D.—2
1927. NEW ZEALAND.
RAILWAYS STATEMENT BY THE MINISTER OF RAILWAYS, THE RIGHT HON. J. G. COATES.
Mr. Speaker,— In the following annual Railways Statement, the fifth that it has fallen to my lot to present, I have the honour to report substantial progress in most phases of railway activity, even though the financial results of the year's work are not so gratifying as were those recorded in the special circumstances obtaining last year. The net revenue amounted to £1,943,774, which is equivalent to a return of 3-99 per cent, on all the capital invested in lines open for traffic. This represents a decrease of £48,560 compared with last year, but is higher by £169,540 than the forecast contained in my Statement for 1926, upon which the Railway estimates for this year's Budget were based. The revenue includes £445,221 received from the Consolidated Fund (in terms of the Government Railways Amendment Act, 1925) for services performed in working such branch lines as, although beneficial for the development of the country, are not in themselves reasonably remunerative railway assets. Out of the year's revenue has been set aside the sum of £310,544 to strengthen the reserves available for renewals, depreciation, insurance, and betterments, whilst a subsidy of £175,000 has been paid to the Government Railways Superannuation Fund. £17,574 was also provided out of railway revenue on account of (a) increased superannuation allowances granted to widows and children, and (b) the cost-of-living bonus paid to superannuated members in receipt cf allowances amounting to less than £100 per annum. This charge has hitherto been borne by the Consolidated Fund. In the pre-reorganization period each of these three items would have (either immediately or ultimately) constituted a charge against the Consolidated Fund. They require, therefore, to be taken into account in any comparison between one year and another, and their total (£503,118) may reasonably be regarded as an offset against the branch-lines payment referred to above. In comparison with last year, the increase of £85,681 required as payment on account of branch lines and the decrease of £48,560 in net revenue are.together less than the amount of shrinkage in passenger receipts following the inflation caused by the Dunedin and South Seas Exhibition of the previous year, and the combined effect of an increased number of private motor-cars added to augmented motor-bus competition. Apart from passenger traffic, there has been an increase of £98,627 in the net revenue derived from goods traffic and other subsidiary services. Interest charges increased by £130,122, this sum including £55,600 paid out of revenue on account of railway-improvement works under construction.
i—D. 2.
D.—2,
II
Railway operating expenditure decreased by £6,287, notwithstanding increases in wages and better conditions (estimated to cost £30,000) granted to the staff, and an increase of 4 per cent, made in train-mileage in order to provide improved services for the public. Costs per train-mile were 137-82 d. as compared with 143-37 d. last year, and decreased costs were also recorded under all other headings, excepting general charges, where an increase of 0-56 d. per mile, due to superannuation subsidies, is shown. The loss on the year's working was £99,659. This, after deducting the unappropriated surplus of £21,023 from last year, leaves the deficit at £78,636. I think it opportune here to draw attention to the fact that the old method of assessing progress by making year-to-year comparisons, whilst suiting fairly well when there was no vital railway change occurring either in system or outlook, cannot be applied with any accurate effect in the midst of a comprehensive reorganization period. We must look for results and apply analysis over a longer term. The recommendations made by the Fay-Raven Commission and adopted by the Government took account of the railway building and improvement programme contained in my special statement on the subject presented in 1924. Generally speaking, the putting into effect of that programme and of those recommendations is well advanced. The opinion of the Commissioners was that by 19.34-35 —about seven years from now -the capital investments in railways would have advanced to £70,000,000, and (through the reduction in operating expenditure made possible by the improvements, and the natural increase of traffic) an annual interest return of 4-59 per cent, could thereafter be earned. Taking into account the progress already made and the benefits to accrue from the completion of works now under way, I believe that the results anticipated will be achieved. The Royal Visit. Their Royal Highnesses the Duke and Duchess of York arrived at Auckland on the 22nd February, and travelled extensively by rail throughout their tour of New Zealand. The itinerary involved approximately 1,700 miles of railway travelling and 400 miles by motor-car. Their Royal Highnesses rejoined the " Renown " at Bluff on the 22nd March, and before leaving New Zealand His Royal Highness expressed appreciation of the services rendered by all members of the Service. The running of the Royal train and other services in connection therewith entailed much thought and preparation, and the success of the tour reflected much credit upon the officers and members of the staff concerned. Impressions from Abroad. Although time for railway investigation was strictly limited during my visit to England last year to attend the Imperial Conference, I took the opportunities offered to glean information with regard to the systems I passed over in the United States of America, the great national system of Canada, and the leading railways of Great Britain. In all these countries the effect of competition, in some form or other, is exercising the minds of the management, and probably their most difficult problem is to cope with the ever-increasing motor transport. It would, of course, be idle to say that there is nothing to learn from the railways of other countries. To go fully into the ramifications of a huge railway concern, employing staffs in some cases of over a quarter of a million, provides unending opportunity of appreciating what sound organization and business ability can achieve. The general organization of these large systems provides one with guidance regarding the best method to adopt in a young and rapidly developing country like New Zealand, and the impressions gained from personal inquiry in Canada and the United States leave no doubt in my mind that the system of executive management a.nd divisional control, contemplated as the outcome of the recommendations of the Fay-Raven Royal Commission, will be just as successful in New Zealand as in those countries that have been able definitely to prove its value. When it is remembered that the system was, of necessity, superimposed on the old order until such time as the essential changes could be brought gradually into effect, there is no doubt that very good work has been clone. The initial steps have
D.—2
III
been most carefully watched, ancTfthe experience gained indicates that we can confidently proceed along the lines of the policy laid down, and thus eventually obtain full decentralization and a continuity of self-reliant and able administrative officers. Operations. A full outline of the system adopted for the divisional control of operations lias been given in previous statements, and I need not refer to the matter further, beyond saying that, as opportunity offers, I propose to follow the Canadian system, and ultimately, in order to reduce administrative expenses to a minimum, amalgamate into one organization all sections coming under the operations side. Commercial. On the commercial side, too, I feel sure that many of the methods in use on the Canadian and American railroads can be inaugurated here, and will be welcomed by the travelling public and business community. Passenger and freight work will be separated. Officers especially selected to attend to all passenger requirements will be appointed at the main centres, and it will be their duty to meet tourists on arrival and see that opportunity is given them to utilize to the best advantage the time at their disposal. An arrangement has been entered into with the Postal Department whereby the Mail Agents on the mail-boats between Australia, New Zealand, Vancouver, and San Francisco can act as representatives of the Railway Department in assisting passengers bound for the Dominion to frame itineraries including a maximum amount of rail travel. The Agents will communicate by radio with the Railway Passenger Agents at the port of arrival. The latter will take the tourists in hand and see them safely on their way (giving particular attention to the checking of luggage and train-accommodation reservations), ensuring at the same time that every other courtesy and facility available to the travelling public is extended to them. The Passenger Agents will also keep in close personal touch with all public activities, and generally occupy their time in influencing people to travel by rail. Visitors to North America are generally very much impressed with the high standard of service rendered by these Passenger Agents, and, seeing that we are now doing so much to attract tourists from other parts of the world, T feel sure that the innovation is along sound lines and will be very successful in New Zealand. Steps are being taken also to increase the number of Freight Agents in order that more attention may be given to motor competition and the securing of new business. Freight Agents, each of whom will be allotted a special phase of the work of securing business, some in the main centres and others for the country districts, will be thoroughly coached in the work of business-getting, and fully charged with the latest ideas and information to enable them to secure the attention and respect of the Department's clients. Their duties will include the preparation of detailed reports regarding the freight possibilities of their respective areas, the best method of transport to cope therewith, and the reasons for existing competition. Generally they will be expected to possess full information as to the transport potentialities of the districts in which they are stationed. Railway Publicity. Closely associated with, but distinct from, the activities of the Commercial Branch is the question of efficient publicity and propaganda work covering railway operations within the Dominion. This will be co-ordinated with the Government Publicity Board, the functions of which are principally for the propagation in other countries of publicity regarding the Dominion. Publicity is now recognized as a very essential part of every progressive railway organization, and I was very much impressed by the highly efficient methods in operation in the larger countries. The following extract from the Railway
D.—2,
IV
Gazette of the Ist April, 1927, indicates that the value of the work is fully appreciated : — The growing importance of railway publicity work, both here and in the United States, South America, Australia, and other countries, has impelled the formation of separate departments working directly under the general manager, vice-president, or chief executive, as the case may be, and their worth has been testified —at least, so far as Great Britain is concerned —by the remarkable series of posters and announcements to which we have paid tribute in these colums. Railway publicity departments, of course, do far more than publish particulars of the facilities provided by their companies ; they help the would-be passenger and give advice to the prospective freighter. Undoubtedly they serve a most useful purpose in the railway organization, and when, as in most cases, they are allied directly with the section immediately controlled by the chief of the executive, they are enabled to do many things that are not possible when, as in some cases, they form part of a lesser organization We are pleased, therefore, to see that in most countries the tendency of to-day is to develop publicity work as a separate department, most especially because in our tours over the railways of the world we are convinced that this is essential if the best results are to be secured. The proposals being adopted here include a more intensive publicity campaign, very similar to that carried out in England, covering art poster work, booklets, pamphlets, night signs, press articles and advertising, and so on, as well as full use of the publicity medium provided by the Railway Magazine. To enable this work to be carried out in the most efficient manner, a Publicity Branch is being established, assisted, as occasion requires, by trained publicity experts and journalists, and good use will be made of the art talent of the present Railways Advertising Branch. The Publicity Branch will co-operate closely with the Commercial and Operations Branches, so that there may be a thorough-going correlation of ideas and their execution. With competition playing so large a part in transportation affairs, the Railway management must recognize that the provision of the establishment of personal contact with freighters and travellers, the creation of a demand for transport, and the means of transport, are interdependent parts of one process. These branches can be mutually helpful in the supply of information that will assist each in the work of attracting, helping, and pleasing all those who have need of the facilities the railways can offer. Advertising Branch. This branch has been a very remunerative one to the Department, and its machinery could, 1 believe, be advantageously extended to cope with all Government advertising, as well as in other directions. I propose, therefore, to have all possible avenues of business fully explored. A good deal of opposition has arisen in certain parts of the Dominion to the erection of hoardings that are said to spoil many of the natural beauties of the countryside. Fully appreciating as Ido the point of view which prompts these expressions of opinion I desire to make it clear that the Department has laid it down as a policy that objectionable advertising is not to be sold, and that by co-operating with public bodies the Department will endeavour to avoid criticism which may have a detrimental effect on the Department's advertising activities and other more important functions. There is still ample scope for very extensive advertising business, the profits from which materially assist the Department in meeting its interest charges. Exchange of Staff. It has been the policy of the Government for some time past to send its officers abroad periodically for what might be termed " refresher " courses in railway methods. Already many Railway officers have visited the most important railway systems of the world, and I am sure that such trips have been a very valuable education, which soon reflects itself throughout the whole Service. Whilst in England and Canada, recently, 1 considered the possibility of going a step further with the matter, and discussed with general managers and presidents of railways in those countries the possibility of arranging an exchange system as opportunity might offer whereby our men would be placed on the active staff of railway systems abroad in exchange for similar officers who would come to our railways in New Zealand.
D.—2.
V
The suggestion met with ready acquiescence in several directions, and proposals are going forward now for exchanges of a number of officers. The advantages of such a system are obvious. Workshops Working-conditions. A good deal of attention is paid to the operations of railway workshops, particularly in the United States and Canada, and many methods of working have been tried out. To my mind, one of the most interesting and attractive ideas is the co-operative working scheme which has been put into force by the Canadian National Railways and other railways throughout Canada and the United States. Indeed, its success has been so marked that the Canadian National Railways, after a very full investigation—in which the employees took part —decided that " the operation of the co-operative plan has now reached such a stage that the bonus system has ceased to be either advantageous or attractive." I was able to secure particulars of the scheme whilst visiting the workshops of the Canadian National Railways at Montreal, and, consequently, the Superintendent of our workshops here has been able to adapt therefrom a plan very suitable to the conditions existing in the New Zealand Railway workshops. The plan essentially consists of meetings of a committee, composed of representatives of the men and the management. Full recognition to the men's organizations is given on this committee, and the matters discussed are those pertaining to the mutual interest of the men and the Department at each particular workshop. As demonstrated in other places, there are a similar number of particular functions on the New Zealand railways wherein a committee can materially co-operate with the management, and at this particular time, when the new workshops are in process of erection, there is the matter of transferring employees to the shop where their work is being concentrated to be considered. This is one of the first matters wherein the co-operation of the men is desired- -in fact, no satisfactory solution of the problem of housing, &c., can be attained without their active co-operation. Matters also for committee co-operation are — the welfare of employees generally, social halls, library, ambulance, fire brigades, management, " safety first " recommendations, standardization of work, better tools and equipment, care and distribution of tools, storage of materials and their economical use, conditions of shops (such as heating, lighting, ventilation, <fec.), improvement in quality of work, introduction of output-records, securing business for railway by co-ordination with other employees' organizations, and numerous other local phases of everyday working. The scope does not include such subjects as wage agreements or the settling of questions which have a general application. Meetings of the co-operative committees will be held at least once a fortnight, and the committees will be given every encouragement to make the movement as successful as it has been in Canada. Equipment of Stations. In this direction also New Zealand has much to look forward to, if some of the modern facilities of the British, European, and American stations can be included in the new stations being constructed here. The new Union station at Toronto is equipped with almost every conceivable convenience for the comfort of the travelling public. These include heated waiting-rooms, a high-class dining-room, counter refreshments, baths, showers, barbers' shop, and many other public-utility services. Wellington's new station, for instance, will be equipped with every modern convenience, as passengers must, of necessity, spend a good deal of time at this station in making connections to and from the Wellington-Lyttelton, WellingtonPicton, and Wellington-Nelson ferry-steamers, and with train services to and from various parts of the North Island. Services of this kind must be provided in future, so that increased inducement may be offered to passengers to patronize the national transport system in preference to other transport services. I believe it will soon be necessary, also, to reopen the question of providing passengers with meals on trains. This can be done by the reinstatement of diningsaloons and by the supply of hampers. I secured specimens of the latter as used
D.—2
VI
on the British railways, and have, as a commencement, arranged for a supply to be placed in service on some of the expresses. Refreshment services, whilst being expected to pay, must also be looked upon as a very necessary service to the travelling public, and do offer, if fully utilized, a very valuable saving of time to busy men and women travelling by the express trains. The refreshment section of the English railway systems is taken full advantage of in popularizing train services, and administrative officers know the value of giving rapid transit to passengers, while at the same time so arranging matters that the travellers land at their destinations fully equipped for the prosecution of business without avoidable loss of time in the partaking of meals. It is, of course, anticipated that a higher standard and increased conveniences will cost a little more, but experience gained in other countries goes to show that where these are desired by the travelling public and are provided by railway systems no objection is raised to charges being fixed reasonably to cover the improved service. Smoke Nuisance. In the vicinity of Thorndon locomotive-depot and in other parts of the Dominion the smoke nuisance has been for some years past a very difficult problem, and one that has caused a good deal of complaint I Every reasonable step has been taken in an endeavour to reduce the trouble, but the large amount of expenditure involved has precluded the possibility of absolutely avoiding inconvenience. Higher chimneys have been erected in many cases, and as much smoke as possible directed through the main stack. Consideration has been given also to the practicability of removing the depots to other localities, but the estimated expense has been too great. In other countries I saw the most modern equipment, which is satisfactory so far as the main smoke-stacks are concerned ; but the difficulty still persists in the case of locomotives that are fired outside the sheds, which latter practice is quite common and indeed unavoidable. I noticed, however, that at the main railway-stations in London the smoke nuisance was non-existent, and I was struck by the possibility of using smokeless fuel in the preparation of engines at our main depots. If some kind of smokeless fuel is found practicable, I feel sure that the absence of smoke and soot will make railway travel in the Dominion much more comfortable for the travelling public, besides giving relief from a very real cause for complaint to those residents living in close proximity to railway locomotive-depots. There are several kinds of smokeless fuel under consideration at the present time, with which exhaustive tests are being carried out to ascertain their possibilities both for general purposes and for the more restricted use at locomotive-depots. Consulting Engineer, Great Britain. During my visits to manufacturing-works in Great Britain I was accompanied by the Consulting Engineer to the New Zealand Government, and had the advantage of personally gauging the value of the services rendered by this gentleman and his organization in the various manufacturing centres. I was struck by the thoroughness of the work, and feel satisfied that good service is being rendered, and that the safeguards secured by the Government in the inspection of its machinery are well worth the expenditure. The march of progress necessitates that countries situated so far from the Mother-land should possess means of learning at the earliest possible moment the changes and improvements that are continually taking place, and, although the High Commissioner's staff promptly investigates such questions and forwards full information, it has no qualified technical engineer to supply drawings and supporting technical information ; nor has it the opportunity of obtaining the necessary knowledge, and appreciating the value of improvements in alterations to workshops machinery, locomotivedesign, &c. As I have already stated, it is very desirable that such matters should be inquired into and passed on without delay, and from my own personal observations I was able to appreciate the possibility of extending the liaison between the manufacturers and the High Commissioner's Office by definitely utilizing the organization of the Consulting Engineer for this purpose, and at very little additional cost by way of retaining fee.
D.—2.
VII
Bail-cars. It was very interesting to find that the New Zealand Railways have gone as far as most countries I visited in experimenting with the possibilities of rail-cars. The branch-line problem in Great Britain and other places has resulted in the trial of these units, and many different types are in use. England has adopted the steamdriven cars, whilst the Canadian National Railways are running storage-battery and, more recently, Diesel electric cars which are said to be giving every satisfaction. Petrol-driven rail-cars are more generally used in the United States. I had opportunities of travelling in the various types in different countries, and full operating and maintenance costs were obtained. The tendency is to concentrate on single-man-control units in order to reduce operating-costs, and special investigations are being carried out by our designing engineers on the data that have been secured. In previous statements I have indicated that we considered development along the line of extended use of these vehicles would assist towards a solution of many of our difficulties and the experiments and experiences of other countries have confirmed this view. There can be no doubt that ample scope is available in this country for the economic use of these vehicles. Fuel Research. A good deal of attention has been directed during the last year or two to the success achieved in Germany with regard to the economic utilization of lignite coals by the process known as low-temperature carbonization. The matter has such an important bearing on the coal position in New Zealand that last year the Government obtained a full report from a prominent English fuel authority on the adoption of a similar scheme in New Zealand in connection with Waikato coal. The report, together with full information of trial tests on the New Zealand railways of this fuel manufactured from Waikato coal, have been referred to a special council to consider all the data available on the subject and make recommendations to Government as to what course of action should be followed. Shortly, the process is to extract tar and other products from the coal, from which crude oil, petrol, &c., are distilled. The coke-like residue from the first low-temperature-carbonization process is pulverized and, with a small percentage of pitch mixed for a binder, is pressed into briquettes of various sizes. It is an interesting fact that the manufactured briquette (from which the oils have been extracted) is of a higher calorific value than the raw coal. It has the further advantage of being smokeless, and not liable to spark when used in railway locomotives. These advantages are of very great value, and should the schemes under consideration be found practicable and economically possible they will play a very important part in solving the coal troubles of the Dominion, for, owing to its sparking propensities, the use of Waikato coal on the railways is rendered impossible during the summer months, and in consequence the mines are usually idle for several days of the week. For many years New Zealand has had to import large quantities of coal. These importations could be limited to a large extent by the extended utilization of Waikato poal in this way, and still further if it is found possible to manufacture suitable briquettes from certain classes of South Island coals. A good deal of further investigation is essential, as every possible aspect of such a momentous undertaking must be fully weighed before finality can be reached. At the same time many other interesting processes are being looked, into, and these, of necessity, must be tried out by the Railways, for the Department, being the largest consumer, would be able to contract for a sufficiently large amount of fuel to enable any new enterprise economically to commence operations. Staff. The various systems of staff administration in vogue in the public Departments have naturally resulted in a good deal of difference in the methods and classification, adopted by the various Departments and this was particularly noticeable in the
D.— 2,
VIII
Railways. I arranged last year for a committee to be set up (representing the Railways, Post and Telegraph, and Public Service Commissioner's Office) to go fully into procedure, the grading of positions in Division I, and, generally, any other matters that affected personnel administration. The committee, after visiting all stations and offices, interviewing staff, and investigating all aspects, has rendered a very useful report. It found that in many cases positions were not graded as high as analagous positions in other sections of the Public Service, and that in some respects procedure with regard to quite a number of matters should be brought into line with that of the other Departments. The investigation has brought to light the undesirability—not solely from the Railway point of view—of allowing Departments to become watertight, and staff administration to be run according to the views of the responsible controlling officers. Whilst I have no intention of interfering with control, I am certainly of the opinion that it should be subject to one uniform policy throughout the Government service on all questions of general application such as classification standards, periodical regrading, workingconditions, leave, annual reporting on staff, right of appeal, constitution of Appeal Boards, procedure following appeals, leave on retirement, and numerous other such questions. With a view to outlining a commencement with a scheme of uniformity, 1 have arranged for a committee, consisting of the Public Service Commissioner, the Secretary of the Post and Telegraph Department, and the Staff Member of the Railway Board, to recommend a suggested order of reference of methods that might be made uniform throughout the Public Service generally, when I propose to ask Cabinet to set up a permanent uniformity tribunal to deal with such matters in future. This committee, as I have already explained, will not be invested with the control of the combined staffs, but will be purely responsible for the unification of the policy under which personnel administration of all the public Departments is carried out. Holiday Concessions to Scholars and Students. Encouraged by the support afforded to the " family ticket" concession, introduced two years ago for the express purpose of affording relief to large families desirous of travelling by train, I have now decided to further extend the opportunities for cheap train transit by introducing a new concession specially applicable to scholars and students attending our Universities, colleges, and schools. Under the new arrangement the existing fare concession of three-fourths ordinary passenger rates granted at vacation-time to school boarders only, will be discontinued. In lieu of this, concession tickets at excursion rates will be granted to all students and scholars in regular daily attendance at any of the Universities, colleges, or schools throughout the Dominion. The concession, however, will not apply to such students as may be engaged in an occupation from which they receive a salary or other emolument. These vacation tickets will be issuable at the recognized holiday periods of the educational institutions to which they apply. It is intended to make the tickets available for eight weeks at Christmas-time and for four weeks at the other two term-holiday periods. Frequent holiday changes during the years of study are generally recognized as beneficial to the health of both mind and body, and it is hoped that the new concession, by encouraging travel, will materially assist towards this end. Railway Conferences in Australia. During the year an Australian Railway Officers' Conference was held at Melbourne, and four officers from New Zealand attended. A Railway Commissioners' Conference was also held at Sydney, where the Dominion was represented by the Chairman of the Board of Management of the New Zealand Railways. It is considered that the facility offered by this means for an inter-State exchange of views on railway matters should be encouraged, and every opportunity will be taken of permitting Railway officers in New Zealand to attend such conferences.
D—2,
IX
Locomotive-supply. Reference has been made previously to the steps taken to secure designs of articulated locomotives similar to those so extensively used on the South African railways. A suitable design of articulated engine has been decided upon, and tenders are now being invited in Great Britain for three locomotives for work in the central areas of the North Island Main Trunk Railway. It is claimed that this class of locomotive will result in a very material saving in operating-expenses due to the high tractive effort and economy in working, and its performances will therefore be watched with much interest. General Reorganization. It will be remembered that in the early part of 1925 very extensive reorganization was commenced, including Board management, divisional control, inauguration of the Commercial Branch, separation of finances from the Consolidated Fund, construction of modern workshops, and a comprehensive programme of new works, &c. These changes necessitated a great deal of work, and, obviously, had to be given effect to in addition to the usual work in connection with the ordinary operation of the Department. The reorganization of each section meant the thorough investigation of many large undertakings, and it was found necessary to co-ordinate the various sections of the Department interested in the changes into small committees to deal with each problem. The experience gained in this method of working has been so satisfactory that it is apparent better progress can be made in dealing with everyday problems by the committee method than by other ways, and the system is being continued to apply to all works of importance. It is another indication of the advantage of team work over unrelated individual effort. Hutt Valley Railway Deviation. On the 27th May last the Hutt Valley Railway Deviation, a double-track line branching off from the main line a short distance beyond Petone and passing through the heart of the Hutt Valley to Waterloo Road, was opened. Ultimately this line should join the main line again in the vicinity of Silverstream, thus serving a large area of country which at present is somewhat removed from convenient railway facilities. The main feature of this branch line is that it has been constructed on the betterment principle —meaning that a portion of the enhanced value of the land resulting from the opening-up of this valuable suburban settlement accrues to the railway, thus setting off a portion of the cost of construction. The principle is quite a new one so far as New Zealand is concerned, and to date 682 acres of land have been purchased at a cost of £181,000. The land has been disposed of as follows : — Acres. Taken for Railway requirements . . . . 29 For workshops area . . .. .. .. 80 Taken for roads and reserves .. .. . . 135 Area for residential and industrial sites . . . . . . 438 Total .. .. .. .. .. 682 Of this area, 225 acres have already been disposed of or are under negotiation for final sale at an approximate price of £231,448, made up as follows : — £ 308 residential sites sold .. . . .. .. 97,338 290 sections sold for workers' dwellings . . . . 47,960 Four industrial sites .. .. .. .. 24,450 Sales nearing completion : — Three school-sites, expected to realize .. .. 10,000 Church-sites .. . . .. . . . . 3,000 Eighty acres for railway workshops .. . . 40,000 Land taken for railway .. .. .. 8,700 Total .. .. .. .. £231,448
ii—D. 2.
D.—2
X
The area still available for disposal is 213 acres, acquired at a cost of £50,000. Little difficulty will be experienced in disposing of this property. Less than two years ago a comprehensive housing scheme was launched in the Hutt Yalley adjacent to the new railway. Land (comprising what are known as Mandel's and Eglinton Blocks) purchased as part of the general scheme was placed in the hands of an honorary committee to establish a thoroughly up-to-date workers' settlement. This committee has rendered invaluable service to the Government, and, in conjunction with the assistance rendered by the Departments concerned, excellent progress has been made. Government originally decided to finance the construction of 150 houses, but the applications were so numerous that authority was given for a further 100, making 250 in all. The committee still continued to receive large numbers of applications, and, as many urgent cases were continuing to come under notice, Cabinet decided to increase the total to 300 houses to complete the Hutt Valley Settlement scheme. On the 30th June last 143 houses had been completed, 133 of which were occupied, while 54 were under construction. Of the 133 families settled, 461 children totally dependent on their parents are now comfortably housed. When the scheme is completed it is estimated that the settlement will possess a population of at least 1,800. This should materially assist in relieving the congestion in certain parts of the city and suburbs. It is, therefore, almost firmly established at this stage that the original aim of the scheme has been accomplished, quite apart from the value of such a modern residential settlement for the City of Wellington. The betterment on the purchase price of the land will be sufficient to pay the cost of constructing the single line of railway from the main line to Waterloo Road. Another important feature in the construction of this line is the total abolition of level crossings, brought about by the construction of substantial overbridges. Tariff Matters. The present railway tariff has been in force since the 30th August, 1925. It is now under review, and in pursuance of the policy to keep the tariff up to date it will be replaced by a new issue towards the end of the current year. With a view to further assisting in the development of the agricultural and pastoral industry, a substantial reduction was made during the past year in the rates for artificial manure. That this concession, which dated from the 31st August, 1926, has brought about considerable increase in the quantity of artificial manures conveyed by rail is indicated by the fact that for the seven months ended the 31st March, 1927, 261,400 tons of this commodity were conveyed—an increase of 73,620 tons over the corresponding months in 1926. It is pleasing to note from the foregoing how fully the farmers of the Dominion have appreciated the reduced rate, and I anticipate that the resulting increased production will to some extent compensate the Railway Department for the concession made. The tonnage rates charged for goods conveyed by rail are based on a classification which, although varying considerably in detail, enables a general distinction to be made between what may be termed " low-grade " and " high-grade " traffic. The low-grade commodities—artificial manures, agricultural products, coal, firewood, gravel, metal, and suchlike goods—comprise a considerable proportion of the total tonnage, and upon these freights are charged which (having been determined almost wholly with a view to encouraging settlement and development) are in themselves barely sufficient to cover the cost of transport. The road-motor carrier does not compete for this traffic, but directs his attention to the more valuable commodities and more highly rated freight —that|traffic, in fact, upon which the railways have depended to balance the loss made in carrying low-grade freight. It is reasonably contended that the low rates could be expected to remain only so long as the Railway Department was able to secure its usual profit from the higher-rated traffic. Now, however, the road vehicle has in many instances been successful in securing the latter. The Railway problems arising out of these changed conditions cannot lightly be passed over, and it is doubtful whether those who patronize road services, which are in many instances parallel with the railway
D.—2
XI
route, realize that, through the loss in railway revenue consequent on the conveyance of goods by road, they (the public) are the direct losers. A stable and equitable railway-rate system is essential to the success of the commerce of the country. As an indication of how this matter is viewed in a sister Dominion, I cannot do better than draw attention to the following extract from the latest annual report by Sir Henry Thornton, Chairman and President of the Canadian National Railways : — The question, of freight rates continues to be one of importance and some anxiety. It is not the province of the Board of Directors to argue for or against higher freight rates, but a distinct responsibility rests upon the Board to direct attention to the effect of alterations in the rate structure which would reduce the gross revenues of the system. The Board is of opinion that the welfare of the Dominion would be best served if its railways were allowed rates which would enable them not only to maintain solvency, but to make those improvements and provide those facilities which are from time to time necessary to meet the constantly increasing traffic requirements of a rapidly growing country. In so far as the Canadian National Railways are concerned, the property is owned by the people of Canada, and, in the last analysis, the financial position is in their hands. However, the Board ventures to express the thought —as it has, indeed, on previous occasions—that freight rates cannot be constantly decreased and net earnings continue to increase. With fair rates it has been possible to reduce to a minimum the demands of the railways on the public treasury. The Canadian National Railways are emerging from a condition which may be conservatively described as unsatisfactory ; they have reached the point where they are paying interest out of net earnings on all the securities held by the public, and, furthermore, they are furnishing a service which the Board feels is satisfactory to the shipping public. Would it not be wise to allow that condition to continue and to improve ? Workshops.—Reorganization and Progress. New Workshops. Good progress has been made with the construction of new workshops at Otahuhu and Hutt, and with the remodelling of existing workshops at Addington and Hillside. Staff. Owing partly to the completion of the order for building class Ab locomotives, and new rolling-stock in the South Island, and partly to economies resulting from the reorganization of workshops, a reduction in the staff employed became possible. The personnel quota has been automatically adjusted by utilizing the surplus staff to fill vacancies created from time to time by employees leaving the service. This method, while entailing some expense to the Department, was adopted to prevent hardship to the men, and I believe the fact is generally appreciated by them. By this means the total workshop strength has been reduced by eighty-nine since April, 1926, not including staff released to man the two terminal depots. This staff-reduction would have reduced the pay-roll by about £23,000 had not the scale of wages for workshops staff been increased from the Ist April, 1926. The industrial economies to be effected by concentrating special types of manufacture and repair work in the centres most suited for the purpose —instead of, as in the past, carrying on with shops having small plants dealing, or attempting to deal, with almost all classes of work at each centre —were so real that the change was inevitable if the reorganization of workshops buildings, methods, and processes was to justify the new capital expenditure. It was therefore announced two years ago that a reallocation of workshops staff would take place as soon as sufficient progress had been made with the reorganization programme. It is one of the conditions of railway employment that the employee must be prepared to transfer where and when required, and (in common with other branches of the service) workshops employees have so been transferred from time to time according to the exigencies of the service. The private economic and social effect (as relating to family ties, house or property ownership, &c.) produced on the position and prospects of those whom it is necessary to transfer, although not coming within the orbit of the business relationship usually subsisting between employer and employee, and consideration of which is excluded from the general responsibilities of railway-management, cannot be ignored when large numbers of transfers, as in this case, threaten to disturb the. economic equilibrium in the districts concerned.
D.—2
XII
The Government, recognizing this, has given special consideration to the proposed series of workshops transfers, and has decided to facilitate settlement of the housing problem by undertaking a house-building programme on the lines which proved so successful in the Hutt Valley Settlement scheme. The house-building plant of the Railway Department will be used, and houses erected on selected areas for the use of those transferred railway-workshops employees who desire to purchase houses for themselves in their new locality, the' necessary financial assistance being provided in turn with other applicants through the Government Advances Department. I am pleased to be able to report that the Workshops Committees at each centre are earnestly co-operating in an effort to make the desired changes with a minimum of inconvenience to all concerned. Workshop-Management. The costing methods which were introduced into the four main workshops in 1926 have amply proved their worth, and these works can now be considered to be working on a commercial basis. The daily expenditure on any job —labour, material, &c. —is taken out as, the work progresses, and the final cost is available twenty-four hours after completion of the work. Shop Scheduling and Production. The system of planning work on a production basis, as established during the previous year, has been maintained, and the results definitely show that this was a much-needed improvement in our management system. This system is being extended in a more detailed manner to gradually bring all classes of work under the scheme. Terminal Repair Depots. During the year depots have been established at Christchurch and at Dunedin to undertake the annual examination and overhaul of the Westinghouse brake, and also attend to light running repairs to rolling-stock. Previously this class of work was undertaken at the Addington and Hillside Workshops respectively, but owing to the amount of shunting involved, each vehicle was out of use some days for an operation that occupied only a few hours. As the result of the establishment of the terminal depots, vehicles are now out of service a minimum time, and the operating branch thus has available for service a greater percentage of the total rolling-stock. Expenditure. It is pleasing to be able to record the fact that the workshop staff were granted an increase in wages as from the Ist April, 1926, which represents an increase of about 3 per cent, of the previous wage expenditure. Training Apprentices. Apprentice instruction classes were inaugurated at Newmarket, Petone, Addington, and Hillside Workshops in July, 1926, and the results disclosed at the last examination of apprentices show that a good deal of progress has been made. A keen interest is being displayed by the apprentices in the class-work, and the advantages to be derived from systematic training are quite apparent. Sub-stores. Sub-stores, being part of the Stores Branch reorganization scheme, have been instituted at Newmarket, Petone, Addington, Hillside, and East Town Workshops, and are now functioning satisfactorily. This has made possible the practical development of the policy of stores control outlined in my statement for 1926, and the Stores Branch has now assumed control of all material for workshops use.
D —2 (
XIII
Past and Present Transport Developments. A summarized survey of the past in relation to New Zealand's internal transport and the actions taken in regard thereto for the protection of public interests, supplemented by a statement of the position as it now stands, will help to clear the way for consideration of what requires to be done in the future. Prior to 1914 motor competition had not seriously affected the Railways. They were carrying out a developmental programme largely on " departmental" lines, with fares and freights generally set at rates which produced a return to capital lower than was necessary to make them self-supporting in the business sense. They had no provision for the replacement of wasting assets, no endowments, no reserves, no betterment funds, and no commercial balance-sheet to reveal to the public the actual financial position in which they stood. This position, too, was acquiesed in by the majority of New-Zealanders, for it was recognized that although not credited with the increased values to land and benefits to settlers which their coming conferred, they did actually assist the country, from a colonizing aspect, far more than their direct earnings revealed. There was a feeling, too, that competitive business methods were unsuited to a Government Department. In the Department itself, owing to the absence of the necessary incentive usually arising from competitive conditions, there did not exist, nor had there, indeed, been required, a commercial sense or business-getting side to its operations, this position being, moreover, quite in keeping with, and natural to, the then stage of the country's transport development. The general idea prevailing was to carry what was offered, under certain unbending regulations, many of which were of long standing and proved particularly irksome to traders in view of the general conditions then existing outside in the business world. The Hiley report of 1914 gave promise of something constructive in the way of progressive development in opening new lines and improving existing ones, but the war cut across all normal industrial developments in the Railways as well as elsewhere ; and after the war the post-war problems of staffing, high prices, and general stringency tended to delay adjustment in line with modern requirements. All the time, however, improvements in the motor-vehicle field were being made most rapidly, and by the time (in 1923) that the Railways were placed under my control heavy inroads were being made on the Department's passenger and goods traffic by privately-owned motor-propelled vehicles. My first business was to make a complete tour of the railway system in both Islands, with a view to becoming personally acquainted with the internal working of the Department. This disclosed the fact that the railways were an efficient transportation organization on the technical side, hut; requiring (in keeping with the changed times) such changes as would develop them along reasonable commercial lines without sacrificing their utility as a developmental asset to the country. By 1925 considerable progress had been made, and I was able to make announcement of policy in regard to tariff, finance, the interrelation of Departments, assistance to primary and secondary industries, improved services and equipment, level crossings and grade-easements, station improvements and other increased facilities, use of New Zealand coal, commercial methods, the keeping in touch with world standards, excursion-traffic projects, staff organization, transport co-ordina-tion, &c. All of these matters have had my personal attention, and in regard to each of them the position has already been changed materially for the better. Then financial reorganization, time-table improvements, workshops reconstruction, stores reorganization, and tariff revision have all assisted to make the Railway Department a much more efficient business organization than it was some years ago. It does give good services ; its outlook is much broader, and satisfies the requirements of passengers and shippers to a much greater extent and with a more accommodating spirit; commercial relations are much easier ; and greater keenness regarding business progress and opportunities for development is everywhere evident amongst a staff where merit is now the main test of promotion. All these things are well, but they have not succeeded in providing the Department with an adequate proportion of increased business comparable with the expansion which has taken place in population, and in our export, import, and internal trade.
!>.—2,
XIV
On tlie other hand, New Zealand has made a world's record in the absorption of motor-vehicles during the last two years, the increase from 1925 to 1927 representing a gain of 58 per cent., the greatest increase (from thirteen thousand to twenty-three thousand) occurring in the demand for commercial motors. This might have been regarded with satisfaction from the national standpoint, asjindicative of enterprise in the adoption of new ideas and of the fuller exploitation of the country's productive possibilities, had a considerable proportion of them not engaged in direct duplicative and wasteful competition with the railways — much of this competition being possible only because advantage was taken of the developmental purposes which the railways served. For the Railways to have met the position with a full commercialized programme and methods might have been effective so far as conquering the competition was concerned, but it would have played havoc with the national developmental work which, through a long period of years, they have been moulded to perform, and under the shelter and protection of which production has been greatly aided and industrial enterprise encouraged. The absence of competition in the earlier years had this general advantage: it enabled the Government to use the railways in such a way that by dividing the railway tariff into two broad grades, the higher (Classes A, E, C, and D), consisting of general commodities and being rated (in general) somewhat above the actual cost of transit, and the lower (products of relatively low unit value, such as coal, firewood, shingle, fertilizers, &c., and the general necessities called for in the prosecution of primary industries) being conveyed at rates producing a return often considerably lower than the cost of production —the combined effect, however, of the total business transacted producing what was generally considered to be a sufficient average return for the work done. Under this plan it had also been possible to protect New Zealand as against overseas industries by arranging discriminative rates in favour of the former. Motor competitors, however, who, naturally, as individuals, had no direct concern with the national developmental aspect of the country's transport, have been able to do quite well by taking only one class of traffic —the high rated—thus disturbing seriously the equilibrium produced under the Railways tariff scheme. A similar position has developed in the matter of suburban passenger traffic, the ordinary passengers being attracted away from the rail by the extra convenience of the motor " pick-up " and " set-down " facilities, while the low-rated traffic —suburban workers and season-ticket holders (all carried below cost owing to the previously existing balancing factor of a full traffic) —is left for the railways. As previously pointed out, full commercialism applied to the railways would result in the adoption of methods and rating practices similar to those of motor operators ; but this would, besides having a generally detrimental effect upon the country's welfare, bear with especial hardship upon those who had been encouraged to go on the land or settle in the suburbs through the existence and operation of the above special tariff arrangements. Complete adandonments of these developmental functions by the Railways, although the proper course if the Department had been a private enterprise concerned principally in the protection of its own immediate interests, cannot be thought of when, as a State business, the full effect of such action upon the general progress and stability of the Dominion has to be considered. A striking instance of this condition is found on the manufacturing side of the Department's activities, where, through the adoption of better methods and the setting-up of new machinery, it would have been possible—during the recent unemployment crisis—to carry on without the services of several hundred men, who were kept on, in the public interest, after their services could have been economically dispensed with. It will thus be seen that the peculiar dual nature of the Department's functions has actually provided special protection (against direct retaliatory competitive measures by the Department) to motor competitors, who have also gained tremendously by the heavy expenditure in road-surfacing (in some cases at the rate of £10,000 per mile) undertaken by local bodies. These circumstances point definitely to the necessity for such action as will at least equalize opportunity for the Railways in their business-getting efforts with
D.—2
XV
those of their competitors, such equalization taking account of (a) adequate payment for the use of roads, to put them on a parity with the Railways' selfprovided and maintained permanent-way ; (b) assessment of the value of developmental services now rendered by the Railways, and adjustment of national finance in relation thereto ; (c) such regulations regarding fares, time-tables, and routes as will prove most economically efficient. The question of safeguarding the enormous capital cost of the national transport system requires the .gravest consideration, and after carefully weighing the whole of the circumstances surrounding the Dominion's transport problem I have come to the conclusion that if we are to secure for the country a continuation of the liberal developmental and protective policy that has been so valuable in the past, it will be necessary to inaugurate transport control through a properly constituted Ministry of Transport. Particulars regarding the setting-up of an investigating body to go thoroughly into these and similar questions is, however, more fully dealt with elsewhere in the Statement. The Future op the Railway System. In view of the capital investment, approaching £60,000,000, already made by New Zealand in regard to her railway system, and the capital commitments, in the vicinity of £15,000,000, for the completion of new lines now under construction and improvements to existing tracks, it must be recognized that a great responsibility rests upon the Government in relation to the future of transport within this Dominion. The present position is serious, so serious that the public have only two alternatives to look forward to, viz., — (1) To carry on in accordance with the existing practice, with the certainty of closing certain services. (2) To initiate an intelligent amalgamation of transport interests which will make it possible to give continuous reliable service and cheaper freights. The second course having been decided upon, the following questions arise : How is transport likely to develop during the coming decade, and what can be done to its development in directions best suited to the Dominion's requirements ? Dealing first with the latter question, its correct solution is of such vital importance, affecting, as it does, the welfare of the whole country, that I am considering the advisability of fully investigating the general field of transportation in the Dominion. The information available at present is not sufficient for the accurate statement of definite economic conclusions. For instance, while the amount paid annually in railway tares, freights, and services—now amounting to over £8,000,000 —is common knowledge, other costs of transport are not so fully realized. Such charges as those incurred for road and coastal steamer fares and freights, and for interest on road-construction, may be mentioned. The investigating, authority would require to go into the whole question thoroughly, both in relation to the economic effect of transport as now carried on, and also in regard to improvements which could be made possible by a better inter-relation of transport effort to reduce overlapping, and cheapen for the people of the Dominion their overall transport costs. The programme of works now under way for roads and railways is taking shape in accordance with a carefully prearranged and comprehensive design. If this were stopped, or even retarded, it would occasion much loss in capital return and transport efficiency. The whole work, therefore, requires the closest attention from the Government as the programme develops, in order that the full benefits obtainable from a perfected transportation system may accrue to the country. I believe that a broad and forward-looking policy is necessary not merely with a view to the transport position as it will exist one to two years hence, but keeping in mind the conditions likely to obtain eight or ten years from now, when the bulk of the work in railway and road construction upon which we are at present engaged will have been completed.
D.—2,
XVI
Ten years hence the railway system of the Dominion will be much more homogeneous than at present. For instance, loose ends of sections like those at Dargaville, Stratford, Gisborne, Tauranga, and Westport will be linked up with the main lines. The Pokeno-Paeroa railway will be an accomplished fact, as will the northern rail outlet from Auckland, and the Westfield and Tawa Flat deviations. All these improvements will make possible increased standardization of rolling-stock and equipment, with consequent reduction in production, operation, and upkeep costs, and favouring increased mobility for locomotives, cars, and wagons, with consequent increase in their operating efficiency as revenue-earning units. The through line between Auckland and Wellington, with vastly improved access to the cities at either end, and intermediate grade-easements and curvesreductions made in the interests of economical and expeditious working, will be capable of providing a substantially more efficient service than is possible at present. The new terminal stations at Auckland and Wellington will greatly facilitate the handling of all classes of traffic. Passengers, in particular, will find the comforts and convenience offered thereat comparable with the best now obtainable in other parts of the world. Electrification of lines in certain suburban areas, and the use of smokeless fuel where such is found advisable, will help to improve travel conditions in all respects. More powerful locomotives, with greater water and fuel capacity than any we have at present, will make long non-stops runs feasible on our express routes, enabling-— with improved track, curve, and grade conditions—further reduction in the times required for covering the distance between our principal cities. This development will, of course, call for the introduction of slip-coaches on non-stop expresses to serve the more important intermediate towns. Experience already gained in other countries, and to some extent in our own, proves conclusively that road services cannot do the heavy carrying-work for the country that, the railways are called upon to perform. Roads, nevertheless, have a definite and important function, chiefly of an ancillary nature, in relation to the country's major transport work, and the function is being more clearly defined as costing-data become available and the working of economic laws in relation thereto is increasingly realized. Tn ten years' time it may therefore be expected that a definite line of demarcation will exist between the kinds of work that railways and road services are performing (the most suitable in each case having been selected after practical and searching tests), and that there will be an absence of wasteful competition between them in their respective spheres, such competition as now exists being replaced by a sensible co-ordination of work between private operators and rail-owned services by train and road, equally applicable in its usefulness to the requirements of the most distant farm and the most crowded city area. By that time, too, New Zealand will be vastly better known as a tourist and health resort, and on account of the attractions it offers to sportsmen. The alternative railway routes which the linking-up of several now detached rail-heads will make possible, such as the Okahukura-Stratford route on the east and the Pokeno-Paeroa-Tauranga-Gisborne-Napier on the west of the North Island, will help to make rail tours particularly attractive for overseas visitors. Looking ahead, it may be expected that the practice of " land cruising " by train, recently initiated in Great Britain and America, will be fully established, and in this country the Railways may look for heavy work of this kind during the summer months in routing and conveying chartered trains loaded with sightseers to the favourite rail-served resorts. The collection and delivery of train-passengers and luggage from and to their homes or hotels by cars or buses which will be provided for at stations so that they may dock right alongside the trains, and which will be worked fully in conjunction with train services as part of the ordinary routine of railway-operating, is another development that T hope to see brought about during the period named.
D— 2
XVII
But it is in the conveyance of the country's products and general commerce that I look for the most useful developments of transport to take place. A more thorough organization of collecting and delivery services operating to and from farms situated away from the routes of railway-lines, with properly scheduled services and times for picking up and setting down, and with capacity for handling every kind of transportable commodity, may be looked for. This will enable further favourable adjustments of rates. It may here be pointed out how useful has been the reduction introduced last year in rail freights for fertilizers with the purpose of encouraging their more general use. A great increase in the quantities railed has ensured, and the effect on production may be expected very shortly in increased returns per acre and further transport work for the railways. The avoidance of duplicated services over the same routes, replaced by a properly organized system, should enormously reduce the present over-all costs of transport, which, combined, place too high a handicap on enterprise, and increase by too great a proportion the costs of primary production. A similar organization and regulation of commercial collection and delivery services may be looked for in the towns and manufacturing districts, for, with the development of data permitting of the scientific analysis of costs, it is becoming increasingly clear that the factor most readily amenable to reduction under proper organization, is the cost of conveyance. The fine terminal facilities for giving quick despatch to overseas vessels, which large-scale business at the principal ports has justified the Harbour Boards concerned in supplying, is reacting on the attitude of shipping companies. These naturally appreciate the opportunities for expeditious terminal-port work, and are in consequence tending to concentrate their visits on the principal ports. As this movement develops further the Railways will be required to undertake port haulage for goods over much longer distances than at present, and a new development of haulage at special shipping rates may be expected as a corollary to the general trend of transport evolution. The restless energy of our people may naturally be looked to as a potent agency in stimulating change in the methods of production, distribution, and consumption in the years ahead, and such changes prevent forecasting with precision in any given direction; but certain general deductions may be made from past experience, and I am hopeful that in a decade the country's position in regard to her transportation enterprises will be much stronger than they can be in the present transition stage. Policy. The work now under way in connection with administrative policy relative to present and fixture activities may be summed up as under : — 1. Early completion of Tawa Flat and Westfield deviation routes, with improved stations and terminal facilities at Wellington and Auckland. 2. Full decentralization under the divisional-control system of administration. 3. Improvement of procedure in relation to management. 4. Amalgamation of the operations side of departmental activities into one organization. 5. Extension of commercial activities, with separation of passenger and freight work, to permit of more concentrated personal attention to tourists, excursionists, and general passenger traffic, and to the requirements of primary and secondary producers. 6. Establishment of a Publicity Branch to make fully known the advantages and activities of the Department. 7. Fuller use of Advertising Branch artists in coping with general Government advertising. 8. Exchange system of New Zealand railways officers with the officers of other railway organizations. 9. Co-operative plan for improving working-conditions in workshops.
iii—D. 2.
D.—2,
XVIII
10. Increased facilities for passengers' comfort and convenience, and modern equipment at principal stations and on trains. 11. Action to eliminate smoke nuisance. 12. Further utilization of rail-cars. 13. Investigation of new methods to make further use of soft coals. 14. Uniformity tribunal to place staffing matters on the same footing in all Government Departments. 15. Extension of facilities for holiday concessions to scholars and students. 16. Mail-exchangers to be employed for express trains to expedite mail-work. 17. Further separation of " goods " and " passenger " traffic by the elimination of " mixed " trains. 18. Introduction of train-control on principal sections of line. 19. Further extension of Railway Conference facilities in the direction of assisting standardization as between Australia and New Zealand. 20. Trial of improved locomotives types to reduce operating costs. 21. Further tariff adjustments to assist primary and secondary industrial development. 22. Workshops reorganization in accordance with the most modern practice. 23. Further action in the direction of eliminating level-crossings. 24. Yard and grade improvements where such will assist reduction in operatingcost. 25. Extension of automatic signalling-systems and of railway electrification where warranted. 26. Further development of departmental housing activities. 27. Better amalgamation of transport services throughout the Dominion to produce better operating-conditions and improved economic effort. Conclusion. In conclusion, I desire to place on record my appreciation of the capable manner in which all employees of the Department have carried on the year's work. Every emergency has been met with good judgment and in the right spirit of practical helpfulness. The year has been one in which the generally low prices received for the country's exportable surplus of products have reacted unfavourably upon what might be termed " pleasure travelling " within the Dominion, yet it is to the building-up of this class of business that the Railways, as such, must look if they are to make up the leeway in passenger traffic resulting from defections to the road by so many business travellers in the suburban areas. The general outlook is now more promising ; and with continued co-operation in the administration and operation of Railway affairs, supported by further effort and new enterprise in the directions suggested earlier in this statement, I feel assured that, given a period of normal progress within the Dominion, the Railway position, can be still further improved as the present programme of extensions and betterments draws towards completion.
D. —2
XIX
RESULTS OF WORKING. The following is a summary of the working for the year ended 31st March, 1927, as compared with 1926: —
Year ended 31st March, Particulars. —— — 192 7. 1920. Total miles open for traffic ... ... ... 3,164 3,138 Average miles open for year ... ... ... 3,157 3,103 Capital cost of opened and unopened lines ... ... £56,028,477 £53,716,455 Capital cost of open lines ... ... ... £49,183,916 £47,608,676 Capital cost per mile of open lines ... ... ... £15,545 £15,172 Gross earnings ... ... ... ... £8,434,654 £8,460,762 Working-expenses ... ... ... ... £6,490,880 £6,468,428 NET EARNINGS £1,943,774 £1,992,334 Interest charges ... ... ... ... £2,043,433 £1,913,311 Appropriation for betterments ... ... ... ... £58,000 Unappropriated surplus ... ... ... ... ... £21 023 Deficit ... ... ... ... ... £99,659 PERCENTAGE OF TOTAL WORKING- i EXPENSES TO GROSS EARNINGS ... 76 95 76 45 PERCENTAGE OF NET EARNINGS TO CAPITAL INVESTED ... ... ... 3 99 4 35 Eailway operating earnings ... ... ... £7,423,472 £7,589,274 Eailway operating expenses ... ... ... £6,158,283 £6,164,570 NET RAILWAY OPERATING EARNINGS £1,265,189 £1,424,704 PERCENTAGE OF RAILWAY OPERATING EXPENSES TO EARNINGS ... 8296 81 23 Operating earnings per average mile open ... ... £2,351 £2,446 Operating expenses per average mile open ... ... £1,951 £1,987 NET OPERATING EARNINGS PER AVER AGE MILE OPEN • ... ... £400 £459 d. d7~ Operating earnings per train-mile ... ... ... 166-14 176-51 Operating expenses per train-mile ... ... ... 137-82 143-37 NET OPERATING EARNINGS PER TRAINMILE ... ... ... ... 2832 33 14 Passengers, ordinary ... ... ... ... 10,305,065 11,813,480 Season tickets ... ... ... ... 585,094 600,292 Total passenger journeys... ... ... ... 26,002,137 27,653,414 Goods tonnage ... ... ... ... 6,833,436 6,808,603 Live-stock tonnage ... .. ... ... 475,013 447,539 Train-mileage ... ... ... ... 10,723,864 10,319,407 Engine-mileage ... ... ... ... 15,212,086 14,657,039 For the current year I anticipate the revenue will reacli £8,300,000 and the expenditure £6,571,945.
D.—2
XX
ANNUAL REPORT OF THE BOARD OF MANAGEMENT OF THE NEW ZEALAND GOVERNMENT RAILWAYS. The Hon. the Minister of Railways. New Zealand Government Railways, Head Office, Wellington, 31st July, 1927. Sir, —- We have the honour to report on the working of the railways for the financial year ended 31st March, 1927. The gross receipts for the year, exclusive of the subsidy for branch lines, amounted to £7,989,433, as against £8,101,221 for the previous year. It is interesting to note the following revenue figures taken at intervals since 1900 : — £ 1900 .. .. .. .. .. .. .. 1,623,891 1901 .. .. .. .. .. .. 1,727,236 1906 .. .. .. .. .. .. .. 2,349,704 1911 .. .. .. .. .. .. .. 3,494,182 1916 .. .. .. .. .. .. .. 4,548,356 1921 .. .. .. .. .. .. .. 6,908,531 1927 .. .. .. .. .. .. .. 7,989,433 For the year just ended the financial results, in round figures, are as follows . — Revenue— £ Actual revenue received .. .. .. .. .. 7,990,000 Subsidy for branch lines .. .. .. .. .. 445,000 £8,435,000 Expenditure — £ Actual working expenditure (as spent) .. .. .. 6,182,000 Placed in renewals, betterments, and accidents reserves funds 310,000 Interest .. .. .. .. .. .. .. 2,043,000 £8,535,000 Capital Account. —The capital invested in the lines open for traffic, including the steamers and plant on Lake Wakatipu and other subsidiary services, on the 31st March, 1927, was £49,183,916, as against £47,608,676 on the 31st March, 1926, representing an addition of £1,575,240 for the year. This amount includes £588,814, construction charges on lines taken over from the Public Works Department during the year ; £319,644 expended on new works and charged against "Capital Account under Additions to Open Lines ; and £666,782 expended under the Railways Improvement Authorization Act, 1914. Receipts and Expenditure. —The gross receipts for the year amounted to £8,434,654, as against £8,460,762 for the previous year, a decrease of £26,108. The gross expenditure for the year amounted to £6,490,880, as against £6,468,428 for the previous year, an increase of £22,452. The net earnings were £1,943,774, equal to 3-99 per cent, on the capital invested in the lines open for traffic, and 3-50 per cent, on the capital invested in the open and unopened lines. The percentage earned during the last six years on the capital invested in the open lines was-— 1921-22 .. 1-07 per cent. i 1924-25 .. 3-55 per cent. 1922-23 .. 3-04 per cent. 1925-26 .. 4-35 per cent. 1923-24 .. 3-83 per cent. ! 1926-27 .. 3-99 per cent. Under the new financial policy outlined in the Board's report on the working of the railways for the year 1924-25 the rate of interest chargeable to the railways in respect of capital raised under the provision of the Railways Improvement Authorization Act, 1914, was £5 3s. 9d. per cent., and on all other capital money £4 2s. 6d. per cent. Prior to the Ist April, 1925, the Department was expected to meet a policy rate of £3 15s. per cent. The total amount of interest paid during the year under the new arrangement was £2,043,433. The net earnings for the year, however, amounted to £1,943,774 only, leaving a deficit on the year's working of £99,659. Interest charges represent 4s. 10-14 d. out of every twenty shillings of revenue earned. The subsidy paid to the Government Railways Superannuation Fund and charged against expenditure was £170,000. Payments of £12,609 to provide increased pensions for widows and children, and £4,965 for cost-of-living bonus to annuitants, were also made from revenue, making a total of £187,574, as compared with £145,000 the previous year, an increase of £42,574. The sum of £310,542 has been charged against expenditure aud set aside to provide for renewals, insurance, &c. A short outline of the year's operations as compared with the year 1925-26 is given hereunder.
D.—2
XXI
"Revenue.
Gross Revenue.—The revenue for the year from all sources was £8,434,654, as against £8,460,762 for the year 1925-26, a decrease of £26,108. The particulars of the gross revenue are a,s follows : — 1926-27. 1925-26. £ £ Train-operation .. .. .. .. .. 7,423,472 7,589,274 Subsidiary services .. .. .. .. 565,961 511,947 Branch lines and isolated sections subsidy .. .. 445,221* 359,541* £8,434,654 £8,460,762 * Payable in respect of developmental lines in terms of the Government Railways Act, 1926. Train-operating Revenue.--The total operating revenue for the year represented 88-01 per cent, of the gross revenue, and amounted to £7,423,472, of which the North Island system yielded £4,420,834 and the South Island system £3,002,638. The figures for the whole system show a decrease of £165,802 on the earnings of the previous year. The particulars of the operating revenue earned are as follows :—-
The operating earnings per train-mile for all lines were 166-14 d., as against 176-51 d. for the preceding year—i.e., a decrease of 10-37 d. per train-mile. The North Island main line and branches gave a return of 164-1 Id. and the South Island main line and branches 167-79 d. per train-mile. Subsidiary Services Revenue. —The revenue received from subsidiary services amounted to £565,961, as against £511,947 for the corresponding services last year. The particulars of the revenue earned arel926-27. 1925-26. £ £ Lake Wakatipu steamers .. .. .. .. 10,273 10,625 Refreshment service .. .. .. .. .. 129,612 133,658 Advertising service .. .. .. .. .. 47,387 45,454 Departmental dwellings .. .. .. .. 83,375 68,661 Leases refreshment-rooms, bookstalls, &c. .. .. 20,462 19,062 Non-operating—Miscellaneous .. .. .. 266,108 234,487 Road motor services .. .. .. .. .. 8,744 £565,961 £511,947 Expenditure. Gross Expenditure. —The expenditure on all services during the year was £6,490,880, as against £6,468,428 for the year 1925-26, an increase of £22,452. The particulars are» 1926-27. 1925-26. £ £ Train-operation .. .. .. .. .. 6,158,283 6,164,570 Subsidiary services .. .. .. .. 332,597 303,858 £6,490,880 £6,468,428 £220,589 was expended in the Maintenance Branch and charged to Capital Account under the head " Additions to Open Lines." These comprise additions to station buildings, extension of sidings, bridge-work, cranes, weighbridges, turntables, additional dwellings, and purchase of land. £91,608 was expended in the Locomotive Branch and charged to Capital Account in the provision of additional rolling-stock and electric lighting for cars. The rolling-stock in respect of which the charges were incurred comprised eighteen locomotives, seven cars, six guards' vans, and twenty-four bogie and 192 four-wheeled wagons completed on the 31st March, 1927, and four locomotives, eighteen cars, twenty brake-vans, and forty bogie and 290 four-wheeled wagons in hand but incomplete on that date.
| Percentage Percentage 1926-27. of Operating 1925-26. of Operating | Revenue. Revenue. I | [ £ £ Passengers, ordinary .. .. .. .. 2,045,348 27-56 2,271,498 29-93 Season tickets .. .. .. .. 258,832 3-49 265,549 3-50 Parcels, luggage, and mails .. .. .. 377,367 5-08 409,207 5-39 Goods and live-stock .. .. .. .. 4,596,166 61-91 4,499,160 59-28 Miscellaneous: Labour, demurrage, &c. .. .. 145,759 1-96 143,860 1-90 7,423,472 .. 7,589,274:
D.—2
XXII
Train-operating Expenditure.—The total operating expenditure for the year amounted to £6,158,283, a decrease of £6,287 as compared with last year. The particulars of the expenditure on train-operation are as follows
The operating expenditure per train-mile for all lines was 137-82 d., as against 143-37 d. for the preceding year, a decrease of 5-55 d. per train-mile. The expenditure per train-mile on the North Island Main Line and Branches Section was 127-02 d., and on the South Island Main Line and Branches Section 151-90 d. Subsidiary Services Expenditure.—The expenditure in connection with subsidiary services was £332,597, as against £303,858 for the year 1925-26. The particulars of the expenditure in connection with subsidiary services are : — 1926-27. 1925-26. £ £ Lake Wakatipu steamers .. .. .. .. 15,859 15,613 Refreshment service .. .. .. .. .. 119,567 119,585 Advertising service .. .. .. .. 42,509 31,239 Departmental dwellings .. .. .. .. 137,547 129,907 Leases refreshment-rooms, bookstalls, &c. .. .. 8,271 7,514 Road motor services .. .. . . .. .. 8,844 £332,597 £303,858 Net revenue from subsidiary services (including miscellaneous receipts) " .. .. .. £233,364 £208,089 Net Revenue. The Net Revenue Account from all services, after setting aside the sum of £310,542 for renewals and equalization funds and paying interest charges amounting to £2,043,433, shows a deficit of £99,659, as compared with a surplus of £79,023 last year. Particulars are shown hereunder :— £ Net earnings, train-operating .. .. .. .. .. 1,265,189 Net earnings, subsidiary services .. .. .. .. .. 233,364 1,498,553 Subsidy in respect of developmental lines .. .. .. . . 445,221 1,943,774 Interest charges .. .. .. .. .. 2,043,433 Deficit.. . . .. . . .. . . . . £99,659 Renewals and Equalization Funds.—The position as regards payments to and expenditure from the renewals and equalization funds during the year is shown below : —
; Percentage Percentage | 1926-27. of Operating ; 1925-26. of Operating I Revenue, j Revenue. . : __! j I ; £ £ Maintenance—Ways and works .. .. .. 1,074,334 14-47 1,144,385 15-08 Maintenance—Signals .. .. .. .. 100,861 1-36 105,064 1-38 Maintenance—Rolling-stock .. .. .. 1,303,444 17-56 1,311,317 17-28 Examination, lubrication, and lighting of vehicles 60,095 0-81 59,447 0-78 Transportation—Locomotive .. .. .. 1,609,257 21-68 1,577,173 20-78 Transportation—Traffic .. .. .. 1,752,998 23-61 1,743,641 22-98 Head Office and general charges .. .. 82,287 1-11 82,528 1-09 Superannuation subsidy .. .. .. 175,007 2-36 141,015 1-86 6,158,283 82-96 6,164,570 81-23 Net operating revenue .. .. .. 1,265,189 17-04 1,424,704 18-77
previous Year Contributions.! Expenditure. Balance. £ £ £ £ Renewals .. .. .. .. .. 280,836 572,437 216,535 636,738 Fire insurance .. .. .. .. 4,783 10,841 5,180 10,444 Slips, floods, &e. .. .. .. .. 24,205 21,515 35,894 9,826 Workers'compensation .. .. .. 5,316 44,469 34,810 14,975 Betterments .. .. .. .. 60,000 4,778 51,079 13,699 375,140 654,040 343,498 685,682
D.-2
XXIII
New Lines opened. —The Te Roti-Opunake Section (22 miles 50 chains) and the Glenhope-Kawatiri Section (3 miles 75 chains) were taken over and opened for traffic during the year, making the total mileage opened for traffic on the 31st March, 1927, 3,164 miles. Train-mileage. —The train-mileage for the year was 10,723,864 miles, as against 10,319,407 miles the previous year, an increase of 404,457 miles. The particulars are as follows :— Spotirm 1926-27. 1925-26. Increase. bectlon - Miles. Miles. Miles. Kaihu .. .. .. .. .. .. 17,668 17,749 Dec. 81 Gisborne .. .. .. .. .. 84,961 78,631 6,330 North Island Main Line and Branches .. .. 6,402,044 6,168,991 233,053 South Island Main Line and Branches .. .. 4,004,155 3,854,181 149,974 Westport .. .. .. .. .. 95,309 90,680 4,629 Nelson .. .. .. .. .. .. 71,478 59,112 12,366 Picton .. .. .. .. .. .. 48,249 50,063 Dec. 1,814 10,723,864 10,319,407 404,457 The total coaching train-miles were 3,778,372, and freight train-miles 6,945,492. The total engine-mileage was 15,212,086, as compared with 14,657,039 the previous year, an increase of 555,047 miles. Line Interruptions.—The damage occasioned by storm and flood throughout the year was worse than is generally experienced, and the restoration of the track has involved hea.vy expenditure. Heavy rain in the Auckland District from the 21st to the 23rd May caused several slips and washouts, which interrupted traffic on the North Auckland line.
D.—2.
XXIV
In July the Foxton line was extensively damaged by floods over a distance of four miles, and was closed to traffic for three weeks. A slip on the Lawrence Branch blocked traffic from the 19th to the 24th September. A heavy flood occurred in the Wairau River (Picton Section) on the sth October, and the railwaybridge at Tuamarina was washed out for a distance of 240 ft. The line was not restored until the 21st December. On the 24th October a big slip came down on the track in the Manawatu Gorge. The clearing of the debris was a difficult task, and the line was not reopened for traffic until the 29th November. Heavy rains on the 24tli and 25th December caused slips and washouts on the North Auckland line between Swanson and Kanohi, and bridge No. 30 was extensively damaged. Traffic was suspended for several days, the line not being finally cleared until the 29th December. The Canterbury and Westland Districts suffered severely by floods and slips during the year, the principal damages being as follows : The continued washing-out of the embankment at Omoto, which necessitated the erection of a new bridge ; the carrying-away of four piers of the Blackball combined railway and traffic bridge; damage to bridge No. 79, Reefton line; the scouring of piers of bridge No. 26, Cheviot Branch ; washouts between Cora Lynn and Arthur's Pass ; the scouring of the embankment at Chaneys owing to the overflowing of the Waimakariri River ; washouts near Westport owing to the overflowing of the Buller River. Three thousand seven hundred and twenty-five tons of stone were used for protective works in the Canterbury and Westland Districts. Passenger Traffic. —The number of ordinary passengers carried during the year was 10,305,065, a decrease of 1,508,415 as compared with last year; 643,261 passengers were carried at holiday and other cheap excursion fares, and 267,535 children and adults at schools, factories, and friendlysocieties excursion rates. The total excursion traffic for the year was 910,796 passengers and £384,184 revenue, as against 905,462 passengers and £470,394 revenue the previous year, an increase of 5,334 passengers and a decrease of £86,210 in revenue. The increase in passengers is largely due to the number of schoolchildren carried to the various centres in connection with the visit of Their Royal Highnesses the Duke and Duchess of York, while the decrease in revenue may be attributed to the number of long-distance passengers who visited the Dunedin Exhibition during the previous year. Season tickets issued totalled 585,094, a decrease of 15,198 ; weekly twelve-trip tickets issued numbered 113,187, a decrease of 12,992 ; workers' weekly tickets on suburban lines numbered 352,128, a decrease of 2,588. Following are particulars of the issues of twelve-trip and fifty-trip bearer tickets during the year :— First Class. Second Class. Total. Twelve-trip .. .. .. .. 5,575 36,572 42,147 Fifty-trip .. .. .. .. 1,642 5,390 7,032 Totals .. .. .. 7,217 41,962 49,179 The total number of passenger journeys for the year was 26,002,137, as against 27,653,414 the preceding year, a decrease of 1,651,277. Every first-class seat earned £39 16s. and every second-class seat £30 18s. during the year, the total seating-accommodation provided being 19,682 first-class and 49,063 second-class seats. Goods and Live-stock Traffic.- —The goods and live-stock traffic was 7,308,449 tons, an increase of 52,307 tons over the preceding year's figures. The increases were —Sheep and pigs, 690,712 head ; goods (including minerals), 132,285 tons. The increase in general goods traffic was 114,852 tons, and in minerals 17,433 tons. The traffic in imported coal decreased by 18,548 tons. Native hard coal increased by 120,469 tons, but native brown-coal traffic was 71,257 tons less than last year. The North Auckland collieries forwarded 102,816 tons of coal during the year, as compared with 116,267 tons the previous year. The output railed from Waikato mines was 478,031 tons, as against 497,676 tons last year. The coal forwarded by rail from mines on the Westport Section totalled 644,160 tons, an increase of 82,102 tons over the previous year's figures. The mines in the Greymouth district railed 375,164 tons, ail increase of 33,330 tons. The output from mines in the Wairio district, served by the Ohai Railway, was 194,425 tons, an increase of 6,047 tons. TRAFFIC. The following are the leading features of the traffic in the various districts in comparison with the previous year. The revenue figures shown are from transport operating services only ; the nonoperating services, such as advertising, refreshment-rooms, rents, &c., are not included. Kaihu Section. —-Revenue, £6,924 ; decrease, £1,487. Passengers increased 723. Parcels increased £84. Sheep increased 548, and timber decreased 3,359 tons. All other goods decreased 704 tons. Gisborne Section. —-Revenue, £36,179 ; decrease, £3,386. Passengers decreased 5,558 ; parcels, luggage, &c., decreased £450. Cattle increased 1,252, and sheep decreased 2,022. Timber decreased 1,845 tons. All other goods increased 4,069 tons. North Island Main Line and Branches Section.—Revenue, £4,377,730 ; decrease, £157,216. The principal items of traffic were : Passengers, 5,651,207 ; decrease, 1,086,935. Season tickets, 419,648 ;
D.—2
XXV
decrease, 13,142. Parcels, luggage, &c., revenue, £236,749 ; decrease, £14,654. Live-stock, 4,799,313 ; increase, 420,402. Goods tonnage, 3,021,997 ; decrease, 71,383. Timber decreased 69,465 tons. All other goods decreased 1,918 tons. The revenue per mile of railway decreased from £3,611 3s. 7d. to £3,386 4s. 5d., and decreased per train-mile from 14s. Bd. to 13s. Bd. The variations in the individual districts were approximately as follows :— ■ Northern District. —Revenue, £2,053,021 ; increase, £4,590. Passengers decreased 374,003. Season tickets decreased 23,300. Parcels luggage, &c., decreased £611. Oat-tie increased 4,898, and sheep 123,479. Timber decreased 24,519 tons, and all other goods 4,475 tons. Middle District. —Revenue, £545,205; decrease, £19,940. Passengers decreased 47,188, and season tickets 621. Parcels, luggage, &c., decreased £1,467. Cattle increased 5,385, and sheep 139,866. Timber decreased 39,423 tons, and all other goods 20,401 tons. Western District. —Revenue, £480,394; decrease, £19,287. Passengers decreased 58,497, and season tickets 866. Parcels and luggage decreased £2,758. Cattle increased 8,095, and sheep 179,560. Timber decreased 4,946 tons, and all other goods incrfeased 40,325 tons. Southern District. —-Revenue, £1,299,110; decrease, £122,579. Passengers decreased 607,247. Season tickets increased 11,645. Parcels, luggage, &c., decreased £9,818. Cattle decreased 15,963, and sheep 24,918. Timber decreased 577 tons. All other goods decreased 17,367 tons. Picton Section.—Revenue, £38,389 ; decrease, £3,963. Passengers decreased 14,515, and season tickets increased 85. Cattle increased 274, and sheep 18,778. Timber decreased by 205 tons, and all other goods 8,4.55 tons. Nelson Section.—-Revenue, £23,346 ; decrease, £4,936. Passengers decreased 2,076, and season tickets 163. Timber decreased 1,088 tons, and all other goods 2,139 tons. Cattle decreased 160, and sheep 5,950. West-port Section.—Revenue, £141,588; increase, £14,320. Passengers decreased 4,301, and season tickets 217. Parcels, luggage, &c., increased £3. All other goods increased 82,551 tons. South Island Main Line and Branches Section.—Revenue, £2,799,315 ; decrease, £9,136. The principal items of traffic were : Passengers, 4,313,698 ; decrease, 400,183. Season tickets, 162,477 ; decrease, 1,692. Parcels, luggage, &c., revenue, £132,574 ; decrease, £16,682. Live-stock, 4,171,892 ; increase, 258,647. Timber, 274,459 tons ; decrease, 31,394 tons. All other goods, 2,704,964 tons ; increase, 59,343 tons. The revenue per mile of railway decreased from £1,752 2s. 6d. to £1,730 2s. 2d., and decreased from 14s. 7d. per train-mile to 14s. The variations of traffic in the individual districts were approximately as follows :—- Northern District.—Revenue, £1,220,831 ; decrease, £3,969. Passengers decreased 155,393, and season tickets increased 1,266. Parcels, luggage, &c., decreased £8,687. Cattle decreased 5,795. Sheep increased 133,121. Timber decreased 17,870 tons, and all other goods increased 77,626 tons. Middle District. —-Revenue, £869,180 ; decrease, £10,161. Passengers decreased 188,175, and season tickets 1,093. Parcels, luggage, &c., decreased £5,021. Cattle increased 202, and sheep 38,125. Timber decreased 3,184 tons. All other goods decreased 19,589 tons. Southern District.—Revenue, £709,304; increase, £4,994. Passengers decreased 56,615, and season tickets 1,865. Parcels, luggage, &c., decreased £2,974. Cattle increased 1,217, and sheep 91,777. Timber decreased 10,340 tons, and all other goods increased 1,306 tons. Lake Wakatipu Steamers. —Revenue, £10,271 ; decrease, £354-. Passengers increased 4,430. Parcels, &c., decreased £109. Timber decreased 241 tons, and all other goods 462 tons. Train-services.—The following table shows the average late arrivals of the suburban, mixed, and express trains for the year : —
Average Late Arrval of Trains, Year ended 31st March, 1927.
j.v—D. 2,
I 1 Period ended S£ — —— — g CO Year ended . I ® I i | S3 1 1 £ & ® 53 §J r-i j . <2 § rQ S S «S 0 ,£3 ,d c3.5 >. I & ! § § -g, § 1 § g I 1 § £ oj c3 3 & at" O a> a | a | 5 * n m o & n 4 £ a & <i Express and Mail Trains. March 31st, 1927 .. I 8-54 6*57 4-86 I 3 09 5-38 , 3-15 4-65 6-54 i 4-83 I 9-76 5-49 i 5-58 8-79 ! 5-94 March 31st, 1926 .. | 5-22 3-98 I 7-10 | 311 3-82 \ 5-26 | 3-37 1-92 I 3-84 11-27 9-39 \ 7-39 6-43 \ 5-54. Long-distance Mixed Trains. March 31st, 1927 .. 110-52 7-55 ; 6-16 I 4-07 4-28 3-71 3-63 5-43 | 4-55 1 7-02 j 5-49 | 7-23 j 9-87 6-12 March 31st, 1926 . . ; 8-08 ' 6-27 \ 4-86 \ 3-82 \ 3-83 3-98 2-63 3-50 4-77 ! 9-24 \ 8-84 \ll-19 \10-69 6-27 Suburban Trains. March 31st, 1927 .. 0-89 0-63 0-50 | 0-50 0-47 0-36 0-37 1 0-75 I 0-40 j 0-85 [ 0-73 I 0-79 1-85 I 0-70 March 31st, 1926 . . | 0-77 \ 116 0-88 \ 0-68 0-72 0-57 \ 0-27 j 0-41 \ 0-26 \ 0-72 \ 0-73 \ 0-95 0-76 | 0 68
D.—2,
XXVI
COMMERCIAL BRANCH. The Commercial Branch has experienced another successful year, and its organization Las come to be looked upon as an indispensable adjunct to the railway service. The quietness in the timber trade is due to causes over which the railways have no control. The falling-away in passenger traffic is partly due to the heavy bookings last year in connection with the New Zealand and South Seas Exhibition, but also on account of the road motor-vehicle, both in the use of the private car and in the competition of the motor-bus and. service car. An analysis of the figures shows that the falling-off is heaviest in short-distances booking, indicating that our greatest source of loss is the suburban motor-bus competitor. Railway Buses. —This matter has been engaging the attention of this Branch for some time, and the past year saw the inauguration of the first Railway bus service. The first experiment was between Napier and Hastings, where thirteen buses operating on the road in opposition to the railway were acquired by the Department in November, 1926. These buses are paying expenses and their running has permitted a reduction being made in the train services, and the venture has been sufficiently successful to warrant the Department extending the scheme to other localities. In December, 1926, the bus running between Tokarahi-Ngapara and Oamaru in opposition to the railways was taken over by the Department, and a Railway bus service inaugurated between Tokarahi and Oamaru, and between Ngapara and Oamaru. Two buses are engaged on these runs. The running of these Railway buses permitted the mixed trains on the Tokarahi and Ngapara branch lines being suspended and the goods traffic worked by goods-trains. The saving effected by this change has more than compensated for the loss involved in the running of the buses. Here again the scheme has shown sufficient indications of saving to warrant its application to other districts where conditions are similar, and where there is the possibility of regaining the traffic lost and at the same time making a substantial saving in the operating-expenses of the line. Proposals are now under consideration for dealing with motor competition in suburban and country districts in various parts of the Dominion. Wool.—The wool traffic for the year shows that the response of the farming community to the claims of the Department for their transport has been most gratifying, the figures showing an increase of 45,775 bales over the previous year. Dairy-produce. —The conveyance of dairy-produce also shows an increase over the previous year of 9,207 tons. In view of the determined efforts of competitors to secure this traffic the result speaks volumes for the superior transport facilities of the railways and for the work done by all members of the staff in keeping our clean, convenient, and speedy service before the public. Manure Traffic. —In August, 1926, a substantial reduction was made in the freight rates on manures, and the tonnage of fertilizers carried for the year ending 31st March, 1927, shows an increase of 129,724 tons over the previous year. The result of the increased use of manures is not yet fully apparent in the returns of produce carried, but the coming year should show a marked increase. Inter-Island Boohing.—The inter-island through-booking system between the Islands, which was inaugurated in 1925, has proved a great convenience to our clients, and continues to be extensively taken advantage of in connection with passengers, goods, and parcels. Tourist Traffic. —During the year special attention was given to exploring fresh avenues by which passenger business could be increased, and, in addition to the usual tours, round trips to the southern lakes of Otago, and Mount Cook, the Hermitage, and Franz Josef Glacier were arranged. These trips were widely advertised by means of folders and booklets, and are being well patronized. As occasion arises, new sources of tourist business will be investigated. Farmers' Trains. —During the year a farmers' train was run from the Waikato district to Taranaki, and was a decided success, the farmers taking advantage of the arrangements being loud in their praises of the innovation. This year farmers' trains are being run from Taranaki, Manawatu, Wairarapa, and Hawke's Bay to Waikato ; from Southland and Otago to Canterbury ; and from the West Coast to Canterbury. The various Government Departments interested render valuable assistance in giving lectures to the farmers on agriculture, forestry, and similar subjects. A demonstration car specially fitted up for the display of exhibits of interest to farmers is run on each train. Publicity. —The value of sufficient and attractive publicity has been kept in view during the year, and in addition to the usual newspaper advertisements specially attractive booklets depicting the various scenic resorts have been printed and widely distributed. Coloured posters have also been prepared and exhibited at the various stations throughout the Dominion. In many cases large and arresting display advertisements have been inserted in the newspapers with marked success. Railway Advertising.—Notwithstanding the fact that there has been a decided tendency among business houses during the last year to restrict expenditure owing to trade quietness, the business in the advertising line has been very satisfactory. The value of the Department's system of advertising is obviously much appreciated by business people, and it is confidently anticipated that the connection now established will be maintained.
D.—2
XXVII
TRANSPORTATION BRANCH. Train Services.—The train services of the Dominion have been kept under continual review, and adjustments have been made wherever it was apparent that better service could be given to the community without involving undue expense. The daylight express trains between Auckland and Wellington were run during the summer months. The traffic did not warrant their continuance beyond the close of the Easter holidays. These trains will be given a further trial during the forthcoming summer. From the beginning of December until the end of April a fast passenger service was provided between Rotorua and Frankton Junction. The train from Rotorua left at 4.57 p.m. after connecting with the Gisborne-Rotorua motors, and arrived at Frankton Junction at 8.12 p.m., in time to give a connection with the daylight express for Auckland and with the night express trains for Wellington, the latter connection also serving Wanganui and Napier districts. The train from Frankton Junction left at 10.30 p.m., and by connecting with the Auckland Wellington express train formed an Auckland-Rotorua night service. The usual reduction of traffic as winter approached necessitated the discontinuance of this service temporarily, but its reinstatement will be considered next summer. To meet the requirements of the suburban passenger traffic at Auckland a considerable number of additional stops have been arranged for suburban trains, and services have been augmented in keeping with the extension of settlement. The Department decided to give a trial to the running of a night service from Auckland, to Whangarei and back. The facilities now provided enable passengers to leave Auckland at 4.5 p.m. Mondays to Fridays, and at 5.1 J p.m. Saturdays, and reach Whangarei the same night, while in the reverse direction they can leave Whangarei at 3.30 p.m. and arrive Auckland the same night. The new trains also provide a fast service for parcels and goods traffic. The Opunake Branch line was opened for traffic on the 12th July, 1926, and a train service arranged to deal with the traffic offering on that line. The new Hutt deviation to Waterloo Station was opened on the 26th May. A double track has been provided, with the latest automatic signalling, and it is anticipated that the new line will materially assist in developing the new industrial and residential area in the Hutt Valley. The Department purchased the buses operating between Hastings and Napier, and has arranged a suitable and efficient motor-bus service between Napier and Hastings, resulting in considerable economy in train operation. The policy of accelerating mixed trains or replacing them with passenger services has been continued during the year, and in this connection the mixed trains previously running on the Cheviot Branch, between Ashburton and Christchurch, between Ashburton and Timaru, and on the Fairlie Branch have been replaced by passenger services, which have much improved the conditions of travel. A passenger-train now leaves Christchurch for Parnassus at 7.55 a.m. daily, and covers the eighty-five miles in three hours five minutes, and forms a connecting-link with a motor service for Blenheim. A return service, connecting with motors from Blenheim, leaves Parnassus at 2.0 p.m., arriving in Christchurch at 5.14 p.m. An express goods-train has been arranged to leave Auckland for Frankton at 3.55 a.m. daily, connecting there with trains for the Rotorua, Thames, and Main Trunk lines. A competitive road-motor service has been operating between Oamaru, Ngapara, and Tokarahi, and as there was insufficient passenger traffic to warrant both a rail and road service, the Department purchased the bus service and is now operating it, the train service being used only for goods traffic. The through goods-trains instituted between Wellington and Auckland and between Christchurch and Invercargill have proved very successful, and have provided expeditious transport for goods and live-stock traffic. Rail-motors. —During the year experiments with the various designs of rail-motors have been continued. One steam rail-car is doing useful work as a subsidized newspaper-train running between Frankton Junction and Thames. The other is reasonably meeting the requirements of the passenger traffic on the Kurow Branch, while the four-wheeled rail-cars are running on the Switzers and Glenham Branches. The electric storage-battery car is carrying the passenger traffic between Christchurch and Little River. A light steam-locomotive capable of hauling a limited load is now on order, and should arrive in the course of a few months. It is proposed to place this unit on one of the branch lines. Reducing Cost of Operation.—Continued efforts are being made to reduce the cost of operation, and all avenues are being explored with this end in view. The provision of more modern facilities such as automatic signalling, track-duplication, and graded marshalling-yards will assist in this direction, and such improvements are being made as funds are available. The double track from Auckland has been extended from Westfield to Otahuhu, giving great assistance in handling the suburban traffic. A tablet station has been opened at Kopaki, dividing the long section between Puketutu and Porootarao, which has in the past considerably hampered the working of trains over that portion of the line. A new hump marshal! ing-yard has been provided at Middleton to relieve the congestion which has been a continual difficulty at Christchurch for several years. This yard has been constructed on the most modern lines, and will enable wagons to be handled more expeditiously and more economically than has hitherto been possible. Provision has been made for ample accommodation for many years to come.
D.—2.
XXVIII
Investigations into time-table services have been continued with a view to effecting economies. The schedule loads fixed for various types of engine in service have been reviewed, and the schedules have been revised on lines that will in many cases place the Department in the position of having additional power at its disposal. Attention is also being given to engine-mileage, with the object of increasing the daily mileage per individual engine and thus reducing the number of engines in daily service. The question of wagon requirements is also being fully gone into. Statistics, following the lines of later-day developments in general railway practice, have been adopted by the Department for indicating the true position as regards the supply of and demand for wagons, the mobility of the available wagon stock, and the turnover at each station. This will enable the position to be thoroughly analysed and the most efficient system of distribution arranged for. It is hoped that by this means much better use will be made of the existing stock, and that complaints of wagon-shortage will thereby be eliminated. Further, it is expected that the improvements in yard and track facilities, rearrangement of timetables, and the introduction of train-control will have a marked effect on the turnover of wagons. Shunting and Shed Statistics. —Comprehensive statistics relating to terminal shunting and handling of goods at the larger stations is enabling the Department to keep a close watch on the cost of these operations. Supervision of Train-operation—The supervision of train-operation has been improved by the institution under the Divisional Superintendents of regular conferences of District Traffic Managers, and also by the closer relationship of administrative officers with the outdoor operating staff by the appointment of outdoor transportation officers, who get into close touch with the staff. In view of locomotive-operating matters now being dealt with in the Divisional Superintendent's Office, instead of in Head Office as heretofore, it was found advisable to transfer an officer from the staff of the Locomotive Branch to that of the Transportation Branch in Head Office in order to obtain closer co-operation between the Locomotive and Traffic Branches. Train and Wagon Control. —Arrangements are being made to institute a modern system of train and wagon control, which should result in much greater efficiency in the use of wagons and in the movement of trains. The equipment has arrived and the work of installation is well advanced. The control system provides for a responsible officer being in continuous touch by direct telephone communication with all train movements within his district, and by this means train delays are reduced, better train and wagon loading, more prompt turn-over and higher efficiency in the use of rolling stock are attained. Two officers were sent to Australia to study a similar system in operation there with a view to increasing our knowledge of this method of train-operation. Tractors for Yard Shunting.—Efforts are being made to reduce delays to trains shunting at intermediate stations. Some measure of success has been obtained by use of a tractor fitted with railwaywheels for work in yards where a fair amount of wagon-movement is necessary. One has been tried with satisfactory results at Putaruru. Two additional tractors fitted for road use have since been obtained —one for service at Feilding, and one at Ashburton. It is proposed to extend the use of these tractors as circumstances permit. Bulk Motor-spirit Wagons. —The distribution of petrol in bulk instead of in cased packages by the large distributing companies in the Dominion necessitated the provision of suitable wagons for conveyance of this traffic by rail. A number of petrol-tank wagons of 5,000 gallons capacity were built in the railway workshops and put into service. Mail-exchangers.—With the object of following the practice in use on railways elsewhere, experiments are being made with mail-exchanging apparatus, the intention being to introduce this system of receiving and delivering mails by the Main Trunk express trains at stations at which those trains do not stop. The experiments being carried out by the Department are designed to arrive at a type of exchanger suited to local conditions and requirements. By the use of this apparatus it is hoped to materially expedite mail deliveries at many points en route at which the railway business does not warrant an express train stop. Visit of Their Royal Highnesses the Duke and Duchess of York.—ln February and March this Dominion was visited by Their Royal Highnesses the Duke and Duchess of York, who made most of their journeys by rail. The programme, which involved a total of upwards of ten thousand miles of running by the pilot, Royal, and emergency trains, was carried through by the Department without mishap and in a manner which gained the warm appreciation of our Royal visitors. SAFE WORKING. It is gratifying to record the fact that the year closed without the occurrence of a fatal accident to any train passenger. With over 26,000,000 passengers carried this is a result of which the public and the staff may feel proud. The number of accidents to trains involving passengers and employees was six, as compared with forty-one the previous year. Personal accidents on the line (other than train accidents) totalled twenty less than for the year 1925-26. Shunting accidents likewise show a satisfactory decrease. The issue of posters depicting safe-working matters and containing warnings against dangerous practices is being continued. Use is also being made of the Railway Magazine in the same direction. During the year a prize was offered by the Board for the three best essays on " Safety." The response was most satisfactory, thirty-eight essays being submitted, the majority of which were of a high standard, and contained practical and useful suggestions. The policy of eliminating the busier level crossings is being pursued. In this matter the Department is co-operating with the Main Highways Board and the local , bodies concerned. The installation of level-crossing alarms, principally of the wig-wag type, is also being proceeded with.
D.—2
XXIX
LOCOMOTIVE-POWER. During the year eighteen new locomotives were added to stock : - 4 Class Ab 4-6-2 Pacific type from the Department's workshops at Addington. 8 Class Wab 4-6-4 Heavy Tank from Department's workshops at Hillside. 3 Class Ws 4-6-4 Heavy Tank from Messrs. Price Bros., Thames. 3 Class Wab 4-6-4 Heavy Tank from Messrs. Price Bros., Thames. Three Class F engines (taken over with the Cape Foulwind line) were also added to stock. Twentythree old engines were written off, and four engines were sold. One Clayton steam-car and one Edison battery electric car were placed in service during the year. The following additional locomotives were under construction on the 31st March : — 2 Class Ws 4-6-4 Heavy Tank at Messrs. Price Bros., Thames. 2 Class Wab 4-6-4 Heavy Tank at Hillside Workshops. The question of providing a standard-type high-powered shunting-engine has been further considered during the year. A special committee has now been set up to investigate the shunting-engine requirements, and when these are finalized drawings will be put in hand. • As mentioned in our last report, designs were obtained of articulated locomotives for service on the heavy grades of the North Island, and tenders are being called for three engines of either the Garrett or Modified Fairlie type. CARRIAGES. Six carriages and six brake-vans were built in the Department's workshops during the year. One brake-van was sold, and four cars and four brake-vans were written off. The cars built included one specially fitted for use by Their Royal Highnesses the Duke and Duchess of York as a combined day and sleeping car during their journeys in the North Island, and one with observation end, which was used for day journeys in the South Island. These cars, which reflected great credit on the Department's workshops staff, were the subject of very gratifying comment by the Royal party. Further progress was made with the installation of electric lighting in carriages, there being 173 cars now fitted. It is anticipated that 160 additional cars will be fitted during the current year. WAGON STOCK. The following wagons were built in the Department's workshops and placed in traffic during the year 26 Class H four-wheeled cattle-wagons. 38 Class La four-wheeled (12 tons) high-side goods-wagons. 99 Class M four-wheeled (8 tons) low-side goods-wagons. 29 Class W four-wheeled refrigerator-vans. 9 Class U double-bogie goods-wagons. 15 Class Ub double-bogie goods-wagons. Total, 192 four-wheeled, and twenty-four bogie-wagons. Seventeen four-wheeled wagons were sold and three were written off during the year. The workshops are at present engaged on the following building programme : — 7 Class G horse-boxes. 40 Class J sheep-wagons. 57 Class La high-side goods-wagons. 4 Class M low-side goods-wagons. 6 Class R bogie goods-wagons. 5 Class Ug bogie horse-boxes. 91 Class Xa 1 , i 41 Class Xb / ventllated goods-vans. 50 Class Yb hopper wagons. 2 Class Z \ j j 3 Class Zp goods-vans. Three tank-wagons were built for private firms for the carriage of bulk petrol, and thirteen underframes and bogies were made to have the petrol-tanks fitted by Messrs. A. and G. Price, Ltd, Thames. Fifteen additional tank-wagons are on order for construction during the current year. NEW WORKS. The expenditure during the year on works authorized under the Railways Improvement Authorization Acts and charged to capital was £692,042, making a total expenditure to the 31st March, 1927, on the various schemes authorized by these acts of £2,401,487. The principal works in hand were : — Auckland Station-yard. —During the year steady progress has been made with the new yard. The contractor for the new goods-shed and offices was delayed somewhat on account of the non-delivery of steelwork due to the coal strike in Great Britain. It is probable that tenders for the new station .will be called during the current year. Helensville. —The new station-yard was brought into use last March. Auckland-Westland Deviation.—Good progress with this deviation was made during the year. Penrose-Papakura Duplication. —The double track between Westfield and Otahuhu was brought into use during the year, and work is now in hand between Otahuhu and Papatoetoe.
1).—2
XXX
Frankton Station-yard.—Extensive alterations were made to the yard during the year, considerably increasing the accommodation. Palmerston North New Yard.—This work, not being so urgent as other works in hand, has not yet been tackled on a large scale. Wellington Station and Yard.—The concrete retaining-wall for the reclamation was finished during the year, and good progress is being made with the reclamation. During the coining year it will be possible to make a start with the new goods-sheds and yard, which must be built before the new passenger terminal can be started. Christchurch.—The new marshalling-yard at Middleton was almost ready for use at the end of the year. Burke's-Ravensbourne Duplication. —Work was continued on the earthwork for this duplication during the year. Workshops. —During the year contracts were entered into for building new workshops at Otahuhu, Petone, Aldington, and Hillside. Siqnals, &c. —-Automatic colour-light signalling was brought into operation during the year between Westfield and Otahuhu. Traffic is now controlled by — Miles. Tablet system (single line) .. .. .. .. ..1,744 Lock and block (double line) . . . . . . . . . . 16|-Three-position upper-quadrant and colour-light signals—■ .. Single line .. .. ~ .. .. .. .. 126 Double line .. .. .. .. .. .. .. 33 Thirty-eight miles of poles and 550 miles of wire were erected during the year. Metallic circuiting was completed on several sections. £16,339 was spent on electric lighting during the year, and the adoption of the system of floodlighting for several big yards was decided on and the necessary equipment was ordered. During the year a large number of motors for working the machines in the various shops has been installed, and contracts were let for the supply of electric motors for the new workshops. HOUSING. During the year 300 houses were cut at the Frankton Junction Housing-factory, and 119 which had been cut the previous year were in stock on the Ist April, 1926. For the Department 237 houses were erected during the year, and for the Hutt Valley Honorary Housing Committee 122, making a total of 359 houses. Since the inauguration of the housing scheme the total number of houses erected is—Departmental, 965 ; non-departmental, 122 : total, 1,087. Hot- and cold-water services and baths have been provided in all houses, and, where available, electric light and sewerage have been installed. The total quantity of timber which passed through the big planer during the year was 5,894,100 lineal feet, averaging 18,831 lineal feet per working-day. In connecting with the various railway settlements 70| chains of roading have been done. STAFF. The total number of staff employed on the 31st March, 1927, including those engaged on works chargeable to capital, was 18,652, and the average number actually at work throughout the year was 18,458, as compared with 17,990 the previous year. The average number of men engaged on works charged to capital was 1,239, as against 1,058 last year. Sixty-seven members of the Second Division were promoted to the First Division, 299 members resigned, 137 retired on superannuation, 54 died, 62 were dismissed, and 523 engaged. The sum of £34,810 was paid under the Workers' Compensation Act during the year to members who sustained injuries in the course of their duties. The Board again desires to gratefully acknowledge the continued good conduct and the loyalty displayed by members in all ranks of the service, and particularly in connection with the manner in which their duties were performed during the visit to New Zealand of Their Royal Highnesses the Duke and Duchess of York. Throughout the year the relations existing between the management and the staff were harmonious, and no industrial troubles were experienced. Various alterations to the schedule of pay, regulations, and conditions of employment were made during the year, resulting in substantial benefits to the staff. The amended system of discipline foreshadowed in the report of last year has now been brought into operation, and is working smoothly. Under this system discipline by means of monetary fines is abolished, punishment, except in major cases, being inflicted by means of demerit marks. Good conduct of members is rewarded by merit marks, which act as a set-off against demerit marks. By this means members who, as the result of delinquencies have had demerit marks recorded against them, may by consistent good conduct purge their records of such demerit marks. It is confidently anticipated that the new system, which is in their interests, will be appreciated by members, and that they will give the Department their whole-hearted co-operation to ensure the success of the scheme.
D.—2
XXXI
During the year apprentice-instructors were appointed in the four large workshops of the Locomotive Branch. These officers are in charge of classes of apprentices, who are given technical training in the Department's time for a number of hours each week in subjects pertaining to their various trades. It is expected that the knowledge imparted and the experience gained will be of great benefit to the apprentices, and will result in a larger proportion of highly efficient tradesmen being available than has been the case in the past, owing to the more limited opportunities for technical training formerly enjoyed by apprentices. The Classification Committee mentioned in last year's report as being engaged in reviewing all First Division positions has now completed its report, and the recommendations of the committee as to the grading of the various positions are being given effect to. As it is recognized that owing to the nature of his calling a railway employee is very liable to personal accident, the Department has embarked on a comprehensive scheme of ambulance training for all members who so desire. Classes have been formed all over the Dominion, the Department bearing the cost of equipment, examination fees, &c. A very large number of members have enrolled, and the training in this direction will be of material benefit both in case of personal accidents to their fellow-employees and also in any case of accidents to passengers, which are inseparable from railway working. Two officers of the Department were sent to Australia to study the latest system of train-control, which it is proposed to put in operation shortly. As foreshadowed in last year's report, the proposal to send officers abroad for training will be given effect to during the forthcoming year, and it is confidently anticipated that the experience gained by these officers will prove of great value to the Department. During the year the death took place of Mr. A. K. Harris, General Superintendent of Transportation, and the Board desires to place on record its appreciation of his long and faithful service with the Department. CORRESPONDENCE CLASSES. The activities of the correspondence school at Wellington have been enlarged during the past year. Courses of instruction in practical railway work have been prepared for officers in the Traffic, Stores, Locomotive, and Maintenance Branches. The total number of students enrolled is 1,947, of whom 483 are members of Division 11. In addition to the correspondence classes, 134 cadets have during the year undergone a course of training in telegraphy and practical railway work. A suitable private residence has been acquired in Wellington for use as a hostel for the accommodation of cadets during their period of training in the Training School. The charge for board is kept as low as possible, being based on actual cost including interest on the invested capital. The hostel, which fills a long-felt want, is under the management of the Officer in Cha.rge of the Training School, and gives promise of being a valuable adjunct to the Railway Service. STORES BRANCH. The amount expended in connection with the purchase of stores and material totalled £2,121,927 16s. 3d. Payments were divided as follows :— £ s. d. To merchants, manufacturers, and others in New Zealand .. 755,854 18 7 Through High Commissioner, London .. .. ~ 333,670 11 1 For material manufactured in railway workshops .. .. 169,1761610 For used material recovered from other branches .. .. 59,241 13 1 For coal and coke .. .. .. .. .. 755,186 5 7 Stationery .. .. .. .. .. .. 48,797 II 1 Total .. .. . . .. .. £2,121,927 16 3 Purchases within the Empire represented an expenditure of £2,072,116 16s. 3d., and from other countries (mostly the United States of America) £49,811. During the year contracts were let for workshops machinery and electrical equipment totalling £186,800, of which £152,940 were placed within the Empire, and £33,860 in other countries, chiefly the United States of America. The quantities of New Zealand coals purchased during the year showed an increase of 102,400 tons over the previous year, and the quantities of oversea coal purchased during the same period showed a decrease of 84,913 tons. The following table gives a comparison of the purchases during the last three years ending the 31st March, 1927
Year. New Zealand. Imported. ' Total. Tons. Tons. ! Tons. 1924-25 .. .. .. .. 94.351 313,107 j 407,458 1925-26 .. .. .. .. 85,393 278,076 i 363,469 1926-27 .. .. .. .. 187,793 193,163 380,956
D.—2
XXXII
The policy of inviting competition for the stores business has been continued during the year, and concurrently with this the policy of giving preference to (a) stores produced or manufactured in New Zealand, and (b) stores produced or manufactured within the Empire has been kept in operation. The work of reorganizing the Stores Branch was actively continued during the year. The new systems have now been firmly established throughout both Islands and are working well. The accounting system as now designed and in operation is capable of being expanded as may be required in the future. All main stores and sub-stores and a number of trust stores have been completely re-equipped with new racks of a standard design. Practically the whole of the stores and material in the hands of other branches —particularly Locomotive Workshops and Way and Works—has been brought into the new system. Up to the present the numbers of sub-stores and trust stores created or brought into working under the new system are as under : Sub-stores —Locomotive workshops, 5. Trust stores —Locomotive workshops, 10; maintenance works, 13; permanent-way, .31; locomotive, "15; Car and Wagon Inspectors, 6. These will shortly be added to when the main signal-workshops stores are actually taken charge of and the locomotive running-sheds in the South Island more completely incorporated in the system. During the year fifty complete lessons on stores work and practice have been prepared for the education of the staff, and examination-papers, questions and answers, have been prepared in connection therewith. The costing of all railway motor services has been continued during the year by the Stores Branch. This branch has continued to give service throughout the the system to the Stores Control Board, and has systematically dealt with the very numerous requisitions and stores requirements of other Departments of State. NEW ZEALAND RAILWAYS MAGAZINE. The monthly magazine which the Department commenced to issue last year has been very well received by those amongst whom it circulates. It is regarded by the press of the Dominion as a source from which information respecting the intentions, operating developments, and general attitude of the Department towards the various phases of transportation activity may be obtained. Many members of the public have also shown their interest in the publication by contributing informative articles for its pages. REFRESHMENT BRANCH. The number of refreshment-rooms controlled by this Branch remained at twenty-six during the year, but Paekakariki and Kaitoke rooms were taken over as from the 2nd April, 1927. The staff of the Branch at the 31st March was 341, compared with 368 in 1926. The volume of business for the year was £4,047 short of the previous year's record of £133,658, the gross earnings amounting to £129,611. This is regarded as satisfactory, as the previous year was an abnormal one on account of the Exhibition traffic. During the year it was found necessary to make further improvements at some of the refreshmentrooms, and these included the following : — Palmerston (5.1.) refreshment-rooms remodelled and brought up to date. Ohakune counter room altered and improved. New staff accommodation-house erected at Ohakune. New refreshment-rooms erected at Helensville. Facilities at the Mercer staff accommodation-house improved. Addition to headquarters office, Wellington. These works were all of an urgent nature, and their completion has resulted in considerable benefit. In connection with the visit to New Zealand of Their Royal Highnesses the Duke and Duchess of York this Branch undertook all the catering arrangements on the trains in both Islands and in the camp at Tokaanu, the staff being drawn from the refreshment-rooms and sleeping-car depots. At the majority of the hotels where the Royal party was accommodated assistance was given the proprietors in the matter of staff, equipment, &c. The menus at these hotels were approved by the Branch, and chefs provided for preparing same. The undertaking was one of considerable magnitude and importance, and it was satisfactory to learn that the results earned the approbation of Their Royal Highnesses and party. The operations of the Branch in connection with the purchasing of foodstuffs and groceries for other Government Departments under the authority of the Stores Control Board have been maintained during the year. The system of hiring of cushions to passengers on the Auckland-Wellington Main Trunk express trains, inaugurated in April, 1925, has increased in popularity, a.nd the number hired during the year was 65,467, compared with 38,519 for the previous year. SUGGESTIONS AND INVENTIONS. The Department's Suggestions and Inventions Committee dealt with 1,245 suggestions during the year. Of these, 108 were recommended for adoption either wholly or partially ; 276 were deferred for subsequent consideration, had been previously considered, or were already in operation ; 628 were rejected ; and 233 were under trial or investigation or had still to be dealt with at the 31st March.
XXXIII
D.—2.
Monetary awards totalling £317 were made in respect of thirty-eight suggestions, and commendations were noted on the official records of seventy-six suggesters. The suggestions submitted dealt with practically every branch of railway activity, and, apart from the value of the actual suggestions or their suitability for practical application, they have an additional value in bringing all phases of railway working constantly under review. The Suggestions and Inventions Committee is the centralizing point for many ideas which in themselves have no actual monetary value, but which draw attention to railway working generally, and are thus of value in that they enable the Board to keep in close touch with detailed operations throughout the whole system. Apart from this, the opinions expressed by the suggesters provide a very interesting reflex of the views of the staff and public in regard to the various subjects dealt with. In accordance with the decision of the Australasian Railway Commissioners' Conference, 1926, a reciprocal arrangement was entered into by all Australasian railway systems for the interchange of ideas and suggestions which have been adopted by the various systems. The widening of the scope of the various Suggestions and Inventions Committees in this manner will have the effect of bringing under notice the latest ideas for improvement in railway-working generally. SUPERANNUATION FUND. The report of the Government Railways Superannuation Fund Board for the year ended 31st March, 1927, shows the position to be as follows : — Annual liability, £237,083. £ Members'contributions .. .. .. .. .. .. 157,800 Fines .. .. .. .. .. .. .. 142 Interest .. .. .. .. .. .. .. .. 50,716 Deficit to be drawn from subsidy .. .. .. .. 28,425 £237,083 At the same date the liability to contributors in respect of amounts paid £ in was .. .. .. .. .. .. .. 1,264,019 The total accumulated fund was .. .. .. .. 985,828 Leaving a deficit of .. .. .. .. .. £278,191 The annual liability, £237,083, is in respect of 1,418 members, 459 widows, and 505 children, making a total of 2,382 persons actually on the fund on the 31st March, 1927. The amount standing in the Investment Account in the balance-sheet is represented by the following securities : — £ Mortgages .. .. .. .. .. .. .. 634,221 Local-bodies'debentures .. .. .. .. .. .. 193,615 Government securities .. .. .. .. .. .. 93,000 In hand awaiting investment .. .. .. .. .. 1,725 £922,561 The average rate of interest on securities held on 31st March, 1927, was 5-79 per cent. The average rate of interest earned on the mean funds was 5-708 per cent. We have the honour to be, Sir, Your obedient servants, F. J Jones (Chairman), "} Board of ' ->,ff" Management. A. W. Mouat, J b
v—l). 2.
D.—2
XXXIV
REPORTS FROM HEADS OF BRANCHES. MAINTENANCE. Mb. F. C. Widdop, M.lnst.C.E., Chief Engineer, reports as follows : — The track, structures, buildings, and appliances have been maintained in good order and repair. Permanent-way.—The relaying done during the year was as follows : —■ Miles. Main line, 100 lb. relaid in 100 lb. material .. .. .. .. J Main line and branches, 531b., 561b., 651b., and 701b. relaid with 701b. material .. .. . . .. .. .. .. .. 28f Main line and branches, 53 lb. and 56 lb. relaid with 55 lb. material .. J Main line and branches relaid with second-hand 53 lb. and 56 lb. material removed from main line .. .. .. .. .. .. 6J Total relaid for year .. .. .. .. .. 35i Sleepers. —The number of new sleepers placed in the track during the year was 100,634. Ballasting.—l7o,ooo cubic yards of ballast were placed on the track. Slips and Floods.—From the 21st to the 23rd May, 1926, heavy rains in the Auckland District caused several slips and washouts, which interrupted traffic on the North Auckland line, and caused delays on the main line, the Thames Branch, and the Huntly-Awaroa Branch. On the 12th June, 1926, the North Auckland line was again blocked with slips and washouts, traffic being restored the following day From the 13th to the 23rd October, 1926, the main line at Mercer was under water through the flooding of the Waikato River, rendering it necessary to work trains through at slow speed. Heavy rains on the 24th-25th December, 1926, caused slips and washouts on the North Auckland line between Swanson and Kanohi, and bridge No. 30, at 25 m. 11 ch., was extensively damaged. Traffic was suspended for several days, the line not being finally cleared until the 29th December, 1926. On the 12th May, 1926 and again on the 27th July, 1926, slips in the southern part of the Main Trunk District caused train-delays. Slips between Poro-o-taro and Taihape in the early part of August were responsible for sundry train-delays. On the 10th October, 1926, the track north of Te Kuiti was submerged, and a subsidence of 2 ft. occurred south of Te Kuiti. On the same day the ground slipped from under the track south of Taumarunui, and several slips came down on the line further south. All slips were removed and damage made good without undue delays to the traffic. In the Manawatu Gorge on the 24th October, 1926, a big slip came down on the track. The clearing of the debris was a difficult task, and the line was not reopened for traffic until the 29th November, 1926. In July, 1926, the Foxton line was extensively damaged over a distance of four miles by floods, and was closed to traffic for three weeks. Abnormal rain on the 30th April, 1926, caused flooding in the Summit yard. Big floods occurred in the Wairau River, Picton Section, on the 13th May and the sth October, 1926, and on the 24th March, 1927. In the sth October flood the railway-bridge was washed out for a distance of 240 ft., and the line was not restored until the 21st December, 1926. The Canterbury District suffered severely from floods and slips during the past twelve months, the main damage being as follows : — (1) The continued washing-out of the embankment at Omoto, which necessitated the erection of a new bridge. (2) The carrying-away of four piers of No. 1 bridge, Blackball Branch. (3) Damage to bridge No. 79, Reefton line. (4) The scouring of piers of bridge No. 26, Cheviot Branch. (5) Washouts between Cora Lynn and Arthur's Pass. (6) The scouring of the embankment at Chaney's, owing to the overflowing of the Waimakariri River. (7) Washouts at 2 miles, Westport Section, owing to overflows of Buller River. 3,725 tons of stone were used for protective works in the Canterbury District. A slip on the Lawrence Branch blocked traffic from the 19th till the 24th September, 1926. Slips on the Otago Central interrupted traffic for short periods on several occasions. The storm damage throughout the year was worse than is generally experienced, and the restoration of the tracks and bridges has involved heavy expenditure. Bridges. —These have been maintained in good order. A large number of bridges have been overhauled and repaired. Many timber bridges which required alteration were replaced by steel structures. Bridge-strengthening to allow heavier engines to run has continued on a number of lines, and the work was completed between Dunedin and Oamaru. Water-services. —-These have received necessary attention. The installation of electric plant at various watering-stations has reduced the cost of pumping, and increased storage has been provided at several stations where it was required.
D.—2
XXXV
Wharves. —The wharves under the control of the Department have been efficiently maintained. Buildings.—These have been maintained in good repair. Auckland station building was damaged slightly by fire, and cottages at Wiri, Waimiha, and Waiuku were destroyed by fire. Station-yards.—lncreased siding and general accommodation has been provided at a number of stations. Railway Improvements.—The expenditure under the Railway Improvement Account for last year was £399,943, as against £337,049 the previous year. This amount does not include the expenditure under this account on the Auckland-Westfield deviation or the Hutt Valley line, which are being carried out the Public Works Department. Good progress has been made during the year with the rearrangement of Auckland station-yard. The erection of Campbell's Point overbridge is nearing completion, and the erection of the outward goods-shed is in hand. The architects for the new station, Auckland, expect to have the plans ready early in the current year, and to call for tenders before the end of the year. The duplication of the track between Westfield and Otahuhu was completed, and earthworks are now in hand between Otahuhu and Papatoetoe. The new yard at Helensville is nearing completion, and a large part of it was brought into use during the year. The extension of Frankton yard was practically completed at the end of the year. The contractor for the sea-wall at Wellington finished his original contract, and a further extension of 450 ft. of sea-wall that had been arranged was also completed. Reclamation is now in hand, two dredges being employed on the work. It is expected to start on some of the work in Wellington yard during the current year. The platelaying in the Middleton yard is finished, and the signal ling-work, which is well advanced, should be ready to be brought into operation at an early date. A start was made during the year on the Elmer Lane engine-depot. Bridge-strengthening has been carried out in connection with the programme. The strengthening of the Waiteti Viaduct, on the North Island Main Trunk line, is in hand. Tenders for the workshops at Otahuhu, Petone, Addington, and Hillside were accepted during the year, and the contractors have commenced work. The elimination of level crossings was carried out during the year, and the following crossings were replaced by bridges : Water and Walton Street and Rust Lane at Whangarei, Victoria Crescent, Newmarket, Old Tauranga Road (Waihi Branch), Kopaki Crossing, Annesbrook Crossing (Stoke). The elimination of the following crossings is in hand : Turakina Crossing, Weka Pass Crossing, and Hanover Street, Dunedin. Additions to Open Lines.—The expenditure under this account was £53,845. The Whangarei station-yard was completed during the year, and sidings were altered or extended at the following stations : Onehunga, Wiri, Waimiha, Kopaki, Palmerston North, Marton, Riccarton, Dunedin. New stations were opened at Tironui and Mahia. Connection of the railway premises and houses to the borough sewers was made at Otahuhu. Betterments.—Expenditure charged to " betterments " during the past year was £25,868, the principal works being, provision of loading-banks at Pukehou, Awatoto, Ormond, Whenuakou, Matamau, and Greymouth ; improvements to stockyards at Taihape, Feilding, Makotuku, Pleasant Point, Cave, and Edendale ; improvements to station buildings at Newmarket, Waimiha, Okahukura, and Ratana ; shelter-shed provided at Croydon Road ; ladies' waiting-rooms and conveniences provided at Portland and Melling ; goods-sheds provided at Puketutu and Arahura ; provision of verandas at Melling and Wellsford; improved water-services at several stations ; cranes provided at Wanganui, Takapau, Huntly, and Greymouth; shed for train-examiners at Marton ; engine ash-pit at Huntly ; 70 ft. turntables replacing 55 ft. at Linwood and Te Kuiti; and sand-dryer house at Taumarunui. Expenditure. —The expenditure for the year was as follows : Maintenance (charged to workingexpenses), £1,074,334 ; new works (charged to capital), £453,788. The maintenance expenditure charged to working-expenses amounted to £338 per mile, compared with £369 in 1925-26, £362 in 1924-25, £373 in 1923-24, £342 in 1922-23, £367 in 1921-22, £350 in 1920-21, £280 in 1919-20, and £252 in 1918-19. Mileages.—The mileage of track opened for traffic on the 31st March, 1927, was 3,176 miles 50 chains. During the year 28 miles 12 chains of additional lines were opened for traffic. Lands and Leases. —The number of leases registered during the year was 598 ; the aggregate rental of same amounted to £6,938 4s. 7d. The total number of leases current on the 31st March, 1927, was 6,679; the aggregate rental of same amounted to £56,074 Is. lid. The total number of agreements current on the 31st March, 1927, was 274. The number of Proclamations, Orders in Council, notifications, and other documents issued taking and giving up land was forty-two. The number of transactions purchasing land by certificate of title was three, and the amount of compensation paid for land acquired was £85,849 15s. sd. Staff. —Maintenance Branch : Working staff, 4,604-; office staff, 212 : total 4,816. Signal and Electrical. Fixed Signals at Officered Stations.—-Home and distant signals were provided at six stations not previously equipped. Of the 486 officered stations, 333 are equipped with fixed signals, 114 are interlocked, and 39 are unequipped.
vi—D. 2.
D.—2
XXXVI
Interlocking of Points and Signals. —Alterations to signalling and interlocking were carried out at Palmerston North, Invercargill, Woodville, Marton, and Lyttelton. Power interlocking with three position coloured-light signals was installed at Westfield, Otahuhu, Whangarei, Papakura, Paerata, and Stillwater. There are now thirteen stations connected to power interlocking and signalling. Automatic signalling was brought into use between Westfield and Otahuhu, and the equipment of the line from Otahuhu to Mercer, and the Hutt Valley Branch, is in hand. The mileage of track equipped with automatic signalling is now —Double line, 32J miles ; single line, 125f miles. Block Working and Electric Tablet.—During the year a number of stations were made switch-out stations. A new tablet station was opened at Kopaki. The number of tablet instruments now in use amounts to 935 at>39l stations. The total mileage of track which has been equipped with tablet is now 1,744 miles single line out of a total of 3,176. The total mileage equipped with the lock-and-block system is 16 miles of double line, and instruments in use are twenty-six at twelve stations. Telegraph and Telephone Facilities.—3B miles of poles have been erected and 550 miles of wire during the year. Fifty-nine connections to railway telephone circuits have and the Head Office has been equipped with an automatic telephone exchange. Metallic circuiting has been completed on the following sections: Westfield-Otahuhu, Paeroa-Waihi, Frankton Junction - Taumarunui, Ohakune-Marton, Te Roti - Opunake, Masterton - Upper Hutt, Mosgiel-Gore. The telephone and Morse lines between Whangarei and Waiotira have been converted into a telephone circuit with Morse superimposed. The total number of Morse instruments in use is 293 ; telephones, 1925 ; electric bells, 379 ; miles of wire, 9,997 ; miles of poles, 2,913. The installation of traincontrol between Christchurch-Oamaru and Wellington-Marton is in hand. Electric Light.—During the year electric light was installed in eighteen yards, eighteen stations, and 396 houses. Improvements in the lighting were made in~a number of yards andjstations which were already equipped with electric light. During the year it was decided to install flood-lighting in a number of railway-yards. This is a new development, and designs have been proceeded with, and the work is in course of installation at Auckland, Otahuhu, Westfield, Frankton Junction, Thorndon, Timaru, and Greymouth. The work will be brought into use shortly, and it is anticipated that the lighting of yards generally will show a great improvement by the use of flood-lighting over the best that can be obtained by the older methods of individual lights. Electric-power Installations.—The work in connection with electric-power installations during the year has been very heavy, and the following work has been carried out: The electrical designs for the new workshops at Hutt Valley, Otahuhu, Addington, and Dunedin, and existing shops at East Town and Invercargill, have been completed. Specifications have been drawn up and tenders have been received and accepted for the above. In addition the temporary electrification of the existing workshops has been proceeded with and the work done is as follows : Newmarket—thirty-four motors have been installed, aggregating 262 h.p. ; Petone —ninety-five motors have been installed, aggregating 1,145 h.p.; Hillside —forty-five motors have been installed, aggregating 420 h.p. ; Addington— sixty-five motors have been installed, aggregating 752 h.p. ; East Town—two motors have been installed, aggregating 10 h.p. ; Invercargill —one motor has been installed, aggregating 35 h.p. The sub-station at Petone Locomotive Workshops has also been completed. This sub-station has a capacity of 1,150 k.v.a. Other power installations are as follows : A battery rail-car charging-set of 69 h.p. has been installed at Christchurch. Motors have been installed in the car and wagon depots at Christchurch and Dunedin ; Advertising Branch, Wellington ; Queenstown ; and in the Head Office. Electric pumps have been installed at Thorndon, Papanui, Christchurch, and Opunake. Bail Electrification. —During the year the scheme for the electrification from Christchurch to Lyttelton has been proceeded with, drawings prepared, specifications drafted, and tenders called. The tender for poles has been closed, and a proposition is now in hand for commencing the work as soon as materials are available. Electrification schemes for other sections have been investigated during the year. Level-crossing Automatic Warning-devices.—Seventeen level-crossings have been equipped with alarm signals. The number of crossings now equipped is eighty-eight. Expenditure on Signals.—Capital expenditure for the year for signals was £100,309, of which £73,890 was on signals, interlocking, electric lighting, &c., and £26,419 on electrification of locomotive workshops. The maintenance expenditure chargeable against revenue was £104,794. LOCOMOTIVE. Mr. G-. S. Lynde, A.M.I.Mech.E., M.1.L0c0.E., Chief Mechanical Engineer, reports as follows: —• The plant, locomotives, tenders, carriages, brakes vans, wagons, machinery, and tools have been maintained in good working-order during the year. Locomotives. —On the 31st March, 1927, there were 698 engines. During the year four Class Ab and eight Class Wab were built in the Government Railway workshops; three Class Wab and three Class Ws were built by Messrs. A. and G. Price, Ltd., Thames. Three Class F engines (taken over with the Cape Foulwind line) were added to the stock. Twenty-three old engines were written off, and four engines were sold.
D.—2.
XXXVII
There was an increase of 160,437 lb. (equal to 1-4:3 per cent.) in the tractive force available due to the above alterations in stock, also to locomotives being reboilered. In the Government Railway workshops 229 engines have been built to date, and twenty-four old locomotives have been rebuilt. Details of work on locomotives in Workshops during the year were as follows : Number passed through workshops, 701 ; built new, 12 ; overhauled, 198; medium repairs, 37 ; light repairs, 158 ; defect repairs, 203; running repairs, 58; wreck repairs, 35. Included in the above are five engines repaired for the Public Works Department and two engines for private firms. There were on order at the close of the year two Class Wab being built in the Government Railway workshops, and two Glass Ws being built by Messrs. A. and G. Price, Ltd., Thames. Boilers.—Twenty-five locomotive-boilers were built, eighty-five received heavy repairs, sixty-one medium repairs, and 285 light repairs. Included in the above are one boiler built and seven repaired for the Public Works Department, and two repaired for private firms. Fifteen boilers were in hand at the close of the year, and twelve boilers have been ordered from Great Britain. Carriages. —On the 31st March, 1927, there were 1,605 cars. Ten cars were added to the stock (six were built in the Government Railway workshops, including one Ministerial car with observation end, and four were taken over with the Cape Foulwind line). Four old cars were written off. Details of car work were as follows : Number passed through workshops, 2,191 ; built new, 6 ; heavy repairs, 1,364 ; light repairs, 821. Eighteen cars were on order at the end of the year. Rail-cars.—There were five rail-cars on the line on the 31st March, 1927. During the year a Clayton car and an Edison storage-battery car were added to the stock. The repairs to rail-cars during the year were as follows : Light repairs, 6 ; defect repairs, 1 ; running repairs, 1 ; wreck repairs, 1. Brake-vans.—On the 31st March, 1927, there were 477 brake-vans. Six bogie vans were built to replace old four-wheel stock written off, and two vans taken over with the Cape Foulwind line were added to the stock. One four-wheel van was sold. Details of work done on brake-vans were as follows : Number passed through the workshops, 717 ; built new, 6 ; heavy repairs, 366 ; light repairs, 345. There were twenty vans on order at the close of the year. Wagons.—On the 31st March, 1927, there were 26,513 wagons in stock. The additions during the year were twenty-four bogie and 192 four-wheel, built in the Government Railway workshops, thirty-three four-wheel taken over with the Cape Foulwind line, and three four-wheel converted from second-hand cars. Seventeen four-wheel wagons were sold, and three were written off. The carrying-capacity was increased by 257 tons. Details of work done on wagons were as follows : Number passed through workshops, 26,976 ; built new, 216 ; rebuilt, 21 ; heavy reapirs, 13,825 ; light repairs, 12,914. In addition to the above, three rail tank-wagons were built for private firms for the carriage of motor-spirit in bulk ; also thirteen underframes and bogies were made to have the petrol-tanks fitted by Messrs. A. and G. Price, Ltd.. Thames. Four four-wheel wagons were also built for the Public Works Department. There were on order at the end of the year sixteen bogie and 290 four-wheel wagons. In addition, fifteen rail-tank wagons are being built for private firms. Tarpaulins. —The tarpaulin stock on the 31st March, 1927, was 21,875. 2,937 worn-out tarpaulins were replaced with a similar number of new sheets. The work done on tarpaulins during the year was as follows : Number passed through workshops, 39,790 ; condemned and replaced, 2,937 ; repaired, 36,853. Axles.—During the year 817 car, van, and wagon axles were replaced with modern steel axles. Train-lighting. —On the 31st March, 1927, there were 173 cars fitted with electric light. It is estimated that 160 additional cars will be fitted during the current year. Engine Headlights. —The total number of locomotives fitted with electric headlights on the 31st March, 1927, was 130. All engines which run on fast passenger-trains have now been equipped with electric headlights. The work of fitting engines used for goods and mixed trains will now be proceeded with. General. —During the year an inspection of various classes of rolling-stock was made by an officer from the Department's workshops, and it was found that a number of wagons required to be renewed. This work will be put in hand during the current year. STORES. Mr. E. J. Guiness, Comptroller of Stores, reports as follows : — The value of the stores, material, and plant (purchased under Railway vote) on hand at the 31st March, 1927, at the various stores, depots, and sawmills amounted to £1,047,209 14s. 5d., as against £977,322 13s. Bd. on the 31st March, 1926. The value of the stores on hand on account of additions to open lines amounted to £108,547 9s. 10d., as against £114,804 17s. 9d. on the 31st March, 1926. The value of the stores on hand on account of Railway Improvement Authorization was nil, as against £25,260 12s. lOd. on the 31st March, 1926. The whole of the stock is in good order, has been systematically inspected, and is value tor the amount stated.
D—2.
BALANCE-SHEETS, ' STATEMENTS OF ACCOUNTS, AND STATISTICAL RETURNS.
D.—2
INDEX OF STATEMENTS ACCOMPANYING ANNUAL REPORT OF THE BOARD OF MANAGEMENT OF THE NEW ZEALAND GOVERNMENT RAILWAYS, 1926-27.
No. 1. Capital Account. General Balance-sheet. No. 2. Income and Expenditure of the Whole Undertaking. Net Revenue Account. Net Revenue Appropriation Account. No. 3. Income and Expenditure in respect of Railway Operation. Abstract A—Maintenance of Way and Works. Abstract B—Maintenance of Signals and Electrical Appliances. Abstract C —Maintenance of Rolling-stock. Abstract D—Examination, Lubrication, and Lighting of Vehicles. Abstract E —Locomotive Transportation. Abstract E—Traffic Transportation. Abstract G —Head Office and General Charges. Summary of Expenditure Abstracts. No. 4. Income and Expenditure in respect of Lake Wakatipu Steamers. No. 5. Income and Expenditure in respect of Refreshment Service. No. 6. Income and Expenditure in respect of Advertising Service. No. 7. Income and Expenditure in respect of Departmental Dwellings. No. 8. Income and Expenditure in respect of Buildings occupied by Refreshment Service, Bookstall Proprietors, &c. No. Ba. Income and Expenditure in respect of Road Motor Services. No. 9. Railway Sawmills and Bush Accounts. No. 10. Statement of Subsidy from Consolidated Fund in respect of Services rendered by Hon-paying Developmental Branch Lines and Isolated Sections. No. 11. Statement of Gash Receipts and Payments—Working Railways Account. Reconciliation Statement. No. 12. Renewals, Depreciation, and Equalization Funds. Slips, Floods, and Accidents Equalization Fund. Workers' Compensation Fund. Fire Insurance Fund. General Renewals and Depreciation Fund. Betterments Fund. No. 13. Expenditure on Construction of Railways, Rolling-stock, &e. Net Revenue, and Rate of Interest earned on Capital expended on Opened Lines. No. 14. Expenditure under Vote " Additions to Open Lines " charged to Capital Account; also Expenditure under the Railways Improvement Authorization Act, 1914, Section 7 of the Finance Act, 1924, and Section 10 of the Finance Act, 1925. No. IS. Comparative Statement of Operating Traffic and Revenue. (1) Operating Traffic. (2) Operating Revenue. No. 16. Statement of Season Tickets issued. No. 17. Statement of Passenger Bookings at Excursion Fares. No. 18. Traffic and Revenue for each Station. No. 18a. Classification of Goods and Live-stock Traffic and Earnings by Commodities. No. 19. Comparative Statement of Mileage, Capital Cost, Earnings, Expenditure, and Traffic, New Zealand Government Railways. No. 20. Comparative Statement of Mileage, Capital Cost, Earnings, and Expenditure on Australasian Railways. No. 21. Number of Employees. No. 22. Accidents. No. 23. Renewals of Rails. No. 24. Renewals and Removals of Sleepers. No. 25. Number of Stations and Private Sidings. No. 26. Mileage of Railways open for Traffic and under Maintenance. No. 27. Weights of Rails in various Lines. No. 28. Sleepers laid and removed each year. No. 29. Carriage and Wagon Stock and Tarpaulins. No. 30. Locomotive Stock. No. 31. Locomotive Performances.
I—D. 2.
D.—2
2
STATEMENT No. 1. Capital Accounts as at 31st March, 1927.
I I Total to 31st March, Year ended Total to 31st March Total to 31st March, Year ended Total to 31st March, 1926. ! 31st March, 1927. 1927. 1926. 31st March, 1927. 1927. I I I I I Expenditure. £ s. d. £ s. d. £ s. d. Receipts. £ s. d. £ s. d. £ s. d. Permanent way, and works, buildings, 37,039,520 1 9 1,493,954 0 7 38,533,474 2 4 From General Government Funds — machinery, and plant (lines open for Public Works Fund .. .. 42,727,785 5 9 895,504 6 1 43,623,289 11 10 traffic) Wellington— Hutt Railway Improve- 228,373 5 5 .. 228,373 5 5 Rolling-stock .. .. .. 10,227,771 9 9 99,218 4 9 10,326,989 14 6 ment Account New lines in course of construction by 343,429 17 3 213,447 11 4 556,877 8 7 Railways Improvement Account, 1904 641,275 7 8 .. 641,275 7 8 Public Works Department charged Railways Improvement Authoriza- *2,063,629 9 3 *878,593 0 10 *2,942,222 10 1 against Railways Improvement Au- tion Act, 1914 Account thorization Act 1914 Account Consolidated Fund .. .. 4,296 7 10 .. 4,296 7 10 Lake Wakatipu steamer service .. 44,300 11 1 86 12 2 44,387 3 3 Westport Harbour Loans.. .. 350,000 0 0 .. 350,000 0 0 Road motor services .. .. .. 13,703 6 2 13,703 6 2 Works constructed from Harbour House-factory and sawmill at Frankton 157,018 17 0 C . 204 19 11 156,813 17 1 Board funds — Junction j Westport .. .. .. 71,640 0 0 .. 71,640 0 0 Stores and material .. .. 140,065 10 7 Or. 31,518 0 9 108,547 9 10 Greymouth .. .. .. 47,508 0 0 .. 47,508 0 0 Works constructed by provinces and 1,787,741 0 0 .. 1,787,741 0 0 Midland Railway Company at valuation 47,922,248 15 11 1,774,097 6 11 49,696,346 2 10 Advances to Capital Account from .. 32,356 19 3 j 32,356 19 3 Working Railways Account Outstanding liabilities .. .. .. 12,089 19 8 12,089 19 8 47,952,106 7 5 1,788,686 14 4 49,740,793 1 9 47,922,248 15 11 1,818,544 5 10 49,740,793 1 9 I I * Includes expenditure by Public Works Department on unopened lines charged against Railways Improvement Authorization Act 1914 Account not previously shown. Note. —Unopened lines are under the control of the Public Works Department, and all expenditure out of the Public Works Fund in connection therewith is included in the accounts of that Department.
3
D.—2
STATEMENT No. 1— continued. General Balance-sheet as at 31st Mabch, 1927. Liabilities. £ s . d. Assets. Sundry creditors (including unpaid 314,485 11 2 Sawmills— £ s. d. £ s. d. wages) Stocks of timber, &c. .. .. 282,033 1 10 Collections for refund to Harbour 15,468 17 10 Less reserve .. .. .. 11,378 17 6 Boards, shipping companies, and 270,654 4 4 other carriers Stores and material on hand— General Reserve Fund .. .. 1,375,662 6 1 Stores Branch .. .. .. 776,555 10 1 General Renewals and Depreciation 636,738 9 3 Advertising Branch .. .. 2,102 14 6 Fund Refreshment Branch .. .. 8,295 13 1 Betterments Fund .. .. 13,699 5 9 Training School Hostel .. .. 60 18 11 Insurance Funds .. .. .. 35,245 8 0 — 787,014 16 7 Items to be written off on receipt of 3,475 7 4 Sundry assets— Parliamentary authority Advertising Branch .. .. 54,048 7 3 Refreshment Branch .. .. 25,910 010 Housing Improvements.. .. 3,327 17 8 — 83,286 5 9 Sundry debtors— Advances to capital .. .. 32,356 19 3 Government Departments .. 7,773 6 1 Advances under Hutt Valley Lands 11,245 12 2 Settlement Act, 1925 Work in progress .. .. 56,442 14 5 107,818 11 11 Less amounts paid in advance 19,526 17 11 88,291 14 0 Accrued interest on investments .. 3,219 6 3 Accrued subsidy on branch lines and 30,863 1 10 isolated sections 34,082 8 1 Outstandings at stations— Cash in hand .. .. .. 24,866 0 5 Freight, &c., owing by Government 36,656 4 9 Departments Freight owina by sundry debtors .. 126,773 6 9 188,295 11 11 Investments .. .. .. .. 500,000 0 0 Cash in Working Railways Account .. 364,514 2 7 Net Revenue Account .. .. .. 78,636 2 2 £2,394,775 5 5 J £2,394,775 5 5 H. Valentine, Chief Accountant.
D.^2.
STATEMENT No. 2 Income and Expenditure of the Whole Undertaking for the Year ended 31st March, 1927.
4
Year 1926-27. j Year 1925-26. Statement _z . " No. | Gross Revenue. Expenditure. Net Revenue. Gross Revenue. Expenditure. Net Revenue £ s. d. £ s. d. £ s, d. £ s. d. £ s. d. £ s- d. Railway operating .. .. .. .. 3 7,423,472 111 6,158,282 19 7 1,265,189 2 4 7,589,274 2 6 6,164,569 14 1 1,424,704 8 5 Lake Wakatipu service .. .. .. 4 10,272 11 0 15,858 10 5 Dr. 5,585 19 5 10,625 0 0 15,612 11 1 Dr. 4,987 14 1 Refreshment service .. .. .. . . 5 129,612 6 6 119.567 7 0 10,044 19 6 133.657 14 6 119,585 9 0 14,072 5 6 Advertising service .. .. .. .. 6 47.387 6 6 42,508 18 2 4,878 8 4 45,454 5 2 31,238 12 2 1 14,215 13 0 Dwellings .. .. .. .. .. 7 83,374 14 1 137,546 18 10 Dr. 54,172 4 9 68,661 4 3 129,907 9 10 Dr. 61,246 5 7 Refreshment buildings, bookstalls, &c. .. .. 8 20,461 18 7 8,271 7 7 12,190 11 0 19,062 111 7,513 19 7 11,543 2 4 Road motor-service .. .. .. .. j 8a 8,743 17 3 8,843 16 9 Dr. 99 19 6 .. .. , Miscellaneous revenue .. .. .. .. 266,108 9 5 .. 266,108 9 5 234,486 13 5 .. 234,486 13 5 1 7.989,433 5 3 6,490,879 18 4 8,101,221 1 9 6,468,427 18 9 Total net revenue to Net .. .. .. .. 1,498,553 6 11 | .. .. 1,632,793 3 0 Net Revenue Account. Dr. 1926-27. 1925-26. Or. 1926-27. 1925-26. £ s. d. £ s. d. £ s. d. £ s. d. To Interest on capital .. .. .. .. 2,043,433 0 4 1,913,310 14 9 \ By Net earnings before charging interest on capital 1,498,553 6 11 1,632,793 3 0 Surplus for year 1925-26 carried to Net Revenue .. 1 79,022 16 9 Subsidy, branch lines and isolated sections .. 445,220 14 6 359,540 8 6 Appropriation Account Deficit for year 1926-27 carried to Net Revenue 99,658 18 11 Appropriation Account 2,043.433 0 4 ] 1,992,333 11 6 2,043,433 0 4 1,992,333 11 6 Net Revenue Appropriation Account. Dr. 1926-27. 1925-26. Or. 1926-27. 1925-26. £ s. d. £s.d. £ s. d. £ s. d. To Net Revenue Account .. .. .. 99,658 18 11 .. By Balance from previous year .. .. .. 21,022 16 9 Appropriation to Betterments Fund .. .. .. 58,000 0 0 Net Revenue Account .. .. .. .. 79,022 16 9 Balance carried forward .. .. .. j .. 21,022 16 9 Balance carried forward .. .. .. 78,636 2 2 99,658 18 11 j 79,022 16 9 99,658 18 11 j 79,022 16 9 H. Valentine, Chief Accountant.
5
n.-s
STATEMENT n. 3. Income and Expenditure in respect Operation, Year ended 31st March, 1927.
) Per Cent, of i , s Per Cent, of r ,™„ See Ah- 1 ! Operating Revenue. aZZL Operating Revenue EXPENDITURE. stack 1926-27. 1925-26. ! REVENUE. ment 1926-27. 1926-26 1926-27. 1925-26. No. 1926-27. ! 1925-26. i ; i i ' j £ s. d. £ s. d. £ s. d. £ s. d. Maintenance, way and works .. A 1,074,334 6 11 1,144,384 8 10 14-47 15-08 Passengers, ordinary.. .. 15 2,045,348 1 4 2,271,497 12 7 27-56 29-93 Maintenance, signals .. .. B 100,861 9 6 105,063 13 3 1-36 1-38 Passengers season tickets .. 15 258,831 18 7 265,549 4 2 3-49 3-50 Maintenance, rolling-stock .. C 1,303,443 11 5 1,311,317 6 8 17-56 17-28 Parcels, luggage, and mails .. 15 377,367 8 10 409,206 13 9 5-08 5-39 Examination, lubrication, and lighting! D 60,094 17 8 59,446 15 10 0-81 0-78 Goods .. .. .. 15 4,596,165 14 7 4,499,160 0 9 61-91 59-28 of vehicles Labour, demurrage, &c. .. 15 145,758 18 7 143,860 11 3 1-96 1-90 Locomotive transportation .. E 1,609,257 6 5 1,577,173 3 11 21-68 20-78 Traffic transportation .. .. F 1,752,997 12 11 1,743,641 8 6 23-61 22-98 Head Office and general charges G I 82,286 12 8 ; 82,528 6 1 ' 1 11 j 1-09 Superannuation sub- £ s. d. sidy.. .. 187,573 10 6 Less amount allocated to subsidiary services, &c. 12,566 8 5 G 175,007 2 1 141,014 11 0 2-36 1-86 Total operating expenses .. .. 6,158,282 19 7 6,164,569 14 1 82-96 81-23 Net operating revenue .. .. 1,265,189 2 4 1,424,704 8 5 17-04 18-77 7,423,472 1 11 7,589,274 2 6 • 100-00 100-00 .. 7,423,472 1 11 7,589,274 2 6 100-00 100-00
D.—2.
Abstract B.-Maintance of Signals and Electrical Appliances.
Abstract A.- Maintance of Way and Works.
6
North Island South Island I Expenditure. Kaihu. Gisborne. Main Line and Main Line and | Westport. Nelson. Picton. Total. Branches. Branches. Item. Isl IsJ j . I ° o ° a o it °. s ° \ ° £ °.S ° £ I SI °- S ° >; .2 °. g ! ° si ! .9 S -a a § «3c I . 5= 54 S3 ! Si aa|=? Si 85 Si Ss =5 Si ea : =rS« i 2*2 | § 4 - II SI it SI fig 8? si Hf SS la| a? as flf St a| hs 82 *# H= £| h| s rg.Scq £ n 5 se « t. « © «c shS © .CC f-i S . «) ; , c8 1 ihC OJl.ce ?-, £ „ o _ c3 . <u . o , S3 u - •a « ® s 1 s s« s« g ss 8« i sm £ „s« U S £ K , 8M £ £ M 3 ,g s | S Zi fa h Ph fa fa fa fa fa n - ■ M fa I w fa a, "fa fa "fa rSuperintendenee — £ £ £ £ £ £ £ £ £ £ d. £ £ d. £ £ d. £ £ d. £ £ d. £ £ d. £ £ d. £ £ d. Genera! 15 79 9,594 6,133 312 51 86 16,270 0-2 0-6 0-2 0-2 1-3 0-2 0-2 7-4 0-4 0-2 3-8 0-4 0-2 7-3 0-8 0-2 0-8 0-2 0-2 1-5 0 4 0 2 5-2 0-4 Distr i ct 99 373 18,227 12,844 330 343 480 32,696 1-4 4-1 1-3 1-0 6-2 1-1 0-4 14-1 0-7 0-5 7-9 0-8 0-2 7-7 0-8j 1-5 5-4 l-2\ 1-3 8-6 2-4 0-4 10-4 07 Road-bed 1,624 3,049 90,282102,435 2,999 4,932 5,141 210,462 23-5 67-7 22-1 8-4 50-8 8-6 2-1 69-8 3-4 3-7 63-3 6 1 2-1 69-7 7-6 21-2 78-3 16-5 13-5 91-9 25-7 2-9 66-7 4-7 Track-renewals 2,317 7,155240,194233,348 6,476 5,209 4,473 499,172 33-4 96-4 31-5 19-9 119-3 20-2 5-4 185-8 9-0 8-2 144-2 13-9 4-7 150-5 16-3 22-3 82-8 17-41 11-7 79-9 22-2 6-8 158-1 11-2 Ballasting 10 69 26,705 13,420 60 95 175 40,534 0-1 0-4 0-1 0-2 1-2 0-2 0-6 20-7 1-0 0-5 8-31 0-8 .. 1-4 0-2 0-4 1-5 0-3 0-5 3-1 0-9 0-5 12-8 0-9 Slips and floods . 177 1,852 20,198129,375 3,668 730 4,956 60,956 2-6 7-4 2-4 5-1 30-9 5-2 0-5 15-6 0-8 1-0 18-2| 1-8 2-6 85-3 9-2 3-1 11-6 2-5:12-9 88-5 24-7 0-8 19-3 1-4 Fences &c 14 266 14,4021 11,760 368 538 506 27,854 0-2 0-6 0-2 0-7 4-4 0-8 0-3 11-1 0-5 0-4 7 3 0-7 0-3 8-6 0-9 2-3 8-5 1-8 1-3 9-0 2-5 0-4 8-8 0-6 Roads'&c 4 377 6,053 4,342 52 148 60 11,036 0-1 0-2 0-1 1-0 6-3 1-1 0-1 4-7 0-2 0-2 2-7 0-3 .. 1-2 0-1 0-6 2-3 0-5 0 2 1-1 0-3 0-1 3-5 0-2 Bridge's &c . 407 429 29,433 19,235 347 343 767 50,961 5-9 17-0 5-5i 1-2 7-2 1-2 0-7 22-8 1-1 0-7 11-9 1-2 0-2 8-1 0-9 1-5 5-4 1-2 2-0 13-7 3-8 0-7 16-1 1-1 Water-services &c 1 110 11,332 7,750 3,133 136 148 22,610 0-3 1-8 0-3 0-3 8-8 0-4 0-3 4-8 0-5 2-2 72-9 7-9 0-6 2-2 0-5 : 0-4 2-6 0-7 0-3 7-2 0-5 Wharves ' . 30 .. 114 453 1,809 .. 408 2,814 0-4 1-3 0-4 0-1 .. .. 0-3 .. 1-3 42-1 4-6 1-1 7-3 2-0 .. 0-9 0-1 Cattle-yards &c 4 44 8,328 4,445 15 19 157 13,012 0-1 0-2 0-1 0-1 0-7 0-1 0-2 6 4 0-3 0-2 2-7 0-3 .. 0-3 . . 0-1 0-3 0-1 0-4 2-8 0-8 0-2 4-1 0-3 Operation buildings .. 98 720 47,128 35,824 792 705 690 85,957 1-4 4-1 1-3 2-0 12-0 2-0 1-1 36-4 1-8 1 3 22 1 2-1 0-6 18-4 2-0 3-0 11-2 2-3 1-8 12 3 3-4 1.2 27 2 1-9 Totals 4 80014.523 521,990481.36420,36113,24918,04711,074,334 69-3 200-0 65-2 40-1 242-1 41-oJ 11-9 403-7 19-6 17-2 297-5 28-9 14-4 473-5 51-3 56-8 210-3 44-5 47-3 322-3 89-8J14-5 340-31 24-0 " ! ___ *5 $
North Island South Island ! Expenditure. Kaihu. Gisboine. Main Line and Main Line and Westport. Nelson. Pieton. Total. Branches. Branches. *0 23 TJ 25 1 q- >— <4_| "H <H «-l «W «M !i am . d © © d © 5- ; 1 o • O ' C • O ' o ■ o . z, o • O . ± O • O . L O-O.i ® „; © . i © • O « i iwui; £ cJ-= 5 ex! : . © ® k*c1 <t> •>. fl . © to b. ; a> t>,w .53 © .S 0 - i s5 i 3 a l 1 l a d II it U 11 is f* II |s Is It'll l|# II 11 I! la II II L II if £4 rS -Q "3 P3 -*^"2— i »3 -+J ?® o ct MM,O> . in B , OJ , c6 i fe £_■ »_, *? ® & m gm co *-< i2 © "S © c3 © t* © 5stti S cd © csi © fs ~-i 5r?ccJi© 53 03 .P 5SM & cd © n cd 5s o3 ; © 5 s j gs| |s| | * i 5 g f, s m r r & w S M * s * (£ £ * g M s !* - J - T J , - 7 i j : ': £ £ £ £ £ £ £ £ £ £ H d. I £ £ I d. £ £ d. £ £ d. £ £ d. £ £ d. £ £ d. £ £ d. Superintendence.. .. .. 7 36 4,418 2,834 144 23 40 7,502 0-1 0-3 0 1 0-1 0-6 0-1 0-1 3-4 0-2 0-1 1-8 0-2 0-1 3-3 0-4 0-1 0-4 0-1 0-1 0-7 0-2 0-1 2-4 0-2 Signals and interlocking .. .. .. 8 19,612 7,729 115 50 10 27,524 0-1 .. 0-4 15-1 0-7 0-3 4-8; 0-5 0-1 2-7 0-3 0-2 0-8 0-2 .. 0-2 .. 0-5 8-6 0-5 Automatic and power signalling .. .. .. 2,799: 6,113 .. .. •• 8,912 .. 0-1! 2-2 0-1 0-2 3-8; 0-3 0-1 2-8 0-2 Level-crossing signals .. .. .. .. 1,760 949 .. .. •• 2,709 .. .. 1-4 0-1.. 0-6 0-1 0-9 0-1 Block-working, tablet and telephones 4 73 12,645 6,940 487 68 45! 20,262 0-1 0-2 0-1 0-2 1-2 0-2 0-4 9-8 0-5 0-2 4-3 0-4 0-3 11-3 1-2 0-3 1-1 0-2 0-1 0-8 0-2 0-3 6-4 0-5 Overhead electric block, tablet, tele- 23 21 12,897 4,565 71 12 18 17,607 0-3 0-9 0-3 0-1 0-4 1 0-1 0-3 10-0 0-5 0-3 2-8 0-3 0-1 1-7 0-2 0-1 0-2 .. 0-1 0-3 0-1 0-3 5-6 0-4 phone, and telegraph lines Overhead lines for automatic signalling .. .. 155 1,335 .. .. •• | 1,490 .. .. j J 0-1 .. .. 0-8 0-1 0-5 .. Electric lighting .. .. .. .. 1 5,436 3,111 .. 8 54 8,610 .. .. j 0-1 4-2 0-2 0-1 1-9 0-2 0-1 .. 0-1 1-0 0-3 0-1 2-7 0-2 Overhead electrification and bonding .. .. .. 2,315 .. .. •• 2,315 .. .. .. 0-1 1-4 0-1 .. 0-7 0-1 Electric-power appliances .. .. .. .. 695 520 .. .. .. 1,215 0-5 .. .. 0-3 0-4 .. Buildings .. .. 1,931 767 17 .. .. 2,715 I 1-5 0-1.. 0-5| .. .. 0-4 0-9 0-1 Totals .. .. 34 139 62,348 37,178 834 161 167 100,861 0-5 1-4=! 0-5 0-4 2-3 0-4 1-4 48-2 2-4 1-3 23-0 2-2 0-6 19-4 2-1 0-7 2-6 0-5 1 0-4 3-0 0-8: 1-4 31-9 2-3 1 1 '
7
D.—2
Abstract D.- Examination, Lubrication, and Lighting of Vehicles
Abstract C.- Maintance of Rolling-stock.
North Island South Island Expenditure. Kaihu. Gisborne. Main Line and Main Line and Westport. Nelson. Picton. Total. Branches. Branches. [tem - • hi 1§! « i \ 3 °.§ °t; .s % "si a s .» a a a g . Sa Ss S! g? aa Si Sa Si Sa s? Si aa Si aa S5 S.' S?|5S 3 I .a .si J3 a| 5" § I -i 8> s| o£ 3| o> s | H 1 SS 31 as si h| 3£ aa hs $ £ I a! £3 »Q P jr 1 "js vi ® w o cStjG a? e6 (-1 f« oS M f © 1 o3 s_i S3 SJ oJ 1* G o cS s-t n © eS 9 <D ■ es • w >3 S ol« te £ | I £e=S Stf £ S3 £ S.M 3M £ SM j S3 PS £ SS 5S J SJPi SM £ S« Stf £ 53« SS | I I- ; ! I | | j I I I £ £ £ £ £ £ £ £ £ £ d. £ £ d. £ £ d. £ £ d. £ £ d. £ £ d. £ £ d. £ £ d. General superintendence .. .. 23 122 14,792 9,481 490 80 130 25,118 0-3 1-0 0-3 0-3 2-0 0-3 0-3 11-4 0-6 0-3 5-9 0-6 0-3 11-4 1-2 0-3 1-3 0-3' 0-3 2-3i 0-6 0-3 8-0 0-6 Locomotives (including rail and electric) 588 3,513322,106234,717 6,323 3,698 3,704 574,649 8-6 24-5 8-0 9-7 58-6 9-9 7-4 249-1 12-1 8-4 145-1 14-1 1 4-5 147-0 15-9 15-8 58-7 12-41 9-6! 66-1 18-4 7-7 182-0 12-8 Car and wagon supervision .. .. 7 3,924 2,821 5 .. .. 6,757 0-1 .. 0-1 3-0 0-1 0-1 1-7 0-2 .. 0-1 .. .. i .. ..% .. .. 0-1 2-10-2 Cars •• •• •• 273 633118,488 82,291 1,574 1,150 789 205,198 3-9 114 3-7 1-7 10-6 1-8 2-7 91-6 4-4 2-9 50-9 4-9' 1-1 36-6 4-0 4-9 18-3 3-9 2-1 1 14-1 3-9 2-8 65-0 4-5 Vans and postal vans .. .. 41 137 19,549 13,377 527 195 97 33,923 0-6 1-7 0-6 0-4 2-3 0-4 0-4 15-1 0-7 0 5 8-3 0-8 0-4 12-3 1-3 0-8 -3-1 0-7 0-3 1-7 0-5 2-4 10-7 0-8 Wagons.. .. .. .. 509 3,081212,624174,73111,130 1,208 1,750 405,033 7-4 21-2 6-9 8-5 51-4 8-7 4-9 164-4 8-0 6-2 108-0 10-5 7-9 258-8 28-0 5-2 19-2 4-1 4-6 31-3 8-7 5-5 128-3 9-1 Service vehicles .. .. .. 7 34 7,352 4,828 246 21 24 12,512 0-1 0-3 0-1 0-1 0-6 0-1 0-2 5-7 0-3 0-2 3-0 0-3 0-2 5-7 0-6 0-1 0-3 0-1 0-1 0-4 0-1 0-2 4-0 0-3 Tarpaulins, ropes, and nets .. 38 312 22,277 16,671: 235 200 521 40,254 0-5 1-6 0-5 0-9 5-2 0-9 0-5 17-2 0-8 0-6 10-3 1-0 0-2 5-5 0-6 0-9 3-2 0-7; 1-4; 9-3 2 6 0-6 12-8 0-9 Totals .. . . 1,479 7,839:721, 112538, 91720,530 6,552 7,0151,303,444 21-4 61-7 20-1 21-6 130-8 22-1 16-5 557-5 27-0 19-2 333-2 32-4 14-6|477-4 51-6 28-0 104-1 22-2 : 18-4 17-6 412-9 29-2 I I I I ! I I III I . I :
i North Island South Island Kaihu. Gisborne. Main Line and Main Line and Westport. Nelson. Picton. Total. Branches. r ranches. Item - • Is! 1§! *s !% "°f; i ? .S °Ji S .S a a ? .s \ %K » \ 4 l"°s a a S ■ . ■§§.-§! 'Si SS =? Isj dfl Ss Sd B«'=S iSi Sa a? g® a § =8 g « i a a :§ S , g® a i3 r-.iS -<C! ft -« C3 . loo 5! Ji o o — o s 5S-1 H-"3 ® 0 5* — ~ ® Jl IJ3 a> © 'J!'- US ■ o© ."5 >0 5 " 43 5" _£ © c aj uiB © , n w o> CSMM OJ a? c3 IH H , © c3 t-i P ! © «3^,H 3 -s o|« gfe-o , £ ® -2 o SS« SS ,£ 8M 5SS ijg 8W £ S« Stf g 8« SM £ 8« 8tf £ SW Stf £ I 8tf 8Pi 8 W C5 K g ® i ! H|PhPh w^Ph|^I^ w Ph P4 Ah w p4 & w P-i p* Ph S4 „ £ £ £ £ | £ £ £ £ £ £ d. £ £ d. £ £ d. £ £ ; d. £ £ d. £ £ d. £ £ d. £ £ d.i Examination and lubrication of cars, 17 145 17,566 13,455 825 90 104 32,202 0-2! 0-7 0-2j 0-4 2-4 04 0-4 13-6 0-7 0-5 8-3 0-8 0-6 19-2 2-1 0-4 1-4 0-3 0-3 1-9 0-5 0-4 10-2 0-7 vans, and wagons Lighting, rolling-stock, Pintsch and 14! 100 14,912 7,382! 184 80: 36 j 22,708i 0-2J 0-6 0-2) 0-3 I-7I 0-3 0-3 11-5 0-6 0-3 4-6' 0-4 0-1 4-3 0-5 0-3 1-3 0-3 0-1 0-6 0-2 0-3 7-2 0-5 acetylene gas Electric lighting of vehicles 2,467 1,278 3,745 0-1 1-9 0-1.. 0-8 0-1 0-1 1-2 0-1 Depot expenses .. .. 1,230 199 .. 1 10 1,440 1-0 .. .. 0-1 0-2 .. .. 0-4 .. Totals •• •• | 31 245,! 36,175| 22,314 1,009 171 150 : 60,095 0-4 1-3 0-4 0-7 ! 4-1 0-7! 0-8 28-0: 1-4 0-8 13-s! 1-3 0-7 23-5! 2-6 0-7 2-7 0-6 0-4 2-7 0-7 9-s! 19-0 1-3
D.—2.
Abstract E.-Locomotive Transportation.
Abstract F.-Traffic Transportation.
8
North Island South Island Expenditure. Kafhu. Gisborne. Main Line and Main Line and Westport. Nelson. Picton. Total. , Branches. Branches. Item - • !s| ! Isl l J ®s a s i °-s 13 * i °sj is M § grtg 1 33 g g ■ . £3 £$ S3 •§§ &$ hsS'ag 23 •§! 3|ig»!S5 Sg gc> -§§:SS s« ■§§ £$ t* 3§ SS'.Sg 2 I A aS a o| i & § § .3 $g *| H| $? *£ Hf|3Sfl*| Hf 8P M| H| $Z *1 £*;*£ e*g $ g sg H| $$ as ;*1 S3 «Q -*3*3" I "3 25 — +» 5 . © , «3 S , © , c? s-4 S . . © j . f-t' - 4_, © . - «5 i S i , © . *i S ,©!.«? u B . © , «8 m m . © , i t, H ►v S S ! o 3 fe ?r £ A< Ah 3 ! A* ,p : cu ® A3 j © P3 : W ® I ; io s ; ? 15 H AH P4 w AH AH M ; AH | Ah m AH AH | ™ | Ah Ah | w AH | AH w AH AH | " AH | AH I " £ £ £ | £ £ £ £ £ | £ £ | d. £ £ | d. £ £ d. £ fid. £ ; £ d. £;£ d. | £ £ d. £ £ d. District superintendence .. 5,195 4,237 .. .. .. 9,432 0-1 4-0 0-2 0-2 2-6 0-3 0-1 3-0 0-2 Depot supervision .. :. 1 362 25,890 14,688 878 340 414 42,573 1-0 6-0 1-0 0-6 20-0 1-0 0-5 9-1 0-9 0-6 20-4 2 2 1-5 5-4 1-1 1-1 7-4 2'1 0'6 13'5 1*0 Wages, allowances, and expenses .. 779 2,854 294,430193,005! 7,440 3,079 2,935 504,522 11-3 32-5 10-6 7-9 47-6 8-1 6-7 227-7 11-0 6-9 119-3 11-6 5-3 173-0 18-7 13-2 48-9 10-3 7-6 52-4 14-6 6-8 159-8 11-3 Fuel .. .. .. .. 447 6,559 508,2642 3,064 6,299 4.269 4,430 823,332 6-5 18-6 6-1 18-1 109-3 18-5 11-6 393-1 19-1 10-5 181-0: 17-6 4-4 146-5 15-9 18-3 67-8 14-3 : 11-5 79-1 22-0 11-1 260-8 18-4 Water .. .. .. .. 9 141 16.110 8,814 294 140 57 25,565 0-1 0-4 0-1 .0-4 2-4 0-4 0-4 12-5 0-6 0-3 5-4 0-5 0-2 6-8 0-7 0-6 2-2 0-5 0-1 1-0 0-3 0-3 8-1 0-6 Stores .. .. .. .. 28 99, 10,976; 8,225 322 103 109 19,862 0-4 1-2 0-4 0-3 1-7 0-3 0-3 8-5 0-4 0-3 5-lj 0-5 0-2 7-5 0-8 0-4 1-6 0-3: 0-3 1-9 0-5 0-3 6-3 0-4 Shed expenses .. .. ..198 1,007 ! 103,689 74,686 2,570 734 1,087 183,971 2-9 8-3 2-7 2-8 16-8 2-8 2-4 80-2 3-9 2-7 46-2, 4-5 1-8 59-8 6-5 3-1 11-7 2-5 2-8; 19-4 5-4 2-5 58-3 4-1 Totals .. .. 1,46211, 022964, 554 j 596,719,17,803 8,665 9,032:1,609,257: 21-2 61-0 19-9 30-5 183-8 31-li 22-1 746-0 36-2 21-4 368-7 35-9 12-5 414-0 44-81 37-l| 137-6 29-o! 23-4! 161-2 44-9: 21-7 509-8 36-0 ■ • I I [ I 1 ! ! I I ; I II II ! I
North Island South Island Expenditure. Kaihu. Gisborne. Main Line and Main Line and Westport. Nelson. I Picton. Total. Branches. Branches. ""W-om la®?? r § 2? ! O . ■ O . © . O . O. JL O • j O . ! i -S . 'S.I. O • O . ! i o • *o . I • "S . *8 . I. rcem. P s • © a © tl 3 .2 >> fl • 2 ■ >» 1 ® . ® :> . © £>, : S . ® bl Q © c3 a gal gs g 8 ■ la' a a | g ® a'a £9 I « aa fg Si a a g g So a a |g li a a S g So! a a Sg ' a a ~ g So 5 s <a j *«! & § a -j 3? al Hf 3? a| 3| a| S | a| S g a| sg a| as I a| |Hf ,5s al h= — 1 -3 5'3H Ji 't> ® ~ b S © cS t* >- © .» ** s . © cs aj . eS G o «3 w . © i c3 t-i H © cs w M 3 |S| Ji-g g i S 2 I!* |fl g* l A & I* £* <S I s5 - r I" £ U I s 1 Is £* £ | j j j j j i i | i j j i I j i I i ' I Superintendence— £ ! £ ! £ I £ £ £ £ £ ! £ £ | d. £ £ ; d. £ , £ d. £ , £ j d. j £ £ d. £ £ d. ! £ £ d. £ £ d. General .. .. .. 29 153 18,657 11,790: 602 99! 166 31,496 0-4 1-2 04 0-4 2-6 0-4' 0-4 14-4 0-7 0-4 7-3 0-71 0-4 14-0 1-5 0-4 1-6 0-3 0-4! 3-0 0-8 0-4 10-0 0-7 District. .. .. .. 33! 1,443 59,180 41,705 1,437 : 1,348 1,033 106,179! 0-5 1-4 0-4 3-1 24-1 4-1 1-4 45-8 2-2 1-5 25-8 2-5 1-0 33-4 3-6 5-8: 21-4 4-5; 2-7 18-4 5-1 1-4 33-6 2-4 Station expenses — Supervision and office .. .. 980 1,771238,092 199,815! 3,460 2,388 2,453 448,959 14-2 40-8 13-3 4-9 29-5! 5-0 5-4 184-1 8-9 7-2 123-4 12-0 2-4 80-5 8-7 10-3 37-9 8-0 6-4 43-8 12-3 6-0) 142-2 10-0 Platform .. .. 270 149 88,881 49,669 2,211 196 438 141,814 3-9 11-3 3-7 0-4 2-5 0 4 2-0 68-7 3-3 1-8 30-7; 3 0 1-6 51-4 5-6 0-8 3-1 0-7 1-1 7-8 2-2 1-9 44-9 3-2 Signalling .. .. .. .. 526109,134 57,264 2,066 244 .. 169,234 1-5 8-8 1-5 2-5 84-4 4-1 2-0 35-4 3-4j 1-5 48-0 5-2 1-0 3-9 0-8! 2-3 53-6 3-8 Shunting and marshalling yards .. 103 500107,127 84,613 4.634 539 552 198,068 1-5 4-3 1-4 1-4 8-3 1-4 2-4 82-9 4-0 3-1 52-3 5-1 3-3 107-8 11-7 2-3. 8-6 1-S 1-4 9-9 2-7 2-7 62-7 4-4 Goods-sheds and goods-yards .. 245 275 106,074118,307 566: 631 2,135 228,233*3-5 10-2! 3-3 0-8 4-6 0-8 2-4 82-0 4-0 4-3 73-1 7 1 0-4 13-2 1-4 2-7 10-0 2-1 5-6 38-1 10-6 3-1 72-3 5-1 Wharves .. .. .. 36 .. 24,099 76,79016,363! 1 2,946 120,235 0-5 1-5 0-5 ! 0-6 18-6 0-9! 2-7, 47-5 4-6 : 11-5 380-5 41-3 7-7 52-7 14-7 1-6 38-2 2-7 Fuel, water, stationery, and other 87 685 23,573 18,075 273! 225 389 43,307 1-3 3-6 1-2 1-9 11-4 1-9 0-5 18-2 0-9 0-6- 11-2 1-1: 0-2 6-3 0-7 1-0 3-6 0-8 1-0 6-9 1-9 0-6 13-7 1-0 station expenses Train expenses — Running expenses .. .. 395 1,139108,957 73,814 2,077 1,229 942 188,553 5-7 16-5 5-4 3-1 19-0 3-1 2-5 84-3 4-1 2-6 45-6 4-4 1-5 48-3 5-2 5-3 19-5 4-lj 2-5 16-8: 4-7 2-5 59-7 4-2 Cleaning and heating vehicles .. .. 615 35,054 22,363 42 289 421 58,784 1-7 10-3 1-7 0-8 27-1 1-3 0-8 13-8 1-3| .. 1-0 0-1 1-2 4-6 1-oj 1-1 7-5 2-1 0-8 18-6 1-3 Sleeping-cars .. .. .. .. .. 6,513 .. .. .. .. 6,513 .. .. .. 0-1 5-0 0-2 .. .. .. .. .. .. 0-1 2*1 0-1 Miscellaneous .. .. .. .. 34 4,636 6,883 11 9 50 11,623! 0-1 0-6: 0-1 0-1 3-6 0-2 0 2 4-3 0-4' .. 0-3 .. .. 0-1 .. 0-1 0-9 0-2 0-2 3-7 0-3 j . 1 ! : : I I : I I i I Totals .. .. ,'2,178: 7,29oj929, 977 761,08833., 742j 7,198|11,525jl,752,998J 31-5 90-8 29-6:20-2, 121 7 20-4 21-1 719 1 34-8; 27-2 470-4 45-6' 23-8 784-7 85-0 30-8| 114-3 24-1 j 30-0! 205-8: 57.3 23-6) 555-3 39-2
9
P —2,
2—D. 2
Abstract G.-Head Office and General Charges.
Summary of Expenditure Abstracts.
1926-27. 1925-26. Abstract and Item. Per Cent< Per Mile P er Cent. Per Mile p T . Expenditure. of of 1 Vf Expenditure. : of of Lfio Revenue. Railway. m e ' Revenue. Railway. e ' £ £ £ d. £ £ £ d. A—Maintenance of Way and Works.. 1,074,334 14-472 340-302 24-044 1,144,385 15-079 368-800 26-615 B—Maintenance of Signals and Elec- 100,861 1-359 31-948 2-257 105,064 1-384 33-859 2-443 trical Appliances C—Maintenance of Rolling-stock .. 1,303,444 17-558 412-874 29-171 1,311,317 17-279 422-597 30-497 D—Examination, Lubrication, and 60,095 0-810 19-035 1-345 59,447 0-783 19-158 1-383 Lighting of Vehicles E—Locomotive Transportation .. 1,609,257 21-678 509-742 36-015 1,577,173 20-782 508-273 36-681 F—Traffic Transportation .. .. 1,752,998 23-614 555-273 39-232 1,743,641 22-975 561-920 40-552 G—Head Office and General Charges 82,287 1-108 26-065 1-842 82,528 1-087 26-596 \ 1-919 Superannuation Subsidy .. 175,007 2-357 55-435 3-917 141,015 1-858 45-445 3-280 Totals .. .. 6,158,283 I 82-956 1,950-674 137-823 6,164,570 81-227 1,986-648 143-370
Per Cent. < Per Mile p Item. Expenditure. I of | of Train mil* 1 Revenue. i Railway. lram mile. I . £ £ ! £ d. Head Office .. .. .. .. .. 27,629 | 0-3 8-8 0-6 Departmental buildings .. .. .. 4,601 0-1 1*5 0-1 Appeal Board .. .. .. .. 755 . . 0-2 Chief Accountant .. .. .. .. 31,761 0-4 10-1 0-7 Divisional superintendence — North Island .. .. .. .. 5,875 0-1 1-8 0-1 South Island .. .. .. .. 5,034 0-1 1*6 0-1 Training School . . .. .. .. 6,632 0-1 2*1 0-2 Totals .. .. .. .. 82,287 1-1 I 26-1 1-8 Superannuation subsidy .. .. .. 175,007 2-4 j 55-4 3-9
D.—2.
10
STATEMENT No. 4 Income and Expenditure in respect of Lake Wakatipu Steamers.
STATEMENT No. 5. Income and Expenditure in respect of Refreshment Service.
1 Per Cent, of Revenue. I j Per Cent, of Revenue. EXPENDITURE. j 1926-27. j 1925-26. REVENUE. ! 1926-27. 1925-26. 1926-27. 1925-26. j 1926-27. 1925-26. ; I l_ I [ I I £ s. d. £ s. d. £ s. d. £ s. d. Salaries and wages, shore staff .. .. 1,463 7 11 1,706 2 1 14-24 16-06 Ordinary passengers .. .. .. 4,474 7 0 4,129 10 6 43-55 38-87 Salaries and wages, steamer staff .. .. 5,223 14 7 4,930 10 1 50-84 46-59 Season tickets .. .. .. 184 0 0 187 12 10 1-79 1-77 Coal and stores .. .. .. .. 2,755 15 4 3,427 12 0 29-99 32-26 Parcels, luggage, and mails .. .. 957 4 5 1,065 12 11 9-32 10-03 Repairs, steamers .. .. .. 2,196 0 7 1,665 4 11 21-38 15-67 Goods .. .. .. .. 4,623 3 11 5,149 0 1 45-01 48-45 Repairs, wharves, &c. .. .. .. 711 12 0 680 5 0 6-93 6-40 Miscellaneous .. .. .. 33 15 8 93 3 8 0-33 0-88 Insurance, renewals, interest, &c. .. .. 3,508 0 0 3,183 0 0 31-00 29-96 10,272 11 0 10,625 0 0 100-00 100-00 Loss on operation .. .. .. 5,585 19 5 4,987 14 1 54-38 46-94 15,858 10 5 | 15,612 14 1 , 154-38 146-94 | 15,858 10 5 15,612 14 1 154-38 146-94
Per Cent, of Revenue. EXPENDITURE. 1926-27. 1925-26. REVENUE. 1926-27. 1925-26 1926-27. 1925-26. £ s. d. £ s. d. £ s . d. £ s. d. Salaries and wages .. .. .. 37,634 16 5 37,31 5 16 11 29-04 27-92 Receipts from refreshment-rooms .. .. .. 129,612 6 6 133,657 14 6 Provisions consumed .. .. .. 51,911 12 7 54,978 2 10 40-05 41-13 Light, fuel, and water .. .. .. 2,651 5 1 2,266 12 3 2-05 1-70 Freights .. .. .. .. 3,245 10 1 2,545 18 0 2-50 1-90 Rents .. .. .. .. .. 10,602 15 9 8,915 13 3 8-18 6-67 Renewals .. .. .. .. 3,351 4 10 3,729 4 0 2-59 2-79 Betterments .. .. .. .. 4,321 15 9 5,534 3 5 3-33 4-14 Interest, insurance, and miscellaneous .. 5,848 6 6 4,299 18 4 4-51 3-22 Total expenditure .. .. 119,567 7 0 119,585 9 0 92-25 89-47 Net profit .. .. .. 10,044 19 6 14,072 5 6 7-75 10-53 129,612 6 6 133,657 14 6 100-00 100-00 129,612 6 6 133,657 14 6
STATEMENT No. 6. Income and Expenditure in respect of Advertising Service.
STATEMENT No. 7. Income and Expenditure in respect of Departmental Dwellings.
D.—2.
11
Per Cent, of Revenue. ill * >er C«nt. °* Avenue. EXPENDITURE. 1926-27. I 1925-26. j I REVENUE. 1926-27. 1925-26. 1926-27. ! 1925-26. ; I I 1926-27. 1925-26. I ! | ! I I j £ s. d. £ s. d. £ s. d. £ s. d. Salaries, wages, and allowances .. •• 11,778 13 5 9,336 4 0 24-86 j 20-54 Advertising-signs, printing, &c. .. .. 45,342 0 7 43,542 9 2 95-68 95-79 Stores and materials .. .. •• 2,946 15 2 2,670 4 6 6-22 5-87 Miscellaneous receipts .. .. .. 2,045 5 11 1,911 16 0 4-32 4-21 Rent of premises, sites, and commission .. 13,190 17 4 12,404 5 5 27-85 27-30 Office and general expenses .. •• 4,076 3 7 3,328 11 0 8-60 7-32 Interest, insurance, and depreciation .. 10,059 18 9 3,105 4 8 21-22 6-83 Betterments 456 9 11 394 2 7 0-96 0-87 Total expenditure .. .. 42,508 18 2 31,238 12 2 89-71 68*73 Net profit .. .. .. 4,878 8 4 14,215 13 0 10-29 31-27 47,387 6 6 , 45,454 5 2 100-00 100-00 j 47,387 6 6i 45,454 5 2 100-00 100 00
Per Cent, of Revenue, j J Per Cent, of Revenue. EXPENDITURE. 1826-27. 1925-26. I REVENUE. 1920-27. 1925-26. | 1926-27. j 1925-26. j | 1926-27. 1925-26. ' £ s. d. £ s. d. £ s. d. £ s. d. Wages and charges . .. ... 35,6.76 2 11 44,924 1 8 25-94 34-58 Rentals .. .. .. j 83,374 14 1 68,661 4 3 60-62 52-85 Materials .. .. .. •• : 7,978 15 11 8,023 8 2 5-80 6-18 1 Net loss .. .. ... .. I 54,172 4 9 61,246 5 7 39-38 47-15 Insurance .. .. - ■ - • 3,578 0 0 3,000 0 0 2-60 2-31 Interest .. •• 63,054 0 0 51,140 0 0 45-84 39-36 Renewals .. .. .. .. 27,260 0 0 22,820 0 0 19-82 17-57 137,546 18 10 129,907 9 10 100-00 100-00 i 137,546 18 10 129,907 9 10 j 100-00 100-00 I
1).—2
12
STATEMENT No. 6. Income and Expenditure in respect of Building occupied by Refreshment Service, Bookstall Proprietors, etc.
STATEMENT No. 6. Income and Expenditure in respect of Road Motor Services.
Per Cent, of Revenue. EXPENDITURE. ! 1928-27. ! 1925-26. I REVENUE. 1926-27. ! 1925-26. 1926 -27. 1925-26. £ s. d. £ s. d. £ s. d. £ s. d. Wages and charges .. .. .. 1,550 4 7 1,128 14 3 7-57 5-93 Rentals .. .. .. .. .. .. 20,461 18 7 19,062 1 11 Materials ... .. .. .. 557 18 0 25 5 4 2-73 0-13 Insurance, interest, and renewals .. .. 6,163 5 0 6,360 0 0 30-12 33-36 Total expenditure .. .. 8,271 7 7 7,513 19 7 j 40-42 39-42 Net profit .. .. .. 12,190 11 0 11,548 2 4 59-58 60-58 20,461 18 7 19,062 1 11 \ 100-00 i 100-00 20,461 18 7 19,062 1 11
Pel Cent. EXPENDITURE. 1926-27. of REVENUE. 1926-27. ! Revenue. £ s. d. J £ s. d. Salaries and wages .. .. .. .. .. .. 2,475 7 8 i 28-31 Passengers .. .. .. .. .. .. .. .. 8,527 0 9 Maintenance charges .. .. .. .. .. .. 940 5 4 10-75 Parcels .. .. .. .. . . .. .. .. 200 18 2 Running expenses .. .. .. .. .. .. 3,104 6 2 35-51 Advertising .. .. .. .. .. .. .. .. 15 18 4 License fees .. .. .. .. .. .. . . 177 7 2 2-03 Interest, insurance, and depreciation .. .. .. .. 1,900 4 2 21-73 Net operating profit .. .. .. .. .. 146 6 9 1 -67 8,743 17 3 100-00 Total revenue .. .. .. .. .. .. 8,743 17 3 Net operating profit .. .. . . .. .. .. 146 6 9 Preliminary expenses .. .. .. .. .. .. 246 6 3 I Net loss .. .. .. . . .. .. .. 99 19 6 246 6 3 246 6 3 Note. —The first bus service was instituted between Napier and Hastings on 10th November, 1926.
13
D.—2
STATEMENT No. 6. Railway Sawmills and Bush Account.-Combined Trading and Profit and Loss Accounts.
Dr. 1926-27. ! 1925-26. Or. 1926-27. 1925-26. : I ! £ s. d. £ s. d. £ s. d. £ s. d. To Stock of timber, firewood, and logs on hand at 1st April, 145,431 2 0 159,538 17 4 By sales, issues, and transfers — £ s. d. 1926 " Timber .. .. .. .. 154,830 5 3 Purchases and transfers — £ s. d. Firewood.. .. .. .. 3,565 19 9 Timber .. .. .. .. 23,764 1 7 Logs .. .. .. .. 38,886 16 11 Firewood .. .. .. 556 11 6 — — 197,283 1 11 257,436 4 7 Logs.. .. .. .. .. 42,760 5 6 Stocks on hand at 31st March, 1927 — 67,080 18 7 120,227 10 4 Timber .. .. .. .. 125,682 4 2 Royalty payments .. .. .. .. .. 12,868 11 8 14,163 3 0 Firewood.. .. .. 546 18 0 Wages .. .. .. .. .. .. 43,794 17 7 45,104 11 9 Logs .. .. .. .. 3,499 9 11 Salaries and miscellaneous payments, including interest 66,919 2 9 60,665 12 S — —— —• — 129,728 12 1 145,431 2 0 on capital Rents .. .. • • .. •. .. 420 13 3 610 0 6 Balance to Reserve Account .. .. .. .. .. 3,777 12 0 Balance to Reserve Account .. .. .. .. 8,662 5 4 336,094 12 7 403,477 7 1 \ 336,094 12 7 403,477 7 1
D—2.
STATEMENT No. 10. Subsidy from Consolidated Fund in respect of Services rendered by Non-paying Developmental Branch Lines and Isolated Sections: 1st April, 1926, to 31st March, 1927.
14
Average per Mile of Line. Branches shoeing Loss. Mileage. Loss on Working. Feeder Value. Total *et Loss. Feeder Valu e. | Total Revenue. Interest. I Total Loss. Kaikohe .. .. ..I 25 71 8 U 5,954 13 10 5,883 4 11* 8,782 11 'l 563 238 : 801 566 587 352 Waiuku .. .. ; 13 1,684 3 8 3,900 5 5 2,216 1 9* 6,862 1 10 509 300 809 ! 638 698 527 Toko . .. .. 48 9,167 10 3 2,656 17 3 6,510 13 0 39,524 17 6 377 55 432 568 688 824 Opunake . .. .. 23 2,512 4 3 1,794 13 5 717 10 10 12,351 14 10 110 78 188 219 506 537 Greytown .. .. 3 2,763 16 8 1,882 13 2 881 3 6 1,434 8 8 235 627 862 1,156 184 478 Eskdale .. .. ..J 12 4,120 70 686 8 7 3,433 18 5 10,777 2 1 265 57 1 322 j 608 612 898 North Island totals .. j 124 20,319 10 9 16,875 11 8 3,443 19 1 79,732 16 oj 364 136 500 528 615 643 Eyreton-Oxford .. .. ! 54 9,369 18 3 1,623 12 1 7,746 6 2 j 14,634 9 7 186 30 ! 216 360 128 272 Cheviot .. .. 44 16,302 11 6 2,591 4 3 13,711 7 3 1 29,124 19 2 369 59 428 740 350 662 Little River .. .. 23 5,246 4 3 474 13 2 4,771 11 1 9,728 17 1 462 21 483 690 216 423 Southbridge .. .. 26 1,096 7 0* 2,109 6 11 3,205 13 11* 2,111 18 0 945 81 1,026 902 205 81 Whitecliffs .. •• 12 1,765 10 2 1,873 5 10 107 15 8* 1,060 9 7 323 156 479 470 97 88 Methven .. .. 23 1,818 10 6 3,132 2 2 1.313 11 8* 2,496 3 8 489 136 625 568 166 109 Sprineburn .. .. 28 2,600 1 8 1,154 14 11 1,445 6 9 4,474 15 8 225 41 266 318 108 160 Fairlie .. .. 37 1,559 7 0 2,282 16 2 723 9 2* 6,159 3 7 446 62 508 488 186 166 Waimate .. .. 1 13 5,302 19 11 4,397 15 8 905 4 3 3,297 10 3 376 338 714 784 184 254 Kurow .. .. .. 38 1,808 11 2 2,238 17 10 430 6 8* 5,861 2 8 358 59 i 417 406 166 155 Ngapara-Livingstone . .. 27 4,339 0 0 1,574 10 2 2.764 9 10 10,094 6 1 197 58 255 3S8 271 374 Waihemo .. 9 785 9 0 1,238 9 10 453 0 10* 1,150 12 9 217 138 355 304 178 127 Otago Central .. .. ' 147 3,105 13 10 4,630 3 7 1,524 9 9*: 62,176 14 0 687 31 718 709 433 424 Lawrence .. .. 52 7,927 0 7 2,908 1 1 5.018 19 6 , 28,919 17 1 376 56 432 528 460 556 Tapanui .. 1 27 5,621 12 4 2,950 6 11 2,671 5 5 8,307 0 10 257 109 I 366 465 209 308 Waikaka . . ... .. ! 13 2,193 2 10 1,065 12 3 1,127 10 7 4,194 5 7 215 82 } 297 384 j 236 323 Switzers .. .. .. 14 2,455 1 10 794 5 6 1,660 16 4 5,212 17 4 134 57 ! 191 309 { 254 372 Glenham .. .. 10 5,559 12 4 1,776 6 7 3,783 5 9 6,137 16 3 201 178 379 757 235 613 Seaward Bush .. .. 34 345 5 7* 1,835 3 0 2,180 8 7* 1 6,365 19 2 527 54 581 517 251 187 Orawia .. .. .. 9 2,606 5 1 549 11 11 j 2,056 13 2 | 6,685 7 4 77 61 138 367 514 743 Forest Hill .. .. .. 13 1,639 0 4 1,736 8 3' 97 7 11* 1,120 0 4 237 134 ! 371 363 94 86 Mararoa .. .. .. 12 743 8 2 595 5 1 148 3 1 j 1,338 5 1 119 50 169 181 99 111 South Island totals .. ! 665 81,307 8 2 43,532 13 2 37,774 15 oj 220,652 11 1 425 65 j 490 546 275 331 Cape Foulwind .. .. 8 2,630 4 9 127 18 5 2,502 6 4 j 6,123 8 2 179 16 j 195 508 • 453 766 Losses from 28th February, 1926, 797 104,257 3 8 60,536 3 3 43,721 0 5j 306,508 15 3 413 76 j 489 543 330 384 to 5th March, 1927 Estimated loss from 6th to 31st .. .. .. .. 21,800 0 0 March, 1927 Less estimated loss from 28th .. .. • • • • 8,500 0 0 February to 31st March, 1926 jg q q 319,808 15 3 Isolated Sections. Kaihu .. .. .. 24 2,945 16 11 .. 2,945 16 11 10,872 16 3 .. .. 303 426 330 453 Gisborne . .. .. 60 6,013 16 11 .. 6,013 16 11 41,716 17 8 .. .. 605 705 595 695 Nelson .. .. 64 13,206 12 5 .. j 13,206 12 5 36,088 10 7 .. .. 369 575 358 564 Picton .. . . .. 56 8,273 13 0 8,273 13 0 j 36,733 14 9 .. .. j 696 844 . 508 j 656 Totals .. .. 204 30,439 19 3 „ 30,439 19 3 j 125,411 19 3 .. j 520 670 j 466 616 Grand totals 1,001 134,697 2 11 60,536 3 3 74,160 19 8 I 445,220 14 6 .. j ■■ ' I * Indicates profit.
15
D.—2
STATEMENT No. 11. Statement of Cash Receipts and Payments—Working Railways Account. Receipts. £ s. d. Payments. £ s. d. To Balance brought forward .. 623,150 7 3 By Wages and vouchers .. .. 7,109,697 I 5 Investments realized .. .. 175,000 0 0 Refunds to Harbour Boards, shipRevenue receipts .. .. 8,045,310 4 0 ping companies, and other carriers 252,201 13 0 "Credits in aid" (Working Rail- Interest on capital .. .. 2,043,433 0 4 ways expenditure) .. .. 982,015 15 2 Investments .. .. .. 500,000 0 0 Receipts from Consolidated Fund Balance as per general balanceunder subsection I (b) of section 37 sheet .. .. .. 364,514 2 7 of Government Railways Act, 1926 (Subsidy—Branch lines and isolated sections) .. .. 429,068 2 7 Interest on investments .. .. 15,301 8 4 £10,269,845 17 4 £10,269,845 17 4 Reconciliation Statement. £ s. d. Credit balance in Working Railways Account as per Treasury figures .. 309,795 0 4 Add Imprests outstanding .. .. .. .. .. .. 54,719 2 3 Credit balance as per above statement .. .. .. .. £364,514 2 7
STATEMENT No. 12. RENEWALS, DEPRECIATION, AND EQUALIZATION FUNDS. Slips, Floods, and Accidents Equalization Fund. Expenditure. £ s. d. Income. £ s. d. To Repairs to bridges, slips, and washouts 33,093 13 5 By Balance from previous year .. 24,205 0 0 Claims for accidents .. .. 2,800 0 0 Contributions debited to workingBalance .. .. .. .. 9,826 6 7 expenses .. .. .. 21,515 0 0 £45,720 0 0 £45,720 0 0 By Balance .. .. .. ..£9,82667 Workers' Compensation Fund. Expenditure. £ a. d. Income. £ s. d. To Accident payments .. .. 34,809 15 3 By Balance from previoua year .. 5,316 7 2 Balance .. .. .. .. 14,975 8 9 Premiums debited to working-expenses 44,468 16 10 £49,785 4 0 £49,785 4 0 By Balance .. .. .. .. £14,975 8 9 Fire Insurance Fund. Expenditure. Income. To Fire losses on— £ s. d. £ s. d. Operating buildings .. .. 772 9 8 By Balance from previous year .. 4,783 810 Dwellings .. .. .. 843 13 4 Premiums debited to working-expenses 10,840 13 2 Upkeep Railway fire brigades and fire appliances .. .. .. 3,564 6 4 Balance .. .. . . .. 10,443 12 8 £15,624 2 0 £15,624 2 0 By Balance .. .. .. .. £10,443 12 8 General Renewals and Depreciation Fund. Expenditure. £ s. d. Income. £ s. d. To Relaying of track .. .. 63,437 13 11 By Balance from previous year .. 280,835 19 0 Bridges, buildings, &c. .. .. 19,586 15 0 Contributions debited to working-Rolling-stock .. .. .. 121,956 711 expenses .. ... .. 572,437 0 0 Locomotive workshops and plant . . 10,429 0 1 Dwellings .. .. .. 1,124 12 10 Balance.. .. .. .. 636,738 9 3 £853,272 19 0 £853,272 19 0 By Balance .. .. .. £636,738 9 3 Betterments Fund. Expenditure. £ s. d. Income. £ s. d. To Way, works, buildings, and structures 25,867 18 10 By Balance from previous year .. 60,000 0 0 Signals, &c. .. .. .. 3,905 13 11 Contributions debited to working-Rolling-stock . . . . .. 1.6,527 I 6 expenses . . . . .. 4,778 5 8 Refreshment service .. .. 4,321 15 9 Advertising service .. .. 456 9 11 Balance.. .. .. .. 13,699 5 9 £64,778 5 8 £64,778 5 8 By Balance .. .. .. £13,699 5 9
D.—2.
16
STATEMENT No. 13. Expenditure on Construction of Railways, Rolling-stock, etc., to 31st March, 1927; Net Revenue and Rate of Interest earned on Capital expended on Opened Lines for Year ended same Date.
Opened Lines. I TT , XT , Rate of Section of Railway. " I Tinea Revenue Interest Lines and Boiling- T . , Lines. Revenue. Earnedi Works. stock. ! ' I I _ __ - £ £ £ £ £ £ s. d Kaihu .. .. .. .. 176,072 13,043 189,115 .. - 3,302 Tauranga 1,407,081 Gisborne .. .. .. .. 773,472 73,482 846,954 .. - 6,141 716,961 North Island Main Lines and Branches .. 17,795,592 5,568,217 23,363,809 .. 989,589 4 6 9 .... .. .. 4,244,487 South Island Main Lines and Branches .. 16,417,064 4,428,539 20,845,603 .. 265,053 1 5 8 175,400 Westport .. .. .. .. 547,659 150,214 697,873 .. 42,306 6 1 3 151 992 Nelson .. " !! " 529,241 42,632 571,873 -i.3,457 " 48 909 Pioton .. .. 1! 629,858 50,863 680,721 - 8,859 17,184 36,868,958 10,326,990 47,195,948 .. 1,265,189 2 14 0 6,762,014 Lake Wakatipu steamer service .. .. 44,387 .. 44,387 .. — 5,586 Subsidiary Services .. .. .. 1,827,458 .. 1,827,458 .. 238,95013 1 6 Subsidy Branch Lines and Isolated Sections .. .. .. .. .. 445,221 In suspense— Surveys, North Island .. .. .. .. .. .. 40,337 Miscellaneous, North Island .. .. .. .. .. 5,169 Surveys, South Island .. .. .. .. .. .. 5,763 Miscellaneous, South Island .. .. .. .. .. 5,168 fiPYipml 7 7 W.R.D. stock of A.O.L. stores 1". ! , 108,54* 108,'548 Balance of cost of raising loan of £900,000 .. .. .. 15,380 for Railways Improvement Authorization Act 1914 Account — 38,748,378 10,435,538 49,183,916 .. 1,943,774 3 19 10 6,844,561 Total cost of opened and unopened lines at 31st .. .. 56,028,477 .. 3 10 0 March, 1927 Note.—The amount stated in this return as the cost of construction of opened lines includes the Provincial and General Government expenditure on railways. It also includes the Midland Railway and expenditure by the Greymouth and Westport Harbour Boards on railways and wharves under the provisions of section 7 of the Railways Authorization Act, 1885, the information regarding the last-mentioned being furnished by the respective Boards. The rate of interest earned has been computed on cost proportionately to the time during which the lines, taken over by the Working Railways Department, within the financial year were earning revenue, thus :— North Island Main Lines and Branches: Te Roti-Opunake, opened for traffic 12t.h July, 1926. Nelson Section: Glenhope-Kawatiri, opened for traffic 21st June, 1926.
17
D.—2
STATEMENT No. 14, Expenditure under Vote for Additions to Open Lines, Charged to Capital Account, for the Year ended 31st March, 1927. Way and Works Branch: Particulars of Works, etc.
3-D. 2.
Railway. Work, &c. j Amount. Total. £ s. H £ s. d. North Island Main Lines Sidings, loading-banks, stockyards, crossings, &c. .. 972 16 8 and Branches Additions to station buildings, extension of station- 27,217 9 4 yards, and other facilities Purchase of land .. .. .. .. 15,879 0 8 Additional dwellings .. .. .. .. 150,108 18 7 Bridge-work and subways .. .. .. 2,851 6 6 Cranes, weighbridges, and turntables .. .. 205 14 6 Additions to workshops and sawmills .. .. 25 16 7 Engine depots .. .. .. .. 248 12 2 Tablet installations .. .. .. .. Gr. 282 5 0 __ 197,227 10 0 South Island Main Lines Sidings, loading-banks, stockyards, crossings, &c. .. 4,572 3 11 and Branches Additions to station buildings, extension of station- 7,166 6 11 yards, and other facilities Purchase of land .. .. .. .. 6110 Additional dwellings .. .. .. .. 1,646 7 8 Bridgework and subways .. .. .. 2,97526 Cranes, weighbridges, and turntables .. .. 1,096 13 5 Additions to workshops .. .. .. 5,895 18 9 — : 23,359 4 2 Westport .. .. Capstan on wharf .. .. .. .. 2 15 6 2 15 6 £220,589 9 8 •—— Itoad Motors, Amount. Total. £ s. d. Purchase of motor-buses .. .. .. .. j 13,703 6 2 Locomotive Branch : Particulars of Rolling-stock, etc. Number j Number Number Incomplete Complete Incomplete Expenditure, Description of Stock ordered. on on on Year ended 31st March, 31st March, 31st March, 31st March 1927 1926. 1927. 1927. £ S. d. Locomotives, Class Ab .. .. .. .. 4 4 .. 11,065 6 5 Locomotives, Class Wab and Ws (A. and G. Price, Ltd.) 8 6 2 50,71954 Locomotives, Class Wab .. .. .. .. 10 8 2 30,310 15 5 Electric headlights for locomotives] .. .. .. .. .. .. 2,167 7 7 Carriages, Class A .. .. .. .. .. 10 3 7 Or. 2,674 9 8 Carriages, Class Aa (Supplementary charges) .. .. .. .. .. Gr. 12 18 9 Carriages, Class Aa, sleeping .. .. .. 13 2 11 18,145 0 3 Electric-lighting for cars .. .. .. .. .. .. .. 27,349 8 5 Ministerial car .. .. .. .. .. 1 1 .. 5,08186 12 spare bogies for Royal Train .. .. .. .. .. .. 2,642 2 8 1 Clayton rail-car (Supplementary charges) .. .. .. .. .. 198 9 10 2 Ford rail motors (Supplementary charges) .. .. .. .. .. 6 9 10 Edison rail-car .. .. .. .. .. 1 1 .. 9,494 8 7 Brake-vans, Class E .. .. .. .. 26 6 20 J 12,142 11 6 Wagons, Class G .. .. .. .. .. 7 .. 7 Wagons, Class H .. .. .. .. .. 26 26 .. 4,817 13 9 Wagons, Class J .. .. .. .. 40 .. 40 Or. 32 3 10 Wagons, Class La .. .. .. .. .. 95 38 57 5,357 13 8 Wagons, Class M .. .. .. .. .. 103 99 4 13,526 14 8 Wagons, Class R .. .. .. .. .. 6 .. 6 Gr. 16 12 9 Wagons, Class U .. .. .. .. .. 9 9 .. 895 8 9 Wagons, Class Ub .. .. .. .. .. 15 15 .. 5,343 1 8 Wagons, Class Ug .. .. .. .. .. 5 .. 5 Gr. 0 3 2 Wagons, Class W .. .. .. .. .. 29 29 .. 7,301 17 9 Wagons, Class Xa .. .. .. .. .. 91 .. 91 3,477 10 7 Wagons, Class Xb .. .. .. .. .. 41 .. 41 Gr. 6,099 17 10 Wagons, Class Yb .. .. .. .. .. 50 .. 50 319 1 0 Wagons, Class Z .. .. .. .. .. 2 .. 2 Gr. 243 6 11 Wagons, Class Zp .. .. .. .. .. 3 .. 3 Gr. 3,601 15 0 Fitting motor-generator to K wagon .. .. .. .. .. .. 643 18 8 Transfers of rolling-stock .. . * .. .. .. .. .. 1,505 10 7 Spare material returned to stores .. .. .. .. .. CV.24,119 12 9 Sale of obsolete locomotives.. .. .. .. .. .. .. Gr. 8,670 0 0 Obsolete locomotives written off .. .. .. .. .. .. 6V.61,003 0 0 Sale of obsolete rolling-stock .. .. .. .. .. .. Gr. 2,540 0 0 Obsolete rolling-steek written off .. .. .. .. .. .. Gr. 4,279 0 0 Obsolete machinery written off .. .. .. .. .. .. Gr. 6,000 0 0 Sale of obsolete machinery .. .. .. .. .. .. .. Gr. 1,610 0 0 Total .. .. .. .. .. .. .. £91,608 4 9 Total locomotives .. .. .. 22 18 4 „ carriages .. .. .. 25* 7 18 „ brake-vans .. .. .. 26f 6 20 „ wagons, bogie .. .. .. 40 24 16 „ wagons, four-wheel .. .. 482J 192 290 * Increased by 6. t Increased by 22. J Increased by 180.
D.—2
18
STATEMENT No. 14-continued.
Expenditure under the Railways Improvement Authorization Act, 1914, and Section 7 of Finance Act, 1924, and Section 10 op Finance Act, 1925, charged to Capital Account, for the Year ended 31st March, 1927. £ s. d. £ s. d. New stations and station-yards, goods-sheds, and terminal facilities at Auckland, Wellington, Christchurch, Addington, Lyttelton, and Timaru 218,057 0 1 Rearrangement of, or alterations and additions to, Paeroa, New Plymouth, Hikurangi, Helensville, Frankton Junction, Greymouth, Wanganui, Stratford, and Morrinsville .. .. .. .. .. 24,464 14 9 Duplications, Penrose-Papakura .. .. .. .. .. 57,353 12 0 Grade easements—Frankton -Te Kuiti .. .. .. .. 135 8 6 Workshops and equipment of Locomotive Branch .. .. .. 219,887 8 7 New lines, Auckland-Westfield, Auckland-Morningside .. .. .. 39,539 9 5 Bridge strengthening .. .. .. .. .. .. .. 9,157 3 10 Elimination of level crossings .. .. .. .. .. .. 24,325 18 6 Deviations: Ravensbourne-Burke's, Pelichet Bay, Tawa Plat, Palmerston North .. .. .. .. .. .. .. .. 23,259 11 2 Signalling, interlocking, and safety appliances .. .. .. .. 56,372 4 4 Electric lighting .. .. .. .. .. .. .. 16,339 9 2 New depot for locomotives at Elmer Lane .. .. .. .. 3,149 18 5 ■ 692,041 18 9 Expenditure charged by Public Works Department— New line—Auckland-Westfield .. .. .. .. .. 127,425 14 10 Hutt Valley Railway .. .. .. .. .. .. 147,817 12 7 Deviations: Tawa Plat, Palmerston North .. .. .. .. 9,495 16 1 New locomotive workshops .. .. .. .. .. 3,887 5 7 Miscellaneous works .. .. .. .. .. .. Or. 75,178 17 9 — 213,447 11 4 £905,489 10 1 Reconciliation Statement. Material on hand at 31st March, 1926 .. .. .. .. .. 25,260 12 10 Expenditure charged by Treasury .. .. .. .. .. 809,820 15 8 Balance of cost of raising loan, 31st March, 1926 .. .. .. 23,579 19 7 £ s. d. Cbst of raising loan, 1926-27 .. .. .. .. 34,377 12 10 Less amount not yet allocated .. .. .. 15,380 6 11 18,997 5 11 Vouchers outstanding.. .. .. .. .. .. .. 27,830 16 1 - £905,489 10 1
; *"t > . j - Reconciliation Statement. Amount. Total. £ s. d. £ s. d. Material 011 hand at 31st March, 1926 .. .. .. .. .. 114,804 17 9 £ s. a. Expenditure charged to Vote No. 44 by Treasury .. .. 384,439 1 8 Less outstandings previous year .. .. .. 3,662 IX 10 380,776 9 10 Less recoveries on account of expenditure in previous years 77,749 0 0 303,027 9 10 Outstanding vouchers .. .. .. .. .. .. .. 16 616 2 10 434,448 10 5 Less material 011 hand at 31st March, 1927 .. .. .. .. 108,547 9 10 — £325,901 0 7 Expenditure :— Way and Works Branch .. .. .. .. .. 220,589 9 8 Road Motor Service .. .. .. .. .. ,. 13 703 6 2 Locomotive Branch .. .. .. .. .. .. 91,608 4 9 — — £325,901 11 7
D.—2,
19
STATEMENT No. 15. Comparative Statement of Operating Traffic and Revenue for the Year ended 31st March, 1927 (1) operating traffic.
Passengers. Live-stock. Goods. , .. Length i , . . Gross Total lection Open for Sheep • Tonnage. Traffic. First class Second Class. Total. Tictets. Cattle. and Total. | Timber. Goods. Total. Pigs. ; . - . 1926-27. Miles. Single. Return. Single. Return. Number. Number. Number. Number. Number. Tons. Tons. Tons. Tons. Tons. Kaihu .. .. 24 260 508 13,565 14,330 28,663 65 17 1,490 1,507 65 3,590 3,763 7,353 7,418 Gisbome .. .. 60 5,030 2,848 27,159 26,622 61,659 255 2,269 120,879 123,148 5,523 9,910 50,651 60,561 66,084 North Island Main Lines 1,299 342,327 419,792 1,806,574 3,082,514 5,651,207 419,648 282,737 4,516,576 4,799,313 266,346 364,879 2,657,116 3,021,995 3,288,341 and Branches B( South Island Main Lines 1,618 212,662 412,088 930,558 2,758,390 4,313,698 162,477 104,090 4,067,802 4,171,892 194,258 274,459 2,704,964 2,979,423 3,173,681 and Branches Westport .. .. 43 225 554 24,978 52,040 77,797 1,000 161 2,275 2,436 130 6,450 664,562 671,012 671,142 Nelson-; .. •• 64 1,010 1,920 22,015 51,662 76,607 834 402 14,571 14,973 705 2,733 28,481 31,214 31,919 Pioton.'. .. •• 56 7,827 4,016 23,190. 30,214 65,247 799 1,386 178,918 180,304 7,577 1,421 52,169 53,590 61,167 3,164 569,341 841,726 2,848,039 6,015,772 10,274,878 585,078 391,062 8,902,511 9,293,573 474,604 663,442 6,161,706 6,825,148 7,299,752 Lake Wakatipu steamers .. 2,936 3,766 6,181 17,304 30,187 16 250 8,336 8,586 409 682 7,606 8,288 8,697 Totals .. .. 3,164 572,277 845,492 2,854,220 6,033,076 10,305,065 585,094 391,312 8,910,847 9,302, 159 475,013 664,124 6,169,312 6,833,436 7,308,449 1925-26. Miles. Single. Return. Single. Return. Number. Number. Number. Number. Number. Tons. Tons. Tons. Tons. Tons. Kaihu .. .. 24 451 790 13,227 13,472 27,940 16 26 942 968 46 6,948 4.467 11,415 11,461 Gisborne .. .. 60 6,134 3,234 33,475 24,374 67,217 369 1,017 122,901 123,918 5,223 11,755 46.582 58,337 03,560 North Island Main Lines 1,276 399,863, 547,262 2,048,831 3,742,186 6,738,142 432,790 280,322 4,098.589 4,378,911 248,889 434,346 2,659,034 3,093, 380 3,342.269 and Branches South Island Main Lines 1,618 240,657 533,900 995,560 2,943,764 4,713,881 164,169 108,466 3,804,779 3,913,245 185,059 305,853 2,645,621 2,951,474 3,136,533 and Branches Westport .. .. 43 252 786 27,362 53,698 82,098 1,217 144 2,093 2,237 128 6,304 582,011 588,315 588,443 Nelson .. .. 61 1,244 2,636 23,189 51,614 78,683 997 562 20,521 21,083 991 3,820 30,620 34.440 35,431 Pioton .. .. 56 11,225 ; 4,024 29,837 34,676 79,762 714 1,112 160,140 161,252 6,743 1,628 60,624 62,252 68,995 3,138 659,826 1,092,632 3,171,481 6,863,784 11,787,723 600,272 391,649 8,209,965 8,601,614 447,079 770,654 6,028,959 6,799,613 7,246,692 Lake Wakatipu steamers .. 3,069 3,034 5,932 13,722 25,757 20 174 10,170 10,344 460 922 8,068 8,990 9.450 Totals.. .. 3,138 662,895 1,095,666 3,177,413 6,877,506 11,813,480 600,292 391.823 8,220,135 8,611,958 447,539 771,576 6,037,027 6,808,603 7,256,142
D.—2.
STATEMENT No.16-continued. Comparative Statement of Operating Traffic and Revenue for the Year ended 31st March, 1927-continued. (2) OPERATING REVENUE.
20
Revenue. Mileage. Length 1 -r * <- j— r ; 7 j Section. 0 f P® n I 1 Per Mile of Season Tickets, j Total Coaching. Goods. &c . Total Goods. | peS ra Train. Shunting. *c ToW. (Average). . . . . . j . . . . 1926-27. Miles. £ s. d. £ s. d. £ s. d. £ s. d. £ s. d. £ s. d. £ s. d. £ s. d. £ s. d. d. Number. Number. Number. Kaihu .. .. .. 24 2,129 11 7 320 4 4 1,078 14 11 3,528 10 10 3,276 7 9 119 7 0 3,395 14 9 6,924 5 7 288 10 3 94-06 17,668 5,459 23,127 XJisborne ' .. .. 60 8,850 7 5 870 3 7 2,113 11 8 11,834 2 8 24,051 9 2 293 16 8 24,345 5 10 36,179 8 6 602 19 10 102-20 84,961 15,118 100,079 North Mand | Main Lilies 1,299 1,313,574 0 6 170,391 6 11 236,748 18 4 1,720,714 5 9 2,578,047 4 4 78,968 12 9 2,657,015 17 1 4,377,730 2 10 13,386 4 5 164-11 6,402,044 )2,619, 377 9,021,421 and Br3iGcliG8 South Island Main Lines 1,618 702,402 0 5 83,696 5 4 132,574 7 8 918,672 13 5 1,826,350 12 6 54,291 19 3 1,880,642 11 9 2,799,315 5 2 1,730 2 2 167-79 4,004,155 1,715,109 5,719,264 and Branches Westport .. .. 43' 5,467 11 9 987 7 0 1,299 3 9 7,754 2 6 124,547 13 9 9,286 1 6 133,833 15 3 141,587 17 9 3,292 14 10 356-54 95,309 80,786 176,095 Nelson.. .. .. 64 6,367 7 0 1,320 11 3 1,653 9 4 9,341 7 7 13,469 14 4 535 2 4 14,004 16 8 23,346 4 3 368 8 9 78-39 71,478 19 649 91,127 Picton .. .. .. 56 6,557 2 8 1,246 0 2 1,899 3 2 9,702 6 0 26,422 12 9 2,263 19 1 28,686 11 10 38,388 17 10 685 10 4 190 95 48,249 32,724 80,973 1 . J — 1 3,164 2,045,348 1 4 258,831 18 7 377,367 8 10 2,681,547 8 9 4,596,165 14 7 145,758 18 7 4,741,924 13 2 7,423,472 1 11 2,351 6 1 166-14 Lake Wakatip a steamers .. .. 4,474 7 0 184 0 0 957 4 5 - 5,615 11 5 4,623 3 11 33 15 8 4,656 19 7 10,272 11 0 Totals .. .. 3,164 2,049,822 8 4 1259,015 18 7 ,378,324 13 3 2,687,163 0 2 4,600,788 18 6 145,792 14 3 4,746,581 12 9 7,433,744 12 11 (2,351 6 1 ! 166-14 10,723,864 [4,488,222 15,212,086 1925-26. Miles. £ s. d. £ s. d. £ s. d. £ s. d. £ s. d. £ s. d. £ s. d. £ s. d. £ s. d. d. Number. Number. Number. Kaihu .. .. .. 24 2,337 2 11 297 3 4 994 12 6 3,628 18 9 ; 4,696 2 9 85 19 8 4,782 2 5 8,411 1 2 350 9 3 113-73 17,749 5,031 22,780 Gisborne .. .. 60 10,941 1 10 1,024 8 8 j 2,563 18 10 14,529 9 4 j 24,735 1 9 300 9 10 25,035 11 7 39,565 0 11 659 8 4 120-76 78,631 16,778 95,409 North Island Main Lines 1,276 1,464,357 1 8 175,322 4 0 1251,402 14 9 1,891,082 0 5 2,568, 212 13 9 75,651 4 0 2,643,863 17 9 ;4,534, 945 18 2 3,611 3 7 176-43 6,168,991 2,539,517 8,708,508 and Branches South Island Main Lines 1,618 771,459 13 6 85,079 3 10 149,255 16 11 1,005,794 14 3 1,748,634 15 11 54,021 14 10 1,802,656 10 9 2,808,451 5 0 1,752 2 6 174-88 3,854,181 1,651.417 5,505.598 and Branches ' Westport .. .. 43 6,093 1 5 1,079 19 2 i 1,295 12 5 8,468 13 0 109,819 11 9 8,979 10 3 118,799 2 0 127,267 15 0 4 336-84 90 680 73 872 164,552 Nelson .. .. .. 61 8,113 16 5 1,571 11 4 1,619 8 7 11,304 16 4 14,744 13 0 2,232 1 9 16,976 14 9 28,281 11 1 ; 463 12 8 114-83 59'll2 i 19'223 1 78.335 Picton .. .. .. 56 8,195 14 10 1,174 13 10 2,074 9 9 11,444 18 5 28,317 1 10 2,589 10 11 30,906 12 9 42,351 11 2 756 5 7 203-03 5o'o63 31,794 81,857 3,138 2,271,497 12 7 '265,549 4 2 j409,206 13 9 2,946,253 10 6 4,499,160 0 9 143,860 11 3 4,643,020 12 0 7,589,274 2 6 \2 446 0 11 176-51 ~ " ~ Lake Wakatipu steamers .. .. 4,129 10 6 187 12 10 1,065 12 11 5,382 16 3 5,149 0 1 93 3 8 5,242 3 9 10,625 0 0 ' Totals .. .. 3,1382,275,627 3 1 265,736 17 0 410,272 6 8 2,951,636 6 9 4,504,309 0 10 143,953 14 11 4,648,262 15 9 7,599,899 2 6 i2,446 0 11 176-51 10,319,407 4,337,632 14,657,039
D.—2.
STATEMENT NO. 16. Statement of Season Tickets issued for the Year ended 31st March, 1927.
4—D. 2.
21
1926-27. 1925-26. Description of Tickets. jNumber. | Amount. Number. Amount. £ s. d. £ s. d. Travellers'annual, anilines .. .. 28 2,625 15 0 26 2,455 0 0 Travellers'annual, North Island .. .. 112 7,752 5 0 110 7,597 6 0 Travellers'annual, South Island .. .. [21 1,388 9 0 21 1,335 9 0 Reporters'annual .. .. .. 29 1,128 6 8 54 1,061 8 4 Sectional annual/North Island .. .. 487 21,180 15 2 500 21,420 16 9 Sectional'annual, Southllsland .. .. 264 11,114 0 9 281 11,505 13 10 Tourist, all lines .. .. .. .. 319 5,168 0 0 284 4,615 0 0 Tourist, North Island I.. .. .. 888 9,507|10 0 842 8,980 0 0 Tourist, South Island !.. .. .. 51 637 10 0 74 825 0 0 School .. .. .. .. 30,401 26,336 11 3 39,530 30,394 111 Bearer twelve-trip ;.. .. .. 42,147 14,029 15 9 32,780 12,185 11 2 „ fifty-trip .. -J.. .. * 7,032 12,933 15 2 4,686 9,920 14 11 Weekly twelve-trip I.. .. .. 113,187 22,222 15 9 126,179 24,292 0 1 Weekly workmen's ).. .. .. 352,128 43,704 10 5 354,716 43,852 12 9 All other season .. .. .. 38,000 79,285 18 8 40,209 85,296 2 3 Totals 585,094 259,015 18 7 600,292 265,736 17 0
D.—2
22
STATEMENT NO. 17. Statement of Passenger Tickets issued at Cheap Excursion for Year ended 31st March, 1927.
o „ -n „ qAmr(p T no Excursions (other than Schools, Factories, and Friendly - rr^ m . T Schools, Factories, and Friendly Societies. v Societies) Gross Total. Schools, Factories, Schools, and Friendly schools „niv Factories, and Sections. Societies. Schools only. Friendly Number ..T , Senior Scholars over Societies. Total. Revenue. First Class. Second Class. Total. Revenue. of Revenue. exceeding g ™. 15 Years of mg la Vtars 01 Age " 19 Years of Age Age. and Adults. Number. Number. Number. Number. £ s. d. Number. Number. Number. £ s. d. Number. £ s. d. Kaihu .. .. .. 382 .. 309 691 41 13 4 17 808 825 122 8 5 1,516 164 1 9 Gisborne .. .. 1,548 71 714 2,333 116 9 6 365 2,206 2,571 1,112 11 0 4,904 1,229 0 6 Auckland .. .. 20,612 3,270 7,184 31,066 2,890 5 7 15,405 93,341 108,746 71,764 15 11 139,812 74,655 1 6 Ohakune .. .. 2,957 1,072 670 4,699 513 0 2 2,613 17,401 20,014 14,337 10 4 24,713 14,850 10 6 Wanganui .. .. 11,382 2,321 4,880 18,583 1,748 3 5 4,148 33,763 37,911 17,687 19 4 56,494 19,436 2 9 Wellington .. .. 28,704 4,096 20,829 53,629 4,014 8 3 56,278 107,639 163,917 84,083 6 7 217,546 88,097 14 10 Picton .. .. .. 834 105 639 1,578 112 6 7 977 2,514 3,491 670 10 9 5,069 782 17 4 Nelson.. .. .. 1,959 345 675 2,979 148 16 4 285 10,514 10,799 1,418 5 3 13,778 1,567 1 7 Westport .. .. 880 143 368 1,391 131 6 9 25 15,375 15,400 1,437 12 7 16,791 1,568 19 4 Christchurch .. .. 31,954 5,390 35,336 72,680 9,928 7 5 19,182 74,921 94,103 55,324 6 4 166,783 65,252 13 9 Dunedin .. .. 19,788 2,839 18,161 40,788 4,567 14 6 11,469 102,274 113,743 57,540 10 10 154,531 62,108 5 4 Invercargill .. .. 13,802 1,716 21,600 37,118 8,489 12 2 7,597 58,870 66,467 33,659 16 7 103,585 42,149 8 9 Head Office .. .. .. .. .. .. .. 2,302 2,972 5,274 12,321 12 11 5,274 12,321 12 11 Totals .. .. 134,802 21,368 111,365 267,535 32,702 4 0 120,663 522,598 643,261 351,481 6 10 910,796 384,183 10 10 Total, year ending — 31st March, 1899 .. 45,748 6,192 39,955 91,895 6,215 11 8 70,531 411,747 482,278 84,794 15 6 574,173 91,010 7 2 31st March, 1900 .. 37,839 5,616 31,164 74,619 4,752 3 10 81,528 501,176 582,704 96,154 7 5 657,323 100,906 11 3 31st March, 1901 .. 38,864 5,602 34,550 79,016 5,234 16 8 87,544 541,624 629,168 102,932 10 9 708,184 108,167 7 5 31st March, 1902 .. 42,506 5,736 37,708 85,950 5,466 16 9 95,628 588,813 684,441 136,813 0 1 770,391 142,279 16 10 31st March, 1903 .. 41,540 6,048 41,555 89,143 6,050 11 3 84,448 517,566 602,014 103,279 8 6 691,157 109,329 19 9 31st March, 1904 .. 50,364 6,975 54,344 111,683 7,424 19 7 100,417 594,967 695,384 125,624 4 0 807,067 133,049 3 7 31st March, 1905 .. 52,742 7,369 53,558 113,659 7,490 16 0 100,968 592,485 693,453 130,068 16 9 807,112 137,559 12 9 31st March, 1906 .. 55,478 7,715 57,027 120,220 7,882 16 1 110,823 626,852 737,675 140,939 16 3 857,895 148,822 12 4 31st March, 1907 .. 48,044 7,837 39,783 95,664 6,514 18 4 125,280 731,132 856,412 194,185 2 9 952,076 200,700 1 1 31st March, 1908 .. 51,031 8,163 53,886 113,080 7,604 10 4 113,617 618,518 732,135 141,519 16 11 845,215 .149,124 7 3 31st March, 1909 .. 55,199 9,266 52,579 117,044 7,641 5 10 122,312 667,867 790,179 166,471 6 3 907,223 174,112 12 1 31st March, 1910 .. 53,917 7,811 53,677 115,405 7,964 15 7 128,277 735,561 863,838 211,133 6 10 979,243 219,098 2 5 31st March, 1911 .. 66,381 10,799 66,695 143,875 9,488 14 7 107,208 576,251 683,459 155.444 10 11 827,334 164,933 5 6 31st March, 1912 .. 62,289 8,924 63,612 134,825 9,702 15 3 135,590 704,883 840,473 206,472 13 1 975,298 216,175 8 4 31st March, 1913 .. 63,040 9,723 61,134 133,897 I 9,509 8 7 159,730 804,965 964,695 271,611 17 7 1,098,592 281,121 6 2 31st March, 1914 .. 111,029 18,246 59,712 188,987 13,235 8 4 131,416 683,851 815,267 210,109 0 9 1,004,254 223,344 9 1 31st March, 1915 .. 47,846 7,974 48,197 104,017 7,919 1 9 144,260 782,355 926,615 259,547 10 6 1,030,632 267,466 12 3 31st March, 1916 .. 43,038 8,198 36,091 87,327 6,072 18 9 136,401 763,690 900,091 269,097 16 0 987,418 275,170 14 9 31st March, 1917 .. 38,477 8,788 32,901 80,166 6,159 17 6 168,098 735,468 903,566 313,006 7 3 983,732 319,166 4 10 31st March, 1918* .. 591 124 743 1,458 131 6 7 20,148 110,482 130,630 62,968 15 11 132,088 63,100 2 6 31st March, 1919* .. Nil Nil Nil Nil Nil Nil Nil Nil Nil Nil Nil 31st March, 1920 .. 38,357 3,968 42,461 84,786 7,173 12 2 76,713 260,159 336,872 161,401 18 3 421,658 168,575 10 5 31st March, 1921 .. 94,175 12,346 70,794 177,315 14,966 19 8 146,404 524,246 670,650 371,525 9 4 847,965 386,492 9 0 31st March, 1922 .. 76,537 13,835 71,852 162,224 14,955 1 5 109,414 338,791 448,205 242,464 18 6 610,429 257,419 19 11 31st Mfirch, 1923 .. 83.716 15.700 73,855 173,271 16,228 5 3 119,261 393,682 512,943 323,015 18 8 686,214 339,244 3 11 31st March, 1924 .. 96,338 18,363 86,047 200,748 19,699 5 2 111,124 322,061 433,185 267,717 7 0 633,933 287,416 12 2 31st March, 1925 .. 42,540 13,589 19,928 76,057 7,702 14 4 123,341 362,724 486,065 289,999 8 8 562,122 297,702 3 0 31st March, 1926 .. 88,461 19,197 86,061 193,719 24,699 0 7 146,417 565,326 711,743 445,694 15 10 905,462 470,393 16 5 31st March, 1927 .. 134,802 21,368 111,365 267,535 32,702 4 0 120,663 522,598 643,261 351,481 6 10 910,796 384,183 10 10 • The issue of school, factory, friendly-society, and holiday excursion tickets was suspended in connection with staff-saving time-table on 23rd April, 1917.
23
D.—2
STATEMENT No. 18. Statement of Traffic and Revenue for each Station for the Year ended 31st March, 1927.
5-P. 2.
OUTWAKD. INWARD. Number of Tickets. Stations. • Number p nf+1 _ cv,~or. Timber, fiii.tt.1ft Shppn Timber, Stations I of -fS 0 Hundreds of Other Ordinary Season a-/» Luggage, AfiRnplinnAnnQ Total Value - nn rt Hundreds of Other First- First- Second- Second- Season ,ui- pa Superficial Goods. Passengers. Tickets. ' Mails, &c. ' ' forwarded. p i Superficial Goods. class class class class Total. Tickets. ' ' Feet. i ' ! ! Feet. Single. Return. Single. Return, j " | j; [ North Island Main Lines i North Island Main Lines and Branches — and Branches— Number. Number. Tons. £ s. d. £ s. d. £ s. d. £ s. d. £ s. d. £ s. d. £ s. d. Number. Number. Tons. Auckland (Coaching) .. 54,984 19,921 190,909 138,704 404,518 16,797 .. .. .. .. 271,574 10 4 25,832 3 2 36,198 5 3 13,196 8 2 Cr. 1,231 6 7 4,333 5 4 349,903 5 8.. .. .. .. Auckland (Coaching). (Goods) .. .. .. .. .. .. .. 450 8,213 38,763 357,946; .. .. .. .. 356,636 6 5 4,999 17 7| 361,636 4 0 601 2,048 69,228 240,079 „ (Goods)/ Newmarket .. .. 4,429 3,347 29,030 33,592 70,398 9,169 61 5 3,037 5,756 12,028 5 10 2,250 17 6 863 2 7 163 4 10 14,197 18 7 193 2 4 29,696 11 8 68 .. 61,318 21,390 Newmarket Mount Eden .. .. 1,203 813 15,166 19,553 36,735 4,537 46 462 2,061 32,323 4,983 0 4 902 11 3 331 7 3 39 13 2 6,532 8 5 378 5 5 13,167 5 10 979 60 71,000 68,673 Mount Eden. Avondale .. .. 380 257 12,377 23,148 36,162 40,908 268 .. 716 30.027 2,699 0 3 5,693 14 9 209 2 3 16 12 11 7,030 0 11 73 5 8 15,721 16 9 112 538 77,808 8,815 Avondale. Henderson .. .. 444 449 17,427 35,501 53,821 20,224 1,856 14,226 695 7,538 4,907 19 3 4,600 5 8 1,320 11 3 15 5 9 5,718 2 8 56 7 1 16,618 11 8 825 4,955 15,421 32,853 Henderson. Helensville .. .. 4,429 1,615 18,005 18,191 42,240 354 6,776 45,538 17,543 13,416 8,533 2 4 366 12 4 1,514 13 1 52 7 4 15,873 2 5 398 15 5 26,738 12 11 1,367 12,411 6,979 39,715 Helensville. Wellsford .. .. 1,079 242 5,878 2,650 9,849 54 3,838 17,501 1,169 2,895 3,084 5 2 40 10 0 644 5 11 11 13 4 4,914 1 0 20 4 3 8,714 19 8 1,349 6,534 1,336 8,647 Wellsford. Maungaturoto .. .. 1,085 502 6,351 3,923 11,861 3 2,984 15,185 259 1,300 3,765 10 2 5 11 10 185 10 0 21 13 6 3,517 7 2 28 11 0 7,524 3 8 483 1,619 1,188 4,970 Maungaturoto. Paparoa .. .. 842 213 2,895 1,536 5,486 6 3,387 14,612 4,728' 1,353 2,259 18 10 5 5 0 157 19 2 15 0 1 3,925 13 1 16 6 4 6,380 2 6 281 777 380 6,673 Paparoa. Waiotira .. .. 429 307 6,293 4,618 11,647 9 7,987 36,434 9,231 25,555 3,202 1 0 6 15 0 279 0 8 18 17 10 29,659 14 11 3,352 12 0 36.519 1 5 156 1,709 3,826 116,735 Waiotira. Onerahi .. .. 60 6 3,079 1,275 4,420 306 10 4 964 266 10 2 106 18 4 11 14 3 26 17 5 1,179 3 2 154 3 6 1,745 6 10 3 .. 3,894 25,243 Onerahi. Whangarei .. .. 7,656 1,407 36,298 16,103 61,464 1,649 3,688 23,333 2,928 12,623i 19,331 17 8 744 19 1 1,071 9 3 194 19 7 12,806 15 6 149 10 3 34,299 11 4 1,469 4,720 35,692 11,914 Whangarei. Hikurangi .. .276 172 4,385 2,368 7,201 151 506 6,661 29,153 143,630j 2,016 12 7 134 17 8 341 18 6 6 14 10 39,680 9 1 11 3 2 42,191 15 10 110 1,550 8,598 4,781 Hikurangi. Otiria .. .. 757 142 2,413 1,457 4,769 17 546 7,516 103,411 5,193; 1,691 19 0 14 10 0 1,023 17 4 9 12 8 14,155 17 11 11 0 4 16,906 17 3 296 2,028 1,096 6,884 Otiria. Kawakawa .. .. 947 444 5,695 2,243 9,329 35 80 91 23,037 4,102; 2,036 19 5 21 3 3 378 13 9 16 6 7 3,006 9 9 11 0 2 5,470 12 11 246 46,367 72,468 5,425 Kawakawa. Opua .. .. 1,329 359 9,343 6,695 17,726 64 5 153 1,288 4,002 3,961 13 4 28 2 6 145 18 8 13 12 7 2,331 9 7 351 6 8 6,832 3 4 15 10 27,542 5,645 Opua. Kaikohe .. .. 1,713 615 9,631 5,849 17,808 14 3,439 45,986 3,474 875 6,803 11 7 14 0 0 399 14 0 16 11 6 5,054 7 4 25 9 5 12,313 13 10 355 2,760 2,880 10,726 Kaikohe. Remuera .. .. 527 159 1,036 739 2,461 2,516 900 831 244 80 46 18 0 977 17 3 35 14 8 2 3 2 545 6 10 5 11 8 1,613 11 7 1,102 1,366 28,647 4,907 Remuera. Green Lane .. .. 440 288 3,118 5,518 9,364 4,655 .. .. 26 93 481 19 9 1,157 19 7 51 9 7 7 5 4 122 5 10 3 11 1,831 3 8 4 .. 5,649 3,466 Green Lane. Ellerslie .. .. 589 905 7,644 8,244 17,382 11,385 1,166 .. 102 218 1,328 1 10 2,324 19 5 77 2 4 7 13 2 3,370 13 lo! 175 13 0 7,284 3 7 1,066 .. 6,651 1,786 Ellerslie. Penrose .. .. 229 474 7,804 6,235 ! 14,742 6,675 556 6,559 1,275' 94,358 875 13 0 1,097 11 11 10S 3 1 9 3 11 44,134 11 4! 104 0 5 46,329 3 8 55,939 384,375 11,217 55,125 Penrose. Onehunga (Town) .. 88 39 6,178 3,500 9,805 8,698 40 30 1,338 1.160 610 5 9 1,297 10 2! 189 10 4 12 15 8 978 18 10 8 4 1 3,097 4 10 113 185 20,360 49,562 Onehunga (Town). (Wharf) .. .. .. .. .. .. .. .. 59 4,575 23,348 .. .. i 10 2 7 1 11 2 3,962 3 6 502 4 4 4,476 1 7 8 38 1,706 24,493 „ (Wharf). Otahuhu ... .. 509 1,460 12,596 25,086 39,651 16,842 1,730 21,678 123 80,746 3,308 1 7 3,438 9 1 144 18 9 47 17 11 51,632 15 9 807 6 9 59,379 9 10 25,386 144,976 13,840 103,230 Otahuhu. Papatoetoe .. .. 514 1,315 11,036 28,744 41,609 13,095 391 5,140 3,950 3,342' 2,626 8 3 3.320 18 7 1,190 12 0 21 13 5 1,826 0 5 12 1 5 8,997 14 1 1,815 9,023 23,185 8,653 Papatoetoe. Papakura .. .. 1,779 3,793 30,666 72,992 109.230 18.546 1,120 34,289 872 3,141 11,237 0 9 4,997 16 5 1,378 8 7 59 5 11 2,505 17 11 60 0 11 20,238 10 6 2,564 24,545 6,399 25,619; Papakura. Drury .. .. 252 334 4,768 8,357 13,711 342 640 16,836 101 6.627 2,026 0 3 347 8 3 ! 943 15 7 12 13 2 4,994 5 3! 13 6 1 8,337 8 7 385 3,152 2,274 9,944i Drury. Waiuku .. .. 535 321 6,150 4,025 11,031 7 1,237 ! 11,449 5 800 2,555 9 7 12 4 5 162 12 11 14 12 5 1,805 12 9| 10 17 10 4,561 9 11 553. 6,746 8,451 24,109, Waiuku. Pukekohe .. .. 2,273 1,416 22,038 17,928 43,655 788 4,196 19,079 227 13,965 9,698 9 11 320 16 5j 1,296 8 8 101 7 2 16,260 15 0 50 1 3 27,727 18 5 2,670 6,757 9,237 25,762 Pukekohe. Tuakau .. .. 750 614 7,283 7,046 15,693| 522 2,394 43,558 6,365 4,339 3,381 0 1 256 8 6 597 4 6 38 10 7 5,704 0 9 17 19 5 9,995 3 10 1,596 13,365; 3,607 11.2691 Tuakau. Pokeno .. .. 215 249 4,650 4,081 ; 9,195 136 690 8,813 2 424 1,503 19 6 80 9 8 1,072 14 10 9 12 10 909 12 11 12 13 5 3,589 3 2 857 3,604! 1,930 6,084) Pokeno. Mercer .. .. 462 1,402 6,534 6,298 14.696 68 33 328 8,052 34,591 2,934 9 6 77 12 8" 186 16 0 25 15 7 10,125 10 0 99 5 3 13,449 9 0 141 939 768 2,428; Mercer. Te Kauwhata .. .. 286 190 3,277 2,516 6,269 40 6,194; 35,351 84 4,297 1,764 15 5 44 18 5j 1,198 6 6 14 18 11 5,398 11 1 7 16 6 8,429 6 10 1,104 14,7081 3,378 5,776 'Te Kauwhata. Huntly .. .. 1,124 916 21,583 19,856 43,479 19,359 431 5,545 1,224 296,055 7,831 13 1 4,812 3 1 684 6 4! 60 15 7 191,514 0 4 901 19 1 205,804 17 6 710 3,265 4,320 11,938« Huntly. Glen Afton .. .. 18 34 2,934 6,078 9,064 43 1,137 11,917 63 146,899 1,409 19 8 32 7 5 ! 112 3 4 7 6 2 93,623 7 6 80 19 4 95,266 3 5 497 1,409 3,264 7,863| Glen Afton. Taupiri .. .. 309 185 4,341 1,892' 6,727 47 1,178 13,664 1,316 2,668 1,455 14 4 47 6 7! 360 16 5 14 6 2i 4,772 6 2 8 13 9 6,659 3 5 521' 3,717 3,038! 7,248; Taupiri. Ngaruawahia .. .. 639 331 8,873 3,300| 13,143 184 3,102 10,555 140 67,381 3,302 10 4 135 19 6 351 7 7 56 16 9 47,473 0 11 843 14 10 52,163 9 11 749 8,192 3,858 15,187; Ngaruawahia. Frankton Junction .. 12,121 5,422 69.366 29,542 116,451 331 9,368 105,143 25,187 15,083 50,554 15 8 722 9 10 1,245 0 3 778 3 3 38,536 3 3 587 14 6 92,424 6 9 6,835 79,184 142,686 37,017 Frankton Junction. Hamilton .. .. 5,664 2,263 31,139 10,415 49,481 618 5,507 30,015 9,016 14,315 17,302 5 4 1,484 0 llj 3,836 14 2 383 9 3 26,238 19 0 272 7 5 49,517 16 1 1,098; 2,700 27,065 40,478; Hamilton. Cambridge .. .. 1,442 386 12,693 6,334 20,855 253 2,433 24,738 404 1,399 5,576 2 6 156 13 7 1,618 7 4 99 0 9 4,180 6 10 67 15 11 11,698 6 11 1,693; 11,467' 14,820 30,618' Cambridge. Morrinsville .. .. 1,916 867 16,842 11,962 31,587 261 5,209 62,488 9,627 10,241 7,653 19 3 295 1 10 1,275 9 7 164 9 1 20,911 14 3 180 13 5 30,481 7 5 3,010 17,377 18,538 38,422 Morrinsville. Matamata .. .. 1,797 537 14,455 8,312 25,101 101 5,712 45.905 6,723 4.186 7,905 15 11 110 7 5 2,234 7 0 95 8 1 13,322 14 10 80 18 0 23,749 11 3 ; 2,197, 18,675 10,320 51,190 Matamata. Putaruru .. .. 2,269 636 16,078 7.456 26,439 214 1,087 16,735 117,721 3,287 9,462 0 1 284 7 4! 1,352 0 1 141 13 3 29,990 13 7 98 7 0; 41,329 1 4 1,859 19,879 ! 2,798 45,062; Putaruru. Mamaku .. .. 268 674 4,159 5,938 11,039 267 3,169 15,481 124,547 8,487 2,476 6 0! 288 4 7| 226 5 11 23 10 11 35,143 17 4 3 8 0 38,161 12 9 289 949 529, 3,340 Mamaku. Rotorua .. .. 8,660' 1,254 29,308 10,719 49,941 840 6,037 33,682 182 3,991 28,999 7 8 575 19 0 1,313 5 8 400 11 4 11,090 18 5 231 5 2 42,611 7 3 2,127 5,303 11,920 28,234 Rotorua. Waitoa .. .. 163 120 4,670 3,000 7,953 105 1,982 16,714 2,060 7,039 1,535 3 9 95 7 5 181 12 10 14 16 0 11,609 7 0 41 16 5 13,478 3 5 1,306; 2,610 4,398 23,827 Waitoa. TeAroha .. .. 2,677 777 20,768 9,760 33,982 434 1,129 5,838 814 31,318 8,477 0 9 241 3 10 530 12 2 134 16 1 8.812 11 2 56 10 0 18,252 14 0 1,580; 8,287 12,078 14,137, Te Aroha. Paeroa .. .. 2,330 739 22,330 11,937 37,336! 386 3,108 20,366 5,538 16,398 8,385 18 0 196 18 7! 1,170 14 0 109 12 1 12,899 0 0 75 1 6 22,837 4 2 1,164 4,8881 10,070 12,064 Paeroa. Waihi .. .. 1,090 366 11,119 6,526 19,10l! 518 2,013 6,809 619 1,914 5,551 6 2 206 7 0, 858 7 2; 97 12 6 3,498 2 3 1,093 8 11 11,305 4 0 791 3,368; 5,809 19,862 Waihi. Thames South .. .. 1,585 291 11,004| 2,920 15,86o! 370 126 44 85 1,583 4,539 4 0 358 3 6, 428 18 11 66 17 2 3,550 19 8 16 13 10 8,960 17 1 287 459 6,006 3,097 Thames South. Thames .. .. i 917 243 9,2831 4,890 15.333 1 16 86 632 924 1,384 3,720 18 10 48 4 91 420 7 8 35 6 8 3,434 11 6 44 11 1 7,704 0 6 1,739| 5,758 3,318 8,498 Thames. Ohaupo .. .. 87 81 2,102 1,534 3,804 69 910 14,308 42 ! 632 577 3 4I 61 5 3 790 11 1 8 9 7 2,026 15 9 21 12 1 3,485 17 1 1,088 7,806 2,258 8,151 Ohaupo. TeAwamutu .. .. 1,971 801 15,140 8,196 26,108 357 4,828 39,633 3,059' 14,904 9,116 8 6 230 9 7 1,454 15 8 135 10 5 14,545 13 10 110 13 8 25,593 11 8 2,929 29,227 ! 9,809 34,111 Te Awamutu. Otorohanga ■ .. .. 913 336 8,296 4,866 14,411 95 2,762 33,314 10,617' 46,602 4,183 8 3| 43 14 4 763 11 8 60 7 2 20,943 3 l! 86 1 4 26,080 5 10 1,679 9,065 6,338 18,087 Otorohanga. TeKuiti .. .. 4,476 1,583 30,194 19,531 55,784 902 8,771 97.583 100,041 18.496 17,394 12 7 713 16 1 1,483 6 1 266 7 8 42,620 9 9 288 7 6 62,766 19 8 4,917 41,844 11,553 19,484 Te Kuiti. Onsarue .. .. 272 264 7,276 8,032 15,844 36 1,379 39.513 100,240 4,600 3,753 19 3 39 1 8 208 4 2 14 11 2 33,527 10 7 247 16 11 37,791 3 9 1,820 11,346 1,244 5,920 Ongarue. Okahukura .. .. 224 55 4,107 3,238 7,624 45 1,328 16,121 26,175 1,616 723 12 6 33 2 10 249 5 4 6 9 7; 10,781 2 9; 641 2 6 12,434 15 6 322 2,077 1,356 3,913 Okahukura. Taringamotu .. .. 5 1 284 269 559 15 14 2,141 11,873 352 52 7 0 11 5 0 15 3 3 0 1 9 4,002 16 5 26 5 9 4,107 19 2 23 822 56 884 Taringamotu. Taumarunui .. .. 4,376 2,115 45,764 24,514 76,769 543 4,072 81,322 71,065 14,242 24,272 4 10 690 2 4 1,258 11 1 341 17 11 42,441 3 10 574 12 7 69,578 12 7 1,291 19,451 6,284 13,285 Taumarunui. National Park .. .. 462 153 1,644 772 3,031 35 375 18,331 211,418 9,020 1,541 13 4 34 15 1 283 9 4 34 19 9 65,827 17 2 21 15 6 67,744 10 2 532 3,735 5,411 5,755 National Park. Ohakune .. .. 2,958 2,500 25,893 14,885 46,236 56 267 5,828 143,896 12,631 15,371 8 5 145 19 6 409 2 1 164 15 9 47,468 9 1 254 14 9 63,814 9 7 148 753 4,586 2,982 Ohakune. Raetihi .. .. 147 85 2,474 547 3,253 3 467 53,653 41,034 3,695 804 16 5 2 5 0 271 16 11 14 2 1 18,911 9 6 24 9 1 20,028 19 0 ; 759 13,018 2,611! 4,910 Raetihi. Rangataua .. .. 371 552 5,57s 4,236 10.737 73 458 9,072 57,584 3,791 2,573 16 4 62 12 6 114 16 0 11 0 6 19,519 2 0 244 15 10 22,526 3 2 324 7,308 122 2,709 Rangataua. Mataroa .. .. 24] 286 2.096 2.157 4.780 172 1,901 68,082 102,684 3,731 548 II 6 120 17 6 282 17 10 10 3 4 33,550 17 11 79 0 1 34,592 8 2 409 1,214 1.606 2,792 Mataroa. Taihape .. .. 4,684 1,780 20,36 s 7.507 34,339 135 3,697 85.736 13,84 s 2,979 14,362 12 9 342 18 0 964 2 3 273 11 4 13,578 3 0 128 4 0 29,649 11 4 238 4,656 2,445 12,718 Taihape. Utiku.. .. .. 297 414 2,596 1.785 5,092 .. 904 48,632 28,833 3,703 665 14 2! .. 70 16 4 10 0 9 13,284 7 5 5 8 10 14,036 7 6 130 3,582 1,120 2,176 Utiku. Mangaweka .. .. 616 314 2,053 2,04s 5,031 4 848 65,889 673 1,109 1,553 1 8 5 5 0 221 9 8 25 13 2 4,340 12 3 6 16 9 6,152 18 6 447 5,297 1,789 2,956 Mangaweka. Hunterville .. .. 1,071 468 8,338 4.095 13,972 51 2,401 131,797 4,012 2,794 3.490 15 5 60 5 9 471 0 0 42 1 10 11,549 6 11 7 17 7 15.621 7 6 519 12,415 3,342 7,819 Hunterville. Marion .. .. 6,670 2,580 20,345 9,748 39,343 168 2,716 165,084 8,944 9,659 17,859 11 1 250 11 0 1,194 0 2 355 14 7 17,448 3 0 653 11 7 37,761 11 5 882 65,953 43,109 14,521 Marion. New Plymouth .. 6,237 1,321 30.19s 11,750 49,506 355 1,282 5,874 5,58<i 102,760 21,757 14 6 630 0 2 1,639 5 6 266 3 0 47,918 11 0 5,478 4 9 77,689 18 11 2,244 11,918' 28,761 103.005 New Plymouth. New Plvm'th (Breakwater I .. .. .. .. .. .. .. .. .. 63,851 .. .. .. 16,763 11 0 .. 16,763 11 0 .. 1,49s 26,575 N.P. (Breakwater). Waitara .. .. 532 167 6,71s 3,646 11,063 229 208 2,592 5,357 15,454 2,306 17 5 ' 176 13 3 144 14 7 25 6 0 9,204 19 5 221 19 3 12,080 9 11 12,266 165.623 3.518 18,845 Waitara. Inglewood .. .. 672 151 8,052 3.55<; 12,431 283 2,84(1 33,532 155 22,642 2,542 16 1 316 10 2 365 8 6 35 10 5 17,437 0 10 62 15 6 20,760 1 6 826 11,023' 3.133 31,463 Inglewood.
24
D.—2.
STATEMENT No. 18—continued. Statement of Traffic and Revenue for each Station for the Year ended 31st March. 1927—continued.
OUTWARD. . INWARD. Number op Tickets. Timber Stations. stations. , * U "f er Cattle Sheep Hundreds'of Other Ordinary Season Parcels &c Luggage, Goods Miscellaneous Total Value S a nd P Hundreds of Other First- First- Second- Second- Season Superficial! Goods. Passengers. Tickets. Parcels, &c. Mails, &c. Goods - Miscellaneous. for warded. c ™ d *P d Superficial Goods. class class class class ! Total. Tickets. Calves ' " gs ' Feet. b Feet. Single. Return. Single. Return. North Island Main Lines . NorthLsland Main Lines AND Branches—contd. Number Number. Tons. £ 8. d.j £ s. d. £ s. d. £ s. d. £ s. d. £ s. d. £ 8. d. Number. Number. Tons. Tariki 123 45 1 948 790 2 906 113 236 2,726 31 1,437 423 7 0 90 0 0 80 17 1 4 7 0. 744 6 2 19 16 10 1,362 14 1 66 662 737 2,440 Tariki. Midhirst " " 133 75 2'323 1 021 3 552 178 216. 1,840 34 2,245 323 9 5 85 19 11 41 5 8 3 16 1 1,678 4 3 8 18 8 2,141 14 0 62 413 414 2,662 Midhirst. Stratford 2 794 874 10 176 36 138 324 4,119 41,061 530 6,808 9,378 4 5 311 16 9 1,003 12 4 177 5 10 8,348 8 0 211 17 4 19,431 4 8 3,031 12,443 9,356 15,114 Stratford. TeWera " " '61 138 '641 '689 1 529 10 429 7,518 15 11,480 254 14 4 9 10 0 393 2 0 2 13 2 3,398 13 5 515 15 1 4,574 8 0 725 6,331 1,235 4,491 Te Wera. Whangamomona !! 723 468 6,846 5,242 13 >9 24 932 28,844 40 476 1,552 17 5 33 1 6 303 18 0 11 17 6 2,248 8 3 172 0 3 4,322 2 11 876 1,806 2,347 13,414 Whangamomona. Eltham . 1 189 330 10 476 6,180 18,175 288 6,430 47,949 3,993 11,547 5,030 7 8 260 7 1 670 10 11 72 19 9 13,524 13 4 520 3 7 20,079 2 4, 751 11,618 27,327 19,518| Eltham. Normanbv '48 21 2 815 903 3,787 57 1,684 10,330 635 11,252 567 16 5 33 11 6 39 6 7 6 16 9 7,379 7 6 6 19 9 8,033 18 6 367 7,351 1,149 8,492 Normanby. Hawera 3 387 1 366 ?9 851 15 713 50 317 268 10 232 63,257 1,741 14,058 16,013 9 0 575 1 4 843 13 7 249 15 7 16,120 2 0 183 8 4 33,985 9 10 4,604 50,935 15,837 35,148 Hawera. Patea ' 5 6l '273 5 812 3 782 10 428 1 385 12,734 472 9,088 2,527 9 4 : 156 13 11 459 10 5 47 0 1 11,473 7 0 847 14 6 15,511 15 3 10,400 80,695 2,159 31,827 Patea. Waverley " 424 158 4/J81 L904 58 3,647 48,429 6 3,205 1,842 5 4 51 0 10 587 7 2 28 19 11 4,907 5 8 7 9 1 7,424 8 0 1 1,808 25,813 12,431 8,546 Waverley. Waitotara 76 85 1 166 747 2 074 1 684 61,831 14 863 478 7 7 .. 515 15 9 6 3 4 3,661 0 6 51 19 8 4,713 6 10 572 24,079 1,819 6,120 Waitotara. Kailwi 78 92 1 326 489 1 985 1 417 60,295 .. 959 280 9 10 .. 432 14 4 5 5 9 2,768 18 2 0 9 2 3,487 17 3 582 12,743 220 4,967 Kai Iwi. 4ramoho 1 798 632 9'772 3 421 15 623 14 l'321 27,904 141 18,979 4,-665 8 3 46 10 0 219 6 4 141 9 4 9,324 11 3 48 8 9 14,445 13 11 887 22,237 7,304 25,331 Aramoho. Waneanui 6'787 2 778 36'316 17 096 62 977 76 2 323 30,134 2,886 13,872 28,256 13 0 809 10 1 2,960 14 3 610 14 9 21,484 2 1 7,487 16 3 61,609 10 5 9,622 435,888 47,060 48,384 Wanganui. „ (Wharf) .. !. .! .. .. .. 2 28 828 45,445 .. j .. .. .. 22,022 3 0 5,397 11 11 27,419 14 11 56 21 8,603 8,878 „ (Wharf). Fordell 133 134 1 676 586 2,529 ! 34 1,003 59,400 284 1,239 505 6 s| 33 2 5 116 12 2 12 14 6 3,284 14 9 18 13 10 3,971 4 1 1,020 25,602 1,560 9,136 Fordell. Turakina " 119 119 3 849 1 1 125 5 212 75 1 176 49,516 722 2,248 844 12 9 51 7 11 269 9 1 14 16 11 2,863 18 1 13 5 0 4,057 9 9 276 16,206 669 2,426, Turakina. Greatford 199 80 1 '590' 911 2 782 5 1 180 38,287 2 20,121 608 8 0 2 4 6 56 12 9 16 8 7 8,031 19 0 114 7 11 8,830 0 9 412 16,623 1,468 2,540, Greatford. Halcombe 107 39 3'o56 2 633 5's35 84 ' 97 31,481 607 5,331 789 13 5 68 8 0 50 16 6 10 4 0 4,064 5 6 2 16 10 4,986 4 3 62 9,632 864 2,232 Halcombe. Feilding .. .. 3,086 1,044 5,652 25,212 249 8,959 163,371 632 10,435 9,534 14 7 233 5 11 754 0 11 229 0 8 23,924 8 7 77 10 1 34,753 0 9 4,189 103,652 14,979 25,361 Feilding. Palmerston North .. 18,758 5,918 81,032 39,048 144,756 583 6,836 41,398 1,758 28,415 62,048 6 0 1,991 5 11 4,119 3 5 1,877 13 9 44,705 6 8 765 3 3 115,506 19 0 3,721 78,019 84,765 65,278 Palmerston North. Ashhurst 947 1 195 4 900' 1,344 7 386 53 755 40,205 , . 967 1,803 14 11 49 14 3 91 13 11 32 10 3 2,732 2 3, 6 15 6 4,716 11 1 1,151 18,235 1,239 2,699 Ashhurst. Lonsrburn .. 239 272 4'389 5,274 10,174 63 4,975 85,197 10,384 13,069 1,030 9 9 59 8 4 341 0 1 9 4 3 21,606 2 9CV.133 9 7 22,912 15 7 796 143,419 991 5,412 Longburn. Foxton .. 316 151 6 579 4,089 11,135 33 344 8,659 2,384 6,813 1,684 4 1 44 17 7 151 4 3 14 18 9 7,668 5 9 389 10 3 9,953 0 8 631 11,296 7,930 21,297 Foxton. Shannon !. .. 713 518 11,363 12,332 24,926 180 1,668 24,084 1,668 7,426 4,477 6 6 241 17 1 227 6 4 55 5 2 10,852 16 3 30 2 6 15,884 13 10 1,222 19,762 2,584 11,030 Shannon. Levin •• 2 087 977 18 318 10,198 31 580 312 4,575 32,767 2,806 3,819 8,568 2 0 273 1 3 751 8 1 133 2 $ 7,107 4 8 44 6 11 16,877 5 7 1,175 16,358 9,618 11,636 Levin. Otaki" 1 '597 850 ll'250 6 446 20 143 232 2 006 34,318 3,909 6,098 5,182 18 9 168 13 10 2,423 9 8 78 1 4 7,975 19 1 37 6 3 15,866 8 11 1,003 7,840 2,674 8,298 Otaki. Paekakariki 2'393 3 258 15*247 22 483 43 381 1 390 1 203 26,629 3,290 18,510 7,256 14 11 722 17 2 2,312 5 1 60 4 9 5,444 13 6 33 10 7 15,830 6 0 731 4,254 2,649 8,102 Paekakariki. Johnsonville .. .. L462 13i589 41,048 591788 18,265 784 15,277 29 461 4,895 17 10 3,389 7 0 155 12 10 16 3 10 861 5 7 26 11 1 9,344 18 2 9,462 58,910 5,615 20,750 Johnson ville. Thorndon (Coaching) .. 23,671 20,310 82,600 108,280 234,861 14,744 .. .. .. •• 100,224 7 7 5,733 3 7 16,744 14 10 3,993 11 7 Cr. 209 3 5 378 2 3 126,864 16 5 .. .. .. Thorndon (Coaching). Lambton (Coaching) ... 20,557 49,606 73,790 130,328 274,281 37,110 .. .. .. . •• 37,714 7 3 13,353 8 8 3,835 12 8 1,991 13 0 Cr . 42 2 1 447 0 9 57,300 0 3 .. .. .. .. Lambton (Coachmg). Wellington (Goods) .. !. .! .! .. .. .. 1,028 1,544 45,421 188,025 .. .. .. 242,560 13 11 2,725 11 11 245,286 5 10 1,420 27,209 107,643 178,299 Wellington (Goods). (Wharf) •• 1,132 .. .. i .. .. 67 9 5 67 9 5 .. .. .. 22,571 „ (Wharf). Central Booking-office !! 17J54 15J19 14>2 54,675 " .. .. •• 103,369 8 6 17,571 11 2 8,240 9 2 .. Cr. 0 12 6 115 9 2 129,296 5 6 .. .. .. •• Central Booking-office. Ngahauranga .. .. 106 159 3,254 4,108 7,627 1.899 29 344 .. 9,710 252 13 9 408 9 9 11 13 9 1 12 Ol 2,578 7 3 0 11 2 3,253 7 8 14,402 455,864 42 5,137 Ngahauranga. Petone 1 360 5 801 15 954 47.087 70,202 55,380 145 2,467 1,165 18,287 5,147 9 3 9,066 9 2 183 2 2 91 14 6 13,344 7 1 73 0 11 27,906 3 1 10,200 636,023 47,223 13,562 Petone. Lower Hutt .. .. "''523 4,598 16 633 28,641 52,395 50,119 607 23 351 52,957 4,064 7 3 10,628 8 2 274 18 10 125 9 10 12,701 13 3 123 14 7 27,918 11 11 413 12 58,982 33,091 Lower Hutt. UnoerHutt 2 183 3 939 "1 258 47,746 75 126 17 617 960 8,146 467 16,817 8,422 0 9 4,079 14 7 634 12 7 51 12 10 4,959 4 7 195 9 10 18,342 15 2 1,550 2,640 3,015 11,257 Upper Hutt, Featherston " .. 1>69 '727 Y 649 4,589 12,834 240 9,904 164,737 2,813 7,661 3,592 9 11 221 4 10 598 11 7 99 14 9 15,792 111 150 12 7 20,454 15 7 838 10,033 5,447 11,887 Featherston. Grevtown . .. 522 214 1,783 1,378 3,897 73 444 11,497 28 2,023 1,158 10 3 62 16 8 248 6 9 26 9 3 2,492 6 7 5 8 6 3,993 18 0 45 3,556 694 3,147 Greytown. Carterton 1 331 733 4 895 2 228 9 187 81 2 615 84,087 310 11,493 3,473 0 8 58 8 8 522 6 11 76 4 1 18,882 13 10 22 5 6 23,034 19 8 926 70,199 9,726 11,806 Carterton. Wasterton " 5'389 "'182 15'o92 7 164 29 827 63 5 742 159,122 8,094 7,994 12,879 15 6 148 5 7 1,057 3 3 274 4 8 19,771 11 5 91 13 4 34 222 13 9 815 38,753 20,428 26,117 Masterton. Maurice ville .. ' 131 *41 L300 1,002 19 259 19,131 36 10,576 496 18 2 15 18 3 55 9 11 8 1 9 5,503 11 3 15 10 11 6,095 10 3 87 1,460 411 1,781 Mauriceville. Eketahuna .. .. 853 360 3,887 1,854 90 1,738 40,828 919 3,024 2,443 15 8 149 19 5 371 5 5 48 8 J> 6,198 5 2 12 7 2 9,224 1 3 244 4,264 1,356 4,859 Eketahuna. Hukanui .. 101 39 1 079 1,094 2,313 22 81 10,257 444 1,098 462 4 0 23 4 9 132 5 5 8 7 i 1,801 9 6 2 18 3 2,430 9 0 117 2,259 699 1,527 Hukanm. Pahiatua .. 1 3'6 189 4 069 1 427 7 011 35 2,534 71,513 191 3,112 2,572 11 9 31 7 9 278 16 3 56 4 11 9,103 10 4 24 12 5 12,067 3 5 556 4,326 5,068 7,553 Pahiatua. Mancatainoka 'l34 3" 906 446 1 518 9 2 '»67 65,022 .. 2,584 488 3 2 4 1 6 192 11 10 11 11 9 9,382 10 0 10 4 9 10,089 3 0 301 1,461 494 3,221 Mangatamoka. Wood ville " " 2 404 1,137 14 584 6,774 24! 899 90 112,765 342 5,200 5,810 3 2 84 6 7 418 16 1 124 17 4 15,309 0 10 153 5 1 21,900 9 1 1,994 11,053, 1,265 5,558 Woodville. Dannevirke .. .. L298 10-852 39,722 183 4,443 126,987 1,075 9,570 12,671 11 7 290 13 5 925 13 6 292 8 1 18,375 0 8 232 11 10 32,787 19 1 1,533 17,606j 14,423 17,616 Dannevirke. Ormondville .. .. 409 194 3,620 2,981 7,204 96 1,052 67,584 1,287 2,899 1,453 19 2 76 16 5 126 3 1 31 12 4 5,860 19 6 10 18 8 7,560 9 2 759 6,497 1,164 3,216 Ormondville. T»kar>a.i 733 175 3 301 2 369 6 578 64 2 324 111,081 50 2,452 2,096 12 1 46 0 0 172 3 8 36 6 6 7,410 7 10 9 13 4 9,771 3 4 530 12,897 786 2,859 Takapau. Waipukurau !! " 3 429 980 12! 949 7! 652 25',010 296 4 >64 203,297 6,106 3,272 7,516 6 1 94 15 11 414 5 6 142 18 4 12,336 5 9 54 4 0 20,558 15 7 826 18,685 11,965 10,720 Waipukurau. Waipawa .. .. 1 695 612 7 040 5,231 ! 14,578 100 1,238 76,954 3,602 2,512 3,710 4 5 85 4 10| 621 11 9 70 5 10 5,741 3 0 49 13 4 10,278 3 2 653 4,169 1,6491- 6,257 Waipawa. Otane .. •• 533 355 3 J38 7,200 128! 6,368 117,016 35 2,364 1,570 9 9 75 6 2 106 1 10 24 1 11 8,905 12 9 2 1 5 10,683 13 10 838 32,539 1,129 7,462 Otane. Hastings 6 378 2 586 33 281 18,963 61,208 1,149 1,669 36,609 1,154 25,536 23,670 4 9 1,077 13 2 1,862 14 1 425 6 11 35,462 5 9 282 9 9 62,780 14 5 6,399 151,613 13,617 45,235 Hastings, rw ' ->9 185 561 1 331 2 106 371 264 3,162 49 18,364 231 11 4 146 14 3 71 16 6 2 2 0 8,067 10 8 3 5 1 8,522 19 10 8,414 439,629 246 4,990 Chve. Nanier 9 694 4 >73 35 401 26'724 76*092 2 586 951 42,391 748 11,148 40,085 4 2 1,541 3 4 2,281 11 2 651 1 2 13,140 18 11 678 8 4 58,378 7 1 2,231 10,771 13,553 25,926 Napier Port Ahuriri !! .'1 . 35 279 5,276 45,371 .. .. ! 82 12 0 .. 26,362 18 3 1,026 4 11 27,471 15 2 77 2,690 10,597 36,053 Port Ahuriri. Chief Accountant .. 9,157 844 4,005 15,576 29,582 557 .. •• •• •• 28.051 4 7 20,938 12 0 .. 59,726 14 1 17,718 0 024,830 7 3 151,264 17 11 .. .. .. .. Chief Accountant. Overseas traffic .. !. .. .! .!.... 46 40 2 1,356 .. .. .. - [j 10,703 6 5 .. j 10,703 6 5 46 40 2 1,356 Overseas traffic. Totals .. .. 342,327 209,89611,806,5741,541,257 3,900,054419,648282,737 4,516,576 1,641,964 2,657,1161.313,574 0 6 170,391 6 11 145,416 8 0 91,332 10 4 2,578,047 4 4 78,968 12 9 4,377,730 2 10 282,737 4,516,576 1,641,964 2,657,116 Totals. Kaihu Section— -'27 ->39 12 419 6 321 19 199 65 9 250 2,722 2,095 1,822 19 5 45 2 4 187 0 0 8 3 6 1,356 16 11 97 5 9 3,517 7 10 8 1.240j 13,427 1,668 Dargaville SSs Crossing " 33 22 1,146 616 1,817 . 8 1,240 13 427 1,668 277 16 2! .. 546 8 8 1 2 10 1,917 10 10 22 1 3 2,764 19 9 9 250 2,7221 2,095 Donnelly s Crossing. BtatrictOffice 228 228 .. 1 .. .. .. .. 28 16 0 ( 275 2 0 .. 336 0 ft. 2 0 0 .. 641 18 0, District Office. Totals 7! !7j 260 254 13,S«gj 7,165 21,244 65~ 17 1,490 16,149 3,763| 2,129 11 7| 320 4 4 733 8 8 345 6 S 3,276 7 9 119 7 0| 6,924 5 7 17 1,490 16,-149 3,763 Totals. Section ' 1 Gisborne Section— CSsborne 9 446 454 16 170 7 117 >6 187 116 85 7,794 1,222 6,880 4,915 4 10 120 15 H 388 15 0 67 14 5 4,607 3 5 282 19 10 10,382 13 0 1,513 92,653 41,310 42,504 Gisborne. Te Karaka '428 288 3'31« fool 5'o29 126 1 715, 99.440 2,046 39,4291 598 19 9 77 19 11 704 15 3 6 10 3 10,991 15 7 2 0 8 12,382 1 5 128 9,989 2,941 4,521 Te Karaka. Motuhora " .. 2 156 682 4,617 15,132 13 '469 13,645 41.326 4.342 3,264 16 8 21 6 9' 92 0 5 13 16 4 8,440 10 2 8 16 2 11,841 6 6 628 18,237 343 3,626 Motuhora. District Office ! .. 576 576 .. .. -- .. -• 71 6 2 650 1 5 .. 840 0 0 12 0 0 .. 1,573 7 7.. .. .. .. District Office. j j I : ! Totals .. .. 5.030 1,424 27,159 13,311 46,924| 255 2,269 120,879 44,594 50,651 8,850 7 5 870 3 7 1,185 10 8 928 1 0 24,051 9 2 293 16 8 36,179 8 6 2,269 120,879 44,594 50,651 Totals. j
25
D.—2,
STATEMENT No. 18—continued. Statement of Traffic and Revenue for each Station for the Year ended 31st March, 1927—continued.
6— P. 2
OUTWARD. INWARD. Number of Tickets. Stations. _ _ Number r#H]o SVl „ fln Timber, Potti,. <;>!««« Timber, Stations ° f Cattle Sheep Hundreds of Other Ordinary Season Parcels &c Luggage, Goods Miscellaneous Total Value o„ d and Hundreds of Other First- First- Second- Second- Season n !KjL Superficial Goods. Passengers. Tickets. Fa eels, &c. Mails, &c. - scellaneous. forwaided. r«iv«K Superficial Goods. class class class class Total. Tickets. ua * 8 ' Feet, Figs. Feet. Single Return. Single. Return. i 1 ' * ; ~~ j South Island Main Lines South Island Main Links and Branches— Number. Number. Tons. £ s . d. £ s. d. £ s. d. £ s. d. £ s. d. £ s. d. £ s. d. Number. Number. Ions. AN " Branches— Lyttelton .. .. 32,657 29,234 37,921 86,612 186,424 13,295 1,700 67,643 72,484 374,856 17,595 19 0 3,682 7 0 1,648 15 7 130 18 1 134,087 3 9 12,038 7 2 169,183 10 7 1,740 11,360 10,351 215,368 Lyttelton (Wharf) .. .. .. .. .. .. .. 15,762 .. .. .. .. 2,860 11 11 .. 2,860 11 11 .. .. .. 39,418 "(Wharf) Heathcote . .. 593 3,768 3,207 20,48 1 28,049 3,581 .. 4 21 2,991 1,249 12 11 1,010 5 3 58 11 7 13 9 9 2,096 11 8 1 16 9 4,430 7 11 2 598 8,180 Heathcote Woolston .. .. 261 433 2,139 6,268 9,101 2,336 15 70 29 5,255 414 3 8 414 5 ] 104 3 6 4 19 11 2,164 0 11 3 0 6 3.104 13 7 28 260 945 13,213 Woolston' Opawa .. .. 677 615 2,256 4,094 7,642 3,722 .. .. .. .. 430 17 9 528 15 8 22 0 0 7 19 5 8 15 3 0 3 5 998 11 6 .. .. 4 Opawa. Ohristchurch (Coaching).. 47,759 47,386 124,189 219,884 439,218 27,432 .. .. .. •• 104,273 3 2 7,145 12 2 13,359 7 1 6,552 18 6 Cr. 80 6 8 637 7 7 131.888 1 10 .. .. .. .. Christchurch (Coachinc) (Goods) .. .. .. .. .. .. .. 1,518 7 12,400 91,127 .. .. .. .. 100,761 3 8 4,056 8 6 104,817 12 2 1,293 77 174,849, 347,205 (Goods). Central Booking-office .. 9,165 5,993 5,971 10,484 31,613 3591 .. .. .. •• 40,062 3 5 3,651 5 0 2.283 1 11 11 3 0 Cr. 0 9 11 42 19 6 46,050 2 11 .. .. .. Central Booking office Addington .. .. 279 652 3,820 5,350 10,101 1,524 6,515 418,953 9,118 28,468 1,356 4 6 214 5 10 176 14 1 46 18 2 33,666 6 6 161 2 6 35,621 11 7 26,053 584,270 94,109 77,337 Addington Riccarton .. .. 362 195 1,715 725 2,997 271; .. .. 2,396 3,052 512 14 11 72 12 8 32 14 2 17 19 10 1,456 4 10 2 8 9 2,094 15 2 .. .. 54,738 22,304 Riccarton.' Papanui .. .. 940 294 3,866 3,482 8,582 1,629! 69 1 312 5,578 1,136 19 11 317 2 10 135 2 4 31 7 5 3,235 0 0 8 17 2 4,864 9 8 703 6 13,439 7,465 Papanui Belfast .. .. 228 520 3,209 7,251 11,208 398! 232 1,487 124 25,235 884 5 6 233 4 8 55 16 4 15 2 2 12,269 0 10 3 2 2 13,460 11 8 937 552,682 5,464 10,617 Belfast ' Kaiapoi .. .. 604 497 6,676 11,699 19,476 671 557 13,059 997 18.572 2,668 5 2 576 16 7 508 18 2 53 5 4 8,515 14 6 25 17 0 12,348 16 9 322 211,990 4,257 9,066 Kaiapo'i Rangiora .. .. 1,543 2,368 12,247 24,344 40,502 537 1,612 45.265 1,737 26,455 6.264 3 9 622 2 9 773 11 3 98 0 9 12,103 15 10 44 18 10 19,906 13 2 830 18.230 9,872 11,256 Rangiora Cust .. .. .. 26 31 458 504 1,019 44 409 24,850 78 2,562 187 7 5 50 10 0 29 17 0 4 1 7 1,800 6 4 2 10 7 2,074 12 11 156 8,282 72] 3,094 CustT East Oxford .. * .. 32 58 697 1,492 2,279 27; 994 52,167 6 1 2,204 337 4 11 32 8 0] 344 16 6 9 11 3 2,753 18 0 1 13 5 3,479 12 1 385 16,521 3,084 5,585 East Oxford Sefton .. .. 41 79 978 1,088 2,186 78, 349 9,179 2 4,729 441 2 9 62 9 8 97 4 3 7 0 1 2,221 9 5 4 4 5 2,833 10 7 248 3,495 464 1,696 Sefton Amberley .. 406 197 1,540 1,657 3,800 56 359 53,286 72 3,463 825 8 7 47 17 6 107 13 5 22 14 10 3,719 17 0 16 12 8 4,740 4 0 259 23,809 1,781 2,536 Amberlev Waipara .. .. 506 388 2,098 1,082 4,074 28 1,406 122,970 9 4,289 1,378 19 11 21 17 6 220 3 8 12 14 10 7,580 14 5 13 5 10 9,227 16 2 244 15,358 820 871 Waipara Mina .. .. 187 65 760 509 1,521 .. 731 62,465 9 1,704 738 11 2 .. 249 0 11 10 9 0 4,448 11 5 25 10 7 5,472 3 1 365 10,770 2,934 4,885 Mina. Parnassus .. .. 472 200 1,263 399 2,334 1 1,306 69.291 85! 1,019 1,049 15 4 0 15 0 292 1 3 11 9 8 5,316 17 2 44 8 0 6,715 6 5 164 7,042 502 2,217 Parnassus Waikari .. .. 386 314 2,176 1,686 4,562 16 217 29,885 14 1,624 1,158 14 0 18 2 6 108 16 9 14 13 3 2,132 2 2 8 13 4 3,441 2 0 160 7,640 1,634 3,072 Waikari Hawarden .. .. 265 82 1,167 716 2,230 17 826 76,511 8 3,761 646 9 10 12 17 6 169 3 0 14 0 10 6,008 14 6 16 8 7 6,867 14 3 142 9,372 1,248 2,149 Hawarden Culverden .. .. 289 43 1,631 375 2,338 5 1,516 56,109 5 3,589 963 I 10 4 0 0 250 16 7 30 7 0 6,343 6 9 23 9 4 7,615 1 6 637 9,651 2,038 4,545 Culverden Waiau .. .. 228 22 895 562 1,707 .. 651 52,893 24 811 743 5 6 .. 118 10 10 13 6 1 3,866 8 1 29 12 3 4,771 2 9 386 7,217 2,071 2,838 Waiau Hornby .. .. 113 228 1,507 2,308 4,156 133 1,118 2,507 161 53,968 852 17 2 92 9 4 23 18 5 6 17 8 25,685 5 3 35 19 2 26,697 7 0 1,665 16,023 819 50,676 Hornby Prebbleton .. .. 50 17 767 1,724 2,558 74 18 94 16 9,964 229 12 4 69 9 4 20 9 1 2 3 6 3,014 17 11 0 3 1 3,336 15 3 63 594 79 2,354 Prebbleton Lincoln .. .. 76 77 973 1,186 2,312 57 1,265 49,003 40! 16,988 405 9 3 51 18 3! 130 2 10 7 3 6 5,606 19 0 14 0 5 6,215 13 3 249 3,166 908 4,063 Lincoln Springston .. .. 17 26 455 688 1,186 34 638 33,481 315 11,167 128 15 10 26 12 6 47 18 11 2 7 11 4,837 8 11 0 18 6 5,044 2 7 33 2,148 106 1,130 Springston Leeston .. .. 92 128 695 1,813 2,728 91 735 17,136 99 6,642 696 14 6 81 19 2 477 12 6 10 0 11 3,353 19 5 6 13 7 4,627 0 1 643 20,515 2,205 5,557 Leeston. Southbridge .. .. 119 203 2,300 2,887 5,509 23 764 28,770 .. 10,857 887 16 8 28 17 1 512 18 0 11 19 8 5,611 8 11 4 10 4 7,057 10 8 126 10,536 1,192 2,706 Southbridge Little River .. .. 93 88 2,896 3,233 6,310 39 4,174 122,724 72 2,444 1,889 9 1 41 2 0 418 12 8 9 11 0 5,227 16 10 33 13 3 7,620 4 10 1,350 32,619 2,621 2,976 Little River Islington .. .. 167 95 2,660 4,985 7,907 226 50 2,902 307 21,531 607 12 11 173 13 4 75 4 8 5 16 4 9,665 0 6 0 15 3 10,528 3 0 1,655 372,685 4,450 10,372 Islington Rolleston .. .. 224 280 3,445 3,337 7,286 15 765 37,280 1.055 8,182 1,152 17 0 13 0 fl 75 19 5 8 12 9 3,880 17 1 2 9 3 5,133 15 6 645 13,253 298 3,069 RoUeston Kirwee .. .. 65 57 870 1,122 2,114 33 206 27,112 56; 2,889 434 12 3 29 5 0 41 8 8 7 3 10 1,815 3 8 4 17 7 2,332 11 0 150 17,363 292 2,163 Kirwee. Darfield .. .. 301 221 2,616 2,800 5,938 68 375 62,180 1,385 8,902 1,476 3 1 60 2 1 127 3 3 15 3 2 5,772 9 9 26 9 11 7,477 11 3 157 11,371 1,133 2,101 Darfield Coalgate .. .. 178 100 963 1,482 2,723 41 582 51,795 177 10,490 525 9 9 42 9 11 131 19 8 12 9 2 6,760 4 9 85 17 6 7,558 10 9 219 17,064 2,030 5,223' Coalgate Sheffield .. .. 61 130 642 904 1,737 53, 381 27,356 219 2,706 573 15 8 77 0 4 291 15 8 7 16 1 2,202 0 2 5 4 4 3,157 12 3 131 15,334 858 2,514 Sheffield Springfield .. .. 331 403 2,475 2,000 5,209 43 362 15,993 15 3,440 1,304 15 11 41 7 3 138 6 3 47 6 11 3,664 16 4 27 17 5 5.224 10 1 141 13,889 1,123 2,281 Springfield Arthur's Pass .. .. 211 62 726 502 1,501 .. 12 1,893 .. 306 426 18 4 .. 25 6 0 12 19 7 348 16 4 3 14 10 817 15 1 64 4,424 86 480 Arthur's Pass. otira .. .. 745 418 8,177 5,059 14,399 30 256 4,661 39,918 1,205 3,190 5 9 31 15 0 137 19 3 24 13 10 11,775 4 11 15 7 8 15,175 6 5 134 157 524 3,468 Otira Moana .. .. 126 70 1,516 1,115 2,827 16 429 1,295 134,755 1,744 664 16 4 30 15 8 303 3 11 5 7 5 24,887 18 0 6 12 5 25,898 13 9 243 2,500 338 2,283 Moana Stillwater .. .. 314 373 3,998 4,567 9,252 272 13 51 55,794 21,294 1,394 2 10 98 3 11 117 19 7 15 12 6 17,564 9 10 9 6 5 19,199 15 1 23 245 657 4,527 Stillwater Ngahere .. .. 530 386 4,816 3,892 9,624 220 870 9,912 66,987 2.786 1,582 3 2 77 10 0 168 7 8 24 9 10 14,713 9 8 3 16 3 16,569 16 7 256 2,514 372 2,245 Ngahere. Blackball .. .. 77 132 2,352 3,158 5,719 233 4 .. 4,656 112,446 833 0 8 175 14 5 44 6 9 4 3 2 31,375 6 10 0 12 6 32,433 4 4 85 254 1,567 3,864 Blackball. tkamatua .. .. 208 156 1,688 1,195 3,247 104 376 4,330 14,314 3,966 893 6 9 87 1 4 188 10 5 16 4 5 5,633 16 0 3 12 7 6,822 11 6 477 1,915 1,569 5,752 Ikamatua Reefton .. .. 2,210 743 9,575 4,489 17,017 99 662 17,303 43,706 31,636 5,710 12 1 53 5 0 318 19 8 76 13 6 31,562 12 4 354 0 6 38,076 3 1 1,416 4,503 3,186 4,362 Reefton Greymouth .. .. 7,214 3,806 50,725 34,900 96,645 3,178 584 1,350 21,615 12,185 19,880 19 11 1,312 3 4 2,009 3 9 505 18 5 15,720 10 9 7,344 3 8 46,772 19 10 2,101 6,972 16,400 24,598 Greymouth „ (Wharf) .... .. .. .. .. .. 1 68 215 3,643 .. .. .. .. 3,614 11 1 .. 3,614 11 1 .. .. 364,030 230,075 „ (Wharf). Runanga .. .. 17 42 8,633 22,185 30,877 2,146 9 941 71,097 1,926 13 7 604 7 6 30 6 9 9 0 10 30,821 10 10 27 6 1 33,419 5 7 20 144 509 2,908 Runanga. Rewanui .. .. .. 5j 1,133 2,436 3,574 11,757 7 .. .. 136,691 299 18 2 2,151 3 6 1 12 5 0 14 6 49,404 4 3 158 1 7 52,015 14 5 8 .. 1,005 3,830 Rewanui. Kumara .. .. 346 259 2,453 2,067 5,125 52 702 4,838 135,338 2,104 798 16 7 44 6 6 61 1 0 16 3 1 23,231 17 2 3 5 4 24,155 9 8 214 1,020 658 3,500 Kuraara. Hokitika .. .. 2,643 1,361 11,889 8,378 24,271 89 237 1,305 155,409 3,189 7,058 6 6 97 1 4 508 4 1 117 3 5 29,880 9 11 272 18 6 37,934 3 9 309 2,097 1,846 12,898 Hokitika. Ross.. .. .. 206 169 3,018 5,477 8,870 22 826 12,156 56,780 1,729 1,053 13 2 21 15 0 180 11 11 10 18 10 14,171 15 6 12 2 0 15,450 16 5 92 267 813 3,780 Ross. Dunsandel .. .. 112 165 1,848 2,662 4,787 791 409 42,704 104 7,932 1,220 1 J 78 18 3 115 7 6 18 16 8 5,328 ~5 0 29 10 11 6,791 9 5 267 20,075 1,213 4,660 Dunsandel Rakaia .. .. 554 577 4,476 6,040 11,647 315 1,090 110,507 4,478 16,812 3,593 19 7 365 18 6 304 5 7 51 17 7 14,516 7 7 19 8 8 18,851 17 6 285 33,249 790 4,136 Rakaia. Methven .. .. 9, 14 2,896 3,218 6,137 7 826 113,740 12' 6,025 1,330 18 5 32 3 7 88 6 11 34 19 7 9,570 2 7 25 14 6 11,082 5 7 493 52,301 1,940 8,825 Methven. Ohertsey .. .. 58 105 875 1,174 2,212 61 1,346 48,804 ' 49 8,099 450 5 10 59 10 6 98 15 9 4 16 2 9,674 10 10 1 5 9 10,289 4 10 66 57,457 270 1,779 Chertsey. Ashburton .. .. 3,271 2,096i 20,211 22,635 48,213 568 1,140 4,635| 3,276 18,949 17,031 13 8 578 14 5 1,024 4 6 340 2 2 14,517 8 8 284 4 9 33,776 8 2 1,287 36,823 14,970 26,264 Ashburton. Tinwald .. .. 51 53 1,309 1,196 2,609 192 938 109,142 7,157 13,915 196 14 2 171 11 4 116 19 10 4 17 1 13,167 10 11 111 3 13,659 4 7j 211 35,342 88 2,851 Tinwald. Mount Soiners 40 18 439 500 997 61 258 12,172 .. 1,554 286 4 7 49 12 6 102 4 10 8 16 1 1,643 5 8 0 12 8 2,090 16 4 124 12,494 1,580 4,498 Mount Somers. Hinds .. .. 95 50 1,294 1,769 3,208 125 694 71,573 601 11,342 595 3 5 113 5 0 43 14 0 7 13 9 7,794 7 5 7 13 0 8,561 16 7 214 24,217 668 3,603 Hinds. Rangitata .. 48 34 567 977 1,626 21 84 38,005 507 2,291 362 4 1 15 7 8 49 18 7 5 16 0 2,027 6 0 5 4 10 2,465 17 2 64 15,486 537 1,475 Rangitata. Orari .. .. 891 411 3,402 3,244 7,948 103 752 70,004 441 3,232 3,181 11 2 125 18 1 167 2 0 57 4 1 4,038 7 10 13 11 11 7,583 15 1 252 15,816 3,744 5,244 Orari. Winchester .. .. 126 141 1,170 1,780 3,217 92 486 3,796 26 3,579 591 16 2 106 5 0 64 18 8 9 10 9 1,923 0 11 1 14 7 2,697 6 1 219 5,348 397 3,434 Winchester. Temuka .. .. 947 507 6,575 8,426 16,455 54 2,302 21,550 487 9,440 5,260 11 9 48 1 2 376 13 5 106 6 2 7,118 6 1 48 19 1 12,958 17 8 599 15,971 4,607 10,511 Temuka. Washdyke .. 32 3 827 536 1,398 51 1,034 8,901 3 15,079 181 17 8 39 0 0 14 18 5 2 0 0 6,577 7 7 3 17 1 6,819 0 9 765 152,722 1,434 2,403 Washdyke. Pleasant Point 146 92 1,806 1,784 3,828 24 220 70,201 .. 6,174 646 5 3 18 15 0 78 18 2 15 14 3 4,553 6 4 15 11 2 5,328 10 2 207 12,978 3,307 3,545 Pleasant Point. Albury .. .. 76 52 1,117 869 2,114 32 251 31,037 32 1,246 528 9 8 29 3 2 46 14 9 7 16 6 1,766 6 8 31 10 7 2,410 1 4 76 2,291 1,049 2,981 Alburv. Fairiie .. .. 450 202 2,898 2,334 5,884 16 369 43,232 7 2,507 1,468 10 0 20 2 10 307 18 5 28 9 7 3,723 16 10 17 8 2 5,566 5 10 254 2,737 2,802 6,053 Fairlie. Timaru .. .. 8,828 3,907 37,033 27,637 77,405 1,753 659 9,580 5,701 75,471 34,522 5 9 592 3 6 2,629 2 1 743 17 11 41,632 13 5 3.838 11 4 83,958 14 0 1,043 232,364 28,323 161,900 Timaru. „ (Wharf) .. .. .. .. .. .. .. 54,389 .. .. .. .. 8,363 16 11 .. 8,363 16 11 .. .. .. 40,115 „ (Wharf). St. Andrews .. .. 133 44 3,050 2,350 5,577 125 368 14,041 20 12,781 752 11 7 103 12 6 46 15 8 11 2 2 4,879 12 2 3 10 1 5,797 4 2 148 118,056 2,235 4,567 St. Andrews. Makikihi .. .. 49 85 1,070 1,051 2,255 28 269 16,287 13 3,781 415 17 1 21 7 6 41 17 11 8 8 1 1,932 11 9 6 7 10 2,426 10 2 154 12,155 1,323 2,074 Makikihi. Studholme .. .. 579 418 2,833 2,591 6,421 70 548. 27,669 120 9,828 1,405 8 0 67 12 7 66 13 0 29 18 1 5,313 10 6 23 11 9 6,906 13 11 237 10,672 913 1,852 Studholme. Waimate .. .. 1,523 8361 7,471 9,444 19,274 133 565 50,177 123 6,998! 5,721 8 3 110 2 5 690 7 2 115 6 8 7,335 14 1 53 6 2 14,026 4 9 341 7,954 7,631 12,201 Waimate. Morven .. .. 61 53 957 1,111 2,182 34 203 38,449 40 9,163 501 6 1 30 17 6 51 9 1 7 0 4 5,460 3 9 12 17 7 6,063 14 4 65 5,903 1,579 2,109 Morven. Glenavy .. .. 88 58 1,253 1,026 2,425 87 121 15,589 23 3,508 486 0 11 59 17 1 107 3 3 7 4 8 2,062 2 10 20 11 2 2,742 19 11 84 8,714 1,122 2,916 Glenavy. Pukeuri Junction 21 35 1,044 758 1,858 23 359 37,837 66 9,731 156 10 9 19 14 2 108 19 0 3 8 10 6,946 6 11 5 15 3 7,240 14 11 478 115,486 289 3,059 Pukeuri Junction. Duntroon .. .. 11 9 624 511 1,155 84 327 32,950 46 2,616 256 11 lOj 73 7 0 178 18 2 4 8 3 3,089 6 10 1 4 1 3,603 16 2 85 5,466 1,362 2,943 Duntroon. Kurow .. .. 98 97 2,493 2,749 5,437 24 278 27,803; 2 7,388, 1,177 12 3 22 12 2 197 8 3 16 12 11 6,288 2 3 46 7 11 7,748 15 9 230 4,770 3,320 5,352 Kurow. Oamaru .. .. 3,973 2,490 22,808 18,684 47,955 205 775 31,442 2,296 24,465 19,049 3 3 187 6 11 1,595 10 7 576 16 0 14,605 16 5 930 3 6 36,944 16 8 857 7,437 25,939 48,266 Oamaru. Breakwater .. .. .. .. .. .. .. .. .. .. 387 9,462 .. .. .. .. 2,004 9 0 804 15 7 2,809 4 7 4 17 21,246 Breakwater. Waiareka Junction .. 20 28 452 474 974 .. 499 20,614 15 14,585 124 18 2 .. 97 6 10 0 10 7 8,631 7 3 36 0 10 8,890 3 8 214 15,291 330 3,627 Waiareka Junction. Ngapara .. 29 52 1,307 809 2,197 30 143 5,848 .. 4,771 89 5 9 24 5 0 41 5 11 1 3 6 2,500 1 0 0 11 4 2,656 12 6 120 3,930 1,293; 13,941 Ngapara. Maheno .. .. 75 77 2,504 1,628 4,284 79 2,033 23,099; 2<> 5,736 591 1 6 66 0 2 478 14 5 6 18 8 4,615 9 6 7 6 8 5,765 10 11 174 10,837 930 4,908; Maheno. Hampden .. .. 213 70 1,681 1,009 2,973 43 541 19.086| 17 9,353 644 2 11 24 4 3 220 4 4 13 8 3 5,618 18 5 37 2 2 6,558 0 4 347 6,858 1,023 3,730 Hampden. Palmers ton .. .. 1,366 925 10,982 9,432 22,705 192 566 35,954 336 16,812 3,932 2 3 158 3 11 620 4 7 52 8 6 9,065 6 5 87 13 7 13,915 19 3 437 2,778 2,006 7,778 Palmerston. Makaraeo .. .. .. .. .. .. .. ... .. .. .. 11,814 .. .. .. .. 4,955 13 5 .. 4,955 13 5 I 3,104 Makaraeo. Waikouaiti .. .. 301 239 2,532 2,129 5,201 179 1,131 22,245 298 1,266 963 18 0 155 6 3 236 7 2 14 6 5 2,487 5 5 2 7 0 3,859 10 3 804 7,187 2,475 3,912 Waikouaiti. SeacKif .. .. 424 525 4,10* 5,770 10,827 468 230 1.462! 469 850 1,881 12 1 161 15 3 214 14 0 9 10 10 981 7 10 2 5 8 3,251 5 8 474 3,259 1,758! 8,650 SeacUff. Waitati .. .. 318 308 3,53<» 4,705 8,870 76 209 1,3791 193 974 968 2 0 65 12 5 536 14 0 6 0 10 564 11 1 0 7 2 2,141 7 6 178 1.655 750 2,257 Waitati. Port Chalmers Upper 138 614 1,842 4,872 7,466 62 109 1,620 .. 74 1,147 7 2 31 0 6 282 4 5 16 17 3 120 0 4 0 10 0 1,597 19 8 22 375 392 26 Port Chalmers Upper. Sawyer's Bay .. 275 1,462 5,284 14,708 21,729 4,70s 94 449 .. 67 1,091 19 3 1,<>64 92 19 9 2 6 9 7 91 14 7 2 6 4 2,276 8 1 123 347 94 2,966 Sawyer's Bay. Port Chalmers .. 1,863 8,252 13,660 50,302 74,077 11,765 5 5 1,431 49,471 4,900 2 9 3,567 9 9 216 7 0 39 5 7 16,219 0 1 962 7 1 26,903 12 3 13 782 3,984 48,942! Port Chalmers.
26
D.—2
STATEMENT No. 18-continued. Statement of Traffic and Revenue for each Station for the Year ended 31st March, 1927 —continued.
OUTWABD. INWAKD. Number of Tickets. Stations. _ _ Number qv, A „, Timber, fiattlp Sheen Timber, Stations. I I - i I °' , m j ' unrt Hundreds of Other Ordinary Season p 0 ™i„ x. Luggage, , lmi . Mior-ollnnpnna Total Value d j 1 Hundreds of Other First- First- Second- Second- Season r l ° ' Superficial Goods. Passengers. Tickets. Paicels, &c. Mails, &c. Goods. Miscellaneous. forwarded. Calves Pics Superficial Goods. class class | class class Total. Tickets. Calveb i,gB ' Feet. waives. ±-igs. peefe Single. Beturn. Single. Beturn. ~T~ South Island Mad* Linus i Sodth Island Main Linus and Branches —contd. n , r > f . , -i « .1 „ .1 r „ ,1 ... and Branches—contd. OKUUIM vsruAi. Number. Number. Tons. £ a. d. £ s. d. £ s. d. £ s. d. £ s. d. £ s. d. £ s. d. Number. Number. Tons. Burke's .. 399 1,223 1,129 5,529 8,280 2,211 .. .. .. 1 287 19 1 720 8 0 8 7 10 2 19 3 Or. 11 15 5 Or. 0 4 0 1,007 14 9 .. 45 6 Burke's. (iavensbourne .. .. 1,576 3,799 4,738 16,103 26,216 6,269 .. .. .. 105 629 12 8 1,749 16 8 15 5 11 9 4 0 11 14 9 1 2 1 2,416 16 1 1 348 1,791 Ravensbourne. Dunedin (Coaching) .. 29,767 35,332 111,032 209,289 385,420 14,828 .. .. .. .. 138,535 18 2 11,116 5 10 16,791 4 2 4,132 16 7 Cr. 176 13 3 572 4 0 170,971 15 6 .. .. .. .. Dunedin (Coaching). (Goods) .. .. .. •• 1,308 256 25,998 117,808 .. .. .. 159,834 15 2 1,453 12 11 161,288 8 1 1,369 1,551 103,342 293,237 „ (Goods). Exhibition Booking-office 233 55 208 54 550 1 .. .. .. 800 4 0 16 5 0 .. .. .. 2 16 6 819 5 6 .. .. .. .. Exhibition Booking-office Caversham 496 512 4,764 8,664 14,436 1,828! .. .. 15 706 1,617 13 1 241 2 6 116 19 1 21 10 7 716 16 5 4 0 9 2,718 2 5 .. .. 2,179 7,850 Caversham. Burnside .. 312 445 4,947 8,009 13,713 2,964; 2,678 39,333 20 37,948 420 19 8 626 15 2 27 14 2 3 14 3 18,726 17 6 56 15 5 19,862 16 2 21,220 354,074 2,184 25,363 Burnside. Green Island .. .. 540 2,244 4,120 15,497 22,401 5,957 .. .. 14 40,516 882 7 5 1,636 12 9 24 16 7 9 6 0 6,651 7 7 I 19 6 9,206 9 10 .. .. 536 10,601 Green Island. Abbotsford .. 334 1,609 3,971 17,609 23,523 7,713 1 1 4,089 1,115 3 0 1,587 12 11 17 12 2 10 1 10 923 15 1 42 5 1 3,696 10 1 1 111 3,256 Abbotsford. Wingatui .. 280 1,140 3,370 11,268 16,058 2,121 739 12,073 .. 6,451 1,361 17 4 615 1 10 73 9 10 12 11 11 4,125 5 10 2 3 10 6,190 10 7 678 2,178 1,292 1,264 Wingatui. Middlemarch .. .. 490 236 1,272 700 2,698 19 1,366 43,391 55 2,672 955 4 2 19 3 6 591 16 4 12 2 5 5,899 4 3 17 11 9 7,495 2 5 850 9,954 1,181 3,661 Middlemarch. Waipiata .. .. 383 138 1,296 700 2,517 .. 313 23,940 8 805 1,043 5 7 .. 99 13 8 9 16 5 3,043 6 3 7 5 4 4,203 7 3 144 4,316 2,147 3,984 Waipiata. Ranfurly .. 741 330 1,677 766 3,514 19 445 33,808 359 1,867 1,834 0 0 11 0 1 352 1 9 15 16 8 5,093 7 0 26 14 9 7,333 0 9 97 1,950 1,706 3,194 Ranfurly. Oturehua .. 151 69 584 458 1,262 25 792 49,751 3 1,991 589 1 4 20 18 4 221 16 4 7 14 8 6,689 7 4 7 19 5 7,536 17 5 25 11,119 1,819 1,425 Oturehua. Omakau 445 196 1,492 714 2,847 .. 374 34,132 333 1,590 1,381 16 10 .. 255 18 8 7 11 7 4,878 11 3 15 0 5 6,538 18 9 329 5,924 2,645 3,998 Omakau. Alexandra .. .. 702 298 1,502 896 3,398 22 42 3,480 67 1,847 1,981 17 6 90 9 7 203 15 4 14 10 9 3,425 15 10 i8 5 9 5,734 14 9 119 5,102 3,621 3,633 Alexandra. Clyde 458 177 814 487 1,936 95 18 3,634 177 916 908 6 2 85 17 2 142 13 9 7 7 3 1,731 16 3 15 6 8 2,891 7 3 65 1,000 1,671 1,771 Clyde. Cromwell 1,169 313 2,771 1,139 5,392 12 814 20,248 33 4,385 3,764 8 2 10 9 4 495 8 11 25 8 3 8,826 5 7 22 13 8 13,144 13 11 189 4,316 4,220 5,385 Cromwell. Mosgiel 1,110 3,640 11,171 40,698 56,619 9,945 1,025 6,886 116 10,736 5,364 16 8 3,109 2 11 330 4 5 132 1 5 3,786 16 8 16 11 9 12,739 13 10 749 2,784 1,474 2,883 Mosgiel. Outram 195 83 3,789 2,214 6,281 309 217 6,767 4,373 608 3 2 143 16 6 94 11 6 6 17 0 1,612 5 3 2 3 11 2,467 17 4 344 2,200 2,321 8,021 Outram. Allanton .. .. 175 334 4,145 6,277 10,931 56 720 11,180 50 4,959 1,512 8 8 51 4 0 402 16 7 5 10 3 2,170 2 7 1 19 5 4,144 1 6 940 6,118 1,058 5,951 Allanton. Milburn 24 73 918 1,018 2,033 80 445 14,750 74 46,155 327 12 11 30 19 5 42 10 7 3 12 10 16,500 12 9 257 111 17,162 10 5 220 5,526 850 19,549 Milburn. Milton .. 1,154 1,221 6,753 10,962 20,090 148 607 28.623 258 19,045 6,186 1 10 178 7 6 481 7 11 68 8 8 9,054 9 (i 320 1 10 16,288 17 3 515 12,428 2,486 13,686 Milton. Waitahuna .. .. 63 34' 514 1,066 1,677 4 431 13,956 122 1,271 336 3 8 7 14 4 111 18 9 6 6 3 1,220 8 10 8 14 6 1,691 6 4 38 1,343 609 2,589 Waitahuna. Lawrence .. .. 909 583 3,748 4,307 9,547 7 263 18,230 24 1,304 2,678 15 6 16 4 7 380 16 9 29 11 1 2,246 4 6 12 11 6 5,364 3 11 223 3,023 981 4,129 Lawrence. Miller's Flat .. .. 221 93 1,537 1,111 2,962 .. 101 9,237 64 5,026 1,104 3 5 .. 148 8 2 20 6 6 7,686 16 6 510 8 3 9,470 2 10 301 1,760 7,383 5,869 Miller's Flat. Novell's Flat .. .. 52 157 664 1,121 1,994 47 221 16,210 318 30,164 314 13 9 51 1 3 42 7 5 2 15 9 12,113 10 5 383 18 1 12,908 6 8 73 2,518 839 1,985 Lovell's Flat. Stirling 192 337 4,367 3,646 8,542 111 4,727 4.638 26 63,978 1,864 8 10 162 2 11 189 17 1 14 16 1 34,257 15 9 698 6 5 37,187 7 1 1,290 2,398 1,662 5,882 Stirling. Balelutha .. 1,867 1,444 14,986 12,431 30,728 95 1,895 61,354 989 8,634 11,064 2 10 239 9 1 1,169 8 11 133 12 11 11,179 4 6 70 8 2 23,856 6 5 1,318 40,294 5,381 13,198 Balclutha. Owaka .. 249 144 2,966 2,482 5,841 16 727 23,458 58,483 7,756 1,995 14 4 28 13 9 409 17 7 32 11 3 19,067 14 8 29 3 8 21,563 15 3 323 47,734 2,345 9,671 Owaka. Tahakopa .. .. 151 171 3,981 7,616 11,919 .. 212 2,008; 39,936 2,432 1,785 5 1 .. 124 15 0 5 4 9 10,542 1 7 77 18 8 12,535 5 1 193 6,683 101 2,532 Tahakopa. Waiwera .. .. 53 36 734 700 1,523 5 360 23,168 23 1,700 404 7 8 5 2 6 374 8 1 5 17 4 2,336 12 11 5 4 9 3,131 13 3 137 2,121 704 5,705 Waiwera. Clinton .. .. 326 385 7,275 6,310 14,296 51 385 29,232! 123 2,417 3,384 6 5 66 6 2 112 7 6 17 10 3 3,091 17 2 16 9 10 6,688 17 4 100 4,883 642 4,912 Clinton. Waipahi 125 163 982 1,520 2,790 7 1,233 57,956 27 5,269 874 7 4 23 9 2 131 16 0 10 6 3 6,777 14 11 4 12 9 7,822 6 5 268 5,876 2,377 10,872 Waipahi. Tapanui .. .. 194 95 1,212 1,132' 2,633 1 189 7,026 21 693 990 2 1 1 0 0 112 14 8 16 5 8 1,301 7 II 2 14 3 2,424 4 7 102 374 1,918 4,646 Tapanui. Kelso .. .. 64 33 588 636j 1,321 3 340 14,157 5 1,527 379 18 3 3 1 1 39 18 1 6 8 1 2,332 4 6 3 19 7 2,765 9 7 37 3,473 287 3,178 Kelso. Heriot .. .. 135 69 1,505 1,095 2,804 16 397 40,075 1,569 2,010 1,058 14 4 13 13 3 152 5 3 34 18 0 5,182 8 2 13 9 2 6,455 8 2 144 1,817 1,331 4,775 Heriot. Gore .. .. .. 2,840 1,826 22,573 18,205 45,444 482 1,784 46,318 2,336 25,438 16,446 8 1 616 15 0 1,328 15 2 259 3 9 18,149 11 5 223 16 3 37,024 9 8 1,162 21,606 9,159 32,447 Gore. Riversdale .. .. 178 134 2,195 2,488 4,995 66 1,085 52,930 60 9,850 1,200 16 10 56 15 0 261 3 3 13 4 0 9,066 5 11 15 8 5 10,613 13 5 334 6,812 2,689 15,849 Riversdale. Mataura .. .. 319 126 6,551 9,117 16,113 455 549 10,392 1,705 16,926 3,688 13 9 286 8 0 204 2 9 36 13 11 14,951 18 5 18 6 0 19,186 2 10 291 44,507 1,902 11,309 Mataura. Edendale .. .. 358 341 4,317 5,520 10,536 199 2,080 19,281 13 4,625 3,304 13 8 193 4 2 210 4 8 32 15 11 6,304 6 2 76 3 1 10,121 7 8 499 13,880 2,203 15,580 Edendale. Wyndham .. .. 181 200 3,684 3,253 7,318 55 1,164 13,474 243 3,222 1,632 17 7 47 9 10 228 17 7 17 19 7 4,402 13 1 9 8 4 6,339 6 0 362 3,482 2.969 9,195 Wyndham. Woodlands .. .. 107 103 2,940 2,929 6,079 135 1,328 23,775! .. 3,615 1,564 10 2 112 16 11 98 10 6 10 10 7 3,649 18 4 11 19 0 5,448 5 6 354 14,577 1,324 25,280 Woodlands. Invercargill (Coaching) .. 9,226 9,967 64,660 84,345 168,198 5,236 .. .. .. 57,138 5 1 3,974 14 5 5,066 18 9 1,111 7 11 Cr\ 25 8 8 198 18 0 67,464 15 6 .. .. .. .. Invercargill (Coaching). (Goods) .. .. .. .. .. .. .. 5.407 32,074 30,857 77,962 .. .. .. .. 57,420 18 6 1,171 4 2 58,592 2 8 3,261 25,537 50,348 159,873 „ (Goods). Waimahaka .. .. 148 132 7,218 8,021 15,519 112 1,989 16,937 19,139 3,111 1,238 5 8 92 14 3 372 10 0 3 2 8 6,433 13 6 5 0 1 8,145 6 2 885 5,751 2,627 26,026 Waimahaka. Bluff.. .. .. 823 2,794 6,569 17,821 28,007 1,031 62 12 11,237 107,433 4,437 9 1 946 7 10 602 13 11 35 12 8 15,574 1 2 5,045 9 10 56,641 14 6 456 104,849 52,651 69,904 Bluff. „ (Wharf) .. .. .. .. .. .. .. .. 6,377 .. .. .. .. 775 19 8 .. 775 19 8 .. .. 27,698 „ (Wharf). Makarewa .. .. 92 173 1,416 797 2,478 501 864 33,565 4,653 39,886 168 11 11 189 1 4 142 5 1 5 10 8 13,479 18 7 21 12 7 14,007 0 2 1,723 74,490 2,251 15,072 Makarewa. Thornbury .. .. 110 83 1,685 1.172 3,050 143 319 28,252 i 6,527 9,842 480 13 5 124 19 6 61 18 2 6 7 11 5,175 5 6 6 16 10 5,856 1 4 185 3,931 685 8,711 Thornbury. Riverton .. .. 640 330 5,746 2,235 8,951 305 301 4,452 31,729: 3,579 2,227 16 2 245 8 0 342 16 10 25 6 11 8,413 5 3 21 1 5 11,275 14 7 201 1,010 1,160 7,094 Riverton. Orepuki .. .. 243 304 3,770 3,916 8,233 212 326 10,024 *37,003 2,112 1,553 3 8 124 6 6 199 14 1 8 3 11 10,674 3 8 4 11 1 12,564 2 11 128 4,951 519 3,183 Orepuki. Tuatapero .. .. 514 415 8,177 9,792 18,898 47 458 17,791 51,717 4,475 3,736 8 11 63 8 2 453 1 4 14 8 3 16,879 3 3 5 3 2 21,151 13 1 328 3,638 81 4,135 Tuatapere. Otautau .. .. 213 144 2,331 3,499 6,187 208 669 29,921 12,167! 10,366 1,291 2 11 190 13 0 170 11 10 12 1 0 6,642 15 5 7 6 5 8,314 10 7 229 4,432 536 8,002 Otautau. Wairio .. .. 243 330 3,445 4,104 8,122 117 162 4,074 .. 194,425 2.098 10 10 100 10 2 122 10 6 7 10 4 128,945 0 0 2,803 9 11 134,077 11 9 229 1,433 4,693 14,694 Wairio. Winton .. .. 593 459 8,318 6,460 15,830 515 1,453 103,058 22,910 50,198 2,805 14 11 452 15 2 559 10 2 28 1 11 28,498 5 7 20 2 2 32,364 9 11 587 11,650 2,310 17,261 Winton. Lumsden .. .. 938 728 10,424 7,054 19,144 223 923 36,766 257 8,160 4,239 5 7 206 1 7 641 9 9 33 2 3 7,906 14 0 28 9 6 13,055 2 8 442 13,520 3,769 17,900 Lumsden. Kingston .. .. 428 158 2,539 1,661 4,786 .. 54 1,493 2 294 1,773 2 3 .. 26 15 10 100 10 4 382 5 1 9 6 9 2,292 0 3 109 2,425 1,634 3,656 Kingston. Through traffic (Lake .. .. .. .. .. .. 23 3,061 275 1,755 .. .. .. .. 2,905 9 5 .. 2,905 9 5 116 1,261 2,349 4,917 Through traffic (Lake Wakatipu) Wakatipu). Chief Accountant .. 6,801 1,513 5,399 19,055 32,768 306 .. .. .. .. 31,127 4 9 20,199 1 2 .. 40,611 18 0 9,410 0 0 6,813 6 3 108,161 10 2 .. .. .. .. Chief Accountant. Overseas traffic .. .. .. .. .. .. .. 71 17 .. 1,347 .. .. .. .. 12,637 12 11 .. 12,637 12 11 71 17 .. 1,347 Overseas traffic. Totals .. .. 212.662 206,044 930,5581,379,195 2.728,459 162,477104,090 4,067,802 1,235,067 2,704,964 702,402 0 5 83,696 5 4 74,819 15 7157,754 12 11,826,350 12 6 54,291 19 3 2,799,315 5 2 104,090 4,067,802 1,235,067 2,704,964 Totals. Westport Section— Westport Section — Westport .. .. 174 218 12,032 9,226 21,650 356 69 2,192 1,519 10,045 2,413 9 7 179 0 0 436 5 8 39 6 5 11,207 9 6 9,214 14 7 23,490 5 9 85 59 22,119 648,593 Westport. Waimangaroa Junction .. 10 11 3,620 4,661 8,302 309 26 .. 22,852 245,384 641 19 8 107 6 9 108 7 1 3 16 0 38,166 5 9 30 5 6 39,058 0 9 .. 431 3.496 7,209 Waimangaroa Junction. Granity" .. .. 41 48 9,326 11,725 21,140 333 66 83 4,652 409,133 2,360 10 3 256 12 5 141 13 2 9 1.5 5 75,173 18 6 4 7 5 77,946 17 2 76 1,785 3,408 8,760 Granity. District Office .. .. 408 408 2 .. .. 51 12 3 444 7 10 .. 560 0 0 .. 36 14 0 1,092 14 1 .. .. .. District Office. —: —I - , — Totals .. .. 225 277! 24,978i 26,020 51,500 1,000 161 2,275 29,023 664,562 5,467 11 9! 987 7 0 686 5 11 612 17 10 124,547 13 9 9,286 1 6 141,587 17 9 161 2,275 29,023 664,562 Totals. N*lson Suction— ' Nelson Section— Port Nelson .. .. .. .. .. .. .. .. 4,446 .. .. ! 321 12 9 .. 321 12 9 .. 15 530 Port Nelson. Nelson .. .. 744 712 14,058 14,876 30,390 699 28 172 714 7,811 4,361 10 8 633 1 1 284 13 2 68 6 1 4,414 7 2 176 1 2 9,937 19 4 229 9,329 10,923 19,188 Nelson. Wakefield .. .. Ill 141 5,543 8,804 14,599 129 137 5,768 1,137 9,207 1,099 13 6 40 6 3 89 6 5 12 10 0 3,083 16 11 2 14 11 4,328 8 0 26 264 385 4,905 Wakefield. Kohatu .. .. 39 18' 707 338 1,102 5 163 7,143 8,430 5,780 177 16 8 4 12 6 269 7 10 4 19 11 3,500 15 5 0 10 2 3,958 2 6 22 996 79 992 Kohatu. Glenhope .. .. 116 89 1,707 1,226 3,138 .. 74 1,488 2,015 .1,013 478 1 11 .. 27 13 5j 9 18 11 1,561 19 0 5 3 1 2,082 16 4 125 3,982 894 2,642 Glenhope. District Office .. .. 587 587 1 .. .. .. 250 4 3 642 11 5 .. 886 13 7 48 0 0 350 13 0 2,178 2 3 .. .. .. .. District Office. Overseas traffic .. .. .. .. .. .. .. .. .. .. 224 .. .. .. * .. 539 3 1 .. 539 3 1 .. .. 224 Overseas traffic. Totals .. .. 1,010 960' 22,015 25,831 49,816 834 402! 14,571 12,296* 28,481 6,367 7 o' 1,320 11 3i 671 0 10 982 8 6 13,469 14 4 535 2 4 23,346 4 3 402 14,571 12,296 28,481 Totals. J 1 1 J . j Pictoh Suction — 1 Picton Section— Pioton .. 3,511 375 7,538 3,861 15,285 320 160 20,994 2,955 22,292 2,050 1 6 274 13 3 164 11 6 40 15 9 12,001 13 7 2,163 5 9 16,695 1 4 358 114,958 631 18,897 Picton. Blenheim .. •• 4,029 1,503 11,083 6,936 23,551 464 799 135.146 3.446 22,196 3,103 1 5 391 15 11 509 19 3 108 18 1 10,879 7 9 96 13 0 15,089 15 5 537 33,359 2,957 29,147 Blenheim. Ward •• •• 287 130 4,569 3,771 8,757 15 423 22,778 2 7,554 1,282 15 6 14 5 10 285 9 7 5 9 0 2,912 8 8 0 17 4 4,501 5 11 487 30,601 2,815 3,998 Ward. District Office .. .. 539 539 .. .. .. .. .. 121 4 3 565 5 2 .. 784 0 0 34 0 0 3 3 0 1,507 12 5 .. .. .. .. District Office. Overseas traffic .... .. .. .. .. .. 4 .. 127; .. .. .. .. 595 2 9 .. 595 2 9 4 127 Overseas traffic. Totals .. •• 7,827 2,008 23,190 15,107 48,132 799 1,386 178,918 6,403 52,169 6,557 2 8 1,246 0 si 960 0 4 939 2 10i 26,422 12 9 2,263 19 1| 38,388 17 10 1,386 178,918 6,403 52,169 Totals. I " Lake Waia* 1 " j Lake Wakatipu St*A*1!T!R— Steamers— Totals .. •• 2,936 1,883 6,181 8,652 19,652 16 250 8,336 3,064 7,606 4,474 7 0 184 0 0 389 16 0 567 9 5 4,623 3 11 33 15 8 10,270 11 Ojj 250 8,336 3,064 7,60». Totals.
D.—2.
27
STATEMENT No, 18a. Classification of Goods and Livestock Traffic and Earnings by Commodities during Twelve Months ended 31st March, 1927.
7—D. 2.
Revenue. fWrnnriifv Tonnage Per Cent. T n _„ Mil Average 1 ~ Commodity. carried. of Gross. 10ns one Mlle ' Haul. Per Per Total. | Cent. Per Ton. Ton I of Gross. Mile. I I : mm Products of Agriculture. Miles. £ £ s. d. d. Grain .. .. .. 251,837 3-45 12,821,933 51 112,051 2-42 0 8 11 2-09 Meals .. .. .. 98,829 1-35 6,541,665 66 54,948 1-18 0 11 1 2-01 Fruit .. .. .. 46,377 0-64 7,653,026 165 56,756 1-22 1 4 6 1-77 Boot crops, fodder .. .. 193,206 2-65 10,639,053 55 87,911 1-90 0 9 1 1-98 FJax, green and dressed 29,588 0-41 1,792,036 61 20,573 0-44 0 13 11 2-75 Seeds .. .. .. 22,703 0-31 1,076,881 47 14,354 0-31 0 12 8 3-19 Animals and their Products. Cattle and horses .. .. 118,502 1-62 10,064,853 85 178,900 3-85 1 10 2 4-26 Sheep and pigs .. .. 356,094 4-88 25,354,566 71 364,460 7-85 1 0 6 3-44 Meat .. .. .. 148,102 2-03 3,677,945 25 94,290 2-03 0 12 9 6-15 Butter .. .. .. 86,630 1-19 4,865,818 56 90,459 1-95 1 0 11 4-46 Cheese .. .. .. 71,462 0-98 3,511,480 49 77,436 1-67 1 1 8 5-29 Wool .. .. .. 134,286 1-84 6,837,151 51 133,400 2-88 0 19 11 4-68 Dairy by-produets .. .. 12,220 0-17 1,122,605 92 14,177 0-31 1 3 2 3-02 Fat, hides, skins .. .. 34,367 0-47 1,518,076 44 37,373 0-81 1 1 9 5-90 Fish .. .. .. 8,341 0-11 1,306,386 157 13,867 0-30 1 13 3 2-55 Products of Mines, Agricultural lime .. .. 102,992 1-40 6,989,926 68 35,035 0-76 0 6 10 1-20 Coal, imported .. .. 81,592 1 12 2,337.763 29 35,160 0-76 0 8 7 3-61 Coal, N.Z. hard .. .. 1,089,464 14-92 33,363,403 31 ! 269,384 5-81 0 5 0 1-93 Coal, N.Z. brown .. .. 951,643 13-04 114,512,204 120 539,518 11-63 0 11 4 1-13 Road-metal .. .. 336,537 4-61 9,070,149 27 j 64,112 1-38 0 3 10 1-69 Lime and coke .. .. 55,244 0-76 3,510,971 64 : 25,337 0-55 0 9 2 1-73 Products of Forests. Timber, imported .. .. 45,561 0-62 2,045,083 45 41,707 0-90 0 18 4 4-89 Timber, N.Z. .. .. 617,882 8-46 68,062,589 110 565,099 12-18 0 18 3 1-99 Firewood, posts, &o. .. 140,009 1-92 10,615,477 76 53,698 1-16 0 7 8 1-21 Manufactures, &c. Benzine .. .. .. 61,753 0-85 5,022,954 81 118,694 2-56 1 18 5 5-67 Cement, N.Z. .. .. 78,236 1-07 7,796,413 100 67,650 1-46 0 17 3 2-08 Manures .. .. .. 441,396 6-05 31,604,880 72 201,923 4-35 0 9 2 1-53 Miscellaneous .. .. 1,684,899 23-08 61,158,246 36 1,269,806 27-38 0 15 1 4-98 Total .. .. 7,299,752 100 00 454,873,532 62 4,638,078 100-00 0 12 9 2-44
29
D.—2,
STATEMENT No. 19. Statement showing Mileage, Capital Cost, Traffic, Revenue, and Expenditure of New Zealand Government Railways from 1st April, 1919, to 31st March, 1927. MILEAGE, CAPITAL COST, TRAFFIC, AND REVENUE.*
B—D. 2.
Passengers. Season Tickets. Coaching. Year. Miles. Capital Cost. Train-mileage, j— j i — —— Cattle. Sheep and Pigs. Timber. Number. Revenue Number. Revenue. Revenue. I I I ! ■ ~ I [_ I I I I £ £ £ £ Number. Number. Tons. 1919-1920 .. 3,006 36,390,115 7,408,608 12,760,814 2,138,391 400,621 165,596 290,453 357,976 7,316,556 611,171 1920-1921 .. 3,018 37,235,254 9,303,392 15,315,640 2,459,362 464,691 198,717 335,754 376,745 7,129,222 717,701 1921-1922 .. 3,030 39,309.097 8,717,265 14,262,440 2,212,633 472,865 205,594 339,482 279,904 7,635,515 708,212 1922-1923 .. 3,037 40,275,161 8,346,731 14,256,610 2,216,514 485,681 204,106 393,322 293,930 7,367,763 663 213 1923-1924 .. 3,053 41,399,427 9,024,503 13,836,311 2,136,999 525,744 212,601 406,832 320,434 7,723,971 724,116 1924-1925 .. 3,085 44,570,746 9,083,623 12,424,012 2,077,625 537,554 210,946 417,550 351,873 8,105,597 754,634 1925-1926 .. 3,138 45,794,199 10,319,407 11,787,273 2,271,498 600,272 265,549 409,207 391,649 8,209,965 770,654 1926-1927 3,164 47,195,948 10,723,864 10,274,878 2,045,348 585,078 258,832 377,367 391,062 8,902,511 663,442 Miscellaneous Bontc (1 , ., Year. Goods. Total. j Goods Revenue. Commission. Total Revenue. per TraiS mile. Tons. Tons. £ £ £ £ d. 1919-1920 .. 4,986,061 5,597,232 2,956,237 105,072 96,738 5,752,487 186-00 1920-1921 .. 5,367,659 6,085,360 3,676,665 136,505 101,528 6,908,531 i 17800 1921-1922 .. 5,222,900 5,931,112 3,646,594 124,106 115,182 6,643,591 182 69 1922-1923 .. 5,571,594 6,234,807 3,671,008 119,933 122,919 6,727,802 193-18 1923-1924 .. 5,795,341 6,519,457 3,953,213 141,968 132,598 6,984,211 185-50 1924-1925 .. 5,847,973 6,602,607 4,122,017 137,149 147,237 7,112,524 187 65 1925-1926 .. 6,028,959 6,799,613 4,499,160 143,861 .. 7,589,274 176-51 1926-1927 .. 6,161,706 6,825,148 4,596,166 145,759 1 .. 7,423,472 166-14 EXPENDITURE.* Maintenance of Way aDd Works. Maintenance of Signals. Maintenance of Locomotives, Carriages, Expenditure Expenditure i _ and Wagons. Year. per percent. ! Train-mile. of Revenue. , Per Cent, of Per Mile of Per Amn.mt Per Cent, of Per Mile of Per a Per Cent, ot Per Amount. Revenue. Railway. Train-mile. Amount. Revenue. Railway. Train-mile. Amount. Revenue. Train-mile. d. £ £ a. £ & d. I £ d. 1919-1920 .. 132-72 71-36 783,033 1361 262-17 25-37 54,877 0-98 18-37 1-77 724,473 12-59 23-47 1920-1921 .. 145-14 81-59 983,940 14-24 3'27"00 25 38 69,109 1-02 22-97 1-79 984,244 14-25 25 39 1921-1922 .. 171 37 93 89 1,111,883 16-76 368-45 30-61 72,343 1-09 23*97 1-99 1,113,170 16-76 30-65 1922-1923 .. 157-81 81-79 i 1,040,892 15*49 343 76 29 93 67,425 1-01 22-27 1-94 1,043,590 15-51 30-00 1923-1924 .. 143-43 77-37 1,143,281 16-39 375-57 30-40 70,912 1 02 23 29 1-88 1,048,567 15-01 27-89 19-24-1925 .. 146-19 77-97 1,113,048 15 67 362-95 29 40 81,201 1*14 26 48 2-14 1,083,788 15*24 28-63 1925-1926 .. 143*37 81*23 1,144,385 15*08 368*80 26*62 105,064 1-38 33*86 2*43 1,311,317 17*28 30*50 1926-1927 .. 137-82 82-96 1,074.334 14*47 340*30 24*04 100,861 1*36 31*95 2*26 1,303,444 17*56 29*17 Locomotive Transportation. Traffic Transportation. Head Office and General Charges. Lake Wakatipu Steamers. Year j j | i ! | j Total . Per Cent, of Per ■ Per Cent, of Per Per Cent.of Per PerCent.of Expenditure. Amount. Revenue. Train-mile. Amount. Revenue. Train-mile. Amount. Revenue. Train-mile. Amount. Revenue. £ d. £ d. £ d. £ £ 1919-1920 .. .. 1,061,018 18*44 34*37 1,301,935 22*66 42*17 171,767 2-99 5-57 7,964 101*09 4,105,067 1920-1921 .. .. 1,672,567 24-21 43 15 1,712,375 24-82 44-17 203,906 2-95 5 26 10,458 116-34 5,636,601 1921-1922 .. .. 2,020,994 30-42 55*64 1,703,049 25*66 46*89 202,948 3*06 5*59 13,339 166*34 6,237,727 1922-1923 .. .. 1,613,564 23*98 46*40 1,527,033 22 73 43 91 195,894 2*91 5 63 14.100 150*79 5,502,497 1923-1924 .. .. 1,395,491 19-98 37*11 1,530,652 21 94 40 71 204,407 2*93 5 44 10,456 117 85 5,403,766 1924-1925 .. .. 1,408,927 19*81 37*23 1,599,668 22 52 42*27 246,504 3*47 6*51 12,279 121*62 5,545,415 1925-1926 .. .. 1,636,620 21*56 38*06 1,743,641 22*98 40*55 223,543 2*94 5-20 .. .. 6,164,570 1926-1927 .. .. 1,669,352 22'49 _ 37'36 1.752,998 23 61 39 23 257,294 3 47 5*76 .. .. 6.158,283 * Figures for 1025-26 and 1926-27 are for train operation only, and do not include subsidiary services as in previous years.
D.—2,
30
STATEMENT No. 20. Comparative Statement of the Mileage opened, Capital expended, Earnings, Expenses, etc., of Railways in the following States (taken from Latest Official Records).
® *3 ~ ~ © . Expenses. S ■' t o a. I li I I! -J. J ?! —nr. _ — | | l. Area J | I If Traiu . | If „ B| =5 &§f || £| l| s| I & 2 ga&S 1 1, ! fg Square *= ° Gauge. Cost' ® Head of miles ,,5J]; 0SS - Working- $.s ■= ? g,o 5S= 315* Passengers Tonnage 3c ag S „ g.2 g . § ® So ci | • c a § tS Year S I I C ° 8t - r P , P ?P U " r ™'* arDmgS - £ 6XPen8eS - Working. 1-2 a. §BfJ ■§* carried.I of Goods. |* S* g g> || £§- 0= g ff «| £ *3 c| J|£ a S lat,on ' I II sl II lie IS §g «S 15 |l? II ?3gS ! S§ 1« ° I I I s I is *g- 1 a > il Ll |s up I | ii | * "I ® < g« z || §§£ f |.s|| | I I* ! ~ m H - u Z 1 Ft. in. £ £ £ s. d. £ d. £ d. £ d. £ s. d. £ £ £ £ d Victoria.. .. 87,884 1,696,000 4,627 5 3 69,723,030 15,069 367 41 2 2 17,575,547 12,671,061 173-00 9,767,543 133-38 2,903,518 39-65 4 16 77-09 7 9 5 168,054,308 8,728,496 2,798 2,157 641 426 55-43 24-90 4-93 704 2,022 20,634 30 June, 1926. A T ew t South Wales .. 309,432 2,318,770 5,742 4 8* 105,237,668 18,328 404 45 7 8 24,624,995 16,939,032 165 09 12,519,993 122-02 4,419,039 43-07 4-30 73-91 7 6 1 130,725,581 15,032,811 2,960 2,188 772 350 59-52 20-02 5-99 1,402 1,848 24,387 Queensland .. 670,500 879,396 6,240 3 6 54,111,970 8,672 141 61 10 8 12,866,323 7,437,090 138-75 6,459,792 120-50 977,298 18-25 1-81 86-86 8 9 2 28,384,302 5,106,386 1,210 1,051 159 246 55-46 25-15 1-39 726 1,100 17,786 South Australia .. 380,070 558,478 2,499 j? 25,992,778 10,401 223 46 10 10 6,846,149 4,262,174 149-42 7,103,459 249-02 2,841,285 99-60 .. 166-66 7 12 8 25,751,550 3,563,037 1,711 2,852 1,141 967 126-59 20-37 5-09 482 751 9 740 (loss) (loss) (loss) Western Australia.. 975,920 375,476 3,865 3 6 21,026,792 5,440 97 56 0 0 5,052,930 3,337,292 158-51 2,509,049 119-17 828,243 39-34 3-94 75-18 8 17 9 16,457,719 3,237,496 870 654 216 155 54-96 20-55 2-09 395 397 10,475 Tasmania .. 26,215 209,378 673 6,450,185 9,584 311 30 16 2 1,358,011 545,191 96-35 504,038 89-07 41-153 7-27 0-63 92-45 2 12 1 2,455,824 694,194 810 749 61 200 38-59 21-50 4-33 96 148 1.969 New Zealand .. 103,861 882,097 2,305 3 6 20,692,911 8,977 383 23 9 2 5,685,399 2,180,641 91-75 1,438,724 60-48 741,917 31-27 3-58 65-98 2 9 5 8,306,383 4,072,576 943 622 321 213 22-21 17-22 3-14 377 809 13,433 31 Mar., 1904 •• 103 > 861 908,114 2,347 3 6 21,701,572 9,141 387 23 17 11 6,107,079 2,209,231 86-50 1,492,900 58-46 716,331 28 04 3-30 1 67-58 2 8 8 8,514,112 4,011,511 938 634 304 217 21-05 18-28 3-10 389 864 13,885 „ 1905 •• "> 3 > 861 933,111 2,391 3 6 22,498,972 9,410 391 24 2 3 6,413,573 2,349,704 87-75 1,621,239 60-47 728,465 27-28 3-24 69-00 2 10 4 8,826,382 4,241,422 980 676 304 229 21-99 18-86 3-01 395 906 14,127 1906 •• 103,861 961,604 2,427 3 6 23,504,272 9,570 396 24 8 10 6,755,454 2,624,600 93-00 1,812,482 64-21 812,118 28-79 3-45 69-06 2 14 7 9,600,786 4,592,099 1,078 744 334 253 23-37 18-90 2-80 398 966 14,605 1907. .. 103,861 985,318 2,469 3 6 24,365,647 9,861 399 24 14 7 7,051,274 2,761,938 93-75 1,949,759 66-18 812,179 27-57 3-33 70-59 2 16 1 9,756,716 4,834,534 1,114 786 328 258 24-96 19-40 2-76 410 1,002 15,475 „ I9 0 g. •• 103,861 1,016,044 2,556 3 6 27,762,592 10,351 398 27 6 6 7,458,236 2,929,526 94-00 2,114,815 67-89 814,711 J 26-11 3-13 72-19 2 17 8 10,457,144 4,871,874 1,148 828 320 258 25-56 20-73 3-16 452 1,116 16,476 „ 1909. •• 103,861 1,035,211 2,704 3 6 28,513,476 10,494 383 27 10 10 7,889,166 3,249,790 98-75 2,169,474 65-84 1,080,316 32-91 3-80 66-76 3 2 9 11,141,142 5,223,414 1,203 803 400 230 25-35 18-96 2-96 465 1,140 17,220 „ 1910. •• 103 , 861 1,055,640 2,742 3 6 29,606,546 10,723 385 28 1 0 8,141,075 3,494,182 102-75 2,303,272 67-75 1,190,910 35-00 4-06 65-92 3 6 2 11,200,613 5,555,292 1,275 840 435 254 25-81 18-10 2-81 478 1,166 18,036 „ 1911. •• 103,861 1,081,344 2,801 3 6 30,506,089 10,864 386 28 4 2 8,371,687 3,676,509 105-25 2,465,896 70-52 1,210,613 34-73 3-98 67-07 3 8 0 20,336,577 5,599,756 1,314 881 433 263 27-30 18-27 2-76 493 1,212 18,521 „ 1912. .. • • 103,861 1,111,592 2,840 3 6 31,611,220 11,053 391 28 8 9 9,016,224 3,971,002 105-50 2,705,609 71-84 1,265,393 33-66 4-04 68-13 3 11 5 22,310,867 5,957,005 1,400 954 446 271 28-20 19-40 2-64 513 1,282 19,515 1913 . „ •• 103,861 1,139,669 2,861 3 6 32,355,087 11,309 398 28 7 9 9,319,268 4,043,328 104 00 2,880,323 74-00 1,163,005 30-00 3-61 71-24 3 10 11 23,173,472 5,661,340 1,416 1,008 408 268 29-72 20-73 2-91 534 1,363 20,251 1914. •• 103 . 861 1,150,430 2,917 3 6 34,133,825 11,702 394 29 13 5 9,383,420 4,105,457 104-75 2,920,455 74-54 1,185,002 30-21 3-53 71-14 3 11 4 23,542,903 6,075,282 1,410 1,002 408 254 30-26 21-20 2-98 557 1,397 21,226 „ 1915. •• 103,861 1,152,048 2,959 3 6 34,857,882 11,780 389 30 5 2 9,356,522 4,548,356 116-50 2,910,883 74-50 1,637,473 42-00 4-72 64-00 3 19 0 24,600,693 5,960,562 1,540 985 555 251 29-77 19-60 2-50 585 1,452 21,994 „ 1916 •• 103,861 1,150,605 2,970 3 6 35,378,664 11,912 387 30 15 0 9,146,331 4,800,810 125-75 2,926,864 76-63 1,873,946 49-12 5-30 60-97 4 3 5 24,782,602 5,826,265 1,619 987 632 244 30-88 18-87 2-47 607 1,480 22,380 „ 1917 .. 103,861 1,154,559 2,977 3 6 36,001,432 12,029 389 32 0 11 7,468,646 4,687,700 150-50 3,042,907 97-54 1,644,793 52-96 4-60 64-91 4 1 3 21,438,325 5,373,136 1,578 1,023 555 240 40-02 20-38 2-67 624 1,488 22,517 „ 19 J8 . •• 103,861 1,175,325 2,993 3 6 36,167,681 12,084 393 30 15 6 7,477,583 4,988,632 160*00 3,308,575 105-97 1,680,057 54-03 4-65 66-32 4 4 11 22,030,327 5,611,738 1 1,670 1,107 563 252 44-35 20-73 2-70 620 1,489 22,658 „ 1919. .. 103,861 1,223,915 3,006 3 6 36,390.115 12,106 407 29 14 8 7,408,608 5,752,487 186-00 4,105,067 132-72 1,647,420 53-28 4-53 71 36 4 14 0 24,582,186 6,000,279 1,923 1,372 551 281 57*84 22-66 2-99 616 1,492 22,937 „ 1920. •• 103,861 1,268,046 3,018 3 6 37,235,254 12,338 420 29 7 3 9,303,392 6,908,531 178-00 5,636,601 145 14 1,271,930 32-86 3-42 81*59 5 9 0 28,821,783 6,487,279 2,293 1,870 423 350 68-54 24-82 2-96 60b 1,492 23,119 „ 1921. •• 103,861 1,300,967 3,030 3 6 39,309,097 12,973 429 30 4 4 8,717,265 6,643,591 182-69 6,237,727 171 37 405,864 11-32 1-07 93-89 5 2 0 28,121,763 6,321,351 2,199 2,063 136 393 86-29 25-66 3-06 637 1,496 23,974 „ 1922. •• 103,861 1,325,310 3,037 3 6 40,275,161 13,261 436 30 7 9 8,346,731 6,727,802 193-18 5,502,497 157-81 1,225,305 35-37 3-04 81-79 5 1 6 28,221,362 6,618,588 2,219 1,813 406 366 76-40 22-73 2-91 639 1,498 26,106 „ 1923. •• 103,861 1,347,723 3,053 3 6 41,399,427 13,560 441 30 14 4 9,024,503 6,984,211 185 50 5,403,766 143-43 1,580,445 42*07 3-83 77*37 5 3 8 28,436,475 6,925,517 2,291 1,772 519 399 65*00 21*94 2*93 655 1,527 26,195 „ l#24 •• 103,861 1,379,487 3,085 3 6 44,570,746 14,448 447 32 6 2 9,083,623 7,112,524 187*65 5,545,416 146*19 1,567,108 41*46 3*55 77*97 5 3 1 26,106,859 7,033,459 2,316 1,804 512 389 05*87 22*52 3*47 662 1,568 26,488 „ 1925 .. 103,861 1,407,165 3,138 3 6 45,794,199 14,593 449 32 10 3 10,319,407 7,589,274 176*51 6,164,570 143*37 1,424,704 33*14 3-24 81-23 5 7 10 27,653,414 7,256,142 2,446 1,987 459 403 68-56 22-98 2 95 704 1,602 26,767 „ iyo tt ♦ .. 103,861 1,437.980 3,164 3 6 17,195,948 14,917 454 32 16 5 10,723,864 7,423,472 166*14 6,158,283 137-82 1,265.189 28*32 2*70 82*96 5 3 3 26.002,137 7,308,449 2,351 1,951 400 372 36*53 23*61 3*4« 698 1,610 26,990 „ 1927- • The figures for ram-miles run in New Zealand prior to 19-25 included mileage run by assisting engines. t The figures lor passenger traffic in New Zealand prior to 1912 are exclusive of season tickets. I New Zealand figures for 1926 and 1927 are for operation only, subsidiary services not included as hitherto
1). 2
31
STATEMENT No. 21. Comparative Statement of the Number of Employees for Years 1926-27 and 1925-26.
9 —D f 2.
-3 j _ r-H Si o ,!;," O Qi p o 'S'-'fl -8 3j3 t?.d I'.ranch. a "ag" a g g g § g a O 3-3CQ a o g ® $i-g§ ~ A £> SH- m cc £ Ph ££ JH <j§ '3 .2 2*? ° a l! ® "3 : .2 g ■$» S» S M d "> a ;S Jz| : Ph , 00 ffl «fl Eh . . . 1926-27. General .. .. .. .. 1 3 655 152 4 4 3 428 321 155 1,726 Traffic .. .. .. .. 6 23 2,900 2,505 87 22 36 5,579 Maintenance .. .. .. 15 41 2,522 1,779 45 41 48 4,491 Locomotive .. .. .. 6 25 3,661 2,848 74* 25 23 6,662 Totals .. .. .. 28 92 9,738 7,284 210 92 110 428 321 155 18,458 1925-26. General .. .. .. .. 1 3 612 143 4 4 3 381 294 176 1,621 Traffic .. .. .. .. 6 23 2,836 2,467 81 21 32 5,466 Maintenance .. .. .. 16 42 2,463 1,658 52 41 44 4,316 Locomotive .. .. .. 6 23 3,593 2,844 74* 24 23 6,587 Totals .. .. .. 29 91 9,504 7,112 211 90 102 381 294 176 17,990 * Workshops staff only. Wesfcport locomotive-running staff are included under South Island Main Line and Branches. «
P.—2
32
STATEMENT NO. 22. Statement of Accidents for the Year ended 31st March, 1927.
Train Accidents. Accidents on Line (otter than Train Shunting Accidents. Employees BaUway i _ DrtTiXn tojmeVat Trespassers. Miscellaneous. — Total. Section. Passengers. Employees. Passengers. Employees. pereons. Passengers. Employees, j Crosslngs - Employees. Persons. "O rd . I r d . "d . . -d I . I "d . T3 . 'd . -d "d -d . 'd "d »d ® oj tj o -o p >o P p P *d 2 "d P "d g tj ' P *d P t3 p "d p -d P I g ~ d — d .2 | d — d «S | S 1 p i 3 ~ 3 .2 I 5! i ,£ d ,2 p .2 i d ! m n > i 3 I s | 7 I B w 3 ® 5 I I s m a | I i a 1 f 1 3 J all? a | 3" | a | s SIS' a I if Kaihu .. | .. .. I Gisborne .. .. i .. .. j .. .. j .. ! .. .. 2 .. | i .. .. .. .. .. : .. .. 2 .. { j .. 4 North Island Main Line .. j 2 j 1 1 4 21 5 30 8 '5 2 2 77 1 5 .. 11 10 27 573 1 j 292 .... I 32 1,046 and Branches South Island Main Line ... 1 1 3 4 1 7 ... j 2 .. .. ' 2 38 I 1 1 1 3 2 4 .. t .. .. I 405 1 358 : . .. 11 824 and Branches ; j j Westport .. 6 2 .. 8 16 Nelson .. ! 2 .. 1 3 Picton .. j 6 6 Totals .... 3 1 2 7 25 6 39 8 7 2 4 123 2 7 1 14 12 31 988 2 658 .... 43 1,899 ! i_ L _
t).—2.
STATEMENT No. 23. Statement of Rails relaid during the Year ended 31st March, 1927.
STATEMENT No. 24. Statement of Sleepers laid and removed during the Year ended 31st March, 1927.
STATEMENT No. 25. Statement of Number of Stations and Private Sidings on each Section for the Year ended 31st March, 1927.
33
rt n 13 • J tfi 2 03 5 © ® £ 0> ® Weight. a H -So g J U ,3H W O jv fl rt i O Js 4 O rt •-> •3 rt .2 /& 3 .9 ,3 02 02 -2 «8 *3 .2 5 o ceW © % g -g M 15 S EE S5 Hi EH 9 Bails belaid :— 55 lb. steel .. .. .. 70 36 7 22 135 70 .. .. .. 5,850 1,545 7,395 100 .. .. .. ... 87 87 Totals .. .. .. : 5,920 1,668 7 22 7,617 _____ . _ j |
V, o a 3 03 " S 56 « r5 ® © JE5 © ® ,2 m m +3 Description. . -g g a ~g g g c3 -» «e g 5 a 5 9 _• 1-1 H £3 rH r* rH 43 O *3 5 o'dCQ K ' i2 "•* « 3 £5 -2 I £ I o ! .2 o M S C | 3 i? j £ | CM EH Sleepers laid :— Jarrah .. .. .. .. 10 67,605 228 16,846 22 .. .. 84,711 Totara .. .. .. .. 76 432 3 8 53 422 994 Birch .. .. .. .. .. .. .. .. .. 40 .. 13 53 Silver-pine .. .. .. .. .. 759 8,717 553 37, 300, 10,366 Puriri .. .. .. .. 151 9 .. .. .. .. .. 160 Hardwood .. .. .. .. .. .. .. 3,515 .. .. .. 3,515 Yellow Pine .. .. .. .. .. .. .. .. 220 .. .. 220 Creosoted .. .. .. .... 40 .. .. .. .. 40 Totals .. .. .. 237 68,845 228 29,081 843 90 735 100,059 Sleepers removed :— Hardwood .. .. .. .. .. .. .. 1,440 .. .. .. 1,440 Kauri .. .. .. .. 14 13 .. 27 Maire .. .. .. .. .. 30 .. .. .. .. 30 Ironbark .. .. .. . . .. 105 .. 995 .. .. .. 1,100 Jarrah .. .. .. .. .. 19,096 90 4,622 2 5 177 23,992 Matai and Rimu .. .. .. .. 1,365 .. 1,162 .. .. .. 2,527 Totara .. .. .. .. 171 22,714 96 350 .. 11 6 23,348 Birch.. .. .. .. .. .. 6,754 .. 47 34 2 13 6,850 Silver-pine .. .. .. .. 11,457 7 12,946 637 72 512 25,631 Powellized .. .. .. .. .. .. .. 73 .. .. .. 73 Puriri .. .. .. .. 52 6,426 .. 72 .. .. .. 6,550 Creosoted .. .. .. .. 778 .. 4,803 .. .. j .. i 5,581 Grey-gum .. .. .. . . .. . . .. 194 .. .. .. 194 Yellow Pine .. .. .. .. .. .. . . 73 170 .. .. 243 Totals .. .. ..J 237 68,738 i 193 | 26,777 843 90 708 ! 97,586
Statonfand Number of Private Sidings. Section. Length. Stopping-places for At Stations. M. ch. Kaihu .. .. .. 24 10 12 1 .. 1 Gieborne .. .. .. .. 60 50 20 9 2 11 North Island Main Line and Branches .. 1,309 39 461 208 : 47 250 South Island Main Line and Branches .. 1,619 7 578 218 35 253 Westport .. .. .. 43 2 20 4 5 9 Nelson .. .. .. 64 10 23 4 1 5 Picton .. .. .. 56 12 19 8 .. 8 Totals .. .. .. 3,176 50 1,133 447 90 537
D. 2
34
STATEMENT NO. 26. Comparative Statement of Mileage of Railways open Traffic and under Maintenance on 31st March, 1927.
Equivalent Mileage open Additional Lengths opened during Year. Reduced Mileage Length closed during Year. Net Addition Net Addition Total Mileage Sp-tinn for Traffic on equivalent to : to Mileage to Mileage open for Traffic ctl0;1 31st March, Maintenance for j open under on 31st March, 1926. | T whole Period. i : for Traffic. Maintenance. 1927. mJL uJmT Line opened. Date of Opening. : line. Length. 1927 M. oh. M. oh. M. oh. M. oh. M. oh. M. oh. M. oh. M. oh. Kaihu .. .. .. 24 10 .. i .. .. .. .. .. .. .. 24 10 24 10 North Island Main Lines and \ „ / Kioreroa-Whangarei .. 16thNovember, 1925 *1 25 1 25\ go OQ , „ no „„ „ AO Branches / X ' 28 ° 17 \Te Roti-Opunake .. 12th July, 1926 .. 22 77 16 44 f " " 24 22 24 22 J ' 309 39 1 ' 303 06 Gisborne .. .. 60 50 .. ! .. .. .. j .. .. .. .. 60 50 60 50 South Island Main Lines and 1,619 07 .. . . j .. .. .. .. .. 1,619 07 1,619 07 Branches Westport .. .. 43 02 .. .. .. .. .. ., .. .. 43 02 43 02 Nelson .. .. .. 60 20 Glenhope-Kawatiri .. 2l3t June, 1926 3 70 3 02 .. .. 3 70 3 70 64 10 63 22 Picton .. .. .. 56 12 .. .. j .. .. .. .. .. 56 12 56 12 j ; ' Totals .. .. 3,148 38 .. .. 28 12 20 71 .. .. 28 12 28 12 3,176 50 3,169 29 * Omitted from previous year's return.
35
P.—2
STATEMENT NO. 27. Statement showing Weights of Rails in various Lines on 31st March, 1927.
Tin . 401b. 401b. 521b. 521b. 531b. 551b. 561b. 651b. 701b. 100 1b. Tnfa , Iron. Steel. Iron. Steel. j Steel Steel. Steel. Steel. Steel. Steel. _ , . _ - Kaihu Section — j M. ch. M. ch. M. eh. M. ch. M. eh M. ch. M. eh. M. ch. M. eh. M. ch. M. ch. Kaihu Branch .. .. .. .. .. .. .. .. .. 17 15 6 75 .. .. .. .. 24 10 North Island Main Lines and Branches — Kaikohe Branch .. .. .. .. .. .. .. ... .. ' .. 24 59 .. .. .. .. 24 59 Onerahi Branch .. .. .. .. .. | .. .. .. 0 20 2 57 .. .. 1 23 .. 4 20 Auckland-Wellington .. .. .. .. .. .. .. .. 05 .. 05 11 29 414 26 .. 425 65 North Auckland Line .. .. .. .. .. .. .. .. 0 40 101 50 31 70 .. 47 19 . . 181 19 Onehunga Branch .. .. .. .. .. 0 10 .. .. 0 57 .. 1 48 I 0 24 .. 2 59 Waiuku Branch .. .. .. .. .. .. .. .. .. 12 70 .. .. .. .. 12 70 Huntly-Awaroa Railway .. .. .. .. .. .. .. .. ..196 .. .. .. .. 96. Thames Branch .. .. .. .. .. .. .. .. .. 0 33 .. 17 75 ... 44 47 .. 62 75 Waihi Branch .. .. .. .. .. .. .. .. .. .. 11 37 .. 0 67 .. 12 24 Cambridge Branch .. .. .. .. .. .. .. .. 6 75 j 2 36 2 42 .. 0 8 .. 12 1 Rotorua Branch .. .. .. .. .. .. .. .. .. 15 51 .. 0 3 .. 53 6 .. 68 60 Raetihi Branch .. .. .. .. .. .. .. .. .. 6 35 2 3 .. .. ■. ■ ■ 8 38 Marton-New Plymouth .. .. .. .. .. .. .. . . 0 16 .. 14 38 .. 122 29 .. 137 3 Waitara Branch .. .. .. .. 0 14 0 48 .. .. 3 77 .. 0 3 .. .. .. 4 62 Toko Branch .. .. .. .. .. .. .. .. . . 15 45 ! 31 34 0 31 .. .. .. 47 30 Opunake Branch.. .. .. .. .. .. .. .. .. j 22 77 .. .. .. .. 22 77 Mount Egmont Branch .. .. .. .. .. .. .. .. ..! .. 62 .. .. .. 62 Wanganui Branch .. .. .. .. .. .. .. .. .. 0 9 1 70 .. 1 21 .. 3 20 Foxton Branch .. .. .. .. .. .. .. 0 2 .. 10 70 .. 8 41 .. .. .. 19 33 Palmerston North-Eskdale .. .. .. .. .. .. .. 0 20 11 73 20 43 .. 91 20 .. 123 76 Port Ahuriri Branch .. .. .. .. .. .. .. . . 1 66 0 3 .. 0 1 .. 1 70 Wellington-Wood ville .. .. .. .. .. .. .. .. 5 47 0 1 12 12 .. 96 63 .. 114 43 Greytown Branch .. .. .. .. .. .. 37 .. .. .. .. .. .. .. 37 Gisborne Section — Gisborne Line .. .. .. .. 0 20 .. .. .. .. 31 8 17 62 .. .. .. 49 10 Ngatapa Branch .. .. .. .. .. .. .. .. .. 11 40 .. .. .. .. 11 40 South Island Main Lines and Branches — Lyttelton-Blufi .. .. .. .. .. .. 0 8 0 3 .. 0 1 .. .. .. 390 21 1 48 392 1 Main North Line.. .. .. .. .. .. .. .. .. 28 25 12 79 .. .. 39 28 .. 80 52 Oxford Branch .. ... .. .. .. . . 11 46 .. .. 18 35 0 2 3 36 .. 0 6 .. 33 45 Eyreton Branch .. .. .. .. .. .. .. .. 20 14 0 7 .. ... .. .... 20 21 Cheviot Branch .. .. .. .. .. .. .. .. .. .. 12 52 31 27 .. 0 2 .. 44 1 South bri dge Branch .. .. .. .. .. .. .. .. 23 11 1 0 1 20 .. 0 8 .. 25 39 Little River Branch .. .. .. .. .. 0 9 .. .. 0 48 17 47 4 23 .. 0 1 .. 22 48 Midland Line .. .. .. .. .. .. .. .. .. 0 4 .. .. .. 122 10 8 51 130 65 White Cliffs Branch .. .. .. „ .. .. .. .. 11 29 .. 0 10 .. 0 7 .. 11 46 Methven Branch .. .. .. ... .. ' .. 22 16 .. 0 1 .. .. 0 3 .. 22 20 Carried forward .. .. .. 0 34 12 41 3 12 22 16 188 39 315 69 187 58 11 29 1,425 40 10 19 2,177 37
D.- 2.
STATEMENT NO. 27-continued. Statement showing Weights of Rails in various Lines on 31st March, 1927-continued.
36
I I ! I ! I | | T ; 401b. 401b. 521b 521b. 531b. 551b. 561b. 651b. | 701b. 1001b. , ■ Iron. Steel. Iron. Steel. Steel. Steel. Steel. Steel. Steel. | Steel. j ' M. oh. M. ch. M. eh. M. oh. M. ch. M. oh. M. oh. M. oh. M. oh. M. oh. M. ch. Brought forward .. .. .. 0 34 12 41 3 12 22 16 188 39 315 69 187 58 11 29 1,425 40 10 19 2,177 37 South Island Main Lines and Branches —continued. Springburn Branch .. .. .. 3 29 2 23 .. .. 4 48 16 74 .. 0 22 .. 27 36 Albury Branch .. .. .. .. .. 0 65 .. .. .. 22 40 4 78 7 66 .. 0 4 .. 36 13 Waimate Branch .. .. .. .. .. .. .. 2 2 2 44 .. .. .. .. .. 4 46 Waimate Gorge Branch .. .. .. .. .. .. 7 21 . . 1 0 .. .. .. .. .. 8 21 Duntroon Branch .. .. .. .. 1 16 .. 0 4 .. 28 51 3 69 .. .. ... 37 41 Oamaru Breakwater Branch .. .. 0 23 .. .. .. 0 40 .. .. .. .. .. 0 63 Ngapara Branch ... .. .. .. .. .. .. .. 1144 .. 3 45 .. .. .. 15 9 Livingstone Branch .. .. .. .. .. .. .. .. ! 10 36 1 39 .. .. .. 11 75 Waihemo Branch .. .. .. .. .. 6 76 0 53 . . 0 16 .. 1 0 .. .. .. 8 65 Port Chalmers Branch .. .. .. .. .. .. .. . . 0 16 .. .. .. 1 10 .. 1 26 Walton Park Branch .. .. .. .. 0 2 .. .. . . 1 48 J 0 19 0 48 .. 0 1 .. 2 38 Fernhill Branch .. .. .. .. .. .. .. .. ; 1 57 .. .. . . .. .. 1 57 Otago Central Railway .. .. .. .. .. .. .. . . 65 73 15 27 65 58 .. .. .. 146 78 Outram Branch .. .. .. .. ..01 .. .. 6 26 0 73 1 53 .. 07 .. 9-0 Lawrence Branch .. .. .. .. .. .. .. 1 40 33 7 15 8 .. .. .. 49 55 Catlin's River Branch .. .. .. .. ! .. .. .. .. 15 26 j 20 5 3 46 . . 4 1 .. 42 78 Tapanui Branch .. .. .. .. .. .. .. .. .. 10 40 9 3 6 58 .. .. .. 26 21 Waikaka Branch.. .. .. .. .. .. .. .. .. | 12 56 .. .. 0 1 .. 12 57 Glenham Branch.. .. .. .. .. .. .. .. .. 6 64 .. 2 17 .. 0 34 .. 9 35 Seaward Bush Branch .. .. .. ..... .. . . . . 1 52 25 9 7 4 . . .. .. 33 65 Kingston Branch .. .. .. .. .. .. . . . . 42 48 .. 25 63 . . 18 47 .. 86 78 Orepuki Branch .. .. .. .. .. .. .. . . . . 13 30 16 26 13 52 .. 13 8 .. 56 36 Wairio Branch .. .. .. .. .. .. .. .. .. .. .. .. .. 22 44 .. 22 44 Forest Hill Branch .. .. .. 2 41 7 5 .. .. .. 3 18 0 2 .. .. .. 12 66 Mararoa Branch .. .. .. .. .. .. 10 16 .. . . 0 24 .. 0 1 .. .. .. 10 41 Waimea Plains Branch .. .. . . .. j .. .. .. . . I .. .. .. .. 36 37 .. 36 37 Switzers Branch .. .. .. .. .. | .. . . I 1 77 11 69 .. .. 0 1 . . 13 67 Greymouth-Ross .. .. .. .. j .. .. .. .. 10 2 .. 17 22 .. 11 5 .. 38 29 Stillwater— Inangahua .. .. .. .. .. . . . . .. j 27 66 14 52 8 75 .. 5 40 .. 56 73 Blackball Branch .. .. .. .. j .. .. .. .. 1 0 2 31 .. .. .. 3 31 Point Elizabeth Branch .. .. .. .. .. .. .. .. 0 15 .. 4 46 .. 3 24 .. 8 5 7-Mile Branch .. .. .. .. .... .. .. .'. .. 2 43 .. .. .. .. 2 43 Westport-Mokihinui .. .. .. .. i .. .. . . .. 0 18 0 1 8 67 .. 21 11 .. 30 17 Westport - Te Kuha .. .. .. .. .. .. .. .. .. 5 61 .. .. .. .. 5 61 Cape Foulwind Line .. .. .. .. .. .. .. .. .. .. 74 .. .. .. 74 Nelson Line .. .. .. .. .. .. .. . . 25 38 21 50 16 73 .. 0 9 .. 64 10 Picton Line .. .. .. .. .. .. .. .. .. 17 11 22 54 16 24 .. 0 3 .. 56 12 Totals .. .. .. 8 51 39 1 11 10 24 18 : 506 5 555 65 446 63 11 29 1,563]29 10 19 3,176 50
D. —2
STATEMENT No. 28. Statement showing approximately Sleepers laid and removed up to 31st March, 1927.
37
Approximate Length opened each Year. \ Sleepers. Year. j j Laid during Removed North Island. Middle Island. ! Total. Construction , during tonsil ucnon. Maintenance.* ' i M. oh. M. ch. M. oh. 1867 .. .. .. 45 7° 45 7° 96,338 1870-71 .. .. .. 18 58 18 58 39>323 1871-72 .. ... 11 68 11 68 24,885 1872-73 .. .. .. 27 62 27 62 58,3 2 7 1873-74 .. .. 10 55 11 21 21 76 46,°95 1874-75 .. .. 61 19 126 78 188 17 395,24 6 1875-76 .. .. 69 23 248 4 317 27 666,409 1876-77 .. .. 64 24 152 39 216 63 455,254 '877-78 .. .. 103 76 94 58 198 54 417,217 1878-79 .. .. 27 19 56 46 83 65 176,006 1879-80! .. .. 26 33 4° 73 67 26 14 1 ,382 1880-81 .. .. 68 39 32 7 1 101 3° 212,888 74,261 1881-82 .. .. 22 67 40 16 63 3 132,379 73,947 1882-83 •• •• 22 40 19 42 21 88,751 106,763 1883-84 .. .. 22 19 22 50 44 69 ; 94,2H 125,632 1884-85 .. .. 56 o 24 o 80 o 168,000 i 148,325 1885-86 .. .. 43 26 47 52 90 78 191,048 137,993 1886-87 .. .. 58 72 11 39 7° 31 147,814 I 39>°4° 1887-88 . 11 47 17 32 28 79 ' 60,874 122,027 1888-89 .. .. 18 31 •• 18 31 42,814 108,690 1889-90 .. 11 57 20 68 32 45 68,381 129,634 1890-91 .. .. 28 21 5 68 34 9 71,636 133,954 1891-92 .. .. .. 27 27 27 27 57,408 139,912 1892-93 17 26 .. 17 26 36,382 132,569 1893-94 .. .. 28 38 33 58 62 16 130,620 155,827 1894-95 •• 16 62 27 24 44 6 92,558 170,681 1895-96 .. .. 14 73 3 48 18 41 38,876 188,291 1896-97 .. 3 64 1 ix 4 75 10,370 210,588 1897-98 .. 27 46 10 2 37 48 78,960 243,479 1898-99 .. .. 22 46 11 13 33 59 70,848 282,326 1899-1900 .. .. .. 19 26 19 26 40,582 302,354 igoo-igox .. 4 30 103 38 107 68 226,485 345,433 1901-1902 .. .. 11 20 12 32 23 52 49,665 369,339 1902-1903 .. 28 40 27 43 56 3 117,679 33°, ° 2 9 1903-1904 .. 33 12 4 44 37 56 79> I 7° 3°9, 2 96 1904-1905 .. 17 61 27 75 45 56 95,97° 302,252 1905-1906 .. .. 23 5 8 52 31 57 66,596 309,183 1906-1907 .. .. .. 5° 7 5° 7 105,184 283,293 1907-1908 .. .. 10 38 4 61 15 19 3 X ,999 33 j ,678 1908-1909 186 21 23 21 209 42 440,003 279,190 1909-1910 .. .. 3 60 31 43 35 23 74,104 236,390 1910-1911 .. .. 14 64 29 76 44 60 93,975 282,682 1911-1912 ., .. 23 30 23 1 46 3 1 97,4x4 273,586 1912-1913 .. .. 25 37 26 77 52 34 110,092 235,378 1913-1914 .... •• 36 36 6,458 261,748 1914-1915 .. .. 40 22 51 3 91 25 191,756 227,674 1915-1916 .. .. 7 43 7 73 15 36 32,445 157,97° 1916-1917 .. .. •• •• •• 86,595 1917-1918 .. .. 22 70 .. 22 70 48,038 88,540 1918-1919 .. .. .. •• •• •• 7°,743 1919-1920 .. .. .. 12 75 12 75 27,169 78,663 1920-1921 .. .. 11 54 °7 11 61 24,701 100,280 1921-1922 .. .. .. 12 27 12 27 25,909 139,187 1922-1923 .. .. 7 7° •• 7 7° 16,538 163,735 1923-1924 .. .. 24 66 2 43 27 29 57,461 227,075 1924-1925 .. .. 18 8 11 7.5 33 3 69,379 184,036 1925-1926 .. .. 30 41 20 66 51 27 107,809 235,266 1926-1927 .. „ 24 22 3 70 28 12 67,560 97,586 Totals .. .. •• •• 6,615,441 9,133,120 • Complete information not recorded until 1880-81. t Nine months only.
D.—2.
STATEMENT No. 29. Statement of Carriage, Rail-car, Brake-van, and Wagon Stock, and Tarpaulins, for the Year ended 31st March, 1927.
38
.fd ts 'S o 13 a . 2 c3 tc 2 & J» I §5 ® £ Description. Clasp. • 2 S "3 a a a a a 5 =ag » ° ° S '3 o-afi .2 g-aS 4 "3 .3 o 14 W O IXH f~ Cabbiages. Sleepers, bogie, 56 ft. .. .. .. .. Aa .. 3 .. •'» Sleepers, bogie, 50 ft. .. .. .. .. Aa 15 .. lj> First-class, bogie, 50 ft. .. .. A a 43 •. ■ • 43 Ladies' (composite), bogie, 50 ft. . • .. .. Aa .. 6 .. .. 6 Second-class bogie, 50 ft. .. .. .. Aa .. 56 . . .. 56 Royal saloon, bogie, 50 ft. .. .. .. .. Aa 1 .. .. Saloon, bogie, 50 ft. .. .. •. Aa .. 1 .. .. Postal, bogie, 50 ft. .. ■■ .. •• Aa .. 1 .. .. Royal saloon, bogie, 44 ft. .. .. .. .. A .. .. .. 1 1 Gallery-cars, bogie, 44 ft. .. .. .. A .. .. .. 5 Saloon, bogie, 471 ft. . . • • • . • • A 1 1 2 Saloon, bogie, 44 ft. .. .. .. .. A .. . . .. 1 „ 41ft. .. .. A 5 4 9 „ 30Jft A 7 7 14 „ 374 ft A 2 I „ 35 ft. .. .. A 1 2 3 Ladies' (composite), bogie, 47Jft. .. .. A .. .. .. 4 4 „ „ 50 ft. .. A .. 10 10 Motor-train, bogie, 60 ft. .. .. .. .. A .. 4 .. 1 j> First-class, bogie, 50 ft. .. .. .. A . . 46 . . .. 474 ft. .. ., .. | A .. 40 .. 88 .... 2 130 „ 44ft A 3 .. 2 5 „ 43 ft .. A 11 11 „ „ 30 ft. . . .. .. .. R 1 .. .. .. 1 1 Composite, bogie, 60 ft. .. .. .. .. A .. 8 .. .. 8 „ 50 ft. .. .. A 52 1 53 474 ft. .. .. .. A .. 102 2 105 1 4 2 216 „ 46 ft. .. .. A 7 I „ 44 ft. .. .. A 65 7 92 2 1 2 169 „ „ 43 ft A 7 7 424 ft A 15 .. 30 45 394 ft- • • • • • • A 2 4 12 1 10 „ 30 ft R 13 .. 19 32 ,, 6-wkeel .. .. •• •• C 2 2 .. 3 Second-olass, bogie, 52 ft. .. .. .. .. A .. 1 .. •• 1 „ 50ft A .. 107 .. 1 108 474 ft A 99 .. 137 3 .. .. 239 „ 46 ft. .. .. .. A 4 4 ,, 44 ft. .. .. .. .. A 86 4 109 3 3 5 210 " „ 43 ft. . .. .. A 18 }8 „ 424 ft. .. .. .. .. A .. 3 .. 14 17 394 ft. .. .. .. .. A .. 9 .. 3 12 „ 35 ft. .. .. .. .. A .. 3 3 „ 30ft R 6 •• 19 .... .. 22 6-wheel .. .. .. .. C 2 6.. 4 24.. 18 „ 4-wheel .. .. .. .. D .. . • •. • • 4 Postal, bogie, 50 ft. .. .. .. .. A .. 7 ■ • 2 .. 44 ft A 4 .. 4 8 - 394 ft A .. 2 .. .. 2 „ 30ft .. .. R .. - Totals 4 873 13 673 16 14 12 1,605 Rail-cabs. Rail-car, 58 ft. (Clayton) .. .. .. 1 „ 564 ft. (Sentinel) .. •• •• 1 •• ■■ ,, 554 ft. (Edison) .. .. .. •• 1 * 16ft. (Ford) .. .. .. ' 2 •• Totals .. .. .. •• 1 •• 4 .. J 5 Rbaku-vans. n nJ Brake-vans, 4-wheel .. .. .. .. F 2 13 52 4 3.. 74 bogie F .. 234 4 142 5 3 4 392 " Fell F .. 7 .. _ 4 " Totals 2 254 4 198 9 6 4 477
D—2.
STATEMENT No. 29—continued: Statement of Carriage, Brake-van, and Wagon Stock, and Tarpaulins, for the Year ended 31st March, 1927—continued.
10—D, 2,
39
_ T3 13 ¥, o a 2 tu 2 cc |«« a .2®® « Description. ClafB. § § f I § a g a ■ 'S £ a S3 "S a ® 10 -2 * '. "3 o-§« .2 g-S« ® -3 .2 o W S5g O SB| tS 21 P* H Wagons. Horse-boxes .. .. .. .. .. G .. 140 1 116 .. 1 4 262 Cattle .. .. .. .. .. H .. S79 4 263 4 5 4 659 Sheep .. .. .. .. .. .. J .. 1,010 40 927 .. 10 40 " 2,027 Covered goods .. .. .. .. .. K 1 338 2 406 5 6 3 761 Sleeping-vans .. .. .. .. .. K .. 25 .. 47 1 I 74 High sides .. .. .. .. L 4 5,342 47 5,022 17 103 174 10,709 LA 2,314 .. 2.382 .. .... 4,696 Wharf .. .. .. .. Lb 13 ...... 13 Low sides .. .. .. .. .. M j 12 516 40 940 24 14 21 1,567 ,, steel .. .. .. .. .. Ma .. 148 12 .. .. .. .. 160 Work-train .. .. .. .. .. Mb .. 86 .. 28 .. .. .. 114 Timber .. .. .. .. .. .. N 40 177 .. 196 65 8 j .. 486 Iron hopper .. ,. .. .. .. O .. 21 .. ! 21 „ for ballast .. .. . . . . Ob .. 28 .. .. 28 Platform ooal .. .. .. .. .. P .. 228 .. .. 228 Movable hopper .. .. .. .. .. Q .. .. .. 495 673 .. .. 1,168 Frozen meat .. .. .. .. .. W .. 286 10 95 . . 15 .. 406 Cool, insulated .. .. .. .. .. X .. 179 .. 32 211 „ ventilated .. .. .. .. .. Xa 1 161 .. 148 .. .. 7 317 „ „ .. .. .. .. .. XB .. 99 .. 56 155 Work-train hopper .. .. .. .. Y .. .. .. 11 11 YB 211 152 363 High side, bogie .. .. .. .. .. R 2 223 .. 84 309 „ .. .. .. Eb 70 21 91 „ .... .. .. • • • • Rd .. 61 .. .. 61 „ .. .. .. .. .. RN 34 34 Sheep, bogie .. .. .. .. .. S .. 68 .. 52 120 Cattle, „ .. .. .. .. T 49 26 75 Platform, „ .. .. .. .. .. I U .. 236 40 135 4 j 4 6 425 Gas-storeholders, bogie .. .. .. .. ; Ua .. 11 .. 7 18 Platform, „ .. .. .. .. Ub . . 134 .. 219 353 Horse-boxes, „ .. .. .. Ua . . 32 .. 29 61 Frozen meat, „ .. .. .. .. V .. 47 12 75 134 .. Vb 124 60 184 Covered goods, ,, .. .. .. .. Z .. 61 .. 40 .. j .. 101 „ „ .. .. .. Zp .. 43 68 - - • m Totals .. .. .. .. .. .. 60 12,881 208 12,145 793 167 259 26,513 Tarpaulins .. .. .. .. .. 24 9,874 115 11,345 52 175 290 21,875
D— 2.
STATEMENT No. 30. Statement of Locomotive Stock for the Year ended 31st March, 1927.
40
Ovlinflfir Couplet! Truck g § g « « uynnaer. wheels. Wheels. .2 a> 2 j | « to 2 ! cn a-fl Type- 3 j3§ 6 I "g§ a: s I d S Dia- Dia- Wn Dia " *3 o-§£i .2 ® *3 1 o n O meter. ' meter. ' meter. t!3 J co4j £ Eh In. In. Ft. in. In. A Tender (4-cyl. balanced com- 12 &19 22 6 4 6 6 30J .. 50 .. 7 ...... 57 pound), (17 superheated) Aa Tender (superheated) .. 18 24 6 4 1 6 30J .. 10 .. .. 10 Ab „ „ .. 17 26 6 4 6 {4 3o|} •' 87 " 54 141 AB „ (409) „ .. 17 26 6 4 6 6 304 1 1 B „ (3 superheated) .. 16 22 8 3 64 4 304 .. . . .. 8 8 Ba „ (superheated) .. 16 22 8 3 6| 4 264 .. .. .. 10 10 Bb „ (superheated) .. 17 22 8 3 6J 4 26| .. 30 30 F Tank .. .. .. : 10£ 18 6 3 o| .. .. 2 23 .. 41 6 1 .. 72 Fa „ .. .. ..12 18 6 3 of 2 24 .. 7 1 3 2 3 2 18 H „ (Fell) .. .. 14 16 4 2 8 2 304 .. 6 6 J Tender .. .. .. 14 20 6 3 6J 2 24| .. 14 .. 13 27 K „ .. .. .. 12 20 4 4 1| 4 30J 2 2 L Tank .. .. .. 12 18 4 3 6J 6 2#| .. 4 .. 1 5 La „ .. .. .. 12 18 4 3 9 4 264 1 1 M „ .. .. .. 13 20 4 3 6J 6 28£ .. 2 2 N Tender .. .. .. 15 20 6 4 l| 4 28J .. 5 5 N „ .. .. .. 15 20 6 4 lj 4 30| 2 2 Na „ (compound) .. 10 &17 20 6 4 1 4 30| .. 2 2 Nc „ „ .. 10&17 20 6 4 1 4 30J .. 2 2 :>a „ „ .. 11&18 20 8 3 7 2 30£ .. I 1 Ob „ .. .. .. 16 20 8 3 7 2 304 .. 2 2 Oc „ (compound) .. 1J &18 20 8 3 7 2 30| .. 1 1 P „ .. .. .. 15 20 8 3 5 2 264 4 4 Q „ (2 superheated) .. 16 22 6 4 1J j £ j •• ® •• 7 13 R Single Fairlie .. .. 12J 16 6 3 0| 4 364 .. 1 .. 7 8 T Tender .. .. .. 15 18 8 3 0J 2 24§ .. I .. 3 4 U „ (superheated) .. 16 20 6 4 6 4 304 .. .. .. 9 9 Qa ,, (2 superheated) .. 16 20 6 4 1J 4 30£ .. .. .. 6 6 Ub „ (3 superheated) .. 16 20 6 4 1J 4 264 .. .. .. 20 20 Ub „ (1 superheated) .. 16 22 6 4 ]| 4 30J .. .. .. 2 2 Uo „ .. .. .. 16 22 6 4 l| 4 30| 10 10 UD „ .. .. .. 164 22 6 4 10 4 28 .. 2 2 V „ .. .. .. 15 20 6 4 1J 4 264 6 6 W Tank .. .. .. 14 20 6 3 oj 4 26J 2 2 Wa „ .. .. .. 14 20 6 3 3j 4 28J .. 2 6 3 11 Wa „ (converted) .. 14 20 6 3 G£ 4 24f .. 3 .. 1 4 Wab „ (superheated) .. 17 26 6 4 6 j } .. 6 .. S 14 Wb „ .. .. .. 14 20 6 3 3| 4 25 .. 6 .. .. 6 .... 12 Wd „ .. .. .. 14 20 6 3 3f 6 25 .. 11 .. 7 18 We „ (1 superheated) .. 16 22 6 3 6| 8 304 .. .. .. 2 2 Wf .. .. ..14 22 6 3 9 6 30} .. 14 .. 17 .. 3 4 38 Wo „ (8 superheated) .. 14 22 6 3 9 8 264 • • 20 20 WH „ .. .. .. 12 18 6 3 1 4 24J .. 1 1 WJ „ 17 20 8 3 7 | I |°| } .. 1 1 Ws „ (superheated) .. 17 26 6 4 6 j j " Ww „ „ 154 22 6 3 9 8 264 .. 48 2 50 X Tender (4-cyl. balanced com- 134 & I 22 S 3 9 I I 18 18 pound) 22 I ( 4 264 J Electric .. .. .. .. .. 8 3 8| .. .. 5 5 Battery .. .. .. • • .. 8 3 llj .. . . 1 1 Totals .. 2 398 7 265 13 7 6 698
41
D.—2.
STATEMENT NO. 31. Performances of Locomotives for the Year ended 31st March, 1927.
® Engine-mileage. Quantity of Stores. Cost. Cost per Engine-mile, in Pence. o '5b | S Details. Running. Repairs. Running. Repairs. Running. | Type. - iypeu Shunting, i m ® Tr«in Work Total Wages Total. Wages Total, j .2 j 3 ' fl „/SrV e train. Coal. Oil. and Stores. Fuel. Wages. and Stores. Fuel. Wages. " g ceCeo'us. Material. Material. KAIHU SECTION. " * i i I I I ' Cwt. Qt. £ £ £ £ £ I" .. .. .. 2 17,668 5,459 .. 23,127 4,675 | 569 433 34 562 819 1,848 4-49 0-35 5-83 8-51 19-18 314 P. Betterments and depreciation .. .. .. .. .. .. .. .. .. .. .. 117 .. .. .. .. 1-21 Water charges .. .... .. .. .. .. .. .. .. .. .. .. 9 .. .. .. .. 0-09 General charges .. .. .. .. .. .. .. .. .. .. .. .. .. 100 .. .. .. .. 1-04 Totals .. .. .. 17,668 5,459 .. 23,127 .. .. .. .. .. .. 2,074 j .. 21-52 GISBORNE SECTION. - _ . . . . . ; Cwt. 1 Qt. Fa .. .. .. 1 .. .. .. .. 1 .. .. 19 .. .. 1 20 I .. ! .. I .. ! .. Fa. Wa .. .. .. 6 84,961 15,115 3 100,079 38,027 3,466 2,843 182 j 6,538 3,252 12,815 6-82 0-44 15-68 7-80 30-74 949 Wa. Totals .. .. 7 84,961 15,115 3 100,079 38,027 3,466 2,862 182 ] 6,538 3,253 12,835 6-86 0-44 15-68 7-80 30-78 949 Betterments and depreciation .. .. • • • - • • .. .. .. j * * I t>89 .. .. .. .. 1-65 j j Water charges .. .. .. .. .. .. .. .. .. .. .. ; .. .. 142 .. .. .. .. 0*34 General charges .. .. .. .. .. .. .. i .. .. .. j .. i 991 .. .. .. .. i 2-38 j ■ ! 1 Totals .. .. .. 84,961 15,115 3 100,079 .. .. .. i .. 14,657 .. .. .. -. 35-15 ! ; j i L i i i ! i ! i
D.—2.
42
STATEMENT NO. 31-continued. Performance of Locomotives for the Year ended 31st March, 1927-continued.
® Engine-mileage. Quantity of Stores. Cost. Cost per Engine-mile, in Pence. 'Sc — j — . Details. Running. Repairs. Running. Repairs. Running. g m Type. -2 Type. u Shunting, ;— — 2 m ■ Work Total Wages Total. Wages Total. .5 3 train. Coal. Oil. and Stores. Fuel. Wages. and Stores.! Fuel. Wages. 3 and Mis- Material. Material. s £ cellaneous. I Q NORTH ISLAND MAIN LINE AND BRANCHES. Cwt. Qt. £ £ £ £ ! £ A! .. .. .. 50 959.479 222.691 16,832 1,199.002 594,126 47,612 : 36,777 2,454 65,118 39,342 143,691 7-36 0-49 13-04 7-87 28-76 10,532 A. AA .. .. .. 10 195.790 45,105 953 241,848 122.687 8,361 | 11,998 443 13,857 6,969. 33,267 11-91 0-44 13-74 6-92 33-01 1,936 Aa. Ab .. .. .. 87 2,579.152 411.791 1,631 2,992,574 1,376,104 95,051 46,384 4,828 153,237 79,878: 284,327 3-72 0-39 ; 12-28 6-41 22-80 21,894 AB. Bb .. .. .. 30 561,830 181,723 I 10,131 753,684 410,254 I 28.112 26,984 1,468 46,902 26,762 i 101,116 8-59 0-47 14-94 8-20 32-20 6,786 Bb. Be .. .. .. 1 . . 1 .. 1 160 i 17 . . 18 7 j 42 .. .... .. .. 1 Be, F .. .. ..23 5,170 133,314 12,553 151,037 48,098! 4,523 3,755 271 4,641 8,649 17,316 5-97 0-43 7-37 13-75 27-52 ! 2,896 . F. Fa .. .. .. 7 1,232 74,830 j 78 76,140 31,421 2,702 1,493 148 2,887 4,442 ! 8,970 4-70 0-47 9-10 14-00 28-27 1,168 Fa. H .. .. .. 6 13,268 30,576 201 44,045 50,082 2,468 6,990 156 5,793 4,441 17,380 38-09 ; 0-85 31-56 24-20 94-70 1,193 H. J.. .. .. .. 14 277 231,561 87 231,925 108,160 8,500 8,107 486 11,620 14,030 34,243 8-39 0-50 12-02 14-53 35-44 2,869 .J. L .. .. .. 4 10,478 16,355 . 3,946 30,779 10,346 860 1,658 49 1,069 1,519 4,295 12-93 0-38 8-34 11-84 33-49 587 L. M .. .. .. 2 15.743 20,430 57 36.230 12,769 1.095 392 56 1,469 1,637 3,554 2-60 0-37 9-73 10-84 23-54 533 M. N .. .. .. 4 8,964 43,368 1,615 53,947 24,917 1,827 1,180 105 2,636 2,801 6,722 5-25 0-47 11-73 12-45 29-90 610 N. N (compound) .. .. 1 •• •• •• •• •• 4 .. .. 1 5 .. .. .. ..N (compound). NA .. .. .. 2 10,641 5,276 404 16,321 8,049 653 336 35 925 568 1,864 4-94 0-51 13-61 8-35 27-41 222 Na. No .. .. .. 2 13,638 8,122 9 21,769 10,251 781 783 41 1,184 888 2,896 8-63 0-45 13-06 9-79 31-93 249 Nc. Oa .. .. .. 1 5,924 8,063 4,141' 18,128 9,987 652 114 35 932 895 1,976 1-51 0-46 12-34 11-85 26-16 232 Oa. Ob .. .. .. I 2 26,475 6,452 5,154 38,081 19,877 1.344 501 67 2,287 1,188 4,043 3-16 0-42 14-41 7-49 ' 25-48 403 Ob. Oc .. .. .. 1 13,601 4,380 .. 17,981 , 9,810 691 654 34 1,127 605 2,420 8-73 0-45 15-04 8-08 32-30 166 Oc. Q .. .. .. 6 110,442 28,789 13,369 152.600 85,070 5,499 4,380 287 9,389 1 5,442 19,498 6-89 0-45 14-77 8-56 30-67 1,395 Q. R .. .. ..1 15 648 663 254 19 434* 1 27 29 491 157-11 0-36 9-77 10-50 177-74 13 R. S 1 •• .. .. .. .. .. 11 .. .. 11 S. T .. .. .. 1 .. 14.039 .. 14,039 9,666 559 910 30 925 863 2,728 15-57 0-51 15-81 14-75 46-64 194 T. Ud .. .. .. 2 11,991 21,230 3,270 36,491 17,482 1.441 1.069 77 1,940 1.713 4,799 7-03 i 0-51 12-75 11-27 31-56 450 UD. Wa .. .. .. 2 15,960 16.453 2,031 34,444 13,371 1.005 425 59 1,531 1,566 3,581 2-96 ! 0-41 10-67 10-91 24-95 428 WA. Wa (converted) .. .. 3 13,836 35,964 3,679 53,479 20,399 1,902 2,415 99 2,255 2,621 7,390 10-84 | 0-44 10-12 11-76 33-16 588 Wa (converted). Wab .. .. .. 6 84.207 12.253 164 96,624 50,071 3,925 2,564 180 5,772 2,548 11.064 6-37 0-45 14-33 6-33 27-48 921 War. WB .. .. .. 6 72,578 36,196 12,004 120,778 70,101 4,293 1,063 221 4,423 4,578 10,285 2-11 0-44 8-79 9-10 20-44 1,316 Wb. Wd .. .. .. | 11 51,765 115,896 16,401 184,062 « 100,449 6,568 11,593 351 9,511 8,972 30,427 15-11 j 0-46 12-40 11-70 39-67 2,217 Wd. * Includes £377 for repairs to R 211 prior to being sold.
43
D.—2
STATEMENT NO. 31-continued. Performences of Locomotives for the Year ended 31st March, 1927-continued.
® Engine-mileage. Quantity of Stores. Cost. Cost per Engine-mile, in Pence. '5: j — H Details. Running. Repairs. Running. Repairs. Running. 3 Type. v ! J-ype-Shunting, -— — x ' ® Train 8, Work Total. Wages Total. Wages TOM. .3 3 ' Mi. train. Coal. Oil. and Stores. Fuel. Wages. and Stores. Fuel. Wages. | Material. Materia.. NORTH ISLAND MAIN LINE AND BRANCHES —continued. Cwt. Qt. £ £ £ £ £ WE .. .. .. 1 533 6,260 .. 6,793 3,686 255 55 16 406 359 836 1-94 0-57 14-35 12-68 29-54 121 We. Wi .. .. ..14 113,414 145,863 12,415 271,692 136,902 9,451 8,890 495 13,393 11,367 34,145 7-85 0-44 11-83 10-04 30-16 3,225 Wr. Wa .. .. .. 20 104,512 229,856 27,944 : 362,312 187,601 13,054 8,066 750 20,262 17,182 46,260 5-34 0-50 13-42- 11-38 30-64 4.393 Wo. Wh .. .. .. 1 5,125 5,308 .. 10,433 3,723 318 745 18 424 446 1,633 17-15 0-41 9-75 10-26 37-57 140 WH. Wj .. .. .. 1 1,086 1,272 , .. 2,358 1,780 , 109 48 9 206 120 383 4-89 0-92 20-96 12-21 38-98 33 WJ. Ws .. .. ..12 256,003 54,738 764 311,505 162,074 10,264 8,801 516 16,935 10,840 37,092 6-78 0-40 13-05 8-35 28-58 2,491 Ws. Ww .. .. .. 48 778,929 361,442 i 34,858 1,175,229 572,523 40,808 38,177 2,101 63,850 44,481 148,609 7-80 0-43 13-04 9-08 30-35 12,204 Ww. N.. .. .. .. 18 346,417 47,627 ; 5,420 399,464 | 287,483 25,668 12,916 1,190 32,793 13,951 60,850 7-76 0-71 19-71 8-38 36-56 3,578 X. Totals (steam) .. 401 6,388,475 2,577,872 190,111 9,156,458 4,569,733 330,370 250,689 17,076:499,744 320,700 1,088,209 6-57 0-45 13-09 8-41 28-52 85,984 Em 1 .. .. .. 1 13,569 1,348 .. 14,917 1,098 873 238 50 129 433 850 3-83 0-80 2-08 6-97 13-68 124 Rm 1 (steam). Rm 2 .. .. ..1 .. 824 824: 90 32 5 2 10 18 35 1-46 0-58 2-91 5-24 10-19 8 Rm 2 (steam). Rm 5 .. .. 1 .. 46 46 .. .. 15 .. 1 16 78-26 .. .. 5-22 83-48 1 Rm 5 (petrol). Totals (including rail- 404 6,402,044 2,580,090 190,111 9,172,245 4,570,921 331,275 250,947 17,128 499,883 321,152 1,089,110 6-57 0-45 13-08 8-40 28-50 86,117 motors) Betterments and depreciation .. .. .. .. .. .. .. .. .. .. .. 55,055 .. .. .. .. 1-44 Water charges .. .. .. .. .. .. .. .. .. .. .. .. .. 16, 111 . . .. .. .. 0-42 General charges .. .. .. .. .. .. .. .. .. .. .. .. .. 162,388 .. .. 4-25 6,402,044 2,580,090 190,111 9,172,245 ! 1,322,664 34-61 37,913* 112,911f 150,824 21,042} Totals .. .. .. 6,402,044 2,542.177 77,200 9,021,421 .. .. .. .. .. .. 1,301,622 I Note. —One 1, four N", two P, one R, three S, one V, and one small tank written off. Rm 3 stored. Three R sold. Three Wab and three Ws new. One Rm 2, one Rm 4, and one Rm 5 transferred to South Island Main Line and Branches during the year. ♦Mileage run by engines performing shunting services for workshops. f Mileage run by engines performing work-train services for Maintenance Branch "Working-expenses" classifications. J Credits for same.
44
D.—2
STATEMENT NO. 31-continued. Performences of Locomotives for the Year ended 31st March, 1927-continued.
$ Engine-mileage. Quantity of Stores. Cost. Cost per Engine-mile, in Pence. a '5"c — g | H Dut^ ils - Running. Repairs. Running. Repairs. Running. S i TyP6 ' 2 Shunting, j « Assi.-ting, Work Total Wages Total. Wages Total. a Train. '''Sht. train. Coal. Oil. arid Stores. Fuel. Wages. and Stores. Fuel. Wages. " | 3 Mis- | Material. Material. g 55 cellaneous. j w SOUTH ISLAND MAIN LINE AND BRANCHES. Ill i I | | ; | Cwt. Qt. £ £ £ £ £ A .. .. .. 7 j 156,085 19,201 .. 175,286 102,382 7,995 5,508 405 9,543 ! 5,793 21,249 7-54 0-55 13-07 7-93 29-09 1,467 A. AB 409 .. .. .. 1 22,419 3,921 16 26,356 12,730 906 260 50 1,324 699 2,333 2-37 0-46 12-05 6-36 21-24 198 AB 409. Ab .. .. ..54 1,586,516 268,605 5,749 1,860,870 897,119 68,191 46,920 3,298 90,883 53,001 194,102 6-05 0-43 11-71 6-84 25-03 12,831 AB. B .. .. .. 8 124,318 38,331 430 163,079 108,182 7,295, 7,446 379 10,264 6,971 25,060 10-96 0-56 15-10 10-26 36-88 1,793 B. Ba .. .. .. I 10 154,943 57.949 502 213,394 135,712 9,117 1 7,032 463 13,076 8,537 29,108 7-91 0-52 14-71 9-60 32-74 2.104 BA. D .. .. ..1 .. 1.951 .. 1,951 546 52 7 4 32 63 106 0-86 0-49 3-94 7-75 13-04 53 D. F .. .. .. i 41 28,195 549,583 624 578,402 205,929 20,918- 15,917 1,159 18,854 35,062 70,992 6-60 0-48 7-82 14-56 29-46 9,151 F. FA .. .. ..13 31,002 19,688 462 51,152 18,104 1,652 383 94 1,837 2,148 4,462 1-80 0-44 8-62 10-08 j 20-94 742 FA. J.. .. .. ' 13 82,973 127,933 6,717 217,623 93,079 6,904 7,261 382 9,135 11,091 27,869 8-01 0-42 10-07 12-23 30-73 2,979 J. K.. .. .. .. 2 858 1,372 .. 2,230 1,224 62 88 4 114 112 318 9-47 0-43 12-27 12-05 34-22 39 K. L .. .. .. 1 7,269 3,654 36 10,959 3,453 220 1,778 15 365 547 i 2,705 38-94 0-33 7-99 11-98 59-24 172 i L. LA .. .. .. j 1 989 8,058 678 9,725 2,540 364 59 20 271 531 881 1-46 0-49 6-69 13-10 21-74 227 LA. N .. .. .. 2 15,215 27,450 28 42,693 20,906 1,235 592 69 2,190 1,616 4,467 3-33 0-39 12-31 9-08 25-11 464 N. P .. .. ,.i4 12,873 11,264 37,220 61,357 28,718 2,066 1,047 108 2,810 2,510 6,475 4-10 0-42 10-99 9-82 25-33 765 P. Q .. .. .. ! 7 142,083 25,510 46 167,639 96,291 5,911 4,227 296 9,964 5,303 19,790 6-05 0-42 14-27 7-59 28-33 1,487 Q. R .. .. •• 7 12,047 55,524 8,552 76,123 27,555 2,285 1,629 129 2,894 4,540 1 9,192 5-14 0-41 9-12 14-31 28-98 1.308 R. T .. .. .. 3 3,463 38,695 1,357 43,515 23,272 1,916 2,392 107 1,933 i 2,697 7,129 13-19 0-59 10-66' 14-88 39-32 602 T. U .. .. .. 9 199,085 30,667 769 230,521 113,219 7.606 6,113 389 10,692 ! 7,204 24.398 6-36 0-40 11-13 7-51 25-40 2,053 U. Ua .. .. .. 6 147,828 28,891 460 177,179 89,966 5,382 3,692 274 8,438 5,498 17,902 5-00 0-37 11-43 i 7-45 24-25 1,477 Ua. Ub .. .. ..22 443,611 88,825 1,666 534,102 294,121 18,410 24,001 929 29,935 17,561 72,426 10-78 0-42 13-45 7-89 32-54 4,861 Ub. Uc .. .. .. 10: 170,510 48,197 7,842 226,549 118,948 7,938 9,748 402 12,080: 7,792 30,022 10-33 0-43 12-79 8-25 31-80 2,221 Uc. V .. .. .. 6 58,192 13,983 214 72,389 42,054 2,207 780 117 3,662: 2,531 7,090 2-59 0-39 12-14 8-39 23-51 706 V. W .. .. .. 2 ! 17,549 9,748 82 27,379 15,739 1,255 626 69 1,667 1,643 4,005 5-49 0-60 14-62 14-40 35-11 477 W. Wa .. .. .. 3 34,838 15,821 224 50,883 26,222 2,193 1,843 115 2,780 2,388 7,126 8-69 0-54 13-12 11-26 33-61 717 WA. Wa (converted) .. .. 1 11,866 6,192 10 18,068 6,826 657 124 40 705 837 1,706 1-65 0-53 9-36 11-12 22-66 259 Wa (converted). Wab .. .. .. 8 71,270 11,209 172 82,651 42,208 3,113 552 148 3,956 2,668 7,324 1-60 0-43 11-49 7-75 21-27 725 WAB. Wd .. .. .. 7 55,943 53,885 9,467 119,295 61,955 5,376 5,410 276 5,999 5,583 17,268 10-88 0-56 12-07 11-23 j 34-74 1,591 Wd. WE .. .. ..1 9,467 4.010 .. 13,477 8,905 588 2,229 30 910 731 3,900 39-69 0-53 16-21 13-02 69-45 199 WE. Wf .. .. .. 17 275,601 96,618 5,972 378,191 179,499 1 13,590 11,776 708 18,270 14,405 45,159 7-47 0-45 11-60 9-14 28-66 4,292 WF. Ww .. .. .. 2 44,903 13,115 790 58,808 31,068 2,450 497 128 2,961 2,529 6,115 2-03 0-52 12-09 10-32 24-96 613 Ww. Totals (steam) .. 259 3,921,911 1,679,850 90,085 5,691,846 2,808,472 ,207,854 169,937 10,607 277,544 212,591 670,679 7-17 0-45 11-70 8-96 28-28 56,573 Units El .. .. I 1 .. 261 3,488 3,749 7,996 119 491 8 172 165 836 j 31-43 0-51 11-02 10-56 53-52 93 E 1 (elec. battery). E 2-6 .. .. .. I 5 31,590 40,832 120 72,542 1,201,290 1,547 7,220 110 25,761 j 1,452 34,543 23-89 0-36 85-23 4-80 114-28 1,251 E 2-6 (electric).
D.—2
45
STATEMENT NO. 31-continued. Performences of Locomotives for the Year ended 31st March 1927-continued.
© Engine-mileage. Quantity of Stores. Cost. Cost per Engine-mile, in Pence. '5c » i jii i H Running. Repairs. Running. Repairs. Running. g rr„ na Type. *£ -3 -Lype* Shunting, : — ; •S Train A T S i i Sh i f 8 ' Work Total Wages Total. Wage8 Total. .3 3 train. Coal. Oil. and Stores. Fuel. Wages. and Stores. Fuel. Wages, j >, g celt"™. Material. Material. | SOUTH ISLAND MAIN LINE AND BRANCHES —continued. Cwt. Qt. £ £ £ £ £ Bm 2 .. .. .. 1 11,120 702 .. 11,822 1,466 435 325 28 153 450 956 6-60 0-57 3-11 9-13 19-41 158 Rm 2 (steam). Gals. Em 4 .. .. .. 1 5,140 1,249 .. 6,389 374 57 91 3 40 138 272 3-42 0-11 1-50 5-19 10-22 252 Bm 4 (petrol). Em 5 .. .. .. 1 4,560 253 .. 4,813 329 75 95 4 36 106 241 4-74 0-20 1-80 5-28 12-02 164 Rm 5 (petrol). Units Rm 6 .. .. .. 1 29,834 626 .. 30,460 99,186 139 74 7 656 258 995 0-58! 0-06 5-17 2-03 7-84 232 Rm 6 (eleo. battery). Totals (including 269 14,004,155 11,723, 773 93,693 5,821,621 .. 210,226 178,233 10,767 304,362 1215,160 708,522: 7-35 ; 0-44 j 12-55 8-87 29-21 |58, 723 rail-motors, &c.) Betterments and depreciation .. .. .. .. .. .. .. .. .. .. .. 44,097 .. .. .. .. 1-82 .. | Water charges .. .. .. .. .. .. .. .. .. .. .. .. .. 8,814 .. .. .. .. 0-36 General charges .. .. .. .. j .. •• •• •• ! ■■ .. 110,207 1 .. .. .. .. 4-54 4,004,155 jl.723, 773 I 93,693 |5,821, 621 ! ! 871,640 35-93 | 36,307* 66,050f| 102,357 | 16,180} 1 Totals .. .. .. 4,004,155 11,687,466 27,643(5,719,264 .. .. .. , .. .. .. i 855,460 .. .. .. .. .. i I i I I I j i ! 1 i ! Note. —One J, three K, one N, two P, and two V written off. Four Ab, eight Wab, and one RM 6 new. One KM 2, one Rm 4, and one Km 5 transferred from North Island Main Line and Branches. A 88 converted to car during the year. * Mileage run by engines performing shunting services for workshops. j Mileage run by engines performing work-train services for Maintenance and Signals " Working-expenses " classifications. J Credits for same, WESTPORT SECTION. . _ : ; | - . - ■ -j j Cwt. Qt. £ £ £ £ £ F .. .. .. 5 2,983 24,848 2,158 29,989 8,824 1,282 385 74 594 1,833 2,886 3-08 0-59 4-75 14-68 23-10 529 F. Fa .. .. .. 2 4,102 23,660 240 28,002 10,862 1,045 929 61 735 1,552 3,277 7-96 0-52 6-30 13-31 28-09 355 FA. We .. .. .. 6 88,224 33,509 676 122,409 72,217 5,025 3,510 285 4,931 4,700. 13,426 6-88 0-56 9-66 9-22 26-32 1,452 WB. Totals .. .. 13 95,309 82,017 ! 3,074 180,400 91,903 7,352 4,824 420 6,260 8,085 19,589 6-42 0-56 8-33 10-75 26-06 2,336 Betterments and depreciation .. .. .. .. .. .. .. .. .. .. .. 1,425 .. .. .. .. 1-90 Water charges .. .. .. . . . . .. .. .. .... . . .. .. 293 .. .. .. .. 0-39 General charges .. .. .. .. .. .. .. .. .... .. .. .. 3,860 .. .. .. .. 5-13 95,309 82,017 3,074 180,400 25,167 33-48 1,297* 3,008t 4,305 553} Totals .. .. .. 95,309 80,720 66 176,095 .. .. .. .. .. .. 24,614 .. I | ♦Mileage run by engines performing shunting services for workshops. f Mileage run by engines performing work-train services for Maintenance " Working-expenses" classifications. J Credits for same.
D.—2
46
STATEMENT NO. 31-continued. Performences of Locomotives for the Year ended 31st March, 1927-continued.
© Engine-mileage. Quantity of Stores. Cost. Cost per Engine-mile, in Pence. £3 tjc — . j H Detnils. Running. Repairs. Running. Repairs. Running. °s Type. "g S l yv Shunting, — % Train A Work Total Wages Total. Wages Total. .3 a train. Coal. Oil. and Stores. Fuel. Wages. and Stores. Fuel. Wages. " g cellancous. Ma.zerM. * NELSON SECTION. i i i i i i i i i i i i i ~~i i Cwt. Qt. £ £ £ £ £ F .. .. 1 59 550 .. 609 185 25 11 1 23 39 74 4-33 0-39 9 06 15-38 29-16 I 17 F. EA .. .. .. 3 18,170 11,224 221 29,615 9,792 970 1,198 54 1,222 1,114 3,588 9-71 0-44 9-90 9-03 29-08 485 PA. ffr .. .. .. ; 3 53,249 7,421 271 ! 60,941 23,843 1,971 1,628 108 2,918 1,750 6,404 : 6 41 0-43 11-49 6-89 25-22 689 Wf. Totals .. .. 7 71,478 19,195 492 91,165 33,820 2,966 2,837 163 4,163 2,903 10,066 7-47 0-43 10-96 7-64 26-50 1,191 Betterments and depreciation .. .. .. .. .. .. .. .. .. .. .. 435 ! .. .. .. .. 1-15 Water charges .. .... . . .. .. . . .. .. .. .. . . .. 140 j .. .. .. .. 0-37 General charges .. .. .. .. .. .. .. .. .. .. .. .. ... 1,806 ! .. .. .. .. 4-75 I 71,478 19,195 492 | 91,165 12,447 ' 32-77 .... 38* 38 5f Totals .. .. .. ! 71,478 19,195 454 91,127 .. .. .. .. .. .. 12,442 * Mileage run by engines performing work-train services for Maintenance " Working-expenses " classifications. t Credits for same. PICTON SECTION. I / " j " " i ~ ! j j Cwt. Qt. £ £ £ £ £ FA .. .. .. 2 10,862 11,416 63 22,341 8,942 746 269 41 1,057 1,041 2,408 2-89 0-44 11-36 11-18 25-87 411 Fa. Wf .. .. .. 4 37,387 21,288 785 59,460 25,415 1,825 2,431 90 3,010 2,524 8,055 9-81 0-36 12-15 10-19 32-51 754 WF. ! I ! Totals .. .. 6 I 48,249 32,704 848 81,801 34,357 2,571 2,700 131 4,067 3,565 10,463 7-92 0-38 11-94 10-46 30-70 1,165 Betterments and depreciation .. .. .... .. .. .. .. .. . . .. 468 .. .. .. .. 1-37 Water charges .. .... 1 .. .. .. .. .. .. .. .. .... 57 .. .. .. .. 0*17 General charges .. .. .. .. .. .. .. .. .. .. .. .. .. 1,987 .. .. .. .. 5-83 j 48,249 32,704 848 81,801 12,975 i 38-07 828* 828 106f .. | Totals .. ... .. 48,249 32,704 20 80,973 .. .. .. .. .. .. 12,869 .. | I ; , I | L L_: * Mileage run by engines performing work-train services for Maintenance " Working-expenses " classifications. t Credits for same.
47
D.—2
STATEMENT NO. 31-continued. Summary.
By Authority : W. A. G. Skinner, Government Printer, Wellington.—l 927.
11—D. 2.
Engine-mileage. j Quantity of Stores. Cost. o5 : © .2 Detail. Running. Repairs. Running. d ... _ Section. H I | Section. Shunting, ! „ Jjess ,, Net Total •nv.+oi m Assisting, ! WnT ., lota]. Recoverable Mileage. Wages i 0 * ,o Train. | Light, | ) F k " Mileage. Coal. Oil. and Stores. Fuel. Wages. 3 j and Mis- j Material P cellaneous. ; 5 I I I ALL SECTIONS. , „ . _ Cwt. Qt. £ £ i £ £ £ Kaihu .. .. 2 17,668 5,459 .. 23,127 23,127 4,675 569 433 34 562 819 1,848 Kaihu. Gisborne .. .. 7 84,961 15,115 3 100,079 .. 100.079 38,027 3,466 2,862 182 6.538 3,253 |12,835 Gisborne. N.I.M.L. and branches .. 404 6,402,044 2,580,090 190,111 9.172,245 150,824 9,021,421 4,570,921 331,275 250,947 17,128 499,883 321,152 1,089,110 N.I.M.L. and branches. S.I.M.L. and branches .. 269 4,004,155 1,723,773 93,693 5,821,621 102,357 5,719,264 2,809,938 210,226 178,233 10,767 304,362* 215, 160 708,522 S.I.M.L. and branches. Westport .. .. 13 95,309 82,017 3,074 180,400 4,305 176,095 91,903 7,352 4,824 420 6,260 8,085 |19,589 Westport. Nelson .. .. 7 71,478 19,195 492 91.165 38 91,127 33,820 2,966 2,837 163 4,163 2,903 10,066 Nelson. Picton .. .. 6 48,249 32,704 848 81,801 828 80,973 34,357 2,571 ; 2,700 131 4,067 3,565 10,463 Picton. Totals .. .. 70810,723,864 4,458,353 288,221 15,470,438 258.352 15,212,086 7.583,641 558.425 1442,836 28,825 825,835* j 554,937 1,852,433 I i __J 1 Cost per Engine-mile in Pence. p » a o a S>" a § . & _ ip j. ag „ s Repairs. Burning. ag <E '~t f » | g 1 Section. ' |i | I S!&| |I l| c°oS' £* %% & Si" Secti °»- Wages Total. g-g g &S . . °.S J Mater- Stores ' Fuel - Wa « es ' s't | I 31 .§ H ials. | p. £ | | SSI J&S SS.S 1 £ £ ' £ £ £ £ Kaihu.. .. .. 4-49 0-35 5-83 8-51 19-18 117 9 100 1-21 0-09 1-04 2,074 21-52 .. 2,074 314 Kaihu. Gisborne .. .. 6-86 0-44 15-68 7-80 30-78 689 142 991 1-65 0-34 2-38 14,657 35-15 .. 14,657 949 Gisborne. N.I.M.L. and branches .. 6-57 0-45 13-08 8-40 28-50 55,055 16,111 162,388 1-44 0-42 4-25 1,322,664 34-61 21,042 1,301,622 86,117 N.I.M.L. and branches. S.I.M.L. and branches .. 7-35 0-44 12-55 8-87 29-21 44,097 8,814 110,207 1-82 0-36 4-54 871,640 35-93 16,180 855,460 58,723 S.I.M.L. and branches. Westport .. .. 6-42 0-56 8-33 10-75 26-06 1,425 293 3,860 1-90 0-39 5-13 25,167 33-48 553 24,614 2,336 Westport. Nelson .. .. 7-47 0-43 10-96 7-64 26-50 435 140 1,806 1-15 0-37 4-75 12,447 32-77 5 12,442 1,191 Nelson. Picton .. .. 7-92 0-38 11-94 10-46 30-70 468. 57 1,987 1-37 0-17 5-83 12,975 38-07 106 12,869 1,165 Picton. » ; ; ; 1 ! Totals .. .. 6-87 0-45 12-81 8-61 28-74 il02, 286 1 25,566 281,339 1-59 0-40 4-36 2,261,624 35-09 37,886 2,223,738 150,795 • I 1 i I . 1 ! i i : I i i ; * Includes cost of 703 gallons benzine and 1,308,472 units electric current.
D.—2.
Revenue and Expenditure, Year ended 31st March, 1927.
D.—2
Revenue and Expenditure, Year ended 31st March, 1926
D —2.
N.Z.R. WORKSHOPRE-ORGANISATION SUMMARY CHART.
D.—2,
NEW ZEALAND GOVERNMENT RAILWAYS.
D.-2.
D.-2. I
NEW ZEALAND GOVERNMENT RAILWAYS. Number of Engines and Tractive Power. Number of Carriages and Seating-accommodation. Number of Wagons and Carrying-capacity in use from 1917 to 1927.
Percentage of Increase, 1917-1927 Engines 14-99 per cent. Tractive Power 35-53 per cent.
Percentage of Increase, 1917-1927 Carriages 8-78 per cent. Seating-accom modation 8-37 per cent.
Percentage of Increase, 1917-1927 Wagons 20-84 per cent. Carrying - capacity 29-81 per cent.
D-2
AUCKLAND LAYOUT OF NEW PASSENGER STATION
D.—2.
D.—2
NEW AUCKLAND RAILWAY STATION
J). -2
VISIT OF THEIR ROYAL HIGHNESSES THE DUKE AND DUCHESS OF YORK.
Special Car constructed for Use of Royal Party in North Island. Car contains Royal bedroom and bathroom, sleeping-compartments and bathroom for lady- and gentleman-in-waiting, and lounge.
[i'\ G. Barter, photo.
Special Car constructed for Conveyance of Royal Party in South Island. Car contains lounge, office, sleeping-compartment, kitchen, and bathroom.
[Steffano Webb, photo.
North Island Royal Car: Royal Bedroom.
D.-2.
VISIT OF THEIR ROYAL HIGHNESSES THE DUKE AND DUCHESS OF YORK.
North Island Royal Car: Royal Lounge.
D.—2.
VISIT OF THEIR ROYAL HIGHNESSES THE DUKE AND DUCHESS OF YORK.
South Island Royal Car: Observation End.
[Steffano Webb, photo.
South Island Royal Car: Lounge Compartment.
D.—2
Motor-tractor provided for Shunting at Feilding.
Petrol-distribution Wagon constructed in Department's Workshops for Vacuum Oil Company Proprietary, Ltd.
Petrol-distribution Wagon constructed in Department's Workshops for British Imperial Oil Company (N.Z.), Ltd.
D.-2.
WAITETI VIADUCT STRENGTHEiNING, 1927.
Second-span Girder ready to lower.
Steel Girder suspended while Rails, Sleepers, Etc., are removed prior to lowering Girder into Permanent Position.
D.—2.
Two Views from the Air of New "Hump" Shunting-yard at Middleton.
D.—2.
Portion of Hutt Valley Workers' Settlement.
Portion of Hutt Valley Workers' Settlement.
1).—2.
Official Opening of Hutt Valley Railway, 26th May, 1927.
Section of Hutt Deviation Railway showing Overhead Bridge. (Level-crossing menace is obviated on this deviation by construction of overbridge.)
r>-2
HUTT VALLEY DEVELOPMENT SCHEME.
D—2
MAP OF NEW ZEALAND, SHOWING RAILWAY AND STEAMER ROUTES, AND ROAD CONNECTIONS.
Permanent link to this item
https://paperspast.natlib.govt.nz/parliamentary/AJHR1927-I.2.2.3.2/1
Bibliographic details
RAILWAYS STATEMENT BY THE MINISTER OF RAILWAYS, THE RIGHT HON. J. G. COATES., Appendix to the Journals of the House of Representatives, 1927 Session I, D-02
Word Count
56,855RAILWAYS STATEMENT BY THE MINISTER OF RAILWAYS, THE RIGHT HON. J. G. COATES. Appendix to the Journals of the House of Representatives, 1927 Session I, D-02
Using This Item
No known copyright (New Zealand)
To the best of the National Library of New Zealand’s knowledge, under New Zealand law, there is no copyright in this item in New Zealand.
You can copy this item, share it, and post it on a blog or website. It can be modified, remixed and built upon. It can be used commercially. If reproducing this item, it is helpful to include the source.
For further information please refer to the Copyright guide.
Log in