivery-vans to the heaviest types) licensed during the same period was 25,294. These trucks on the organized services ran 11,700,000 miles during the year, and carried 1,038,000 tons of freight for a revenue of £708,000. Compared with the preceding year, these figures show gains of 19, 18, and 8 per cent, respectively. The following summary shows the principal information relating to the operation of trucks on organized services during the years ended 31st March, 1930 and 1931 :—

The increase in the number of vehicles and the aggregate vehicle mileage is much, greater relatively than that recorded for the tonnage of freight handled. A good proportion of this increase in the number of vehicles and mileage is due to new services being started, while a considerable proportion may be regarded as an indication of keener competition on routes already served.

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Year ended 31st March, Percentage. 1930. 1931. Increase. Decrease. (a) Service-car Routes that substantially -parallel Rail Routes. Vehicles . . . . . . Number 266 260 .. 2 Vehicle mileage .. .. Miles 9,700,000 11,000,000 13 Passengers .. .. .. Number 103,000 705,000 Receipts .. .. .. £ 315,000 327,000 4 (b) Service-car Routes that do not parallel Rail Routes. Vehicles .. .. .. Number 257 £04 18 Vehicle mileage .. .. Miles 5,300,000 6,300,000 19 Passengers .. .. .. Number 519,000 539,000 4 Receipts .. .. .. £ 192,000 212,000 10

Year ended 31st March, Percentage. 1930. 1931. | Increase. Decrease. Vehicles .. .. .. .. Number 965 1,160 20 Vehicle mileage .. .. .. Miles 9,800,000 11,700,000 19 Freight .. .. .. Tons 876,000 1,038,000 18 Receipts .. .. .. .. £ 653,000 708,000 8 Average mileage per vehicle per annum .. Miles 10,000 10,000 Average number of tons of freight per Number 907 894 .. 1 vehicle per annum Average receipts per vehicle per annum .. £ 677 610 . . 10 Average receipts per ton of freight .. d. 179 164 .. 8 Average receipts per vehicle-mile .. d. 16-0 14-5 .. 9

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Of the 965 vehicles engaged solely in the haulage of freight during 1929-30, 386 had pay-load capacities of under 2 tons, while 579 had capacities of 2 tons and over. In 1930-31 the smaller-sized vehicles increased by 20, or 5 per cent., while the bigger-sized trucks gained by 175, or 30 per cent. Notwithstanding this increase in the heavier type of vehicles, the total quantity of freight per vehicle and the average receipts per vehicle per annum declined by I and 10 per cent, respectively in 1930-31 as compared with 1929-30. # The average receipts per ton of freight dropped from 14s. lid. in 1929-30 to 13s. Bd. in 1930-31, while the average receipts per vehicle-mile also fell from Is. 4d.-to Is. 2|d. Competition with Railways. The following figures illustrate the extent to which the organized freight services are operated on routes that parallel the railway and on routes unserved by the railway : —

The foregoing figures direct attention to the fact that, on the basis of total receipts, approximately 60 per cent, of the organized motor freight business is located on routes unserved by the railway, and that the average length of haul is considerably shorter on these routes than on those paralleling the railway. The first statement is in contrast to the case of both omnibus and service-car services, where the services on routes paralleling the railway account for more than half of the business. Combined Freight and Passenger Services. In January, 1931, there were ninety-seven vehicles engaged on defined routes in the transportation of both passengers and goods. This number was twenty-five less than the number recorded for January, 1930. The reason for the decrease in this class of service appears to be that as these combined services develop they tend to be replaced by services catering solely for passengers or goods, not for both. The following summary shows the principal estimated data for these combined services for the years ended 31st March, 1930 and 1931, respectively :—

ROAD-CLASSIFICATION. The classification of roads is based on a restriction of the maximum gross loads (i.e., weight of vehicle plus the weight of the load) that may be transported over any given roads. Power is given in the Public Works Amendment Act, 1924, for the classification of all roads and streets with reference

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Year ended 31st March, Percentage. 1930. 1931. Increase. Decrease. (a) Motor Freight Routes that substantially parallel Rail Routes. Vehicles .. .. .. Number 359 424 | 18 Vehicle mileage.. .. .. Miles 4,300,000 5,400,000 26 Freight .. .. .. Tons 326,000 354,000 9 Revenue .. .... £ 276,000 292,000 6 (b) Motor Freight Routes that do not parallel Bail Routes. Vehicles .. .. . . Number 606 736 21 Vehicle mileage .. .. Miles 5,500,000 6,300,000 15 Freight .. .. .. Tons 550,000 684,000 24 Revenue .. .. .. £ 377,000 416,000 10

Year ended 31st March, 1930. | 1931. „ 1 ; i ■ ■ Vehicles .. .. . . Number 122 97 Vehicle mileage .. .. Miles 1,500,000 1,300,000 Passengers .. .. .. Number 88,000 33,000 Freight .. .. .. Tons 25,000 14,886 Receipts .. .. .. £ 51,036 36,768

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to their suitability for use by different classes of motor-lorries. The regulations made in pursuance of this provision give the appropriate road-controlling authorities power to classify roads into the following classes : —

i Prior to the 31st May, 1930, the multi-axled vehicles received preference on first-class roads only, but amending regulations on that day conferred the increased weight allowed on these vehicles as shown in the second column above. In order to meet exceptional cases and to ensure that the classification may not, by undue inflexibility, inhibit the flow of heavy traffic that is economically necessary, road-controlling authorities may issue permits allowing heavier weights to be carried over any classified road than those provided for in each class above. Although restrictions of this kind have existed from the earliest times, the necessity for a national scheme was not so acute in the pre-motor days, mainly owing to the relatively slower speeds and lighter weights of horse-drawn traffic and the consequently lower cost of maintenance and construction of roads. The rapid growth of motor transport in New Zealand has been accompanied on the one hand by higher speeds and heavier weights of the traffic units, and on the other by a greater density of traffic on our roads. The combined effect of these developments has been an enormous increase in the expenditure on roads and bridges, which, including maintenance and construction costs as well as interest and sinking-fund charges, now exceeds £8,500,000 per annum. Great strides have been made in providing road-surfaces to carry motor traffic, but owing to the relatively small population and the comparative youth of the Dominion it would be an economic impossibility to provide the 40,000-odd miles with surfaces capable of carrying the maximum gross loads allowed by the law —viz., 10 tons on two-axled and 15 tons on multi-axled vehicles. As a result New Zealand has had to choose between two courses —(a) allowing unrestricted use of all roads by motor - vehicles, subject, of course, to restrictions as to speed, weight, lighting, &c. ; or (b) restricting the gross loads that might be carried over any given road. The damage to the roads that followed their unrestricted use by motor traffic, and the inordinately high road expenditure resulting therefrom to keep them in reasonably good order, compelled recourse to the second action — viz., the restriction under a scheme of road-classification. Experience has shown that, where the necessary volume of freights exists, traffic up to the maximum weights allowed by the law develops. In New Zealand it is estimated that this volume is found on approximately 15,000 miles of the total length of the rural roads. When it, is considered that there are under 100 miles of rural roads capable of carrying regular 10-ton traffic, it is seen that road-classification is necessary to prevent the destruction of the bulk of the rural roads by a relatively few heavy vehicles. Road-classification means Lower Real Costs of Transport. It is true that roads yield certain advantages beyond those attached to the transportation of commodities over them. It is for this reason mainly that the real cost of each transportation service is not paid directly in respect of each such service. Apart from the vehicle costs, which, in the long-run, are met by the recipient of the service, and which in so far as they represent special motortaxation constitute a proportion of the road costs, the remaining road expenditure is drawn from the general taxpayer and the local ratepayer. During the year ended 31st March, 1930, £8,670,000 was expended in connection with roads, streets, and bridges, the source of the moneys being as follows : — Amount. Percentage of £ Total. General taxpayer .. .. .. ■• ■■ 1,146,618 13-18 Local ratepayer .. '... .. • • •• 3,130,172 35-96 Special motor-taxation .. .. . . ..1,866,647 21-47 Loan 2,557,638 29-39 Total .. ... £8,701,075 100-00 As indicated by the foregoing figures, approximately only 20 per cent, of the annual expenditure on roads is met from special motor-taxation, and therefore incorporated in the direct costs of road transport. The remaining portion of the total bill—excluding, of course, loan-moneys —amounting to just over £4,000,000, is found out of either general or local taxation.

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Gross Weights (Vehicle and Load) allowed. Glass. . ; —— | Two-axle Vehicles. Multi-axle Vehicles. Tons. Tons. First . . . . . . . . 10 15 Second . . . . . . .. 8 10 Third .. .. .. . . 61 8 Fourth . . . . .. . . 4-1 6A Fifth 2\ 4|

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Although there is little doubt that direct transport charges do not lose their identity as such, the position is not quite as clear in respect of the moneys found per medium of the general and local taxation channels. The association between the operation of transport facilities and the burden of taxation (general and local) is not always recognized, although they are in fact cause and effect. This diversification or spreading of road costs has had the effect of obscuring the full real costs, with the result that many road-controlling authorities in New Zealand did not realize tho savings to be made in ultimate transport costs by a good scheme of restrictions on the gross loads allowed to be carried over the roads. The maximum load that will result in the most economic use of any road can be determined from the following factors : (a) The nature of the road surface ; (6) the transport requirements of the area served ; (c) the other transport facilities available ; and (d) the type of vehicle. As the regulations empowering the classification of roads stand at present, the suitability of the road is the sole determining factor. Where, therefore, the roads are of such a nature as to carry the loads provided under their present classification (if any), there is no power to reduce the weight-limits allowed, even in any cases where it is clear that the road standards a.re, for various reasons, in excess of the transport requirements of the area. These cases, however, are rare. In the majority of areas dealt with by the Department during the year the question at issue has been the reduction of the classification. This enabled all relevant considerations, whether economic or technical, to be carefully weighed and taken into consideration. As outlined hereunder, a number of important rural areas were investigated during the year. The modus operandi in these investigations was as follows : — (a) An economic survey covering the nature of production carried on, and the transport requirements involved. (6) An economic survey of the existing transport facilities and their adequacy or otherwise. (c) An examination of the road surfaces. These investigations yielded much valuable information on a number of aspects of the transport facilities in the areas covered. The main points of a general economic nature emerging were as follows : — (a) The relatively high proportion of the farming production required to meet road costs. (6) The absence of any conscious system of co-ordination between the road and railway facilities. It is a rather surprising fact that there are a number of localities without rail facilities which have considerably lower-standard roads than other localities with the railways, (c) The important part played by motor-trucks in hauling the primary products from the farms to the ports or the railways. (a) The absence of a full realization of the savings in actual road-maintenance and ultimate costs of transport that follow a well-devised scheme of road-classification. Road-classification and Truck-development. Truck-development in New Zealand since 1925 has been characterized by a rapid increase in the number of vehicles of between 1 and 2 tons capacity. This tendency, has also been present in other countries. Many of the earlier users of heavy trucks have found them difficult to employ throughout the whole year ; particularly has this been so in a country with such a marked seasonal tendency in the transportation of commodities as New Zealand. The economies gained by heavy haulage in the flush of the season are more than offset by the difficulty in employing these heavy vehicles throughout the whole year. The tendency has therefore been in the direction of the medium-sized trucks, which, while being able to deal reasonably efficiently with the heavy loads, are also capable of being employed to a greater extent than the heavy vehicles in the periods when the flow of commodities is on a much smaller scale. The following table shows the development in the various classes of trucks since 1925, and directs attention to the rapid increase in the medium-sized vehicles : —

Number of Trucks registered in the Dominion (including Dormant Registrations).

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Pay-load Capacity. At 31st December, 0ver x Ton and Q yer 2 Tons and l 0ver 3 Tons and 1 Ton and under, not more than not more than | not more than Over 4 Tons. Total. 2 Tons. 3 Tons. 1 4 Tons. __ I ; 1925 .. .. 9,671 2,077 879 ! 713 333 13,673 1926 .. .. 13,056 2,827 1,155 ! 824 389 18,251 1927 .. .. 15,601 ' 3,643 1.322 | 850 399 21,815 1928 .. .. 17,057 4,302 1,465 j 866 416 24,106 1929 .. .. 18,792 6,453 1,668 I 852 424 28,189 1930 .. .. 19,839 8,034 1,798 I 872 424 30,967 Relative Numbers (1925 — 100) . 1925 .. .. 100 100 j 100 100 100 100 1926 .. .. 135 136 131 116 117 133 1927 .. .. 161 175 150 119 120 160 1928 .. .. 176 207 167 121 125 176 1929 .. .. 194 311 190 120 127 206 1930 .. .. 205 387 205 122 127 _ 226

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The restriction of the maximum loads that may be carried on roads is in accord with developments in vehicle-design which are enabling greater loads to be carried on vehicles with less wear on the roads. Foremost among these developments are : (a) The multi-axle type, which reduces axle-loads, and impacts on the roads ; (6) improved tires and springing. The encouragement given to the development of the multi-axled vehicle in road-classification has a far-reaching efiect in road transportation. It means, broadly, that road-classification will result in heavy loads being transported in multi-axled vehicles over roads that will require much less expenditure than would roads to carry the same loads on two-axled vehicles. It means also that where conditions warrant the haulage of heavy loads the restriction of the gross loads by roadclassification is not prohibitive, since recourse can be had to the multi-axled vehicles. Seasonal Nature of Heavy Loads. The bulk of our manufacturing industries that operate more or less evenly throughout the year, and the transportation requirements of which do not fluctuate with the seasons, are in the bigger centres of population, where the question of limiting the gross loads on roads or streets does not generally arise owing to the structure of these roads and the greater density of population which results in a wider spreading of the roading-costs. On the rural roads—and it is on these roads that the restrictions mainly arise—there are marked seasonal characteristics in the nature and weight of the loads. The products of the dairying and pastoral industries are moving towards the exporting ports in the summer and autumn, road-metal and timber are being carted throughout the whole year, while manures are being hauled mainly during the winter and spring months. Owing to the importance of meeting the heavy seasonal traffic in farming products, many counties have been apprehensive of placing restrictions on the gross loads to be carried over their roads, but in the majority of cases an investigation disclosed the fact that substantial savings in aggregate transport costs would result from a well-devised scheme of classification. Investigations have shown that a study of the heavy-traffic requirements of a locality, the operating-costs of the different classes of trucks, and the cost of the roads generally, draws attention to the maximum load that will yield the most economic results. Road-classification and Future Road Standards. Road-classification is the result of economic pressure in the direction of coping with the road expenditure, which has displayed a marked tendency to increase with the growth of motor traffic. Unclassified roads permit of any traffic up to the statutory limit of 10 tons for two-axled vehicles. In several districts where classification has not been systematically enforced a relatively few heavy loads have caused undue damage to the roads. In several other districts, mainly those where road materials are relatively cheap, classification has not been adopted in any form on many roads, with the result that traffic up to the 10-ton limit has developed on all the unclassified roads, a small length only of which are capable of carrying such loads. The result has been additional expenditure for maintenance and the finding of additional moneys for construction purposes much sooner than would otherwise have been the case. Taking into account the railway reticulation and the existence of coastal shipping, it would appear that unless road facilities are to duplicate these' facilities, and thus foster unnecessary competition, maximum gross loads of 6| tons on two-axled vehicles and 8 tons on multi-axled vehicles should meet the requirements for heavy loads on our rural roads. This would direct roaddevelopment as a complement in the whole national transport system. Road vehicles would, broadlv speaking, carry the short-haul traffic, while the longer hauls would be left to the railways and coastal shipping, which under existing conditions can handle them more economically. Unclassified roads or roads where the classification is too high tend to foster long haulage by motor transport. Even on third-class roads goods-hauliers are operating over routes of more than 100 miles in length in competition with the railways. Summary of Road Classification Activities during Year. As indicated in last year's annual report, the Department has pursued a vigorous policy in regard to the general classification of the rural roads in the Dominion, and the efforts made in this direction have received general support from practically all the road-controlling authorities. During the year conferences were held with local-body representatives in four of the highway districts, and the whole question of road - classification discussed in the light of a comprehensive economic survey of each district. (1) Conference at Masterton : No. 10 Highway District. —Present, representatives from the following counties : Featherston, Wairarapa South, Masterton, Mauriceville, Castlepoint, Akitio, Eketahuna, Pahiatua. After considerable discussion it was unanimously decided that the maximum classification of any road or highway in this district be second class. Since the conference a number of the counties have submitted proposals in line with the above recommendation. (2) Conference at Timaru: No. 15 Highway District.- —Present, representatives from the following counties : Ashburton, Geraldine, Levels, Mackenzie, Waimate. The District Engineer, Public Works Department, Christchurch, was also present. The transport requirements and facilities of the district were reviewed, and after full discussion the delegates unanimously agreed on the following recommendation : " That the maximum classification of any road or highway in the No. 15 Highway District be second class." Since the conference all the counties represented have submitted classification proposals in line with this recommendation.

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(3) Conference at Eltham: No. 7 Highway District. —Present, representatives from the following counties : Clifton, Taranaki, Egmont, Inglewood, Stratford, Eltham, Waimate West, Hawera ; also the District Engineer, Public Works Department, Stratford. After discussion, a resolution similar to that carried at Masterton and Tiniaru was put to the meeting and carried unanimously. (4) Conference at Whangarei : No. 1 Highway District. —Present, representatives from the following counties : Mangonui, Whangaroa, Hokianga, Bay of Islands, Whangarei, Hobson, Otamatea, Rodney, Waitemata. Also present, the District Engineer, Public Works Department, Whangarei. The whole question of transport in this area was fully discussed, and the following resolution was carried unanimously : " That the maximum classification in No. 1 Highway District be restricted as a general policy to 4| tons, excluding therefrom an area within a radius of twenty miles of Auckland City." Since the conference the classification of the roads in Whangaroa and Whangarei Counties has been reduced from third to fourth class in accordance with this resolution. During the year fifty-five local authorities were visited, and various typical roads under their control inspected. The classification figures for the Dominion are now as follows : —

THE. PBOBLEM OF MOTOR ACCIDENTS. In June, 1930, a conference was arranged by the Minister to consider ways and means of reducing the traffic-accident rate in New Zealand. The conference consisted of representatives of the Municipal and Counties Association, the North Island and South Island Motor Unions, the service-car and motorlorry proprietors, the various insurance companies, and the Railways, Public Health, Census and Statistics, Justice, Education, State Accident, Police, Public Works (including Main Highways Board), and Transport Departments. The conference made some very important recommendations to the Government, and the following is a brief indication of the nature of the more important of them, together with an indication of the action which is being taken in the meantime to deal with the recommendations. After considering the available statistics concerning traffic accidents in New Zealand, the conference proceeded to review the present laws which are intended to limit these accidents. In connection with drivers' licenses, it was recommended that when a driver, through his negligence or intoxication, causes personal injury or death it shall be compulsory for his license to be cancelled for minimum periods of six months in cases of intoxication and three months in cases of negligence, and, later, when the Thirdparty Risks Act was under discussion, it was recommended that in cases of intoxication the amount of the insurance paid out may be recovered from the driver by the insurance company, and that also in all cases of negligent driving, including the foregoing, the conviction shall be endorsed on the license for three years from the date of the offence. To help in the latter, the old license is to be presented when any new license is obtained. It was also recommended that for second and subsequent offences of driving without possessing a license the Court be given power to inflict imprisonment. These proposals are now under consideration in conjunction with other legislation for the present session. Various alterations to the Motor-vehicle Regulations were considered, including suggestions for the bettering of the system of issuing motor-drivers' licenses, and the provision for compulsory driving tests framed by regulation applicable to all parts of New Zealand. The recent consolidation of the Motor-drivers' Regulations contained most of these alterations. An important recommendation of the conference under this heading was that an absolute speed-limit of forty-five miles per hour be fixed for rural localities and twenty-five miles per hour for urban localities, and in the latter case additional absolute restrictions of fifteen miles per hour in passing intersections, &c, and ten miles per hour when going round sharp bends, &c. These recommendations are under consideration by the Government. In connection with railway level crossings, the conference unanimously agreed that, in view of the finances available and the measures in hand, the best available steps were being taken by the Railway Department; and a similar resolution was carried in connection with roadworks of the Main Highways Board and Public Works Department. In connection with railway crossings, a resolution was carried unanimously that power be given to local authorities and the Government, through the local authorities, to remove growth, even if on private property, obscuring the view at railway level crossings. Proposals for the regulation of pedestrians and other road traffic were approved by the conference, which also recommended that the Stock Act, 1908, and other Acts relating to stock on roads be revised and brought into line with modern conditions. These proposals would also require amendment of the law, and are under consideration. After reviewing the existing laws, the conference proceeded to consider the methods of enforcement thereof, and it was clear that the majority of the conference was not satisfied with the present system of divided control, whereby some three hundred local authorities in New Zealand are responsible for

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-^ rs * Class. Second Class. Third Class. Fourth Class. Fifth Class. ge^Roads' North Island .. 24,606 323 1,081 2,831 5,054 2,544 11,833 South Island .. 20,888 96 1,057 1,529 1,121 247 4,050 Totals, 1931 .. 45,494 419 2,138 4,360 6.175 2,791 15,883 1930.. 44,558 436 1,274 3,530 4,582 2,544 12,366

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the enforcement in their own areas, and the police take a measure of responsibility in the more serious cases. It was generally considered that the present system was both inefficient, particularly in the country districts, and more expensive than should be the case for the results provided, and that, further, there was a complete absence of uniformity of enforcement. After a full discussion a resolution was passed by a large majority in favour of a national and uniform system of traffic-law enforcement being instituted. This recommendation requires and is receiving very full investigation from the financial and other aspects before anything is done to give effect to it. The conference also unanimously recommended that a system of chance mechanical inspection (more particularly of brakes) be instituted by Government patrol officers, as there was no doubt that a large percentage of vehicles were being run in an unsafe condition. This proposal, although not so far-reaching as the previous one, also requires full investigation and consideration by the Government, more particularly as to cost, and steps are being taken as indicated under the previous recommendation. The penalties at present inflicted for traffic offences were also considered, and, while a recommendation was made by the conference that the Justice Department consider methods of making the penalties for similar minor traffic offences more uniform, the conference was against any idea for dispensing with Court procedure in minor cases, even when guilt is admitted. It was also recommended that a system of addresses on traffic dangers be added to the curriculum of each school, and that various other methods be adopted for the reduction of danger to school-children, and the education of the public in traffic dangers through the radio and the press. In this connection conference expressed, by resolution, its appreciation of the assistance being rendered by the North and South Island Motor Unions in providing funds for " safety first " propaganda. - A method of establishing a scheme to obtain fuller traffic-accident statistics than are at present available was considered by the conference to be an important aspect of its deliberations. A subcommittee was set up to consider the possibility of obtaining the essential primary data from the insurance companies. This scheme promises well, but, owing to the financial stringency, it has not yet been put into operation. Analysis op Fatal Accidents from Ist April, 1930, to 31st Mabch, 1931, and Comparison with those or Last Year. The fatal motor accidents occurring on public roads between the Ist April, 1930, and the 31st March, 1931, numbered, according to this Department's information, 221, giving rise to 247 deaths. The table below analyses these figures in the same way as in last year's annual report, and the figures in the latter are shown in brackets for purposes of comparison. It must be borne in mind that the fatalities cover a very small portion of the whole field of motor-accidents, and the value of any comparisons is accordingly limited to this extent. The striking aspect in comparing the figures for the two periods is, unfortunately, the increase of accidents by 53 (over 30 per cent.) and the increase of deaths by 62 (over 33 per cent.). If lessons can be drawn from the figures, they may perhaps be that the increased safety provided by four-wheel brakes does not appear to equalize the danger provided by the speed possible from modern cars, and that laws are ineffectual unless properly obeyed and enforced. Table. (1) Nature of Accident. —Collisions : Motor-vehicle with—Pedestrian, (52) 55 ; motor-vehicle, (40) 75 ; train, (7) 11 ; tram, (1) 1 ; bicycle, (12) 7 ; horse-vehicle or horse under control, (4) 1 ; fixed object, (6) 8 ; straying stock, (1) 1. No collisions : Went over bank, (27) 29 ; otherwise, (22) 33. Total accidents, (172) 221. The increase in motor collisions is noteworthy. (2) Persons killed classified in Ages. —o-4 years, (10) 7 ; 5-9 years, (8) 9 ; 10-14 years, (2) 5 ; 15-19 years, (17) 24; 20-24 years, (30) 45; 25-54 years, (83) 101; 55 years and over, (36) 57 : total deaths, (186) 247. The adult ages show the greatest increase. (3) Types of Vehicle involved. —Motor-cycle, (59) 64 ; private motor-car (105) 132 ; taxi-cab, (2) 4 ; service-car, (5) 5 ; motor-omnibus (3) 5 ; motor lorry or van, (39) 46 ; bicycle, (12) 7 ; tram, (2) 1 ; horse-drawn, (4) 0 ; train, (7) 9 ; other vehicle, (1)' 0. The private motor is apparently the class affected by the majority of the increased accidents. (4) Hour of Accident.— Midnight-1 a.m., (0) 4 ; 1-6 a.m., (7) 8 ; 6-7 a.m., (1) 1 ; 7-8 a.m., (1) 7 ; 8-9 a.m., (6) 5 ; 9-10 a.m., (4) 4 ; 10-11 a.m., (5) 10 ; 11-12 a.m., (11) 15 ; 12-1 p.m., (4) 5 ; 1-2 p.m.. (10) 4 ; 2-3 p.m., (8) 13 ; 3-4 p.m., (2) 16 ; 4-5 p.m., (24) 18 ; 5-6 p.m., (23) 20 ; 6-7 p.m., (23) 24 ; 7-8 p.m., (11) 16: 8-9 p.m., (12) 20 : 9-10 p.m., (5) 7 ; 10-11 p.m., (8) 14 ; 11-12 p.m., (fl) 10. Generally the figures show, as last year, that between 4 p.m. and 7 p.m. is the peak period. (5) Day of Week of Accident.— Sunday, (26) 33 ; Monday, (23) 28 ; Tuesday, (17) 24 ; Wednesday, (28) 25 ; Thursday, (21) 23 ; Friday, (22) 33 ; Saturday, (35) 55. The increase in week-end accidents is noteworthy. (6) Persons killed classified by Location. —Pedestrians, (53) 55; on motor-cycles, (51) 58; on other motor-vehicles, (68) 119 ; on other vehicles or horses, (14) 16. Here again the increase is principally in the four-wheel motor-vehicle. (7) Conditions of Light.— -Daylight, (86) 89 ; dusk, (19) 34 ; artificial lighting, (22) 20 ; darkness or moonlight, (45) 78. The increase is principally in the hours of darkness.

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(8) Nature of Thoroughfare. —lntersection, (19) 18 ; railway-crossing, (7) 9 ; nature or condition of road (bad surface or bend, &c.) helped accident, (48) 51 ; road conditions not a factor, (98) 143. Although the railway-crossing accidents are only 2 more than last year, they account for 20 deaths. (9) Location. — (a) North Island : Auckland City and environs, (29) 25 ; Wellington City and environs, (16) 19 ; other towns, (20) 31 ; country, (57) 88. (6) South Island : Christchurch City and environs, (13) 14 ; Dunedin City and environs, (4) 8 ; other towns, (8) 11 ; country, (25) 25. This shows that the increase lies chiefly in the North Island country districts. (10) Causes of Accident. —Breaches of law : Excessive speed in circumstances — (a) But not exceeding 20 miles per hour, (33) 6 ; ib) exceeding 20 miles per hour, but not exceeding 35 miles, (35) 25 ; (c) exceeding 35 miles, (18) 32.* On wrong side of road, (24) 38. Did not comply with " off-side " rule, (7) 7. Passing standing tram, (3) 0. Other passing breaches, (9) 4. Failure of driver to signal—Motor-vehicles, (3) 0 ; other vehicles, (2) 0. * Breaches of law relating to railway intersections, (7) 11. Vehicle without rear reflector or with inefficient one, (2) 2. Faulty brakes, (8) 9. No lights or inefficient lights (including horse-vehicles and bicycles), (22) 17. Glaring headlights, (4) 10. Faulty steering-gear, (3) 4. Faulty tires or wheels, (4) 8. Driver's mild intoxication a factor in accident, (12) 26. Driver's severe intoxication a factor in accident, (3) 7. Driver unlicensed or inexperienced, (5) 2. Straying stock, (1) 1. Other breaches of law, (5) 2. Other causes : Bad weather conditions, (19) 4. Vehicle being reversed, (3) 2. Sun-dazzle, (2) 0. Obstruction to view by parked motor-vehicle, (4) 5. Driver's physical defect a direct cause, (4) 0. Motorist and pedestrian—Motorist at fault, (17) 9 ; pedestrian (not intoxicated) crossing or on road, without care or getting confused, (17) 30 ; pedestrian intoxicated, (5) 5 ; children on streets, (2) 7 ; infant (under six) not under proper control, (9) 1 ; other causes of pedestrian accidents, (6) 1. Causes not included above, (4) 22. The larger number of accidents apparently occurring at the higher speeds and due to not keeping to the left is noteworthy ; also the increase in cases of driver's intoxication and glaring headlights. MECHANICAL DEVELOPMENTS DURING YEAR. The Electric Trolly-bus. Until quite recently the trackless trolly-bus as a class of public passenger-vehicle has been represented in New Zealand by one small vehicle only of an early type. The inauguration during the year of trolly-bus service for several miles outwards from Christchurch with large capacity single-deck vehicles of modern design and attractive appearance draws attention to the potentialities of this type of vehicle. The trolly-bus is growing in popularity both in Great Britain and in the United States of America, and in this latter connection statistical figures recently published show that the percentage increases for the United States of America for the year 1930 compared with the previous year have been as follows : 83 per cent, increase in the number of companies operating trolly-buses, 174 per cent, increase in the number of buses, 143 per cent, increase in the number of routes, and 170 per cent, increase in the mileage run. Tires. Perhaps no section of motor-vehicle production has made more progress within the year than the tire-manufacturing branch has done. Not only are they extending the life of tires of ordinary types and sizes by improved methods of construction, but are also offering, on the one hand, " balloon " tires of exceptionally large carrying-capacity —viz., 4 tons per tire —and, on the other hand, tires of moderate load-capacity at relatively low air-pressures, which in turn give safety and added comfort to the traveller. The system of rating the gross load capacity of commercial vehicles per medium of their respective tires and in keeping with the tire load and inflation schedules as published and recommended by associations representing the interests of both, chassis-makers and tire-manufacturers is likely to become general throughout Great Britain and the United States of America. Oversea Mechanical Transport Council. An outline of the activity and objective of the Oversea Mechanical Transport Directing Committee was given in my annual report for last year, and it is pleasing to now report that the committee has been able to carry on with, and has achieved some success in, the work of developing mechanical transport for the economic benefit of our Empire. In the first quarterly bulletin issued during the year it is reported that, after considering the respective merits of alternative designs for the 40-ton pay-load unit, it was decided to proceed with the combination tractor with two 20-ton trailers, and much experimental work has been and is still being done on a section and on parts of the patented track proposed for the job. Naturally, more progress has been made with the lighter tractor, with 15-ton pay-load multi-axle trailer unit, and it is expected that a detailed report upon the experiments and investigations of this useful type of vehicle will be available shortly.

* As in many cases the only source of information re speed was the driver himself, these figures are not a reliable guide.

16

H.—4o.

The Three-axle Vehicle. Transport conditions vary greatly not only in different parts of the world, but also in the different parts of any country such as ours, and consequently the requirements in motor-vehicles to meet those needs will likewise vary, but there is, and always will be, throughout the civilized world a universal desire for a high standard of efficiency in transportation with a relatively low cost in " road construction cum maintenance." In this latter connection, few would deny that the pneumatic tire of to-day justifies special mention, while many authorities would be ready to place the rigid-frame three-axle vehicle next in order of merit. As proof of the suitability of this type of vehicle for the general needs of transport, and as an indication of the present demand, it may suffice to state that in the recently compiled motor-truck schedules of England and of the United States of America many makes of such vehicles are included, and even the 30 cwt. pay-load class is represented. Everybody interested in transport is familiar with the advantages of the pneumatic tire, and likewise it is now generally known to road-controlling authorities that the rigid-frame three-axle vehicle does much less damage to the roadway through impact than the orthodox two-axle motor-truck of the same or of considerably less gross weight. Any owner of the former type of truck could confidently expect his " vehicle-maintenance charge per ton-mile " to be similarly less, and he coidd also profit through the extra gross-weight allowance given to this type of vehicle on roads with a restrictive load-classification. It has been predicted that in a few years' time the six-wheel vehicle will outnumber the four-wheel vehicle, owing to its ability to carry a greater pay-load for a given gross weight and to its less destructive effect on the roads. The " Diesel " Engine. The design, tests, and future prospects of the so-called " Diesel " engine for service in the motorvehicle have been popular subjects for serious discussion in the engineering and transport world during the past year, while much valuable information and experience obtained from the many experimental vehicles actually engaged in daily service has been published. It is to be expected that the development of such engines would be gradual, in spite, of the phenominally low cost of the fuel consumed and of many other attractive features. Marked progress has been and is still being made with the " Diesel " engine, but the weight of evidence thus far available has not yet given the manufacturer of the competitive petrol-engine cause to reorganize his works or take other drastic action in anticipation of an immediate wholesale demand for compression-ignition units. A company operating a large fleet of motor omnibuses in the Auckland area has imported and is about to commission a Diesel-engined unit which, when fully laden, will have a gross weight of over 8 tons. As this is the first of its kind to be operated within the Dominion, it will attract much attention, and. its performance and the comparative cost of operation will doubtless be watched with interest.

APPENDIX.

TABLE 1.—MOTOR-VEHICLE REGISTRATIONS, 1925-1930. Table showing the Total Number of Vehicles registered under the Motor-vehicles Act, 1924, at 31st December, in the Years 1925 to 1930.

3—H. 40.

17

(N.B. —Dormant, but not Cancelled, Registrations are included in this Table.) _ 4 , _ : : : : j Trucks (classified according to Pay-load Capacity). w Trailers. : fl - eg cj 'd T3 T3 T3 'd !. OJOfl<X> . S d.fl fl.cjcj.. flb 02 t £« Sr ° i rC <s#fi ««a g £ £3 3 © 3 S o H 31st December, Cars. ■*» . cgS «o° ° i ? a 2 2 5 £ a o2io2" 4 foe'o2Vo2'„il « fl a rC « -je o a £ "V H-pfl "?pfl jJ c_I O " ' >§ -£ oJsqjS <5 i £ £ £ I ■ O O O ! O O | ■ , I 1925 .. j 81,662 9,671 2,077 j 879 713 268 j 48 17 13,673 1,285 386 198 291 193 369 25,339 ! 123,396 1926 .. 101,462 13,056 2,827 I 1,155 824 314 48 27 18,251 1,590 465 241 432 328 455 32,101 155,325 1927 .. 111,641 15,601 3,643 J 1,322 850 340 41 18 21,815 1,143 47:7 314 535 345 422 34,593 171,285 1928 .. 1125,656: 17.057 4,302 1,465 866 347 I 48 21 24,106 1,190 421 269 689 422 460 36,116! 189,329 1929 .. 143,814 | 18,792 6,453 1,668 852 349! 51 24 28,189 1,271 372 262 945 449 501 37,349 j 213,152 1930 .. 155,189 19,894 8.068,1,807 873 350 I 51 23 31,066 1,308 306 261 1,325 465 505 37,582)228,007

H.—4o.

TABLE 2.—MOTOR-VEHICLE REGISTRATIONS, BY HIGHWAY DISTRICTS. Table showing according to Highway Districts the Number of Motor-cars, Omnibuses, and Motor-trucks (including Dormant, but not Cancelled, Registrations) registered at 31st December in the Years 1926, 1927, 1928, 1929, and 1930.

18

, Highway District. j | Motor-cars. j Omnibuses. j Motor-trucks. 1926. 1927. 1928. j 1929. 1930. j 1926. 1927. 1928. 1929. 1930. j 1926. 1927. 1928. 1929. 1930. " : ~ 7 ' ' " j 1 , ' ! ! " I Auckland North 1 12,987 j 14,838 5,394* 6,310* 6,863* 412 264 j 21* I 37* 43* 3,575 4,241 1,600* 1,893* 2,104* Auckland South 2 9,454 10,656 23,826* 28,015* 30,586* 165 78 j 329* 343* 341* 1,970 2,457 5,836* 6,663* 7,173* Tauranga .. .. .. .. 3 2,079 2,359 2,704 3,222 3,562 52 26 25 23 26 469 624 698 835 951 GiSb0me 4 2 > 471 2 ' 837 3 > 22 '5 3.648 3,863 40 29 30 36 38 361 426 458 546 609 Hawke s Bay .. .. . . j 5 7,217 7,857 8,728 9,834 10,382 94 69 73 i 72 75 1,274 1,553 1,649 1,896 2,072 King country .. .. .. 6 1,134 1,257 1,478 1,826 ■ 1,989 44 24 22 28 30 357 463 523 721 787 Taranaki .. .. .. .. 7 5,787 6,332 7,221 8,184 8,789 52 40 43 42 43 891 1,055 1,223 1,491 1,648 Wanganui 8 4,820 1 5,313 5,897 6,652 6,962 40 37 39 41 39 | 905 1,027 1,110 1,263 1,326 Wellington West 9 j 12,535, 13,715 15,830 18,503 20,328 187 184 ! 187 192 198 2,596 2,988 3,340 3,800 1 4,119 Wellington East .. ... .. 10 , 4,048; 4,146 4,646 5,223 5,564 31 36 35 39 39 634 699 745 ' 881 947 Nelson .. .. .. .. n 3,198 3,566 3,945 4,513 4,892 66 48 49 49 49 469 577 637 778 902 WeSt ° 0aSt 12 1,197 j 1,392 1,590 1,891 2,183 60 44 52 58 61 326 421 459 ! 567 670 Canterbury North 13 1,128 j 1,103 1,243 1,416 1,499 6 9 9 10 11 138 149 179 226 268 Canterbury Central .. .. 14 11,466 12,582 13,870 15,475 16,528 84 58 65 72 72 1,573 1,841 2,001 2,339 2,605 Canterbury South 15 8,266 8,835 9,695 10,684 11,208 83 83 ' 91 97 100 744 911 1,008 1,235 1,422 Otago Central 16 1,447 1,459 1,647 1,869 1,977 21 16 16 18 19 181 203 238 291 329 ° tag0S0Uth 17 6 ' 130 6 ,771 7 >491 8,485 9,028 85 58 63 67 73 1,162 1,377 1,494 1,707 1,832 Southland 18 6 > 098 6,623 7,226 8,064 8,431 68 40 41 47 51 626 803 908 1,057 1.203 T ° talS •' '■ " ■" j 101 > 462 111,641 125,656 143,814 154,634 1,590 1,143 1,190 1,271 1,308 18,251 21,815 24,106 28,189 30,967 * Alterations in boundaries invalidate horizontal comparisons for the North Auckland and South Auckland Districts beyond 1927!

H.—4o.

TABLE 3.—MOTOR-CYCLE REGISTRATIONS, BY HIGHWAY DISTRICTS. Table showing the Number of Motor-cycles registered in the Dominion, according to Highway Districts, at 31st December, 1926, 1927, 1928, 1929, and 1930.

TABLE 4.—REGISTRATIONS CANCELLED AT 1st JUNE, 1931. Table showing the Number of "Dormant "* 1928-29 Registrations included in the Register of Motor-vehicles on the 31st May, 1931, and which were cancelled on the 1st June, 1931, in accordance with Regulation 3, gazetted on the 8th March, 1928, under the Motor-vehicles Amendment Act, 1927.

4—H. 40.

19

Highway District. i District No. 1926. i 1927. 1928. | 1929. 1930. : , ■ • ' i - i ' . I _J Auckland North .. .. 1. 3,241 3,923 1,890* 2,107* 2,266* Auckland South .. .. 2 2,893 2,812 5,718* 6,236* 6,594* Tauranga .. .. .. 3 556 646 688 736 753 Gisborne .. 4 329 432 480 518 531 Hawke's Bay .. .. ! 5 1,948 2,135 2,108 2,036 1,871 King-country .. .. 6 364 356 375 404 416 Taranaki .. .. .. 7 2,228 2,412 2,650 2,759 2,782 Wanganui .. .. .. 8 1,651 1,742 1,706 1,696 1,598 Wellington West .. .. 9 4,060 4,383 4,617 4,614 4,526 Wellington Bast .. .. 10 992 937 939 946 934 Nelson .. .. .. 11 1,298 1,426 1,434 1,486 1,487 West Coast .. .. 12 493 609 632 657 641 Canterbury North . . .. 13 336 311 335 352 358 Canterbury Central .. .. 14 5,127 5,411 5,495 5,686 5,717 Canterbury South .. .. 15 2,457 2,566 2,583 2,622 2,555 Otago Central .. .. 16 420 365 373 371 379 Otago South .. .. 17 1,996 2,291 2,317 2,346 2,303 Southland .. .. .. 18 1,712 1,836 1,776 1,777 1,693 Totals .. .. .. 32,101 34,593 36,116 j 37,349 37,404 * Alterations in boundaries invalidate horizontal comparisons for the North Auckland and the South Auckland Districts beyond 1927.

I ! Highway District. Trucks (Pay-load Capacity). Trailers. d - : , — CO "o •+J +2 -».3 -4-i • : 2h * '3 0J0_5 0_;C>_;0_; 83 .2 ,22 a M bD ® CO S S -^Yx3-+f r cl-^ p d-4f r c3-tf rj 3 § J§ • O fH Cars. « . l«i §< go S® 5 A b " S Cycles. Totals. Name. No. §S gj gjj gj gf g| ® f f £ | £ I fS fS vS S ā S 2 £ 2 a N « K, ao®o®o®o®o S * sa §S £a oS s a « ° „ , , f I ; ( , . :.. | . _ Auckland North ..1 251 108 26 4 2 1 .... 12 1 .. 5 1 .. 188 599 Auckland South ..2 909 304 79 34 13 4 1 .. 21 2 3 8 4 5 615 2,002 Tauranga . . 3 203 49 8 3 3 1 .. 4.. .. 2 3 2 110 388 Gisborne 4 138 25 7 2 2 2 .... 1 2 .. 3 .... 50 232 Hawke's Bay .. 5 459 92 27 4 16 ... . i 8 4 3 2 6 2 357 981 King-country .. 6 144 64 11 11 1 ... . 1 4 1 61 304 Taranaki " 7 302 42 7 10 4 9 .... 4 .... 5 7 I 366 757 Wanganui 8 297 57 20 7 5 3 .... 4 1 .. 4 7 .. 227 632 Wellington West .. 9 700 122 27 9 10 3 .... 16 3 4 8 6 3 611 1,522 Wellington East ..10 220 48 8 5 2 2 2 .. 6 3 .. 153 449 Nelson .. 11 154 35 582 1 1 621241 169 391 West Coast .. 12 96 37 7 3 1 5 .. . . 1 .. .. 93 243 Canterbury North 13 35 8 1 1 4 2 1 4 41 97 Canterbury Central 14 545 95 20 13 7 1 2 16 4 26 5 3 758 1,495 Canterbury South 15 409 60 10 2 6 2 2 .. 7 40 27 9 10 .. 397 981 Otago Central ..16 89 15 2 2 2 1 2 1 57 171 Otago South .. 17 356 76 7 5 4 3 5 1 9 3.. 327 796 Southland .. 18 362 40 10 4 5 1 2 2 2.3.. 314 745 Totals, 1931 .. .. 5,669 1,277 279 126 83 29 4 1 106 85 47 96 71 18 4,894 12,785 Totals, 1930 .. .. 3,605 -720 171 65 42 16 1 1 53 77 45 69 67 21 3,385 8,338 j ■ • ■ ■; ■ * " Dormant" means vehicles which, although registered, were not licensed during the years 1929-30 and 1930-31.

H.—4o.

TABLE 5.-MOTOR-VEHICLE REGISTRATIONS AT 31st MARCH, 1931. Table showing the Number or Motor-vehicle Registrations, including "Dormant"*, but excluding Cancelled Registrations, up to and including the 31st March, 1931.

TABLE 6.—REGISTRATIONS CANCELLED UP TO AND INCLUDING 30th JUNE, 1931. Table showing the Number of Cancelled Motor-vehicle Registrations up to and including the 30th June, 1931.

20

Highway District. Trucks (Pay-load Capacity). I Trailers. « 02 . O | ■+= +3 +3 +3 ,A 2 *3 O • O • O • o • O • 7r> » «2 a sQagagagag S 'S -3 • £ <§ ! «S x>S «3 d | a ® . S£ Cars - tc S™ i 4, §"= i ® o A a fe ■S t S Cycles. Totals. If Jj II II |I !l t I I § I £8 OrH , +S ce 2 5r< -g Hj, (M d, ' M J, JJ id ,) > _H S CJ 2 cDpa>0<i}0(D0a}0 rl r\ <i ;>g>g!>e ;>=;>. a ° ° C O O O O M Auckland North.. 1 6,914 1,423 657 32 9 7 .... 44 3 9 60 25 16 2,330 11,529 Auckland South.. 2 31,019 4,773 1,830 370 194 65 10 6 342 9 23 118 28 98 6,736 45,621 Tauranga .. 3 3,602 675 240 35 14 4 .... 26 .. .. 13 25 11 767 5,412 Gisborne .. 4 3,891 313 216 57 22 4 .... 38 5 .. 12 15 3 539 5,115 Hawke's Bay .. 5 10,421 1,294 534 158 86 29 4 3 75 7 13 54 36 52 1,892 14,658 King-country .. 6 2,006 463 301 27 3 1 1 ".. 31 4 4 19 3 4 421 3,288 Taranaki .. 7 8,873 1,054 430 92 45 36 1 1 43 7 .. 22 13 20 2,812 13,449 Wanganui .. 8 7,021 869 335 90 34 13 .... 39 2 1 26 18 20 1,610 10,078 Wellington West.. 9 20,614 2,405 1,099 349 206 75 7 7 199 6 15 95 76 76 4,585 29,814 Wellington East.. 10 5,606 620 243 60 32 8 .... 40 16 8 62 30 25 942 7,692 Nelson.. .. 11 4,936 579 232 61 26 13 6 .. 50 13 1 30 29 18 1,502 7^496 West Coast .. 12 2,210 414 213 32 19 4 1 .. 62 4 3 31 13 14 653 3,673 Canterbury North 13 1,506 166 84 11 5 5 1 .. 11 9 5 6 14 4 367 2,194 Canterbury Central 14 116,683 1,810 570 155 53 31 10 3 75 55 j 60 358 47 54 5,812 2ō'776 Canterbury South 15 11,283 972 318 90 38 21 5 2 102 134 I 98 226 32 42 2,579 15,942 Otago Central .. 16 1,989 229 69 24 7 3 .... 19 8 j 3 18 11 5 383 2,768 Otago South .. 17 9,100 1 1,200 450 120 52 20 4 .. 74 24 20 144 37 27 2,335 13,607 Southland .. 18 8,506 743 372 59 33 13 1 1 51 9 i 3 66 27 19 1,711 11'614 Totals .. .. }l56,180 [20,002 8,193 1,822 878 352 51 23 1,321 315 266 1,360 479 508 37,976 229,726 .ffiotK 3' H B - 1 HH J: Sl ''''V * " Dormant" means vehicles which have been registered but not licensed for the current year.

Highway District. Trucks (Pay-load Capacity). Trailers. m CO , •p g §§§g'agag'ag I "ā. » f 5 •o-S vS hzsS a s a ® « T Oars. -» . |« g« go gi o ■? fi I -g S Cycles. Totals. •II I! II li II ll t I i s M ! W "H „ <N „ CO j, ■* 0 iO „> > £ 9 « 8 hr += « >a a a i>a > a ° o O rt O B O O fl O B M Auckland North .. 1 1,046 358 70 22 15 4 ..53 2 6 24 16 26 749 2 391 Auckland South .. 2 3,057 896 215 93 49 10 1 97 18 11 26 42 39 2,049 6'603 Tauranga .. 3 499 143 26 12 4 2 .... 12 10 8 5 292 l'oi3 Gisborne .. 4 478 69 25 5 5 6 .... 14 2 2 11 2 11 180 '810 Hawke's Bay .. 5 1,409 298 78 29 39 2 2 24 12 12 14 18 27 1,350 3,314 King-country .. 6 324 136 31 18 6 1 13 .... 2 7 4 191 733 Taranaki .. 7 992 155 38 26 14 21 .... 10 2 6 8 14 1,210 2 496 Wanganui .. 8 906 180 55 29 16 8 1 .. 10 7 3 21 19 8 862 2^125 Wellington West .. 9 2,687 583 143 92 58 13 3 68 10 13 29 41 23 2,309 6'o72 Wellington East .. 10 665 141 38 16 9 1 . . 14 9 9 25 4 3 586 1 520 Nelson .. ..11 521 105 20 13 5 3 2 . . 18 17 6 5 15 5 650 l'385 West Coast .. 12 298 108 14 9 10 11 I 3 8 6 6 296 770 Canterbury North 13 116 23 4 1 3 I 11 11 4 10 3 146 333 Canterbury Central 14 1,945 319 50 28 17 4 .. 13 69 65 65 13 32 2,541 5,161 Canterbury South 15 1,305 139 30 5 11 7 2 .. 27 111 79 20 16 5 1,345 3'l02 Otago Central .. 16 262 30 2 3 2 5 .. 5 7 4 3 193 's]6 Otaao South .. 17 1,272 287 38 16 13 5 .. 2 10 31 8 14 6 11 1,163 2 876 Southland .. 18 1,251 139 19 11 15 9 .... 10 23 3 11 8 6 1,172 2,677 Totals to June 1931 .. 19,033 4,109 896 428 291 100 10 4 410 332 231 299 242 228 17,284 ~43T897 Totals to June, 1930 .. 12,587 2,602 572 283 197 63 6 2 285 247 183 194 174 210 12,234 29,839 I __ '

H.-40

TABLE 7.—PETROL-TAX ALLOCATION TO BOROUGHS WITH 6,000 OR MORE POPULATION. Table showing the Distribution of the Petrol-tax to Boroughs with a Population of 6,000 and over.

TABLE 8.—TAXATION OF MOTOR-VEHICLES, 1923-1931. Table showing the Annual Yield for the Years ended 31st March, 1923 to 1931, in respect of (a) Customs Duties on Motor-vehicles and Parts; (b) Tire-tax; (c) Motorspirits Tax; (d) Fees, etc., under the Motor-vehicles Act, 1924; (e) Heavy-traffic Fees; and (f) Drivers' Licenses.

21

Year ended 31st March, 1931. : : i : Tota] since Inception of Boroughs. Amount of Tax, Quarter ended Petrol-tax up to : L 31st March, 1031. June. September. December. March. Total. £ s. d. £ s. d. £ s. d. £ s. d. £ s. d. £ s. d. Wellington .. 3,862 0 7 3,000 9 6 3,143 13 8 3,098 12 4 13,104 16 1 37,580 17 10 Auckland .. 3,687 12 3 2,864 19 5 3,001 14 3 2,958 13 7 12,512 19 6 36,336 5 8 Christchurch .. 3,150 2 8 2,447 7 10 2,564 4 1 2,527 8 10 10,689 3 5 31,167 13 6 Dunedin.. .. 2,397 6 1 1,862 10 2 1,951 8 0 1,923 8 7 8,134 12 10 23,770 12 8 Wanganui .. 889 17 4 691 7 1 724 7 0 713 19 4 3,019 10 9 8,842 18 0 Mount Albert .. 718 13 2 558 6 9 584 19 9 576 12 0 2,438 11 8 7,021 18 5 Mount Eden .. 703 14 2 546 14 5 572 16 4 364 12 1 2,387 17 0 6,950 4 2 Invercargill .. 713 9 10 554 6 7 580 15 8 572 9 2 2,421 1 3 7,007 0 0 PalmerstonNorth .. 717 4 8 557 4 8 583 16 6 575 9 2 2,433 15 0 6,988 9 3 Napier .. .. 575 4 3 446 17 10 468 4 5 461 10 2 1,951 16 8 5,698 15 2 Timaru .. .. 586 8 6 455 12 1 477 6 11 470 10 1 1,989 17 7 5,754 16 4 New Plymouth .. 547 5 5 425 3 8 445 9 6 439 1 10 1,857 0 5 5,364 15 6 Hamilton .. 536 4 8 416 12 2 436 9 11 430 4 9 1,819 11 6 5,283 10 8 Gisborne.. .. 491 11 3 381 18 1 400 2 8 394 7 11 1,667 19 11 4,862 11 3 Onehunga .. 395 16 3 307 10 3 322 3 10 317 11 5 J ,343 I 9 3,926 3 2 Lower Hutt .. 457 15 0 355 12 8 372 12 2 367 5 4 1,553 5 2 4,174 19 7 Hastings .. 400 15 11 311 7 8 326 4 11 321 11 5 1,359 19 11 '3,891 0 1 Nelson .. .. 378 14 7 294 4 10 308 5 8 303 17 3 1,285 2 4 3,743 8 11 Petone .. .. 383 7 I 297 16 8 312 1 0 307 11 6 1,300 16 3 3,736 5 10 Devonport .. 366 19 8 285 2 3 298 14 5 294 8 10 1,245 5 2 3,642 I 2 Masterton .. 303 8 11 235 15 0 247 0 1 243 9 3 1,029 13 3 3,004 5 11 St. Kilda.. .. 290 9 1 225 13 2 236 8 7 233 0 9 985 11 7 2,892 8 7 Oamaru .. .. 267 6 4 207 13 8 217 11 11 214 9 6 907 1 5 2,648 2 5 .Whangarei .. 257 14 1 200 4 4 209 15 5 206 15 3 874 9 1 2,523 10 1 Takapuna .. 245 19 2 191 1 10 200 4 3 197 6 10 834 12 1 2,434 16 2 Greymoutli .. 217 .2 7 168 13 10 176 14 10 174 4 2 736 15 5 1,440 14 2 One Tree Hill .. 281 18 2 219 0 5 229 9 6 226 3 8 956 11 9 956 11 9 Totals .. 23,824 1 8 18,509 6 10 19,392 15 3 19,114 15 0' 80,840 18 9 231,644 16 3

Customs Duties | Fees, &c., Year ended in respect of , , Motor-spirits ; under Motor- Heavy-traffic : Drivers' r| , 31st March, Motor-vehicles 116 ax ' Tax. ' vehicles Act, Fees. | Licenses. J-Otai. and Parts.* 1924. i 1923 .. 206,344 121,092 .. .. .. .. 327,436 1924 .. 586,808 123,568 .. .. .. .. 710,376 1925 .. 767,778 152,303 .. 257,500 .. .. 1,177.581 1926 .. 949,794 228,711 .. j 86.681f 114,009 33,162 1,412^357 1927 .. 1,022,553 190,575 .. i 395,797 220,616 50,650 1,880,191 1928 .. 821,472 227,451 143,516 345,510 157,651 52,495 1,748,095 1929 .. 1,004,288 196,747 802,232 244,598 190,789 36,830 2,475,4-84 1930 .. 1,349,885 155,910 961,907 391,368 183,486 56,578 3,099,134 1931 .. 849,856 1.30,408 1,300,050 393,798 184,084 50,0001 2,908,196 Totals up to 7,558,778 1,526,765 j 3,207,705 I 2,115,252 1,050,635 279,715 15,738,850 31st March, 1931 J * Calendar year. t Alteration in licensing period. $ Estimated.

H.-40.

TABLE 9.—NUMBER OF VEHICLES AND HEAVY-TRAFFIC LICENSE FEES, 1930-1931. Table showing for the Year ended 31st March, 1931, the Number of Vehicles in respect of which Heavy-traffic License Fees were paid, and the Amounts of these Fees paid.

Approximate Cost of Paper. —Preparation, not given ; printing (1,050 copies), £32 10s.

By Authority : W> A. G. Skinnek, Government Printer, Wellington. —1031.

Price 9d.\

22

Number of Vehicles. Amount of Fees. (Gross Weight.) Pneumatic Solid Tires Bot a n |° lld Pneumatic Solid Tires Bot a n a° lld Tires on on all TotaL Tlres 011 on Pneumatic lotaL all Wheels. Whepls. all Wheels, all Wheels. j"™, 10 (a) Goods Vehicles. £ £ £ A—Over 2 tons-not more than 24 tons 2,534 71 30 2,635 10,934 350 145 11,429 B „ 2| „ 3 „ 2,338 48 7 2,393 14,714 384 43 15,141 C 3" 34 „ 1,927 60 7 1,994 15,046 559 74 15,679 D " 3| „ 4" „ 1,210 : 101 17 1,328 12,564 1,377 229 14,170 E 4 44 „ 721 98 8 827 8,989 1,693 130 10,812 F " U " 5 „ 426 ! 105 12 543 6,406 1,900 231 8,537 G ", 5 „ 54 „ 324 ! 97 10 431 5,529 2,223 109 7,861 H ' 54 ,, 6" ,, 301 136 7 444 6,194 3,545 195 9,934 I ' 6 „ 64 „ 177 118 8 303 4,019 3,475 182 7,676 J ' <u , 7" „ 2)1 114 6 331 4,783 3,726 206 8,715 K " 7 ' 74 „ 93 73 4 170 2,386 2,415 143 4,944 L ! 74 „ 8 „ 98 103 9 210 3,619 3,703 214 7,536 M „ 8 „ 84 „ 52 77 1 130 1,948 3,471 22 5,441 N 84 ,. 9 „ 31 70 1 102 1,205 3,057 51 4,313 O " 9 , 94 „ 16 57 2 75 583 2,332 105 3,020 p 94 „ 10 „ 35 170 7 212 1,778 9,977 301 12,056 Q ,; 10" „ 15 „ 6 15 .. 21 259 779 .. 1,038 (Six Wheelers) 10,500 1,513 136 12,149 100,956 44,966 2,380 148,302 (b) Passenger Vehicles. Not more than twenty passengers .. 1,331 3 .. 1,334 14,613 20 .. 14,633 Over twenty and not more than thirty 280 j .. .. 280 10,696 .. .. 10,696 passengers i Over thirty passengers .. .. 183 .. .. 183 10,453 .. ; .. 10,4o3 Totals 1,794 ! 3 .. 1,797 35,762 20 .. 35,782