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1929. NEW ZEALAND.
RAILWAYS STATEMENT BY THE MINISTER OF RAILWAYS, THE HON. W. B. TAVERNER.
Mr. Speaker,— In presenting the Railways Statement for the year ended 31st March, 1929. I have the honour to report that the gross income from all sources was £8,747,975, an increase of £223,437 on that of the previous year, whilst the expenditure was £6,849,383, an increase of £164,260. The net earnings were £1,898,592, as compared with £1,839,415, an improvement of £59,177 on the results in the previous year. On the 31st March, 1929, the capital invested in the lines open for traffic, including the steamers and plant on Lake Wakatipu and other subsidiary services, was £56,568,598, an increase of £5,381,222 on the capital account for the previous year. The increase in capital comprises £3,464,578 construction charges on 107 miles of new lines taken over from the Public Works Department during the year, £368,886 expended on new works and charged against capital account under "Additions to open lines," and £1,547,758 expended under the Railways Improvement Authorization Act, 1914, on works such as new workshops and the Westfield and Tawa Plat Deviations. Included in the gross income is the sum of £498,937 credited in respect of developmental lines, a sum £9,369 higher than the amount received under the same heading for the previous year. A sum of £655,986 was charged against revenue for depreciation and provision for renewals, and the amount expended from this fund was £258,836 for assets written off or renewals effected during the year. The accumulated credit balance in this fund at the 31st March, 1929, was £1,328,020, an increase of £397,150 over the balance at the 31st March, 1928. Interest charges amounted to £2,331,335, as compared with £2,130,867 in the previous year, an increase of £200,468. The deficit on account of revenue and expenditure on the year's working was £432,743, as compared with £291,452 for the previous year, an increase of £141,291; and this increase is principally due to the unprofitable nature of the new lines taken over during the year, the revenue from which was insufficient to pay workingexpenses, thus leaving no margin for interest charges. The revenue from passenger traffic totalled £2,124,746, as compared with £2,145,296 in the previous year, a decrease of £20,550, or 0'96 per cent. While these figures are more satisfactory than those for the previous year, when the decrease was £158,884, the fact must not be overlooked that the decrease in ordinary passenger traffic still continues. Por the year under review the revenue from ordinary passenger traffic decreased by £148,476, but owing to the fact that Good Friday fell on the 29th March, 1929, as compared with the Bth April, 1928, the bookings for 1929 include the major part of two Easter holidays, and the heavy decrease in ordinary bookings is partially balanced by the increase in the holiday excursion issues.
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It is satisfactory to note that the efforts of the Department in catering for week-end and picnic traffic and special events have resulted in an increase of £14,992 in the revenue from passengers carried at reduced fares. Freight revenue totalled £4,846,125, an increase of £165,990, or 3"55 per cent., as compared with the figures for the previous year. The principal increases were in grain, butter, cheese, wool, agricultural lime, soft coal, road metal, benzine, and artificial manures. The live-stock traffic totalled 10,319,768 head, an increase of 560,311 as compared with the previous year. The gross expenditure was £6,849,383, as compared with £6,685,123 in 1928, an increase of £164,260. The principal increases were in maintenance of rolling-stock (£43,439) and traffic transportation (£65,506). The increase in the former item is due to the greater provision necessary for renewals and overhead expenses in respect to the workshops reorganization, while the larger expenditure on the traffic side is due chiefly to the expense incurred in working the additional mileage taken over during the past year and the cost of providing additional services such as the night expresses in the South Island. Immediately on my assuming office I took the opportunity of making myself personally acquainted with so much of the railway system as circumstances permitted. In the course of my tour I received many representations regarding a variety of matters affecting the Department's operations —a large proportion of these had reference to improvements that were desired. So far as these requests involved the undertaking of new works, I found myself considerably restricted in meeting the requests by financial considerations. The very large commitments in which the Department was involved to carry out the extensive works that are now in hand and must be carried to completion absorbed practically the whole of the available finance. I deal more particularly with the works in hand in another portion of this present Statement. I have also given very careful consideration to the question of the financial position of the Department. Dealing with the position of the railways from an historical point of view, we start from the point that the railways, in the first place, were undoubtedly constructed as a developmental institution rather than as a profit-making institution. Indeed, it is scarcely possible to conceive that much of the mileage of the present railway system, even of the main lines, would have been constructed at all if at the time when their construction was decided upon the question as to whether they should be gone on with or not had been decided on a profit-making basis. As the years have gone on this policy has been continued. Nor has it been confined to construction only; it has extended also to operations, and many services and tariff concessions have been given in the past on the basis of the developmental aspect of the railway policy. It is, I think, absolutely essential to a proper interpretation of the railway accounts that we should keep these facts clearly in our mind. More especially do I think it timely to emphasize this fact, as there has undoubtedly grown a tendency to regard the deficit as shown in the annual Statement as a "loss." In the light of the policy as above enunciated this is quite unjustified. It is beyond the possibility of question that the country has reaped very material indirect return from the existence of the railways. This return, however, lias not been reflected in the annual Railways Statements. It is none the less real. The whole question resolves itself into one as to whether the time has arrived when the country is paying through the deficit on account of the railway work too much for the indirect returns that it is getting. At this point a very great difficulty is encountered. It cannot be denied that the railway position in this as in every country in the world has been very adversely affected by the introduction of road-motor transport. If we take the passenger figures alone we find that as compared with pre-war the revenue is down some £600,000. Taking also the natural increase that took place in the Department's passenger revenue prior to the advent of the road motor we could confidently have expected that the passenger revenue alone, but for the
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influence of the road motors, would have approximated to the amount of the present deficit, and the extra revenue would have been earned with comparatively small increase in expenditure. The question therefore arises as to what proportion of the railway deficit should be regarded as properly payable in respect of the developmental work of the railways. This obviously will depend on what the railways can be made to earn in the face of the fact that road-motor transport has now to be accepted as a permanent factor in the transport industry. Before this can be determined it is essential that the respective spheres of railways and road transport should be determined and the fullest possible measure of co-ordination obtained. As matters are at present, it would be impossible to say with any degree of certainty what the railways are worth as a revenue-earning institution. The first step, as it appears to me, clearly is to so regulate the transport industry that the true value of each method of transport can be made clear. The policy of the Government in this connection has already been enunciated in the Budget and need not be here repeated. I desire only to emphasize my firm conviction that the carrying-out of that policy is the first and most essential step in the development of a policy for a solution of the financial problem in regard to railways. WORKSHOPS REORGANIZATION. The position in regard to the carrying-out of the scheme of the reorganization of the workshops is fully set out in the report of the General Manager. As I understand the genesis of this scheme, it arose out of two factors —(1) The unsuitability of the old workshops for the purpose for which they were being used, and (2) the direct financial benefit that was to be obtained from the undertaking of the scheme. With regard to (1), there seems to be no doubt that with the age of the shops —and the fact that they had developed, as was unavoidable, on more or less of a patchwork system as requirements necessitated from time to time —they had arrived at the stage when their operation could not be carried on with a degree of convenience and comfort to the staff that one would wish for. This would in itself raise a question as to the desirability of undertaking some scheme for improving them, but it still remains to be determined whether the particular scheme that was adopted was the one that should have been undertaken. This raises the second question—i.e, the financial results that were expected to accrue from the expenditure that has been undertaken. Estimates on such a matter as that seem to me to hinge very largely on the question of the full utilization of the shops when completed. This in turn will depend on the future requirements of the Department and the ability of the country to provide the finance necessary to enable the various works to be undertaken. Whatever the position in regard to these matters may have been when the scheme was formulated and decided upon, it is undeniable that at present it is obscure. The future expansion of the railways can hardly be as great as it has been in the past, while the pressure of other State activities on public finance will tend to make it more difficult to provide money for the. railways on the same scale as has been done in the last decade. What the actual financial result of the reorganization will be is a matter that lies very much in the future and depends on factors that cannot in present circumstances be determined with any real degree of certainty. One of the salient features of the workshops-reorganization scheme was the centralization of the heavier varieties of work. There seems to be some misunderstanding as to the question to which the work of centralization is being carried. All running repairs and the lighter types of work to rolling-stock will be undertaken at the various centres, much as has been the case hitherto. It is only the heavier repair work that is being centralized. This work requires the provision of up-to-date machinery. This machinery is expensive and requires to be worked to its maximum capacity, in order that the full economies of its installation may be obtained. It would not be economical to duplicate it, as there is not enough work in either Island to keep more than one set of the heavy machinery employed. Another aspect of the question of centralization that I would like to touch on is that of the haulage of rolling-stock that requires to be dealt with at the centralized
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shops. It is not correct to assume that tlie centralization of the heavy repair work will involve the dead haulage of the rolling-stock that will be dealt with at those points. Except in the case of disablement, the rolling-stock will be "worked" to the centralized points. Engines, for example, as and when they come due for overhaul, will have their runs so arranged that they will do work on their way to the shops. The cases of total disablement are a comparative small proportion of the heavy repairs that are carried out, and the amount of dead haulage should not be a very serious matter. It may be added that under any arrangement a certain amount of dead haulage is unavoidable. NEW WORKS. I have paid much attention to the matter of new works which the Department have in hand and which are in contemplation as disclosed by the programmes that have been formulated. All those in hand will, with the exception of the Palmerston North Deviation, be carried to completion. These works are of considerable magnitude, and the sums required to enable them to be carried on have, as far as the present year is concerned, absorbed all the money that could be made available to the Railway Department for the purpose of new works of this character, and this position is likely to continue for at least the next year or two. As far- as Palmerston North Deviation is concerned, an announcement has already been made regarding that work, and I think this may be a convenient place to put on official record the reasons which led to that decision. The broad basis of the decision to undertake the work of the deviation at Palmerston North was the fact that the increase in traffic at and passing through that station had up to the time when the decision was made been such as to indicate that if the increase were maintained the traffic would within a few years outgrow the facilities. Subsequent traffic developments have shown that the increase has not been maintained. This obviously called for a review of the situation, and on going into the whole matter it was found that, due partly to the failure of the traffic to develop as was expected and partly to the recasting of the traffic arrangements, the pressure at Palmerston North had been much relieved, and it was possible to evolve a scheme of improvements on the present site that would enable the work to be carried on there with a reasonable measure of convenience. The cost of these improvements is estimated to be in the vicinity of £33,000; against this we have an estimated cost to complete the deviation and facilities in connection therewith of approximately £725,000. On the basis of cost, therefore, it was quite clear that the completion of the deviation would not be justified unless some other very substantial advantages were definitely in view. Further examination showed that no such advantages could be perceived. On the contrary, there were further material disadvantages associated with the removal of the station from its present to the proposed site. On the new site the station would be removed a considerable distance farther from the business centre*of the town, and, having particular regard to the keen competition from road carriers with which the railways are now faced, such a circumstance could not do other than operate to the disadvantage of the railways. Furthermore, there was no economy in working to be obtained by the change; on the contrary, it is estimated that the new station and yards as designed would involve an increase in the operating expenditure of some 50 per cent. All these facts made an incontestable case in favour of the stoppage of the work and amply justified the Government's decision not to carry on the work in connection with the deviation and to provide the improved facilities on the present site. As regards other works in the programme which have not yet been completed, I desire to say that I propose to review these progressively as time for their commencement approaches. I do not think it wise at the present time to make any final decision as to what might be done some years ahead, principally for the reason that the railway position is in such a state of flux as may make a decision to-day more or less valueless in a few years. The correctness of this position has, I think, been already amply demonstrated. An outstanding example is the case of the
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Palmerston. North. Deviation, as to which, however correct the decision might have been at the time when it was decided to undertake the work, there is not the slightest doubt that the conditions as they exist to-day called for a review of the situation, and justified the Government in its decision to stop the work. For those reasons I do not think that any other course of action can be fittingly adopted under present circumstances than to do as I have already indicated — namely, carry to completion the large works now in hand, and as financial possibilities and other circumstances permit review all other propositions for railwayimprovement. One of the aspects of new works required to be undertaken that I think is important is that of the means of communication. From my own experience in moving about, and from consideration of the great changes that have taken place in the machinery of communication during recent years, I gathered the decided impression that the Department was working at great disadvantage so far as these facilities are concerned. The matter has been specially investigated, and the report shows that it is very necessary for efficiency and will certainly make for material economy if improvements are made in the Department's communication facilities. On the economy side special significance attaches to the system of train-control; a system by which movements of trains on the various sections are controlled from a central office by means of a special telephone system. Train-control is already in operation on certain parts of the railways, and experience has shown that very considerable economy has resulted and much more satisfactory service has been made possible from the point of view of the more expeditious working of the trains. The system of train-control has a special value in New Zealand with our high proportion of single-line working, which calls for a higher standard of organization to reduce delays to trains resulting from initial delay of any particular train. In the allocation of available finance in future I propose to pay special attention to the requirements of the Department's means of communication. For the year now current the sum of £51,000 has been allocated under this heading. TRAIN SERVICES. I have commenced an investigation into the train services with a view to seeing whether improvements might not be possible to ensure better running or improved services. Some adjustments have already been made in the schedules affecting passenger trains in the South Island and on the Rotorua and East Coast Main Trunk lines. The running of the night trains in the South Island has been continued, and has given a large measure of satisfaction, especially to the business community. It will be my policy to develop night-passenger services as far as possible, as I am convinced that this is a field in which the railways should have considerable scope for the development of a traffic that should become both profitable to the Department and increasingly appreciated by the community. ROAD-MOTOR SERVICES. Another matter of growing importance, and one which will come more frequently up for decision in connection with the Department's operations in the future, is that of the working of traffic by the Department through the medium of road vehicles. My own view is that such operations should be decided upon with very great caution. We are by no means in a position to say that the road-motor operations that are now being carried on in the community are on a sound basis, and I feel that any action on the part of the Department in the direction of embarking on roadmotor operations to any great extent requires careful examination as it might have serious results on the Department's financial position. I can quite realize, however, that there may well be cases where the Department could, with advantage to itself and for better service to the community, undertake road-motor work; and when a case is clearly established for sound working on these lines then I think there is no good reason why the Department should not undertake the work.
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I am impelled to make these observations, because there have been suggestions that the Department should not carry on road-motor services. Ido not think that the matter can be carried to the point of absolute prohibition of any such action on the part of the Department; first and foremost the Department is a transport institution and its duty is clearly to give the transport service for which it is provided by the cheapest and most efficient means. Only when a road proposition is definitely ascertained by examination of all the facts to be the cheapest and most efficient means, and not till then, should the Department turn to that form of transport to enable it to carry on its services. MAINTENANCE OF BUILDINGS. As I have moved about the railway system it has been increasingly borne in upon me that the standard of the railway buildings is not up to modern ideas. Many of the buildings are very old, and, though they may be reasonably adequate for the purposes of the business, they are architecturally out of date and liave the effect of giving the railway surroundings a somewhat drab appearance. The great majority of the buildings are constructed of wood, and have done duty in many cases over a very long period of years. Especially with wooden buildings, maintenance costs tend to grow proportionately higher with increasing age, and I think we must look forward in the near future to rising maintenance-costs in respect of our buildings. LYTTELTON TUNNEL ELECTRIFICATION. This important improvement was completed and the length opened for traffic on 14th February, 1929. The total cost of the work was £145,000. While the expenditure is not expected to bring in any substantial increase of revenue, it was undoubtedly justified from the standpoint of comfort and is in accord with the demand for better travel facilities, a demand, it may be mentioned, with which the Department is faced in many other directions. BRANCH LINES. Considerable attention has already been given to investigating the position of the branch lines so as to determine their value as compared with possible alternative forms of transport. As far as the internal working of the Department is concerned, and assuming that the branch lines still remain, consideration of the matter at once raises the question of the more extended use of rail-cars. A committee of executive Officers of the Department, representing every phase of railway operation that may have a bearing on the question, is now undertaking a thorough and systematic examination of the position with a view to the formulation of definite recommendations —-firstly, as to the best method of working the traffic: that is, whether by rail-cars, road services, or trains; and, secondly, in the event of rail-cars being recommended, what is the most useful type for the particular service required in each case. In this latter connection the rapid development that has taken place in recent years in connection with various types of rail-cars, particularly Diesel electric and other similar types, renders it very desirable, more especially in view of the very large issues involved, that we should have first-hand information regarding the most modern types of vehicles and their adaptability to our conditions. To that end I propose to send abroad immediately a competent officer to inquire on the spot into the actual performance of the various kinds of rail-cars on railway systems where they have been adopted. I confidently expect that during the coming year we shall be able to formulate definite proposals. LOCOMOTIVES. The standard of our locomotives has been a matter that has come pointedly under my notice. This has been brought about by some failures of locomotives of a greater or lesser magnitude, in some cases involving disorganization of the passenger service. Investigations made at my request have shown that certain difficulties which appeared unavoidable have had a direct bearing on the question of the efficiency of our locomotives.
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It was inseparable from a change over from the old workshops to the new ones that the work of passing the locomotives through the shops should become somewhat disorganized and fall into arrear. Joined with this fact was the circumstance of a peak pressure of traffic. We had during the concluding portion of the year a record tonnage, and our locomotives were kept continuously employed, considerably restricting the opportunities for running repairs and general overhaul. This conjunction of circumstances is, however, a passing phase, and definite arrangements have now been made for the overhaul of locomotives to be rigorously pursued so that the standard of efficiency of our engines will be fully up to requirements for the next ensuing busy season. A further aspect of the question that has engaged my attention is that of the cleaning of locomotives. The necessity for rigid economy has prevented the same standard of polish being given to engines as was the case in past years. I desire to make it clear, however, that economy in this direction will be confined only to such parts of the cleaning process as do not affect the efficiency of the engines. All moving parts will require to be thoroughly cleaned, and my policy will be to see that there is no sacrifice of efficiency to economy in this connection. While so laying down the policy, however, I would mention that in the matter of the cleaning of the essential parts of the engines we are pursuing investigations with a view to enabling the work to be done more cheaply than has been the case in the past. This will generally take the line of adopting other methods than handcleaning of the engines, and a practical commencement has already been made by the installation at Dunedin of a process of cleaning by means of a steam jet. The results will be carefully watched, and if proved satisfactory and economical the system will be further extended. UTILIZATION OF NEW ZEALAND COAL. The figures supplied in the General Manager's report under the heading of " Coal Supplies" indicate the pleasing fact that the quantity of New Zealand coal utilized during the past year amounted to the unprecedented figure of 356,724 tons representing 84-25 per cent, of the total coal consumed. It will also be noted that whereas in 1925 the total importations from overseas amounted to 313,107 tons, which represented a percentage of 76*84 of the total consumption, this figure dropped in the year under review to 66,675 tons, or a percentage of 15"75. It is very gratifying to be able to record that the Department has been able to utilize the local product in an increasing ratio, thus assisting in the maintenance of one of our great national industries. RENEWAL FUND PROVISION. I desire to record the fact that prior to 1925 the railway accounts did not include a Renewal Fund for the replacement of items of plant which had become obsolete or worn out. A Renewal Fund was established in that year with a contribution from the Revenue Account of £553,891. Up to the end of the financial year 1928-29 a total contribution of £2,397,988 had been made out of revenue. During the same period the fund had been called upon to the extent of £1,069,968 for the purpose for which it was established, leaving a credit of £1,328,020 as at 31st March last. It is necessary to point out that the making of adequate provision for renewals in a system as vast as that of the railways, and one in which such a large amount of capital has been invested in assets, which rightly must be regarded as of a wasting nature, is a matter on which opinions might differ as to what is or is not adequate provision. It is admittedly difficult when any business is conducted at a loss to keep contributions of this nature up to a correct standard. At the same time it is obvious and needs no demonstration that unless that standard of contribution is maintained the ultimate strain upon the revenue of the Department for renewals and replacements must be in an increasing ratio as the years pass.
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The position in this regard is very vividly brought out by the reference made in the General Manager's report under the heading of "Bridges." The Department has over fifty miles of bridges, many of which are now due for renewal or strengthening. This will call for a heavy outlay, and the point that I would emphasize at the present juncture is that the additional financial provision that now has to be made for renewals in consequence of the inadequate provisions made in the past cannot be rightly regarded as loss on present or future working. The country in making up this deficiency is simply paying back something it should not have had in the first place. CONCLUSION. In conclusion, I would like to say that in the time afforded me since assuming office there has not been opportunity for working out a detailed policy in connection with the Department. It will be understood that in consequence of a change in the administration not only in respect to the Ministry, but also in respect to the management, much inquiry was necessary, in order that a sound foundation of data might be obtained for the building-up of a policy for the future. I have in the course of this statement dealt with some of the matters of more immediate moment that we have been able to deal with to a greater or less extent up to the present. Further than that I can but lay down the general lines of my policy, which, stated in the fewest possible words, will be to give the greatest measure of service to the community at the lowest cost that the circumstances will allow. The strictest economy consistent with proper efficiency will be aimed at so far as the internal working of the Department is concerned. As regards its external relationships with other factors in the transport industry, it will be my policy to work to the fullest possible degree in harmony with other forms of transport, constantly endeavouring to give the fullest measure of usefulness to the community out of the transport industry as a whole. The acquaintance which I have already formed with the detailed working of the Department has convinced me that we have a staff able and enthusiastic, imbued with high principles of service and desirous not only of carrying out their daily vocations as a means of livelihood, but also to make the railway service something that will stand to the credit of the Dominion. Before concluding I desire to express my personal appreciation for the invaluable assistance rendered to me by Mr. H. H. Sterling, General Manager, in my endeavour to grasp the intricate details of railway-management. I regard Mr. Sterling as a man of exceptional ability, and one in every way capable of carrying out to successful conclusions the extremely important work in which he has been engaged by the State.
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RESULTS OF WORKING. The following is a statement of the results of working for the past four years
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Year ended 31st March, Particulars. — 1929. 1928. i 1927. : 1926. ; . ' ■■ I I | Total miles open, for traffic .. .. .. 3,287 3,180 3,164 3,138 Average miles open for year .. .. 3,254 3,178 3,157 3,103 Capital cost of opened and unopened lines .. £62,276,214 £58,797,458 £56,028,477 £53,716,455 Capital cost of open lines .. .. .. £56,568,598 £51,187,376 £49,183,916 £47,608,676 Capital cost per mile of open lines .. .. £17,210 £16,097 £15,545 £15,172 Gross earnings .. .. .. .. £8,747,975 £8,524,538 £8,434,654 £8,460,762 Working-expenses .. ... .. .. £6,849,383 £6,685,123 £6,490,880 £6,468,428 NET EARNINGS .. .. .. .. £1,898,592 £1,839,415 £1,943,774 £1,892,334 Interest charges .. .. .. .. £2,331,335 £2,130,867 £2,043,433 £1,913,311 Appropriation for betterments .. .. .. .. .. £58,000 Unappropriated surplus .. .. .. .. .. .. I £21,023 Deficit .. .. .. .. .. £432,743 £291.452 £99,659 percentage" of total workingEXPENSES TO GROSS EARNINGS .. 78-30 78-42 76-95 76-45 PERCENTAGE OF NET EARNINGS TO CAPITAL INVESTED .. .. .. 3-45 3-64 3-99 4-35 Railway operating earnings .. .. .. £7,524,864 £7,343,845 £7,423,472 £7,589,274 Railway operating expenses .. .. .. £6,374,579 £6,302,119 £6,158,283 £6,164,570 NET RAILWAY OPERATING EARNINGS .. £1,150,285 £1,041,726 £1,265,189 £1,424,704 PERCENTAGE OF RAILWAY OPERATING EXPENSES TO EARNINGS .. .. 84-71 85-81 82-96 81-23 Operating earnings per average mile open .. £2,312 £2,310 £2,351 £2,446 Operating expenses per average mile open .. £1,959 £1,983 £1,951 £1,987 NET OPERATING EARNINGS PER AVERAGE MILE OPEN .. .. .. .. £353 £327 £400 £459 d. d. d. d. Operating earnings per train-mile .. .. 162-50 162-62 166-14 176-51 Operating expenses per train-mile .. .. 137-66 139-55 137-82 143*37 NET OPERATING EARNINGS PER TRAINMILE .. .. .. .. .. 24-84 23-07 28-32 33 14 Passengers, ordinary .. .. .. 9,074,993 9,299,157 10,305,065 11,813,480 Season tickets .. .. .. .. 656,169 632,763 585,094 600,292 Total passenger journeys .. .. .. 25,574,843 25,379,665 26,002,137 27,653,414 Goods tonnage .. .. .. .. 7,086,680 6,854,865 6,833,436 6,808,603 Live-stock tonnage .. .. .. .. 535,951 511,897 475,013 447,539 Train-mileage .. .. .. .. 11,113,482 10,838,594 10,723,864 10,319,10? Engine-mileage .. .. .. .. 16,150,146 15,383,051 15,212,086 14,657,039 For the current year I anticipate the revenue will reach £8,800,000, and the expenditure £6,658,579.
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ANNUAL REPORT OF THE GENERAL MANAGER OF THE NEW ZEALAND GOVERNMENT RAILWAYS. The Hon. the Minister of Railways. New Zealand Government Railways, Head Office, Wellington, Sir, — 2nd September, 1929. I have the honour to report on the working of the railways for the financial year 1928-29. On retirement of the members of the Board of Management I entered upon office as General Manager on the Ist June, 1928. Owing, however, to its being found impossible to at once release me from the position then held by me as general manager of the New Zealand Co-operative Dairy Co., Ltd., I was not able to give my full time to the work of the Department until the termination of my period of service with that company on the 30th November of that year. I assumed full control of the Department on the Ist December, 1928. Before dealing in detail with the various branches of railway working 1 purpose reviewing briefly the year's results and commenting upon some of the more important aspects of the Railway Department's activities. FINANCIAL. On the 31st March, 1929, the capital invested in the lines open for traffic, including the steamers and plant on Lake Wakatipu and other subsidiary services, was £56,568,598, as compared with £51,187,376 on the 31st March, 1928, an increase of £5,381,222. This increase in capital includes £3,464,578 construction charges on lines taken over from the Public Works Department during the year, £368,886 expended on new works and charged against Capital Account under "Additions to Open Lines," and £1,547,758 expended under the Railways Improvement Authorization Act, J 914. The financial results for the year under review as compared with the preceding year are as follows :— Year ending Year ending 31st March, 31st March, Increase. 1929. 1928. £ £ £ Gross revenue .. .. .. .. .. .. 8,249,038 8,034,970 214,068 Credit for developmental lines .. .. .. .. 4-98,937 489,568 9,369 Total .. .. .. .. .. 8,747,975 8,524,5.38 223,437 Gross expenditure .. .. .. .. .. 6,849,383 6,685,123 164,260 Interest .. .. .. .. .. .. 2,331,335 2,130,867 200,468 Total .. .. .. . .. 9,180,718 8,815,990 364,728 Deficit .. .. .. .. .. .. £432,743 £291,452 £141,291 The gross receipts for the year, inclusive of the credit for developmental lines, were £8,747,975, as against £8,524,538 for the previous year. The gross earnings, which exclude the credit for developmental lines, were £8,249,038, an increase of £214,068, or 2-66 per cent., on the previous year's figures. The gross expenditure totalled £6,849,383, an increase of £164,260, or 2-46 per cent.., on the figures for the year ending 31st March, 1928. It will be noted that on the figures tabulated above the revenue, excluding the credit in respect of developmental lines, increased by £214,068, equal to 2-66 per cent., while the expenditure increased by £164,260, equal to 2-46 per cent., an improvement in revenue, on these figures of £49,808. In order, however, to get a comparison of this year with the previous year in true perspective it is necessary to make allowance for certain circumstances which arose during the year under review and which have a differentiating effect as between the two years. In other words, in order to make a true comparison for purposes of framing a judgment on the financial results of the Department it is necessary to bring the figures of both years as nearly as possible to the same basis. The first and largest differentiating factor is the new lines that were taken over during the year, and for which credit for loss was not received by the Department. These were the Kirikopuni and East Coast Main Trunk Sections. The operating revenue on the Kirikopuni Section from the time it was taken over until the end of the year was £2,495 ; the expenditure was £7,481. The expenditure on the East Coast Main Trunk Railway was £72,689, while the revenue was £49,678. The total operating expenditure on the two lines was £80,170, and the operating revenue was £52,173. Deducting these figures from the revenue and expenditure as shown in the figures for 1928-29 tabulated above, we find that if these two lines had. not been taken over the expenditure would have shown £6,769,213 and the revenue £8,695,802, giving a net revenue on that basis of £1,926,589, as compared with a net revenue on the same basis last year of £1,839,415, an increase for this year of no less than £87,174. In addition to this, it has to be noted that during the year under review there has been put aside out of revenue for the general renewals and Depreciation Fund and the Insurance Fund no less than £43,680 more than last year, all of which money, of course, was actually earned by the Department as revenue over its operating-expenses. It will be seen, therefore, that if we consider the railways from the point of view of operating revenue and expenditure, the Department has made substantial progress during the year.
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Coming to the non-operating aspect of the figures, we find that the net income was equal to 3-45 per cent, on the capital invested in lines open for tfaffic. The interest charges for the past year totalled £2,331,335, an increase of £200,468 as compared with the figures for the previous year. The sum charged against revenue for depreciation and provision for renewals was £655,986, and the amount expended from the Depreciation and Renewals Fund was £258,836 for assets written off or renewals effected during the year. The accumulated credit balance in this fund at the 31st March, 1929, was £1,328,020, an increase of £397,150 over the balance at the 31st March, 1928. The position in regard to the undermentioned equalization funds is as follows :—
The extension of the railway from Miller's Flat to Roxburgh., which was taken over on the 18th April, 1928, resulted in an increased loss on the total section from Clarkesville to Roxburgh of £10,093. This is included in the credit received on account of developmental lines. No credit was received in respect of the Waiotira-Kirikopuni and Tahawai-Taneatua lines, which were taken over during the year, and the loss on these two sections was £40,428 and £90,547 respectively, including interest for the period for which the lines were under the control of the Railway Department. Comparisons with the Results of Previous Years. The extent to which the accounting and financial reorganization brought into operation on the Ist April, 1925, has affected the annual statement of results and the financial position of the Department is not generally recognized. If the differentiating factors are not allowed for, erroneous deductions and misleading comparisons may easily be made. This remark applies more particularly to the expenditure shown in the accounts in respect of maintenance of the permanent-way and works and the rolling-stock and equipment. Under the old system there was no pro vision for setting aside reserves to meet accrued depreciation or obsolescence, or for equalizing the widely fluctuating expenditure resulting from fire, flood, or accident. The railway accounts were not charged with the cost of subsidies to the Superannuation Fund, and interest was computed at a policy rate, which, at least in later years, was considerably below the actual rate. The following summary makes a comparison of some of the main items charged against expenses during the four years ended 31st March, 1925, and 31st March, 1929, respectively : — Four Years ended 31st March, 1929. 1925. £ £ Reserves accumulated for renewals and depreciation.. .. 1,328,020 Reserves against fire, flood, and accident .. .. .. .. 70,219 Old and obsolete rolling-stock and equipment written off .. .. 415,596 89,435 Superannuation Fund subsidies .. .. .. .. .. 706,477 80,000 £2,520,312 £169,435 In addition to these items the higher rate of interest now payable on capital increased the interest bill by £910,995 in the four years ended in 1929. The total amount of credit received in respect of the working of non-paying lines in the same period was £1,793,266, or little more than sufficient to meet the additional cost of interest and Superannuation Fund subsidies. I regard the foregoing as important, as already some public writers have been led to make false deductions regarding the railway situation as a result of their failure to take account of the circumstances mentioned. Earnings. The income in respect of railway operation under the main headings, and the percentage under each heading to total income, compared with the two previous years is as follows : —
Credit Balance i „ , Credit Balance ! brought for- 4™' at 31st March, ward from 1928. 1928 ~" J - 1928-29. 1929 _ £ £ £ £ Slips, Floods, and Accidents Fund .. 26,600 21,504 21,202 26,902 Workers' compensation .. .. .. 18,260 44,582 44,344 18,498 Insurance .. .. .. .. 18,129 15,642 8,952 24,819 62,989 81,728 74,498 70,219 : I . '
Per Gent. Per Cent. Per Cent. 1928-29. of Operating 1927-28. of Operating 1926-27. of Operating Revenue. Revenue. Revenue. £ £ £ Passengers, ordinary .. 1,868,048 24-82 1,886,833 25-69 ! 2,045,348 27-5,6 Season tickets .. .. 256,699 3-41 258,463 3-52 258,832 3-49 Parcels, luggage, and mails .37.8,141 5-03 379,933 5-17 .- I 377,367 . 5-08 Goods .. .. 4,846,125 64-40 , 4,680,135 63-73 4,596,166 '61-91 Labour, demurrage, &c. .. 175,851 2-34 138,481 1-89 145,759 1-96 7,524,864 100-00 7,343,845 100-00 ; 7,423,472 100-00
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The increase in the operating earnings for the current year over the year ended 31st March, 1928, is 2-46 per cent. The passenger earnings in the same period have decreased by 0-96 per cent., while the goods earnings have increased by 3-55 per cent. The operating receipts from the North and South Island Main Lines and Branches, shown separately, are as follow : —
The operating earnings per average open mile and per train-mile are as follow : — Per Average Mile p Train . mile . open. £ d. 1928-29 .. .. .. .. 2,312 162-50 1927-28 .. .. .. .. 2,310 162-62 1926-27 .. .. .. .. 2,351 166-14 The operating earnings for the North and South Island Main Lines and Branches are as follow : —
Subsidiary Service Revenue. —The revenue from subsidiary services amounted to £724,175 as compared with £691,125 for the previous year, and an analysis of the figures is as follows : — 1928-29. 1927-28. 1926-27. £ £ £ Lake Wakatipu steamers .. .. .. 10,941 9,885 10,273 Refreshment service .. .. .. 123,382 122,220 129,612 Advertising service .. .. .. .. 53,984 52,600 47,387 Departmental dwellings .. .. .. 105,897 93,643 83,375 Leases book-stalls, &c. .. .. .. 19,455 20,542 20,462 Road-motor services .. .. .. 102,385 32,487 8,744 Miscellaneous .. .. .. .. 308,131 359,748 266,108 724,175 691,125 565,961 Expenditure. The total expenditure for the year ended 31st March, 1928, was £6,849,383, an increase of £164,260 as compared with the previous year's figures . 1928-29. 1927-28. 1926-27. £ £ £ Expenditure on train operation .. 6,374,579 6,302,119 6,158,283 Subsidiary services .. .. .. 474,804 383,004 332,597
North Island Main Line and Branches. South Island Main Line and Branches. I | 1928-29. 1927-28. 1926-27. 1928-29. I 1927-28. 1926-27. j I £ £ £ £ £ £ Passengers, ordinary .. 1,195,259 1,213,778 1,313,574 644,118 645,488 702,402 Season tickets .. .. 171,034 172,816 170,391 81,478 81,055 83,696 Parcels, luggage, and mails 241,009 239,667 236,749 128,486 131,938 132,574 Goods .. .. 2,721,384 2,625,540 2,578,047 1,938,634 1,869,774 1,826,351 Labour, demurrage, &c... 93,300 69,400 78,969 69,389 56,643 54,292 4,421,986 4,321,201 4,377,730 2,862,105 2,784,898 ! 2,799,315
North Island Main Line and Branches. South Island Main Line and Branches. Year. Per Average Mile t> tr • i Per Average Mile -n rr • -i 6 Per Iram-mue. ° Per Irain-mue. open. ! open. £ d. £ d. 1928-29 .. .. 3,202 158-27 1,760 167-72 1927-28 .. .. 3,289 160-05 1,721 165-05 1926-27 .. .. 3,386 164-1] 1,730 167-79
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The operating expenditure per average mile open and per train-mile is as follows :— Per Average Per Mile open. Train-mile. £ d. 1928-29 .. .. .. ..1,959 137-66 1927-28 .. .. .. .. 1,983 139-55 1926-27 .. .. .. ..1,951 137-82 Subsidiary Services Expenditure. —The particulars of the expenditure in connection with subsidiary services are as follow :— 1928-29. 1927-28. 1926-27. £ £ £ Lake Wakatipu steamers .. .. .. 17,425 15,627 15,859 Refreshment service .. .. .. 116,391 114,644 119,567 Advertising service .. .. .. .. 50,720 48,921 42,509 Departmental dwellings .. .. .. 170,073 162,263 137,547 Leases book-stalls, &c. .. .. .. 8,483 8,828 8,271 Road-motor services .. .. .. 111,712 32,721 8,844 474,804 383,004 332,597
jPer Cent, of; IPer Cent, of I j Per Cent, of i 1928-29. j Operating 1927-28. ! Operating j 1926-27. 1 Operating Revenue. ; Revenue, j ! Revenue. j £ I £ £ Maintenance—Way and works 1,111,229 14-77 1,147,067 15-62 1,074,334 14-47 Maintenance—Signals .., 112,206 1-49 102,871 1-40 100,861 1-36 Maintenance—Rolling-stock .. 1,424,165 18-93 1,380,726 18-80 1,303,444 17-56 Examination, lubrication, and 67,023 0-89 62,512 0-85 60,095 0-81 lighting of vehicles Transportation—Locomotive 1,583,770 21-05 1,599,562 21-78 1,609,257 21-68 Transportation—Traffic .. 1,825,965 24-26 1,760,459 23-97 1,752,998 23-61 Head Office and general charges 80,943 1-07 75,048 1-02 82,287 1-11 Superannuation subsidy .. 169,278 2-25 173,874 2-37 175,007 2-36 6,374,579 84-71 6,302,119 85-81 6,158,283 82-96
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Passengers. An analysis of the passenger revenue for the year is as follows :—
The variations, exclusive of season tickets, were distributed as follows :—
The revenue from passenger traffic was £2,124,747, a decrease of £20,549 as compared with the figures for the previous year ; and, while these figures show an improvement on the previous year's results (when the decrease in passenger traffic was £158,884), the shrinkage of passenger earnings is still proceeding. The figures for the year under review show that the decrease in ordinary and suburban tickets is again the principal cause of the decline in passenger revenue. This decrease is due to the extensive use of the private motor-car, together with (in a lesser degree) the service-car organizations which have established services throughout the Dominion. The mobility of the motor-vehicle is such that for certain classes of travel the railway cannot hope to compete with it on an economic basis, and further decreases in passenger traffic by rail under the headings mentioned must be expected. For example, the service-car organizations run a number of services between the principal towns at stated hours daily, and this smaller and more mobile unit is at a great advantage in catering for the passengers who may not find it convenient to travel by the scheduled trains which run between those places. It would obviously be quite unsound for the Railway Department to endeavour to cater for this class of traffic by providing additional trains for the small number of passengers which a service-car conveys. There is another factor which, in my opinion, contributes largely to the decline in passenger traffic. People in country areas cannot conveniently use the rail for travel between neighbouring stations, because in respect to their intended journeys the location of the railway-station in many instances involves a more or less substantial measure of travel to and from the railway-stations. On the other hand, the motor-vehicle can give continuous service all along the road, whereas with trains the railway can only do so at stations which are in most cases some miles apart. So far as the remaining figures are concerned, the results obtained from holiday excursions, week-end, and other reduced fares indicate that the railway still has a definite field in catering for bulk movement of passengers in addition to the long-distance traveller, and it is satisfactory to note that during the past year the efforts of the Department in catering for special excursion, week-end trips, and picnic parties have resulted in an increase in this class of traffic. Owing to the fact that Good Friday fell on the 29th March, 1929, as compared with the Bth April, 1928, the bookings for 1929 include the greater part of two Easter holidays. After allowing for the Easter traffic, however, the returns from holiday-excursion tickets are approximately £50,000 ahead of the previous year's figures,
1929. 1928. . Variation. Per Cent. | I Passenger journeys— Ordinary.. .. ,. .. 9,046,267 9,272,547 -226,280 2-44 Season .. .. .. .. 16,496,596 16,075,694 +420,902 2-62 25,542,863 25,348,241 +194,622 0-77 Revenue— £ £ £ Ordinary.. .. .. .. 1,868,048 1,886,833 -18,785 1-00 Season .. .. .. .. 256,699 258,463 -1,764 0-68 2,124,74-7 2,145,296 -20,549 0-96 Passenger train-miles.. .. .. 4,833,991 4,644,905 +189,086 4-07 Revenue— Per mile of line .. .. .. £653 £675 -£22 3-26 Per train-mile .. .. . . 105-49d. 110-85d. —5-36d. 4-84
1929 compared with 1928. 1928 compared with 1927. Journeys. Revenue. Journeys. Revenue. I Number. £ Number. £ Ordinary fares .. .. .. -413,648 -148,476 -613,643 -136,994 Suburban fares .. .. .. —195,186 —10,912 —268,574 —16,036 Holiday excursion and week-end .. ; +114,476 +108,997 —32,548 —6,461 Other reduced fares .. .. .. +268,744 +14,992 —87,566 —8,767 I
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The number of season tickets issued increased by 23,428 : of this number 21,853 were workers' weekly tickets, which are by no means remunerative to the Department, but represent a concession to the suburban residents concerned, the value of which it is impossible to state in terms of money. This class of ticket enables many workers to leave the congested city areas and reside in congenial surroundings some distance from the city, and this cannot but be beneficial to these people, the majority of whom are thus enabled to purchase homes of their own. This is but one instance where the Government railways provide a service which is not remunerative in so far as railway revenue is concerned, but is one which means better living-conditions for the people, and brings added prosperity not only to the districts served, but to the Dominion as a whole. For the year ended 31st March, 1929, the number of passenger journeys, exclusive of season tickets, was 9,046,267, and this is smaller than the number carried in 1907, when the figures were 9,600,786. In other words, the railways are back to the basis of twenty-two years ago so far as the number of ordinary passengers is concerned. The peak of the passenger traffic was in 1921, since when there has been a steady decline in this branch of the railway business. The figures below show that whereas in 1907 the population made 9-98 railway trips per head, the population in 1929 made an average of only 6-15 trips per head.
Passenger journey figures for season tickets are not available for 1907, but a comparison of the total passenger journeys, including season tickets, for 1929 as compared with 1921 is as follows : —
The United States of America have conditions somewhat similar to those of New Zealand in that in both countries the proportion of automobiles to the population is very high, and it is interesting to note that a result somewhat similar to that in New Zealand has arisen in the United States so far as passenger traffic is concerned. The peak year of passenger traffic in the United States of America was 1920, and the figures for 1928 are 37-9 per cent, below those for 1920, as compared with a decrease in New Zealand as between 1921 (our peak year) and 1929 of 11-3 per cent. The number of passengers carried in the United States in 1928 was smaller than in any year since 1905, and the average number of trips per inhabitant had decreased from 8-77 in 1905 to 6-57 in 1928. Reflection on the passenger business shows that the problem presents itself in the following aspects : (1) On the expenditure side there is the question as to whether such traffic as we are able to retain or regain cannot be worked more cheaply than by the methods at present in operation on our system. (2) On the revenue side are the questions (a) of retaining the business at its present level; (b) of regaining some of the traffic which has been lost; and (c) creating new traffic. Dealing with the first question —namely, that of the more economical working of the traffic at present handled by the Department —I feel that there should be possibilities in this direction by the use of smaller units of transport production, which may be in the form of rail-cars or engines of smaller size or special type. This is one of the questions to which I gave consideration soon after I assumed the full duties of my office, and it is now the subject of comprehensive investigation. On the completion thereof definite proposals will be immediately formulated. To the end also of reducing operating costs there has already been substituted in some cases on our system road motor-buses for trains, and where this can be done to the financial advantage of the Department I can see no sound reason why the Department should not protect its revenue by such means, and continue to give the transportservice to the people of the districts affected that before the development of the road motor-vehicle was given by rail. On the revenue side (a) and (b) are closely related, but unquestionably the regaining of lost traffic must be more difficult than retaining the traffic now possessed. It is in connection with these aspects of the passenger problem that we find an almost insuperable difficulty in the increasing use of the private motor-car. The more limited mobility of a railway as compared with the private motor-car places the railway at a disadvantage that is not nearly counteracted by its cheapness.
I I Passengers carried, exclusive ,, , ,. ! Per Head of Population— Ycar " of Season-ticket Holders. Population. j Number of rip3 . 1907 .. .. .. 9,600,786 961,604 9-98 1921 .. .. .. 15,315,640 1,268,046 12-08 1929 .. .. .. 9,046,267 | 1,470,649 6-15 I
Year. Passenger Journeys—Total. ' Population. Nurnb°r of'Trip^ 0 ' 1 1921 .. .. .. 28,821,783 1,268,046 22-72 1929 .. .. .. j 25,542,863 1,470,649 I 17-37
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The railway encounters a difficulty in tliis connection not only arising from its physical nature, which requires it to run on rails, hut also resulting from the fact that it deals with traffic in the mass, while the mobility of the private motor-car depends practically entirely on the necessities of very few individuals. Experience has shown that the question of cost has a very remote influence in overcoming the handicap that the railways suffer in this connection, We find people freely using their motor-cars at a cost, when taking all factors into account, that must be considerably higher than that at which transport could be secured by rail. A further difficulty in connection with the competition of private motors is to be found in the practice, which is assuming large proportions in this country, of private motor-car owners who make regular use of their cars in travelling between the suburbs and the cities, picking up their friends en route. Allied to this there is also the practice which has arisen at holiday times of persons sharing their motor-cars with their friends for the purpose of extensive trips throughout the country. This must inevitably have an effect on the holiday traffic at such periods as Christmas and Easter. The railways have endeavoured to counteract these factors by increasing the attractiveness of their service, more particularly from the points of view of safety, comfort, and speed. It is in these aspects that the railways will, it seems to me, be able to set a constantly improving standard that will always have a limiting effect on the development of the service-car business. So far as safety is concerned the superiority of the railways cannot be seriously challenged by the roadvehicles. The record of the railways as regards injuries to passengers is one with which the road services cannot compare, and from the nature of the two forms of transport it seems beyond question that the advantage in this connection will continue to remain with the railways. So far as the maintenance of our present standard may depend on mechanical appliances I would say that our system is well equipped with the best modern equipment that is applicable to our conditions. These are almost wholly designed to reduce the possibility of danger from human error. There will, however, always be a residuum of human responsibility. To meet this there has been constantly inculcated into our staff the necessity for the highest possible standard of care. On both aspects of the safety question it will be our constant endeavour to work continuously to a higher standard, both by the adoption of such mechanical improvements as will tend to that end and also by so directing the viewpoint and capacity of our staff by training in a practical way, education by " Safety first " literature and discussion and (more remotely) by a judicious administration of our disciplinary system, as will reduce the factor of human error to a minimum. On the question of comfort we have a rather extraordinarily paradoxical position. We find the public continually demanding an increasing standard of comfort in the railway-carriages, while on the other hand we find the public willing to sit more or less cramped in service-cars with a comfort that must often be conspicuous by its absence. The freedom of movement and the greater measure of convenience that railway travel affords makes me feel that this position cannot be regarded as a permanent one, and when the novelty of motor transport has, as I think it will with the passage of time, ceased to be a factor, T think that the advantages which the railway has in the matter of comfort will make themselves felt and will make it increasingly difficult for the road-motors to maintain their position. I regard it, however, as imperatively necessary that an improvement should be made in the standard of our passenger rolling-stock. We have drawn up a programme of rolling-stock construction to this end, but our capacity to carry out this programme is, of course, limited by the amount of finance that can be made available, and I desire to express the opinion that the improvement or, indeed, the maintenance of the position of the railways will depend on the making of such financial provision as will not hamper our efforts in this connection. As regards the matter of speed, I think that improvements in this connection will be in the direction of running long-distance trains with fewer stops while working the intermediate traffic requiring more frequent stoppages at the less important stations by means of smaller rail units having a relatively high rate of acceleration, or by road services. As I have already indicated, we are now actively investigating the position in this regard with a view to collating the data necessary to enable sound decisions as to the modes of future development in this direction to be arrived at. We are also reviewing time-tables and rolling-stock. The former will be the subject of progressive development, and the latter is already covered. So far as the competition of the hired road-vehicle affects retaining or regaining of traffic, the position is that the principal factor is undoubtedly the large motor-omnibus operating between the cities and the suburbs. An unfortunate aspect of this business from the point of view of the railway financial returns is that the railways are still left with the unremunerative workers' traffic while the buses reap the benefit of the better-paying casual suburban traffic. This is very vividly brought out in the passenger figures shown in this report. It will be seen that while the casual suburban business fell off as compared with last year by no less than 195,000 passenger-journeys, the workers' suburban traffic increased by no less than 262,000 passenger-journeys. The point here is that while the railway revenue for its passenger business in the suburban areas has substantially decreased, the quantity of service which it has rendered to the public in those areas has actually increased. In other words, if the position of the railways in the community as regards this branch of its business could be judged by units of service instead of bv units of money received, the position of the railways would take on quite a different aspect. The bus also has the advantage that, so far at least as its physical characteristics are concerned, it can keep in immediate contact with the areas of greatest traffic, whereas the railway route is fixed, and may be, and is, more or less remote from the traffic areas. The smallness of the bus also
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as a transport production unit enables it to pick up traffic en route in a way that is not practicable in the case of the railway, and this is of a special significance so far as the suburban passenger traffic is concerned. The necessity of walking to and from a railway-station is one of the most potent features operating against the railways in connection with this class of traffic. So far as the hired road-vehicle is concerned, with traffic outside the suburban areas I feel that it is not nearly so serious a competitor as it is in the suburban districts. It has, of course, the advantage of a door-to-door traffic, and in some cases where the rail route between given points is more circuitous and more affected by adverse conditions than the road route the service-car is able to maintain its position against the railway. The service-car also tends to create a traffic for itself by reason of its being able to make journeys for a comparatively small number of passengers, and in cases where people desire to travel at abnormal times the service-car will have a traffic of its own. I feel, however, that service-car competition with the railways is not responsible in any great measure for the continuance of the decline in railway passenger traffic. In the foregoing brief review I have not hesitated to state what I conceive to be points of weakness in the position of the railways from a competitive point of view. Ido not, however, do this in any pessimistic sense (because I think that for many years to come there will continue to be a large field open for railway activity), but because I think that a recognition of these points and the causes underlying them is a necessary preliminary to the devising and applying of proper remedial measures where such are found possible. Coming to the question of the methods that might be adopted by the railways to meet the position, I would express the opinion that as to the suburban areas the railways will continue to work the great bulk of the workers' traffic, but will not be able to successfully compete for the casual traffic. Even if electrification could be justified by circumstances such as intensity of traffic and the other conditions which form the economic basis of that form of transport, I am doubtful whether the railways in New Zealand could even then maintain their position as regards this latter traffic. So far as the traffic other than suburban is concerned, I think the railways will continue to hold the long-distance traffic against its road competitors by improved methods of traction combined with development of higher standards of services and facilities. The traffic lying between long-distance traffic and the suburban traffic will continue to feel the effect of motor competition, but I think that it might be possible to meet the position in some measure by the institution of more frequent services by means of rail-cars or road services having a greater measure of elasticity in the matter of stoppingplaces than is possible in the case of trains. We still have the third point to deal with —namely, that of creating new traffic. It is obvious that with the high proportion of fixed charges that is inevitable in the railway industry anything that can be done along this line is of special value. In this connection we have been active in the development of touring trains and special point-to-point excursions, and we have already created quite a substantial amount of new business along these lines. I think also a field of new traffic that might be developed is that of night passenger services. In the South Island we have already made a commencement in that direction, and the results have been sufficiently encouraging to warrant the belief that this matter might be pursued with benefit to the Department both from a financial point of view and from the point of view of service to the public. The latter aspect has a bearing that I regard as important. In the South Island, for instance, although the night passenger-trains have not resulted in a very striking addition to the total number of passengers carried, they are nevertheless giving a degree of service that the reports show to be very much appreciated by the public at large and by the business community in particular. The great advantage to business men of being able to travel long distances in comparative comfort by night, enabling a full measure of business to be done during the day, is one that is being increasingly appreciated by them. The points between New Plymouth and Wellington, and Napier and Wellington, seem to offer the most attractive prospects at present. It seems certain, however, that for some time to come the traffic is not likely to be large enough to warrant the running of trains, but I feel that it may be possible to develop a rail-unit to suit the traffic, and apart from the general question of the use of rail-units we are prosecuting particular inquiries in regard to this traffic. I am hopeful that the new traffic which we shall be able to create in the directions I have indicated will do much to counteract the losses we are suffering in passenger traffic in other directions. Parcels, Luggage, and Mails. The revenue under this heading totalled £378,141, a decrease of £1,792 as compared with the figures for the previous year. An analysis of this branch of the Department's revenue is as follows : — 1929. 1928. Variation. £ £ £ Parcels .. .. .. .. .. 200,387 201,462 -1,075 Excess luggage .. .. .. .. 13,956 .14,429 —473 Left-luggage, checks, bicvcles, and dogs .. .. 47,798 48,532 —734 Mails ' .. .. ... .. 116,000 115,510 +490 £378,141 £379,933 -£1,792 The decrease in parcels revenue is due to motor competition, and the decrease in luggage receipts is in sympathy with the falling-off in passenger traffic,
iii—P. 2,
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XVIII
Goods and Live-stock. The revenue from goods and live-stock for the year ended 31st March, 1929, was £4,846,125, an increase of £165,990, or 3-55 per cent., as compared with the figures for the previous year. A comparison of this year's results with those of the previous year is as follows : — 1929. 1928. Variation. Per Cent. Revenue .. .. .. £4,846,125 £4,680,135 +£165,990 3-55 Tonnage .. .. .. 7,613,445 7,358,388 +-255,057 3-47 The tonnage of goods and live-stock carried was the highest for any year on record, and the following figures illustrate the tonnage carried since 1925 : — Tonnage. Increase over Previous Year. Year. Tons. Tons. Per Cent. 1929 .. .. .. .. .. 7,613,445 255,057 3-47 1928 .. .. .. .. .. 7,358,388 49,939 0-68 1927 .. .. .. .. .. 7,308,449 52,307 0-72 1926 .. .. .. .. .. 7,256,142 222,683 3-17 1925 .. .. .. .. .. 7,033,459 107,942 1-56 Revenue. Increase over Previous Year. Year. £ £ Per Cent. 1929 .. .. .. .. .. 4,846,125 165,990 3-55 1928 .. .. .. .. .. 4,680,135 83,969 1-83 1927 .. .. .. .. .. 4,596,166 97.006 2-15 1926 .. .. .. .. .. 4,499,160 381,414 9-28 1925 .. .. .. .. .. 4,117,746 168,159 4-25 While the total tonnage handled continues to increase, the fact must not be overlooked that the gain is principally in low-rated commodities such as artificial manures, grain, coal, and road metal. Until towards the close of the financial year the goods traffic showed slight variation as compared with the previous year, but in the last three months of the year a considerable improvement was made. The Railway Department shared in the beneficial effects of the favourable season, and the tonnage of live-stock, wool, grain, and dairy-produce handled was such as to tax the available rollingstock to the limit. The principal increases during the year under review were as follow : — North Island. South Island. Revenue. Tons. Tons. £ Grain and flour .. .. .. ..10,533 46,592 24,546 Butter .. .. .. .. .. 6,051 595 4,674 Cheese .. .. .. .. ~ 23,770 535 14,171 Wool .. .. .. .. .. 2,273 3,063 6,598 Lime, agricultural .. .. .. .. 11,277 14,237 8,628 Coal, New Zealand hard .. .. .. 1,048 14,181 2,498 Coal, New Zealand soft ~ .. .. 2,151 16,207 dec. 3,951 dec. Road metal .. .. .. .. 26,190 47,553 8,689 Benzine .. .. .. .. .. 8,287 25,177 26,955 Manures, artificial .. .. .. .. 92,499 33,954 65,530 With the continued decrease in passenger traffic, to which I have already referred, the railways must look more and more to the goods revenue for the major part of the receipts. The ton-mile receipt for the year under review was 2-41 d., and in order to balance the accounts (exclusive of the credit received in re pect of developmental lines) a ton-mile receipt of 2-86 d. would have produced a revenue f r goods t affic of £5,812,395. While at first it may appear a somewhat easy matter to increase the rates by an amount representing an increase of 0-45 d. per ton per mile in railage, the problem becomes somewhat difficult when all the factors of the situation are taken into consideration as is hereunder set out at more length. There are three ways in which theoretically the deficiency may be removed : (1) Reduction in working-expenses to enable transportation to be produced more cheaply ; (2) an increasing traffic sufficient to make good the loss now iuvolved ; (3) increased charges on the traffic now conveyed by rail. With regard to No. 1 : This is a matter that is constantly engaging the attention of every railway authority. No condition is regarded as permanent, and the whole scope of operations is from time to time kept under review and checked up by reference to statistical matter, reports and contact of supervisory staff with the actual operations of the Department. Such matters as the provision of more powerful locomotives, the strengthening of structures to enable this to be done, rearrangement of running duties, reorganization of workshops, and other similar matters are all directed to this end. There is scarcely a day goes by that some aspect of the Department's operations is not being rearranged or modified in order to secure reduced working-costs, and the statistical matter which is presented in this report will indicate that the year has not been barren of achievement in this direction. As costs are brought down so further reductions tend to become more difficult. Frequently progress along these lines depends upon the discovery of new processes or inventions that
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cannot now be foreseen, and this makes it difficult to forecast the future so far as the matter of reduced working-costs is concerned. All that can be said in this connection is that a policy of constant review will be rigorously pursued, and there will be no relaxation of effort in this connection. The matter of working-costs is dealt with in more concrete form in the comment set out in this report under the heading of " Statistics." Regarding No. 2, this is a matter which not only lies with the Department but also with the community. So far as the Department is concerned, we are, by improved facilities and the adoption of commercial methods in seeking and attracting business, endeavouring to develop rail-borne traffic. In this connection, however, we find ourselves faced with serious difficulties arising out of motor competition, which is dealt with subsequently in this report under the heading of " Regulation of Transport." Question No. 3 involves considerations of policy which do not come within the province of the management as such. A few thoughts, however, might be helpful as possibly clarifying the issues. In the first place I would say that it should not be impossible to raise the rates to an extent that would be sufficient to produce the revenue required to meet all charges. It will be seen that an average increase of 045 d. per ton-mile would be required. The capacity of the railways to raise the rates on the commodities in the higher classes is very definitely affected by the motor competition, such competition being confined, as it almost wholly is, to traffic in those classes. The great volume of the tonnage is, however, in the lower classes, and the amount by which those classes would require to be increased would not be substantially more than the figure above mentioned. Whether the rates of these lower classes should be so increased is the policy question involved. I desire, however, at this stage to emphasize the aspect of the effect that is likely to accrue from a growth of the practice of allowing the road motors to take high-class goods, while leaving those in the lower classes to the railways. The inevitable results of such a procedure are, I think, such as call for the very serious consideration of every member of the community. The capital invested in the railways is irretrievable, and it is, moreover, borrowed capital. The overhead costs remain more or less fixed, and, however good the management may be, costs cannot be reduced in proportion to the loss of business diverted to the roads. The expenses hitherto recovered from passenger or high-grade-goods traffic must be recovered from the business that remains or be passed on to the taxpayer. If such expenses are charged against the long-distance or lower-grade traffic a serious position must arise. An increase in the long-distance rates will penalize the inland areas, which, being almost entirely dependent on rail transport, will pay more for their imports and can export only at higher cost. The cost of primary production will rise owing to increased freights on such low-rated goods as coal, fertilizers, timber, grain, fruit, live-stock, and road metal, whether for long or short distances. Coastal districts that already reap the benefit of short-haul-road-transportation rates will receive no additional benefits, but will pay more on bulk traffic. Speaking broadly, it appears that the tendency will be to reduce the cost of imported goods in districts adjacent to sea ports and to increase the costs of primary production in all districts, a tendency which may result in disaster to a country depending so largely on its exports of primary products. The further question arises out of the ambiguity of the phrase " making the railways pay." This may mean either of two things : Firstly, whether the revenue accruing from the railway operations should be sufficient to meet the railway expenditure and interest charges, or, secondly, whether the railways are to be regarded not in an abstract way, but as a community investment bringing advantages to the community both directly financial and indirectly in other respects. If the former interpretation of the phrase is adopted, then we have the advantage of knowing, so far as the position is disclosed by the railway accounts, the amount that would require to be made up' through the medium of an increase in rates. On the other hand, we would be undoubtedly placing a burden on the railways that would not be expected of a privately-owned railway, and which might lead not only to wrong judgments regarding the efficiency of the organization, but also to inequity by placing a burden of advantage on the shoulders of those who are not necessarily the sole beneficiaries thereof. So far as the first matter is concerned—namely, the question of wrong judgments as regards the working of the organization —it will be clear that if certain concessions are allowed as a matter of " policy " which would not be allowed by a privately-owned railway established for the earning of dividends, then if the organization is required not only to earn the dividend which the privately-owned railway would earn but also to make up the deficiency involved in the "policy" concessions, then, to the extent that we may presume that the privately-owned railway is extracting every penny out of the industry that it economically can, an impossible burden is being placed on the State-owned railway in asking it not only to do this but also to make up the additional margin involved in the policy concessions. As regards the second, it seems undoubted that there are many policy concessions given through the medium of the railways, the justification of which is not the concession to the individual so much as the community benefit that will result. An outstanding illustration of this principle is to be found in workers' tickets and concessions in connection with our primary and secondary industries. As regards the workers' tickets, it is generally recognized that the policy in this connection is justified by the social betterment accruing to the community by the facilities afforded for better living-conditions and the prevention of slums in our city areas. Policy concessions to our industries are generally founded on the benefit that will, accrue to the community as a whole through the development of those industries that are helped by the concessions; but, inasmuch as the community as a whole benefits, should not the community as a whole make some payment in the sense that as the railways stand the primary loss involved (which is the investment made)
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they should be credited with the resulting advantage. It is true that it may be difficult to state the value of such community advantages in terms of money so as to present a complete account showing the financial position of the railways as a community investment, but this difficulty does not in any way affect the principle involved. Prima facie, when a concession of this kind is given it is because it will " pay " —i.e., it is worth while in the interests of the community that the concessions should be given ; and in assessing what deficiency there is in the railway return for the purpose of the matter now under consideration —namely, that of an increase in rates —it would certainly seem that there are definite questions of policy that require to be considered before the quantum of increased revenue that should be obtained through this medium is determined. True it is that the Department under the form of accounts as now adopted receives some credit for its community service through the medium of the allowance made in respect of what are called developmental lines. The question may be raised here, however, as to whether this allowance, while admitting the principle, covers the whole field. It would seem that consideration of the matter in terms of service rather than in terms of more or less arbitrary sections of the line would be more logical though undoubtedly somewhat difficult of practical application. When the Department works a line which is not able to meet all charges it is simply giving a service that is not radically different from any unremunerative or not wholly remunerative service it may give in any other respect, such as workers' tickets, low rates for the carriage of fertilizers, &c. Certain it is that before the question of an increase in rates can be settled the prior question of the amount of increased revenue required has also to be settled, and this involves the questions I have attempted to set out above. The impossibility of calculating the benefits in terms of money will undoubtedly make any such assessment more or less arbitrary, but this seems clearly to be unavoidable in any system that might be adopted. Prompted by consideration of railway charges and by recent experiences which we have had in connection with the transport business of the rural community, I desire to make the following remarks, which I think might be worthy of consideration by the farmers of the Dominion : — The transportation of the products of our farms is attended by difficulties which are not always recognized. For example, live-stock must be handled with promptness in special wagons. Fat-stock traffic is such that in season the demand for wagons is so abnormal that many additional services require to be provided to facilitate the turnover of stock-wagons. By way of illustration of this point it may be mentioned that in the North Island the peak stock month of the year 1928-29 was the four weeks ended 2nd March, when 1,143,471 head of sheep were conveyed by rail. Taking the number of sheepwagons on the North Island Main Line and Branches as 1,321, it will be seen that the handling of this traffic called for a turnover of all such wagons three and a half times per week. In the South Island the peak stock period is slightly later, and for the four weeks ended 31st March a total of 940,789 head of sheep was conveyed on the South Island Main Line and Branches. The number of sheep-wagons on the latter section is 1,096, and to handle the peak traffic all these vehicles would require to be turned over three and one-third times per week. During the slackest months of the year the traffic in sheep drops to 56,000 and 51,000 per fourweekly period in the North and South Islands respectively, and from my brief remarks regarding the peak traffic it must be apparent that for traffic such as this it would not be a sound proposition for the Department to construct sufficient rolling-stock to cope with the peak traffic when such equipment would be lying idle for approximately nine months of the year. Moreover, a fair proportion of other farm-products are seasonal, and result in an unusual demand at certain periods for transport equipment, and this involves expensive empty-wagon haulage in order to have the wagons at the various loading-stations to meet requirements. The railways also afford direct advantages to the farming community by concessions that have been frequently stated - and are well known, such as low rates for agricultural lime and artificial manures, &c., and these concessions represent a definite investment by the community at large in the ventures of the farming industry. It is really equivalent to the community finding some portion of the capital necessary for the adequate development of the business of the farmer. What is the community entitled to expect from the farmers in return ? Surely no less than that the farmers will, by making use of the railways, give the community an opportunity of recouping itself at least in some measure for its outlay on their behalf. It is regrettable indeed that we find on some occasions farmers' organizations taking an all-too-narrow view of their obligation in this regard. They entirely ignore the advantages they have received from the policy of the railways and have deserted the national institution that has done and is doing so much for them to accept a comparatively small advantage that in many cases must be evanescent in character. Such a policy on the part of the rural community if persisted in must have an inevitable reaction. Unjust conditions cannot be permanent. It is obviously unjust for the Railways to make sacrifices in the interests of the farmer who, when the opportunity arises for him to show appreciation of this in a practical way, declines to pursue that course. Ido not wish my statement in this regard to be misconstrued into a threat—nothing of the kind is intended —I merely state the obvious fact that the searchlight of public criticism is being directed on the financial policy of the Railways. Its financial operations must come under review, and if the community does not, through the failure of certain sections to recognize and act up to their moral obligations, obtain the return from its investments on behalf of the rural community to which it is morally entitled, action will be compelled by the interests of public finance, which cannot indefinitely sustain a growth in the financial burden which the railways may be on the taxpayer. We have found that the greater proportion of the farming community appreciate the position and accord us their loyal support. I would plead with the remainder to consider the position well, as they are in danger of doing an injury not only to themselves, but to the farming community as a whole.
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I am well aware of the necessity of providing rates for tlie conveyance of our valuable exports on a scale which will enable them to compete successfully in the world's markets, and I think it it will be found that, when all the circumstances of the case are taken into consideration, the rates charged for the commodities which constitute the principal items in the railage bill of the man on the land are now on such a basis as will achieve this desirable object and at the same time assist materially in the further development of the agricultural and pastoral wealth of the Dominion. I am optimistic enough to think that with the development which has taken place in the topdressing of the lands of the Dominion (in which low railway rates for fertilizers play no small part), and the valuable research and experimental work being carried out by the Agricultural Department, the two agricultural colleges, and the various experimental farms throughout the Dominion, the indications point to a considerable increase in our export trade. For bulk transport, which constitutes the major part of our exports, the Railway Department has the facilities and equipment to deal efficiently with such traffic, and there is no doubt that the railways alone can in the future, as in the past, provide that measure of assistance to our rural industries through the medium of transport that is so necessary for the expeditious development of those industries. But to do this adequately the railways themselves must be in a healthy condition, and any action that tends to weaken the railways will likewise affect adversely their power for service, and the'rural industries will undoubtedly suffer. STATISTICS. I have already mentioned that, considered from the point of view of the financial return from the Department's operations, substantial progress has been made. I do not, however, regard these figures as adequate for the purposes of any judgment on the Department from a managerial point of view. I have dealt with some of the reasons for this (though from another standpoint) in my comment regarding the question of increasing rates for the purpose of making good the difference between revenue and all charges. Summarizing the position, it is that while on the expenditure side the whole of the costs necessary to give the service to the community that is given through the railways (including both " policy " service and what might be called " commercial " service) are included, the whole of the return to the community resulting from such expenditure is not reflected in the railway revenue statement. Whether the revenue and expenditure accounts may be a sound foundation for a judgment on the railway results from a standpoint that comprehends the whole railway issue (including the policy under which the railways are worked) is not a matter that can be here discussed, but I do submit that in considering the railways from a managerial point of view these accounts are not necessarily a sound basis for judgment, and they may be positively misleading. To conclude that a debit balance as between these accounts is evidence of defect in the management is as unfair as it is incorrect, inasmuch as it ignores factors vitally bearing on the balance on these accounts, over which the management, as such, has no control whatever. Such factors may be collectively subsumed under the heading of " policy " and those factors, qua policy, are non-managerial. Are we then to have no test of managerial efficiency ? To answer this question I think we must consider what can and should be expected of the management. Stated in the fewest words, it seems to me that the duty of the management of a railway system such as ours is to carry out the policy set for the working of the Department at the lowest cost that the carrying-out of such policy permits of. Obviously we cannot eliminate all the factors that might be held to vitiate the test, but we can get a nearer approximation to such elimination than the above-mentioned accounts afford. I think that better information on the internal working of the Department can be obtained by reference to the operating statistics. Even these do not wholly eliminate non-managerial factors. As being principally concerned (as regards the financial figures) with the working-costs, they will be affected by such non-managerial questions as decisions of the staff Appeal Board (the constitution of which, among other things, takes the final determination of all appeals in respect of the remuneration to be paid for First Division positions out of the hands of the management) ; the policy in respect to unemployment (which may require the Department to carry a larger staff than is really necessary for the demands of its business) ; the policy regarding preference to locally-made or Empire-made materials (which may require the Department to pay more for its materials than it otherwise would). I do not wish to be misconstrued as implying any judgment (adverse or otherwise) on these matters. I merely mention them in an endeavour to assist towards a clear judgment on the railway position ; and while an interpretation of the statistics may entail consideration of, and allowance for, such factors as those mentioned, I think they approach much more nearly to an elimination of non-managerial factors than the mere balance of the revenue and expenditure accounts. In order to apply such practical tests of managerial efficiency, advantage has been the gross ton-mile statistics now available to compile unit costs and operating-performance statistics for each locomotive and traffic district. The value of the figures is somewhat discounted by the overlap between Locomotive and Traffic districts, such districts not being coextensive, making it difficult to get a complete statement of all transportation costs or performances in any one district. This defect will, however, be overcome in the future by an arrangement for the further development of divisional control as elsewhere outlined. The statements are, however, as complete as it is possible to make them, and as an indication of operating efficiency will repay careful study. The basic figures on the one hand are the costs in terms of money and in man-hours, fuel and oil consumption, and on the other the production measured by several different units such as train-miles, train-hours, gross and net ton-miles, vehicle-miles, engine-miles, and engine-hours. From these figures are derived the cost per unit of production, and indexes of operating efficiency such as the average train-speed, average train-load, gross and net ton-miles per train and engine-hour, net ton-miles as a percentage of gross, vehicles per train, average wagon-load, and percentage of empty to total wagon-miles.
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Proceeding to an examination of the statistical figures, the following may be interesting and helpful:— Freight Traffic Averages. 1928-29. 1927-28. Variation. Per Mile of Line No. No. No. Per Cent. Freight tonnage .. .. 2,343 2,315 + 28 +1-21 Freight net ton-miles .. .. 149,893 147,236 + 2,657 -j-1-80 Freight gross ton-miles .. .. 481,593 467,168 +14,425 +3-09 These figures are a reflection of the increase in the goods tonnage carried. 1928-29. 1927-28. Variation. Per Freight Train-mile:— No. No. No. Per Cent. Train-load, gross .. .. .. 232 228 + 4 +1-75 Train-load, net .. .. .. 87 87 Number of vehicles, loaded .. .. 18-81 18-65 +0-16 +0-86 Number of vehicles, empty .. .. 9-12 8-91 4-0-21 -j-2-36 These figures indicate that we have been able to get better loading for our trains but that more empty haulage was necessary, a condition which usually accompanies abnormal peak demands, such as were experienced during the year. 1928-29. 1927-28. Variation. Per 1,000 Gross Ton-miles£ £ £ Per Cent. Freight revenue .. .. .. 3-09 3-15 —0-06 —1-90 No. No. No. Net ton-miles .. .. .. 376 380 — 4 —1-05 The decreased revenue per 1,000 gross ton-miles is due to the greater proportion of empty haulage. 1928-29. 1927-28. Variation. Wagon user £ £ £ Per Cent. Revenue per ordinary goods vehicle .. 183 176 + 7 +3-98 Revenue per live-stock vehicle .. .. 173 169 + 4 +2-37 Tons. Tons. Tons. Average wagon-load .. .. .. 4-64 4-65 —0-01 —0-22 The decreased wagon-load is due to the net ton-mileage of traffic with a relatively low wagon-load such as live-stock and merchandise, increasing in a greater ratio than heavy traffic such as minerals and timber. 1928-29. 1927-28. Variation. No. No. No. Per Cent. Average miles per wagon per day .. 22-48 21-38 +1-10 +5-14 Average net ton-miles per wagon per annum (ordinary goods) .. .. ..23,429 22,484 + 945 +4-20 Average net ton-miles per wagon per annum (live-stock) .. .. ..11,827 11,343 + 484 +4-27 These figures show that the turnover of the trucks has been much better. Each truck travelled farther, and carried more goods. Coaching Traffic Variations. Per Cent. Coaching revenue decreased .. .. .. .. .. 0-88 Coaching train-miles increased .. .. .. .. .. 4-07 Coaching train-hours ~ .. .. .. .. 3-13 Coaching vehicle-miles ~ .. .. .. .. .. 2-47 Coaching Revenue: — Per train-mile decreased .. .. .. .. .. 4-78 Per train-hour ~ .. .. .. .. .. .. 3-90 Per vehicle-mile „ .. .. .. .. .. .. 2-64 Freight Traffic Variations. Freight revenue increased .. .. .. .. .. 4-22 Freight train-miles ~ .. .. .. .. .. 3-78 Freight train-hours ~ .. .. .. .. .. 0-93 Freight gross ton-miles ~ .. .. .. .. .. 5-55 Freight net ton-miles ~ .. .. .. .. .. 4-51 Freight vehicle-miles ~ .. .. .. . . .. 5-17 Net ton-miles as a percentage of gross decreased .. . . . . 0-97 Empty-vehicle miles as a percentage of total vehicle-miles increased .. 1-02 Freight Revenue: — Per train-mile increased .. .. .. .. 0-41 Per train-hour ~ .. .. .. . . 3-26 Per thousand gross ton-miles decreased . . .. . . .. 1-26 Per thousand net ton-miles „ .. .. .. 0-28 Per vehicle-mile „ .. .. .. .. 0-78
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Railway Operating Averages : Coaching and Freight. Per Cent. Operating revenue increased .. .. .. .. .. 2-46 Operating expenditure „ .. .. .. .. .. 1-15 Train-miles ~ .. .. .. .. .. 3-90 Train-hours ~ .. .. .. .. .. 1-60 Engine-miles ~ .. .. .. .. .. 3-44 Engine-hours ~ .. .. .. .. .. 2-35 Gross ton-miles ~ .. .. .. .. .. 4-91 Revenue. Expenditure. Per Cent. Per Cent. Per train-mile decreased 1-52 decreased 2-65 Per train-hour increased 0-85 „ 0-45 Per engine-mile decreased 0-94 „ 2-22 Per engine-hour increased OTI ~ I*l6 Per thousand gross ton-miles decreased 2-33 „ 3-59 The above figures require little comment. They show an increase in total revenue and a lesser increase in total expenditure. The decrease in the revenue per train-mile and engine-mile is in sympathy with the lighter loading of wagons and the increased empty haulage, as indicated in the figures showing the proportion of net ton-miles to gross ton-miles. The increase per train-hour and per engine-hour as compared with the decrease per train-mile and engine-mile indicates greater efficiency in the handling of trains and better utilization of locomotives and rolling-stock. Railway Operating Expenditure. Railway operating expenditure increased by £72,460, or 1-15 per cent., as compared with an increase of £181,019, or 2-46 per cent., in the revenue. The principal variations are as follow : — Maintenance of Way and Works: — 1928-29. 1927-28. Decrease. Total expenditure .. .. .. £1,111,229 £1,147,067 £35,838 Per mile of line .. .. .. £340-35 £359-24 £18-89 The expenditure on the running-tracks decreased by £35,689. The expenditure of the previous year was high, as it was found necessary to improve the condition of the track owing to the greater volume of fast and heavy traffic. The average mileage of line under maintenance for the year was 3,268 miles, as compared with 3,192 miles in the previous year. Maintenance of Signals and Electrical Appliances 1928-29. 1927-28. Increase. Total expenditure .. .. .. £112,206 £102,871 £9,335 Per mile of line .. .. .. £34-37 £32-22 £2-15 The increase under this heading was due to the growth of the work of the Branch by the extension of signal, interlocking, and electrical appliances, also to increased maintenance charges on the automatic signalling on the Midland line, as a result of damage done by snowstorms. Maintenance of Rolling-stock. 1928-29. 1927-28. Variation. £ £ £ Superintendence .. .. .. 29,344 33,056 — 3,712 Locomotives .. .. .. 586,105 593,454 — 7,349 Cars and vans .. .. .. 248,795 237,861 4-10,934 Wagons .. .. .. .. 559,921 516,355 +43,566 Totals .. .. .. £1,424,165 £1,380,726 +£43,439
Locomotives. —Owing to increased wagon repairs and the greater volume of capital work (mostly on account of workshops reorganization), the direct cost of locomotive repairs decreased by approximately £31,080, but additional overhead expenses in connection with workshops reorganization (£9,475), increased contributions to Locomotive Renewal Fund (£5,416), and amounts for engine-hire previously credited to this account but now credited to revenue, have reduced the decrease to £7,349.
Cost per Vehicle. Cost per Vehicle-mile. 1928-29. | 1927-28. Variation. 1928-29. 1927-28. Variation. • £ £ £ d. d. d. Locomotives .. .. 870 860 +10 8-69 9-10 —041 Cars and vans .. 119 113 + 6 1-49 1-46 +0'03 Wagons .. .. 20 19 + 1 0-71 0-69 +0-02
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Cars and Vans. —The direct cost of maintaining cars and vans decreased by £4,070, but additional overhead charges (£9,763) and increased contributions to Car Renewal Fund (£5,241) are responsible for an increased expenditure of £10,934. Wagons. —The greater number of wagons requiring repair increased the expenditure on this account by £9,821. The balance of the increase (£33,745) is due to contributions to Wagon Renewal Fund (£15,198) amd additional overheads (£18,547.) The increased cost of maintaining rolling-stock is due to two main causes —viz., greater provision for renewals and overhead expenses arising out of the workshops reorganization. It is anticipated that expenditure under this heading will remain somewhat above normal until the reorganization is completed. Locomotive Transportation. 1928-29. 1927-28. Decrease. Total expenditure .. .. .. £1,583,769 £1,599,564 £15,795 Cost per engine-mile .. .. .. 23-49 d. 24-52 d. l-03d. Locom otive-runnivg Statistics. 1928-29. 1927-28. Increase. Increase. Number. Number. Number. Per Cent. Total engine-miles .. .. 16,183,798 15,658,700 525,098 3-35 Total engine-hours .. .. 1,635,310 1,598,358 36,952 2-31 Gross ton-miles .. .. 2,326,926,374 2,218,085,881 108,840,493 4-91 The ratio of increase in engine-miles is higher than in engine-hours, giving indication of greater efficiency in handling the traffic. 1928-29. 1927-28. Averages:—■ d. d. Cost per engine-mile .. .. .. .. .. 23-49 24-52 Cost per train-mile .. .. .. .. .. 34-20 35-42 Cost per engine-hour .. .. .. .. .. 232-44 240-18 Cost per 1,000 gross ton-miles .. .. .. .. 163-35 173-08 Engine-miles per engine-hour .. .. .. .. 9-90 9-80 Engine-miles per locomotive-day .. .. .. .. 79-20 78-40 Gross ton-miles per engine-hour .. .. .. .. 1,423 1,388 The principal variations in locomotive transportation costs were an increase in drivers' and firemen's wages of £25,000, and a decrease in fuel of about £40,000. Increased train-services chiefly accounted for the increase in wages. Particulars regarding fuel are as follows :—
The total number of tons consumed increased by 7,672 tons, or 1-91 per cent., while net tonmileage of locomotive coal hauled increased by 21 '5 per cent. There has been a saving in cost of fuel consumed of about £40,000, against which has to be set the increased haulage (7,908,000 net ton-miles) resulting from the increased use of New Zealand coal. Allowing for this at, say, fd. per net ton-mile, it will be seen that there has been a saving on account of fuel of about £15,000. Traffic Transportation. 1928-29. 1927-28. Increase. £1,825,965 £1,760,459 £65,506 The principal variations under this heading are as follow : — Publicity and Commercial Branches account for about £10,000 increase. These are two new branches that have been brought into being as a result of the conditions now obtaining. Expenditure in respect thereof will tend to increase with the greater pressure of competition. The introduction of the train-control system, scale increases in salaries, and printing and advertising account for an increase of about £11,000. Under the subheading of " Station Expenses " an increase of approximately £26,000 is accounted for by the addition of the East Coast Main Trunk line to the working railways system, the working of Middleton marshalling-yard, and increases in goods-shed and wharf working-expenses due to shipping traffic at Lyttelton. Under the subheading of " Train Expenses " there is an increase of £12,600, principally on account of the additional week-end excursions that have been run, the inauguration of night trains in the South Island, the opening of the East Coast Main Trunk Railway, and the appointment of train attendants on the mail and express trains. Miscellaneous expenses increased by £4,700 on account of the Glenhope-Murchison cartage contract. This is an arrangement that was entered into whereby a cartage service was instituted between the places mentioned, the charges between Glenhope and Murchison being on the basis of railway rates. The sum mentioned represents the deficit incurred by the Department on account of that service,
Total Tons. Total Cost! Locomotive Coal Haulage in 1000's of -Net Ton-miles. " 1 ' ! 1928-29. 1927-28. 1928-29. 1927-28. 1928-29. 1927-28. j | 409,677 402,005 £726,430 £768,357 44,670 36,762 I I I
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General Charges. 1928-29. 1927-28. Increase. £250,221 £248,921 £1,300. Under this heading are included charges for Head Office, Appeal Board, Chief Accountant's Branch, Divisional Superintendents, and superannuation subsidies. The variation does not call for any special comment. TRAFFIC. The following are the leading features of the traffic in the various districts in comparison with the previous year : — Kaihu Section. —Revenue, £7,158 ; increase, £496. Passengers decreased 1,331 ; parcels, &c., increased £81 ; sheep decreased 399 ; timber decreased 57 tons ; all other goods increased 415 toDS. Gisborne Section.—Revenue, £36,601 ; increase, £2,562. Passengers increased 3,891 ; parcels, luggage, &c., increased £166 ; cattle increased 66, and sheep decreased 8,378 ; timber increased 132 tons, and all other goods increased 1,130 tons. North Island Main Line and Branches. —Revenue, £4,421,986 ; increase, £100,785. The principal items of traffic were : Passengers, 4,826,844 ; decrease, 191,636. Season tickets, 480,421 ; increase, 16,483. Parcels, luggage, and mails —revenue £241,009; increase, £1,342. Live-stock, 5,343,070; increase, 229,357. Goods tonnage, 3,155,752 ; increase, 131,728 tons. Timber decreased 27,621 tons ; all other goods increased 159,349 tons. The revenue per mile of railway decreased from £3,289 9s. Id. to £3,202 Bs. 5d., and decreased per train-mile from 13s. 4d. to 13s. 2d. The variations in the individual districts were approximately as follows : — Northern District. —Revenue, £2,125,834; increase, £66,029. Passengers decreased 54,190; season tickets increased 5,633 ; parcels, luggage, &c., increased £4,569 ; cattle increased 91,343, and sheep 126,658 ; timber decreased 18,923 tons, and all other goods increased 86,376 tons. Middle District.—Revenue, £500,082; decrease, £6,991. Passengers decreased 13,246, and season tickets increased 241 ; parcels, luggage, &c., decreased £615 : cattle increased 4,479, and sheep decreased 12,762 ; timber decreased 9,464 tons, and all other goods increased 8,991 tons. Western District. —Revenue, £491,582; increase, £8,204. Passengers decreased 11,023, and season tickets increased 61 ; parcels and luggage decreased £1,556 ; cattle increased 51,460, and sheep decreased 21,575 ; timber increased 1,765 tons, and all other goods increased 27,225 tons. Southern District. —Revenue, £1,304,488; increase, £33,543. Passengers decreased 113,177, but season tickets increased 10,548 ; parcels and luggage decreased £1,056 ; cattle increased 26,218, and sheep decreased 36,464; timber decreased 999 tons, and all other goods increased 36,757 tons. Picton Section. —Revenue, £37,516 ; decrease, £334. Passengers increased 601, and season tickets decreased 291 ; cattle decreased 118, and sheep increased 24,202 ; timber decreased 466 tons, and all other goods 3,629 tons. Nelson Section. —Revenue, £24,753 ; increase, £3,315. Passengers decreased 3,792, and season tickets increased 24 ; cattle increased 568, and sheep 8,829 ; timber increased 10 tons, and all other goods 922 tons. Westport Section. —Revenue, £134,746 ; decrease, £3,011. Passengers decreased 7,660, and season tickets 153 ; parcels, luggage, &c., decreased £74; cattle increased 66, sheep decreased 909 ; timber increased 1,060 tons ; all other goods decreased 16,575 tons. South, Island Main Line and Branches.—Revenue, £2,862,105 ; increase, £77,207. The principal items of traffic were ; Passengers, 3,944,353 ; decrease, 26,353. Season tickets, 173,650; increase, 7,395. Parcels, luggage, and mails —revenue, £128,486 ; decrease, £3,452. Live-stock, 4,634,221 ; increase, 307,023. Timber, 260,969 tons ; increase, 24,410. All other goods, 2,879,950 tons ; increase, 91,841 tons. The revenue per mile of railway increased from £1,721 4s. to £1,759 10s. Id., and increased from 13s. 9d. per train-mile to 14s. The variations of traffic in the individual districts were approximately as follows : — Northern District. —Revenue, £1,271,901 ; increase, £60,562. Passengers decreased 2,214, and season tickets increased 1,138; parcels, luggage, &c., decreased £491 ; cattle increased 707, and sheep decreased 2,365 ; timber increased 31,039 tons, and all other goods increased 67,141 tons. Middle District.-—Revenue, £991,305 ; increase, £126,001. Passengers increased 69,531, and season tickets 6,239 ; parcels, luggage, &c., increased £1,712 ; cattle increased 7,545, and sheep increased 349,159 ; timber increased 16,162 tons ; all other goods increased 145,913 tons. Southern District. —Revenue, £598,899 ; decrease, £109,356. Passengers decreased 93,670, and season tickets increased 18 ; parcels, luggage, &c., decreased £4,673 ; cattle decreased 7,686, and sheep 40,337 ; timber decreased 22,791 tons, and all other goods decreased 121,213 tons. The general decrease in the Southern (or Invercargill) District was caused through the reallocation of districts. Balclutha and Catlins River Branch figures, which were formerly included in the Southern District, are included in the Middle (or Dunedin) District. Lake Wakatipu Steamer. —Revenue, £10,941 ; increase £1,056. Passengers increased 2,116 ; sheep decreased 2,717 ; timber increased 295 tons ; all other goods increased 599 tons. TRANSPORTATION. The total revenue train-miieage was 11,113,482 miles, as compared with 10,838,594 miles for the previous year, an increase of 274,888 miles. Of the total train-mileage 4,833,991 were passenger-miles and 6,279,491 were goods-miles, an increase of 189,086 and 85,802 respectively over the figures for the previous year. This additional mileage is due principally to the train services provided on the new lines taken over during the past year, and also to additional services run to cope with heavy seasonal traffic.
iy—D. 2.
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The particulars of the mileage run in the various sections of railway are as follows :—
j I I During the past year fast passenger-trains have been provided between Wanganui and New Plymouth, and between Napier and Palmerston North. The Wanganui - New Plymouth train has a connection from Marton with the Limited express from Auckland, while the Napier - Palmerston North train connects at Palmerston North with the Limited express for Auckland and with a fast train for Wellington. The provision of these services has therefore opened a good connecting-link with the Auckland-Wellington Limited expresses. The Aucldand-Whangarei-Opua expresses which terminated at Whangarei on three days of the week during a portion of the year were made through trains from September, thus giving the northern district facilities for daily communication with Auckland. The suburban services radiating from the main centres received close attention during the year. Additional trains were provided, and a number of adjustments were made to better meet the convenience of passengers. In the Wellington suburban area it was possible by co-ordination of the Department's road and rail services to effect substantial economies, certain of the trains during the slack portion of the day being eliminated and the passenger traffic transferred to the Department's buses. Punctuality of Trains. The record of train punctuality, while not up to last year's standard, is satisfactory, considering the many and varied adverse circumstances contended with. Certain seasonal commodities have been heavy this year, and, instead of producing a steady flow of traffic over a period, weather conditions have caused peak rushes to form. An extraordinary peak tends to congestion, from which initial delays expand and have far-reaching effects. The sheep traffic this year, for instance, was somewhat later than usual in moving, and the unusual movement is reflected in the time-keeping of trains towards the close of the year. The Easter traffic for 1929 was handled in March, and the consequential delays which arise out of heavy holiday traffic have caused an inflation of the figures for the 1928-29 year. A number of mishaps (engine-failures, derailments, and other line-interruptions) have occurred at a time of the day which caused a maximum of interference with passenger services. Severe damage caused in August by a storm to the sea-wall protecting the Hutt line has been responsible for much lata running of the suburban trains. The unpunctuality is not confined to the suburban area only, and its effect is far-reaching. The checks received in the suburban area are often reflected on trains passing through the Wairarapa, and even affect express and other trains connecting at Woodville.
Average Late Arrivals of Trains, Year ended 31st March, 1929.
Section. 1928-29. j 1927-28. Increase. I ! Miles. Kaihu .. .. .. .. .. 17,393 17,738 Dec. 345 Gisborne .. .. .. .. .. 76,586 82,211 Dec. 5,625 North Island Main Line and Branches .. .. 6,705,512 6,479,921 225,591 South Island Main Line and Branches .. .. 4.095,546 4,049,450 46,096 Westport .. .. .. .. .. 92,311 94,140 Dec. 1.829 Nelson .. .. .. .. .. 59,725 63,292 Dec. 3,567 Picton .. .. .. .. .. 66,409 51,842 14,567 11,113,482 10,838,594 274,888
Period ended Averase Vear ended • tor Year April. May. June. July. August. Sept. Oct. Nov. Dec. Jan. Feb. M | r ch March Minutes ' Express and Mail Trains. 31st March, 1929 I 8-48 j 7-20 j 6-62 I 5-06 I 4 32 ) 4-84 I 3-19 ; 3-97 I 3-75 | 9-95 | 6-25 i 9-09 I 13-76 6 65 31st March, 1928 ! 10 15 ! 5-50 ! 0-25 I 3-77 [10-34 110-98 1 2-40 3-06 ! 3-11 ; 910 ! 6-46 1 5-65 | 4-05 ! 6 22 Long-distance Mixed Trains. 31st March, 1929 111-43 j 8-64 j 6-28 , 4-67 j 4-33 1 4-70 4 73 4-85 5-64- 8-35 I 7-68 111-47 13-39 i 7-40 31st March, 1928 [ 11-87 ! 7-81 ' 6 26 1 4-35 ! 5-96 ' 4-23 ! 3-27 3-95 3 84 6-37 I 6-79 | 6-26 | 7-96 6-07 Suburban Trains. 31st March, 1929 j 0-62 0 50 0-58 0-61 1 69 2-90 ! 0-93 j 1-13 0-79 1-33 1-18 1-36 1-67 1 17 31st March, 1928 J 1 47 0 77 0-76 0-62 0 71 0-55 ; 0-4.6 ! 0-55 0-58: 0-76 0-78 0-93 0-69 ; 0-79 I ! I I ! These figures include delays arising from ali causes, including floods, slips, washouts, engine and other mechanical failures, and traffic delays at stations.
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LAKE WAKATTPU STEAMERS. 1929. 1928. Variation. Per Cent. £ £ £ Revenue .. .. .. .. .. 10,941 9,885 +1,056 10-68 Expenditure .. .. .. .. .. 17,425 15,627 +1,798 11-51 Net loss .. .. .. .. £6,484 £5,742 +£742 12-92 The revenue from the lake steamers shows a substantial increase, due to the good year experienced in tourist traffic, and in traffic in motor-cars, merchandise, and timber. Live-stock shows a slight decrease. Large quantities of pipes for irrigation works at Arrowtown were carried in the closing months of the year. The increase is made up as follows : — £ Passengers .. .. .. .. .. .. 234 Parcels, luggage, and mails .. .. .. .. 22 Goods .. .. .. .. .. .. 763 Miscellaneous .. .. .. .. .. 37 £1,056 The cost of repairs to steamers for the year was £3,850, as against £2,197 last year—increase £I,6s3—this item being mainly responsible for the large increase in expenditure and for the increase in net loss on the year's operations. The steamer " Ben Lomond " was completely refitted during the year. The mileage run for the year was 24,225, as compared with 23,928 for the previous year, an increase of 297 miles. The Lake Wakatipu steamer service has been a losing proposition to the Department for some years. The service being self-contained there is no real justification for this, and the matter seems to be resolving itself into the position that the charges for the services rendered are too low. I have had the matter very carefully gone into with a view to seeing whether any material savings can be effected, but it does not appear that much can be done in this direction if the services are to be maintained at their present standard. On the contrary, I conclude that the time has now arrived when we have to give consideration to the question of supplementing the fleet on the lake by a new vessel if the standard of the service is to be kept up, or any improvement in that respect is to be made. It would, however, be difficult to justify the expenditure on a new vessel unless there is some reasonable prospect that an increase in revenue can be obtained not only to meet the present loss, but also to balance the additional charge that would be involved by the provision of a new vessel. The fleet at present consists of the " Earnslaw," the " Ben Lomond," and the " Mountaineer." The " Earnslaw "is in quite good condition, and is the mainstay of the service. The " Ben Lomond " has just been reconditioned, but it is a very small vessel, and cannot be regarded as any other than an emergency unit in the fleet. The other vessel, the " Mountaineer," is a paddle steamer of obsolete type. It is slow and not of a standard generally that would enable it to give a satisfactory service comparable to that of the " Earnslaw." Whenever the piresent service cannot be maintained with one vessel it is necessary that the " Mountaineer " be used, and this gives rise to public dissatisfaction. The " Mountaineer" is due for complete overhaul and refitting this year. It is diffioult to estimate what the cost of refitting will be, as many defects are not disclosed until dismantling is commenced. On such an examination of the vessel as is now possible it appears doubtful whether the vessel will be worth repairing for this service. Eor the purpose of the following calculations, however, I have assumed that the boat might be given another ten years' life by an expenditure of £3,000. I have gone into the question of the provision of a new boat, and in the following table a comparison is made of the annual capital charges on the assumption that the cost of refitting the tw T o old boats is capitalized and the w r hole amount written off in an estimated remaining life of ten years, while the rate of 3 per cent, written off the " Earnslaw " since 1926 remains unaltered, and the new boat is written off at per cent, on the original cost (forty-years life). Interest is computed at 4 J per cent. The ships will have little or no residual value. "Ben Lomond." "Mountaineer." "Earnslaw." New Boat. £ £ £ £ Original cost .. .. .. .. 2,567 7,433 22,678 25,000 Less depreciation (four years) .. .. 309 891 2,720 Present book value .. .. .. 2,258 6,542 19,958 25,000 Cost of refitting, add .. .. .. 1,800 3,000 £4,058 £9,542 £19,958 £25,000 £ £ £ £ Annual depreciation over remaining life .. 406 954 690 625 Interest .. .. .. .. 183 429 898 1,125 Annual capital charge .. .. £589 £1,383 £1,588 £1,750
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XXVIII
The annual capital charges on the two old boats would be £1,972, as compared with £1,750 on the new boat. The latter, being a larger and faster boat, would require two additional men (one deck hand and one fireman) —say, £500 per annum—and would cost about £700 per annum more for coal. The total comparative costs per annum of the service under the two proposals would be as follow (A.) (B.) Throe Boats. Two Boats. £ £ Shore expenses .. .. .. .. .. 1,900 1,900 Running expenses — Salaries and wages .. .. .. .. 5,400 5,900 Coal and stores .. .. .. .. 2,800 3,500 Repairs — Steamer .. .. .. .. .. 2,000 1,900 Wharf .. .. .. .. .. .. 700 700 Insurance .. .. .. .. .. .. 150 195 Depreciation— Steamers .. .. .. .. .. .. 2,050 1,315 Structures .. .. .. .. .. 234 234 Interest .. .. .. .. .. 1,995 2,508 £17,229 18,152 Allow for amortization, interest and principal, old boats .. .. 1,077 £19,229 The total cost of proposal B, including an allowance for writing off interest and principal on the two old boats in about twelve years and a half, would be £2,000 in excess of the cost of proposal A for about ten years, after which the provision of a new boat must be faced. The revenue averages about £10,000 per annum. Revenue. In considering the possibilities of increases in the lake traffic and revenue in the future a survey of the business since it was taken over by the Department in November, 1902, will be useful. In 1903 a general reduction of 25 per cent, was made in the charges in force on the lake. From 1902 until 1924 the number of passengers carried showed little variation except for a substantia] decrease during and after the war. Since 1925 an increase of 3,000 to 4,000 passengers per annum over 1904 has been recorded, equal to about 15 per cent. Passenger revenue remained at practically the same level (£3,300) until 1920, and it is now about £4,300, or about 30 per cent., above 1904. The fare basis is now 25 per cent, higher than in 1904 owing to the war increases, but the revenue has not increased in proportion to the number of passengers and the ordinary fare basis, much of the additional traffic having been induced by specially cheap excursion fares. The fare basis is still about 6 per cent, below the rates ruling in 1902. The total tonnage of goods carried showed a decrease of 28 per cent, between 1904 and 1919, the decline in the mining industry being the principal contributing factor, and the traffic did not get back to the 1904 level until 1928. The quantity of live-stock carried doubled in the twenty-five years, but timber decreased by 35 per cent. Goods carried by weight were practically the same in 1928 as in 1904. Freight revenue is now 40 per cent, above the 1904 level, the respective figures being £3,231 and £4,525, due to the tariff increases arising out of war conditions. Notwithstanding the latter increases, the goods rates are only 5 per cent, higher than they were in 1902. The revenue from parcels, luggage, and mails increased from £400 to £1,000, and the total revenue from £7,000 to £10,000, or by 43 per cent., in the twenty-five year period. I do not think it safe to anticipate any marked increase in passenger traffic in the near future. A faster and more comfortable boat on the Head of Lake service would, however, undoubtedly popularize the Paradise trip, which is becoming of steadily increasing importance owing to the large number of tourists arriving in Queenstown by road from Cromwell or Wanaka, from whom the Department may derive no revenue if an attractive service is not provided. A great handicap on the lake is the seasonal nature of the passenger traffic, which varies between two thousand and seven thousand passengers per four-weekly period in the season December to April, and between four hundred and one thousand passengers for the rest of the year. With respect to goods traffic, it is understood that irrigation works now proceeding in the vicinity of Arrowtown will bring 7,000 to 8,000 acres of land under cultivation for grain-growing, creating a considerable amount of additional traffic on the lake. There does not appear to be much prospect of any material improvement in either the mining or the pastoral industries. Expenditure. The expenditure on the lake service was maintained at slightly in excess of £5,000 per annum until 1912, when the " Earnslaw " was put into commission. During that period the earnings were sufficient to pay working-expenses, interest, and depreciation, although uo allowance for the latter was made in the accounts, and the cost of the new boat was wholly capitalized. As a result of commissioning the " Earnslaw " working-expenses immediately increased 4 by £1,000 and capital charges by £1,400 (including depreciation). Additional wharves and a new slipway were
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constructed, largely for the accommodation of the bigger vessel, at a capital cost of £4,300 and an annual cost of £300. In all, the increased annual expenditure due directly or indirectly to the new boat was at least £2,700. The increase in business was negligible, and no adjustment of charges was made to cover the cost of a much improved service. It should, however, be noted that the outbreak of war made it impossible to gauge the effect of an improved service on the passenger revenue, and it is only of recent years that tourist traffic is getting back to normal. Since 1914 the cost of wages and salaries has increased by 75 per cent., coal by 200 per cent., and the total working-costs by 100 per cent. (£6,000). Since 1904 working-expenses have increased from £5,000 to £12,000, capital charges from £1,000 to £3,500, and the total expenses from £6,000 to £15,000, as compared with a revenue increase from £7,000 to £10,000. To cover increased costs and provide for accrued depreciation the revenue requires to be raised from £10,000 to £17,250 (proposal A) or £19,250 (proposal B). Two questions call for immediate consideration at this juncture —(1) That steps should be taken to balance the accounts of the lake service ; (2) whether a new steamer should be provided. With regard to the former question, this clearly resolves itself into the question of the revision of the lake tariff. Definite proposals in this connection are now being formulated, and, in accordance with the policy that is being adopted, will be discussed with the parties particularly interested before being finalized. Arrangements are being made for this to commence practically immediately. With regard to the second question, this is largely dependent on what is done in connection with the revision of the tariff, and is also directly affected by the matter of the construction of the new road from Queenstown to Kingston. I am definitely of the opinion that if this road is carried to completion we would not be justified in incurring the expenditure that would be necessary for the provision of the new boat. ROAD-MOTOR SERVICES. The total number of passengers carried by the Department's road-motor services during the past year was 2,919,605, of which the Hutt Valley service was responsible for the largest proportion— 2,336,651 passengers. The balance of expenditure, including interest and depreciation, over revenue in the road-motor services accounts was £9,327. While we aim, of course, to obtain the best possible return from the running of the buses themselves, the foregoing sum must not necessarily be regarded as a loss from the Department's point of view. Railway authorities generally run road services for one or both of two reasons —namely, (1) to protect its business against competition, and (2) to enable savings to be effected on its train services where it is found that the traffic can be worked more cheaply by means of road-vehicles than by means of the rail. The position, however, as disclosed by the accounts is such that, I believe, will afford room for improvement, and I desire to comment on these services as follows :— Hutt Valley Services. Of the aforementioned sum these services account for £7,200. This is principally due to the very high maintenance costs that were incurred during the year. The difficulty with which we found ourselves faced was that the buses which were purchased from the various private concerns running on the Hutt Road had arrived at the stage where maintenance had become a very considerable item. Indeed, a thorough investigation showed that many of the buses were not in a condition to justify the large amount necessary to keep them in proper condition. The position was very considerably accentuated by the coming into full operation of the Motor Regulations, which requires a very much higher standard than had previously been the case. We also found ourselves faced with the necessity for reducing the seating in order to comply with the regulations, and this, of course, had a directly depressing effect on the earning-capacity of the various vehicles. A complete review of this fleet brought us to the conclusion that it was hopeless to expect to give satisfaction in the matter of service or to show a reasonable financial return with the vehicles that were purchased from the various private concerns that were operating the service prior to the Department taking it over. It was therefore decided to at once purchase ten more buses, and tenders were duly called and a tender accepted. These buses are now in course of delivery, and are already enabling us to materially improve the service. The whole of these ten buses were of the four-wheeled singledecker type. Further buses will be required during the coming year to replace vehicles that have ceased to be economically efficient. Before embarking on further purchases, however, inquiries are being made as to the suitability of other types of buses, such as six-wheeled single-decker and doubledecker buses, in order that we may build up the fleet in a way that will give us the best results both from a traffic and financial point of view. Another very material factor affecting the financial return on the Hutt services has been the writingoff of the amount represented by goodwill in the purchase price of the buses. The difference between the valuation of the buses as taken over and the total amount paid to the previous owners is £16,530, and this, of course, represents the amount paid by way of goodwill. I think it is desirable that this should be written off as quickly as possible, and we are aiming to eliminate it from the accounts:in five years. This involves a writing-off of £3,300 each year, and this amount, of course, represents a burden on the working-expenses that will continue until the total sum is finally disposed of. Another factor which bore materially on the financial results was the imposition of the petrol-tax that was brought into operation during the year. This accounted on the Hutt service for no less than £2,284. By way of set-off against the debit on account of the buses, we have the saving on account of adjustment of train services which was made possible by the running of the buses. This saving is estimated at £5,000 per annum.
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Napier-Hastings Service. This service showed a debit of approximately £600, this being brought about by an increase in costs resulting from an additional 59,525 miles having to be run owing to the diversion of traffic during road repairs, also to the imposition of the petrol-tax, which alone was responsible for approximately £760. As in the case of the Hutt services, maintenance costs were very high, showing an increase over the previous year of £891. Here again we find the fleet arriving at the stage where extensive maintenance work has to be undertaken, while the alterations necessary to comply with the Motor Regulations helped to swell the bill. This service has been the subject of some complaint, and in order to enable the public need to be more adequately met arrangements were made for the fleet to be augmented immediately by the addition of new buses. These will considerably increase the earning-power of this service, and with the superior type of bus and lower maintenance costs we could, if other factors were equal, look confidently for a better return. Unfortunately, this service has been made the subject of some very keen and irregular competition by taxi-cars of the ordinary motor-car type, a number of which are now running in direct opposition to our service, notwithstanding that additional omnibus licenses were not granted by the licensing authority. Ido not doubt the ability of our service to ultimately cope with this competition, but in the meantime a grave injustice is being done to the Department, which holds the necessary licenses for this service and is providing a fleet that is quite ample for the needs of the traffic. The net result is that harm is being done to the authorized service, and I am confident that in the longrun no benefit will accrue to those who are engaging in this irregular competition. It is certainly unfortunate that such a state of affairs should be allowed to continue. The saving in train services as a result of the bus operations is estimated at £2,500 per annum. Christchurch-Midland Service. This service shows a debit of £1,114, which has been largely contributed to, as in the case of the other bus services, by the imposition of the petrol-tax. We have also had a special debit on this service respecting the altering and repairing of one of the buses, which is of a non-recurring nature. This service is essentially one that has been put on in order to protect the Department's business, though it has also allowed some economy to be effected in train-working, the cost of which it is practically impossible to estimate. Oamaru-Tokarahi Service. The debit on this service is £380. as compared with £655 last year. This service is run to enable economies in train-working to be effected on the Ngapara and Tokarahi Branches. It is estimated that the saving on the train services amounts to £800 per annum. In conclusion on the question of the bus services, I desire to say that in my opinion this is a branch of the business of the Department that must inevitably grow. The improvement in the roads and in the design and efficiency of road-motors will, I consider, necessitate the Department undertaking road services for both the reasons that I mentioned at the opening of my remarks under this heading—namely, in order to protect its business and to effect savings in providing the various facilities. The immediate care of a road-carrying organization is one that is becoming a work requiring a great deal of specialized knowledge which can only be gained by a person devoting himself only to this type of transport and building up an organization that will make for efficiency and economy. To that end a Bus-manager has been appointed, whose duties will be to control the whole of the operations connected with our road-motor services ; and with the advance in knowledge and experience that we will get from the specialized work of the Bus-manager and the organization under him, coupled with the improvements that are being made in the bus fleets, I feel confident that we may look for better financial results from these services in the future. THROUGH BOOKING OF PASSENGERS, PARCELS, AND GOODS BETWEEN NORTH AND SOUTH ISLANDS. A branch of our service that has been instituted in recent years and which is being increasingly availed of by the public is the through booking between the North and South Islands. During the past year the value of the parcels and goods traffic under this heading was £21,481, as compared with £17,094 in tie previous year. This shows an increase of approximately 25 per cent, in one year. The passenger bookings also showed an increase of 13 per cent. We have received many expressions of appreciation of our services in this connection, and the foregoing figures will show that these sentiments are shared by the community at large, as is evidenced from the rapid growth that has taken place in this branch of our business. Hitherto the service has been confined to transport between Wellington, Lyttelton, Picton, and Nelson. The scope of the arrangement has now been considerably extended so as to cover transport from many of the other ports of New Zealand that are served by rail.
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ADVERTISING SERVICE. 1929. 1925. Variation. Per Cent. £ £ £ Revenue .. .. .. .. 53,984 52,600 +1,384 2-63 Expenditure .. .. .. 50,719 48,921 +1,798 3-68 Net profit .. .. £3,265 £3,679 -£414 11*25 The increase in revenue is mainly due to the increase in new business obtained this year, and to additional miscellaneous work done for other branches and departments. New business written up during the last three years is as under : — 1928-29. 1927-28. 1926-27. * £ £ £ Outdoor advertising .. .. .. 72,230 44,454 66,245 Publications .. .. .. .. 4,597 2,079 2,551 Printing .. .. .. .. 2,633 2,802 2,926 Miscellaneous .. .. .. .. 1,534 1,063 2,045 Buses .. .. .. .. .. 1,019 874 £82,013 £51,272 £73,767 It should be noted that the net profit of £3,265 on the operations of the Advertising Service during the year does not represent the whole of the revenue derived by the Department from advertising, but the figures have been shown as above in order that a comparison might be made with last year, when they were shown in the same form. By way of further elucidation of the figures I would mention that, in accordance with the policy that was adopted when the accounts were reorganized, of putting the subsidiary services as nearly as possible on the same basis as independent businesses, the Advertising Service has been debited with charges for the right to display advertisements on railway premises, rent for land and buildings, commission on cash collected by other branches, railage at ordinary tariff rates, and interest on the capital employed in the business, amounting in the aggregate to £15,879. These all represent money earned by the Advertising Branch. The total financial benefits derived from advertising was therefore £19,144, being the balance between actual earnings and actual expenditure of the branch (including depreciation). The substantial increase in new business written up during the year ended 31st March, 1929, will not, however, be reflected in the revenue of the branch until the advertisements have been erected, and this should show a substantial improvement during the current year. Some very large contracts were obtained during the year, and in most cases these were from clients who have been using the Department's advertising service for a number of years, indicating satisfaction with the results they are obtaining from railway advertising and the service the Department is rendering. Apart from the outdoor activities of the branch, considerable progress has been made with publication advertising—Railway Magazine, Pocket Guide, &c. —and for the more efficient handling of this class of business two specialist salesmen were taken on during the year to handle publications exclusively. The art and signwriting studios were kept working at high pressure throughout the whole year, and the indications are that the new financial year will be a very busy one indeed in the branch. A pleasing feature of the year's operations has been the fewness of the complaints that have been received from the public and local authorities with regard to the erection of our hoardings. This I ascribe to two main factors — namely, the high artistic standard that has been maintained, and the readiness of the Department to meet all reasonable objections. Whenever any local authority or individual has indicated objection to the erection of a particular hoarding we have made a point of discussing the matter in a broad light. It is quite recognized by the Department that every location may not be suitable for the erection of hoardings, and that a generous consideration should be given to all features that tend to render the erection of a hoarding in any particular locality undesirable. This policy will continue to be pursued. I feel that the Department might carry on with its present service with full confidence as to both its success as a revenue-producer, and the favourable light with which the public gene Tally will regard its activities. DEPARTMENTAL DWELLINGS. 1929. 1928. Variation. Per £ £ £ Cent. Revenue .. .. .. ..105,897 93,643 +12,254 13-09 Expenditure .. .. .. 170,073 162,263 + 7,810 4-81 Net loss .. .. £64,176 £68,620 -£4,444 6-48 The increase in revenue is due to rentals received from houses completed in accordance with the Department's housing scheme and to houses taken over from the Public Works Department. The revenue per dwelling is—1929, £31 10s.; 1928, £29 6s.
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The following is an analysis of the dwellings expenditure: —
The decrease in maintenance is due to heavy expenditure incurred last year, renovating houses taken over from the Architectural Branch and built five years previously. The increase of £9,683 for depreciation, interest, and insurance is due to increased capitalization. It is hardly to be expected that our housing will be a source of revenue to the Department, but it does seem that the cost to the Department in the way of the loss on the housing of the staff lias grown to a magnitude that calls for serious consideration. There are also anomalies in connection with the charging of rents, more especially as between the more recently erected houses and those of the older type, and these anomalies give rise to some dissatisfaction among the various members of the staff. I propose to give consideration to this matter during the coming year, with a view to seeing whether something cannot be done to meet the position without imposing any undue burden on the. staff who occupy departmental dwellings. During the year 50 houses were cut at the Frankton Junction House-factory, 91 which had been cut the previous year were on hand on the Ist April, 1928, and 96 were under erection (incomplete) on the Ist April, 1928, making a total of 237. For the Department 177 houses were erected during the year, for the Hutt Valley Housing Committee 27, and for the Public Works Department 16, making a total of 220. The number of houses in course of erection and incompleted at the 31st March, 1929, was — Departmental, 12 ; non-departmental, nil : total, 12. Since the inauguration of the housing scheme the total number of houses erected is—Departmental, 1,277 ; non-departmental, 314 : total, 1,591. A number of hot and cold water services have been provided, and electric light and sewerage installed where available. The house-factory and sawmill adjacent thereto at Frankton Junction, which were established in 1923 for the primary purpose of enabling houses to be constructed for the staff, have, with the completion of the housing programme, been closed. As much of the machinery as can be made economical use of is being transferred to the workshops, and the Realization Account in respect of the factory and sawmill is being credited with the value thereof. Some machinery that cannot be transferred to the workshops will still remain and will require to be realized upon to the bestadvantage. Similar considerations apply also to the land and buildings. It seems inevitable that there will be a debit to be disposed of when the accounts of the factory and sawmill are finally wound up, and this will principally fall on the Housing Branch. This will make the debit on account of our housing operations as above set out rather greater than appears at present. LAND BRANCH. The number of leases registered during the year was 536, the aggregate annual rental of these amounting to £4,584 16s. lid. The total number of leases current on the 31st March, 1929, was 6,910, the total annual rental being £54,348 6s. The total fees for preparation of deeds, dealing with documents, and for supplying advices to the Valuation Department was £780 16s. The number of Proclamations, Orders in Council, notifications, and other documents issued taking and giving up land was 47. The number of transactions purchasing land by certificate of title was 23, the compensation paid for the land acquired totalling £40,999 ss. During the year the work of reviewing our leases of railway land has been carried on, and in a great number of cases improved leases have been arranged under the legislation that was passed in this connection in 1928. This has given lessees a better tenure of the lands and has enabled them to use the land to better advantage. The change undoubtedly will work to the benefit both of the Department and of its tenants. An investigation into the use of lands that are lying idle has also been carried on during the year, and, where possible, the lands have been let. It is fully realized that even when it is necessary to let lands at a very low rental it is better to have them in occupation than lying idle. We are experiencing some difficulty in this connection, however, owing to the state of the law in regard to rating. Many of our lands, by reason of their being in boroughs, become liable for rates that render them an uneconomical proposition to prospective tenants. We find ourselves in many cases unable to give a tenancy that would warrant the use of the land for building purposes, and the amount of the rates renders them unprofitable for farming purposes. Within the limits, however, of the difficulties we encounter in the various places we are aiming to have all railway lands made some use of.
! 1929. Per Dwelling. 1928. Per Dwelling. Variation. peT Dwelling £ £ s. d. £ £ s. d. £ £ s. d. Maintenance .. 54,670 16 4 11 56,543 17 14 5 -1,873 —1 9 6 Depreciation .. 33,612 9 19 10 30,918 9 13 9 +2,694 +0 6 1 Interest .. .. 77,380 22 19 11 70,742 22 3 5 +6,638 +0 16 6 Insurance .. .. 4,411 1 6 2 4,060 1 5 5 + 351 +0 0 9 170,073 50 10 10 162,263 50 17 0 +7,810 -0 6 2
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REFRESHMENT BRANCH. 1929. 1928. Variation. Per Cent. £ £ £ Revenue .. .. .. .. 123,059 122,220 + 839 0-69 Expenditure .. .. .. 116,090 114,644 +1,446 1-26 Net profit.. .. .. £6,969 £7,576 —£607 8-01 An analysis of the revenue discloses the following variations : — 1929. 1928. Variation, £ £ £ Dining-rooms.. .. .. .. .. 26,005 27,371 —1,366 Counter-rooms .. .. .. .. 94,063 92,472 -f1,591 Miscellaneous.. .. .. .. .. 2,991 2,377 + 614 £123,059 £122,220 + £839 The opening for traffic of the East Coast Main Trunk Section of railway to Taneatua necessitated the erection of a refreshment-room at Tauranga. This room was opened in December last, and the Department now controls twenty-nine refreshment-rooms, in addition to the catering on the Lake Wakatipu steamers. The refreshment-room revenue for the year amounted to £123,059, or £839 more than last year. The expenditure was well regulated, with the result that the year's trading was satisfactory. The refreshment-rooms derived considerable business from week-end and excursion trains, and additional business was obtained through placing sales-boys on some of these trains for the purpose of vending ices, sweets, smokers' requisites, fruit, &c. The inauguration of the dining-room service in the Hillside Workshops, with the proposed extension to the Hutt and Otahuliu Workshops at an early date, and later at Addington Workshops, marks a new era in departmental catering. In the well-equipped dining-room the men may obtain light luncheon at a nominal charge. Facilities are also provided to enable those who do not desire to partake of a full lunch to obtain tea or coffee and consume same in the dining-room. A counter, at which smokers' requisites, &c., are obtainable, is also provided. Arrangements are now being made to provide kitchenettes in the De Luxe sleeping-cars on the "Limited" express trains, for the purpose of enabling all sleeping-car passengers who desire it to be supplied in the morning with tea, coffee, bread roll, bread and butter, or hot scones. It is anticipated that this service will enable the requirements of passengers on this train to be met quite satisfactorily. The system of cushion-hire has now been extended to the South Island, and also to the principal daylight express trains. The number hired during the year was 99,939, compared with 82,143 in 1927—28. During the holiday periods there is a heavy demand for cushions, and this service is most popular. PUBLICITY BRANCH. Extended scope has been given to the operations of the Publicity Branch during the past year. The main objective has been to make more generally and easily available any information likely to be helpful in letting the public understand the range and quality of services which the Department has available for its patrons. Allied to this has been such action as would tend to remove those misunderstandings which arise from uninformed criticism of the Department. A further application of railway publicity has been in the direction of creating and stimulating interest in travel within the Dominion. The publicity campaign has included regular weekly features in the principal newspapers, and in each issue of several magazines, dealing with special phases of railway operations. This has been supported by a liberal use of hoardings and other effective means of reaching the public. The principal pa.ssenger services, and tables of fares, have been comprehensively advertised thrice weekly in the city newspapers of the Dominion. Special articles and " write-ups " have been supplied to, and published by, the press and vocational journals in New Zealand and abroad. An extensive distribution has been made of a number of specially prepared publications such as " The State Railways of New Zealand," and " Top Dressing for Top Prices," the latter being issued to show how railway freights for artificial manure assist primary production.
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A new illustrated booklet entitled. " Freight by Rail " explains briefly the advantages obtainable by the people of New Zealand in the use of their own railways. For the first time a comprehensive time-table of goods-train services has, through this medium, been made available to business houses. Two maps of the North and South Island respectively, indicating by colours the contour and other surface characteristics of New Zealand in relation to the railways system, have been prepared for suitable distribution. The " Romance of the Rail, No. 2," descriptive of travel by the South Island Main Trunk Railway, was also published during the year. A competition, open to all art students, for a poster design advertising the New Zealand Railways, was arranged during the year. The response was particularly good, and the standard of work was of a high order. The two prize-winning designs were distinctly modern in conception, and effective examples of finished poster-work. An essay competition, open to all primary, secondary, and technical school pupils, caused a great deal of interest in railway matters and produced some thoughtful contributions. The winning essays were published in the New Zealand Railivays Magazine. From time to time lecturettes on railway subjects have been broadcast by wireless, in addition to descriptive accounts of trips to scenic resorts reached by rail, and other information likely to be of assistance to travellers. Particular attention has been paid to publicity in connection with week-end, seaside, and farmers' excursions. The principal mediums employed were electric talking signs, theatre screens and programmes, newspaper advertisements, local window displays, large calico signs, attractive handbills, tramcar dash-boards, three-coloured posters, and two-coloured art circulars. A suitable mailing-list is also used to give a wide distribution of publicity matter featuring these excursions. The work of the Publicity Branch is co-ordinated with that of the Government Overseas Publicity Board. This is designed to avoid overlapping of functions and makes for the wider use of modern publicity in featuring the Department's work. THE NEW ZEALAND RAILWAYS MAGAZINE. The Department's official monthly Magazine has now entered upon the fourth year of its publication, and continues to receive a most favourable reception from the Railway Staff, the press, and the public throughout New Zealand and overseas. The Magazine has a circulation of twenty-three thousand copies monthly. It is an eminently convenient and effective medium for the diffusion of current railway information to the employees of the Department, and also to the commercial and farming community immediately interested in the business of railway transport in the Dominion. The publication of special articles by accredited experts in the science of transportation, and of articles and news items by members of the staff featuring the many activities of the Department, is serving to accumulate a definite store of authoritative knowledge of great value to the Railway service as a whole. Moreover, as a publicity medium within the Dominion and overseas the Magazine can rightly be regarded as a valuable departmental investment. " The Magazine constitutes one of our main information sources regarding New Zealand," is an opinion received from the Institute International du Commerce, Brussels, Belgium. Equally impressive communications indicative of the utility of the Magazine in its publicity aspects are being constantly received. There has been a substantial increase in the number of advertisers, and it is safe to predict that when the advertising side of the Magazine is more fully developed the revenue from advertisements will materially lessen the cost of production, which is already low in relation to the size, quality, and circulation of the journal. All branches of the service are proud of their own Magazine, to which they look for light and guidance in coping with the difficulties surrounding the operations of the Department. SHORTAGE OF ROLLING-STOCK. The question of shortage of rolling-stock is an ever-recurring one, and is one in regard to which there is a good deal of misunderstanding. There seems to be a conclusion, all too hastily arrived at, that whenever a full supply of trucks cannot be placed at every point as and when required there is a shortage of rolling-stock. Such circumstances do not necessarily justify any such conclusion. A little consideration of the incidence of railway traffic must make it obvious to any one that the Department could not possibly maintain a supply of rolling-stock to meet the needs of every period of peak loading, however short that period might be. During recent months the question has been more particularly felt in the South Island, and in order to make the foregoing position clear I append hereunder a graph showing the variations in the goods traffic in that Island from 1926 to 1929. This graph brings out very vividly the traffic shocks which the Department is expected to absorb. The variations, as will be readily seen, cover a very wide range, and it will be noticed that in 1929 we reached a record of traffic. Within a period of eight weeks in 1929 the traffic varied from below 180,000 to above 270,000, while the general average of traffic over the five years was in the neighbourhood of 220,000. To have maintained a quantity of rolling-stock
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sufficient to meet the peak loading in 1929 would have meant that at least some of that stock would have been continuously out of traffic right up to the time when that period was reached. Clearly that would not be an economical proposition, and any attempt to arrive at that stage would require a substantial increase in the railway deficit.
The statistics which are dealt with elsewhere in this report show that the efforts of the Department to meet the position with the available rolling-stock were well directed in that we had a more rapid turnover of the wagons. It is in this connection that the users of the railways can do much to help themselves. W$ find in periods of so-called shortage of rolling-stock that wagons are held up at country stations awaiting unloading for periods that very considerably restrict the Department's turnover of its rolling-stock, while the vagaries of the shipping traffic are an ever-recurring difficulty which is practically beyond the control of the Department. Trucks are ordered to load for ships at given times, and the spectacle is not uncommon of having large numbers of trucks under load waiting for ships which
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have not arrived at the time for which loading was made. The difficulties associated with shipping are felt in New Zealand to a degree not generally experienced in other countries. This is due to the relatively large number of ports dotted along our coast, and the high proportion of the total quantity of rolling-stock that is engaged in connection with shipping traffic. Such occurrences as bad weather, delay in working of ships in ports, also retard the turnover of wagons. All these shocks, however, the Department is expected to absorb, and does so to the best of its ability. In times of stress we do not hesitate to put on special train services at short notice to facilitate the transfer of rolling-stock to points where it is most needed, while in mapping out our rolling-stock programme from year to year we are constantly aiming to improve the supply of vehicles of the types most required. As I have remarked elsewhere, our ability to augment our stock is almost invariably limited by the amount of finance that can be made available to us. It will be seen, therefore, that the conditions which give rise to difficulties regarding the supply of rolling-stock during periods of shortage are almost wholly beyond the control of the Department. I feel sure that, having regard to the circumstances, more particularly the violent variation in the traffic as indicated in the graph, the business is carried on with a minimum of inconvenience that on an impartial review of the situation may well be claimed to be creditable to the Department. REGULATION OF TRANSPORT. As I have already indicated in this report, we find ourselves, in connection with the increasing of our business to make good the present financial deficiencies, faced with serious difficulties, the chief of which is, of course, the unregulated competition of road motor-vehicles. These services start with the great advantage of having a road provided for them, a circumstance which has no counterpart in connection with railways. Large sums of money are being spent on the improvement of roads paralleling the railway, thus making increasingly possible the competition of road services with the railways. To the extent that this is being done the country is duplicating, and in some cases (as when sea transport also exists) triplicating, the means of transport. More especially in a country such as New Zealand, where the railways are the property of the community, this raises a definite question as to whether it is in the interests of the community that this should continue. If the community by the expenditure of money on a new facility depreciates an existing one, then on any adequate review of the situation such depreciation should be taken into account and provided for. True, the community may prefer road transport to rail transport even at the expense of duplication ; but the money invested in the railways has to be provided for, and the two services have inevitably to be paid for though only one is used. The difficulty arises largely from the fact that the responsibility is communal, while the advantage is largely individual. Individuals desirous of running, or taking advantage of, motor services clamour for improved roads to be provided by the community, while the benefit is reaped by comparatively few. It must be remembered that the railways are still an indispensable factor in our transport system. It would not only be a physical impossibility for road services to cope with the whole of the traffic, either passenger or goods, but it would be an economic impossibility also. This will be quite clear from a consideration of the fact that the average revenue per ton-mile necessary to have covered all railway charges last year would have been only 2-86 d. (without the necessity even for a credit on account of developmental lines). Obviously road services could not produce the necessary transport at that price. As the figures show, the competition by road services is confined to the more highly rated commodities. The net result of this is to weaken the position of the railways from the point of view both of service and price, and the community as a whole suffers. Nor is the competition of road services on a basis'of equity or economic soundness. As already mentioned, the road hauliers start with a road already provided ; they skim the cream of the traffic, having a scope for choice of what they will transport that is incomparably wider than that which exists in the case of the railways ; and they have a power of differential treatment that has an immense influence on their power to secure traffic by bargaining, and which is almost entirely absent in the case of the railways. There is no doubt that much of the motor competition with the railways is not on an economic basis. We are repeatedly coming across cases where prices are quoted by motor-lorry owners that cannot possibly be remunerative if all costs are taken into account. There are a large number of owner-drivers operating on our roads who have had no business training whatever, and it is not surprising, therefore, to find that their operations show little evidence of capacity to see ahead and calculate in a businesslike way what prices they can afford to charge. It may be replied that these people will inevitably drop out. So they do ; but not only does the supply seem to be inexhaustible, but during the course of their career they do an infinite amount of harm, and they enable the individuals who make use of their services to get an advantage at the expense of the community, which not only pays through the expenditure on road repairs and deficiencies on the railways, but has also in the long-run to bear the losses arising out of insolvency of individual enterprises (a factor too apt to be overlooked). It was inevitable that the rapid development of road motor traction that has taken place should have a very disturbing effect on the transport industry. As in the case of every new thing of this kind, it was nurtured in its infancy by propaganda. Its principal competitor, the railways, was depreciated to an exaggerated degree, and the " infant " was just as extravagantly and undeservedly extolled. Railways were talked of as a thing of the past, an assertion which even a cursory examination of the facts would have shown to be quite unjustifiable. The result was confusion' of thought, and an unfortunate degree of competition where a friendly spirit of " get together " would have produced benefits to all concerned of a more real and lasting character. There are not wanting signs that improvement is taking place in both these aspects, but the process of stabilization by " natural forces " is likely to be a long and painful one.
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A further very vital matter calling for rectification of the conditions now ruling in the transport industry is the impossibility of framing any permanent policy withinj.the industry while such conditions continue. The introduction of the motor-vehicle into the transport industry has created a totally new position, to which that of the other sections of the industry, such as the railways, have to be adjusted. The first essential to a proper adjustment is a determination of the proper economic position of each part of the industry. Uneconomic conditions such as unfair or unsound competition can on the plea of " natural forces " only be met by uneconomic action. A policy framed on such action cannot possibly be permanent, and it might well be that on the adoption of a policy on that basis the last position might be worse than the first. It is inevitable that later, when the long and painful process of adjustment by natural forces had worked itself out, there would have to be another adjustment of relationships, and there seems no good reason why two such adjustments, separated only by a long and undesirable period of time, should be adopted if the result can be obtained by more expeditious and desirable methods. To illustrate the position by referring to a concrete case, I may refer again to the fact that we find traffic lost, to the railways in many cases through the quotation by road hauliers of prices for the transport of the goods concerned that we know cannot possibly be on an economic basis. Obviously, as it was the price that lost the traffic, we may assume that if we quoted a price below that of the road hauliers we would retain the traffic; but such quotations, being forced by uneconomic conditions, cannot possibly be permanent, and it is not difficult to imagine the disturbance that would take place if the Bailway Department adopted a policy of quoting rates based on uneconomic conditions, and, when such action forced the competitor out of business, it raised its rates again. Such action would undoubtedly lead to ill will and the upsetting of business relationships by the uncertainty that would arise in regard to actual transport costs, and we would have confusion worse confounded. We certainly seem justified in at least saying that if the occasion for such action can be avoided, then it should be avoided. All these circumstances seem to me to justify resort to the regulative power of the community to expedite the bringing of the industry on to a proper basis. There is nothing new in such action — and it has long been known in the transport industry, where it has been applied to railways practically from their inception, and has already been developed to some extent in connection with the passenger side of road transport. In the case of State-owned railways such as in New Zealand, this community power operates through the railway statutes, and the effect of public opinion as reflected through the parliamentary institutions. In the case of privately-owned railways, they have been rigidly controlled by statutory authorities such as (in England) the Board of Trade and (in the United States of America) the Interstate Commerce Commission. Two principles have been the basis of this action —first, that the community interest in transport shall be adequately protected (this has led, e.g., to the limitation of financial return, the fixation of rates, and the running of certain essential services, such as " cheap " trains) ; and, second, that all persons shall have equal treatment —-there shall be no undue preference. Such regulation was no doubt felt to be irksome by railway authorities, as it might also be expected to be by some sections of the motortransport industry (especially those whose business is not a sound community proposition). But that does not prove that such regulation is inherently wrong —rather the contrary. The railways survived and extended under it with a. rapidity and vigour that was phenomenal; but essentially the general interest was protected by the regulative power of the community actively operating through legal enactment. Such regulation is sometimes objected to as " legislating the motor-carrying industry out of existence" or "bolstering-up the railways." It seems to me that both of these statements are nothing more than unjustifiable assumptions. The motor-vehicle is here to stay, and unquestionably has a place in the transport industry. But why should such objectors assume that proper regulation will push the motor-carrying industry out ? Such an objection would seem to imply a more or less conscious weakness in their case, with a consequent disinclination to face the issue. The railways under private enterprise were regulated, but they did not go out of existence —they flourished and did undoubted good work for the community; and if history means anything at all we may rather assume that the same may happen to the motor carriers. Similar considerations apply to the " bolstering-up of the railways." Opprobrious epithets are not arguments : they generally rather betoken an absence of valid grounds. If on examination of all the facts it were found that a particular service could be given by road-motor more economically than by rail (and there would be many such cases) it would be irrational to perform the service by rail, and no regulating institution whose decisions were irrational could long survive. For the foregoing reasons I conclude that regulative action is necessary and desirable to expedite the stabilization of the transport industry, and I believe that such stabilization would be in the best interests of the motor-carrying industry itself as well as of the railways and the community at large. Another matter in connection with road transport that I think worthy of mention is the desirability of there being prepared by some responsible authority an annual balance-sheet of the road operations of the Dominion. At present the information regarding expenditure and revenue in respect of roads is more or less scattered throughout the various records. Especially in view of the fact that the question of the distribution of tranport-costs among the various sections of the community is such a live one, I think it would be very advantageous if the whole facts were brought together in a comprehensive and readily understood annual statement. The whole question of railway and road finance is really one of the distribution of the total transport costs of the community, and in order that clear judgments may be formed as to the equity or otherwise of such distribution the first essential seems to be to have all the.facts.of,revenue and expenditure in.connection with the transport operations clearly before us.
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PUBLIC RELATIONS. Public relations are an aspect of the Department's work to which I have given particular personal attention since assuming office. I have felt strongly impressed with the increasing necessity, with the growth of competition, of having a proper understanding in the minds of the people of what the Department is able and willing to do in the way of service to its clients. A valuable channel has already been established through the medium of the Magazine and the Commercial Branch, both of which have materially assisted in bringing knowledge to the people and in clearing up misunderstandings. It was inevitable that, with such conditions as arose from the rapid development of competition with the railway, many issues should be clouded by the upsetting of well-established ideas, and more particularly by the dissemination of propaganda of the kind that is almost invariably associated with the introduction of a new competitive factor into an industry. The necessity for some counteracting influence has made the question of public relations a paramount one in connection with the Department's business. We have accordingly taken every opportunity that has been presented to get into personal touch with representative bodies and individuals with a view to obtaining an exchange of ideas regarding the problems confronting the transportation industry in general and the Department in particular. I desire in this connection to express my great indebtedness to the various Chambers of Commerce, Farmers' Unions, Progress Leagues, importers' associations, commercial travellers' associations, and other bodies who have been good enough to extend to us invitations to be present at their gatherings and speak on railway matters. The receptions which we have received on these occasions have been very gratifying and even where, as must inevitably happen, there has arisen difference of opinion, I am happy to say that the discussions have been carried out in a constructive and friendly spirit and have very much helped in the solution of the problem of equating the transport supply to the demand so far as the railways are concerned. We have had through the medium of contact thus established very many valuable suggestions, which we have not hesitated to follow up, and, when found to fit in to our conditions, to put them into operation and make due acknowledgment to the originators. I desire to take this opportunity of indicating that I warmly welcome the co-operation of every section of the community in making the railways the power for service that we would all wish them to be. Criticism of a constructive type is always helpful, even though the ideas of the critic may not be agreed with by the railway authorities, as such criticism tends to turn one's thoughts inwards, so to speak, and develop a process of self-examination which is the surest way to understanding shortcomings and paving the way to removing them. I recognize that the fullest measure of usefulness from work on the railways cannot be the result of the efforts of any one individual or even of all those who make up the Department's staff. The efforts of all those must be supplemented by the cooperation of the public both as owners and users of the railways (in both of which capacities they have a definite responsibility), and I feel that with that co-operation the railway staff will be encouraged to that degree of effort in the application of their knowledge and experience as will enable the railways to give the maximum satisfaction to the community that their nature and circumstances permit. COMMERCE TRAINS AND FARMERS' EXCURSION TRAINS. A feature of our working that has been particularly developed during the past year has been that of the running of special excursion trains for commercial men and farmers. The Commerce Train, which was arranged under the auspices of the Auckland Chamber of Commerce, was an outstanding success from every point of view. The train covered a wide extent of country, and not only demonstrated the Department's capacity for efficient service and organization, but also enabled a valuable work to be done for the Dominion in bringing the business men of the town into immediate contact with the rural people. Similarly, in the case of the Farmers' Trains, we have given a valuable service to the rural community, and have enabled them to gain knowledge of their country that would probably not otherwise have been afforded them. The development of the farmers' excursions took its rise in the first place from the many requests we had from time to time for concessions in the matter of fares to farmers during the slack season in the farming industry. We could not, as a matter of railway economics, justify an issue of excursion tickets to farmers alone as a class. We felt, however, that the matter should not be allowed to rest at that, and it was concluded that, if conditions could be created that would assimilate the farmers' traffic to that of an excursion traffic which has its principal justification in large bodies of people travelling together, it might be possible to do something to meet the demand of the rural community in the matter of the above-mentioned request. To that end the Department has organized farmers' excursions from point to point, and their efforts in this direction have been entirely successful. We have received many expressions of very warm appreciation of our efforts in this direction. The success of the Department's work has not only again demonstrated its capacity for service in a direction that is peculiarly its own, but has also provided a means for the betterment of the Dominion as a whole by affording facilities for the farming community in the various districts to exchange views with one another, to the undoubted enrichment of their knowledge and their capacity to get the best results from their farming operations. Dependent as this Dominion is for its welfare on its primary products, it will be apparent that the expansion of knowledge among the farmers afforded by means of these excursions must have a value far beyond the comparatively small outlay involved in making the various trips. I cannot pass from this subject without expressing my appreciation of the co-operation of the local authorities, farmers' unions, and other organizations in the various places visited by the farmers' excursions for the way in which they have risen to the occasion and have helped to make the excursions the undoubted success that they have been.
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NEW WORKS. The position in regard to the various new works that are being carried out, and the new rollingstock that has been constructed during the year or is now on order, is set forth in the report of the Chief Engineer and the Chief Mechanical Engineer attached hereto, and need not be here repeated. The large works involved in the workshops reorganization, the Auckland-Westfield Deviation, and the Auckland new station and yard are now coming towards completion. The contractors for the erection of the station building at Auckland are well up to time in the progress of their contract, and it is expected that the station will be ready for use towards the end of next year. Goods traffic on a single line is expected to be commenced on the Auckland-Westfield Deviation early in September, 1929, and the double line will be brought into full working at the same time as the new station and yard at Auckland are brought into operation. The work in connection with the Wellington new station and yard is also proceeding steadily, though some delay in carrying out the necessary reclamation has occurred through difficulties which have been encountered in constructing the storm-water culverts across the reclaimed area-. These culverts are now nearing completion, and the work of reclamation will then be resumed and carried to finality. The land is being cleared for the construction of the new goods-shed, and tenders for its erection will be called at an early date. Plans are also in course of preparation for the station building itself. As soon as the new goods-shed is completed the present shed at Lambton will be removed to permit of work being carried on in preparation for the new yard and new station-site. TRAIN-CONTROL.—TELEGRAPH AND TELEPHONE FACILITIES. A commencement has already been made in the adoption of the principle of central train-control. Under this system the whole of the working of the trains in the controlled areas is co-ordinated and brought into harmony so as secure the most expeditious handling of the traffic. The utility of the control system is particularly felt in making the rearrangements that inevitably follow—and which have to be made at a moment's notice —whenever a train runs late and gets away from its time-table schedule. Through this method of control the controller has the whole of the train operations immediately under his view, and is able to make such arrangements as will not only do the best possible for the train affected, but will also minimize the ill effects that must result from such circumstances, especially on a single line. This has not only led to a better handling of our trains from the point of view of working them forward, but has also enabled us to effect very considerable economy in that better use is made of the train appliances and the time of the staff. Train-control essentially depends for its efficacy on good means of communication. This is an aspect of our business that opens up very material room for improvement. There seems little doubt that our means of communication have become obsolescent and have not kept pace with the demands of the business. This matter not only affects the extension of the train-control system, but also has a very direct bearing on the general carrying-on of the business of the Department. In a system such as the railways, which extends throughout the length and breadth of the country, good means of communication have a very direct bearing on general efficiency and the capacity of the Department to satisfactorily handle its business. Improvement on our present facilities I regard as absolutely essential, and proposals therefor have been embodied in the programme of works that will require to be undertaken. COLLECTION AND DELIVERY: CENTRAL BOOKING-OFFICES AND PARCEL-DEPOTS. One aspect of the problem of increasing the usefulness of the railways to which I have given considerable thought, and regarding which I have had many suggestions from prominent business men, has been that of the collection and delivery of parcels and goods requiring to be transported. The delivery side does not present so great a difficulty as the collection side. So far as parcels are concerned the railways in this country have been able to give a service that has apparently given substantial satisfaction to the public in that it has not given rise to complaint. The difficulty is, however, that the first transporter that obtains possession of the parcels has a definite advantage in the matter of their ultimate carriage to their destination. It is on this point that the motor carrier is placed in a very advantageous position as compared with the railway. Realizing the importance of this factor we have gone very carefully into the question of the collection of parcels for the purpose of transport by rail. Consideration of the various factors with particular reference to the incidence of the traffic has shown that the institution of collection services is, by reason of the sparsity of traffic in any particular locality, not an economic possibility at the present stage. The greatest proportion of the parcels traffic has its origin from the cities outwards, and experience has shown that one of the most potentially operating factors against the transport of the parcels by rail is the necessity of having them carried greater or less distances to a railway-station. It was felt that even if we could not institute a regular parcels-collection service we could go a very considerable distance along the lines of meeting the difficulty. To that end we have established passenger-booking offices and/or parcelsdepots at the following localities : Queen Street, Auckland ; Karangahape Road, Auckland ; Upper Symonds Street, Auckland; and Tennyson Street, Napier. We are about to establish one at Courtenay Place, Wellington. A similar depot had previously been established at Hereford Street, Christchurch. In addition to the places mentioned, we have a passenger-booking office in Wakefield Street, Wellington. In every case we have selected sites where it appeared they would be of most service to the public. Except at Queen Street, Auckland, and Wakefield Street, Wellington, parcels can be consigned at these offices, and there are regular cartage services between the offices and the railway-stations which are so arranged as to fit in with the train services. The volume of traffic which is already flowing through these offices shows that they are meeting a real need, and I do not doubt that they will serve to hold much traffic to the railways that would otherwise have been lost.
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On the goods side we are making it our policy to work as far as possible through established carrying concerns. I feel, however, that there will still be a fairly large measure of potential business that will, in some places at any rate, render it necessary for the Department to supplement the services of the carrying concerns with an organization of its own. This is a matter that is now in hand. Another means by which we are endeavouring to get closer to our customers is by the appointment of suitable persons or firms as railway agents. These people will work in much the same way as central booking-offices and parcels-depots, and will, as the number increases, become a valuable connectinglink between the Department and the public. LEVEL CROSSINGS. During the year the problem of level crossings has continued to engage our attention, and the policy of progressive development in the protection of level crossings has been pursued. A few figures in connection with this work may be of interest. The Department employs a total of eighty crossingkeepers at thirty-seven crossings, at an annual cost of £13,122. of which £1,107 is recovered from local bodies. The expenditure on the elimination of crossings by overhead bridges or subways has been approximately £150,000. There have been warning-bells installed at fifty-four crossings, " wigwag " signals at thirty-two crossings, and flashing light signals at four crossings, at a total cost of £19,080. Every crossing has been provided with standard " AVarning " notices at a cost of approximately £26,000. The total expenditure on the protection of level crossings is in the vicinity of £195,080, of which amount the Highways Board has spent £13,000 and the local bodies have spent £24,000, and there have been minor amounts provided by other persons or bodies, such as associations of motor interests. The annual cost to the Railway Department of the upkeep of warning-devices amounts to £3,880. Adding this to the wages-bill for the crossing-keepers it will be seen that the recurring expense to the Department on these two aspects of its operations is approximately £16,000. During the year consideration was given to the question of the state of the law governing the use of level crossings. The position as it existed prior to the 1928 session of Parliament was that every person driving a motor-vehicle was required to stop before driving over a level crossing no matter how good the view might be thereat. It was felt that this was an unnecessary restriction on the freedom of action of motor-drivers, and that it tended to bring the law into disuse. After consultation with representatives of motor interests it was decided to promote an alteration' in the lam in the direction of classifying level crossings into those at which it should be compulsory to stop before going on to the crossing and those at which it was unnecessary to do this. This amendment was duly passecLJlf Parliament, and came into operation on the Ist June, 1929. In the meantime all crossings were classified as indicated above, and the necessary notices, in the form laid down by the Regulations under the Motor-vehicles Act, have been erected at com-pulsory-stop crossings. I venture to express the hope that motorists will see that, in thus assisting to ease the law, the Department has given consideration to their convenience, and that they will give a closer adherence to the law as it now stands, which is designed for their own protection as well as for that of those who travel on the railway. I cannot help but think that it is too often overlooked when a collision occurs at a level crossing that the motorist who, by neglect of adequate precautions, was the cause of the same not only jeopardized his own safety, but also that of the passengers and crew on the train. The present provisions are the minimum that can be reasonably required for safe working, and should not be found to be unduly irksome to motorists. A further aspect of the level-crossing problem to which consideration has been given is that of the signal which is shown by crossing-keepers. Hitherto crossing-keepers have shown a green flag by day and a green light by night to indicate the approach of a train, but with the growth of motor traffic and the adoption of signals for the regulation thereof it has become recognized that the colour indicating a danger signal to a motorist is red. This has tended to cause some confusion at level crossings, and it could not be but concluded that the time had arrived when some change should be made to avoid this difficulty. This is being done in consultation with representatives of the motor associations, and it is expected that new signals for crossing-keepers will shortly be decided upon, which will in future entirely obviate any difficulty such as that mentioned above. The foregoing will, I think, serve to indicate that the Department is anxious to do its best to provide for the safety and convenience of the motorists, and I feel sure that if they will respond with their active co-operation in the matter of the careful use of level crossings, and obedience to the law and various signals established for their protection, the problem of the level crossing should assume very small dimensions. ORGANIZATION OF THE DEPARTMENT. It will be recollected that some few years ago it was decided to organize the operating side of the Department on the divisional plan with a view to bringing those branches of the Department that are more directly concerned with operating into more intimate contact with one another, and generally bring about closer liaison between the various branches than exists under the departmental system. I feel, however, that we have not yet reached the stage of obtaining the fullest measure of advantage from the divisional system, and the observations which I was able to make in Australia regarding the operation of divisional control there confirm me in that view. Although we have instituted Divisional Superintendents, we still have district officers organized on the departmental system, and there is a tendency to think in terms of the departmental rather than the divisional system. The bringing of the Maintenance, Locomotive-running, and Traffic officers
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under the control of the Divisional Superintendents has undoubtedly had some tendency to bring these officers into more intimate contact with one another. It seems to me; however, that we need to carry the matter further from the departmental system of district officers, each with his separate office organization, in the direction of unifying the administrative activities of these officers under the single organization of the Divisional Superintendents. I think the district officers (in the operating branches, at any rate) instead of being regarded in the light of district officers, as they have been in the past, having a greater or less degree of independence and autonomy as district officers, should be actually on the staff of the Superintendents. The superimposition of the Divisional Superintendents 011 the old departmental system has taken the matter a certain distance, and I feel that it should go still further, and may do so advantageously both from the points of view of efficiency and economy. I think that the Traffic Section might be completely merged into the position of Divisional Superintendent, the Locomotive-running officers being technical members of the Superintendent's staff. This would entail the entire abolition of the offices of District Traffic Manager. Under the present organization the Locomotive (Running) Engineers are on the staff of the Divisional Superintendents, and would so continue. The office of General Superintendent of Transportation would continue, much as at present, to be a branch of the general management, operating to collate the various matters affecting the transport side of the business and maintaining a general control, under the General Manager, of all matters connected with the traffic side. The Chief Mechanical Engineer would fix the standards and act in an inspectorial capacity for the purpose of seeing that the standards set were maintained. He would also have charge of all capital works on the mechanical side, and would have control of the work* shops, while the running-repair depots would, as at present, be under the charge of the Superintendents. The Chief Mechanical Engineer would not have direct contact with the Locomotive Engineers, but would work wholly through the organization of the Divisional Superintendents. The foregoing is a general outline of the mode by which I think divisional control could be further developed, and concrete proposals in connection therewith will be worked out during the coming year. RAILWAY WORKSHOPS REORGANIZATION. The new railway workshops in the four main centres —Otahuhu, Hutt Valley, Addington, and Hillside—are now nearing completion, and it has been possible to transfer the staff from Petone to the Hutt Valley shops, and from Newmarket to Otahuhu. At Addington and Hillside approximately 80 per cent, of the new workshops has been completed, and the staff have been enabled to work with the new machinery which has been installed. The layout and design of the workshops and machinery have been carried out in accordance with the most modern practice, and have been found on completion to be satisfactory and adequately meet the Department's requirements in every way. The general arrangement of the workshops is such that the handling of material is reduced to a minimum by the use of modern cranes and industrial trucks. Detailed considerations of the layout during the progress of the work have resulted in additions to the original scheme and extra expenditure which was considered to be fully warranted. Similarly, the extension of electrification to every form of activity in the workshops consequent upon hydroelectric power being available has also materially increased the efficiency of the undertaking, and in addition to this has ensured that the operation of the workshops in close proximity to suburban areas will cause no inconvenience to the residents, particularly in regard to the smoke nuisance. Opportunity was afforded me to compare the latest workshops which have been erected in Australia with the workshops erected in New Zealand, and there is no doubt that the New Zealand workshops compare favourably in their layout and equipment with a,nv similar establishments existing in Australia. lam also assured by officers who have been abroad that the standard of our workshops equals that of the most modern workshops on other railway systems. The Department will welcome visits to the workshops from industrialists throughout the Dominion, in order that they may appreciate the completeness and the efficiency of the undertakings. Some parties have already inspected the installations, and have been impressed with the efficient handling of the Department's repair and construction activities. Oil final completion of the workshops the Department will be in a position to manufacture the bulk of its requirements. In the past the Department has been compelled to import considerably more rolling-stock and other manufactured materials than it has been capable of producing in its own workshops. The advantage to the Dominion as a whole of importing raw materials rather than finished products need not be emphasized. As a result of the reconstruction of the workshops it is confidently believed that there will be considerable savings in the manufacture and repair of practically the whole of the appliances necessary for the running of the railways. The old workshops had arrived at the stage that they were obsolete and inadequate to the demands of the Department's business, and they were also in a condition that did not enable the staff to do themselves justice. A fair proportion of the men were working without cover, and those who were in the workshops were not in surroundings that enabled them to have that degree of comfort and convenience in connection with their work to which they were entitled, and which would enable them to give the best measure of service to the Department. The improvement that has been made in this respect in the workshop is, I belive, not the least important of the factors tending to justify the reorganization.
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It must not be overlooked that the old workshops had been a matter of growth over a long period of years, and inevitably a point arrives in the process of such growth at which the more or less patchwork method breaks down and a clean sweep has to be made. It is plainly indicated in the report of the Fay-Raven Commission that this point had definitely been reached in connection with our old workshops. The tinai estimated cost is £2,279,459. The scheme as originally planned was estimated at £1,880,000, including £60,000 which had previously been allocated for electrification of the old shops. All additions to and variations of the original scheme were subjected to the closest scrutiny and examination by special technical committees set up for the purpose, and no alterations or additions were made unless the expenditure was considered to be justified. The variations and additions are as follows Original Final Increase Estimate. Estimate. £ £ £ Land .. .. .. .. 42,900 83,226 40,326 Buildings and layout .. .. .. 1,193,300 1,175,967 17,333 Dec. Machinery and equipment. . 583,800 849,225 265,425 Electrification .. .. 60,000 171,041 111,041 Totals .. .. £1,880,000 £2,279,459 £399,459 The additions and variations are fully discussed in the following paragraphs under the respective headings Land. Original Final T Estimate. Estimate. n^rease. £ £ £ 42,900 83,226 40,326 In acquiring land it was assumed that the development of the country would continue, and provision has been made for the future extension of the workshops when necessary. The additional expenditure on land was incurred at —Otahuhu, £30,000; Hutt, £3,500 ; Addington, £5,000 ; and Hillside, £2,000. At Otahuhu the land cost £12,000 in excess of the amount allowed (£2.1,500) and £18,000 was spent on levelling. The area acquired is greater than is necessary for present requirements of locomotive and rolling-stock activities only, and allowance has been made for concentrating at Otahuhu the Maintenance Branch shops (now at Penrose) and the Railway stores (now at Newmarket). The area of land purchased at Hutt is sufficient to accommodate the Locomotive, Maintenance, and Signal and Electrical workshops, Railway stores, and garage for the Hutt Valley road - motor service, also for future extensions of all these facilities, some of which developed after the initial schemes were prepared. At Addington it was found necessary to purchase a small area of land to compensate for a portion of the workshops yard required to give access to the Middleton yard for traffic purposes. Land was purchased at Hillside, outside the workshops yard, Cargill Road, for a site for a diningroom and social hall not provided for in the original estimates. The following sites occupied by the old workshops and stores, all of which are in valuable city or suburban areas, will be vacated and made available for leasing or for other railway purposes : —-
lii addition to these areas, 4-8 acres on the new Wellington reclamation, costing approximately £9,000 per acre, or £43,000, previously set aside for Railway stores and Signal and Electrical workshops, will now be available for leasing at an annual rental of, say, £2,000.
Approximate Value of Area available Approximate Area ! for Leasing. Location. Total Area. available for ! Leasing. Capital. Annual. A. R. p. A. B. p. | £ £ Newmarket (shops) .. .. 18 2 37 15 0 0 100,000 6,000 Newmarket (stores) 1 2 0 1 2 0 3,000 150 Penrose .. .. .. 5 0 30 4 0 0 5,000 250 AVellington (Waterloo Quay) —- Stores shipping shed and yard 1 1 24 1 1 24- 60,000 3,000 Signal workshop .. .. 0 1 20 Stationery store .. .. 0 1 20 Kaiwarra .. .. . . 1 3 32 1 3 32 7,000 500 Petone .. .. .. 17 3 35 10 0 0 25,000 1,500 47 1 38 33 3 16 200,000 ; 11,400 I I
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The land now occupied by the Signal and Electrical workshops and stationery store at Wellington will form part of the new Wellington yard. Portions of the land at Newmarket, Penrose, and Petone have been reserved for railway or roading purposes. It is proposed to apply the rentals derived from these properties to writing off that portion of the capital cost of demolished or scrapped buildings and plant not covered bv depreciation funds. Buildings and Layout. Original Final UnderEstimate. Estimate. expenditure. £ £ £ 1,193,300 1,175,967 17,333 As a result of the low tenders received for the erection of the buildings the final estimated cost is within the original estimate, notwithstanding a number of additions made to the original layout to accommodate extensions of the original plan. Machinery and Equipment. Original Final , Estimate. Estimate. ncrease. £ £ £ 583,800 849,225 265,425 Electrification. Original Final T Estimate. Estimate. ncrease. £ £ £ 60,000 171,041 111,041 The original proposals provided for a partial electrification of the new shops, and the sum of £60,000 previously allocated for electrification of the old shops was considered to be sufficient for the purpose. With the twofold object of taking full advantage of the greater economy of electrical energy and of eliminating the smoke nuisance in residential areas, it was finally decided to purchase hydroelectric power in bulk at all centres, and to make the installation completely electrical. This decision made it possible to install a number of additional appliances designed to make use of the night load. As the scheme progressed it was also considered advisable to include new and improved machines and processes which will make it possible to undertake in the Dominion not only the whole of the rolling-stock construction, but also the fabrication of all classes of metalwork, much of which has hitherto been imported from abroad. While the initial capital costs were materially increased, the great_ savings to be effected in the cost of the output will, it is expected, more than compensate for the annual charges for interest, maintenance, and depreciation. The principal factors contributing to the increased machinery costs are — £ Additional machinery and appliances, including cost of raising loans .. 204,813 Pipe-line reticulation within buildings charged against machinery and equipment but included in building estimates .. .. .. 20,000 Unforeseen expenditure .. .. .. .. .. .. 40,612 Total .. .. .. .. .. .. £265,425 The unforeseen expenditure was due to the following : (1) An increase of ljd. per hour in the average rate of wages of workshops staff, £4,855; (2) the reassessment under the new accounting system of overhead charges on capital works and on workshops and Stores Branch operations, £32,000. The altered overhead rates had not been determined when the estimates were framed. The increase of £111,041 in the electrical costs is due partly to the decision to completely electrify the shops (approximately £81,000) and partly to the additional appliances added to the original scheme (£30,000). The reassessment of overhead charges is also a factor that is difficult to estimate, but it would probably account for £10,000 of the total. In determining the size and capacity of the shops the following factors have been taken into consideration. During the last ten years a considerable proportion of the new rolling-stock has been imported or purchased, as shown in the following table : — Built by . Depart- Purchased. Total. VE v- a ?t ment. P or 6 Locomotives (steam) .. .. .. .. 45 111 156 15-6 Locomotives (electric) .. .. .. .... 6 6 0-6 Cars and vans .. .. .. .. .. 227 .. 227 22-7 Bail-cars .. .. .. .. .... 3 3 0-3 Wagons .. .. .. .. .. 2,378 2,500 4,878 487-8 With regard to the future, a Survey has been made of the whole of the locomotives and rollingstock. As a result of this survey it was found that a large number of worn-out or obsolete types of engines had reached the stage when scrapping was necessary in the interests of economy and efficiency, and the position in regard to cars and wagons is similar to the locomotives.
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This could not be done with the limited facilities available in the old shops, and as a result a great number of uneconomical partial repairs had to be carried out. The survey disclosed that during the next five years an annual building programme of twenty engines, eighty-four cars and vans, and seven hundred wagons would be required to bring the rolling-stock up to the standard necessary for efficient traffic operation. The foregoing outlines the position so far as replacements are concerned, but does not make any allowance for the necessary additional stock. The new workshops, in addition to being able to cope with the rolling-stock requirements, have been equipped with reclaim depots to enable apparatus and material, which in the past has been practically valueless, to be salvaged and reconditioned for further use. The electric steel furnaces in particular will enable scrap materials such as axles, tyres, and rails to be utilized in making steel castings at low cost. As indicated above, the programme of work which we have in view will, if it can be maintained, keep the shops fairly fully employed for some years to come. It has been our experience, however, that the amount of our programme which is actually carried out year by year is determined not by the extent of the proposals contained in the programme, but by the amount of money that can be made available. I have already stressed the great desirability of improving the quantity and standard of our rolling-stock, and the necessity for adequate financial provision in this connection will, as the foregoing particulars show, find a second reason in the economics of the workshops reorganization. Inasmuch also as one of the essential features of the reorganization has been the provision of a large amount of new and costly machinery of modern type, which will reduce labour to a minimum, it will be very necessary for the best results that the maximum output should be obtained from these machines. I think that the introduction of some schemes which will give the staff an incentive to get the greatest possible output from the machines might be adopted with advantage both to the staff and to the Department. This is a matter to which we propose to give attention during the coming year. A method which is already in course of adoption for concentrating the greatest measure of work available into the new shops is the amalgamation of the Locomotive and Maintenance workshops. Hitherto the work requiring to be done for these two branches has been carried out in separate workshops under the control of each branch. This led to duplication of machinery and organization. To overcome this, and to direct the greatest volume of work available in the Department into the reorganized Locomotive shops, the Maintenance workshops are being merged into the Locomotive shops, and the former, as a separate organization, will cease to exist. LYTTELTON TUNNEL ELECTRIFICATION. The electrification of the section of the line between Christchurch. and Lyttelton has been completed, and all trains on that section are now being run with the electric locomotives. The work was well carried out by the Departmental staff and the equipment was supplied by the English Electric Co. to the Department's specifications, and there has been no serious difficulty since the working commenced. The new conditions, so far as the tunnel is concerned, constitute a substantial advance on those previously existing. Some unpleasantness arose during the early stages through the existence in the tunnel of the soot deposits that had accumulated over many years of steam working. Steps were taken, however, to remove these deposits, and with the completion of the work the trouble that was experienced in this connection has been eliminated. The time-table schedules were completely revised to suit electric working, and the benefits that have accrued from the altered conditions have been appreciated both by the staff and the public. DIESEL ELECTRIC LOCOMOTIVES. Mention of the electrification of the Christchurch-Lyttelton Section prompts me to remark that we have been interesting ourselves in the matter of Diesel electric locomotives for the purpose of determining whether they can be used to advantage on our system. Locomotives of this type are being operated in Canada, England, and elsewhere, and we are placing ourselves in touch with the Railway authorities in both countries with a view to obtaining such information as they can afford us regarding the performance and characteristics of this form of traction. We are also in touch with the local representatives of one of the large engineering concerns in Great Britain which has given particular attention to locomotives of this type, so that we may obtain all the information that might assist us towards determining the question of the suitability of these locomotives to our conditions. We are at present awaiting this information before proceeding to determination of this question. BRIDGES. The matter of strengthening or renewing our bridges is one that has been pressing on the attention of the Department, and the matter has been made the subject of a comprehensive review. This was necessitated both by reason of the age of many of our bridges as well as by considerations of their strength and consequent ability to stand the increased axle-load weight of the modern type of engines passing over the bridges. The position resolves itself into one of adequate financial arrangement for the work of renewal and strengthening to be undertaken, and an investigation has been made with the object of ascertaining what financial provision would require to be made. The original cost and probable remaining life has been estimated for each of the larger bridges, and from this has been determined the annual amount that should be contributed to a bridge renewals fund which will make provision for writing off the original capital cost of the bridge when its *•
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reconstruction becomes necessary. Owing to the fact that no adequate provision has been made in the past for the renewal of bridges, the annual contribution now required in respect of many bridges with short remaining lives is very. high. Hough estimates of the cost of reconstruction have been made for most of the bridges. The smaller bridges, for which the cost of reconstruction is below about £6,000, have been eliminated from the present investigation. The original costs of these bridges, being comparatively small amounts, will be written off as a direct charge to working-expenses when the bridges are replaced. Most steel and iron bridges are not appreciably deteriorated, and can. be strengthened and retained in service for further long periods. For this type it is proposed in the meantime to apply a flat rate for depreciation of lj per cent, per annum on the original cost —that is, an average life of sixty-six years is assumed for all steel and iron bridges. Eventually it may be found advisable to deal separately with some bridges subjected to unusually severe conditions, and for which the proposed flat rate would be inadequate. It is not anticipated, however, that any such special provisions would materially affect the aggregate requirements as now estimated. Many large timber bridges, however, will require extensive reconstruction within a comparatively short time, according to the age and condition of their timbers and their standard of strength, and it is chiefly on account of these bridges that the larger contributions to the renewals fund are required. The only sound method of dealing with these bridges will in general be to renew the superstructure in steel, and in most cases also the sub-structures in concrete. The schedules appended to this report show the details of the investigations. These are subject to revision from time to time as more definite information can be obtained with respect to each bridge dealt with. They serve, however, to indicate the true position as nearly as is possible to ascertain it with the information available at present. Programmes of bridge strengthening and reconstruction have also been prepared indicating what works it is proposed to put in hand within the next few years. The position with regard to the reconstruction of some long combined road and railway bridges will require special investigation. For instance, the proposals for the Rakaia and Waitaki Bridges provide for constructing railway-bridges alongside the existing combined road and railway bridges, and abandoning the existing bridges for roadway use only, for which purpose they should serve satisfactorily for a farther long term. This will require negotiation with the Main Highways Board, and the matter is now in hand. A programme of bridge strengthening and reconstruction extending over the next five years has been drawn up, and is also shown in a schedule attached to this report. The programme was arrived at after careAl consideration by members of the executive staff immediately concerned with the operating conditions as affected by the carrying-capacity of the bridges. The work is planned so that improved operating conditions will be obtained on important sections as soon as possible after the programme is put in hand. It is proposed, therefore, to concentrate most of the expenditure for the first two years on the Auckland-Wellington Section, and complete the strengthening or reconstruction of all weak bridges on. that section as soon as possible. The total annual contribution required for the bridge renewals fund as determined on the above lines is about £105,000. This amount is very large, and represents in a great part the burden of depreciation that has accumulated over the past years, and for which little or no provision was made. This illustrates very clearly a difficulty of changing from a non-commercial policy to a commercial one in an institution such as the railways. Money which should have been set aside as a reserve for depreciation in past years has gone, and the public have had the benefit of it, and this applies not only to bridges but also to the whole of our depreciating assets. Notwithstanding the fact that no financial provision was made, the depreciation has gone on, and all the money that should have been put aside to meet that depreciation must be recovered in some way. If it is to be a charge against the future revenues of the Department, then not only will the Department be hampered by having to earn more money than it would now be required to do if a proper provision had been made in the past, but it also involves inequity by making the future users of the railways pay for benefits that have accrued to past users and owners of the railway. It is equally unfair to regard the provision which now requires to be made for the accumulated depreciation as a " loss "on future railway-working. The country has had the benefit of the higher financial return from the railways in the past through the non-provision of the sums necessary for depreciation, and on any plan for bringing the railways on to a commercial basis allowance should be made for that amount, and the railway accounts should be written down by a sum that will bring them down to their present-day value —in other words, that will make that provision for depreciation that should have been made in past years. STORES BRANCH. The amount expended in connection with the purchase of stores and material during the year was £2,487,365 3s. lid. This expenditure was divided as follows : — £ s. d. To merchants, manufacturers, and others in New Zealand .. 756,732 10 8 Through High Commissioner, London .. .. .. 602,741 13 4 Material manufactured in railway workshops .. .. 290,376 14 2 Coal and coke .. .. .. .. ~ .. 713,589 411 Stationery .. .. .. .. ... .. 33,233 1 8 For manufactured and used material recovered from other railway branches .. .. .. .. .. .. 90,691 19 2 Total .. .. .. .. ..£2,487,365 311
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The following decreases and increases are shown when compared with the figures for year ended 31st March, 1928 : —- Increase. Decrease. £ s. d. £ s. d. To merchants, manufacturers, and others in New Zealand .. 45,610 14 3 Through High Commissioner .. .. .. .. 287,601 2 3 Material manufactured in railway workshops .. .. 1,620 2 1 Coal and coke .. .. .. .. .. .. .. 100,042 1 6 Stationery .. .. .. .. .. .. .. 7,271 15 3 For manufactured and used material recovered from other railway branches .. .. .. .. .. 36,280 17 £371,112 0 2 £107,313 16 9 The increased expenditure under the heading of " High Commissioner " payments is accounted for by the extra payments made for— £ New workshops plant and electrical material .. .. .. 198,119 Electric locomotives for workshops .. .. .. .. 49,600 Garrett locomotives .. .. .. .. .. 39,882 £287,601 Purchases within the Empire amounted to £2,434,077, and from other countries (principally United States of America) £53,288. During the year contracts were made for workshops machinery and electrical equipment totalling £103,736, of which £87,875 were placed within the Empire and £15,861 in other countries (mostly United States of America). The decreased expenditure in connection with coal payments is accounted for by the smaller stocks held at the 31st March, 1929, as compared with the previous year, and also by the greater use made of New Zealand coals. The policy of using New Zealand timbers wherever possible has been systematically carried out. Large orders were placed during the year for totara, silver-pine, and puriri sleepers. These orders had the effect of helping unemployed bush-workers during a rather difficult season. A contract for the supply to all Government Departments of iron and steel manufactured in New Zealand was made with the Otago Iron-rolling Mills, Green Island, Otago, through the Stores Control Board for the period Ist June, 1928, to 31st May, 1930. Condemned tarpaulins, unfit for repair, are now being sold to private parties. The orders for these tarpaulins largely exceed the supply available. A Tenders Control Committee, the personnel of which is the Chief Engineer, Chief Mechanical Engineer, Chief Accountant, Signal and Electrical Engineer, and Comptroller of Stores, has been set up to consider all tenders and quotations for the supply of stores and material required for the Kailway Department's use. Coal-supplies. A comparison of the purchases of New Zealand and imported fuel for five years ended 31st March, 1929, is as follows : — v New Zealand. Per Cent. Imported. Per Cent. Total. Tons. of Total. Tons. of Total. Tons. 1924-25 .. .. 94,351 23-16 313,107 76-84 407.458 1925-26 .. .. 85,393 23-49 278,076 76-51 363,469 1926-27 .. .. 187,793 49-30 193,163 50-70 380,956 1927-28 .. .. 288,646 65-50 152,025 34-50 440,671 1928-29 .. .. 356,724 84-25 66,675 15-75 423,399 The total consumption by the Department for the year was 428,522 tons, involving an expenditure of £735,215, or an average of £1 14s. 3d. per ton. The sums expended in the purchase of fuel were as follow : Imported fuel, £132,136 ; New Zealand fuel, £576,136. The labour troubles in Australia have caused the Department's reserve stocks of hard coal to be seriously depleted ; and, though the supplies of New Zealand coal continued during the year to be satisfactory, the unsuitability of the local coal for storage purposes makes it essential that reserve stocks must be built up immediately, and every effort has been made to deal adequately with the situation. It is satisfactory to note the increased use which has been made of New Zealand coals. FURTHER UTILIZATION OF NEW ZEALAND TIMBERS. During the past year investigations have been made by the Departmental officers, in conjunction with the officers of the Forestry Btanch, with a view to a further utilization of New Zealand timbers for rolling-stock purposes. These investigations have shown that it is necessary to adopt a process of kiln-drying, in order to make it possible to make the fullest use of New Zealand timbers for these purposes. The reports also show that by treating such New Zealand timbers savings can be effected, apart from the benefit to the industry in the country. In the North Island the kiln-drying capacity required amounts to 1,000,000 sup. ft. per year, and in the South Island 750,000 sup. ft. per year. This amount would be purchased in New Zealand in place of timber now imported from Australia.
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One of the principal difficulties the Department has had to face in the past has been the procuring of properly seasoned timbers of suitable kind in required quantities. If the Department were to undertake to air-dry its own timber it would necessitate large stocks being held. Unfortunately, New Zealand timbers have a high rate of deterioration, and this would render the process o! air-drying uneconomical. Added to this is the fact that some New Zealand timbers when air-seasoned are not suitable for our purpose, but become so when kiln-dried. By the expenditure of approximately £20,000 adequate facilities to kiln-dry the Department's requirements can be obtained, resulting in relatively small stocks being required to be kept on hand, better service in the finished product, decreased maintenance costs, and materially assisting a local industry that does not appear to be in a thriving condition. STAFF. The total number of staff employed on the 31st March, 1929, including those engaged on works charged to capital, was 19,086, as compared with 13,584 the previous year, and the average number actually at work throughout the year was 18,536, as compared with 18,541 the previous year. Of the average number of staff at work during the year 13,598 were permanent employees, while 4,938 were casuals. The average number of men engaged on works charged to capital was 1,301, as against 1,087 last year. Fifty-two members of the Second Division were promoted to the First Division, 156 members resigned, 92 retired on superannuation, 49 died, 45 were dismissed, and 573 engaged. The sum of £44,344 was paid under the Workers' Compensation Act during the yea,r to members of the Second Division who suffered injury in the course of their employment. The new workshops at Otahuhu, Hutt, and Hillside were occupied by the staff during the year, and the work in connection with the change from the old to the new shops accounts for the increase in the average number of men engaged on works charged to capital. I have under another heading in this report referred to the sick-benefit fund that has been established. Staff welfare work has also been carried on in other directions, notably in the provision of very well-equipped social halls at the workshops. We are also providing dining-rooms at the shops, and an organization which will enable the employees to obtain hot meals of high quality at the lowest possible price. In connection with the provision of recreational facilities for the staff we have pursued a policy of providing the materials at the cost of the Department where the staff themselves were willing to provide the necessary labour. lam glad to say that this arrangement has been availed of by sections of the staff at various places during the year. Staff welfare work is an aspect of our business in which I am particularly interested as making not only for physical welfare and contentment among the staff, but as also tending to bring the staff and their families into more intimate social contact, and so leading the way to better understanding and a development of that esprit de corps which is so essential to the best results in an industry such as the railways, depending —as it does —so much on organization and the smooth working of its various sections. I desire also to express my appreciation of the loyal co-operation which I have had from the staff generally in connection with the Department's business. Soon after I took office I emphasized that it was the man on the spot who could do the best service for the Department in the matter of obtaining business as against competitors. The essential relationship of the Commercial Branch in businessgetting, so far as the internal organization of the Department was concerned, was to serve as a connectinglink between the management and the staff who are spread throughout the length and breadth of the railway system. Essentially the actual work of business-getting must principally rest with the staff who are giving the service and coming into daily contact with those requiring transport. lam very gratified to be able to record that during the year my appeal for the active co-operation of the staff has been responded to in a measure that has given me the greatest satisfaction. I have found many cases of members going out of their way to protect the Department's interests, and I desire to place on record my tribute to the staff for their loyalty and valuable assistance in this connection. I wish also to place on record the good conduct of the staff during the past year, and the cordial relations that have existed between the various sections right throughout the organization. SICK-BENEFIT FUND. During the year the arrangements for the establishment of a sick-benefit fund for the purpose of assisting members of the wages staff of the Department during periods of incapacity through sickness were brought to completion. Previously to the establishment of this fund members of the wages staff who were off duty through sickness received no pay during these periods, and were dependent for their income on the various benefit societies that have been established by the staff themselves generally through their staff associations. It has been a request that has been made on behalf of the wages staff for a good many years that they should receive some assistance during periods of sickness. The solution of this problem was eventually found in the formation of the Government Railway Employees' Sick Benefit Society. Under the arrangement now arrived at the members of the staff will make contributions to the sickbenefit fund, such as they have been accustomed to do in connection with the funds previously established, and in addition the Department will subsidize these contributions to the extent of 10s. in. the pound with a maximum annual subsidy of £8,000. The accounts of the fund will be kept, by the Department, and the fund will be administered by a central committee, on which the staff organizations and the Department will be represented, and by various district committees somewhat similarly constituted. The arrangement is now in operation, and has worked with practically an entire absence of difficulty right from its inception. I feel that the establishment of the fund marks a very substantial advance in the industrial welfare of the railway employees.
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REVISION OF INSTRUCTION-BOOKS. With the growth in the extent and complexity of the Department's operations the various instruction-books have both increased in number by the inevitable addition of fresh books dealing with new pliases of the Department's working, and have also been the subject of numerous amendments to the books already existing. Some of the older books have not been revised for a number of years, and the position was reached where a revision and consolidation of the various departmental instructions could not be longer postponed with due regard to the convenience of the staff and efficient and safe working. This work has accordingly been put in hand, and a definite staff has been allocated for the purpose, with the intention that the work shall now be pursued continuously until finality is reached and the various instruction-books are brought up to date and arranged in the best possible order. This is a work that I feel sure will be much appreciated by the staff, and will be of material assistance to them in the proper discharge of their various duties. CORRESPONDENCE COURSE AND TRAINING-SCHOOL. The total number of students receiving tuition in the various phases of railway work numbered 615 at the end of March. Four hundred and sixteen members passed the various departmental examinations during the year. A great measure of success was secured at the examinations by those members who availed themselves of the facilities provided by the Correspondence School. Ninety-seven cadets have undergone the course of training in the school during the year, and the results have been very satisfactory. Fifty per cent, of these cadets matriculated prior to appointment to the service, and a number are continuing their studies at the University and Technical College. The Cadets' Hostel is still fulfilling its useful purpose, and parents have expressed appreciation at the manner in which the Department is attending to the welfare of cadets away from home. A tennis-court has been provided, and cricket and football clubs have been formed in order to provide recreation for the cadets. SUGGESTIONS AND INVENTIONS. The Department's Suggestions and Inventions Committee dealt with 1,491 suggestions during the year, as against 1,739 during the previous year. Of these, 122 were recommended for adoption either wholly or partially ; 447 were referred to heads of branches for their consideration, or were already in operation, or related to matters of policy; 812 were rejected; and 110 were under trial or investigation at the 31st March. Monetary awards totalling £168 were made in respect of thirty-five suggestions, and commendations were noted on the official records of eighty-one suggesters. During the year wider publicity has been given to the existence of the Suggestions and Inventions Committee, a recent innovation being the erection at the principal stations of " Suggestions " boxes with appropriate cards provided for making suggestions. It is anticipated that this will further induce train travellers, as well as members of the service, to submit any ideas they may have for improvements to our railway system. Many of the suggestions submitted during the year were not original, a large number having been previously brought under notice, or related to matters which were already engaging the attention of the Department. Nevertheless, suggestions of considerable value are frequently received, and it is felt that the benefit obtained from these fully compensates for the time spent in sifting out the useful ones. SUPERANNUATION FUND. The report of the Government Railways Superannuation Fund Board for the year ended 31st March, 1929, shows the position to be as follows : —■ Annual liability, £258,632. £ Members' contributions .. .. .. .. .. .. 166,439 Interest .. .. .. .. .. .. .. 65,537 Deficit to be drawn from subsidy .. .. .. .. 26,656 £258,632 At the same date the liability to contributors in respect of amounts paid £ in was .. .. .. .. .. .. 1,505,554: The total accumulated fund was .. .. .. .. 1,238,674 Leaving deficit of .. .. .. -. .. £266,880 The annual liability, £258,632, is in respect of 1,478 members, 485 widows, and 452 children, making a total of 2,415 persons actually on the fund on the 31st March, 1929. The amount standing in the Investment Account in the balance-sheet is represented by the following securities : —• £ Mortgages .. .. .. .. " .. .. 843,122 Local bodies' debentures .. .. .. .. .. 193,615 Government securities .. .. .. .. .. .. 135,000 In hand awaiting investment .. .. .. .. .. 4,824 £1,176,561 The average rate of interest on securities held on the 31st March, 1929, was 5-823 per cent, The average rate of interest earned on the mean funds was 5 r 761 per cent,
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The last actuarial examination of the Government Railways Superannuation Fund was made in 1919-20. In the report that was then made it was recommended that the subsidy to be paid by the Government into the fund should be at the rate of £170,000. The subsidy was accordingly increased from that time year by year until it reached the sum named in 1926, since which time it has remained at that figure. A further actuarial investigation is now being made, and it is expected that it will be concluded at an early date. CONCLUSION. I have elsewhere in this report mentioned that we are by improved facilities and the adoption of commercial methods in seeking and attracting business endeavouring to develop rail-borne traffic. I wish, in conclusion, to express some thoughts in regard to what might be termed the commercialization of the railways. Since the advent of motor competition and the growth of the debit balance as between revenue and expenditure there has been a growing tendency to judge the railways on the results of their working from a commercial standpoint. To this no possible exception could be taken if the railways were in fact a commercial institution, and the fact is that at present they are not. As I have indicated, we have in the internal working of the Department adopted commercial methods, but there is a limit to which the management as such can carry this commercialization process. We find in most of the major and a good many of the minor questions that come up for settlement non-commercial aspects entering into the matter. Whether this should continue or not is not a matter that is within our province to discuss, our purpose here being merely to point out the fact in order that no injustice should be done or misunderstanding arise as regards the position of the railways from a working point of view. To judge the results of the working of the Department from a commercial standpoint when the Department is not a commercial institution is as unfair as it is positively harmful. The growth of the idea of the commercialization of the railways is one of the most outstanding features of the railway problem to-day. The pressure on the State finances of deficits on account of the working of the railways has been a growing one, until it has assumed dimensions that compel serious consideration. It has been too often assumed that this growth has been due to some defect in the working of the system. An analysis of the position does not support any such assertion. The policy is determined from time to time by the Government of the day and has to be accepted by the management, which then is charged to do its best to apply that policy to the working of the system. In applying the policy commercial methods are being used to the utmost possible extent; but unless the policy is commercialized, then at the very source of our operations we have a noncommercial factor which operates throughout the whole and sets definite limitations on the capacity of the management to get commercial results. Commercialization means nothing else but the adoption of such a policy and such methods of working as will ensure the best financial results directly through the revenue and expenditure accounts. If this result is aimed at, then the only logical thing to do is not only to commercialize the methods of working, but also to commercialize the policy. The latter is unquestionably the governing factor and definitely circumscribes the operations of the former. Whether the Department should be thoroughly commercialized is a policy question which this is not the place to discuss. I feel, however, that in justice to the railwaymen —and, indeed, to the country itself —the issue should be laid bare. Some steps have already been taken which seem to be consistent only with a policy of commercializing the Department. The action taken in that direction cannot, however, be fully effective until all non-commercial influences have been eliminated. The point is that to get the best results under either system —that is, under a non-commercial or commercial policy —one or the other should be definitely adopted both as a standard for the operations of the Department and as a standard by which to test its results. To adopt one for one purpose and the other for the other purpose is inconsistent, futile, and harmful. The position that has arisen in South Africa is in many respects analogous to that which has arisen here and has been made the subject of a very able work, entitled " The Railway Policy of South Africa," by Dr. S. H. Frankel, Professor of Economics and Economic History at Witwatersrand University, Johannesburg, and, while not necessarily agreeing with all the conclusions arrived at therein, I would commend this work to the study of all those who are interested in the railway problem in New Zealand. I have endeavoured in this report not only to give an account of our stewardship for the past year, but also to state the major questions involved in the railway problem in New Zealand as I see it, and, as far as I might do, I have endeavoured to point the way to a solution. I have the honour to be, Sir, Your obedient servant, LLK ' MJnst - T -> ff General Manager.
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L
REPORTS FROM HEADS OF BRANCHES. MAINTENANCE. Mr. 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 : — Main line and branches, 53 lb., 55 lb., 56 lb., 65 lb., and 70 lb., relaid with 70 lb. Miles. material .. .. .. .. .. .. .. .. 36^ Main line and branches, 40 lb., 53 lb., 55 lb., and 56 lb. relaid with 55 lb. material .. .. .. .. .. .. .. .. J Main line and branches relaid with second-hand 53 lb., 55 lb., 56 lb., and 70 lb. material removed from main line .. .. .. .. 5| Total relaid for year .. .. .. .. .. 42J Sleepers. —The number of new sleepers placed in the track during the year was 152,161. Ballasting. —143,121 cubic yards of ballast were placed on the track. Slips, Floods, &c.—During the year the Kaihu Section between 11m. and 15 m. was flooded on two occasions, causing slight delays to traffic. On the 30th April, 1928, a heavy gale at Te Aroha caused considerable damage to dwellings and buildings. On the 10th July, 1928, a heavy flood in the Waihou River caused several small washouts between Mangaiti and Tirohia, involving train-delays. On the 24th, 25th, and 29th July, 1928, slips and washouts occurred on the main line, North Auckland, East Coast Main Trunk, Thames and Glen Afton Branches, causing interruptions to traffic. On the Ist November, 1928, a slip of rock at 134 m., North Auckland line, between Onoke and Kauri, damaged the track and caused slight delay to traffic. As the result of continuous heavy rain on the 30th and 31st October and Ist November, 1928, a slip came down in the Manawatu Gorge on the 2nd November, 1928, causing a stoppage of traffic. Line was cleared for traffic on the 3rd November, 1928. Traffic was suspended on the Foxton Branch on the 2nd November, 1928, owing to a washout at Rangiotu, and resumed on the afternoon of the 3rd. On the 19th June, 1928, a southerly gale caused damage to the sea-wall in several places between Kaiwarra and Ngahauranga. There was no delay to trains. On the 16th August, 1928, a southerly gale caused heavy damage to the sea-wall between Kaiwarra and Petone. Traffic was suspended on the 16th August, but was resumed for single-line working on the afternoon of the 17th idem. Double-line working was resumed between Kaiwarra and Ngahauranga on the 20th August, and between Ngahauranga and Petone on the 14th September. The wall has been repaired and strengthened with a toe of heavy rubble and concrete blocks. A slip of about 300 cubic yards came down at 82 m. 12 ch., Wairarapa line, between Mangamahoe and Eketahuna, on the Ist November, 1928. An engine of a train was derailed, and line was blocked until the following morning. On the 9th April, 1928, and the sth and 6th March, 1929, slips and washouts occurred on the Westport Section, causing delay to traffic. Several washouts and slips occurred on the Otira line between Te Kinga and Inchbonnie, involving train delays. On the 26th April, 1928, the approaches to Bridge No. 78a, Reefton line, between Cronadun and Rotokohu, were washed out, blocking the line until the 28th April, 1928. On the 9th March, 1929, a severe earthquake at Arthur's Pass caused considerable damage to the formation and to the railway houses and station. It was necessary to employ a work-train to make up the formation. Practically all the chimneys of the houses were shaken down at the roof. Owing to exceptionally heavy rain on the 18th and 19th March, 1929, several washouts occurred in the Dunedin district and caused blockage of traffic. On the Otago Central line, owing to the rapid rising of the Taioma Creek, a bank about 25 ft. high near Salisbury was scoured out at the toe, the embankment collapsing under the train, and the leading engine being precipitated into the creek. A deviation of the line was effected and traffic resumed on the 23rd March. On the Outram Branch, owing to washouts, traffic was blocked from the 20th to the 25th March, 1929. On the 24th January, 1929, an exceptional downpour of rain caused a severe flood on the Kingston line, especially between Parawa and Athol, where the water was 18 in. over rail-level. No damage was caused to track or bridges. Bridges.—These have been maintained in good order. A considerable number of bridges have been overhauled and repaired, also a number renewed in rolled-steel joists. Bridge-strengthening to enable heavier engines to run has continued on a number of lines. 'Water-services. —These have received the necessary attention. Electric pumping-plant has been installed at a number of stations. Wharves. —The wharves under the control of the Department have been efficiently maintained. During the year the Port Chalmers wharves were sold to the Otago Harbour Board, and portion of the Onerahi Wharf to the Whangarei Haibour Board. Buildings. — Buildings have been maintained in good repair. The following buildings were destroyed by fire : Swanson, signal-cabin ; Donnelly's Crossing, goods-shed ; Otahuhu, washhouse of dwelling ; Woodville, engine-drivers' room ; Cross Creek, cottage ; Romahapa, cottage ; Glenhope, hut; and Kurow Station building and Post-office.
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Station-yards.—lncreased siding and station accommodation has been provided at a number of stations. Railway Improvements.—The expenditure under the Railways Improvement Authorization Account for the last year was £857,164, as against £920,009 for the previous year. This amount does not include the expenditure under this account on the Auckland-Westfield, Palmerston North, and Tawa Flat Deviations and Hutt Valley Railway, carried out by the Public Works Department, which amounted to £487,714 ; Signal Branch charges, £222,560 ; and Locomotive Branch charges, £456,054. Auckland New Yard.—Good progress has been made during the year with the rearrangement of Auckland yard. The new Outwards Goods-shed was completed and opened for use. A new motor weighbridge was erected, also two underslung jib traversing cranes and new platform scales. New shunters' quarters were completed and brought into use. A new office was built for the Locomotive Foreman. The new outward marshalling-sidings were completed, and the new intermediate car-sidings west of the new platform brought into use. The lease of a block of Harbour Board land on the eastern side of Quay Street was acquired, and was laid out and used for temporary Inward Goods-shed and Goods-yard. The old B Goods-shed was dismantled, and re-erected on the Harbour Board land for temporary use. The old wharf exchange group of sidings was lifted, and wharf approach sidings rearranged, including alterations to the lay-out of private sidings crossing Quay Street. Auckland New Station Building.—Good progress has been made with the contract, and it is anticipated that the work will be completed close to the allotted time. Foundation piles to the number of 1,260 have been driven under the main building, and the steel structure is practically finished. Some delay has been occasioned by the stonemasons employed on the preparation of building-stone refusing to operate certain machinery and consequently being paid off. Subsidiary work, such as subways, station verandas, and retaining-walls are well in hand. Wellington New Yard. —In connection with Wellington new station-yard considerable progress has been made in the filling for the new yard. Dredging had to be suspended to permit of the construction of large storm-water sewers. The interruption of dredging will have no effect on the general progress. One storm-water sewer has been completed and the other is well forward. A permanent site with sidings has been prepared for the new goods-shed, and the plans of the shed are completed. A number of permanent local loading-sidings and adjoining cartways have been laid down. Considerable improvement in the handling of goods-trains has been effected by the provision of a temporary junction at Thorndon and a large holding-grid on the site of the old Esplanade. The plans of the new station building are well advanced, and will be ready for the commencement of building operations when the site is available. The clearing of the site is contingent upon the completion of the new goods-shed. Hutt Valley Railway.—An extension of the industrial line to serve the industrial area is in hand, and private sidings have been provided to suit industries established in this area. General. —The duplication of the track between Frankton and Horotiu is in hand. Platelaying has been completed and earthwork is nearly completed. Ballasting is in progress. A crossing-loop has been laid at Kimihia, and the laying of one between Mercer and Whangamarino is in hand. Temporary work in connection with the new bridge at Ngaruawahia has been commenced. The replacing of level crossings at Piripiri and Tumai by overbridges, and at Hawera by subway, was completed. Bridge-strengthening has been carried out in various districts. A programme has been drawn up for extensive strengthening and reconstruction of bridges to enable more powerful engines to be operated on heavy-traffic lines. The Ravensbourne-Burke's duplication is proceeding steadily. Considerable work has been done in connection with the reclamation and sea-wall. New Workshops.—North Island shops : The Car and Wagon Shops at Otahuhu and the Locomotive Shops at Hutt Valley are completely erected and equipped and are now in operation. Water and drainage reticulations are complete, as well as roadways and siding layouts, with the exception of a small amount of ballasting at Hutt Valley. At Hutt Valley a repair-shed and shelter for buses are being provided and will shortly be completed. South Island shops : The reorganization of the South Island shops provides for Car and Wagon Shops at Addington and Locomotive Shops at Hillside. The rebuilding and reorganization of both shops has been carried on concurrently, and the work is now nearing completion. Most of the main buildings, including water and drainage reticulations, are practically completed. At Addington all main buildings are completed with the exception of the Steel Wagon Shop and Stores. The Steel Wagon Shop is now under construction. The erection of the Stores building, painting-sheds, dining-room, &c., will be started at an early date, as well as the construction of roadways and rearrangement of sidings. At Hillside all main buildings are practically completed except the Pattern Shop and Stores, and the erection of these buildings will be started at an early date. The Power-house, Reclaim Depot, Locomotive Erecting and Boiler Shops, and Steel Wagon Shops are in operation, and machinery installations are in hand in the Machine Shops and Foundry. The following R.I.A. works are being carried out by the Public Works Department:— Auckland-Westfield Deviation.—The formation throughout the deviation is practically completed, and the platelaying and ballasting of the permanent double track is now in hand. The railway-bridges are nearing completion, and road traffic has been turned over all the road-crossings which are provided with overbridges or subways. Good progress has been made with the erection of the six station buildings and platforms, and work in connection with the station-yards is in hand. Expenditure for the year, £89,386.
viii—l). 2
D.—2
LII
Palmerston North Deviation.—Duciag the year more labour and plant were engaged on this work, and considerable progress was made with earthworks and culverting. The formation for main line was completed to within 42 chains of the Main Trunk Railway. An overbridge was erected at Milson's Line, and improvements to the channel of the Mangaone Stream were carried out. Expenditure for the year, £99,905. Tawa Flat Deviation. —Considerable progress has been made with the work during the year. Some 7 chains of sea-wall on the harbour reclamation and a total of 23 chains of heavy earthwork have been completed. Both portals of No. 1 tunnel and 12 chains of full-section tunnel were completed ; 55 chains out of a total of 63 chains of bottom-heading work, 10 ft. by 8 ft,, were completed. To enable tunnel-spoil to be easily disposed of an adit 12 chains in length was driven at Ngahauranga. In No. 2 tunnel both portals and 5 chains of full section of tunnel have been completed ; 38 chains of bottom heading, 10 ft. by 8 ft., have been driven. At s|-mile peg a2O ft. by 8 ft. shaft was sunk to a depth of 130 ft., and from this point headings are being driven in both directions. The double-track bridge over the Hutt Road has been practically completed with the exception of track-laying and painting. The bridge over the Ngahauranga Gorge Road has been completed, also the piers of bridges at 6 m. 38 ch,, 7 m. 28 ch., and 7 m. 51 ch. Huts for the accommodation of workmen have been provided, and tunnelling equipment, consisting of air-compressors, &c., and electric locomotives, is now in use. Expenditure for year, £286,442. Additions to Open Lines.—The expenditure under this account was £52,899, the principal works being: Additional siding accommodation at Motatau, Rotorua, Wanganui (part), Thorndon, Mangatainoka, Woburn, Riccarton (part), Glasnevin, Christchurch, Ranfurly, Wyndham (part), Otautau ; provision of crossing-loop between. Mangaiti and Tirohia ; alterations to District Offices, Whangarei ; turntables, Opua and Otira ; 12,000-gallon vat, Paekakariki; crushing plant, Mount Smart; new houses at Clinton, Middleton, and Romahapa (part); purchase of houses at Paekakariki and Woolston; loading-banks, Ngapara and Gore ; overbridge at Tuakau; stock-yards, Tatuanui, Kopu (part), Mangaiti, and Greenhills ; sewerage, Frankton ; new station-buildings at Mataroa and Elmer Lane ; additions, Tauranga Station building ; additions to locomotive depot, Tauranga (part) and Taneatua (part) ; refreshment-rooms, Tauranga ; veranda at Milton ; flood-control, Taieri Plains (part) ; tarring Station Street, Timaru ; sandhouse, Frankton Junction ; land for locomotive depot, Frankton Junction ; artesian well, Invercargill (part) ; extension of centre rail, Rewanui ; land for rearrangement of yard, Milton ; motor-garage, Hutt Shops (part) ; portable rock-drilling plant; bridge at 130 m., Puketutu (part) ; mechanical appliances for goods-sheds, Christchurch. Betterments. —Expenditure charged to " Betterments " during the year was £23,991 Bs. 4d., the principal works being : Provisions of additional siding-accommodation at Paeroa, Morrinsville, and Ngatira ; alterations to sidings on No. 3 jetty, Lyttelton ; improvements to bridges Nos. 148 and 150, North Auckland line (part) ; provision of additional stockyards ; improvements to stockyards and improved stock-handling facilities at several stations ; improvements to clearances in Round Hill Tunnel, Dunedin district; provision of office for Bridge Inspector at Te Aroha ; additions to District Engineer's Office, Wellington ; fitting up Central Booking-office at Auckland ; conversion of general waiting-room into bookstall at Christchurch ; paving Wharf Street, Dunedin ; improved water-services at several stations ; installation of coin-in-slot locks at a large number of stations ; and equipment of frame levers in lieu of " goose-neck " levers at crossing-loops (part). Expenditure.—The expenditure for the year was as follows : Maintenance (charged to working expenses), £1,111,229 ; new works (charged to capital), £910,063. The maintenance expenditure charged to working-expenses amounted to £340 per mile, as compared with £359 in 1927-28, £338 in 1926-27, £369 in 1925-26. Mileage.—The mileage open for traffic on the 31st March, 1929, was 3,299 miles 76 chains. During the year 106 miles 39 chains additional lines were opened for traffic. Staff. Maintenance Branch.—Working staff, 4,067 ; office staff, 179 : total, 4,246. LOCOMOTIVE. Mr. G. S. Lynde, M.l.Mech.E., M.1.L0c0.E., Chief Mechanical Engineer, reports as follows : — The rolling-stock, machinery, and tools have been maintained in good working-order during the year. Locomotives. —On the 31st March, 1929, there were 667 engines in service. During the year one Class G Garratt articulated locomotive, imported from Messrs. Beyer, Peacock, and Co., Manchester, was assembled in the Government railway workshops, three Wr Class were built by Messrs. A. and G. Price, Ltd., Thames, and six electric locomotives were imported from United Kingdom for the Lyttelton-Christchurch service. Twenty-one engines were written off during the year. There was a decrease of 65,804 lb. (equal to 0-586 per cent.) in the tractive power available. There were, at the close of the year, two Class G articulated Garratt locomotives under erection in the Hutt Workshops. These two locomotives will be completed and put into service during May of the present year. There were twenty-four Class C shunting-engines on order to be built in the Government railway workshops. During the year 662 engines were passed through the workshops, of which 153 received a thorough overhaul. Boilers. —Six locomotive boilers were built during the year, and fourteen boilers were, in hand at the close of the year. Carriages. —On the 31st March, 1929, there were 1,598 cars. Ten suburban cars built in the Government railway workshops were added to the stock, and eighteen old cars were written off, and one postal car convei ted to brake-van. Twenty-seven cars were on order at the end of the year.
LIII
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During the year 1,989 cars were passed through the workshops, of which number 1,163 received heavy repairs. Six day cars were converted to sleepers on the South Island main line and branches. Bail-cars. —There were five rail-cars on the line on the 31st March, 1929. Brake-vans.—On the 31st March, 1929, there were 480 brake-vans. Six bogie vans built in the Government railway workshops were added to the stock, and one postal car converted to brake-van. during the year. Eighteen old vans were written off and one converted to a sleeping-van. Altogether 615 vans were passed through the workshops, of which 299 received heavy repairs. Wagons.—On the 31st March, 1929, there were 26,823 wagons in stock. The additions during the year were six bogie and 49i. four-wheel wagons built in the Government railway workshops. Thirty-five wagons purchased from the Public Works Department, East Coast Railway, were also added to the stock, and three old vans were converted to wagons. Five wagons were sold and 443 were written off during the year. The carrying-capacity was increased by 2,066 tons. During the year 23,437 wagons were passed through the workshops, of which 11,675 received heavy repairs. There were on order at the end of the year sixty-five bogie and ninety four-wheel wagons. Tank-wagons.—During the year twelve rail tank-wagons were built for oil companies for the carriage of motor-spirit in bulk. Tarpaulins.—The tarpaulin stock on the 31st March, 1929, was 22,875. Five hundred new tarpaulins were manufactured in the railway workshops during the year, and 5,539 tarpaulins were replaced with a similar number of new sheets ; 22,253 sheets were repaired in the workshops. Axles.—During the year 487 car, van, and wagon axles were replaced with modern steel axles ; 549 axles were prepared for new rolling-stock. Train-lighting.—On the 31st March, 1929, there were 389 cars fitted with electric light. Engine Headlights. —The total number of locomotives fitted with electric headlights on the 31st March, 1929, was 209. SIGNAL AND ELECTRICAL. Mr. H. J. Wynne, A.M.1.C.E., Signal and Electrical Engineer, reports as follows Fixed Signals at Officered Stations. —Home signals have been provided at Birchfield and Fairdown. The total number of officered stations (including tablet stations) is 489, of which 321 are equipped with fixed signals, 9 are equipped with light signals as unattended crossing-loops, 121 are interlocked, and 38 are unequipped. Interlocking of Points and Signals.—lnterlocking with the tablet system has been installed at the following : Atlantic Union Oil Co.'s private siding (between Terrace End and Bunnythorpe) ; temporary service siding. Otokia ; Quarry siding, Hoteo ; Wayby Station ; Huarau Station ; Mareretu Station ; Te Hana Station ; Renown Colliery siding, near Rotowaro ; W. Cook and Son's siding, near Himatangi; Bickerstaffe Station ; Ranganui Station ; Service siding, between Willowbridge and Morven ; Ruatangata Springs Station ; Mair Station ; Otonga Station ; Patea Co-operative Freezing Co.'s private siding, Moturoa ; Southern Cross Glass Co.'s siding, Ashburton ; Vacuum Oil Co.'s siding, Waipukurau ; Public Works Department's siding, Kartigi Beach ; Atlantic Oil Co.'s siding, Masterton; Oakley Station ; Waikiekie Station. The total number of interlocking® is now 121, of which 19 are power interlocked; tramway crossings, 7 ; sidings and flag stations interlocked with tablet, 266 ; stations fitted with Woods locks, 328. Woods locks have been provided at Birchfield (4), Fairdown (2). One Woods lock has been removed at- Ranfurly. Automatic and Power Signalling.—Single-line automatic signalling has been brought into use between Greymouth and Elmer Lane engine-depot (51 chains). In connection with the above installation, an additional switch-locked siding has been installed at Greymouth. The total mileage now equipped with automatic signalling is—Double line, 37 miles 57 chains ; single line, 159 miles 62 chains. Automatic signalling between Mercer and Frankton is nearing completion and will be brought into operation shortly, and the automatic signalling on the Westfield Deviation between Auckland and Westfield is in hand. The total number of unattended crossing-loops equipped with automatic signalling is now thirty, and switch-locked sidings twenty-six. Paeroa Station has been converted from mechanical interlocking to power interlocking. Alterations to signalling and interlocking have been carried out at Thorndon, Mount Eden, Middleton, Greymouth, Otahuhu, and Swanson. Materials have been ordered for power signalling and interlocking for Auckland new station. Electric Tablet and Block Working. —The following work in connection with electric tablet has been carried out: Swanson, new tablet instruments installed to replace instruments destroyed by fire. The number of tablet instruments now in use is 883, at 371 stations. The total number of automatic exchangers in use is 333. The total mileage equipped with electric tablet is 1,709 miles of single line out of a total of 3,292. The total mileage equipped with lock-and-block is 16| miles of double line. The number of lock-a,ud-block instruments- in use is twenty-six, at twelve stations. The following tablet-locked sidings have been removed : W. Cook and Son's, near Foxton ; Te Kuha Junction ; Orari ballast-pit.
D.—2.
LIV
Telegraph and Telephone Facilities.—lo7 miles of poles have been erected and 402 miles of wire have been run during the year; fifty-nine connections to railway telephone circuits have been provided ; thirty-five new connections to public exchanges have been provided ; fifteen electric bells have been installed. Metallic circuiting of telephone-lines has been completed on the following sections : WhangareiOpua ; Otiria-Kaikohe ; Wanganui - East Town ; Wingatui-Middlemarch ; Timaru-Normanby ; Woburn-Hutt Park; Lepperton Junction - Waitara ; Riverton-Tuatapere ; Millers Flat - Roxburgh ; Waiotira Junction - Kirikopuni; Tahawai-Matata. Telephones have been superimposed over the existing Morse lines between Lambton and Masterton. An exchange connected to the public automatic has been installed in the Auckland Goods Office, comprising three trunk lines and twelve intercommunication lines. Automatic intercommunication exchanges (PBX system) are now being installed in the following workshops: Otahuhu, Hutt Valley, Addington, Hillside. The totals now in use are —-Morse instruments, 286 ; telephones, 2,156 ; electric bells, 403 ; miles of wire, 1 ] ,641 ; miles of poles, 3,044 ; separate connections to public exchanges, 590. Electric-lighting Installations. —During the year flood lighting has been installed in the following station-yards : Mercer, Napier, Westport, Auckland (additional). At Newmarket a special hoarding in workshops yard has been flood-lighted. The following stations have been equipped with electric lighting : Woburn Station ; Waterloo Station; Onehunga Wharf, Station, yard, and signals ; Oratia Station; Onehunga Station and locomotive-shed ; Napier Station, yard, goods-shed, locomotive shed, and signals ; Waimauku Station and yard ; Helen sville South Station ; Riversdale Station and yard ; Lumsden Station and yard ; TJtiku Station and yard ; Ohingaiti Station and yard ; Riverton Station and yard ; Plimmerton Station and yard ; Otaki Station and yard ; Carterton Station and yard ; Waipahi Station and yard ; Westport Station and yard, locomotive shed, workshops, and signals; Turakina Station and yard ; Tauranga Station and Yard, and refreshment-room; Paengaroa Station; Dunsandel Station and yard ; Greatford Station and yard ; Te Kauwhata Station and yard ; Ward Station and yard ; Porirua Station and yard; Fordell Station and yard; Beach Street Station; Horopito Station and yard ; Halcombe Station and yard ; Avondale Station and yard, and signals ; Glen Eden Station and yard, and signals ; St. Andrews Station and yard ; Washdyke Station and yard, and signals ; Mercer Station and yard, signals, refreshment-rooms, and locomotive shed; Ngahere Station and yard ; Bay View Station and yard. At Auckland the electric lighting and heating of the new Outwards Goods-shed and offices, combined Tourist and Railway booking-offices, Queen Street, and Parcels and Booking Office, Symonds Street, have been completed, and at Greymouth the electric lighting of the Elmer Lane new locomotive-depot has been completed. The following shops, halls, &c., have been equipped with electric lighting : Oamaru, social hall; Gore, engine-shed ; Invercargill, main store, and foreman of works' trust store ; Kumeu, stock-yard ; Addington, foreman of works' trust store ; Blenheim, goods-office ; Moumahaki, stock-yard ; Auckland, yard foreman's office ; Ashhurst, cattle-yard ; Tokomaru, stock-yard ; Wanganui, miniature rifle range ; Arthur's Pass, reticulation of public street and connecting of twenty-six private houses to railway supply completed during year. The electric lighting of the existing workshops at East Town is completed. The electric lighting of the new workshops and flood-lighting of the workshop yards at Otahuhu, Hutt Valley, Addington, and Hillside is in hand and nearing completion. A contract has been let for the electric lighting and heating of the new station and platforms at Auckland. Alterations involving 160 new lighting-points have been made to existing installations of all kinds, and fourteen heating and power points. During the year 343 railway houses have been equipped with electric light. The total number of stations lit with electricity is now 219. The total number of station-yards equipped with flood lighting is twelve. The total number of railway houses electrically lit is now 2,062. Electric-power Installations.—Through the year the electrification of Elmer Lane locomotive depot has been completed. The electrification of the new workshops at Otahuhu, Hutt Valley, Addington, and Hillside, also existing workshops at Napier, is in hand and nearing completion. At the Otahuhu, Hutt Valley, Addington, and Hillside workshops, substation equipment has been provided for the following maximum demand : Otahuhu, 1,500 kv.a. ; Hutt Valley, 2.100 kv.a.; Addington, 1,500 kv.a. ; Hillside, 1,500 kv.a. There is now approximately 10,000 h.p. installed. Railway Electrification.—The Lyttelton to Christchurch electrification has been completed and opened for traffic. Complete schemes and detailed estimates have been prepared for the electrification of existing lines, including Upper Hutt - Summit, Wellington-Paekakariki.
LV
D.—2
Level - crossing Warning - devices. — Warning signals have been installed at the following level crossings : Morningside - Argyle Street (flashlight signal) ; Taumarunui - 173 m. 61 oh. (Pearson's wigwag); Mount Albert - Woodward Road (flashlight signal); Dannevirke -33 m. 79 ch. (Pearson's wigwag); Wanganui - Grey Street (Pearson's wigwag); Hamilton - Lake Road (Pearson's wigwag —previously bells only). Warning signal has been taken out at the following level crossing : ongarue-160 m. 57 ch. (bells). The total number of level crossings fitted with warning devices is 100. Expenditure on Signals, &c. —Capital expenditure for the year for signals, &c., amounted to £224,345, of which £31,998 was on signals and interlocking, £13,083 on electric lighting, £75,406 on electrification of locomotive workshops, and £99,571 on the electrification of the Lyttelton-Christchurch line. The maintenance expenditure chargeable against revenue was £112,206. STORES. Mr. E. J. Guiness, Comptroller of Stores, reports as follows: — The value of stores material and plant (purchased under Railway vote) on hand at the 31st March, 1929, at the various stores, depots, and sawmills amounted to £1,065,114 17s. 3d., as against £1,114,989 ss. on the 31st. March, 1928. The whole of the stock is in good order, has been systematically inspected, and is value for the amount stated.
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LVI
APPENDIX A. Summary.—Original Costs of Bridges and Contributions required for Bridge Renewals Fund.
Bridge Renewals Fund.
(Note. —Over'bridges and culverts are not included.) Section. Approximate Total ContribStkL to Original Cost of Bridges. Renewalg Flmd . £ £ Kaihu .. .: ,, .. 20,000 Auckland .. .. .. 704,000 15,690 Ohakune .. .. 335,000 4,550 Wanganui .. .. .. 274,000 27,330 Wellington .. .. .. 277,000 9,080 Gisborne .. .. .. 78,000 1,290 Picton .. .. .. .. 61,000 1,220 Nelson .. .. .. .. 46,000 1,010 Westport .. .. .. 19,000 550 Christchurch .. .. .. 722,000 18,230 Dunedin .. .. .. 462,000 22,805 Invercargill .. .. .. 192,000 3,365 Grand totals .. .. £3,190,000 £105,120
. , Estimated n Estimated Line. Bridge No. gg™ Remaining to ° Renewals Cost of ReLsfe. Fund construction. . I Auckland Section. £ Years. £ £ Auckland-Frankton .. 62, Ngaruawahia .. 15,000 2 7,500 30,000 Frankton-Thames .. 12, Te Aroha .. .. 5,400 10 540 10,000 Iron and steel bridges .. 505,000 66 7,650 Total for section .. .. .. . . 15.690 Ohakune Section. Fiankton-Marton .. Steel and iron bridges .. 300,000 66 4,550 Total for section .. .. .. .. 4,550 Wanganui Section. Marton-Paekakariki .. 98, Rangitikei .. .. 19,000 7 2,700 43,000 92, Oroua .. .. 8,000 2 4,000 16,000 67, Manawatu .. .. .18,000 7 2,570 42,000 41, Ohau .. .. 5,000 i 10 500 10,000 33, Otaki .. .. 15,000 1 2 7,500 33,000 30, Waikanae .. .. 3,000 2 1,500 6,000 Marton-New Plymouth 138, Whenuakura .. 3,000 2 1,500 20,000 109, Turakina .. .. 4,000 5 800 8,000 111, Wangaehu .. .. 6,000 5 1,200 13,000 123, Aramoho .. .. 17,000 10 1,700 43,000 Timber truss bridges be- 20,000 : 10 2,000 40,000 tween Aramoho and New Plymouth Steel and iron bridges .. 90,000 66 1,360 Total for section .. .. .. .. 27,330 Wellington Section. Wellington-Paekakariki 20, Paremata .. .. 8,000 10 800 13,000 Wellington-Woodville .. \ 15, Silverstream .. 7,000 10 | 700 16,000 49 .. .. .. 8,000 10 800 15,000 52, Waiohine .. .. 13,000 10 1,300 24,000 Timber truss bridges, 77, 15,000 10 1,500 30,000 80, 85, 89, 93, 96, 97 114, Ngawapurua .. 23,000 10 2,300 45,000 : Steel and iron bridges .. 111,000 66 1,680 | Total for section ..J .. .. .. 9,080
LVII
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Bridge Renewals Fund—continued.
I 1 I i ■ 1 Annual Estimated I inf -fj Original T j Contribution Cost . Lme ' Bridge No. C S B t. | i to Renewals, of Recon. Fund. struction. Nelson Section. £ Years. £ £ Nelson-Glenhope ..13 .. 3,000 20 • 150 9,000 38. Motueka .. 10,000 20 500 26,000 Steel and iron bridges . . 24,000 66 360 Total for section .. .. .. .. 1,010 Picton Section. Picton -Blenheim ..20 .. .. .. 10,000 20 500 20,000 30 .. .. .. 6,000 20 300 12,000 Steel and iron bridges .. 28,000 66 420 Total for section .. .. .. .. 1,220 Gisborne Section. Gisborne .. 9, Waipaoa .. .. 8,000 20 400 16,000 19, Waikohu .. .. 9,000 20 450 15,000 Steel and iron bridges .. 29,000 66 440 Total for section .. ... . . .. 1,290 West fort Section. 30, Ngakawau .. .. 4,000 20 200 10,000 Steel and iron bridges .. 23,000 66 350 Total for section .. .. . . .. 550 Christnkurch Section. Main South line .. 10, Rakaia .. .. 25,000* 5 5,000 124,000 18, Ashburton .. .. 12,0001 5 2,400 20,000 Stillwater-Reeftori 71, Inangahua. .. .. 7,000 20 350 20,000 74, Waitahu .. .. 6,000 20 300 16,000 79, Larry's Creek .. 3,500 20 175 9,000 86, Inangahua River .. 7,500 20 375 15,000 Grey mouth-Ross .. 27, Arahura .. .. 8,000 20 400 20,000 32, Hokitika .. .. 29,000 20 1,450 70,000 46, Totara .. .. 9,000 20 450 18,000 Addington-Waiau .. 40, North Kowai .. 7,000 20 350 16,000 41, Waipara .. .. 9,000 20 450 18,000 52, Hurunui .. .. 15,000 20 750 30,000 Waipara-Parnassus .. 26, Waiau-au .. .. 23,000 20 1,150 49,000 Steel and iron bridges .. 306,000 66 4,630 Total for section .. .. .. .. 18,230 Dunedin Section. Main South Line .. 35, Rangitata North .. | 35,000 5 7,000 66,000 5l' oX" " | 20,000 7 2,860 58,000 72'Otaio .. .. 4,000 7 770 9,000 114, Waitaki .. .. 30,000* 5 6,000 80,000 210, Otokia .. .. 6,000 10 600 16,000 217, Waihola .. .. 7,000 10 700 2,000 Duntroon Branch .. 21,24,26,30,35,36 .. 24,000 20 1,200 60,000 Fairlie Branch .. 23, Tangawai .. .. 4,500 20 225 8,000 Lawrence Branch .. 3, Glenore .. .. 3,000 20 150 6,000 Steel and iron bridges (ex- 217,000 66 3,300 cept Waitaki) Total for section .. .. .. .. 22,805 Invercargill Section. Main South Line .. 236, Clutha .. .. 15,000+ 10 1,500 40,000 278, Gore .. .. 3,000§ 10 300 7,000 Riversdale-Switzers .. 3, Mataura .. .. 5,200 20 265 12,000 Glenham Branch ..1 .. .. ..10,000 20 500 20,000 Orepuki .. ..29 .. .. .. j 5,000 20 250 12,000 Mossburn .. ..1 .. .. .. 5,000 20 250 12,000 Steel and iron bridges .. 20,000 66 300 Total for section .. .. J .. 3,365 * After making allowance for probable residual value. f Partial reconstruction only proposed. £12,000 = original cost of portion reconstructed. J Partial reconstruction only; £15,000 cost of portion to be reconstructed. § Partial reconstruction only; £3,000 cost of portion to be reconstructed.
D.—2.
Bridge Strengthening and Reconstruction.—Estimated Expenditure.
LVIII
Total Estimated Cost of Estimated Annual Expenditure. Line. Bridge Number. Strengthening or Remarks. Reconstruction. 1929-30. 1930-31. 1931-32. 1932-33. 1933-34. I Auckland Section. £ £ £ £ £ £ Auckland-Frankton .. .. 62, Ngaruawahia .. .. 35,000 20,000 15,000 .. .. .. Old timber bridge; weak for present engines. Reconstruction. Work authorized and in hand. Frankton-Thames .. .. 1, Hamilton .. .. 5,000 .. .. .. .. 5,000 Steel and iron; weak for present engines in floor system and pin-joints. To be strengthened. Speed-restriction meantime. Ohakune Section. Frankton-Marton .. .. 157, Makohine .. .. 12,000 6,000 6,000 .. .. .. Steel and iron; weak for present engines in floor system. Speed-restriction. Floor system to be renewed. This will enable all classes of engines to run. Wanganui Section. Marton-Paekakariki .. .. 98, Rangitikei .. .. 5,000 3,000 2,000 .. .. .. Timber trusses in fair order. Rods and floor-beams to be strengthened. 92, Oroua .. .. .. 16.000 10,000 6,000 .. .. .. Old timber trusses; weak for present engines. Reconstruction. 67, Manawatu .. .. 3,000 3,000 .. .. .. .. Timber trusses in fair order. Rods and floor-beams to be strengthened. 33, Otaki .. .. .. 27,000 10,000 17,000 f Old timber trasses; weak for present engines. 30, Waikanae .. .. 8,000 3,000 5,000 J *" \ Reconstruction. Marton - New Plymouth .. 109, Turakina .. .. 8,000 .. .. 8,000 \ w , , , x> + +• 111, Wangaehu .. .. 13,000 .. .. 1Z,000 / ' " Weak timber trusses. Reconstruction. 138, Whenuakura .. .. 20,000 12,000 8,000 .. •• .. Weak timber; temporary structure. Reconstruction. Work authorized and in hand. Timber trusses between Ara- 40,000 .. .. 10,000 11,000 19,000 Weak timber trusses. Reconstruction. moho and New Plymouth Wellington Section. Wellington-Napier .. .. 15,35,171,175 .. .. 10,000 5,000 5,000 .. .. .. Weak timber trusses and steel girders. Strengthening. Christchurch Section. , Main south line .. .. 10, Rakaia .. .. .. 124,000 .. 9,000 30,000 40,000 45,000 Weak timber bridge. Combined road and railway. Reconstruction. 18, Ashburton .. .. 20,000 5,000 5,000 5,000 5,000 .. Old weak timber trusses. Partial reconstruction. Greymouth - Arthur's Pass .. 30, Crooked River .. .. \ q q / Weak iron girders. Strengthening. Work autho45, Teremakau River .. J ' ' ' * ' * * * \ rized and in hand. Dunedin Section. Mam South Line .. .. 35, Rangitata North .. \ 66,000 10,000 10,000 10,000 20,000 16,000 Old weak timber trusses. Reconstruction. Jo, Rangitata South .. J 114, Waitaki .. .. 80,000 .. 8,000 20,000 20,000 32,000 Weak iron girders. Combined road and railway bridge. Reconstruction alongside. Otago Central Branch .. Taieri Gorge bridges .. 20,000 4,000 4,000 4,000 4.000 4,000 Weak iron girders. Strengthening. 521,000 100,000 100,000 100,000 100,000 121,000
D.—2.
BALANCE-SHEETS, a STATEMENTS OF ACCOUNTS, AND STATISTICAL RETURNS, 1929.
D.—2,
INDEX OF STATEMENTS ACCOMPANYING ANNUAL REPORT OF THE GENERAL MANAGER OF THE NEW ZEALAND GOVERNMENT RAILWAYS, 1928-29.
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 F—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. sa. Income and Expenditure in respect of Bookstall 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, &o No. Ba. Income and Expenditure in respect of Road Motor Services. No. 9. Railway Sawmills and Bush Accounts. No. 9a. Railway Employees' Sick Benefit Society. No. 10. Statement of Subsidy from Consolidated Fund in respect of Services rendered by Non-paying Developmen ta Branch Lines and Isolated Sections. No. 11. Statement of Cash Receipts and Payments—Working Railways Account. Reconciliation Statement. No. 12. General Reserve Account. 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, &c. 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, Section 10 of the Finance Act, 1925, and Section 3 of the Finance Act, 1926. No. 15. 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 Coat, 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 Account as at 31st March, 1929.
Total to 31st March, Year ended Total to 31st March, ! Total to 31si March, Year ended Total to Slst March, 1928. 31st March, 1929. 1929. | ' 1928. 31st March, 1929. 1929. Expenditure. £ s. d. £ s. d. £ s. d. Receipts. £ s. d. £ s. d. £ s. d. Permanent way, and works, buildings, 40,484,741 11 8 5,110,497 0 8 45,595,238 12 4 From General Government Funds — machinery, and plant (lines open for Public Works Fund .. .. 44,179,318 4 4 3,776,992 11 3 47,956,310 15 7 traffic) s Wellington-Hutt Railway Improve- 228,373 5 5 .. 228,373 5 5 Rolling-stock .. .. .. 10,448,240 9 2 256,017 15 5 10,704,258 4 7 ment Account New lines in course of construction by 563,006 8 5 475,733 3 4 1,038,739 11 9 Railways Improvement Account, 1904 641,275 7 8 .. 641,275 7 8 Public Works Department charged Railways Improvement Authoriza- 4,362,079 16 5 1,997,316 8 7 6,359,396 5 0 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 .. 44,387 3 3 .. 44,387 3 3 Westport Harbour Loans .. 350,000 0 0 .. 350,000 0 0 Road motor services .. .. 53,193 2 0 14,706 17 11 67,899 19 11 Works constructed from Harbour House-factory and sawmill at Frankton 156,813 17 1 .. 156,813 17 1 Board funds — Junction Westport .. •• 71,640 0 0 .. 71,640 0 0 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 = 51,672,232 1 8 5,774,308 19 10 57,446,541 1 6 I Advances to Capital Account from .. 145,696 0 9 145,696 0 9 Working Railways Account Outstanding liabilities .. .. .. 15,100 6 8 15,100 6 8 51,750,382 11 7 5,856,954 17 4 57,607,337 8 11 51,672,232 1 8 5,935,105 7 3 57,607,337 8 11 . I 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 March, 1929. Liabilities. Assets. Sundry creditors— £ s. d. £ s. d. Sawmills— £ s. d. £ s. d. General creditors (including Stocks of timber, &c. .. .. .. 258,828 19 0 unpaid wages) .. .. 290,187 18 7 Stores and material on hand— Government Departments .. 19,881 6 11 Stores Branch .. .. 806,285 18 3 310,069 5 6 Advertising Branch .. 1,611 4 6 Collections for refunds to— Refreshment Branch .. 6,793 2 1 Harbour Boards, shipping com- Training-school Hostel .. 71 7 2 panies, and other carriers .. 23,968 18 0 814,761 12 0 Government Departments .. 1,062 10 0 Sundry assets— 25,031 8 0 Advertising Branch .. 54,216 2 10 General Reserve Fund .. .. ..1,378,316 10 11 Refreshment Branch .. 26,836 0 4 General Renewals, Betterments, and Depreciation Housing Improvement .. 11,183 14 7 Funds .. .. .. .. ..1,358,921 12 1 92,235 17 9 Insurance Funds .. .. .. .. 43,316 6 8 Sundry debtors— Sick Benefit Fund .. .. .. .. 6,303 18 9 Advances to capital .. 145,696 0 9 Items to be written off on receipt of parliamentary Government Departments ... 10,277 3 7 authority .. .. .. .. .. 2,788 19 4 Advances under Hutt Valley Lands Settlement Act, 1925 10,701 11 8 Advances to Railway Employees under section 15 (5) of the Government Railways Act, 1927 .. .. 34,984 9 5 Work in progress and sundry debtors.. .. .". 60,443 4 2 262,102 9 7 Less amounts paid in advance 102,360 11 11 159,741 17 8 Accrued interest on investments 2,708 2 6 Accrued subsidy on branch lines and isolated sections .. 38,130 11 10 40,838 14 4 j Outstanding at stations— Cash in hand .. .. 78,058 16 9 Freight owing by Government Departments .. .. 47,422 14 9 Freight owing by sundry debtors.. .» .. 144,792 7 9 —— 270,273 19 3 Investments .. .. 345,000 0 0 Cash in Working Railways Account .. .. .. 340,236 1 6 * 685,236 1 6 Net Revenue Account .. .. .. 802,830 19 9 £3,124,748 1 3 £3,124,748 1 ~3 H. Valentine, A.R.A.N.Z. Chief Accountant.
D.—2.
STATEMENT No. 2 Income and Expenditure of the Whole Undertaking for the Year ended 31st March, 1929.
4
Year 1928-29. Year 1927-28. Statement 1 . No. I Gross Revenue. Expenditure. Net Revenue. Gross Revenue. Expenditure. Net Revenue. £ s. d. £ s. d. £ s. d. £ s. d. £ s. d. £ s. d. Railway operation .. .. .. .. .. 7,524,864 1 3 6,374,579 1 9 1,150,284 19 6 7,343,844 15 1 6,302,118 15 2 1,041,725 19 11 Lake Wakatipu steamers .. .. .. 4 10,940 9 8 17,424 16 3 Dr. 6,484 6 7 9,885 111 15,626 13 4 Dr. 5,74111 5 Refreshment service .. .. .. .. 5 123,058 19 8 116,090 6 5 6,968 13 3 122,220 7 5 114,643 14 9 7,576 12 8 Book-stall service .. .. .. .. 5a 322 8 5 300 14 8 21 13 9 j Advertising service .. .. .. .. 6 53,983 15 3 50,719 9 7 3,264 5 8 1 52,600 2 2 48,921 6 11 3,678 15 3 Dwellings .. .. .. .. .. 7 105,897 7 5 170,073 8 9 Dr. 64,176 1 4 | 93,643 0 1 162,263 10 7 Dr. 68,620 10 6 Buildings occupied by refreshment service, book- 8 19,455 1 0 8,483 0 7 10,972 0 5 , 20,542 2 0 8,827 12 5 11,714 9 7 stall proprietors, &c. Road motor-services .. .. .. .. 8a 102,385 7 7 111,712 8 5 Dr. 9,327 0 10 32,486 10 10 32,721 8 3 Dr. 234 17 5 Miscellaneous revenue .. .. .. .. 308,131 2 7 .. 308,131 2 7 359,747 16 9 .. 359,747 16 9 8,249,038 12 10 6,849,383 6 5 8,034,969 16 3 6,685,123 1 5 Total net revenue to Net Revenue Account .... .. .. 1,399,655 6 5 .. .. 1,349,846 14 10 Net Revenue Account. Dr. 1928-29. 1927-28. Cf. 1928-29. 1927-28. £ s. d. £ s. d. £ s. d. £ s. d. To Interest on capital .. .. .. .. 2,331,334 14 5 2,130,866 17 10 By Net earnings before charging interest on capital .. 1,399,655 6 5 1,349,846 14 10 Subsidy, branch lines and isolated sections .. 498,936 13 11 489,567 19 6 Deficit carried to Net Revenue Appropriation 432,742 14 1 291,452 3 6 Account 2,331,334 14 5 2,130,866 17 10 2,331,334 14 5 2,130,866 17 10 Net Revenue Appropriation Account. Dr. 1928-29. 1927-28. Cr. 1928-29. 1927-28. £ s. d. £ s. d. £ s. d. £ s. d. To Balance from previous year .. .. .. 370,088 5 8 78,636 2 2 By Balance carried forward .. •• •• 802,830 19 9 370,088 5 8 Net Revenue Account .. .. .. 432,742 14 1 291,452 3 6 802,830 19 9 370,088 5 8 802,830 19 9 370,088 5 8
5
D.—2
STATEMENT No. 3. Income and Expenditure in respect of Railway Operation, Year ended 31st March, 1929.
g Per Cent, of "g Per Cent, of £ Operating Revenue. g . Operating Revenue. EXPENDITURE. « 1928-29. 1927-28. REVENUE. J go 1928-29. 1927-28. g 1928-29. 1927-28. j | 1928-29. 1927-28. m \ £ s. d. £ s. d. ' £ s. d. £ s. d. Maintenance of way and works .. .. A 1,111,228 14 11 1,147,067 1 2 14-77 15-62 Passengers, ordinary.. .. .. 15 1,868,047 12 0 1,886,833 8 11 24-82 25-59 Maintenance of signals and electrical ap- B 112,206 0 2 102,870 12 0 1-49 1-40 \ Passengers, season tickets .. .. 15 256,698 16 10 258,462 17 3 3-41 3-52 pliances Parcels, luggage, and mails .. .. 15 378,140 17 0 379,932 13 11 5-03 5-17 Maintenance of rolling-stock .. .. 0 1,424,165 10 3 1,380,726 9 3 18-93 18-80 Goods . . .. .. ..15 4,846,125 2 4 4,680,135 2 1 64-40 63-73 Examination, lubrication, and lighting of D 67,022 19 6 62,511 18 3 0-89 0-85 \ Labour, demurrage, &c. .. .. 15 175,851 13 1 138,480 12 11 2-34 1-89 vehicles Locomotive transportation .. .. E 1,583,769 16 9 1,599,552 3 3 21-05 21-78 Traffic transportation .. .. .. F 1,825,965 3 11 1,760,459 8 4 24-26 23-97 | Head Office and general charges.. .. G 80,942 10 3 75,047 11 2 1-07 1 02 I £ s. d. Superannuation subsidy .. 186,817 8 4 Less amount allocated to subsidiary services, &c. 17,539 2 4 — G 169,278 6 0 173,873 11 9 2-25 2-37 Total operating expenses .. .. 6,374,579 1 9 6,302,118 15 2 84-71 85-81 Net operating revenue .. .. 1,150,284 19 6 1,041,725 19 11 15-29 14-19 ; 7,524,864 1 3 7,343,844 15 1 100-00 100-00 1 .. 7,524,864 1 3 7,343,844 15 1 100-00 100-00
D.—2
6
Abstract A.—Maintenance of Way and Works.
Abstract B.—Maintenance of Signals and Electrical Appliances.
North Island South Island Expenditure. Kaihu. Gisborne. Main Line and Main Line and Westport. Nelson. Picton. Total. Branches. Branches. Item - . !§! Isl ° a a °« j ° £ I a °° £ o "3 . a ° ® ° a s ° * M a S 3 ! o . . Sfl aS li Sa Si s« !d cSSS Si a« IS 5! Si Ss SS Si la s? !« s 1 2«g Sa| £ § g ~ h a| H| $? a| H| 3| a| h~ a§ i a| hs ass a| flf || SS 63 ss a| hs 38 s| £3 fQ 2 js -ij o fn c .. ® . ®5 r: K - 9 ., « **►« ©. «,shC.cj . ce l, s o cs fl © mG,® . 33 p_< m ►3 ~ oS-c. §S-g I ® S -S ©M ©PH ©W Sp3 £ Stf Stf £ g* |£ £ S3 Srt £ Stf fe« £ M O !z fl W « PH EH p H P-l >H PHAH M CL|^ M PH .PH M pHiaH W fL ( |l< P *PHPH W pHpHi hH eg « ' Superintendence — £ £ £ £ £ £ £ £ £ £ d. £ £ d. £ £ d. £ £ d. £ £ d. £ £ d. £ £ d. £ £ d. General .. .. .. 11 54 6,694 4,356 203 38 57 11,413 0-2 0-5 0-2 0-1 0-9 0-2 0-2 4-8 0-2 0-2 2-7 0-3 0-2 4-7 0-5 0-2 0-6 0-2 0-2 1-0 0-2 0-2 3-5 0-2 District .. .. .. 86 370 20,823 15,291 370 345 337 37,622 1-2 3-6 1-2 1-0 6-2 1-2 0-5 15-1 0-7 0-5 9-4 0-9 0-3 8-6 1-0 1-4 5-4 1-4 0-9 6-0 1-2 0-5 11-6 0-8 Road-bed .. .. .. 996 4,518 96.114 96,239 2,081 4,322 4,823 209,093 13-9 41-5 13-7 12-3 75-3 14-2 2-2 69-6 3-5 3-4 59-1 5-6 1-5 48-4 5-4 17-5 67-5 17-4 12-9 86-2 17-5 2-8 64-3 4-6 Track-renewals .. .. .. 2,200 5,834249,768241,348 7,037 5,055 3,952 515,194 30-7 91-6 30-4 15-9 97-3 18-2 5-6 180-8 8-9 8-3 148-3 14-2 5-1 163-7 18 2 20-3 79-1 20-2 10-5 70-7 14-3 6-9 158-4 11-2 Ballasting .. .. .. .. 15 32,600 11,632 63 141 13; 44,464 0-3 .. 0-7 23-6 1-2 0-4 7-2 0-7 .. 1-5 0-2 0-6 2-2 0-6 .. 0-2 .. 0-6 13-7 1-0 Slips and floods .. .. .. 242 2,366 14,051 25,342 625 489 1,134 44,249 3- 10-1 3-3 6-5 39-4 7-4 0-3 10-2 0-5 0-9 15-6 1-5 0-5 14-5 1-6 2-0 7-6 2-0 3-0 20-2 4-1 0-6 13-6 1-0 Fences, &c. .. .. .. 16 318 11,638 11,310 121 658; 361 24,422 0-2 0-7 0-2 0-9 5-3 1-0 0-3 8-4 0-4 0-4 7-0 0-7 0-1 2-8 0-3 2-7 10-3 2-6 1-0 6-4 1-3 0-3 7-5 0-5 Roads, &c. .. .. .. 24 102 6,686 3,846 109 10 62 10,839 0-3 1-0 0-3 0-3 1-7 0-3 0-2 4-8 0-2 0-1 2-4 0-2 0-1 2-5 0-3 .. 0-2 .. 0-2 1-1 0-2 0-1 3-3 0-2 Bridges, &c. .. .. .. 2,170 943 46,613 26,940 1,310 1,313 1,181 80,470 30-4 90-4 29-9 2-6 15-7 3-0 1-1 33-8 1-7 0-9 16-6 1-6 1-0 30-5 3-4 5-3 20-5 5-3 3-1 21-1 4-3 1-1 24-7 1-7 Water-services, &c. .. ■■ 81 355 13,916 7,405 2,368 245 501 24,871 1-1 3-4 1 1 1-0 5-9 1-1 0-3 10-1 0-5 0-3 4-6 0-4 1-8 55-1 6-2 1-0 3-8 1-0 1-3 8-9 1-8 0-3 7-6 0-5 Wharves .. .. -- 1 .. 4,458 2,526 526 .. 757 8,268 0-1 3-2 0-2 0-1 1-6 01 0-4 12-2 1-4 2-0 13-5 2-7 0-1 2-5 0-2 Cattle-yards, &c. .. . - .. 92 10,574 5,086 40 124 138 16,054 0-3 1-5 0-3 0-2 7-7 0-4 0-2 3-1 0-3 .. 0-9 0-1 0-5 1-9 0-5 0-4 2-5 0-5 0-2 4-9 0-3 Operation buildings .. .. 56 300 45,554 36,271 960 506 623 84,270 0-8 2-3 0-8 0-8 5-0 0-9 1-0 33-0 1-6 1-3 22-3 2-1 0-7 22-3 2-5 2-0 7-9 2-0 1-7 11-1 2-3 1-1 25-9 1-8 Totals .. .. .. 5,88315,267 559,489487,59215,81313,24613,9391,111,229 82-2 245-1 81-141-7 254-5 47-8 12-7 405-1 20-0 17-0 299-9 28-6 11-7 367-7 41-1 53-5 207-0 53-2 37-2 248-9 50-4 14-8 341-5 24-0
North Island South Island Expenditure. Kaihu. Gisborne. Main Line and Main Line and Westport. Nelson. Picton. Total. Branches. Branches. Itomi • 111 la! J g °.§ a .9 °.§ a °.§ 1>. a °| i a °s |i S 33 g 8 J . Sa =« SJ en =? Sb;3? S«' =s s»' So 5? Sd Sa aS SJ Sa a? Si sJiSj S o ■=«»! SsJ & § § 5 s; H= gg a! H| s> S3 a| h= gg a| h= $!> aS h= sg al ®g al i^f £ £ i +3-3-H M to is S3 <D C- M R o (J (HC o I e3MS,© l«3|^a # <u,o«MS © cS M H . © C3MH O rit," « ■? §!■« i? 5 ~ o as jg as gs s | s« •« s« £ ss £ s« g ss g ss ss i » p ' » i £ £ £ £ £ £ £ £ £ £ d. £ £ d. | £ £ d. £ £ d. £ £ d. £ £ d. £ £ d. £ £ d. Superintendence.. .. .. 8 39 4,707 3,073 145 27 40 8,039 0-1 0-3 0-1 0-1 0-6 0-1 0-1 3-4 0-2 0-1 1-9 0-2 0-1 3-4 0-4 0-1 0-4 0-1 0-1 0-7 0-1 0-1 2-5 0-2 Signals and interlocking .. .. .. 24 18,857 8,287 172 16 28 27,384 0-1 0-4 0-1 0-5 13-7 0-7 0-2 5-1 0-5 0-1 4-0 0-4 0-1 0-3 0-1 0-1 0-5 0-1 0-5 8-3 0-5 Automatic and power signalling .. .. .. 6,466 6,471 .. .. - - 12,937 .. .. .. 0'1 4'7 0'2 0-2 4'0 0-3 .. .. .. 0'2 4-0 0'3 Level-crossing signals .. .. .. .. 1,409 1,100 .. .. .. 2,509 .. 1-0 0'1 .. 0-7 0-1 .. 0'8 0'1 Block-working, tablet, and telephones 12 27 12,065 6,666 254 57 40 19,121 0-2 0-5 0-2 0-1 0-5 0-1 0-4 8-7 0-4 0-2 4-0 0-3 0-2 5-9 0-7 0-2 0-9 0-2 0-1 0-7 0-1 0-4 5-9 0-4 Overhead electric block, tablet, tele- 18 415 11,611 6,121 284 39 18,519 0-2 0-8 0-2 1-1 6-9 1-3 0-3 8-4 0-4 0-1 3-8 0-4 0-3 6-6 0-7 0-2 0-6 0-2 0-1 0-5 0-1 0-2 5-7 0-3 phone and telegraph lines ' Overhead lines for automatic signalling .. .. 700 2,798 .. .. .. 3,498 .. 0'5 .. 0'1 1-7 0'2 .. 1-1 0-1 Electric lighting .. .. .. .. 12 6,358 5,225 187 29 59 11,870 0-2 .. 0-1 4-6 0-2 0-1 3-2 0-3 0-1 4-3 0-5 0-1 0-5 0-1 0-1 1-1 0-3 0-1 3-6 0-3 Overhead electrification and bonding .. .. .. 3,247 .. .. .. 3,247 0-1 2'0 0-2 1-0 0-1 Electric-power appliances .. .. .. .. 1,005 1,268 .. 3 2,276 .. 0-7 .. .. 0-8 0-1 .. 0-7 .. Buildings .. .. 1,629 1,170 7 .. .. 2,806 1-2 0-1 .. 0-7 0-1 .. 0-2 0-9 0-1 Totals .. .. .. 38 517 64,807 45,426 1,049 171 198 112,206 0-5 1-6 0-5 1-4 8-6| l-6j 1-5 46-9 2-3, 1-1 27-9 2-7 0-8 24-4 2-7 0-7 2-7 0-7 0-5 3-5 0-7 1-5 34-5 2-4
7
D.—2
Abstract D.—Examination, Lubrication, and Lighting of Vehicles.
Abstract C.—Maintenance of Rolling-stock.
North Island South Island Expenditure. Kafhn. Gisborne. Main Line and Main Line and Westport. Nelson. Picton. Total. Branches. Branches. Item - . Is! i§! J % i a °s> 9 <3 a a °° i ° i ° .i « S S 3 g g . . S5 S« Si Sa 5S Si S« I? !• *! =| SJ So =! rj» ?3 SS Si Sa S; ».• Sa SS !< i 3 Sag Sag £■ § g -a 3? a| 8S s| h= sq h= 5 g a| h~ 6S s| 5= gg g| h| gg g| Sf Jf gS * = rS to J2 +5 © eSfc-W © c3»hS © eSu-H 3 = ol-a g|-a £ £ 2 | s« S« £ Sri Sri £ Sri Sri £ Sri Sri £ Sri Sri £ Sri Sri 5 Sri Sri ,£ Sri Sri £ _ _ £ £ £ £ £ : £ £ £ | £ £ d. £ £ d. £ £ d. £ £ d. £ £ d. £ £ d. £ £ d. £ £ d. General superintendence .. .. 21 108 13,151 8,562 4031 74 111 22,430, 0-3 0-9 0-3 0-3 1-8 0-3 0-3 9-5 0-5 0-3 5-3 0-5 0-3 9-4; 1-0 0-3 1-2 0-3 0-3 2-0 0-4 0-3 6-9 0-5 Locomotives (including rail and elec- 597 2,725 337,664 229,373 8,124 3,473 4,149 586,105 8-3 24-9 8-2 7-4 45-4 8-5 7-7 244-5 12-1 8-0 141-0 13-4 6-0 188-9; 21 -2 14'1 54-2 14-0 11-0 74-2 15-0 7-8 180-1 12-7 trie) Car and wagon supervision 3,904 3,010 .. .. .. 6,914 0-1 2-8 0-1 0-1 1-9 0-2.. .. 0'1 2'1 0'1 Cars .. .. .. .. 103 1,628130,050 79,287 1,440 556 658 213,722 1-4 4-3 1-4 4-4 27-1 5-1 2-9 94-2 4-7 2-8 48-8 4-6 M 33-5 3-7 2-2 8-7 2-2 1-8 11-7 2-4 2-8 65-7 4-6 Vans and postal vans .. .. 13 183 20,414 13,364 767 196 136 35,073' 0-2 0-5 0-2 0-5 3-1 0-6 0-5 14-8 0-7 0-5 8-2 0-8 0-6 17-8 2-0 0-8 3-1 0-8 0-4 2-4 0-5 0-5 10-8 0-8 Wagons .. .. .. 428 4,250 259,385i225, 626 11,607 1,274| 1.812 504,382' 6-0 17-8 5-9 11-7 70 9 13-4 5-9 187-8 9-3 7-8 138-7 13-3 8-6 269-9 30-3 5-1 19-9 5-1 4-8 32-3 6-5 6-7 155-1 10-9 Service vehicles .. .. .. 6 38 5,786, 5,154 127 45 35 11,191 0-1 0-3 0-1 0-1 0-6 0-1 0-1 4-2 0-2 0-2 3-2 0-3 0-1 3-0 0-3 0-2 0-7 0-2 0-1 0-6 0-1 0-1 3-4 0-2 Tarpaulins, ropes, and nets .. 5 133 19, 830j 22,778 246 476 880 0 1 0-2 0-1 0-4 2-2 0-4 0-4 14-4 0-7 0-8 14-0 1-3 0-2 5-7 0-6 - 7-4 1-9 2-3 15-7 3-2 0-6 13-6 1-0 Totals .. .. .. 1,173 9,065 790,184587,15422,714 6,094! 7,781 1,424,165' 16-4 48-9 16-21 24-8 151-1 28-4 17-9 572-2 28-3 20-5 361-1 34-4 16-9 528-2 i 59-1 24-6 95-2 24-5 20-7 138-9 28-1 18-9 437-7 30-8 I I I ' ' I 'V , ' 1 : -
North Island South Island j Expenditure. Kaihu. Giaborne. Main Line and Main Line and Westport. Nelson. Picton. Total. Branches. Branches. Item. . ggl Is! J « °.S a °.£ a °.£ a a °-s a °-s I i § Sa2 " § g -i Is H= .Q2 si B= ®g s| H= ss H= gg Hi s= s » a | b= ag h= al .a 5 -3 PP M « 2 u £ «eMB,© e ©,cemP tj es M H |3 " O|B g|« £ 5 s S 8f§ 8« £ Srt £ SM fe« £ Si3 (S fed? Srt £ grt Stf £ M M j SSrt Stf ® W C5 S § . PH H fL ) p H W AHP4 hH 0HCL, t,i| PL ) PH^ 1 P4P4 l,i, PHpM hM (l(pL| hH P^PM^ £ £ £ £ £ £ £ £ £ £ d. £ £ d. £ £ d. £ £ d. £ £ d. £ £ d. £ £ d. £ £ d. Examination and lubrication of cars, 36 145 17,890 15,377 892 166 203 34,709 0-5 1-5 0-5 0-4 2-4 0-5 0-4 13-0 0-6 0-6 9-5 0-9 0-7 20-8 2-3 0-7 2-6 0-7 0-5 3-6 0-7 0-4 10-7 0-7 vans, and wagons Lighting, rolling-stock, Pintsch, and 19 87 14,162 6,655 182 95 55 21,255 0-3 0-8 0-3 0-2 1-5 0-2 0-3 10-2 0-5 0-2 4-1 0-4 0-1 4-2 0-5 0-4 1-5 0-4 0-2 1-0 0-2 0-3 6'5 0-5 acetylene gas Electric lighting of vehicles .. . , .. 5,084 1,623 .. .. . . 6,707 0-1 3-7 0-2 0-1 1-0 0-1 0-1 2-1 0-1 Depot expenses .. .. 2,986 1,366 4,352 0-1 2-2 0-1 .. 0-8 0-1 1-3 0-1 Totals .. .. .. 55 232 40,122 25,021 1,074 261 258 67,023 0-8 2-3 0-8 0-6 3-9 0-7 0-9 29-1 1-4 0-9 15-4 1-4 0 8 25-0 2-6 1-1 4-1 1 1 0-7 4-6 0-9 0-9 20-6 1-4 i ■ ■ ■ ; . ..I- m- I
D.-2.
8
Abstract E.—Locomotive Transportation.
Abstract F.—Traffic Transportation.
North Island South Island Expenditure. Kalhu. Glsborat. Main Line and Main Line and Wostport. Nelaon. Picton. Total. Branches. Branches. I«« m - . gS-S Sa-S J °d° t ;a ° » ° £ a ° s ° x a % a °.v a °£ ° a ° °a ° o ° a § Sa g3a g . . sa s! ji S3 s! S» a? !i (I 5S S.' S3 aS Si Sa 3{ !• S3 5S !i S3 =! 3« i s Sal SaJ 5- § § 3? a| sl s> a| H| g® s| H| gg s| fi| g » «| B| 3 £ »| H| si H| »S £) +3'j H -4-S'w-P CO M * 0> <3 t-l « © M B ® M H C « tw S3 <U * S V .*• f-i P (D . & h B © c3 M w -5 Sst! §|t> £ £ -2 o Btf oPh £ S3 SM £ SM BPS ,2 Srt S« £ Srt feM £ Btf 8« £ BW 8« £ Sfi SS £ rf g . £ £ £ £ £ £ £ £ £ £ d. £ £ d. £ £ d. £ £ d. £ £ d. £ £ d. £ £ d. £ £ d. District superintendence .. .. .. .. 5,825 5,577 .. .. .. 11,402 .. .. 0*1 4*2 0*2 0*2 3*4 0*3 .. .. .. 0-2 3*5 0*2 Depot supervision .. .. 1 346 27,604 17,459 902 173 149 46,634 0-9 5-8 1 1 0-6 20-0 1-0 0-6 10-7 1-0 0-7 21-0 2-3 0-7 2-7 0-7 0-4 2-7 0-5 0-6 1 14-3 1-0 allowances, and expenses .. 731 2,742 324,712215,262 7,570 3,000 3,257 557,274 10-3 30-5 10-2 7-5 45-7 8-6 7-3 235-1 11-6 7-5 132 4 12-6 5-6 176-1 19-7 12-1 46-9 12-0 8-7 58-2 11-8 7*4 171-3 12-1 Fuel .. .. .. .. 539 6,467 466,768 267,134 6,058 3,546 4,201 754,713 7-5 22-5 7-4 17-7 107-7 20-4 10-6 338-1 16-7 9-4 164-3 15-7 4-5 140-9 15-8 14-4 55-4 14-3 11-2 75-0 15-2 10-0 231-9 16-3 Water .. .. .. -17 168 14,519 8,988 281 123 85 24,181 0-2 0-7 0-2 0-5 2-8 0-5 0-3 10-5 0-5 0-3 5-5 0-5 0-2 6-5 0-7 0-5 1-9 0-5 0-2 1-5 0-3 0-3; 7-4 0-5 Stores .. .. .. .. £36 142 13,444 8,540 302 109 116 22,689 0-5 1-5 0-5 0-4 2-4 0-4 0-3 9-7 0-5 0-3 5-3 0-5 0-2 7-0 0-8 0-4 1-7 0-4 0-3 2-1 0-4 0-3 7-0 0-5 Shedexpenses .. .. .. 217 1,099 99,896 61,443 2,811 693 718 166,877 3-0 9-0 3-0 3-0 18-3 3-4 2-3 72-3 3-6 2-1 37-8 3-6 2-1 65-3 7-3 2-8 10-8 2-8 1-9 12-8 2-6 2-2 51-3 3-6 Totals .. .. .. 1,541 10,964 952,768j584, 403 17,924 7,644 8,5261,583,770 21-5 64-2 21-3 30-0 182-7 34-4 21-5 689'9 34-1 20-4 359-4 34-2 13-3 416-8 46-6 30-9 119-4 30-7 22-7 152-3; 30-8 21-0 486-7 34-2
North Island South Island Expenditure. Kaihu. Gigborne. Main Line and Main Line and Westport. Nelson. Picton. Total. Branches. Branches. Item. . |s! Is! - =, p a ° s ° * .£? g ° £ 3 % "'Ji ° d ° a "i i % .9 s »Sa «3o g . . aa =5 Si Sn 5| Si aa =? S» an ='| !i Sa 35 1i S« 8b 5S Sd Is aj !i • £ c3 c3 2 rj qjcd am «-i "z: o 115 15 ,C S z—i ~ c-a> -r-i < ~ oo *s2 Ji Eh ~ % & s-ffl 5-S5 § I | -3 s ? a 5 .a ,3 t!s "a °5 'B "3 J 'S .2 SgTi gS-o & « .2 o SSM SStf £ SM Srt £ Stf Stf £ j3« £ Sf3 fetf £ Stf Stf £ S3« feM £ S« SPi £ W O K 3 oo A £5 PH H P-IP-I Superintendence— £ £ £ £ £ £ £ £ £ £ d. £ £ d. £ £ d. £ £ d. £ £ d. £ £ ! d. £ £ d. £ d. General .. .. .. 43 225 27,486 17,817 852 153 232 46,808 0-6 1-8 0-6 0-6 3-8 0-7 0-6 19-9 1-0 0-6 11-0 1-0 0-6 19-8 2-2 0-6 2-4 0-6 0-6 4-1 0-8 0-6 14-4 1-0 District .. .. .. 17 1,176 63,532 50,027 1,494 1,573 1,378 119,197 0-2 0-7 0-2 3-2 19-6 3-8 1-4 46-0 2-3 1-7 30-8 2-9 1 1 34-7 3-9 6-4 24-6 6-2 3-7 24-6 5-1 1-6 36-6 2-6 Station expenses — Supervision and office .. .. 1,024 2,191247,824 202,812 3,623 2,488 2,455 462,417 14-3 42-8 14-1 6-1 36-4 6-9 5-7 179-5 8-9 7-2 124-7 11-9 2-7 84-3 9-4 10-0 38-9 10-0 6-6 43-8 8-9 6-1 142-0 10-0 Platform .. .. .. 142 71 86,926-48,113 1,702 112 311 137,377 2-0 5-9 2-0 0-2 1-2 0-2 2-0 62-9 3-1 1-7 29-6 2-8 1-3 39-6 4-4 0-5 1-8 0-5 0-8 5-6 1-1 1-8 42-2 3-0 Signalling .. .. .. 13 552 106,585 60,837 2,158 218 6 170,369 0-2 0-5 0-2 1-5 9-2 1-7 2-4 77-2 3-8 2-1 37-4 3-6 1-6 50-2 5-6 0-9 3-4 0-9 .. 0-1 .. 2-3 52-4 3-7 Shunting and marshalling yards .. 101 498114,358 98,122 4,921 541 607 219,148 1-4 4 2 1-4 1-4 8-3 1-6 2-6 82-8 4-1 3-4 60-3 5-7 3-7 114-4 12-9 2-2 8-5 2-2 1-6 10-8 2-2 2-9 67-3 4-7 Goods-sheds and goods-yards .. 130 299 100,416118,654 440 593 1,588 222,120 1-8 5-4 1-8 0-8 5-0 0-9 2-3 72-7 3-6 4-2 73-0 7-1 0-3 10-2 1-1 2-4 9-3 2-4 4-3 28-4 5-7 3-0 68-3 4-8 Wharves .. .. .. 49 .. 23,295 83,562 16,364 .. 2,965 126,235 0-7 2-0 0-7 0-5 16-9 0-8 2-9 51-4 4-9 12-2 380-7 42-5 7-9 53-1 10-7 1-7 38-8 2-7 Fuel, water, stationery, and other 102 456 21,163 17,277 285 345 314 39,942 1-4 4-2 1-4 1-2 7-6 1-4 0-5 15-3 0-8 0-6 10-6 1-0 0-2 6-6 0-7 1-4 5-4 1-4 0-8 5-6 1-1 0-5 12-3 0-9 station expenses Train expenses — Running .. .. .. 378 1,128115,468 77,476 2,064 1,133 1,201 198,848 5-3 15-8 5-2 3-1 18-8 3-5 2-6 83-7 4-1 2-7 47-6 4-5 1-5 48-0 5-4 4-6 17-7 4"5 3'2 21-4 4-3 2-6 61-1 4-3 Cleaning and heating vehicles .. 20 419 36,046 20,298 139 315 282 57,519 0-3 0-8 0-3 1-1 7-0 1-3 0-8 26-1 1-3 0-7 12-5 1-2 0-1 3*2 0*4 1-3 4-9 1-3 0-8 5-0 1-0 0-8 17-7 1-2 Sleeping-cars .. .. 9,598 1,799 11,397 0-2 6-9 0-3 0-1 1-1 0-1 0-2 3-5 0-2 Miscellaneous .. .. .. .. 292 4,870 3,427 9 5,973 17 14,588 0-8 4-9 0-9 0-1 3-5 0-2 0-1 2-1 0-2 .. 0-2 .. 24-0 93-2 24-0 .. 0-3 0-1 0-2 4-5 0-3 Totals .. .. 2,019 7,307 957,567 800,22134,05113,444 11,3561,825,965 28-2 84-1 27-9j 20-0 121-8 22-9 21-7 693-4 34-3 28-0 492-1 46-9 25-3 791-9 88-5 54-3 210-1 54-0 30-3 202-8 41-0 24-3 561-1 39-4
9
D.—2,
Abstract G.—Head Office and General Charges.
Summary of Expenditure Abstracts.
2—D. 2.
Expenditure. Kaihu. Gisborne. LtoandBraMhS. Ltofand Brtndlls. Westport. Nelson. Picton. Total. Abstract and Item. - I ||| I ||| | j |f || | || || | || g| J || || | || || | || || | |f || | || || | g I : g'Ssgi f I I i -3 Sg OS 51 D> Sg £| o> S-g o S Sa og S-g ga cg »a g| 3 If S-J! ! "".Sgl I | -3 O Stf £« g s I pi £« fe S 8rt ®« » 8 ,§« (£ rt s a ®« S 3 fert ®Pi g a _ M O I j g j?i fa I H Pn-g P< fa -g ° o p< "S P- *"g o P< ft P"g *"8 Ph P"S o S £ ' £ £ £ £ £ £ £ £ £ d. £ £ d. £ £ d. £ £ d. £ £ d. £ £ d. £ £ d. i £ £ d. A—Maintenance ol Way and Works .. .. 5,88315,267 _ 559,489 487,592 15,813 13,24613,939 1,111,229 82-2 245-1 81-1 41-7 254-5 47-8 12-7 405-1 20-0 17-0 299-9 28-6 11*7 367-7 41-1 53-5 207-0 53-2 37-2 248-9 50-4,14-8 341-5 24-0 B—Maintenance of Signals and Electrical Appliances 38 517 64,807 45,426 1,049 171 198 112,206 0-5 1-6 0-5 1-4 8-6 1-6 1-5 46-9 2-3 1-1 27-9 2-7 0-8 24-4 2-7 0-7 2-7 0-7 0-5 3-5 0-7| 1-5 34-5 2-4 C—Maintenance ol Boiling-stock .. .. 1,173 9,065 790,184 587,154 22,714 6,094 7,781 1,424,165 16-4 48-9 16-2 24-8 151-1 28-4 17-9 572-2 28-3 20-5 361-1 34-4 16-9 528-2 59-1 24-6 95-2 24-5 20-7 138-9 28-1 18-9 437-7 30-8 D—Examination, Lubrication, and Lighting of 55 232 40,122 25,021 1,074 261 258 67,023 0-8 2-3 0-8 0-6 3-9 0-7 0-9 29-1 1-4 0-9 15-4 1-4 0-8 25-0 2-8 1-1 4-1 1-1 0-7 4-6 0-9 ! 0-9 20-6 1-4 Vehicles i E—Locomotive Transportation .. .. .. 1,541 10,964 952,768 584,40317,924 7,644 8,5261,583,770 8-9 64-2 21-3 30-0 182-7 34-4 21-5 689-9 34-1 20-4 359-4 34-2 33-3 416-8 46-6 30-9 119-4 30 7 22*7 152-3 30-8 50-5 486-7 34-2 F—Traffic Transportation .. .. .. 2,019. 7,307 957,567 800,221 34,051 13,444 11,3561,825,965 28-2 84-1 27-9 20-0 121-8 22-9 21-7 693-4 34-3 28-0 492-1 46-9 25-3 791-9 88-5 54-3 210-1 54-0 30-3 202-8 41-0 24-3 561-1 39-4 G—Head Office and General Charges ' . - 77! 394 47,566 30,787 1,449 206 404 80,943 1-1 3-2 1-1 1-1 6-6 1-2 1-1 34-4 1-7 0-8 18-9 1-8 1-1 33-7 3-8 1-1 4-2 1-1 1-1 7-2 1-5 1-1 24-9 1-7 Superannuation Subsidy .. .. .. 161] 823 99,477 64,385 3,031 557 844 169,278 2-2 6-7 11-4 2-2 13-7 2-6 2-2 72-0 3-6 1-6 39-6 3-8 2-2 70-5 7-9 2-3 8-7 2-2 2-2 15-1 3-1 2-2 52-0 3-7 Totals .. .. .. .. I0947j44, 5693, 511,9802, 624,98997, 10541, 68343, 3066, 374, 579 152-9 456-1 151-1 121-8 742-8 139-7 79-4 2,543-1 125-7 91-7 1,614-4 153-8 72-1 2,258-3 252-5| 168-4 651-3 167-5 115-4 773-3 156-5 84-7 1,959-0 137-7
North Island South Island Expenditure. Kaihu. Gisborne. Main Line and Main Line and Westport. Nelson. Picton. Total. Branches. Branches. C £3 I I o5 • fl5 I • o i i © • «5 i >» 1 c>item. „• 'Stsm » -g I ! ■*> g ® a 43 s ! o ce Id -g P ® ee i £ -g 3 <e«e 1 £ 3 ® .S -g 3 ,2 g .2 -g 3 .2 £ .2 -£*3 is .2 S SSg.0 SSigS o d . @S s£ go* gS : =5 s« d S S a4 g«s S S a£ g«> IS goi SS g5 go SS ss«i S § 3| ' 2 «j I I S'gofl :g«®o f 1 1 -3" Si SS °S : ?j OS 3 H3 Ba ,2 Ha 05 B = o> Ha H _ i I ■ »§.SS I ■S 3 -g S« »« g s 8« «pi g 6 »s S a 8p! ,?« s s Sf4 S s Stf S S $3 i»« g R Sfi 8 S H a giJM £ izi ft H "■g ft PM'S "*"8 ft "-g ft R "g ft w, s ft £og o P< 'S fc-g ft, g ft £ £ £ £ £ £ £ £ £ £ d. £ £ d. £ £ j d. £ £ d. £ £ d. i £ £ d. £ £ d. £ £ d. Head Office .. .. .. 28 141 17,027 11,020 519 95 144 28,974 0-4 1-2 0-4 0-4 2-4 0-4 0-4 12-4 0-6 0-3 6-8 0-6 0-4 12-1 1-3 0-4 1-5 0-4 0-4 2-6 0-5 0-4 8-9 0-6 Departmental buildings .. .. 6 29 3,523 2,281 107 20 30 5,996 0-1 0-2 0-1 0-1 0-5 0-1 0-1 2-5 0-1 0-1 1-4 0-1 0-1 2-5 0-3 0-1 0-3 0-1 0-1 0-5 0-1 0-1 1-8 0-1 Appeal Board .. .. .. 1 5 619 402 19 3 5 1,054 01 .. .. 0-4 .. .. 0-2 .. .. 0-4 0-1 .. .. 0-3 .. Chief Accountant .. .. 29 151 18,155 11,750 553 102 155 30,895 0-4 1-3 0-4 0-4 2-4 0-4 0-4 13-2 0-7 0-3 7-2 0-8 0-4 12-9 1-5 0-4 1-6 0-4 0-4 2-8 0-6 0-4 9-6 0-7 Divisional superintendence — North Island .. .. .. 5 28 3,329 2,154 101 19 28 5,664 0-1 0-2 0-1 0-1 0-5 0-1 0-1 2-4 0-1 0-1 1-3 0-1 0-1 2-3 0-3 0-1 0-3 0-1 0-1 0-5 0-1 0-1 1-7 0-1 South Island .. .. .. 5 24 2,926 1,894 89 16 25 4,979 0-1 0-2 0-1 0-1 0-4 0-1 0-1 2-1 0-1 .. 1-2 0-1 0-1 2-1 0-2 0-1 0-3 0-1 0-1 0-4 0-1 0-1 1-5 0-1 Training School .. .. .. 3 16 1,987 1,286 61 11 17 3,381 .. 0-1 .. .. 0-3 0-1 .. 1-4 0-1 .. 0-8 01 .. 1-4 0-2 .. 0-2 .. .. 0-3 0-1 .. 1-1 0-1 Totals .. .. .. 77 394 47,566 30,787 1,449 266 404 80,943| 1-1 3-2 M 11 6-6 l'2j 1-1 34-4 ( 1-7 0-8 18-9 1-8 1-1 33-7 3-8 1-1 4-2 1-1 1-1 7-2 1-5 1-1 24-9 1-7 Superannuation subsidy .. .. 161 823 99,477 64,385 3,031 557 844 169,278! 2-2 6-7 11-4 2-2 13-7 2-6i 2-2 72-oj 3-6 1-6 39-6 3-8 2-2 70-51 7-9 2-3 8-7 2-2 2-2 15-1 3-1 2-2| 52-0 3-7 ! I i l_ I 1
D.—2
10
STATEMENT No. 4. Income and Expenditure in respect of Lake Wakatipu Steamers.
STATEMENT No. 5 Income and Expenditure in respect fo Refreshment Service.
Per Cent, of Revenue. Per Cent, of Revenue. EXPENDITURE. 1928-29. 1927-28. -- REVENUE. 1928-29. 1927-28. ; ; 1928-29. 1927-28. 1928-29. 1927-28 £ s. d. £ s. d. £ s. d. £ s. d. Salaries and wages, shore staff .. .. 1,520 7 2 1,547 0 0 13-90 15-65 Ordinary passengers .. .. .. 4,425 16 8 4,177 11 1 40-45 42-26 Salaries and wages, steamer staff .. ... 5,402 5 10 5,250 2 8 49-38 53-12 Season tickets .. .. .. 154 0 8 168 9 10 1-41 1-70 Coal and stores .. .. .. 2,919 2 8 2,698 4 4 26-67 27-30 Parcels, luggage, and mails .. ... 994 10 2 973 11 8 9-09 9-85 Repairs, steamers .J .. .. 3,850 0 8 2,197 4 5 35-19 22-23 Goods .. .. .. .. 5,288 10 0 4,524 13 10 48-34 45-78 Repairs, wharves, &c. .. .. .. 149 11 4 460 111 1-37 4-65 Miscellaneous .. .. .. 77 12 2 40 15 6 0-71 0-41 Insurance, renewals, interest, &c. .. ■■ 3,583 8 7 3,474 0 0 32-76 35-13 — — — ; Total revenue .. .. .. 10,940j|9 8 100-00 100-00 Loss on operation .. .. .. 6,484 6 7 5,741 11 5 59-27 58-08 17,424 16 3 15,626 13 4 159-27 158-08 17,424 16 3 15,626 13 4 159-27 158-08 I
Per Cent, of Revenue. EXPENDITURE. 1928-29. 1927-28. REVENUE. 1928-29. 1927-28. 1928-29. 1927-28. £ s. d. £ s. d. . £ a. d. £ s. d. Salaries and wages .. .. .. 38,620 8 8 38,555 6 8 31-38 31-55 Receipts from refreshment-room .. .. .. 123,058 19 8 122,220 7 5 Provisions consumed .. .. .. 48,879 9 1 48,138 4 5 39-73 39-38 Light, fuel, and water .. .. .. 2,768 19 11 2,688 18 5 2-25 2-20 Freights .. .. .. .. 2,971 0 1 3,032 8 0 2-41 2-48 Rents .. .. .. .. 10,725 0 0 11,132 0 0 8-72 9-11 Renewals .. .. .. .. 2,949 8 11 3,527 0 7 2-39 2-89 Betterments .. .. .. .. 2,000 0 0 1,433 14 5 1-63 1-17 I Interest, insurance, and miscellaneous .. 7,175 19 9 6,136 2 3 5-83 5-02 Total expenditure .. .. 116,090 6 5 I 114,643 14 9 94-34 93-80 i Net profit .. .. .. 6,968 13 s{ 7,576 12 8 5-66 6-20 j ; 123,058 19 8 | 122,220 7 5 100-00 100-00 123,058 19 8 122,220 7 5 ' 1 "
11
D.—2
STATEMENT No. 5a. Income and Expenditure in respect of Book-stall Service.
STATEMENT No. 6. Income and Expenditure in respect of Advertising Service.
STATEMENT No. 7. Income and Expenditure in respect of Departmental Dwellings.
Per Cent, of Revenue. , ! Per Cent, of Revenue. EXPENDITURE* 1928-29. 1927-28. — REVENUE. 1928-29. 1927-28. 1928-29. 1927-28. I ; 1928-29. 1927-28. 1 ■ I £ s. d. £ s. d. £ s. d. £ s. d. Salaries, wages, and allowances .. .. 13,675 19 4 12,340 12 5 25-34 23'84 Advertising-signs, printing, &c. .. .. 52,449 15 4 51,537 1 3 97-16 97-98 Stores and materials .. .. .. 2,865 16 11 2,875 18 0 5-31 5-47 Miscellaneous receipts .. .. .. 1,533 19 11 1,063 Oil 2-84 2-02 Rent of premises, sites, and commission .. 13,422 9 0 15,367 10 11 24-86 29-22 Office and general expenses .. .. 3,670 16 0 3,678 3 9 6-80 6-99 Interest, insurance, and depreciation .. 16,884 12 10 14,459 1 10 31-27 27-49 Betterments .. .. .. .. 199 15 6 .. 0-37 Total expenditure .. .. 50,719 9 7 48,921 6 11 93-95 93-01 Net profit .. .. .. 3,264 5 8 3,678 15 3 6-05 6-99 53,983 15 3 52,600 2 2 100-00 100-00 53,983 15 3 52,600 2 2 100-00 100-00
Per Cent, of Revenue. Per Cent, of Revenue. EXPENDITURE. 1928-29. 1927-28. REVENUE. 1928-29. 1927-28. 1928-29. 1927-28. 1928-29. j 1927-28. £ s. d. £ s. d. £ s. d. £ s. d. Wages and charges .. .. 41,705 19 0 43,773 18 2 39-38 46-75 Rentals .. .. .. .. 105,897 7 5 93,643 0 1 100-00 100-00 Materials .. .. •• ■■ 12,964 9 9 12,770 12 5 12-24 13-64 Net loss .. .. .. .. 64,176 1 4 68.620 10 6 60-60 73-28 Insurance .. •• •• •• 4,411 0 0 4,059 0 0 4-17 4-33 Interest .. .. •• •• 77,380 0 0 70,742 0 0 73-07 75-54 Renewals .. .. •• ■■ 33,612 0 0 30,918 0 0 31-74 33-02 170,073 8 9 162,263 10 7 160-60 173-28 ! 170,073 8 9 162,263 10 7 160-60 173-28
EXPENDITRE. 1928-29. Revenue"' BE VENUE. ! 1928-29. __ __ . _ . - _ ; . £ s. d. £ s. d. Wages .. .. .. .. .. .. .. 37 4 9 11-55 Receipts .. .. .. .. .. .. .. .. 322 8 5 Stores .. .. .. .. . . . . .. 215 12 8 66'88 Bent .. .. .. .. .. . . .. .. 29 8 4 9-12 Miscellaneous .. .. .. .. .. .. .. 18 8 11 5-72 Total expenditure .. 300 14 8 93'27 Net profit .. .. .. .. .. 21 13 9 6-73 322 8 5 _ _ 322 8 5 100-00
D.—2
12
STATEMENT No. 8. Income and Expenditure in respect of Buildings occupied by Refreshment Service, Book-stall Proprietors, etc.
STATEMENT No 8a. Income and Expenditure in respect of Road Motor Services.
Per Cent, of Revenue. EXPENDITURE. 1928-29. 1927-28. : — REVENUE. 1928-29. 1927-28. 1928-29. 1927-28. £ s. d. £ 8. d. £ * s. d. £ s. d. Wages and charges .. .. .. 1,537 5 11 1,689 11 4 7-90 8-22 Rentals .. .. .. .. .. .. 19,455 1 0 20,542 2 0 Materials .. .. .. .. 369 14 8 562 1 1 1-90 2-74 Insurance, interest, and renewals .. 6,576 0 0 6,576 0 0 33-80 32-01 Total expenditure .. .. 8,483 0 7 8,827 12 5 43-60 42-97 Net profit .. .. .. 10,972 0 5 11,714 9 7 56-40 57-03 19,455 1 0 20,542 2 0 100-00 100-00 19,455 1 0 20,542 2 0 i
Per Cent, of Revenue. Per Cent, of Revenue. EXPENDITURE. 1928-29. 1927-28. REVENUE. 1928-29. 1927-28. 1928-29. 1927-28. 1928-29. 1927-28. £ 9. d. £ s. d. £ s. d. £ s. d. Superintendence —Salaries and office ex- 10,844 13 1 3,407 0 2 10-59 10-49 Passengers .. .. .. .. 100,597 0 10 31,381 13 10 98-25 96-60 penses Parcels .. .. .. .. 1,654 4 2 1,045 12 11 1-62 3-22 Maintenance charges .. .. .. 25,229 7 8 4,953 15 3 24-64 15-25 Advertising .. .. .. 134 2 7 59 4 1 0-13 0-18 Running expenses .. .. .. 46,767 0 10 15,875 2 5 45-68 48-86 License fees .. .. .. .. 2,555 13 6 837 15 0 2-50 2-58 Total revenue .. .. ..I 102,385 7 7 32,486 10 10 100-00 100-00 Interest, insurance, and depreciation .. 22,867 18 5 7,435 15 7 22-33 22-89 Net operating loss .. .. 5,879 5 11 22 17 7 5-74 0-07 108,264 13 6 32,509 8 5 105-74 10G-07 1 108,264 13 6 32,509 8 5 105-74 100-07 Net operating loss .. .. .. 5,879 5 11 22 17 7 Net loss .. .. ..! 9,327 0 10 234 17 5 Preliminary expenses .. .. .. 3,447 14 11 211 19 10 9,327 0 10 234 17 5 9,327 0 10 j 234 17 5
STATEMENT No. 9. Railway Sawmills and Bush Accounts.—Combined Trading and Profit and Loss Accounts.
STATEMENT No. 9a. Railway Employees' Sick Benefit Society.
D.—2.
13
Dr. 1928-29. 1927-28. Or. 1928-29. 1927-28. £ s. d. £ s. d. £ s. d. £ s. d. T* Stock of timber, firewood, and logs on hand at 1st April, 99,-883 13 2 129,728 12 1 By Sales, issues, and transfers — £ s. d. 1928 Timber .. .. .. .. 100,438 5 1 Purchases and transfers — £ s. d. Firewood .. .. .. .. 3,902 3 6 Timber .. .. .. .. 10,337 3 10 Logs .. .. .. .. 11,001 7 6 Firewood.. .. .. .. 2,866 13 0 — — 115,341 16 1 173,424 0 9 Logs .. .. .. .. 16,840 18 4 Stocks on hand at 31st March, 1929 — 30,044 15 2 63,165 6 8 Timber .. .. .. .. 42,202 12 8 Logs .. .. .. .. 639 4 10 Royalty payments .. .. .. .. .. 2,767 2 8 9,680 17 6 — —— 42,841 17 6 99,883 13 2 Wages .. .. .. .. .. .. 16,542 2 0 33,961 19 6 Bents .. .. .. .. 501 7 0 538 14 3 Salaries and miscellaneous payments, including interest 31,001 8 0 52,595 16 3 Written off to Reserve Account .. .. .. .. 11,378 17 6 on capital Net loss carried forward .. .. .. .. 21,554 0 5 3,907 6 4 £180,239 1 0 £289,132 12 0 £180,239 1 0 £289,132 12 0
Income and Expenditure. Expenditure. £ s. d. Income. £ s. d. To Balance to Accumulated Fund .. .. .. .. 6,334 14 11 By Contributions .. .. .. .. .. .. 2,786 6 2 Entrance fees .. .. .. .. .. .. 1,447 2 6 Subsidy as per Section 5, Subsection (1), of Government Railways Amendment Act, 1928, charged to Working Railways Account .. .. .. .. .. .. 2,101 6 3 £6,334 14 11 £6,334 14 11 Balance-sheet. Liabilities. £ s. d. Assets. £ s. d. Accumulated Fund Account .. .. .. .. 6,334 14 11 Cash in Working Railways Account.. .. .. .. 6,303 18 9 Contributions outstanding on 31st March, 1929 .. .. 20 13 8 Entrance fees outstanding on 31st March, 1929 .. .. 10 2 6 £6,334 14 11 £6,334 14 11
a—2.
STATEMENT No. 10. Statement of Subsidy from Consolidated Fund in respect of Services rendered by Non-paying Developmental Branch Lines and Isolated Sections: 1st April, 1928, to 31st March, 1929.
14
Average per Mile of Line. Branches showing Loss. Mileage. Loss on Working. Feeder Value. Total Net Loss. , ~ _ ,, j~ interest, Feeder Value . Total Avenue. »» j Interest. I Totai Loss. -j £ s. d. £ s. d. £ s. d. £ s. d. £ £ £ £ £ £ Kaikohe .. .. .. 25 7,389 2 10 6,029 8 3 1,359 14 7 16,184 17 2 317 241 558 613 593 648 Waiuku .. .. .. 13 3,947 1 1 3,150 8 5 796 12 8 9,735 15 10 423 242 665 727 688 750 Toko .. .. .. 48 12,157 4 5 2,596 2 8 9,561 1 9 41,791 13 10 329 54 383 582 671 870 Opunake .. .. .. 23 4,339 8 3 3,298 17 11 1,040 10 4 20,116 4 2 198 143 341 387 829 875 Greytown .. .. .. 3 2,687 17 4 1,627 15 9 1,060 1 7 1,598 13 10 184 543 727 1,080 180 533 Eskdale .. .. .. 12 3,116 9 5 1,350 16 4 1,765 13 1 9,240 0 1 336 113 449 595 623 769 North Island totals .. 124 33,637 3 4 18,053 9 4 ~l5,583 14 0 98,667 4 11 309 146 455 581 670 976 Eyreton-Oxford .. .. 54 8,848 0 8 1,858 17 0 6,989 3 8 13,840 17 2 176 34 210 340 127 257 Cheviot .. .. .. 44 11,927 7 0 1,866 1 10 10,061 5 2 26,277 8 0 407 42 449 678 369 598 Little River .. .. 23 6,807 2 2 420 18 10 6,386 3 4 11,431 0 3 413 18 431 709 219 497 Southbridge .. .. 26 593 0 5* 2,021 4 3 2,614 4 8* 2,288 10 10 917 78 995 894 189 88 Methven .. .. .. 23 509 16 2* 3,737 0 7 4,246 16 9* 524 7 9* 597 162 759 574 162 23* Springburn .. .. .. 28 5,188 9 0 1,061 5 9 4,127 3 3 7,119 14 7 206 38 244 391 107 254 Fairlie .. .. .. 37 5,897 12 8 2,155 13 2 3,741 19 6 10,712 16 5 455 58 513 614 188 289 Waimate .. .. .. 13 6,120 11 7 3,749 12 11 2,370 18 8 4,722 13 11 338 288 626 809 181 364 Kurow .. .. .. 38 4,033 19 4 2,719 2 2 1,314 17 2 7,489 1 4 356 72 428 462 162 196 Ngapara-Livingstone .. 27 3,379 5 9 1 1,028 4 4 2,351 1 5 9,571 17 2 161 38 199 286 267 354 Waihemo .. .. .. 9 1,600 17 9 1,289 8 8 311 9 1 1,886 3 9 185 143 328 : 363 175 210 Otago Central .. .. 147 14,228 13 5 3,942 13 8 10,285 19 9 74,662 2 10 685 27 712 i 782 438 508 Roxburgh .. .. .. 61 16,307 14 5 i 2,949 5 3 13,358 9 2 43,802 14 0 308 48 356 576 499 719 Tapanui .. .. .. 27 7,034 10 10 2,814 16 2 4,219 14 8 9,753 19 6 249 104 353 510 205 362 Waikaka .. .. .. 13 2,129 0 8 1,129 17 11 999 2 9 4,060 11 8 203 87 290 367 235 312 Switzers .. .. .. 14 3,365 9 5, 844 7 7 2,521 1 10 ! 6,074 3 4 116 60 176 356 254 434 Glenham .. .. .. 10 6,312 10 4 1,529 12 1 4,782 18 3 7,187 5 4 151 153 304 783 240 719 Seaward Bush .. .. 34 4,089 5 8 1,616 2 6 2,473 3 2 10,732 10 1 415 48 463 535 243 315 Orawia .. .. .. 9 2,059 6 5 683 14 5 1,375 12 0 6,083 3 5 81 76 157 310 523 676 Forest Hill .. .. .. 13 2,378 5 4 1,463 10 7 914 14 9 2,113 7 9 210 113 323 393 92 162 Mararoa .. .. .. 12 1,538 14 4 593 10 Jt 945 4 0 2,130 4 5 94 49 143 222 99 178 South Island totals .. 662 112,144 0 2 39,475 0 0 72,669 0 2 261,940 5 9 410 60 470 580 285 395 Cape Foulwind .. .. 8 1,289 II 1 63 12 8 1,225 18 5 4,860 13 2 141 8 149 302 454 607 Losses from 4th March, 1928, to 794 147,070 14 7 57,592 2 0 89,478 12 7 365,468 3 10 392 73 465 577 347 459 2nd March, 1929 Estimated loss from 3rd to 31st .. .. .. .. 28,112 18 9 March, 1929 Less estimated loss from 4th .. .. .. •• 27,417 12 8 to 31st March, 1928 695 6 1 , , „ . 366,163 9 11 Isolated Sections. Kaihu .. .. .. 24 4,533 13 10 .. 4,533 13 10 12,120 10 7 .. .. 281 456 330 505 Gisborne .. .. .. 60 9,538 1 9 .. 9,538 1 9 44,771 17 8 .. .. 591 743 594 746 Nelson .. .. .. 64 17,405 18 .. 17,405 1 8 41,196 0 7 .. .. 385 651 378 644 Picton .. .. .. 56 7,144 6 0 i .. 7,144 6 0 ; 34,684 15 2 .. .. 663 773 509 619 Totals .. .. 204 38,621 3 3 38,621 3 3 132,773 4 0 .. .. 510 689 472 651 Grand totals .. 998 185,691 17 10 57,592 2 0 128,099 15 10 498,936 13 11 „ „ .. I .. .. * Indicates profit.
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15
STATEMENT No. 11. Statement of Cash Receipts and Payments—Working Railways Account. Receipts. £ s. d. Payments. £ s. d* To Balance brought forward .. 247,657 12 7 By Wages and vouchers .. .. 7,639,245 8 8 Investments realized .. .. 250,000 0 0 Refunds to Harbour Boards, shipRevenue receipts .. .. 8,211,727 15 7 ping companies, and other carriers 268,699 8 0 "Credits in aid" (Working Rail- Interest on capital ~ .. 2,331,334 14 5 ways expenditure) .. .. 1,558,349 13 0 Investments .. .. .. 200,000 0 0 Receipts from Consolidated Fund Balance as per general balanoeunder subsection I (b) of section 37 sheet .. .. .. 340,236 1 6 of Government Railways Act, 1926 (Subsidy—Branch lines and isolated sections) .. .. 496,578 811 Interest on investments ~ .. 15,202 2 6 £10,779,515 12 7 £10,779,515 12 7 Reconciliation Statement. £ b. d. Credit balanee in Working Railways Account as per Treasury figures .. 288,586 17 0 Add Imprests outstanding .. .. .. .. .. .. 51,649 4 6 Credit balance as per above statement .. .. .. .. £340,236 1 6 STATEMENT No. 12. GENERAL RESERVE ACCOUNT. Expenditure. £ s. d. Income. £ s. d. To Betterments Fund .. .. 55,916 10 6j By Balance .. .. .. 1,375,662 6 1 Balance .. .. .. 1,378,316 10 11 J suspense (surplus stock) .. 58,570 15 4 £1,434,233 1 5 £1,434,233 1 5 By Balance .. .. .. £1,378,316 10 11 RENEWALS, DEPRECIATION, AND EQUALIZATION FUNDS. Slips, Floods, and Accidents Equalization Fund. Expenditure. £ s. d. Income. £ s. d" To Repairs to bridges, slips,.and washouts 21,201 18 5 By Balance from previous year .. 26,600 010 Balance .. .. .. .. 26,902 2 5 Contributions debited to workingexpenses .. .. .. 21,504 0 0 £48,104 0 10 £48,104 0 10 By Balance .. .. .. £26,902 2 5 Workers' Compensation Fund. Expenditure. £ s. d. Income. £ s. d. To Accident payments .. .. 44,344 711 By Balance from previous year .. 18,259 17 6 Balance .. .. .. 18,497 3 11 Premiums debited to working-expenses 44,581 14 4 £62,841 11 10 £62,841 11 10 By Balance .. .. .. £18,497 311 Insurance Fund. Expenditure. £ s. d. I Income. £ s. d. To Losses .. .. .. .. 5,815 511 By Balance from previous year .. 18,128 8 6 Upkeep Railway fire brigades and lire Premiums debited to working-expenses 15,642 18 0 appliances .. .. .. 3,136 17 10 Balance .. .. .. •• 24,819 2 9 £33,771 6 6 j £33,771 6 6 By Balance .. .. .. £24,819 2 9 General Renewals and Depreciation Fund. Expenditure. £ s. d. Income. £ s. d. To Relaying of track .. .. 115,641 16 6 I By Balance from previous year .. 930,870 1 11 Bridges, buildings, &c. .. .. 11,982 1 2 Contributions debited to working-Rolling-stock .. .. .. 119,155 910 expenses .. .. .. 655,986 0 0 Locomotive workshops and plant . . 4,884 17 10 Dwellings .. .. •• 1,621 17 1 Signal appliances .. .. 2,053 9 10 Road motors .. .. .. 3,497 0 0 Balance .. .. . . 1,328,019 9 8 £1,586,856 1 11 £1,586,856 1 II By Balance .. .. .. £1,328,019 9 8 Betterments Fund. Expenditure. £ s. d. Income. £ s. d. To Balance .. .. •• 24,074 15 9 1 By General Reserve .. .. .. 55,916 10 6 Way, works, buildings, and structures 23,991 8 4 Contributions debited to workingSignals, &c. .. .. •• 1,592 0 7 expenses (refreshment service) ... 2,000 0 0 Boiling-stock .. .. .. 4,258 510 Balance .. .. .. .. 4,000 0 0 £57,916 10 6 | £57,916 10 6 i By Balance ~ .. .. £4,000 0 0
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STATEMENT No. 13. Expenditure on Construction of Railways, Rolling-stock, etc., to 31st March, 1929; Net Revenue and Rate of Interest earned on Capital expended on Opened Lines for Year ended same Date.
Opened Lines. Section of Railway. 7 j j ! Unopened Interest Lines and I Rolling- T . , j Lines - Revenue. earned. Works. ' stock. 1 Xotal - | £ £ | £ £ £ £ s. d. Kaihu .. .. .. .. .. 176,136 13,043 189,179] .. -3,787 Gisborne .. .. .. .. 774,438 73,628 848,066 .. -7,981 a .. • • .. .- .. .. .. 733 80] North Island Main Lines and Branches .. 23,492,057 5,809,991 29,302,048 .. 910,070 3 5 5 4,482,076 South Island Main Lines and Branches .. 17,349,249 4,565,502 21,914,751 .. 237,099 1 1 11 ,, ,, .. .. .. .. 72.164 Westport ' .. .'. .. .. 550,749 148,524 699,273 .! 37,587 5 *7 8 248,640 Nelson.. .. .. .. .. 532,014 42,632 574,646 .. -16,920 „ .. .. .. .. .. .. .. 101,546 Picton .. .. .. .. .. 631,238 50,939 682,177 .. -5,783 „ .. .. .. .. .. .. .. 17,514 43,505,881 10,704,259 54,210,140 5,655,741 1,150,285 2 3 8 Lake Wakatipu steamer service .. .. 44,387 .. 44,387 .. —6,484 Subsidiary Services, &c. .. .. .. 2,284,532 .. 2,284,532 .. 255,854 11 4 0 Subsidy, Branch Lines and Isolated Sections .. .. .. .. 498,937 In suspense— Surveys, North Island .. .. .. .. .. .. 29,862 Miscellaneous, North Island .. .. .. .. .. 5,169 Surveys, South Island .. .. .. .. .. .. 5,763 Miscellaneous, South Island .. .. .. .. .. 5,168 General .. .. .. .. 29,539 .. 29,539 P.W.D. stock of permanent way .. .. .. .. .. 5,913 45,864,339 10,704,259 56,568,598 .. 1,898,592 3 9 0 5,707,616 < v > —.——— Total cost of opened and unopened lines at .. .. 62,276,214 .. 3 1 7 31st March, 1929 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 b:ung 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 : Waiotira-Kirikopuni, opened for traffic 15th May, 1928; Tahawai-Tauranga, opened fo r traffic 18th June, 1928 ; Tauranga-Taneatua, opened for traffic 2ndISeptember, 1928. South Island Main Lines and Branches: Miller's Flat - Roxburgh, opened for traffic 18th April, 1928.
17
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Road Motoks. £ s. d. Purchase of motor-buses .. .. .. .. .. .. .. .. .. .. .. £14,136 6 9
STATEMENT No. 14. Expenditure under Vote for Additions to Open Lines, charged to Capital Account, for the Year ended 31st March, 1929. Way and Works Branch: Particulars of Works, &c.
3-D. 2,
North Island Main South Island Main Work, &c. Gisborne. Lines Lines Westport. i Picton. General. : Totals. and Branches. and Branches. £ s. d. £ s. d. £ s. d. £ s. d. £ s. d. £ s. d. £ s. d. Land .. .. .. .. .. .. .. .. .. .. .. 3,424 9 2 1 4,579 14 1 .. .. .. 8,004 3 3 Grading and formation, including formation station-yards .. .. .. .. .. 218 17 6 2,925 14 1 .. .. ■ .. 3,144 11 7 Tunnels .. .. .. .. .. .. .. .. .. .. j .. Or. 28 10 1 .. .. .. .. Or. 28 10 1 Bridges, culverts, and subways .. .. .. .. .. .. .. .. Cr. 217 8 9 8,827 10 0 .. .. .. 8,550 1 3 Fences, gates, and cattle-stops .. .. .. .. .. .. .. .. 91 2 7 144 15 10 .. .. .. 235 18 5 Permanent-way .. .. .. .. .. .. .. .. .. .. 3,428 19 7 1,345 11 8 Cr. 22 7 5 .. .. 4,752 3 10 Station buildings, platforms, cattleyards, loading-banks .. .. .. .. .. 4,531 3 2 j 2,084 18 0 .. .. .. 6,616 1 2 Engine-sheds, car and wagon depots, and other operating buildings .. .. .. 5 11 5 3,901 1 9 ! 509 18 4 .. .. .. 4,416 11 6 Dwellings .. .. .. .. .. ... .. .. .. .. 100,281 18 0! 3,643 6 2 18 4 1 .. .. 103,943 8 3 Wharves .. .. .. .. .. .. .. .. .. .. .. Cr. 6,559 1 6: .. .. .. .. Cr. 6,559 1 6 Water services .. .. .. .. .. .. .. .. .. 562 1 1 2,991 0 9 .. .. .. 3,553 1 10 Non-operating buildings .. .. .. .. .. .. .. .. .. 1,317 13 0 Cr. 11 13 0 .. 15 8 4 .. 1,321 8 4 Maintenance Workshop buildings .. .. .. .. .. .. .. .. 32 4 1 .. .. .. .. 32 4 1 Maintenance Workshop plant .. .. .. .. .. .. .. .. Cr. 324 15 2 .. .. • • ■. Cr. 324 15 2 Locomotive Workshop buildings .. .. .. .. .. .. .. .. .. 4 10 2 .. .. •. 4 10 2 Locomotive Workshop plant .. .. .. .. .. .. .. .. .. 14 16 11 .. •• •• 14 16 11 Locomotive Depot plant (R.S. and C. and W.) .. .. .. .. .. .. 1,455 10 3 17 16 5 .. .. .. 1,473 6 8 Refreshment-rooms .. .. .. .. .. .. .. .. 3,994 14 11 .. .. .. .. 3,994 14 11 Road-motor buildings .. .. .. .. .. .. .. .. .. 2,536 20 5300 .. .. .. 2,58920 Cranes, weighbridges, capstans, turntables .. .. .. .. .. .. .. 563 69 3,32706 52 40 .. .. 3,942 11 3 Maintenance movable plant .. .. .. .. .. .. .. .. 1,279 5 2 1,016 2 7 .. .. .. 2,295 7 9 Miscellaneous (roads, sewerage, drainage, fire-fighting appliances) .. .. .. .. 1,273 6 6 1,007 7 6 .. .. .. 2,280 14 0 Signal and interlocking .. .. .. .. .. .. .. .. .. 48 4 10 112 13 3 .. .. .. 160 18 1 Tablet installations .. . .. .. .. .. .. .. .. 91 17 6 48 16 2 .. .. 84 13 1 225 6 9 Electric lighting .. .. .. .. .. .. .. .. .. .. .. 22 6 0 .. .. • • 22 6 0 Telegraph and telephone lines .. .. .. .. .. ..... •. .. .. 53 19 3 .. ■ • 53 19 3 Train-control (lines and instruments) .. ■■ .. .. .. .. .. 488 12 7 843 19 5 .. .. •• 1,332 12 0 Electrification of track .. .. .. .. .. ... .. .. .. .. .. .. 246 2 1 246 2 1 £5 11 5 £122,330 14 11 £33,509 4 10 £101 19 11 £15 8 4 £330 15 2 £156,293 14 7
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STATEMENT No. 14 —continued. Expenditure under Vote for Additions to Open Lines, charged to Capital Account, for the Year ended 31st March, 1929 —continued. Locomotive Branch: Particulars of Rolling-stock, etc.
Reconciliation Statement. Expenditure charged to Vote £ s. d. £ s. d. Expenditure— £ s. dNo. 43 by Treasury .. 410,287 2 7 Way and Works Branch .. 156,293 14 7 Vouchers outstanding previous Road Motor Services .. 14,136 6 9 year .. .. Cr. 18,562 810 Locomotive Branch .. 198,455 15 5 428,849 11 5 Less recoveries on account of expenditure in previous years 196,882 0 4 231,967 11 1 Cost of raising loans, 1925-29 .. .. 99,010 0 0 Vouchers outstanding at 31st March, 1929 37,908 5 8 £368,885 16 9 £368,885 16 9
Number Number Number Incomplete Complete Incomplete Expenditure, Description of Stock ordered. on on on Year ended 31st March, 31st March, 31st March, 31st March, 1929. 1928. 1929. 1929. £ B. d. Locomotives, Class C (new design) .. .. .. .. .. 24 2,181 9 5 Locomotives, Class G (Garrett) .. .. .. .. 1 2 49,730 13 3 Locomotives, Class Wi (A. and G. Price, Ltd.) .. 3 3 .. 8,716 13 0 Spare boilers .. .. . . .. .. .. .. .. 709 16 4 Boiler-mountings for new boilers .. .. .. .. .. .. 113 12 3 Pitting superheaters to locomotives .. .. .. .. i .. .. 3,114 7 10 Electric headlights for locomotives .. .. .. .. j .. .. 3,330 19 2 Spare sets engine-wheels .. . . . . . . .. .. 1 146 0 4 Spare tender bogies .. . . .. . . .. .. 2 126 16 10 Carriages, Class A .. .. .. . . .. 11 .. 26 Carriages, Class Aa (suburban) .. .. .. .. 10 .. 22,073 15 9 Carriages, Class Aa (sleeping) . . .. .. .. .. .. 13 9 7 Carriages, Class Aa (day) .. .. .. .. .. .. 7 3,818 8 1 Spare bogies for carriages .. . . .. . . .. .. 22 1,743 14 4 Gibbons spring frame bogies for carriages .. .. .. 2 .. 580 14 9 Bogies for Royal train .. . . . . .. .. .. .. Cr. 987 8 4 General Manager's carriage .. .. . . .. .. .. 1 25 15 8 Electric lighting for cars .. .. .. .. .. .. .. 12,058 19 0 Brake-vans, Class E .. .. .. .. 6 6 3 16,665 5 9 Wagons, Class J .. .. .. .. .. 40 131 30 56,623 18 4 Wagons, Class La .. .. .. .. .. 240 262 40 74,247 10 11 Wagons, Class Uq .. .. .. .. .. 5 5 5 7,479 5 10 Wagons, Class W . . .. . . .. .. .. .. 20 94 15 1 Wagons, Class Xa .. .. .. .. .. 54 54 .. 11,474 12 9 Wagons, Class Xb . . .. .. .. .. 6 6 .. 2,029 1 4 Wagons, Class Yb .. .. .. .. .. 38 38 .. 892 3 2 Wagons, Class Zp .. .. .. .. .. 10 .. 40 5,597 18 1 Pneumatic coaling-cranes .. .. .. .. .. 4 .. 1,107 17 5 Tarpaulins .. .. .. .. .. .. 500 .. 2,822 3 7 Transfer of rolling-stock .. .. .. .. .. .. .. 147 5 10 Spare bogies for wagons .. .. .. .. .. .. 24 2,617 17 5 Pitting dynamo-meter to Zp wagon .. .. .. .. 1 .. 106 198 Petrol tower wagon .. .. .. .. .. 1 .. 1,723 1 2 Eord motor-car .. .. .. .. .. .. 1 .. 204 16 6 New bus-bodies .. .. .. .. .. .. .. .. 570 11 2 Obsolete locomotives written off .. .. .. .. .. .. Cr. 46,636 0 0 Sale of obsolete rolling-stock .. .. .. .. .. .. Cr. 6,518 3 0 Obsolete rolling-stock written off .. .. .. .. .. .. Or.88,061 10 0 Sale of obsolete machinery .. .. .. .. .. .. .. Or. 2,920 12 10 Obsolete machinery written off Cost of raising loans, 1925-29 .. .. .. .. .. .. 50,629 0 0 Total .. .. .. .. .. .. .. 198,455 15 5 Total locomotives .. .. .. 3 4 26 ,, carriages .. .. .. 11* 10 27 ,, brake-vans ....... 6 6 3 „ wagons, bogie .. .. 15 5 45 ,, wagons, four-wheeled .. .. 378f 491 90 * Decreased by 5. t Decreased by 7.
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STATEMENT No. 14—continued. Expenditure under the Railways Improvement Authorization Act, 1914, and Section 7 of Finance Act, 1924, and Section 10 of Finance Act, 1925, and Section 3 of Finance Act, 1926, charged to capital Account, for the Year ended 31st March, 1929.
£ s. d. £ s. d. £ s. d. Expenditure charged by Treasury .. .. •• 1,899,532 8 2 Less outstandings previous year .. .. •• 96,712 18 9 1,802,819 9 5 Balance of cost of raising loan, 31st March. 1928 .. •• 15,874 13 3 Cost of raising loan, 1928-29 .. .. .. .. 81,909 7 2 97,784 0 5 Vouchers outstanding at 31st March, 1929.. .. ■■ 122,888 1 9 £2,023,491 11 7
WoIt ' &c " Kaita - i ® sbome ' i I iKffi i Westport. | Nelson. Picton. General. Total. ! I i I I ! s. d. £ s. d. £ s. d. £ s. d. £ s. d. £ s. d. £ s. d. £ s. d. £ s. d. Land .. .. .. .. .. .. '.. .. 36,712 1 2 6,064 2 10 .. 161 3 5 .. .. 42,937 7 5 Grading and formation, including formation station-yards .. .. .. 58,025 13 3 4,481 14 6 .. .. .. .. 62,507 7 9 Bridges, culverts, and subways .. .. .. .. .. 11,062 2 7 10,057 7 8 .. .. .. •• 21,119 10 3 Fences, gates, and cattle-stops .. .. .. .. .. .. 1,164 1 11 .. .. .. .. .. 1,164 1 11 Permanent-way .. .. .. .. .. .. .. 92,755 10 3 6,649 14 3 .. .. .. •• 99,405 4 6 Station buildings, platforms, cattleyards, loading-banks .. .. .. 124,222 8 4 .. .. .. .. .. 124,222 8 4 Engine-sheds, car and wagon depots, and other operating .. .. 16,987 15 8 4,173 10 3 .. .. .. 21,161 5 11 buildings Water-services .. .. .. .. .. .. .. Cr. 115 17 11 1,962 18 1 .. .. .. ■■ 1,847 0 2 Non-operating buildings .. .. .. .. .. .. 29 0 5 .. .. .. .. 29 0 5 Locomotive Workshop buildings .. .. .. .. .. 328,374 18 9 180,921 16 10 .. .. .. 1,584 16 5 510,881 12 0 Locomotive Workshop plant .. .. .. .. .. 44 2 9 296,124 10 10 154,063 5 0 147 14 8 94 0 7 253 18 3 1,750.13 11 452,478 6 0 Locomotive Depot plant (R.S. and C. and W.) .. .. 64 9 3 .. 1,368 6 5 7,754 5 9 .. .. .. .. 9,187 1 5 Refreshment-rooms .. .. .. .. .. .. .. Cr. 44 13 3 .. .. .. .. .. Cr. 44 13 3 Road motor buildings .. .. .. .. .. .. 243 16 7 .. .. .. .. .. 243 16 7 Cranes, weighbridges, capstans, turntables .. .. .. .. 3,413 0 4 2,953 1 5 .. .. .. •• 6,366 1 9 Maintenance movable plant .. .. .. .. .. .. 85 16 11 48 13 1 .. .. •• •• 134 10 0 Miscellaneous (roads, sewerage, drainage, fire-fighting .. 262 9 11 23,034 18 2 603 17 10 .. .. .. •• 23,901 5 11 appliances) Signal and interlocking .. .. .. .. .. .. 8,416 14 8 715 17 5 326 19 9 .. .. Cr. 732 14 8 8,726 17 2 Automatic and power signalling .. .. .. .. .. 32,221 17 5 125 2 3 .. .. .. •• 32,346 19 8 Electric lighting .. .. .. .. .. .. 90 17 10 7,499 1 5 4,611 3 4 1,869 18 1 .. 362 10 11 .. 14,433 11 7 Telegraph and telephone lines .. .. .. .. .. .. 1,681 15 3 2,477 13 4 .. 294 13 8 .. Or. 1,375 11 0 3,078 11 3 Safety appliances (warning bells, wig-wags, &c.) .. .. .. .. 1,143 6 7 747 15 7 .. .. .. 188 6 2 2,079 8 4 Electrification of track .. .. .. .. .. .. .. 42,359 6 3 .. . • • • • ■ 42,359 6 3 Electric locomotives .. .. .. .. .. .. .. .. 55,211 18 4 .. .. -■ •• 55,211 18 4 64 9 3 397 10 6 1,044,377 5 4 486.012 4 5 2,344 12 6 549 17 8 616 9 2 1,415 10 10 1,535,777 19 8 Expenditure charged by Public Works Department — New line —Auckland-Westfield .. .. .. .. .. 89,386 9 5 .. .. .. .. .. 89,386 9 5 Hutt Valley Railway .. .. .. .. .. .. 11.980 8 7 .. .. .. .. .. 11,980 8 7 Deviations: Tawa Flat and Palmerston North .. .. .. 386,346 13 11 .. .. .. .. •• 386,346 13 11 .. | ~ 487.713 11 11 .. .. .. •• 487,713 11 11 i — Grand total .. .. .. .. £64 9 3 j £397 10 6 £1,532,090 17 3 £486,012 4 5 £2344 12 6 £549 17 8 £616 9 2 £1.415 10 10 £2,023,491 11 7 Reconciliation Statement.
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STATEMENT No. Comparative Statement of Operatinv Traffic and Revenue for the Year ended 31st March, 1929. (1) OPERATING TRAFFIC.
Passengers. Live-stock. Goods. Section. I Open for I Sheen I I Traffic. First Class. j Second Class. Total. ' Tickets. ' Cattle - and ! Totai - ' Sf Timber. Goods. Total. " 1928-29. Miles. Single. Return. Single. Return. Number. Number. Number. Number. Number. Tons. Tons. Tons. Tons. Tons. Kaihu .. .. 24 265 284 10,459 13,038 24,046 32 68 1,616 1,684 83 1,811 4,381 6,192 6,275 Gisborne .. .. 60 ! 5,172 2.370 23,302 30,344 61.188 223 1,384 101,858 103,242 4,537 9.690 51,416 61,106 65,643 North Island Main Lines 1,413 237,414 354,332 1,491,470 2,743,628 4,826,844 480,421 526,478 4,816,592 5,343,070 305,800 288,736 2,867,016 3,155,752 3,461,552 and Branches South Island Main Lines 1,627 176,076 351,780 837,057 2,579,440 3,944,353 173,650 103,459 4,530,762 1 4,634,221 214,742 260,969 2,879,950 3,140,919 3,355,661 and Branches Westport .. .. 43 161 406 20.943 44,736 66,246 542 212 1,187 1,399 112 4,232 630,821 635,053 635,165 Nelson .. .. 64 744 1,114 16,494 44,990 63,342 801 1,286 27,368 28,654 1,487 2,065 28,895 30,960 32,447 Picton .. .. 56 7,581 3,076 20,667 28,924 60,248 486 1,507 205,991 ; 207,498 8,680 523 47,499 48,022 56,702 3,287 427,413 713,362 2,420,392 5,485,100 9,046,267 ! 656,155 634,394 9,685,374 10,319, 768 535,441 568,026 6,509,978 7,078,004 7,613,445 Lake Wakatipu steamers .. 2,526 4,014 5,436 16,750 28,726 : 14 , 290 j 10,555 j 10,845 510 1,058 7,618 8,676 9,186 Totals.. .. 3,287 429,939 717,376 2,425,828 5,501,850 9,074,993 I 656,169 ! 634,684 ! 9,695, 929 10,330,613 535.951 569,084 6,517,596 7,086,680 7,622,631 1927-28. Miles. Single. Return. Single. Return. Number. Number. Number. Number. Number. Tons. Tons. Tons. Tons. Tons. Kaihu .. .. 24 221 332 11,312 13,512 25,377 53 64 2,015, 2,079 100 1,868 3,966 5,834 5,934 Gisborne .. .. 60 4,415 2,014 24,182 26,686 57,297 246 1,318 110.236 111,554 4,808 9,558 50,286 59,844 64,652 North Island Main Lines 1,315 279,970 351,698 1,621,302 2,765,510 5,018,480 463,938 352,978 4,760,735 5,113,713 297,393 316,357 2,707,667 3,024,024 3,321,417 and Branches South Island Main Lines 1,618 193,131 365,896 878,033 2,533,646 3,970,706 166,255 102,893 4,224,305 4,327,198 200,152 236,559 2,788,109 3,024,668 3,224,820 and Branches Westport .. .. 43 242 620 23,190 49,854 73,906 695 146 2,096 2,242 128 3,172 647,396 650,568 650,696 Nelson .. .. 64 680 1,306 18,014 47,134 67,134 777 718 18,539 19,257 960 2,055 27,973 30,028 30,988 Picton .. .. 56 7,709 4,168 19,866 27,904 59,647 777 1,625 181,789 183,414 7,764 989 51,128 52,117 59,881 ' j j 3,180 486,368 726,034 2,595,899 5,464,246 9,272,547 632,741 459,742 9,299,715 9,759,457 511,305 570,558 6,276,525 6,847,083 ■ 7,358,388 Lake Wakatipu steamers .. 2,584 3,200 5,806 15,020 26,610 22 201 13,272 13,473 592 763 7,019 7,782 8,374 Totals .. 3,180 488,952 729,234 2,601,705 5,479,266 9,299,157 632,763 459,943 9,312,987 9,772,930 ' 511,897 571,321 6,283,544 6,854,865 7,366,762
21
D.—2'
STATEMENT No. 15—continued. Comparative Statement of Operating Traffic and Revenue for the Year ended 31st March, 1929—continued. (2) OPERATING REVENUE.
Revenue. Mileage. Length j : : "T Section. °.P® n Per Mile of Traffic. p °». Season Tickets. Total Coaching. Goods. Total Goods. j To^« illg p^ m Pe^ in Train. Shunting, 4c Total. (Average). 1928-29. 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 2,597 16 11 309 19 9 1,217 16 5 4,125 13 1 2,962 0 4 70 1 5 3,032 1 9 7,157 14 10 298 4 9 98-77 17,393 5,046 22,439 Gisborne .. .. 60 8,678 5 7 783 14 8 2,439 12 11 11,901 13 2 24,344 4 4 354 16 8 24,699 1 0 36,600 14 2 610 0 3 114-70 76,586 16,156 92,742 North Island Main Lines 1,413 1,195,258 15 7 171,033 19 8 241,009 3 5 1,607,301 18 8 2,721,384 0 0 93,300 0 7 2,814,684 0 7 4,421,985 19 3 3,202 8 5 158-27 6,705,512 2,877,183 9,582,695 and Branches South Island Main Lines 1,627 644,118 4 5 81,478 6 1 128,485 18 7 854,082 9 1 1,938,633 13 8 69,388 11 6 2,008,022 5 2 2,862,104 14 3 1,759 10 1 167-72 4,095,546 2,001,243 6,096,789 and Branches Westport .. .. 43 5,200 3 8 768 13 5 1,306 11 7 7,275 8 8 117,958 7 6 9,512 2 2 127,470 9 8 134.745 18 4 3,133 12 6 350-33 92,311 81,757 174,068 Nelson .. .. 64 5,369 0 7 1,332 11 2 1,897 14 5 8,599 6 2 15,215 12 3 937 14 6 16,153 6 9 24,752 12 11 386 15 2 99-47 59,725 25.730 85,455 Picton.. .. .. 56 6,825 5 3 991 12 1 1,783 19 8 9,600 17 0 25,627 4 3 2,288 6 3 27,915 10 6 37,516 7 6 669 18 8 135-58 66,409 29,549 95,958 3,287 1,868,047 12 0 256,698 16 10 378,140 17 0 2,502,887 5 10 4,846,125 2 4 175,851 13 1 5,021,976 15 5 7,524,864 1 3 2,312 3 1 162-50 11,113,482 5,036,664 16,150,146 Lake Wakatipu steamers .. .. 4,425 16 8 154 0 8 994 10 2 5,574 7 6 5,288 10 0 77 12 2 5,366 2 2 10,940 9 8 Totals .. .. 3,287 1,872,473 8 8 256,852 17 6 379,135 7 2 2,508,461 13 4 4,851,413 12 4 175,929 5 3 5,027,342 17 7 7,535,804 10 11 2,312 3 1 162 50 11,113,482 5,036,664 16,150,146 1927-28. 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 2,266 5 9 327 18 8 1,136 15 11 3,731 0 4 2,768 9'10 162 11 10 2,931 1 8 6,662 2 0 277 11 9 90-14 17,738 5,686 23,424 Gisborne .. .. 60 7,989 15 5 844 18 8 2,273 14 11 11,108 9 0 22,614 11 0 316 3 1 22,930 14 1 34,039 3 1 567 6 5 99-37 82,211 16,155 98,366 North Island Main Lines 1,315 1,213,778 1 3 172,815 18 10 239,666 19 0 1,626,260 19 1 2,625,539 14 0 69,400 8 2 |2,694, 940 2 2 4,321,201 1 3 3,289 9 1 160-05 6,479,921 2,663,778 9,143,699 and Branches South Island Main Lines 1,618 645,488 11 1 81,054 11 3 131,938 5 7 858,481 7 11 1,869,774 0 6 56,642 9 1 1,926,416 9 7 2,784,897 17 6 1,721 4 0 165-05 4,049,450 1,726,377 5,775,827 and Branches Westport .. .. 43 5,501 6 0 907 19 1 1,380 19 6 7,790 4 7 120,459 11 6 9,507 12 8 129,967 4 2 137,757 8 9 3,203 13 3 351-20 94,140 81,328 175,468 Nelson.. .. 64 5,515 12 3 1,289 9 10 1,706 5 1 8,511 7 2 12,782 13 9 143 10 3 12,926 4 0 21,437 11 2 334 19 3 81-29 63,292 18,638 81.930 Picton .. .. .. 56 6,293 17 2 1,222 0 11 1,829 13 11 9,345 12 0 26,196 1 6 2,307 17 10 28,503 19 4 37,849 11 4 675 17 9 175-22 51,842 32,495 84,337 3,180 1,886,833 8 11 258,462 17 3 379,932 13 11 2,525,229 0 1 4,680,135 2 1 138,480 12 11 4,818,615 15 0 7,343,844 15 1 2,310 7 3 162-62 10,838,594 4,544,457 15,383,051 Lake Wakatipu steamers .. .. 4,177 11 1 168 9 10 973 11 8 5,319 12 7 4,524 13 10 40 15 6 4,565 9 4 9,885 1 11 Totals .. .. 3,180 1,891,011 0 0 258,631 7 1 j380,906 5 7 2,530,548 12 8 4,684,659 15 11 138,521 8 5 4,823,181 4 4 7,353,729 17 0 2,310 7 3 162-62 10,838,594 4,544,457 15,383,051 i ■
D. 2
22
STATEMENT No. 16. Statement of Season Tickets issued for the Year ended 31st March, 1929.
1928-29. 1927-28. Description of Tickets. . Number. Amount. i Number, j Amount. j n I £ s. d. £ s. d. Travellers'annual, all lines .. .. 32 3,128 18 4 35 3,379 19 5 Travellers' annual, North. Island .. .. 90 5,977 10 11 96 6,565 0 5 Travellers'annual, South Island .. .. 19 1,241 17 6 19 1,183 17 6 Reporters' annual .. .. .. 20 664 6 0 28 996 16 2 Sectional annual, North Island . . . . 443 19,359 4 5 466 20,312 2 8 Sectional annual, South Island .. .. 224 9,383 0 10 247 9,964 8 11 Tourist, all lines .. .. .. .. 284 4,598 15 0 282 4,57-4 '7 6 Tourist, North Island 819 8,685 0 0 894 9,497 10 0 Tourist, South Island .. .. .. 47 544 15 0 56 672 10 0 School .. ' 29,535 25,587 1 6 28,885 25,215 18 6 Bearer twelve-trip .. .. .. 49,049 15,567 8 7 48,596 16,059 7 10 Bearer fifty-trip .. .. .. .. 7,-823 13,696 6 3 7,820 13,246 17 6 Weekly twelve-trip .. .. .. 116,609 22,183 13 10 116,967 22,731 14 11 Weekly workmen's .. .. ..412,005 51,136 9 1 390,152 48,508 17 6 All other season .. .. .. .. 39,170 75,098 10 3 38,220 75,721 18 3 Totals .. .. .. 656,169 256,852 17 6 632,763 258,631 7 1
23
D.—2.
STATEMENT No. 17. Statement of Passenger Tickets issued at Cheap Excursion Rates for Year ended 31st March, 1929.
Schools, Factories, and Friendly Societies. Excursions (other than Factories, and Friendly Gross Tqtal Schools, Factories, Schools, I and Friendly Qohnni* nniv Factories, and Sections. Societies. Schools only. Friendly Number p hi i Hr „ n _ , Senior Scholars over Societies. Total. i Revenue. First Class. Second Class. Total. Revenue. of Revenue. exceeding « 15 Years of lng 19 Years of A § e " 19 Years of Age Age. and Adults. Number. Number. Number. Number. £ s. d. Number. Number. Number. £ s. d. Number. £ ' s. d. Kaihu .. .. .. 541 .. 362 903 52 7 2 136 1,237 1,373 258 16 10 2,276 311 4 0 Gisborne .. .. 2,349 61 1,238 3,648 199 12 9 354 3,616 3,970 1,39319 3 7,618 1,593 2 0 Auckland .. .. 15,302 2,843 10,988 29,133 3.413 19 10 18,705 119,453 138,158 106,782 18 2 167,291 110,196 18 0 Ohakune .. .. 3,226 402 1,512 5,140 439 15 8 3,500 25,933 29,433 21,055 15 0 34,573 21,495 10 8 Wanganui .. .. 7,839 2,124 5,533 15,496 1,720 19 3 5,244 42,503 47,747 28,983 10 1 63,243 30,704 9 4 Wellington .. .. 25,003 3.327 21,311 49,641 3,667 7 7 49,054 115,253 164,307 101,335 7 9 213,948 105,002 15 4 Picton .. .. .. 1,025 32 585 1,642 129 13 5 951 3,988 4,939 916 15 6 6,581 1.046 8 11 Nelson.. .. .. 1,410 274 833 2,-517 147 0 11 213 9.056 9,269 1,257 3 7 11,786 1,404 4 6 Westport .. .. 1,031 66 676 1,773 77 1 3 124 12,441 12,565 2,049 17 2 14,338 2.126 18 5 Christchurch .. .. 30,017 3,180 42,514 75,711 11,166 17 1 | 17,019 92,078 109,097 64.641 10 1 184,808 75.808 7 2 Dunedin .. .. 16,886 1,482 19,468 37,836 3,939 18 10 12,792 101,955 114,747 65,518 18 0 152,583 69,458 16 10 Invercargill .. .. 7,404 1,103 10,195 18,702 2,383 13 3 4,239 55,372 59,611 28,512 16 3 78,313 30,896 9 6 Head Office .. .. .. .. .. .. .. 4,992 7,876 12,868 27,381 18 6 12,868 27,381 18 6 Totals .. .. 112,033 14,894 115,215 242,142 27,338 7 0 117,323 590,761 708,084 450,088 16 2 950,226 477,427 3 2 Total, year ending — 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, 1S4 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 7,359 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 7,88216 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 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 March, 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 .. 8S.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 31st March, 1928 .. 96,308 17,173 98,381 211,862 23,864 17 4 105,372 485,428 590,800 329,246 3 8 802,662 353,111 1 0 31st March, 1929 .. 112,033 14,894 115,215 242,142 27,338 7 0 117,323 590,761 708,084 450,088 16 2 950,226 477,427 3 2 * The issue of school, factory, friendly-society, and holiday excursion tiekets was suspended in connection with staff-saving time-table on 23rd April, 1917.
25
D.—2.
STATEMENT No. 18. Statement of Traffic and Revenue for each Station for the Year ended 31st March, 1929.
4—D. 2.
OUTWARD. INWARD. Number op Tickets. Stations. Number 0 att j e Sheep Timber, First- ' First- Second- Second- ; Season c a , nd Superficial Goods. Passengers. Tickets. Parcels, &c. Goods. Miscellaneous. 'forwarded 6 C and 6 S and P Hundreds of Other class class class class Total. Tickets. W QB - P»gs. Feet * Mans, <xc. forwarded. Calve8 . Pig8> Superficial Goods. Single. I Return. Single. Return, j Feet. North Island Main Lines „ and Branches— ! North Island Main Lines , , , J Number ' Number ' Tons. £ s. d. £ g. d. £ g. d. £ s. d. £ 8. d. £ 8. d. £ g d Number. Number Tons BrANCHES ~ Auckland (Coaching) .. 37,555 15,124 165,624 130,362 348,665 19,448 .. .. .. .. 233,576 6 11 22,600 6 9 38,338 14 1112,542 17 6 Cr. 214 9 9 2,256 14 6 309,100 10 10 ' . (Goods) 333 4,154 24,985 378,821 .. .. .. .. 356,187 13 9 8,001 15 3 364 189 9 0 '*579 '9430 84 7<>5 298 142 Central Booking-office .. 2,353 2,797 2,896 6,240 14,286 132 .. .. .. .. 14,623 16 4 1,344 12 0 .. .. Cr 5 4 6 24 9 6 15 987 13 4 84,725 298,142 (Goods). Symonds St. Booking-office 6 63 38 176 283 .. .. .. .. 360 7 6 .. 3 7 6 2 13 2 . 0 6 0 366 14 2 " " " Central Booking-office. Newmarket .. .. 3,336 2,198 28,697 32,623 66,854 11,415 58 14 2,770 5,367 9,341 10 1 2,404 19 4 958 18 4 153 11 10 14,964 3 1 178 14 11 28,001 17 7 * 66 " 10 5i,530 19,051 NewZTket ' MountEden .. .. 921 750 18,266 26,202; 46,139 5,322 91 .. 1,101 20,893 5,185 7 6 1,105 7 11 497 17 8 41 17 4 6,193 6 7 275 1 7 13,298 18 7 894 210 48 818 11218 w , Avondale .. .. 331 209 24,897 40,032 65,469 54,816 321 .. 892 14,825 4,096 9 0 7,767 4 5 259 11 10 28 6 2 5,219 17 1 40 0 6 17,411 9 0 401 501 I'tfr 7 5 , Henderson .. .. 388 438 16,510 33,013 50,349 23,137 3,348 14,207 807 6,544 4,660 4 4 4,823 19 2 1,321 4 3 11 11 3 5,801 15 4 44 11 5 16,663 5 9 2,202 6 114 8 148 is'nvi Avondale. Helens ville .. .. 3,112 1,408 15,068 16,909 36,497 243 10,290 53,115 11,158 14,079 7,716 18 11 347 13 0 1,612 11 4 48 17 1 15,578 9 7 345 16 2 25,650 6 1 2,428 17 ()88 k'i2<s 40'009 era .?. n - WeOsford .. .. 867 313 6,058 3,101 10,339 84 5,203 17,949 415 4,524 3,264 12 2 63 1 4 916 16 2 22 16 8 5,543 0 11 24 10 3 9,834 17 6 1,750 7'860 5 Jig WeUsford Maungaturoto .. .. 1,076 574 7,240 6,244 15,134 8 5,977 21,521 84 2,175 4,238 7 1 11 11 6 222 19 5 40 8 11 5,311 0 2 15 6 4 9,839 13 5 1 306 3,688 1 127 7 698 Paparoa .. .. 455 174 1,977 1,316 3,922 6 4,433 13,533 286 3,933 1,422 19 4 5 10 0 164 12 9 13 5 6 4,413 14 10 12 17 2 6,032 19 7 500 2 270 2 002 8 417 ™ ,n « aturoto " Waiotira .. .. 565 331 8,147 5,500 14,543 70 13,573 62,069 8,369 46,662 3,330 8 5 52 10 0 392 14 7 27 17 9 30,346 13 2 2,873 0 0 37,023 3 11 1,239 11,257 2 390 109 108 wJw?™ Whangarei .. .. 4,938 2,030 26,549 15,464 48,981 1,360 10,718 33,092 5,292 17,929 22,270 15 2 596 11 3 1,199 19 11 194 5 5 16,539 1 0 302 13 10 41,103 6 7 2,064 11,822 32 119 5->'l3<) ; Hikurangi .. .. 237 218 3,440 2,355 6,250 228 2,155 10,140 14,848 141,404 2,226 18 7 132 11 5 393 12 8 8 16 4 38,369 3 11 309 19 5 41,441 2 4 398 3,160 <(,'759 Hikurfngi Otiria .. .. 887 278 3,388 1,883 6,436" 16 1,197 7,230 13,713 4,388 3,190 6 7 15 18 2 919 18 0 16 17 10 5,515 6 7 14 13 10 9,673 1 0, 491 2,443 1,491 12 335 Otiri» Kawakawa .. .. 910 451 6,426 2,453 10,240 24 62 251 195 7,253 2,415 11 1 23 10 11 481 6 3 13 9 3 2,463 17 5 24 1 5 5,421 16 4 ! 6,929 43,908 573 5U13 Kawal-awn Opua.. .. .. 1,014 272 7,843 6,566 15,695 51 28 838 355 2,653 3,763 5 3 22 15 5 172 9 0 20 14 10 1,905 5 9 148 14 5 6,033 4 8 4 2,500 4,939 Oduh Kaikohe .. .. 1,316 560 9,245 7,234 18,355 24 6,556 38,728 2,820 1,299 7,394 9 10 24 0 0 725 9 2 42 6 10 7,535 18 10 187 2 9 15,909 7 5 781 1,006 5,256 10,928 Kaikohe Remuera .. .. 810 201 1,523 1,183 3,717 3,971 897 2,773 378 124 136 3 5 1,028 15 2 17 3 1 2 9 3 538 1 5 6 2 4 1,728 14 8 608 475 23,753 2>23 Remuera. Green Lane .. .. 644 336 4,480 7,159 12,619 6,473 48 .. 38 14 540 11 11 1,592 19 11 47 9 9 7 16 4 72 16 11 4 17 3 2,266 12 1 4 .. 2,203 2,564 Green Lane Ellershe .. .. 514 467 10,055 10,517 21,553 12,593 831 6 102 130 1,127 8 11 2,645 16 11 103 3 1 4 12 5 3,010 3 11 14 17 11 6,906 3 2 852 1 3,622 1,207 Ellerslie Penrose .. .. 113 215 6,073 4,869 11,270 5,695 708 5,407 338 118,327 684 2 6 1,003 12 4 212 1 11 8 3 11 49,538 13 10 109 6 2 51,556 0 8 80,400 454,842 7,050 56,194 Penrose Onehunga (Town) .. 28 17 3,684 2,430 6,159 10,588 24 .. 2,895 5,339 365 3 10 1,534 16 11 161 5 5 7 19 5 1,868 7 11 435 15 10 4,373 9 4 17 105 12,590 83,044 Onehunea (Townl Otahuhu .. .. 306 1,113 10,130 18,497 30,046 18,004 2,785 26,330 89 116,339 2,109 5 6 3,457 15 4 193 10 1 31 14 8 55,818 14 3 792 6 0 62,403 5 10 33,989 134,511 14,613 95,807 Otahuhu. Papatoetoe .. .. 230 683 6,885 19,860 27,658 14,694 329 4,137 2,642; 1,392 994 10 5 3,652 2 0 576 8 10 18 18 0 1,370 11 10 12 15 6 6,625 6 7I 1,859 20,345' 10,010 5,495 Pavatoetoe Papakura .. .. 1,108 1,570 21,880 43,104 67,662 17,275 2,346 22,659 415 15,320 4,871 5 8 4,451 11 0 705 7 5 39 15 0 4,480 2 1 22 10 7 14,570 11 9 2,843 30,118 5 694 13 102 Panakura Drury .. .. 99 165 3,150 4,109 7,523 362 3,310 17,540 921 6,793 1,187 11 4 287 6 11 507 10 1 9 6 9 5,076 8 10 14 12 11 7,082 16 10 411 3,352 2,006 8 422 Drurv ' Waiuku •• •• 208 169 3,944 2,829 7,150 3 7,869 10,783 992 522 1,651 17 11 5 17 10 119 5 2 12 13 4 1,585 0 10 21 3 6 3,395 18 7 1,083 7,647 7,286 31,095 Waiuku Pukekohe .. .. 1,023 849 12,615 8,436 22,923 379 8,836 17,634 220 10,393 5,960 15 3 247 8 8 786 9 10 75 5 5 12,735 10 10 34 9 1 19,839 19 1 2,506 7,383 6,913 23,531 Pukekohe. Tuakau .. .. 436 393 5,512 4,786 11,127 375 3,595 52,481 286 4,183 2,449 14 10 271 4 7 1,335 17 1 28 11 11 5,055 9 2 16 14 5 9,157 12 0 1,767 20,232 3,184 12 352 Tuakau Pokeno •• •• 68 93 2,062 1,519 3,742 104 2,759 12,242 32 537 540 2 5 65 4 8 1,187 12 6 5 0 4 1,051 14 7 10 3 5 2,859 17 11 1,086 7,313 1,054 6,693 Pokeno" Mercer •• •• 253 870 4,601 4,494 10,218j 133 23 4,612 10,568 19,794 2,018 18 7 110 10 1 142 6 0 16 11 8 6,693 4 5 49 3 2 9,030 13 11 153 1,576 1,031 3,641 Mercer Te Kauwhata .. .. 169 156 2,880 1,859 5,064 26 7,636 36,287 133 3,974 1,380 19 0 33 7 1 1,283 9 10 13 4 3 5,389 7 4 Id 3 5 8,110 10 11 1,191 10,889 4,142 11,131 Te Kaiiwhata Huntly •• •• 600 570 17,406 18,408 36,984j 20,992 2,526 6,059 1,884 327,487 5,990 9 2 5,121 0 8 428 11 7 55 6 0 210,371 16 9 1,236 8 9 223,203 12 11 1,873 5,412 4,363 18,550 Huntly. Glen Afton .. .. 4 24 2,437 5,659 8,124 54 477 14,867 136 166,445 1,138 7 4 43 16 3 108 14 5 4 11 3 107,286 5 3 122 0 2 108,703 14 8 632 6,854 5,636 10,217 Glen Afton Taupiri .. .. 157 157 3,464 1,381 5,159 36 1,274 16,475 58 2,313 1,095 10 4 42 18 4 94 3 3 10 4 0 4,324 0 4 6 4 7 5,573 0 10 901 3,634 2,601 9,786 Taupiri Ngaruawahia .. .. 440 309 7,340 2,972 11,061 115 2,799 12,777 3,593 64,031 3,190 17 1 96 0 2 260 5 5 62 2 7 43,458 2 10 816 16 1 47,884 4 2 74,149 59,098 3,861 9 057 Nearuawahia Frankton Junction .. 8,453 4,470 56,737 26,905 96,565 181 12,619 106,935 14,992 13,996 42,976 3 0 673 17 4 893 10 9 654 13 7 29,457 15 4 569 17 8 75,225 17 8 9,117 83,506 83,776 41,682 Frankton Junction Hamilton .. .. 3,887 1,945 24,125 13,965 43,922 606 12,908 30,801 2,203 16,574 17,031 5 4 1,514 14 5 3,680 12 7 355 7 3 27,627 12 4 208 14 3 50,418 6 2 1,271 6,349 26,280 29,944 Hamilton. Cambridge .. .. 490 206 6,695 3,009 10,400 110 8,022 30,397 2,715 1,192 3,005 17 9 75 8 0 1,404 2 8 44 0 2 4,769 11 1 29 15 6 9,328 15 2 2,258 19,605 8,492 32,194 Cambridge Morrinsville .. .. 1,359 614 13,216 9,736 24,925 215 20,597 83,415 5,401 12,112 6,610 18 1 273 3 11 1,043 2 6 140 10 11 26,456 14 7 60 17 4 34,585 7 4 6,010 44,605 18,544 37,200 Morrinsville Matamata .. .. 1,216 403 12,288 5,925 19,832 134 17,275 59,335 11,942 4,193 6,650 19 8 109 17 0 2,383 15 6 83 4 5 16,391 6 11 43 2 2 25,662 5 8 2,867 27,041 9,185 45,655 Matamata ' Putararu .. .. 1,171 431 12,084 6,017 19,703 260 3,093 26,143 94,757 4,273 6,947 19 5 379 0 4 1,433 1 10 108 6 6 27,381 9 8 109 14 6 36,359 12 3 3,327 37,788 4,678 32 690 Putaruru ' Mamaku .. .. 98 326 3,212 4,803 8,439 189 817 8,771 148,722 7,468 1,760 4 5 281 3 9 210 0 8 12 12 1 39,721 17 9 8 13 2 41,994 11 10 204 1,007 255 2,416 Mamaku.' Rotorua .. .. 5,098 937 22,247 7,262 35,544 441 1,135 20,478 1,622 5,687 21,502 13 2 506 4 8 1,897 5 3 338 15 10 8,320 13 9 89 4 11 32,654 17 7 2,160 8,075 7,250 25,617 Rotorua. Waitoa .. .. 87 116 3,868 1,770 5,841 56 10,329 17,025 13,512 7,941 1,391 18 10 65 11 6 144 7 5 15 3 3 15,405 2 11 3 15 8 17,025 19 7 1,160 4,902 7,538 29,649 Waitoa. Te Aroha .. .. 1,513 606 13,476 6,680 22,275 75 1,908 6,118 109 18,764 6,674 19 11 58 13 7 422 12 3 103 9 6 6,876 0 0 37 13 1 14,173 8 4 2,222 10,214 9,802 15 514 Te Aroha. Paeroa .. .. 1,329 568 17,132 10,590 29,619 268 15,874 27,687 5,674 5,952 6,614 3 6 150 8 6 1,407 4 11 85 10 1 10,623 13 9 62 19 0 18,943 19 9 2,472 6 883 7,403 14 799 Paeroa Thames South .. 864 252 7,193 2,835 11,144 307 112 .. 67 2,215 3,214 14 2 351 12 11 330 0 5 52 1 5 5,665 7 4 11 15 5 9,625 11 8l 303 177 2,751 2',653 Thames South Thames .. .. 338 123 5,336 3,061 8,858 6 76 921 651 3,319 2,067 19 3 24 2 4 288 6 9 19 12 0 2,340 8 9 23 16 0 4,764 5 1 1,166 4,971 2,821 7,964 Thames. Waihi .. .. 765 405 6,410 6,399 13,979 163 2,566 5,284 265 999 4,056 9 0 119 16 7 440 7 9 63 11 2 2,085 18 6 208 13 6 6,974 16 61 1,283 6,317 5,850 25,586 Waihi. Katikati .. .. 115 35 1,621 1,160 2,93l' 7 3,985 5,439 255 2,928 778 18 10 10 17 6 129 5 8 9 12 11 3,399 18 9' 111 4,329 14 9 297 3.795 1,553 4 461 Katikati. Tauranga .. .. 1,661 449 14,556 5,972 22,638 53 612 7,670 1,135 9,194 7,964 5 10 126 15 2 363 5 11 92 10 10 11,417 8 10 276 3 1 20,240 9 8 1,317 6,229 2,692 12 847 Taurantra Te Puke .. .. 460 126 5,044 2,482 8,112 3 6,498 26,429j 3,331 4,325 2,201 12 8 2 6 3 263 1 5 19 6 9 9,212 3 11 55 16 6 11,754 7 6 1,714 6,027 2,139 10 075 Te Puke Matata .. .. 92 23 2,127 1,488 3,730 4 12,791 71,137> 3,610 10,028 1,147 16 2 3 0 0 315 15 5 7 13 10 20,049 4 4 9 10 2 21,532 19 11 1,063 2,249 344 Matata. Taneatua .. .. 590 183 8,123 4,280 13,176| 1 2,815 33,404| 100 14,163 4,809 10 8 1 0 0 140 8 3 23 12 6 5,428 18 0 88 9 7 10,491 19 0 2,391 1,692 4,577 12,3871 Taneatua. Ohaupo .. .. 39 132 1,221 850 2,242 181 1,824 21,228 20 562 449 16 7 146 14 0 623 7 5 5 13 7 2,343 8 7 15 17 11 3,584 18 1 1,577 10,969 2,099 10,791 OhauDo Te Awamutu .. .. 1,271 700 11,338, 7,410 20,719 240 12,327 61,656 516 14,770 7,639 0 2 254 13 1 1,530 18 6 120 17 2 17,818 5 5 61 8 5 27,425 2 9 4,029 32,925 16,290 35,631 Te Awainutu Otorohanga .. .. 618 327 7,474 4,658 13,077 52 5,477 35,563 27,252 39,001 3,735 19 6 36 17 3 1,041 12 11 56 7 11 23,119 5 9 87 10 6 28,077 13 10 2,014 14,078 5,961 23,364 Otorohan^a Te Kuiti .. .. 2,865 1,414 26,348 20,506 51,133 667 7,393 89,073 104,400 24,947 15,078 11 7 560 13 9 1,783 14 6 231 6 0 43,992 13 0 325 18 0 61,972 16 10 3,795 50,030 9,992 20,989 Te Kuiti Ongarue .. .. 275 294 6,434 7,831 14,834 99 762 27,497 120,778 6,385 3,597 19 6 95 10 6 203 15 1 20 10 11 39,067 15 8 245 3 9 43,230 15 5 1,017 6,309 1,007 8,635 Ongarue." Okahukura .. .. 245 90 5,695 3,349 9,379 64 1,500 21,703 11,205 2,106 1,050 5 8 61 4 8 304 6 11 9 14 10 7,377 9 8 1,723 8 7 10,526 10 4 884 6,944 10,570 19,011 Okahukura Taumarunui .. .. 3,217 2,325 33,072 18,235 56,849 618 3,674 54,947 94,183 26,065 19,700 7 2 721 8 11 1,171 0 10 321 10 10 47,379 0 9 346 0 8 69,639 9 2 1,915 19,091 5,297 13.9(H) Taumarunui National Park .. .. 394 209 4,864 3,858 9,325 44 696 12,149 112,173 7,649 2,960 3 4 18 17 1 295 11 6 29 16 0 39,841 4 8 16 2 5 43,161 15 0 467 4,081 5,486 8,983 National Park Ohakune .. .. 1,733 1,701 16,540 11,312 31,286 86 195 6,270 101,184 13,363 11,133 1 0 228 2 5 469 13 1 136 2 4 36,192 18 6 117 8 8 48,277 6 0 201 1,184 9,670 3,375 Ohakune. Raetihi .. .. 135 73 2,408 838 3,454 1 1,062 62,984 35,510 2,796 862 6 11 2 19 8 269 5 4 13 5 9 15,306 8 6 9 10 7 16,463 16 9 1,402 21,786 1,057 4,767 Raetihi. Rangata.ua 221 334 4,655 4,301 9,511 26 380 12,918 54,662 4,096 2,098 8 6 19 6 7 104 15 0 13 19 3 17,172 16 6 331 16 10 19,741 2 8 412 2,011 185 2,461 Raneataua Mataroa .. .. 230 96 1,839 2,279 4,444 102 1,917 65,664 43,017 4,671 558 15 4 75 11 0 242 11 7 9 10 7 19,912 12 9 57 7 1H 20,856 9 2 2,689 8,448 1,353 5,153 Mataroa Taihape .. .. 3,167 1,812 14,462 7,072 26,513 79 2,440 98,346j 10,267 3,446 13,285 9 10 163 8 10 894 7 4 207 9 5 13,413 13 10 61 12 F 28,026 1 6 826 7,226 1,454 13,920 Taihane Utiku .. .. 166 282 1,444 1,085 2,977 5 1,852 42,410 18,620 3,799 497 3 2 3 8 9 35 16 7 7 13 5 11,972 5 8 6 15 11 12,523 3 6 221 1,239 218 1,922 Utiku. Mangaweka .. .. 488 278 2,979 2,715 6,460 8 918 67,580 2,696 1,109 1,750 9 7 7 2 5 199 5 2 21 13 4 4,662 16 0 8 14 5 6,650 0 11 654 7,818 423 4,488 Mangaweka. Hunterville .. .. 771 418 6,347 2,642 10,178 70 3,732 127,754 78 2,306 2,863 18 10 70 2 8 462 13 11 50 4 9 10,230 6 0 18 2 11 13,695 9 1 1,210 21,090 2,511 10,567 HunterviUe. Marton .. .. 4,565 2,316 14,810 8,502 30,193 179 3.224 165,646 15,235 7,882 15,453 14 8 178 12 8 915 17 3 452 14 (1 18,129 6 3 498 19 1 35,629 4 8 * 1,772 60,976 11,397 16,476 Marton New Plymouth .. 3,330 1,080 21,697| 9,778 35.885 300 1,163 1,769 4,949 111,423 19,692 10 6 627 9 4 1,471 8 8 229 3 9 48,348 19 7 5,285 1 6 75,654 13 4 2,444 24,949 29,43" 95 957 New Plymouth New Plym'th (Breakwater) .. .. .. .. .. .. .. .. 3,118 53,544 .. .. .. .. 14,605 11 2 .. 14,605 11 2 1,854 28,739 N.P (Breakwater Waitara .. .. 325 214 5,402: 3,468 9,409 257 309 1,532 729 12,915 2,182 8 6 168 13 0 148 4 3 23 7 7 7,802 19 0 190 7 4 10,515 19 8 30,103 114,626 3,920 16,798 Waitara Inglewood .. .. 401 179 6,105 3,633 10,318 246 9,411 33,287 1,957 26,628 2.200 8 11 268 11 2 197 5 3 24 18 7 17,607 16 4 15 9 1 20,314 9 4 688 6,743 2,156 29,576 Inglewood.
D.—'2.
26
STATEMENT No. 18—continued. Statement of Traffic and Revenue for each Station for the Year ended 31st March. 1929 —continued.
OUTWARD. INWARD. , * Number op Tickets. Stations. - Number sh . on Timber, Timber. Stations. of ,Hundredsof Other Ordinary Season n.,..,..,], «... Luggage, , ... _ Total Value Cattle Sheep Hundreds of other First- First- Second- Second- Season Calves p ie g Superficial Goods. Passengers. Tickets. Pa oels ' &0 ' Mails, &c. Goods. Miscellaneous. forwarded. ,, and and Superficial Goods class class class class Total. TicketB. Lalves ' tlgs ' Feet. Calves. Pigs, eet Single. Return. Single. J Return. - - North Island Main Lines North Island Main Lines and Branches contd. Number. Number. Tons. £ s. d. £ s. d. £ s. d. £ s. d. £ s. d. £ s. d. £ s. d. Number. Number. Tons. AND Branches—conld. Tariki .. .. 75 17 1,243 560 1,895 85 1,975 4,166 4,942 1,705; 294 5 11 69 10 6 21 10 1 3 1 0 1.454 5 9 3 1 5 1,845 14 8 156 1,991 386 2 495 Tariki Midhirst .. .. 43 25 2,252 1,262! 3,582 125 2,893 2,995 78 1,825 383 10 5 90 3 0 50 4 4 3 6 5 1,650 0 6 4 4 5 2,181 9 1 90 305 1,044 4,264 Midhirst Stratford .. .. 1,807 619 17,050 10,053 29,529 261 14,521 31,311 321 7.312 8,959 14 1 275 12 10 1,003 8 10 140 4 0 8,190 14 5 304 3 6 18,873 17 8 1,850 9,727 6,088 15,957 Stratford TeWera .. .. 38 90 553 346 1,027 4 900 5,756 14 8,602 260 3 3 6 0 0 314 15 3 1 13 6 2.872 14 4 804 9 1 4,259 15 5 683 9,735 876 5,407 Te Wera Whangamomona .. 604 594 5,983 4,432! 11,613 23 1,299 26,266 .. 839 1,688 1 8 22 19 6 419 6 11 7 2 9 2,504 2 9 116 8 3 4,758 1 10 1,964 4,862 2,352 12,651 Whangamomona. Eltham .. .. 558 273 8,029 5,607 14,467 245 25,176 55,590 1,943 10,389 4,639 2 2 241 10 0 411 11 1 65 19 0 12.364 4 0 43 2 9 17,765 9 0 1,652 18,913 16,127 24,757 Eltham Normanby .. .. 36 23 2,035 839 2,933 56 27,664 23,170 148 15,850 491 10 8 72 11 0; 49 2 11 5 7 6 10,054 13 9 4 10 11 10,677 16 9 1,556 7,830 819 11,228 Normanby Hawera .. .. 1,968 1,324 20,621 12,954! 36,867 202 16,460 71,116 761 15,640 14,052 6 10 340 9 4 669 13 1 206 18 3 15,104 19 1 88 16 10 30,463 3 5 5,031 55,368 19,348 38,805 Hawera. Patea .. .. 435 241 4,664 3,358 8,698 180 1,981 14,394 317 18,425 2,324 9 5 144 12 0 220 12 6 42 9 3 21,695 10 11 354 0 10 24,781 14 11 58,093 103,103 2,954 39,502 Patea. Waverley .. .. 336 106 3,027 2,040 5,509 70 6,412 46,673 19 2,273 1,648 10 7 52 14 10 150 19 11 32 15 6 5,379 1 7 18 13 1 7,282 15 6 2,356 29,831 12,011 7,937 Waverley. Waitotara .. .. 64 89 907 860 1,920 14 2,382 63,029 17 771 347 16 5 6 6 0 154 15 6 5 1 5 3,771 18 5 1 5 6 4,287 3 3 1,109 27,122 1,563 3,885 Waitotara. Kailwi .. .. 65 82 2,122 1,490 3,759 3 2,033 54,707 ... 432 484 15 8 2 5 0 132 16 5 3 5 1 2,815 16 0 7 1 11 3,446 0 1 1,105 16,911 360 3,862 Kai Iwi. Aramoho .. .. 1,196 688 7,493 4,125 13,502 21 780 27,980 150 45,918 2,919 4 4 11 1 4 286 19 8 129 16' 2 18,972 13 6 65 7 11 22,385 2 11 997 22,092 6,156 37,464 Aramoho. Wangamii .. .. 4,330 2,269 26,773 14,512 47,884 143 2,423 23,948 3,096 16,478 21,753 13 7 816 19 9 2,552 2 10 659 15 6 20,140 16 3 2,221 2 10 48.144 10 9 7,589 411,806 32,586 49,746 Wanganui (Wharf) .. .. .. .. 12 18 1,001 58,794 .. .. .. .. 24,412 6 810,101 15 6 34,514 2 2 38 60 6,115 14,107 „ (Wharf). Fordell .. .. 149 128 1,838 954 3,069 55 1,854 69,952 91 935 568 19 8 47 19 0 100 10 1 9 1 11 3,134 11 4 8 17 2 3,869 19 2 937 22,711 700 3,779 Fordell. Turakina .. .. 128 142 3,629 1,691 5,590 41 584 48,610! 2,598 1,171 1,056 11 0 29 6 6 157 4 7 14 4 8 3,117 3 4 18 3 5 4,392 13 6 469 28,035 613 6,638 Turakina. Greatford .. .. 150 147 1,560 1,079 2,936 8 918 34,383 .. 21,441 673 1 2 6 17 41 66 1 0 10 0 9 7,326 4 2 2 18 4 8.085 2 9! 628 32,931 1,421 3,365 Greatford. Halcombe .. .. 81 55 2,316 2,339i 4,791 76 365 34,032 2 3,2161 741 18 0 63 10 0 55 5 5 9 13 0 3,984 5 11 6 11 6 4,861 3 10 283 22,448 849 3,593 Halcombe. Feilding .. .. 1,948 890 11,354 6,0081 20,200 172 6,682 161,382 143 10,800! 8,849 15 6 263 5 8 696 19 6 199 12 0 21,692 10 3 55 16 8 31,757 19 7 15,107 116,397 18,931 29,278 Feilding. Palmerston North .. 13,427 6,557 62,178 39,977! 122,139 663 4,573 31,019 1,485 40,608! 57,343 18 0 1,684 4 10! 3,426 8 9 1,641 18 2 45,073 8 1 936 7 6| 110,106 5 4! 9,172 127,754 105,633 71,242 Palmerston North. Ashhurst .. 314 173 4,004 1,091 5,582 40 492 38,855 119 978 1,204 4 0 34 10 0 49 17 5 19 6 6 2,506 3 10 6 1 0 3,820 2 9j 2,020, 32,444 2,169 4,094 Ashhurst. Longburn .. .. 137 169 4,204 4,704 9,214 40 9,546 71,206 20,246 11,668 983 1 2 44 18 4 354 11 10 12 3 0 22,989 1 8CV.105 16 2 24,277 19 10 1,756 144,376 892 9,019 Longburn. Foxton .. .. 134 80 4,137 2,778 7,129 23 1,647 8,536 3,732 7,341 1,188 12 9 46 1 5 154 17 8 12 18 11 6,389 13 7 506 9 8 8,298 14 0 1,055 13,391 5,412 23,348 Foxton. Shannon .. .. 379! 364 8,083 9,640 18.466 194 3,039 33,313 252 5,419 3,492 5 11 280 0 2 202 13 11 37 7 4 7,955 17 3 13 17 5 11,982 2 0 1,046 24,041 2,239 6,584 Shannon. Levin.. .. .. 1,567 782 14,583 10,638 27,570 279 6,456 28,658 602 6,358 7,727 19 0 229 5 2 504 13 4 126 16 5 6,820 17 11 53 10 7 15,463 2 5 1,505 23,150 7,328 10,477 Levin. Otaki .. .. 1,031 474 8,902 6,054 16.461 196 2,083 29,033 2,803 5,685 4,408 5 9 209 18 10 2,41115 0 62 10 2 7,341 8 4 23 18 10 14,457 16 11 1,512 11,564 1,942 16,228 Otaki. Paekakariki .. .. 1,783 2,518 12,682 19,866 36,849 1,230 822 30,480 11,110 24,213 5,248 5 9 582 12 0 1,802 16 4 54 0 9 7,049 11 6 25 10 1 14,762 16 5 582 4.950 3,893 7,709 Paekakariki. Johnsonville .. .. 604 1,320 10,478 23,458 35,860 15,465 1,010 16,939 95 396 3,073 3 7 2,753 0 10 104 11 2 20 10 9 1,276 0 0 13 6 2 7,240 12 6 7,623 54,508 9,124 18,995 Johnsonville. Thorndon (Coaching) .. 17,700 17,008 61,677 95,316 191,701 16,772 .. .. .. .. 90,409 6 6 5,403 4 5 19,196 0 1 4,160 18 1 Cr. 161 2 0 286 1 9 119,294 8 10 .. .. .. .. Thorndon (Coaching). Lambton „ .. 14,065 37,184 65,163 96,491 212,903 42,288 .. .. .. .. 30,928 0 7 14,705 0 11 3,112 16 7 2,174 19 0 Cr. 40 18 5 456 1 8 51,336 0 4.. .. .. .. Lambton Wellington (Goods) .. .. .. .. 1,131 3,921 30,328 203,606 .. .. .. .. 259,511 1 0 2,941 16 11 262,452 17 11 1,273 2,510 99,583 181,638 Wellington (Goods). (Wharf) .. .. .. .. .. . .. .. 2,138 .. .. .. .. 188 11 5 .. 188 11 5 .. .. .. 30,771 „ (Wharf). Central Booking-office .. 13,346 10,633 11,825 29,872 65,676 7,664 .. .. .. .. 108,736 1 0 17,363 10 6 7,310 4 7 .. Cr. 21 1 3 80 14 2 133,469 9 0.. .. .. .. Central Booking-office. Ngahauranga .. .. 49 27 2,553 1,526 4,155 2,009 4 .. .. 9,516 161 4 7 387 8 9 6 7 1 1 9 1 2,016 5 10 5 2 10 2,577 18 2 14,192 504,075 2,499 6,015 Ngahauranga. Petone .. .. 1,060 4,867 15,505 41,506 62,938 93,655 270 1,413 2,351 16,951 4,230 9 7 14,279 18 1 249 7 11 84 4 0 19,367 13 6 110 9 4 38,322 2 5 9,392 594,807 51,734 17,351 Petone. Lower Hutt .. .. 1,254 3,005 10,837 18,045 33.141 36,892 203 .. 113 41,277 3,183 12 4 7,353 1 8 313 19 8 84 4 1 6,999 18 6 58 6 7 17,993 2 10 274 1,179 38,577 10,476 Lower Hutt. UpperHutt .. .. 1,566 2,361 18,386 36,888 59,201 21,147 1,917 8,074 234 6,451 6,870 13 10 4,748 10 2 759 8 11 52 14 8 5,287 7 1 70 13 5 17,789 8 1 2,202 6,572 3,670 7,485 Upper Hutt. Featherston .. .. 838 555 4,288 5,079 10,760 151 9,446 145,390 183 7,052 3,408 2 10 176 8 1 520 16 9 75 1 5 14,707 7 10 29 19 3 18,917 16 2 1,552 7,151; 6,637 12,649 Featherston. Greytown .. .. 256 161 1,343 1,061 2,821 45 201 10,332 .. 2,054 995 0 5 40 10 2 348 8 3 22 9 8 2,561 19 11 7 12 6 3,976 0 11 98 3,220 954 3,983 Greytown. Carterton .. .. 663 501 3,536 2,257 6,957 22 3,333 109,885 509 12,515 2,967 9 5 17 5 3 566 17 0 59 15 2 21,161 13 0 12 15 5 24,785 15 3 7,487 32,430 7,955 13,189 Carterton. Masterton .. .. 2,594 1,603 11,162 8,091 23,450 67 6,920 175,542 1,566 9,783 10,814 9 9 140 1 0 1,042 11 7 240 5 10 21,945 7 11 124 18 4 34,307 14 5 1,611 18,583 14,940 27,419 Masterton. MauriceviUe .. .. 114 49 1,239 584 1,986 33 437 17,567 .. 11,403 379 14 4 27 5 0 37 17 1 7 7 0 6,431 15 10 4 7 9 6,888 7 0 136 864 222 1,753 Mauriceville. Eketahuna .. .. 614 235 2,866 1,883 5,598 68 3,420 51,588 1,522 3,627 2,139 11 4 99 1 1 354 4 1 42 12 3 7,008 17 1 7 17 11 9,652 3 9 533 6,008 1,790 5,735 Eketahuna. Hukanui .. .. 33 29 901 802 1,765 17 1,720 11,250 .. 1,325 351 18 8 15 10 0 147 5 1 6 1 6 1,905 0 5 1 14 8 2,427 10 4 156 1,668 354 2,271 Hukanui. Pahiatua .. .. 791 221 3,382 1,680 , 6,074 19 4,898 94,400 1,563 3,477 2,472 7. 9 14 11 0 425 17 11 54 10 2 10,858 14 4 15 17 8 13,841 18 10 711 11,283 3,724 8,172 Pabiatua. Mangatainoka .. .. 119 53 699 295 1,166 13 1,762 40,025 .. 2,491 413 4 3 13 18 8 145 9 6 11 15 6 7,826 1 6 1 10 7 8,412 0 0 244 1,504 449 3,572 Mangatainoka. Woodville .. .. 1,260 1,226 9,021 6,058 17,565 69 8,172 138,489 426 5,753 4,226 10 5 95 1 7 267 9 4 77 19 5 16,092 0 6 70 10 1 20,829 11 4 2,225 23,252 1,290 5,786 Woodville. Dannevirke .. .. 3,338 1,146 17,854 7,503 29,841 261 7,707 108,446 767 7,263 10,727 6 1 345 7 2 845 13 6 257 5 2 15,968 11 1 106 18 3 28,251 1 3 2,420 19,570 12,564 18,812 Dannevirke. Ormondville .. .. 324 119 4,403 2,900 7,746 63 2,955 59,311 3 2,367 1,560 1 10 60 0 0 114 19 10 26 3 1 5,810 16 1 4 13 5 7,576 14 3 650 5,589 1,627 4,825 Ormondville. Takapau .. .. 397 109 2,734 1,886 5,126 52 1,809 123,096 1,326 2,209 1,709 17 1 46 5 3 169 16 4 35 15 10 7,910 7 10 9 19 11 9,882 2 3 1,261 8,249 882 3,511 Takapau. Waipukurau .. .. 2,318 769 11,394 6,335 20,816 125 5,727 195,762 234 4,179 6,520 15 4 42 15 2 496 8 5 126 8 6 12,690 9 8 55 15 8 19,932 12 9| 1,256 13,062 5,502 12,038 Waipukurau. Waipawa .. .. 1,099 438 5,689 4,737 11,963: 131 1,915 83,519 2,226| 3,413 3,286 4 1] 76 0 7 299 10 4 66 11 3 5,612 12 1 23 16 3 9,364 14 7| 297 3,866 522 6,915' Waipawa. Otane .. .. 367 215 2,785! 3,710 7,077 157 5,424 136,059 602 2,006 1,447 17 0 73 13 9 108 7 10 19 6 0 10,621 9 4 2 16 4 12,273 10 3 1,222 26,790 671 4,995| Otant. I Hastings .. .. 4,232 2,127 24,336 14,281 44,976 729 1,557 33,515 827 31,892 21,770 10 4 679 1 3 1,840 0 9 382 4 4 41,896 3 3 222 4 4 66,790 4 3 3,813 108,951 14,091 42,906 Hastings. Clive.. .. .. 19 17 462 687 1,185 231 95 2,150 86 25,273 151 6 1 101 18 3 69 8 10 3 19 11 10,417 19 5 2 1 9 10,746 14 3 16,058 435,1251 475 3,493 Clive. Napier .. .. 6,228 3,279 27,373 21,507 58.387 2,645 580 61,835 4,430; 9,110 33,545 16 7 1,326 7 11 2,313 6 9 557 14 7 11,662 19 3 902 3 4 50,308 8 5 834 6.585! 10,256 25,342 Napier. Port Ahuriri .. .. .. .. .. 6 181 6,507| 41,777 .. .. 40 2 1 .. 22,818 5 9 648 8 9 23,506 16 7 155 3,790 8,849 45,932 Port Ahuriri. Chief Accountant .. 7,864 5,953 4,303 17,714 35,834 523 .. .. .. .. 40,331 18 11 19,502 9 11 1 10 0 66,940 3 5 83,105 0 0 41,191 5 2 251,072 7 5.. .. .. .. Chief Accountant. Overseas Traffic .• •» .. .. •• .. .. 184 44 .. 1,634 .. .. •• .. 20,859 10 0| .. - 20,859 10 0 184 44 1,634 Overseas Traffic. Totals .. .. 237,414 177,1661,491,4701,371,814 3,277,864480,421526,478 4,816,592 1,299,310| 2,867,0161,195,258 15 7171,033 19 8144,039 8 1196,969 14 62,721,384 0 o|93,300 0 74,421,985 19 3 526,478 4,816,592 1,299,310 2,867,016 Totals. Kaiku Suction— Kaihu Section— Dargaville .. .. 231 139 9,257 5,560 15,187 30 52 171 761 2,961 2,297 9 6 57 11 4 157 12 8 4 14 4 1,588 0 0 58 10 5 4,163 18 :i 16 1,445 7,391 1,420 Dargaville. Donnelly's Crossing .. 34 3 1,202 725 1,964 2 16 1,445 7,391 1,420 271 11 5 1 18 6 671 1 0 0 8 5 1,374 0 4 6 1 0 2,325 0 * 52 171 761 2,961 Donnelly's Crossing. District Office .. 234 234 .. .. .. .. .. 28 16 0; 250 9 11 .. 384 0 0 .. 5 10 0 668 15 11 .. .. .. District Office. Totals .. .. 265 142 10,459j 6,519 17,385 32 68 1,616 8,152 4,381 2,597 16 11 309 19 9 828 13 8 389 2 9 2,962 0 4 70 1 5 7,157 14 10 68| 1,616 8,152 4,38l' Totals. Gisborne Section— Gismorthjc Bbctiow— Gisborne .. .. 2,385 407 13,257 8,341 24,390 116 86 4,160 1,524 7,159 4,705 0 0 89 2 7 337 15 1 93 9 7 4,743 10 3 315 1 0 10,283 18 ti 553 76,045 38,201 37.S3S Gisborne. Te Karaka .. .. 486 202 2,347 1,198 4,233 98 1,011 86,525 3,101 36,817 535 16 6 63 14 5 916 5 2 4 11 9 11,300 15 10 31 13 0 12,852 16 8 100 6,849 4,507 7,728 Te Karaka. Motuhora .. .. 2,301 576 7,698 5,060 15,635 9 2*7 11,173 38,977 7,440 3,365 8 1(1 7 4 0 119 2 11 8 8 5 8,299 18 3 8 2 8 11,808 5 1 731 18,964 894 5,850 Motuhora. District Office .. .. .. .. .. 573 573 .. .. .. .. .. 72 0 3 623 13 8 .. 960 0 0 .. .. 1,655 13 11 .. .. .. ,. District Office. Totals .. .. 5,172 1,185 23,302| 15.172 44,831 223 1,384 101,8581 43,602 51,416 8,678 5 7 783 14 8 1.373 3 2 1,066 9 9 24,344 4 4 354 16 8 36,600 14 2 1,384 101,858 43,602 51,416 Totals. J ! , ! 1 — ! ! !
27
D.—2
STATEMENT No. 18—continued. Statement of Traffic and Revenue for each Station for the Year ended 31st March, 1929—continued.
5—D. 2.
OUTWARD. INWARD. Number op Tickets. Stations. Number| p ... BVlootl Timber, _ Timber °f o«?i o«/i Hundreds of Other Ordinary Season T>ov«oia Mm Luggage, vr . „ Total Value Cattle Sheep HnnHMdsnf n«-v.«v Stations. First- First- Second- Second- Season r ., Pi„ R Superficial Goods. Passengers. Tickets. * * Mails, <tec. Goods. Miscellaneous. forwaided. r- a i nd ™ nd Superficial Goods class class class class Total. Tickets. oalves - Feet Calves. Pigs. plet wooa8 - Single. Return. Single. Return. South Island Main Lines 0 t and Branches south Island Main Lines Number. Number. Tons. £ s. d. £ s. d. £ s. d. £ s. d. £ s. d. £ s. d. £ s. d. Number. Number. Tons and Branches— Lyttelton .. .. 29,543 25,7541 32,943 79,809 168,049 13,219 1.523 40,198 51,717 351,872 13,332 9 11 3,904 17 2 2,149 12 10 118 19 10 137,370 18 9 15,677 6 8 172,554 5 2 1,825 11,725 13 273 273 370 Lyttelton. ,, (Wharf) .. .. .. | •• .. .. 14,272 .. .. .. .. 2,379 5 11 .. 2,379 5 11! .. 45'449 .. (Wharf). Heathcote .. .. 478 2,697 3,384 19,531 26,090 4,052 •• .. .. 2,911 1,170 8 3 1,053 9 6 45 7 5 11 19 10s 2,069 5 7 0 16 2 4,351 6 9 4 1 391 5 900 Heathcote Woolston .. .. 202 294 2,279 6,306 9,081 2,359 ( 7 .. 121 4,207 349 1 g 422 0 5 117 3 11 4 14 8j 1,961 10 10 15 11 4 2,870 2 10 ! 28 505 l'448 13'271 Woolston. Opawa .. .. 685 657 2,717 4,845 8,904 4,5061 •• .. .. •• 466 10 4 591 4 2 21 8 9 6 15 11 2 0 5 0 19 10: 1,088 19 5j .. .. '9 Opawa. Christchurch (Coaching).. 41,689 41,525 112,705 221,687 417,606 30,578 .. i .. •• 90,677 7 1 7,178 15 7 11,520 11 3 6,065 3 3 Gr. 91 11 8 499 1 4 1 115,849 6 10 .. .. Christchurch (Coaching). (Goods) .. .. .. .. 941 19 10,740 102,291 .. .. .. .. 98,310 5 3 3,033 10 3! 101,343 15 6 1,068 478 120,596 334,563 „ (Goods). Central Booking-office .. 10,085 6,348 6,241 12,788 35,462 418 •• .. .. •• 43,775 18 5 3,288 5 4 3,493 8 8 11 10 6 Gr. 11 10 3 49 5 3l 50,606 17 11 .. Central Booking-office Addington .. .. 188 439 3,757 4,634 9,018 1,726 5,625 313,550 9,582 31,111 1,371 18 6 215 13 2 179 18 I 42 111 25,112 12 9 368 16 5 27,291 0 10 22,014 525 855 88 281 76 011 Addington. Riccarton .. .. 238 94 1,051 737 2,120 275 •• .. 2,115 5,562 358 2 5 52 2 3 25 6 7 9 17 9 2,082 11 9 12 I 6 2,540 2 3 10 .. Riccarton. Papanui .. .. 564 180 3,344 4,298 8,386 1,763 80 .. 403 4,793 1,084 8 5 372 5 8 135 8 10 25 19 2\ 3,166 10 10 13 17 0! 4,798 9 11 210 100 13 664! 10 016 Papanui Belfast .. .. 98 381 2,646 4,908 8,033 332 456 414 120 21,711 607 15 11 212 3 3 112 5 1 13 3 3 11,174 5 10 8 10 3 12,128 3 7 892 529 794 e'879 12'837 Belfast Kaiapoi .. .. 284 293 5,867 9,755 16,199 635 651 9,149 576 25,899 2,292 19 2 607 4 4 301 15 10 45 5 8: 11,019 8 4 30 12 7 14,297 5 11 493 188 604 4'o70 ! 9'381 Kaiapoi. Rangiora .. .. 903 1,109 10,315 18,315 30,642 683 1.474 46,094 1,346 26,137 4,837 4 8 869 19 0 413 8 4 83 2 4 11,890 18 3 62 2 I 18,156 14 8 1,178 15 965 ll'387 n '571 Rangiora. Oust 1 .. 400 533 934 79 375 23,693 492 6,252 129 3 6 62 1 3 22 11 11 5 5 4 3,435 7 0 0 11 11 3,655 0 11 184 8,106 '532! Cust. East Oxford .. .. 9 14 344 1,423 1,790 12 727 58,288 21 3,825 654 0 1 14 10 0 352 0 2 6 8 3 3,555 6 6 2 2 11 4,584 7 11 161 11 680 4 407 5 916 East Oxford Sefton .. .. 49 70 1,137 1,038 2,294 86 360 10,307 25 7,062 381 1 5 67 17 6 39 2 1 5 1 4 3,042 13 2 8 17 0 3,544 12 6 123 8 683 '353 l'496 Sefton Amberley .. .. 346 118 1,644 1,110 3,218 73 448 54,733 26 4,558 849 13 0 64 7 11 127 19 10 21 6 6 3,954 15 2 9 14 4 5,027 16 9 275 25 912 1 751 2'715 Amberley. Waipara .. .. 234 342 1,489 1,284 3,349 32 1.225 136,322 .. 5,986 930 13 6 32 6 4 278 6 4 7 7 8 8,956 14 5 5 8 10 10,210 17 1 280 12 861 '366 '846 Waipara Mina.. .. .. 133 58 829 524 1,544 .. ! 1.215 62,894 3 2,780 745 12 4 .. 268 8 8 10 11 6 5,363 3 7 15 0 4 6,402 16 5 481 13,987 3,028 5,304 Mina. Parnassus .. .. 1,347 140 1,164 486 3,137 5! 1,238 83,442 602 1,400 2,230 3 7 3 15 0 323 1 0 23 9 10 6,608 8 4 23 2 2 9,211 19 11 345 10 171 2 296 2 675 Parnassus Waikari .. .. 212 102 1,627 869 2,810 42 168 28,187 30 4,736 814 19 1 54 7 10 103 7 2 13 5 10 3,645 8 3 9 4 8 4,640 12 10 134 3 130 '830 2'971 Waikari. Hawarden .. .. 276 66 1,499 1,243 3,084 50 873 75,036 .. 7,547 907 15 6 47 14 9 195 2 4 14 3 3 7,901 10 4 4 8 1 9,070 14 3 196 12,865 1 973 2'449 Hawarden. Culverden .. .. 485 324 2,605 1,757 5,171 12 2,020 69,222 74 5,207 2,024 13 8 10 0 0 236 9 2 34 3 7 8,096 0 4 27 6 7 10,428 13 4 412 12,219 3*464 5*706 Culverden. Waiau .. .. 163 52 1,072 630 1,917 .. 573 59,263 23 1.611 922 10 0 .. 113 1 6 13 2 8 4,681 16 10 32 5 9 5,762 16 9 302 3,175 1)721 Waiau. Hornby .. .. 59 174 1,279 2,196 3,708 111 1.745 4,128 88 69,219 790 0 7 67 6 11 20 15 9 4 10 10 30,393 17 3 26 12 10 31,303 4 2 2,613 25,795 2 780 62 603 Hornby. Prebbleton .. .. 10 8 558 1,465 2,041 103 25 12 .. 7,316 212 4 10 85 15 10 11 3 11 1 10 0 2,267 3 1 0 15 10 2,578 13 6 43 995 '224 1 127 Prebbleton. Lincoln .. .. 30 50 692 1,107 1,879 57 995 43,707 8 16,6J0 371 1 8 56 2 10 128 16 5 5 13 11 5,672 2 6 14 13 6 6,248 10 10 368 8,439 506 4'612 Lincoln. Springston .. .. 8 23 221 299 551 39 540 30,755 3 12,175 75 16 8 31 0 0 37 0 7 1 17 4 5,058 17 1 3 7 6 5,207 19 2 54 2,895 90 l'549 Springston. Leeston .. .. 78 101 492 1,446 2,117 99 672 18,696 1,271 8,577 512 12 1 92 3 0 484 8 8 5 9 8 4,407 16 3 8 6 2 5,510 15 10 608 36,012 2,171 Leeston. Southbridge .. .. 80 171 1,448 2,420 4,119 19 787 25,272 18 12,708 747 0 10 15 0 0 429 18 3 5 9 9 6,546 6 5 10 0 10 7,753 16 1 121 14,557 944 2 675 Southbridge. Little River .... 2 9 2,381 3,156 5,548 78 3,807 125,300 15 2,850 1,800 15 8 87 9 9 361 14 9 9 15 1 4,930 9 7 31 17 9 7,222 2 7 1,264 32,154 2 067 2'813 Little River. Islington .. .. 93 86 2,335 3,903 6,417 75 96 6,161 581 21,733 621 10 1 61 15 6 81 19 4 5 15 0 9,801 9 6 14 16 4 10,587 5 9 1,312 392,606 2'258 10'600 Islington. Rolleston .. .. 81 214 1,723 2,086 4,104 5 536 30,297 31 8,553 954 3 4 7 3 4 65 15 4 7 13 1 4,154 1 4 31 12 9 5,220 9 2 571 10,575 316 5 099 Rolleston. Kirwee .. .. 24 21 581 798 1,424 27 108 22,023 .. 4,436 341 8 6 24 12 6 34 14 2 4 9 8 2,294 4 9 1 15 1 2,701 4 8 85 18,678 482 Kirwee. Darfield .. .. 139 191 1,451 1,381 3,162 52 325 57,701 1,189 12,369 816 11 9 42 4 10 122 10 7 12 7 8 6,843 14 4 15 18 5 7,853 7 7 174 13,846 1 225 2 281 Darfield. Coalgate .... 7 7 129 687 830 70 616 49,402 30 12,368 179 6 11 59 17 6 97 7 11 2 0 6 7,558 7 7 3 3 1 7,900 3 6 212 12,058 3'424 5*421 Coalgate. Sheffield .. .. 34 55 550 644 1,283 32 597 29,178 33 4,220 390 10 10 44 8 9 326 11 8 5 7 2 2,873 15 1 2 18 4 3,643 11 10 158 11,746 1 058 2 824 Sheffield. Springfield .. .. 591 265 3,135 1,746 5,737 46 330 15,476 .. 2,086 1,475 3 7 42 2 4 185 16 5 63 11 9 3,569 3 2 60 16 3 5,396 13 6 116 7,219 426 2*708 Springfield. Arthur'sPass .. .. 278 77 1,016 687 2,058 .. 2 458 1 344 705 17 8 .. 21 9 2 16 17 5 400 2 5 3 18 9 1,148 5 5 55 3,927 351 '721 Arthur's Pass. Otira.. .. .. 631 232 4,863 1,957 7,683 49 504 4,685 70,041 1,916 2,019 6 5 45 0 3 260 14 3 20 7 3 20,931 2 2 5 17 4 23,282 7 8 98 808 1 465 3 737 Otira. Moana .. .. 57 69 1,383 940 2,449 18 398 1,690 94,211 1,760 605 1 2 13 3 8 276 9 4 6 19 10 17,734 10 4 2 15 8 18,639 0 0 169 2,504 '248 2*025 Moana. Stillwater .. .. 331 307 4,908 4,857 10,403 137 34 58 51,002 64,613 1,697 15 5 88 18 0 161 1 10 15 5 , 6 28,191 12 6 3 0 0 30,157 13 3 72 79 864 6 783 Stillwater. Ngahere .. .. 201 245 2,939 2,184 5,569 169 1,352 11,761 77,699 2,502 866 14 9 82 0 4 217 17 4 13 7 10 15,455 8 9 3 14 9 16,639 3 9 300 7,335 429 l'773 Ngahere. Blackball .. .. 65 114 2,587 3,519; 6,285 257 2 2 111,424 1,121 17 9 202 13 9 57 17 6 7 8 2 29,632 0 7 19 7 5 31,041 5 2 2 441 Blackball. Ikamatua .. .. 148 163 1,337 835 2,483 81 881 5.351 27,293 4,780 772 11 11 65 16 4 195 7 4 9 11 4 9,311 11 0 9 17 9 10,364 15 8 415 2,114 1 625 5 266 Ikamatua. Reefton .. .. 1,696 630 6,861 3,508; 12,695 94 915 14,646 42,613 26,528 4,830 6 9; 57 4 7 329 8 2 78 0 4 28,894 8 4 315 11 8! 34,504 19 10 1,021 2,004 2*318 4'334 Reefton. Greymouth .. .. 5,491 3,068 51,469 39,221 99,249 3,198 730 1,215 34,083 11,568 19,986 11 0 1,258 6 6 1,924 19 1 472 15 5 18,959 7 9 7,070 2 8 49,672 2 5 1,801 6,790 24,156 Greymouth. „ (Wharf) .. .. .. .. .. .. .. 3 .. 877 3,817 .. .. .. .. 3,787 12 0 .. 3,787 12 0 .. .. 372J02 25o]946 „ (Wharf). Runanga .. .. 10 22 10,229 17,252 27,513 2,682 14 .. 2,208 97,124 1,488 12 4 709 14 11 29 0 5 6 4 6 44,688 19 2 38 15 9 46,961 7 1 73 491 671 3,323 Runanga. Rewanui .. .. 1 .. 1,127 3,367 4,495 11,750 10 .. 30 115,725 368 13 7 2,155 59 09 0 034 45,756 0 10 252 0 11 48,532 13 5 13 1 966 3 691 Rewanui. Kumara .. .. 317 228 1,801 1,099 3,445 33| 1,229 4,316 129,766 1,784 573 0 10 25 15 5 64 7 7 9 2 3 19,851 16 10 2 2 0 20,526 4 11 376 507 '28O 3*074 Kumara. Hokitika .. .. 2,127 1,062 10,033 8,844 22,066 111 172 2,137 156,142 2,739 6,782 14 0 105 16 7 564 16 4 104 13 1 32,460 6 4 257 15 11 40,276 2 3 795 3,304 1 370 12 008 Hokitika. Ross.. .. .. 158 157 2,781 5,715 8,811 32 1,565 11,236 56,315 2,785 983 12 5; 30 18 5 123 2 4 Gr. 1 9 3 17,897 5 2 5 17 31 19,039 6 4 85 621 668 3 214 Ross. Dunsandel .. .. 98 125 2,142 3,839; 6,204 72 476 34,739 374 8,479 1,352 13 8 87 7 11 102 12 5 13 0 11 5,163 4 10 8 18 3 6,727 18 0 181 26,281 1,183 3,270 Dunsandel. Rakaia .. .. 406 401 4,198 5,583 10,588 316 774 102,865 3,771 28,247 3,180 16 6 363 12 10 280 12 1 49 5 4 19,250 13 3 21 6 3 23,146 6 3 236 43,116 1 015 4 473 Rakaia. Methven .. .. 7 16 2,718 3,014 5,755 26 918 105,614 3 10,317 1,464 5 11 40 6 11 92 1 6 19 1 10 11,492 17 10 27 17 2 13,136 11 2 664 47,507 4'449 10 539 Methven. Chertsey .. .. 70 27 1,045 1,623 2,765 64 740 44,671 4,896 10,417 502 14 11 63 14 0 79 16 11 6 5 10 12,189 0 2 3 3 0 12,844 14 10 116 94,6841 '89 1 362 Chertsey. Ashburton .. .. 2,800 1,717 18,507 22.890 45,914 569 1,327 3,181 1,262 25,424 16,781 19 7 836 0 4 992 8 6 322 11 4 18,060 8 11 297 10 9 37,290 19 5 1,185 55,452 16 622 30 425 Ashburton. Tinwald .. 28 36 1,698 812 2,574 186 621 120,000 7,208 13,236 172 19 1 138 13 11 94 2 0 3 9 5 12,771 2 3 0 7 11 13,180 14 7 262 57,194 314 3,437 Tinwald. Mount Somers 29 26 414 384 853 57 523 13,336 .. 2,376 261 0 4 44 5 0 174 18 5 6 19 10 2,121 17 10 0 4 9 2,609 6 2 251 9,792 1,369 4,919 Mount Somers. Hinds.. .. .. 54 61 1,209 1,813 3,137 100 630 88,213 697 13,434 521 13 3 84 5 0 50 9 7 8 16 4 9,545 12 8 4 19 11 10,215 16 9 331 33,482| 559 3,728 Hinds. Rangitata .. .. 49 18 488 766 1,J21 53 51 27,506 4,915 3,387 313 17 7 39 5 0 50 2 6 4 9 10 2,888 3 8 4 9 0 3,300 7 7 73 7,865 1,198 1,651 Rangitata. Orari.. .. .. 620 233 2,614 2,281 5,748 54 592 72,924 261 6,019 2,254 15 3 60 11 8 153 16 0 47 11 5 4,894 4 9 12 2 4 7,423 1 5 447 21,804 2 042 5,716 Orari Winchester .. .. 70 109 1,128 1,615 2,922 76 776 2,156 19 5,579 438 0 11 61 2 5 38 5 6 6 6 8 2,490 5 10 4 0 4 3,038 1 8 247 5,074 227 3,146 Winchester. Temuka .. .. 803 313 6,519 5,261 • 12,896 70 575 24,893 286 10,689 4,169 2 2 57 14 11 543 1 10 90 1 4 6,422 0 4 29 5 3 11,311 5 10 670 12,068 3,860 10,213 Temuka. Washdyke .. .. 13 1 728 954 1,696 78 857 16,792 .. 17,438 209 1 5 60 15 0 33 11 2 1 16 8 7,326 4 6 27 13 6 7,659 2 3 1,472 195,169 581 5,889 Waahdvke Pleasant Point.. .. 102 55 2,058 1,983 4,198 50 272 73,652 8 9,977 589 10 7 39 0 6 70 15 11 12 9 6 5,195 18 1 7 13 1 5,915 7 8 545 18,717 915 3,937 Pleasant Point. Albury .. .. 51 26 982 764 1,823 59 191 40,191 18 2,759 439 14 4 52 15 8 38 8 6 7 0 11 2,905 1 8 6 2 4 3,449 3 5 116 3,402 1,087 3,448 Alburv. Fairlie .. .. 202 61 2,317 2,1031 4,683 15 348 51,221 16 3,673 1,170 9 11 39 10 0 285 14 5 29 5 3 4,709 10 2 13 3 0 6,247 12 9 252 2,910 3,960 6,761 Fairlie. Timaru .. 6,587 2,839 30,776 23,560 63,762 630 408 7,924 5,777 80,273 31,200 15 9 393 13 2 2,222 18 7 718 15 10 36,267 14 5 3,987 10 4 74,791 8 1 1,697 313,610 33,715 174,212 Timaru. „ (Wharf) .. .. .. .. .. .. .. .. .. .. 45,264 .. .. .. .. 7,274 !) 8 .. 7,274 9 8 .. .. .. 47,304 „ (Wharf). St. Andrews .. .. 80 35 2,873 1,733 4,721 116 283 19,051 2 16,184 573 16 3 94 0 0 45 1 5 10 8 11 5,690 18 2 7 1 0 6,421 5 9 252 106,470 504 4.907 St. Andrews. Makikihi .. .. 21 19 767 511 1,318 38 257 24,867 10 3,649 262 10 5 32 13 4 39 4 1 6 11 1 2,112 8 6 5 10 0 2,458 17 5 108 5 721 376 1,946 Makikihi. Studholme .. .. 382 294 2,236 1,938 4,850 64 836 37,707 1 7,449 1,090 8 0 50 0 0 51 6 0 24 18 0 4,714 10 4 7 3 7 5,938 5 11 250 13,522 351 1,628 Studholme. Waimate .. .. 1,095 475 6,022 5,993 13,585 151 609 59,488 111 8,965 4,210 18 10 115 7 11 700 16 4 100 5 9 8,181 12 11 72 5 0 13,381 6 9 485 4,699 6,460 13,802 Waimate. Morven .. .. 67 62 868 960 1,957 39 149 49,205 .. 6,826 461 12 3 31 10 0 33 18 4 8 1 6 4,801 8 5 3 4 11 5,339 15 5 105 5,145 333 2,241 Morven. Glenavy .. .. 36 37 837 1,031 1,941 99 235 19,258 .. 3,951 357 17 101 86 15 2 80 19 11 6 13 9 2,195 8 2 5 8 6 2,733 3 4 122 14,431 983 2,935 Glenavy. Pukeuri Junction .. 8 8 1,131 444 1,691 28 507 48,732 3 12,284 121 18 4 21 15 0 111 18 6 2 19 9 8,920 18 6 4 8 1 9,183 8 2 571 162,909 175 5,561 Pukeuri Junction. Duntroon .. .. 2 7 545 433 987 78 328 38,119 83 2,701 257 8 10 64 7 6 48 7 2 3 15 11 3,196 0 11 1 0 1 3,571 0 5 87 5,359 1,036 3,069 Duntroon. Kurow .. .. 62 52 2,749 2,598 5,461 47 237 44,770 25 3,859 1,444 14 0 43 5 9 129 10 7 12 9 8 6,719 14 3 21 19 8 8,371 13 11 254 3,756 10,573 7,862 Kurow. Oamaru .. .. 3,260 1,882 21,687 17,996 44,825 216 734 25,582 3,198 22,107 18,966 3 7 202 2 6 1,252 11 8 525 5 11 12,942 2 0 999 4 5 34,887 10 1 956 7,211 18,664 52,135 Oamaru. Breakwater .. .. .. .. .. .. .. .. .. 9,329 1,216 9,092 .. .. .. .. 2,497 10 9 344 11 9 2,842 2 6 .. 201 .. 21 296 Breakwater Waiareka Junction .. 20 14 381 239 654 7 422 34,185 38 14,064 85 17 3 8 5 0 56 0 2 0 12 1 8,312 16 7 36 7 7 8,499 18 8 374 21,409 159 3,871 Waiareka Junction. Ngapara .. .. .. .. 325 17 342 68 8,029 .. 12,063 48 2 8 .. 23 18 8 0 10 0 3,575 5 8 0 5 5 3,648 2 5 100 5,428 1,594 8,281 Ngapara. Maheno .. .. 79 32 2,264 1,301 3,676 103 2,668 35,068 7 6,496 520 0 7 77 12 6 511 17 2 6 17 9 5,257 16 7 5 12 3 6,379 16 10 314 17,515 1,237 8,897 Maheno. Hampden .. .. 161 239 1,299 965 2,664 35 892 26,252 22 7,801 660 18 3 39 4 9 201 13 II 16 0 3 5,279 18 9 45 17 5 6,243 13 4 379 4,434 1,173 4,850 Hampden. Palmerston .. .. 1,011 662 10,226 7,995 19,894 104 726 54,732 248 19,499 4,049 5 11 97 2 1 599 2 II 53 2 6 11,279 15 8 111 18 2 16,190 7 3 705 6,480 1,615 7,514 Palmerston. Makaraeo .. .. .. .. .. .. .. .. .. .. .. 12,534 .. .. .. .. 5,033 1 8 .. 5,033 1 8 .. .. 57 2,414 Makaraeo Waikouaiti .. .. 235 229 2,071 1,673 4,208 105 1,294 25,913 6 1,229 921 19 0 109 9 0 213 11 10; 17 14 6 2,353 16 9 0 18 11 3,617 10 0 753 7,251 2,029 5,333 Waikouaiti. Seacliff .. .. 363 295 5,223 3,623 9,504 636 ; 287 4,197 22 458 1,483 9 1 214 11 II 153 4 11 7 18 6 690 12 (I 0 19 8 2,550 16 1 239 2,728 1,034 9,244 Seaclifi. Waitati .. .. 198 272 2,720 3,656 6,846 143 193 2,112 246 717 688 18 5! Ill 19 4 135 16 it 4 4 8 522 6 10 0 15 11 1,464 1 2 170 2,139 188 2 371 Waitati Port Chalmers Upper .. 102 370 1,321; 4,4901 6,283 127 96 1,118 1 33 918 2 6 48 18 10 134 19 7 14 11 3 99 5 1 0 6 9 1,216 4 0 23 70 .. 16 Port Chalmers Upper Sawyer's Bay .. .. 2791 1,173 4,901: 12,3681 18,721 4,757 80 943 171 177 974 6 10 1,129 17 9 11 18 5 5 11 2 157 15 2 0 18 loj 2,280 8 2 99 464 165 3,999 Sawver's Bav. Port ChalmerB .. 1,612 5,890 11,080 40,556 59,138 11,244 12 16 710 57,119 4,171 13 4 3,612 13 . 248 4 4 26 14 11 17,604 8 3 1,418 0 5: 27,081 14 10 10 69 3,115 52,863 Port Chalmers.
D._ 2
28
STATEMENT No. 18—continued. Statement of Traffic and Revenue for each Station for the Year ended 31st March, 1929—continued.
OUTWARD. INWARD. c Number of Tickets. btations. Number rattlp Sheet) Timber, Cattle Sheet) Timber, Stations. of Hundreds of Other Ordinary Season „ . . Luggage, « , , T - „ Total Value Hundreds of Other First- First- Second- Second- Season p ias Superficial Goods. Passengers. Tickets. Parcels, &c. Mails, &c. Goods. Miscellaneous. forwarded. P J ]vpC! p .? Superficial Goods. ; class class class class Total. Tickets. Calves - Fl S 8 - Feet. calves. ifigs. Feet Single. Return. Single. Return. ! ! I I I I I r ] South Island Main Lines South Island Main Lines and Branches—contd. , , and Branches—contd. Number. Number. Tons. - s. a. t s. d. £ s. a. £ s. d. £ s. d. £ s. d. £ s. a. Number. Number. Tons. Burkes .. .. 188| 1,072 1,336 5,443 8,039 2,079 1 .. .. .. 324 11 3 655 8 2 7 12 7 2 4 4 0 19 5 0 7 10 991 3 7 .. .. .. Burke's. Ravensbourne .. .. 1,312i 3,519 4,463 16,296 25,590 5,890 .. .. .. 82 779 15 8 1,615 6 4| 16 3 10 5 9 5 11 0 2 0 11 10 2,428 7 3 .. .. .. 1,791 Ravensbourne. Dunedm (Coaching) .. 24,726 33,125 106,446 223,686 387,983! 23,193 .. .. .. .. 130,042 19 8 11,048 2 1 16,001 0 9 3,590 4 8 Or. 125 11 3 523 0 5 161,079 16 4 .. .. .. .. Dunedin (Coaching). >• (Goods) .. .. .. .. 1,169 908 20,566 146,510 .. .. .. .. 170,250 19 6 1,565 0 8 171,816 0 2 : 1,287 2,273 100,857 281,957 „ (Goods). Gaversham .. .. 396 521 5,214 9,526 15,657 3,082 .. .. .. 422 1,697 13 91 360 12 6 86 16 7 21 10 7 750 1 11 1 6 7 2,918 1 11 .. .. 1,379 8,352 Caversham. Burnside .. .. 259 420 7.158 1 7,528 15,365 4,303 2,630 46,027 34 41,268; 515 19 3 778 5 5 178 18 (I 4 19 0 21,573 13 6 91 3 01 23,142 18 2 18,016 476,843 4,848: 51,650 Burnside. Green Island .. .. 616 1,368 4,651 14,394 21,029 5,180 .. .. .. 32,058 1,105 14 I 1,483 6 5 19 12 7 8 2 2i 5,520 15 8 1 1 3 8,138 12 2 4 .. 384 15,712 Green Island. Abbotsford .. .. 256 1,355 3,817 13,205 18,633 6,842 .. .. .. 6,686 942 12 2 1,468 17 5 22 16 11 7 18 5 1,221 12 2 26 8 S\ 3,690 5 4.. 5 812 2,363 Abbotsford. VVingatui .. 222 832 3,514 10,760 15.328 2,061 832 17,379 21 7,346 1,377 0 6 562 1 9 66 2 4 13 12 7 4,859 4 6 1 19 61 6.880 1 2 629 3,298 293 1,612 Wingatui. Middlemarch .. .. 356 146 1,146 445 2,093 13 1,161 65,944 83 2,956 731 5 11 19 8 t 558 3 8 9 13 I 7,053 9 10 ; 16 12 2 8,388 12 9 510 7,680 1,378 3,611 Middlemarch. Waipiata .. 258 82 1,189 593 2,122 .. 509 31,795 43 751 1,000 1 5 .. 115 7 3 9 18 3 3,406 9 9 2 10 6 4,534 7 2 98 3,438 2,008 4,244 Waipiata. Ranfurly .. .. 556 204 1,586 774 3,120 12 366 42,904 190 2,021 1,704 2 3 8 4 3 354 11 9 16 10 3 5,246 11 2 15 15 4 7,345 15 0 124 3,152 1,585 3,376 Ranfurly. Oturehua .. 99 36 579 282 996 23 369, 55,361 158 2.168 1 516 0 9 23 12 8 195 3 4 6 11 1 6,605 10 8 5 1 11 7,352 0 5 52 5,291 1,223 1,623 Oturehua. Omakau .. .. 321 92 1,369 510 2,292 1 434 46,291 45 1,592 1,248 11 2 29 16 3 326 7 11 9 5 2 6,040 9 11 10 2 8 7,664 13 1 403 7,162 2,632 4,298 Omakau. Alexandra .. .. 396 183 1,543 804 2,926 15 59 9,284 20 2,336 1,782 18 0 102 0 3 252 18 6 16 5 9 4,009 10 2 47 0 9 6,210 13 5 177 6,666 3,742 4,962 Alexandra. Cly de •• 188| 85 878! 412 1,563 72 43! 2,413 74 1,146 779 13 4 56 7 6 86 3 10 7 13 11 2,112 6 6 18 3 9 3,060 8 10 33 799 1,390 1,481 Clyde. Cromwell .. .. 606: 133 2 ,482 1,006 4,277 6 892 26,295 147 5,541 3,048 5 0 - 6 0 0 548 5 9 21 1 10 9,988 11 7 28 18 11 13,641 3 1 138 2,538 4,479 6,408 Cromwell. Mosgiel .. .. 743 2,480 11,166 37,174 51,563 9,024 840 11,656 5 9,210 5,189 10 6 2,785 19 9 318 11 0 126 10 10 2,936 16 1 22 1 0 11,379 9 2 658 8,074 1,741 13,893 Mosgiel. Outram .. .. 30 39 2,979 1,253 4,301 277 362 3,473 9 7,676 448 8 3 149 6 1 51 19 7 3 13 2 1,872 2 3 6 7 10 2,531 17 2 193 3,261 2,385 8,355 Outram. Allanton .. .. 134 327 2,901 2,452 5,814 37 1,347 16,392 35 2,989 787 15 8 33 11 6 240 3 2 6 14 4 2,116 5 8 2 15 6 3,187 5 10 751 6,800 1,740 10,678 Allanton. J®J burn 20 32 719 606 1,377 30 332 11,283 .. 55,566 194 11 7 13 7 6 38 13 8 3 3 0 17,880 14 2 298 9 4 18,428 19 3 357 2,345 1,203 18,578 Milburn. •• •• 1,066; 787 6,297 7,488 15,638 84 662 33,316 390 17,567 4,834 17 7 109 8 11 467 15 6 61 12 1 8,979 9 4 328 5 6 14,781 8 11 450 8,937 1,810 11,636 Milton. Waitahuna .. 43 52 4741 968 1,537 8 160 17,359 191 768 327 11 10 12 13 11 108 14 9 6 2 10 1,236 1 9 4 16 2 1,696 1 3 57 1,115 997 3,207 Waitahuna, Lawrence .. .. 517 456 3,741 3,415 8,129 9 352 19,025 86 1,277 2,356 16 0 11 17 0 313 4 2: 25 3 4 2,491 15 2 60 6 3 5,259 1 11 184 1,323 1,491 4,997 Lawrence. Miller's Flat .. .. ] 2 i 44 761 656 1,582 2 144 11,041 9 2,594 325 6 9 4 2 4 78 16 7 11 18 10 3,984 15 1 6 1 10 4,411 1 5 153 953 2,688 2,667 Miller's Flat. Roxburgh .. 147 58 899 689 1,793 .. 16 6,325 40 3,403 709 3 10 .. 83 2 10 10 6 0 5,358 3 7 5 11 0 6,166 7 3 22 132 4,626| 2,437 Roxburgh. Lovell's Flat .. .. 54 155 6 29 669 1,507 70 103 18,931 112 21,740 231 19 9 50 7 4 32 3 0 3 2 9 9,693 2 1 270 12 0 10,281 6 11 105 2,965 438 5,812 Loveil's Flat. Stirling .. .. ]44 174 3,754 3>2 8l 7,353 131 3,638 8,161 5 75,785 1,400 16 8 155 2 3 150 13 8- 14 14 6 38,765 1 5 1,058 15 5 41,545 3 11 2,056 3,837 2,146 4,270 Stirling. Balclutha .. .. 1,358 1,135 12,552 9,791 24,836 119 1,311 87,427 237 26,979 9,586 14 7 274 15 8 936 0 4 123 2 5 16,226 19 4 18116 6 27,329 8 10 1,292 34,064 5,650 13,794 Balelutha. Owaka •• 287 150 2,718 2,565 5,720 16 736 27,311 40,740 5,658 1,756 11 0 23 5 6 320 15 11 32 16 7 14,168 14 1 35 18 8 16,338 1 9 1,054 63,807 2,278: 12,576 Owaka. Tahakopa .. .. 124 94 3,157 4,520 7,895; 10 45 1,938 38,482 1,993 956 2 5 10 2 6 137 15 11 4 1 0 9,511 11 7 71 1 10 10,690 15 3 70 3,977 102 8,102 Tahakopa. Waiwera .. .. 30 38 862 675 1,605 15 364 21,755 16 929 372 15 9 25 17 8 343 7 10 5 17 Oi 2.000 2 0 13 5 9 2,761 6 0 66 2,948 911 9,535 Waiwera. ~™ ton .. .. 286 297 5,187 5,457 11,227 56 251 30,247 .. 1,915 2,878 2 4 97 14 0 98 14 2 22 16 0 3,058 10 2 18 3 5 6,174 0 1 158 4,794 837 7,858 Clinton. Waipahi .. .. 1451 151 i,i 0 3i 1,594 2,993 25 988 86,881 33 4,002 869 2 0 25 16 6 179 12 11 8 19 10 8,580 14 2 11 0 10 9,675 6 3| 415 6,225 3,132 15,945 Waipahi. Tapanui .. .. 67 71 1,285 1,179 2,602 1 132 11,032 I 801 886 15 0 1 0 0 75 1 11 18 2 4 1,516 15 8 3 3 4 2,500 18 3 128 1,143 1,349 5,724 Tapanui. Kelso •• •• 8 5 540 477 1,030; 4 201 26,192 .. 3,942 288 12 3 3 1 3 37 14 6 4 12 6 3,290 13 11 16 15 2 3,641 9 7 76 1,397 545 3,256 Kelso. Heriot •• •• 42 12 1,803 1,065 2,922j 23 334 52,144 16 2,403 1,018 8 10 16 9 11 125 0 5 15 16 5 6,089 17 10 16 17 2 7,282 10 7 352 1,510 2,021 8,661 Heriot. Gore •• •• 2,164! 1,398 21,693 15,801 41,056 539 2,002 67,866 1,172 24,507 15,513 4 8 572 14 2 1,357 15 9 232 3 7 18,208 17 0 198 11 9 36,083 6 11 1,255 10,337 10,227 34,798 Gore. Riversdale .. . 60 49 1,815 1,944 3,868 104 1,158 71,216 7 7,633 722 2 5 85 17 5 160 13 0 11 6 7 9,754 8 5 19 3 9 10,753 11 7 279 8,929 4,369 18,779 Riversdale. Mataura .. .. 263 144 6,950 7,897 15,254 498 340 10,903 1,171 13,962 3,326 0 6 293 17 1 164 11 7 37 5 0 14,669 12 4 18 4 3 18,509 10 9 935 68,121 1,996 13,654 Mataura. Edendale .. 239! 261 3,807 4,810 9,117 147 1,549 27,051 •• 3,930 2,961 3 0 134 3 3 122 0 5 28 6 4 5,792 6 9 54 14 9 9,092 14 6 691 12,800 1,874; 13,171 Edendale. Wyndham .. .. 102 135 2,216: 2,111 4,564 33 1,105 24,528 15 2,784 1,224 1 4 30 17 4 158 9 7 12 6 7 4,451 6 2 8 0 8 5,885 1 8 400 3,339 2,037: 10,451 Wyndham. Woodlands .. .. 82 80 2,6261 2,521 5,309 126 1,414 37,890 72 3,343 1,085 10 5 107 17 5 101 8 1 11 8 4 4,105 7 6 2 11 5 5,414 3 2 330 16,742 2,144 20,308 Woodlands. Invercargill (Coaching) .. 6,661 7,955 50,293 78,826 143,735 4,844 .. .. .. .. 51,529 11 8 3,400 0 2 3,779 8 8 860 12 7 Cr. 25 1 10 177 19 2 59,722 10 5 .. .. .. .. Invercargill (Coaching). (Goods) .. .. .. : .. .. .. 5,243 48,370 32,291 64,406 .. .. .. .. 51,818 15 41 1,012 11 3 52,831 6 7 3,416 26,218 33,518 146,775 „ (Goods). Waimahaka .... 1 6 4,273 4,982 9,262 86 1,634 31,937 31,258 3,213 505 0 0 68 2 6 292 8 6 1 8 7 9,400 14 11 9 18 5 10,277 12 11 851 13,081 1,804 19,925 Waimahaka. Bluff •• 798 2,265 7,358 22,671 33,092 1,561 80 37 6,218 111,543 4,874 2 11 1,126 15 1 503 2 9! 53 9 1 49,551 19 10 4,735 7 4 60,844 17 0 588 164,227 50,770; 65,743 Bluff. „ (Wharf) .. .. .. I .. .. .. .. .. .. .. 7,091 .. .. .. .. 841 17 01 .. 841 17 0 .. .. 26,209 „ (Wharf). Makarewa .. .. 51 114 1,837 1,200 354 2,045 47,742 948 32,810 302 18 0 137 2 1 92 10 10 5 2 8 12,255 7 8 13 5 12,801 14 9 1,808 104,536 2,630 12,383 Makarewa. Thornbury .. .. 65 117 1,271 1,047 2,500 111 293 35,111 8,512 3,492 349 17 10 102 11 7 34 5 6; 3 10 8 4,404 7 11 2 9 4 4,897 2 10 201 5,125 801 9,260 Thornbury. Riverton .. .. 439. 308 5,926 2,953 9,626: 256 515 8,798 30,137 3,697 1,814 6 11 218 0 4 217 8 6 16 7 0 8,740 0 4 16 12 10 11,022 15 11 447 1,952 1,637 7,601 Riverton. Orepuki .. .. 157; 98 4,591 3,413 8,259 152 572 13,763 25,688 3,259 1,432 4 5: 90 19 4 90 10 1 5 19 8 9,461 18 2 3 17 8 11,085 9 4 208 5,449 303 3,779 Orepuki. Tuatapere .. 291 198 6,081 4,653 11,223 51 634 25,540 41,314 7,883 1,652 17 5 51 7 6 278 4 S 5 0 10 16,751 12 8 3 10 1 18,742 13 2 550 3,966 131 4,919 Tuatapere. Otautau .. .. 159 78 1,784 1,916 3,937 179 562 42,985 13,911 6,124 889 3 2 116 11 4 135 16 11 7 3 3 6,886 13 2 10 12 10 8,046 0 8 479 4,767 208; 9,063 Otautau. Wairio .. .. 108 183 2,210 2,915 5,416 85 151 7,742 .. 196,205 1,033 8 8 66 8 4 99 5 10 4 17 1 133,117 3 11 2,638 18 0 136,960 1 10 243 2,144 2,853 11,145 Wairio. Win ton .. .. 332 230 5,196 4,650 10,408 279 1,876: 133,166 20,336 55,004 1,985 0 4 263 1 3 428 9 7 18 18 0 30,417 3 0 27 19 4 33,140 11 6 962 19,392 1,566 17,211 Winton. Lumsden .. .. 582 468 7,805 5,052 13,907 270 1,264 54,905 87 11,740 2,973 1 ti 242 3 8 605 6 5 27 3 10 9,308 17 4 15 13 1 13,172 5 10 677 18,474 4,547 17,913 Lumsden. Kingston .. . 387 85 1,751 1,138 3,361 2 100 2,969 12 496 1,301 5 7 2 7 10 29 3 1 13 12 5 547 17 5 5 18 2 1,900 4 6 79 1,808 748 3,055 Kingston. Through traffic (Lake .. .. .. .. .. 45 6,423 223 1,203 .. .. .. .. 2,486 18 6 .. 2,486 18 6 163 1,071 2,215 5,520 Through traffic (Lake Wakatipu) Wakatipu). Chief Accountant .. 4,993 5,021 4,241 21,988 36,243 287 .. .. .. .. 35,326 19 10 19,008 15 7 .. 44,274 11 10 24,906 0 019,951 2 11 143,467 10 2 .. .! .. .. Chief Accountant. Overseas traffic .... .. .. .. .. .. 133 301 2 2,941 .. .. .. . 13,385 18 3 .. 13,385 18 3 133 301 2 2,941 Overseas traffic. — _ — 1 — Totals .. 176,076 175,890 837,057 1,289,720 2,478,743173,650 103,459 4,530,762 1,174,359 2,879,950 644,118 4 5 81,478 6 1 68,904 4 159,581 14 61,938,633 13 869,388 11 62,862,104 14 3 103,459 4,530,762 1,174,359 2,879,950 Totals. Westport Section— Westport Section — Westport .. .. 125 156 9,290 7,681 17,252 270 119 1,116| 989 10,293 2,456 1 2 155 4 9 363 3 6 25 14 1 11,898 8 7 8,874 19 3 23,773 11 4 69 21 13,705 616,989 Westport. Waimangaroa Junction .. 7 25 3,121 3,482 6,635 140 41 71 13,984 254,387 475 17 2 74 15 0 127 9 2 3 2 7 38,929 12 5 24 11 8 39,635 8 (I 10 .. 3,075 6,255 Waimangaroa Junction. Granity .. .. 29 22 8,532 10,789 19,372 130 52 .. 4,076 366,141 2,216 13 1 95 9 2 139 8 9 7 13 6 67,130 6 6 2 6 3 69,591 17 3 133 1,166 2,269 7,577 Granity. District Office .. .. .. .. .. 416 416 2 .. .. .. 51 12 3 443 4 6 .. 640 0 0 .. 610 5 0 1,745 1 9 j .. .. .. District Office. Totals 161 203 20,943 22,368 43,675 542 212 1,187 19,049 630,821 5,200 3 8 768 13 5 630 1 5j 676 10 2 117,958 7 6 9,512 2 2 134,745 18 4 212 1,187 19,049 630,821 Totals. 1 ! Nelson Section— Nelson Section— Port Nelson .. .. .. .. .. .. .. .. .. .. .. 4,661 .. .. .. .. 332 15 11 .. 332 15 11 .. .. .. 555 Port Nelson. Nelson .. .. 466 441 9,841 15,063 25,801 721 31 707 1,893 10,093 3,613 8 6 652 8 7 455 17 1 56 13 9 6,583 2 6 124 10 10 11,486 1 3 816 13,155 6,592 16,880 Nelson. Wakefield 153 45 3,774 4,077 8,049 76 395 9,053 506 8,160 770 1 8 37 19 6 77 10 3 9 3 5 2,918 19 6 6 16 3 3,820 10 7 72 518 554 5,242 Wakefield. Kohatu .. .. 49 31 949 393 1,422 3 461 12,879 3,221 4,232 245 13 4 16 1 2 236 15 2 4 12 5 2,429 8 7 2 3 8 2,934 14 4 40 1,498 813 1,430 Kohatu. Glenhope .. .. 86 40 1,930 2,377 4,433 .. 399 4,729 3,674 1,313 666 12 10 .. 27 2 « 5 19 10 2,267 4 5 1 12 9 2,968 12 4 358 12,197 1,335 4,352 Glenhope. District Office .. .. 585 585 1 .. .. .. 73 4 3 626 1 11 .. 1,024 0 0 .. 802 11 0 2,525 17 2 .. .. .. District Office. Overseas traffic .. .. .. .. .. .. .. .. .. .. 436 .. .. .. .. 684 1 4 .. 684 1 4 .. .. 436 Overseas traffic. 1 ij 1 1 Totals ... 744 557 16,494 22,495 40,290 801 1,286 27,368 9,294 28,895 5,369 0 7 1,332 11 2 797 5 0 1,100 9 5 15,215 12 3 937 14 6 24,752 12 11 1,286 27,368 9,294 28,895 Totals. Pioton Section— Picton Section. Picton .. .. 3,591 360 7,891 5,074 16,916 116 87 24,701 337 18,261 2,001 9 8 112 15 3 151 19 2 43 6 5 10,958 15 11 2,130 18 10 15,399 5 3 275 126,539 365 19,666 Picton. Blenheim .. 3,761 1,096 9,191 5,178 19,226 365 934 151,837 1,944 22,153 3,586 15 11 325 8 5 402 6 11 89 18 9 11,090 0 0 145 17 3 15,640 7 3 522 38.933 313 24,704 Blenheim. Ward.. .. .. 227 82 3,585 3,677 7,571 5 473 29,453 65 7,005 1,169 9 5 4 2 6 194 17 6 5 10 11 2,983 1 5 4 18 2 4,361 19 11 697 40,519 1,668 3,049 Ward. District Office .. .. 2 .. 533 535 .. .. .. .. 67 10 3 549 5 11 .. 896 0 0 .. 6 12 0 1,519 8 2.. .. .. .. District Office. Overseas traffic .... .. .. I .. .. .. 13 .. 80 .. .. .. .. 595 6 11 .. 595 6 11 13 .. 80 Overseas traffic. Totals 7,581 1,538 20,667 14,462 44,248 486 1,507 205,991 2,346 47,499 6,825 5 3 991 12 1 749 3 T 1,034 16 1 25,627 4 3 2,288 6 3 37,516 7 6 1,507 205,991 2,346 47,499 Totals. _ - Lake Wakatipu * Lake Wakatipu S T E A M E E S — S T E A M E E 8 — Totals .. 2,526 2,007 5,436 8,375 18,344 14 290 10,555 4,764 7,618 4,425 16 8 154 0 8 342 19 0 651 11 2 5,288 10 0 77 12 2 10,940 9 8 290 10,555 4,764 7,618 Totals.
6 —D. 2,
D—2.
STATEMENT No. 18a. Classification of Goods and Live-stock Traffic and Earnings by Commodities.
29
Year ended 31st March, 1929. Year ended 31st March, 1928. Revenue. Revenue. Commodity- i , __ Tonnage Per Cent. T Mil Average Tonnage Per Cent. Tn - a AT1 _ m;)a Average j [ carried. ot Gross. 10118 one Mlle ' Haul. I Per Per carried. of Gross. Tons one Mlle - Haul. Per Per Total. ; Cent. Per Ton. Ton Total. Cent, Per Ton. ! Ton of Gross. Mile. of Gross. Mile. I i I Products of Agriculture. • Miles. £ £ s. d. d. Miles, i £ £ s d d Grain .. .. .. 355,522 4-67 15,948,026 45 151,354 309 0 8 6! 2-28 i 300,047 4-08 13,498,145 45 \ 127,361 j 2-70 0 8 6 2-26 Meals .. .. .. 121,283 1-59 7,401,395 61 62,947 1-29 0 10 5: 2-04 ; 126,580 1-72 7,269,043 57 63,333 ! 1-34 0 10 10 2-09 Fruit, N.Z. and Cook Islands 41,239 0-54 7,316,438 177 49,715 1-01 1 4 1 1-63 I 37,792 0-51 6,784,803 180 46,393 \ 0-98 1 4 7 1-63 Root crops, fodder.. .. 162,033 2-13 10,314,750 64 79,425 1-62 0 9 10 1-84 163,897 2-23 9,929,457 61 78,206 1-66 0 9 7 1-88 Flax, green and dressed .. 27,025 0-36 1,361,771 50 16,138 0-33 0 12 0 2-84 36,662 0-50 1,912,435 52 21,526 0-46 0 11 9 v-70 Seeds .. .. .. 24,276 0-32 1,380,037 57 17,251 0-35 0 14 3 3-00 27,232 0-37 1,525,012 56 19,045 0-40 0 14 0 2-99 731,378 9-61 | 43,722,417 60 376,830 7-69 0 10 4 j 2-06 692,210 9-41 40,918,895 59 355,864 7-54 0 10 3 2-08 Animals and their Products. Cattle and horses .. .. 144,257 1-89 11,662,716 81 196,464 4-01 1 7 3 4-04 139,317 1-89 10,622,857 76 185,704 3-94 1 6 8 4-19 Sheep and pigs .. .. 391,194 5-14 28,260,602 72 391,486 7-99 1 0 0 3-32 371,439 5-04 27,339,334 74 381,811 8-09 1 0 7 3-35 Meat .. .. .. 171,964 2-26 4,459,369 26 110,650 2-26 0 12 11 5-95 178,590 2-43 4,343,930 24 110,557 2-34 0 12 5 6-10 Butter .. .. .. 101,846 1-34 6,684,889 66 111,594 2-28 1 1 11 4-00 94,982 1-29 5,930,099 62 106,587 2-26 1 2 5 4-31 Cheese .. .. .. 99,691 1-31 4,240,398 43 89,138 1-82 0 17 11 5-04 75,275 1-02 3,378,544 45 74,912 1-59 0 19 11 5-32 Wool .. .. .. 141,235 1-86 7,554,649 53 144.388 2-95 1 0 6 4-59 135,184 1-84 7,181,122 53 137,407 2-91 1 0 4 4-59 Dairy by-products .. .. 16,989 0-22 1,318,072 78 16,641 0-34 0 19 7 3-03 16,007 0-22 1,359,199 85 17,132 0-36 1 1 5 3-02 Fat, hides, skins .. .. 33,354 0-44 1,463,499 44 34,139 0-70 1 0 6 5-60 36,467 0-50 1,567,661 43 38,484 0-82 111 5-88 Fish .. .. .. 7,743 0-10 1,232,316 159 11.838 0-24 1 10 7 2-30 6,794 0-09 1,124,926 166 10,125 0-21 1 9 10 2-16 1,108,273 14-56 66,876,510 60 1,106,338 22-59 1 0 0 3-96 1,054,055 14-32 62,847,672 60 1,062,719 22-52 1 0 2 4-05 Products of Mines. ~ ! Agricultural lime .. .. 142,213 1-87 8,839,383 62 45,668 0-93 0 6 5 1-24 I 116,428 1-58 7,090,310 61 36,981 0-78 0 6 4 1-25 Coal, imported .. .. 59,661 0-78 1,652,598 28 25,432 0-52 0 8 7 3-69 75,542 1-03 1,940,354 26 31,430 0-67 0 8 4 3-88 Coal, N.Z. hard .. .. 1,105.509 14-52 34,161,724 31 287,411 5-87 0 5 2 2-02 ! 1,102,183 14-98 36,883,446 33 286,537 6-07 0 5 2 1-86 Coal, N.Z. brown .. .. 999,017 13-12 120,913,304 121 572,268 11-68 0 11 6 1 14 i 1,012,946 13-77 121,434,819 120 576,343 12-21 0 11 5 1-13 Road-metal .. .. 354.159 4-65 7,610,165 21 59,043 1-21 0 3 4 1-86 277.217 3-77 6,833,613 25 49,811 1-06 0 5 7 1-74 Lime and coke .. .. 60,734 0-80 3,382,939 56 25,110 0-51 0 8 3 1-78 54,596 0-74 3,370,865 62 24,589 0-52 0 9 0 1-74 2,721,293 | 35-74 176,560,113 65 1,014,932 20-72 0 7 6 1-37 2,638,912 35-87 177,5-53,407 67 1,005,691 21-31 0 7 8 1-35 Products of Forests. ~ ~ Timber, imported . . .. 29,769 0-39 1,437,803 49 29,259 0-60 0 19 8 4-88 32,707 0-44 1,628,804 50 33,675 0-71 1 0 7 4-96 Timber, N.Z. .. .. 538,252 7-07 60,980,958 113 495,929 10-12 0 18 5 1-95 1 537,856 7-31 60,709,948 113 501,530 10-64 0 18 8 1-98 Firewood, posts, &e. .. 126,693 1-66 10,002,510 79 50,936 1-04 0 8 1 1-22 127,997 1-74 9,690,938 76 j 49,277 1-04 0 7 9 1-21 694,714 9-12 72,421,271 104 576,124 11-76 0 16 7 1-90 698,560 9-49 72,029,690 103 584,482 12-39 0 16 9 1-94 Manufactures, &c. ~ j" ' Benzine, gasoline, kerosene .. 123,937 1-63 9,030,982 73 200,239 4-09 1 12 4 5-32 89,977 1-22 j 7,635,276 85 172,747 3-66 1 18 10 5-42 Cement, N.Z. .. .. 70,679 0-93 5,484,478 78 55,130 1 13 0 15 8 2-41 78,481 1-07 I 9,519,346 121 75,842 1-61 0 19 4 1-91 Manures .. .. .. 712,741 9-36 47,242,949 66 326,939 6-67 0 9 2 1-66 586,007 7-96 36,371,287 62 261,313 5-54 0 8 11 1-72 907,357 11-92 61,758,409 68 582,308 11-89 0 12 10 2-26 754,465 10-25 \ 53,525,909 71 j 509,902 10-81 0 13 6 2-28 Miscellaneous .. .. 1,450,430 19-05 66,414,678 46 1,241,859 25-35 0 17 1 4-48 1,520,195 20-66. 62,035,702 41 1,199,940 25-43 0 15 10 4-64 Totals .. .. 7,613,445 100-00 487,753,398 64 4,898,391 100-00 0 12 11 2-41 7,358,397 100-00 \ 468,911 ,275 64 \ 4,718,598 100-00 0 12 10 2-41
D.—2
31
STATEMENT No. 19. Statement showing Mileage, Capital Cost, Traffic, Revenue, and Expenditure of New Zealand Government Railways from 1st April, 1921, to 31st March, 1929, MILEAGE, CAPITAL COST, TRAFFIC, AND REVENUE.*
7— D. 2
Passengers. Season Tickets. Coaching. Year. Miles. Capital Cost. Train-mileage. = (Number.) Number. Revenue, Number. Revenue. Revenue. £ ! £ £ £ 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 1927-1928 .. 3,180 49,014,832 10,838,594 9,272,547 1,886,833 632,741 258,463 379,933 459,742 9,299,715 570,558 1928-1929 .. 3,287 54,210,139 11,113,482 ! 9,046,267 1,868,047 656,155 256,699 378,141 634,394 9,685,374 568,026 Year. Goods. Total. Goods Revenue. Commission. Total Revenue. per Trlta-mile. Tons. Tons. £ £ £ £ d. 1921-1922 .. i 5,222,900 5,931,112 3,646,594 124,106 115,182 6,643,591 182-69 1922-1923 .. ! 5,571,594 6,234,307 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 .. 7,423,472 166-14 19-27-1928 .. 6,276,525 6,847,083 4,680,135 138,481 .. 7,343,845 162-62 1928-1929 .. 6,509,978 7,078,004 4,846,125 175,852 .. 7,524,864 162-50 .1 EXPENDITURE. * Maintenance of Way and Works. Maintenance of Signals. Maintenance Carriages, Expenditure Expenditure ana wagons. Year. per per Cent. Train-mile. of Revenue. Per Cent, of i Per Mile of Per Per Cent, of Per Mile of Per Per Cent, of Per Amount. Revenue. Railway. Train-mile. Revenue. Railway. Train-mile. Revenue. Train-mile. d. £ £ d. £ £ d. £ d. 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 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 1924-1925 .. 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 1927-1928 .. 139*55 85*81 1,147,067 15*62 360*94 25*40 102,871 1*40 32*37 2*28 1,380,727 18*80 30-57 1928-1929 .. 137*66 84*71 1,111,229 14-77 341*50 24*00 112,206 1-49 34-48 2*42 1,424,165 18*93 30*76 Locomotive Transportation. Traffic Transportation. Head Office and General Charges. Lake Wakatipu Steamers. Year. [" : Total Per Cent, of Per Per Cent, of Per Per Cent, of Per , mm _, PerCent.of Expenditure. A ount. Revenue. Train-mile, j Amount. Revenue. Train-mile. Amount. Revenue. Train-mile. Amount. Revenue. £ d. £ d. £ d. £ £ 1921-1922 .. .. 2,020,994 30*42 55*64 1,703,049 25*66 46*89 I 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 37-1L | 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 I 1,752,998 23-61 39-23 257,294 3-47 5-76 .. .. 6,158,283 1927-1928 .. .. 1,662,074 22-63 36*80 1,760,459 23*97 38*98 248,921 3*39 5*51 .. .. 6,302,119 1928-1929 .. .. 1,650,793 21*94 35*65 1,825,965 24*26 39*43 250,221 3*32 5*40 .. .. 6,374,579 * Figures from 1925-26 are for train operation only, and do not include subsidiary services as in previous years.
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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).
I <D I ' I i 05 ® a a a a ' I, a I Expenses. ® i a Area I ® I S Cost m !l &S Sal |l , f| &>g ® ®" ° 1,3 a§ 1 Ig If i Q 2 ° Gauge Total g as niUes Gross Working- g.S - '! SS ~S ?S Passengers Tonnage |>g ag 5® a So I s ■".* Year Square | J «• Cost. * || run.* F «gs. | expenses. . || Working J|| J ||g |* carried.! of Goods. |j |g |l ||| || |||| 5 || jj enCliCg 5 r f |& 2|5 | i v r ii hi f mi i i i 1 H I I [ ) J H ft° Z Ft. in. £ £ £ s. d. £ d. £ d. I £ d. £ s. d. £ £ £ £ d. Victoria .. .. 87,884 1,754,000 4,697 72,606,590 15,458 390 41 10 0 17,694,928 12,-821,059 173-89 10,025,829 135-98 2,795,230 37-91 3-84 78-20 7 6 3 164,574,870 S,117,961- 2,751 2,151 600 453 54-46 24-70 5-73 663 1,983 20,958 30 June, 1928. New South Wales .. 309,432 2,429,138 5,867 4 8£ 117,984,374 20,110 414 48 11 5 26,896,580 19,029,512 169-80 14,756,327 131-67 4,273,185 38-13 3-70 77-54 7 16 8 148,046,881 15,433,083 3,266 2,533 733 442 63-87 20-38 6-02 1,434 2,101 24;i85 Queensland .. 670,500 911,737 6,345 58,998,267 9,299 144 64 14 2 11,655,122 7,381,532 152-00 6,106,140 125-74 1,275,392 26-26 2-16 82-72 8 111 24,800,934 4,670,447 1,164 963 201 251 54-73 23-16 2-03 775 1,186 19,065 South Australia .. j 380,070 578,000 2,527 gj- 26,582,516 10,516 228 45 19 10 6,503,474 3,999,583 147-60 3,727,759 137-57 271,824 10-03 1.08 93-20 |b 18 5 20,880,751 3,418,092. 1,583 1,475 108 231 73-89 24-38 4-15 464 755 9,378 Western Australia.. 1975,920 392,184 3,977 3 6 22,130,077 5,565 99 56 8 7 5,900,883 3,858,051 156-91 2,910,811 118-39 947,240 38-52 4-28 75-45 9 16 9 16,032,536 3,697,648 972 733 239 184 53-14 j 20-06 2-56 399 396 10 925 Tasmania .. 26,215 210,456 658 <ff 6,483,281 9,853 320 30 16 1 1,429,416 554,743 93 14 573,885 96-35 19,142 3-21 ..103-45 2 12 9 2,322,410 715,387 843 872 29 214 39-23 22-50 13-40 95 162 2,045 * (loss) (loss) (loss) New Zealand .. j 103,861 933,111 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 31 Mar., 1906. .. I 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 64-21 812,118 128-79 3-45 69-06 2 14 7 9,600,786 4,592,099 1,078 j 744 334 253 23-37 18-90 2-80 398 966 14,605 J „ 1907. .. 103,861 985,318 2,469 3 6 24,365,647 9,861 399 24 14 7 7,051,274 2,761,938 1 93-75 1,949,759 66-18 812,179 27-57 3-33 70-59 J 16 1 9,756,716 4,834,534 1,114 I 786 328 258 24-96 19-40 2-76 410 1,002 15,475 „ 1908. .. 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 26-11 3-13 72-19 f 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. .. 1103,861 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 6-5-84 1,080,316 32-91 1 3-80 66-76 1 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 1 385 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. .. If J,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 I 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 j 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 B 11 4 23,542,903 6,075,282 1,410 1,002 1 408 254 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 j 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 j 1,578 1,023 555 240 ; 40-02 20-38 2-67 624 1,488 22,517 „ 1918. .. 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 ! 1,670 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 j 551 281 j 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 1 2,293 j 1,870 j 423 350 68-54 j 24-82 2-95 608 , 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 21-94 293 655 1,527 26,195 „ 1924. .. 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 1 512 389 6587 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 „ 1926.+ .. 103,861 1,437,980 3,164 3 6 47,195,948 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 66-53 23-61 3-46 698 1,610 26,990 „ 19274 .. 103,861 1,453,517 3,180 3 6 49.014.832 15.418 457 .33 14 5 10,838,594 7,343,845 162-62 6,302,119 139*55 1,041,726 23*07 2*15 85*81 5 1 1 25,379,665 7,366,762 2,310 1,983 327 393 67*37 23*97 3*39 678 1,612 27,228 „ 19284 . - ! 103,861 1,470,649 J,287 3 6 4,210,139 16,492 447 38 17 3 11,113,482 7,524,864 162-50 6,374,579 137-66 1,150,235 24-84 3*4-5 84-71 J5" 2 4 25,574,843 7,622,631 2,312 1,959 353 376 66.41 24-26 3-32 667 1,603 27,303 „ 19294 * The figures for train-miles run in New Zealand prior to 1925 included mileage run by assisting engines. t The figures for passenger traffic in New Zealand prior to 19l£ are exclusive of season tickets. J New Zealand figures from 1926 are for operation only, subsidiary services not included as in previous years.
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STATEMENT No. 21. Comparative Statement of the Number of Employees for Years 1928-29 and 1927-28.
B—JD. 2.
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0 co as ! f-n g.s| §S| i I jj Branch. § 3 a | 1 | . |"S |"S e I 333 sis I § § I 1 1s 19 -j •3 M . OT CQ -glSH '■*'-< £ '3 22 vS rt CD i O O "SCQ ? £Q !S2 !Z & rf) . 'H i S-<" O M 0 * «a 50 3 > 55 PmIgqW <j EH 1928-29. General .. .. .. 1 3 702 164 4 4 3 395 339 95 1,710 Traffic.. .. .. .. 5 20 3,003 2,540 88 21 38 5,715 Maintenance .. .. .. 14 40 2,684 1,646 39 35 38 .. .. .. 4,496 Locomotive .. .. .. 5 25 3,783 2,683 74* 22 23 6,615 Totals .. .. 25 88 10,172 7,033 205' 82 102 395 I 339 95 18,536 1927-28. General .. .. .. 1 3 682 154 4 4 3 454 329 147 1,781 Traffic.. .. .. .. 5 21 2,925 2,511 90 21 36 5,609 Maintenance .. .. .. 13 42 2,634 1,713 47 40 41 4,530 Locomotive .. .. .. 5 23 3,684 2,791 73* 22 23 6,621 i Totals.. .. .. 24 89 9,925 | 7,169 { 214 87 103 j 454 [ 329 147 18,541 * Workshops staff only. Westport locomotive-running staff are included under South Island Main Line and Branches.
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STATEMENT No. 22. Statement of Accidents for the Year ended 31st March, 1929.
| Train Accidents. Accents on Line (other than Train Shnnting Accident,. Mg- I persons j —7 j j Duty"within injured°at ! Trespassers. Miscellaneous. Total. Section. Passengers. ! Employees. Passengers. Employees. Passengers. Employees. ; BoSyf ° r0SSingS - Empires. P^ons. T3 . "O i . 1 . | T3 "2 . *D .TJ '.tj . T3 , "O j . 13 . "d . **3 T3 £ ri 9 \ n ■ p -O P 'U P T3 -a £ T3 £ T3 p : £ t: £ -a P ■ P P T3 £ 2 S 2 3 ' £ i a 1 S S 3 .8,3 3 3 s g 1 S i A s 3 is § J; 3 j> S .2 8 9 S M >5 w I 5 S 5* 0 5 SIS 5 5 5 5 3 5 5 8 S 5 S 5* I 3 5 S I 3 5 5* * j : . i i j i i : j j | j i j | 1 j i i 7 T Kaihu .. \ .. | .. I .. .. 1 1 Gisborne .. .. .. 4 .. 2 2 .. .. ..j.. .. 3 1 2 1 j 4 .. 1 17 North Island Main Line .. 3 1 3 23 1 23 8 6 1.... 2 81 1 1 1 16 35 .... 3 510 1 298 .... 35 982 and Branches South Island Main Line .. 3 1 1 3 2 I 3 3 2 1..!.. 2 49 .. 3 .. 1 5 6 .. 1 347 .. 206 .. .. 14 624 and Branches ' ! i : j Westport .. .. .. i ... .. .. | 3 1 1 6 .. 9 .. .. I 19 Nelson .. .. .... .. 1 2 .. .. 1 2 6 Picton .. .. .. 1 1 5 7 .. 1 13 ■ ! Totals .... 10 .. 5 4 26 3 28 11 8 4 138 1 5 1 3 23 49 4 877 1 513 .... 52 ' 1,662 1 I ' I I I 1 1 ! ___
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STATEMENT No. 23. Statement of Rails relaid during the Year ended 31st March, 1929.
STATEMENT No. 24. Statement of Sleepers laid and removed during the Year ended 31st March, 1929.
STATEMENT No. 25. Statement of Number of Stations and Private Sidings on each Section for the Year ended 31st March, 1929.
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r^'' d rr!* 0 A O A 3 tn 2 co * o $ - ® 2 QJ <3 "P Weight. a "-a® M -~ g § 0 s | § a J rS - 0 13 -2 $ M 03 -2 <g 3 .2 SjS™ ,9 a® £ ® .2 o M © 3 SS £ S5 S En | Rails laid :— 55 1b. steel .. .. .. .... 10 11 23 5 49 70 „ .. .. .. 5,810 3,356 99 .. .. 9,265 100 .. .. .. .. 1 1 Totals .. .. .. .. .. 10 5,821 3,380 99 5 9,315 I i
a S "S 0 . ua ai 9 03 00 ■3 ® 2 ~ ® S J2 a -3 „i ra a ■*=> Description. a3 | g ~g | | d | IsJ $ g|| fjl 3 3 2i5 K .a £ ® .2 o M 3 O 3 2; Ph EH Sleepers laid : — Mountain Pine .. .. .. .. .. -. .. j 7 .. 7 Maire .. .. .. .. .. .. 1,265 .. .. .. .. .. 1,265 Black Butt .. .. .. .. .. 201 .. .. .. • • .. 201 Jarrah .. .. .. .. 10 77,119 60 23,465 .. 8 182 100,844 Totara.. .. .. .. ..163 5,379 .. 4,840 353 60 .. 10,795 Birch .. .. .. .. .. i .. .. .. 28 .. 28 Silver-pine .. .. .. .. .. 5,335 .. 28,707 767 78 116 35,003 Puriri.. .. .. .. .. 91 111 .. 202 Yellow Pine .. .. .. .. .. .. .. 34 12 .. 46 Ironbark .. .. .. .. .. 2,186 .. 1,581 j 3,767 Matai .. .. .. .. .. .. .. .. 3 i •. .. 3 Totals .. .. .. 264 91,596 60 58,630 | 1,167 146 298 152,161 Sleepers removed Kauri .. .. .. .. .. 16 .. .. .. 16 Maire .. .. .. .. .. . ■ 6 ' .. .. 6 Ironbark .. .. .. .. .. 598 .. 608 4 .. .. 1,210 Jarrah .. .. .. .. 2 34,253 32 17,873 .. 30 I 1 52,191 Matai and Rimu .. .. .. .. 362 .. 1,304 .. .... 1,666 Totara.. .. .. .. .. 116 33,503 3 2,748 .. 116 .. 36,486 Birch .. .. .. .. .. .. 10,917 .. 83 39 17 11,056 Silver-pine .. .. .. .. .. 5,136 5 31,919 1,116 .. 280 38,456 Powellized .. .. .. .. .. .. .. 828 .. .. .. 828 Puriri .. .. .. .. .. 130 2,808 .. 273 3,211 Creosoted .. .. .. .. .. 3,696 .. 1,280. 4,976 Blue-gum .. .. .. .. .. 51 .. 128 ! .. .. .. 179 Yellow Pine .. .. .. .. .. .. 20 .. 8 .. .. 28 Totals .. .. .. 264 91,330 60 57,044 1,167 146 298 150,309 t i i
Number of Number of Private Sidings. Stations ana Section. Length. Stopping-places for Passengers in .. stfl « nT iH Out of T t , the Time-tables. At btations. stations. 10taL M. ch. Kaihu .. .. . • • • 24 10 12 1 .. 1 Gisborne .. .. .. .. 60 50 20 6 2 8 North Island Main Line and Branches .. 1,423 52 504 219 58 277 South Island Main Line and Branches .. j 1,628 20 580 219 36 255 Westport .. • • • • • • 43 2 20 5 4 9 Nelson . . . . .. .. 64 10 23 4 1 5 Picton .. • • • • .. I 56 12 19 8 .. 8 Totals .. .. .. 3,299 76 1,178 462 101 563 ;
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STATEMENT No. 26. Comparative Statement of Mileage of Railways open for Traffic and under Maintenance on 31st March. 1929.
j j Equivalent Mileage open Additional Lengths opened during Year. Reduced Mileage Length closed during Year. ! Net Addition | Net Addition Total Mileage ~ for Traffic on equivalent to 1 to Mileage to Mileage open for Traffic Sectl0n 31st March, Maintenance for I open under on 31st March, /r endpri 192S. ! Length whole Period. for Traffl °- Maintenance. 1929. siw March, Line opened. Date of Opening. } Line. j Length. I 1929. M. ch. ' M. ch. M. ch. I M. ch. M. ch. M. ch M. ch. M. ch. Kaihu .. .. .. 24 10 .. .. -- • - .. •• 24 10 24 10 nwv, Toionri Moin t inno onri i f Waiotira-Kirikopuni .. 15th May, 1928 .. 13 71 12 17"] Opunake Branch") _ - North Island Mam Lines and 1 1>326 26 Tahawai-Tauranga .. 18th June, 1928 .. ! 23 64 18 57 X 22m. 72c.-22m. y 5 97 26 65 30 1,423 52 1,391 56 ran Tauranga-Taneatua .. 2nd September, 1928 59 56 34 41 J 77c. J Gisborne .. .. 60 50 .. . • .. . • - - • • 60 50 60 50 South Island Main Lines and 1,619 07 Miller's Flat-Roxburgh 18th April, 1928 .. 9 13 8 59 •• •. 9 13 8 59 1,628 20 1,627 66 Branches Westport . . .. 43 02 .. - .. • • • • • .. 43 02 43 02 Nelson .. .. 64 10 .. • .. .. • • • • 64 10 64 10 Picton .. .. .. 56 12 .. .. .. • .. 56 12 56 12 Totals .. .. 3,193 37 106 44 74 14 .. - 5 106 39 ! 74 09 3,299 76 '3,267 46 I [__ m'k? .--4 I 1 I .
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37
STATEMENT No. 27. Statement showing Weights of Rails in various Lines on 31st March, 1929.
T - 401b. 401b. | 521b. 521b. 531b. 551b. I 561b. ! 651b. 1 701b. 1001b. . „ t , Iron. Steel. j Iron. Steel. Steel Steel. Steel. Steel. Steel. Steel. lotal. ! ! I j | I I Kaiku Section — M. ch. M. ch. M. ch. M. ch. M. ch. M. ch. | M. ch. M. ch. M. ch. M. ch. M. ch. Kaihn Branch .. .. .. .. .. .. .. .. 17 15 6 75 j .. .. .. .. 24 10 North Island Main Lines and Branches — Kaikohe Branch .. .. . . .. .. .. .. .. j .. .. 24 59 .. .. .. .. 24 59 Kirikopuni Branch .. .. .. .. .. .. j .. .. 13 71 .. .. .. .. 13 71 Onerahi Branch .. .. .. .. .. .. .. .. .. 0 20 2 57 .. .. 1 23 j .. 4 20 Auckland-Wellington .. . . .. .. .. .. .. j .. 0 5 .. 0 5 10 5 415 50 .. 425 65 North Auckland Line .. .. .. .. .. .. .. .. 0 18 102 37 20 37 .. 58 07 .. 181 19 Onehunga Branch .. .. .. .. .. 0 10 .. j .. 0 57 .. 1 48 .. 0 24 .. 2 59 Waiuku Branch .. .. .. .. .. .. .. .. .. .. 12 70 .. .. .. .. 12 70 Huntly-Awaroa Railway .. .. .. .. .. .. I . • . . 9 6 .. .. .. .. 9 6 Thames Branch .. .. .. .. .. .. .. .. j .. 0 33 .. 17 75 .. 44 47 .. 62 75 East Coast Main Trunk Line .. .. .. .. .. .. ! .. .. 97 18 11 37 .. 1 11 .. 109 66 Cambridge Branch .. .. .. .. .. .. .. I .. 6 75 2 36 2 42 .. 0 8 .. 12 1 Rotorua Branch .. .. .. .. .. .. .. j .. 13 47 .. 0 3 .. 55 10 .. 68 60 Raetihi Branch .. .. .. .. .. .. .. j .. 6 35 2 3 .. .. .. .. 8 38 Marton-New Plymouth .. . . .. .. .. .. . • • • 0 16 .. 6 62 .. 130 5 .. 137 3 Waitara Branch .. .. . . .. .. .. 0 29 .. .. 3 69 .. 0 44 .. .. j .. 4 62 Toko Branch .. .. .. .. .... .. .. i .. 15 45 31 34 0 31 .. .. .. 47 30 Opunake Branch.. .. .. .. .. .. .. .. .. .. 22 72 .. .. .. .. 22 72 Mount Egmont Branch .. .. .. .. •• .. .. ' .. .. 62 .. .. .. 62 Wanganui Branch .. .. .. .. .. .. .. : • • 0 9 1 69 .. 1 22 .. 3 20 Foxton Branch .. .. .. .. .. .. .. 0 2 .. 10 70 .. 8 41 .. .. .. 19 33 Palmerston North-Eskdale .. .. .. .. .. .. .. 0 21 11 73 14 0 .. 97 62 .. 123 76 Port Ahuriri Branch .. .. .. .. .. .. .. • • 1 65 0 4 .. .. 0 1 .. 1 70 Wellington- Wood ville .. .. .. • • .. .. . • • • .. 0 1 4 51 .. 109 71 .. 114 43 Hutt Valley Branch .. .. .. .. .. .. .. .. .. .. .. .. 2 65 .. 2 65 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— Bluff .. .. .. • - •. 0 8 0 3 .. 0 1 .. .. .. 390 21 1 48 392 1 Main North Line.. .. .. ■ - - - • • .. ■ • • • 28 26 12 79 .. .. 39 27 .. 80 52 Oxford Branch .. .. .. . - ■ • ■ • 11 45 .. • • IB 35 0 3 3 36 .. 0 6 .. 33 45 Eyreton Branch .. .. .. • • • • • • .. ■ • • • 20 14 0 7 .. .. .. .. 20 21 Cheviot Branch .. .. .. ■ • • • .. • • ■ • ■ • 12 53 31 25 .. 0 3 .. 44 1 Southbridge Branch .. .. .. .. .. .. .. 23 12 1 0 1 20 .. 0 7 .. 25 39 Little River Branch .. .. ■ • • • 0 9 ■ ■ • • 0 48 17 45 4 25 •. 0 1 .. 22 48 Midland Line .. .. .. • • • ■ • • .. . ■ • • • • 0 1 .. .. 122 14 8 50 130 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 20 12 21 3 12 22 16 180 36 427 62 155 5 10 5 1,470 15 10 18 2,291 50
D.—2
38
STATEMENT No. 27—continued. Statement showing Weights of Rails in various Lines on 31st March, 1929—continued.
T - 401b. 401b. 521b 521b. 531b. 551b. 561b. 651b. 701b. 1001b. Iron. Steel. Iron. Steel. Steel. Steel. Steel. Steel. Steel. Steel. local. M. ch. M. ch. M. ch. M. ch. M. ch. M. oh. M. ch. M. oh. M. ch. M. ch. M. ch. Brought forward .. .. .. 0 20 12 21 3 12 22 16 180 36 427 62 155 5 10 5 1,470 15 10 18 2,291 50 South Island Main Lines and Branches —continued. Springburn Branch .. ., .. . . 2 19 0 30 .. .. 1 2 4 53 18 70 .. 0 22 .. 27 38 Albury Branch .. .. .. .. . . 0 65 .. .. .. 22 40 4 78 7 66 .. 0 4 .. 36 13 Waimate Branch .. .. .. .. .. .. 22 244 .. .. .. .. .. 4 46 Waimate Gorge Branch .. .. .. .. .. .. 7 21 .. 1 0 .. .. .. .. .. 8 21 Duntroon Branch .. .. .. .. 1 16 .. 0 4 .. 28 51 3 61 3 69 .. .. .. 37 41 Oamaru Breakwater Branch .. .. 0 23 .. .. .. 0 40 .. .. .. .. .. 0 63 Ngapara. Branch .. .. .. . . .. .. .. .. 11 44 .. 3 45 .. .. .. 15 9 Tokarahi Branch .. .. .. . . .. .. .. .. .. 10 36 1 39 ■. .. .. 11 75 Dunback 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 0 19 0 48 .. 0 1 .. 2 38 Fernhill Branch .. .. .. .. . . .. .. .. .. 1 57 .. .. .. .. .. 1 57 Otago Central Railway .. .. .. .. .. .. .. .. 61 13 15 27 65 58 .. 4 60 .. 146 78 Outram Branch .. .. .. .. ..01 .. .. .. 6 26 0 73 1 53 .. 07 .. 90 Lawrence Branch .. ., .. . . .. .. .. .. 1 40 42 20 15 8 .. .. .. 58 68 Catlin's River Branch .. .. .. .. .. .. .. 15 26 20 5 3 46 .. 4 1 .. 42 78 Tapanui Branch .. .. .. .. . . .. .. .. . . 10 40 9 3 6 5S .. .. .. 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 47 .. 25 64 .. 18 47 .. 86 78 Tuatapere Branch .. .. .... .. .. .. .. 6 60 16 33 20 15 .. 13 8 .. 56 36 Wairio Branch .. .. .. .. . . .. .. .. .. .. .. ,. .. 22 44 .. 22 44 Hedgehope Branch .. .. .. 0 60 4 1 .. ,. 4 66 3 18 0 1 .. .. .. 12 66 Mossburn Branch .. .. .. . . .. 10 16 .. .. 0 24 .. 0 1 .. .. .. 1 10 41 Waimea Plains Branch .. .. .. . . .. .. .. .. .. .. .. .. 36 37 .. j 36 37 Switzers Branch .. .. .. ,. . . .. .. .. .. 1 77 11 69 .. .. 0 1 .. 13 67 Greymouth-Ross .. . . .. . . .. .. .. .. .. .. 14 26 .. 24 3 • • 38 29 Stillwater-Jnangahua .. .. .. . . .. .. .. .. 27 64 14 54 8 75 .. 5 40 .. 56 73 Blackball Branch .. .. .. . . .. .. .. ., .. 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 .. .. .. . . .. .. .. .. 0 17 0 1 8 67 .. 21 12 .. 30 17 Westport - Te Kuha .. .. .. . . .. .. .. .. .. 5 57 0 4 .. .. .. 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 .. . .. 5 46 33 64 11 10 24 18 482 34 677 1 419 57 10 5 1,625 63 10 18 3,299 76
D.—2
39
STATEMENT No. 28. Statement showing approximately Sleepers laid and removed up to 31st March, 1929.
Approximate Length opened each Year. Sleepers. Year. TifnV1 Removed North Island. Middle Island. Total. during | Construction. Maintenance.* r M. oh. M. oh. 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 58,327 1 8 73-74 •• •• 10 55 11 21 21 76 4 6 , 0 95 1874-75 .. .. 61 19 126 78 188 17 395,246 1875-76 .. .. 69 23 248 4 317 27 666,409 1876-77 .. .. 64 24 152 39 216 63 455,254 1877-78 .. .. 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 26 141>382 1880-81 .. .. 68 39 32 71 101 30 212,888 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 94,2ii 125,632 1884-85 .. .. 56 o 24 o 80 o 168,000 148,325 1885-86 .. .. 43 26 47 52 9° 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 7 1 >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 11 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 3°2,354 1900-1901 .. .. 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 "7,679 330,029 1903-1904 .. .. 33 12 4 44 37 56 79,170 309,296 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 50 7 105,184 283,293 1907-1908 .. .. 10 38 4 61 15 19 31,999 331,678 1908-1909 .. .. 186 21 23 21 209 42 440,003 279,190 1909-1910 .. .. 3 60 31 43 35 23 74, io 4 236,390 1910-1911 .. .. ■ 14 64 29 76- 44 60 93,975 282,682 1911-1912 .. ..I 23 30 23 1 46 31 97,4 X 4 273,586 1912-1913 .. .. 25 37 26 77 52 34 110,092 235,378 1913-1914 .. .. .. 36 36 6,45s 261,748 1914-1915 .. .. 40 22 5 1 3 91 25 191,756 227,674 1915-1916 .. .. 7 43 7 73 15 36 32,445 157,970 1916-1917 .. .. .. .. .. .. 86,595 1917-1918 .. .. 22 70 .. 22 70 48,038 88,540 1918-1919 .. .. .. .. .. .. 7o,743 1919-1920 .. .. .. 12 75 12 75 27,169 78,663 1920-1921 .. .. 11 54 07 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 57,46i 227,075 1924-1925 .. .. 18 8 14 75 33 3 69,379 184,036 1925-1926 .. .. 30 41 20 66 51 27 107,809 235,266 1926-1927 .. .. 24 22 3 7° 28 12 67,560 97,586 1927-1928 .. .. 16 67 .. 16 67 40,410 175,969 1928-1929 .. .. 97 26 9 13 106 39 255,570 150,309 Totals .. .. .. .. 6,911,421 9,459,398 * 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, 1929.
40
n-« r ° 9 c3 Cfl 9 & 03 ! ® a ® I t Description. Class. d "g§ S g °g ri ■a log •§ IrtS S g 2 3 '3 s-fm .3 §■§« £ ® .2 o M fcg a cog £ a< p Carriages. Saloon, bogie, 56 ft. .. .. .. .. Aa .. 1 I .. .. .. .. .. i 1 Sleepers, bogie, 56 ft. .. .. .. .. Aa .. 5 : .. . . ....!.. 5 „ 50 ft. .. .. .. Aa 10 10 First-class, bogie, 50 ft. .. .. .. .. Aa .. 49 .. .. • • ! .. 49 Ladies' (composite), bogie, 50 ft. .. .. .. Aa . . 6 .. .. .. j .. .. 6 Second-class bogie, 50 ft. .. .. .. .. Aa .. 64 .. .. .... .. 64 Royal saloon, bogie, 50 ft. .. .. .. .. Aa .. 1 .. . . ; I 1 Saloon, bogie, 50 ft. .. .. .. . . Aa .. 2 .. .. ! 2 Postal, bogie, 50 ft. .. .. .. Aa 1 .. .. 1 Sleepers, bogie, 47J ft. .. .. .. .. A .. .. .. 6 6 Royal saloon, bogie, 44 ft. .. . . .. .. A .. .. .. 1 1 Gallery-cars, bogie, 44 ft. .. .. .. A .. .. .. 5 I 5 Saloon, bogie, 47$ ft. .. .. .. .. A .. 1 .. 1 j 2 ., 44 ft. .. .. .. .. A 1 1 „ 41 ft. .. .. .. A 5 4 9 „ 39$ ft. .. .. .. .. A .. 6 .. 7 13 „ 37$ ft. .. .. .. A 2 2 „ 35 ft. .. .. .. . . A .. 1 .. 2 3 Ladies' (composite), bogie, 47$ ft. .. A .. .. 4 4 „ 50 ft A .. 9 9 Motor-train, bogie, 60 ft. .. .. .. A . . 4 . . I 5 First-class, bogie, 50 ft. .. .. .. .. A .. 46 .. .. . . .. | . . 46 „ 47$ ft. .. .. .. .. A .. 40 .. 82 .. .. 2 124 „ 44 ft. . . .. .. .. A . . 3 .. 3 .... ! 1 7 „ 43 ft. .. .. . . .. A .. 11 .. 1 .. 11 „ 30 ft. .. . . .. .. B 1 ...... 1 Composite, bogie, 60 ft. .. .. .. .. A .. 8 .. .. ....(.. 8 „ 50 ft. .. .. .. .. A .. 52 .. 1 ....!.. 53 „ 47$ ft. .. .. A I .. ; 105 2 105 I 1 4 I 2 219 „ 46 ft. .. .. .. .. A | .. 1 .. 5 5 „ 44 ft. .. .. .. A .. 65 : 7 80 2 1 ! 2 157 „ 43 ft. .. .. .. .. A .. 7 7 „ 42$ ft. .. .. . . .. A .. 15 . . 30 45 „ 39$ ft. .. .. A 2 4 1 2 1 1 10 „ 30 ft. .. . . .. . . B 12 . . 19 ...... 31 ,, 6-wheel . . .. . . . . C 2 . . . . 1 ...... 3 Second-class, bogie, 52 ft. .. . . .. A . . 1 .. .. 1 „ 50 ft. .. .. .. .. A | .. | 104 I .. 1 1 105 ., 47$ ft. .. .. .. .. A .. 96 .. 137 3 236 „ 46 ft. .. . . . . . . A .. j .. .. 6 ....;.. 8 „ 44ft. .. .. .. .. A ; .. 86 ; 4 116 3 3 4 216 „ 43 ft. .. . . . . .. A : . 18 ! . . 18 „ 42$ ft, .. .. .. .. A .. 3 .. 14 17 „ 39£ ft. .. .. .. A .. 9 .. 3 12 „ 35 ft. .. .. .. .. A .. 3 3 „ 30 ft. .. .. .. . . B .. 6 . . 16 i 22 6-wheel .. .. .. .. C 2 2 .. 2:2 4... 12 „ 4-wheel .. .. .. .. D .. .. .. .. 4- .... 4 Postal, bogie, 50 ft. .. .. .. .. A .. 7 .. 3 10 „ 44 ft. . . . . .. A 4 4 ...... 8 „ 39$ ft. .. .. .. .. A .. 2 2 Totals .. .. .. .. .. .. 4 | 874 13 665 16 14 12 1,598 Rait,-cars. Rail-car, 58 ft. (Clayton) .. .. . . .. .. .. .. .. 1 1 „ 56$ ft. (Sentinel) .. .. . . . . .. j .. 1 .. .. 1 ,, 551 ft. (Edison) . . .. . . . . . . j .. .. . . .1 1 16 ft. (Ford) . . .. .. . . | 2 2 Totals .. .. .. . . .... .. 1 .. 4 5 Brake-vans. Brake-vans, 4-wlieel .. . . .. .. F 2 11 . 33 4 3;.. 53 bogie .. .. .. .. .. F .. 238 4 162 5 3 4 416 Fell .. .. .. .. .. F .. 7 .. 4 11 Totals .. .. .. .. .. .. 2 256 | 4 199 9 6 4 480
D.—2.
STATEMENT No. 29—continued. Statement of Carriage, Brake-van, and Wagon Stock, and Tarpaulins, for the Year ended 31st March, 1929—continued.
9—D. 2.
41
r_ , d g 3 oS g c6 CO Mrt-S 2 * Description. Clasp. S3 § § «3 a a 9 a •5 £ n £ ■= ? a 2 ® § & 1 ee O'SM -2 o 3 £ ® -8 o M fcy O DD« fe Sq H I . 3 J ! Wagons. Horse-boxes .. .. .. .. .. G .. 118 I 106 .. 1 4 230 Cattle .. .. .. .. .. H .. 379 4 259 4 5 8 659 Sheep .. .. .. .. .. .. J .. 1,111 40 1,003 .. 10 40 2,204 Covered goods .. .. .. .. K 1 321 2 340 5 6 3 678 Sleeping-vans .. .. .. .. K 25 51 1 1.. 78 High sides .. .. .. .. L 4 5,291 47 4,895 17 103 174 10,531 La 2,479 .. 2,535 .. .. .. 5,014 Low sides .. .. .. .. M 12 511 40 927 24 14 21 1,549 (steel) .. .. .. .. .. Ma .. 148 12 . 160 Work-train .. .. .. .. .. Mb .. 86 .. 26 112 Timber .. .. .. .. .. N 40 176 .. 195 65 8 484 Iron hopper .. .. .. .. .. 0 .. 21 .. .. ...... 21 ,, for ballast .. .. .. .. Ob .. 28 .. .. ...... 28 Platform roal .. .. .. .. .. P .. 228 .. .. .... .. 228 Moveable hopper .. .. .. .. .. Q .. .. .. 495 673 .. .. 1,168 Frozen meat .. .. .. .. .. W .. 292 10 91 .. 15 .. 408 Cool, insulated .. .. .. .. .. X .. 173 .. 32 .. .... 205 ,, ventilated .. .. .. .. .. Xa 1 214 .. 21.2 .. .. 7 434 .. Xb 98 55 .... .. 153 Work-train hopper.. .. .. .. .. Y .. .. .. 10 10 Yb 272 137 409 High-side, bogie .. .. .. .. .. R 2 223 .. 84 .. .... 809 Rb 70 21 91 Rd .. 54 54 .. Rn 34 34 Sheep, bogie .. .. .. .. .. S .. 64 .. 43 I .. 107 Cattle, bogie .. .. .. . . .. T .. 46 .. 24 .. j ... .. 70 Platform, bogie .. .. .. .. .. U .. 237 40 135 4 1 4 ! 6 | 426 Gas-storeholders, bogie .. .. .. .. Ua .. 11 .. 7 ...... 18 Platform, „ .. .. .. .. Ub .. 134 .. 219 .... .. 353 Oil fuel, ,, .. .. .. .. Ud .. .. .. 1 1 Horse-boxes, ,, .. .. .. .. Ug .. 37 .. 29 66 Frozen meat, ,, .. .. .. .. V .. 47 12 73 ...... j 132 Vb 124 60 |184 Covered goods, ,, .. .. .. .. Z .. 61 .. 40 101 Zp 46 68 114 Totals .. .. .. .. .. .. 60 13,159 208 12,173 793 167 263 26,823 Tarpaulins .. .. .. .. j 30 10,868 115 11,315 52 175 290 22,875
D.—2.
STATEMENT No. 30. Statement of Locomotive Stock for the Year ended 31st March, 1929.
42
I T3 r ° rvlinflfir Coupled Track g § I 3 3 d Cylinder. Wheels. Wheels. * a> J i ".So a a.S'g s . . Type. g g jjaagc .2 Dia " Stroke No Dia " No Dl >" "3 S'gW S ' IjS | 3 ! I O meter. meter. ' meter. £j 53 jg 5 l £ £ pm eh ! i In. In. Ft. in. In. A Tender (4-cyl. balanced com- 12 &19 22 6 4 6 6 .. 50 .. 7 . . | ..j .. 57 pound), (17 superheated) .. A a Tender (superheated) .. 18 24 6 4 1 6 .. 10 10 AB „ „ 17 26 6 4 6 | .. 87 . . 54 141 Ab „ (409) „ .. 17 26 6 4 6 6 30} 1 1 B „ (3 superheated) .. 16 22 8 3 6} 4 30} .. .. . . 8 8 Ba „ (superheated) .. 16 22 8 3 6} 4 26} .. . . .. 10 10 BB „ „ 17 22 8 3 6} 4 26} 30 30 F Tank .. .. .. 10} 18 6 3 0}.. .. 2 23 .. 37 4 1 .. 67 Fa „ .. .. 12 18 6 3 0J 2 24 .. 7 3 2 3 2 17 G " Garratt" (articulated) .. 16} 24 6 4 9 4 33 .. I 1 H Tank (Fell) .. .. 14 16 4 2 8 2 30} .. 6 • .. 6 J Tender .. .. .. 14 20 6- 3 6} 2 24f .. 9 .. 11 20 L Tank .. .. 12 18 4 3 6J 6 26| .. 3 .. 1 4 N Tender .. .. .. 15 20 6 4 lj 4 28J .. 3 3 N „ .. .. .. 15 20 6 4 l| 4 301 1 1 Na „ (compound).. .. 10 &17 20 6 4 1 4 30| .. 1 1 Nc ,. „ .. 10&17 20 6 4 1 4 30} .. 1 1 Oa „ „ .. 11 &18 20 8 3 7 2 30} .. 1 1 OB „ .. .. .. 16 20 8 3 7 2 30} .. 2 2 Oc „ (compound) .. 11 &18 20 8 3 7 2 30} .. 1 1 P „ .. .. .. 15 20 8 3 5 2 26} .. .. .. 1 1 Q „ (2 superheated) .. 16 22 6 4 1} .. j 6 .. 7 13 R Single Fairlie .. .. 12J 16 6 3 0} 4 36} . . .. . . 5 5 U Tender (superheated) .. 16 20 6 4 6 4 30} .. .. .. 9 9 Ua „ (2 superheated) .. 16 20 6 4 I \ 4 30 2 ■ • • ■ • • 6 6 Ub „ (3 superheated) .. 16 20 6 4 1} 4 26} .. .. .. 20 20 Ub „ (1 superheated) .. 16 22 6 4 1} 4 30} .. .. .. 2 2 Ug „ .. .. .. 16 22 6 4 1} 4 30} 10 10 Ud „ .. .. 16} 22 6 4 10 4 28 .. 2 2 W Tank .. .. .. 14 20 6 3 0} 4 26} 2 2 Wa „ .. .. .. 14 20 6 3 3| 4 28} .. 1 6 3 10 Wa „ (converted) .. .. 14 20 6 3 6} 4 24f .. 3 .. 1 4 Wad ,, (superheated).. .. 17 26 6 4 6 ® ■■ 1" Wb „ .. .. .. 14 20 6 3 3| 4 25' .. 4 .. .. 6 .... 10 WD „ .. .. .. 14 20 6 3 3} 6 25 .. 11 .. 7 18 We „ (1 superheated) .. 16 22 6 3 6} 8 30} .. .. .. 2 2 Wf „ .. . . 14 22 6 3 9 6 30} 17 .. 17 .. 3 4 41 Wo „ (8 superheated) .. 14 22 6 3 9 8 26} .. 20 20 Ws „ (superheated).. .. 17 26 6 4 6 ■■ '4 ]4 Ww „ „ .. .. 15} 22 6 3 9 8 26} .. 48 .. 2 50 X Tender (4-cyl. balanced com- 13}&\ 00 0 „ „ f 2 30}\ , „ „ pound) 22 J \4 26if " lh 18 . Electrio .. 8 3 8} 11 11 : Battery .. . . .. .. .. 8 3 0}.. . . .. .. .. 1 1 Totals .. | 2 385 6 249 12 7 6 667
43
D.—2
STATEMENT No. 31. Performances of Locomotives for the Year ended 31st March. 1929.
$ Engine-mileage. Quantity of Stores. Cost. Cost per Engine-mile, in Pence. .9 '5c . g Details. Running. Repairs. Running. Repairs. Running. | 5 m Type. *2 -2 J-YP®. u Shunting, : 20 Train Work Total Wages Total. Wages Total. .2 9 train. Coal. Oil. and Stores. Fuel. Wages. and Stores. Fuel. Wages. >, ceUaneous. _ g KAIHU SECTION. Cwt. Qt. £ £ £ £ £ F .. .. .. 2 17,393 5,030 16 22,439 4,486 669 393 49 565 947 1,954 4-20 0-52 6-04 10-14 20-90 311 F. Betterments and depreciation .. .. .. .. .. .. .. .. .. .. . . 129 .. .. .. ,. 1-38 Water charges .. .... .. .. .. .. .. .. .. .. .. .. 17 | .. .. .. 0-18 General charges .. .... .. .. .. .. .. .. .. .. .. .. 54 .. .. .. .. 3 03 Totals .. .. .. .. .. .. 22,439 .. .. .. .. .. .. 2,154 .. .. .. .. 2304 G IK BORNE SECTION. i £ £ £ £ Wa .. .. .. 6 76,586 16,156 ' 3 92,745 37,895 3,483 1,986 187 6,436 3,135 11,744 5-14 0-48 16-16 8-11 30-39 858 WA. Betterments and depreciation .. .. .. • ■ • • .. .. .. • • ■ • .. 682 .. .. .. .. 1-76 Water charges .. .. .. .. .. • ■ • • . . .. .. .. 168 .... .. .. 0-43 General charges .. .... .. . ■ • • • • .. .. . • • • • • .. 1,168 .. .. .. .. 3-03 76,586 16,156 3 92,745 13,762 35"61 3* 3 j Totals .. .. .. 76,586 16,156 .. 92,742 ! .. .. .. .. 13,762 * Gisborne Section : Mileage of engines performing work-tiain services for Maintenance, " Working-expenses " classifications.
Db— 2.
44
STATEMENT No. 31—continued. Performances of Locomotives for the Year ended 31st March, 1929—continued.
o Engine-mileage. Quantity of Stores. Cost. Cost per Engine-mile, in Pence. a He -— — H Details. Running. Repairs. Running. Repairs. Running. <rf Type. 'g -2 Type. u Shunting, — j m * TV„i„ A T 8 i i l i t ng ' w °* k Total Wages T°'»l- Wages Total. .3 9 JtvtVc train. Coal. Oil. and Stores. Fuel. Wages. and Stores. Fuel. Wages. 5, I cena 3 — Material - a NORTH ISLAND MAIN LINE AND BRANCHES. Cwt. Qt. £ £ £ i £ £ A .. .. .. 50 1,069,482 241,497 9,738 ! 1,320, 717 679,952 52,107 38,566 3,082 58,666 44,961 145,275 7-01 0-56 10-66 8-17 26-40 11,115 A. Aa .. .. .. 10 197,238 39,364 1.922 238.524 148,149 8,134 3.632 485 16,018 j 7,298 27.433 3-65 0-49 16-12 7-34 27-60 2,184 Aa. AB .. .. ..87 2,690, 321 590,153 3,079 3,283,553 1,550,534 107,032 68,782 6,283 150,110 89,921 315,096 5-03 0-46 10-97 6:57 23-03 22,483 AB. Bb .. .. ..30 597,526 179,844 3,702 .781,072 418,482 28,730 15,912 1,728 44,047 I 27,797 89,484 4-89 0-53 13-54 8-54 27-50 7,282 : BB. F .. .. ..23 6,723 165.249 17,814 189,786 62,571 5,849 4,396 386 5,286 10,858 20,926 5-56 0-49 6-68 13-73 26-46 3,666 F. Fa .. .. .. 7 7,550 83.544 417 91,511 35,986 3,200; 894 209 3,063 5,452 9,618 2-34 0-55 8-03 14-30 25-22 1,327 Fa. G .. .. ..1 104 631 3 738 457 35 44 1 52 91 188 14-31 0-33 16-91 29-59 61-14 12 G. H .. 6 13,482 26,006 .. 39,488 45,020 2,993 5,758 183 5,083 3,845 14,869 35-00 1-11 30-89 23-37 90-37 1,157 H. J .. .. .. 9 104 144,714 193 145,011 72,367 4,996 ! 5,602 329 6,379 9,053 21,363 9-27 0-54 10-57 14-98 35-36 1,997 J. L .. .. .. 3 14,039 17,899 48 • 31.986 10,113 869 145 61 978 1.626 2,810 1-09 0-46 7-33 12-20 21-08 623 L. M .. .. .. 1 1,374 3,686 18 5,078 2,048 172 29 11 230 268 538 1-37 0-52 10-87 12-67 25-43 75 M. N .. .. .. 3 7,029 41,156 1,114 49,299 26,434 1,831 551 118 2,198 2,663 5,530 2-68 0-57 10-71 12-96 26-92 697 N. Na .. .. .. 1 16,305 3.792 688 20,785 9,460 747 162 47 705 679 1.593 1-87 0-54 8-14 7-84 18-39 186 NA. No .. .. .. 1 5,578 3,676 .. 9,254 4,860 379 244 23 549 407 1,223 6-33 0-60 14-23 10-56 31-72 129 Nc. Oa .. .. .. 1 32 8,507 2,907 11.446 6,165 469 260 30 449 636 1,375 5-45 0-63 9-41 13-34 28-83 160 OA. Ob .. .. .. 2 7,507 2.498 .. 10.005 5,883 383 131 22 665 355 1,173 3-14 0-53 15-95 8-52 28-14 127 OB. Oo .. .. .. 1 10,934 5,463 •• 16,397 9,520 675 i 122 40 1,075 622 1,859 1-79 0-59 15-73 9-10 27-21 205 Oc. Q 6 145,340 29,924 3,341 178,605 98,031 5,642 I ] ,481 366 8,978 5,915 16,740 1-99 0-49 ]2-06 7-95 22-49 1,501 Q. Ud .. .. .. 2 22.420 16.298 .. i 38,718 17.181 1,525 : 244 93 1,415 1,623 3,375 1-51 0-58 8-77 10-06 20-92 479 UD. Wa .. .. .. 1 5,842 12,878 91 18,811 8,090 659 j 929 41 766 991 2,727 11-85 0-52 9-77 12-65 34-79 299 Wa. Wa (converted) .. .. 3 10,285 40,661 77 51,023 22.795 2,075 1,014 126 1,960 2,771 5,871 4-77 0-59 9-22 13-04 27-62 598 Wa (converted). Wab .. .. .. 6 114,294 24,606 875 139,775 78.581 5,867 3,145 318 8,760 3,732 15,955 5-40 0-55 15-04 6-41 27-40 1,329 WAB. Wb .. •• .. 4 | 54,173 34,602 2,202 90,977 51.166 3,293 569 198 3,087 3,878 7,732 1-50 0-52 8-14 10-22 20-38 1,092 WB. Wn .. •• .. 11 56.897 148,510 1,951 207,358 111,331 7.359 7,501 468 9,784 10,711 28,464 8-68 0-54 11-32 12-40 32-94 2,460 Wd. Wf .. .. -.17 96,369 161,065 14,524 271,958 121,436 9,195 10,757 570 11,865' 12,352 35,544 9-49 0-50 10-47 10-91 , 31-37 3,355 WF. Wo .. •• 20 I 109,946 216,959 14,788 341,693 182,279 12,681 15,462 785 16,849 16,174 49,270 10-86 0-55 11-83 11-37 I 34-61 4,071 Wa.
45
D.—2
STATEMENT No. 31—continued. Performances of Locomotives for the Year ended 31st March, 1929—continued.
® Engine-mileage. Quantity of Stores. Cost. Cost per Engine-mile, in Pence. *5: . —— g Details. Running. Repairs. Running. Repairs. Running. aj m Type. : ° v ® Type. 2 Shunting, I Train Wmk T ° tal Wages Total. Wages Total. .S S ' nn A ri ' train. Coal. Oil. and Stores. Fuel. Wages. and Stores. Fuel. Wages. >> g eetn™,l Material, Material - g NORTH ISLAND MAIN LINE AND BRAN CHES —continued. Cwt. Qt. •' K £ £ £ £ Ws .. .. ..14 346,030 77,600 1,022 424,652 224,447 15.154 12,511 899 18,298 15,920 47,628 7-07 0-51 10-34 9-00 26-92 3,726 Ws. Ww .. .. .. 48 758.564 360,871 89,187 1,208,622 567,930 42,435 33.076 2,524 55,042 46,198 136,840 6-57 0-50 10-93 9-17 27-17 12,159 Ww. X .. .. ..18 336,341 42,547 4,443 383,331 301,069 26,303 17,214 1,289 32,379 13,955 64,837 10-78 0-81 20-26 S-74 40-59 3,569 X. Totals (steam) .. 386 |6,701, 829 2,724,200 174,144 9,600,173 4,872,337 1350,789 249,133 20,715 464,736 340,752 1,075,336 6-23 0-52 11-61 8-52 26-88 88,063 Rm 1 .. .. .. 1 3,683 349 .. 4,032 351 186 175 12 41 111 339 10-42 0-71 2-44 6-61 20-18 41 Rm 1 (steam). Totals (including rail- 387 6,705,512 2,724,549 174,144 9,604,205 4,872,688 350,975 249,308 20,727 464,777 340,863 1,075.675 6-23 0-52 11-61 8-52 26-88 88,104 motor) Betterments and depreciation .. .. .. .. .. .. .. .. .. .. . _ 57,702 ; .. .. .. .. 1-44 Water charges .. .. .. .. .. .. .. .. .. .. .. .. 14)519': .. .. .. .. 0-36 Conversions and alterations .. .. .. .. .. .. .. .. .. .. .. .. 20,299 1 .. .. .. .. 0-51 General charges .. .. .. .. . . .. . . . . .. .. ...... 129 277 .. .. .. .. 3-23 6,705,512 2,724,549 174,144 9,604,205 ]. 097 472 ~~32-42 5,615* 15,8951, 21,510 j j ' 3 )i 30 ± Totals .. .. 6,705,512 2,718,934 158,249 |9,582, 695 .. .. .. .. .. .. 1,294,342~ ~ Note. One Fa, five J, one M, one N", one JSTa, one Nc, one R, one T, one Wa, one Wb, one Wh written off. One G, three Wf new during the year. * Mileage of engines performing shunting services for workshops. f Mileage of engines performing work-train services for Maintenance " Working-expenses " classifications. + Credits for same.
D.—2
46
STATEMENT No. 31—continued. Performances of Locomotives for the Year ended 31st March, 1929—continued.
S Engine-mileage. Quantity of Stores. Cost. ! Cost per Engine-mile, in Pence. a '5c —- — — : : : rj g Details. Banning. Repairs. Running. Repairs. Running. S Type. 'S m u Shunting, ; £ _ . Assisting, Work Total Wages Total. Wages Total. .3 a lrain. Iiigbt, train. Coal. Oil. and Stores. Fuel. Wages. and Stores. Fuel. Wages. >, 3 and Mis- Material. Material. g cellaneous. w • SOUTH ISLAND MAIN LINE AND BRANCHES. Cwt. Qt. £ £ £ £ £ A 7 165 103 27 199 .. 192.302 109,140 9,079 7,316 420 7,947 6,201 21,884 9-13 0-52 9-92 7-74 27-31 1,480 A. Ab 409 " " 1 19 418 3 622 168 23,208 11,302 758 1.521 36 880 632 3,069 16-36 0-39 9-47 6-80 33-02 181 AB 409. Ab " " 54 ] 693' 902 457 318 3,708 2,154.928 1,089,385 82.374 : 51.244 3,496 84,980 59,200 198,920 5-71 0-39 9-46 6-59 22-15 13,966 AB. B " " 8 ' 92 74 275 695 167,404 106,668 7,148 4,214 332 8,059 7,451 20,056 6-04 0-48 11-55 10-68 28-75 1,950 B. Ba " " " jo 98 295 83,847 1,073 183,215 116,173 9,409 6.255 430 9.088 8,962 24,735 8-19 0-56 11-91 11-74 32-40 2,418 BA. P " " 37 16 786 459 036 4,463 480,285 197,499 18,559 13,967 943 14,369 29,817 59.096 6-98, 0-47 7-18 14-90 29-53 7,772 E. F . " " . 3 13 409 25,780 66 39,255 16.286 1,633 1,825 81 1,238 1.995 5,139 11-15 0-50 7-57 12-20 31-42 618 ! Ea. t " H 22'800 182,047 6,042 210,889 98,893 8,674 2,301 441 7,845 12,940 23.527 2-62! 0-50 8-93 14-72 26-77 2,995 J. L " 1 4'468 2 612 6 7.086 3,445 198 62 9 251 338 660 2-10 0-30 8-50 11-45! 22-35 115 L. at 1 14'347 9 303 185 23,835 10,989 680 373 36 871 872 2,152 3-76 0-36 8-77 8-78 21-67 236 N. p ... L 2 ' 4g5 7>4g7 18>546 28,528 14,193 1,000 487 48 1.048 1,230 2,813 4-10 0-40 8-82 10-35 ! 23-67 341 P. O '7 149' 908 32 513 76 182,497 95,814 6,024 5,403 267 7,483 5,549 18,702 7-11 0-35 9-83 7-30 24-59 1,579 Q. 2 g §'473 44 287 163 52.923 20.428 1.830 2.743 90 1,703 3.266 7,802 12-44 0-41 7-72 14-81 35-38 1,075 R. U " 9 208'247 30 943 435 239,625 119,400 8,603 4,856 416 8.966 7,575 21,813 4-86 . 0-42 8-98 7-59 21-85 2,272 U. tj a " 6 124'286 23 487 5,391 153.164 83,013 5,065: 2,649 244 6,225 5,096 14,214 4-15 ' 0-38 9-75 7-99 22-27 1,501 UA. tj b 29 457' 181 104 087 3,128 564,396 339,739 19,360 13,314 889 26,432 18,544 59,179 5-66 0-38 11-23 7-89 i 25-16 5,093 Ub. tj„ ' 10 196' 9 28 55 480 1 553 253.261 134,374 8,713 5.993 399 10,440 8,585 25,417 5-68 0-38 9-89 8-14 24-09 j 2,4-48 Uc. w ' 2 15'532 11 979 154 27,665 13,928 1,240 543 59 1.078 1,395 3,075 4-71 0-51 9-35 12-10 26-67 1 448 W. Wa 3 25'772 14 964 615 41,351 20,601 1,782 1,473 87 1.608 2,148 5,316 8-55 0-50 9-33 12-47 30-85 : 649 WA. Wa (converted 1 ! 1 7'635 7 896 . 15,-531 6,414 684 142 35 512 738 1,427 2-19 0-54 7-91 11-41 22-05: 211 Wa (converted). Wab V ' 10 315181 ' 26 580 98 341,859 225,888 13.165 6,501 546 17,420 9,297 33,764 4-56 0-38 12-23 6-53 1 23-70 12,484 WAB. Wd ' 7 26' 102 53 757 10,663 90,522 51,884 4,467 3,432 216 3,924 4,952 12,524 9-10 0-57 10-40 13-13 i 33-20 j 1,453 Wd. We " 2 2o'708 9'257 .. 29,965 21,054 1,459 1.036 68 1,642 j 1,659 4,405 8-30 0-54 13-15 13-29 35-28 ! 479 We. Wp ' 17 238' 889 122 421 13,048 374,358 187.292 14.828 ! 9,536 704 14.525 15.540 40,305 6-1) 0-45 9-32 9-96 25-84 4,283 Wi. Ww .. . 2 36'697 12'007 650 49,354 28,250 2,078 1,189 101 2,143 2,194 5,627 5-78 0-49 10-42 10-67 27-36 509 Ww. Totals (steam) .. ~237~ 3,974,296 1,882,184 70,926 5,927,406 3,122,052 228,810 148,375 llO, 393 240,677 216,176 615,621 6-01 | 0-42 9-75 8-75 24-93 ! 56,556 Units. E i .. .1 57 4,205 4,262 8,562 112 | 256 8 93 191 548 14-41 j 0-45 5-24 10-76 30-86 j 85 E 1 (elec.battery). E 9_ 6 . g 38 112 47 592 56 85,6.90 1.574,050 1.783 j 2,891 132 17,257 1,688 21,968 8-10 0-37 48-33 4-73 61-53 I 1,240 E 2-6 (electric). E 7 _ 12 " .. .. 6 12'286 3'715 732 16.733 422,515 311 241 20 972 224 1,457 3-46 0-29 13-94 3-21 20-90 222 E 7-12 (electric).
D.—2.
47
STATEMENT No. 31—continued. Performances of Locomotives for the Year ended 31st March, 1929—continued.
® Engine-mileage. Quantity of Stores. Cost. Cost per Engine-mile, in Pence. "5: _ ® Details. Running. Repairs. Riftming. Repairs. Running. 3 m Type. 'g 2 -Lyp®« u Shunting, i co nv,in A r S f»h? g ' Work Total Wages Total - Wages Total. .3 2 ' ana-Mi a train. Coal. Oil. and Stores. Fuel. Wages. and Stores. Fuel. Wages. ® ___ I ce"ous. Material - 5 SOUTH ISLAND MAIN LINE AND BRANCHES —continued. Cwt. Qt. £ £ £ £ £ Km 2 .. .. .. 1 12,348 570 .. 12,918 1,345 422 185 26 194 457 862 3-44 0-48 3-60 8-49 16-01 160 Rm 2 (steam). Gals. Rm 4 .. .. .. 1 6,235 1,523 .. 7,758 550: 113 196 6 55 148 405 6-06 0-19 1-70 4-58 12-53 270 Rm 4 (petrol). Rm 5 .. .. .. 1 5,762 534 .. 6,296 464 75 90 4 46 121 261 3-43 0-15 1-75 4-62 9-95 209 Rm 5,:(petrol). Units. Rm S .. .. .. 1 46,507 1,055 .. 47,562 154,615 449 1,126 15 1,159 340 2,640 5-68 0-08 5-84 1-72 13-32 276 Rm 6 (electric). Totals (including rail- 253 4,095,546 1,937,160 j 75,919 6,108,625 3,123,397 232,075 153,360 10,604 260,453 219,345 643,762 6-03 0-42 10-22 8-62 25-29 59,018 motors, &c.) i | cwts. Betterments and depreciation .. .. .. .. .. .. .. .. .. .. .. 52,070 .. .. .. .. 2-05 Water charges .. .. .. .. .. .. .. . . .... .. .... 8,988 .. .. .. .. 0-35 Conversions and alterations .. .. .. .. .. .. .. .... .. .... 21,507 .. . . .. .. 0-85 General charges .. .. .. .. .. .. .. .. .. I .. .. 93,925 .. .. .. .. 3-69 4,095.546 jl,937, 160 75,919 6,108,625 | 820,252 32-23 5,674* 6,162t 11,836 1,8951 Totals .. .. j .. 4,095,546 1,931,486 j 69,757 6,096,789 .. ] I .. .. .. 818,357 j ' .1 _ "irt'i I : ; I 1 I I i Note. —Four F, one J, one K, one La, two P, one R. one T, one V written off. Six electric (7-12) new during the year. * Mileage of engines performing shunting services for workshops. t Mileage of engines performing work-crain services for Maintenance " Working-expenses " classifications. J Credits for same. WESTPORT SECTION. Cwt. Qt. £ £ £ £ £ F .. ..4 1,907 24,338 411 26,656 7,873 1,067 881 60 512 1,721 3,174 7-93 0 54 4-61 15-50 28-58 427 P. Pa 2 9,960 20,587 215 30,762 12,161 1,315 870 73 786 1,671 3,400 6-79 0-57 6-13 13-04 26-53 450 FA. WB .. .. .. 6 80,444 36,218 239 116,901 68,882 4,853 4,547 266 4,481 4,944 14,238 9-34 0-55 9-20 10-14 29-23 1,352 We. Totals .. .. 12 92,311 81,143 865 174,319 i 88,916 7,235 6,298 399 5,779 8,336 20,812 8-67 0-55 7-96 11-47 28-65 2,229 Betterments and depreciation .. .. •• •• .. .. •• •• •• •• 1,454 .. .. .. .. 2-00 Water charges .. .. .. • - • • - - • • .. .. • • - - - - • 281 .. .. - • .. 0-39 Conversions and alterations .... • ■ • • • • • ■ .. .. ■ • • ■ • • • • 15 .. . ■. .. 0-02 General charges .. .. •• •• .. .. •• •• •• •• 3,782 .. .. .. .. 5-21 92,311 81,143 865 174,319 26,344 36-27 249* 2t 251 : 42} i Totals .. .. 92,311 80,894 863 174,068 ... .. .. .. .. .. 26.302 .. .. * Mileage of engines performing shunting services for workshops. f Mileage of engines performing work-train services for Maintenance " Working-expenses " classifications. t Credits ior same.
D.—2
48
STATEMENT No. 31—continued. Performances of Locomotives for the Year ended 31st March, 1929—continued.
© Engine-mileage. Quantity of Stores. Cost. Cost per Engine-mile, in Pence. 3 H Details. Running. Repairs. Running. Repairs. Running. g T voe - J-yPw- „ Shunting, ® •2 A8 T S i i "i i ? g ' Work Total Wages Total. Wages Total. .3 g „ train. Coal. Oil. and Stores. Fuel. Wages. and Stores. Fuel. Wages. £ § MaterM - NELSON SECTION. Cwt. Qt. £ I £ £ £ £ F .. .. ..1 110 425 6,147 6,682 1,188 175 40 8 147 251 446 1'44 0'29 5*28 9-01 16'02 93 P. Fa .. .. .. 3 13,464 11,379 103 24,946 7,764 928 938 46 968 1,039 2,991 9-02 0-44 9-31 lO'Ol 28-78 438 FA. Wi .. .. .. 3 46,151 7,664 12 53,827 19,794 1,935 2,014 94 2,465 1,547 6,120 8*98 0-42 10-99 6-90 27-29 573 Wv. Totals .. .. 7 59,725 19,468 6,262 85,455 28,746 3,038 2,992 148 3,580 2,837 9,557 8-40 0-42 10-05 7-97 26-84 1,104 Betterments and depreciation .. .. .. .. .. .. .. .. .. j .. .. 461 .. .. .. .. 1-29 Water charges .. .. .. .. .. .. .. . • • • .. .... .. 123 .. .. .. .. 0-35 General charges .. .. .. .. .. .. .. .. .... .... .. 1,034 .. .. .. .. 2-90 Totals .. .. .. .. .. .. .. .. .. .. .. .. .. 11,175 .. .. .. .. 31-38 PICTON SECTION. Cwt. Qt, £ £ £ £ £ Fa .. .. .. 2 3,618 2,707 .. 6,325 2,336 218 1,862 11 290 257 2,420 70-65 0-42 11-01 9-75 91-83 97 FA. Wf .. .. .. 4 62,791 26,796 98 89,685 31,872 2,741 1,658 138 3,960 3,071 8,827 4-44 0-37 10-60 8-21 23-62 897 WF. Totals .. .. 6 66,409 29,503 98 96,010 34,208 2,959 3,520 149 4,250 3,328 11,247 8-80 0-37 10-62 8-32 . 28-11 994 Betterments and depreciation .. .. .. .. .. .. .. .. .. .. .. 496 .. . . .. .. 1-24 Water charges .. .... .. .. .. .. .. .. .. .. .. .. 85 .. . . . . .. 0-21 General charges .. .. .. .. .. .. .. .. .. .. .. .. .. 940 .. .. .. .. 2-36 66,409 29,503 98 96,010 12,768 31-92 .... 52* 52 7f Totals .. .. .. 66,409 29,o03 46 95,958 .. I •• .. .. 12,761 J I | * Mileage of engines performing work-train services for Maintenance " Working-expenses " classifications. f Credits for same.
D.—2
49
STATEMENT No. 31—continued. Summary.
Authority : W. A. G. Skinner, Government Printer, Wellington.—l 929.
10—D. 2.
Engine-mileage. Quantity of Stores. Cost. .9 Detail. Running. Repairs. Running. ei Section. 3 T Section. 2 SSrttaf' Tote '- Recoverable w | Total. a Train. Light,'' Work- Mileage. ° Coal> oil _ an d Stores. Fuel. Wages. 3 and Mis- tram - Material. cellaneous. 5 __ ! ____ ALL SECTIONS. Cwt. Qt. £ £ £ £ £ Kaihu .. .. .. 2 17,393 5,030 16 22,439 .. 22,439 4,486 669 : 393 49 565 947 1,954 Kaihu. Gisborne .. .. 6 76,586 16,156 3 92,745 3 92,742 37,895 3,483 1,986 187 6,436 3,135 11,744 Gisborne. N.I.M.L. and branches .. 387 6,705,512 2,724,549 174,144 9,604,205 21,510 9,582.695 4,872,688 350,975 249,308 20,727 464,777 340,863 1,075,675 N.I.M.L. and branches. S.I.M.L. and branches .. 253 4,095,546 1,937,160 75,919 6,108,625 11,836 6,096,789 3,123.397 232,075 153,360 10,604 260,453*219,345 643,762 S.I.M.L. and branches. Westport .. .. 12 92,311 81,143 865 174,319 251 174, -068 88,916 7,235 6,298 399 5,779 8,336 20,812 Westport. Nelson .. .. 7 59.725 19,468 6,262 85,455 .. 85,455 28,746 3,038 : 2,992 148 3,580 2,837 9,557 Nelson. Picton.. .. .. 6 66,409 29,503 98 96,010 52 95,958 34,208 2,957 3,520 149 4,250 3,328 11,247 Picton. Totals .. ..673 11,113,482 4,813,009 257,307 |l6,183,798 | 33,652 16,150,146 8,190,336 600,432 417,857 32,263 745,840 578,791 1,774,751 Cost per Engine-mile in Pence. q ® g," § .5 II I M & 2"Kn f" 1 cn ai £ h! fcD .5 be G •— < £ ce r 3 xj a. § tap* xtS (2 • ® "3 3 <3 H . O CS --H O CD rQ £5 Repairs. Running. <o "3 <»* S, So _ g * . £ 5£l ~ 2 K Section. g> \ H | S£|g || §§ Total * J g g | Days in Total. || I | || | HI II, Si 11 3 Mater- St0res - Fuel - Wage*. g I I -.egi ® „ S *J1 |„§ 3f . § 8 iais. |p. g j |S | olsa I&5 Jq| gas £ a I . _ - — ________ £ £ £ £ £ £ £ Kaihu .. .. 4-20 0-52 6 04 10-14 20-90 129 17 .. 54 1-38 0-18 .. 0-58 2,154 23-04 .. 2,154 311 Kaihu. Gisborne .. .. 5-14 0-48 16 66 8-11 30-39 682 168 .. 1,168 1-76 0-43 .. 3-02 13.762 35-61 .. 13,762 858 Gisborne. N.I.M.L. and branches .. 6-23 0 52 11-61 8-52 26-88 57,702 14,519 20,299 129,277 1-44 0-36 0-51 3-23 1.297.472 32-42 3,130 1,294,342 88,104 N.I.M.L. and branches. S.I.M.L. and branches .. 6-03 0-42 10-22 8-62 25-29 52,070 8,988 21.507 93,925 2-05 0-35 0-85 3-69 820,252 32-23 1,895 818,357 59,018 S.I.M.L. and branches. Westport .. .. 8-67 0-55 7-96 11-47 28-65 1,454 281 15 3,782 2-00 0-39 0-02 5-21 26.344 36-27 42 26,302 2,229 Westport. Nelson .. .. 8-40 0-42 10-05 7-97 26-84 461 123 .. 1,034 1-29 0-35 .. 2-90 11,175 31-38 .. 11,175 1.104 Nelson. Picton.. .. .. 8-80 0-37 10-62 8-32 28-11 496 85 .. 940 1-24 0-21 .. 2-36 12,768 31-92 7 12,761 994 Picton. Totals .. .. 6-20 0-48 11-06 8 58 26"32 112,994 24,181 41,821 230,180 1-68 0-3.6 0-62 3-41 2,183,927 32-39 5,074 2,178,853 152,618 Includes cost of 1,014 gallons benzine and 2,159,742 units electric current.
D.—2.
Revenue and Expenditure, Year ended 31st March, 1929.
D.—2.
Revenue and Expenditure, Year ended 31st March, 1928.
D-2
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 1919 to 1929.
Percentage of Increase, 1919-1929 Engines 7 58 per cent. Tractive Power 27*40 per cent.
Percentage of Increase, 1919-1929 Carriages 7"65 per cent. Seating-accommodation 574 per cent.
Percentage of Increase 1919-1929 Wagons 20'75 per cent. Carrying-capacity 28*69 per cent.
D 2
D-2
NEW ZEALAND GOVERNMENT RAILWAYS.
D.—2.
New Railway-station, Auckland, under Construction.
D.—2.
Heavy-machine Shop, Hutt Valley.
Aerial Photograph of New Workshops, Otahuhu.
D.—2.
Locomotive-erecting Shop, Hutt Valley.
Interior of Machine Shop, Otahuhu.
D.—2
Interior of Blacksmiths' Shop, Otahuhu.
Interior of No. 2 Car Shop, Otahuhu.
D—2
MAP OF NEW ZEALAND, SHOWING RAILWAY AND STEAMER ROUTES, AND ROAD CONNECTIONS.
D.—2
Locomotive-boiler Shop, Hutt Valley.
New Outward-goods Shed, Auckland.
D.—2.
Edison Electric Rail-car at Lake Forsyth, Little River Branch.
Electric Locomotive in Lyttelton-Christchurch Electric Service.
Permanent link to this item
https://paperspast.natlib.govt.nz/parliamentary/AJHR1929-I.2.2.3.3/1
Bibliographic details
RAILWAYS STATEMENT BY THE MINISTER OF RAILWAYS, THE HON. W. B. TAVERNER., Appendix to the Journals of the House of Representatives, 1929 Session I, D-02
Word Count
77,142RAILWAYS STATEMENT BY THE MINISTER OF RAILWAYS, THE HON. W. B. TAVERNER. Appendix to the Journals of the House of Representatives, 1929 Session I, D-02
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