RAILWAYS STATEMENT (BY THE MINISTER, OF RAILWAYS, HON. W. S. GOOSMAN)

Appendix to the Journals of the House of Representatives, 1950 Session I, D-02

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1950 NEW ZEALAND

RAILWAYS STATEMENT (BY THE MINISTER, OF RAILWAYS, HON. W. S. GOOSMAN)

Me. Speaker,— In accordance with section 40 of the Government Railways Act, 1949, I have the honour to present the Railways Statement for the year ended 31st March, 1950. FINANCIAL The gross revenue for the year was £19,541,184, the highest ever recorded and exceeding by £943,456 (or 5-07 per cent.) the record figure of last year. Passenger revenue exceeded that of the previous year by £88,447, mainly as a result of increases in first-class and sleeping-berth travel, which, in turn, were due to the restoration of the daily running of the Auckland-Wellington " Limited " expresses and the Christchurch—lnvercargill expresses coupled with the running of the AucklandWellington " Daylight Limited " in January, 1950, and the running of special trains for 'the Empire Games. The greater part of the increased gross revenue, however, came from the substantial increase in goods traffic which was particularly heavy in the North Island. Goods tonnage increased by 282,131 tons (or 2-92 per cent.) to a new record figure of 9,948,261 tons. This increased tonnage coupled with an increase in the average length of haul resulted in a new record for goods revenue, the total receipts being £12,434,487, an increase of £687,358 (or 5-85 per cent.) over last year. Revenue from subsidiary services totalled £2,973,014 and this represents an increase of £178,128 (or 6*37 per cent.), derived mainly from increased road-service and refreshment-service receipts. Gross expenditure totalled £20,596,740, a rise of 896,146 (or 4-55 per cent.) compared with last year. Although this was the first year since 1943 for which the total expenditure increase was less than the revenue increase, the upward trend in expenditure still continued. At the commencement of the financial year under review a working-loss of £2,000,000 had been estimated, but principally as a result of the substantial increase in goods traffic already referred to, the actual loss finally worked out at £1,055,556. GOVERNMENT POLICY REGARDING LOSSES When I assumed office I caused the financial position of the railways to be investigated, and the findings have already been published. In short, the investigation showed that m recent years heavy costs had been added to the working-expenses without commensurate increases in tariff charges and that the resultant losses had been met out of taxation. The Government considers it proper that those who avail themselves of the services provided by the railways should pay for them, and, accordingly, it is the policy that, as soon as practicable, the railways should be made to pay the cost of operation

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and also make a reasonable contribution towards interest on railway capital. It was to this end that goods charges were increased as from 15th May last. In the case of passenger traffic no increases were made- in the ordinary fare rates. An increase of 15 per cent, in these had already been made on 14th September, 1947, but suburban season and trip tickets were exeitipted from that increase. That exemption has now been lifted. GROWTH OF TRAFMC AHD .FUTURE OF THE RAILWAYS There can be no'doubt that 'the railways are the backbone of the'Dbminion's transport industry. For many years now there has been a continued, steady increase in tonnage and as the average length of haul per ton has also'extended over the years the pressure on the railways has become such that measures must now be taken to ensure that they will possess the physical capacity to enable them to cope with the traffic of the future. In the eleven years that have followed the financial year preceding the late war —viz., 1938-39—the net tonnage of revenue goods has increased from 7,539,012 to 9,948,261 tons (increase 2,409,249 tons), average length of haul per ton from 76 to 103 miles (increase 27 miles), and revenue from £5,694,936 to £12,434,487 (increase £6,739,551). Departmental traffic, principally coal, increases the net tonnage considerably, that for 1950 being 1,050,130 tons. These figures will give some idea of the expansion that has taken place and the transport effort that has accompanied it. By reason of the view which I hold of the importance of the railways I am of the opinion that their stability and progress must not be impaired by unnecessary and wasteful competition. The Dominion is dependent upon the railways for services which cannot, or would not, for various reasons, be performed by any other form of transport, but the ability of the railways to perform the over-all services that are required in the public interest depends upon the retention by the railways of the more lucrative lines of traffic which are those generally sought by competitors. This statement involves the principle that where the railways are able to provide such service as may reasonably be required then they should not, in the public interest, be subjected to uneconomic competition. The time has arrived to take stock of the future. It is the departmental view that in ten years' time the gross ton-mileage (which, being a measure of tonnage and distance hauled, is a good transport yardstick) will have increased by approximately 50 per cent., and, accordingly, I am giving careful consideration to plans for meeting the needs of the additional traffic as it occurs. There are certain lines on which the density of traffic to-day is causing operating difficulties and delays to goods traffic and, accordingly, impending traffic-saturation of these lines has to be guarded against. An important step has already been taken towards the correction of wagon shortages which have been the cause of grave concern during the past few years. Due to the unprecedented volume of traffic, the shortage was particularly severe during the peak months of the year. In consequence, 393,000 tons of fertilizers, bulk phosphates, sulphur, and timber had to be diverted to road transport at a cost of £157,000 in subsidies to roadtransport operators in respect of fertilizers and timber. Tenders are now being called in Britain for the construction of 3,805 wagons at an estimated cost of £3,952,000. These, together with 1,075 wagons of an earlier order which are commencing to arrive from England and the construction of 900 wagons in our own workshops, will make good the present deficiencies and provide a reasonable margin for expected expansion in goods traffic during the next three years. New rail cars, electric multiple-unit passenger stock, electric locomotives, Diesel shunting engines (some of which are to hand) are also on order from England. To meet the requirements of the coming years in an adequate manner, substantial sums must be expended on the railways each year during the next decade.

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ELECTRIFICATION The electrification of the Wellington-Hutt suburban lines is being pushed ahead as quickly as possible having regard for the number of staff available. The electric multipleunit rolling-stock so far received from the English manufacturers has been used to improve suburban services on the Paekakariki line. Sir William Halcrow and Mr. J. P. Thomas who made an investigation into transport generally in the Auckland City and suburban areas late last year submitted an interim report upon the completion of their local study of the subject. Their final report had not come to hand at the end of the financial year, but it has since been received and is under consideration. The General Manager, Mr. F. W. Aickin, has submitted a report on the electrification of the North Island Main Trunk line and the utilization of Diesel traction in shunting yards and to a limited extent on main lines following upon his investigations overseas and those of the technical railway mission which preceded him. Earlier in this report I mentioned the necessity for taking stock of the future. Recently, the Government was faced with the duty of raising railway goods rates andsuburban fares to meet the increased working-costs. Part of the planning for the future involves the substitution of new forms of traction for the purpose not only of securing greater efficiency but also of enabling the Department to avoid costs which must continue to rise under outmoded systems. The General Manager in his report has stated that electrification of the Main Trunk and the application of Diesel traction to a certain degree will increase the transport capacity of the railways, provide more efficient services, and effect very substantial economies. The utilization of modern traction on the North Island Main Trunk and elsewhere will overcome, to some extent, the shortage in operating staff generally. The General Manager's report, which is comprehensive, is receiving the attention of the Government. GENERAL The foregoing is, of necessity, a review in the widest possible terms of the railway position as it exists' to-day. This Government has been in office only a short time —:too short for the completion of a detailed examination of the many problems facing the Department. -The necessary investigations are, however, under way. Matters such as staff shortages, mechanization, electrification, the use of main-line Diesel-electric locomotives, Diesel-mechanical shunting engines, economic investigation of the operation of branch lines —these and other matters are receiving the closest consideration and will be the subject of comment as conclusions and decisions are reached in respect of them. CONCLUSION In concluding this statement I should like to thank Mr. F. W. Aickin, the General Manager, and the officers associated with him in the management of the railways for the valuable assistance extended to me. I am satisfied that with the continued assistance and co-operation of the railway staff we will be able to maintain the railways in that high state of efficiency so' necessary to the progress of New Zealand. *

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

For the current year it is anticipated that the revenue will reach £22,325,000 and the expenditure £22,151,835.

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Particulars. Year ended 31st March, 1950. 1949. 1948. 1947. 1946. Total miles open for traffic Average miles open for year .. 3,526 3,526 3,526 3,526 3,526 3,529 3,528 3,528 3,528 3,511 Capital cost of opened and unopened lines Capital cost of open lines Capital cost per mile of open lines £83,290,485 £81,551,763 £23,129 £80,168,239 £78,796,320 £22,347 £78,658,928 £77,089,031 £21,863 £76,941,888 £75,354,243 £21,359 £76,012,797 £74,466,731 £21,107 Gross earnings Working-expenses NET EARNINGS £19,541,184 £20,596,740 £1,055,556* £18,597,728 £19,700,594 £1,102,866* £17,070,872 £17,710,897 £640,025* £15,680,057 £15,944,270' £264,213* £15,444,847 £14,384,844 £1,060,003 Interest charges £2,768,152 £2,710,318 £3,030,033 •£2,992,900 £2,889,195 PERCENTAGE OF TOTAL WORKING-EXPENSES TO GROSS EARNINGS 105-40 105-93 103 75 101 69 93 14 PERCENTAGE OF NET EARNINGS TO AVERAGE CAPITAL INVESTED IN OPEN LINES 1-47 Railway operating earnings Railway operating expenses .. NET RAILWAY OPERATING EARNINGS PERCENTAGE OF RAILWAY OPERATING EXPENSES TO EARNINGS £16,062,066 £17,360,913 £1,298,847* 108 09 £15,338,882 £16,788,256 £1,449,374* 109-44 £13,964,280 £15,090,091 £1,125,811* 108-06 £12,823,784 £13,644,779 £820,995* 106-40 £13,104,587 £12,549,724 £554,863 95-77 Operating earnings per average mile open Operating expenses per average mile open NET OPERATING EARNINGS PER AVERAGE MILE OPEN £4,555 £4,924 £369* £4,350 £4,761 £411* £3,957 £4,276 £319* £3,635 £3,868 £233* £3,732 £3,574 £158 Operating earnings per revenue train-mile Operating expenses per revenue train-mile NET OPERATING EARNINGS PER TRAIN-MILE d. 267-31 288-93 21-62* d. 264-93 289-96 25-03* d. 244-41 264-12 19-71* d. 233-70 248-67 14-97* d. 233-76 223•86 9-90 Passengers, ordinary Season tickets Total passenger journeys Goods tonnage Live-stock tonnage Train-mileage (revenue) Engine-mileage 7,881,255 1,402,789 25,895,253 9,237,119 711,142 14,420,852 19,948,306 7,708,049 1,387,961 26,167,845 8,941,290 724,840 13,895,488 19,452,353 8,111,417 1,347,671 25,887,189 8,766,293 757,750 13,712,103 19,354,353 10,222,325 1,358,453 28,869,135 8,548,471 780,862 13,169,233 18,705,901 13,553,083 1,369,572 32,417,675 8,388,191 822,275 13,454,508 18,855,174 * Loss recovered from vote, " Economic Stabilization."

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ANNUAL REPORT OF THE GENERAL MANAGER OF THE NEW ZEALAND GOVERNMENT RAILWAYS New Zealand Government Railways Department, General Manager's Office, Wellington, 7th August, 1950. The Hon. the Minister of Railways. Sir, — I have the honour to submit my report on the working of the New Zealand ■Government Railways for the financial year which ended on 31st March, 1950.

WORKING RESULTS (WHOLE UNDERTAKING)

RAILWAY OPERATION (ONLY) The revenue and the expenditure of the North and the South Islands respectively were the highest on record but the North Island expenditure in relation to revenue showed up to advantage. The relative figures are given in the table following :

1950 FINANCIAL YEAR

Item. Year. 1 Variations. 1950. 1949. Revenue £ 19,541,184 1 £ 18,597,728 I £ +943,456 Per Cent. 507 Expenditure 20,596,740 19,700,594 +896,146 4-55 Working loss* .. 1,055,556 1,102,866 - 47,310 Interest deficiency 2,768,152 2,710,318 + 57,834 213 * Recovered from vote, ' ' Economic Stabilization." This subsidy is not treated as revenue.

Section of Railway. ] Revenue. Expenditure. ! 1 Net Loss. Ratio of Expenditure to Revenue. North Island main line and branches South Island main line and branches Nelson section .. .. £ 10,408,442 5,633,682 19,942 i £ 10,912,158 6,405,699 43,056 £ 503,716 772,017 23,114 Per Cent. 104-84 113,70 215-91 Total railway operation 16,062,066 17,360,913 1,298,847 108-09

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FINANCIAL YEARS, 1945-50 The next table shows the revenue and expenditure trends in railway operation over recent years :

REVENUE In Statement No. 2 at the end of this report particulars are given of the gross revenue of the whole undertaking, classified as to source —i.e., purely railway operation, miscellaneous accounts, and the various subsidiary services carried on by the Department—while in Statement No. 3 the purely railway operating revenue is shown under the respective working classifications- —i.e., passenger, parcels, goods, &c. In each case comparisons are provided with last year's results. For convenience in enabling my report to be followed I set out below the contributions from the various sources of revenue, viz.:—

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Year. Section of Railway. Revenue. Expenditure. Net Revenue or Loss. Ratio of Expenditure to Revenue. 1945 North Island South Island Nelson section Picton section £ 8,128,503 4,214,321 16,164 89,319 £ 7,227,811 4,335,563 35,219' 98,302 £ + 900,692 121,242 - 19,055 - 8,983 Per Cent. 88-92 102-88 • 217-89 110-06 Total .. .. .. 12,448,307 11,696,895 + 751,412 . 93-96 1946 North Island South Island Nelson section 8,492,966 4,596,252 15,369 7,665,752 4,847,874 36,098 + 827,214 - 251,622 20,729 90-28 105-48 234-88 Total 13,104,587 12,549,724 + 554,863 95-77 1947 North Island South Island Nelson section 8 : , 105,731 4,703,090 14,963 8,337,641 5,269,713 37,425. - 231,910 - 566,623 - 22,462 102-86 112-05 250-12 Total 12,823,784 13,644,779 - 820,995 106-40 1948 North Island South Island . . .. Nelson section . • • • • " 8,822,251 5,126,614 15,415 9,385,439 5,662,215 • 42,437 - 563,188 - 535,601 - 27,022 106-38 110-45 275 ••30 Total,,, ., . ... 13,964,280 15,090,091 -1,125,811 108-06 . 1949 North Island South Island • . . Nelson section 9,795,633 5,527,313 15,936 10,578,076 6,171,555 38,625 — 782,443 - 644,242 - 22,689 107-99 111-6(5 242-37 Total 15,338,882 ' 16,788,256 — 1,449,5574 109-44 1950 North Island .. ... South Island .. .. Nelson section .. .. 10,408,442 5,633,682 19,942 10,-912,158 6,405,699 43,056 - 503,716 - 772,017 - 23,114 . • 104-84 113-70 215-91 Total . . . . 16,062,066 17,360,913 -1,298,847 108-09

1 1950. 1949. Increase. £ .. ' . £ Railway operation .. .. 16,062,066 15,338,882 723,184 Subsidiary services 2,973,014 2,794,886 178,128 Miscellaneous revenue ... 506,104 463,960 42,144 Total 19,541,184 18,597,728 943,456

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Passenger Revenue , ) Rail-passenger revenue increased by £88,447 or 3-21 per cent, despite a decrease of £41,616 m the amount received from the Armed Forces and £3,507 from season tickets. Most of the increased revenue came from a substantial rise, in the number of first-class and sleeping-berth journeys and can be attributed to the restoration of the full timetable of the Auckland-Wellington " Limited " expresses, the running of the North Island "Daylight Limited" express during January, 1950, the augmented services provided for the Empire Games, the restoration of the Christchurch-Invercargill expresses to a daily (except Sundays) service, and the provision of sleeping-cars on the ordinary Auckland-Wellington expresses. A portion of the increase in revenue from passengers was due to the circumstance that, as from Ist February, 1950, seat reservations, and therefore bookings, were accepted two months in advance" of the date of travel as against one month at the end of the previous year ; also to the fact that an Easter period occurred in this year whereas there was none in the last financial year. , Passenger journeys at ordinary fares—viz., 7,BBl,2ss—increased by 173,206 (2-25 per cent.), while journeys on season and trip tickets (mostly suburban) —viz., 18,013,998 declined by 445,798 (2-41 per, cent.). Ordinary-fare revenue produced £2,501,650, an increase of £91,954 over last year or 3-82 per cent., while season and trip sales at £346,275 represented a decrease of £3,507 or 1 per cent. Passenger-train mileage increased bv 7-50 per cent. ■ , . j The following items of " passenger " information will be of general interest:

From November, 1949, in fulfilment of an obvious need, bassinettes were made available for hire to sleeping-car passengers on the Auckland-Wellington expresses at a charge of 2s. 6d. each. In the four and a half months since the inauguration of the service the hirings have numbered 189. Train-hostess service was introduced on the South Island " Limited " express in August, 1949, and later extended, in a limited way, to some of the North Island expresses. The system is under trial, and the duties of the hostesses include assistance to sick and aged passengers, mothers with children, and other passengers who may require help. The cost of the service to date, including structural alterations to three cars to provide kitchenettes, equipment, and uniforms (£3,100) is not considered high in relation to the results obtained. The increases in the sales of platform tickets and the hire of pillows were due principally to the running of the additional expresses on the North Island Main Trunk railway, and particularly in connection with the Empire Games! Passenger revenue is affected by road competition, the principal routes affected being : Auckland-W aikato-Rotorua. Auckland-Helens ville. Auckland-Wellington. Auckland - New Plymouth. Wellington-Napier. Wellington-Feilding. Blenheim-Christchurch.

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Item. Number Reserved; Revenue. Variations. 1950. 1949. 3.950. 1 1949. Reserved seats Sleeping-berths Platform tickets Pillows Number. 1,416,180 47,833 Number. 1,384,408 26,496 1 £ 88,511 60,988 3,191 19,456 £ 86,794 33,782 2,846 18,652 £ + ■ 1,717 + 27,206 345 + 804 Per Cent. 1-98 80-53 1212 4-31

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Parcels, Luggage, and Mails Revenue The revenue from parcels, luggage, and mails was £480,869 compared with £560,593 last year, a decrease of £79,724 or 14-22 per cent. This is accounted for by the technicality that from Ist April, 1949, for reasons of proper accounting, the revenue from the carriage of mails in goods-wagons has been included in the goods revenue whereas,, formerly, it was included with the parcels, luggage, and mails revenue. The relative figures under the above headings are given below, viz. :

The decrease of £3,603 in parcels traffic can be accounted for by the loss of the Otaki-Wellington milk traffic which the Wellington City Council now conveys by road tanker. Parcels traffic in the North Island has for many years returned more than twice the revenue secured from that traffic in the South Island. The total revenue from newspaper traffic was £22,609, an increase of £1,698 over last year. The following table is of somewhat unusual interest as showing the extent to which the luggage-checking facilities relieve passengers of their luggage worries. It shows that, in all, 677,759 pieces of luggage were checked this year as compared with 636,819 last year, an increase of 40,940 :

Goods and Live-stock Revenue Goods traffic was again of record proportions, new records being set up in revenue, tons, and ton-miles. The revenue totalled £12,434,487, an increase of £687,385 or 5-85 per cent., and the tonnage was 9,948,261, an increase of 282,131 tons or 2-92 per cent, over last year. As the result of the increase in tonnage and an increase in the average haul by 3 miles the net ton-mileage increased by 5-19 per cent. Goods revenue this year comprised 77-42 per cent, of the operating revenue compared with 76-59 per cent, last year. These results may be regarded as very satisfactory as the traffic has been handled under difficult operating conditions, caused by shortage of staff and rolling-stock and deterioration in engine-power. As already stated, there was an Easter period in this year and none last year. This fact affects the comparison of this and last year's goods revenue. So, also, does the circumstance that Anzac Day this year fell on a Monday, whereas last year it was on a Sunday. These variations affected the goods traffic to the disadvantage of this year's showing by approximately £120,000.

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Service. 1950. 1949. Variations. £ £ £ Per Cent. Parcels 257,739 261,342 -3,603 1-38 Excess luggage 11,212 11,414 —202 1-77 Left luggage, luggs ige checks, bicycles, dogs, newspapers, &c. 78,931 75,815 +3,116 4-11 Mails 132,987 212,022 -79,035 37-28 Total .. 480,869 560,593 -79,724 14-22

Checked. 1950. 1949. Increase. In either Island Inter-Island To overseas steamers From overseas steamers From Stewart Island 1 1 Number. 494,577 165,570 9,766 6,745 1,101 J Number. 469,219 157,714 6,366 2,912 608 Number. 25,358 7,856 3,400 3,833 493 677,759 636,819 40,940

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Details of goods traffic and comparisons with last year's figures follow : j - ; - -

The traffic was divided over the system as under:—

The increase in tonnage on the Nelson section was due largely to cement traffic. The following table of group commodities, broadly classified, shows the percentage •of each to the total tonnage handled, viz. :—- Per Cent. Products of agriculture .. .. 6-93 Animals and products-.. .. .. .. 16-60 Products of mines .. .. .. .. 29-42 Products of forests .. .. .. _ g• 87 Benzine and oils .. .. .. 3-32 Cement .. .. .. .. 1.49 Manures .. .. .. ~ 9-88 All other commodities ~ .. .. .. 23-49 Total .. .. .. .. .. 100-00 The principal variations in goods traffic were as follows : Increase. J Decrease Commodity Tons. Commodity— Tons Timber.. .. .. .. 11,503 Fodder .. .. .. ..10 665 •• •• 46,867 Fruit .. .. 9^49 Benzine in tankers .. .. 24,669 Grain .. " 21'393 £ utter 6,528 Lime, agriculture .. ." 56'689 Cement 27,938 Meat, fresh .. .. 10 '609 Cheese . . .. .. .. 4,093 Meat, frozen for export .. . 4'444 firewood and posts .. .. 10,606 Road-metal .. 3'030 Manures and phosphates .. .. 158,154 Milk by-products.. .. .. 6,800 | Wool .. .. .. .. 5,713 | General merchandise .. .. 80,697 | mom iS°, rseS j cattl ?'. calves ' and P ] 'g s increased by 83,970 head, but there was a decrease in sheep of -484,424 head, resulting m a decrease of 13,698 tons in live-stock traffic as a whole.)

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— 1950. 1949. Variations. Revenue £ 12,434,487 £ 11,747,129 1 £ +687,358 Per Cent. 5-85 Total tonnage Tons. Tons. Tons. 9,948,261 9,666,130 +282,131 2-92 Net ton-miles Number. Number. Number. 1,021,137,543 970,756,819 +50,380,724 5-19 Average haul Freight revenue per net tonMiles. Miles. Miles. 103 100 +3 3-00 s. d. s. d. s. d. mile 0 2-92 0 2-90 +0 0-02 0-69 Freight revenue per freighttrain mile 26 7-96 25 7-88 + 1 0-08 3-92 Freight revenue per thousand gross ton-miles (freight) 92 4-45 91 0-80 + 1 3-65 1-43

Section. Tons. 1 Variation With 1949. | Revenue. 1 Variation With 1949. North Island main line and branches .South Island main line and branches Nelson Section Number. 5,335,396 4,583,154 29,711 Number. +314,516 -37,208 +4,823 Per Cent. 6-26 1 0-81 19-38 £ 7,980,502 4,435,201 j 18,784 | £ +572,977 + 110,015 +4,366 1 Per. Cent. 7-74 2-54 30-28

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Approximately 75 per cent, of the decrease in sheep took place in the Otago and Southland areas where road competition has been considerably extended. The Transport Licensing Authority has increased the number of lorry licences for services in competition with the railways and has also extended their areas of operation. It is an interesting commentary that in the Invercargill district the number of sheep and pigs carried in the year ended 31st March, 1946, was almost twice the number carried this year. The live-stock figures showed an increase of 28,191 head in the North Island and a decrease of 428,476 in the South Island. The effects of road competition will show up markedly in the investigation now being made into the economics of the continued operation of branch lines. Lime traffic decreased by 56,689 tons, from 710,422 tons last year to 653,733 tons this year, but on the other hand the traffic in artificial manures rose steeply in the North Island. Lime tonnage decreased in the South Island by reason of road competition in Southland. The total increase of artificial manures and their raw materials for both Islands was 158,154 tons or 19-18 per cent. —i.e., from 824,675 tons in 1949 to 982,829 tons in 1950. During the war years supplies of fertilizer were rationed, but with the restoration of the Nauru Island installations the situation has returned to normal. Coal tonnages and revenue and comparisons with last year are given in the following table :

The goods revenue is materially affected by the operation of road services in competition with the railways. There appears to exist a general impression that the railways are fully protected against competition by what is known as the " 30-mile restriction." It must be pointed out, however, that the provision that goods cannot be carried for more than thirty miles alongside the railway is one from which the Licensing Authority has full power to grant exemption ; he also has power to grant route licences for distances of over 30 miles, and both these powers are unfettered except for the right of appeal. At the present time large numbers of exemptions from the 30-mile restriction are in force and a substantial amount of competition with rail is carried on by route licensees,, the main competitive routes being : Auckland-Helensville. Auckland-Pukekohe-W aiuku. Auckland-Paeroa - Te Aroha. Auckland-Tauranga. New Plymouth - Hawera. Wellington-Levin and all intermediate points. Invercargill-Queenstown. Departmental Goods Traffic In concluding the goods section of my report, I should mention that a great deal of purely railway or departmental train-mileage is involved in the production of revenue train-mileage and that a large tonnage of departmental goods is conveyed on revenue.

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Section. 1950. 1949. Variations. North Island main line and branches South Island main line and branches Nelson and intersection Tons. 857,551 1,269,688 3,866 1 Tons. 793,545 1,287,092 3,601 Tons. + 64,006 -17,404 + 265 Per Cent. 8-07 1-35 7-36 Total 2,131,105 2,084,238 +46,867 2-25 Revenue £ 1,627,695 £ 1,572,517 £ +55,178 3-51

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goods-trains. The movement of coal, oil-fuel, and firewood, for example, requires the constant use of a considerable number of wagons, while, apart from the conveyance of railway stores and equipment, work trains engaged in construction and maintenance tasks make considerable use of track, wagons, locomotives, and staff. Further departmental train-mileage is involved at times of floods, landslips, and accidents. This departmental traffic is an important item in the railway transportation effort, but I do not think the fact has been brought to notice previously in the annual railway statement. To show its extent I would mention that in this financial year the departmental net tonnage was just over 1,000,000 tons. The traffic in railway coal alone was a major item, 433,385 tons being hauled in the North Island for an average distance of 72 miles and in the South Island 243,693 tons for an average haul of 166 miles. That these are substantial figures will be realized if it is remembered that the revenue-earning net tonnage was just under 10,000,000 tons. In addition to the conveyance of departmental traffic, maintenance and construction work trains were on the road for 25,224 hours this year. Subsidiary Services It is more convenient to deal with income and expenditure together when reviewing subsidiary services and, accordingly, my report thereon follows " expenditure," which is the next subject in this report. EXPENDITURE (WHOLE UNDERTAKING) The gross expenditure for the year, £20,596,740, was the highest ever recorded. It exceeded that of last year, which was also a record, by £896,146. Of the increase, railway operation accounted for £572,657 and subsidiary services £323,489. Complete details are given in Statements Nos. 2, 3, and 3a, but for convenience of reference the following table supplies a broad classification of the expenditure and provides a comparison with last year :

Each of the above items of expense, calculated as a percentage of the total expenditure -and also of revenue, is shown again immediately hereunder :

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— 1950. 1949. Variation. Wages .. .. .. €oal and oil (loco.) Stores and material .. .. ... Depreciation and renewals Miscellaneous £ 12,241,334 1,791,064 3,246,020 1,668,559 1,649,763 £ 11,497,192 1,891,393 2,974,208 1,593,057 1,744,744 £ + 744,142 -100,329 +271,812 + 75,502 - 94,981 Per Cent. 6-47 5-30 9-14 4-74 5-44 Totals 20,596,740 19,700,594 +896,146 4-55

—- Expenditure. Revenue. Per Cent. Per Cent. Wages 59-43 62-64 Coal and oil (loco) 8-70 9-16 Stores and material 15-76 16-62 Depreciation and renewals 8-10 8-54 Miscellaneous 8-01 8-44 100-00 105-40

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WAGES A general wage increase of £l3 per annnm applied to this year's expenditure from Ist June, 1949, and an increase of £22 per annum awarded on Ist July, 1948, applied fully to this year, whereas last year was affected by it only to the extent of nine months. Other improvements in conditions and a new award for motor-lorry drivers also contributed to the increased expenditure on wages. These increased rates of wagea applied to the additional man-hours involved in coping with the increased traffic and accounted largely for the increase of £744,142. As a matter of interest, I may mention that a general increase of 3d. per hour in basic pay costs over £BOO,OOO a year when overtime and other penal rates are taken into account. COAL AND OIL FUEL Coal The following table shows the consumption and cost of coal this year compared with last year :

It will be seen that there was a decrease in the total consumption of New Zealand coal but an increase in the total cost. The decrease in consumption was due to the greater use of oil-burning locomotives in the North Island which more than offset an increase in coal consumption in the South Island. The increase in total cost was due toan increase in the cost per ton ; the average cost of soft coal increased by 3s. 6d. per ton and the cost of hard coal by sd. per ton. On the other hand, the quantity of imported coal increased by 659 tons, while the cost decreased. As a result mainly of the alteration in the exchange-rate, the average cost per ton was only £6 Is. as against £8 19s. sd. last vear; the resultant saving was £184,842. The following table shows the consumption and cost of locomotive coal from the point of view of efficiency and economy and enables a comparison to be made between the 1939 figures and those for the past five years :

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Consumption. Cost. 1950. 1949. 1950. 1949. Native — Tons. 1 Tons. £ £ Soft 287,946 294,513 467,771 426,573 Hard 174,484 186,509 347,345 367,175 Total 462,430 481,022 815,116 793,748 Imported 65,452 64,793 396,328 581,170 Total 527,882 545,815 | 1,211,444 1,374,918

Consumption. Cost. Year Ended 31st March, Per Train-mile. Per 1,000 Gross Ton-miles. Per Train-mile. Per 1,000 Gross Ton-miles. 1939 .. 1946 .. 1947 .. 1948 1949 .. 1950 .. lb. 86 112 113 109 113 115 lb. 392 416 410 409 420 435 d. 14 19 24 34 30 28 d. 64 69 89 127 113 107

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With an increase in the size of locomotives and the load of trains, one would expect some increase in the consumption per train-mile. The consumption per 1,000 gross tonmiles, however, represents the consumption in relation to the total work done and should tend to decrease or at least remain constant. The falling off in this efficiency figure is attributable to three factors. In the first place, the staff shortage in the workshops (to which reference will be made later) has had the result that locomotives are not being maintained up to the standard of mechanical efficiency previously possible ; secondly, it is the later-type locomotives that have been converted to oil burning, and by far the greater proportion of the locomotives included in the table are of the older types where the lack of first-class maintenance has the greater effect; thirdly, the proportion of soft coal used has increased slightly and the quality of this soft coal in many cases leaves a good deal to be desired. On the cost side it will be seen that unit costs have increased since 1939 in much greater proportion than unit consumption. The reason for this is, of course, the heavy cost of the coal imported during recent years compared with the cost of New Zealand coal. Oil Fuel The number of oil-burning locomotives as at 31st March, 1950, was 73, as against 51 at the end of last year. The oil-burning locomotives comprise : Class J, 10 ; Class K, 28; Class Ka, 35. During the year oil-burning locomotives ran 31-91 per cent, of the North Island steam-train mileage as against 20-55 per cent, last year. The consumption of fuel oil rose from 12,216,520 gallons to 19,091,722 gallons (i.e., an increase of 6,875,202 gallons) and the total cost rose from £516,475 to £579,620 (i.e., an increase of £63,145). Due to various causes, the average cost per ton of oil fuel decreased from £lO Is. 3d. to £7 4s. 6d., a saving of £2 16s. 9d. per ton. The original programme provided for the use of 77 oil-burning locomotives, all for service in the North Island, and when the engines are shopped for major overhaul it is intended to convert 2" K" class and 2" J" class locomotives to complete the programme. STORES AND MATERIALS These rank as a heavy item of expenditure comprising 15-76 per cent of the total. The heavy increase of £272,812 was due to the greater quantity of stores and materialsused and to further rises in the prices of some items. The debit for stores used by the road services including fuel, lubricants, tires, and tubes rose by £69,667—mainly due to the higher mileage run. Way and works expenditure on stores rose by £48,520, while the total estimated debit for materials used on working-expense jobs carried out in the workshops was £119,880 greater than last year. DEPRECIATION AND RENEWALS The increase of £75,502 in depreciation charges was due to the increase in the total value of assets. The largest increases were £24,549 in respect of new road-service vehicles, £23,574 in respect of new wagons, and £9,100 in respect of operating buildings. MISCELLANEOUS A great number of items are included in this total, but the principal variations with last year's figures making up the total decrease of £94,981 were a decrease of £194,940 in the provision for deferred maintenance and an increase of £50,000 in the provision for annual l6ave in arrears.

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SUBSIDIARY SERVICES Particulars of revenue, expenditure, and net revenue for the various subsidiary services are set out in the statements at the end of this report, and the following table shows the variations in revenue and expenditure with that of the previous year :

f Those factors which have governed the financial results of purely railway operation have also, in general, governed the results of the subsidiary undertakings ; that is to say increased costs of labour and materials have not been accompanied by corresponding increases in charges. . The loss on the operation of the Lake Wakatipu steamer services increased slightly, and charges on these services were increased at the same time as rail charges generally--i.e., 15th May, 1950. In the refreshment service the loss was £18,166, mainly due to losses on dining-room service. Charges have also been increased on these services in an endeavour to rectify the position. The bookstall and advertising services continue to show profits—in the former case reduced by £855 compared with last year and in the latter case increased by £1,961. The provision of dwellings for the staff cost the Department £199,194 over and above the rentals received. This was £51,929 more than last year. Here again, rentals have not been increased for many years, while labour and material costs have risen steeply. The increased loss during the past year was due mainly to additional staff being employed on maintenance and renovations and to the increased wage-rates. The principal item in this table, however, is the Road Services Branch. Its revenue amounted to £2,033,891, an" increase of £123,640 over last year, while the expenditure rose to £2,103,545, an increase of £220,630. Considerable improvement is now being made in the type of vehicles used in the service, 50 new vehicles having been added to the fleet. These include 15 Mack 37-passenger omnibus vehicles, 14 Leyland 33-passenger, 10 Mack 30-passenger, 3 Bedford 16-passenger, and 1 Ford coach specially constructed for the Milford Sound traffic. By the use of road passenger vehicles it has been possible over the years to improve transport by eliminating passenger accommodation on a number of mixed trains, So far nineteen rail routes have been affected. The result has been to enable the Department to operate the trains according to the requirements of the goods with consequential benefits to both the passenger and the goods operations. At the same time a saving of approximately 214,300 train-miles per annum has been achieved. The loss in operating the road services was due to losses in the suburban areas, which, in turn, were due to the low suburban fares having regard for the higher costs of operating applicable to all branches of the railways. The losses in the suburban areas were as follows : Wellington, £69,953 ; Napier, £7,804; Dunedin, £4,094.

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Revenue. Expenditure. Amount, 1950. Variation, 1950 With 1949. Amount, 1950. Variation, 1950 With 1949. £ £ Per Cent. £ £ Per Cent. Lake Wakatipu steamers 14,798 + 1,168 8-57 20,038 + 1,445 ■ 7-77 Refreshment service ... 367,917 + 32,677 9-75 386,083 + 30,548 8-59 Bookstall service 247,707 + 399 0-16 244,171 + 1,254 0-52 Advertising service .. 62,945 + '3,272 5-48 47,073 + 1,311 2-86 Dwellings .. 181,260 + 9,176 . 5-33 380,454 + 61,105 19-13 Other buildings 64,496 + 7,796 13-76 54,463 + 7,196 15-22 Road motor services .. 2,033,891 + 123,640 6-47 2,103,545 +220,630 11-72 Totals 2,973,014 + 178,128 6-37 3,235,827 +323,489 11-11

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With the exception of minor adjustments, no increases in fares have been made since 1927 in the Wellington - Hutt Valley services, since 1926 in the Napier area, and since 1930 in the Dunedin area. In each case the effect of factors such as increased vehicle capacity, heavier traffic density, and the wartime relaxation of the number of standees allowed, all of which tended to offset the rising costs, has been exhausted. In each case applications for increases in fares to put the services on a proper basis have now been approved. TRANSPORTATION A very substantial increase in traffic is anticipated during the next ten years, but the present and potential deficiencies in staff and locomotive power, and the limited capacity of the North Island Main Trunk line, with its steep gradients, are going to render the task of handling the traffic one of the greatest difficulty and it will be impossible to avoid delays to goods. The requirements of goods wagons to cope with additional traffic over the next few years are to be met largely by importations from abroad, but means will require to be adopted for overcoming staff shortages and insufficiency of locomotive power. Perhaps it is not within my sphere to speak of the prospects of war, but it is my duty to say that war would greatly and rapidly increase railway traffic. However, if the railways could be made sufficiently efficient and adequate for our growing peacetime requirements, then by reason of inherent railway characteristics they would be able to meet a much higher demand. The railway problems of the future could largely be solved by the electrification of the North Island Main Trunk which is the transport life-line of the Dominion. Its traffic constitutes 60 per cent, of the North Island total; 40 per cent, of that of both Islands ; and it is 13 per cent, greater than that of the whole of the South Island. My view is that with electrification of the Main Trunk, a certain degree of Dieselelectric operation, and the use of Diesel mechanical shunting-engines in the principal stations instead of steam locomotives the railways will be revitalized and that their cost of operation will be reduced by a very large sum annually. At the same time passenger schedules, will be improved, the conveyance of goods traffic speeded up, and a smaller operating staff required. A pleasing feature of operations over the past year has been the time-keeping of passenger and express trains. Of 6,314 regular long-distance express trains, 46 per cent, arrived at main centres on time and 61 per cent, were less than five minutes late, compared with 34 per cent, and 49 per cent, respectively in the previous year. The average load of goods-trains was 319 tons, a figure slightly higher than in 1949, and an all-time record. ANCILLARY LORRIES OPERATED BY RAILWAYS DEPARTMENT The ancillary lorry services are road motor goods services operating parallel with the principal rail routes (including branches). The consignments handled are railway freight, moving on railway waybills at the usual railway tariff-rates. In the absence of the ancillary services, the freight would be conveyed by train. The goods handled are lifted and put off at railway premises and sidings only, and comprise the smaller consignments to and from stations all along a route rather than point to point bulk loads. All goods are consigned as for transport by rail, but are despatched by the Railways Department by rail or road as is best in the light of the operating conditions obtaining at the time. One of the results of the operation of the ancillary lorries has been the release of railway wagons for the conveyance of bulk loads. Prior to the introduction of the ancillary services, the smaller consignments (1 or 2 cwt. up to 10 cwt. or so) were despatched either in a lightly-loaded direct wagon or in a " tranship " wagon. In the former case, a wagon was engaged in transporting a few hundredweight when 10 or 12 tons of coal or fertilizer were offering for it, while a tranship wagon for one or more stations was often lost to other traffic for a week, sometimes more.

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The Department's records show that during the year, by the use of ancillary lorries, 74,259 wagons, equivalent to 185,646 wagon-days, were released from small consignment and tranship work and made available for bulk traffic. I desire to emphasize, however, that the saving of wagons for bulk loading is not the only or even the most important result of the ancillary lorry operations. In times of acute wagon shortage this aspect is naturally regarded as paramount but even were wagons available or procurable in sufficient quantity to handle all traffic, the operation of the ancillary lorries would be both a desirable and an economic project. Their operation would, in any case, mean that traffic needs could be met with less wagon stock than would otherwise be required, but the fact remains that it is not an economic proposition to use a railway wagon with a tare weight of upwards of 5 tons and a capacity of 12 tons to handle a total quantity of goods for one destination of a few hundredweight. And it is neither economic nor good service to combine a number of consignments for different destinations in a tranship wagon to make a reasonable wagon load and then to work that wagon from station to station over a period of a week or more. The use of ancillary lorries to meet these cases has two objects : (1) To Effect Railway Operating Economies. —These arise in various ways, including : (a) The elimination of train shunts at wayside stations, resulting in improved timekeeping of trains ; (b) The elimination of train delays caused through working guards' vans and " road-side " goods-vans ; and (c) The reduction of congestion in goods-sheds. (2) To give a Faster Service for Small Consignments.—The daily lorry services provide a regular delivery which is clearly much faster than the outmoded railway " tranship wagon " service used extensively in the past. Further, the lorry schedules are arranged so as to intercept " bulked " consignments at selected points and distribute them rapidly to destination station. jExample (a). —The smaller consignment traffic ex Auckland for Wairarapa Stations is conveyed to Palmerston North Station by the Auckland-Wellington express goods-train, intercepted at Palmerston North on the morning following despatch from Auckland and distributed to destination straight away. This innovation and that referred to in the next paragraph constituted a really major step forward in co-ordinated transport. Example (b). —The smaller consignment traffic ex Wellington for Taranaki Stations is railed overnight in bulk to Wanganui and Hawera, intercepted by the ancillary lorries and distributed to destination next morning. The ancillary lorries also provide through road transport for special fragile and urgent commodities when necessary. Normally, all goods are conveyed from railway premises to railway premises only so that the collection and delivery services of the numerous local carriers are not interfered with. However, the railway ancillary lorries can provide " door to door " transport in special circumstances, thus preventing to some extent the regrowth of uneconomic competition. In the main, one lorry each way daily suffices for the appropriate traffic of a section of approximately 80 miles of railway. That the lorries are engaged mainly in intermediate station work is indicated by the fact that a 5-ton lorry handles from 7 to 15 tons of traffic per trip. The New Zealand Railways ancillary lorry services are almost identical in nature with supplementary road services operated by practically all the main railway companies in the United States of America and to some extent in England. That the services are in keeping with a general trend is also indicated by the facts that the French Railways recently inaugurated very similar services, and that during 1949 the International Railway Congress Association conducted an investigation into the manner of operation of such services.

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TRANSPORT OF ARTIFICIAL MANURES, PHOSPHATES, SULPHUR, AND TIMBER BY ROAD AND SEA Arising from the shortage of railway wagons which has been more particularly acute in the Auckland Province in the busy season, it has been necessary for several years to •divert to road transport quantities of artificial manure, raw phosphates, sulphur, and timber which would normally have been carried by rail. The quantities so diverted during the past three years are as follows :

In the case of artificial manures, the costs of transport by road and by sea are considerably higher than those by rail. The Railways Department, therefore, organizes the utilization of road or sea transport in accordance with the availability of railway wagons. In this way the maximum possible use is made of the cheaper rail transport and the subsidy is kept down to a minimum. The Railways Department pays the road and sea operators in full, recovering from the farmer the amount he would have paid for rail freight and local delivery and the balance or subsidy through the Department of Agriculture. Of the total tonnage of artificial manures diverted from rail, all but 2,957 tons (ex Smart Road) was produced at the three Auckland works. In the case of bulk phosphate and sulphur, the tonnage represents raw materials carried from ship's side at Auckland to the three manure works which are all within a radius of 10 miles of the wharves. Prior to 13th September, 1947, the conveyance by road of the raw materials was arranged on the same basis as the conveyance of artificial manures, but since that date the British Phosphates Commission has engaged and paid its own carriers. Timber diverted to road has been carried under different schemes. All the timber ■concerned is produced in the Mangapehi, Putaruru, and Rotorua areas, and in some ■cases the parties concerned arranged the transport and paid their own carriers ; in ■others the scheme was the same in principle as that operated for artificial manures except that the subsidy was recovered from the New Zealand Forest Service ; in the case of timber from the New Zealand Forest Service mills that Service itself arranges all payments. In all, the subsidies on the road cartage of manure and timber amounted to £157,000. This sum represents the extra costs involved in road transport and, to that extent, represents a national waste. This waste can be eliminated only by an increase in the supply of wagons, and measures to effect this are dealt with elsewhere in this report. EMPLOYMENT The shortage of staff is a source of great difficulty in rendering efficient service and is causing considerable concern. Every branch of the railways is seriously depleted and this has necessitated the working of long hours over a period of years, with a consequent ■strain on the older members of the service. Various measures have been adopted and are being explored in an endeavour to provide some degree of relief, among which may be mentioned extensive advertising campaigns, immigration, and endeavours to augment housing and accommodation facilities for railway staff.

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Commodity. Year Ended 31st March, 1948. 1949. 1950. Artificial manures Bulk phosphates and sulphur Timber Totals Tons. 158,806 176,620 4,740 Tons. 119,721 173,878 6,570 Tons. 99,552 283,772 9,461 340,166 300,169 392,785

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The following figures disclose th<e staff shortages in the larger branches of the Department at 31st March, 1950, but the disquieting fact is that in almost every case the position has further deteriorated since that date : Shortage as at Branch. 31st March, 1950. Traffic (Salaried Division) .. ... .. .. 227 Traffic (General Division) .. .. .. .. 712 Locomotive running .. .. .. .. .. 356 Locomotive and car and wagon depots .. .. .. 158 Maintenance (permanent way) .. .. .. .. 497 Maintenance (works) .. .. .. .. .. 416 Workshops .. .. .. .. .. .. 925 Signal and electrical .. .. .. .. .. 196 Other branches .. .. .. .. .. 161 Total .. .. .. .. .. 3,648 The shrinkage of traffic-operating staff, where the shortage is 227 in the Salaried Division and 712 in the General Division, assumes even more serious proportions when it is realized that new appointees engaged to replace experienced operating staff require years of training before being proficient in such positions as, for example, shift clerks, guards, shunters, signalmen, and station agents. In the Locomotive Running Branch there is a shortage of 356 engine-drivers, firemen, and cleaners, but due to housing difficulties the staff is unbalanced as between depots and, accordingly, the effective shortage is greater than the numerical deficiency. Moreover, there are approximately 60 men who cannot, for one reason or another, perform main-line-running work. If a reasonable programme of engine-cleaning were to be carried out, an additional 200 cleaners would be required. Some idea of the effect of the shortage in the categories of staff directly involved in the running of trains and the handling of traffic can be gauged by an examination of the following table which shows the average hours worked by engine crews, guards, and shunters last year :

Average Hours Worked Per Week, Year Ended 31st March, 1950

(Note, —Except in the case of engine-drivers, firemen, and cleaners, time worked on Sundays is excluded.) It will be obvious that the handling of to-day's and to-morrow's increased traffic presents a serious and, in fact, a major problem, and, also, that having to pay overtime rates for work which should really be performed during normal shifts adds to the cost of transport.

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Average Hours per Week. Number of Men. Engine-drivers, Firemen, and Cleaners. Guards. Shunters. Up to 48 hours 1,029 240 243 Over 48 to 54 hours 724 174 150 Over 54 to 60 hours .. 275 94 38 Over 60 hours 88 40 12

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In the Maintenance Branch, which deals with the construction and maintenance of tracks, buildings, and structures, the shortages (497 in the permanent-way staff, and 416 m the works staff) are also causing serious embarrassment, particularly in the permanent-way gangs in some areas. As an example, in the Wellington - Upper Hutt Wellington-Johnsonville, and Wellington-Paekakariki areas it has become necessary to divert 25 trained employees from the Hutt Valley electrification construction teams to permanent-way gangs on the routes mentioned in order to avoid the imposition of speed restrictions which would have involved a recasting of suburban-train schedules and much inconvenience to the public. Numerous speed restrictions involving delays to trains are already in operation between Wellington and Palmerston North and elsewhere, and some time will necessarily have to elapse before these restrictions can all be removed and the normal speed of trains resumed. In the workshops the position has worsened rapidly in recent months. At the beginning of January, 1950, the total shortage of workshops personnel was 758, but by 31st March, 1950, the shortage was 925, and in the following eight weeks a further decrease of 52 occurred. These shortages represent only the minimum staff requirements in the workshops. It is estimated that a total of 2,161 additional employees would be required to carry out the normal pre-war functions of the workshops, including the new rolling-stock programme. The effects of the staff deficiencies in the workshops are that, whereas in order to maintain locomotive stock in reasonably good order 258 locomotives should have received a thorough overhaul during, the year, only 162' were so dealt with in the railway workshops and 6in the workshops of Messrs. A. and G. Price, Ltd., Thames. Out of a total locomotive stock of 652 approximately 14 per cent, are overdue for major overhaul. In a number of cases, locomotives which, bedause of the mileage run, were due for a major overhaul have been given what is technically termed a " C " class overhaul—i.e., an overhaul of only the bare essentials. The position in regard to locomotive repairs can be summarized by stating that the locomotive stock is not as mechanically efficient as it should be, and this fact is abundantly clear from the following table of steam locomotive "failures and casualties." These failures and casualties " represent delays due to mechanical defects and bad driving, but they do not include cases arising from the use of coal of inferior quality. The mileage per engine " failure and casualty " is a fair index of the efficiency of the locomotive stock.

I I __ The progressive deterioration after 1945 is outstanding.

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Year Ended 31st March, Number of Engine Failures and Casualties. Average EngineMiles per Failure and Casualty. 1939 506 33,553 1940 .. 606 28,167 1941 600 • 28,452 1942 575 30,205 1943 604 31,191 1944 680 27,874 1945 531 30,296 1946 639 26,297 1947 877 18,740 1948 1,006 17,025 1949 1,043 16,415 1950 1,204 14,520

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The same position obtains in the case of wagons and cars, and the following table shows the decreasing number of each that can be given heavy repairs in relation to the total stock :

The small increase in the number of wagons receiving heavy repairs for last year was achieved only at the expense of capital work. The following summary shows the over-all staffing position as at 31st March, 1950, with the corresponding figures for the previous year. It should be explained that the average number of staff employed throughout the year is swollen by the numbers of persons employed only temporarily. The shortages which have already been outlined in the various branches of the Department apply only to the occupational groups of employees performing duties customarily allocated to permanent members of the Department, but even in respect of temporary employees the number available for employment in the goods-sheds at the main centres, particularly Wellington, is far from adequate.

During the year appointments to the permanent staff totalled 802 (excluding temporary staff given permanent status), while 210 members of the permanent staff retired, 1,051 resigned, 54 died, and 63 were paid off or dismissed. A total of £118,640 was paid under the Workers' Compensation Act during the year in respect of employees who suffered injury in the course of their employment. Sittings of the Government Railways Industrial Tribunal have again taken place during the year to hear claims lodged by the four railway service organizations for improvements in the rates of remuneration and the conditions of employment of railway employees. These claims have resulted in the Tribunal's having made some 38 orders providing for increased rates of salaries and wages and improved conditions of service. Reference to this subject has already been made under the heading of expenditure.

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Wagons Per Cent. Cars Per Cent. Year Ended 31st March, Receiving of Wagon Receiving of Car Heavy Repairs. Stock. Heavy Repairs. Stock. ]939 .. 15,158 53-3 1,120 75-2 1940 .. 14,342 47-9 1,163 76-0 1941 .. 12,244 39-4 1,101 71-6 1942 .. 12,529 40-0 986 64-7 1943 .. 13,925 44-5 966 63-6 1944 12,445 39-9 1,026 68-1 1945 .. .. 11,850 38-2 858 57-2 1946 .. 11,402 36-7 808 54-0 1947 .. 11,131 35-3 . 736 49-3 1948 .. 10,898 331 769 51-5 1949 .. 10,285 29-9 680 45-8 1950 .. 10,597 30-9 596 40-3

— 1950. 1949. Variation, 1950 with 1949. Total staff as at 31st March.— Permanent 17,820 17,509 +311 Temporary 8,650 8,975 -325 Totals 26,470 26,484 - 14 Average staff throughout the year 26,780. 26,324 +456

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Representatives of the service organizations have, as in previous years, made frequent contacts with the management during the year for the purpose of discussing a wide range of matters affecting the welfare of the staff whom they represent. These discussions continue to take place in a spirit of co-operation and it is pleasing to report that the harmonious relationships between the staff and the management which existed previously are being maintained. CONCLUSION In concluding my report, I have no hesitation in saying that whatever the difficulties may be the general body of railwaymen can be relied upon to continue to give that loyal co-operation which has enabled the railways to meet the difficulties of the past year. On the outstanding success attending their efforts this year, I offer them my thanks and congratulations. General Manager.

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Note— Unopened lines are under the control of the Ministry of Works, and all expenditure oat of the Public Works Account in connection therewith, is included in the accounts of that Department.

STATEMENT No. 1 Capital Account as at 31st March, 1950

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Total to 31st March, 1950. CO ZO l> CO CO c+* IO IO 00 IO IO 00 Year ended 31st March, 1950. CO TH in c+* o <N CO TH tH io io I> c<r o4 O CO o <N CO Total 31st Mai 1949 . CO tGO l> CO © trCC l> ' ! Receipts moneys provided from Gonent loans and Consolidated I Capita] verm Func si »0 O CO J> io CO <N GO <35 o o CO O CM r-H CO CO CO f*» O rH TH" CT CO CO °i r-H CN CO CO rJ-i t— <N CO cT <N CO 00 00 CO io IO CO OS r-H CO <M i~H CO OS H l> CO l> 00 s . IO CO CO -H !—I CO •~H GO 00 r-H T* 00 CO o co go CO t> CO rH ar en it Ma 1950 c<r GO" c+* iO o Oi I—i © oT CO OX CD IO o" CO IO <N io io t> rH C<T i—1 r-H (N o-g -+-* f-H • Ci GZ CO r-H IO (M CO (M CO r-H CO CO r-H o o 00 00 o <N CO _ rtOi r2 WH -rh 2 "8 th <N »—T GO CO °l 0 r-H IO I> 00 TH r-H GO 00 I> CO IO CO Tt< CO © o GO oT CO r-H oT GO i~H co'oi 00 i> i Expenditure Permanent-way —Works, buildings, machinery, plant, and dwellings Rolling-stock, lake steamers, and road motors Lines closed for traffic Deduct accrued depreciation on existing assets Add unexpended balances as per Depreciation Account

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STATEMENT No. I—continued General Balance-sheet as at 31st March, 1950 Liabilities £ Assets £ Sundry creditors : General (including unpaid wages) .. 1,244,323 Sawmills, bush areas, and stocks of timber .. .. 16,814 Collections for refund .. .. .. .. 39,993 Stores and materials on hand— £ Unexpended balance of amounts transferred from National Stores Branch .. .. .. .. 5,100,892 Development Loans Account .. .. .. 152,591 Subsidiary services .. .. .. 46,671 Items to be written off on receipt of parliamentary authority 6,092 5,147, 563 Renewals, Depreciation and Equalization Reserve Aocounts Sundry assets : Subsidiary services ... .. .. 61,346 as per Statement No. 13 .. .. .. .. 6,858,191 Work in progress, sundry debtors, and debit balances .. 216,847 Sick Benefit Fund .. .. .. .. .. 362 Accrued interest on investments .. .. .. 2,825 Outstanding at stations .. .. .. .. 887, 268 Working Railways investments .. .. .. 550,000 Cash in Working Railways Account .. .. .. 1,418,889 £8,301,552 £8,301,552 F. H. McAuley, A.R.A.N.Z., Chief Accountant. I hereby certify that the Balance-sheet and accompanying accounts have been duly examined and compared with the relative books and documents submitted for audit, and correctly set out the position as disclosed thereby, subject to the above departmental note,—J, P, Rutherford, Controller and Auditor-General.

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Net Revenue Account

STATEMENT No. 2 Income and Expenditure of the Whole Undertaking for the Year ended 31st March, 1950

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Year 1949-50. Year 1948-49. Statement No. Gross Revenue. Expenditure. Net lie venue. Gross Revenue. Expenditure. Net Revenue. £ £ £ £ £ £ Railway operation 3 16,062,066 17,360,913 Dr. 1,298, 847 15,338,882 16,788,256 Dr. 1,449,374 Lake Wakatipu steamers 4 14,798 20,038 Dr. 5,240 13,630 18,593 Dr. 4,963 Refreshment service 5 367,917 386,083 Dr. 18,166 335,240 355,535 Dr. 20,295 Bookstall service 5a 247,707 244,171 3,536 247,308 242,917 4,391 Advertising service 6 62,945 47,073 15,872 59,673 45,762 13,911 Dwellings 7 181,260 380,454 Dr. 199,194 172,084 319,349 Dr. 147,265 Buildings occupied by subsidiary services 8 64,496 54,463 10,033 56,700 47,267 9,433 Road motor services 9 2,033,891 2,103,545 Dr. 69,654 1,910,251 1,882,915 27,336 Miscellaneous revenue 506,104 . 506,104 463,960 463,960 19,541,184 20,596,740 18,597,728 19,700,594 Total net loss to Net Revenue Account 1,055,556 1,102,866

Dr. 1949-50. 1948-49. 0, 1949-50. 1948-49. Net loss before charging interest on capital Interest charges £ 1,055,556 2,768,152 £ 1,102,866 2,710,318 Receipt from vote " Stabilization " .. Reduction on account of interest charges, vUle subsection (2) of section 38 of the Government Railways Act, 1949 £ 1,055,556 2,768,152 £ 1,102,866 2,710,318 3,823,708 3,813,184 3,823,708 3,813,184

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STATEMENT No. 3 Income and Expenditure in respect of Railway Operation for the Year ended 31st March, 1950

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Expenditure. 1949-50. 1948-49. Per Cent, of Operating Revenue. Revenue. 1949-50. 1948-49. Per Cent, of Operating Revenue. 1949-50. 1948-49. 1949-50. 1948-49. Maintenance of— Way and works Signals and electrical appliances Rolling-stock Locomotive transportation Examination, lubrication and lighting of vehicles Traffic transportation General charges £ Superannuation subsidy 410,666 Less amount allocated to subsidiary services, &c. .. 38,388 Total operating expenses. . £ 2,966,062 540,074 3,889,152 3,857,113 207,788 5,355,345 173,101 372,278 £ 2,904,028 482,492 3,885,493 3,837,917 194,947 4,956,482 154.322 372,575 18-47 3-36 24-21 24-02 1-29 33-34 1-08 2-32 18-93 3-14 25-33 25-02 1-27 32-31 1-01 2-43 Passengers, ordinary.. Passengers, season tickets Parcels, luggage and mails Goods Labour, demurrage, &c. Total operating revenue Net operating loss £ 2,501,650 346,275 480,869: 12,434,487 298,785 £ 2,409,696 349,782 560.593 11,747 ,129 271,682 15-57 2-16 2-99 77-42 1-86 15-71 2-28 3-65 76-59 1-77 16,062,066 1,298,847 15,338,882 1,449,374 100-00 8-09 100-00 9-44 17,360,913 16,788,256 108-09 109-44 17,360,913 26,788, 256 108-09 109-44

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STATEMENT No. 3A Summary of Expenditure

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Item. North Island Main Line and Branches. South Island Main Line and Branches. | Nelson. 1 Total. Maintenance of way and works Maintenance of signals and electrical appliances Maintenance of rolling-stock Locomotive transportation Examination, lubrication, and lighting of vehicles Traffic transportation General expenses Superannuation subsidy £ 1,786,687 323,631 2,431,404 2,739,064 131,279 3,147,011 112,067 241,015 £ 1,161,688 216,113 1,452,662 1,110,607 76,246 2,196,714 60,835 130,834 £ 17,687 330 5,086 7,442 263 11,620 199 429 £ 2,966,062 540,074 3,889,152 3,857,113 207,788 5,355,345 173,101 372,278 Total 10,912,158 6,405,699 43,056 17,360,913 Per cent, of operating revenue Per average mile of railway .. .. £ Per total train-mile .. .. pence 104-84 6,487-61 275-98 113-70 3,590-64 301-21 215-91 717-60 354-76 108-09 4,923-68 284-94

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

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Expenditure. 1949-50. 1948-49. Per Cent, of Revenue. Revenue. 1949-50. 1948-49. Per Cent, of Revenue. 1949-50. 1 1 1948-49. 1949-50. 1948-49. Salaries and wages, shore staff Salaries and wages, steamer staff Coal and stores Repairs, steamers Repairs, wharves, &c. Insurance, depreciation, &c. Motor-lorry expenses Operating loss Payments to railway revenue — Interest on capital £ 3,621 8,820 2,914 2,253 544 1,470 £ 3,587 8,091 2,600 1,809 659 1,390 12 24-47 59-60 19-69 15-22 3-68 9-94 26-31 59-36 19-07 13-27 4-84 10-20 0-09 Ordinary passengers Season tickets Parcels, luggage, and mails Goods Miscellaneous Operating loss Net loss £ 7,083 29 504 7,098 84 £ 6,417 29 497 6,614 73 47-86 0-20 3-41 47-97 0-56 47-08 0-22 3-64 48-52 0-54 14,798 4,824 13,630 4,518 100-00 32-60 100-00 33-14 19,622 18,148 132-60 133-14 19,622 18,148 132-60 133-14 4,824 416 4,518 445 32-60 2-81 33-14 3-26 5,240 4,963 35-41 36-40 5,240 4,963 35-41 36-40 5,240 4,963 35-41 36 40

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

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Expenditure. • 1949-50. 1948-49. Per Cent, of Revenue. Revenue. 1949-50. 1948-49. 1949-50. 1948-49. Salaries and wages Provisions used Light, fuel, and water Renewals and depreciation Insurance and miscellaneous £ 138,026 190,068 7,700 14,536 13,908 £ 125,707 173,126 6,965 15,145 12,687 37-52 51-66 2-09 3-95 3-78 37-50 51-64 2-08 4-52 3-78 Receipts from refreshment-rooms £ 367,917 £ 335,240 Operating profit 364,238 3,679 333,630 1,610 99-00 1-00 99-52 0-48 367,917 335,240 100-00 100-00 367,917 335,240 Payments to railway Operating profit 3.679 1,610 revenue — Interest on capital Rent Freights and fares 2,526 14,814 4,505 2,929 14,376 4,600 0-69 4-03 1-22 0-87 4-29 1-37 Net loss 18,166 20,295 21,845 21,905 5-94 6-53 21,845 21,905

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STATEMENT No. 5A Income and Expenditure in Respect of Book-stall Service

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Expenditure. 1949-50. 1948-49. Per Cent, of Revenue. Revenue. 1949-50. 1948-49. 1949-50. 1948-49. Salaries and wages Stores Miscellaneous £ 22,074 200,066 3,450 £ 20,376 200,881 3,076 8-91 80-77 1-39 8-24 81-23 1-24 . Receipts £ 247,707 £ 247,308 Operating profit ' 225,590 22,117 224,333 22,975 91-07 8-93 90-71 9-29 247,707 247,308 * 100-00 100-00 247,707 247,308 Payments to railway revenue — Rents Rail freights Net profit 17,529 1,052 3,536 17,482 1,102 4,391 7-08 0-42 1-43 7-07 0-44 1-78 Operating profit 22,117 22,975 22,117 22,975 8-93 9-29 22,117 22,975

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

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Expenditure. 1949-50. 1948-49. Per Cent, of Revenue. Revenue. 1949-50. 1948-49. 1949-50. 1948-49. Salaries, wages and allowances Stores and materials Insurance and depreciation Office and general expenses £ 13,320 4,61'7 8,466 5,224 £ 12,473 4,340 9,133 4,705 21-16 7-33 13-46 8-30 20-90 7-27, 15-31 7-88 Advertising signs, publications, &c. £ 62,945 £ 59,673 Operating profit 31,627 31,318 30,651 29,022 50-25 49-75 ' 51-36 48-64 62,945 59,673 100-00 100-00 * 62,945 59,673 Payments to railway revenue-— Rent of premises and sites Commission Freights Net profit 13,391 1,573 482 15,872 13,057 1,492 562 13,911 21-27 2-50 0-76 25-22 21-88 2-50 0-94 23-32 Operating profit 31,318 29,022 31,318 29,022 49-75 48-64 ; 31,318 29,022

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

31

Expenditure. 1949-50. 1948-49. Per Cent, of Revenue. Revenue. 1949-50. 1948-49. 1949-50. 1948-49. Wages and charges Materials Insurance Depreciation £ 193, 2&8 61,829 557 62,158 £ 144,483 55,098 376 59,618 106 64 34-11 0-31 34-29 83-96 32-02 0-22 34-64 Rentals £ 181,260 £ 172,084 Operating loss • 181,260 136,572 172,084 87,491 317,832 259,575 175-35 150-84 317,832 259,575 Operating loss Payments to railway revenue — Interest 136,572 62,622 87,491 59,774 75-35 34-55 .50-84 34-73 Net loss 199,194 147,265 199,194 147,265 109-90 85-57 199,194 147,265

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STATEMENT No. 8 Income and Expenditure in Respect of Buildings occupied by Subsidiary Services

32

Expenditure. 1949-50. 1948-49. Per Cent, of Revenue. Revenue. 1949-50. 1948-49. 1949-50. 1948-49. Wages and charges Materials Insurance and depreciation Operating profit Payments to railway revenne — Interest Net profit £ 16,844 4,551 12,626 £ 15,946 4,292 9,321 26-11 7-06 19-58 28-12 7-57 16-44 Rentals j Operating profit £ 64,496 £ 56,700 34,021 30,475 29,559 27,141 52-75 47-25 52-13 47-87 64,496 56,700 100-00 100 00 64,496 56,700 20,442 10,033 17,708 9,433 31-69 15-56 31-23 16-64 30,475 27,141 1 30,475 27,141 47-25 47-87 30,475 27,141

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

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Expenditure, 1940-50. 1948-49. Per Cent, of Revenue. Revenue. 1949-50. 1948-49. Per Cent, of Revenue. • 1949-50. 1948-49. 1949-50. 1948-49. Superintendence — Salaries and office expenses Maintenance charges Running-expenses Licence fees Insurance and depreciation £ 201,758 393,381 1,158,132 44,413 248,5(58 £ 171,238 334,492 1,065,129 40,546 220,478 9-92 19- 34 56-95 2-18 12-22 8-96 17-52 55-76 2-12 11-54 Passengers Parcels, mails, &c. Newspapers Goods Goods ancillary Miscellaneous £ 1,615,482 98,119 15,328 116.619 186.620 1,723 £ 1,528,954 84,014 14,812 115,029 165,638 1,804 79-44 4-82 0-75 5-73 9-18 0-08 80-04 4-40 0-78 6-02 8-67 0-09 Operating profit 2,046,252 1,831,883 78,368 100-61 95-90 4-10 Operating loss 2,033,891 12,361 100-00 0-61 2,046,252 1,910,251 100-61 100-00 2,046,252 1,910,251 100-61 100-00 •Operating loss Payment to railway revenue — Rents .. Fares .. Interest on capital -Net profit 12,361 22,897 6,178 28,218 21,007 4,875 25,150 27,336 0-61 1-12 0-30 1-39 1-10 0-26 1-32 1-42 Operating profit Net loss 69,654 78,368 3-42 4-10 69,654 | 78,368 ■ 3-42 4-10 69,654 78,368 3-42 4-10

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STATEMENT No. 10 Railway Employees' Sick Benefit Society Income and Expenditure

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EXPENDITURE. 1949-50. | 1948-49. | INCOME. 1 1949-50. 1948-49. £ 26,028 314 13,400 466 Sick benefits paid to members Balance, being excess of income over expenditure for the year Excess of expenditure over income Balance accumulated funds as at 31st March £ 37,379 274 £ 1 40,208 j ! 1 ! Contributions Entrance fees | Subsidy as per section 44 of Government Railways Act, 1949, charged to Working Railways Account Balance, being excess of expenditure over income for the year 1 Accumulated funds brought forward on 1st April Excess of income over expenditure £ 27,203 250 10,200 37,653 40,208 37,653 40,208 363 466 89 89 274 555 363 555 363 555 Balance-sheet Liabilities Accumulated funds Sick pay due not paid Contributions in advance £ 363 50 14 £ 89 8 7 Assets Entrance Fees outstanding at 31st March Contributions outstanding at 31st March Cash in Working Railways Account 1 £ 20 45 362 £ 24 s 58 22 427 104 i 427 104

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STATEMENT No. 11 Mamaku Sawmill Operating Account for the Year Ended 31st March, 1950 £ ' ' •' • £ Stock of sawn timber and logs on hand, Issues of timber and sundry receipts 67,622 Ist April, 1949 .. .. .. 5,776 Housing and hostel receipts .. .. 1,966 Production expenses .. .. 57,006 Stock of sawn timber and logs on hand, Housing and hostel expenses .. 2,166 31st March, 1950 .. .. .. 4,788 Operating profit, carried down .. 9,428 £74,376 £74,376 £ Interest on capital .. .. .. 5,322 £ Net profit, carried forward .. .. 4,106 Operating profit, brought down .. 9,428 £9,428 £9,428

35

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STATEMENT No. 12 Statement of Cash Receipts and Payments—Working Railways Account Receipts £ Payments £ Balance brought forward .. 1,027,226 Wages and vouchers— Revenue receipts .. .. 20,236,273 Working Railways .. .. 23,130,790 Miscellaneous receipts— Railways improvements and addiWorking Railways .. .. 4,237,914 tions to open lines .. .. 2,763,400 Railways improvements and addi- Refunds to Harbour Boards, shipping tions to open lines .. .. 9,811 companies, and other carriers .. 1,149,184 National Development Loans Ac- Balance as per General Balancecount .. .. .. 2,900,000 sheet .. .. .. 1,418,889 Contributions to Sick Benefit Fund 37,289 Interest on investments.. .. 13,750 £28,462,263 £28,462,263

Reconciliation Statement £ Credit balance in Working Railways Account as per Treasury figures .. .. 1,098,021 Add imprests outstanding .. .. .. .. .. .. .. 320,868 Credit balance as per above statement .. .. .. .. £1,418,889

STATEMENT No. 13 RENEWALS, DEPRECIATION, AND EQUALIZATION RESERVE ACCOUNTS

36

* Credit Contributions Expenditure Credit Balance Year ending Year ending Balance at at 31st March, 31st March, 31st March, 31st March, 1949. 1950. 1950. 1950. £ £ £ £ General Reserve Account 2,255,493 68,940 2,186,553 Insurance Reserve Account 53,489 89 j 690 15,055 128,124 Workers' Compensation Reserve Account 90,258 123,314 118,639 94,933 Slips, Floods, and Accidents Equalization Reserve 115,209 21,671 136,880 Account Betterments Reserve Account: Refreshment 16,137 3,356 12,781 Branch Renewals Reserve Accounts 962,517 472,685 818,902 616,300 Depreciation Reserve Account 2,457,840 1,224,780 3,682,620 Totals.. 5,950,943 1,932,140 1,024,892 6,858,191

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STATEMENT No. 14 Expenditure on Construction of Railways, Rolling-stock, etc., to 31st March, 1950, and Net Revenue for Year 1949-50

NOTE.—The amount stated in this return as the cost of construction of opened lines includes the Provincial and General Government expenditure on railways. It also includes the Midland Railway and expenditure by the Greymouth and Wwtport Harbour Boards on railways and wharves under the provisions of section 7 of the Railway Authorization Act, 1885, the information regarding the last-mentioned being furnished by the respective Boards.

STATEMENT No. 15 Capital Expenditure out of Working Railways Account for the Year ended 31st March, 1950

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Section of Railway. Opened Lines. Net Revenue. Lines and Works. Rolling-stock. Total. North Island Main Line and Branches South Island Main Line and Branches Nelson .. Lake Wakatipu steamer service Subsidiary services, &c. In suspense— General Total cost of opened lines at 31st March, 1950 £ 39,309,754 23,551,959 490,119 £ 9,194,265 5,068,565 9,641 £ 48,504,019 28,620,524 499,760 1 £ -503,716 -772,017 -23,114 63,351,832 21,878 3,895,686 9,896 14,272,471 77,624,303 21,878 3,895,686 9,896 -1,298,847 -5,240 248,531 67,279,292 14,272,471 81,551,763 -1,055,556 81,551,763

Way and Works Branch: Particulars of Works. Improvements and Additions to Open Lines. Land Grading, formation, tunnels, and permanent-way Bridges, overbridges, subways, and culverts Station buildings, engine-sheds, and other operating buildings Fences, gates, cattlestops, cattle-yards, and loading-banks Dwellings and huts Stores and workshops buildings and plant Refreshment, advertising, and road-service buildings Cranes, weighbridges, turntables and water services Miscellaneous (roads, sewerage, drainage, &c.) Signalling, communications, and electrification Sawmills Expenditure by Ministry of Works Department: Grade easements and deviations £ 9,878 110,911 35,656 199,127 11,169 208,427 45,482 110,874 9,291 70,804 251,950 912 1,064,481 26,752 1,091,233

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STATEMENT No. 15—continued Locomotive Branch: Particulars of Rolling-stock

Particulars of Workshop and Depot Machinery, Motor-buses, and Motor-lorries £ Workshop equipment .. .. .. .. 87,779 Machinery and equipment for locomotive running, car and wagon depots .. 2,963 Motor-buses and motor-lorries .. .. • .. .. .. 255,875 Reconciliation Statement, Railways : Improvements and Additions to Open Lines £ s. d. £ s. d. Expenditure charged by Treasury .. 2,763,400 0 6 Expenditure—- £ s. d. Way and Works Branch .. .. 1,091,233 0 5 Less recoveries .. 9,949 3 2 Locomotive Branch rolling-stock .. 1,318,525 13 1 Less refunds .. 138 910 Workshops equipment .. .. 87,779 011 9,810 13 4 Machinery and equipment for locomotive running, ear and wagon Add voucher out- 2,753,589 7 2 depots .. .. .. 2,963 2 1 standing at 31st Motor-buses and motor-lorries .. 255,875 2 10 March, 1950 . . 718 12 2 Consolidated Fund administration charges 2,068 0 0 2,786 12 2' £2,756,375 19 4 £2,756,375 19 4

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Description of Stock ordered. Number Incomplete on 31st March, 1949. Number Complete on 31st March, 1950. Number Incomplete on 31st March, 1950. Expenditure, Improvements and Additions to Open Lines. Locomotives, Classes K, Ka, and Kb 2 1 2 £ 23,658 Locomotives, Class Ja and spares .. 25 6 ' 19 138,481 Locomotives, electric 9 9 Locomotives, Diesel electric, shunt15 15 ing Improvements for locomotives 37,079 Boilers 5,493 Multiple units and spares iio ' 29 ' *81 830,900 Articulated units', Diesel mechanical 25 35 Carriages 62 62 Improvements for carriages 32,260 Wagons, Class He "99 ' 99 927 Wagons, Class J 54 54 1 Wagons, Class Jc 340 340 Wagons, Class Ka 18 469 Wagons, Class Kc 'iso 150 Wagons, Class La 510 10 500 99,981 Wagons, Class Lc 500 500 8 Wagons, Class Mc 120 120 Wagons, Class Q 149 ' 49 100 10,495 Wagons, Class Rb 40 40 Wagons, Class S 25 25 Wagons, Class T 22 22 Wagons, Class Ub 200 200 i.6,860 Wagons, Class Uc 9 9 13,608 •! Wagons, Class TJJ) 1. • • -2 ! '" '2 - 2,871 Wagons, Class Yb . 63 ' 63 1,435 • ■Wagons, Class Xa 18 18 . Wagons, Class Xe 129 129 Wagons, Class Yd 35 2 33 15,214 Wagons, Class Z 56 1 55 1,728 Miscellaneous improvements 12,145 for wagons Shunting units, petrol and Diesel .. Cranes Tarpaulins 9 4 5 76,165 Gr. i,252 Total .. .. Sttmmaey Locomotives Multiple units Articulated units, Diesel mechanical Shunting units, petrol and Diesel .. Carriages Wagons, bogie Wagons, four-wheeled Cranes Total .. 2,778 112 2,694 1,318,526 51 110 25 9 62 452 2,069 8 29 4 ' 12 59 43 81 35 5 62 440 2,028 2,778 112 2,694

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STATEMENT No. 18 Statement of Traffic and Revenue for each Station for the Year ended 31st March, 1950

Inaet I—D 2

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OUTWARD. INWARD. Stations. Traffic. Revenue. Traffic. Number of Passenger Journeys. Season Tickets. Cattle Sheep and Pigs. Timber, Other Goods. Ordinary Passengers Parcels, Total Value ' forwarded Cattle and Calves. Sheep and Pigs. Timber, Firstclass. Secondclass. Total. and Calves. of Supcrftcia Feet. Season Tickets. Luggage, and Mails. Goods. Miseel laneous Hundreds of Superflcia Feet. Other Goods. Nobth Island Main Line and Branches Auckland „ Goods Newmarket Mount Eden Avondale Henderson Helensville 37,727 1,020 355 596 290 281 579,339 73,469 23,141 37,786 40,812 17,018 617,06( 74,489 23,496 38,382 41,102 17,299 No. 56,456 18,294 4,707 18,675 12,419 25 No. 50 69 16 185 14,546 27,386 No. 456 76 16,488 65,168 46,442 15,798 16,250 9,369 4,162 - 1,885 Tons. 507,295 20,718 17,315 10,130 . 5,828 5,412 £ 234,918 7,503 2,887 4,266 3,069 2,846 £ 15,137 4,000 720 3,408 2,766 14 £ 68,170 913 826 612 1,288 541 £ 1,289,363 66,501 25,933 16,334 11,649 12,177 £ 1,3: 21,3: 2: 4: 2: 2; £ 8 319,563 51,310,698 0 79,147 8 30,804 8 24,838 6 18,838 9 15,837 No. 348 336 26 143 3,321 6,967 No. 2,567 112 50 6,747 25,957 111,662 127,994 124,237 100,824 40,916 4,496 Tons. 43i,505 25,847 97,355 12,997 10,191 15,667 Wellsford Maungaturoto Paparoa Dargaville Donnelly's Crossing Waiotira Whangarei 1 252 353 91 633 24 106 1,000 6,697 11,117 3,114 7,311 13,207 6,531 27,392 6,949 11,470 3,205 7,944 13,231 6,637 28,392 44 " 95 41 90 19,380 19,617 5,089 35,859 701 17,088 42,039 52,967 35,836 15,538 44,081 5,591 37,591 39,068 26,388 232 232 1,018 3,262 6,750 3,749 18,846 8,025 12,661 9,961 1,154 56,091 69,935 1,807 2,627 939 4,162 1,078 1,006 7,695 43 82 34 85 370 278 85 696 36 157 2,193 28,680 20,016 11,457 23,590 2,498 94,952 58,229 1 I 1: ■ 2 ! 1,36 6 30,966 6 22,987 0 12,491 1 28,651 3 3,635 7 96,426 6 69,568 4,447 3,621 1,591 4,153 172 4,841 5,781 15,824 8,093 3,998 11,707 927 9,431 14,586 5,433 1,815 812 2,145 927 650 7,013 16,173 15,171 6,002 21,897 4,742 88,103 55,674 Hikurangi Otiria Kaitaia Kawakawa Opua Kaikohe .. Okaihau .. 235 390 475 334 730 605 19!) 4,120 9,429 2,188 5,765 12,020 6.697 10,242 4,355 9,819 2,663 6,099 12,750 7,302 10,441 49 12 34 17 4,342 12,009 829 4,937 1,975 8,637 8,252 5,797 34 7,314 4,907 892 2,506 3 159 5 4,426 8,059 54,794 15,261 487 1,409 542 4,369 5,951 1,148 3,361 2,935 1,860 3,074 4.476 1,783 47 4 17 21 272 644 353 248 118 381 128 26,963 47,381 2,088 1,395 873 10,128 11,685 L 1 2 3 4 28,457 6 51,459 5,376 7 3,524 0 4,092 4 15,030 6 13,632 2,548 699 54,663 18 925 1,119 6,385 1,776 52,167 12 1,286 2,894 222 366 433 224 66 3,252 1,779 13,973 18,514 2,242 10,740 2,170 11,077 17,952 Bllerslie Penrose Onehunga Otahuhu Papatoetoe Papakura Drury Waiuku \ 238 \ 114 \ 357 \ 739 421 656 54 , 162 41,937 33,202 5,412 102,559 49,864 132,038 2,648 326 42,175 33,316 5,769 103,298 50,285 132,694 2,702 488 10,193 5,402 2,810 23,120 17,990 32,726 19 532 15,439 14,686 266 1,877 7,481 24,747 112 150,385 32,665 1,157 1,414 3,878 12,551 606 52,883 9,408 1,906 4,297 808 64 451 708 143,434 4,362 181,484 2,744 2,280 7,694 1,973 2,002 1,243 2,049 6,233 3,468 10,279 399 701 1,848 1,095 628 5,492 4,130 8,469 16 327 397 260 655 539 670 54 142 3,648 198,669 9,925 274,260 3,172 4,790 8,425 3,436 e 1 1,49 B 4 2 4 2 7,847 8 201,892 7 13,119 0 288,130 0 11,339 3 24,251 7 8,921 2 4,321 320 383,262 58 109,827 1,064 4,440 1,338 1,977 120 1,337,819 655 210,361 4,091 15,516 8,003 5,766 482 321,397 79,736 16,084 33,467 6,985 204 5,549 465 100,393 25,328 61,323 12,323 12,565 5,821 20,215 Pukekohe Tuakau Pokeno .. .. < Mercer .. . ■ Te Kauwhata .. 1 2,401 534 68 208 133 41,001 21,710 6,932 16,244 7,093 43,402 22,244 7,000 16,452 7,226 475 214 131 240 3 20,329 11,545 1,668 592 28,564 23,930 46,200 2,228 65,706 2,629 77 79 186 129 15,816 15,063 36,127 2,483 8,038 10,471 3.208 924 1,785 1,151 377 239 111 246 1 1,038 445 53 110 333 25,052 17,266 23,289 1,883 15,073 7 5 26 12 2 9 37,017 0 21,208 9 24,646 2 4,146 0 16,578 5,052 1,274 1,949 224 6,469 20,036 18,276 7,644 3,061 17,895 15,174 1,566 874 532 1,300 19,395 15,529 9,793 3,184 11,344 Huntly .. /. Glen Afton .. / .. Taupiri Ngaruawahia Frankton .Jabetion Hamilton 1,290 88 95 267 9,246 5,532 71,751 20,467 2,886 10,577 82,114 37,281 73,041 20,555 2,981 10,844 91,360 42,813 15,182 698 52 574 33 49 11,633 845 1,538 5,838 21,750 10,284 41,654 6,763 14,858 24,653 156,120 17,147 981 163 4 222 5,410 9,673 357,123 179,675 6,448 120,501 45,518 49,908 10,998 1,310 753 3,054 48,075 24,628 4,042 365 36 142 15 142 644 27 99 321 3,233 5,495 371,765 143,099 10,586 136,328 63,746 90,028 3,(2 4 2 7,05 1,03 1,3 9 390,969 9 144,841 4 11,498 9 146,895 5 116,105 9 121,432 4,382 1,022 718 166,133 9 ,'461 1,231 10,948 9,858 2,913 76,032 76,113 4,172 6,865 3,125 1,043 1,188 32,000 66,047 91,309 34,332 12,750 20,361 85,862 74,582 Cartridge Mo/rinsville M&tamata '"mtaruru l\ ' » ' 569 770 814 782 848 11,027 8,054 19,951 1,417 11,797 8,868 20,733 55 5 190 25,199 64,338 42,019 18,726 85,483 131,668 149,855 96,230 3,906 1,621 16,618 4^06,171 6,092 32,628 14,787 32,789 2,113 3,431 3,803 5,680 " 39 4 155 449 672 586 1,191 17,092 67,632 47,209 181,022 .4 4 .5 60 7 19,801 8 71,822 1- 51,753 1 188,651 2,935 8,252 5,650 6,726 22,741 72,916 42,322 62,487 2,326 11,308 3,046 34,863 38,499 45,872 53,803 68,324 Mangakino Road Mamaku Botorua i „ Road Services .. , 1 MM Te Ai'oha 1 200 110 1,789 17 3l> 368 540 4,844 11,983 12 2,516 4,256 740 4,954 13,772 29 2,552 4,624 34 11 6 52 22 6,427 11,667 28,551 7,777 42,462 79,119 7,531 8,563 j-53,608 387 4,035 26,622 17,262 11,109 1,059 1,005 8,598 59 407 1,861 40 19 22 30 30 128 1,748 84 441 53,261 112,058 33,261 11,209 1 71 i 5 3 1,059 1 54,445 3 123,136 81 9 33,841 1 13,572 929 2,400 1,649 983 5,217 26,801 3,570 7,637 11,359 17,274 561 2,865 4,222 68,477 38,831 21,977 ! Paeroa / Thames / Waiki | Katikati 1 Taiiranga 480 297 433 142 984 10,465 2,484 9,353 6,360 23,960 10,945 2,781 9,786 6,502 24,944 13 324 6 45,833 245 14,449 24,553 3,162 18,641 777 22,021 55,983 21,425 626 351 739 31,145 18,227 21,784 4,263 2,431 4,227 14,070 3,085 1,944 2,962 1,283 4,630 13 336 4 412 525 357 552 1,766 25.436 9,176 9,474 27,967 31.437 11 1 4 te S 29,062 2 11,993 9 12,846 2 29,804 1 38,284 3,794 1,707 3,803 4,029 1,767 10,626 11,631 12,521 21,544 6,469 2,532 2,566 7,159 4,263 53,740 32,849 15,399 14,218 8,147 30,217 Te 1'nke Edgncumbe Taniatua 540 195 511 8,354 2,194 15,822 8,894 2,389 16,333 5 29,822 33,200 23,572 147,195 44,770 64,136 ! 33,805 11112,011 3,918 8,569 21,887 7,261 2,713 1,240 3,619 3 506 214 221 48,428 105,029 15,615 12 42 37 i 51,774 7 106,910 9 19,825 2,705 2,084 1,407 26,090 10,320 6,753 2,664 12,912 951 14,902 30,182 59,528 Opoliki Wliakatane Road Services Ohaipo Te Ajwamutu .. Otorjihanga Te Huiti Manjjapehi 270 586 64 1,999 600 2,090 104 1,267 2,935 494 19,795 18,356 65,382 23,532 1,537 3,521 558 21,794 18,956 67,472 23,636 13 8 70 4 7,044 49,865 23,869 12,354 2,572 2,877 176,844 88,621 107,884 28,633 1 32 7,659 3,948 93,609 148,093 962 940 996 24,373 31,654 120,262 23,818 1,551 3,262 245 10,437 5,633 16,789 3,252 9 9 106 4 335 299 52 1,215 634 1,535 232 2,960 2,364 1,596 62,381 42,771 143,523 85,473 47 4 85 51 4,846 5,925 8 1,901 3 74,515 7 49,094 1 162,806 8 89,477 912 7,209 3,703 5,604 1,511 2,846 77,567 28,767 37,398 13,839 191 183 233 6,058 2,595 14,359 15,615 3,180 4,628 6,475 64,221 30,461 43,736 14,382 Okahiikura Taumarunui National Park .. Ohaktine Raetilti 11 3,785 986 1,382 181 3y329 64,956 23,420 23,656 721 3,340 68,741 24,406 25,038 902 26 245 1 28 2,442 9,290 1,028 2,538 3,624 23,014 91,275 12,908 16,592 49,101 8,079 145,238 284,182 79,492 94 28,994 25,828 10,050 10,689 3,644 241 20,656 5,951 7,217 860 18 318 " 25 64 2,340 492 727 67 44,077 94,746 130,637 50,296 10,574 6 47 22 6 2 44,462 1 118,531 8 137,306 5 58,330 2 11,503 527 4,128 2,241 2,476 3,935 12,534 38,039 11,618 10,852 28,082 4,128 20,001 42,991 8,342 265 5,609 31,405 11-,<£60 < 5,982 5,797 Rangaitaua Waiouru Mataroa Taihape Mangaweka 83 283 10 1,617 79 8,947 6,214 7,068 20,283 2,780 9,030 6,497 7,078 21,900 2,859 6 37 12 851 1,128 2,475 2,667 5,440 9,395 31,451 56,211 115,220 99,787 9,501 724 1,371 2,211 2,164 2,701 2,340 1,742 14,911 3,596 779 2,308 360 8,011 637 6 22 12 80 194 76 1,078 155 8,211 8,215 9,326 32,538 16,219 2 ' 2 10 ■ 3 9,093 3 10,746 9 9,771 i 41,753 5 17,028 736 912 1,630 5,881 3,358 5,694 13,166 20,822 36,111 28,559 '828 328 418 3,018 1,118 1,780 9,182 5,306 20,788 5,650 ...

D—2

STATEMENT No. 18-continued Statement of Traffic and Revenue for each Station for the Year ended 31st March, 1950 —continued

40

OUTWARD. INWARD. Tkamic. Revenue. Traffic. Stations. Number of Passenger Joiirne ys. Cattle Sheep Timber, Hundreds Other Goods. Ordinary Passenger:): Season Tickets. Parcels, Luggage, and Mails. Miscellaneous. Total Cattle Sheep Timber, Hundreds Other Goods. Firstclass. 1 Secondclass. Total. S6£LSOn Tickets. and Calves. and Pigs. of Superficial Feet. Goods. Value forwarded. and Calves. and Pigs. of Superficial Feet. North Island Main Line and Branches —contd. Hunterville Marton New Plymouth Rd Services New Plymouth „ Breakwater Waitara Inglewood Tariki Midhurat Stratford Te Wera Whangamomona 251 2,644 38 5,118 160 398 43 69 1,937 29 93 8,444 22,591 56 51,583 4,770 10,954 2,372 4,996 39,898 775 2,229 8, 25, 56, 4. 11, 2. 5, 41, 4 695 235 94 701 930 352 415 065 835 804 322 No. 11 10 39 128 64 48 50 No. 6,921 6,381 i ,857 4,854 16,743 4,224 6,921 23,719 811 3,704 No. 74,780 128,611 ' 953 49 56,430 28,471 3,903 6,943 46.690 8,675 55,636 680 17,952 8,905 764 1,083 7,038 i j 274 1.606 1,738 Tons. 5,443 10,160 255,044 34,477 22,977 100,869 4,460 4,238 13,282 514 13,819 £ 1,942 11,448 104 29,37:} ' 1,994 3,03'i 252 507 13,091 14:! 58 7 £ 21 8 126 60 36 26 39 £ 235 1,259 3,117 325 253 15 19 1.115 15 101 £ 15,701 28,449 216,003 12,481 27,441 115,432 2,485 4,029 19,824 1,441 19,021 £ 64 441 16,795 118 12 6 24 185 3 15 I £ 17,963 41,605 104 265,414 12,481 29,878 118,793 2,794 4,605 34,254 1,601 19,724 No. 6,688 2,281 3,452 52,043 2,159 196 346 3,940 1,096 791 Elk 25,759 51,277 7,836 186,842 (14,451 | 3,299 ! 2,408 18,955 6,080 113,110 470 49,979 40,936 3,377 2,938 3,815 26 72 7,390 528 515 Tons. 10,795 19,868 171,191 35,309 19,257 101,281 4,265 7,954 31,787 4,228 3,696 Ohura Eltham Opunake 200 544 173 7,524 17,456 1,004 7,724 18,000 1,177 26 3 2,912 20,413 10,581 50,420 28,566 12,897 30,484 3,677 689 24,386 16,573 3,852 2,42l 4,161! 91H 20 1 200 406 71 41,519 27,033 3,594 39 42 112 44,204 31,645 4,695 1,491 2,685 3,556 i.2,820 30.951 E8,403 4,028 ■ 18,817 3,310 14,936 22,712 37,804 Normanby Hawera Patea Waverley 49 2,387 437 446 3,808 34,853 12,743 8,506 3,857 37,240 13,180 8,952 63 2 3 47,300 16,473 3,325 7,953 23,621 50,008 48,216 73,962 117 138 1,225 13,820 25,728 35,167 15,716 73" 12,948 3,451 2,153 34 3 39 51 1,512 286 185 17,504 27,219 71,226 15,752 2 162 248 27 18,294 41,875 75,214 18,156 898 4,479 103,339 8,626 |o,072 ■71,186 162,196 49,979 234 20,295 2,960 5,633 7,613 51,896 47,122 14,131 Aramoho Wanganui „ Wharf Turakina Greatford Halcombe Feilding 950 3,508 114 165 59 2,117 18,504 40,886 5,951 2,756 5,339 16,259 19,454 44,394 6,065 2,921 5,398 18,376 7 27 33 47 39 7 7,419 6,232 5,092 2,909 950 17,753 40,788 47,178 34,504 47,824 19,992 181,212 529 8,963 34 374 1,336 80 1,060 86,004 51,264 13,963 3,581 29,614 4,196 31,271 4,227 17,35!) i, 144 738 59(1 9,79( 7 84 42 18 33 3 ■ 521 3,162 136 115 40 1,136 80,805 108,570 21,020 8,424 29,741 7.089 60,108 38 6,893 43 20 10 181 85,598 136,068 21,020 9,789 30,632 7,762 71,224 6,088 12,647 3,864 669 1,011 27,226 182,173 121,291 / 32,165 ' 14,495 1 23,708 150,533 2,486 49,607 165 204 131 6,846 87,218 87,963 4,908 5,937 11.174 7, (547 57,160 Palmerston North Ashhurst Longburn Foxton .. »• Shannon 15,680 83 119 95 461 126,518 6,552 7,933 602 22,188 142,198 6,635 8,052 697 22,649 85 42 104 5,820 5,037 7,84S 381 16,129 70.106 20,829 93,698 4,056 80,703 18,875 106 2,799 2,390 30 79,927 2,186 24,983 2,946 5,249 74,021814 1,00" Tit 3,69!' 171 15 68 8,826 62 107 87 277 158,115 4,948 82,895 5,676 15,361 1,624 8 227 4 18 242,764 5,832 84,251 6,495 19,423 0,590 8,88b 12,881 528 4,456 105,036 , 18,835 123,822 7,654 56,570 93,627 1,530 2,000 16,607 981 134,932 4,286 20,429 9,201 9,973 Levin Otaki Paekakariki Johnsonville 1,868 710 1.132 314 47,138 40,484 86,851 56,223 49,006 41,194 87,983 56,537 102 258 43,768 55,238 14,102 7,625 735 2,554 87,405 24,918 25,351 18,595 1,526 477 711 2,126 9,626 2,671 7,807 161 13,522 8,352 8,888 3,168 36 131 13.296 11,053 3,131 2,790 638 118 18,460 6,167 10,384 1,727 81 52 114 28 35,230 17,492 33,320 16,095 8,945 1,636 872 18,922 ,W,838 A, 263 7 \ 996 133,037 \ 1,543 12,870 1,522 2,141 2,988 18,618 8,317 5,510 1,811 Wellington— Passengers and Parcels Goods Wharf Courtenay Place 60,520 5,174 1,041,135 20,667 1,101,655 25,841 401,121 632 242 6,000 46,545 309,894 5,388 305,915 27,350 88,047 440 71,543 2,652 762,586 131 2,796 6,919 8 468,301 769,505 131 30,450 596 122,77'i 304,997 26,072 Ngahauranga Petone Lower Hutt Trentham Upper Hutt Featherston 20 2,655 1,227 305 537 409 704 294,610 21,468 19,769 28,951 17,345 724 297,265 22,695 20,074 29,488 17,754 537 239,121 20,274 12,149 30,425 105 3,084 1,701 64 138 3,513 8,684 79,507 65,715 162 131 2,791 137,424 51 22,101 9.693 347 392 4,066 10,784 86,903 2,631 2,486 1,829 12,154 193 21,152 6,182 4.407 3,850 5,411 95 47,682 ■ 4,007 3,728 8,547 127 6 3,551 886 593 517 550 4,433 262,774 10,303 7,234 5,158 25,349 2 334 118 73 19 32 4,729 335,493 21,496 16,035 18,091 31,469 8,690 14,983 125 144 1,033 1,862 419,426 430,102 752 345 1,289 22,424 369 95,227 45,261 5,287 2,849 6,228 5 [•#82 45, 3G\8 7, dop 6,492 6,16/ ( 17,25$ 15,39.! ) 1 O , IJV 4,780 7,1.21 J Carterton Mastorton „ Road Services Mauriceville Eketahuna 278 9,275 9, 553 192 4,470 74,610 133,094 25,110 965 7,029 93 21,657 20,618 19,048 4,214 3,998' 185 378 1,190 15 143 46,554 40,011 13,307 9,143 61 51,176 jl,S27 7,173 104,461 23,i31 955 10,092 10,016 14,210 154 750 199 33 125 4,610 2,730 7,565 4, 2 > 7, 809 763 690 40 84 432 7,367 2,680 513 2,418 32 77 2 11 2,680 13,869 11,792 232 1,486 Hukanui Pahiatua Mangatainoka Woodville Dannevirke 19 258 48 444 1,103 3,326 8,315 1,247 20,891 16,086 3 8 1 21 17, 345 573 295 335 189 34 4 4 66 3,623 13,133 2,107 17,130 10,640 13,490 41,305 32.821 157,244 97,793 3 620 171 3,192 1,659 5,790 5,452 21.063 12,805 507 4,20b 556 4,721 5,955 34 4 3 84 31 340 31 248 1,110 4,168 13,757 10,436 36,026 25,916 1 7 5 446 168 4,707 18,344 11,032 41,444 33,233 554 2,294 2,523 8,050 1,995 6,545 12,914 7,869 38,539 30,780 114 5,034 103 1,308 5,767 3,940 \ 11,928 3,987 14,362 30,574 Ormondville Takapau Waipukurau Waipawa Otane 146 155 1,087 435 231 6,221 3,408 9,014 6,124 7,620 6 3 10. 6 7 367 663 101 559 |85l 19 13 10 24 4,676 4,730 14,101 3,004 14,634 85,301 100,472 164,585 70,750 119,113 28 7 1,081 1,951 1 2,936 8,119 8,888 12,351 5,915 901 1,029 4,747 2,092 1,318 19 11 6 35 157 130 621 292 136 11,704 14,069 24,218 17,248 21,921 2 5 93 18 1 12,783 15,244 29,685 19,650 23,411 897 955 3,295 1,225 9,540 24,209 30,937 45,424 20,245 79,627 293 29 9,281 2,446 295 8.198 ' 7,799 23,515 11,719 4,971 Hastings Clive Napier „ Road Services .. Port Ahuriri 3,090 29 3,027 59 32,752 245 36,890 230 35, 39 842 274 917 289 16 45 4 2,928 2,110 3,808 46,652 76,734 28,392 36 3,178 16,657 i ,510 59,206 44,085 18,110 43,912 21,697 148 23,094 1S( 7 54 3 4,364 148 3,112 13 130,196 31,639 46,396 61,635 1, 108 12 148 157 157,372 31,947 72.804 189 61.805 5,546 52,743 2,719 1 102,023 373,028 17,673 21,573 137 16,735 777 67,252 .14,151 35,227 101,085 Raupunga Wairoa Nuhaka Matawhero Gisborne „ Rqad Services.. 10 986 55 20 2,280 68 2,653 48,095 2,668 795 23,624 761 2 49 2 25 663 081 723 815 904 829 90 5,299 9,273 1,112 28,158 4,030 32,202 91,613 27,109 209,381 41,314 8,275 1,526 30,035 6,267 2,428 18.431 2,722 20,742 32,269 1,375 531 15,777 866 23C 19,51< 72: 9b 32 899 168 670 2,834 8,264 41,956 5,679 50,690 75,858 4,651 3 89 1 3 246 8,830 58,721 6,714 51,593 98,544 5,373 1,556 5,930 801 8,666 5,229 11,545 49,899 10,451 33,726 70,212 1,004 1,781 57 3,744 47,949 6 9,201 23,620 4,447 10,554 55,005 1,156 Sub-total 219,579 4,468,312 4,687 .891 1,027,292 1,363,017 6,306,643 2,200,541 4,326,717 ],304,49; 233,728 240,249 7,816,599 88,614 9,683,683 1,363,017 6,306,643 2,200,541 4,326,717 Chief Accountant Overseas traffic 108,989 291,884 400 873 24,964 592 524 251 17,513 371,01! 31,207 103,389 . 163,903 55,241 560,856 163,903 1,012 1,617 lb 14,718 Totals 328,568 4,760,196 5,088 764 1,052,256 1,363,609 6,307,167 2,200,792 4,344,230 1,675,51: 264,93£ 343,638 7,980,501 143,855 10408442 1,364,029 6,308,26C 2,200,557 4,341,435 / /

D—2

STATEMENT No. 18—continued Statement of Traffic and Revenue for each Station for the Year ended 31st March, 1950 —continued

Inset 2—D 2

41

OUTWARD. INWARD. Stations. Traffic. Revenue. Traffic. Number of Passenger Journeys. Season Tickets. Cattle Sheep and Pigs. Timber, Hundreds Other Goods. Ordinary Passengers. Season Tickets. Parcels. Total Value forwarded. Cattle and Calves. Sheep and Pigs. Timber, Hundred* of Superficial Feet. Firstclass. Secondclass. Total. and Calves. of Superficial Feet. Luggage, and Mails. Goods. Mist lanc< sins. Other Goods South Island Main Line and Branches Lyttelton Wharf Heathcote Woolston 16,678 27 77 135,453 24,071 27,825 152,131 24,098 27,902 No. 60,870 8,828 19,915 No. 553 1 8 No. 17,898 A 16,325 76 11 Tons. 451,118 9,805 13,117 8,434 £ 8,619 557 992 £ 9,750 i,324 3,125 £ 16,692 80 199 £ 317,267 2,908 10,041 9,596 i 48. 076 19 80 £ 400,404 2,908 12,021 13,992 No. 888 14 No. 7,253 20 47,042 466 1,850 Tons. 289,176 37,255 24,344 29,513 Christehurch — Passengers and Parcels Goods Addington Riccarton 42,299 ' 218 104 493,825 2,149 536,124 22,549 2,253 71,679 1,519 493 151 10,728 10 321,689 1 4,850 9,779 885 164,515 59,842 4,647 120,063 2,187 420 11,740 349 108 32,574 310 154 263,678 73,915 2,379 3, 1, 671 546 369 17 165,048 267,224 78,330 3,078 131 33,355 134 447,281 139,362 207,469 44,927 425,749 136,258 20,971 Papanui Belfast Kaiapoi Rangiora 271 33 79 303 6,200 3,736 9,395 12,832 6,471 3,769 9,474 13,135 719 649 2,953 8,644 41 78 3,993 1,434 1,879 2,505 4,971 5,780 599 1,101 1,740 7,756 28,060 20,832 12,250 1,725 432 1,413 2,685 259 197 846 2,332 366 63 177 493 10,042 25,008 17,759 11,092 39 12 33 75 12,431 25,712 20,228 16,677 33 14,794 1,097 874 483,738 189,922 20,620 58,387 7,501 9,128 9,469 16,123 15,102 20,431 15,507 East Oxford Sefton Amberley Waipara Mina 18 13 09 52 87 1,005 2,829 2,191 2,887 600 1,023 2,842 2,250 2,939 687 50 10 17 489 189 543 3,367 1,337 41,927 2,548 37,118 94,114 62,007 294 1,131 9,057 5,767 1,567 1,991 18,372 20,808 13,039 276 329 405 399 416 " 48 9 18 46 77 117 137 201 2,920 1,497 10,179 19,520 15,186 49 9 1 25 24 3,291 1,960 10,711 20,099 15,827 221 112 328 310 1,443 29,349 5,127 23,694 5,125 13,765 807 81 10,969 393 1,461 15.136 1,665 2,482 1,684 6,468 Parnassus Blenheim Picton Kaikoura Waikari Hawarden Culverden Waiau 49 1,736 594 442 22 11 32 13 632 31,453 19,352 7,038 77 98 185 96 681 33,189 19,946 7,480 99 109 217 109 "229 176 4 1,539 3,821 118 7,719 468 1,605 3,365 1,133 64,780 104,074 20,215 116,793 18.885 96,324 100,005 62,487 52 1,914 254 1,058 110 38,551 9,516 4,551 1,382 31,863 10,808 19,383 32,348 4,837 4.172 11,062 233 11,651 3,921 2,996 121 61 202 100 247 209 3 92 1,591 435 299 71 100 75 50 6,909 64,376 13,258 29,411 17,282 15,666 13,488 12,837 4, 12 323 295 28 26 30 6 7,246 78,188 22,118 32,737 17,474 15,853 13,795 12,993 463 2,324 773 1,338 109 645 391 438 7,091 25,073 46,634 12,418 2,775 2,667 2,137 4,036 533 35,031 1,773 3,588 678 1,337 2,652 1,482 1,538 56,373 17,864 11,178 3,772 3,262 9,267 3,501 Hornby Lincoln Leeston Southbridge 37 100 42 49 5,255 5,057 6,056 3,178 5,292 5,157 6,098 3,227 194 78 46 7 887 1,522 2,413 195 1,385 25,521 10,474 5,847 1,036 153 501 6 70,710 11,527 8,027 8,196 797 1,295 911 571 77 65 54 5 76 55 37 34 57,423 7,649 5,341 5,496 186 3 2 1 58,559 9,067 6,345 6,107 1,478 99 328 2 3,428 4,876 16,286 5,124 6,514 2,204 1,589 1,110 81,751 9,075 10,980 5,342 Little River Akaroa Road Services .. Islington Rolleston Kirwee 40 16 9 54 8 6,136 112 2,586 3,868 1,102 6,176 128 2,595 3,922 1,110 51 230 85 41 9,637 '270 288 52 147,438 152 2,365 2,136 6,208 66 7 1,576 18,832 2,864 4,133 964 132 431 501 119 63 67 29 39 121 39 30 14 9,671 17 i 948 2,669 2,715 42 68 8 2 10,861 132 18,553 3,237 2,889 2,786 10,648 168 27 16,573 201,615 5,565 15,338 1,264 6,433 2,425 49 7,809 19,114 2,004 6,934 Darfield Coalgate Sheffield Springfield Arthur Pass 47 24 30 179 52 1,757 629 987 5,832 2,908 1,804 653 1,017 6,011 2,960 38 57 41 456 485 565 483 21 11,264 21,236 8,590 12,043 615 121 14,669 11 1 8,431 14,607 7,156 1,600 129 408 213 263 707 402 36 50 39 118 17 198 163 55 6,173 14,109 5,410 2,851 256 4 3 1 17 1 6,739 14,342 5,922 3,777 714 351 235 559 201 91 6,701 14,332 10,935 6,423 1,646 995 1,037 328 598 179 5,261 10,671 3,624 3,856 1,106 Otira Moana Stillwater ., Ngahere 188 100 94 15,523 3,789 7.926 5,550 15,711 3,813 8,026 5,644 31 89 23 33 798 1,164 129 2,007 8,691 2,509 1,666 12,343 55,660 40,902 10,602 116,036 766 821 104,691 75,700 2,208 785 1,797 1,499 62 80 23 29 154 46 110 169 23,378 13,663 55,659 96,109 38 1 13 3 25,840 14,575 57,602 97,809 133 132 524 513 441 1,451 1,393 3,917 392 76 379 242 1,961 2,268 987 3,382 T ikamatua teefton ijiangahua Junction Westport Waimangaroa Granity Greymouth Wharf 46 155 11 404 3 43 2,708 9,972 15,375 3,458 27,690 207 807 144,977 10,018 15,530 3,469 28,094 210 850 147,685 74 174 3 64 7,565 974 1,672 1,343 2,897 14 274 1,330 1 8,902 9,934 5,503 1,918 i j 827 42,852 20,646 7,161 15,731 315 5,724 36,005 324 4,184 105.031 41,259 20,760 79,070 238,092 17,931 7,585 2,019 4,542 917 13,151 194 836 32,738 79 165 2 186 2^327 136 354 109 789 116 95 3,262 18,562 112,390 51,187 44,135 19,508 116,357 34,157 4,279 1 11 7 8 799 283 496 361 555 690 20,804 119,250 52,498 69,757 20,179 117,843 80,174 4,279 1,097 945 146 1,017 15 213 3,280 4,861 1.840 1,070 4,509 140 6,815 322 3,937 11.261 2,429 2,009 795 5,045 42,011 4,036 6.656 3 j 626 308,908 2,951 4,663 41,997 239,714 Runanga Rewanui Kumara Hokitika Ross : Burnham Dunsandel Rakslia Methven Ohertsey Ashburton 77 4 52 1,053 82 31,585 1,363 12,551 40,444 15,836 31,662 1,367 12,603 41,497 15,918 3,037 11,104 59 755 69 2 9 1,931 3,051 5,945 i ,354 11,493 23,699 42 2 65,980 84,024 85,194 138,589 130,364 3,430 3,670 6,111 1,809 63 1,215 10,608 1,822 990 2,814 67 382 70 157 4 217 1,058 54 93,150 107,195 26,575 38,384 43,061 17 319 106 20 96,123 110,395 28,074 50,538 45,027 146 9 785 659 490 263 159 789 1,538 442 2,569 2,248 5,390 2,138 511 7,788 4,440 2,613 16,726 5,086 97 8 129 38 3 1,392 18,700 4,995 11,402 1,670 3,524 52,943 18,797 5,003 11,531 1,708 3,527 54,335 788 35 130 30 21 151 1,201 1,106 882 865 1,120 14,317 55,994 65,469 33,311 34,864 595 7,802 1,688 20,171 8,153 10,234 1,559 4,554 19,383 13,262 14,411 30,958 2,551 697 1,903 498 394 14,740 202 36 127 30 62 39 156 41 48 1,326 1,973 4,690 18,326 23,773 27,542 36,208 14 9 61 34 8 541 4,802 5,471 20,573 24,346 27,992 52,851 6 196 311 642 78 1,214 1,777 13,513 28,400 45,540 28,120 45,656 110 241 1,379 1,375 214 19,333 4,341 5,463 9,229 30,213 10,107 53,544 Tinwald Mount Somers 1,059 92 1,061 95 1,665 896 74,334 7,174 24,654 6,170 5,674 183 5! 19 11 16,254 5,503 4 2 16,460 5,569 203 843 51,194 7,410 422 68 15,241 7,867 Hinds ... Ealing Rapgitata Orari Winchester 19 264 47 1,284 68 538 5,350 957 1,303 75 54E 5,614 1,004 487 404 177 408 523 23,829 23,461 17,355 16,757 2,617 3,151 4,081 200 424 5,687 1,840 3,156 3,619 5,869 303 21 98 1.895 33S . . 29 12 18 222 54 6,913 4,416 3,123 4,116 4,335 1 1 5 7,246 4,449 3,240 6,238 4,724 342 73 221 466 247 13,627 6,872 5,386 6,607 2,713 691 158 50 1,680 45 5,493 10,912 4,251 10,997 4,124 'femuka Washdyke Pleasant Point Albury ITajirlie 431 12 37 14 110 16,716 1,859 6,625 1,687 6,891 17,147 1,871 6.662 1,701 7,001 3 " 21 5 e 2,759 616 1,78! 312 1,208 30,093 18,715 21,517 6,178 28,562 3,174 514 4,410 2,421 7,882 14,855 17,284 3,631 4,373 4,628 • 204 797 339 1,358 2 " 28 11 ! 545 8 56 30 151 10,197 12,620 11.905 2,645 8,138 . 32 9 1 541 15,404 12,833 12,795 3,026 10,197 1,644 852 705 112 608 10,514 44,051 8,581 3,528 5,080 1,760 680 887 162 5,951 17,096 7,187 4,201 4,681 23,721 Timai(u „ i Wharf St. Andrews .. Makikjihi Studholme 4,672 30 21 95 71,841 i j 786 761 3,441 76,512 1,810 782 3,536 31 92 203 798 9,840 18|799 1,252 15,665 3,152 "226 50 50 93,967 24,105 15,986 2,717 7,98C 33,172 336 226 646 2c 3,275 62 21 167 68,200 6,020 11,013 1,768 6,470 8,974 3 3 113,646 6,020 11,414 2,015 7,286 515 882 206 315 224,188 53,105 4,582 8,601 46,966 i ,215 381 106 185,403 57,052 11,194 5,191 4,004 Waimate Mofven Glenavy Pukeuri Duntroon 383 42 28 34 26 10,569 1,247 2,146 722 402 10,952 1,289 2,174 756 428 1 384 278 370 360 502 14,369 2,430 1,611 25,476 19,783 253 18 45 6,056 6,106 1,527 12,378 1,43" 4,43E 321 249 146 306 508 81 41 289 43 7,237 4,546 1,235 26,510 2,823 11 5 1 12,191 4,952 1,526 26,946 3,166 85 104 137 1,668 144 387 2,809 3,743 97,633 9,117 4,901 337 297 428 233 18,576 5,831 1,704 3,326 2,500 Kurow Oatn&ru „ Breakwater Waiareka Ngapara 81 3,183 IS 50E 32,882 147 93 586 36,06f 15E 111 13 394 132 50£ 182 17,159 4,575 24,949 1,330 4 1,697 2,172 3,16C 28,09C 8,00 r 147,059 6,761 36C 18,355 18 6? H 81 2,837 ' 14 7,404 21,666 1,983 94,056 4,952 2 8 ,064 48 7,854 44,929 1,983 94,129 5,042 isles 526 17C 2,456 2,39£ 38,965 j 7,694 1,83." 21,514 59 128 13,906 70,079 11,665 1,156 S 9,580

D—2

STATEMENT No. 18—continued Statement of Traffic and Revenue for each Station for the Year ended 31st March, 1950—continued

42

OUTWARD. INWARD. Traffic. Revenue. Traffic. Stations. Number of Passenger Journeys. Season Tickets. Sheep and Pigs. Timber, Other Goods. Ordinary Passengerij | Season Tickets. Parcels, Miscellaneous. Total Value forwarded. Cattle and Calves. Sheep and Pigs. Timber, Hundreds of Superficia Feet. Firstclass. Secondclass. Totaf. and Calves. of Superficial Feet. Luggage, and Mails. Goods. Other Goods. South Islakd Main Line and Branches —conid. Maheno Hampden Palmerston Makareao Waikouaiti 15 45 483 65 2,370 2,174 14,350 5,422 2,385 2,219 14,833 5,487 No. 15 4 10 16 No. 2,050 594 2,378 1,077 No. 40,652 20,362 72,261 26,497 31 3,219 2 Tons. 25,196 1,163 2,674 39,757 696 £ 1 20 46( 3,34( 85* £ 14 5 10 11 £ 549 129 366 103 £ 24,842 2,478 8,869 17,953 2,833 £ 12 1 150 10 £ 25,625 3,073 12,735 17,953 3,811 No. 904 441 1,517 43 578 No. 28,894 4,794 8,515 240 6,187 391 212 1,618 2 383 Tons. 6,850 3,228 11,532 539 4,576 Seacliff Waitati Port Chalmers, Upper . Sawyer's Bay 102 11 14 75 • 6,830 4,717 2,784 10,758 6.932 4,728 2,798 10,833 115 728 600 6,603 218 417 122 73 3.48C 1,009 1,446 369 178 8 373 1,10 32 32 59 80 193 105 1,273 78 67 45 21 699 412 97 732 8 2 1 2 1,971 997 574 2,626 244 265 38 178 1,758 978 1,240 209 305 218 43 6,112 1,758 52 913 Port Chalmers Wharf Port Chalmers St. Leonards Ravensbourne Dunedin ,, Wharf „ Goods Caversharti 259 39 87 21,475 317 23,576 1,981 7,871 322,582 17,752 23,835 2,020 7,958 344,057 18,069 15,687 5,684 4,308 49,307 1,905 6 3 404 i, 305 170 6,276 22,479 49 669 44,940 54,900 29 j 769 163,295 502 2,73 31 51 113,81 i ,73 3,169 878 703 8,373 282 197 6 9 16,625 97 124 26,908 7 54,099 14,896 400,248 620 7,837 117 623 4,318 5 124 40,844 1,208 55,443 139,440 14,896 404,566 2,741 12 8 535 88 4,407 5,556 78 245 165,464 6,174 3,079 45,106 16 6,613 304,598 8,460 Burnside Green Island Wingatui Middlemarch 83 164 121 116 6,098 22,047 8,499 1,716 6,181 22,211 8,620 1,832 3,632 15,137 3,343 19 4,479 905 960 26,665 24,618 63,294 279 13 12 83,134 6,882 4,696 2,941 55 1,50' 651 55| 528 2,600 694 16 123 97 72 278 115,834 9,691 7,128 9,064 77 21 16 13 117,121 13,916 8,566 9,925 23,626 3 447 308 484,005 2,216 11,801 5,904 1,153 80 1,142 119,727 14,408 2,816 5,142 Waipiata Ranfurly Oturehua Omakau Alexandra 198 326 141 250 324 1,501 2,463 547 1,216 2,124 1,699 2,789 688 1.466 2,448 18 9 837 410 825 905 81 68,634 51,783 75,736 96,480 14,647 34 4,004 3 40 50 1,022 1,459 1,558 1,277 5,314 59i 1,23* 341 80 1,72) 6 9 112 234 137 281 328 7,495 8,662 9,974 11,251 12,445 3 17 4 6 16 8,208 10,153 10,455 12,346 14,522 466 188 124 745 342 5,932 4,405 3,571 6,242 4,875 602 1,742 373 1,362 5,037 7,045 5,146 2,101 4,626 10,290 Clyde Cromwell „ Road Services Mosgiel Outram Allanton 74 243 100 545 47 17 899 2,064 628 38,346 1,245 2,812 973 2,307 728 38,891 1.292 2,829 40 26.033 97 .195 67 1,140 641 307 2,314 6,531 60,775 5,186 1,082 11,561 55 231 248 1 1,621 7,890 2,757 670 2,103 40( 94* 80) 4,08! 27 27( 18 5,909 58 45 129 399 359 36 66 4,414 20,283 3,189 711 3,538 1 47 50 1 1 4,971 21,673 805 13,590 1,078 3,926 27 257 693 373 4,250 797 4,793 6,125 271 17,991 630 3,636 3,378 1,985 596 1,658 10,463 7,744 4,459 3,010 Milburn Milton Lawrence Miller's Flat 21 1,037 66 3 2,672 16,122 731 131 2.693 17.159 797 134 3 34 246 1,210 490 466 2,470 14,871 8,556 22,539 1 293 38 9) 68,473 9,712 1,788 2,364 271 4,75< 39 8 3 45 23 848 166 62 26,726 9,915 3,547 6,347 306 100 3 27,330 15,662 4,109 6,494 698 747 334 287 2,145 7,227 3,232 2,291 93 2,612 576 775 7,598 11,075 14,870 4,278 Roxburgh Lovell's Flat Stirling Balelutha Owaka 123 51 497 2,922 88 508 1,584 7,034 32,979 5,433 631 1,635 7.531 35.901 5,521 14 49 82 15 66 156 5,085 2,385 5,187 14,071 3,050 4,820 38,942 23,768 13 29 7,260 49,660 4,581 4,217 125,362 16,976 2,288 69 14 1,76 11,08 1,41 16 23 88 18 243 20 95 1,092 161 12,°02 3 ] 931 92,538 35,105 19,767 30 26 2,303 79 17 13,174 4,138 96,724 47,448 2\,382 58 225 2,773 3,223 2,817 1,100 1,320 5,941 110,334 8,555 15,501 104 968 8,327 670 8,980 8,037 7,568 28,117 11,924 Tahakopa 49 5,734 5,783 3 427 2,685 11,297 452 1,02" 2 52 3,810 1 4,892 407 2,972 107 1,817 Waiwera Clinton Waipahi Tananni 141 730 412 44 2,150 10,047 6,404 138 2,291 10,777 6,816 182 5 11 934 1,432 2,476 641 7,551 39,381 47,592 33,372 1,904 10,483 43 5,117 2,874 1,293 4,366 3.158 39 2,38 1,69 23 9 22 ! 290 145 168 20 4,512 7,604 8,629 8,026 31 3 21 5,204 10,189 10,496 8,306 646 735 453 380 7,858 4,651 4,824 1,954 151 474 344 2,426 21,332 13,039 15,Mr U 942 Heriot Gore Riversdale Balfour Mataura Edendale 45 3,049 89 35 527 452 425 44,715 1,507 328 26,551 14,402 4" 1 214 470 764 •596 363 078 854 127 745 112 1,361 3,174 1,665 206 1,372 1,955 53,802 105,131 77,549 17,986 51,725 54,925 34 7,745 83 1 195 222 3,343 40,325 16,476 5,059 29,170 5,934 33b 18,518 586 241 4,952 3,429 54 548 92 60 2,078 143 47 228 184 9,391 49,087 17,673 4,636 55,386 14,151 12 299 1 17 175 89 9,799 70,036 18,403 4,941 61,289 17,945 755 4,201 688 47 1,079 1,394 7,816 26,164 8,211 746 46,777 28,951 2,361 18,578 2,173 1,492 2,220 1.530 20.7-12 74,482 22,353 5,254 20,499 25,195 Wyndham Woodlands Invercargill „ Goods Waimahaka 47 50 9,534 13 1,550 8,724 160,307 7,364 1 £ 16E 7 .597 .774 •j.841 j, 377 54 9,081 ' 45 1,141 1,082 6,715 4,042 11,156 23,546 32,397 21,245 15 160 6,365 56,586 1,820 2,121 102 j 751 3,098 53t 985 62,957 673 54 2,928 43 41 47 5,769 85 4,119 4,574 107,836 14,148 10 239 1,299 2 4,696 5,670 71,893 109,135 14,951 545 291 5,124 2,700 10,264 18,490 24,560 16,641 646 1,743 80j 376 447 16,2T> S 10,2ms 210 j 632 33,283 Bluff „ Wharf 418 35,374 35 .792 ' 3,867 27 184 6,807 114,927 3,068 4,008 1,334 298 84,666 1,014 14,144 104,450 1,014 2,620 208,753 30,420 112,589 42,384j Makarewa Thornbury Riverton 39 17 83 5,436 1,216 4,724 1 4 ,475 ,233 ,807 407 91 69 2,282 629 1,333 33,029 24,837 38,084 40 1,298 23,549 26,263 2,437 6,487 454 185 1,423 213 87 50 54 19 211 29,233 3,742 17,554 3 3 45 29,957 4,036 19,283 8,097 100 369 138,134 8,144 1,197 4,485 60 92 13,776 8,695 ' 8,731 j Tuatapere Otautau Wairio ' Winton 20 57 95 203 6,761 2,665 1,161 7,916 6 < ] ( ,781 ,722 .256 ,119 6 153 40 1,580 763 1,048 2,038 18,920 67,185 16,142 49,572 91,264 3,036 456 5,161 15,370 4,516 217,482 113,685 1,130 661 711 1,795 5 146 42 322 82 85 392 42,083 8,848 192,528 59,704 7 1 3,841 16 43,547 9,738 197,165 61,949 883 262 869 343 11,548 9,449 7,916 28,339 473 413 346 1,333 8,278 ' 7,968 9,157 16,788 Lumsden Kingston Through Traffic Lake Wakatipu 237 8 4,537 406 4 ,774 414 5 2,382 336 5 62,917 4,496 5,973 1,410 24,095 281 3,041 1,288 122 4 188 14 22,091 743 5,075 84 23,655 879 5,075 582 270 151 16,863 4,415 825 2,093 870 1,012 22,848 9,401 2,381 Sub-total 127,127 2,394,786 2,52 ,913 350,289 182,766 3,850,512 1,200,571 4,094,823 606,204 69,656 107,116 4,240,665 130,966 5,154,607 182,766 3,850,512 1,200,571 4,094,8^3 Chief Accountant Overseas traffic 60,290 199,604 251 ,894 244 993 1,617 16 14j 172 219,282 11,684 29,762 194,536 23,811 284,539 194,536 574 496 ' 251 16|698 Totals 187,417 2,594,390 2,78 ,807 350,533 183,759 3,852,129 1,200,587 4,108,995 825,486 81,340 136,878 4,435,201 154,777 5,633,682 183,340 3,851,008 1,200,822 4,111,521 Nelson Section Port Nelson Nelson Wakefield Glenhope "582 15 9,871 171 45 1( 186 45 2 1,582 2,619 "229 12,891 13,999 1 j 837 65 13,859 2,555 6,807 9,672 4,637 3 j 958 76 11 ' 347 67 27 244 3,319 5,818 6,261 144 8 2 244 7,768 5,969 6,301 3 i 933 100 170 929 1,452 738 13 j 899 1,619 243 746 1 12,451 4,843 5j631 j Sub-total •• 4,203 27,119 15,761 23,671 4,203 27,119 15,761 23,671/ Chief Accountant Overseas Traffic " 20 859 Or. 3,393 Or. 89 3 j 142 Or. 3,482 3,142 " 19 " 28 7 jf, 128 Totals 597 10,087 1< ,684 4,223 27,119 15,761 24,530 652 352 18,784 154 19,942 4,222 27,147 15,761 24,799 Lake Wakatipu Steamers 27,287 21 287 6 246 10,638 1,174 7,455 7,083 29 504 7,098 55 14,769 246 10,638 1,174 7,455 5. ( >1

D—2

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

43

Commodity. Year ended 31st March, 1950. Tonnage carried. Per Cent of Gross Tons One Mile (000 omitted). Average Hani. Revenue. Total. Per i Cent, of Gross. Per Ton. Per Ton Mile. Products of Agriculture Grain Meals Fruit and vegetables Root crops and fodder Flax, green and pressed Seeds Animals and other Products Cattle, calves, horses Sheep and pigs Meat, fresh Meat, frozen Butter Cheese Wool I>airy by-products Fat, hides, and skins Fish Products of Mines Agricultural lime Coal, imported Coal, New Zealand hard Coal, New Zealand brown .. Road-metal Lime, other Coke Products of Forests Timber, imported Timber, New Zealand Firewood, posts, &c. Manufactures, &c. Benzine, gasolene, kerosene.. Cement Manure .. 300,740 110,391 78,108 155,177 4,635 40,135 3-02 1-11 0-79 1-56 0-05 0-40 19,887 7,658 15,498 19,070 620 3,242 Miles. 66 69 198 123 134 81 £ 224,583 91,962 156,420 169,816 8,758 48,902 1-80 0-74 1-25 1-36 0-07 0-39 £ s. d. 0 14 11 0 16 8 2 0 1 1 1 11 1 17 9 14 4 d. , 2-71 2-88 2-42 2-14 3-39 3-62 689,186 6-93 65,975 96 700,441 5-61 10 4 2-55 298,632 412,510 21,850 134,152 98,723 225,626 61,480 62,062 14,172 3-00 4-15 0-22 3-24 1-35 0-99 2-27 0-62 0-62 0-14 27,673 39,990 2,619 13,166 ; 13,556 5,852 17,234 5,842 5,286 2,792 93 97 120 41 101 59 76 95 85 197 424:, 375 646,109 56,581 420,506 229,008 121,277 379,639 103,673 110,706 3^,985 3-40 5-17 0-45 3-37 1-83 0-97 3-04 0-83 0-89 0-26 18 5 1 11 4 2 li 10 16 1 1 14 2 14 7 1 13 8 1 13 9 1 15 9 2 5 3 3-68 3-88 5-18 7-67 4-05 4-97 5-29 4-26 5-03 2;75 1,651,481 16-60 134,010 49,058 165,816 6,444 3,319 1,791 81 2,523,859 20-21 1 10 7 4-52 653,733 838,959 1,292,146 92,247 35,546 14,511 6-57 8-42 12-99 0-93 0-36 0-15 75 ' 75 128 70 93 123 340,598 505,471 1,122,224 61,005 26,571 19,988 2-73/ 4-05 8-99 0-49 0-21 0-16 0 10 5 0 i2 1 0 17 4 0 13 3 0 14 11 17 6 1-67 1-93 1-62 2-27 1-92 2-68 2,927,142 29-42 289,444 99 2,075,857 16-63 0 14 2 1-72 29,097 730,267 122,634 0-29 7-34 1-24 2,943 115,186 14,519 161 158 118 44,793 1,063,139 96,501 0-36 8-51 0-77 1 10 9 19 1 0 15 9 3-65 2-22 1-60 881,998 8-87 132,648 150 1,204,433 9-64 17 4 2-18 330,396 148,038 982,829 3-32 1-49 9-88 29,975 22,409 93,865 91 151 96 696,994 251,765 811,042 5-57 2-02 6-50 2 2 2 1 14 0 0 16 6 5-58 2-70 2-07 1,461,263 14-69 146,249 100 1,759,801 14-09 1 4 1 2-89 Miscellaneous Totals 2,337,191 23-49 252,812 108 4,222,793 33-82 1 16 1 4-01 9,948,261 100-00 1,021,138 103 | 12,487,184 100-00 1 5 1 2-93

D—2

STATEMENT No. 20 Statement showing Mileage, Capital Cost, Traffic, Operating Revenue, and Operating Expenditure of New Zealand Government Railways from 1st April, 1949, to 31st March, 1950 MILEAGE, CAPITAL COST, TRAFFIC, AND REVENUE

EXPENDITURE

44

Year. Maintenance of Way and Works. Maintenance of Signals and Electrical Appliances. Maintenance of Locomotives, Carriages, and Wagons. Amount. Per Cent, of Revenue. Per Mile of Railway. Amount. Per Cent, of Revenue. Per Mile of Railway. Amount. Per Cent, of Revenue. Per Train-mile. 1948-1949 .. 1949-1950 .. £ 2,904,028 2,966,062 18-93 18-47 £ 823-60 841-20 £ 482,492 ; 540,074 | 3-14 3-36 £ 136-84 153-17 £ 3,885,493 3,889,152 25-33 24-21 d. 67-10 64-72 Year. Locomotive Transportation. Traffic Transportation. General Charges. Total Expenditure. Expenditure per Revenue Trainmile. Expenditure per Cent, of Revenue. 1 Amount. Per Cent. | of Revenue. Per Trainmile. Amount. Per Cent, of Revenue. Per Trainmile. Amount. Per Cent, of Revenue. Per Trainmile. 1948-1949 .. 1949-1950 .. £ 4,032,864 4,064,901 26-29 25-31 d. 69-66 67-65 £ 4,956,482 5,355,345 32-31 33-34 d. 85-61 89-13 £ 526,897 545,379 3-44 3-40 d. 9-10 9-08 £ 16,788,256 17,360,913 d. 289-96 288-93 1 109-44 108-09

V A S e 1 pa nitii rw Train-mileage Passenger Passenger rwiilnir Cattle Sheep and Live-stock Timhor Vear - JJJjJ Capital Cost. (7levenue) . Journeys. Revenue. Revlnne and Calves. Pigs. Tonnage. Timber. No. | £ No. No. £ £ No. No. Tons. Tons. 1948-1949 3,526 75,364,182 13,895,488 26,167,845 2,759,478 560,593 1,509,818 10,628,642 724,840 747,861 1949-1950 .. 3,5261 77,624,303 14,420,852 25,895,253 2,847,925 480,869 1,551,591 10,186,415 711,142 759,364 Miscellaneous Revenue per Year. Other Total. • Goods Revenue. Revenue, Labour, Total Revenue. Revenue Goods. Demurrage, &c. Train-mile. Tons. Tons. £ £ £ d. "1948-1949 .. ■■ 8,193,429 9,666,130 11,747,129 271,682 15,338,882 264-93 1949-1950 .. .. 8,477,755 9,948,261 12,434,487 298,785 16,062,066 267-31

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STATEMENT No. 21 Comparative Statement of the Average Numbers of Employees for Years 1949-50 and 1948-49

STATEMENT No. 22 Statement of Accidents for the Year ended 31st March, 1950

— : : : 1 ' i i I Note.—This return includes only casualties in connection with train-working and the movement of rolling-stock. 3-D 2

45

Branch. 1949-50. 1948-49. Traffic 8,347 8,311 Locomotive Running (including depot staff) 3,644 3,590 Workshops 5,928 5,965 Maintenance 4,934 4,751 Signal and Electrical.. 758 710 Stores and Sawmills 505 482 Road Services 1,708 1,574 Refreshment 525 526 Publicity and Advertising 54 48 Head Office, Land Office, and Chief Accountant's Office .. 377 367 Totals 26,780 26,324

Section. Train Accidents. Accidents on Line (other than Train Accidents). Shunting Accidents. Passengers Employees Passengers . Employees Other Persons. Passengers, . Employees. Other Persons. Killed. Injured. Killed. Injured. Killed. Injured. Killed. Injured. Killed. Injured. Killed. Injured. Killed. Injured. Killed. Injured. North Island Main Line and branches South Island Main Line and branches Nelson 7 4 2 6 1 52 2 1 2 26 11 2 4 1 3 1 82 83 1 1 3 Totals 7 6 7 54 3 37 2 4 1 4 165 1 4 Employees Proceeding to or from Duty within the Railway Boundary. Level-crossing Accidents. Trespassers : Other Persons. Miscellaneous. Section. Pedestrians Occupants of Motorvehicles. Occupants of Horse and Other Vehicles. Employees. Other Persons. Total. Killed. Injured. Killed. Injured. Killed. Injured. Killed. Injured. Killed. Injured. Killed. Injured. Killed. Injured. Killed. Injured. | North Island Main Line and branches South Island Main Line and branches Nelson 3 4 1 6 7 9 16 3 1 2 1 2 81 136 2 3 27 12 275 256 2 Totals 3 5 13 25 4 3 2 219 3 39 533

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STATEMENT No. 23 Statement of Carriage, Rail Car, Multiple Unit, Brake Van and Wagon Stock, and Tarpaulins, for the Year ended 31st March, 1950

46

North Island South Island Description. Class. Main Line Main Line Nelson. Total. and Branches. and Branches. Carriages— First-class 80 * 56 136 Second-class 727 538 3 1,268 Composite .. 37 6 7 50 Sleeping 12 3 15 Combination day-sleeping 2 1 3 Ambulance 7 7 Totals 865 604 10 1,479 Rail Cars 12 9 21 Multiple Units — Power units 19 19 Trailers •• 34 34 Totals 53 53 Vans — Postal-vans 4 4 8 Brake-vans 274 198 " 3 475 Totals 278 202 3 483 Wagons— . Special-purpose wagons E 967 594 1 1,562 Horse-boxes G 60 73 1 134 Cattle H 590 207 8 805 Cattle He 1 50 51 Sheep .. .. J 1,606 1,344 19 2,969 Sheep Jc 250 40 290 Covered goods K 239 148 " 6 393 High sides L 2,900 3,496 108 6,504 High sides La 7,082 5,960 13,042 High sides Lb 250 13 263 High sides Lc 1 1 Low sides M 432 877 14 1,323 Low sides (steel) Ma 109 109 Low sides Mb 3 " 8 11 Low sides Mc HQ 60 170 Timber N 94 111 8 213 Platform, coal P 204 204 Petrol inspection Pw 2 2 Movable hopper Q 1,194 1,194 Frozen meat W 347 103 450 Frozen meat Wa 230 25 19 274 Meat Wb 9 9 Covered goods X io3 16 119 Cool, ventilated Xa 464 555 1,019 Cool, ventilated Xb 28 28 Cool, ventilated Xc 1 63 64 Work train Y 50 16 ' 66 Work train .. .. Yb 308 188 496 Special-purpose wagons, bogie .. Ea 119 73 192 High-sides, bogie R 152 49 201 High-sides, bogie Ra 38 25 63 High-sides, bogie Rb .68 24 92 Sheep, bogie S 25 33 58 Cattle, bogie T 35 12 47 Platform, bogie U 227 112 4 343 Gas storeholder, bogie Ua 10 4 •• 14

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STATEMENT No. 23—continued Statement of Carriage, Rail Car, Multiple Unit, Brake Van and Wagon Stock, and Tarpaulins, for the Year ended 31st March, 1950 —continued

STATEMENT No. 24 Locomotive Stock for Year ended 31st March, 1950

47

North Island South Island Description. Class. Main Line Main Line ' Nelson. Total. and Branches. and Branches. W agons—continued Platform, bogie Ub 259 295 554 Fuel oil, bogie Uc 29 2 31 Well, bogie UD 2 1 3 Horse-boxes, bogie Ug 51 67 118 Vegetable Uga 12 12 Frozen meat, bogie V 46 62 108 Chilled beef, bogie V 6 6 Frozen meat, bogie Vb 157 ' 84 241 Chilled beef, bogie Vb 99 10 109 Side dump .. .. Yd 1 1 2 Covered goods, bogie Z 123 107 230 Covered goods, bogie Zp 70 67 137 Totals 17,680 16,445 201 34,326 Tabpatjlins 17,209 13,724 225 31,158

North Island South Island Class. Type. Main Line Main Line Kelson. Total. and Branches. and Branches. A .. Tender (2-cylinder simple) 14 44 58 AA .. Tender 10 10 AB .. Tender 87 "62 149 B .. Tender 7 7 Ba .. Tender 10 10 BB .. Tender 30 30 C .. Tender 12 12 24 Ds .. Diesel mechanical shunting locomotives 4 4 Ec .. Electric 6 6 ED .. Electric "10 10 Eo .. Electric 5 5 F .. Tank 2 18 20 •G .. Tender 6 6 H .. Tank 6 6 J .. Tender (coal fuel) 23 7 30 J .. Tender (oil fuel) 10 10 JA .. Tender 16 16 K .. Tender (coal fuel) 2 2 K .. Tender (oil fuel) 28 28 Ka .. Tender (oil fuel) 35 35 Kb .. Tender 6 6 *Q •• Tender 4 4 u .. Tender 9 9 Ub .. Tender 7 7 Uc .. Tender 7 7 W .. Tank 2 2 Wa .. Tank 2 3 5 Wab Tank 22 22 Wb .. Tank .. 4 4 We .. Tank 3 3 Wf .. Tank 7 22 4 33 Wg .. Tank 10 10 Ww .. Tank 57 3 60 X .. Tender (4-cylinder balanced compound) 8 8 X .. Tender (4-cylinder simple) 6 6 Totals 385 263 4 652

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STATEMENT No. 25 ALL SECTIONS Locomotive Running Costs, Year ended 31st March, 1950

48

Stcfcion. Cost per Locomotive-mile. Depreciation. Water. Deferred Maintenance. Miscellaneous Expenses. Repairs. Running. Total. Wages, Material, and Overhead. Stores. Fuel. "Wages. N.I.M.L. and branches (coal) N.I.M.L. and branches (oil) .. S.I.M.L. and branches Nelson Total, steam Electric locos., Eo 2-6 Electric locos., Ec 7-12 Electric locos., Ed 101-110 .. Total, electric Multiple units, D.M. Diesel rail cars Tractors d. 19-17 11-68 16-83 12-21 d. 1-29 1-11 1-11 1-16 d 25-36 49-37 13-04 25-08 d. 17-79 11-92 16-27 14-36 d. 63-61 74-08 47-25 52-81 £ 64,262 47,575 52,675 50 £ 16,758 5,875 12,856 122 £ £ 349,536 72,697 228,242 1,068 17-06 1-19 24-59 16-26 59-10 164,562 35,611 651,543 10-34 13-83 14-35 0-13 0-64 0-32 14-21 9-13 8-45 5-19 8-17 7-50 29-87 31-77 30-62 1,216 806 8,553 1,625 2,168 6,478 13-37 0-34 9-85 7-11 30-67 10,575 10,271 16-09 10-93 9-88 0-21 0-93 1-21 4-71 2-36 6-33 5-87 3-59 11-05 26-88 17-81 28-47 18,841 6,839 6,204 I 4,880 6,416 Section. Cost a O .S £ p< Q ; per Loc S 1 :omotiveIS a £ C8 C a Si H cS ■mile. if & s ■S a s 1 H SSa ag o.S; -1 I OQ a c4 Q Average Number of Days in Steam per Locomotive. - N.I.M.L. and branches (coal) N.I.M.L. and branches (oil) S.I.M.L. and branches Nelson Total, steam Electric locos., Eo 2-6 Electric locos., Eo 7-12 Electric locos., Ed 101-110 Total, electric Multiple units, D.M. Diesel rail cars Tractors d. 1-89 4-05 1-92 0-35 d. 0-50 0-50 0-47 0-85 d. d. 10-44 6-19 8-31 7-47 £ 2,560,795 995,980 1,591,565 8,784 d. 76-44 84-82 57-95 61-48 71,352 15,582 58,115 361 231 213 231 90 2-26 0-49 8-95 5,157,124 70-80 145,410 231 1-67 1-31 4-42 2-24 3-52 3-35 24,502 22,537 74,221 33-78 36-60 38-39 958 1,406 2,763 Average Number of Daysfiunning Per Loco. 192 234 276 3-23 3-14 121,260 37-04 5,127 244 10-13 1-64 6-33 2-62 1-54 73,729 87,384 34,067 39-63 20-99 34-80 3,153 4,479 9,511 175 213 227

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STATEMENT No. 25—continued Performances of Locomotives for the Year ended 31st March, 1950

4—D 2

49

Type. | Number of Locomotives. Locomotive-mileage. Average Mileage per Locomotive. Quantity of Stores. Cost of Repairs : Wages, Material, and Overhead. Cost of Running: Stores. Details. Running. Train. Shunting, Assisting, Light, and Miscellaneous. Total. Coal. Oil. A AA AB BB C F H J (a) J (oilburner) (b) K (c) K (oilburn ei)(d) Ka (oilburner Wa Wab WF Wg Ww X Hunslett.. Total .. U 10 87 30 12 6 23 10 2 28 35 2 22 6 10 57 14 3 373 NOR 258,742 191,489 2,589,230 196,711 800 6,354 1,048,195 313,250 221,554 904,135 1,407,659 293 601,285 15,708 2,950 261,888 204,012 1,170 TH ISLAN 97,872 53,939 557,693 442,738 190,153 3,235 19,347 131,080 25,096 25,867 73,933 94,030 21,050 87,182 56,265 114,714 596,696 23,127 16,536 . D MAIN ] 356,614 245,428 3,146,923 '639,449 190,953 3,235 25,701 1,179,275 338,346 247,421 978,068 1,501,689 21,343 688,467 71,973 117,664 858,584 227,139 17,706 LINE AN 25,472 24,543 36,172 21,315 15,913 1,618 4,244 45,357 56,391 35,346 42,525 42,905 10,672 31,294 11,915 11,766 15,063 16,224 5,902 D BRANC Cwt. 258,885 173,812 2,293,253 506,511 185,190 2,895 44,721 1,077,031 1,824,100* 267,665 7,399,872* 9,867,750* 13,990 472,955 52,355 87,887 662,934 182,399 10,260 HES Quarts. 17,529 16,799 144,927 38,253 12,641 168 5,102 37,666 11,955 10,780 41,177 70,161 630 34,007 2,820 7,155 53,506 23,320 849 £ 9,594 29,642 204,406 61,943 17,152 470 13,650 59,691 7,846 58,664 21,111 108,189 -201 59,455 5,658 4,408 75,277 41,418 250 £ 1,868 1,658 15,731 3,880 1,283 18 500 4,507 1,340 1,201 ■4,457 7,253 100 3,580 331 724 5,420 2,145 99 8,225,425 2,630,553 10,855,978 29,105 6,292,743 "19,091,722 529 ,445 7 ' 79,025 56,095 Type. Cost of Running— continued. Total Costs. Repairs. Cost per Locomotive-mile. Running. Total. Days in Steam. If o a 5 ® % a §1 || «!.S Fuel. Wages. 1 Wages, Material, and Overhead. Stores. Fuel. 1 Wages. A Aa .. Ab .. Bb .. C .. F .. H J J (oil-burner) .. K K (oil-burner).. Ka (oil-burner) Wa .. Wab.. WF .. WG .. Ww .. X .. Hunslett Total £ 34,928 23,396 309,206 68,213 25,012 396 6,012 145,776 54,687 36,908 224,287 300,646 1,872 63,600 7,099 11,819 89,291 24,691 1,383 £ 24,693 16,910 196,993 67,810 24,199 447 6,871 66,124 15,500 15,933 52,902 71,615 2,756 42,736 7,192 14,190 91,841 14,729 2,289 £ 71,083 71,606 726,336 201,846 67,646 1,331 27,033 276,098 79,373 112,706 302,757 487,703 4,929 169,371 20,280 31,141 261,829 82,983 4,021 d. 6-46 28-99 15-59 23-25 21-56 34-87 127-47 12-15 5-57 56-91 5-18 17-29 2-26 20-72 18-87 8-99 21-04 43-76 3-39 d. 1-26 1-62 1-20 1-46 1-61 1-34 4-67 0-92 0-95 1-16 1 • 09 1-16 1-12 1-25 1-10 1-48 1-52 2-27 1-34 d. 23-50 22-87 23-58 25-60 31-44 29-38 56-14 29-66 38-79 35-80 55-04 48-04 21-05 22-17 23-67 24-11 24-96 26-09 18-75 d. 16-62 16-54 15-03 25-45 30-41 33-15 64-16 13-46 10-99 15-46 12-98 11-45 30-99 14-90 23-97 28-94 25-67 15-56 31-02 d. 47-84 70-02 55-40 75-76 85-02 98-74 252-44 56-19 56-30 109-33 74-29 77-94 55-42 59-04 67-61 63-52 73-19 87-68 54-50 3,553 2,190 22,634 7,085 2,679 90 1,258 6,826 1,610 1,640 5,725 8,247 531 5,338 1,118 1,663 12,392 1,855 500 254 219 260 236 223 45 210 263 268 234 249 236 266 243 186 166 218 132 167 1,429,222 j 735,730 J 3,000,072 | 17-22 1-24 31-59 16-27 66-32 86,934 233 Average number of engines during year : (a) 16 ; (6) 6 ; (c) 7 ; (d) 23. * Gallons of fuel oil.

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STATEMENT No. 25—continued Performances of Locomotives for Year ended 31st March, 1950—continued

Approximate cost of Paper.—Preparation, not given ; printing (1,274 copies) £204.

By Authority: R. E. Owen, Government Printer, Wellington.—l 949. Price 1/3]

50

Type. Number of Locomotives. Locomotive-mileage. Quantity of Stores. Cost of Repairs : Wages, Material, and Overhead. Cost of Running : Stores. Details. Average Mileage per Locomotive. Running. Train. Shunting, Assisting, Light, and Miscellaneous. Total. Coal. Oil. A Ab B Ba 0 F G J JA Kb Q U UB Uc w WA Wb We We Ww Tota .. 44 62 10 12 18 6 7 16 6 4 9 7 7 3 4 3 22 SOUT] 927,576 1,917,566 80,816 6,350 16,383 286 156,305 271,676 579,087 216,549 9,948 115,742 88,631 126,689 10,542 13,721 14,629 28,326 35,265 30,417 5 ISLAND 255,096 356,858 79,340 160,637 229,276 182,167 21,475 30,359 44,802 22,718 36,612 43,486 35,052 49,240 20,115 29,585 37,917 12,187 284,822 13,355 MAIN Li: 1,182,672 2,274,424 160,156 166,987 245,659 182,453 177,780 302,035 623,889 239,267 46,560 159,228 123,683 175,929 30,657 43,306 52,546 40,513 320,087 43,772 NE ANE 26,879 36,684 22,879 16,699 20,472 10,136 29,630 43,148 38,993 39,878 11,640 17,692 17,669 25,133 15,329 14,435 13,136 13,504 14,545 14,591 ) branch: Cwt. 750,867 1,369,100 96,822 137,031 161,429 67,064 114,978 233,909 437,851 191,711 45,872 114,706 75,719 98,960 19,330 26,550 31,137 26,540 217,385 25,250 ES Quarts. 51,966 93,720 6,297 9,848 9,515 5,639 7,940 11,960 21,546 11,093 3,420 9,791 5,097 6,778 1,661 1,935 2,430 3,073 17,337 1,654 £ 83,558 138,268 9,972 26,502 22,636 11,815 19,581 39,989 13,029 8,481 2,347 6,293 9,114 13,500 1,335 4,447 4,707 5,940 36,691 4,042 £ 5,674 10,118 673 983 1,055 694 798 1,268 2,386 1,150 335 1,013 551 738 168 202 287 1,810 197 252 4,646,504 1,945,099 6,591,603 1 26,157 4,242,211 282,700 462,247 30,373 Type. Cost of Running - continued. Total Costs. Cost per Locomotive-mile. Days in Steam. CM ° §3 • rO CJ ® 5-S o Am a SCO §£3 Repairs. Running. Total. Fuel. Wages. Wages, Material, and Overhead. Stores. I Fuel. Wages. A Ab .. B Ba .. C .. F .. G J JA . . Kb .. Q U .. UB .. Uc .. W .. \VA . . WB .. WE . . WE . . WW Total £ 63,384 115,681 8,187 11,579 13,616 5,662 9,697 19,740 36,990 16,202 3,858 9,709 6,386 8,352 1,634 2,251 2,612 2,236 18,346 2,138 ~ £ 75,994 122,224 13,218 20,184 28,477 22,609 9,799 16,051 29,952 13,713 5,170 11,882 9,462 11,771 3,195 4,628 5,246 4,183 36,143 3,011 1 £ 228,610 386,291 32,050 59,248 65,784 40,780 39,875 77,048 82,357 39,546 11,710 28,897 25,513 34,361 6,332 11,528 12,838 12,646 92,990 9,388 cL 16-96 14-59 14-94 38-09 22-11 15-54 26-43 31-77 5-01 8-51 12-10 9-49 17-69 18-42 10-45 24-65 21-50 35-19 27-51 <L 12-86 12-20 16-64 13-30 7-45 13-09 15-69 14-23 16-25 19-89 14-63 12-39 11-39 12-79 12-47 11-93 13-25 13-75 11-72 <L 15-42 12-90 19-81 29-01 27-83 29-74 13-23 12-75 11-52 13-76 26-65 17-91 18-36 16-05 25-01 25-65 23-96 24-78 27-10 16-51 d~ 46-39 40-76 48-03 85-15 64-27 53-64 53-83 61-22 31-68 39-67 60-36 43 ■ 56 49-51 46-87 49-57 63-89 58-64 74-92 69-72 51-47 10,333 15,590 1,590 2,153 3,088 3,713 1,086 1,873 3,365 1,396 830 1,994 1,522 1,679 459 668 877 676 4,644 579 235 201 215 257 206 1st 268 210 208 222 217 240 230 1 219 211 193 358,260 446,912 1,297,792 16-83 1-11 13-04 16-27 47-25 58,115 J 231