RAILWAYS STATEMENT (BY THE MINISTER OF RAILWAYS, HON. R. SEMPLE)

Appendix to the Journals of the House of Representatives, 1947 Session I, D-02

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1947 NEW ZEALAND

RAILWAYS STATEMENT (BY THE MINISTER OF RAILWAYS, HON. R. SEMPLE)

Mr. Speaker,— In accordance with section 10 of the Government Railways Act, 1936, I have the honour to present the Railways Statement for the year ended 31st March, 1947. FINANCIAL In my Statement for last year it was anticipated that revenue would no more than meet expenditure. Actually, it did not quite do that. The gross revenue for the year was £15,680,057, again establishing a new record for railway gross revenue. The increase over last year's record figure was £235,210, or 1-52 per cent. This increase was due largely to the substantial increase in revenue from railway road motor services. Although receipts from rail passenger traffic fell away considerably due to the decreased receipts from Armed Services traffic, civilian receipts showed an improvement, which would undoubtedly have been much larger had it not been for coal difficulties. Notwithstanding a decrease in military freights, goods revenue increased substantially, setting a new record. In effect, anticipations that the decrease in military freights and fares would be made good from other sources have been realized, added to which has been a substantial increase in road service revenue. Unfortunately, the expected increase in expenditure has also materialized. The expenditure for the twelve months amounted to £15,944,270, an increase of £1,559,426, or 10*84 per cent., over last year's figure. The increase is due to a higher wages bill, higher cost and quantity of stores and material used, and the additional costs of operating expanded road services. The wages bill increased by over £830,000, and approximately half this increase was due to higher rates of pay and improved conditions of employment. The cost of coal used for locomotive purposes increased by over £250,000, whilst the tonnage used fell by 16,255 tons. The increased cost was due to the importation of coal from overseas.

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The position regarding deferred maintenance was again considered this year, and a further sum of £125,000 was credited to the General Reserve for this work. The total amount now allocated for this purpose totals £781,000. The final result was a loss on current operations of £264,213, and the full difference between gross revenue and gross expenditure, plus interest charges, amounted to £3,257,113. As mentioned in last year's Statement, it was considered that, in the interests of stabilization, rates and fares should not be increased, and therefore the deficit of £264,213 has been met from vote, " Economic Stabilization." INCREASED COSTS I cannot too strongly emphasize the fact that the result of the year's operations is due to increased costs without a corresponding increase in rates and fares and not in any way to a falling off in the efficiency of railway operation. The revenue figures would undoubtedly have been improved with a greater supply of coal and a larger stock of wagons, and the increased traffic would have been handled without an equivalent increase in costs. Nevertheless, the present position is due almost entirely to rising costs. The detailed statistics of operation show that efficiency figures have been maintained in almost every phase, and in some cases bettered. The average loading of wagons has increased, the ton mileage handled per wagon has increased, train loads have increased, and so on. As an indication of the increase in costs, it may be pointed out that in the last pre-war year, 1938-39, the average hourly rate of all salaries and wages was 31-21 d. Last year the average rate was 43-83 d., an increase of over Is. per hour in the averages. On the materials side there are a thousand and one small items upon which heavy increases in price have occurred and which in the aggregate add up to a considerable sum. Taking, however, a few items which were used in considerable quantity during last year and comparing the cost of those items with the cost of purchasing a similar quantity in 1939, we find that the quantity of canvas used for tarpaulins cost £57,000 more than it would have in 1939. Similar increases on other items are motor-tires, £43,000; lubricating-oils, £28,000; rails and fastenings, £28,000; hardwood sleepers, £64,000; timber, £36,000 ; steel tires, £17,000 ; uniforms, £ll,OOO. These figures show clearly the changes in prices which have taken place since 1939, when the last increase in rates and fares was made. ♦ COAL POSITION As already indicated, coal difficulties continued to embarrass the railways. Consequent upon extreme shortage of supplies, passenger-train services were drastically curtailed in the North Island between 21st June and 30th November, 1946, the cut in train mileage amounting to almost one-third. Further, all special trains during the 1947 Easter vacation were cancelled and the greater part of the receipts from advance bookings made prior to 31st March had to be refunded.

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The total quantity of coal consumed decreased from 610,086 tons to 593,831 tons. During the year, 35,498 tons of coal were imported from United States of America and Canada to supplement local supplies. Although the cost of this coal was considerably higher per ton than that of New Zealand coal, the importations were necessary to keep the traffic moving. Following successful trials, two oil-burning locomotives were put into service late in 1946 and have been running between Paekakariki and Taumarunui mainly on express passenger and goods trains. The actual operation of these oil-burning locomotives has proved entirely satisfactory, and while the fuel running-costs are a good deal higher than for New Zealand coal operation, they are considerably lower than when using American coal. The work of conversion to oil-burners is being proceeded with, and by the end of March, 1948, it is anticipated that twenty-eight should be in traffic. ROAD SERVICES One of the outstanding features of operations during recent years has been the phenomenal growth of the railway road services. During the war the petrol and tire restrictions retarded progress, and even more recently the difficult vehicle position has prevented the operation of extended and new services. Despite these limitations on vehicle mileage, passenger journeys have continued to grow steadily until this year they reached the record figure of 20,364,278. This figure may be compared with the figure of 28,869,135 for all rail passenger journeys. While the rail figures are, of course, affected by the coal position and the road figures contain far more short-distance traffic, nevertheless the comparison indicates the growth of road passenger transport under the Department's operation. A comparison of last year's figures for road goods and passengers with those for 1939 is illuminating. In 1939 the total revenue was £505,612, while in 1947 it was £1,555,686 ; in 1939 the vehicle mileage totalled 8,632,807, while in 1947 the figure is 17,144,390; and in 1939 the number of passenger journeys was 5,732,282, and in 1947, 20,364,278. With new vehicles and bodies now coming to hand more rapidly, further expansions in this important branch of the service can be confidently forecast. PROSPECTS Following upon a review of the results for the year and of the prospects for the coming year, the question of whether or not rates and fares should be increased was given serious consideration. Estimates of probable income and expenditure for the year ending 31st March, 1948, indicate that without any increase in rates and fares there would be an operating loss of £1,800,000. The question is whether this loss should be made good from the Consolidated Fund or whether it should be recovered in the form of increases in rates and fares, having regard all the while to the interests of stabilization.

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. Leaving out of account the subsidy on developmental branch lines which operated between 1926 and 1929, the year 1943 was the only one in which interest charges were paid in full since the reorganization of accounts in 1926. Having regard to the history of the construction of the railways and their developmental nature, it was considered that, so long as operating-costs were paid, stabilization considerations governed the situation and that the excess of interest charges over net revenue should be met from the Consolidated Fund, as has been the case for many years past. An operating loss raises, however, other considerations, including that of the possible effect upon the morale of the service and its efficiency. In all the circumstances, it is considered that an endeavour should be made to meet operating-expenses from revenue, and accordingly fares will be increased by 15 per cent, and freights by 20 per cent. As this increase will date from 14th September, 1947, it is estimated that the sum of £544,000 will be required from the vote, " Economic Stabilization," for the year ending 31st March, 1948, but it is estimated that the increases should be sufficient to •avoid the need for a subsidy during the following year. CONCLUSION In conclusion, I should like to express my appreciation of the able assistance afforded to me by the General Manager and his staff. I also take pleasure in expressing appreciation of the unstinted efforts of the whole staff to give service to the public and to maintain the place which the railways hold in the economic life of this Dominion.

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

For the current year it is anticipated that the revenue will reach £16,885,000 and the expenditure £17,429,000.

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Year ended 31st March, Particulars. i 1947. 1946. 1945. 1944. 1943. Total miles open for traffic 3,528 3,528 3,504 3,504 3,460 Average miles open for year .. 3,528 3,511 3,504 3,469 3,403 Capital cost of opened and unopened lines £76,941,888 £76,012,797 £74,874,045 £74,289,351 £73,951,515 Capital cost of open lines £75,354,243 £74,466,731 £71,353,574 £70,999,125 £68,685,063 Capital cost per mile of open lines £21,359 £21,107 £20,364 £20,262 £19.851 Gross earnings £15,680,057 £15,444,847 £14,459,750 £15,325,306 £14,128,993 Working-expenses £15,944,270 £14,384,844 £13,260,277 £12,757,336 £11,302,413 NET EARNINGS £264,213* £1,060,003 £1,199,473 £2,567,970 £2,826,580 Interest charges £2,992,900 £2,889,195 £2,842,399 £2,765,724 £2,622,713 PERCENTAGE OF TOTAL WORKING - EXPENSES TO GROSS EARNINGS 101 69 93 14 91-71 83-24 79-99 PERCENTAGE OF NET EARNINGS TO AVERAGE CAPITAL INVESTED IN OPEN LINES 1-47 1-69 3-71 4-31 Railway operating earnings .. £12,823,784 £13,104,587 £12,448,307 £13,464,979 £12,415,080 Railway operating expenses .. £13,644,779 £12,549,724 £11,696,895 £11,365,917 £10,019,659 NET RAILWAY OPERATING EARNINGS £820,995* £554,863 £751,412 £2,099,062 £2,395,421 PERCENTAGE OF RAILWAY OPERATING EXPENSES TO EARNINGS 106-40 95-77 93-96 84-41 80-71 Operating earnings per average mile open £3,635 £3,732 £3,552 £3,881 £3,648 Operating expenses per average mile open £3,868 £3,574 £3,338 £3,276 £2,944 NET OPERATING EARNINGS PER AVERAGE MILE OPEN £233* £158 £214 £605 £704 Operating earnings per revenue d. d. d. d. d. train-mile 233-70 233-76 233-36 210-82 196-81 Operating expenses per revenue train-mile 248-67 223-86 219-27 177-95 158-83 NET OPERATING EARNINGS PER TRAIN-MILE 14-97* 9-90 14 09 32-87 37-98 Passengers, ordinary.. 10,222,325 13,553,083 13,629,523 18,317,323 17,171,214 Season tickets 1,358,453 1,369,572 1,394,817 1,518,045 1,377,825 Total passenger journeys 28,869,135 32,417,675 32,994,529 38,611,267 36,133,268 Goods tonnage 8,548,471 8,388,191 8,177,551 8,233,489 8,035,046 Live-stock tonnage 780,862 822,275 776,688 793,137 852,043 Train-mileage (revenue) 13,169,233 13,454,508 12,802,536 15,328,987 15,139,882 Engine-mileage 18,705,901 18,855,174 18,168,727 21,095,680 20,736,574 *Loss recovered from ' rote, " Economic Stabilization."

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ANNUAL REPORT OF THE GENERAL MANAGER OF THE NEW ZEALAND GOVERNMENT RAILWAYS New Zealand Government Railways Department, General Manager's Office, Wellington, 18th August, 1947. The Hon. the Minister of Railways. Sir, — I have the honour to submit my annual report on the working of the New Zealand Railways for the financial year ended 31st March, 1947.

WORKING RESULT (Whole Undertaking)

REVENUE Details of the operating revenue under the main headings, with comparisons with the previous year's figures, are set out in Statement No. 3. Passenger revenue decreased by £658,761, or 16*84 per cent. Taking into consideration the decrease of £697,758 from Armed Services receipts, there was, in civilian passenger revenue, a slight increase, which would undoubtedly have been more pronounced had it not been necessary to reduce still further the North Island passenger services for five months of the year consequent upon the shortage of coal-supplies. The strike by Waikato coal-miners at the close of the financial year necessitated the cancellation of all special trains during Easter, 1947. Consequently, £16,000 of the advanced passenger bookings for Easter were refunded. Passenger-train steam mileage in the North Island decreased by 11-86 per cent, from last year's figure. It must be realized that the restrictions which it was found necessary to impose during the year were restrictions upon an already reduced timetable. The effects of the coal shortage can be gauged from the fact that in the year ended 31st March, 1944, a year which was not entirely free from coal troubles, the passenger-train steam mileage in the North Island was 3,080,456 miles, compared with a mileage of 1,878,744 for the year ended 31st March, 1947. The number of passenger journeys also decreased substantially from last year. Passenger journeys (ordinary) decreased by 3,330,758, or 24-58 per cent., while journeys on season tickets decreased by 217,782, or 1-15 per cent. Of the decrease in passenger journeys (ordinary), 2,740,820 occurred in the North Island.

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— 1947. 1946. Variation, 1947 with 1946. Per Cent. Revenue £15,680,057 £15,444,847 +£235,210 1-52 Expenditure £15,944,270 £14,384,844 +£1,559,426 10-84 Net revenue £264,213* £1,060,003 -£1,324,216 Return on average capital Nil 1-47 -1-47 invested in open lines, per cent. Interest charges £2,992,900 £2,889,195 +£103,705 3-59 Excess of interest charges £2,992,900 £1,829,192 +£1,163,708 over net revenue * Loss recovered from vote, "'. Sconomie Stabilization."'

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The revenue from parcels, luggage, and mails has shown an overall increase of £14,112, or 3*31 per cent. On the goods side, traffic has been well maintained and, despite a reduction in military traffic, new records for tonnage, revenue, and revenue net ton miles were set. Compared with last year the tonnage increased by 118,867 tons, or 1-29 per cent., the revenue by £388,089, or 4-56 per cent., and the net ton miles by over 41,000,000 or 4-88 per cent. The average haul increased from 91 to 95 miles, and this increase accounts for the different percentage increases in tonnage and revenue. Decreases occurred in the live-stock and coal tonnages, but were offset to some extent by longer hauls. Commodities showing the greatest increases were timber, agricultural lime, manure and phosphate, benzine in tank wagons, frozen meat, and general merchandise. Despite the difficulties in wagon supply, associated with the increased tonnage and the shortage of coal, the quantity of agricultural lime handled constituted a record of 729,023 tons, while with the increased availability of rock phosphate an additional 128,114 tons of manure and raw materials were handled. EXPENDITURE Details of operating expenditure, divided into maintenance, transportation, &c., are also set out in Statement No. 3. The increased expenditure is due to—(a) A higher wages bill consequent upon increased staff, higher wage rates, and improved conditions ; (b) The higher cost of and additional stores and materials used ; and (c) The additional costs of operating expanding road services.

The following table sets out a division of the total expenditure, with comparisons with the figures for 1945-46 : —•

Of the increase in the wages bill, approximately one-half is due to higher rates of pay and improved conditions and one-half to additional staff. The number of manhours increased by 5-09 per cent., while the average hourly rate of pay was 43-83 d., a rise of 4-26 per cent. The increased expenditure on coal arose from the importation of Canadian coal and coal from the United States of America to supplement local supplies. The average cost per ton of this coal was £9 17s. 10d., and on the basis of the cost of South Island coal landed in the North Island the additional cost of the importation over the price of New Zealand coal is estimated at £261,000. A greater quantity of stores was used. In the road services the debits for tires, fuel, and lubricants alone rose by £133,703. Generally the prices of stores further advanced, while shortages of certain commodities required the use of substitutes at increased cost.

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— 1947. 1946. Variation. Wages Coal Stores and material Depreciation Miscellaneous £ 9,588,798 1,198,194 2,325,496 1,473,685 1,358,097 £ 8,758,744 945,116 2,045,718 1,409,032 1,226,234 £ +830,054 +253,078 +279,778 + 64,653 + 131,863 Per Cent. 9-48 26-78 13-68 4-59 10-75 Totals 15,944,270 14,384,844 + 1,559,426 10-84

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Under the heading " Miscellaneous " is included provision of £125,000 for deferred maintenance. During the year a small amount of work was performed and charged to this fund, so that the increase in the General Reserve as shown in Statement No. IS was £124,573. Allowing for a decrease in the provision for deferred maintenance from £246,000 last year to £125,000 this year, the increase under " Miscellaneous " was £252,863. This is accounted for by a rise in a number of items, the main ones being in superannuation subsidies and allowances (£57,608) and the cost of ancillary lorries (£85,437).

SUBSIDIARY SERVICES Particulars of revenue, expenditure, and net revenue for the various subsidiary services are set out in Statement No. 9a, and the following table shows the variations in revenue and expenditure with last year :

The most outstanding feature is, of course, the expansion of the railway road services. This is due to several factors—commencement of new services, extension of existing services, expanded time-tables, purchase of services, restricted train services, and the replacement of mixed trains by road passenger services. The policy of replacing mixed trains has been pursued during the year and these trains were eliminated between Waitara and Lepperton, Kaikoura and Blenheim,. Westport and Seddonville, and between Oamaru and Kurow. The only disappointing feature of road service operation was the lack of vehicles to provide for sightseeing and other special trips, but with vehicles more readily coming to hand it is hoped to increase these services during the coming year. LOCOMOTIVE FUEL Coal-supplies have again been a source of continual worry to the Department, and as a result of a further decline in supplies it was necessary to bring into operation a further reduction in train services from June to November, 1946. Due to labour troubles in the Waikato coalfields, the train services were drastically curtailed during the Easter period. These reductions, apart from the fact that it had not been possible to run a normal train service since Ist February, 1944, caused considerable difficulties in the traffic and locomotive operating branches not only in making arrangements to deal with the traffic demands, but also in the consequent alterations to normal operating schedules and staff rosters.

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Revenue. Expenditure. Amount, Variation, i 1 Amount, i Variation, 1947. 1647 with 1946. 1947. 1947 with 1946. £ £ Per Cent. £ £ Per Cent, Lake Wakatipu steamers .. 12,501 4-1,830 17-15 16,477 -3,050 15-63 Refreshment service 340,798 -25,350 6-92 333,467 -5,659 1-67 Bookstall service 205,180 +21,353 11-62 202,459 +22,656 12-60 Advertising service 47,925 +7,621 18-91 37,701 +4,943 15-09 Dwellings 159,816 + 1,550 0-98 279,598 +8,600 3-17 Other buildings 53,851 +5,848 12-18 41,002 +7,181 21-23 Road motor services 1,555,686 +456,742 41-56 1,388,787 +429,700 44-80 Miscellaneous revenue (non480,516 +46,419 10-69 operating) Totals 2,856,273 +516,013 22-05 2,299,491 +464,371 25-30

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Faced with heavy traffic demands and the inability of New Zealand mines to supply our coal requirements, we endeavoured to secure coal from abroad. Supplies were not available from South Africa, and it was eventually decided to secure stocks from America. Apart from a small consignment of 3,446 tons received in the " Pamir," four ship loads of American coal, totalling 32,052 tons, were received prior to 31st March, 1947. The coal was of good quality, and without these imports it would have been quite impossible to maintain the railway services on even a restricted schedule. The original order from America was 50,000 tons, but due to labour troubles on the Pacific coast the total consignment was not shipped until after the close of the financial year. In addition to the two consignments which comprised the balance of this order and which came to hand in May, it was necessary to secure a further three shipments totalling 27,000 tons. Arising from the necessity of remedying the inadequate supplies of New Zealand coal for locomotive fuel, investigations were made as to the possibility of converting a number of locomotives to oil-burners. We were aware that a certain amount of conversion had been done in England and other places, but, as a conversion job is more complicated than one where the locomotive is constructed for oil-burning, it was realized that certain difficulties might arise. In order to reduce these problems to a minimum, a considerable amount of research work was undertaken and we sought the advice of firms in other parts of the world who had had experience in the work of converting coal-fired locomotives to oil-burning. With our proposals more or less finalized, we endeavoured to import a number of the essential parts from overseas firms who had specialized in this work. Unfortunately, they were unable to undertake the work, but kindly placed at our disposal all information, together with particulars of difficulties which might arise in a work such as conversion. As an experiment, work on two locomotives was commenced during 1946, and the first of these engines commenced its trial in October, 1946. At this point I deem it necessary to mention that the whole of the work of manufacture and installation of the oil equipment was performed by our own staff, and I desire to pay tribute to the manner in which the various staffs co-operated in an endeavour to turn out a first-class job. Certain adjustments were found to be necessary in the first two locomotives converted, and when these two engines were found to function quite satisfactorily in regular traffic, work was commenced on a programme for the conversion of a further twenty K and Ka locomotives to oil. Satisfactory arrangements have been finalized for the manufacture of the various oil-burning equipment in the Dominion and, provided the work proceeds according to schedule, twenty-two oil-burning locomotives should be in service in the North Island by December, 1947. Plans have now been finalized for the conversion of a further twenty locomotives of modern type, and the supply of the necessary equipment has been arranged. Apart from the conversion of the locomotives, it is necessary to make provision for fueling points and storage, heating of oil, and pumping from rail tank wagon to storage tanks and from storage tanks to locomotive. The transport of fuel oil from the bulk depots to the fuelling points is done by rail tank wagons, and all arrangements have been completed for these to be constructed to 'fit in with the requirements for oil as the conversion programme proceeds. The decision to concentrate on the provision of facilities for oil-burning locomotives in the southern part of the North Island is largely governed by the fact that under normal conditions the coal-supplies for this area are drawn from the west coast mines in the South Island, from which area supplies have been most irregular, necessitating at times a draw off from the Waikato area. The bulk of the supplies for Auckland and Frankton are drawn from the Waikato coal-fields, and North Auckland from Kamo and Hikurangi mines. Supplies from these areas have been maintained on a reasonable level.

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The first storage installations were made at Paekakariki and Taihape, and with the conversion proceeding to plan the complete installations will be as follows : Gallons. Paekakariki .. .. .. .. 22,000 Palmerston North .. .. .. .. 66,000 Napier .. .. .. .. .. 15,000 New Plymouth .. .. .. .. 11,000 Taihape .. .. .. .. .. 33,000 Taumarunui .. .. .. .. .. 66,000 Frankton Junction .. .. .. .. 66,000 Auckland .. .. .. .. .. 66,000

COAL POSITION The following table shows the consumption and stocks of locomotive coal during the past nine years :

An indication has already been given of the difficulties experienced in maintaining passenger services during the year as a result of the coal shortage. Goods traffic has also been affected, and while successful efforts have been made to cater for all essential traffic, and the assistance of road transport called in, the Department has been seriously hampered in the supply of rolling-stock where needed by the inability to run special trains to deal with empties. Coal consumption for the year totalled 593,831 tons —233,651 tons hard and 360,180 tons soft. Of the hard coal, 35,345 tons were imported from Canada and the United States, so that the local supply totalled 558,486 tons, as against last year's total of 610,086 tons.

The following table shows for the same years the consumption of coal from the point of view of efficiency and economy :

These figures once again demonstrate the effect on fuel efficiency of the proportion of soft coal used.

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Coal Consumption. Year ended 31st March, Coal Stocks. Hard. Soft. Total. Tons. Tons. Tons. Tons. 1939 284,295 200,128 484,423 93,046 1940 301,512 190,944 492,456 53,570 1941 298,465 230,087 528,552 76,109 1942 307,948 229,784 537,732 73,332 1943 333,773 278,068 611,841 65,087 1944 284,688 349,319 634,007 20,817 1945 205,577 371,349 576,926 20,954 1946 209,943 400,143 610,086 11,841 1947 233,651 360,180 593,831 7,166

Year ended 31st March, Steam-engine Miles (000's). Pounds per Engine-mile. Steam Gross Ton-miles (000's). Pounds per 1,000 Gross Ton-miles. Percentage of Soft Coal used. 1939.. 16,978 64 2,767,240 392 41 1940.. 17,069 65 2,828,326 390 39 1941 17,072 69 2,991,761 396 44 1942.. 17,368 69 3,078,801 391 43 1943.. 18,840 73 3,467,082 395 45 1944.. 18,955 75 3,562,997 399 55 1945.. .. 16,087 80 3,117,337 415 64 1946.. 16,804 81 3,281,499 416 66 1947.. 16,403 81 3,243,256 410 61

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WAGON SUPPLY AND UTILIZATION During the year the greatest difficulty has been experienced in supplying sufficient wagons to meet all demands. The greatest concern to the Department has arisen from the difficulty in supplying wagons for the distribution of fertilizer and lime. For the year ended 31st March, 1947, 729,023 tons of agricultural lime was conveyed by rail. In 1939 the total tonnage was 379,504 tons, and this has increased progressively during the intervening years due to two reasons : an increased use of this commodity for agricultural purposes, plus its use as a replacement for artificial manures, which were not available in sufficient quantities during the war years. The tonnage of artificial manures conveyed by rail for the past year amounted to 917,998 tons, an increase of 128,114 tons as compared with last year. Imports of raw material for the manufacture of artificial manures became more regular during the year ended 31st March, 1947, and the indications are that the tonnage of this commodity will increase substantially during the current year. Since the war, vessels with rock phosphate and sulphur supplies have been unable to work the port of Wanganui, with the result that each phosphate-vessel which discharges an average of 9,000 tons at New Plymouth requires to rail 4,500 tons to Aramoho for the works there. It is realized that the prompt distribution of supplies of fertilizer is necessary to the production of essential foodstuffs, and in this connection it is worthy of notice that supplies of fertilizer for the rich farming areas of Hawke's Bay and the Wairarapa have to be railed from the fertilizer-works at Smart Road and Aramoho. This long haul, combined with other factors which will be mentioned later, contribute to our difficulties in having an adequate supply of wagons for the requirements of our clients. When consideration is given to the fact that over a period of ten months, out of a total of 80,744 tons railed from these works, 28,476 tons were for distances in excess of two hundred miles, it will be realized that the construction of a fertilizer-works in Hawke's Bay is necessary to deal with the ever-increasing demand for fertilizer in the eastern part of the North Island. In anticipation of such works being constructed in the future, the Department has already taken steps to select a site for a suitable marshalling yard adjacent to Port Ahuriri where the heavy traffic which must develop can be dealt with expeditiously. In the case of fertilizers the difficulty in supplying wagons has been met by the work that has been done through co-operation between the Department of Agriculture, area carriers, and the Railways Department. As a result of the shortage of railway wagons, a scheme had been operated for the cartage of manure by road generally within a radius of fifty miles of the works. It was found, however, that without some control private lorries were being dealt with at the works while on occasions railway wagons were left idle. Furthermore, some short-distance manure traffic continued to be sent by rail. In August, 1946, a system was evolved whereby the use of lorries was controlled by the Railways Department and regulated according to the availability of railway wagons. Each means of transport was used in its most economic sphere—i.e., road transport was used for short-distance traffic and rail for long-distance. Loading was also regulated so as not to clash, and thus the minimum standing-time for both lorries and railway wagons was involved. By this arrangement 48,105 tons of manure were handled by private lorries. The Railways Department handled all carriers' accounts, debiting the works and the Agriculture Department with their proportions. Although the only return to the Railways Department was a commission to cover administrative expenses, the scheme has been most satisfactory to the carriers and the farmers and has resulted in better use of railway wagons.

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The type of wagon required for lime and fertilizer distribution is, of course, the open type, and during the war years the construction of the usual number of this type of goods wagon in the Department's workshops was impossible, and after the war the pressure of work was such that we found ourselves unable to make good this deficiency in our own workshops. Arrangements were made to secure 3,000 La wagons in the United Kingdom, and the first of these were due for shipment in February, 1947. Unfortunately, various difficulties which have been encountered in the United. Kingdom have caused these deliveries to be delayed and the first of these wagons have only just arrived in this country. We appreciate the difficulties with which the manufacturers are placed and are hopeful that nothing further will arise to cause delay in- the completion of delivery of these wagons. A consideration which is, however, more important than the actual number of wagons in operation is the manner in which those wagons are utilized. It is of little use to increase the stock of wagons unless these wagons receive a reasonable turn-round. The curtailment of train services is one factor which affects the position. The full train service is based on our traffic requirements, the principal factor being to maintain an effective turn-round of rolling-stock. Any reduction in this service contributes in no small degree to delays. The irregularity in coal-supplies has necessitated the Department drawing on the Waikato output for supplies to depots in the Hawke's Bay, Wanganui, and Wellington districts, which are normally supplied from the west coast of the South Island. The result of this is reflected in the average haul of coal for locomotive requirements. In 1939 the average haul under this heading was seventy-nine miles, and for 1947, ninety-five miles. Another factor which is causing the Department considerable concern is the operation of the five-day week. It is reasonable to state that where, in the past, a six or five and a half day week was necessary to deal with the discharge of inward loads, the application of the five-day week requires an added effort in the working-days now available if an efficient turn-round is to be maintained. The railways are maintaining these services on a six-day basis round the clock, but as the extra effort is impossible of attainment in the five-day week serious delays in the matter of discharge are taking place. As an example, in one week the average number of wagons under load in excess of eight working-hours from Tuesday to Friday in the Auckland district was 822, but as a result of a general cessation of work on Saturdays the number of wagons under load on the Saturday night was 1,155, an increase of 333 on the average for the week. These are not maximum figures, but are a fair average, and illustrate the serious position which obtains regarding wagon turn-round over the week-end. CO-ORDINATION OF TRANSPORT In my report of last year I dealt with the co-ordination of rail services with the road goods services purchased by the Department and indicated how it was proposed to accomplish this. The operation of these auxiliary road services has been extended to serve practically all points connected by rail m the North Island, and the South Island services, too, are now almost complete. These services have proved exceptionally successful both from the point of view of economic railway operation and from the aspect of releasing wagons for long-distance bulk traffic. On a conservative basis it is estimated that the use of the lorries for shortdistance small-lots traffic has made available for bulk traffic over 100,000 wagon days.

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On the average, a general-goods wagon earns over 18s. per day, and on this basis alone the lorries have paid for themselves without taking into account the revenue from the traffic handled or the savings in railway operation. Furthermore, in many cases better service to the Department's clients has resulted. In addition to the satisfaction this method of operation has given to the Department, there is also the fact that by it the business of the private area carriers is also protected. There are, of course, certain classes of goods, such as extremely fragile commodities, which require a service direct from the premises of the consignor to those of the consignee, and demands for this class of service are being catered for, but as a general rule the local carriers co-operate with the Department and a service which is entirely satisfactory and, in many cases, cheaper can be provided by the railways and the local carrier. I cannot, however, refrain from remarking upon the tendency in some quarters for the necessity or desirability of a proposed door-to-door service to be viewed purely from the viewpoint of the absence of such a service without any regard for the other services which are already available. The granting of licences in such cases would mean that the Department, in order to protect itself and irrespective of the train and ancillary lorry services already available, would itself have to put on a door-to-door road service, with resultant uneconomic rail and road operation and, furthermore, with detriment to the local carriers at both ends. As has been frequently pointed out in connection with goods traffic, railway costs are to a .large extent fixed and cannot be reduced in proportion to reductions in traffic. For example, while reduced traffic may mean fewer goods-trains and therefore reduced costs, the costs of maintaining the track, signalling equipment, terminals, and the organization generally remain to a large extent fixed. Railway goods rates are based on this fact, and, if, therefore, a competitor comes forward who can carry the highly rated goods at a cost equal to or lower than the highest railway rate, but not equal to or lower than the lowest railway rate, he may abstract a substantial quantity of highly rated traffic. The result is that the total quantity of traffic is reduced, there is less traffic over which to spread the same fixed costs, and consequently the lower rates must be raised. Apart from the effect on farming and industry, the increase in rates may place some of the lower-rated categories within the cost of the competitor and thus produce a vicious circle. This result has been avoided in the case of goods traffic by the Government's policy in connection with long-distance goods road transport competing with rail. What, however, has not been so often pointed out is that the same result obtains where passenger traffic is lost. Passenger-trains cannot be varied from day to day according to traffic as can goods-trains and it is more difficult to reduce direct operatingcosts. But even if the loss of passenger traffic is sufficient to warrant the elimination of a number of trains, the fact remains that there is less traffic over which to spread the fixed costs. If passenger fares are increased, then the vicious circle of increased loss of traffic results. The net result, unless there is some compensating factor, is that reduced passenger traffic means an increase in freight rates. At the present time, so far as road competition with rail is concerned, there is a compensating factor in that the profits from the railway road service passenger traffic are available in the final balance of the whole undertaking to cover the proportion of fixed costs which would otherwise have been covered by that passenger traffic in rail fares. There are, however, two matters in this connection to which attention must be called. The first is that, as in the case of goods, so also in the case of passengers, there is a tendency to view the necessity and desirability of a road passenger service purely from the aspect of the absence of such a service in the particular area and irrespective of the rail services available. In some cases where the routes and terminal points do not exactly coincide, even the railway road services are ignored.

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The second matter is the increasing growth of air travel. Here, as in the case of road services, it is the rail traffic which is, in most cases, abstracted. In the case of the air traffic the revenue does ultimately find its way into the public funds, but there is no compensating factor shown in the railway accounts by which the Department is commonly judged. The justice of judging the Department by the accounts may, in view of the services rendered and the history of developmental lines, be open to question, but if it is to be so judged and rates based accordingly, then it must be realized that freight rates are going to be affected by the extraction of passenger traffic into services the revenue from which does not appear in the Department's accounts. THROUGH BOOKING BY RAIL AND AIR During the year an important extension was made by the Department in the introduction of facilities for through booking parcels by rail and air. The air express parcels service was inaugurated on 29th July, 1946, when an arrangement was entered into between the Royal New Zealand Air Force and the Railways Department to use a definite allocation of space on scheduled flights of the Dakota service between Auckland and Christchurch and between Wellington and Christchurch. For the nine periods up to 31st March a total of 197,054 lb. of air express parcels was handled by these services, and an analysis shows that over 50 per cent, of the traffic handled was to and from places where no air facilities are available. The Department's service thus brought air transport to numerous clients who would not otherwise have been able to avail themselves of this service. The Royal New Zealand Air Force Dakota passenger services passed to the control of the New Zealand Airways Corporation on Ist June, and as we were unable to finalize arrangements with the Corporation for a definite allocation of space on each flight the Railways Department was forced to withdraw this service from our clients. It will be appreciated that in dealing with air express freight, more particularly perishable articles such as cut flowers, fruit, and such-like commodities, it is necessary to have some definite allocation of space, otherwise traffic would be left behind, with consequent loss to the clients and claims for damage on the Department. The Department experienced no difficulty whatever in its dealings with the Royal New Zealand Air Force for space over a period of nine months, and it was a matter of some concern to the Department that it was unable to continue to render this service to its clients. The next phase of our air activities took place in December, 1946. A quantity of through-booked rail and sea cargo was held up at Wellington and Lyttelton due to shipping difficulties, and in order to assist our clients, who required much of these goods for Christmas traffic, the Railways Department asked the Royal New Zealand Air Force whether it would be possible to inaugurate a freight service by air between Paraparaumu and Woodbourne (Blenheim). As has been the case in the past, the co-operation of the Royal New Zealand Air Force was readily given, and the emergency service was inaugurated on 12th December with Dakota planes. Between 12th and 19th December a total of 510,617 lb. dead-weight of freight was moved. A further 178,005 lb. deadweight was transported on 20th and 21st December and early in January when consignments of baling-twine for haymaking were urgently required in the North Island. With this experience in air freighting, which had been introduced to overcome at least some of the bottleneck which had occurred in Lyttelton and Wellington, the Railways Department decided to explore the possibility of rendering a regular freight service over Cook Strait.

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The separation of the two main rail systems by sea has always been a difficult matter, more particularly in dealing with the movement of cargo. Even in pre-war years before the present shipping delays had been experienced it was not unusual to have through-booked cargoes held up at Lyttelton and Wellington for some days. The Department has in the past investigated the possibility of a train-ferry system between the two Islands, but from the information at our disposal it was considered that, while some improvement may occur in the inter-Island transport of freight, there were other factors which were not so favourable in the proposal. Our experience with the emergency Dakota service in December and early in January showed that, provided operating-costs were kept to a minimum, it was possible to move freight across Cook Strait at a rate which would enable the traffic to move. At this point it should be noted that transport by air in the past had been confined to what may be termed " parcel freight," and our scheme proposed to deal with what may be termed " general goods traffic " in large lines where the only restriction would be the size of the individual package. The Railways Department was able to arrange a satisfactory charter rate with the Royal New Zealand Air Force, and a daily cargo through-booking service by air between Paraparaumu and Woodbourne was commenced on 10th February, 1947. Under this scheme, ordinary rail freights are charged for the rail transport to and from Wellington and Blenheim in either Island with special rates to cover the air portion of the journey, inclusive of charge between rail and the aerodrome. In the seven weeks of operation from the commencement on 10th February until 31st March, 1947, 1,877,254 lb. of freight have been carried. The freight from Paraparaumu to Woodbourne has totalled 926,652 lb. and from Woodbourne to Paraparaumu 950,602 lb. The expenses incurred in handling this traffic, including aircraft hire, wages of terminal staff, and cartage at Blenheim and Paraparaumu, was £6,075 9s. lid., and the total revenue from the air service has been £6,207 12s. 2d., leaving a profit of £132 2s. 3d. For a new service the financial results must be considered quite satisfactory, apart from the fact that the service given to our clients has enabled their consignments to move without delays previously encountered at the shipping termini. I cannot speak too highly of the splendid co-operation which was given by the Royal New Zealand Air Force in inaugurating and maintaining this service. As a considerable portion of the freight which is despatched and received at Paraparaumu is for stations other than Wellington, the Railways Department has used Paekakariki as the assembly point for air freight. From this station connections are maintained with the express goods services operating between Wellington and Auckland. That there is a need for such a service is evident by the patronage which has been given, and as a result of our experience it is considered that a machine designed solely for freight purposes, such as the Bristol, would not only enable a reduction to be made in operating-costs due to the higher pay load which can be carried, but the loading and unloading of consignments at the aerodromes would be expedited. The advantages of the combination of rail and air are, in a nutshell, that the already existent traffic facilities of the railways are combined with the flying of aircraft. The full implications of this can be appreciated if we consider what would be necessary if an entirely new organization had to deal with this freight. The facilities and organization required would involve depots for handling freight, road transport to and from aerodromes, communications system, advertising and canvassing services, and the staff for handling, waybilling, accounting, canvassing, &c. And all this would be required for a quantity of traffic which would, at present air rates and those in sight, form but a fraction of the traffic now moving. Furthermore, if sufficient traffic to warrant purely freight services is to be obtained, then facilities must be provided at every possible source of traffic.

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Now the Railways Department has all the facilities named at every point of any importance at all throughout the Dominion —it has staffed depots, vehicles with drivers, its own telephone service, its own advertising staff, ledger accounts, its own commercial agents who know where the potential traffic is and the competitive rates by different routes and services ; in short, it is in a position to canvass every possible source of traffic and provide a through service on one consignment-note and one account from and to any point in New Zealand. Furthermore, except at the points of transfer to aircraft, the traffic can be handled by the existing staff and facilities. I do not think it can be doubted that the necessary and complete coverage and ground service can be provided by the railways organization at a cost which cannot be approached by any organization existing, still less one yet to be brought into being. The cost of air transport is now and for many years will be much higher than that of ground transport, and if air cargo services are to obtain sufficient volume of traffic to operate and progress the total costs must be brought down to the absolute minimum.

STAFF A summary of the staff position and a comparison with the previous year's figures are given in the following table (the figures do not include railway employees serving in the Armed Forces) :

Note.—The figures for the year 1946 have been adjusted by excluding therefrom details respecting wharf labourers (at 31st March, 1946, 379 employees ; average throughout the year, 338 employees) who were previously, but are not now, paid by the Department. Although the total staff of the Department as at 31st March, 1947, shows an increase when compared with the previous year, the past year has continued to be marked by staffing difficulties, and, in common with other establishments, both Governmental and private, the Department has experienced an abnormally high turnover of labour. The services of a number of skilled artisans and experienced personnel from the branches associated with the operation of trains have been lost, and because of the general manpower shortage it lias not been possible to strengthen the staff, particularly in the traffic and locomotive operating branches, as much as was hoped. For these reasons great difficulty has been found both in regulating the hours of duty of these employees and providing for their annual holidays. For present requirements it is estimated that to bring up to full strength the staff engaged directly in the running of trains and the handling of traffic an additional 1,328 employees are needed —1,000 employees in the Traffic Branch (200 of whom are office staff) and 328 in the Locomotive Running Branch. The staff shortage has also been keenly felt in the Department's workshops, where vacancies total 662 for tradesmen and 604 for semi-skilled and unskilled workers. The past year saw the return to railway duty of the large majority of those of the Department's employees who as at 31st March, 1946, were serving with the Armed

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— 1947. | | 1946. 1 Variation, 1947 with 1946. Total staff as at 31st March— Permanent Temporary 16,342 9,695 15,786 9,430 +556 +265 Totals 26,037 25,216 +821 Average staff throughout the year 26,077 23,991 +2,086

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Forces, and the additions accruing to the staff from this source account for the increase in the total number employed as compared with the previous year. At the close of the year only 518 employees still remained in the Armed Forces. During the year new appointments to the permanent staff numbered 950, while 393 retired on superannuation, 1,488 resigned, 60 died, and 55 were paid off or dismissed, a net loss of 1,046 employees. One hundred and fifty-one members of the Second Division were promoted to the First Division. A total of £74,827 was paid under the Workers' Compensation Act during the year in respect of employees suffering injury in the course of their employment. In the matter of rehabilitation, approximately 8,200 employees were released for service in the Armed Forces from 1939 onwards. Of these, 386 have died or are missing, 760 have been discharged but have failed to return to duty, and 518 have yet to be released. Of the 6,554 who returned to duty, about 440 have required special consideration in their placement owing to wounds and sickness. Under the control and direction of the Department's Rehabilitation Officer the welfare and health of all ex-servicemen who have been registered as having suffered some form of disability during their service in the Armed Forces has been inquired into from time to time, and, where necessary, changes of employment or the release of men on extended leave without pay to enable them to try other avenues of employment has been arranged. In 48 extreme instances employees have been unable to resume in Division II work and have been placed on clerical duties in Division I. The system of accrediting of examinations for clerical members referred to in my report for last year has been continued and is proving entirely satisfactory. For members of the locomotive (running) staff, special courses of instruction, preliminary to their departmental examinations, have been provided to assist ex-servicemen who were finding difficulty in settling down to civilian conditions and passing the requisite examinations. Leave without pay to enable ex-servicemen to try other forms of employment and to undertake study for academic degrees or in the trade training schemes has been granted on a generous scale, some 350 members having been granted leave aggregating 355 years. In addition, leave on pay for a stated number of hours in each week is granted to ex-servicemen who are attending lectures at Universities and technical colleges. The trade training " B " scheme has been operating in this Department since October, 1944, and the first lot of men will complete their training in October of this year. At the time of this report approximately 320 men will be in training under the " B " scheme. The greater majority of the ex-servicemen are now settled down into civilian life and continued rehabilitation efforts on their behalf are not necessary. In the case of those men whose health may not remain satisfactory under civilian conditions, the Department will continue to extend very favourable consideration and will offer every assistance. In this manner the rehabilitation of ex-servicemen employees will not cease altogether with the return of the men to their duties in the Department. The periodic general regrading of positions and offices in the First Division, suspended by statutory regulation from Ist April, 1942, was undertaken during the past year and was completed shortly before its close. The regrading was made effective from Ist April, 1946. The railway service organizations representing the Department's employees presented again last year a number of claims relating to rates of pay and conditions of employment to the Government Railways Industrial Tribunal. After a hearing occupying several weeks, the Tribunal promulgated its findings in the form of orders, some 36 claims out of the 70-odd presented being allowed in full or in part by the Tribunal.

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At regular intervals throughout the year discussions have taken place between the national executives of the various service organizations and myself on a wide range of subjects arising out of the deliberations of the meetings of the national councils of the organizations. The atmosphere of mutual confidence and friendly understanding which has characterized these discussions, no less than the results achieved by them, has made a real contribution towards stability and harmony in industrial relationships within the Department. The close contact which has been maintained almost continuously between officials of the organizations and officers of the Department on matters pertaining to the welfare of the staff has also proved of great assistance in staff administration. MILEAGE OF LINES AND CAPITAL ACCOUNT The mileage of lines open for traffic remained the same as last year —i.e., 3,527 miles 63 chains. The only alteration of any importance during the year was the institution of double track between Waterloo and Naenae, the working of which was• commenced on Ist December, 1946. This does not, of course, affect the route mileage. The Capital Account on 31st March, 1947, stood at £75,354,243, an increase of £887,512 over last year's figure, representing miscellaneous capital works throughout the Dominion. CONCLUSION Various operating difficulties already mentioned in this report have necessitated an extra call upon all employees of the Department. They have responded in the manner traditional of the Service, and it gives me great pleasure to place on record my appreciation of their close co-operation and assistance. General Manager.

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Note.—Unopened lines are under the control of the Public Works Department, and all expenditure out of the Public Works Account in connection .therewith is included in the accounts of that Department.

STATEMENT No. 1 Capital Account as at 31st March, 1947

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— Total to 31st March,. 1946. Year ended 31st March, 1947. Total to 31st March, 1947. Total to 31st March, 1946. Year ended 31st March, 1947. Total to 31st March, 1947. Expenditure Permanent-way —Works, buildings, machinery, plant, and dwellings Rolling-stock, lake steamers, and road motors Lines closed for traffic £ 66,727,540 16,431,076 241,823 £ 808,657 493,928 £ 67,536,197 16,925,004 241,823 Receipts Capital included in public debt .. Consolidated Fund : Liability for administrative charges Other capital £ 75,806,278 26,540 £ 867,284 20,239 £ 76,673,562 46,779 75,832,818 9,033,902 887,523 76,720,341 9,033,902 Deduct accrued depreciation on existing assets 83,400,439 11,189,042 1,302,585 350,026 84,703,024 11,539,068 Deduct accrued depreciation and other losses of capital written off in accordance with subsection (2), section 23, of the Government Railways Amendment Act, 1931 Outstanding liabilities 84,866,720 10,400,000 887,523 85,754,243 10,400,000 Add unexpended balances as per . Depreciation Account 72,211,397 2,255,334 952,559 Cr. 65,047 73,163,956 2,190,287 74,466,720 11 887,523 Dr. 11 75,354,243 74,466,731 887,512 75,354,243 74,466,731 887,512 75,354,243

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STATEMENT No. I —continued General Balance-sheet as at 31st March, 1947 Liabilities £ Assets £ Sundry creditors : General (including unpaid wages) .. 1,095,111 Sawmills, bush areas, and stocks of timber .. .. 58,918 Collections for refund .. .. .. .. 95,325 Stores and materials on hand— £ Unexpended balance of amounts transferred from National Stores Branch .. . . .. .. 3,374,275 developments Loans Account .. .. .. 3,602 Subsidiary services .. .. .. 28,688 Items to be written off on receipt of parliamentary authority 8,636 3,402, 963 Renewals, Depreciation and Equalization Reserve Accounts Sundry assets: Subsidiary services .. .. .. 51,955 as per Statement No. 13 .. .. .. .. 5,915,464 Work in progress, sundry debtors, and debit balances .. 310,280 Sick Benefit Fund .. .. .. ... .. 7,959 Accrued interest on investments .. .. .. 7,705 Outstanding at stations .. .. .. .. 712,109 Working Railways investments .. .. .. 2,000,000 Sick Benefit Fund investments .. .. .. 7,169 Cash in Working Railways Account .. . . .. 574,998 £7,126,097 £7,126,097 E. H. Alington, A.R.A.N.Z., Acting Chief Accountant. I hereby certify that the Balance-sheet and accompanying accounts have been duly examined and compared with the relative books and documents submitted for audit, and correctly set out the position as disclosed thereby, subject to the above departmental note.—J, P. Rutherford, Controller and Auditor-General,

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STATEMENT No. 2 Income and Expenditure of the Whole Undertaking for the Year ended 31st March, 1947

Net Revenue Account

Year 1946-47. Year 1945-46. Statement No. Gross Revenue. Expenditure. Net Revenue. Gross Revenue. Expenditure. Net Revenue. £ £ £ £ £ £ Railway operation 3 12,823,784 13,644,779 Dr. 820,995 13,104,587 12,549,724 554,863 Lake Wakatipu steamers .. . j 9a 12,501 16,477 Dr. 3,976 10,671 19,527 Dr. 8,856 Refreshment service 9a 340,798 333,467 7,331 366,148 339,126 27,022 Bookstall service 9a 205,180 202,459 2,721 183,827 179,803 4,024 Advertising service 9a 47,925 37,701 10,224 40,304 32,758 7,546 Dwellings 9a 159,816 279,598 Dr. 119,782 158,266 270,998 Dr. 112,732 Buildings occupied by subsidiary services 9a 53,851 41,002 12,849 48,003 33,821 14,182 Road motor services 9a 1,555,686 1,388,787 166,899 1,098,944 959,087 139,857 Miscellaneous revenue - 480,516 480,516 434,097 434,097 15,680,057 15,944,270 15,444,847 14,384,844 Total net loss to Net Revenue Account 264,213 Total net revenue to Net Revenue Account 1,060,003

Dr. 1946-47. 1945-46. Cr. 1946-47. 1945-46. Net loss before charging interest on capital Interest charges £ 264,213 2,992,900 £ 2,889,195 Net earnings before charging interest on capital Receipt from vote " Stabilization " .. Reduction on account of interest charges, vide section 14, Finance Act, 1930 (No. 2) £ 264,213 2,992,900 £ 1,060,003 1,829,192 3,257,113 2,889,195 3,257,113 2,889,195

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STATEMENT No. 3 Income and Expenditure in respect of Railway Operation for the Year ended 31st March, 1947

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Expenditure. 1946-47. 1945-46. Per Cent, of Operating Revenue. Revenue. 1946-47. 1945-46. Per Cent, of Operating Revenue. 1946-47. 1945-46. 1946-47. 1945-46. Maintenance of way and works Maintenance of signals and electrical appliances Maintenance of rolling-stock .. Locomotive transportation Examination, lubrication, and lighting of vehicles Traffic transportatidn General charges £ Superannuation subsidy 298,532 Less amount allocated to subsidiary services, &c. .. 18,020 £ 2,466,020 376,458 3,241,139 2,840,828 155,188 4,138,817 145,817 £ 2,524,485 375,499 3,055,303 2,481,682 146,186 3,618,584 125,081 19-23 2-94 25-27 22-15 1-21 32-27 114 19-26 2-87 23-31 18-94 1-12 27-61 0-96 Passengers, ordinary Passengers, season tickets Parcels, luggage and mails Goods Labour, demurrage, &c. £ 2,917,424 336,324 440,731 8,903,762 225,543 £ 3,572,227 340,282 426,619 8,515 ,673 249,786 22-75 2-62 3-44 69-43 1-76 27-26 2-59 3-26 64-98 1-91 280,512 222,904 2-19 1-70 Total operating expenses.. Net operating revenue .. 13,644,779 12,549,724 554,863 106-40 95-77 4-23 Total operating revenue Net operating loss 12,823,784 820,995 13,104,587 100-00 6-40 100-00 13,644,779 13,104,587 106-40 100-00 13,644,779 13,104,587 106-40 100-00

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STATEMENT No. 3A Summary of Expenditure

STATEMENT No. 9A Income and Expenditure Account in respect of Subsidiary Services

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Item. North Island Main Line and Branches. South Island Main Line and Branches. Nelson. Total. Maintenance of way and works Maintenance of signals and electrical appliances Maintenance of rolling-stock Examination, lubrication, and lighting of vehicles Locomotive transportation Traffic transportation General expenses Superannuation subsidyTotal Per cent, of operating revenue Per mile of railway .. .. .. £ Per total train-mile .. .. .. pence £ 1,444,068 225,969 1,916,413 96,343 1,934,279 2,450,210 92,471 177,888 £ 1,008,685 150,232 1,317,443 58,646 899,084 1,680,145 53,178 102,300 £ 13,267 257 7,283 199 7,465 8,462 168 324 £ 2,466,020 376,458 3,241,139 155,188 2,840,828 4,138,817 145,817 280,512 8,337,641 5,269,713 37,425 13,644,779 102-86 4,948-15 236-16 112-05 2,955-53 261-37 250-12 623-75 234-08 106-40 3,867-57 245-29

Payments to Railway Service. Revenue. Expenditure. Revenue for Total Net Profit. Interest, Expenses. Rent, &c. £ £ £ £ 1 £ Lake Wakatipu steamers 12,501 15,893 584 16,477 Dr. 3,976 Refreshment 340,798 311,693 21,774 333,467 7,331 Bookstall 205,180 182,886 19,573 202,459 2,721 Advertising 47,925 25,554 12,147 37,701 10,224 Departmental dwellings 159,816 209,230 70,368 279,598 2)r.ll9,782 Buildings occupied by subsidiary 53,851 23,105 17,897 41,002 12,849 services Road services 1,555,686 1,355,717 33,070 1,388,787 166,899 2,375,757 2,124,078 175,413 2,299,491 76,266

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STATEMENT No. 10 Rilway Employees' Sick Benefit Society

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Income and Expenditure EXPENDITURE. 19-16-47. 1915-46. INCOME. 1916-47. 1945-46. Sick benefits paid to members Balance, being excess of income over expenditure for the year £ 52,280 £ 48,633 1,516 Contributions Entrance fees Interest on investments Subsidy as per section 5, subsection (1), of Government Railways Amendment Act, 1928, and section 26 of the Statutes Amendment Act, 1944, charged to Working Railways Account Donation Balance, being excess of expenditure over income for the year Accumulated funds brought forward on 1st April Excess of income over expenditure £ 25,681 278 225 24,580 1^522 £ 24,627 107 214 25,200 1 52,286 50,149 52,286 50,149 Excess of expenditure over income Balance accumulated funds as at 31st March 1,522 7,964 9,486 9,486 7,970 1,516 9,486 9,486 9,486 9,486 Balance-sheet Liabilities Accumulated funds Sick pay due not paid £ 7,964 16 £ 9,486 4 Assets Investments Contributions outstanding at 31st March Cash in Working Railways Account £ 7,169 21 790 £ 6,944 27 2,519 7,980 9,490 7,980 9,490

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STATEMENT No. 12 Statement of Cash Receipts and Payments—Working Railways Account . . . Receipts £ Payments £ Balance brought forward .. 269,311 Wages and vouchersRevenue receipts .. .. 16,008,172 Working Railways .. .. 17,486,377 Miscellaneous receipts— Railways improvements and addiWorking Railways .. .. 1,515,060 tions to open lines .. .. 753,672 Railways improvements and addi- Refunds to Harbour Boards, shipping tions to open lines .. .. • 13,358 companies, and other carriers .. 844,115 National Development Loans Ac- Interest on Capital .. .. 100,003 count .. .. .. 750,000 Investments purchased .. .. 500,226 Contributions to Sick Benefit Fund 50,775 Balance as per General BalanceInterest on investments.. .. 52,715 sheet .. .. .. 574,998 Investments realized .. .. 1,600,000 £20,259,391 £20,259,391 Reconciliation Statement £ s. d. Credit balance in Working Railways Account as per Treasury figures .. .. 433,523 15 8 Add imprests outstanding .. .. .. .. .. .. .. 141,473 16 1 Credit balance as per above statement .. .. .. .. £574,997 11 9

STATEMENT No. 13 RENEWALS, DEPRECIATION, AND EQUALIZATION RESERVE ACCOUNTS

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Credit Contributions Expenditure Credit Balance Year ending Year ending Balance at, at 31st March, 31st March. 31st March, 31st March 1946. 1947. 1947. 1947. 1 £ £ £ £ General Reserve Account 2,004,920 125,000 427 2,129,493 Insurance Reserve Account 57,421 10,779 13,721 54,479 Workers' Compensation Reserve Account 79,672 63,456 74,827 68,301 Slips, Floods, and Accidents Equalization Reserve 111,196 21,671 21,000 111,867 Account Betterments Reserve Account: Refreshment 19,366 19,366 Branch Renewals Reserve Accounts 1,192,447 471,957 322,733 1,341,671 Depreciation Reserve Account 2,255,334 1,026,929 1,091,976 2,190,287 Totals 5,720,356 1,719,792 1,524,684 5,915,464

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STATEMENT No. 14 Expenditure on Construction of Railways, Rolling-stock, etc., to 31st March, 1947; Net Revenue and Rate of Interest earned on Capital expended on Opened Lines for Year ended same Date

Note.—The amount stated in this return as the cost of construction of opened lines includes the Provincial and General Government expenditure on railways. It also includes the Midland Railway and expenditure by the Greymouth an 1 Westport Harbour Boards on railways and wharves under the provisions of section 7 of the Railways Authorization Act, 1885, the information regarding the last-mentioned being furnished by the respective Boards. The rate of interest earned has been computed on the average capital.

26

Section of Railway. Opened Lines. Net Revenue. Rate of Interest earned. Lines and Works. Rolling-stock. Total. North Island Main Line and Branches South Island Main Line and Branches Nelson Lake Wakatipu steamer service Subsidiary services, &c. In suspense— Surveys, North Island Surveys, South Island General P.W.D. stock of permanent-way Total cost of opened lines at 31st March, 1947 £ 38,031,866 23,076,340 490,242 £ 6,802,163 3,689,538 9,641 £ 44,834,029 26,765,878 499,883 £ -231,910 -566,623 -22,462 £ s. d. 61,598,448 20,396 3,224,161 9,896 10,501,342 72,099,790 20,396 3,224,161 9^896 -820,995 -3,976 560,758 64,852,901 10,501,342 75,354,243 -264,213 75,354,243

D—2

STATEMENT No. 15 Capital Expenditure out of Working Railways Account for the Year ended 31st March, 1947

27

Way and "Works Branch: Particulars of Works. Depreciation Fund. Improvements and Additions to Open Lines. Total. £ £ £ Land 1,544 Cr. 1,970 Cr. 426 Grading, formation, tunnels, and permanent-way 34,991 105,305 140,296 Bridges, overbridges, subways, and culverts 32,511 10,797 43,308 Station buildings, engine-sheds, and other operating buildings 48,815 81,895 130,710 Fences, gates, cattlestops, cattle-yards, and loading-banks 3,207 2,095 5,302 Dwellings and huts 51,187 51,187 Stores and workshops buildings and plant 13,745 13,745 Refreshment, advertising, and road-service buildings 25,920 4^000 29,920 Cranes, weighbridges, turntables and water services 8,519 8,519 Miscellaneous (roads, sewerage, drainage, &c.) 24,293 4^522 28,815 Signalling, communications, and electrification .. 97,889 56,766 154,655 342,621 263,410 606,031 Expenditure by Public Works Department : Grade easements 101,749 101,749 and deviations 342,621 365,159 707,780

D—2

STATEMENT No. 15—continued Locomotive Branch: Particulars of Rolling-stock

Reconciliation Statement, Railways : Improvements and Additions to Open Lines £ s. d. Expenditure— £ s. d. Expenditure charged by Treasury .. 753,672 411 Way and Works Branch .. .. 365,158 15 7 £ s. d. Road Services Branch .. .. 295,862 1 2 Less recoveries .. 13,357 10 6 Locomotive Branch rolling-stock .. 86,536 11 0 Less voucher out- Workshop and Depot machinery .. 2 4 8 standing at 31st March, 1946 .. 11 2 0 13,368 12 6 740,303 12 5 Consolidated Fund Administration charges .. .. .. .. 7,256 0 0 £747,559 12 5 £747,559 12 5

28

Number Number Number Expenditure, Expenditure, Improvements and Additions to Open Lines. incomplete complete incomplete Working Description of Stock ordered. on on on Railways Total. 31st March, 1946. 31st March, 1947. 31st March, 1947. Depreciation Eund. £ £ £ Locomotives, Classes K, KA, and JIB 3 1 2 4,282 ~4,282 Locomotives, Class Ja and spares . 35 4 31 8 2,255 82,255 Locomotives, electric 7 Improvements for locomotives 27^698 27,098 Boilers 12,980 12.980 Multiple units and spares 5 5 'in 109,589 109,589 < larriages 02 62 Improvements for carriages 18 \ 216 is,216 Wagons, ('lass E 150 150 Wagons, Class Ez 1 Wagons, Class Ho "49 99 Wagons, Class Jo 330 112 398 26j 427 26,427 Wagons, Class Kc 150 Wagons, Class L 50 50 Wagons, Class LA 1J49 417 732 206.782 206,782 Wagons, Class Lo 500 500 361 361 Wagons, Class Me 120 Or. 135 Or. 135 Wagons, Class Q ' 80 ' 30 150 638 638 Wagons, Class Kb 40 40 Wagons, Class S 15 25 Wagons, Class T 22 22 Wagons, Class TJ 3/240 8,240 Wagons, Class TIB 75 'l75 1,780 1,780 Wagons, Class Uc 4 3,540 3,540 Wagons, Class TJD 2 149 149 Wagons, Class TJG 7 7 7,752 7,752 Wagons, Class Vb 10 ' 35 Wagons, Class W 85 ' 35 100 29^661 29.661 Wagons, Class Xc 129 129 3 3 Wagons, Class Z 135 "so 104 81,239 81,239 Miscellaneous improvements for 12,729 12.729 wagons Shunting units, petrol and Diesel .. 2 9 1,541 1,541 Cranes 1 13,451 13,451 Total .. 2,731 643 6,009 557,841 86,537 644,378 SUMMARY Locomotives 38 5 40 Multiple units 5 5 111 Shunting units, petrol and Diesel . 2 9 Carriage's 62 62 Wagons, bogie 304 "37 408 Wagons, four-wheeled 2,322 594 5,378 Cranes 1 Total 2,731 643 6,009 Particulars of Workshop and De pot Mach inery, Mc )tor-buses, and Motor-lo rries Workshop equipment 21,200 +, 21,200 Machinery and equipment for locomotive running. car and wag< )ii depots . . 10,143 2 10,145 Motor-buses and motor-lorries 160.171 295,862 456.033

D—2

STATEMENT No. 18 Statement of Traffic and Revenue for each Station for the Year ended 31st March, 1947

Inset I—D 2

29

OUTWAKD. INWARD. Tkaffic. Revenue. Traffic. Stations. Number of Firstclass. Passenger Secondclass. "ourneys. Total. Season Tickets. Cattle and Calves. Sheep and Pigs. Timber, Hundreds of Superficial Feet. Other Goods. Ordinary Passengers. Season Tickets. Parcels, Luggage, and Mails. Goods. Miscellaneous. 1 V fon otal alue arded. Cattle and Calves. Sheep and Pigs. Timber, Hundreds of Superficial Feet. Other Goods. North Island Main Line and Branches Nc . No. No. Tons. £ £ £ £ £ £ No. No. Tons. Auckland 32,648 561,041 593,689 50, 105 197,034 15 307 61,098 1 343 27 4,782 „ Goods 63 12 15 ,426 559,468 825^370 13 794 85 9,164 "630 1,468 90,916 373,053 Newmarket i j 069 89,730 90,799 22, 248 20 2 6 ,145 15,717 sjooi 4 313 1,235 42,743 170 6,462 432 454 127,509 27,856 Mount Eden 456 30,269 30,725 6, 851 38 1 5 ,761 9,933 3,880 1 161 967 17,893 184 4,085 149 834 77,624 88,414 Avondale 536 43,820 44,356 22, 611 252 3 464 7,195 4,572 4 373 654 8,725 93 1 8,417 156 105 56,065 13,243 Henderson 279 59,945 60,224 16, 013 14,047 19,054 1S5 §,597 4,025 3 899 1,170 8,183 61 17,338 1,327 5,885 33,831 13,154 Helensville 366 38,780 39,146 51 24,595 89,001 4 ,000 16,051 4,797 35 528 15,377 129 2 0,866 4,421 23,336 15,006 17,370 Wellsford 104 7,833 7,937 12 15,813 59,552 14 ,282 32,017 1,984 10 313 23,383 49 2 5,739 3,753 8,974 4,435 12,749 Maungaturoto 309 15,783 16,092 14,255 40,888 21 6,989 3,475 390 10,562 33 1 4,460 1,699 5,128 920 16,921 Paparoa 37 4,273 4,310 1 3,718 12,756 544 8,973 877 1 102 5,771 2 3,753 804 2,801 405 4,726 Dargaville 481 26,984 27,465 97 30,998 49,863 8 ,233 8,213 5,468 78 658 20,459 120 2 3,783 3,117 11,035 8,688 26,927 Waiotira 80 8,401 8,481 95 16,110 56,100 11 ,163 27,848 1,102 47 240 58,298 434 6 ),121 1,859 3,738 951 81,981 Whangarei 1,261 38,359 39,620 149 31,812 39,253 2 ,957 49,404 8,562 133 1,646 33,934 551 4 1,826 3,515 8,784 12,792 35,876 Hikurangi 259 5,559 5,818 5,927 10,910 14 ,950 66,153 1,500 364 26,249 42 2 3,155 1,521 5,457 643 8,271 Otiria .. 455 10,214 10,669 67 9,470 9,260 221 13,140 3,398 55 339 28,115 9 3 1,916 978 1,204 455 11,078 Kaitaia Road Services .. 438 2,740 3,178 5 18 304 3,156 82 1,043 1,433 5,714 14 1,077 Kawakawa 337 6,866 7,203 12 201 120 926 636 1,866 5 300 1,462 13 3,646 51', 166 79 j 209 116 11,441 Opua .. ' 751 15,274 16,025 11 168 79 32 12,795 3,222 3 155 11,223 40 1 4,643 13 153 2,179 Kaikohe 707 8,313 9,020 29 6,464 10,968 6 ,693 2,718 4,891 38 313 8,331 52 1 3,625 405 ' '757 1,780 13,315 Okaihau 236 12,222 12,458 2,426 9,198 17 ,917 5,214 1,845 230 15,578 3 1 7,656 303 293 112 14,918 Ellerslie 281 44,835 45,116 11 577 839 52 259 379 2,192 2 161 372 3,385 23 B, 133 541 70 1,549 1,263 Penrose 170 34,474 34,644 7 897 738 3,889 6 ,284 135,670 1,409 1 439 227 121,451 111 12 4,637 396,512 1,550,747 317,037 ' 77,837 Onehunga 371 8,872 9,243 3 753 10 7 ,829 3,799 2,174 804 245 6,318 86 3,627 76 825 44,755 59,642 Otahuhu 691 101,827 102,518 25 913 3,231 13,142 1 ,329 160,187 6,389 6 342 578 153,343 440 16 7,092 93,041 228,445 13,923 170,831 Papatoetoe 403 58,728 59,131 17 551 210 6 318 569 3,969 4 197 374 1,427 19 ),986 2,158 4,544 22,247 11,898 Papakura 555 194,526 195,081 34 970 1,724 3,175 63 2,460 11,611 9 109 611 3,860 43 25,234 5,156 26,183 5,349 10,931 Drury 246 4,708 4,954 126 6,825 12,391 40 5,972 655 85 94 6,021 32 3,887 1,384 7,790 235 6,067 Waiuku 115 3,730 3,845 23,080 13,211 74 592 975 174 2,858 25 1,032 3,610 13,001 3,966 19,841 Pukekohe 1,804 43,499 45,303 411 21,873 22,502 674 13,055 9,081 252 1,304 19,207 62 2 3,906 3,727 11,506 12,071 18,641 Tuakau 643 23,690 24,333 154 10,668 52,573 50 14,940 2,951 109 486 12,516 69 1 3,131 1,688 14,838 781 13,046 Pokeno 64 12,836 12,900 82 3,637 1,281 68 11,355 959 76 64 5,370 4 1,473 1,776 14,341 284 5,100 Mercer 224 21,186 21,410 185 608 12,179 | 300 7,938 1,718 220 120 3,862 122 5,042 204 3,192 1,562 2,917 Te Kauwhata 142 9,616 9,758 17 25,243 84,937 4 8,266 1,540 13 388 12,587 8 1 1,536 4,820 16,947 1,233 11,677 Huntly 794 95,058 95,852 15 216 8,585 59,671 606 309,661 10,912 3 652 715 246,133 2 470 26 1,882 3,037 13,651 5,653 63,670 Glen Afton 36 29,148 29,184 996 1,280 12,674 422 196,078 1,691 394 34 119,044 30 12 1,193 1,029 16,043 1,690 15,291 Taupiri 68 5,592 5,660 68 4,994 14,374 5,594 1,031 64 117 9,272 23 1 ),507 1,493 6,996 331 12,930 Ngaruawahia 303 14,895 15,198 1 304 3,791 11,012 4 106,044 3,090 242 427 101,733 3 846 10 ), 338 133.922 187,944 824 10,062 Frankton Junction 7,993 116,937 124,930 128 32,520 164,355 i ,318 39,439 49,370 101 2,871 48,344 1 545 10 J,231 12,409 101,463 37,568 77,919 Hamilton 3,462 45,831 49,293 144 11,499 31,350 j ,217 39,102 16,182 214 5,488 52,248 548 7 4,680 1,271 6,013 59,435 62,705 Cambridge 365 2,124 2,489 6 23,717 97,870 ,612 4,444 2,121 5 602 15,418 111 18,257 5,666 31,190 2,159 52,753 Morrinsville 672 23,214 23,886 153 59,952 170,683 ,060 20,542 4,721 148 815 45,355 49 5 1,088 0,041 9,063 94,349 9,270 41,638 Matamata 725 16,032 16,757 55 38,563 181,699 £ ,375 9,539 4,515 38 788 34,558 142 4 4,530 54,100 2,545 48,304 Putaruru 675 32,240 32,915 195 16,825 117,492 321 ,244 14,120 7,299 133 939 104,942 408 11 3,721 6,236 68,214 6,009 42,709 Mamaku 131 8,409 8,540 57 6,152 40,329 12( ,904 4,482 1,214 41 175 43,046 6 4,482 172 1,693 705 2,800 Rotorua 2,626 24,163 26,789 62 8,974 76,704 13 ,317 19,610 12,555 72 1,909 62,482 216 77,234: 2,826 17,870 2,177 55,269 „ Road Services .. 1 1 1 1 38,605 Waitoa 55 3,939 3,994 139 28,802 13,851 90 12,253 719 79 120 22,140 11 23,069 3 i 279 5 j 182 645 Te Aroha 553 8,571 9,124 133 7,797 10,544 104 8,025 2,480 73 515 8,027 17 11,112 1,694 9,177 2,848 19,026 Paeroa 494 26,508 27,002 113 47,301 27,757 626 20,341 4,088 66 762 21,101 86 2$,103 3,761 7,329 2,665 25,994 Thames 363 6,929 7,292 229 106 378 567 2,993 2,981 184 575 7,596 32 11,368 2,540 8,361 3,142 16,122 Waihi 505 12,149 12,654 7 12,004 14,066 - 171 946 3,180 4 375 5,244 56 8,859 3,965 6,448 6,552 15,093 Katikati ... 140 10,546 10,686 10 23,276 42,789 2 ,002 2,999 1,683 8 418 15,261 18 17,388 2,668 14,584 480 8,900 Tauranga 1,896 32,633 34,529 17 2,073 34,228 ,620 9,515 8,525 43 1,676 18,278 49 28,571 1,042 9,403 2,444 27,145 Te Puke 749 11,570 12,319 5 26,545 139,898 2< 1,531 5,152 3,335 3 506 32,741 33 36,618 1,204 12,486 658 14,288 Edgecumbe 365 3,170 3,535 32,963 46,528 7( i,560 20,030 1,559 208 68,814 310 70,891 1,600 11,771 623 23,517 Taneatua 680 15,512 16,192 21,449 70,324 344 886 3,781 234 10,480 339 14,834 1,722 998 222 53,978 Whakatane Road Services 866 3,733 4,599 4 603 3,982 61 341 1,602 5,986 12 135 3,315 Opotiki Road Services .. 405 2,016 2,421 13 475 2,042 281 1,924 4,247 26 2,297 Ohaupo 5 950 1,004 5 5,903 4J92 31 320 335 2 50 1,197 15 1,599 ' 795 8,188 4 8,051 Te Awamutu 1,394 25,729 27,123 23 46,275 224,428 ',158 15,991 9,659 50 1,363 42,732 129 53,933 5,862 103,143 7,046 55,787 Otorohanga 627 25,678 26,30E 13 22,638 126,644 ,691 35,412 5,724 5 585 34,721 59 41,094 2,446 24,238 2,489 26,260 Te Kuiti 1,786 76,051 77,837 79 17,36C 218,625 6 5,795 118,666 15,864 5S 1,400 97,851 744 115,914 2,883 21,868 2,731 33,926 Ongarua 83 23,226 23,30£ e 2,64C 41,87C 11 i,924 33,843 2,61E 3 166 70,088 603 73,475 1,053 5,202 1,131 8,784 Okabukura IS 5,99£ 6,015 72 1,79E 26,184 :,24( 21,19E 334 35 38 22,838 11 23,254 246 4,434 218 975 Taumarunui 2,81 r 81,081 83,896 315 9,60f 121,60C 7 22,775 19,32E 285 1,886 54,752 408 76,659 2,455 15,356 1,674 24,320 National Park 31 r 30,12( 30,445 1,49£ 27,825 23 9,20C 11,375 5,125 327 91,748 65 97,266 89C 3,351 4,64C 8,642 Ohakune 871 32.66C 33,531 3 r 2,795 21,605 8 2,865 14,245 7,441 ' 31 77C 40,398 45 48,688 814 1,192 65 6,064 Raetihi 221 1,56( 1,78£ 4,111 81,45" 105 2,00E 1,165 76 10,233 11,474 2,095 16,96 r 755 4,015 Rangataua 4<J 14,54] 14,58£ 1,124 13,74 1 S,37 r 5,545 1,015 64 10 , 605: t 11,698 17 r 2,224 1,777 Waiouru 35 9,19; 9,54£ i 4! 1,78£ 53,985 ] ,355 3,565 1,655 4( 21f 9,58C r 11,505 1,02E 4,19( 64£ 5,573 Mataroa 7,584 7,59f 2,86i 97,11 ] ,20S l,76f 34( 7f 9,821 10,246 925 3,09( 134 3,892 Taihape Mangaweka 1,32f 25,23£ 26,56( 4( 5,68( 169,09 35( ) 16,90f 7,36 1, 1,004 33,235 61 11,683 4,585 10,61£ 3,135 17,247 9( 3,85o 3,94' 1 5/, 815 154,57 43 i 2,81f 81 16" 14,65i 15,645 2,64! 9,13 64: 6,809

D—2

STATEMENT No. 18.—continued Statement of Traffic and Revenue for each Station for the Year ended 31st March, 1947 —continued

30

D—2 30 STATEMENT No. i8 —COr tinued Statement of Traffic and Revenue for each Station for t IE Year ended 31st March, 1947—continued OUTWARD. INWARD. Traffic. Revenue. Traffic. Stations. Number of Passenger Journeys. Season Tickets. Cattle Sheep Timber, Hundreds Other Goods. Ordina Passcng Parcels, Luggage, and Mails. Miscellaneous. Total Cattle Sheep Timber, Hundreds Other Goods. Firstclass. | Second- j class, j 1 Total. and Calves. and Pigs. of Superficial Feet. y ;rs. Tickets. Goods. Value forwarded. and Calves. and Pigs. of Superficial Feet. North Island Main Line and Branches —conid. Hunterville Marton New Plymouth Rd. Services New Plymouth „ Breakwater Waitara Inglewood Tariki Midhirst Stratford Te Wera Whangamomona 210 2,159 8 5,597 ' 226 372 31 91 1,832 83 12.405 32,320 12 59,069 4,792 14,960 2,406 4,525 41,690 1,431 2,631 12,615 34,479 20 64,666 5,018 15,332 2,437 4,616 43,522 1,431 2,714 No. 16 20 63 5 250 127 177 144 3 3 No. 7,185 5,633 1,482 i ,647 18,409 3,659 ■5,688 24,944 1,088 3,481 No. 98,703 169,035 1,185 19,935 46,375 4.486 8,831 66,009 11,536 62,998 28 2,647 10,416 470 7,529 899 132 1,608 30 1,540 Tons. 4,517 10,975 204,127 24,422 28,555 53,676 2,650 2,892 10,618 684 15,134 £ 2,i 11,J 34,' 2 3,4 ; - } 12,1 ] t 04 16 21 35 73 29 33 09 63 67 31 £ 31 16 ' 209 3 182 103 33 89 2 4 £ 325 1,251 2 j 601 ' 320 352 17 18 1,288 18 75 £ 12,467 21,988 109,572 6,908 28,462 37,090 1,576 3,113 15,528 1,307 16,677 £ 19 500 9,618 66 12 5 2 135 1 2 £ 15,146 34,871 21 156,735 6,908 30,924 41,065 2,034 3,775 29,803 1,495 17,389 No. 3,655 1,976 2,6S4 56,646 1,019 227 97 2,628 1,343 627 No. 17,883 45,092 12,382 280,542 8,950 3,132 472 16,666 4,763 10,973 728 30,951 35,555 4,313 2,447 2,441 17 9,686 199 181 Tons. 12,764 19,770 143j 627 33,509 18,386 74,419 3,727 6,751 26,605 3,282 5,221 Ohura Eltham Opunake 146 681 152 10,140 19,932 1,329 10,286 20,613 1,481 12 316 4,085 22,742 9,635 77,411 46,510 16,444 17,037 2,750 519 10,927 12,818 40'7 2,1 4,1 l,i 02 00 91 9 261 286 457 59 19,684 20,897 2,652 15 10 6 22,496 26,225 3,908 1,373 1,388 3,299 10,879 23,656 29,123 585 3,263 3,104 11,634 18,691 29,916 Normanby Ha wera Patea Waverley 35 2,505 484 399 3,375 35,266 12,071 9,788 3,410 37,771 12,555 10,187 9 29 7 8 43,722 19,819 2,702 8,283 38,868 64,978 28,783 97,481 34 1,577 106 14 12,132 21,880 30,413 30,271 < 13, 3,: 2,1 96 89 11 47 7 71 7 69 55 1,312 352 168 13,037 23,810 51,429 20,122 0 66 172 32 13,597 38,448 55,171 22,438 1,217 4,718 96,457 8,761 5,923 66,048 188,940 53,414 97 16,057 3,623 5,830 5,349 49,971 41,590 11,869 Aramoho Wanganui Wharf Pordell Turakina Greatford Halcombe Feilding 757 2,977 82 77 120 74 1,968 17,901 58,936 5 j 995 6,653 4,501 7,464 22,293 18,658 61,913 6,077 6,730 4,621 7,538 24,261 18 162 6 58 1 83 19 5,740 4,084 4,277 2,351 2,477 1,013 21,049 38,703 46,648 42 j 630 30,774 48,642 24,570 231,664 80 2,926 802 30 61 1 388 54,241 41,513 15,422 925 1,866 19,370 6,186 26,250 4,133 16,451 j 07 i<63 670 740 9,565 15 174 5 42 1 71 8 522 2,672 79 159 150 69 1,199 34,900 67,645 15,962 3,000 4,477 15,390 '7,047 51,831 74 1,279 4,905 17 11 8 2 66 39,650 88,221 20,867 3,808 5,552 16,219 7,929 62,669 1,680 11,387 2,638 1,263 '389 892 28,746 17,728 218,233 28,003 17,463 15,871 27,078 152,116 2,611 45,576 704 216 2,030 270 11,269 74,300 74,098 5,245 5,695 4,529 6,520 5,420 51,593 Palmerston North Ashhurst Longburn Foxton Shannon 14,468 122 80 101 339 151,388 6,591 11,037 328 28,666 165,856 6,713 11,117 429 29,005 139 28 182 8,562 5,596 10,234 201 13,901 49,495 31,722 82,525 4,186 87,912 10,187 493 54 71,205 1,754 25,422 1,943 6,011 66,? ! < 3,' 01 04 15 -73 97 183 8 135 6,022 87 167 99 264 121,397 5,480 51,265 4,424 12,939 988 8 32 1 10 194,891 6,379 52,387 4,997 17,145 8,147 4,533 14,200 776 2,835 175,452 26,144 123,820 10,879 39,679 71,469 414 2,013 15,259 1,062 123,519 4,142 10,455 9,832 10,013 Levin Otaki Paekakariki Johnson ville 1,712 916 966 345 52,351 43,718 77,376 49,354 54,063 44,634 78,342 49,699 67 67 35,905 49,245 16,415 8,17S 1,362 604 101,809 38,337 44,954 10,840 340 104 774 18 5,664 2,756 1,941 51 12,( 8,' 7,2 02 48 14 98 37 37 11,051 9,822 2,384 11,600 590 78 12,439 6,297 5,754 990 93 39 114 33 27,555 26,021 24,923 13,921 8.104 1.105 1,148 17,213 70,441 8,881 4,787 113,046 9,883 1,158 1,850 1,741 20,579 8,089 5,564 1,862 Wellington— Passenger and Parcels Goods Wharf Courtenay Place 53,861 5,186 974,546 26,112 1,028;407 3i ,298 361,727 616 402 3,080 41 ,-995 297,785 2,054 248,049 26,804 78,161 389 50,938 2,065 558,209 193 2,509 4,683 6 379,657 562,892 193 29,264 968 1,461 137,612 287,596 29,787 Ngahauranga Petone Lower Hutt Trentham 55 2,864 1,846 303 3,563 215,346 35,741 54,271 3,618 218,210 37,587 54,574 1,502 190,179 29,985 8,773 1 157 173 60 1,364 2,865 650 320 5,733 5,357 11,718 63,172 2,248 1,398 376 19,753 8,716 3, jl9 239 36,683 6,096 2,738 6 1,333 777 498 3,436 139,649 8,639 3,947 4 200 110 33 4,061 197,618 24,338 10,935 8,436 19,081 105 281 564,275 464,032 2,186 414 148 39,875 60,527 400 4,864 30,645 7,293 3,840 Upper Hutt Featherston Martinborough Rd. Services 561 640 160 47,:.!27 23,335 1,213 47,788 23,975 1,373 31,138 146 2,902 10,181 7,41:2 150,938 26i 12,152 1,008 13,915 4,303 4,822 946 8,780 102 352 747 22,216 27 34 10,846 27,921 946 048 1,548 1,880 3,670 527 2," 102 7,033 18,047 Carterton Masterton „ Road Services Mauriceville Eketahuna 509 1,261 394 25 219 12,800 26,718 7,490 2,S59 6,380 13,309 27,979 7,884 2,884 6,599 208 63 26 7 5,327 6,330 "599 7,817 59,597 133,356 6,859 46,222 1,463 8,109 40 615 28,304 13,187 23,567 3,543 4,572 8,993 3,740 457 2,038 190 56 21 7 479 1,084 26 189 45,119 23,957 li ,394 7,854 14 246 2 5 50,374 34,336 3,740 11,900 10,093 7,674 4,731 33 599 133,448 10,336 164 1,453 8,634 11,961 ' 624 17,233 39,339 i,858 7,586 Hukanui Pahiatua Mangatainoka Woodville Dannevirke 14 272 41 429 1,159 2,420 8,762 1,364 21,454 21,343 2,434 9,034 1,605 21,883 23,102 9 1 89 4,224 11,081 5,493 14,297 13,695 22,022 86,602 53,424 205,723 183,210 54 189 69 1,169 1,259 8,278 10,411 29,608 6,294 433 3,574 589 3,997 7,426 7 1 144 45 315 58 285 1,332 3,545 13,520 13,455 32,382 20,763 3 7 2 476 92 4,026 17,423 14,104 37,141 29,757 445 484 539 2,887 1,518 2,204 4,560 1,372 13,204 7,583 281 4,261 219 891 6,467 4,196 12,502 4,819 11,294 29,887 Ormondville Takapau Waipukurau Waipawa Otane 110 170 1,136 544 211 8,158 4,550 14,272 8,421 9,032 8,268 ■ 4,720 15,408 '8,965 9,243 8 30 11 6 105 3,519 3,743 9,525 2,066 7,212 89,186 105,675 214,544 108,809 83,144 10 1 69 2,654 105 2,242 12,125 9,347 19,293 6,472 1,104 1,068 4,935 2,639 1,252 10 26 8 2 90 141 171 579 321 128 8,265 12,099 19,032 16,050 12,915 4 3 78 23 2 9,524 13,367 24,632 19,035 14,387 955 2,744 8,137 4,697 12,862 8,746 22,628 64,397 23,885 101,594 91 103 4,367 912 300 7,630 6,699 17,950 8,498 2,437 Hastings Clive Napier „ Road Services Port Ahuriri 3,468 28 3,338 34 40,881 359 41,924 168 44,349 387 45,262 202 24 99 2,055 282 3,957 61 29,223 7,731 42,137 179 872 7,957 1,588 48,818 52,084 12,017 32,606 22,356 243 24,055 122 70 160 3,373 177 2,636 12 93,541 30,921 19,713 34,837 296 5 466 942 119,636 31,346 47,030 122 35,791 11,290 50,572 1,939 15 163,569 638,321 16,085 ' 529 10,336 1,770 4,500 513 56,729 13,811 26,846 103,903 Putorino Raupunga Wairoa Matawhero Gisborne „ Road Services .. 18 or 867 69 3,135 85 1,t92 2,« 56,.597 1,495 26,$35 912 1,210 2,653 57,464 1,564 29,970 997 2 79 2,589 4,000 9,549 25,413 2,434 16,041 38,176 113,681 248,618 42,410 151 8,260 6,131 19,680 984 32 472 887 16,105 9,920 31,833 1,078 229 450 16,135 473 21,453 849 2 76 20 47 834 636 2,252 1,766 5,644 41,906 28,996 65,571 3,241 1 72 8 175 2,015 6,142 58,949 30,113 89,527 4,090 508 843 4,969 2,632 5,217 971 5,475 56,454 28,411 123,344 225 141 1,169 834 36,409 7 2,689 5,821 27,819 6,366 30,662 595 Sub-total '" 1' 1,275,508 7,266,055 1,654,330 3,905,502 1,275,508 7,266,055 1,654,330 3,905,502 Chief Accountant Overseas traffic 278,320 794,972 1,073,292 34,112 510 1,022 699 12,761 679,530 28,089 102,530 207,541 32,637 52,846 1,070,536 32,637 1,583 1,465 522 13,619 Totals 482,917 3,782,165 3,265,082 986,799 1,276,018 7,267,077 1,655,029 3,918,263 1,903,266 245,336 315,341 5,529,377 112,411 8,105,731 1,277,091 7,267,520 1,654,852 3,919,121

D—2

STATEMENT No. 18—continued Statement of Traffic and Revenue for each Station for the Year ended 31st March, 1947 —continued

Inset 2—D 2

31

* , 1 OUTWARD. INWARD. | Traffic. BE VENUE. Traffic. Station. Number of Passenger Journeys. Season Tickets. Cattle Sheep # Timber, Hundreds Other Goods. Ordinary Passengers. Parcels, Miscellaneous. 1 otal Cattle Sheep and Pigs. Timber, Hundreds Other Goods. Firstclass. Secondclass. Total. and Calves. and J Pigs. of superficial feet. Season Tickets. Luggage, and Mails. Goods. fori alue ,'arded. and Calves. of Superficial Feet. South Island Main Line and Branches Lyttelton „ Wharf Heathcote Woolston 25,660 44 98 133,173 29j 889 50,692 158,833 29,933 50,790 No. 58,950 9,868 21,170 No. 525 19 No. 16,706 23,141 1 Tons. 349,323 5,922 11,624 8,284 £ 9,197 ' 640 1,614 £ 9,581 i j 549 3,101 £ 10,357 99 270 £ 182,631 1,687 9,639 6,469 £ 31,457 9 5 I £ 243,223 1,687 11,936 11,459 No. 1,009 21 No. 6,450 10 34,626 "606 901 Tons. 300,842 44,280 17,957 26,866 Christchurch — Passenger and Parcels Goods Central Booking-office Addington Riccarton 34,007 15,989 274 170 529,184 61,823 30,578 2,384 563,191 77 j 812 30,852 2,554 68,888 " 36 1,464 554 242 8 j 467 248,702 !i ji 139 694 153,876 64j 728 4,190 107,276 58,336 2,292 786 10,778 495 286 119 24,984 ' 602 382 153 188,144 53j 637 1,911 669 2,668 10 621 14 19 5 5 3,707 0,812 9,443 7,218 2,969 337 29,007 271 482,090 118,499 148 j 084 46,681 398^248 11<L066 20,335 Papanui Belfast Kaiapoi Rangiora 472 36 113 387 8,194 5,262 7,923 15,988 8,666 5,298 8,036 16,375 Sll 443 776 7,694 46 194 2,181 1,420 i ,604 5,615 12,765 4,305 61 740 1,648 6,113 30,676 18,250 10,799 2,222 593 1,444 2,956 238 159 263 2,074 328 81 193 748 6,774 22,050 11,117 8,428 22 17 45 60 9,584 22,900 13,062 14,266 64 14,890 1,113 994 535 517 181,792 18,142 47,462 6,187 12,258 9,556 10,433 14,311 19,211 13,710 East Oxford Sefton Amberley Waipara Mina .. .. . ; 21 5 58 38 105 1,093 3,421 3,156 4,420 1,039 1,114 3,426 3,214 4,458 1,144 108 58 30 415 289 465 2,610 922 37,211 4,980 60,969 133,129 55,470 416 45 2,034 2,798 1,652 4,096 15,703 8,433 8,906 245 372 513 607 468 61 42 29 35 217 92 162 266 2,417 2,616 8,784 11,233 7,575 1 2 18 7 1 2,697 3,267 9,433 2,049 3,316 124 151 226 582 1,037 21,968 4,857 37,289 7,551 17,361 307 613 228 1,733 11,877 2,747 2,728 2,017 6,905 Parnassus Blenheim Picton Kaikoura Waikari Hawarden Culverden Waiau 62 2,200 846 566 13 3 107 22 668 37,025 22,710 11,499 125 172 288 126 730 39,225 23,556 12,065 138 175 395 148 ' 222 227 1,339 3,008 136 5,848 483 1,055 2,889 1,003 61,064 150,829 26,685 105,580 28,930 90,873 80,731 60,830 162 2,246 545 3,625 8 j 126 5,451 5,785 2,145 36,553 13,786 20,277 32,453 7,277 7,123 2,598 218 12,968 4,692 3,940 114 40 345 103 "228 204 148 1,813 508 443 71 161 130 54 5,925 56,782 15,926 23,627 14,613 9,258 11,750 6,637 8 1,065 3,937 266 2 19 2 7 2 2 1 1 3,299 2,856 5,267 3,276 1,798 3,461 2,244 5,796 496 1,432 553 1,520 217 435 566 479 5,673 29,767 106,628 16,877 2,949 5,517 6,779 4,314 90 23,765 1,445 3,169 364 947 2,345 1,748 3,088 47,088 22,264 12,969 4,037 2,920 12,381 4,115 Hornby Lincoln Leeston Southbridge 69 65 31 40 8,079 8,117 6,642 6,189 8,148 8,182 6,673 6,229 463 118 48 26 1,181 1,689 2,382 117 436 49,166 17,098 14,295 561 1 63,027 10,373 5,658 8,031 933 914 878 802 122 104 46 28 98 69 44 26 29,460 5,936 3,308 4,684 56 1 1 20 3 ),669 7,024 4,277 5,560 1,845 225 293 40 3,918 7,059 25,141 13,080 2,545 587 1,266 546 61,342 6,606 9,695 4,317 Little River Islington Rolleston Kirwee 41 28 22 10 10,511 5,117 6,184 925 10,552 5,145 6,206 935 71 578 26 30 8,964 271 241 63 134,466 705 8,136 6,928 1,743 428 158 2,115 18,149 3,142 3,439 1,542 485 507 136 78 116 25 25 188 80 40 29 7,169 11,864 1,995 2,027 43 43 4 1 1 3,020 2,588 2,571 2,218 3,037 7,798 772 53 25,578 224,496 6,342 20,713 1,819 5,686 564 205 6,452 16,574 1,890 6,767 Larfield Coalgate Sheffield Springfield Arthur's Pass 145 35 40 165 107 2,316 609 1,087 5,662 2,871 2,461 644 1,127 5,827 2,978 81 102 63 349 559 581 553 26 30,482 46,453 27,100 12,913 1,707 54,243 2 ' 6,084 18,393 6,811 2,209 195 427 215 267 672 410 68 94 57 104 34 173 166 48 4,564 17,388 5,236 2,753 260 2 12 2 20 1 1 5,165 7,649 5,772 3,668 719 340 132 287 187 45 9,894 10,713 8,504 6,470 1,684 741 •358 257 240 78 3,162 7,126 3,649 2,849 996 Otira Moana Stillwater Ngahere 154 27 132 58 19,506 4,561 10,286 7,708 19,660 4,588 10,418 7,766 8 57 50 125 1,138 987 113 1,693 6,696 2,284 1,529 10,374 ;! 54,711 33,612 15,551 02,460 1,068 953 87,101 72,959 2,172 802 1,734 1,613 28 47 23 100 143 546 130 165 18,509 10,603 38,116 73,750 40 1 18 22 2 1 4 7 0,892 1,999 >,021 5,650 170 164 533 600 224 1,123 1,551 3,659 292 88 1,260 202 1,975 .2,395 1,100 3,709 Ikamatua Reefton Inangahua Junction Westport Waimangaroa Granity Greymouth Wharf 50 122 11 681 5 39 2,837 10,664 15,900 3,242 46,722 10,825 20,728 164,570 10,714 16,022 3,253 47,403 10,830 20,767 167,407 57 235 165 104 292 5,484 1,366 1,885 1,523 2,657 517 1,485 8,803 9,152 6,446 2,338 ' 222 1,525 1 14,820 6,795 5,176 1,466 193 3,528 25,248 3,814 122,519 26,037 26,940 101,775 299,624 15,293 2,133 1,908 3,888 847 12,905 723 2,581 29,695 48 214 ' 218 96 244 1,562 113 361 101 1,004 150 156 2,505 7,486 95,990 26,432 32,201 22,981 132,256 22,553 2,087 25 1,116 1 12,701 16 34 8,335 9,580 101,569 27,381 56,029 28,966 135,271 6jt,650 2,087 814 931 368 1,441 ■ 16 153 3,523 6,313 2,903 1,155 6,843 490 11,020 138 1,517 13,047 6,348 1,454 610 4,470 65,439 4,334 3,844 3,671 380,479 2,675 4,230 34,011 244,888 Runanga Rewanui Kumara Hokitika Ross 44 8 71 917 73 41,766 1,659 11,549 51,086 21,122 41,810 1,667 11,620 52,003 21,195 3,059 11,819 82 856 65 2 11 1,480 2,803 5,424 1,685 9,870 20,870 41 72,025 95,222 77,417 139,930 125,548 1,657 2,954 7,480 1,949 75 1,100 11,130 1,974 903 2,545 61 405 63 126 4 165 1,113 59 72,653 75,698 18,212 34,485 32,226 23 221 5 98 10 75,654 78,543 19,543 47,231 34,332 43 15 919 371 299 328 21 1,295 3,044 1,160 2,563 2,708 2,538 3,059 226 7,535 3,095 2,413 14,602 5,332 Burnham Dunsandel Rakaia Methven Chertsey Ashburton 335 36 203 43 1,341 60,751 6,598 15,465 805 6,358 73,205 61,086 6,634 15,668 848 6,358 74,546 30 54 197 2 25 99 54 260 904 785 669 647 7,651 22,594 70,505 54,971 35,340 25,015 59 816 12,691 6,930 5,781 1,112 3,007 5,535 17,668 10,302 13,632 -30,972 3,133 784 2,247 368 497 16,940 26 55 177 3 19 98 230 35 224 60 64 1,464 3,670 3,460 17,719 13,624 21,707 26,035 19 1 39 33 610 7,078 4,335 20,406 14,088 22,287 45,147 8 133 495 550 370 1,563 1,814 19,670 35,652 42,200 38,437 37,404 127 451 648 1,053 152 15,813 2,839 5,102 8,804 25,198 10,160 47,514 Tinwald Mount Somers 4 6 2,624 87 2,628 93 1,473 614 51,239 6,192 15,878 7,797 10,545 278 76 31 9 12,150 6,529 1 3 12,460 6,617 683 403 43,417 3,064 2 126 3,578 4,985 Hinds Rangitata Orari Winchester 38 4 267 38 6,007 3,292 8,434 2,729 6,045 3,296 8,701 2,767 43 25 37 33 721 328 448 526 34,282 13,471 22,864 5,023 6,251 ' 61C 4,291 5,041 3,383 15,449 616 341 1,985 403 42 22 30 30 53 22 315 65 6,492 3,165 3,563 7,760 6 7,203 3,550 5,899 8,258 588 186 515 398 15,794 4,004 8,559 4,704 312 43 2,010 37 15,489 3,516 9,070 4,592 Temuka Washdyke Pleasant Point Albury Fairlie 488 24 54 14 53 27,580 4,584 10,256 2,801 13,695 28,068 4,608 10,31C 2,815 13,748 47 35 21 24 2,806 1,044 742 396 911 26,368 21,390 41,923 24,021 44,503 5,805 174 4,256 3*381 8,502 11,29C 16,501 3,51C 4,536 5,120 288 1,066 461 2,191 43 4 31 21 26 660 24 96 45 130 10,140 10,485 10,443 2,576 6,642 30 4 3 " 29 15,993 10,805 11,639 3,103 9,018 1,135 607 1,315 224 632 6,707 79,566 25,201 2,072 4,740 1,395 330 378 11C 2,763 15,532 5,789 5,117 4,326 13,198 Timaru Wfcarf St. Andrew's Makikihi Studholme Junction 4,304 34 18 161 94,696 10,214 3,595 5,417 99,000 10,248 3,613 5,578 75 2 35 1 213 i,65e 115 421 6,041 19,797 5,727 18,311 2,098 99,877 28,268 14,428 3,556 10,538 31,057 747 393 905 53 2 28 1 3,629 85 26 218 54,616 4,211 8,532 1,963 5,928 7,258 14 . 1 6 96,613 4,211 9,380 2,411 7,058 475 1,766 317 438 274,382 53,774 3,077 15,802 26,085 278 86 17 179,229 62,235 11,082 4,541 2,637 Waimate Morven Glenavy Pukeuri Duntroon 487 59 37 19 8 18,168 5,103 4,785 3,254 1,957 18,655 5,162 4,822 3,273 1,965 14 1 28 20 251 161 366 744 495 22,157 10,064 3,980 26,717 38,265 6,171 8,491 10,381 3,37C 16,538 2,711 5,613 684 433 272 343 6 13 1 19 22 629 111 65 144 61 8,010 5,674 2,263 26,675 3,711 15 1 1 1 14,273 6,483 2,763 27,111 4,137 204 59 232 875 330 1,855 5,540 1,833 151,713 9,487 1,613 202 116 239 371 16,039 3,415 2,539 2,932 3,720 Kurow Oamaru j „ Breakwater Waiareka Ngapara 66 3,082 16 3,956 49,714 354 83 4,022 52,796 354 99 1 125 627 527 673 121 28,858 7,673 28,601 690 i j 828 4,010 34,522 4,077 87,66C 7,60C 801 19,504 31 54 1 103 91 2,908 8 11 6,004 20,010 1,000 40,025 4,469 •3 1,971 47 6,900 44,497 1,000 40,112 4,535 307 716 i, 105 151 2,525 5,094 42,913 2,456 1,555 15,225 16 64 8,189 68,258 16,636 1,264 7,847

D—2

STATEMENT No. 18—continued Statement of Traffic and Revenue for each Station for the Year ended 31st March, 1947—continued

32

D—2 32 STATEMENT No. 18—continued. U Statement of Traffic and Revenue for each Station for the Year ended 31st March, 1947—continued outward. I 1 INWARD. Traffic. I 1 Revenue. Traffic. Station. Number of Passenger Journeys. Cattle Sheep Timber, Hundreds Other Goods. Ordinary Passengers Season Tickets. Parcels, Luggage, and Mails. Miscellaneous. Sheep and Pigs. Timber Hundreds of Superficial Feet. Other Goods. Firstclass. Secondclass. Total. Tickets. and Calves. and Pigs. of Superficial Feet. Goods. Value forwarded. and Calves. Sotjth Island Main Line and Branches—ctd. Maheno Hampden Palmerston Makareao Waikouaiti 44 57 321 81 6,406 4,725 20,428 M30 6,450 4,782 20,749 6) 511 No. 53 35 17 72 No. 1,118 772 1,895 1,453 No. 26,406 27,092 71,858 32,824 7 7 3,332 7 Tons. 20,614 1,199 3,193 41,879 1,051 £ 461 61' 3,51: " 96S £ 32 41 14 44 £ 630 157 593 101 £ 15,444 2,494 6,922 16,757 3,220 £ 13 3 95 7 £ 16,588 3,312 11,136 16,757 4,341 No. 666 636 1,933 1^400 No. 10,681 4,367 6,939 6,455 31 197 1,137 ' 412 Tons. 6,983 3,175 7,917 352 4,372 Seacliff Waitati Port Chalmers Upper Sawyer's Bay 134 16 9 99 10,624 6,330 3,660 11,654 10,758 6,346 3,669 11,753 174 1,210 723 7,937 381 301 214 97 5,539 3,670 2,250 184 118 146 599 324 176 519 1,39; 44! 39! 684 94 323 115 1,499 75 54 148 38 937 519 137 647 5 10 2 2 2,504 1,355 801 2,870 151 269 3 55 1,942 1,645 751 286 104 141 5,859 1,553 168 1,348 Port Chalmers Wharf Port Chalmers St. Leonard's Ravensbourne Dunedin „ Goods Caversham ' 200 32 41 23,664 313 29,037 3,349 12,828 364,879 2^684 29j 237 3,381 12,869 388,543 2i,997 20,589 5,974 5,802 53,017 1,843 3 12 1 ' 504 5 2,369 145 19,161 36 545 34,761 53,946 169,363 802 2,946 424 64! 115,01! 2 j 017 4,012 995 969 9,552 286 201 8 17 12,153 115 65 13,424 13 27,707 299,964 897 4,994 1 80 512 2,661 5 65 25,577 1,441 29,418 137,235 302,625 3,320 12 34 1 591 10 88 4,696 0 j 254 6 816 159,144 5,444 3,638 54,926 15 10,912 279,110 8,785 Bumside Green Island Wingatui Middlemarch 66 162 81 189 9,572 25,150 10,172 2,746 9,638 25,312 10,253 2,935 6,166 23,094 4,156 31 4,017 i,083 1,141 37,866 28,351 85,227 23 13 12 90,474 5,003 2,752 3,418 514 1,927 778 810 851 3,747 887 37 120 90 78 332 98,723 5,223 4,893 9,560 15 10 10 9 100,223 10,997 6,646 10,748 20,138 3 839 472 561,011 1,586 12,109 2,439 232 85 368 130,223 11,434 2,554 5,284 Waipiata Ranfurly Oturehua Omakau Alexandra 252 471 166 399 643 2,791 4,330 1,041 2,017 3,743 3,043 4,801 1,207 2,416 4,386 4 4 1,351 543 1,299 1,128 101 60,618 74,305 76,765 96,056 15,530 20 69 131 120 1,471 2,497 2,164 1,614 4,542 1,08! 1,82( 58(1 1,190 2,61 r 3 3 164 277 173 302 347 6,763 9,198 9,400 9,934 9,297 9 26 9 10 8 8,024 11,330 10,168 11,436 12,272 616 289 236 735 260 5,010 3,969 5,958 7,798 5,633 723 2,187 128 2,508 3,951 6,245 4,825 2,367 4,497 8,675 Clyde Cromwell Mosgiel Outram Allanton 138 631 471 47 9 1,707 5,098 44,202 2,259 6,163 1,845 5,729 44,673 2,306 6,172 41 24,226 215 370 152 1,697 1,008 286 2,017 4,510 61,909 2,994 1,421 12,707 69 89 26 406 1,757 7,769 3,610 833 2,017 660 2,84! 4,17: 39( 41: 17 5,452 118 100 203 450 354 72 115 3,867 17,582 2,784 771 2,611 1 32 11 1 5 4,754 20,912 12,772 1,352 3,243 18 253 1,596 231 2,987 451 6,394 7,291 1,113 18,120 407 2,476 1,068 215 222 1,319 10,831 5,960 5,747 3,009 Milburn Milton Lawrence Miller's Flat 8 1,219 66 20 4,728 25,757 973 289 4,736 26,976 1,039 309 56 245 893 527 260 3,83.1 19,228 17,494 20,972 207 507 1,075 82,636 9,407 1,626 2,448 414 6,03( 36! 12! 66 35 841 138 66 28,461 8,719 3,059 5,198 349 86 3 3 29,259 15,748 3,568 5,395 284 781 244 192 2,684 6,799 3,022 1,314 251 2,086 611 257 ■ 10,473 12,759 12,660 3,752 Roxburgh Lovell's Flat Stirling Balclutha Owaka 73 91 473 2,890 238 930 2,698 12,818 40.124 6,838 1,003 2,789 13,291 43,014 7,076 20 105 133 21 79 201 4,505 1,690 3,907 17,226 5,369 4,462 51,857 41,355 107 31,550 4,000 3,377 142,939 17,294 4,106 52< 23! 2,64( 11, oi: 1,604 15 57 146 33 137 22 96 1,029 181 7,780 2,684 86,281 28,192 13,948 6 i,920 42 11 8,447 2,952 91,000 40,422 15,777 139 183 1,924 3,471 1,764 444 642 2,818 158,610 8,140 1,150 68 1,216 3,102 651 3,907 6,005 7,657 20,892 10,372 Tahakopa 69 8,297 8,366 6 578 2,708 9,787 368 1,14! 6 56 2,879 1 4,091 237 2,578 9 1,947 Waiwera Clinton 54 660 2,815 14,141. 2,869 14,800 9 59 536 1,200 7,210 37,596 2,501 8,553 2,698 1,295 38< 2,67' 10 73 309 124 3,504 5,649 25 4,209 8,548 252 314 2,850 1,966 125 203 13,122 9,198 Waipahi Tapanui 65b 36 39 39 8,595 175 0 2,339 548 61,921 37,737 1,396 1,797 3,685 5,089 1,861 15i 4 176 31 7,171 7,766 1 5 9,212 7,954 781 107 4,678 1,553 568 629 15,525 8,437 Heriot Gore Riversdale Mataura Edendale 101 3,350 110 522 410 52,4 c 41,1 24,( 59 49 50 28 41 760 55,799 1,060 41,650 25,051 714 i ,045 153 854 3,552 2,479 814 2,424 77,19( 160,650 124,748 76,140 69,430 105 9,522 36 " 29 2,774 32,461 18,145 25,974 6,324 476 18,72S 78C 5,657 4,09S 318 596 142 72 1,887 158 270 211 8,320 38,123 18,360 39,653 11,700 4 213 8 143 69 8,872 59,270 19,306 46,319 16,220 459 2,627 788 1,122 1,101 3,013 11,518 4,044 70,935 25,828 685 15,130 1,631 1,268 393 16,328 67,574 29,938 28,813 22,582 Wyndham Woodlands Inveroargill ,, Goods Waimahaka 82 91 10,617 10 M 10,fe 218,C 10,'J 77 29 68 14 1,559 11,020 229,285 10,924 " 64 11,798 94 1,433 1,516 3,342 11,057 35,987 49,621 52,751 25 30 4,387 41,921 2,722 3,476 95,979 4,367 60 r 1,236 66,225 895 57 3,759 83 48 81 5,103 120 3,863 4,658 75,794 11,640 1 3 168 390 2 4,519 6,035 75,255 76,184 12,740 517 374 3,653 1,976 3,174 16,777 27j 137 16,486 527 545 70,891 444 18,506 18,743 196,668 29,913 Bluff 319 46,6 64 46,983 3,316 137 216 951 97,123 4,097 1,210 397 53,592 9,059 68,355 3,359 498,166 20,506 150,178 Makarewa Thornbury Riverton 13 27 109 7,7 2 E 6^8 58 60 99 7,771 2,387 7,008 854 50 174 2,463 610 1,089 101,156 73,504 44,769 22 1,413 18,915 26,238 2,687 6,117 556 336 . 1,640 337 47 139 73 32 256 25,025 4,424 11,624 2 20 25,991 4,841 13,679 6,019 245 432 202,523 8,646 1,090 2,388 34 46 17,434 16,610 9,358 Tuatapere Otautau Wairio Winton 59 99 153 208 14,5 3.5 4.6 9,8 44 97 06 52 14,603 3,606 4,759 10,060 18 119 38 51 1,615 753 969 2,151 26,136 107,133 16,573 139,218 81,733 5,082 1,573 35,748 4,621 197,359 153,922 1,923 83(1 1,263 2,118 18 107 37 56 283 83 92 376 41,205 9,111 147,039 63,482 1 4 3,438 11 43,430 10,135 151,869 66,043 1,118 417 421 765 9,074 7,S31 2,369 24,159 296 192 310 1,513 8,161 17,130 17,927 18,316 Lumsden Kingston Through traffic (Lake Wakatipu) Sub-total 208 3 6,6 5 n 39 0,895 562 5 2,939 74 5 84,467 11,307 5,569 2,195 34 28,266 190 2,888 1,501 130 4 229 12 17,586 847 4,564 37 3 19,357 992 4,564 987 93 185 16,884 983 1,091 2,277 431 1,238 33,076 8,456 3,556 169,202 4,663,922 976,728 4,005,436 169,202 4,663,922 976,728 4,005,436 Chief Accountant Overseas traffic 124,968 530,1(43 655,111 195 1,547 1,271 522 13j 208 328,913 16,294 32,660 48,926 89,244 14,580 441,373 89,244 "433 977 699 12,015 Totals 275,310 3,660,5 06 3,935,816 371,203 170,749 4,665,193 977,250 4,018,644 1,013,459 90,208 124,803 3,361,587 113,033 4,703,090 169,635 4,664,899 977,427 4,017,451 Nelson Section Port Nelson Nelson Wakefield Glenhope 880 29 11 14,9 3,7 1 90 54 75 15,870 3,783 186 442 9 9 1,248 1,553 39 18,047 14,435 230 30 14,565 2,947 8,805 6,968 4,100 5,379 360 44 378 4 419 64 21 235 2,464 3,303 4,763 94 3 1 235 8,734 3,734 4,829 2,488 16 306 28,701 320 3,500 14,592 116 117 1,152 11,717 7,163 2,788 Sub-total 2,810 32,521 14,825 22,820 2,810 32,521 14,825 22,820 Chief Accountant Overseas traffic 1,568 ' I 1,588 36 194 499 Gr. 5,084 398 84 406 1,627 Or. 4,196 1,627 77 45 ' 834 Totals 920 20,5 07 21,427 451 2,846 32,715 14,825 23,319 699 780 588 12,798 98 14,963 2,887 32,5(56 14,825 23,654 Lake Wakatipu Steamers 28,8 36 28,886 3 239 8,322 1,236 7,886 6,145 13 469 5,829 45 12,501 239 8,322 1,236 7,886

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

33

Year ended 31st March, 1947 Revenue. Tons Commodity. Tonnage Per Cent. One Mile Average carried. of Gross. (000 Haul. Per Per omitted). Total. Cent. Per Ton. Ton of Gross. Mile. Products of Agriculture Miles £ £ s. d. d. •Grain 282,688 3-03 19,014 67 179,753 1-99 0 12 9 2-27 Meals 11-1,079 1-22 7,918 69 79,672 0-88 0 14 0 2-41 Fruit and vegetables 83,440 0-89 16,264 195 136,121 1-50 1 12 8 2-01 Boot crops and fodder 204,960 2-20 22,737 111 177,301 1-96 0 17 4 1-87 Flax, green and pressed 5,501 0-06 737 134 8,083 0-09 19 5 2-63 Seeds 42,333 0-45 3,119 74 40,421 0-45 0 19 1 3-11 733,001 7-85 69,789 95 621,351 6-87 0 17 0 2-14 Animals and other Products ■Cattle, calves, horses 297,787 3-19 26,189 88 349,476 3-86 13 6 3-20 Sheep and pigs 483,075 5-18 42,027 87 582,915 6-44 14 1 3-33 Meat; fresh 25,360 0-27 2,864 113 51,493 0-57 2 0 7 4-32 Meat, frozen 343,052 3-68 14,480 42 357,907 3-95 1 0 11 5-93 Butter 111,526 1-19 10,870 97 158,801 1-76 18 6 3-51 •Cheese 87,553 0-94 5,250 60 89,676 0-99 10 6 4-10 Wool 233,254 2-50 15,994 69 302,931 3-35 16 0 4-55 Dairy by-products 39,992 0-43 3,252 81 48,358 0-53 14 2 3-57 Fat, hides, and skins 57,810 0-62 5,296 92 91,968 1-02 1 11 10 4-17 Fish 14,823 0-16 2,441 165 25,629 0-28 1 14 7 2-52 1,694,232 18-16 128,663 76 2,059,154 22-75 14 4 3-84 Products of Mines Agricultural lime 729,023 7-81 48,712 67 295,254 3-26 0 8 1 1-45 •Coal, imported Coal, New Zealand hard 891^544 9-56 62,965 71 426^297 4-'71 0 9 7 i-62 ■Coal, New Zealand brown 1,170,178 12-54 144,346 123 833,674 9-21 0 14 3 1-39 Road-metal 37,470 0-40 1,985 53 19,628 0-22 0 10 6 2-37 Lime, other 42,861 0-46 3.115 73 22,486 0-25 0 10 6 1-73 ■Coke 11,743 0-13 1,147 98 12,006 0-13 10 5 2-51 2,882,819 30-90 262,270 90 1,609,345 17-78 0 11 2 1-47 Products of Forests Timber, imported 12,276 0-13 1,267 103 16,114 0-18 16 3 3-05 Timber, New Zealand 575,969 S-17 84,111 146 669,673 7-40 13 3 1-91 Firewood, posts, <fcc. 113,053 1-22 11,146 99 64,181 0-71 0 11 4 1-38 701,298 7-52 96,524 138 749,968 8-29 115 1-86 Manufactures, cbe. Benzine, gasolene, kerosene.. 261,426 2-80 21,181 81 438,188 4-84 1 13 6 4-97 •Cement .. .. 110,773 1-19 19,500 176 169,762 1-88 1 10 8 2-09 Manure 917,998 9-84 74,351 81 549,198 6-06 0 12 0 1-77 1,290,197 13-83 115,032 89 1,157,148 12-78 0 17 11 j 2-41 Miscellaneous 2,027,786 21-74 211,386 104 2,853,472 31 '53 1 8 2 j 3-24 Totals 9,329,333 100-00 883,664 95 9,050,438 100-00 0 19 5 2-46

D—2

STATEMENT No. 20 Statement showing Mileage, Capital Cost, Traffic, Operating Revenue, and Operating Expenditure of New Zealand Government Railways from 1st April, 1946, to 31st March, 1947 MILEAGE, CAPITAL COST, TRAFFIC, AND REVENUE

EXPENDITURE

34

Year. Average Miles, open. Capital Cost. Train-mileage. (Revenue). Passenger Journevs. (Rail.) Passenger Revenue. Other Coaching Revenue. Cattle and Calves. Sheep and Pigs. Timber. 1945-1946 .. 1946-1947 .. No. 3,511 3,528 £ 71,514,380 72,099,790 No. 13,454,508 13,169,233 No. 32,417,675 28,869,135 £ 3,912,509 3,253,748 £ 426,619 440,731 No. 1,414,366 1,449,613 No. 13,001,365 11,964,985 Tons. 582,065 588,245 Year. Goods. Total. Goods Revenue. Miscellaneous Revenue, Labour, Demurrage, &o, Total Revenue. Revenue per Revenue Train-mile. 1945-1946 1946-1947 Tons. 7,806,126 7,960,226 Tons. 8,388,191 8,548,471 £ 8,515,673 8,903,762 £ 249,786 225,543 £ 13,104,587 12,823,784 d. 233-76 233-70

Maintenance of Way and Works. Maintenance of Signals and Electrical Appliances. Maintenance of Locomotives, Carriages, xnd Wagons Year. Amount. Per Cent. of Revenue. Per Mile of Railway. Amount. Per Cent. of Revenue. Per Mile of Railway. Amount. Per Cent. of Revenue. Per Train-mile. 1945-1946 .. 1946-1947 .. £ 2,524,485 2,466,020 19-26 19-23 £ 718-97 698-99 £ 375,499 376,458 2-87 2-94 £ 106-94 106-71 £ 3,055,303 3,241,139 23-31 25-28 d. 54-50 59-07 Locomotive Transportation. Traffic Transportation. General Charges. Total Expenditure. Expenditure per Revenue Trainmile. ExpendiYear. Amount. Per Cent. of Revenue. Per Trainmile. Amount. Per Cent, of Revenue. Per Trainmile. Amount. Per Cent. of Revenue. Per Trainmile. per Cent, of Revenue. 1945-1946 .. 1946-1947 .. ---_ - ■■ ■-' ■ - £ 2,627,868 2,996,016 20-06 23-36 d. 46-88 54-60 £ 3,618,584 4,138,817 27-61 32-27 d. 64-55 75-43 £ 347,985 426,329 2-66 3-32 d. 6-21 7-77 £ 12,549,724 13,644,779 d. 223-86 248-67 95-77 106-40

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STATEMENT No. 21 Comparative Statement of the Average Numbers of Employees for Years 1946-47 and 1945-46

STATEMENT No. 22 Statement of Accidents for the Year ended 31st March, 1947

Note.—This return includes only casualties in connection with train-working and the movement of rolling-stock.

35

Branch. 1946-47. | 1945-46. Traffic— General 8,218 7,515 Wharf Labour 338 Locomotive Running (including depot staff) 3,622 3,365 Workshops 6,173 5,726, Maintenance 4,574 4,351_ Signal and Electrical 686 619 Stores .. .. 505 488 Road Services 1,279 921 Refreshment 597 626 Publicity and Advertising 46 41 Head Office, Land Office, and Chief Accountant's Office 377 339 Totals 26,077 24,329

Section. Train Accidents. Accidents on Line (other than Train Accidents). Shunting Accidents. Passengers. Employees. Passengers . Employees Other Persons. Passengers. Employees. Other Persons. T3 I Injured. "S s Injured. M Injured. ■d 0 Injured. is 5 Injured. 1 3 Injured. "S M Injured. S3 S Injured. North Island Main and branches .South Island Main and branches J^elson Line Line 1 14 6 2 9 3 6 2 35 2 2 4 3 1 2 6 2 1 l l l 112 75 1 2 4 1 Totals 1 20 2 12 8 42 4 7 3 8 3 3 187 3 5 Level-crossing Accidents. Trespassers : Other Persons. Miscellaneous. Section. Pedestrians. Occupants of Motorvehicles. Employees. Other Persons. Total. 'S s Injured. 1 3 Injured. 1 3 Injured. i a M Injured. "S N Injured. ■g Injured. North Island Main branches ;South Island Main branches Nelson Line Line and and 3 9 6 28 15 2 10 106 44 2 27 16 1 336 160 Totals 3 15 43 2 10 150 9 44 496

Jj—2

STATEMENT No. 23 Statement of Carriage, Rail Car, Multiple Unit, Brake Van and Wagon Stock, and Tarpaulins, for the Year ended 31st March, 1947

36

D—2 36 STATEMENT No. 23 Statement of Carriage, Rail Car, Multiple Unit, Brake Yan and Wagon Stock. and Tarpaulins, for the Year ended 31st March, 1947 North Island South Island Description. Class. Main Line Main Line Nelson. Total. and Branches. and Branches. Carriages— First-class 96 60 156 Second-class 679 531 3 1,213 Composite 76 12 t 95 Sleeping 13 2 15 Combination day-sleeping 2 1 3 Ambulance 9 1 10 Totals 875 607 10 1,492 Rail Cars 12 9 21 Multiple Units —- Power units 9 9 Trailers 8 8 Totals 17 17 Vans— Postal-vans 4 4 8 Brake-vans 284 210 3 497 Totals 288 214 3 505 Wagons— Special-purpose wagons E 923 507 1 1,431 Horse-boxes G 63 76 1 140 Cattle H 613 218 3 834 Cattle He 1 50 51 Sheep J 1,718 1,435 11 3,164 Sheep Jc 192 40 232 Covered goods K 244 153 6 403 High sides L 3,032 3,618 88 6,738 High sides La 5,413 4,453 9,866 High sides Lb 5 362 13 380 Low sides M 445 887 14 1,346 Low sides (steel) Ma 119 119 Low sides Mb 4 12 16 Low sides Mc 110 60 170Timber N 88 143 8 239 Platform, coal P 204 204 Petrol inspection Pw 2 2 Movable hopper Q 1,187 1,187 Frozen meat w 297 112 409Frozen meat Wa 231 28 18 277 Covered goods X 109 16 125 Cool, ventilated Xa 485 565 1,050 Cool, ventilated Xb 1 29 30 Cool, ventilated Xc 1 63 64 Work train Y 54 24 78 Work train Yb 308 187 495-Special-purpose wagons, bogie .. E 99 72 171 High-sides, bogie R 157 75 232 High sides, bogie Ra 38 38 High sides, bogie Rb 69 24 93 Sheep, bogie S 25 36 61 Cattle, bogie T 36 14 50 Platform, bogie U 235 115 4 354 Gas storeholder, bogie Ua 10 4 14

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STATEMENT No. 23—continued Statement of Carriage, Rail Car, Multiple Unit, Brake Van and Wagon Stock, and Tarpaulins, for the Year ended 31st March, 1947—continued

STATEMENT No. 24 Locomotive Stock for Year ended 31st March, 1947

2—D 2

37

37 D—2 STATEMENT No. 23—continued Statement op Carriage, Rail Car, Multiple Unit, Brake Van and Wagon Stock, and Tarpaulins, for the Year ended 31st March, 1947—continued North Island South Island Description. Class. Main Line Main Line Nelson. Total. and Branches. and Branches. Wagons—continued Platform, bogie Ub 259 295 554 Fuel oil, bogie Uc 3 2 5 Well, bogie Ud 2 2 Horse-boxes, bogie Uct 63 "68 131 Frozen meat, bogie V 47 62 109 Chilled beef, bogie V 6 6 Frozen meat, bogie Vb 157 '*85 242 Chilled beef, bogie Vb 99 10 109 Covered goods, bogie z 104 75 179 Covered goods, bogie Zp 71 71 142 Totals 16,140 15,235 167 31,542 Tarpaulins 16,009 14,027 195 30,231 STATEMENT No. 24 Locomotive Stock for Year ended ; 31st March, 1947 North Island South Island Class. Type. Main Line Main Line Nelson. Total. and Branches. and Branches. A .. Tender (4-cylinder balanced compound) 2 12 14 A .. Tender (2-cylinder simple) 12 32 44 Aa .. Tender 10 10 As .. Tender 87 54 141 B .. Tender 7 7 Ba .. Tender 10 10 BB .. Tender "30 30 C .. Tender 12 "l2 24 Ec .. Electric 6 6 Ed .. Electric 10 10 Eo .. Electric " 5 5 F .. Tank 2 18 20 G .. Tender 6 6 H .. Tank " 6 6 J .. Tender 30 "lO 40 Ja .. Tender 4 4 K .. Tender 30 30 Ka .. Tender 33 . . 33 Kb .. Tender 6 6 Q .. Tender 10 10 U .. Tender 9 9 UB .. Tender 7 7 T?c .. Tender 7 7 W .. Tank 2 2 Wa .. Tank 2 3 5 Wab Tank 22 8 30 WB .. Tank 4 4 WE .. Tank 3 3 WF .. Tank 7 22 4 33 Wg .. Tank 10 10 Ww.. Tank 57 3 60 X .. Tender (4-cylinder balanced compound) 15 15 X .. Tender (2-cylinder simple) 1 1 Totals .. 378 260 4 642 2—D 2

37 D—2 STATEMENT No. 23—continued Statement op Carriage, Rail Car, Multiple Unit, Brake Van and Wagon Stock, and Tarpaulins, for the Year ended 31st March, 1947—continued North Island South Island Description. Class. Main Line Main Line Nelson. Total. and Branches. and Branches. Wagons—continued Platform, bogie Ub 259 295 554 Fuel oil, bogie Uc 3 2 5 Well, bogie Ud 2 2 Horse-boxes, bogie Uct 63 "68 131 Frozen meat, bogie V 47 62 109 Chilled beef, bogie V 6 6 Frozen meat, bogie Vb 157 '*85 242 Chilled beef, bogie Vb 99 10 109 Covered goods, bogie z 104 75 179 Covered goods, bogie Zp 71 71 142 Totals 16,140 15,235 167 31,542 Tarpaulins 16,009 14,027 195 30,231 STATEMENT No. 24 Locomotive Stock for Year ended ; 31st March, 1947 North Island South Island Class. Type. Main Line Main Line Nelson. Total. and Branches. and Branches. A .. Tender (4-cylinder balanced compound) 2 12 14 A .. Tender (2-cylinder simple) 12 32 44 Aa .. Tender 10 10 As .. Tender 87 54 141 B .. Tender 7 7 Ba .. Tender 10 10 BB .. Tender "30 30 C .. Tender 12 "l2 24 Ec .. Electric 6 6 Ed .. Electric 10 10 Eo .. Electric " 5 5 F .. Tank 2 18 20 G .. Tender 6 6 H .. Tank " 6 6 J .. Tender 30 "lO 40 Ja .. Tender 4 4 K .. Tender 30 30 Ka .. Tender 33 . . 33 Kb .. Tender 6 6 Q .. Tender 10 10 U .. Tender 9 9 UB .. Tender 7 7 T?c .. Tender 7 7 W .. Tank 2 2 Wa .. Tank 2 3 5 Wab Tank 22 8 30 WB .. Tank 4 4 WE .. Tank 3 3 WF .. Tank 7 22 4 33 Wg .. Tank 10 10 Ww.. Tank 57 3 60 X .. Tender (4-cylinder balanced compound) 15 15 X .. Tender (2-cylinder simple) 1 1 Totals .. 378 260 4 642 2—D 2

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STATEMENT No. 25 ALL SECTIONS Locomotive Running Costs, Year ended 31st March, 1947

38

Section. Cost per Locomotive-mile. Depreciation. Water. Deferred Maintenance. Miscellaneous Expenses. Repairs. Running. Total. Wages, Material, and Overhead. Stores. Fuel. Wages. N.I.M.L. and branches S.I.M.L. and branches Nelson Total, steam Electric locos., Eo 2-6 Electric locos., Ec 7-12 Electric locos., Ed 101-110 .. Total, electric Multiple units, D.M. Diesel rail cars Tractors d. 13-98 14-78 24-23 d. 0-95 0-87 0-60 d. 21-77 10-86 18-23 d. 13-80 13-83 12-62 d. 50-50 40-34 55-68 £ 105,472 43,966 43 £ 21,855 12,895 69 £ 54,000: 36,000: £ 327,823 191,901 954 14-32 0-91 17-58 13-81 46-62 149,481 34,819 90,000 J 520,678 29-21 20-47 12-32 0-13 0-42 0-25 11-25 8-97 7-38 4-70 7-03 6-29 45-29 36-89 26-24 1,216 2,349 8,553 1,563 1,428 5,712 17-19 0-26' 8-44 6-11 32-00 12,118 8,703 14-89 9-64 8-40 0-18 0-78 1-48 4-06 2-05 5-17 5-44 2-89 7-93 24-57 15-36 22-98 5,329 31,968 7,253 3,126 5,158 Section. Cost 1 s PH ft ; per Loc 1 £ omotiveo5 ■si a 1 <22 mile. § . II ll 4 8 'cS t H Total Cost per Locomotive-mile. i OQ a I ft Average Number of Days in Steam per Locomotive. N.I.M.L. and branches.. S.I.M.L. and branches Nelson Total, steam Electric locos., Eo 2-6 Electric locos., Ec 7-12 Electric locos., Ed 101-110 Total, electric Multiple units, D.M. Diesel rail cars Tractors d. 2-51 1-67 0-20 d. 0-52 0-49 0-34 d. 1-28 1-37 d. 7-80 7-33 4-64 £ 2,632,202 1,342,794 12,523 d. 62-61 51-20 60-86 87,346 57,201 499 236 229 125 2-18 0-51 1-32 7-60 3,987,519 58-23 145,046 232 1-87 3-95 4-27 2-40 2-40 2-85 32,244 25,694 66,861 49-56 43-24 33-36 982 1,404 3,083 196 234 308 3-73 2-68 124,799 38-41 5,469 260 4-21 7-69 9-17 2-47 1-24 39,600 100,984 25,427 31-25 24-29 32-16 1,940 4,534 9,038 215 215 237

D—2

STATEMENT No. 25—continued Performances of Locomotives for the Year ended 31st March, 1947

39

i 1 s o Locomotive-mileage. Average Mileage per Quantity of Stores. Details. Running. Cost of Repairs : Wages, and Material, Overhead. Cost of Type. Running: O S3 Train. Shunting, Assisting, Light, Total. Locomotive. Coal. Oil. Stores. a and Miscellaneous. NORTH ISLAND MAIN LINE AND BRANCHES Cwt. Quarts. £ £ A 14 231,637 91,099 322,736 23,052 219,766 15,436 12,758 1,284 Aa 10 167,324 46,893 214,217 21,421 148,691 12,295 10,092 983 Ab 87 2,307,245 576,558 2,883,803 33,147 2,088,078 121,265 138,762 10,391 Bb 30 203,792 442,467 646,259 21,541 481,459 33,597 38,195 2,723 € 12 1,290 207,335 208,625 17,385 155,705 10,294 21,825 825 F 2 288 6,758 7,046 3,523 3,520 295 1,079 103 H 6 8,592 21,575 30,167 5,027 42,108 4,072 12,800 293 J 30 1, 169,650 155,850 1,325,500 44,183 1,101,697 43,743 49,910 4,403 K 28 1,050,047 103,042 1,153,089 41,181 1,059,459 52,891 99,824 4,893 K (oil2 30,683 1,471 32,154 16,077 *204,825 burner) Ka 33 1, 197,765 107,010 1,304,775 39,538 1,095,391 58,516 59,236 5,181 Wa 2 203 12,659 12,862 6,431 6,698 647 107 63 Wab .. 22 48S 96,636 585,824 26,628 384,600 29,914 45,519 2,436 Wp 6 15,939 61,477 77,416 12,902 50,013 3,485 8,097 325 Wg .. 10 9,472 201,019 210,491 21,049 142,498 10,522 2,350 849 Ww .. 57 231,825 584,692 816,517 14,324 567,173 43,283 56,751 3,490 X 16 221,387 ■ 27,639 249,026 15,564 185,880 21,577 30,386 1,560 Hunslett 3 356 8,994 9,350 3,116 2,460 332 142 16 Total 370 7,336,683 2,753,174 10,089,857 27,269 7,735,196 462,164 587,833 39,818 *204,825 Cost per Locomotive-mile. II Cost of Running— fi"§ continued. "81 Repairs. Running. en O Total Costs. Days in ii Type. Wages, Material Total. Steam. P s fc ft © s SPi 5S -3 Fuel. Wages. and Stores. Fuel. Wages. Overhead. g02 ■5 .a £ £ £ d. d. d. d. d. A 26,492 19,073 59,607 9-49 0-95 19-70 14-19 44-33 3,493 249 Aa 16,174 12,305 39,554 11-31 1-10 18-12 13-78 44-31 1,966 196 Ab 246,905 149,584 545,642 11-55 0-86 20-55 12-45 45-41 22,352 256 Bb 55,449 54,754 151,121 14-18 1-01 20-59 20-34 56-12 7,392 246 •C 18,169 20,780 61,599 25-11 0-95 20-90 23-90 70-86 2,822 235 F 409 472 2,063 36-75 3-51 13-93 16-08 70-27 201 100 H 5,117 5,566 23,776 101-83 2-33 40-71 44-28 189-15 1,173 195 J 131,692 60,016 246,021 9-04 0-80 23-84 10-87 44-55 8,141 271 K 121,402 55,331 281,450 20-21 0-99 25-27 11-21 57-68 7,500 250 K (oil5,623 5,623 41-97 burner) Ka .. 130,212 58,054 252,683 10-90 0-95 23-95 10-68 46-48 8,497 257 Wa .. 773 1,315 2,258 2-00 1-18 14-42 24-53 42-13 275 137 Wab .. 45,141 31,183 124,279 18-65 1-00 18-49 12-77 50-91 5,483 249 Wf .. 5,801 6,375 20,598 25-10 1-01 17-98 19-77 63-86 1,315 219 Wg .. 16,407 20,869 40,475 2-68 0-97 18-71 23-79 46-15 2,490 249 Ww .. 65,898 69,996 196,135 16-68 1-03 19-37 20-57 57-65 11,906 208 X 23,196 13,796 68,938 29-28 1-50 22-36 13-30 66-44 2,099 131 Hunslett 345 727 1,230 3-64 0-41 8-86 18-66 31-57 241 80 Total 915,205 580,196 2,123,052 13-98 0-95 21-77 13-80 50-50 87,346 236 *G allons of Fuel Oil.

D—2

STATEMENT No. 25—continued Performances of Locomotives for Year ended 31st March, 1947—continued

Approximate cost of Paper.—Preparation, not given; printing (1,233 copies) £165.

By Authority: E. V. Paul, Government Printer, Wellington. —1947. Price is.]

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Locomotive-mileage. Quantity of Stores. ° § Details. Average Running. Cost of Repairs : Wages, and Material, Overhead. Type. o O 8 9 p 8 Train. Shunting, Assisting, Light, and Miscellaneous. Total. Mileage per Locomotive. Coal. Oil. Cost of Running ; Stores. SOUTH ISLAND MAIN LINE AND BRANCHES A Ab B Ba C F G J Ja Kb Q U Ub Uc W Wa Wab .. Wb We Wp Ww .. 44 54 7 10 12 18 6 10 4 6 10 9 7 7 2 3 8 4 3 22 3 979,521 1,681,085 30,181 50,023 18,639 1,237 162,102 388,517 14,164 211,356 77,346 137,492 130,487 107,220 9,917 22,137 237,032 22,305 25,107 53,888 38,516 220,018 332,483 67,243 160,714 243,532 193,245 20,550 27,184 1,372 20,018 79,366 42,559 41,273 50,957 16,707 26,707 31,536 37,771 13,402 257,982 13,059 1,199,539 2,013,568 97,424 210,737 262,171 194,482 182,652 415,701 15,536 231,374 156,712 180,051 171,760 158,177 26,624 48,844 268,568 60,076 38,509 311,870 51,575 27,262 37,288 13,917 21,073 21,847 10,804 30,442 41.570 3,884 38,562 15,671 20,005 24,537 22,596 13,312 16,281 33.571 15,019 12,836 14,175 17,191 Cwt. 760,653 1,234,493 63,100 167,198 176,916 70,332 122,232 347,981 10,628 171,014 123,195 122,693 99,885 75,223 15,186 28,824 213,608 33,556 24,544 223,104 29',295 Quarts. 51,812 78,178 4,388 12,123 10,646 5,671 8,224 16,564 398 12,045 8,928 8,753 6,174 4,687 1,271 1.979 15,585 2,282 1.980 15,765 1,867 £ 77,622 104,118 6,316 17,098 24,620 6,094 10,643 28,307 84 16,487 8,731 8,005 4,297 16,650 1,796 4,199 11,314 2,696 1,824 31,836 4,990 £ 4,316 6,552 359 919 920 571 659 1,700 36 1,109 707 724 487 415 100 160 1,145 236 148 1,265 180 Total 249 4,398,272 1 ,897,678 6,295,950 25,284 4,113,660 269,320 387,727 22,708Cost of Running - Cost per Locomotive-mile. ® <3 §3 ft . d « sis continued. Repairs. Running. Days in Steam. Type. Fuel. Wages. Total Costs. Wages, Material, and Overhead. Stores. Fuel. Wages. Total. £ ft® a ® a o l|3A Ab B Ba 0 F G J Ja Kb Q U Ub Uc W WA .. Wab .. Wb .. WB .. WF Ww .. £ 52,628 85,560 4,368 11,575 12,253 4,859 8,451 24,090 742 11,879 8,522 8,464 6,922 5,225 1,055 1,993 14,781 2,319 1,705 15,467 2,005 £ 63,124 91,557 8,249 19,363 24,958 19,774 8,452 16,619 634 10,428 11,553 10,563 9,435 8,561 2,355 4,073 13,440 4,779 3,142 28,729 2,946 £ 197,690 287,787 19,292 48,955 62,751 31,298 28,205 70,716 1,496 39,903 29,513 27,756 21,141 30,851 5,306 10,425 40,680 10,030 6,819 77,297 10,121 d. 15-53 12-41 15-56 19-47 22-54 7-52 13-98 16-34 1-30 17-10 13-37 10-67 6-00 25-26 16-19 20-63 10-11 10-77 11-37 24-50 23-22 d. 0-86 0-78 0-88 1-05 0-84 0-70 0-87 0-98 0-57 1-15 1-08 0-97 0-68 0-63 0-90 0-79 1-02 0-94 0-92 0-97 0-84 d. 10-53 10-20 10-76 13-18 11-22 6-00 11-10 13-91 11-46 12-32 13-05 11-28 9-67 7-93 9-51 9-79 13-21 9-26 10-63 11-90 9-33 d. 12-63 10-91 20-32 22-05 22-85 24-40 11-11 9-59 9-79 10-82 17-69 14-08 13-18 12-99 21-23 20-01 12-01 19-09 19-58 22-11 13-71 d. 39-55 34-30 47-52 55-75 57-45 38-62 37-06 40-82 23-12 41-39 45-19 37-00 29-53 46-81 47-83 51-22 36-35 40-06 42-50 59-48 47-10 9,974 14,107 1,520 2,418 3,185 3,800 1,213 2,492 108 1,441 1,943 2,120 1,620 1.438 419 680 2,168 917 624 4,410 604 226 261 217 241 265 211 202 249 27 240 194 235. 231 205209 226. 271 229 208 200 201 Total 284,863 362,734 1,058,032 14-78 0-87 10-86 13 •83 40-34 57,201 229