TRANSPORT DEPARTMENT (ANNUAL REPORT OF)

Appendix to the Journals of the House of Representatives, 1950 Session I, H-40

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1950 NEW ZEALAND

TRANSPORT DEPARTMENT (ANNUAL REPORT OF)

Presented to Both Houses of the General Assembly by Leave

FOREWORD BY MINISTER OF TRANSPORT Mr. Speaker,— With this annual report the opportunity is taken of placing before honourable Members some brief comments on the Government's general transport policy and the steps that will be taken to carry it out. The existing legislation (section 153 of the Transport Act, 1949) sets out a broad policy that, it is thought, meets with general public approval. It. is—(a) The provision of modern transport facilities best suited according to the nature of the service to meet the needs of national production and living standards and of national defence : (b) The fair and impartial regulation of all forms of public transport in order to develop and maintain transportation facilities adequate to meet the needs of New Zealand and of national and Commonwealth defence ; and for those purposes so to administer the transportation facilities as to recognize and preserve the inherent advantages of each form of transport; to promote safe, adequate, economic, and efficient service, and the fostering of sound economic conditions in transportation; to encourage the establishment and maintenance of reasonable transport charges without unjust discrimination, undue preference or advantage, or unfair or destructive practices ; and to promote good working-conditions for workers. But although there may be agreement on both sides of the House as to these general aims, there is some difference in the method of reaching them.

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In the first place this Government is firmly opposed to nationalization or socialization of transport. There will be no further purchase of road transport or other services by the State. It is proposed to continue the system of regulating road transport as set out in the existing legislation. The present three-year tenure of transport licences will be extended to five years, and the licensing system will be decentralized by replacing the existing full-time Licensing Authorities with more numerous part-time ones. Certain, improvements will also be made in the machinery for fixing rates in the road transport industry. The growth in the means and equipment of transport in the present generation has raised the question as to where each form of transport fits into the overall transport system and what part it should play. Coastal shipping still enjoys its traditional advantage of handling large masses of traffic for the longer hauls at low cost, and occupies an indispensable place in our transport system. The railways have similar advantages on the land, and it would be a bad day for the country if unregulated competition were allowed to so weaken the railway system that it would be unable efficiently to meet the peak haulage of our primary products from the country to the overseas ports and to get the fertilizer and farm equipment out to the farms. Road transport does not enjoy the same advantages as coastal shipping and the railways in handling large volumes of traffic for long distances, but it has flexibility, speed, and comfort and an ability to do almost anything that is asked of it. It stands high in the public preference, and its rapid development has overshadowed anything else in the transport field in this generation. Air transport has the outstanding advantage of speed, a decisive factor in certain classes of traffic. These general comments are sufficient to indicate that there will always be changes going on over the transport field. People buy motor-cars and make themselves independent of the public passenger services, business firms and farmers put on their own trucks and carry their own goods, the railways may attract traffic from the ships, or vice versa, and travellers are constantly changing over to air transport. This continual state of flux reflects the play of initiative and enterprise in the different forms of transport and the exercise of a right of choice by their patrons. This brings me to another general proposition. It is the Government's aim to help to put each form of transport in a strong and healthy condition so that each may develop to the full its own efficiencies. It is hoped to put both the railways and commercial transport on a more businesslike basis. The restoration of the proper incentive throughout our transport services will create greater initiative and enterprise, both peculiarly important in an efficient transport system. Now to deal with the general question of co-ordination of all the forms of transport. It is proposed to change the existing administrative machinery. Instead of the centralized and unwieldy Transport Co-ordination Council, the intention is to have decentralized flexible machinery to deal, in the light of the local conditions, with the transport problems that arise throughout the country. This will mean the appointment, under powers that already exist in the legislation, of Committees comprising men who understand the local conditions to advise on the specific problems as they arise. It has always been difficult for centralized machinery to deal with problems of transport which generally affect some particular locality and some particular forms of transport. It is believed that the simple, direct approach by local men experienced in transport and with a full knowledge of local conditions will be more successful than the indirect and distant administration of centralized machinery. The Government considers that the time has arrived when all portfolios relating to transport should be administered by the one Minister. This has

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been done to make it easier for the State in its role of referee as between the claims of the different forms of transport. It will also facilitate the general co-ordination of the transport services. Transport is one of those things that touches most businesses, individuals, and families in a very realistic way. No one likes to see the goods he produces held up because of transport difficulties, or be unable to purchase things for the household because of transport shortages, or be unable to get a decent service to and from work. The transport administrative machinery must be decentralized and flexible if we are to deal successfully with the multitude of problems that inevitably arise from day to day. The proper co-ordination of transport must include the sensible direction of the provision of new and additional facilities as well as the operation of existing ones. For example, our expenditure on roads and bridges should be spread as widely as possible throughout the country in making poor roads better, rather than being concentrated on converting a few miles of good roads into " super " roads. Steps will therefore be taken to see that all expenditure from Government funds on the provision of transport facilities is closely examined from the general transport angle and spent in a way that will enable an improved service to be enjoyed by as many people as possible. There may be other problems of a national character relating to transport coordination that require some form of national body ; this matter is under consideration. As to the problem of road safety, it is intended to carry on a vigorous policy of education and traffic control on the lines laid down by my predecessors in office. I would be ungenerous if I did not pay a well-deserved tribute to the excellent work they have" done in this connection. W. S. Goosman, Minister of Transport.

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The Hon. W. S. Goosman, Minister of Transport, Wellington. Transport Department, 20th July, 1950. Sir, — I have the honour to submit herewith the annual report of the Transport Department for the year ended 31st March, 1950. I have, &c., G. L. Laurenson, Commissioner of Transport.

CONTENTS Introduction— Page Summary of Contents .. .. .. .. .. .. . . • .. 8 #)evelopment of Motor Transport— Licensing of Motor-vehicles .. .. .. .. .. . . 9 Petrol Consumption .. .. .. .. .. .. . . 9 Motor-taxation .. .. .. .. .. .. .. .. 10 Roads— Limitation of Loads on Roads ... .. .. .. .. .. 10 Condition of Roads and Bridges .. .. .. .. .. . . 12 Limitation of Loads on Bridges .. .. .. .. .. .. 12 Traffic Engineering .. .. .. .. .. .. .. 13 Road Usage .. .. .. .. .. .. .. .. 14 Road Finance— The Dominion's Road Bill .. .. .. .. .. .. .. 14 Sources of Moneys Expended on Roads, Streets, &c. .. .. .. .. 15 Annual Charges Per Mile of Roads, Streets, &c. .. .. .. .. 15 Road Safety— A. Road Accident Statistics — General .. .. .. .. .. .. .. .. 15 Fatal Accidents .. .. .. . . .. .. . . 15 Types of Accidents .. .. .. .. .. .. . . 16 Location of Accidents .. .. .. .. .. . . 16 Classification of Accidents According to Month, Day, and Hour .. .. 17 Daily and Hourly Occurrence of Accidents . . .. .. .. .. 17 Time of Occurrence .. .. .. .. .. .. .. 17 Responsibility for Accidents .. .. .. .. .. . . 17 Motor-cyclists .. .. .. .. .. .. .. .. 18 Ages of Drivers of Vehicles .. .. .. .. .. .. .. 19 General .. .. .. .. .. .. .. .. 19 B. New Zealand Road Safety Council— Accidents to Pre-school Age Children .. .. .. .. .. 19 Air-brakes on Buses .. .. .. .. .. .. 19 Cycles .. .. .. .. .. .. .. .. .. 19 Driver-testing Clinic .. .. .. .. .. . . 19 Level Crossings .. .. .. .. .. .. .. 19 Marker Lights .. .. . . . . .. .. . . 19 Pedestrian-crossings .. .. .. .. .. .. .. 20 Wandering Stock .. .. .. .. .. .. .. .. 20 C. Adult Education in Road Safety .. . . .. .. .. .. ..20 D. Road Safety Instruction in Schools .. .. .. .. .. 20 School Patrols .. .. .. .. .. .. . . 21 E. Enforcement of Traffic Laws .. .. .. .. .. .. 21 F. Traffic Offences .. .. . . .. .. .. 22

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CONTENTS—continued Road Safety—continued p a g e G. Inspection of Motor-vehicles— General .. .. .. .. .. .. .. .. .. 23 Vehicles Free From Defects .. .. .. .. .. .. .. 23 Analysis of Defects .. .. .. .. .. .. .. .. 23 Vehicles Condemned and New Vehicles Placed in Service .. .. 24 Number of Vehicles .. .. .. .. .. .. .. .. 24 Ownership of Vehicles .. .. .. .. .. .. .. 24 Size of Vehicles .. .. .. .. .. .. .. .. 24 Regulation of Commercial Road Transport— Transport Licensing Authorities .. .. .. .. .. .. .. 24 Survey of Industry, 1948-49 .. .. .. .. . . .. .. 24 A. Public Passenger Services—(a) Licensing .. .. .. .. ■ .. .. .. .. 25 (b) Financial and Operating Statistics .. .. .. .. .. .. 25 B. Taxi-cab Services—(a) Licensing .. .. .. .. .. .. .. .. 26 (b) Financial and Operating Statistics .. .. .. .. .. . . 26 (c) Distribution of Taxis .. .. .. . . .. .. .. 27 C. Rental-vehicle Services—(a) Licensing .. .. .. . . .. ~ .. .. 27 (b) Financial and Operating Statistics .. .. .. .. .. .. 27 (c) Distribution of Rental Cars .. .. .. .. .. .. 28 D. Goods Services—(a) Licensing .. .. .. .. .. .. .. .. 28 (b) Financial and Operating Statistics .. .. .. .. .. .. 28 (c) Vehicles .. .. .. .. .. .. .. .. 30 E. Harbour-ferry Services .. .. .. .. .. .. .. .. 31 F. Appeals .. . . .. .. .. .. .. .. .. 31 G. Rehabilitation .. .. .. .. .. .. ' .. 31 H. Fixation of Charges .. .. .. .. .. .. .. .. 31 I. Comparison of Present Day with Pre-war Costs .. .. .. .. .. 32 J. Transport Co-ordination Council .. .. .. .. .. .. .. 33 Retail Delivery Services .. .. .. .. .. .. .. .. 33 Aid for Britain : Petrol Rationing .. .. .. .. .. .. .. 34 Changes in Transport Law During Year— Consolidation of Legislation .. .. .. .. .. .. .. 34 Regulations .. .. .. .. .. .. .. , _ .. 34 Appreciation .. .. .. .. .. .. .. .. .. 35 Statistical Tables— Table I—Number of Motor-vehicles Licensed as at 31st March, 1950, Under the Motor-vehicles Act, 1924, According to Postal Districts .. .. .. .. .. .. 36 Table 2 Number of Motor-vehicles Licensed as at 31st March, 1939 to 1950, Inclusive .. 37 Table 3 —Taxation of Motor-vehicles—Annual Yield for the Years Ended 31st March, 1939, 1948, and 1949 ; (a) Customs Duties on Motor-vehicles and Parts ; (b) Tire-tax ; (c) Motorspirits Tax ; (d) Fees, &c., Under the Motor-vehicles Act, 1924; (e) Heavy Traffic Fees ; (/) Drivers' Licences ; and (g) Mileage Tax .. .. .. .. .38 Table 4—Classification of Roads as at 31st March, 1950 .. .. .. .. 38 Table s—Annual5 —Annual Expenditure Upon Roads, Streets, and Bridges During the Years Ended 31st March, 1946 to 1948, inclusive .. .. .. .. .. .. 39 Table 6—Sources of Revenue From Which Moneys Were Expended Upon Roads, Streets, and Bridges During the Years Ended 31st March, 1946 to 1948, Inclusive .. .. .40 Table 7—Approximate Percentage of the Five Main Sources of Money Expended Annually on All Roads During the Years Ended 31st March, 1946 to 1948 .. .. .. 40 Table B—Annual Charges Per Mile on Roads and Streets .. .. .. .. 41 Table 9—Comparison of Details of Fatal Motor Accidents for the Calendar Years 1945 to 1949 Inclusive .. .. .. .. .. .. .. .. 42 Table 10—Types of Motor Accidents During the Calendar Year 1949 .. .. .. 43 Table 11—Distribution of Motor Accidents on Roads and Streets During the Calendar Year 1949-• •• •• -• -• •• •• 7. .. ..43 Table 12 —Number and Type of Motor Accidents Occurring in the Larger Centres of Population During the Calendar Year 1949 .. .. .. .. .. .. .. 44 Table 13—Classification of Road-users Killed or Injured Each Month During the Calendar Year 1949 .. .. .. .. .. .. .. .. 44

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CONTENTS —continued Statistical Tables—continued PageTable 14—Number of Young Children Killed or Injured as Pedestrians During the Seven Calendar Years 1943 to 1949 Inclusive .. .. .. .. .. .. 44 Table 15 —Number of School Pupils Killed or Injured During the Seven Calendar Years 1943 to 1949 Inclusive .. .. .. .. .. .. .. 45 Table 16 —Accidents Causing Personal Injury Occurring in the Large Urban Areas for the Years 1946 to 1949 Inclusive .. .. .. .. .. .. .. 46 Table 17—Summary of Speeding Offences for the Years 1946-47 to 1949-50 .. .. 46 Table 18—Nature of Offences Resulting in Convictions During; the Year Ending 31st March. 1950 .. .. .. .. .. .. .. .. ..47 Table 19—Defects in the Various Types of Passenger-service Vehicles on the Basis of 100 Vehicles Examined .. .. .. .. .. .. .. .... 48 Table 20—Defects Found in Goods-service Vehicles on the basis of 100 Vehicles Examined .. 49 Table 21—Defects in Private Cars, &c., on the Basis of 100 Vehicles Examined .. .. 49 Table 22—Passenger and Goods-service Vehicles in Operation in the Auckland, Wellington, Canterbury, and Otago Districts as at 31st March, 1950 .. .. .. .. 50 Table 23—Vehicles Condemned and Voluntarily Withdrawn from Service During the Year Ended 31st March, 1950 .. .. .. .. .. .. .. 50 Table 24 New Vehicles Placed in Service During the Year Ended 31st March, 1950 .. 50 Table 25—Ownership of Goods and Passenger-service Vehicles .. .. .. .. 51 Table 26—Seating capacities of All Passenger-service Vehicles .. .. .. .. 51 Table 27—Taxis and Rental Cars in Operation According to Horse-power Ratings .. 51 Table 28 —Gross Carrying-capacity of Licensed Goods-service Vehicles .. .. .. 52 Table 29—Licensed Goods-service Vehicles According to Axle Types .. .. .. 52 Table 30 —Total Number of Applications Relating to Passenger Services Considered by the District and Metropolitan Authorities and the Manner of Their Disposal for the Year Ended 31st March, 1950 .. .. .. .. .. .. .. .. 52 Table 31—Manner in Which All Applications Relating to Passenger Services Were Dealt With by the District and Metropolitan Licensing Authorities for the Year Ended 31st March, 1950 .. .. .. .. .. .. .. .. -..53 Table 32 —Total Number of Applications Relating to Taxicab Services Considered by the District and Metropolitan Authorities and the Manner of Their Disposal for the Year Ended 31st March, 1950 .. .. .. .. .. .. .. 53 Table 33—Manner in Which All Applications Relating to Taxicab Services Were Dealt With by the District and Metropolitan Licensing Authorities for the Year Ended 31st March, 1950 .. .. .. .. .. .. .. 54 Table 34 —Total Number of Applications Relating to Rental-car Services Considered by the District Licensing Authorities and the Manner of Their Disposal for the Year Ended 31st March, 1950 .. .. .. .. .. .. .. .. .. 54 Table 35—Manner in Which All Applications Relating to Rental-car Services Were Dealt With by the Five District Transport Licensing Authorities for the Year Ended 31st March, 1950 55 Table 36—Total Number of Applications Relating to Goods Services Considered by the District Licensing Authorities and the Manner of Their Disposal for the Year Ended 31st March, 1950 .. 55 Table 37—Manner m Which All Applications Relating to Goods Services Were Dealt With by the Five District Licensing Authorities for the Year Ended 31st March, 1950 .. .. 55 • Table 38—New Passenger-service Licences Granted by the Five District Licensing Authorities During the Year Ended 31st March, 1950 ".. .. .. .. .. 56 Table 39—Appeals Against Decisions of Licensing Authorities Heard by Transport Appeal Authority During the Year Ended 31st March, 1950 .. .. .. .. 58 Table 40 —Types of Licences Obtained by Ex-servicemen During the Year Ended 31st March, 1950 .. .. •.. 59 Table 41—Transport-service Licences Held by Ex-servicemen and the Total Number of Licences as at 31st March, 1950 .. .. .. .. .. .. .. 59 Table 42—Traffic Data, Operating-expenses, Revenue, and Profit of Passenger Services in the Dominion for the Years Ended 31st March, 1940, 1948, and 1949, Inclusive of Four Metropolitan Districts .. .. .. .. .. .. .. 60 Table 43—Traffic Data, Operating-expenses, Revenue, and Profit of Passenger Services Licensed Under the Transport Licensing Act, 1931 (Including the Four Metropolitan Authorities) for the Years Ended 31st March, 1948 and 1949 .. .. .. 61 Table 44—Average Operating-expenses and Revenue Per Vehicle-mile of Licensed Passenger Services for the Two Years Ended 31st March, 1948 and 1949, Inclusive of Licences Issued by the Four Metropolitan Authorities .. .. .. .. .. .. 63 Table 45 —Total Amounts Involved in Cost, Revenue, and Profit by Licensed Passenger-service Operators in 1948 and 1949, in Pence Per Mile, Years Ended 31st March, 1948 and 1949 65

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CONTENTS—continued Statistical Tables—continued Page Table 46—Information Relating to Capital Invested and Age and Cost of Vehicles in Use by Licensed Passenger-service Operators During the Years Ended 31st March, 1948 and 1949 67 Table 47—General Statistics Relating to the Taxicab Industry for the Year Ended 31st March, 1949 .. .. .. .. .. .. .. .. .. 69 Table 48—Average Operating-costs, Revenue, and Profit Per Cab of Samples of Taxi Operators in the Eour Transport Licensing Districts for the Years 1940 and 1949 .. 69 Table 49 —Average Operating-costs, Revenue, and Profit Per Cab of Samples of Taxi Operators in the Eour Metropolitan Licensing Areas for the Years 1940 and 1949 .. 70 Table 50—Average Operating-costs, Revenue, and Profit Per Cab-mile of Samples of Taxi Operators in the Four Transport Licensing Districts for the Years Ended 1940 and 1949 70 Table 51—Average Operating-costs, Revenue, and Profit Per Cab-mile of Samples of Taxi Operators in the Four Metropolitan Licensing Areas for the Years 1940 and 1949 .. 71 Table 52—Average Operating-costs, Revenue, and Profit per Cab and Per Cab-mile of Samples of Taxi Operators in the Dominion for the Years 1940 and 1949 .. .. 71 Table 53—Distribution of Taxis on Basis of Population in the Four Main Centres (City Areas Only) .. .. .. .. .. .. .. .. 72 Table 54—Distribution of Taxis on a Population Basis in Secondary Towns, Townships, &c., November, 1949 .. .. .. .. .. .. .. 72 Table 55 —Distribution of Taxis as at November, 1949 (Secondary Towns, Townships, &c.) .. 72 Table 56—General Statistics Relating to the Rental-car Industry .. .. 73 Table 57—Average Operating-costs, Revenue, and Profit Per Rental Car Owned and Usefully Employed for the Year Ended 31st March, 1949 .. .. .. .. 73 Table 58 —Distribution of Rental Cars on Basis of Population (Four Main Centres) .. 73 Table 59 —Distribution of Rental Cars on a Population Basis (Secondary Towns, Townships, &c.) 74 Table 60—Distribution of Rental Cars in Secondary Towns, Townships, &c. .. 74 Table 61—Rental-car Statistics : Distribution of Vehicles According to Sizes of Firms .. 74 Table 62—Goods-service Statistics : Dominion Total Figures .. .. .. 75 Table 63 —Goods-service Statistics : Operating-costs, Revenue, and Profit Per Vehicle Owned in Various Districts Throughout the Dominion .. .. .. .. 75 Table 64—Goods-service Statistics : Operating-costs, Revenue, and Profit Per Vehicle-mile in Various Districts Throughout the Dominion .. .. .. .. .. 76 Table 65 —Goods-service Statistics : Wages, Drawings in Lieu of Wages, and Profit Per Vehicle Owned in Various Districts Throughout the Dominion .. .. .. .. 77 Table 66—Good-service Statistics : Average Mileage Per Vehicle Owned in Various Districts Throughout the Dominion, Number of Vehicles and Operators in Sample, and Staff Employed .. .. .. .. .. .. .. .. .. 78 Table 67—-Goods-service Statistics : Capital and Liabilities Per Vehicle Owned in Various Districts Throughout the Dominion .. .. .. .. .. 79 Table 68—Goods-service Statistics : Average Vehicle Ages, Prices, and Sizes in Heavy-traffic Classes in Various Districts Throughout the Dominion .. .. .. 80 Table 69—Goods-service Statistics : Distribution of Vehicles According to Size of Firm .. 81 Table 70—Manner in Which All Applications for Fixation of Charges Were Dealt With by the Transport Charges Committee from Its Inception to 31st March, 1950 .. 81 Table 71 —Appeals Against Decisions of Transport Charges Committee Heard by Transport Charges Appeal Authority During the Year Ended 3ist March, 1950 .. .. 81 Table 72—Manner in Which Applications Relating to Passenger-service Fares Have Been Dealt With by the Transport Charges Committee and the Transport Charges Appeal Authority 82 Table 73—Manner in Which Applications Relating to Taxi Fares Have been Dealt With by the Transport Charges Committee and the Transport Charges Appeal Authority .. .. 83 Table 74 —Manner in Which Applications Relating to Rental Car and Truck Charges Have Been Dealt With by the Transport Charges Committee and the Transport Charges Appeal Authority .. .. .. .. .. .. .. .. 83 Table 75—Manner in Which Applications Relating to Goods-service Charges Have Been Dealt With by the Transport Charges Committee and the Transport Charges Appeal Authority 84

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REPORT INTRODUCTION Summary of Contents. —(a) The number of motor-vehicles licensed at 31st March, 1950 (413,363), showed an increase of 26,408, or 6-39 per cent., over the figure for the previous year, and is the highest level yet reached. (b) Petrol comsumption by motor-vehicles increased from 102,600,000 gallons in 1948 to 111,500,000 gallons in 1949. (c) Expenditure on roads in 1947-48 amounted to £10,847,265, an increase of 22 per cent, over that for the previous years. (d) In 1949, 218 persons were killed and 5,317 injured as a result of road accidents. The death-rate per million gallons of petrol used decreased by 4 per cent, as compared with 1948. (e) The number of pre-school children killed and injured shows a decrease and the number of school-children an increase over the previous year. (/) New Zealand continues to have the lowest road-accident death-rate of motorized countries. Comparative figures of fatalities per 10,000 motor-vehicles in 1949 are: New Zealand, 6-06 ; United States of America, 7-5 ; Queensland, 9-0; Canada, 10-2 (1948); South Australia, 10-6 (1948); Great Britian, 11-8 ; Victoria, 12-1; New South Wales, 13-3; West Australia, 16-0 (1948); South Africa, 16-2 (1948). (g) Two hundred and twenty-three school patrols are operating throughout the Dominion. (h) The Department's traffic staff examined 34,673 persons for driver's licences and reported 15,458 traffic offences during the year ended 31st March, 1950 ; 5,532 warnings were given and 9,926 prosecutions instituted. (i) Of private cars inspected, 51-3 per cent, were found to be free from mechanical defects. (j) One thousand two hundred and forty-one new transport licences were granted during the year. (k) Vehicles operating under the Transport Act ran approximately 259,000,000 miles in 1948-49, for a revenue of approximately £22,000,000. (I) The number of passengers carried by public road services amounted to approximately 101,000,000 in 1948-49. (m) Of all transport licences 47-4 per cent, are held by ex-servicemen. (n) It is estimated that rationing saved 8,000,000 gallons of petrol during the year. DEVELOPMENT OF MOTOR TRANSPORT Licensing of Motor-vehicles.—The following table shows the number of motorvehicles in the principal classes licensed as at 31st March, 1950, with comparative figures for the two previous years. In most classes the numbers of vehicles are now considerably in excess of the 1939 figures, with the exception of motor-cycles and dealers' cars, the numbers of which have not yet regained the 1939 level. The increase in the numbers of omnibuses and trucks reflects the growing demand for road transport.

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Table A—Number of Motor-vehicles (in Principal Classes) Licensed in New Zealand as at 31st March, 1948 to 1950, Inclusive

Table 1 of the Appendix shows details of motor-vehicles licensed as at 31st March, 1950. Table 2 sets out for comparative purposes the number of motor-vehicles licensed year by year as at 31st March, 1939 to 1950, inclusive. Petrol Consumption.—The following table gives particulars of the estimated petrol consumption for the calendar years 1939-49 inclusive. The figures for 1949 have been compiled from the latest information available, and are subject to revision when more complete information regarding refunds comes to hand.

Table B—Estimated Petrol Consumption in New Zealand from 1939 to 1949

A clearer conception of the use of petrol in New Zealand can be obtained by relating the estimated number of gallons used, by motor-vehicles to the average number of motorvehicles, excluding trailers, on the road during the year. The average petrol consumption

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Number of Licences. Inorpasp of Type of Vehicle. 1950 Over 1948. 1949. 1 1950. 1949 Licences. Oars 217,871 226,707 235,463 8,756 Trucks not exceeding 2 tons laden 36,591 40,536 43,186 2,650 Trucks exceeding 2 tons laden 28,839 31,823 34,440 2,617 Passenger-trucks 2,100 2,182 2,225 43 Omnibuses 1,267 1,397 1,494 97 Taxis, including private-hire cars 2,231 2,209 2,287 78 Service cars 679 692 689 -3 Rental cars 1,047 1,056 1,200 144 Motor-cycles 19,066 19,989 20,813 824 Trailers 25,254 29,293 32,860 3,567 Local-body and other vehicles exempted from 17,549 22,009 28,557 6,548 annual licence fees # Government vehicles 8,455 9,062 10,149 1,087 Total 360,949 386,955 413,363 26,408 or 6-39%

Calendar Year. Estimated Consumption of Petrol. By Motor-vehicles (i.e., Petrol on Which All Duty was Paid). Other (i.e., Engines, Aeroplanes, &c., on Which Refunds of Duty Were Made). Total. Gallons (000,000) Gallons (000,000) Gallons (000,000) 1939 92-0 8-0 100-0 1940 74-1 9-7 83-8 1941 67-0 15-3 82-3 1942 46-1 10-4 56-5 1943 50-2 9-2 59-4 1944 53-7 9-0 62-7 1945 65-6 9-0 74-6 1946 86-5 10-1 96-6 1947 103-3 13-7 117-0 1948 102-6 15-7 118-3 1949 111-5 21-1 132-6

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per vehicle during 1947 was 333 gallons. For the concluding six weeks of 1947 petrol rationing on a voluntary basis was in force, and a modified form of the wartime method of rationing replaced it on Ist March, 1948. This resulted in a reduction of average petrol consumption per vehicle to 304 gallons, but for 1949 this figure increased to 310 gallons, and it is probable that there will be a further increase during the current year. The last three years have seen a fairly considerable increase in the use of petrol for purposes other than the operation of motor-vehicles. The rapid expansion of the network of air services operated by National Airways Corporation accounts for a considerable proportion of the increased consumption, but petrol-driven plant and machinery in use on construction, road maintenance, and other work is increasing and requires larger quantities of motor-spirit. During the last ten years there has been a change in the main sources of New Zealand's petrol-supply. In 1938 the United States of America and Indonesia supplied the bulk of the petrol used in New Zealand. The United States of America are now only of minor importance as a supplier, and Bahrein Island, Indonesia, Iran, and British Borneo are now our main petrol sources, contributing approximately 90 per cent, of the total annual consumption. Motor-taxation. —Table 3 shows that motor-taxation yielded an estimated sum of £9,141,400 during 1949, as compared with £9,324,800 during 1948. Revenue from motor-spirits taxation, and other subsidiary sources of revenue, shows an increase, but this has been more than offset by the decreased yield from Customs duties on motorvehicles and parts, the amount collected on this item in 1948, £1,662,000, being much larger than usual. ROADS Limitation of Loads on Roads.—The Transport Act, 1949, limits the loading of motor-vehicles on any road as follows : Two-axled Motor-vehicles.—The weight of the vehicle and its load may not exceed 10 tons. Multi-axled Motor-vehicles :—The weight transmitted to the road by the wheels of any one axle of the vehicle may not exceed 6 tons. (There is provision for certain exemptions from these limits to be granted at the discretion of the Minister of Transport. This power has been exercised in the case of some of the publicly-owned passenger-service vehicles operating in the larger centres, and in the case of special trucks designed for the carriage of heavy indivisible loads). In the main the foregoing are the limits which apply on the city and borough streets and on a relatively small mileage of State highways adjacent to the larger industrial areas. A proposal to amend these limits as under has been favourably received by roading authorities and users of heavy transport:— Two-axled Motor-vehicles.—Maximum gross weight: 12 tons ; ma-irimnm axle load : 8 tons. Multi-axled Motor-vehicles. —Maximum axle load : 7 tons when axles are spaced 8 ft. or more apart; 6 tons when spaced less than 8 ft. apart. Such an alteration would be helpful to the roading authorities, as it would prevent axle loads in excess of 8 tons, which are common (and quite legal) in the cities at present. The alteration would necessitate legislation. Most of the County Councils, a few of the smaller boroughs, and also the Main Highways Board have availed themselves of the power contained in the Heavy Motorvehicle Regulations 1940 to classify roads under their control, and by this means to limit further the loading of vehicles using these roads. The purpose of such classification is the protection of road pavements from the damaging effects of heavy wheel loads.

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The classes of road and the limits allowed under each class are as follows :

Table C—Maximum Axle Loads Permitted on Various Classes of Roads as at 31st March, 1950

At 31st March., 1950, the length, of rural roads which had been classified in one of the above classes was 27,326 miles out of a total of 49,173 miles of formed roads. Lengths of (a) rural roads, (b) main highways, and (c) State highways classified at 31st March, 1950, are set out in Table 4 of the Appendix. During the last year or more, consultations have been held with the roading authorities, commercial vehicle operators, and others concerned in the use on the road of heavy vehicles. On the one hand, the motor industry desires increased pay-loads in order to meet the demands made upon commercial transport to-day. This in turn generally means increased axle-loading. On the other hand, the roading authorities point to increased costs and other difficulties in building up and maintaining their roads to a standard capable of withstanding the heavier wheel loads of to-day. After prolonged discussions, the system of road classification has now been altered to take more fully into consideration modern trends in vehicle design and usage, and also the greater knowledge now made available by engineering research concerning the effect of wheel loads upon the flexible type of road pavement. At Ist June, 1950, the existing classification of roads will be revoked, and roads may be classified according to their suitability for carrying heavy loads in one of the classes set out below :

Table D—New Schedule of Loads Permitted on Various Classes of Roads Operative from 1st June, 1950

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Maximum Load on Any Axle. Classification. Two-axled Vehicle. Multi-axled Vehicle or Trailer. Class Three Class Four Class Five Tons. 4 3 Tons. 5 31

Maximum Loads. Class of Road. Two-axled Vehicle (Other Than a Trailer) and Not Drawing a Trailer. Multi-axled Vehicles or Combinations of Units. Axle Weights. Gross Weight. Axle Weight. Axles Spaced 8 ft. or More. Axles Spaced Less Than 8 ft. Class One Class Two Class Three Class Four Tons. 8 5 Tons. 30 23 16 12 Tons. 6 6 5 3 Tons. 6 5 3* 2J

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Conditions of Roads and Bridges.—Roads in many instances have deteriorated during the past decade, but from specific inquiries which the Transport Department has made it is clear that, although the road surfaces of to-day are in general probably weaker than the same surfaces were before the 1939-45 war, there are relatively few cases where present heavy traffic has broken up the road. The condition of bridges is more serious. Many of these structures were constructed of timber and have deteriorated to such an extent as to make them unsafe for heavy traffic. In a number of instances these bridges form a vital link in the roading system of the Dominion, and a vigorous programme of bridge replacement and repair is of first importance. Limitation op Loads on Bridges In order to safeguard certain bridges from the possibility of failure under heavy loads, many roading authorities have found it necessary to place a restriction upon the loads, and often upon the speed of motor-vehicles using the structure. In a number of instances where it is of a semi-permanent nature, such restriction has been affected by means of a local by-law, but many local authorities have availed themselves of powers contained in the Heavy Motor-vehicle Regulations which enable limits to be applied very readily if it is found necessary to protect a certain bridge. These powers were granted in 1948, and some 310 bridges are at present subjected to emergency load restrictions applied under these regulations. The limits imposed usually include a speed restriction as well as weight restrictions, but the following tabulation indicates the limits placed (a) upon gross loads and (b) upon axle loading :

Table E —Weight Restrictions on Bridges (a) Gross Load Restrictions

(b) Axle Load Restrictions

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Gross Weight Restriction. Number of Bridges. Gross Weight Restriction. Number of Bridges. Over 10 tons 15 tons 1 10 tons 42 5 tons .. 41 9 tons 7 to 4£ tons 13 8 tons 44 3 tons and under 19 7 to 1\ tons 14 tons 78 Total 310 6 tons 36

Restriction of Axle Weight. Number of Bridges. Restriction of Axle Weight. Number of Bridges. 7 tons .. .. 6 tons tons 5 tons .. 4| tons 4 tons 3-Jr to 3-| tons 1 24 10 32 4 3 tons 2 to 2J tons Less than 2 tons No axle load limit 72 11 8 15 124 9 Total 310

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Many of the foregoing bridges where loading has to be restricted are situated on important routes, and often there is no alternative route available in event of closing of the route through failure of the bridge. Traffic Engineering.—An increasing number of local authorities are now looking to traffic-engineering techniques for the solution of their traffic problems. Such an approach, based on the analysis of factual data, is more likely to provide a satisfactory solution than methods based solely upon opinions. The Transport Department has continued to provide technical service and advice to local authorities on various traffic matters. In particular, the treatment of hazardous intersections has received special attention. Studies on the efficacy of rear tail-lights for cyclists and of the relative efficiencies of differently coloured lenses for marker lights used on large vehicles have been carried out. The former studies indicated that an efficient tail-light was visible to an approaching motorist from greater distances than an efficient reflector. The latter studies showed that there is not sufficient difference in visibility between the existing blue marker light® and other colours to warrant a change. Investigations into the manoeuvrability of many types and combinations of vehicles have been made, with the result in some instances that certain large vehicles have now been permitted a greater freedom of movement than would hitherto have been allowed. Tests on the reflecting ability of traffic signs and road markings have shown that spherical glass beads provide added night visibility, but further research is necessary to determine the optimum dimensions of beads for varying purposes. For example, the larger beads appear more efficient in traffic signs, whereas the smaller beads are better used for markings on the road surface. Accident maps showing the locations of accidents are maintained for all those areas where the Department is responsible for traffic control. These maps are subject to periodic check, and where any particular locality has an unusually large number of accidents an investigation is carried out in an endeavour to correct the situation. The Department has two automatic vehicle-counters which are being used mainly to record volumes of traffic at selected points on rural main highways, but which are also used to provide similar information in connection with traffic surveys carried out from time to time for specific purposes. During the past year the Government has subsidized the cost of certain trafficcontrol light systems installed by local authorities. Before a subsidy was granted the system of control was approved in each case by the Transport Department as being desirable on grounds of traffic volume and other considerations. Only modern systems of traffic-actuated signals have been subsidized and in each case both the layout of the signals and the design of the sequences have been examined and approved. Durmg the year subsidies amounting to £4,930 18s. 7d. have been paid for the following installations : (1) Intersection of Beach' Road and Britomart Place and Beach Road and Anzae Avenue, Auckland. The control systems for these two intersections, which are only a short distance apart, are linked together. A subsidy of £719 15s. Id. was paid to the Auckland City Council for this installation. (2) Intersection of Great South Road and Green Lane Road. This intersection is at the boundary of Auckland City and One Tree Hill Borough and each local body agreed to pay half the cost of installation of the light-control system. A subsidy of £566 Is. Bd. was paid to the Auckland City Council, who paid half this sum to the One Tree Hill Borough Council. (3) Intersection of Khyber Pass and Mountain Road. This intersection is at the boundary of Auckland City and Newmarket Borough and each local body was responsible for half the cost of installing the light-control system. _ A subsidy of £520 Is. lOd. was paid to the Auckland City Council, which reimbursed the Newmarket Borough Council with half this sum.

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(4) Broadway, Newmarket, from its junction with Khyber Pass Road to its junction with Remuera Road. This installation controls traffic along one of New Zealand's busiest thoroughfares. Control is effected over pedestrians, trams, and all other vehicles, and special provision is made for turning movements at the complicated junctions. A subsidy of £3,125 was paid to the Newmarket Borough Council for this installation. Road Usage.—The volume of traffic using the roads during 1949 was the highest in the history of the Dominion. The bulk of the road usage is accounted for by private cars and trucks. In the table set out below, estimated road usage has been allocated between the various types of vehicle in operation : .

Table F—Road Usage in 1949

ROAD FINANCE The Dominion's Road Bill, 1945-46 to 1947-48 Inclusive.—The Department has abstracted from official sources statistical data relating to road finance, and analysed it to show the approximate expenditure on roads, streets, and bridges under the headings of construction, maintenance, and loan charges. The expenditure has been apportioned between three types of roads —main highways, urban roads and streets, and other (rural) roads. Some estimation has been necessary to obtain the mileages for the various types of roads and to ascertain certain other figures used. Any estimates, however, have been calculated on a conservative basis and the figures are sufficiently accurate to form a reliable basis for broad general conclusions. The figures for the year ended 31st March, 1948, show that expenditure on roadconstruction is increasing. After falling to a minimum of £683,440 in 1943-44, it increased to £3,088,460 in 1947-48. Constructional expenditure amounted to 21-3 per cent, of the total in 1946-47 and to 28*5 per cent, of the total in 1947-48 ; the corresponding proportion averaged over the six years immediately preceding the war amounted to 41-2 per cent, of the total. Expenditure on maintenance in 1947-48 was 44-6 per cent, above the corresponding figure in 1938-39, being £5,365,615 in 1947-48 and £3,711,737 in 1938-39. Total expenditure in 1947-48 showed an increase of 22 per cent, over the previous year. It is estimated that the operating-costs of all classes of motor-vehicles in the Dominion amounted to £75,000,000 in 1949-50. These figures indicate the importance of motor transport in New Zealand. The cost of road transport in New Zealand during the year amounted to approximately £3B per person. Transport costs are vitally affected by roading conditions ; bad roads mean higher operating-costs, while good roads tend to decrease operating-expenses. In addition, good developmental roads aid rural expansion and development. Table 5 appended gives a comparison of expenditure on roads, streets, and bridges over the individual years ended 31st March, 1946 to 1948, inclusive.

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Type of Vehicle. Petrol Consumed. Vehiclemiles. Gross Ton-miles. . Cars (including taxis and rental cars) Trucks not exceeding 2 tons laden Trucks exceeding 2 tons laden .. Omnibuses and service cars Motor-cycles Per Cent. 36-6 18-9 38-7 4-9 0-9 Per Cent. 53-5 17-5 22-8 2-8 3-4 Per Cent. 33-4 15-7 44-1 6-5 0-3 Total 100-0 100-0 100-0

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Sources of Moneys Expended on Roads, Streets, etc. —Of the moneys spent on roads, streets, and bridges during the year ended 31st March, 1948, approximately 34 per cent, was obtained from motor-taxation, 31 per cent, from local rates, 20 per cent, from loans, and 15 per cent, from general taxation. Tables 6 and 7 attached contain details of the sources from which moneys expended on roads were obtained. The increased expenditure during 1947-48 has, in the main, been financed by additional receipts from loans and motor-taxation. Annual Charges Per Mile op Roads, Streets, etc. —Table 8 appended sets out details of expenditure per mile on maintenance, interest, and loan charges for the various types of roads. Interest and loan charges have remained relatively constant over the last five years and now amount to £44 per mile for all roads. Since 1943, when a low level of £53 per mile was reached, expenditure on road-maintenance has continued to increase. In 1948, maintenance per mile amounted to £99. In considering the work obtained for this additional expenditure, however, an allowance must be made for the increased cost of labour and materials. Figures for 1948-49 are not yet available. ROAD SAFETY A. ROAD ACCIDENT STATISTICS General.—During the calendar year 1949 there were 4,092 motor-vehicle accidents on the public roads of the Dominion, as a result of which 218 persons were killed and 5,317 persons injured. The number of accidents shows an increase of 499, or 13*9 per cent., over 1948, when 196 persons were killed and 4,706 were injured. It must nevertheless be borne in mind that the number of vehicles on the road is steadily increasing and the exposure risk —in other words, the likelihood of occurrence of an accident—is far greater.

The following table gives a clearer picture of the accident record of the Dominion during the last three years :

Fatal Accidents (Table 9). —(a) General: The fatal accidents in 1949 resulted in a death roll of 218, an increase of 12 over 1948. The death-rate per 10,000 vehicles, 6-06, is definitely lower in New Zealand than in other countries. The following figures, which are subject to some qualification regarding differences in methods of their computation, show the position of New Zealand in a favourable light:— Deaths Per 10,000 Vehicles : Road Accidents New Zealand .. ..6-06 (figures to December, 1949). United States of America .. 7-5 ( „ ). Queensland .. .. .. 9-0 (figures to June, 1949). Canada .. .. .. ..10-2 (figures to December, 1948). South Australia .. .. ..10-6 (figures to June, 1948). Great Britain .. .. .. 11-8 (figures to December, 1949). Victoria .. .. .. ..12*1 (figures to June, 1949). New South Wales .. .. ..13-3 ( „ ). Western Australia .. .. ..16-0 (figures to June, 1948). South Africa .. .. ..16-2 (figures to December, 1948).

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Year. Killed. Per 10,000 Vehicles. Injured. Per 10,000 Vehicles. Average Number of Vehicles on the Road. 1947 206 6-64* 4,762 153-4 310,397 1948 196 5-80* 4,706 139-2 338,012 1949 218 6-06 5,317 147-9 359,576 * The figures appear; ing in earlier reports have been revised in accordance with latest information available.

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During the last thirteen years some success has been achieved in this country in the limitation of fatal accidents, this being evidenced by the relation of fatalities to the numbers of vehicles on the road. The fatality rate rose from <5-84 in 1934 to 9-81 in 1936. Late in 1936, in an endeavour to reduce the number of accidents, an intensive road-safety campaign was commenced, and the figures for the following years showed progressive decreases, falling to 8-05 per 10,000 vehicles in 1939. The decline thereafter to 4-17 deaths per 10,000 vehicles in 1945 was caused primarily by the sharp reduction in the volume of road traffic during the war. The return to a more normal state of affairs has seen an increase in the rate, which, nevertheless, is lower than that for 1939. (b) Detailed Fatal Accident Figures : The total number of fatal accidents during 1949, 198, was an increase of 11 over the figure for 1948. Collisions between motorvehicles increased by 22, between motor-vehicles and railway-trains by 4, and other types of collisions by 2, but the number of collisions with pedestrians and other accidents not involving collisions decreased. Motor-cyclists and pillion-riders killed totalled 45, an increase of 61 per cent, over the figure for the previous year. The incidence of fatal accidents was as follows : . Collisions between motor-vehicle and railway-train .. lin 4 was fatal. Drove off roadway or over bank .. .. 1 in 10 „ Passenger fell from vehicle .. .. .. lin 10 „ Collision between motor-vehicle and pedestrian .. .. lin 18 „ Collision between motor-vehicle and telegraph pole .. lin 25 „ Collision between motor-vehicle and an animal .. .. lin 27 Collision between two motor-vehicles .. .. .. lin 28 „ Collision between motor-vehicle and a cyclist .. lin 33 „ Accidents at railway level crossings are by far the most serious in nature, and this points to the necessity for the exercising of greater care at railway-crossings. It is evident that some motorists are not prepared to exercise even elementary caution at these crossings and are content to hazard their lives, despite the publicity which this matter is given. Types of Accidents (Tables 10 and 12). —The main types of accidents, arrayed in order of frequency of occurrence, are as follows : Total of All Accidents. Per Cent. Collision between two motor-vehicles .. .. .. 33 • 7 Collision between motor-vehicle and cyclist ... .. 21-5 Collision between motor-vehicle and pedestrian .. .. 19-7 Location of Accidents (Tables 11 and 16). —As may be expected, the frequency of the accidents is far greater in the built-up areas than in those not built up. Of all accidents, 70 per cent, occurred in the built-up areas and 30 per cent, in areas not built up. Generally speaking, the severity of the accidents was far less in the built-up areas, where 1 accident in 29 proved fatal, the corresponding figure for the areas not built up being lin 13. On the open road, in the areas which are not built up, speeds normally are much higher, and in consequence the relative severity of the accidents, as confirmed by the figures, is far greater. Of all accidents recorded, 37*6 per cent, were in the main centres and 31 per cent, were in the secondary cities, towns, and smaller closely-populated areas. The figures in Table 16 are related to population, and while they give a very general idea of the accident records of the various cities, it must not be forgotten that traffic conditions in these places are by no means identical.

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In Dunedin, Lower Hutt, and Hamilton the numbers of accidents per 10,000 head of population decreased, but increases were recorded in six other centres. Auckland has the highest accident rate on the basis of population, Wellington and Palmerston North being second and third respectively. The relatively larger volume of street traffic in the centres is, of course, a factor which greatly increases the accident exposure risk, but the rate per 10,000 head of population is high, both in Palmerston North and Wanganui. In Christchurch, where large numbers of cycles are on the roads, one-half of the total number of accidents were collisions between motor-vehicles and cyclists. Nearly half the pedestrian accidents for New Zealand occurred in the Auckland and Wellington urban areas. Classification of Accidents According to Month, Day, and Hour. —As is usually the case, pedestrian casualties were heavier during the winter months from May to September. Experience in the past has shown that there is also a tendency for accidents involving bicycles to increase during the winter months, although the 1949 figures do not show this to any extent. A statistical analysis of the accident figures •over a period of ten years which was made recently shows a fairly wide degree of relative variation from month to month, but some semblance of a pattern can nevertheless be traced. Accidents appear to be most numerous during the months of May, April, June, and March, in order of importance—in other words, during the late autumn and winter months. It is hoped that further research on this and other topics of importance will be possible during the year. Daily and Hourly Occurrence of Accidents. —An analysis of the figures for 1949 shows that the accidents were distributed on the days of the week as follows : Percentage of Total Number Day. of Accidents. Monday .. .. .. ..13-4 Tuesday .. .. .. ..11-9 Wednesday .. .. .. ..11-8 Thursday .. .. .. ..12-5 Friday .. .. .. .. 17-2 Saturday .. .. .. .. 20 • 6 Sunday .. .. .. .. 12 • 6 100-0 More accidents occurred on Friday and Saturday than on any other days of the week. Friday, generally speaking, is the busiest day of the week for commercial traffic, while on Saturday and Sunday few commercial vehicles—in other words, light and heavy trucks are in use, and private cars, taxis, and other passenger-vehicles predominate on the roads. Time of Occurrence. —A classification of the accidents according to the ho ir of the day shows that the highest hourly concentration of accidents from Monday to Friday is between the hours of 4 p.m. and 6 p.m. This is explained largely by the fact that the busiest two-hour period during both summer and winter, as evidenced by a survey made some years ago, is the two-hour period between 4 p.m. and 6 p.m., when the volume of traffic rises rapidly to a peak, falling quickly during the next two-hour period. On Saturdays the highest concentration of accidents is between 6 p.m. and 8 p.m. On Sundays, accidents tend to be spread more or less evenly between the hours of 11 a.m. and 7 p.m., if those occurring between 12 midnight and 1.0 a.m. are excluded. Responsibility for Accidents. —An analysis has been made of the latest statistics in an effort to apportion the over-all responsibility for the 4,092 accidents which occurred during 1949-1950.

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Where motorists were responsible for the accidents the six main causes in order of importance were as follows : Percentage of Accidents Where Motorist Responsible. Failure to yield right of way .. .. .. 28 Excessive speed .. .. .. .. .. .. 8 Passing or overtaking negligently .. .. .. 4 Failure to keep left .. .. .. .. 4 Cutting corner .. .. .. .. .. 4 Skidding .. .. .. .. .. 4 Where pedestrians were deemed to be primarily responsible for the accidents the six main causes were Percentage of All Accidents Where Pedestrian to Blame. Pedestrian crossing roadway heedless of traffic .. .. 59 Pedestrian stepping on to roadway without taking proper care .. 13 Pedestrian emerging from behind vehicle or object .. .. 11 Pedestrian (child) playing on the roadway .. .. 3 Pedestrian walking on roadway instead of using the footpath .. 3 Pedestrian failing to keep to the side of the road when no footpath was available .. .. .. .. .. 3 Where cyclists were deemed to be mainly responsible for the accidents the six main causes were : Percentage of All Cases Where Cyclist to Blame. Failure to yield right of way .. .. .. .. 23 Inattention on the part of the rider .. .. .. .. 17 Failure to give the proper signal .. .. .. 7 Swerving negligently .. .. .. .. .. 6 Reckless emergence from another road .. .. * 6 Failure to keep left .. .. .. .. 5 The five main causes of accidents in the miscellaneous group were : Percentage of All Miscellaneous Causes. Doors opened in moving vehicle .. .. .. .. 13 Animals on roadway .. .. .. .. 9 Passengers riding in insecure positions .. .. .. 8 Miscellaneous road defects—e.g., corrugated surfaces, &c. ■ • 7 Road surfaces slippery from rain .. .. .. .. 6 Motor-cyclists.—The increase in motor-cycle accidents during the past two years is sufficient to warrant some concern. In 1948 there were 674 accidents involving motorcyclists ; in 1949 there were 776. Regard must, of course, be paid to the large number of motor-cycles being used, but the figures show that while the number of motor-cycles on the road increased by approximately 4 per cent., the number of accidents increased by 15 per cent.

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Of the 776 accidents in which motor-cyclists were involved in 1949, motor-cyclists were at fault in approximately 55 per cent, of the cases. Arrayed in order of their importance, the six main causes were : Percentage of All Motor-cycle Accidents. Failure to yield right of way .. .. .. ..19-4 Excessive speed .. .. .. .. .. ..16-0 Inattention on the part of the rider .. .. .. 9*4 Skidding .. .. .. .. .. .. 6-3 Passing or overtaking negligently .. .. .. .. 5-6 Failure to keep left .. .. .. .. .. 3-5 It is clear, therefore that the majority of motor-cycle accidents where the motorcyclists were to blame were the direct result of human failure on the part of motor-cyclists. The fact that many riders of these machines are comparatively young no doubt is an influencing element. Fifty per Cent, of motor-cyclists involved in accidents during 1949 were not more than twenty-one years of age. The conclusion is inescapable that the motor-cycle is a vehicle presenting many hazards for mature and competent riders, and for those riders who have an insufficient sense of responsibility or are of unstable temperament the danger is infinitely greater. Ages of Drivers of Vehicles. —The ages of drivers of motor-vehicles,- excluding motor-cycles, show a fairly wide variation, and it is not possible to assign a marked incidence to any particular age group. One driver involved in an accident was a child of twelve years of age who was using his parents' car without authority, two were fifteen years of age, while eight were over the age of eighty years. General. —The D'epartment maintains complete records of all accidents involving death or injury, these being based on standardized accident reports made by the police. Full use is made of punched-card statistical equipment in the tabulation and the analysis of the statistical data, and valuable assistance has been received from the Census and Statistics Department. Providing staffing conditions permit, it is proposed during the current year to undertake studies of topics, such as exposure risk and accident costs, on lines which have been followed overseas. B. NEW ZEALAND ROAD SAFETY COUNCIL Two meetings were held during the year, in June and October. The following is a brief summary of the major topics discussed : Accidents to Pre-school Age Children. —It was recommended that an intensive six months' publicity campaign be instituted to assist in reducing the number of accidents involving young children as pedestrians or as tricyclisfcs. Air-brakes on Buses.—lmmediate action was taken as the result of the Council's recommendations regarding the air-brake system on certain passenger-buses. Cycles.—Approval was given to the Department's system of cycle inspections at schools. The Council recommended that double-banking on cycles be discouraged. Recommendations were made regarding a further investigation into compulsory tail-lamps on cycles in place of reflectors. Driver-testing Clinic. —The Council recommended that the question of the establishment of a driver-testing clinic be held over pending further investigations and research. Level Crossings.-—Recommendations were made regarding warning devices, visibility, and the protective measures at railway level crossings. The Department, in co-operation with the Railways Department, is continuing with action in this regard. Marker Lights.—Following exhaustive tests, it was decided that the present blue marker lights on outsized vehicles were adequate and that no recommendation be made to change the colour of these lights.

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Pedestrian-crossings.—lt was recommended that steps be taken by certain local bodies to ensure greater observance of pedestrian-crossings both by motorists and by pedestrians. The adoption of the diamond advance warning sign before unusually sited pedestriancrossings was recommended. Wandering Stock. —A further recommendation was made pointing out the urgent need for legislative action regarding wandering stock on the roadway. C. ADULT EDUCATION IN ROAD SAFETY The publicity directed by the Department towards bad traffic habits of all classes of road-users continues to have a beneficial effect in the reduction of accidents. Analyses of the causes of these accidents suggest two basic defects. The first of these is a lack of individual appreciation of the hazards of modern traffic ; the second is a lack of understanding of traffic law, resulting in a failure to observe the rules for safety on the roads. It is in combating these defects that the programme of education is having its most powerful effect. During the year, publicity was directed through the press, radio, posters, screen slides, films, leaflets, bus advertising-panels, street advertising-cabinets, and window displays. Further copies of the Road Code were distributed and a number of local traffic safety weeks were conducted. Special attention was again paid to seasonal accident hazards —holiday periods, reopening of schools, winter conditions, and the like. Wherever practicable, publicity was co-ordinated with the work of the traffic enforcement officers, when both enforcement and publicity were concentrated against the particular hazard; thus drives were conducted against faulty brakes, faulty headlights, and ill-equipped cycles. Similar special attention was given to winter traffic conditions and to the Christmas-New Year holiday period, while at traffic safety weeks concentrated local publicity featured with an educative drive by an augmented traffic staff. Considerable good work continues to be done in the field of traffic safety by many business firms, organizations, and private individuals. In this regard I wish to make special mention of the co-operation received by the Department from the press, the National Broadcasting Service, and the Post Office. D. ROAD SAFETY INSTRUCTION IN SCHOOLS The Department supplies eight Instructors who pay periodic visits to give instruction in road safety to pupils in primary and secondary schools, both State and private. In addition, they inspect pupils' cycles for fitness, supervise and instruct school patrols, correct wrong road conduct noted before and after school hours, and give lectures to training college students, teachers' organizations, parent-teacher associations, School Committees, kindergarten teachers, and various youth and women's organizations. They also supervise the instruction given by several local-body Traffic Officers and some twenty-seven Patrol Officers of the various automobile associations who attend to the schools not regularly visited by the Department's own Instructors. The road casualties for 1948 (421 pupils, pedestrians and cyclists) showed an increase of 13 per cent, over those of the previous year. The figures for 1949 (459 pupils) disclose an increase of 9 per cent, over those for 1948 and indicate a need for greater emphasis on tuition in road safety to counteract the increased traffic hazards to school-children arising from the greater number of vehicles on the road and the growth in the school population. In Wellington and Auckland the Instructors were able to attend the local teachers' training colleges to discuss their teaching problems with the college lecturers. This service has been a great help and has been much appreciated. A precis of the discussions was sent to those Instructors who were unable to attend the training colleges.

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A conference between the Wellington post-primary Principals and the Commissioner of Transport has been held to discuss road-safety instruction in secondary schools. Safe motoring has been included in the programme for senior pupils, and for this purpose a series of films has been planned. Several of the films have already been completed by the National Film Unit. The problem of the pre-school child (8 killed and 79 injured in 1948) caused the Department considerable concern and was thoroughly discussed by the Child Education Sub-committee of the Road Safety Council. An intensive campaign to educate both parents and motorists is now under way. Kindergarten teachers, parent-teacher associations, and various women's organizations are also co-operating in the effort to prevent accidents to pre-school children. Mention must be made of the important part played in road-safety instruction by the teaching profession. Without its contribution to this vital form of education the child casualty figures, serious as they are, would be much worse. Education Boards are also giving their assistance by including in their circular letters to teachers paragraphs on road safety forwarded from this Department. School Patkols.—Some 223 school patrols are operating throughout the Dominion and are regularly visited by the various Instructors and local Traffic Officers to ensure their efficiency. Credit is due to many patrols for their competency in controlling the school crossings in city streets, where traffic conditions demand considerable judgment and vigilance. E. ENFORCEMENT OF TRAFFIC LAWS At 31st March, 1950, the strength of the uniformed traffic staff of the Transport Department was 121, the increase of 3 over 1949 being necessitated by the Department's assumption of traffic control in New Plymouth City and Gisborne Borough. By arrangement with the New Zealand Counties Association, the Department's traffic staff exercises control of traffic on all roads in 125 counties, and agreements in regard to traffic control have been entered into with some 123 urban authorities (including four cities). At the request of the local authorities concerned, control of traffic in New Plymouth City (population, 21,000) and Gisborne Borough (population, 16,500), as well as the smaller Borough of Ross, has been vested in the Department. The Tahunanui Town. District has been absorbed into Nelson City, but as both areas have for some time been controlled by this Department the only effect has been to reduce the number of local authorities subscribing for traffic control, but not the amount received. Examination of motor-drivers, included the retesting of those over seventy years of age and others who have allowed their former licences to lapse, is taking an increasing amount of time. During the year 34,673 persons were tested, and this represents an increase of more than 5,000 over the previous year. The figures for the four districts are as follows : District. Total. Auckland .. .. .. .. .. 12,012 Wellington .. .. .. .. .. 10,567 Christchurch .. .. .. .. .. 7,276 Dunedin .. .. .. .. .. 4,818 Total .. .. .. .. 34,673 In connection with the' conservation of roads and bridges, a total of 7,490 heavy motor-vehicles were weighed by means of the forty-nine sets of loadometers operated by the Department. In addition to keeping a close check on the loading of these vehicles attention has also been given to their speed. In the latter connection considerable use has been made throughout the Dominion of the micro-wave speed-measuring device

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produced at the Dominion Physical Laboratory. This instrument has been in use only for the checking of heavy motor-vehicle speeds, and in the initial stages and for a considerable period from the commencement of its operation warnings only were entered against offenders so detected. Additional to the re-examination of " accident-prone " drivers, and on the recommendation of the New Zealand Road Safety Council that all persons convicted in the Courts of the types of offences likely to cause road accidents be re-examined as to their fitness to continue to hold drivers' licences, some 174 drivers were retested. The results of this experiment tended to show, surprisingly, that lack of driving skill or of knowledge of traffic law was not the reason for the offences. Accordingly, the scheme has been modified and made applicable only to persistent offenders in the category mentioned. The volume of traffic on roads during the year has maintained a high level and races and other outdoor gatherings have attracted the usual large numbers of motorists. A further twelve patrol cars in the South Island were equipped with inter-car radio telephones, and there are now thirty-seven cars throughout the Dominion so fitted. The two-way radio continues to fulfil a valuable purpose in the control of dense traffic and in the apprehension of traffic offenders, particularly dangerous or intoxicated drivers. Previously advertised campaigns were conducted throughout the Dominion on separate occasions respectively in connection with defective brakes and insufficient or wrongly adjusted lights. Road safety requires that these items of vehicle equipment be maintained in good order, and periodic checks of this nature assist materially in keeping motor-vehicles to a reasonable high standard of efficiency. The petrol-rationing scheme continues to require supervision from the enforcement staff, principally m checking stocks and records of petrol resellers. Reports on breaches of Oil Fuel Regulations are dealt with in similar manner to traffic offence notices. F. TRAFFIC OFFENCES During the year 15,458 traffic offences were reported by Traffic Officers of the Department; 9,926 prosecutions were taken, and 5,532 offenders warned and particulars recorded. From the prosecutions conducted, 9,703 convictions were entered, 137 were dismissed, and 86 withdrawn by leave of the Court. The substantial increase of 4,342 over last year has been brought about principally by intensified enforcement of the Heavy Motor-vehicle Regulations in connection with excessive axle weights, overloading, and speedmg. Other notable increases include driver's licence, railway-crossing, and cycling offences, also excessive speed in built-up areas. Additional to the previous figures, 56,788 verbal warnings were given by Traffic Officers to various road-users for minor traffic breaches. The following schedule shows comparative figures relating to the number of traffic offences reported over the past six years :

Table G—Traffic Offences Reported

Tables 17 and 18 in the Appendix show the nature of offences resulting in convictions during the year ending 31st March, 1950, together with a summary of speeding offences for the years 1946—47 to 1949—50 inclusive.

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Year Ended 31st March, Offences Reported. Prosecuted Convicted. Dismissed. Withdrawn. Warned. Percentage of Warnings. Pines Recorded. 1946 1947 1948 1949 1950 10,650 10,123 10,217 11,116 15,458 6,467 5,456 5,303 6,222 9,926 6,288 5,303 5,171 6,073 9,703 69 80 82 88 137 110 73 50 61 86 4,183 4,667 5,914 4,894 5,532 39 46 48 44 36 £ 8,598 8,288 9,§12 10,903 16,502

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G. INSPECTION OF MOTOR-VEHICLES General. —In order to ensure a satisfactory standard of mechanical fitness, all motor-vehicles must undergo an inspection each six months for a Certificate or Warrant of Fitness. Motor-garages specially approved by the Minister of Transport and municipal testings-stations carry out the inspections of motor-vehicles for Warrants of Fitness, while examinations for Certificates of Fitness are conducted by Vehicle Inspectors of the Department. Certificates of Fitness are issued to all vehicles operating under the Transport Act and to all ancillary goods-service vehicles having a gross laden weight in excess of 2 tons (with the exception of those specifically exempt by the provisions of the Act). Examinations are of an exhaustive nature, and a high standard of efficiency is required in matters which affect the safety, health, and comfort of the travelling public. Warrants of Fitness are issued to all those vehicles which are not required by law to obtain a Certificate of Fitness. Although the inspection is not as extensive as that for a Certificate of Fitness, it does, however, cover those items which are essential for safety. At 31st March, 1950, there were 63 Vehicle Inspectors employed in the Department. Vehicles Free from Defects. —(a) Passenger-service Vehicles: Table 19 in the Appendix shows the percentage of passenger-service vehicles found to be free from defects at the time of examination. (6) Goods-service Vehicles: Of all goods-service vehicles operating under the Transport Act, 35-7 per cent, were found to be free from defects at the time of examination. The first inspection of ancillary vehicles by officers of the Transport Department was carried out early in 1949. This showed that the mechanical condition of ancillary goods-service vehicles was of a lower standard than that of the vehicles operated under transport licences. When ancillary vehicles were reinspected six months later an improvement in mechanical condition had taken place. While the standard of fitness of these vehicles is still below that of vehicles owned by transport operators, it is anticipated that a continued improvement will be effected. (c) Private Cars, &c.: Returns furnished by municipal testing-stations show that 51-3 per cent, of the vehicles tested were free from defects. Analysis of Defects. —Tables 19 to 21 in the Appendix set out an analysis of the defects found when the various types of vehicles were examined. It will be noted that, as in previous years, the main defects are in respect of steeringgear, lights, and brakes. Under the single item " steering-gear " all component parts of the steering mechanism are covered, and in many cases only minor adjustments were required to remedy the deficiency. In regard to brakes, this equipment deteriorates with use and the inspections ensure that they are brought up to a high standard of efficiency each six months. .The chief problem with headlights is that they lose their adjustment in service, and in the case of tail-lights these seem very prone to damage and electrical defects. Over the past twelve months the number of defects has shown a tendency to increase, but the defects are confined to a smaller number of vehicles. This effect is due to the age and general condition of the vehicles which are still retained in operation. In the table trolley buses are shown as being 5-4 per cent, free from defects, compared with 23-6 per cent, for omnibuses. This position arises from the fact that the trolley buses have either been in operation for a considerable number of years or else are new ones. Of the 37 trolley buses in operation to-day, 22 were placed in service during the year, and with new vehicles it is usual to find that there are many minor points which require attention when the vehicles are submitted for their initial inspection.

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Vehicles Condemned and New Vehicles Placed in Service.—During the year 2,533 passenger and goods-service vehicles were withdrawn from service, as compared with 2,573 during the previous year. In addition, 137 vehicles were condemned during the year. This figure shows an increase of 52 over that for the previous year, the increase being largely accounted for by the additional number of goods-service vehicles which were found to be in an unsatisfactory mechanical condition. The small number of vehicles which were condemned, compared with the number which were withdrawn voluntarily, reflects the Department's policy of giving operators adequate warning when vehicles are nearing the end of their economic life. Disruption of public services is thereby avoided. During the year 2,243 new passenger and goods-service vehicles were placed in service, compared with 2,067 during 1948-49. During the calendar year 1949, 8,020 new commercial vehicles and 10,056 new motor-cars were registered. Based on the number of vehicles in operation, this represents an increase of 4 per cent, for cars and 13 per cent, for trucks in their respective groups. Of the cars imported, only one-quarter were used as replacements for worn-out vehicles, and in the case of commercial vehicles only one-third were employed as replacements, the balance being absorbed by expanding services. The unsatisfactory position which exists in respect of motor-car replacements may be gauged from the fact that the number of cars in operation to-day is equal to the total importations over the past twenty-one years. The mechanical condition of motor-cars still continues to decline. The importations since the war have been less than half that for the corresponding period before the war. During the year the Department allocated 380 English cars to taxi operators whose vehicles had reached the end of their economic life. Special licences were issued to importers for the number of cars of various makes nominated by the individual taxi operators who had a case for vehicle-replacement. Purchasers were required to make formal statutory declarations not to dispose of their vehicles within twelve months of the date of delivery without authority. Number of Vehicles.—The number of passenger and goods-service vehicles in operation shows an increase of 956 over the figures for the previous year. Details of vehicles now in operation are set out in Table 22. Ownership of Vehicles. —Table 25 sets out the percentage of vehicles owned by the State, local bodies, and private enterprise. Size of Vehicles.—lnformation relating to the size of the various types of vehicles operating under the Transport Act is set out in Tables 26 to 29. REGULATION OF COMMERCIAL ROAD TRANSPORT Transport Licensing Authorities.—Road transport services are licensed by three District and four Metropolitan Licensing Authorities, the latter dealing only with passenger and taxi services in their districts. Daring 1949-50, 5,868 applications relating to 'transport licences were dealt with by all Authorities, as compared with 9,528 in the previous year —82-5 per cent, of the applications were dealt with by District and 17-5 per cent, by Metropolitan Authorities. Daring the year 7,771 temporary passenger and 12,872 temporary goods service licences were issued to meet unusual conditions and give greater flexibility to the licensing system. Survey of the Industry, 1948-49.—During the year a comprehensive statistical survey of the industry was completed. From this survey it is estimated that vehicles operating under the Transport Act ran approximately 259,000,000 miles during 1949-50, for which a revenue of over £22,000,000 was earned. The total capital invested in the industry amounted to approximately £18,000,000, representing, on the average, £2,611

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for each goods-service operator, £11,146 for each passenger-service operator (excluding New Zealand Railways Department), £2,131 per rental-car operator, and £767 per taxi operator (for cabs only). Licensees, on the average, provide approximately 76 per cent, of the capital they employ, the balance being obtained from outside sources such as bank overdraft, mortgage, &c. A. PUBLIC PASSENGER SERVICES (а) Licensing.—During the year under review 1,672 applications were dealt with by the District and Metropolitan Licensing Authorities. Seven hundred and eighty-three new licences were granted, 217 licences renewed, 348 amended, and 128 transferred. In addition 7,771 temporary licences for special occasions were issued. Of the 783 new licences granted, 638 were granted by the Auckland Metropolitan Authority permitting taxi operators to charge separate fares for the carriage of passengers to early-morning trains and race meetings. Fifty-nine new contract and sight-seeing licences were granted, the balance covering passenger-service operations over new routes. The road passengerservice facilities offered to the public continue to be extended. Details of new licences granted are set out in Table 38, while Tables 30 and 31 show the manner in which the Licencing Authorities dealt with applications relating to passenger services. (б) Financial and Operating Statistics.—General: The following table compares the activities of the three public land passenger-transportation systems in the years 1940 and 1949

Table H —Comparison of Work Undertaken by Tramways, Railways, and Licensed Road Transport in 1940 and 1949

The most significant point indicated by the table is the tremendous expansion in road transport. The revenue earned and number of passengers carried increased threefold, whereas the corresponding figures for tramways and railway show much lesser gains. The private car is the most important rival of all forms of public land passenger transportation. Financial Statistics. —Table 42 gives general statistical information for the years 1939-40, 1947-48, and 1948-49. The statistics for 1947-48 have been revised since their publication last year, as further returns for that year came to hand some time after the Dominion's figures had been compiled. The figures testify to the continued expansion of the industry during 1948-49.

25

Passenger Revenue (000's). Number of Passengers (000's). 1940. 1949. 1940. 1949. Tramways Railways Licensed Road Transport £ 1,644 2,119 1,515 £ 2,174* 2,759 4,603 155,715 24,454 36,217 191,622* 26,188 100,901 * The figures shown relate to the year ended 1947-48 and are the latest available.

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Tables 43 and 44 give the main statistics of the various groups, while Table 45 gives a more detailed analysis on a pence-per-mile basis. Referring at first to the Dominion figures, total operating-expenses per vehicle-mile increased from 19-61 d. in 1948 to 20-42 d. in 1949, and total revenue from 21-25 d. to 22-32 d. per vehicle-mile. Net profit per vehicle-mile shows an increase from l-64d. to l-90d. Passenger revenue increased from 19*35 d. to 20-63 d. per veKicle-mile, while a small increase was shown in other cartage and a small decrease in miscellaneous revenue, but the variations in the latter two items are of little importance. Increased passenger revenue is due to increased seating-capacity of vehicles, improved efficiency, and, in part, to increased fares. During the year the average load per trip increased from 20 to 21. The net results of operation as disclosed by the profits earned and losses sustained show that local and suburban services in Group 1 made a profit of 2*77 d. per vehicle-mile, but in Groups 5 and 7 losses of l*73d. and 3*2ld. per vehicle-mile respectively were made. During 1949 the Transport Charges Committee, after reviewing the financial position, approved increases in fares to the local bodies operating the services in Auckland, Wellington, Christchurch, and Dunedin. With the exception of Christchurch, where the changes in the fare schedule were of a minor nature only, it can be expected that the position at the end of the current financial year will show an improvement as a result of these increases. B. TAXICAB SERVICES (a) Licensing.—During the year 861 applications were dealt with by the various authorities—s4 new licences were granted, 32 licences amended, 320 renewed, and 219 transferred. Tables 32 and 33 set out the manner in which the Licensing Authorities dealt with the applications lodged during the year. As at 31st March there were 2,210 cab authorities on issue to the various operators in the Dominion. This is an increase of 46 cab authorities over the previous year. (b) Financial and Operating Statistics, 1948-49.—Tables 47 to 55 detail financial and general statistics for the taxi industry in the Dominion, comparing the position in 1940 with that in 1949. General: The taxi industry fulfils an important part in the transportation facilities of the country. The rapid expansion of the popularity of travel by motor-vehicle has been accompanied by a steady increase in the numbers of people using taxis, and the industry is now an established one. Financial Statistics : Table 47 shows the over-all figures for the Dominion for the year ended 31st March, 1949. Comparable figures for previous years are not available, but estimates of the position as at 31st March, 1940, have been made and certain broad general conclusions can be drawn. The total annual mileage of 52,000,000 represents an increase of nearly 80 per cent, over the pre-war figure, and total costs, excluding drawings and wages, 60 per cent. The Dominion figures on the basis of cab-miles are shown in Table 52 and portray the position more clearly. Total costs per vehicle-mile increased by 61 per cent., total revenue by 76 per cent. The increase in profit and wages per vehicle-mile—-1949 over 1940—is 97 per cent. It can be said with some confidence that the financial position of the industry has shown a marked improvement during the years which have passed since 1940, and the average operator is now in a position to earn a good living. Tables 48 to 52 inclusive set out in detail average operating-costs, revenue, and profit per cab for operators in the four main cities and the four licensing districts. The ability of the industry to give operators a reasonable living is portrayed clearly. Profit and wages per vehicle, including the value of the vehicle to the owner for his private use, vary from £662 to £740 per vehicle, or, on a vehicle-mileage basis, from 5.92 d. to 6.87 d. per vehicle-mile.

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(c) Distribution of Taxis.—Table 53 gives a general idea of the numbers of taxis in the four main centres. On a population basis, Auckland appears to be in the best position and Christchurch in the worst. The apparent disparity in the taxi-supply, however, is affected by various considerations such as the spread of the city, the efficiency of the train, omnibus, and suburban tram services, and in Christchurch by the use of the bicycle. Table 54 gives the distribution on a population basis of taxis in areas other than the four main city areas. The wide variation on this basis is most apparent, but the population aspect cannot be considered alone. Further factors which have to be taken into account, particularly in the small towns, are the occupations of the workers in the towns, the distance of large centres, such as factories and coal-mines, from the towns, and the topography of the country. Table 55 amplifies the information of Table 54, and shows clearly that what can be termed the " one taxi " town is very common. Of 407 towns included in the table, 229, or 56 per cent., had only one taxi each. A further 72, or 18 per cent., had two taxis. Of the total of 407 towns, 41, or 10 per cent., each had more than five vehicles. No conclusion can be drawn from the tables regarding the adequacy of the supply of taxis. The ratio of vehicles to population, while it is useful as a broad general guide, must be supplemented by other information. C. RENTAL VEHICLE SERVICES (a) Licensing.—The District Authorities dealt with 261 applications relating to rental vehicles during the year —67 new licences were granted, 78 licences were renewed, 50 amended, and 24 transferred. Tables 34 and 35 set out the manner in which applications relating to rental vehicles were dealt with. The operators now have authority to operate 1,298 cars, as compared with 1,210 last year. By Amendment No. 1 to the Rental Vehicle Regulations 1949 the definition of " rental vehicle " was extended to include all types of motor-vehicles. Under the terms of this regulation 23 licences were issued to operators to hire out 111 trucks, while existing rental-car operators obtained licences to hire out 82 trucks in addition to their existing fleets of rental cars. In addition, authority has been given to operate 24 trailers. The 193 " trucks " are made up as follows : 127 trucks, 19 vans, 11 station wagons, 1 motor-caravan, 33 trailer caravans, 2 horse-floats ; total, 193. (b) Financial and Operating Statistics, 1948-49.—General: Rental-car firms fall into two groups : (a), which are exclusively rental-car businesses ; (6), businesses in which other activities are combined with rental-car work. The number of businesses in which rental-car work is supplemented by other business is fairly considerable. The hiring of rental cars is, for example, often efficiently combined with a garage business. Financial Statistics : Table 56 shows the estimated total figures for the Dominion for the years 1948 and 1949. Although due allowance has been made for the vehicles of all firms employed in the industry, it has been necessary to compute the total figures on the basis of the costs and revenue per vehicle-mile of those firms which are engaged exclusively in rental-car work. It has been found impossible to ascertain with any degree of accuracy the actual costs and revenue in respect of those businesses which combine garage or other forms of business with rental-car work. Table 57 gives the average figures per vehicle owned and usefully employed, and also the average figures on a vehicle-mile basis for firms engaged solely in rental-car work. It will be noted that the cost of petrol is only 0-12 d. per vehicle-mile. Only petrol used in checking and testing the vehicles has been included, all petrol used while the vehicle was actually on hire having been paid for by the customer.

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On an average mileage per vehicle owned of 12,304, the profit per vehicle was £B6. If only vehicles usefully employed are considered, the profit per vehicle was £95. On a vehicle-mile basis the profit was l-67d. (c) Distribution of Rental Cars. —Tables 58 to 60 show the distribution of the vehicles in the four main centres, secondary towns, townships, &c. Of the four main cities, Wellington has the most rental cars in relation to population and Christchurch the least. As in the case of taxis, population alone is a very general guide only and is subject to important qualifications. Table 61, showing the distribution of vehicles by firms, portrays quite clearly the importance of the small firms in the rental-car industry. Approximately 40 per cent, of the vehicles are owned by firms each having not more than seven vehicles. Approximately 25 per cent, of the vehicles are owned by firms each operating twenty or more vehicles. There is no clearly defined line of demarcation between the firms engaged solely in rental-car hiring and those which combine it with other work. Some of the firms performing exclusively rental-car work own only three or four vehicles ; on the other hand, there are a few firms operating ten or more vehicles, and some of these firms combine other forms of business with the hiring of rental cars. General: The future demand for rental cars will depend largely upon the availability of new cars, the general state of prosperity, and the standard of service which can be given by other forms of transport. D. GOODS SERVICES (a) Licensing.—During the year ended 31st March, 1950, the District Licensing Authorities dealt with 3,072 applications relating to goods services—337 new goodsservice licences were granted, 1,008 licences renewed, 795 amended, and 481 licences transferred. Full details of the manner in which applications relating to goods services have been dealt with are set out in Tables 36 and 37. (b) Financial and Operating Statistics, 1948-49.—Tables 62 to 69 in the Appendix detail financial and traffic statistics for licensed goods services in the Dominion for the year ended 31st March, 1949. General: While the railways retain their superiority in the field of heavy-goods transport, particularly for low-rated commodities over long distances, the goods road transport industry is now indispensable in the economy of the country. Table I shows comparative figures for the classification in percentage form of the relative positions occupied by the various forms of road transport: —

Table I—Capital Invested in Railways, Tramways, and Road Transport as at 31st March

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— 1929. 1949. Per Cent. Per Cent. Railways .. .. 46-48 22-16 Tramways 2-72 1-71 Roads and motor transport 50-80 74-42 Air 1-71 100-00 100-00

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The figures outline sharply the great increase in the relative position of road transport which has taken place during the past twenty years. Road transport in its varied forms has increased its importance relative to railways during the twenty years 1929 to 1949, and the indications are that this trend will continue. Groivth of the Industry ; The following table shows the heavy and light trucks licensed for pre-war and post-war years :

Table J —Heavy and Light Trucks Licensed as at 31st March Under Motor-vehicles Act, 1924

While there has been a spectacular increase in the numbers of heavy and light trucks on the road, the number of vehicles carrying " goods " for reward has shown a smaller but nevertheless important increase, as will be seen from the following table (Table K) —

Table K —Goods-service Vehicles Licensed under Transport Licensing Act, 1931, as at 31st March

The figures in Table K indicate that there has been a considerable increase in licensed road transport since 1940. The Transport Licensing Act, 1931, now incorporated in the Transport Act, 1949, while limiting new entrants to the industry, has not prevented expansion to meet the needs of the increased volume of production which has been such a marked feature of the post-war years. Dominion Total Figures—Trends ; Table 62 shows the total figures for cost, revenue' vehicle-miles, &c., for the goods-service industry. These figures have been computed from large sample figures, and are considered to give a reasonable picture of the industry as a whole. They cover all services, including public works and mail contracts.

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• —- 1940. 1949. Percentage Increase. Heavy trucks Light trucks 18,824 22,043 32,637 41,168 73-4 86-8 1 40,867 73,805 80-6

— 1940. 1949. 1 Percentage Increase. No. 1 District No. 2 District Nos. 3 and 5 Districts No. 4 District 3,150 2,951 1,719 914 4,374 3,734 1,845 1,475 38-9 26-5 7-3 61-4 8,734 11,428 30-8

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The year 1940 was the last one for which goods-service statistics were compiled, and it is thus not possible to discuss in detail the trends of the war and post-war years. The total vehicle-miles, 143,584,000, show an increase of 20 per cent, over the estimated figure of 120,000,000 for the year 1939-40. One development effectively precludes any real comparison with the figures for earlier years. During the financial year 1939-40 town carriers were bought under the provisions of the Transport Licensing Act, and the returns of these operators are now included in the Dominion total. The net effect of this has been the expansion of the capital, revenue, mileage, and cost figures because of the additional operators included. On the other hand, the average mileage per vehicle, 12,881, shows a decrease of approximately 4 per cent, over the 1939-40 figures, this being a reflection of the lower average mileage run by the town carriers who are now included. On an average, the typical town carrier runs 8,000 to 10,000 miles per vehicle annually, against the 13,000 or 14,000 miles of the area operator. The figures show that the total profit earning-capacity of the industry has been well maintained. Total costs per vehicle averaged £1,107, total revenue per vehicle £1,312, and profit per vehicle £205. The statistics indicate that a large proportion of the goods-transport work of the country is in the hands of small operators, a small operator in this sense being one owning one, two, or three vehicles. This point is discussed more fully in the section relating to vehicles. (c) Vehicles.—Table 68 gives a percentage distribution of vehicles in use on goods services in the Dominion. In general, approximately 50 per cent, of the vehicles are less than three years old, while approximately 12 per cent, are more than ten years old. The figures show that operators have made considerable progress in the modernization of their fleets, and the proportion of what, for most purposes, can be termed "over-age" vehicles is not excessive. The considerably higher prices of new vehicles and their reflection in the prices of second-hand vehicles has caused an increase in the amount of capital required by the average operator. Table 69 shows the distribution of vehicles amongst firms. Fifty-one per cent, of the vehicles are owned by firms each operating one to three vehicles, while 7 per cent, are owned by firms each operating sixteen or more vehicles. During the last thirteen years there has been a definite increase in the size of the vehicles used. In 1935, vehicles in Heavy Traffic Classes Ato F inclusive comprised 59 per cent, of the total vehicles licensed, those in Classes G to L 37-2 per cent, of the total. The latest over-all figures (1949) show that the percentage in Classes AtoF is now only approximately 9 per cent, while the 1949 figure for Classes G- to L is more than 60 per cent. The tendency is for the older vehicles to be replaced by newer and heavier vehicles which have distinct advantages in goods transport operation, offering as they do the possibility of such benefits as increased range of operation, lower costs per ton-mile, and a saving in dead mileage. The indications are that the trend towards the use of heavier vehicles, particularly by town and area operators, will continue. General. —The information set out in this statistical survey indicates clearly the position of importance that the motor-vehicle now holds in the sphere of goods transport. The great flexibility of the motor-vehicle is now widely recognized. The road freightcarrying business is composed largely of small units, and all its activities during the year have been characterized by individual initiative and enterprise, which have been reflected in its growth and service to the public.

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E. HARBOUR-FERRY SERVICES By the Transport (Auckland Harbour-ferry Services) Order 1949 the Auckland Harbour was declared a harbour-ferry service district, and services operating for the carriage of goods and passengers were brought under the provisions of the Transport Act. F. APPEALS One hundred and eighty appeals were lodged against the decisions of the District and Metropolitan Licensing Authorities during the year ended 31st March, 1950. Of these, 74 related to goods, 59 to passenger, 39 to taxi, 7 to rental, and 1 to harbour-ferry service decisions. This represents 1 appeal for every 30 decisions of the Licensing Authorities. The Appeal Authority reversed or modified the decisions of the Licensing Authorities in 72 cases, this representing approximately 41 per cent, of the cases reviewed. Details of the manner in which appeals against the decisions of the Licensing Authorities were dealt with are set out in Table 39. G. REHABILITATION Of the 8,432 licences current as at 31st March, 1950, 3,998, or 47*4 per cent., were held by ex-servicemen. In addition, many ex-serviceman are beneficially interested as shareholders in limited companies operating transport businesses. Because of the relatively small amount of capital required, the taxi industry has proved particularly satisfactory as a means of rehabilitation, 69-5 per cent, of all taxi licences being held by ex-servicemen. The next most fruitful source of rehabilitation has been the goods-service industry, in which 49*7 per cent, of the licences are held by ex-servicemen. Tables 40 and 41 set out details of licences acquired by ex-servicemen during the year, together with the distribution of licences of each type held by ex-servicemen as compared with total licences in each of the licensing districts throughout the Dominion. H. FIXATION OF FARES AND CHARGES The power to fix and review fares and charges for harbour-ferry services, tramways, and licensed road services is vested in the Transport Charges Committee, interested parties having the right of appealing to the Transport Charges Appeal Authority against any decision of the Charges Committee. Since it was constituted in January, 1949, the Committee has dealt with 127 applications, in addition to revising 4 area cartage rates schedules. Of the applications heard* and disposed of by the Committee, 5 related to tramways and 2 to harbour-ferry services. Thirty appeals, of which 12 were withdrawn, have been lodged against the decisions of the Transport Charges Committee. Excluding withdrawals, this represents approximately 1 appeal for every 6 final decisions. In the 16 cases dealt with by the Appeal Authority, the decision of the Committee has been reversed or modified in 12 instances. Tables 70 to 75 set out the manner in which applications relating to fares and charges have been disposed of by the Transport Charges Committee and the Charges Appeal Authority.

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I. COMPARISON OF PRESENT-DAY WITH PRE-WAR COSTS In the table set out below a comparison has been made between the estimated costs of operating a Heavy Traffic Class I truck as at 31st March, 1939, 1949, and 1950. For the purposes of comparison it has been assumed that the vehicles run 14,600 miles a year and are identical in all respects, save that the cost of a new truck (less tyres) amounted to £306 in 1939, £715 in 1949, and £750 in 1950.

Table L—Estimated Cost of Operating a Class I Truck as at 31st March, 1939, 1949, and 1950

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Item. Estimated Costs as at 31st March, 1939. Estimated Costs as at 31st March, 1949. Estimated Costs as at 31st March, 1950. Item Cost. Percentage of Total. Item Cost. Percentage of Total. Item Cost. Percentage of Total. Running-expenses— Petrol Oil .. .. Tires Repairs Total, running-expenses .. Standing charges— Licence fees Insurance .. Garage fees Wages Depreciation Total, standing charges Overhead charges— Management Office salaries Office rent Printing and stationery Postages Telephones and tolls Accounting, audit, and legal Trade subscriptions General expenses Contingencies Interest on capital # Total, overhead charges .. Total cost Running-expenses per mile Standing charges per mile Overhead charges per mile Total expenses, per mile .. £ 168 10 61 82 21-13 1-27 7-67 10-31 £ 233 15 91 127 19-95 1-28 7-79 10-87 £ 233 15 84 133 19-22 1-24 6-93 10-97 321 40-38 466 39-89 465 38-36 37 9 13 279 30 4-65 1-13 1-64 35-09 3-77 37 13 13 433 70 3-17 1-11 1-11 37-07 5-99 38 14 13 468 75 3-14 1-15 1-07 38-61 6-19 368 46-28 566 48-45 608 50-16 40 20 5 4 3 5 2 2 5 5 15 5-03 2-52 0-63 0-50 0-38 0-63 0-25 0-25 0-63 0-63 1-89 50 25 5 5 5 5 2 2 5 5 27 4-28 2-14 0-43 0-43 0-43 0-43 0-17 0-17 0-43 0-43 2-32 50 25 5 5 5 5 2 2 5 5 30 4-13 •2-06 0-41 0-41 0-41 0-41 0-17 0-17 0-41 0-41 2-49 106 13-34 136 11-66 139 11-48 795 100-00 1,168 100-00 1,212 100-00 d 5-1 6-( 1-' 28 )5 74 d. 7-66 9-30 2-24 d 264 99 28 13 07 19-20 19-91

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In estimating overhead expenses the conventions adopted by the Goods Service Charges Tribunal have been used. The relatively static nature of the running-expenses is due to the reduction in tire prices and an increase in mechanics' wages affecting repairs and maintenance. Standing charges have increased as a result of amendments to the Motor-drivers award. J. TRANSPORT CO-ORDINATION COUNCIL The Transport Act, 1949, established a Co-ordination Council for the purpose of ma.Vmg inquiries into any matters relating to public transport referred to it by the Hon. the Minister of Transport, or which it, itself, considered warranted investigation Reports and recommendations resulting from these inquiries were to be forwarded to the Hon. the Minister of Transport. The Council consisted of the following members Mr. G. L. Laurenson, Commissioner of Transport (Chairman). Mr. F. W. Aickin, General Manager, New Zealand Railways Department. Mr. W. C. Smith, Secretary to the Marine Department. Mr. J. Cummings, Commissioner of Police. Sir Leonard Isitt, Chairman of Directors, National Airways Corporation. Captain S. Holm, Wellington, Shipowners' Federation. Mr. L. B. Hutton, Wellington, local authorities and public bodies who are owners of transport. Mr. F. G. Tebay, Napier, private owners of passenger transport services. Mr. C. J. Mahon, Auckland, private owners of goods transport services. Mr. J. C. Adams, Wellington, Federated Farmers of New Zealand (Inc.). Mr. J. A. Barton, Frankton Junction, railway workers' organizations. Mr. F. P. Walsh, maritime workers' organizations. Mr. P. S. Hanson, Wellington Tramways Union. Mr. A. C. Melville, Wellington Drivers' Union. Mr. W. W. Hynes, Palmerston North, persons employed in the Air transport industry. The inaugural meeting of the Council was held on 28th September, 1949, consideration being given to the question of long-distance road passenger services, the responsibility of taxi companies regarding hirings requested by telephone, and the best means of achieving the objectives relating to transport regulation set out in section 36 of the Transport Act, 1949. Three sub-committees were set up to investigate in detail specific aspects of the problems under consideration. RETAIL DELIVERY SERVICES During the year adequate petrol has been made avilable for retail delivery services and every assistance has been offered to further the expansion of these facilities. An improvement in retail delivery services available to the public, particularly in rural areas, has been effected during the year.

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AID FOR BRITAIN : PETROL RATIONING The petrol allowance for private cars, which was based on the following scale, remained unchanged during the year. Horse-power. Monthly Ration. Under 9-5 h.p. .. .. .. 6 gallons. 9-5 to 14-5 h.p. .. .. .. 9 gallons. Over 14-5 h.p. .. .. .. .. 12 gallons. During the three months commencing December, 1949, coupons Nos. 16, 17, and 18 were made available at double their face value. All coupons are now negotiable during three-monthly periods. As a result of petrol rationing, it is estimated that a saving of 8,000,000 gallons was effected during the year. CHANGES IN TRANSPORT LAW DURING THE YEAR Consolidation of Legislation.—A noteworthy event during the year was the consolidation of all transport legislation in the Transport Act, 1949. The result was that fourteen Acts and five regulations were consolidated into one statute, and numerous sections relating to road transport in other Acts were brought into their proper place. The majority of the amendments were of a drafting nature only, but the following are new matters worthy of mention : (a) Section 17 includes provision making it an offence to apply for registration of a motor-vehicle which has already been registered. (b) Section 26 includes a new provision which applies this change-of-ownership section to cases when a vehicle is repossessed under a hire-purchase agreement. The notice of transfer then requires to be given by the vendor under the agreement. (c) Section 37 provides that exemption of ambulances from speed-limits applies only when the ambulance is fitted with a siren or bell. (d) In the transport licensing sections, what were formerly regulations for including goods services in the licensing control have now been brought in as legislation, and the former controlled areas are termed " goods-service districts." (e) In section 99, defining the proper Licensing Authority to deal with licences, the Minister is given greater scope than formerly for the appointment of the Licensing Authorities, and for delegation to them of the licensing powers. (/) In general, where notice of sittings is provided for, fourteen clear days' notice is now substituted for seven clear days' notice. (g) In section 110, provision is made for harbour-ferry licences to have a duration of ten years. Regulations.—The following new regulations were passed : Heavy Motor-vehicle Regulations 1940, Amendment No. 7 (Serial No. 1949/52). — This effected changes in road classification provisions, and also increased the maximum speed for buses and service cars to 40 m.p.h. Motor-vehicles Insurance (Third-party Risks) Regulations 1949, Amendment No. 8 - (Serial No. 1949/59). —This effected the annual review of third-party insurance premiums. Transport (Harbour-ferry Services) Applied Provisions Order 1949 (Serial No. 1949/61). —This applied the transport licensing provisions to harbour-ferry services in Auckland Harbour.

34

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Harbour-ferry Service Regulations 1949 (Serial No. 1949/62). —This provided for the procedure in regard to applications, &c., re harbour-ferry services. Heavy Motor-vehicle Regulations 1940, Amendment No.. 8 (Serial No. 1949/68). — This effected minor changes in two heavy traffic districts. Traffic (Road-crossing) Regulations 1944, Amendment No. 2 (Serial No. 1949/75). — This made provision relating to poles for pedestrian-crossings. Goods-service Vehicle (Constructional) Regulations 1936, Amendment No. 1 (Serial No. 1949/76). —These effected some alterations to the constructional requirements for goods-service vehicles. Transport (Harbour-ferry Services) Applied Provisions Order 1949, Amendment No. 1 (Serial No. 1949/91). —This effected a change to the above-mentioned Serial No. 1949/61 relating to Auckland harbour-ferry services. Transport (Passenger) Order 1936, Amendment No. 4 (Serial No. 1949/100). — This effected minor changes to the No. 1 Transport District. Motor-vehicles (Licensing Fees Exemption) Regulations 1948 (Serial No. 1948/208). — These regulations amended and replaced those previously in force relating to exemptions from annual licence fees for mo tor-vehicles. Motor-vehicles (Registration and Licensing) Regulations 1949 (Serial No. 1949/170). — These regulations amended and replaced those formerly in force relating to registration and licensing of motor-vehicles, a feature being that they authorize the permanent alternative of a licensed label system instead of an annual change of registration plate. Transport (Allowances) Regulations 1949 (Serial No. 1949/183). —These regulations relate to the annual and travelling allowances for Transport Licensing Authorities. Transport (Vehicular Traffic Road Closure) Regulations 1949 (Serial No. 1949/185). — These regulations supplement the existing powers of municipalities to close roads for various functions, and also authorize other local bodies to do so, subject to the procedure as set out in the regulations. Heavy Motor-vehicle Regulations 1950 (Serial No. 1950/26). —These constitute a consolidation of the previously existing regulations, together with amendments, the chief of which relates to classification of roads for heavy traffic. Transport Licensing Regulations 1950 (Serial No. 1950/28). —These regulations are a consolidation of all the former regulations (except for those relating to rental cars) dealing with the licensing of passenger and goods services. APPRECIATION It is desired to place on record the thanks of the Department for the willing and helpful co-operation afforded by the many transport and other organizations and local authorities with which the Department came in contact during the year. Particular mention is made of the New Zealand Road Transport Alliance, the New Zealand Carriers' Federation, the New Zealand Passenger-services Federation, the New Zealand Omnibus Proprietors' Association, the New Zealand Taxi-proprietors' Association, the New Zealand Rental Car Proprietors' Association, the Drivers' Union, the North and South Island Motor Unions, the New Zealand Retail Motor Trade Association, the New Zealand Federated Farmers, the New Zealand Shipowners' Federation, the Associated Chambers of Commerce, the Municipal Association of New Zealand, and the New Zealand Counties' Association. I wish to express my thanks to all officers for their willing co-operation in carrying out the duties of the Department.

2*

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36

Table 1—Number of Motor-vehicles Licensed as at 31st March, 1950, Under the Motor-vehicles Act, 1924, According to Postal Districts

i 111 f«l ,1 s | li 1 | Postal District. 5 ■? g«p fl a g* g 3 g£ . | ta S -§ b »f § S a „• ® g g 5fl»og S i -a A 111 J | "§ 1 1 I | 1" 1 % MPh O H ;» | H A H! OAS H North Island Whangarei .. .. 6,991 25 21 2,007 1,383 177 64 80 46 1,031 53 1,222 237 2 609 13,948 Auckland .. .. 44,622 219 76 6,154 5,337 216 406 454 53 5,417 299 2,299 1,655 19 4,479 71,705 Thames .. .. 8,719 49 4 2,152 1,558 77 42 72 23 1,526 69 1,608 149 4 626 16,678 Hamilton .. .. 20,581 130 22 4,536 3,764 259 135 198 96 3,775 166 2,912 1,340 5 1,537 39,456 Gisborne .. ..4,496 16 2 1,148 777 100 40 60 24 645 38 664 247 2 461 8,720 S api ™ • • ■■ 10,774 60 7 2,644 1,883 152 55 74 35 1,501 67 1,126 328 2 804 19,512 New Plymouth .. .. 10,984 73 8 2,345 2,170 101 29 53 18 1,098 89 1,853 169 5 781 19,776 Wanganui .. .. 7,619 36 9 1,777 1,358 78 12 56 34 997 50 803 223 2 686 13,740 Palmerston North .. 13,540 41 6 2,718 1,921 109 56 67 36 2,140 84 1,436 529 4 1,106 23,793 Masterton .. .. 4,744 10 3 1,190 996 76 14 24 9 720 27 643 8 2 267 8,733 Wellington .. .. 23,656 157 7 3,253 2,827 151 226 304 55 2,267 226 621 1,942 8 2,136 37,836 Total, North Island .. 156,726 816 165 29,924 23,974 1,496 1,079 1,442 429 21,117 1,168 15,187 6,827 -55 13,492 273,897 South Island Blenheim .. .. 2,399 13 3 667 364 31 9 25 5 488 22 612 83 .. 221 4,942 £ r els ? n •• 4,965 33 13 1,356 878 58 29 39 52 766 26 752 358 2 457 9,784 W estport .. .. 693 4 3 206 172 19 17 6 9 62 4 49 92 80 1,416 Greymouth .. ..2,188 12 8 582 478 46 36 29 23 226 12 127 199 .. 281 4,247 Christchurch .. .. 32,194 129 45 4,014 3,713 180 143 169 65 4,932 206 4,164 1,515 12 3,197 54,678 Timaru .. .. 6,706 113 5 1,326 783 59 15 36 23 1,187 51 1,344 111 1 407 12,107 Oamaru .. .. 2,621 .. ; 594 395 22 7 16 423 21 450 25 1 151 4,726 Dunedm .. .. 14,391 49 22 2,445 1,890 161 106 178 50 1,842 84 2,069 489 4 1,660 25,440 Invercargill .. .. 10,929 31 2| 2,072 1,793 153 53 81 33 1,817 57 3,803 450 5 787 22,066 Total, South Island .. 77,086 384 101 | 13,262 10,466 729 415 579 260 11,743 483 | 13,370 3,322 25 7,241 139,466 Total, New Zealand .. 233,812 1,200 266 1 43,186 34,440 2,225 1,494 2,021 689 32,860 1,651 28,557 10,149 80 20,733 413,363 1 |

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Table 2—Number of Motor-vehicles Licensed as at 31st March, 1939 to 1950, Inclusive

37

1 Loral-body Cars Trucks, Trucks Taxis and ot,her P and ie Dealers Sfr K A S « G= ' TrailerS ' 1)ealers - °y cles - Dealers. 2 tons t J?™ Cars " buses " hire Cars ' From Vehicles. truck8. Trailers). Laden. Garten. Cars> Licence Fees. 1939 .. .. 212,566 1,953 21,109 150 27,794 21,393 659 691 1,695* 782* 4,650 3,492 9,345 1,652 298,586 1940 .. .. 219,938 1,861 19,201 145 27,639 21,559 622 754 1,777 564 5,873 4,290 11,518 1,785 306,008 1941 .. .. 215,516 1,343 18,276 103 27,197 21,280 579 747 1,675 577 6,401 4,713 13,120 1,560 299,967 1942 .. .. 207,353 1,021 16,098 71 26,456 20,527 561 785 1,709 523 6,933 8,958f 13,438 1,360 292,355 1943 .. .. 194,715 741 16,459 43 26,456 19,433 560 817 1,889 487 7,073 16,572f 12,105 1,285 286,530 1944 .. .. 199,379 721 12,479 47 27,054 19,928 550 862 1,987 500 7,430 4,687 15,059 1,454 277,078 1945 .. .. 198,629 789 13,624 43 28,616 21,985 572 932 2,005 501 9,611 5,207 17,064 1,576 284,090 1946 .. .. 200,492 933 16,110 57 30,435 23,499 595 1,025 2,113 546 11,903 5,814 20,031 1,947 295,469 1947 .. .. 201,155 1,282 17,634 65 33,134 25,375 637 1,133 2,147 828 14,451 8,296 22,788 1,997 308,134 1948 .. .. 216,450 1,421 18,995 71 36,591 28,839 679 1,267 2,231 1,047 17,549 8,455 25,254 2,100 335,695 1949 .. .. 225,093 1,614 19,914 75 40,536 31,823 692 1,397 2,209 1,056 22,009 ,9,062 29,293 2,182 357,662 1950 .. .. 233,812 1,651 20,733 80 43,186 34,440 689 1,494 2,287 1,200 28,557 10,149 32,860 2,225 380,503 i * Private-hire cars are included under " Kental Cars " for the 1939 licensing year. Separate figures not available. f Includes Armed Services vehicles which were not subsequently relicensed.

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Table 3 —Taxation of Motor-vehicles —Annual Yield for the Years Ended 31st March, 1939, 1948, and 1949: (a) Customs Duties on Motor-vehicles and Parts; (6) Tire-tax; (c) Motor-spirits Tax; (d) Fees, etc., Under the Motor-vehicles Act, 1924; (e) Heavy Traffic Fees; (f) Drivers' Licences; and (g) Mileage Tax

* Calendar year ended 31st. December, 1938. (a) Estimated, and includes primage and surtax on vehicles and parts and tax on tires attached to vehicles or parts. The figures in columns (b), (c), (d), and (g) have been supplied by Treasury. Those in column (a) are estimates supplied by the Customs Department, and those in-columns (e) and (/) are estimates computed by this Department.

Table 4—Classification of Roads as at 31st March, 1950 (a) Classification of All Rural Roads at 31st March, 1950

38

Year Ended 81st March, Customs Duties in Respect of Motorvehicles and Parts, (a) Tire-tax. <&> Motor-spirits Tax. (c) Fees, &c., Under Motorvehicles Act, 1924. (d) Heavy Traffic Fees (as Collected by Local Bodies). («) Drivers' Licence Fees (as Collected by Local Bodies). (/) Mileage-tax and Miscellaneous. (?) Total, (ft) £(000) £(000) £(000) £(000) £(000) £(000) £(000) £(009) 1939 924-3* 167-9 4,132-4 612-4 346-9 91-1 13-5 6,288-5 1948 1,662-0 246-9 5,930-0 768-9 572-6 112-5 31-9 9,324-8 1949 672-0 241-1 6,661-6 736-4 675-2 117-8 37-3 9,141-4

Area. Total Formed Roads. Class III. Class IV. Class V. Total Classification. North Island South Island 26,863 22,310 • 5,504 6,700 10,491 2,521 1,832 278 17,827 9,499 Totals 49,173 12,204 13,012 2,110 27,326

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(b) Classification of Main Highways (Rural Sections) at 31st March, 1950

(c) Classification of State Highways (Rural Sections) at 31st March, 1950

Table 5—Annual Expenditure Upon Roads, Streets, and Bridges During the Years Ended 31st March, 1946 to 1948, Inclusive

39

Area. Main Highways. Class m. Class IV. Class Y. Total Classification. North Island South Island 6,819 5,480 3,300 4,616 3,144 153 185 42 6,629 4,811 Totals 12,299 7,916 3,297 227 11,440

Area. State Highways. Class III. Class IV. Class V. Total. Classification. North Island 2,966 1,533 1,262 80 2,875 South Island 2,150 1,925 48 10 1,983 Totals 5,116 3,458 1,310 90 4,858

Item. 1945-46. 1946-47. 1947-48. Maintenance— Main highways Urban roads and streets Other roads £ 1,858,556 570,321 1,581,970 £ 2,243,521 611,391 1,747,900 £ 2,911,855 683,668 1,770,092 Total 4,010,847 4,602,812 5,365,615 Construction— Main highways Urban roads and streets Other roads 363,249 578,419 295,347 883,734 628,404 376,052 1,831,617 740,799 516,044 Total 1,237,015 1,888,190 3,088,460 Interest and sinking fund charges— Main highways Urban roads and streets Other roads 717,536 723,237 914,997 562,951 641,841 1,183,039 561,852 662,230 1,169,108 Totals 2,355,770 2,387,831 2,393,190 Grand total 7,603,632 8,878,833 10,847,265

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Table 6—Sources of Revenue From Which Moneys Were Expended Upon Roads, Streets, and Bridges During the Years Ended 31st March, 1946 to 1948, Inclusive

Table 7—Approximate Percentage of the Five Main Sources of Money Expended Annually on All Roads During the Years Ended 31st March, 1946 to 1948

40

Item. 1945-46. 1946-47. | | 1947-48. 1 Highways— Loans Local rates Employment Promotion Fund General taxation Motor-taxation £ 342,846 400,128 538,756 1,657,611 £ 841,652 510,969 359 j 559 1,978,026 £ 1,744,397 542,793 397,065 2,621,069 Totals 2,939,341 3,690,206 5,305,324 Urban roads— Loans Local rates Employment Promotion Fund General taxation Motor-taxation 33,084 1,402,841 26,343 409,709 48,168 1,309,202 19,440 504^826 77,456 1,438,575 570j 666 Totals 1,871,977 1,881,636 2,086,697 Other roads— Loans Local rates Employment Promotion Fund General taxation Motor-taxation 192,524 1,258,255 23,531 914,137 403,867 239,538 1,342,232 17,661 1,282,879 424,681 343,191 1,367,303 17,394 1,245,223 482,133 Totals 2,792,314 3,306,991 3,455,244 All roads— Loans Local rates Employment Promotion Fund General taxation Motor-taxation 568,454 3,061,224 49,874 1,452,893 2,471,187 1,129,358 3,162,403 37,101 1,642,438 2,907,533 2,165,044 3,348,671 17,394 1,642,288 3,673,868 Totals 1 7,603,632 8,878,833 10,847,265 The item " general taxation " covers the sources of revenue other than receipts by way of loan , local rates, Employment Promotion Fund, and motor-taxation. " Motor-taxation " includes receipts from motor-drivers' licences and heavy-traffic fees.

Item. 1945-46. 1946-47. 1947-48. Loan Local rates Employment Promotion Fund General taxation Motor-taxation Per Cent. 7-5 40-2 0-7 19-1 32-5 Per Cent. 12-7 35-6 0-4 18-5 32-8 Per Cent. 19-9 30-9 0-2 15-1 33-9 Total 100-0 100-0 100-0

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Table 8—Annual Charges Per Mile on Roads and Streets

41

Year ended 31st March, Length of Formed Roads. Annual Charges per Mile of Road. Maintenance. Interest and Loan Charges. Total. (a) Main Highways £ £ £ 1946 12,104 154 59 213 1947 .. 12,104 185 47 232 1948 12,094 241 46 287 (b) Urban Roads and Streets 1946 4,325 132 167 299 1947 .. 4,302 142 149 291 1948 4,445 154 149 303 l Other Roads 1946 37,364 42 24 66 1947 .. 37,249 47 32 79 1948 37,460 47 31 78 Total, All Roads (a), (b), and (c) 1946 53,793 75 44 119 1947 53,655 86 45 131 1948 53,999 99 44 143

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Table 9 —Comparison of Details of Fatal Motor Accidents for the Calendar Years 1945 to 1949 Inclusive

42

Item. Year. 1945. 1946. 1947. 1948. 1949. Number of Fatal Accidents (a) Total number 109 174 188 187 198 Number in daylight 70 90 88 100 112 Number in darkness 39 84 100 87 86 (6) Number occurring in built-up areas— Total number 60 80 88 89 97 Number in daylight 35 37 39 46 56 Number in darkness 25 43 49 43 41 (c) Number occurring in rural roads— Total number 49 94 100 98 101 Number in daylight 35 53 49 54 56 Number in darkness 14 41 51 44 45 (d) Number of collisions between motor-vehicles— Total number 20 23 41 28 50 Number in daylight 15 12 24 20 8 34 Number in darkness 5 11 17 16 (e) Number of collisions with railway-trains— Total number 7 12 10 6 10 8 Number in daylight 7 10 9 6 Number in darkness 2 1 2 (/) Number of collisions with trams 3 3 1 (g) Number of collisions with bicyclists— Total number 13 23 21 27 27 Number in daylight 8 11 11 12 15 Number in darkness 5 12 10 15 12 (A) Number of collisions with pedestrians— Total number 33 54 48 56 45 Number in daylight 24 27 16 25 19 Number in darkness 9 27 32 31 26 (i) Number of horse-drawn vehicles or animals 1 1 1 1 (j) Number of other collisions— Total number 6 18 16 17 8 19 Number in daylight .. 5 7 6 11 8 Number in darkness 1 11 10 9 (k) Number of non-collisions— Total number 17 40 50 52 46 Number in daylight 11 23 22 29 25 Number in darkness 6 17 28 23 21 Number of Persona Killed (a) Total number 129 190 206 196 218 99 (b) Number of occupants of motor-vehicles 68 83 108 82 (excluding motor-cyclists) (c) Number of riders of motor-cycles and pillion15 24 30 28 45 riders (d) Number of bicyclists 13 23 21 27 26 (e) Number of pedestrians 33 57 47 58 44 (/) Number of other road-users 3 1 4

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Table 10 —Types of Motor Accidents During the Calendar Year 1949

Table 11-Distribution of Motor Accidents on Roads and Streets during the Calendar Year 1949

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Number of Accidents. Type of Accident. In Built-up Areas* In Areas not Built-up. In All Areas. • Fatal. Nonfatal. Total. Fatal. Nonfatal. Total. Fatal. Nonfatal. Total. Collisions With another motorvehicle With a railway-train With an electric tram .. With a bicyclist With a pedestrian With a horse-vehicle With an animal With a telegraph pole .. With a fixed object Other collisions 28 4 i6 32 3 3 3 880 18 37 752 664 "3 98 14 68 908 22 37 768 696 "3 101 17 71 22 6 ii 13 1 3 5 2 448 11 2 99 97 1 23 45 37 49 470 17 2 110 110 1 24 48 42 51 50 10 *27 45 1 6 8 5 1,328 29 39 851 761 1 26 143 51 117 1,378 39 39 878 806 1 27 149 59 122 Total, collisions 89 2,534 2,623 63 812 875 152 3,346 3,498 Non-collisions Drove off roadway Over bank Overturned on road Person fell from vehicle Other 3 "4 1 41 21 50 62 9 41 24 50 66 10 9 19 2 7 1 101 119 99 41 5 110 138 101 48 6 9 22 2 11 2 142 140 149 103 14 151 162 151 114 16 Total, non-collisions 8 183 191 38 365 403 46 548 594 1 Total accidents 97 2,717 2,814 101 .1,177 1,278 198 3,894 4,092

Fatal Accidents. Non-fatal Accidents. All Accidents. Classification of Locality. Number. Percentage of Total. Number. Percentage of Total. Number. Percentage of Total. Four main centres Secondary cities (7) Boroughs 6,000-20,000 population .. Small boroughs, town districts, and closely populated localities 47 15 14 21 23-7 7-6 7-1 10-6 1,492 397 401 421 38-3 10-2 10-3 10-8 1,539 412 415 442 37-6 10-1 10-1 10-8 Totals, built-up areas 97 49-0 2,711 69-6 2,808 68-6 State highways Main highways Other rural roads 54 21 26 27-3 10-6 13-1 689 269 225 17-7 6-9 5-8 743 290 251 18-2 7-1 6-1 Total, open road accidents 101 51-0 1,183 30-4 1,284 31-4 Total accidents 198 100-0 3,894 100-0 4,092 100-0

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Table 12—Number and Type of Motor Accidents Occurring in the Larger Centres of Population During the Calendar Year 1949

Table 13—Classification of Road-users Killed or Injured Each Month During the Calendar Year 1949

Table 14—Number of Young Children Killed or Injured as Pedestrians During the Seven Calendar Years 1943 to 1949 Inclusive

44

Type of Accident. Auckland Metropolitan Area. Wellington City. Christchurch City. Dunedin City. Lower Hutt City. Palmerston North City. b §3 £ Invercargill City. Hamilton City. New Plymouth City. Timaru City. Total. Number of fatal accidents Number of Collisions With other motor-vehicle With railway-train With electric tram With bicyclist With pedestrian With telegraph or power pole .. Other collisions Non-collisions Vehicle left road Vehicle overturned Person fell from vehicle Other Total number of accidents 25 9 8 5 5 3 l 3 1 1 1 237 2 13 114 262 34 23 7 7 19 4 111 ' '8 48 133 15 12 5 9 8 7 87 1 8 158 41 8 2 2 1 6 3 54 1 5 33 39 3 4 2 2 ' 1 23 1 23 21 5 5 ' 5 4 2 28 1 27 13 1 1 2 1 2 24 1 23 8 2 3 1 2 2 1 11 ' 1 21 3 1 1 1 20 2 35 7 ' '2 1 - 1 18 12 10 3 ' 1 7 13 7 "2 620 9 35 507 544 72 53 20 32 41 18 722 356 317 144 89 76 67 39 68 44 29 1,951

Number of Persons Killed or Injured. Month. Occupants Motor-cyclists of Motoror Pilli juBicyclists. Pedestrians. Other. Total. vehicles. riders. January 271 58 56 47 4 436 February 253 77 74 55 4 463 March 224 66 82 59 10 441 April 277 69 67 76 6 495 May 222 54 86 81 8 451 June 250 65 87 97 8 507 July 246 64 74 92 4 480 August 237 49 67 89 5 447 September 224 61 83 84 4 456 October 216 61 61 65 5 408 November 216 73 78 56 4 427 December 285 95 78 60 6 524 Totals 2,921 792 893 861 68 5,535

Number of Casualties During the Year. Age of Child. 1943. 1944. 1945. 1946. 1947. 1948. 1949. Under one year 1 One year 4 1 6 1 9 11 Two years 6 12 6 13 11 17 14 Three years 13 14 14 21 20 32 33 Four years 33 13 12 35 20 29 25 Totals 52 43 33 75 53 87 83

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Table 15—Number of School Pupils Killed or Injured During the Seven Calendar Years 1943 to 1949 Inclusive

45

Number of Pedestrian Casualties During the Year. Age of Child. 1943. 1944. 1945. 1946. 1947. 1948. 1949. Five years Six years Seven years Eight years Nine years 8 12 10 6 7 19 20 16 8 10 19 13 10 6 11 29 38 ■24 9 12 41 39 20 12 11 39 24 21 19 10 39 26 23 30 19 Totals, 5-9 years 43 73 59 112 123 113 137 Ten years Eleven years Twelve years Thirteen years Fourteen years Fifteen years 3 1 2 4 1 5 6 6 9 2 4 7 5 8 4 2 5 4 9 9 9 9 7 4 12 3 12 1 11 4 9 6 7 12 4 8 9 11 7 10 9 7 Totals, 10-15 years 16 34 28 47 43 46 53 Totals, 5-15 years 59 107 87 159 166 159 190 Age of Child. Number of Cyclist Casualties During the Tear. 1943. 1944. 1945. 1946. 1947. 1948. 1949. Five years Six years Seven years Eight years Nine years 2 3 1 4 6 i 3 1 10 6 4 7 10 3 3 7 10 i 10 15 16 1 s 12 24 3 14 28 28 Totals, 5-9 years 16 15 27 23 42 45 73 Ten years Eleven years .. ... Twelve years Thirteen years Fourteen years Fifteen years 10 10 12 10 8 14 7 14 15 25 15 22 4 15 15 9 10 29 12 24 31 27 30 40 26 20 21 37 22 39 25 29 27 40 43 53 25 28 32 42 28 41 Totals, 10-15 years 64 98 82 164 165 217 196 Totals, 5-15 years 80 113 109 187 207 262 269

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Table 16—Accidents Causing Personal Injury Occurring in the Large Urban Areas for the Years 1946 to 1949 Inclusive

Table 17—Summary of Speeding Offences for the Years 1946-47 to 1949-50

46

Centre. 1946. Number of 1947. Accidents. 1948. 1949. Population at 1st April, 1949. Accidents Per 10,000 Population During 1949. Auckland Metropolitan Area 552 641 653 722 242,160 29-8 Wellington City Metropolitan Area 281 360 345 356 133,800 26-6 Chyistchurch City Metropolitan Area 324 302 286 317 126,600 25-0 Dunedin City Metropolitan Area .. 112 104 166 144 71,100 20-3 Lower Hutt City Area 66 85 106 89 40,900 21-8 Palmerston North City Area 44 60 65 76 28,900 26-3 Wanganui City Area 43 61 63 67 25,700 26-1 Invercargill City Area 51 46 36 39 26,300 14-8 Hamilton City Area 75 77 71 68 28,800 23-6 > Total .. ( 1,548 1,736 1,791 1,878 724,260 25-9 ' N.B.—Two further cities : New Plymouth, 44 ; Timaru, 29.

Period and Offence. Prosecuted. Convicted. Dismissed. Withdrawn. Fines Recorded. 1946-47 £ Dangerous speed 27 25 1 1 109 Exceeding 30 m.p.h. 558 552 2 4 1,294 Exceeding heavy motor-vehicle speed 269 267 2 620 Exceeding 40 m.p.h. 379 373 1 5 1,115 1947-48 Dangerous speed 64 60 3 1 246 Exceeding 30 m.p.h. .. 616 607 4 5 1,411 Exceeding heavy motor-vehicle speed 163 161 1 1 358 Exceeding 40 m.p.h. 348 344 3 1 1,078 1948-49 Dangerous speed 71 69 1 1 299 Exceeding 30 m.p.h. 765 760 3 2 1,953 Exceeding heavy motor-vehicle speed 185 182 1 2 433 Exceeding 40 m.p.h. 282 282 881 1949-59 Dangerous speed 93 90 2 1 435 Exceeding 30 m.p.h. 1,233 1,213 14 6 2,682 Exceeding heavy motor-vehicle speed 491 486 5 1,080 Exceeding 50 m.p.h. 127 124 3 423

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Table 18—Nature of Offences Resulting in Convictions During the Year Ending 31st March, 1950

47

Type of Offence. Number. (a) Road traffic offences— Intoxicated in charge 92 Negligent driving 13 Dangerous manner 245 Dangerous speed 90 Careless or inconsiderate driving 186 Exceeding 30 miles per liour in restricted area 1,213 Overtaking 67 Failing to keep left 182 Failing to yield right of way 185 Driver's licence offences 693 Licensing or registration offences 291 Lighting offences 635 Defective brakes 191 No Warrant of Fitness 1,054 Loading offences 85 Exceeding 50 miles per hour 124 Cycling offences 863 Failing to dip 60 Miscellaneous 1,037 Exceeding 40 m.p.h. carrying pillion passengers .. 104 Crossing railway-line .. 102 (6) Heavy motor-vehicle offences — Exceeding heavy-traffic licence 230 Exceeding axle weight 344 No heavy-traffic licence 281 Speeding 486 Miscellaneous 33 (c) Transport licensing offences— Unlicensed goods service 196 Breach of goods-service licence 7 Unlicensed passenger service 16 Breach of passenger-service licence 4 No Certificate of Fitness 308 No vehicle authority 61 Driving-hour breaches 5 Overloading 49 Rental-car offences 8 Miscellaneous 64 (d) Miscellaneous offences under miscellaneous Acts and 99 regulations Total 9,703

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Table 19 —Defects in the Various Types of Passenger-service Vehicles on the Basis of 100 Vehicles Examined*

48

Item. Omnibuses. Trolleybuses. Service Cars. Service Coaches. Passengertrucks. School Buses. School Vehicles. Taxis. Rental Cars. Ambulances. Unladen weight displayed Headlights Tail and stop light Marker lights and destination 7-7 10-6 24-5 11-6 13-5 16-3 24-5 21-5 8-8 24-5 33-7 10-9 11-2 16-9 30-9 11-8 12-0 23-5 33-6 13-0 12-4 24-0 36-9 11-4 14-2 23-3 27-6 2-5 12-5 22-6 2-3 20-4 11-7 11-0 18-1 21-5 51 Warning-devices Windscreen-wiper Rear-vision mirror Internal lights, notices, and signals Direction-indicator Sun-visor Fire-extinguisher Entrance and emergency doors Upholstery and seat comfort Vehicle clean Suitable jack carried Tires safe Fuel-supply safe Engine condition Steering-gear Transmission Brake connections Springs and shackles General body condition Brakes, foot Brakes, hand 1-3 2-8 5-4 8-7 8-7 8-5 10-2 16-6 10-8 3-9 1-3 1-9 3-2 5-5 30-2 7-9 5-4 11-4 13-2 131 18-4 2-7 2-7 13-5 26-0 45-9 46-0 10-8 2-7 10-8 10-8 51-2 13-5 8-2 2-3 5-6 5-6 10-0 7-1 6-8 22-3 30-5 16-4 2-6 0-6 2-6 7-9 8-5 41-7 9-7 10-6 21-2 23-7 19-7 31-1 1-6 3-2 7-3 8-4 20-6 5-3 10-4 21-0 16-2 21 1-2 3-0 9-3 14-6 37-2 9-8 8-6 18-4 16-9 12-6 31-4 4-3 4-7 8-1 4-0 4-5 13-8 9-2 18-8 7-6 10 1-1 3-5 31 9-1 44-5 12-4 16-1 22-7 11-2 131 23-1 4-8 5-6 7-9 7-4 17-0 7-5 15-3 22-6 18-4 4-8 1-2 2-4 6-0 111 40-0 13-2 10-4 22-4 21-2 20-5 28-0 3-1 3-7 2-5 2-5 3-7 8-6 19-1 18-4 5-5 1-8 0-6 2-5 4-3 17-8 32-4 9-1 45-0 22-1 16-0 18-9 17-8 0-8 2-1 0-4 2-1 0-3 1-8 6-7 8-7 5-5 1-2 0-5 3-7 1-5 3-7 34-2 3-2 14-0 12-2 9-9 7-7 24-7 2-4 4-2 3-0 1-2 1-7 7-2 8-1 1-4 11 3-7 1-4 4-9 24-6 4-0 2-4 9-1 6-1 8-3 12-6 2-4 11-9 4-4 3-9 0-5 2-0 12-8 19-8 3-4 1-9 0-5 3-4 3-4 9-8 28-1 9-4 7-9 16-9 12-9 15-8 27-4 Vehicles free from defects 23-6 5-4 23-5 32-0 17-2 15-2 23-3 34-5 44-9 29-4 * The defects relate to the last inspection made prior to 31st March, 1950.

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Table 2 0—Defects Found in Goods-service Vehicles on the Basis of 100 Vehicles Examined

Table 21—Defects in Private Cars, etc., on the Basis of 100 Vehicles Examined*

* The defects relate to the last inspection (carried out by the municipal testing-stations at Wanganui, Christchurch, and Dunedin) prior to 31st March, 1950.

49

Vehicles Licensed Ancillary Vehicles. Defect. Under Transport Act, 1949. First Inspection. Second Inspection. Unladen weight displayed 19-6 36-1 18-2 Trade name and address 11-4 35-6 16-9 Headlights 32-5 29-8 30-6 Tail-lights and marker lights .. .. 29-6 15-7 25-8 Warning-device 6-9 4-2 31 Windscreen-wiper 6-2 5-7 3-8 Rear-vision mirror 11-4 16-8 9-8 Tires .. .. .. .. 2-2 3-2 1-2 Suitable jack carried 1-6 3-0 2-0 Fuel-supply safe 2-0 2-0 10 Brake connections 17-0 55-9 21-5 Steering-gear 55-4 43-7 44-2 Transmission, springs, and shackles .. 24-0 14-2 17-2 Engine condition .. .. .. 9-5 7-2 Cab and body condition 21-8 211 Driver's exit 26-9 Body suitably partitioned 1-3 3-0 i-4 Over-all dimensions, 30 ft. 0-6 0-4 Brakes, foot, at 20 m.p.h. 19-0 17-8 23-2 Brakes, hand, at 20 m.p.h. 25-5 19-7 26-7 Free of defects 35-7 5-7 16-7

Number of Defects Item. Per 100 Vehicles Examined. Brakes, foot 23-2 Brakes, hand 22-4 Lights, head 19-0 Lights, tail 4-5 Steering-gear .. .. .. 18-2 Windscreen-wiper 1-7 Rear-vision mirror 0-3 Warning-device .. .. .. 1-1 Door-fastenings 2-1 Vehicles free from defects . 51-3

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Table 22—Passenger and Goods-service Vehicles in Operation in the Auckland, Wellington, Canterbury, and Otago Districts as at 31st March, 1950

Table 23 —Vehicles Condemned and Voluntarily Withdrawn From Service During the Year Ended 31st March, 1950

Table 24—New Vehicles Placed in Service During the Year Ended 31st March, 1950 Omnibuses .. .. .. .. .. 131 Trolley-buses .. .. .. .. 15 Service cars .. .. .. .. .. 18 Service coaches .. .. .. .. 28 Passenger-trucks .. .. .. .. 50 School buses .. .. .. .. 56 School vehicles .. .. .. .. 131 Taxis .. .. .. .. .. 341 Rental cars .. .. .. .. .. 237 Ambulances .. .. .. .. 19 Goods-service vehicles .. .. .. 1,217 Total .. .. .. .. 2,243

50

Passenger-service Vehicles. <s T> 8 District. 11 Of 8 » 3 • F 2 § 02^ II S3 cG GQ O I * H o $ •§ § afl si O o •S3 CO® a H 08 H 3e A Sj 5° is S a 111 ■73 ® 3 o ti o ?ll O OJ> 3 I Auckland Wellington .. Canterbury .. Otago 613 432 243 166 19 7 11 108 96 81 45 161 104 80 57 238 205 118 88 264 142 96 101 35 31 27 28 522 452 201 164 473 423 278 159 52 47 36 19 4,697 3,575 1,906 1,573 3,005 3,060 1,813 843 10,187 8,574 4,890 3,243 Total 1,454 37 330 402 649 603 121 1,339 1,333 154 11,751 8,721 26,894

Vehicle Group. Vehicles Condemned. Vehicles Voluntarily Withdrawn. Total Number of Vehicles Withdrawn From Services. Omnibuses Trolley-buses Service cars Service coaches Passenger-trucks School buses School vehicles Taxis Rental cars Ambulances Goods-servioe vehicles 4 5 2 7 2 28 8 81 33 *44 8 109 48 43 374 268 8 1,598 37 49 8 111 55 45 402 276 8 1,679 Total 137 2,533 2,670

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Table 25 —Ownership of Goods- and Passenger-service Vehicles

Table 26—Seating-capacities of All Passenger-service Vehicles

Table 27—Taxis and Rental Cars in Operation According to Horse-power Ratings

51

Omnibuses. Service Coaches. Service Cars. Goods Service. Ownership. No. Percentage. No. Percentage. No. Percentage. No. Percentage. Private Local body Government 850 292 312 58-5 20-0 21-5 198 204 49-2 50-8 221 109 67-0 33-0 11,493 258 97-8 2-2 Total 1,454 100-0 402 100-0 330 100-0 11,751 100-0

Omnibuses. Trolley-buses. Service Coaches. Service Cars. School Buses. Number of Seats. Number. Percentage. Number. Percentage. Number. Percentage. Number. Percentage. Number. Per- ' centage. Up to 15 16-20 21-25 26-30 31-35 36-40 41-45 46-50 51-55 56-60 3 55 278 269 706 143 0-2 3-8 19-2 18-4 48-6 9-8 is 22 40-5 59-5 24 202 148 28 6-0 50-2 36-9 6-9 273 54 3 82-7 16-4 0-9 45 32 51 72 83 95 77 123 13 12 7-4 5-3 8-4 11-9 13-8 15-8 12-8 20-5 2-1 2-0 Total 1,454 100-0 37 100-0 402 100-0 330 100-0 603 100-0

Group (H.p. in R.A.C. Ratings). Taxi. Rental. Number. Percentage. Number. Percentage. Light (up to 9-5 h.p.) Medium (over 9-5 to 14*5 h.p.) Heavy (over 14-5 h.p.) Total 92 1,247 6-9 93-1 629 478 194 48-4 36-7 14-9 1,339 100-0 1,301 100-0

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Table 28-Gross Carrying-capacity of Licensed Goods-service Vehicles

Table 29 —Licensed Goods-service Vehicles According to Axle Types

Table 30—Total Number of Applications Relating to Passenger Services Considered by the District and Metropolitan Authorities and the Manner of Their Disposal for the Year Ended 31st March, 1950

52

Heavy Traffic Classification. Gross Weight (Tons). Percentage of Trucks. Heavy Traffic Classification. Gross Weight (Tons). Percentage of Trucks. A B .. c D .. E .. P Gr H I J 2 -2i 2t-3 3 -3J 3|-4 4 -4i 4|-5 5 -5 k 5b-6 6 -6| 6b-7 1-9 1-6 1-2 1-3 1-5 1-6 2-5 2-4 7-9 10-4 K .. L .. M .. N .. 0 .. P .. Q Total v -n 7$-8 8 —8J 8|-9 9 -9i 9^-10 Over 10 7-8 28-2 7-5 5-8 3-1 71 8-2 100-0

Type of Vehicle. Number. Two-axle Three-axle rigid frame with trailing axle Three-axle rigid frame with double axle drive Multi-axle articulated Trailers 10,602 260 369 181 339 Total 11,751

Class of Applications Dealt With. Disposal of Applications. Licensing Authority. § & I § I I •« "a a 1 "o E-i "§ g Cs •6 i 1 1 is •6 > w T) a t-i 0 T? «i 1 District— No. 1* .. No. 2 .. No. 3 .. No. 4 .. No. 5 95 63 30 44 4 149 25 11 1 2 115 181 25 38 10 46 25 2 17 3 405 294 68 100 19 330 232 54 69 17 40 14 7 12 1 23 17 4 11 1 1 12 30 3 8 405 294 68 100 19 Sub-total 236 188 369 93 886 702 74 56 1 53 886 Metropolitan— Auckland"}" Wellington Christchurch Dunedin 646 "5 5 13 is 17 16 14 4 48 724 16 19 27 717 16 17 24 6 1 2 "1 1 1 724 16 19 27 Sub-total 656 31 51 48 786 774 9 1 2 786 Total 892 219 420 141 1,672 1,476 83 56 2 55 1,672 * In addition, 5 new harbour-ferry licences were approved. t Includes 621 race-meeting licences, 17 new and 2 renewals of early-morning licences authorizing taxis to run at separate fares.

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Table 31—Manner in Which All Applications Relating to Passenger Services Were Dealt With by the District and Metropolitan Licensing Authorities for the Year Ended 31st March, 1950

Table 32—Total Number of Applications Relating to Taxicab Services Considered by the District and Metropolitan Authorities and the Manner of Their Disposal for the Year Ended 31st March, 1950

53

Total Number of Applications Considered. Decision of Licensing Authority. New Licences. Renewals. Amendments. Transfers. Total. District — Granted 135 186 298 83 702 Refused 42 32 74 Withdrawn 23 1 22 10 56 Reserved 1 1 Adjourned 36 1 16 53 Sub-total 236 188 369 93 886 Metropolitan— Granted 648 31 50 45 774 Refused 6 3 9 Withdrawn Adjourned 2 2 Reserved 1 1 Sub-total 656 31 51 48 786 Total 892 219 420 141 1,672

Class of Applications Dealt With. Disposal of Applications. Licensing Authority. O a § © ! § « 1 a 1 •< J § H 1 H •a -S 2 0 1 1 a & 1 g £ T3 I o> "S 0 ■5" < ■a 0 H District— No. 1 .. No. 2 .. No. 3 . . No. 4 No. 5 .. 60 54 12 9 3 60 120 10 1 12 100 6 9 2 69 58 9 18 7 201 332 37 36 13 155 181 25 24 12 18 14 7 8 18 7 2 4 100 10 30 3 1 201 332 37 36 13 Sub-total 138 191 129 161 619 397 47 31 100 44 619 Metropolitan— Auckland Wellington Christchuroh Dunedin 6 2 2 131 10 "2 32 34 15 8 48 34 150 10 42 31 147 8 6 3 1 1 1 "2 48 34 150 10 Sub-total 10 131 12 89 242 228 11 1 2 242 Total 148 322 141 250 861 625 58 31 101 46 861

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Table 33—Manner in Which All Applications Relating to Taxicab Services Were Dealt With by the District and Metropolitan Licensing Authorities for the Year Ended 31st March, 1950

Table 34—Total Number of Applications Relating to Rental-car Services Considered by the District Licensing Authorities and the Manner of Their Disposal for the Year Ended 31st March, 1950

54

Decision of Licensing Authority. Total Number of Applications Considered. New Licences. Renewals. Amendments. Transfers. Total. District— Granted Refused .. Withdrawn Reserved Adjourned 50 26 16 7 39 189 1 1 24 17 2 84 2 134 3 12 9 3 i 397 47 31 100 44 Sub-total 138 191 129 161 619 Metropolitan— Granted Refused Withdrawn Adjourned Reserved 4 3 ' 2 1 131 8 4 85 4 228 11 2 1 Sub-total 10 131 12 89 242 Total 148 322 I 141 250 861

Class of Applications Dealt With. Disposal of Applications. District Authority. o & g 2 d ft T3 CD aS Q -6 d New Lie g a A •a H I ■<i § g H Total. a S 0 1 $ rG . s > ■ iS PJ o Total. No. 1 25 44 22 14 105 92 7 6 105 No. 2 21 28 10 3 62 49 1 5 7 62 No. 3 23 6 19 6 54 45 5 2 2 54 No. 4 18 9 1 28 25 2 1 28 No. 5 7 1 2 2 12 8 4 12 Total 94 79 62 26 261 219 15 18 9 261

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Table 35—Manner in Which All Applications Relating to Rental-car Services Were Dealt With by the Five District Transport Licensing Authorities for the Year Ended 31st March, 1950

Table 36—Total Number of Applications Relating to Goods Services Considered by the District Licensing Authorities and the Manner of Their Disposal for the Year Ended 31st March, 1950

Table 37—Manner in Which All Applications Relating to Goods Services Were Dealt With by the Five District Licensing Authorities for the Year Ended 31st March, 1950

55

Decision. Total Number of Applications Considered. New Licences. Renewals. Amendments. Transfers. Total. Granted Refused Withdrawn Reserved Adjourned Total 67 7 12 8 78 1 50 7 4 i 24 1 1 219 15 18 9 94 79 62 26 261

Class of Applications Dealt With. Disposal of Applications. District 8 "i A ■6 Authority. 8 a (-4 Ti 2 ■i a S T3 "S3 2 •S > 2 ll a P§ 1 H Tota a § C5 © Pn A s O) d p Tota No. 1 210 284 396 279 1,169 1,021 89 43 7 9 1,169 No. 2 138 467 239 132 976 832 65 31 9 39 976 No. 3 82 30 159 57 328 281 22 13 2 10 328 No. 4 56 242 182 49 529 441 31 33 2 22 529 No. 5 23 3 32 12 70 46 15 6 3 70 Total 509 1,026 1,008 529 3,072 2,621 222 126 20 83 3,072

Decision. Total Number of Applications Considered. New Licences. Renewals. Amendments. Transfers. Total. Granted Refused Withdrawn Reserved Adjourned 337 92 50 6 25 1,008 8 3 1 6 795 112 44 11 46 481 10 29 3 6 2,621 222 126 20 83 Total 509 1,026 1,008 529 3,072

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Table 38—New Passenger-service Licences Granted by the Five District Licensing Authorities During the Year Ended 31st March, 1950 No. 1 District No. 1 District—continued Within a thirty-mile radius of Kaiwaka (contract). Ngakuru-Rotorua. Within a twenty-mile radius of Kutarere (contract). Kerepeehi-Thames. Within a twenty-five-mile radius of Waiuku Pukekohe Borough (shoppers' trips). (contract). Gisborne Borough (sightseeing). Within a twenty-five-mile radius of Pukekohe Hamilton and Frankton to Te Rapa and Claudecontract). lands Racecourses. Within a thirty-mile radius of Arohena (contract). Champions to Paparoa (picture trips). Within a thirty-mile radius of Helensville (contract). N O . 2 District Within a fifty-mile radius of Riponui (contract). TTT .,, . „ r , . . . , Within a thirty-mile radius of Mahoenui contract . Withm fifty-miie radius of Carterton contract . Within a thirty-mile radius of Papakura (contract). W^ m radius of Porangahau (contract), Within a fifteen-mile radius of Pakiri (contract). w • f* ea " n S P arties / • Within a twenty-mile radius of Waitoki (contract). Withmthttty-mile radius of WeHmgton (contract). Within a twenty-five-mile radius of Turua Within fifty-mile radius of Rahotu (contract) (contract) AVitiiin nity-milG radius o± .Nortli Within a thirty-mile radius of Towai (contract). o tv .• . , . . N Within a ten-mile radius of Bombay (contract). Wlthl * f°" 2 Dlstrict (contract), (tramping Within a twenty-five-mile radius of Karaka 1C m i• t> • , , .. (contr oft Withm Taranaki Province (contract). Within a twenty-five-mile radius of Helensville Withm fifty-mile radius of Taumarunui (contract^ (contract) vVitJb.in tiity-inilc radius ox Jl a 1 m erst on North. Within a thirty-mi'e radius of TeAraroa (contract). (contract). Within a fifty-mile radius of Puha (contract). Wrthm f e r£Ums °f Jawera (contract) Within a fifty-mile radius of Auckland (two) Within radius of Wanganui (contract). (contracts Withm fifty-mile radius 01 Okato (contract). Within a twenty-mile radius of Awhiti (contract). Wellington-Rotorua via Bulls-Taihape Desert Within a fifty-mile radius of Te Puke (contract). „ *° ad ' Wairakei. Within a fifty-mile radius of Omanaia (contract). Within a fifty-mile radius of Whangarei contract . Pahiatua-Pahiatua Railway-station. Within a fifty-mile radius of Hikuai contract . Taumarunui Borough (carriage of workmen) Within a fifty-mile radius of Kaihere (contract). Palmerston North - Awapum Post-office (race Whatawhiwhi and Tokerau Beach to the Mangonui days only). and Whangaroa Counties (contract). Pukerua Bay - Plimmerton Theatre. Hokianga, Whangaroa, and Bay of Islands Haumoana-Napier via East Chve Counties (contract). Tawa Flat - Taita Speedway via Petone Whangaroa County (contract). Hawera-Wanganui via Patea, Waverley, Kai Iwi. Hukerenui to any point within the Whangaroa a^e . anga. and Bay of Islands Counties (contract). Wanganui - Mowhana Beach rr tt 'i . , . ■ n x. Greytown Lake .berry via iauherenikau, Kahuie Hapa to any point in the Mangonui County , J . /0 j j i_v uVj % (contract "I tara, and Pirmoa (Sundays and public holidays). Within a fifty-mile radius of Auckland (contract Greytown-Taita Speedway via Featherston, for University students). Rimutaka Hill, Upper Hutt, and Taita Gorge. From Opotiki to any point in the Dominion AT „ . (ambulance). N °- 3 Te Puia Springs to any point within the Dominion Hokitika - Arthur's Pass (two licences covering (ambulance). different routes). Punguru to Hokianga, Mangonui, Bay of Islands, Oxford-Eyrewell State Forest. and Whangaroa Counties (contract). Timaru - Mount Harper via Temuka. Waiheke Island (contract). Christchurch-Hokitika via Lewis Pass. Matamata-Putaruru. Waiuta-Ikamatua (via Hukere as required). Manutuke-Gisborne. Burnham-Christchurch via Rolleston and Waihi-Waitawhitu. Weedons. Waifcakere - Bethel's Beach. Cust-Eyrewell State Forest. Huia-Auckland. Staveley-Timaru. Waihi-Whangamata (seasonal excursions). Timaru-Washdyke Racecourse. Whangarei-Waitangi (seasonal). Mount Cook - Hermitage. Whangaru-Whangarei. Christchurch-Westport via Hanmer and Lewis South Head - Helensville. Pass, Reefton. Henderson - East Coast beaches. Pleasant Point - Timaru via Main Road. Awaroa-Okaihau. Christchurch-Burnham (extension to Dunsandel Ruatahuna-Rotorua (two services). as required).

56

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Table 38—New Passenger-service Licences Granted by the Five District Licensing Authorities During the Year Ended 31st March, 1950—continued No. 4 District No. 4 District—continued Sightseeing trips—six-mile radius of Alexandra. Roxburgh-Invercargill. Sightseeing trips—ten-mile radius of Lawrence. Palmerston-Goodwood. Sightseeing trips—Central Otago. Otautau-Invercargill. Sightseeing trips—in and around Dunedin. Mghtcaps-Invercargill. Within a fifty-mile radius of Heriot (contract). Colac Bay - Invercargill. Within a fifty-mile radius of Naseby (contract). Haldane-Invercargill. Within a five-mile radius of Lawrence, Milton, and Invercargill and suburbs. Dunedin to anywhere in No. 4 District(contract). Invercargill - Coal Creek. Within a fifty-mile radius of Balfour (contract). Milton - Toko Mouth. Within a thirty-mile radius of Drummond Granity-Riverton. (contract). Dunedin-Wai aii. Within a fifty-mile radius of Taieri (contract). Arrowtown-Inv ercargill. Within a fifty-mile radius of Mataura (contract). Province of Otago (for ambulances only). Within a fifty-mile radius of Riverton (contract). Within a fifty-mile radius of Arrowtown (contract). Oamaru-Kakanui. No _ 5 District Waimate—Studholme Junction. Kaka Point - Coal Creek. Havelock - The Grove (extension to Picton). Cromwell-Dunedin. Waikawa-Freezing-works, Picton.

57

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Table 39—Appeals Against Decisions of Licensing Authorities Heard by Transport Appeal Authority During the Year Ended 31st March, 1950

58

District. On Hand, 31st March, 1949. Lodged During Year. Appeals Withdrawn. Licensing Authorities' Decisions Upheld. Licensing Authorities' Decisions Modified. Licensing Authorities' Decisions Reversed. Referred Back. Under Action, 31st March, 1950. No. 1 No. 2 No. 3 No. 4 No. 5 Total .. No. 1 No. 2 No. 3 No. 4 No. 5 Metropolitan .. Total No. 1 No. 2 No. 3 No. 4 No. 5 Metropolitan .. Total No. 1 No. 2 No. 3 No. 4 No. 5 Total No. 1 20 2 3 41 6 14 10 3 Goods 7 1 2 1 Services 15 1 5 5 15 1 8 3 3 2 2 6 2 I i 1 10 1 4 4 25 74 11 26 16 18 9 19 2 4 1 2 26 13 4 11 5 Passe-ru, 4 i 1 jer Services 13 13 2 7 2 4 1 2 2 2 5 i 3 2 3 9 59 6 37 11 9 5 7 1 1 i ( 2 4 3 1 3 28 Taxi 3 Services 6 3 2 3 2 20 1 1 4 1 3 1 11 39 3 16 20 6 1 4 1 1 2 2 3 Benta 1 I Services 1 2 2 1 1 1 2 7 1 5 1 2 Au< 1 1 "Mavd Harbour-ferry Services 1 "

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Table 40—Types of Licences Obtained by Ex-servicemen During the Year Ended 31st March, 1950*

Table 41—Transport-service Licences Held by Ex-servicemen and the Total Number of Licences as at 31st March, 1950*

59

Class of Licence Obtained. District. Passenger. Taxi. Rental. Goods. Total. No. 1 21 31 9 89 150 No. 2 9 41 1 68 119 No. 3 2 6 31 39 No. 4 6 8 6 23 43 No. 5 1 3 1 3 8 Auckland Metropolitan 32 32 Wellington Metropolitan 31 31 Christcfaurch Metropolitan 15 15 Dunedin Metropolitan 8 8 Total 39 175 17 214 445

Class of Licence. Passenger. Taxi. Rental. Goods. Totals. District. J o H s 1 © 1 « H 3 H d 1 IS S3 M I o H a i s 1 * H "o H s a s X W 11 H.S Hi >>ri % | w| "3 rn X HH » s ■S .2 82 > ° ® s SH i PM X s No. 1 No. 2 No. 3 No. 4 No. 5 Auckland Metro. Wellington Metro. .. Christchurcli Metro. Dunedin Metro. 557 367 152 205 74 40 6 22 20 88 74 13 27 5 1 1 475 318 83 127 37 410 205 131 54 245 311 42 86 21 226 188 118 42 91 66 49 34 11 31 21 8 8 6 2,127 1,389 582 665 135 1,057 686 270 367 56 3,250 2,140 866 1,031 257 450 211 153 74 1,421 1,092 333 488 88 227 188 118 43 43-7 51-0 38-5 47-3 34-2 50-4 89-1 77-1 58-1 Total 1,443 209 1,840 1,279 251 74 4,898 2,436 8,432 3,998 47-4 ♦These tables include only those persons who have informed the department that they are ex-servicemen.

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Table 42—Traffic Data, Operating-expenses, Revenue, and Profit of Passenger Services in the Dominion for the Years Ended 31st March, 1940, 1948, and 1949, Inclusive of Four Metropolitan Districts

60

Item. Totals. Pence Per Mile. 1940. 1948. 1949. 1940. 1948. 1949. Traffic statistics — Number of vehicle journeys .. Passengers carried Average number of passengers per vehicle journey Vehicle-miles Operating-expenses— Running-costs Standing charges Overhead Total, operating costs Gross revenue— Passenger revenue Other cartage Other revenue Total, revenue Net surplus Average fare paid per passenger journey Number of vehicles included 2,663,971 36,216,719 14 27,640,477 £ 566,899 668,174 160,414 4,521,042 90,270,667 20 46,419,622 £ 1,773,147 1,599,447 421,108 4,757,301 100,901,488 21 49,497,640 £ 1,880,154 1,865,875 464,761 4-92 5-80 1-40 916 8-27 2-18 9-12 9-05 2-25 1,395,487 3,793,702 4,210,790 1212 19-61 20-42 3,742,842 215,974 151,775 4,254,673 288,914 59,307 19-35 1-12 0-78 20-63 1-40 0-29 1,515,192 4,110,591 4,602,894 13-16 21-25 22-32 119,705 10-0d. 1,380 316,889 10-0d. 2,113 392,104 10-Id. 2,259 1-04 1-64 1-90

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Table 43—Traffic Data, Operating-expenses, Revenue, and Profit of Passenger Services Licensed Under the Transport Licensing Act, 1931 (Including the Four Metropolitan Authorities) for the Years Ended 31st March, 1948 and 1949

61

Item. Group 1: Local and Suburban Services. Group 2 : Service Cars, Mainly Passenger Revenue (Medium Distances). Group 3 : Firms Deriving Revenue trom Different Sources. Group 4 : Service Coaches and Mixed Fleets (Centre to Centre). Group 5 : Services Operated by Local Bodies. 1948. 1949. 1948. 1949. 1948. 1 1949. 1948. 1949. 1948. 1949. Traffic statistics — Vehicle journeys Passengers carried Average number of passengers per vehicle journey Vehicle miles 1,862,605 36,906,313 20 14,741,774 1,997,342 41,783,649 21 15,228,483 68,565 692,277 10 1,582,386 69,519 1,029,345 15 2,033,594 59,265 758,484 13 1,172,826 38,208 448,983 12 1,082,446 59,639 1,098,855 18 4,981,623 58,043 1,096,744 19 4,874,934 466,169 7,312,576 16 1,610,616 487,300 7,868,545 16 1,740,710 Operating-expenses — Running-costs Standing charges Overhead charges £ 507,958 514,356 114,012 £ 511,623 575,828 126,003 £ 43,693 46,458 6,871 £ 65,107 74,426 14,622 £ 33,940 36,854 2,626 £ 32,787 36,703 3,121 £ 203,532 144,626 81,349 £ 177,495 153,729 86,895 £ 63,053 72,027 13,683 £ 59,591 77,957 16,102 Total, costs 1,136,326 1,213,454 97,022 154,155 73,420 72,611 429,507 418,119 148,763 153,650 Revenue — Passenger revenue Other cartage Other revenue 1,191,030 50,237 17,211 1,344,785 16,200 27,768 92,604 15,232 432 185,340 7,550 5,062 52,774 27,399 1,237 58,757 24,002 2,101 515,200 9,361 22,144 526,542 21,038 16,281 119,027 415 12,881 138,938 564 1,641 Total, revenue 1,258,478 1,388,753 108,268 197,952 81,410 84,860 546,705 563,861 132,323 141,143 Net surplus Net loss Average fare paid per passenger journey Number of vehicles included 122,152 7 • 7d. 652 175,299 7 • 7d. 692 11,246 2/8-2d. 84 43,797 3/7-2d. 115 7,990 1/4-7d. 84 12,249 2/7-4d. 70 117,198 9/4-5d. 170 145,742 9/7- '2d. 158 16,440 3-9d. 78 12,507 4-2d. 81

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Table 43—Traffic Data, Operating-expenses, Revenue, and Profit of Passenger Services Licensed Under the Transport Licensing Act, 1931 (Including the Four Metropolitan Authorities) for the Years Ended 31st March, 1948 and 1949— continued

62

Item. Group 6 : Services Operated byNew Zealand Railways. Group 7 : Services Licensed by the Four Metropolitan Authorities. Group 8 : Services Engaged in Mainly School Contracts. Dominion Total. 1948. 1949. 1948. 1949. 1948. 1949. 1948. 1949. Traffic statistics — Vehicle journeys Passengers carried Average number of passengers per vehicle journey Vehicle miles 930,000 21,537,007 23 17,310,402 941,299 23,532,473 25 18,637,898 1,039,380 20,808,608 20 4,143,104 1,094,608 23,112,830 21 4,456,418 35,419 1,156,547 33 876,891 70,982 2,028,919 29 1,443,157 4,521,042 90,270,667 20 46,419,622 4,757,301 100,901,488 21 49,497,640 Operating-expenses — Running-costs Standing charges Overhead charges £ 740,134 557,574 165,334 £ 825,887 659,760 179,871 £ 154,316 198.935 35,619 £ 166,947 238,388 36,310 £ 26,521 28,617 1,614 £ 40,717 49,084 1,837 £ 1,773,147 1,599,447 421,108 £ 1,880,154 1,865,875 464,761 Total, costs .. .. 1,463,042 1,665,518 388,870 441,645 56,752 91,638 3,793,702 4,210,790 Revenue — Passenger revenue Other cartage Other revenue 1,388,181 110,474 93,078 1,528,952 215,661 325,893 192 4,719 374,580 1,017 6,311 58,133 2,664 73 96,779 2,882 143 3,742,842 215,974 151,775 4,254,673 288,914 59,307 Total, revenue .. .. .. 1,591,733 1,744,613 330,804 381,908 60,870 99,804 4,110,591 4,602,894 Net surplus Net loss Average fare paid per passenger journey Number of vehicles included 128,691 1/5- 7d. 773 79,095 1/3-6d. 820 58 j066 3-8d. 195 59 j 737 3-9d. 207 4,118 1/1-2d. 77 8,166 ll-4d. 116 391,395 74,506 10-0d. 2,113 464,348 72,244 10- Id. 2,259

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Table 44—Average Operating-expenses and Revenue in Pence Per Vehicle-mile of Licensed Passenger Services for the Two Years Ended 31st March, 1948 and 1949, Inclusive of Licences Issued by the Four Metropolitan Authorities

63

Item. Group 1: Local and Suburban Services. Group 2 : Service Cars, Mainly Passenger Revenue (Medium Distances). Group 3 : Firms Deriving Revenue Prom Different Sources. Group 4 : Service Coaches and Mixed Pleets (Centre to Centre). Group 5: Services Operated by Local Bodies. 1948. 1949. 1948. 1949. 1948. 1949. 1948. 1949. 1948. 1949. Operating-expenses — Running-costs Standing charges Overhead charges 8-27 8-37 1-86 8-06 9-08 1-98 6-62 7-05 1-05 7-68 8-78 1-73 6-95 7-54 0-53 7-27 8-13 0-70 9-80 6-97 3-92 8-74 7-56 4-28 9-39 10-73 2-04 8-23 10-75 2-21 Total, costs 18-50 19-12 14-72 18-19 15-02 16-10 20-69 20-58 22-16 21-19 Revenue — Passenger revenue Other cartage Other revenue 19-39 0-82 0-28 21-19 0-26 0-44 14-06 2-31 0-07 21-87 0-89 0-60 10-80 5-61 0-25 13-03 5-32 0-46 24-82 0-45 1-07 25-92 1-04 0-80 17-74 0-06 1-92 19-16 0-08 0-22 Total, revenue 20-49 21-89 16-43 23-36 16-66 18-81 26-34 27-76 19-72 19-46 New surplus Net loss Mileage Number of vehicles included 1-99 14,74i,774 652 2-77 692 1-71 1,682 i386 84 5-17 2,033 ,'594 115 1-64 1,172 |826 84 2-71 70 5-65 4,981 j 623 170 7-18 158 '2-44 1,610,616 78 i-73 1,740,710 81

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64

Table 44—Average Operating-expenses and Revenue in Pence Per Vehicle-mile of Licensed Passenger Services for the Two Years Ended 31st March, 1948 and 1949, Inclusive of Licences Issued by the Four Metropolitan Authorities— continued

Item. Group 6 : Services Operated byNew Zealand Railways. Group 7 : Services Licensed by Metropolitan Authorities. Group 8: Services Engaged Mainly in School Contracts. Dominion Average. 1948. J 1949. 1948. 1949. 1948. 1949. 1948. 1S4. Operating-expenses — Running-costs Standing charges Overhead charges Total, costs Revenue — Passenger revenue Other cartage .. .. ' Other revenue Total, revenue Net surplus Net loss Mileage Number of vehicles included 10-25 7-73 2-30 10-64 . 8-49 2-32 8-94 11-52 2-06 8-99 12-84 1-95 7-26 7-83 0-44 6-78 8-16 0-30 9-16 8-27 2-18 9-12 9-05 2-25 20-28 21-45 22-52 23-78 15-53 15-24 19-61 20-42 19-24 1-53 1-29 19-69 2-78 18-88 0-01 0-27 20-17 0-06 0-34 15-91 0-73 0-02 16-10 0-48 0-02 19-35 1-12 0-78 20-63 1-40 0-29 22-06 22-47 19-16 20-57 16-66 16-60 21-25 22-32 1-78 773 1-02 820 '3-36 4,143,104 195 '3-21 4,456,418 207 1-13 876,891 77 1-36 116 2-02 0-38 21,969 2,113 2-25 0-35 21,921 2,259

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Table 45—Total Amounts Involved in Cost, Revenue, and Profit by Licensed Passenger-service Operators in in Pence Per Mile, for Years Ended 31st March, 1948 and 1949

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65

Item. Group 1. Group 2. Group 3. Group 4. Group 5. 1948. 1949. 1948. 1949. 1948. 1949. 1948. 1949. 1948. 1949. Operating-expenses Running-costs — Petrol Oil Tires Repairs and maintenance 3-45 0-23 1-18 3-41 3-76 0-23 1-04 3-03 3-12 0-21 1-17 2-12 3-80 0-24 1-12 2-52 3-21 0-24 1-34 2-16 3-65 0-27 1-07 2-28 3-61 0-23 1-95 4-01 3-75 0-24 1-50 3-25 3-23 0-30 .1-45. 4-41 3-15 0-40 1-23 3-45 Total, running-costs 8-27 8-06 6-62 7-68 6-95 7-27 9-80 8-74 9-39 8-23 Standing charges — Licences and insurance Wages and drawings in lieu Garage rent Bus hire Depreciation .. .. 0-97 5-75 0-13 0-04 1-48 1-05 0-30 0-15 0-01 1-57 0-74 4-75 0-14 0-14 1-28 0-93 5-78 0-15 0-15 1-77 0-97 4-79 0-23 0-14 1-41 0-93 5-35 0-20 0-10 1-55 0-65 3-87 0-10 0-81 1-54 0-66 4-56 0-14 0-56 1-64 1-25 6-69 0-20 0-01 2-58 1-33 7-15 0-14 0-01 2-12 Total, standing charges 8-37 9-08 7-05 8-78 7-54 8-13 6-97 7-56 10-73 10-75 Overhead — Management Office expenses Other expenses 0-61 0-48 0-77 0-56 0-79 0-63 0-23 0-24 0-58 0-35 0-94 0-44 0-28 0-25 0-24 0-27 0-19 1-23 1-62 1-07 0-49 2-05 1-74 0-47 0-97 0-60 0-60 1-15 0-46 Total, overhead 1-86 1-98 1-05 1-73 0-53 0-70 3-92 4-28 2-04 2-21 Total, operating-expenses .. 18-50 19-12 14-72 18-19 15-02 16-10 20-69 20-58 22-16 21-19 Revenue Passenger revenue .. Other cartage Other revenue 19-39 0-82 0-28 21-19 0-26 0-44 14-05 2-31 0-07 21-87 0-89 0-60 10-80 5-61 0-25 13-03 5-32 0-46 24-82 0-45 1-07 25-92 1-04 0-80 17-74 0-06 1-92 19-16 0-08 0-22 Total, revenue 20-49 21-89 18-43 23-36 16-66 18-81 26-34 27-76 19-72 19-46 Net surplus Net loss Vehicle mileage Number of vehicles included 1-99 14,741. j774 652 2-77 892 1-71 1,582 j386 84 5-17 2,033 j594 115 1-64 84 2-71 1,082 j446 70 5-65 4,98M23 170 7-18 4,874 i934 158 '2-44 1,610,616 78 i-73 1,740,710 81

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Table 45—Total Amounts Involved in Cost, Revenue, and Profit by Licensed Passenger-service Operators in Pence Per Mile, for Years Ended 31st March, 1948 and 1949— continued

66

Item. Group 6. Group 7. Group 8. Dominion Total. 1948. 1949. 1948. 1949, 1948. 1949. 1948. 1949. Operating-expenses Running-costs— Petrol Oil Tires Repairs and maintenance 3-87 0-20 1-85 4-33 4-03 0-23 1-65 4-73 2-90 0-30 1-35 4-39 3-09 0-34 1-42 4-14 3-34 0-23 1-13 2-56 3-59 0-26 0-99 1-94 8-54 0-23 1-54 3-85 3-77 0-25 1-36 3-74 Total, running-cost! 10-25 10-64 8-94 8-99 7-26 6-78 9-16 9-12 Standing charges — Licences and insurance Wages and drawings in lieu Garage rent Bus hire Depreciation 0-55 4-62 0-31 0-40 1-85 0-58 5-13 0-22 0-45 2-11 1-29 7-62 0-15 0-16 2-30 1-53 8-68 0-14 *2-49 0-99 5-07 0-26 0-04 1-47 0-99 5-03 0-24 0-03 1-87 0-81 5-26 0-20 0-28 1-72 0-88 5-85 0-18 0-24 1-90 Total, standing charges 7-73 8-49 11-52 12-84 7-83 8-16 8-27 9-05 Overhead — Management Office expenses Other expenses 0-36 1-83 0-11 0-13 2-06 0-13 0-45 1-06 0-55 0-47 0-74 0-74 0-05 0-12 0-27 0-04 0-09 0-17 0-53 1-15 0-50 0-35 1-38 0-52 Total, overhead 2-30 2-32 2-06 1-95 0-44 0-30 2-18 2-25 Total, operating-expenses 20-28 21-45 22-52 23-78 15-53 15-24 19-61 20-42 Revenue—. Passenger revenue Other cartage Other revenue 10-24 1-53 1-29 19-69 2-78 18-88 0-01 0-27 20-17 0-06 0-34 15-91 0-73 0-02 16-10 0-48 0-02 19-35 1-12 0-78 20-63 1-40 0-29 Total, revenue 22-06 22-47 19-16 20-57 16-66 16-60 21-25 22-32 Net surplus Net loss Vehicle mileage Number of vehicles included .. 1-78 773 1-02 18,637 j898 820 *3-36 4,143,104 195 '3-21 4,456,418 207 1-13 876 j891 77 1-36 1, 116 2-02 0-38 46,419,622 2,113 2-25 0-35 49,497,640 2,259

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Table 46—Information Relating to Capital Invested and Age and Cost of Vehicles in Use by Licensed Passenger-service Operators During the Years Ended 31st March, 1948 and 1949

67

Item. Group 1. Group 2. Group 3. Group 4. Group 5. 1948. 1949. 1948. 1949. 1948. 1949. 1948. 1949. 1948. 1949. Outside liabilities Total capital Percentage of outside liabilities to total capital Cost of vehicles — 3 years old .. .. \ 3-10 years old .. .. / Over 10 years old £450,559 £1,191,783 37-8 £401,777 £1,203,355 33-4 £41,010 £136,664 30-0 £38,862 £173,368 22-4 £26,575 £85,897 30-9 £31,530 £116,057 27-2 £337,619 £593,153 56-9 £195,245 £567,223 34-4 £77,579 £187,091 41-5 £86,213 £296,134 29-1 £ 915,347 170,673 £ 1,096,354 202,364 £ 91,974 18,126 £ 158,343 17,577 £ 68,112 1,150 £ 68,699 4,934 £ 367,191 22,696 £ 335,891 25,977 £ 154,878 25,420 £ 153,626 40,547 Total, cost 1,080,020 1,298,718 110,100 175,920 69,262 73,633 389,887 361,868 180,298 194,173 Number in each age group — 3 years old 3-10 years old .. Over 10 years old 217 304 131 271 259 162 32 34 18 53 42 20 39 42 3 41 18 11 73 73 24 85 49 24 32 30 16 31 27 23 Total 652 692 84 115 84 70 170 158 78 81 Average seating capacity of vehicles (modal average) 33 33 16 16 25 25 33 33 33 33

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Table 46—Information Relating to Capital Invested and Age and Cost of Vehicles in Use by Licensed Passenger-service Operators During the Years Ended 31st March, 1948 and 1949— continued

68

. Group 6*. . . Group 7. Group 8, Dominion Total. Item. 1948. 1949. 1948. 1949. 1948. 1949. 1948. 1949. Outside liabilities .. .. .. .. .. .. .. .. .. .. £21,663 £34,445 £955,005 £788,072 Total capital .. .. .. .. .. .. £1,589,288 £1,760,540 £498,812 £599,731 £62,274 £131,689 £4,344,962 £4,848,097 Percentage of outside liabilities to total capital .. .. .. .. .. .. 34-8 26-2 22-0 16-25 Cost of vehicles — ££££££££ I-lcTyears old 'i! 1! !! " " } 1.177,279 1,362,020 397,284 462,477 45,659 112,818 3,217,724 3,750,228 Over 10 years old" !! !! ! !! .. 187,066 236,980 82,028 116,554 4,831 8,079 511,990 653,012 Total, cost .. .. .. .. .. 1,364,345 1,599,000 479,312 579,031 50,490 120,897 3,729,714 4,403,240 Number in each age group — 3 years old .. .. .. .. 289 366 76 97 29 64 787 1,008 3-10 years old .. .. .. .. .. 344 279 78 58 38 37 943 769 Over 10 years old .. .. .. .. .. 140 175 41 52 10 15 383 482 Total .. .. .. .. .. .. 773 820 195 207 77 116 2,113 2,259 Average seating capacity of vehicles (modal average) .. .. 33 33 33 33 33 33 33 33 * Estimated on Dominion-wide average to enable comparison to be made with the remainder of the industry.

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Table 47 —General Statistics Relating to the Taxicab Industry for the Year Ended 31st March, 1949

Table 48—Average Operating-costs, Revenue, and Profit Per Cab of Samples of Taxi Operators in the Four Transport Licensing Districts for the Years 1940 and 1949

69

■ Item. Number. Number of taxicab licences* 1,826 Number of Cab Authorities! 2,204 Number of cabs registered^ 2,263 JN umber of passengers carried 18,000,000 Taxi fares paid, 1948-49 £2,700,000 Capital invested in cabs £1,400,000 Total annual mileage 52,000,000 Total costs £1,400,000 Profit, drawings, and wages £1,300,000 Average cost per vehicle-mile (pence) 6-66 Average revenue per vehicle-mile (pence) 12-67 Average profit, drawings, and wages per vehicle-6-01 mile (pence) Average mileage per vehicle 25,457 Average cost per cab £698 * As at 31st March, 1949. t As at 20th February, 1950. t As at 31st December, 1949.

Item. No. 1 Licensing District. No. 2 Licensing District. Nos. 3 and 5 Licensing Districts. No. 4 Licensing District. 1940. 1949. 1940. 1949. 1940. 1949. 1940. 1949. Running- costsPetrol and oil Tires and tubes ,. Repairs and maintenance Standing charges— Licence fees and insurance Garage rent Depreciation Levy paid to companies Other expenses £ 174 20 34 29 2 89 19 16 £ 225 53 132 44 10 121 11 33 £ 139 15 31 24 6 68 8 23 £ 280 66 169 43 10 140 55 44 £ 108 11 28 25 2 55 i7 £ 210 40 129 37 10 101 11 66 £ 127 9 34 31 9 65 1 17 £ 203 36 140 49 10 116 27 29 Total 383 629 314 807 246 604 293 610 Revenue 630 1,260 536 1,491 468 1,135 498 1,166 Profit and wages Profit and wages (including value of cab to owner for his private use) Average price of vehicle Number of vehicles in sample Average mileage run 247 265 631 664 222 242 684 717 222 242 531 565 205 225 556 590 410 56 25,055 723 147 23,074 397 185 18,947 734 80 29,036 403 59 14,742 592 65 21,594 390 50 17,259 730 60 21,359

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Table 49—Average Operating-costs, Revenue, and Profit Per Cab of Samples of Taxi Operators in the Four Metropolitan Licensing Areas for the Years 1940 and 1949

Table 50—Average Operating-costs, Revenue, and Profit in Pence Per Cabmile of Samples of Taxi Operators in the Four Transport Licensing Districts for the Years 1940 and 1949

70

Auckland Wellington Christchurch Dunedin Metropolitan Metropolitan Metropolitan Metropolitan Item. Area. Area. Area. Area. 1940. 1949. 1940. 1949. 1940. 1949. 1940. 1949. Running-costs— £ £ £ £ £ £ £ £ Petrol and oil 164 262 177 266 129 323 167 250 Tires and tubes 23 50 28 71 13 58 20 53 Repairs and maintenance 39 163 45 187 38 180 45 237 Standing charges— Licence fees and insurance 27 38 27 43 19 40 25 40 Garage rent 3 10 3 10 6 13 15 10 Depreciation 80 106 80 125 72 136 101 91 Levy paid to companies 33 35 42 55 18 30 1 6 Other expenses 12 20 13 10 62 128 37 36 Total 381 684 415 767 357 908 411 723 Revenue 632 1,371 725 1,394 627 1,613 751 1,368 Profit and wages 251 687 310 627 270 705 340 645 Profit and wages (including value 270 717 332 662 293 740 361 711 of cab to owner for his private use) Average price of vehicle 408 752 389 723 395 666 469 626 Number of vehicles in sample .. 87 106 120 64 120 64 89 91 Average mileage run 23,597 27,029 22,289 26,688 18,821 31,243 23,568 24,880

Item. No. l Licensing District. No. 2 Licensing District. Nos. 3 and 5 Licensing Districts. No. 4 Licensing District. 1940. 1949. 1940. 1949. 1940. 1949. 1940. | 1949. 1 Running-costs— Petrol and oil Tires and tubes Repairs and maintenance Standing charges— Licence fees and insurance Garage rent Depreciation Levy paid to companies Other expenses 1-67 0-19 0-33 0-28 0-02 0-85 0-18 0-15 2-34 ! 0-56 1-37 0-46 0-10 1-25 0-11 0-35 ! 1-76 0-19 0-39 0-31 0-08 0-86 0-10 0-29 2-31 0-54 1-39 0-36 0-10 1-16 0-45 0-37 1-76 0-18 0-46 0-41 0-04 0-89 0-27 2-33 0-45 1-44 0-41 0-11 1-12 0-12 0-73 1-76 0-13 0-47 0-43 0-13 0-91 0-02 0-23 2-28 0-41 1-57 0-55 0-12 1-30 0-30 0-33 Total 3-67 6-54 3-98 6-68 4-01 6-71 4-08 6-86 Revenue 6-04 13-11 6-79 12-32 7-62 12-61 6-92 13-10 Profit and wages Revenue per mile after allowing for private running Profit and wages per mile after allowing for private running Average mileage Number of cabs in sample 2-37 6-34 2-67 25,055 56 6-57 13-82 7-28 23,074 147 2-81 7-25 3-27 18,947 185 5-64 12-91 6-23 29,036 80 3-61 8-29 4-28 14,742 59 5-90 13-36 6-65 21,594 65 2-84 7-44 3-36 17,259 50 6-24 13-88 7-02 21,359 60

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Table 51— Average Operating-costs, Revenue, and Profit in Pence Per Cabmile of Samples of Taxi Operators in the Four Metroplitan Licensing Areas for the Years 1940 and 1949

Table 52— Average Operating-costs, Revenue, and Profit Per Cab and in Pence Per Cab-mile of Samples of Taxi Operators in the Dominion for the Years 1940 and 1949

71

Item. Auckland Metropolitan Area. Wellington Metropolitan Area. Christchurch Metropolitan Area. Dunedin Metropolitan Area. 1940. 1949. 1940. 1949. 1940. 1949. 1940. 1949. Running-costs— Petrol and oil Tires and tubes Repairs and maintenance Standing charges— Licence fees and insurance Garage rent Depreciation Levy paid to companies Other expenses 1-67 0-23 0-40 0-27 0-03 0-81 0-34 0-12 1 2-32 0-44 1-45 0-34 0-09 0-94 0-32 0-17 1-91 0-30 0-49 0-29 0-03 0-86 0-45 0-14 2-40 0-63 1-68 0-39 0-09 113 0-49 0-09 1-64 0-17 0-48 0-24 0-08 0-92 0-23 0-79 2-48 0-45 1-37 0-30 0-10 1-05 0-23 0-99 1-70 0-21 0-46 0-25 0-15 1-03 0-01 0-38 2-42 0-51 2-28 0-39 0-10 0-88 0-06 0-35 Total 3-87 6-07 4-47 6-90 4-55 6-97 4-19 6-90 Revenue 6-43 12-18 7-81 12-54 8-00 12-39 7-65 13-20 Profit and wages Revenue per mile after allowing for private running Profit and wages per mile after allowing for private running Average mileage Number of cabs in sample 2-56 6-77 2-90 23,597 87 6-11 12-74 6-67 27,029 106 3-34 8-25 3-78 22,289 120 5-64 1313 6-23 26,688 64 3-45 8-54 3-99 18,821 120 5-42 12-89 5-92 31,243 64 3-46 8-06 3-87 23,568 89 6-23 13-86 6-83 24,880 93

Item. I Per Cab. Per Cab-mile. 1940. 1949. 1940. 1949. Running-costs— Petrol and oil Tires and tubes Repairs and maintenance Standing charges— Licence fees and insurance Garage rent Depreciation Levy paid to companies Other expenses £ 149 18 37 26 6 76 16 26 £ 250 54 165 42 10 116 27 43 1-74 0-21 0-44 0-30 0-07 0-89 0-19 0-30 2-36 0-50 1-56 0-39 010 1-10 0-25 0-40 Total 354 707 4-14 6-66 Revenue 615 1,345 7-19 12-67 Profit and wages Revenue per mile after allowing for private 261 638 3-05 7-64 6-01 : 13-31 running Profit and wages (including value of cab to owner for his private use) Average price of vehicles Number of cabs in sample Average mileage run .. 282 406 766 20,527 697 698 677 25,457 2-50 6-65

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Table 53—Distribution of Taxis on Basis of Population in the Four Main Centres (City Areas Only)

Table 54—Distribution of Taxis on a Population Basis in Secondary Towns, Townships, etc., November, 1949

Table 55 —Distribution of Taxis as at November, 1949 (Secondary Towns, Townships, etc.)

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City. Total Number of Cabs. Number of People Per Vehicle. Auckland 422 334 Wellington Christchurcli . 224 164 597 771 Dunedin 126 564 C. • 936 505

One Taxi Per ' Percentage of Towns. One Taxi Per Percentage of Towns. 0- 99 people .. 800- 899 people 6-7 100-199 „ 3-3 900- 999 „ .. 4-0 200-299 „ 14-7 1,000-1,999 „ 12-7 300-399 „ 11-3 2,000-2,999 „ 3-3 $00-499 „ 12-6 3,000-3,999 „ 500-599 „ 8-7 4,000-4,999 „ 0*7 600-699 „ 14-0 5,000 and over 0-7 700-799 „ 7-3 • V ' 1,1' ' 1000 This table covers all towns, townships, &c., for which population figures are available.

Number of Private and Public-hire Cabs i» a Town. Number of Towns. Percentage. Number of Private and Public-hire Caba in a Town. Number of Towns. Percentage. 1 229 56-28 15 1 0-24 2 72 17-71 16 ... 2 0-49 3 26 6-40 22 3 0-72 4 23 5-66 24 1 0-24 5 16 3-94 27 1 0-24 6 8 1-98 28 2 0-49 7 2 0-49 32 .. .: 1 0-24 8 3 0-74 35 1 0-24 9 4 0-98 37 1 0-24 10 4 0-98 51 1 0-24 11 2 0-49 53 1 0-24 12 2 0-49 13 1 0-24 407 100-00

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Table 56—General Statistics Relating to the Rental-car Industry Total mileage run for the year .. .. .. 13,500,000 Revenue from rental cars .. .. .. .. £412,000 Costs of rental cars .. .. .. .. £320,000 Profit .. .. .. .. .. .. £92,000 Total capital .. .. .. .. .. £422,000 Total liabilities .. .. .. .. .. £147,000 Number of operators .. .. .. .. 198 Revenue per vehicle-mile .. .. .. .. 7 • 33d. Profit per mile .. .. .. .. .. 1 • 67d. Average miles per vehicle .. .. .. .. 12,767 Average capital per operator .. .. .. £2,131 Average liabilities per operator .. .. .. £742

Table 57—Average Operating-costs, Revenue, and Profit Per Rental Car Owned and Usefully Employed for the Year Ended 31st March, 1949

Table 58 —Distribution of Rental Cars on Basis of Population (Four Main Centres)

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Item. Average Owned. Average Usefully Employed. Pence Per Mile. Costs — Petrol and oil Tires Repairs Licences and insurance Garage rent Depreciation Wages and drawings in lieu of wages Other expenses .. .. £ 6 18 73 19 9 85 64 16 £ 7 20 81 21 10 94 72 18 0-12 0-35 1-42 0-38 0-17 1-65 1-26 0-31 Total, costs 290 323 5-66 Revenue— Rental revenue 376 418 7-33 Total, revenue 376 418 7-33 Average mileage Numbers of cars in sample 12,304 633 13,701 586 ••

Number Number Number City. of of of People Operators. Vehicles. Per Vehicle. Auckland 15 206 1,451 Wellington 15 168 1,149 Christchurch 10 110 1,526 Dunedin 4 62 1,450 44 546 1,373

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Table 59 —Distribution of Rental Cars on a Population Basis (Secondary Towns, Townships, etc.)

Table 60—Distribution of Rental Cars in Secondary Towns, Townships, etc.

Table 61—Rental-car Statistics: Distribution of Vehicles According to Sizes of Firms

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One Rental Car Per Percentage of Towns. One Rental Car Per Percentage of Towns. 0-99 100-199 200-299 300-399 400-499 500-599 600-699 700-799 800-899 1-8 7-2 9-9 9-0 19-8 9-0 7-2 9-9 5-4 900- 999 .. 1,000-1,999 .. 2,000-2,999 .. 3,000-3,999 .. 4,000-4,999 .. 5,000 and over 3-6 15-4 1-8 100-0

Number of Rental Cars in a Town. Number of Towns. Percentage. Number of Rental Cars in a Town. Number of Towns. Percentage. 1 8 7-3 15 1 0-9 2 28 25-5 21 1 0-9 3 15 13-7 22 1 0-9 4 13 11-8 24 1 0-9 5 7 6-4 28 1-8 6 11 10-0 30 1 0-9 7 3 2-7 31 1 0-9 8 3 2-7 32 1 0-9 9 1 0-9 34 1 0-9 10 4 3-7 36 1 0-9 12 3 2-7 13 1 0-9 110 100-0 14 2 1-8

Percentage of Percentage of Number of Cars Percentage of Vehicles Owned Number of Cars Percentage of Vehicles Owned. Per Firm. Firms. by All Firms Per Firm. Firms. by All Firms in Group. in Group. 1 91 1-4 13 1-0 2-1 2 22-7 71 14 0-5 1-1 3 15-2 7-1 15 4-6 10-7 4 7-6 4-7 16 1-5 3-8 5 6-1 4-7 17 6 131 12-3 18 7 1-5 1-7 19 8 3-5 4-4 20 2-5 7-9 9 Over 20 .. 3-0 170 10 3*0 4-7 11 1-0 1-7 Total 100-0 100-0 12 41 7-6

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Table 62—Goods-service Statistics : Dominion Total Figures Total costs .. .. .. .. .. £12,339,000 Revenue .. .. .. .. .. £14,629,000 Profit .. .. .. .. .. .. £2,290,000 Drawings and wages included in costs .. .. £5,292,000 Capital.. .. .. .. .. .. £11,289,000 Outside liabilities .. .. .. .. £3,340,000 Total vehicle-miles .. .. .. .. 143,584,000 Veliicles owned .. .. .. .. .. 11,147 Vehicles usefully employed .. .. .. 10,506 Number of operators .. .. .. .. 4,324 Average cost per vehicle-mile .. .. .. 20 • 62d. Average revenue per vehicle-mile .. .. .. 24 • 45d. Average profit .. .. .. 3 • 83d. Percentage profit to operators' capital .. .. 20-29 Average miles per vehicle .. .. .. .. 12,881 Average capital per operator .. .. .. £2,611 Average liabilities per operator .. .. .. £772

Table 63—Goods-service Statistics: Operating-costs, Revenue, and Profit Per Vehicle Owned in Various Districts Throughout the Dominion

75

Rate Schedule Areas. Runningcosts. Standing Charges. Overhead Total Costs. Total Revenue. Profit. Town carriers— £ £ £ £ £ £ 1. Auckland City : General goods 316 502 123 941 1,107 166 2. Secondary towns, No. 1 District 459 581 118 1,158 1,416 258 3. Wellington and Hutt Valley 289 540 127 956 1,137 181 4. Christchurch Exempted Area 218 450 125 793 952 159 5. Secondary towns, No. 2 District 256 504 136 896 1,198 302 6. Dunedin City 305 533 105 943 1,142 199 7. Secondary towns, Nos. 3, 4, and 5 Districts 249 513 108 870 1,045 175 Area operators — 1. Thames, Bay of Plenty, Wairoa, and Poverty "RQ tt 520 564 114 1,198 1,441 243 ±>d y 2. Franklin, Raglan, Waipa, Otorohanga, Mata537 607 123 1,267 1,470 203 mata, and Waitomo 3. North Auckland Area 488 552 95 1,135 1,316 181 4. Taihape, Taumarunui, and Taranaki 390 517 132 1,039 1,240 201 5. Wairarapa and Hawke's Bay 393 556 114 1,063 1,252 189 6. Horowhenua, Manawatu, and Wanganui .. 461 616 139 1,216 1,412 196 7. No. 3 District 453 642 151 1,246 1,412 166 8. Nelson and Marlborough 396 549 133 1,078 1,293 215 9. Nos. 1, 2, and 3, Southland 511 587 92 1,190 1,437 247 10. Otago Rates Schedule Areas 462 550 81 1,093 1,281 188 Miscellaneous— No. 1 District 622 599 98 1,319 1,513 194 No. 2 District 552 636 102 1,290 1,578 288 South Island 537 614 89 1,240 1,490 250 Mail contractors : In Dominion 343 432 77 852 860 8 P.W.D. Contractors— No. 1 District 556 556 91 1,203 1,464 261 No. 2 District 505 561 89 1,155 1,409 254 South Island 553 537 99 1,189 1,434 245

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Table 64—Goods-service Statistics: Operating-costs, Revenue, and Profit in Pence Per Vehicle-mile in Various Districts Throughout the Dominion

76

Bates Schedule Districts. Runningcosts. Standing Charges. Overhead. Total Costs. Total Revenue. Profit. Town carriers— 1. Auckland City : General goods 8-17 12-97 3-18 24-32 28-63 4-31 2. Secondary towns, No. 1 District 8-81 11-16 2-26 22-23 27-23 5-00 3. Wellington and Hutt Valley 7-85 14-68 3-46 25-99 30-90 4-91 4. Christchurch Exempted Area 6-26 12-90 3-59 22-75 27-33 4-58 5. Secondary towns, No. 2 District 7-59 14-94 4-03 26-56 35-51 8-95 6. Dunedin City 7-91 13-78 2-71 24-40 29-56 5-16 7. Secondary towns, Nos. 3, 4, and 5 Districts 6-82 14-03 2-96 23-81 28-59 4-78 Area, operators— 1. Thames, Bay of Plenty, Wairoa, and Poverty B&y 8-03 8-73 1-76 18-52 22-28 3-76 2. Franklin, Raglan, Waipa, Otorohanga, Mata-7-83 8-84 1*80 18-47 21-44 2-97 mata, and Waitomo 3. North Auckland Area .. 8-43 9-54 1-64 19-61 22-74 3-13 4. Taihape, Taumarunui, and Taranaki 9-47 12-53 3-20 25-20 30-07 4-87 5. Wairarapa and Hawke's Bay 7-11 10-07 2-06 19-24 22-66 3-42 6. Horowhenua, Manawatu, and Wanganui .. 8-59 11-47 2-59 22-65 26-30 3-65 7. No. 3 District .. .. .. 8-84 12-55 2-94 24-33 27-58 3-25 8. Nelson and Marlborough . . 8-63 11-95 2-90 23-48 28-16 4-68 9. Nos. 1, 2, and 3, Southland 8-08 9-28 1-44 18-80 22-70 3-90 10. Otago Rates Schedule Areas 8-52 10-14 1-50 20-16 23-61 3-45 Miscellaneous— No. 1 District 9-17 8-85 1-45 19-47 22-33 2-86 No. 2 District 9-40 10-84 1-75 21-99 26-90 4-91 South Island .. .. .. 9-88 11-29 1-65 22-82 27-42 4-60 Mail contractors : In Dominion 14-12 5-18 0-92 20-22 20-32 0-10 P.W.D. Contractors— No. 1 District 7-62 7-62 1-26 16-50 20-08 3-58 No. 2 District 8-12 9-02 1.42 18-56 22-65 4-09 South Island 8-70 i 8-45 1.56 18-71 22-57 3-86

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Table 65 —Goods-service Statistics: Wages, Drawings in Lieu of Wages, and Profit Per Vehicle Owned in Various Districts Throughout the Dominion

77

Rates Schedule Districts. Wages and Drawings. Profit. Total. £ Pence Per Mile. £ Pence Per Mile. £ Pence Per Mile. Town carriers— 1. Auckland City : General goods 455 11-76 166 4-31 621 16-07 2. Secondary towns, No. 1 District 488 9-37 258 5-00 746 14-37 3. Wellington and Hutt Valley 466 12-67 181 4-91 647 17-58 4. Christchurch Exempted Area 418 12-01 159 4-58 577 16-59 5. Secondary towns, No. 2 District 445 13-20 302 8-95 747 22-15 6. Dunedin City 474 12-26 199 5-16 673 17-42 7. Secondary towns, Nos. 3, 4, and 5 Districts 468 12-81 175 4-78 643 17-59 Area operators — 1. Thames, Bay of Plenty, Wairoa, and Poverty "Rr, *r 457 7-06 243 3-76 700 10-82 x>ay 2. Franklin, Raglan, Waipa, Otorohanga, Mata483 7-05 203 2-97 686 10-02 mata, and Waitomo 3. North Auckland Area 450 7-78 181 3-13 631 10-91 4. Taihape, Taumarunui, and Taranaki 428 10-38 201 4-87 629 15-25 5. Wairarapa and Hawke's Bay 470 8-50 189 3-42 659 11 *92 6. Horowhenua, Manawatu, and Wanganui .. 503 9-37 196 3-65 699 13-02 7. No. 3 District .. 540 10-56 166 3-25 706 13-81 8. Nelson and Marlborough .. 456 9-93 215 4-68 671 14-61 9. Nos. 1, 2, and 3, Southland 493 7-79 247 3-90 740 11-69 10. Otago Rates Schedule Areas 442 8-14 188 3-45 630 11-59 Miscellaneous— Noi 1 District 490 7-23 194 2-86 684 10-09 No. 2 District 525 8-94 288 4-91 813 13-85 South Island .. .. 531 9-77 250 4-60 781 14-37 Mail contractors : In Dominion 403 4-84 8 0-10 411 4-94 P.W.D. Contractors— No. 1 District .. .. .. .. 487 6-69 261 3-58 748 10-27 No. 2 District 516 8-30 254 4-09 770 12-39 South Island 477 7-56 245 3-86 722 11-42

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Table 66—Goods-service Statistics: Average Mileage Per Vehicle Owned in Various Districts Throughout the Dominion, Number of Vehicles and Operators in Sample, and Staff Employed

78

Rates Schedule Districts. Average Mileage. Number of Vehicles in Sample. Number of Operators in Sample. Staff Per Vehicle. Town carriers— 1. Auckland City : General goods 9,282 396 207 1 2. Secondary towns, No. 1 District 12,503 201 63 1 3. Wellington and Hutt Valley 8,827 222 69 1 4. Christchurch Exempted Area 8,360 159 62 1 5. Secondary towns, No. 2 District 8,100 128 46 1 6. Dunedin City 9,274 112 50 1 7. Secondary towns, Nos. 3, 4, and 5 Districts .. 8,773 133 55 1 Area operators— 1. Thames, Bay of Plenty, Wairoa, and Poverty ■R av 15,523 288 98 1 x>ay 2. Franklin, Raglan, Waipa, Otorohanga, Mata16,458 359 131 1 mata, and Waitomo 3. North Auckland Area 13,891 201 77 1 4. Taihape, Taumarunui, and Taranaki 9,900 149 43 1 5. Wairarapa and Hawke's Bay 13,257 236 64 1 6. Horowhenua, Manawatu, and Wanganui 12,891 126 39 1 7. No. 3 District 12,285 245 45 1 8. Nelson and Marlborough 11,018 130 24 1 9. Nos. 1, 2, and 3, Southland 15,186 193 61 1 10. Otago Rates Schedule Areas 13,020 143 42 1 Miscellaneous — No. 1 District 16,259 136 78 1 No. 2 District 14,082 117 44 1 South Island 13,043 142 43 1 Mail contractors : In Dominion 20,005 99 76 1 P.W.D. Contractors— No. 1 District 17,500 171 117 1 No. 2 District .. .. .. ... 14,932 71 57 1 South Island 15,252 106 54 1

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Table 67 —Goods-service Statistics: Capital and Liabilities Per Vehicle Owned in Various Districts Throughout the Dominion

79

Capital Liabilities Percentage of Bates Schedule Districts. Per Per Liabilities Vehicle. Vehicle. to Capital. Town carriers— £ £ 27 1. Auckland City : General goods 778 211 2. Secondary towns, No. 1 District 961 301 31 3. Wellington and Hutt Valley 800 188 24 4. Christchurch Exempted Area 891 267 30 5. Secondary towns, No. 2 District 1,010 243 24 6. Dunedin City 950 335 35 7. Secondary towns, Nos. 3, 4, and 5 Districts 865 171 20 Area operators— 285 25 1. Thames, Bay of Plenty, Wairoa, and Poverty Bay 1,148 2. Franklin, Raglan, Waipa, Otorohanga, Matamata, and 1,140 422 37 Waitomo 3. North. Auckland Area .. .. ... 1,089 314 29 4. Taihape, Taumarunui, and Taranaki 1,078 354 33 5. Wairarapa and Hawke's Bay 1,129 355 31 6. Horowhenua, Manawatu, and Wanganui 1,187 326 27 7. No. 3 District 934 185 20 8. Nelson and Marlborough 1,010 384 38 9. Nos. 1, 2, and 3, Southland 1,154 391 34 10. Otago Rates Schedule Areas 1,146 438 38 Miscellaneous — 36 No. 1 District 1,216 441 No. 2 District 1,266 421 33 South Island 924 266 29 Mail contractors : In Dominion 691 131 19 P.W.D. Contractors— 26 No. 1 District 933 242 No. 2 District 1,012 163 16 South Island .. 1,040 324 31

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Table 68—Goods-service Statistics: Average Vehicle Ages, Prices, and Sizes in Heavy-traffic Classes in Various Districts Throughout the Dominion

80

Percentage Vehicle Average Vehicle Ages. Prices. Total. Bates Schedule Districts. 1 Modal 3 3-10 Over 3 3-10 Over Average. Tears. Years. 10 Years. Years. Years. 10 Years. Town carriers— £ £ £ £ 1. Auckland City : General goods 27 43 30 992 608 417 656 H 2. Secondary towns, No. 1 District 63 25 12 949 636 390 803 J 3. Wellington and Hutt Valley 48 40 12 885 491 439 673 H 4. Christchurch Exempted Area 42 41 17 760 387 425 550 H 5. Secondary towns, No. 2 District 61 29 10 738 516 464 647 H 6. Dunedin City 49 42 9 938 525 498 725 G 7. Secondary towns, Nos. 3, 4, and 5 Districts Area operators— 53 33 12 745 456 246 582 H 1. Thames, Bay of Plenty, Wairoa, and 50 37 13 990 566 378 752 J Poverty Bay 2. Franklin, Raglan, Waipa, Otorohanga, 52 36 12 1,092 703 533 888 Q Matamata, and Waitomo 3. North Auckland Area 47 44 9 1,153 700 372 880 H 4. Taihape, Taumarunui, and Taranaki 44 41 15 1,000 617 474 762 K 5. Wairarapa and Hawke's Bay 53 37 10 893 583 532 742 K 6. Horowhenua, Manawatu, and 52 40 8 922 689 493 795 K Wanganui 7. No. 3 District 42 51 7 946 470 416 664 J 8. Nelson and Marlborough 44 48 8 884 428 527 635 J 9. Nos. 1, 2, and 3, South Island 58 34 8 987 582 645 821 H 10. Otago Rates Schedule Areas 69 27 4 892 541 444 777 Hand I Miscellaneous— No. 1 District 46 44 10 1,307 738 414 964 Q H No. 2 District 34 38 28 1,068 638 461 732 South Island 44 44 12 1,055 496 476 738 H Mail contractors : In Dominion 55 29 15 750 453 371 605 Car P.W.D. ContractorsNo. 1 District 41 46 13 907 766 474 786 H No. 2 District 48 31 21 L,003 720 530 815 H South Island 27 47 26 1,047 656 470 716 H

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Table 69—Goods-service Statistics: Distribution of Vehicles According to Size of Firm*

Table 70 —Manner in Which All Applications for Fixation of Charges Were Dealt With by the Transport Charges Committee from Its Inception to 31st March, 1950

Table 71—Appeals Against Decisions of Transport Charges Committee Heard by Transport Charges Appeal Authority During the Year Ended 31st March, 1950

81

Number of Vehicles Per Firm. Percentage of Firms. Percentage of Vehicles Owned by All Firms in Group. 1 55-7 1 24 ■1 2 191 16 •6 3 7-9 10 3 4 51 8' ■8 5 3-9 8' •4 6 2-6 6' ■7 7 11 3 3 8 0-8 2. ■8 9 0-8 3 • 2 10 0-5 2' •1 11-15 1-6 6' • 7 16-20 0-7 5' • 2 Over 20 0-2 1' •8 100-0 100' •0 * Based on a sampl< 5 of 4,236 operators.

HarbourDisposal. Passenger. Goods. Rental. Tramways. Taxi. ferry Total. Service. Heard and decisions issued 69 10 8 5 11 2 105 Heard and decisions reserved 10 10 1 1 22 Not yet heard 15 5 8 1 29 Withdrawn and cancelled 8 5 4 6 23 Total applications received .. 102 20 30 6 19 2 179

Disposal. Passenger. Goods. Rental. Tramways. Taxi. Harbourferry Service. Total. Withdrawn Committee's decision upheld Committee's decision modified .. , Committee's decision reversed Referred back Under action, 31st March, 1950 .. 10 2 8 3 1 1 1 1 1 12 3 8 4 1 2 Total lodged 25 2 1 2 30 Note. —In addition, 1 passenger-fare application upon which the Committee was unable to reach a decision was referred direct to the Appeal Authority. 4 H—40

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Table 72 —Manner in Which Applications Relating to Passenger-service Fares Have Been Dealt With by the Transport Charges Committee and the Transport Charges Appeal Authority

82

Applications in Respect of — Date. Decision of Committee. Auckland City and suburbs 16/2/49 to Nineteen decisions. In four cases new fare schedules • 17/3/50 were approved, three applications were refused, and in the remaining cases fares were increased, on new conditions introduced. Christchurch City and suburbs .. 19/9/49 to Three decisions involving new fares for Army 5/12/49 personnel, special fares for pensioners, and an increase in tram and bus fares. Dunedin City and suburbs 26/5/49 to 31/3/50 Four decisions involving one increase and one reduction in fares, fares fixed for two new firms and one sight-seeing service, and decision reserved in one case. Invercargill City and suburbs 1/7/49 to Eight decisions. Seven increases in fares approved 19/9/49 and one refused. Petone - Upper Hutt 20/5/49 Weekly workers' tickets approved. Tarras-Cromwell 1/4/49 Increase in fares approved. Putaruru — Cashmore's Mill 6/4/49 Increase in fares approved. Otorohanga - Te Awamutu 11/4/49 Schedule of fares approved for new service. Timaru City 14/4/49 Restrictive fare on Sunday bus refused. Tikokino-Waipawa 6/5/49 Application refused. Clevedon - Kawakawa Bay 6/5/49 Reduction in fares approved. Canterbury-Otago route service 22/6/49 Fare schedule revised. Grey town to Lake Ferry and Taita 15/6/49 New fare schedule approved. Waiuta .. 17/6/49 Increase approved. Pekatahi and Whakatane 21/6/49 New fare sche'dule approved. Te Whetu and Putaruru 5/7/49 Increase approved. Kerikeri District 12/7/49 Weekly concession tickets approved. Mohaka and Kahunguna-Raupunga 13/7/49 Increase approved. Putaruru-Arapuni 12/7/49 Reduction approved. Whangarei-Waro 2/9/49 Reduction approved. Palmerston North City 10/9/49 Increase approved. Palmerston North - Feilding 6/9/49 Increase approved (two applications). Auckland Harbour-ferry Service.. 8/12/49 Increase approved. Otago District 26/9/49 Increase in contract passenger fares approved. Wellington City 14/10/49 Increase in tram and bus fares. Christchurch, Burnham, and 17/11/49 New fare schedule approved. Dunsandel . p. ; Reefton-Hokitika .. 17/11 '49 Fare schedule approved. Haumoana, Clive, Napier 21/11/49 New faro schedule approved. Cust-Eyrewell 19/12/49 Fare schedule approved. Mangawai, Tara, Molesworth 19/12/49 New fare schedule approved. New Plymouth City 19/12/49 Increase in tram and bus fares approved. Waihi-^Waitewhfeta 31/1/50 New fare schedule approved. Pirongia - Te Awamutu Timaru - Mount Harper 2/2/50 New fare schedule for extended service approved. 20/2/50 New winter excursion faros approved. Whangarei 20/2/50 Adjourned. Taihape-Moawhango 6/3/50 Fare schedule approved. Hamilton 9/3/50 Increase in fares refused. Pawarenga—BroadWood 9/3/50 Fare schedule approved. Gisborne and Wairoa to Morere .. 17/3/50 Special excursion fares approved. Dominion 28/11/49 Special fares for training college students approved.

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Table 73—Manner in Which Applications Relating to Taxi Fares Have Been Dealt With by the Transport Charges Committee and the Transport Charges Appeal Authority

Table 74—Manner in Which Applications Relating to Rental Car and Truck Charges Have Been Dealt With by the Transport Charges Committee and the Transport Charges Appeal Authority

83

Applications in Respect of — Date. Decision of Committee. Taupo 13/G/49 Increase refused. Auckland City 22/9/49 Approval of existing fares. Bulls 5/9/49 Adjourned sine die. Cambridge 15/7/49 New schedule of fares approved. Taihape .. ' 21/9/49 Fare schedule approved. Stokes Valley 16/11/49 Fare schedule approved. Invercargill 1/12/49 Increase in fares gi anted. Blenheim 1/2/50 Increase in fares granted. Nelson .. 20/2/50 Fare schedule approved. Makara 20/2/50 Fare schedule approved. Hew Plymouth, Waitara, Inglewood 9/3/50 Increase in fares approved.

Applications in Respect of — Date. Decision of Committee. •Queenstown 26/9/49 Increase in charges approved (cars). Hamilton 27/2/50 Rates schedule for hire of rental trucks approved. Auckland 27/2/50 Rates schedule for hire of rental trucks approved (two applications). Napier 27/2/50 Rates schedule for hire of rental trucks approved. Southland 27/2/50 Rates schedule for hire of rental trucks approved. Nelson 17/3/50 Rates schedule for hire of rental trucks approved. Otaki 17/3/50 Rates schedule for hire of rental trucks approved.

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Table 75—Manner in Which Applications Relating to Goods-service Charges Have Been Dealt With by the Transport Charges Committee and the Transport Charges Appeal Authority

Approximate Cost of Paper.—Preparation, not given; printing (1,169 copies), £355.

By Authority: R. E. Owen, Government Printer, Wellington.—l9so.

Priee Is. 9d.]

84

Applications in Respect of— Date. Decision of Committee. Bulls 22/3/49 Fixation of charges for bread cartage. South Canterbury Area 22/3/49 Rates schedule revised. Nelson 30/5/49 Rates fixed for cartage of loose coal ex rail. Dominion 23/8/49 General increase refused. Waimarino 2/9/49 Part granted ; part deferred. Invercargill 2/9/49 Mail contract rates approved. Marton to Palmerston North and 10/9/49 Fixation of charges for timber cartage. Wanganui Dannevirke 19/9/49 Mail contract rate approved. Timaru 20/9/49 Revised schedule approved. Gentral Otago (Northern and 22/9/49 Revised rates schedules approved. Southern) Taumarunui .. .. 23/9/49 Rates schedule approved. Palmerston North City Area 22/9/49 Rates schedule approved. Auckland — Waiheke Island 16/11/49 Increase in ferry charges approved. Waihi 16/11/49 Increase approved. Timaru, Albury, Fairlie 17/11/49 New rates schedule approved. Greymouth Area 3/2/50 New rates schedule approved. Auckland 10/2/50 Increase in wharf cartage rates approved. Whangarei-Pipiwai 8/3/50 Increase in mail contract price approved. Central Otago (Southern) Area .. 17/3/50 Revised schedule (fruit) approved.