*934-

LEGISLATIVE ASSEMBLY.

NEW SOUTH WALES.

L059681

REPORT

OF

THE COMMISSIONER FOR ROAD TRANSPORT AND TRAMWAYS

FOR THE YEAR ENDED 30TH JUNE, 1933.

Ordered by the Legislative Assembly to be printed, 13 February, 1934.

SYDNEY; ALFRED JAMES KENT, I.S.O., GOVERNMENT PRINTER.

22429 *101—a 1934

£4«. 6dJ NEW SOUTH WALES.

REPORT

OF THE COMMISSIONER FOR ROAD TRANSPORT AND TRAMWAYS. (FOR THE YEAR ENDED 30m JUNE, 1933.)

Office of the Commissioner for Road Transport and Tramways, Sydney, 20th December, 1933.

To the Honorable the Minister for Transport. Sir, In accordance with the provisions of Section 207 of the Transport Act, 1930, and Section 50 of the State Transport (Co-ordination) Act, 1931,1 have the honor to submit a report covering the operations of the Department of Road Transport and Tramways for the year ended 30th June, 1933.

ADMINISTRATION. AS set out in my report for the year ended 30th June, 1932, the registration, licensing and operations of road vehicles and traffic matters connected therewith were at that time controlled by the Commissioner for Highway and Roads Transportation of the Department of Transport, whilst the tramways were controlled by various other Commissioners of the same Department. The establishment of a Board of seven Commissioners under the Ministry of Transport Act, 1932, was a cumbersome and inefficient arrangement foredoomed to failure. Obviously railways, road transport and main roads are each of them separate and distinct problems of an entirely different nature, extremely difficult in themselves and calling for special study and comprehensive and efficient administration. This was quite impossible of attainment under the Ministry of Transport Act, 1932. The various entities as such were destroyed and the large Board of Commissioners was not charged individually with any of these problems of administration but merely with the control of certain sections of the work and of certain groups of officers according to their respective avocations, e.g., finance, staff control, railway and tramway traffic operations, registration and licensing of motor vehicles, construction and maintenance of railway and tramway permanent way and main roads, and railway and tramway workshops and power-houses. The confusion of this colossal amalgamation of entirely dissimilar Departments was added to by the fact that financial considerations were removed from the various Commissioners and vested in a separate Commissioner for Finance, that one secretarial branch was expected to render service for the amalgamation ,of the various Departments concerned, and that a Chief Commissioner was given overriding authority and expected to enunciate policy for an administration involving some 52,000 employees and with a revenue of over £20,000,000 per annum and an expenditure of more than £17,000,000 per annum, while the whole of this vast administration was placed under direct ministerial control (Section 7 (5) ). On 9th August, 1932, the Board of Commissioners, Under the Ministry of Transport Act, 1932 'delegated its powers, functions and duties with regard to the control and management of the tramways as well as the registration, licensing and operation of road vehicles and incidental traffic matters to myself as Acting Commissioner for Road Transport and Tramways. This arrangement continued up till 29th December, 1932, when the Transport (Division of Functions) Act came into force and my appointment as Commissioner for Road Transport and Tramways was gazetted.

TRANSPORT (DIVISION OF FUNCTIONS) ACT, 1932. This Act provided for the re-establishment of three separate Departments—{a) Railways, (6) Road Transport and Tramways, and (c) Main Roads—each under the control of a Commissioner. In this way the Act re-established the various entities of administration in their appropriate classifications and again rendered possible specialised treatment of the important problems with which these three Departments are respectively concerned. The administration was removed from political control (Section 26 (4) (c)) but, at the same time, a necessary measure of co-prdination was ensured by Section 19 of the Act which provides that any question in which there is a difference of opinion on matters of policy between the Commissioners in charge of the various Departments shall be referred to the Minister. In actual administration, the Commissioners of the various Departments meet periodically in conference to discuss and determine matters in which their Departments are mutually concerned.

RE-ESTABLISHMENT OF DEPARTMENTS. Some little difficulty was naturally experienced in the work of re-establishment, but notwithstanding •that fact, the record of the work accomplished by the three Dapartments in the public interest during the past twelve months is in striking contrast to the comparative inactivity and confusion of the previous year. •22429—A 2

DEPARTMENT QE ROAD TRANSPORT AND TRAMWAYS. At the inception of the administration of this Department on its reconstruction, six major objectives were laid down for immediate attention, viz. :—• («) The working of the tramways at a profit; (b) Reductions in tram fares; (c) Rehabilitation of tramway rolling stock on modern lines; (d) Establishment by the Department of essential motor omnibus services in co-ordination with the tramways and not in competition with them; (e) Introduction of the latest type electric trackless trolleys, and (/) Adoption of automatic traffic signals and improvement generally of motor traffic facilities. I am pleased to be in a position to report that, at the time of the presentation of this renort, all these objectives have been attained.

TRANSPORT ADVISORY COMMITTEE. On 19th August, 1932, the Government appointed a Transport Advisory Committee of three members in accordance with the provisions of Section 270 of the Transport Act, 1930, to report upon—• (ft) The principles that the Committee recommends should be followed in the selection of omnibus routes and the establishment of omnibus services in relation to tramway and railway services, so as to ensure that the whole system shall provide the most efficient, economical, and convenient means of transport possible with the present resources available, whether now in use or not. (b) The principles that the Committee recommends should be followed in the allocation of omnibus routes to applicants. (c) The views of the Committee upon any schemes of motor omnibus routes that may be submitted for its consideration. (d) Any situations in either the Metropolitan or Newcastle districts, in which, having regard to the relative economies of tramway and omnibus transport, and the needs of the areas concerned, the Committee considers it would be advisable for an existing tramway service to be superseded by a motor omnibus service, or vice versa. (e) The means by which the Committee considers the omnibus services of the Metropolitan and Newcastle districts should be regulated or controlled so that they may be operated as a public utility whose objective is to render the best service to the community at the lowest cost, and at the same time provide reasonable conditions of employment and a not-more-than-reasonable return to omnibus owners on the capital invested. \

The Committee commenced its sittings on 25th July and furnished its report to the Government on 16th November, 1932. Members' fees and other expenses of the Committee amounted to £928. The outstanding conclusion of the Advisory Committee was that it was essential that both tramway and motor omnibus operations should be managed and controlled by the one authority, as the interaction of the two forms of surface transport, viz., trams and motor omnibuses, should be of the closest character for the best results in order to obtain complete flexibility and with it a reasonable assurance that the form of transport best suited to the requirements of the public would be supplied. Subsequently, in referring to omnibus services alone, the Committee stated that the elimination of small unit ownership was essential in the public interest and that, in order to secure their operation on the basis of a public utility, consolidation of ownership was necessary. The principle of common ownership and control is one that in recent years has been adopted in all the large cities of the world. Further, the general tendency has been to merge the major transport systems formerly operated under private control and to place them under semi-governmental or municipal control. This is the case to-day in the principal cities of the Commonwealth and New Zealand. Even in American cities, while many systems are operated under private franchise, such franchises invariably provide for the absorption of the systems by the Municipal Authorities at the end of the term, and in a number of instances action in that direction has already been taken, notably at Detroit, U.S.A., and at Toronto in Canada. In Europe, the urban transport systems are for the most part controlled by the City Authorities. The outstanding example of the application of this principle of common ownership and control,- however, is to be found in the development which recently occurred in London, and it is of such importance as to justify special mention in this report. The great transport systems of London previously included the London General Omnibus Company, the biggest motor omnibus undertaking in the world; the Tube and Underground Railway Systems; the Electric Tramway system of the London County Council and a number of other tramway, omnibus and trolley bus systems. These various services had reached a point at which they found it impossible to carry on by reason of the losses sustained by duplication of service and the sheer inability to find capital to meet the cost of extensions and improvements rendered essential in the general public interest. The | whole of these huge organisations have now been merged into a composite transport entity controlled • by the London Passenger Transport Board, the members of which are able administrators who have had long experience in the handling of important transport, administrative and financial problems, and it is of importance to record the fact that, in the setting up of this authority, care has been taken to avoid the error of appointing to the Board men whose sole claim for consideration was the fact that they represented some particular interest. The Board appointed is a Board of administration and not a Board of representation. While the basic principle of common ownership and control enunciated by the Advisory Committee and generally accepted in other places has now been accepted and applied as regards our Metropolitan systems in Sydney and Newcastle, it has not been found practicable or desirable to adopt some of the 3 detailed proposals of the Committee in view of the fact that the Committee's report was accompanied by- no financial statement as to the result of application of many of its suggestions upon the finances of the State so far as they are bound up in investments in transport undertakings, nor did the Committee take account of the increased fare schedules, which adoption of many of its proposals would have rendered inevitable. Moreover, some of the transport services suggested by the Committee cover streets which are quite Unsuitable for the purposes suggested and services which could never bs run at a profit.

METROPOLITAN TRANSPORT POLICY. In his policy speech delivered at Croydon on 25th May, 1932, the Premier had stated that the Government's intention was to remove the transport authorities from political control and to place the administration under a Commission competent to weigh the merits and secure the benefits of each form of transport in its appropriate sphere. Continuing his statement, the Premier said :— " A matter of intense concern, particularly to the travelling public, is that of motor-bus transport. Severe hardship has been caused by the existing Act and in its administration. We undertake to examine closely this aspect of the transport problem and to take whatever action is necessary to remove any unfair restrictions operating against efficient transport communication. " We will restore to the people essential services that have been taken from them. The determination of this aspect will be left to the non-political authority which will be charged with the duty of safeguarding the interests of the public and the employees in the whole of the transport industry. " The Government is keenly alive to the need for a vigorous and stable policy to secure the * proper scheme and control of transport." In a statement in Parliament on 15th December, 1932, the Premier, in commenting on the proposal that motor omnibus services should be instituted as a governmental activity and should be placed under the same administration as the tramways, stated :— " The advantages of this proposal, when viewed in the light of the problem which confronts the Government, are very great. First of all, it would enable the Department of Transport to make use immediately of any type of service necessary. It would make it possible to start at once to deal with the metropolitan passenger transport as one unit. It would safeguard the State asset from competition, and at the same time would allow the utmost interaction of the different services. And, finally from the point of view of the need for experiment, it would enable the controlling authority to try out by actual experience many of the recommendations of the Transport Advisory Committee, and others as well, without the difficulty and danger of creating any vested right, such as private ownership must always involve."

The Advisory Committee had reported quite definitely that there was no doubt that, at 31st October, 1931, when there were 582 omnibuses in service on 211 routes, the Metropolitan area was over-supplied with transport. The Committee instanced the major services where duplication with other transport facilities was most manifest and which had terminated on the 31st October, 1931. In this regard the Premier in his statement of the 15th December, 1932, said:— " It is obvious that the majority of services referred to by the Committee are not, in the Committee's opinion, essential services, and, therefore, should not be restored. " There are, however, a number of routes where buses can suitably be employed without unduly encroaching upon tramway revenue, provided that they are run under common management, and immediate commencement will be made in placing buses upon these routes. " Certain services will immediately be instituted, and other services will be added from time to time. " It is estimated that about fifty buses will at once be required for these services, and arrange­ ments for the purchase of these vehicles will be put in hand at once. " If vehicles are available at a reasonable price from previous owners, preference will be given to the purchase of such vehicles. " Former bus employees will be. given preference for employment on these services. " Purely feeder services, particularly those conducted by owner-drivers, will not be interfered with, subject to satisfactory service being given by them, but where they become major services, or are run in competitive territory, suitable arrangements will be made by the Committee concerned so as gradually to merge these services in the general system. " No franchise or monopoly will be given to any operator. Continuance of service will be subject to the requirements of the transport policy from time to time. " Applications for extension of feeder services will be considered by the Committee subject to the conditions previously laid down. " All services must contribute to the cost and efficiency of the general transport policy."

Suitable steps have been taken to carry the Government's policy into effect. Essential motor omnibus services have been established running in co-operation with the trams and not in competition with them. Trackless trolley-buses are about to be introduced on trial. A number of isolated and independent bus services run in competitive territory have been mdged in the general transport system. A large proportion of the motor omnibuses which ceased operations Under the previous administration have been purchased by the Department at reasonable prices and many of these vehicles have been put into service by the Department on metropolitan routes. Employment has been found for many bus ex-employees who had been thrown out of work in 1931. It will be seen from other portions of this report that the results obtained have fully justified the policy adopted by the Department. The comprehensive tram aud bus services operated by the Department are now being run at a profit, modern tramway rolling stock and up-to-date methods are being employed and the public generally is receiving the benefit of cheaper fares and more efficient services. 4

TRAMWAYS.

IMPROVEMENT IN TRAMWAY FINANCES. The tramway accounts for the Metropolitan and Newcastle District services for the year ended 30th June, 1933, showed a surplus of £1,919. This represents an improvement on the previous year's operations of £292,058, and the result is particularly satisfactory because of the fact that during the year substantial reductions have been made in tramway fares involving, together with the maintenance of concession fares, a loss of revenue and a reduction in transport costs to the general public amounting to oyer £500,000 per annum. These reductions in travelling costs have been enjoyed by a big proportion of close upon 1,000,000 passengers who are carried each day by the trams. This satisfactory result is ample evidence of the soundness of the pplicy adopted and the efficiency of the administration. Relief jn .expenditure was obtained by the application of award rates to salaried and wages employees and the considerable fall in interest rates on the capital debt of the tramways. It is realised, however, that favourable financial conditions may not continue indefinitely, .and that prpvision must be made for the ever-increasing demands for improved methods of transport. It is also imperative that funds be provided out of profits for writing off the value .of abandoned tram lines and obsolescent rolling stock. Provision will also need to be made in future for interest payments on capital expenditure in connection with new rolling stock, and other reasonable expenditure "for the maintenance of tramway assets in a satisfactory condition, for substitution of services where necessary, and improvements in the services generally. The question of setting up a reserve fund to cover depreciation of tramway assets is under consideration, and any profits derived from future tramway operations must be applied to this purpose. A serious period is, therefore, ahead of the administration. Expenditure must be kept within due bounds and everything possible done to maintain and, if practicable, to increase the revenue.

FINANCIAL RESULTS—METROPOLITAN TRAMWAYS. A summary of the financial operations of the services in the Metropolitan District for the year ended 30fch June, 1933, as compared with the previous year, is set out in the following tables :—

Year ended 30th June, Increase. Decrease. 1933. 1932.

Earnings— Passengers, etc 3,058,696 3,117,334 58,638 Working Expenses , 2,616,153 2,851,449 235,296 fiance— Earnings in excess of Working Expenses 44-2,543 265,885 176,658

Ratio oi Working Expenses to Earnings .... 85-53% 91-47%

The results in the years ended 30th June, 1932, and 30th June, 1933, after providing for all statutory obligations, were :—

Year ended 30th June. Item. 1933. 1V82.

£ £ Earnings in excess of Working Expenses 442,543 265,885 Interest and Exchange ...... 406,357 462,480 .Sinking Fund Contributions "25,000 2&40G

Net Profit , 11,186 Net Loss 222,995

The profit of £11,186 for the year ended 30th June, 1933, was achieved despite the general reduction in tramway fares from the 1st October, 1932. and the continuance of shopping concession fares re-introduced on the 20th May, 1932. The profit on working in the year ended 30th June, 1933, was £442,543, being a return of 5-9 per cent, on ihg capital investea1, a very satisfactory result under present conditions. Earnings.shown above, tjie earnings of Metropolitan Tramways for £he year ended 30tli June, ] 933, show a decrease oi £53,638 as compared with the previous year. The general reduction in fares from the 1st October, 1932, accounted fpr approximately £225,000 in the year. In the previous year traniway earnings benefitted to the extent of approximately £30,Q00 from eaftra. traffic arising out of the celebrations in connection with the opening of the Sydney Harbour Bridge, and £7,000 for the extra leap year day. As a result of the cessation of motor omnibus operations on competitive routes as from the 1st November," 1931, increased revenue for the full twelve months as compared with the eight months in the previous year amounted to approximately £172,000. The foregoing variations account for a net decrease of £90,000 as against an actual decrease of £58,638 which is clear evidence of a general improvement in tramway revenue in the Metropolitan Area to the extent of over £10,000 per annum. 5

Working Expenses.—Working expenses decreased by £235,296 as compared with the previous year. The decrease is attributable to the reduction in State living and Federal basic wages and rates of pay, together with an alteration in hours worked by employees under Federal awards from 44 to 48 hours per week, as from the 6th April, 1.933, amounting to approximately £227,000. A further saving of £15,344 was obtained in the payment to the Railway Department for electric energy supplied for tramway traction. As an offset to these decreases there was increased expenditure in providing additional services during the full twelve months of the year as compared with eight fno'nths Of the previous year, resulting from the cessation of competitive omnibus services on 1st November, 1931. There was also an increase of £9,704 to the contribution to the Superannuation Account.

FINANCIAL- RESULTS—NEWCASTLE TRAMWAYS. The following summary sets out the financial results of the tramway operations in the Newcastle District for the year ended 30th June, 1933, and a comparison with the results for the previous year:—

Year ended 30th June. Iters. Increase. Decrease. 1933. 1932.

Earnings— £. . £ £ £ Passengers, etc .-. 208,151 187,8S9" 20,262 Working Expenses 164,71$ 195,083

Balance— Earnings in excess of Working Expenses 43,433 50.627 Working Expenses on excess b'f carriin'gs 7,194

Ratio of Working Expenses to Earnings 79-13%

The results in the years ended 30th June; 1932, and 19&3, after providing for all statutory obligations were

Year ended 30th Juno; 3tern. 1933. 1932.

£ £ Earnings in excess of Working Expenses 43,433 Working Expenses in excess of Earnings •7,194 Interest and Exchange 4S,-700 56,720 Sinking Fund Contribution 3,000 3,230

NettLoss .• 9',267 67,144

The profit on working, for the year ended 30th June. 1933, was £43,433, a return of 4-7 per cent, on capital invested. The nett result, after allowing for Ihfefe'st, Exchange,- and Sinking Fund, shows a loss of £9,267, a"n improvement of £57,877 as compared with the previous year. This loss is being met from profits- secured oh the w'oYking of the' Sydney Metropolitan tramway lines. Earnings.—The increase in earnings resulted principally from the c^nce'lltftio'tt of motor ormiibfcs service licenses in the Newcastle' District on the 18th October,-1931. The number of passehgets carried* increased by 1,-496,453. Working Expenses.—Working Expenses decreased by £30,365 as" co'mpafe'd with" the' previous year. The decrease is attributable principally to the reduction in the Stale living and Federal basic wage's and rates of pay, together with an alteration in hours worked by employees under Federal awards froffi forty-four to forty-eight hours per week as from the 6th April, 1933. There' was' also" a decrease of £3,150 in the payment to the Railway Department for electric energy sufftfie'd fot tramway traction. • The contribution to the Superannuation Account was increased by £650 as compared with the previous year. j^ASSENGiERS CARRIED ON TtfE' TlUMWAYS.

Tramway passengers on the Metropolitan lines increased during the' year by 73381,'64l, a'fid on the Newcastle lines by 1,496,453, vide Appendix ffo. 21.

REDUCTION IN FARES. Metropolitan Lines. The scale of fares operating prior to the 1st October", 1932, and the' scale at pTe'sent hi operation"; are shown in the following statement:—

Shopping concession fares Previous New Sections Reduction. between 10- a.m. Rate. Rate. and 4-0 p.rii. (•unaltered).

One 2d. 2d. 2d. 4d. 3d. id. 3d. Three 5d. 4d. hi. 4d. OU 5d. Id. 4d. Gd. 6d. ... 4d. Harbour Brittle .-. 4d. 3d. I'd. . .. -.. _ 6

Newcastle Lines. The scale of fares operating on the Newcastle lines since 2nd February, 1931, is as under:

Sections. Fare.

1 2d. 2 3d. 3 or more sections 4

It will be seen that the scale of fares for the Newcastle District is the same as in the Metropolitan but that for more than three sections the fares in Newcastle are lower than in Sydney.

REDUCTION IN SECTIONS—LANE COVE LINE. On the 8th May, 1933, the fare sections on the Lane Cove line, between Crow's Nest and Lane Cove terminus, were reduced from two to one, and an overlapping fare section was established between Crow's Nest and St. Leonard's Railway Station. Together with the general reduction in fares, relief was thereby given to the extent of 2d. on the through journey, and the Railway Station at St. Leonard's was brought into the first section in each direction of travel instead of being in the second fare section as was previously the case.

ACCELERATION OF TRAMWAY SERVICE. The policy of conditional stopping-places and accelerated services has been continued, thereby providing speedier travel to tramway users.

RE-ROUTING OF TRAMWAY SERVICES. Owing to the relief given on the Pitt-street line by the reduction in tramway traffic, following the opening of the City Railway to Wynyard Station, a better distribution of the tramway traffic as between George, Pitt, Castlereagh and Elizabeth streets has been possible. This re-routing has resulted in a marked improvement in the speed of the services and the maintenance of time-tables.

ELECTRIC TROLLEY-BUSES. Arrangements have been made for the free loan to the administration of two (2) of the most modern type of electric trolley-buses. These vehicles will be placed in service for trial purposes under Sydney conditions at the end of 1933.

OVERLAPPING SECTIONS. Additional overlapping sections were introduced on the Elizabeth-street, Manly-Narrabeen, Ashfield- Burwood-Mortlake-Cabarita, Chatswood, and Lane Cove Lines. Particulars are shown in Appendix No. 1.

COMBINED TRAMWAY AND FERRY SEASON TICKETS. Manly Lines—Sydney. The system of combined tramway and ferry season tickets introduced on the Manly-Narrabeen and Manly-The Spit lines on 18th May, 1931, was continued, and the following statement gives a comparison of the numbers of tickets issued

Ticket. Year 1933. Year 1932. Increase. Decrease.

Weekly 30,910 22,293 8,617 Monthly 1,350 1,315 41 Quarterly .... 330 403 73

BALMAIN-ERSKINE STREET, CITY. Single journey combined tramway and ferry tickets, available between Darling-street Junction, Rozclle, and Erskine-street, City, were introduced on the 1st.October, 1932, the rates being—Adults, 3d.; Children, 2d. (The previous fares were—Adults, 4d.; Children, 2d.).

TRAMWAY LOOP LINE—YORK-STREET. Advantage has been taken of the re-routing of certain services previously operating on the George- street line, to discontinue the use of the .tramway loop line in York-street, thereby considerably casing the traffic congestion and providing an unrestricted flow of road traffic from the Harbour Bridge. i MILLER'S POINT LINE. Jn order to avoid heavy track maintenance expenditure the use of the Up road, between Gloucester- street and Miller's Point Loop, was discontinued on 28th May, 1933, and tramway, traffic between • the points mentioned is being satisfactorily operated on the single line.

. BALLOON LOOP—CIRCULAR QUAY^. In order to avoid unnecessary empty running of George-street trams between Circular Quay and Fort Macquarie, arrangements are being made for the re-introduction of the "balloon loop on the eastern side ot Circular Quay in the vicinity of the old Watson's Bay Ferry Wharf. Considerable savings will result. 7

NEW TRAMCARS. During the year a contract was entered into by the Department for the building of 200 new tramcars of the corridor type. The new cars embrace the best feature of the cars in use in the other Australian States, with improvements, and they will add considerably to the comfort of tramway travellers. • Provision is made for low steps for entering and alighting, and comfortable seating accommodation in the form of upholstered reversible " Latex :' rubber seats in the main saloons, with ample room for each passenger. Entrances and exits are provided in the centre, and at both ends of each saloon, and the cars throughout are brilliantly illuminated. Illustrations of the car appear in Appendix 54.

MAINTENANCE OF TRAMWAY TRACKS, BUILDINGS, AND WORKS. The Permanent-way, buildings and other works have been maintained in good order during the year. A summary of the year's track maintenance operations is shown in Appendix No. 22. A new track connection was made between the Down line in Goulburn-street and the Down line in Elizabeth-street, a distance of 5 chains, to permit of the re-routing of the Botany, Alexandria, Henderson Road, Rosebery and Daceyville trams, via Pitt, Goulburn and Elizabeth streets. A plant was installed for the purpose of washing and reclaiming old tramway road metal, and by this means 2,900 tons were recovered at small cost. Distilled tar to the extent of 30.513 gallons was used for mixing,with road metal for maintenance purposes; 70,515 gallons for metal penetration work; and 7,181 gallons were used for topdressing of track. An area of 25,655 square yards of wood-paved track and 54,656 square yards of macadamised track was topdressed with tar, a total of 80,311 square yards being treated. At the Department's Tar Distillery at Wolli Creek, 175,030 gallons of crude tar were treated, producing 144,709 gallons of distilled tar, and 28,683 gallons of tar oils. New steel was electrically deposited " in-situ " on 4,516 worn crossings, and 55,356 feet of rail. In addition 6,015 rail joints were welded. Thermit welding of rail joints was substituted for electric welding.

CEMENT PENETRATION. Cement penetration has been used extensively throughout the year on all major relaying and reconditioning works. Considerable savings in maintenance costs will result. In City areas where concrete foundations have previously been provided, cement penetration has been substituted at a saving of approximately £10,000 during the year.

FLOOD LIGHTING—TRAMWAY REPAIR WORKS. A system of electrically flood lighting track repair works was substituted for the former flare lights, ^ with increased efficiency and considerable saving in expenditure.

MAINTENANCE AND IMPROVEMENT TO TRAMWAY TRACKS, BUILDINGS AND WORKS—NEWCASTLE DISTRICT. The Permanent-way, buildings, and other works at Newcastle were maintained in good order during the year. New steel was electrically deposited " in-situ " in 369 crossings, and 3,063 feet of rail were similarly treated. Metal received for use on the Newcastle Tramway System during the year was obtained from the Railway quarries at Martin's Creek, the total quantity used being 1,587 tons. 14,146 gallons of tar were used for mixing with metal, and 20,083 gallons of tar for topdressing.

MAINTENANCE OF ROLLING STOCK. (a) Metropolitan Area. The tramway rolling stock (see Appendix No. 10) was maintained in a satisfactory condition during the year. (6) Newcastle District. The tramway rolling stock at Newcastle was maintained in a satisfactory condition during the year, and in addition, a large amount of repair work was carried out for the Railway Department and Zara-strcet Power Station. (See Appendix No. 10).

TRAMWAY ADVERTISING. The advertising business was .satisfactorily maintained and the total revenue received, from this source for the year amounted to £14,828, a considerable increase over former years.

STAFF MATTERS. The tramway staff employed at 30th June, 1933, was as follows :—

Metropolit.il ii. Newcastle. Totals. Offices. <.ii';iiHl Salaried Tula!. Salaried. Salaried.J Wages. Total. Wages. Wages. Tot M.

) Commissioner's Office (Secretary, i Staff Superintendent and Ac- 42 6 48 42 6 48 Chief Traffic Manager 359 4,260 4.019 29 310 345 38S 4,570 4,004 Workshops and Rolling Stock ... 97 11,397 1,494 0 71 77 103 1,408 1.5-i 1 Wav and Works 50 j 1,333 1,392 2 52 54 Of 1,385 J,440

Totals 557 ] 6,990 7,553 37 439 476 594 7,435 8,029 8

Rationing of Work of Employees. During the year the stag was reduced to the number actually required for the needs of the service by the retirement of employees over 60 years of age and by retrenchment. Rationing of work was discontinued in February, 1933.

Wage Adjustments. y As from the 10th July, 1932, in accordance with Government policy, employees legally bound by current Federal awards were paid the rates provided in the awards and, as from the 18th September, 1932, these rates were reduced by an order of the Federal Arbitration Court by 10 per centum, subject to the provision that the wage rate of a male adult employee was not to be reduced below £3 10s. per week (the then State living wage) because of the order. In June, 19^3, the provision of a minimum payment of £3 10s. per week was removed by the Court and the 10 per centum reduction was applied without limitation. At the same time the Federal Arbitration Court adopted the " All Items " index instead of the '' All Houses " index for calculating the Federal basic wage. This had the effect of increasing the basic wage by 4s. per week. The provisions of the PubHc Service Salaries Act were applied to all employees net bound by Federal awards. Hours of Employment. From the 16th April, 1933, the hours' prescribed by Federal and State industrial awards, as they were applicable, were given effect to.

TRANSPORT SERVICES APPEAL BOARD. During the twelve mouths ended 30th Jiine, 1933, one huridted and nineteen (119) appeals were lodged with the Transport Services Appeal Board. In two (2) cases it was not considered by the Board that it had jurisdiction to hear the appeals. The results of the appeals in the Other cases were as follows :—• Allowed 16 Modified... • 63 Dismissed ...... 38

Total Ill

The number of cases heard, and the large proportion of the cases in which the Departmental decisions were altered by the Appeal Board, are greatly in excess of the figures for other Australian tramway services, and call for special consideration. A number of incidents have come under notice in which men with a long record of unsatisfactory service have been restored to their positions by the Appeal Board after dismissal by the Department. As a typical instance, an employee who was twice dismissed by the Department was a second time restored to his position by the Appeal Board, and at the time of presentation of this report this officer is again under notice charged with a serious offence. In order to maintain the efficiency of the administration in the public interest, it may become necessary for the Commissioner to exercise over-riding authority in such instances.

ACCIDENTS, CLAIMS, AND COMPENSATION. The number of tramway accidents during the year total 3,553, in connection with which the compensation paid amounted to £10,548. Particulars of tramway accidents and compensation paid for each of the five (5) years ended 30th June, 1933, are set out in Appendix No. 23.

RAILWAY AND TRAMWAY INSTITUTE. At the close of'the financial year 3,975 tramway employees, or 49-5 per cent, of the total staff, were enrolled as members of the1 Railway and Tramway Institute. Classes in Commercial and Vocational subjects, open to employees and their children, were conducted at Sydney and Newcastle. Steps are being taken to constitute the Tramway Institute as a comprehensive entity retaining essential relations with the Railway Institute in matters of common interest.

MEDICAL OFFICER. (Sec Appendix No, 24.)

TRAMWAY AMBULANCE CORPS. Interest in First Aid work throughout the tramways was well maintained during the year. Seventy- four (74) fully equipped ambulance boxes and fifty-three (53) stretchers were maintained at suitable locations throughout the tramway system. Satisfactory work has been performed in the Ambulance Classes, vide Appendix No. 25. The operation of lifting jacks under actual service conditions has now been included as part of the First Aid Instructional Course and Annual Examination, and in the Annual Tramway Ambulance Competition. The' competition was won by the "Waverley Depot team. This team subsequently competed for the Railway Commissioner's shield with Railway teams from various parts of the State, and was successful in gaining second place. Arrangements are being made to constitute a Tramway Ambulance Corps as a separate entity, maintaining relations, with the Railway Ambulance Corps in matters of common interest. 9

SUPERANNUATION ACCOUNT, ' (See Appendix No. 26.)

SUGGESTIONS AND INVENTIONS. During the year 259 suggestions relative to tramway matters were received from the staff, and 38 were adopted. DEPARTMENTAL MOTOR-OMNIBUS SERVICES, The first Departmental motor-omnibus service was that commenced on the 25th December, 1932, between Manly Wharf and Cremorne Junction, followed a week later by a service between Manly Wharf and Narrabeen Peninsula. These services were operated in the first instance Under a hiring agreement between the Department and private owners of omnibuses, pending fuia1isatio.il of arrangements for the purchase of vehicles and the establishment of Departmental depots.

Purchases of Buses, Garages and Equipment. In accordance with powers conferred upon me, offers were made to previous operators of omnibuses for purchase of vehicles, buildings, plant and equipment where property of the kind, could suitably be employed by the Department. In every instance, the prices offered were based upon the estimated present value of such property for the Department's purposes and, with a few exceptions, the offers made were accepted and purchases effected. Tne major purchase was of the fleet of omnibuses and the garage and equipment in Parramatta road,- Burwood, owned by the Metropolitan Omnibus and Transport Co. Ltd.

Services Operated. The following services were being Operated at 30th June, 1933:—• Route No. Route. 144 Maniy Wharf—St.Leonards. 142 Manly Wharf—Narrabeen Peninsula. 59 Concord West—York-street, City. 30 Central Railway Station—Bohdi Junction via West Bellevue Hill. 230 ...... Rose Bay North—Central fUilway Station via Bondi Junction. 66 ...... Watson's Bay—Bondi Junction via Rose Bay Heights. 65 ...... Ashbury—Central Railway Station1. 88 ...... Enfield—Central Railway Station. 230 Mus'grave-street Wharf—Medusa-street and Balmoral Heights. 90 ...... Drummoyne—Campsie via Five Dock. 137 ... $ew-street (Balgowlah Heights)^Manly Wharf. 159 ...... Bondi Junction—Central Railway Station via East Belle vue Hill. 227 Watson's Bay—Central Railway Station via King's Cross. 136 Manly Wharf—Dee Why- 94 Annandale—Rodkwood (operated oh Sundays only). 160 ...... Murriverie-road, North Bondi—Bondi Junction.

Particulars of sefvice^s established and subsequent alterations are contained in Appendix 32 and a map showing the routed operated as at 30th June, 1933, is included as Appendix 53.

Staff Employed. The staff employed at the 30th June* 1933, was Salaried. Wages, Total. Administrative and Clerical ...... 6 10 16 Drivers 124 124 Conductors ,. ... 122 122 Other traffic 3 3. Maintenance ... 1 83 84

7 342 349

The employee's engaged were selected from appficants who had bee'n employed by private operators whose services had terminated on 31st October, 1931, when the majority of competitive services ceased to be operated. Financial Results. A summary of, the financial operations of the Departmental motor-omnibus setvices for the period 25th December, 1932, to 30th June, 1933, is shown in the following table £ Earnings ...... , ... 50*806 Working Expenses, including Depreciation., Interest, Sinking Fund, and Service Licence Fees ... .., ...... " ... ' ... " ...... 48,610 Balance—Earnings in excess of Working Expenses 2,256

Ratio of Working Expenses to Earnings .- 95-56. per cent.

This result was- obtained after writing off considerable amounts for depreciation. Having regard to the difficulties encountered at the inception of this new sphere of activity„the result is regarded as very 10 satisfactory, and points to the ability of the Department to conduct efficient omnibus services in the public interest at a profit. The ability of such services to carry a fair share of tho existing liabilivicn wil'h regard to interest, sinking fund and exchange on capital inverted in metropolitan tranrpori undertaking.; has to be considered in the near future. Statistical Information. The following is a summary of the operations of the services up to 30th June, 1933 :—• Capital Expenditure £66,326 Traffic and Sundry Revenue £50,866 Working Expenses £48,610 Route miles operated ...... 105 miles 54 chains Bus miles run 835,283 Passengers carried 2,625,486 Working Expenses per mile 14-18d.' Revenue per mile ...... 14-62d. Services operated ...... 16 Omnibuses registered ...... 88 Omnibuses in daily use ...... 66

Statements in detail of financial and statistical matters arc included in this report as appendices as follows:—- Appendix 28 Capital Account aa at 30th Juno, 1933. ,, 29 ...... General Balance Sheet as at 30th June, 1933. ,, 30 ...... Income and Expenditure Account and Net Revenue Account for the period 25th December, 1932, to 30th Juno, 1933. ,, 33 ...... Statement showing in respect of each service:— Date of commencement. Length of route. Earnings. Number of passengers carried. Average fare per passenger. Omnibus mileage. Earnings peT omnibus mile. „ 34 Details of working expenses for the period 25th December, 1932, to 30th June, 1933. ,, 31 ...... Summary of purchases of omnibuses, plant and equipment.

ROAD TRANSPORT.

PRIVATELY-OWNED MOTOR-OMNIBUS SERVICES—METROPOLITAN. On the 1st July, 1932, 161 motor-omnibus services were in operation- within the Metropolitan Transport District. In these services, 307 vehicles, including regular, auxiliary and reserve omnibuses, were being operated by 117 proprietors. During the year, provisional service licenses were issued covering the operations of foir additional services and the routes of nine services were extended. Three of the additional services had been carried on for a number of years in the outer portion of the Metropolitan District but had not been brought under the provisions of the Transport Act, 1930. Eighteen services were discontinued during the year. Of this number, seven were discontinued owing to lack of patronage, one operator terminated his service because of inability to meet his financial obligations, amalgamation of routes resulted in the discontinuation of one service, and nine services which form part of the major transport system were merged into Departmental services. Details of these alterations are contained in Appendix No. 35.

Motor-omnibus Services in Competition with Railways and Tramways. At the commcencement of the year the undermentioned motor-omnibus services were operating on routes to a certain extent competitive.with railways and tramways :— Hurstville-Cronulla. Campbelltown-Camden. Chatswood-Asquith. Pyr mont-York-street. On the 16th January, 1933, a feeder service between Musgrave-street Wharf and Queen-street, Mosman, was extended to the junction of Raglan-street and Military-road, and thereby became partially competitive with the tramway system, with the result that charges under the State Transport (Co-ordination) Act, 1931, were imposed. This service continued to operate until the 6th May, 1933, when it was merged in the Departmental omnibus system. With a view to affording additional omnibus facilities in the Willoughby Park, Castle Crag and Northbridge districts, an investigation was made into the transport requirements of these areas and the feeder omnibus service operated between Willoughby Park and French's road was extended to Chatswood Railway Station and to Northbridge. Charges were imposed in respect of passengers carried over the section of the route in competition with the tramways, 11

Investigations were also made into the whole question of transport facilities in the Sutherland and Cronulla Districts and, following upon a discussion with representatives of the districts concerned and the operator of the omnibus services, fares on the Hurstville-Cronulla service were reduced and arrange­ ments were made for the issue of workmen's weekly and weekly periodical tickets. At the same time, charges imposed under the State Transport (Co-ordination) Act, 1931, were removed. Increased facilities to local residents were given by the extension of the Hurstville-Garnet-road motor-omnibus service to Yowie Bay, and the Kogarah-Garnet-road motor-omnibus service to Miranda. The Competitive service between Campbelltown and Camden was discontinued on the 24th December, 1932, owing to the inability of the operator to meet his financial obligations. Charges imposed on the Chatswood-Asquith motor-omnibus service under the State Transport (Co-ordination) Act, 1931, were reduced as from the 20th March, 1933, and corresponding reductions made in the fares. Inquiries into the operations of this service showed that as it was then conducted it was largely a feeder service betweeu the railway stations concerned. Any alteration in the nature of the service, however, may necessitate a reconsideration of charges under the Act. Appendix 36 shows the charges paid under the State Transport (Co-ordination) Act, in respeet of the operations of motor-omnibus services in the Metropolitan Transport District during the year ended 30th June, 1933. '

Parramatta—Baulkham Hills—Kellyville—Rogan's Hill Substituted Service. On 1st July, 1932, the motor-omnibus services which were substituted for the railway service between Parramatta and Rogan's Hill were being operated under an arrangement made in accordance with subsection 11 of section 12 of the Ministry of Transport Act and amounts averaging £32 per week were being paid by the operating company as a contribution towards interest payment on the capital invested in the railway line. It had become evident that the undertakings entered into by this operator to pay certain charges and at the same time to provide efficient and cheap services could not be realised. Following several conferences between representatives of the district, the omnibus operator and the Department, reductions of fares and alterations of conditions were brought into effect as from the 15th May, 1933, and at the same time an improved service was provided. The weekly charges were abolished but a service license fee of £64 per annum was imposed in respect of the services.

Combined Ferry and Omnibus Tickets. In order to meet the convenience of residents in the Lane Cove district, combined ferry and omnibus tickets were made available on the undermentioned motor-omnibus services and on the ferry service between Lane Cove and Circular Quay Tambourine Bay—Northwood Wharf—Riverview College—Artarmon Railway Station. Longueville Wharf—Chatswood Railway Station.

Operations of Motor-omnibus Services. The following is a resume of various phases of the operations of privately-operated motor-omnibus services in the Metropolitan District for the twelve months ended 30th June, 1933 :—

Routes and Services. As at 30th As at 30th June, 1933. June, 1932. Number of routes .' ... 146 160 Number of services actually operated 147 161 Number of operators ..." 110 117 Number of registered omnibuses in service (regular, auxiliary and reserve) ... 281 307 Number of omnibuses registered but not in service 10

Passengers carried. During the year, 29,004,526 passengers were carried on privately operated omnibus services as compared with 43,544,551 passengers carried during the previous year, a decrease of 14,540,025.

Financial Results. A summary of the financial operations of privately-owned motor-omnibus services in the Metropolitan district for the year ended 30th June, 1933, as compared with the previous year is set out hereunder. The figures arc obtained from returns furnished to the Department by operators under the provisions of Section 164 (2) of the Transport Act, 1930.

Year ended 30th June.

Increase. Decrease. 1933. 3 032.

£ 1 £ £ Ke venue . .'. 368,636 02-1,102 235.4 OG Expenditure 387,962 668,117 280,1 £5

Balance :— Expenditure in excees of Revenue 19,326 44,015 per cent. ]>er cent. llftlio of Expenditure io Revenue ... 105-242 107-0525

The difference is accounted for by reason of the fact that during the first four months of the year ended 30th June, 1932, many competitive services were still being operated. 12

Accidents. During the year, motor-omnibuses in the Metropolitan Area were involved in 144 accidents, 7 of which were attributed to the omnibus. Forty-nine persons were injured- in these accidents, the injuries proving fatal in one case only.

Appendices, More detailed statistical and other information is contained in appendices as follows :—• Appendix 35 : Alteratidhs of services-, additional services and extensions. Appendix 36 : Charges paid under the State Transport (Co-ordination) Act. Appendix 37 : Financial and operating results. Appensix 38 ; Statistical Summary,

PRIVATELY OPERATED MOTOR OMNIBUS SERVICES—NEWCASTLE.

On the 1st July, 1932, 37 motor-omnibus services were in operation1 on 36 routes in the Newcastle Transport District. In these services, 46 motor omnibuses, including regular, auxiliary and reserve vehicles, were being operated by 25 proprietors. The position at the 30th June, 1933, as compared with the position at the beginning of the year, is set out hereunder :—

As at 30th Juno, 1933. AS at 1st Jltlf; 1932.

No., of No1, of OitfhibttSes NO. of N6. 61 OifiiUbtiSeS Services. Regular Reserve. Services. Regular Reserve.

Inner suburban 11 11 14 14 Outer suburba1]! 10 IS ? 17 Country tourist 6 5 0 5 Industrial 9 11 9 10

Total 35 45 7 37 46 9

Of the services operated at the end of June; 1933j excluding Industrial services, only six terminated in the City. The remainder were feeders to the tramways or railways.

In December, 1932, in Order to facilitate travel to the Bar Beach1 f-rdrri the southern suburban area where direct tramway facilities were not available,- extensions Of the Bfoadmeado'w-New Lambton feeder services were introduced on week-ends and holidays. These services were continued throughout the year and, in addition to catering for tourist traffic, have served as useful inter-suburban services between Adamsto'Wh, Hamilton South and Merewethe'r.

Following upon conferences with local interests, alterations in certain routes were made. These included the extension of the Mayfield-Cardifi lleights service to the Cardiff railway station, to establish a co-ordinated service with the railway. In addition, three services previously operated between Bullahdelah and Bank Corner (Honeysuckle), Tea Gardens and Bank Corner, and Bullahdelah and Mayfield tram terminus were extended to the Newcastle railway station and, in the case of services previously operated to the Bank Corner the r^te of charge per passenger under the State' Transport (Co-ordinaiio'hj Act, 1931, was increased from an inclusive amount of Id. to 3d. in respect of adults and from Jd. to Id. for children, in respect of persons carried on any portion of the route betweeri Mayfield tram terminus arid Newcastle. The same charge was imposed on the extension of the Bullahdelah-Mayfield service to Newcastle.

The extension of these services is also subject to the condition that, on the journey to Newcastle, passengers are not to be taken up after the omnibus enters the section of the route between Mayfield tram terminus and Newcastle railway station and on the return journey must not be set down between Newcastle and Mayfield tram terminus. *

Motor-omnibus Services in Competition with the Railways and Tramways. At tne beginning of the year three suburban omnibus services, two operating between New Lambton. and the Bank Corner and one between North Lambton and Bank Corner were in competition with railway and tramway services in the Newcastle Transport District. Rather than continue to pay charges under the State Transport (Co-ordination) Act, 1931, the operators of these services decided to discontinue operating over the competitive sections of their routes and to terminate their services at Broadmeadow where connections are made with the tramway and railway services. In addition, the services from Tea Gardens and Bullahdelah to Bank Corner were competitive on the section between Mayfield and Bank Corner. As set out in the previous paragraph,- these two services were extended to Newcastle railway station during the year together with the previously non-competitive service between Bullahdelah and Mayfield. At the end of the year, these three Were the only services in competition With the railways or tramways. The experience of bus operations in the Newcastle areas shows the inability of these services by payment under the" Transport (Co-ordinatio'n) Act to contribute towards the obligations of the Newcastle Transport System in respect of interest, sinking fund and exchange on capital invested in transport undertakings in the Newcastle Area.

Appendix "40" sets out particulars of charges paid under the State Transport (Co-ordination) Act, 1931, in respsct of th3 competitive operations of motoT-omnibus services in the Newcastle Transport District during the year ended 30th June, 1933. It will be noted how small a contribution has been made fcy these services. . - IS

Operations of Motor Omnibus Services. The following is a resume of various phases of the operations of privately operated motor omnibus services in the Newcastle District for the twelve months ended 30th June, 1933.

As at 30th As at 30th Routes and Scrrices. June, 1938. Jane, 1932. r

Total number of routes 36 Total number of services actually operated — 37 Total number of operators 35 Total number of registered omnibuses in service [regular, auxiliary and reserve) , , '. 55 •Total number of omnibuses registered hut not in service......

Passengers Carried, During the year 2,579,712 passengers were carried pn priyatejy operated omnibus services as compared with 3,758,928 passengers carried during the previous year, a decrease of 1,179,216.

Mileage. The mileage of pmnibus routes as at the 30th June, 1931, 1932 and 1933 is shown hereunder :—

• Along tramline. Off tramline. Total.

30th June, 193? 138 122 260 30th June, 1932 '. 32 157 189 30t.h June, 1933 43 163 206

Financial Results. A summary of the financial operations of private omnibus services in the Newcastle District for the year ended 30th June, 1933, as compared with the previous year is set out hereunder. The figures are taken from returns furnished to the Department by operators under the provisions of Section 164 (2) p'f the Transport Act, 1930.

Year ended 30th June. Decrease.

1933. 1932.

£ £ £ Revenue ,. 48,928 68,270 19,342 Expenditure „ , 53,350 78,225 24,875

Balance:— Expenditure in excess of Revenue 4,422 9,955 per cent. per cent. Ratio of Expenditure to Revenue 1090377 114582

In making a comparison, it is necessary to bear in mind that during the first four months of the year ended 30th June, 1932, prior to the commencement of the State Transport (Co-ordination) Act, 1931, many competitive services were being operated.

Accidents. There were seven accidents during the year in which motor omnibuses were involved, but in no case was the accident directly attributable to the omnibus. Seven persons were injured in thpse accidents, the injuries in one case proving fatal.

Appendices. More detailed statistical and other information is contained in appendices as follows :— Appendix 39—Alterations of services, additional services and extensions. Appendix 40—Charges paid under the §tate Transport (Co-ordination) Act. Appendix 41—Financial and operating results. Appendix 42—Statistical summary.

T A XT-CARS.

During the year a Departmental Committee investigated problems associated with the operation of taxi-cabs and private hire cars in the Metropolitan pjstriefc. ' Recpmnien4at|ons were made by the Committee with respect to, inter alia, fares, limitation of flje number of vehicles, registration of colours and design, cruising and the operations of private hire cars from stands adjacent to the public street. Action has ten taken pr is pending wifb reg&rd to matters dealt with by the Committee. 14

Fares. At the end of the year there were 403 taxi-cabs operating at the maximum rate of Is. 6d. per mile, 6 at Is. 4d. per mile, 17 at Is. 3d., 569 at Is. and 31 at 9d. per mile. A standard flag-fall charge of Is. is additional to the mileage rate in each case. Practically all the taxi-cabs operated by companies, trading societies and associations were plying at the rate of Is. per mile. Proposals have been put forward from time to time for a standard rate of fare, but there has been no unanimity amongst operators on the question and no action has yet been taken to fix a standard.

Limitation on the Number of Taxi-cabs. On the 30th June, 1933, there were 1,026 registered taxi-cabs in the Metropolitan Transport District. During the twelve months ended 30th June, 1933, five registrations were surrendered, but, in accordance with the policy to limit the number of taxi-cabs being operated, no additional taxi-cabs were registered for use in the Metropolitan District. It is obvious that the number of taxi-cabs operating is in excess of present- day requirements and every reasonable step must be taken to avoid increasing the number or permitting private hire cars to encroach unduly upon legitimate taxi-cab business.

Regulation of Colour, Design and Markings. Action has been taken by the Department for the better regulation of colours and designs of taxi-cabs. "Where it is considered that the colour or design of any cab is an infringement or imitation of a design registered under the Commonwealth Trade Marks Act, 1905-1922, or for which an operator has a right by user, the Department exercises its powers under the State Transport (Co-ordination) Act and insists on such an alteration of the colour or design as will ensure that intending hirers will not be deceived as to the operator with whom they are dealing. Up to 30th June, 1933, the colour design of 36 vehicles had been altered in accordance with this policy.

Operations of Private Hire Cars plying from Stands adjacent to the Public Street. For some time past there has been evidenced an increasing tendency to operate private hire cars and taxi-cabs from stands adjacent to the public street in proximity to authorised taxi-cab ranks. Suitable action has been taken to prevent operations conducted in such a manner from creating unfair competition with taxi-cabs on the authorised ranks. In some cases where the stands are on railway property and are rented by the operator, the railway authorities have been asked to assist by terminating the tenancy.

Cruising. The cruising of taxi-cabs, i.e., the practice of driving these vehicles at a slow speed through the City streets with the view of obtaining a hiring, has engaged attention for some time past. This practice adds seriously to the congestion of traffic in the City area and is unfair to the taxi-cab operator who waits for hire on an approved stand.

The Regulations under the Transport Act define certain streets within which no taxi-cab may be driven between prescribed hours unless occupied by a hirer or proceeding to a stand or to or from a hiring. Outside these streets and beyond the prescribed hours, cruising is intended to be regulated by a prohibition of loitering. A decision given on 21st April, 1933, by Mr. Justice Halse Rogers, that the continuous slow movement of a vehicle could not in itself be regarded as loitering, has created difficulties in the enforcement of the loitering regulation, and consideration is now being given to the amendment of the regulations to control or regulate cruising more effectively.

" Jitney " or Taxi-bus Services. In instances where vehicles were found operating in " jitney " or taxi-bus services the operators were warned that a continuance of the practice would result in the application to their vehicles of certain provisions of the Transport Act, 1930, relating to the control of motor omnibus services by proclauning the vehicles as omnibuses under Section 215 of the Act. This warning proved effective and it was not necessary to issue a proclamation during the twelve months ended 30th June, 1933. At the close of the year a number of cases were under investigation and warnings have since been issued to certain operators.

Testing of Taxi Meters. In May, 1933, a new procedure was adopted with-regard to the testing of taxi meters and it is now required that taxi meters be tested annually at the time of registration or renewal of registration. ' The fee for each such test is 10s., but where a special test is necessary at any other time, the fee is 5s.

Condition of Fitness of Public Vehicles. Regular and frequent inspections of public vehicles were made during the year. In eighteen cases proceedings were taken against operators who failed to comply with the requirements of the Transport Act, 1930, and the Regulations relating to the condition of fitness of public vehicles. The following is a return of inspections made during the year ended 30th June, 1933

Horse Motor Taxi- .HVirao Totals.

cabs. i f cnbs. vans.

3,233 3,163 917 17 3 7,333 dumber found unfit and operation suspended 10 25 2 37 7 24 2 33 Number under suspension at 30th June, 1933 3 1 4 T5

Statistical Information. The following is a statement showing the number of public vehicles, other than motor omnibuses, registered and licensed in the Metropolitan and Newcastle Transport Districts during the twelve months ended 30th June, 1933 :— Metropolitan Transport District.

dumber registered or licensed.

Type of Public Vehicle. As at 30th AH at 30th Juue. 1933. June, 1932.

1,026 1,031 1,835 1,816

Total 2,861 2,847 •

23 28 60 83

Total 83 111

Grand Total 2,944 2,958

Newcastle Transport District. 39 41 54 27

Total '. 93 68

5 5 1

5 6

98 74

Stands. On 10th January, 1933, Regulations were made prescribing the positions of all taxi-cab and motor van stands in the Metropolitan Area. Appendix 43 shows the distribution and capacity of public vehicle stands and ranks for the accommodation of taxi-cabs, horse-drawn cabs, motor vans and horse-drawn vans in the Metropolitan _ Transport District. STATE TRANSPORT (CO-ORDINATION) ACT. Results of the application of the provisions of the State Transport (Co-ordination) Act, 1931, were discussed in my report for the year ended 30th June, 1932. From the inception of the Act until 24th June, 1932, charges under the .Act were imposed with respect to the carriage of goods or passengers on journeys exceeding 20 miles in competition with the railways or in the case of motor omnibuses for any distance in competition with the railways or tramways. On the 24th June, 1932, however, the length of journey which could be operated without payment of charges was raised from 20 to 50 miles, but no change was made with respect to motor omnibuses. At the same time, the transport of fresh fruit and vegetables, eggs and poultry from farm to market was excluded from any charges irrespective of the length of journey, and a policy has been adopted generally of dealing with individual cases on their merits. The administration under the Act has been liberalised in many directions and many harsh and unreasonable restrictions have been removed. At the same time a reasonable measure of protection has been afforded to the Railways. Operation of Goods Motor Vehicles. The maximum charge which can be levied in respect of the carriage of goods in competition with the railways for journeys exceeding 50 miles is 3d. per ton per mile based on the aggregate of the weight of the vehicle and the loading it is capable of carrying. Special consideration has, however, been given to the varying phases of the problem of road-rail co-ordination and variations made in many cases to meet special circumstances. In many cases of perishable and fragile goods, the charge has been reduced to Id. per ton per mile, and, in other instances, a flat rate charge has been imposed as in the case of hawkers and travelling showmen. In respect of the carriage of pedigreed live stock and of racehorses to race meetings, the charges have been reduced to Id. and 2d. per ton per mile respectively. Exemption from the payment of charges has been granted in special circumstances in respect of goods tho transport of which, other than by motor vehicle is impracticable or unduly inconvenient, and, in general, no charges are now being imposed with respect to the conveyance of— (a) Fresh rabbits to the nearest freezing works. (b) Exhibits to agricultural shows. (c) Bees from place to place to follow the flow of honey. {d) Unclarified honey from temporary to central depots. (e) Apiary products for show purposes and not for sale or distribution. (/) Calves (under 3 months old) to market. Permits are being issued, when the circumstances warrant it, for the transport of furniture belonging to persons in destitute circumstances when carried free of charge, and upon suitable occasions for the free : transport of unemployed persons to a distant place of employment. • 16

Licenses and Charges. The Act requires that all motor vehicles used for the carriage of goods or passengers for hire or reward, or in the course of trade or business, must be licensed, and licenses issued contain conditions varying as the proposed operations of the vehicle are intended to be competitive or not. On 30th June, 1933, there were 74 goods motor vehicles in respect of which competitive licenses had been issued, compared with 161 at the jst July, 1932. In respect of the operations of these vehicles, and those operating under permits, charges amounting to £9,254 were collected, compared with £26,741 for the year ended 30th June, 1932. The decrease is due not to a restriction of such operations, but to the extension of the free area of operation from 20 to 50 miles and the total exemption from charges of certain primary products when carried from farm to market. Interstate Carriers. Prior to the 31st January, 1933, goods motor vehicles operating solely on interstate journeys were not required to be licensed under the Act. However, investigations carried out towards the end of 1932, revealed that, whereas local carriers had confined their operations to journeys-not exceeding 50 miles in competition with the railways, a number of heavy motor lorries and trailers were being operated on interstate journeys for distances up to 150 miles over the New South Wales highways without being subject to impost other than the usual registration charges. These operators were concentrating on the carriage of traffic classified by the railways under the higher freight scales and, as the operations were extending rapidly, action was taken to apply the provisions of the Act with respect to licensing and the payment of charges. The operators refused to comply with the Act, and action was taken as a test case in one instance to compel compliance. The two proprietors pf the firm against whom action was taken were each fined £100 with costs, but an appeal was lodged against the decision. The matter, being one in which the interpre­ tation of the Constitution was involved, was heard by the High Court, which reserved its judgment. Judgment has now been given in favour of the Department, and interstate operations now become subject to the same requirements as intrastate operations.

Use of Motor Lorries for the Carriage of Passengers. Section 27 of the Act prohibits the conveyance of passengers on motor lorries except as authorised in the license or a permit under the Act. Provided no charge is made, provision is included in the license for the carriage of—• (a) The family of the owner thereof. (b) Persons necessary for the safe transport of goods thereon. (c) Any workmen who are to be employed in connection with the goods at the place to which such goods are being carried. (d) Any workmen who, having been employed in connection with the goods at the place to which subh goods have been carried, and having travelled with suGh goods thereon, are returning from such employment. {e) The owner or agent of the owner of any goods being, or which have been carried thereon while proceeding to or from thcplace to which such goods are being or have been carried. (/) School children proceeding to or from school.

Otherwise, the use of goods motor vehicles for the carriage of passengers is not permitted where properly constructed and equipped vehicles are available. This policy has been applied throughout the year, mit where alternative means of transport are not available and in exceptional circumstances, permits have been Issued for the conveyance on motor lorries of, intsr alia—- (a) Social clubs visiting hospitals and similar institutions for the purpose of entertaining inmates free of charge. (b) Religious bodies travelling for religious purposes. (c) Surf and rowing clubs accompanying life-saving apparatus, boats and skills taking part in carnival regattas. (d) Passengers on cream lorries in country districts where regular passenger services are not provided. •

Paragraphs were inserted on the press from time to time drawing attention to the requirements of the law in regard to the carriage of passengers on goods motor vehicles, and lorry owners were notified that legal action would be taken in all cases where passengers were conveyed except in conformity with the license or a permit under the Act. Many licensees continued to disregard the conditions of the Act in this connection, and as a result of legal proceedings 131 convictions were recorded during the year.

Operations of Passenger-carrying Vehicles. Passenger-carrying vehicles require to be licensed under the Act as taxi-cabs, private hire oars, or motor omnibuses. Conditions contained in the license vary as the proposed use of the vehicle is competitive with railways or tramways or not. Chargers collected in respect of competitive operations of passenger- carrying vehicles during the year ended 30th June, 1933, including amounts paid in respect of Metropolitan and Newcastle omnibus services, amounted to £11,641, compared with £9,858 for the year ended 30th June, 1932. Omnibus Services in Country Districts. Prior to the 9th July, 1932, omnibuses and service cars operating between points connected by Tail were subject to payment of charges under sub-section 4 of section 18 of the Sbatc Transport (Co-ordination) Act, 1931, but since that date charges have not been imposed in respect of journeys operated on days when no train service is provided. Omnibas proprietors are encottragod to establish services in country districts between rail-heads and outlying places or over cross-country routes. Daring the year ended 30;}i June, 1933, 827 vehicles were licensed to"operate over routes not in competition with the railways, while at the 17

30th June, 1933, 70 vehicles were operating on competitive services subject to payment of charges Under section 18 (4) of the Act.. In a number of cases of competitive services, after close investigations of the amount of traffic carried, charges were imposed at a flat weekly rate, thus freeing the operator of the necessity for forwarding detailed returns each week and relieving the Department from conducting a keen scrutiny of the returns and maintaining continuous inspection of the operations. Test checks will be made from time to time as to the reasonableness of the flat rate charges imposed.

Private-hire Cars, Taxi-cabs and Tourist Cars. From the 9th July, 1932, private-hire cars and taxi-cabs were permitted to operate on any journey, irrespective of distance without payment of charges under the Act, but considerable difficulty was experienced in controlling those vehicles which operated ostensibly as private-hire cars but carried passengers regularly at separate fares in competition either with the railways or with legitimate tourist operators who were paying charges or with both types of service. Several conferences were held with representatives of interested parties and, as a result, a new scale of charges was agreed upon to operate as from the 13th April, 1933, applying without distinction to private-hire cars, taxi-cabs and tourist vehicles. Exemption from payment of charges under the Act was granted in respect of journeys in competition with the railways for distances not exceeding 50 miles. For competitive journeys of greater distance, charges are provided as follows :— From 50-100 miles, Id. per passenger per mile for the distance in excess of 50 miles. From 100-200 miles, £d. per passenger per mile added to the charge for 100 miles. From 200-300 miles, Jd. per passenger per mile added to the charge for 200 miles. Over 300 miles, charges are only imposed for the first 300 miles at the scale shown above;

On the Great Western Highway, however, having regard to the adequacy of railway facilities, although no charges are imposed in respect of any journey not in excess of 50 miles, where the distance is in excess of 50 miles charges are made for the distance travelled in excess of 30 miles. In all cases the minimum charge is 6d. per passenger, and in respect of children under 12 years of age half the rate prescribed. In addition to these reductions of charges, private-hire cars carrying judges and legal practitioners, doctors, ministers of religion, stock and station agents, commercial travellers and insurance assessors when travelling in connection with their profession or business are permitted to operate for any distance free of any charges under the Act. Further, in cases of sickness and distress, when a car is urgently required and there is no other means of transport available, reduction of charges or full exemption is allowed where the circumstances of the case warrant action in that direction.

Investigations in Country Districts. A number of investigations were carried out during the year rh connection with matters incidental to the operation of goods and passenger services in various portions of the State. Inquiries were made as to the facilities available for the carriage of passengers and of goods in the area between Tamworth and Tenterfield and in connection with passenger and goods services operating between the Northern Tablelands and the North Coast districts. The operations of visiting commercial vehicles from Queensland to places along the Great Northern Highway were also investigated to ensure that vehicles proceeding into New South Wales to places distant more than 10 miles from the border were registered under the Motor Traffic Act, 1909-30, and licensed under the State Transport (Co-ordination) Act, 1931. Attention was also given to the carriage of passengers on motor lorries at a number of places in the State, to the operation of omnibus services and facilities available for transportation of tourists in the districts between Grafton and Tweed Heads, and to the operation of goods services between Brisbane and the North Coast districts in connection with payment of charges under the State Transport (Co-ordination) Act where applicable. Steps were also taken to secure reliable information in connection with the carriage of perishable goods and commodities such as casein, hides and skins between Lismore and Brisbane, and assistance was rendered the Railway Commissioner in the making of satisfactory arrangements subsequently for the conveyance of this traffic by rail. Investigations were carried out in the Southern districts in regard to the transportation of wool from the Monaro and Riverina areas and the operation of passenger services between Melbourne and Sydney, and of goods and passenger services between Melbourne and places throughout the southern portion of New South Wales. Inquiries were made at Goulburn, Cooma, Bega and Orange with regard to facilities available for passenger transportation and the use of motor lorries for the carriage of passengers. In view of the unsatisfactory conditions of tourists' transportation within and from the Municipality of Katoomba, steps are being taken in co-operation with the Katoomba Municipal Council to regulate the operation of passenger-carrying vehicles within and from that municipality. During February of this year, inquiries were made into the operation of commercial motor vehicles between New South Wales and the Federal Capital Territory, and following consultation with the Department of the Interior action was agreed upon to bring commercial motor vehicles operating in this State on Federal Capital Territory number plates into line with those vehicles registered and licensed in New South Wales*

Co-ordinated Road-Rail Services. Encouragement has been given, in co-operation with the Railway Department, to the introduction of co-ordinated road-rail services both for the conveyance of goods and passengers. On the South Coast between Sydney and Bega the Railway Department has entered into an agreement with a motor lorry operator for the conveyance of goods by rail to Nowra at an agreed rate, a minimuin annual amount of traffic being guaranteed, From Nowra the goods are distributed by road to places *22429—B 18 on'the Coast as far south as Eden. A great deal of this traffic was formerly being carried by road for the whole distance or by sea. The result has been of financial benefit both to the railways and the road operator. The facilities provided compare more than favourably with former arrangements, and have been appreciated by business firms, farmers and others taking advantage of the co-ordinated service;

Suspension and Variation of Conditions of Licenses. A number of convictions were recorded during the year against operators for failing to observe the conditions of the licenses issued for goods motor vehicles operated by them. In five cases, licensees continued to disregard the provisions of the Act despite prosecution, and the licenses for the vehicles concerned were suspended. In other cases where evasion was persistent, the conditions contained in the licenses were varied in such a manner as to avoid further difficulties in enforcing conditions.

Policing of the Act. Departmental inspectors are employed for the purpose of policing the provisions of Acts administered by the Department, including the State Transport (Co-ordination) Act, 1931, in areas contiguous to Sydney and Newcastle. The Metropolitan area was divided into zones, and inspectors are rostered for duty in those zones. Regular patrols have also been maintained at points distant 50 miles from Sydney on the four main highways. In addition to these officers, tramway officials in the Metropolitan and Newcastle areas have rendered occasional assistance, and Police officers who have been appointed authorised officers under the State Transport (Co-ordination) Act have also assisted the Department materially.

In country districts. Police have taken action necessary to ensure compliance with the terms and conditions of the licenses under the Act and have been assisted in this respect by officers of the Railway Department, while the Department's own officers have attended to all special cases. During the year proceedings were taken from this Department in 213 cases for breaches of the Act, and convictions were recorded in 212 of these cases.

MOTOR REGISTRATION AND TAXATION. Revenue. The total revenue from motor vehicle registration taxation and licensing for the year ended 30th June, 1933, compared with that for the year ended 30th June, 1932, was as follows :—

Veai- ended 30th June—

1933. 1932.

Tax-- * £ £ 1,158.931 1,150.550 34,293 38,433

1,193,224 1,188,983

Registration, Licensing and Miscellaneous Fees— 382,114 366,210 3,236 12,223 34,731 53,565

Total £ 420,081 431,998

Grand Total £ 1,6)3,305 1,620,981

Iii comparing these figures, regard must be had to the heavy loss of taxation revenue due to the introduction of quarterly registrations on 1st December, 1932, the concessions granted under the State Transport (Co-ordination) Act in June, 1932, and relief given in other directions.

Detailed figures are contained in Appendices 45 to 48.

Registration Statistics. During 1931 and the first half of 1932 motor vehicle registrations had been declining continually and at the end of June numbered only 207,178 compared with over 250,000 at the peak in March, 1930. From July onwards, howeveT, there was a recovery, and during the year 1932-33 registrations increased slightly each month, till a total of 214,295 was reached at the end of June, 1933. Whilst the increase has been slight and cannot be compared with the steep decline in the previous two years, the fact that the increase has been maintained throughout the whole twelve months is encouraging. There is no doubt that the introduction of registration labels (referred to later in this report) has resulted in the collection of increased revenue. The increase in lorry registrations (10 per cent.) was greater by far than with any other class of vehicle, disclosing evidence of the extent to which extension of concessions under the State Transport (Co-ordination) Act has resulted in increased motor transport by road. Cycle registrations did not recover and, although there were fluctuations from month to month, there was a slight decrease over the full year.

The table in Appendix 44 shows registrations in each class since 1911.

During the year 5,789 cars and lorries were registered for the first time. The average per week Waa 111 compared with 69 during 1931-32. Light cars predominated, and British vehicles comprised about 50 per cent, of new registrations. 19

QUARTERLY REGISTRATIONS. In order to provide relief for those persons who were finding difficulty in financing motor vehicle registrations for the full twelve months, a scheme was introduced on 1st December, 1932, providing for registration on a quarterly basis. To meet the extra administrative costs involved and to offset the financial loss to the Department through non-receipt of the full twelve months' fees and tax in advance, it was necessary to fix the charges for quarterly registrations at a higher rate proportionately to the actual amounts. The position was met by making the registration fee for the first quarter of any twelve months the same as the annual fee and imposing a small additional fee for renewal of registration for the three succeeding quarters in the twelve months as follows :—

1st Quarter. 2nd, 3rd and 4th Quarters.

£ s. d. B. d. 1 0 0 5 0 1 0 0 5 0 2 0 0 " 10 0 1 0 0 5 0 0 2 6 2 6

In every case, the quarterly tax is at the rate of 27-| per cent, of the annual amount prescribed. During the seven months ended 30th June, 1933, 20,710 vehicles were registered on a quarterly basis. This represents 15 per cent, of all registrations, including renewals, effected during that period. Of this number, 11,524 were vehicles registered for the first time or after previous registration had been allowed to lapse and, in the cases of 9,816 vehicles, quarterly registration was ejected as renewal of annual registrations. Of the former, only 2 per cent, were new vehicles, thus indicating that the scheme has been availed of more particularly to bring back into commission vehicles which*- for various reasons, had been taken of£ the road during the past few years. Actually during the seven months under review, 32 per cent, of the registrations were effected on a quarterly basis. Of the registrations up to the end of June, 79 per cent, were renewed for the second quarter, and of registrations effected up till the end of March, 79 per cent, were .renewed for the second quarter, and of the second quarter renewals 82 per cent, were continued into the third quarter. Although the scheme has been in operation, only seven months, experience shows a sustained desire on the part of motor vehicle owners to take advantage of the facilities afforded. The return to the road of vehicles which had previously been idle is most noticeable in the case of lorries, those registered on a quarterly basis constituting 10 per cent, of all lorries registered.

REGISTRATION LABELS. For some time past it was evident that there were serious leakages of revenue through the use of unregistered vehicles. In many cases official number plates, which had been lost or stolen, were attached to unregistered vehicles and, in other cases, unofficial plates made to resemble the official plates were used. It became obvious that the number plate was not an effective check against registration and the payment of motor tax. The loss of revenue through this cause was estimated at £100,000 annually. To meet the position, registration labels have been adopted. The label containing particulars of the registration and a description of the vehicle is affixed to the windscreen of a vehicle, or in a container on cycles and other vehicles without windscreens. The colour of the label denotes the year, and a large figure in black the month in which registration of the vehicle to which the label is attached expires. The colour of the label will be altered each year. In order to obtain particulars, especially the engine and chassis numbers, and to make a comprehensive check of motor vehicles, it was necessary for all vehicles, including those in, connection with which registration was being renewed, to be submitted for inspection at a District Motor Registry. Special arrangements were made to avoid inconvenience to owners where a reasonable case was represented to the Department. The initial work of affixing these labels is now completed. It will not be necessary in future for vehicles to be submitted for inspection upon renewal of registration after 1st December, 1933, except in isolated cases. All registered vehicles should now have an appropriate label affixed in the prescribed manner and the detection of unregistered vehicles and the recovery of revenue which would otherwise have been lost will be made much easier than hitherto. From the large number of vehicles presented for registration, the registration of which had not previously been renewed, there is good reason to suppose that this new procedure is acting in a very satisfactory manner to deter attempts to evade payment of motor tax. District Motor Registries. During the year the policy was continued of relieving the police of many duties at District Registries and as from March, 1933, officers of this Department were appointed to the Registries at Parramatta, Burwood, North Sydney, Hornsby and Manly, and carried out all work hitherto performed by the police in connection with the registration of vehicles and the licensing of drivers and riders, except the testing of the fitness of applicants to hold drivers' or riders' licenses, which remains a function of the police. Five police officers at the registries mentioned were thus made available for other duties. The staffs at these registries now comprise a clerk and a mechanical vehicles examiner at Parramatta and at Burwood, and a clerk (who is competent to examine vehicles) at North Sydney, Hornsby and Manly registries where, by arrangement with the Justice Department, the work of the registry is now performed in the Court House Under the supervision of the Clerk of Petty Sessions. Since the end of the year arrangements have been made to relieve the police at the remaining Metropolitan registry, Kogarah, and at Wollongong. As set out in my last report, officers of this Department took over the work at the District Motor Registry at Newcastle on 9th November. 1931. Under an arrangement with the Commissioner for Railways, the services of the District Superintendent arc being utilised as the representative of the Commissioner for Road Transport at Newcastle. 20

To meet the convenience of motor traders and the public generally, the hours during which Metropolitan registries are opened for business on week days were extended to 4 p.m. for all types of transactions. Rebate of Motor Tax to Incapacited Returned Soldiers. In accordance with the practice in previous years, a rebate of 90 per cent, of the tax payable was allowed to incapacitated soldiers who are the registered owners of motor vehicles and for whom motor transport is essential and whose cases otherwise comply with conditions laid down by the Premier's Department. The number of cases in which rebates were granted during the year was 324 and the amount involved was £1,570 4s. 5d. This Department is recouped by the Premier's Department to the full amount of the rebates allowed. Concessions to Primary Producers. The reduction of 50 per cent, of tax in the case of motor lorries and tractors and total exemption in the case of trailers owned by farmers and used solely for the conveyance of their own produce was extended under Ministerial approval to lorries, tractors and trailers owned by a primary producer and used solely or principally for carrying his own produce or materials, provisions or commodities of any kind for use in his business or in his household. The term " primary producer " was given a wide meaning to cover not only agriculturists and pastoralists but also dairy farmers, pig, poultry or other bird farming, bee keeping, oyster culture and orchardists. The statutory exemption from taxation provided for trailers hauled by a tractor and used solely for the purpose of agricultural or farming work on farms was extended to cover trailers used for similar purposes when drawn by motor lorries. These extensions of the concessions provided for in the Motor Vehicles (Taxation) Act have been reported to Parliament in accordance with Section 60 of the Audit Act, 1902. The regulations under the Motor Traffic Act and the Motor Tax Management Act were amended during the year to provide for the exemption from the necessity to be registered of any cook's galley, steam box, water furphy or other similar trailer hauled at the rear of and used as an accessory to a chafrcutter, header, binder, thresher or other agricultural implement and not used on any public street except when passing from farm to farm.

Motor Omnibuses in Country Districts. Under Ministerial approval, omnibus rates of taxation have not been imposed, as from 1st November) 1932, on vehicles used in minor passenger services in country districts and not capable of seating more than eight passengers, nor on vehicles used in connection with mail services in remote country districts where the passengers carried do not exceed one per day. Such vehicles are taxed at the rate applicable to motor cars. Licensing of Drivers. On 1st February, 1933, the regulations under the Motor Traffic Act were amended to clarify the position regarding the refusal, suspension or cancellation of drivers' licenses by the Commissioner for Road Transport. At the same time, a procedure was prescribed for the issue of notices calling upon a driver, for stated reasons, to show cause why his license should not be suspended or cancelled, and for requiring any driver whose physical fitnecs is in doubt to obtain a medical certificate of his fitness to drive a vehicle with safety to the public. During the year, 153 licenrcs were suspended or cancelled by magistrates and 60 suspended or cancelled, or applications for licenses refused, by the Commissioner. In the majority of cases, the licenses were dealt with following convictions for driving under the influence of liquor or for driving in a manner dan.gerqus to the public. At the end of the year there were 309,854 drivers of motor vehicles licensed, compared with 308,087 at the 30th June, 1932. Particulars of each class of license in force as at 30th June, 1932, and 30th June, 1933, are as follows :—-

30th June, 1933. 30th .Tune, 1932

Cftr and lorry driver: 275,456 273,390 Cycle riders ., 28,447 29,145 Bus drivers 1,579 1,450 Taxi-cab drivers .... 1,802 1.686 Motor van drivers..., 2,570 2,416

309,854 308,0S7

Motor Cycles—Pillion Riding and Sidecars. Following the recommendations of a representative Conference, the regulations under the Motor Traffic Act were amended on 1st June, 1933, to control pillion riding on motor cycles. In order to allow cyclists sufficient time to equip their vehicles, the requirements of the regulations were not enforced until 1st September, 1933. Although there was agitation from time to time for the prohibition of pillion riding, it was not considered that absolute prohibition was justified, but that steps should be taken to ensure greater safety to pillion riders. Regulations were accordingly made which provide that only one person, in addition to the driver, may be carried upon a motor cycle and then only if an approved type of seat is fitted, separate footrests are provided, and the pillion rider is sitting astride on the proper seat and is using the footrests. . At the same time, the number of persons who might be carried m a sidecar was definitely tixea by providing that not more than two persons (two children under the age of 12 years being regarded as one person) might be carried. Following a rider to a decision given by a jury in an accident case and after consideration by the Conference previously referred to, the regulations were further amended to provide that on and after 1st January, 1934, during the hours of darkness there shall be displayed on a sidecar a white light with its beam directed forward and visible for a distance of sixty yards. 21

Amendments to Regulations.

During the year} the Regulations administered by this Department governing road transport were amended in various respects to keep pace with developments in the motor industry, to remove anomalies, to provide for smoother administrative working and to incorporate provisions to cover new features of registration and licensing activities. Most of these amendments have been referred to under the appropriate headings. The more important among other amendments were :—

Waiving of fees for driver's license. The Regulations under the Motor Traffic Act were amended to provide that the holder of a license under the Transport Act, 1930, to drive a public vehicle would not be required to pay an additional fee of 10s. for a license to drive a private motor vehicle. In practice, the two licenses are combined.

Transfer fees and fees for duplicate licenses. The Regulations under the State Transport (Co-ordination) Act, 1931, were amended to provide that, in the case of the transfer of a motor vehicle which was registered under the Motor Traffic Act and also licensed under the State Transport (Co-ordination) Act, the fee of 5s. for transfer of the license would be waived. Similarly, the fee for a duplicate license would be waived. In practice, the certificate of registration and the form of license under the State Transport (Co-ordination) Act are combined and only one fee is now payable in each case.

Noise caused by motor vehicles. Arising from the recommendations of a conference, the Regulations under the Motor Traffic Act were amended to impose responsibility for noise caused by motor vehicles on owners as well as drivers. The Regulations generally with regard to noise were revised in minor respects.

Siren horns, compression whistles, etc. The same conference recommended the prohibition of the use of siren horns, compression whistles, exhaust whistles and the like on vehicles other than those owned by the Police Department, the Board of Fire Commissioners or on ambulance waggons. The' Regulations were amended accordingly and also to provide that the warning device on a motor vehicle should be of such a nature as to be audible at a distance of 200 feet.

Attention has also been given to the form of the Regulations under the Motor Traffic Act and action is now being taken to revise and redraft the whole of the Regulations.

Conferences with Outside Organisations. During the year various conferences were held with representatives of motorists' organisations and the motor trade, and the following questions, inter alia, were discussed :—• (a) The display of registration labels on motor vehicles. (b) Brakes and rear lights on motor vehicles. (c) The registration of motor cycles and side boxes for the conveyance of goods. (d) Standard fare for taxi-cabs. (e) Matters affecting feeder omnibuses, and (/) Operations of taxicabs, private hire cars and tourist vehicles in competition with the railways.

Appreciation of the action taken to promote these discussions has been frequently expressed by representatives of the organisations concerned and the policy has resulted in helpful co-operation and a better understanding between the administration and those affected by the Department's activities.

Conference of Federal and Slate Ministers of Transport. In June, 1933, a conference was held at Melbourne between Federal and State Ministers of Transport to discuss, inter alia, the co-ordination of transport, control of interstate transport, and the uniformity of regulations relating to the equipment of motor vehicles. In connection with the first matter, the Conference recognised that the co-ordination of transport within a State was a matter primarily for the States to handle, but expressed the view that uniformity of legislation was desirable. On the question of control of interstate transport, it was resolved that interstate road transport within the boundaries of each State should be controlled pursuant to Commonwealth legislation along lines analogous to those of the Commonwealth Dried Fruits Act, 1928. The matter came before the Premiers' Conference which was sitting concurrently and the Commonwealth representatives intimated that the Commonwealth would introduce legislation of the nature suggested, subject to the presentation by the States of the necessary details and the approval by the Commonwealth of such details.

ROAD TRANSPORT AND TRAFFIC FUND. The Road Transport and Traffic Fund was established under the provisions of Section 202, subsection (1), of the Transport Act, 1930, and there is paid into the Fund all fees charged Under the Motor Traffic Act, 1909-30 and all fees charged under the Transport Act, 1930, with the exception of Annual Service License Fees. The Fund meets all administrative and other expenses of the Department other than those in respect of the transport services of the Department and of the administration of the State Transport (Co-ordination) Act, 1931. Section 202, subsection 2, of the Transport Act, 1930, provides specifically for the payment out of the Fund of, inter alia, the cost of police supervision and control of road transport and traffic, and police services in connection with the registration of vehicles and the licensing of drivers, and payments in this respect for the years 1930-31, 1931-32 and 1932-33 were £221,897, £170,486 and •£173,458 respectively. Half the cost of the surface maintenance of pavement between tramway tracks 24 and for space of eighteen inches on either side of the rails is also paid from this Fund and expenditure in this regard for the years 1930-31, 1931-32 and 1932-33 was £31,253, £36,851 and £28,749 respectively; The payment for half the cost of surface maintenance only constitutes a small portion of the cost of providing and maintaining roadways which falls on the tramway authorities. The balance standing to the credit of the Fund at the close of a financial year is paid to the credit of the Country Main Roads Fund. For the years 1930-31, 1931-32 and 1932-33 payments were £82,831, £95,809 and £108,707 respectively. Details of receipts and disbursements for the year 1931-32 and 1932-33 arc shown in Appendix 46.

PUBLIC VEHICLES FUND. Motor Tax and Service License Fees in respect of motor omnibuses. Motor Tax and Service License Fees collected in respect of motor omnibuses operating in the Metropolitan and Newcastle Transport Districts are paid into the Public Vehicles Fund, which was constituted on 1st October, 1930, under the provisions of the Transport Act, 1930. Section 204 (3) (a) and (b) prescribes the treatment of these moneys, of which all the tax and one half of the Service License Fees are distributed to the Main Roads Department and to the Councils of the several municipalities and shires within the Transport Districts in shares based on the mileage within their respective areas of authorised motor omnibus routes. The amounts so distributed are required to be spent on the reconstruction, renewal, repair and maintenance of the public roads which are used by registered motor omnibuses. The remaining half of the Service License Fees is paid to the Colonial Treasurer in reduction of the tramway capital debt. The distributions in respect of the Metropolitan and Newcastle Districts in each year have been as follows ;— Metropolitan District.

Motor Omnibuses. 1930-31. 1931-32. 1932-33. Total.

£ s. d. £ s. d. £ S. d. £ a. d. Tax 9,844 19 0 4,028 15 9 5,652 3 9 19,525 18 6 Service License Fees 12,722 13 9 23,616 11 1 36,339 4 10

Totals £ 9,844 Z9 0 16,751 9 6 29,268 14 10 55,805 3 4

The total of £55,865 3s. 4d. was distributed as follows :— The Colonial Treasurer (£18,175 12s. 8d..), the Main Roads Department of New South Wales (£17,424 10s. 5d.), Municipal and Shire Councils (£20,265 0s. 3d.) including as principal participants, the City of Sydney (£7,415 19s. Id.), Canterbury (£1,056 6s. Id.), Randwick (£910 6s. 8d.), Waverley (£894 ]6s. Id.), Woollahra (£877 8s. Id.), Ashfield (£822 12s. 2d.), Willoughby (£794 13s. 6d.), Marrick- ville (£524 lis. lid.), Manly (£47] 8s. 4d.). North Sydney (£431 lis. 9d.), Mosman (£429 5s.), Kogarah (£426 lis. 8d.), Bankstown (£346 16s. 8d.), Sutherland (£294 16s. 6d.).

Newcastle District.

[ Motor Omnibuses. 1930-35. 1931-32. 1932-33. Total. I i £ S. £ s. d. £ R. d. j £ K. d. d. Tax 305 14 3 : 136 19 2 1,781 8 6 2,224 1 11 J 1.121 15 11 2,569 11 6 3,691 7 5

Totals £ 305 14 3 1.258 15 1 4,351 0 0 5,915 9 4

The total of £5,915 9s. 4d. was distributed as follows :— The Colonial Treasurer (£1,858 8s.), the Main Roads Department of New South Wales (£2,037 10s. 10d.), Municipal and Shire Councils (£2,019 10s. 6d.) including as principal participants, the City of Newcastle (£444 4s. 7d.), Lake Macquaric (£371 9s. 8d.), Waratah (£356 4s. 8d.), Hamilton (£305 5s. 2d.),-New Lambton (£173 4s. J0d.), Adamstown (£80 10s. 3d.).

STATE TRANSPORT (CO-ORDINATION) FUND. The State Transport (Co-ordination) Fund was established under section 26, subsection 1 of the State Transport (Co-ordination) Act, 1931, and, there flows into the Fund all license and miscellaneous fees and charges imposed under the provisions of that Act in respect of the operation of public motor vehicles The cost of administering the State Transport (Co-ordination) Act, 1931, is, under the provisions of Act, charged to the Fund, and the Commissioner for Road Transport and Tramways may, with the approval of the Minister, make payments from time to time, out of any balance remaining in the Fund, to the Government Railways Fund or the Tramway Funds. By virtue of this provision a distribution of the balance remaining in the Fund at 30th June, 1932, was made as follows :— £ s. d. Government Railways Fund 32,793 17 9' Tramway Funds 3,806 0 0

Total £36,599 17 9

Details of receipts arid disbursements on the Fund from its establishment on the 2nd November, 1931, to the 30th June, 1933, are shown in Appendices 48 and 49. 23

LEGAL PROCEEDINGS. As set out in my last report, proceedings aTe taken by tbis Department with respect to offences in the Metropolitan and Newcastle Districts for breaches of the Transport Act, 1930, with respect to public vehicles, the Motor Traffic Act, 1909-1930, with respect to the registration of vehicles and the licensing of drivers, and the State Transport (Co-ordination) Act, 1931, with respect to the licensing and operation of public motor vehicles. Outside the Metropolitan area, proceedings under the Motor Traffic and State Transport (Co-ordination) Acts arc taken in general by the Police. In some cases, action is taken by Railway officers in respect of breaches of the State Transport (Co-ordination) Act in country districts and in special cases proceedings arc instituted by this Department. Particulars of convictions on prosecutions instituted by the Department during the year ended 30th June, 1933, are contained in Appendix 50.

TRAFFIC FACILITIES. A Traffic Facilities Committee attached to this Department functioned throughout the year and was strengthened by an additional Member with engineering qualifications and experience in Local Government matters in the person of the Assistant Engineer of the Technical Section of the Department. The general policy regarding the provisions of traffic facilities, their relative urgency, and contributions towards their cost, was well developed and the ground has been cleared for an active programme of works during the ensuing year. Considerable research work has been carried out and valuable data regarding traffic matters is being built up from the deliberations of the Committee. Experiments were made in the City and suburbs with various types of traffic signs and warning notices, including rubber road markers, painted lines on roadways, illuminated and reflecting traffic domes, safety zones, traffic standards and types of reflecting warning notices, with a view to the more effective protection and control of pedestrian and vehicular traffic. The safety of pedestrians and, in particular, school children, and the reduction of traffic noises in the vicinity of hospitals and schools also received attention. During the year an overhead footbridge across the Prince's Highway in the vicinity of the Arncliffe Public School was erected by the Main Roads Commissioner at the cost of this Department to provide for the safety of school children at that point. Other works of a minor nature were carried out in the Metro­ politan area. At many public schools in the Metropolitan area, arrangements have been made for the installation of road lines to assist the work of the School Safety Patrols. The question of the adequacy of street lighting at important intersections in the City and suburbs was investigated closely and action is in hand which will lead to substantial improvement. Close inquiry was held and research work undertaken in connection with automatic traffic control systems in operation in other parts of the world, and an offer by a private firm to supply free of cost to the Department for trial purposes an " Blcctromatic " automatic traffic control unit at one of the busy intersections in the City was accepted. The unit, which is similar to those in use in London, Montreal and other large cities, was-erected at the intersection of Kent and Market Streets on 13th October, 1933. It is pleasing to report the measure of co-operation now existing between my Department and the several other Departments concerned with the question of traffic facilities.

TECHNICAL. Vehicle Inspections. Inspections to ensure the mechanical and general fitness of public motor vehicles were made regularly during the year. Vehicles found to be unfit were required to discontinue running or were temporarily withdrawn from service until put in a satisfactory state of repair. Generally speaking, public motor vehicles were found to be in a satisfactory condition for public Use. The Technical Committee referred to irnmy previous reports continued its activities and dealt with, and advised upon, a number of problems which arose in connection with the construction and maintenance of motor vehicles and has advanced the proposed regulations to bring motor vehicle braking requirements into line with modern engineering practice to a stage where finality will be reached shortly.

Permits to Certify to the Fitness of Motor Vehicles. For some time past, permission has been granted to motor traders to certify to the fitness of new motor vehicles for registration purposes. Abuses of this privilege led to a revision of the matter, and from January, 1933, a new practice was adopted. Formal permits are now issued subject to conditions with respect to, inter alia, inspection of the vehicle and affixing number plates and registration labels. Before issue of the permit a security deposit of £10 must be lodged and is subject to forfeiture if the conditions are not complied with. During the year ended 30th June, 1933, permits were issued to H firms to certify to the fitness of 26 different makes of motor cars and to 3 firms to certify to the fitness of 13 makes of motor cycles. Appreciation of Work of Staff. In concluding this report, I wish to express my appreciation of the efficiency, loyalty and devotion to duty of the staff both in the administrative and operative branches. All sections of the Department have been very busily occupied, and the year concluded has been marked by considerable improvement and development in the public interest. Expressions of appreciation of the thoughtfulness and courtesy of the staff to the public with whom they come in contact have appeared from time to time in the press and have reached me through various other channels". S. A. MADDOCKS, _ Commissioner. 24

APPENDIX 1.

OVERLAPPING FARE SECTIONS.

Metropolitan Lines.

Date Commenced, Lines. Sections.

1 Sept., 1930 George-street lst-2nd 1 „ 1930 Pitt-street lsi>-2nd 6 Oct., 1930 Balmoral 3rd-4th 6 '„ 1930 Balmain and Brummoyne 2nd-3rd 6 „ 1930 Ashfield 2nd-3rd 20 „ 1930 Botany lst-2nd 17 Nov., 1930 Watson's Bay 2nd-3rd 22 Dec, 1930 Watson's Bay 3rd-£th 22 „ 1930 North Sydney lst-2nd 22 „ 1930 Ashfield 4th-5th 29 „ 1930 Botany and Daceyville. 2nd-3rd 29 „ 1930 Dulwich Hill, Addison-road, and Earlwood 2nd-3rd 2 Mar., 1931 North Sydney 2nd-3rd 9 „ 1931 Watson's Bay (extension of overlapping section already 2nd-3rd in operation). 23 „ 1931 Earlwood 3rd-4th 30 „ 1931 Ashfield (extension of overlapping section already in 2nd-3rd operation). 27 April, 1931 Clovelly 2nd~3rd 3 Aug., 1931 LaPerouse 2nd-3rd 28 Sept., 1931 Kogarah, Sans Souci (during certain hours) lst^2nd 16 Nov., 1931 Lane Cove (North Sydney) lst-2nd 14 Mar., 1932 La Perouse 4th-5th 21 „ 1932 Manly-Spit 2nd-3rd 20 „ 1932 North Sydney Milson's Point- North Sydney. 10 Oct. 1932 Botany and Daceyville at McEvoy-street 2nd-3rd 10 „ 1932 Ashfield-Mortlake at Clyde-street 1st 2 Nov., 1932 Elizabeth-street via Chalmers-street at Devonshire-street.. lst~2nd 30 Jan., 1933 Manly-Narrabeen at Council Chambers 3rd-4th 13 Feb., 1933 Ashfield-Burwood-Mortlake-Cabarita at " The Ritz Theatre (during certain hours) 4th-5th 8 May, 1933 Chatswood at Mowbray-road 2nd-3rd 8 „ 1933 Lane Cove at St. Leonards Railway Station ls^-2nd

Newcastle Lines.

3 Nov., 1930 Wallsend, Waratah, Adamstown, and Mayfield LSTR-2nd 3 „ 1930 ,,. Wallsend and Waratah 2nd-3rd 3 „ 1930 ... Mayfield 2nd-3rd 22 Dec, 1930 ... Wallsend 3rd-4th 22 „ 1930 Glebe lBtr-2nd 19 Jan., 1931 Port Waratah 2nd-3rd 26 „ 1931 \ All lines (except Merewether Beach and Glebe) lst-2nd 7 Feb., 1931/ •'• 30. Mar., 1931 Port Waratah 2nd-3rd 4th-5th 8 June, 1931 Wallsend 1 Feb., 1932 Port Waratah '. lst-2nd 13 „ 1932 Carrington and Port Waratah at Bishopgate-street lst-2nd APPENDIX 2.

METROPOLITAN TRAMWAYS,

CAPITAL ACCOUNT as at 30th June. 1933.'

EXPENDITURE. RECEIPTS.

1st July, 1932, 1st July, 1932, TOTAL. Particulars. To 30th June, 1932. to Particulars. To 30th June, 1932. to 30th June, 1933. 30th June. 1933.

£ s. d. £ s. d. £ s. d. t. d. To Land 311,215 10 Cr. 1.510 11 3 309,704 19 By Capital Provided by Treasury- Permanent Way 2,742,994 17 1,824 19 2 2,744,819 16 Interest bearing 7,366,021 8 11 34,128 8 9 „ Buildings , 589,747 16 Cr. 56 18 0 589,690 18 „ Signals and Interlocking 26,543 12 26,543 12 Payment to Treasury from. Public bo ,, WateT Supply Works 17,023 1 17,023 1 Vehicles Fund in reduction of Capital „ Overhead Wiring 265,399 7 1,866 1 S 267,265 9 liability of Metropolitan Tramways ... Cr. 5,452 18 11 „ Rolling Stock—Electric Stock 2,370,051 8 2,370,051. 8 J. Do do in course of 7,366,021 8 11 28,675 9 10 7,394,696 18 9 manufacture ... 32,431 32,431 5 Non-interest bearing Capital— „ Steam Stock 3,847 0 3,847 0 (Contributions by the Treasury from „ Workshop Buildings 261,303 11 261,303 11 Consolidated lievBrme) 37,994 19 7 37,994 19 7 Plant and Machinery 276,085 5 276,085 5 Electric Power System—Low Tension Feeders 363,898 5 506 14 4 364,404 19 „ Capital Reserve— Balance 188,629 6 Cr. 933 2 10 187,696 3 Contribution from Public Vehicles Fund Fund (vide section 204 (3b) of Trans port Act, No. 18 of 1930) 12.722 13 9 5,452 18 11 18,175 12 8

7,416,739 34,128 8 9 7,450,867 11 0 £ 7,41 (L739 2 3 34,128 8 9 7,450,867 11 • 0

C. H. PARKES. Accountant. APPENDIX 3.

METROPOLITAN TRAMWAYS—ALL LINES

GENEBAL BALANCE SHEET as at 30th June 1933,

LIABILITIES.

£ £ s. d. .Balance from Capital Account 187,696 Stores, and Materials on hand, etc.-— . Money held in Trust- Amount held by Government Railways 175,000 0 0 Guarantees for Freight Payments and Contracts 17S 10 0 Less Balance owing to Railway Department for June issues... 27,724 6 10 Sundry Creditors— Unclaimed Wages - 160 14 9 •147.275 13 Payments in advance— £ a. d. Miscellaneous Accounts 1,1C0 o o Amount due by Railways for manufactured Miscellaneous Earnings 13,249 0 0 goods delivered 10,495 4 10 Accrued Wages , 41,999 18 3 Goods in course of manufacture 2,340 14 0 56.509 13 0 12,835 18 10 •Outstanding Accounts— £ s. d. 160,111 12 0 to Various 40,529 9 10 idry Debtors— Suspense Accounts 1,380 0 0 .Public Departments and Contractors 7,536 7 2 47,915 15 10 Miscellaneous 1,176 4 0 Colonial Treasurer— Prepaid Wages and Salaries 474 3 2 Temporary Advance ...* 282,050 0 0 Outstanding Fares, etc 4,849 13 4 Interest..'. L. 91,109 0 0 Exchange L 109,190 0 0 14,036 8 2 j 482,349 0 0 7>.s"! Reserve for bad and doubtful debts 1,104 4 6 530,264 15 10 12,932 3 8 Reserves— Sinking Fund 79.269 0 0 . Sinking Fund-Reserve 130,609 0 0 Metropolitan Transport Trust General Fund 26,137 13 11 Fire Insurance Fund 405 0 0 Floating Advances 4,2C0 9 7 Overdraft at Bank—Drawing Account 4.2C0 9 7 Cash in hand and in transit 2n,3fl6 4 1 Revenue Appropriation Account 601,876 8 11

£909.923 12 2 £909,953 12 2

C. H. PARKES, Accountant. APPENDIX 4. METROPOLITAN TRAMWAYS.

Tear ended 30th June— Year ended 30th June—

1932. 1933. 1932. J933.

£ s. d. £ s. d. £ S. d. £ s. d. 3,117,333 18 0 To Administrative and General Cliaracs 46,080 18 6 56,026 1 3 3,058,695 17 1 „ Maintenance and Renewal of Way and Structures 012,498 0 4 550,498 7 11 287.509 10 Z0 335,592 11 2 444.957 4 9 462,584 12 2 1,289,805 5 1 1,421,155 5 2 ,, Contribution to Railway Superannuation Fund 35.296 4 3 25,592 1 1 442,542 13 4 265,884 19 3 3.117,333 18 0 Grand Total £ 3,058.695 .17 1 3.117.333 IS 0 3,058.695 17 1 9

NET REVENUE ACCOUNT.

£ s. d. £ £ To Interest on Loan Capital 344.957 367,600 By Surplus on Working brought down 442,542 13 265.8S4 19 3 Exchange on Interest 61.4C0 94.880 Net deficit transferred to Revenue Appropriation Account 222.995 0 9 Sinking Fund Contribution 25.000 26,400 ,, Net Profit transferred to Revenue Appropriation Account 11,185 13

Grand Totai 442,542 13 4 488, 0 0 Grand Total 442,542 13 4 4S8,880 0 0

REVENUE APPROPRIATION ACCOUNT for the vear ended 30th June, 1033.

£ s. d. £ s. d. To Balance from last Account 613,062 2 3 By Profit transferred from Net Revenue Account 11.185 13 4 „ Balance being accumulated deficit carried forwar d 601,876 8 11

613,062 2 3 £ 613,002 2 3 APPENDIX 5. METROPOLITAN TRAMWAYS. STATEMENT OP ACCOUNT OF THE WORKING EXPENSES AND EARNINGS for the Year ended 30th June, 1933, as compared with Year ended 30th June, 1932.

\ ear ended 30th June— Year ended 30th June— Working Expenses. Earnings,

1033. 1932. 1933. 1932.

City and Suburl an (Electric).

£ s. d. £ s. d. £ s. d. £ s. d. 441,363 17 3 434,100 3 3 By Passengers, etc.— 255,584 12 *0 294,951 9 10 1933. 1932. 372,045 14 2 384,937 6 2 No. No. 1,076,476 13 4 1,200,862 10 0 226,979,751 226,932,236 6,240 7 8 7,198 0 4 -68,206- 16 7 68,373 16 4 £ £ 2,219,91S 1 0 | 2,390,423' 5 11 2,557,460 9 5 2,679,209 4 1

North Syndey (Electric). To Maintenance of Way and Structures 46,659 8 80,137 6 By Passengers, etc— „ Maintenance and Renewals of Plant 19,648 2 24,599 4 1933. 1932. ,, Power Expenses 40,064 16 41,202 5 No. No. „ Traffic Expenses 137,901 5 131,411 3 North Sydney Lines 24,720,990 24,044,144

,f General Charges (including Compensation) 9,334 16 9,869 11 Sydney Harbour Bridge ... 8,343,974 2,143,136

Total 33,064,964 26,187,2S0 •

2o3,60S 10 .1 287,219 10 11 331,738 1 4 275,082 6 11

Manty to Narrabeen and Manly to The Spit (Electric) To Maintenance of Way.and Structures 9,746 9 8 12,896 18 2 I By Passengers, etc.— • „ 'Maintenance and Renewals of Plant 3,365 14 * 4,345 2 1933. 1932. „, Power Expenses - 10,625 13 '8 11,017 9 . No. No. ,, Traffic Expenses .... 2-7,906 1- IT 29,611 13- 5,475,283 5,188,347 „, General Charges (including Compensation) .1,675 13 <5 1,7.38 7

"53:319" 13" 2 59,51)9 II 1 £ 6o,S42 7 5 58,740 11 4

Ashfield to Mortlale and Gabarita (Electric). 9.021 6 1 IS, 031 19 11 By Passengers', etc.— f 3,324 9 8 4,556 12 2 1933. 1932. 10,069 16 4 10,690 12 • • No. No. 27.883 0 7 33,437 9 ;0 7,307,055 7.084,675 1,720 1 10 2,157 2 1 *

£ 52,018 14 6 68,873 15 8 £ 68,183 1 0 66,838 12 7 APPENDIX 5—continued. METROPOLITAN TRAMWAYS—continued.

Year ended 30th June— Year ended 30th June— r Working Esxpenes. Earnings. 1933. 1932. 1933. 1932.

Bockdale to Brighton-le-Sands [Electric). £ S. d. £ s. d. £ s. d, £ s. d. " To Maintenance of Way and Structures 431 17 11 528 G 8 By Passengers, etc- ,, Maintenance and Renewals of Plant 969 16 0 1,267 11 5 1933. 1932. ,, Power Expenses 1,691 0 4 1,993 4 0 No. No. ,, Traffic Expenses 5.858 14 9 7,628 8 6 1,673,993 1,831,025' „ General Charges (including Compensation) 379 16 10 604 15 7 14,391 18 9 15,523 0 7 £ 9,331 5 10 12,022 6 2

Kogarah to Sans Souci (Steam). To Maintenance of Way, Works, and Stations 4,56S 4,381 0 By Passengers, etc. ,, I ocomotive Power 10,512 11,629 10 1933. 1932. Repairs and Renewals of Plant 4,555 4,234 0 No. No. „ Traffic Expenses 6,555 7,933 11 2,174,6S3 2,086,464 General Charges (including Compensation) 1,017 1.061' 19 to 20,930 2 10 27,210 3 3 29,240 1 11 2.1,079 19 2

Sutherland to Cwnulla (Steam). (Service discontinued as from 13tb. February, 1932.) To Maintenance of Wa}-, Works and Stations 121 12 11 214 9 0 By Passengers, etc. Locomotive Power Cr. 52 2 10 1,114 3 10 1933. 1932. „ Repairs and Renewals of Plant 60 19 10 1,638 11 4 No. No. „ Traffic Expenses 31 5 2 753 6 8 Nil. 44,061 „ General Charges 231 11 11 1,009 19 8 £ 161 15 1 3,952 2 9

Arncliffe to Bezley (Steam). (Service discontinued as from 1st January, 1927.) To Maintenance of Way, Works and Stations 585 0 10 208 4 4 By Passeneers, etc.— 1933. 1932. No. No. • Nil. Nil.

£ 585 0 10 208 4'4 £

Total Working Expenses £ 2,616,153 3 9 2,851,448 18 9 3,058,695 17 1 3,117,333 18 0

442,542 13 4 265,8S4 19 3 1933. 1932. No. No. ' £ 3,058,695 17 1 3,117,333 18 0 276,735,729 269,354,088 £ 3,058,695 17 1 3,117,333 18 0 30..,

APPENDIX 6.

METROPOLITAN TRAMWAYS.

CITY AND SUBURBAN ELECTRIC LINES.

(As shown in Appendix 5, i.e., excluding North Sydney, Manly to Narrabeen and Manly to The Spit, Ashfield to Mortlake and Cabarita, and Rookdale to Brighton-le-Sands Lines.)

ABSTRACT or WORKING EXPENSES for the Years ended 30th June, 1933, and 30th June, 1932<

Year ended 30th June,

1933. 1932.

Maintenance of Way and SiruchireS'—

Proportion of Salaries and Expenses of Engineer and Staff 15,004 13,223 Repairs and Renewals of Permanent Way 365,356 358,881 Repairs and Renewals of Electrical Way Appliances 54,077 55,031 Repairs and Renewals of Buildings and Improvements ... 6,927 6,965

441,364 434,100

Maintenance and Renewals of Plant—

Proportion of Salaries and Expenses of Engineer and Staff 2,192 1,270 Repairs to Power Plant .. .• 4,886 6,290 Repairs and Renewals of Electric Cars 248,506 287,391

255,584 294,951

Power Expenses—

Electrical Energy Purchased £ 372,046 384,937

Traffic Expenses—

Proportion of Salaries and Expenses of Chief Traffic Manager and Staff 40,125 38,928 Wages of Conductors and Motormen 766.227 856,839 97,011 Wages of other Traffic Employees f 89,611 Cleaning and Oiling Cars 69,451 75,941 Stationery, Tickets, Uniforms, Stores, etc 31,968 42,386 Watering and Sanding Track 18,215 21,477 Ticket Cheek 60,880 68,281

1,076,477 1,200,863

Compensation—

Personal Injuries, including Legal and Medical Expenses ., 4,269 6,482 Damage to Vehicles and other Property, including Legal Expenses ,, 1,971 716

6,240 7.198

General Ckarges-

Proportion of Head Office Charges and Sundries .. 38,457 48,066 Contributions to Railway Superannuation Account 29,751) 20,308

68,207 68,374

Total 2,219,918 2,390,423 31

APPENDIX 7.

METROPOLITAN TRAMWAYS.

NORTH SYDNEY ELECTRIC LINES.

(As shown in Appendix 5.)

ABSTRACT or WORKING EXPENSES for the Years ended 30th June, 1933 and 30th Jun«, 1932.

Year ene'ed 30th June,

Maintenance of Way and Structures— £ £

Proportion of Salaries r.nd Expenses oi Engineer and Office Staff 1,281 1,657 Repair? and Renewals of Permanent Way 36,002 68,809 Repairs to Electrical Way Appliances 8.782 9,220 Repairs to Buildings and Improvements .594 452

40,659 80,138

Maintenance and Renewals of Plant—

Repairs to Power Plant 113 172 Repaii's to Cars 19,535 24,427

19,648 24,599

Pouer Expenses—

Electrical Energy Purchased 40,065 41,202

Traffic Expenses— * Proportion of Salaries and Expenses of Chief Traffic Manager and Staff 9.561 7,522 Wages of Conductors and Motormon 100,123 100,444 Wages «f other Traffic Employees 8,383 6,373 Cleaning and Oiling Cars -. 8,095 7,098 Stationery, Ticket;;, Uniform--, etc 4,520 2,977 Cleaning:, Watering, and Sanding Track 2,327 2,824 Ticket Check 4,892 4,173 .

137,901 131,411

Compensatiop,—

Personal Injuries, Damage to Vehicles, etc., including Legal and Medical Expenses £ 903 2,051

General Ckurges—

Propertion of Head Office Charges £ 8,432 7,819

Total £ 253,608 287,220 32

APPENDIX 8.

METROPOLITAN TRAMWAYS.

Thy working of the Tramways in sections for the Year3 ended 30th June, 1933, and 1932 :—

Year ended 30th June.

1933.

City and Suburban—Electric Lines (excluding North Sydney, The Spit to Manly, Harbord and Narrabeen, Ashfield to Mortlake and Cabarita Park, and Rockdale to Brighton-le-Sands Lines). Length, 118 miles 25 chains. Length of single track, 217 miles 11 chains. Total Cost of Construction and Equipment at 30th June 6,172,938 Gross Earnings 2,557,461 Working Expenses 2,219,918 Interest on Capital invested and Exchange 337,236 Sinking Fund 20,744 Loss 20,437 1933. 1932. Tram-car Miles 28,459,140 27,593,718 North Sydney—Electric.—Length, 24 miles 56 chains. Length of Single track, 44 miles 74 chains. Total Cost of Construction and Equipment at 30th June - 666,618 Gross Earnings 331,738 Working Expenses 253,608 Interest on Capital Invested and Exchange 36,419 Sinking Fund 2,242 Profit or Loss Profit 39,469 1933. 1932. Tram-:ar Miles 1 4,056,279 3,592,853 The Spit to Manly, Harbord and Narrabeen—Electric.—Length, 11 miles 48 chains. Length of single track, 16 miles 36 chains. Total Cost of Construction and Equipment at 30th June 288,596 Gross Earnings 65,842 Working Expenses 53,320 Interest on Capital invested and Exchange 15,766 Sinking Fund 971 Loss ; 4,215 1933. 1932. Tram-car Miles 665,442 641,536

Ashfield to Mortlake and Cabarita Park—Electric—-Length, 8 miles 38 chains. Length of single track, 15 miles 9 chains. Total Cost of Construction and Equipment at 30th June 174,261 Gross Earnings 68,183 Working Expsnses 52,019 Interest on Capital invested and Exchange 9,520 Sinking Fund 586 Profit or Loss Profit 6,058 1933. 1932. Tram-car Miles 690,836 703,480 Rockdale to Brighion-le-Sands—Electric—.Length, 1 mile 49 chains. Length of single track, 1 mile 49 chains. Total Cost of Construction and Equipment at -30th June 38,315 Gross Earnings • 14,392 Working Expenses 9,331 Interest on Capital invested and Exchange 2,093 Sinking Fund 129 Profit 2,839 1933. 1932. Tram-tar Miles 138,870. 170,529 Kogarah to Sans Souci—Steam.—Length, 5 miles 45 chains. Longth of single track, 6 miles 79 chains. Total Cost of Construction and Equipment at 30th June 51,627 Gross Earnings v 21,080 Working Expenses 27,210 Interest on Capital invested and Exchange 2,820 Sinking Fund 174 Loss , 9,124 1933, 1932. Tram-:ar Miles 238,621 283,645 Sutherland to Gronulla—Steam. —Length, 7 miles 32 chains. Length of single track, 7 miles 32 chains. Line closed down. Passenger rervice discontinued from 3rd August, 1931 anl goods traffic from 13th February, 1932. Total Cost of Construction and Equipment at 30!h June 45,816 46.834 Gross Earnings • 1,010 Working Expenses 162 3,952 Interest on Capital invested and Exchange 2,503 2,925 Sinking Fund 154 167 Loss 2,819 6,034 1933. 1932. Tram-:ar Miles ... 14,116 Arncliffe to Bexlcy—Steam {Service discontinued as from 1st January, 1927). Working Expenses 585 208 Loss 585 208 33

APPENDIX

METROPOLITAN TEAM WAYS.

RJETCHN showing the number of City and Suburban Passenger Pares collected, Tram Mileage, Earnings, Working Expenses, Percentage o* Working Cost to Earnings, Capital Spent on Lines Open, Excess of Earnings over Working Expenses, and Percentage to Capital Invested for each Year from 1879 to 1933, inclusive.

CITS: AND SUBURBAN ELECTRIC LINES. (Excluding North Sydney, Manly to Narrabeen, and Manly to the Spit, Ashfield to Mortlake and Cabarita, and Rockdale to Brighton-le-Sands Lines.)

Number Working Percentage Earnings Capital Length Earnings of Passenger Tram Total Working Cost per of Working in Excess Spent Year. oi per Tram Fares Mileage. Earnings. Expenses. Tram Coat to Gross of Working on Lines Line. Mile. Open. Collected. Mile. Earnings. Expenses.

miles. £ £ d. d. £ £ 1879f H 443,341 13,270 4,416 2,278 79-87 41-19 51-59 2,138 22,269 1880 4 2,086,897 84,074 18,980 13,444 54-18 38-38 70-83 5,536 60,218 1881 9* 7,090,125 296,906 62,549 52,107 50-56 42-12 83-31 10,442 169,450 1882 22" 15,269,100 670,649 126,202 103,136 45-16 36-91 81-72 23,066 412,561 1883 25 25,684,285 1,076,096 190,699 178,877 42-53 39-89 93-80 11,822 544,105 1884 27$ 30,202,303 1,242,491 219,942 215,167 42-48 41-56 97-83 4,775 643,111 15,345 708,109 1885 27$ $39,594,753 1,220,600 223,340 207,995 43-91 40-90 93-13 44-42 89-12 24,630 742,113 1886 27$ 52,977,578 1,222,943 226,367 201,737 39-59 201,468 42-12 38-63 94-08 12,657 731,582 1887 29$ 50,108,256 1,220,026 214,125 204,227 42-56 39-32 92-38 16,833 742,555 1888 29$ 51,563,197 1,246,543 221,060 206,092 40-49 36-95 91-25 19,741 771,255 1889 29$ 52,810,026 1,338,386 225,833 207,517 40-60 36-46 83-17 41,991 790,555 1890 30$ 57,463,650 1,474,646 249,508 221,505 41-78 34-23 81-92 48,860 857,455 33$ 62,676,636 1,553,048 270,365 1891 229,145 41-55 34-09 82-04 50,176 932,907 65,299,063 1,613,443 279,321 1892 37 214,824 38-69 30-67 79-26 56,217 947,775 1,681,232 271,041 1893 38 63,588,885 206,554 34-64 28-53 82-35 44,255 954,035 250,809 1894 40£ 58,773,094 1,737,846 186,081 31-80 25-66 80-70 44,502 962,037 1895 40£ 54,173,917 1,740,235 230,583 187,811 29-59 24-42 82-54 39,714 961,778 1896 40£ 53,317,979 1,845,626 227,525 195,142 26-93 22-08 81-98 42,881 968,925 1897 40J 55,859,740 2,121,017 238,023 201,904 26-18 22-04 84-18 37,954 973,419 1898 40£ 56,319,743 2,198,351 239,858 220,193 26-99 22-68 84-03 41,852 977,107 1899 40£ 61,568,035 2,329,751 262,045 No. of Passengers. 1900 43£ 53,470,533 3,106,185 315,930 268,504 24-41 20-75 84-99 47,426 1,338,006 1901 48J 74,665,744 5,208,510 438,668 366,018 20-21 16-86 83-44 72,650 1,535,958 1902 58 84,654,971 7,203,600 495,538 429,093 16-51 14-30 86-59 66,445 2,059,515 1903 66$ 102,837,118 11,115,765 593,306 511,878 12-81 11-05 86-28 81,428 2,442,791 1904 66£ 108,559,785 13,280,587 633,477 521,896 11-45 9-43 82-39 111,581 2,507,540 1905 73£ 120,973,934 14,413,273 697,971 5S3,360 11-62 9-71 83-58 114,611 2,931,583 1906 73£ 125,756,680 14,246,845 730,508 552,723 12-31 9-31 75*-66 177,785 2,966,704 1907 75± 134,088,696 14,516,536 777,140 607,381 12-85 1004 78-16 169,759 2,968,560 177,789 2,988,931 1908 78 148,729,916 15,329,695 865,632 087,843 13-55 10-77 79-46 13-77 10-71 77-75 209,532 3,401,667 1909 88$ 161,289,058 16,411,533 941,612 732,080 13-78 11-24 81-59 187,537 3,881,392 1910 94± 173,897,034 17,743,868 1,018,836 831,299 946,671 14-59 11-89 81-53 214,513 4,029,389 1911 97i 197,871,083 19,107,419 1,161,184 1,083,483 15-73 12-82 81-47 246,379 4,379,866 1912 98 227,668,638 20,293,800 1,329,862 1,284,674 15-66 13-80 88-11 173,414 5,233,774 1913 104* 248,720,735 22,338,080 1,458,088 1,349,428 16-25 13-67 84-15 254,104 5,966,961 105$ 260,696,726 23,685,660 1,603,532 1914 1,301,986 17-82 14-05 78-83 349.599 6,176,905 240,545,317 22,242,010 1,651,585 1915 110,1: 1,301,531 18-12 14-24 78-57 355,054 6,332,434 21,937,619 1,656,585 1916 111* 242,686,337 1,376,993 19-14 15-82 82-67 288,670 6,390,688 1917 112* 244,712,191 20,884,254 1,665,663 1,290,547 22-35 17-55 78-52 353,057 6,445,501 1918 112$ 212,372,470 17,650,438 1,643,604 1,481,332 21-89 17-69 80-82 351,579 6,478,340 1919 113 222,111,451 20,094,167 1,832,911 1,990,070 26-08 21-90 83-96 380,239 6,501,865 1920 113 269,255,935 21,811,695 2,370,309 2,316,023 29-19 23-88 81-81 515,049 6,624,821 1921 114$ 277,687,038 23,272,165 2,831,072 2,314,135 29-65 23-35 78-76 624,051 6,858,972 1922 1L5£ 271,384,691 23,784,739 2,938,236 2,380,485 29-14 23-55 80-82 565,149 7,116,222 1923 115i 272,938,712 24,261,186 2,945,634 2,404,565 27.-66 22-40 80-97 565,133 7,573,320 1924 116| 280,312,845 25,768,606 2,969,608 2,416,772 26-45 21-87 82-66 506,843 7,713,143 1925 117| 275,800,312 26,524,531 2,923,615 2,480,587 2fi-42 22-59 85-52 419,819 7,918,905 1926 H7§ 273,503,883 26,345,721 2,900,406 2,627,045 27-49 23-83 86-67 403,928 8,110,571 1927 118 279,671,372 26,462,405 3,030,973 3,005,564 32-88 26-90 81-80 668,560 8,179,291 1928 118 279,910,753 26,815,216 3,674,124 3,053,977 32-59 27-48 84-33 567,464 8,325,838 1929 H8$ 271,715,054 26,670,031 3,621,441 2,843,447 29-22 26-37 90-24 307,635 8,340,227 1930 118$ 252,449,735 24,882,590 3,151,082 2,458,306 24-21 23-73 97-99 50,248 6,250,644 1931 118* 216,516,644 24,863,131 2,508,554 2,390,423 23-30 20-78 89-22 288-786 6,131,251 1932 118$ 226,932,236 27,593,718 2,679,209 2,219,918 21-57 18-72 86-80 337-542 6,172,938 1933 118J 226,979,751 28,459,140 2,557,460

* Interest and Sinking tfund Charges for all Lines shown in Appendix 8. t The line was opened for three and a half months only in 1879, and for part o£ this period was worked with horse-power. % Up to the year 1885, 3d. cash fares and 2d. tickets were counted as single fares; from 1886 to 1899, inclusive, all tickets issued were at Id. values and cash fares paid are in this return calculated at same rate.

*22429—C -34

APPENDIX 10.

TRAMWAY ROLLING STOOK AS AT 30th JUNE, 1933, ANif 30th JUNE, 1932.

Ko. of Vehicles.

Description of Vehicles. Sen tins Capacity. At 30th At 30th June, 10W. June, 1932.

METROPOLITAN 1>,AMWAy? . Passenger Stock— Electric— " E " Tvpe 45 1.98 200 " H " „ 50 2 2 "J" „ 50 47 47 " K " „ 50 107 107 " LP ' ., 70 153 153 " M"'. 70 o 2 70 95 95 61S "O" SO 80 618 S "OP" „ 8 80 258 258 Total 1,488 1,490

70 31 37

1,539 1,527

Service Stock— 102 102 I 1

103 103

25 25

1,647 1,655

NEWCASTLE TRA MW AYS. Passenger Stock— Electric— " LP " tvpe 70 98 98 Trail Cars (converted from steam cars) 70 17 19

115 117

70 16 16

131 133

Service Stock— 11 11 9 9 i 20 20

8 8

... 159 161

Grand Total Metropolitan and Newcastle ... 1,806 1,816 35

APPENDIX 11.

METROPOLITAN" TRAMWAYS.

STATEMENT showing the date3 of opening and length of line of the various sections of the lines to 30th June, 1933.

Lines Open for Traffic;

Street Miles.

Bridge-street to Central-square Waiting Shed (formerly Bail-way) via Elizabeth-street, Eddy-avenue and Pitt-street. m. c. 3.5 Sept., 1882 Bridge-street to Hunter-Street 0 19 15 „ 1879 Hunter-street to Hay-street 0 79 15 Aug., 1882 Pitt-street and Eddy-avenue Junction to Central-square Waiting Shed ... 0 11 2 Nov., 1902 Hay-street to Pitt-street and Eddy-avenue Junction, via Elizabeth-street and Eddy-avenue • 0 28 24'Dec, 1908 Rawson-place from Eddy-avenue to George-street 0 8

1 65 0 Randwich, Coogee and Clovelly.

14 Sept., 1880 Liverpool-street Junction to Darlinghurst Junction 0 42 75 14 „ 1880 Darlinghurst Junction to Randwick Racecourse 2 5 50 19 Mar., 1881 Randwick Racecourse to High-street 16 0 25 Jan., 1883 High-street to Coogcc 1 37 50 31 Bee., 1881 Cricket Ground Loop 0 24 0 8 Sept., 1906 Sports Ground Loop 0 40 25 5 April, 1909 Connection from Waverley Line to Park-road, via Green's-road 0 22 3 Aug., 1912 Darley-road to Carring ton-road 1 37 2 April, 1913 Carrington-road to Clovelly 1 7 14 May, 1916 Extension to Military Hospital, Randwick 0 14

76 0 Waverley, Bondi and Bronte.

12 Mar., 1881 Darlinghurst Junction to Ocean-street 1 47 0 13 April, 1881 Ocean-street to Waverley Old Terminus 1 25 10 4 June, 1887 Waverley Old Terminus to Macpherson-street Junction 0 12 0 20 Oct., 1S90 Macpherson-street Junction to Waverley Cemetery 0 49 0 24 May, 1884 Bondi Junction to Fletcher-street 1 12 0 28 Sept., 1887 Fletcher-street to Bondi Aquarium Junction 0 24 75 19 Feb., 1894 Bondi Aquarium Junction to Bondi Beach 0 48 50 22 May, 1911 Waverley Cemetery to Bronte 0 49 0 16 Feb., 1929 Bondi Beach. (Curie wis-street) to Has tings-parade, North Bondi 0 43 75

6 71 10 Waverley to Randwid:.

4 June, 1887 Macpherson-street Junction to Allison-road Junction 1 18 0

Oxford-street to Dacey-avenue, via Crown-street and Baptist-street

15 Sept., 1881 Oxford-street to Cleveland-street 0 66 0 28 Aug., 1908 Bowling-street (Bacey-avenue to Todmau-avenue) 0 20 0 3 June, 1909 Cleveland-street to Phillip-street, via Baptist-street 0 31 50 30 Sept., 1911 Baptist-street to Dowling-street (Dacey-avenue) 0 39 0 2 May, 1927 Bowling-street and Todman-avenue to Carminga-strect 0 12 50

2 9 0

Railway Station to Glebe and Forest Lodge.

15 Aug., 1882 East side Terminus-street to Forest Lodge Junction ... 0 48 87 15 ,, 1882 Forest Lodge Junction to St. John's road 0 31 75 15 „ 1S82 St. John's road to Pyrmont Bridge road (Forest Lodge) 0 25 25 15 „ 1882 Glebe Junction to Glebe Point (old Terminus) 0 77 60 12 Bee, 1896 Glebe Point (old Terminus) to Leichhardt-street 0 4 19

2 27 66

Forest Lodge to Lilyfield, Balmain and Birchgrove.

2 May, 1892 Forest Lodge, Pyrmort Bridge road to Barnes-street Junction, and Evans- street to Merton-street 1 40 24 Oct., 1892 Merton-street to Gladstone Park (Balmain) 1 8 24 Nov., 1902 Gladstone Park to Nicholson-street (Balmain) 0 48 14 Sept., 1903 Nicholson-street to Barling-street Wharf (Balmain) 0 7 28 Jan., 1908 Annandale (Booth-street) 0 4b; 10 April, 1909 Lilyfield (Johnson-street to Piper-street) 0 46 25 14 Nov., 1910 Union-street (Pyrmont) to Evans-street, Balmain 1 39 75 8 Aug., 1917 Barling-street, Balmain, to Wharf-road, Snail's Bay 0 49 0 22 Jan., 1924 Lily field. (Piper-street to Brennan-street) 0 7 50 15 Aug., 1925 Lilyfield (Brennan-street to Abattoirs-road) , 0 9 50

0 63 0 36

Appendix 11—continued.

METROPOLITAN TRAMWAYS—continued.

STATEMENT showing the dates of opening and length of line of the various sections of the lines—continued.

Lines Open for Traffic

Length of Street Miles. Single Track;

Drummoyne and Hyde.

29 Dec, 1902 Darling-street Junction to Parramatta River (Drummoyne) 13 June, 1910 Drummoyne to Hatton's Flat (Ryde) ^Sept.; 1914 Ryde to Ryde Railway Station '.

7 8 0

Newtown to Dulwich Hill, Earlwood, Summer Hill, Hurhtone Park, Petersham and Canterbury.

2 Oct., 1882 City-road (late Newtown-road) Junction to Newtown Bridge. 1 27 0 31 Dec.; 1881 Newtown Bridge to Marrickville (Illawarra-road) 1 69 0 14 Aug.; 1S89 Marrickville to Dulwich Hill 0 74 75 25 Jan., 1909 Addison-rc'nd 2 0 0 i Nov., 1912 Marrickville to Underclifle 1 13 0 15 Mar./ 1913 Livingstone-road to Petersham Station 0 30 50 21" Juhe, 1913 Dulwich Hill to Hurlstotre Park ft 70, 50, H Jan.,' 1915 Hurlstone Park to Summer Hill 1 40 0 2$ Sept:, 1914 Petersham Station to Norton-street. Leichhardt 0 60 0 4 July,' 1921 Hurlstone Park to Canterbury St.--.tion 0 77 0 18. Feb.; 1924 "Cp,derclifle to Earlwood '. 1 19 25 13 1 0

Forest Lo$ge Junction to Leichhardt, Balmain, Five Dock and Abbotsford.

18 June, Forest Lodge Junction to Johnson-street 1 33 0 1 M^y, Jpjmson-street to Short-street 1 1 50 LVc.l Shor^-street to Leichhardt Terminus 0, 38 70 MARION-street Junction to Five Dock 2 39, 0 Five Dock to Abbotsford 1 30 50 Leichhardt to Balmain (1st Section) 0 39, 0 '" „ ' „ (2nd Section) 0 61 50

8 3 2Q

Erskineville.

25 Jan., 1909 George-street, Sydney, to Erskineville Station 2 16 50

Newtown Bridge to Cook's River and Marrickville to Coolcs River.

... Dec, 1891, ^ewtown Bridge to St. Peters 0 63 0 1900. St. titers: to Cook's River 1 76 0 191.7 "^ictpria^ro.ad, Marrickville, to King-streer., St. Peters " 0 66 0, 1 fe> 3 45 0.

Zetland Junction to Botany.

17 May, 1882 Zetland Junction to Botany Terminus 6 39 25 7 April, 1900 Lord's-road Junction to Ascot Racecourse 0 16 90 20, Nov., 190.6, Extension of Ascot Racecourse Line 0 22 10 22 Mar., 1913 Cleveland-Street to Redfern-street, via Regent-street 0 20 0 22; "AR, •• 1913" Castlereagh-street to Elizabeth-street, via Redfern-street 0 II Q 7 29 25.

Botany Cemetery.

31 Aug., 1902 Botany Terminus Junction (Springvale) to Yarra Junction 2 46 50 2 46 50

Zetland, Rosebery, and Dowling-street Car Shed.

22 P.EC, 190^ Epveaux-street Junction to Bourke-street, Waterlog ...... 1 45 0. 3 10. 0 28 Aug!, 19Q8 ZETLAND Terminus to Todman-avenue and ppwlmg-street . 0 43 50. 6, 43 50 "1 Mar.', 1909, ZETLAND Terminus to Botany Line, via BourW-street' 0 20 0 0 20, 6 22 ,', ' 1913 Baptist-street to Elitfaheth-strcet, via Phillip-street ...... 0 25 0 6 50. i) £5. Sept., 1924 L|o\RCKE-street, Waterloo TO Crcwe-place, ^OSEBENF 0 61 25 0 79 7-5 3 34 75 5 43 2.5

Mitchell-road.

22 Jan., 1902 Raglan-street (Botany line) to St. Peters Railway Bridge 1 34 0 2 68 0 37

Appendix 11—continued.

METROPOLITAN TPVAMWAYS—continued.

STATEMENT showirig the dates of opening and length1 of line bi the various^ sebtidns bHhe luies—c^nimfe^

Lines Open for Traffic.

Length of Street Miles. Single Track.

W oollooinooloo. m; c: 1. m. c. J: 9* Aug.; 1915 College-street Junction to Wodllodihodldb .Bay, . 0l 42 ,0 17 April; 1916 Extension, Wbblldomprilob. to McQukde's PdiBt^,. tS 22 75 0 45 50 18 Aug., 1918 Further extension to Nd. 2 SUed on No. 1 Wnarf tj 15 0 d is b 0 79 75 1 64 50

College-street. 2^8 Sept.j 1927 Bbdmerang-street to Oxford-street 50 0 61

HendcYsdh-ro'ad: 25 Mar., 1967 Mite lie 11-rqad to Erskineville-road *....'.;,. tJ 31 75 3 May, 1909 Ersldncville-road to Railway Station 0 16 0

'0 47 75

Red-fern to Moore Park. 25 Aug.; 1891 Casttereagh-street to Junction with Randwick Line ... i fc1 0 25.. „ 1891 Cricket Ground Loop o 2d (i 2 Oct., i909 Castlereagh-street (City/-road) 0 64 50 15 Dec., 1909* Regent-street connection (Cleveland to Meagher streets) 0 10 0

2 20 50

Clei-etand-s'treet to Little Bay, Maroubra Bay and Racecourse Loop 12 Sept., 1900 Cleveland-street to Kensington Racecourse 1 30 0

22 Oct., 1900 Kensington Racecourse to Rifle Range Junction 1 f0 0 26 Dec., 1900" Bunrierong-road to Raiidwick Racecourse ..; 'Q 52 0' 1? . ». 1901 Rifle Range Jiiiiction to Little Bay ; 3 65 0 30 Sept., i9"07 Cleveland-street to Ascot-street (Third road in Moore Park) ... 0 70 0 6 Nov.; 1907 Dacey-avenue (Randwick-road to Dowling-street) 0 35 0 21 Mar., 1921 Maroubra Junction to Maroubra Bay 1 37 0

9 49 0

La Perouse. 11 Aug.. 1902 Little Bay to La Perouse 1 1 50 31 Jan., 1916 Extension to Coast Hospital (Flowers' Loop) 0 13 50

1 IS 0

George-street and Pyrmont. 8 Sept., 1899 Circular Quay to John-street (Pyrmont) 3 18 0 27 Mar., 19ll Quay-street Junction to Harris-street, via Quay-street and. Ultimo-road 0 24 0 4 Sept., 1922 York-street Loop (from Druitt and George streets to Market and George streets, via York-street) : d 9' d

i 8i d

Miller^ Point. 19 Aug., 1901 Fire Station (Circular Quay) to MilWs Point 0 52 75

Daceyville. i7Jan., 19l0 Botany-road to Rosebery Park Racecourse ... 0 72 0 16 Nov., 1910 Rosebery Park Racecourse Extension 0 20 0 16 Aug., 1913 Bunnerong-road to Rosebery Park Racecourse 0 66 50

1 78 50

Extension from Bridge and Phillip streets to Cirbuldr Quay. 22 Dec, 1902 From and to Phillip and Bridge streets' junction, via Bridge and Young streets^ Circular Quay, atid Phillip-street ; , 0 25 0 38

Appendix 11—continued. METROPOLITAN TRAMWAYS—continued. STATEMENT showing the dates of opening and length of line of the various sections of the.lines—continued.

Lines Open for Traffic,

Length of Street Miles. Single Track.

Pitt and Casttereagh streets and Central Railway Station. m. c. 1. m. c. I. 18 Dec, 1901 Castlcreagh and Hay streets to Pitt and Hay streets, via Castlereagh-street, Circular Quay and Pitt-street 2 49 50 2 49 50 1 Mar., 1902 Balloon Loop, Circular Quay to Port Macquarie 0 30 0 0 60 0 4 Aug., 1906 Pitt and Hay streets to Castlcreagh and Hay streets, via Central Station 0 35 50 0 35 50

3 35 0 3 65 0

Bellevue Hill. 1 Feb., 1909 Elizabeth-street to Bellevue Hill 3 57 0 7 34 0 26 1909 Bellevue Hill Line to Waverley Line, via Ocean-street 0 14 0 0 28 0 21 Dec, 1914 Bellevue Hill to Bondi Beach 1 28 0 2 56 0

5 19 0 10 38 0

Connecting Lines—Liverpool, Elizabeth, Castlcreagh, Pitt and George streets. 30 July, 1905 Elizabeth-street into Castlereagh-street, via Hay-street 0 5 0 0 5 0 18 Feb., 1906 Connecting line, Elizabeth and Pitt streets, via Bathurst-street 0 9 25 0 9 25 18 „ 1906 Connecting line, Liverpool-street to Castlereagh-street, via Liverpool-street 0 5 0 0 5 0 18 „ 1906 Double Junction, Liverpool-street into Elizabeth-street (to Railway) 0 3 50 0 7 0 18 Dec, 1901 Castlereagh-street to Gipps-street, via Hay-street and Pitt-street 0 20 50 0 30 50 6 Nov., 1916 Bent-street to Pitt-street, via Spring-street 0 10 25 0 10 25 6 Sept., 1926 Phillip-street to Bligh-street, via Bent-street 0 5 0 0 5 0 10 Jan., 1927 Georee-strcet to Pitt-street, via Hay-street 0 9 0 0 9 0 20 Feb., 1933 Goulburn-street Down to Elizabeth-street Down 0 2 0 0 2 0

0 69 50 13 0

Campbell-street Line 12 April, 1911 Castlereagh-street to Flinders-street .... 0 53 0 1 21 0

Ocean-street. 19 Sept., 1894 Erskine-strect to Ocean-street 2 38 50 4 77 0 27 Feb., 191.1 Foot of Erskine-street to Day-street .... 0 6 75 0 13 50

2 45 25 5 10 50

Rose Bay. 4 Oct., 1898 Ocean-street to Rose Bay Wharf . 1 24 0 2 46 25 10 Sept., 1900 Rose Bay Wharf to Dover-road .... 13 0 2 6 0

2 27 0 4 52 25

South Head. 11 May, 1903 Dover-road to Watson's Bay Signal Station 1 71 0 3 57 25 18 Jan., 1909 Signal Station to Watson's Bay Wharf 0 65 0 0 65 0

2 56 0 4 42 25

North Sydney. •22 May, 1886 Dind-street, Milson's Point, to Lavender street 0 31 25 0 62 50 *22 Sept.,1909 Junction and Blue streets to Miller-street, via Walker and Mount streets . 0 14 50 0 29 0 22 May,. 1886 Mount and Miller streets to Ridge-strcet 0 33 0 0 66 0 17 July, 1893 Ridge-street to Lane Cove road 0 59 60 1 39 20 25 April, 1898 Lane Cove road to Willoughby 2 44 85 5 9 70 20 Sept., 1893 Faicon-strcet Junction to Spit-road Junction 2 5 50 4 11 0 1 Mar., 1897 Spit-road Junction to Mosrnan 1 35 49 2 71 0 27 Oct., 1900 Military-road (Spit-road Junction) to The Spit 1 51 75 3 23 50 24 July, 1908 Willoughby to Chatswood 0 70 0 0 70 0 17 May, 1909 Falcon-street Junction to Suspension Bridge 0 70 25 1 60 50 *27 Sept, 1909 McMahon's Point to Blue and Miller streets 0 60 0 1 40 0 22 Mav, 1886 Blue-street to Mount-street, via Miller-street 0 8 50 0 17 0 27 Sept., 3909 Mount and Miller streets to Crow's Nest, via Lane Cove road 0 71 0 I 62 0 7 Feb., 1914 Suspension Bridge to Northbridge (Section 1) ..... 0 24 0 0 24 0 21 Mar., 1914 „ „ (Section 2) 0 59 75 0 59 75 9 Oct., 1910 Tarongc. Park (Avenue-road to New Zoological Gardens) 1 I 25 2 0 50 27 „ 1917 ,, (New Zoological Gardens to Wharf) | 0 60 75 0 60 75 13 Aug.. .1919 Raglan-strcet Junction to Military-road and Gordon-street 0 28 75 0 57 50 29 May, 1922 Gordon-street and Military-road to Balmoral Beach 1 4 50 2 9 0 20 Nov., 1923 Connection, Chatswood and Mosman Lines at Falcon and Miller streets .... 0 5 0 0 10 0 17 Dec, 1923 Military-read to Bradley's Head road, via King-Max street ." 0 10 25 0 20 50 27 Julv, 1924 Glen-street to Alfred-street, via Dind-street, Milson's Point ; 0 11 75 0 23 50 .19.Mar.. 1932 Wynyard Station to Miller and Blue street-3 (via Sydney Harbour Bridge) 2 11 25 4 18 75

19 52 94 36 45 65

* Services ofkeontinued 1,9th March, 1932-. 39'

Appendix 11—continued. METROPOLITAN TRAMWAYS—continued. STATEMENT showing the dates of opening ffnd length of line of the various sections of the linos—continued.

Lines Open lor Traffic.

Street Miles.

Gore Hill and Bums Bay road. m. c 1. 24 Feb., 1900 Lane Cove Junction to Gore Hill 1 4 0 22 Mar., 1909 Gore Hill to Burns Bay road 1 36 75

2 40 75

Cremorne Line. 18 Dec, 1911 Spoflorth-street Junction to Cremorne 1 48 0

Neutral Bay. 25 June, 1900 Neutral Bay Junction to Neutral Bay 0 74 0

Rockdale to Br ighton-U-Sands. 7 June, 1914 Rockdale Station to Brighton-Ie-Sands (Bay-strcct and Esplanade) 1 20 0 28 Mar., 1929 Bay-street to Teralba-avenue, Brighton-lc-Sands 0 29 50

1 49 50

Sutherland to Cronulla. (Services discontinued as from 2nd August, 1931. Tracks not yet removed), 12 June, 1911 Sutherland Railway Station to Cronulla 7 32 0

Ashfield to Mortlake and Cabarita Park. 3 Sept., 1891 Liverpool-road to Enfield 1 78 0 15 1899 Ashfield Station to Liverpool-road 0 12 60 1'G 1901 Enfield to Mortlake 5 30 0 31 July, 1907 Burwood-road to Cabarita Park 0 77 25

8 37 75

Kogarah to Sans Souci. 10 Sept. 1887 Kogarah to Sans Souci 4 71 0 24 Dec, 1908 Kogarah Loop 0 54 0

5 45 0

Amcliffe to Bexley. Services discontinued as from 1st January, 1927. Tracks not yet removed. 13 Oct., 1909 Arncliflo Railway Station to Bexley •. 2 4 0

57(e Spit to Manly, Harbord, Brookvale and Narrabeen. 14 Feb., 1903 East Esplanade, Manly, towards Pittwater 1 7 20 April, 1910 Curl Curl to Brookvale 2 9 9 Jan., 1911 The Spit to Manly 2 77 3 Aug., 1912 Brookvale to Collaroy Beach 3 21 8 Dec, 1913 Collaroy Beach to Narrabeen , 1 27 21 „ 1925 Harbord Junction (Queenscliff-road) to Harbord ., 0 67 25

11 48 25 16 35 75

Total 179 54 65 311 52

Sidings, Loops and Cross-overs 49 15 25 40

APPENDIX 12.

METROPOLITAN TRAMWAYS.

STATEMENT showing the Capital Cost of the various sections of the Lines at 30th June, 1933.

Lines open lor Traffic. Length, Total Cost.

m. ch. £ Railway to Bridge-street ; 1 65 118,880 Bridge-street td Circular Quay ; : 0 25 7,277 Randwick, Coogee and Little Coogee 8 76 210,102 Waverley, Bondi and .Bronte 71 211,455 Elizabeth-street tb Bellevue Hill and Bondi Beach 19 122,479 Waverley to Randwick 18 9,463 Oxford-street to Dacey-a/venue, via Crown-street and Baptist-street 9 63,058 Railway to Glebe arid Forest Lodge 27 66 53,049 Forest Lodge to Balmain, Lilyfield and Birchgrove 63 0 211,797 Glebe Junction to Newtown, Dulwich Hill, Earlwood, Summer Hill, Hurlstone Park, Petersham and Canterbury 0 278,000 Forest Lodge Junction to Leichhardt, Balmain, Five Dock and Abbotsford 8 3 20 219,661 Balmain to Drummoyne and Ryde Railway Station 7 8 0 94,630 Zetland Junction to Bdtany, Rosebery Park Racecourse and Daceyville 9 27 75 179,555 Newtown to St. Peters ahd Cook's River and Marrickville to Cook's River 3 45 0 191,759 George-street to Erskineville Station 2 16 50 66,640 Castlereagh-street to Flinders-street 0 53 0 27,694 Redfern to Moore Park : 2 20 50 46,276 College-street tb Woolloomooloo Bay and McQuade's Point : 0 79 75 19,190 Zetland, Rosebery and Dowling-street Car Shed 3 34 75 125,251 Ocean-street to Day-street . 45 25 136,737 81,663 Rose Bay, Dover-toad and Watson's Bay 5 0 184,152 George and Harris streets 3 51 0 115,833 Kensington Line to Little Bay, Maroubra Bay and Racecourse Loop 9 49 0 14,935 George-street to Miller's Point 0 52 75 169,986 Pitt and Castlereagh streets and Central Station 4 24 50 32,204 Botany-road to St. Peters Bridge and Erskineville Station 2 1 75 39,100 Little Bay to La Perouse, Springvale and Yarra Junction 3" 61 50 33,050 0 30 50 College-street Line 459,S12 24 55 69 North Sydney Lines 224,952 11 48 25 The Spit to Manly and Manly to Harbord and Narrabeen 108,437 Ashfield to Mortlake and Cabarita 8 37 75 *Arncliffe to Bexley

Kogarah to Sans Souci ;.... 5 45 0 43,129 fSutherland Railway Station to Cronulla 7 32 0 44,464 Brighton-le-Sands 1 49 50 14,983 Low Tension Feeder Cables— £ City and Suburban 275,726 Ashfield tb Mortlake and Cabarita , 16,218 North Sydney Lines 52,641 The Spit to Manly, Harbord and Narrabeen i6,372"

Brighton-le-Safids Line , 3f448 364,405

Total Mileage and Cost- 177 50 6; 4,324,058

Rolling Stock 2,406,330 Machinery .- 268,930

Workshops : ; 261;462 Furniture , 2,392 Store Advance Account 175,000 3,114,114

Totals and average coats, all charges 177 50 65 7,438,172

* Arncliffe to Bexley, 2 miles 50 chaini Services discontinued, hut track not yet removed. Capital cost written off to "Working Expenses, t Sutherland to Cronulla Line. The pasBenger service was discontinued1 from the 3rd August, 1931, and goods service from i3th February, 1932, wheh the line was c]D3ed tb traffic.

APPENDIX 13.

" ' ' METROPOLITAN TRAMWAYS.

{STATEMENT showing alterations to Tramway Capital during the year ended 30th June, 1933.

Construction of Permanent Way, Land. Stations, Total. Engineering, Ac.

£ s. d. £ s. d. £ s. d. Additions to lines, building?, &c. Or. 1,510 11 3 1,768 1 2 257 9 11 Rolling stock, electric 32,431 5 8 32,431 5 8 Overhead wiring system 1,866 1 8 1,866 1 8 Feeder cables 506 14 4 506 14 4

Cr. £1,510 11 3 36,572 2 10 35,061 11 7 APPENDIX 14.

NEWCASTLE TRAMWAYS. CAPITAL ACCOUNT as at 30tli June, 1933-

EXPENDITURE.

1st July, 1932, 1st July, 1932, Particulars. To 30th June. 1932. to Total. Particulars. To 30th June, 1932. to Total. 30th June, 1933. 30th June, 1933.

3. d. To Land 36,948 14 36,948 By Capital provided by Treasury- Permanent Way 462,429 12 462,429 General Loan Account 918,339 0 7 Cr. 50 0 0 Buildings 150,600 14 150,500 „ Payment to Treasury from Public Vehicles Fund Sicnala and Interlocking 5.751 0 5,751 in reduction of Capital Liability of New Water Supply Works 1,965 1 1,965 castle Tramways Cr. 736 12 1 Overhead Wiring 66,888 18 66,888* Rolling Stock— 918,339 0 7 Cr. 786 12. 1 917,552 8 6 Steam Stock 466 0 0 466 0 0 Capital Reserve— Electric Stock 146,068 0 0 146,068- 0 0 Contribution from Public Vehicles Fund Plant and Machinery 16;628- 18 0 16,628-18 0 (.vide Section 204 (3b) of Transport Electric, Power—Low Tension Feeders. 14,850 0 0 14,850 0- 0 Act, of 1930) 1.121 15 11 736 12 1 1,858 8 0 Lines not yet opened 16,963 16 9 Cr. 50 0- 0 16,913 16' 9

£ 919;460" 16 Cr. 50 0- 0 919,4=10' 16 £ 919,460 16 6 Cr. 50 0 0 919,410 16 6

C. H. PARKE S, Accountant. APPEND^ 15. NEWCASTLE TRAMWAYS. GENERAL. BALANCE-SHEET as at 30th June, 1933.

LIABILITIES. ASSETS. £ s.. d: £ s. d. s. d. Money held' in Trust? ,. 1 0 0 Sundry Debtors— Payments Received in" Advance 53T 0 0 Public Departments and Contractors 302. 11 1 Sundry Creditors— Outstanding Fares, etc 317" 11 10 Accrued Wages 3,746 19 3 620 2 11 Outstanding Accounts— £ s. d. Sinking Fund 11,706 0 0 Government Railways 1,065 9 10 Cash in hand or in transit 1,471 7 0 Suspense Accounts 53 12 8- Newcastle and District Transport Trust General Fund l',357 12- 10 Various 2.981 9 9 Revenue Appropriation Account 151,190 13 9 4,100 12. 3' Colonial Treasurer Temporary Advance- 73;800; 0"; 0" Interest 46,964 5 0 Exchange 19,220 0 0 139,984 5 0 147,831 16 P«i serves— • Sinking Fund Reserve 17,936 0 Fire Insurance Reserve 40 0 — 17,976 0 0

£ 166,345 16 6 £ 166,345 16 6

C. H. PARKES, Accountant. APPENDIX 16.

NEWCASTLE TRAMWAYS.

INCOME AND EXPENDITURE ACCOUNT and NET REVENUE ACCOUNT for the year ended 30th June, 1933, showing also the corresponding figures for the previous year.

Year ended 30th June- Year ended 30th June-

1933. 1932. 1931.

£ S. d. £ s. d. £ s. d. £ s. d. To Administrate ve and General Charges 2,632 9 .1 3.701 10 8 By Passengers, etc 208,151 J7,SS8 9 0 ,, Maintenance and Renewals of Way and Structures 19,327 3 4 22,049 5 2 ,, Loss on Working carried to Net Revenue Account 7,194 5 5 Maintenance and Renewals of Plant 17,805 11 3 21,236 3 U ,, Power Expenses 24,308 17 J. 27,666 4 11 Traffic Expenses 98,334 7 0 118,771 9 9 .„ Contribution to Railway Superannuation Fund 2,310 0 0 1,658 0 0 43,433 0 2

Grand Total 208,151 8 4 195,082 14 Grand Total 208,151 195,082 14 5 to Net Revenue Account.

£ s. d. £ s. d, £ s. d. £ s. d. To Loss on Working brought down 7,194 5 5 By Surplus on Working brought down 43,433 0 2 „ Interest on Loan Capital 42,100 0 0 45,100 0 0 ,, Net Deficit transferred to Revenue Appropriation Account 9,266 19 10 67,144 5 5 „ Exchange on Interest 7.600 0 0 11,620 0 0 „ Sinking Fund Contribution 3.000 0 0 3,230 0 0

Grand Total 52.700 0 0 67.144 5 5 Grand Total £ 52,700 0 0 67,144 5 5

REVENUE APPROPRIATION ACCOUNT for the year ended 30th June, 1933.

£ s. d. £ s. d To Balance from last Account 141,923 13 11 By Balance being accumulated deficit carried forward 151,190 13 9 Loss transferred from Net Revenue Account 9,266 19 10

£151,190 13 9 £151,190 13 9 43

APPENDIX 17.

NEWCASTLE TRAMWAYS.

ABSTRACT OF WORKING EXPENSES for the Years ended 30th June, 1933 and 1932.

Year ended 30th June-

1023.

Maintenance of Way and Structures— £ £ Proportion of Salaries and Expenses of Engineer and Office Staff 406 365 Maintenance of Lines, Sidings, Bridges, Buildings, etc 18,921 21,684

19,327 22,049

Maintenance and Renewals of Plant— Repairs and Renewals of Electric Cars, etc 17,643 21,338 Repairs and Renewals of Steam, Motors and Cars Cr. 1 Cr. 110 Repairs to Power Plant 164 8

17,806 21,236

Power Expenses— Wages of Locomotive Drivers, Firemen, Cleaners, and others 13 Coal, Coke, Water, and other Running Stores 193 Electrical Energy Purchased 24,309 27,460

24,309 27,666

Tragic Expenses— Proportion of Salaries and Expenses of Chief Traffic Manager and Office Staff 4,864 4,892 Wages of Motormen, Conductors, and other Traffic Employees 79,218 98,994 Cleaning and Oiling Cars 3,981 4,493 Cleaning, Watering, and Sanding Track 1,633 1,883 Ticket Check 5,587 5,316 Sundry Charges, including Stores, Uniforms, etc 2,975 3,084

98,258 118,662

Compensation— Personal Injuries, Damage to Vehicles, etc., including Legal and Medical Expenses 76 110

General Charges— Proportion of Head Office Charges 2,632 3,702 Contribution to Railway Superannuation Account. 2,310 1,658

4,942 5,360

Total 164,718 195,083

APPENDIX 18.

NEWCASTLE TRAMWAYS.

SUMMARY OF WORKING for the Years ended, 30th June, 1933-1932.

1933. 1932. Length, 34 miles 45 chains. Length of single track, 52 miles 38 chains. £ £ Total cost of Construction and Equipment.... 919,411 919,461 208,151 187,88s 164,718 195,082 42,100 45,100 7,600 x1 ±,u*1 ft 9o ft 3,000 Q 9QO 9,267 67 144 1933. 1932. Tram car miles 2,914,395 44 APPENDIX 19.

NEWCASTLE TRAMWAYS. STATEMENT showing the dates of opening and length of line of the various sections of tho Newcastle Tramways to the 30th June, 1933.

tine4 Open for Traffic.

Street Miles.

mis. chs. Iks, mis. chs. His. 31 Dec., 18^7 Perkins-street to Plattsburg 8 5 8 15 44 50 23 1893 P.erkins-street to Parnell-place 19 April, 18*94 Hannell-street to Merewether (Glebe) ; : 1 70 78 3 60 0 19 ,} 1894 Haiineil-street Junction to Hannell and Albert streets 0 45 35 0 79 35 19 . 1894 Albert-street and Maitland-road to Tighe's Hill 0 71 50 1 63 0 13 Aug.; 1900 Belfdrd-rdad to Glebe-road, Adamstown 1 3 0 2 1 0

14 Jan;i 1601 Tighe's Hill to Mayfield 0 76 69 1 71 80 3 Nov., 19;D2 Darby and. Hunter-streets Junction to Patrick-street, Merewether 1 11 24 2 22 48 21 Sept., 1903 Mitchell-street to Merewether Beach, Newcastle 1 13 41 2 24 82 27 April; 1907 Adamstown Junction to the Newcastle Racecourse i 16 0 1 56 0 19 f)ec, 1910 Plattsburg to West Wallsend -. 7 40 0 7 4b 0* 15 Jan., 1912 Wallsend to Spoors'.Point 3 25 50 3 25 50* •23 Sept.} 1912 Hannell-street and Albert-street to Carrington 1 18 0 1 65 50 20 July, 1914 Wiekham to Maryville 0 60 0 0 71 50 20 Jan.; 1915 Broadmeadow to Waratah 2 23 75 3 9 25 18 Dec, 1916 Maryville to Steelworks 1 20 0 1 55 0 13 Dec, 1923 Tudor-street to Ivy-street, via Maitland-road 0 43 0 1 ,6 0 17 1923 Scott-street to Crown-street, via Telford and Hunter streets 0 49 0 0 49 0 2 Nov., 1924 Parnell-place to Telford-street, via Shorthand Park 0 13 0 0 13 0

Total 34 45 30 52 37 70

Sidings, Loops and Cross-overs 7 36 75

Passenger services discontinued as from 2nd November, 1930.

APPENDIX 20.

NEWCASTLE TRAMWAYS. STATEMENT showing the Capital Cost of the Tramways at the 30th June, 1933.

Average Cost Length. Total bust. per mile.

mis; chs: Iks. £ 34 45 30* 19";514 £ Railing Stock 146,534^1 o74,50"9' Machinery 16,629 { 7,085 Low Terisfdh Feeder Cables and Overhead f 244,902 34 45 30 919,411 26,599

APPENDIX 21.

STATEMENT of Passengers carried —Tramways.

Metropolitan Tramways. 1932. 1933.

226,932,236 226,979,751 24,044,144 24,720,990 Manly-Narrabceh, HarborS; Mailly-The' Sfrit {ElectHcj 5;l88;3*47 . 5,475,283 7,084,675 7.367*055 1,831,025 1,673,993 2,086,464 2,174,683 44;beii 8,343,974 2,143,138" 276,735;72'9 ^69;354,0'88'

Newcastle Tramways. l9'32.

Newcastle (Steam and Electric)| 17,497^934 18,994,387

286,852,022 295,730,116

: /,•- - , • . ~ - 46

APPENDIX 22.

MAL^EJfANCE AND IMPROVEMENTS 0,F TRAMV7AY TRACKS, ETC.

Particulars. Miles. Chains. Links.

Metropolitan Tramways— Relaying . 27 25, Reconditioning, including Reballasting, and Resurfacing. 15 50 Junc'tions, Renew 39, 25 Curves; Relaid 10 ... J3u|yes) Rerailed '. 20 75

Newppsfye Tramways— Curves, Rerailed 3 . 75

APPENDIX 23.

COMPARATIVE STATEMENT showing particulars of Tramway Accidents, Metropolitan and Nevf castle, and Compensation Paid for. f^ye years, 19J28-32.

Per cent of Fatal Com pensatien Year. Accidents. Compensation Acci^cnt^. ' '"Paid. to Kevenup.

£ 1920 5,219 30 15,156 6s. 9d. = "30 % 1930 4.438 29 17,269 8s. 10d. = -44 % 1931 ; 3,743 24 8,537 5^. 8d. = -28 % 1932 3,303 30 10,432 0a. 4d. = -31 %' 1933 3,552 30 10,548. 0s. 5d. -32 %

APPENDIX 24.

STATEMENT SHOWING WORK PERFORMED BY THE MEDICAL SECTION ON BEHALF OF THE COMMIS* SIONER FOR ROAD TRANSPORT. AND TRAMWAYS—YEAR ENDING 30TH JUNE, 1933, COMPARED WITH YEAR EftDXNP 30^' JUNE,' 19.32.'

Year ended 30th June, 1032.

Examinations at Office— Cases of Illness or Injury sustained Off Duty 1,249 Cases of Injury on Duty 2,453 Applicants for Holidays, Change pf D/ity, etc. 322 Applicants fpr. Employment , 295 Periodical Eye-sight Examinations "53 Retrenched Hands 76

Cases Reported and Bgalt With— Cases of- Illness dr. Injury sustained Off D,uty. Cases oi Injury on Duty 717

Claim Cases— Examined, Reported on, Attendance at Court, etc 5.3 Health Matters ......

Medical Accounts— Number dealt with 92

Totals . 0,948

APPENDIX 25. INSTRUCTIONAL WORK OF RAILWAY AND. TRAMWAY AMBULANCE. CORPS,

Year ended mi) June— •

Particulars, Increase. Decrease. WJ}2. 1033.

Classes Conducted 26 27 1 New Members admitted by Examination 144 105 ... "39 Efficiency Members qualified 'for Awards ..... 540 55,6 16 ... Total Number Passed^ '. 684 661 23 Number of Fully equipped Ambulance Boxes 7$ 74 4 ... Number of Stretchers' . 53 53 ...... 46

APPENDIX 26. NEW SOUTH WALES GOVERNMENT RAILWAYS AND TRAMWAYS SUPERANNUATION ACCOUNT. Statement showing Receipts and Payments on the New" South Wales Government Railways and Tramways Superannuation Account in respect of employees of the Department of Road Transport and Tramways only, who are covered by the Account, and the deficiency for the year ended 30th June, 1933, met from the Funds controlled by the Commissioner for Road Transport and Tramways. A statement showing the total Receipts and Payments on'the Account and other information covering both the Railway Department and the Department of Road Transport and Tramways is published in the Annual Report of the Commissioner for Railways. Receipts. £ s. d. 1£ per cent, deductions from—Wages • 23,609 17 7 Salaries 3,355 15 9 Proceeds of insurance policies 1,425 4 8 Lump sums paid in discharge of liability 31 12 2 Repayment of refunds and gratuities by1 re-employed officers 93 14 8 Unclaimed pensions repaid to Account 34 17 7 Refund of amounts overpaid on account of re-employed and deceased officers 11 9 1 Total £28,582 11 6

Payments. Superannuation allowances—Section 113 57,039 19 7 Gratuities 3,027 14 2 Refunds *. 5,475 12 1 Insurance Premiums 816 10 1 Proceeds of insurance policies 419 8 2 Medical fees 6 6 0 Total • £66,785 10 1

Summary. Total payments of pensions, gratuities, etc 66,785 10 1 Total receipts from employees 28,582 11 6 Deficiency for year representing contributions payable from Departmental Funds :—• £ s. d. Metropolitan Transport Trust General Fund 35,296 4 3 Newcastle and District Transport Trust General Fund 2,326 14 4* Road Transport and Traffic Fund 580 0 0 . 38,202 18 7

* The amount charged to the Income and Expenditure Account, Newcastle and District Transport Trust General Fund in the year ended 30th .Tune. 1933. was £2,310, the difference oF £16 14s. 4d. having been charged to that Fund in the previous year.

APPENDIX 27. CERTIFICATE RESPECTING STORES. I hereby certify that the stock of stores held by the Commissioner for Railways to supply the requirements of the Commissioner for Road.Transport and Tramways has been carefully and systematically inspected during the year, and I estimate its value as on the 30th June, 1933, as £108,592 6s. 6d., viz!. :— Metropolitan Transport Trust £104,676 12 10 Newcastle Transport Trust £3,915 13 8 as per details which I append.

For Department, of Road Transport and Tramways. Location of Stores.

Percentage. Value.

Metropolitan Transport Trust. £ s. d. District Store, Randwick Various. 32,308 13 1 Metropolitan Car Sheds 100 4,046 7 2 Wolli Creek (Way and Works Depot) 100 18,046 15 7 Geneiai Store, Eveleigh 1,465 11 9 Signal Store, Chullora 522 5 4 Workshops, large coal 100 17 14 6 Kogarah-Sans Souci, large coal 100 503 19 1 57,511 6 6 Leichhardt—For Overhead wiring Various. 5,315 1 9 Do Cables and wires ,» 0,446 4 1 Do Miscellaneous items >, 409 6 8 Do For Power Stations 331- 5,465 19 1 Ultimo and White Bay Power Stations, miscellaneous items 33 i- 6,030 17 11 23,667 10 0 Ultimo and White Bay Power Stations, small coal 33?, 4,470 5 1 Enfield Reset ve Stock 33J 14,031 10 5 18,501 15 6 Sub-station, Prince Alfred 42£ 4,469 15 5 Do City 60 81 10 2 Do Leichhardt .., 100 - 444 15 3 4,996 0 10 Total £104,676 12 10

Neivcastle Transport Trust Way and Works depot, Ivy-street, Hamilton 100 2,055 11 Gordon-avenue Car Shed 100 666 0 Distiict Store. Newcastle 166 10 Zarra-street Power Station, small coal 10 215 3 Do do miscellaneous items 10 566 16 Electrical Store, Hamilton Various. 245 11 Total 3,915 13 8 Grand Total £108,592 6 6

W. B. HUDSON; Comptroller of Stores. 47

Appendix 23.

DEPARTMENTAL MOTOR OMNIBUS SERVICES.

CATTTA!, ACCOUNT AS AT 30TH JUNE, 1933.

Expenditure. Receipts.

£ s. d. £ s. d. To Land and Buildings 14,954 13 4 By Capital provided bv Treasure 60,000 0 0 „ Omnibuses 43,996 2 11 „ Plant and Maehincr v 7,374 17 2

£66,325 13 5 Less Depreciation written oft ... . 4 985 2 0 Balance 3,340 11 5

£61,340 11 5 £61,340 11 5

Appsndix 29.

DEPARTMENTAL MOTOR OMNIBUS SERVICES.

GENERAL BALANCE-SHEET AS AT 30m JUNE, 1933.

iii tie?

£ s. d. £ s. d. Sundry Creditors— Balance from Capital Account 1,340 11 Payments in Advance— Storc.3 and material on hand 5,127 19 4 Miscellaneous Earnings .. 110 0 0 Goods in course of manufacture 340 2 11 Accrued Salaries and Wage; ..2,933 7 2 5,468 2 3 Outstanding Ac­ Sundry Debtors— counts— £ s. d. Public Dsparfcmsnts and Contractors 21 15 3 Various 7,674 7 7 Outstanding Fares, etc 35 12 0 Suspense Ac­ 57 7 3 count* ... 0 5 0 Metropolitan Transport Trust General 7,674 12 7 Fund 4,600 16 10,687 19 9 Cash in hand and in transit 735 7 Revenue Appropriation Account 1,514 4 10

£12,202 4 7 £12,202 4 7

Appendix 30.

DEPARTMENTAL MOTOR OMNIBUS SERVICES.

INCOME AN» EXPENDITURE ACOOUJTT AND NET REVEXUB ACCOUNT fqr the psiiod 25th Dacember, 1933% to 30th June, 1933.

25th December, 25th December, 1932, to 1932, to 30th June, 1933. 30th June, 1933.

£ s. d. £ s. d. To Administrative and General Charges 3,846 11 t> By Passengers, etc. 50,865 10 2 „ Traffic Expenses 32,121 18 8 „ Repairs and Maintenance of Omnibuses and Equipment 4.087 0 1 „ Hire of Omnibuses 2,068 13 5 ,, Service License Fees 1,500 0 0 „ Depreciation on Omnibuses, Plant,Equipment and Buildings 4,985 2 0 „ Suplus on working carried to Net Revenue Account 2,256 4 10

GRAND TOTAL £ 50,865 10 2 GRAND TOTAL £ 50,865 10 2

NET REVEN IE ACCOUNT. £ s. d. £ s. d. 742 0 0 2,256 4 10 ,, Net Profit transferred to Revenue Appropria­ tion Account 1,514 4 10

GRAXO TOTAL £ 2,256 4 10 2,256 4 10

REVENUE ATTROITIIATIOX AC COUNT for the per od 25th December, 1932, to 30th June, 1933. £ s. d. £ s. d. To Balance, being Profit carried forward 1,514 4 10 By Profit transferred from Net Revenue Account 1,514 4 10

C. H. PARKER, Accountant. 48

APPENDIX 31.

DEPARTMENTAL OMNIBUS SERVICES.

SUMMARY of Purchases of Omnibuses, Plant, Equipment and Stores,.

Plant, Equipment, Omnibuses. Land and Buildings. Total. and Stores.

£ s. d. £ s. d. £ s. d. £ s. d.

46,718 7 0 12,884 14 6 16,120 0 0 75,723 1 6 2,042 10 0 9 5 0 2,051 .,15 p

Net at 31st October, 1933 (165 Omnibuses)...£ 44,675 17 0 12,875 9 6 16,120 0 0 73,671 6 6

APPENDIX 32,

OREBATIONS of Departmental Omnibus Services during the period between 25th December, 1932, and 30th June, 1933.

Date of Route Name of Present Service. commencement Remarks. No. or alteration.

144 Manly Wharf—St. Leonards, via 25 Dec, 1932 Service established between Manly W'harf and Cremorne Junction. Cremorne Junction. 19 Feb., 1933 Extended to junction of Waters and Military roads, via Macpher­ son-street, Gererd-street, and Benelong-road. 19 Mar., 1983 Waters-road portion discontinued and service operate^ between Manly Wharf and Cremorne Junction. 26 ,, 1933 Extended to St. Leonards Station on Sundays only. 1 Apr., 1933 Extended to St. Leonards Station daily. 7 May, 1933 Diverted via Woodlands-street, Manly.

142 Manly Wharf—Narrabeen Penin­ 31 Dec, 1632 Original service between Manly Wharf and Narrabeen Peninsula, sula. via Pittwater-road. 9 Apr., 1933 Diverted via Queenscliff.

59 Concord West—York-street, City 27 Jan., 1933 Service established between Central Concord to York-street, City. 2 Apr., 1S33 Extended to Concord West (Killoola-street).

30 Bondi Junction— Central Rail­ 8 Mar., 1933 Service established, via West Bellevue Hill and King's Cross. way Station, via West Bellevue Hill 230 Rose Bay North—Central Rail­ 12 Mar., 1933, Original service between South Head Cemetery and Central way Station, via Bondi Junc- Railway Station. t ion. 21 May, 1933 Service between Kimberley-street and South Head Cemetery discontinued, but was included in Route, No. 66, Watson's Bay—Bondi Junction, via Rose Bay Heights.

66 Watson's Bay—Bondi Junction, 26 Mar., 1933 Service established between Rose Bay Heights and Bondi vja Ro're Bay Height:;. Junction. 21 May, 1933 Extended to Watson's Bay.

05 Ashjjury—Central Railway 9 Apr,, 1933 Original service plied via Petersham Station. Station. 18 June, 1P33 Diverted via'Prospect-road, Smith and Lackey streets, Summer Hill-

88 Enfield (The Broadway)—Central 9 Apr., 1933 Original service via Mina Rosa and Portland streets, to, Arthur- Railway Slafion, street. 28 May, 1933 Diverted via Liverpool-road and Austin-avenue to. Arthur-street. 18 June, 1933 Diverted via Croydon-ayenue to Arthur-street.

236 Musgravc-sfcrcet Wharf-- Medusa- 8 Mny, 1933 Service originally operated as Routes Nos. 156 and 23.6. Taken street and Balmoral. oyer by Department and combined.

90 Drummoyne—Campsie, via Five 23 Apr., 1933 Service taken oyer by Department. Dock. '

137 Manly Wharf—New-street, Bal- 7 May, 1933 Service operating between Manly Wharf and Condamine-street, gowlah. taken'over by Department and extended to New-street.

159 Bondi Junction—Central Rail­ 14 May, 1933 Original service operated between North B.oju.di and .Central way Station, via East Bellevue Railway Station. Sill. 19 June, 1933 Diverted to Bondi Junction, via Birriga-road.

227 Wats.on'3 Bay—Central Railway 21 May, 1933 Service established to Central Railway Station, via King's Cross. Station.

9,4 Annandale—Rookwood Cemetery 28 May, 1933 Original service via StrathSeld Station. 25 June, 1933 Diverted, via Parramatta-road.

136 Manly Wharf—Dec Wilv Beach ?? Mav> \W Private service discontinued on 27th May, 1933, owing to lack of patronage. Major portion of route served by Departmental service. 160 Murriverie-road, North Bondi— 18 June, 1933 Taken over by the Department. Bondi Junction. 49

APPENDIX 88.

DEPARTMENTAL MOTOR OMNIBUS SERVICES.

STATEMENT showing, in respect of each Service, Date of Commencement, Length of Route, Earnings, number of passenger3 carried, average fare per passenger, omnibus mileage and the earnings per omnibus mile, 25th December, 1932, to 30th June, 1933.

Date of Length No. of Average Onralbus Passengers Fare per Service, Commence­ of Earnings. Mileage. ment. Houte, Carried. Passenger.

1932. m. ch. £ d. d. Manly Wharf-Cremorne Junction and St. Leonards Station 25 Dec. ... 7 73 8,667 265,217 7-93 115,869 17-95 Manly Wharf-Najrabeen 31 Dec. ... 8 3,801 122,261 7-46 93,312 9-78 1933. Concord West (Killoola-stieet)-York-street, City 27 Jan. .,, 10 15£ 12,692 602,169 5-06 176,531 17-25 Central Railway Station-Bondi Junction via West Bellevue Hill 8 March ... 5 22 5,529 387,886 3-42 85,830 16-46 Central Railway Station-Rose Bay North... 12 March ... 6 67 7,233 459,822 3-77 125*397 13-84 Watson's Bay-Bondi Junction via Rose Bay Heights 26 March ... 5 61* 522 44,704 2-80 13,846 9-05 Ashbury-Central Railway Station 9 April ... 6 72 1,812 97,772 4-45 46,892 9-28 Enfield-Centrai Railway Station 9 April ... 7 75 3,710 162,314 5-49 62,205 14-32 Musgrave-sti eet Wharf-Balmoral and Medusa-street 19 April ... 3 75 992 87,720 2-71 20,164 11-81 Druromoyne-Campsie via Eive Dock 23 April ... 5 60 2,010 155,266 3-11 27,771 17-37 Manly Wharf-New-street, Balgowlah ... 2 20 367 28,458 3-09 6,122 14-38 Central Railway Station—Bondi Junction via East Bellevue Hill 14 May 6 79 1,111 71,868 371 22,111 12-06 Watson's Bay-Central Railway Station 21 May 7 42 1,461 79,750 4-39 22,037 15-91 Johnston-street, Annandale-Rookwood Cemetery 28 Mav 7 2 49 2,358 503 881 13-48 Manly Wharf-Dee Why Beach 28 May 5 22 264 13,639 4=65 6,922 9d6 Murriveiie-road, North Bondi-Bondi Junction via Six Ways .18 June ... 2 34£ 267 27,468 2-33 4,903 13-08 Special Services 378 16,814 5-39 4,490 20-18

TOTALS—All Services 99 77 60,865 2,625,486 4-65 835,283 14*61

SUMMARY—ALL SERVICES. Number of passengers carried ... 2,625,486 Omnibus mileage 835,283 Total earnings £50,865 Earnings per omnibus mile 14-61d. Average fare per passenger 4-65d. Total working expenses . ; • • £48,609 Working expenses per omnibus mile 13-96d.

APPENDIX 34.

DEPARTMENTAL MOTOK OMNIBUS SERVICES.

ABSTRACT O# WORKING EXPENSES; 25th December, 1932, to 30th June, 1933,' , ,— , . ^-3 Administrative and General Charges— * s. d Salaries f. . 2,373 14 11 Insurance, Printing, Advertising, etc ,.. 1,472 16 3 £3,846 11 2

Traffic Expenses—• -r

Wages of Drivers and Conductors and travelling expenses,,..;iiJii 17,415 15 10 Ticket Check 457 8 6 Petrol and Oil ; 9»924 10 5 Tyres and Tubes „ * 1,746 13 0 Conductors' Clothing and Equipment 600 0 10 Printing Cash Fare Tickets and Destination Signs 325 2 11 Rent of Premises ', *45 12 9 Alterations to Premises -. 89 7 3 Cleaning and Greasing Buses , , , 1,417 7 2

£32,121 18 8

Repairs and Maintenance of Omnibuses and Equipment .„„-...... I.R...... 4,087 0 1

Hire of Omnibuses ; '.../. 2,068 13 5 Service License Fees ...... 1»600 0 ^

Depreciation on Omnibuses, Plant, Equipment and Buildings „. ;.. 4,985 2 0

GRASD TOTAL £48,609 5 4

•22429—0 .50

APPENDIX bo.

OPERATIONS OE PRIVATELY-OWNED MOTOR OMNIBUSES IN THE METROPOLITAN TRANSPORT DISTRICT FOR THE TWELVE MONTHS ENDED 30T.II JUNE, 1933.

Number Number Number Number of Particuiars. of Routes of Services of Omnibuses operated. operated. Licenses. engaged.

Current at 1st July, 1932 ... 160 161 117 307 Alterations in the number of routes, services, licenses J Additional for year 4 4 3 33 and omnibuses. j Terminations for year 18 18 10 59 Current at 30th June, 1933... 146 147 110 281

ADDITIONAL SERVICES.

Koute Date of Name of Service. Remarks. No. Commencement.

48 Waterfall Railway Station—The 12 July, 1932 Tin's service had been operated by Mrs. Stork for many years, Sanatorium and Woronora but it was not classed as an omnibus service in accordance Dam. with the Transport Act, 1930, until 12th July, 1933. 51 Helensburgh Railway Station— 11 Aug., 1932 This service had been operated by Mr. J. Wilkinson for some Helensburgh Township. years, but it was not classified as an omnibus service in accordance with the Transport Act, 1930, until 11th August, 1932. 104 Hornsby Station—East Hornsby 24 ,, 1932

211 15 Feb., 1933 This service has been operated for some years by Mr. W. J. S. Bale, but was not classed as an omnibus service in accordance with the Transport Act, 1930, until 15th February, 1933.

SERVICES DISCONTINUED.

Koute Date No. Name of Service. discontinued. Remarks.

16 Mar., 1933 Portion of service between Bor.di Junction and EdgcclifTe Post 5 Rose Bay—Edgeclitfe Post Office discontinued. Office via Bondi Junction. « The Bondi Junction—Rose Bay section of tins route is now served 17 June, 1933 by the Departmental omnibus service on Route 159, Bondi Junction—Central Railway Station via East Bellevue Hill.

6 Rose Bay Heights—Dover and The Rose Bay Heights section of this route between Old South Head road and Dover-road is covered by the Departmental New South Head roads. 15 Mar., 1933 cervice between Watson's Bay and Bondi Junction, Route No. 66. 29 Double Bay—Bondi Junction via This route is now served by the Departmental service on Route No. 30, Bondi Junction—Central Railway Station via West Bellevue Hill. 17 June, 1933 Bellevue Hill. 155 Bondi Junction—Murrivcrie-road This route now served by the Departmental service on Route 17 „ 1933 No. 160, Murriveric-road—Bondi Junction. 210 Watson's Bay—Bondi Junction This route now served by the Departmental service on Route via Rose Bay North. 20 May, 1933 No. 230, Rose Bay North—Central Railway Station via Bondi Junction. 53 Camden—Campbelltown 11 Jan., 1933 Discontinued owing to inability to meet financial obligations.

90 Drummoyne—Campsie via Five 23 April, 1933 Merged in Departmental services. Dock. 120 Leichhardt—Ashfield Railway 31 May, 1933 Discontinued owing to lack of patronage. Station. 123 Hurlstone Park—Croydon Park 30 April, 1933 Discontinued owing to lack of patronage. via Ashbury. 136 27 May, 1933 Discontinued owing to lack of patronage. Major portion of road now served by Departmental services on Route No. 136, Manly Wharf to Dee Why. 137 Manly Wharf—Condamine-street 6 May, 1933 Merged in Departmental services and extended to New-street, Balgowlah. 156 Musgrave-street Wharf—Military 6 May, 1933 Merged in Departmental services—combined with Route No. 236, road, Mosman. Musgrave-street Wharf—Medusa-street and Balmoral.

160 Bondi Junction—North Bondi 17 June, 1933 Merged in Departmental services. Now operated as Routo (Wairoa-avenue) via O'Brien- No. 160, Murriverie-road—Bondi Junction. street. 176 Old Toongabbie—Great Western 1 Aug., 1932 Discontinued owing to lack of patronage. and Bridge roads. 207 Mascot Aerodrome—Mascot Post 4 Nov., 1932 Discontinued owing to lack of patronage. Office. 217 13 May, 1933 Combined with Route No. 214, Strathfield Station to Ada-avenue and Elsie-street.

Tambourine Bay (Riverview Col­ Discontinued owing to lack of patronage. Three trips daily 228 lege)—Artarmon Station. 10 Mar., 1933 between Riverview College and Artarmon Station for con­ veyance of school children operated by omnibus on Routo No. 224, Tambourine Bay to Northwood Wharf.

Mosman (Medusa-street)—Bal­ Merged in Departmental services. 236 moral Heights. 19 April, 1933 51

APPENDIX 35—continued.

EXTENSION OF SERVICES. lloutc Name of Service. Extended to— Proprietor. Remaiks. No.

43 Canterbury Station—Beamish-st., Campsie Station and Sharp-street... United Motors, Ltd. ... and Canterbury-road, Campsie.

47 Willoughby Park—Erench's-road Chatswood Railway Station and E. W. Garner Now competitive. Northbridge.

64 Kogarah—Garnet-road, Miranda... C. Collins

67 McMahon's Point—Crow's Nest F. Rohrs (David-street).

82 Epping Station Bay-road Church-street and Pennant Hills E. Miles road.

99 Greenwich—St. Leonards Station Crow's Nest between hours— Mrs. J. B. Hollelcy ... Mondays to Fridays:—10 a.m. to 4 p.m.; Saturdays :—10 a.m. to 2 p.m. Later extended to all times with restrictions.

102 Lidcombe Station—Rochester-st., Homebush Station G. R. Sinclair. Homebush,

U4 Miranda (Garnet-road)—Hurst- Miranda and Yowie Bay • Blakesley Bus Company ville. 222 Sydenham St-ation—Eive Ways, Dulwich Hill Tram Terminus Dulwich Hill.

APPENDIX 36.

STATEMENT showing charges paid under the State Transport (Co-ordination) Act, 1931, in respect of the operations of competitive motor omnibus services in the Metropolitan Transport Districts during the twelve months ended 30th June, 1933.

Charges Paid. Date of Koute Commencement Date Service Name of Service. Between 2nd Between 1st Between 2nd No. of Competitive Discontinued. Operations, November. 1931 Julv, 1932, November.1931, and 30th June, and 39th June, and 30th June, 1932. 1933. 1933.

£ s. d. £ s. d. £ . s. d. Hursfcville—Cronulla 2 Nov 1931 3 Apr., 1933* 329 0 0 1,298 0 0 1,627 0 0 Pyrmont—York-street 2 Nov. 1931 Running 2,074 0 0 2,977 0 0 5,051 0 0 Willoughby Park—Chatswood.. 22 May 1933 6 0 0 6 0 0 Chatswood—Asquith 2 Nov., 1931 364 0 0 512 0 0 876 0 0 Campbelltown—Camden 2 Nov., 1931 24 Dec., 1931 80 0 0 109 0 0 189 0 0 Musgrave-street—Military-road 16 Jan 1933 6 May, 1933 29 0 0 29 0 0 Parramatta—Baulkham Hills .. 1 Feb 1932 15 May, 1933* 739 0 0 1,573 0 0 2,312 0 0

* Services still running, but charges lifted.

APPENDIX 37.

METROPOLITAN TRANSPORT DISTRICT. PRIVATELY-OWNED MOTOR OMNIBUS OPERATIONS for the Year ended 30th June, 1933.

Value of Period. Omnibuses, Total Total J Net Net Omnibus Passengers plant and Revenue. Expenditure, j Prolit, Loss. Mileage. carried. equipment. I

£ £ £ £ £ Year ended 30th June, 1929 568,727 1,446,876 1,293,437 153,439 16,911,793 89,845,001 Year ended 30th June, 1930 618,035 1,540,455 1,398,120 142,335 19,927,783 94,481,982 Year ended 30th June, 1931 486,797 1,357,505 1,352,649 . 4,856 19,548,162 92,125,207 211,447 624,102 668,117 44,015 11,012,921 43,544,551

Quarter ended 30th September, 1932 ... 211,339 89,447 98,84] 9,394 1,982,514 6,989,572 195,477 98,537 102,212 3,675 2,039,515. 7,833,181 Quarter ended 31st March, 1933 182,890 96,627 99,607 ... 2,980 2,060,110 7,561,775 Quarter ended 30th June, 1933 151,573 84,025 87,302 3,277 1,978,701 6,619,998 Year ended 30th June, 1933 ... £ 151,573 368,636 387,962 ... 19,326 8,060,840 29,004,526

1* 52

APPENDIX $8.

OPERATIONS OF PRIVATELY-OWNED MOTOR OMNIBUSES IN THE METROPOLITAN TRANSPORT DISTRICT for the year ended 30th ;Tiine, 1933. Total number Of registered omhibvises in service at 30th June, 1933 235 Licensed carrying capacity ;.. 5,628 Total number of registered omnibuses in reserve at 30th June, 1933 i 46 Licensed carrying capacity 1,152

281 6,780

Total book value of registered omnibuses at 30th June, 1933 £85,6l5 Total book value of other plant and equipment at 30th June, 1933 £65,958 Total book value of assets at 30th Juno, 1933 £151,573 Total number of passengers carried for the year ended 30th June, 1933 29,004,526 Total number of omnibus miles run during the year ended 30th June, 1933 ; i 8,060,840

Total revenue for the year ended 30th June, 1933 : £368,636 Total expenditure for the year ended 30th June, 1933 £387,662 Excess of expenditure over revenue , £19,326 Average revenue per passenger , 3'05d. Average expenditure per passenger 3-21d. Average revenue per mile ; 10*975d. Average expenditure per mile ll'551d. Ratio of expenditure to revenue 105-242% Ratio of loss to total value of assets 12'75% Capital expenditure during the year ; £16,833 Number of employees at 1st July, 1932 619 Number of employees at 30th June, 1933 , 563 These figures have been compiled from data supplied by Owners in returns furnished under the Transport Act, 1930.

APPENDIX 39. OPERATIONS of Privately-owned Motor Omnibuses in the Newcastle and District Transport District for the twelve norths ended 30th June, 1933. - .... ADDITIONAL SERVICE.

Bate of Name of Service. Remarks. Commencement.

29 Nov., 1932 Previously operating as an unlicensed service.

SERVICES DISCONTINUED.

Date of Name of Service. Remarks. Termination.

Mayneld West—Wdrtttah ....: :.. 21 July, 1932 Discontinued fty reason of insufficient patronage. North Lfrmbton— 2 Oct., 1932 (6) Beauffibnt-~street 31 Doc, 1932 Mftckie-avenue, New Lambton—Bank 25 Feb., 1933 j> » U

EXTENSIONS BE ROUTES.

Naiiib of Setvic Extended to— Date Extended. REMARKS

Tighe's Hi 11—Estell-street, Tourlo-st., Mayfield 6 Nov., 1932 Extended tb provide facilities in Mayfield West Area. Mayfield. West. Broadmeadow—Queen's rd., Bar Beach 17 Dec, 1932 Extended on Saturdays, Sundays and Holidays only, New Lambton. to provide inter-suburban service and facilities to Bar Beach. Broadmeadow—Mackie ave., Bar Beach 17 Dec, 1932 Extended on Saturdays, Sundays and Holidays only, New Lambton. to provide inter-suburban service and facilities to

A. Bar Beach. Service later discontinued. Merewether Beach-Hamilton Hamilton North 19 Feb., 1933" Extended to provide facilities in Hamilton North area, Station. by reason of discontinuance of another service. Broadmeadow—Queen's rd Bar Beach 6 Mar., 1933 Extended to provide facilities on withdrawal of New Lambton. another service on Saturdays, Sundays and Holi­ days...... Bullahdelah—Mayflfeia Watt-st., Newcastle 5 June, 1933 Extended to obviate changing by long-distance passengers. Bullahdelah—Bank Cornet Watt-st., Newcastle 5 June, 1933 Ex&nded to obviate changing by long distance p^kBsehgers. Tea Gardens—Bank Corner Watt-st., Newcastle 5 June, 1933 Extended to obvmte changing by long distance passengers.

RESECTIONS OE ROUTES.

Name of Service. Restricted td— Ijatfe Restricted. Remarks,

North Lambtori—Batik dor- Seauth oh t-street, 2 Oct., \M Since tiiscdhtinued. her. Mackie-avenue, New liamb- H Dec., 1G32 Saturday afternoons, Sundays and Holidays only, due tori—Bank Cornet. to extension to Bar Beach. Since discontinued. Queen'B road, New Lambton 6 Mar., 1933 Saturday afternoons,, Sundays and Holidays extended —Bank Corrief. tb Bar Beach. Also deviated via Mackie-avenue, -4ue-to withdrawal-of another service: ' 53

APPENDIX 40.

STATEMENT showing Charges paid under the State Transport (Go-ordinalion) Act, 1931, in respect of the operations of competitive motor omnibus services in the Newcastle Transport District during the twelve months ended 30th June, 1933.

d ChargeB Paid. S3 Data of 4> Hamo of Service. commencement Date Service *J of competitive discontinued. Between Between Between 3 operations. 2-11-31 and 1-7-32 and 2-11-81 and o 30-6-32. 30-6-33. 30-6-33. (A

£ S. d. £ S. d. £ s d. Bullahdelah-NeWcastle Railway Station... 4 June, 1933 10 0 1 0 0 "i 1 Mar., 1932 24th Dec, 1932 57 0 0 34 0 0 91 0 0 Bullahdelah-Newcastle Railway Station... 7 Mar., 1932 1 0 0 3 0 0 4 0 0 Tea Gardens-Newcastio Railway Station... 7 Mar., 1932 2 0 0 2 0 0

16 20 Dec, 1931 25th Feb., 1933 t 246 0 0 219 0 0 465 0 0

APPENDIX 41.

NEWCASTLE TRANSPORT DISTRICT.

PRIVATELY OWNED MOTOE OMNIBUS OPERATIONS for Year ended 30th June, 1933.

Value of Omnibuses, Total Totni Net Net Omnitnis .Passengers Period. Plant and Revenue. Expenditure. Profit. LOSS. Mileage. Carried. Equipment.

£ £ £ £ £ Miles. No. Year ended 30th June, 1931 76,448 140,110 139,914 196 3,113,477 8.248,CC0 Year ended 30th June, 1932 35,984 6S,270 78.225 9,955 1,915,747 3,758,928

Quarter ended 30th September, 1932 30,380 11,342 12,710 1,368 338,365 580,159 Quarter ended 31sfc December, li)32 , 27,084 13,157 15,338 2,181 358,260 675,328 Quarter ended 31st March, 1933 .... 24,887 12,896 13,528 632 358,992 679,544 Quarter ended 30th June, 1933 23,575 11,533 11,774 241 335,340 644,681

Year ended 30th June, 1933 .... 23,575 48,928 53,350 4,422 1,390,957 2,579,712

APPENDIX 42.

OPERATIONS OF PRIVATELY-OWNED MOTOR OMNIBUSES IN THE NEWCASTLE TRANSPORT DISTRICT - for tho Year ended 30th June, 1933.

Total number1 of registered omnibuses in service at 30th June, 1933 45 Licensed carrying capacity : ,, ; , 1,094 Total number of registered omnibuses in reserve at 30th June, 1933 7

Licensed carrying capacity .„ ttliti 137

52 1,231

Total book value of registered omnibuses at 30th June, 1933 -. £16,859 Total book value of other plant and equipment at 3dtn June, 1933 6,716 Total book value of assets at 30th June, 1933 ...... = £23,575

Total number of passengers carried for the year ended 30th June, 1933 2,579,712 Total number of omnibus miles run during the year ended 30th June, 1933 1,390,957 Total revonue for the year ended 30,tji June, 1933 , ,..»,-.,;.; £48,928 Total expenditure for the year ended 30th June, 1933 £53,350

Excess of expenditure over revenue , £4,422 Average revenue per passenger 4-552d. Average expenditure per passenger 4-96d,-

Average revenue per mile * s 8'442d,

Average expenditure per mile ;, * 9*205d. Ratio of expenditure to revenue , 109*037% Ratio of loss to total value of assets '. - 18*7570/- Capital expenditure during the year £ 1,103 Number of employees at 1st July, 1932.. 95 Number of employees at 30th June, 1933 93

These figures have been compiled from data supplied by Owners jn returns furnished under the Transport Act, 1930 S4

APPENDIX 43.

DISTIUBUTION and capacity of taxi-cab, horse-drawn cab, motor van and horse-drawn van ranks in tho Metropolitan Transport District.

Taxi-cab Banks.

Continual Ranks. Intermittent Ranks.

No. 1 Capacity. No. Capacity.

City area 30 542 13 183 Metropolitan Transport District outside the City area 90 442 4 62

Total 120 984 17 245 Grand Total—137 taxi-cab ranks, capable of accommodating 1,229 tax-cabs.

HORSE-DBAWN CAB RANKS. City area Metropolitan Transport District outside the City area

Total 32

Grand Total—8 horse-drawn cab ranks, capable of accommodating 32 horse-drawn cabs.

COMBINED TAXI-CAB AND HORSE-DRAWN CAB RANKS.

City area 6 390 Metropolitan Transport District outside the City area 43 100

Total 490

Grand Total—15 combined taxi-cab and horse-drawn cab ranks, capable of accommodating 539 cabs.

MOTOR VAN RANKS.

City area 17 173 Metropolitan Transport District outside the City area 24 91

41 264

Grand Total—41 motor van ranks, capable of accommodating 264 motor vans.

HORSE-DRAWN VAN RANKS.

City area Metropolitan Transport District outside the City area

Total

Grand Total—3 horse-drawn van ranks, capable of accommodating 8 horse-drawn vans.

ON TRIAL—TAXI-CAB RANKS.

City area 100 Metropolitan Transport District outside the City area

Total 126 | 1 100

Grand Total—9 taxi-cab ranks, capable of accommodating 226 taxi-cabs

HORSE-DRAWN CAB RANKS.

City area Metropolitan Transport District outside the City area

Total Grand Total—1 horse-drawn cab rank, capable of accommodating 1 cab.

MOTOR VAN RANKS.

City area 12 ^Metropolitan Transport District outside the City area

Total 12

Grand Total—1 motor van rank, capable of accommodating 12 motor vans. ,55

APPENDIX 44.

REGISTRATIONS IN FORCE.

Motor Vehicles in New South Wales.

Public Vehicles. Other Vehicles. . Trader's At end of year or month. Pliii.es. Vehicles. Cab. Van. Bus. Car. Lorry. Cycle.

1911 175 •> 4 3,975 2,788 6,945 1916 268 32 12 14,175 "'845 7,070 "'254 22,656 1921 407 376 180 28,665 3,524 11,291 413 44,856 1926 779 1.723 486 104.675 22,986 25.424 1,320 157,393 1927 997 2,016 525 129,985 30.517 28,054 1,803 193,897 1928 1,173 2,126 565 155,403 37.129 30,882 1,940 229,218 1929 1.364 2,274. 612 170,039 42,594 30,655 2,022 249,560 1930- —March 1,351 2,272 628 171,492 43,371 30,198 2,017 251,329 1,340 2,235 640 169,495 43,074 29,410 2,065 248,259 1,233 2.194 643 167,812 42,821 28,514 1,890 245,107 1,221 2.186 523 164,169 42,278 27,258 1,593 239,228 1931- 1,218 2,165 559 161,776 41,886 26,815 1,339 235,758 1,161 2.145 610 160,248 41,480 26,593 1,203 233,440 1,159 2,152 640 158,833 41,088 26,345 1,095 231,312 1,125 2,130 639 156,580 40.552 25,938 975 227,939 May 1,113 2,101 660 154,421 39,897 25,584 878 224,654 1,078 2,092 676 154,096 39,696 25,453 790 223,881 • 1.077 2,06.1. 627 151,760 39,055 24,955 682 220,217 1,071 2,039 637 151,117 38,710 24,770 605 218,949 September 1,052 2,011 649 148,S74 38,123 24,330 498 2.15,537 1,058 2.003 701 145,393 37,266 23,289 488 210,198 1,076 1.995 733 144,432 37,175 23,049 475 208,935 December 1,091 1,967 776 144,749 37.259 23,124 458 209,424 1932 —January 1,085 1,932 736 144,529 37,098 23,003 443 208,826 February 1,067 1,882 396 144,592 36,848 22,962 440 208,187 1,068 1,875 3S5 144,749 36,823 22,964 437 208.301 1,068 1,849 389 144,478 36,818 23,014 424 208,040 May 1,069 1,846 372 144,151 36,758 22,888 419 207,503 1,070 1,836 362 143,970 36,782 22,741 417 207,178 IJuly 1,068 1,842 353 144,550 37,931 22,924 411 209,079 1,071 1,847 352 144,468 38,088 22,987 413 209,226 September 1,068 1,851 351 144,668 38,327 23,032 416 209,713 October 1,069 1,854 346 144,822 38,634 22,972 421 210,118 1,066 1,854 346 144,973 39,244 22,969 431 210,883 1,068 1,861 360 147,043 40,036 23,037 429 213.834 1933- —January 1,069 1.873 370 147,704 4.0,355 22,947 426 214,744 February 1,066 1,880 378 148,101 40.623 22,925 433 215,406 March 1,062 1.854 392 148,116 40,814 22,754 432 215,424 April 1,064 1,863 423 148.329 40,970 22,783 426 215,858 .1,062 1,865 420 148,220 41,252 22,093 431 215,943 1,066 1,877 415 148,127 41,484 22,653 435 216,057

* Figures adjusted on a new basis to show actual number of vehicles on the road. Numbers slightly deflated as a result, t Government vehicles included for first time, The number varies only slightly from monMi to month Approximately 1,700 vehicles Inc'uuert. 56

APPENDIX 45.

MOTOR REGISTRATION SECTION.

STATEMENT OF REVENUE, REGISTRATIONS, LICENSES, ETC., period 1st July, 1932, to 30th June, 1933.

Collections under Motor Traffic Act, 1909-30. Collections under Transport Act, 1930.

Section. @ Number. Amount. Section. @ Number. Amount.

s. d. Motor Vehicles— £ s. d. Motor Vehicles— Motor Cabs— Cars— Annual £1 964 964 0 0 Annual £1 139,132 139,132 0 0 First Quarter £1 139 139 0 0 10/- 1 0 10 0 Subsequent Quarters ... 5/- 82 20 10 0 Eirst Quarter £1 13,633 13,633 0 0 Motor Vans— Subsequent Quarters 5/- 10,063 2,515 15 0 Annual , £1 1,751 1,751 0 0 Lorries—• First Quarter £1 228 228 0 0 Annual £1 38,010 38,010 0 0 Subsequent Quarters ... 5/- 127 31 15 0 First Quarter £1 4,950 4,950 0 0 Motor Omnibuses— Subsequent Quarters 5/- 2,622 655 10 0 Annual £2 350 700 0 0 Cycles— First Quarter £2 40 80 0 0 Annual 2/6 22,011 2,751 7 6 Subsequent Quarters .. 10/- 27 13 10 0 First Quarter 2/6 1,436 179 10 0 Motor Vehicle Licenses— Subsequent Quarters 2/6 387 48 7 6 Motor Cab Driver's 10/- 1,812 906 0 0 Motor Van Driver's 10/- 2,570 i;285 0 0 Licenses— Motor Omnibus Driver's .. 10/- 1,419 709 10 0 Driver's 1Q/- 275,456 137,728 0 0 Motor Omnibus Conductor'! 10/- 357 178 10 0 Rider's 5/- 28,447 7,111 15 0 Horse Vehicles— Permits 5/- 28,183 7,045 15 0 Cabs £1 23 23 0 0 Vans £1 65 65 0 0 Miscellaneous— Omnibuses £1 Transfers 6/- 30,476 7,619 0 0 Horse Vehicle Licenses— No. Plates (Damaged) 2/- 21,772 2,177 4 0 Cab Driver's 5/- 29 7 5 0 (Lo3t) 10/- 1,384 692 0 0 Van Driver's 5/- 69 17 5 0 Remade Plates (Large) 5/- 2,440 610 0 0 Omnibus Driver's 5/- (Small) 2/6 Omnibus Conductor's 5/- Lost Certificates 2/6 3,272 409 0 0 Miscellaneous— Labels 2/6 669 83 12 6 Transfers 5/- 410 102 10 0 Trader Cars £8 424 3,392 0 0 Permits 5/- 1,018 254 10 0 „ Cycles £2 28 56 0 0 Badges and Plates (Lost) .. 10/- 138 69 0 0 (Dgd.) .. 2/6 306 38 5 0 Remade Plates (Large) 6/- 120 30 0 0 (Small) 2/6 8 1 0 0 Taximeter Test Fee 10/- 1,081 540 10 0 Misc. Decl. Lost License .. 2/6 Bus Permits 5/- Reseal of Taximeter 5/- 126 31 10 0 Sub. License or Certificate., 2/6 45 5 12 6 Appn. for Service Lie £3 20 60 0 0 Appn. for Service Lie £2 4 8 0 0 Appn. for Service Lie £1 28 28 0 0 Transfer Service Lie £1 5 5 0 0 Cancel, of Service License . 5/- 1 0 5 0

Total. 624,796 368,800 6 6 Total 13,362 8,293 7 6

SUMMARY OF TOTAL COLLECTIONS for the Year 1st July, 1932, to 30th June, 193;

Tax- Fees (and Sundries)— £ s. d Special Deposits Account— s. d. <. d. Road Transport and Traffic Fund— Main Roads Act, 1924— Motor Traffic Act, 1909-30 368,800 6 6 Motor Vehicles (other than Transport Act, 1930 8,293 7 6 Public Motor Vehicles) ... 1,171,701 6 2 Motor Tax Management Act, 1914 1,494 10 0 Less refunds 12,770 13 2 1,158,930 13 0 378,588 4 0 Special Deposits Account— Less refunds 398 6 5 Public Vehicles Fund— Public Motor Vehicles 35,013 7 3 Sundries— £ s. d. 378,189 17 7 Less refunds 720 4 8 Search Fees, Exchange, etc. 2,921 0 8 34,293 2 7 Unclaimed Moneys 24 7 10 Miscellaneous 978 16 2 3,924 4 8

Total 382,114 2 3

Special Deposits Account—Public Vehicles Fund •—Service License Fees , 3,417 4 8 Less refunds 180 19 5

3,236 5 3 State Transport (Co-ordination Fund)- Fees and other charges 34,927 14 5 Less refunds 316 5 1

34,611 9 4

Total Tax £ 1,193,223 15 7 Total £ 419,961 16 10

Grand Total collections for year end.ed 30th June, 1933—£1,(513,185 12s. 5cL Appendix 45

.250,000

MOTOR VEHICLE REGISTRATIONS 1928 -1933 57

APPENDIX 46.

ROAD TRANSPORT AND TRAFFIC FUND.

STATEMENT OP RECEIPTS AND PAYMENTS for the Year ended 30th June, 1933, and a comparison with the previous year.

Receipts. Payments.

Year ended Year ended Year ended Year ended 30th June, 30th June, 30th June, 30th Jane, 1933. 1932, 1933. 1032.

£ s. d. £ s. d. £ s. £ s. d. Motor Traffic Act, 1909-30 368,$00 6 6 851,856 18 0 Salaries s 66,316 7 41,748 15 8 Motor Tax Management Act, 1914 1,494 10 0 2,852 "5 .0 Expenses 1,317 5 '530 t 5 Transport Act, 1930 8,293 7 6 8,489 11 0 vertime '. 348 8 970 8 "1 ?ea'Money 333 17 813 11 0 378.588 4 0 303,198 17 6 Family Endowment. '• 1,894 13 Less Refunds 308 0 5 337 16 0 Workers' 'Compensation Insurance Premiums 6 13 30 3 2 Contribution to Railway and Tramway 378,189 17 7 302,861 2 6 Superannuation Account 580 0 0 Exchange, Search Pees, etc 2,921 0 8 2,786 7 5 Rent '. '. : 3,286 13 3 2,649 18 3 Unclaimed Moneys 24 7 10 34 10 0 (Cleaning , 61.8 2 4 779 14 5

Miscellaneous 818 10 2 527 17 8 Motor Hire and Conveyance : 221 0 5 283 13 8 Security Deposits ICO 0 0 Freight and Cartage i.... 288 16 11 182 7 2 Railway Passes issued to Employees 1,837 11 5 458 18 6 Purchase and Maintenance of Motor Vehicles 1.363 309 12 10 Postal and Telegraphic Service 6,617 7,268 5 3 Office Stores 568 521 7 Printing and Stationery 5,539 5,092 1 Power, Light and Heating 473 431 19 jlxchange 504 254 17 Laundry 17 10 9 Books, Periodicals and(Papers 23 87 2 Pees for Professional and Expert Services ... 46 13 10 591 18 Rates 188 11 11 Maintenance of OjiicS Fiiriiiturfe, JJacllihes and IiistrUmerits 175 4 11 90 4 2 Repairs anil Maintenance ol Buildings 247 3 7 4,150 17 5 Telephone Charges '.':.!: 879 19 5 464 4 2 Removal Expenses 19 10 7 196 11 11 Furniture, Machines and Office Equipment i.. 441 5 11 778 9 4 Minor Expenses' '. i32 12 0 jlO 19 6

Less Proportion charged to— £ 94,101 9 6 08,599 10 2 £ 3. d. £ s. d. Departmental Omnibus Services 539 3 7 State Transport (Co-ord­ ination) Fund 17,849 11 1 5,208 0 0 Metropolitan and New­ castle Tramways 12,000 0 0 7.249 13 8 ,388 14 8 12.457 13 8

63,712 14 10 56,141 10 6 Recoup to Consolidated Revenue Fund of value of Police Services in respect of Road Transport and Traffic Registration of Vehicles and Licensing of Drivers 173,485 4 11 170,480 0 0 Fees for Trust Members i. 1,179 0 0 Technical Advisory Committee 10 10 0 Transport Advisory Committee ?27 lfi 10 Trackless Trolley bus investigation , 26 0 S Tramway Passes issued to Trust Members .. 24 Motor Vehicle Registration Labels 239 11 S Motor Vehicle Number Plates 2,600 0 tS 832 13 10 Provision of Traffic Facilities 3.495 14 11 67 9 6 Surface Maintenance adjoining Tram Tracks 28,749 5 1 J6,851 3 10 'Public Vehicle Inspection , 4,818 18 7

273,247 5 5 270,401 5 7 Pavment. to Country Main Roads Fund under "Section 202 Transport Act, 1930 .. 108,706 16 10 95,803 12 0

381,954 2 3 366,209 17 7 Balance on Fund at 30th June 160 0 0

382,114 366,209 17 7 £ 382,114 2 ,209 17 7

* The expenditure on Public Vehicle Inspection in the year ended 30th June, 1933, is included under the headings " Salaries, Expenses," etc.

Examined and found correct,

JOHN SPENCE, C. H. PARKES, Auditor- Gene ral. Accountant. 68'

APPENDIX 47.

PUBLIC VEHICLES FUND-(SPECIAL DEPOSITS ACCOUNT).

STATEMENT or BECEIPTS, EXPENDITURE AND DISTRIBUTIONS for the Year ended 30th June, 1933, and a comparison with the previous year.

Receipts. Expenditure and Distii bottom.

Head of Receipt. 1933. 1933. 1932.

£ s. d. Distribution of tax on Motor Omnibuses to Balances brought forward—• Department of Main Road3, Councils and From 30th June, 1932 83.264 8 10 Shires— Metropolitan 5,652 3 9 ,028 15 9 „ 30th June, 1931 53,154 19 11 Newcastle 1,781 8 6 136 19 2

Tax- Totals 7,433 12 3 4,165 14 11 Motor Omnibuses— Metropolitan 8,322 8 8 11,219 10 10 Newcastle 1.375 16 2 1,623 10 7 II\pcii

Newcastle- Improved Traffic Facilities 137 18 10 Removal of Tramway Span Poles 10 16 3 Improvements of Corners and. Street J liter- Portions 3 38 1 0

Other Public Vehicles- Totals 2,537 2 7 Metropolitan 23,979 39 4 25 087 12 7 Newcastle 614 18 5 502 11 10 Distribution of Service License Fees— Totals, other Public Vehicles ...£ 24,594 17 9 25,590 4 5 Metropolitan 23,610 11 1 12.722 13 9 Newcastle 2 569 31 G 1.121 15 11 tfcrvi™ License Fees— Metropolitan 2,602 0 4 10,904 15 4 Total £ 26,1 80 2 7 13,844 9 8 Newcastle 634 4 11 1,318 14 11

Totals £ 3.236 5 3 12 223 10 3 Balances on Fund at 30th June, 1938 Tax- Motor Omnibuses— Metropolitan 15,058 18 9 12,388 13 10 Newcastle 1.086 17 10 2,092 10 2

Other Public Vehicles— Metropolitan CO 070 13 9 42,237 2 7 Newcastle 955 1 10 47S 2 3

Service License Fees- Metropolitan 2 012 18 5 23.627 9 2 Newcastle 505 4 3 2,440 10 10

86,889 14 10 83,264 8 10

103,811 16 0 Grand Totals £ 320,793 16 103,811 16 0

Examined and found correct, JOHN SPENCE, C. II. PAKKES, Auditor-General. Accountant. APPENDIX 48. STATE TRANSPORT (CO-ORDINATION) FUND. Statement of Receipts and Payments for the Year ended 30th June, 1933, and a comparison with the period 1st November to 30fch June of the previous year.

1st November, Year ended Eeccipts. Year ended 30th .Tune, 1933. Payments. 1931 to 30th 1st November, 1931, to 30th June, 1932. 30th June, 1933. June, 1932.

s. d. £ s. d. £ s. d. J. d. d. £ s. d. Balance brought forward from 30th June, Administrative Expenses— 1932 39,769 7 0 State Transport (Co-ordination) Board 10,995 16 3 State Transport (Co-ordination) Act, 1931— Highway and Roads Transportation Branch... 2,800 0 0 License Pees 12,650 10 0 15,682 16 3 Highway and Roads Transportation Branch, Less Refunds 42 1 3 29 6 4 1/7/32 to 28/12/32, and Department of 12,608 8 9 15,653 9 11 Road Transport and Tramways, 29/12/32 Miscellaneous Fees 1,020 10 1 to 30/6/33— £ s. d. Less Refunds .... 6 7 5 Salaries and Wages 14,077 13 8 1,014 2 8 1,014 4 1 General Expenses 4,669 12 0 Police Court Penalties 217 5 9 18,747 5 8 Less Refunds 4 0 0 Payment to Police Department for services in 213 5 9 72 11 6 connection with the supervision of the State Revenue in respect of the carriage of pas Transport (Co-ordination) Act 1,597 12 2 sengers 11,667 19 6 9,867 10 9 Ox Less Refunds 26 9 2 9 9 0 20,344 17 10 13,795 16 3 CO 11,641 10 4 9,858 1 9 Security Deposits—Refunds in excess of collec Revenue in respect of the carriage of goods 9,316 9 1 27,791 15 tions as per contra 120 0 0 .Less Refunds 62 7 3 49 19 Payments to Commissioner for Railways and 9,254 1 10 26,741 16 0 Commissioner for Road Transport and 34,731 9 4 53,340 3 3 Tramways under the provisions of section Security Deposits- 26 (7) of the State Transport (Co-ordination) Receipts , 55 0 0 315 0 0 Act of Revenue collected in respect of the Xess Refunds 175 0 0 120 0 0 carriage of passengers and goods— 225 0 0 Railways— £ s. d. 225 0 0 Passenger charges ... 6,052 1 9 Refunds in excess of Receipts to contra... 120 0 0 Goods charges 26,741 16 0 32,793 17 9 Tramways— Passenger charges 3,806 0 0 Balance in Fund at 30th June 17,436 0 9 39,769 7 0

74,500 16 4 53,565 3 3 74,500 16 4 53,565 3 3

Examined and found correct. JOHN SPENCE, C. H. PARKES, Auditor-General. Accountant. 60

APPENDIX 49.

STATE TRANSPORT (CO-ORDINATION) FUND.

DETAILS OF COLLECTIONS for period 1st July, 1932, to 30th June, 1933.

Originals. Renewals. Total.

No. Amount. No. Amount. No. Amount.

License Fees— £ s. d. £ B. d. £ s. d. Motor Omnibus 6/~ 224 56 0 0 793 198 5 0 1,017 254 5 0 2/6 15 1 17 6 ... 15 I 17 6 Quarterly 2/6 39 4 11 6 171 21 7 6 210 26 5 0 Taxi-cab 156 39 0 0 1,224 306 0 O 1,380 345 0 0 s/2/6- 6 0 15 0 1 0 2 6 7 0 17 6 ,, Quarterly 2/6 .22 2 15 0 255 31 17 6 277 34 12 6 Private Hire Car 6/- 542 135 io 0 1,299 324 15 0 1,841 460 5 0 2/6 52- 6 10 0 52 6 10 0 ,, Quarterly 2/6 81 10 2 6 273 34 2 Q 354 44 5 0 8 573 27,370 0 35,943 Goods Motor Vehicle—Ordinary ... 5/~ ; 2,143 6 0 f?,842 10 8,985 15 0 2/6 225 28 2 6 1 0 2 6 226 28 5 0 Goods Motor Vehicle—Ordinary, Quarterly 2/6 3,392 424 0 0 4,761 595 2 6 8,153 1,019 2 6 Goods Motpr Vehicle—Primary Producer 2/6 . J,826 228 5 0 6,818 727 5 ,0 7,644 955 10 0 Goods Motor Vehicle—Primary Producer ; 1/3 36 2 0 36 2 5 0 Goods Motor Vehicle—Primary ...... Producer, Quarterly 2/6 93 11 12 6 163 20 7 6 256 32 0 0 Motor Cycle and Side Car—Ordinary 5/- 483 120 15 0 670 167 10 ID 1,163 288 5 0 2/6 22 2 15 0 $2 2 15 0

Quarterly 2/6 66 S 5 0 83 10 7 ,6 )40 18 12 6 Motor Cycle and Side Car—Primary Producer 2/6 3 0 7 6 5 0 12 6 8 1 0 0 Passenger and Goods Vehicle .. 2/6 1 0 2 6 1 0 2 6 Proprietor or Agent 25 25 0 0 118 0 .0 143 143 0 0 £1 3 is 15,882 3,252 2 6 43,005 9,398 7 ,6 58,887 "12,650 10 0 Less Refunds ...... 42 1 3 ...... " 12,608 8 9

Miscellaneous Fees— Pormit .... V- 11,198 559 18 0 Books of Permit Applications 5/~ 8 2 0 0 Transfer—Public Motor Vehicle 5/- ...... 1,548 387 0 0 ,, Agent or Proprietor 10/- ...... 1 0 10 0 Duplicate License—Public Motor Vehicle 2/6 ...... 173 21 12 6 Duplicate License—Agent or Pro prietor 2/6 1 0 2 6 Police Court Penalties ... 77 217 5 9 Miscellaneous ...... 190 49 7 1 • 1,237 15 10 Less Refvjnds ...... 10 7 5 ...... 1,227 8 5

Revenue in Respect of Carriage of Pas­ sengers— \ Motor Omnibus ., 1,902 11,368 11 1 1 Taxi-cab , ... 79 47 10 3 124 102 3 9 Private Hire Car i Goods Motor Vehicle '. 127 149 2 7 Passenger and Good,s Motor Vehicle' ..: ... 1 0 11 10 * 11,667 19 6 Less Refunds ...... 26 9 2 ...... - ... 11,641 10 4

Goods— | Goods Motqr Vehicle 2,199 9,316 9 1 62 7 3 Less Refunds — ...... - ... 9,254 1 10

Security Depdsitit 10 55 0 O 175 0 0 1 Less jRef unds •*• ... .a ... Dr. 120 0 0 34,611 9 4 Grand Total £ *» ... 76,525 (ft

APPENDIX 60.

STATEMENT OF CONVICTIONS ON PROSECUTIONS INSTITUTED BY THE COMMISSIONER FOR ROAD TRANSPORT.

Stale Transport (Co-ordination) Act, 1931, and Regulations.

Unlicensed public rriotor vehicles -. . ; ; f. 33 Failure to carry license ...... 1 Carry passengers on goods motor vehicles :.. 131 Breach of condition of lioense . ; 30 Failure to stop . : 7 Failure to furnish roturris ; 4 Failure to cause passenger tickets to be issued :. 1 Failure to issue passenger tickets .; ...„ ;.: ;. 3 Failure to carry paesenger book . : 1 Making false statement 1 Failure to display tare weight ;.;.. 1

Total ;.. ; 213

Transport Act, 1930; and Regulations for Public Vehicles. Metropolitan Transport District: Overloading : ; 148 Attract notico 93 Tout for passengers ; : ; 11 Failure to provide a conductor : : 13 Unauthorised journey 5 Unlicensed motor van driver 6 Unlicensed motor omnibus conductor , , 1 Failure to provide omnibuses 5 Failure to adhere to time-table 2*3 Failure to complete journey 2 Stand unregistered vehicle for hire .3 Faulty taximeter 7 Refusal to state name and address : : 2 Failure to furnish returns 2 Failure to return license and badge , : : 1 Stand at a place not a stand 3 Failure to remain on driving seat ; ; 1 Fittings, etc.. not in good order 1 Failure to keep brakes in serviceable-condition , ::. 2 Failure to carry driver's or conductor's badge 5 Illegal use of number plate 2 Failure to pay for lost number plate 1 Flag fall and mileage rate hot exhibited ; ; 7 Drive unregistered vehicle - 1 Drive in prohibited area 2 Permit unlicensed person to act as driver or conductor 1 Taximeter out of order 6 Failure to return number plate or apply for transfer 1 Inefficient fire extinguisher 2 Failure to keep taximeter in motion 1 Failure to lodge premium receipt 3 Failure to comply with prescribed conditions '. 1

Total 362

Transport Act, 1930, and Regulations for Public Vehicles. Newcastle Transport District. Overloading 22 Unlicensed motor omnibus conductor or driver 6 Unlicensed motor van driver 6 Failure to comply with prescribed condition 1 Failure to lodge premium receipt , ; 2 Unauthorised route • 1 Failure to provide conductor 3 Cause or permit unlicensed person to act as driver or conductor 5 Failure to return number plate or apply for transfer Failure to remain on driving scat Give false name and address Failure to notify salo Failure to produce motor omnibus driver's license ... Failure to return license and badgo

Total APPENDIX 50—continued. Motor Traffic Act, 1909-1930, and Regidations, and Motor Tax Management Act, 1914, and Regulations. Unlicensed driver 60 Drive vehicle otherwise than in accordance with permit 2 Fictitious number plate - 21 Use number plate issued for another vehicle • 10 Alteration of registered description of vehicle 2 Failure to carry license 1 Transfer number plate illegally - 41 Failure to notify sale or disposal 10 Make false statement 2 Sell number plate 2 Purchase number plate „ 1 Drive unregistered vehicle 22 Unlawful possession of number plate 13 Failure to return suspended or cancelled license 1 Name and address not legible on vehicle 2 Use article resembling number plate 2 Fraudulently alter license or number plate , • • 2 Prescribad number plate not properly attached 1 Failure to keep trader's plate record 2 Permit trader's plate to he used 3 Convey good"; on vehicle with trader's plate attached 1 Use number plate calculated to deceive • 19 Pass stationary tram 1 Pass on left side of vehicle 1 Obstruct person or vehicle ' 1 Damaged number plate 2 Permit unlicensed person to drive 13 Drive or allow unregistered vehicle to be driven - 1^ Stand in prohibited area 1 No silencing device attached to vehicle 9 ^Prescribed number plate not properly attached • 3 Failure to notify loss of number plate - 1 Drive motor vehicle with trader's plate attached - — • 1 Cut-out attached to vehicle 2 Brakes out of order •*•• 1 Failure to pay for damaged number plate T 2 No tail light 3 Drive vehicle with damaged number plate attached 1

Total '

Motor Traffic Act, 1909-1930, and Regidations.

Failure to renew registration or return number plate ~] R uests hsaed> 4j0l3, leading to convictions on request

Failure to renew or return driver s license 1 or c0nvictions on summonses following non-apjear-

lailuro to apply for transfer f ai,co Qn r t 2)022 Failure to notify disposal J APPENDIX 51.

NARRABEEN

METROPOLITAN

TRAMWAYS (ALL LINES)

TRAMWAYS- SHEWN THUS RAILWAYS " "

NORTH HEAD

LITTLE BAY NEWCASTLE TRAMWAYS

Tramways shewn thus O"" ' > o Railways " ®— — 65 APPENDIX 63.

DEPARTMENT OF ROAD TRANSPORT NEW SOUTH WALES DEPARTMENTAL OMNIBUS SERVICES

SYDNEY

AND SUBURBS

KEY. ROUTE SERVICE ROUTE SERVICE N» N°

30 Bond/Jonrt/on-Lentrj/tfc//i&y Stet/o/r /42 Bfan/y tV/ar/-Btarradeen Pen/nse//a 59 Concord/Vest - York Street, f/ty. /44 Man/y /Vnar/ - St teonards BadtrayStat/on 65 /Is/rBt/ry - 6e/?trt»»f-JfaU& St. '~%?j?ff /36 nVan/y Mar/- //ee my. /37 Ma/r/y Wter/-/Vetr and Sear/en Streets.

9

Municipal'M'P repi vducedniLhkinttpermission oTMessrs NIC Hblmson UJ

22429—E 6G

APPENDIX 54.

Hi 1 mmiBI B iH&Si mmm

'• R " Type Tramcar Side view.

" R " Type Tramcar Interior.

[1 graph.]

Sydney: Alfred James Kent, I.S.O., Government Printer—1084.