RAILWAYS STATEMENT BY THE MINISTER OF RAILWAYS, THE HON. W. A. VEITCH.

Appendix to the Journals of the House of Representatives, 1930 Session I, D-02

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1930. NEW ZEALAND.

RAILWAYS STATEMENT BY THE MINISTER OF RAILWAYS, THE HON. W. A. VEITCH.

Mr. Speaker,-— I have pleasure in presenting my first annual Railway Statement. During the short period, in which I have had the honour of administering the Department I have not had an opportunity of doing more than adopt such measures as have been necessary to effect immediate economy. No comprehensive changes of policy will be instituted until the report of the Royal Commission, which is now investigating the Department's operations, has been considered. I submit hereunder the financial figures for the year ended 31st March, 1930. The gross income from all sources was £8,288,116, an increase of £39,078 on that of the previous year, while the expenditure was £7,358,859, an increase of £509,476. The net earnings were £929,257, as compared with £1,399,655, a decrease of £470,398. On the 31st March, 1930, the capital invested in the lines open for traffic, including the steamers and plant on Lake Wakatipu and other subsidiary services, was £57,787,671, as compared with £56,568,598 on the 31st March, 1929, an increase of £1,2.19,073 on the capital account of the previous year. The increase in capital comprises £393,072, expended chiefly on rolling-stock and signal-construction, and charged, against capital account under " Additions to open lines," and £824,496 expended under the Railways Improvement Authorization Act, 1914," on work such as new workshops, &c. A sum of £699,177 was charged against revenue for depreciation and provision of renewals, and the amount expended from this fund was £339,635 for assets written off on renewals effected during the year. The accumulated credit balance in this fund at the 31st March, 1930, was £.1,687,562. The Finance Act, 1929, section. 20, provides that interest will be charged on the total. amoun.t>of capital moneys expended in respect of railways, reduced by the sum of £8,100,000. The interest charges, amounting to £2,132,324, have therefore been computed in terms of the Finance Act. The interest charges for the year ended 31st March, 1929, totalled £2,331,335, and the decrease in these charges for the year under review is £199,011. The deficit on account of revenue and expenditure on the year's working was £1,203,067, to which must be added the sum of £8,202, an adjustment of the branch-line debit for 1929, making a total deficit for the year of £1,211,269, an increase of £778,526 as compared with the results for the previous year. The Finance Act of 1929 cancelled as from the Ist April, 1929, the credit which, had been received since the Ist April, 1925, for the losses incurred in working certain branch lines and isolated sections, and this, together with the fact that the Railway Department was called upon to bear a higher proportion, of the concession rates on fertilizers and lime, had a substantial effect on the deficit incurred in the past year's operations.

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BRANCH LINES. As indicated in my predecessor's last report, a thorough investigation was beingmade into the whole of the train services, with particular reference to the branch lines. Since I assumed control comprehensive reports have been submitted, and in view of the heavy annual losses I was reluctantly compelled to authorize the closing down of certain branch lines and isolated sections. In order to effect further economies in train operation, certain passenger-train services have also been curtailed. I found that the Department in this connection had been striving to regain lost passenger business by providing attractive services over long distances, and, although train-mileage had increased, there was still a decline in passenger revenue. The following table of figures will emphasize the position : —

The train-mileage increase was due, to a fairly large extent, to the growth of goods traffic ; but even with this favourable aspect a large proportion of the increased mileage was due to passenger services. In view of the financial position of the Department the running of several of the passenger-trains has had to be restricted, at least until the busy season commences. AUCKLAND NEW STATION. It is anticipated that the opening of the new station at Auckland will take place towards the end of October. This will enable the staff to become familiar with the working of the station before the busy season commences. It is anticipated that the final cost of the station and yards, which includes interlocking, signalling, &c, will approximate £1,210,000, while the cost of the West-field Deviation, including several stations en route, will be £790,000, making a total expenditure of £2,000,000. WELLINGTON NEW STATION. The work of reorganizing the Wellington station-yard is progressing satisfactorily. The completion of the Tawa Flat Deviation works and the rearrangement of the railway facilities will synchronize with the completion of the new station. The sum of £468,000 has already been spent on reclamation works and new yard accommodation, and it is estimated that £1,085,000 will be required to complete the undertaking — i.e., station buildings and yard. This figure does not include the Tawa Flat Deviation. At the 31st March, 1930, the sum of £670,000 had been expended on this work. It is estimated that a further sum of £545,000 will be required to complete it. The total cost, therefore, will be £1,215,000. ROYAL COMMISSION. With a view to investigating all branches of the Department's activities, and to advise where economies could be effected, the Government decided to set up a Royal Commission. The order of reference was a comprehensive one, and it is anticipated that the Commission's report will be submitted to the Government on the Ist September. The Commission has visited the four main centres, where considerable evidence and data have been, collected.

v „ . Increase over , p. Q Increase or Decrease Year. Iram-mileage. n . (including reason .. . „ ° Previous Y ear. v Tickets) over " reT10us * eal • £ £ 1924-25.. .. 9,083,623 59,120 2,288,571 61,029 decrease. 1925-26.. .. 10,319,407 1,235,784 2,537,04-7 248,476 increase. 1926-27.. .. 10,723,864 404,457 2,304,180 232,867 decrease. 1927-28.. .. 10,838,594 114,730 2,145,296 158,884 1928-29.. .. 11,113,482 274,-888 2,124,746 20,550 1929-30.. .. 12,022,043 - 908,561 1,995,927 128,819

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WORKSHOPS REORGANIZATION. This scheme, covering the four main centres, is now practically completed. The original estimates in connection with it have been considerably exceeded, and it is doubtful whether annual savings contemplated will be effected. It may be appropriate to furnish the following figures, which will indicate the position when I assumed control of the Department. On the 11th April, 1925, the Acting Chief Mechanical Engineer recommended the construction of— £ (1) Loco workshops at Auckland .. .. .. 540,088 (2) Car and wagon shops at Lower Hutt .. .. 442,134 (3) Car and wagon shops at Addington .. .. 269,571 (4) Locomotive shops, Hillside .. .. .. 391,060 £1,642,853 This estimate was afterwards increased to £1,696,000, at which figure the scheme was approved. The final capital cost is now estimated at £2,297,865, or £601,865 in excess of the original estimate. This will increase the strain upon the Department's finances and will necessitate economy in the conduct of operations in the Shops. In his original estimate the Acting Chief Mechanical Engineer intimated that an annual saving of £270,000 would result from the new scheme; but it has yet to be proved whether this measure of economy will accrue as a set-off against the heavy capital expenditure. COAL-SUPPLIES. It is pleasing to note that, of the 476,251 tons purchased during the year, 355,214 tons, or 74-59 per cent, of the total, comprised New Zealand coal. An interesting comparison of the purchases of coal appear in a table of figures embodied in the General Manager's report. From this schedule it is satisfactory to note the large increase in the use of New Zealand coal since 1924-25. As a result of important tests which have been carried out for some time past, there appears to be a very encouraging prospect of our being able to utilize a still greater proportion of New Zealand coal. The whole fuel position was very complicated during the year owing to the flooding of the Hikurangi Mine and to the difficulties that arose as a result of the stoppage of supplies to the open market from Newcastle. This latter feature affected the Department more indirectly than directly by throwing several large gas-producing concerns (which previously used a large proportion of Newcastle coal) almost entirely on to the New Zealand market. The Department had considerable difficulty during the year in maintaining its supplies, and although it is regrettable that inferior qualities of coal had to be used, with the consequent increase in departmental costs, it is gratifying to know that it was found possible to maintain the services. It is also to be noted to the Department's credit that it was able to render very timely assistance to some of the gas-producing concerns by allowing them to draw on the Department's stock of coal. GARRATT LOCOMOTIVES. The three locomotives of the Garratt type which were imported from Great Britain are now in commission. Their working has, however, not yet proved satisfactory. Certain adjustments have been found necessary in order to fit the engines to our conditions. Some progress has been made with tests and improvements on these locomotives, and it is hoped that they will prove effective. There is no doubt

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about their tractive effort; most of the difficulty having arisen in connection with their coal-consumption. This can only be finally adjusted by exhaustive trials under working-conditions. No effort will be spared to bring them to a satisfactory state of efficiency. MOTIVE POWER. ' During the year one of the Department's Mechanical Engineers has been abroad looking into the latest developments regarding motive power, including such matters as the application of the Diesel engine to traction. This officer obtained a large amount of very valuable information, and the data which he was able to obtain indicate that the time has not yet arrived in the development of the application. of the Diesel, engine to traction when we would be justified in adopting it. This officer was able to make contacts while abroad which will enable us to keep closely in touch with motive-power developments, so that we shall be in a position to obtain full and first-hand information as to what is being done in this connection in other parts of the world. CONCLUSION. In conclusion, I desire to express to all members of the Service my appreciation of the manner in which they have carried out their difficult duties. I know I can rely on the entire Service to exercise such discretion in expenditure of money and use of materials as will ensure that all increases of revenue and economy measures will be available to put the Department into a more stable financial position.

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

Year ended 31st March, PARTICULABS. ; 1930. 1929. 1928. 1927. 1926. Total miles open for traffic .. .. 3,287 3,287 3,180 3,164 3,138 Average miles open for year .. 3,287 3,254 3,178 3,157 3,103 Capital cost of opened and unopened lines £65,526,089 £62,276,214 £58,797,458 £56,028,477 £53,716,455 Capital cost of open lines .. .. £57,787,671 £56,568,598 £51,187,376 £49,183,916 £47,608,676 Capital cost per mile of open lines .. £17,581 £17,210 £16,097 £15,545 £15,172 Gross earnings .. .. .. £8,279,914 £8,747,975 £8,524,538 £8,434,654 £8,460,762 Working-expenses .. .. .. £7,358,859 £6,849,383 £6,685,123 £6,490,880 £6,468,428 NET EARNINGS .. .. .. £921,055 £1,898,592 £1,839,415 £1,943,774 £1,992,334 Interest charges .. .. .. £2,132,324 £2,331,335 £2,130,867 £2,043,433 £1,913,311 Appropriation for betterments .. .. .. .. .. £58,000 Unappropriated surplus .. .. .. .. .. .. £21,023 Deficit .. ... .. .. £1,211,269 £432,743 £291,452 £99,659 PERCENTAGE OF TOTAL WORKINGEXPENSES TO GROSS EARNINGS 88-88 78-30 78-42 76-95 76-45 PERCENTAGE OF NET EARNINGS TO ( CAPITAL INVESTED .. .. 1*61 3-45 3-64 3-99 4-35 ! .Railway operating earnings .. .. £7,473,993 £7,524,864 £7,343,845 £7,423,472 £7,589,274 Railway operating expenses .. .. £6,848,026 £6,374,579 £6,302,119 £6,158,283 £6,164,570 NET RAILWAY OPERATING EARNINGS £625,967 £1,150,285 £1,041,726 £1,265,189 £1,424,704 PERCENTAGE OF RAILWAY OPERATING EXPENSES TO EARNINGS 91-62 84-71 85-81 82-96 81-23 Operating earnings per average mile open £2,274 £2,312 £2,310 £2,351 £2,446 Operating expenses per average mile open £2,083 £1,959 £1,983 £1,951 £1,987 NET OPERATING EARNINGS PER AVERAGE MILE OPEN .. .. £191 £353 £327 £400 £459 d. d. d. d. d. Operating earnings per train-mile .. 149-21 162-50 162-62 166-14 176-51 Operating expenses per train-mile .. 136-71 137-66 139-55 137-82 143-37 NET OPERATING EARNINGS PER TRAIN-MILE .. .. .. 12-50 24-84 23-07 28-32 33-14 Passengers, ordinary .. .. 8,498,441 9,074,993 9,299,157 10,305,065 11,813,480 Season tickets .. .. .. 667,432 656,169 632,763 585,094 600,292 Total passenger journeys .. .. 25,413,621 25,574,843 25,379,665 26,002,137 27,653,414 Goods tonnage .. .. .. 7,233,295 7,086,680 6,854,865 6,833,436 6,808,603 Live-stock tonnage .. .. .. 566,407 535,951 511,897 475,013 447,539 Train-mileage .. .. .. 12,022,043 11,113,482 10,838,594 10,723,864 10,319,407 Engine-mileage .. .. .. 16,735,624 16,150,146 15,383,051 15,212,086 14,657,039 For the current year I anticipate the revenue will reach £8,470,695, and the expenditure £6,378,003.

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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,— 9th August, 1930. I have the honour to report on the working of the railways for the financial year 1929-30. FINANCIAL. On the 31st March, 1930, the capital invested in the lines open for traffic, including the steamers and plant on Lake Wakatipu and other subsidiary services, was £57,787,671, as compared with £56,568,598 on the 31st March, 1929, an increase of £1,219,073. During the year a material alteration was made in the financial structure of the Department. The Finance Act, 1929, section 20, provides that interest will be charged on the total amount of capital-moneys expended in respect of railways, reduced by the sum of £8,100,000. In terms of this amendment the capital account has.not been reduced, but the interest charges have been computed on the total amount less £8,100,000. The credit in respect to the losses incurred in the operation of certain branch lines and isolated sections, which has been allowed since 1925 in calculating the payment to be made to the Railway Account from the Consolidated Fund, was cancelled as from Ist April, 1929, inclusive. The rate of interest on the capital-moneys (other than moneys raised under the Railway Improvement Authorization Act)-was increased from 4| to 4J per cent, from the Ist April, 1929. An alteration was also made in respect to the Department's liability in connection with the concession rates on agricultural lime and fertilizers, it being decided that the Department should bear half the cost of the railage charges on agricultural lime up to 100 miles and half the cost of the difference between the rates in force for artificial manures prior to 1926, when the rates on fertilizers were reduced by 40 per cent., and the present rates. Previously the Agricultural Department had reimbursed the Railways Department for the railage on agricultural lime up to 100 miles, and also for the difference in the cost of the reduction made in 1926 on artificial manures, less £25,000, which was borne by the Railways Department. Year ended Year ended Increase or 31st March, 1930. 31st March, 1929. Decrease. Gross revenue .. .. .. .. .. 8,288,116 8,249,038 + 39,078 Gross expenditure .. .. .. .. 7,358,859 6,849,383 +509,476 Net revenue .. .. .. .. .. 929,257 1,399,655 —470,398 Credit for developmental lines .. .. .. Dr. 8,202 498,937 —507,139 Interest charges .. .. .. .. .. 2,132,324 2,331,335 —199,011 Deficit .. .. .. .. .. .. 1,211,269 432,743 +778,526 The effect of the altered financial arrangements has been as follows :— 1930. 1929. £ £ Unrecovered losses on developmental lines .. .. .. .. 735,993 130,975* Railways Department's proportion of cost of concession on fertilizers and lime 84,469 25,000 Additional interest due to higher rates (other than interest on moneys expended on developmental lines which is included in the first item above) 36,004 Total .. .. .. .. .. .. .. 856,466 155,975 Deduct interest at 4| per cent, on £8,100,000 .. .. .. .. 344,250 Increase of deficiency as a result of altered financial policy .. .. £512,216, £155,975 The gross earnings for the year were £8,288,116, as against £8,249,038 for the previous year, an increase of £39,078. The gross expenditure totalled £7,358,859, an increase of £509,476, or 7-44 per cent, on the figures for the previous year, while the interest charges were £2,132,324, leaving a deficiency on the year's operations of £1,203,067, to which must be added the sum of £8,202, an adjustment of the branch-line debit for 1929, making a total deficit for the year of £1,211,269. It will be seen that the factors covered by the statement set out above account for an increase of deficit on account of revenue and expenditure of £356,241 as compared with last year, leaving the sum of £422,285 to be accounted for by other factors.

* Loss on account of East Coast Railway and Kirikopuni line for which credit was not received.

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Revenue. The income in respect of railway operation under the main headings and the percentage under each heading to total income compared with the previous two years are as follow : —

The passenger earnings for the year have decreased by 6-06 per cent, as compared with the previous year, while the goods earnings have increased by 1-20 per cent. The operating earnings per average open mile and per train-mile are as follow : — Per Average Per Mile open. Train-mile. £ d. 1929-30 ■.. .. .. ..2,274 149-21 1928-29 .. .. .. ..2,312 162-50 1927-28 .. .. .. ..2,310 162-62 The railway operating receipts (exclusive of subsidiary services) from the North and South Island Main Lines and Branches shown separately are as follow : —

The operating earnings for the North and South Island Main Lines and Branches separately per average open mile and per train-mile are as follow : —

The principal factors contributing to the increased deficit of £422,285, which is apart from the increase brought about as a result of the altered financial policy, are as follow:— There is a heavy decrease in the passenger traffic amounting to £130,000 due to— (1) There being practically no Easter traffic included in the 1929-30 figures, whereas there was the greater part of two Easters in the 1928-29 figures. This factor alone accounts for approximately £107,000. (2) The balance of the decrease on account of passenger traffic (£23,000) must, I think, bo principally ascribed to the diversion of traffic to the road. The_ position in regard to commercial competition by road has been watched during the year, and the indications are that it has not grown to any material extent. The increasing diversion of the passenger traffic must, I think, be ascribed to the increasing use of private motor-cars. The registrations of motor-cars for 1929-30 were 148,090, as compared with 130,556 for the previous year, being an increase of 17,534. The effect of such an increase in the number of motor-cars is inevitable.

I Per Cent, of J j Per Cent, of | Per Cent, of 1929-30. Operating j 1928-29. i Operating 1927-28. Operating Revenue. |j | Revenue, jj j Revenue. £ ' £ £ Passengers, ordinary .. 1,733,512 23-19 1,868,048 24-82 1,886,833 25-69 Season tickets .. .. 262,415 3-51 256,699 3-41 258,463 3-52 Parcels, luggage, and mails 386,792 5-18 378,141 5-05 379,933 5-17 Goods.. .. .. 4,904,324 65-62 4,846,125 64-40 4,680,135 63-73 Labour, demurrage, &c. .. 186,950 2-50 175,851 2-34 138,481 1-89 7,473,993 100-00 7,524,864 100-00 7,343,845 100-00

North Island Main Line and Branches. South Island Main Line and Branches. 1929-30. 1928-29. 1927-28. 1929-30. 1928-29. 1927-28. £ £ £ £ £ £ Passengers, ordinary .. 1,110,392 1,195,259 1,213,778 602,190 644,118 645,488 Season tickets .. 174,781 171,034 172,816 83,430 81,478 81,055 Parcels, luggage, and mails 249,955 241,009 239,667 128,359 128,486 131,938 Goods .. .. 2,685,577 2,721,384 2,625,540 2,026,066 1,938,634 1,869,774 Labour, demurrage, &c... 91,493 93,300 69,400 80,263 69,389 56,643 4,312,198 4,421,986 4,321,201 2,920,308 2,862,105 2,784,898 _ I

North Island Main Line and Branches, j South Island Main Line and Branches. Year. : ; j . Per .Average Mile Per Train . mile . Per Average Mile ! Per Train . mile . £ d. £ d. 1929-30 .. .. 3,052 144-53 1,794 154-23 1928-29 .. .. 3,202 158-27 1,760 167-72 1927-28 .. .. 3,289 160-05 1,721 165-05

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I deal with the question of passenger traffic in relation to competition again later in this report. Over against the decrease of £130,000 in passenger business must be set an increase in the goods business amounting to £58,000. While the goods increase was insufficient to offset the passenger decrease I think it must be regarded as satisfactory, especially in view of the record in goods business that was established in the previous year. More particularly is this statement justified by reason of the fact that there were special factors operating against our showing an increase in goods business for the past year. Among these factors may be mentioned— (1) An abnormally late season for live-stock. (2) The drop in wool-prices causing much of the clip to be withheld by the growers. (3) The late distribution of fertilizers in the North Island in 1930, as compared with the previous year. (4) The loss of revenue on fertilizers and lime traffic owing to the reduction in the proportion of the rebate recovered from the Department of Agriculture as previously mentioned. With regard to (1) —namely, the late season for live-stock —it is interesting to note that for the first two periods of the year 1930-31 there has been an increase in the sheep carried in the North Island of no less than 123,000 head, and in the South Island 53,000 head, as compared with the previous year. This fully bears out the statement that the live-stock traffic was later in 1930 than in the previous year, and has had the effect of lessening the revenue from this class of traffic for the year under review—namely, 1929-30. With regard to (2) —namely, the wool traffic —it has been estimated that there are no less than 150,000 bales of wool belonging to the 1930 wool-clip that have not yet been sold. We had a decrease in our wool traffic of approximately 80,000 bales as compared with the previous year, so that had the price factor not entered into the wool business we could confidently have looked for an increase rathei than a decrease in this traffic for the year. With regard to (3) —namely, the distribution of fertilizers—this was, I believe, caused principally by the fact that in the previous year fertilizer companies in the North Island gave a special rebate to farmers who took early delivery of their requirements for autumn sowing. During the year 1929-30 this arrangement did not operate, and this threw deliveries later in the subsequent year. The decrease for the three four-weekly periods ended Ist March, 1930, as compared with the corresponding three periods in the previous year was no less than 54,933 tons in the North Island. Fertilizer traffic is little affected by competition, and I think this fluctuation must be largely ascribed to the reason I have mentioned —namely, to the encouragement that was given to the farmers in the previous year to take early delivery, while no doubt the drop in the price of farm products may have had an adverse effect on the purchasing-power of the farmers. With regard to (4) —namely, the loss of revenue on the rebate recovered from the Department of Agriculture on account of concession in rates on fertilizers and lime —requires no further comment. It was simply decided that a higher proportion of the debit of this account should be borne by the Railways Department. Additionally to the above-mentioned factors, I think it may be assumed that the Department could hardly fail to be adversely affected by the general depression that set in during the year. It is, of course, impossible to state in terms of money the extent of this effect, but it can scarcely be doubted that it existed. Expenditure. The total expenditure for the year ended 31st March, 1930, was £7,358,859, an increase of £509,476 as compared, with the previous year's figures. 1929-30. 1928-29. 1927-28. £ £ £ Expenditure on train operation .. 6,848,026 6,374,579 6,302,119 Subsidiary services .. .. 510,833 474,804 383,004 £7,358,859 £6,849,383 £6,685,123

Operating Expenditure.

Per Cent, of I jPer Cent, of |Per Cent, of 1929-30. ! Operating 1928-29. Operating 1927-28. Operating Revenue. j Revenue. Revenue. £ £ £ Maintenance —Way and works 1,146,014 15-33 1,111,229 14-77 1,147,067 15-62 Maintenance —Signals .. 117,577 1-57 112,206 1-49 102,871 1-40 Maintenance —Rolling-stock .. 1,680,919 22-49 1,424,165 18-93 1,380,726 18-80 Examination, lubrication, and 82,711 1-11 67,023 0-89 62,512 0-85 lighting of vehicles Transportation —Locomotive 1,672,498 22-38 1,583,770 21-05 1,599,562 21-78 Transportation—Traffic .. 1,883,918 25-21 1,825,965 24-26 1,760,459 23-97 Head Office and general charges 96,466 1-29 80,943 1-07 75,048 1-02 Superannuation subsidy .. 167,923 2-25 169,278 2-25 173,874 2-37 6,848,026 91-63 6,374,579 84-71 6,302,119 85-81

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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. 1929-30 .. .. .. ..2,104 136-71 1928-29 .. .. .. ..1,959 137-66 1927-28 .. .. .. ..1,983 139-55 The increase in operating expenditure was principally due to the following factors :— (1) Increased expenditure on the maintenace of rolling-stock. (2) Greater consumption and higher cost of locomotive coal. (3) Additional train-mileage. (4) Increased cost on account of housing. (5) Increased mileage of line worked for the whole year. (6) Additional expenditure incurred in connection with the Government scheme for the relief of unemployment. Further details of the principal items making up the increase in expenditure are as follow :— Maintenance of Way and Works. Increase, £34,785. The principal items were : Maintenance permanent-way, £14,409 ; buildings, £15,862. Under the former heading—namely, Permanent-way —the increase is due mainly to the writing-off of the following assets that have been scrapped or demolished : — £ Mount Egmont crusher .. .. .. .. . . .. 3,050 Bishop excavator, Wanganui district .. .. .. . . .. 1,275 Mount Albert ballast-pit plant and sidings .. .. .. .. 4,513 Hawera —50 ft. turntable .. .. .. .. .. .. 290 Woodville—so ft., turntable .. .. .. .. .. .. 240 £9,368 The increase in the average track mileage for the year would more than make up for the balance of increase on account of maintenance of track. Under the latter heading—Buildings—the following are the principal items :— Fit ting up booking-offices at Symonds Street and Karangahape Road, Auck- £ land; Courtenay Place, Wellington; Rotorua ; and Napier .. .. 2,590 Renewing the roof of Cross Creek engine-shed . . .. .. .. 650 Reroofing Dunedin " D " goods-shed .. .. .. .. 839 Stone-preservative work on Dunedin Station building .. .. .. 1,179 The expenditure on account of unemployment relief on Way and Works Branch amounted to £6,400. There was also an increase in the amount of repair work carried out to buildings during the past year, and it is interesting to note in this connection that for the three previous years the amount of expenditure under the heading " Buildings " was much below what might be regarded as normal. Taking 1926 as the standard, and fixing the index figure for that year at 100, the following statement shows the position : 1926, 100 ; 1927, 80 ; 1928, 83 ; 1929, 79 ; 1930, 93. Maintenance of Signals and Electrical Appliances. There was an increase under this heading of £5,371, due principally to the extension of our signalling and electrical appliances that has taken place within recent years. Very extensive rearrangements of the interlocking-facilities also had to be undertaken at the east end of Christchurch yard in order to permit of the readier reception of the ferry train to the platform in the mornings. Previously it was necessary for the ferry train to remain outside the signal until the 7.25 a.m. train for Lyttelton had departed from Christchurch. Almost invariably the ferry train had to be kept either at Lyttelton or at Christchurch owing to the inability to receive it at the platform at Christchurch. A rearrangement was designed and carried out that has overcome this difficulty, and has enabled a much improved service to be given in connection with the conveyance of the passengers from the Lyttelton ferry-boat to Christchurch in the morning. The whole of this work was charged to working-expenses. Maintenance of Rolling-stock. The largest factor in the increase in our expenditure for the last year comes under this heading, the increase amounting to £256,754. Two questions arise in this connection — (1) Whether the increased amount of repair work was necessary, and, if so, what made it necessary ; and (2) Was fair value obtained for the expenditure.

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As to the first question there can be no doubt whatever of the necessity for increased expenditure during the year in the matter of repair to rolling-stock. Whether rolling-stock requires repair or not is purely a question of fact —that is, the rolling-stock is either in good order so that it is up to the necessary standard of efficiency for the work to be done or it is not. The fact is that the rolling-stock was not up to this standard. This position did not arise suddenly, but was the accumulated effect of conditions which developed over a period of years. Since the workshops-reorganization work was put in hand the disturbance of the work in the work shops prevented that amount of work being done that would otherwise have been done in the matter of repairs to rolling-stock. This more particularly applied to locomotives. It will be realized that rolling-stock can be allowed to fall away in the matter of repairs until a certain point is reached when the process must stop if a breakdown in the organization is to be avoided. Postponement of repairs always makes the repair bill heavier when circumstances make it inevitable that the work must be faced, and this is what happened in the present instance. Last year we arrived at the stage when the postponement of repair work could no longer continue, and the position became such that immediate and definite action of an intensive nature had to be taken in order to enable the position to be met and the services carried on with a reasonable degree of efficiency. "We found ourselves in the position of having to draw up a programme of concentrated work immediately we obtained the use of the new workshops, and even before the reorganization had been wholly completed. Our programme had to be drawn up on the basis of having a large amount of work done before the busy traffic season again set in, and this involved the performance of a large volume of work within the limited time available. The result was the working of much overtime at, of course, greatly increased cost. Another circumstance that had a bearing on our expenditure was the work we had to undertake in connection with the relief of unemployment. Of course we obtained the benefit of this work in overtaking arrears of repairs, but the expenditure that was involved had the effect of throwing our finances out of focus. As regards comparison of this year with previous years, more detailed particulars under the various headings are as follow : — Repairs to Locomotives. Increase, £182,542. The number of heavy repairs carried out during the year was 240 as compared with 153 the previous year, an increase of 57 per cent. The increase in the expenditure on the other hand (£182,542) was only 31 per cent., and this notwithstanding that, as mentioned above, a good deal of work had to be done at overtime rates. It will be seen, therefore, that by comparison with the previous year we received good value for the money expended. Unemployment relief under this heading was responsible for £23,044 of the total increase. Maintenance of Cars and Wagons. The increase in expenditure on maintenance of cars and vans was £26,923, or 11 per cent., of which unemployment relief accounted for £7,046. The number of heavy repairs to cars and vans increased by 27 per cent. Expenditure on maintenance of wagons increased £46,311, or 8 per cent., including unemployment relief, £12,199. The number of heavy repairs increased by 27 per cent. It will be seen from the foregoing that the additional expenditure incurred on the maintenance of locomotives and rolling-stock was laid out to good advantage, and, so far as the necessity for undertaking the additional repair work was concerned, I do not hesitate to say that we had no option but to definitely face the position. It is, of course, regrettable that it was necessary to undertake such an abnormal expenditure in one year, but the position was the natural consequence of the slowing-up of repair work that was inseparable from the transition period of the change over from the old workshops to the new workshops. It will also be seen that unemployment relief was responsible under the heading of Maintenance of Rolling-stock for no less than £42,289, which, as I have previously indicated, also serves to distort our expenditure figures when a comparison is being made with previous years. Locomotive Transportation. There were increases under this heading of £19,021 in drivers' and firemen's wages, and £80,255 in fuel, while there was a decrease of £12,120 in cleaning-costs. The increase in drivers' and firemen's wages was due to increased train services. The percentage of increases in the wages bill for last year was 3-41, and the increase in engine-miles was in exactly the same proportion, showing that the wagescost in relation to work done remained constant. The increase in the fuel bill was due to the difficulties which we experienced in obtaining suitable classes of coal for our needs. As a result, principally, of the flooding of the Hikurangi Mine and the earthquake on the West Coast, which interfered with our supplies from the mines in that area, we were forced to supplement such supplies as were obtainable in New Zealand by further supplies from Australia. Owing, unfortunately, to the fact that the mines in Newcastle field were not working, we were compelled to seek supplies from the southern New South Wales mines and even from Queensland. These classes of coal were not up to

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such a high standard as the fuel we had been able to obtain during previous years, and, in consequence, the consumption of coal per engine-mile increased from 56-7 lb. last year to 59-7 lb. this year, while the cost of the fuel increased from 10-77 d. to 11-18 d. per engine-mile. The total number of tons consumed increased by 36,545 tons, or 8-92 per cent., while the engine-mileage increased by only 3-41 per cent. The fuel position was one which was entirely out of our control, and. indeed at one stage during the year we were very fortunate to be able to keep our services intact. Our coal-supplies fell to a very low ebb, and it was only by prompt action in supplementing New Zealand supplies by purchases from Australia that we were able to meet requirements. Provided the disturbing factors which operated during the past year do not recur during the coming year, we may confidently look for a reduction in our fuel bill for 1930-31, though, of course, the position will not entirely right itself until the stocks of the inferior types are exhausted. As regards cleaning, the decrease under this heading was due to the reduced amount of cleaning that has been done. In time of such acute financial difficulty as we are facing at present it is regrettably necessary to curtail expenditure on such matters as cleaning. We are, however, exploring possibilities of raising the standard of cleaning of our engines while keeping expenditure down to the lowest possible figure. We have fitted a special plant at Dunedin and the experience gained with it indicates that it opens up considerable possibilities in the direction I have indicated, and we now have under consideration the question of providing further plants of the same kind at other depots as we can obtain the necessary finance. The following statistical figures in connection with locomotive transportation costs may be of interest:—■ Averages. 1930. 1929. 1928. Cost per engine-mile .. .. .. 23-98 d. 23-49 d. 24-52 d. Cost per train-mile .. .. .. .. 32-79 d. 34-20 d. 35-42 d. Cost per engine-hour .. .. .. 237-31 d. 232-44 d. 240-18 d. Cost per 1,000 gross ton-miles .. .. 163-97 d. 163-35 d. 173-08 d. Engine-miles per engine-hour .. .. 9-90 9-90 9-80 Engine-miles per locomotive day (eight hours) .. 79-20 79-20 78-40 Gross ton-miles per engine-hour .. .. 1,447 1,423 1,388

Examination and Lubrication of Coaching and Wagon Stock. Expenditure under this heading increased by £9,298, the figures being—l 929, £34,710; 1930, £44,008. Early in the year I found that the number of hot boxes which were occurring in the rolling-stock was developing to much too high a figure, and, as a result of my going into the matter with the Chief Mechanical Engineer, it was found that special steps were urgently necessary in order to bring the lubrication of stock up to a more efficient standard. To enable this to bo done a special staff had to be taken out of the workshops and put on to the work for a time. Investigations were also made into our methods of lubrication, and various experiments were tried by way of remedial measures. Out of our investigations there emerged the fact that the quality of the packing that was being used by us was not such as to satisfactorily meet requirements, while the question of the type of oil that was in use also presented itself. The prompt action which we took in the matter had very beneficial results, and the position as regards hot boxes commenced steadily to improve, and is now on a much more satisfactory footing. The oil question is still under consideration, and we expect to be able to r'each a final decision as to the best quality of oil for our use when the tenders for supplies, which close very shortly, are being settled. The attached graph shows the position regarding hot boxes. It will be seen that it amply bears out what I have stated above —namely, that the position at the beginning of the year demanded very definite action, and that the steps which we took brought about a very much improved position.

Consumption. Cost. Fuel. 1930. 1929. 1930. 1929. lb. lb. cl. d. Per engine-mile .. .. .. .. .. 59-7 56-7 11-18 10-77 Per engine-hour .. .. .. .. .. 590-9 561-2 110-66 106-61 Per thousand gross ton-miles .. .. .. 408-3 394-4 76-47 74-92

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Hot Boxes —Wagons per 100,000 Wagon-miles and Carriages per 100,000 Car-miles.

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Traffic Transportation. Included under this heading was an increase of £57,953 in expenditure. The principal items going to make up this increase are as follow :— General superintendence (£7,487) : Included in this item is advertising. We engaged in a fairly extensive advertising campaign last year. We were also involved in additional advertising-expense in connection with the running of many special excursion trains during the year. (I deal with these trains later in this report, and the figures show that they proved quite a remunerative venture to us. The increased expenditure under this heading was therefore amply justified.) The station expenses show an increase of £44,495. The principal factors contributing to this increase were the introduction of night expresses in the South Island, the opening of the Tauranga Section, the opening of Central Booking-offices in the cities, regrading of positions in the First Division, scale increments due to the staff, more shipping traffic and a greater volume of goods traffic handled, and the running of week-end excursions. Train expenses show an increase of £8,658. equal to 3-23 per cent. This is more than accounted for by the increase in train-mileage which was 5-61 per cent. General Charges. There was an increase under this heading of £14,168, equal to 5-66 per cent. The principal items making up this increase are as follow : — Head Office (increase, £4,452). This was due principally to the fact that the Land Office staff, which was previously attached to the Maintenance Branch, was brought under the Head Office. This does not represent an increase in the total expenditure of the Department, but simply transfers the Land Office expenses from the Maintenance Branch to the Head Office. Sick-benefit subsidy accounts for an increase of £5,899. The sick-benefit scheme was in operation for only part of the year 1928-29. During the year 1929-30 it was in operation the whole of the year, and the full subsidy for the year was paid. This item calls for no further explanation. Other charges accounted for an increase of £3,198. This item is generally a reflection of trainingschool expenses, there being more cadets in training this year than the previous year. There was also some further expense incurred in connection with the installation of additional equipment in the school. Subsidiary Services. Subsidiary Service Revenue. —The revenue from subsidiary services amounted to £814,123, as compared with £724,175 for the previous year, and an analysis of the figures is as follows : — 1929-30. 1928-29. 1927-28. £ £ £ Lake Wakatipu steamers.. .. .. 11,447 10,941 9,885 Refreshment service .. .. ..132,301 123,382 122,220 Advertising service .. .. .. 53,532 53,984 52,600 Departmental dwellings .. .. ..109,649 105,897 93,643 Leases book-stalls, &c. .. .. .. 21,405 19,455 20,542 Road-motor services .. .. ..105,702 102.385 32,487 Miscellaneous .. .. .. .. 380,087 308,131 359,748 £814,123 £724,175 £691,125 Subsidiary Services Expenditure. —The particulars of the expenditure in connection with subsidiary services are as follow :— 1929-30. 1928-29. 1927-28. £ £ £ Lake Wakatipu steamers.. .. .. 18,374 17,425 15,627 Refreshment service .. .. .. 125,230 116,391 114,644 Advertising service .. .. .. 53,151 50,720 48,921 Departmental dwellings . . .. .. 187,816 170,073 162,263 Leases book-stalls, &c. .. ' .. .. 9,144 8,483 8,828 Road-motor services .. .. .. 117,118 111,712 32,721 £510,833 £474,804 £383,004 The principal variation under this heading was in connection with departmental dwellings, which show an increase in expenditure of £17,743, and an increase in revenue of £3,752, giving an increased net loss of £13,991. There was an increase in the maintenance charges of £7,705J This was due partly to more ordinary maintenance work having been necessary during the year and partly to the cost of reconditioning the houses after the earthquake on the west coast of the South Island. Fixed charges accounted for an increase of £10,038, due to additional dwellings having been taken over or constructed during the year. The road-motor services accounted for an increase in the expenditure of £5,405, with an increase in revenue of £3,317. The excess of the increase in expenditure over the increase in revenue was £2,088. The position on the Napier-Hastings services is the principal cause of this position. As I mentioned in my last annual report. " pirate " services are being carried on by certain taxi-owners in

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opposition to our buses, and these have accounted for a decrease in the revenue in this service of no less than £7,239. But for this circumstance our bus business would have shown a very substantial improvement on last year. The foregoing comments are not intended to be a full treatment of our working under the various headings above named, but are mentioned as being the principal factors that require to be taken into account when comparing the position for 1929-30 as disclosed in the Revenue and Expenditure Account with that disclosed by the same account for the previous year. (Each of the various phases of our operations will be treated in fuller detail hereunder). As I mentioned last year, in order that proper comparison may be made as regards Revenue and Expenditure Account for any two years the differentiating factors are required to be taken into account. Summarizing the items mentioned above, the following sets out the position : — Decrease in revenue due to two Easter periods being included in 1928-29, and £ practically no Easter traffic in 1929-30 .. .. .. .. ..107,000 Increases in expenditure— Maintenance of way and works .. .. .. .. . . .. 34,785 Maintenance of signals and electrical appliances .. . . . . .. 5,371 Maintenance of rolling-stock .. .. .. .. .. .. 256,754 Locomotive transportation— £ £ Drivers'and firemen's wages .. .. .. 19,021 Fuel .. .. .. .. .. .. 80,255 99,276 Less saving in cleaning-costs .. .. .. ..12,120 87,156 Examination and lubrication of rolling-stock . . .. .. .. 9,298 Traffic transportation .. .. .. .. .. .. 57,953 General charges .. .. .. .. .. .. .. 14,168 Subsidiary services— Departmental dwellings .. .. .. .. .. 13,991 Road-motor services .. .. .. .. .. 2,088 16,079 £588,564 It will be seen that the foregoing items alone more than account for the increase in the deficit on account of revenue and expenditure that remains to be accounted for after allowing for the alterations in the financial arrangements of the Department as I have previously set out. All of these items are due to more or less fortuitous circumstances over which the administration could have little or no control, such as the incidence of the Easter traffic, the increased expenditure associated with extension of the services, overtaking of arrears of maintenance of rolling-stock, and such-like causes as are mentioned under the various headings above. The foregoing is intended to be by way of elucidation of the main factors affecting the Revenue and Expenditure Account, and is not directed to the question of the efficiency of the working of the Department. In this latter connection I would draw particular attention to the comment in my last annual report under the heading of " Statistics," and under this heading in this report I again, give some figures which are more truly significant as regards the operating efficiency of the Department than are the figures of the Revenue and Expenditure Account. The sum charged against revenue for depreciation and provision for renewals was £699,177, and the amount expended from the Depreciation and Renewals Fund was £339,635 for assets written off or renewals effected during the year. The accumulated credit balance in this fund at 31st March, 1930, was £1,687,562. The position in regard to the undermentioned equalization funds is as follows :- —

The following summary makes a comparison of the principal items charged against workingexpenses in respect of the various funds tabulated below for the five years ended 31st March, 1925, and 31st March, 1930, respectively : — . Five Years . Five Years ended ended 31st March, 1930. 31st March, 1925. Reserves accumulated for renewals and depreciation .. .. 1,687,562 Reserves against fire, flood, accident, compensation, and insurance .. 66,633 Old and obsolete rolling-stock, buildings, and equipment written off .. 635,772 94,425 Superannuation Fund subsidies .. .. .. .. .. 892,701 80,000 £3,282,668 £174,425

§ Credit Balance p t? i brought Contributions, Expenditure, } , , a r an ? e forward from 1929-1930. 1929-1930. at 3 \ s *„^ aroh ' 1929. lydU ' £ £ ! £ £ Slips, Floods, and Accidents Fund .. .. 26,902 21,647 31,329 17,220 Workers'compensation .. .. .. I 18,498 44,894 47,890 15,502 Insurance .. .. .. .. 24,819 15,964 6,872 33,911 70,219 82,505 86,091 66,633 I I

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By way of final comment on the financial position of the railways I would add the following remarks :— The Working Railways Account was established in terms of the Government Railways Amendment Act, 1925, as from Ist April, 1925. in order to supply the floating capital necessary to institute the new system, the sum of £1,327,649 was credited to the Working Railways Account as from that date. This sum represented the amount earned by the working railways in excess of the " policy " rate of interest, which was fixed at 3 per cent, in 1897 and increased to 3f per cent, in 1909. Of the total sum credited to the account £854,257 represented floating assets such as stores and outstanding balances at stations held by the Department and the balance, £473,392, was paid from the Consolidated Fund by instalments in cash during the year ended 31st March, 1926. The total sum, consisting as it did of surplus railway earnings, was credited to the General Reserve Account in the railway books. The general reserve has also been augmented by credits for working assets such as Refreshment Branch property, and Advertising Branch contracts and equipment held at Ist April, 1925, which under the system previously obtaining were not recorded amongst the assets of the Department. At 31st March, 1930, the general reserve nominally amounted to £1,378,317, while reserves for renewals and depreciation amounting to £1,687,562, fire and accident insurance amounting to £49,413, equalization of expenditure on slips, floods, and accidents amounting to £17,220, and betterments (Refreshment Branch) amounting to £4,289, had been built up by charges or premiums levied against working-expenses. The total reserve for renewal and depreciation of capital assets was £1,687,562, and for other purposes £1,449,239, or £3,136,801 in all. Against these reserves the operating losses for the five-yearly period amounted to £2,042,017, reducing the amount of floating capital to £1,094,784, a sum that is inadequate to meet the everyday requirements of the Department, owing to the large amounts looked up in stocks of stores and materials, outstanding accounts for works in progress, and outstanding balances at stations. In order to meet the position it was necessary to borrow £150,000 in cash from the Consolidated Fund at the 31st March, 1930, and there is no prospect of repaying this amount. A further sum of £100,000 was borrowed from the Consolidated Fund on the 4th April in order to meet outstanding liabilities for wages and other expenses. The latter sum has since been repaid, but the Working Railways Account has been unable to make any payment on account of interest during the current year ; and will not be able to make any payment to the Consolidated Fund until the cash receipts increase during the busier months of the year. From a consideration of the foregoing the following fact emerges, namely : That, though the Renewals and Depreciation and Equalization Funds show nominal credits to the amounts above mentioned, there is no cash in the Railway Account corresponding to those credits, the whole of the cash having been paid out to meet the demand for payment of interest to the Consolidated Fund. Inasmuch as the payment of this interest really represents the dividend payable to the owners of the railway (in this case the State), and inasmuch, also, as the Renewals and Depreciation Fund is established for the protection of the Railway Capital Account " dividend " has been paid out of railway capital to the extent that the cash representing the amount to the credit of that fund has been appropriated to the payment of interest. It is to be noted also that, owing to the final depletion of the Department's cash resources by the demand for payment of interest, the Department was unable to meet the whole of this payment last year, arid the Treasury Accounts show the Department as being indebted to the Consolidated Fund to that amount. That debt cannot be regarded as other than bad. Passengers. An analysis of the passenger revenue for the year is as follows : —

! 1930. ; 1929. | Variation. Per Cent. , - _ i . . Passenger journeys— Ordinary.. " .. .. .. 8,469,038 9,046,267 -577,229 6-38 Season .. .. .. .. 16,911,076 16,496,596 +414,480 2-51 Total .. .. .. | 25,380,114 25,542,863 ' -162,749 0-64 Revenue — £ £ £ Ordinary.. .. .. .. 1,733,512 1,868,046 i -134,534 7-20 Season" .. .. .. .. 262,415 256,700 1 +5,175 2-23 Total .. .. .. 1,995,927 2,124,746 | -128,819 6-06 Passenger train-miles .. .. 5,037,775 4,833,991 j +203,784 4-22 Rpwnnp f f I i? Per mile of line 607 653 j -46 7-04 Per train-mile .. .. .. 95-08d. 106-23d. —11 -15d. 10-4

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The variations, exclusive of season tickets, were distributed as follow :—

Passenger revenue totalled £1,995,927, a decrease of £128,819 as compared with the figures for the previous year. The figures for the year ended 31st March, 1929, included the bookings for the Easter holidays, 1928 and 1929, while owing to Easter falling in April this year the figures for 1930 include only a small proportion of the bookings for the Easter holidays. The principal, decrease for the year under review is in ordinary passengers, £73,979, and holiday excursion issues, £79,905, the latter being, as previously explained, due to the fact that very little of the Easter holiday bookings are included in this year's figures. The decline in ordinary passengers since 1927 is as follows : —- 1927. 1928. 1929. 1930. Revenue .. .. .. .. £37,905 £136,994 £148,476 £73,979 Journeys (in thousands) .. .. 384 644 414 458 Taking 1927 as 100, the index numbers for the revenue from ordinary passengers and journeys from the same are as follow :— 1927. 1928. 1929. 1930. Journeys .. .. .. .. .. 100 87 79 69 Revenue .. .. .. .. ..100 91 81 77 From these figures it will be observed, first, that the rapidity of the rate of decline has decreased, and second, that the revenue has not declined in the same ratio as passenger journeys, thus showing that the loss in short-distance traffic is to some extent being balanced by an increase in the number of long-distance passengers carried. This is further exemplified by the average fares over the past four years, which are as follow : 1927, 71-66 d. ; 1928, 74-75 d. ; 1929, 73-54 d. ; 1930, 78-19 d. So far as suburban passenger traffic is concerned the decline since 1927 is as follows : — 1927. 1928. 1929. 1930. Revenue .. .. .. .. £46,101 £16,036 £10,912 £8,620 Journeys (in thousands) .. .. .. 958 269 195 164 While these figures indicate that the decline in suburban issues has become smaller the fact remains that outside the peak morning and evening traffic —which is principally carried at very cheap rates —the drift of suburban traffic to road transport has continued. The remainder of the passenger figures indicate that the decline in traffic at ordinary and suburban fares has been balanced to some extent at' least by the increased revenue from excursions. During the past year week-end and special day excursions were developed with satisfactory results, and, in addition, the holiday-excursion issue during the school term, holidays has been well patronized by the public. In my last statement I expressed the opinion that in addition to long-distance travel the railway still had a definite field in catering for bulk movement of passengers, and the figures for the current year show that the results obtained from the development of these traffics have warranted the Department in providing services to meet the demand for these classes of business. The season-ticket traffic has increased by 414,480 passenger journeys and £5,715 revenue. The principal increase in this class of traffic being in workers' weekly tickets, the number of which in creased by 10,483. The principal decline in season-ticket revenue is £2,385 in sectional annual tickets, which decrease is due to the fact that a number of firms now utilize motor-cars for their commercial travellers. In concluding my comment on the passenger business, I would again emphasize the significance of the increase in passenger journeys by workers-ticket holders. This is an unremunerative business from the point of view of Railway Revenue and Expenditure Account, so that the more it grows the greater the loss. From, the point of view of value to the community, however, the position takes on quite another aspect. Unless this is kept in mind in examining the passenger business for the year, an entirely erroneous view of the economic position of the railways in the community is obtained. Parcels, Luggage, and Mails. The revenue from the carriage of parcels, luggage, and mails totals £386,792, an increase of £8,651, or 2-29 per cent., on the revenue from this source in the previous year. The analysis of the revenue is as follows : — 1930. 1929. Variation. £ £ £ Parcels .. .. .. .. .. 212,670 200,387 +12,"283 Excess luggage .. .. .. .. 13,230 13,956 —726 Left luggage, checks, bicycles, and dogs .. 44,032 47,798 —3,766 Mails .. .. .. .. .. 116,860 116,000 +860

1930 Compared with 1929. 1929 Compared with 1928. Journeys. Revenue. Journeys. Revenue. Number'. £ Number. £ Ordinary fares .. .. .. -457,74-7 -73,979 -413,648 -148,476 Suburban fares .. .. .. -163,580 -8,620 -195,186 -10,912 Holiday excursion and week-end .. +84,534 +66,700 +114,476 +108,997 Other reduced fares .. .. +125,658 +9,576 +268,744 +14,992 *

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The increased revenue from parcels traffic is due to an improvement in parcels traffic generally, together with an increase in the consignments of milk and cream, principally in the Auckland. District. The decline in luggage receipts is a reflection of the falling-off in passenger traffic. Goods and Live-stock. The revenue from goods and live-stock was £4,904,324, an increase of £58,199 as compared with the figures for the year ended 31st March, 1929. A comparison of the total revenue and tonnage of this year's traffic with those of the previous year is as follows : — 1930. 1929. Variation. Per Cent. Revenue .. .. .. £4,904,324 £4,846,125 +£58,199 1-20 Tonnage .. .. .. 7,788,973 7,613,445 +175,528 2-31 A comparison of the tonnage of goods and live-stock carried, together with the revenue from the same, for the past six years is as follows : — Tonnage. xr „, Increase over Previous Year. Year - Tons " Tons. Per Cent. 1930 .. .. .. .. .. 7,788,973 175,528 2-31 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. v „ Increase over Previous Year. £ Per Cent. 1930 .. .. .. .. .. 4,904,324 58,199 1-20 ' 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 tonnage carried during the past year has increased by 2-31 per cent, the gain has been principally in the low-graded commodities. The principal variations during the year are as follow :—

The decrease in coal traffic in the North Island is due to the flooding of the Hikurangi Mine and to the loss of traffic in coal from the Waikato mines to the Auckland Power Board due to the change-over to hydro-electric power. The increase in the South Island is due to the coal strike in Australia necessitating the use of New Zealand coal for industrial purposes. During the past year the tonnage of imported coal carried was 5,749 tons, a decrease of 54,214 tons compared with the previous year. .

iii—D. 2.

Increases. Decreases. I Tons. | Revenue. ! Tons. Revenue. j NORTH ISLAND. £ £ Potatoes .. .. 1,810 2,122 !| Grain .. .. ; 2,109 | 3,322 Frozen meat .. ., 1,080 i 3,563 jj Fodder .. ..I 1,361 ! 2,094 Butter .. .. 20,978 ; 9,751 j| Cheese .. .. j 8,262 ! 3,805 Agricultural lime .. 18,025 ! 1,667 dec. Wool .. .. 4,634 6,941 Road-metal .. .. 39,107 j 8,552 1 Coal .. .. 45,647 12,380 Benzine .. .. 14,869 29,299 Manures .. .. 56,978 56,912 Cement .. .. 3,019 1,514 SOUTH ISLAND. £ £ Potatoes .. : 2,822 922 Grain .. .. 38,650 | 9,506 Fodder .. .. 2,669 797 Wool .. .. 11,513 8,258 Frozen meat .. 9,511 7,470 Cheese . . 1,707 1,112 Coal .. .. 100,358 45,504 Road-metal .. .. 15,930 1,385 Benzine .. .. 5,977 8,478 Cement .. .. 8,755 4,460 Manures .. .. 25,187 2,163 dec. !

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The decrease in wool traffic is due to the fact that low prices have resulted in a heavy carry-over of wool in the Dominion. It is estimated that approximately 150,000 bales of wool are held in store and on farms, and this is reflected in the decrease in the Department's traffic in this commodity. Benzine and road-metal again show increases over the previous year. The increase in the number of motor-vehicles in the Dominion and the increased utilization of the motor-vehicle is responsible for the heavy tonnage of benzine carried by the railways. The increase in road-metal is due to the work being carried out by the Main Highways Boards and local bodies in the general reconstruction and maintenance of roads. The particulars of the timber traffic during the past year are as follow : — 1930. 1929. Variation. Tons. Tons. Tons. New Zealand timber .. .. .. 543,511 538,257 +5,254 Imported timber .. .. .. 30,569 29,769 +800 The tonnage of timber carried in the North Island decreased by 11,262 tons, which is attributable to the falling-off in the demand for house-construction, particularly in the Auckland District. The traffic in the South Island increased by 17,239 tons, principally in timber for shipment from the West Coast to Australia. A number of new mills were opened in the Southland and West Coast districts during the past year, but in. the North Island some mills have closed down, due either to the bush areas being cut out or to a slackness in the demand. The following table shows the tonnage of outward timber traffic in the various districts for the five years 1926 to 1930 :—

lAve-stock. The live-stock traffic increased during the past year, and despite the late season the number of sheep carried increased by 6-51 per cent. The traffic in calves showed considerable increase due to the expansion of the boneless-veal industry. Of the total number of calves carried in New Zealand (283,591) the North Island accounted for 276,773. The particulars of the live-stock carried during the past two years are as follow : — 1930. 1929. Variation. „ „ , Number. Number. Number. Percent. Cattle .. .. .. 411,469 397,184 +14,285 3-60 Calves .. .. .. 283,591 237,210 +46,381 19-55 Sheep .. .. ..9,913,346 9,307,128 +606,218 6-51 Pigs .. .. .. 358,198 378,246 -20,048 5-04 10,966,604 10,319,768 +646,836 6-27 Revenue .. .. £612,115 £587,950 +£24,165 4-11 TRANSPORTATION. During the year a good deal of attention was devoted to an examination and revision of our train services with the object of stimulating the public interest in the Railway service and counteracting the inroads of competitive services. The mail and express train schedules throughout both Islands were overhauled and adjusted where necessary, with the object of affording improved service. In the. suburban areas numerous adjustments were made to meet the changing conditions. The " mixed " services in the sparsely populated areas were similarly reviewed, and where the circumstances appeared to warrant a trial a separation of goods and passenger traffic was effected.

District. I 1930. I 1929. 1928. 1927. 1926. I I i i Tons. Toils. Tons. Tons. Tons. Auckland .. .. .. 77,594 94,416 113,339 127,784 152,303 Ohakune .. .. .. 168,715 163,680 173,144 206,021 245,438 Wanganui .. .. .. 10,090 9,251 7,488 7,478 12,424 Wellington.. .. .. 21,076 21,388 22,386 23,597 24,179 Christcburch .. .. 195,486 186,907 155,866 190,935 ; 206,602 Dunedin .. .. .. 26,176 26,631 29,652 31,392 39,650 Invercargill.. .. .. 56,547 47,431 51,042 52,132 59,602 Kaihu .. .. .. 2,724 1,811 1,868 3,590 6,948 Gisborne .. .. .. 9,701 9,690 9,558 9,910 11,755 Westport .. .. .. 3,578 4,232 3,172 6,450 6„304 Nelson .. .. .. 1,579 2,065 2,055 2,733 3,820 Picton .. .. .. 816 524 988 1,420 1,629 Totals .. .. 574,080 568,026 570,558 663,442 770,654 I

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XIX

The train-mileage for the year, exclusive of shunting and ballasting, was 12,022,043, as against 11,113,482 for the previous year, an increase of 908,561 miles. Of the total train-mileage run 5,037,775 were passenger-miles and 6,984,268 were goods-miles, an increase of 203,784 and 704,777 respectively over the figures for the previous year. The additional passenger-mileage run is accounted for in part by the fact that a number of improvements to passenger services introduced during the year 1928-29 appear during the full term of the current year as against only a portion of the preceding year. The particulars of the mileage run in the various sections of railway are as follow : —

The following services in particular have a bearing on the increased passenger-mileage : — Auckland-Opua expresses, running daily instead of thrice-weekly between Whangarei and Opua as from 28th September, 1928. Fast passenger trains between Wanganui and New Plymouth commenced running in August, 1928. Fast passenger trains between Palmerston North and Napier commenced running in December, 1928. Night expresses between Christchurch and Invercargill commenced running in June, 1928. Electrification of Lyttelton-Christchurch line, with increased passenger services in February, 1929. Sunday passenger trains. Increased Sunday trains to meet demand for travel facilities at week-ends. Other factors in the way of extended passenger facilities .were the introduction of the daylight expresses between Auckland and Wellington as permanent trains, the night expresses between Wellington and New Plymouth, conversion of Oamaru-Palmerston-Dunedin district " mixed" trains to " passenger," and improved suburban services at the main centres. The increased goods-mileage run during the year (704,777 miles) was due to increased goods and live-stock traffic, which this year constitutes a record. This is reflected in the gross ton-miles which increased by over 95 millions for the year. Contributory factors in the increase in goods-mileage were the opening of the Tauranga Railway, and improved and extended goods services throughout the Dominion to meet competitive conditions. The total tonnage of goods and live-stock carried was 7,788,973 tons, as compared with 7,613,445 tons for last year, an increase of 175,528 tons. A short resume of the principal alterations to our passenger services may be of interest: —■ North Island. Daylight Limited Expresses between Auckland and Wellington. —The daylight expresses, which were previously run merely as holiday relief trains at Christmas and Easter, were put on as regular daily expresses commencing as from September last, to afford improved communication during daylight hours between the more important towns on the Main Trunk and at the same time provide improved communication between the inland towns and Auckland, Wellington, and Wanganui. They also provide a particularly satisfactory service for tourists travelling to and from National Park and Waitomo Caves. A new feature in connection with the regular running of the Daylight Limited expresses was the provision of lounge cars which from the commencement have been the subject of much favourable comment from the public. Auckland-Whangarei-Opua Expresses. —The schedules of these expresses wore accelerated with a view to giving a more attractive service to the long-distance passengers. The overall time was reduced by thirty minutes in each direction. Auckland-Tauranga-Taneatua Expresses. —The express services between Auckland and Tauranga were extended through to Taneatua on a revised schedule, with a consequential reorganization of the local services. Auckland-Rotorua Limited Expresses. —During the year the Auckland-Rotorua express services were revised with the intention of replacing the ordinary expresses with fast " limited " trains. The time-table is in course of preparation, and the new service will be in operation before this report is ready for publication. A new type of car of the most modern design and with improved seating has been built for these limited services. A special feature will be the provision of observation-cars. New Plymouth- Wellington Night Expresses. —Night expresses running thrice weekly between New Plymouth and Wellington were introduced in March of this year.

Section. 1929-30. j 1928-29. j I j Kaihu .. .. .. .. .. 17,606 17,393 +213 Gisborne .. .. .. .. .. 75,863 76,586 —723 North Island Main Line and Branches .. .. 7,160,801 6,705,512 +455,289 South Island Main Line and Branches .. .. 4,544,438 4,095,546 +448,892 Westport .. .. .. .. .. 90,330 92,311 —1,981 Nelson .. .. .. .. .. 60,661 59,725 +936 Picton .. .. .. .. .. 72,344 66,409 +5,935 12,022,043 11,113,482 +908,561

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XX

Cambridge-Hamilton. —The services in this area have been rearranged, and improved goods connection from Auckland provided. Aucjcland-Frankton Area,. — The evening passenger trains from Auckland to Frankton were accelerated to provide a more attractive service. Waiuku Branch. —The time-tables on this branch were adjusted to give the Waiuku residents a better service to Auckland. This was done by way of experiment to determine the possibilities of an increased service in relation to competition. Stock Trains. —Fast night trains between Main. Trunk stations and Wellington were provided to afford improved transit for fat stock. South Island. Ghristchurch-Dunedin-Invercargill Expresses. —Adjustments were made in the schedules to ensure better punctuality of these trains and to their connecting branch services. West Coast Time-table. —The whole of the mixed and goods services were recast with a view to providing quicker transit of goods and coal between the east and west coasts. This reorganization has had the effect of saving approximately twenty-four hours in the transit of loads between the west and east coasts. Dunedin-Palmerston-Oamaru. —The morning and evening train services between Oamaru, Palmerston, and Dunedin were completely recast, and " passenger " trains were substituted for the previous " mixed " trains. Invercargill-Bluff. —The former " mixed " services were replaced by a self-propelled rail car which is giving an increased and more regular service. General. Auckland-Westfield Deviation. —The new line between Auckland and Westfield has been opened for goods traffic. Passenger services over the deviation will be introduced with the completion of the new passenger station. Train-control and Automatic Signalling. —These were extended from Mercer southward to Frankton an additional forty-two miles, thus bringing the controlling officer in closer touch with the operations in this area. Steam-heating of Passenger Trains. —Steam-heating of our more important passenger trains has been further extended during the year. Tractors for Shunting. —As a result of experience gained by the use of tractors, additional units of this type are being obtained for use at a number of stations where they can be used to facilitate shunting movements and the despatch of trains. An important work in connection with the Transportation Section which was carried on during the year was the collation of data to serve as a basis for a review of the whole of our services. This was work of very considerable magnitude, and necessarily occupied a period of time, as it involved the observation of the flow of traffic by our own and other services for extended periods in order that a proper line might be obtained on the situation. The work of collating the data was completed shortly after the close of the year, and, after a careful analysis had been made of the same, a report was submitted reviewing the services on every section of line in the Dominion. The conclusions arrived at are in the direction of improving the financial position of the Department, while the very valuable information that has been recorded as a result of investigation will serve as a basis for action for some time to come. Details of the review and the results that will be obtained therefrom are matters affecting the current year, and will be dealt with in more detail in the next report. It is mentioned here as indicating one of the matters of great magnitude and major importance that has been engaging our attention during the year now under review. TRAFFIC. The following are the leading features of the traffic in the various districts in comparison with the previous year. The revenue figures shown are from transport operating services only and are exclusive of bus services. The non-operating services such as advertising, refreshment-rooms, rent, &c, are also not included. Kaihu. —Revenue, £6,268 ; decrease, £890. Passengers decreased 1,363 ; parcels, &c, increased, £40 ; sheep decreased 130 ; timber increased 913 tons ; all other goods decreased 904 tons. Gisborne. —Revenue, £32,044 ; decrease, £4,557. Passengers decreased 19,143 ; parcels, luggage, &c, decreased £115 ; cattle increased 132 ; and sheep decreased 14,905 ; timber increased 11 tons ; and all other goods increased 3,327 tons. North Island Main Line and Branches. —Revenue, £4,312,198 ; decrease, £109,788. The principal items of traffic were: Passengers, 4,472,408; decrease, 354,436. Season tickets, 488,365; increase, 7,944. Parcels, luggage, and mails revenue, £249,955; increase, £8,946. Live-stock, 5,687,422 ; increase, 344,352. Goods tonnage, 3,070,578 ; decrease, 85,174 tons. Timber decreased 11,262 tons. All other goods decreased 73,912 tons. The revenue per mile of railway decreased from £3,202 to £3,052, and per train-mile from 158-27 d. to 144-53 d. The variations of traffic in the individual districts were approximately as follows :— Auckland District. —Revenue, £2,051,066 ; decrease, £74,768. Passengers, 1,948,702 ; decrease, 240,368. Season tickets, 228,689 ; decrease, 2,860. Parcels, luggage, &c, increased £6,697. Cattle increased 42,998, and sheep 40,872. Timber decreased 16,822 tons, and all other goods 74,805 tons. Ohakune District. —Revenue, £498,959 ; decrease, £1,123. Passengers decreased 32,918, and season tickets 276. Parcels, luggage, &c, decreased £625. Cattle increased 6,877, and sheep 46,840. Timber increased 5,035 tons, and all other goods 24,493 tons.

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XXI

Wanganui District. —Revenue, £461,407; decrease, £30,175. Passengers decreased 38,061, and season tickets 30. Parcels and luggage decreased £119. Cattle increased 1,781, and sheep 116,236. Timber increased 838 tons, and all other goods decreased 34,267 tons. Wellington District. —Revenue, £1,300,766; decrease, £3,722. Passengers decreased 43,089, but season tickets increased 11,110. Parcels and luggage increased £2,993. Cattle increased 2,392, and sheep 86,356. Timber decreased 313 tons, but all other goods increased 10,667 tons. Picton. —Revenue, £38,740 ; increase, £1,224. Passengers increased 2,461, and season tickets increased 117. Cattle increased 155, and sheep decreased 41,784. Timber increased 293 tons, and all other goods 3,487 tons. Nelson. —Revenue, £26,383 ; increase, £1,630. Passengers decreased 4,728, and season tickets decreased 93. Cattle decreased 230, and sheep 4,146. Timber decreased 486 tons, and all other goods 632 tons. Labour, demurrage, &c, increased £1,730 (engine-hire). Westport. —Revenue, £138,052; increase, £3,306. passengers decreased 17,008, and season tickets increased 44. Parcels, luggage, &c, decreased. £189. Cattle decreased 41, and sheep 67. Timber decreased 654 tons, and all other goods increased 22,339 tons. South Island Main Line and Branches. —Revenue, £2,920,308 ; increase, £58,203. The principal items of traffic were : Passengers, 3,761,341 ; decrease, 183,012. Season tickets, 176,975 ; increase, 3,325. Parcels luggage and mails revenue, £128,359; decrease, £127. Live-stock, 4,997,736; increase, 363,515. Timber, 278,208 tons ; increase, 17,239 tons. All other goods, 3,065,381 tons ; increase, 185,431 tons. The revenue per mile of railway increased from £1,760 to £1,795, and decreased from 167-72 d. per train-mile to 154-23 d. The variations of traffic in the individual districts were approximately as follows : — Christchurch District. —Revenue, £1,296,816; increase, £24,915. Passengers decreased 23,772, but season tickets increased 3,756. Parcels, luggage, &c, increased £1,229. Cattle decreased 381, but sheep increased 127,518. Timber increased 8,578 tons, and all other goods 110,057 tons. Dunedin District. —Revenue, £994,313 ; increase, £3,008. Passengers decreased 83,132, and season tickets 1,456. Parcels, luggage, &c, decreased £922. Cattle increased 575, and sheep 47,217. Timber decreased 457 tons. All other goods increased 31,021 tons. , Invercargill District. —Revenue, £629,179; increase, £30,280. Passengers decreased 76,108, but season tickets increased 1,025. Parcels, luggage, &c, decreased £434. Cattle increased 6,423, and sheep 182,163. Timber increased 9,118 tons, and all other goods 44,353 tons. Lake Wakatipu. —Revenue, £11,447, increase £507. Passengers increased 677. Sheep increased 3,050. Timber increased 231 tons. All other goods increased 1,194 tons.

Comparative Statement, Year ended 31st March, 1930.

' Wnmhprnf Number of j Passengers r Season Parcels, &e. Cattle. j Sheep. Timber. Other Goods. | Eevenue. i * Tickets. £ Number. Number. Tons. Tons. £ Kaihu—1929-30 .. 22,683 24 1,258 53 1,486 2,724 3,477 6,268 1928-29 .. 24,046 32 1,218 68 1,616 1,811 4,381 7,158 Increase .. .. .. 40 .. .. 913 Decrease .. 1,363 8 15 130 .. 904 890 Gisborne—1929-30 .. 42,045 158 2,325 1,516 86,953 9,701 54,743 32,044 1928-29 .. 61,188 223 2,440 1,384 101,853 9,690 51,416 36,601 Increase .. .. .. .. 132 .. 11 3,327 Decrease .. 19,143 65 115 .. 14,905 .. .. 4,557 Pieton—1929-30 .. 62,709 603 1,814 1,662 164,207 816 50,986 38,740 1928-29 .. 60,248 486 1,784 1,507 205,991 523 47,499 37,516 Increase .. 2,461 117 30 155 .. 293 3,487 1,224 Decrease .. .. .. .. .. 41,784 Nelson—1929-30 .. 58,614 708 1,963 1,056 23,222 1,579 28,263 26,383 1928-29 .. 63,342 801 1,898 1,286 27,368 2,065 28,895 24,753 Increase .. .. .. 65 .. .. .. .. 1,630 Decrease .. 4,728 93 .. 230 4,146 486 632 Westporfc—1929-30 .. 49,238 586 1,118 171 1,120 3,578 653,160 138,052 1928-29 .. 66,246 542 1,307 212 1,187 4,232 630,821 134,746 Increase .. .. 44 .. .. .. .. 22,339 3,306 Decrease .. 17,008 .. 189 41 67 654 Lake Wakatipu—1929-30 29,403 13 936 251 13,605 1,289 8,812 11,447 1928-29 28,726 14 995 290 10,555 1,058 7,618 10,940 Increase .. 677 .. .. .. 3,050 231 1,194 507 Decrease .. .. 1 59 39 Auckland—1929-30 .. 1,948,702 228,689 124,061 290,521 1,148,189 77,594 1,607,394 2,051,066 1928-29 .. 2,189,070 231,549 117,364 247,523 1,107,317 94,416 1,682,199 2,125,834 Increase .. .. .. 6,697 42,998 40,872 Decrease .. 240,368. 2,860 .. .. .. 16,822 74,805 74,768 Ohakune—1929-30 .. 359,004 2,155 21,645 53,057 854,595 168,715 181,842 498 959 1928-29 .. 391,922 2,431 22,270 46,180 807,755 163,680 157,349 500,082 Increase .. .. .. .. 6,877 46,840 5,035 24,493 Decrease .. 32,918 276 6,251 .. .. .. .. 1,123

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XXII

Comparative Statement, Year ended 31st March, 1930 — continued.

TRAIN SERVICES. The following table shows the average late arrival of express, mixed, and suburban trains for the year :—-

Average Late Arrivals of Trains, Year ended 31st March, 1930.

These iigures include delays arising from all causes, including slips, floods, washouts, engine and other mechanical failures, and traffic delays at stations. It will be seen that taken over the whole year there has been a substantial improvement in the punctuality of the more-important passenger trains —namely, the expresses and the suburban trains.

Wmnhor nf Number of pl™,™Lv Season Parcels, &c. Cattle. Sheep. Timber. Other Goods. llevcnue. Passengers. Ticket3 , £ Number. Number. Tons. Tons. £ Wanganui—1929-30 .. 389,111 2,825 23,787 133,233 1,117,955 10,090 421,219 461,407 1928-29 .. 427,172 2,855 23,906 131,452 1,001,719 9,252 455,486 491,582 Increase .. .. .. .. 1,781 116,236 838 Decrease .. 38,061 30 119 .. .. .. 34,267 30,175 Wellington—1929-30 .. 1,775,591 254,696 80,462 103,715 1,986,157 21,075 582,649 1,300,766 1928-29 .. 1,818,680 243,586 77,469 101,323 1,899,801 21,388 571,982 1,304,488 Increase .. .. 11,110 2,993 2,392 86,356 .. 10,667 Decrease .. 43,089 .. .. .. .. 313 .. 3,722 North Island Main Lines— 1929-30 .. .. 4,472,408 488,365 249,955 580,526 5,106,896 277,474 2,793,104 4,312,198 1928-29 .. .. 4,826,844 480,421 241,009 526,478 4,816,592 288,736 2,867,016 4,421,986 Increase .. .. 7,944 8,946 54,048 290,304 Decrease .. 354,436 .. .. .. .. 11,262 73,912 109,788 Christchurch—1929-30.. 1,745,742 85,510 54,084 44,015 2,138,504 195,484 1,495,971 1,296,816 1928-29.. 1,769,514 81,754 52,855 44,396 2,010,986 186,906 1,385,914 1,271,901 Increase .. .. 3,756 1,229 .. 127,518 8,578 110,057 24,915 Docrease .. 23,772 .. .. 381 Dunedin—1929-30 .. 1,519,461 80,562 51,812 34,750 1,637,719 26,176 945,946 994,313 1928-29 .. 1,602,593 82,018 52,734 34,175 1,590,502 26.633 914,925 991,305 Increase .. .. .. .. 575 47,217 .. 31,021 3,008 Decrease .. 83,132 1,456 922 .. .. 457 Invercargill—1929-30 .. 496,138 10,903 22,463 31,311 1,111,437 56,548 623,464 629,179 1928-29 .. 572,246 9,878 22,897 24,888 929,274 47,430 579,111 598,899 Increase .. .. 1,025 .. 6,423 182,163 9,118 44,353 30,280 Decrease .. 76,108 .. 434 South Island Main Lines— 1929-30 .. .. 3,761,341 176,975 128,359 110,076 4,887,660 278,208 3,065,381 2,920,308 1928-29 .. .. 3,944,353 173,650 128,486 103,459 4,530,762 260,969 2,879,950 2,862,105 Increase .. .. 3,325 .. 6,617 356,898 17,239 185,431 58,203 Decrease .. 183,012 .. 127

Period ended Average A A for Year Year ended — I I i j n | April. May. June. | July. August. Sept. Oct. Nov. Dec. Jan. j Feb. M | reh M^® h Minutes. Express and Mail Trains. 31st March, 1930 ! 8-19 [ 7-17 11148 i 7-49 | 3-23 I 4-57 ! 2-41 2-13 ; 2-23 I 7-86 i 7-67 ! 4-01 j 4-66 I 5-62 31st March, 1929 j 8-48 | 7-20 ! 6-62 5-06 1 4-32 4-84 i 3-19 3-97 ! 3-75 9-95 6-25 ! 9-09 j 13-76 6-65 Long-distance Mixed Trains. 31st March, 1930 I 12-32 110-47 I 9-13 j 8-22 1 5-58 6-34 | 4-42 j 6-67 j 4-91 7-28 ; 6-32 I 9-25 j 10 08 ; 7-77 31st, March, 1929 | 11-43 ! 8-64 ! 6-28 1 4-67 I 4-33 4-70 i 4-73 | 4-85 I 5-64 I 8-35 | 7-68 111-47 j 13-39 i 740 Suburban Trains. 31st March, 1930 1 00 j 1-04 I 1-20 i 0-86 I 0-55 j 0-SS | 0-46 0-41 0-44 1 0-47 | 0-61 0-52 0-70 0-68 31st March, 1929 j 0-62 1 0-50 0-58 ! 0-61 1-69 2-90 0-93 1-13 0-79 1-33 1-18 1-36 1-67 1 17

D.—2

Average Late Arrivals, Express and Mail Trains, at Destination Stations.

Average Late Arrivals, Long-distance Mixed Trains, at Destination Stations.

Average Late Arrivals, Suburban Trains, at Destination Stations.

XXIII

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XXIV

STATISTICS. Goods and Live-stock. In line with the action which I took last year of bringing together the statistical figures with a view to affording a better indication of the work done during the year than can be obtained from the Revenue and Expenditure Account I append the following figures and comment as being interesting and, I hope, helpful:—• 1930. 1929. Variation. Per Cent. Goods revenue .. .. .. £4,904,324 £4,846,125 +£58,199 1-20 Number. Number. Number. Goods tonnage .. .. .. 7,788,973 7,613,445 +175,528 2-31 Revenue net ton-miles .. .. 511,830,508 487,753,398 +24,077,110 4-94 On service tonnage .. .. 605,309 635,096 —29,787 4-69 On service net ton-miles .. .. 47,601,717 57,434,158 -9,832,441 17-12 " Revenue net ton-miles " represent the ton-miles of goods from which the revenue was obtained. They are distinguished from " gross" ton-miles revenue freight in that net ton-miles exclude the weight of the trucks in which the goods are hauled. "On service ton-miles" represent goods hauled in connection with the carrying-on of the operations of the Department and for which no revenue is received. The largest item going to make up "On service" traffic is, of course, coal for the locomotives, and the increased use of New Zealand coal in recent years has swollen the " on service" ton-mileage enormously. This in turn has a very direct bearing on the adequacy of our wagon stock to meet the demands made on it. The " On. service net ton-miles " show a decrease for the past year due to the fact that the earthquake on the West Coast disturbed our supplies of coal from this source for some time. The flooding of the Hikurangi mine from which a considerable portion of coal supplies for the Auckland district is obtained also contributed to the decrease. 1930. 1929. Number. Number. Variation. Per Cent. Total gross ton-miles, revenue freight 1,646,376,841 1,551,164,485 +95,212,356 6-14 These figures represent the total ton-miles hauled (including weight of trucks) in respect of goods for which revenue was received. Gross ton-miles serve principally as a basis for checking up operating performance. 1930. 1929. Number. Number. Variation. Per Cent. Goods-vehicle miles (loaded) .. 133,574,967 127,118,943 +6,456,024 5-08 Goods-vehicle miles (empty) .. 68,712,303 61,612,674 +7,099,629 11-52 Total goods-vehicle miles .. .. 202,287,270 188,731,617 +13,555,653 7-18 The higher proportionate increase in empty vehicle-miles is in sympathy with the fact that our increase in goods traffic has been in lower-rated goods necessitating a longer haul to maintain the revenue level. This in turn has required more empty haulage to reloading-points. The peak livestock traffic also has a direct bearing on the proportion of empty-wagon haulage. • Averages : Revenue, Freight Traffic. Per Mile of Line:— 1930. 1929. Variation. Per Cent. Goods revenue .. .. .. £1,492 £1,489 +£3 0-20 Total tonnage .. .. .. 2,370 2,430 +30 1-28 Net ton-miles .'. .. .. 155,714 149,893 +5,821 3-88 Gross ton-miles .. .. 510,875 476,695 +34,180 7-17 The above figures are a reflection of the increased revenue freight tonnage carried. 1930. 1929. Variation. Per Cent. Goods revenue per train-mile .. 14s. 0-53 d. 14s. 6-80 d. -6-27 d. 3-59 Train-load, gross—tons .. 236 233 +3 1-29 Train-load, net—tons .. 73-28 73-31 -0-03 0-04 Number of vehicles loaded .. 19-13 19-11 +0-02 0-10 Number of vehicles empty .. 9-84 9-26 +0-58 6-26 The decrease in the revenue per train-mile is a reflection of the increased train-mileage run, some of which must be regarded as being in the developmental stage, having their justification not so much in their immediate return as in the prospect of working up a good business through a special form of service. It will be noticed that the gross train-load has increased as compared with last year, while the net train-load has remained practically constant. This is in line with the increase in emptywagon haulage. Per 1,000 Gross Ton-miles— 1930. 1929. Variation. Per Cent. Revenue .. .. .. .. £2-97 £3-12 -0-14 4-64 Net ton-miles .. .. .. 311 314 —3 0-96 The decrease in the proportion of revenue per 1,000 gross ton-miles indicates that we have had to do more work to obtain a similar amount of revenue. This is in line with the fact that the increase in total revenue has been obtained from increase in the business in the lower-rate classes of goods. The decrease in net ton-miles per 1,000 gross ton-miles is a reflection of the increase in empty-wagon haulage.

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Wagon User :— 1930. 1929. Variation. Per Cent. Revenue per ordinary goods vehicle .. £183 £183 Revenue per live-stock vehicle .. £176 £173 +£3 1-73 Average wagon-load .. .. 3-83 4-64 —0-61 13-15 1930. 1929. Variation No. Per Cent. Average miles per wagon per day .. 24-02 22-48 +1-54 6-85 Average net ton - miles per wagon per annum (ordinary goods) .. .. 20,874 19,839 +1,035 5-22 Average net ton - miles per wagon per annum (live-stock) .. .. ..11,836 11,827 +9 0-08 The revenue per vehicle, taken in conjunction with the average miles per wagon per day, shows that we had to work our wagons substantially harder during the last year to obtain the same unit of revenue. The average net ton-miles per annum taken in conjunction with the average load indicates that the additional work took the form of longer hauls of lighter loads. THROUGH BOOKING OF PARCELS AND GOODS BETWEEN NORTH AND SOUTH ISLANDS. The volume of traffic conveyed by the Department's through-booking system continues to increase, and during the past year 14,449 tons were shipped, an increase of 2,624 tons on the tonnage for the previous year. This service was instituted in May, 1925, and the tonnage conveyed for the year ended 31st March, 1926, was 5,183 tons. The growth of this branch of the Department's activities is sufficient to indicate that the facilities provided are meeting a real need and are being increasingly appreciated by the public generally. ADVERTISING SERVICE. 1930. 1929. Variation. Per Cent. £ £ £ Revenue .. .. ..53,532 53,984 -452 0-84 Expenditure .. .. 53,151 50,719 +2,432 4-80 Net profit .. .. £381 £3,265 -£2,884 88-33 An analysis of the revenue for the years under review is as under : — 1930. 1929. Variation. £ £ £ Outdoor advertising .. .. ..44,497 46,829 -2,332 Publications .. .. .. ..2,823 2,690 +133 Printing .. .. .. ..3,641 2,633 +1,008 Miscellaneous.. .. .. ..2,352 1,534 +818 Buses .. .. .. .. 219 298 -79 £53,532 £53,984 -£452 New business written up during the last four years is as under : — 1930. 1929. 1928. 1927. £ £ £ £ Outdoor advertising .. 63,706 72,230 44,454 66,245 Publications .. ..4,595 4,597 2,079 2,551 Printing .. .. 3,641 2,633* 2,802 2,926 Miscellaneous .. ..2,351 1,534 1,063 2,045 Buses .. .. .. 219 1,019 874 £74,512 £82,013 £51,272 £73,767 In view of the dullness in trade generally, the volume of new business written up during the year is satisfactory. In a number of cases contracts have been cancelled, and this has had an effect on our revenue. The amount debited to this branch for rent for land and buildings, rights to display advertisements on railway premises, commission on cash, collected by other branches, and interest on. the capital employed in the business totals £15,506, and represents money earned by the Advertising Branch. The total financial benefit which accrued to the Department from the operations of this branch during the year was therefore £15,887. The drop in the net profit must not be necessarily ascribed to the operations of only the year under review. The revenue actually collected during any year results from business written up over a period of years and the effect, from the point of view of net profit, of a substantial decrease in the business written up in any year will be reflected in the revenue collected in a subsequent year in as much as the business almost invariably takes the form of contracts extending over a term of years. A better

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indication of the business activity of the Branch during the year is to be obtained from the value of the business written up, which, as will be seen from the tabulation above, though not so great as last year, was in advance of the two previous years. Towards the end of the year the organization of the Branch was overhauled and alterations effected designed to secure still better financial results from its operations. DEPARTMENTAL DWELLINGS. 1930. 1929. Variation, Amount. Per Cent. £ £ £ Revenue .. .. 109,649 105,897 +3,752 3-54 Expenditure .. .. 187,816 170,073 +17,743 10-43 Net loss .. £78,167 £64,176 +13,991 21-80 The increase in revenue is due mainly to rentals received from houses taken over from Architectural Branch and Public Works Department. The average rental per dwelling per annum for the last three years, is—1930, £30 6s. 6d. ; 1929, £31 10s. ; 1928, £29 6s. The following is an analysis of the dwellings expenditure :• —

The increase in maintenance is due to the reconditioning of houses damaged by the earthquake in the West Coast and Nelson districts and to increased maintenance work in other districts. The increase of £10,038 for depreciation, interest, and insurance is due to the new buildings taken over during the year. REFRESHMENT BRANCH. 1930. 1929. Variation, Amount. Per Cent. £ £ £ Revenue .. .. 131,342 123,059 +8,283 6-73 Expenditure .. .. 124,361 116,090 +8,271 7-12 Net profit .. £6,981 £6,969 +£12 0-17 An analysis of the revenue discloses the following variations : — 1930. 1929. Variation. £ £ £ Dining-rooms .. .. .. 25,198 26,005 —807 Counter-rooms .. .. .. 103,319 94,063 +9,256 Miscellaneous .. .. .. 2,825 2,991 -166 £131,342 £123,059 +8,283 The small refreshment-room at Paeroa taken over during the year proved inadequate to provide the necessary facilities for the travelling public, and in order to enable the Department to afford a suitable service an up-to-date room was erected and opened for business in October, 1929. The facilities for obtaining meals at the workshops in the main centres to which reference was made in my last report were extended during the past year, and dining-rooms were opened at the Hutt Valley and Otahuhu Workshops. The number of trains on which train attendants were first placed in 1928 has been increased during the year, and all the principal express services were provided with train attendants. The work of the train attendants comprises maintaining the carriages in a satisfactory state of cleanliness during the journey, and in rendering to passengers a measure of service not previously possible. The frequent expressions of appreciation received regarding the service rendered by these attendants is sufficient indication that the efforts of the Department in this connection have met with the approval of the travelling public. The number of cushions hired to passengers during the year totalled 111,207, as compared with 99,939 in the previous year.

1930. 1929. Total Variation Variation. per Dwelling. Total. Per Dwelling. Total. Per Dwelling. £ £ s. d. £ £ s. d. £ £ s. d. Maintenance .. 62,376 17 5 1 54,670 16 4 11 7,705 +1 0 2 Depreciation .. 36,434 10 1 6 33,612 9 19 10 2,822 -fO 1 8 Interest .. .. 84,224 23 5 10 77,380 22 19 11 6,844 +0 5 11 Insurance .. .. 4,782 1 6 5 4,411 1 6 2 372 +0 0 3 Totals.. .. 187,816 51 18 10 170,073 50 10 10 17,743 +1 8 0

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ROAD MOTOR SERVICES. The year's working resulted in a loss of £11,416, being an increase of £2,088 as compared with the previous year. Details of the loss and fluctuations in revenue and expenditure are set out hereunder : — 1930. 1929. Increase. £ £ £ Revenue .. .. .. ..105,702 102,385 3,317 Expenditure .. .. .. .. 117,118 111,713 5,405 Loss .. .. .. £11,416 £9,328 £2,088 Revenue. Expenditure. Loss. Section— £ ' £ £ Napier-Hastings .. .. 7,239 Dec. 65 Inc. 7,304 Inc. Hutt-Wellington .. .. 10,355 Inc. 3,958 Inc. 6,397 Dec. Christchurch-Midland .. .. 227 Inc. 1,674 Inc. 1,447 Inc. Oamaru-Tokarahi .. .. 26 Dec. 292 Dec. 266 Dee. £3,317 Inc. £5,405 Inc. £2,088 Inc. As I pointed out last year, there have to be credited to our bus operations substantial economies which their operations have made possible in our train services. It will be seen that the increase in the loss is principally accounted for by the position as regards the Napier-Hastings service, which is dealt with more fully hereunder. Napier-Hastings Service. 1930. 1929. Variation. £ £ £ Revenue .. .. .. .. 13,378 20,617 -7,239 Expenditure .. .. .. ..21,304 21,239 +65 Loss .. .. .. .. £7,926 £622 £7,304 Against the above loss has to be set an estimated saving of £2,500 in train services, which has been made possible by the running of the buses. The increased loss of £7,304 on this service is due to a continuance of the pirate taxi services which are competing with our service on this run. There is no doubt that the fact that these services can be run shows a serious weakness in the legal provisions regarding this type of traffic. This Department holds a license for the running of buses between Napier and Hastings, and, if the license is to mean anything at all, it should mean protection against any other similar form of transport which has not been licensed in the same way. The system of licensing was designed to prevent exactly the position that has arisen on the Napier-Hastings Road —namely, that, by uneconomical competition, the services should be reduced to such a state of financial weakness as to prevent their carrying on a satisfactory service under economic conditions. I would urge that in any future legislation that might be promoted dealing with the transport question definite steps should be taken to control such a situation in the direction of making the license what it really purports to be. I would repeat that were it not for the circumstance of this irregular competition our bus services this year would be showing in their total result a very satisfactory improvement on last year's results. During the year two new buses were added to the fleet to replace two old buses which were no longer economical to run. Since the year closed we have added two further new buses and are now in a position to meet all the requirements of the traffic with a satisfactory standard of service. Hutt Valley Service. 1930. 1929. Variation. £ £ £ Revenue .. .. .. .. 85,792 75,437 +10,355 Expenditure .. .. .. ..86,607 82,649 . +3,958 Loss .. .. .. .. £815 £7,212 —£6,397 It will be seen that a loss of £7,212 last year has been reduced to £815 this year. This has been mainly due to an increase in revenue obtained principally through an extension of the services, and there has also been an improvement to the fleet, thereby reducing maintenance charges. There was an increase of £929 in third-party insurance and an increase of £321 in license fees. Having regard to the fact that as in the previous year we wrote the sum of £3,300 off the goodwill that was paid when the buses were taken over from the previous owners, the position must be regarded as satisfactory. The fact that we have been able to so much improve the position gives me confidence to say that during the coming year we should show a profit on account of the working of this service notwithstanding the quota which we still have to write off goodwill. During the year 2,848,306 passengers were carried, an increase of 511,655, or 21-90 per cent., as compared with the previous year. The revenue per bus-mile increased from 15-39 d. to 15-66 d.

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Christchurch-Midland Service. 1930. 1929. Variation. £ £ £ Revenue .. .. .. ..4,271 4,044 + 227 Expenditure .. .. .. ..6,831 5,157 +1,674 Loss .. .. .. .. £2,560 £1,113 +£1,447 During the year we scrapped two buses in this fleet which were beyond the period of useful service, and we added three new buses to the fleet, making a total number of four buses. The increase in the loss on this service is due to the heavy fixed charges—namely, depreciation, interest, and insurance, but more particularly to maintenance. Maintenance costs increased by £1,100 due to the fact that heavy overhaul of the buses had to be undertaken during the year under review. Against the los 3 on account of this service has to be set economies in train operation which it is not possible to estimate with a great deal of accuracy. Principally, as I indicated last year, this service was instituted for the purpose of protecting our business in the area affected. Private interests had commenced running buses and the process of attrition of our business had already commenced. This service was taken over by the Department in order that the whole of the transport services of the district, by road as well as by rail, might be brought under the one control. By running the road service we were enabled to cease working passenger traffic by rail on the Whitecliffs Branch. Oamaru-Tokarahi Service. 1930. 1929. Variation. £ £ £ Revenue .. .. .. ".. .. 2,261 2,287 - 26 Expenditure .. .. .. .. .. 2,375 2,667 — 292 Loss .. .. .. .. £114 £380 -£266 The improvement in the result of the working on this service— i.e., decreased loss of £266, is entirely due to less depreciation charges on account of one bus (No. 14) being completely written off. Costs per bus-mile decreased from 17-72 d. to 15-47 d. and revenue from 15-19 d. to 14-73 d. The decrease in the revenue was due to a falling-off in parcels traffic. To the credit of this service has to be placed an estimated saving on account of train services amounting to £800 per annum. The running of this bus service enabled the Department to entirely abandon passenger traffic on the Tokarahi-Ngapara Branch, and under recent proposals further economies are in view in the direction of closing the Tokarahi Branch altogether. By way of further general comment on the bus services I would say that we have undertaken a good deal of reorganization work during the year in an endeavour to profit by our experience, and to build up an organization which will enable the services to be maintained at the highest standard of efficiency compatible with due economy. I think we may fairly claim that the results show substantial advance in this direction. The unfortunate position on the Hastings-Napier route distorts the view of the position. The heavy overhaul on the Midland fleet coming due in this year also has a somewhat similar effect. I may mention that we are depreciating our bus fleets at a very generous rate, and it will be seen also that we are aiming to dispose of the very heavy burden of the goodwill payment that was made on account of the purchase of the Hutt services as rapidly as possible. The study which the officers of the Bus Branch are giving to this new side of our business and the experience that we are building up in the actual operations will, I believe, make for an improvement in the administration of the Bus Branch, and will make that branch an increasingly valuable one to us. LAKE WAKATIPU STEAMERS. Variation. 1930. 1929. Amount. Per Cent. £ £ £ Revenue .. .. .. ..11,447 10,940 +507 4-63 Expenditure .. .. .. ..18,374 17,425 +949 5-25 Net loss .. .. .. £6,927 £6,485 +£442 6-82 The variations in revenue for the year ended 31st March, 1930, as compared with the previous year, under their respective headings, are as follows: — Passengers .. .. .. .. .. .. .. 201 Decrease. Parcels, &c. ... .. .. .. .. ..58 ~ Goods .. .. .. . . .. .. .. 782 Increase. Miscellaneous .. .. . . .. .. 16 Decrease. £507 Increase.

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The decline in passenger revenue is attributable to there being practically no Easter booking in this year's figures. An analysis of the expenditure discloses the following variations : — £ Wages and expenses, steamer .. .. .. .. 278 Increase. Fuel .. .. .. .. .. .. .. 134 Decrease. Stores .. .. .. .. .. .. 213 Repairs, steamers .. .. .. .. .. .. 327 ~ Repairs, wharves and buildings .. .. .. .. 1,34-5 Increase. £949 Increase. This service continues to show a loss, there having been an increase in the loss as compared with last year of £442, due to an increase in expenditure on repairs, wharves, &c. (other than steamer repairs), of slightly over £1,300. The expenditure under this heading was quite exceptional, as will be realized when it is noted that the expenditure for the year was £1,495, as compared with £149 for the previous year. As I indicated in my last report, the position in regard to the Lake Wakatipu steamer service was gone into during the year, and consideration was given to the question of the replacement of the vessels "Mountaineer" and "Ben Lomond," which have reached the end of their useful life. Proposals regarding the tariff were also formulated and discussed with representatives of local bodies in this district. Considerable complication of the situation developed, however, as the result of agitation in the district for the completion of the road between Kingston and Queenstown, and it was not possible to reach finality regarding this service before the end of the financial year. The matter is therefore still under consideration. STORES BRANCH. The amount expended in connection with the purchase of stores and. material during the year was £2,570,357 13s. 2d., and the expenditure was divided as follows :— £ s. d. To merchants, manufacturers, and others in New Zealand .. 842,692 16 5 Through High Commissioner, London .. .. ... .. 429,633 17 11 Material manufactured in railwav workshops .. .. .. 328,701 19 3 Coal and coke .. ..' .. .. .. .. 831,479 16 6 Stationery.. .. .. .. .. .. .. 43,502 1 7 For manufactured and used material recovered from other railway branches .. .. .. .. .. .. 94,347 1 6 £2,570,357 13 2 There was a net increase in this year's expenditure over that of the previous year of £82,992 9s. 3d., and the following variations are shown when compared with the figures for the year ended 31st March, 1929 :— Increase. Decrease. £ s. d. £ s. d. To merchants, manufacturers, and others in New Zealand .. 85,960 5 9 Through High Commissioner, London .. .. .. .. 173,107 15 5 Material manufactured in railway workshops .. .. .. 38,325 5 1 Coal and coke .. .. .. .. .. .. 117,890 11 7 Stationery .. .. .. .. .. .. 10,268 19 11 For manufactured and used material recovered from other railway branches .. .. .. .. .. .. 3,655 2 4 £256,100 4 8 £173,107 15 5 The decrease in the High Commissioner's payments is due to the fact that the figures for the previous year included payments for machinery and material for the new workshops. The increased payment to merchants, manufacturers, and others in New Zealand is due to the fact that supplies have been procured through New Zealand merchants and agents to a greater extent than in previous years. Of the total expenditure for the year 1930, amounting to £2,570,357, the purchases made within the Empire totalled £2,525,514, or 98-2 per cent., while products from the United States of America, chiefly oils, amounted to £44,843, or 1-8 per cent. Coal-supplies. The average consumption of coal per week during the year ended 31st March, 1930, was 9,159 tons, which was an increase of 919 tons per week over that of the previous year. A comparison of the purchases of New Zealand and imported fuel for five years ended 31st March, 1930, is as follows :— v - New Zealand. Per Cent. Imported. Per Cent. Total. 1 ear - 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 1929-30 .. .. 355,214 74-59 121,037 25-41 476,251 The total consumption by the Department for the year was 473,192 tons, involving an expenditure of £829,866, or an average of £1 15s. Id. per ton.

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The increase in the tonnage of coal imported from Australia is due to the dislocation of supplies from the West Coast coalfields owing to the earthquakes in June, 1929, and also to the delay to steamers at Greymouth and Westport owing to the bar at these ports being unworkable. Another contributing factor to the increased purchase of Australian coal was the flooding of the Hikurangi Mine, which stopped supplies from this source for practically the whole year. It is satisfactory to note that, despite the temporary dislocation of supplies of New Zealand coal from the causes I have enumerated, the purchases of New Zealand coal were almost as high as in the previous year. During the past year trials were made with various New Zealand coals with a view to their suitability for our purposes, and, in addition, tests have been continued with an improved grate and a combustion appliance with a view to enabling the Department to extend the use of the locally produced fuel. Reference has been made in previous reports to the necessity for maintaining an adequate reserve stock of coal as a standby in the event of dislocation of supplies owing to shipping being unable to work Westport or Greymouth or to temporary stoppages through earthquakes, and as New Zealand coals are unsuitable for storage purposes it will be necessary in the near future to replenish our reserves with imported coal suitable for storage purposes. Our purchases in this direction will be kept to the minimum commensurate with the quantity required to build up an adequate reserve. I need hardly stress the fact that even a temporary stoppage of the railway service owing to a shortage in fuel-supplies would vitally affect the industries and commerce of the Dominion, and it is therefore in the real interests of the country that reserve supplies should be maintained. The work of reorganizing the main stores throughout the Dominion is proceeding steadily, and it will be some time yet before the whole system will be complete in each centre throughout the Dominion. Buildings are now being provided at the four main centres and until such time as these are completed it is not possible to finalize certain matters affecting the organization of the Stores Branch. During the year a number of requisitions were made on us by gas-producing concerns, who had fallen into serious difficulty owing to the stoppage of supplies of coal from Newcastle, for permission to draw from our reserve stocks of Newcastle coal. Owing to the uncertainty of the whole fuel position we were naturally very loathe to deplete our reserves. We, however, agreed to release quantities in the most pressing cases, and we have been assured that our action in doing so prevented much serious public inconvenience. SICK-BENEFIT FUND. The Government Railway Employees' Sick-benefit Society was instituted during the previous year, and the result of the operations for the first complete year's operations is a loss of £643 18s. lid. The revenue totalled £29,598 Is. 9d., and the sick-benefit payments to £30,242 os. Bd. The influenza epidemic during the winter of 1929 threw a heavy strain on the fund in the first few months of the financial year. The total membership on 31st March, 1930, was 13,290, and the average membership 13,115. SUGGESTIONS AND INVENTIONS. The Suggestions and Inventions Committee dealt with 1,414 suggestions during the year, as compared with 1,491 during the previous year ; of these, 132 suggestions were recommended for adoption either wholly or partially ; 406 were referred to heads of branches for their consideration, or were already in operation or related to matters of policy ; 746 were not recommended for adoption ; and 130 are under trial or investigation, and have been carried forward for further consideration. In each case in which a suggestion has been wholly or partly adopted due acknowledgment — by monetary award or otherwise, as the circumstances appeared to justify —has been made to the person responsible for the suggestion. A number of suggestions received from the Australian railways were dealt with by the committee, and several suggestions adopted in New Zealand were forwarded to Australia for consideration. While a number of the suggestions received during the year were not new and had previously been dealt with by the committee, a number of others showed originality on the part of those making them. The majority of the suggestions related to matters in connection with more efficient and economical operation, and an improvement in the Department's relations with the general public. CORRESPONDENCE COURSE AND TRAINING SCHOOL. A total of 613 members of the service received tuition in the various phases of railway-work for the year ended 31st March, 1930. To date 1,247 members have passed the departmental examinations, and 548 secured partial passes. The results show that the staff are taking advantage of the facilities offered for study. The correspondence courses also enable members to gain a good deal of knowledge on other subjects than those in which they may be immediately engaged in connection with their work, and this must of necessity open up greater possibilities as regards the future for those members. During the year 155 cadets went through the usual course of training in telegraphy, railway accounting, &c. The Cadets' Hostel is still maintaining its useful purpose. It was self-supporting during the year, the charges being sufficient to cover working-expenses and interest on the invested capital. The sports side was carried on successfully during the year, and the hostel is now represented by a fourth-grade team in the Rugby competition. Apart from the advantages obtained in regard to the training of cadets in the school, the social atmosphere engendered between the members of the hostel must have a good effect, and parents may feel assured that the living conditions and general surroundings of their boys are up to a desirable standard.

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RAILWAY PUBLICITY BRANCH. When the Publicity Branch of the Railways was established in October, 1927, the motor competitor, assisted by years of extensive and very expensive publicity, had a strong hold on the public. The branch was faced with a formidable task in helping the railways to regain some of the lost ground and in opening up new avenues of profit. A campaign was carefully planned, and preparations were quickly made for effective operations. While, of course, it is not possible in our business any more than in any other business to measure the advantages accruing from publicity work in terms of definite money values the results have, I believe, justified this enterprise. A very important function of the Publicity Branch is in the expert planning and preparation of many kinds of advertising required by the Head Office and District Offices, in such a manner as to assure substantial savings. Other railways in older and more developed countries than New Zealand find it increasingly necessary to develop the railway-travel sense amongst potential patrons and also to make known the details and advantages of their passenger and goods services by making full use of publicity in its many forms. This was the inevitable result of the growth of competition and the activity and enterprise of railways the world over in publicity work is a striking feature of their efforts to retain and attract business. The amount being spent on railway publicity in almost all countries is increasing, advertising in its many forms being recognized as an essential function now that competitive forms of transport have become more active. For land transport (particularly over the longer distances) the railways can offer the public a service that is efficient, cheap, safe, and comfortable, but it is necessary to bring under the notice of prospective travellers not only the advantages of railway transport, but also particulars of those places famous as health and holiday resorts, or for their scenic beauty, and generally to make known places of public interest served by our railways. The broadcasting of news regarding excursions, special trips, holiday fares, and the many other inducements to travel has become a definite necessity. The experience of business enterprise has been that expenditure on publicity is profitable, provided it is properly organized after a careful survey of the field, and concentration is made upon definite objects. The effort must be continuous in order that the best results might be achieved. The expenditure of the Publicity Branch for the year amounted to 0-264 per cent, of the gross earnings. When due consideration is given to the fact that the adoption of modern publicity methods for the railways is comparatively recent, this ratio—little more than |- per cent.—must be regarded as low. Indeed, it is only half the ratio of the Canadian National Railways (0-5 per cent.), and is also considerably lower than the ratios of many other railways throughout the world. In many commercial businesses the average expenditure is 4 per cent., and in retail business from 1| per cent, to 3 per cent, of the earnings. From the above it will be seen that the New Zealand Railways have been quite modest in their publicity appropriation. The press of the Dominion has materially assisted in creating a very favourable public " good will " towards the railways. The newspapers have been most liberal in affording space for the various news items in connection with railway activities, and we have reason to believe that this added publicity has been largely instrumental in obtaining additional revenue. With the co-operation of a large number of newspapers throughout the Dominion a " Travellers' Information " paragraph, giving the arrivals and departures of the principal trains and other information has been featured. In addition to newspaper advertising much attention has been given to providing suitable booklets with attractive cover-designs, setting forth the attractions of scenic, holiday, and health resorts. The quality of the publications issued by the branch is now so well recognized that in several cases local bodies and private persons interested in the promotion of tourist traffic have helped to bear the cost of " Travel by Rail " booklets. It is interesting to note that the " South African Railways and Harbours Magazine," commenting on the souvenir booklet issued by the Publicity Branch of the New Zealand Railways in connection with the tour of New Zealand by British farmers, writes as follows : " Had the brochure been published as a piece of propaganda literature it would have been in the first class of such publications. As an informative booklet for the touring party it is excellent. The illustrations are first class and the text is educative. The opening phrase of the foreword breathes friendliness : 'In a manner worthy of the importance of their mission representative farmers of Great Britain, Canada, and South Africa are being warmly welcomed to New Zealand.' Tours of this nature serve good publicity purposes as well as being educative." Folders have also been provided, and arrangements have been made for their distribution to the best advantage. Amongst miscellaneous publicity media, window-displays have been continued, and from time to time novel and attractive windows have been arranged at town booking-offices. Business people have also assisted in displaying show-cards and other propaganda. Lecturettes on suitable railway subjects have been broadcast by wireless throughout the year, and these short talks, we find, have been popular with a large circle of listeners. Particular attention has been given to electric signs, and the one nearing completion on the Queen Street Booking-office at Auckland promises to be most effective. Poster advertising has been largely exploited, and economies have been made by improving the design and lay-out. In some cases this has enabled similar posters to be used over the whole Dominion, with a direct saving in cost. The advantage of the screen as a medium for certain types of advertising has not been forgotten, and slides advertising special events and other features of the Railway business have been exhibited from time to time. The Railway's exhibit at the principal winter shows throughout the Dominion has been well received, and much effective work has been done in connection therewith. The contour maps of New Zealand for sale and leaflets made available for the public have been extensively requisitioned.

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A Photographic Division has been added to the branch during the year. By this means many effective photographs, which are invaluable for use in the preparation of publications, have been secured, and suitable photographs of railway subjects are made available for publication in newspapers, &c, both in the Dominion and overseas. Supplies of scenic views are also available for exhibition in hotels, &c, in pursuance of the Department's general publicity policy. This Division has been established at little expense by incorporating the blue-printing and photostatic units of the Maintenance and Locomotive Branches. During the year under review 31,313 blue prints and 2,472 photostats were completed by this division. Special work of this nature was also done for the Forestry Department, Valuation Department, and Marine Department. THE NEW ZEALAND RAILWAYS MAGAZINE. I regard the Department's official monthly Magazine as an enterprise of the very greatest importance. Its establishment is right in line with modern business development. Every business concern in any way approximate to our railways in the size of its business and the extent of its ramifications has its "house organ," while among railways the principle of a magazine has met with practically universal adoption. It is one of the few means by which the railway authority may become articulate to its staff and public, and it is certainly the most attractive and effective means of so doing. After over four years of publication, I can say definitely that this journal performs a great and many-sided service for the Department—a service which is being energetically maintained. As an educational journal dealing authentically and in detail with the current problems of railway economics on the one hand, and with the varied national interests of New Zealand on the other, its high standard and general appeal is freely and generously acknowledged alike by the members of the Railway service and by the press and public of the Dominion and overseas. As a medium for the establishment of contact between the management and the staff, and between the Department and its clients, the Magazine, in promoting an atmosphere of mutual understanding and good will, is performing a service the importance of which, directly and indirectly, it would be difficult to overstate. Both as a constructive factor in railway-management and as a medium for profitable Dominion publicity, the Magazine has a well-established place amongst the important community services rendered by the railways to the people of New Zealand. The present monthly circulation of the Magazine is approximately 25,000 copies. Of this total, about two-thirds is distributed free to members in the various branches of the service, the remaining copies being circulated amongst the principal newspapers, business-houses, hotels, boardinghouses, and public libraries in the Dominion. The overseas distribution of the Magazine is substantia], copies being sent to the High Commissioner's Office in London for distribution, and to selected addresses in Europe, Canada, the United States of America, South Africa, and- Australia. Thus is being disseminated each month a carefully compiled and connected review of railway and other activities in New Zealand —a review which has a publicity value of national importance. Much interest is evoked throughout the service in the Magazine's special articles on the day-by-day developments of railway transportation in New Zealand and in the countries of the Old W T orld. These articles, in which the contributors (drawn largely from the ranks of our service) strive to present, in simple and straight-forward language, their assiduously garnered knowledge of the respective subjects, serves admirably towards the general enlightenment of the members of our Railway service. The experiment was recently tried of placing the Magazine for sale on the various railway bookstalls throughout New Zealand. Though it may be premature to forecast the possible revenue returns to be derived in this way, the reception already accorded the Magazine by the rail-travelling public has been most encouraging. The experiment indicates the existence of a ready and growing market for the Magazine outside the service. The revenue from advertisements shows a gratifying increase over the figures for last year. Approximately £1,000 was the net revenue received from advertisers for space in the Magazine, and indications point to a further expansion in this direction. During the coming year I expect to effect substantial economy in connection with the production of the Magazine. I think the free circulation may be somewhat curtailed without material disadvantage. By strict attention also to possible economies in other directions and to the extension of revenue-producing advertising-matter I aim to reduce the cost of the Magazine to the Department to the lowest possible amount. PUBLIC RELATIONS. During the year I have pursued the policy I indicated in my last annual report of giving close attention to the public-relations side of our business. I have moved about the system as freely as circumstances permitted, with the desire of making the utmost possible personal contact with our customers, the public generally, and with the staff. I have been very much gratified by the number of invitations that have been extended to me by various organizations, business men, and others, to address them. I have endeavoured to meet every invitation, but I regret that the necessities of business prevented my acceding to all of them. I am hopeful, however, of addressing during the coming year the bodies whom I have not yet been able to meet. I have received most valuable assistance on the occasions on which I have been privileged to address these gatherings, and I have had many helpful suggestions and much constructive criticism. This latter I have particularly welcomed, as I feel that criticism that is constructive in its nature — especially when it is ultimately found to be well founded —is not only helpful, but very pleasing. It has been my constant endeavour to treat every piece of such criticism with the respect that was due to it, and the opportunities that have often thus developed for free and frank discussion with those who are directing their thoughts towards the railway problem have brought a large understanding of the public point of view to me and, I sincerely trust, some understanding of the railway position to those with whom I have held discussions.

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As regards the staff, I myself have received much benefit from contact and discussion with them, and I think that here also the opportunities for exchange of ideas that have arisen as I have moved about the system have led to understanding and mutual confidence. I have been much gratified by the appreciative references that have been made from time to time to the work we have been able to do in this connection, and it is indeed pleasing to see the members of the staff who are located at our stations taking a more and more active interest in the business side of our operations. I have felt that there is much latent strength in our organization, which, if it could be brought out, would be particularly effective as regards our position in the community, more particularly from a competitive point of view. I have previously mentioned on more than one occasion that the capacity of the Commercial Branch to make contact with customers and potential customers is definitely limited, and that I feel we must look more and more to our stations staff to constitute a fighting organization in the competitive field. The great development that we have had during the year, of what, for want of a better term, I may call the " business sense," leads me to the conclusion that the point at which I have been aiming is not far distant when a substantial rearrangement in our business-getting organization may be made with advantage, both from the point of view of efficiency and economy. I have in mind arrangements which will leave to our stations staff more than has been done in the past, the responsibility of attending to the commercial side of our activities in the districts served by the respective stations, and I feel confident that as our Stationmasters and others progressively develop their sense of responsibility in this regard we will build up an organization that will be imbued not only with principles of efficient railway operation, but also with a keen commercial sense that will make not only for the adequate protection of the Department's interests in the competitive field, but also for a still higher will to serve, upon which alone a successful business can be built. COMMERCIAL BRANCH. In addition to the activities of the Commercial Branch during the past year in combating competition and securing new business, the members of the Branch have been called upon to deal with various matters of importance both to the public and the Department. By personal interviews they have been able to remove misunderstandings, thus helping to establish good will and to maintain a close contact with our numerous clients. The following is a resume of the principal business transacted during the year : — Passenger Division. In order to provide additional facilities for travel, additional central booking-offices were opened at Auckland in Symonds Street and Karangahape Road ; at Rotorua in Tutanekai Street; at Napier in Tennyson Street; and at Wellington in Courtenay Place. The establishment of booking agencies has also been extended during the year, and we now have thirty-four of these operating throughout the Dominion. The returns to hand from these agencies indicate that the undertaking is meeting with public favour and is proving of definite convenience to intending passengers. The opening of booking agencies in various localities has done much to counteract competitive activities, and it is intended to further extend the system as the situation demands. Farmers' tours were again conducted during last winter. These included inter-island tours as under : From Taranaki to the South Island, 170 passengers; from Canterbury to the North Island, 300 ; from Otago to the North Island, 320 ; from Southland to the North Island, 260. All arrangements, including transport, accommodation, and entertainment, were carried out by the Department in conjunction with the various local farmers' organizations, and were favourably commented on by those participating in the tours. These tours have not only proved profitable to the Department, but have also been of great benefit to those forming the parties by affording them opportunities of seeing various phases of the Dominion's industrial activities and of obtaining an interchange of ideas that must be of benefit not only to the individuals immediately concerned, but also ultimately to the Dominion as a whole. Negotiations are in train for promoting inter-Island excursions during the coming winter, and arrangements are in hand for a tour of the South Island by farmers from the Hawke's Bay and Wairarapa districts. In addition to the tours mentioned above, the Department undertook the arrangements in connection with the tours of parties from overseas as under : Tasmanian farmers' party, 29 passengers ; British Empire Farmers, 84 ; English cricket team, 18 ; wool-buyers, 50. In January, 1930, approximately five hundred Girl Guides from all parts of the Dominion travelled to Trentham. All the transport arrangements in connection therewith were carried out by the Department. A commerce train, arranged under the auspices of the Auckland Chamber of Commerce, traversed the North Auckland districts from the 15th to 24th November, 1929. A wide expanse of country was covered, the tour proving most instructive and enjoyable. Transport arrangements in connection, with 'the tour of the British football team throughout the Dominion are being carried out by' the Department, and comprehensive arrangements are also being made in regard to travel facilities for the general public to the various centres for which matches are scheduled. Week-end and Sunday excursions were run during the year to meet the public demand in this connection, and, as the fares were fixed at a very reasonable figure, these excursions afforded a very great measure of service to a large section of the community whose opportunity for travel might otherwise be very limited.

v—D. 2.

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XXXIV

During the year regular Sunday train services were introduced on the following routes : — Auckland-Hamilton. Hamilton-Auckland. Wellington - Palmerston North. Palmerston North - Wellington. Wellington-Masterton. Masterton- Wellington. Christchurch-Timaru. Timaru-Christchurch. The Dunedin-Palmerston service was also extended to Oamaru. During the coming winter the usual week-end excursions to winter resorts are being provided, at an overall cost which includes rail, motor, and accommodation. Goods Division. As we were threatened with the loss of traffic in dairy-produce from various stations on the Waikato, Thames Valley, and Rotorua lines, it was necessary to adjust our rates in these areas. The result has been that we have held the traffic, and regained approximately 5,000 tons. In all cases contracts of from two to five years' duration have been made with the companies operating in these areas. In regard to wool traffic there has been a considerable decrease compared with the 1928-29 season, the comparative figures being — All Districts :— 1929-30. 1928-29. Decrease. Number of bales .. .. ..511,908 619,730 107,822 Revenue .. .. .. .. £111,335 £131,814 £20,479 The decrease is due to the serious drop in prices causing a large amount of wool to be held back pending an improvement in wool values. An energetic canvass with supporting publicity activities was carried out in all districts during the season, and similar steps are being taken in connection with the 1930-31 clip. Owing to the serious inroads our competitors were making in the transport of the higher-rated commodities, it was decided to introduce a system of uniform rating in those localities where it was found that traders were using rail transport for the low-freight goods, and road transport for the higher-rated traffic. This is a matter of considerable importance, and I wish therefore to take this opportunity of fully stating our position in regard thereto. It is becoming increasingly evident that certain persons and companies are prepared to exploit the railway tariff in their own interests in the direction of sending all their low-rated goods by rail while sending their higher-rated goods by competitive services. In as much as it is the high-rated goods that enables us to maintain the low rates on the low-rated goods, any defection of the highrated traffic lessens our capacity to maintain the low rates. We have already arrived at the stage where it is necessary that we should increase the low rates in order to make up for our loss on account of the higher-rated traffic and so to restore, in some measure at least, the financial status quo so far as revenue is concerned. Any general increase in the low rates founded on the fact that we are losing revenue through the higher class of traffic being taken away from, us must involve a certain amount of inequity to the extent that those persons who remain loyal to the railway, giving us their high-rated traffic as well as their low-rated traffic, are involved in the increase on the low-rated traffic. We have therefore endeavoured, as far as possible, to devise means whereby we might protect these people, and prevent the exploitation of our tariff by those who wish to take away their high-rated goods and leave their low-rated goods with us. We had a rather outstanding case of a company which trades in general merchandise and farmers' supplies of all kinds, including fertilizers. This company entered into an arrangement with a road-carrying organization that is in very strong competition with us under which, in consideration of the carrying company agreeing to purcha.se goods for the "purpose of the road-carrying business from the merchandising company referred to the latter company agreed to give the carrying company its high-rated traffic. The merchandising company, however, left their low-rated traffic with us. We could not possibly see that such a position was in any way equitable. We did our best to persuade the company to see the unfairness of the position, but we were unsuccessful. The company took the stand that we had to meet competition. We felt that we could not allow the matter to rest at that point, and we were prepared to adopt the company's competitive standard, but we insisted that that competitive standard should operate throughout the whole field of the company's traffic, and not only over that portion which it suited them to send by our competitor. We therefore made a regulation which provided that all goods between the stations affected should be charged at the competitive rate. This, of course, covered the low-rated goods as well as the high-rated goods. So that those persons who gave us the whole of their business should not be penalized, we also made a regulation that in the case of those persons who gave us the whole of their business, the classified or local rates (whichever were the cheaper) should apply rather than the uniform rate. The company in question has resorted to various subterfuges of, in my opinion, very doubtful ethical standard in order to circumvent our purpose. On the other hand, we have had other companies who have been affected by the regulation I have mentioned and who have apparently seen the fairness of our action and have placed the whole of their traffic with us. The company I have referred to above endeavoured to create a certain amount of agitation among the business community at the inception of our action, but they were quite unsuccessful in their effort to place us in a wrong light with the business community. Action on somewhat similar lines to the foregoing has already been adopted in some of the Australian States, and, I have reason to believe, with quite satisfactory results. I think it is very necessary that the unfairness of the form of exploitation of the railway tariff that is described above should be brought out clearly, and that action to circumvent subterfuges that may be resorted to to enable such exploitation to be carried on is essential.

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XXXV

The question of further steps to be taken to effectively deal with the situation is now under consideration. These uniform rates have been adopted in the following areas : —- Auckland and Newmarket to stations Otahuhu - Te Awamutu - Cambridge inclusive. Christchurch to Kaikoura ; Ha warden ; East Oxford ; Leeston ; Rakaia and Ashburton. Timaru to Albury or Cricklewood ; and to Winscombe, Fairlie, or Eversley. The uniform rates introduced represent a considerable reduction in our existing rates for goods of Classes A, B, and C and, with a few exceptions, traders who were using road transport for their higher-rated traffic in the areas above mentioned are now using rail transport for all goods. Investigations are being carried out in other areas where competition in similar circumstances is acute, with a view to a further extension of this system of rating. In no cases are the " uniform rates " applied to* low-rated traffic until the person or head of the firm concerned has been personally interviewed by the Commercial Manager or other suitable officer, and the conditions explained. Collection and Delivery. —Under present-day conditions it must be recognized that the question of collection and delivery is of paramount importance. The Department has a parcels-delivery system in operation in the various centres, and, to supplement this, we recently introduced a modified form of collection in Wellington. In regard to goods traffic, a delivery system is now in operation in Frankton, Hamilton, and Cambridge, and a modified system in other centres. We also have workingarrangements with carriers in quite a number of districts. We will endeavour to extend our scheme of collection and delivery for goods traffic during the coming year. I will not consider our activities in this connection complete until we are in a position to quote door to door rates for any transport work that is of a nature that we might handle. General. —During the year representatives of the Commercial Branch have attended many meetings of Chambers of Commerce and other public bodies in the various districts. First-hand information regarding railway matters is given, and every opportunity is taken to bring before the public by personal representation the many facilities for transport which the Department is in a position to provide. LEVEL CROSSINGS. The work of protecting level crossings as funds have permitted has been carried on during the year. Warning-devices were installed at eleven crossings, making the total number of crossings protected 109. A phase of the level-crossing problem that has engaged our attention during the year has been the question of the signals that are given by crossing-keepers at level crossings. With the growth of the use of coloured light signals as applying to road traffic, confusion has developed as regards the meaning of the signal which it has been customary for crossing-keepers to show to road traffic to indicate the approach of the train. It is now generally recognized that green is an " all clear " signal and red a " danger " signal to road traffic as it is to rail traffic. Owing to the difficulty that has arisen in this connection, we explored the possibility of devising some means whereby crossing-keepers would give a readily discernible and unequivocal signal to road traffic. Eventually a portable " stop " notice constructed of letters composed of small reflectors was designed and was submitted to and approved by a conference that had been called in connection with other matters by the Minister of Transport. Unfortunately, sufficient reflectors were not in the Dominion to enable the signals to be at once constructed, but an order has been placed and it is expected that the necessary material will arrive shortly. The work of making the signals will be at once put in hand, and, as soon as completed, the necessary change in the method of signalling by crossing-keepers at level crossings will be brought into operation. Another aspect of level-crossing protection to which we have given consideration during the year has been that of devising a means whereby continuous protection might be given at crossings at which crossing-keepers are located. Generally speaking, crossing-keepers are not on duty for the whole of the twenty-four hours in each day, and there is therefore a period at which the crossing is not protected. In America the difficulty has been overcome by the replacement of crossing-keepers with signals, generally of the flashing-light type, worked either automatically or by a signalman at convenient points. The flashing-light signals give quite an effective warning of the approach of a train, and especially where there is more than one track crossing the road they are more effective than a crossing-keeper can be. There is also the advantage of giving warning for the whole twenty-four hours of the day. A still further advantage is to be found in the fact that they are less expensive than crossing-keepers. A review of the crossings at which crossing-keepers are located is now being made with a view to determining those at which it might be advisable to replace the crossing-keepers with signals as above mentioned. During the year we have continued to receive a large number of suggestions having for their object the prevention of accidents at level crossings. Generally, the suggestions have taken the line of some type of automatic appliance which will give the road-user notice of the approach of a train. In recent times the provision of gates, automatic or otherwise, has been more frequently suggested. In this connection it is interesting to note the tendency in the United States, where the level-crossing problem is probably more acute than in most countries, and where it has been more intensively studied. It is generally agreed that crossing bells have lost considerably in effectiveness by the increasing use of closed cars. Crossing-gates are regarded as expensive, and not effective, while the crossing-keeper is not always successful in preventing accidents, especially where more than one track is concerned. The Railway Superintendents' Committee of the American Railroad Association appointed to study the question recommended the adoption of double flashing-light signals.

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XXXVI

More particularly as regards the use of gates or barriers the following information as to the practice in certain important cities and States in America may be of interest. At Indianapolis the general tendency has been to replace gates and level-crossing keepers by flashing-light signals. Seventeen crossings have been equipped with flashing-light signs whore crossingkeepers were previously employed, and six gates have been, taken away and protection afforded by the light signals. During 1928 one railway company installed eighty-eight Griswold signals in St. Paul and Minneapolis. This type of signal was decided upon after conference with the city authorities. In this case sixty-six gates were removed and protection afforded for the twenty-four hours of the day by means of the light signals, and it is stated that the number of accidents has been materially reduced as a result of the new installation. The Griswold crossing signal consists of an octagonal yellow sign which is turned parallel to the street traffic when the crossing is clear and thrown at right angles when a train approaches. A flashing-light signal is erected at each side of the octagonal sign while a flood light illuminates the whole signal. In East St. Louis the Louisville-Nashville Railway Company has replaced crossing-keepers and gates at six crossings by flashing-light signals. In the State of Connecticut there is very strong opposition to the provision of gates, the opinion held there being that they fail in visibility at a distance of more than 200 ft. at night, even with the rays of a motor-car headlight. Notwithstanding the provision of warning-devices, accidents continue to happen at level crossings, and the position in this regard in New Zealand is not peculiar to this country only. The position is similar in the United States of America, while the General Manager of the South African Railways in his report for the year ended 31st March, 1929, said that out of 219 level-crossing accidents during the year on the South African railways no fewer than 131 were at crossings protected by gates, booms, or chains, warning-bells, and/or flagmen. There is no doubt that the great majority of road-users exercise sufficient care to obviate accidents at level crossings. On the other hand there is a small minority of persons driving road vehicles who by indifference or recklessness continue to endanger not only their own lives and property, but also the lives and property of Railway people and of those who use the railways. Absolute safety can be obtained only by the entire elimination of the crossings. This, as has been so often said, is an economic impossibility. All that can be done is to take such reasonable measures as are feasible in the circumstances. We in New Zealand have proceeded with the elimination and protection of crossings in association with the Highways Board and in some cases the local authorities according as our finances have permitted. We endeavour to lay out the money available to secure the greatest possible advantage and in this connection it is to be remembered that the cost of eliminating one crossing is generally sufficient to provide warning-appliances at quite a number of crossings. Elimination can therefore be justified only where the circumstances make the crossing particularly dangerous even for the reasonably careful road-user. The elimination of any other crossing is simply affording the small minority protection against their own folly at the expense of the greater measure of protection that could be afforded to road-users as a whole at a larger number of crossings. Having regard to the economic limitations to the entire elimination of crossings, the ultimate appeal must be to the human factor and the improvement of this factor must lie along the lines— (1) Of a process of education of road-users to a proper sense of responsibility to themselves and others ; and (2) The prevention of accidents by depriving people who show an indifference to their responsibility in connection with the use of level crossings of the capacity to create dangerous situations. The general line of action in this latter regard will be by the withholding of licenses, while the education to a proper sense of responsibility will be very much stimulated by the more rigorous administration of the law regarding the use of level crossings and the imposition of such penalties on those found guilty of breaking the law as will have a definitely deterrent effect. In the case of a person driving a car while in a state of intoxication heavy penalties are very rightly imposed, while, in the case of a breach of the law at level crossings the penalties are in no way comparable, and I am afraid that all too often there is a misplaced sympathy for the motor-driver whose vehicle is damaged in consequence of his own failure to rise to a proper standard of responsibility when using a level crossing. ROLLING-STOCK. I desire to draw pointed attention to the position in regard to our wagon stock. This part of our plant is increasing in average age, and we must definitely look for a higher proportion of rolling-stock-maintenance work and a more rapid rate of scrapping than has been the case in the past. Indeed, we recently had a survey made of the situation and found that quite a large proportion of our rolling-stock is approaching the end of its economic life. With the growth that is taking place in our goods traffic it is absolutely essential that our building programme should not only keep pace with the scrapping programme, but also that we should have as much additional margin as will balance the increase in our goods ton-mileage. In recent years we have been dropping back by reason of the fact that our stock of wagons has not nearly kept pace with the quantity of work required of them, until now we have arrived at a stage that is becoming serious.

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XXXVII

Every year during the peak season we receive complaints of shortage of rolling-stock, and these will inevitably become not only greater in number, but, unfortunately, of increasing justification, unless prompt and effective action is taken to keep our rolling-stock up to a standard that will enable us to give a service that will be reasonably satisfactory to our customers. Unfortunately, we were last year cut down by some half-million pounds in our requisition for finance for capital expenditure, and the reduction in expenditure had to be made principally in connection with rolling-stock construction. I very keenly regret that this year we have again been cut down by approximately half a million pounds from our requisition, with the result that we will again find ourselves restricted as regards rolling-stock construction. We have the workshops which were expressly equipped to enable us to adequately meet requirements in the matter of rolling-stock construction ; we have a crying need for the rollingstock, but, unfortunately, the necessary finance has not been forthcoming. I desire to urge as strongly as possible the pressing necessity of our situation in this regard. SUPERANNUATION FUND. The report of the Superannuation Fund Board for the year ended 31st March, 1930, shows the position to be as follows : — Annual liability, £272,505. £ Members* contributions .. .. .. .. .. .. 175,872 Interest .. .. ... .. .. .. .. 73,123 Deficit to be drawn from subsidy .. .. .. .. .. 23,510 £272,505 At the same date the liabilities to contributors in respect of amounts £ paid in was .. .. .. .. .. .. 1,631,997 The total accumulated fund was .. .. .. .. .. 1,371,919 leaving a deficit of .. .. .. .. £260,078 The annual liability, £272,505, is in respect of 1,514 members, 502 widows, and 421 children, making the total of 2,437 persons actually on the fund on the 31st Miarch, 1930. The amount standing in the Investment Account in the balance-sheet is represented by the following securities: — £ Mortgages .. .. .. .. .. .. .. 868,020 Local bodies'debentures .. .. .. .. .. 214,230 Government securities .. .. ~ .. .. .. 221,700 In hand awaiting investment .. .. .... .. 4,611 £1,308,561 The average rate of interest on securities held on the 31st March, 1930, was 5-780 per cent. The average rate of interest earned on the mean funds was 5-770 per cent. STAFF. The total number of staff employed on the 31st March, 1930, including those engaged on works charged to capital, was 19,926, as compared with 19,086 the previous year, and the average number actually at work throughout the year was 19,410, as compared with 18,536 the previous year. Of the average number of staff at work during the year 13,908 were permanent employees while 5,502 'were casuals. The average number of men engaged on works charged to capital was 1,382, as against 1,301 last year. Sixty-one members of the Second Division were promoted to the First Division, 165 members resigned, 129 retired on superannuation, 57 died, 50 were dismissed, and 709 engaged. The sum of £47,890 was paid under the Workers' Compensation Act during the year to members of the Second Division who suffered injury in the course of their employment. During the year Mr. H. J. Wynne, A.M.1.C.E., retired from the service of the Department on superannuation. Mr. G. W. Wyles, A.M.1.E.E., M.1.R.5.E., Assistant Signal and Electrical Engineer, has been appointed to succeed Mr. Wynne. I desire to place on record my regret at the termination of Mr. Wynne's service in the Department. He was an extremely able and conscientious officer, and his loss will be keenly felt. The year has been a very busy one in connection with the staff work of the Department. I had intended to undertake a comprehensive review of the whole of the staff establishments of the Department during the year and had initiated steps to have the work put in hand. Owing, however, to the fact that a regrading of all First Division positions had also to be undertaken the review of the establishments had necessarily to be postponed. The regrading during this year was mandatory by statute, and accordingly had to take precedence over our review of the establishments. The work of the regrading was very heavy, and this, in addition to the ordinary work of the personnel administration, kept the staff section very fully occupied during tlie year. After the completion of the regrading and the appeals connected therewith, we took in hand our review of the establishments.

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XXXVIII

During the year we did a certain amount of work in this connection by dealing with such cases as arose during the year, and we were able to effect some economies in those cases. When our present review is complete we will have the establishments on a basis that will afford a full assurance that there is the desired measure of efficiency with due regard for economy so far as this result may be affected by the staff establishments. The rapid changes that are taking place in the incidence of our business give rise to consequential changes in the nature and quantity of the work to be undertaken by the staff, and present indications are that a fair measure of rearrangement of the work will be necessary to meet the changed conditions, and that a fair measure of saving may be found possible. During the year there have been the customary conferences with the various staff societies, and a number of adjustments in the conditions of employment of the staff have been made. These, however, have been relatively minor in character. I am glad to say that our relationships with the societies have during the year been on quite a satisfactory basis. CONCLUSION. In concluding this report I do so with the confident submission' that the railways have given another year of useful service to the community, and that so far as the matter has rested with the management the service has been given at the lowest cost that the circumstances permitted of. Ido not pretend that the ideal balance of efficiency and economy has been attained. It never is or can be —it remains and will remain ideal. We have, however, striven towards it with, I believe, a reasonable measure of success. In my report last year, as well as in many public addresses during the year, I have stressed the inapplicability of the Revenue and Expenditure Account as a test of managerial efficiency. It was never more necessary to keep this in mind than at present, and surely no better or clearer evidence of the truth of this proposition could be found than in this year's account in as much as it will be seen that by various strokes of the " policy " pen the account has been loaded to an extent of approximately half a million pounds (see statement on page vi of this report). If, in addition, consideration is given to the other factors affecting this account (as have been disclosed in this report) over which the management, as such, couid have little or no control, it will be seen at once that to accept that account at its face value as having any real significance in relation to the management would be as misleading as it would be unjust. The account, of course, has a significance —a significance in relation to the system under which we work. Whether that system should be changed is not within the province of the management as such to decide. All I wish to submit is that during the ye&i the best has been done so far as the management is concerned within the limits of the system. Finally I may add that I had intended making some observations —as I did last year-—of a general character on various aspects of the railway problem in New Zealand and on matters we had in mind for the coming year, but since the close of the year and before this report was written a Royal Commission has been constituted to go into the whole railway question. The matters that I had proposed to touch on might therefore be regarded as being, in a sense, subjudice. I have accordingly thought it proper to reserve my comment thereon in the meantime, and I have confined this report to a review of the particular events of the financial year covered therein. jf General Manager.

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EEPOETS FEOM HEADS OF BEANCHES. 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 .. .. .. .. .. .. .. .. 53J Main line and branches 40 lb., 53 lb., 55 lb., and 56 lb. relaid with 551b. material 0J Main line and branches relaid with second-hand 53 lb., 55 lb., 56 lb., and 70 lb. material removed from main line .. .. .. .. 5J 59 Sleepers. —The number of new sleepers placed in the track during the year was 209,072. Ballasting. —192,832 cubic yards of ballast were placed on the track. Slips, Floods, <&c. —On the 15th June, 1929, heavy rain caused the flooding of the North Auckland line near Opahi, the water being 16 in. over the rails. No damage to track or train-delays resulted. On the 15th July, 1929, the bank at north end of bridge No. 100 at 70 m. 48 ch., East Coast Main Trunk Railway, near Maniatutu, was washed out to level of gravel guards, and bank had to be supported to prevent further subsidence. There was no delay to traffic. As the result of heavy rain on the 26th August, 1929, two large rocks of approximately 6 tons each came down from the hillside on to the line between Onoke and Kauri, North Auckland line, delaying traffic for four hours. Both ends of No. 3 tunnel between Tahekeroa and Ahuroa, North Auckland line, were flooded on the 9th October, 1929, causing an interruption to traffic. Traffic was delayed on the 9th November, 1929, owing to a slip near Mackaytown. On the 15th February, 1930, exceptionally heavy rainfall caused floods and washout between Wellsford and Kaipara Flats, North Auckland line, involving a stoppage of traffic. Traffic was resumed on 16th February. On the 29th June, 1929, a large slip occurred on the Main Trunk line at 272 m. 55 ch. between Utiku and Mangaweka, blocking the line for six hours. On the Bth August, 1929, a slip of about 600 cubic yards also occurred at 274 m. 78 ch. between Utiku and Mangaweka, causing considerable delay to express trains. Several other small slips occurred on the Main Trunk during the year. The Foxton line between 3 m. 20 ch. and 5 m. 70 ch. was flooded on the 16th May, 1929, and all traffic was suspended for one day until water subsided. A washout occurred on the 12th June, 1929, at 41| m., main line near Te Horo. The bank carrying track was washed out for a distance of 20 ft. long by 8 ft. deep. Track was blocked for ten hours. On the 28th June, 1929, the bank carrying track at 153 m. 17 ch. between Westmere and Kai Iwi subsided under the weight of a train, the engine and several trucks being carried down to the bed of a creek with the track formation. A temporary deviation was made around the slip and traffic resumed after fifteen hours' delay. A large slip occurred at 14 m. 20 ch., Manawatu Gorge, on 13th January, 1930. Line was blocked to all traffic for nineteen hours. A further large slip at the same place occurred on the 16th January, 1930, blocking line for all traffic until the 20th idem. Several minor slips of rotten rock, &c, occurred in. the Gorge during the year, delaying trains for short periods until cleared away. In the Napier district on the 15th May, 1929, heavy rainfall caused flood-water to rise over the line at 102 m. 60 ch. between Tomoana and Whakatu, and between 104 m. 40 ch. and 104 m. 60 ch. between Whakatu and Clive No damage was done to the line, but train services were suspended from 2 p.m. on the 15th until 7 a.m. on the 16th. A small slip occurred at 24 m. 10 eh., Manawatu line, between Pukerua Bay and Paekakariki on the 20th June, 1929, which caused the derailment of an engine and four cars of a train which ran into it. The track was torn up for several chains, and traffic was blocked until 3 p.m. the next day. On the 24th October, 1929, about 150 cubic yards of clay came down in a cutting at 28J m. between Mahaki and Otoko on the Gisborne Section, blocking traffic. Owing to heavy rain a large volume of water backed up from the river and covered the rails to a depth of 3 ft. at the north end of Te Karaka Tunnel. Traffic was blocked until 4 p.m. on the 25th. Slips occurred, on the Picton Section on. the 16th May, 1929, at 1 m. 57 ch., between Picton and Elevation, and 9 m. 55 ch. between Para and Tuamarina, causing delay to traffic. Abnormal heavy rain on the 29th April, 1929, caused washouts at 13 m. 5 ch., 13 m. 75 ch., and 14 m. 47 ch., Nelson Section, between Brightwater and Spring Grove, and Nelson yard was also flooded, causing delay to trains ; but services were resumed when the flood-waters receded.

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On the 12th May, 1929, heavy rain caused a washout at 21 m. 77 ch., Nelson Section, between Foxhill and Belgrove. A pier of bridge at 22 m. 44 ch. was also badly scoured out, causing delay to traffic. Considerable damage was done to the track on the Nelson Section by the earthquake which occurred on the 17th June, 1929, and traffic was disorganized for some days. The track-damage consisted principally of subsidences and buckling at joints. No damage was done to bridges, but the majority of the chimneys in the district had to be rebuilt. The damage was greatest from Tadmor southwards. The earthquake also caused damage to track and structures, and a general dislocation of traffic on the Westland and Westport Sections. On the 4th July, 1929, the Mokihinui River overflowed, and caused considerable damage to the line from 26 m. 4.0 ch. to 28 m. 55 ch., Westport line, between Mokihinui and Seddonville. On the 18th July, 1929, a slip occurred at 42 m. 37 ch., Midland line, between Staircase and Avoca, partially derailing engine of a goods train. A washout at about 128 m., Otira line, between Te Kinga and. Roto Manu, on 19th November, 1929, caused delay to traffic for two days. On the 15th January, 1930, considerable damage was caused at 34J m. and. 36 m., Midland line, between Kowai Bush and Staircase, by a washout, and traffic was suspended from 10 a.m. on the 15th January, 1930, to 4 p.m. on the 17th January, 1930. Traffic was delayed on the 16th January, 1930, through the flooding of the Southbridge Branch by the Sclwyn River. Owing to heavy rain on the 16th and 17th July, 1929, the Taieri River overflowed, and on the 18th idem the water was across the track in the vicinity of Otokia to a depth of 3 ft. 4 in. Traffic was blocked from 18th July to midday on. 19th idem. On the 17th July, 1929, owing to a flood in the Otekaike River, three piles in bridge No. 24 at 28 m. 4 ch., Kurow Branch, between Waikaura and Otekaike, were washed out, and three other piles damaged. Traffic was blocked until the 20th July, 1929. Traffic was blocked on the Outram Branch from the 18th July, 1929, to 20th idem owing to floodwaters. The greatest depth of w T ater over the track was 5 ft. 6 in. On the morning of the 27th July, 1929, about 1,800 cubic yards of almost solid rock came down on to the line at 20 m. 50 ch., Otago Central, between Deep Stream and Flat Stream. Line was blocked until the 27th August, 1929. No slips or floods of any consequence occurred in the Invercargill district throughout the year. Water-services. —These have received the necessary attention. Electric pumping-plant has been installed at several stations. Wharves. —The wharves under the control of the Department have been efficiently maintained. The erection of a new wharf at Mount Nicholas, Lake Wakatipu, is in hand. Buildings. —Buildings have been maintained in good repair. The Waiotira engine-shed and house No. A. 426, Kakahi, were destroyed by fire and the Woodville Station damaged, the staff-locker, lobby, and guards' room being gutted. Dunedin Station building was cleaned, and Oamaru stone in building treated with " Stonefortis." 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 last year was £620,913, as against £857,164 for the previous year. This amount does not include the expenditure under this account on the Auckland-Westfield and Tawa Flat deviations carried out by the Public Works Department, which amounted, to £376,700 ; Signal Branch charges, £132,878 ; and Locomotive Branch charges, £70,705. The principal works are as follow : — Auckland New Yard. —Steady progress has been made with the rearrangement and improvement of Auckland yard. The site for the new inwards goods-shed has been cleared, and a contract has been let for the erection of the building. The whole of the permanent trackwork at the east end of the yard has been completed. The laying of a considerable amount of temporary track has been necessary in the process of rearrangement. The 75 ft. plate-girder bridge carrying the North line over the approach road to the main arrival platform is well in hand. A number of subsidiary buildings in connection with yard operations have been completed. Auckland New Station Building. —-The contractor for the new station building has made substantial progress. The work is sufficiently far advanced to display the monumental nature of the building. The various public offices and amenities provided are in keeping with the most modern practice, and should prove highly convenient and attractive to travellers. The formation and surfacing of the roadways approaching the new station building have been under construction, and will be completed as the ground becomes available. It is anticipated the new station will be available for traffic for the next holiday season. Auckland-Westfield Deviation. —-The formation throughout the deviation, the platelaying and ballasting of both " up " and " down " main lines, all railway bridges and station buildings were completed. The platelaying and ballasting of all station-yards, except Orakei, and provision of approach roads to all stations, except Orakei, were completed. Footbridge giving access to Tamaki Station was completed, and arrangements made for erection of bridges at remaining stations. Diversion road between Triangle and Waipuna Roads in lieu of a road overbridgc at Triangle Road was practically completed. The " down " main line was opened for single-line working of through-goods traffic in September, 1929. The "up " line is approaching completion, and will shortly be available for goods traffic.

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Papatoetoe-Papakura Duplication. —The earthwork was put in hand in October, 1929, and has been pushed forward as speedily as possible, all cuttings and banks having been sufficiently widened to permit of an independent service siding being laid throughout the length of the duplication. The reconstruction and duplication of several bridges is in hand. Platelaying from Papatoetoe to Wiri was completed and was put in hand between Wiri and Homai. Wellington Neiv Station Building. —-The plans for the new station building have been practically completed, and are being submitted to a quantity survey in readiness for inviting tenders for construction. Wellington New Station Yard. —The stormwater sewers were completed. The pumping of dredgings for reclamation purposes which was suspended pending the completion of the sewers has been resumed. A considerable quantity of waste material and spoil from the city has also been dumped as filling. The new local loading yard has been completed and a start has been made with the erection, by contract, of the combined inwards and outwards goods-shed. Hutt Valley Industrial Line. —The extension of the industrial line over the Waiwetu Stream and Park Road, also the spur line off the industrial line, was completed, and private siding access provided to industrial sites. Ravensbourne-Burke's Duplication. —Fifty thousand cubic yards of rubble and stone were placed in position, and earthwork is at present being carried out at the site of the new St. Leonards Station. Stone pitching was carried out as the work progressed. New station was erected at Maia, embankment formed across the bay at Burke's, and bridges erected over tidal openings. New Workshops. —The new Car and Wagon Shops at Addington and the new Locomotive Shops at Hillside, which were carried out concurrently by the one contractor, were completed during the year and are in use. New stores buildings and offices are being provided at Otahuhu, Hutt Valley, Addington, and Hillside. Bridge Reconstruction Work. —The reconstruction of a number of old timber bridges in the North Island has been put in hand during the year. In general the old bridges are being replaced with steel and concrete bridges built alongside. Ngaruawahia and Whenuakura Bridges. —Contracts have been let for the complete reconstruction of the Ngaruawahia and Whenuakura bridges. The new formation work required on the approaches to the new bridges has been completed by the Department. The contractors have made good progress with the foundations, which are now nearing completion. Otaki, Oroua, and Waikanae. Bridges. —These bridges are being replaced with 60 ft. steel-plate girders on concrete piers. There are thirty-two spans in all, involving 700 tons of steelwork, which is being fabricated in the Hutt Railway Workshops. Contracts have been let for the construction of the foundations, and this work is proceeding satisfactorily. Tawa Flat Deviation. —This work is being carried out by the Public Works Department, as a charge against the Railways Improvement Authorization Account. Substantial progress has been made during the year. The entire bottom heading in No. 1 tunnel (length 61| chains) has now been driven, and enlargement to full section and concreting is completed over a length of 33 chains. In No. 2 tunnel (length 2 miles 53 chains) 128 chains of bottom heading have now been driven, also 27 chains of pioneer heading ; 20 chains of enlargement and concreting are completed. The bridge and culvert work are well forward. The outside excavation work is practically completed, and embankments are now awaiting spoil from the tunnels. The Kaiwarra embankment approaching No. 1 tunnel has made considerable progress, and a large amount of stone protection has been deposited on its seaward side. General. —The duplication of the track between Frankton and Horotiu was completed, also the laying of a crossing siding between Mercer and Whangamarino and yard alterations at Taupiri. Elmer Lane engine-depot was completed. A rearrangement of Middleton marshalling yard was carried out. Additional car-sidings were provided at Timaru. Additions to Open Lines. —The expenditure under this account was £30,658, the principal works being : Additional siding accommodation at Whangarei (part), Tauranga (part), Middlemarch, Westport, Waipara, Upper Hutt, Petone (part), Te Awamutu (part), and Thornbury (part) ; provision of crossing loop, Waitoki (part) ; turntables, Upper Hutt, Hawera, and Woodville (part) ; water-vat, Napier ; water-vat and pump, Katikati ; water-service, Putaruru, Waiouru, Westport (part) ; artesian well, Invercargill (part) ; locomotive depot, Tauranga (part), and Taneatua (part); locomotive drivers' rooms, Dunedin and Invercargill; new stations, Kurow and Wallaceville ; provision of tablet stations, Oio and Makerua (part) ; additions to station, Te Kuiti; station-veranda, Milton (part) ; and National Park (part) ; bridge at 130 m., Puketutu (part) ; overbridge, Otahuhu (part) ; extension of foot overbridge, Petone ; foot overbridge and land, Moera ; houses, Rangiora and Romahapa ; stockyards, Kopu (part), Karioi, Arowhenua (part), and Papakaio ; bus-shelters, Hutt Shops (part) ; refreshmentrooms, Paeroa ; hostel for staff, Taumarunui; septic tanks, Ohakune and Te Puke ; drainage of houses, Taneatua ; lavatory and lockers for staff, Wanganui; social hall for staff, Christchurch (part) ; flood-control, Taieri Plains (part) ; protective works, Kartigi Beach ; grade-easement, Crich-ton-Lovell's Flat (part) ; improving alignment, Otepopo Bank (part) ; mechanical appliances for goods-sheds, Christchurch (part);- portable air-compressor for bridge-work; additions to district offices, Invercargill; new bridge over Kaihu River (part) ; provision of outside goods-loading shelters, Christchurch and Invercargill; and Maintenance Workshops, Hutt Valley. Betterments. —Expenditure charged to " Betterments " during the year was £18,733, the principal works being : Provision of improved stock-trucking facilities at various stations, provision of pigshelters and watering facilities at stockyards at a number of stations ; provision of machine shop in locomotive depot at Cross Creek ; provision of telephones at various points to enable staff working

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between stations to ascertain the movements of special trains ; provision of coal-siding and sandingbin at Invercargill locomotive depot; alterations to transport office to accommodate train-control services, Christchurch ; extension of office at locomotive depot, Linwood ; equipment of frame levers instead of " goose-neck " levers at crossing-loops (part) ; reconstruction of No. 3 jetty, Lyttelton ; provision of stores-accommodation Taihape ; removal of station building from Thames to Thames South ; close-sleepering bridges, Greymouth-Otira line ; provision of electric pumping-plants for water-service at various stations ; shifting portion of goods-shed, Paeroa, to Thames ; extending ash-pit at engine depot, Helensville, additional siding-accommodation, Kumara, Middlemarch, W T aipara, and Otira ; improved coal-bin accommodation, Paeroa ; provision of ladies' waiting-rooms, Waikanae and Te Kawa ; provision of stockyards at Auripo and Haywards ; shifting goods-shed from. Onerahi to W 7 hangarei ; providing parking-area for motor-cars, Aramoho ; providing shed and extending siding for rail-tractor, Feilding ; extending station accommodation, Edgecumbe ; improvements and extension to loading-bank, Levels ; extension of crossing-loop, Waianakarua ; provision of additional latrine accommodation for goods staff, Dunedin ; provision of additional wagon-traverser on wharf, Lyttelton ; provision of septic tank for station conveniences, Palmerston ; lengthening turntable, Waikari ; providing cross-over, Grey River Collieries siding, Dobson ; loading facilities for motor-cars, Arthur's Pass ; enlarging concrete-pipe culvert under line near Waikaka ; provision of sidings to serve new wharf, Invercargill; provision of increased engine-watering facilities, Putaruru ; alterations to luggage and parcels accommodation, Thorndon ; and shifting portion of station building from Ranganui to Kaipara Flats. Expenditure. —The expenditure for the year was as follows : Maintenance (charged to workingexpenses), £1,146,014 ; new works (charged to capital), £651,571. The maintenance expenditure charged to working-expenses amounted to £347 per mile, as compared with £340 in 1928-29, £359 in 1927-28, £338 in 1926-27, £369 in 1925-26. Mileage. —The mileage open for traffic on the 31st March, 1930, was 3,301 miles 55 chains. The Hutt Valley industrial line, 1 mile 59 chains, was opened for traffic during the year. Staff, Maintenance Branch. —Working staff, 4,161 ; office staff, 181 : total, 4,342. LOCOMOTIVE. Mr. E. T. L. Spidey, Superintendent of Workshops, reports for the Chief Mechanical Engineer as follows :— The rolling-stock, machinery, and tools have been maintained in good working-order during the year. Locomotives. —On the 31st March, 1930, there were 657 engines in service. During the year two Class G Garratt articulated locomotives, imported from Messrs. Beyer, Peacock, and Co., Manchester (one engine of this class had been assembled during the previous year, making a total of three), and one D Class Clayton steam shunting-locomotive, imported from the Clayton Wagons, Ltd., Lincoln, England, were assembled in the Government railway workshops. Also, four Class E.B electricbattery shunting-locomotives, for use in the four main workshops, were built and assembled in the Government railway workshops. Sixteen engines were written off and one engine sold during the year. There was a decrease of 54,630 lb. (equal to 0-489 per cent.) in the tractive power available. There were twenty-four Class C shunting-engmes on order and under construction in the Government railway workshops. During the year 579 engines were passed through the workshops, of which 240 received a thorough overhaul. Boilers. —Four new boilers were built during the year, and an additional twenty new boilers were in hand at the close of the year. Carriages. —On the 31st March, 1930, there were 1,588 cars. Ten suburban cars in the North Island and one inspection car in the South Island, built in the Government railway workshops, were added to the stock, and twenty old cars were written off, and one postal car converted to breakdown van. Fifty-two new cars were in the course of construction in the workshops at the end of the year. This programme is well advanced, but owing to the late delivery of material from England, the completion has been retarded. During the year 1,987 cars were passed through the workshops, of which number, 1,459 received heavy repairs. Two suburban cars were converted to lounge cars on the North Island main line and branches. Rail-cars. —There were five rail-cars on the line on the 31st March, 1930. Brake-vans. —On the 31st March, 1930, there were 473 brake-vans. Three bogie vans built in the Government railway workshops were added to the stock, and one postal car converted to breakdown van during the year. Nine old vans were written off, and two sold to other Government Departments. Twenty-four vans were on order at the end of the year. Altogether, 602 vans were passed through the workshops, of which 402 received heavy repairs. Wagons. —On the 31st March, 1930, there were 26,909 wagons in stock. The additions during the year were 5 Class Ug bogie horse-boxes and 40 Class Zp bogie covered goods-wagons, and 230 Class J four-wheel sheep-wagons and 124 Class La four-wheel highside iron wagons built in the Government railway workshops. The following wagons were also added to the stock : 2 Class H cattle-wagons, 30 Class L highside wagons, 4 Class N timber-wagons, and 4 Class Ub bogie platform wagons (purchased from the Public Works Department, East Coast Railway), 1 Class Pw petrol inspection-wagon (imported from Hardy Rail Motors, London), for inspection work at Otira Tunnel,

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1 Class Ra wagon (converted from old car under-frame and fitted with body for carriage of mails,) and 1 Z bogie sleeping-van (converted from old car). Three Class M lowside and 2 Class N timber four-wheel wagons were sold. The following condemned wagons were written off during the year : Bogie stock : 1 Class R highside wagon, 4 Class Rd highside wagons, 10 Class S sheep-wagons, 4 Class T cattle-wagons, 1 Class U platform wagon, 2 Class V frozen-meat wagons, 3 Class Z covered goods-wagons. Four-wheel stock: 10 Class G horse-boxes, 7 Class H cattle-wagons, 72 Class J sheep-wagons, 63 Class K covered goodswagons, 108 Class L highside wagons, 4 Class La highside wagons, 25 Class M lowside wagons, 1 Class Ma lowside wagon, 3 Class Mb work-train hoppers, 4 Class N timber-wagons, 4 Class W frozen-meat wagons, 1 Class X dairy-produce wagon, 2 Class Xa fruit-wagons, 10 Class Xb fish, &c, wagons, 8 Class Y work-train hoppers, 4 Class Yb work-train hoppers. The carrying-capacity was increased by 1,453 tons. During the year 20,874 wagons were passed through the workshops, of which 14,807 received heavy repairs. The following wagon stock was on order from the Government workshops at the end of the year : Bogie : 20 Class Rb highside wagons, 5 Class Ug horse-boxes, 6 Class Vb frozen-meat wagons. Four-wheel: 10 Class G horse-boxes, 40 Class H cattle-wagons, 470 Class La highside iron wagons, 103 Class M lowside wagons, 50 Class Q movable hopper wagons, 30 Class W frozen-meat wagons, 80 Class Xa fruit, &c, wagons. Tank-wagons. —During the year 18 rail tank-wagons were built for oil companies for the carriage of motor-spirit in bulk. There were on order 7 rail tank-wagons at the end of the year. Road Buses. —During the year 12 road motor-bus bodies were built and fitted on chassis in the Government railway workshops. There were 11 road motor-bus bodies on order at the end of the year. Tarpaulins. —The tarpaulin stock on the 31st March, 1930, was 23,375. Five hundred new tarpaulins were manufactured in the railway workshops during the year, and 4,439 tarpaulins were replaced with a similar number of new sheets, 22,439 sheets were repaired in the workshops. Axles. —During the year 772 car, van, and wagon axles were replaced with modern steel axles; 788 axles were prepared for new rolling-stock. Train-lighting. —On the 31st March, 1930, there were 430 cars fitted with electric light. Engine Headlights. —The total number of locomotives fitted with electric headlights on the 31st March, 1930, was 223. SIGNAL AND ELECTRICAL. Mr. G. W. Wyles, A.M.1.E.E., M.1.R.5.E., Signal and Electrical Engineer, reports as follows :— I have the honour to submit the following report on the signalling and block - working, communication services, and electrical work on the New Zealand Railways, for the year ended 31st March, 1930. The signalling apparatus, block instruments, communications, and electrical-power installations have been maintained in good working-order during the year. Signalling. —The work done during the year is as follows : Double-line automatic signalling has been completed between Frankton Junction and Horotiu (6 miles 55 chains), and single-line automatic signalling between Horotiu and. Mercer (34 miles 72 chains), completing the automatic signalling between Auckland and Frankton Junction. A single-line automatic section has also been installed and brought into use between Heathcote and Lyttelton (1 mile 66 chains). In connection with, the automatic signalling between Frankton and Mercer, the following stations have been equipped with colour-light signals worked automatically : Whangamarino, Te Kauwhata, Rangiriri, Ohinewai, Taupiri, and Kimihia, and the following sidings have been switch-locked and are automatically controlled : Firth's siding, Defence siding, Te Rapa, Ngaruawahia ballast-pit siding. At Huntly the mechanical signals have been superseded by colour-light signals and are worked from the mechanical levers. Special mention may be made in regard to the interlocking at Horotiu, where power interlocking has been installed and facilities given for switching this interlocking out when required. When this is done the signals work automatically, as also do the main line points from double to single line. This is the first case of an installation of automatic operation of points for main line traffic. Power interlocking has also been installed at Ngaruawahia. Home and distant signals with Wood's locks have been installed at Waitoki, Poukawa, Chaneys, Oio, Tauranga, Katikati, Te Puke, Edgecumbe, Wedderburn, Taneatua, Rock and Pillar, Matarae ; and removed from Whangamarino, Te Kauwhata, Rangiriri, Ohinewai, Taupiri, Te Rapa, Ngaruawahia,, Horotiu, Huntly, and Mangaiti, owing to their being superseded by other methods of signalling, or being no longer required. Tablet locks interlocking siding-points with the tablet system have been installed at Walls End ; Patea Freezing Co.'s siding (Patea) ; T. N. Wills' siding, Waverley; service siding, Oroua Bridge ; service siding, Otaki Bridge, south end and north end ; Whenuakura Bridge service siding, north end and south end; Texas Oil Co.'s sidings, Bunnythorpe and Masterton; Crichton gradeeasement service siding ; Karioi Sawmill Co.'s siding between Erua and Pokako ; New Zealand Central Fruit Board's private siding, Hastings ; New Zealand Dairy Co.'s private siding, Taupiri ; Manawatu River Bridge service siding ; Mangaiti.

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Tablet locks have been removed from the following sidings : W r . Cook and Sons' private siding (near Himatangi) ; Joughin and Hume's private siding (between Karangahake and Owharoa) ; Manawatu ballast-pit service siding ; Chaneys Station ; Oio Station ; Kartigi Beach Public Works Department's siding ; Otokia Station ; Mangawhero Sawmill private siding, Karioi. Ground-frame levers have been fitted to points in place of goose-neck levers at the following stations : Featherston, Masterton, Eketahuna, Ormondville, Mangatainoka, Clive, Oringi, Pahiatua, Ashhurst, Mangatera, Tariki, Midhirst, Kai Iwi, Te Roti, Sutton, Rotorua, Normanby. Alterations and additions to existing signalling and interlocking have been carried out at Ngaio, Ravensbourne, Middleton, Christchurch North End, Heathcote, Lyttelton, Frankton Junction, Westport, Westfield, Mercer, and Thorndon. On the Westfield deviation a temporary arrangement was made in order to allow goods trains to work over the single line between Auckland new yard, and Westfield. The total number of signalling installations is as follows : — Miles of single-line automatic signalling .. .. .. 196 m. 38 ch. Miles of double-line automatic signalling .. .. .. 44 m. 32 ch. Automatic crossing-loops .. .. .. .. .. 49 Automatic switch-locked sidings .. .. .. .. 30 Power interlockings .. .. .. .. .. .. 21 Mechanical interlockings .. .. .. .. .. 95 Interlocked tramway-crossings .. .. .. .. .. .. 7 Mechanical fixed signals and Wood's locked stations .. .. ■ .. 324 Tablet-locked sidings .. .. .. .. .. .. .. 274 The following works are in hand : Double-line automatic signalling between Westfield and Auckland. Frankton Junction: Substation for automatic signalling, and track - circuiting. Papatoetoe-Papakura : Duplication, automatic signalling. Automatic signalling between Ravensbourne and Sawyer's Bay. Interlocking seven stations on the Main Trunk, North Island. Block-working. —During the year, the following additions and alterations to tablet-installations have been carried out: Ngaio Station has been converted from an ordinary station to a switchout station, and temporary tablet-working was installed between Auckland and Westfield in order to enable goods trains to work over the single line. Complete tablet installations have been put in at Rock and Pillar, Wedderburn, Matarae, and Waitoki. The following tablet stations have been closed during the year owing to their being superseded by automatic signalling and other causes : Mangaiti, Mercer, Whangamarino, Te Kauwhata, Rangiriri, Ohinewai, Huntly, Taupiri, Ngaruawahia., Horotiu, and Te Rapa. The present position in regard to block-working is as follows : Total mileage equipped with tabletinstruments, 1,675 ; number of tablet instruments in use, 876 ; number of tablet stations, 367 ; number of tablet-exchangers, 326 ; mileage of double line worked by lock and block, 16 miles 40 chains ; number of stations, 12 ; number of instruments, 26. Telegraph and Telephone Facilities. —A large amount of work has been done in connection with the telegraph and telephone facilities during the year. The communication systems as a whole have been thoroughly investigated, and complete remodelling schemes have been designed in the office with a view to bringing the communication facilities into line with modern practice. Portions of this work have been put in hand, and will eventually form part of a complete improved scheme of communications. It is expected that during the coming year considerable progress will be made, with a resultant improvement in communications as a whole. The construction work carried out during the year has included one mile of poles and the erection of 231 miles of wire ; 100 connections have been made to railway telephone circuits ; and 56 new connections have been, made to public exchanges. Metallic circuiting of existing telephone lines has been completed on the following sections : Nelson to Belgrove, Invercargill to Bluff, Greymouth to Rewanui, Raetihi to Ohakune, Picton to Blenheim. With the exception of a few minor sections, the above works have practically completed the metallicing of the railway telephone circuits. A forty-line magneto exchange has been installed at the district offices at Invercargill, by means of which it is possible to switch through local offices and the trunk lines. Automatic-telephone exchanges have been installed and put into use at Otahuhu, Hutt Valley, Addingion, and Hillside Workshops. These exchanges are complete units, including telephones, a code calling-system of sirens, s.nd fire-alarms. Electric clocks controlled by a master instrument have been installed in the four main workshops. Some alterations have been made on the Midland line in regard to the position of the traincontrol telephones. It was anticipated that the institution of the train-control telephone system would have been further advanced, but the delay has been due to the difficulty of obtaining a supply of materials, but these are now coming to hand, and improved progress will be made during the coming year. The Christchurch-Culverden train-control installation is well in hand and it is anticipated it will be brought into use during June, 1930.

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A commencement has been made with, providing superimposing facilities over some of the existing circuits, particularly with a view to simplifying the carrying-out of the general programme. The position in regard to communication facilities is tabulated below : — Morse instruments .. .. .. .. .. .. 287 Telephones .. .. .. .. .. .. 2,256 Miles of wire .... .. .. .. .. .. 11,920 Miles of poles .. .. .. .. .. .. 3,045 Public-exchange connections .. .. .. .. 646 Railway exchanges, automatic .. .. .. .. 4 Railway exchanges, manual .. .. .. .. 2 Level-crossing Alarms. —Warning signals have been installed at the following level crossings : Waianakarua ; Invercargill —Ness Street, Ythan Street, Liddle Street; Pahiatua, Hall Street ; Papanui, Blighs Road, Sawyers Arms Road ; Addington, Clarence Road ; Southdown, Church Street ; Kartigi, Main Road ; Middleton, Wright Street. The total number of level crossings fitted with warning-devices is 109. Preparations are being made for the installation of further devices during the coming year. Auckland Station. —The work at Auckland Station, embracing as it does signalling, communications, lighting, and power, is the largest individual work being carried out by the branch. Considerable progress has been made with all phases of the work, and preparations are being made to enable the change-over from the old to the new station to be effected with the least possible delay. Christchurch - Lyttelton Electrification. — The Christchurch - Lyttelton electrification has been operating satisfactorily during the year. Electrical. —In connection with the electrification of the workshops at Otahuhu, Hutt Valley, Addington, and. Hillside, the following motors have been installed.: Otahuhu, 200 motors, aggregating 2,000 h.p. ; Hutt Valley, 220 motors, aggregating 2,350 h.p. ; Addington, 125 motors, aggregating 1,860 h.p. ; Hillside, 200 motors, aggregating 2,600 h.p. In addition to these motors, a considerable number of smaller electrical facilities has been installed, and the work in connection with the main schemes has been practically completed. There is also some additional work in regard to the provision of additional facilities yet to be carried out. The flood-lighting of the workshops-yards has been partially completed, and will be finalized early in the new year. The dismantling of the electrical equipment in the old workshops at Newmarket and Petone has been carried out. In the Auckland locomotive depot repair-shed one electric crane and four motors, aggregating 18 h.p., have been installed. In the outwards-goods shed at Auckland, two 30 cwt. electric cranes, eight motors aggregating 40 h.p., have been brought into use. At Westport a substation and crane (15 ton), and three motors aggregating 122 h.p., have been installed. A number of smaller motor installations have been completed as follows : Auckland locomotiverepair shed, two motors, 20 h.p. ; East Town Locomotive Workshops, eight motors, 205 h.p. ; Pumping-plants—Waipukurau, Duntroon, Riccarton, Sockburn, Amberley, Islington, Putaruru ; Elmer Lane locomotive-repair depot, five welding-points. The electric lighting of the main workshops at Otahuhu, Hutt Valley, Addington, and Hillside has been completed, while electric lighting of the existing workshops has been carried out at Napier. With reference to the general lighting programme, the following works have been carried out: Electric lighting of stations at —Te Puke, Taneatua, Ngongotaha, Mamaku, Clive, station and yard ; Te Mawhai, platform ; Temuka, station and. yard ; Kai Iwi, station, yard, and signals ; Ashhurst, Kurow, Hampden, Ormondville, Waitoa, Waipawa, Ngakawau, Lawrence, Southbridge, Hangatiki, Dunollie, Glenavy, W T aimate, Morven, Leeston, Midhirst, Islington, Seacliff, station and yard; Upper Port Chalmers, station and platform ; Rata, Runanga, Takanini, Buckland, Paerata, Tariki, station and yard ; Clinton, station, yard, and locomotive-shed ; Owaka, Koputaroa, Linton, Paraparaumu, Ohau, Tokomaru, Paremata, Manakau, Waikanae, Levin, station and yard ; Foxton, station, yard, and locomotive-shed : Te Horo, Granity, Pokeno, Ava, Makikihi, station and yard ; Mount Albert, New Lynn, station, yard, and signals ; Tuatapere, station and yard ; Palmerston North, station, yard, goods-shed, and signals; Wakefield, Mataroa, station and yard; Pukerua Bay, station, yard, and signals. The following booking-offices, refreshment-rooms, halls, &c, have been equipped with electric lighting : Napier Bus and Railway Booking-office ; Rotorua Central Booking-office ; Wellington (Courtenay Place) Central Booking-office ; Paeroa Refreshment-room ; Taumarunui, Refreshment Staff Hostel; Auckland locomotive-repair shed ; Ngaio Railway Settlement, street-lighting ; Rotorua Railway Avenue, street-lighting ; Palmerston North social hall; Longlands, stockyards ; Dunedin, advertising hoarding, Cumberland Street; Balfour, stockyards ; Waihao Forks, stockyards ; Waikaka, stockyards ; Auckland, Foreman of Works' office and Ganger's shed ; Thorndon new yard. The following stations have been rewired and improved lighting installed : Lyttelton Station, signal-lighting and improved yard-lighting; Gore, Sawyers Bay, Te Aroha, rewired; Hastings, station and improved yard lighting ; Greymouth, station, yard, goods, improved wharf-yard lighting and signals ; Tauranga, station approach, yard, and locomotive-shed.

D.—2.

XLVI

Flood-lighting has been installed in the following station yards : Palmerston North ; Auckland (additional). One hundred and thirteen houses have been equipped with electric lighting this year. In connection with electrical equipment, the following is the position : Number of houses electrically lighted, 2,174 ; number of stations electrically lighted, 278 ; number of substations, 10 ; total capacity of substations, 9,745 kv.a. ; number of station-yards flood-lighted, 13. A considerable amount of investigation work has been carried out in connection with the railway electrification, and tentative schemes have been prepared. Expenditure. —The capital expenditure for the year is as follows : Signals and interlocking, block-working, and level-crossing warning-alarms, £77,530 16s. 4d. ; communications, £6,854 os. 3d.; railway electrification, £28,597 12s. Bd. ; electric power, work, and lighting, £28,754 18s. 3d. Maintenance expenditure for the year was £141,573 12s. lid. Of this amount £21,347 Os. 7d. was renewals charges for writing off the original value of apparatus and systems which were displaced by more modern appliances ; £2,649 12s. 9d. was for betterments, leaving a net total for direct maintenance of £117,576 19s. 7d. 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, 1930, at the various stores depots and sawmills amounted to £1,033,310 15s. 10d., as against £1,065,114 17s. 3d. on 31st March, 1929. The whole of the stock is in good order, has been systematically inspected, and is value for the amount stated.

D.—2.

BALANCE-SHEETS, STATEMENTS OF ACCOUNTS, AND STATISTICAL RETURNS, 1930.

D.—'A

INDEX OF STATEMENTS ACCOMPANYING ANNUAL REPORT OF THE GENERAL MANAGER OF THE NEW ZEALAND GOVERNMENT RAILWAYS, 1929-30. 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 r?spect 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 Exp3nditura in respect of Buildings occupied by Refreshment Service, Bookstall Proprietors, &c. No. Ba. Income and Expenditure in respect of Road Motor Services. No. 9. Railway Sawmills and Bush Accounts. No. 9a. Railway Employees' Sick Benefit Society. No. 10. Statement of Subsidy from Consolidated Fund in respect of Services rendered by Non-paying Develop nental Branch Linos and Isolated Sections. No. 11. Statement of Cash Receipts and Payments—■ Working Railways Account. Reconciliation Statement. No. 12. Renewals, Depreciation, and Equalization Reserve Accounts. Slips, Floods, and Accidents Equalization Reserve Account. Workers' Compensation Reserve Account. Fire Insurance Reserve Account. General Renewals and Depreciation Reserve Account. Betterments Reserve Account. 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 Line 3 " charged to Capital Account; also Expenditure under the Railways Improvement Authorization Act, 1914, Section 7 of the Finance Act, 1924, Seotioii 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, Now Zealand Government Railways. No. 20. Comparative Statement of Mileage, Capital Cost, Earnings, and Expenditure on Australasian Hallways. No. 21. Number of Employees. No. 22. Accidents. No. 23. Renewals of Rails. No. 2-1. 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, 1930.

I : ! Total to 31st March, Year ended Total to 31st March, ! Total to 31st March. Year ended Total to 31st; March, 1929. | 31st March, 1930. 1930. j 1929. 31st March, 1930. 1930. Expenditure. £ s. d. £ s. d. £ s. d. Receipts. £ s. d. £ s. d. £ s. d. Permanent-way, and works, buildings, 45,595,238 12 4 852,232 2 6 46,447,470 14 10 From General Government Funds — machinery, and plant (lines open for Public Works Fund .. .. 47,956,310 15 7 388,675 13 4 48,344,986 8 11 traffic) Wellington-Hutt Railway Improve- 228,373 5 5 .. 228,373 5 5 Rolling-stock .. .. .. 10,704,258 4 7 347,851 13 1 I 11,052,109 17 8 ment Account New lines in course of construction by 1,038,739 11 9 375,135 8 2 1,413,874 19 11 Railways Improvement Account, 1904 641,275 7 8 .. 641,275 7 8 Public Works Department charged Railways Improvement Authoriza- 6,359,396 5 0 1,259,261 1 2 7,618,657 6 2 against Railways Improvement Au- tion Act 1914 Account thorization Act 1914 Account Consolidated Fund .. .. 4,296 7 10 .. 4,29fi 7 30 Lake Wakatipu steamer service .. 44,387 3 3 362 9 5 44,749 12 8 Westport Harbour Loans .. 350,000 0 0 .. 350, 000 0 0 Road motor services .. .. 67,899 19 11 22,321 10 3 90,221 10 2 Works constructed from Harbour House-factory and sawmill at Frankton 156,813 17 1 Or. 3,695 1 11 153,118 15 2 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 57,446,541 1 6 1,647,936 14 6 59,094,477 16 0 Advances to Capital Account from .. 83,531 17 8 83,531 17 8 Working Railways Account Outstanding liabilities .. .. .. 23,535 16 9 23,535 16 9 57,607,337 8 11 1,594,208 1 6 59,201,545 10 5 57,446,541 1 6 1,755,004 8 11 59,201,545 10 5 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. For the purposes of computing interest charges the capital as stated above is reduced by £8,100,000, vide Section 20 of the Finance Act, 1929.

D.—2.

3

STATEMENT No. I— continued. General Balance-sheet as at 31st March, 1930. Liabilities. Assets. Sundry creditors— £ s. d. £ s. d. Sawmills— £ a. d. £ s. d. General creditors (including Stocks of timber, &c. .. .. 202,214 13 0 unpaid wages) .. .. 327, 374 3 10 Stores and material on hand— Government Departments .. 17,154 5 8 Stores Branch .. .. 831,096 2 10 344,528 9 6 I Subsidiary services .. 9,451 12 8 Consolidated Fund—Advance — ■ 840,547 15 6 under section 37 of Govern- Sundry assets— ment Railways Act, 1926 Advertising Branch .. 51,785 17 4 (No. 17) .. .. .. .. 150,000 0 0 Refreshment Branch .. 27,597 9 3 Collections for refunds to— Road-motor services .. 2,683 11 3 Harbour Boards, shipping com- Housing improvement .. 15,516 12 11 panies, and other carriers .. 14,935 16 3 97,583 10 9 Government Departments .. 5,014 19 6 Sundry debtors— 19,950 15 9 Advances to capital .. 83,531 17 8 Government Departments .. 21,083 10 3 General Reserve .. .. 1,378,316 10 11 Advances to Railway EmInsurance Reserve Accounts— ployees under section 15 (5) Fire .. .. .. 33,910 15 4 of Government Railways Act, Workers' Compensation .. 15,50115 0 1927 .. .. .. 17,327 19 4 Slips, Floods, and Accidents Work in progress and sundry Equalization Account .. 17,219 18 0 debtors.. .. .. 71,345 19 1 Betterments Reserve Account—■ 193,289 6 4 Refreshment Branch .. 4,288 18 4 l Outstanding at stations— Cash in hand .. .. 14,947 2 8 Total Revenue Reserve Ac- .. 1,449,237 17 7 Freight owing by Government counts Departments .. .. 32,191 6 4 Reserve Account for Renewals Freight owing by sundry and Depreciation of Capital debtors.. .. .. 161,905 1 5 Assets .. .. .. .. 1,687,561 14 6 209,043 10 5 Sick Benefit Fund .. .. .. 5,794 3 0 Investments, Sick Benefit Fund 6,300 0 0 Items to be written off on receipt Accrued interest on investments 228 7 1 of parliamentary authority .. .. 5,086 18 8 | ■ 6,528 7 1 Cash in Working Railways Account .. .. .. .. 70,936 3 2 Net Revenue Account .. .. 2,042,016 12 9 £3,662,159 19 0 £3,662,159 19 0 H. Valentine, A.R.A.N.Z., Chief Accountant. I hereby certify that the Balance-sheet and accompanying accounts have been duly examined and compared with the relative books and documents submitted for audit, and correctly set out the position as disclosed thereby. G. F. C. Campbell, Controller and Auditor-General.

D.—2

4

STATEMENT No. 2. Income and Expenditure of the Whole Undertaking for the Year ended 31st March, 1930.

Net Revenue Account.

Year 1929-30. I Year 1928-29. Statement ; ; I No. Gross Revenue. J Expenditure. Net Revenue. Gross Revenue. Expenditure. | Net Revenue. £ s. d. £ s. d. £ s. d. £ s. d. £ s. d. £ s. d. Railway operation .. .. .. .. .. S 7,473,993 1 6 6,848,025 11 2 625,967 10 4 7,524,864 1 3 6,374,579 1 9 1,150,284 19 6 Lake Wakatipu steamers .. .. .. 4 11,446 17 7 18,374 6 0 Dr. 6,927 8 5 10,940 9 8 17,424 16 3 Dr. 6,484 6 7 Refreshment service .. .. .. .. 5 131,342 Oil 124,361 0 10 6,981 0 1 123,058 19 8 116,090 6 5 6,968 13 3 Bookstall service .. .. .. .. 5a 959 3 8 869 4 11 89 18 9 322 8 5 300 14 8 21 13 9 Advertising service .. .. .. .. 6 53,532 2 0 53,151 5 9 380 16 3 53,983 15 3 50,719 9 7 3,264 5 8 Dwellings ... .. .. .. .. 7 109,648 9 6 187,815 18 2 Dr. 78,167 8 8 105,897 7 5 170,073 8 9 Dr. 64,176 1 4 Buildings occupied by refreshment service, book- 8 21,404 14 11 9,143 17 3 12,260 17 8 19,455 1 0 8,483 0 7 10,972 0 5 stall-proprietors, &c. Road motor-services .. .. .. .. 8a 105,702 7 1 117,117 6 5 Dr. 11,414 19 4 102,385 7 7 111,712 8 5 Dr. 9,327 0 10 Miscellaneous revenue .. .. .. .. 380,086 19 0 .. 380,086 19 0 308,131 2 7 .. 308,131 2 7 8,288,115 16 2 7,358,858 10 6 8,249,038 12 10 6,849,383 6 5 Total net revenue to Net Revenue Account .... .. .. 929, 257 5 8 .. .. 1,399,655 6 5

Dr. 1929-30. 1928-29. Cr. 1929-30. I 1928-29. I j | £ s. d. £ s. d. £ s. d. £ s. d. To Interest on capital .. .. .. .. 2,132,324 0 9 2,331,334 14 5 By Net earnings before charging interest on capital.. 929,257 5 8 1,399,655 6 5 Adjustment of accrued subsidy on branch lines 8,201 10 8 .. Subsidy, branch lines and isolated sections .. .. 498,936 13 11 and isolated sections, year ended 31st March, Deficit carried to Net Revenue Appropriation 1,211,268 5 9 432,742 14 1 1929 Account 2,140,525 11 5 2,331,334 14 5 2,140,525 11 5 2,331,334 14 5 Net Revenue Appropriation Account. Dr. i 1929-30. 1928-29. Cr. j 1929-30. 1928-29. £ s. d. £ s. d. £ s. d. £ s. d. To Balance from previous year .. .. .. J 802,830 19 9 370,088 5 8 By Balance carried forward .. .. .. 2,042,016 12 9 j 802,830 19 9 Betterments .. .. .. .. j 27,917 7 3 Net Revenue Account .. .. .. 1,211,268 5 9 432,742 14 1 2,042,016 12 9 802,830 19 9 2,042,016 12 9 802,830 19 9

5

D.—2

STATEMENT No. 3. Income and Expenditure in respect of Railway Operation, Year ended 31st March, 1930.

g Per Cent, of "g Per Cent, ot -+-> Operating Revenue. 2 . Operating Revenue. EXPENDITURE. ,a 1929-30. 1928-29. I || REVENUE. o|® 1929-30. 1928-29. £ 1929-30. 1928-29. 1 £ j 1929-30. 1928-29. GO j ■ . £ s. d. £ s. d. £ s. d. £ s. d. Maintenance of way and works .. A 1,146,014 3 3 1,111,228 14 11 15-33 14-77 Passengers, ordinary .. .. IS 1,733,512 5 11 1,868,047 12 0 23-19 24-82 Maintenance of signals and electrical ap- B 117,576 19 7 112,206 0 2 1-57 1-49 Passengers, season tickets .. .. 15 262,414 14 10 256,698 16 10 3-51 3-41 pliances Parcels, luggage, and mails .. 15 386,792 6 11 378,140 17 0 5-18 5-03 Maintenance of rolling-stock .. .. C 1,680,918 17 10 1,424,165 10 3 22-49 18-93 Goods .. .. .. .. 15 4,904,324 4 0 4,846,125 2 4 65-62 64-40 Examination, lubrication, and lighting of D 82,711 12 8 67,022 19 6 1-11 0-89 Labour, demurrage, &o. .. .. 15 186,949 9 10 175,851 13 1 2-50 2-34 vehicles Locomotive transportation .. .. E 1,672,496 13 1 1,583,769 16 9 22-38 21-05 Traffic transportation .. .. .. E 1,883,917 17 1 1,825,965 3 11 25-21 24-26 Head Office and general charges .. .. G 96,466 7 7 80,942 10 3 1-29 1-07 £ s. d. Superannuation subsidy .. 186,236 0 2 Less amount allocated to subsidiary services, &c. 18,313 0 1 G 167,923 0 1 169,278 6 0 2-25 2-25 Total operating expenses .. .. 6,848,025 11 2 6,374,579 1 9 91-63 84-71 Net operating revenue .. .. .. 625,967 10 4 1,150,284 19 6 8-37 15-29 7,473,993 1 6 7,524,864 1 3 100-00 100-00 j .. 7,473,993 1 6 7,524,864 1 3 100-00 j 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. li i anciies. Branciies. Item. fgl ?gi I . °» ° c a °.s> a ° ° .S ° £ i a s ° sA 9 ® ° tA i s* ° £ ! .S i gas gs§ 1 • . is jf to is at 2» =« =1 a® =Si5g go s§ gj si sg g« si a? ?„• si 5s s g SaS Sa2 8. g § *■ s? sl H= 5? H= J? S£ B= gj al h= 3? g| B= 35 sts =-3 •G M £ ~ pa £ •§ OT § 5 3 u O o c3 s_ 2 . © aS n G .0 cS C oj . cJ t_ £ .0 ei 5-, C © c| m S © .53 G *3 .2 o!ST3 j? ~ O OPHOPhqJ 5 2H ® P3 ® rH " P fL| .° H ® H a - . j - - —- Superintendence— £ £ £ £ £ £ £ £ £ £ d. . £ £ d. I £ £ d. £ £ d. £ £ d. £ £ d. £ ! £ d. £ | £ d. General .. .. .. 13 67 8,938 6,016 278 ' 53 81 15,446 0-2 0-5 0-2 0-2 1-1 0-2 0-2 6-5 0-3 0-2 3-7 0-3 0-2 6-5 0-7 0-2 0-8 0-2 0-2 1-4 0-3 0-2 4 7 0-3 District .. 86 473 24,054| 16,090 638 409 429 42,179 1-4 3-6 1-2 1-5 7-9 1-5 0-6 17-4 0-8 0-6 9-9 0-8 0-5 14-8 1-7 1-6 6-4 1-6 1 1 7-7 1-4 0-6' 13-0 0 8 Road-bed .. .. 820 4,398103,004 92,629 1.967 3,896 4,333 211,047 13-1 34-2 11-2 13-7 73-3 13-9 2-4 74-6 3-5 3-1 57-0 4-9 1-3 45-7 5-2 14-8 60-9 15-4 11-2 77-3 14-4 2-8 64-9 4-2 Track-renewals .. .. 2,215l 5,728258,126,242,245 7,543 4,438 5,567 525,862 35-3 92-2 30-3 17-9 95-5 18-2 6-0 186-8 8-7 8-2 149-0 12-9 5-4 175-4 20-1 16-8 69-3 17-6 14-4 99-3 18-5 7-0 161-6 10-5 Ballasting .. .. 7 32 32,464 13,397 675 52 » 26! 46,653 0-1 0-3 0-1 0-1 0-5 0-1 0-8 23-5 1 1 0-5 8-2 0-7! 0-5 15-7 1-8 0-2 0-8 0-2 0-1 0-5 0-1 0-6 14-3 0-9 Slips and floods .. .. .. 216 2,290 16,217 21,355 571 829: 1,249 42,727 3-4 9-0 2-9 7-1 38-2 7-2 0-4 11-7 0-5 0-7 13-1 1-lj 0-4 13-3 1-5 3-1 13-0 3-3 3-2 22-3 4-1 0-6 13-1 0-9 Fences &c .. .. .. 38: 479 10,042 10,347 220 452 t .202 21,780 0-6 1-6 0-5 1-5 8-0 1-5 0-2 7-3' 0-3 0-4 6-4 0-51 0-2 5-1 0-6 1-7 7-1 1-8 0-5 3-6 0-7 0-3 6-7 0-4 Roads '&c .. .. .. 10 113 6,854 5,724 90 85 U95 13,071 0-2 0-4 0-1 0-4 1-9 0-4 0-2 5-0 0-2 0-2 3-5 0-3 0-1 2-1 0-2 0 3 1-3 0-3 0-5 3-5 0-6 0-2 4-0 0-3 Bridges &c .. .. ..537 1,346 48,179 29,111 1,068 1,101 1,459 82,801 8-6 22-4 7-3 4-2 22-4 4-3 1-0 34-9 1-6 1-0 17-9 1-6 0-8 24-8 2-8 4-2 17-2 4-4 3-8 26-1 4-81 1-1 25-4 1-7 Water-services &c .. .. 50 134 12,225 7,799 2,314 81 166 22,769 0-8 2-1 0-7 0-4 2-2 0-4 0-3 8-9 0-4 0-3 4-8 0-4 1-6 53-8 6-2 0-3 1-3 0-3 0-4 3-0 0-6 0-3 7-0 0-5 Wharves .. .. .. 502i .. 59 : 5,015 1,063 .. 66 6,705 8-0 20-9 6-8 0-2 3-1 0-3 0-8 24-7 2-9 0-2 1-2 0-2 0-1 2-1 0-1 Cattleyards, &c. .. .. .. 11 155 9,653 4,622 84 79 239 14,843 0-2 0-5 0-1 0-5 2-6 0-5 0-2 7-0 0-3 0-2 2-8 0-2 0-1 2-0 0-2 0-3 1-2 0-3 0-6 4-3 0-8 0*2 4*6 0-3 Operation buildings .. .. 239 448j 56,349 41,251 914 419; 510j 100,130 3-8| 10-0 3-3 1-4 7-5 1-4 1-3 40-8 1-9 1-4 25-4 2-2 0-7 21-3 2-4 l-6j 6-5 1-7 1-3 9-1 1-7 1 3 30"8 2-0 Totals .. .. .. 4,744 1 15,663;586, 164^495, 601 17,42511,89414,5221,146,013 75-7 197-7 64-7 48-9 261-1 49-6, 13-6 424-4 19-6 17-0 304-8 26-2; 12-6 405-2 46-3 45-1 185-8 47-1 37-5 259-3 48-2 15 3 352-2 22-9 j I I J 1 I l I I 1 I I I

North Island South Island Expenditure. Kathu. Gisborne. Main Line and Main Line and Westport. Nelson. Picton. Total. Branches. Branches. IteI * . ls| ! Is! I J % \ 5 s \ « % ! i; i 3 \ i § 3-5 8 A ■ S§ s! SJ Sa =S ji «3 a? S» cS:=J SJ 5a gS la a| !i Sj l! Si IS Si o 8 xsl & § § 3 8? s= 55 sl S> S5 Sg'S= 3g 91 H= 35 s| H-= gg H = $$. H| •S ■* 3 ■ 4 ~' 5 — 2i .5 © ~ M » o cSfHW © cSM<-".© .cSt-if3,a- ©.fl8fc*P © e3hw © ci M 5 •? Ogfl §3« £ ® £ o SB is « SS SS # S« SM £ 8« SM £ 8« 8M £ Srt £ SM Stf g Stf Srt ® " £ £ £ £ £ £ £ £ £ £ d. £ £ d. £ £ d. £ £ d. £ £ d. £ £ d. £ £ d. £ j £ I d.j Superintendence.. .. .. 7 37 4,923 3,313 152 30 45 8,507 0-1 0-3 0-1 0-1 0-6 0-1 0-1 3 6 0-2 0-1 2-0 0-2 0-1 3-5 0-4 0-1 0-5 0-1 0-1 0-8 0-1 0-2 2-6 0-2 Signal and interlocking .. .. .. 40 16,022 12,088 246 36 3 28,435 0-1 0-7 0-1 0-4 11-6 0-51 0-5 7-4 0-6 0-2 5-7 0-7! 0-1 0-5 0-1 .. 01 .. 0-4 8-7 0-5 Automatic and power signalling .. .. •• 7,781 7,775' .. .. .. 15,556 .. .. .. 0-2 5-6 0-3 0-3 4-8 0'4 .. .. .. .. .. .. 0-2 4-8 0-3 Level crossing signals .. .. •• •• 1,770 1,363 .. .. .. 3,133 .. 1-3 0-1 .. 0-8 0-1 .. .. .. 1-0 0-1 Block working, tablet, and telephones 4 45 13,144 8,449 242 23 48 21,955 0 1 0-2 0-1 0-1 0-8 0-1 0-3 9-5 0-4 0-3 5-2 0-4 0-2 5-6 0-6 0-1 0-4 0-1 0-1 0-9 0-2 0-3 6-7 0-3 Overhead electric block, tablet, tele- 25 85 7,532 5,690 261 62 306 13,961 phone and telegraph lines 0-4 1 0 0-3 0-3 1-4 0-3 0-2 5-5 0-3 0-2 3-5 0-3 0-2 6-2 0-7 0-2 10 0-2 0-8 5-4 1-0 0-2 4-3 0-3 Overhead lines for automatic signalling .. .. 905 2,366 .. .. .. 3,271 .. .. .. . 0-7 .. 0-1 1-5 01 .. .. .. .. 10 0-1 Electric lighting .. .. .. .. 26 5,953 5,177 224 6 34 11,420 01 0-4 0 1 0 1 4-3 0-2 0-2 3-2 0-3 0-2 5-2 0-6 .. 0 1 .. 0-1 0-6 0-1 0-2 3-5 0-2 Overhead electrification and bonding .. .. •• 3,476 .. .. .. 3,476 0-1 2-1 0-2 1-1 0-1 Electric-power appliances .. 1,165 1,409 18 .. .. 2,592 .. | .. 0-8 .. .. 0-9 0-1 .. 0-4 j .. 0-8 0-1 Buildings .. .. .. .. .. 2,247| 3,019 5 .. ... 5,271 | .. j 0-1 1-6 0-1 0-1 1-9 0-2.. 0-1 0-1 1-6 0-1 Totals .. .. .. 36 233 61,4421 54,125 1,148 157 436 117,577 0-6 1-5 0-5 0-7 3-9j 0-7 1-4 44-5 2-1 1-9 33-3 2-9 0-9 26-7 3-0 0-5 2-5 0-5 1-1 7-8 1-4 1-6 36-1 2-3

D.—2

Abstract D.—Examination, Lubrication, and Lighting of Vehicles.

Abstract C.— Maintenance of Rolling-stock.

7

North Island South Island Expenditure. Kaihu. Gisborne. Main Line and Main Line and Westport. Nelson. Picton. Total. Branches. Branches. Item - • 1§I Is! s a % a ' s «' s £ -a \ & g g . ae =g Si aaSagoJaa-g Si S5 =*? Sd fa =5 S i SS «i ji S3 ,S| ji •§§■$««,; a I jaal afl| S- § § -s a? *S 5? S| H~ gg s| H| Sfi as h= gg g; fts SS sS fls 6? SS 61 Jf gJ£ Si 'S <s .2 42 * , d ,c3 a , ® <$ S 7 ® C c« 2 £ «e *, S ® 5 i g |g| jg| g s_ r &* & r r g r a- Ha* g g* i* & i* r * s« g* r a* £ £ £ £ £ £ £ £ £ ! £ d. £ £ d. £ £ d. £ £ d. £ £ d. ! £ £ d. £ £ d. £ £ d. General superintendence .. .. 20 100 13,427 9,070 426 81 122 23,252 0-3; 0-8 0-3 0-3 1-7 0-3 0-3 9-7 0-5 0-3 5-8 0-5 0-3 9-9 1-lj 0-3 1-3 0-3 0-3 2-2 0-4 0-3 7-1 0-5 Locomotives (steam, electric, and rail 358 2,756460,009289,161 7,281 3,509 5,571 768,645 5-7; 14-9 4-9 8-6 45-9 8-8 10-7 333-0 15-4 9-9 177-9 15-2 5-3 169-3 19-3 13-4 54-8 13-9 14-4 99-4 18-5 10-3 236-2 15-3 motors Car and wagon supervision 4,067 3,005 7,072 .. i 0-1 2-9 0-1 0-1 1-8 0-2 0-1 2-2 0-1 Cars .. .. .. .. 208 671152,762 80,197 1,316 777 788 236,719 3-3 8-7 2-8 2-1 11-2 2-1 3-5 110-6 5-1 2-7 49-3 4-2 1-0 30-6 3-5! 2-9 12-1 3-2 2-0 14-1 2-6 3-2 72-7 4-7 Vans and postal vans .. .. 17 137 23,214 14,809 495 138 189 38,999 0-3: 0-7 0-2 0-4 2-3 0-4 0-5 16-8 0-8 0-5 9-1 0-8 0-4 11-5 1-3 0-5 2-2 0-5 0-5 3-4 0-6 0-5 12-0 0-8 Wagons.. .. .. .. 362 2,533 284,228 254,23211,190 1,286 1,8851555,716 5-8 15-0 4-9 7-9 42-1 8-1 6-6 205-8 9-5 8-8 156-4 13-4 8-0 260-3 29-7 4-9 20-1 5-1 4-9 33-6 6-3 7-4 170-8 11-1 Service vehicles .. .. .. 6 35 7,822 3,947 332 63 35 12,240 0-lj 0-3 0-1 0-1 0-6 0-1 0-2 5-7 0-3 0-1 2-4 0-2 0-2 7-7 0-9 0-2 1-0 0-2 0 1 0-6 0-1 0-2 3-8 0-2 Tarpaulins, ropes, and nets .. 35 201 16,187 20,393 233 440 787! 38,276 0-6 1-5 0-5 0-6 3-4 0-6 0-4 11-7 0-5 0-7 12-5 1-1 0-2 5-4 0-6 1-7 6-9 1-7 2-0 14-1 2-6 0-5 11-8 0-8 Totals .. .. .. 1,006 6,433961,716674,82021,273,6,294 9,37711,680,919 16-1 41-9 13-7 200 107-2 20-4 22-3 696-4 32-2 23-1 415-0 35-6 15-4 494-7 56-4 1 23-9 98-4 24-9 24-2 167-4 31-1 22-5 516-6 33-5 iiil i

North Island South Island Expenditure. Kaihu. Gisborne. Main Line and Main Line and Westport. Nelson. Picton. Total. Branches. Branches. ffcprn 2 5? 'd ® 2 *© • 'o . • o • "o . o • o . j, o . o . a o • o . ' o • o . ■ c . o . i. o • o i. * . " A -5 a > K a .2 >5° . © >. d .© ti'fl , & > • a . © K! a © K* d 3 S" 3 ? o d • "gfl g® a§ *2® sfi §§ 2® «! S© a§ 'g© "§§ '§© .§£ 'g© a§ "§© 3 S aol So| & § g H <3S H= a= H| S| H| gg g| Bg gg H= Sg g| H~ gg gS H= «> g g| B| rS "2 rQ -f; *2 ® © «SMw a5 c|t-iH o,c3»HK a3 cSshS d c3 s_t 9 © c3 tj « £ -~ S|-a gl-a £ £ S O 8« Srt £ 8tf 8« £ Srt SM £ 8ri 8tf g Sri £ 8ri So? g Sri Sri £ Sri Sri ■£ W O !02 a E-l!CL|p4^a 4 l^ W pHpH W pHPH W pHpM ti, p^p- ( M pHpH ti, pbCL l f :L t I 1 C3 Cj _J ______ — ' . . n , , . . £ £ £ £ £ £ £ £ £ £ d. £ £ I d. £ £ d. £ £ ! d. £ £ d. £ £ d. £ £ d. £ ! £ d. Examination and lubrication of cars, 42 133 24,701 17,883 850 201 218 44,008 0-7 1 8 0-6 0-4 2-2' 0-4 1 0-6 ]7-9 0-8 0-6 11-0 0-9 0-6 19-8 2-3 0-8 3-1 0-8 0-6 3-9 0-7 0-6 13-5 0-9 vans, and wagons Lighting, rolling-stock, Pintsch and 20 87 16,737 7,685 163 102 56 24,850 0-3 0-8 0-3 0-3 1-5 03 0-4 12-1 0-6 0-3 4-7i 0-4 0-1 3-8 0-4 0-4 1-6 0-4 0-1 1-0 0-2 0-3 7-6 0-5 acetylene gas Electric lighting of vehicles 7,034 1,923 8,957 | .. 0-2 5-1 0-2 0-1 1-2| 0-1 0-1 2-8 0-2 Depot expenses .. .. 3,133 1,763 4,896 .. 0-1 2-3 0-1 0-1 1-1 0-1 0-1 1-5 0-1 Totals .. .. .. 62 220 51,605 29,234 1,013 303 274 82,711 1-0 2-6 0-9 0-7 0-7 1-3 37-4 1-7 1-1 18-0 1-5; 0-7 23-6 2-7 1-2 4-7 1-2 0-7 4-9 0-9 1-L 25-4 1-7

1).—2

8

Abstract F.— Traffic Transportation.

Abstract E.— Locomotive Transportation.

North Island South Island Expenditure. Kajhu. Gisborue. Main Line and Main Line and Westport. Nelson. Picton. Total. Branches. Branches. Item £ fl 2 2 o • o . • "o • o . • o • "o . j, o - j o . • o • "o . | jl o • o . ■ o • IS . • o • o , • | i § gag 33 g 8 . . an a! J. So g.' Sa =| Si cfl i=| Si sa aS Si S3 SS 'gi ao Id S§ 3 8 M m& a a J £t § § -i \&t *1 H| 3? s| H| 3? 5s| H| 3?! Sf H= &t H| h= g| H| $ j» S 5 H| Q% s| Kf r5 rC f'3H "S £ J2 ■** _ I . © e3 nH , ® t e6 n B © : C ; . 11 , oj M G © C3 e =1 ?_<«,© aj t, W , . . . _ Superintendence — £ £ .£:£ £ £ £ £ £ j £ | d. j £ £ d. i £ ! £ d. £ ' £ 1 d. £ | £ d. £ ! £ I d. £ £ d. £ | £ d. General .. .. .. 46 232 31,453 21,082 1,009 190 283 54,295 0-7 1-9 0-6 0-7 3-9 0-7 0-7 22-8 1 1 0-7 13-0 1 1 0-7 23-5 2-7 0-7 3-0 0-8 0-7 5-1 0-9 0-71 16-7 1 1 District .. .. .. 48 1,193 64,320 47,859 1,642 1,476 1,208 117,746 0-8 2-0 0-7 3-7 19-9 3-8 1-5 46-6 2-2 1-6 29-4 2-5 1-2 38-2 4-4 5-6 23-1 5-8 3-1 21-6 4-0 1-6 36-1 2-4 Station expenses — Supervision and office .. .. 1,029 2,050 258,109 211,191 3,433 2,604 3,038 481,454 16-4 42-9! 14-oj 6-5 34-1 6-5 6-0 186-9 8-7 7-2 129-8 11-2 2-5 79-8 9-0 9-9 40-6 10-3 7-9 54-3 10-0 6-3 148-0 9-6 Platform .. .. .. 120 84 87,601 49,222 1,119 98 320 138,564 1-9 5-0 : 1-6 0-3 1-4 0-3 2-0 63-4 2-9 1-7 30-3 2-6 0-8 26-0 3-0 0-4 1-5 0-4 0-8 5-7 1-1 1-9 42-6 2-8 Signalling .. .. .. .. 606 110,540 64,193 2,100 222 13 177,674 .. .. i .. ! 1-9 10-0 1-9 2-6 80-0 3-7 2-2 39-5 3-4 1-5 48-8 5-6 0-8 3-5 0-9 .. 0-2 .. 2-4 54-6 3-5 Shunting and marshalling yards .. 116 486 120,795101,058 4,994 556 619 228,624 1*9 4-8 1-6 1-5 8-1 1-5 2-8 87-5 4-0 3-5 62-2 5-3 3-6 116-1 13-3 2-1 8-7 2-2 1-6 11-1 2-1 3-0 70-3 4-6 Goods sheds and goods yards .. 147 286 102,504116,373 510 619 1,294 221,733 2-3 6-1 2-0 0-9 4-8 0-9 2-4 74-2 -3-4 4-0 71-5 6-1 0-4 11-9 1-4 2-3 9-7 2-4 3-3 23-1 4-3 3-0 68-1 4-4 Wharves .. .. .. 56 .. 23,176 89,853 17,018 .. 3,396 133,499 0-9 2-3 0-8 0-5 16-8 0-8 3-1 55-3 4-7 12-4 395-8 45-2 8-9 60-6 11-3 1-8 41-0 2-7 Fuel, water, stationery, and other 95 394 20,664 18,319 313 344 326 40,455 1-5 4-0 1-3 1-2 6-6 1-2 0-5 15-0 0-7 0-6 11-3 1-0 0-2 7-3 0-8 1-3 5-4 1-4 0-8 5-8 1-1 0-5 12-4 0-8 station expenses Train expenses — Running .. .. .. 361 1,095 118,540 80,976 2,195 1,140 1,230 205,537 5-8 15-1 4-9 3-4 18-3 3-5 2-7 85-8 4-0 2-8 49-8 4-3 1-6 51-0 5-8 4-3 17-7 4-5 3-2 22-0 4-1 2-8 63-2 4-0 Cleaning and heating vehicles .. 35 456 37,033 21,053 125 337 353 59,392 0-6 1-5 0-5 1-4 7-6 1-4 0-9 26-8 1-2 0-7 12-9 1-1 0-1 2-9 0-3 1-3 5-3 1-3 0-9 6-3 1-2 0-8 18-3 1-2 Sleeping-cars .. .. 9,896 1,597 11,493 0-2 7-2 0-3 0-1 1-0 0-1 0-2 3-5 0-2 Miscellaneous .. .. .. 1 334 4,604 3,033 67 5,399 14 13,452 1-0 5-6 1 1 0-1 3-3 0-2 0-1 1-9! 0-2 .. 1-6 0-220-5 84-4 21-4 .. 0-2 .. . 0-2 4-1 0-3 Totals .. .. 2,054 7,216 989,235 825,809 34,52512,98512,0941,883,918 32-8 85-6 28-0 22-5 120-3 22-8; 22-9 716-3 33-2 28-3 507-9 [43*6 25-0 802-9 91-7 49-2 202-9 51-4 31-2 216-0 1 40-1 25-2 578-9 37-6 ■ l_ ! I II

North Island South Island Expenditure. Kaihu. Gisborne. Main Line and Main Line and Westport. Nelson. Picton. Total. Branches. Branches. Item - • Sal Is! J % s °» a °.i a °s!°i a ' 5 .a: ".a a \ g % "Jj a «3o g . . Sa aS 2i aa a? b« S» b» ag !J sa ='S 8. 13 S? Si 5S Si 3 o * 3 S £• § « _• S§ gg a| fi| gg S| H| gg g| eh=3 gg a| ieh= gg s| H| fig S3 gg a| H| rt3 rQ -+J _» r— I n «3 eg +S » 03 S l C 03 CjfnW 03 rtj-iM 03 d h 03 cStnC 03 cj H © c3 •"< & .2 t; i2 _i s ,2 © o ■£ © fe cd fe cd ® fe 03 fe cd ® fe cj i fe cd .P fe £3 fe oi 1 © fe ci fe cd ® feed fe o2 ® feed feci © VS OSfl >- ~ © ® " © pH «. © w 03 M q, <d h-i a> n-i q, © 1—1 © i Cli © h m Qj ©hh ort n, Q31-H ®H ~~ W O !> ft H ft ft ft ft ft ft ft j Ph ft p< | ft ft ft ft ft _ -. , £ £ £ £ £ £ £ £ £ £ d. £ ; £ d. £ £ d. £ £ d. | £ £ d. ! £ ! £ d. £ £ d. £ I £ d. District superintendence .. 5,622 4,471 .. .. .. 10.093 0-1 4-1 0-2 0-2 2-7 0-2 ! 0-1 3-1 0-2 Depot supervision .. .. 1 186 27,788 16,847 992 101 31 45,946 0-6 3-1 0-6 20-1 0-9 0-6 10-4 0-9 0-7 23-1 2-6 0 4 1-6 0-4 1 0-1 0-6 0-1 0-6 141 0-9 Wages, allowances, and expenses .. 690 2,623332,431224,801 8,409 3,798 3,543 576,295 11-0 28-8 9-4 8-2 43-7 8-3! 7-7 240-7 11-1 7-7 138-3 11-9 6-1 195-5 22-5 14-4 59-3 15-0 9-1 63-2 11-8 7-7 177-1 115 Fuel .. .. .. .. 532 5,967 524,102 289,850 5,847 3,985 4,685 834,968 8-5 22-2 7-3 18-6 99-5 18-9! 12-2 379-5 17-6 9-9 178-3 15-3 4-2 136 0 15-5 15-1 62-3 15-8 12-1 83-6 15-5 11-2 256-6 16-7 Water .. .. .. .. 7 146 15,460 7,354 204 139 59 23,369 0-1 0-3 0-1 0-5 2-4 0-5 0-4 11-2 0-5 0-3 4-5 0-4 0-1 4-7 0-5 0-5 2-2 0-5 0-2 1-1 0-2 0-3 7-2 0-5 Stores .. .. .. .. 24 139 14,585 9,830 342 111 136 25,167 0-4 1 0 0-3 0-4 2-3 0-4 1 0-3 10-6 0-5 0-3 6-0 0-5 0-2 8-0 0-9 0-4 1 7 0-4 0-4 2-4 0-5 0 3 7-7 0-5 Shed expenses .. .. .. 225 926 95,338 56,159 2,606 770 636 156,660 3-6 9-4 3-1 2-9 15-4 2-9 2-2 69-0 3-2 1-9 34-5 3-0 1-9 60-6 6-9 2-9 12-0 3-0 1-6 11 4 2-1 2-2| 48-2 3-1 Totals .. .. .. 1,479 9,987 1015326 609,312 18,400 8,904 23-6 61-7 20-2 31-2 166-4 31-6 23-5 735-2| 34-0 20-9 374-7 32-2 13-2 427-9 48-9 33-7 139-1 35-1, 23-5 162-3 30-2 22-4; 514-0, 33-4

D.—2.

9

Abstract G.-Head Office and General Charges.

Summary of Expenditure Abstracts.

2—D. 2.

Expenditure. Kaihu. Gisborne. Westport - Nelson - Plcton ' Total - Abstract and Item. 1 • *3 -d I "5 -3 -w i 2 o a? 3 o a? fl 43 s v c p ? o £ 3 © c? fi p © sj* c -ti § © c? fd I I S*8JS S*S| | d a g§ 1| go gg g| g© gg ij8 g©igg &* 'g» gg 15 go gg 15 go gg §5 'goigg 35 g© 3 1. 8-aSs • 81 28 f |l|! ■i °5 S S e? k 3 Ss o> 05 s ? gs o H - «£ *-3 S= *1 S| •3 s fcI.9gs5g.Sg I £ • S O 8« |« 8 s S« g« 98 g~ ft* 8 S SsS |ps gs g« g« 8 a M 8p3 8 s Stf g« gS gg fe« # S I M j o ! I £ t to \ tn | H p, I *"g Pn PM-g p. o * "o fc p"g fe, s | o< £ £ ' £ £ £ £ £ £ £ £ (i £ £ d £ £ d £ j d £ d'££d££ 'i£i£ d A—Maintenance of Way and Works .. .. 4,74415,663| 586,164 495,60117,42511,894 14,522 1,146,013 75-7] 197-7 64-7 48-9 261-1 49-6 13-6 424-4 19-6 17-0[ 304-8 26-2 12~6 405-2 46-3 45-1 185-8 47-1 37-5 259-3 48-2 15-3 352-2 22-9 B—Maintenance of Signals and Electrical Appliances 36 233| 61,442' 54.125 1,148 157 436 117, 577 0-6 1-5 0-5 0-7 3-9 0-7 1-4 44-5 2-1, 1-9 33-3 2-9l 0-9 26-7 3-0 0-5 2-5 0-5! 1-1 7-8 1-4 1-6 36-1 2-3 •C—Maintenance of Rolling-stock .. .. 1,006 6,433 961,716 674,820 21,273 6,294 9,377 1,680,919 16-1 41-9 13-7 20-0 107-2 20-4 22-3 606-4 32-2 23-1 415-0 35-6 15-4 494'7 56-4 23-9 98-4 24-9: 24-2 167-4 31-1 22-5 516-6 33-5 D—Examination, Lubrication, and Lighting of 62 220j 51,605: 29,234 1,013 303 274 82,711 1-0 2-6 0-9 0-7i 3-7 0-7 1-3 37-4| 1-7, 1-1 18-0 1-5 0-71 23-6 2-7, 1-2 4-7 1-2 0-7 4-9 0-9 1-1 25-4 1-7 Vehicles E—Locomotive Transportation .. .. .. 1,479 9,987 1 ,'015, 326 609,312'18,400 8,904 9,090 1,672,498 23-6 61-7 20-2 31*2 166-4 31-6 23-5 735-2! 34-0 20-9 374-7 32-2 13-2; 427-9 48-9 33-7 139-1 35-1 23-5 162-3 30-2 22-4 514-0 33-4 F—Traffic Transportation .. .. .. 2,054 7,216 989,235 825,809 34,525 12,985 12,094 1,883,918 32-8 S5-6 28-0 22-5 120-3 22-8 22-9 716-3 33-2,28-3 507-9 43-6 25-o! 802-9 91-71 49-2 202-9 51-4! 31-2 216-0 40-i 25-2 578-9 37-6 <J—Head Office and General Charges .. .. 80 414 55,657i 37,692 1,782 341 500 96,466 1-3 3-3 1-1 1-3 6-9! 1-3 1-3 40-3 1-9! 1-3 23-2 2-0 ! 3.-3] 41-4 4-71 1-3' 5-3 1-3 1-3 8-9 1-7 1-3 29-6 1-9 Superannuation Subsidy .. .. .. 141 720 j 96,8851 65,612! 3,102 593 870 167,923' 2-2 5-9 1-9 2-2j 12-0 2-3 2-2 70-2 3-2 2-2 40-4 3-5| 2-2| 72-1 8-2 2-2 ! 9-3 2-3 2-2 15-5 2-9 2-2 51-6 3 4 <*| j Totals .. . . .. . . 9,602 40,886 3,818, 030^2, 792, 205 98,668 41,473 47,163 6,848 025, 153-3 400-2 131-0j 127-5: 681-5' 129-4J 88-5 2,764-7 127-9 95-8| 1,717-3 147-5I 71-3 2,294-5 j 251-9 157-lj 648-oj 163-sj 121-7 842-l| 156'5 -91-ej 2,104-4 186-7

North Island j South Island Expenditure. Kaihu. Gisborne. i Main Line and J Main Line and Westport. j Nelson. Picton. Total. Branches. Branches. Item. 6 I ® '1-b « j j j += g i © 5? i Jj += ! | « I .fjj ! -g § j © i I £ -g" § I 5 I .9 13 3 i -g I I ,2 jg .5 -g §'' i © g? I .S -a 3 j2 .2 --i JZ3 C- 23 C 2 1 , [ C* O [ •»-< rg • C3 .-H K: t* . £3 £■" 1 ■>— < c* CH ' e3 • Pi •'-< g c3 i 3 £* c6 • 0 G •»—« rz i c3 - TH »i rf • • ' s o , • I ■ © ® I *h ! 2 a> co ' ■ £o) 1 ! ■ Sc © © , 2 © o © id X 2 © a> © — So oj © ! 33 ,£ ! 2 © © © X 2o 5 1 SsSs g«Ss # I J ■a S3 N °S t« S='oj » 3 HS og a-a H s 05 *3 hs °| *3 hs 05 *1 hs 05 *| S= 3 I if 13 §•§£ «SI! i I ! I 2 i o JM», 4* s 9 „Srt |P5 S a I 8 9 6P3 ,§« 8 s *« ■ g« . 8 8 . £« «« 8« |« • |« S B M I s 8 3 M ' a 3 rfw tf ' fc pl, H ft ft-g rt, s ft ft, S Ich ft, 3 ft f"g w, 3 jft "S .ft *"g o 'ft o ft £ £ £ £ £ £ £ £ £ £ d. £ £ d. £ £ I d. £ £ d. £ £ d. £ £ d. £ £ d. £ : £ ' d. Head Office .. .. .. 32 165 22,230 15,054 712 136 200 38,529 0-5 1-2 0-4 0-5 2-7 0-5; 0-5 16-0 0-8 0-5 9-4 0-9 0-5 16-5 1-8 0-5 2-0 0-5 0-5 3-5 0-8 0-5 11-8 0-9 Departmental buildings .. .. 6 32 4,130 2,797 132 25 37 7,159 1 0-1 0-3 0-1 0-1 0-5 0-1 0-1 3-0 0-1 0-1 1-7 O-li 0-1 3-1 0-4, 0-1 0-4 0-1 0-1 0-7 0-1 0-1 2-2 0-1 Appeal Board .. .. -. 1 6 762 516 24 5 7 1,321 0-1 .. .. 0-6 .. .. 0-3 .. .. 0-6 0-1 .. 0-1 .. .. 0-1 .. .. 0-4 .. Chief Accountant .. .. j 26 134 18,098 12,257 579 112 162 31,368; 0-4 1-1 0-3 0-4 2-2 0-4 0-4 13-1 0-7 0-4 7-5 0-7. 0-4 13-5! 1-5 0-4 1-8 0-4 0-4 2-9 0-5 9-6 : 0-6 Divisional superintendence — North Island .. .. .. 5 27 3,673 2,488 118 22 33 6,366 0-1 0-2 0-1 0-1 0-5 0-1 0-1. 2-7 0-1 0-1 1-5 0-1 0-1 2-7 0-3 0-1 0-3] 0-1 0-1 0-6 0-1 0-1 2-0 0-1 South Island .. .. .. 4 22 2,966 2,00S 95 18. 27 5,140 0-1 0-2 0-1 0-1 0-4 0-1 0-1 2-1, 0-1 0-1 1-2 0-1 0-1 2-2 0-3 0-1 0-3 0-1 0-1 0-5 0-1 0-1 1-6 0 1 Training School .. .. • 6 28 3,798 2,572 122 23 34 6,583 0-1 0-3 0-1 0-1 0-5 0-1 0-1 2-8 0-1 0-1 1-6 0-1 0-1 2-8 0-3 0-1 0-4| 0-1 0-1 0-6 0-1 0-1 2-0 0-1 Totals .. .. • 80 414 55,657 37,692 1,782 341 500' 96,466: 1-3 3-3 1-1 1-3 6-9| 1-3 1-3 40-3 1-9 1-3 23-2 2-0 1-3 41-4 4-7 1-3 5-3 1-3 1-3 8-9 1-7 1-3 29-6 1-9 Superannuation subsidy .. .. 141 720 96,885 65,612 3,102; 593 870j 167,923 2-2 5-9 1-9 2-2 12-0 2-3 2-2! 70-2 3-2 2-2 40-4; 3-5, 2-2 72-lj 8-2 2-2 9-3; 2-3 2-2 15-5 2-9 2-2 51-6 3-4

D.—2.

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

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

10

Per Cent, of Revenue. ;Per Cent, of Revenue EXPENDITURE. 1929-30. 1928-29. , ; REVENUE. 1929-30. 1928-29. j H 1929-30. j 1928-29. j I 1929-30. | 1928-29. £ s. d. £ s. d. ! £ s. d. £ s. d. Salaries and wages, shore staff .. .. 1,552 14 2 1,520 7 2 13-56 1 13-90 Ordinary passengers .. .. .. 4,238 9 4 4,425 16 8 37-03 40-45 Salaries and wages, steamer staff .. .. 5,688 '6 10 5,402 5 10 49-69 49-38 Season tickets .. .. .. 140 10 9 154 0 8 1-23 1-41 Coal and stores .. .. .. 2,571 19 4 2,919 2 8 22-47 26-67 Parcels, luggage, and mails .. .. 935 15 3 994 10 2 8-17 9-09 Repairs, steamers .. .. .. 3,523 1 11 3,850 0 8 30-78 35-19 Goods .. .. .. .. 6,070 5 2 5,288 10 0 53-03 48-34 Repairs, wharves, &c. .. .. .. 1,495 4 4 149 11 4 13-06 | 1-37 Miscellaneous .. .. .. 61 17 1 77 12 2 0-54 0-71 Insurance, renewals, &c. .. .. 1,711 19 5 1,756 8 7 14-96 \ 16-06 — ;— Total revenue .. .. .. 11,446 17 7 10,940 9 8 100-00 100-00 16,543 6 0 15,597 16 3 144-52 142-57 Operationg loss .. .. .. 5,096 8 5 4,657 6 7 44-52 42-57 Operating loss .. .. .. .. 5,096 8 5 4,657 6 7 16,543 6 0 15,597 16 3 144'52 142S7 Payments to railway revenue — j— Interest on capital .. .. .. 1,831 0 0 1,827 0 0 ; Net loss .. .. .. .. j 6,927 8 5 6,484 6 7 ' 6,927 8 5 6,484 6 7 1 j 6,927 8 5 6,484 6 7

I I I ! Per Cent, of Revenue. | EXPENDITURE. 1929-30. 1928-29. REVENUE. 1929-30. 1928-29. 1929-30. 1928-29. I # 1 II I I £ s. d. £ s. d. £ s. d. £ s. d. Salaries and wages .. .. .. 41,656 18 4 38,620 8 8 31-72 31-38 Receipts from refreshment-rooms .. .. .. 131,342 0 11 123,058 19 8 Provisions consumed .. .. .. 53,212 12 6 48,879 9 1 40-52 39'73 i Light, fuel, and water .. .. .. 2,797 16 10 2,768 19 11 2-13 2-25 Renewals .. .. .. .. 3,208 12 6 2,949 8 11 2-44 2-39 Insurance and miscellaneous .. .. 5,195 2 8 4,755 19 9 3-95 3-87 106,071 2 10 97,974 6 4 80*76 79'62 Operating profit .. .. .. 25,270 18 1 25,084 13 4 19-24 20-38 131,342 0 11 123,058 19 8 100-00 100-00 131,342 0 11 123,058 19 8 Payments to railway revenue :— Interest on capital .. .. .. 1,099 0 0 1,133 0 0 Rent .. .. .. .. 11,170 0 0 10,725 0 0 Operating profit .. .. .. .. .. 25,270 18 1 25,084 13 4 Freights and fares .. .. .. 4,520 18 0 4,258 0 1 Betterments .. .. .. .. 1,500 0 0 2,000 0 0 Net profit .. .. .. .. 6,981 0 1 6,968 13 3 25,270 18 1 25,084 13 4 25,270 18 1 j 25,084 13 4

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.

I I i ~ " ~ ' I - I Per Cent, of Revenue. 1 EXPENDITURE. i 1929-30. 1928-29. REVENUE. 1 1929-30. ' 1928-29. 1929-30. 1928-29. £ s. d. £ s. d. £ s. d. £ s. d. Wages .. .. .. .. .. 121 11 10 37 4 9 12-68 11-55 Receipts .. .. .. .. .. .. .. 959 3 8 322 8 5 Stores .. .. .. .. .. 644 7 5 215 12 8 67-17 66-88 Miscellaneous .. .. .. .. .. 8 16 9 17 15 5 0-93 5-51 1 774 16 0 : 270 12 10 80-78 83-94 Operating profit .. .. .. .. 184 7 8 51 15 7 19-22 16-06 959 3 8 322 8 5 100-00 100-00 \ 959 3 8 322 8 5 Payments to Railway Revenue — Rents .. .. .. .. ■ ■ 94 0 0 29 8 4 Operating profit .. .. .. .. .. .. 184 7 8 51 15 7 Rail freights .. .. .. .. 0811 0 13 6 Net profit .. .. .. .. .. 89 18 9 21 13 9 ' i 184 7 8 51 15 7 j j 184 7 8 51 15 7

Per Cent, of Revenue. 1 , Per Cent, of Revenue. EXPENDITURE. j 1929-30. 1928-29. j REVENUE. 1929-30. 1928-29. : 1929-30. 1928-29. ! 1929-30. i 1928-29. II I - ■ , ■ | | M £ s. d. £ s. d. £ s. d. £ s. d. Salaries, wages, and allowances .. .. 14,572 12 10 13,673 19 4 27-22 25-34 Advertising-signs, printing, &c. .. .. 51,180 13 1 52,449 15 4 95-60 97-16 Stores and materials .. .. .. 3,621 14 4 2,865 16 11 6-77 5-31 Miscellaneous receipts .. .. .. 2,351 8 11 1,533 19 11 4-40 i 2-84 Office and general expenses .. .. 3,720J13 11 3,384 18 2 6-95 6-27 Insurance and depreciation .. .. !5, 1 14,714 12 10 28-26 27-25 37,044 16 2 34,641 7 3 69-20 64-17 Operating profit .. ,. .. 16,487 5 10 19,342 8 0 30-80 35-83 53,532 2 0 53,983 15 3 100-00 I 100-00 53,532 2 0 53,983 15 3 100-00 100-00 Payments to Railway Revenue — Interest on capital .. .. .. 2,335 0 0 2,170 0 0 Operating profit .. .. .. 16,487 5 10 19,342 8 0 Rent of premises, sites, and commission .. 13,254 15 2 13,422 9 0 Freights .. .. .. .. 323 5 9 285 17 10 Betterments .. .. .. .. 193 8 8 199 15 6 Net profit .. .. .. .. 380 16 3 3,264 5 8 16,487 5 10 19,342 8 0 ! 16,487 5 10 | 19,342 8 0

D.-2.

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

STATEMENT No. 8. Income and Expenditure in respect of Buildings occupied by Refreshment Service, Book-stall Proprietors, etc.

12

Per Cent, of Revenue., EXPENDITURE. j 1929-30. 1928-29. j REVENUE j 1929-30. 1928-29-1929-30. 1928-29. ! £ s. d. £ s. d. £ s. d. £ s. d. Wages and charges .. .. .. 48,076 18 3 41,705 19 0 43-84 39-38 Rentals .. .. .. .. .. .. 109,648 9 6 105,897 7 5 Materials .. .. .. .. 14,297 19 31 12,964 9 9 13-04 12-24 Insurance .. .. .. .. 4,782 0 0 4.411 0 0 4-36 4-17 Renewals .. .. .. .. 36,435 0 0 33,612 0 0 33-23 31-74 103,591 18 2 92,693 8 9 94-47 87-53 Operating profit .. .. .. 6,056 11 4 13,203 18 8 5-53 12-47 109,648 9 6 105,897 7 5 100-00 100-00 109,648 9 6 j 105,897 7 5 Operating profit .. .. .. .. .. 6,056 11 4 13,203 18 8 Payment to railway revenue —Interest .. 84,224 0 0 77,380 0 0 Net loss .. .. .. .. .. .. 78,167 8 8 I 64,176 1 4 1 84,224 0 0 77,380 0 0 84,224 0 0 77,380 0 0 I '

Per Cent, of Revenue, j EXPENDITURE. , 1929-30. j 192S-29. j . REVENUE. 1929-30. ! 1928-29. 1929-30. 1928-29. ! £ s * d- £ s - d- £ s. d. £ s. d. Wages and charges .. .. .. 1,768 4 10 1,537 5 11 8-26 7-90 Rentals .. .. .. .. .. .. 21,404 14 11 19,4-55 1 0 Materials .. .. .. .. 554 12 5 369 14 8 2-59 1-90 Insurance and renewals .. .. .. 2,596 0 0 2,500 0 0 12-13 12-85 4,918 17 3 4,407 0 7 22-98 22-65 Operating profit .. .. .. 16,485 17 8 15,048 0 5 77-02 77-35 21,404 14 11 19,455 1 0 100-00 100-00 21,404 14 11 j 19,455 1 0 Payments to railway revenue —Interest .. 4,225 0 0 4,076 0 0 Operating profit .. .. .. .. .. 16,485 17 8 15,048 0 5 Net profit .. .. .. .. 12,260 17 8 10,972 0 5 16,485 17 8 15,048 0 5 16,485 17 8 j 15,048 0 5

D— 2.

STATEMENT No. 9. Railway Sawmills and Bush Accounts.— Combined Trading and Profit and Loss Accounts.

STATEMENT No. 8a. Income and Expenditure in respect of Road Motor Services.

13

Per Cent, of Revenue. | Per Cent, oi Revenue. EXPENDITURE. 1929-30. 1928-29. — — REVENUE. 1929-30. 1928-29. j— 1929-30. 1928-29. 1929-30. | 1928-29. - : | £ s. d. £ s. d. £ s. d. £ s. d. Superintendence — Salaries and office ex- 8,858 0 9 10,844 13 1 8-38 10-59 Passengers .. .. .. .. 103,884 9 7 100,597 0 10 98-27 98-25 penses \ Parcels .. .. .. .. 1,739 15 3 1,654 4 2 1-65 1-62 Maintenance charges .. .. .. 22,404 12 3 25,229 7 8 21-20 24-64 i Advertising .. .. .. .. 78 2 3 134 2 7 0-08 0-13 Running-expenses .. .. .. 55,238 8 7 46,767 0 10 52-26 45-68 License fees .. .. .. .. 3,080 17 9 2,555 13 6 2-91 2-50 Total revenue .. .. .. 105,702 7 1 102,385 7 7 100-00 100-00 Insurance and depreciation .. .. 21,996 11 1 20,711 17 8 20-81 20-23 Operating loss .. .. 5,876 3 4 3,723 5 2 5-56 3-64 \ 111,578 10 5 106,108 12 9 105-56 103-64 111,578 10 5 106,108 12 9 105-56 103-64 Operating loss .. .. .. .. 5,876 3 4 3,723 5 2 Net loss .. .. .. .. 11,414 19 4 9,327 0 10 Payments to railway revenue — Interest on capital .. .. .. 2,002 0 0 2,156 0 9 Preliminary expenses .. .. .. 3,536 16 0 3,447 14 11 11,414 19 4 9,327 0 10 \ 11,414 19 4 9,327 0 10

Dr. 1929-30. 1928-29. Cr. 1929-30. 1928-29. £ s. d. £ s. d. £ s. d. £ s. d. To Stock of timber, firewood, and logs on hand at 1st April, | 42,841 17 6 99,883 13 2 By Sales, issues, and transfers — £ s. d. 1929 Timber .. .. .. .. 96,387 5 2 Purchases and transfers — £ s. d. Firewood .. .. 3,614 12 9 Timber .. .. .. .. 7,293 4 8 , 100,001 17 11 115,341 16 1 Firewood .. .. .. .. 3,127 19 6 10,421 4 2 30,044 15 2 Stocks on hand at 31st March, 1930 — Royalty payments .. .. .. .. .. 2,220 7 0 2.767 2 8 Timber .. .. .. .. 2,390 3 9 Wages .. .. .. .. .. .. 13,255 5 3 16,542 2 0 Logs .. .. .. .. 389 8 0 Salaries and miscellaneous payments, including interest 24,551 0 10 31,001 8 0 2,779 11 9 42,841 17 6 on capital ' " Rents .. .. .. .. .. .. 520 4 5 501 7 0 Net profit .. .. .. .. .. .. 10,011 19 4 .. Net loss carried forward .. .. .. .. .. 21,554 0 5 _____ _ [ 103,301 14 1 180,239 1 0 103,301 14 1 180,239 1 0

IX—2

14

STATEMENT No. 9a. Railway Employees' Sick Benefit Society. Income and Expenditure.

Dr. 1929-30. 1928-29. Cr. 1929-30. j 1928-29. Expenditure. £ s. d. £ s. d. Income. £ s. d. £ s. d. To Sick pay paid to members .. .. .. .. : 30,242 0 8 .. By Contributions .. .. .. .. .. .. j 21,067 7 2 2,786 6 2 Balance carried down being excess of income over expenditure .. 6,334 14 11 Entrance fees .. .. .. .. .. .. 301 7 6 1,447 2 6 Interest on investment .. .. .. .. .. j 228 7 1 Donation .. .. .. .. .. .. 100 Subsidy as per Section 5, Subsection (1), of Government Railways Amendment Act, 1928, charged to Working Railways Account .. .. .. .. .. 8,000 0 0 2,101 6 3 Balance carried down, being excess of expenditure over income for the year .. .. .. .. .. .. 643 18 11 £30,242 0 8 £6,334 14 11 £30,242 0 8 £6,334 14 11 To Balance brought down .. .. .. .. .. 643 18 11 .. By Accumulated funds brought forward on 1st April, 1929 .. 6,334 14 11 Balance, accumulated funds as at 31st March, 1930 .. i 5,690 16 0 6,334 14 11 Balance, brought down .. .. .. .. .. .. 6,334 14 11 : £6,334 14 11 £6,334 14 11 £6,334 14 11 £6,334 14 11 Balance-sheet. Liabilities. £ s. d. £ s. d. Assets. £ s. d. £ s. d. £ s. d. Accumulated Funds Account .. .. .. .. 5,690 16 0 6,334 14 11 Investment Account .. .. .. 6,300 0 0 Working Railways Account .. .. .. .. 734 4 1 .. Plus accrued interest .. .. .. 228 7 1 Sundry creditors .. .. .. .. .. .. 31 10 9 .. 6,528 7 1 Sick pay (due not paid) .. .. .. .. 78 18 9 .. Cash in Working Railways Account .. .. .. .. .. 6,303 IS 9 Contributions outstanding on 31st March, 1930 .. .. 6 12 6 20 13 8 Entrance fees outstanding on 31st March, 1930 .. .. 0 10 0 10 2 6 £6,535 9 7 £6,334 14 11 £6,535 9 7 I £6,334 14 U

D.—2,

15

STATEMENT No. 10. Statement of Losses on Developmental Branch Lines from 3rd March, 1929, to 1st March, 1930, and Isolated Sections from 1st April, 1929, to 31st March, 1930.

yxoi iixruwaj it/wv. Average per Mile of Line. Brandies showing Loss. | Mileage. Loss on Working. Feeder Value. Total Net Loss. Tiranoh Wnr wn ff I I Revenue. 6xpciis©s. £ s. d. £ s. d. £ s. d. £ s. d. £ £ £ £ £ £ Kaikohe .. .. .. 25 7,116 15 2 4,542 0 4 2,574 14 10 17,945 19 7 310 182 492 595 615 718 Kirikopuni .. .. .. 14 5,212 7 11 2,380 17 9 2,831 10 2 48,053 12 4 193 170 363 565 3,230 3,432 Waiuku .. .. .. 13 3,825 16 11 2,015 12 3 1,810 4 8 11,000 10 5 .402 155 557 696 707 846 Taneatua .. .. .. Ill 47,186 0 2 13,752 3 0 33,433 17 2 153,995 18 8 624 124 748 1,049 1,086 1,387 Toko .. .. .. 48 12,334 2 6 1,996 5 7 10,337 16 11 43,517 2 9 330 42 372 587 692 907 Opunake .. .. .. 23 4,306 3 2 2,803 8 7 1,502 14 7 21,139 16 5 227 122 349 414 854 919 Greytown .. .. .. 3 2,433 10 1 1,131 16 8 1,301 13 5 1,855 19 4 163 377 540 974 185 619 Eskdale .. .. .. 12 3,847 19 4 1,702 9 9 2,145 9 7 9,869 15 10 296 142 438 616 644 822 North Island totals .. 249 86,262 15 3 30,324 13 11 55,938 1 4 307,378 15 4 442 122 [ 564 788 1,010 1,234 Eyreton-Oxford .. .. 54 11,081 10 7 1,392 1 8 9,689 8 11 16,805 11 0 163 . 26 189 368 132 311 Cheviot .. .. .. 44 12,838 11 9 2,225 9 1 10,613 2 8 27,446 10 9 406 51 457 | 698 383 624 Little River .. .. 23 6,162 4 9 371 1 11 5,791 2 10 10,890 9 10 408 16 424 675 222 473 Southbridge .. .. 26 973 13 11 1,549 15 11 576 2 0* 4,569 6 9 862 60 922 899 198 175 Whitecliffs .. .. .. 12 1,962 15 3 1,033 15 6 928 19 9 2,049 5 0 202 86 288 365 93 170 Methven .. .. .. 23 448 5 10 2,714 11 0 2,266 5 2* 1,602 19 6 539 118 657 558 168 69 Springburn .. .. .. 28 7,024 0 8 827 9 10 6,196 10 10 9,306 4 6 196 30 226 447 111 332 Fairlie .. .. .. 37 4,484 0 0 1,683 11 6 2,800 8 6 10,023 17 11 415 46 461 536 195 270 Waimate .. .. .. 13 6,070 0 3 2,767 13 1 3,302 7 2 5,743 17 10 274 213 487 741 188 442 Kurow .. .. .. 38 5,612 12 7 2,398 14 2 3,213 18 5 9,892 0 9 350 63 413 49S 176 261 Ngapara-Livingstone .. .. 27 3,731 4 5 845 0 5 2,886 4 0 10,458 2 11 155 31 186 293 280 387 Waihemo .. .. .. 9 1,031 4 9 1,315 19 5 284 14 8* 1,351 7 10 220 146 366 335 182 151 Otago Central .. .. i 147 19,579 8 5 2,952 10 4 16,626 18 1 83,528 3 8- 680 20 700 813 455 568 Outram .. .. .. 9 3,583 17 8 729 8 7 2,854 9 1 4,810 11 1 304 81 385 703 217 535 Roxburgh .. .. .. 61 16,167 1 5 1,977 9 9 14,189 11 8 45,963 4 10 290 32 322 555 521 754 Catlins River .. .. 43 5,761 18 4 3,532 12 11 2,229 5 5 23,153 10 2 454 82 536 588 ! 487 539 Tapanui .. .. .. 27 7,048 8 4 2,125 6 11 4,923 1 5 10,690 6 0 245 79 324 506 ! 214 396 Waikaka .. .. .. 13 2,705 19 7 839 16 3 1,866 3 4 5,074 3 3 190 65 255 399 247 391 Switzers .. .. .. 14 2,420 5 6 723 5 10 1,696 19 8 5,404 0 0 134 52 186 306 ! 265 385 Glenham .. .. .. 10 4,183 8 5 1,139 16 2 i 3,043 12 3 5,527 14 7 159 114 273 578 ! 248 553 Seaward Bush .. .. 34 3,948 8 7 1,629 5 5 2,319 3 2 10,923 0 9 445 48 493 561 253 321 Orawia .. .. .. 9 1,727 14 4 529 10 5 1,198 3 11 6,052 4 3 81 59 140 273 539 672 Forest Hill .. .. .. 13 2,153 4 10 1,193 2 3 960 2 7 2,214 4 8 222 92 314 387 97 170 Mararoa .. .. .. 12 134 10 6 536 19 11 402 9 5* 825 17 4 102 45 : 147 113 103 69 1 I ! South Island totals .. 726 130,834 10 8 37,034 8 3 93,800 2 5 314,306 15 2 399 51 450 579 304 433 Cape Foulwind .. .. 8 1,385 18 2 15 15 11 1,370 2 3 5,140 2 6 47 j 2 49 220 | 471 642 ; — ; : —I Total .. .. 983 218,483 4 1 67,374 18 1 151,108 6 0 626,825 13 0 407 69 476 629 484 637 Isolated Sections. Kaihu .. .. .. 24 3,330 19 9 .. 3,330 19 9 11,251 15 1 .. j .. 271 400 340 469 Gisborne .. .. .. 60 8,839 10 0 ■■ 8,839 10 0 45,501 6 7 .. .. 536 681 613 758 Nelson .. .. .. 64 15,090 16 4 .. 15,090 16 4 40,599 12 9 .. .. 403 648 389 634 Picton .. .. .. 56 | 8,388 8 3 J .. 8,388 8 3 36,912 17 0 .. .. I 708 842 525 659 Total .. .. 204 j 35,649 14 4 .. 35,649 14 4 134,265 11 5 510 6S2 486 658 Grand Total.. .. 1,187 j 254,132 18 5J 67,374 18 1 186.758 0 4 761,091 4 5 I .. . .. i .. j * Indicates profit.

D.—2

16

STATEMENT No. 11.

Statement of Cash Receipts and Payments—Working Railways Account. Receipts. £ s. d. Payments. £ s. d. To Balance brought forward .. 340,236 16 By Wages and vouchers .. .. 8,056,263 5 8 Investments realized .. .. 395,000 0 0 Refunds to Harbour Boards, shipContributions to Sick Benefit Fund 29,464 12 4 ping companies, and other carriers 289,319 14 3 Revenue receipts .. .. 8,322,964 10 1 Interest on capital .. .. 2,132,324 0 9 "Credits in aid" (Working Rail- Investments .. .. .. 56,300 0 0 ways expenditure) .. .. 1,347,148 3 5 Payments to Sick Benefit Fund .. 28,297 9 11 Receipts from Consolidated Fund Balance as per general balanceunder subsection (1) (b) of section sheet .. .. .. 70,936 3 2 37 of Government Railways Act, 1920 (Subsidy—Branch lines and isolated sections) outstanding year ended 31st March, 1929 .. 29,929 1 2 Interest on investments .. .. 18,698 5 3 Advance from Consolidated Fund under section 37 of the Government Railways Act, 1926 (No. 17) 150,000 0 0 £10,633,440 13 9 £10,633,440 13 9 Reconciliation Statement. £ g _ d. Credit balance in Working Railways Account as per Treasury figures .. 12,415 3 0 Add Imprests outstanding .. .. .. .. .. .. 58,521 0 2 Credit balance as per above statement .. .. .. .. £70,936 3 2 STATEMENT No. 12. RENEWALS, DEPRECIATION, AND EQUALIZATION RESERVE ACCOUNTS. Slips, Floods, and Accidents Equalization Reseeve Account. Expenditure. £ s. d. Income. £ s. d. To Repairs to bridges, slips, and washouts 31,329 45 By Balance from previous year .. 26,902 2 5 Balance .. .. .. .. 1.7,219 18 0 Contributions debited to workingexpenses .. .. .. 21,647 0 0 £48,549 2 5 £48,549 2 5 By Balance .. .. .. £17,219 18 0 Workers' Compensation Reserve Account. Expenditure. £ s. d. Income. - £ s. d. To Accident payments .. .. 47,890 111 By Balance from previous year .. 18,497 311 Balance .. .. .. .. 15,501 15 0 Premiums debited to working-expenses 44,894 13 0 £63,391 16 11 £63,391 16 11 By Balance .. .. .. £15,501 15 0 Insurance Reserve Account. Expenditure. £ s. d. Income. £ s. d. To Losses .. .. .. .. 3,704 51 By Balance from previous year .. 24,819 2 9 Upkeep Railway fire brigades and fire' Premiums debited to working-expenses 15,963 10 0 appliances .. .. .. 3,167 12 4 Balance .. .. .. .. 33,910 15 4 £40,782 12 9 £40,782 12 9 By Balance .. .. .. £33,910 15 4 General Renewals and Depreciation Reserve Account. Expenditure. £ s. d. Income,. £ s. d. To Relaying of track ~.. 172,604 62 By Balance from previous year .. 1,328,019 9 8 Bridges, buildings, &c. .. ~ 17,334 11 2 Contributions debited to working-Rolling-stock .. .. .. 103,433 5 4 expenses .. .. .. 699,177 0 0 Locomotive workshops and plant .. 4,128 1 0 Dwellings .. .. .. 2,261 10 11 Signal appliances .. .. 21,347 0 7 Road motors .. .. .. 18,526 0 0 Balance .. .. .. 1,687,561 14 6 £2,027,196 9 8 £2,027,196 9 8 By Balance .. .. ..£1,687,561 14 6 Betterments Reserve Account. Expenditure. £ s. d. Income. £ s. d. To Way, works, buildings, and structures 19,944 11 2By Balance .. .. .. .. 4,000 0 0 Signals, &c. .. .. .. 2,649 12 9 Contributions debited to working-Rolling-stock .. .. .. 6,534 5 0 expenses (refreshment service) ~ 1,500 0 0 Balance .. .. .. .. 4,288 18 4 Net Revenue Appropriation Account 27,917 7 3 £33,417 7 3 £33,417 7 3 By Balance . . ... ... £4,288 18 4

17

D.—2

STATEMENT No. 13. Expenditure on Construction of Railways, Rolling-stock, etc., to 31st March, 1930; Net Revenue and Rate of Interest earned on Capital expended on Opened Lines for Year ended same Date

3-D. 2.

Opened Lines. Section of Railway. , Revenue Interest Lines and 1 Rolling- _ . , Jj|nes - Revenue. earne<3 . Works. ! stock. £ £ £ £ £ £ s. d. Kaihu .. .. .. .. .. 177,101 13,043 190,144 .. -3,331 Gis'borne .. .. .. 775,263 73,481 848,744 .. -8,839 „ .. .. .. .. .. .. .. 1,021,620 North Island Main Lines and Branches .. 23,975,293 6,063,198 30,038,491 .. 493,705 1 13 4 .. .. .. .. 5,846,786 I South Island Main Lines and Branches .. 17,640,423 4,661,701 22,302,124 .. 128,571 0 11 8 75 935 Westport " .. .. 562,523 148.324 710,847 .! 39,341 5 11 7 336,753 Kelson.. .. .. .. .. 532,912 42,632 575,544 .. -15,091 „ .. .. .. .. .. .. .. 173.761 Picton .. .. .. .. .. 631,916 49,731 681,647 .. -8,388 „ .. .. .. .. .. .. .. 88,556 44,295,431 11,052,110 55,347,541 7,543,411 625,968 1 2 11 Lake Wakatipu steamer service .. ... I 44.750 .. 44,750 .. —6,927 Subsidiary Services, &c. .. .. .. j 2,371,205 .. 2,371,205 .. 302,104 12 19 6 In suspense-— Surveys, North Island.. .. .. .. .. .. 29,984 Miscellaneous, North Island. .. .. .. .. .. 5,169 Surveys, South Island .. .. .. .. .. .. 5,763 Miscellaneous, South Island .. .. .. .. .. 5,168 General .. .. .. .. 24,175 .. 24,175 P.W.D. stock of permanent way .. .. ; .. .. 123,014 Balance of cost of raising loan of £1,500,000 .. .. .. 25,819 for Railways Improvement Authorization Act 1914 Account 46,735,561 11,052,110 57,787,671 I .. 921,055 1 12 3 |7,738,418 V v > Total cost of opened and unopened lines at .. .. 65,526,089 .. I 8 10 31st March, 1930 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 in r ormation regarding the last-mentioned being furnished by the respective Boards. No allowance has made in the capital for the writing-off of £8,100,000. The rate of interest earned on the reduced capital was £1 17s. per cent. *

D.—2.

18

Road Motors. £ s. d. Purchase of motor-buses •• . . .. . .. .. .. .. .. .. Cr. £22. 172 16 0

STATEMENT No. 14. Expenditure under Vote for Additions to Open Lines, charged to Capital Account, for the Year ended 31st March, 1930. Way and Works Branch: Particulars of Works, &c.

' North Island Main South Island Main Work, &c. Kaihu. i Gisborne. Lines Lines Westport. Nelson. General. Totals. ! and Branches. and Branches. j i i * * -III £ s. d. £ s. d. £ s. d. £ s. d. £ s. d. £ s. d. £ s. d. £ s. d. Land .. .. .. .. .. .. .. .. .. 3,303 13 6 345 18 2 . .. .. j .. 3,649 11 8 Grading and formation, including formation station-yards.. .. .. .. 1,485 8 7 13 ,049 18 5 .. .. .. 14,535 7 0 Bridges, culverts, and subways .. .. .. .. 96493 .. 2,888 7 8 jOr. 1,405 11 2 .. .. , .. 2,447 5 9 Fences, gates, and cattlestops .. .. .. .. .. .. .. 150 13 3 .. .. .. 150 13 3 Permanent-way .. .. .. .. .. .. .. .. Or. 8,132 18 1 , 2,608 3 5 927 13 5 .. .. Gr. 4,597 1 3 Station buildings, platforms, cattleyards, loading-banks .. .. .. .. 2,679 19 9 3,596 16 3 .. .. .. 6,276 16 0 Engine-sheds, car and wagon depots, and other operating buildings.. .. .. 873 3 0 1,475 13 9 .. .. .. 2,348 16 9 Dwellings .. .. .. ... .. .. " .. .. Or. 189 0 0 475 9 2 127 2 5 .. j Or. 92 ft 0 .. I 321 11 7 Wharves .. .. .. .. .. . . .. .. .. .. Or. 10,141 10 7 .. .. .. Or. 10,141 JO 7 Water services .. .. .. .. .. .. .. 1,995 18 7 108 5 8 114 11 3 .. .. 2,21S 15 6 Non-operating buildings .. .. .. .. .. .. .. 982 2,924 13 3 98 2 0 .. .. 3,032 3 5 Locomotive depot plant (running-shed and car and wagon) .. .. | .. Or. 76 7 1 .. .. .. .. ' Or. 76 7 1 Refreshment-rooms .. .. .. .. .. .. .. 4,432 19 3 .. .. . . .. 4,432 19 3 Road-motor buildings .. .. .. .. .. .. .- 8,037 17 7 .. .. .. 8,037 17 7 Cranes, weighbridges, capstans, turntables .. .. .. .. 5,139 11 5 ! 40 14 3 10,063 16 9 | .. 15,244 2 5 Maintenance movable plant .. .. .. .. .. .. .. j Or. 4,191 2 8; .. .. i .. .. j Or. 4,191 2 8 Miscellaneous (roads, sewerage, drainage, fire-fighting appliances) .. .. .. 1,123 11 4 975 11 5 .. .. .. 2,099 2 9 Signals and interlocking .. .. .. .. .. .. .. Or.15,921 8 11 1,231 19 7 .. .. .. Cr.14,689 9 4 Tablet installations .. .. .. .. .. .. Cr. 1,533 9 3 2,137 7 2 .. .. iOr.1,405 10 11 Cr.801 13 0 Electric lighting .. .. .. . . .. .. .. , 75 14 5 242 0 5 | .. .. .. 317 14 10 Train-control (lines and instruments) .. .. .. .. Or. 21 3 8 31 5 11 .. .. .. 10 2 3 House-factory and sawmill at i'rankton (plant) .. .. .. .. .. j Cr. 3,579 7 6 .. j .. j .. .. Cr. 3,579 7 6 j 1 — — j 1 96.4 9 3 j Or. 189 0 0 | Or. 934 14 9 17,499 1 7 j 11,204 3 5 Or. 92 0 0 iCr.1,405 10 11 27,046 8 7

19

t>.— 2

STATEMENT No. 14 —continued. Expenditure under Vote for Additions to Open Lines, charged to Capital Account, for the Year ended 31st March, 1930—continued. Locomotive Branch: Particulars of Rolling-stock, etc.

Reconciliation Statement. Expenditure charged to Vote £ s. d. £ s. d. Expenditure— £ s. dNo. 44 by Treasury .. 549,477 0 5 Way and Works Branch .. 27,046 8 7 Vouchers outstanding previous Road motor services .. Cr. 22,172 16 0 Y ear .. .. .. 37,908 5 8 Locomotive Branch .. 388,197 19 4 511,568 14 9 Less recoveries on account of expenditure in previous years 189,815 12 11 * 321,753 1 10 Cost of raising loan, 1929-30 .. .. 29,078 0 0 Vouchers outstanding at 31st March, 1930 42,240 10 1 £393,071 1111 £393,071 11 11

Number | Number Number Incomplete | Complete Incomplete Expenditure, Description of Stock ordered. on i on on Year ended 31st March, 31st March, 31st March, 31st March, 1930. 1929. j 1930. 1930. £ S. d. Shunting locomotives, Class C (new design) .. .. | 24 .. 24 20,082 11 9 Clayton shunting locomotive, Class D .. .. 1 I .. 2,565 7 4 Articulated locomotives, Class G (Garrett) .. .. 2 2 .. 2,669 2 4 Locomotives, Class Wf (A. and G. Price, Ltd.) .. .. .. .. 99 12 3 Fitting superheaters to locomotives .. .. .. .. .. •• 1,817 14 5 Fitting thermic syphons to locomotives .. .. .. .. • • 3,365 1 11 Spare boilers .. .. .. •• •• I •• •• •• 5,756 13 9 Boiler-mountings for new spare boilers .. .. .. .. .. 1,003 2 3 Electric headlights for locomotives .. .. .. .. .. •• 1,694 16 3 Spare locomotive-wheels .. . . . . . • • • 12 18 1,963 17 0 Carriages, Class A .. .. . . .. 13 1 14 16,413 10 0 Carriages, Class A (coupe) .. .. .. .. 7 .. 7 16,830 15 3 Carriages, Class Aa (suburban) .. .. .. .. 10 12 44,730 11 9 Carriages, Class Aa (coupe) .. .. .. .. 5 .. 5 40,984 17 9 Carriages, 50 ft. Aa (day) .. .. .. •• .. •• 9 24,215 18 10 Carriages, 50ft. Aa (observation) .. .. ■ • 2 .. 2 5,592 6 8 Convert two suburban carriages to lounge . . . . .. .. .. 66 3 2 Spare carriage bogies .. .. .. .. .. •• •• 4,797 1 10 Electric lighting for carriages .. .. .. .. .. •• 11,933 14 8 Fitting chair seats to carriages . . .. . . .. . • • • 873 16 10 Brakevans, Class F .. .. .. • • 3 3 24 Cr. 96 11 7 Wagons, Class G .. .. • • • • • • • • 10 983 13 4 Wagons, Class H .. .. .. .. •• •• •• 40 9,769 2 5 Wagons, Class J .. .. .. •• •• 30 230 .. 68,412 1 4 Wagons, Class L . . .. .. .. .. • • • • • • Cr. 200 0 0 Wagons, Class La . . .. . . . • • . 40 124 470 94,867 7 10 Wagons, Class M .. .. .. •• •• •• •< 100 11,681 3 6 Wagons, Class Q .. .. .. .. •• •• •• 50 6,387 8 4 Wagons, Class Rb .. .. ■ ■ • • • • 20 .. 20 6 1 8 Wagons, Class Ug .. .. .• .. •• 5 5 5. | 4,255 8 1 Wagons, Class W .. .. .. •• •• 20 .. 30 3,305 19 I Wagons, Class X\ .. .. . . .. .. •. • • 80 17,924 18 1 Wagons, Class Zp .. .. .. .. .. 40 40 ... 25,693 2 8 Pneumatic coaling crane .. .. . . .. • • • • • • 4 3 0 Petrol tower wagon . . • • • • • • • • • • • • 11 2 Tarpaulins .. .. • • • • • • • • 500 .. 3,195 15 4 Transfer of rolling-stock .. .. .• •• •• •• •• 1,134 8 2 Spare wagon bogies Lakewood electric tractors .. .. •• .. •• 3 .. 2,675 13 10 Material returned to stores .... . . .. .. • • • • £ r - 67 0 0 Vehicles purchased from Public Works Department .. .. .. •• 8,153 3 8 New buses for road motor services .. .. •• 10 j 18 11 43,034 15 2 Equipment, Bus Shop, Hutt .. .. •• •• ► •• •• 1,459 11 1 Obsolete locomotives written off .. • • • • • • • • • • @ r • 23,592 0 0 Sale of obsolete rolling-stock .. .. . • . • • • • • I 6 > 9 2 Obsolete rolling-stock written off .. .. . • • • •• •• j Cr. 87,671 3 7 Sale of obsolete machinery .. .. .. • • •• •• •• \Cr. 4,148 0 0 Total .. j 388,197 19 4 Total locomotives .. . • • • 27* 3 24 ,, carriages . . . • • • 27 11 48 ,, brake-vans .. .. • • 3 3 24 „ wagons, bogie . . .. . • 65f 45 25 „ wagons, four-wheel .. ■ • 90 354 780 * Increased by 1. t Increased by 20.

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, 1930.

Reconciliation Statement. £ s. d. £ s. d. Expenditure charged by Treasury .. .. ..- .. .. 1,168,222 7 5 Less outstandings previous year .. .. .. .. .. 122,888 1 9 1,045,334 5 8 Cost of raising loan, 1929-30 .. .. .. .. .. .. .. 91,038 13 9 Vouchers outstanding at 31st March, 1930.. .. .. .. .. .. fi4,527 4 4 £1,201,200 3 9

D.— ( 2.

20

Work, &c. | Kaihu. j Gisborne. West P ort " Seisoa - ! Picton ' GeQeral " Total - £ s. d. £ s. d. t £ s. d. £ s. d. £ s. d. £ s. d. £ s. d. £ s. d. Land .. .. .. .. .. .. .. .. 13,703 15 4 ],259 13 9 .. .. .. .. 14,963 9 1 Grading and formation, including formation station-yards.. .. .. 42,218 17 ] 16,305 14 3 .. .. .. .. 58,524 11 4 Bridges, culverts, and subways .. .. .. .. .. 56,545 13 9 16,104 14 2 .. .. .. .. 72,650 7 11 Fences, gates, and cattle-stops .. .. .. .. .. .. 1,297 3 5 46 8 9 .. .. .. .. 1,343 12 2 Permanent-way .. .. .. .. .. .. .. 79,642 6 4 12,953 14 9 .. .. .. .. 92,596 1 1 Station buildings, platforms, cattle-yards, loading-banks .. .. .. 143,977 2.8] 1,770 10 5 .. .. .. 145,747 13 1 Engine-sheds, car and wagon depots, and other operating .. .. 18,256 18 10 i 259 19 10 .. .. .. .. 18,516 18 8 buildings Dwellings .. .. .. .. .. .. .. .. 0,911 4 5 .. .. .. .. .. 6,911 4 5 Water services .. .. .. .. .. .. .. 148 0 7 393 7 9 .. .. .. .. 541 8 4 Non-operating buildings .. .. .. .. .. .. 2,089 4 3 j 1,765 12 3 .. .. .. .. 3,854 16 6 Maintenance workshop buildings .. .. i 12,095 7 1 .. .. .. .. .. 12,095 7 1 Locomotive workshop buildings .. .. .. 1 .. .. 43,173 3 2 120,353 10 11 .. .. .. .. 163,526 14 1 Locomotive workshop plant .. .. .. .. .. 35 13 6 30,046 17 2 56,608 4 7 148 14 4 303 3 3 .. 455 5 9 87,597 18 7 Locomotive depot plant (running shed and car and wagon) .. .. 119 15 4 1,869 18 6 .. .. .. .. 1,989 13 10 Road motor buildings .. .. .. .. .. •. . . 44.0 3 3 .. .. .. .. .. 440 3 3 Cranes, weighbridges, capstans, turntables .. .. .. .. 3,015 7 4 1 10 1 .. .. .. .. 3,016 17 5 Miscellaneous (roads, sewerage, drainage, and fire-fighting .. 649 0 9 11,909 6 7 62 4 0 .. .. .. .. 12,620 11 4 appliances) Signals and interlocking .. .. .. .. .. .. 7,698 19 9 3,137 7 2.. .. .. Cr. 3,878 3 0 6,958 3 11 Automatic and power signalling .. .. .. .. .. 56,690 4 0 4,053 4 3 .. .. .. .. 60,743 8 3 Electric lighting .. .. .. .. .. .. 139 9 7 9,633 4 0 13,287 6 8 .. 71 18 8 64 13 1 .. 23,196 12 0 Telegraph and telephone lines .. .. .. .. .. .. Cr. 223 18 1 2,160 3 8 .. 609 5 0 595 4 4 Cr. 880 11 5 2,260 3 6 Safety appliances (warning bells and wig-wags, &c.) .. .. ! .. 941 11 9 1,180 12 2 .. .. .. .. 2,122 3 11 Train control (lines and instruments) .. .. .. j .. .. . . 3,680 70 .. .. .. .. j 3,680 7 0 Electrification of track .. .. .. .. .. .. .. 28,465 11 0 .. .. .. .. ] 28,465 11 0 Electric locomotives .. .. .. .. .. .. .. .. 132 18 .. .. .. .. ■ 132 1 8 824 3 10 540,330 8 0 ! 285,851 17 7 ] 148 14 4 984 6 11 659 17 5 Or.4,303 8 8 824,495 19 5 Expenditure charged by Public Works Department — New Line —Auckland- West field .. .. .. .. .. 62,379 15 1 ] .. .. .. .. ] Hutt Valley Railway .. .. .. .. .. .. 1,568 16 2 Deviations: Tawa Flat and Palmerston North .. .. .. j 312,755 13 1 .. .. .. .. .. ] ] 376,704 4 4] .. .. ] .. .. .. [ 376,704 4 4 Total .. .. .. 824 3 10 917,034 12 4 j 285,851 17 7 148 14 4 984 6 11 659 17 5 0.4,303 8 8 1,201,200 3 9

D.-2,

STATEMENT No. 15. Comparative Statement of Operating Traffic and Revenue for the Year ended 31st March, 1930. (1) OPERATING TRAFFIC.

21

Passengers. • Live-stock. Goods. Section. Open for ] | i Traffic. pirst j Second Class. | Total. j | Cattle. j Calves. ! Sheep. j Pigs. \ Total. j Timber. Goods. Total. I I ( j i i i | » ; j j ; ■ i 1929-30. Miles. Single. Return. Single. Return. Number. Number. Number, j Number. ! Number. Number. Number. Tons. Tons. Tons. Tons. Tons. Kaihu .. .. I . 24 238 288 9,047 13,110 22,683 24! 28 j 25 ] 668 818 1,539 78 2,724! 3.477 6,201 6,279 Gisborne .. .. 60 2,452 1,726 16,659 21,208 42,045 158 1,450 j 66! 86,695 258 88,469 3,967 9,701 1 54,743 64,444 68,411 North Island Main Lines 1,413 206,405 327,590 1,354,839 2,583,574 4,472,408 i 488,365 303,753 | 276,773 j4,787, 385 319,511 5,687,422 322,562 277,474 ]2,793, 104 3,070,578 3,393,140 and Branches South Island Main Lines 1,627 159,729 327,698 782,740 2,491,174 3,761,341 176,975 103,571 6,505 4,850,963 36,697 4,997,736 230,723 278,208 3,065,381 3,343,589 3,574,312 and Branches Westport .. .. 43 : 156 376 14,238 34,468 49,238 586 171 .. 1,120 .. ! 1,291 102 3,578 653,160 656,738 i 656,840 Nelson .. .. 64 626 890 15,580 41,518 58,614 708 1,034 22 j 22,311 911 ; 24,278 1,282 1,579 28,263 29,842 31,124 Picton .. .. 56 ; 7,561 3,174 21,920 30,054 62,709 j 603 1,462 200 '164,204 3 165,869 7,065 816 50,986 51,802 58,867 3,287 377,167 661,742 2,215,023 5,215,106 8,469,038 667,419 411,469 283,591 9,913,346 358,198 10,966,604 565,779 574,080 !6,649, 114 7,223,194 7,788,973 Lake Wakatipu steamers .. 2,600 3,564 5,131 18,108 29,403 13 251 .. 13,605 .. 13,856 628 1,289! 8,812 10,101 10,729 1 I Totals .. .. 3,287 379,767 665,306 2,220,154 15,233,214 8,498,441 667,432 411.720 283,591 19,926,951 \ 358,198 10,980,460 566,407 575,369 16,657,926 7,233,295 7,799,702 I 1 I ! I I i I ; i I ! I i j j | 1928-29. Miles, j Single. Return. Single, j Return, j Number. Number. ! Number. Number, i Number, i Number. Number. Tons. Tons. Tons. Tons. Tons. Kaihu .. .. 24 265 284 10,459 13,038 24,046 32 28 40 837 779 1,684 83 1,811 4,381 6,192 6,275 Gisborne .. .. 60 j 5,172 2,370 23,302 j 30,344 61,188 223 1,384 .. 101,634 224 103,242: 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 1 294,547 231,931 4,479,858 336,734 5,343,070 305,800 288,736 2,867,016 3,155,752 3,461,552 and Branches I South Island Main Lines 1,627 176,076 351,780 837,057 2,579,440 3,944,353 173,650 98,627 4,832 4,491,418 39,344 4,634,221 214,742 260,969 2,879,950 3,140,919 3,355,661 and Branc hes Westport .. .. 43 161 406 20,943 | 44,736 66,246 542 192 j 20 1,187 .. 1,399 112 4,232 630,821 635,053 635,165 Nelson .. .. 64 744 1,114 16,494 j 44,990 63,342 801 1,123 163 26,283 1,085 , 28,654 1,487 2,065 28,895 30,960 32,447 Picton .. .. 56 7,581 3,076 20,667 j 28,924 60,248 486 , 1,283 224 205,911 80 j 207,498 8,680 j 523 47,499 48,022 56,702 3,287 427,413 713,362 2,420,392 |5,485, 100 9,046,267 ; 656,155 397,184 237,210 9,307,128 378,246 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 .. 10,555 .. 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 : 656,169 397,474 237,210 9,317,683' 378,246 10,330,613 535,951 569,084 6,517,596 7,086,680 7,622,631

D.—2.

STATEMENT No. 15— continued. Comparative Statement of Operating Traffic and Revenue for the Year ended 31st March, 1930— continued. (2) OPERATING REVENUE.

22

Revenue. Mileage. Length ; ; ; : : ; ; j Section. 0 Z! n j Per Mile of pSS. Season Tickets. Total Coaching. Goods. Dem * &c . Total Goods. ; p S m "5^ j Train. Shunting, & c Totai. j j (Average). j j ~ j j " r : j i 1929—30. 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 ],937 0 6 279 1 1 1,258 5 9 3,474 7 4 2,748 9 8 44 14 5 2,793 4 1 6,267 11 5 261 3 0 85-44 17,606 4 016 21 622 Gisborne .. .. 60 5,562 5 9 767 4 0 2,324 18 1 8,654 7 10 23,173 3 10 216 12 0 23,389 15 10 32,044 3 8 534 1 5 101-37 75,863 15,257 91 120 North Island Main Lines 1,413 1,110,391 12 10 174,780 11 6 249,955 7 0 1,535,127 11 4 2,685.577 17 8 91,492 14 11 2,777,070 12 7 4,312,198 3 11 3,051 16 1 144-53 7,160,801 2,678,164 9,838,965 and Branches South Island Main Lines 1,627 602,190 1 1 83,430 7 9 128,359 1 0 813,979 9 10 2,026,065 15 6 80,262 12 11 2,106,328 8 5 2,920,307 18 3 1,794 18 1 154-23 4,544,438 1,849,948 6,394,386 and Branches 1 . Westport .. .. 43 2,746 8 5 751 19 11 1,117 15 0 4,616 3 4 123,500 11 2 9,935 1 11 133,435 13 1 138,051 16 5 |3,210 10 2 366-79 1 90,330 95,448 185 778 Nelson .. .. 64 5,182 7 3 1,298 14 1 1,962 17 9 8.443 19 1 15,271 15 0 2,667 13 7 17,939 8 7 26,383 7 8| 412 4 10 104-38 60,661 36,484 97'l45 Picton .. .. .. 56 5,502 10 1 1,106 16 6 1,814 2 4 8,423 8 11 27,986 11 2 2,330 0 1 30,316 11 3 38,740 0 2 691 15 9 128-52 72,344 34 264 106'608 j ; 1 . : ; 3,287 1,733,512 5 11 262,414 14 10 386,792 6 11 2,382,719 7 8 4,904,324 4 0 186,949 9 10 5,091,273 13 10 17,473,993 1 6 2,273 16 1 149-21 12,022,043 4,713,581 16,735,624 Lake Wakatipu steamers .. .. 4.238 9 4 140 10 9 935 15 3 5,314 15 4 6,070 5 2 61 17 1 6,132 2 3 11,446 17 7 I— | ! ! - " Totals .. .. 3,287 1,737,750 15 3 262,555 5 7 387,728 2 2 2,388,034 3 0 4,910,394 9 2 187,011 6 11 5,097,405 16 1 7,485,439 19 1 12,273 16 1 149-21 12,022,043 4,713 581 16,735 624 i I I J 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. Ivaihu .. .. 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 B 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 95'95S — 1 ; I 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 15,027,342 17 7 7,535,804 10 11 2,312 3 1 162*50 11,113,482 5,036,664 16,150,146

23

D.—2.

STATEMENT No. 16. Statement of Season Tickets issued for the Year ended 31st March, 1930.

I r 1929-30. 1928-29. 1927-28. Description of Tickets. ; : Number. Amount. Number. Amount. Number. Amouno. ; _[ 1 i _i I ■ I £ s. d. £ s d £ s d. Travellers'annual, all lines .. 32 3,071 12 11 32 3,128 18 4 35 3,379 19 5 Travellers'annual, North Island 90 6,054 18 0 90 5,977 10 11 96 6,565 0 5 Travellers'annual, South Island .. 19 1,217 6 9 19 1,241 17 6 19 1,183 17 6 Reporters' annual .. .. 25 . 899 4 3 20 664 6 0 28 996 16 2 Sectional annual, North Island .. 388: 17,526 17 3 443 19,359 4 5 466 20,312 2 8 Sectional annual, South Island .. 201, 8,829 15 1 224 9,383 0 10 247 9,964 8 11 Tourist, all lines .. .. 229 3,695 15 0 284 4,598 15 0 282 4,574 7 6 Tourist, North Island .. .. 852, 8,792 5 0 819 8,685 0 0 894 9,497 10 0 Tourist, South Island .. .. 48 515 0 0 47 544 15 0 56 672 10 0 School .. .. .. 30,190 25,931 11 4 29,535 25,587 1 6 28,885 25,215 18 6 Bearer twelve-trip .. .. 48,618 15,249 12 9 49,049 15,567 8 7 48,596 16,059 7 10 Bearer fifty-trip .. .. 7,586 20,728 11 0 7,823 13,696 6 3 7,820 13,246 17 6 Weekly twelve-trip .. .. 110,376 21,972 8 10 116,609 22,183 13 10 116,967 22,731 14 11 Weekly workmen's .. .. 422,488 52,328 11 10 412,005 51,136 9 1 390,152 48,508 17 6 All other season .. .. 40,290 75,741 15 7 39,170 75,098 10 3 38,220 75,721 18 3 Totals .. .. 667,432 262,555 5 7 656,169 256,852 17 6 632,763 258,631 7 1

D. -2.

STATEMENT No. 17. Statement of Passenger Tickets issued at Cheap Excursion Rates for Year ended 31st March, 1930.

24

p. ni , ni>TM 1>Trv -DnrnxTnTw Excursions (other than Schools, Factories, and Friendly „„ m Schools, Factories, and Friendly Societies* Societies) c*ross Total. Schools. Factories, i Schools, and Friendly Factories, and Sections. Societies. 8 y * Friendly Number PhiMmn n„t i Senior Scholars over Societies. Total. Revenue. First Class. Second Class. Total. Revenue. of Revenue. exceeding « "zrZTlt Pupils exceeding Tickcta ' 15 Years of mg 1B Yoars 01 Age " 19 Years of Age ! Age. and Adults. Number. Number. Number. Number, j £ s. d. Number. Number, j Number. £ s. d. Number. £ s. d. Kaihu .. .. .. 512 .. 429 941 57 1 8 138 1,169 : 1,307 629 6 0 2,248 086 7 8 Gisborne .. .. 1,701 154 998 2,853 137 9 5 300 2,048 2,348 1,052 11 4 5,201 1,190 0 9 Auckland . . 12,496 2,404 11,274 26,174 3,148 0 0 14,237 96,241 110,478 75,042 0 0 136.652 78,190 0 0 Ohakune .. .. 2,973 425 1,964 5,362 456 7 3 2,433 18,392 20.825 15,056 2 7 26.187 15,512 9 10 Wanganui . . .. 8,338 1,571 5,606 15,515 1,463 9 7 3,929 31.616 35,545 22,727 12 2 i 51,060 24,191 1 9 Wellington .. .. 28,129 3,032 23,204 54,365 4,248 9 0 42,625 109,858 152,483 101,294 5 7 I 206.848 105,542 J4 7 Picton .. .. . 1,415 73 1,079 2,567 169 5 5 968 3,901 4,869 646 11 5 7,436 815 16 10 Nelson.. .. . 1,697 , 241 1,153 3,091 i 180 18 11 : 161 9,699 I 9,860 1,187 11 10 12,951 j 1,368 10 9 Westport .. j. I 996 22 684 1,702 84 7 8 136 9,280 9,416 2,065 7 11 11,118 2,149 15 7 Christchurch .. .. 31,187 j 3,128 38,096 i 72,411 9,466 6 0 ! 17,642 103,446 , 121,088 61,202 18 9 193,499 i 70,669 4 9 Dunedin .. 16,133 1,735 17,382 35,250 3,721 3 7 12,337 100,461 112,798 60,992 5 1 148,048 64,713 8 8 Inverearaill . . 7,934 876 10,326 19,136 2,455 16 5 4,556 55,651 j 60,207 27,950 9 7 79.343 30,406 6 0 Head Office .. .. : . .. .. .. •• i 4,293 7,047 ! 11,340 24,373 12 2 . 11,340 24,373 12 2 Totals .. .. j 113,511 j 13,661 112,195 239,367 25,588 14 11 103,755 548,809 652,564 394,220 14 5 1 891,931 419,809 9 4 Total, year ending —• 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 7,882 16 1 110,823 626,852 737,675 140,939 16 3 857,895 148,822 12 4 31st March, 1907 48,044 7,837 39,783 95,664 6,514 18 4 125,280 731,132 856,412 194,1.85 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 11 845,215 149,121 7 3 31st March, 1909 .. 55,199 9,266 52,579 117,044 7,641 5 10 122,312 667,887 790,179 166,471 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 7 107,208 576,25] 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 1" 3 31st March, 1916 .. 43,038 8,198 36,091 87,327 j 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 8,7,88 32,901 80,166 j 6,159 17 6 168,098 735,468 903,566 1 313,006 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* .. j Nil Nil Nil Nil Nil Nil Nil Nil Nil Nil Nil 31st March, 1920 ..j 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 j 371,525 9 4 i 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 .. 88,461 19,197 86,061 193,719 24,699 0 7 146,417 565,326 711,743 445,694 15 10 905,462 470,393 16 5 31st March, 1927 .. 134,802 21,368 111,365 207,535 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 3 2 31st March, 1930 .. 113,511 13,661 112,195 239,367 25,588 14 11 103,755 548,809 652,564 394,220 14 5 891,931 419,809 9 4 * The issue of school, factory, friendly-society, and holiday excursion tiekets was suspended in connection with sta£f-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, 1930.

4—D. 2.

OUTWARD. INWARD. Number of Tickets. — stations. Number Cattle sheep Timber, sH SvH'js:: —■ *'=■ was? H "■£. •£$%£ sx North Island Main Lines ' " j Au A ekl > an B d- N ° RTH Island Lines r» u- nn , Number Number. Tons. £ s. d £ s d £ s H a ri x? « i x? j AND Branches— F; E , : i, 2 ■■ " 2 :° 28 292,304 '•» a.«. Mi™" 8 ' 7 ! 3 4 I1 "" 15 0,MM ° 81! -" 112 ''Ji.gJ.i lisis T °" SateSp" «|? .S K8 {« ASS «S :: :: :: :: AS ! { <a g*S»j - » • •» 8 £ »« I 12 li'» * - 2,025 ' 4 ' 689 *?" SsiW*-. "X**"*** 292 324 6,6 '-r s ' 231 23 •:«■! IS!!,! •» , «•,, & }g} 1} I aSB?! ;; » :: :: XT , ing-office. SsSK. :: :: '« *« SS 8S SS ,S f:S AS !:£'}} ?«B} 'SI I 12 J; ■}«» ? jgg • g.j»g ?l » £x :: :: ,S J S:S i:S S 88 IS 8 J IS !1 ,S ?S fill I {jg ? 531 S «S ,™ S:S 1:!S s.r Htaril. .. .. 2,844 1,079 15,061 >"«> 3 " 82 188 »■«" «•'« IS.'M 0.902 16 3 33,2 9 W 1! " is I 1? AS I! 27S U I B , IS AS f'X 1!'E . A1C fAJ 0,459 44,139 Helensville. Maungaturoto:: .'i 632 7,m I'sll 1 4J85 18,'636 S fcJSlsS 14 6 6 '*258 18 1 27 1 2 S®? 20 1 5 K? ! S ''SS? f ,4 ° 5 3,27, 33,002 Wellsford. SEL •• •' 4?i li S S 14 »■» 4 « 8 { 442 11 I 26 13 9 2 422 7 "1 1 S S I™ S"Whangarei - - 1,728 24,907 15,456 46,831 1,151 6,475 29,003 3,705 14,040 20,647 18 1 634 15 2 1,231 9 8 164 11 8 B 12 Tin 1» J ' 13 l} 6 3 S 1M29 Whantei pZ :• :: S 4 ii jg ii 31 2 'i "i ag 12 a jSiZj «? a,;: 3 i«ii \ sis WYl 3 i i : i - : si :: :: IS IS S S:S IK .11? !S USS i si? Hi IS K S £T Green Lane .. !! 216 Ilssf SJSO 1M16 7,'s62 38 506 17 7 l'801 16 1 29 18 3 3 11 t 113 12 0 3 11 0 2'459 6 4 280 19 ' 231 1,639 Remuera " RSS t " " H S !.« 1:12 2 S'S S .S «J8 '•SB J " S 1 AS1 i AS H.»S -i, ® Ssir Onehung& Town .. „ „ „ 4,3»M« 49 ,04 « M 3.-0 230 , ? , ,4,J ? g{ J f ,J ,? iS ! S S .1 S 1 f ""'SI *"« VS 8S £Zg. low,. p» P «i«,to. :: :: S lf S 4 '" ,;?!] t':n™ H;S B:" 2 # ''"It 2 3:S2 i.S a2 :'S !f sS 2 1 ! s'S'f S S,6 ? 2 ?!?i2 4 ?m?!5 I S! ■"•IS 1 ? ! "I'tS 'S'S 1 ? I' 505 .. .. « „» .JJJ ,,333 2 223 2, „ „ 2,4.0 ,. g , . . ,, | XS' S , S , S ftffi fcS AS » - •• 180 129 2 ' 8 ' 3 2 ' w » "» » « 2 10 - IS » 251 «i •. '11 i S f 1 J ?:S1S 'fifl !:S J { S ?;S i-S AS S3. ~Sf :: :: IS S 5:S i:S '!:S S !:S IS 1:S S:S1IJ SIS.SJS S 1 ? 1'S,! 1 ? SIJ "S-SlSJf-S J,- 13 * SST :: :: J& £ i:S IS IS 11 M S 1« 9,5? „S .S'5? S J !: S !1 , f 2S" •«"»!« "S tS ISf SSS Te Kauwhata .. m 2.920 2.,24 0,430 30 0.3,7 •>,, ',24 » . ,0 if 12 ..IS 0 f HIS fcS .1 ■ 1 J J M If 7 l,f« AS 3,S AS "9 '2'322 "'Itt 18'o35 2 'TkI fw'fiS Sm 7 ,? 4 ' ,5 4 421 7 0 55 10 8 209,532 19 6 975 2 11 220,554 15 7 1,703 3,628 7,271 12 670 Huntly Taupiri .. .. 12 8 x 29 \f* «;«« ™ 883 18,035 185 174,554 973 7 11 54 2 4 118 5 9 4 14 7 111,764 3 9 103 1 3 113,018 5 7 896 5J29 5,'444 9,'423 Glen^fton. Ngaruawahia .. 408 362 5,959 2,617 9,346 117 2,213 816 531210 2,121 2 2 9 1 9 3 435 3 8 44 10 5 37*223 15 7 ! A lft I 1? J'?! 5 2,475 8 ' 506 TaUt,iri - Frankton Junction .. 6,965 3,640 47,821 24,170 82,596 342 20,358 123,490 8,387 23,675 38,093 19 2 796 12 10 ' 8 67 16 3 633 12 6 S.m 18 1 546 0 2 u'.m I " M75 104!997 IS SZtetio, Cambridge I! Au "'.m 117 32*560 2 '202 'I'm "'US 18 11 M 94 1 11 I « n ! }f n 4 ?'?f U 9 1,354 6 ' 049 33 ' 843 Hamilton. MomnsviUe .. .. l, 03 5 436 10,359 6,856 18,686 257 29,548 97;493 4,262 13!587 b',3M 11 4 294 12 1 102 8 1 110 13 8 28'o94 3 7 M , '™ ® ?,986 15,643 12,281 31,254 Cambridge. 5S=S :: :: S if ftffi »S 1KB *»<g SS AS };S K1S.I'? £»,[ fii' 3 « Til Bll PA Isifi® S« IS B » = -« i» S r'« »aa sas,ji sa ..s.i,! jss ! as,? ? u;jj as-?-? ,s s ,s as =■ \\ aitoa .. .. 83 94 2,522 1,194 3,893 68 12,247 20,278 10,59;") 9 089 977 2 8 77 0 4 lWi* s 11* * « ill- to o o 2 }? ? , *A " " •• » Central Booking-office. Te Aroha .. .. ,, M 2 449 .,,34 0.,,, ,0.303 l„,.' 8 2, '£ AS <.S .1 I SSf S 4 « II SS fffl J J JJ? !g S AS AS K JfSt. S™ :: :: S| S '{;S »3S S58 S"-S "-S '« J:S f;S'?» S.J'S 'SS I SS > 'S'S'f I 21! i M ?' '•° 81 «» 2 «-» 8 » ».«« «— . •• •• 562 274 5,059 4,938 10,833 69 3,186 6,097 1,055 886 3 365 3 0 78 18 ° 9 7 r 7 u 9 441 47 94 a - o « 2,456 6,989 5,396 11,969 Thames. f* t,k *" , 111 42 1 - 928 m 39S SS iff 3,s; 'Si2 J 95 2 3 S1,I 5 ",SS IS IB f,2? 5™,! 5 MS !-S J'S 24 - 3 ' 4 w " hL .. .. ,.6,5 S9S ,0.4,7 5,9.9 «.4« 3. l.«J 0.7.5 1.200 11,2.3 Mil. 94 l! $ SB ? .1 'f I AS if » » " AS S A S t'Z Jffl AS *2? :: :: S '1 4 « '-S J:S' S AS as }« i® Mill 2 iliS S'Sf IS *2 Sllfllf " •»' »•!?' ♦ *■** "■>"> Edgecumbe .. .. 16 4 355 9aq '«.»« ~ / 10 0 151 0 9 2 15 4 9,723 13 0 5 17 10 10,364 19 1 1,330 710 483! 9 220 Matata T~ .. .. 799 2,f |,Sj 4,S| 13.40, fcS fcS 5,S 12 f »'l» » S ,1S ,1 f & KI 11 S ,S 2 AS If" t.S ,.s JS) S S:a te - aSr H •: I I ?i 2:1 iliif I is iii „ 1 as si si ! | JI i-s s f £ 11 as is i g.j 2 a® s»i:s as A:s as sss* :: :: '« '« 1:S 1:S Sffl S ?:S S:S SS IS IS 1?,? S S 'I '& ,1; 11 ,S j S:IS IS J SI? SS ll If S as 5 S Si Es"' Taumarunui .. .. 2,753 1,787 3l!oi4 14,411 49,'965 503 2,'582 56'793 li?'o34 18 055 7 10 581 6 1 1 13 2 318 5 6 10 1 '234 18 8 72'III ! ! 602 7,061 7,937 18,221 Okahukura. National Park .. .. 582 308 6,590 4,281 11 761 83 381 12 199 118 956 10 745 3 941 10 i 30 4 3 To 7 3 ] ,o ,n fHao }? ? 2 ! 8 72,675 1 3 1 ' 724 26 > 088 3,184 15,565 Taumarunui. Ohakune .. .. 1,201 1,394 16 125 11 038 29 758 62 248 ®.lS 1l'isT? 13 m 10 wS 2 " 154 3 10 3 4 123 9 2 2'SS 7 11 S 48 '? 34 13 * 637 4 ' 8 °1 11,625 13,027 National Park. " - 117 61 2,406 778 3,362 48 1,155 «:»' 33,466 «S 15 mil i 2 8 g;Si?j 1. ll S;iS ? S i.S IS S 22iT Matfror !! !! » » 24 8 1 16 13 11 20,957 11 7 223 10 6 23,250 0 9 390 4,109 708 1,901 Rangataua. u£r :: :: 2, m IS M" 1& 2 2 ? ?-SSS 5 : SS "'Si 1 } "J 1 9 4 1 ?d 18 f S : 3Si2? I 00 25:816511 »:S 2 .« 2 " AS Ta a S a : Mangaweka .. 438, 201 3,053 3,129 6,821 7 1,' 5 28 &S 'S S I J 1 { iSJ 9 J 14 6 "'SS M J f S Jffl Hunterville .. .. 608 308 5,221 2,037 8,174 71 4.077 127,345 167 1,851 2,359 11 0 64 13 2 483 8 1 52 4 2 9,702 7 11 22 10 8 12,684 15 0 876 17,084 2.100 8,421 HuntervUle. IS II s g r •« S:S ss ?:2 'as is .AS as J} s s j iS i? i s s s as ,s; ,.s b j ass ss as as as ksu-. Sl l :: " 266 206 5 ' 7 " 4 3:691 g? 4lJlfl iS a '{ X 8 283 18 9 \% | 2 l! | AK S I M \o 11 iS g J| S ill

26

D.—2.

STATEMENT No. 18—continued. Statement of Traffic and Revenue for each Station for the Year ended 31st March, 1930—continued.

~ OUTWARD. INWARD. Number or Tickets. ' Timber Timber, Stations. Stations. i Number Cattle gh Hundreds'of Other Ordinary Season Parcels *<• Luggage, „ . „ Total Value C f"i e S^ p Hundreds of Other First. First- Second- Second- Sea°son «j£ Superficial Goods. Passengers. Tickets. Parcels, & c. MaUs , fc. Goods. Mx.ce.laneous, ( ° orwarded . Supernal Goods. class class class class ( Total. Tickets. *eet. . Single. Return. Single. Return. J | ; — ! — r : ~ ; ' North Island Main Lines Nobth Island Main Lines and Branches—contd. AND Branches —contd. ! Number. Number. Tons. £ s. d. £ s. d. i s. d. £ 3. d. £ s. d. £ s. d. £ s. d. Number. Number. ' ons - „ „ ..... , 467 70 2 022 2,407 2,651 1,692 239 14 10 57 0 0 14 6 6 1 12 6 1,211 8 5 3 7 0 1,527 9 3 177 1,742 624 2,493 Tanki. Tank! .. .. 71 13 950 433 i,«w , 2>23g lg 0 140 14 7 33 18 6 2 7 9 1,926 18 9, 2 15 11 2,347 12 0 15 705 1,111 4,485 Midhirst. Midhirst .. .. 21 52 1,»M jsu z,w/ . 0 8,615 19 6 235 11 5 1,057 19 4 140 8 0 7,935 0 5! 934 13 9 18,919 12 5 2,054 15,142 8,357 16,400 Stratford. Stratford .. .. 1,491 636 16,736 7,884 26,747 224 13,207 6>05] J() g 1 3 2>m Q # gw & 3 4g4 n 3 J 281 5,161 Te Wera. 349 III 5,766 5,020| 11,559 "l2 1,648 23*,340 18 1,323 1,480 9 7 14 18 8 399 2 2 4 11 9 2,562 17 7 292 9 6 4,754 9 3 1,540 3,229 3,851 11,105 Whangamomona. 9ftQ „ R „a fi 0,0 14. 4*15 267 26 972 54 009 1,932 9,808 4,183 19 10 264 17 7 362 2 2 56 13 0 11,431 5 8 574 19 2 16,873 17 5 1,933 25,646 19,934 24,602 Eltham. Eltham .. .. 477 209 7,536 6,213 14,435 267 26,972 54,00.1 ? M u u 38 18 2 5 12 2 11,863 13 3 4 7 5 12,386 3 6 2,160 10,114 315 12,433 Normanby. Normanby .. • • 14 29 1,752 958 2,/0d a, , 13 07 g 18 6 353 2 6 803 12 10 188 5 11 15,645 12 4 68 10 1 30,138 2 2 5,245 60,660 19,315 39,011 Hawera. Hawera •• •• *li "•®i| p' 7 q4 7004 154 1 898 22'323 3 632 15,348 2,414 15 10 121 16 8 188 8 6 38 16 9 19,689 3 0 417 12 7 22,870 13 4 46,329 123,115 3,309 40,990 Patea. Waverley 279 103 2,154 l',551 I',687 62 5,603 58,602 78 2,726 1,565 16 7 56 8 2 128 15 8 26 14 0 5,687 11 8 49 15 3 7,515 1 4 3,406 31,193 14,647 11,607 Waverley. QQ K1 , nnQ , 9 9fifi ,2 926 71 206 .. 425 401 15 2 1 0 0 129 0 0 3 3 4 3,762 6 1 1 9 10 4,298 14 5 1,602 30,920 922 5,408 Waitotara. Waitotara .. • ■ 39 61 1,009 1,147 2,25b 2,92b u,;oo 69 0 5 0 15 0 15 15 1 0 13 4 234 3 6 0 5 10 320 13 2 102 1,677 109 481 Kai Iwi. Kailwi •• •• " " , n 082 19 1 696 54'521 108 38,006 2,931 18 10 12 2 8 361 15 1 122 18 7 18,034 111; 27 19 0 21,490 16 1 1,317 20,732 4,660 36,212 Aramoho. Aramoho .. .. W2 559 7,945 3,586 13,082 19 , , 15,024 18 339 33 584 6 3 2,338 3 0 593 11 9 18,681 9 712,069 19 3 42,606 13 1 11,498 395,531 30,034 42,084 Wanganui. Wanganui .. 3,714 1,904 25,922 13,363 44,903 lb9 2,800 c,oo< i 8j32 i 4 710,166 2 6 28,487 7 1 44 2,786 10,620 Wanganui.Wharf. Wanganui Wharf .... ... ... «. nl „ RQ , 9 Q9 ~ , 004 67 8 76 2 788 1,693 439 4 2 38 6 1 74 14 9 10 0 2 4,248 11 8 11 18 4 4,822 15 2 1,173 20,934 1,202 3,576 Fordell. Fordell .. •• 104 114 2,013 694 2,925 49 1,9 59 ' 06(J ' 12 1,733 998 3 11 26 3 11 142 19 0 15 2 7 3,660 9 9 7 2 3 4,850 1 5 635 25,375 669 5,758 Turakina. Turakina .. •• 85 125 3,383 1,723 5,316 33 , 39 ' 2 05 9ll 17,614 502 6 10 6 0 0 61 4 3 9 3 2 7,168 0 11 3 2 5 7,749 17 7 475 17,847 696 2,876 Greatford. Greatford .. •• 108 206 1,245 861 2,420 8 ,19 41 ' (J07 2 "4 2,314 745 15 7 81 19 9 44 15 2 11 4 10 3,312 2 7 5 2 10 4,201 0 9 408 16,878 636 2,512 Halcombe. I! 1,796 859 10[356 I',III 1M74 187 10,091 208!005 452: 12,129 7,719 8 9 216 0 10 749 9 1 182 5 S 25,675 9 1 54 1 5 34,596 14 5 26,810 107,044 20,877 26,731 Feildmg. , .. _ OR „ r „ a91 ,, q 194 ]ri Q 580 3 809 38 599 5 372 59,692 57,840 5 7 1,671 12 10 3,568 4 3; 1,630 14 8 50,034 3 0 891 6 3 115,636 6 7 7,005 138,423 106,704 70,001 Palmerston'North. Palmerston North .. 12,225 7,963 58,821 45,149 580 3, 39 ' 379 ' 19 634 784 3 8 34 5 4 54 14 3 15 0 7 2,316 8 4 5 2 2 3,209 14 4 1,600 22,741 1,621 3,560 Ashhurst. Ashhurst .. 169 218 3,033 894 4,314 94,415 1 618 14,836 999 4 4 60 18 4 190 4 11 12 3 11 25,372 18 8 Or. 120 111 26,515 8 3 841 150,596 328 8,896 Longburn. Longburn .. •• 89 262 3,901 4,970 9,222 6- , ' 9 '070 926" 11,121 1,140 4 5 24 2 6 126 5 7 11 3 5 7,230 18 3 383 19 1 8,916 13 3 1,296 9,676 6,736 42,698 Foxton. Shannon " " 327 537 II',832 2o',434 299 5o!si6 '706 4,240 3,661 18 10 340 3 7 191 17 10 32 8 11 7,490 8 5 10 3 3 11,727 0 10 1,708 29,566 3,849 6,015 Shannon. , , rmo ,n „ s „ ft 00c 7 qfi6 30 710 1 224 4,601 8,306 2 10 285 13 8 486 10 7 131 7 11 7,269 14 2 51 10 7 16,530 19 9 1,873 23,161 8,230 11,531 Levin. Levin -- •• " fi'aS ?7'78fi 263 9'9-.7 34 438 8 132 5,393 4,303 3 10 266 0 4 2,559 11 4 61 6 2 8,159 9 2 29 7 10 15,378 18 8 1,570 12,155 2,396 S - v Otaki .. •• 934 557 Ik'not 1 "'urn 2Q' 178 9 215 15 714 5 439 16 10 537 16 8 1,941 4 3 72 15 3 5,502 16 10 24 5 11 13,518 15 9 705 4,602 3,051 6,841 Paekakanki. JohnsonviUe " " 448 1*289 9'l39 2l',014 ll'.llo 16',279 771 14*657 ' _ 37 '310 2',990 17 0 2,847 19 1 96 10 7 21 0 0 950 10 6 25 5 9 6,932 2 11 9,694 63,178 7,301 9,646 Johnsonville. , Q K ~ RKA Q. „„„ las , R , ,7 40, .. 78,809 1 4 5,794 14 10 22,428 19 2 4,170 8 3 Or. 137 0 10 284 16 11 111,350 19 8 .. .. •• Thorndon (Coaching). Thorndon (Coaching) .. 14,797 18,872 57,654 94,030 185,353 17, 31 .. •• 38,998 9 2 16,037 12 0 4,652 8 6 1,954 1 9 Or. 94 2 11 387 12 1 61,936 0 7.. .. .. •• Lambton (Coaching). Lambton (Coaching) .. 12,266 31,698 66,630 91,245 201,839 47,428 .. .. •• •• , , Wellington— Wellington — „ 9Q8 „ 6 „ r 2 13 769 .. .. .. 284,077 15 1 2,925 9 6 287,003 4 7 1,176 3,700 100,242 181,463 ®° od *LGoods 730 3,298 3b,77 ° JU, i 79 ;; ;; ;; ... 90 7 7 .. 90 7 7 .. .. .. 32,056 wharf Central Booking-office 12,831 9,916 10,636 29,547 62,930 7,919 .. •• •• 92,613 i 20,557 15 3,16 J 15 5 Or. 5 0 82 116,4171611 .. .. .. Courtenay Place BookCourtenay Plac© Book- 604 768 1,229 o,9o0 8,501 288 .. •• • ing-offic©. ing-office a , aia ad* 9 74R 9 ofi9 10 439 156 9,714 94 13 3 373 9 0 4 5 10 2 12 9 2,152 15 2 3 11 6 2,631 7 6 11,680 570,522 1,581 5,757 Ngahauranga. Ngahauranga .. 25 8 1,818 895 2,/46 -,06.. 30 jq 87 3 24 251 2 6 97 5 7 44,425 5 4 8,832 643,359 47,485 22,557 Petone. Petone .. •• 866 5,600 15,513 46,594 68,573 98,419 71 974 4,330 17,8-0 4,973 5 1 14,699 18 X 316 0 1 87 13 i , 32 8 4 15 977 16 9 162 57 41,652 7,491 Lower Hutt. Lower Hutt .. •• 1,195 2,828 9,762 17,110 30,895 36,324 111 6 029 7 262 17 11 4 855 17 10 853 10 1 78 3 2 8 9 66 11 3 18,428 9 0 1,665 6,170 2,981 9,181 Upper Hutt. Fea P ther^t U on " 1> 721 2> 621 "'JS 10! 519 141 156! 632 65 2 6 ' 150 15 3 593 16 6 66 15 5 13,813 10 3 39 2 3 17,820 2 2 1,795 9,529 5,106 14,659 Featherston. 0 :Z° '• •• »» .>» >■«* '■»» » .«g J-122 X-Z 2 S'I ? "nu mil Su> J:S iS" ilSS ASi tl ..2S ASS ii:«S A» Sr Carterton .. •• 515 486 3,210 2,936 7,147 15 2,820 '» , t q'tur in'2 r )2 12 5 188 12 (j 1 117 7 7 216 19 6 19 772 19 9 28 13 7 31,577 5 4 1,357 20,180 16,836 31,617 Masterton. Masterton .. •• 2,290 1,584 10,100 9,070 23,044 81 6,532 158,069 1,902 9,605 10,252 12 5 188 12 6 1,117 7 7 216 19 6 19,772 1» 2« 13 7 , . 370 Mauriceville. :: :: 473 iS s.S 1S 1:2 " ».S ™ il * S12 2 3 un * 3940 0 7 9,0 7 , 1,383 5,305 Ek^a. Hill !! •• 44 13 684 676 1,417 15 1,317 12,254 2,051 339 5 0 15 10 0 155 8 6 6 2 6 2,129 7 2 1 14 2 7 4 196 1 850 635 2,328 H^anui Ma'ngatainoka V. Z T» S « 1 110 10 . > 9 , > . 18 4 „ g Ke^ e ke :: :: IS lt S S S:S IIS ™ S:S 7 3 27834 7 n 21419 2 »:«» « 1 0 1 25,7713102,256 ».i« 16,291 D—virke. Ormondville .. •• 248 106 4,123 2,745 7,222 18 2,876 M.Wl 2,591 1,457 15 9 20 12 4 112 11 5 23 12 6,365 7 9 2 1 7,988 14 10 432 1,637 4,301 5SSS£-» :: :: i.S ™ AJS? I'S iS:ffi i r,™ e:«;n « «. 446 6 5 123137 1310707 «u,. 199131041,056 10 m 7^. S Wa - • 3 8 g' HI 5-SS 3'172 e!274 mS iS'.ffi ™ M88 l|S S « 2"" U2 » 10 22 9 2 2 9 5 15 7 11.678 8 4 1,720 26,198 418 6,817 Otane. Hastiigs ;; ;. ..J 7732,031 ** »,«» t ™n } o „ a i.i s:s . ;S :: :: 1J7 uZ «.S S..S « S J "55 ":S" •; 'i 635 n ' 624 10 ' 101 23,142 Napier Central Booking- 513 257 417 578 1,765 10 .. •• •• •• d ' ltf4 04 w* * * moo * , offic(J office 242 3 749 37 512 .. 75 15 3 .. 21,127 9 3 640 15 0 21,843 19 6 451 2,664 5,677 43,606 Port Ahunn. PortAhuriri .. • • *• Chief Accountant .. 9,867 3,388 5,627 16,733 35,615 520 .. •• •• •• 48,268 19 9 19,481 6 9 .. 07,543 6 2 35,113 S 443,676 3 5 .. 12 ' 2,684 Overseas Traffic. Overseas Traffic .. .. .. .. •• •• •• " ~ 1 \ m Totals .. .. "nr .01 irn 71111 -mi mm -tri 7.7 I -r —° 8»6 '-248.639 ,.7 fla .in41.110.391 12 10174,780 11 6152,671 11 697,283 15 62,685,577 17 891,492 14 llj«.312.198 3 11 580,526 5,106,896 1,248,639 2,793,104 Kaihu Section— TCatwtt Suction— HA ., „ 9rfi 9 c ls lfi o 32 17 1 165 6 9 4 16 5 1,201 8 10 41 15 5 3,965 1 2 34 1,363 11,394 1,221 Largaville. Dargaville .. .. 225 139 8,266 5,567 14,197 24 19 123 863 2 2o6 2,518 16 8 32 g t ! 2 1,604 11 10 J 10 o 2.155 16 2 19 123 863 2,256 Donnelly s Crossing. Donnelly's Crossing .. 13 5 781 754 1,553 .. 34 1,363 11,394 X ' 221 c ™ J j® 246 4 0 .. 384 0 0 38 19 0 Or. 156 15 11 .. .. •• •• Btnct °®=^ BUtrictOffice •• 234 234 .. .. •• •• •• Or. s.o 18 n » u .. 3 10 0 .. 3 10 0 .. •• •• •• Overseas Traffic. Overseas Traffic .. .. .. .. .. • • • • •. '' [J Totals .. .. "IS 9,047 6,555 15,984 U 53 1.486 12.257 3,477 1.937 0 6 279 1 1 868 8 2 389 17 7 2,748 9 8 44 U 5 6,267 11 5 53 Gisboknk Section— Gisbobne Sbotion— w „ „„„ „ _ 72 ]fi , 76 11 1 329 15 4 77 18 1 4,017 11 3 208 19 1 8,283 10 11 541 62,491 40,184 35,796 Gisborne. Gisborne .. .. 1,274 312 9,715 5,980 17,281 86 65 1,728 704 6,886 3,o, 16 1 -6 11 1 3. 11,309 13 10 1 14 2 12,507 19 0 144 5.421 2,781 12,600 Te Karaka. TeKaraka .. .. 227 141 1,505 614 2,487 67 1,170 71,942 1,628 34,353 298 8 9 60 12 7 834 1 » 779314 1 2 11 3 9 989 16 7 831 19,041 689 6,342 Motuhora Motuhor. .. .. 951 410 5,439 3,437 10,237 5 281 13,283 31,322 13,499 2,140 13 3 0 112 19 13 3 7 ' 0 0 3 ?6 !> U 6 Di*rict Office District. Office .. .. .. .. •• 573 573 .. .. •• •• "5" 55 4 8 .. 55 4 8.. .. •• 5 Overseas Traffic. Overseas Traffic .. .. .. •• •• •• •• •- •* " To** .. W K.W 10..0. 30,576 1«| l.W«) 80.W «,65.| M.7«f >.«> » • 767 . . !,276 !lj l.W. .1 2 1 23.173 lo] «« U 0 V.0U 3 » !.«. W..B 43.654 M .T« l-^..

27

D.—2.

STATEMENT No. 18—continued. Statement of Traffic and Revenue for each Station for the Year ended 31st March, 1930 —continued.

5—D. 2.

OUTWARD INWABD. e Number of Tickets. f stations. Number Pafflo Timber, , Tinihpr t-i. °* «nH Hundreds of Other Ordinary Season p , » Luggage, n , . Total Value Cattle Sheep Hundreds of Other Stations. First- First- Second- Second- Season Superficial Goods. Passengers. Tickets. Parcels, &c. Mails, &c. Goods. Miscellaneous. forwarded. * nd ». nd Superficial Goods class class class class Total. Tickets. ualve 11SS ' Feet. Calves. Pigs. K uooas. Single Return. Single. Return. ueec. South Island Main Lines and Branches— oOuth Island Main Lines T ,, 1x Number. Number. Tons. £ s . d. £ s. d. £ s. d. £ s. d. £ s. d. £ s. d. £ s. d. Number. Number. Tons. AND Branches— Lyttelton (whar - f) •• 27,068 23,947 34,561 85,119 170,695 13,609 2,085 44,213 51,944 365,783 12,849 14 9 4,078 7 9 3,701 9 3 107 15 11 147,543 19 816,398 12 10 184,680 0 2 1,409 12,132 14,271 282,260 Lyttelton. Heat'hcote .. .. 383 2,010 2,951 19,927 25,271 4,021 .. . !* 3,572 1,057 18 7 1,059' 4 11 3o'l6 11 8*12 4 2,'l85 16 10 2 4 4 13 11 " 6 " " 963 *6'444 Heat'hcote (Wharf) ' Woolston .. .. 158 207 1,980 6,033 8,378 2,897 12 30 13 4,119 365 8 8 470 14 1 130 6 6 4 0 7 2,280 13 5 7 4 1 3,258 7 4 33 348 3 126 12'809 Woolston' °P awa •• •• 380 652 2,784 6,100 9,916 4,905 .. .. .. 356 471 7 11 664 2 5 25 5 0 9 12 4 9 14 1 1 8 4 ,l|l8l 10 1 .. .. . 1 OpTwa Christchurch 11 aC J h l ng) •• •• 38,398 39,233 112,283 230,232 420,146 32,226 .. .. .. .. 86,937 8 10 7,370 4 10 13,373 4 0 5,961 13 8 Cr. 95 12 3 521 14 2 114,068 13 3 .. .. (Goods) •• .. .. .. .. 848 .. 11,028 104,545 .. .. .. .. 94,762 11 11 3,857 16 4 98,620 8 3 879 916 U9,969 364,407 "(Goods} Central Booking Office 8,895 6,398 6,553 13,953 35,799 337 .. .. .. .. 40,612 18 8 4,436 14 3 1,943 13 4 7 14 0 ft. 1 0 2 46 15 5 47,046 15 6 CeXal Booking office Addington .. .. 207 327 3,282 4,971 8,787 1,740 6,022 317,590 6,940 33,036 1,356 11 1 219 3 3 187 1 10 34 2 9 25,079 12 5 490 19 3 27,367 10 7 21,382 520,588 78,455 79,556 AddWton Riccarton .. .. i 86 84 1,033 1,289 ,2,592 306 1 .. 1,412 5,234 333 6 3 65 3 0 25 1 7 8 10 9 1,838 8 10 2 18 8 2! 273 9 1 3 .. 56,533 17,628 R? C cart on Papanui .. .. 52 8 126 2/846 3,018 6,518 2,058 76 .. 241 5,116 974 7 9 487 7 5 147 13 11 20 13 0 3,218 11 6 4 15 8 4,853 9 3 303 73 10 378 8 939 P a ™.m,i £ elfast . •• •• 50 187 2,442 5,497 8,176 339 627 7,466 314 24,198 540 5 6 206 5 10 107 3 6 8 6 0 12,832 5 4 23 12 11 13 717 19 1 1,098 635,982 6 457 9 878 Befw £ ala P 01 •• •• 185 254 4,137 6,769 11,345 431 636 13,206 251 27,155 1,661 1 4 375 19 9 260 6 6 40 5 9 11,512 11 3 43 4 5 13,893 9 0 523 221,615 3'297 13 540 Kangiora .. .. 697 744 8,944 16,156 26,541 634 1,531 47,065 1,184 26,268 4,262 10 2 800 19 2 294.14 3 68 17 10 11,569 18 2 67 11 4 17,064 10 11 1,218 21 268 11 474 12*684 Cuat 1 12 310 350 673 100 356 24,637 328 6,046 123 2 7 81 5 5 20 9 1 4 11 3 3,188 0 11 1 5 10 3,418 15 1 169 13,080 2i306 Cust East Oxford .. .. 6 10 274 1,492 1,782 10 629 49,964 .. 3,032 324 19 5 11 17 6 328 11 7 5 8 11 2,967 9 6 4 0 1 3,642 7 0 246 12,550 2,443 5,002 East Oxford ® eft ° n •• .. 43 111 1,136 1,151 2,441 96 521 10,992 .. 4,182 355 4 5 70 5 7 55 17 7 6 8 11 2,057 4 5 5 7 3 2,550 8 2 140 6,646 848 1 468 Sefton Amberley .. .. 354 u2 1,442 1,285 3,193 83 474 68,084 53 3,643 769 6 10 71 2 3 128 10 11 17 19 1 3,869 17 6 15 14 0 4,872 10 7 341 25,537 897 2'744 AmClev W>ipara •• •• 202 221 1,365 1,447 3,235 27 1,347 130,413 1 4,810 910 14 2 25 13 1 286 12 7 7 1 2 7,945 19 1 10 8 4 9,186 8 5 414 10,888 400 1*027 Wainara M,na •• •• 154 91 744 581 1,570 .. 1,257 70,631 45 2,107 849 11 11 .. 256 14 4 11 7 7 5,159 2 2 11 6 9 6,288 2 9 692 3,640 5|685 Mina Parnassus .. .. i, 382 117 1,003 451 2,953 15 720 71,036 1,236 1,119 2,331 3 1 17 12 4 297 0 8 18 12 9 5,832 4 10 32 18 8 8,529 12 4 216 6,709 1 322 2 982 Parnassus i; alka " •• •• 171 93 1,359 922 2,545 42 209 28,666 .. 4,520 757 17 10 60 3 6 94 16 6 13 3 2 3,549 10 6 6 4 8 4,481 16 2 91 4 534 1 608 3 925 "Z J™, den •• 162 40 1,307 1,230 2,739 27 652 77,370 34 6,124 755 4 6 26 17 0 188 7 3 13 13 5 6,823 7 9 5 3 9 7,812 13 8 265 15,105 Hawarden Culyerden .. .. 310 212 2,556 1,678 4,756 9 1,940 71,696 7 4,633 1,853 5 6 9 3 0 236 2 4 30 19 7 7,363 13 10 8 15 2 9,501 19 5 378 18 161 2 466 5 542 cXerden' Walau •• •• 148 38 963 606 1,755 4 655 58,432 114 1,657 797 15 1 3 8 8 103 1 5 13 10 6 4,753 6 6 4 16 11 5,675 19 1 601 7,724 Wtdau •• •• 51 138 924 1,797 2,910 78 1,892 4,038 44 58,123 645 12 7 50 8 0 18 13 4 3 16 11 21,387 17 7 9 10 11 22,115 19 4 2,231 19,939 3 438 61 721 Hornbv Prebbleton .... 4 6 539 1,311 1,860 105 65 778 .. 5,427 150 0 1 87 13 9 8 1 10 0 17 5 1,615 9 1 0 10 0 1 862 12 2 114 626 12 827 Prehbleton Lincoln .. .. i 8 5 808 988 lj8 19 68 1,091 53,564 49 10,509 298 0 3 68 11 10 136 17 4 4 17 6 4,512 17 4 10 0 10 5,031 5 1 260 7 747 745 6 051 lin.,1, Springston .. .. 3 6 j 8 i 2 08 398 32 594 39,229 .. 11,340 51 9 1 31 3 9 24 19 9 1 4 9 4,868 4 6 1 9 9 4,978 11 7 77 2,419 272 M06 Snrincston Leeston •• •• 45 102 425 1,562 2,134 86 588 32,398 4 8,411 576 12 9 80 0 0 533 4 10 5 19 9 4,861 1 7 7 14 7 6,064 13 6 580 34,520 2,600 Weston Southbridge .. .. 74 181 1,269 2,120 3,644 23 703 33,821 .. 12,523 659 11 6 19 7 6 438 10 0 5 6 11 6,644 19 7 3 6 10 7,771 2 4 178 16,916 774 2 304 Southbridge Little River .. .. 12 16 2,371 2,839 5,238 76 3,262 146,889 .. 4,919 1,907 14 11 86 6 7 413 5 9 9 14 8 5,764 5 8 38 12 0 8,219 19 7 1,999 30 462 1 733 3 357 Little River' Islington .. .. U1 1 68 2 ,035 3,872 6,186 85 97 6,588 317 24,114 583 3 2 67 13 11 82 16 3 5 17 2 10,700 13 5 30 7 6 11,470 11 5 1,084 439 429 6 642 14*422 TsWtnr Rolleston .. .. 98 2 81 1,761 2,553 4,693 7 570 43,704 77 8,010 884 16 0 10 3 4 51 13 11 10 7 8 4,156 2 10 7 0 4 5 120 4 1 1 019 13 118 '265 3*721 Roufston Kjrwee •• •• 26 20 479 421 946 29 127 30,812 527 4,845 222 19 5 27 5 0 29 10 4 5 6 2 2,613 17 7 1 16 1 2,900 14 7 50 410 2',379 Kirwee ® ar . fiel t d •• •• 136 225 1,205 830 2,396 53 275 59,651 604 11,564 782 3 4 46 7 6 107 1 7 13 3 3 6,471 15 11 9 6 11 7,429 18 6 187 10 921 1 124 2 377 rwrfield •• 5 5 31 864 905 75 472 41,748 108 11,394 132 19 5 67 5 0 102 5 7 1 0 8 6,785 11 4 21 6 9 7,110 8 9 193 9 880 l'si8 4'610 Coakate Sheffield .. .. 37 39 528 573 1,177 15 595 25,756 .. 4,039 359 15 6 38 0 0 192 3 0 6 1 8 2,641 13 4 4 8 6 3,242 2 0 93 8 406! 407 2 117 Sheffield bpringfieid .. .. 803 357 3,023 2,165 6,348 43 393 14,469 203 2,530 1,668 8 6 35 12 6 171 16 5 34 12 10 4,010 19 5 28 19 6 5,950 9 2 92 6 201 397 2'819 S^inXld Arthurs Pass .. .. i 83 58 576 716 1,533 .. 3 252 .. 171 367 13 9 .. 20 2 6 13 1 5 180 15 5 2 17 5 584 10 6 99 3>26 342 526 Sur's Pass. ° tira •• •• 679 311 5,299 3,952 10,241 43 404 6,523 74,557 1,807 2,361 11 0 44 3 11 241 19 9 15 18 11 23,200 5 11 15 11 10 25,879 11 4 141 396 641 4 455 Otira ™ oana , •• •• 52 64 1,365 853 2,334 28 390 1,269 103,955 2,506 846 4 11 20 7 0 294 3 5 5 17 1 20,373 8 0 8 10 2 21,548 10 7 173 2,680 84 4'o56 Moan'a Stillwater .. .. 385 2 94 5,893 6,044 12,616 224 42 26 58,150 150,853 2,042 7 6 165 4 1 138 3 3 15 18 3 44,558 1 3 6 14 4 46,926 8 8 70 51 1 849 7'o37 Stillwater Ngahere .. .. i 85 j 77 2 ,682 1,964 5,008 92 1,421 9,159 77,583 3,078 816 5 2 47 12 9 207 2 8 13 16 7 16,161 7 11 1 15 2 17,248 0 3 573 4 240 'l27 l'837 N^here Blackball .. .. 39 124 2,208 3,207 5,578 156 .. .. 51 79,408 869 4 7 166 1 1 49 15 8 5 7 8 29,069 9 lj 6 2 1 30,166 0 2 3 .. 146 1>05 Blackball. Ikamatua .. .. i 52 206 1,305 1,010 2,673 74 650 4,369 37,277 4,743 826 6 7 59 10 0 198 11 3 8 2 3 9,718 18 4 6 17 1 10,818 5 6 290 2,506 922 4 952 Tkamatua xCeefton .. .. 1,555 577 6,535 3,317 u , 98 4 80 942 6 ,871 30,379 30,930 5,161 8 11 91 16 11 278 12 1 72 2 6 29,153 7 11 376 6 2 35,133 14 6 968 1 397 2 181 3*929 ' Reeftnn Inangahua .. .. 2 3 117 78 200 .. 94 6,222 H.029 103 39 6 8 .. 19 14 9 1 3 7 857 11 4 5 13 4 923 9 8 472 '221 ' 3 43 917 fnanaahua Greymouth .. 5,375 2,960 53,437 35,121 96,893 2,929 737 1,327 19,928 13,437 19,683 0 1 1,178 7 11 2,119 13 2 483 2 2 16,518 11 518,213 15 9 48,196 10 6 1,944 6,290 11 006 26 319 Orevmouth < Wharf > •' 1 3 392 3 ' 200 •• •• •• 3 > 239 3 1 {• 3, 2 39 3 1 5 .. 417!812 .WIS y , (Wharf). Runanga .... 9 5 11,604 12,524 24,142 2,973 16 243 321 114,857 1,264 4 1 809 8 3 19 10 5 6 2 4 57,120 13 11 30 4 5 59,250 3 5 100 253 776 3 015 Runanea £ ewanul 972 2,826 3,798 12,647 13 .. 50 147,509 278 10 2 2,228 12 6 2 17 1 0 4 2 44.996 11 11 433 12 6 47,940 8 4 28 1 900 3'824 Rewanui' Kumara .. .. 274 229 1,771 1,193 3,467 26 609 4,079 173,982 2,171 679 4 8 30 1 0 63 16 0 9 11 8 21,569 18 2 4 10 5 22,357 1 11 131 1,308 232 3*513 Kumara " oklt,ka •• •• 2,012 1,050 9,532 9,109 21,703 153 228 2,700 149,198 2,719 7,168 1 3 176 19 11 587 16 11 102 10 1 33,733 1 8 227 11 11 41,996 1 9 654 2,888 1 308 12 002 HnWtika Koss •• •• 124 91 2,445 5,028 7,688 28 1,109 16,422 58,018 3,313 933 7 8 25 13 5 131 19 8 8 10 6 19,171 0 10 13 0 10 20,283 12 11 367 1,716 '558 3|223| Ross Dunsandel .. .. 93 122 2,121 4,253 6,589 78 531 50,103 4 8,087 1,292 15 11 77 10 3 95 15 8 16 4 4 5,215 5 11 4 18 2 6,702 10 3 440 33 151 563 3 069 TWandel £ akala •• •• 321 466 3,560 4,926 9,273 306 669 131,378 9,936 30,465 2,679 7 9 290 17 6 262 5 11 41 1 8 22,175 19 1 24 12 8 25,474 4 7 334 46 249 1 401 4 671 P?v„;„ Methven .. .. 7 14 2 ,080 2,153 4,254 35 1,300 101,731 2 10,049 1,170 18 11 36 14 5 73 16 11 16 4 9 10,907 18 10 28 16 7 12,234 10 5 489 40'407 3*395 10 052 Mefhven A •• •• 26 31 925 1,676 2,658 54 1,431 51,944 l' 803 1 ] > 686 458 11 1 40 12 5 55 6 2 3 18 2 13,096 4 3l 1 6 6: 13,655 18 7. 466 83*454 16 1 402 rwl^v Ashburton .. .. 2,417 1,731 16,482 21,193 41,823 527 1,203 3,172 1,112 27,155 13,937 17 5 573 4 3 804 11 5 306 10 5 20,338 1 0 306 16 1 36,267 0 7 1,500 17,459 30,Zl Ashtorton. TinwiU .. .. 17 23 1,694 i,i 8 4 2 ,918 194 573 102,612 4,875 13,518 204 18 9 146 10 9 92 1 11 3 1 7 11,719 9 10 « 0 2 12,171 3 0 231 57 576 62 S lfJ t; m ' Mount Somers .. 3 1 26 462" 588 1,107 68 243 13,107 .. 2,604 240 15 4 51 0 0 164 2 0 7 8 2 1,866 10 3 1 12 5 2,331 8 2 283 8[293 696 5[494 M™ nt Somers. ' I 5 ind ? •• •• 47 58 1,170 1,793 3,068 109 407 89,544 4,376 12,466" 505 19 7 91 10 0 56 3 4 9 8 3 10,676 19 5 2 4 6 11,342 5 1 343 21,667 623 3 656 HI a Rangitata .. .. 32 35 761 990 1,818 41 49 18,813 1,637 3,383 344 1 0 34 5 0 28 14 11 4 5 11 2,400 15 7 0 13 8 2,812 16 1 60 5 941 724 l'707 f Oran .. .. 448 178 2,023 2,336 4,985 55 496 08,5«O .672 3,417 1,967 6 7 46 5 3 131 16 9 46 3 3 3,964 19 1 It 18 3 6,172 9 2 356 10,478 1 552 5*004 n" Winchester .. .. 78 81 1,079 1,322 2,560 65 679 2,901 1 5,780 381 9 8 54 3 0 29 8 9 5 9 10 2,541 2 6 18 9 9 3,030 3 6 272 2 563 *237 3*685 Whichester Temuka •• •• 682 346 5,765 6,044 12,837 48 1,092 23,832 173 8,742 4,047 17 0 68 15 7 587 11 10 79 4 6 5,042 10 8 26 5 8 9,852 "5 3 837 14!595 4,050 10 >29 Temuka Washdyke .... 8 3 571 916 1,498 78 924 15,857 2 15,876 254 9 8 61 8 4 29 17 7 2 0 2 6,917 7 7 21 17 5 7,287 0 9 1,387 227,358 799 7 176 Washdvke P easant Point .. 93 58 1,661 1,467 3,279 77 205 65,926; 2 7,201 613 2 4 65 17 2 59 10 5 12 6 9 4,586 10 6 » 11 5 5,346 18 7 493 21,970 589 4 184 Pleasant Point " •• 34 27 996 722 1,779 50 188 40,350 20 4,982 441 10 9 43 15 0 29 4 6 6 16 6 3,593 13 5 1 19 3 4,116 19 5 90 1,112 863 3 000 Ahurv Falrl,e •• •• 182 52 2,253 1,848 4,335 25 443 44,642j 13 2,984 1,239 17 0 53 2 6 241 3 5 22 3 11 3,998 16 3 16 1 5 5,565 4 6 426 4,032 2,809 6 >7 Fairlie.' TimarU " 6,494 3,608 27,340 24,980 61,422 765 340 12,881 4 - 400 79,684 26,805 0 11 411 7 6 1,889 14 11 701 7 1 45,588 11 1 4,054 1 1 79,450 2 7 795 251,431 29 105 161 230 Timaru ,, (Wharf) .. .. .. .. .. .. .. 45,152 .. .. .. .. 7,327 15 6 7,327 15 6 .. .. 44!e67 (Wharf) S , t "A n .^ ews •• •• 71 77 2,058 1,381 3,587 136 598 15,553 .. 14,343 544 18 6 115 5 0 43 18 9 8 8 2 5,118 1 7 S 10 10 5,834 2 10 461 81,880 969 7 124 St "Andrews Makikihi .. .. 37 13 541 559 1,150 54 194 30,986 .. 3,468 207 14 4 41 17 6 32 11 1 3 8 4 1,947 3 1 f> 16 8 2,233 10 0 128 6,599 834 2 483 M.lHlHhi Studholme .. .. 343 256 1,977 1,793 4,369 62 977 42,888 12 6,489 1,138 16 6 56 6 4 65 17 2 24 12. 6 4,588 14 3 5 4 8 5,879 11 5 342 16,989 92 1>88 Studholme. Waimate .. .. 926 345 5,289 4,319 10,879 142 530 65,265 97 6,963 3,999 4 7 98 16 0 667 9 10 103 0 3 7,371 12 9 5? 13 1 12,297 16 6 385 6,620 6 263 13 201 Waimate Morven .. .. 79 40 607 1,086 1,812 79 112 63,1421 ><( 5,908 398 5 1 66 0 0 31 8 1 5 10 5 4,625 1 10 4 6 1 5,130 11 6 57 4 240 625 2*406 Morven ' Glenavy .. .. 40 33 793 755 1,621 71 191 16,644 .. 1,949 353 0 4 73 6 3 83 4 8 6 13 2 1,430 0 4 2 10 1 1,948 14 10 83 2 598 735 3*847 GlenaW Pukeun Junction .. 10 14 885 406 1,315 47 451 32,144 .. 11,779 91 13 4 40 12 6 86 18 8 1 18 3 8,146 9 5 5 8 2 8,373 0 4 408 171,670 261 6*217 Pukeuri Junction Duntroon .. .. 15 3 446 375 839 68 406 35,225 163 2,393 227 7 11 59 2 0 51 17 8 3 11 5 2,774 15 10 1 1 9 3,117 16 7 115 4,022 734 2,921 Duntroon. K" row •• .. 119 73 2,608 2,631 5,431 40 249 46,472 94 2,831 1,746 6 6 36 10 0 158 19 5 17 11 0 5,060 19 9 8 17 1 7,029 3 9 280 3 033 20 054 9 155 Kurow 0» maru •• •• 2,802 1,533 19,910 14,654 38,899 262 731 21,343 S, 110 20,555 16,851 10 5 222 15 4 1,138 1 1 512 14 1 13,178 17 3 1,313 1 3 33,216 19 6 987 7,502 16*394 49'l34 Oamaru. Breakwater .. .. .. .. .. .. .. .. .. .. 213 8,488 .. .. .. .. 2,403 12 0 .. 2,403 12 0 60 125 20>68 Breakwater. Waiareka Junction .. 4 23 315 207 549 2 521 35,116 .. 11,475 87 14 9 2 5 0 42 11 6 0 18 11 7,634 5 2 46 2 0 7,813 17 4 384 17,996 138 3,914 Waiareka Junction Ngapara .. .. 2 .. 157, 17 176 .. 94 6,244 11,107 30 12 1 .. 19 5 3 0 9 6 3,461 5 9 0 13 5 3,512 6 0 180 5,949 1,091 8,237 Ngapara. Maheno .. .. 31 41 2,061 900 3,033 85 2,244 36,307 8 5,687 448 14 2 72 18 7 583 5 11 7 16 8 4,637 7 0 6 2 10 5,756 5 2 270 10 605 1 174 10 708 Maheno Hampden .. .. 113 154 1,120 684 2,071 42 830 23,987 „ 2,410 592 6 7 56 8 9 217 7 0 15 16 0 3,426 0 0 19 14 10 4,327 13 2 530 5!o37 *720 6*683 Hampden Palmerston .. .. 820 512 8,813 7,579 17,724 125 891 61,888 79 9,695 3,953 12 8 97 6 3 600 16 4 48 17 7 8,017 9 0 86 15 9 12,804 17 7 866 3 935 1 893 7*221 PalmMsto'n Makaraeo .. .. .. .. .. 140 „ 22,258 .. .. .. .. 9,284 1 3 .. 9,284 1 3 7 .. 'l47 Makaraeo. ' Waikouaita .. .. 152 199 1,902 1,511 3,764 105 1,159 27,643 31 1,060 1,045 7 2 133 4 5 175 17 1 13 14 0 2,322 1 10 10 1 3 3,700 5 9 956 3,803 1,225 4,084 Waikouaiti. Seaclifl .. .. 375 411 3,792 3,315 7,893 696 385 2,986 57 622 1,146 18 7 274 3 6 116 8 10 6 4 5 722 14 0 3 9 0 2,269 18 4 356 3 662 1 181 7 947 Seacliff Waitati .. .. j 166 370 2,011 3,948 6,495 124 178 2,151 352 1,117 618 9 5 105 11 5 99 2 10 5 7 5 548 19 2 1 19 81 1 379 9 11 157 1*554 '586 2'08<I Waitati' Port Chalmers Upper .. 67 348 953 3,753 5,121 112 179 1,908 .. 27 801 6 9 36 4 1 81 3 6 10 13 5 111 6 0 0 10 2 1,041 3 11 9 * 429 ' 17 Port Chalmers UnDer Sawyer's Bay .. .. 202 984 4,559 13,242 18,987 5,062 197 581 ,. 2,747 1,019 9 3 1,163 16 2 16 8 3 5 1 8 1,065 9 6 1 3 0 3,271 7 10 97 607 28 3 734 Sawyer's Bav Port Chalmers .. 1,367 5,959 10,128 41,935 59,389 12,083 16 94 127 81,768 4,160 4 2 3,693 11 9 246 12 5 25 14 6 20,997 6 10 2,037 6 7 31,160 16 3 29 288 6 865 55*097 Port Chalmers

D.—2

28

STATEMENT NO. 18-continued. Statement of Traffic and Revenue for each Station for the Year ended 31st March, 1930—continued.

OUTWARD. INWABD. Number of Tickets. j j 1 Stations. Number n . tt . ah ..„ Timber, I flottin csv,„ n Timber, Stations. of Hundreds of Other Ordinary Season s „ Luggage, ~ - viio».nii.n»r»ii.i Total Value - S p Hundreds of Other First- First- Second- Second- Season pjlSj Superficial Goods. Passengers. Tickets. Parcels, &c. Mails, &c. Goods. i scellaneous. forwarded. TaivpR Pics Superficial Goods. class class class class Total. Tickets. Lalvea - ±lg8 ' Feet. i waives. rigs. Peet Single. Keturn. Single. : Heturn. I I 1 I I . South Island Main Lines South Island Main Lines and Branches contd. Number. Number. Tons . £ s. d. £ s. d. £ a. d. £ s. d. £ s. d. £ s. d. £ s. d. Number. Number. Tons AND Branches—tontd. Burke's .. .. 209 814 1,330 5,607 7,960 2,353 1 .. .. .. 324 0 2 709 15 2 5 5 9 1 19 5 0 17 11 0 10 o| 1,042 8 5 1 .. .. 12 Burke's. Ravensboume .. .. 1,040 2,953 4,855 16,092 24,940 6,275 .. .. 30 162 769 16 10 1,653 3 2 17 6 11 6 0 2 30 7 2 0 17 3 1 2,477 11 6 .. .. 1,547 6,804 Ravensbourne. Dunedin (Coaching) .. 21,90? 30,472 100,102 218,013 370,494 18,742 .. .. .. .. 112,373 1 7 10,796 5 8 15,582 10 0 3,617 19 8 Cr. 130 10 8 545 16 6 142,785 2 9.. .. .. .. Dunedin (Coaching). (Goods) .. .. .. .. 1,141 361 22,873 125,846 .. .. .. .. 164,637 4 0 1,471 6 10 166,108 10 10 1,244 2,123 130,351 258,647 „ (Goods). Caversham .. .. 371 493 5,455 8,228 14,547 2,993 .. .. 65 441 1,591 11 4 407 10 8 83 9 4 19 10 9 485 11 3 5 7 0 2,593 0 4 .. .. 3,883 9,342 Caversham. Burnside .. .. 326 554 6,923 7,438 15,241 5,257 2,810 40,022 188 56,221 503 17 9 880 4 6 196 4 3 4 5 8 39,772 16 10 68 10 6 41,425 19 6 16,840 497,695 3,850 101,483 Burnside. Green Island .. .. 527 1,248 4,640 14,141 20,556 5,423 1 .. .. 32,300 1,095 4 5 1,505 9 4 29 6 0 7 9 0 5,932 10 9 8 19 10 8,578 19 4 6 1 588 17,950 Green Island. Abbotsford .. .. 173 1,278 3,811 13,896 19,158 7,067 .. .. .. 9,365 984 3 6 1,517 1 4 19 18 0 8 8 7 1,754 9 5 25 1 5 4,309 2 3.. .. 334 2,061 Abbotsford. Wingatui .. .. 173 587 3,170 10,823 14,753 1,869 972 21,124 .. " 10,830 1,457 1 7 538 7 6 74 8 5 11 1 2 5,960 11 11 4 15 3 8,046 5 10 844 2,052 171 1,652 Wingatui. Middlemarch .. .. 274 129 1,073 485 1,961 5 808 64,804 42 2,462 846 19 9 5 5 0 535 17 1 9 4 9 6,397 17 6 13 19 7 7,809 3 8 414 9,500 1,572 3,346 Middlemarch. Waipiata .. .. 214 84 1,053 419 1,770 .. 367 35,402 22 980 908 7 0 .. 114 6 1 10 15 11 3,544 6 0 3 17 5 4,581 12 5 222 4,735 2,344 4,529 Waipiata. Ranfurly .. .. 457 163 1,456 805 2,881 14 266 49,204 90 2,870 1,638 18 9 8 11 8 349 9 5 17 6 11 5,827 4 9 31 4 10 7,872 16 4 262 1,843 2,897 4,290 Ranfurly. Oturehua .. .. 107 32 510 214 863 16 569 69,666 .. 2,718 472 11 3 15 2 5 171 6 6 4 9 0 8,094 2 2 19 6 6 8,776 17 10 57 9,100 1,009 1,848 Oturehua. Omakau .. .. 258 86 1,268 502 2,114 .. 546 52,240 6 1,455 1,238 13 11 .. 338 9 5 9 0 2 6,292 1 6 12 4 10 7,890 9 10 276 7,128 4,594 4,472 Omakau. Alexandra .. .. 300 107 1,433 448 2,288 13 57 7,978 37 1,907 1,417 16 - 6 69 7 7 246 18 11 14 0 10 3,430 4 0 26 11 9 5,204 19 7 273 4,023 3,074 4,913 Alexandra. Clyde .. .. 165 60 809 329 1,363 70 20 4,716 62 854 596 16 0 61 10 0 146 13 9 6 17 8 1,615 6 7 7 2 6 2,434 6 6 17 1,069 1,081 1,490 Clyde. Cromwell .. .. 531 130 2,213 929 3,803 .. 629 31,721 13 5,880 2,889 5 11 1 13 0 508 10 3 23 0 9 10,627 2 1 29 15 2 14,079 7 2 117 6,118 4,363 6,925 Cromwell. Mosgiel .. .. 741 2,381 9,682 35,645 48,449 8,758 687 10,937 31 29,448 5,161 5 3 2,696 4 3 269 12 11 113 8 4 4,705 2 2 190 1 7 15,135 14 6 795 5,045 1,149 2,047 Mosgiel. Outram .. .. 9 17 2,877 1,036 3,939 296 286 8,484 .. 9,144 448 4 9 161 17 3 73 7 4 3 9 2 2,480 9 7 3 17 11 3,171 6 0 292 2,527 1,732 8,635 Outram. Allanton .. .. 75 311 2,594 2,743 5,723 63 1,152 19,790 .. 3,019 729 9 5 43 8 2 313 3 0 5 5 1 2,639 6 10 4 5 7 3,734 18 1 1,593 7,532 1,621 17,927 Allanton. Milburn .. .. 16 68 690 475 1,249 33 199 16,341 12 60,636 273 8 9 11 8 6 37 7 7 2 10 8 19,316 7 5 295 16 9 19,936 19 8 195 2,728 582 27,296 Milburn. Milton .. .. 736 664 5,678 6,523 13,601 77 628 36,644 352 13,608 4,312 18 2 116 2 10 560 14 0 57 9 4 8,079 1 3 245 19 9 13,372 5 4 517 11,267 1,801 10,530 Milton. Waitahuna .. .. 38 25 458 865 1,386 28 282 19,629 124 446 346 11 3 29 17 4 97 13 9 5 5 10 1,220 9 3 5 11 5 1,705 8 10 75 2,983 673 4,120 Waitahuna. Lawrence .. .. 360 365 2,834 2,512 6,071 5 404 22,629 41 1,493 1,700 1 3 3 15 0 334 14 11 31 6 8 2,719 18 3 27 6 7 4,817 2 8 138 2,984 565 3,939 Lawrence. Miller's Flat .. .. 67 31 591 427 1,116 .. 155 19,032 9 2,237 406 3 9 .. 85 8 0 9 7 7 3,958 4 9 2 6 10 4,461 10 11 167 1,210 2,821 3,052 Miller's Flat. Roxburgh .. .. 137 82 914 887 2,020 1 13 6,861 .. 3,393 908 9 3 1 8 3 88 19 9 12 8 4 5,485 19 2 4 10 11 6,501 15 8 20 103 5,042 2,388 Roxburgh. Lovell's Flat .. .. 33 223 496 700 1,452 114 122 14,343 101 23,213 237 11 9 58 15 6 28 8 3 2 4 5 10,491 17 9 252 4 3 11,071 1 11 62 2,289 273 3,351 Lovell's Flat, Stirling .. .. 116 149 2,968 2,421 5,654 127 3,940 10,900 .. 81,710 1,216 9 9 164 6 1 125 14 8 11 10 6 43,753 5 9 1,071 18 4 46,343 5 1 2,181 2,388 1,325 4,358 Stirling. Balclutha .. .. 1,255 895 10,841 8,497 21,488 121 2,008 81,133 1,281 29,185 8,286 8 6 230 15 2 917 8 6 132 1 5 19,631 13 4 168 12 6 29,366 19 5 1,038 44,010 4,915 13,061 Balclutha. Owaka .. .. 187 96 2,196 1,560 4,039 16 586 38,907 50,725 6,649 1,402 14 8 17 3 3 282 17 10 22 11 2 17,293 16 10 16 12 1 19,135 15 10 1,170 142,263 3,275 15,781 Owaka. Tahakopa .. .. 109 32 2,890 3,622 6,653 12 61 2,776 27,050 1,651 812 8 11 17 4 10 170 3 3 4 13 6 7,289 5 8 71 15 10 8,365 12 0 198 3,587 131 4,801 Tahakopa. Waiwera .. .. 35 42 788 688 1,553 4 413 22,328 15 1,013 405 11 5 6 3 4 337 12 1 5 7 0 1,999 15 3 9 8 3 2,763 17 4 78 3,692 673 13,424 Waiwera. Clinton .. .. 208 277 4,286! 4,980 9,751 48 358 37,941 .. 2,099 2,496 17 9 51 9 10 98 3 3 16 9 3 3,464 4 11 26 17 6 6,154 2 6 218 4,568 965 6,164 Clinton. Waipahi .. .. 117 256 1,146, 1,541 3,060 25 1,197 86,860 2 5,272 801 11 8 22 19 4 200 16 11 11 9 5 7,242 8 7 15 3 0 8,294 8 11 543 4,266 3,167 21,948 Waipahi. Tapanui .. .. 65 48 1,170 1,010 2,293 l' 238 17,243 5 802 1,022 1 5 6 10 9 79 11 7 14 4 5 2,103 8 1 10 11 6 3,236 7 9 185 965 1,523 5,545 Tapanui. Kelso.. .. .. 10 10 596 486 1,102 9 292 23,507 .. 2,469 332 18 4 7 12 6 34 9 1 5 8 1 2,751 9 7 11 5 6 3,143 3 1 81 2,854 851 3,722 Kelso. Heriot .. .. 49 30 1,767 1,133 2,979 33 633 67,286 8 1,620 1,056 9 5 24 5 10 123 15 1 16 5 5 6,292 9 10 24 9 1 7,537 14 8 289 2,451 2,076 7,753 Heriot. Gore .. .. .. 1,998 1,390 20,092 15,483 38,963 622 1,689 101,235 1,899 26,377 14,728 4 9 545 6 4 1,342 7 4 217 18 11 19,174 16 7 158 19 6 36,167 13 5 1,441 7,878 12,648 36,857 Gore. Riversdale .. .. 54 39 1,665 1,909 3,667 113 904 102,621 15 5,949 720 14 11 94 3 6 142 3 1 11 11 5 10,050 8 0 35 13 11 11,054 14 10 281 6,467 4,094 19,364 Riversdale. Mataura .. .. 214 182 5,908 7,037 13,341 409 488 16,721 1,650 14,167 3,125 13 4 229 10 6 153 0 0 27 14 2 16,180 11 0 41 2 8 19,757 11 8 4,615 102,412 1,758 16,578 Mataura. Edendale .. .. 278 253 3,655 4,792 8,978 152 2,186 38,394 6 4,479 3,272 7 2 152 5 6 117 14 10 30 17 4 7,115 14 8 65 6 2 10,754 5 8 772 17,098 1,322 15,498 Edendale. Wyndham .. .. 84 106 2,039 2,334 4,563 33 1,269 24,819 2 2,716 920 13 11 32 15 7 135 8 10 11 5 10 4,604 16 10 6 14 6 5,771 15 6 444 4,249 1,909 11,004 Wyndham. Woodlands .. .. 51 67 2,636 2,454 5,208 85 1,641 38,633 51 3,580 1,115 6 5 75 1 2 74 4 2 12 13 5 4,143 8 5 6 11 9 5,427 5 4 320 14,048 1,500 14,408 Woodlands. Invercargill (Coaching) .. 6,291 7,178 44,048 66,386 123,903 5,849 .. .. .. 46,791 17 7 3,669 6 10 3,626 15 4 878 17 8 Cr. <0 14 2 174 10 1 55,100 13 4 .. .. Invercargill (Coaching). (Goods) .. .. .. .. .. .. .. 6,520 58,433 36,269 59,751 .. .. .. .. 50,5114 7 4 1,073 4 7 51,607 11 11 3,940 28,335 42,147 166,338 „ (Goods). Waimahaka .. .. 2 7 3,193 3,959 7,161 84 1,760 32,432 38,225 3,312 349 8 9 65 1 4 283 18 8 0 17 2 11,911 12 11 9 18 0 12,620.16 10 786 11,011 1,280 23,141 Waimahaka. Bluff .. .. 725 1,668 6,598 15,198 24,189 1,472 94 69 9,493 136,350 3,602 10 0 1,045 16 7 400 18 0 34 18 7 58,836 6 7 5,724 8 10 69,664 18 7 527 241,299 59,850 68,659 Bluff. „ (Wharf) .. .. .. .. .. .. .. .. 7,732 .. .. .. .. 982 17 9 .. 922 17 9 .. .. 26,773 „ (Wharf). Makarewa .. .. 31 67 2,398 899 3,395 470 5,681 52,071 2,052 28,342 269 5 5 167 14 10 87 16 11 3 5 5 13,504 0 11 12 4 2 14,044 7 8 2,134 145,018 ' 1,944 10,346 Makarewa. Thornbury .. .. 50 133 1,150 978 2,311 133 417 42,978 8,002 2,587 306 14 il 106 5 1 28 16 1 2 18 3 4,002 5 7 3 8 10 4,450 8 9 217 5,305 1,703 9,012 Thornbury. Riverton .. .. 363 430 4,270 2,057 7,120 211 494 10,219 31,174 3,911 1,442 2 9 209 11 2 224 7 11 13 18 3 9,150 3 11 14 1 9 11,054 5 9 332 3,445 1,834 9,096 Riverton. Orepuki .. .. 112 132 3,836 2,833 6,913 118 289 14,821 32,820 4,226 1,121 40 93 54 80 61 570 10,754 7 0 6 4 31 12,060 13 8 242 5,269 88 3,732 Orepuki. Tuatapere .. .. 177 123 5,254 4,255 9,809 58 480 31,424 53,291 7,889 1,539 11 4 47 0 0 282 13 1 7 0 4 20,244 ) 5 8 5 3 7 22,126 4 0 474 5,073 51 4,790 Tuatapere. Otautau .. .. 114 80 1,343 1,597 3,134 229 701 50,848 12,545 8,128 686 7 7 151 16 9 100 19 10 4 6 7 6,419 13 4 7 6 si 7,370 10 9 281 5,519 119 9,053 Otautau. Wairio .. .. 100 159 1,645 2,709 4,613 112 238 8,841 216,177 861 10 5 89 5 0 74 12 8 2 9 8 148,356 10 11 2,970 8 11 152,354 16 11 248 1,421 2,769 13,769 Wairio. Winton .. .. 209 150 3,470 3,678 7,507 273 1,676 159,832 23,920 61,534 1,376 1 9 223 13 10 431 19 5 12 16 3 33,230 11 7 33 2 8 35,298 5 6 1,043 21,535 1,784 16,148 Winton. Lumsden .. .. 547 358 6,562 4,503 11,970 248 1,442 61,084 2,145 11,772 2,420 11 3 222 2 7 499 10 8 39 8 0 9,836 6 11 13 8 9j 13,021 8 2 574 13,405 3,534 19,444 Lumsden. Kingston .. .. 306 112 2,212 1,038 3,668 3 113 2,800 22 345 1,209 8 11 1 10 0 21 11 3 12 17 1 547 16 0 0 18 7 1,794 1 10 125 2,280 912 3,013 Kingston. Through Traffic (Lake .. .. .. .. .. .. 15 7,942 854 2,119 .. .. .. .. 3,662 14 9 .. 3,662 14 9 150 604 2,966 5,707 Through Traffic (Lake Wakatipu Wakatipu). Chief Aooountant .. 6,360 4,852 5,760 22,625 39,597 311 .. •• .. 45,303 3 2 19,403 8 8 .. 44,481 1 11 2,258 13 2 25,912 7 10 137,358 14 9 .. .. • .. .. Chief Accountant. Overseas Traffic .... .. .. .. .. .. 251 167 2 2,748 .. .. .. .. 17,165 7 0 .. 17,165 7 0 251 167 2 2,748 Overseas Traffic. 1 _ _ —— Totals .. 159,729 163,849 782,7401,245,587! 2,351,9051176,975110,076 4,887,660 1,251,940 3,065,381 602,190 1 1 83,430 7 9 68,887 17 159,471 3 11 2,026,065 15 6 80,262 12 112,920,307 18 3 110,076 4,887,660 1,251,940 3,065,381 Totals. 4 ' Westport Section — Westport Section— Westport .. .. 144 153 6,097 6,907 13,301 243 128 820 745 10,783 2,802 9 5 124 13 2 188 12 5 16 5 0 13,579 14 11 7,713 2 8 24,424 17 7 42 300 11,463 638,210 Westport. Waimangaroa Junction .. 1 5 2,339 3 052 5,397 128 26 .. 12,350 230,535 363 5 5 48 8 3 125 17 7 1 17 6 35,397 19 0 22 11 4 35,959 19 1 1 2,542 6,682 Waimangaroa Junction. Granity .. .. 11 30 5,802 6,859 12,702 213 17 300 3,016 411,842 1,470 0 8 152,17 5 142 0 6 3 2 0 74,518 17 3 2 2 11 76,289 0 9 128 820 2,106 8,268 Granity. District Office .. .. ... .. .. 416 416 2 .. .. •• .. Cr. 1,889 7 1 426 1 1 .. 640 0 0 4 0 0 2,197 5 0 1,377 19 0 .. .. .. District Office. Totals .. 156 188 14,238 17,234 31,816 586 171 1,120 16,111 653,160 2,746 8 5 751 19 11 456 10 6 661 4 6 123,500 11 2 9,935 1 11 138,051 16 5 171 1,120 16,111 653,160 Totals. Nelson Section— Nelson Section— Port Nelson .. .. .. .. .. .. .. .. .. .. 5,147 .. .. .. .. 307 11 10 .. 367 11 10 .. .. 290 Port Nelson. Nelson .. .. 369 327 9 183 13 866 23 745 581 28 139 2,738 9,777 3,669 12 0 589 0 10 522 18 2 54 19 0 7,385 14 9 83 7 9 12,305 12 6 641 15,095 3,895 16,708 Nelson. Wakefield .. .. 129 35 3,465 3 724 7 353 125 356 6,899 378 7,056 607 11 1 40 4 7 88 3 8 9 0 8 2,647 16 5 3 16 5 3,396 12 10 55 177 365 5,292 Wakefield. Kohatu .. .. 33 39 771 '296 1,139 1 358 8,261 2,624 4,922 196 9 6 6 16 8 224 15 8 3 12 7 2,355 7 8 1 2 3 2,788 4 4 53 686 1,307 1,352 Kohatu. Glenhope .. .. 95 44 2,161 2,288 4,588 .. 314 7,923 1,365 1,090 889 17 3 .. 29 19 5 5 8 7 1,673 13 5 132 7 11 2,731 6 7 307 7,264 1,538 4,350 Glenhope. District Offioe .. 585 685 1 .. .. .. Cr. 181 2 7 662 12 0 .. 1,024 0 0 Cr. 103 9 1 2,446 19 3 3,848 19 7 .. .. .. District Office. Overseas Traffic .. .. .. .. .. .. .. .. 271 .. .. .. .. 945 0 0 .. 945 0 0 .. .. .. 271 Overseas Traffic. Totals .. 626 445 15,580 20,759| 37,410 708 1,056 23,222 7,105 28,263 5,182 7 3 1,298 14 l| 865 16 11 1,097 0 10 15,271 15 0 2,667 13 7 26,383 7 8 1,056 23,222 7,105 28,263 Totals. Pioton Section— Picton Section. Picton .. .. 3,499 431 8 434 5 269 17 633 211 217 20,501 258 25,439 2,022 9 3 175 7 9 143 19 6 40 18 10 14,337 3 10 2,257 15 5 18,967 14 7 261 112,772 258 17,082 Picton. Blenheim .. .. 3,846 1,072 10,210 5*448 20*576 388 1,086 122,706 3,376 19,607 3,319 15 7 358 2 9 483 12 1 97 1 4 10,34# 6 2 50 10 3 14,655 8 2 509 31,064 267 25,179 Blenheim. Ward .. .. 216 84 3,276 3,776 7,352 4 347 21,000 35 5,836 1,120 2 9 3 10 0 143 17 5 8 13 2 2,439 16 11 3 6 11 3,739 7 2 880 20,371 3,144 8,621 Ward. District Office .. .. .. .. .. 534 534 .. .. .. .. .. Cr. 959 17 6 569 16 0 . • 896 0 0 136 2 5 18 7 6 659 8 5 .. .. .. .. District Office. Overseas Traffic .. .. .. .. 12 .. .. 104 .. .. .. .. 718 1 10 .. 718 1 10 12 .. .. 104 Oversea Traffic. - ■ Totals .. 7,561 1,587 21,920 15,027 46,095 603 1,662| 164,207 3,669 50,986 5,502 10 1 1,106 16 6| 771 9 0 1,042 13 4 27,986 11 2 2,330 0 1 38,740 0 2 1,662 164,207 3,669 50,986 Totals. Lake Wakatipu Lake Wakatipu Steamers— Steamers— Totals .. 2,600 1,782 5,131 9,054 18,567 13 251 13,605 6,801 8,812 4,238 9 4 140 10 9 289 13 4 646 1 11 6,010 5 2 61 17 1 11,446 17 7 251 13,606 5,801 8,812 Totals.

STATEMENT No. 8a. Classification of Goods and Live-stock Traffic and Earnings by Commodities.

D.-—2.

6—D. 2

29

Year ended 31st March, 1930. Year ended 31gt March, 1929. Revenue. Revenue. Commodity- Tonnage Per Cent. TnI1 „ on _ Milt . Average — j Tonnage Per Cent. I T Mi] Average ~ j carried. of Gross. Tons one ,le ' Haul. Per | Per carried. of Gross, j Xons one Mlle - Haul. Per Per Total. Cent. { Per Ton. Toil Total. Cent. 1 Per Ton. Ton of Gross.; Mile. of Gross. I Mile. Products of Aqriculture. Miles. £ £ s. d. d. Miles. £ £ s. d. d Grain .. 316,943 4-07 15,567,188 49 137,941 2-78 0 8 9 2-13 355,522 4-67 15,948,026 45 151,354 3-09 0 8 6 2-28 Meals .. 117,901 1-53 7,214,682 61 60,754 1-23 0 10 4 2-02 121,283 1-59 7,401,395 61 62,947 1-29 0 10 5 2-04 Fruit . .. 41,772 0-53 7,100,834 170 49,401 1-00 1 3 8 1-67 41,239 0-54 7,316,438 177 49,715 1-01 1 4 1 1-63 Root crops fodder .. 163,173 2-09 10,257,966 63 80,210 1-62 0 9 10 1-91 162,033 2-13 10,314,750 64 79,425 1-62 0 9 10 1-84 Flax green and dressed .. 26,159 0-33 1,606,417 61 17,312 0-34 0 13 3 2-58 27,025 0-36 1,361,771 50 16,138 0-33 0 12 0 2-84 Seeds .. .. .. 20,646 0-26 1,253,804 61 14,860 0-30 0 14 5 j 2-84 24,276 0-32 1,380,037 57 17,251 0-35 0 14 3 3-00 686,594 8-81 43,000,861 63 360,478 7-27 0 10 6 | 2-01 731,378 9-61 43,722,417 j 60 376,830 7-69 0 10 4 206 Animals and their Products. Cattle and horses .. .. 151,333 1-94 11,688,183 77 199,300 4-02 1 6 4 4-09 144,257 1-89 11,662,716 81 196,464 4-01 1 7 3 4 04 Sheep and pit's .. 414,445' 5-32 29,395,987 71 412,839 8-33 0 19 11, 3-37 391,194 5-14 28,260,602 72 391,486 7-99 1 0 0 3-32 Meat .. •• 173,669 1 2-23 4,679,993 27 117,658 2-37 0 13 7 6-03 171,964 2-26 4,459,369 26 110,650 2-26 0 12 11 5-95 Butter •• 122,749 1-58 7,224,555 59 120,999 2-44 0 19 9 4-02 101,846 1-34 6,684,889 66 111,594 2-28 1 1 11 4-00 Cheese .. 93,220 1-20 4,328,914 46 86,360 1-74 0 18 6 4-79 99,691 1-31 4,240,398 43 89,138 1-82 0 17 11 5-04 Wool .. 124,156 i 1-59 7,214,860 58 125,951 2-54 1 0 3 4-19 141,235 1-86 7,554,649 53 144,388 2-95 1 0 6 4-59 Dairy by-products .. 18,664 0-24 1,460,141 78 18,299 0-37 0 19 7 3-01 16,989 0-22 1,318,072 78 16,641 0-34 0 19 7 3-03 Fat hides skins .. .. 32,366 0-42 1,427,868 44 32,208 0-65 0 19 11 5-41 33,354 0-44 1,463,499 44 34,139 0-70 1 0 6 5-60 Fish .'. 8,233 0-10 1,336,490 162 12,133 0-25 1 9 6 2-18 7,743 0-10 1,232,316 159 11,838 0-24 1 10 7 2-30 1,138,835 14-62 68,756,991 60 1 1,125,747 22-71 0 19 10 3-93 1,108,273 14-56 66,876,510 60 1,106,338 ! 22-59 1 0 0 3-96 Y od/tccis /I f i/fLQs Agricultural lime ".. ' .. 171,777 2-21 11,114,058 65 33,183 0-66 ; 0 3 11 0-72 142,213 1-87 8,839,383 62 45,668 0-93 0 6 5 1-24 Coal imported .. .. 5,749 0-07 261,710 46 2,367 0-05 0 8 3 2-17 59,661 0-78 1,652,598 28 25,432 0-52 0 8 7 3-69 Coal' NZ hard .. .. 1,242,046 15-95 43,477,370 35 328,036 6-62 0 5 3 1-81 1,105,509 14-52 34,161,724 31 287,411 5-87 0 5 2 2-02 Coal' N Z brown .. .. 981,093 12-60 129,819,599 132 584,548 11-79 0 11 11 1-08 999,017 13-12 120,913,304 121 572,268 11-68 0 11 6 1-14 Road-metal -- -- 413,551 5-31 8,647,540 21 69,192 1-40 0 3 4 1-92 354,159 4-65 7,610.165 21 59,043 1-21 0 3 4 1-86 Lime and coke .. •• 65,015 0-83 3,630,318 56 26,843 0-54 0 8 3 1-77 60,734 0-80 3,382,939 56 25,110 0-51 0 8 3 1-78 2,879,231 36-97 196,950,595 68 1,044,169 21-06 0 7 3 1-27 2,721,293 35-74 176,560,113 65 1,014,932 20-72 0 7 6 1-37 Products of Forests. Timber imported . . .. 30,990 0-40 1,626,573 52 31,682 0-64 1 0 5 4-67 29,769 0-39 1,437,803 49 29,259 f0-60 0 19 8 4-88 Timber NZ .. .. 543,097 6-97 61,674,493 114 497,099 10-03 0 18 4 1-93 538,252 7-07 60,980,958 113 495,929 10-12 0 18 5 1-95 Firewood, posts, &c. .. 150,698 1-94 12,861,211 85 63,616 1-28 0 8 5 1-19 126,693 1-66 10,002,510 79 50,936 1-04 0 8 1 1-22 724,785 9-31 76,162,277 105 592,397 11-95 0 16 4 1-86 694,714 9-12 72,421,271 104 576,124 11-76 0 16 7 1-90 Manufactures, Jbc. Benzine, gasoline, kerosene .. 144,418 1-85 11,262,749 78 237,451 4-79 1 12 11 5-06 123,937 1-63 9,030,982 73 200,239 4-09 1 12 4 5-32 Cement, N.Z. .. .. 82,544 1-06 5,921,607 72 61,122 1-23 0 14 10 2-48 70,679 0-93 5,484,478 78 55,130 1-13 0 15 8 2-41 Manures .. .. .. 681,458 8-75 39,384,547 58 274,286 5-54 0 8 0 1-67 712,741 9-36 47,242,949 66 326,939 6-67 0 9 2 1-66 908,420 11-66 56,568,903 62 572,859 11-56 0 12 8 2-43 907,357 11-92 61,758,409 68 582,308 11-89 0 12 10 2-26 Miscellaneous .. .. 1,451,108 18-63 70,390,878 49 1,261,538 25-45 | 0 17 5 4-30 1,450,430 19-05 66,414,678 46 1,241,859 25-35 0 17 1 4-48 Totals .. .. 7,788,973 100-00 511,830,505 66 4,957,188 100-00 j 0 12 9 2-32 7,613,445 100-00 487,753,398 64 4,898,391 100-00 0 12 11 2-41

D.—2

STATEMENT No. 19. Statement showing Mileage, Capital Cost, Traffic, Revenue, and Expenditure of New Zealand Government Railways from 1st April, 1922, to 31st March, 1930. MILEAGE, CAPITAL COST, TRAFFIC, AND REVENUE.*

7—D. 2.

31

Passengers. Season Tickets. Coaching. Capital Cost. Train-mileage. , | Number. Revenue. J Number. | Revenue. Revenue. £ I £ £ £ 1922-1923 .. 3,037 40,275,161 8,346,731 j 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 j 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 1 2,077,625 537,554 210,946 417,550 351,873 I 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 3,209,965 770,654 1926-1927 .. 3,164 47,195,948 10,723,864 10,274,878 2,045,348 585,078 258,832 377,367 391,062 9,902,511 663,442 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 54,210,1.39 11,113,482 9,046,267 1,868,047 656,155 '256,699 378,141 634,394 9 685,374 568,026 1929-1930 .. 3,287 55,347,541 12,022,043 8,469,038 1,733,512 667,419 262,415 386,792 695,060 10 271,544 574,080 Tear. Goods ! Total. Goods Revenue. | Commission. ! Total Revenue. j per TrI-" mile. Tons. Tons. £ £ £ ! £ i . 1922-1923 .. 5,571,594 6,234,807 3,671,008 119,933 122,919 6,727,802 19; '18 1923-1924 .. 5,795,341 6,519,457 3,953,213 141,968 132,598 6,984,211 18J-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 1927-1928 .. 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 .. 7,524,864 165-50 1929-1930 .. 6,649,114 7,223,194 4,904,324 186,949 .. 7.47.3,993 14S-21 EXPENDITURE.* Maintenance of Way aud Works. Maintenance of Signals. Maintenau :e of Locomotives, Carriages, Expenditure Expenditure and wagons. Year. per per Cent. Train-mile, i of Revenue. A Per Cent, of j Per Mile of Per ! Per Cent, of Per Mile of Per Per Cent, of Per Revenue. Railway. Train-mile. Revenue. ! Railway. Train-mile. Amount Revenue. Train-mile. I 1 ■ l_ I . ! I I d. £ £ a. £ £ d. £ d. 1922-1923 .. 157-81 81-79 1,040,892 15-49 343*76 29-93 67,425 1-01 22-27 1-94 1,043,553 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 1,083,763 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 I 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 1,380,757 i 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 1,424,16 5 18-93 30-76 1929-1930 .. 136-71 91-62 1,146,014 15-33 352-19 22-87 117,577 1-57 36-13 2-35 1,680,919 22-49 33-55 Locomotive Transportation. Traffic Transportation. ! Head Office and General Charges. Lake Wakatipu Steamers. Year. ! ~ " j ' ' " - ~ Total Amount Percent, of Per Amount j Pel* Cent, of Per Amount i Per Cent, of Per Amount Per ient.of Expenditure. Amount. Revenue. Irain-mile. i Amount. , BeveDue _ Train-mile Amount. | Eevenue . Train-mile. Amount. Ke , enae £ d. ! £ d. £ d. £ £ 1922-1923 .. .. 1,613,564 23*98 46*40 1,527,033 2*2-73 43 91 195,894 2 91 5'63 14,100 1)0 79 5,502,497 1923-1924 .. .. 1,395,491 19*98 37-11 1,530,652 21 94 40-71 204,407 2-93 5 44 10,456 1L7 85 5,403,766 1924-1925 .. .. 1,408,927 19-81 37-23 1,599,668 22-52 42 27 246,504 3'47 6*51 12,279 121-62 5,545,415 1925-1926 .. .. 1,636,620 21-56 38-06 1,743,641 22-98 40-55 223.543 2-94 5-20 .. .. 6,164,570 1926-1927 .. .. 1,669,352 22-49 37-36 1,752,998 23-61 39-23 257,294 3 47 5-76 .. 6,158,283 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 1929-1930 .. .. 1,755,208 23-49 35-03 1,883,918 1 25-21 37-61 264,389 3*54 5*28 .. .. 6,848,026 * Figures from 1925-26 are for train operation only, and do not include subsidiary services as in previous years.

D.—2.

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).

32

II I 6 j I I I I ©'• I Expenses. © £ 1 I 1® ? I'l -S" I • 2 »I 1 s ■ I I i * O I §§ I S i s& co St . g II p<( U 08 III H sj !®;i| 2 Si&i 1 Is If ufe* f I ; !• 11 TjJf ""* ■® 8 » i SSss.1 g •*,. ji jJ i|| || i ■■■«•* i 3 ®* fl i K||f|fl iff II §Bl j If II """ s 5 m f - i it r ipr n ■ ■ -i f! I s nil i4 jsii i r ji ,UA a > §*5 O ritH u 3 £i H ; EH \ & 25 Ft. in. £ i £ s. d. £ d. £ d. £ d. £ s. d. £ j £ £ £ d. Victoria.. .. 87,884 : 1,770,000 4,699 <f ® 73,716,159 15; 88 394 41 13 0 17,979,219 13,164,973 175-74 9,739,392 130-01 3,425,581 45-73 4'63 73-98 7 8 9 161,002,267 8,187,088 2,802 1 2,073 729 408 52-53 23-45 6-08 653 1,957 21,507 30 June, 1929. I'Z O J New South Wales .. 309,432 2,458,721 5,940 4 8£ 124,329,422 20, 30 414 50 11 4 27,382,124 19,615,616 171-93 14,978,050 131-28 4,637,566 40-65 3-82 76-36 7 19 7 151,116,086 14,516,643 3,323 :2,537 786 429 63-57 19-64 6-82 1,425 | 2,381 24,683 Queensland .. 670,500 927,092 6,447 qj 61,038,403 9, 67 144 65 16 9 11,893,147 7,568,647 152 73 6,202,801 125-17 1,365,846 27-56 2-24 81-95 8 3 3:24,738,327 4,558,099 1,185 j 971 214 252 54-87 j 22-74 2-03 780 1,151 19,383 South Australia .. 380,070 580,000 2,542 27,453,923 10, !02 228 47 6 8 5,765,366 3,618,735 150*64 3,652,281 152-04 33,546 1-40 .. 100-93 6 4 9 17,885,515 1 2,761,639 1,422 1,435 13 259 79-08 25-24 4-98 452 742 9,462 J (loss) (loss) ! (loss) Western Australia.. 975,920 j 405,760 4,079 3 6 23,196,608 5,187 99 57 3 4 5,984,139 3,799,764 152-39 3,055,446 122-54 744,318 29-85 3-21 80-41 9 7 3 14,904,917 3,670,147 952) 765 187 187 55-39 j 21 13 3-24 406 405 11,088 Tasmania .. 26,215 212,512 654 II 6,494,003 9,130 325 30 11 2 1,414,456 503,855 85-49 563,652 95-63 59,797 10'14 .. 111-86 2 7 5 2,212,817 660,523 771 862 91 242 j 39-98 I 25-81 7-86 89 190 1,921 J (loss) (loss) (loss) 1 New Zealand .. 103,861 961,604 2,427 3 6 23,504,272 9,170 396 24 8 10 6,755,454 2,624,600 93-00 1,812,482 64-21 812,118 28-79 3-45 69-06 2 14 7 9,600,786 4,592,099 1,078; 744 334 253 23-37 18-90 2-80 398 966 14,605 31 Mar., 1907. ! : I | I ; 1 ! .. 103,861 985,318 2,469 3 6 24,365,647 9,861 399 24 14 7 7,'051,274 2,761,938 93-75 1,949,759 66-18 812,179 127-57 3-33 70-59 2 16 1 9,756,716 4,834,534 1,114 786 328 258 24-96 19-40 2-76 410 | 1,002 ! 15,475 [ „ 1908. .. 103,861 1,016,044 2,556 3 6 27,762,592 10,Sol 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 2 17 8 10,457,144 4,871,874 1,148 828 320 258 25-56 20-73 3-16 452 1,116 16,476 „ 1909. ' .. 103,861 1,035,211 2,704 3 6 28,513,476 383 27 10 10 7,889,166 3,249,790 98-75 2,169,474 65-84 1,080,316 32-91 3-80 66-76 3 2 9 11,141,142 5,223,414 1,203 803 400 230 25-35 18-96 2-96 465 1,140,17,220 „ 1910. .. 103,861 1,055,640 2,742 3 6 29,606,546 10,?23 385 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 1 254 25-81 18-10 2-81 478 1,166 ! 18,036 „ 1911. .. 103,861 1,081,344 2,801 3 6 30,506,089 10,£64 386 28 4 2 8,371,687 3,676,509 105-25 2,465,896 70-52 1,210,613 34-73 3-98 67-07 3 8 0 20,336,577 5,599,756 1,314 881 433 263 27-30 18-27 2-76 493 1,212 18,521 „ 1912. .. 103,861 1,111,592 2,840 3 6 31,611,220 11,)53 391 28 8 9 9,016,224 3,971,002 105-50 2,705,609 71-84 1,265,393 33-66 4-04 68-13 3 11 5 22,310,867 j 5,957,005 1,400 954 446 271 28-20 19-40 2-64 513 1,282 J 19,515 „ 1913. .. 103,861 1,139,669 2,861 3 6 32,355,087 11,309 398 28 7 9 9,319,268 4,043,328 104-00 2,880,323 74-00 1,163,005 30-00 3-61 71-24 3 10 11 23,173,472 5,661,340 1,416 1,008 408 ; 268 29-72 20-73 2-91 534 1,363 20,251 „ 1914. ' 103,861 1,150,430 2,917 3 6 34,133,825 11,702 394 29 13 5 9,383,420 4,105,457 104-75 2,920,455 74-54 1,185,002 30-21 3-53 71-14 3 11 4 23,542,903 6,075,282 1,410 1,002 408 254 30-26 21-20 2-98 557 1,397 21,226 „ 1915. .. 103,861 1,152,048 2,959 3 6 34,857,882 389 30 5 2 9,356,522 4,548,356 116-50 2,910,883 74-50 1,637,473 42-00 4-72 64-00 3 19 0 24,600,693 5,960,562 1,540 985 555 251 29-77 19-60 2-50 585 1,452 21,994 „ 1916. .. 103,861 1,150,605 2,970 3 6 35,378,664 11,912 387 30 15 0 9,146,331 4,800,810 125-75 2,926,864 76-63 1,873,946 49-12 5-30 60-97 4 3 5 24,782,602 5,826,265 1,619 987 632 244 30-88 | 18-87 2-47 607 1,480 22,380 „ 1917. .. 103,861 1,154,559 2,977 3 6 36,001,432 12,029 389 32 0 11 7,468,646 4,687,700 150-50 3,042,907 97-54 1,644,793 52-96 4-60 64-91 4 1 3 21,438,325 5,373,136 1,578 1,023 555 240 40-02 20-38 2-67 624 1,488 22,517 „ 1918. .. 1103,861 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 1,372 551 281 57-84 22-66 2*99 616 1,492 22,937 „ 1920. .. 103,861 1,268,046 3,018 3 6 37,235,254 12,338 420 29 7 3 9,303,392 6,908,531 178-00 5,636,601 145-14 1,271,930 32-86 3-42 81-59 5 9 0 28,821,783 6,487,279 2,293 1,870 423 350 68-54 24-82 2-95 608 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 13,461 436 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 3-8.3 77 37 5 3 8 28,436,475 6,925,517 2,291 1,772 519 399 6500 21-94 2 93 655 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 j 3-55 J 77-97 5 3 1 j 26,106,859 7,033,459 2,316 1,804 512 389 65-87 22-52 3-47 662 1,568 26,488 „ 1925. .. 103,861 1,407,165 3,138 3 6 45,794,199 14,593 449 32 10 3 10,319,407 7,589,274 176-51 6,164,570 143-37 1,424,704 33-14 3-24 81-23 5 7 10 27,653,414 7,256,142 2,446 1,987 459 403 68-56 22-98 2-95 704 1,602 26,767 „ 1926.J .. | 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 15,413 457 33 14 5 10,838,594 7,343,845 162*62 6,302,119 13955 1,041,726 2307 2 15 85*81 5 1 1,983 327 393 67*37 23*97 3*39 678 1,612 27,228 „ 1928.} .. 103,861 1,470,649 3,287 3 6 54,210,139 16,492 447 36 17 3 11,113,482 7,524,864 162*50 6,374,579 137*66 1,150,285 | 24*84 2.18 84*71 5 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 „ 1929.j .. 103,861 1,488,612 3,287 3 6 55,347,541 16,838 453 37 3 8 12,022,043 7,473,993 149*21 6,848,026 136-71 625.967 : 12*50 1-14 91*82 5 0 5 25,413,621 7,799,702 2,274 2,083 191 352 68*58 25*21 3*54 657 1,593 27,382 „ 19301 I ! I | ! i : I I 1 * 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 1912 are exclusive of season tickets. X New Zealand figures from 1926 are for operation only, subsidiary services not included as in previous years.

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33

STATEMENT No. 21. Comparative Statement of the Number of Employees for Years 1929-30 and 1928-29.

8 —D. 2.

'C rn j 'S m , , r-1I a 3 £ a © "ifcs jSg-S § S a ° Branch. § «o§ 1 . . JN fS | i I fls § g § 3 la fs i§ % d £! r<4 ™_ C/5 02 S-< Jh r-< ji '2 03 ® Q) r~< ., q "£1 23 o ro S5 *? o3 ,,-, !7:Prnds. ® *rH CD W-l HH rQ HH O O M 3 0 =a ® 3 £ S5 £ ra M «j «J M H 1929-30. General .. .. 1 3 670 164 4 4 3 426 356 .. 73 108 1,812 Traffic .. .. 5 20 2,973 2,604 89 22 36 5,749 Maintenance .. 9 43 2.657 1,787 69 37 37 4,639 Locomotive .. 4 22 4,303 2,759 75* 23 24 7,210 Totals .. .. 19 88 10,603 7,314 237 86 100 426 356 .. 73 108 19,410 1928-29. General .. .. 1 3 702 164 4 4 3 395 339 95f .. .. 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 j 88 10,172 j 7,033 205 82 ' 102 395 339 95 .. .. 18,536 * Workshop staff only. Westport locomotive-running staff are included under South Island Main Line and Branches. f Architectural Branch not now in operation.

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34

STATEMENT No. 22. Statement of Accidents for the Year ended 31st March, 1930.

Train Accidents. Accents on Lme (other than Train Shunting Accident,. Employ - jftty *Xn taj£*lat Trespassers. Misceiianeons. - Total. Section. Passengers. Employees. Passengers. Employees. Passengers. Employees. , Crossings. • I "O • 13 • . H3 • 'O . U . 'O .13 . 73 .13 .73 . "O .'O .13 . 73 U £ "3 ® t3 g 73 p T3 sj ° 13 c 'C 113 r« i a> t3 £ 13 73 ? 13 £ 73 g 13 8 ® j 3 .2 £ .S 3 -2 5 .2 3.2 £ .2 3 A p .2 j 3 2 3 & p 3 3 » = S m j "E I 5 m 3 m 3 S" 3 5 3 h '. 3 m 3 J 3 | f | 3 « 3 2? 3 S" 3 B 5 15 3 if . . . . Kaihu .. .. .. j .. .. .. .. .. j .. .. j .. [ .. .. ,, .. ,, .. .. j .. .. .. | .. .. .. Gisborne .. .. ..!..! .. 1 2 1 .. ..j.. 7 | .. 1 12 North Island Main Line .. 6 .. 5 3 26 7 14 8 2 .. 1 .. 67 .. .. .. 4 12 20 .. .. 1 532 .. 439 .. .. 31 1,116 and Branches South Island Main Line .. 1 .. 4 2 2 .. 4 3 2 43 1 3 1 .. 10 12 .. .. 1 451 1 240 .. .. 19 762 and Branches Westport .. 3 1 3 .. 6 13 Nelson .. ! .. .. 1 .... .. 1 Picton .. j 1 2 | 3 Totals .... 7 9 5 28 7 22 11 4 .. | 1 .. 113 1 3 1 4 22 34 2 995 1 687 .... 50 1,907

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STATEMENT No. 23. Statement of Rails relaid during the Year ended 31st March, 1930.

STATEMENT No. 24. Statement of Sleepers laid and removed during the Year ended 31st March, 1930.

STATEMENT No. 25. Statement of Number of Stations and Private Sidings on each Section for the Year ended 31st March, 1930.

35

A rt & 2 cS 03 2 & CQ -2c® . 3 a? ® to rifl f,< in 4= Weight. "a§ § H -Sg g s § s § P. a a • 3 g.S,g s> p.gg -g ° S j <8 Sg® -2 £ V ■£ o M a "3 ss PH & Bails laid :— 55 lb. steel .. .. .. .... 28 25 9 .. 62 70 „ .. .. .. .... 8,491 .. 5,045 13,536 100 „ .. .. .. .... .. .. 1 1 Totals .. .. .. .. .. 8,519 .. 5,071 9 .. .. 13,599

r-t a T3 S3 § d ai 9 53 to •3 ® 2 ~ ® 2 T-, • »• w .S ■§ ai ° .S o £ Description. „3g a _jg g g 3 m S g ago 5 o-Sm -o g|& | » 5 J 3 £,S W .S3 £ % .2 o M 3 ® S !Z5 Ph H Sleepers laid :— Ironbark .. .. .. .. .. 303 .. 1,154 .. .. .. 1,457 Jarrah .. .. .. .. 9 74,423 3 46,323 59 5 1,043 121,865 Matai # # f 34 •• •• •• •• • • 34 Totara.. .. .. .. .. 555 38,902 .. 2,843 29 10 25 42,364 Birch .. .. .. .. .. .. .. .. 5 .. .. .. 5 Silver-pine .. .. .. .. .. 8,634 .. 30,379 433 23 550 40,019 Puriri .. .. .. .. .. 144 .. .. .. .. .. .. 144 Maire .. .. .. .. .. .. 2,335 .. .. 2,335 Yellow Pine .. .. .. .. .. .. .. .. 751 .. 751 Mountain Pine .. .. .. .. .. .. .. .. 98 .. 98 Totals .. .. .. 708 124,631 3 80,704 1,370 38 1,618 209,072 Sleepers removed :— Ironbark .. .. .. .. .. 278 527 805 Jarrah .. .. .. .. 3 41,762 3 34,793 .. .. 40 76,601 Tuart .. .. .. .. .. .. 138 .. 138 Grey-gum .. .. .. .. .. 63 .. .. .. .. 63 Matai .. .. .. .. .. .. 668 926 1,594 Totara.. .. .. .. .. 577 50,213 .. 2,538 53,328 Birch .. .. .. .. .. .. 10,960 .. 252 137 .. 54 11,403 Silver-pine .. .. .. .. .. 7,343 .. 26,412 952 38 1,524 36,269 Creosoted .. .. .. .. .. 8,876 .. 8,553 17,429 Powellized .. .. .. .. 1 .. 2 281 283 Puriri.. .. .. .. .. 120 3,677 .. 1,090 4,887 Maire .. .. .. .. .. .. 159 .. 159 Yellow Pine .. .. .. .. .. .. .. .. 281 .. .. 281 Kauri .. .. .. .. .. 8 .. .. .. .. .. .. 8 Totals .. .. .. 708 124,139 3 75,372 1,370 38 1,618 203,248

Number of Number of Private Sidings. Stations and Section. Length. Stopping-places for Passengers in At, Stat,inns Out of T ,, the Time-tables. At btaClons - Stations. lotaL M. ch. Kaihu .. .. . • •. 24 10 12 Gisborne .. .. . • •. 60 50 20 6 2 8 North Island Main Line and Branches .. 1,425 31 504 225 59 284 South Island Main Line and Branches .. 1,628 20 583 222 37 259 Westport .. .. .. • • 43 2 20 5 4 9 Nelson .. .. .. • • 64 10 23 4 1 5 Picton .. . • •. • • 56 12 19 7 .. 7 Totals .. .. .. 3,301 55 1,181 469 103 572

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36

STATEMENT No. 26. Comparative Statement of Mileage of Railways open for Traffic and under Maintenance on 31st March, 1930.

Equivalent Mileage open Additional Lengths opened during Year. Reduced Mileage Length closed during Year. Net Addition Net Addition Total Mileage T ° Section for Traffic on equivalent to to Mileage to Mileage open for Traffic a nrinff FinaneCtl0n " 31st March, Maintenance for open under on 31st March, W2W™ la d n d 1929. i I Length whole Period. | for Trafflc. Maintenance. 1930. "'^March Line opened. Date of Opening. opened Line. Length. 1930. M. eh. M. eh. M. eh. M. eh. M. ch. M. eh. M. eh. M. eh. Kaihii .. .. .. 24 10 .. .. .. .. .. .. .. .. 24 10 24 10 N0^anc S hes d Mam LmeS and } J > 423 52 Hutt Valley Industrial 1st April, 1929 1 59 1 59 .. .. 1 59 1 59 1,425 31 1,425 31 Gisborne .. .. 60 50 .. .. .. .. .. .. .. .. 60 50 60 50 South Island Main Lines and 1,628 20 .. .. .. .. .. .. .. .. 1,628 20 1,628 20 Branches Westport .. .. 43 02 .. .. .. .. .. .. .. 43 02 43 02 Nelson .. .. .. 64 10 .. .. .. .. .. .. 64 10 64 10 Pieton .. .. .. 56 12 .. .. .. .. .. .. .. 56 12 56 12 Totals .. .. 3,299 76 .. .. 1 59 1 59 .. .. 1 59 1 59 3,301 55 3,301 55

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37

STATEMENT No. 27. Statement showing Weights of Rails in various Lines on 31st March, 1930.

T . I 401b. 401b. 521b. | 521b. 531b. 551b. 561b. 651b. 701b. 1001b. m , J -" ue - ! Iron. Steel. Iron. | Steel. Steel Steel. Steel. Steel. Steel. Steel. ! 10Ia1 ' I Kaihu Section — M. ch. M. oh. M. eh. M. oh. M. ch. M. eh. M. ch. M. ch. M. oh. M. ch. M. ch. Kaihu Branch .. .. .. .. .. .. .. .. .. 18 53 5 37 .. .. .. .. 24 10 North Island Main Lines and Branches — Kaikohe Branch .. .. .. .. .. .. .. .. .. .. 24 59 .. .. .. .. 24 59 Kirikopuni Branch .. .. .. .. .. .. .. .. .. 13 71 .. .. .. .. 13 71 Onerahi Branch .. .. .. .. .. .. .. .. .. 0 20 2 57 .. .. 1 23 .. 4 20 Auckland-Wellington .. .. .. .. .. .. .. .. 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 .. .. 0 57 .. 1 48 .. 0 24 .. 2 59 Waiuku Branch .. .. .. .. .. .. .. .. .. .. 12 70 .. .. .. .. 12 70 Huntly—Awaroa Railway .. .. .. .. .. .. .. .. .. 9 6 .. .. .. .. 9 6 Thames Branch .. .. .. .. .. .. .. .. .. 0 33 .. 17 75 .. 44 47 .. 62 75 East Coast Main Trunk Line .. .. .. .. .. .. .. .. 97 18 11 37 .. Ill .. 109 66 Cambridge Branch .. .. .. .. .. .. .. .. 6 75 2 36 2 42 .. 0 8 .. 12 1 Rotorua Branch .. .. .. .. .. .. .. .. .. 8 44 .. 0 3 .. 60 13 .. 68 60 Raetihi Branch .. .. .. .. .. .. .. .. .. 6 35 2 3 .. .. .. .. 8 38 Marton-New Plymouth .. .. .. .. .. .. .. .. 0 16 .. 3 16 .. 133 51 .. 137 3 Waitara Branch .. .. .. .. .. .. 0 19 .. .. 2 38 1 34 0 51 .. .. .. 4 62 Toko Branch .. .. .. .. .. .. .. .. .. 13 78 31 34 0 31 .. 1 47 .. 47 30 Opunake Branch.. .. .. .. .. .. .. .. .. .. 22 72 .. .. .. .. 22 72 Mount Egmont Branch .. .. .. .. .. .. .. .. .. .. 62 .. .. .. 62 Wanganui Branch .. .. .. .. .. .. .. .. .. 0 9 1 67 .. 1 24 .. 3 20 Foxton Branch .. .. .. .. .. .. . . 0 2 .. 10 70 ■. 8 41 .. .. .. 19 33 Palmerston North-Eskdale .. .. .. .. .. .. .. 0 18 11 73 0 22 .. Ill 43 .. 123 76 Port Ahuriri Branch .. .. .. .. .. .. .. .. 1 65 0 4 .. .. 0 1 .. 1 70 Wellington-Woodville .. .. .. .. .. .. .. .. .. 0 1 4 51 .. 109 71 .. 114 43 Hutt Valley Branch .. .. .. .. .. .. .. .. .. .. .. .. 2 65 .. 2 65 Hutt Valley Industrial Line .. .. .. .. .. .. .. .. .. .. .. 1 59 .. 1 59 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 25 12 79 .. .. 39 28 .. 80 52 Oxford Branch .. .. .. .. .. .. 11 45 .. .. 18 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 11 3 12 22 16 173 69 427 58 137 66 10 5 1,495 74 10 18 2,293 29 ; |

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38

STATEMENT No. 27—continued. Statement showing Weights of Rails in various Lines on 31st March, 1930— continued.

T , inp 4Cllb. i 401b. 521b | 521b. 531b. 551b. ! 561b. 651b. 701b. 1001b. Iron. | Steel. Iron. i Steel. Steel. Steel. ! Steel. Steel. Steel. Steel. lotai. I I I i _ I LJ M. eh. M. ch. M. ch. M. ch. M. ch. M. ch. M. ch. M. ch. M. ch. M. ch. M. ch. Brought forward .. .. 0 20 12 11 3 12 22 16 173 69 427 58 137 66 10 5 1,495 74 10 18 2,293 29 South Island Main Lines and Branches ontinued. Springburn Branch .. .. .. .. .. .. .. .. 2 01 4 59 20 34 .. 0 22 .. 27 36 Albury Branch .. .. .. .. 0 65 .. .. .. 22 40 4 78 7 66 .. 0 4 .. 36 13 Waimate Branch .. .. .. .. .. .. .. 2 2 2 44 .. .. - .. .. .. 4 46 Waimate Gorge Branch .. .. .. .. .. .. 7 21 .. 1 0 .. .. .. .. .. 8 21 Duntroon Branch .. .. .. .. 1 16 .. 0 4 .. 28 51 3 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 .. .. .. .. .. .. .. .. 47 19 15 27 65 58 .. 18 54 !. 146 78 Outram Branch .. .. .. .. ..0 1 .. .. .. 6 26 0 73 1 53 .. 0 7 .. 9 0 Lawrence Branch .. .. .. .. .. .. .. .. 1 40 42 20 15 8 .. .. .. 58 68 Catlin's Biver Branch .. .. .. .. .. .. .. .. 15 26 20 5 3 48 .. 3 79 .. 42 78 Tapanui Branch .. .. .. .. .. .. .. .. .. 10 40 9 3 6 58 .. .. .. 26 21 Waikaka Branch.. .. .. .. .. .. .. .. ,. .. 12 56 .. .. 0 1 .. 12 57 Glenham Branch.. .. .. .. .. .. .. .. .. 6 64 .. 2 17 .. 0 34 !! 9 35 Seaward Bush Branch .. .. .. .. .. _, .. 1 52 25 9 7 4 .. .. .. 33 65 Kingston Branch .. .. .. .. .. .. .. .. 42 45 .. 25 66 .. 18 47 .. 86 78 Tuatapere Branch .. .. .. .. .. .. .. .. 6 61 16 34 20 15 .. 13 06 .. 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 23 .. 0 2 .. .. .. 10 41 Waimea Plains Branch .. .. .. .. .. _ _ _ _ _ _ _ _ _ _ _ _ 36 37 .. 36 37 Switzers Branch .... .. .. .. .. .. _ .. 1 77 H g 9 _ _ '. 01 !! 13 67 Greymouth-Ross .. .. .. .. .. .. .. .. .. .. 14 26 .. 24 3 .. 38 29 Stillwater— Inangahua .. .. .. .. .. .. .. _. 27 64 14 54 8 75 .. 5 40 .. 56 73 Blackball Branch .. .. .. .. .. .. _ _ _ _ .. 1 0 2 31 .. .. .. 3 31 Point Elizabeth Branch .. .. .. .. .. _ _ _ _ _ 0 15 .. 1 35 .. 6 35 .. 8 5 7-Mile Branch .. .. .. .. .. .. .. .. _. .. 2 43 .. .. .. .. 2 43 Westport-Mokihinui .. .. .. .. .. .. .. .. 0 17 0 1 8 67 !! 2i 'l2 !! 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 Tota!s •• »■ 3 27 33 24 11 10 24 18 462 70 677 04 400 76 10 5 1,668 43 10 18 3,301 55

39

D.—2

STATEMENT No. 28. Statement showing approximately Sleepers laid and removed up to 31st March, 1930.

Approximate Length opened each Year. Sleepers. Year. I T , nifl Bemoved North Island. I Middle Island. Total. h"® during construction. Maintenance.* M. ch. M. oh. M. oh. 1867 .. .. .. 45 7° 45 7° 96>338 1870-71 .. .. .. 18 58 18 58 39.323 1871-72 .. .. .. xi 68 11 68 24,885 1872-73 .. .. .. 27 62 27 62 58,327 1873-74 .. .. 10 55 11 21 21 76 46,095 1874-75 .. .. 61 19 126 78 188 17 395,246 3:875—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 4 I 7,2i7 1878-79 .. .. 27 19 56 46 83 65 176,006 1879-8of .. .. 26 33 4° 73 67 26 141,382 188C-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 94,211 125,632 1884-85 .. .. 56 o 24 o 80 o 168,000 148,325 1885-86 .. .. 43 26 47 S 2 9° 7 8 191,048 137,993 1886-87 .. .. 58 72 11 39 70 31 147,814 139,040 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 40,582 302,354 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 3 117,679 330,029 1903-1904 .. .. 33 12 4 44 37 56 79,i7o 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 .. .. .. 50 7 5° 7 105,184 283,293 1907-1908 .. .. 10 38 4 61 15 19 31,999 33 J ,678 1908-1909 .. .. 186 21 23 21 209 42 440,003 279,190 1909-1910 .. .. 3 60 31 43 35 23 74, IQ 4 236,390 1910-1911 .. .. 14 64 29 76 44 60 93,975 282,682 1911-1912 .. .. 23 30 23 1 46 31 97,4*4 273,586 1912-1913 .. .. 25 37 26 77 52 34 110,092 235,378 1913-1914 .. .. .. 36 36 6,458 261,748 1914-1915 .. .. 40 22 51 3 91 25 191,756 227,674 1915-1916 .. .. 7 43 7 73 15 36 32,445 157,970 1916-1917 .. .. .. .. .. .. 86,595 1917-1918 .. .. 22 70 .. 22 70 48,038 88,540 1918-1919 .. .. .. .. .. .. 70,743 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 57,461 227,075 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 70 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 1929-1930 .. .. 1 59 .. 1 59 4,170 203,248 Totals .. .. .. .. 6,915,591 9,662,646 * 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, 1930.

40

p fl . 2 03 w S 03 r5 CD ® ffl X V ° -P q m gfl — Description. Clase. g "g § g ~2 a a 3 a ~ .a -gaS SaS » " 2 § '3 S|ffl .2 §|n £ % & o M z| <2 Eg P fc =M f Carriages. Saloon, bogie, 56 ft. .. .. .. .. Aa . . 1 .. . . Sleepers, bogie, 56 ft. . . .. . . .. Aa .. 5 .. .. 5 „ 50 ft. .. .. . . Aa 10 10 First-class, bogie, 50 ft. . . .. .. .. Aa . , 49 . . . . 49 Lounge, bogie, 50 ft. .. . . .. .. Aa . . 2 . . .. 12 Ladies' (composite), bogie, 50 ft. .. .. ■. Aa .. 6 . . . . »6 Second-class, bogie, 50 ft. .. .. • • Aa .. 72 .. .. 72 Saloon, bogie, 50 ft. . . .. .. .. Aa I .. 2 .. .. Postal, bogie, 50 ft. . . .. .. .. Aa .. 1 . . .. Inspection, bogie, 50 ft. .. .. .. .. Aa . . 1 . . . . 1 Sleepers, bogie, 474 ft. .. .. .. .. A .. .. .. 6 6 Royal saloon, bogie, 44 ft. . . . . . . .. A . . .. . . 1 j Inspection, bogie, 50 ft. .. .. . . . . A .. .. . . 1 1 Gallery-cars, bogie, 44 ft. . . . . . . .. A ! .. .. . . 5 5 Saloon, bogie, 47|-ft. .. .. .. .. A .. .. .. 1 1 „ 44 ft. .. .. .. ..A 1 1 „ 41 ft. . . . .. .. .. A .. I 4 .. 4 8 39| ft. . . .. .. A 6 7 ..... . 13 „ 374 ft. .. .. A .. 2 2 „ 35 ft. . . . . . . A 1 2 3 Ladies' (composite), bogie, 50 ft. . . . . . . A . . 9 . . .. 9 Motor-train, bogie, 60 ft... .. .. .. A .. 4 .. 1 5 First-class, bogie, 50 ft. .. .. .. .. A .. 46 .. .. 4t> 47i ft. .. .. .. .. A .. 38 .. 82 .... 2 122 '44 ft. .. .. .. .. A .. 3 .. 3 .... 1 7 " 43 ft. .. .. . . . . A .. 9 9 „ 30 ft. .. .. . . .. ! B 1 1 Composite, bogie, 60 ft. .. .. . . . . I A .. 8 . . .. 1 „ 50 ft A . . 52 . . 1 53 474 ft. .. .. I A . . 104 2 108 1 4 2 221 „ 46 ft. . . .. A j 5 5 44 ft. .. A .. | 64 7 71 2 1 2 147 . 43 ft. .. .. .. .. -A .. 7 7 . 424 ft. .. .. . . A .. 1 14 .. 23 37 39i ft. .. .. A 2 4 12 1 10 ;; 30 ft B .. 10 .. is 28 ,, 6-wheel .. . . ■ • • C 2 .. .. 1 3 Second-class, bogie, 52 ft. .. ■ ■ A . . 1 .. • • f 50 ft. . . . . A . . 104 .. 1 105 474 ft. . . . . • • A . . 96 .. 137 3 236 " 46 ft. . . . . . . . A .. j .. .. 6 6 44ft A 84 4 125 3 3 4 223 :: 43ft A .. ie i« „ 424 ft. . . .. .. .. a .. 4 .. 19 23 ,, 394 ft. .. .. .. A 9 3 12 „ 35 ft. .. .. ■ • • ■ A . . 3 3 „ 30 ft. .. .. • • ■ ■ B .. 4 .. 16 ...... 20 „ 6-wheel . . ■ . • ■ ■ C 2 2 .. 2 2 4.. 12 4-wheel .. •• ® •• •• " 4 .. .. _ Postal, bogie, 50 ft. .. . . ■ • • ■ A .. 7 . . «s „ 44 ft. A.. 4.. 3 7 ., 394ft. .. ■■ A .. 2 .. .. •• •• - Totals .. • • ■■ • •• •• 4 j 868 13 661 16 14 12 1,588 Rail-oaks. j Rail-car, 58 ft. (Clayton .. .. ! • • • • 1 564 ft. (Sentinel) •• " 1 554 ft. (Edison) .. .. .. ! •• •• £ 16ft. (Ford) .. | •• " •• •• Totals . ■ • ■ ■ ■ * •' 4 ® Brake-vans. _ Brake-vans, 4-wheel .. F 2 .. ;j •• Feu :: •• 4 1 Totals .. .. 2 254 4 195 j 8 6 4 473

D.—2.

STATEMENT No. 29— continued. Statement of Carriage, Brake-van, and Wagon Stock, and Tarpaulins, for the Year ended 31st March, 1930 — continued.

9—D. 2,

41

M a a . 2 53 oj 9 <& CO OS tfjS ® W fljS "£ Description. Claw. d £| § S | | g g •3 sjciS - 0 -s a 2 m 03 ° * 'c6 °"SW •- > ® -2 o M O co| £ £ EW Wagons. Horse-boxes .. .. .. .. G .. 116 1 98 .. 1 4 220 Cattle .. .. .. .. .. H | 375 4 258 4 5 8 654 Sheep .. .. .. .. .. .. J .. ! 1,184 40 1,088 .. 10 40 2,362 Covered goods .. .. .. .. K 1 314 2 284 5 6 3 615 Sleeping-vans .. ,. .. .. K 25 51 1 1.. 78 High sides .. .. .. .. L 4 5,288 47 4,820 17 103 174 10,453 La 2,513 .. 2,621 5,134 Low sides.. .. .. .. .. M 12 509 40 901 24 14 21 1,521 (steel) .. .. .. .. Ma .. 147 12 159 Work-train .. .. .. .. .. Mb .. 84 .. 25 109 Timber .. .. .. .. .. .. N 40 | 177 .. 192 65 8 .. 482 Iron hopper .. .. .. .. .. 0 .. I 21 .. .. 21 ,, for ballast .. .. .. .. Ob .. ] 28 .. .. 28 Platform coal .. .. .. .. .. P .. 228 .. .. 228 Petrol, inspection .. .. .. .. .. Pw .. .. .. 1 I Moveable hopper .. .. .. .. .. Q .. .. .. 495 673 .. .. 1,168 Frozen meat .. .. .. .. .. W .. 290 10 89 .. 15 .. 404 Cool, insulated .. .. .. .. .. X .. 172 .. 32 204 „ ventilated .. .. .. .. .. Xa 1 212 .. 211 .. .. 7 431 .. Xb .. 95 49 144 Work-train hopper.. .. .. .. .. Y .. I .. .. 2 2 „ .. .. .. .. Yb I .. 260 .. 145 405 High-side, bogie .. .. .. .. .. R 2 223 .. 83 308 Mail and luggage .. .. .. .. .. Ra .. .. .. .. .... 1 1 High-side, bogie .. .. .. .. .. Rb .. 70 .. 21 ...... 91 „ „ .. .. .. .. .. Rd .. 50 .. .. 50 .. Rk , .. 34 | 34 Sheep, bogie .. .. .. .. .. S 63 .. 34 I 97 Cattle, bogie .. .. .. .. .. T , .. 44 .. 22 66 Platform, bogie .. .. .. .. .. U 232 40 135 4 4 10 425 Gas-storeholders, bogie .. .. .. .. TJa .. 11 .. 7 18 Platform, .. .. .. .. Ub .. 138 .. 219 357 Oil fuel, „ .. .. .. .. Ud .. .. .. 1 1 Horse boxes, ,, .. .. .. .. XJa .. 37 .. 34 71 Frozen meat, „ .. .. .. V .. 47 12 71 130 Vb 124 60 184 Covered goods „ .. .. .. .. Z .. 58 .. 40 98 Sleeping-vans, „ .. .. .. .. Z .. .. .. 1 1 Covered goods, „ .. .. .. .. Zp j .. 76 .. 78 154 « " Totals .. .. .. .. .. .. j 60 |13,245 208 12,168 793 167 268 26,909 Tarpaulins .. .. .. .. j 30 111,368 115 11,345 52 175 290 23,375

D.—2.

42

STATEMENT No. 30. Statement of Locomotive Stock for the Year ended 31st March, 1930.

r.vlinfler Coupled Truck a § „• I | « oyunaer. Wheels. Wheels. ■ .5 ® 8 « W 2 CO JH s Type ' S S 3 i I S 3 I I I § -i 3 meter. Stroka No ' meter. No ' meter, w || ffl 3 I|® I ?, j £ I In. In. Ft. in. In. A Tender (4-cyI. balanced com- 12 &19 22 6 4 6 6 30! .. 50 .. 7 57 pound), (17 superheated) Aa Tender (superheated) .. 18 24 6 4 1 6 30! .. 10 10 AB „ „ 17 26 6 4 6 .. 87 .. 54 141 Ab „ (409) (superheated) .. 17 26 6 4 6 6 30! .. .. .. 1 1 B „ (3 superheated) .. 16 22 8 3 6J 4 30! .. .. .. 8 8 Ba „ (superheated) .. 16 22 8 3 6| 4 26.1 . .. .. 10 10 Bb „ „ .. 17 22 8 3 6| 4 2(lj .. 30 30 D Clayton, shunting .. .. 7 10 4 3 6 1 1 Eb Battery, shunting (workshop) .. .. .. .. .. .. .. 2 .. 2 4 F Tank .. .. .. 10! 18 6 3 0J .. .. 2 21 .. 36 3 1 .. 63 FA „ .. .. 12 18 6 3 0J 2 24 .. 4 3 2 3 2 14 G " Garratt" (articulated) .. 16! 24 12 4 9 4 33 .. 3 .. .. 3 H Tank (Fell) .. .. 14 16 4 2 8 2 30J .. 6 6 J Tender .. .. .. 14 20 6 3 6J 2 24| .. 8 .. 10 18 L Tank .. .. .. 12 18 4 3 64 6 26J .. 2 .. 1 3 N Tender .. .. .. 15 20 6 4 l| 4 28J .. 2 2 N „ .. .. .. 15 20 6 4 if 4 30| 1 1 No „ (compound) .. 10 &17 20 6 4 1 4 30! .. 1 .. .. 1 Ob „ .. .. 16 20 8 3 7 2 30! .. 1 1 Oc „ (compound) .. 11 &18 20 8 3 7 2 30| .. 1 1 P „ .. .. .. 15 20 8 3 5 2 26J 1 1 Q „ (2 superheated) .. 16 22 6 4 6 •• 7 13 R Single Fairlie .. .. 12£ 16 6 3 0J 4 36i 5 5 U Tender (superheated) .. 16 20 6 4 6 4 30! .. .. .. 9 9 Ua „ (2 superheated) .. 16 20 6 4 1! 4 30! • • • • • • 6 6 Ub „ (3 superheated) .. 16 20 6 4 1J 4 26! .. .. .. 20 ....... 20 Ub „ (1 superheated) .. 16 22 6 4 1J 4 30J .. .. .. 2 2 Uc „ (1 superheated) .. 16 22 6 4 If 4 30J .. .. .. 10 10 Ud „ (1 superheated) .. 16J 22 6 4 10 4 28 .. 1 .. ., 1 W Tank .. .. .. 14 20 6 3 OJ 4 26} 2 2 Wa ., .. .. .. 14 20 6 3 3} 4 28} .. 1 6 3 10 Wa „ (converted) .. .. 14 20 6 3 6} 4 24} .. 3 .. 1 4 Wab „ (superheated).. .. 17 26 6 4 6 .. 6 .. 10 16 Wb „ .. .. .. 14 20 6 3 3j 4 25 .. 3 .. .. 6 .. .. 9 Wd „ .. .. .. 14 20 6 3 3f 6 25 .. 11 .. 7 18 Wb „ (1 superheated) .. 16 22 6 3 6i 8 30J .. .. .. 2 2 Wt „ .. .. 14 22 6 3 9 6 30| 17 .. 17 .. 3 4 41 Wa „ (8 superheated) .. 14 22 6 3 9 8 26J .. 20 20 Ws „ (superheated).. .. 17 26 6 4 6 26$} " '4 Ww ,, (superheated).. .. 15! 22 6 3 9 8 26! • • 47 .. 1 2, .... 1 50 X Tender (4-cyl. balanced com- 13! & 22 8 3 9 /2 30|\ 18 IS pound) 22 \4 26!/ " 18 Electric .. .. .. .. .. 8 3 8-| .. .. .. .. .. 11 11 Totals .. i 2 376 6 247 ! 13| 7 6 657 ! J I 1 I I

43

D.— 2

STATEMENT No. 31. Performances of Locomotives for the Year ended 31st March, 1930.

g Locomotive-mileage. Quantity of Stores. Cost. Cost per Locomotive-mile. a o | © g o -n f m Average q fl 06 ® Detai s. Mileage Running. Repairs. Running. Repairs. Running. g Type. *S ~ _ P er $ T yP«Shunting, Locomo- * 60 .9 fl Train A Lteht ng " T °' al MTe ' Wa § es TOtal - W& g es T ° ta1 ' 3 l°8 S.£ „„ r \ g ? Ti ' Coal. Oil. and Stores. Fuel. Wages. and Stores. Fuel. Wages. " Son ceUaneous. Mate " a1 ' S KAIHU SECTION. Cwt. Qt. £ £ £ £ £ d. d. d. d. d. F .. .. .. 2 17,606 4,016 21,622 10,811 5,026 693 245 35 526 828 1,634 2-72 0-39 5-84 9-19 18-14 313 157 F. Betterments and depreciation .... .. .. .. .. .. .. .. .. .. .. 113 .. .. .. .. 1-25 Water charges .. .... .. .. .. .. .. .. .. .. .. .. 7 .. .. .. .. 0-08 General charges .. .... .. .. .. .. .. .. .. .. .. .. 97 .. .. .. .. 1-08 Totals .. .. .. .. .. 21,622 .. .. .. .. .. .. .. 1,851 .. .. .. .. 20-55 L : GISBORNE SECTION. Cwt. Qt. £ £ £ £ £ d. d. d. d. d. WA .. .. .. 6 75,898 15,222 91,120 15,187 36,909 3,592 2,056 : 174 5,904 2,798 10,932 5-42 0-46 15-54 7-37 28-79 847 141 WA. Betterments and depreciation .. .. .. .. .. .. .. .. .... .... 700 .. .. .. • • 1-84 Water charges .. .. .. .. .. .. .. .. .. .. .. .. I .. 146 .. .. .. .. 0-38 General charges .. .. .. .. .. .. .. .. •• i .. .. 1,041 .. .. .. .. 2-74 Totals .. .. .. .. .. .. .. .. ... .. .. .. .. 12,819 .. .. .. .. 33-75

D.—2.

STATEMENT No. 31-conitnued. Performances of Locomotives for the Year ended 31st March, 1930— continued.

44

o "a u d Ijocomotive-mileage. Quantity of Stores. Cost. Cost per Locomotive-mile. a £ — § . ® a c Average a -2 «-• ecai s. Mileage Running. Repairs. Running. Repairs. Running. £ 2 > Type. -a per $ Ttm. ° Shunting, Locomo- m .5 § •2®' Train 8 " T ° tal MVe ' . Wages Total. Wages Total. .3 §>»o ' flnri Mi'a Coal. Oil. and Stores. Fuel. Wages. and Stores. Fuel. Wages. >, g- ceUaneous. Materia1 ' Material. * |OJ NORTH ISLAND MAIN LINE AND BRANCHES. Cwt. Qt. £ £ £ £ £ d. d. d. d. d. A .. .. .. .. 50 1,168.530 229,253 1,397,783 27,956 752,618 56,121 58,964 3,232 68.680 46,116 176.992 10-13 0-55 11-79 7-92 30-39 11,131 223 A. AA .. .. .. .. 10 199,281 46,778 246,059 24,606 168,207 8,597 6,973 497 16,475 7,873 31,818 6-80 0-48 16-07 7-68 31-03 2,188 219 AA. AB .. .. .. .. 87 3,200,143 466,841 3.666,984 42.149 1,876,044 119,092 96,329 6,837 178,328 97,297 378,791 6-30 0-45 11-67 6-37 24-79 23,054 265 AB. BB .. .. .. .. 30 548,398 205,990 754,388 25,146 433.778 28,488 30,381 1,670 43,367 28,117 103,535 9-66 0-53 13-80 8-95 32-94 7,085 236 Bb. D .. .. .. ..1 92 21 113 113 13 .. .. 1 8 9 .. 2-12 16-99 19-11 6 6 D. F .. .. .. .. 21 6,495 153,677 160,172 7.627 56,762 4,949 7,975 311 4,159 9,718 22,163 11-95 0-47 6-23 14-56 33-21 3,293 157 F. Fa .. .. .. .. 4 1.690 55.103 56,793 14,198 25,714 I 1,905 947 121 2,230 3,528 6,826 4-00 0-51 9-42 14-91 28-84 894 224 FA. G .. .. .. .. 3 46,353 2,987 49,340 16,447 72,184 8,201 1.470 363 7,733 2,103 11,669 7-15 1-77 37-61 10-23 56-76 499 166 G. H .. .. .. .. 6 13,976 26,255 40,231 6,705 43,673 2,955 5,288 184 4,688 3,773 13,933 31-55 1-10 27-97 22-50 83-12 1,090 182 H. J .. .. .. 8 530 108,567 109,097 13,637 59,353 3,663 5,867 239 5.462 6,780 18,348 12-85 0-52 11-97 14-86 40-20 1,466 183 J. L .. .. .. .. 2 15,995 15,253 31,248 15,624 9,667 846 160 57 998 1,532 2,747 1-23 0-44 7-67 11-77 21-11 580 290 I L. N .. .. .. .. 2 3,141 18,510 21,651 10,826 13,839 953 218 60 1,353 1.228 2,859 2-42 0-67 15-00 13-60 31-69 408 204 j N. Nc .. .. .. .. 1 3,933 917 4,850 4,850 | 2,802 259 232 13 306 162 713 11-48 0-64 15-14 8-02 35-28 64 64 No. Oa .. .. .. .. 1 1.780 4,852 6,632 6,632 i 4,344 298 92 18 346 415 871 3-33 0-65 12-52 15-02 31-52 93 93 Oa. Ob .. .. .. .. 1 6.478 6,685 13,163 13,163 7,640 554 112 31 809 704 1,656 2-04 0-57 14-75 12-84 30-20 220 220- OB. Oc .. .. .. .. 1 2,975 1,824 4,799 4,799 3,375 275 367 17 360 ■ 199 943 18-35 0-85 18-00 9-95 47-15 84 84 Oc. Q .. .. .. .. 6 155,044 32,223 187,267 31,211 I 105,496 5,964 5,563 373 9,831 : 6,148 21,915 7-13 0-48 12-60 7-88 28-09 1,431 239 Q. Ud .. .. i 1 7,520| 13,915 21,435 21.435 12,483 867 285 53 1,027 1,134 2,499 3-19 0-59 11-50 12-70 27-98 318 318 j Ud. Wa .. .. .. 1 3,658 1 5,010 8,668 8,668 3,172 471 2,170 25 334 416 2,945 60-08 0-69 9-25 11-52 81-54 123 123 i Wa. Wa (converted) .. .. 3 8,980 28.572 37,552 12,517 17,848 1,408 1,270 83 1,593 2,025 4,971 8-12 0-53 10-18 12-94 31-77 447 149 i Wa (converted). Wab .. .. .. 6 125,693! 23,246 148,939 24,823 85,830 6,079 4,822 828 9,102 3,617 17,869 7-77 0-53 14-67 5-83 28-80 1,255 209 WAB. Wb .. .. .. ' 3 32,906 21,988 54,894 18,298 31,793 2,201 2.150 134 1,854 2,692 6,830 9-40 0-59 8-11 11-77 29-87 805 268 Wb. Wd .. .. .. I 11 8,788 i 170,870 179,658 16,333 ! 101,729 6,360 11,632 403 9,117 10,780 31,932 15-54 0-54 12-18 14-40 42-66 2,376 216 Wd. Wf .. .. ..17 150,775 188,831 339,606 19,977 159,246 11,671 13.694 704 14,448 15,560 44,406 9-68 0-50 10-21 11-00 31-39 3,904 230 Wf. Wg .. .. .. : 20 105,200 249,649 354,849 17,742 216,625(13,442 14,509 817 19,194 18.218 52,738 9-81 0-55 , 12-99 12-32 35-67 4,263 213 Wo. Ws .. .. .. 14 371,815 81,171 452,986 32,356 259,793 ; 15,937 18,495 909 22,266 16,280 57,950 9-80 0-48 ! 11-80 8-63 30-71 3.772 269 Ws. Ww .. .. .. 47 709,302 356,205 1,065,507 22,670 579,568 39,391 54,889 2.313 54.889 42,697 154,788 12-36 0-52 12-36 9-62 34-86 11,226 I 239 Ww. X .. .. .. .. 18 377,527 46,389 423,916 23,551 334,214 i 29,174 32.866 1,416 33,107 14,858 82,247 18-61 0-80 I 18-74 8-41 46-56 3,544 197 X. Totals (steam) .. I 375 7,276,998 2,561,582 9,838,580 26,236 5,437,810 370,121 377,720 21,208 512,057 343,978 1,254,963 I 9-21 0-52 12-49 8-39 30-61 85,619 228 No. 1 (Rail-motors - Sentinel 1 .. 385 385 j 385 44 17 7 1 4 10 22 4-36 0-62 2-49 6-23 13-70 3 3 Rm 1 (steam). steam) — Totals (including rail- j 376 7,276,998 2,561,967 9,838,965 26,167 5,437,854 370,138 377,727 21,209 512,061 343,988 1,254.985 9-21 0-52 12-49 8-39 30-61 85,622 228 motor) Betterments and depreciation .. .. .. .. .. •• .. .. .. .. .. .. 70,818 .. .. .. .. 1-73 Water charges .. .. .. .. .. .. j .. .. .. .. .. .. 15,460 .. .. .. .. 0-38 Conversions and alterations .. .. .. .. .. •• .. .. .. .. .. .. 12,608 .. .. .. .. 0-31 General charges .. .. j .. .. .. •• .. .. .. .. .. .. 130,155 .. .. .. .. 3-17 Total I .. .. .. .. .. .. .. .. .. .. 1,484,026 i .. .. ! .. .. 36-20 i .. .. | t 1 i i ' I l | I^ote. —Three Fa, one J, one L, one M, one N, one Na, one Ob, one Ud, one Wb written One D, two G new. Two F sold. One Ww transferred to Westport.

D.-2.

STATEMENT No. 31—continued. Performances of Locomotives for the Year ended 31st March, 1930— continued.

45

§ Locomotive-mileage. Quantity of Stores. Cost. Cost per Locomotive-mile. a o ' - ® g ° . Average g fl ® ® Details. Mileage Running. Repairs. Running. Repairs. Running. 3 sS-S Type. -s _ per j- 55„o T yP«u Shunting, Locomo- — m 5 fl is Tr „ in A lSht ng ' Total tiTe ' Wa 8 0S Tota1 ' Wa § es Tota1 ' « S£ „ , i Coal. Oil. and Stores. Fuel. Wages. and Stores. Fuel. Wages. 5, K.S9 and Mis- Material. Material. « S 0 " 2; cellaneous. P -ai SOUTH ISLAND MAIS LINE AND BRANCHES. . . . , Cwt. Qt. '£ £ £ £ £ d. d. d. d. d. A .. .. .. .. 7 1 180,851 29,276 210,127 30,018 137,893 9,861 13.104 463 9,915 6,634 30,116 14-97 0-53 11-32 7-58 34-40 1,554 222 A. AB 409 .. .. .. 1 23,869 3,673 27,542 27,542 14,972 824 373 41 1,183 740 2,337 3-25 0-36 10-30 6-45 20-36 214 214 AB 409. Ab .. .. .. .. 54 2,051,753 270,074 2,321,827 42,997 1,201,971 89,884 84,439 3,850 94.277 60,768 243,334 8-73 0-40 9-75 6-28 25-16 14,492 268 AB. E .. .. .. .. 8 75,783 72,290 148,073 18,509 98,481 6,799 6,913 327 7,656 6,680 21,576 11-20 0-53 12-41 10-83 34-97 1,817 227 B. BA.. .. .. .. 10 145,733 85,111 230,844 23,084 144,430 11,334 8,837 519 11,450 I 10,221 31,027 9-19 0-54 11-90 10-63 32-26 2,660 266 BA. F .. .. .. .. 36 24,183 492,784 516,967 14,360 220,263 19,877 11,908 1,025 16,227 i 31,995 61.155 5-53 0-48 7-53 14-85 28-39 8,504 236 F. Fa .. .. .. .. 3 12,288 27,945 40,233 13,411 17,811 1,668 1,129 85 1,446 : 2,137 4,797 6-73 0-51 8-63 12-75 28-62 665 222 FA. J .. .. .. 10 j 11,293 132,112 143,405 14,341 68,613 6,208 : 10,723 325 5,479 9,292 25,819 17-95 0-54 9-17 15-55 43-21 2,218 222 J. L .. .. .. .. 1 7,015 2,501 9,516 9,516 2,534 306 167 14 211 306 698 4-21 0-35 5-32 7-72 17-60 127 127 L. N .. .. .. .. 1 16,248 9,164 25,412 25,412 12,748 705 226 37 1,013 930 2,206 2-13 0-35 9-57 8-78 20-83 259 259 N. P .. .. .. .. 1 7,763 158 7,921 7,921 3,621 280 97 12 283 337 729 2-94 | 0-36 8-57 10-22 22-09 119 119 P. Q .. .. .. .. 7 191,526 35,378 226,904 32,415 116,577 7,032 6,039 311 9,420 6,425 22,195 6-39 I 0-33 9-96 6-80 23-48 1,775 254 Q. R .. .. .. .. 5 11,121 40,990 52,111 10,422 21,367 1,750 525 92 1,771 i 3,176 5,564 2-42 0-42 8-16 14-63 25-63 1,042 208 R. IT .. .. .. .. 9 199,511 28,213 227,724 25,303 121.960 8,022 8,284 397 8,924 6,908 24,513 8-73 0-42 9-40 7-28 25-83 2,164 240 U. Ua.. .. .. .. 6 134,513 21,380 155,893 25,982 91,330 5,255 6,506 250 6,735 5,122 18,613 10-02 0-38 10-37 7-89 28-66 1.522 254 L t A. XJb.. .. .. .. 22 480,131 101.648 581,779 26,444 349,090 20,057 25,656 918 27,601 19,093 73,268 10-58 0-38 11-39 7-88 30-23 5,356 243 LB. Uc .. .. .. .. 10 193,290 45,564 238,854 23,885 129,434 8,164 9,899 385 10,393 7,825 28,502 9-95 0-39 10-44 7-86 28-64 2,363 236 Uc. W .. .. .. .. 2 10,005 26,145 36,150 18,075 16,824 1,436 646 70 1,354 1,991 4,061 4-29 0-46 8-99 13-22 26-96 443 222 W. Wi .. .. .. 3 29,542 20,280 49,822 16,607 28,243 2,125 590 107 2,246 2,614 5,557 2-84 0-52 10-82 12-59 26-77 762 254 Wa. Wa (converted) .. .. 1 3,954 12,026 15,980 15,980 8,430 742 933 37 645 873 2,488 14-01 0-56 9-69 13-11 37-37 220 220 Wa (converted). Wab .. .. .. 10 328,128 35.795 363.923 36,392 225,332 14,952 15,708 614 17,413 9,875 43.610 10-36 0-41 11-48 6-51 28-76 2,624 262 WAB. Wd .. .. .. 7 34,122 57,098 91,220 13,031 53,443 4,579 4,485 224 4,132 5,040 13.881 11-80 0-59 10-87 13-26 36-52 1.524 218 WD. WE .. .. .. 2 16,800 7,584 24,384 12,192 19,606 1,117 1,658 54 1,584 1,277 4,573 16-32 0-53 15-59 12-57 45-01 383 192 WE. Wi .. .. ..17 204,179 122,954 327,133 19,243 169,106 13,141 11,281 648 12,965 14.196 39,090 8-28 0-48" 9-51 10-41 28-68 4,075 240 WE. Ww .. .. .. 1 10,241 4,360 14,601 14,601 9,860 777 3,426 41 765 640 4,872 56-31 0-67 12-57 10-53 80-08 185 185 Ww. Totals (steam) .. 234 4,403,842 1,684,503 6,088,345 26,019 3,283,939 236,895 233,552 10,846 255,088 215,095 714,581 9-20 0-43 10-06 8-48 28-17 57,067 244 Electric locos. — Units. Electric locos. — EJ .. .. ..1 .. 250 250 250 74 I 7 .. I 1 11 12 . .. .. 0-96 10-56 11-52 4 4 E 1 (elec. baty) E 2-6 .. .. .. 5 43,112 53,544 96,656 19,331 1,721,470 2,030 2,110 1 140 17,809 1,902 21,961 5-24 0-35 44-22 4-72 54-53 1,294 259 E 2-6 (elec.). E 7-12 .. .. .. 6 114,685 21,506 136,191 22,699.3,139,886 2,040 2,358; 139 6,541 2,846 11,884 4-16 0-24 11-53 5-02 20-95 1,286 214 E 7-12 (elec.). Rail-motors — " Cwt. Rail-motors — No. 2 (Clayton steam) .. 1 13,485 657 14,142 14,142 1,408 236 247 14 149 383 793 4-19 0-24 2-53 6-50 13-46 138 138 No. 2 (steam). Gallons. No. 4 (Ford petrol) .. .. 1 6.317 1,175 7,492 7,492 466 154 105 7 44 148 304 3-36 0-22 1-41 4-74 9-73 274 274 No. 4 (petrol). No. 5 (Ford petrol) .. .. 1 5,809 330 6,139 6,139 394 102 83; 6 38 126 253 3-24 0-23 1-49 4-93 9-89 216 216 No. 5 (petrol). Units. No. 6 (Edison electric) .. 1 44,266 905 45,171 45,171 167,827 365 595 18 1,108 377 2,098 3-16 0-10 5-89 2-00 11-15 249 249 No. 6 (elec.). Cwt. Totals (including rail- 250 4,631,516 1,762,870 6,394,386 25,578 3,285,347 241,829 239,050 11,170 280,778 220,888 751,886 8-97 0-42 10-54 8-29 j 28-22 60,528 242 motors, &c.)

D.—2

46

STATEMENT No. 31—continued. Performances of Locomotives for the Year ended 31st March, 1930- continued.

■ ■ | Locomotive-mileage. Quantity of Stores. Cost. Cost per Locomotive-mile. a § _ ® a c Average g d^« j .Details. Mileage Running. Repairs. Running. Repairs. Running. g 3oq-£ Type. •S Shunting, Looomo- 8 8 g _ . Assisting, Total tive. Wages Total. Wages Total. .2 c> Tram. Light, Coal. Oil. and Stores. Fuel. Wages. and Stores. Fuel. Wages. ® ©^3 §'■3 and Mis- Material. Material. * cellaneous. R < SOUTH ISLAND MAIN LINE AND BRANCHES —continued. Cwt. Qt. £ £ £ £ £ d. Betterments'and depreciation .. .. .. .. .. • • • • . • •. .. •. .. 42,740 .. .. .. .. 1-60 Water charges .. .. .. .. .. • • • • • • .. • • • • • • • • 7,353 .. .. .. .. 0*28 Conversions and alterations .. .. .. .. •• •• •• •• •• •• •• •• 8,042 .. .. .. .. 0-30 General charges .. .. .. .. .. •• •• •• •• •• •• •• •• 93,303 .. .. .. .. 3-50 Total .. .... ... .. .. .. .. .. .. .. .. .. 903,324 .. .. .. .. 33-90 Note. —One F, one J written off. One Ww transferred to Westport. WESTPORT SECTION. Cwt. Qt. £ £ £ £ £ d. d. d. d. d. p .. .. .. 3 5,310 28,962 34,272 11,424 10,396 1,354 502 77 681 2,146 3,406 3-52 0-54 4-77 15-02 23-85 602 201 ; P. Pa .. .. .. 2 17,926 13,334 31,260 15,630 11,159 1,274 518 69 725 1,601 2,913 3-98 0-53 5-57 12-29 ! 22-37 444 222 ! PA. Wb .. .. •• 6 57,701 33,377 91,078 15,180 49,949 3,812 4,908 211 3,221 3,976 12.316 12-93 0-56 8-49 10-48 ; 32-46 1,106 184 WE. Ww .. .. - • 2 23,029 6,139 29,168 14,584 14,712 1,543 619 78 946 1,091 2,734 5-09 0-64 7-78 8-99 22-50 300 150 Ww. Totals .. .. 13 103,966 81,812 185,778 14,291 86,216 7,983 6,547 435 5,573 8,814 21,369 8-46 0-56 7-20 11-39 27-61 2,452 189 Betterments and depreciation .. .. .. • • • • .. .. .. .. .. .. .. 683 .. .. .. .. j 0-88 Water charges . • • • • • • • • • • • • • • • • • • • • • • • • • 204 .. .. .. .. 0*26 Conversions and alterations .... .. • • • • .. .. .. .. .. .. .. 51 .. .. .. .. 0-07 General charges .. .. •• •• •• •• •• •• •• •• •• •• •• 3,646 .. .. .. .. 4*71 Total .. .. •• .. .. .. .. •• •• .. 25,953 ! 33-53 . I Note. —One F sold. One Ww transferred from North Island. One Ww transferred from South Island.

D.—2.

STATEMENT No. 31— continued. Performances of Locomotives for the Year ended 31st March, 1930— continued.

47

d tiocomotive-mileage. Quantity of Stores. Cost. Cost per Locomotive-mile. ° a § <3 gj ° n t l Average " . g •§ a • uetai s. Mileage Running. Repairs. Running. Repairs. Running. 3 | > Type. • FT: P er -2 Type. 2 Shunting, Locomo- ; QD -2 1 £ . Assisting, Total tive. Wages Total. Wages Total. .2 §>®o ram. rj ' Coal. Oil. and Stores. Fuel. Wages. and Stores. Fuel. Wages. 35^9 g" ceUa"™, MaterM - Material. , - NELSON SECTION. I 1 I Cwt. Qt. £ £ £ £ £ d. d. ! d. d. d. F .. .. .. .. 1 59 16,006 16,065 16,065 3,394 357 50 1.6 394 575 1,035 0-75 0-24 5-89 8-59 15-47 191 191 F. FA.. .. .. .. 3 18,087 10,872 28,959 9,653 9,242 969 443 46 1,069 1,176 2,734 3-67 0-38 8-86 9-75 22-66 477 159 FA. We .. .. .. 3 45,181 6,940 52,121 17,374 20,629 1,834 2,439 89 2,412 1,572 6,512 11-23 Q-41 11-11 7-24 29-99 588 196 Wr. Totals .. .. 7 63,327 33,818 97,145 13,878 33,265 3,160 2,932 151 3,875 3,323 10,281 7-24 0-37 9-57 8-21 25-39 1,256 179 Betterments and depreciation .. .. .. .. .. .. .. .. .. i .. 577 1 .. .. .. .. 1-43 Water charges .. .... .. .. .. j .. .. .. .. .. .. 139 .. .... .. 0-34 General charges .. .. .. .. .. .. • • • • 1 •• .... .. .. 1,480 .. .... .. 3-66 Total .. .. .. .. .. .. i .. .. j .. .. 12,477 , .. .... .. 30-82 I I I PICTON SECTION. i I ! i ! ' 1 Cwt. Qt. j £ £ £ £ i £ d. d. d. d. d. Fa .. .. .. .. 2 8,548 9,643 18,191 9,096 6,944 717 523 34 817 737 2.111 6-90 0-45 10-78 9-72 27-85 417 209 FA. Wf .. .. .. 4 64,176 24,241 j 88,417 , 22,104 32,782 , 2,726 j 4,464 132 3,847 j 2,922 11,365 12-12 0-36 10-44 7-93 30-85 844 211 We. Totals .. .. 6 72,724 33,884 106,608 1-7,768 39,726 3,443 j 4,987 166 4,664 j 3,659 13,476 11-23 0-37 10-50 8-24 30-34 1,261 210 Betterments and depreciation .... .. .. ' .. .. .. .... .. .. .. 584 .. .. .. .. 1-31 Water charges .. .... .. .. .. .. .. .. .. .. .. .. 59 .. .. .. .. 0-13 General charges .. .. i .. .. .. ! .. .... .. .. .. 639 .. .... .. 1-44 Total .. .. .. | .. .. 1 .. ... .. .... .. .. .. 14,758 .. .. 1 .. .. j 33-22 ..I

IX—2

48

STATEMENT No. 31—continued. Summary.

By Authority . W. A. G. Skinner, Government Printer, Wellington.—l93o.

Locomotive-mileage. Quantity of Stores. Cost. +3 —__ — o cj o Details. Running. Repairs. Running. Section. 3. Average j j Section. "S Shunting, Mileage j j Total Assisting, Per Wages I 10lal * j~, Train. Light, Total. Locomotive. Coal. Oil. and Stores. Fuel, j Wages. 3 and Mis- Material. E cellaneous. 5 1 : : : ! ■ ALL SECTIONS. Cwt. Qt. ■£ £ £ £ £ Kaihu .. .. .. .. .. 2 17,806 4,016 21,622 10,811 5,026 693 245 35 : 526 828 1,634 Kailiu. Gisborne .. .. .. .. .. 6 75,898 15,222 91,120 15,187 36,909 3,592 2,056 174 5,904 2,798 10,932 Gisborne. N.I.M.L. and branches .. .. ..376 7,276,998 2,561,967 9,838,965 26,168 5,437,854 370,138 377,727 21,209 512,061 343,988 1,254,985 N.I.M.L. and branches. S.I.M.L. and branches .. .. .. 250 4.631,516 1,762,870 6,394,386 25,578 3,285,347 241,829 239,050 11,170 280,778*220,888 751.886 S.I.M.L. and branches. Westport .. .. .. .. .. 13 103,966 81,812 185,778 14,291 86,216 7,983 6,547 435 5,573 8,814 21,369 Westport. Nelson .. .. .. .. .. 7 63,327 33,818 97,145 13.878 33,265 3,160 2,932 151 3,875 3,323 10,281 Nelson. Picton .. .. .. .. .. 6 72,724 33,884 106,608 17,768 1 39,726 3,443 4,987 166 4,664 3,659 13,476 Picton. Totals.. .. .. .. 660 12,242,035 4,493,589 16,735,624 25,357! 8,924,343 630,838 633,544 33,340 813,381 584,298 2,064,563 Cost per Locomotive-mile. I ao§ &3 8 ° I, II S "J* '• iMB * I?| II !&« I! sa Repairs. Banning. if ■ « | ||| |J 6 11 I :s I II 111 n #*£ w a a „r , t r , w Total - i! ! 1® 2 51 Sf! eg a -| stores, jsuel. Wages. ©£ S & a 2 — £ a S Mater- ® -g >0 if 2 ial - ® » 8~ S 3 130:3 I s -5 d. d. d. d. d. £ £ £ £ d. d. d. d. £ d. Kaihu .. .. .. .. 2-72 0-39 5-84 9-19 18-14 113 7 .. 97 1-25 0-08 .. 1-08 1,851 20-55 313 157 Kaihu. Gisborne .. .. .. 5-42 ! 0-46 15-54 7-37 28-79 700 146 .. 1,041 1-84 0-38 .. 2-74 12.819 33-75 847 141 Gisborne. N.I.M.L. and branches .. .. 9-21 | 0-52 12-49 8-39 30-61 70,818 15,460 12,608 130,155 1-73 0-38 0-31 3-17 1,484,026 36-20 85,622 228 N.I.M.L. and branches. S.I.M.L. and branches .. .. 8-97 0-42 10-54 8-29 28-22 42,740 7,353 8,042 93,303 1-60 0-28 0-30 3-50 903,324 33-90 60,528 242 S.I.M.L. and branches. Westport .. .. .. 8-46 0-56 7-20 11-39 27-61 683 204 51 3,646 0-88 0-26 0-07 4-71 25,953 33-53 2,452 189 Westport. Nelson .. .. .. .. 7-24 0-37 9-57 8-21 25-39 577 139 .. 1,480 1-43 0-34 .. 3-66 12,477 30-82 1,256 179 Nelson. Picton .. .. .. .. 11-23 j 0-37 10-50 8-24 30-34 584 59 .. 639 1 31 0-13 .. 1-44 14,758 33-22 1,261 210 Picton. Totals .. .. 9-09 0-48 11-66 8-38 29-61 116,215 23,368 20,711 230,361 1-66 0-34 0-30 3-30 2,455,208 35-21 152,279 231 * Includes cost of 860 gallons benzin eand 5,029,257 units electric current

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 1920 to 1930.

Percentage of Increase, 1920-1930 Engines 6*66 per cent. Tractive Power, 26" 41 per cent.

Percentage of Increase, 1920-1930 Carriages 6*77 per cent. Seating-accommodation 5"02 per cent.

Percentage of Increase, 1920-1930 Wagons 19'63 per cent. Carrying-capacity 27'31 per cent.

D —2

D. 2

NEW ZEALAND GOVERNMENT RAILWAYS.

D.—2

Revenue and Expenditure, Year ended 31st March, 1930.

D.—2.

Revenue and Expenditure, Year ended 31st March, 1929.

D.—2

Maunganui-o-te-Ao Viaduct —Mount Ruapehu in the Background—North Island Main Trunk Line, New Zealand.

D.—2.

Daylight Limited Express northbound; passing over the Hapuawhenua Viaduct.

Makohine Viaduct, North Island Main Trunk Line—Height, 238ft.; Length, 750ft.

r>— 2

Lounge Car, Daylight Limited Express, North Island.

Daylight Limited Express northbound; passing over the Makohine Viaduct.

D.—2

Interior Observation Car, Rotorua Express.

Observation Car, Rotorua Express.

D.—2.

Whenuakura Bridge under Reconstruction.

Ngaruawahia Bridge under Reconstruction.

D.—2.

Otahuhu Car and Wagon Workshops: Milling-shop.

Otahuhu Car and Wagon Workshops: Machine Shop.

D.—2.

Portion of the Motor Fleet operating on the Hutt Valley Service.

D—2

MAP OF NEW ZEALAND, SHOWING RAILWAY AND STEAMER ROUTES, AND ROAD CONNECTIONS.