GOVERNMENT RAILWAYS BOARD (REPORT BY THE).

Appendix to the Journals of the House of Representatives, 1932 Session I-II, D-02

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1932. NEW ZEALAND.

GOVERNMENT RAILWAYS BOARD (REPORT BY THE).

Laid before Parliament pursuant to Section 21 of the Government Railways Amendment Act, 1931,

WELLINGTON. BY AUTHORITY: W. A. G. SKINNER, GOVERNMENT PRINTER. 1932.

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ANNUAL REPORT OF THE GOVERNMENT RAILWAYS BOARD.

The Right Hon. the Minister of Railways. New Zealand Government Railways, Wellington, Sir,— 4th October, 1932. Pursuant to the provisions of section 21 of the Government Railways Amendment Act, 1931, the Government Railways Board transmits herewith the accounts of the Working Railways Department for the financial year ended 31st March, 1932, and, in doing so, desires to submit the following report on the working of the Department for the year. The Board was constituted by the Government Railways Amendment Act, 1931, which came into operation on the Ist June of that year. At the commencement, the Board was under the chairmanship of Colonel J. J. Esson. Colonel Esson's appointment to that position was a temporary one, pending the retirement of Mr. H. H. Sterling from the position of General Manager. Mr. Sterling's retirement from that position took effect on the sth December, 1931, when he assumed the chairmanship of the Board, Colonel J. J. Esson's period of appointment then terminated. The Board desires to place on record its appreciation of the services of Colonel Esson during the period of his chairmanship. Notwithstanding that his appointment was only a temporary one, he took a very active interest in the work of the Board. His long experience of administrative matters, and his sound judgment were invaluable to the Board at the outset of its work. Mr. P. G. Roussell, an experienced officer of the Department, who occupied the position of General Superintendent of Transportation, was appointed to the position of General Manager as from the 6th December, 1931. The year has been a very difficult one, not only because of the circumstances immediately connected with the business of the Department, but also because of the large volume of work and the importance and difficulty of the matters which were associated with the inception of the new system of control of the Department and with the statutory duties of the Board. The Board, on taking office, addressed itself to the work of reviewing the operations of the Department. It immediately found itself confronted with very grave difficulties associated with the general condition of trade and commerce which, of course, had a vital bearing on the railway business. The various phases of the operations of the Department will be dealt with in detail under the appropriate headings in this report, but the Board desires to make the following general statement of its policy and of some of the principal matters that have engaged the consideration of the Board. The policy to be followed by the Board is expressed in general terms in section 14 of the Government Railways Amendment Act, 1931, which reads as follows : — " 14. (1) It is hereby expressly declared that the general functions of the Board shall be to carry on, control, manage, and maintain the Government railways to the end that the railways, while being maintained as a public service in the interests of the people of New Zealand and as an essential factor in the development of trade and industry, shall be so carried on, controlled, managed, and maintained on the most economical basis, having regard •to the economic and financial conditions from time to time affecting the public revenues and trade and industry in New Zealand, with a view to obtaining a maximum of efficiency and maintaining a proper standard of safety and a reasonable standard of comfort and convenience for persons using the railways and any other services carried on in connection therewith. " (2) The Board shall, having regard to all such matters as aforesaid, provide reasonable remuneration and grant reasonable conditions of employment to all persons permanently or temporarily employed in the service of the Department. " (3) It shall be the duty of the Board from time to time to consult with and obtain from the Minister of Finance all such information respecting the state of the public revenues as will enable it to carry out its functions as aforesaid in the best interests of New Zealand, and the Board shall have due regard to any such information as aforesaid that may from time to time be furnished to it by the Minister of Finance." Obviously, the first obligation implied in this section is the obligation to give service. When the Board took over the control of this Department it found that a review of the train services had just been made. Where the services that had been in operation were found to have been beyond reasonable requirements they had been eliminated. The Board undertook a further review not only of the train services, but of all other branches of service that were, or might be, afforded by the Department. As far as the train services were concerned, it was found that there were still some services the continuance of which was not economically justified, and where the circumstances showed that a rearrangement of the. time-table was desirable this was done. The principal matters dealt with by the Board in connection with train services were the elimination of the night expresses in the South Island on two days a week and the alteration in the running of the ordinary express between Auckland and Wellington. With regard to the night expresses in the South Island the figures showed that, except on Sunday nights, the patronage afforded the trains was not sufficient to justify their running under present conditions, and while in normal circumstances continued running of the trains might have been justified by a reasonable expectation that the traffic would build up as the habit of night travel developed more fully in the South Island, the inability of the Department to carry the expense

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of developing this traffic at present, as well as the curtailment of travel that is a result of the present depression, justified, in the opinion of the Board, the suspension of these trains. In the case of the ordinary express between Auckland and Wellington it appeared to the Board that the best service was not being afforded by this train, leaving Auckland as it did within forty minutes of the " Limited " express, and after going very carefully into the matter it appeared to the Board to be established beyond reasonable question that the balance of public usefulness so far as that train was concerned lay in the alteration to 3 p.m. for its departure time from Auckland. As regards other aspects of service, where an improvement in the standard of service was called for, steps have been taken to effect the necessary improvement. On the passenger side this latter aspect lias principally taken the form of continuing the policy of providing a higher standard of comfort in the cars. Since the Board assumed control, a number of new cars of modern design, and embodying many features making for a higher standard of service, have been completed in the epartment s workshops and put into traffic. Many of the existing carriages have been improved particularly in the direction of improving the second-class accommodation. In connection with the goods traffic improvements in service have principally taken the direction of extending " door-to-door " facilities, and shortening the time of transport from place to place. The Board has continued to press along these lines with the objective of giving a service that will be adequate to the country's needs and will enable the Department to withstand the pressure of competition from other forms of transport. ® nex t phase of the administration of the Department's affairs has reference to the economics of the Department s position. The statute lays down that the service must be given at an economic rate, and this leads to a consideration of the revenue and expenditure of the Department. On the revenue side the principal factor with which the Board has found itself faced has been that which is affecting trade and industry generally throughout the Dominion, and, indeed, throughout the whole world—namely, the very severe depression that is now being experienced. The effect of this depression, and the impossibility of foreseeing its trend with any degree of certainty, has made anv estimates of revenue exceedingly difficult to formulate. Figures regarding revenue are given under a separate heading later in this statement, but it will be sufficient to say in dealing with the matter generally, as is being done at this stage, that to the trade depression must be ascribed the difficult position that has resulted in the greatly reduced revenue of the Department. While the depression has tended to limit the total quantity of transport business that has been available, the question still remains as to the share which the Department is receiving of this business. In this connection the .board has continued the policy of maintaining very close contact with all sources of the transport business, ihe Commercial Branch has been maintained at full strength and activity, while the employees at the various stations have been encouraged in every possible way to take active measures to safeguard the interests of the Department in the matter of securing business. The position has been made much more difficult by the pressure on the Department's competitors which arises out of the present trade depression and the degree of unemployment that is existing. It is found that road operators are cutting rates to figures that are wholly uneconomic, and there is little doubt that in most cases this is being done by owner-drivers under a fear of unemployment. While individuals mav be able to carry on their business for a time by such methods, it is not open to the Department to do so. in every case, however, where it was found that an adjustment of the rates for the carriage of goods was necessary to enable the business to be secured, and the circumstances were such that it was better tor the Department to take the traffic, the Board has authorized the necessary rate adjustment. I his has been the general procedure in regard to goods rates, and this procedure is superseding the method of general alterations in the railway tariff—as was the method usuallv adopted m times past with reference to the adjustment of the goods tariff—and the Board finds that the necessity for bargaining for traffic is, under present conditions, inevitably growing. The Board does not regard this as desirable, as tending to discrimination and instability in transport rates which, as a general principle, cannot be regarded as at ail satisfactory from a general trade standpoint, i his is one ol the reasons which call for action to stabilize the transport industry, a subject which is dealt with later in this statement under the heading of " Co-ordination of rail and road transport " J.fie foregoing comment has particular reference to the goods traffic. With regard to the passenger ra was found that, some months before the Board commenced to function, an increase in passenger fares had been made as a result of the recommendation of the Royal Commission (1930). e Board realizes that it was very difficult for the Royal Commission or any other body to foresee wi .1 any degree of certainty what the effect of such an increase would be on the passenger business It appeared to the Board on looking into the matter that the increase in the fares had not had the anticipated effect from the point of view of the business of the Department. There had been a sharp dec fine m the passenger business, which the Board felt would soon lead to a serious position if the c eclme could not be arrested. The procedure of raising the fares having been adopted, and, as appeared having rather accentuated the decline in the business, the Board, after full consideration decided to make a reduction m fares. The effect of that reduction was distinctly encouraging. This matter is dealt with later in this statement under the appropriate heading, and it is mentioned at this point only as bearing on the general policy of the Board. A further aspect of the passenger business that has had consideration has been the provision of services to cater for passenger business mt ie mass at cheap rates. Experience has shown that there is a very extensive demand for services of this kind. Practically all the trams which the Department has provided in this connection have been well patronized with the consequent beneficial effect on the Department's revenue. • , n e expenditure side the Board found that much had already been done or was in hand n the direction of exploring every possibility that presented itself of curtailing the expenditure without a disproportionately adverse effect on the quality of service given by the Department.

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The Board has vigorously pursued this policy. This has involved staff adjustments and in.carrying out its work the Board has, as far as it was able consistently with obtaining its objective of adjusting the staff down to the requirements of the business, continued the policy of alleviating to the greatest possible extent the hardship inevitably associated with a shortening of staff. Other avenues of economy such as in the purchasing and consumption of fuel, water, electric current, stores, &c., have also had the Board's attention with a similar progressive result of decreasing cost. Coming to a statement of the figures, the following particulars may be mentioned :— The revenue for the year ended 31st March, 1932, shows a decrease of £1,062,589, as compared with the previous year. The expenditure for the year shows.a decrease of £1,211,855, so that the net revenue shows an improvement of £149,266 for the year. Having regard to the unfavourable state of trade and industry, the Board believes that this result is one that will be regarded with general satisfaction. It has been attained only by the very closest attention to the matter of reducing costs. The large reduction in expenditure that has been made over the last two years will make further reductions the more difficult to obtain, but the Board will be unremitting in the pursuit of every economy that can be effected with clue regard to the Board's obligation to give an adequate and efficient service. The Board has not only given the closest attention to the current operations of the Department, but has also given consideration to a number of other matters of importance affecting the Department or arising out of the statute by which the Board was constituted. Chief among these matters were the investigation of the position regarding railway-lines under construction and lines on which construction work had been stopped, and the position in regard to the working of branch lines and isolated sections. Both these matters involved a large amount of departmental work and occupied a considerable proportion of the time of the Board. BRANCH LINES AND ISOLATED SECTIONS. The Board, as soon as it was practicable, made a preliminary review of the financial position of the branch lines. The financial results of the working of many of these lines raised a prima facie question as to whether their continued working did not constitute too heavy a financial burden on the Dominion. The Board was, however, loath to close any line without a full assurance that the people of the various districts understood the position and that the best possible had been achieved from the point of view of the volume of business passing over the various lines. These two points bear principally on the revenue aspect of the problem. As regards expenditure, the Board reviewed the services and determined them on the basis of a reasonable standard of service which could be taken as representing the minimum of expenditure. In order to obtain the fullest assurance on the first two points, the Board decided to make a further review after the lapse of a reasonable period of time, and in the meantime to make it known to the people of the various districts that the question of the working of the branch lines was under consideration. To this end the Board's policy was made known through the press, and officers of the Department were sent to the various districts to communicate to the people information regarding the working of the branch lines. The Board also determined to supplement these activities by itself visiting the districts before coming to a final decision, and the inspection of every branch lino has now been completed. In each case the Board gave the fullest notice to the members of Parliament for the districts and to the local authorities of its intention to make its visit, and, when in the various districts, met all the public bodies and individuals who desired to make contact with the Board. At all these meetings the Board freely and frankly discussed the position with those interested, in an endeavour to assist them to a full understanding of the position. The objective which the Board has in view is to keep the lines open rather than to close them. The Board feels, however, that a definite responsibility is cast upon it by section 20 of the Government Railways Amendment Act, 1931, which reads as follows : — " 20. The Board on being satisfied that any railway or part of a railway can continue to be operated only under conditions that will result in the net revenue therefrom being insufficient to cover the working-expenses thereof, or on being satisfied that the continued operation of any railway or part of a railway is otherwise not in the public interest, may cease to operate the same, and with the approval of the Governor-General in Council dispose of the land and all other property of the Crown in respect of such railway or part of a railway." The branch lines and isolated sections may be classified into two groups— (1) Those which are receiving all the business that is available, but such business is not sufficient in transport value to meet the expenditure involved in working the lines ; ancl (2) Those which are not receiving all the business of the district owing to the operation of competitive forms of transport. With regard to the first group the Board feels that even though in any such district there may be some present deficit on account of the working of the line, the line should not be closed if there is a definite prospect that by its continued operation the development of the district will be such that it may be reasonably anticipated that in the not-too-remote future the deficit on account of the line may be overtaken. The Board desires to make it clear that no decision has yet been come to in this direction, and it submits this classification at the present stage by way of comment only. With regard to the second group it may be said at once—as the Board feels—with entire justification, as far as the people are concerned who are giving their business to the competitive forms of transport —that there can be no justifiable complaint if the line is closed.

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There are, however, some further points which require consideration, and at least two may be mentioned—(a) that the number of people who are giving their business to the competitive form of transport may be comparatively few, though the transport value of their business may, by reason of the nature of the commodities which they have transported, be relatively high; and (b) it may not be in the best interests of the district or the Dominion as a whole that the line should be closed. With regard to (a) the Board has found in its contact with the people in the districts that it is frequently the case that the majority of the people recognize the weakness of the position which rests on a division of the traffic, more particularly when, as is generally the case, the low-rated goods are placed with the railways while the higher-rated goods are placed with the competitive services. Notwithstanding that the inequity of such a position was fully recognized by the great body of the people, those people seem more or less helpless to rectify the position, and some machinery therefore requires to be provided to enable the situation to be adequately met in the public interest. This leads to a consideration of the second point mentioned above. In a number of cases there seems little doubt that if the transport requirements of the district were taken as a whole and the suitability of the competitive forms of transport examined from the point of view of price in relation to quality of service the railways would be found to afford the superior service while it is possible that in other instances the contrary may be the case. Clearly, if one form of transport can cope with the needs of the district according to a reasonable standard, the provision of two systems of transport is unnecessary and wasteful. The real question that should be determined, therefore, is not whether unprofitable sections of railway should be closed, but which system of transport should operate in the district. There is no legislative provision which enables such a decision to be made and implemented by means of adequate legal sanctions, and the Board desires to submit that the question of supplying some such machinery might engage the attention of Parliament to the advantage of the Dominion as a whole and of the districts served by the branch lines. In the absence of such provision the Board can deal with the matter only along the lines laid down in its statute. As will be seen from the section of the Act which has been quoted above, the Board is charged to apply the financial test to the branch lines, and this section can scarcely mean less than if a line fails on this test, and such failure is due to the people of the district placing their business with a competitive form of transport, then the Board must regard the case for closing the. line as established. In the last analysis therefore it is really the people of the various districts served by the branch lines who will principally determine the question as to whether the lines will continue to be worked. If the quantity of business which is placed on the railway in the various districts is sufficient to justify the continued working of the line, then the line will continue to be worked. If, on the other hand, the people of the district do not place a sufficient quantity of business on the railway, then the Board, in discharge of its responsibility under the section quoted, can have no option but to close the line. The Board's policy is to do nothing in this connection without the most patient consideration, and it will aim to make its decision in each case in the light of the fullest information that can be obtained as to the traffic possibilities of the various lines. More detailed information regarding the working .of the branch lines and isolated sections is given under the appropriate heading later in this report. CO-ORDINATION OF RAIL AND ROAD TRANSPORT. The Royal Commission on Railways (1930) recommended that consideration be given to the question of enacting the necessary legislation for the purpose of co-ordinating road and rail services. Subsequently the Transport Licensing Act, 19.31, was passed constituting machinery designed to enable this objective to be attained. The principle of the Act is the control of commercial road transport services by a system of licensing. The view of the Board is that some such machinery was absolutely essential to enable progress to be made towards the rationalization of the transport industry. It felt strongly that the conflict of interests and the unnecessary duplication of transport services that frere arising could be effectively dealt with only by a body of a judicial type functioning along judicial lines. To the extent that the Act constitutes machinery of this type, the Board believes that it is a step in the right direction. The Licensing Authorities under the Act have commenced to function as regards the passenger services. The Act has not yet been brought into operation as regards the goods services. The Board desires to express the opinion that the bringing of the Act into full operation both as regards passenger and goods services has now become one of urgency. Until this is done the Board is not in a position to formulate a tariff policy for the purpose of its future working. The fact that the Transport Licensing Act, 1931, definitely adopts the principle of licensing of passenger services, and provides that it may be adopted for the purposes of goods services, seems necessarily to require the Board to assume that the adoption of that principle is the policy which has the approval of Parliament. This being the case, the Board in formulating its tariff policy requires to do so in a way that will take account of the principle laid down in the Transport Act. The difficulty from a practical point of view, however, as matters now stand, is that, while this policy appears to have the imprimatur of Parliament, it is, as regards the very important portion of the transport industry that affects carriage of goods, inoperative, so that the Government Railways Board is left in an indefinite position in regard to the formulation of its tariff policy. What the Board urgently needs to know is the basis on which it is to formulate this policy, and inasmuch as it assumes from the Transport Act that that basis is to be, as regards the road traffic, a system of licensing, it desires to urge that that policy should be brought into active operation as regards the goods traffic—as has already been done as regards the passenger traffic—at the earliest possible moment. Where appropriate, the Railway Department is being represented before the Licensing Authorities at their proceedings. It is the policy of the Board to adopt, an attitude of helpfulness towards

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these authorities, and the Board will be desirous of affording all relevant information and suggestions that may assist the Licensing Authorities towards a proper decision in each case. The Board, while endeavouring to discharge its primary obligation to safeguard the interests of the railways, will continue to take a broad national view of the position, which fundamentally means the delimiting as far as possible of the operations of the various forms of transport so as to enable each to give to the Dominion service of a kind and quality and at a price for which it is best adapted, having regard to all the factors bearing on the best interests of the Dominion as a whole. A particular phase of this delimiting process is involved in the consideration of the problem of the branch lines and isolated sections. This matter has been dealt with under the last preceding heading. TARIFF. A decision of importance which the Board has made was in connection with the reprinting of the Department's tariff. A large number of amendments had been made to the tariff since the last reprint in 1925, with the result that the tariff had become very difficult to follow, and the large number of amendments made for considerable uncertainty in the minds of those having occasion to refer to the tariff. The Board therefore decided that the tariff should be reprinted and all amendments duly incorporated therein. New copies of the tariff are now available, and the action of the Board in this connection has afforded much convenience both to the Department's clients and to members of the staff. By way of general comment on the tariff the Board desires to deal with a phase of the tariff problem that has come before it in the course of its visits to the various districts. This refers to the suggestion that the railways should meet competition by cutting rates. That the railways might successfully do this so far as the matter might depend on the competitive resources of the railways and their competitors respectively there seems little room for doubt, but whether this policy should be adopted is one as to which important questions arise. Dealing with the matter first from the point of view of the public as the owners of the railways it cannot at once be concluded —as many people seem disposed to do —that such a line of action would improve the railway financial position. This is largely due to the reflection on present business of the cut rates that might be provided to secure new business. It is very frequently overlooked that the railways already have quite a large business, and when a rate is cut in order to secure new business, it is inevitable that the reduction will involve some loss on present business not only directly, but also, indirectly, for experience has shown that the cutting of a rate always sets up a tendency for further requests for reduced rates. In short, the reduced rate tends to set the standard for all other rates on the same commodity and commodities more or less allied thereto. Indeed, the tendency is not even confined to that extent, as it is found that the fact that reductions are made in some areas has a tendency to prompt requests for a general reduction in railway rates in these and other areas. Looking at the question of cutting rates to meet competition from the point of view of the community as a whole, the position is still more serious. It is stated from time to time that the classification of goods in a railway tariff is an undesirable feature, and should be abolished. The true position is that the fact that it has been found possible to classify goods according to their capacity to bear different rates is the very foundation of modern trade as the same has been developed by rail transport throughout the world. It is only the fact that some goods can be charged at a higher rate and still move that makes it possible for other goods which can only bear a lower rate to be carried at that rate. Applying this principle to New Zealand particularly, it is well known that practically since the inception of railways in this Dominion the policy has been adopted of keeping the rates on commodities which have a direct bearing on the development of the primary industries down to a low figure. The Board believes that this policy is sound, and is desirous of maintaining it and developing it as much as possible. It will be easily seen, however, that if competitive forms of transport are to be allowed to compete freely in the direction of taking only the higher classes of goods as it suits them, then the position that must develop so far as the railways are concerned leaves two alternatives only — (1) If the present policy of maintaining low rates as above mentioned is to be continued, then it must be at an increased cost to the taxpayer in the form of a larger railway deficit; (2) If the railways are to make the best they can of the financial position on the basis of free competition, then the policy above mentioned must inevitably be abandoned, and the rates on lower-rated goods of every kind must tend to increase. As regards the first alternative, the opinion has already been expressed above that the Board believes that the policy of maintaining low rates, especially on commodities that cjosely affect the industries of the Dominion, is a sound one. The Board believes, also, that the deficit on account of the contribution of the railways to the payment of interest is greater than the Dominion can bear, and should be reduced, as the Board believes can be done, by a just and proper regulation of the transport position. As regards the second alternative, a position of vital importance arises. If the railways are to lose the higher classes of traffic or only to have them at a decreased remuneration, then the capacity of the railways to maintain the lower rates is to that extent diminished, and, according as the field of the competition extends, the capacity of the railways to give the low rates contracts. The result is that many of the goods in the lower classes will cease to move, and the costs of production will increase. This must have its effect on the progress of production, which in turn means a shrinkage of the national income. Carrying the matter further, the result would be a decreased quantity of goods of the high classes requiring to be transported owing to the shrinkage of trade that must follow contraction of the national income. The net result, therefore, would be an increasingly depressing effect on trade and industry which would react detrimentally to the best interests of the Dominion.

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Another aspect of the same problem is the view, which has also been expressed to the Board on more than one occasion, that the introduction of competitive forms of transport has lessened transport costs. The Board does not consider that this proposition will bear examination. This view could be valid only if the cost of transporting the goods that are left to the railway could be reduced by a greater amount than the cost of providing the new form of transport, so that the total cost of producing all the transport, when viewed from the community point of view, was less than it was before the introduction of the competitive form. An examination of the available statistical data shows that this is not the case. This is largely due to the peculiar nature of the transport industry. When money is spent in the provision of a transport plant what is really produced is capacity, and the plant only operates at its greatest economic efficiency when all the capacity is used, When the plant that has been provided is not used to full capacity it is possible only to a comparatively small degree to reduce costs and the unused capacity has to be paid for. Unused capacity is simply waste, and that waste shows up in a practical way in the form of the frequent insolvencies of road-transport concerns and larger railway deficits, neither of which are good from a community point of view, not only because they are undesirable in themselves, but also because they lead to the inequitable position that the increased burden of the transport cost falls on the non-user. It has been suggested that the method of adjusting the railway plant so as to reduce the portion of unused capacity should be adopted. A particular form of this suggestion is the contention that is advanced from time to time that some of the branch lines should be closed. The Board has, however, in this connection encountered at least two difficulties which make it very undesirable that any hasty decision should be made. The first difficulty is the wholly uneconomic nature of much of the competition with which the railways find themselves faced. In the case of competition by road especially, it is found that many operators are working on a basis that can give them no permanency. The Board finds that this process has been going on for some years. It was thought that it would right itself, but unfortunately the supply of persons who are prepared to operate under these conditions appears to be inexhaustible, and, as already mentioned, the depression with its accompanying unemployment is forcing many to undertake transport work under conditions that cannot but jeopardize the stability of the transport industry. The second difficulty is that it is almost invariably the case that the competitive form of transport cannot cover the whole field of the transport requirements at as low a cost when considered in relation to the whole field as the railways are able to do. The unfortunate part from the Dominion point of view is that if the railway ceased to function, that portion of the field would be adversely affected which most nearly touches the Dominion's production. The Board has had reason to conclude that in some cases one form of transport such as the railways could cope quite well with the needs of the district and at a reasonable average rate, so that the provision of more than one means of transport is simply a waste. The question that arises is which form of transport should operate. The Board has felt that if this question could be considered and decided in a positive way instead of in a more negative way, such as is involved in a decision by the Railways Board that a branch line shall be closed, then a sounder decision could be come to. This aspect has also been touched upon from another point of view in another portion of this report, but the Board mentions it here along with the other difficulty mentioned above as emphasizing the practical impossibility of the Board's formulating, under such conditions, a policy in connection with the railways which it believes would be in the best interests of the Dominion. NEW LINES. The Board duly submitted its report on lines under construction and lines on which construction work had been stopped. In that report the position was fully covered and the subject-matter does not call for further comment in this report, except possibly in regard to the Stratford-Okahukura line. The position in regard to this line was brought under review, but was not included in the Board's report on lines under construction. The wording of the statute is such that the Board is not called upon to report under the section of the statute in pursuance of which its previous report was made unless it desired to recommend that the construction work on the line should be stopped. The Board investigated the position of this line very closely, and after a good deal of anxious consideration it came to the conclusion that, taking account of all the factors involved, the case might be considered as a border-line one. The Board decided, therefore, that, having regard to the advanced stage of the work and the comparatively small expenditure that was required to complete the construction work, the line should be completed. In recording this decision the Board wishes to emphasize that if the policy is adopted of providing the railway as a means of transport for the development of the district that policy should also include a strict avoidance of the waste that would be involved in duplicating the -means of transport by expenditure on roads parallel to the railway or 011 plant to operate over the roads in competition with the railway. Stated in definite terms, the Board desires to say that a decision to complete the railway as a means of transport for the district should imply, for the purposes both of expenditure on roads and the application of the principles of the Transport Act, 1931, that the railway is to be regarded as the means of transport for the district tq the exclusion of competitive services. NAPIER EARTHQUAKE. When the Board assumed control of the Department it found that the services, which had been disorganized by the Napier earthquake had (with the exception of the Napier-Putorino services) been fully restored, and that most of the repair work had been completed or was in hand. The NapierPutorino Section of line calls for some comment. The section of this line from Napier to Eskdale had been opened for some years prior to the earthquake, but the traffic thereover had been very meagre.

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The section of line from Eskdale to Putorino had been opened some four months before the date of tiie earthquake. Ihe Board examined the economic position of this line very carefully in connection w lts review of lines under construction as this section of line formed an integral part of the proposed railway from Napier to Gisborne. The Board found that the completion of the line to airoa would not be justified. Its reasons for this finding are fully set out in the report which was presented to Parliament last year, and need not be here repeated. In the present connection the -Board would say that the reasons, which in its opinion justified its recommendation that the line to Wairoa should not be completed, also justify the conclusion that the line between Napier and rutonno was not a sound economic proposition. While the line from Napier to Putorino was open or traffic the Working Railways Department had a through-booking scheme in operation by rail and road linking up the towns between Putorino and Gisborne with all stations on the North Island Railway system. This was done man endeavour to obtain the transport business over that route tor tie railway. Ihe effort was, however, not successful, notwithstanding that quite substantial reductions were made m the rates. The Board could see no reason to believe that another similar fo , kflt an y different result and there is not the slightest doubt in the mind of the tfoard that had the earthquake not occurred the section of the line between Napier and Putorino would have been a case for consideration under section 20 of the Government Railways Amendment Act, 1931, and the Board s conclusion is that the line would ultimately have had to be closed under the provisions of that section. _ The line was very badly damaged by the earthquake, in some places emg completely covered to quite a substantial extent. Inquiries showed that considerable expenditure would be involved m clearing the line and restoring it to a condition for traffic-working. Quite obviouslv if the line were such as to hold little or no promise of continued working if it had. remained undamaged ' ere . couic J n( jt be the slightest justification for incurring the expenditure that would be required for restoring the line when nature had closed it. For these reasons the Board could not see its way to authorize this expenditure, and the line has accordingly not been restored. FINANCIAL. On the 31st March 1932, the capital invested in the lines open for traffic, including the steamers ?rnr?™ 0n ° ther subsidia] 7 services, was £51,424,883, as compared with £0U,04:0,l04: on <31st March, 1931. p lt . additions to the capital account totalled £754,078, and comprised Maintenance Branch £155,521, chiefly m bridge construction; Signals Branch, £30,934, in new telephone lines and extension l 4 ™ control; Public Works Department, £193,981, expended on Tawa Flat deviation- and ±373,642, expended on the construction of new rolling-stock. During the year loan-moneys amounting to £439,190 were repaid to the capital account, and the net addition to capital for the year was £314,888. Ist A T nril mrr^nSnnn 78 ĀCt ' 1931 ' autWed reduction of capital as at Ist April 1931, by £10,400,000, which amount represented the estimated amount of accrued depreciation and losses of capital not otherwise provided for up to that date. The reduction made possible the writing-off of all assets which had at 31st March, 1931, reached the full term of life fixed for the purpose of determining depreciation rates. The financial results of the operations for the year ended 31st March, 1932, were as follow Year ended Year ended 31st March, 31st March, Variation 1932. 1931. Gross revenue .. 6,50!,948 7,571,537 -1,062 589 Gross expenditure 5,670,955 6,882,810 -1 211 855 Net revenue 837,993 688,727 + 149,'266 Interest charges .. .. .. ..2,221,465 2,255,345 - 33,880 Excess of interest charges over net revenue .. 1,383,472 1,566,618 — 183 146 The gross earnings for the year were £6,508,948, a decrease of £1,062,589 (14-03 per cent) sastes w *° d * *—• £u7w6B <214 «»<■> •»*•»* a « i x 1?" ¥ R ™? S were the lowest since the year ended 31st March, 1920, when the revenue totalled £5,752,487. In 1920 the mileage of track operated was 2,996, as compared with 3,315 in the financial year just closed. During the past year the railways suffered severely from the trade depression and the substantial decline m revenue is principally due to this cause. The gross expenditure totalled £5,670,955, a decrease of £1,211,855 (17-61 per cent.) compared 31st MarchTS? & ° f £I'6B1 ' 687 ' 904 (22 ' 9 P er Ceut -) compared with the year ended Interest charges totalled £2,221,465, a decrease of £33,880 compared with the previous year For the years ended 31st March, 1930 and 1931, interest was computed on the total sum expended on the railways less £8,100,000 as provided 111 the Finance Act, 1929. In the year under review the capital account has been reduced by £10,400,000 in terms of subsection (2) of section 23 of the (jovernment Railways Amendment Act, 1931, such amount being inclusive of the sum of £8 100 000 before mentioned. The reduction in interest charges is due to this factor. The accumulated loss which stood 011 the balance-sheet at 31st March 1931 at £1 89? 017 was written off against the depreciation reserve £1,658,253, and the balance—viz., chareed against the general reserve. • b

VII

D.—2.

Renewals, Depreciation, and Equalization Accounts. During the year the sum of £236,724 was charged against revenue for renewals, and the amount expended from this fund was £171,875 for electric equipment, overhead lines, and track renewals. The credit balance at 31st March, 1932, in the Renewals Fund was £474,506. During the year the sum of £452,060 was charged against revenue on account of depreciationNo amounts will now be accumulated in the fund, as the depreciation is repaid to the Treasury four-weekly. The position in regard to the undermentioned equalization funds is as follows : —

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 earnings from passenger traffic for the year have decreased by 24-69 per cent, as compared with the previous year, while the earnings from goods traffic have decreased by 10-42 per cent. The operating earnings per average mile open and per train-mile are as follow : — Per Average Per Mile open. Train-mile. £ £ 1932 .. .. .. 1,746 136-63 1931 .. .. . • • 2,053 144-26 1930 .. .. .. ..2,274 149-21 The railway operating receipts for the last three years (exclusive of subsidiary services) from the North and South Island Main Lines and Branches shown separately are as follow : —

VIII

Credit Balance j , Exnenditure I Credlt Balance brought forward ' ,S » ' ! at 31st March, from 1931. 1931-32. 1931-3.. . 1932 £ | £ £ £ Slips, Floods, and. Accidents Fund .. .. 48,856 21,671 6,690 63,837 Workers'compensation .. .. .. 12,230 34,857 28,811 18,276 Insurance 43,349 14,254 3,736 53,867 104,435 70,782 39,2-37 135,980 *

Per Cent, of i Per Cent, of j Per Cent, of 1932. j Operating 1931. Operating ; 1930. Operating Revenue. I Revenue, j Revenue. - l_ I ! ! £ £ Passengers, ordinary .. 1,138,940 19-68 1,531,376 22-58 1,733,512 23*19 Season tickets .. .. 200,649 3-47 247,349 3-64 262,415 3-51 Parcels, luggage, and mails 316,245 5-46 359,277 5-30 386,792 5-18 Goods.. .. ' 4,019,600 69-43 4,487,357 66-18 4,904,324 65-62 Labour, demurrage, &c. .. 113,531 1-96 156,029 2-30 186,950 2-50 5,788,965 100-00 6,781,388 100-00 7,473,993 100-00

North Island Main Line and Branches. South Island Main Line and Branches. 1932. 1931. 1930. 1932. 1931. I 1930. I 11 £ £ £ ! £ £ £ Passengers, ordinary .. 724,694 985,510 1,110,392 403,922 530,796 602,190 Season tickets .. ' .. 131,941 166,107 174,781 65,108 77,327 83,430 Parcels, luggage, and mails 213,532 231,546 249,955 ! 96,591 119,577 128,359 Goods " .. .. 2,307,518 2,505,212 2,685,577 i 1,593,100 1,818,372 2,026,066 Labour, demurrage, &c. 65,464 79,160 91,493! 41,897 66,835 80,263 3,443,149 3,967,535 j 4,312,198 j 2,200,618 2,612,907 2,920,308

D.—2.

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

EXPENDITURE. The total expenditure for the year ended 31st March, 1932, was £5,670,955, a decrease of £1,211,855 as compared with the previous year's figures. 1931-32. 1930-31. 1929-30. £ £ £ Expenditure on train operation .. 5,301,653 6,406,143 6,848,026 Subsidiary services .. .. 369,302 476,667 510,833 £5,670,955 £6,882,810 £7,358,859 The reduction in expenditure for the past year may be grouped under the following main headings : — £ Reductions in salaries and wages .. .. .. .. .. 384,897 Decrease in fuel costs due to reduced train-milage, &c. .. .. 144,974 Reductions of expenditure resulting from general operating economies . . 604,695 Reduction in provision for depreciation clue to writing-down of capital.. 77,289 £1,211,855

Operating Expenditure.

Maintenance of Way and Works. The expenditure for the year under this heading totalled £997,629, as compared with £1,150,329 for the previous year, a decrease of £152,700 (13-2 per cent.). Compared with the average expenditure for the five years ended 31st .March, 1930, the expenditure for the year under review represents a reduction of 11-2 per cent, on the average figure. Of the decrease of £152,700 the 10-per-cent. reduction in wages and salaries accounts for £67,660. Depreciation charges were £5,054 less than the previous year due to the reduction in capital account authorized by subsection (2) of section 20 of the Government Railways Amendment Act, 1931, and the balance of the decrease (£79,986) is due to general ecomony measures introduced to reduce expenditure. Maintenance of Signals and Electrical Appliances. The expenditure under this heading for the year totalled £107,584, an increase of £3,120 compared with the previous year. As from the Ist April, 1931, the annual charge for renewals was increased from £10,000 to £20,000 per annum on account of the former amount not being sufficient to make adequate provision for renewals. This increase is offset by the reduction in labour costs, which amounted to £8,376.

ii—D. 2.

IX

North Island Main Line and Branches. South Island Main Line and Branches. Year. ; — ; Per Average Mile ! m . Per Average Mile ,, m • ™-i ® Per Tram-mile. B Per Train-mile, open. open. £ d. £ d. 1932 .. .. .. 2,376 131-49 1,353 » 143-83 1931 .. .. .. 2,776 140-69 1,606 147-87 1930 .. .. .. 3,052 144-53 1,794 154-23

j Per Gent, of Per Cent, of ! ! PerCent. oi 1 1931-32. i Operating 1930-31. Operating 1929-30. 1 Operating Revenue. Revenue. Revenue. | I I I ! £ £ £ Maintenance—Way and works 997,629 17-23 1,150,329 16'97 1,146,014 15-33 Maintenance—Signals .. 107,584 1-86 104,464 1-54. 117,577 1-57 Maintenance—-Rolling-stock.. 1,270,585 21-94 1,502,698 22-16 1,680,919 22-49 Examination, lubrication, and 59,619 1-03 77,646 1-15 82,711 1-11 ligliting of vehicles Transportation —Locomotive 1,195,151 20-64 1,517,026 22-38 1,672,498 22-38 Transportation—Traffic .. 1,424,520 24-60 1,798,490 26-52 1,883,918 25-21 General charges .. .. 69,280 1-20 i 87,700 1-29 96,466 1-29 Superannuation subsidy .. 177,285 3-06 : 167,790 2-47 167,923 2-25 5,301,653 91-56 6,406,143 94-47 6,848,026 91-62 ■ 1 '

D.— 2.

Having regard to the reorganization of telegraph and telephone facilities which has been proceeding during the past year, and general repair work on signals and interlocking, the maintenance of which cannot be deferred for any lengthy period without interfering with the safe working of trains, the expenditure in this branch has been kept within reasonable limits. Maintenance of Rolling-stock. The expenditure under this heading totalled £1,270,585, a decrease of £232,113 (15-45 per cent.) compared with the previous year. The average annual expenditure in this branch for the five years ended 31st March, 1930, was £1,460,114, and the figures for the past year represent a reduction of 12-2 per cent, on this amount. A review under the various headings is as follows : — Locomotive Repairs.—The expenditure totalled £550,401, a decrease of £118,925 (17-77 per cent.) compared with the previous year. During the year 443 engines were passed through the shops, of which number 189 received a complete overhaul. In the previous year 529 were repaired, of which total 207 received a complete overhaul. During the previous year the accumulated arrears of overhauls were not overtaken until August, and this caused last year's figures to be higher than would otherwise have been the case. Another factor contributing to the decline in the number of locomotives repaired is the decrease in traffic which has resulted in a reduction in engine-mileage, and, as the time when engines fall due for shopping is largely determined by the mileage run, the number due for overhaul during the year was less than would have been the case had traffic been normal. A comparison of engine-repair average costs shows the following : —

While a 10-per-cent. reduction in wages was effective for the year ended 31st March, 1932, it will be noted that the total cost comprising wages, materials, and overhead was in each case reduced by more than 10 per cent. The average mileage run by engines before being forwarded to the workshops for heavy repairs during the year was 76,570 miles in the North Island and 74,536 miles in the South Island. For the year ended 31st March, 1931, the mileage was 76,577 and 70,509 respectively. Maintenance of Carriages, Vans, and Wagons.—The total expenditure for the repairs and painting of carriages and vans was £251,175, a decrease of £25,612 compared with the previous year. A total of 1,751 carriages was repaired, of which number 1,315 received heavy repairs. During the previous year 2,013 carriages were repaired, of which 1,403 received heavy repairs. During the year 902 carriages and vans were painted. The expenditure on maintenance of wagons totalled £446,878, a decrease of £84,072 (15-83 per cent.) compared with the previous year. 17,293 wagons passed through the shops. The corresponding number in the previous year was 19,272. Examination and Lubrication and Lighting of Rolling-stock. The expenditure on examination and lubrication of rolling-stock was £32,121, a decrease of £9,733 compared with the previous year. The decrease under this heading is principally due to the decline in traffic causing a substantial reduction in car and wagon mileage. The expenditure on the lighting of coaching vehicles decreased by £8,294, the principal cause of this decrease being the fitting of vehicles to burn coal-gas instead of Pintsch gas. Locomotive Transportation. The expenditure under this heading was £1,195,151, a decrease of £321,875 (21-22 per cent.) compared with the previous year. As a result of the decrease in traffic, engine-mileage declined during the year, the total mileage run being 13,845,996 miles, a decrease of 1,772,810 miles (11-35 per cent.) compared with the previous year. The amount of coal used was 350,347 tons, a decrease of 60,655 tons compared with the previous year, and the cost of this fuel was £535,283, a reduction of £144,974. The following table furnishes statistical information regarding locomotive transportation : — 1932. 1931. 1930. 1929. Cost per engine-mile .. .. .. 20-73 d. 23-31 d. 23-98 d. 23-49u. Cost per train-mile .. .. .. 27-92 d. 31-72 d. 32-79 d. 34-20 d. Cost per engine-hour .. .. .. 213-29 d. 233-98 d. 237-31 d. 232-44 d. Cost per 1,000 gross ton-miles .. .. 144-16 d. 160-71 d. 163-97 d. 163-35 d. Engine-miles per engine-hour . . . . 10-29 10-04- 9-90 9-90 Gross ton-miles per engine-hour . . .. 1,480 1,456 1,447 1,423

X

1931 1932 CJass of Engine Repairs. Average Ayerage ost . Reduction per Cent. £ ' f Heavy .. .. . - .. 1,424 1,219 14-4 Medium .. .. .. 790 616 22-0 Light .. .. .. .. j 99 71 28-3 Boiler repairs .. .. .. 175 146 16-6

D.—2.

These figures show that while a greater quantity of work per engine-hour has been obtained from the engines the cost of working the engines has actually been reduced. Statistics of the consumption and cost of coal are as follow : —

These figures show that both the quantity and the cost of coal consumed has been reduced notwithstanding—as the figures in the previous table show —that more work per engine-hour has been obtained from the engines. Traffic Transportation. Traffic transportation costs totalled £1,424,520, a decrease of £.373,970 (20-79 per cent.) compared with the previous year. The continued decline in traffic during the past year necessitated a careful review of train-mileage, and a number of services were cancelled or curtailed. The total decrease in train-mileage for the year was 1,113,178 miles, and while a proportion of this decrease is due to the curtailment of passenger services the largest decline was in goods-train mileage, where the decline in traffic did not require the same number of goods trains as would have been the case in a normal year. Taking the transportation costs for 1926 and the train-miles and revenue tonnage as the standard and fixing the index figure at 100, the position regarding these three items is as follows : — 1926. 1927. 1928. 1929. 1930. 1931. 1932. Transportation costs . . 100 101 101 105 108 103 82 Train-miles . . .. 100 104 105 108 116 109 99 Revenue tonnage . . 100 101 102 105 107 96 80 These figures show that, notwithstanding the decrease in business—which owing to the high proportion of fixed charges would tend to increase unit cost—-the unit cost has been reduced very substantially as compared with the 1926 standard. General Charges. The expenditure under this heading totalled £246,565, a decrease of £8,927 compared with the previous year, due to salary reductions and general economies. Subsidiary Services. Subsidiary Service Revenue. —The revenue from subsidiary services amounted to £719,983, as compared with £790,149 for the previous year, and an analysis of the figures is as follows :— 1931-32. 1930-31. 1929-30. Lake Wakatipu steamers .. .. 8,013 9,166 11,447 Refreshment service .. .. 89,026 120,563 132,301 Advertising service .. .. .. 39,312 49,94-1 53,532 Departmental dwellings .. .. 138,725 116,256 109,694 Leases of bookstalls, &c. .. 17,822 20,022 21,405 Road-motor services .. .. 72,740 103,348 105,702 Miscellaneous 354,345 370-,853 380,087 £719,983 £790,149 £814,123 Subsidiary Services Expenditure. — The particulars of the expenditure in connection with the subsidiary services are as follow : — 1931-32. 1930-31. 1929-30. Lake Wakatipu steamers .. .. 10,068 14,064 18,374 Refreshment service .. .. 86,335 116,506 125,230 Advertising service .. .. .. 36,414 48,692 53,151 Departmental dwellings .. .. 149,974 178,140 187,816 Leases of bookstalls, &c. .. .. 10,820 9,804 9,144 Road-motor services .. .. 75,691 109,191 117,118 £369,302 £476,667 £510,833 Analyses of the above variations are contained under the appropriate heading for each of these services as set out later in this report.

XI

Consumption. Cost. Coal. 1932. 1931. 1932. ! 1931. lb. lb. d. d. Per engine-mile .. .. .. .. .. 57-52 59-77 9-41 10-60 Per engine-hour . . .. .. . . 591-76 600-31 96-88 106-46 Per thousand gross ton-miles .. .. .. 398-96 410-88 65-29 72-86

D.—2.

Passengers. An analysis of the passenger revenue is as follows :—

A review of the passenger revenue was made during the year and after a thorough examination of the position it was, as already mentioned in this report, decided to reduce the ordinary fares. Accordingly, as from the 20th September, 1931, the ordinary passenger fares at single rates were reduced by 20 per cent., and for return tickets the holiday-excursion scale was adopted, representing a reduction of approximately 22| per cent, on the return fares. Prior to this reduction the passenger journeys and revenue at ordinary rates were declining rapidly, and as the following table shows the decline in journeys has now been arrested. The journeys and revenue for ordinary and holiday-excursion fares for the three years ended 31st March, 1930, have been taken as the index figure 100, and in order to allow for the variation in the dates of the Easter holidays the returns for the March and April periods have been amalgamated under one heading.

From a study of the above table it will be noted that the passenger journeys were falling during the earlier portion of 1931 and the decline became intensified from the middle of that year and continued so until August, 1932, when as a result of the decrease in fares the position began to improve. Taking all the circumstances of the present economic depression into consideration, the position so far as revenue is concerned may be regarded as reasonably satisfactory. As evidence of the reduced spending-power of the community first-class passenger journeys and revenue declined by 30-55 per cent, and 37-95 per cent, respectively, while second-class passenger journeys and revenue declined by 7-93 per cent, and 20-39 per cent, respectively. The special Sunday fares in various areas were again popular with the travelling public, and the following figures show that these services have been meeting a very substantial demand.

XII

j 1932. 1931. I Variation. Per Cent. , i I I ; Passenger journeys— Ordinary.. .. .. .. 6,503,566 7,265,912 -762,346 10-49 Season .. .. .. .. 12,652,034 15,521,144 [—2,869,110 18-49 Total .. .. .. 19,155,600 22,787,056 -3,631,456 15-94 Revenue— £ £ £ Ordinary.. .. .. .. 1,138,940 1,531,376 —392,436 25-63 Season .. .. .. .. 200,649 247,349 —46,700 18-88 Total .. .. .. 1,339,589 1,778,725 -439,136 24-69 Passenger train-miles .. .. 4,440,491 4,874,650 —434,159 8-91 Revenue— Per mile of line .. .. .. £415 £539 -£124 23-00 Per train-mile .. .. .. 72-40d. 87-58d. —15-18d. 17-50

Journeys. Revenue. Average Three Average Three Years, 1928, 1931. 1932. Years, 1928, 1931. 1932. 1929, 1930. 1929, 1930. March and April .. .. 100 83 56 100 93 65 May .. .. .. 100 85 59 100 93 67 June .. .. .. 100 81 53 100 86 59 July .. .. .. 100 83 52 100 88 57 August .. .. .. 100 80 51 100 82 55 September .. .. 100 85 57 100 88 64 October . . 100 76 60 100 77 52 November .. .. 100 74 65 100 78 53 December .. .. 100 73 69 100 81 55 January . , .. .. 100 69 61 100 77 57 January . . .. .. 100 72 73 100 81 64 February .. .. 100 65 67 100 70 53

rea 1 Total Number of Total Number of Passengers, 1932. Passengers, 1931. Auckland-Hamilton .. .. .. .. 36,078 40,535 Wellington - Palmerston North. .. .. 47,822 47,833 Christchurch-Timaru .. .. .. .. 55,257 , 49,349 Dunedin-Oamaru .. .. .. .. 32,133 33,749

D— 2

Season-ticket revenue decreased by £46,700 (18-88 per cent.), while the passenger journeys under this heading decreased by 2,869,110 (18-49 per cent). The principal decreases were in workers' weekly tickets, which decreased by £11,457. All lines and sectional annual tickets decreased by £10,244, and fifty-trip bearer tickets by £14,230. These decreases must be almost wholly ascribed to the depressed condition of trade and industry. Parcels, Luggage, and Mails. The receipts under this heading totalled £316,245, a decrease of £43,032 (11-97 per cent.) as compared with the previous year. An analysis of the revenue is as follows :— 1931-32. 1930-31. Variation. £ £ £ Parcels 188,060 189,482 - 1,422 Excess luggage .. .. .. .. 7,919 i 2j 259 - 4,340 Left luggage, luggage-checks, bicycles, and 33,276 40,934 - 7,658 Mails •• •• •• .. 86,990 116,602 -29,612 Total •• •• •• • £316,245 £359,277 £43,032 During the year parcel revenue has been well maintained, and having regard to the depression in trade and industry the receipts are reasonably satisfactory. Luggage receipts fell in sympathy with the decline in passenger traffic. The reduction in the receipts for the carriage of mails is due principally to an alteration in the charges for the carriage of mails and-also to the fact that, as a result of the depression, the postal authorities have cancelled the running of sorting-vans on a number of express trains. Goods and Live-stock. The revenue from goods and live-stock was £4,019,600, as compared with £4,487,357 for the previous year, a decrease of £467,757, or 10-42 per cent. A comparison of the total revenue and tonnage of this year's traffic with that of the previous year is as follows :— 1932. 1931. Decrease. Per Cent Revenue .. .. £4,019,600 £4,487,357 £467,757 10-42 Tonnage .. .. 5,824,811 6,957,709 1,132,898 16-28 A comparison of the tonnage of goods and live-stock carried, together with the revenue from the same for the past seven years, shows the following :— Variation as compared with Y ear Previous Year in each Case. Tonnage. Tom- Tons. Per Cent. J 926 •• •• 7,256,142 -f 222,683 3-17 1927 •• •• •• 7,308,449 + 52,307 0-72 1928 7,358,388 + 49,939 0-68 1929 •• •• 7,613,445 + 255,057 3-47 1930 •• •• •• 7,788,973 + 175,528 2-31 J 931 •• •• 6,957,709 - 831,264 10-67 1932 •• •• •• •• 5,824,811 -1,132,898 16-28 Revenue. £ £ Per Cent. ] 92 !? •• •• 4,117,746 + 168,159 4-25 1927 •• •• 4,596,166 -f 97,006 2-15 1 928 •• •• ••• 4,680,135 + 83,969 1-83 J 929 •• •• •• 4,846,125 + 165,990 3-55 1930 •• •• 4,904,324 + 58,199 1-20 1931 •• 4,487,357 - 416,967 8-50 1932 •• •• ■■ 4,019,600 - 467,757 10-42 A comparison with 1931 of the tonnage of commodities under the six main headings is as follows :—

XIII

Variation. 1932. 1931. Tons. Tons. Tons. Per Cent. Agricultural products .. .. .. 578,186 592,853 - 14,667 2-47 Animals and their products .. .. 1,161,376 1,170,036 — 8' 660 0-74 Products of mines 2,024,699 2,623,123 - 22-43 Products of forests .. .. .. 328,465 526,239 - 197,774 37-58 Benzine, cement, and manures .. .. 769,998 791,109 — 21,111 2-67 General goods and miscellaneous .. 962,087 1,254-',349 — 23-29 Totals 5,824,811 , 6,957,709 -1,132,898 16-28

D.—2.

In agricultural products the tonnage decreased by 14,667 tons. Grain increased by 8,000 tons, but the tonnage ot root crops and chaff declined by 13,000 tons, and there were smaller decreases in fruit and meals. The tonnage of chaff has decreased considerably during recent years, due to the growing substitution of motor for horse transport. In 1926 100,575 tons of this commodity were carried, but in the past year the traffic had decreased to 44,042 tons. Animals and their products decreased by 6,000 tons. The principal variations under this heading are a decrease of 60,900 head in cattle, no doubt due to the low prices ruling. Sheep totalled 10,370,959 head, an increase of 432,015, compared with the previous year, which increase is due principally to the dry weather causing a shortness of feed and fat stock was disposed of earlier than would otherwise have been the case. Wool traffic totalled 149,145 tons, an increase of 32,600 tons over the quantity carried during the previous year. This traffic has fluctuated during the past three years owing to the low prices ruling causing farmers in a number of cases to withhold their clips from sale. The carry-over from the 1930-31 season was estimated at 181,000 bales of greasy wool and for the past year the carry-over of greasy wool is estimated at 209,861 bales, comprising 80,957 bales from the 1930-31 season. After allowance has been made for the quantity still held in growers' sheds and for the increased production, the higher tonnage handled by the railway during the past year indicates that there was a greater quantity sold than in previous years and this is confirmed by the export figures which show a total of 710,576 bales shipped, an increase of 168,461 bales, compared with the previous year. In products of mines the principal variations were : Agricultural lime decreased by 17,000 tons. The tonnage of this commodity has increased of recent years. The average annual tonnage for the five years ended 1930 was 127,781 tons, and the tonnage in the past year was 12,420 tons above the average referred to. New Zealand bituminous coals totalled 763,926 tons, a decrease of 322,321 tons, the principal decreases being 129,000 tons in consignments from the Greymouth coalfields and a decrease of 180,896 tons on the Westport Section. The decline in the bunker-coal business is one of the principal factors responsible for the decrease. New Zealand soft coals decreasec], by 104,875 tons, of which decrease 49,000 tons was in the North Island and 55,000 tons in the South Island. As a number of secondary industries are closed or are working part time only this has caused a decline in the coal traffic, which is largely reflected in the tonnage of soft coals carried. Road-metal totalled 114,310 tons, a decrease of 121,000 tons compared with the previous year. The curtailment of expenditure on road construction is the principal factor contributing to the decrease under this heading. In products of forests all three commodities under this heading—namely, imported timber, New Zealand timber, and firewood and posts —show decreases. Imported timber totalled 10,308 tons —a decrease of 17,269 tons compared with the previous year. Importations of timber decreased by 75 per cent, during the year. New Zealand timber totalled 243,224 tons, a decrease of 132,300 tons (35 per cent.). The average annual tonnage for the six years ended 31st March, 1930, was 603,839 tons, and the figures for the past year represent a decrease of 59 per cent, on this average. While the decrease is due in a measure to the decline in building operations, the decrease in the export trade to Australia, which was previously a good market for certain classes of New Zealand timber, is a factor largely contributing to the low tonnage for the past year. In benzine, cement, and manures there was a decrease of 21,111 tons. The tonnage of benzine decreased by 14,637 tons and cement decreased by 15,700 tons. Manures increased by 9,000 tons. The traffic in this commodity has increased considerably of recent years owing to the decrease in price and reduction in railway rates, The tonnage carried in the past year was 572,000 tons. In miscellaneous goods, which comprise all commodities not listed under the other five groups, the tonnage was 962,087 tons, a decrease of 292,262 tons compared with the previous year. The principal items contributing to the decrease were general merchandise, 90,800 tons ; ships' goods on port lines, 84,000 tons : and miscellaneous goods, 31,000 tons. This decrease must be principally ascribed to the depression in trade and industry affecting both internal trade and imports. STATISTICS. The following are some of the statistics dealing with the operation of goods traffic Variation. 1932. 1931. Amount. JL J er Cent. Goods-train mileage .. 5,728,229 6,407,248 —679,019 10-50 Goods earnings .. .. £4,019,600 £4,487,357 —£467,757 10-42 Revenue, goods tonnage .. 5,824,811 6,957,709 —1,132,898 16-28 Revenue, net ton-mileage .. 405,255,971 467,109,468 -61,853,497 13-24 Average haul .... 70 67 +3 4 • 40 Average revenue per ton-mile .. 2-41 d. 2-33 d. +0-08 d. 3-40 Average revenue per ton .. 14s. 13s. +ls. 7-70 The decrease in goods earnings would have been greater but for the increase in rates on the lowerrated commodities which became effective in November, 1930, and was therefore in force for only a portion of the financial year ended 31st March, 1931. As these rates were in force for the whole year under review they counterbalanced to some extent the decline in revenue from the higher-rated commodities. The average haul increased by three miles, due principally to the haul of commodities such as manures, benzine, and live-stock increasing during the year. This increase is reflected in the smaller

XIV

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proportionate decrease in net ton-miles as compared with goods tonnage. The increase in the average revenue per ton-mile and per ton is a reflection of the tariff increases previously referred to and to the increase in the average haul. V ariation. 1932. 1931. Amount. Per Cent. Total gross ton-miles revenue freight 1,285,066,357 1,497,272,997 —212,206,640 14-17 Goods-vehicle miles (loaded) .. 106,098,317 120,416,484 —14,318,167 11-89 Goods-vehicle miles (empty) .. 51,073,875 59,914,969 —8,841,094 14-76 Total goods-vehicle miles .. 157,172,192 180,331,453 —23,159,261 12-84 The decreases under these headings are a reflection of the decreases in goods traffic. Averages : Revenue, Freight Traffic. Variation. Per Mile of Line: — 1932. 1931. Amount. Per Cent. Goods revenue .. .. £1,244 £1,359 —£115 8-46 Total tonnage .. .. £1,803 2,106 —303 14-39 Net ton-miles .. .. 125,466 141,420 —15,954 11-28 Gross ton-miles .. .. 397,853 453,307 —55,454 12-23 Variation. 1932. 1931. Amount. Per Cent. Goods revenue per train-mile .. 168-41 d. 168-09 d. +0-32 0-19 Train load, gross .. .. 224-00 234-00 —10-00 4-27 Train load, net .. .. 70-75 72-90 —2-15 2-95 Number of vehicles per train (loaded) .. .. .. 18-52 18-79 -0-27 1-44 Number of vehicles per train (empty) .. .. .. 8-92 9-35 —0-43 4-60 It will be noted that despite the heavy decline in traffic the revenue per train-mile increased slightly, which indicates that the operating was carefully watched to avoid unnecessary running. Variation, Per 1,000 Gross Ton-miles: — 1932. 193]. Amount Per Cent. Revenue .. .. .. £3*128 £2-997 +£0-131 4-37 Net ton-miles .. .. .. 315 312 +3 1-13 The increase in the average revenue per 1,000 gross ton-miles is due to the fact that revenue did not decrease in the same proportion as the gross ton-miles owing to the tariff increases to which reference has previously been made. Variation. Wagon User:— 1932. 1931. Amount Per Cent. Revenue per ordinary goods'vehicle £142 £161 —£19 11-80 Revenue per live-stock vehicle .. £152 £158 —£6 3-80 Average wagon-load (tons) .. 3-82 3-88 —0 •06 1• 55 Average miles per wagon per day 17-90 20-66 -2-76 13-36 Average net ton-miles per wagon per annum (ordinary goods) .. 14,946 17,578 —2,632 14-97 Average net ton-miles per wagon per annum (live-stock) .. 11,072 11,233 —161 1-43 The following table shows certain operating results for goods trains. In the table the average results for each period for the three years ended. 31st March, 1931, have been taken as the index number 100.

It will be noted that notwithstanding the low index figure for gross and net ton-miles the turnover per train-hour for both gross and net ton-miles was quite satisfactory.

XV

Gross Net Gross Ton- Net Ton- j Ton-miles. Ton- m iles. Train-load. Index No. .. .. 100 100 100 100 100 100 1931. April .. .. .. 76 75 103 100 100 97 May .. .. .. 86 83 103 100 99 96 June .. .. .. 80 79 102 99 99 95 July ■ • .. .. 74 74 99 96 93 91 August .. .. .. 72 72 98 96 93 91 September .. .. . . 77 75 99 98 94 94 October .. .. .. 74 74 98 96 94 92 November .. .. .. 71 71 97 94 93 91 December .. .. .. 73 71 101 94 96 90 January .. .. .. 90 90 110 107 106 103 January .. .. .. 76 74 102 96 97 91 February .. 78 79 107 105 101 100 March .. .. .. 85 88 107 107 101 101

D.—2.

THROUGH BOOKING OE PARCELS AND GOODS. The volume of traffic conveyed by the Department's through - booking system increased by 3,555 tons for the year. The service was instituted in May, 1925, and the tonnage for the year ended 31st March, 1926, was 5,183. The traffic has increased year by year since, and the tonnage carried in the past year was 20,097 tons.

ADVERTISING SERVICE.

An analysis of the revenue for the year under review is as under : — 1932. 1931. Variation. £ £ £ Outdoor advertising .. .. .. 35,954 44,781 —8,827 Publications .. .. .. .. 1,841 2,514 — 673 Printing .. .. .. .. .. 1,442 —1,442 Miscellaneous.. .. .. .. 1,016 1,053 — 37 Advertising in buses .. .. .. 501 151 + 350 £39,312 £49,941 -£10,629 New business written up during the last four years is as under 1932. 1931. 1930. 1929. £ £ £ £ Outdoor advertising .. . . 26,415 47,948 63,706 72,230 Publications .. .. .. 1,859 3,338 4,595 4,597 Printing 1,442 3,641 2,633 Miscellaneous .. .. .. 767 904 2,351 1,534 Buses 749 151 219 1,019 £29,790 £53,783 £74,512 £82,013 During the past year trading conditions in the Dominion have been difficult, and advertising has suffered as a result. The new business written up during the year was £23,993 less than the previous year. The total revenue decreased by £10,629, due to the decline in business during the past three years and also to the fact that a number of contracts have had to be cancelled while in other cases reductions have been made in rentals. On the expenditure side substantial economies have been made and the decline of 25-22 per cent, under this heading has resulted in an improvement in the net profit to the extent of £1,649 as compared with the previous year. The expenditure figures include the amount debited to this branch for rent of land and buildings, right to display advertisements on railway buildings, commission on cash collected by other branches, and interest on capital employed in the business charged under these headings : total, £12,692. The total financial benefit which accrued to the Department from the operations of this Branch during the year was therefore £15,590.

REFRESHMENT SERVICE.

XVI

I i i Variation. | 1932. 1931. | 7 Amount. Per Cent. j £ £ £ Revenue .. .. .. 39,312 49,941 —-10,629 21-28 Expenditure .. .. .. 36,414 48,682 —12,278 25-22 Net profit .. .. .. 2,898 1,249 + 1,649

Variation. 1932. 1931. Amount. Per Cent. £ £ £ Revenue .. .. 82,234 116,665 -34,431 29-51 Expenditure .. .. 80,553 113,324 —32,771 28-92 Net profit .. .. £1,681 £3,341 —£1,660

D.—2.

Revenue. —An analysis of receipts discloses the following variations :—

Tie decrease in revenue is a reflection of the decline in passenger traffic. The number of meals served in dining-rooms decreased from 170,122 in 1931 to 115,660 in 1932. In view of the decline in receipts, every effort was made to reduce expenditure during the year, and it is satisfactory to note that a reduction of 28-92 per cent, was made under this heading. The expenditure figures for this Branch include the amount debited for rent of rooms, railage on stores, and interest on capital employed in the business, which totals £13,806. The total financial benefit which accrued to the Department from the operations of the Refreshment Branch totalled £15,487. The number of cushions hired during the year totalled 81,797, compared with 109,626 in the previous year. The decrease is due to the decline in passenger traffic. The Board made a careful investigation into the working of this Branch both from the point of view of necessary or desirable service to railway travellers and from the point of view of financial results. The Board found that, generally speaking, the provision of set meals did not afford a remunerative return to the Department. Prior to the Board's taking control the price of set meals had been reduced from 2s. 6d. to 25., the Board understanding that one of the objects underlying that action was to test out the possibility of increasing the patronage of the dining-rooms at least to an extent that would recoup the Department for the loss of revenue that would be involved in the reduction of price. The Board continued this experiment for what it considered to be a time sufficient to enable a sound judgment to be made, and, on very carefully reviewing the results, it felt bound to come to the conclusion that the object as above mentioned had not been achieved, and that the reduction in price was resulting in a depletion of the Department's revenue without any additional service to the public. The Board therefore reluctantly decided that, in view of the principles which must govern its administration as set out in the statute, it could do no other than reinstate the former price. At a number of the dining-rooms the results are still not very satisfactory from a financial point of view, but the necessities of a reasonable standard of service render it, in the opinion of the Board, impossible to close the rooms. The Board concluded, however, that in the case of the Maungaturoto dining-room the quantum of service that was being given through that room did not justify the loss that was being incurred in keeping it in operation, and the service for set meals at that station was therefore discontinued. The Board also reviewed the price charged for refreshments at the counter-rooms. It commenced with the definite objective of reducing the charges if that could justifiably be done. As the figures in this statement show, the Branch does not by any means return an excessive profit, and this in itself shows that, unless any reduction in prices would result in a stimulation of business that would more than balance the loss of revenue that would result from that reduction, such a reduction could not be made without jeopardy to the financial return from the Refreshment service. A factor very largely affecting the position was the incidents associated with the service which the Department has to give. Almost the whole of the business is done under conditions which require a very rapid service. Trains can be held at stations for only limited periods, and all the people who desire refreshments are anxious to be served so as to enable them to partake of refreshments with a reasonable amount of comfort during the period of time available to them. If there is any delay in attending to the requirements of the people complaints immediately arise. An adequate staff has, therefore, to be maintained to enable these comparatively short rush periods to be dealt with. This necessarily involves a fair amount of loss for idle time which, under the conditions as existing in connection with this business, is unavoidable. This is a rather important differentiation of the railway business from an ordinary refreshment-room business, and must have an inevitable effect on the position of the branch in relation to price. The Board is emphatic that the standard of service, both as to quality of provisions and otherwise, must be maintained at a high point, and the Board is satisfied that this is being done. It also has felt bound to conclude, as already mentioned, that this standard of service cannot be maintained under present conditions at a lower range of prices than that now operating if a financial loss is to be avoided. ROAD MOTOR SERVICES. The year's operations resulted in a loss of £2,951, as compared with a loss of £5,842 in the previous year. Details of the loss and fluctuations in revenue and expenditure are set out hereunder : —■ 1931-32. 1930-31. Decrease. £ £ £ Revenue .. .. .. ..72,740 103,348 30,608 Expenditure 75,690 109,190 33,499 Variation .. .. .. —£2,950 —£5,842 £2,891 It is to be noted that the loss as above tabulated is calculated after interest has been debited on the capital invested in the services.

iii—D. 2.

XVII

Variation. I 1932. 1931. Amount. Per Cent. £ £ £ Dining-rooms .. .. 13,267 20,865 - 7,598 36-42 Counter-rooms .. .. 66,497 93,225 - 26,728 28-67 Miscellaneous .. .. 2,470 2,575 — 105 4-08 Totals .. .. £82,234 £11.6,665 -£34,431 29-51

D.-2.

The results of operating the various services were as follow :— Napier - Hastings. 1931-32. 1930-31. Decrease. £ £ £ Revenue .. .. .. ..12,146 12,505 359 Expenditure .. .. ..12,646 16,259 3,613 Loss .. .. .. £500 £3,754 £3,254 The passenger journeys totalled 370,514, as compared with 359,469 in the previous year, an increase of 11,045, the increase being confined to intermediate passengers. The through traffic between Napier and Hastings was subject to severe competition by a fleet of taxi-cabs, and the receipts from the Department's service suffered accordingly. In view of the competition, steps were taken to reduce expenditure, and the mileage was reduced during the year by 56,096 bus-miles. The taxi competition to which reference has been made has now ceased, and satisfactory financial results may be expected from the future operations of this service. Hutt Valley. 1931-32. 1930-31. Decrease. £ £ £ Revenue .. .. .. .. 55,266 82,20-3 26,937 Expenditure .. .. ..56,244 81,504 24,810 Loss .. .. .. £978 .. £2,127 Profit .. .. .. .. £1,149 Passenger journeys totalled 1,850,648, as compared with 2,671,511 in the previous year, a decrease of 820,863 (30-7 per cent.). During the year the Department's revenue on this route suffered as a result of the operations of competitive services, and it was not until January, 1932, that this competition ceased. Another factor which contributed to the decline in passenger journeys was the extent of unemployment in the Hutt and Petone areas. To meet the decline in traffic the various time-tables in operation were reviewed and reductions were made where the traffic was not such as to warrant a more frequent time-table. The bus-mileage was reduced from 1,199,851 in 1931 to 905,340 in the past year, a reduction of 294,511 miles (24 per cent.). As in tie case of the Napier-Hastings Service, the Board believes that, with the cessation of competition from taxi-cars, this service can be made to return satisfactory financial results. Oamaru-Tokarahi, 1931-32. 1930-31. Variation. £ £ £ Revenue .. .. .. .. 1,786 2,205 —419 Expenditure .. .. .. 2,321 2,173 +148 Loss .. .. .. £535 — +£567 Profit .. .. .. — £32 The number of passengers carried by the service during the past year was 38,963, a decrease of 131 (0-3 per cent.) compared with the previous year. Passenger revenue decreased by £81 due to a decline in ordinary passengers, but an increase in the number of school-children carried has caused the decline in journeys to be in a smaller proportion than the revenue. The larger proportion of the decline in revenue is due to an alteration in the charges for the conveyance of mails from a mileage basis to charging by weight, which alteration caused a reduction of £331 in revenue. Expenditure increased by £148 due to the necessity for placing a third vehicle in this service for relief purposes with resultant increased maintenance charges. This service was provided in substitution for the passenger services that were previously worked by train on the Ngapara and Tokarahi Branches. Dunedin-Port Chalmers. 1931-32. 1930-31. Variation. £ £ £ Revenue .. .. .. .. 3,543 2,939 +604 Expenditure .. .. .. 4,480 4,056 +424 Loss .. .. .. £937 £1,117 -180 This service was inaugurated on the 2nd June, 1930, and the increases in revenue and expenditure are due to the comparison being for twleve months this year, as compared with ten months for the previous year.

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D.—2.

Since January, 1931, the Department has had to contend with competition from a taxi service operating over this route, and this competition has adversely affected the receipts from the Department's service. LAKE WAKATIPU STEAMERS. 1931-32. 1930-31. Decrease. £ £ £ Revenue .. .. .. .. 8,013 9,166 —1,153 Expenditure .. .. .. .. 10,068 14,064 —3,996 Net loss £2,055 £4,898 £2,843 The variations in revenue for the year ended 31st March, 1932, as compared with the previous year are as follow : Passengers, —£358 ; parcels, +£49 ; goods, —£842 ; miscellaneous, —£2. Passenger journeys totalled 24,863, an increase of 2,101, but the revenue from this source decreased owing to the higher proportion of passengers carried at special excursion fares." Three " day " excursions were run during January and February, and 3,100 passengers travelled by these trips. The decrease in goods revenue is a reflection of the general decline in business throughout the Dominion. The total revenue for the past year was £2,354 below the average for the three years 1927, 1928, and 1929. The decrease in expenditure (£3,996) was due to general economy measures introduced, and to a decrease in overhead charges due to a reduction in the capital account. The mileage run totalled 24,461 steamer-miles, a decrease of 1,663 as compared with the previous year. The Board carefully reviewed the position in regard to this service, and concluded that something should be done to improve the financial results. Steps were taken to bring the expenditure down to a minimum consistent with a reasonably adequate service. Further action as principally affecting the tariff was, however, postponed until the Board could have an opportunity of visiting the district. This visit was paid soon after the close of the financial year now under review, and the Board has now placed the lake steamer tariff on a basis which it believes will improve the financial results from the service, while avoiding any unduly high charges for the transport afforded. DEPARTMENTAL DWELLINGS. 1931-32. 1930-31. Variation. £ £ £ Revenue .. .. .. .. 138,725 116,256 +22,469 Expenditure .. .. .. 149,974 178,410 —28,346 Loss .. .. .. £11,249 £62,154 -£50,905 The improvement in revenue is due to the increased rentals which were brought into force on Ist February, 1931, as a result of a recommendation of the Royal Commission on Railways (1930). The average rental per dwelling per annum for the year was £38 2s. The decrease in expenditure is due to the fact that the capital account was written down by £450,000, thus causing a reduction in depreciation, interest, and insurance. SICK BENEFIT FUND. The operations of the New Zealand Government Railways Employees' Sick Benefit Fund for the year ended 31st March, 1932, show a surplus of £4,374, compared with a surplus of £4,545 for the previous year. The receipts totalled £26,940, including the departmental subsidy of £8,000, as compared with £29,566 for the previous year, a reduction of £2,636 due to a decrease of 2,219 in membership caused by the reduction in the staff of the Department. Sick-benefit payments totalled £22,566, as compared with £25,021 for the previous year, a reduction of £2,455. The total membership at 31st March, 1932, was 10,011, as compared with 12,230 in 1931. SUGGESTIONS AND INVENTIONS COMMITTEE. The Suggestions and Inventions Committee dealt with 1,005 suggestions during the year, as compared with 1,042 during the previous year. Of these suggestions, 85 were recommended for adoption in whole or in part, 354 referred to heads of branches were already in operation or related to policy matters, 481 were not recommended for adoption, and 85 were, at the close of the financial year, under trial or investigation, and were carried forward for future consideration. Of the 85 suggestions recommended for adoption 14 were in connection with improvements to rolling-stock, 10 were in connection with workshop equipment, 13 referred to matters connected with the Way and Works and Signals Branches, 12 related to traffic operation, while the balance dealt with general matters in connection with railway working.

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Stores Branch. The amount expended in connection with the purchase of stores and material during the year was £] ,470,229, and the expenditure was divided as follows : — £ s. d. To merchants, manufacturers, and others in New Zealand .. 439,949 2 0 Through High Commissioner, London .. .. .. 1.37,024 3 3 Material manufactured in railway workshops .. .. 166,147 15 0 Coal and coke .. .. .. .. .. .. 630,903 10 8 Stationery .. .. .. .. .. .. 18,666 17 8 For manufactured and used material recovered from other railway branches .. .. .. .. .. 64,529 4 11 Timber from railway sawmill .. . . . . .. 13,008 9 5 £1,470,229 2 11 The value of stores held at 31st March, 1931, was £705,777, as compared with £867,636 at the end of the previous year. There was a net decrease in this year's expenditure, as compared with the previous year, of £896,727 15s. 2d., the following decreases being shown:— £ s. d. To merchants, manufacturers, and others in New Zealand .. 413,106 14 2 Through High Commissioner, London .. .. .. 193,451 17 8 Material manufactured in railway workshops . . . . .. 38,882 7 0 Coal and coke .. .. .. .. .. .. 20,122 8 4 Stationery . . .. .. . . .. 38,659 18 4 For manufactured and used material recovered from other railway branches .. .. .. .. .. .. 8,708 13 11 £896,727 15 2 A summary of the purchases and issues of stores, exclusive of coal, for the past six years is as follows : — „ , , Purchases. Issues. Year ended £ £ 31st March, 1927 .. .. .. .. 1,481,003 1,356,654 31st March, 1928 .. .. .. ..1,542,755 1,656,196 31st March, 1929 .. .. .. .. 1,823,767 1,794,838 31st March, 1930 .. .. .. .. 1,764,987 1,802,366 31st March, 1931 .. .. .. .. 1,716,452 1,743,416 31st March, 1932 .. .. .. .. 852,044 1,018,616 The Board has pursued the policy, which it found in operation on assuming control of the Department, of giving preference in the purchase of its materials, firstly to New Zealand products, and secondly to British Empire products. It has also aimed to steadily reduce the amount of capital locked up in stores stocks, and it will be seen that very substantial progress has been made in this direction during the year. A thorough organization has been developed for careful inspection of stores, with a view to keeping stocks in the best condition and at the lowest quantity consistent with efficiently meeting the requirements of the Department. The problem of slow-moving stores has had careful attention, with a view to seeing that they are dealt with promptly and in a way that will ensure the best results obtainable in the particular circumstances of each case. The process of bringing control of all stocks of materials under the Stores Branch has been continued, and at the close of the year was nearing completion. This work has been largely influenced by the amalgamations of the various branch workshops which have taken place, and so far as the stores are concerned the arrangements that have been made will make not only for economy in dealing with the custody and issue of materials, but will make for more effective control and a more independent check of purchases and issues. In many cases stores depots have been amalgamated, thus ensuring economy and better order and control. The general reorganization of the Stores Branch has, the Board finds, extended over some years. A review of the position shows that it was a very desirable procedure, and the Board is pleased to be able to record the near completion of the work which, as already mentioned, will be, from every point of view, distinctly advantageous to the Department. The arrangements effectively combine efficiency with economy. Coal-supplies. The average consumption of coal per week during the year ended 31st March, 1932, was 7,097 tons, which was a decrease of 1,230 tons per week compared with the previous year, and 2,062 tons compared with the year ended 31st March, 1930. A comparison of the purchases of New Zealand and imported fuel for eight years ended 31st March, 1931, is as follows : — v New Zealand. Per Cent. Imported. Per Cent. Total. 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 1930-31 .. .. 367,686 90-00 40,827 10-00 408,513 1931-32 .. .. 373,335 89-72 42,756 10-28 416,091

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Ihe proportion of imported coa.l included for the year 1931—32 in the above tabulation represents a quantity of coal which was obtained from Newcastle to replenish the reserve stocks of coal held for railway purposes. Ihis was rendered necessary owing to the fact that these reserves were at a very low level, and as they may be held for quite a lengthy period of time it is essential that the coal should be of a kind which will store well. Newcastle coal is pre-eminent in this quality, and the Department may therefore be regarded as being in quite a sound position so far as reserve stocks are concerned. The Board itself has, since it took charge of the Department, not purchased any imported coal, and its policy will be to obtain its supplies to the greatest possible extent from coal mined in New Zealand. Ihe Board desires to record its hope that the coal-mining industry will appreciate this policy, and show that appreciation by affording the Department the qualities of coal that are best suited to its needs at prices which will fully justify the policy of the Board, having regard to its obligation to manage the business of the Department on economic lines. STAFF. The total number of staff employed on the 31st March, 1932, including those on works chargeable to capital, was 14,930, as compared with 17,806 for the previous year. The average number actually at work throughout the year was 16,114, as compared with 18,840 the previous year. Of the average number of staff at work during the year 12,528 were permanent and 2,402 were casual employees. The average number of men engaged on works chargeable to capital was 738, as compared with 1,435 during the previous year. During the year 37 members of the permanent staff were transferred to other Government Departments, 119 resigned, 763 retired on superannuation, 61 died, 143 were dismissed or paid off. Thirty-nine employees were engaged. Eighty-seven members of the Second Division were promoted to the First Division. A total of £28,811 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. In the report for the year ended 31st March, 1931, reference was made to the staff adjustments which had been necessary owing to the fall in revenue, and during the past year a continued decline in traffic necessitated the staff position being constantly under review. In addition to the reduction in business, capital expenditure was also substantially reduced owing to the necessity for the curtailment of such expenditure. Every effort was made to effect economies by reorganizing and amalgamating positions and by withdrawing staff from stations where train services had been curtailed or traffic conditions warranted the redaction. In the workshops the decline in the amount of repair work and the reduction in the construction of new rolling-stock necessitated further staff reductions in that branch, and these were carried out during the year as the circumstances warranted. WORKSHOPS. Amalgamation op Workshops. The amalgamation of the workshops attached to the Maintenance Branch with the Locomotive Workshops has been continued during the past year. The Penrose shops of the Maintenance Branch have been amalgamated with the locomotive shops at Otahuhu, and at Addington, Dunedin, Invercargill, and East Town the maintenance shops have been amalgamated with the locomotive shops. Staff (Workshops Branch). During the past year the staff in the workshops branch has been reduced for the following reasons (1) A reduction in the construction of new rolling-stock and the completion of orders in hand. (2) A general reduction in repair work due to the falling-off in traffic. The following tabulation shows the staff variation for the past seven years :—

ihe reduction in the number of men employed and in the volume of work undertaken necessitated a readjustment of the clerical and supervisory staffs, and twenty-one clerical and forty supervisory positions were abolished. Output ob New Rolling-stock. The rolling-stock turned out during the year comprised 12 Class C shunting-engin.es, 20 first-class and 39 second-class carriages, 19 bogie horse-boxes, and 427 four-wheeled wagons of various classes. In addition to the above nineteen new boilers were constructed during the year.

XXI

W j Ca8Uals | Term Casuals, j B £3T I T °^" 1926 2,332 494 687 16 3,529 1927 2,355 475 674 33 3,537 1928 . • .. .. 2,241 389 653 44 3 327 1929 •• •• 2,211 413 643 383 3'650 1930 •• •• 2,330 461 664 761 4,216 1931 •• •• 2,317 458 565 333 3,673 1932 •• •• 2,143 240 245 126 2,754

D.—2.

New Locomotive Construction. The twelve C Class shunting-engines completed in the workshops during the year were the balance of an order for twenty-four, twelve having been placed in service during the previous year. These engines are giving good service and are proving very satisfactory for the work for which they were specially designed. A commencement has been made with the construction of the first ten of an order for thirty Class K general-service main-line locomotives, and it is expected that the first of these engines will be completed by November, 1932. The balance of the first year's programme (ten) will be completed at intervals of approximately five weeks each thereafter. The tractive effort of the locomotives .in service during the year compared with 1926 and 1931, is as follows :— 1926. 1931. 1932. Number of locomotives in service .. 704 641 647 Total tractive power in pounds .. 11,232,789 10,876,866 11,036,771 Average tractive power per locomotive in pounds.. .. .. .. 15,955 16,984 17,058 During the past year seven engines were scrapped, making a total of 111 obsolete locomotives which have been scrapped since 1926. Apprentices. The total number of apprentices employed in the Department's workshops at the end of the year was 314. Of this number 259 are receiving instruction in the classes attached to the four main workshops. In accordance with the Department's policy of encouraging apprentices who have completed their apprenticeship to further their studies, two scholarships were awarded and the two members who were successful are now receiving further technical and drafting experience. General. During the year the Board visited each of the four main workshops and inspected the layout and working thereof. The Board was impressed with the convenience of the layout of the shops and was pleased to note the very high standard of comfort and convenience that was afforded the staff by the workshop arrangements. Financial necessities having considerably restricted the quantity of work available has resulted in the workshops not being occupied to full capacity, but the Board is convinced that, under what might be regarded as normal conditions, the workshops can cope with the work of the Department with economy and efficiency. TRANSPORTATION. During the past year it has been necessary on account of the serious decline in passenger and goods traffic to keep all train services under constant review, and, where necessary, reductions and adjustments in services have been made. The train-mileage for the year (exclusive of shunting and departmental mileage) was 10,168,720, as against 11,281,898 for the previous year, a decrease of 1,113,178 train miles. Of the total train-mileage run 4,440,491 were passenger-miles and 5,728,229 goods-miles, a decrease of 434,159 and 679,019 respectively as compared with the previous year. The particulars of the revenue train-mileage run in the various sections are as follow : —

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

Average late Arrival of Trains, Year ended 31st March, 1932.

These figures include delays arising from all causes, including slips, floods, washouts, earthquakes, engine and other mechanical failures, and traffic delays at stations.

XXII

Section. 1931-32. | 1930-31. Decrease. i I . Kaihu .. .. .. .. .. 15,056 16,955 1,899 Gisborne 42,863 67,862 24,999 North Island Main Line and Branches .. .. 6,284,517 6,767,998 483,481 South Island Main Line and Branches .. .. 3,672,105 4,240,893 568,788 Westport .. .. .. .. .. 70,963 88,440 17,4-77 Nelson .. .. .. .. .. 41,240 48,224 6,984 Picton 41,976 51,526 9,550 10,168,720 11,281,898 1,113,178

Period ended Average . . _____ - — tor Year Year ended p" j i .1 1 II in April. May. i June. 1 July. August.l Sept. Oct. Nov. | Dec. Jan. ! Jan. J Feb. j March Minutes. Express and Mail Trains. 1932 .. .. 110-64 I 2-38 I 2-20 I 1-80 I 1-37 I 1-57 1-08 I 1-86 I 2-11 j 6-27 j 3-53 I 5-61 I 4-66§]3-47 1931 .. .. j 8-07 I 4-90 | 6-06 | 5-19 [ 4-17 [ 5-86 1-77 | 2-08 [ 2-25 | 5-93 i 4-41 | 7-70 | 4-07 | 4-80 Long-distance Mixed Trains. 1932 .. .. i 7-85 I 4-34 I 4-29 1 3-85 I 3-11 | 3-22 I 3-22 I 3-63 I 3-52 | 5-14 I 3-37 I 4-67 I 5-49 I 4-28 1931 .. .. 8-94 I 8-84 | 7-72 j 7-40 I 6-96 | 6-70 ! 4-35 1 4-50 | 3-99 | 5-38 I 4-67 10-37 ] 6-49 6-64 Suburban Trains. 1932 .. .. 1-43 0-63 I 0-70 0-48 ; 0-30 I 0-23 ; 0-28 1 0-37 | 0-37 I 0-41 I 0-41 I 0-52 I 0-48 I 0-51 1931 .. .. I 0-77 ! 0-72 I 0-81 | 0-56 1 0-73 | 0-38 | 0-31 ; 0-42 J 0-49 | 0-55 | 0-65 | 0-63 I 0-43 | 0-57

D.—2.

It will be seen from the foregoing tabulation that the punctuality of the train services improved substantially during the year. r follows •- Umê ° f tte m ° re important alterations to the principal express and passenger trains is as The 7.40 p.m. Auckland-Wellington express was rescheduled to leave Auckland daily at 3 p.m. except Sundays. This alteration provides a seven-day-per-week express service from Auckland similar to that from Wellington. On the Paeroa-Taneatua line the thrice-weekly express service between Taneatuaiauranga was replaced with a fast mixed service providing connections at Tauranga with the Auckiand-Tauranga express. In the South Island the running of the through express service between Christchurch and Invercargill was restricted to three days per week throughout the whole year, with the exception that during the Christmas and New Year holidays the express trains were run From September, 1931, the running of the night expresses between Christchurch and Dunedm was curtailed from a thrice-weekly service to a Sunday night service only, which reduction resulted in a saving of 14,000 train-miles during the financial year. General. The Ravensbourne - St. Leonards portion of the Dunedin - Port Chalmers duplication was brought into operation on the 3rd May, 1931. a T l ie aoT goods-shed and shunting-yard at Wellington were brought into use on the 17th August, 1931. Improved Cars. During the year the construction of sufficient new carriages of the new type was completed to permit of the Auckland-Wellington expresses being made up entirely of these cars, BRANCH LINES. _ During the past year the position regarding branch lines and isolated sections has again been reviewed, and various adjustments made where such were considered necessary WTt r T nUe frol f , the thirt y-° ne brailot lines for which separate accounts are ept totalled £325,939, a decrease of £74,679 (18-64 per cent.) compared with the previous year (M-BoTer r oTntT ** 7 £2 °' 22 ° (31 ' 83 p6r cent - ) and B oods revenue decreased by £43,099 •+i, T 3u e ° peratmg ex P endlture totalled £501,763, a decrease of £102,461 (16-96 per cent) compared witn tne previous year. r t ft n ecKne 111I 11 traffi ° necess itating a curtailment of services, train-mileage for the year totalled 860,799 miles, a decrease of 220,290 (20-3 per cent.) compared with the previous year,'and this is one of the principal factors contributing to the decrease in expenditure. Further economies were made m maintenance charges by providing motor-velocipedes for the permanent-way staff on branch lines thus enabling reductions to be made in this staff. The expenditure in other branches was reviewed from time to time and general economies were made as the conditions warranted net loss on branch lines, after allowing for the feeder value, was £125,058, a decrease of £31 331 compared with the previous year. ' Interest charges amounted to £451,982, a decrease of £33,530 compared with the previous year Ihis decrease is due mainly to the non-operation of the Napier-Putorino line during the past year' and the interest charges for this line have not been included in the branch line accounts. > Ot ? 7 V«AO ° n branc l ll 111I 111 ® 8 , for the P ast y ear > including interest charges, was £567,040, a decrease of £74,862 compared with the .previous year. This loss represents 40'9 per cent, of the total deficit (including interest) while the mileage of the branch lines was 28-1 per cent of the total mileage of the railway system. F Isolated Sections. The results of operations on isolated sections are as follow:— Kaihu. Revenue totalled £4,073, a decrease of £1,354 compared with the previous year The reduction is principally m goods traffic, which declined by £1,187. Expenditure totalled £6,743, a decrease of £2,182 compared with the previous year. Trainmileage totalled 15,056, a reduction of 1,899 miles. The operating loss for the year was £2,670, as compared with £3,498 for the previous vear. 1 rattic on this section has fallen away considerably, due principally to the decline in timber traffic ««.-Revenue totalled £15,175, a decrease of £9,903 compared with the previous vear' Ihe closing of the Ngatapa Extension is responsible for a proportion of the decrease, but the closing of the freezing-works at Waipaoa and the slump in the timber industry are the principal factors contributing to the decrease shown. Expenditure totalled £25,785, a decrease of £11,511. Traffic on this_ section fell to such an extent that it was necessary to reduce the service from twelve return services weekly between Gisborne and Motuhora to six during the winter months r tne summer traffic the services were increased to nine return services per week. of 24 999 n mileaBe totalled 42 ' 863 miles > as compared with 67,862 in the previous year, a reduction a reduction 6 ôO? Se ° tlon WaS £10 > 610 > as compared with £12,218 in the previous year,

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Nelson. —Revenue totalled £17,174, as compared with £20,423 for the previous year, a decrease of £3,249, due mainly to a decrease in passenger revenue of £1,050 and goods revenue of £1,708. Expenditure totalled £30,146, a decrease of £7,962 compared with the previous year. During the previous year a curtailment of train services was found necessary in view of the falling-off in business, and train-mileage was reduced by 12,437 miles. During the past year the Glenhope-Kawatiri Extension was closed (in July), and the cessation of running over this portion of the line enabled the locomotive depot at G-lenhope to be closed. It was also found necessary to reduce the train service between Nelson and Belgrove by one return service per week. Compared with the previous year, a further reduction of 6,984 train-miles has been made. The decrease in expenditure is due to the various economies made possible by the curtailment of services. The operating loss on this section was £12,972, as compared with £17,685 in the previous year, a reduction of £4,713. Picton. —The revenue on this section totalled £30,894, a decrease of £3,398 compared with the previous year. Expenditure totalled £32,911, a decrease of £9,963 compared with the previous year. The services on this section were reviewed in the year 1930-31, and various adjustments made resulting in a decrease of 20,818 train-miles. During the past year a number of further economies were introduced, resulting in the train-mileage being further reduced by 9,550 miles. The reduction in expenditure is due to the decreased train-mileage and to a number of other economies which were carried out during the year. The operating loss on this section was £2,017, as compared with a loss of £8,582 in the previous year. Westport. —The revenue from this section totalled £77,882, as compared with £115,726 in the previous year, a decrease of £37,844. The principal decline is in coal traffic, the tonnage of which in the past year was 340,922 tons, as compared with 521,818 tons in 1931, and 634,276 tons in 1930. Expenditure totalled £70,658, a reduction of £22,367 compared with the previous year. Trainmileage totalled 70,963, a reduction of 17,477 miles compared with the previous year, the principal portion of the reduced mileage being a reflection of the decrease in coal traffic. During the year passenger accommodation was cancelled on trains previously scheduled as goods trains with car attached, thus enabling additional tonnage to be conveyed by such trains and at the same time enabling certain goods trains to be cancelled when the loading was not sufficient to warrant their running. The operating profit on this section for the year was £7,224, as compared with £22,701 in the previous year. Railways Publicity Branch. The year has been one of increasing effort to bring to the public the fullest possible realization of the importance of the railways to national welfare and the great service which they are performing, and the still greater service which they are capable of rendering to the public of New Zealand if they are used to the fullest extent possible in meeting the transport needs of the community. An endeavour has been made to put before the public in the most straightforward and concise manner possible the whole facts of the case in regard to the direct relation of railway transport to national welfare. , . . In carrying through the work, besides direct advertising in the principal publications of the Dominion, a series of special articles has been released, dealing pertinently with the principal factors in the situation, and giving detailed particulars of the kind and quality of transport facilities which the railways can offer to the public in passenger, parcels, and general freight traffic. An important feature of the year's work has been a further development of co-operation with the Department of Industries and Commerce, Tourist and Publicity, in joint advertising for hostels and localities in which that Department is directly interested, and with local bodies and business people interested in the promotion of travel within the Dominion. This has formed the basis of a " See New Zealand " movement directed to induce people who might otherwise seek relaxation and interest in travel overseas to realize that New Zealand itself has more to offer in the way of variety of scenery, features of historical interest, and general all-round tourist attractions than can be found elsewhere in an equal space or that can be reached with anything like the same low total expenditure. In both the general railway publicity campaign and that for the stimulation of travel, use has been made of pictorial representation by hoarding, poster, and screen. The very wide range of photographs which the Photography Division has available—a supply which is constantly increasing—is being frequently used by the press of the Dominion for special publication purposes, and the blocks which the Department itself prepares are in constant demand for use in other publications, where they prove mutually advantageous both in improving the appearance of such publications and in stimulating interest in travel. During the year a number of illustrated " Seeing New Zealand by Rail folders have been prepared, and a total of one hundred thousand copies distributed; a two-colour "Economy" folder was distributed to every member of the service ; and a special household distribution was made of a twocolour pamphlet on suburban fares and services. _ The control organization of the Publicity Branch maintains close co-operation with district officers in order that the facilities for the comprehensive planning of campaigns and the preparation of art work, blocks, &c., which are available at headquarters, may be used to the fullest extent possible in achieving effective publicity in connection with all types of local events, scenic attractions, and health resorts.

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Principal events, such as those at Christmas, Easter, and school-vacation periods are completely covered from headquarters. By this means the most effective use of facilities for planning and executing such campaigns is made, and a more economical general result with increased publicity is obtained. The objects which the Board has sought to achieve through the Publicity Branch may be summarized thus : — (1) Selling railway service as the safest and most economical form of transport. (2) Educating the general public —the owners of the railways — on the national aspects of transport and the undeniable importance of an adequate railway system to safeguard primary and secondary industries and the national welfare. (3) Helping to strengthen the spirit of co-operation throughout the service, which has now a staff approximating fifteen thousand. The amount expended on publicity during the year was £13,409, as compared with £19,183 during the previous year. Railways Magazine.—A phase of the Department's activities in connection with publicity to which the Board has given careful consideration is the Railways Magazine. That the magazine has a publicity value is, of course, self-evident. The main question that the Board had to consider, therefore, was whether that value was commensurate with the expenditure involved. The net cost of the magazine last year, including all overhead charges, was £2,255. For this the Department obtained eight issues of 20,000 per issue. The net cost per copy works out at 3-38 d. The net cost of the magazine has been a steadily decreasing one, as is shown by the figures for the last five years, particulars of which are as follows: 1927-28, £6,267 ; 1928-29, £5,254 ; 1929-30, £5,208 ; 1930-31, £3,049 ; 1931-32, £2,255. The Board will, of course, aim to progressively reduce the cost of the magazine, and it has resolved that for the current year the publication be continued. WAY AND WORKS BRANCH. The following are the principal features connected with the operations of the Way and Works Branch during the year : — Permanent-way.—The relaying done during the year was as follows : — Miles. Main line and branches, 53 lb., 55 lb., 56 lb., 65 lb., and 70 lb., relaid with 70 lb. new material .. .. .. .. .. .. .. 25f Main line and branches relaid with second-hand material 53 lb., 55 lb., 56 lb., and 70 lb. .. .. .. .. .. .. 3 Total 28f Branch Lines. —During the year a number of motor-velocipedes have been supplied to gangs on branch lines and have proved very satisfactory and have considerably reduced the labour charges for track maintenance. Sleepers. —The number of new sleepers placed in the track during the year was 160,350. Ballasting.—There were placed on the track 133,572 cubic yards of ballast. Slips, Floods, &c. —Slips near Hoteo on the North Auckland line on the 30th April, 1931, blocked the line for one and a half hours. On the 24th July, 1931, a slip between Waikino and Karangahake caused delay to trains, and on the 30th July, 1931, a slip occurred at Purewa Tunnel on the AucklandWestfield deviation, which caused traffic to be diverted via Newmarket for one day. On the 4th April, 1931, a washout occurred at 47 m. 14 ch., Wairarapa line, at south approach of bridge No. 49 (between Fernside and Woodside), and traffic was blocked from early morning on the 4th April, 1931, to 8.30 a.m. on the sth April, 1931. A washout took place between 13 m. 20 ch. and 13 m. 60 ch., Picton Section (between Tuamarina and Spring Creek), on the 4th April, 1931, and delayed traffic. A slip of about 400 cubic yards of rock came down at 34 m. 66 ch., Wairarapa line (between Summit and Cross Creek), on the 11th April, 1931. Traffic was blocked from 1.40 p.m. on the 11th April, 1931, until 5.30 p.m. on the 12th April, 1931. On the 11th April, 1931, during a heavy southerly gale, the waves broke over the sea-wall between Kaiwarra and Petone. Ballast was scoured out in a few places and trains were diverted to "up "" main line from 9 p.m. on the 11th April, 1931, until the following morning. A number of washouts occurred between 4 m. 10 ch. and 15 m. on Gisborne Section on the 13th and 14th February, 1932, causing delay to traffic. On the 31st July, 1931, a small slip took place in a cutting at 275 m. 5 ch., main line (between. Mangaweka and Utiku), and delayed traffic for thirty-five minutes. On the Ist August, 1931, slips occurred at 273 m. 5 ch. and 275 m. 10 ch. (between Mangaweka and Utiku), blocking the line and delaying traffic for about five hours. On the 12th August, 1931, a small slip occurred at 275 m. 8 ch. (between Mangaweka and Utiku), causing traffic delay of forty minutes. On the 3rd April, 1931 (Good Friday), following a heavy storm in the Tararua Ranges, what was probably the heaviest flood in the history of Otaki developed in the Otaki River. The actual damage to track and formation was not great, but traffic was completely interrupted for twenty-six hoursFlood protective works have since been constructed at Otaki River. On the 10th July, 1931, a washout occurred at 159 m. 30 ch. (between Kai-Iwi and Maxwell) and traffic was completely blocked for four hours.

iv—D. 2.

XXV

D.—2.

A heavy snowfall occurred at Arthur's Pass on the Bth July, 1931, and seriously interfered with the running of trains. Owing to heavy rainfall on the West Coast during January, 1932, several washouts and slips occurred on Rewanui, Hokitika, Reefton, and Midland lines, but only minor delays to trains were occasioned. On the 2nd September, 1931, about 2,000 cubic yards of rubble and clay came down on the track at 20 m. 50 ch., Otago Central Branch (between Deep Stream and Flat Stream). Traffic was blocked from early on the 2nd to 10 a.m. on the 4th September. On the afternoon of the Ist October another heavy slip occurred at this locality. The cutting was filled to a depth of 14 ft. over the rails and approximately 1J chains of track was covered. All traffic was suspended until the morning of the sth idem. As a result of exceptionally heavy rains during the week preceding, a number of slips and washouts occurred between Timaru and Dunedin on the 20th February, 1932. The principal damage was bridge No. 67 (Pareora River) partially washed away, and traffic was blocked until 2 p.m. on 25th February. About 120 ft. of the northern approach to Bridge No. 72 (Otaio River) was scoured for a depth of 18 ft. At 173 m. 7 ch. a dry stone wall under new filling on deviation on Otepopo Bank was pushed out, causing track to subside. Buildings.—Buildings have been maintained in good repair. Houses at Kakahi, Rangataua, Porewa, Maxwell, Blenheim, Mitcham, and Waimahaka were destroyed by fire, and houses at Helensville, Waimiha, and Studholme received minor damage from the same cause. Railway Improvements.—The principal works carried out during the year were as follow :— Auckland : The whole of the work in connection with the station, goods-sheds, yard, roading, fencing, appliances, &c., has now been completed. The flooring of the new car and wagon depot was completed, and all the machinery has been installed. Wellington : The new goods shed and yard were completed during the year. Ravensbourne : St. Leonards duplication—this work was completed and the change-over to the new lines effected on the 3rd May, 1931. The old main line has been lifted, and the old structures have also been removed. Amalgamation of Workshops. —During the year the workshops at Auckland, Wanganui, Christchurch, Dunedin, and Invercargill, which had been operated by the Way and Works Branch, were amalgamated with the locomotive shops. Bridge Reconstruction Work. —The work of strengthening and renewing bridges has been proceeded with during the past year. On the North Auckland line the Ahuroa Bridge has been reconstructed with steel girders on concrete piers, and on the Marton - New Plymouth Section the reconstruction of the Turakina and Waitotara Bridges has been completed, while the work of reconstructing the Patea Bridge is nearing completion. The strengthening of the Tokomaru, Manawatu, and Rangitikei Bridges has been completed, and work has been commenced on the Makohine Viaduct. The girders of the Waipukurau Bridge have been strengthened and similar work is in hand on the Waipawa Bridge. In the South Island the reconstruction of the Opihi Bridge has been in hand during the year and will be completed during the current year. The old timber-work in the Bushey Bridge has been replaced with steel girders and similar replacements are in hand on the Otaio Bridge and Clutha Viaduct. The strengthening of the girder spans in bridges on the Otago Central line is also making satisfactory progress. Additions to Open Lines.—The expenditure under this account was £5,160, and the works carried out consisted of alterations and renewals at locomotive depots, decking of bridges, alterations to sidings, and general improvements. Expenditure.—The Way and Works expenditure charged to working-expenses amounted to £307 per mile, as compared with £346 in 1930-31, £347 in 1929-30, £340 in 1928-29, and £359 in 1927-28. Mileage.—The mileage of track open for traffic on the 31st March was 3,245 m. 2 ch. The Napier-Putorino Extension, Glenhope-Awatiri Extension, and Ngatapa Branch were closed during the year, and the Cape Foul wind Branch, on the Westport Section, was handed over to the Marine Department. SIGNAL AND ELECTRICAL BRANCH. The following is a summary of the principal activities of the Signal and Electrical Branch during the year Signalling. Ravensbourne - Sawyers Bay.—Automatic signalling has been installed as follows : Ravensbourne to St. Leonards, double line, 2m. 13 ch. ; St. Leonards to Sawyers Bay, single line, 2m. 33 ch.; power interlocking, St. Leonards. Automatic points at St. Leonards, which reverse automatically for a train to enter the single line whilst the station is " switched out " were installed, and have given every satisfaction. North Island Main Trunk Lihe.—Signalling and interlocking with electrical point movements and fouling protection have superseded fixed signals at Porootarao, Raurimu, Pokaka, Horopito, and Hihitahi. Manual Control of Departure Signals.—At attended crossing-stations in the automatic-signalling areas, equipment for manual control of departure signals has been installed. Shunt Signals.—ln accordance with the amended rules and regulations, all shunt signals have been equipped with a yellow indication in place of green.

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D. —2.

General-Alterations and additions to existing signalling and interlocking have been carried out S,™ t ngarel ' ore roa BrKlge. AMMand, Aramoho, Thorndon, Lambton, Sawyer's Bay, and avensbourne. Mount Albert and Westfield have been converted to " switch-out " stations. Jixtensxve maintenance renewals were found necessary and have been carried out to the Christg> " Coloml> ° Stre "- A "' iB ™ *-<. The total number of signalling installations is as follows Miles of single-line automatic signalling .. .. _ _ 290 m _ 42 (.jj Miles of double-line automatic signalling .. .63 m." 14 ch! Automatic crossing-loops .. .. .. _ _ *33 Automatic switch-locked sidings .. .. .. " " 34 Power interlockings .. .. .. .. ' '' 27 Mechanical interlockings .. .. .. _ _ " 200 Interlocked tramway crossings .. ~ " 7 Mechanical fixed signal and Wood's locked stations .. .. , 308 Tablet-locked sidings.. .. .. __ " 970 Block-working.—During the year Mount Albert and Hangatiki have been converted from ordinary to switch-out tablet stations. Sergeant's Hill, Burkes, and Eavensbourne tablet stations have been closed during the year owing to their being superseded by automatic signalling and other causes. A bank engine key has been installed at Westport. The present position in regard to block-working is as follows :— Total mileage equipped with tablet instruments .. .. .. 1 597 Number of tablet instruments in use .. .. .. .. '§55 Number of tablet stations .. .. .. .. _ _ 300 Number of tablet exchangers .. .. .. .. ' [ 323 Mileage of double line worked by lock and block .. .. .. 25 Number of stations .. .. .. ~ _ 23 Number of instruments .. .. .. .. ~ 26 Telegraph and Telephone Facilities. The outstanding result of the year's activities on the communication circuits has been the greatly increased range of both telegraph and telephone services in both Islands, together with the efficiency that is now obtainable on the new circuits. The rebuilding programme of 1928-29 has been continued, and now, as a result of this work, it will be possible to instal modern types of apparatus over long-distance communication lines. This work will be continued during the forthcoming year, together with, a replacement of obsolete instruments. In the North Island approximately 220 miles of pole-line were rebuilt and in the South Island 230 miles were rebuilt and sixty miles strengthened to meet the needs of new circuits. In addition to renewing over 2,000 miles of old iron wire with copper conductors, 2,044 miles of copper wire for new circuits have been erected. Train-control services have been extended between Ohakune and Marton Junctions and from Oamaru to Balclutha, with an intercall selective system between Balclutha and Invercargill. The main line in the South Island is now being worked under train-control from Culverden to Invercargill with control stations at Christchurch and Dunedin. In the Isorth Island it is anticipated that the final train-control section, Frankton Junction to Ohakune Junction, will be completed in September, 1932, and train-control will then be in operation between Auckland and Wellington. Additional long-distance telephone circuits have been made from existing lines or provided when rebiiilding, and these, coupled with the small telephone exchangers or switching facilities at terminal stations, are providing for efficient long-distance conversations over all parts of the railway system. During the yeai a. telephone exchange was installed at Frankton Junction and a larger exchange installed at Ohakune Junction ; also switching facilities were made at Marton, Palmerston North, Morrinsville, Oamaru, and Balclutha. The Otago Central Branch telephone service was converted from earth to metallic circuit, and telegraph communication was superimposed over the circuit. The . Morse services in both Isla,nds were reorganized and co-ordinated to give more central distribution of work, elimination of retransmission at intermediate offices, and direct circuits over longer distances. In the ISorth Island Auckland and Wellington were directly linked with a through circuit, and from these terminals further channels were provided to subsidiary circuits. In the South Island this Department in the past has rented numerous lines from the Post and Telegraph Department, but by means of a rearrangement of lines a number of the rented services have now 'been relinquished and the circuits co-ordinated to give distribution from Christchurch and Dunedin only. Full preparations have been made for the commencement of permanent work from Wellington to Paekakariki when the electrification work commences. In the meantime the section of line from Paekakariki to Palmerston North has been rebuilt, with extra circuits. From Napier to Takapau the line has been rebuilt and preparations made for the installation of a selective telephone system which will ultimately link with the Wellington-Wanganui train-control system at Palmerston North.

XXVII

D.—2.

The statistics of communication facilities are as follow: — Morse instruments .. .. .. ■ • • • 194 Telephones .. .. • ■ ■ • • • .. 2,553 Miles of wire .. .. ■ • • • • • 15,564 Miles of poles .. .. .. . ■ ■ • ■ • 3,052 Railway exchanges — Automatic .. .. .. •. • • • ■ 5 Manual .. .. . . ■ ■ • • • • 7 Public exchange connections .. . . . ■ ■ ■ 551 Level-crossing Alarms. Warning signals have been installed at the following level crossings : —■ Station. Milage. Type. Otorohanga (Ranfurly Street) .. .. 113 m. 70 ch. Flashing lights. Petone (Gear Co.'s Siding, Hutt Road) .. 6m. 37 ch. Flashing lights. The wig-wag warning signal at Waitara Road, 3 m. 25 ch., Waitara Branch, has been dismantled owing to the provision of an overbridge. A number of existing level-crossing alarms have been equipped with trickle-charged secondary batteries which have considerably reduced the use of more expensive primary batteries. The total number of level crossings now fitted with warning-devices is 123. Electrical Reticulation. During the year a number of motor installations were completed at various workshops and locomotive depots. The installation of electric lighting was completed at a number of stations buildings, yards, and workshops. At the close of the year a total of 2,194 dwellings and 335 railway-stations were electrically lighted and 13 station yards equipped with flood lighting. CONCLUSION. In formulating this report the Board has, in order mainly to facilitate comparisons, followed generally the form of previous railway statements. The Board has, in view of the present need for the strictest economy, felt compelled to compress the report into the smallest compass that would enable a reasonable measure of information to be afforded regarding the working of the Department during the financial year under review. It has been difficult, however, in the space available, to convey a wholly adequate impression of the activities of the Board and the Department during the year. The year's work has been one of great intensity. This was due not only to the difficult conditions prevailing, but also to circumstances that were inseparable from such a radical change in the form of the administration of the Department and to the large amount of work that was involved in carrying out certain of the statutory duties imposed upon the Board, the chief of which from the point of view of the year's work was the investigation and report that the Board was required to make regarding new lines. Many matters have been reviewed, the more important of which have been touched upon in the report. There are many other matters which have also been brought under the Board's notice, and final decisions have either been come to thereon or the matters are still under action. In conclusion, the Board desires to express its appreciation of the loyal support which it has had from the Executive and the staff of the Department during the year. The Board has been pleased to receive from the public many expressions of appreciation of the obliging and courteous attention of the members of ..the staff in their desire to give service of a standard that will ensure satisfaction to the public. It has been greatly impressed to find the quantity of data which is available in the Department's records on practically every subject that the Board has had occasion to bring under review. The Board is glad to be able to state that the Department's organization is such that the most authentic and up-to-date information on all matters that might affect the working of the Department is being diligently collated in a form that makes it readily available at short notice. The Board desires also to express its appreciation of much friendly and constructive criticism and co-operation from the press and the public generally. It is a cardinal feature of the Board's policy to keep an open mind on every subject with which it has to deal and to receive and endeavour to appraise at its full value every point of view that might be made available to the Board. It is therefore keenly sensible of the advantage of having every shade of opinion adequately represented to it. In witness thereof the official seal of the Government Railways Board was hereto [l.s.] affixed by resolution of the Board in the presence of— H. H. Sterling, Chairman ' James H. Gunson\ Geo. W. Reid Railways ■ M embers Board. Edward Newman Daniel Reese

XXVIII

D.—2.

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

For the current year it is anticipated that the revenue will reach £5,983,000, and the expenditure £5,240,717.

Y —D. 2.

XXIX

Year ended 31st March, Particttlaks. 1932. 1931. 1930. 1929. 1928. Total miles open for traffic .. .. 3,315 3,322 3,287 3,287 3,180 Average miles open for year .. 3.315 3,303 3,287 3,254 3,178 Capital cost of opened and unopened lines £59,055,701 £68,679,025 £65,526,089 £62,276,214 £58,797,458 Capital cost of open lines .. .. £51,424,883 £60,545,154 £57,787,671 £56,568,598 £51,187,376 Capital cost per mile of open lines .. £15,513 £18,226 £17,581 £17,210 £16,097 Gross earnings .. .. .. £6,508,948 £7,571,537 £8,279,914 £8,747,975 £8,524,538 Working-expenses .. .. .. £5,670,955 £6,882,810 £7,358,859 £6,849,383 £6,685,123 NET EARNINGS .. .. £837,993 £688,727 £921,055 £1,898,592 £1,839,415 Interest charges .. .. .. £2,221,465 £2,255,345 £2,132,324 £2,331,335 £2,130,867 Deficit .. .. .. .. £1,383,472 £1,566,618 £1,211,269 £432,743 £291,452 PERCENTAGE OF TOTAL WORKINGEXPENSES TO GROSS EARNINGS 87-13 90-90 88-88 78-30 78-42 PERCENTAGE OF NET EARNINGS TO CAPITAL INVESTED .. .. 1'64 1 16 1-61 3-45 3-64 Railway operating earnings .. .. £5,788,965 £6,781,388 £7,473,993 £7,524,864 £7,343,845 Railway operating expenses .. .. £5,301,653 £6,406,143 £6,848,026 £6,374,579 £6,302,119 NET RAILWAY OPERATING EARNINGS £487,312 £375,245 £625,967 £1,150,285 £1,041,726 PERCENTAGE OF RAILWAY OPERATING EXPENSES TO EARNINGS 91-58 94-47 91-62 84-71 85-81 Operating earnings per average mile open £1,746 £2,053 £2,274 £2,312 £2,310 Operating expenses per average mile open £1,599 £1,939 £2,083 £1,959 £1,983 NET OPERATING EARNINGS PER AVERAGE MILE OPEN .. .. £147 £114 £191 £353 £327 d. d. d. d. d. Operating earnings per train-mile .. 136-63 144-26 149-21 162-50 162-62 Operating expenses per train-mile .. 125-13 136-28 136-71 137-66 139-55 NET OPERATING EARNINGS PER TRAIN-MILE 11-50 7*98 12-50 24-84 23-07 Passengers, ordinary .. .. 6,503,566 7,288,674 8,498,441 9,074,993 9,299,157 Season tickets .. .. .. 459,063 600,440 667,432 656,169 632,763 Total passenger journeys .. .. 19,155,600 22,813,708 25,413,621 25,574,843 25,379,665 Goods tonnage .. .. .. 5,272,253 6,409,831 7,233,295 7,086,680 6,854,865 Live-stock tonnage .. .. .. 552,558 556,498 566,407 535,951 511,897 Train-mileage .. .. .. 10,168,720 11,281,898 12,022,043 11,113,482 10,838,594 Engine-mileage .. .. .. 13,845,966 15,618,776 16,735,624 16,150,146 15,383,051

BALANCE-SHEETS, STATEMENTS OF ACCOUNTS, AND STATISTICAL RETURNS, 1932.

1).—2.

INDEX OF STATEMENTS ACCOMPANYING ANNUAL REPORT OF THE GOVERNMENT RAILWAYS BOARD, 1931-32.

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 respeot of Railway Operation. Abstract A—Maintenance of Way and Works. Abstract B—Maintenance of Signals and Electrical Appliances. Abstract G—Maintenance of Rolling-stock. Abstract D—Examination, Lubrication, and Lighting of Vehicles. Abstract E—Locomotive Transportation. Abstract F—Traffic Transportation. Abstract G—General Charges. Summary of Expenditure Abstracts. No. 4. Income and Expenditure in respect of Lake Wakatipu Steamers. No. 5. Income and Expenditure in respect of Refreshment Service. No. sa. Income and Expenditure in respect of Bookstall Service. No. 6. Income and Expenditure in respect of Advertising Service. No. 7. Income and Expenditure in respect of Departmental Dwellings. No. 8. Income and Expenditure in respect of Buildings occupied by Refreshment Service, Bookstall Proprietors, &c. No. 9. Income and Expenditure in respect of Road Motor Services. No. 10. Income and Expenditure in respect of Railway Employees' Sick Benefit Society. No. 11. Statement of Losses on Developmental Branch Lines and Isolated Sections. No. 12. Statement of Cash Receipts and Payments—Working Railways Account. Reconciliation Statement. No. 13. Renewals, Depreciation, and Equalization Reserve Accounts. General Reserve Account. Insurance Reserve Account. Workers' Compensation Reserve Account. Slips, Floods, and Accidents Equalization Account. Betterments Reserve Account. Renewals Reserve Account. Depreciation Account. No. 14. Expenditure on Construction of Railways, Rolling-stock, &c. Net Revenue, and Rate of Interest earned on Capital expended on Opened Lines. No. 15, Expenditure under Vote " Railways, Improvements and Additions to Open Lines" charged to Capital Account. No. 16. Statement of Season Tickets issued. No. 17. Statement of Operating Traffic and Revenue. (1) Operating Traffic. (2) Operating Revenue. No. 18. Traffic and Revenue for each Station. No. 19. Classification of Goods and Live-stock Traffic and Earnings by Commodities. No. 20. Comparative Statement of Mileage, Capital Cost, Earnings, Expenditure, and Traffic, New Zealand Government Railways. No. 21. Number of Employees. No. 22. Accidents. No. 23. Carriage and Wagon Stock and Tarpaulins. No. 24. Locomotive Stock. No. 25. Locomotive-running Costs.

I—D. 2.

i).—2

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. Since the accounts were closed it has been ascertained that the figures supplied and included in the Capital Account in respect of cost of raising loans for year ended 31st March, 1932, were overstated by £1,434 14s. sd. The necessary adjustments will be made in next year's accounts.

STATEMENT No. 1. Capital Account as at 31st March, 1932.

2

' written off and ftoiistofor* accrued* Year ended 31st March, 1932. Total to 31st March, I Total to 31st March, Year ended Total to 31st March, Depreciation. W6Z - j j 1- lst Mar ™> 19<"- 1932. . . . . . . . , __ . - . . ; : ■ — Expenditure. £ s. d. £ s. d. £ s. d. £ s. d. £ s. d. Receipts. £ s. d.j £ s. d. £ s. d. Permanent -way, works, buildings, 48,806,619 11 5 38,529 13 5 From General Government machinery, and plant (lines open Funds — for traffic) Public Works Fund .. 49,745,286 2 2 777,298 13 3 50,522,584 15 5 Less assets written off .. .. 501,654 0 0 845 3 7 Wellington-Hutt Railway Im- 228,373 5 5 .. 228,373 5 5 48,304,965 11 5 37,684 9 10 48,342,650 1 3 provement Account, Rolling-stock .. .. .. 11,614,623 2 1 351,275 11 8 Railways Improvement Ac- 641,275 7 8 .. 641,275 7 8 Less assets written off .. .. 1,497,535 15 7 56,001 13 2 count, 1904 10,117,087 6 6 295,273 18 610,412,361 5 0 Railways Improvements Autho- 8,691,114 13 lOflr. 42,496 7 0 8,648,618 6 10 rization Act 1914 Account New lines in course of construction by Consolidated Fund .. .. 4,296 7 10 .. 4,296 7 10 Public Works Department and i Westport Harbour Loans .. 350,000 0 0 Dr. 21,810 0 0 328,190 0 0 charged against — j Works constructed from Harbour 1. Railways Improvement Autho- .. 1,133,923 1 6 .. .. 1,133,923 1 6 ! Board funds — rization Act 1914 Account , Westport .. .. .. 71,640 0 0 Dr. 71,640 0 0 2. Public Works Fund, Railways, .. .. .. 195,634 6 5| 195,634 6 5 1 Greymouth .. .. 47,508 0 0 .. 47,508 0 0 Improvements and additions . Works constructed by provinces 1,787,741 0 0 .. 1,787,741 0 0 to open lines : i and Midland Railway Company Lake Wakatipu steamer service .. 45,039 14 11 ! ! at valuation Less assets written off .. .. 13,479 0 0 1 31,560 14 11 31,560 14 11 61,567,234 16 11 641,352 6 362,208,587 3 2 Road motor service .. .. 78,871 0 4 ! Less accrued depreciation and 10,400,000 0 0 .. 10,400,000 0 0 Less assets written off .. .. 9,083 10 7 other losses of capital written 69,787 9 9 Cr. 443 0 0 69,344 9 9 off in accordance with subsection (2), section 23, of 59,657,324 4 1 528,149 14 960,185,473 18 10 the Government Railways Amendment Act, 1931 Less accrued depreciation on existing | Less repayments to capital in .. 439,189 16 8 439,189 16 8 assets — ! respect of depreciation year j Wav and works, &c. .. .. 4,502,766 11 9 142,233 2 6 i ended 31st March, 1932 Rolling-stock .. .. .. j 3,847,007 0 0 229,389 6 10 51,167,234 16 11 202,162 9 751,369,397 6 6 Lake Wakatipu steamer .. j 13,192 12 8 426 0 0 Advances to Capital Account from .. 55,272 9 1 55,272 9 1 Road motor service .. .. 15,281 9 5 10,294 10 7 Working Railways Account 8,378,247 13 10 382,342 19 11 8,760,590 13 9 Outstanding liabilities .. j .. 213 9 6 213 9 6 51,279,076 10 3 145,806 14 1051,424,883 5 1 51,167,234 16 llj 257,648 8 251,424,883 5 1

D-2

3

General Balance-sheet as at 31st March, 1932. Liabilities. ! Assets.

Sundry creditors— Sawmills, bush areas, and stocks £ s. d. £ s. d. General creditors (including £ s. d. £ s. d. of timber .. .. .. .. 211,313 13 2 unpaid wages) and credit Stores and material on hand— balances .. .. 338,301 7 4 Stores Branch .. .. 602,129 ,10 8 Government Departments 13,806 1 9 Subsidiary services .. 5,142 6 9 — _ 352,107 9 1 667,271 17 5 Collections for refund to — Sundry assets— Harbour Boards, shipping Advertising Branch .. 37,184 5 4 companies, and other Refreshment Branch , . 30,477 19 11 carriers .. .. 13,749 18 7 Road motor services .. 842 15 10 Government Departments 2,573 9 6 Housing improvement .. 15,792 1 7 16,323 8 1 ' 84,297 2 8 Items to be written off on Sundry debtors — receipt of parliamentary Advances to capital .. 55,272 9 1 authority .. .. .. 5,326 310 Government Departments .. 18,236 10 4 General reserve .. .. 1,144,552 17 8 Advances to railway emInsurance Reserve Accounts— ployees under section 15 Fire .. .. .. 53,867 6 4 (5) of Government RailWorkers' Compensation .. 18,275 16 10 ways Act, 1927 .. .. 5,785 16 2 Slips, Floods, and Accidents Work in progress, sundry Equalization Account .. 63,837 2 5 debtors, and debit balances 118,944 3 1 — 1,280,533 3 3 198,238 18 8 Betterments Reserve Account— Outstanding at stations— Refreshment Branch .. .. 3,998 10 9 Cash in hand .. .. 28,260 111 Renewals Reserve Accounts .. .. 474,506 I 5 Freight, &c., owing by GoSick Benefit Fund .. .. 14,617 19 11 vernment Departments .. 30,666 17 11 Freight, &c., owing by sundry debtors .. .. 110,401 11 0 169,328 10 10 Investments .. .. .. 600,000 0 0 Investments, Sick Benefit Fund .. 14,180 3 6 Cash in Working Railways Account .. .. .. 202,782 10 1 £2,147,412 16 4 £2,147,412 16~~4 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, subject to the above Departmental notes. —J. H. Fowler, Deputy Controller and Auditor-General.

D.— 2.

Net Revenue Account.

Net Revenue Appropriation Account.

STATEMENT No. 2. Income and Expenditure of the Whole Undertaking for the Year ended 31st March, 1932.

4

Year 1931-32. Year 1930-31. Statement No. Gross Revenue. Expenditure. Net Revenue. Gross Revenue. Expenditure. Net Revenue. I £ s. d. £ s. d. £ s. d. £ s. d. £ s. d. £ s. d. Railway operation .. .. .. .. | 3 5,788,965 2 2 5,301,652 11 6 487,312 10 8 6,781,387 14 5 6,406,143 11 3 375,244 3 2 Lake Wakatipu steamers .. .. .. 4 8,012 15 3 10,068 0 9 Dr. 2,055 5 6 9,165 10 2 14,063 15 6 Dr. 4,898 5 4 Refreshment service .. .. .. .. 5 82,233 18 3 80,553 2 7 1,680 15 8 116,664 19 5 113,323 14 1 3,341 5 4 Book-stall service .. .. . . .. 5a 6,791 8 3 5,781 17 3 1,009 11 0 3,897 16 8 3,181 17 2 715 19 6 Advertising service .. .. .. .. 6 39,311 14 2 36,413 16 5 2,897 17 9 49,941 3 0 48.691 19 8 1,249 3 4 Dwellings .. .. .. .. .. 7 138,724 18 4 149,974 0 4 Dr. 11,249 2 0 116,256 7 3 178,410 6 10 Dr. 62,153 19 7 Buildings occupied by refreshment service, book- I 8 17,822 7 8 10,820 8 9 7,001 18 11 i 20,022 2 0 9,803 19 4 10,218 2 8 stall proprietors, &c. Road motor services .. .. .. .. 9 72,740 3 1 75,690 12 6 Dr. 2,950 9 5 103,347 18 11 109,190 14 1 Dr. 5,842 15 2 Miscellaneous revenue .. .. .. .. | .. 354,345 7 7 .. 354,345 7 7 ! 370,853 4 2 .. 370,853 4 2 6,508,947 14 9 5,670,954 10 1 7,571,536 16 0 6,882,809 17 11 Total net revenue to Net Revenue Account .. ! .. .. 837,993 4 8 .. .. 688,726 18 1

Dr. 1931-32. j 1930-31. ! Cr. 1931-32. 1930-31. £ s. d. £ 8. d. £ s. d. | £ s. d. To Interest charges .. .. .. .. 2,221,465 8 0 2,255,345 9 10 By Net earnings before charging interest on capital.. 837,993 4 8 688,726 18 1 Reduction on account of interest charges, vide 1,383,472 3 4 l,5t)6,618 11 9 Section 14, Finance Act, 1930 2,221,465 8 0 2,255,345 9 10 2,221,465 8 0 j 2,255,345 9 10

Dr. j 1831-32. Cr. 1931-32. £ s. d. £ s. A. To Balance from previous year .. .. .. 1,892,016 12 9 By Depreciation Account .. .. .. 1,658,252 19 6 General Beserve Account .. .. .. 233,763 13 3 1,892,016 12 9 1,892,016 12 9

D.—2

STATEMENT No. 3. Income and Expenditure in respect of Railway Operation, Year ended 31st March, 1932.

5

"§ Per Cent, of "g j i Per Cent, of H Operating Revenue. 2 . ; Operating Revenue. EXPENDITURE. j§ 1931-32. 1930-31. _ REVENUE. ojjg 1931-32. 1930-31. I £ \ \ ® 1931-32. 1930-31. Sa | 1931-32. j 1930-31. CO [ | I ; ! ! £ s. d. £ s. d. £ s. d. £ s. d. Maintenance of way and works .. A 997,629 7 11 1,150,328 17 4 17-23 16-97 Passengers, ordinary .. .. 17 j 1,138,940 2 10 1,531,376 6 2 19-68 22*58 Maintenance of signals and electrical ap- B 107,583 16 0 104,463 13 10 1-86 1-54 Passengers, season tickets .. 17 200,649 4 1 247,349 0 10 3-47 3'64 pliances i Parcels, luggage, and mails .. 17 316,245 3 1 359,276 6 6 5-46 5'30 Maintenance of rolling-stock .. .. C 1,270,584 15 5 1,502,698 10 8 21-94 22-16 Goods .. .. .. .. 17 4,019,599 6 7 4,487,357 4 11 69-43 66-18 Examination, lubrication, and lighting of D 59,618 13 10 77,645 12 5 1-03 1.-15 Labour, demurrage, &c. .. .. 17 113,531 5 7 156,028 16 0 1-96 2'30 vehicles Locomotive transportation . . .. E 1,195,150 10 5 1,517,026 2 6 20-64 22-38 Traffic transportation .. .. .. F 1,424,520 5 4 1,798,489 18 8 24-60 26-52 General charges .. .. .. G 69,279 18 9 87,700 11 5 1-20 1-29 £ s. d. Superannuation subsidy 185,520 4 8 Less amount allocated to subsidiary services, &c. .. .. 8,235 0 10 G 177,285 3 10 167,790 4 5 3-06 2-47 Total operating expenses .. .. 5,301,652 11 6 6,406,143 11 3 91-56 94-48 Net operating revenue .. .. 487,312 10 8 375,244 3 2 8-44 5-52 5,788,965 2 2 6,781,387 14 5 100-00 , 100-00 .. 15,788,965 2 2 6,781,387 14 5 j 100-00 j 100-00

D.—2

6

North Island South Island Kaihu. Gisborne. Main Line and Main Line and Westport. Nelson. Picton. Total. Branches. Branches. Item. Per Per Per Per Per Per Per Per Mile Mile Mile Mile Mile Mile Mile Mile Total, of Total. of Total. of Total. of Total. of Total. of Total. of Total. of Rail- Bail- Rail- Rail- Rail- Rail- Rail- Railway. way. way. way. way. way. way. way. Abstract A.—Maintenance or Way and Works. General expenses— ££££££££££££££ £ £ Branch .. .. 8 0-3 34 0-6 7,565 5-2 4,827 3-0 172 4-8 40 0-6 69 1-2 12,715 3-8 District .. .. 88 3-7 447. 7-5 20,177 13-9 15,460 9-5 446 12-4 372 5-8 456 8-1 37,446 11-3 Road-bed .. .. 764 31-8 2,871 47-9 85,144 58-8 76,932 47-3 2,879 80-0 3,639 56-9 3,070 54-8 175,299 52-9 Track renewals .. 1,746 72-7 5,179 86-2248,385171-4226,585139-4 6,066168-4 4,668 72-9 5,038 90-0 497,667150-1 Ballasting .. .. 66 2-8 18 0-3 20,139 13-9 6,875 4-2 3 0-1 142 2-2 21 0-4 27,264 8-2 Slips and floods .. 167 7-0 2,138 35-6 15,194 10-5 16,678 10-3 305 8-5 506 7-9 923 16-5 35,911 10-8 Fences, gates, cattle- 1 .. 428 7-1 6,894 4-8 7,137 4-4 109 3-0 575 9-0 164 2-9 15,308 4-6 stops Roads, level - crossings, 1 .. 40 0-7 2,871 2-0 2,684 1-7 29 0-8 42 0-7 43 0-8 5,710 1-7 and approaches Bridges, viaducts, cul- 404 16-8 1,839 30-7 53,381 36-8 33,586 20-7 736 20-4 1,064 16-6 1,532 27-4 92,542 27-9 verts, &c. Water-services, cranes, 10 0-4 73 1-2 7,719 5-3 5,957 3-7 2,587 71-9 103 1-6 95 1-7 16,544 5-0 weigh-bridges, &c. Wharves .. .. 1 69 .. 2 .. 4,267 118-5 .. .. 28 0-5 4,367 1-3 Cattle-yards, loading- .. .. 40 0-7 3,889 2-7 2,832 1-7 14 0-4 45 0-7 98 1-7 6,918 2-1 banks, platforms, and coal-stages Operation buildings .. 140 5-8 272 4-5 41,672 28-8 25,750 15-8 780 21-7 656 10-3 218 3-9 69,488 21-0 Betterments .. 329 0-2 121 0-1 .. .. .. .. .. .. 450 0-1 3,396 141 • 3 13,379223• 0513,428354• 3425,426261 • 8 18,393 510• 9 11,852 185 ■ 2 11,755'209-9 997,629300• 8 I I Per cent, of operating 83-38 [88-16 14-91 19-33 23-62 69-01 38-05 17-23 revenue Per cent, of operating 50-36 51-89 16-79 20-48 26-03 39-32 35-72 18-82 expenditure Per train-mile (pence) 54-13 74-91 19-61 27-80 62-21 68-97 67-21 23-55 Abstract B.—Maintenance of Signals and Electrical Appliances. ££!£££ £ £ £ ££ ££ ££ £ I £ General expenses .. 7 0-3 24 0-4 5,630 3-9 3,549 2-2 122 3-4 28 0-5 49 0-9 9,409 2-8 Signals and interlocking .. .. 3 0-1 12,933 8-9 11,120 6-8 224 6-2 8 0-1 2 .. 24,290 7-4 Automatic and power .. 5,469 3-8 4,771 2-9 .. .. .. .. .. .. 10,240 3-1 signalling Level-crossing signals 1,430 1-0 1,135 0-7 2,565 0-8 Instruments, block- .. .. 11 0-2 9,747 6-8 6,093 3-7 147 4-1 10 0-2 9 0-2 16,017 4-8 working, tablets, &c. Overhead lines, block- 26 1-1 14 0-2 11,083 7-7 9-822 6-1 36 1-0 7 0-1 8 0-1 20,996 6-4 working, tablets, &c. Overhead lines, auto- .. 2,657 1-8 2-749 1-7 40 1-1 .. .. .. 5,406 1-6 matic signalling Electric lighting used in .. .. 13 0-2 5,117 3-5 4,502 2-8 .. .. 2 .. 18 0-3 9,692 2-9 operation Overhead electrification .. .. .. 3,125 1-9 .. .. .. .. .. .. 3,125 0-9 and bonding Electric-power ap- .. 2,284 1-6 1,795 1-1 152 4-2 .. .. .. .. 4,231 1-3 pliances Signal Branch buildings .. 795 0-5 796 0-5 2 0-1 .. .. .. .. 1,593 0-5 Betterments .. 20 .. .. .. .. .. .. .. .. 20 33 1-4 65 1-1 57,165 39-5 49,457 30-4 723 20-1 55 0-9 86 1-5 107,584 32-5 Per cent, of operating 0-81 0-43 1-66 2-25 0-93 0-32 0-28 1-86 revenue Per cent, of operating 0-49 0-25 1-87 2-38 1-02 0-18 0-26 2-03 expenditure Per train-mile (pence) 0-53 0-36 2-18 3-23 2-45 0-32 0-49 2-54

D.—2.

7

North Island South Island Kaihu. Gisborne. Main Line and Main Line and Westport. Nelson. Picton. Total. Branches. Branches. Item. — • ; . Per Per Per Per Per Per Per Per Total. Train- Total. Train- Total. Train- Total. Train- Total. Train- Total. Train- Total. Train- Total. Trainm " e - mile. mile. mile. mile. mile. mile. mile. Abstract G.—Maintenance of Rolling-stock. General expenses— £ d. £ d. £ d. £ I d. £ d. £ d. £ d. £ d Branch .. .. 11 0-2 42 0-2 9,589 0-4 6,043 0-4 209 0-7 47 0-3 86 0-5 16 027 0-4 District .. 3,292 0-1 2,812, 0-2 6 104 0-1 Locomotives.. .. 77 1-2 1,123 6-4355,092 13-6185,348, 12-l! 4,932 16-7 2,257 13-0 1,572 9-0 550*401 13-0 Cars .. .. 98 1-6 399 2-2137,173 5-2 73,388 4-8| 993 3-4 285 1-7 821 4-7 213,157 5-0 Vans and postal vans 40 0-6 89 0-5 24,393 0-9 12,869 0-8 332 1-1 96 0-6 199 1-1 38 018 0-9 Wagons .. .. 184 2-9 1,753 9-8230,214 8-8173,876 11-4 1 9,336 31-6 916 5-3 1,698 9-7 417'977 9-9 Service vehicles .. 6 0-1 35 0-2 4,565 0-2 3,709, 0-2j 129 0-4 17 0-1 30 0-2 8,491 0-2 Tarpaulins, ropes, and 32 0-5 91 0-5 12,463 0-5 7,235, 0-5 183 0-6 49 0-3 357 2-0 0-5 nets ■— J 1 ! 448 7-1 3,532 19-8776,781 29-7465,280[ 30-416,114 54-5 3,667 21-3 4,763 27-21,270,585 30-0 Per cent, of operating 11-00 23-28 22-56 21-14 20-69 21-35 15-42 21-94 revenue Per cent, of operating 6-64 13-70 25-40 22-40 22-81 12-16 14-47 23-97 expenditure Per mile of railway £ 19 59 536 286 448 57 85 383 Abstract D.—Examination, Lubrication, and Lighting of Vehicles. £ I d. £ i d. £ | d. £ d. £ d. £ d. £ d. £ d. Examination and lubri- 29 0-5 78 0-4 17,004 0-7 14,032 0-9' 723 2-4 139 0-8 116 0-7 32,121 0-8 cation of cars, vans, and wagons Gas lighting of vehicles 4! 0-1 28 0-2 8,240 0-3 3,250 0-2 ! 154 0-5 56 0-3 84 0-5 11,816 0-3 Electric lighting of 8,151 0-3 2,4.57 0-2 .. 10,608 0-3 vehicles Depot expenses .. 2 2,633 0-1 2,439 0-2 .. 5,074 0-1 35 0-6 106 0-6 36,028 1-4 22,178 1-sj 877 2-9 195 1-1 200 1-2 59,619 1-5 Per cent, of operating 0-86 0-70 1-05 1-01 1-13 1-13 0-65 1-03 revenue Per cent, of operating 0-52 0-41 1-18 1-07 1-24 0-65 | 0-61 1-12 expenditure Per mile of railway £ 1-5 1-8 24-9 13-6 24-4 3-1 3-6 18-0 Abstract E. —Locomotive Transportation. £ d. £ d. £ d. £ d. £ d. £ d. £ d. £ d. General expenses, district .. 4,339 0-2 4,051 0-3 .. .. .. .. .. .. 8,390 0-2 Depot supervision 3 .. 21,295 0-8 0-9 545 1-8 5 0-0 47 0-3 0-8 Wages, allowances, and 595 9-4 1,351 7-6251,307 9-6155,378 10-2 4,975 16-8 1,672 9-7 2,307 13-2 417,585 9-9 expenses Fuel •• •• 499 8-0 2,687 15-1377,212 14-4181,208 11-7 3,770 12-8 2,517 14-7 2,948 16-9 570,841 13-5 Water .. .. 8 0-1 61 0-3 12,929 0-5 5,359 0-4 87 0-3 108 0-6 47 0-3 18,599 0-4 Stores .. .. 17 0-3 83 0-5 12,067 0-5 7,663 0-5 226 0-8 69 0-4 90 0-5 20,215 0-5 Shed-expenses ., 212 3-4 366 2-0 73,903 2-8 46,050 3-0 2,212 7-5 315 1-8 653 3-7 123,711 2-9 1,331 21-2 4,551 25-5753,052 28-8413,624 27-011,815 40-0. 4,686 27-2 6,092 34-91,195,151 28-2 Per cent, of operating 32-68 29-99 21-87 18-80 15-17 27-29 19-72 20-64 revenue Per cent, of operating 19-74 17-65 24-62 19-92 16-72 15-54 18-51 22-54 expenditure Per mile of railway £ 55 76 520 254 328 | 73 109 361

D.—2.

8

North Island South Island Kaihu. Gisborne. Main Line and Main Line and Westport. Nelson. Picton. Total. Branches. Branches. Item. I I Per Per Per ! Per Per Per Per Per Total. Train- Total. Train- Total. Train- Total, j Train- Total. Train- Total. Train- Total. Train- Total, j Train mile. mile. mile. mile. mile. mile. mile. mile. ; • ' __ I _ * I jjj i Abstract F. —Traffic Transportation. General expenses — £ d. £ d. £ d. £ d. £ d. £ d. £ d. £ d. Branch .. .. 24 0-4 90 0-5 20,592 0-8 13,009 0-9 458 1-5 100 0-6 185 M 34,458 0-8 District .. .. 20 0-3 919 5-1 54,293 2-1 38-323 2-5 1,280 4-3 872 5-1 1,118 6-4 96,825 2-3 Station expenses — Supervision and office 780 12-4 968 5-4216,992 8-3181,329 11-9 2,876 9-8 1,601 9-3 2,488 14-2 407,034 9-6 Platform .. .. 42 0-7 33 0-2 66,587 2-5 34,325 2-3 S92 3-0 114 0-7 185 1-1 102,778 2-4 Signalling.. 242 1-4 86,712 3-3 51,219 3-3 1,627 5-5 46 0-3 10 0-1 139,856 3-3 Shunting and mar- 36 0-6 177 1-0 94,836 3-6 73,299 4-8 2,867 9-8 349 2-0 521 3-0 172,085 4-1 shalling yards Goods-sheds and 42 0-7 104 0-6 80,266 3-1 73,214 4-8 308 1-0 358 2-1 754 4-3 155,046 3-7 goods-yards Wharves" .. .. 26 0-4 .. .. 15,226 0-6 57,201 3-7 7,324 24-9 .. .. 2,194 12-4 81,971 1-9 Fuel, water, sta- 45 0-7 356 2-0 13,174 0-5 9,047 0-6 209 0-7 283 1-6 173 1-0 23,287 0-5 tionery, and other station expenses Train expenses — Running .. .. 281 4-5 485 2-7 86,364 3-3 56,423 3-7 1,489 5-0 589 3-4 790 4-5 146,421 3-5 Cleaning and heating 24 0-4 127 0-7 30,033 1-1 17,350 1-1 102 0-3 209 1-2 266 1-5 48,111 1-1 vehicles Sleeping-cars .. .. .. .. 6,664 0-3 646 0-0 .. .. .. .. .. .. 7,310 0-2 Miscellaneous .. 2 .. . 6 .. 3,141 0-1 1,703: 0-1 11 .. 4,447 25-9 28 0-2 9,338 0-2 1,322 21-1 3,507 19-6774,880 29-6607,688! 39-719,443 65-8 8,968 52-2 8,712 49-81,424,520 33-6 Per cent, of operating 32-46 23-11 22-50 27-61 24-96 52-22 28-20 24-60 revenue Per cent, of operating 19-61 .13-60 25-33 29-26 27-52 29-75 26-47 26-87 expenditure Per mile of railway £ 55 58 535 374 540 140 156 430 - ■ . . ; ; : Abstract 6.—General Charges. £ d. £ d. £ d. £ d. £ d. £ d. £ d. £ d. Head Office.. .. 25 0-4 93 0-5 21,185 0-9 13,540 0-9 479 1-7 106 0-6 190 1-1 35,618 0-8 Departmental buildings 4 0-1 13 0-1 3,011 0-1 1,925 0-1 68 0-2 15 0-1 27 0-2 5,063 0-1 Appeal Board .. lj .. 2 .. 415 .. 266 .. 9 .. 2 .. 4 .. 699 .. Chief Accountant .. 17 0-3 63 0-4 14,206 0-5 9,080 0-6 322 1-2 71 0-4 127 0-7 23,886 0-6 Divisional Superintendence— North Island .. . . ' 2 .. 345 .. 221 .. 8 .. 2 .. 3 .. 581 .. South Island 1 .. 285 . . 181 .. 6 .. 1 .. 3 .. 477 .. Training School .. 2, .. 8 .. 1,757 0-1 1,124 0-1 40 0-1 9 0-1 16 0-1 2,956 0-1 Totals .. 49 0-8 182 1-0 41,204 1-6 26,337 1-7 932 3-2 206 1-2 370 2-1 69,280 1-6 Per cent, of operating 1-20 1-20 1-20 1-20 1-20 1-20 1-20 1-20 revenue Per cent, of operating 0-73 0-71 1-35 1-27 1-32 0-68 1-12 1-31 expenditure Per mile of railway £ 2-0 3 0 28-4 16-2 25-9 3-2 6-6 20-9 £ j d. £ I d. £ d. £ d. £ : d. £ d. £ : d. £ d. Superannuation subsidy 129 2-1 463| 2-6 106,004 3-9 66,878 4-4 2,361 8-0 517 3-0 933j 5-3 177,285 4-2 Summary of Expenditure Abstracts. North South Abstract and Item. Kaihu. Gisborne. 1 Line Mid" line and" 1 Westport. Nelson. Picton. Totals. Branches. Branches. I £ £ ! £ £ £ £ £ £ A.—Maintenance of Way and Works .. 3,396 13,379 513,428 425,426 j 18,393 11,852 11,755 997,629 B. —Maintenance of Signals and Electrical 33 65 57,165 49,457 j 723 55 86 107,584 Appliances C.—Maintenance of Rolling-stock .. 448 3,532 776,781 465,280 16,114 3,667 4,763 1,270,585 D. Examination, Lubrication, and 35 106 36,028 22,178 877 195 200 59,619 Lighting of Vehicles E.—Locomotive Transportation .. 1,331 4,551 753,052 413,624: 11,815 4,686 6,092 1,195,151 P.—Traffic Transportation .. .. 1,322 3,507 774,880 607,688 19,443 8,968 8,712 1,424,520 G.—General Charges.. .. .. 49 182 41,204 26,337 932 206 370 69,280 Superannuation Subsidy .. .. 129 463 106,004 66,878 j 2,361 517 933 177,285 6,743 25,785 j3,058, 542 2,076,868 j 70,658 30,146 32,911 5,301,653 Per cent, of operating revenue .. 165-55 169-92 j 88-82 94-37 i 90-72 175-53 106-53 91-56 Per mile of railway .. .. £ 281 430: 2,110 1,278 1,963 471 588 1,599 Per train-mile (pence) .. .. 107-42 144-39, 116-78 135-77 j 239-05 175-49 188-25 125-13

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.

STATEMENT No. 5a. Income and Expenditure in respect of Book-stall Service.

2 —D. 2.

9

Per Cent, of j Per Cent, oi Revenue. Revenue. EXPENDITURE, 1931-32., 1930-31. REVENUE. 1931-32.1930-31. 1931-32. 1930-31. 1931-32. 1930-31. i I I £ £ £ £ Salaries and wages, shore staff .. 1,233 1,549 15-39 15-82 Ordinary passengers .. 3,089 3,412 38-55 37-22 Salaries and wages, steamer staff 4,504 5,229 56-20 57-04 Season tickets .. .. 81 115 1-00 1-26 Coal and stores .. .. 1,874 1,860 23-39 20-29 Parcels, luggage, and mails .. 921 872 11-49 9-51 Repairs, steamers .. .. 389 1,265 4-86 13-80 Goods .. .. .. 3,898 4,740 48-65 51-72 Repairs, wharves, &c... .. 467 520 5-83 5-68 Miscellaneous .. .. 24 27 0-31 0-29 Insurance, depreciation, &c. .. 820 1,739 10-23 20-06 Total revenue .. .. 8,013 9,166 100-00 100-00 Operating loss .. .. 1,274 2,996 15-90 32-69 9,287 12,162 115-90 132-69 9,287 12,162 115-90 132-69 Operating loss .. .. 1,274 2,996 15-90 32-69 Payments to railway revenue— Interest on capital ,. .. 781 1,902 9-75 20-75 Net loss .. .. .. 2,055 4,898 25-65 53-44 2,055 4,898 25-65 53-44 2,055 4,898 25-65 53-44

Per Cent, of Revenue. EXPENDITURE. 1931-32. 1930-31. — REVENUE. 1931-32. 1930-31. 1931-32. 1930-31. £ £ £ £ Salaries and wages .. .. 28,570 40,514 34-74 34-73 Receipts from refreshment-rooms .. 82,234 116,665 Provisions consumed .. .. 29,664 46,670 36-07 40-00 Light, fuel, and water .. 2,415 2,625 2-94 2-25 Renewals and depreciation .. 1,632 3,555 1-99 3-05 Insurance and miscellaneous .. 4,466 5,063 5-43 4-34 66,747 98,427 81-17 84-37 \ Operating profit .. .. 15,487 18,238 18-83 15-63 82,234 116,665 100-00 100-00 82,234 116,665 Payments to railway revenue — Interest on capital .. .. 1,291 1,184 1-57 1-01 j Operating profit .. .. .. 15,487 18,238 Rent .. .. .. 9,100 9,100 11-07 7-80 I Freights and fares .. .. 3,415 4,278 4-15 3-67 Earthquake relief—Cost of ser- .. 335 .. 0-29 vices and refreshments supplied gratis Net profit .. .. .. 1,681 3,341 2-04 2-86 15,487 18,238 18-83 15-63 15,487 18,238

Per Cent, ol Revenue. EXPENDITURE 1931-32. 1930-31. - REVENUE. 1931-32. 1930-31. 1931-32. 1930-31. £ £ £ £ Wages .. .. .. 867 445 12-77 11-41 Receipts .. .. .. .. 6,792 3,898 Stores .. .. .. 4,729 2,657 69-63 68-17 Miscellaneous .. .. 169 53 2-48 1-35 5,765 3,155 84-88 80-93 Operating profit .. .. 1,027 743 15-12 19-07 6,792 3,898 100-00 100-00 6,792 3,898 Payments to railway revenue— Rents .. .. .. 16 26 0-24 0-67 Operating profit .. .. .. 1,027 743 Rail freights .. .. 1 1 0-01 0-03 Net profit .. .. .. 1,010 716 14-87 18-37 1,027 743 15-12 19-07 1,027 743

D.—2.

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

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.

10

Per Cent, of Revenue. EXPENDITURE. 1931-32. 1930-31. REVENUE. 1931-32. 1930-31 1931-32. 1930-31. £ £ £ £ Salaries, wages, and allowances 8,465 10,364 21-53 20-74 Advertising-signs, publications, &c... .. 39,312 49,941 Stores and materials .. .. 1,220 2,130 3-10 4-30 Office and general expenses .. 2,966 4,003 7-55 8-02 Insurance and depreciation .. 11,071 14,965 28'16 29-98 23,722 31,482 60-34 63-04 Operating profit .. .. 15,590 18,459 39-66 36-96 39,312 49,941 100-00 100-00 39,312 49,941 Payments to railway revenue— Interest on capital .. .. 1,697 2,070 4-32 4-14 Operating profit .. .. .. .. 15,590 18,459 Rent of premises and sites .. 9,742 11,644 24-98 23-33 Commission .. .. 960 1,236 2-44 2-47 Freights .. .. .. 293 260 0-75 0-52 Reserve for bad and doubtful .. 2,000 ■. 4-00 debts Net profit .. .. .. 2,898 1,249 7-37 2-50 15,590 18,459 39-66 36-96 15,590 18,459

Per Cent, of Revenue. EXPENDITURE. 1931-32. 1930-31. REVENUE. 1931-32. 1930-31 1931-32. 1930-31. £ £ £ £ Wages and charges .. .. 38,079 37,063 27-45 31-88 Rentals .. .. .. .. 138,725 116 256 Materials .. .. .. 9,797 10,584 7-06 9-10 Insurance .. .. .. 3,795 4,901 2-74 4-22 Depreciation .. .. 27,694 37,340 19-96 32-12 79,365 89,888 57-21 77-32 Operating profit .. .. 59,360 26,368 42-79 22-68 138,725 116,256 100-00 100-00 138,725 116,256 Payments to railway revenue— Operating profit .. .. .. 59,360 26,368 Interest .. .. .. 70,609 88,522 50-90 76-14 Net loss .. .. .. .. 11,249 62,154 70,609 88,522 50-90 76-14 70,609 88,522

Per Cent, of Revenue. EXPENDITURE. 1931-32. 1930-31. REVENUE. 1931-32. 1930-31 1931-32. 1930-31. & £ £ £ Wages and charges .. .. 701 1,181 3-93 5-90 Rentals .. .. .. . 17 822 20 022 Materials .. .. .. 158 255 0-89 1-27 Insurance and depreciation .. 3,610 3,177 20-26 15-87 4,469 4,613 25-08 I 23-04 Operating profit .. ..13,353 13,409 74-92 | 76-96 17,822 20,022 100-00 j100-00 17,822 20,022 Payments to railway revenue—r Operating profit .. .. .. 13 353 15 4Qg Interest .. .. >. 6,351 5,191 35-63 25-93 Net profit .. .. 7,002 10,218 39-29 51-03 13,353 15,409 74-92 76-96 13,353~~ 15,409

1).—2.

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

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

11

Per Cent, at Per Cent _ o£ Revenue. n woll „. EXPENDITURE. 1931-32. 1930-31. . REVENUE. 1931-32. 1930-31. 1931-32. 1930-31. 1931-32.1 1980-31. £ £ £ £ Superintendence — Salaries and 7,309 9,419 10*05 9'11 Passengers .. .. ..71 589 101 561 Q8 *4-9 office expenses Parcels and mails .. .. W 1 737 1-28 1-68 Maintenance charges .. .. 13,177 16,336 18-10 15-81 Advertising .. .. 217 50 0-30 0-05 Running-expenses .. .. 37,481 52,548 51-53 50-85 License fees .. .. .. 2,623 3,127 3-61 3-03 Insurance and depreciation .. 12,995 21,313 17-87 20-62 73,585 102,743 101-16 99-42 72,740 103,348 100-00 100-00 Operating profit .. .. .. 605 .. 0-58 Operating loss .. .. 845 .. 1-16 73,585 103,348 101-16 100-00 73,585 103,348 101-16 100-00 Operating loss .. .. 845 .. 1-16 .. Operating profit .. .. .. go5 .. 0-58 Payments to railway revenue— Net loss .. .. 2 950 5 8-13 4-05 5-66 Interest on capital .. .. 2,105 2,787 2-89 2-70 ' ' Preliminary expenses .. .. 3,537 ..3-42 Earthquake relief — Cost of .. .. 124 .. 0-12 services rendered gratis 2,950 6,448 4-05 6-24 2,950 6,448 4-05 6-24

Expenditure. j 1931-32. j 1930-31. Income. 1931-32. 1930-31 £ £ £ £ To Sick pay paid to members .. .. 22,566 25,021 By Contributions .. .. .. . 18 330 21 117 Balance earned down, being excess of income 4,374 4,345 Entrance fees .. .. ■ .. '15 ' gg over expenditure Interest on investments .. .. 595 337 Donation .. .. . . .. ,. j Fines .. .. .. .. .. 2 Subsidy as per section 5 subsection (1) of 8,000 8,000 Government Railways Amendment Act, 1928, charged to Working Railways Account 26,940 29,566 26,940 29,566 To Balance accumulated funds as at 31st March 14,610 10,236 By Accumulated funds brought forward on TjWl 1st April Balance brought down .. .. .. 4,374 4,545 14,610 10,236 14,610 10,236 Balance-sheet. Liabilities. £ £ Assets _ £ £ Accumulated funds .. .. .. 14,610 10,236 Investments .. .. .. ..14 180 9 186 Sick pay due, not paid .. .. .. 10 19 Cash in Working Railways Account .. .. '438 1,063 Contributions outstanding at 31st March .. 2 6 14,620 10,255 14,620 10,255

D.—2.

STATEMENT No. 11. Statement of Losses on Developmental Branch Lines from 1st March, 1931, to 27th February, 1932, and Isolated Sections from 1st April, 1931, to 31st March, 1932.

STATEMENT No. 12. Statement op Cash Receipts and Payments.'—Working Railways Account. Receipts. £ s. d. Payments. £ s. d. To Balance brought forward .. 488,177 2 8 By Investments, Sick Benefit Fund .. 4,400 0 0 Revenue receipts .. .. 6,478,876 16 1 Wages and vouchers .. .. 5,764,832 14 5 " Credits-in-aid " (Working Rail- Refunds to Harbour Boards, shipways expenditure) .. .. 673,404 8 0 ping companies, and other carriers 251,422 5 4 Contributions to Sick Benefit Fund 26,580 16 9 Interest on capital .. .. 841,720 2 9 Interest on investments .. .. 10,010 18 6 Payments from Sick Benefit Fund 21,892 9 5 Investments realized .. ~ 50,000 0 0 Investments .. .. .. 650,000 0 0 Balance as per general balance-sheet 202,782 10 1 £7,727,050 2 0 £7,727,050 2 0 Reconciliation Statement. £ s- <j. Credit balance in Working Railways Account as per Treasury figures .. 199,705 19 3 Add Imprests outstanding.. .. .. .. .. .. 3,076 11 4 202,782 10 7 Less excess credit by Bank of New Zealand .. .. .. 0 0 6 Credit balance as per above statement .. .. .. .. £202,782 10 1

12

Average per Mile of Line operated. Branches showing Loss. Worldng. Value' || || 31 If f 3« 1 interest. gg g s -g ,, m ® ® oo gt a $ £ £ £ #£££££ Kaikohi .. .. .. .. 25 2,441 5,754 20,487 200 98 298 528 589 819 Kirikopuni .. .. .. 14 7,205 1,794 5,411 50,421 190 128 318 705 3,215 3,602 Waiuku .. .. .. .. 13 3,520 1,616 1,904 10,627 364 124 488 635 671 817 Taneatua .. .. .. .. Ill 38,400 9,824 28,576 145,532 479 89 568 825 1,054 1,311 Toko .. .. .. .. 48 10.106 1,752 8,354 41,367 362 37 399 573 688 862 Opunake .. .. .. .. 23 4,254 1,999 2,255 20,763 210 87 297 395 805 903 Greytown .. .. .. .. 3 1,912 738 1,174 1,694 ,137 246 383 774 173 565 North Island totals .. .. 237 73,592 20,164 53,428 290,891 372 85 457 683 1,002 1,227 Eyreton-Oxford .. .. .. 43 3,235 866 2,369 9,173 138 20 158 213 158 213 Cheviot .. .. .. .. 44 8,414 1,910 6,504 23,034 382 43 425 573 376 524 Little River .. .. .. 23 5,073 291 4,782 9,492 318 13 33] 539 205 413 South bridge .. .. .. 26 1,897* 1,247 3,144* 1,663 712 48 760 639 185 65 Whitecliffs .. •. .. 12 639 844 205* 927 179 70 249 233 93 77 Methven .. .. .. .. 23 346 2,839 2,493* 1,369 456 123 579 471 168 60 Springburn.. .. .. .. 28 4,189 689 3,500 6,528 141 25 166 291 108 233 Fairlie .. .. .. .. 36 1,566 1,487 79 7,172 368 41 409 412 197 199 Waimate .. .. .. .. 13 3,991 1,799 2,192 4,533 228. 138 366 535 180 349 Kurow .. .. .. .. 37 620 2,715 2,095* 4,417 447 73 520 464 176 119 Ngapara-Livingstone .. .. 15 1,969 761 1,208 8,327 313 51 364 444 475 555 Waihemo .. .. .. .. 9 465 1,086 621* 963 212 121 333 263 176 107 Otago Central .. .. .. 147 23,103 2,443 20,660 86,618 564 17 581 722 449 589 Outram .. .. .. .. 9 2,202 502 1,700 3,599 175 56 231 420 211 400 Roxburgh .. .. .. .. 61 15,908 1,546 14,362 45,306 221 25 246 482 507 743 Oatlin's River .. .. .. 43 9,713 3,165 6,548 26,748 302 74 376 528 470 622 Tapanui .. .. .. .. 27 4,903 1,695 3,208 8,811 201 63 264 382 208 326 Waikaka .. .. .. .. 13 743 728 15 2,989 148 56 204 206 229 230 Switzers .. .. .. .. 14 739 734 5 3,587 125 52 177 178 256 256 Glenham .. .. .. .. 4 1,070 766 304 2,656 214 192 406 482 588 664 Seaward Bush .. .. .. 34 2,821 832 1,989 10,341 256 24 280 339 246 304 Orawia .. .. .. .. 9 1,520 470 1.050 5,807 81 52 133 250 529 645 Forest Hill .. .. .. 13 350 800 450* 642 148 62 210 175 84 49 Mararoa .. .. .. .. 12 550 387 163 1,447 68 32 100 114 107 121 South Island totals .. .. 695 92,232 30,602 61,630 276,149 342 44 386 475 309 397 Total, both Islands .. .. 932 165,824 50,766 115,058 567,040 350 54 404 528 485 608 Isolated /Sections. Kaihu .. .. .. .. 24 2,452 .. 2,452 9,745 .. .. 190 292 304 406 Gisborne .. .. .. .. 60 9,764 .. 9,764 43,310 .. .. 289 452 559 722 Nelson .. .. .. .. 64 12,114 . . 12,114 34,075 .. .. ; 287 476 343 532 Pioton .. .. .. .. 56 449 .. 449 26,389 .. .. 582 590 463 471 Total .. .. .. 204 24,779 .. 24,779 113,519 .. .. 1,348 1,810 1,669 2,131 Grand total .. .. 1,136 190,603 50,766 139,837 680,559 * Indicates profit.

D— 2.

STATEMENT No. 13. RENEWALS, DEPRECIATION, AND EQUALIZATION RESERVE ACCOUNTS. General Reserve Account. £ s. d. £ s. d. To Net revenue: Appropriation Account 233,763 13 3 By Balance .. .. .. 1,378,316 10 11 Balance 1,144,552 17 8 £1,378,316 10 11 £1,378,316 10 11 _ By Balance .. .. .. £1,144,552 17 8 Insurance Reserve Account. Expenditure. £ s. d, Income. £ s. d. To Losses .. .. .. .. 1,208 4 3 By Balance 1 from previous year.. .. 43,349 4 7 Upkeep Railway fire brigades and fire Premiums debited to working-expenses 14,254 9 0 appliances .. .. .. 2,528 3 0 Balance .. .. .. •• 53,867 6 4 £57,603 13 7 £57,603 13 7 By Balance .. .. .. .. £53,867 6 4 Workers' Compensation Reserve Account. Expenditure. £ s. d. Income. £ s. d. To Accident payments .. .. 28,811 010 By Balance from previous year.. .. 12,230 0 0 Balance .. .. .. •• 18,275 16 10 Premiums debited to working-expenses 34,856 17 8 £47,086 17 8 £47,086 17 8 By Balance ..• .. .. .. £18,275 16 10 Slips, Floods, and Accidents Equalization Reserve Account. Expenditure. £ s. d. Income. £ s. d. To Repairs to bridges, slips, and washouts 6,690 5 1 By Balance from previous year.. .. 48,856* 7 6 Balance .. .. .. .. 63,837 2 5 Contributions debited to workingexpenses .. .. .. 21,671 0 0 £70,527 7 6 £70,527 7 6 By Balance .. .. .. .. £63,837 2 ,5 Betterments Reserve Account. Expenditure. £ s. d. Income. £ s. d. To Buildings (Refreshment Branch) .. 8 6 6 By Balance .. .. .. .. 4,006 17 3 Balance .. .. .. .. 3,998 10 9 £4,006 17 3 £4,006 17 3 By Balance .. ~ .. .. £3,998 10 9 Renewals Reserve Account. Expenditure. £ s. d. Income. £ s. d. To Relaying of track .. .. .. 123,711 12 3 By Balance .. .. .. .. 409,657 6 8 Signal and electrical equipment .. 47,206 3 0 Contributions debited to workingRefreshment Branch —Property .. 157 10 0 expenses .. .. .. 236,724 0 0 Housing improvement .. .. 800 0 0 Balance .. .. •• •• 474,506 1 5 £646,381 6 8 £646,381 6 8 By Balance .. .. .. ..£474,506 1 5 Depreciation Account. Expenditure. £ s. d. Income. £ s. d. To Net revenue: Appropriation Account 1,658,252 19 6 By Balance .. .. .. 1,658,252 19 6 Capital repayments .. .. 439,189 16 8 Contributions debited to workingExcess expenditure: Bridge renewals, expenses— 1930-31, written off .. .. 12,869 13 11 Bridges, buildings, &c. .. 98,033 0 0 Rolling-stock .. .. 285,391 0 0 Locomotive workshops and plant 31,447 0 0 Dwellings .. .. .. 26,894 00 Road motors .. .. 10,294 10 7 £2,110,312 10 1 £2,110,312 10 1

13

D.—2.

STATEMENT No. 14. Expenditure on Construction of Railways, Rolling-stock, etc., to 31st March, 1932; Net Revenue and Rate of Interest earned on Capital expended on Opened Lines for Year ended same Date.

Note. The amount stated in this return as the cost of construction of opened lines includes the Provincial and General Government expenditure on railways. It also includes the Midland Railway and expenditure by the Greymouth and Westport Harbour Boards on railways and wharves under the provisions of section 7 of the Railways Authorization Act, 1885, the information regarding the last-mentioned being furnished by the respective Boards. The rate of interest earned has been computed on the average capital.

14

Opened Lines. Section of Railway. i 1 Unopened Net Lines and Rolling- j . LineB - Revenue. Works. I stock. | lotai. £ £ £ £ £ £ s. d. kaihu .. .. .. .. .. 169,268 685 169,933 .. -2,670 Gis'borne .. .. .. .. 743,542 33,551 777,093 !! -10,*610 !! 1,331,211 North Island Mam Line and Branches .. 25,370,695 3,618,690 28,989,385 .. 384,607 1 6 8 4,754,567 South Island Main Line and Branches .. 15,535,678 2,582,406 18,118,084 .. 123,750 0 13 8 313,127 Westport .. .. .. .. 424,244 63,106 487,350 .. 7,224 1 9 8 589,877 Nelson.. .. .. .. .. 496,370 15,402 511,772 .. -12,972 .. •• •• •• •• .. .. 258,459 Picton .. .. .. .. .. 586,168 22,125 608,293 .. -2,017 » •• •• •• •• .. .. 331,062 43,325,965 6,335,965 49,661,930 7,578,303 487,312 0 19 8 Lake Wakatipu steamer service .. .. 17,942 .. 17,942 .. —2,055 Subsidiary services, &c. .. .. .. 1,735,115 .. 1,735,115 !! " In suspense— Surveys, North Island .. .. .. .. .. .. 31,127 Surveys, South Island .. .. .. .. .. .. 5,763 General .. .. .. .. 9,896 .. 9,896 10,'337 !! " P.W.D. stock of permanent-way .. .. .. .. 5,288 45,088,918 6,335,965 51,424,883 .. 837,993 1 12 8 7,630,818 >■ v > Total cost of opened and unopened lines at .. .. 59,055,701 31st March, 1932 I

D.—2.

STATEMENT No. 15. Expenditure out of Public Works Fund, General Purposes Account, Vote Railways, Improvements and Additions to Open Lines, for the Year ended 31st March, 1932. Way and Works Branch : Particulars of Works. Total. £ Land .. .. .. . , .. .. .. .. 1,352 Grading and formation .. .. .. .. .. .. 10,230 Bridges, culverts, and subways .. .. .. .. .. 93,498 Fences, gates, and cattlestops .. .. .. .. .. 771 Permanent-way .. .. .. .. .. .. .. 7,928 Station buildings, platforms, cattle-yards, and loading-banks .. .. 29,771 Engine-sheds, car and wagon depots, and other operating buildings .. 9,007 Dwellings .. .. .. .. .. .. Or. 2,709 Wharves .. .. .. .. .. .. .. Or. 3,000 Water-services .. .. .. .. .. .. .. 164 Non-operating buildings .. .. .. .. .. Cr. 7,837 Workshops buildings .. .. .. .. .. Cr. 3,666 Workshops plant .. .. .. .. .. .. .. 3,607 Locomotive depot plant .. .. .. .. .. .. 104 Cranes, weighbridges, capstans, and turntables .. .. .. 5,507 Maintenance movable plant .. .. .. .. . . .. 728 Miscellaneous (roads, sewerage, drainage, fire-fighting appliances, &c.) .. 6,420 Signalling and interlocking .. . . .. .. .. 7,669 Automatic and power signalling .. .. .. .. Cr. 1,738 Electric lighting .. .. .. .. .. .. Cr. 1,077 Telegraph and telephone lines .. .. .. .. .. 5,811. Safety appliances (bells, wig-wags, &c.) .. .. .. Cr. 891 Train-control .. .. . . . . .. .. .. 24,925 Electrical pneumatic interlocking .. .. .. .. Cr. 207 Electrification of track .. .. .. .. .. 88 186,455 Expenditure charged by Public Works Department— Hutt Valley Railway .. .. .. .. .. .. 192 Auckland-Westfield deviation .. .. .. .. Cr. 1,845 Palmerston North deviation .. .. .. .. .. 1,112 Tawa Flat deviation .. .. .. .. .. .. 194,522 193,981 Total .. .. .. .. .. ..£380,436 Road Motors. Purchase of motor-buses .. .. .. .. .. Cr. £443

15

D.~ 2.

STATEMENT No. 15—continued. Expenditure out of Public Works Fund General Purposes Account, Vote Railways, Improvements and Additions to Open Lines, for the Year ended 31st March, 1932 continued. Locomotive Branch: Particulars of Rolling-stock and Depot Machinery.

. Reconciliation Statement. Expenditure charged by £ s. d. £ s. d. Expenditure— £ s. d. Treasury .. .. 811,160 0 2 Way and Works Branch .. 380,435 12 0 Vouchers outstanding previous Road-motor services .. Cr. 443 0 0 year .. .. . . 111,841 13 4 Locomotive Branch .. 374,085 9 6 699,318 6 10 Less recoveries on account of expenditure in previous years 16,175 3 5 683,143 3 5 Public Works Department Administration costs 10,236 0 0 Cost of raising loan, 1931-32 .. .. .. 5,213 0 0 Vouchers outstanding at 31st March, 1932 .. 55,485 18 7 £754,078 2 0 £754,078 2 0

16

Number Number Number Incomplete Complete Incomplete Expenditure, Description of Stock ordered. on on on Year ended 31st March, 31st March, 31st March, 31st March, 1932. 1931. 1932. 1932. . - . _ , : . ■ ' j • 7 ' ' £ Shunting locomotives, Class C .. .. .. 12 12 .. 34,939 Locomotives, Class K .. .. .. .. .. • .. 30 30,019 Fitting thermic siphons to locomotives .. .. .. .. .. 7,006 Bogies and alterations to Wae and Ws locomotives .. .. .. .. 7,916 Electric headlights for locomotives .. .. .. .. .. .. 2,039 Pitting exhaust steam injectors to locomotives .. .. .. .. S92 Fitting Langar combustion control to locomotives .. .. .. .. 2,092 Fitting mountings, regulator gear, &c., to new spare boilers .. .. .. 471 Fitting superheaters to locomotives .. .. .. .. .. .. 1,950 Spare boilers ... .. .. .. .. .. .. .. 10,472 Supply and fit new boilers .. .. .. .. .. .. .. 4,470 Spare locomotive-wheels .. .. .. .. .. .. .. 53 Spare parts, Christchurch, electric locomotives .. .. .. .. 1,637 Carriages, Class A.. .. .. .. .. 30 30 .. 53,244 Carriages, Class Aa .. .. .. .. 30 29 11 59,794 Carriages, Class Aa (sleeping) .. .. .. .. .. 5 8,580 Fitting three De Luxe sleeping-carriages and one brake-van .. .. .. 3,301 with S.K.F. bearing bogies Carriage bogies .. .. .. .. .. .. .. .. Cr. 3,507 Electric lighting for carriages .. .. .. .. .. .. Cr. 681 Fitting lavatories to carriages Aa 1687 and 1688 .. .. .. .. 624 Fitting chair seats to carriages .. .. .. .. .. .. 8,992 Brake-vans, Class F .. .. .. .. .. .. 10 11,927 Wagons, Class II .. .. .. .. .. .. .. .. 559 Wagons, Class J.. .. .. .. .. .. 80 .. 26,397 Wagons, Class La .. .. .. .. .. 147 339 8 54,254 Wagons, Class Ug .. .. .. .. .. 19 19 .. 4,301 Wagons, Class Ve .. .. .. .. .. 6 .. 6 3,365 Wagons, Class W. .. .. .. .. .. 40 33 7 12,236 Wagons, Class Xa .. .. .. .. .. .. 55 .. 17,030 Three tanks from Ua wagons transferred to car and .. .. .. Cr. 1,081 wagon plant Coaling crane and grab .. .. .. .. 1 1 .. 378 Tarpaulins .. .. .. .. .. 95 95 .. 713 Workshop equipment .. .. .. .. .. .. .. 7,512 Machinery and equipment for locomotive running and .. .. .. 8,518 car and wagon depots Rolling-stock written off .. .. .. .. .. .. .. Cr. 3,061 Cost of raising loan, 1925-1929 .. .. .. .. .. .. Cr. 3,026 Total .. .. .. 374,085 Total locomotives .. .. .. 12 12 30 ,, carriages .. .. .. 60 59 16 ,, - brake-vans .. .. .. .. .. 10 „ wagons, bogie .. .. .. 25 19 6 ,, wagons, four-wheel .. .. 187 507 15

D.—'A.

STATEMENT No. 16. Statement of Season Tickets issued for the Years ended 31st March, 1929 to 1932.

3-D. 2.

17

1931-32. 1930-31. 1929-30. 1928-29. ! Description of Tickets. , — , Number. | Amount. Number. Amoimt. Number. Amount. Number. I Amount | ; ___ 1 | £ £ £ £ Travellers' annual, all lines .. .. 15 1,591 21 2,020 32 3,072 32 3,129 Travellers' annual, North Island .. 56 4,228 79 5,576 90 6,055 90 5,978 Travellers' annual, South Island .. 10 697 14 992 19 1,217 19 1,242 Reporters' annual .. .. .. 14 572 24 895 25 899 20 ' 664 Sectional annual, North Island .. 260 13,676 336 IS,373 388 17,527 443 19,359 Sectional annual, South Island .. 120 5,677 169 7,574 201 8,830 224 9,383 Tourist, all lines .. .. .. 128 2,021 181 2,898 229 3,696 284 4,599 Tourist, North Island .. .. 361 3,771 681 6,837 852 8,792 819 8,685 Tourist, South Island .. .. 22 227 44 445 48 515 47 545 School .. .. .. .. 27,695 24,067 29,398 25,300 30,190 25,931 29,535 25,587 Bearer twelve-trip .. .. .. 54,675 13,818 44,272 12,539 48,618 15,250 49,049 15,567 Bearer fifty-trip .. .. .. 2,507 6,976 6,371 21,211 7,586 20,728 7,823 . 13,696 Weekly twelve-trip .. .. .. 108,587 21,159 114,673 21,963 116,376 21,972 116,609 22,184 Weekly workmen's .. .. .. 234,397 39,156 366,459 50,613 422,488 52,329 412,005 51,136 All other season .. .. .. 30,216 63,013 37,715 72,199 40,290 75,742 39,170 75,099 Totals .. .. .. 459,063 200,649 600,440 247,465 667,432 262,555 656,169 256,853 Total passenger journeys .. 12,652,034 .. 15,525,034 .. 16,915,180 .. 16,499,850

D— 2.

STATEMENT No. 17. Statement of Operating Traffic and Revenue for the Year ended 31st March, 1932. (1) OPERATING TRAFFIC.

(2) OPERATING REVENUE.

18

Revenue. Mileage. Length Traffic. Sets 66 ' Coaching Woods. Demurrage, Total Goods. Operating E per 7 Train Train. shunting, Tota[ passengers. iickets. and coaching. &c _ Revenue. Annum Mile. (Average). 1931-32. I Miles. £ £ £ £ £ £ £:£ £ d. Number. Number. ; Number. Kaihu .. .. .. .. 24 1,351 248 1,065 2,664 1,374 35 1,409 ! 4,073 170 64-92 15,056 2,746 ! 17,802 Gisborne .. .. .. .. 60 1,739 605 1,245 3,589 11,484 102 I 11,586 15,175 253 84-97 42,863 8,131 50,994 North Island Main Line and Branches .. 1,449 724,694 131,941 213,532 1,070,167 2,307,518 65,464 2,372,982 3,443,149 2,376 131-49 6,284,517 2,170,880 8,455,397 South Island Main Line and Branches .. 1,626 403,922 65,108 96,591 565,621 1,593,100 41,897 1,634,997 2,200,618 1,353 143-83 3,672,105 1,407.721 5,079,826 Westport .. .. .. .. 36 1,835 751 1,262 3,848 70,488 3.546 74,034 77,882 2,163 263-40 70,963 50.113 121,076 Nelson .. .. .. .. 64 1,889 1,071 1,103 4,063 12,978 133 ! 13,111 17,174 268 99-94 41.240 11,673 52.913 Picton .. .. .. .. 56 3,510 925 1,447 5,882 22,658 2,354 1 25,012 30,894 552 176-64 41,976 25,982 67,9583,315 1,138,940 200,649 316,245 ; 1,655,834 4,019,600 113,531 4,133,131 5,788,965 1,746 136-63 10,168,720 3,677,246 13,845,966 Lake Wakatipu steamers .. .. .. 3,089 81 921 4,091 3,898 24 3,922 8,013 .. Totals .. .. .. 3,315 1,142,029 200,730 317,166 ! 1,659,925 4,023,498 113,555 4,137,053 5,796,978 j 1,746 136-63 10,168,720 3,677,246 13,845,966,

Lengtll Passengers. Live-stock. Goods. OnpTi '' 1 : — — "■•A.i'j'ii- 1 ■ Gross Section. ( ® r I | ' ' 'I I Total Traffic. First Class, j Second Class, j Total. | |fckets i 0attie - i Calves. ! Sheep. Pigs. Total. tonnage 4 Timber - Goods. Total. Tonnage. Ji_ i J IS ! 1 ! _! ! 1931-32. Miles. Number. Number. Number. Number. Number. Number. Number. Number. Number. Tons. Tons. Tons. Tons. Tons Kaihu .. .. .. .. 24 199 19,059 19,258 15 83 61 1,147 837 2,128 119 354 2,063 2,417 2,536 Gisborne .. .. .. .. 60 1,248 19,043 20,291 29 1,095 7 128,499 164 129,765 5,513 3,221 20.578 23,799 29,312 North Island Main Line and Branches .. 1,449 306,204 3,104,935 3,411.139 323,100 234,379 370,639 5,005,091 293,435 5,903,544 311,534 141,750 2,324,661 2,466,411 12,777,945 South Island Main Line and Branches .. 1,626 257,000 2,686,271 2,943,271 134,362 72,610 5,316 5,044,915 . 19,866 5,142,707 227,259 106,304 2.258,508 2,364.812 2,592'o71 Westport .. .. .. .. 36 285 33,947 34,232 486 153 30 675 .. 858 80 1,011 349,389 350,400 350,480 Nelson .. .. .. .. 64 139 29,786 29,925 575 645 26 24,247 ! 188 25,106 1,196 451 22,218 22,669 23,865 Picton .. .. .. .. 56 6,815 38,635 45,450 496 605 .. 166,385 15 167,005 6,857 443 41,302 41,745 48,602 3,315 571,890 5,931,676 6,503,566 459,063 309,570 376,079 10,370,959 314,505 11,371,113 552,558 253,534 5,018,719 5,272,253 5,824,811 Lake Wakatipu steamers .. .. .. 3,044 21,819 24,863 10 146 .. 13,120 ! .. 13,266 573 685 5,851 6,536 7,109 : ; I ■ Totals .. .. .. 3,315 574,934 5,953,495 6,528,429 459,073 309,716 376,079 10,384,079 ;314,505 11,384,379 553,131 254,219 5,024,570 15,278,789 5,831,920 ■ I . 'Ml ' ' , ' 1

19

D.—2

STATEMENT No. 18. Statement of Traffic and Revenue for each Station for the Year ended 31st March, 1932.

4—D. 2.

OUTWARD. INWARD. Number of Passenger Journeys. Stations. Number Timber, nr/) ; nflrv Parcels, Tntni Putt,1a <*ViAAr> Timber, I of and and Hundreds of Other p's Se ason Luggage, Total Miscel- yalue and and Hundreds of Other First- ! Second- t S jX°° Calves. Pigs. 8u $SS cial Goods ' sengers. Tickets " Goods ' I laneous - forwarded. Calves. 1 Pigs. SU^ ciaI Goods ' class. class. I ' I ' I I I I Nokth Island Main Lines and Branches — Auckland — Number. Number. Tons. £ £ £ £ £ Number.; Number. Tons. Coaching .. .. 20,615 260,622 281.237 10,622 .. .. .. .. 82,803 8,385 45,226 Cr. 246 1,416 137,584 .. Goods .. .. .. .. .. .. 260 112 12,250 301,470 .. .. .. 287,084 10,553 297,637 538 2,101 18,852 330,142 Booking-office, Queen 2,851 6,483 9,334 141 .. .. .. 13,026 987 23 Cr. 2 7 14,041 Street Booking-office, Symonds 143 979 1,122 .. .. .. .. .. 1,006 .. 147 .. 1 1,154 Street Booking-office, Karanga- 119 1,028 1,147 .. .. .. .. .. 881 .. 233 Cr. 1 2 1,115 kape Road Newmarket .. .. 2,167 47,246 49,413 4,753 15 .. 1,591 3,014 4,196 1,125 905 7,321 77 13,624 19 .. 24,641 18,268 Mount Eden .. .. 937 34,331 35,268 2,887 28 .. 420 10,312 3,202 631 498 4.175 133 8,639 165 .. 20,986 40,220 Avon dale .. .. 412 63,349 63,761 22,228 387 .. 157 2,394 2,351 3,968 327 3,005 15 9,666 461 336 5,267 4,886 Henderson .. .. 471 54,876 55,347 7,443 4,491 19,652 318 7,456 2,452 2,284 1,273 6,014 20 12,043 668 2,418 2,377 7,484 Helens ville .. .. 883 22,263 23,146 234 9,110 57,652 5,785 10,565 2,366 184 1,593 11,640 249 16,032 1,931 15,467 3,414 31,936 Wellsford .. .. 645 6,267 6,912 69 3,555 30,866 1,160 4,139 1,541 38 1,314 5,693 42 8,628 788 4,118 1,943 10,089 Maungaturoto .. .. 798 13,965 14,763 1 3,626 27,339 6 1,364 2,469 1 158 3,868 17 6,513 408 1.782 743 5,037 Paparoa .. .. 201 3,175 3,376 .. 3,804 21,564 135 2,864 843 .. 231 3,234 4 4,312 438 2,265 402 1,802 Waiotira .. .. 462 10,896 11,358 58 9,213 72,065 625 20,317} 1,792 44 515 38,048 392 40,791 1,033 5,672 1,161 63,507 Whangarei .. .. 3,256 36,805 40,061 689 3,325 31,691 1,046 11,615 353 1,090 8,350 322 21,730 1,744 5,065 1.746 23,984 Hikurangi .. .. 153 3,765 3,918 99 1,546 12,765 1,110 75,412 1,116 128 418 22,165 25 23,852 294 1,380 114 4,034 Otiria Junction .. 428 4,463 4,891 87 1,039 10,144 578 1,881 1,693 66 653 2,465 8 4,885 989 774 222 4.954 Kawakawa .. .. 514 6,472 6,986 41 46 9 4,298 827 19 183 2,260 7 3,296 1,080 66,550 247 5,228 Opua .. .. 713 12,209 12,922 38 13 27 62 1,660 1,885 15 238 872 30 3,040 57 131 272 4,819 Kaikohe .. .. 407 9,448 9,855 6 1,746 34,382 211 2,019 2,411 6 518 6,217 15 9,167 837 625 154 7,518 Remuera .. .. 151 2,966 3,117 2,676 519 87 33 73 109 496 26 585 4 1,220 580 443 10,208 1,159 Green Lane .. .. 311 19,914 20,225 5,013 1 .. 53 461 1,011 43 93 2 1,610 1 132 2,222 Ellerslie .. .. 262 26,784 27,046 8,283 772 .. 25 32 661 1,662 112 2,444 10 4,889 810 .. 36 792 Penrose .. •• 101 13,128 13,229 3,612 407 4,314 3,383 81,644 274 576 115 34,703 94 35,762 162,161 727,978 3,224 30,395 Onehunga Town .. 35 5,005 5,040 3,911 3 337 92 545 300 792 284 839 114 2,329 39 214 2,750 42,381 Otahuhu .. .. 1,271 79,289 80,560 13,221 5,153 13,814 130 125,981 2,571 3,846 277 59,658 39 66,391 28,542 186,658: 2,579 101,660 Papatoetoe .. .. 1,035 45,667 46,702 9,522 386 2,322 160 1,941 1,948 2,683 228 934 7 5,800 1,316 19,209 3,493 4,685 Papakura .. .. 2,008 63,321 65,329 7,397 3,011 11,596 16 8,060 3,501 2,312 326 2,798 16 8,953 2,762 10,349 2,272 9,377 Drurv .. .. 156 4,512 4,668 179 7,025 20,816 4 6,252 406 169 92 5,567 3 6,237 447 1,610 960 7,021 Waiuku .. .. 168 3,463 3,631 1 10,598 11,104 1 398 564 2 162 1,318 15 2,061 468 3,228; 4,596 22,974 Pukekohe .. .. 1,688 23,472 25,160 302 9,959 15,232 125 9,931 3,700 165 677 13,090; 20 17,652 1,849 6,476 4,340 22.134 Tuakau .. .. 730 11,611 12,341 343 6,345 52,627 405 3,821 1,567 230 315 4,788 28 6,928 922 8,572 1,971 10;578 Pokeno .. .. 133 4,238 4,371 93 2,840 15,010 .. 452 359 69 1,264 927 4 2.623 289 3,056 1,178 4,572 Mercer .. •• 665 10,922 11,587 95 25 6,597 3,556 7,407 1,001 103 157 2,828 49 4,138 123 949 250 2,244 TeKauwhata .. .. 280 5,365 5,645 9 8,140 52,207 64 4,458 925 9 1,152 6,045 5 8,136 1,121 7,858 2,700 5,840 Huntly .. .. 1,108 55,679 56,787 18,883 541 7,424 1,041 232,300 5,151 4,776 449 169,560 200 180,136 597 2,409 4,058 24,319 GlenAfton .. .. 70 14,135 14,205 45 654 23,856 2,424 269,190 991 33 88 169,144 94 170,350 983 3,299 3,371 8,830 Taupiri .. .. 91 4,773 4,864 100 1,959 13,181 359 3,956 649 71 97 5,086 4 5,907 497 3,865 1,579 8,501 Ngaruawaliia .. .. 365 10,377 10,742 151 1,357 7,417 129 63,226 1,756 114 242 43,998 701 46,811 88,728 93,945 2,337 11,271 Frankton Junction .. 7,741 77,744 85,485 129 15,164 148,288 498 21,580 24,456 323 1,211 30,171 394 56,555 5,063 85,179 78,820 43,781 Hamilton .. .. 4,845 46,713 51,558 500 19,268 42,228 1,426 13,666 13,538 1,024 2,056 20,504 132 37,254 883 5,251 20,765 25,438 Cambridge .. .. 194 3,419 3,613 92 15,002 42,550 12 1,031 948 84 347 4,214 18 5,611 1,919 8,538 3,838 28,946 Morrinsville .. .. 835 17,435 18,270 234 34,828 111,651 164 13,448 3,197 210 1,081 27,356 52 31,896 3,083 52,919 9,831 28,623 Matamata .. 764 14,244 15,008 141 26,213 82,618 2,370 3,528 3,621 ill 839 13,969 16 18,556 1,453 14,674 4,491 32,397 Putaruru .. .. 599 12,970 13,569 254 6,138 28,517 29,817 4,863 3,596 400 1,751 13,087 62 18,896 2,189 26,003 8,520 41,616 Mamaku .. .. 227 6,618 6,845 108 1,281 20,473 57,020 5,474 824 114 176 17,642 5 18,761 132 1,836 147 3,352 Rotorua .. .. 2,369 18,097 20,466 103 552 12,144 27,383 3,244 9,925 240 1,937 10,179 59 22,340 3,226 7,050 2,819 27,061 Waitoa .. .. 33 3,012 3,045 62 10,477 19.033 4,169 7,704 525 31 124 12,375 2 13,057 1,600 1,116 1,541 25.638 TeAroha .. .. 711 14,944 15,655 103 12,869 12,293 46 7,035 3,625 37 482 4,852 20 9,016 1,363 9,912 3,982 13,860 Paeroa .. .. 893 26,872 27,765 113 23,125 18,081 283 14,846 3,610 61 1,972 11,236 44 16,923 1,440 3,103 3,527 13,703 Thames .. .. 456 9,398 9.854 288 85 677 27 5,354 2,238 232 616 7,507 26 10,619 1,031 5,423 3,499 9,873 Waihi .. .. 393 8,802 9,195 105 2,265 3,994 3 429 1,873 91 225 1,003 9 3,201 900 4.360 7,172 21,712 Katikati .. .. 98 2,233 2,331 140 4,479 9,034 .. 2,130 490 105 149 2,865 3 3,612 721 6,041 1,512 3,872 Tauranga .. .. 772 13,346 14,118 31 801 5,038 536 4,560 3,5505 66 1,303 5,622 153 10,949 985 3,135 767 10,182 TePuke .. .. 217 7,690 7,907 39 6,034 19,406 2,279 3,604 1,395 31 298 9,255 5 10,984 1,038 1,883 362 8,225 Edgecumbe .. .. 34 1,001 1,035 .. 8,664 46,379 1,209 1,759 549 .. 211 8,635 4 9,399 1,411 2,627 258 8,532 Taneatua .. .. 157 15,753 15,910 1 5,080 49,273 .. 2,550 2,785 1 167 6,959 12 9,924 2,313 180 419 8,755 Ohaupo .. .. 142 1,833 1,975 177 6,144 26,369 .. 323 184 145 72 2,148 3 2,552i 746 6,356 1,398 10,314 TeAwamutu .. .. 1,007 17,087 18,094 181 19,299 125,252 78 14,234 4,861 179 1,171 20,954 68 27,233 2,714 34,199 9,321 32,676 Otorohanga .. .. 662 10,849 11,511 57 9,662 51,717 2,127 26,162 2,397 15 902 16,911 28 20,253| 1,157 12,367 6,390 17,405 TeKuiti .. .. 2,359 41,020 43,379 378 4,706 94,953 83,010 33.844 8,616 292 1,457 42.211 195 52,7711 2,989 25,865 6,284 18,226 Ongarue .. .. 304 12,941 13,245| 88 374 34,386 67,709 2,519 1,810 94 198 22,430 116 24,648 771 6,455 2,273 4,796 Okahukura .. .. 129 9,781 9,910 111 813 39,306 7,777 1,717 1,123 81 569 7,805 694 10.272 406 2,195 1,529 7,813 Taumarunui .. .. 2,503 42,099 44,602 599 1,201 62,407 56,206 7,926 10,686 576 1,538 29,044 130 41,974 1,384 10,278 3,013 10,905 National Park .. .. I 680 13,248 13,928 24 206 20,510 79,137 4,333 2,376 8 336 28,928 21 31,669 457 4,158 12.072 5,578 Ohakune Junction .. [ 2,218 25,671 27,889 81 333 9,061 44,192 fi.630 4,892 219 522 19,029 36 24,698 143 1,622 645 1 795 Raetihi .. .. 60 2,792 2,852 11 569 70,153 13,114 2,235 426 20 157 11,201 6 11,810 688 12,115 758 2,643 Rangataua .. .. 418 11,810 12,228 71 307 5,344 27,235 4.208 941 36 77 10,238 102 11,394 143 1,283 1,010 1,323 Mataroa .. .. 149 5,860 6,009 53 1,862 90,598 13,281 2,353 361 41 116; 12,121 14 12,653 192 5,983 810 1 708 Taihape .. .. 2,781 22,884 25,665 27 1,392 96,627 1,845 3,090 6,407 91 1ST 9,980 40 17,305 775 6,033 289 8,509 Mangaweka .. .. 270 4,656 4,926 15 3,214 118,092 9,272 3,447 889 12 132, 13,960 6 14,999 879 2.862 1,573 2,607 Hunterville .. .. 694 11,491 12,185 13 4,670 146,055 5,724 2,264 1,975 11 400 12,347 11 14,744 1,756 12,307 1,442 5,699 Marton .. .. 4,668 21,684 26,352 115 5.260 213,531 4,552 9,891 8,313 141 1,239 18,135 378 28,206 1,111 28,237 9,081 13,040 New Plymouth .. 2,977 29,816 32,793 119 1,357 1,386 1,506 86,831 10,950 245 1,137 31,807 3,904 48,043 1,513 15,271 12,466 87,047 (Breakwater .. .. .. .. .. .. 759 38,613 .. .. .. 10,050 .. 10,050 .. .. 753 27,719 Waitara .. .. 478 12,754 13,232 318 665 1,499 90 14,244 1,515 207 213 8,185 143 10,263 55,210 176,582 3,360 18,395 Inglewood .. .. 346 10,912 11,258 315 7,972 26,400 240 17,918 1,385 207 11,679| 6 13,481 558 7,899 1,102 27,498 *

D.—2

20

STATEMENT No. 18—continued. Statement of Traffic and Revenue for each Station for the Year ended 31st March, 1932 —continued.

OUTWAKD. INWAKD. Number of Passenger Journeys. . Stati0ns - " er S and P Himdreds'of Other Ordinary Seas(ffi Luggage, Total Miscel- Cattle Sheep Hu ~o, Other First- Second- M Season Calyes pigs . Superficial Goods. 8enge " rs Tickets. Goods. laneous. forwar(Jea , Calves . pigs . Supertcial Goods, class. class. ' . . — - - . Nokth Island Main Links and Branches —contd. Number. Number. Tons. £ £ £ £ £ £ Number. Number. Tons. Tariki 95 1,928 2,023 112 629 3,052 822 964 159 76 11 642 3 891 101 1,004 163 2,174 Midhirst 102 3,854 3,956 215 3,484 5,353 .. 2,049 197 122 16 1,684 3 2,022 32 1,305 80 4,083 Stratford 1,642 25,354 26,996 203 13,193 43,913 242 5,444 4,626 219 778 6,205 833 12,661 1,035 12,491 3,966 12,956 TeWera 238 781 1,019 .. 517 8,990 .. 3.111 112 .. 113 1,423 1 1,649 308 3,217 349 3,123 Whangamomona .. 938 11,550 12,488 4 650 31,398 1,809 16,383 1,697 8 259 12,815 959 15,738 1,036 1,632 620 4,841 Eltham 497 15,194 15,691 264 34,565 56,431 212 8,973 2,609 271 382 11,053 69 14,384 1,751 20,279 11,990 18,477 Normanbv 15 2,631 2,646 122 25,131 24,019 52 8,919 235 74 46 8,581 6 8,942 1,405 7,127 489 10,514 Hawera 2,006 32,839 .34,845 194 24,155 88,688 158 13,753 7,791 309 679 13,354 52 22,185 7,415 55,724 9,738 30,186 p atea 443 8,759 9,202 174 1,479 19,228 447 12.276 1,657 115 248 16,636 309 18,965 40,421 115,832 2,671 31,989 Waverley !! !! 203 6,994 7,197 27 7,862 114,458 338 2,074 1,105 21 161 7,634 44 8,965 2,319 34,897 10,016 S,247 Aramoho . 1,248 13,755 15,003 43 3,677 61,758 1,886 39,181 3,208 29 521 20,901 16 24,675 1,496 10,926 1,928 29,987 Waneanui •• 3,647 39,415 43,062 113 1,085! 22,247 5,102 11,455 11,123 332 1,895 12,292 1,653 27,295 10,226 364,801 9,919 29,964 „ Wharf .. .. •• •• •• 16 274 39,137 .. .. .. 15,194 6,027 21,221 197 51 .. 7,894 Fordell 316 2,600 2,916 64 1,679| 87,532 4,511 814 376 52 76 4,796 17 5,317 891 14,293 1,158 3,236 Turakina 188 5,031 5,219 84 1,158 71,353 2,146 1,530 568 48 102 4,375 3 - 5,096 336 15,297 252 4,797 Greatford 346 2,335 2,681 16 932 1 44,107 .. 9,228 318 15 50 5,'661 3 6,047 195 8,519 645 3,110 Halcombe ' 111 5.98° 6 > 091 96 634; 39,412 20 1,336 480 73 45 3,254 8 3,860 142 5,147 618 2,758 Feilding .. .. ■ 2,243 16,830 19,073 151 9,002! 200,341 126 12,531 6,472 132 758 24,592 39 31,993 14,606 97,110 9,956 23,291 Palmerston North 15,451 118,992 134,443 445 3,021 40,897 6,407 31,975 38,804 911 3,815 37,315 527 81,372 7,356 126,985 50,140 56,741 Ashhurst . 205 4,539 4,744 35 4,228, 49,363 52 1,086 455 26 53 4,194 2 4,730 2,350 9,629 1,258 2,760 Longburn 367 13,248 13,615 96 8,029i 75,470 642 12,892 730 74 212 22,686 10 23,712 17,884 130,737 118 5,871 Foxton .. 128! 5,414 5,542 42 175 7,672 366 6,374 584 46 88 3,196 277 4,191 620 6,697 3,964 11,530 Shannon .. .. 490 23,447 23,937 372 7,161 57,121 988 3,508 2,420 317 206 6,525 8 9,476 1,377 16,903| 1,555 4,886 L ev i n 1,766 29,114 30,880 343 9,427 39,269 984 3,142 5,635 258 607 5,269 45 11,814 1,345 17,939 4,218 8,899 Otaki" 1,057 16,603 17,660 327 3,093 34,724 1,089 3,197 2,952 266 2,530 4,935 22 10,705 734 4,848 1,019 6,319 Paekakariki " 3,904 41,747 45,651 874 749 29,344 544 5,192 4,209 358 1,993 4,321 30 10,911 513 2,995 995 6,023 johnsonville !! .. 1,663 39,208 40,871 9,786 596 11,437 68 304 2,330 2,214 107 917 11 5,579 12,470 93,354 1,295 5,110 Thorndon (Coaching) .. 30,884 203,589 234,473 16,149 .. .. .. .. 59,637 4,324 17,413 Cr. 206 205 81,373 .. Lambton (Coaching) .. 66,435 206,468 272,903 30,453 .. .. .. .. 19,105 14,845 9,542 Cr. 160 276 43,608 W K° n - .. .. .. 491 911 9,212 168,112 .. .. .. 177,660 3,872 181,532 [ 987 2,379 32,876 146,186 wharf :: :: .. •• 324 30 .. 30 .. .. .. 43,531 t Central Booking-office 4,038 7,714 11,752 1,164 .. •• •• .. 14,162 2,962 617 Cr. 2 10 17,749 Courtenay Place Book- 2,309 12,657 14,966 789 .. .. .. 9,668 1,334 8,986 Cr. 33 19 19,974 ing-office fahauranoa 29 2,741 2,770 989 10 84 10,917 69 215 7 2,488 3 2,782 11,064 673,539 70 4,151 Petone " 9 487 149,342 158,829 81,692 88 2,026 2,138 28,778 4,839 16,102 418 45,025. 220 66,604 7,688 676,988 25,126 23,825 Lower Hutt " 3 954 40,994 44,948 27,165 88 770 1 2,818 2,468 6,425 400 2,162 42 11,497 313 457 7,667 4,647 Tinner Hutt " 3'l50 78,187 81,337 15,308 1,119 8,443 .. 3,020 4,918 4,748 356 3,096 32 13,150 1,178 4,294 747 3,438 Feathers ton !! .. 11,524 13,057 136 7,444 139,487 .. 5,465 1,830 89 776 11,050 25 13,770 414 3,363 1,580 9,472 Grevtown 131 1.485 1,616 7 280 6,797 3 1,360 358 5 398 1,778 1 2,540 52 571 382 2,390 Carterton " 995 7,461 8,456 28 3,277 75,906 .. 18,898 2,115 17 601 28,355 25 31,113 21,434 138,408 3,840 14,153 Masterton " ' 4 760 27,428 32,188 27 4,785 117,412 8,942 8,755 7,152 32 1,132 16,807 40 25,163 1,062 11,090 3,697 21,992 Mauriceville " " ' 59 1,014 1,073 10 385 13,008 .. 10,401 171 9 61 6,285 1 6,527 130 307 149 1,171 Eketahuna .. •• 342 3,670 4,012 28 4,618 59,634 21 2,924 950 32 265 6,496 6 7,749 224 4,330 553 5,321 Hukanui 42 1,797 1,839 3 2,317 11,191 .. 961 194 3 167 1,681 1 2,046 168 538 377 1,906 Pahiatna 426 3,429 3,855 8 6,406 95,899 20 2,905 1,194 9 435 8,338 4 9,980 834 3,550 2,359 6,309 Mancatamoka " 69 1 121 1 190 5 2,746 44,900 .. 1,812 290 6 126 6,297 6 6,725 398 895 276 3,003 WoodX " 1,609 15,283 65 15,845 146,262 292 4,994 2,164 56 243 16,613 27 19,103 1,746 6,725 678 5,411 Dannevirke .. .. 2,013 21,176 23,189 181 8,407 100,762 285 4,751 5,972 228 839 12,191 50 19,280 2,871 18,348 4,384 15,592 Ormondville 196 6,989 7,185 26 2,576 88,092 508 1,739 861 20 127 5,749 3 6,760 606 5,764 1,014 3,925 Takanan 215 3,554 3,769 72 2,462 107,349 405 2,119 903 59 148 6,195 2 7,307s 1,562 10,504 153 3,281 Wainukurau 1,363 12,549 13,912 8 5,390 246,317 646 3,508 3,665 21 493 11,827 50 16,056 4,073 39,497 1,720, 9,316 Wainawa " " 636 8,806 9,442 19 466 112,342 1 10,185 1,846 9 266 9,275 23 11,419 1,618 2,507 1,766] 5,131 Otane .. .. 460 7,540 8,000 106 3,985 93,582 1,059 4,701 960 78 116 7,633 9 8,796 983 6,410 404; 1,755 Hastings 3 357 28,406 31,763 113 797 44,149 375 27,128 14,918 164 1,822 38,899 274 56,077 5,719 79,188 16,250 37,495 fW " " 11 207 218 4 121 840 .. 27,749 38 5 59 11,287 2 11.391 2,746 623,756 1,895 5,095 fSLm :: :: If" 3M " 3 " M f nJS JS »:S '« &£ Z SS « «8 SSSj «:S asiirsr :: :3 : Kt 13 "' 8 4 30, - „ •• -2,3,. 30 : 2 °° 49 ' S 2 " w S S;5 ■■ „ - *j Totals .. .. 306.204 3,104,935 3,411,139 323,100 605,018 5,298,526 637,865 2,324,6611 724,694 131,9411 213,532 2,307,518 65,464 3,443,149 605,018 5,298,526 637,865! 2,324,661 K Dareavme I0S 177 12,634 12,811 15 134 1,153 1,347 1,763 1,525 16 823 1,164 30 3,558 69 1,892 1,476 1,133 Donnelly's Crossing " 22 5,'953 .. 10 831 242 300 525 164 169 3 861 75 92 113 930 District Office .. .. • • 494 494 .. .. .. • • Cr. 699 232 78 31 3 Cr. 355 Overseas Traffic .. • • • ■ • ■ • • • • • • • - •• .•• '' '' .... Totals .. .. 199 19,059 19,258 15 144 1,984 1,589 2,063 1,351 248 1,065 1,374 36 4,074 US 1,984 1,589| 2,063 G Grbome SB0TI0N ~ 642 10,565 11,207 29 335 4,915 349 6,417 1,503 24 308 2,435 74 4,344 767 123,748 14,156 14,148 Motuhora " " 606 7,252 7,858 .. 767 123,748 14,156 14,147 855 .. 776 8,765 2 10,398 335 4,915 349 6,416 District Office 1,226 1,226 •• . . Cr. 619 581 161 68 26 §17 .. .. .. Overseas Traffic .. .. .. •• 14 216 " H Totals .. .. 1,248 19,043 20,291 29 1,102 128,663 14,505 20,578 1,739 605 1, 24ō! 11,484 102 15,175|| 1,102| 128,663 14,505- 20,578

21

D.—2

STATEMENT No. 18—continued. Statement of Traffic and Revenue for each Station for the Year ended 31st March, 1932—continued.

5 —1). 2.

OUTWARD. INWARD. Number of Passenger Journeys.! Stations. : |Number[ ~ ... Timber, in j i Parcels, ; Tot.nl rattle <5b««n Timber, in ° f Cattle Sheep Hundreās of other 0r S 1 n n a aly Season Luggage, Total Miscel- Ca ™? e S £®®P Hundreds of Other First- Second- TotaI Ticket". Calve8 ' pi S s - Su P erfi t ° ial , GoodB - sengers. Tickets. Goods. laneous. torwarded . CalV( . s . pigs . Su P^ r fi cial Goods - class. class. i ' I i * I ' 1 I 9 South Island Main Lines AND Branches Number. Number. Tons. £ £ £ £ £ £ Number. Number. Tons. Lyttelton .. .. 44,917 200,146 245,063 9,634 1,913 29,986 19,637 247,043 10,212 3,344 6,910 104,608 '9,374 134,448] 977 8,816 4,055 241,519 (Wharf) .. .. .. .. .. .. .. .. 9,995 .. .. .. 1,729 .. 1,729 .. .. .. 35,727 Heathcote .. .. 1,830 42,261 44,091 3,349 .. .. .. 2,755 908 909 49 2,697 2 4,565 i 1 200 5,692 Woolston .. .. 699 J 17,401 18,100 3,753 6 42 2,845 400 622 121 1,455 1 2,599 17 83 403 10,907 Opawa .. .. 967 j 19,593 20,560 4,548 .. .. .. .. 438 727 23 3 1 1,192 .. .. .. 1 Christchurch — Coaching .. .. 67,673 457,977 525,650 22,495 .. .. .. .. 60,657 6,000 16,924 Cr. 343 406 83,644 .. Goods .. .. | .. .. 411 15 2,338 73,417 .. .. .. 59,944 1,910 61,854 476 68 30,430 255,777 Central Booking-office 13,404 37,438 50,842 191 .. .. .. .. 28,631 1,531 1,943 Cr. 3 24 32,126 Addington .. .. 577 11,915 12,492 958 3,944 208,938 4,291 32,760 1,218 166 187 19,349 156 21,076 18,021 497,282 30,049 62,646 Riccarton .. .. 350 2,741 3,091 249 .. .. 462 4,703 316 121 34 1,677 3 2,151, .. .. 18,733 17,569 Papanui .. ,. 316 6,066 6,382 1,410 60 64 4,447 566 418 152 3,691 1 4,828 80 70 7,224 6.981 Belfast .. .. 470 10,766 11,236 307 332 8,155 12 29,936 491 197 44 16,402 42 17,176 756 873,766 3,570 9,528 Kaiapoi .. .. 145 10,087 10,232 421 347 10,568 30 22,157 829 370 304 10,751 43 12,297 206 274,673 2,343 10,283 Rangiora .. .. 676 27,454 28,130 545 1,078 51,678 342 18,744 2,406 561 305 10,348 33 13,653 643 8,667 3,443 8,479 Oxford East .. .. 1 29 30 323 46,541 .. I 2,353 29 .. 138 2,603 1 2,771 173 16,830 1,084 4,133 Sefton .. .. 38 2,791 2,829 177 266 9,845 .. | 3,517 232 96 35 1,931 1 2,295 150 4,707 196 1,119 Amberley .. .. 302 2,801 3,103 59 261 42,561 1 2,741 442 64 121 2,568 1 3,196 129 15,375 326 1,592 Waipara .. .. 173 2,452 2,625 26 1,041 133,566 .. 5,011 306 22 241 7,621 8 8,198 129 4,501 74 1,351 Mina.. .. .. 70 1,214 1,284 14 1,066 66,108 .. 3,140 342 11 239 4,907 4 5,503 371 9,343 1,005 3,250 • Parnassus .. .. 1,658 2,676 4,334 7 383 84,307 283 2,039 2,630 6 323 7,419 46 10,424 98 2,575 813 4,621 Waikari .. .. 121 2,727 2,848 15 148 32,086 ... 5,781 406 15 81 4,034 1 4,537 41 4,031 161 2,020 Hawarden .. .. 44 1,610 1,654 2 381 90,759 3 4,562 248 2 200 6,611 8 7,069 133 8,784 929 1,558 Culverden .. .. 130 1,077 1,207 1 1,488 66,891 2 4,454 310 1 201 6,681 7 7,200 398 7,231 1,457 3,851 Waiau .. .. 46 716 762 .. 435 57,499 .. 2,162 209 .. 92 4,622 6 4,929 177 2,554 107 1,991 Hornby .. .. 114 6,013 6,127 76 1,273 2,402 .. 39,585 703 54 24 17,649 4 18,434 1,500 6,850 770 32,371 Prebbleton .. .. 4 517 521 1 3 75 1,123 22 1 360 383 .. 21 153 Lincoln .. .. 16 4,011 4,027 108 750 47,323 147 9,549 239 99 26 4,531 4 4,899 146 3,679 297 3,311 Springston .. .. 8 1,341 1,349 17 402 28,251 .. 7,878 69 20 7 3,831 3 3,930 50 1,148 51 852 Leeston .. .. 36 1,641 1,677 18 361 28,024 .. 7,144 215 17 478 4,021 6 4,737 351 19,768 585 4,576 Southbridge .. .. 71 6,192 6,263 5 428 35,926 .. 9,736 569 6 432 5,902 2 6,911 104 11,614 353 1,950 Little River .. .. 25 5,718 5,743 53 5,749 140,314 142 1,766 932 53 82 5,375 23 6,465 662 16,452 897 2,684 Islington .. .. 99 5,913 6,012 56 43 6,300 .. 18,689 420 51 68 8,787 27 9,353 3,681 373,930 3,899 12,365 Rolleston .. .. 218 5,447 5,665 17 596 38,818 .. 6,652 516 17 47 3,943 5 4,528 194 8,629 84 1,500 Kirwee .. .. 15 1,522 1,537 16 100 22,283 15 3,319 141 12 34 1,930 1 2,118 49 13,668 95 1,789 Darfield .. .. 227 2,715 2,942 46 197 69,862 3 9,827 391 39 88 6,322 1 6,841 93 6,617 1,389 1,499 Coalgate .. .. 10 577 587 30 466 73,670 .. 9,190 43 27 94 7,228 2 7,394 111 7,199 ! 1,107 2,662 Sheffield .. .. 57 1,733 1,790 40 281 33,807 15 3,088 255 45 309 2,720 3 3,332 50 6,781 145 1,294 Springfield .. .. 768 7,150 7,918 23 440 17,231 16 2,377 1,345 22 186 3,640 21 5,214 71 5,801 273 2,168 Arthur's Pass .. .. 142 1,724 1,866 .. 5 6 94 294 35 100 1 430 48 1,071 285 403 otira.. .. .. 703 14,319 15,022 44 233 4,699 46,734 1,786 2,153 41 285 16,022 17 18,518 112 568 974 2,957 Moana .. .. 66 2,325 2,391 48 306 1,653 52,565 1,049 354 47 229 9,344 3 9,977 218 2,746 395 4,741 Stillwater .. .. 499 12,681 13,180 293 46 251 28,624 75,243 1,618 185 71 30,360 14 32,248 218 171 607 7,248 Ngahere ...... .. 270 4,693 4,963 73 679 9,171 24,092 654 503 48 89 3,893 5 4,538 466 1,575 335 1,219 Blackball .. .. 57 2,190 2,247 254 .. .. 37,270 301 207 22 14,699 1 15,230 .. .. 440 1,581 Ikamatua .. .. 377 3,316 3,693 39 259 4,915 22,557 4,112 900 35 76 7,134 3 8,148 346 1,609 367 4,991 Reefton .. .. 1,127 8,071 9,198 31 333 2,248 12,174 32,377 2,353 27 248 28,765 371 31,764 576 1,410 1,603 2,301 Inangahua .. .. 14 537 551 .. 227 2,619 608 400 118 .. 60 1,069 2 1,249 389 305 670 2,553 Greymouth .. .. 6,581 91,607 98,188 2,151 876 886 6,583 12,912 14,213 907 1,997 11,606 5,362 34,085 2,451 9,813 7,907 23,862 (Wharf) .... .. .. .. 3 384 2,410 .. .. .. 2,337 .. 2,337 .. .. 193,816 206,264 Runanga .. .. 17 32,498 32,515 3,100 12 .. .. 108,761 998 779 39 44,155 30 46,001 123 253 471 3,636 Rewanui .. .. 2 5,215 5,217 11,300 12 .. .. 123,870 203 2,000 2 60,967 445 63,617 15 .. 1,456 2,869 Kumara .. .. 607 3,913 4,520 40 851 3,367 46,325 402 466 38 76 5,285 2 5,867 232 264 300 1,499 Hokitika .. .. 2,412 20,198 22,610 86 270 2,625 68,980 1,953 4,520 72 581 15,846 129 21,148 375 2,091 1,391 10,671 Ross .. .. .. 102 9,881 9,983 5 1,139 16,454 31,449 2,344 801 5 118 9,702 5 10,631 40 120 284 2,753 Dunsandel .. .. 309 7,647 7,956 61 247 54,777 .. 6,501 828 55 107 4,614 3 5,607 119 15,441 216 2,330 Ralcaia .. .. 644 12,984 13,628 333 762 150,219 859 26,034 1,633 297 274 23,396 15 25,615 164 18,354 846 4,001 Methven .. .. 27 5,464 5,491 18 443 119,175 10 11,090 974 22 89 13,048 13 14,146 438 36,333 2,223 6,998 Chertsey 29 3,208 3,237 52 1,262 57,765 .. 10,750 282 40 51 13,067 9 13,449 283 87,596 1 1,733 Ashburton .. .. 3,595 52,363 55,958 472 701 1,852 109 20,277 9,458 433 1,627 15,811 160 27,489 695 51,471 7,761 23,241 Tinwald .. .. 84 3,846 3,930 191 699 119,524 262 8,455 185 146 81 9,544 3 9,959 272 56,090 46 2,569 Mount Somers .. .. 30 564 594 69 187 23,680 3 3,567 95 54 145 3,261 26 3,581 166 5,248 262 3,208 Hinds .. ..I 157 3,557 3,714 144 678 102,322 1,146 7,500 400 114 46 8,772 2 9,334 720 18,760 139 2,887 Rangitata .. .. 51 2,789 2,840 25 138 36,230 1,286 2,491 283 23 25 2,421 1 2,753 36 2,036 232 763 Orari.. .. .. i 576 7,040 7,616 70 266 77,056 519 3,808 1,374 S8 148 4,474 5 6,050 184 13,868 1,021 3,276 Winchester .. .. 142 2,621 2,763 64 380 6,878 32 4,603 269 50 30 2,221 1 2,571 167 466 56 2,493 Temuka .. .. 870 17,050 17,920 43 929 24,455 5 6,471 2,848 40 1,019 4,094 8 8,009 469 11,806 1,631 8,004 Washdyke .. .. 23 2,345 2,368 84 733 24,689 37 11,792 201 65 26 7,854 8 8,154 1,022 113,946 427 4,041 Pleasant Point .. 36 2,835 2,871 69 225 79,482 3 6,011 288 62 47 5,155 8 5,560 255 14,972 476 3,093 Albury .. .. 13 727 740 44 127 35,130 2 7,083 94 38 30 4,212 1 4,375 120 4,080 282 2,434 Fairlie .. .. j 58 3,133 3,191 9 339 63,984 .. 3,517 447 7 204 4,738 7 5,403 268 1,918 932 5,171 Timaru .. .. 7,360 69,610 76,970 438 150 5,967 1,045 66,268 18,030 283 2,402 22,586 2,682 45,983 493 233,114 10,770 131,888 (Wharf) .. .. .. .. .. .. .. .. 31,908 .. .. .. 4,725 .. 4,725 .. .. .. 40,690 St. Andrews .. .. 71 3,882 3,953 161 357 24,255 3 12,507 356 131 36 5,144 6 5,673 135 91,760 388 3,676 Makikiki .. .. 23 1,144 1,167 75 176 29,249 95 3,733 127 62 18 2,145 .. 2,352 39 8,373 112 1,955 Studholme Junction .. 225 4,252 4,477 41 349 32,697 20 6,611 895 32 48 4,410 2 5,387 208 16,665 302 1,147 Waimate .. .. 221 10,493 10,714 16 248 53,632 3 5,135 1,767 6 500 5,418 18 7,709 139 2,598 1,517 9,292 Morven .. .. 41 2,272 2,313 73 61 28,613 .. 7,052 285 32 32 5,239 1 5,589 24 2,223 478 1,677 Glenavy .. .. 84 2,245 2,329 48 23 27,432 165 1,816 279 58 61 1,817 29 2,244 16 2,077 519 2,525 Pukeuri Junction .. 42 1,421 1,463 28 264 26,595 .. 10,416 83 26 39 6,866 4 7,018 180 197,712 168 5,365 Duntroon .. .. j 5 865 870 90 212 41,982 2 1,400 109 72 60 2,598 1 2,840 32 5,218 841 2,363 Kurow .. .. 66 4,487 4,553 45 94 53,768 34 3,396 970 46 218 6,216 89 7,539 189 2,018 6,411 19,474 Oamaru .. .. 2,502 36,516 39,018 240 719 16,253 1,351 18,429 10,959 194 1,282 9,637 1,078 23,150 848 6,703 4,237 38,821 Breakwater .. .. .. .. .. .. .. .. 1,084 8,062 .. .. .. 2,720 .. 2,720 1 .. .. 20,315 Waiareka ... .. 4 601 605 .. 201 27,824 614 6,623 34 13 4,528 22 4,597 294 37,402 67 2,010 Ngapara .. .. .. 187 187 213 6,618 5 5,214 25 13 3,166 .. 3,204 68 5,696 375 6,088 Maheno .. .. 37 3,098 3,135 61 1,437 33,133 .. 4,866 259 50 445 4,065 3 4,822 133 10,817 1,270 6,043 Hampden .. .. 191 2,186 2,377 44 409 28,435 .. 5,756 381 40 190 4,240 17 4,868 182 6,604 605 2,281 Palmerston South .. 851 18,418 19,269 91 633 82,224 17 9,606 2,578 78 561 8,413 84 11,714 615 2,216 1,158 5,373 Makaraeo .. .. .. .. .. .. .. .. .. 17,837 .. .. .. 7,281 .. 7,281 .. 3 37 975 Waikouaiti .. .. 201 3,834 4,035 169 830 24,753 .. 1 199 580 118 152 2,003 7 2,860 j 475 2,652 299 2,960 Seacliff .. .. 537 8,654 9,191 518 260 3,672 29 446 857 194 103 618 2 1,774 121 2,544 1,251 8,340 Waitati .. .. 248 13,433 13,681 71 167 1,529 .. 385 689 47 83 330 2 1,151 164 1,365 124 1,601 Port Chalmers Upper .. 297 5,757 6,054 242 104 1,836 .. 34 476 81 69 114 .. 740 38 .. .. 7 Sawyer's Bay .. .. 717 20,121 20,838 3,386 51 667 7 654 844 19 36 1 1,554 88 257 55 1,694 Port Chalmers .. .. 4,845 69,890 74,735 7,968 11 44 20 39,976 3,030 2,786 199 7,643 708 14,3661 7 60 2,211 57,362 r I

D.—2

22

STATEMENT No. 18-continued. Statement of Traffic and Revenue for each Station for the Year ended 31st March, 1932—continued.

OUTWARD. INWARD. .___ Number of Passenger Journeys. Stations. Number Catt1e Sheep im , ber ; in . Ordinarv Parcels, Total Cattle Sheen Timber, in Q °L n and : and Hundreds of Other p ag Seas0Q Luggage, Total Misoel- Total and and Hundreds of Other S cTa°s d " Total. Tickets. Ca " es ' | Pi S 8 ' 1 G °° dS ' sengers. Tlckets ' <*«**■ : ,aneous ' forwarded. Calves. Pigs. Su^ e e r e fl t cial Good8 - . - — — |j- . . . _ . - South Island Main Lines ANP Branches contd. Number. Number. Tons £ £ £ £ £ £ Number. Number Tons. ■ Burke's •• 61 1,017 1,078 222 .... | 20 .. 26 73 1 1 .. 101 .. 20 , St. Leonard's .. •• 485 10,717 11,202 2,340 T- 20 2 306 617 7 3 1 934 21 20 52 < Ravensbourne .. •• 3,364 34,514 37,878 4,591 .. .. .. 34,866 555 1,292 14 17,538 31 19,430 .. .. 50 3,248 , Dunedin (Coaching) .. 38,726 411,416 450,142 12,896 .. .. .. .. 76,620 6,517 12,283 Gr. 175 360 95,605 (Goods) .. .. .. .. .. 838i 5661 6,881 88,358 .. .. .. 101,250 955 102,205 875 950 45,906 188,377 Caversham .. •• 867 20,662 21,529 1,697 .. .. ; .. 91 1,275 250 109 136 5 1,775 .. .. 353 5,375 Burnside .. 967 23,050 24,017 2,967 1,670 22,108! 59 42,259 517 578 155 37,158 41 38,449 12,409 495,866 1,321 65,252 Green Island .. •• 2,199 39,355 41,554 5,453 .. } .. .. 15,882 1,059 1,365 40 3,633 34 6,131 1 394 317 8,972 Abbotsford .. •• 1,618 34,292 35,910 5,596 586 968 1,300 20 384 15 2,687 .. .. 20 1,498 Wingatui -• 530 21,535 22,065 1,139 801] 23,336i .. 2,576 1,137 361 59 3,684 5 5,246 564 1,127 86 731 Middlemarch •• •• 229 1,751 1,980 .. 1,043 83,390j 17 2,248 432 .. 580 6,942 9 7,963 363 16,094 406 2,594 Waipiata .. •• 204 1,751 1,955 .. 334 54,430 21 806 647 .. 116 4,949 5 5,717 222 2,349 315 3,196 Ranfurly -■ •• 549 2,755 3,304 18 17 1 55,997 ]2 1,622 1,090 9 272 5,146 9 6,526 104 3,034 666 2,682 Oturehua .. 108 1,175 1,283 1 384 71,459 15 2,386 522 1 235 7,538 13 8,309 55 6,777 1,266 1,593 Omakau •• •• 180 1,531 1,711 2 360 51,881 .. 975 749 2 365 5,258 4 6,378 160 7,638 : 1,050 2,680 Alexandra .. •• 292 2,544 2,836 7 45 9,549 5 2,628 999 25 300 4,875 20 6,219 77 1,810 2,011 3,450 Clyde •• 103 1,118 1,221 60 34 2,850 22 1,177 397 47 154 2,453 3 3,054 33 233 1,125 1,155 Cromwell .. •• 347 3,239 3,586 4 559 50,583 63 5,162 1,647 4 462 11,355 8 13,476 63 555 1,302 3,847 Mosgiel 3,299 72,317 75,616 5,424 511 6,730 30 3,444 4,100 2,245 301 1,678 13 8,337 421 4,647 1,307 1,409 Outram •• •• 19 3,549 3,568 244 157 3,241 1 1,894 250 88 18 838 4 1,198 98 2,048 955 6,718 Allanton •• •• 417 6,759 7,176 25 650 20,009 86 4,219 515 23 202 2,544 1 3,285 655 6,708 321 4,719 Milburn •• •• 28 1,073 1,101 6 135 15,580 ... 40,680 98 3 21 13,090 195 13,407 182 2,312 263 13,286 Milton •• 843 13,364 14,207 74 498 41,093 84 6,040 2,529 68 744 4,894 94 8,329 282 7,293 923 9,015 Waitahuna .. •• 9 444 453 20 73 10,066 15 20 53 19 21 351 3 447 40 1,014 35 356 Lawrence .. •• 384 6,488 6,872 43 126 : 22,038 440 1,283 953 34 275 2,301 24 3,587 126 1,088 435 4,212 Miller's Mat .. •• 24 380 404 .. 68 24,337 4 1,985 98 .. 82 3,951 1 4,132 95 811 518 1,760 Roxburgh .. •• 69 562 631 .. 12 11,823 .. 2,850 180 .. 77 5,547 4 5,808 60 62 3,232 1,373 Loveil's Flat .. 349 1,518 1,867 87 83 21,716 201 14,410 157 35 39 7,752 162 8,145 37 3,782 394 2,760 Stirling •• -• 281 7,753 8,034 96 3,036 10,687 166 78,970 1,066 121 171 44,806 976 47,140 1,279 6,104 969 3,250 Balclutha .. •• 1,434 22,882 24,316 114 1,435 58,844 1,928 23,053 5,250 133 849 21,051 103 27,386 1,478 109,702 2,154 9,717 Owaka .. 81 4,057 4,138 5 379 41,451 21,427 5,695 750 6 273 9,819 5 10,853 1,800 134,733 1,415 11,791 Tahakopa .. •• 24 9,237 9,261 3 75 2,509 7,121 765 1,081 4 150 1,976 2 3,213 149 2,808 101 1,242 Waiwera 83 1,863 1,946 .. 74 18,918 .. 1,013 252 .. 386 1,499 3 2,140 43 1,099 183 5,079 Clinton •• 260 10,084 10,344 23 119 37,261 194 1,586 1,536 20 75 2,930 12 4,573 77 1,460 448 5,217 Waipahi 198 3,638 3,836 3 939 88,521 .. 3,287 495 5 147 6,713 3 7,363 264 2,137 485 10,856 Tapanui •• •• 23 741 764 .. 59 13,541 5 477 269 .. 50 1,217 1 1,537 176 1,150 819 4,194 Kelso •• •• 11 416 427 .. 137 23,289 .. 746 92 .. 29 2,054 2 2,177 21 514 114 2,392 Heriot .. •• 10 1,505 1,515 1 272 79,293 5 1,893 339 .. 89 6,642 6 7,076 216 2,489 481 3,974 Gore .. •• •• 2,192 36,351 38,543 370 895 125,604 934 16,976 9,169 347 1,382 18,204 106 29,208 923 6,563 2,918 28,998 Riversdale -. •• 38 2,970 3,008 116 580 144,000. 319 7,684 416 94 107 12,256 5 12,878 196 2,997 870 11,650 Mataura .. •• 358 15,964 16,322 324 553 16,714! 1,184 14,626 2,216 222 129 16,756 10 19,333 956 138,366 1,052 11,305 Edendale •• •• 340 10,179 .10,519 151 2,573 36,310 .. 4,576 2,260 133 156 6,814 59 9,422 373 9,872 316 11,819 Wyndham .. •• 9 958 967 565 23,671; 2,168 143 .. 84 3,379 1 3,607 132 1,645 267 7,496 Woodlands .. •• 68 6,254 6,322 93 1,370 43,686! .. 2,620 694 , 79 69 3,222 1 4,065 179 10,178 169 8,028 Invercargill (Coaching) .. 9,753 139,391 149,144 4,973 .. .. .. .. 29,181 2,682 2,740 Gr. 21 115 34,697 „ (Goods) .. .. .. .. .. 3,939 58,347 7,344 52,693 .. .. .. 32,169 405 32,574 2,822 26,055 3,357 108,393 Waimahaka .. .. .. 7,938 7,938 80 1,731 41,083 3,794 5,872 486 60 218 5,709 2 6,475 278 6,233 100 10,454 Bluff.. •• •• 1,745 29,834 31,579 1,684 55 280 1,277 70,958 1,785 878 238 34,122 3,816 40,839 413 445,164 15,433 76,679 „ (Wharf) .. .. .. .. .. .. .. .. .. 4,580 .. .. .. 522 522 .. .. 25,600 Makarewa .. •• 95 4,720 4,815 331 1,411 62,074 221 18,511 274 171 45 12,459 2 12,951 1,550 214,161 268 7,899 Thornbury .. .. 98 1,801 1,899 123 168 53,17.0 1,493 2,001 145 92 30 2,732 1 3,000 84 2,458 109 6,728 Riverton .. .. J. 495 4,385 4,880 186 296 14,116 9,643 1,788 822 164 202 4,160 7 5,355 259 1,180 105 3,871 Orepuki -. | 53 3,795 3,848 85 358 15,887: 5,465 916 475 66 76 3,109 3 3,729 119 4,778 100 1,831 Tuataupere .. 115 12,719 12,834 58 549 39,329 17,685 7,135 1,135 40 253 11,367 1 12,796 162 3,002 51 2,518 Otautau .. •• 35 4,111 4,146 210 351 55,740 1,987 7,616 519 167 115 4,660 3 5,464 214 2,559 43 5,418 : .Wairio .. 23 6,510 6,533 102 111 18,362 .. 160,523 808 88 81 119,319 2,294 122,590 186 968 537 9,948 Winton .. ■■ 319 6,279 6,598 180 1,076 193,318 9,544 36,168 782 119 472 21,595 6 22,974 '389 15,616 198 9,229 Lumsden .. .. 589 16,074 16,663 207 611 71,818 34 8,071 2,163 138, 384 8,692 10 11,387 314 8,575 1,935 11,728 Kingston .. ■■ 257 3,469 3,726 1 43 1,984 2 352 787 1! 28 616 3 1,435 46 1,358 345 2,177 Through Traffic (Lake .. .. .. .. 2 11,024 935 1,989 .. .. .. 3,694 ■■ 3,694 93 273 867 3,239 Wakatipu) Chief Accountant .. 7,280 54,382 61,662 243 .. .. .. .. 29,690 17,602 25,648 23,190 8,319 104,449 Overseas Traffic .... .. .. .. 297 42 29 5,997 .. .. .. 23,126 .. 23,126 297 42 29 5,997 Totals .. 257,0002,686,271 2,943,271134,362 77,926 5,064,781 478,370 2,258,508 403,922 65,108| 96,591 1,593,100 41,898 2,200,619 77,926 5,064,781 478,370 2,258,508 Westpobt Section — Westport .. •• 275 10,519 10,794 111 60 675 752 4,923 1,485 97; 636 3,960 3,316 9,494 88 .. 1,817 343,094 Waimangaroa .. .. .. 6,522 6,522 89 18 .. 1,734 146,689 266 46 149 23,868 13 24,342 3 .. 1,719 3 512 Granity .. .. 10 15,990 16,000 286 74 .. 2,000 197,604 1,076 202 298 39,693 8 41,277 61 675 950 610 District Office .. .. .. 916 916 .. .. .. .. .. Gr. 992 406 179 5 209 Gr. 193 Overseas Traffic .. .. ., .. .. 31 .. 62 173 .. .. 2,962 .. 2,962 31 62 173 T °tals •• •• 285 33,947 34,232 486 183 675 4,548 349,389 1,835 751 1,262 70,488 3,546 77,882 183 675 4,548 349,389 Nelson Section — Port Nelson .. .. .. .. .. .. .. .. .. 4,382 .. .. .. 311 .. 311 .. .. 542 Nelson .. .. 105 18,397 18,502 474 15 384 256 6,539 1,362 453 823 1,961 64 4,663 440 20,721 1,578 13,059 Wakefield .. .. 24 8,770 8,794 101 362 10,723 1,126 7,801 559 43 64 3,509 4 4,179 42 606 158 4,378 Glenhope .. .. 10 1,299 1,309 .. 294 13,247 648 2,121 137 .. 30 2,278 64 2,509 189 3,027 294 2^864 District Office .. .. .. 1,320 1,320 .. .. .. .. .. Or. 169 575 186 225 1 818 Overseas Traffic .. .. .. .. .. .. 81 .. 1,375 .. ... .. 4,694 .. 4,694 .. 81 .. 1,375 TotaIs •• J 39 29,786 29,925 575 671 24,435 2,030 22,218 1,889 1,07] 1,103 12,978 133 17,174 671 24,435 2,030 22,218 Picton Section — Picton •• •• 2,628 12,777 15,405 161 331 29,493 519 21,659 1,210 128 372 11,446 1,722 14,878 261 136,907 1,476 19,389 Blenheim .. .. 4,187 24,712 28,899 335 261 136,907 1,476 19,389 3,204 267 795 9,991 32 14,289 331 29,493 519 21,659 District Office .. .. .. 1,146 1,146 .. .. .. .. Gr. 904 530 280 226 600 732 Overseas Traffic .... .. .. .. 13 .. 254 .. .. 995 .. 995 13 .. '254 Totals .. .. 6,815 38,635 45,450 496 605 166,400 1,995 41,302 3,510 925 1,447 22,658 2,354 30,894 605 166,400 1,995 41,302 — —— - - - - - , , ■ - - - Lake Wakatipu Steamers — Totals .. .. 3,044 21,819 24,863 10 146 13,120 3,087 5,851 3,089 81 921 3,898 24 8,013 146 13,120 3,087 5,851 £ I I u ...

6—D. 2

D.—2

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

23

Year ended 31st March, 1932. Year ended 31st March, 1931. fievenue. Revenue. m 0 y " Tonnage j Per Cent. To 5?i? ne Average j Tonnage Per Cent. I T< 5j5® n# Average carried. 1 of Total. nnn f' f4 rf Hani. ! Per Per carried. of Total. : nnn Haul. Per Per 000 omitted. | I jyjjouut Cent , Per Ton. Ton 000 omitted. Amount. Cent, Per Ton. Ton j ol Total. Mile. of Total. Mile. I I ' ! I ( i I Products of Agriculture. i Miles. £ s. d. d. Miles, j £ s. d. d. Grain . .. .. 273,003 4-69 15,454, 57 140,545 3-44 10 4 2-18 265,925 3-82 13,177 50 120,764 2-65 9 1 2-19 Meals .. .. .. 109.908 1-89 7,149 65 65,142 1-60 11 10 2-18 112,571 1-62 7,036 62 61,219 1-35 10 11 2-08 Fruit .. .. .. 43,121 0-74 7,555 175 62,736 1-54 129 1 1-99 46,919 0-67 7,766 166 60,348 1-33 25 9 1-86 Root crops, fodder .. 126,395 2-17 8,706 69 70,520 1-72 ! 11 2 1-94 139,690 2-01 9,157 65 j 71,683 1-58 10 3 1-87 Flax, green and dressed .. 7,098 0-12 417 59 4,704 0-12 13 3 2-70 11,086 0-16 787 71 8,196 0-18 14 10 2-49 Seeds .. .. 18,661 0-32 1,228 ' 66 15,132 0-37 16 3 2-95 16,662 0-24 1,001 60 \ 12,653 0-28 15 2 3-03 578,186 9-93 40,509 j 70 358,779 8-79 12 5 2-12 592,853 8-52 j 38,924 66 334,863 7-37 11 4 2-06 _ - A w) 1"w\ nl q nvirl /ncoV h*v r\n!) Cattle and horses . . ..' 121,996 2-09 9,449 77 143,389 3-51 23 6 3-64 141,464 2-03 11,721 83 177,407 3-90 25 1 3-63 Sheep and pigs .. .. 430,564 7-39 30,896 72 411,306 10-08 19 1 3-19 414,589 5-96 29,326 71 400,227 8-81 19 4 3-27 Meat .. .. .. 187.891 3-23 5,543 29 136.596 3-34 14 7 5-91 191,384 2-75 5,692 30 138,688 3-05 14 6 5-84 Butter .. .- .. 122,604 2-11 7,489 61 120,460 2-95 19 8 3-86 132,318 1-90 7,684 58 124,781 2-75 18 11 3-89 Cheese .. .. .. 86,903 1-49 4,087 47 78,443 1-92 18 1 4-60 108,148 1-56 4,788 44 96,871 2-13 17 11 4-85 Wool .. .. .. 149,145 2-56 7,707 52 147,992 3-63 19 10 4-60 117,991 1-70 \ 6,276 53 1 117,201 2-58 19 11 4-48 Dairy by-products .. 15.302 0-26 1,326 87 14,945 0-37 19 6 2-70 17,192 0-25 1,471 86 18,343 0-40 21 4 2-99 Fat.'hides, skins .. .. 39,260 0-67 1,650 42 37,757 0-93 19 3 5-49 37,580 0-54 1,656 44 36,504 0-80 19 5 5-28 Fish .. .. .. 7,711 0-13 1,239 161 10,695 0-26 27 9 2-07 9,370 0-13 \ 1,621 173 j 14,133 0-31 30 2 2-09 1,161,376 19-93 | 69,386 60 | 1,101,583 26-99 19 0 3-80 1,170,036 16-82 '■ 70,235 | 60 1,124,155 j 24-73 19 3 3-84 Products of Mines. i Agricultural lime .. .. 140,201 2-41 9,423 67 j 52,058 1-28 7 5 1-32 157,211 \ 2-26 10,653 68 31,397 0-69 4 0 0-70 Coal, imported .. .. 37,088 0-63 704 19 14,026 0-34 7 7 4-78 i 37,361 0-54 856 23 15,034 0-33 8 0 4-21 Coal N Z. hard .. .. 763,926 13-12 30,974 41 244,024 5-98 6 5 1-88 1,096,247 15-76 43,244 39 318,178 7-00 5 10 1-76 Coal, N.Z. brown .. .. 915,579 15-72 107,926 118 583,667 14-30 12 9 1-29 1,020,454 14-66 127,191 125 618,440 13-61 12 1 1-16 Road-metal .. .. 113,410 1-94 2,887 25 28,325 0-69 5 0 2-35 : 234,412 3-37 \ 5,655 24 44,653 0-98 3 10,1-89 Lime and coke .. .. 54,495 0-94 2,869 53 22,447 0-55 8 3 1-87 77,438 1-11 4,070 53 j 30,878 0-68 8 0 \ 1-81 2,024,699 34-76 154,783 76 944,547 23-14 9 4 j 1-46 2,623,123 37-70 191,669 73 j 1,058,580 23-29 8 1 1-32 Products of Forests. Timber, imported .. ' .. 10,308 0-18 638 62 10,494: 0-26 20 4 3-94 27,577 0-40 1,288 47 25,254 0-56 18 4 4-70 Timber, N.Z. .. .. 243,224 4-17 27,404 113 226,838' 5-56 18 8 1-98 375,524 5-40 41,539 111 350,931 I 7-72 18 9 2-02 Firewood, posts, &o. .. 74,933 1-29 5,308 71 30,059 0-73 8 0 1-35 123,138 1-76 9,735 79 50,329 1-11 8 2 1-23 328,465 5-64 33,350 102 j 267,391 6-55 16 3 1-92 526,239 7-56 52,562 100 \ 426,514 j 9-39 16 2 1-94 Manufactures, &c. I Benzine, gasoline, kerosene .. 130,439 2-24 11,376 87! 223,495 5-48 34 3 4-71 145,086 2-09 11,696 81 243,383 5-36 33 7 4-99 Cement .. .. .. 66,863 1-15 7,688 115 71,017 1-74 21 3 2-21 82,606 1-19 6,801 82 69,381 j 1-52 16 10 2-44 Manures.. .. .. 572,696 9-83 38,898 68; 285,421 6-99 10 0 1-75 563,417 8-09 34,134 61 220,791 4-86 7 10 1-55 769,998 13-22 57,962 75 ' 579,933 14-21 15 1 2-40 791,109 11-37 52,631 67 533,555 i 11-74 13 6 2-43 Miscellaneous .. .. 962,087 16-52 49,266 51 829,255 20-32 17 3 4-03 1,254,349 18-03 61,088 j 49 f 1,066,902 23-48 17 0 4-19 Totals .. .. 5,824,811 100-00 ! 405,256 70 4,081,488 100-00 14 0 2-41 6,957,709 100-00 467,109 \ 67 j 4,544,569 100-00 13 0 2-33

D. —2.

STATEMENT No. 20. Statement showing Mileage, Capital Cost, Traffic, Operating Revenue, and Expenditure, of New Zealand Government Railways from 1st April, 1926, to 31st March, 1932. MILEAGE, CAPITAL COST, TRAFFIC, AND REVENUE.

EXPENDITURE.

24

Total Passenger Journeys. _ Cattle gheep and Year. Miles. | Capital Cost. Train-mileage. and Calves. Pigs. fTnnq )' I Number. Bevenue. ( : I ! £ £ £ 1926-1927 .. 3,164 47,195,948 10,723,864 26,002,137 2,304,180 377,367 391,062 8,902,511 663,442 1927-1928 .. 3,180 49,014,832 10,838,594 25,379,665 2,145,296 379,933 459,742 9,299,715 570,558 1928-1929 .. 3,287 54,210,139 11,113,482 25,574,843 2,124,746 378,141 634,394 9,685,374 568,026 1929-1930 .. 3,287 55,347,541 12,022,043 25,413,621 1,995,927 386,792 695,060 10,271,544 574,080 1930-1931 .. 3.322 58,076,236 11,281,898 22,813,708 1,778,725 359,276 729,567 10,279,407 403,095 1931-1932 .. 3,315 49,681,930 10,168,720 19,155,600 1,339,589 316,245 685,649 10,685,464 253,534 . Miscellaneous Revenue per Year. Goods. Total. Goods Revenue. i Revenue, Labour, Total Revenue. Train-mile j Demurrage, &c. Tons. Tons. £ £ £ d. 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 7,524,864 162-50 1929-1930.. .. 6,649,114 7,223,194 4,904,324 186,949 7,473,993 149-21 1930-1931.. .. 5,998,562 6,401,657 4,487,357 156,029 6,781,388 144-26 1931-1932.. .. 5,018,719 5,272,253 4,019,600 113,531 5,788,965 136-63

,, . , , , Tr j tit i Maintenance of Signals and Maintenance of Locomotives, Maintenance of Way and Works. Electrical Appliances. Carriages, and Wagons. Year. Per Cent. Per Mile Per Cent. Per Mile Per Cent. Per Amount. of of Amount. of of Amount. of TrainRevenue. Railway. Revenue. Railway. Revenue. mile. £ £ £ £ £ d. 1926-1927 .. .. 1,074,334 14-47 340-30 100,861 1-36 31-95 1,303,444 17-56 29-17 1927-1928 .. .. 1,147,067 15-62 360-94 102,871 1-40 32-37 1,380,727 18-80 30-57 1928-1929 .. .. 1,111,229 14-77 341-50 112,206 1-49 34-48 1,424,165 18-93 30-76 1929-1930 .. .. 1,146,014 15-33 352-19 117,577 1-57 36-13 1,680,919 22-49 33-55 1930-1931 .. .. 1,150,329 16-97 348-27 104,464 1-54 31-63 1,502,698 22-16 31-97 1931-1932 .. .. 997,629 17-23 300-90 107,584 1-86 32-50 1,270,585 21-94 30-00 Locomotive Transportation. Traffic Transportation. General Charges. Expendi- Expenditlire ture YeaI ' Per Per Per Expenditure. T £. C £ī. of Amount. r? ' Train- Amount. "i Train- Amount. r, ' Train- mile. Revenue. Revenue. inile " Revenue. ml ' lc " Revenue. mi ' e - £ d. £ d. £ d. £ d. 1926-1927 .. 1,669,352 22-49 37-36 1,752,998 23-61 39-23 257,294 3-47 5-76 6,158,283 137-82 82-96 1927-1928 .. 1.662,074 22-63 36-80 1,760,459 23-97 38-98 248,921 3-39 5-51 6,302,119 139-55 85-81 1928-1929 .. 1,650,793 21-94 35-65 1,825,965 24-26 39-43 250,221 3-32 5-40 6,374,579 137-66 84-71 1929-1930 .. 1,755,208 23-49 35-03 1,883,918 25-21 37-61 264,389 3-54 5-28 6,848,026 136-71 91-62 1930-1931 .. 1,594,672 23-53 33-92 1,798,490 26-52 38-26 255,490 3-76 5-43 6,406,143 136-28 94-47 1931-1932 .. 1,254,770 21-67 29-70 1,424,520 24-60 33-60 246,565 4-26 5-80 5,301,653 125-13 91-56

STATEMENT No. 21. Comparative Statement of the Number of Employees for Years 1930-31 and 1931-32.

STATEMENT No. 22. Statement of Accidents for the Year ended 31st March, 1932.

D.—2.

25

Train Accidents. Accidents on than Train Shunting Accidents. p r ZL°din1 | Persons or from j killed or Trespassers. Miscellaneous. . ' Total. ' ! Duty within injured at * _ Other t, „i Other the Railway Crossings. Railway Other Passengers. Employees. Passengers. Employees. Persons Passengers. | Employees. p erS ons. Boundary, i Employees. Persons. Section. ' II' - s i i i i i s i ! i i I i i i iiilili i i i i i i i I i i i mHSHSMSMSMSMSM 5 M Ē j J" ' 5 .>5 B 3 5 5 A m 5 5 £ r - ' i i I 8 ■ I i i BfllHl i .. I .. ■ Kaihu % • • I | •• i 4 North Island Main Line !! *2 !! 'l *6 '4 ~2 13 *3 ~2 \ V. j 5 38 .. 1 .. j 2 6 10 .. .. 1 478 ..187 .. .. 23 738 South Line .. 2 .. 3 2 3 1 2 2 2 ' .... 3 33 1 1 ..j ..5 3 281 .. 138 .. .. j 14 468 and Branches j o n I f; Westport .. .. 1 • • • ■ j • • j 1 • • • • • • I ! '' '' '' | Nelson .. .. j • • I • • ; " q ' 3 Pieton .. .. ! •• j j *' i Totals .. .. 4 .. 4 8 7: 3 16 5 4 .. .. 8, 72 1 2! .. 2 11 13 .. .. 1 768 ..336 .. .. ! 37 1,228 I l I I , r ! 1 . ! ! : • 1

'O c 5 to 4= 02 s a £ § 2 2 I a w> • 03 c3 CC J ri 3 1 2 .— 2 5a O 2 Branch. a *- S o d d I n *S§ ?§ E3 o S 4 ° § <d ®S *3 A ,Q mi® -£ ?H & & > a a3 j§ •rH CC ° © ! 'm ° ° ° o t| S ā « M 1931—32. General.. .'. .. 1 2 596 148 4 3 3 314 285 41 112 1,509 Traffic .. .. .. 4 11 2,700 2,241 58 14 28 5,056 Maintenance .. .. 7 33 2,020 1,259 41 30 35 3,425 Locomotive .. .. 4 12 3,676 2,342 59* 12 19 6,124 Totals .. .. 16 58 8,992 5,990 162 59 85 314 285 41 112 16,114 General.. 1900 3 "'. .. 1 3 710 168 4 4 3 383 354 54 137 1,821 Traffic .. .. .. 4 16 2,918 2,511 77 17 31 5,574 Maintenance .. .. 9 39 2,480 1,621 47 ; 33 39 .. .. •• •• „'??? Locomotive .. .. 4 18 4,230 2,812 75* 16 22 7 > 177 Totals .. .. 18 76 10,338 7,112 203 70 95 383 354 54 137 18,840 * Workshop staff only. Westport locomotive-running staff are included in South Island Main Line and Branches.

D.—2.

STATEMENT No. 23. Statement of Carriage, Rail-car, Brake-van, and Wagon Stock, and Tarpaulins, for the Year ended 31st March, 1932.

26

n a n 0 • 2 cō w g ® co 3»» o5 ~®® -£ Description. Class. d g g fl g g | g ■9 f aS SaS » » 2 « •S S-Sm .2 g|m i® ■S ,s ■§ M O cog t< Carriages— First class .. .. .. .. . . • • ■ ■ 177 • • 123 .. .. 3 303 Second class ... .. .. .. .. . ■ 2 417 4 376 6 7 4 816 Composite .. .. .. .. .... 2 268 8 160 4 7 5 460 Sleeping .. .. .. .. 15 .. 6 21 Totals .. .. .. .... 4 877 12 671 10 14 12 1,600 Rail-CARS .. .. .. .. • • • • 2 2 Vans — Postal vans .. .. .. .. .. .. ■ • 13 6 19 Brake vans .. .. .. .. ■. • • 2 260 4 205 7 4 4 486 Totals .. .. .. .... 2 273 4 211 7 4 4 505 Wagons— Horse-boxes .. .. .. .. . . 0 .. 108 1 90 1 4 204 Cattle .. .. .. .. H 415 4 273 4 4 8 708 Sheep .. .. .. .. .. J .. 1,267 40 1,137 .. II 40 2,495 Covered goods . . .. .. .. K 1 308 2 240 5 6 3 565 Sleeping-vans .. .. .. .. K 25 51 1 1 78 High sides .. .. .. ., L 4 5,066 47 4,723 17 103 174 10,134 La 3,159 .. 3,036 6,195 Low sides .. .. .. .. M 12 547 40 991 24 14 21 1,649 steel.. .. .. .. Ma 146 12 158 Work-train .. .. .. .. .. Mb .. 84 .. 19 ...... 103 Timber .. .. .. .. .. N 40 164 .. 187 32 8 .. 431 Iron hopper .. .. .. . . .. O .. 21 .. 21 ,, for ballast .. .. .. .. Ob .. 27 .. 27 Platform coal .. .. .. .. .. P •. 199 .. .. 199 Petrol, inspection .. .. .. .. Pw .. .. .. ! 1 Moveable hopper .. .. .. .. Q .. .. .. 495 723 .. .. 1,218 Frozen-meat .. .. .. .. .. W .. 313 10 91 .. 15 .. 429 Cool, insulated .. .. .. .. X .. 165 30 195 ,, ventilated .. .. .. .. Xa 1 291 .. 341 .. . . 7 640 .. XB .. 92 .. 32 124 Work-train hopper .. .. .. .. Y .. .. .. 2 2 Yb 259 .. 143 402 High-side, bogie .. .. .. .. R 2 214 .. 83 299 Mail and luggage .. .. . . .. Ra .. .. .. .. .... 1 1 High-side, bogie .. .. .. .. Rb .. 70 41 Ill „ „ .. .. .. .. Rd .. 40 .. 40 „ ,, .. .. .. .. RN .. 34 .. 34 Sheep, bogie .. .. .. .. .. S .. 54 25 79 Cattle, bogie .. .. .. .. .. T .. 44 22 66 Platform, bogie .. .. .. .. U . . 228 40 138 4 4 10 424 Gas-store-holders, bogie .. .. .. Ua .. 11 4 15 Platform, „ .. .. .. Ub 138 .. 219 ..... . 357 Oil fuel, „ .. .. .. Ud .. . . . . 2 2 Horse-boxes, ,. . . .. .. Uo .. 48 44 92 Frozen meat, ,, .. .. .. V .. 46 12 71 129 .. Vb 124 .. 60 184 Covered goods, ,, . . . . .. Z . . 54 39 93 Sleeping-vans, „ .. . . .. Z .. . . .. 1 1 Covered goods, ,, .. .. .. Zp .. 76 78 154 Totals .. .. .. .. .. 60 13,837 208 12,709 810 167 268 28,059 Tarpaulins .. .. .. .. .. .. 30 11,868 115 10,845 j 52 164 290 23,364

D—2.

STATEMENT No. 24. Statement of Locomotive Stock for the Year ended 31st March, 1932.

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•ô 1 . *3« ■ »1 lā . |S! QJoqo T „ np -g | H 2 W.S O 2 M £ O M yp lf *t Ê i S 5 g I § g I® I lis 1 §1« 1111 " P M o H h . " ' - • - " ! A Tender (4-cyl. balanced compound) .. J 34 i .. 50 .. 7 .. .. .. 57 A „ (No. 409, simple) .. .. 1 .. .. .. .. 1 .. .. .. 1 AA „ .. .. .. .. 10 .. .. 10 10 Ab „ .. .. .. .. 141 2 .. 87 .. 54 141 B „ .. .. .. .. j 7 1 8 8 Ba „ .. .. .. 10 1 10 10 Bb „ .. .. .. 30 .. .. 30 30 C „ (shunting) .. .. 24 .. .. 12 . . 12 .. .. .. 24 D Clayton (shunting) .. . . .. .. . . 1 .. .. .. .. .. 1 H Electric .. .. .. .. .. .. .. .. .. 11 .. .. .. 11 Eb ,, (battery shunting, workshops) .. .. - • I 2 .. 3 .. .. .. 5 F Tank .. .. .. 2 13 .. 31 1 1 .. 48 EA „ .. .. .. 2 2 3 2 9 6 Garratt (articulated) .. .. 3 3 .. 3 .. .. .. .. .. 3 H Tank (Eell) .. .. 6 6 J Tender .. .. .. .. .. .. .. 4 .. 10 .. .. .. 14 L Tank .. .. .. 2 .. 1 3 N Tender .. .. .. .. .. .. 2 .. 1 .. .. .. 3 Q „ .. .. .. 10 .. .. 6 .. 7 13 R Tank (single, Fairlie) .. .. .. .. .. .. .. 5 .. .. .. 5 U Tender .. .. .. .. 9 .. .. .. .. 9 .. .. .. 9 UA „ .. .. ., . . 2 6 6 Ub „ (Baldwin) .. .. .. 7 .. .. .. .. 20 .. .... 20 Ub „ (Brooks) .. .. . . .. .. . . .. .. 1 .. .. .. 1 Ub „ (Richmond) .. .. 1 .. .. .. .. 1 .. .. .. 1 Uc „ .. .. .. . . 4 10 10 W Tank .. .. .. 2 2 Wa „ .. .. 1 6 3 10 Wa „ (" J" converted) .. .. .. .. .. 3 .. 1 .. .. .. 4 Wab „ .. .. .. 16 .. .. 6 .. 10 16 Wb „ .. .. .. . . .. .. .. 2 .. .. 5 .. .. 7 Wd „ .. .. .. 11 .. 7 18 Wa „ .. .. .. . . 2 .. . . .. .. 2 2 Wr „ .. .. .. ..11 .. .. 17 .. 17 .. 3 4 41 Wa „ .. .. .. .. 8 .. .. 20 20 Ws „ .. .. .. .. 14 .. 14 .. .. 14 Ww „ .. .. .. 50 .. .. j 47 . . .. 3 .. .. 50 X Tender (4-cyl. balanced compound) .. 7 3 : 18 . . .. .. .. .. 18 Totals .. .. ..401 11 2 j 367 6 252 11 7 6 651

D.—2

Approximate Cost of Paper.—Preparation not given : printing (1,590 copies, including graph), £128.

STATEMENT No. 25. A LL SECTIONS. Locomotive Running Costs, Year ended 31st March, 1932.

By Authority : W. A. G. Skinner, Government Printer, Wellington.— 1932.

Price Is. 6d .]

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Locomotive-mileage. Quantity ol Stores. Cost - Number Details. ! Running. Repairs. I Running. ,. of ~ Average I I Section. ec 1011 * Locomo- Shunting j | jyjjieage per Wages I Total. tives Train. Assisting, .Light, j Total. i Locomotive. Coal. Oil. ana Stores. Fuel. Wages, i ! Materia!, i Miscellaneous. j | | Cwt. Quarts. £ £ £ j £ £ 1ST T M L and branches 365 6 368,759 2,086,638 8,455,397 23,165 4,439,468 314,687 278,495 17,245 367,047 251,664 914,451 N.I.M.L. and branches. S I ML and breaches " 238 3 511 418 1 35» 382 41831 ISOO 2,289,945 187;410 137,802 | 9,893 149,759 149,578 447,032 8.I.M.L. and branches. Kaihu 2 15 152 2,650 17,802 8,901 ! 5.490 484 ! 43 27 488 630 1,188 Kaihu. PisWne 6 43 088 7,906 50,994 8,499 : 20,624 j 2,253 ! ' 572 106 2,646 1,348 4,672 Gisborne. Westnort " " 11 71 169 49,907 121.076 11,007 ■ 55,580 5,543 4,192 376 3,375 5,183 13,126 Westport. " " 7 41 248 11,665 52.913 7,559 ! 22,808 1.828 1,888 ! 91 2,460 1,535 5.974 Nelson. p icton ;; ;; ;; e 42,307 25,651 67,958 11,326 j 24,869 2,302 1,130 m 2,827 j 2,392 6,460 Picton. Total steam .. 635 10,093,141 3,504,799 13,597,940 21,414 6,858,784 j 514,507 424,122 27,849 528,602 j 412,330 1,392,903 Units. i Electric locos E 2-6 5 30,264 37,578 67.842 13,568 1,225,430 ! 1,867 2,201 134 17,674 1,226 21,235 E 2-6. Electric E 7-12 .. 6 107,283 22,755 130,038 21,673 2,757,040 1,716 2,085 125 j 5,744 2,079 10,033 E 7-12. Electric rail-motor, Em. 6 1 33,222 618 33,840 33,840 147,447 167 278 14 879 247 1,418 . Rm. 6. Cwt. Steam rail-motor, Rm. 2 .. 1 15,628 678 16,306 16,306 j 1,610 222 318 183 344 Rm " 2 - Grand total .. ~648 10,279,538 3,566,428 13,845,966 I 21,367 ; .. 1 518,479 429,004 28,136 I 553,082 ' 416,226 1,426,448 = i. $ Sc O "o Cost per Locomotive-mile. p g o tj-s 03 <n "3 ' o a t I — : ■§£ 5 , f I if Hi II ? 11 Repairs. Running. -B | |g | |g? Daya ln |g| Section. j So S ja P ft ô £ | d g.S s § Cost. f Steam. go Wages Total. I? g |g ° *11 £j S !| «l 5 1 §>R§ Mater- StOTes - ™ II 1 p | «|£ U 211 IS If Ml ial. | a $ | J°- 3 « J«W oft g . $ — — —— — ; -j—— ' i | I d d d d d. £ £ £ £ d. d. d. d. £ d. NIML andbranches 7-90 0-49 10-42 7-14 25-95 67,207 12,929 10,021 109,015 1-91 0-37 0-28 3-09 1,113,623 31-60 78,682 216 N.I.M.L. and branches. S.LM.L. and branches " " 6-84 0-49 7-44 7-43 22-20 ; 72,423 1-63 0-27 0-21 3-60 561,968 27-91 47,149 198 |I.M.L. and branches. Kaihu .. .. .. .. 0-58 0-36 6-58 8-49 16-01 34 8 187 10-46 0-11 .. 2-52 1,417 19-10 298 149 Kaihu. Gisborne 2-69 0-50 12-46 6-34 21-99 555 61 .. 415 2-61 0-29 .. 1-95 5,703 26-84 502 84 Gisborne. Westport " I! .. 8-31 0-75 6-69 10-27 26-02 - 739 87 .. ! 2,915 1-46 0-17 .. 5-78 16,867 33-43 1,822 166 Westport. Nelson .. .. .. .. 8-56 0-41 11-16 6-96 27-09 369 108 .. ! 530 1-67 0-49 .. 2-40 6,981 31-65 068 81 Nelson. Picton .. .. .. .. 3-99 0-39 9-98 8-45 22-81 442 47 j .. 774 1-56 0-17 .. 2-73 7,723 j 27-27 798 133 Picton. Total steam .. .. 7-49 0-49 9-33 7-28 24-59 102,078 18,599 14,443 186,259 j 1-80 0-33 0-25 j 3-29 1,714,282 30-26 129,819 204 Electric locos., E 2-6 .. .. 7-79 0-47 62-52 4-34 75-12 2,288 .. .. .. 8-09 .. | j 23,523 83-21 1,350 270 E 2-6. Electric locos., E 7-12 .. .. 3-85 0-23 10-60 3-84 18 52 1,581 .. .. .. 2-91 .. i ■■ j •• £? S? fi ' Electric rail-motor, Rm. 6 .. .. 1-97 ! 0-10 6-24 1-75 10 06 1,747 .. j .. .. 12-39 .. .. j .. 3,165 22-45 234 234 Rm. 6. Steam rail-motor, Rm. 2 .. .. 4-68 0-21 2-69 5-06 12*64 455 .. 6-70 .. J ■■ ! .314 19-34 161 161 Rm. 2.

D. —2.

NEW ZEALAND GOVERNMENT RAILWAYS.