TRANSPORT DEPARTMENT (ANNUAL REPORT OF).

Appendix to the Journals of the House of Representatives, 1933 Session I, H-40

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1933. NEW ZEALAND.

TRANSPORT DEPARTMENT (ANNUAL REPORT OF).

Presented to both Houses of the General Assembly by Leave.

The Right Hon. J. G. Coates, Minister of Transport, Wellington. g IRj Transport Department, Ist September, 1933. Herewith I have the honour to submit the annual report of the Transport Department for the year ended 31st March, 1933. I have, &c, J. 8. Hunter, Commissioner of Transport.

INDEX TO CONTENTS.

Pagi b 1. Motor-vehicles Insurance (Third-pail.\ Risks) Act, MIL'S .. (a) Statistics re. Premiums and Claims .. ■• •• •• ■• •• •■ ' (6) Review of Premiums, &c. 2. Motor-vehicles Act, l<l2l .. •• •■ •• ■• ■■ ■• •• " *"5 (a) Registrations of Motor-vehiiles. by Types of Vehicles, 1926-33 .. •• •• * (b) Registration of Motor-vehicles, by Country of Manufacture, 1927-33 .. ■ • • • 4-0 (c) Motor-vehicles Registration-plates .. .. •• ■• •• •• (d) Motor-vehicles actually on the Road, 1930-33 .. . • • • ■ • • • • • ° j> (e) Petrol-consumption by Motor-vehicles and otherwise (/) Motor-vehicle Regulations, 1933 .. fi ft 3 Motor-spirits Taxation Act, 1927 .. •• •■ •• •• ■• •■ •■ °"° (a) Petrol-tax Yield -Gross and Net, 1928-33 .. •• •• •• •■ "7 (6) Distribution of Petrol-tax .. •• •• •• •• •■ •• (c) Potrol-tax classified according to Motor-vehicles, l!>:)2 33 •• ■• •• •• •• ' (d) Refunds of Petrol-tax .. •■ •■ ■• •• •• •• ■■ .. /-» B—ll 4. Road Finance .. . • • • • • • • ■ • •" " a 0 (a) Dominion's Road Bill, 1931-32 •• •■ (ft) Fxpenditure during 1931-32 on Main and Secondary Highways and Bridges .. c) Expenditure durin<_' 1931-32 on Urban Roads and Streets and Footways .. .. •• j" 14) All Expenditure durincr 1931-32 on other Roads and Streets .. .. •• ■• |« (e) Annual Charges per Mile of Road and Street. 1931-32 .. .. •• •■ •• ' (/) Motor-taxation—Receipts from 1932-33 !>. Heavy Motor-vehicle Regulations, 1932 .. .. •• •• •• •• •• •■ }\~\l (a) Limitation of Loads on Roads .. .. •■ •• •• •• •• ' 10 (6) Tires .. .. •• •• •• •• ■• •• " "12 (c) Speed .. .. •■ ■• •■ •■ ■■ ■" l-> l~! (d) Allocation of Heavy-traffic Fees .. .. ■• •• •• •• ■• .. ia-xo

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Index to Contents— continued. Pages fl. Transport Licensing Act, 1931 .. .. .. .. 13-19 A. Passenger-services— (a) Continuous Passenger-service Licenses ...... 13 (b) Seasonal Passenger-service Licenses .. .. .. J3 (c) Temporary Passenger-service Licenses .. .. .. .. \\ 33 (d) Traffic and Finance Statistics, 1932-33 .. .. .', .. .' 14 (c) Passenger-services—Revenue, 1932-33 (/) Passenger-services—Expenditure, 1932-33 .. .. .. 14 (y) Passenger-services —Financial Results, 1932 .'!.'! .. .. 14-15 (li) Appeals against Passenger-service—Decisions, 1932-33 .. .. .. 15 (;') Savings in Vehicle-mileage, 1932-33 .. .. .. 15 (j) Passenger-service Vehicle Inspections .. .. .. .. ~ 15-16 B. Goods-services — (!:) Control of Goods-services .. .. .. .. ~ lg (/) Exemptions from Goods-service Regulations .. .. 17 (to) Differences Passenger and Goods Regulations .. .. .. ~ ,', 17 (n) Fixation of Charges en Goods-services .. .. .. .. .. 17-18 {<>) Insurance of Loads on Goods-services .. .. .. .[ 18 (/;) .Number of Applications for Goods-services .. .. .. .. [\ 18 (7) Temporary Goods-service Licenses ........ 18 (r) Fees for Goods-service Licenses .. .. .. lg C. Transport Co-ordination .. .. .. .. .. ._ 18-19 7. Overseas Mechanical Transport Council .. .. .. .. 19-20 8. Compression Ignition Engines .. .. .. .. .. .. 20 9. Motor Accidents .. .. .. .. .. _ 20-21 (a) Fatalities Statistics .. .. .. . _ '' 20-21 (6) Enforcement .. .. .. .. 21 10. Transport Legislation and Investigation in other Countries, 1932-33 .. .. .. .. 21-24 (it) Great Britain .. .. .. .. .. ~ _ 21 (b) Victoria .. .. .. .. .. _ _ 21-23 (c) United States of America .. .. .. .. .. 24 11. Appendix— Statistical Tables— (1) Vehicles registered under the Motor-vehicles Aot, 1924 .: .. .. .. 24 (l>) .Motor-cars, Omnibuses, and Motor-trucks registered at 31st December, 1928 to 1932, inclusive (by Highways Districts) .. .. .. .. .. ~ 25 (3) Motor-cycles registered ai 31st December, 1928 to 1932, inclusive .. '.'. \\ 26 (4) " Dormant "' Registrations cancelled on Ist June, 1933 .. .. .. " 26 (5) Motor-vehicles licensed as at 31st March, 1933 .. .. .. .. \\ 27 (6) Cancelled Motor-vehicle Registrations up to and including 30th June, 1933 .. " 27 (7) Petrol-tax Allocation to Boroughs for the Year ended 31st March, 1933.. .. .. 28 (8) Annual Yield from Taxation of Motor-vehicles .. .. .. .. \\ 28 (9) Applications tor Passenger-servioe Licenses for the Year ended 31st March, 1933 .'. 29 (10) Assets and Liabilities of Lioensed Passenger-services as at 31st Maroh, 1933 .. .. 30 (11) Details of Depreciation on Licensed Passenger-service Vehicles as at 31st March, 1933 .. 30 TSajsktc and Financial Statistics of Licensed Passenger-servkkn. (12) (a) Fleets comprising Vehioles having Seats for more than Nine Passengers .. .. 31 (13) (h) Fleets comprising Vehicles having Seats for not more than Nine Passeneers 3' (14) (c) Other Fleets .... 00 (15) (d) Totals for all Vehioles .. .. .. .. .'.' \\ \\ 34 Average Operating Expenses and Revenue of Licensed Passenoer-nkh\ i< i-.. (Iβ) ('/) Fleets comprising Vehicles having Seats for more than Nine Passengers .. .. 35 (17) (b) Fleets comprising Vehicles having .Seats for not more than Nine Passenaers "!6 (IS) (<■) Other Fleets ...... * 07 (HI) (</> Totals for all Vehicles .. .. .. .. '.' " .'' " 37 (20) Temporary Passenger-service Licenses issued .. .. .. .. 38 (21) Applications for Goods-service Licenses .. .. .. ~ pi 39 MISOEI I.\M mi s. (■22) Lengths of Various Kinds o! Bridges in Dominion .. .. .. .. __ 39 (2:\) Lengths of Various Kinds of Roads, Streets, and Bridges .. .. 39 (24) Fatal Motor-accident Statistics .. .. .. .. .. ~ 4q

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BEPOBT.

1. MOTOR-VEHICLES INSURANCE (THIRD-PARTY RISKS) ACT, 1928. (a) Statistics. For the year ended 31st May, 1932, forty-three insurance concerns gave the prescribed notice to undertake business under the Act, and carried on business accordingly. The premiums for that year, excluding, of course, any relating to the 1932-33 licensing year, amounted to £233,177 ss. 3d., after taking into account adjustments on account of extra premiums 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 £4,908 12s. 6d., leaving a balance of £228,268 12s. 9d. Claims during the year, including costs, together with the liabilities in respect of outstanding claims at 31st May, 1932, amounted to £202,753, or 86-75 per cent, of the net total of premiums received. The following table shows the experience of the scheme during the three years ended 31st May, 1932

Attention is specially directed to the fact that the statistics cover the period of three years only and must be interpreted with the utmost caution. 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 will continue to be 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 is recorded. Comparisons between the claim ratios for the third-party-risks-insurance scheme and other branches of accident insurance show much higher figures for the former than the latter. This is largely due to the fact that the premiums are collected by the Post and Telegraph Department and handed over to the insurance companies, and also to the fact that much of the wasteful competitive struggle for business between the various companies has been eliminated, thus reducing overhead charges. The following table shows the claim ratios for various classes of accident insurance during the last available five years : —

(l>) Annual Review of Premium Raids. Section 16 of the Motor-vehicles Insurance (Third-party) Risks Act, 1928, provides that the amount of the premiums to be paid in respect of third-party insurance may l>! , fixed from time to time by Order in Council. In accordance with the usual practice the latest figures relating to the operation of the Act were carefully examined in February last in order to ensure that the premiums for the 1933-34 licensing year might be fixed again in the light of experience - ive 1 tie motoring public the cover afforded at the lowest possible figure consistent with a reasonable margin to cover overhead and profit for the companies undertaking the third-party busii After a careful analysis had been made of the figures submitted by each company, and after consultation with the companies, it was decided to make alterations in the premiums payable in reaped of certain classes of vehicles (taxis and (minibuses in the main), involving an estimated aggregate premium reduction of £10,000 for the 1933-34 licensing year.

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Claims paid und Esti- ' v r,A joi.tM.,, Revenue from mated Liability for „, . „ . Year ended 31st May, Premiums. Claims outetaiding Claim Rat.o. at 31st May. £ £ Per Cent. 1930 .. .. .. .. 235,007 202,327 86-09 1931 .. .. .. .. 242,864 192,541 79-28 1932 .. .. .. .. 233,731 202,753 86-75 Totals .. .. .. 711,602 597,(121 83-SJ.S

Percentage of Claims paid (including Costs during the Years). Class of Insurance. 1927. 1928. 1929. 1930. 1931. I Per Cent. Per Cent. Per Cent. Per Cent. Per Cent. Employers' liability .. .. 68-88 69-69 69-84 71-99 71-63 Persona] accident .. .. 55-70 60-16 52-23 54-12 54-34 Motor-vehicle comprehensive .. 52-01 55-11 52-44 64-04 67 • r, 1 Other forms .. .. .. 23-06 27-73 27-50 23-60 32-05

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2. MOTOR-VEHICLES ACT, 1924. (o) Registration of Motor-vehicles, by Types of Vehicle. The registrations of motor-vehicles effected during the year 1932-33 were the lowest on record, representing less than one-third of the registrations effected during the years 1925-26 and 1929-30 respectively. The particulars of the registrations effected during each of the last eight financial years are as follows : —

It is interesting to note that, despite the heavy decrease in the number of vehicles registered during the last year, the registrations of both motor-cars and commercial vehicles manufactured in Great Britain show an increase as compared with last year, whilst there was a slight decrease in the case of motor-cycles. (b) Registration of Motor-vehicles, by Country of Manufacture. The following table indicates the country of manufacture and the number of motor-vehicles registered during the financial years 1926-27 to 1932-33 inclusive : —

Note.—The figures under the heading " Other Countries " include a large number of trailers, most of which are manufactured in the Dominion.

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I Year ended 31st March, Oars. Commercial Vehicles. Cycles. Total Registrations 1926 .. .. .. 18,811 4,409 5,130 28,350 1927 .. .. .. 16,439 4,692 5,464 26,595 1928 .. .. .. 12,531 3,399 4,560 20,490 1929 .. .. .. 18,739 4,167 4,768 27,674 1930 .. .. .. 20,802 5,745 4,300 30,847 1931 .. .. .. 12,378 4,113 3,139 19,630 1932 .. .. .. 6,151 2,656 2,058 10,865 1933 .. .. .. 4,716 2,640 2,072 9,428

„ , United States of ,-.., ~ . Year ended 31st March, ®™* America or p Oth , er p Total Britaui. Canada Countries. Registrations. Motor-cars. 1927 .. .. 2,185 , 13,623 . 631 16,439 1928 .. .. 2,172 10,078 281 12,531 1929 .. .. 2,886 15,667 186 18,739 1930 .. .. 3,675 16,993 134 20,802 1931 .. .. 3,265 9,057 56 12,378 1932 .. .. 2,607 3,477 67 6,151 1933 .. .. 2,872 1,834 50 4,716 Totals .. 19,622 70,729 1,405 91,756 Commercial Vehicles. 1927 .. .. 630 3,907 155 4,692 1928 .. .. 522 2,706 171 3,399 1929 .. .. 522 3,318 327 4,167 1930 .. .. 502 4,792 451 5,745 1931 .. .. 392 3,225 496 4,113 1932 .. .. 447 1,574 635 2,656 1933 .. .. 686 1,149 805 2,640 Totals .. 3,701 20,671 3,040 27,412 Motor-cycles. 1927 .. .. 3,851 1,592 21 5,464 1928 .. .. 3,479 1,067 14 4,560 1929 .. .. 3,794 949 25 4,768 1930 .. .. 3,486 802 12 4,300 1931 - .. 2,581 548 10 3,139 1932 .. .. 1,567 483 8 2,058 1933 .. .. 1,515 545 12 2,072 Totals .. 20,273 5,986 102 26,361

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The number of registrations of motor-cars was only three-quarters of that recorded for the previous year and less than one-quarter of the number for 1929-30; figures for trucks and motorcycles, however, remained almost unchanged, after showing a decline of 35 per cent, in each case in the 1932 licensing year, as compared with the 1931 year. The analyses by country of manufacture direct attention to the continued swing-over from United States of America and Canada to Great Britain. In motor cars and trucks the magnitude of the swing-over is such that the registrations of these vehicles manufactured in Great Britain have shown successive increases during the past two years, whereas the corresponding registration figures for United States of America and Canada show a continuing decline. For the first time on record the number of motor-cars from Great Britain actually exceeded the number registered from the United States of America and Canada. The registration in 1932-33 of motor-cars manufactured in Great Britain represented 75 per cent, of the number for 1929-30, while the same percentage for cars manufactured in United States of America and Canada was only 11 per cent. The registrations of commercial vehicles, although of smaller magnitude, are of no less interest. The registrations for vehicles manufactured in Great Britain in 1932-33 represented an increase of 36 per cent, over the 1929-30 figures, whereas the vehicles manufactured in the United States of America and Canada fell to 24 per cent, of the 1929-30 figures. On the Ist June, 1932, the registrations of 12,872 vehicles lapsed owing to the licenses not having been renewed during the relicensing years 1930-31 and 1931-32. The following table shows the number of motor-vehicles, excluding those operated by motordealers, licensed as at 31st March, 1933: —

(c) Motor-vehicle Registration-plates. Reference was made in last year's report to the newly introduced system of prefix letters on registration-plates. Eleven classes of plates were issued, nine of which had the prefix letters embossed thereon in addition to numerals. As the innovation proved a success, similar plates, with the addition of a special plate for rental and private-hire cars, with the prefix letter " R," were ordered for the year 1933-34. The colour combination of the 1933-34 plates is white numerals on a darkbrown background. (d) 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-monthly periods ended on 31st March, 1930, 1931, 1932, and 1933, are given hereunder : —

N.B. —Service-cars designed to carry not more than nine persons are included with motor-cars, while those designed to carry more than nine persons are included with omnibuses.

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Trucks. 1 Js B »fS i$ 8 . 1 Care. a.- I"! J3 . if If S gj Total. lit f: i I jj P i I H 1 l £3 I j 1 f 1 1 1 Number. Number. Number. Number. Num. Number. Number. Number. Number. Number. Number. North Island .. 81,194 13,624 9,738 23,362 400 1,044 708 702 959 15,144 123,573 South Island .. 45,884 7,911 4,519 12,430 138 554 453 393 458 9,901 70,271 New Zealand totals 127,078 21,535 14,257 35,792 538 1,598 1,161 1,155 1,417 25,105 193,844

Monthly Averages. Type of Vehicle. ■ 1930. 1931. 1932. 1933. Number. Number. Number. Number. Motor-cars .. .. ■■ 125,013 131,407 130,889 127,115 Trucks .. •• •• •• 23,512 25,294 26,232 26,907 Omnibuses .. I- 1 ' 1,040 1,048 1,000 Traction-engines 173 117 123 136 Trailers '.. .. •■ ■• 755 923 1,160 1,545 Tractors .. .. ■• •• 293 302 426 561 Motor-cycles .. .. .. 26,266 25,167 23,487 21,995 Other motor-vehicles ... .. 445 458 441 421 Totals .. .. .. 177,486 187,708 183,806 179,680

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The above table shows that there were 3,774 fewer motor-cars, 1,492 fewer motor-cycles, and 48 fewer omnibuses on the road in 1932-33 as compared with 1931-32. The number of trucks actually increased by 675, due mainly to conversions of motor-cars to light trucks, while tractors gained from 426 to 561, and trailers from 1,160 to 1,545. The consumption of petrol shows a drop of just over 5,000,000 gallons, or approximately 10 per cent., for the calendar year 1933, as compared with 1932, which fact, considered in conjunction with the preceding figures regarding vehicles, appears to indicate a reduction in the average mileage per vehicle during 1932-33 as well as a drop in the average number of vehicles actually on the road throughout the year. The outstanding point disclosed by the foregoing figures is not the actual decrease in the use of motor-vehicles during 1932 33, but the relative smallnesa of the decrease. It is very plain evidence of the strength of the demand fo motor-vehicles in the Dominion that, in a year of unparalleled and severe shrinkage in the national income, the number of trucks, trailers, and tractors should increase, that the number of motor-cars and cycles should decreai e by 2-88 and Cr.'Sr> per cent, only respectively, and the total consumption of benzine should be only 5,000,000 gallons, or 10 per cent., less than the preceding year, and only 13,000,000 gallons, or approximately 20 per cent., below the figure for 1930, which was the highest ever recorded. These facts are indicative of the important place occupied by the motor-vehicles in the economic and social life of the Dominion.

(e) Petrol Consumption. The following table shows a classification of the petrol consumed in the Dominion during the last five calendar years according to whether it was consumed in motor-vehicles or otherwise.

The figures in the first column afford a reasonably reliable index of the usage of motor-vehicles during the last five pears, subject to allowance being made for the growing use of smaller cars with a lower consumption of petrol. (/) Motor-vehicle Regulations, 1933. In February of this year the Motor-vehicle Regulations, L 928, together with amendments, were consolidated and reissued as the Motor-vehicle Regulations, 1933. These new regulations are, with the exception of two important amendments and a number of more or less minor alterations, similar to the previous regulations. The two amendments of general importance are as under : — Regulation 4 : Equipment : Brakes. —The old regulations provided that when a motor-vehicle is travelling at 20 miles per hour the foot-brake shall be capable of bringing the vehicle to rest within 50 ft. and the hand-brake within 75 ft. The importance of efficient and adequate brakes on motorvehicles cannot be overstressed, and the new regulations, therefore, were made more exacting in this respect and the distance within which a foot-brake shall be capable of bringing a motor-vehicle to a stop has been decreased to 40 ft. Regulation 15 : Speed. —Under the old regulations there was no absolute speed restriction for motor-vehicles, but the new regulations provide that for the present the limit of speed shall be 40 miles per hour on roads other than dustless surfaced roads (with the exception of the Picton-Bluff main highway, where the speed-limit is forty-five miles per hour on the non-dustless sections). 3. MOTOR-SPIRITS TAXATION ACT, 1927. The motor-spirits tax was increased from 6d. to Bd. per gallon as from the 7th October, 1931, and a further increase to 10d. was made as from the 9th February, 1933. The following data show the yield from and distribution of the petrol-tax for the year ended 31st March, 1933. The figures regarding the net yield for previous years are given for comparative purposes: — (a) Yield. £ Gross yield 2,000,996 Deductions — Refunds and cost of making same .. .. .. .. 135,234 Net yield .. .. .. .. .. £1,865,762

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Consumption of Petrol. Calendar Year. B Motor-vehicles ! Ot , her (Engines, AeroS3? agate -■■ Gallons. Gallons. Gallons. 1928 .. .. .. •• 41,457,150 2,057,940 43,515,090 1929 .. .. .. .. 56,575,840 3,650,040 60,225,880 1930 .. .. .. .. 62,821,479 3,907,900 66,729,379 1931 .. .. .. .. 55,203,252 5,286,000 60,489,252 1932 .. .. .. .. 49,861,449 5,495,479 55,356,928

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Net Yield (i.e., Gross Yield less Refunds), Year ended 31st March. £ 1928 143,516* 1929 .. .. .. .. .. .. .. .. 802,232 1930 961,907 1931 .. .. .. .. .. .. .. .. 1,314,450t 1932 .. .. .. .. .. .. .. .. 1,677,520$ 1933 .. .. .. .. .. .. .. .. 1,865,762§ Total since inception of tax .. .. .. .. £6,898,997 *Part year only. f Increase from 4d. to 6d. per gallon as from 22nd July, 1930. X Increase from 6d. to Bd. por gallon as from 7th October, 1931. § Increase from Bd. to 10d. per gallon as from 9th February, 1933. (b) Distribution. The distribution of the net yield of the petrol-tax was as follows for the year ended 31st March, 1933 : — £ Main Highways Board .. .. .. .. .. 644,126 Boroughs (population of 6,000 and over) .. .. .. 99,489 Consolidated Fund .. .. .. .. ■. 1,105,182 Commission to Customs Department for collection .. .. 16,965 Total .. .. .. .. .. .. £1,865,762 N.B.—The distribution of petrol-tax amongst boroughs in accordance with section 9 (1) (b) of the Motor-spirits Taxation Act, 1927, for the year ended 31st March, 1933, together with cumulative figures showing the total distribution from the inception of the petrol-tax up to the 31st March, 1933, is given in Table No. 7 in the appendix. (c) Classification according to Vehicles. The following figures show the net yield trom the petrol-tax for the year ended 31st March, 1932, split up according to the nature of the vehicle in which the motor-spirits was consumed : —

N.B. —Service-cars designed to carry not more than 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. The 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, 1933, passenger-transport effected by motor-cars, motor-buses, and motorcycles contributed £64 out of every £100 of the total yield from the petrol-tax, against £36 out of every £100 from trucks. Thus the petrol-tax derived from the carriage of passengers is nearly 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 nonbusiness nature. (d) Refunds of Duty. Refunds of duty may be claimed by all persons using motor-spirits for any purpose other than as fuel for motor-vehicles in respect of which annual license fees are payable in terms of the Motorvehicles Act, 1924. The refunds are made by the Registrar of Motor-vehicles (the Secretary of the Post and Telegraph Department).

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Kind of Vehicle. Estimated Amount. Percentage of Total. £ Per Cent. Motor-cars .. .. .. .. .. .. 1,055,000 56-57 Trucks .. .. .. .. .. .. .. 649,000 34-80 Omnibuses .. .. .. .. .. .. 74,000 3-97 Motor-cycles .. .. .. .. .. .. 73,000 3-91 Balance, covering other motor-vehicles and other uses of motor- 14,000 0-75 spirits for which refunds were not claimed Total .. .. .. .. .. 1,865,000 100-00

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The undermentioned figures show the number and total amount of claims paid each year since the inception of the tax :—

The increase of 44 per cent, in the number of claims made during the year 1931, as compared with the previous year, is probably due partly to the financial stringency, and partly to the fact that the duty on motor-spirits was increased in July, 1930, from 4d. to 6d. per gallon. This tendency is again evident in the year 1932. The particulars of the claims paid during each of the quarterly periods in 1932, are as follows : —

4. ROAD FINANCE. (a) Dominion's Road Bill, 1931-32. In view of the growing importance to the Dominion of the question of road finance, the Department has investigated the numerous statistical data available from official sources and has analysed and classified them in order to show approximately, firstly, what the roads, streets, and bridges are costing, and, secondly, the broad incidence of the taxes and fees which yield the revenue from which the expenditure is made. The figures which have been analysed relate to the year ended 31st March, 1932, and represent the latest available. Attention is directed to the fact that the figures include an estimated expenditure on traffic policing and control. The classification of the roads into main highways, urban roads, and streets, and other roads has been carried out, as each class of road or street has differing problems attached to it. This classification has involved a certain amount of estimation, as also have certain aspects of the figures for the whole road bill. Any estimations have been made on a conservative basis, and it is felt that the figures are sufficiently close to actual fact to form a basis for reliable broad conclusions. The figures serve the purpose of presenting a mass of data scattered throughout various Official sources, in a sufficiently objective whole to enable some measure of practical reasoning to be applied to them. All Roads, Streets, and Bridges. The following table shows an analysis of the road bill for the year ended 31st March, 1932 :—

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Year. Number of Claims. Amount refunded. I i ~T~~ £ 1928 .. .. .. . .. 11,101 34,299 1929 .. .. .. . .. 19,814 60,834 1930 .. .. .. .. .. 25,797 83,741 1931 . .. .. .. .. 37,116 132,150 1932 .. .. .. .. .. 45,896 137,387

Quarter. Number of Claims. Amount refunded. £ March .. .. .. .. .. 12,984 41,274 June .. .. .. .. .. 11,899 37,815 September .. .. .. .. 10,474 28,830 December .. .. .. .. 10,625 29,468

Source of Money. Nature of Expenditure. Loan. Loea. Rates. «%£, Totol . £ £ £ £ £ Construction .. .. .. 1,930,077 701,960 13,903 69,989 2,716,829 Maintenance .. .. .. .. I..'578,433 1,603,3(14 2,981,797 Interest and loan charges .. .. .. ,1,005,756 1,363,375 262,079 2,631,210 Totals .. .. .1,930,977 3,086,149 j 1,377,278 1,935,432 8,329,836 Totals, maintenance, in- .. 2,384,189 1,363,375 1,865,443 5,613,007 terest and loans charges

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The principal points emerging from the foregoing are as follows : — 1. Expenditure on construction amounted to £2,716,829, or 32-61 per cent., of the total expenditure on roads (£8,329,836) during the year. Loan-moneys contributed 71-07 per cent, of this total ; local rates, 25-83 per cent. ; general taxation, 10-52 per cent. ; and motor-taxation, 2-58 per cent. 2. Expenditure on maintenance amounted to £2,981,797, and was divided between the local ratepayer, who contributed £1,378,433, or 46-22 per cent., and the motorist, who contributed £1,603,364, or 53-78 per cent. 3. The interest and loan charges, amounting to £2,631,210, were contributed to in the following proportions : Local ratepayers, 38-23 per cent.; general taxpayer, 51-81 per cent.; and the motorist, 9-96 per cent. 4. The total annual charges (maintenance plus interest and loan charges) amounted to £5,613,007. The local ratepayer contributed £2,384,189, or 42-48 per cent,; the motorist, £1,865,443, or 33-23 per cent. ; and the general taxpayer, £1,363,375, or 24-29 per cent. 5. The total annual charges on all roads (£5,613,007) represent £30 per motor-vehicle of the average monthly " live " registrations for the year ended 31st March, 1932. 6. The total motor-taxation, including Customs duties on vehicles and parts for the year ended 31st March, 1932, amounted to £14 per motor-vehicle of the average monthly " live " registrations for the year ended 31st March, 1932. 7. Altogether £3,086,149, representing revenue from local rates, was expended on roads, streets, and bridges during the year ended 31st March, 1932. Expenditure from this amount on interest and loan charges amounted to £1,005,756, or 32-59 per cent. ; maintenance, £1,378,433, or 44-67 per cent. ; and construction, £701,960, or 22-74 per cent. 8. Of £1,377,278, which represents the total contribution from general taxation, £1,363,375, or 98-99 per cent., was spent in meeting interest and loan charges ; and £13,903, or 1-01 per cent., on construction. 9. The total contribution from motor-taxation which was expended on roads, streets, and bridges amounted to £1,935,432 ; the great bulk of this amount (£1,603,364, or 82-84 per cent.) was spent on maintenance ; £262,079, or 13-54 per cent., on interest and loan charges ; and £69,989, or 3-62 per cent., on construction. (b) Main and Secondary Highways and Bridges. The following table shows various analyses of the expenditure on main and secondary highways during the year ended 31st March, 1932 : —

The principal points emerging from the above figures are as follows :— 1. Almost the whole of the new construction work on main highways during the year under review was financed by loan-moneys. It is of interest to note that up to the 31st March, 1932, £1,400,000 had been transferred from the proceeds of motor-taxation to the Construction Fund of the Main Highways Account and expended on construction work. 2. During the year ended 31st March, 1932, £1,206,562 was spent on the maintenance of main highways. Of this amount, £244,473, or 20-26 per cent., was derived from local rates, while £962,089, or 79-74 per cent., was obtained from motor-taxation. 3. The estimated interest and sinking-fund charges on the estimated proportion of the total road liability chargeable against main highways amounted to £814,153 during the year. The biggest contributor to this charge was the general taxpayer, who contributed £340,844, or 41-87 per cent., the motorist coming next with £262,079, or 32-19 per cent., and the local ratepayer with the smallest contribution of £211,230, or 25-94 per cent. 4. The annual cost (maintenance and interest and loan charges) of main highways for the year ended 31st March, 1932, amounted to £2,020,715. Motor-taxation revenue provided £1,224,168, or 60-58 per cent, of this figure ; the general taxpayer, £340,844, or 16-87 per cent. ; and the local ratepayer, £455,703, or 22-55 per cent. 5. The maintenance expenditure on main highways represents 40-33 per cent, of the total maintenance expenditure on all roads. The interest and loan charges on main highways represent 30-94 per cent, of the total interest and loan charges for all classes of roads. 6. The total annual cost of main highways for the year ended 31st March, 1932, represents £11 per motor-vehicle of the average monthly " live " registrations for the year ended 31st March, 1932.

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Source of Money. Nature of Expenditure. T Local General Motor- T . , Loan - Rates. Taxation. taxation. 1Ota ' - £ £ £ £ £ Construction 455,296 .. 13,903 24,856 494,055 Maintenance 244,473 .. 962,089 1,206,562 Loan charges .. 211,230 340,844 262,079 814,153 Totals 455,296 455,703 354,747 1,249,024 2,514,770 Totals, maintenance, interest, and loan .. 455,703 340,844 1,224,168 2,020,715 charges

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(c) Urban Roads and Streets. i Particulars regarding the expenditure during the year ended 31st March, 1932, on urban roads and streets are given hereunder : —

The principal points emerging from the above figures are : — 1. Approximately one-third of the money spent on construction of urban roads and streets and footways was derived from loans, while two-thirds was derived from the revenue from local rates. This is vastly different from the position in respect of main highways and rural roads, where the construction work is financed principally from loans. 2. Maintenance expenditure, amounting to £784,532, was derived from local rates, £467,406, or 59-58 per cent., and motor-taxation, £317,126, or 40-42 per cent. 3. The whole burden of loan charges, amounting to £583,295, fell on the shoulders of the local ratepayer. 4. The maintenance expenditure and the interest and loan charges together make up £1,367,827. The. motorist finds £317,126, or 23-18 per cent., of this figure ; the local ratepayer £1,050,701, or 76-82 per cent. 5. The annual cost of urban roads and streets (£1,367,827) represents 24-37 per cent, of the total and annual cost of all roads, streets, and bridges. (d) Other Eoads and Bridges. The following table shows the various analyses of the expenditure on roads and streets other than main highways and urban roads and streets for the year ended 31st March, 1932 :—

The principal points emerging from the above figures are : — 1. Practically the whole of the expenditure on construction work on roads other than urban roads and streets and main highways is found from borrowed money. 2. The expenditure on maintenance amounted to £990,703 for the year ended 31st March, 1932. The local ratepayer found £666,554, or 67-28 per cent., and the motorist £324,149, or 32-72 per cent., of this amount. 3. The interest and loan charges amounted to £1,233,762. The general taxpayer found £1,022,531, and the local ratepayer £211,231 of this figure. 4. Maintenance and interest and loan charges combined amounted to £2,224,465. The general taxpayer found £1,022,531, or 45-97 per cent. ; the local ratepayer £877,785, or 3946 per cent. ; and the motorist £324,149, or 14-57 per cent., of this figure. 5. The total annual charges on rural roads for the year ended 31st March, 1932, represents £12 per motor-vehicle of the average monthly " live " registrations for the year ended 31st March, 1932.

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Source of Money. Nature of Expenditure. t t i t> i General Motor- T^-1 Loan. J Local Rates. Taxation , taxation . Total. £ £ £ £ £ Construction 330,114 701,960 .. .. 1,032,074 Maintenance 467,406 .. 317,126 784,532 Loan charges 583,295 .. .. 583,295 Totals 330,114 1,752,661 .. 317,126 2,399,901 Totals, maintenance and loan charges .. ; 1,050,701 .. 317,126 1,367,827

Source of Money. Nature of Expenditure. j T Local General Motor- rp nf _i Loan - Rates. Taxation. taxation. lotal - £ £ £ £ £ Construction 1,145,567 .. .. 45,133 1,190,700 Maintenance .. .. : 666,554 .. 324,149 990,703 Loan charges 211,231 1,022,531 .. 1,233,762 T,,t ; ,!s 1,145,567 877,785 j 1,022,531 369,282 3,415,165 Totals, maintenance and loan .. 877,785 j 1,022,531 324,149 2,224,465 charges _^__^___^__^^^___^__^_^^__^_^^^-^_^^

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(e) Annual Charges per Mile on Roads, Streets, etc. The following table shows the annual expenditure on the various classes of roads and streets and bridges computed per mile of road and/or street: —

The above figures direct attention to the following points : — 1. That the annual charges per mile (interest and loan charges plus maintenance) on urban roads and streets is £330 ; on main highways, £192 ; and other roads, £61. 2. That the maintenance, which varies to a considerable extent in proportion to the volume of I raffle, is £189 per vehicle-mile on urban roads ; on main highways, £105 per mile ; and on other roads, £27 per mile. 3. That the interest and loan and charges are highest per mile on urban roads and streets (£189), are £105 per mile on main highways, and £27 per mile on other roads. (/) Motor-taxation. Table No. 8 shows the total amount of revenue received from the different taxes and fees levied in connection with motor-vehicles to have been £2,662,559 for the year ended 31st March, 1933. It is of interest to note that this figure is only a little over £18,000 greater than the figure for the preceding year, and is less than the figures for 1929-30 and 1930-31, when the revenue from Customs duties on vehicles and parts was over the million mark. It is also of interest to note that the total receipts from all classes of motor-vehicle taxation for the year ended 31st March, 1932 (£2,664,041), represented approximately 48 per cent, of the total expenditure on maintenance and interest and loan charges for all roads and streets during the same year. 5. HEAVY MOTOR-VEHICLE REGULATIONS, 1932. (a) Limitation of Loads on Roads. During tlie year over 2,000 additional miles of the rural roads were classified, and the following table shows the present position : —

Classification of Rural Roads.

Of the rural roading systems over 10,500 miles are main or secondary highways, and as these highways form the backbone of this system and carry by fur the largest proportion of traffic their classification lias an important and far-reaching effect on the development of road transport in this country. In other words, while the classification of the less important county roads is more or less a domestic matter for each road-controlling authority, the classification of the highways is in most cases of national interest as it affects traffic on the arterial roads. For these reasons, when classifying main highways, great care has been taken to consider the national as well as the local viewpoint, and as far as possible the highways have been classified to conform to a definite plan, which is based on the followi three main considerations : — (1) The nature of the road-surface. (2) The transport-requirements of the district. 3) The other transport facilities available.

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Annual Charges. L ' ngth ? f . Per Mile of Road. 1' ormed Class of Koad, Street, &c. Roads as at T . 31st March, M . . Interest and _, . , „ . " ' ,„.,, Maintenance. T n . Total. .Mam- cst and 19.52. Loan Charges. . T „ . . 6 ten- Loan Total. ance. Charges. Miles. £ £ £ £ £ £ Main highways .. .. 10,542 1,206,562 814,153 2,020,715 115 77 L92 Urban roads and streets .. 4,139 784,532 583,295 1,367,827 189 141 330 Other roads .. .. 36,181 990,703 1,233,762 2,224,465 27 34 '' 61 Totals .. .. I 50,862 2,981,797 2,631,210 5,613,007 59 52' 111

F ° rm , ed Class II. Class III. ' Class IV. Class V. Totel Classi " Koads. ncation. Miles. Miles. Miles. Miles. Miles. Miles. North Island 25,305 575 3,896 6,941 2,653 14,065 South Island 21,418 1,093 3,746 2,046 334 7,219 Totals .. .. 46,723 1,668 7,642 8,987 2,987 21,284

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Classification of Main Highways.

From the above table it will be seen that of the 8,000-odd miles of highways classified 50 per cent, are Class 111 roads, 30 per cent. Class IV, 14 per cent. Class 11, and 6 per cent. Class V. As pointed out in last year's report, the general policy is to adopt Class 111 as the maximum classification for the rural roads, and these figures make it clear that this policy is receiving more or less general support from the road controlling authorities. (b) Tires. Under the regulations, tires are divided into three main classes —viz., solid tires, super-resilient tires, and pneumatic tires—and the speed-limits and heavy-traffic fees are so fixed as to encourage the use of pneumatics as is shown in the following table : —

Heavy Motor-vehicles other than Passenger-vehicles.

During recent years there have been big improvements in practically all branches of truck design, but the most impressive advances have been in tire equipment. To quote one transport authority : " The rapid obsolescence of the solid tire is one of the most significant recent developments in motor transportation. Substitution of pneumatics, and particularly of low-pressure tires, make possible the carrying of heavier loads in lighter vehicles at greater speed and with less destructiveness both to vehicles and to road-surfaces. Between 1921 and 1931 the proportion of annual truck-production which was equipped with solid tires decreased from 28 per cent, to 3-1 per cent. Less than 5 per cent, of the heavier trucks and buses manufactured and equipped with pneumatic tires in 1928 carried lowpressure tires, but by the end of 1931 about 90 per cent, of these vehicles were so equipped. The tendency in the matter of tire equipment is clearly towards exclusive use of pneumatics with a preponderance of balloon tires in trucking operations which utilize the rural highways." The Department is at present carrying out investigations in connection with pneumatic tires, and, although these investigations have not yet been completed, it is clear that tire-pressures have a most important bearing on the thickness of road-surfaces required to carry various axle loads. The encouragement of the low-pressure tire on the heavy commercial vehicles is most desirable, and it appears that as a result of the investigations it may be proved that special concessions in relation both to taxation and weight restriction are warranted. (c) Speed. Due largely to the provisions of the Transport Licensing Act, 1931, under which all licensed passenger-service vehicles run to time-table as set out in the license, the speeds of heavy motorvehicles for the carriage of passengers may now be considered reasonable and the schedule of speeds as set out in the regulations are well observed. The position in regard to the speed of goods-trucks, however, is far from satisfactory, and, in general, there is very little observance by these vehicles of the speed-restrictions. If this practice proceeds unchecked, the deterioration of the non-dustless rural roads will be accelerated, with serious effects on road transport generally. (d) Allocation of Heavy-traffic Fees. For the purpose of these regulations, New Zealand is divided into nineteen heavy-traffic districts, and the heavy-traffic licenses fees collected in each district are shared among the various local authorities in that district. The original regulations provided that if the local authorities were unable to come to an amicable agreement among themselves as to the allocation of these fees the whole matter was to be submitted to a Magistrate, who would then make the allocation, taking into

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— Hig M h a wV C, - 811 - ClaaslII. jdaselV. Class V. | Miles. Miles. Miles. Miles. Miles. Miles. North Island .. .. .. 5,881 382 1,888 2,362 409 5,041 South Island .. .. ... 4,661 824 2,223 173 .. 3,220 Totals .. .. 10.542 1,206 4,111 2,535 409 8,261

Speed-limits. Heavy-traffic License Fees. Class and Gross Weight. SoIid - Sent J*"""**- Solid. re^t Pneumatic. M.p.h. M.p.h. M.p.h. £ s. d. £ s. d. £ s. d. Class E, 4£ tons .. .. 12 12 25 20 0 0 18 10 0 17 0 0 Class I, 6£ tons .. .. 12 12 20 36 0 0 33 6 0 30 12 0 Class P, 10 tons .. .. 12 12 15 75 0 0 69 7 6 63 15 0 i

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account certain factors set out in the regulations. As disagreement on the part of one local authority could thus involve the whole of the other local authorities in the heavy-traffic district in expensive litigation, it was considered desirable that some other less-costly method should be adopted. The basis of allocation should undoubtedly be the use of the roads by the heavy motor-vehicles, and truest measure of this use would be obtained from a comprehensive traffic census. This method would be almost as costly as the Magisterial inquiry, and after carefully investigating the matter it was finally decided that the relative cost of surface-maintenance incurred by each local authority would represent a reasonably close measure of use by the heavy motor-vehicles. The regulations were accordingly amended, and the Eight Hon. the Minister has already made one allocation on this basis, while, in addition, there are at present three separate applications from different heavy-traffic districts being dealt with. 6. TRANSPORT LICENSING ACT, 1931. The administration of the Transport Licensing Act has involved the Department in a heavy volume of work during the year. There were many inquiries regarding the legislation and regulations and their application, and every effort has been made to make the Act generally understood with a view to minimizing any difficulties. Broadly speaking, the system of licensing of passenger-services is now proceeding smoothly, while the licensing of goods-services is at present being carried out. A. PASSENGER SERVICES, (a) Continuous Passenger-service Licenses. At the first licensing period the expiry date of all licenses was made 28th February, 1933, with the exception of the " automatic " licenses in the South Island, in which cases the expiry date was for the sake of convenience, made 31st August. Applications were received during the year under review for the granting of a number of new passenger-service licenses and for the renewal of those licenses which expired at 28th February, 1933. Altogether 548 applications were considered, and of these. 457 were granted, 47 were refused, 16 were withdrawn, and 28 were deferred. (6) Seasonal Passenger-service Licenses. The seasonal passenger-service license has not been utilized to any great extent so far. During the year 20 applications for this class of license were received, and of these, 16 were granted, 2 were withdrawn, and 2 deferred. (c) Temporary Passenger-service Licenses. Under section 29 of the Act a temporary passenger-service license is defined as a license for a service to be carried on for a specified period of not more than seven days, or a license for any specified special occasion or occasions. In order to give sufficient flexibility to the licensing machinery in dealing with temporary licenses, section 14, subsection (5), provides that the Chairman may in any cases of urgency grant such licenses on behalf of the Licensing Authority and shall report such grants to the next meeting of the Authority. The temporary license has been made use of mainly in connection with race-meetings, shows, and other special occasions which involve a considerable movement of passenger traffic, which is beyond the capacity of the existing passenger-services, if any. The supply of transport facilities for these special occasions comes from two main sources —viz., the reserve fleets of passenger-service operators whose services are licensed under the Transport Licensing Act, and " taxis," which require to take out " plying for hire " licenses under local-body by-laws in respect of their usual operations as taxis, but which do not come within the scope of the Transport Licensing Act unless they charge separate fares. Broadly speaking, the operators who were already licensed under the Act were acquainted with the provisions relating to temporary licenses, and the machinery for temporary licenses worked smoothly in the bulk of these cases. The taxis, however, presented more difficulties. In the first place it took some time for the provision of the Act to become known, and, in the second place, many taxi-proprietors who were refused temporary licenses took advantage of the difficulties in proving that separate fares were charged, and continued to operate illegally in competition with properly licensed services. Steps were taken to deal with cases of this nature, and a number of successful prosecutions have largely discouraged these unlicensed services. Altogether seventy-seven prosecutions were conducted against taxi-operators running without securing temporary passenger-service licenses or running after an application for such a license has been refused. Of these proceedings 53 resulted in convictions, 16 were withdrawn, and 8 were dismissed. Up till the 20th May, 1933, a total of 2,014 temporary passenger-service licenses had been granted to 455 separate concerns, the average number of temporary licenses per operator affected being just under four. An examination of Table No. 20, which gives an analysis of the temporary licenses granted during the above-mentioned period, discloses some points of interest. Some 244 operators were granted one license during the period in question, 92 were granted two licenses, 69 were granted three licenses, 40 were granted four licenses, and so on in proportionate diminution until the " nine license " group, which comprised 20 operators. Twelve operators were granted more than twenty licenses and 1 operator was granted seventy licenses, or an average of more than one per week. These figures direct attention to the necessity for considering alterations to the existing machinery, whereby operators regularly providing services for the race meetings, shows, &c, in a given locality might be granted one license to enure for the whole year, thus obviating the necessity for procuring a separate license for each event, The Department is looking into this matter with a view to improving the existing machinery. The question of simplifying the forms for use in connection with the temporary passenger-service licenses is also receiving attention.

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{d) Traffic am> Fixancb Statistics, 1932-33. In accordance with the provisions of section 37 of the Act, operators have been required to submit figures Regarding traffic and finance during the year ended 31st March, 1933, in order thai the full ramifications of the industry might be understood, and also that the effects of the administration of the Act might be closely observed and matters of general policy framed accordingly. The provisions of this section also provide the machinery for checking that the benefits of the transport regulation are passed on to the public in the form of lower fares or better service. There are numbers of operators whose accounts and records are not sufficient to disclose the necessary information relating to the state of their businesses, and in such cases the operators have been requested to comply with the law in this respect in the future. In order to make the figures more informative they have been classified according to (a) fleets comprising vehicles with a seating-capacity of nine passengers or less, (b) fleets comprising vehicles with a seating-capacity of more than nine passengers, and (c) fleets comprising both classes of vehicles, ami also fleets the operators of which run both passenger and goods services. ■ Traffic. During the year ended 31st March, 1933, licensed passenger services carried a total of 16,065,672 passengers, in the course of which a total of 22,756,313 vehicle-miles was recorded. Of the total passengers carried 14,750,000 were carried in vehicles with more than nine seats, while the smaller vehicles with nine seats and under accounted for just under 1,000,000. The bigger vehicles are, of course, engaged on the shorter, more densely trafficked routes, while the smaller vehicles are engaged on the longer routes, the average number of vehicle-miles per vehicle-journey showing approximately seven miles for the former as against thirty-six miles for the latter class. The relationship between the number of empty trips and the vehicle-journeys directs attention to the fact that approximately 1-6 out of every 100 trips for the larger vehicles were run empty, wliile m> leas ihan approximately 9 out of every 100 journeys by the smaller vehicles were recorded as empty. A sertain amount of empty running is unavoidable in even the best-planned time-tables, and the low figures for the bigger vehicles do not call for any comment. The greater frequency of empty trips on the smaller vehicles is no doubt symptomatic of the slump in passenger travel and affords some evidence of the legacy of an over-supply of services passed down from the period of n> competition which existed before the services came under control. It also shows that many ii (-car businesses are maintaining a better service than the volume of passengers warrants, no doubt in the hope of an improvement in due course. Some idea of the average loading is to be gained from the average number of passengers per vehicle-journey, which show an average of 3-6 passengers per vehicle-journey for the smaller vehicles and 10 for.th? larger ones. The figures for the fleets with both classes of vehicles show an average of 5-2 passengers per vehicle-journey. (e) Revenue. The total revemi ■ for the licensed passenger-services during the year ended 31st March, 1933, aiiiountod to £579,310. That derived from the carriage of passengers represented £769,086, or 87 per cent., of this total, the remaining £110,224, or 13 per cent., being derived from the carriage of goods, panels, and mails. The revenue from both passengers and goods represented an average of 9-27 d. per vehicle mile for all vehicles, and an average of 7-01 d. per mile for the vehicles with nine seats or under, and 10-77 d. per vehicle-inile for those with more than nine seats. The detailed figures regarding the revenue are given in Tables Nos. 11 to 18 of the Appendix. (/) Expenditure. The analvses of the financial returns revealed an expenditure of £874,115 during the year, canning-costs accounting for £480,727, or 55 per cent., standing charges for £285,149, or 33 per cent., and overhead charges £108,239, or 12 per cent. The average operating-expenses per vehicle-mile for all vehicles worked out at 9-219 d. per mile, the average for the fleets comprising vehicles .with passenger-seats of nine or under showed 6-896 d. per mile, while the fleets comprising the bigger class of vehicles showed 10-760 d. per mile. (g) Financial Results of Year's Operation. The operations of licensed passenger-services during the year ended 31st March, 1933, resulted in an excess of revenue over expenditure amounting to £5,195. This figure is small, but it is satisfactory to record that a profit of any size at all was indicated for the passenger industry as a whole, for the reason that the demand for a considerable amount of passenger travel is very elastic and suffers a heavy, shrinkage in times of economic depression. A detailed examination of the financial and traffic data submit i ed i>y operators shows conclusively that the Transport Licensing Act has reoriented the financial position in the motor-passenger industry, and that the control and elimination of the fierce and endless competition which existed prior to its coming into operation has stabilized the finances of many concerns that were heading for bankruptcy. The statement of assets and liabilities shown in Table No. 9 in the Appendix reveals the financial position of the industry at 31st March, 1933. The total assets amounted to £1,354,155, of which vehicles, stocks, and plant and machinery represented £655,341, land and buildings £262,538, and other assets, excluding cash and debtors, £233,932. It is, of course, true that in times of uncertain values such as the pTesent these figures must be interpreted with reservations, but the existence of an amount of Llo!),o7f>, representing the aggregate cash in hand and at the bank, gives a somewhat healthy appearance to the liquid position. A classification of liabilities shows a total of £863,654 for capital, an aggregate of £438,461 for other liabilities, including an amount of £53,197 owing in respect of vehicles and borrowed money from various sources, and £52,040, which represented reserves.

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A study of the above figures and the position which obtained in the industry before the Act came into operation indicates that the Transport Licensing Act is producing order and something on the' lines of a planned system of transport where, under unregulated competition, the employment of the two great forces of capital and labour in this industry were on a most precarious basis, and where the community paid the price in the direction of higher charges due to overcapitalization and uncertainty in the operation of its transport services. (h) Appeals. Up to the end of September, 1933, 172 appeals were lodged against decisions by Transport Licensing Authorities, in connection with passenger-service licenses, and were dealt, with as follows by the Transport Appeal Board : — Number of Appeals. Appeal allowed .. .. .. .. .. .. .69 Appeal disallowed .. .. .. .. .. .. 51 Appeal withdrawn .. .. .. .. .. .. 42 Appeal struck out .. .. .. .. .. .. .. 2 Appeal awaiting hearing .. .. .. .. .. .. 5 Appeal referred back to Licensing Authority .. .. .. .. 3 Total .. .. .. .. ..172 (i) Savings in Vehicle-mileage. A detailed examination of the figures for each operator reveals a saving of approximately 9,250,000 vehicle-miles per annum for the year ended 31st March, 1933, as compared with the year ended 31st March, 1931, which marked the period before the Transport Licensing Act came into operation. A small portion of this saving is probably due to certain services being forced off the road on account of the falling-ofl in business, but the major part of it is due to the operation of the Transport Licensing Act. A substantial part of the savings in vehicle-mileage due to the operation of ih< Act followed upon the voluntary co-ordination of services by mutual agreement amongst the operators, subject to the approval of the schemes by the appropriate Licensing Authorities. Assuming that the saving in vehicle-mileage would mean economy of the full running-costs and a partial Saving in standing and overhead charges, the full annual monetary saving due to the operation of tluß Ad may be set down at approximately £275,000. These savings are real, and are represented at present by greater financial stability in the industry and the avoidance of any increase in fares to offset the heavy f;i ili 11 u - off in traffic. There is every indication that these savings will enable substantial reductions in fares and/or improved services to be made available to the travelling public as soon as the volumo of passenger traffic regains its normal level. The reduction in vehicle-mileage would result in a decrease of approximately £38,000 per annum in the revenue from the petrol-tax at 10d. per gallon, but it is considered that this would l><> offset by a corresponding fall in the expenditure necessary on the maintenance of the roads. (j) Passenger-service-vehicle Inspections. An outline of the obligations and requirements under the Transport Licensing Act, 1931, in regard to the passenger-service vehicle was given in the Department's report for last year, and as the Act has now been in force lor eighteen months every operator carrying passengers for hire or reward should now be aware of the essentials of a legal service. It is known, however, that some operators have not yet lodged applications for examination of their vehicles, and in fairness to other operators such cases are being investigated. The majority of the applications for certificates of fitness were, of course, received as renewals in the early months of the licensing year, but since then fresh applications have been, and are being , ) received daily. A summary of the position throughout the Dominion on the 21st August, 1933, shows that, in all, 2,207 applications had been lodged for the year but fees had not been paid in regard to 18 of these, thus 2,189 applications were dealt with. Of this number, 819 were for temporary permits covering 374 separate vehicles (some of which were used under temporary licenses as often as ten times). Only six vehicles were condemned outright during the year, compared with forty-four last year, while the owners of seventeen others have been advised that permission to use such vehicles will not be forthcoming after the date of expiry shown on the respective permits or certificates of fitness. Again, several owners have, of course, voluntarily replaced old vehicles by new ones, while some operators have substituted either second-hand vehicles or have purchased a new chassis for an existing body, or vice versa, to maintain their respective standard of service. The total number of " active " vehicles for the period of this report is therefore 1,738, and these are distributed throughout the Dominion as under:— 1. No. 2 District .. ..413 7. No. 10 District.. .. 119 2. No. 4 District .. .. 272 8. No. 8 District .. .. 116 3. No. 6 District .. .. 254 9. No. 1 District .. .. 102 4. No. 5 District .. .. 178 5. No. 7 District .. ..157 Total .. .. 1^738 6. No. 9 District .. .. 127 . Note. —In June last the No. 3 Licensing District (Waikato and Bay of Plenty areas) was abolished, and consequently the boundaries of Districts Nos. 2 and 4 were altered to embrace the No. 3 territory.

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A survey of the passenger-service-vehicle register shows that the 1,738 vehicles, comprising • seventy-seven different makes, are in the following classes :— Omnibuses (including 7 trackless trams) .. .. .. .. 531 Service coaches .. .. .. .. .. .. .. 50 Service cars .. .. .. .. .. .. 1,055 Passenger trucks .. .. .. .. .... .. 102 Total .. .. .. .. .. .. .. 1,738 An analysis of the " Omnibus " group shows that the distribution of the 401 vehicles is:— 1. Auckland (No. 2 District Area) .. .. .. .. .. 140 2. Wellington (No. 6 District Area) .. .. .. .. 71 3. Napier-Hastings (No. 4 District Area) .. .. .. 57 4. Dunedin (No. 9 District Area) .. .. .. .. 43 5. Christchurch (No. 8 District Area) .. .. .. .. 34* 6. Invercargill (No. 10 District Area) .. .. .. .. 21 7. Nelson-Greymouth (No. 7 District Area) .. .. .. 15 8. Whangarei (No. 1 District Area) .. .. .. .. 14 9. Stratford - New Plymouth - Wanganui (No. 5 District Area) .. .. 6 Total .. .. .. .. .. ..401 * Includes 7 trackless trams. The total capacity is 8,817 passenger-seats, or an average of 22 passenger-seats per omnibus. The actual range in size being from 12 to 39 seats, while the average weight of the omnibus-body on a " per passenger-seat " basis is 169 lb., the lowest average weight being 148 lb. (in No. 5 District) and the highest being 200 lb. (in No. 10 District), while the average body-weight for No. 2 (Auckland) and No. 6 (Wellington) Districts is respectively 161 lb. and 174 lb. per passenger-seat. It is perhaps safe to say that the average weight of the bodies of omnibuses constructed in keeping with the up-to-date plans of local body-builders would be not more than 130 lb. per passenger-seat for vehicles of 20 or more seats. Regulations relating to the constructional requirements of passenger-service vehicles have been under consideration for some time and have been the subject of discussion with representatives of all parties directly concerned. Certain amendments suggested at these discussions have been made and the regulations are now under final review and will be submitted to the Minister at an early date. By the practical application of the requirements of the Transport Licensing Act to the vehicle itself, a higher degree oi safety and comfort for passengers and greater regularity and dependability of service are assured. Reasonable safeguards against overloading are also provided for in the proposed regulations. B. GOODS-SERVICES. (k) Control. The Act defines a goods-service as any service by motor-vehicle for the carriage or haulage of goods for hire or reward unless the service is such that it is carried on entirely within the boundaries of a single borough or town district; and provided, inter alia, that the provisions of Part II of the Act might, by Order in Council, be applied to the control of goods-services. The Department devoted considerable time during the year to formulating modified proposals for application to the goods-services. Every opportunity was taken to consult the various branches of industry, trade, and transport affected, and a series of conferences were held to discuss the various proposals. The Order in Council invoking the modified provisions to apply to the carriage of goods as from Ist June, 1933, was gazetted on 23rd March, 1933. Broadly speaking, the same licensing machinery was applied to the goods-services as had been used in connection with the passenger-services ; the same licensing authorities exercised jurisdiction over the same districts with the exception that the four main centres do not represent Metropolitan Licensing Districts under the, regulations dealing with the control of goods-services. The investigations carried out soon disclosed that if all the services coming within the definition of the term goods-service, as used in the Act, were brought under control there would lie approximately 7,500 vehicles engaged in various classes of haulage work covered, from the regular motor-service plying regularly over a long route to the local carrier who, in the normal course of his business, runs in and around the boundaries of some borough or town district. It became apparent, as the investigations proceeded, that the control should in the initial stages cover a manageable minimum of services, and should cover at least the services principally involved in road and rail and shipping competition. The attainment of this objective was achieved by limiting the control to the carriage of goods for hire or reward for at least five miles along a main or secondary highway, with definite protection against any traffic being thrown upon the roads other than highways and with special areas of exemption in the environs of the four main centres, and Hamilton Borough.

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(/) Exemptions. The following classes of services were expressly exempted from the provisions of the Order in Council as it was evident that there were special reasons in each case which made it desirable to exempt them : — (1) Milk and cream while being carried from farms to dairy-factories. (2) Vehicles used under passenger-service licenses. (3) Any goods carried in a vehicle used exclusively for funerals. (4) Newspapers, if carried on vehicles used principally for the carriage of milk or cream from farms to dairy-factories. (5) Goods carried under an arrangement to hire the vehicle completely and exclusively, with or without driver, for the transport of goods belonging to the hirer over a period of not less than seven days. (6) Goods towed by or carried on vehicles used solely in connection with the repair or wreckage of vehicles which have met with mishap. (m) Main Differences in Regulations applied to Passengers and Goods Services. The following are the principal directions in which the provisions of Part II of the Act, as applicable to passenger-services, were varied for application to the carriage of goods : — (1) The preference given in section 27 to applications for passenger-service licenses by the Government and local authorities in certain cases does not apply to the carriage of goods. (2) The qualification of continuous ownership for an automatic passenger-service license is varied to continuity of service, irrespective of ownership in the case of goods-services. (3) The maximum period of the temporary license was expanded from seven days in the case of passenger-services to fourteen days for goods-services. (4) Under section 30 of the Act Licensing Authorities were required to fix fares and charges for the carriage of goods, time-tables, classes of vehicles to be used, &c, in connection with each passengerservice. Under this section, as applied to goods-services, it is mandatory on the Licensing Authorities to fix the class of license, the date on which the service is to be commenced, and the localities or routes to be served, while they may at their discretion fix charges, time-tables, weights to be carried, and any other matters or conditions they may consider proper. (5) Whereas passenger-service vehicles are subject to annual inspection, the goods-vehicle regulations do not deal with this, although there are certain safeguards referred to under the heading of " Motor accidents" on page 21. (6) A passenger-service licensee abandoning or curtailing his service is required to give not less than twenty-eight days' notice of his intention to do so, whereas a goods-service licensee in the same position may give the same or such lesser notice as may be prescribed by the/Licensing Authority. (7) Where a passenger-service licensee abandons or curtails his service without giving the prescribed notice it was mandatory on the Licensing Authority to revoke his license. The power to revoke in such a case is discretionary in connection with the goods-services. (n) Fixation of Charges. The discretionary power of Licensing Authorities to fix charges for the carriage of goods by licensed goods-services in place of the mandatory power to fix passenger fares is probably one of the most far-reaching variations made in the application of Part II of the Act to these services. The object of charge-fixation is twofold —firstly, to ensure that the benefits of the regulatory control are passed on to industry and trade in the form of lower transport-costs, and, secondly, to protect licensed operators from uneconomic " rate-cutting "by irresponsible competitors. In the passengerservices customary business practice demanded that fares should be reasonably stable and based on a fare-table made known to the travelling public. Generally speaking, fare-tables that had been in operation for many years in some cases were available and formed an excellent basis upon which to ground the structure of a system of fare-fixation. The position in regard to the charges for goods was not nearly so clear-cut, investigation disclosing a lack of uniformity in the basis upon which the charges for the carriage of goods were made not only as between different concerns, but also as between the customers of the same concern. Details of the systems for making charges were required to be given by applicants for goods-service licenses, and an analysis of this information disclosed the fact that 38 per cent, of the applications showed charges based on a fixed schedule with different rates for different classes of commodities, 32 per cent, adopted the ton-mile basis, 15 per cent, showed charges fixed by tender, 11 per cent, were under contract for a definite term, while the remaining 4 per cent, charged on an hourly basis. In many cases the same firm adopted two or more systems of milking charges. While it was abundantly clear that, with competition controlled by the licensing machinery, the question of fixing charges must ultimately be undertaken to protect the public against undue exploitation of the partial monopolistic position in which many operators will ultimately find themselves, and also to ensure that the full benefits of the regulatory control are passed on to the public in the form of reduced transport charges, it was also apparent that there were certain obstacles in the way of the satisfactory fixing of charges during the first year. First of all there was a lack of reliable and properly analysed data regarding the operating-costs of motor-trucks, and secondly, although operators generally were anxious to have'eharges fixed in order to put an end to uneconomic competition, there was some obscurity as to the effect of chargefixation on industry and trade and other forms of transport. Without the first it would have been

3—H. 40.

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practically impossible to have formed a basis for fixing charges, except on the purely empirical data submitted by operators in support of the charges they asked to have fixed, while the lack of experience as to the effect on industry and trade emphasized the necessity for further investigation before embarking on charge-fixation. The combined effect of this factor, together with the fact that, during the first year at any rate, competition will be in existence, and, further, the fact that steps could be taken at short notice to meet cases where, owing to competition ceasing to be effective as a result of the licensing system restricting the number of operators to a very small number with defined and uncompetitive areas, or to combination amongst operators, was a decision to refrain from fixing charges during the first year, except in these cases. In the meantime, the Department is carefully investigating the question of operating-costs throughout the Dominion, and the effects of charge-fixation on industry and trade, and other transport facilities. The fixation of charges for the carriage of freight on motor-trucks would probably have farreaching effects on the competition between these services and rail and coastal shipping services. In the case of both the latter services the rates are fixed by the Railways Board and by the various shipping companies, and it will remain to be seen whether the fixation of charges on motor-services under the Transport Licensing Act will confer an undue advantage on the rail and shipping services where they compete with road-services. (o) Insurance. Section 48 of Part 111 of the Transport Licensing Act provides that Licensing Authorities may prescribe the insurance cover to be carried by licensees in respect of their liability for loss or damage to any goods that may be conveyed. In view of the relatively small number of operators who carried insurance, it was felt that it would be too drastic a step to make insurance compulsory in the first year. An examination of the applications submitted for goods-service licenses revealed that 10 per cent, of operators carried insurance to cover their liability in respect of damage or loss to loads, while 90 per cent, carried no insurance. The whole question of making insurance compulsory will be carefully investigated U-fore the next rclicensing period. (p) Number op Applications received. Details regarding the applications received for goods-service licenses are shown in Table No. 21 in the Appendix hereto. Altogether, 2.n ( .i<> applications have been made for continuous (2,018) and seasonal (72) goods-service licenses, covering 3,128 vehicle authorities, indicating that, broadly speaking, the Act will ultimately embrace between 3,000 and 4,000 trucks. l ; p to the end of August, 1933, 340 temporary licenses had been granted. (</) Temporary Goods-service Licenses. It was recognized that many temporary goods-service licenses would be required, and in order to facilitate matters arrangements were made with the Posi and Telegraph Department whereby the various Postmasters would act as agents for the Licensing Authorities in the issue of the licenses. Carriers can make application to the nearest post-office, and can ascertain in a few minutes whether or not a license will be issued. This enables the licensing machinery to work with a minimum of disturbance to the ordinary course of industry and trade. A certain amount of misunderstanding has arisen in connection with temporary licenses, some carriers being under the impression that if they are refused a continuous license they can obtain permission to run by securing a series of temporary licenses. This is not the case. The temporary licenses are controlled by the Licensing Authorities that control the grant or refusal of continuous and seasonal licenses, and are for the purpose of meeting that class of haulage work which cannot be appropriately covered by the latter. (r) Fees. As in the case of the passenger licenses, the fees were fixed to secure sufficient revenue to meet the cost of administering the Act in so far as goods-services are concerned. The following figures show the scale of fees payable : —

C. TRANSPORT CO-ORDINATION. In the administration of the Transport Licensing Act, passed in 1931, it has been demonstrated that the licensing machinery is proving effective as an implement for rationalizing and improving the efficiency of public motor transport. Ft has become clear, also, that in its present form this machinery will not provide a suitable means of ensuring that all forms of transport will Function in the spheres

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Per Vehicle Authority. Kind of License. Payal n Application. Total - £ s. d. £ s. d. £ s. d. Continuous .. .. .. 200 100 300 Seasonal .. .. .. 10 0 100 200 Temporary .. .. .. 026 .. 026

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of greatest net economic advantage ; the need remains for a much greater degree of co-ordination between the various forms of transport. It is not disputed that under the present system the railways, for instance, may, if they desire, use the licensing system to challenge the existence of motor-services which are in competition with them, and if it is proved that such competition is undesirable in the public interest the motor-services may be curtailed or rearranged. Against the elimination or regulation of uneconomic competition, by one form of transport or another, there can be, if it be in the public interest, no reasonable objection. Hut although a given railway service may be uneconomic, and while there may l>e a lialance of net economic advantage to the whole community if it were curtailed or eliminated in favour of another form of service, there is no power under the Transport Licensing Act to bring about any adjustment found to be necessary. This lack of unification in the regulatory control is common to all forms of transport, and is an insuperable obstacle to the more complete co-ordination necessary to provide a full and reasonable solution to the Dominion's transport problems, and so, among other things, to lighten our heavy burden of transport-costs. Without it the existing wasteful competition between the different kinds of transport must continue, each kind of transport being ready to prove that the solution of the transport problem lies in its securing all the traffic. Under these conditions the general transport problem may well cease to be a first consideration to the various interests involved, being submerged by controversy between rival forms of transport. It is eminently desirable that the solution of the Dominion's transport difficulties should rest upon a system of co-ordination which will show no predisposition in favour of any particular kind of transport, and will lie guided by a policy aimed to secure not business for any individual transport agency, but the provision of transport in the cheapest and most efficient manner possible The time has arrived when it is desirable seriously to consider the institution of some means by which all phases of transport may be surveyed at the hands of an independent body with power to advise upon co-ordination and other aspects of the general problem which so far have remained untouched. Other countries are concentrating attention on the co-ordination of their transport facilities. In Victoria the Transport Regulation Board, a special body set up to investigate all aspects of the problem, recently found that the doctrine of laissez faire cannot be applied to transport, and that properly designed and administered regulation of all transport is essential. The Board also found that the machinery of transport regulation should be designed to afford the public, in the absence of competition, the benefits in railway service that would come from competition, and recommended that the co-ordinating transport authority be empowered to specify the standard of service that should be provided by the railways in any case where road competition is to be withdrawn or restrained by the action of the authority. In the United States of America a recent national investigation into the transport problem directed attention to the fact that efficient co-ordination and the movement of traffic by the cheapest possible agency, or combination of agencies, cannot possibly be realized under an unco-ordinated regulatory system, and that only under a unified system of regulation which will place all transportation agencies upon a basis of economic parity will a unification of transportation that means anything from an economic point of view be possible. The conclusions of a general character arrived at after investigation by other countries faced with problems similar to our own may be accepted as applying with equal force to the Dominion. It appears inevitable that within New Zealand there should be some independent body to which the community and the transport industry, as well as Parliament, may look for advice, after examination by that body of all relevant factors placed before it. Moreover, through some such agency it should be possible to facilitate the introduction of co-ordination between competing services. 7. OVERSEA MECHANICAL TRANSPORT COUNCIL. It is pleasing to record continuous success with the Oversea Mechanical Transport Directing Committee's " all-wheeled-tractor-trailer unit " which was designed to carry a pay-load of 15 tons over unmetalled roads. The first of the two experimental units of this capacity has a petrol engine of 106 horse-power, and the second one is equipped with a compression ignition (Diesel) engine of 130 horse-power, and, although each complete unit has twenty-four pneumatic-tired wheels in contact with Ihe roadway, it does not require any more space for a complete turn on full lock than does a 2-ton motor-truck, while the unit pressure on the road for each axle is no more than that of a laden 30-cwt. lorry. After successful preliminaiy dials in England (5,000 miles), the first unit was shipped to the Gold Coast, West Africa, for tests on rough earl h mails, and up to the 10th June last it had proved easy to drive and to manoeuvre, and no troubles had been experienced with any of the experimental features during the 3,076 miles then run of the proposed 10,000-miles test under commercial conditions. The second unit, like the first, carries a pay-load of 3 tons, and each trailer takes a 6-ton load, but the former unit, as would be expected, incorporates improvements and changes in design that the experience with " No. 1 unit " has suggested —for example, the travelling speed, under favourable conditions, has been increased from 20 to 28 miles per hour, and the improved " tracking " of the trailers now leaves little to be desired under any conditions of service (even including running in reverse with one trailer attached); provision has been made for manual steering of the rear-most trailer when backing with two trailers. During recent trials in England " No. 2 unit,'' with both trailers fully laden, climbed a slope of 1 in 6|, and the designers state that a grade of 1 in 6 may be negotiated, or it may be started from rest on a hill of lin 8. The tractor alone is able to climb a grade of lin 2£, or, under favourable conditions, even steeper slopes. An interesting description of this vehicle, with illustrations, drawings, and technical data, appears in the 21st July. 1933, issue of The Engineer —28 Essex Street, London W.C. 2.

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The Directing Committee estimates that, without) return loading, in the early stages of development of a new area the transport costs wit 'i a L5-ton-pay-load unit should not exceed sd. per ton-mile, and, with a specially designed 30-ton unit (which was included in the Council's original scheme) the cost should be reduced to about 3Jd. per ton-mile. In general, the roads for such vehicles would not cost more than £200 to £300 per mile to construct, and the maintenance charges thereon should not be heavy. It is regarded as important that the trials of the second unit be continued, and that the construction and testing of the 30-ton-pay-load unit be undertaken. In this connection, the Oversea Mechanical Transport Council hopes that it may be possible to proceed with such work through voluntary financial assistance from the dominions of the Empire, and in spite of the fact that no further contributions will be forthcoming from the Empire Marketing Board, now disbanded, which met the initial costs of the investigation and has provided half of the money already spent on the development of these special vehicles. 8. THE COMPRESSION-IGNITION ENGINE. In view of the wide interest in the development of the so-called " Diesel " engine, not only amongst those directly concerned in road transport, but also by the general public, there is every justification for again making special reference to this type of engine in the Department's annual report. During the year steady progress has been made with the compression ignition (Diesel) type of engine for road-transport purposes, and a good indication of the position in England to-day compared with that of a year ago may be obtained from the respective schedules of commercial vehicle specifications, as published by the Society of Motor Manufacturers and Traders, Ltd., London. The issue of May, 1933, is the latest available, and, comparing the data therein with that supplied in May, 1932, the respective figures show that, in the goods-vehicle group : — (a) Neither issue records any compression-ignition-engined unit below the class of 2-tons-pay-load capacity. (6) Class 2 to 3 tons : 1 model in 1932, 4 models in 1933. (c) Class 3 to 4 tons : 4 models in 1932, 8 models in 1933. (d) Class 4 to 6 tons : 10 models in 1932, 12 models in 1933. (e) Class over 6 tons : 15 models in 1932, 22 models in 1933. Therefore the average percentage increase for the year in standard goods-vehicles with com-pression-ignition engines is 53 per cent. In the passenger-vehicle group neither schedule records any compression-ignition models in the classes below 20-passenger capacity, and there has been no change in the aggregate figures —namely, 7 models —for the classes " 20 passengers and over." Although compression-ignition engines of comparatively small power and weight are on the English market and have proved dependable and economical for certain work, they are at present more or less in the experimental stage for service in the small-capacity motor-vehicle. Vehicles fitted with Diesel engines are now common at all the important motor-vehicle exhibitions, and this type of power-unit is preferred by many experienced operators throughout the world, but, in so far as New Zealand is concerned, practically no progress has been made by this type of engine during the year, possibly because of the imposition in April last of special taxation on a mileage basis on motor-vehicles propelled by means other than motor-spirits. Such tax is approximately equivalent to Id. to ljd. per vehicle-mile, according to classification, which is determined from the maximum gross laden weight, and, from the taxation (revenue) point of view, it is approximately the same, class for class, as the tax on the motor-vehicle with a petrol-engine. 9. MOTOR ACCIDENTS. (a) Fatalities Statistics. It is gratifying to observe that fatal motor accidents still continue to decrease, the figures detailed in Table 24 indicating that for the year ended 31st March, 1933, there were 140 fatal accidents resulting in 143 deaths, as against UK accidents and 157 deaths for the preceding yen. As mentioned in last year's report, it is probable that one of the chief causes of this reduction is the lesser vehiclemileage prevailing due to the present conditions. Only fatal cases are subject to analysis, and therefore it is not safe to draw conclusions from the detailed comparisons in cases from year to year. Nevertheless, attention is directed to the following points based on comparing this years figures with last year's : — (1) An increase by 15 in the number of accidents to pedestrians and a corresponding rise of 12 in the cases when the motorist was at fault. When the total reduction in fatal accidents is recognized, the rise in this class of accident, one of the most distressing of all, is to be deplored. (2) A reduction of 5 in the number of railway-crossing accidents. (3) An increase by 23 of accidents in hours of darkness in spite of the general reduction, and, of these, 4 were due to glaring headlights and 14 to insufficient lights. The attention of motorists and other vehicle-users is particularly drawn to these figures. Of all the types of accident, this is one which vehicle-users have the best chance of reducing by mechanical and routine attention. (4) Of the four centres the fatalities near Wellington and Dunedin are halved, whereas those about Auckland and Christchurch have increased. The South Island generally has a noticeably lower record than the North Island, but this may be due to the difference in traffic density.

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(5) The bicycle and motor-lorry both show substantial increases on last year's figures. The cyclist can do much to reduce the chances of accident to himself, particularly at night-time. Few bicycle reflectors are efficient, although the difference in cost between the efficient and non-efficient types is negligible. Many local authorities have by-laws requiring the rear mudguard to be painted white, and this is considered to be an excellent idea. The cyclist should be particularly careful on wet nights on bitumen roads. The fact that a large proportion of goods-vehicles which ply for hire require to be licensed under Licensing Act, 1931, may assist indirectly in a reduction of accidents in this field. Although no system of inspection of such vehicles has been imposed or is contemplated, it is a statutory condition of every license that the vehicles used under it shall be maintained in a fit and proper condition to the satisfaction of the Commissioner of Transport ; and also the vehicles proposed to be used in the service form one of the factors required to be taken into account by a licensing authority before granting a license. (6) The motor-omnibus shows the excellent record of being involved in no fatal accidents for the year. (7) In spite of fatalities having decreased, collisions of vehicle with vehicle have increased. This is accounted for principally by the failure to keep to the left or to comply with the intersection rule of giving way to traffic on one's right. These two breaches alone account for nearly a quarter of this year's fatalities, and, with faulty lights, are the major causes of this year's accidents. It is distressing that so large a proportion of the accidents are due to these cause, which by the mere occurrence of the accident imply necessarily a lack of care on the part of one or more of the parties involved. (b) Enforcement. The position as to enforcement generally was dealt with in last year's report, and the statements therein made still apply to present conditions. An examination of the statistics of prosecutions for traffic offences shows the following results for the past three years ending 31st December : —

These figures seem to bear out that last year's reduction in prosecutions was due to the lesser number of vehicles on the roads caused by present economic conditions ; but it is gratifying to note that the 1931 figures for dangerous driving, which were the lowest for five years, show a still further substantial reduction. The large increase in the prosecutions for breaches in lighting of vehicles is considered to be an indication of increased activity by Inspectors and police officers in connection with this offence. It is to be hoped that this increased activity will continue, as lighting offences have been particularly prevalent for some years past, and, as fatality figures show, are a prolific cause of serious accidents. 10. TRANSPORT LEGISLATION IN OTHER COUNTRIES. (a) Great Britain. Transport legislation overseas of great interest in the past year is contained in the Road and Rail Traffic Bill of Great Britain which, on latest advice, has passed the House of Commons and will be sent to the House of Lords when Parliament reopens. The main proposals in the Bill are, firstly, for the purpose of controlling goods-transport by a licensing system with right of appeal as in force in this country, and, secondly, to effect amendment to the Railways Act for the purpose chiefly of enabling the railway companies to make agreed charges with individual traders, subject to such charges being approved by the Railway Rates Tribunal. The road-transport section of the Bill is much more extensive in its field of licensing control than the New Zealand goods legislation, but the licensing authorities' powers are not so complete. Even vehicles used in carrying only the owners' goods are to be licensed.* (b) Victoria, Australia. Transport Regulation Act, 1932. This is the first instalment of legislation for the control of passenger and goods motor-transport. It sets up a representative " Transport Regulation Board " of five members appointed by the Governor in Council. The Department is advised that the second section of the legislation, dealing with the system of control was introduced to Parliament, but was deferred owing to lack of parliamentary time. Latest advice is that it has again been introduced in a modified form. The following

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1930. 1931. 1932. Total number of convictions.. .. .. .. .. 18,145 15,135 15,604 Convictions for negligent and dangerous driving .. .. 3,923 3,109 2,693 Convictions for lighting breaches .. .. .. .. 3,965 2,557 3,406 Other main causes .. .. .. .. .. .. 2,971 1,967 1,803

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extracts from a report embodying the results of investigations by the Transport Regulation Board are of particular interest to New Zealand : — Extract from Second Report of the Transport Regulation Board of Victoria, 1933. " Fundamental Principles. " 48. It is evident that the solution of such a problem does not lie in indiscriminate prohibition or restriction of motor transport which might entail a net economic loss to the community. " 54. It follows that the spheres to be determined by all countries are not physical but economic, and that there is no absolute or set sphere for either form of transport. The relative spheres will be under constant change, with a probable tendency for the sphere of road transport to increase and that of rail transport to diminish, and most countries are seeking to set up an efficient Transport Authority so that by co-ordination and regulation of both systems the progressive adjustments shall be made with a minimum of economic disturbance. " 56. (h) The growing use of road-motor vehicles, especially trucks, necessitates extensive financing of road construction and maintenance, and it is commonly held that road transport does not make adequate contribution to the cost of this essential part of its equipment, and is thus assisted in its competition with the railways. There is a general opinion that if the true cost of road-motor transport to the community, including the costs relating to roads, were known, much of its apparent cheapness would disappear, and if its operation were properly costed much of its competitive ability would be lost. " 57. The conclusions arrived at in practically every instance by impartial investigators are that:— " (a) Road-motor transport is superior to rail transport in certain respects and under certain circumstances and is capable of rendering most valuable service to the community, and that nothing must be done to hinder its proper development. " (b) It does not render that valuable service in unrestricted competition with the existing railway system. " (c) The competition, by forcing the railways to improve their methods and reduce costs and charges, has been beneficial to an extent; but in the absence of regulation it has been harmful to a greater extent, so that the net result is an economic loss to the community. " 69. In his evidence given before us, Professor Copland dealt with the connection between the transport problem and export trade, particularly of primary products, and especially having regard to the position of Australia as a debtor country. He said, in effect, that it is important to keep down the cost of production of export commodities, and agreed that this involves that their transportation—largely by rail —must be made as cheap as possible. " Necessity for Regulation. " 351. We are satisfied from our study of the evidence and of the general problem that the need for transport regulation is absolute, but that in Victoria its character and extent will, of necessity, be largely relative to the financial position of the railways. Therefore we have made a critical examination of certain aspects of railways finance, especially in relation to road competition. " 353. We do not agree that any investigation beyond that which we have made is necessary for the purpose of a decision regarding the need for transport regulation ; but we would agree that it may be necessary, when applying a code of regulation, to investigate matters concerning the railways which are connected with the particular case under consideration. " 414. In his evidence Professor Copland said, ' I suggest that if the railways were relieved of surplus capital it would be very much easier to arrive at a sound basis for the regulation of transport. The very heavy overcapitalization with a large railway deficit makes the problem of regulation difficult.' " 415. So long as transport regulation is related in any way to railways finance there will be a danger of its being applied without regard to economic loss caused to the community in other directions. The worse the appearance of the railways finances the greater will be this danger, and anything such as writing-off of capital, which improves that appearance, will lessen the danger of regulation being misapplied to the detriment of the community. " 419. It is, in our opinion, important that the machinery of transport regulation shall be designed so that any application of regulation protecting the railways shall depend not only on an ability, both physical and financial, to render service of a particular kind, but also on a willingness to render it to a required standard so that the community shall not be deprived by transport regulation of benefits in railway service that would come to it as the result of road competition. " 433. Professor Copland associated with this a suggestion of complete independence of railway management from political control subject only to such control of services, including the closing-down of lines and co-ordination with motor services as the Transport Board after inquiry may recommend.

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" 467. (15) It is an impossibility from the point of view of cost for road-motor transport to take the place of railway transport except in the case of the valuable traffic, which the railways must retain if they are to be able to function as a comprehensive transport system. " 549. In the absence of adequate regulation of road-motor transport in Victoria, unrestrained competition has produced and will continue to produce the following results :— " (1) Uncertainty in business due to instability in transportation charges both of railways and road motor combined with discrimination between users of transport with its inevitable unfairness. " (2) Loss of capital by the community caused by the reduction in the earning-capacity of the assets of the railways system in State ownership and of commercial motor-vehicles in private ownership. " (3) Interference with the correct adjustment of the rates structure of the railways, with consequential loss of State revenue and detrimental effects on primary industries. " (4) Reduced standard of working conditions in the road-transport industry. " (5) Increased risk to life and property on and in the vicinity of roads. " 551. Upon all the facts we express the opinion that the doctrine of laissez faire cannot be applied to the transport problem in Victoria (paragraph 61) and that properly designed and administered regulation of all transport is essential. " Transport Co-ordination Organization. " 604. In order to give effect to the recommendations in Part 7 of this report it will be necessary for Parliament to provide for the appointment of a Transport Authority and to clothe it with the necessary powers. " 607. There is no ready or easy solution of the transport problem ; it can only be solved by progressive action taken in the light of experience, and it must therefore be kept under investigation so that any adjustment by extension or restriction of regulation and control which is necessary in the public interest can be made. " 609. The Transport Authority should therefore be clothed not only with the powers necessary for the application of the regulations and control recommended in Part 7, but also with powers of investigating any aspect of the regulation or co-ordination of transport that it may think fit, and to make recommendations as it may deem wise or expedient as the result of its investigations. " 610. We recommend that the Transport Authority shall be given the widest possible freedom and discretion in the exercise of its powers, and that the Act under which it is appointed shall lay down general principles rather than precise instructions for its guidance. In no other way, in our opinion, can a constantly changing situation be properly met. " 627. Under the circumstances which exist in Victoria any system of regulation and co-ordination of transport must tend to protect the railways, and therefore, without reflecting in any way on the administration and management of the railways, we regard it as important that under transport regulation community interests affected by transport shall be enabled to influence railways administration directly without involving political pressure. " 636. The need for general co-ordination marks the difference in character between the transport industry and nearly all other industries. Most industries need some degree of regulation ; very few require general co-ordination. " 638. It is likely that a lengthy period will elapse before the objective of general co-ordination of transport in Victoria will be attained, because complete co-ordination could be effected within a short period only by the establishment of a transport monopoly either in the hands of Government or under extensive Government control. This is hardly a practical possibility. " 639. Transport co-ordination must therefore evolve gradually as the result of regulation and control based on experience. It is important that fundamentals shall be sound and that the early steps shall be in the right direction, so that they shall naturally lead to other rightly directed steps. " 655. We have previously stated (paragraph 419) that in our opinion the machinery of transport regulation should be designed to afford the public in the absence of competition the benefits in railway service that would come from competition. This would involve that the Transport Authority be empowered to specify the standard of service that should be provided by the railways in any case if road competition is to be withdrawn or restrained by action of the Authority. " 658. The degree to which non-paying lines in Victoria are indispensable can only be decided after proper investigation. We therefore recommend that the proposed Transport Authority should be empowered to make the necessary investigations as part of its work of co-ordinating transport, and should be given power to declare a railway line suitable to be closed for the purposes of co-ordination of transport, and that thereupon, subject to the measure of review involved by requiring the date of closing to be fixed by Order in Council or by Resolution of both Houses of Parliament, the line should be closed. " 659. In the contrary case of the reopening of a line of railway it should be made possible for the line to be reopened under the sole authority of the Transport Authority. " 660. It is entirely consistent with the purpose of creating a Transport Authority that it should be entrusted with the duty of investigating and expressing approval or disapproval of the building of new lines of railway. Indeed, it would be quite inconsistent with the purpose of its existence if it had no such duty."

23

H.—4o

(c) United States of America. Emergency Railroad Transportation Act, 1933. This Act was passed in United States of America in June last, its introduction having been announced by the President as part of the transportation section of a partnership between the Government and farming industry and transportation "to prevent cut-throat competition and encourage each industry to prevent overproduction." It was also announced by the President that " our broad problem is so to co-ordinate all agencies of transportation as to maintain adequate service," he having previously indicated a belief that motor transportation should be regulated by the Federal Government (at present in United States the regulation is by Public Utility Commissions on behalf of the individual States) ; but the question of legislation on this broader issue was postponed for a later session of Congress. The above Act aims principally at internal co-ordination of railway activities among the many private railway companies of the United States of America. For this purpose a " Co-ordinator " is appointed (with regional co-ordinating committees) to effect economies, to improve transportation and labour conditions, to prescribe general factors to be considered by the Interstate Commerce Commission in prescribing rates and otherwise to effect improvements in the rail position as detailed in the Act. The Co-ordinator's announced programme is aimed chiefly at the elimination of unnecessary duplication of railway facilities (including schemes for pooling of services) and reduction generally in the unnecessary national expense involved by the competition among the various railway companies. Report on Problem generally. The following extracts from a report on the American Transportation Problem prepared for the National Transportation Committee, relating to transport policy in the United States of America, are of particular interest to New Zealand where practically the same broad problems exist :— " Instead of being welded into a co-ordinated system our various transport agencies are working more or less at cross purposes. Instead of a unified program of regulation designed to promote a common objective, we have a series of unrelated and often antagonistic policies carried out by a variety of Government agencies. Regulation should be solely in the public interest; it should not seek to favour or retard one form of transportation as against another. It should have as its primary objective the establishment of rates which are not unnecessarily high and do not discriminate unfairly between persons, places, and commodities. " Efficient co-ordination and the movement of traffic by the cheapest possible agency, or combination of agencies, cannot possibly be realized under an unco-ordinated ivgulntorv system such as we now possess. Not until we establish a unified system of regulation which will place all transportation agencies upon a basis of economic parity will a unification of transportation that means anything from an economic standpoint be possible. " Regulation to be comprehensive must be centralized ; and this means control exercised, in so far as may be practicable, through a single governmental body. For various reasons the Interstate Commerce Commission would seem to be the logical agency for the purpose in hand. " If the regulation of transportation is concentrated in a single agency, substantial economies in government regulation may be realized. If the Interstate Commerce Commission is reorganized in such a way as to permit the delegation of routine administrative tasks and to enable the Commissioners to plan constructively in national terms, the whole transportation system may be placed upon a new plane."

11. APPENDIX.

TABLE No. 1.—MOTOR-VEHICLE REGISTRATIONS, 1925-1932. Table showing the Total Number of Vehicles registered under the Motor-vehicles Act, 1924, at 31st December in the Years 1925 to 1932.

24

(N.B. —Dormant, but not Cancelled, Registrations are included in this Table.) Trucks (classified according to Pay-load Capacity). «• Trailers. g o 'a a "*£? j 8 to oj p M S 31st December, Cars. 5 aS| fl2| a§l fl®| p8§ | . % a "g S S o £ ©d o 2 . o o-tJ -V -r ■= fl « o .fl • -3 oP Y *T 9w y S'f +f cm Y S® ® c .2 o S 2 Q o a SJi w n5 '^ D S ph ; O o ® £ H o 2 MO- UI22 M2® > I ea a) ji O r5 O g a S g c | j a s £ a S o £ s it I S^OOOOO 1925 .. 81,662 9,671 2,077 879 713 268 48 17 13,673 1,285 386 198 291 193 369 25,339 123 396 1926 .. 101,462 13,056 2,827 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 1,322 850 340 41 18 21,815 1,143 477 314 535 345 422 34,593 171,285 1928 .. 125,656 17,057 4,302 1,465 866 347 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 37 349 213 152 1930 154,634 19,839 8,034 1,798 872 350 51 23 30,967 1,308 305 259 1,279 464 503 37,404 227'l23 1931 .. 153,265 23,283 8,542 1,757 829 321 44 21 34,797 1,234 282 271 1,886 657 468 35,413 228,273 1932 .. 151,356 22,495 8,661 1,737 757 298 41 20 34,009 1,2Q4 268 253 2,457 707 474 33,182 223,910

H.—4o.

TABLE No. 2.—MOTOR-VEHICLE REGISTRATIONS, BY HIGHWAY DISTRICTS. Table showing according to Highway Districts the Number of Motor-cabs, Omnibuses, and Motor-trucks (including Dormant, but not Cancelled, Registrations) registered at 31st December in the Years 1928, 1929, 1930, 1931, and 1932.

4—H. 40.

25

Motor-care. Omnibuses. Motor-trucks. Highway District. D1^ ct : i 1928. 1929. 1930. 1931. 1932. 1928. 1929. 1930. 1931. 1932. 1928. 1929. 1930. 1931. 1932. Auckland North .. .. .. 1 5,394 6,310 6,863 7,122 5,870 21 37 43 154 106 1,600 1,893 2,104 2,268 1,273 Auckland South .. .. .. 2 23,826 28,015 30,586 30,417 31,619 329 343 341 249 271 5,836 6,663 7,173 7,736 8,109 Tauranga.. .. .. .. 3 2,704 3,222 3,562 3,921 3,861 25 23 26 34 35 698 835 951 1,127 1,110 Gisborne .. .. .. .. 4 3,225 3,648 3,863 3,635 3,559 30 36 38 37 36 458 546 609 643 629 Hawke's Bay .. .. .. 5 8,728 9,834 10,382 10,092 9,789 73 72 75 66 65 1,649 1,896 2,072 2,542 2,472 King-country .. .. .. 6 1,478 1,826 1,989! 2,254' 2,146 22 28 30 18 17 523 721 787 846 791 Taranaki .. .. .. .. 7 7,221 8,184 8,789 8,726 8,686 43 42 43 36 37 1,223 1,491 1,648 1,838 1,819 Wanganui .. .. .. 8 5,897 6,652 6,962 6,583 6,416 39 41 39 45 44 1,110 1,263 1,326 1,418 1,350 Wellington West .. .. .. 9 15,830 18,503 20,328 19,545 19,564 187 192 198 149 152 3,340 3,800 4,119 4,476 4,360 Wellington East .. .. .. 10 4,646 5,223 5,564 5,582 5,439 35 39 39 30 30 745 881 947 1,130 1,074 Nelson .. .. .. .. 11 3,945: 4,513 4,892 4,948 4,924 49 49 49 48 49 637 778 902 1,051 1,054 West Coast .. .. .. 12 1,590 1,891 2,183 2,340 2,308 52 58 61 52 53 459 567 670 797 756 Canterbury North .. .. .. 13 1,243 1,416 1,499 1,619 1,585 9 10 ]1 10 10 179 226 268 379 361 Canterbury Central .. .. 14 13,870 15,475 16,528 16,490 16,360 65 72 72 62 63 2,001 2,339 2,605 2,974 2,919 Canterbury South .. .. .. I 15 9,695 10,684 11,208 11,041 \ 8,677 91 97 100 87 60 1,008 1,235 1,422 1,819 1,343 Otago Central .. .. .. 16 1,647 1,869 1,977 1,982 4,035 16 18 19 22 41 238 291 329 389 793 Otago South .. .. .. 17 7,491 ! 8,485 9,028 8,779 8,606 63 67 73 67 67 1,494 1,707 1,832 1,931 1,897 Southland .. .. .. 18 7,226 8,064 8,431 8,189 8,002 41 47 51 68 68 908 1,057 1,203 1,433 1,449 Totals .. .. .. .. 125,656 143,814 154,634 153,265 151,446 1,190 1,271 1,308 1,234 1,204 24,106 28,189 30,967 34,797 33,559

H.—4o.

TABLE No. 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, 1928, 1929, 1930, 1931, and 1932.

TABLE No. 4.—REGISTRATIONS CANCELLED AT 1st JUNE, 1933. Table showing the Number of "Dormant "* 1930-31 Registrations included in the Register of Motor-vehicles on the 31st May, 1933, and which were cancelled on the 1st June, 1933, in accordance with Regulation 3, gazetted on the 8th March, 1928, under the Motor-vehicles Amendment Act, 1927.

26

Highway District. District No. 1928. 1929. 1930. 1981. 1932. Auckland North .. .. 1 1,890 2,107 2,266 2,036 1,623 Auckland South .. .. 2 5,718 6,236 6,594 6,821 6,962 Tauranga .. .. .. 3 688 736 753 708 675 Gisborne .. .. .. 4 480 518 531 562 i 554 Hawke'sBay .. .. i 5 2,108 2,036 1,871 1,860 1,724 King-country .. .. 6 375 404 416 443 428 Taranaki .. .. .. 7 2,650 2,759 2,782 2,423 2,248 Wanganui .. .. .. 8 1,706 1,696 1,598 1,341 1,230 \\ dhngton West .. .. 9 4,617 4,614 4,526 4,347 4,008 Wellington East .. .. j 10 939 946 934 749 661 Nelson •• •• •• 11 1,434 1,486 1,487 1,493 1,377 West Coast .. 12 632 657 641 733 686 Canterbury North .. .. 13 335 352 358 228 213 Canterbury Central .. .. 14 5,495 5,686 5,717 5,540 5,135 Canterbury South .. .. 15 2,583 2,622 2,555 2,278 1,616 Otago Central .. .. 16 373 371 379 315 698 Otago South .. .. 17 2,317 2,346 2,303 2,054 1,955 Southland .. .. .. 18 1,776 1,777 1,693 1,482 1,389 Totals .. .. .. 36,116 37,349 37,404 35,413 33,182

Highway District. Trucks. . . Trailers. jB Cars - ■? of -s ■s g ? Cycles. Totals. Name. No. | J g § g n s a J | • | | | || >-i N co ■* i m o O<o S H ci e<1 H OS Auckland North ..1 i>51 97 22 4 3 1 1 .. 1 .. 1 8 3 165 557 Auckland South .. 2 1,251 404 116 36 30 14 1 .. 27 1 7 21 4 2 683 2 597 Tauranga .. 3 274 80 12 2 1 1 .... 4 .... 4 2 85 '465 Gisborne .. 4 188 35 17 4 2 1 14 1. 56 308 Hawke's Bay .. 5 607 163 50 10 9 2 1 .. 5 2 1 14 6 .. 256 1 126 King-country .. 6 138 51 19 5 1 4 .. 55 '273 Taranaki .. 7 362 79 19 3 5 5 .... 2 1 .. 4 .. i 311 792 inui .. 8 :ilJ 83 18 7 2 2 .... 4 3 1 163 594 Wellington West .. 9 867 198 73 40 35 19 1 1 13 1 2 23 9 1 461 1 744 Wellington East ..10 295 88 9 8 3 2 .... 1 2 .. 7 1 2 85 *503 Nelson .. ..11 230 54 11 3 4 3 .. 1 2 2 .. 4 2 144 460 West Coast .. 12 142 54 5 4 7 3 .... 6 .... 103 3<>4 Canterbury North 13 80 15 3 .. 2 1 5 3 .. 28 137 Canterbury Central 14 711 93 28 16 2 2 .... 1 9 17 44 7 i 492 1 423 Canterbury South 15 452 79 8 4 .... 1 6 11 13 20 4 .. 207 805 Otago Central ..16 264 52 7 5 3 2 .... 1 3 2 11 1 101 452 Otago South ..17 416 79 20 12 9 1 1 .. 5 7 1 14 1 3 185 754 Southland ..18 504 j 74 19 3 6 2 .... 2 1 .. 13 4-1 219 848 Totals, 1933 .. .. 7,343 1,778 456 166 123 56 6 2 75 40 46 210 50 13 3,799 14,162 Totals, 1932 .. .. 6,136 1,584 331 153 94 36 7 3 63 49 44 169 56 10 4 137 12 872 I i I ' * "Dormant" means vehicles which have been registered but not licensed for the current year.

H.-40.

TABLE No. 5.—MOTOR-VEHICLES LICENSED AS AT 31st MARCH, 1933. Table showing by Postal Districts the Number of Motor-vehicles Licensed under the Motor-vehicles Act, 1924, as at the 31st March, 1933.

TABLE No. 6.—REGISTRATIONS CANCELLED UP TO AND INCLUDING 30th JUNE, 1933. Table showing the Number of Cancelled Motor-vehicle Registrations up to and including the 30th June, 1933.

27

TABLE No. 5.—MOTOR-VEHICLES LICENSED AS AT 31st MARCH, 1933. Table showing by Postal Districts the Number of Motor-vehicles Licensed under the Motor-vehicles Act, 1924, as at the 31st March, 1933. "*i "S zk "O "rt • *2°° cn £ « c« S | £ •§■§ 8 Postal District. Cars. J S* ||g Trucks. I g | J I || 1 ToW ' * c H o *3 cs C i ■$ cd r .s , S « « o ■S,"V o > Q 8 ~i 1 > jg g Stij s>i s " o m , o a ~ w « _!_ I ® _ I North Island. Auckland .. 22,448 3,976 2,917 6,893 155 385 215 185 136 250 31 4,977 35,675 Thames .. .. 4,294 860 508 1,368 11 61 47 35 54 19 6 783 6,678 Hamilton .. 9,645 1,857 1,275 3,132 47 101 79 63 91 197 8 1,706 15,069 New Plymouth .. 7,517 1,096 870 1,966 8 42 58 76 76 51 18 1,587 l'>399 Waneanui .. 5,134 794 553 1,347 3 56 65 37 56 34 5 874 7,611 Palmerston North' 8,269 1,228 736 1,964 22 61 45 74 82 79 12 1,184 11,792 Napier .. 6,707 1,353 833 2,186 45 72 72 53 69 70 7 1,017 10,298 Gisborne .. 3,277 351 375 726 19 50 50 18 39 32 3 462 4,676 Wellington .. 13,903 2,109 1,671 3,780 90 216 77 168 159 227 10 2,554 21,184 Total .. 81,194 13,624 9,738 23,362 400 1,044 708 709 762 959 100 15,144 124,382 South Island. Nelson .. i 2,751 458 370 828 10 43 73 18 19 43 7 721 4,513 Blenheim" .. 1,603 317 147 464 1 20 19 14 24 8 1 363 2,517 Greymouth .. 1,381 246 238 484 13 29 30 8 31 58 3 375 2,412 Westnort 514 129 105 234 3 14 16 3 14 2 .. 106 906 Christchurch .. 17,646 2,975 1,443 4,418 38 179 102 127 129 188 18 4,408 27,253 Timaru 4,674 922 350 1,272 21 34 30 23 42 7 3 887 6,993 Oamaru " .. 1,983 299 170 469 7 17 20 9 12 23 2 336 2,878 Dunedin 8,674 1,479 986 2,465 23 139 96 65 69 83 5 1,720 13,339 Invercargill .. 6,658 1,086 710 1,796 22 79 67 52 53 46 8 1,045 9,826 Total .. 45,884 7,911 4,519 12,430 138 554 453 319 393 458 47 9,961 70,637 Grand total .. 127,078 21,535 14,257 35,792 538 1,598 1,161 1,028 1,155 1,417 147 25,105 195,019 TABLE No. 6.—REGISTRATIONS CANCELLED UP TO AND INCLUDING 30th JUNE, 1933. Table showing the Number of Cancelled Motor-vehicle Registrations up to and including the 30th June, 1933. Highway District. Trucks (Pay-load Capacity). | Trailers. gj 3 a| §g S| ag . | I H | e ? Cars. = |2 p |o §S | | liff! Cycles. Totals. no. |# Jj §| i| |J If • 1 , | i | % 0 a ® «Og «Og > * £ 2 <N % P So So So OO So o O * S a o a 1 Auckland North .. 1 1,617 586 127 37 21 6 1 .. 66 2 10 48 22 27 1,103 3,673 Auckland South .. 2 5.451 1,674 421 172 103 31 6 .. 152 21 24 66 54 43 3,374 11,592 Tauranea 3 982 277 51 : 17 5 4 .... 18 .... 14 15 5 468 1,856 Gisborne -.4 857 128 60 9 9 8 .... 17 4 3 17 3 11 283 1,409 Hawke s Bay 5 2,594 596 156 51 62 9 1 4 34 15 14 37 28 28 1,845 5,474 KW country . 6 617 263 72 27 8 1 .... 14 2 4 9 8 4 289 1,318 Taranaki 7 1,705 308 74 37 21 31 .... 15 3 .. 12 11 15 1,844 4.076 Waneanui 8 1 546 355 89 42 21 9 1 .. 16 7 3 28 25 10 1,226 3,378 Wenfnston West . 9 4,339 967 267 162 114 38 5 2 87 12 16 70 56 26 3,335 9,496 WemnftonEast 10 1 222 304 64 37 14 3 1 .. 15 13 9 41 5 5 805 2,538 Nelson U 924 205 39 21 13 7 2 1 22 19 6 11 17 6 970 2,263 West Coast " 12 558 220 28 16 20 1 .... 15 1 5 17 6 6 498 1,391 Canterbury North 13 244 56 10 2 5 1 1 .. 1 13 13 11 17 3 203 580 Canterbury Central 14 3,271 527 95 57 22 6 .. .. 15 87 83 144 26 34 3,661 8,028 Canterbury South 15 2,242 298 55 16 14 9 4 .. 39 142 116 64 27 6 1,917 4,949 Ot'ien Central 16 626 113 9 11 5 7 9 13 2 21 3 1 338 l,lo8 Otaco South ' 17 2,112 449 69 31 30 10 2 2 19 43 10 38 11 14 1,550 4,390 Southland :: 18 2453 272 49 18 26 12 [ ■ ■ .. 14 25 3 32 17 8 1,629 4,258 Totals to June, 1933 .. 33,060 7,598 1735 763 513 193 j 24 9 568 422 321 680 351 252 25,338 71,827 Totals to June, 1932 .. 25,717~ 5,821 1279 597 390 137 18 7 493 382 275 470 301 239 21,539 57,665

TABLE No. 5.—MOTOR-VEHICLES LICENSED AS AT 31st MARCH, 1933. Table showing by Postal Districts the Number of Motor-vehicles Licensed under the Motor-vehicles Act, 1924, as at the 31st March, 1933. "*i "S zk "O "rt • *2°° cn £ « c« S | £ •§■§ 8 Postal District. Cars. J S* ||g Trucks. I g | J I || 1 ToW ' * c H o *3 cs C i ■$ cd r .s , S « « o ■S,"V o > Q 8 ~i 1 > jg g Stij s>i s " o m , o a ~ w « _!_ I ® _ I North Island. Auckland .. 22,448 3,976 2,917 6,893 155 385 215 185 136 250 31 4,977 35,675 Thames .. .. 4,294 860 508 1,368 11 61 47 35 54 19 6 783 6,678 Hamilton .. 9,645 1,857 1,275 3,132 47 101 79 63 91 197 8 1,706 15,069 New Plymouth .. 7,517 1,096 870 1,966 8 42 58 76 76 51 18 1,587 l'>399 Waneanui .. 5,134 794 553 1,347 3 56 65 37 56 34 5 874 7,611 Palmerston North' 8,269 1,228 736 1,964 22 61 45 74 82 79 12 1,184 11,792 Napier .. 6,707 1,353 833 2,186 45 72 72 53 69 70 7 1,017 10,298 Gisborne .. 3,277 351 375 726 19 50 50 18 39 32 3 462 4,676 Wellington .. 13,903 2,109 1,671 3,780 90 216 77 168 159 227 10 2,554 21,184 Total .. 81,194 13,624 9,738 23,362 400 1,044 708 709 762 959 100 15,144 124,382 South Island. Nelson .. i 2,751 458 370 828 10 43 73 18 19 43 7 721 4,513 Blenheim" .. 1,603 317 147 464 1 20 19 14 24 8 1 363 2,517 Greymouth .. 1,381 246 238 484 13 29 30 8 31 58 3 375 2,412 Westnort 514 129 105 234 3 14 16 3 14 2 .. 106 906 Christchurch .. 17,646 2,975 1,443 4,418 38 179 102 127 129 188 18 4,408 27,253 Timaru 4,674 922 350 1,272 21 34 30 23 42 7 3 887 6,993 Oamaru " .. 1,983 299 170 469 7 17 20 9 12 23 2 336 2,878 Dunedin 8,674 1,479 986 2,465 23 139 96 65 69 83 5 1,720 13,339 Invercargill .. 6,658 1,086 710 1,796 22 79 67 52 53 46 8 1,045 9,826 Total .. 45,884 7,911 4,519 12,430 138 554 453 319 393 458 47 9,961 70,637 Grand total .. 127,078 21,535 14,257 35,792 538 1,598 1,161 1,028 1,155 1,417 147 25,105 195,019 TABLE No. 6.—REGISTRATIONS CANCELLED UP TO AND INCLUDING 30th JUNE, 1933. Table showing the Number of Cancelled Motor-vehicle Registrations up to and including the 30th June, 1933. Highway District. Trucks (Pay-load Capacity). | Trailers. gj 3 a| §g S| ag . | I H | e ? Cars. = |2 p |o §S | | liff! Cycles. Totals. no. |# Jj §| i| |J If • 1 , | i | % 0 a ® «Og «Og > * £ 2 <N % P So So So OO So o O * S a o a 1 Auckland North .. 1 1,617 586 127 37 21 6 1 .. 66 2 10 48 22 27 1,103 3,673 Auckland South .. 2 5.451 1,674 421 172 103 31 6 .. 152 21 24 66 54 43 3,374 11,592 Tauranea 3 982 277 51 : 17 5 4 .... 18 .... 14 15 5 468 1,856 Gisborne -.4 857 128 60 9 9 8 .... 17 4 3 17 3 11 283 1,409 Hawke s Bay 5 2,594 596 156 51 62 9 1 4 34 15 14 37 28 28 1,845 5,474 KW country . 6 617 263 72 27 8 1 .... 14 2 4 9 8 4 289 1,318 Taranaki 7 1,705 308 74 37 21 31 .... 15 3 .. 12 11 15 1,844 4.076 Waneanui 8 1 546 355 89 42 21 9 1 .. 16 7 3 28 25 10 1,226 3,378 Wenfnston West . 9 4,339 967 267 162 114 38 5 2 87 12 16 70 56 26 3,335 9,496 WemnftonEast 10 1 222 304 64 37 14 3 1 .. 15 13 9 41 5 5 805 2,538 Nelson U 924 205 39 21 13 7 2 1 22 19 6 11 17 6 970 2,263 West Coast " 12 558 220 28 16 20 1 .... 15 1 5 17 6 6 498 1,391 Canterbury North 13 244 56 10 2 5 1 1 .. 1 13 13 11 17 3 203 580 Canterbury Central 14 3,271 527 95 57 22 6 .. .. 15 87 83 144 26 34 3,661 8,028 Canterbury South 15 2,242 298 55 16 14 9 4 .. 39 142 116 64 27 6 1,917 4,949 Ot'ien Central 16 626 113 9 11 5 7 9 13 2 21 3 1 338 l,lo8 Otaco South ' 17 2,112 449 69 31 30 10 2 2 19 43 10 38 11 14 1,550 4,390 Southland :: 18 2453 272 49 18 26 12 [ ■ ■ .. 14 25 3 32 17 8 1,629 4,258 Totals to June, 1933 .. 33,060 7,598 1735 763 513 193 j 24 9 568 422 321 680 351 252 25,338 71,827 Totals to June, 1932 .. 25,717~ 5,821 1279 597 390 137 18 7 493 382 275 470 301 239 21,539 57,665

H.-40

TABLE No. 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 No. 8.—TAXATION OF MOTOR-VEHICLES, 1923-1933. Table showing the Annual Yield for the Years ended 31st March, 1923 to 1933, 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.

28

Year ended 31st March, 1933. . Total since Inception of Boroughs. Amount of Tax, Quarter ended Petrol-tax up to 81st March, 1933. June. September. December. March. Total. £ s. d. £ s. (I. £ s. (!. £ s. (1. £ s. d. £ s. d. Wellington City .. 3,951 I II 3,r.r,e 11 1 4,413 13 10 4,335 12 8 16,256 1!) 6 71,337 18 2 Auckland City .. 3,726 II 5 3,354 II 8 4,163 Oil 4,089 8 r> 15,333 15 5 68,244 1 7 Christchurch City 3,179 Iβ 2 2,862 5 8 3,552 2 0 3,489 5 7 [3,083 « 5 58,298 5 3 DunedinCity .. 2,41!) (I 9 2.177 9 s 2,702 6 2 2,654 !t 5 9,953 5 0 44,427 18 10 WanganuiCity .. 876 9 3 788 18 10 979 1 7 961 15 3 3,606 4 11 16,380 15 6 Palmerston Nth. City 748 10 0 673 lf> 2 836 2 8 821 6 11 3,079 14 9 13,364 3 6 Mount Albert .. 727 ii 3 664 Iβ 5 812 12 9 798 .", :i 2,993 3 8 13,248 5 11 [nveroargill City .. 727 9 3 l>51 Lβ 5 812 12 9 798 5 3 2,993 3 8 13,201 19 8 Mount Eden .. 704 13 8 634 6 2 787 3 7 773 5 2 2,899 8 5 12,988 13 0 Timaru .. .. 804 15 2 544 7 5 675 11 4 663 12 4 2,488 6 3 10,879 18 1 New Plymouth .. 569 14 0 512 16 3 636 8 0 625 2 11 2,344 1 2 10,204 7 1 Napier .. .. 667 19 0 511 4 8 634 8 10 623 4 6 2,336 17 0 10,578 4 5 Hamilton .. 643 8 2 489 2 I I 607 0 7 596 5 11 2,235 17 7 9,936 8 6 Gisborne .. r>03 1 10 452 17 1 561 19 10 552 1 1 2,069 19 10 9,161 5 2 Lower Hutt .. 499 11 8 449 13 11 558 16 548 4 1 2,055 11 2 8,427 17 1 Hastings .. 420 14 1 378 13 10 469 19 2 461 12 11 1,731 0 0 7,395 10 11 Onehunga .. 392 13 1 353 8 11 j 438 12 7 430 17 5 1,615 12 0 7,293 6 8 Petone .. .. 390 18 1 351 17 5 I 436 13 5 428 18 11 1,608 7 10 7,071 2 11 Nelson City .. 383 17 10 345 11 2 428 16 9 421 5 1 1,579 10 10 7,018 1 2 Devonport .. 364 12 2 328 4 0 407 5 11 400 1 11 1,500 4 0 6,768 5 6 Masterton .. 305 0 2 274 11 1 340 14 5 334 13 11 1,254 19 7 5,609 1 3 St. Kilda .. 289 4 8 260 7 0 323 1 11 317 7 8 1,190 1 3 5,372 12 9 One Tree Hill .. 282 4 5 254 0 10 315 5 3 309 13 <) 1,161 4 3 3,373 8 3 Whangarei .. 269 19 0 242 19 11 301 11 1 296 4 6 1,110 14 6 4,827 1 1 Oamafu.. .. 206 8 11 239 16 9 297 12 10 292 7 6 1,096 6 0 4,937 5 0 Takapiina .. 245 8 3 220 18 1 274 2 10 269 5 11 1,009 15 1 4,536 19 0 Greymouth .. 219 2 4 197 4 9 244 15 5 240 8 10 901 11 4 3,312 4 9 Totals .. 24,179 17 4 21,765 7 1 27,010 16 11 26.533 3 1 99,489 4 5 438,195 1 0 i

Customs Duties Fees, &c., Year ended in respect of „. Motor-spirits under Motor- Heavy-traffic Drivers' T . 31st March, Motor-vehicles "re-iax. Tax vehicles Act, Fees. Licenses, and Parts.* 1924. 1923 .. 221,679 121,092 .. .. .. .. 342,771 1924 .. 621,470 123,568 .. .. .. .. 745,038 1925 .. j 802,903 152,303 .. 257,500 .. .. 1,212,706 1926 .. i 1,007,641 228,711 .. 86,681f 114,009 33,162 1,470,204 1927 .. 1,074,052 190,575 .. 395,797 220,616; 50,650 1,931,690 1928 .. 856,556 227,451 143,516 345,510 157,651 52,495 1,783,179 1929 .. 1,045,635 196,747 802,232 244,598 190,789 36,830 2,516,831 1930 .. 1,432,412 155,910 961,907) 391,368 183,486 56,578 3,181,661 1931 .. 828,878 130,408 l,300,o:>u 393,798 194,557 59,462 2,907,153 1932 .. 272,992 85,438 1,677,520 370,126 179,105 58,860 2,644,041 1933 .. 145,059 64,177 1,865,762 352,561 180,0O0J 55.000J 2,662,559 Totals up to 8,309,277 1,676,330 6,750,987 2,837,939 1,420,213 403,037 21,397,833 31st March, 1933 ♦Calendar year ending on previous 31st December. Includes primage and surtax on vehicles and parts; also on all tires and tire-tax on tires attached to vehicles or parts. f Alteration in licensing period. J Estimated.

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TABLE 9.—TRANSPORT LICENSING ACT, 1931. Table showing the Position with respect to Applications for Passenger-service Licenses as at 31st March, 1933.

29

Number of Applications f r> 0 ,>=;r>r, 0 cri-vnr. Number of Applioa- Number of Decisions Number of Licenses 'S X ■ to be dealt with. tions withdrawn. deferred. issued. cs © g Granted. Refused. 3 ~'-3 Licensing Authority. : : j j >> .8 ||| 111 ill ili.lil.ili . |sl Auckland Metropolitan District* . . t Wellington Metropolitan District .. 4 8 .. 12 1 1 .. 2 . . 1 .. 1 3 6.. 9 t ChristchuTch Metropolitan District 7 .. .. 7 7 .. .. 7 7 .. .. 7 Dunedin Metropolitan District .. 23 3 5 31 23 3 5 31 23 3 5 31 f Central Licensing Authority .. 36 .. 276 312 28 .. 192 220 i 6 .. 84 90 2 .... 2 154 1 192 347 j No. 1 Licensing Authority .. 54 .. 91 145 43 .. 91 134 6 .. .. 6 2 .. .. 2 3 .. .. 3 39 .. 91 130 73 No. 2 Licensing Authority .. 54 .. 145 199 43 .. 109 152 2 .. 36 38 9 .... 9 41 .. 109 150 185 No. 3 Licensing Authority .. 81 9 159 249 63 5 159 227 7 .... 7 3 2 .. 5 8 2 .. 10 62 5 159 226 174 No. 4 Licensing Authority .. 28 .. 209 237 19 .. 194 213 4 .. 15 19 1 .... 1 4 .... 4 19 .. 194 213 163 No. 5 Licensing Authority .. 65 4 134 203 56 4 131 191 5 .. 3 8 4 .... 4 56 4 131 191 145 No. 6 Licensing Authority .. J81 1 238 320 79 1 235 315 .... 3 3 2 .. I .. 2 30 .. 235 265 183 No. 7 Licensing Authority .. 9 3 156 168 4 3 156 163 5 .. .. 5 4 3 156 163 131 No. 8 Licensing Authority .. 9 .. 85 94 9 .. 76 85 .... 99 9 .. 76 85 102 No. 9 Licensing Authority .. 54 1 93 148 42 1 92 135 12 .. 1 13 38 1 92 131 128 No. 10 Licensing Authority .. 43 2 434 479 40 2 434 476 2 .... 2 1 .... 1 39 2 434 475 50 Totals .. .. .. 548 31 2,025 b,604 457 I 20 !l,874 2,351 47 | 1 151 199 16 2 .. 18 28 8 .. 36 521 19 1,874 2,414 1,334 * Not available. f Vehicles used by operators in the North and South Island Central and Metropolitan districts are included in the other district figures according to where the vehicles are garaged. t Includes renewal applications for current year.

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TABLE No. 10.—TRANSPORT LICENSING ACT, 1931. Statement of Assets and Liabilities of Licensed Passenger Services, by Transport Districts, as at 31st March, 1933.

TABLE No. 11.—TRANSPORT LICENSING ACT, 1931. Details of Depreciation on Passenger-service Vehicles, by Transport District, as at 31st March, 1933.

30

North North South South New Item - Island No. 1. No. 2. No. 3. No. 4. No. 5. No. 6. Island Island No. 7. No. 8. No. 9. No 10 Island Zealand Central. Total. Central. Total. Total. (a) Liabilities. ££££££££££££££ £ Capital .. .. 144,02837, u<; ss.'IOl 55,328108,20861,894 97,699 593,504 103,356 80,71247,63318,163 20,286 270,150 863,654 Reserves .. .. 11,585 4,696 4,216 3,230 7,990 4,319 4,960 40,996 .. 10,900 .. 144 11,044 52,040 Other liabilities .. [92,49315,807 43,10025,875 59,17226,050 28,740 291,237 72,492 32,205 22,301' l.sii. i.,,4l>( 147,224 438,461 Total .. 248,106 57,949 136,217 84,433 175,37092,263!l31,399 925,737 175,848 123,817 69,935 23,112 35,706428,418 l^354455 (6) Assets. Passenger - service 98,516 19,416 70,46938,157 59,36329,863 41,123356,907 42,869 40,62922,597 9,73120,950136,776 493,683 vehicles Other vehicles .. 8,604 2,166 4,260 3,249 8,361 3,686; 2,591 27,907 17,963 10,335 2,730 2,300 1,743 35,071 62,978 Stocks on hand .. 9,278 5,165 9,037 2,697 4,714 2,691 1,167 34,736 4,325 7,470 3,275 340 2,247 17,657 52,393 Plant and machinery 17,627 4,645 3,564 2,215 2,037 1,135 2,469 33,692 2,678 4,169 4,479 570 699 12,595 46,287 Land and buildings 33,567 9,484 30,407 16,327 28,999 12,623 ! 13,713 145.11(1 55,543 30,08321,110 4,684 6,008117,428 262.538 Sundry debtors .. 19,982 9,207 3,070 7,488 12,834 6,016, 1,770 60,373 11,494 12,113 4,260 2,214 2,815 32 896 93 269 Cash in hand and at 29,098 3,056 4,355 6,108 5,713 8,045 30,636 87,011 15,858 3,060 1,651 852 643 22,064 109,075 bank Other assets .. 36,447 1,830 11,049 8,192 53,349 28,204 37,930180,001 25,118 15,958 9,833 2,421 601 53,931 233,932 Total .. 248,10657,949 136,217 84,433 175,37092,263 131,399 925,737 175,848 123,817 69,935|23, 11235,706428,418 1,354,155

North North South South New Item - Island No. 1. No. 2. No. 8. No. 4. No. 5. No. f>. Island Island Jfo. 7. No. 8. , No. 9. No. 10. Island Zealand Central. Total. Central. Total Total ' , I I I I Number. Number Number. Number Number Number Number Number. Number. Nunibn Number Number Number '.Number dumber Number of vehicles .. 203 56 146 123 136 86 83 833 134 97 U 33 40 344 1,177 £ £ £ £££££ £ £££££ £ Original purchase price .. 175,739 29,564154,050 83,695 86,297 52,242 94,406 675,993 110,460 65,0;-)] J2,839 21,067 35,812 265,229 941,222 Book value at commence- 121,557 23,324 84 : 23548,40470,03434,65349,805432,012 59,166 50,975 24,97412,337 25,522172,974 604,986 merit of year Depreciation written off 23,041 3,908 13,76610,247 10,671 4,790 8,682 75,105 16,29710,346 2,377 2,606 4,572 36,198111,303 for year Present book value .. 98,51619,416 70,46938,157 59,363 29,86341,123356,907 42,869 40,629 22,597 9,73120,950136,776493,683 Unpaid purchase-money.. 9,269 3,228 9,678 5,680 7,877 3,781 1,231 40,744 4,695 2,587 265 347 4,559 12 453 53 197 ' I I

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TABLE No. 12.—TRANSPORT LICENSING ACT, 1931. Traffic and Financial Statistics, by Transport Districts, for Year ended 31st March, 1933.— (a) Fleets comprising Vehicles having Seats for more than Nine Passengers.

31

"«»• HtotSH »»• *• ! »»• *■ »»■ »• »<>. 4. No. 6. No. 6. 1 " 1 £ta!l No. 7. Ho. 8. No. 9. No. 10. nd nd Cent rul. Traffic statistics — Number. Number. Number. Number. Number. Number. Number. Number. | Number. Number. Number Number. Number. Number. Number Vehicle journeys .. .. .. 186,088 65,948 447,495 188,097 190,097 53,490 61,294 1,192,509 ! 29,125 86,217 107,016 20,835 42,415 285,608 1,478,117 Vehicle-miles .. .. .. 1.123,789 |418,202 3,081,502 735,950 1,029,061 177,496 1,175,764 7,741, 764 689, 041 444,137 343,580 217,093 694,424 2,388,275 10,130,039 Emptytnps .. .. .. 1,110 3.726 4,802 5,564 5,508 564 425 21,697 160 957 200 646 139 2,102 23,799 Passengers .. .. .. 1,964,161 423,234 5,946,687 1,139,596 1,531,656 537,715 695,596 12,238,645 295,811 786,613 732,532 236,075 462,320 2,513,351 14,751,996 Operating-expenses— £ £ £ £ £££ £ ££££££ £ Vehicle-running costs (petrol, lubricants, 32,276 9,796 61,977 19,553 23,993 6,263 30,747 184,605 18,915 12,439 8,254 6,833 18,084 64,525 249,130 tires, repairs, maintenance, depreciation) Vehicle standing charges (license fees, 19,283 5,105 50,362 14,007 14,633 2,229 19,744 125,363 9,844 6,452 6,469 3,860 7,386 34,011 159,374 wages and drawings in lieu of wages, insurance, garage fees) General overhead charges (manage- 8,676 1,417 9,464 1,211 3,749 1,034 10,117 35,668 4,099 1,033 1,779 628 2,483 10.022 45.090 ment and office expenses, interest, advertising, &c.) TotaIs •• •• •■ 60,235 16,318 121,803 34,771 42,375 9,526 60,608 345,636 32,858 19,924 16,502 11,321 27,953 108,558 454,194 Revenue— £££ £ £££ £ ££££££ £ Passenger revenue .. .. 62,206 14,919 119,364 29,543 38,503 6,811 58,651 329,997 30,190 18,337 13,874 9,899 24,911 97,211 427 208 Mail-contract revenue .. .. 287 917 540 446 441 256 584 3,471 452 255 .. 585 397 1689 5 160 Newspaper revenue .. .. 9 297 393 194 200 15 107 1,215 97 18 6 358 479 1694 Goods and parcels revenue .. .. 510 1,111 359 723 2,600 251 838 6,392 2,128 827 43 782 2,221 6,001 12 393 Other revenue .. .. .. 465 61 1,827 2,404 1,620 139 467 6,983 602 317 110 212 23 1,264 8,247 Tota,s •• •• •• 63,477 17,305 122,483 33,310 43,364 7,472 60,647 348,058 • 33,469 19,754 14,027 11,484 27,910 106,644 454 702

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TABLE No. 13.—TRANSPORT LICENSING ACT, 1931. Traffic and Financial Statistics, by Transport Districts, for Year ended 31st March, 1933.— (b) Fleets comprising Vehicles having Seats for not more than Nine Passengers.

32

Item - 3 No - J - N °-2- No. 8. No. 4. No. 5. No. 6. IjSSd £Sd No. 7. No. 8. No. 9. No. 10. SffiJd zSnd central. Total. Central. Total. Total. Passengers .. .. .. 108,810 11,368 28,750 41,378 393,261 82,180 22,363 688,110 67,170 26,341 10,100 14,967 u|sM 82?! 974 Operating expenses— ££££££££ £££££ £ t , 37,i ° 7 5,941 4, ° 27 io,686 28,689 io, ° 24 3 - 774 i5 -° 51 9 >" 4 i > 916 2 . 97 i 3i, 88 i 132,129 Vehicle standing charges (license fees, wages 21,466 2,570 1,547 8,015 16,034 5,787 2,411 57,830 8,950 4,295 971 971 1571 16 7*58 74 588 and drawings in lieu of wages, insurance, ' iu,/oo ii,iyoo garage fees) General overhead charges (management and 11,859 1,114 219 2,867 12,011 647 286 29,003 1,885 1245 203 54 116 1 nm 12 <m« office expenses, interest, advertising, &c.) ».««« iuo J * J it> J,oud d^.oOb Totals 70,432 9,625 5,793 21,568 56,734 16,458 6,471 187,081 25,886 15,534 3,090 2,974 4,658 52,142 239,223 Re J enUe_ ££££££££ £££££ ££ Passenger revenue 59,530 6,885 4,772 19,364 46,403 12,889 2,678 152,521 23,504 12,815 1,498 1708 1451 40 976 193 497 Totals 71 - 617 9.319 6.156 21,486 55,364 j 17,580 6,953 188,475 27,761 16,169 3,263 3,344 4,345 54~882 243,357

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TABLE No. 14.—TRANSPORT LICENSING ACT, 1931. Traffic and Financial Statistics, by Transport Districts, for Year ended 31st March, 1933.— (c) Fleets containing both Vehicles having Seats for more than and also less than Nine Passengers, and Fleets containing Vehicles carrying both Goods and Passengers.

5— H. 40.

33

Item. , '!,,'; 1 , , " , " No. 1. No. 2. No.*. No. 4. No. 5. No. 6. Nor *£*? Und HwJjH No. 7. No. 8. No. 9. No. 10. Soatotetad New Zealand . \_ ! Traffic statistics — Number. Number. Number. Number. Number. Number. Xumber. Number. Number. Number. Number. Number. Number. Number. Number. Vehicle journeys .. .. .. .. 9,882 [,917 7,830 8,533 17,208 14,250 12,146 71,826 10,088 I 7,178 I 4,746 .. .. 22,012 Vehicle-miles .. .. .. .. 1,222,868 71,226 171,322 297,172 147,264 450,489 125,922 2,480.203 1,016,003 620,654 177.79!) .. .. 1,814,356 4,300,619 Empty trips .. .. .. .. 178 258 50 118 3,574 1,048 505 5,731 97 1,113 11 .. .. 1,22] 6,952 iigers .. .. .. .. 75,949 2,900 42,569 100,530 65,492 64,714 32,837 384,991 63,394 27,567 9,750 .. .. 100,711 485,702 Operating-expenses— t £££££££ £££££ ££ Vehicle-running ooete (petrol, lubricants, tires, 27,300 1,867 2,989 6,129 2,973 10,475 3,039 r>4.772 21,554 17,694 5,448 .. .. 44,696 99,408 repairs, maintenance, depreciation) Vehicle standing charges (license fees, wages 14,024 647 1,464 3,393 2,402 0,720 1,779 30,489 10,174 8,093 2,431 .. .. 20,698 51,187 and drawings in lieu of wages, insurance, garage fees) General overhead charges (management and 10,40:S 249 497 1,723 181 3,238 4:in 16,781 4,109 6,640 2,513 .. .. 13,262 30,043 office expenses, interest, advertising, &c.) Totals .. .. .. r>1.787 2.70:i 4.9.">(l 11.24.-> r>,610 20,433 5,248 102,042 35,837 32,427 10,392 .. .. 78,656 180,698 Revenue— ££££££££ ££££££ £ Passenger revenue .. .. .. 45,794 1,062 4,038 10,221 3.094 13,350 3,358 81,517 28,888 30,483 7,493 .. .. 66,864 148,381 Mail-contract revenue .. .. .. 5 612 .. 300 320 2,601 563 4,401 256 430 1,585 .. .. 2,271 0,072 Newspaper revenue .. .. .. 513 8 167 23 181 44 930 319 37 .. .. 356 1.292 Goods and parcels revenue.. .. .. 2.138 153 240 644 691 1.988 ■ 600 6,454 4,361 1.14.-> 9.">1 ..' .. 6,457 12.911 Other revenue .. .. .. .. 3,596 1,532 34!t 90 292 2,480 .. 8,339 2.502 760 394 .. .. :,'.656 11,995 Total- .. .. .. 52,046 3,367 [ 4,627 11,422 5,020 20,600 4,565 | 101,647 36,326 32*855 10,423 .. .. 79,604 | 181,251

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TABLE No. 15.—TRANSPORT LICENSING ACT, 1931. Traffic and Financial Statistics, by Transport Districts, for Year ended 31st March, 1933.— (d) Totals for all Vehicles.

34

Item. N ",'!';,,l;i" Ul N ""- !• Xo - 2 - - Xo - 8 - No - *■ No - 5 ' - No - l! - X °Tot!,l h " Kl ■X'jtru'"' 1 Xo - 7 - No - 8 - No - 9 - No - 10 - ; 1 XC Tot?l' and Traffic statistics — Number. Number. Number. Number. Number. | Number. Number. Number. Number. Number. Number. Number. Number. Number. Number. Vehicle journeys .. .. 222,019 74,668 403.24!) 212, S41 305,148 85,226 89,322 1,452,472 53,207 102,079 115,416 28,201 51,503 350,406 1,802,878 Vehicle-miles .. .. 4,737,205 789,827 3,485,802 1,643,421 3,083,356 1,255,682 1,546,475 16,541,668 2,723,386 1.606.499 639,984 324,205 920,571 6,214,645 22,756,313 Empty trips .. .. 3,088 4,370 5,234 6,425 17,186 2,746 3,762 42,810 630 2,913 897 1,614 2,570 8,624 51,434 Passengers.. .. .. 2,148,920 437,502 6,018,006 1,281,504 1,990,409 684,609 750,796 13,311,746 426,375 840,521 752,382 251,042 483,606 2,753,926 16,065,672 Operating-expenses— ££££££££ £££££££ Vehicle-running costs (petrol, 96,683 17,604 68,993 36,368 55,655 26,762 37,560 339,625 55.520 40,127 15,618 8,782 21,055 141,102 480,727 lubricants, tires, repairs, maintenance, depreciation) Vehicle standing charges (license 54,773 8,322 53,373 25,415 33,129 14,736 23,934 213,682 28 ; 968 18,840 9,871 4,831 8,957 71,467 285,149 fees, wages and drawings in lieu of wages, insurance, garage fees) General overhead charges (man- 30,998 2,780 10,180 5,801 15,941 4,919 10,833 81,452 10,093 8,918 4,495 682 2,599 26,787 108,239 agement and office expenses, interest, advertising, &c.) Total .. .. 182,454 28,706 132,546 67,584 104,725 46.417 72,327 634,759 I 94,581 67,885 29,984 14,295 32,611 239,356 874,115 Revenue— £££t£££t ££££££ £ Passenger revenue .. .. 167,530 22,866 128,174 59,128 88,600 33,050 64,687 564,035 82,582 61,635 22,865 11,607 26,362 205,051 769,086 Mail-contract revenue .. 1,735 3,085 ! 1,088 1,434 4,785 5,131 3,593 20,851 1,916 2.229 2,660 1,465 2,052 10,322 31,173 Newspaper revenue .. .. 5,156 472 522 802 1,072 489 385 8,898 1,446 136 216 66 1,037 2,901 11,799 Goods and parcels revenue .. 7.655 1,839 900 2,102 7,125 4,157 2,880 26,658 8,473 3,256 1,453 1,419 2.605 17,206 43,864 Otherrevenue .. .. 5,064 1,729 2,682 2,752 2,166 2,826 620 17,738 3,139 1,522 519 271 199 5,650 23,388 Total .. .. 187,140 29,991 133,266 66,218 103,748 45,652 72,165 638,180 97,556 I 68,778 27,713 14,828 32,255 241,130 879,310

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TABLE No. 16.— TRANSPORT LICENSING ACT, 1931. Average Operating-expenses and Revenue, by Transport Districts, in Pence per Vehicle-mile.— (a) Fleets comprising Vehicles having Seats for more than Nine Passengers, for Year ended 31st March, 1933.

35

North North South South New Item. Island No. 1. No. 2. No. 3. No. 4. No. 5. No. 6. Island Island No. 7. No. 8. No. 9. No. 10. Island Zealand Central. Total. Central. Total. Total. Operating-expenses — d. d. d. d. d. d. d. d. d. d. d. d. d. d. d. Vehicle-running costs (petrol, lubricants, tires, repairs, 6-893 5-621 4-827 6-376 5-596 8-468 6-281 5-723 6-588 6-722 5-766 7-554 6-250 6-484 5-902 maintenance, depreciation) Vehicle standing charges (license fees, wages and drawings 4118 2-930 3-923 4-567 3-413 3-014 4030 3-886 3-429 3-486 4-519 4-267 2-553 3-418 3-776 in lieu of wages, insurance, garage fees) General overhead charges (management and office ex- 1-853 0-813 0-737 0-396 0-874 1-398 2-065 1106 1-428 0-558 1-242 0-694 0-858 1-007 1082 penses, interest, advertising, &c.) Totals .. .. .. .. .. 12-864 9-364 9-487 11-339 9-883 12-880 12-376 10-715 11-445 10-766 11-527 12-515 9-661 10-909 10-760 Revenue— d. d. d. d. d. d. d. d. d. d. d. d. d. d. d. Passenger revenue .. .. .. .. .. 13-285 8-562 9-297 9-634 8-980 9-209 11-972 10-230 10-515 9-909 9-691 10-944 8-610 9-769 10121 Mail-contract revenue .. .. .. .. 0061 0-526 0-042 0-145 0-103 0-346 0-119 0108 0-157 0-138 .. 0-646 0-137 0170 0-122 Newspaper revenue .. .. .. .. 0002 0170 0-030 0063 0-046 0-020 0-022 0-038 0-034 0010 .. 0-007 0-124 0-048 0-040 Goods and parcels revenue .. .. .. .. 0109 0-638 0-028 0-236 0-606 0-339 0-171 0-198 ! 0-741, 0-447 0-030 0-865 0-767 0-603 0-294 Other revenue .. .. .. .. .. 0099 0035 0-142 0-784 0-378 0-189 0-095 0-216 | 0-210 ! 0-171 0-077 0-234 0-008 0-127 0-195 Totals .. .. .. .. .. 13-556 9-931 9-539 10-862 10113 10-103 12-379 10-790 ' 11-657 10-675 j 9-798 12-696 9-646 10-717 10-7T!

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TABLE No. 17.—TRANSPORT LICENSING ACT, 1931. Average Operating-expenses and Revenue, by Transport Districts, in Pence per Vehicle-mile.— (b) Fleets comprising Vehicles having Seats for not more than Nine Passengers for Year ended 31st March, 1933.

36

—^ ——^— — — ~— North ! North South South New It™. Island Xo 1 No. 2. No. 3. No. 4. No. 5. No. 6. Island Island Xo 7. No. 8. No. 9. No. 10. Island Zealand Central. Total. Central. Total. Total. Operating expenses d. d d. d. d. d. d. d. d. d. d. d. d. d. d. Velmle-running costs (petrol, lubricants, tires, repairs, 3-725 4-746 4-148 4-202 3610 3-833 3-701 3-811 3-547 4-427 3-877 4-367 3-153 3-803 3-809 fees, wages and drawings 2-15.3 2053 1-694 3152 2-018 2-213 2-364 2-198 2-109 1-902 1-965 2-176 1-667 1-999 2151 G^a U o^r^ S ib^^TnSn^ement^»d office expenses, 1-191 ; 0-890 0-226 1-127 1-511 | 0-248 0-280 1102 0-444 0-552 0-411 0-121 0-123 0-418 0-936 interest, advertising, &c.) Totals ~~7-071 ' 7-689 5-968 8-481 7-139 6-294 6-345 7-111 6-100 6-881 6-253 6-664 4-943 6-220 6-896 Revenue— d. d. d. d. d. d. d. d. d. d. d. d. d. d. d. Paseeneer revenue .. .. .. 5-977 5-500 4-916 7-615 5-84Q 4-9.29 2-626 5-798 5-539 5-677 3-031 :i-827 1-540 4-888 5-578 Mail-eolitract revenue .. .. .. .. 0-145 1-243 0-565 0-270 0-506 0-869 2-398 0-4H3 0-285 0-684 2-175 1-972 1-756 0-759 0-557 Neweroaner revenue . .. 0-465 0-134 0133 0-173 0-107 0112 0-229 0-256 0-243 0036 0-437 0-134 0-721 0-246 0-254 Goods and parcels revenue 0-503 0-459 0-310 0-289 0-482 0-733 1-414 0-525 0-467 0-568 0-929 1-427 0-408 0-566 0-535 Otherrevenue .. ■• 0-100 0-109 0-418 0-102 0032 0-079 0-150 0-092 j 0-008 0-197 0-030 0-132 0-186 0-087 0-091 Total .. .. .. .. 7-190 7-445 6-342 8-449 6-967 6-772 6-817 J 7-764 6-542 7162 6-602 7-492 4-611 6-546 7-015 r : i I

TABLE No. 18.—TRANSPORT LICENSING ACT, 1931. Average Operating-expenses and Revenue, by Transport Districts, in Pence per Vehicle-mile.— (c) Fleets containing Vehicles having Seats for more than Nine and also for less than Nine Passengers, and also Fleets containing Vehicles carrying both Goods and Passengers, for Year ended 31st March, 1933.

TABLE No. 19.—TRANSPORT LICENSING ACT, 1931. Average Operating-expenses and Revenue, by Transport Districts, in Pence per Vehicle-mile.-(d) Total for all Vehicles for Year ended 31st March, 1933.

H.-40.

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„ N'orth Nortll South South ! New Itcm - Island No. 1. No. 2. No. 3. Xo. 4. No. 5. No. 6. Island Island No. 7. No. 8. No. 9. No. 10 Island Zealand Central. Total. Central. Total. Total. Operating-expenses— d. d. d. d. d. d. d. d. d. d. d. d. d d d Vehicle-running costs (petrol, lubricants, tires, repairs, 5-358 0-291 4-188 4-950 4-845 5-581 5-792 5-2S7 5-091 6-843 7-854 .. .. 5-912 5-551 maintenance, depreciation) Vehicle standing charges (license fees, wages and drawings 2-752 2-180 2-050 2-740 4012 3-580 3-390 2-943 2-403 3130 3-281 .. .. 2-738 2-856 in lieu of wages, insurance, garage fees) General overhead charges (management and office expenses, 2 053 0-839 0-696 1-392 0-296 1-725 0-819 1-620 0-971 2-568 3-392 1-754 1-677 interest, advertising, &o.) Totals •• •• •• •• •■ 10163 9-310 6-934 9-082 9-152 10-886 10-001 9-850 8-465 12-541 14-027 .. ... 10-404 10084 Revenue— d. d. d. d. d. d. d. d. d. d. d. d. d. d. d. Passenger revenue .. .. .. .. .. 8-987 3-578 5-657 8-255 6020 7-112 6-400 7-869 6-824 11-789 10114 .. .. 8-845 8-281 Jlail-contract revenue 0001 2-062 .. 0-242 0-521 1-386 1-073 0-425 0-060 0166 2-139 .. .. 0-300 0-372 Newspaper revenue .. .. .. .. 0101 0-027 .. 0-135 0038 (1096 0-083 0-090 0-075 0-014 .. . 0-047 0-072 Goods and parcels revenue 0-420 0-516 0-336 0-520 1126 1-059 1-144 0-623 1030 0-443 1-284 .. .. 0-854 0-720 Other revenue .. .. .. .. .. 0-706 5-162 0-489 0-073 0-476 1-32] .. 0-805 0-591 0-294 0-632 .. 0-484 0-669 Totals .. .. .. .. .. 10-215 11-345 6-482 9-225 8181 10-974 8-700 9-812 8-580 12-706 14069 .. .. | 10-530 10114

: — T . Jfprth North South South New I,em - Island No. X. No. 2. No. 3. No. 4. No. 5. No. 6. Island Island No. 7. No. 8. No. «. No. 10. Island Zealand Central. Total. Central. Total. Total. Operating-expenses— d. d. d. d. d. d. d. d. d. d. d. d. d d d Vehicle-running costs (petrol, lubricants, tires, repairs, 4-898 5-349 4-750 5-311 4-845 5-581 5-829 4-928 4-893 5-995 5-856 6-501 5-489 5-449 5-070 maintenance, depreciation) Vehicle standing charges (license fees, wages and drawings 2-775 2-529 3-675 3-712! 4-012 3-580 3-714 3-100 2-553 2-814 3-702 3-576 2-335 2-760 3-007 in heu of wages, insurance, garage fees) General overhead charges (management and office expenses, 1-570 0-845 0-700 0-847 0-295 1-725 1-681 1-182 0-889 1-332 1-686 0-505 0-678 1-034 1142 interest, advertising, &c.) Totals .. .. .. .. .. 9-243 8-723 9-125 9-870 9152 10-886 11-224 9-210 8-335 10141 11-244 10-582 8-502 9-243 9-219 I | Revenue— d . d. d. d. d. d. d. d. d. d. d. d. d. d. d Passenger revenue 8-488 6-948 8-825 8635 6-020 7-112 10-039 8-183 7-277 9-208 8-575 8-592 6-873 7-919 8111 Mail-contract revenue .. .. .. .. 0-088 0-937 0-075 0-209 0-521 1-386 0-558 0-303 0169 0-333 0-997 1085 0-535 0-399 0-329 Newspaper revenue 0-261 0143 0-036 0117 0038 0096 1 0060 0-T'U (1127 0-020 0-081 0-049 0-270 0-112 0-124 and parcels revenue 0-388 0-559 0062 0-307 1126 1-059 I 0-447 0-387 0-746 0-486 0-646 1-050 0-679 0-664 0-463 Otnerrevenue .. .. .. .. .. 0-256 0-526 0-177 0-402 0-476 1-321 0096 0-257 0-278 0-228 0-195 0-201 0-052 0-218 0-247 Totals •• •• •■ •• •• 9-481 9-113 9-175 9-670 8-181 10-974 , 11-200 9-259 8-597 10-275 , 10-393 10-977 j 8-409 9-312 9-274

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TABLE No. 20.—TRANSPORT LICENSING ACT, 1931. Classification by Transport Districts of Temporary Passenger-service Licenses issued from 1st March, 1932, up to 20th May, 1933.

N.B.—Figures in italics represent number of licenses. Roman figures represent number of licensees.

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Number of Temporary Licenses issued to each Operator. Totals. Transport District. 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 | 19 20 21 22 j 23 24 25 26 27 32 35 43 70 Lk'"',^ x- n. t i , i 11 14 21 16 10 12 20 .. .. 23 .. ,- ,„_ North Island Central •• 11 7 7 4 2 2 1 1 .... South Island Central .. jj 3 2 f " !! !1 1 !! !! " '.'. '.'. '.'. '.'. '.'. '.'. '.'. '.'. '.'. '.'. '.'. '.'. '.'. '.'. '.'. '.'. '.'. '.'. '.'. '.'. 21 51 v , 10 12 12 12 10 6 .'. 8 9.. '. 25 „„ ,„, - No - l 10 6 4 3 2 1 .. 1 1 1 ZJ 104 Nn g 26 26 9 8 .. 6\ 7 8 9 48 ()(| MkI ■■ ■■ ■■ 26 13 3 2 .. ill 1 1 .. ., 52 10 15 8 .. 18 .. 8 18 10 32 72 ,„ No - 3 52 5 6 2 .. 3 .. 1 2 l| 1 72 l " „ . 38 16 12 40 20 12 7 .. 18 14 .... \ 22 7] ,„„ lNo - 4 38 8 4 10 4 2 1 .. 2 1 1 ?1 199 v - 31 14 39 8 5 27 10 11 18 fift ,„„ No - 6 31 7 13 2 1 3 11 1 60 163 .. ,. 31 44 51 16 15 18 7 24 26 23 87 .,-- - Nob 31 22 17 4 3 3 1 3 2 1 87 „ _ 13 14 12 12 .. 6 .... 9 10 .... 13 .... 16 17 22 .... 25 26 „« 1Q = 7 13 7 4 3 .. 1 .... 1 1 .. .. 1 .... 1 1 1 .... 11 36 195 x , o 5 4 6 .. 5 6 .. 8 36 26 ,„ q6 3X08 5 2 2 .. 1 1 .. 1 4 2 18 96 Vn „ 10 8 \ 9 4 10 .. 7 .. 9 10 .. 12 .. ..15 2 - o 4 1So - 9 10 4 3 1 2 .. 1 .. 1 1 .. 1 .. .. 1 25 94 K .„ 8 16 9 20 5 6 42 16 45 20 22 24 13 .. 15 .... 18 .... 21 26 .... 35 43 70 .„ a 7 a. JSo - I0 8 8 3 5 1 1 6 2 5 2 2 2 I .. 1 .. .. 1 .... 1 1 .... 1 1 1 / od *'* Totala, licenses .. 244 184 207 160 80 90 70 80 180 60 33 36 91 14 30 \ 32 17 36 .. .. 21 44 23 .. 50 52\..\32 35 43 70 .. 2,014 Totals, licensees .. 244 92 69 40 16 15 10 10 20 6 3 3 7 1 2 I 2 | 1 2 .... 1 2 1 .. 2 2 I .. I 1 I 1 1 1 555

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TABLE No. 21.—TRANSPORT LICENSING ACT, 1931.—CONTROL OF GOODS SERVICES. Table showing Transport Districts, the Number of Applications for Continuous and Seasonal Goods-service Licenses received up to September, 1933, together with the Number of Vehicle Authorities covered by the Applications.

TABLE No. 22.—LENGTH OF BRIDGES. Table showing the Lengths of the various Kinds of Bridges in the Dominion at 31st March in the Years 1923 to 1932.

TABLE No. 23.—LENGTH OF ROADS, STREETS, AND BRIDGES. Table showing the Lengths of the various Classes of Roads, Streets, and Bridges in the Dominion at 31st March in the Years 1922 to 1932.

Note.—Figures for earlier years, particularly in regard to unformed legal roads, are not claimed to be entirely accurate.

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Number of Applications. Number of Vehicle Authorities. Transport District. Fm . For T~ _ Continuous Seasonal Total. Continuous Seasonal T , Licenses. Licenses. Licensee. | Licensrs. Central .. .. .. 234 8 242 429 10 439 No. 1 .. .. 169 5 174 248 6 254 No. 2 .. .. 379 10 389 557 11 568 No. 3* .. No. 4 .. .. ..'• 246 12 258 375 . 17 392 No. 5 .. .. 214 7 221 320 8 328 No. 6 .. .. 176 8 184 264 10 274 No. 7 . .. 147 5 152 245 5 250 No. 8 . . .. 197 3 200 283 4 287 No. 9 .. .. 129 3 132 178 3 181 No. 10 127 11 138 142 13 155 ■ ! Total .. .. 2,018 ' 72 2,090 3,041 87 I 3,128 * Now abolished.

Bridges, 25 ft. and over in Length, constructed with— Iron Stone and Australian or Natiye Other and Totals - Year. and Steel . Concrete . Timbera . Unseed I t N Total „ Total „ Total „ Total „ Total „ Total No - Length. No - Length. No - Length. No ' Length. No> Length. No - Length. Ft. Ft. Ft. Ft. Ft. Ft. 1923 ..**** * * * * * * 2> 955t328,766t 1924 ..**** * * * *** 3,2971362,034+ 1925 .. 131 20,315 408 36,840 1,466 180,529 2,035 167,557 74 8,601 4,114 413,842 1926 .. 175 26,227 431 39,127 1,665 197,735 2,029 161,084 83 8,656 4,383,432,829 1927 .. 193 26,144 489 42,804 1,850 217,600 1,959 148,427 156 14,041 4,647 449,016 1928 .. 171 24,779 545 47,833 2,013 229,208 1,994 153,078 111 12,844 |4,834 467,742 1929 .. 206 29,089 608 52,761 2,137 242,474 2,181 165,525 118 9,590 5,250 499,439 1930 .. 232 32,330 671 57,739 2,285 245,867 2,164 168,120 38 5,447 5,390 509,503 1931 .. 272 34,819 751 66,292 2,396 253,057 2,164 164,940 23 4,176 5,606 523,284 1932J.. .. .. 552 43,878 2,277 240,622 2,277 163,543 698 79,657 5,804 527,700 * Detailed figures not available. f 30 ft. and over in length. J Classification altered this year.

Roads and Streets formed to not less than •£ £ +3 ° Drav-width, and paved or surfaced «> .o '5 "2 with— £ § ■ § yj feS. Total -r.-ji- Unformed Total Year. o g Formed f*™'*" Legal of all Bitumen Metal or »"*• Cement or Tar. ; Gravel. specified -3 9 °s 42 Concrete. Material, o % | __» I W Miles. Miles. Miles. Miles. Miles. Miles. Miles. Miles. Miles. 1922 .. .. 26.787J* 17.456J 44,244 5,095| ! 13,631£ 62,971 1923.. .. 27,815|* 17.79H 45,607 13,613" 64,597* 1924 .. .. 28,553};* 17,222| 45,776 5.218J 13,630| 64,624|1925.. .. :>*] 639 28,243| I 46,147 J 5,181 J 15,676f 67,006 1926.. .. 97| 836 28,981 J 340| 16,521fj 46,777J 5,009|! 15,792i 67,579i 1927.. .. 133 1,012 29,726* 373J; I 47.352J 5,093 15,795 68, 2401 1928.. .. 217 1,262| 30,669f 129J 15,38l| I 47,659|; 5.040J 15.669J 68,369j 1929.. .. 254 1,472 31,334 125| 15,135} | 48,321 5,399| 15.197J 68,918? 1930.. .. 306 1,724| 32,352£ 83 5,375 16,506} 70,947* 1931.. .. 339J 1,892| 32.855J 116 14,374|i 49,578} 5,642}. 16,923J 72,144 1932 .. .. 336| 88i 14,195|' 50,276 5,808 ' 16,418""' 72,502

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TABLE No. 24.—FATAL MOTOR ACCIDENTS. Table showing Analyses of various Data relating to Fatal Motor Accidents in the Dominion durin the Years ended 31st March, 1930 to 1933.

Approximate Cost oj Paper.— Preparation, printing (7'JO copies), £62.

Pricc 7s.]

By Authority : G. H. Loney, Government Printer, Wellington.—l 933.

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TABLE No. 24.—FATAL MOTOR ACCIDENTS. Table showing Analyses op various Data relating to Fatal Motor Accidents in the Dominion durin the Years ended 31st March, 1930 to 1933. Year ended 31at Year ended 31st March, March, 1930. 1931. 1032. 1933. 1030. 1031. 1932. 1933. 1. Number op Accidents Number or Persons killed in Motor Accidents. (a) Classified according to Main Causes. Classified according to Age of the Collisions— Person hlkd - Motor-vehicle with pedestrian .. 52 55 30 45 2~f. y ears • • • • • • .. 10 7 4 5 Motor-vehicle with motor-vehicle .. 40 75 29 39 „, years .. .. .. .. 8 9 811 Motor-vehicle with train .. .. 7 11 8 3 10-14 years .. .. .. 2 5 5 4 Motor-vehicle with tram .. .. 1 1 1 1 y ears •• •• .. 17 24 18 17 Motor-vehicle with bicycle .. .. 12 7 11 16 20-24 years .. .. .. 30 45 15 15 Motor-vehicle with horse-vehicle or 4 1 1 6 y ears • • • ■ • • 100 81 60 horse under control * , ' ),) y eara over .. .. .. 36 57 26 31 Motor-vehicle with fixed object .. 6 8 15 5 , , , Motor-vehicle with straying stock .. 1 1 .. 1 Total deaths .. .. 186 247 157 143 No collisions— . Went over bank 27 29 22 9 ' ' according to the Location of Otherwise .. .. .. 22 33 31 15 „ , the Person kilkd. ! Pedestrians .. .. .. 53 55 28 45 Total acoidents .. ..172 221 148 140 On motor-cycles .. .. 51 58 47 39 On other motor-vehicles .. .. 68 119 72 38 (b) Classified according to Hour of On other vehicles or horses .. 14 15 10 21 Accident Midnight to 1 a.m. .. .. . . 4 4 2 Total deaths .. .. 186 247 157 143 1 to 6 a.m. .. .. .. 7 8 3 5 6 to 7 a.m. .. .. .. 1 1 .. 2 3. Types or Vehicle involved. 7 to 8 a.m. .. .. .. 1 7 5 4 Motor-cycle .. .. .. 59 64 51 48 8 to 9 a.m. .. .. .. 6 5 1 2 Private motor-car .. .. .. 105 132 75 73 9 to 10 a.m. .. .. .. 4 4 4 2 Taxi-cab .. .. .. .. 2 4 11 5 lOtolla.m. .. .. .. 5 10 6 11 Service-car .. .. .. .. 5 5 1 3 11 to noon .. .. .. 11 15 8 9 Motor-omnibus .. .. .. 3 5 4 12 to 1 p.m. .. .. .. 4 5 9 7 Motor lorry or van .. .. .. 39 46 29 44 1 to 2 p.m. .. .. ..10 4 9 8 Bicycle .. .. .. ..12 7 11 20 2 to 3 p.m. .. .. .. 8 13 8 4 Trara • • • • • • • • 2 1 1 1 3 to 4 p.m. .. .. .. 2 16 8 9 Horse-drawn .. .. .. 4 .. .. 5 4 to 5 p.m. .. .. 24 18 14 12 Train .. .. .. .. 7 9 7 3 5 to 6 p.m. .. .. 23 20 17 15 Other vehicles .. .. .. 1 .. 1 6 to 7 p.m. .. .. 23 24 18 16 7 to 8 p.m. .. .. 11 16 9 15 Total vehicles .. .. 239 273 191 202 8 to 9 p.m. .. .. .. 12 20 4 8 9 to 10 p.m. .. .. .. 5 7 9 3 4. Breaches of Law, and other Causes of Fatal Motor 10 to 11 p.m. .. .. .. 8 14 6 4 Accidents. 11 to 12 midnight .. .. .. 7 10 6 2 Breaches of law— i — Excessive speed in circumstances— Total accidents .. .. 172 221 148 140 (a) But not exceeding 20 miles per hour 33 (5 5 6 ' . (6) Exceeding 20 but not exceeding 35 25 19 16 (c) Classified according to Day of Week. 35 miles per hour Sunday .. .. .. .. 26 33 24 22 (c) Exceeding 35 miles per hour .. 18 32 13 9 Monday .. .. .. .. 23 28 21 13 On wrong side of road .. .. 24 38 19 22 Tuesday .. .. .. .. 17 24 14 17 Did not comply with "' offside" rule.. 7 7 7 11 Wednesday.. .. .. .. 28 25 10 17 Passing standing tram .. .. 3 Thursday .. .. .. .. 21 23 13 20 Other passing breaches .. .. 9 4 2 1 Friday .. .. .. .. 22 33 27 19 Failure of driver to signal— Saturday .. .. .. .. 35 55 39 32 Motor-vehicles .. .. .. 3 .. 2 Other vehicles .. .. .. 2 .. .. 1 Total accidents .. .. 172 221 148 140 Breaches of law relating to railway- 7 11 7 3 intersections (d) Classified according to Condition of Vehicle without rear reflector or with 2 2 1 Light. ' inefficient one Daylight .. .. .. 86 89 93 80 Faulty brakes .. 8 9 6 7 " *' *' 34 13 4 No lights or inefficient lights (including 22 17 9 14 Artificial lighting .. .. .. 22 20 12 3 horse vehicles and bicycles) Darkness or moonlight .. .. 45 78 30 53 Glaring headlights .. .. 4 10 2 4 Faulty steering-gear .. .. 3 4 3 2 lotal accidents .. .. 172 221 148 140 Faulty tires or wheels .. .. 4 8 4 1 — — Driver's mild intoxication a factor in 12 26 7 6 accident (e) ( lassified according to Nature of Driver's severe intoxication a factor in 3 7 4 4 Thoroughfare. accident Intersection .. .. .. 19 18 17 20 Driver unlicensed or inexperienced .. 5 2 7 2 Railway-crossing .. .. .. 7 9 7 3 Straving stock .. .. ] ] 1 1 Nature or condition of road (bad surface 48 51 27 12 Other breaches of law .. .. 5*2 1 12 or bend, &c., contributed to accident) Other causes Road conditions not a factor .. .. 98 143 97 105 Bad weather conditions •.. .. 19 4 3 1 Vehicle being reversed .. ... 3 2 5 Total accidents .. .. 172 221 148 140 Obstruction to view by parked motor : 4 5 .. 1 vehicle . Sun-dazzle .. .. .. 2 (f) Classified according to Geographical Driver's physical defect a direct cause '1 .. 1 2 Location. Motorist and pedestrian— (a) North Island - Motorist at fault .. .. . . 17 9 1 13 Auckland City and environs .. 29 25 28 33 Pedestrian (not intoxicated) crossing or 17 30 12 19 Wellington City and environs .. 16 19 15 8 on road without care or becoming I Other towns .. .. 20 31 14 7 confused d c ? l \ nt , ry j " * * 57 88 48 40 Pedestrian intoxicated .. 5 5 3 2 (b) Noutn Island Children on streets .. .. 2 7 7 6 % Christchurch City and environs .. 13 14 9 16 Infant (under six) not under proper 9 115 Dunedin City and environs .. 4 8 4 2 control Other towns .. .. .. 8 11 II 14 Other causes of pedestrian accidents .. (> 1 4 Country .. .. 25 .25 19 20 Causes not included under the above head- 4 22 34 17 ings 1 Total accidents .. 172 1 221 148 140 Total causes .. .. 302 297 185 1 193 Approximate Cost oj Paper.—Preparation, no^ given; printing (790 copies), £62. Price By Authority : G. H. Loney, Government Printer, Wellington.—1933.