TRANSPORT DEPARTMENT (ANNUAL REPORT OF).

Appendix to the Journals of the House of Representatives, 1939 Session I, H-40

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1939. NEW ZEALAND.

TRANSPORT DEPARTMENT (ANNUAL REPORT OF).

Presented to both Houses of the General Assembly by Leave.

The Hon. R. Semple, Minister of Transport, Wellington. g IR Transport Department, 30tli June, 1939. Herewith I have the honour to submit the annual report of the Transport Department for the year ended 31st March, 1939. I have, &c., G. L. Laurenson, Commissioner of Transport.

INDEX TO CONTENTS.

PAGE 1. Introductory 2. Development of Motor Transport— A. Registration of Motor-vehicles, by Types of Vehicles .. .. .. •• •• o B. Registrations of Motor-vehicles, by Country of Manufacture .. .. . . . • • • •> C. Motor-vehicles licensed as at 31st March, 1939 .. • • • • ■ • • • • ■ ' D. Motor-vehicle Registration-plates .. .. .. • • ■ • • ■ • • • • jJ E. Motor-vehicles actually on the Road .. .. ■■ •• •• in F. Petrol-consumption .. ..... .. ■. • • • • • • 3. Roads — A. Limitation of Loads on Roads— (1) Classification of all Rural Roads at 31st March, 1939 .. .. • • • • • • " (2) Classification of Main Highways (Rural Sections) at 31st March, 1939 . . .. .. 10 (3) Classification of State Highways (Rural Sections) at 31st March, 1939 B. Traffic Census — (1) Introductory .. •• •• •• •• •• " (2) Volume of Motor Traffic and Average Density on Main-highway System .. .. ' t (3) Comparisons between Highway Districts in respect of Utilization of Main Highways .. 13 (4) Distribution of Traffic Density on Main-highway System .. . . .. ■ • (5) The State Highway System .. .. •• •• •• •• •• (6) Distribution of Traffic according to Season, Day, and Hour .. .. •• 14 (7) Analysis of Traffic, by Type of Vehicle C. Road Finance — (1) Dominion's Road Bill, 1933-34 to 1937-38 ™ (2) Annual Charges per Mile on Roads, Streets, &c., 1933—34 to 1937-38 (3) Motor-taxation — (a) Yield and Distribution of Petrol-tax, 1927-28 to 1938-39 .. .. •. 22 (b) Refunds of Petrol-tax, 1928 to 1938 .. .. •• •• •• 23 (c) Mileage-taxation .. .. . • • • • • • • • • .. ZA

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INDEX TO CONTENTS—continued. 4. Road Safety— page A. Publicity Propaganda and Adult Education .. .. .. .. .. 24 B. New Zealand Road Safety Council .. .. .. .. . _ *25 C. Road-accident Statistics— (1) Introductory— (a) General .. .. .. .. .. ~ _ 26 (b) Classification .. .. .. ~ ■ '' 26 (c) Number of Accidents .. .. .. .. 26 (2) Fatal Accidents .. .. .. .. ~ _ _ '' 26 (3) Particulars of all Accidents reported— (a) Types of Accidents .. .. .. .. ~ _ _ _ 27 (b) Location of Accidents .. .. .. ~ _ _ 28 (e) Time of Accidents .. .. .. .. ~ _ 31 (d) Effect of Darkness .. .. .. .. .. ' [ 32 (e) Age and Sex of Persons killed or injured .. .. .. 35 (/) Types of Road Users killed or injured .. .. .. .. 30 (g) Accident Causes .. .. .. ~ , _ ' 36 (h) The Liquor Factor .. .. .. .. (i) Departmental Action based on Accident Statistics .. . 30 D. Enforcement of Traffic Laws— (1) General .. .. .. ~ _ (2) Convictions for Traffic Offences .. .. .. ~ _ _ ' 41 (3) Enforcement by Transport Department— (a) General .. .. .. .. ~ , _ < i (b) Traffic Offence Bureau (c) Prosecutions .. .. .. .. ~ _ t '' 41 (d) Late Inspector Allcock .. ~ .. ~ '' 41 E. Inspection of Motor-vehicles— (1) Passenger-vehicles under Transport Licensing Act .. .. .. .. ..41 (2) Goods-vehicles under Transport Licensing Act .. .. 42 (3) Other Vehicles .. .. ~ .. .. '' 43 5. Motor-vehicles Insurance (Third-party Risks) Act, 1928— A. Statistics .. .. .. .. _ _ _ _ .. B. Annual Review of Premium Rates .. .. .. .. . 44 C. " Hit-and-run" Drivers .. .. .. .. . . \ \ " " 45 6. Regulation of Commercial Road Transport— A. Passenger-services— (1) Applications for New Licenses .. .. .. 45 (2) Applications for Amendments to Licenses .. .. .. ' 45 (3) Applications for Transfers of Licenses .. .. ~ _ 45 (4) Applications for Temporary Licenses .. .. .. , r 45 (5) Licenses in Force .. .. .. .. ~ _ _ " '' 46 (6) Review of Licenses.. .. .. .. .. ' " '' 46 (7) Finances and Statistics, 1937-38 — (a) Classification of Services .. .. .. ~ _ _ (b) General Position of Industry .. .. .. ~ 47 (c) Operation of Particular Types of Services .. " "4.7 B. Goods-services— (1) Applications dealt with .. .. .. , . _ _ (2) Licenses in Force and Vehicles in use .. .. ~ . '' 48 (3) Inspection of Operators' Accounts and Records .. .. ~ 48 (4) Review of Operators' Finances, &c. .. .. ~ .. _ _ ' '' 48 (5) Rates-fixation .. .. .. ~ _ '' .„ (6) Finances and Statistics, 1937-38— (a) General Summary of Goods-service Finances .. .. .. .. 50 (b) Detailed Comparison of Revenue and Costs 1936-37 with 1937-38 .. !. '' 51 (c) General Goods Cartage, 1937-38 .. .. • , _ ' 51 (d) General Goods Statistics arranged according to Number of Vehicles owned .. .. 52 (e) Public Works and Local-body Contractors .. .. .. 53 (/) Mail Contractors .. .. .. .. ' '' '<"•! C. Taxi-cab Operations .. .. .. .. ~ ' '' 53 D. Co-ordination of Long-distance Rail and Road Freight Services m E. Appeals .. .. .. .. " " " 7. Changes in Transport Law in New Zealand— A. Statutes B. Regulations .. .. .. .. . _ ' '' '' " ka C. Warrants and Exemptions by Minister .. .. .. 8. Commercial Air Services .. .. .. .. " " '' " 9. Appendices— " '' '' A. Statistical Tables— Table No. I.—Motor-vehicle Registrations, by Highway Districts, as at 31st December, 1938 56 lable No. 2.—Motor-vehicles licensed as at 31st March, 1939 .. kq Table No. 3. —Motor-vehicles licensed as at 31st December, 1925 to 1938 .. "57 Table No. 4.—Distribution of Petrol-tax to Boroughs for the Year ended 31st March 1939 57 Table No. s.—Lengths of Various Classes of Roads, Streets, and Bridges, 1922. to 1938 '' 58 Table No. 6.—Lengths of Various Types of Bridges as at 31st March, 1923 to 1938 .. " 58 .Table No. 7.—Annual Yield from Taxation of Motor-vehicles, 1926 to 1939 .. .. [ 59 Table No. B.—Collection and Distribution of Motor-taxation, 1938-39 .. V) Table No. 9. —Convictions for Traffic Offences, 1929 to 1938 .. .. "' " gn Table No. 10.—Prosecutions by Traffic Inspectors of Transport Department !! r!i Table No. 11. —Traffic Offences Bureau .. .... .. '' '' No. 12.—Applications for Passenger-service Licenses for the Year ended 31st March, 1939*.. 63 lable -No. 13. Traffic and Financial Data of Licensed Passenger-services for the Years ended 31st March, 1932 to 1938, inclusive .. .. qa Table No. 14.—Average Operating-costs and Revenue, in Pence per Vehicie-mile, of Licensed Passenger-services for the Years ended 31st March, 1932 to 1938, inclusive .. 65

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INDEX TO CONTENTS—continued. 9. Appendices —continued. A. Statistical Tables—continued. . , ~, , .„., 0 . Table No. 15.—Assets and Liabilities of Licensed Passenger-services as at 31st Maicn, I\)AZ to 1938, inclusive .. .. • • • • • • • j Table No. 16.—Traffic and Financial Statistics for Licensed Passenger-services for 1937-38, classified according to the Type of Service involved .. . • • • • • b7 Table No. 17.—Average Operating-costs and Revenue, in Pence per Vehicle-mile, of Licensed Passenger-services, grouped according to the Type of Service involved, for the Year ended 31st March, 1938 .. .. • • •• • • 68 Table No. 18. Numbers of Vehicles used on Licensed Passenger-services for the Year ended 31st March, 1938, classified according to the Length of Working-life and Type of Service involved .. .. • • • • • • '' Table No. 19. —Assets and Liabilities as at 31st March, 1938, classified according to the lype ot Service involved .. .. • • • ■ • • • • • • L ! Table No. 20. Applications for Goods-service Licenses for the Year ended 31st March, 1939 • • Table No. 21.—'Traffic, Expenditure, and Revenue Statistics for Goods-services for the Years ended 31st March, 1934 to 1938 .. •• •• •• J Table No. 22.—Comparison of Operating-costs,, in Pence per Vehicle-mile, for Licensed Goodsservices for the Years ended 31st March, 1937 and 1938 .. . • • • ' Table No. 23.—Comparison of Revenue and Profits, in Pence per Vehicle-mile, for Licensed Goodsservices for the Years ended 31st March, 1937 and 1938 .. . • Table No 24 —Operating-costs, in Pence per Vehicle-mile, for Goods-service Operators, excluding Public Works, Local-body, and Mail Contractors, for the Year ended 31st March, 1938 .. ;■ •• . 74 Table No. 25—Revenue and Profit, in Pence per Vehicle-mile, for Goods-service Operators, excluding Public Works, Local-body, and Mail Contractors, for the Year ended 31st March, 1938 .. •• •• y Table No. 26. —Operating-costs, in Pence per Vehicle-mile, for Goods-services, excluding rublic Works, Local-body, and Mail Contractors, grouped according to the Number of Trucks operated, for the Year ended 31st March, 1938 .. •• 75 Table No 27.—Revenue and Profit, in Pence per Vehicle-mile, for Goods-services, excluding Public Works, Local-body, and Mail Contractors, grouped according to the Number of Trucks operated, for the Year ended 31st March, 1938 • • 75 Table No. 28.—Operating-costs, in Pence per Vehicle-mile, for Public Works and Local-body Contractors for the Year ended 31st March, 1938 • • •• •• Table No. 29.—Revenue and Profit, in Pence per Vehicle-mile, for Public Works and Local-body Contractors for the Year ended 31st March, 1938 ■ • • • • • 10 Table No. 30. —Operating-costs, in Pence per Vehicle-mile, for Mail Contractors tor the Year ended 31st March, 1938 .. • • . i "n. v " Table No. 31.—Revenue and Profit, in Pence per Vehicle-mile, for Mail Contractors for the Year ended 31st March, 1938 .. •• •• •• Table No 32. —Operating Statistics for Commercial Aircraft Services for the Year ended 31st March, 1939 •• • ■ l( _ • • " Table No. 33.—Commercial Air Transport for the Years ending 31st December, 1934 to 1938 .. id B. Maps showing Accidents on State Highway System for Two Years ended 31st March, I.MJ

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REPORT. 1. INTRODUCTION. The following summary outlines the main facts recorded in this report (1) Continued expansion of motor transport: Vehicles licensed increased* by 9-84 per cent., Jiom 280,000 in 1938 to 307,000, while petrol-consumption rose from 82 000 000 gallons to 89,000,000 gallons. (2) Traffic census shows tremendous increase in traffic on main-highway system. Between 1934-35 and 1937-38 the total mileage travelled increased by 50 per cent., largely due to greater use being made of the private car. ' b (3) Expenditure on roads, streets, and bridges reached a new high level. In 1937-38 a total of £10,600,000, or £1,600,000 more than the 1936-37 figure of £9 000 000 was recorded. (4) M otor-taxation receipts reflect expansion in motor transport. Taxation amounted to £5,900,000, or £500,000 in advance of the previous year's figure of £5 400 000 Petrol-tax netted £4,100,000, against £3,800,000 in 1937-38. (5) Motor accidents : 4,383 accidents occurred during the year, causing 246 deaths and injuries to 5,635 other people. (6) Decline in the motor-aceident death-rate from 9-63 deaths per 10,000 motor-vehicles m 1937-38 to 8-85 in 1938-39. (7) The Road Safety Council continued to give valuable assistance in advising on road-safety matters. (8) Convictions for breaches of traffic laws numbered 24,322 in 1938-39, compared with J-» jOx x 111 1 I/O I ™OOi (9) Improvement; in the standard of mechanical fitness of motor-vehicles: At the inspection in March, .1939, 55 per cent, of the vehicles tested for warrants of fitness were found to be correct in every detail. At the first inspection in September, 1937 only 21 per cent, passed the standard tests. (10) An excess of claims over premiums was recorded for the third-party-insurance scheme necessitating increases in the premiums for certain classes of vehicles. (H) At the 31st March there were 774 passenger-services, 3,161 goods-services, and vel K S6rVICeS n under the Transport Licensing Act, covering in all 7,500 (12) Considerable increase in volume of business done by licensed motor transport and commercial-aircraft services.

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2. DEVELOPMENT OF MOTOR TRANSPORT. A. REGISTRATIONS OF MOTOR-VEHICLES, BY TYPES OF VEHICLE. Under the Motor-vehicles Act a new vehicle is registered and simultaneously licensed for the ensuing year or part thereof. The license is renewable each year. If a license is not renewed, the registration is classed as " dormant," and after remaining " dormant " for two complete years is cancelled, the assumption being that the vehicle in question is permanently off the road. If, however, the vehicle is again brought into use after its registration has thus been cancelled, it is treated as a now registration. The registration figures set out hereunder, therefore, are not an exact record of the number of new vehicles introduced into our traffic system ; they include an unknown but probably small number of vehicles which have been out of commission for more than two years. The following table sets out the annual registrations since 1926 : —

The foregoing figures have been incorporated in the following table, which shows the relative increase or decrease in the annual registrations measured according to the figures for 1926 :—

In comparison with the year 1937-38, the commercial-vehicle registrations increased by 4-31 per cent., whilst there was a decline of 3-01 per cent, in car registrations and of 26-01 per cent, in motor-cycle registrations. The increase in commercial-vehicle registrations, 449, includes a considerable number of agricultural vehicles not previously registered. B. REGISTRATIONS OF MOTOR-VEHICLES, BY COUNTRY OF MANUFACTURE. The following table shows the country of manufacture and the number of motor-vehicles registered during the years ended 31st March, 1927 to 1939, inclusive : —

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Year ended 31st March, j Cars. Commercial Vehicles. Cycles. Total Registrations. 1926 .. .. .. 18,811 4,409 5,130 28,350 1927 .. .. 16,439 4,692 5,464 26,595 1928 .. .. .. 12,531 3,399 4,560 20,490 1929 .. .. .. 18,739 4,167 4,768 27,674 1930 .. .. 20,802 5,745 4,300 30,847 1931 .. .. .. 12,378 4,113 3,139 19,630 1932 .. . .. 6,151 2,656 2,058 10,865 1933 .. .. .. 4,716 2,640 2,072 9,428 1934 .. .. .. 5,551 3,339 1,956 10,846 1935 .. .. .. 12,895 5,011 2,233 20,139 1936 .. .. .. 19,469 6,445 2,421 28,335 1937 .. .. .. 25,796 8,999 3,028 37,823 1938 .. .. .. 29,837 10,413 3,018 43,268 1939 .. .. .. 28,937 10,862 2,233 42,032

Year ended 31st March, ! Cars. ! Commercial Vehicles. Cycles. Total Registrations. I I I 1926 .. .. 100 100 100 100 1927 .... 87 106 107 94 1928 .. .". 67 77 89 72 1929 .... 100 95 93 98 1930 .. .. Ill 130 84- 109 1931 .... 66 93 61 69 1932 .... 33 60 40 38 1933 .... 25 60 40 33 1934 .... 30 76 38 38 1935 .... 69 114 44 71 1936 .. .. 103 146 47 100 1937 .. .. 137 204 59 133 1938 .. .. 159 236 59 163 1939 .. .. 154 246 44 148

United States of ™ . , Year ended 31st March, Great Britain. America or Other Countries. D . , ,. | Canada. Registrations. Motor-cars. 1927 .. .. 2,185 13,623 631 16,439 1928 .. .. 2,172 10,078 281 12,531 1929 .. .. 2,886 15,667 186 18,739 1930 .. .. 3,675 16,993 134 20,802 1931 .. .. 3,265 9,057 56 12,378 1932 .. .. 2,607 3,477 67 6,151 1933 .. .. 2,832 1,834 50 4,716 1934 .. .. 3,091 2,406 54 5,551 1935 .. .. 6,096 6,730 69 12,895 1936 .. .. 9,396 10,023 50 19,469 1937 .. .. 14,556 11.133 107 25,796 1938 .. .. 10,610 12,919 308 29,837 1939 .. .. 16,452 11,884 601 28,937 Totals .. 85,823 125,824 2,594 214,241

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The foregoing figures are expressed as percentages in the following table : —

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/<„„„* United States of _ , , Year ended 31st March, „ . . America or „ or Total Jintam Canada Countries. Registrations. Commercial Vehicles. 1927 .. .. I 630 3,907 155 4,692 1928 .. .. 522 2,706 171 3,399 1929 .. .. 522 3,318 327 4,167 1930 .. .. 502 4,792 451 5,745 1931 .. .. 392 3,225 496 4,113 1932 .. .. 447 1,574 635 2,656 1933 .. .. 686 1,149 805 2,640 1934 .. .. 941 1,471 927 3,339 1935 .. .. 1,266 2,791 954 5,011 1936 .. .. 1,515 3,785 1,145 6,445 1937 .. .. 1,955 4,991 2,053 8,999 1938 .. .. 2,032 5,697 2,684 10,413 1939 .. .. 1,961 5,419 3,482 10,862 Totals 13,371 44,825 14,285 72,481 Motor-cycles. 1927 .. .. 3,851 1 '1,592 21 5,464 1928 .. .. 3,479 1,067 14 4,560 1929 .. .. 3,794 j 949 25 4,768 1930 .. .. 3,486 802 12 4,300 1931 .. .. 2,581 548 10 3,139 1932 .. .. 1,567 483 8 2,058 1933 .. 1,515 545 12 2,072 1934 .. 1,428 514 14 1,956 1935 .. .. 1,669 542 22 2,233 1936 .. .. 1,897 486 38 2,421 1937 .. .. 2,600 419 9 3,028 1938 .. .. 2,714 302 2 j 3,018 1939 .. .. 2,005 226 2 ! 2,233 Totals .. 32,586 8,475 189 I 41,250

, I United States of „ , . Year ended 31st March, R Gr , eat ! America or „ 0tl f. r _ T^. iintain. Canada Countries. Registrations. I I I Motor-cars. 1927 .... 13 83 4 100 1928 .... 17 81 2 100 1929 .... 15 84 1 100 1930 .... 17 82 1 100 1931 .... 26 73 1 100 1932 .... 42 57 I 1 100 1933 .... 60 39 1 100 1934 .... 56 43 1 100 1935 .... 47 52 1 100 1936 .... 48 52 .. 100 1937 .... 57 43 .. 100 1938 .... 56 43 1 100 1939 .... 57 41 2 100 Totals 40 59 1 100 Commercial Vehicles. 1927 .... 14 86 .. 100 1928 .... 16 84 .. 100 1929 .... 14 86 .. 100 1930 .... 9 91 .. 100 1931 .... 11 89 .. 100 1932 .... 22 78 .. 100 1933 .... 37 63 .. 100 1934 .... 39 61 .. 100 1935 .... 31 69 .. 100 1936 .... 29 71 .. 100 1937 .... 28 72 100 1938 .... 26 74 .. 100 1939 .. 27 73 .. 100 Totals .. | 23 77 .. 100

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The above table shows a steady growth of the share of new cars obtained by Great Britain up till the depression year of 1933, when 60 per cent, came from that source. Then came a drop following upon the improving economic conditions, with a sudden increase for 1936-37 to 57 per cent., while for 1938-39 a similar percentage is maintained-. Up to 1933-34 a somewhat similar trend is noticeable in the case of commercial vehicles, when 39 per cent, of the total came from Great Britain. Over the past four years this proportion has been slowly declining in favour of American and Canadian vehicles, and the imports from these two countries outnumber imports from Great Britain by over two to one. It should be noted that imports from " Other Countries " have been omitted from the percentage table ; this is because practically all the figures under that heading refer to trailers, 3,409 of the 3,482 vehicles under that heading for 1938-39 being trailers. In the motor-cycle field the British entry shows an increasing predominance since the depression years, and the slight swing-over to American machines has not been maintained. Foreign motor-cycles do not appear to be able to establish any hold on the New Zealand motor-cycle market. C. MOTOR-VEHICLES LICENSED AS AT 31st MARCH, 1939. The appended figures show the number of motor-vehicles licensed for the year 1938-39 as at 31st March, 1939 (the licensing year expires on 31st May each year) :—

The increase in the number of licensed motor-vehicles (all groups) compared with those at the 31st March, 1938, was 27,604, or 9-84 per cent. In this connection it is interesting to compare the ratio of population per vehicle for New Zealand with the latest authentic figures available for overseas countries : — Per Cent. U.S.A., December, 1937 .. .. .. .. .. .. 4-16 New Zealand, March, 1939 .. .. .. .. .. .. 5-23 Australia, June, 1937 .. .. .. .. .. .. 8-60 Great Britain, September, 1937 .. .. .. .. ~16-20 Compared with last year the motor-cycles licensed decreased by 1,771, or 7-74 per cent., whilst motor-cars increased by 22,012, or 11-55 per cent. ; the' increase in trucks licensed was 2,167, or 4-61 per cent., whilst " Other Vehicles " licensed advanced by 5,070, or 28-33 per cent.

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p.. ot United States of; A Year ended 31st March, America or ,, 0t^ er „ T° ta J. Uritain. Canada Countries. Registration. Motor-cycles. 1927 .... 70 30 .. 100 1928 .... 76 24 .. 100 1929 .... 80 20 .. 100 1930 .. .. 81 19 j 100 1931 .. .. 82 18 ..100 1932 .. .. 76 24 | 100 1933 .... 73 26 1 100 1934 .... 73 26 1 100 1935 .... 75 24 1 100 1936 .... 78 20 2 100 1937 .. .. 86 14 .. 100 1938 .. .. 90 10 .. 100 1939 .. .. 90 10 .. 100 Totals 79 20 1 100

Type of Vehicle. North Island. South Island. New Zealand ! otal. ... .. .. .. .. .. 141,285 71,281 212,566 Light trucks (2 tons and under laden) .. .. 18,442 9,352 27,794 Heavy trucks (over 2 tons laden) .. .. .. 14,659 6,734 21^393 Passenger trucks .. .. .. .. .. 1,064 588 1^652 Omnibuses .. .. .. .. .. 492 199 691 Taxis .. .. .. .. .. .. 1,186 509 1,695 Service cars .. .. .. .. .. 393 266 659 Rental and private-hire cars .. .. .. 486 296 782 Dealers'cars .. .. .. .. .. 1,367 586 1,953 Local-authority road vehicles .. .. .. 2,212 2,438 4,650 Government vehicles .. .. .. .. 2,431 1,061 3^492 Trailers .. .. .. .. .. .. 5,319 4,026 9,34-5 Dealers' motor-cycles .. .. .. .. 96 54 150 Motor-cycles .. .. .. .. .. 13,335 7,774 21,109 Totals .. .. .. .. .. 202,767 105,164 307,931

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The substantial rise under this last heading is partly due to a large increase in the number of trailers. Table No. 1 of the Appendix shows the number of motor-vehicles licensed as at 31st December, 1938, grouped according to highway districts. The number of motor-vehicles licensed as at 31st March, 1939, classified according to postal districts, are set out in Table 2. Table No. 3 of the Appendix sets out the number of motor-vehicles licensed each year since 1925. Since the system of registration was instituted there have been several changes, both in definition and in method of classification. An additional complication has been introduced by the fact that whereas since 1932 the number of vehicles " licensed " has been recorded, previously the number of vehicles " registered " was recorded. It is necessary to appreciate the distinction between these terms. When a new vehicle arrives it is registered by the owner and simultaneously is licensed for one year or lesser period. If the license is not renewed the next year the vehicle is classified as a " dormant registration." After a registration has been dormant for two years it is cancelled. If the vehicle is subsequently relicensed it is registered afresh as a new vehicle. Prior to 1932 the number of vehicles licensed was obtained by subtracting from the total registrations the number of dormant registrations. This method was not sound, however, because the date upon which the dormant registrations wore totalled did not coincide with that on which the total registrations were ascertained. It has been found necessary to endeavour to arrive at a common basis whereby the growth of the motor-vehicle in New Zealand might be measured from year to year. Table No. 3 shows the result of this effort, but attention is directed to the fact that, owing to the differences of definition and classification, the figures other than the yearly totals cannot be taken as strictly comparable. This table shows the figures as at 31st December each year. The figures for trailers have been excluded from the totals. The chief feature of the table is the steady growth in the numbers of motor-vehicles in this country, interrupted temporarily during the depression years. The number of " dormant " registrations—i.e., vehicles which although registered had not been licensed for the current year —as at 31st March, 1939, were as under: —

Section 10 of the Motor-vehicles Amendment Act, 1927, provides that after a registration has remained " dormant " for two complete years it is to be cancelled. The following sets out the 1935-36 registrations cancelled on Ist June, 1938, in accordance with this section

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m «vi,ii 1936-37 1937-38 T , , Type of Vehicle. Register. Register. Total " Cars .. .. .. .. .. .. 5,735 6,577 12,312 Light trucks (2 tons and under laden) .. 4,145 3,102 7,247 Heavy trucks (over 2 tons laden) .. .. 1,615 1,57.1 3,186 Service cars .. .. .. .. 44 42 86 Taxis .. .. .. .. .. . . 19 23 42 Eental and private-hire cars .. .. .. 20 18 38 Contract vehicles and passenger trucks .... 53 35 88 Omnibuses .. .. .. ' .. .. 19 38 57 Traction-engines .. .. .. .. .. 68 58 126 Trailers 721 1,271 1,992 Tractors .. .. .. .. .. 200 200 400 Motor-cycles .. .. .. .. .. 4,160 4,870 9,030 Other motor-vehicles .. .. .. .. 57 95 152 Totals .. .. .. .. 16,856 17,900 34,756

Type of Vehicle. Number. Cars .. .. .. .. .. .. 3,361 Light trucks .. .. .. .. .. 2,656 Heavy trucks .. .. .. .. .. 1,072 Service cars .. .. .. .. .. 22 Taxis .. .. .. .. .. .. 25 Passenger-trucks .. .. .. .. .. 37 Rental and private-hire cars .. .. .. 18 Motor-buses .. .. .. .. .. 14 Traction-engines .. .. .. .. .. 40 Trailers .. .. .. .. .. .. 508 Tractors .. .. .. .. .. .. 191 Motor-cycles .. .. .. .. .. 3,096_ Other vehicles .. .. .. .. .. 18 Total.. .. .. .. .. 11,058

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D. MOTOR-VEHICLE REGISTRATION PLATES. The following classes of number-plates were assigned during the licensing year 1938-39 (1) For private cars, plates without initial letter from 2001 onwards, the highest number manufactured being 222,500. (2) For " private-hire " and " rental" cars, plates without letter 1-2000, inclusive. (3) Special plates for issuance to cycles. (4) Plates with initial letter " D " (both car and cycle) for dealers' vehicles. (5) Plates with initial letter " E " for vehicles exempted from payment of annual license (6) Plates with the prefix " Govt." for vehicles owned by Government Departments. (7) Plates with initial letter " H " for heavy trucks. (8) Plates with initial letter " L " for light trucks. (9) Plates with initial letter " P " for omnibuses. (10) Plates with initial letter " R " for trailers. (11) Plates with initial letter " S " for service cars. (12) Plates with initial letter " T " for taxis. (13) Plates with initial letter "V " for passenger-trucks and " contract" motor-vehicles. E. VEHICLES ACTUALLY ON THE ROAD. The number of vehicles licensed on the register kept in accord with the provisions of the Motorvehicles Act, 1924, may be taken as a reasonable indication of the number of vehicles actually on the road. The number of vehicles licensed have been estimated from month to month, and the averages for the years ending on the 31st March, 1934, to the 31st March, 1939, are given hereunder .

There has been an increase in the number of all classes of motor-vehicles on the road excepting taxis, motor-cycles, and service cars, which show a slight decline. The following table shows the relative increase or decrease in the various classes of vehicles on the road from year to year for the period under review : ____

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Averages. Class of Vehicle. — I 1934. 1935. 1936. 1937. 1938. 1939. " Number. Number. Number. Number. Number. Number. 0 ars .. .. .. .. 117,867 124,204 135,220 152,819 172,899 193,733 Trucks, light, up to 2 tons laden .. 17,643 19,840 21,281 23,499 VIA Trucks, heavy, over 2 tons laden .. 13,708 14,394 15,539 17,310 18,96o 19,883 Omnibuses 518 511 531 575 622 667 Taxis .. .. •• •• 1,493 1,518 1,627 1,659 1,682 1,672 Rental cars 131 215 333 474 601 703 Service cars 965 735 670 656 648 626 Dealers'cars 853 1,003 1,221 1,475 1,687 1,868 Local-body road vehicles .. 1,147 1,198 1,430 1,762 2,276 Government vehicles .. 1,378 1,444 1,54-6 1,806 2,374 '] Qr Dealers'motor-cycles .. •• 127 123 128 133 135 13 Motor-cycles .. •• 21,113 21,063 20,602 20,631 19,947 18,627 Trailers 2,400 2,107 2,894 3,796 5,119 6,758 Passenger-trucks .. .. * 628 795 . 977 1,190 1,457 Totals.. .. .. 179,343 188,983 203,817 227,572 252,359 278,099 * Included under other headings for 1933-34.

Class of Vehicle. 1934. 1935. 1936. 1937. 1938. 1939. Cars .. .. •• 100 105 115 130 147 164 Tr ST 100 112 121 133 137 144 Heavy .. 100 105 113 126 138 145 Omnibuses 100 99 102 111 120 129 Taxis .. •• •• •• 100 102 109 111 113 112 Rental cars .. •• •• 100 164 254- 362 459 o37 Service cars .. • • ■ • 100 76 69 68 67 Dealers'cars 100 117 143 173 198 219 Local-body road vehicles .. .. 100 104 125 154 1J8 300 Government vehicles .. •• 100 105 112 131 172 226 Dealers' motor-cycles .. • • 100 97 101 105 106 Motor-cycles .. . • • ■ 100 100 98 98 94 88 Trailers'. 100 88 120 158 213 281 Passenger-trucks.. .. * 100 127 156 189 Totals 100 105 114 127 141 155 * Included tinder other headings for 1933-34.

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F. PETROL CONSUMPTION. The following table shows a classification of the manner in which petrol was consumed in the Dominion during the last eleven calendar years:—

The total gallons are calculated from the quantity of motor-spirits on which petrol-tax was paid. A further tremendous increase in motor-vehicle petrol-consumption took place in 1938 as compared with 1937, the previous peak year, the figures showing an increase of 7,000,000 gallons. Translated into terms of miles travelled by motor-vehicles, it is estimated that the 7,000,000gallon increase in petrol-consumption represents over 100,000,000 more vehicle-miles than were run in the previous year, when it was estimated that motor-vehicles travelled approximately 1,500,000,000 miles. 3. ROADS. A. LIMITATION OF LOADS ON ROADS. Not a great deal of change has taken place in the mileages of classified roads during the year. In most districts the roads have now been classified to carry the maximum loads possible while giving adequate protection to the road-surfaces. The present position in regard to the classification of all rural roads is as follows:—

(1) Classification of all Rural Roads at 31st March, 1939.

(2) Classification of Main Highways (Rural Sections) at 31st March, 1939.

In many districts the main highways only arc classified, thus virtually restricting loads throughout the whole area. Owing to several major alterations in certain main-highway routes during the year the length of classified highways shows a slight reduction pending the classification of the newly declared highways. However, less than 9 per cent, of the rural-highway mileage now remains unclassified.

10

Estimated Consumption of Petrol. Calendar Year. By Motor-vehicles Other-i.e Engines, (i.e., Petrol on which Aeroplanes &o. (Petrol all Duty was paid). °n which Refunds of J ' Duty were made). — Gallons. Gallons. Gallons. 1928 41,457,150 2,057,940* 43,515,090* 1929 .. .. .. .. 56,575,840 3,650,040 60,225,880 1930 .. .. .. .. 62,821,479 3,907,900 66,729,379 1931 .. .. .. .. 55,202,983 5,286,000 60,488,983 1932 .. .. .. .. 49,861,976 5,495,479 i 55,357,455 1933 .. .. .. .. 51,293,572 5,400,000 56,693,572 1934 .. .. .. .. 55,991,831 6,100,000 62,091,831 1935 .. .. .. .. 62,807,535 6,483,600 I 69,291,135 1936 .. .. .. .. 72,107,051 6,685,600 78,792,651 1937 82,110,905 7,339,000 ! 89,449,905 1938 .. 89,306,192 7,590,000 I 96,896,192 . I I * Excludes an unknown amount of petrol on which duty was not paid.

FormedRoads. Class Three. | Class Four. Class Five. cla J°^ ion . Miles. Miles. Miles. Miles. Miles. North Island .. .. 26,539 5,561 8,675 2,464 16,700 South Island .. .. 21,898 6,420 2,24-2 275 8,937 Totals .. .. 48,437 11,981 10,917 2,739 25,637

Highways. Class Three. Class Four. Class Five, elation. Miles. Miles. Miles. Miles. Miles. North Island .. .. 6,496 3,011 3,110 119 6,240 South Island .. .. 5,306 4,385 157 32 4,574 Totals .. .. 11,802 7,396 3,267 151 10,814

H.—4o

(3) Classification of State Highways (Rural Sections) at 31st March, 1939.

In the North Island 57 per cent, of the State highway mileage is classified in Class Three and 41 per cent, in Class Four. The sections which remain in Class Four lie in the North Auckland Peninsula and in the central part of the Island where the foundations generally are weak and where there is a scarcity of good-quality surfacing-material. However, several sections of the State highway system which were formerly classified in Class Four have been reclassified during the year in Class Three following the improvement of the standard of construction. As soon as a length of Class Four highway is reconstructed to a higher standard steps are taken to raise the classification accordingly. Generally in rural districts a maximum classification of Class Three will permit of economic transport, and at the same time provide an adequate degree of protection to the road surfaces. This class allows for gross loads up to 7 tons or, in the case of multi-axled vehicles, a maximum weight per axle of 4| tons. In the South Island 92 per cent, of the total length of State highways is classified in Class Three, and none of the system is classified in a lower class. In general the unclassified lengths on the State highway system are adjacent to the larger industrial centres where the surfaces have been constructed to a higher standard than that which is usually provided on rural highways. B. TRAFFIC CENSUS. (1) Introductory. The second national census of traffic using the main-highway system was conducted by the Main Highways Board during 1937-38. A previous census was taken in 1934-35, when the nature and volume of traffic was recorded for one week during the winter and a further week in the summer. In the first census some 370 tally stations were selected, and during the last census these same stations were adhered to as far as possible, but the number was increased to 444 to obtain records at certain important points where the traffic was not tallied previously. The census again extended over a period of one week in the winter and another in the summer at dates corresponding to those selected originally. The total mileage of main highways at the time of the first census was 11,176, and there was, on an average, one tally station for thirty miles. In 1937-38 the mileage of the system had increased to 11,710, and the stations were spaced at twenty-six-mile-average intervals. In practice the great proportion of the stations were allotted to the arterial highways, and in many instances no tally was taken on the less-important highways. On the State highway system, comprising 3,761 miles of the total of 11,710, there were 254 stations, or one every fifteen miles. At 91 representative stations the tallies were taken continuously over the whole twenty-four hours each day for the period of seven days. At the majority of stations, however, the daily period extended from 6 a.m. to' 10 p.m. While the traffic census over the main-highway system is of undoubted value, particularly to the Main Highways Board in determining the relative merits and economics of highway improvement proposals, it relates only to 22 per cent, of the road mileage of the Dominion, and is therefore very incomplete so far as a national road traffic census is concerned. However, in the absence of a comprehensive census of traffic over the whole of the national system of roads and streets, it has been found possible to determine approximately the proportions of traffic carried on the other divisions of the roading system by reference to the national petrol-consumption figures and to the results of traffic surveys carried out in a number of comparable States in the United States of America. Table A shows that while the main-highway system represents only 22 per cent, of the road mileage of the Dominion it carries about 60 per cent, of the total traffic. The urban roads constitute 8 per cent, of the road mileage and carry about 30 per cent, of the traffic. The rural roads other than main highways provide a considerable mileage —70 per cent, of the total —but are estimated to carry only 10 per cent, of the total traffic. While these figures are of necessity only estimates, they are nevertheless based upon sound data and experience elsewhere, and are probably fairly near the mark.

Table A.—The National Roading System: Mileage and Traffic carried on Urban Roads, Main Highways, and other Rural Roads.

11

Highways. Class Three. Class Four. Class Five. clas^ion . Miles. Miles. Miles. Miles. Miles. North Island .. .. 2,112 ' 1,215 869 .. 2,084 South Island .. .. 1,648 1,521 .. .. 1,521 Totals .. .. 3,760 2,736 869 .. 3,605

D Estimated Estimated Estimated nl f T) , q Mileage of J ?^ 1 , 1C j n Amount of *f i?] 1 Average Classification of Koad System. System. m, Traffic °1 T k Traffic J Mileage. . A Iramc -»-» ® carried. . , Density. carried. J [__ , Millions of . Vehicle- „ MotorMiles. Per Cent. .1 Per Cent, vehicles per miles per r . 1 Annum. Da^ Urban roads .. .. .. . • 4,201 8 442-6 30 289 Main highways .. .. .• 11,710 22 885-3 60 207 Other rural roads .. .. .. 36,699 70 147-5 10 11 All roads .. .. .. 52,610 100 1,475-4 100 77

H, 40

(2) Volume of Motor Traffic and Average Density on the Main-highway System. The total annual vehicle-mileage on the main-highway system in 1937-38 was 885,293,630, as compared with 593,707,175 vehicle-miles in 1934-35, an increase of practically 50 per cent. At the same time the mileage of the main-highway system has been increased from 11,176 miles to 11,710, or by 4-8 per cent, of the former length. The average traffic density over the whole of the main-highway system was 207 motor-vehicles per day in 1937-38, as compared with 145-5 per day in 1934-35, thus indicating an average increase of 42 per cent.

The North Island main-highway system comprises 55 per cent, of the total main-highway system of the Dominion and carried 65 per cent, of the total main-highway traffic. The average traffic density in the North Island was 245 motor-vehicles per day, as compared with 167 motor-vehicles per day in 1934-35. In the South Island the increase in traffic density was from 119 motor-vehicles per day in 1934-35 to 160 per day in 1937-38. The comparisons between the traffic densities on the various highway systems at each census are shown graphically by Fig. 1.

FIG. I.-COMPARISON OF AVERAGE TRAFFIC DENSITY ON MAIN HIGHWAYS 1937-38 AND 1934-35.

12

tt.—4o.

Table B.— Comparing the Highway Mileage, Motor-vehicle Use, and Traffic Density on the North and South Island and New Zealand Main Highway Systems in 1937-38 and 1934-45.

(3) Comparisons between Highway Districts in respect of Utilization of the Main Highways. The highway districts where the volume of traffic is most dense are the Wellington West District, with an average density of 435 motor-vehicles per day, and the Auckland South District with 378 vehicles per day. The districts where the main highway traffic is most sparse are the King-country Highway District with an average traffic density of 112 motor-vehicles per day (74 in 1934-35) and the West Coast District (South Island), where the density is 116 per day as compared with 81 in 1934-35. The district showing the greatest increase in traffic was the Canterbury North Highway District. In this area the average density of traffic on the main highways in 1934-35 was 72-1 motor-vehicles per day, while in 1937-38 the average reached 125-7 vehicles daily. Auckland South, Wellington West, and King-country were other highway districts where large increases were experienced. The district recording the least increase in traffic was the Gisborne Highway District, covering the whole of the Poverty Bay area and extending as far south as Wairoa. Here the traffic density averaged 133 vehicles per day in 1934-35 and 144-3 in 1937-38, the increase being only 8| per cent.

Table C. —Main-highway Mileage, Vehicle-mileage, and Traffic Density: Comparison between 1937-38 and 1934-35.

(4) Distribution or Traffic Density on the Main-highway System. Table D classifies the main highways according to traffic density. Thus 5,177 miles, or 44 per cent, of the total mileage, carried less than 100 vehicles per day ; 9,578 miles, or 82 per cent., carried less than 300 vehicles per day ; and 10,646 miles carried loss than 500 per day. Only 195 miles, or less than 2 per cent., carried over 1,000 vehicles daily, and 7 miles carried more than 2,500. In 1934-35 there were 6,037 miles, or 54 per cent., carrying less than 100 vehicles per day ; 9,821 miles, or 88 per cent., carrying less than 300 ; and 10,654, or 95 per cent., carried less than 500 per day. There were only miles carrying more than 1,000 vehicles per day, and only 1J miles with a density in excess of 2,500.

13

Main-highway Mileage. Annual Vehicle-mileage. Average Traffic Density. Main Highway Percentage of _ T . . . .. Percentage of Motor-vehicles Pe , r " System. ' Miles. Total Mileage. Vehicle-miles. Total Mileage. per Day. centage . crease 1937-38. 1934-35. 1937-38. 1934-35. 1937-38. 1934-35. 1937-38. 1934-35. 1937-38. 1934-35. '"fty"' North Island .. 6,478 6,206 55-32 55-53 578,906,425 377,439,930 65-39 63-57 244-8 166-6 46-93 South Island .. 5,232:4,970 44-68 44-47 306,387,205 216,267,245 34-61 36-43 160-4 119-2 34-6 New Zealand 11,710 11,176 100-00 100-00 885,293,630 l 593,707,175 100-00 100-00 207-1 145-5 42-3 I

ir . , ... , . . . ,, , Daily Vehicle-miles on . ril Highway District. Main-highway Mileage. Main-highway System. Average Trafflo Density. J 937—38 1934—35 Percent- 1937—38. 1934—35. Percent-1 PercentNo - Name. Miles ' Miles" age Vehicle- Vehicle- age L937-38. 1934-35. ago Increase. miles. miles. Increase. > Increase. 1 Auckland North .. .. 949 930f 1-9 152,620 111,901 36-3 160-8 120-4 33-6 2 Auckland South .. .. l,203i 1,022 17-7 455,398 246,002 85-1 378-4 240-8 57-1 3 Tauranga .. .. 704J 0801 3-5 151,312 99,890 51-5 214-9 140-7 46-5 4 Giaborne .. .. 392£ 362J 8-2 56,652 48,252 17-4 144-3 133-0 8-5 5 Napier .. .. .. 714§ 702 1-8 174,436 128,923 35-3 244-1 183-7 32-9 6 King-country .. .. 594J 652J -8-9* 66,296 48,241 37-4 111-6 73-9 51-0 7 Taranaki .. .. 449 442\ 1-5 132,456 93,837 41-2 295-0 212-1 39-1 8 Wanganui .. .. 509J 483\ 5-4 111,892 73,320 52-6 219-8 151-7 44-9 9 Wellington West .. 477 455 4-8 207,674 120,756 63-8 435-4 278-0 56-3 10 Wellington East .. .. 484i 474\ 2-1 77,309 50,834 36-0 159-7 119-8 33-3 11 Nelson .. .. .. 650J 640\ 1-5 88,329 01,100 44-4 135-8 95-5 42-2 12 West Coast .. .. 528 5191 1-8 61,529 41,932 46-7 116-5 80-7 44-4 13 Canterbury North .. 330J 330\ 0-2 41,572 23,819 74-5 125-7 72-1 74-3 14 Canterbury Central .. 728j 608 9-1 169,891 112,373 51-2 233-2 168-2 38-6 15 Canterbury South .. 786j 737} 6-6 135,882 103,030 31-9 172-8 139-6 23-8 16 Otago Central .. .. 820J 749j 9-4 110,019 72,931 50-9 134-0 97-3 37-7 17 OtagoSouth .. .. 508| 46,5J 9-3 100,646 82,398 22-1 197-8 177-1 11-7 18 Southland .. .. 878| 859 2-3 131,549 94,864 38-7 149-7 110-4 35-6 New Zealand .. .. 11,710 11,170 4-8 2,425,462 1,026,595 49-1 207-1 145-5 42-3 * The decrease in this case is occasioned by a change in the boundary between the Nos. 2 and ti highway districts.

11.—40

Table D.— Classifying Highway Mileage according to Traffic Density.

(5) The State Highway System. In 1937-38 the State highways, consisting of 3,761 miles, or 32 per cent, ol the main-highway system, carried 57 per cent, of the total traffic on that system. In 1934-35 the same roads (not then declared State highways) carried nearly 55 per cent, of the main-highway traffic. The average density of motor traffic on these 3,761 miles increased from 236 in 1934-35 to 367 per day in 1937-38.

Table E.—Motor Traffic using the State Highway System.

(6) Distribution of Traffic according to Season, Day, and Hour. Figure 2 compares the traffic on each day of the week in the winter and in the summer. It in seen that on each day of the week in the summer the traffic density was considerably in excess of that on the corresponding day during the winter census. The increase is particularly marked on Saturdays and Sundays. Of the individual days of the week the greatest volume of traffic on the highways, both winter and summer, was on a Sunday. In the winter a greater volume of traffic was carried on Friday than on Saturday, but in the summer Saturday ranked next to Sunday. On the other hand, the results of the 1934-35 census indicated that the Saturday and Sunday traffic during the winter then was considerably below the week-day traffic. This result, however, was probably largely due to the fact that stormy weather prevailed throughout most of New Zealand during the particular week-end of the winter census. Figure 3is of interest in showing the increase in traffic on week-days, Saturdays, and Sundays over the three-year period. In each case the summer traffic is compared. As far as can be ascertained, the weather generally was fine throughout New Zealand for both the periods taken, and the comparison is consequently a fair one. The phenomenal increase in Sunday traffic —an increase of 75 per cent.—is worthy of note. The increase on Saturday was 45 per cent, and on week-days 38 per cent. The variations in traffic density throughout the day are depicted in Fig. 4. It will be noted that the busiest two-hour stretch on every day, both winter and summer, is from 4 p.m. to 6 p.m. After 6 p.m. the traffic falls away very rapidly, except on Saturdays and Sundays in the summer, when the traffic between 6 p.m. and 8 p.m. is very little less than during the preceding two hours. The only hours where the traffic density in the winter exceeds that in the summer are from 2 p.m. to 4 p.m. on Sunday and in the small hours of Saturday morning. The former feature is probably due to the greater concentration of pleasure driving into a shorter period on winter Sundays than in the summer. The traffic between 10 a.m. and noon on winter Sundays is substantially less than in the summer. It accordingly seems that a great deal of the traffic that is spread over the hours between 10 a.m. and 8 p.m. in the summer-time confines itself to the hours between 2 p.m. and 6 p.m. on winter Sundays.

14

Mileage carrying the Following Numbers of Motor-vehicles per Day. Main-hiuliway 1 ; ■ j j System- „„ 100- I 200- 300- 400- 500- 000- I 800- 1,000- 1,500- 2,000- 2,500- 3,000- Over Total 0-50. 50-100. jjqq j 300i I 400. 500. 000. 800. j 1,000. 1,500. 2,000. 2,500. 3,000. 4,000. 4,000. 1937-38 census — ,, ,, ,. „ North Island .. 1,110*1,350 1,500* 980* 407* 320* 173* 188* 231* 85* 55 3* .. 4* 1* 6,478 South Island .. 1,440* 1,270* 1,340* 573* 110 170* 100* 140 29 20* 9* 5,232 New Zealand .. 2,550*2,020*2,847 1,553* 577* 490* 274 334* 200* 112 03* 13 f- 5 1* 11.710 cQ / yhSit8~~~~' New Zealand .. 2,82013,217 2,892$ 891* 580 2531 23«f U9\ 58{ 58$ 15 * 11 .. 11,176

* i tt 1* * „„ Average Traffic Density Annual Vehiole-mileage. per Day. Percentage State Highway System. Mileage. j — ™ 1937-38. 1934-35. 1937-38. 1934-35. North Island .. .. .. 2,112* 339,122,595 210,431,130 439-8 280-7 56-7 South Island 1,648* 165,004,100 107,675,000 274-2 178-9 53-3 New Zealand .. .. 3,761J 504,126,695 324,100,130 367-2 230-0 55-6

TT.—4O,

FIG. 2.-DAILY DISTRIBUTION OF TRAFFIC THROUGHOUT THE WEEK OVER AN AVERAGE MILE OF MAIN HIGHWAY.

15

TT. —40

16

FIG. 3.-COMPARISON OF TRAFFIC DENSITY ON MAIN HIGHWAYS ON WEEK DAYS, SATURDAYS AND SUNDAYS DURING JAN. 1938 AND JAN. 1935.

H.—40.

3—H. 40.

FIG. 4-DISTRIBUTION OF TRAFFIC THROUGHOUT THE DAY IN WINTER AND SUMMER OVER AN AVERAGE MILE OF MAIN HIGHWAY.

17

H.—4o,

(7) Analysis op Traffic, by Type of Vehicle. A comparison of the use of the main highways by different types of motor-vehicles in 1937-38 and in 1934-35 is afforded by Table F.

Table F.—Vehicle-mileage in 1937-38 and 1934-35, according to Type of Vehicle.

This table shows that the great bulk of the increase in the utilization of the highway system by motor-vehicles is due to the increased use of the private car. The use of this type of vehicle on the main highways increased by 62 per cent., although the number on the road increased by only 40 per cent. The use of trade motors of a gross weight in excess of 4J tons has also increased very considerably, while the.use of the lighter truck, from 2 tons to 4J tons gross weight, has decreased. The use of motor-cycles also decreased by 5 per cent, during the period, which was almost in proportion to the reduction in numbers of motor-cycles. The use of trailers increased by over 70 per cent., but the number of trailers on the road increased 140 per cent. Table G shows the extent to which the character of traffic on the main-highway system has changed during the three-year period under review. In 1934-35 the private car provided 67 per cent, of the total use of the highways. In 1937-38, 74- per cent, of the total vehicle-mileage was performed by the private car.

Table G. —Showing Proportion of Highway used by Different Types of Vehicles in 1937-38 and 1934-35.

18

Annual Vehicle-mileage. Increase. vthiclef on th^Road. Increase. Type of Vehicle. 1937-38. 1934-35. Vehicle-miles, j Percentage 1937-38. j 1934-35. Numbers. Percentage Motor-cars „. .. 651,237,380 401,254,355 249,983,025 62-3 179,194 128,261 50,933 39-7 Trade motors — Under 2 tons.. .. 70,359,225 52,070,800 17,682,425 33-6 24,807 20,201 4,606 22-8 2 tons to 44 tons .. 35,425,075 40,950,445 5,525,370* 13-5* ~] 4i tons to 64 tons .. 57,057,530 35,184,175 21,873,355 62-1 J-21,887 15,982 5,905 36-9 Over 6J tons .. .. 11,446,035 6,794,110 4,651,925 68-5 J Total, trado motors .. 174,287,865 135,605,530 38,682,335 28-5 46,694 36,183 10,511 29-1 Public passenger-vohicles— Service cars .. .. 12,619,510 12,631,190 11,680* 0-1* 648 511 137 26-9 Omnibuses .. .. 6,126,525 4,652,290 1,474,235 31-7 622 735 113* 15'4* Total, public passenger- 18,746,035 17,283,480 1,462,555 8-4 1,270 1,246 24 1-9 vehicles — Motor-cycles .. .. 31,871,070 33,686,215 1,815,145* 5-4* 20,082 21,186 1,104* 5-2* Trailers .. .. 7,146,335 4,174,505 2,971,830 71-2 5,119 2,107 3,012 142-9 Miscellaneous .. .. 2,004,945 1,703,090 301,855 17-7 All motor-vehicles ■■ 885,293,630 593,707,175 291,586,455 49-1 252,359 188,983 63,376 33-5 * Decrease.

Proportion of Vehicle-mileage. Type of Vehicle. North Island. South Island. New Zealand. 1937-38. 1934-35. 1937-38. 1934-35. 1937-38. I 1934-35. 0/ O/ 0/ 0/ 0/ 0/ /o /o /O /o /o /o Motor-oars .. .. •• ..73-79 67-57 73-13 67-62 73-56 67-59 Trade motors — Under 2 tons 7-62 8-45 8-56 9-61 7-95 8-87 2 tons to 44 tons : 4-43 7-72 3-20 5-46 4-00 6-90 4J tons to 61 tons 6-82 6-13 5-74 5-57 6-45 5-93 Over 6| tons.. .. .. .. 1-18 1-08, L-51 1-26 1-29 1-14 Total, trade motors 20-05 23-38 19-01 21-90 19-69 22-84 Public passenger-vehicles — Service cars 1-45 2-15 1-38 2-09 1-43 2-13 Omnibuses .. .. .. •• 0-63 0-75 0-81 0-84" 0-69 0-78 Total, public passenger-vehicles .. 2-08 2-90 2-19 2-93 2-12 2-91 Motor-cycles .. .. •• 3-22 5- 34 4-32 6- 26 3 - 60 5-67 Trailers .. .. .. •• 0-68 0-56 1-04 0-95 0-81 0-70 Miscellaneous 0-18 0-25 0-31 0-34 0-22 0-29 All motor-vehicles .. .. ..100-00 100-00 100-00 100-00 |100-00 100-00

H.—4o

0. ROAD FINANCE. (1) DOMINION'S ROAD BILL, 1934-38. The Department has investigated the numerous statistical data available from official sources and has analysed and classified them in order to show approximately what the roads, streets, and bridges are costing under the headings of construction, maintenance, and loan charges. The classification of the roads into main highways, urban roads and streets, and other roads has been carried out, as each class of road or street has differing problems attached to it. This classification has involved a certain amount of estimation, as also have certain aspects of the figures for the whole road bill. Any estimations have been made on a conservative basis, and the figures are sufficiently close to actual fact to form a basis for reliable broad conclusions. Attention is directed to the fact that certain adjustments have been made to the figures published in reports prior to 1937, while in the 1937-38 figures it has been necessary to estimate the figures for interest charges on local-body loans for roading purposes. The following table shows the expenditure under the various headings for the five years ended 31st March, "1938 :—

The principal points emerging from the figures for the years ended 31st March, 1937, have been commented upon in previous annual reports. The figures for 1937-38, as compared with those of the previous year, are commented on below :— Maintenance. (a) Main Highways.—Expenditure under this item shows an increase largely due to an increase in the moneys spent by the Main Highways Board under this heading. The figures for 1937-38 are approximately £170,000 in advance of those for the previous year. (b) Other Roads. —Here the increase in maintenance charges is £126,000 on 1936-37. This is accounted for by a large increase in the moneys spent by counties out of ordinary revenue. (c) Urban Roads.—This item has increased by £39,000 from the previous year's figures. This is accounted for by the increased expenditure by Boroughs on road maintenance.

19

1933-34. I 1934-35. I 1935-36. ! 1936-37. 1937-38. ! i I Maintenance — £ £ £ £ £ Main highways .. .. 954,656 1,501,539 1,632,453 1,314,694 1,482,531 Urban roads and streets .. .. 397,371 392,032 406,775 424,201 463,533 Other roads .. .. .. 718,943 955,994 1,098,366 1,038 204 1,164,972 Total.. .. .. 2,070,970 2,849,565 3,137,594 2,777,099 3,111,036 Construction —• Main highways.. .. .. 286,709 428,072 624,943 1,622,982 2,565,822 Urban roads and streets.. .. 1,104,047 944,235 903,918 938,692 982,008 Other roads .. .. .. 1,240,920 1,172,529 1,102,730 1,443,185 1,605,648 Total.. .. .. 2,631,676 2,544,836 2,631,591 4,004,859 5,153,478 Interest and sinking-fund charges— Main highways .. .. .. 632,846 612,129 605,403 605,925 642,695 Urban roads and streets.. .. 585,900 554,400 580,979 573,423 580,773 Other roads .. .. .. 1,136,070 1,136,515 1,122,408 1,047,394 1,135,116 Total.. .. .. 2,354,816 2,303,044 2,308,790 2,226,742 2,358,584 Total annual road bill — Main highways .. .. 1,874,211 2,541,740 2,862,799 3,543,601 4,691,048 Urban roads and streets .. .. 2,087,318 1,890,667 1,891,672 1,936,316 2,026,314 Other roads .. .. 3,095,933 3,265,038 3,323,504 3,528,783 3,905,736 Total.. .. .. 7,057,462 7,697,445 8,077,975 9,008,700 10,623,098

11.—40.

Construction. (a) Main Highways. —Main Highways Board expenditure on construction and renewals of main highways has increased by £817,000, which accounts for the majority of the increase of £940,000 in this item for 1937-38. (b) Other Roads.—An increase in expenditure from the Public Works Fund of £268,000 and a decrease in county expenditure of £130,000 largely accounts for the advance in this item of £162,000. Total Road Bill. The following table, showing the percentages of the total expenditure spent on maintenance, construction, and interest and loan charges, is of interest

Sources of Money expended on Road Bill, 1933-34 to 1937-38. The Department has also analysed the expenditure on roads during the five years ended 31st March, 1938, in order to ascertain the sources from which the money expended has been derived. The following table shows, under five main headings, the sources of revenue expended on (a) main highways, (6) urban roads, (c) other roads, and (d) all types of roads:—

20

,, . , n ... Interest and Loan Maintenance. Construction. | Charges Per Cent. Per Cent. Per Cent. 1933-34 29-3 37-3 33-4 1934-35 .. .. .. .. 37-0 33-1 29-9 1935-36 .. .. .. .. 38-8 32-6 28-6 1936-37 .. .. .. .. 30-8 44-5 24-7 1937-38 .. .. .. .. 29-5 48-2 22-3

1933-34. 1934-35. 1935-36. 1936-37. 1937-38. Main highways — £ £ , £ £ £ Loan .. •• •• 237,469 360,118 549,546 892,274 1,708,635 Local rates .. .. .. 431,262 471,851 502,408 517,507 448,949 Unemployment taxation .. 89,612 280,751 45,638 5,662 97,864 General taxation .. .. 157,257 151,229 157,403 169,239 213,299 Motor-taxation .. .. 958,611 1,277,791 1,607,804 1,958,919 2,222,301 Total .. .. 1,874,211 2,541,740 2,862,799 3,543,601 4,691,048 Urban roads — Loan .. .. •• 70,291 71,307 118,745 199,783 203,827 Local rates .. .. • • 1,153,032 1,072,108 1,080,048 1,059,920 1,097,237 Unemployment taxation .. 616,278 475,306 384,050 330,156 336,140 General taxation Motor-taxation .. .. 247,717 271,946 308,829 346,457 389,110 Total .. .. 2,087,318 1,890,667 1,891,672 1,936,316 2,026,314 Other roads — Loan .. •• .. 381,090 398,371 466,152 939,714 1,169,128 Local rates .. .. .. 734,844 781,010 863,458 916,181 1,027,709 Unemployment taxation .. 797,086 714,887 580,000 357,220 276,695 General taxation .. .. 971,955 985,081 1,010,496 1,017,082 1,101,369 Motor-taxation .. .. 210,958 385,689 403,398 298,586 330,835 Total .. .. 3,095,933 3,265,038 3,323,504 3,528,783 3,905,736 All roads — Loan .. .. .. 688,850 829,796 1,134,443 2,031,771 3,081,590 Local rates .. .. .. 2,319,138 2,324,969 2,445,914 2,493,608 2,573,895 Unemployment taxation .. 1,502,976 1,470,944 1,009,688 693,038 710,699 General taxation .. .. 1,129,212 1,136,310 1,167,899 1,186,321 1,314,668 Motor-taxation .. .. 1,417,286 1,935,426 2,320,031 2,603,962 2,942,246 Total .. .. 7,057,462 7,697,445 8,077,975 9,008,700 10,623,098

ft.—4o,

The principal points emerging from the 1937-38 figures as compared with those for the previous year are as follows : — Loan-moneys. This item shows a large increase of £1,050,000 over the previous year's figures and now represents 29 per cent, of the total money expended. For 1936-37 this figure represented 22-5 per cent, of the total, while in 1930-31 it represented 30 per cent. Local Rates. The increase in expenditure under this heading is only £80,000, the item now representing 24-2 per cent, of the total expenditure. In 1936-37 the proportion of the total taken by this item was 27-7 per cent. Employment Taxation. The expenditure under this heading has been maintained at approximately the 1936-37 figure, and represents 6-7 of the total road bill. General Taxation. This item has advanced by £128,000 and comprises 12-4 per cent, of the total, against 13-2 per cent, in 1936-37 and 14-5 per cent, in 1935-36. Motor-taxation. Next to loan-moneys this item is the chief source of moneys for expenditure on roads, some £339,000 more having been spent in the year under review than in the previous year. The proportion of expenditure from this source represents 27-7 per cent., against 28-9 per cent, in the previous year. General. The following table indicates the approximate percentages of the various sources of revenue comprised in the total expenditure on roads during the five years ended 31st March, 1938

(2) ANNUAL CHARGES PER MILE ON ROADS, STREETS, ETC., 1934-38. The following table show's the annual expenditure for the live years ended 31st March, 1938, on the various classes of roads, &c., computed per mile of road and/or street

Tables Nos. 5 and 6 of tlie Appendix shows the lengths of various classes of roads, streets, and bridges during the years from 1922 to 1938, inclusive.

21

™ - ■ • I tcm . 1933-34. 1934-35. 1935-36 1936-37. 1937-38. Per Cent. Per Cent. Per Cent. Per Cent. Per Cent. L oan 9-8 10-8 14-0 22-5 29-0 Local ratea .. .. 32-9 30'2 30-3 27-7 24'2 Unemployment taxation .. 21-3 19-1 12-5 7-7 6-7 General taxation .. .. 16 - 0 14-8 14-5 13-2 12-4 Motor-taxation .. .. 20-0 25-1 28-7 28-9 27-7 Total .. 100-0 100-0 100-0 100-0 100-0

Annual Charges per Mile of Road. Year ended Length of Class of Road. 31st March, Formed Roads. Interest and T . , Maintenance. Loan charges _ Total. J_ , Miles. £ £ £ Main highways .. . • 1934 10,975 87 58 145 1935 11,176 134 55 189 1936 11,649 140 52 192 1937 11,684 113 52 165 1938 11,728 126 55 181 Urban roads and streets .. 1934 4,086 97 143 240 1935 4,035 97 137 234 1936 4,059 100 143 243 1937 4,177 102 137 239 1938 4,201 110 138 248 Other roads .. .. 1934 36,010 20 32 52 1935 36,947 26 31 57 1936 36,350 30 31 61 1937 36,467 28 29 57 1938 36,699 32 31 63 Total, all roads .. 1934 51,071 41 46 87 1935 52,158 55 44 99 1936 52,058 60 44 104 1937 52,328 53 43 96 193 52,628 59 45 104

H — 40,

(3) MOTOR-TAXATION. Table No. 7 shows an analysis of the revenue received from the various taxes and fees levied in connection with motor-vehicles, together with comparative figures for the previous thirteen years. The total amount for 1938-39 was £5,887,206, the highest figure yet recorded, and over £500,000 in advance of the previous peak year 1937-38. Customs duties in respect of vehicles and parts has again declined, the figure for the year under review being £25,000 less than in the previous year. The revenue from the tire-tax has also receded, while all other items show an increase, petrol-tax reaching a new record total of £4,132,360, fees under the motor-vehicles Act advancing to £612,395, while other taxes have advanced by £27,000. Table No. 8 sets out the full details of the collection and distribution of these taxes for 1938-39. Again approximately 54 per cent, of the net total is set aside for roading purposes, while of the balance, £2,696,633, credited to the Consolidated Fund, all but £5,336 is collected as Customs duty on imports. (a) Yield of Petrol-tax. The following data shows the yield from and distribution of petrol-tax plus surtax on petrol imports since the inception of the tax in 1928 : —

Yield.

Distribution.

N.B. —The distribution of petrol-tax amongst boroughs in accordance with section 9 (1) (b) of the Motor-spirits Taxation Act, 1927, for the year ended 31st March, 1939 together with cumulative figures showing the total distribution from the inception of the petrol-tax up to the 31st March, 1939, is given in Table No. 4 in the Appendix.

22

Expenses of „ . Year ended 31st March, Gross Yield. Refunds. Net Yield. Collection t, , e and Refunds. Balance " £ £ £ £ £ 1928 .. .. .. 148,202 32 148,170 1,710 146,460* 1929 .. .. .. 867,794 49,105 818,689 8,303 810,386 1930 .. .. .. 1,063,811 67,296 996,515 12,633 983,882 1931 .. .. .. 1,480,517 100,978 1,379,539 16,335 1,363,2041 1932 .. .. .. 1,817,893 137,585 1,680,308 20,360 1,659,948$ 1933 .. .. .. 2,018,449 132,421 1,886,028 20,266 1,865,762§ 1934 .. .. .. 2,520,825 148,984 2,371,841 20,283 2,351,558 1935 .. .. .. 2,773,372 159,978 2,613,394 20,180 2,593,214 1936 .. .. .. 3,082,862 165,389 2,917,473 21,271 2,896,202 1937 .. .. .. 3,557,070 166,426 3,390,644 20,596 3,370,048 1938 .. .. .. 4,020,728 188,832 3,831,896 23,417 3,808,479 1939 .. .. .. 4,358,498 201,451 4,157,047. 24,687 4,132,360 Total up to 31 st March, 27,710,021 1,518,477 26,191,544 210,041 25,981,503 1939 * Part year only. f Increase from 4d. to 6d. per gallon as from 22nd July, 1930. f Increase from 6d. to 8d. per gallon as from 7th October, 1931. § Increase from 8d. to lOd. per gallon as from 9th February, 1933.

Year ended 31st March, Consolidated Fund. Authorities Total. £ £ £ £ 1928 .. .. .. 4,654 130,461 11,345 146,460 1929 .. .. .. 16,458 730,414 63,514 810,386 1930 .. .. .. 34,567 873,370 75,945 983,882 1931 .. .. .. 63,154 1,219,209 80,841 1,363,204 1932 .. .. .. 321,685 1,231,202 107,061 1,659,948 1933 .. .. .. 1,122,147 644,126 99,489 1,865,762 1934 .. .. .. 1,579,962 669,868 101,728 2,351,558 1935 .. .. .. '1,510,338 970,506 112,370 2,593,214 1936 .. .. 1,321,066 1,449,125 126,011 2,896,202 1937 .. .. .. 1,524,459 1,697,942 147,647 3,370,048 1938 .. .. .. 1,723,168 1,918,486 166,825 3,808,479 1939 .. .. .. 1,867,928 2,083,278 181,154 4,132,360 Total .. .. 11,089,586 13,617,987 1,273,930 25,981,503

FT. —40

(b) Refunds of Petrol-tax. Refunding of Duty on Motor-spirits. The number of claims for refunds of duty on motor-spirits dealt with each year since the inception of the Motor-spirits Taxation Act, 1927, are set out below. The number of claims handled during the last three years has shown a decrease compared with the year 1935. The decrease in the number of claims has not, however, had the effect of reducing the amount refunded, the total under this heading having increased each year. This is due to the fact that larger quantities of motor-spirits have, during the past few years, been consumed in aircraft. Certain types of vehicles used for agricultural purposes have been exempted from the payment of annual license fees, and this has resulted in larger amounts being refunded to certain claimants.

The particulars of the claims paid during each of the quarterly periods in 1938 are as follows : —

During the calendar year 1938, 3,979 claims were lodged during the second month following the close of the respective quarterly periods and they were reduced by 10 per cent, in accordance with the provisions of section 7 of the Finance Act, 1933 (No. 2). Refunds are made at the rate of 6d. per gallon on all motor-spirits consumed for purposes other than as fuel for motor-vehicles in respect of which annual license fees are payable. Section 13 of the Customs Acts Amendment. Act, 1934, authorizes an additional refund of 2d. per gallon to be made on motor-spirits consumed in aircraft and in vessels used exclusively in the fishing industry for commercial purposes. (c) Special Mileage-taxation. Mileage-tax is payable by owners of most vehicles which are not propelled exclusively by means of motor-spirits. The tax is also payable by owners of self-propeilcd well-boring, aircompressor, saw-bench, and crane plants, the owners of which are, in effect, exempted by the provisions of the Motor-vehicles (Special Types) Regulations, 1935, from the payment of all other forms of motor-vehicle taxation. The owners of the last-mentioned vehicles are entitled to claim refunds of duty on all of the motor-spirits consumed in operating their contrivances. The figures for the last six years are as follows : —

23

Year. ! Number of Claims. Amount refunded. £ 1928 11,101 34,299 1929 .. .. .. .. .. 19,814 60,834 1930 .. ... .. .. .. 25,797 83,741 1931 37,116 132,150 1932 .. .. .. .. .. 45,986 137,387 1933 .. .. .. .. .. 49.265 138,194 1934 .. .. .. .. .. 52,718 155,714 1935 .. .. .. .. .. 55,447 163,884 1936 .. 52,342 176,390 1937 .. .. .. .. .. 50,965 188,446 1938 .. .. .. .. .. 52,547 195,092

Quarter. Number of Claims. Amount refunded. £ s. d. March .. .. 14,934 58,278 14 0 June .. .. .. .. .. 14,122 56,846 0 8 September .. .. .. .. 11,794 39,395 16 6 December.. .. .. ... •• 11,697 40,571 7 1

Year ended 31st March, '^ehides'' Revenue. _ 1934 .. .. .. .. 269 1,597 1935 .. .. .. .. 96 1,629 1936 142 1,813 1937 198 4,159 1938 276 10,591 1939 .. .. .. .. 327 13,461 Total .. .. .. 33,250

H.—4o.

4. ROAD SAFETY. A. PUBLICITY, PROPAGANDA, AND ADULT EDUCATION. The importance of publicity and propaganda in traffic-accident prevention is now recognized throughout the world. The recent report of the House of Lords Committee on Road Reform Proposals states as follows " Witnesses were unanimous in affirming that an extensive and persistent compaign of educational propaganda should be undertaken and that it should be aimed at every class of road-user." The Committee agreed that this is required. The House of Lords Committee recommended that:— A Department of Propaganda should be formed, employing commercial experts, and the Treasury should make an early and substantial grant for the purpose. Co-operation from the pulpit and cinemas should be sought. Broadcasting, signs, advertisement posters, pamphlets, and lectures, &c., should also be employed. Methods adopted by the Post Office and the National Campaign for Fitness might be followed. Young children should be grounded at home in good road behaviour, and instruction in road safety should form part of the school curriculum." A road safety committee presided over by the Lord Mayor of Melbourne recently recommended the intensive education of the public of Melbourne in road-safety principles at a cost, for the first year, of £20,000 to £30,000. Publicity and propaganda are utilized on an extensive scale in accidentprevention in the United States. As a result of the experience during the year it is the Department's considered opinion that a regular programme of publicity is a necessary part of an adequate road-safety campaign. To illustrate this, the following are of interest :— It was anticipated that political meetings throughout the country prior to the elections would greatly increase the possibility of accidents, particularly to pedestrians. A special road-safety effort was made arid, despite large crowds, nearly twenty days passed without a fatality on the roads. As far as is known, upon a population and car registration basis this constitutes a world's record. Early in December another special effort was made in the organization of a Road Safety Week to bring to the notice of the public the danger of taking risks in Christmas and New Year holiday traffic. During the ten weeks following the commencement of the week, despite an increase of 25,000 cars on the road, there were forty-one traffic fatalities, as against fifty-eight for the corresponding period of the previous year. Road Safety Week had two effects : It brought about a reduction in accidents immediately following the effort, and it had the long-range effect of making the public mind more susceptible to road-safety propaganda in the future. Another example of the value of publicity was shown by a special campaign among motor-cyclists. This was followed by a period of three months in which there were four fatal accidents, compared with eighteen during the same three months of the previous year. During the year under review many different types of publicity and propaganda methods were used for road safety educational purposes by this Department. These included the radio, press posters, leaflets, competitions, screen slides, good-riding awards, and personal addresses. Accident statistics were utilized to the fullest extent not only in press statements, radio propaganda, leaflets, &c., but in planning the direction of the road-safety educational campaign. For instance' statistics indicated that May and June might be expected to be the worst months in the year for accidents to cyclists, and, accordingly, during these months publicity was directed towards the prevention of cycle accidents. Assistance is acknowledged from the press, the National and Commercial Broadcasting Services, the Post and Telegraph and other Government Departments, local bodies, and the many business firms' organizations, and private individuals that have submitted suggestions and offered active assistance during the year. The following were the main publicity activities during the year : — Press.—The willing assistance of the press in the publication of road-safety material provided much valuable publicity. Statements summarizing accident statistics and announcing new developments in the work of the Department have been issued at intervals to the newspapers. Ministerial appeals for special care on particular occasions have also been published. Liberal space has been <nven to leading articles on topics of road safety. Meetings of the Road Safety Council and meetings of motorcyclists throughout the country have been reported fully. During Road Safety Week several newspapers printed special safety editions. Posters and Posterettes.—Fourteen slogan and two pictorial posters were printed and distributed duringjthe year. A poster competition was held in connection with Road Safety Week.

24

H.—4o,

Twenty thousand copies of each of two varieties of tram-car window notices were printed. Poster and posterettes were displayed to good effect throughout both Islands. Leaflets and Stickers.—Jmmediately prior to Road Safety Week a million and a quarter copies of eight varieties of motorist and pedestrian leaflets were produced. Distribution was arranged through local bodies. A further issue of gummed envelope stickers was necessary, and 100,000 copies of each of twelve designs were distributed. Book-cover Publicity.—A million and a quarter book covers carrying road safety publicity were issued to libraries. The Department was able to secure exceedingly advantageous terms. Transfers. —Several thousand windscreen and bicycle transfers were distributed. Screen Slides.—Screen slides have been displayed in a number of theatres at reduced rates. Films.—The Department has produced two short 16 mm. natural-colour films, featuring road safety against a scenic New Zealand background. A number of 16 mm. sound films have been obtained from the United States. These have already been used at meetings in different parts of the Dominion, and will be valuable assets in the future. Cameras.—A. useful library is being accumulated of photographs taken by Traffic Inspectors of accident wrecks, scenes of accidents, breaches of the regulations, &c. A large number of these were supplied for publication and display during Road Safety Week. Radio— The Department is indebted to the national and commercial services for their exceedingly valuable co-operation in broadcasting slogans and dialogue. Road Safety Week.—From 4th December to 10th December a Road Safety Week was held throughout New Zealand. Local-body officials formed the nucleus of special committees in each centre, and carried out very valuable organizing work. Six departmental floats in each Island travelled respectively from Wellington to Auckland and return, and from Christchurch to Invercargill and return. _ At each town on the itinerary where local processions had been arranged the Department s floats linked up with local exhibits. One hundred and twenty dialogues were recorded in duplicate and distributed to radio stations throughout the Dominion. Mayors and Chairmen of local bodies and also the clergy made local appeals for co-operation. The campaign during Road Safety Week clearly demonstrated the value of "shock tactics." Despite traffic increases, there was an actual reduction of several hundred accidents during the three months following the week, compared with the same three months of the previous year. Motor-cyclists.—Two copies of a small motor-cycle magazine were distributed to all registered motor-cyclists, and a further copy is in the course of preparation. Conferences were held between the Department's Publicity Officer and representatives of the clubs in all the main centres. Agreement was reached regarding new regulations for the better control of motor-cycling, and these have now become law. Considerable assistance in the carrying out of roadsafety measures has been given by the clubs. A distinct improvement in the motor-cycle-accident rate is already evident. P. NEW ZEALAND ROAD SAFETY COUNCIL. Some further changes in the personnel of the Safety Council have taken place due to the resignation of Dr G F Anson and the return to New Zealand of Mr. G. R. Ashbridge. The present personnel of the Council is Hon. R. Semple (Chairman), Mr. G. L. Laurenson (Deputy-Chairman), Mr. J H. Jerrem Mr G. R. Ashbridge, Mr. J. F. Cousins, Mr. M. F. Luckie, Mr. D. J. Cummmgs Mr J. Wood, Dr. J. W. Mcllraitli, Mr. F. C. Spratt, Dr. S. D. Rhind, Miss M. Magill, Mr. J. S. Hawkes, Mr. W. A. O'Callaghan, and Mr. C. >T. Talbot. During the year under review three meetings were held by the Council, and the following were among the many problems considered :— The high accident rate of motor-cycles and rental cars. Intoxicated motorists (including fresh laws and standard tests). Learner plates for new drivers. Publicity (adults and school-children). Revision of vehicle-lighting requirements. Better lighting of highways. Revision of pedestrian-crossing requirements. Safety zones and pavement markings. Minimum age for taxi-drivers. Safety glass for all motor-vehicles. A special sub-committee, consisting of all Wellington members, was appointed to go thoroughly into the problem of the driver who is the worse for drink (not necessarily intoxicated). The Council continues to prove of the greatest assistance to the Department in road-safety matters.

4—H. 40.

25

H.—4o,

C. ROAD-ACCIDENT STATISTICS. (1) Introductory. (a) General. The compilation of statistics relating not only to fatal accidents, but also to those involving other personal injury was continued during the past year. The system of reporting and recording these accidents, which was inaugurated in March, 1937, has been somewhat improved, so that comprehensive details of most features of the accident trends can now be ascertained fairly readily. (b) Classification of Bodily Injuries. While at first it was left entirely to the judgment of the reporting officer to determine whether an injury should be classified as " serious " or " minor " it was later decided to adopt the broad definitions prescribed by the League of Nations Committee dealing with unification of accident statistics. The following bodily injuries were then defined as " serious " —fractures, concussion, internal injuries, crushings, severe cuts and lacerations, severe general shock necessitating medical treatment, and any other injury involving removal to and detention in hospital. Only lesser injuries such as bruises and sprains were to be classified as " minor." The application of this classification immediately resulted in a large increase in the number of " serious " injuries which were reported, and a corresponding decrease in the " minor " injuries. (c) The Number of Accidents. The number of fatal motor accidents which occurred on the roads and streets of the Dominion during the year ended 31st March, 1939, was 225. There were also 4,158 other accidents where one or more of those involved received injury to their person. Altogether 246 persons were killed and 5,635 were injured. (2) Fatal Accidents. During the past five years 1,087 lives have been lost through motor-accidents which have occurred on the roads and streets of the Dominion. The following table shows how the death-rate per million gallons of petrol consumed by motor-vehicles has dropped steadily from 3-19 in 1935 to 2-69 in 1939. The number of deaths per 10,000 motor-vehicles has decreased from 9-63 in 1935 to 8-85 ner 10 000 in 1939. *

Table A.—Annual Death-rate and Road Usage During the Past Five Years.

In a comparison of the fatal accidents during the year ended 31st March, 1939, with those which occurred during the preceding year the following main points emerge :— (i) The number occurring in the built-up areas has increased by 181 per cent. Practically the whole of this increase is in respect of accidents occurring in the daylight. (ii) On the rural roads the converse applies. The fatal accidents have been reduced by 14 per cent., and the whole of the reduction is in respect of daylight accidents. The number occurring after dark has actually increased by one. (iii) The moBt marked variation from the previous year in respect of type of accident is an increase of 10 in the number of non-collisions occurring at night. These consisted mainly of instances where the vehicle left the road or overturned on the roadway. The following table shows for purposes of comparison the details of the fatal accidents which occurred during each of the two years 1937-38 and 1938-39,

26

Number Petrol Con- Deaths Average number Deaths per Year ended 31st March, of sumed (Million per Million of Motor-vehicles 10,000 MotorDeaths. Gallons). Gallons. on the Road. vehicles. 1935 •• •• •• 182 57-08 3-19 188,983 9-63 1936 ■■ •• 203 64-99 3-12 203,817 9-96 1937 •• ■■ •• 213 73-88 2-88 227,572 9-36 1938 •• •• 243 84-13 2-89 252,359 9-63 1939 •• •• •• 246 91-56 2-69 278,099 8-85 Totals 1,087 371-64 2-92 1,150,830 9-45

H.—4o.

Table B.— Comparison of Details of Fatal Motor Accidents, 1937-38 and 1938-39.

(3) Particulars of all Accidents reported (i.e., Fatal and other Injury Accidents). (a) Types of Accidents. The most frequent type of fatal accident was the collision of a pedestrian and tnotor-vehicle. In the towns this form of accident represented 36 per cent, of all the fatal accidents, while collisions of motor-vehicles with bicyclists accounted for another 22 per cent. Even on country highways the pedestrian accidents made up 17 per cent, of all the fatal accidents. Considering both fatal and non-fatal accidents, however, the most numerous type of accident was the collision between two motor-vehicles, accounting for 34 per cent, of all accidents. Table C shows the number of each type of accident occurring in built-up and other areas. (" Built-up areas " are taken as boroughs, town districts, and any roads outside those areas subject to the speed-limit of 30 miles an hour).

27

Year. Item. 1938-39. 1937-38. Number of fatal accidents — (а) Total number .. .. .. .. .. • • 225 229 Number in daylight .. .. .. •• •• 118 121 Number in dark .. .. .. .. . • • • 107 108 (б) Number occurring in built-up areas — Total 102 86 In daylight .. .. .. • • • • • • 51 33 In dark .. .. .. .• .• ■ • • • 51 53 (c) Number occurring on Rural RoadsTotal .. .. .. •• • • ■ • •• 123 143 In daylight .. .. •. • • • • • • 67 88 In dark .. .. .. ■ ■ • • ■ ■ ■• 56 55 (d) Number of collisions between motor-vehicles — Total 10 36 In daylight .. .. .. • • • • • • 27 24 In dark .. .. .. ■ ■ •• • • • ■ 13 12 (e) Number of collisions with railway trains — Total 11 11 In daylight .. .. .. • • • • ■ • 7 8 In dark .. .. .. • ■ • • •• • • 4 3 (/) Number of collisions with trams .. .. • • • • 1 3 (n) Number of collisions with bicyclists — Total 34 33 In daylight .. .. .. • • • • ■ • 18 20 In dark .. .. .. • ■ • • •• • • 16 13 (h) Number of collisions with pedestrians — Total .. .... .. . • • • • • 57 58 In daylight .. .. • • • • • • ■ • 17 17 In dark .... .. .. • • ■• ■ ■ 40 41 (i) Number of collisions with horse-vehicles or animals . . . . 1 2 (j) Number of other collisions — Total 18 33 In daylight .. .. •• •• •• •• 11 13 In dark.. .. .. • • • ■ •• • • 7 20 (Ic) Number of non-collisions — Total 63 53 In daylight .. .. • • ' • • • • • • 38 38 In dark . . .. . . ■ • • • •• • • 25 15 Number of persons killed — (a) Total number .. . • • • • ■ • • • • 246 243 (b) Number of occupants of motor-vehicles (not motor-cycles) .. 115 116 (c) Number of riders of motor-cycles or pillion-riders .. .. 37 35 (d) Number of bicyclists .. • ■ • • • • • • 33 32 (e) Number of pedestrians .. . . • • ■ ■ • • 56 59 (/) Number of other road users .. . . . . • • • • 5 1

H.—4o.

Table C.—Types of Motor Accidents.

(b) Location of Accidents. In the section of this report which deals with the traffic census on the main-highway system it was estimated that the urban roads carried 30 per cent, of all motor traffic, the main highways 60 per cent., and other rural roads 10 per cent. Table D indicates that 66 per cent, of the accidents occurred on the urban roads, 28 per cent, on the main highways, and nearly 6 per cent, on the other rural roads. Prom these comparative figures, which are also depicted graphically by Fig. 5, the accident hazard on a basis of road used by motor-vehicles' is seen to be much greater in the urban areas than on the open road, while the hazard on the main-highway system is less than on the other rural roads. In connection with these comparisons, however, it should be remembered that in the urban areas there is also a considerable volume of pedestrian and cyclist traffic which would materially increase the potential hazard.

28

Number of Accidents. Type of Accident. In Built-up Areas. In Areas not Built up. In all Areas. Katal - fetal". T0tal " Fatal | fatal. | T ° taL FataL fetel. | T ° taL ; | | Collisions—■ With another motor-vehicle 17 844 861 23 1 603 ! 626 40 1,447 1,487 With a railway train . . 8 23 31 3 10 13 11 33 ' 44 With an electric tram . . 1 33 34 6 6 1 39 40 With a bicyclist .. .. 23 846 869 9 j 114 123 32 960 992 With a pedestrian.. .. 37 711 748 21 110 131 58 821 879 With a horse vehicle .. J 9 10 4 4 1 13 14 With a ridden horse .... 2 2 ... 11 11 13 13 With an animal .. .... 2 2 .. 1 19 19 .. 21 21 With a telegraph or power pole 7 82 89 5 71 76 12 153 165 With a fixed object .... I 1 4 5 9 4 6 10 Other collisions .. .. 2 68 70 1 73 74 3 141 IllTotal ■ • 96 2,621 , 2,717 66 1,026 1,092 162 3,647 3,809 Non-collisions— Drove off roadway .. 2 12 14 10 91 101 12 103 115 Over bank . . .. 2 24 26 24 145 169 26 169 195 Overturned on road .. 1 41 42. 16 136 152 17 177 194 Person fell from vehicle .... 13 13 4 25 29 4 38 42 Other .. .. I 15 16 3 9 12 4 24 28 Total ■ • . . I 6 105 111 | 57 | 406 j 463 63 511 574 Total accidents .. ' 102 2,726 2,828 123 1,432 J 1,555 225 4,158 4,383

H.—4o.

FIG. 5.-COMPARISON OF TRAFFIC AND ACCIDENTS ON URBAN STREETS, RURAL HIGHWAYS AND OTHER RURAL ROADS.

29

H.—4o

Table D.—Distribution of Motor Accidents on the System of Roads and Streets.

It will be observed that over half of the urban accidents were concentrated in the largo metropolitan areas—i.e., the urban areas comprising and adjoining the cities of Auckland, Wellington, Christchurch, and Dunedin.

FIG. 6.-DISTRIBUTION OF TRAFFIC AND OF ACCIDENTS ON THE MAIN HIGHWAY SYSTEM THROUGHOUT AN AVERAGE DAY.

30

Number of Accidents. Classification of Locality. Fatal. Non-fatal. Total. Number. Number. ''ercontage Number . Percentage j I °* J-otal. of Total. of Total. In the metropolitan areas .. 57 25-3 1,671 40-2 1,728 39-4 In the secondary cities .. 13 5-8 ; 223 5-4 '236 5-4 In the large boroughs .. .. 15 6-7 470 LI-3 485 11-1 In the small boroughs .. .. 22 9-8 340 8-2 362 8-3 In the town districts .. .. 4 1-7 46 1-1 50 1-1 In the closely populated localities . . . . 49 1-2 49 1-1 Total, urban areas .. Ill 49-3 2,799 67-4 2,910 66-4 On State highways .. .. 57 25-3 737 17-7 794 18-1 On other main highways .. 37 16-5 392 9-4 429 9-8 On rural roads .. .. 20 8-9 230 5-5 250 5-7 Total, rural roads .. 114 50-7 1,359 32-6 1,473 33-6 Totals 225 100-0 4,158 100-0 4,383 100-0

H.—4o.

Table E.—Number of Motor Accidents occurring in each of the Large Urban Areas, classified according to Type of Accident.

The number and type of the accidents which occurred in the larger urban areas are given in Table E. From this table it is seen that nearly half the pedestrian accidents for New Zealand occurred in the Auckland and Wellington urban areas. Over half the Christchurch accidents were collisions between a motor-vehicle and cyclist. There were also a large number of bicyclist accidents in Auckland, these two areas being the scene of nearly 40 per cent, of all cyclist accidents throughout the Dominion. The general distribution of accidents on the State highway system may be seen on reference to the maps presented at the end of this report. The accidents occur most frequently where the traffic is densest, and particularly on the open sections of road where the driver is probably not so vigilant as on the more difficult sections. (c) Time of Accidents. The hours at which accidents happen adhere closely to the distribution of traffic throughout the twenty-four-hour period, except that the ratio of accidents to traffic increases considerably at nightfall. This point is illustrated by Fig. 6, based upon statistics of traffic and accidents over the rural mainhighway system.

31

Number of Accidents. -g Collisions. Non-collisions. Urban Areas. T _ P in ah -Si 4 J Ki >S || ill ?a€ » II h m *» w (| h |is H n hi 0 t 5 w [S " .s 0 ° f4 Auckland Metropolitan 18 232 5 8 147 254 29 27 8 12 2 3 727 Area Wellington Metropolitan 20 135 .. 9 52 165 14 13 10 7 1 3 409 Christchurch Metropolitan 13 115 I 8 232 65 10 11 2 5 2 .. 451 Dunedin Metropolitan 6 50 .. 2 42 36 .. 5 2 2 2 . . 141 Wanganui City .. 3 26 3 2 37 7 4 .. .. 2 .. .. 81 Palmerston North City .. 7 27 4 .. 30 16 3 . . . . . . .. .. 80 Nelson City .. .. 2 .. .. 8 5 .. . . 1. 1 .. .. 17 Invercargill City .. 3 18 1 2 23 11 .. 2 .. 1 .. .. 58 Whangarei Borough .. 1 5 1 .. 4 7 .. .. .. .. .. 1 18 Takapuna Borough .. 2 2 .. .. I. 2 2 .. .. 1 .. .. 8 Devonport Borough .. .. 7 .. .. 3 5 .. .. .. 1 1 .. 17 Hamilton Borough .. 3 13 2 .. 26 16 1 4 1 2 1 . . 66 Rotorua Borough .. . . 2 1 . . 6 3 I .. .. .. .. .. 13 New Plymouth Borough I. 18 .. 3 11 14 I 1 .. 2 .. 1 51 Gisborne Borough .. 1 16 . . .. 24 7 1 .. . . 1 . . 2 51 Napier Borough .. .. 13 .. .. 11 16 2 .. 1 .. I I 45 Hastings Borough .. 1 13 .. .. 21 10 1 1 .. . . .. I 47 Masterton Borough .. .. 7 . . .. 9 I 1 . . .. .. .. .. 18 Lower Hutt Borough .. 3 18 1 .. 21 11 5 2 .. .. 1 .. 59 Petone Borough .. 1 14 2 .. 14 6 1 4 2 .. .. .. 43 Greymouth Borough .. 1 5 .. .. 10 6 .. 1 .. 1 .. .. 23 Timaru Borough .. .. 6 .. .. 9 2 .. .. .. .. .. .. 17 Oamaru .. .. 1 4 .. .. 2 2 1 .. .. .. .. .. 9 Total .. 85 748 21 34 743 667 77 71 27 38 11 12 2,449

H.—4o.

The actual hourly distribution of accidents in urban and rural areas throughout the whole year is as follows :—

Table F. —Classification of Motor Accidents according to Hour of Occurrence.

(cl) The Effect of Darkness. The effect of conditions of darkness in contributing to accidents is apparent from the statistics. In the year ended 31st March, 1939, the distribution of accidents each month according to daylight and dark was as follows : —

Table G.—Classification of Accidents each Month according to Light Conditions.

In addition to lack of seeing ability at night, which is undoubtedly the major reason for the increase in night accidents, the following other factors would contribute to some degree also : — (i) Fatigue of road-user ; (ii) Greater proportion of " joy-riding " at night; (iii) Liquor a more common factor at night than in the daytime,

32

Number of Accidents. Built-up Areas. Areas not Built up. All Areas. Hour of Bay. Bercentage Bercentage Bercentage Number. of Daily Number. of Daily Number. of Daily Total. Total.' Total.' l_ Midnight to 1 a.m. .. .. 53 1-9 40 2-6 93 2-1 1 a.m. to 2 a.m. .. .. .. 24 0-8 28 1-8 52 1-2 2 a.m. to 3 a.m. .. .. 19 0-7 17 1-1 36 0-8 3 a.m. to 4 a.m. .. .. .. 15 0-5 11 0-7 26 0-6 4 a.m. to 5 a.m. .. .. .. 8 0-3 7 0-5 15 0-3 5 a.m. to 6 a.m. .. .. .. 9 0-3 7 0-5 16 0-4 6 a.m. to 7 a.m. .. .. .. 9 0-3 11 0-7 20 0-5 7 a.m. to 8 a.m. .. .. .. 123 4-4 37 2-4- 160 3-7 8 a.m. to 9 a.m. .. .. .. 106 3-7 49 3-2 155 3-5 9 a.m. to 10 a.m. .. .. 85 3-0 60 3-8 145 3-3 10 a.m. to 11 a.m. .. .. 1 14 4-0 62 3-9 176 4-0 11 a.m. to noon .. ... .. 133 4-7 87 5-6 220 5-0 Noon to 1 p.m. .. .. .. 190 6-7 49 3-2 239 5-5 1 p.m. to 2 p.m. .. .. .. 121 4-3 53 3-__4 174 4-0 2 p.m. to 3 p.m. .. .. .. 140 5-0 105 6*8 245 5-6 3 p.m. to 4 p.m. .. .. .. 156 5-5 134 8-6 290 6-6 4 p.m. to 5 p.m. .. .. .. 252 8-9 139 8-9 391 8-9 5 p.m. to 6 p.m. .. . . .. 333 11-8 157 10 • 1 490 11 • 2 6 p.m. to 7 p.m. .. .. .. 209 7-5 138 8-9 347 7-9 7 p.m. to 8 p.m. .. .. .. 267 9-5 116 7-5 383 8-7 8 p.m. to 9 p.m.. .. .. .. 167 5-9 74 4-8 241 5-5 9 p.m. to 10 p.m. .. .. 97 3-4 62 3-9 159 3-6 10 p.m. to 11 p.m. .. .. 117 4-0 57 3-6 174 4-0 11 p.m. to midnight .. .. 81 2-9 55 3-5 136 3-1 Totals .. .. .. 2,828 100-0 1,555 100-0 4,383 100-0 I

Number of Accidents each Month. Condition of Light. ! I April. May. June, j July. Aug. Sept. ! Oct. Nov. j Dec. Jan. Feb. Mar. Total. Daylight .. ..286 215 170 160 175 192 251 274 302 262 253 241 2,781 Darkness (including 204 175 186 173 135 120 135 72 96 66 101 139 1,602 dusk) Totals.. .. 490 390 356 333 310 312 386 346 398 328 354 380 4,383

H.—4o

5—H. 40.

FIG. 7.-NUMBER OF PEDESTRIANS AND CYCLISTS KILLED OR INJURED DURING EACH MONTH OF THE YEAR ENDED 31st MARCH, 1939, SHOWING THE INFLUENCE OF THE ADDITIONAL HOURS OF DARKNESS IN THE WINTER.

33

FT. —40.

Pedestrian and cyclist accidents at night were much more frequent during the winter months than in the summer. In the months from April to October there were 344 pedestrian casualties at night as compared with 266 during daylight, and in the months of June and July 124 pedestrians were killed or injured at night and only 66 in the daytime. An analysis of the 113 pedestrian night accidents during these two months reveals the following facts : — (i) One such accident proved fatal for every seven where some one was injured. (ii) In 91. cases the pedestrian was crossing the roadway —in 73 instances without exercising due care. (iii) In 16 instances the pedestrian was intoxicated. (iv) In 70 cases the main fault lay with the pedestrian, in 37 cases with the motorist, and in 6 cases dazzling lights were blamed. There were, in addition, 74 other contributory causes consisting also of faults on the part of the motorist, pedestrians, and vehicle lights. (v) Inattentive driving by the motorist was his most frequent fault contributing to the accidents. The weather was wet at the time of 42 of the 113 accidents. The bicyclist does not use the roads after dark to as great an extent as the pedestrian, but, nevertheless, throughout the year nearly 30 per cent, of the cyclists involved in accidents were injured during the hours of darkness. From April to July 163 cyclist casualties occurred at night and 232 in the daytime. Figure 7 shows the numbers of pedestrians and cyclists killed or injured at night each month as compared with the monthly daylight figures. Generally the severity of accidents is greater at night than during daylight. In the daytime there was 1. fatal accident for 23 non-fatal, but at night every fifteenth accident proved fatal. Although only 36 per cent, of all accidents happened at night, over 47 per cent, of the fatal accidents occurred at dusk or dark. The proportion of night accidents is very similar in town and country areas, as evinced by Table H.

Table H.—Classification of Accidents in Built-up and other Areas according to Light Conditions.

The following measures suggest themselves as being vital for improving conditions of safety at night (i) Provision of a modern highway lighting system on rural highways carrying a considerable volume of night traffic. (ii) Improvement of the standard of street lighting in the cities and other towns. (iii) Proper adjustment, maintenance, and control of headlights on motor-vehicles. (iv) Exercise of greater care on the part of motorists, pedestrians, and cyclists alike (a) Motorists should drive at a reduced speed to allow for the great reduction in visibility at night. (b) The pedestrian should remember that the motorist often cannot see him and should make allowance accordingly. For his own protection it is desirable that light-coloured clothing be worn at night by a pedestrian. A light-coloured overcoat (or stockings) will reveal the presence of a pedestrian under conditions where one clad in darker clothes would be quite invisible to the driver of a motor-vehicle. (c) The cyclist, as well as riding with greater care, should ensure that his bicycle is fitted with an efficient reflector and the regulation white mudguard. As an addition to the reflector a red-tail light is recommended. Also, just as the pedestrian may improve his chances of being seen by the wise choice of light-coloured clothing, so may the cyclist.

34

Number of Accidents. Light Condition. Built-up Areas. Areas not Built up. All Areas. Fatal " fata": Tota] " Fatal ' | fata"'. TotaL Katal - Sj I Total. Daylight .. .. . .. 51 1,732 1,783 67 931 998 118 2,663 2,781 Dusk .. .. .. 3 117 120 9 52 61 12 169 181 Dark .. .. .. 48 877 925 47 449 496 95 1,326 1,421 Tota l •• •• •• 102 2,726 2,828 123 1,432 1,555 225 4,158 4,383

H.—4o

(e) The Age and Sex of Persons killed or injured. The age and sex of the victims of the 4,383 motor accidents are shown in Tables I and J hereunder.

Table I. —Persons killed or injured, according to Age and Sex.

Table J.— Relating the Number oF Casualties to Population in the various Age-groups.

Table J relates the numbers of casualties in each age-group to the population in those groups. It is seen that in the case of the very young and also the two oldest age-groups the severity of accident is greater than for the other ages. While over all age-groups there was one person killed for every 24 injured, there was one child under five years killed for every 13 injured. Again, in the age-group fifty-five to sixty-four years one person was killed for 13 others injured, while of those persons sixty-five years or over every tenth casualty resulted in a fatality. When considering deaths on a population basis the older age-groups suffer heavily. The average death-rate for all ages is 15-6 per 100,000, but the group of persons who have reached sixty-five years or more has a road-death rate of nearly 35 per 100,000 population and the fifty-five to sixty-four years group has a death-rate of 26-5 per 100,000. Of the other age-groups the persons from twenty to twenty-four years have the highest death-rate—nearly twenty-seven per 100,000. Children have the lowest rate, the group from ten to fourteen years recording only 5-5 deaths per 100,000. When all accidents are taken into consideration it is found that the twenty to twenty-four years age-group has the worst record —viz., 717 casualties per 100,000 population The fifteen to nineteen

35

Number of Persons killed or injured. Age-group. Killed. Injured. Total. Male. Female, Male. Female. j, e^m Male, Female. Sj £ | 0- 4 years . .. 6 4 10 78 49 127 84 53 137 5 _ 9 years .. 6 5 11 131 95 226 137 100 237 10-14 years 4 4 8 211 120 331 215 J 24 339 15-19 years 22 5 27 577 242 819 599 247 846 20-24 years .. 33 5 38 723 252 975 756 257 1,013 25-34 years 31 4 35 819 271 1,090 850 275 1,125 35-44 years . 19 5 24 442 209 651 461 214 675 45-54 years .. 15 5 20 394 233 627 409 238 647 55-64 years .. 32 5 37 311 151 462 343 156 499 65 years and oyer .. 23 12 35 207 96 303 230 108 338 Age not reported .. 1 1 16 8 24 17 8 Total .. •• 192 54 246 3,909 1,726 5,635 4,101 1,780 5,881

Fa§~ a § 1= ™ § k ® § 1:3 So , w © '■£ S s t3 § «2 e -< P-1-5 (£«. (S ■=• Ph S ■§ Population cjh ,g <« .0 «|-g •« t, "§ ««-J P Age-group. (19 36 Census). °J °g **£ ft* || || |l-3 fg<S ||| | Is I 3 l§ I 1 Per Cent. Per Cent. 0-4 years .. .. ■■ 130,762 10 137 7-3 7-7 105 5-9 years 140,994 11 237 4-6 7-8 168 10-14 years . •■ •• 145,647 8 339 2-4 5-5 233 15-19 years 140,221 27 846 3-2 19-2 603 20-24 years 141,340 38 1,013 3-7 26-9 717 25-34 years . .. •• 245,146 35 1,125 3-1 14-3 459 35-44 years • • •• 200,180 24 675 3-6 12-0 337 45-54 years .. •• 187,295 20 647 3-1 10-7 345 55-64 years 139,631 37 499 7-4 26-5 357 65 years and over .. •• 100,774 35 338 10-3 34-7 335 Unspecified .. •• 1,820 1 25 4-0 Total •• 1,573,810 246 5,881 4-2 15-6 374

H—4o.

years group also has a high rate—6o3 casualties per 100,000. After thirty-five years is reached the rate is comparatively steady at about 340 casualties per 100,000. The accident rate for children averages 170 per 100,000, or half that of the groups over thirty-five years. (/) The Types of Road-users killed or injured. The numbers of the various types of road-users who were killed or injured each month are set out in the following table:—

Table K.—Type of Road-users killed or injured each Month.

April was the record month last year in respect of the number of all casualties. There were more motor-vehicle-occupant and also more pedestrian casualties that month than during any other. In May there was a greater number of bicyclists injured than in April, and in December there were more motor-cyclists. Generally speaking, the summer months produce the greatest crop of accidents to users of motor-vehicles, but, as indicated earlier in the report, the winter months are the worst for pedestrians and cyclists. (g) Accident Causes. An endeavour has been made to assess the responsibility for the various types of accidents to the different parties involved. Each individual report received indicates the main cause of the accident in the opinion of the reporting officer. In Table L these main causes have been set down against the appropriate party or feature judged to be to blame. There are also, of course, other secondary causes indicated in many accidents, but these have been disregarded for this purpose.

Table L. —Assessment of Main Responsibility for Accidents.

36

Number of Persons killed or injured. Month " Occupants ,77 vlficles" °PiW 01 Bi °y clists - trians' 0thor ' Total - _____ ' riders. 1938. A P ril 325 92 108 112 4 641 May .. ■■ •• •• 226 78 117 77 6 504 June • ■ ■ ■ • • • • 228 67 98 84 4 481 Ju] y 200 56 72 106 4 438 f- u g ust , 187 47 70 86 • 12 402 September .. .. .. 180 64 78 73 5 400 October .. .. ., 277 84 84 72 10 527 November .. ... .. 215 76 95 68 3 457 December .. . . .. 299 102 81 73 3 558 1939. .January .. .. .. 309 60 54 52 3 478 February .. .. .. 244 79 78 67 5 473 March .. . . .. 284 70 81 82 5 522 T ° tals 2,974 875 1,016 952 64 5,881

Number of Accidents. Motorist at Fault. Bicyclist at Fault. 3 J ypo of Accident. « . o v ' — _____ 43 • !I3 || .HI -i || *1 3 I 11 5 l| § y -j S S 1 I & ° I 5 I _ | 13 j A HMOHJcl, P3-ij OH Motor-vehicle and bicyclist 452 9 461 497 23 520 .. 8 3 992 Motor-vehicle and pedes- 233 22 255 623 1 879 trian Other motor-vehicle acci- 2,146 150 2,296 100 26 90 2 512 dents Total accidents involving 2,831 181 3,012 497 23 520 623 109 29 90 4 383 a motor-vehicle i

H.—40,

In the ease of 992 aeeidents involving bicyclists it will be noted that the motorist is judged to be mainly responsible in 46 per cent, of the cases, the cyclist in 53 per cent. ; the road in 1 per cent., and weather in three instances only. The most frequent faults of the motorist were : Failure to yield right of way .. .. ■ • • • • • 10? cases. Driver inattentive or attention diverted .. .. .. .. 93 cases. Failure to keep to correct side of road .. .. • • 52 cases. Passing other vehicle negligently .. .. • • .. 34 cases. The main faults on the part of the bicyclist were :— Failure to yield right of way .. .. .. • .. 92 cases. Rider inattentive or attention diverted .. .. ■ ■ 81 cases. Failure to keep to correct side of road .. .. • ■ .. 72 cases. Failure to give clear signal .. .. • • • • .. 55 cases. Swerving .. .. ■ • • • • • ■ ■ .. 48 cases. Reckless emergence from another road . . .. • • 32 cases. Tn 879 accidents involving a pedestrian the motorist was found to have committed the main fault in 29 per cent, of the accidents and the pedestrian in 71 per cent. The main motorist faults committed were : — Driver inattentive or attention diverted .. .. • • 64 cases. Failure to give way at an authorized crossing .. .. 39 cases. Failure to keep to correct side .. .. .. • • .. 18 cases. Excessive speed having regard to the conditions .. .. • • 17 cases. The most frequent pedestrian faults causing accidents were as follows: Crossing roadway heedless of traffic .. ■ • ■ • • • 329 cases. Stepping into roadway without due care .. .. • • ■ • 125 cases. Emerging from behind a vehicle or object .. • • 51 cases. Pedestrian intoxicated .. .. • • • • • • 31 cases. Failure to keep to side of road .. .. • • ■ ■ .. 24 cases. The actions of the pedestrians involved in the 879 accidents were as follows : — Walking along the road— (a) In the same direction as vehicle .. • ■ 83 accidents (15 tatal). (b) In the opposite direction to the vehicle .. 13 accidents (none fatal). (c) Direction unknown .. .. •. ■ ■ .. 8 accidents (none fatal). Crossing the road —• (a) At an authorized pedestrian crossing.. . ■ 41 accidents (2 fatal). (&) Elsewhere . .. ■ • • • * • * ■ 635 accidents (34 fatal). Child playing on the road .. .. ■ ■ ■ • • • 13 accidents (1 fatal). Standing on the road .. .. • • • • .. 15 accidents (3 fatal). Action not reported .. . • • • • • .. 71 accidents (3 fatal). Of all types of accidents the main causes on the part of the motorist were as follows : Failure to give way to another vehicle .. .. • • • • 623 cases. Failure to keep to the left — (а) Cutting corner .. . • ■ • • • ■ ■ • • 197 cases. (б) Swinging out on a bend .. • • • • • • 104 cases, (c) Elsewhere than, on a bend . . . • • • ■ • 150 cases. Driver inattentive or attention diverted .. . . • • • • 365 cases. Excessive speed under the conditions .. . • • • • • 300 cases. Skidding .. .. • ■ • • • ■ ■ • • • cases. Motor-vehicle faults were — Failure of steering gear .. ■ • • • • • • • 34 cases. Tire burst . . .. . • • • •• • • . 30 cases. Inadequate or no headlights .. . • • • .. 27 cases. Dazzling headlights .. . • ■ • • • .. 27 cases. Defective brakes .. .. • • • • • • .. 27 cases. Faults attributed to the road were as follows : — Road surface slippery from rain, frost, or other weather conditions .. 20 cases. Inadequate view .. • • • • ■ • • • .. 15 cases. Excessive loose metal .. .. • • • • • • .. 13 cases Narrow road .. .. • • • • • ■ • • .. 13 cases. (h) The Liquor Factor. Previously the only statistics obtained in regard to the influence of liquor as a factor in accidents was in cases where intoxication of the driver was judged to be a cause of accident. Last year, however, if the driver of a motor-vehicle involved in an accident was to any extent under the influence of liquor the police were asked to enter that fact on the report, even though it could not be stated to be a cause of the accident. The following tables have been compiled from the reports received.

37

H.—4o.

Table M.—The Type of Motor Accidents where Drivers were Intoxicated or otherwise influenced by Liquor to some extent.

Table N.—The Location of Motor Accidents where Drivers were Intoxicated or otherwise influenced by Liquor to some extent.

38

Table M.—The Type of Motor Accidents where Drivers were Intoxicated or otherwise INFLUENCED BY LlQUOR TO SOME EXTENT. Number of Accidents. Where Driver was Other Accidents where All Accidents where Type of Accident. Intoxicated. Driver was influenced by Driver was under Liquor. Influence of Liquor. - PataL fetal". TotaL Fata1 ' fetal". TotaL Fata H fetal". TotaL Collisions with— Another motor-vehicle 3 27 30 6 42 48 9 69 78 Railway train .. .... .. .. .. 1 1 .. 1 j Electric tram .... 1 1 .. 2 2 .. 3 3 Bicyclist .. 1 9 10 20 20 1 29 30 Pedestrian .. 1 5 6 1 4 5 2 9 11 Horse-vehicle .. .. 1 1 2 .. .. .. 1 1 2 Ridden horse .... 1 1 j 1 Telegraph or power pole 3 7 10 11 11 3 18 21 Other collisions .. .... 8 8 .. 7 7 15 15 Total collisions .. 9 59 68 7 87 94 16 146 162 N on-collisions — Drove off road .. ..2 7 9 1 8 9 3 15 18 Over the bank .. ..1 3 4 2 4 6 3 7 10 Overturned on road ..2 2 43 3 65 5 10 Person fell from vehicle .... .. .. .. 1 1 .. 1 1 Other .. .. .... .. .. .. 1 1 .. 1 i Total, non-collisions 5 12 17 6 17 23 11 29 40 Total accidents .. .. 14 71 85 13 104 117 27 175 202 Table N.—The Location of Motor Accidents where Drivers were Intoxicated or OTHERWISE INFLUENCED BY LlQUOR TO SOME EXTENT. Number of Accidents. Where Driver was °. ther Accid ™ te where All Accidents where Location of Accident. Intoxicated. Driver was influenced by Driver was under Liquor. influence of Liquor. Fatal Tota1, ■ Fatal " fetal. Total " Fata1 ' fetal. TotaL Auckland Metropolitan Area 1 10 11 1 9 10 2 19 21 Wellington Metropolitan Area .. 1 11 6 71 78 Christchurch Metropolitan Area 2 3 5 12 12 2 15 17 Dunedin Metropolitan Area ..1 1 2.. 2 2 1 3 4 Other cities and large boroughs 1 5 6 1 23 24 2 28 30 Small boroughs and town 1 6 7 6 6 1 12 13 districts Closely populated localities .... .. .. .. 2 2 .. 2 2 Total urban .. 6 26 32 3 60 63 9 86 95 h Rural roads— North Island . . . . 6 29 35 10 31 41 16 60 76 South Island .. .. 2 16 18 .. 13 13 2 29 31 Totals for New Zealand .. 14 71 85 13 104 117 27 175 202 !

Table M.—The Type of Motor Accidents where Drivers were Intoxicated or otherwise INFLUENCED BY LlQUOR TO SOME EXTENT. Number of Accidents. Where Driver was Other Accidents where All Accidents where Type of Accident. Intoxicated. Driver was influenced by Driver was under Liquor. Influence of Liquor. - PataL fetal". TotaL Fata1 ' fetal". TotaL Fata H fetal". TotaL Collisions with— Another motor-vehicle 3 27 30 6 42 48 9 69 78 Railway train .. .... .. .. .. 1 1 .. 1 j Electric tram .... 1 1 .. 2 2 .. 3 3 Bicyclist .. 1 9 10 20 20 1 29 30 Pedestrian .. 1 5 6 1 4 5 2 9 11 Horse-vehicle .. .. 1 1 2 .. .. .. 1 1 2 Ridden horse .... 1 1 j 1 Telegraph or power pole 3 7 10 11 11 3 18 21 Other collisions .. .... 8 8 .. 7 7 15 15 Total collisions .. 9 59 68 7 87 94 16 146 162 N on-collisions — Drove off road .. ..2 7 9 1 8 9 3 15 18 Over the bank .. ..1 3 4 2 4 6 3 7 10 Overturned on road ..2 2 43 3 65 5 10 Person fell from vehicle .... .. .. .. 1 1 .. 1 1 Other .. .. .... .. .. .. 1 1 .. 1 i Total, non-collisions 5 12 17 6 17 23 11 29 40 Total accidents .. .. 14 71 85 13 104 117 27 175 202 Table N.—The Location of Motor Accidents where Drivers were Intoxicated or OTHERWISE INFLUENCED BY LlQUOR TO SOME EXTENT. Number of Accidents. Where Driver was °. ther Accid ™ te where All Accidents where Location of Accident. Intoxicated. Driver was influenced by Driver was under Liquor. influence of Liquor. Fatal Tota1, ■ Fatal " fetal. Total " Fata1 ' fetal. TotaL Auckland Metropolitan Area 1 10 11 1 9 10 2 19 21 Wellington Metropolitan Area .. 1 11 6 71 78 Christchurch Metropolitan Area 2 3 5 12 12 2 15 17 Dunedin Metropolitan Area ..1 1 2.. 2 2 1 3 4 Other cities and large boroughs 1 5 6 1 23 24 2 28 30 Small boroughs and town 1 6 7 6 6 1 12 13 districts Closely populated localities .... .. .. .. 2 2 .. 2 2 Total urban .. 6 26 32 3 60 63 9 86 95 h Rural roads— North Island . . . . 6 29 35 10 31 41 16 60 76 South Island .. .. 2 16 18 .. 13 13 2 29 31 Totals for New Zealand .. 14 71 85 13 104 117 27 175 202 !

H.—4o,

Table O.-The Day and Time of Occurrence of Motor Accidents where Drivers were Intoxicated or otherwise influenced by Liquor to some extent.

As well as accidents caused mainly by intoxication of motorists (65) and of pedestrians (31) there were 5 instances of intoxicated bicyclists causing the accident. The following main facts emerge from a study of the foregoing tables relating to driving when under the influence of liquor : — (i) While the severity of all accidents is represented by 1 fatal accident for every 18 or 19 non-fatal, in cases where the driver was to some extent under the influence of liquor 1 accident in 8 was fatal. Where the driver was definitely intoxicated, every sixth accident proved fatal. ~| . (ii) Collisions with another motor-vehicle are the predominant type of accident, while there were also 55 instances where no other road user was involved. Collisions with bicyclists were frequent, also collisions with telegraph poles. (iii) More than half these accidents happened on the country highways. (iv) These accidents were most frequent during the evening hours, mainly from ■) p.m. to 9 p.m., but also to a lesser extent until after midnight. (v) Of all the accidents involving liquor 42| per cent, occurred between 4 p.m. Saturday and 4 a.m. Sunday. Of the 202 accidents the condition of intoxication was stated to be the mam cause of accident in 65 instances. Of the remainder, the most frequent causes were found to be : (i) Excessive speed .. ■ • • • • • ■ • .. 30 instances. (ii) Failure to keep to the correct side .. • • • • .. 26 instances. (iii) Inattention .. ■ • • • ■ • • • " ?? instances. (iv) Failure to give way .. ■ • • • ■ • .. 14 instances. (v) Passing other vehicle negligently .. • • .. 9 instances. When these causes arc compared with the most frequent causes for all accidents it is found that excessive speed is a much more prominent factor where the driver is affected by liquor than it is in general. (i) Departmental Action based on Accident Statistics. (1) Accident Maps for Selective Enforcement.— In order to identify the sections of road and particular locations where accidents are most frequent accident maps have been maintained m respect of accidents on the rural roads. It is obvious that with a limited staff of Traffic Inspectors it has been necessary to adopt a policy of selective enforcement consisting of concentrating the Inspectors where accidents are most frequent. The information revealed by the maps is used to direct the activities oi the

39

Number of Accidents where Driver was Intoxicated or influenced to some extent by Liquor. Hour of Day. — ; ( Mo^ k to d m). | Satmda y s - | Sunda y s - I Total - Midnight to 1 a.m. ...... 4 2 4 10 1 a.m. to 2 a.m. . • •• •• 3 •; r 2 a.m. to 3 a.m. .. • • • • 1 1 Q A 3 a.m. to 4 a.m. .. .... i . • 4 a.m. to 5 a.m. .. • • • • 1 ' 1 5 a.m. to 6 a.m. .. •• •• •• '' 6 a.m. to 7 a.m. .. • • • • 2 7 a.m. to 8 a.m. 8 a.m. to 9 a.m. 9 a.m. to 10 a.m. .. ■ • • ■ 1 10 a.m. to 11 a.m. 11 a.m. to noon . . . . ■ ■ • • ' Noon to 1 p.m. .. • ■ ■ ■ ■ • I • • • • r 1 p.m. to 2 p.m. ...... 3 1 2 p.m. to 3 p.m. .. ■■ •• 3 p.m. to 4 p.m. .. •• •• 8 2 .. 4 p.m. to 5 p.m. .. • • • ■ 2 7 2 5 p.m. to 6 p.m. .. ■ ■ • • 10 16 2 6 p.m. to 7 p.m. . . • • • ■ 15 13 5 7 p.m. to 8 p.m. ...... 6 1® | "" 8 p.m. to 9 p.m. ...... 4 8 4 9 p.m. to 10 p.m. .. • • • • 6 3 • • • 10 p.m. to 11 p.m. .. •• 8 5 •• • 1 ] p.m. to midnight ...... 10 6 2 Total .. .. •• 86 84 32 202 — ' u - Jdu "-" ... 1 O .. "1 _ ..J__ ' /01\

FT.—4O.

Department's traffic staff to the roads which should receive particular attention. Particulars are afforded also of the hours when accidents are most frequent and the type of accident and the nature of driving faults to be expected. (2) Individual Road Hazards. —Where the accident reports reveal individual road hazards such as obstruction to visibility, excessive loose metal, or other less common faults, the local authority controlling the road in question is advised of the report in order that investigations may be made and, wherever possible, the specific fault may be remedied. (3) Particulars to Local Authorities.—Brief particulars of the accidents in their particular areas are furnished also to the city and larger borough authorities. In this way these local authorities are kept in touch with the features of the accident position which most affect them, and may direct their preventive measures accordingly. (4) Accident Repeaters.—A register is maintained of all drivers involved in reported accidents. Where the same individual appears more than once in the records inquiries are made with a view to ascertaining whether he is prone to accident. As might be expected, many of the drivers who have had more than one accident involving injury to some person within the two years that the record has been kept appear to have committed no breach of the regulations. However, it is recognized that there is a certain class of person—and these are not confined to drivers of motor-vehicles —who seem to have the faculty of being unable to avoid accidents. In the case of a driver there may be some specific fault in his driving of which he is probably unaware, but which can be corrected when once identified. On the other hand, there are some drivers on the road who are by reason of their temperament and physical or mental make-up quite unfitted ever to be in charge of a vehicle. As illustrations of the types of drivers who are gradually being located and identified as a result of the inquiries made on the strength of their accident records, the following cases are quoted, necessarily without details which would provide means of identification : Case A, aged 23, was involved in a collision with another vehicle at an intersection, and a little over a year later he capsized the car he was driving. This driver revealed a complete lack of knowledge of the most, elementary traffic rules, and could not read or interpret a traffic sign. Although driving a car daily his low mentality and very poor driving co-ordination renders him quite unfit to be in charge of a motor-vehicle. Case B, aged 19, had two accidents within fifteen months, and has been convicted of negligent driving. He is reported as an irresponsible type lacking in knowledge of the regulations and of correct methods of driving. Case C, aged twenty, has since 1937 been involved in three accidents, two of which resulted in the death of a second person. Although charged with negligent driving he was acquitted and is still eligible to drive without any question being raised of his competence to hold a license. Case D. This driver, aged thirty-four years, was involved in two accidents within a few months, in connection with one of which he was convicted of failure to give way to another vehicle. The interviewing officer reports a tendency for excessive speed coupled with inexperience in driving. Case E, aged nineteen years, has been involved in two accidents, and has been twice convicted of speeding. He is reported as being of low intelligence and slow mental reaction. Case F, aged twenty-three years, has held a driving license for two years and been involved in three major accidents and several other minor ones. The interviewing officer gives his opinion that this man is definitely accident-prone. Case G, a motor-cyclist aged thirty-seven, was involved in two collisions. Later his license was cancelled on being convicted for being intoxicated in charge of a motor-cycle. Case H, aged thirty-two, was involved in two collisions within a year. The local Inspector reported that he had been under observation for some time and that his license was cancelled following conviction for intoxication on the occasion of the second accident. He was later again convicted—this time of dangerous driving and driving without a license. Case I, aged twenty-two, was involved in three accidents within a comparatively few months. On inquiry it was ascertained that this man is reputed to be mentally deficient. Case J, a motor-cyclist aged twenty-two years, was involved in three accidents in less than a year. On inquiry it was found that he had been warned by his employers after his third accident that his position would be prejudiced if he did not dispose of his machine. There is at present no legislative power enabling traffic. 1 , authorities to review the licenses of drivers of this type. At the present time, unless found by the Courts to be guilty of a serious breach —and in many cases no such breach has been committed or if committed cannot be proved — such drivers continue as a menace to other users of the road, simply by their general inability to safely control their motor-vehicles on the common highway. I). ENFORCEMENT OF TRAFFIC LAWS. (1) General. All branches of activity associated with the enforcement of traffic laws showed considerable expansion in activity during the year. The total number of officers engaged by the Government and local authorities for traffic control increased, the number of " warnings without prosecutions " issued by the Department's Inspectors increased substantially, and the number of convictions recorded in the Courts for traffic offences was 24,322, or 36 per cent, above the number for 1937 (17,814).

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Until recently the traffic control staff of the Department was employed on rural roads only. During the year arrangements were made with thirty-one boroughs whereby the Department took over the control of traffic within their boundaries, each Council paying an agreed-upon sum in respect of the services rendered. Seven additional Inspectors were appointed during the year, bringing the total number as at 31st March, 1939, to 60. (2) Convictions, for Traffic Offences. Table No. 9 in the Appendix sets forth a classification of the convictions for the principal traffic offences recorded in the Magistrates' and Supreme Courts during the last ten years. These figures cover the prosecutions taken by the Police Force, local-body Traffic Inspectors, and the Traffic Force of this Department. The figures for 1938 exclude Children's Court cases, which are included in the figures for previous years. The number of convictions per 1,000 motor-vehicles rose from 68 in 1937 to 83 in 1938, and is now higher than at any other period during the last eight years. In the detailed analysis of the offences it is interesting to note that— (a) In 1938 685 drivers were convicted of being drunk in charge of a motor-car, against 573 in the previous year. (b) Convictions for negligent driving rose from 3,744 in 1937 to 4,523 in 1938. (c) Excessive speed in motor-vehicles accounted for 2,855 convictions, in comparison with 1,587 in 1937. (d) Breaches of the parking regulations caused 3,547 convictions, in contrast with 2,161 in the previous year. (e) A heavy increase occurred in convictions for minor traffic offences, which increased from 1,587 to 5,237. (3) Enforcement of Traffic Laws by the Transport Department. . (a) General Enforcement Work. The staff has been located at suitable headquarters throughout the country, and each man has a definite area to patrol. This permits each officer to become fully acquainted with the area he is covering, and enables his patrols to be regulated according to the traffic flow. On special occasions, such as race meetings, shows, and other important events, where there is a heavy volume of traffic, special patrol duties are performed and the traffic flow regulated to the best advantage. On the road-safety side, several of the officers spent a considerable amount of time in giving lectures and instruction in safe driving and in the distribution of safety posters in suitable localities. During the ten-monthly period, June, 1938, to March, 1939 (no record was kept for April and May) the patrols covered over 1,168,000 miles, issued verbal or written warnings for 33,000 offences, weighed 5,370 vehicles for suspected overloading, and tested nearly 3,800 people for drivers' licenses. In addition, during the full year 10,435 of the more serious ofiences were reported. (b) Traffic Offence Bureau. Full details of the results of the year's operations under the scheme of traffic-offence notices and a central bureau are set out in Table No. 11. It has been found that the system has been working very satisfactorily, and as from the Ist January, 1939, arrangements were made to obtain full details of traffic-offence notices issued by all local-body Traffic Inspectors and by the Police Department. Thus the bureau will now have complete records of all the traffic-offence notices issued in the Dominion. (c) Prosecutions. During the year ending 31st March, 1939, some 7,582 informations were kid by the Department in respect of breaches of the laws relating to motor traffic. Convictions were obtained in 7,298 cases and the Courts imposed fines (exclusive of costs) totalling £10,748. In 112 instances the cases were dismissed by the Court, and in 172 cases the informations were withdrawn. Full details of these cases are included in Table No. 10. (d) Late Inspector AUcoch. It is with deep regret that record is made of the death of the late Traffic Inspector T. H. Allcock, who was accidentally killed while on duty in the Rotorua district on Christmas Eve. Inspector Allcock was a very promising officer. E. INSPECTION OF MOTOR VEHICLES. All motor-vehicles operated in the Dominion are required to undergo periodical mechanical inspection, the work being classified into three main divisions :— Inspection of — (1) Passenger-vehicles under Transport Licensing Act. (2) Goods-vehicles under Transport Licensing Act. (3) Other vehicles.

6- H. 40.

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(1) Passenger-vehicles under Transport Licensing Act.—'This class embraces all vehicles used for the carriage of passengers for hire or reward which were brought under the Transport Licensing Act, and includes omnibuses, service cars, passenger trucks, school buses, and the taxis at Hamilton and Thames. These vehicles are examined by officers of the Department specially appointed for the purpose. The examination is a thorough one, and all matters which are likely to prejudice the safety, health, or comfort of the passengers are carefully considered. A certificate of fitness, showing the number of passengers which the vehicle has been authorized to carry, must be exhibited within these vehicles. By perusing plans of proposed vehicles and giving supervision during their construction the Department ensures that all new vehicles will comply with the relevant constructional requirements and modern trend in design. This co-operation eliminates unnecessary expense and delay in placing the vehicle in service. In this manner 288 new vehicles were constructed during the past year. The following is the distribution of vehicles in the four licensing districts which were newly constructed, condemned, or voluntarily withdrawn.

—— . 1. During the year 783 new applications for Certificates of Fitness and 171 applications for temporary permits were received. Since December, 1936, all school buses have been required to undergo periodic inspection, and the work during the past year has entailed the examination of 542 vehicles. In this respect it may be stated that the principal consideration is given to the matters which are likely to prejudice the health and safety of the children. Tabulated below is a statistical survey of these passenger-vehicles which are inspected by the Department as at 31st March, 1939

During the year the following exemption was granted to motor-cars conveying school-children to school:— Any motor-car as defined in section 2 of the Motor-vehicles Act, 1924, if in the carriage of passengers for hire or reward it is used solely for the transfer of school-children not exceeding seven in number and not exceeding by more than two the designed adult passenger-carrying capacity of the motor-car. For the purpose of this Schedule the word ' passenger ' does not include the driver." It is pleasing to note that all operators have responded well to the Department's requirements, and it is considered that the standard of safety and comfort provided in passenger-carrying vehicles adequately fulfills the demands of the travelling public. (2) Goods-service Vehicles under Transport Licensing Act —During the year all goods-service vehicles licensed under the Transport Act were examined by the Vehicle Inspectors of the Department to ensure that they were maintained in a safe condition and were not unduly overloaded. The distribution of these vehicles among the four districts in the Dominion is as follows

■——«■■■■■■«■ Tabulated below is a statistical survey of these goods-service vehicles which are inspected by the Department, showing the improvement in the standard of fitness of the safety factors found

42

District. . W ( 2 ) ! (3) (4) Tntnl Auckland. Wellington. | Christchurch. Dunedin. iotal. (a) Newly constructed .... 97 85 70 36 288 (b) Condemned .. .. .. 30 42 18 7 97 (c) Voluntarily withdrawn . . 295 199 141 101 733

District. Ambu- School School Omni- Service Service Motor Passenger rfl , , lances. Vehicles. Buses. buses. Cars. Coaches. Cabs. Trucks. ! J otal - Auckland .. .. 24 41 151 261 180 47 41 197 942 Wellington .. ..33 50 96 237 190 13 102 721 Christchurch .. .. 17 15 92 104 79 16 3 79 405 Dunedin .. ..12 19 78 89 92 9 .. 15 314 Totals for New Zealand.. 86 125 417 691 541 85 44 393 2 382

District. j Number. No. 1 : Auckland .. .. .. 2 174 No. 2 : Wellington . . .. .. 1 793 No. 3: Christcliurch .. .. .. 987 No. 4: Dunedin .. .. _ _ 3^7 Total .. .. .. 5,771

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during the last semi-annual inspection period, Ist July, 1938, to 31st December, 1938, as compared with the first period Ist January, 1937, to 30th June, 1937, when these vehicles were first brought under the Transport Licensing Act. __ _ , — — | i ™ — i

(3) Other Vehicles. —A system of compulsory semi-annual inspection of all motor-vehicles other than those under (1) and (2) was introduced into the Dominion during the year 1937, and this inspection is in the main being executed by 1,435 approved motor garages. A.t the onset an understanding was given that at the expiry of two years the city authorities where the population exceeds 20,000, or where the number of registered vehicles exceeds 4,000, that had the necessary facilities to undertake all the inspection work in their areas would be made the sole examining authorities in those areas. . Some of the larger cities have already made, or are making, arrangements to install special equipment which will enable them to deal satisfactorily with the inspection of all vehicles in their The inspection of a motor-vehicle for a Warrant of Fitness involves a check, of brakes, lights, steering, wheel-alignment, windscreen-wiper, rear-vision mirror, warning-device, and door-fastenings. The following gives the number of warrants issued to motor-vehicles and the percentage " correcl in every detail" for each period since the regulation has been in force . I 1-* . a. - .. _ S-i A.

The following table gives the percentages of defects as revealed by the inspections:

From a perusal of these figures it is evident that almost every detail involved in the inspection has shown an improvement during the various six-monthly periods, but the figures also indicate the necessity for the test being conducted periodically. The inspection of motor-cycles for a Warrant of Fitness includes a check of brakes, lights, steering-gear, silencer, foot-rests, and warning-device. The following gives the percentage of defects revealed by the inspection of motor-cycles : — '.|_., , I | | ]

I i 1 I ' ■ It may be stated that the manner in which the motoring public has co-operated with the Government in the policy of regular vehicle inspection indicates that it is fully appreciative of the efforts being made to reduce road accidents to a minimum.

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—— Brakes. Lights. j , tj 0 „_ Wind- Rear- Warning . D oor . Period. Steering. screen- vision device 6 faatenings . „ , : wiper. Mirror. Foot. ! Hand. Head. Tail. Per Cent. Per Cent. Per Cent. Per Cent. Per Cent. Per Cent. Per Cent. Per Cent. Per Cent. 1/1/37 to 30/6/37 1 6 17 | 9 28 30 18 20 7 6 1/7/38 .to 31/12/38 .. 12 11-2 10-2 18 22-8 4 6-7 5-1 1-8 , • i i • P 11 i 1 " 1 „ _i.l

„ r „ r , • , Percentage Correct Period ending No. of Warrants issued. in 6V ery Detail. September, 1937 lls'Jn 45 March, 1938 .. .. ■■ •• ■■ 188,711 4& September, 1938 .. •• •• ■■ 198,482 53 March, 1939 .. .. •• •• 204,892 5o

.——— —■ - - — I i Brakes. Lights. Wind _ Rear _ Wam . Door _ Period. in™" screen " ™ ion , in ?- % 8ten " _ T , _ TT , m .. wiper. Mirror, device. ings. Foot. Hand. Head. lail. I Per Per Per Per Per Per Per Per Per 1937 Cent. Cent. Cent. Cent. Cent. Cent. Cent. Cent. Cent. l st .. 30 28 70 17 16 17 6 4 3 2nd . ■ ■ • 21 19 33 10 10 7 2 3 2 1938. l 8t 21 23 23 9 8 6 1-5 3 1-5 2nd !! .. ..24 23 19 9 9.5 1-5 3 1-5

„ , I Lights. Steering, Foot- WarningPeriod. Brakes. &e. bilencer. rcgts> device. J 937 Per Cent. Per Cent. Per Cent. Per Cent. Per Cent. Per Cent. Per Cent. First ..9 29 20 3 8 3 9 Second !! .... 6 15 13 1 3 2 4 1938. First 5 12 11 2 2-5 2 4 Second 4 9 9 1 2 1-5 4

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5. MOTOR-VEHICLES INSURANCE (THIRD-PARTY RISKS) ACT, 1928. A. STATISTICS. 1 he Motor-vehicles Insurance (lhird-parfcy Risks) Act passed in 1928 compels every owner of a motor-vehicle to insure against liability to pay damages on account of the death or injury to another person caused through the use of a motor-vehicle. Payment of the insurance premiums is made annually to the Deputy Registrars of Motor-vehicles simultaneously with that of the annual license fee payable under the Motor-vehicles Act. Owners of motor-vehicles are required to nominate each year the insurance company with which the contract of insurance is to be made. For the year ended 31st May, 1938, forty-one insurance concerns gave the prescribed notice to undertake business under the Act, and carried on business accordingly. The following table shows the experience of the scheme during the nine years ended 31st May, 1938. The figures for claims do not represent the amount paid during each year, but refer to accidents happening during each particular period.

B. ANNUAL REVIEW OP PREMIUM RATES. Section 16 of the Act provides that the amount of the premiums to be paid in respect of thirdparty insurance may be fixed from time to time by Order in Council. In accordance with the usual practice, the financial operations of the companies undertaking this class of insurance were carefully examined, and it was decided to make the following alterations to the premiums for the year 1939-40.

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Claims paid and EstiYear ended 31st May, Revenue from mated Liability for 1 . R Premiums. Claims outstanding j Claim Ratio, at 31st May. i no a ® £ Per Cent. 1930 •• •• •• •• 235,007 202,380 86-12 1931 •• •• •• •• 242,864 186,379 76-74 1932 233,731 161,217 68-98 1933 229,133 137,013 59-80 1934 •• •• •• 221,734 166,648 75-15 1935 •• •• •• •• 211,709 230,626 108-93 1936 •• •• 230,696 264,700 114-73 1937 •• •• •' .. 257,559 331,134 128-56 1938 •• ■■ •• •• 289,891 432,352 149.14 Totals .. .. .. 2,152,324 2,112,449 98-14

Class. Old Premiums. New Premiums. ( : J Increases— £ s. d. £ 8 . d. Class 4 .. .. .. .. 100 160 Class 5 .. .. .. .. 280 2 13 0 Class 6 .. .. .. .. 1 10 0 1 18 0 Class 8a — Class 8a : Public motor-cabs .. .. 7 10 0 10 0 0 Class 8ab : Private motor-cabs .. .. 7 10 0 Class 8d — CJp to ten seats (including driver) .. 2 5 0 3 0 0 For every seat in excess of ten .. .. 0 2 0 0 2 0 Maximum premium payable .. .. 4 0 0 4 12 0 Decreases— Class 8b— Up to ten seats (including driver) .. 6 0 0 6 0 0 For every seat in excess of ten .. .. 0 2 6 0 2 0 Maximum premium payable .. .. 8 0 0 7 12 0 Class 8c— Up to seven seats (including driver) .. 6 0 0 6 0 0 For every seat in excess of seven .. 0 7 6 0 4 0 Maximum premium payable .. .. 9 7 6 7 16 0

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C. " HIT-AND-RUN " DRIVERS. The table hereunder indicates the number of claims and the amounts paid out under the agreement which was gazetted on the 29th October, 1931, at page 3023, and which relates to thirdparty insurance to cover the damage resulting from death or injuries due to the negligence of such Although the numbers of claims arising out of this type of accident show only a small reduction since 1936, when heavier penalties came into force, this is probably due to its being more widely known that a claim for damages may be made under the above agreement.

Table of Claims.

6. REGULATION OF COMMERCIAL ROAD TRANSPORT. TRANSPORT LICENSING ACT, 1931. A. PASSENGER SERVICES. The degree of stability that has been attained in the passenger-service industry is reflected to some extent in the work of the Licensing Authorities for the year ended 31st March, 1939 Some 249 applications were considered for the renewal of passenger-service licenses, and, excepting for live applications which have been held up for further consideration, all the licenses were renewed. Included in these applications were the first of the licenses issued in 1935 for a three-year term. Table No. 12 sets out full details of the applications for new licenses, amendments to licenses, and transfers of licenses dealt with by the Licensing Authorities during the year. (1) Applications foe New Licenses. Some 187 applications were dealt with by the four District Licensing Authorities and 7 by the Metropolitan Authorities. Of these, 124 were granted, mainly for contract licenses, 23 were refused, and 35 were adjourned for further consideration. (2) Applications for Amendments to Licenses. Of the 251 amendment applications received for the variation of the terms and conditions of licenses in force, 212 applications were granted, 2 were refused, and 31 adjourned. (3) Applications foe Teansfee of Licenses. During the year 54 applications were considered for the transfer of licenses, 53 of the applications being granted and 1 adjourned. (4) Tempoeaey Licenses issued. The figures for temporary licenses issued, which are not shown in Table No. 12, are set out hereunder, together with comparative figures for the previous two years :

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Number of | Amnimt, imid ' j Accidents for j , ! Expenses incurred Year ending 31st May, which Claims Claimants in andlill 8 Claims. i made. £ s. d. £ s. d. 1932 (five months only) .. ■ • • • 5 595 0 0 145 3 6 iqoo V ..11 885 8 0 144 8 7 jqU . 12 720 2 6 151 10 10 Ztt .. 29 1,661 11 4 327 8 4 Iqofi .. 38 1,224 9 6 517 5 2 iqoy .. 37 1,753 3 6 249 7 3 iqoR .. 25 1,557 2 10 133 2 8 1939 " ;; ;; .. .. 36 168 7 6* 45 8 9* ♦Incomplete.

Year ending 31st March, Area. 1937. 1938. 1939. No. 1 Licensing District 1,153 1,749 2,066 No. 2 Licensing District .. .. •• 976 1,179 1,1«J No. 3 Licensing District 441 913 No. 4 Licensing District 438 1,028 1,07 Auckland Transport Board District ■ ■ • • 1,660 2,167 Wellington Metropolitan Area Cliristchurch Metropolitan Area .. •• •• 4 .. Dunedin Metropolitan Area .. .. • • 3 13 Total 4,675 7,049 7,298

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(5) Passenger-service Licenses in Force. At the end of March, 1939, there were 774 passenger services licensed in the four licensing districts, and 74 in the four metropolitan areas, making a total of 848 passenger services licensed under the Transport Act in the Dominion. (6) Review of Licenses. During the year a careful survey was made of passenger fares, parcel rates, and finances of all passenger-services with a view to ensuring that the public was receiving its proper share of the benefits that accrue from the licensing system. Following on this review the fares on a number of services were considered by the Licensing Authorities resulting in fares being reduced in several instances. Further reviews of this nature are in train, and it is hoped that during 1939 all the services requiring review will have been considered. (7) Inspection of Accounts and Records. The normal routine work of the accountant inspectors attached to the district offices of the Department includes the inspection of the accounts and records of operators, partly to maintain a check on their operations, but mainly to give them whatever advice is necessary to help the licensees to keep reliable figures. During the year 67 services were inspected. (8) Finances and Statistics, 1937-38. Tables No. 13 to 19 set out the position of passenger-services licensed under the Transport Licensing Act (excluding those licensed by the four Metropolitan Licensing Authorities) for the year ended 31st March, 1938. It will be remembered that it was not possible to publish these figures in the 1938 report owing to the report being required earlier than was usual. A similar set of circumstances makes it impossible for the figures for 1938-39 to be included in this report, and arrangements will again be made to publish them at a later date. Before being included in the statistics all returns have been carefully checked and certain adjustments made. The most important of these are in respect of depreciation, drawings in lieu of wages, and overhead. Depreciation has been allowed at rates varying from 10 per cent, to 20 per cent., according to the annual mileage run and type of service and vehicles involved. Drawings in lieu of wages have in every case been adjusted so that the operator is credited with a reward equivalent to award wages (at 1937-38 rates) for the work he does. An allowance for management has been included in the overhead charges. Any amount shown for interest has been omitted, whether actually paid or not. Thus the net surplus shown is the gross return on the total capital invested and is independent of the method of financing the business. Other minor adjustments have been made where it was considered that the figures as returned did not represent the normal cost of carrying on the business. Revenue derived from activities outside those of operating a passenger-service has been excluded as far as possible. It is difficult, however, to do this with complete accuracy. Returns which show a large amount of " other revenue " or revenue earned mainly in respect of goods carting have been omitted from Table No. 17, though they are included in the " unclassified " group in Table No. 16. (a) Classification of Services. For the purpose of arriving at representative average figures the services have been divided into groups of services which operate under more or less similar working-conditions and whose operating expenses and revenue are more or less comparable. The basis of this classification is as follows : — (i) Services operated by Private Enterprise: — Group 1 : Buses used in borough and suburban services. Group 2 : Buses and mixed fleets running between local centres and surrounding districts. Group 3 : Service cars, deriving most of their revenue from passenger fares and operating over a medium distance. Group 4 : Service cars whose revenue from passenger fares does not exceed 50 per cent, of their total revenue (chiefly rural mail contractors). Group 5 : Buses, service coaches, and mixed fleets running between main towns. (ii) Services Operated by the State and by Local Authorities: — Group 6 : Services operated by local bodies. Group 7 : Services operated by the New Zealand Railways Road Services. Unclassified: Services not coming within the above classification (e.g., school buses, passenger-trucks, baby cars, &c.), returns which appear to be inaccurate, incomplete returns, returns including revenue or expenses due to other operations in cases where no reliable apportionment can be made.

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The division between the groups has had to be made in a somewhat arbitrary manner as there are no hard-and-fast differences between one class of service and another. Thus the conditions of operation of Groups 1 and 2 and of Groups 3, 4, and 5 are similar in a number of respects, but it is considered that there are sufficient differences to justify the grouping adopted, and care has been taken to make the grouping as consistent as possible. It will be noted that services operated by the New Zealand Railways have been grouped separately. This has been done because separate figures relating to the various routes covered were not available. Services operated by local authorities are all of the same general type as those included in Group 1, but as method of finance and conditions of operation are somewhat different and in some cases the services are operated as feeders to tramway undertakings it has been considered desirable to show them separately. As the purpose of the classification is to arrive at the most representative figures obtainable a number of returns were included as " unclassified,' either because they were obviously not accurate or because the services involved could not be brought within the grouping. These returns have, however, been included in all the tables except No. 17. Contract work where it was shown on a separate return has been included in the " unclassified " group. Where contract work is undertaken by a licensee who also operates a route service and costs and revenue for the former have not been separated the contract figures are included in the classified groupings, together with the figures for the route service. (b) General Position of the Industry. (Tables Nos. 13 to 15.) The general results of operations of the industry are summed up in Table No. 13, where comparative figures for the last six years are given. It will be seen that nearly all the figures show an increase on those for the previous year. The number of passengers carried has risen to a new high level from 21,500,000 in 1936-37 to 23,300,000 in 1937-38, or by 84 per cent. ; the number of vehicle-miles has increased from 22,800,000 in 1936-37 to 23,500,000 in 1937-38, or by 3 per cent. ; revenue advanced from £1,058,000 in 1936-37 to £1,147,212 in 1937-38, an increase of 8-8 per cent., while profits rose from £109,000 to £117,346 in 1937-38, an increase of 6-9 per cent. As shown by Table No. 14, operating-costs have increased by 0-51 d. per mile, but this has been more than offset by an increase of 0-58 d. per mile in revenue. It will be seen that passenger revenue has risen by 0-65 d. per mile, the other items of revenue, with the exception of that from newspapers, having declined slightly. Profit was equal to 10-23 per cent, of turnover and has remained fairly steady for the last three years, which is an indication that the industry has reached a position of stability in regard, to its earning-power. Financially the road transport (passenger) industry is in a sound position. The relevant details are set out in Tables Nos. 15 and 19. The total investment is over £1,000,000, of which vehicles comprise just over one-half. For the year 1937-38 there has been a considerable increase in the value of vehicles used, 123 new vehicles having been put on the road. Investment in other fixed assets — land and buildings and plant—has also increased. This increased investment in fixed assets has been to some extent offset by a reduction in floating assets —stocks, debtors, and cash on hand—but there has also been a substantial increase in the total investment as compared with the previous year. This has been financed partly by increased borrowing —" outside " liabilities having risen from £241,000 in 1936-37 to £255,000 in 1937-38 —but to a greater extent from the industry's own resources. The proportion of capital and reserves to total liabilities for the year under review is 76 per cent, as compared with 71 per cent, for the previous year. (c) Operations of Particular Types of Services. (Table No. 16.) The arrangement of different types of services into groups enables comparisons to be made between one type and another, and also provides typical cost figures which operators may use as a check on their own results. It will be seen that services operated by the New Zealand Railways and municipal authorities (Groups 6 and 7) earn between them approximately 28 per cent, of the total revenue, account for 24 per cent, of the mileage run, and approximately 36 per cent, of the total passenger-journeys. The balance represents services owned and operated by private enterprise. For further details of services comprised in Group 7 (New Zealand Railway Road Services) the annual report for 1938 of the General Manager of Railways may be consulted. It will be noticed that the figures shown do not agree with those published in that report due to the fact that certain revenue and expenditure items have been adjusted in accordance with the principles outlined above. As pointed out previously, this group includes a number of services of different types, so that results are not directly comparable with those of other groups. The group showing the best results is that comprising services running from a local centre to surrounding districts (Group 2). This group may be compared with local and suburban services (Group 1). It will be noted that the total operating-costs per vehicle-mile (see Table No. 17) are lower for the former group than for the latter. The individual items are, however, higher in most cases, the main exception being " Wages, and drawings in lieu of wages." This would seem to be due to the fact that with the longer-distanpe services there is on the average a higher annual mileage per driver employed than there is in the case of local and suburban services which run shorter and more frequent trips and have a greater proportion of standing-time to total time worked.

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Groups No. 3 (medium distance service cars) and No. 4 (chiefly mail-services) have the lowest operating-costs per mile. This is mainly due to the fact that smaller vehicles are used and a considerable annual mileage is run. It will be noted that though the operating-costs for mail-services (Group 4) are lower than those for service cars carrying a larger proportion of passengers total revenue is not sufficient to return a profit. Table No. 19, setting out the assets and liabilities of the various types of services, indicates the method of financing adopted by various types of services. Municipal services (Group 6) make the greatest use of specific borrowing. The hire-purchase system is of most importance to mail-services (Group 4). With the exception of the New Zealand Railways Road Services (Class 7), which are a special case, privately-operated local and suburban services (Class 1) have the highest proportion of " own capital " to total liabilities and are in the strongest financial position. The average fare paid per passenger-journey is shown in Table 16. In general it may be said that the figures show that the industry has reached a position of stability, is earning good profits, has been able to improve its financial position, and is receiving a constantly increasing measure of support from the public. B. GOODS-SERVICES. (1) Applications dealt with. Table No. 20 sets out the number of applications for licenses, &c., dealt with by the four District Licensing Authorities for 1938-39. The number of temporary licenses issued are not shown in the above table. There were 10,694 such licenses issued, 5,026 in the No. 1 Licensing District, 3,130 in No. 2, 2,150 in No. 3, and 1,388 in No. 4. In the previous year, 10,970 temporary licenses were issued. (2) Licenses in force and Vehicles in use. At the end of the year there were 3,161 goods-services licensed, against 2,959 at the end of the previous year. The number of licenses and the number of vehicles authorized by the licenses are set out in the following table for each licensing district: —

[n reading this table it must be understood that while the vehicles shown under " Public works, &c.," and " Mail contracts " and " Cream contracts " are licensed solely for the particular class of work mentioned, there are quite a large number under the " General goods and miscellaneous " group engaged part time on work coming under the other three headings. (3) Inspection of Operators' Accounts and Records. For the year ending 31st March the officers engaged on this work inspected the accounts and records of 1,347 operators. (4) Review of Operators' Finances, etc. The public interest requires the same protection in the goods-transport industry as in the passenger-transport industry, and, although the grounds for the review of licenses may vary somewhat, steps are being taken in the coming year to carefully consider the operations of goods operators on exactly similar lines to that adopted for the review of passenger-services. Particular matters to which attention will be paid include inefficiency of operation, financial ability to carry on the service, and excessive profits. (5) Rates-fixation. Following on the statement of policy made in February, 1938, outlined in the annual report for that year, the Licensing Authorities have proceeded to fix rates in those areas where it has been considered advisable in the public interest to do so.

48

Distribution of Vehicle Authorities. District. General Public-works T , Goods and and Mail Cream ! J Miscellaneous Local-body Contracts. Contracts. ! , Y, ?f? Cartage. j Cartage. I Authorities. No. 1 .. .. 1,334 1,834 386 76 66 2,362 No. 2 .. .. 835 1,190 320 67 34 1,611 No. 3 .. .. 527 735 212 62 6 1,015 No. 4 .. .. 465 536 185 42 39 802 Total .. 3,161 4,295 1,103 247 145 5,790 I _[ J

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The position in each of the four licensing districts is outlined in the following table : —

7 —H. 40.

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District. Work done on Rates-fixation. No. 1 Licensing District .. Some considerable time has been necessarily spent in the zoning of areas suitable for rate-fixation. After a careful consideration of all relevant circumstances it was decided that five zones were essential. These are — (1) North Auckland, comprising all that area north of Auckland, excluding the Waitemata County. (2) Auckland, comprising the Waitemata, Eden, Manukau, and Franklin Counties. (3) South Auckland, taking in the Raglan, Kawhia, Waitomo, Otorohanga, Waipa, Waikato, Hauraki Plains, Piako, Matamata, Coromandel, Thames, and Ohinemuri Counties. (4) Bay of Plenty, covering the counties of Tauranga, Rotorua, Taupo, Whakatane, and Opotiki. (5) East Coast, taking in the counties of Matakaoa, Waipu, Uawa, Waikohu, Cook, and Wairoa. The carriers and the users of transport have held several meetings in an attempt to reach agreement on suitable cartage rates but without success, and the matter has been referred to the Licensing Authority for decision. To date fair progress has been made towards the preparation of schedules for the North Auckland and Bay of Plenty areas, and the schedules should be put into force during the coming year. No. 2 Licensing District .. In this district rates have been fixed throughout the district except in the Hawke's Bay area and in a small area around Taihape. In these two areas there are schedules in force, but as yet they have not been ratified by the Licensing Authority. The schedules that have been fixed by the Licensing Authority cover the following areas : — Manawatu, Northern Area : Covering counties of Kairanga, Manawatu, Oroua, Kiwitea, Pohangina, and part of the Rangitikei County. This was put into force on the 1st November, 1938. Small amendments were made to the rates on the 22nd February, 1939. Manawatu, Southern Area : Covering Shannon, Levin, and southern district to Paekakariki, Horowhenua, and part of Hutt County. This also was put into force on the 1st November, 1938. Slight amendments were made to the schedule in February, 1939. Taumarunui Area : This schedule, which came into force on the 15th December, 1938, covers the Taumarunui, Kaitieke, and Ohura Counties. Small amendments to the rates were made in March, 1939. Taranaki Area : This schedule covers the Taranaki Province, and came into force on the 15th February, 1939. Certain rates in this schedule were amended after a further meeting with carriers and users on the 23rd March, 1939. Wanganui Area : On the 24th March the schedule for this area was brought into force to cover the counties of Wanganui, Waitotara, Waimarino, southern part of Patea County, and that part of the Rangitikei County including Marton Junction and Turakina. The Para Para Road is exempt from the schedule. Wairarapa Area : This area takes in the counties of Akitio, Pahiatua, Eketahuna, Mauriceville, Masterton, Castlepoint, Wairarapa South, and Featherston. This schedule comes into force on the 1st April, 1939. No 3 Licensing District . . In this district there is one rates schedule, fixed by the Licensing Authority, in operation. The area covered by the schedule extends from the Waipara River in the north to the Rangitata River in the south. This schedule was brought into force on the 1st December, 1938. Around Marlborough the carriers and users have agreed on a schedule, which is in force under mutual agreement. In southern part of the district below the Rangitata River steps are being taken to include this area with the northern parts of the No. 4 Licensing District for rates-fixation. No attempt has been made either to fix rates or to bring about an agreement between the carriers and the users on the West Coast. Around Nelson a schedule is in operation under an agreement reached between the carriers and their customers. No. 4 Licensing District . . On the 1st January, 1939, the Licensing Authority fixed a schedule of rates to cover the whole of the No. 4 Licensing District.

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Generally in the areas where rates have been fixed both the carriers and users are satisfied with the schedule in force. Anomalies, of course, arise, and amendments to the schedules will probably be necessary from time to time. In the No. 2 Licensing District, for example, four schedules have already had small amendments made, while in all areas the Licensing Authorities are constantly in touch with the operators and the users to see that the rates in force are satisfactory to all. (6) Finances and Statistics, 1937-38. As was mentioned in last year's annual report, it was not possible to include the tabulated results of the financial and traffic data for 1937-38 in that report owing to it being required earlier than usual A similar set of circumstances has arisen again this year, and it will not be possible to publish the figures for 1938-39 until a later date. The following review, therefore, covers the finances and statistics for 1937-38, which are set out m Tables No. 21 to 31. The financial returns from which the figures were compiled were collected under powers conferred on the Commissioner of Transport by clause 22 of the Transport (Goods) Order 1936. Before the returns were tabulated they were all carefully checked, particular attention being paid to the following points : —■ (i) Mileage of Vehicles in relation to Fuel consumed.—lt is not possible to accurately check this item, but a test check of the mileage against the fuel bill gives an indication as to whether the mileage is reasonably correct or not. In some cases it was found that the mileages were either grossly over or under stated. (ii) Depreciation of Vehicles. A general standard of depreciation rates was based as far as possible on general practice, and rates that varied widely from this standard were adjusted except where there appeared to be some justification for the charges made Generally it was found that a large number of operators were inclined to underdepreciate their vehicles. The standard taken was— Up to 18,000 miles, 15 per cent, on the original value. 18,000 to 25,000 miles, 20 per cent, on the original value. 25,000 to 30,000 miles, 25 per cent, on the original value. A survey made of the average depreciation rate charged over the life of the vehicles in use indicated that, generally speaking, a depreciation rate of approximately L per cent, on the original value per 1,000 miles would be adequate under ordinary circumstances. (iii) Wa 9 es or Drawings in lieu of Wages.—As with depreciation only in cases where there was a wide variance from the standard were adjustments made. In practically every case the amendments were all in owner-driven businesses with a view to bringing the costs for such concerns into line with those businesses where drivers were employed. Here the basis of the check was — For 10,000 to 20,000 miles, £260 per annum. For 20,000 to 30,000 miles, £300 per annum. A certain number of returns were obviously incorrect or incomplete, and these returns were discarded. (a) General Summary of Goods-service Finances and Statistics for the Dominion compared with Previous Years. (Table No. 21.) Average figures per vehicle derived from the returns tabulated have been used to form an estimate of the total figures for the industry. The figures shown in Table No. 21 for the five years 1933 to 1938, though not strictly comparable irom year to year, afford a reasonably accurate guide to the progress of the industry. Generally it will be seen that the industry continues to make steady progress, nearly all the figures for the year under review showing an increase on those for the previous year The bringing of cream-carriers and public-works and local-body contractors under the Transport Licensing Act has been largely responsible for the 30-per-cent. increase in the number of vehicle authorities from 3,733 in 1936-37 to 3,859 in 1937-38. Despite the large increase in the number of vehicles, the total revenue shows a more than proportionate increase of 35 per cent., from £2,680,000 to £3,580,000, and raises the average revenue rfflln nnn 7 Ito f', In &St , year ° f trans P ort "Control (1933-34) the total revenue was x1,b40,000, or less than half that shown for the year under review. Costs of operation also show a large increase, advancing from £2,310,000 to £3,160,000, or by 37 per cent. I his raises the average annual cost of operating per vehicle from £614 to' £650 Total profits have also risen, reaching the new total of £425,000, against £371,000 in the previous year and £176,000 m 1933-34. In this connection it is interesting to note the trend in the average pronts per vehicle over the past five years : — 1933-34 profit per vehicle .. . . .. iL 1934-35 profit per vehicle . . .. .. 64 1935-36 profit per vehicle .. .. .. 79 1936-37 profit per vehicle .. .. .. 99 1937-38 profit per vehiclc .. .. 87

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It will be noted that for the year under review the profit per vehicle has fallen to £87 from £99 in the previous year. This is quite probably due to the increase in the average " wage " for employee and owner-driver alike, which rose from approximately £220 to £240. The total mileage travelled by goods-service vehicles was over 70,000,000 miles, against 57,000,000 in 1936-37. The average cost of operation per vehicle-mile has risen from 9-88 d. to 10-99 d., while the revenue per vehicle-mile has advanced to 12-49 d. from 11-35 d. There has been a falling off in the average mileage per vehicle from 15,100 miles to 14,500 miles. This last figure rises to 14,800 miles, when the public-works and local-body contractors are excluded. The balance-sheet for the industry once again shows a healthy position. Of the total value of assets employed (£3,652,000) some £2,445,000, or 67 per cent., represents operators' capital. Comparative figures for the previous year were £2,532,000, £1,771,000, and 69 per cent. The average figure for the assets employed in each business also shows an increase from £1,199 to £1,290. The average net profit represents a return of approximately 13J per cent, on the total capital invested in each business. In 1936-37 this figure was 14| per cent. Of the total revenue for 1937-38 it will be noted that the North Island accounts for £2,533,000 against £1,050,000 for the South Island, while the total capital invested in the northern services was £2,425,000 and in the southern services £1,227,000. The figures for the North Island services show a lower cost per mile than those in the South Island, 10-90 d. against 11-17 d. On the average, however, larger vehicles are used in Canterbury and Otago. (b) Detailed Comparison of Revenue and Costs for 1937-38 with 1936-37. (Tables No. 22 and 23.) In the more detailed comparison of operating-costs for 1937-38 with 1936-37, set out in Table 22, running-expenses per vehicle-mile for the Dominion show a 6-3-per-cent. increase for 1937-38, having risen from 3-95 d. per mile in the previous year to 4-20 d. Standing charges per vehicle-mile have increased by 16-3 per cent., from 5-15 d. to 5-99 d., while overhead charges show an increase of 2-5 per cent., from 0-78 d. to 0-80 d. The total revenue per vehicle-mile for the Dominion (Table No. 23) shows an increase of 10 per cent, on the 1936-37 figure of 11-35 d., while of the individual items which go to make up the total revenue, revenue from cartage of goods shows an increase of 8-6 per cent., from 10-78 d. per vehiclemile in 1936-37 to 11-71 d. in the year under review. The individual profits per vehicle-mile for 1936-37 and 1937-38 for each of the licensing districts are set out hereunder :—

(c) General Goods Cartage, 1937-38. For 1937-38 an attempt has been made to separate the returns under three headings— (a) Public-works and local-body cartage ; (b) Mail contractors ; and (c) The balance being largely operators engaged in general cartage. Dealing with the figures for the third group, the general cartage group (Table No. 24 sets out details of the operating-costs, together with details of the average gross loading of vehicles—viz., weight of vehicle plus pay-load capacity and the average maximum pay-load capacity of vehicles for each of the four districts), it is found that there is considerable variance in the operating-costs in each of the four districts, No. 1 district showing 1048 d. per vehicle-mile ; No. 2, 11 -75d. ; No. 3, 12-16 d. ; and No. 4, 10-85 d. This, however, though to a certain extent due to the variations in the average annual mileage per vehicle, is also affected by the variation in the average size of vehicle in use, which is illustrated in the following table, which sets out the cost per ton-mile on the basis of the average maximum pay-load capacity of vehicles : — 1 1 r— 1 ; — l "™~ i i

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Profit per Vehicle-mile. District. — 1936-37. 1937-38. d. d. No. 1 .. .. ■ ■ • • 1-30 1-21 No. 2 .. .. .. •. 1-56 1-43 No. 3 .. .. .. 1-64 1-85 No. 4 .. .. .. .. 1-53 2-05 Dominion 1 • 46 I -50

. „ , Average Maxi- Average Cost per District Average Mi eage os s per mum Pay-load Ton Capacity per per Vehicle. Vehicle-mile. Capac l ty . i£ le . Miles. d. Tons. d. No 1 . ■■ •• 15,885 10-48 3-03 3-46 No 2 .. .. 13,431 11-75 3-36 3-50 No 3 .. ■■ •• 12,016 12-46 3-52 3-51 No. 4 .. .. •• •• 14,310 10-85 3-29 3-30 Dominion .. 14,209 11-20 3-25 3-45

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These figures are of particular interest as the average cost per-ton capacity per mile sets the absolute minimum cost for transport cartage —that is to say, if every licensed vehicle always ran with a full load and did no empty running the average cost per ton-mile would approximate to the figures set out above. Generally the revenue and profit figures (Table No. 25 shows the revenue and profit per vehiclemile) indicate a favourable trading year, with the South Island services showing a higher net profit per vehicle-mile than the North Island services. As with the operating-cost figures, there is a considerable variance with the revenue and profit figures from district to district, as is indicated by the following table : —

To give a comparison of revenue with expenditure on a ton-capacity-per-mile basis the revenue from general cartage, excluding mail, passenger and other revenue, is set out hereunder on the same ton-capacity-per-mile basis as used with operating-costs : —

These figures give an indication not so much of the general level of rates in each district, as they do not take into account the average loads available or the proportion of empty running, but of the relation between average cartage rates and average costs in each Licensing District. (d) General Goods Statistics, 1937-38, arranged according to whether the Owner operates One, Two, Three, or Four or more Vehicles. This data is set out in Tables Nos. 26 and 27. The average mileage per vehicle rises from 13,718 miles for owners of one vehicle to 14,783 miles for owners of four or more vehicles. Operating-costs per vehicle-mile also increase as'the number of vehicles owned increases. For owners of one vehicle the operating-costs per mile are 10-33 d., for owners of two vehicles 10-76 d., three vehicles 11-17 d., and for four or more vehicles 12d The rise in operating-costs per vehicle-mile is probably due to the fact that in the larger fleets it is possible to operate heavier vehicles on the higher-classified roads and at the same time have one or two lighter vehicles for use on the lower-classified roads. Single-vehicle operators, on the other hand have to limit the size of their vehicles to the lowestroad classification in the areas they are serving or else lose a certain amount of business. The revenue figures show a similar trend to the cost figures, rising as follows : Owners of one vehicle .. . . . . .. 11-52 d. per vehicle-mile. Owners of two vehicles . . . . .. .. 12-40 d. per vehicle-mile. Owners of three vehicles .. .. .. .. 13-06 d. per vehicle-mile. Owners of four or more vehicles .. .. .. 13-71 d. per vehicle-mile. The figures for net profit per vehicle-mile indicate that the owners of three vehicles obtain the best net return per mile, l-89d. ; the figures for the other groups being Owners of one vehicle .. .. .. .. ~ 1-I9d. per mile. Owners of two vehicles .. .. .. .. ~ l-64d. per mile. Owners of four or more vehicles .. .. .. .. l-71d. per mile.

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District Average Mileage Revenue per Profit per per Vehicle. Vehicle-mile. Vehicle-mile. Miles. d. d. No. 1 .. .. .. 15,885 11-73 1-25 No. 2 .. .. .. 13,431 13-26 1 -51 No. 3 .. .. .. 12,016 14-57 2-11 No. 4 .. .. .. 14,310 13-02 2-17 Dominion .. . . 14,209 12 ■ 80 1-60 I

Opnpril rtnnrla Average Maxi- Average District. Average Mileage R mum Pay-load Revenue per perVeh.de. VeSTX Capacity of Ton Capacity Vehicles. per Mile. Miles. d. Tons. d. No. 1 .. .. .. .. 15,885 10-57 3-03 3-49 No. 2 .. .. .. .. 13,431 12-75 3-36 3-79 No. 3 .. .. .. .. 12,016 14-30 3-52 4-06 No. 4 .. .. .. .. 14,310 12-75 3-29 3-87 Dominion .. .. .. 14,209 12-10 3-25 3-72

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(e) Public-works and Local-body Contractors. Details of the finances and statistics for public-works and local-body contractors are set out in Tables Nos. 28 and 29. The average operating-costs for public-works and local-body contractors total 11 *77d. per vehicle-mile, while revenue averages 13-26 d. per vehicle-mile, giving a profit of l-49d. A study of the detailed figures shows that the main variation between the operating-costs tor general cartage and public-works cartage comes in the items "Wages and depreciation." With the general operators wages per vehicle-mile average 4-1 Id., against 4'76d. for the contractors, while depreciation for the former averages lT7d., against l - 33d. for the latter. " This is to be expected partly because the average mileage on the contract work is lower, 12,365 miles against 14,209 miles, and partly because of the larger proportion of standing-time to runningtime than is usual amongst general-goods operators. (/) Mail Contractors. Tables Nos. 30 and 31 set out the relative data for this group. The large majority of vehicles in this group are small cars, and this is reflected in the average operating-costs per vehicle-mile of 5-14 d. The average mileage per vehicle is higher than for any of the other groups, being 18,738 miles, against 14,209 miles for the general operators and 12,365 miles for the contractors. As with the passenger services largely engaged on mail cartage, this group shows a loss on the year's operations. It is interesting to compare the figures for the passenger and goods contractors, and the comparative figures are set out hereunder : —

Generally for the carriage of passengers somewhat larger vehicles are used on the passenger-mail runs. 0. TAXI-CAB OPERATIONS. Following on representations received from interested parties, the taxi services in Hamilton and Thames were brought under the provisions of the Transport Act on the 9th December, 1938. Twenty-three applications were received for taxi licenses, of which 21 were granted and 2 refused. Similar conditions to those placed on the Christchurch taxis, as mentioned in last year's report, were included in the licenses granted. So far as the taxis in the Christchurch Metropolitan Area are concerned, 77 of the services came up for renewal during the year. The only change made was the reduction of the number of cabs licensed, from 138 to 131. Four applications for new licenses were received, 2 being granted and 2 refused, while 14 applications for transfer were considered, 11 being granted and 3 refused. At the close of the year there were 78 licenses in force, a-uthorizing the use of 132 cabs. No financial figures for 1938-39 are available owing to this report being required much earlier than usual. D. CO-ORDINATION OF LONG-DISTANCE FREIGHT SERVICES. Further steps were taken during the year in connection with the purchase by the State of some 54 long-distance motor-freight services competing with the railways. The Tribunal set up for the purpose of making recommendations to the Government regarding the purchase-price and other cognate matters had by 31st March, 1939, made recommendations in all but two of the services concerned, and by the same date the Railways Department had actually taken over some 47 of the services. It is anticipated that in due course the utmost co-ordination possible between rail and. road services over the routes affected will be brought about with beneficial results on the Dominion's burden of national transport costs.

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Goods-mail Passenger-mail Services. Services. d. d. d. d. Running-costs .. .. •• 1*96 2-53 Standing charges Wages .. •• •• •• 2-24 2-16 Depreciation.. . • • • • • 0-54 0-60 Otter charges .. .. ■■ 0-21 0-59 2-99 3-35 Overhead charges .. .. ■■ 0-19 0-28 Costs per vehicle-mile .. .. 5 "14 6-16 Revenue per vehicle-mile .. .. 4-87 6-09 Loss per vehicle-mile .. •• 0-27 0-07

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E. APPEALS. Appeals lodged during the year totalled 54, of which 42 were goods-service appeals and 12 were passenger-service appeals. Of the latter, 1 was in respect of a taxi service. The following details are given regarding the above appeals, together with 27 goods-service and 3 passenger-service appeals brought forward from the previous year.

7. CHANGES IN TRANSPORT LAW IN NEW ZEALAND. The following amendments have been effected, during the year covered, to the statutes and regulations administered by this Department. Some of the alterations are dealt with in more detail in other parts of the Report. A. STATUTES. The only change in statute laws was effected by section 13 of the Finance Act, 1938, which is of a validating nature relative to fees for Warrants of Fitness of motor-vehicles. B. REGULATIONS. The following regulations were issued : — Motor-vehicle (Registration-plate) Regulations 1934, Amendment No. 5 (1938/58) and the Motor-vehicle (Registration-plate) Regulations 1934, Amendment No. 6 (1939/27). —These amendments relate principally to the allotted registration-plates for rental cars and private-hire cars, and provide also a special plate for the High Commissioner in New Zealand for the United Kingdom. Motor-vehicles Insurance (Third-jparty Risks) Regulations 1939 (1939/34). —These regulations form a consolidation of the pre-existing regulations with amendments relating chiefly to a revised scale of premiums as referred to in the relative section of this report. Transport Licensing (Goods-service) Regulations 1936, Amendment No. 1 (1938/101). —This effects a small extension to the scope of the exemption of certain live-stock from the thirty-mile-rail-protection clause of the main regulations (Regulation 4 («)). Motor-cab (Hamilton and Thames) Regulations 1938 (Gaz. 9/12/38). —This relates to control under the Transport Licensing Act, 1931, of taxi-cabs in Hamilton Borough and Thames Borough. Warrant re Rental Vehicles (1939/24) and the Rental Vehicle Regulations 1939 (1939/25). — These bring under the provisions of the Transport Licensing Act, 1931, the type of vehicles hired out under the " drive-yourself " system. Fitness Certificate (School Motor-car) Exemption Order 1938 (1938/95). —This relates to the exemption from Certificates of Fitness under the Transport Licensing Act, 1931 (but not from Warrants of Fitness), of certain cars, generally of a private nature, used only for carrying schoolchildren to and from school. C. WARRANTS AND EXEMPTIONS BY MINISTER. Warrants have been issued (as included above) for the purpose of bringing taxi-cabs in Hamilton and in Thames and also all rental (drive-yourself) vehicles under the provisions of the Transport Licensing Act, 1931. Also numerous warrants have been issued fixing road classifications and areas of speed-limit restrictions or de-restrictions.

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Carried For- Lodged | , ,, , ward from during Appeals 5 Decision Decision Under Previous Current Withdrawn. , ,, modified, reversed. Action. Report. Year. upbeld. Goods-services. No. 1 .. .. 14 13 6 4 3 2 12 No. 2 .. .. .. 2 LO 4 5 .. 1 2 No. 3 .. .. .. 2 5 2 1 .. 1 3 No. 4 .. .. .. 9 14 4 5 5 .. 9 Totals .. 27 42 16 15 8 4 26 Passenger-services. No. 1.. .. .. .. 3 .. .. .. 3 No. 2 1 2 .. .1 1 .. ] No. 3 .. .. .. .. 2 ] .. 1 No. 4.. .. .. 2 4 .. .. .. .. 6 Auckland Metropolitan . . . . 1 .. . . .. . . 1 Totals .. .. 3 12 1 1 1 .. 12

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During the year the Minister has approved of exemptions being granted for the following number of motor-vehicles :—

8. COMMERCIAL AIR SERVICES. The commercial air services have continued to extend their sphere of operation, and there are now nine services in operation against the seven operating in the previous year. Cook Strait Airways, Ltd., have extended their Wellington-Blenheim-Nelson service to the West Coast to link up with the services run by Air Travel (N.Z.), Ltd., while Union Airways have taken over the East Coast Airways' Palmerston North - Napier - Gisborne service and commenced a new service between Gisborne and Auckland. Another service operated by this firm, between Palmerston North and Dunedin, has been replaced by two services, the first operating between Palmerston North and Christchurch, and the second between Wellington and Dunedin. While Table No. 33 sets out a comparison of the main statistics for the air-services over the past five years, Table No. 32 shows the detailed records for the year under review compared in total with similar figures for the previous year. n From the latter table it will be seen that the annual mileage flown has advanced Irom 1,364,351 miles in 1937-38 by 27-3 per cent, to 1,737,282 miles, the number of passengers carried has increased by 13,000, or 27-6 per cent., from 47,400 to 60,459, while the number of trips flown has risen by 48-4 per cent., from 9,818 to 14,572. The quantity of mail and freight carried shows a big advance on the previous year, the weight of mail carried, 316,229 lb., being 47-5 per cent, more than for 1937-38, while the weight of freight carried, 172,134 lb., was more than double the quantity carried in the previous year. It is also interesting to note that the percentage of trips flown to trips scheduled has been maintained at the high rate of nearly 98 per cent. Comparative figures for passenger-miles, freight ton-miles, and mail ton-miles are not available for 1937-38.

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Number of , ,, . _ ,. Vehicles Nature of Exemption. Authority for Exemption. affected. I 45 Exemption from license fees of vehicles j Para. (3) of the Second Schedule to the designed for road-construction or road- Motor-vehicles (Special Types) Regulamaintenance purposes tions (No. 2) 1937 (270/1937). 7 Exemption from fitting of mileage-recorder • Regulation 3 of Motor-vehicle Special Taxto vehicles subject to mileage-tax ation Regulations 1933. 63 Exemption from passenger-service license Section 14 of Transport Licensing Amendof vehicles carrying workmen to and ment Act, 1936. from a public work

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9. APPENDICES.

APPENDIX A.-STATISTICAL RETURNS. TABLE No. 1.-MOTOR-VEHICLE REGISTRATIONS, BY HIGHWAY DISTRICTS. Table showing the Number of each Type of Motor-vehicle licensed in each Highway District, at 31st December, 1938.

TABLE No. 2.—MOTOR-VEHICLES LICENSED AS AT 31st MARCH, 1939. Table showing by Postal Districts the Number of Motor-vehicles licensed under the Motor-vehicles Act, 1924, as at the 31st March, 1939.

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9. APPENDICES. APPENDIX A.—STATISTICAL RETURNS. TABLE No. 1.—MOTOR-VEHICLE REGISTRATIONS, BY HIGHWAY DISTRICTS. Table showing the Number of each Type of Motor-vehicle licensed in each Highway District, at 31st December, 1938. —i - \ in !j I i I i jf 1 t p 1 North Island. Auckland North .. 1 6,749 43 .. 75 34 15 174 983 782 206 83 127 563 2 9,836 Auckland South .. 2 51,491 488235 495113235 220 6,170 5,3931,930 661 653 5,423 36 73,543 Tauranga .. .. 3 5,951 71 37 68 51 20 102 1,045 701 269 100 186 538 4 9,143 Gisborne .. .. 4 4,068 36 5 44 25 23 39 503 445 185 87 101 482 2 6,045 Hawke'sBay .. 5 11,664 119 16 80 36 45 162 1,967 1,290 439 251 125 806 9 17,009 King-country .. 6 2,709 15 4 26 8 5 34 417 355 79 29 79 246 1 4,007 Taranaki . .. 7 10,504 117 49 47 28 12 60 1,490 1,348 182 137 90 1,003 II 15,078 Wanganui .. .. 8 7,999 66 19 48 30 4 65 1,144 844 251 135 110 685 6 11,406 Wellington West .. 9 28,060 318 90 273 20126 91 2,829 2,441 870 363 811 2,397 18 38,707 Wellington East .. 10 6,283 57 2 28 33 7 45 1,060 652 257 160 9 432 4 9,029 Totals, North Island .. 135,4781,330457 1,184378492 99217,60814,2514,668 2,006 2,29112,575 93193,803 South Island. Nelson .. ..11 6,409 51 24 43 74 14 54 1,117 667 266 142 141 637 5 9,644 West Coast .. ..12 3,376 19 12 36 28 18 72 479 489 95 60 135 419 1 5,239 Canterbury North .. 13 1,388 3 9 4 1.. 28 238 184 84 79 .. 145 8 2,171 Canterbury Central .. 14 22,331 220109 112 49 58 101 2,266 1,857 1,130 440 339 2,772 17 31,801 Canterbury South .. 15 9,514 71 57 38 17 18 53 1,480 711 807 378 66 737 6 13,953 Otago Central .. 16 4,342 32 16 33 23 7 42 724 396 227 126 33 352 1 6,354 Otago South .. 17 11,101 93 46 162 42 51 120 1,261 1,129 504 158 121 1,404 8 16,200 Southland .. ..18 9,559 89 42 66 23 32 64 1,393 1,046 484 335 175 692 6 14,006 Totals, South. Island .. 68,020 578315 494257 198 534 8,958 6,479 3,597 1,718 1,010 7,158 52 99,368 Grand totals .. . . 203,4981,908 772 1,6786356901,52628,66620,7308,2653,7243,301 19,733 145 293,171 TABLE No. 2.—MOTOR-VEHICLES LICENSED AS AT 31st MARCH, 1939. Table showing by Postal Districts the Number of Motor-vehicles licensed under the Motor-vehicles Act, 1924, as at the 31st March, 1939. - ** JH ca ® »a oi ' ■g<5 I i i i ■&S s § J -■i s? la t s a ° ss ° 2$ 1« & Postal District. Car3. mo §3 5 * 8 =3 2 o V Total. SB sss id 8 s as 1 3 i M -S %&£ I ° m n « g I a yo PH C5 North Island. Auckland .. .. 42,501 228 4,872 4,259 292 204 453 105 1,498 381 511 558 32 4,871 60,765 Thames .. .. .. 7,787 7 1,327 882 63 19 58 34 343 86 146 105 7 701 11,565 Hamilton .. .. 18,581 64 2,706 2,203 191 52 144 72 973 154 273 442 4 1,528 27,387 Gisborne .. .. 5,035 7 643 541 69 25 57 25 242 46 104 102 2 602 7,500 Napier .. .. .. 10,145 10 1,719 1,113 155 43 72 39 427 114 256 121 8 721 14,943 New Plymouth .. .. 11,250 45 1,583 1,393 64 11 47 27 210 121 142 92 11 1,074 16,070 Wanganui .. .. 8,034 20 1,138 834 63 4 48 29 263 66 156 109 6 706 11,476 Palmerston North .. 12,793 35 1,768 1,117 65 27 61 22 570 94 277 165 8 908 17,910 Wellington .. .. 25,159 70 2,686 2,317 102 107 246 40 793 305 347 737 18 2,224 35,151 Totals, North Island .. 141,285 486 18,442 14,659 1,064 492 1,186 393 5,319 1,367 2,212 2,431 96 13,335 202,767 South Island. Nelson .. .. .. 4,493 22 741 495 37 12 26 67 158 34 71 131 6 439 6,732 Blenheim .. .. 2,251 3 439 199 32 2 18 7 155 21 106 13 1 244 3,491 Westport .. .. 930 1 153 142 17 3 6 10 32 6 20 33 .. 101 1,454 Greymouth .. .. 2,583 12 346 368 57 15 33 19 77 15 46 103 1 336 4,011 Christchurch .. .. 28,382 111 3,134 2,386 164 61 132 60 1,755 243 1,143 346 27 3,384 41,328 Timaru .. .. .. 6,542 47 1,025 479 38 14 30 12 469 53 285 88 4 543 9,629 Oam aru .. .. 2,549 3 383 224 13 6 16 2 174 20 89 11 1 189 3,680 Dunedin .. .. 13,268 53 1,656 1,324 154 54 179 51 639 106 248 157 8 1,676 19,573 Invercargill .. .. 10,283 44 1,475 1,117 76 32 69 38 567 88 430 179 6 862 15,266 Totals, South Island .. 71,281 296 9,352 6,734 588 199 509 266 4,026 586 2,438 1,061 54 7,774 105,164 Grand totals.. .. 212,566 782 27,794 21,393 1,652 691 1,695 659 9,345 1,953 4,650 3,492 150 21,109 307,931

9. APPENDICES. APPENDIX A.—STATISTICAL RETURNS. TABLE No. 1.—MOTOR-VEHICLE REGISTRATIONS, BY HIGHWAY DISTRICTS. Table showing the Number of each Type of Motor-vehicle licensed in each Highway District, at 31st December, 1938. —i - \ in !j I i I i jf 1 t p 1 North Island. Auckland North .. 1 6,749 43 .. 75 34 15 174 983 782 206 83 127 563 2 9,836 Auckland South .. 2 51,491 488235 495113235 220 6,170 5,3931,930 661 653 5,423 36 73,543 Tauranga .. .. 3 5,951 71 37 68 51 20 102 1,045 701 269 100 186 538 4 9,143 Gisborne .. .. 4 4,068 36 5 44 25 23 39 503 445 185 87 101 482 2 6,045 Hawke'sBay .. 5 11,664 119 16 80 36 45 162 1,967 1,290 439 251 125 806 9 17,009 King-country .. 6 2,709 15 4 26 8 5 34 417 355 79 29 79 246 1 4,007 Taranaki . .. 7 10,504 117 49 47 28 12 60 1,490 1,348 182 137 90 1,003 II 15,078 Wanganui .. .. 8 7,999 66 19 48 30 4 65 1,144 844 251 135 110 685 6 11,406 Wellington West .. 9 28,060 318 90 273 20126 91 2,829 2,441 870 363 811 2,397 18 38,707 Wellington East .. 10 6,283 57 2 28 33 7 45 1,060 652 257 160 9 432 4 9,029 Totals, North Island .. 135,4781,330457 1,184378492 99217,60814,2514,668 2,006 2,29112,575 93193,803 South Island. Nelson .. ..11 6,409 51 24 43 74 14 54 1,117 667 266 142 141 637 5 9,644 West Coast .. ..12 3,376 19 12 36 28 18 72 479 489 95 60 135 419 1 5,239 Canterbury North .. 13 1,388 3 9 4 1.. 28 238 184 84 79 .. 145 8 2,171 Canterbury Central .. 14 22,331 220109 112 49 58 101 2,266 1,857 1,130 440 339 2,772 17 31,801 Canterbury South .. 15 9,514 71 57 38 17 18 53 1,480 711 807 378 66 737 6 13,953 Otago Central .. 16 4,342 32 16 33 23 7 42 724 396 227 126 33 352 1 6,354 Otago South .. 17 11,101 93 46 162 42 51 120 1,261 1,129 504 158 121 1,404 8 16,200 Southland .. ..18 9,559 89 42 66 23 32 64 1,393 1,046 484 335 175 692 6 14,006 Totals, South. Island .. 68,020 578315 494257 198 534 8,958 6,479 3,597 1,718 1,010 7,158 52 99,368 Grand totals .. . . 203,4981,908 772 1,6786356901,52628,66620,7308,2653,7243,301 19,733 145 293,171 TABLE No. 2.—MOTOR-VEHICLES LICENSED AS AT 31st MARCH, 1939. Table showing by Postal Districts the Number of Motor-vehicles licensed under the Motor-vehicles Act, 1924, as at the 31st March, 1939. - ** JH ca ® »a oi ' ■g<5 I i i i ■&S s § J -■i s? la t s a ° ss ° 2$ 1« & Postal District. Car3. mo §3 5 * 8 =3 2 o V Total. SB sss id 8 s as 1 3 i M -S %&£ I ° m n « g I a yo PH C5 North Island. Auckland .. .. 42,501 228 4,872 4,259 292 204 453 105 1,498 381 511 558 32 4,871 60,765 Thames .. .. .. 7,787 7 1,327 882 63 19 58 34 343 86 146 105 7 701 11,565 Hamilton .. .. 18,581 64 2,706 2,203 191 52 144 72 973 154 273 442 4 1,528 27,387 Gisborne .. .. 5,035 7 643 541 69 25 57 25 242 46 104 102 2 602 7,500 Napier .. .. .. 10,145 10 1,719 1,113 155 43 72 39 427 114 256 121 8 721 14,943 New Plymouth .. .. 11,250 45 1,583 1,393 64 11 47 27 210 121 142 92 11 1,074 16,070 Wanganui .. .. 8,034 20 1,138 834 63 4 48 29 263 66 156 109 6 706 11,476 Palmerston North .. 12,793 35 1,768 1,117 65 27 61 22 570 94 277 165 8 908 17,910 Wellington .. .. 25,159 70 2,686 2,317 102 107 246 40 793 305 347 737 18 2,224 35,151 Totals, North Island .. 141,285 486 18,442 14,659 1,064 492 1,186 393 5,319 1,367 2,212 2,431 96 13,335 202,767 South Island. Nelson .. .. .. 4,493 22 741 495 37 12 26 67 158 34 71 131 6 439 6,732 Blenheim .. .. 2,251 3 439 199 32 2 18 7 155 21 106 13 1 244 3,491 Westport .. .. 930 1 153 142 17 3 6 10 32 6 20 33 .. 101 1,454 Greymouth .. .. 2,583 12 346 368 57 15 33 19 77 15 46 103 1 336 4,011 Christchurch .. .. 28,382 111 3,134 2,386 164 61 132 60 1,755 243 1,143 346 27 3,384 41,328 Timaru .. .. .. 6,542 47 1,025 479 38 14 30 12 469 53 285 88 4 543 9,629 Oam aru .. .. 2,549 3 383 224 13 6 16 2 174 20 89 11 1 189 3,680 Dunedin .. .. 13,268 53 1,656 1,324 154 54 179 51 639 106 248 157 8 1,676 19,573 Invercargill .. .. 10,283 44 1,475 1,117 76 32 69 38 567 88 430 179 6 862 15,266 Totals, South Island .. 71,281 296 9,352 6,734 588 199 509 266 4,026 586 2,438 1,061 54 7,774 105,164 Grand totals.. .. 212,566 782 27,794 21,393 1,652 691 1,695 659 9,345 1,953 4,650 3,492 150 21,109 307,931

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TABLE No. 3.—MOTOR-VEHICLES ACT, 1924. Comparative Table showing Number of Motor-vehicles licensed as at 31st December, 1925 to 1938, inclusive.

TABLE No. 4.—ALLOCATION OF PETROL-TAX. Table showing the Distribution of 8 per Cent. of the Petrol-tax to Boroughs with a Population of 6,000 and over in accordance with Section 9 (1) (b) of the Motor-spirits Taxation Act, 1927.

B—H.8 —H. 40.

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I X) jV ' . tiD 8 • <=> § a 2 £ B M «,• -M •i .s§ £ ■ & ® a $ S $ I j2 "o M CO* g>-8 £ « tn Tj S o "3 rS a> £ o «? c3 >» • « . 5r l( l > <UdO>" 4 r' 3Ki. Year s £ >, 3 £ 2 « § « ° o ,2 3 <8 . ~ *r p *_§ 8 ,® 2 H t & •? § H 5 oS g fl.§ 51 »J S 8 a .f -I g? „-= a 6 g I i'sl a •§ 12 •§ if >1 =3 1 4 1 ff I I «s i ■§» g o o g«a g a« ® I s * o!> s° s § .9 a I s * « Ss H 3 a M g g | H O EH tfi Q»S®|SHM S3MftOH 1925 .. 81,662 9,671 4,002 25,3391,285 579 489 76 102 59 .. .. 132122,907 1926 97,52612,300 4,862 28,2841,488 663 550 119 115 65 .. .. 146145,568 1927 .. 105,46414,501 5,693 27,792 978 574 629 408155,410 1928 .. 118,01715,604 6,398 28,9521,043 562 690 426171,002 1929 .. 132,59016,429 8,46627,8231,076 483 801 456187,323 1930 .. 140,16616,463 9,786 26,8441,096 490 1,133 470195,315 1931 .. 135,90919,249 9,832 25,7741,062 721 1,576 417 192,964 1932.. 123,63720,21713,69723,500 .. .. 5281,568 1,1231,0051,1341,406 137 f 187,952 1933 123,62321,521 14,24523,020 .. .. 5241,497*1,002 8501,1651,390 128 t 147 .. ..189,112 1934 131,37620,80414,94322,913 .. .. 5221,573 *7101,0841,2331,485 1262,911 261 656 ..197,486 1935 143,488 22,681 16,138 22,935 .. .. 5591,672 *6921,2931,5461,595 1373,500 372 840 ..213,948 1936 161,83625,05818,09622,347 .. .. 6041,661 *6731,5431,8651,931 1394,580 5541,028 ..237,335 1937 183 05425,34319,58721,175 .. .. 6421,746 *6781,756 2,369 2,538 139 6,286 6801,264 ..260,971 1938 .. 203\49826,56620,730 19,733 .. .. 6901,678 *6351,9083,724 3,301 145 8,265 7721,526 ..284,906 * Service cars only. f Not available. For further information concerning this table, see page 7 of this report.

Year ended 31st March, 1930. Total since Inception of Boroughs Amount of Tax, Quarter ended Petrol-tax up to _ _ 31st March, F " ' I ~ " ' 1939. 30th June. 30th September. 31st December. 31st March. Total. £ s. d. £ s. d. £ s. d. £ s. d. £ s. d. £ s. d. Wellington City .. 7,092 5 8 6,723 16 11 8,303 3 3 8,081 13 5 30,200 19 3 209,497 13 1 Auckland City .. 6,274 3 6 5,948 4 9 7,345 7 7 7,149 8 8 20,717 4 6 193,024 14 2 Christchurch City 5,618 9 8 5,326 12 2 6,577 14 10 6,402 5 6 23,925 2 2 168,751 14 10 Dunedin City .. 3,922 2 3 3,718 7 3 4,591 14 10 4,469 5 1 10,701 9 5 124,353 14 3 Waneanui City .. 1,404 12 5 1,331 13 1 1,644 8 8 1,600 11 5 5,981 5 7 44,898 7 11 Palmerston Nth City 1,377 11 0 1,305 19 9 1,612 14 11 1,569 14 6 5,866 0 2 40,011 10 10 Invereargill City .. 1,341 9 2 1,271 15 5 1,570 9 9 1,528 11 11 5,712 6 3 38,927 4 0 Mount Albert .. 1,212 2 6 1,149 3 2 1,419 1 6 1,381 4 5 5,161 11 7 37,646 3 11 Mount Eden 1,133 18 6 1,075 0 4 1,327 10 5 1,292 2 2 4,828 11 5 36,101 3 9 Timaru .. 1,06114 9 1,006 11 8 1,243 0 2 1,209 17 0 4,521 3 7 31,791 1 9 New Plymouth .. 1,031 13 2 978 1 4 1,207 15 11 1,175 11 7 4,393 2 0 30,228 11 0 Hamilton 1 049 14 1 995 3 6 1,228 18 6 1,196 2 10 4,469 18 11 29,637 16 11 Lower Hutt .. 1,064 14 11 1,009 8 8 1,246 10 7 1,213 5 7 4,533 19 9 27,458 2 11 Napier 944 8 8 895 7 5 1,105 13 7 1,076 3 8 4,021 13 4 29,536 18 4 Gisborne" 833 2 11 789 17 4 975 7 10 949 7 6 3,547 15 7 25,949 2 5 Hastings .. 800 1 3 758 10 0 936 13 2 911 13 5 3,406 17 10 22,660 11 7 Nelson City . . 685 15 4 650 2 10 802 17 0 781 8 8 2,920 3 10 20,458 15 9 Onehunga 679 15 1 644 8 10 795 16 2 774 11 7 2,894 11 8 20,731 4 10 Petone 664 14 3 630 3 8 778 4 0 757 8 10 2,830 10 9 20,29.1 7 7 Devonport 590 2 5 559 9 4 690 17 6 672 8 11 2,512 18 2 18,777 15 8 Masterton .. 562 9 0 * 533 4 7 658 9 7 640 18 3 2,395 1 5 16,438 4 7 One Tree Hill . 495 13 7 469 18 7 580 6 1 564 16 6 2,110 14 9 13,110 18 11 Greymouth .. -501 13 10 475 12 7 587 7 0 571 13 7 2,136 7 0 12,591 9 6 St Kilda 466 16 I 442 11 1 546 10 0 531 18 6 1,987 15 8 14,923 5 8 Oamaru .. 454 15 5 431 2 11 532 8 4 518 4 3 1,936 10 11 13,988 8 7 Whangarei 442 2 10 419 3 5 517 12 7 503 16 5 1,882 15 3 13,791 12 8 Takapuna .. 448 3 1 424 17 6 524 13 5 510 13 6 1,908 7 6 13,206 1 9 Rotorua .. 387 8 0 367 5 6 453 10 10 441 8 10 1,649 13 2 4,547 13 10 Totals .. 42,541 13 4 40,331 13 7 49,804 18 0 48,476 6 6 181,154 11 5 1,273,931 11 0

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TABLE No. 5.—LENGTH OF ROADS, STREETS, AND BRIDGES. Table showing the Lengths of the various Classes of Roads, Streets, and Bridges in the Dominion at 31st March in the Years 1922 to 1938.

TABLE No. 6.—LENGTH OF BRIDGES. Table showing the Lengths of the various Classes of Bridges in New Zealand as at 31st March, 1923 to 1938, inclusive.

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CO M * M Roads and Streets formed to not less than _o ° Dray.width, and paved or surfaced ® g "p with 43 d Total p .Unformed Total Year. I ! ° 2 Formed . rl , * Legal of all Bitu- Other g ft o Roads. Roads. Roads, minous or Bitumen | Metal or j and Un- m ® a o Cement or Tar. I Gravel. specified 9 =3 «3 Concrete. | 1 Material. § JS 3 W Miles. Miles. Miles. Miles. Miles. Miles. Miles. Miles. Miles. 1922 .. 26,787f* 17,456| 44,244 5,095! 13,631! 62,971 1923 .. 27,815i* 17,791-i 45,607 5,377! 13,613 64,5971 1924 17,222f 45,776 5,218| 13,630! 64,624f .. A 1925 .. 582 639 28,243f 4-58J 16,748 46,147| 5,181! 15,676f 67,006 1926 .. 97| 836 28,981! 340| 16,521| 46,777| 5,009| 15,792! 67,579! 1927 .. 133 1,012 29,726i 373! 16,107|- 47,352J 5,093 15,795 68,2401 1928 .. 217 1,262! 30,669f 129J 15,3811 47,659f 5,0401 15, 68,369! 1929 .. 254 1,472 31,334 125| 15,1351 48,321 5,399f 15.1971 68,918| 1930 .. 306 l,724f 32,352! 83 14,6001 49,066! 5,375 16,506i 70,947f 1931 .. 339! 1,892§ 32,8551 116 14,374! 49,578f 5,6421 72,144 1932 .. 336| 2,118! 33,536! 88i 14,195f 50,276 5,808 16,418 72,502 1933 .. 344 2,320 34,848 80J 13,300! 50,893 5,8761 17,474 74,243| 1934 .. 368 2,5444 35,952J 79| 12,698! 51,642f 5,878f 17,708| 75,230£ 1935 .. 379i 2,819 36,721| 78! 12,160! 52,158! 5,871 16,999 75,0281 1936 .. 395 3,246J 36,056 75! 12,285| 52,058! 5,812 16,982! 74,853 1937 .. 403f 3,502| 37,327| 78! 11,015 52,327| 5,857 17,040! 75,225J 1938 .. 411-1 3,845 37,708! 82! 10,580 52,627f 5,710| 17,215f 75,554| * Note. —Figures for earlier years, particularly in regard to unformed legal roads, are not claimed to be entirely accurate.

Bridges, 25 ft. and over in Length constructed with— „ , , Ail Concrete or Steel and Steel, Concrete, Steel and Australian or w.«~ mmi,™ Total Bridges Year ended Stone. Concrete. and Timber. Timber. other Ilardwood. 25 ft. and over. 31st March, .. Total AT „ Total Total Total Total Total , I Total Length. Length. Length. ' Length. Length. ' Length. | Length. ; I Ft. Ft. Ft. Ft. Ft. Ft. Ft. 1923 ..******** * * * * 2,955f 328,766f 1924 ..» « * * * * * * * * * * 3,297-f 362,0341" 1925 .. 408 36,840 .. .. 205 28,916 .. .. 1,466 180,529 2,035 167,557 4,114 413,842 1926 .. 431 39,127 .. .. 258 34,883 .. .. 1,665 197,735 2,029 161,084 4,383 432,829 1927 .. 489 42,804 .. .. 349 40,185 .. .. 1,850 217,600 1,959 148,427 4,647 449,016 1928 .. 545 47,833 .. .. 282 37,623 .. .. 2,0.13 2#),208 1,994 153,078 4,834 467,742 1929 .. 608 52,76] 324 38,679 .. .. 2,137 242,474 2,181 165.525 5,250 499,439 1930 .. 671 57,739 .. .. 270 37,777 .. .. 2,285 245,867 2,164 168,120 5,390 509,503 1931 .. 751 66,292 .. .. 295 38,995 .. .. 2,396 253,057 2,164 164,940 5,606 523,284 1932 .. 552 43,878 330 41,272 186 20,952 182 17,433 2,277 240,622 2,277 163,453 5,804 527,610 1933 .. 574 46,774 356 39,237 209 25,726 300 27,417 2,233 230,380 2,316 164,999 5,988 534,533 1934 .. 590 48,957 380 39,662 235 29,387 354 30,834 2,191 227,035 2,365 167,129 6,115 543,004 1935 .. 623 52,146 429 42,865 269 31,864 499 40,776 1,932 210,176 2,475 172,783 6,227 550,610 1936 .. 669 57,862 456 46,132 303 34,593 457 40,638 2,077 215,742 2,381 167,404 6,343 562,371 1937 .. 699 60,375 461 49,339 321 34,981 553 47,328 2,063 213,599 2,434 169,092 6,531 574,714 1938 .. 746 65,462 499 50,690 330 36,911 616 49,360 2,089 216,279 2,399 163,749 6,679 582,451 * Detailed figures not available. t 30 ft. and over in length.

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TABLE No. 7.—TAXATION OF MOTOR-VEHICLES, 1926-1939. Table showing the Annual Yield for the Years ended 31st March, 1926 to 1939, in respect of (a) Customs Duties on Motor-vehicles and Parts; (b) Tire-tax; (c) Motorspirits Tax; (d) Fees, etc., under the Motor-vehicles Act, 1924; (e) Heavy-traffic Fees; (f) Drivers' Licenses; and (g) Mileage Tax.

TABLE No. 8.—TAXATION OF MOTOR-VEHICLES, 1937-39. Table showing Details regarding the Collection and Distribution of Taxation in respect of Motorvehicles during the Year ended 31st March, 1939.

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Customs Duties ] Motor- Pees, &c., HeavvYear ended in respect of ~ t spirits Tax. under Motor- Drivers Mileage- Total _ 31st March, Motor-vehicles lire - 1iax - J Net vehicles Act, ]?eeg _ Licenses. tax. and Parts.* Balance. 1924. £ £ £ £ ££££ 1926 .. 996,311 240,042 .. 86,681f 114,009 33,162 .. 1,470,205 1927 1,064,752 199,8751 .. 395,797 220,616 50,650 .. 1,931,690 1928 845,836 238,171 146,460 345,510 157,651 52,495 .. 1,786,123 1929 1,034,835 207,547 810,386 244,598 190,789 36,830 .. 2,524,985 1930 1415,012 173,122 983,882 391,368 183,486 56,578 .. 3,203,448 1931 '807,642 150,4241,363,204 393,798 194,557 59,462 .. 2,969,087 1932 253,769 103,8731,659,948 370,126 179,105 58,860 .. 2,625,681 1933 134,659 73,6531,865,762 352,561 178,183 57,132 .. 2,661,950 1934 120,790 67,779 2,351,558 346,249 171,503 60,358 1,597 3,119,834 1935 531,051 100,5932,593,214 391,661 204,767 61,385 1,629 3,884,300 1936 721,877 102,3092,896,202 431,896 232,094 66,260 1,813 4,452,451 1937 985,292 154,8943,370,048 493,626 266,558 75,843 4,159 5,350,420 193 8 951,570 176,527 3,808,479 563,038 305,679 83,597 10,592 5,899,482 1939 924,266 167,9164,132,360 612,395 322,000J 91,000} 13,461 6,263,398 Totals for 13 10,787,662 2,156,72525,981,5035,419,304 2,920,997 843,612 33,251 48,143,054 years to 31st March, 1939 * Calendar year ending on Slat December previous. Includes primage and surtax on vehicles and parts, also tire-tax on tires attached to vehicles or parts. t Alteration in licensing period. J Estimated.

Distribution. Gross Total. Refunds. Collection Net Total . Boroughs of Expenses. Consolidated Mam High- 6,000 Local Fund. ways Account. Population Bodies. and over. £ £ £ £ £ £ £ £ Customs duties on vehicles and parts .. 924,266 .. •• 924,266 924,266 Tire tax and surtax .. •• 169,334 84 1,334 167,916 18,900 149,016 MotorSpirits to :: .. .. 4,358,498 201,451 24,687 4,132,360 1,867,928 2,083,278 181,154 .. Pees and fines under Motor-vehicles Aot 613,204 809 .. olo'nnn " 612,395 .. '' Heavy traffic fees 322,000* .. .. 322,000 .. .. .. 322,000 Drivers' license fees .. .. 91,000* .. •• n'±n± ' Mileage-tax 13,460 .. .. 13,460 5,336 7,474 650 Totals—1938-39 .. •• 6,491,762 202,344 26,021 6,263,397 2,816,430 2,852,163 181,804 413,000 Totals—1937-38 .. •• 6,109,770 189,470 24,818 5,895,482 2,696,633 2,646,213 167,360 389,276 * Estimated.

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TABLE No. 9.—CONVICTIONS FOR TRAFFIC OFFENCES, 1929-1938. Table showing a Classification of the Convictions for Traffic Offences recorded during the Calendar Years, 1929-1938.

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Class of Offence. 1929. 1930. 1931. 1932. 1933. 1934. 1935. I 1937. 1938. Failing to stop motor-vehicle after .. .. .. .. .. .. .. .. .. 15 accident involving bodily injury Negligent driving causing death .. 8 9 4 8 7 6 815* 20 Negligent driving causing bodily injury .. 2 1 1 7 1 4 4 8 Unlawfully converting vehicle to own use 268 395 333 391 344 250 333 470 490 372 Drunk in charge of motor-car .. 419 435 403 309 287 253 327 477 573 685 Drunk in charge of other vehicle .. 60 31 28 18 15 12 8 15 15 16 Excessive speed in motor-vehicle .. 1,609 2,120 2,084 2,052 1,428 1,269 1,350 1,697 1,587 2,855 Negligent or dangerous driving of motor- 3,291 3,923 3,109 2,693 2,314 2,429 2,806 3,533 3,744 4,523 vehicle Riding bicycle on footpath .. .. 777 532 425 354 362 406 381 402 437 262 Negligent or dangerous driving of other 61 95 45 58 33 62 84 20 160 164 vehicles Breaches of regulations for lighting of 4,164 3,965 2,557 3,406 3,661 3,234 3,440 3,335 2,571 2,301 vehicles Offences relating to registration &c. of 3,232 3,678 4,184 3,521 4,337 4,460 4,240 4,317 4,295 4,317 motor-vehicles Breaches of parking regulations .. 1,734 1,836 1,049 949 694 1,326 1,495 1,334 2,161 3,547 Other traffic offences .. .. 1,147 1,135 918 854 661 729 836 1,193 1,777 5,237 Totals .. .. .. 16,770 18,156 15,140 14,613 14,144 14,443 15,309 16,812 17,814 24,322 Motor-vehicles registered at 31st Do- 187,000 195,000 193,000 188,000 189,000 197,000 214,000 237,000 261,000 293,000 cember Motor-vehicle petrol-consumption (million, 57 63 55 50 51 56 63 72 82 89 gallons) Convictions per thousand motor-vehicles 90 93 78 78 75 73 72 71 68 83 Convictions per million gallons of petrol 294 288 275 292 277 258 243 233 217 273 consumed * Not available.

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TABLE No. 10.—PROSECUTIONS BY TRAFFIC INSPECTORS OF TRANSPORT DEPARTMENT. Table showing for the Year ended 31st March, 1939, a Classification according to the nature of the Offence of Prosecutions taken by Traffic Inspectors of the Transport Department.

61

Case I n f° rm - nfF Proseou- Con- .. ation Amount enee ' tions. victions. m ig S ed with- of Fines. drawn. Motor-vehicles Act and Regulations. Number. Number. Number. Number. £ s. d. 1. Dangerous driving .. .. .. 362 346 12 4 879 14 0 2. Dangerous speed .. .. .. 99 95 3 1 290 0 0 3. Exceeding 30 miles per hour in restricted area 1,049 1,038 4 7 1,832 1 0 4. Intoxicated in charge .. .. .. 130 126 3 1 1,648 0 0 5. Overtaking on bend or hill-crest .. .. 87 82 4 1 128 5 0 6. Failing to keep to left .. .. .. 162 151 6 5 222 15 0 7. Failing to yield right-of-way at intersection 33 31 2 .. 45 10 0 8. Defective brakes .. .. .. 125 121 3 1 205 10 0 9. Defective lights .. .. .. .. 165 165 .. .. 146 12 0 10. No Warrant of Fitness .. .. .. 1,700 1,663 5 32 1,043 0 6 11. Drivers' license offences .. .. .. 573 554 4 15 370 18 6 12. Unlicensed or unregistered motor-vehicles .. 240 228 5 7 215 10 0 13. Cycling offences .. .. .. 450 436 12 2 213 16 0 14. Negligent driving .. .. .. 42 38 2 2 89 0 0 15. Careless or inconsiderate driving .. .. 81 75 3 3 103 0 0 16. Loading offences .. .. • .. 70 69 1 .. 73 10 0 17. Parking offences .. .. .. 50 50 .. .. 24 0 0 18. Miscellaneous .. .. .. .. 196 182 9 5 191 5 0 Totals .. .. .. .. 5,614 5,450 78 86 7,722 7 0 Motor-vehicles Insurance Act. 1. Third-party-insurance offences .. ■ .. j 8 ) 7 j 1 j .. | 10 10 0 Transport Licensing Act and Regulations. 1. Unlicensed goods-service .. .. .. 83 68 6 9 153 15 0 2. Unlicensed passenger-service .. .. 18 11 6 1 30 10 0 3. Breach of goods-service license .. .. 69 62 4 3 133 17 0 4. Breach of passenger-service license .. 2 1 .. 1 2 0 0 5. Driving-hours breaches .. .. .. 54 46 4 4 54 10 0 6. Overloading goods-service vehicle .. .. 6 6 .. .. 14 10 0 7. Overloading passenger-service vehicle .. 4 4 .. .. 6 0 0 8. Failing to carry Certificate of Fitness or 101 93 .. 8 92 15 0 Inspection Certificate 9. Failing to carry vehicle authority or temporary 114 92 2 20 71 10 0 license 10. Miscellaneous .. .. .. .. 1 1 .. .. 100 Totals .. .. .. .. 452 384 22 46 560 7 0 Heavy Motor-vehicles Regulations. 1. Exceeding licensed load .. .. .. 335 330 1 4 643 13 9 2. Exceeding road classification .. .. 104 98 .. 6 181 10 0 3. Exceeding axle-load .. .. .. 39 37 2 .. 54 10 0 4. Wrong distribution of load .. .. 12 11 .. 1 11 10 0 5. No heavy-traffic license .. .. .. 230 203 3 24 359 8 0 6. Speeding .. .. .. .. 525 521 2 2 970 3 0 7. Miscellaneous (heavy motor-vehicles) .. 44 43 .. 1 39 5 0 Totals .. .. .. .. 1,289 1,243 8 38 2,259 19 9 Others .. .. .. .. 219 214 3 2 195 14 0 Totals for Dominion .. .. 7,582 7,298 112 172 10,748 17 9

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TABLE No. 11.—TRAFFIC OFFENCES BUREAU. Table showing for the Year ended 31st March, 1939, a Classification of the Offences reported by Traffic Inspectors on the Staff of the Transport Department, together with a Tabulation of the Action taken in connection with these Reports.

62

Nature of Offence. ! Reported. I Prosecuted. Warned. . Action. Motor-vehicles Act. 1. Drunk in charge .. .. .. .. .. 142 137 2 3 2. Negligent driving .. .. .. .. 46 4-1 3 2 3. Driving in dangerous manner .. .. .. 374 345 27 2 4. Speed dangerous .. .. .. .. 124 117 6 1 5. Careless or inconsiderate driving .. .. .. 115 90 20 5 6. Exceeding 30 miles per hour in restricted area .. 1,401 1,151 238 12 7. Overtaking at bend or hill-crest .. .. .. 143 96 42 5 8. Failing to keep to left .. .. .. .. 216 167 47 2 9. Failing to yield way at intersection. . .. .. 36 28 6 2 10. Drivers' license offences .. .. .. .. 795 645 123 27 11. Unlicensed or unregistered vehicles .. .. 329 237 73 19 12. Defective lights .. .. .. .. .. 227 167 39 21 13. Defective brakes .. .. .. .. 168 139 17 12 14. No Warrant of Fitness .. .. .. .. 2,503 1,906 512 85 15. Loading offences .. .. .. .. 97 68 26 3 16. Parking offences .. . . .. .. .. 63 53 8 2 17. Third-party-insurance offences .. . . .. 18 13 3 2 18. Miscellaneous .. .. .. .. .. 461 293 104 64 Total, Motor-vehicles Act .. ., .. 7,258 5,693 ], 296 269 Heavy Traffic. 1. Exceeding licensed load .. .. .. .. 456 374 68 14 2. No heavy-traffic license .. .. .. .. 341 240 67 34 3. Speeding .. .. .. .. .. 640 600 36 4 4. Exceeding road-classification .. .. .. 147 110 20 17 5. Exceeding axle-load .. .. .. .. 85 55 15 ]5 6. Wrong distribution of load .. .. .. 29 17 5 7 7. Miscellaneous .. .. .. .. .. 108 50 39 19 Total, heavy traffic .. .. .. .. 1,806 1,446 250 110 Transport Licensing Act. 1. Unlicensed goods-services .. .. .. .. 146 75 44 27 2. Breach of goods-service license .. .. .. 145 105 24 16 3. Failing to carry Certificate of Fitness or Inspection 179 96 42 41 Certificate 4. Failing to carry vehicle authority or temporary license 254 128 89 37 5. Unlicensed passenger-service .. .. .. 74 52 17 5 6. Driving-hours breaches .. .. .. .. 479 66 411 2 7. Overloading passenger-service or goods-service vehicle 20 8 7 5 8. Breaches of passenger-service license .. .. 9 3 3 3 9. Miscellaneous .. .. .. .. .. 41 12 21 8 Total, Transport Licensing Act .. .. 1,347 545 658 144 Miscellaneous Acts and Regulations .. .. 24 16 6 2 SUMMARY. Motor-vehicles Act .. .. .. .. .. 7,258 5,693 1,296 269 Heavy traffic .. .. .. .. .. 1,806 1,446 250 110 Transport Licensing Act .. .. .. .. 1,347 545 658 144 Miscellaneous Acts and Regulations .. .. .. 24 16 6 2 Total, all oflences .. .. .. ..10,435 7,700 2,210 525 Total, alloffences,sixmonthsended31stMarch, 1938 3,234 2,629 483 122

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TABLE No. 12.-TRANSPORT LICENSING ACT, 1931. Table showing the position with respect to Applications for Continuous or Seasonal Passenger-service Licenses handled by the Licensing Authorities for Year ended 31st March, 1939.

63

Transport Licensing Authority for i , " *""" i—, : j - Dominion | Auckland j Wellington Christchurch j Dunedin Total. No. 1 No. 2 No. 3 • i Transport ! Metropolitan Metropolitan Metropolitan District. District. District. j District. | Board District! District. District. ! District. | | | I I I ! New applications — 1QO Received 61 37 15 62 7 .. .. • • 182 Granted .. .. .. 48 30 13 28 5 .. .. • • Refused .. .. .. 10 5 .. 7 1 ■ • ■ • ■ • Adjourned . . .. . . 3 2 2 27 . 1 Renewal applications — Received 44 26 68 111 25 12 8 .. 294 Granted .. .. .. 44 25 66 109 24 12 8 Refused .. .. .. .. - • • • • • • • • • • • '' 'A Adjourned .. .. .. . ■ 1 2 2 1 •• Amendment applications — , Received 89 49 17 49 38 8 .. 1 251 Granted ...... 85 47 16 26 37 6 .. „ Refused .... .. 1 • • • • • • 1 • • * - • • Adjourned . . . . .. 3 2 1 23 .. 2 Transfer applications j _. Received .. .. .. 14 11 19 10 .. . • • • : • • Granted .. .. .. 13 11 19 10 .. .- .... 53 Refused .. .. .. i . . ■ • ■ • • • • • • • j Adjourned .. .. .. j 1 Total applications — , _ nl Received .. .. .. 208 123 119 232 70 20 8 1 781 Granted .. .. .. 190 113 114 173 66 18 8 1 683 Refused . . .. .. 11 5 .. 7 2 .. . . • • Adjourned ...... 7 5 5 52 2 2 Number of licenses reviewed .. .. 5 .. 1 • • • • • • • • Number of licenses revoked ori8 9 7 3 1 1 abandoned I ,

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TABLE No. 13.—TRANSPORT LICENSING ACT, 1931. Traffic Data, Operating-expenses, Revenue, and Profit of Licensed Passenger-services (excluding Services Licensed by the Four Metropolitan Authorities) for the Years ended 31st March, 1932 to 1938, inclusive.

64

North Island TotaJs for Year ended South Mand lotateto Year ended j New Zealand ToMs for Year ended 31flt Item. ! I 1936. 1937. 1938. 1936. 1937. 1938. (estimated) 1933 ' 1934 ' 1935 ' 1936 - 1937 - ( 1938 ' Traffic statistics — Vehicle journeys .. •• 1,354,625 1,341,966 1,745,705 349,567 327,748 417,870 2,560,000 1,802,878 1,878,746 1,736,521 1,704,192 1,669,714 2,163,575 Vehicle-miles .. -■ 15,221,391 16,319,559 16,847,320 6,807,948 6,462,462 6,662,041 32,000,000 22,756,313 21,920,587 21,541,921 22,029,339 22,782,021 23,509,361 Empty trips .. 41,123 41,211 38,899 7,603 7,140 6,617 .. 51,434 57,382 48,818 48,726 48,351 45,516 Passengers .. .. •• 14,826,996 18,160,297 19,290,858 3,122,355 3,346,279 3,985,903 17,000,000 16,065,672 16,548,717 15,975,336 17,949,351 21,506,576 23,276,761 Operating-expenses — £££££££££££££ Vehicle-running costs (petrol, oil, 308,296 332,622 292,242 138,822 129,241 123,734 682,000 480,727 439,105 434,613 447,118 461,863 415,976 tires, repairs, maintenance, and depreciation)* Vehicle-standing charges (license 201,883 253,207 355,231 86,298 101,715 144,789 409,000 285,149 280,832 277,953 288,181 354,922 500,020 fees, wages, drawings in lieu of wages, insurance, garage rent)* General overhead charges (man- 63,634 90,221 77,280 33,059 41,772 36,590 149,000 108,239 90,358 94,173 96,693 131,993 113,870 agement and office expenses, interest, advertising, &c.)t Total .. 573,813 676,050 724,753 258,179 272,728 305,113 1,240,000 874,115 810,295 806,739 831,992 948,778 1,029,866 Revenue — Passenger .. .. •• 557,420 664,955 717,374 250,097 242,646 282,553 .. 769,086 736,530 753,425 807,517 907,601 999,927 Mail contract .. •• 21,143 22,211 21,600 10,974 15,739 15,162 .. 31,173 35,177 31,112 32,117 37,950 36,762 Newspapers .. .. •• 13,294 14,271 15,517 5,377 7,202 9,752 .. 11,799 13,234 16,949 18,671 21,473 25,269 Goods and parcels .. ■ 31,592 37,272 46,325 27,911 36,039 28,242 .. 43,864 44,892 57,457 59,503 73,311 74,567 Other .. .. .. 7,709 13,463 7,363 3,963 3,990 3,324 .. 23,388 18,664 13,189 11,672 17,453 10,687 Total .. ■ - i 631,158 752,172 808,179 298,322 305,616 339,033 1,200,000 879,310 848,497 872,132 929,480 1,057,788 1,147,212 Profits .. .. - - ! 59,627 80,291 .. 40,828 34,204 .. .. .. 52,437 74,404 100,455 114,495 Losses .. .. ■■ 2,282 4,169 .. 685 1,316 .. .. .. 14,235 9,011 2,967 5,485 Net profit .. .. I 57,345 76,122 83,426 40,143 32,888 33,920 40,000{ 5,195 38,202 65,393 97,488 109,010 117,346 * For the period ended 31st March, 1938, depreciation is included in standing charges and not in running-costs. Depreciation for the pariod amounts to £132,333. t For the period ended 31st March, 1938, interest has been excluded from overhead charges. % Loss.

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TABLE No. 14.— TRANSPORT LICENSING ACT, 1931. Average Operating-expenses and Revenue per Vehicle-mile of Licensed Passenger-services (exclusive of those licensed by the Four Metropolitan Authorities) for the Years ended 31st March, 1932 to 1938, inclusive.

9 —H. 40.

65

North Island Averages for South Island Averages for New Zealand Averages for Year ended 31st March, lear ended 31st March, Year ended 31st March, Item. 1936. 1937. 1938. 1936. 1937. 1938. es 1933, 1934 " 1935, 1936 ' 1937 ' 1938 ' j j j Operating-expenses — d. d. d. d. d. d. d. d. d. d. d. d. d. Vehicle-running costs (petrol, oil, tires, repairs, 4-86 4-89 4-16* 4-89 4-80 4-46* 5-11 5-07 4-81 4-84 4-87 4-87 4-25 maintenance, depreciation)* Vehicle-standing charges (license fees, wages, 3-18 3-72 5-06* 3-04 3-78 5-22* 3-07 3-01 3-07 3-10 3-14 3-74 5-10 drawings in lieu of wages, insiirance, garaging) (*) General overhead charges (management and office 1-00 1-33 1-lOf 1-17 1-55 l*31f 1-12 1-14 0-99 l-0o 1-05 1-39 1-16 expenses, interest, advertising, &c.)f Total operating-expenses .. .. 9-04 9-94 10-32 9*10 10*13 10-99 9-30 9-22 8-87 8-99 9-06 10-00 10-51 Revenue — Passenger .. .. .. .. .. 8-79 9-78 10-23 8-82 9-01 10-18 .. 8-11 8-06 8-39 8-80 9-56 10-21 Mail contract .. .. .. .. 0-33 0-33 0-31 0-39 0-58 0-55 .. 0-33 0-39 0-35 0-35 0-40 0-38 Newspapers .. .. .. .. 0-21 0-21 0-22 0*19 0-27 0-35 .. 0-12 0-14 0-19 0-20 0-23 0-26 Goods and parcels .. .. .. .. 0*50 0*55 0*66 0*98 1-34 1-02 .. 0-46 0-49 0-64 0-65 0-77 0-76 Other .. .. .. .. .. 0-12 0-19 0-10 0-14 0-15 0-11 .. 0-25 0-21 0-15 0-13 0-18 0-11 Total revenue .. .. .. 9-95 11-06 11-52 10-52 11-35 ! 12-21 9-00 9-27 9-29 9-72 10-13 11-14 11-72 Net profits .. .. .. .. .. 0-91 I 1-12 1-20 1-42 1-22 1-22 .. 0-05 0-42 0-/3 1-07 1-14 1-21 Net losses .. .. .. .. .. .. i .. .. .. .. .. 0-30 I * For the year ended 31st March, 1938, depreciation is included in standing charges and not in running -costs. The average depreciation per mile is 1 -35d. t For the year ended 31st March, 1938, interest has been excluded from overhead charges (see text).

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TABLE No. 15.—TRANSPORT LICENSING ACT, 1931. Statement of Assets and Liabilities of Licensed Passenger-services (exclusive of those licensed by the Four Metropolitan Authorities) as at 31st March, 1932 to 1938, inclusive.

66

North Island Totals. South Island Totals. New Zealand Totals. Item. 1936 ' 1937 " 1938 - 1936 - | 1937 - 1938. (est -^ 3 a 2 ted) . | 1933. | 1934. 1935. 1936. 1937. 1938. Liabilities- ££££££ £ £ £ £ £ £ £ Capita and reserves .. 312,374 433,948 550,381 166,985 174,093 273,948 .. 915,694 679,107 585,347 479 359 608 041 824 229 Other liabilities .. .. 163,814 173,668 160,497 93,877 68,049 94,522 .. 438,461 301,297 285;236 257>1 241,717 255^19 Total •' '• 476,188 607,616 710,878 260,862 242,142 368,470 1,500,000 1,354,155 980,404 870,583 737,050 849,758 Assets — Passenger-service vehicles .. 225,078 257,287 349,326 129,199 113,012 189,389 .. 493,683 396,706 359,625 354,277 370 299 538 715 Other vehicles .. .. 12,747 18,964 10,772 14,117 19,092 9,883 62 978 48 042 51 160 96 8f>4 w'rf.* Stocks on hand .. .. 18,824 24,334 23,542 12,537 11,060 5,860 .. 52>3 43,'283 38! 610 31'361 ss'sw 29*402 Plant and machinery .. 18,049 19,422 20,434 9,015 6,683 11,318 .. 46,287 33,166 31,522 27'o64 26 105 31 752 Land and buildings .. 96,262 108,195 92,419 61,510 35,221 55,120 .. 262,538 192,716 174,196 157'772 143'4I6 147'539 Sundry debtors .. 31, 37 29,620 23,543 16,210 18,970 9,573 .. 93 269 85 513 67 479 47 347 48 590 S'u6 Cash on hand and at bank .. 46,136 53,175 41,215 11,607 19,926 10,534 .. 109,075 72 797 94 235 57'743 73 101 S'JIS .. .. 27,956 96,619 149.627 6,667 18,178 7M93 .. l&ili 53J56 iftm 22mS 0ta ' •' 476,188 607,616 710,878 260,862 242,142 368,470 1,500,000 1,354,155 980,404 870,583 737,050 849,758 1,079,348

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TABLE No. 16.—TRANSPORT LICENSING ACT, 1931. Traffic and Financial Statistics of Licensed Passenger-services for the Year ended 31st March, 1938 (exclusive of Services licensed by the Four Metropolitan Licensing Authorities), classified according to the Type of Service involved.

67

Type of Service. (For full details of type of service see text.) Group 1: Group 2: „ Grou P p 3: GrOU P p 4: G™up5: Group 6; Group 7: Local and Centre to S ™ Cars, Service Cars, Service Serv f ces Services „. ~ , o j- mainly Pas- less than Coaches and , A , , Not rp , , Suburban Surrounding / Reve . 50 per Cent. Mixed Fleets, operated by operated by classified Total. Services Districts nu ° Medium Rev P e nuefrom Centre to * (Buses). (Buses). Distance. Passengers. Centre. < BuSeS >" Department. TrH)ffi.c statistics Vehicle journeys .. .. .. ..No. 833,153 235,640 39,703 24,530 46,041 255,354 598,950* 130,204 2,163,575 Passengers carried .. .. .. .. No. 10,336,986 3,192,719 121,841 56,980 401,381 3,050,514 5,446,339 670,001 23,276,761 Average number of passengers per vehicle journey No. 12-4 13-5 3-1 2-3 8-7 11-9 9-1 5-1 10-7 Vehicle-miles .. .. .. .'. Miles 4,088,629 5,333,184 1,324,316 1,009,557 3,942,158 915,484 4,858,109 2,037,924 23,509,361 Operating-expenses — Running-costs (lubricants, petrol, tires, repairs, £ 65,826 98,637 17,892 10,649 61,769 16,965 104,854 39,384 415,976 and maintenance) Standing charges (license fees, wages, drawings in £ 117,194 114,928 17,487 14,100 60,197 27,237 107,688 41,189 500,020 lieu of wages, depreciation, insurance, garage foes) Overhead charges (management, office expenses, £ 18,281 21,360 3,207 1,176 26,231 #,962 27,732 8,921 113,870 advertising, &c., but excluding interest) Total .. .. .. .. £ 201,301 234,925 38,586 25,925 148,197 51,164 240,274 89,494 1,029,866 Gross revenue .. .. .. .. £ 221,795 265,887 40,461 25,603 169,789 47,265 276,527 99,885 1,147,212 Net surplus .. .. .. .. .. £ 20,494 30,962 1,875 .. 21,592 .. 36,253 10,391 117,346 Net loss .. .. .. .. .. £ .. .. .. 322 .. 3,899 Total assets .. .. .. .. .. £ 213,401 198,781 30,394 24,615 164,113 87,543 278,614 81,887 1,079,348 Net capital .. .. .. .. .. £ 179,698 126,781 20,524 17,056 112,953 37,733 278,614 50,970 824,329 Average fare paid per passenger journey .. s. d. 4-9d. 1/4-2 5/3-5 2/11-8 7/10-7 3-63d. 10-7d. .. 10-3d. Number of returns included .. .. .. No. 43 96 36 46 32 7 10 70 340 Number of services included .. .. .. No. 82 153 40 46 47 33 60 107 568 * Estimated.

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TABLE No. 17. TRANSPORT LICENSING ACT, 1931. Operating-expenses and Revenue per Vehicle-mile* of Licensed Passenger-services for the Year ended 31st March, 1938 (exclusive of Services licensed by the Four Metropolitan Authorities), classified according to the Type of Service involved.

68

Type of Service.^ Group 1: Group 2: Group 3: „ Group 4: Group 5: ! Group 6: GrouD 7 • L ° cal ® nd . Centre to Service Cars, mainly £® ra : Service Coaches and! Services operated Services operated Suburban Services Surrounding Passenger Revenue, Mixed Fleets, by Local Bodies by Railways (Buses). Districts (Buses). Medium Distance. pl s °ngera Centre to Centre. (Buses). Department. r • i -, d - d - d - d. d. d d Benzine and oil 2-64 2-80 2-15 1-80 2-35 2-59 2-49 ires .. .. .. 0-46 0-51 0-39 0-36 0-52 0-62 0-35 Repairs and maintenance .. 0-77 1-08 0-70 0-37 1-03 1-44 2-341 Total running-costs .. .. 3-87 4-39 3-24 <M53 V90 r, 1R Wages and drawings in lieu of wages .. 4-65 2-88 2-08 2-16 2-13 r, m t «o i ! - 36 0-65 0-60 ?.Jo Ul In Other standing charges 0-93 0-88 0-44 0-59 0-59 0-93 0-95§ Total standing charges .. .. 6-88 5-12 3-17 7^1 0verhead 1-03 0-95 0-58 0-28 1-56 1-56 1-37 Revenue T ° t * l0Pe °" i ° g ' <!0 " te " " K'S !?15 5T 6 13-02 11-84 7-33 6-09 10-55 12-97 13-66 Sir 1 " :: '' 24 138 I " rs ■' - •• 0-07 .. 0-75 Number of returns included .... 43 96 36 46 32 7 in~~ Number of licenses included .. .. 82 153 40 46 47 33 g[J *For method of calculation see text. t For bads of classification see text. % Includes cost of washing vehicles (0.41d.). § Includes rent of Department buildings.

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TABLE No. 18.—TRANSPORT LICENSING ACT, 1931. Tables showing the Number of Vehicles used in Licensed Passenger-services (exclusive of those licensed by Metropolitan Authorities), classified according to Length of Working-life and Type of Service involved.*

69

Number of Vehicles according to Age. j j ; j i j j I Original Present Class of Service.* Less | - ■ - ■} j : - J 611 Cost. Value. than One Two | Three Four Five Six j Seven ; Bight j Years | Xota j one ! Year. Years. Years. Years. Years. Years. Years. Years. Years. and Year, j j ill 0V6r ' i £ £ Local and suburban services (buses) (1) .. 18 21 20 15 11 4 8 9 7 11 23 147 196,416 103,154 Centre to surrounding districts (buses) (2) ..26 48 41 27 20 25 15 10 18 13 14 ' ' Service-cars, mainly passenger revenue, medium distance 97861175 (3) Service-cars less than 50 per cent, of revenue from 9 14 462 2 23636 57 20,163 13,590 Service-coaches and mixed-fleets, centre to centre (5) .. 16 19 14 17 8 20 10 5 12 16 26 163 147,705 Services operated by local bodies (buses) (6) . . 8 8 4 .. 3 8 3 3 6 6 16 65 88,954 54,718 Services operated by Railway Department (7) . 27 16 23 34 26 17 8 8 24 35 21 239 188, 164 135,998 Unclassified . .. .. . .. 10 12 27 20 13 14 8 6 12 3 15 140 70,570 34,649 Totals .. •• 123 | 145 141 125 84 91 61 49 93 92 130 1,134 965,180 538,715 I 1 — *For basis of classification see text.

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TABLE No. 19.—TRANSPORT LICENSING ACT, 1931. Statement of Liabilities of Licensed Passenger-services (exclusive of those licensed by Metropolitan Authorities), classified according to the Type of Service involved.*

70

jsri ssi iss»" 1 Class.* Suburban Surrounding mainl y Pas - less than Coaches and Services oper- Services Services Wstriete senger Rev- 50 per Gent. Mixed Fleets, T , e i J. operated by Unclassified. Total. percentage oi (Buses.) (Buses) enue, medium revenue jErom Centre to cal Bodies. Railway j Liabilities. Distance. passengers. Centre. (Buses.). Department. Trade creditors 10,652 13,022 1,993 1,153 23,163 1,702 .. 3 823 55 508 5-1 Bank overdraft 3,908 12,862 4,696 886 19,825 13,928 .. 14 695 70 800 6-6 Loan-money .. . .. .. i 3;532 3 i j012 1,903 2,089 4,115 33 180 .. 7 590 93 421 8-6 Unpaid purchase-money on vehicles .. 5,611 15,493 1,278 3,431 4,057 .! .. 5,420 3-3 Total outside liabilities .. .. 33,703 72,389 9,870 7,559 5l7l60 48,810 T 255 019 2V6~ ° apital 179,698 126,392 20,524 17,056 112,953 37,133 278,614 5M59 SS 76-4 Total " '• •• •• 213 ' 401 198,781 30,394 24,615 164,113 86,543 278,614 82,887 1,079,348 100-0 Percentage of capital to total liabilities .. 84-2 63-6 67-5 69-2 4JM> 100 76-4 * For basis of classification see text.

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TABLE No. 20.—TRANSPORT LICENSING ACT, 1931. Table showing the Position with respect to Applications for Continuous or Seasonal Goods-service Licenses handled by the Licensing Authorities for the Year ended 31st March, 1939.

71

Transport Licensing Authority for — Dominion Total. No. 1 District. No. 2 District. No. 3 District. No. 4 District. New applications — Received .... 171 136 41 66 Granted 124 108 34 52 318 Refused ........... 24 18 7 6 55 Withdrawn .... ...... 12 5 -. • - Adjourned ............ j 11 5 Renewal applications — Received 1 85 60 47 58 250 Granted 78 60 44 52 234 Refused ............ 2 .. 3 1 b Withdrawn ............. 1 • • • • •; * Adjourned . . . . . . • ■ • ■ ■ • 4 .. ■ • 0 Amendment applications — „ , „„„ Received 250 191 102 14o 688 Granted 196 159 87 96 o38 Refused .... .. .. .... 46 18 15 30 109 Withdrawn .. .. . 7 .. ■■ ' Adjourned .......... 8 7 Transfer applications — Received ............ 143 90 63 68 364 Granted 140 87 62 51 340 Refused .. . .. .. .. .. 1 2 1 5 9 Adjourned ........... 2 1 • ■ 12 Total applications — „ Received .. •• 649 477 253 337 1,716 Granted ... 538 414 227 251 1,430 Refused 73 38 26 42 179 Withdrawn ... ........ 13 12 . . ■ • 2o Adjourned ............ 25 13 .. 44 82 Number of licenses reviewed ........ 1 4 1 1 7 Number of licenses revoked or abandoned ..... 44 22 22 12 100

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TABLE No. 21.—TRANSPORT LICENSING ACT, 1931. Traffic, Revenue, Expenditure, and Capital Statistics of Licensed Goods-services for Years ended 31st March, 1934, 1935, 1936, 1937, and 1938.

72

North Island Totals, Year ended South Island Totals, Year ended , T „ , . _ . , , , r , 31st March, 31st March, New Zealand TotaIs ' Year ended 31st March ' 1936. 1937. ! 1938. 1936. 1937. 1938. 1934. ! 1935. ' 1936. ! 1937. I 1938. Trsffic statistics Total number of operators .. Number 1,390 1,445 1,893 614 666 937 1,904 2,024 2,004 2,111 2,830 Number of vehicle authorities issued Number 2,378 2,613 3,407 990 1,140 1,452 2,906 3,355 3,368 3,753 4,859 Average mileage per vehicle .. Miles 15,159 15,725 *14,897 13,552 13,632 *13,458 12,693 13,744 14,687 15,089 *14,466 Total vehicle-miles run .. .. Number 36,049,00041,089,00050,754,00013,416,00015,540,00019,541,00036,886,00045,991,00049,465,00056,629,00070,295,000 Revenue and expenditure statistics — I £ £ £ £ £ £ £ £ f £ £ Total operating costs .. .. i 1,308,000 1,662,000 2,263,000 497,000 646,000 895,000 1,463,000 1,822,000 1,805,000 2,308,000 3,158,000 Total revenue .. .. .. .. j 1,490,000 1,930,000 2,533,000 580,000 749,000 1,050,000 1,639,000 2,037,000 2.070,000 2,679,000 3,583,000 Total profits .. .. .. .. [ 182,000 268,000 270,000 83,000 103,000 155,000 176,000 215,000 265,000 371,000 425,000 d. d. d. d. d. d. d. d. d. d. d. Average operating costs per vehicle-mile .. j 8-71 9-71 10-90 8-89 9-97 11-17 9-52 9-51 8-76 9-88 10-99 Average revenue per vehicle-mile.. .. 9-92 11-08 12-20 10-37 11-57 13-12 10-66 10-63 10-04 11-35 12-49 Average profit per vehicle-mile .. .. I 1-21 1-37 1-30 1-48 1-60 1-95 1-14 1-12 1-28 1-47 1-50 Per Cent. Per Cent. Per Cent. Per Cent. Per Cent. Per Cent. Per Cent. Per Cent. Per Cent. Per Cent. Per Cent. Percentage of profit to operators' capital .. 20-71 21-35 19-33 20-24 19 16 21-18 10-95 14-28 20-56 20-94 20-03 Percentage of profit to total capital invested 13-48 14-54 12-44 14-46 14-20 15-24 7-25 9-61 13-77 14-65 13-44 Capital investment statistics — £££££££££££ Total operators' capital .. .. 879,000 1,194.000 1,562,000 410,000 577,000 883,000 1,607,000 1,505,000 1,289,000 1,771,000 2,445,000 Total" outside" liabilities .. .. 471.000 559,000 863,000 164,000 202,000 344,000 820,000 732,000 635,000 761,000 1,207,000 Total capital invested .. .. .. 1,350,000 1,753,000 2,425,000 574,000 779,000 1,227,000 2,427,000 2,237,000 1,924,000 2,532,000 3,652,000 Average capital per operator .. . . 632 826 825 668 866 942 844 744 643 839 865 Average " outside" liabilities per operator 339 387 456 267 303 367 431 361 317 360 425 Average total capital invested per operator 971 1,213 1,281 935 1,169 1,309 1,275 1,105 960 1,199 1,290 * Average mileage adjusted to include services for which no returns were received for 1937-38, but received for 1936-37.

TABLE No. 22.—TRANSPORT LICENSING ACT, 1931. Comparison of Operating-costs per Vehicle-mile of Licensed Goods Services for 1937-38 with 1936-37.

JO 11. 40.

TABLE No. 23.— TRANSPORT LICENSING ACT, 1931. Comparison of Revenue and Profit per Vehicle-mile of Licensed Goods-services for 1937-38 with 1936-37.

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No. 1 Licensing District. No. 2 Licensing District. No. 3 Licensing District. No. 4 Licensing District. Dominion Totals. 1936-37. 1937-38. 1936-37. 1937-38. 1936-37. 1937-38. 1936-37. 1937-38. 1936-37. 1937-38. Average mileage per vehicle . . .. 16,119 [ 16,158* 14,579 13,892* 12,832 12,479* 14,840 14,718* 15,089 14,590* Average operating-costs per vehicle — d. per Mile. d. per Mile. d. per Mile. d. per Mile. d. per Mile. d. per Mile. d. per Mile. d. per Mile. d. per Mile. d. per Mile. Running-costs (benzine, oil, tires, repairs) .. 4-03 4-22 3-91 4-28 3-77 4-03 3-99 4-15 3-95 4-20 Standing charges (wages, license fees, depreci- ! 4-94 5-59 5-37 6-30 I 5-63 6-72 4-82 5-76 5-15 5-99 ation, garaging, &c.) Overhead charges (management, office 0-72 I 0-65 0-88 0-99 j 0-81 0-91 0-69 0-72 j 0-78 0-80 expenses, interest, &c.) Total .. .. .. .. 9-69 10-46 10-16 11-57 10-21 11-66 9-50 10-63 9-88 10-99 1 i ! I I I * Average mileage adjusted to include services for which no returns were received for 1937-38, but were received for 1936-37.

No. 1 Licensing District. No. 2 Licensing District. | No. 3 Licensing District. No. 4 Licensing District. ' Dominion Totals. 1936-37. 1937-38. 1936-37. 1937-38. 1936-37. ! 1937-38. 1936-37. 1937-38. 1936-37. 1937-38. : i | | ! Average mileage per vehicle .. .. 16,119 16,158 14,579 I 13,892 12,832 j 12,479 14,840 14,718 15,089 14,590 Revenue per vehicle-mile — d. per Mile. d. per Mile. d. per Mile. d. per Mile. d. per Mile. d. per Mile. d. per Mile. d. per Mile. d. per Mile. d. per Mile. General cartage revenue .. .. 10-42 10-54 11-26 j 12-38 10-91 j 12-98 10-63 12-32 10-78 11-71 Mail revenue .. .. .. .. 0-14 0-12 0-12 j 0-22 0-42 0-29 0-17 0-17 0-18 0-18 Passenger revenue .. .. .. 0-06 , 0-09 0-02 0-04 0-15 J 0-08 0-06 0-08 0-06 0-07 Other revenue .. .. .. .. 0-37 0-92 0-32 0-36 0-37 ; 0-16 0-17 0-11 0-33 0-53 Total .. .. .. .. 10-99 11-67 11-72 13-00 11-85 13-51 j 11-03 12-68 11-35 | 12-49 ! : | I Net profit .. .. .. j 1-30 1-21 1-56 1-43 1-64 j 1-85 i 1-53 2-05 j 1-47 1 1-50 j i i i

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TABLE No. 24.—TRANSPORT LICENSING ACT, 1931. Stat ement of Operating-costs per Vehicle-mile and Relative Statistics of Licensed Goods-services for 1937—38, excluding Public Works and Mail Contractors.

TABLE No. 25.—TRANSPORT LICENSING ACT, 1931. Statement of Revenue and Profit per Vehicle-mile and Relative Statistics of Licensed Goods-service Operators for 1937-38, excluding Public Works and Mail Contractors.

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No. 1 Licensing j No. 2 Licensing No. 3 Licensing j No. 4 Licensing | "Dominion i District. ! District. District. ! District. J i J I Average mileage per vehicle .. .. • •• 15,885 13,431 12,016 14,310 14,209 Average age of vehicles (years) .. .. .. . • • • ■ ■ 2-82 3-41 2-67 I 2-80 3-00 Average gross load per vehicle (weight of vehicle and maximum pay-load) (tons) .. 5-32 5-73 6-05 5-68 5-63 Average maximum pay-load possible per vehicle (tons) ... .. . 3-03 3-36 I 3-52 ! 3-29 3-25 , Operating-costs per vehicle-mile — Pence per Mile. Pence per Mile. ! Pence per Mile. : Pence per Mile. Pence per Mile. Running-costs .. . . . . .. .. • - • ■ 4-26 4-37 4-31 4-24 4-30 Wages or drawings in lieu of wages .. .. •• | 3-75 4-30 ; 4-87 4-03 4-11 Depreciation of vehicles .. .. .. .. - 1-10 1*19 1-34 1-10 1-17 License fees, garaging, &c. . . .. .. .. •• •• j 0-68 0-84 j 0-91 0-72 0-77 Management and oifice expenses .. .. .. .. . • • j 0-35 0-61 0-61 , 0-47 | 0-48 Other overhead charges .. .. .. . . ■ • • • - • 0-34 0-44 0-42 , 0-29 : 0-37 Total . .. .. .. .. j 10-48 11-75 12-46 , 10-85 11-20

No. 1 Licensing No. 2 Licensing i No. 3 Licensing i No. 4 Licensing Dominion Total District. District. i District. District. Average mileage per vehicle .. •• •• 15,885 13,431 12,016 14,310 14,209 Revenue per vehicle-mile Pence per Mile. Pence per Mile. Pence per Mile. Pence per Mile. Pence per Mile. 'General goods cartage .. .. •• • 10-57 12-75 14-30 12-75 12-10 Mail revenue .. . . • • - • - 0-05 0-13 0-05 0-06 0-07 Passenger revenue .. •• • •• 0-07 0-04 0-09 0-09 0-07 Other revenue .. . . - • • ■ ■ 1-04 0-34 0-13 0-12 0-56 Total .. •• ! H-73 13-26 ' 14-57 13-02 j 12-80 Profit per vehicle-mile .. .. .. •• •• 1-25 1-51 2-11 2-17 1-60

TABLE No. 26.— TRANSPORT LICENSING ACT, 1931. Statement of Operating-costs per Vehicle-mile by Licensed Goods-services for 1937-38, excluding Public Works and Mail Contractors for Vehicles grouped according to Number of Trucks operated by each Licensee.

TABLE No. 27.—TRANSPORT LICENSING ACT, 1931. Statement of Revenue and Profit per Vehicle-mile of Licensed Goods-services for 1937-38, excluding Public Works and Mail Contractors for Vehicles grouped according to Number of Trucks operated by each Licensee.

H. 40.

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Owners of One Owners of Two Owners of Three Owners of Four ! Dominion | Vehicle. Vehicles. Vehicles. I Vehicles. i Total. Average mileage per vehicle .. .. .. .. .. .. 13,718 13,578 11,502 14,783 14,209 Revenue per vehicle-mile Pence per Mile. Pence per Mile. Pence per Mile. Pence per Mile. Pence per Mile. General cartage revenue .. .. .. .. .. .. 10-62 11-74 12-38 13-11 12-10 Mail revenue .. . . .. .. .. .. .. .. 0-07 0-07 0-04 0-09 0-07 Passenger revenue .. .. .. .. .. .. .. 0-08 0-13 0-05 0-04 0-07 Other revenue .. .. .. .. .. .. .. .. 0-75 0-46 0-59 0-47 0-56 Total .. .. .. .. .. .. .. ... | 11-52 12-40 13-06 13-71 12-80 Profit per vehicle-mile .. .. .. .. .. .. .. j 1-19 1-64 1-89 i 1-71 1-60 1 I

Owners of One Owners of Two j Owners of Three Owners of Four or Dominion • ! Vehicle. | Vehicles. j Vehicles. \ more Vehicles. j Total. Average mileage per vehicle .. .. .. .. .. .. 13,718 13,578 14,502 , 14,783 14,209 Average operating-costs per mile— Pence P er Mile - Pence P er Milc - ! Pence P er 51116 I Pence P er Mile - I Pence P er Mile - Running-costs 3-80 4-11 4-41 4-67 4-30 Standing charges — Wages .. .. .. .. .. .. ■. - • 4*19 4*04 4*03 4*15 | 4*11 Depreciation of vehicles .. .. .. .. .. .. 1-13 1-20 1 1-14 1-19 ' 1-17 License fees, insurance, garaging . . .. .. .. .. .. 0-69 0-77 0-76 0-81 j 0-77 6-01 6-01 5-93 6-15 I 6-05 Overhead charges — | j Management and office expenses .. .. .. .. .. .. 0-31 0-38 0-45 0-66 , 0-48 Other charges .. .. .. .. .. .. .. . ■ 0-21 ! 0-26 i 0-38 0-52 j 0-37 0-52 ! 0-64 | 0-83 1-18 ! 0-85 ; i j Total .. .. .. .. .. .. .. .. 10-33 10-76 11-17 12-00 11-20

TABLE No. 28.—TRANSPORT LICENSING ACT, 1931. Statement of Operating-costs per Vehicle-mile and Relative Statistics for Licensed Public Works and Local-body Contractors for 1937-38.

TABLE No. 29.—TRANSPORT LICENSING ACT, 1931. Statement of Revenue and Pro fit per Vehicle-mile for Licensed Public Works and Local-body Contractors for 1937-38.

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— . • • r — p ■ ■ No. 1 Licensing No. 2 Licensing No. 3 Licensing No. 4 Licensing Dominion District. District. District. District. Total. : ! _J J | pZZT&L :: :: :: :: iff I » : g» » : j» Average gross load per vehicle (weight of vehicle plus maximum load), tons .. | 5-07 i 5-10 5-17 5. ko e Average maximum possible pay-load, tons .. .. .. .. .. 2-87 ! 2-85 2-94 3-16 9-90 -verage operating-costs per vehicle-mile— , Pence per Mile. Pence per Mile. Pence per Mile. 1 Pence per Mile. Pence per Mile. ! | 4 53 4 12 j «•» «•* Depreciation of vehicles ! !! X " " " Jlj* | License fees, insurance, garaging .. 0-71 ! 0-78 0-85 ■ 0-78 0-75 Overhead charges- j" 6 ' 4 ° 1 7 ' 54 j 7 ' U 6 ' 56 6 " 84 Management and office expenses j 0 . 23 0-57 0-45 0-23 0-34 Other charges 0-28 0-21 0-21 0-21 0-24 0-51 0-78 0-66 | 0-44 0-58 j- j ! I Total ! H-29 | 12-85 12-22 11-15 11-77 i 1

No. ] Licensing | No. 2 Licensing No. 3 Licensing | No. 4 Licensing ! Dominion District. District. District. District. 1 Total. Average mileage per vehicle 13;682 n 329 10 543 n 765 12 365 Revenue per vehicle-mile— Pence per Mile. Pence per Mile, i Pence per mile. Pence per Mile. Pence per Mile. General goods revenue .. .. .. .. .. .. .. i. 37 0 . 43 Mail revenue .......... " ' ' Passenger revenue " _ !! ! !! " !.' 0-02 0-02 ! 0-04 0^02 Public-works and local-body contracting .. .. .. .. .. 11-22 14-05 i 13-45 13-08 12 39 Other revenue „. 3 l 0-09 0-01 0-09 Total •' '• •• ■ •• •• •• •• 12"61 i 14-41 14-01 13-09 13-26 Profit per vehicle-mile 1. 32 1."79 : . 94 —— I |

TABLE No. 30.—TRANSPORT LICENSING ACT, 1931. Statement of Operating-costs per Vehicle-mile and Relative Statistics for Licensed Goods-service Mail Contractors for 1937-38.

TABLE No. 31.—TRANSPORT LICENSING ACT, 1931. Statement of Revenue per Vehicle-mile of Licensed Goods-service Mail Contractors for 1937—38.

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No. 1 Licensing No. 2 Licensing No. 3 Licensing : No. 4 Licensing Dominion District. " District. District. j District. lotal. Average mileage per vehicle .. .. .. •• •• 6 Average age of vehicles, years .. .. .. •• •• 2 o3 Average gross load per vehicle (weight of vehicle plus maximum pay-load), tons .. 2-03 l-o6 JL-ol ' * 'li i j i „ l • Ofi 0 * ftO 0 * 87 0 * u o i Average maximum possible pay-load., tons . . .. .. .. •• 1 u ° , r -i x> Ponno m,1a Pen oe r>er Mile ®. , i,- i fl-i Pence per Mile. Pence per Mile. Pence per Mile. Pence per Mile. rence per lvuie. Operating-costs per vehicle-mile 1 9 _ 9 ,. 7 a 1-58 2-07 1-96 Running costs .. .. .. .. • • • ■ • • • • L A "wS*""' .. .J 2-69 2-18 1-87 2-39 . 2-24 Depreciation •• •• •• 0-72 0-54 0-36 0-58 0-54 Depreciation .. 0 . 21 License fees, insurance, garaging 3.70 2 91 2-41 3-14 2-99 Overhead charges — „ , „ _ 1E A r .„ n . t .> Management and office expenses .. .. •• •• 0-06 0-17 0 0 " Other charees °-° 7 0 ' 05 °' 08 0-10 ° „ Utner charges q Q 0 -23 0-16 0-19 Total ■• • ■ 6-35 4 - 92 4-22 5-37 5-14 | __J -

— j — i ; j 1 .. No. 1 Licensing ' No. 2 Licensing No. 3 Licensing I No. 4 Licensing Dominion | District. | District. j District. j District. 1 Total. I 1 I i : 1 Average mileage per vehicle (miles) .. .. .. .. 17,340 18,644 22,135 1J,566 18,738 Revenue per vehicle-mile — Pence per Mile. Pence per Mile. Pence per Mile. Pence per Mile. Pence per MUe. General goods revenue .. .. .. .. •• 1-35 0-57 0-82 2 8 Mail revenue 2-78 2-71 2-66 2-66 2-72 Passenger revenue .. .. .. .. .. •• 0-76 0-29 0-0l 0-04 Other revenue .. . . . . .. . • ■ • • • • • 1-36 0-89 0-45 0-03 i Total .. .. .. ■ • •• 6-25 | 4-46 I 3 ' 95 5-01 4 ' 87 Loss per vehicle-mile .. .. •• •• •• 0-10 I 0-46 j 0-27 0-36 0 27 j

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TABLE No. 32.—COMMERCIAL AIR TRANSPORT, 1938-39. Operating Statistics for Commercial Aircraft Services for Year ended 31st March, 1939.

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I I I ! Tnps ' Total Total Passengers. Service. , , Hours Miles | ; Passenger- T «_ Ton _ Scheduled. Flown. ' Flown - 1 Flown. ( p | Non- | came ' Cam " mi es " miles. miles. J & ! paying. ! Cook Strait Airways, Ltd. — Hours. Miles. Number. Number. lb. lb. Wellington-Blenheim-Nelson .. .. .. 6,112 5,882 3,731 466,429 23,208 409 81,340 40,314 1,404,580 2,303 1,093 Nelson - West Coast .. .. .. .. 380 342 431 53,897 614 87 4,283 3,248 94,614 241 183 Air-taxi services .. .. .. .. .. 52 52 48 5,977 327 Total for company .. .. .. .. 6,544 6,276 j 4,210 526,30-3 24,149 496 85,623 43,562 1,499,194 2,544 1,276 ■ 1 Union Airways of New Zealand, Ltd. — Auckland- Wellington .. .. .. 1,030 1,023 2,549 351,950 7,891 184 15,887 74,746 1,788,216 1,811 8,391 Palmerston North - Dunedin (ceased 21/10/38) 422 418 1,764 209,156 5,003 51 8,820 51,014 1,171,841 1,046 ! 7,618 Palmerston North - Christchurch (commenced 22/10/38) 292 292 702 86,140 2,179 47 3,052 9,373 424,550 260 i 937 Wellington-Dunedin (commenced 21/10/38) .. .. 324 324 912 127,980 3,291 39 8,396 38,563 837,665 1,134 i 5,300 Palmerston North- Gisborne (commenced 1/7/38) . 1,102 1,099 1,414 144,884 6,150 27 4,151 16,551 660,300 244 j 1,022 Auckland-Gisborne (commenced March, 1939) .. 11 11 22 2,365 131 6 60 150 21,055 i 3 11 Air-taxi services .. .. .. .. .. 347 347 228 26,100 3,560 .. 5,866 .. .. j Total for company .. .. .. .. 3,528 3,514 7,591 948,575 28,205 354 46,232 190,397 4,903,627 i 4,498 23,279 | ; East Coast Airways — Palmerston North - Gisborne (ceased 30/6/38) .. 642 611 594 60,428 2,855 85 11,933 7,407 318,255 ; 123 81 Air-Taxi service (ceased 30/6/38) .. .. .. 9 9 1 144 57 Total for company .. .. .. .. 651 620 595 60,572 2,912 85 11,93-3 7,407 i 318,255 123 81 Air Travel (N.Z.), Ltd. Hokitika-Okuru .. " .. .. .. .. 974 967 470 49,216 418 27 28,3461" 74,863|i 67,955f l,500*|4,000*t Inchbonnie-Weheka .. .. .. ■■ 462 459 200 21,950 205 13 .. Air-taxi service .. .. .. ■■ •• 2,743 2,736 1,265 130,666 3,483 142 Total for company .. .. .. .. 4,179 4,162 1,935 | 201,832 4,106 182 28,346 74,863 67,955 1,500 4,000 Grand total, 1938-39 .. .. .. 14,902 14,572 14,331 j 1,737,282 59,372 1,117 j 172,134 316,229 6,789,031 8,665 28,636 Grand total, 1937-38 .. .. .. .. 10,069 9,818 11,648 1,364,351 46,263 1,137 j 81,792 214,357 Not available. ♦Estimated. f Includes freight mail, &c., for both route services.

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TABLE No. 33.—COMMERCIAL AIR TRANSPORT, 1934-38. Table showing the Principal Operating Data relating to Commercial Air Transport Services operating in the Dominion during the Calendar Years 1934 to 1938.

Approximate Cost of Paper.—Preparation, not given ; printing (1,535 copies, including graphs and maps), £142

Authority: E. V. Paul, Government Printer, Wellington.—.1939.

Price Is. 9d.~\

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Seating- „ , , „ Licensed , T , • capacity Passengers Mails Goods Mileage Calendar Year. gervices Machines. (ex £ ludi £ g carri( f d carried _ oarried flow £ Pilots). Number. Number. Number. Number. lb. lb. 1934 .... 1 1 4 50 2,000 500 4,200 1935 .. .. 2 3 20 4,203 14,789 11,680 186,391 1936 .. .. 5 10 77 20,718 84,924 38,339 706,233 1937 .. .. 7 15 119 37,178 166,344 67,927 1,205,965 1938 .. .. 8 19 141 60,967 299,570 172,530 1,759,984

Map of NORTH ISLAND showing Location of Motorvehicle Accidents on the State Highway System during two years ended 31st March, 1939.

Map of SOUTH ISLAND showing Location of Motorvehicle Accidents on the State Highway System during two years ended 31st March, 1939.