H.—4o.

Of the 965 vehicles engaged solely in the haulage of freight during 1929-30, 386 had pay-load capacities of under 2 tons, while 579 had capacities of 2 tons and over. In 1930-31 the smaller-sized vehicles increased by 20, or 5 per cent., while the bigger-sized trucks gained by 175, or 30 per cent. Notwithstanding this increase in the heavier type of vehicles, the total quantity of freight per vehicle and the average receipts per vehicle per annum declined by I and 10 per cent, respectively in 1930-31 as compared with 1929-30. # The average receipts per ton of freight dropped from 14s. lid. in 1929-30 to 13s. Bd. in 1930-31, while the average receipts per vehicle-mile also fell from Is. 4d.-to Is. 2|d. Competition with Railways. The following figures illustrate the extent to which the organized freight services are operated on routes that parallel the railway and on routes unserved by the railway : —

The foregoing figures direct attention to the fact that, on the basis of total receipts, approximately 60 per cent, of the organized motor freight business is located on routes unserved by the railway, and that the average length of haul is considerably shorter on these routes than on those paralleling the railway. The first statement is in contrast to the case of both omnibus and service-car services, where the services on routes paralleling the railway account for more than half of the business. Combined Freight and Passenger Services. In January, 1931, there were ninety-seven vehicles engaged on defined routes in the transportation of both passengers and goods. This number was twenty-five less than the number recorded for January, 1930. The reason for the decrease in this class of service appears to be that as these combined services develop they tend to be replaced by services catering solely for passengers or goods, not for both. The following summary shows the principal estimated data for these combined services for the years ended 31st March, 1930 and 1931, respectively :—

ROAD-CLASSIFICATION. The classification of roads is based on a restriction of the maximum gross loads (i.e., weight of vehicle plus the weight of the load) that may be transported over any given roads. Power is given in the Public Works Amendment Act, 1924, for the classification of all roads and streets with reference

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Year ended 31st March, Percentage. 1930. 1931. Increase. Decrease. (a) Motor Freight Routes that substantially parallel Rail Routes. Vehicles .. .. .. Number 359 424 | 18 Vehicle mileage.. .. .. Miles 4,300,000 5,400,000 26 Freight .. .. .. Tons 326,000 354,000 9 Revenue .. .... £ 276,000 292,000 6 (b) Motor Freight Routes that do not parallel Bail Routes. Vehicles .. .. . . Number 606 736 21 Vehicle mileage .. .. Miles 5,500,000 6,300,000 15 Freight .. .. .. Tons 550,000 684,000 24 Revenue .. .. .. £ 377,000 416,000 10

Year ended 31st March, 1930. | 1931. „ 1 ; i ■ ■ Vehicles .. .. . . Number 122 97 Vehicle mileage .. .. Miles 1,500,000 1,300,000 Passengers .. .. .. Number 88,000 33,000 Freight .. .. .. Tons 25,000 14,886 Receipts .. .. .. £ 51,036 36,768