1969

VICTORIA

TRANSPORT REGULATION BOARD

ANNUAL REPORT

FOR THE YEAR ENDED 30TH JUNE, 1969

PRESENTED TO BOTH HOUSES OF PARI.IAMENT PURSUANT TO THE PROVISIONS OF THE TRANSPORT REGULATION ACT

By AU!hority: A. C. BROOKS, GOVERNMENT PRINTER, MELBOURNE. No. 13.-PRICE 60 cents.-8471/69. .J '

TRANSPORT REGULATION ACT 1958 (No. 6400). Section 19. " (1) A commercial passenger vehicle shall not operate on any public highway unless it is licensed in accordance with this . (Act) .. (2) Subject to this .• (Act) .. on the application of­ (a) the owner ; or (b) a person who intends to become the owner of a commercial passenger vehicle the Board may in respect of such vehicle grant that owner or intending owner a commercial passenger vehicle licence."

COMMERCIAL GOODS VEHICLES ACT 1958 (No. 6222). Section 6. "(1) A commercial goods vehicle shall not operate on any public highway unless such vehicle is licensed in accordance with this •. (Act) .. (2) Subject to this . . (Act) .. on the application of the owner or any person who intends to become the owner of a commercial goods vehicle the Board may in respect of such vehicle grant to that owner or intending owner a commercial goods vehicle licence." Cnr. Lygon and Princes Streets, Carlton, 3053, 30th November, 1969.

The Honourable Vernon Wilcox M.P., Minister of Transport, Melbourne, 3000

SIR,

The Board has the honour to submit for presentation to Parliament in compliance with the provisions of Section 14 of the Transport Regulation Act 1958, a Report upon its proceedings for the year ended 30th June, 1969.

We have the honour to be,

Sir,

Your obedient servants,

(Sgd.) E. V. FIELD, Chairman.

(Sgd.) J. 0. MACTIER, Member.

(Sgd.) J. R. BOLSTER, Member.

(Sgd.) B. P. KA Y, Secretary. THE BOARD'S MELBOURNE OFFICE. INDEX OF CONTENTS

PAGE

INTRODUCTORY 7

COMMERCIAL GOODS TRANSPORT 9 " As of Right " Licences 9 Discretionary Goods Licences 10 Licence Fees for Commercial Goods Vehicles 15 Permits 15 Natural Gas and Oil 17 Heathcote Area-Provision of Goods Road Services 18 Mallacoota Goods Services 18 Asbestos Cement Pipes 18 Goods to Fire Devastated Areas 18 Specialized Cargo Handling 18 Containerization 20 COMMERCIAL PASSENGER VEHICLES 21 Metropolitan Passenger Transport­ Metropolitan Omnibus Services 22 Metropolitan Taxi-Cabs 24 Metropolitan Hire-Cars and Zone Hire-Cars 24 Urban Passenger Transport- Urban Taxi-Cabs and Hire-Cars 26 Urban Omnibus Services .. 26 Country Passenger Transport­ Country Omnibus Services 27 Country Taxi-Cabs and Hire-Cars .. 28 School Bus Services 28 Billy Graham Crusade 28 2nd Australian Senior Scout Venture 28 Drivers' Certificates- Commercial Passenger Vehicles 30 Tow Trucks 31 Vehicle Standards and Inspections 32 Metropolitan Inspections 32 Country Inspections 33 Taxi Radio .. 33 Bus Lighting 33 Distribution of Bus Licence Fees 33

ROAD MAINTENANCE CHARGES 35 Enforcement 35 Financial Difficulties of Small Carriers .. 36

MOTOR BOATING AcT 1961 38 ENFORCEMENT 41 Carriage of Dangerous Cargoes 42 INDEX-continued. PAGE Insecure Loads 43 FINANCE •• 44 Revenue 44 Expenditure 44

ADMINISTRATION 46 TRAINING 46 ACKNOWLEDGEMENTS 47 APPENDICES 48 INTRODUCTORY During the year 1968-69, no major change in legislation occurred. There were 123,647 commercial goods vehicles and 6,769 commercial passenger vehicles holding licences from the Board. The Board's total revenue amounted to $10,161,603, of which $7,841,354 was passed direct to the Country Roads Board for road maintenance purposes and $233,149 to the Tourist Development Authority from motor boat registration fees. Regulatory policy on the goods side remained unchanged. Considerable road freedoms exist in Victoria for the carriage of goods-statutory, under permits issued by the Board, and under the protection or cover of Section 92 of the Constitution. The Board's adjudication is largely confined to marginal traffics on long haul, for which the alternatives of road and rail are examined and factors such as handling, safe transit and delivery time taken into consideration. There is still a high volume of genuine interstate road transport, particularly inter-capital city and between Victoria and the Riverina district of New South Wales. Most of the road movement is carried out by small hire and reward carriers who operate as sub-contractors to forwarding agents and big cartage companies. Features of interstate road transport today are freedom of entry-there is no bar to any individual engaging in such work ; low cartage rates paid to sub-contractors ; tendency for many of these small carriers to drive for long periods with insufficient rest, contrary to law ; and evasion of road maintenance charges by a proportion of these truck owners. The Board considers that the real economics of road transport in small units on long interstate hauls warrants close study and that, while freight rates are low and there is admittedly good service available to transport users, there is prima facie evidence of over-capacity between the three main modes-sea, rail and road, and therefore of waste in transport for which the community and not the user has to pay. Generally, enforcement of the provisions of the Motor Car Act on hours of driving and rest periods continues to present difficulties to the Board and to the Police of Victoria and New South Wales. Evasion of the requirements, principally by sub-contract owners and drivers on interstate hauls working on incentive payments, is on a large scale, with consequent risks to other road users when the drivers of these heavy vehicles lose concentration or become fatigued. Withdrawal of rail service on the branch line Heathcote Junction-Heathcote led to the licensing of road carrying services to and from Melbourne. Transport requirements of the new Natural Gas and Oil industry, with headquarters at Longford and Barry Beach in Gippsland, continued to be satisfactorily met by a balanced combination of rail and road haulage. Rail is employed as the principal medium for heavy goods, and road for indivisible loads and urgent or fragile requirements. Lack of any rules to govern identification and transport of dangerous cargoes by road continues to concern the Board. There is some prospect that a Commonwealth Committee, the Australian Dangerous Goods Transport Committee, set up under the aegis of the Australian Transport Advisory Council, will have completed its task of drawing up rules and specifications covering dangerous goods by early next year, for transmission to the various States. On the passenger side, the Board was a participant in the setting up of a Transport Information Centre at the Victorian Government Tourist Bureau, and is a contributor to the cost of running the Centre. It is also represented on a Co-ordination Committee set up by the Minister to examine passenger transport problems. Public passenger transport provided by private enterprise bus operators continued at satisfactory standards of vehicles and service, although an increase in fares on metropolitan and urban routes became necessary during the year to provide operators with adequate revenue. Private bus fares still compare favorably with those charged on rail and tram services. The private enterprise system is carrying out an important function in providing bus transport to meet travel demands particularly in the outer suburbs of Melbourne. It is estimated that 22 per cent. of all passenger journeys within the metropolitan area-by rail, tram and bus-are on private bus routes licensed by the Board. Re-organizational changes in metropolitan taxi operation were introduced on a trial basis, and a public hearing in October, 1969 will give all parties the opportunity of advising the Board the results of these changes. In general terms, the old division between metropolitan taxis and what were previously black suburban hire-cars has been narrowed considerably with, in the Board's view, advantage to the travelling public. The Board is primarily responsible for the safe operation and vehicle standards of licensed commercial passenger vehicles-buses and taxis. It is planning to step up its inspection of vehicles in the Port Phillip region by establishment of additional metropolitan inspection centres, and in the country by appointment of qualified vehicle examiners and provision of better facilities and equipment for inspection. Maintenance performance of QWp,~r§ will also come under <;;lQser scrutiny, and vehicle replacements stepped up, 8

The Chairman and Secretary of the Board have been directly involved in the compilation of the Report, now reaching finality, of the Metropolitan Transportation Committee, the Chairman being a Statutory Member of this Committee, and the Secretary a Member of the Technical Committee and of the Editorial Committee. The Annual Conference of State Road Transport Authorities was held in Melbourne in April, 1969, with the Board acting as host to the other Authorities. For the first time, by invitation, the New Zealand Ministry of Transport was represented by its Secretary, Mr. R. Polaschek, and it seems that New Zealand representation will continue at future conferences. The Board considers this exchange of views by Authorities concerned with similar problems in the road transport field is of considerable value. The Board was greatly honored by a visit from His Excellency the Governor, Sir Rohan Delacombe, during the year. Sir Rohan met staff and inspected the Board's offices, and later lunched with the Board and senior executives. TRANSPORT REGULATION BOARD

Annual Report for the Year Ended the 30th June, 1969

SECTION 1.

COMMERCIAL GOODS TRANSPORT. Any motor vehicle in Victoria used or intended to be used for carrying goods for hire or reward, for any consideration or in the course of trade or business (excluding a vehicle that does not exceed 2 tons carrying capacity and owned by a primary producer) is required to be licensed by the Board, pursuant to the provisions of the Commercial Goods Vehicles Act 1958. Licences.-Under the provisions of the Act, two distinctive groups of licence are available­ the "as of right" group, available on application and within which there are eight types of licence; and discretionary licences which may be issued by the Board. Permits.-Permits may be issued at the discretion of the Board to authorize an operation temporarily in a manner not specified in a licence.

"As OF RIGHT" LICENCES. (Section 5, Commercial Goods Vehicles Act 1958.) At the close of the financial year, there were 109,700 current "as of right" licences; 30,014 new licences were issued during this year for new vehicles or vehicles changing ownership. Operations Authorized by "As of right" Licence. General Goods Rights.-General goods cartage licences authorize operations up to a 25-mile radius of the Chief Post Offices in Melbourne, Geelong, Ballarat and Bendigo, or from the owner's place of business in country areas, with journeys limited in country areas to those between places not more than 30 miles apart. Licences current in Melbourne area 15,316 Licences current in Urban areas 1,544 Licences current in Country areas 6,970 Specialized Carrying Activities. State-wide or extended operations are authorized for prescribed types of goods and for particular purposes as defined in the Third Schedule of the Commercial Goods Vehicles Act 1958, mainly perishable fresh foodstuffs, livestock and petroleum products in tankers. There were 13,062 licences current authorizing these Third Schedule operations. Trading or Business Activities (Ancillary Operations). Operations are authorized up to 50 miles from the owner's principal place of business in Victoria, providing that the registered carrying capacity of the vehicle does not exceed 4 tons. (Where the carrying capacity of an ancillary vehicle exceeds 4 tons, any appropriate "as of right" licence can be chosen and, in particular circumstances, a discretionary licence is available). There were 53,886 current licences in this category. Decentralized Secondary Industries. Industries formally approved by the Minister of State Development may obtain licences for vehicles of any capacity authorizing State-wide operations to carry goods and materials to, and manufactured articles and products from, the place at which the industry is carried on. As at 30th June, 1969, 899 vehicles had been licensed, owned by 311 decentralized industries. Primary Producers. Licences are available permitting State-wide freedom for the primary producer to carry his own goods in the course of his business. (No licence is required if the vehicle load capacity does not exceed 2 tons.) There were 17,522 current licences in this category. Owners of Butter, Milk or Cheese Factories. Licences authorize the collection of milk or cream for delivery to local factories in the factory­ owned vehicles, returning with goods required by the milk or cream suppliers; also authorized is the delivery of goods to and from the factory from and to the local depot or railway station. There were 501 licences current for this type of operation. 10

No. of Licences (OOO's) ~ TOTAL No. "AS-OF-RIGHT" TOTAL No. GOODS ~LICENCES LICENCES (AS-OF-RIGHT AND DISCRETIONARY) 125------r~

/ / 80

70

60

0 1960 1961 1962 1963 1964 1965 1966 1967 1968 1969

Fig. I.-The number of Goods Licences has steadily increased over the past 10 years.

DISCRETIONARY GOODS LICENCES. These are issued at the discretion of the Board for terms not exceeding four years, and authorizing operations of a permanent nature not covered by any of the "as of right" group of licences. There are 13,947 licences current in this group. Publication of Details of Applications for discretionary licences in the Government Gazette is required by the provisions of the Commercial Goods Vehicles Act 1958, so that interested parties may be acquainted with any proposal to provide additional transport facilities which might affect them. Persons or organizations wishing to object to the issue of a discretionary licence may, within fourteen days of the publication of details of an application, give notice of their intention to object. Public Hearing of an application is required where interested parties record an objection to an application on which they wish to be heard. This usually occurs where matters of transport policy are involved, or there are conflicts between parties. At Public Hearing the Board hears the views and arguments of all parties to a particular matter. During the year, the Board heard 37 applications for discretionary goods licences at Public Hearing, these being conducted at Melbourne, Bairnsdale, Heathcote and Orbost. In addition, the Board held conferences of interested parties not requiring formal hearing on matters of contention, one of which concerned the transport of goods and materials in connexion with Gippsland off-shore oil drilling projects. Another of importance concerned transport of asbestos cement pipes to Water and Sewerage Authorities. (Both of these matters are dealt with in more detail in following paragraphs of this Section.) 11

Criteria on which the Board bases decisions. Section 8 of the Commercial Goods Vehicles Act 1958 sets out the matters which the Board must consider when determining applications for discretionary licences. Amongst other matters, the Board is required to evaluate in terms of community interests the benefits of the proposed service, taking into account the adequacy of any existing service, including the possibility of improvement of this service and the effects upon it if traffic is diverted. . "t • .., I • ·: i \ K,'f ... \ - ... J ! l' , ./ /1 !)

The " Long John " flat bed steel mover. 12

Decisions of the Board on applications for discretionary licences are subject to review by Governor in Council. Governor in Council may, within six months of the date of the Board's decision, approve or disapprove of the decision or make any determination in the matter which the Board might have made. Decisions of the Board in such matters have no force until review has taken place. Private Sittings.-A total of 4,355 matters concerning goods transport were considered at 51 Private Sittings during the year. These matters related to applications for licences to which there were no objections, and renewal and variation of existing licences.

Types of Discretionary Goods Licences. As discretionary licences are written to meet specific conditions, there is a great variety of different types. However, they fall broadly into the following classifications:- Route Services ex Melbourne and Country Centres.-These are generally of a short-haul nature to non-rail pockets of territory, or to areas beyond rail terminals. Operations of this nature are an important link in the provision of goods services to country areas, and every endeavour is made by the Board to ensure maintenance of regular operations. Licensed road services are shown in the illustrated map. Extended "As of Right" Licences.-are issued to carriers according to circumstances for general or particular classes of goods. Special Commodities.-These relate to specially constructed vehicles and equipment for particular operations and traffic. Licences in this category continue to increase in respect to refrigerated cargo traffic, bricks, prepared stock foods, flour, plaster, sugar and liquified products. Ancillary Operations.-Where extension of "as of right" ancillary authorities associated with trades and business are approved. In some instances, these are adapted to cover State-wide distribution of goods, on the basis that bulk supplies are initially consigned by rail to pre-arranged points or depots. Contractors.-Extended areas of operation approved for earthmoving or road con­ tractors where equipment must be moved from site to site, and materials moved adjacent to a project. Mails and Parcels Services.-These services are usually operated primarily as contracted mail services. Timber Carriers.-The transport requirements of country milling activities are met by licences that cover transport of logs to the mills and sawn timber to the local station. Carriers are generally settled in the principal timber-producing areas of Central and East Gippsland, Heyfield, Otway, Mansfield, Euroa and Upper Murray, and inter­ change between areas is only authorized where there is genuine evidence of a deficiency of existing licensed capacity.

Rail wagon load of "sticked " timber at Graham Railway siding. GENERAL GOODS SERVICES Routes as Licensed

~ HtMIIAJilll Of lfR:VlH

-- UC!IS

AREA UtYED BY CARRitRS fti!M RAtlHUDS

..

...... ~ -· .. w 14

The Board has noted a pleasing degree of stability in road transport services provided in these logging areas, and liaison between carrier associations and millers has been effective in settling any disputes that have arisen. Decentralized Industries.-A number of licences have been granted where industries have decided to employ contract carriers, or where their own vehicles are used for a combination of carrying not covered by the " as of right " licence issued under Section 5 of the Commercial Goods Vehicles Act 1958. In dealing with cases where an industry establishes that it is at a disadvantage because of its location, the Board is empowered to take into account the relative cost and convenience of the alternative forms of transport. These factors are generally of some significance to an industry in the above category, and bear considerable weight in the determination of applications. Where an approved industry is not at a net disadvantage because of its location, but there are clear advantages in allowing it some use of a road carrier, the Board has usually been able to meet the industry's position by allowing a proportion of its raw material requirements to move by road, on the understanding that the balance is consigned by rail. As at 30th June, 1969, 16 carriers held 78 discretionary licences in respect to 14 decentralized industries, and 292 licences had been granted to 81 industries authorizing extension of "El" "as of right" licence rights. The Board has not found sufficient grounds to justify the diversion of long standing rail traffic to a road carrier, where the tonnage is regular and considerable and the industry concerned is located at or near the source of its basic raw materials. Typical of this category is the established butter factory or fruit cannery where the factory has been developed alongside rail facilities, or where the volume of manufactured goods moved is a principal factor in the maintenance of rail service. Tow Trucks.-A licence to operate a tow truck is issued at the discretion of the Board, pursuant to Section 8 of the Commercia/Goods Vehicles Act 1958. Regulations relating to standards of vehicle construction, crane and allied equipment must Le complied with before a licence is issued.

A general purpose Tow T r uck in operation in the Me lbourne area. Discretionary licensing of tow trucks and certification of drivers first came into force in January, 1962. The Board is satisfied that, during the period of this control, the industry has reasonably settled down, with capacity adequate for requirements, and better behaviour by drivers at the scenes of accidents. Applications for new or additional licences are carefully examined by the Board as to need, and objections by existing tow truck owners or by the Towing Operators' division of the Victorian Automobile Chamber of Commerce have involved a number of applicants in public hearing. 15

During the year, 14 applicants sought to operate additional tow trucks in the metropolitan area, and these were dealt with at public hearing in November, 1968. As a result of the evidence heard over a protracted hearing and reports of its own inspectors in the field, the Board concluded that, generally, there was sufficient availability of tow trucks for accident work. However, it did not consider it should limit panel beating and body repair firms from use of tow trucks, ancillary to business, provided these were not used for accident towing unless bespoken or requested by the vehicle owner or person in charge of the vehicle. It was also decided to specially identify any such tow trucks with a distinguishing plate and windscreen sticker. The limitation excluding these vehicles from normal accident work was not acceptable to the majority of applicants and only two of these restricted licences were taken out. In country areas, the Board has generally conceded use of a tow truck by a body or panel beating firm to be a necessary tool of trade, but applications for hire and reward towing vehicles have been decided with local availability and adequacy of existing tow trucks in mind. Few problems have arisen in the country with accident work, and the most important benefit from licensing has been an up-grading in the standard of vehicle employed. Similar legislation to that in Victoria was introduced in New South Wales during the year, with the same purpose of controlling entry into the industry, setting vehicle standards and disciplining drivers and owners who may become involved in undesirable practices. Number of tow truck licences current as at 30th June, 1969:- Full Term Four Year Licences 650 Temporary Licences 25

LICENCE FEES FOR COMMERCIAL GOODS VEHICLES. Fees are $4 per annum for both " as of right " and discretionary licences, with concession fees for primary producers' vehicles at 50c per annum. Revenue collected from commercial goods vehicle licence fees during 1968-69 was:­ $ "As of Right" Licences 405,212 Discretionary Licences (Full Term) 59,273 Discretionary Licences (Temporary) 2,926 Border Licences 273

PERMITS. (Issued pursuant to Section 13 of the Commercial Goods Vehicles Act 1958). Permits are issued at the discretion of the Board, to authorize the operation of a vehicle temporarily in a manner not specified in a licence. Although up to a maximum permit fee of $30 may be charged, the scale of fees is well below this maximum, the average fee for this financial year being slightly less than $6 per permit. There were 153,707 permits issued during this year, and fees collected totalled $869,302. Except for asbestos cement pipes moving to country Water Authorities, referred to separately in this Report, commodities authorized by the Board to move under permit have been unchanged for a long period, and include a variety of commodities mainly building materials, superphosphate, &c.

Gee long-Melbourne Traffic. The range of goods authorized is extended when carried on the short haul between Geelong and Melbourne, but these additional items of general traffic are limited to an existing group of carrying firms, orginating in the main from Geelong. 16

Permits for Sawn Timber. The Board authorizes the movement by road of one-third of the output of sawn timber milled in the main timber producing areas of Central and East Gippsland and destined for Melbourne. Quantities of sawn timber which moved from the major production areas to Melbourne during the year to 30th June, 1969 were :- Road Rail Area. Super. Feet. Super. Feet. Beech Forest-Colac 431,700 1,255,400 Porepunkah- Myrtleford 1,996,100 3,415,620 Heyfield-Morwell- Erica 6,370,200 10,031,300 Euroa-Mansfield-Benalla 7,000,000 1,000,970 Bairnsdale-Orbost 26,521,000 62,333,000

42,319,000 78,036,290

From the Mansfield area, additional road movement has arisen because part of the output IS held for air drying, and carried to Melbourne in the original sticked form.

Wool. Gee/ong-Melbourne.-There has been a substantial transfer of shipping wool traffic to rail during the year, the increase principally relating to that carried to non-rail berths. A co-ordinated road/rail service at the Melbourne end meets the service required, and rail now handles most of this wool traffic. Movement during the past two years was:- 1967-68. 1968-69. Bales by Road 89,905 14,931 Bales by Rail 203,057 267,866 To Portland.- During the last wool season 94 long term periodical pennits and 67 trip permits were issued to authorize the movement on road of 24,000 bales to the newly developed Portland Wool Selling Centre from:- (a) Within a radius of 50 miles of Portland, including places on or south of the road between Hamilton, Coleraine, Casterton and Mt. Gambier. (b) Any place north of this road and which is situated more than 20 miles radius from a railway station.

" Marrel bucket" equipped truck to handle scrap metals in bulk. 17

This is approximately the same quantity that moved by road under permit during the last financial year, whHst the amount moved by rail from outside the above areas increased by 2,000 bales to 31,934. It is estimated also that a further 130,000 bales would have come from a local radius around Pordand in growers' own vehicles, or from properties adjacent to the South Australian border delivered to the port under Section 92 freedom.

Superphosphate. In addition to the recently established fertilizer plant at Portland, a new manufacturing project has been completed in the Westernport area. Extensive rail facilities for bulk deliveries have been included in constructional and handling arrangements at the plant and, because of the specialized product produced, deliveries will be effected State-wide. Manufacture of fertilizers has, therefore, become widely decentralized, supplies now being distributed from Westernport, Melbourne, Geelong and Portland.

trqVID KlfiOUEN Bulk Supply t\~

Special road tanker for liquid nitrogen.

NATURAL GAS AND OIL. Gippsland Offshore Drilling Activities. The continuance of drilling operations, the constructional requirements of both on and off-shore activities and pipe laying contracts associated with the Oil and Gas Exploration projects have required specialized service, both rail and road, for transport of equipment and materials. Because of the nature of the off-shore drilling operations in Bass Strait, including the critical situation that arose during the Marlin: field blow-out, the Board continued to allow reasonable latitude in use of road transport from Melbourne, and 13,000 tons moved by road to the principal marine terminal at Barry Beach. However, rail has been the principal transport medium for heavy goods to the terminal and, although the majority of traffic moved by co-ordinated road service from Welshpool station, a spur line from the main South Gippsland line into the terminal area provided direct rail delivery from April, 1969. In all, 46,000 tons of traffic moved to the terminal by rail during the year. At the Longford gas stabilization plant, transport of machinery, equipment and materials has been directed principally via the Rosedale railway station at which special unloading facilities have been installed by the Commissioners. Road transport has been confined mainly to indivisible loads or for urgent or fragile consignments. 8471/69.-2 18

Considerable quantities of pipe for off-shore leads from the gas and oil deposits and onwards from the plant to Melbourne and Westernport have also been required. Rail has played a major part in this movement ex Melbourne, road deliveries being effected from selected rail unloading points. HEATHCOTE AREA-PROVISION OF GOODS ROAD SERVICES. In association with the withdrawal of the 40-mile branch rail link between Heathcote Junction and Heathcote in October, 1968, the Board advertised for carriers located in the area to operate goods services to and from Melbourne. Nine carriers lodged applications and their claims and those of other interested parties were heard publicly at Heathcote in July, 1968. Taking into consideration the proximity of surrounding railway lines, the Board defined an area for which road services would be authorized (see area map). It selected two carriers to run regular connecting services to and from Melbourne, commencing from Heathcote and serving Tooborac and Pyalong en route. A separate service by a Pyalong-based carried to operate as and when required by local primary producers was also authorized to assist with bulk traffics in season such as grain, timber, wool and superphosphate, and the Board indicated that it would grant periodical permits for these commodities to any other local carrier. Road services commenced in October, 1968, and a daily road service is now provided between Melbourne and Heathcote in lieu of the once weekly rail service that ran previously. Five carriers have also been operating on permits for bulk traffics.

MALLACOOTA GOODS SERVICES. The Board was again required to deal with applications to run general goods road services between the Mallacoota area and Melbourne, as an alternative to existing rail /road co-ordinated arrangements at Orbost. A similar proposal had been rejected in 1965, but local carriers had been prompted to re-apply because of an interstate road delivery service via Eden which had commenced operating to and from Melbourne. Mter hearing interested parties at Orbost on the 27th March, 1969, the Board concluded that the principal problem with the existing rail /road service was the high freight rates charged and that, on this basis alone, it would not be justified in granting through road licences. Complementary with the Board's finding, the Railways Commissioners announced a 25 per cent. reduction in rail freights to parties holding freight contracts. The Board is closely watching the results and is hopeful that co-ordinating carrier services between Orbost and Mallacoota will recover traffic. If services in the area are not stabilized within a reasonable period, the Board will be prepared to examine the need for further steps to be taken.

AsBESTOS CEMENT PIPES. Arising from objections by the Railways Commissioners, the Board reviewed policy on issue of road permits for asbestos cement pipes moving from Melbourne to country Water and Sewerage Authorities. It was claimed that rail was satisfactorily moving large quantities of these products to State Rivers and Water Supply Commission projects, and additional traffic for other authorities could be readily handled. A conference of interested parties comprising representatives of the Commissioners, the manufacturing company James Hardie Pty. Ltd., and the State Rivers and Water Supply Commission which also represented country Water Authorities, was therefore convened and the whole position examined. The Board's conclusion was that, for large contracts and where satisfactory loading and unloading facilities were available, the traffic should move on rail. As from 1st July, 1969, road permits have not, as before, been granted automatically for transport of such pipes.

GoODS TO FIRE DEVASTATED AREAS. Following the disastrous bush fires in Victoria in January, 1969, the Board decided that permits would be issued without charge for the carriage of fencing materials, roofing iron and fodder, when moved direct to fire affected properties. As the majority of this movement occurred before the winter period, the concession was withdrawn on 2nd June, 1969, except for the carriage of fodder to the Upper Goulburn region.

SPECIALIZED CARGO HANDLING. The Board has noted the rapid growth of specialized handling equipment being introduced into the road transport industry. Improvization by use of standard-type vehicles for special tasks is rapidly being phased out. Influenced by a continuing demand for new design vehicles to handle a variety of sophisticated cargoes, the transport industry is moving to meet the challenge. The range of equipment now available to handle special cargo is endless. 19

HEATHCOTE DISTRICT TRANSPORT SERVICES AREAS AllOTTED FOR THROUGH ROAD SERVICES TO MElBOURNE

COLBINABBIN

0 12

LEGEND Extent of area for through road services to Melbourne Area subject to licence - R. Stone ...... Additional area (permits) - G. We ire ...... Rail services ...... ~- Main highways ...... Minor roads ...... 20

Change in handling methods is most noticeable in the petroleum, chemical and bulk cargo fields in which new products in sufficient quantity have produced the incentive to provide properly constructed vehicles capable of carrying high cost quality products safely and efficiently. Even with the use of standard-type vehicles, marked changes in packaging methods have been possible. The influence of containers of variable sizes in reducing packaging costs is of most significance. Bulk handling of cargo by road transport has altered the movement pattern of many commodities where a cost advantage can be gained.

A well-equipped and identified tanker for Hquid oxygen.

CONTAINERIZATION. Specially constructed cellular container ships were introduced on the Australia-United Kingdom service this year. These ships only call at Fremantle, Sydney and Melbourne from which ports auxiliary services are provided to other capital cities and to bigger country centres. Commencement of this mode of cargo handling has not been without its difficulties. At the outset, there was a "black " ban on container handling in the United Kingdom requiring the containers to be loaded at Rotterdam ; there was also a Jack of standby containers and suitable cargo. Currently containers being used conform to I.S.O. standards, i.e. 20' x 8' x 8'. Indivisible loads not capable of being carried in these containers have presented shippers with substantial problems. Some containers of 40' x 8' x 8' are coming into use. Restrictions on vehicle lengths and the bridge formula for maximum loads and axle weights will restrict the movement of these big containers on public highways. The effect this mode of cargo handling will have on established freight forwarding businesses cannot be gauged with accuracy yet, but it is evident some loss of trade has already occurred because of the door to door service offered at a cheaper rate by the overseas shipping consortia. 21 SECTION 2.

COMMERCIAL PASSENGER VEHICLES.

Licences issued for commercial passenger vehicles and current at the end of this financial year totalled 6, 735, an increase of 15 licences from the previous year. This total includes 243 buses operated by the Melbourne and Metropolitan Tramways Board and Victorian Railways.

Licences are issued to authorize operation of route services, metropolitan special service (charter), touring, school contract service, hire-cars and taxi-cabs within the State of Victoria. All licences for commercial passenger vehicle operations are issued at the Board's discretion under auth­ ority of the Transport Regulation Act 1958.

Commercial passenger vehicles operated by the Victorian Railways Commissioners and the Melbourne and Metropolitan Tramways Board may operate with the consent of Governor in Council, provided that the Minister of Transport submits matters relating to the licensing of these vehicles to Governor in Council on the recommendation of the Board.

Publication of details of applications for licences is required by the Transport Regulation Act, and if objections are made by any person or organization, the parties may press to be heard at public hearing.

Section 21 of the Transport Regulation Act lists a number of matters which the Board must take into consideration before granting or refusing to grant any application for a licence. In determining applications for discretionary licences the Board must, amongst other matters, evaluate in terms of community interest the benefits of the proposed service, taking into account the adequacy of the existing service, including the possibility of improvement of that service and the effects upon the existing service if traffic is diverted.

Decisions of the Board on applications for licences are subject to review by Governor in Council, and have no force until this review has taken place. Governor in Council may within six months of the Board's decision approve or disapprove of the decision, or make any determination in the matter which the Board might have made.

Variations of the conditions of licence for a commercial passenger vehicle are determined at the Board's discretion.

Public Hearings.-A total of 55 applications for new licences, variation of existing licences or transfer of licences for commercial passenger vehicles were dealt with at public hearing during the year. These hearings were conducted at Melbourne, Sale, Ouyen, Orbost and Cann River.

Private Sittings.-The majority of passenger licensing matters determined by the Board were considered at private sittings-a total of 2,758 cases (3,102 the previous year) were dealt with in this way during the year.

Transport Information Centre.-On the 21st April, 1969, the Honourable the Minister of Trans­ port opened the Transport Information Centre, located at the Victorian Government Tourist Bureau. The Centre has been established to provide the public with comprehensive information of tram, train and bus services. All information relating to private bus services was supplied by the Board. In addition to the establishment of the Centre, new and more informative timetables in a standard form are being issued by train, tram and bus operators. A further step being taken to improve public know­ ledge of passenger services is the introduction of maps of all services, which will be made available to the public. 22

East Mall at Southland Shopping Centre, opened September, 1968, with bus stands conveniently placed for the users of public transport.

METROPOLITAN PASSENGER TRANSPORT. METROPOLITAN OMNIBUS SERVICES. The " Metropolitan Area " is still defined as that area within eight miles of the corporate limits of the City of Melbourne. However, bus services in the wider area of the Metropolitan Transportation Study are included in this section of the Report. Number of Services.-There is a total of 175 private enterprise route omnibus services licensed to operate in the Transportation Study area. These services are operated with a total of 892 licensed vehicles. Services Introduced During the yem·.-New services were introduced between Lalor and the Thomastown railway station and between Hartwell and Kooyong. The commencement of a service between Hartwell and Kooyong saw the re-introduction of a service which ceased operating many years ago through lack of patronage. It was anticipated that the new Tooronga Village Shopping Centre in Toorak-road would generate sufficient additional traffic to justify continued operation of the service. A new service also commenced between Keysborough and Noble Park. Services were Extended in the following Areas.-Avondale Heights, Burwood East, Cheltenham, Deer Park, Hadfield and Strathmore. Regional Shopping Centres.-South!and Shopping Centre at Cheltenham opened on 3rd Sep­ tember, 1968. Sixteen bus routes were extended and are operating a total of 345 trips on weekdays and 146 trips on Saturdays into the Centre. These services connect the Centre with Cheltenham, Highett, Moorabbin, North Brighton, Middle Brighton, Hampton, Sandringham, Black Rock, Beaumaris, Mentone, Parkdale, Mordialloc, Dingley, Heatherton, Springvale, Noble Park, Dande­ nong, Clayton, Murrumbeena, Caulfield, East Bentleigh and Chadstone. Emergency Services.- Rail strikes in January and February, 1969 necessitated some re-organ­ ization of private bus routes for the duration of the strikes. The majority of services already provide connexion with Melbourne and Metropolitan Tramway Board arterial services operating to the City, and no re-organization was necessary in these cases. Services which were dependent upon rail connexion were extended to the nearest tram or tramway bus service, and an emergency advisory centre was set up at the Board's offices to answer enquiries from the public. Fare Increase.-In November, 1968, the Board approved an application by the Bus Proprietors' Association (Vie.) for increases in fares for private omnibus route services in the Metropolitan Transportation Study area. An analysis of costs and revenue trends of these services since the last fare adjustment in August, 1966 satisfied the Board that operators required additional fare revenue to meet the cost increases of the previous two years, and also to compensate for the slight downward trend in revenue in the first quarter of 1968. 23

This decision allowed operators in the area to increase the adult fare by le for one section, by 2c for other sections and to increase children's fares by le, with the exception of one section travel. Fares generally charged on metropolitan routes as from lOth November, 1968 were:- Sections Adult Children's Travelled Fare Fare 1 7c 4c 2 12c 7c 3 14c 8c Extra Sections le Various Combined fares with Rail.-Steps were taken during the year towards the introduction of combined road-rail weekly fares. The new fares were introduced on several services on the 7th July, 1969 and, although ticket sales were initially light, the scheme has so far worked smoothly. The Board is hopeful that such co-ordination can be extended to other services. Touring Services.-The Board approved the licensing of a luxury sedan type vehicle to operate on specialized nature study tours throughout Victoria. The service will cater exclusively for small groups and, in particular, overseas visitors desirous of observing Victorian fauna and native birds. Other major tourist services within Victoria are provided by two big operating companies whose vehicles are all of large seating capacity. Metropolitan Special Service Omnibuses.-Vehicles in this category normally have a capacity of more than 20 adults, and operate principally for the carriage of passengers under group hirings for journeys commencing within a 15 mile radius of the G.P.O. Melbourne. Special conditions are attached to these operations which include regular contract work on a set route for industries and schools, and service to sporting and special functions. The number of services authorized in these categories are:- Industries 47 Schools 229 Sporting 45 The Board requires these vehicles to be of a high standard, and will not permit vehicles to be retained under full operating authority unless they meet the required standard on inspection. There are 183 of these special service omnibuses. During the year, the Board granted eight additional licences after being satisfied that the operators concerned required the extra capacity to cope with customer demands. A further twelve buses with basic route and touring rights may also be used on special work from Melbourne.

Interior of late model omnibus showing 4-inch platform for seats, which eliminates high wheel arches. 24

METROPOLITAN TAXI-CABS. Metropolitan taxi-cab licences are issued to authorize the operation of sedan cars to be hired from the street, from approved taxi stands, or by telephone bookings for journeys to any place in Victoria from places within a defined boundary of approximately eight (8) miles from the corporate limits of the City of Melbourne. In October, 1968, the Board extended on an experimental basis for twelve months this proclaimed metropolitan area for taxi operation to include the towns and environs ofLaverton, Sydenham, Bulla and Epping, as well as the Tullamarine jetport, and also areas ofTemple­ stowe, Doncaster, Ringwood, Clayton, Cheltenham, Mentone and Mordialloc. Generally this exten­ ded boundary was in the order of fifteen (15) miles radius from the centre of the Melbourne city area. Metropolitan taxi-cabs operate at approved rates on journeys wholly within a radius of twenty-five (25) miles from the General Post Office, Melbourne. On journeys extending beyond this radius the rates are by arrangement between the hirer and the operator.

Number of Licensed Vehicles.-There were 1,807 licensed taxi-cabs operating in the metro­ politan area at 30th June, 1969, and this figure has remained static since 1967. Approximately 1,600 of these cars are fitted with two-way radio.

Fares and Hiring Rates.-During April and May, 1969, the Board considered an application by the Victorian Taxi Association on behalf of owners of metropolitan taxi-cabs, hire-cars and vehicles authorized to operate as suburban taxis for permission to charge increased fares. The Board refused the application in the terms sought, but approved an increase of 2c in the mileage rate from 18c to 20c per mile and a rise in the detention rate of 40c from $2 to $2.40 per hour to become effective on 1st July, 1969. The Board also approved increases in fares for the special work of wedding and funeral hirings. Taxi fares in Melbourne were last adjusted in November, 1965. There have been a number of cost increases in the intervening period which have involved taxi owners in additional operating expenses. The increases which the Board approved were designed to meet these additional costs

Special fares apply for operations outside the metropolitan area, for weddings, trips to sporting functions and for the hire of larger cars.

As from July, 1969, fares for journeys within 25 miles of the G.P.O. Melbourne have been:- Flagfall 20c (Including first 1/lOth of a mile) Mileage Rate.. 20c (2c each 1/10th of a mile) Detention $2.40 per hour Service Fee 15c per hiring made through depot Luggage 5c each item carried outside passenger compartment.

Suburban Taxi Operations.-Following a two-day hearing of interested parties in June, 1968, the Board subsequently introduced on an experimental basis some important changes in the opera­ tional rights of metropolitan taxi-cabs and hire-cars, and also certain country taxi-cabs on the fringe of the metropolis. In addition to extending the proclaimed metropolitan area for taxi operation, these changes were designed to give better identification of cabs which could be hailed in the streets, and greater availability of cars to the public by creation of virtually a common street car fleet over the whole of the metropolitan area of pick -up. The Board will make a comprehensive review of all aspects of the new form of operations in October, 1969, providing opportunity for any interested parties to be heard on a number of specific and important items which the Board considers should be thoroughly examined. METROPOLITAN HIRE-CARS AND ZONE HIRE-CARS. A metropolitan hire-car licence is issued for a sedan car authorizing operations for hirings booked through a depot for journeys to any place in Victoria.

A metropolitan zone hire-car has additional rights enabling pick-up of passengers from ap­ pointed stands and acceptance ofhirings off the street, but only within a prescribed Zone. Under the Board's re-organization of metropolitan taxi and hire-car service introduced in October last, zone hire-cars and country taxi-cabs in places located within the extended metropolitan taxi area were authorized to operate as suburban taxis under radio control from a specified depot, with the additional right to accept hirings off the street anywhere within the redefined metropolitan area. These vehicles also display some signs to assist in their ready identification as taxis. 25

CARS OPERATING AS SUBURBAN TAXIS Location of Depots and. Number of Cars

Broad meadows Keilor Watsonia

*

Sunshine Ringwood I RI 26 I*

Laverton Glen 70 Waverley

*

*Zone Depot Total Number of Cars in: I K I 93 INumber of cars in Zone, Zone Designation Group1 b F Group 2 ffi 157 I

Group3 ~

Group 4 93 TOTAL

Fig. 2.-Cars operating as suburban taxis, location of depots and number of can..

At the close of the year, there were 727 current zone hire-car licences, and also sixteen hire-cars specially licensed as superior or luxury type cars. Altogether, 798 vehicles comprising 722 of these zone hire-cars and 76 country taxi-cabs were authorized to operate as suburban taxis. No additional zone hire-car licences were issued during the year. Fares and Hiring Rates.-Metropolitan zone hire-cars and other cars authorized to operate as suburban taxis operate at the same hiring rates as prescribed for metropolitan taxi-cabs. The sixteen superior type hire-cars have no fixed rates, and operate at the rates agreed upon with the hirers. Booking Fees for Account Customers.-ln September, 1968 the Board amended the regulations to authorize the charging of a booking fee of 5% on taxi charge accounts, and to require that such charge be made. Previously it had been a common but technically illegal practice for depots to add a surcharge of up to 5% to the monthly account of customers using their taxi or hire-car service, but not paying the fare at the conclusion of each hiring. At the request of the Victorian Taxi Association that this situation be clarified, and particularly for the payment of a surcharge on charge accounts to be legalized, the Board agreed to amend the regulations accordingly. 26

Example of top quality vehicles being introduced as taxis and hire-cars to meet the demand for private tours and special V.I.P. hirings.

URBAN PASSENGER TRANSPORT.

URBAN TAXI-CABS AND HIRE-CARS. There were 200 licensed taxi-cabs operating in urban areas. Of this total, 114 operated in Geelong, 50 in Ballarat and 36 in Bendigo. There were also three hire-cars operating in Bendigo.

No additional licences were issued during the year, the number of taxi licences in the three urban districts having remained static since 1965.

Fares and Hiring Rates.-Fares charged in the three urban centres are at the same level as taxi and hire-car fares in the Melbourne metropolitan area. The Board approved similar increases in mileage and detention rates for the three urban areas from 1st July, 1969 as for the metropolitan area. Special fares apply for operations outside the urban areas and for weddings.

During the year, the Board approved a reduction in the meter fare area of Ballarat from the boundaries of the urban district to a 7-mile radius of the Central Post Office in Ballarat, following representations by operators in the area. The new area became effective as from 1st January, 1969.

URBAN OMNIBUS SERVICES. In the urban centres of Ballarat and Bendigo, passenger transport services are provided by the State electricity tramway system and private bus services. Public passenger transport in the Geelong urban area is provided entirely by privately owned bus services.

Number ofLi censed Vehicles.- At the close of the financial year there were 27, 24 and 91 licen­ sed vehicles operating on urban bus routes in Ballarat, Bendigo and Geelong respectively. The Board's findings following its enquiry last year into public passenger transport facilities in Ballarat and Bendigo were to replace the State electricity tramway services with a system of privately operated bus services. (See Board's Report to Minister- Appendix IX.) The present form of street passenger transport in both urban areas of electric tramway services supplemented by private bus services is not considered by the Board as in the best interests of the local communities. 27

The tramway systems cannot cater for developments which have and will continue to occur, and the rehabilitation of tramway plant is not practicable. The private bus services in Ballarat and Bendigo have been developed around the tramway services; they serve areas beyond the scope of the fixed rail systems and, being designed to avoid conflict with the tramway services, they consequently have not been ideally planned. The Board has no doubt that both urban areas could be well served by motor omnibus, and that adequate facilities could be provided in both areas by such private enter­ prise services. There was little change in the operation of licensed bus services in urban districts during the year, and the standard of service provided continued to be satisfactory.

Entrance door and steps of a late model omnibus with under floor engine, designed for ease of entry and egress.

COUNTRY PASSENGER TRANSPORT.

COUNTRY OMNIBUS SERVICES. Country omnibus services for the purpose of this Section of the Report are all those commercial passenger services, other than those provided by taxi-cabs, hire-cars and special licensed school service vehicles, operating in areas outside the district served by the metropolitan electrified railway system, and the urban areas of Ballarat, Bendigo and Geelong. Number ofLicensed Vehicles.-At the close of the financial year there were 704licensed vehides operating on country omnibus routes. In addition to regular route service operations, some 300 school services are operated under contract to the Education Department with this same group of vehicles. 28

Route Bus Services.-The rail motor services between Morwell and Mirboo North and between Ouyen and Pinnaroo were replaced during the year by private bus services. The bus frequency on the Mirboo North service was initially two return trips daily compared with previous service by rail of one trip daily. This has since been reduced to one return trip daily due to lack of traffic. The Ouyen-Pinnaroo rail motor service operated three days weekly before its cessation. The road service when introduced operated each day from Monday to Saturday; the Saturday bus service was later deleted because of insufficient traffic. Bus services continued to operate through to Melbourne from Warburton, Alexandra, Heales­ ville, Mansfield, Nathalia, Lockington, Rochester, Heathcote, Casterton, Coleraine, Edenhope, Apollo Bay and Lorne. A service through to Melbourne from places east of Cabbage Tree Creek has been approved by the Board. This followed a public hearing in Orbost, as the result of which the Board concluded that there was a need to improve passenger transport to the districts surrounding Cann River, Genoa and Mallacoota. The network of country bus services throughout the State was maintained throughout the year with little change. Service from Warrnambool to Geelong on Saturdays was deleted due to lack of traffic, although service on Mondays to Fridays is still maintained. A daily bus service was intro­ duced for shoppers from the Mt. Evelyn area to the Eastland Shopping Centre, Ringwood. Emergency Serv'ices.-During the period of the two rail stoppages in January and Febuary, 1969, a number of bus services were introduced at short notice to provide transport to and from country districts. These were well received by the travelling public, but the services ceased as soon as regular rail passenger service was resumed.

COUNTRY TAXI-CABS AND HIRE-CARS. Country taxi-cabs are sedan type vehicles operating at prescribed rates from appointed stands and depots outside the metropolitan taxi-cab boundary and outside the urban areas ofBallarat, Bendi­ go and Geelong, to any place in Victoria. The country hire-car has similar rights but hirings must be made through a depot. Number ofLicensed Vehic/es.-At the close of the financial year there were 601 cars authorized to operate as country taxi-cabs, and 64 cars authorized to operate as country hire-cars. There are now 971icensed country taxi-cabs and 9 country hire-cars operating from metropolitan zone hire-car depots. These cars were originally licensed to operate in areas just beyond the metro­ politan taxi boundary, and have been absorbed into the metropolitan system as the boundary has been extended. The former country taxi zones Cheltenham to Aspendale (ZoneS) and Nunawading, Mitcham, Ringwood (Zone R) are now part of the metropolitan system. New country zones embracing Seaford and Frankston, Eltham-Greensborough and Bayswater-Boronia-Lower Ferntree Gully have been created. The country zones now functioning are:- Zone P Edithvale-Chelsea-Bonbeach-Carrum. Zone Z Springvale-Noble Park-Dandenong. Zone M Upper Ferntree Gully, Belgrave, Upwey, Belgrave Heights, Olinda, Monbulk and Kallista. Zone F Seaford-Frankston-Mt. Eliza. Zone G Eltham-Greensborough. Zone L Bayswater-Boronia-Lower Ferntree Gully.

SCHOOL BUS SERVICES UNDER CONTRACT TO THE EDUCATION DEPARTMENT. At the close of the year there were 1,318 school bus services (1,235 in the year to 30th June, 1968) operating under contract to the Education Department in urban and country areas.

BILLY GRAHAM CRUSADE. The Billy Graham Crusade was held in Melbourne between 14th March, 1969 and 23rd March, 1969. The Board as early as October, 1968 commenced to plan the required transport services in conjunction with the Billy Graham Crusade Committee, Victoria Police, Melbourne and Metropolitan Tramways Board, Victorian Railways, Melbourne City Council and the Bus Proprietors' Asssociation (Vie.). Because interested organizations were encouraged by the Crusade Committee to attend as distinct groups, many group hirings of charter buses occurred. However, the majority of country travel from places beyond a short distance of Melbourne took place on well organized rail services.

2ND AUSTRALIAN SENIOR SCOUT VENTURE. The 2nd Australian Senior Scout Venture is to be held at Nunawading between 29th December, 1969 and 8th January, 1970. In February, 1969, a meeting was held at the Board's offices between Scout officers, rail representatives, road representatives and officers of the Board to discuss transport and traffic arrangements for 2,000 scouts attending this gathering. The Board is confident that satis­ factory transport facilities will be available to meet all requirements. 29

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Laminated identification card and certificate holder now being issued free of charge to metropolitan and suburban taxi and tow truck drivers.

DRIVERS' CERTIFICATES-COMMERCIAL PASSENGER VEHICLES. Every driver of a commercial passenger vehicle must be in possession of a Driver's Certificate issued by the Board. This Certificate is a separate and additional authority to the motor car driver's licence issued by the Police. Each application for a Certificate must be accompanied by a satisfactory medical and eyesight report. A medical and eyesight report is then required at three-yearly intervals thereafter, or more frequently if the holder of a Certificate is subject to some disability or is over sixty years of age. If the applicant is medically acceptable, his application is forwarded to the Chief Commissioner of Police for a check and report on character, traffic record and general suitability. Before issue of a Certificate, the Board has to be satisfied that the applicant is a "fit and proper" person to drive a public service vehicle. 31

Prospective drivers of metropolitan taxi-cabs and hire-cars must, in addition, pass a test of knowledge of the metropolitan area and a special Police driving aptitude test. With extension of the metropolitan boundary for taxi operations, new drivers in these areas formerly not required to pass the "location" test have now to do so. In October, 1968 the Board agreed to receive applications from female drivers to drive commer­ cial passenger vehicles. At the close of the year the Board had certificated 112 women to drive metropolitan taxis. Amending legislation under the Motor Car Act, effective as from 1st March, 1969, provides that a driver holding a probationary motor car driver's licence must display "P" plates during the first twelve months of holding such licence. This rule also applies to a driver whose licence has been re-issued after having been cancelled during his original probationary period of three years. As a result of this the Board became concerned that a number of currently certificated drivers of both passenger vehicles and tow trucks could fall within these categories, and it was resolved that an amendment to the Regulations be drafted making a Driver's Certificate ineffective whilst such driver was required under the Motor Car Act to display "P" plates. The Board introduced a more durable type of photograph/identity card for display by drivers of metropolitan taxis and hire-cars and also for use by tow truck drivers operating within a radius of 25 miles from the G.P.O. A new style of laminated identification card displaying the driver's photo­ graph and Driver's Certificate number has been approved, and issue of these is to commence as from 4th August, 1969. The new identity card is to be used by each driver in conjunction with his Driver's Certificate, and a special wallet-type holder is also to be issued to hold the Certificate. In the case of taxi and hire-car drivers, the new laminated identity card is capable of being fitted to the existing bracket installed in each vehicle. The total number of applications received for Drivers' Certificates during the year was 3,719, an increase of 572 over that of the previous year. Of this total 2,692 certificates were issued, 1,029 of these being to drive metropolitan taxi­ cabs or hire-cars and 1,663 in respect of buses throughout the State and taxi-cabs operating outside the metropolitan area. Owing to failure to complete, or inability to pass, the necessary qualifying tests for metro­ politan taxi drivers, 834 applications were not proceeded with. A further 90 applications were also refused because of unsatisfactory Police records or serious traffic convictions.

DRIVERS' CERTIFICATES-Tow TRUCKS. Every driver of a tow truck must be in possession of a Driver's Certificate issued by the Board before he can legally drive such a vehicle. A certificate is issued only after the applicant's character, traffic record and general suitability have been checked by the Police. The minimum age requirement for applicants is 21 years, although some exceptions are permit­ ted where such applicants are apprenticed in some capacity to, or full time employed by, the tow truck owner. The rule concerning "P" plates referred to elsewhere limits the number of applicants under 21 years of age who, although qualifying in other respects, are not now eligible to drive a tow truck licensed by the Board while the Motor Car Act requires the "P" plate to be displayed. As already mentioned under the heading of "Drivers' Certificates--Commercial Passenger Vehicles", a new type of driver's identification card has been introduced for tow truck drivers operating within a radius of 25 miles from the G.P.O. Melbourne. 32

The new identity card is similar to that issued to metropolitan taxi drivers and is to be carried by each tow truck driver in a specially designed wallet-type holder together with his Driver's Certificate. The number of applications received during the year to drive tow trucks was 498. Of this total 425 Certificates were issued, 41 applications were refused because of Police or traffic records, and 32 refused because applicants were under the required age.

Recently imported top quality touring and charter coach.

VEHICLE STANDARDS AND INSPECTIONS. The standard of passenger vehicles, both buses and taxis, available to the public for public conveyance has improved further during the year. The taxi fleet in particular is of high standard, due largely to the Board requirement of replacement when a car reaches four years from the date of first registration (six years for a limited group of large or luxury type cars). It has been noticeable that taxi owners with few exceptions take initiative to order new cars before this period is up. In addition to normal route bus replacements, there were many new top class charter and touring vehicles brought into service. It is pleasing to note that this was not confined to the metropolitan area. Heavy luxury type charter coaches have been introduced into country areas, and Ballarat in particular has benefited from this trend. In some country areas, the introduction of better vehicles over recent years has been accompanied by the provision by operators of improved maintenance facilities.

METROPOLITAN INSPECTIONS. Earlier this year the Board obtained approval to proceed with the conversion of the existing Inspection Centre at Port Melbourne into a modern, fully equipped testing station. Plans are now in hand to increase the size of the the building and to install the latest overseas equipment for testing of brakes, taxi meters, headlights and wheel alignment. The Board has also secured the Minister's approval to expand into additional inspection centres, and suitable sites have been purchased in Campbellfield to serve as a northern depot, and in Bays­ water North for an eastern depot. Eventually it is planned that all taxis and buses will be within reasonable distance of inspection points, and that inspections annually or more frequently can be carried out in the Board's own inspection centres. 33

COUNTRY INSPECTIONS. While the number of vehicle examiners in the metropolitan area has remained the same, the Board has continued with its plan to improve the standard of inspections in country areas by appoint­ ment of qualified inspectors. Examiners are now located at Shepparton, Mildura and Hamilton; these men are assisting with inspections in neighbouring regions as required. All vehicle examiners based at Port Melbourne and selected country examiners attended a "Service Product School" at General Motors Hoidens, Dandenong, which was held late last year. This assisted our staff to keep abreast of important developments in the automotive field, and the Board appreciated the company's co-operation.

TAXI RADIO. Although the Board has not so far compelled fitment of two-way radio in the boot of a taxi rather than under the dashboard, it has indicated to the industry that such will become a requirement at a later date. Through its examiners, the Board has encouraged operators to move ahead of any such requirement, and it is pleasing to note that quite a large proportion of new cars being presented for inspection have the radio fitted in the boot. The combination of a small taxi-meter fitted into the dashboard, and the radio in the boot, leaves the front of the car largely free of protrusions which have, in the past, presented a hazard to passengers in the event of heavy braking or collision.

Dashboard of a metropol·itan taxi which has two-way radio unit fitted in boot. The small taxi meter fitted within dashboard area leaves unrestricted leg room and minimum hazard to passengers.

Bus LIGHTING. Although there were no new regulatory requirements for buses the Board has, by policy decision, extended the metropolitan and urban lighting requirements to all buses throughout the State. This related particularly to brake lights and turning indicator lights, in respect of which the Board regarded the minimum requirements under the Motor Car Regulations as inadequate for large passen­ ger carrying vehicles. The Bus Proprietors' Association representing bus owners supported the Board in this requirement, as it has in other matters involvFng safety and improved standards generaUy.

DISTRIBUTION OF Bus LICENCE FEES. Prior to the repeal of the Motor Omnibus Act in I 952, the Melbourne City Council and the City Councils at Ballarat, Bendigo and Geelong were the licensing authorities for the respective urban dist­ ricts, and fees collected from omnibuses operating on routes wholly within the several districts, less costs of administration, were disbursed to municipalities to be applied towards construction, renewal or maintenance of roads. 8471/69.- 3 34

When the Board became the licensing authority in 1952, the provisions governing distribution of fees were continued in the Transport Regulation Act. The amount available for distribution, which at any time could only be regarded as a token contribution towards cost of repair, &c of roads, has decreased in recent years because of reduction in bus licence fees and heavier administration costs. Some municipalities have in fact received no payments in recent years and others only small amounts. The Board would like to provide more positive assistance to municipalities in provision of amenities for the travelling public. While it has continued to disburse bus licence fees to metropolitan and urban councils, it has not felt it should use monies from the Transport Regulation Fund, having regard to other commitments, for such projects as bus shelters, comfort stations, interchange terminal facilities, &c. It has therefore suggested to the Minister that Section 41 of the Transport Regulation Act be amended to eliminate distribution of bus fees. This followed consultation with the Municipal Association which indicated no objection to the proposal, on the basis that alternative Board assistance would be provided to all municipalities, metropolitan and urban as well as country, on a uniform and more comprehensive scale. 35 SECTION 3.

ROAD MAINTENANCE CHARGES. Charges Payable.-Part II. of the Commercial Goods Vehicles Act 1958 requires owners of commercial goods vehicles which have a load capacity exceeding four tons to pay a ton mile charge towards compensation for wear and tear caused to Victorian roads. This charge is made at a rate of five-eighteenths of a cent per ton mile, based on the tare weight of the vehicle plus 40% of its load capacity. Exemptions are provided for journeys made solely in connection with the carriage of certain primary produce and livestock. (See Fourth Schedule to the Act.)

Assessment of Charges.-Is made on the basis of returns submitted to the Board by vehicle owners on a monthly basis. The system enables self-assessment of charges by owners w~o are re­ quired to lodge the relevant payment with their returns. Usually, operators are able to assess the charges payable but all returns are carefully checked and matched against evidence of travel by vehicles obtained from the Board's inspectors and a number of other sources.

Special enquiries are conducted to examine records of companies employing transport to ascer­ tain the actual journeys being undertaken in transporting goods, particularly on short hauls. Extracts of these records are converted to work mileage and related to the monthly mileages declared by the sub-contract carriers concerned, and action is taken where understatements are revealed. In addition to obtaining payment for the evaded charges, this method of review has resulted in a higher degree of compliance from owners when submitting subsequent returns.

Total Vehicles.-The Board now has on record 39,458 vehicles with load capacities exceeding four tons. Of these 13,690 belong to owners with special arrangements under Section 30 of the Act (including 5,668 primary producers).

Total Collections for the Year to 30th June, 1969.-Were $7,841,354 representing an increase of $592,927 above those for the previous year. Of the amount collected, it is estimated that $2,234,786 was paid in respect of travel by vehicles engaged on interstate haulage on Victorian roads. Payments to Country Roads Board.-The total road charge collections were paid into the Country Roads Board Fund to be applied to the maintenance of public highways (including grants to municipalities for that purpose). During the thirteen years since the commencement of the road maintenance scheme, almost $68 million has been collected by the Board.

ENFORCEMENT. A considerable proportion of the Board's enforcement effort continues to be applied to ensuring compliance with the requirements of Part II. of the Commercial Goods Vehicles Act. Investigations undertaken by Board officers into failure by operators to submit monthly state­ ments of mileage and/or pay contributions totalled 5,453 (5,080 for the year to 30th June, 1968), of which 1,055 (1,096) were carried out on behalf of other mainland States. These investigations resulted in admissions of unpaid contributions totalling $469,368 ($513,878). Of this amount $194,824 ($184,709) related to contributions payable to other State Authorities. Officers of the Department of Motor Transport, New South Wales, carried out 598 (713) inves­ tigations on behalf of the Board, obtaining admissions of non-payment of contributions due in Victoria totalling $114,487 ($104,663). Officers of the Highways Department, South Australia, carried out 189 {198) investigations payable in respect of Victorian mileage totalling $19,547 ($17,540). During this year, 6,246 (5,800 in the previous year) convictions were recorded in the Melbourne Court of Petty Sessions against vehicle owners who failed to submit monthly statements of mileage and/or to pay contributions for which they were liable. Fines related to these convictions amounted to $172,880.($159,437), the Court ordering the payment of $106,541 ($101,283) being contributions proved to be unpaid. 36

1 I I I I I I I I I I I 5 millions

~ 8------~····--··------1---1

r- 1

Fig. 3.-Collection of road maintenance charges from heavy vehicle owners shows a steady increase each year.

Active steps have been taken to re-implement Civil Debt proceedings in respect of unpaid road maintenance contributions. Such proceedings are necessary where prosecution is not practicable with offences which occurred beyond the statutory period of 12 months. In the financial year, 172 proceedings were commenced, these being related to admitted debts totalling $9,136. These figures relate to Victorian resident operators. Further proceedings are currently in course in respect of inter­ state resident operators against whom the admitted debts total $11,895. Having regard to the fact that this legislation has been in force for 13 years, the Board has decided it should adopt firmer action in respect of operators who continue to offend. However, the level of general compliance continues to improve and the Board feels that the ratio between revenue collected and collection costs is satisfactory.

FINANCIAL DIFFICULTIES OF SMALL CARRIERS. The Board's responsibility in the matter of collecting road maintenance charges is clearly set out in the Act. It is to ensure that liable vehicle owners submit a monthly return of mileage on Victorian roads, and pay the amount of road charges due by the 14th of the following month. Considerable leniency has in the past been shown by the Board, particularly to smaller operators who have fallen behind in their payments. Even though the charges are eventually paid, there is still a clear offence for late payment. Late payment of monthly dues, and building up of arrears of payment, have been the pattern of compliance by many vehicle owners over long periods. The Board has made every endeavour to assist owners in default by giving them time to pay, and by non-enforcement of penalties. 37

Unfortunately, some vehicle owners never catch up. The performance of many such owners, mainly small carriers owning one or two trucks, leading to their bankruptcy, loss of their transport assets, or committal to gaol for unpaid fines and Court orders, is a reflection on the road transport industry as a whole, and is known to be a matter of concern to industry leaders. It is often the direct result of the low cartage rates offered by some forwarding agents and large carrying firms to their sub-contractor carriers, and of course of the freedom accorded to transport beyond State borders by Section 92 of the Constitution. The highest incidence of business failure is in the interstate road transport arena. Most of the vehicles used on interstate cartage are in the hands of one or two-truck owners. Many of these own­ ers become over-committed with truck hire purchase payments and other operating expenses. Often they are tied up "hand and foot" by their principals-by finance, by availability of loading, by cartage rates, by penalties for non-performance. In various circumstances including minor trade recessions and industrial unrest, continuity of cartage is broken and sometimes where loading is offered, long inter­ state trips are undertaken with one-way or only part-return loading. A proportion of owner-drivers have no capacity to run their own businesses, and keep insufficient check on expenditure. The result is that various trade bills are unpaid, and one of the first of these costs to be set aside is the monthly liability to pay road maintenance charges. This the only special tax that the interstate carrier has to pay; he pays no registration fee for his truck as does the normal vehicle owner, and is not subject to the licence and permit fees which, under State transport legislation, the carrier engaged in local and intra-state work has to pay. · One of the factors leading to the high bankruptcy rate among hire and reward carriers or to their lack of success as professional carriers is the lack of any qualifications to enter this field. Any person, on a small deposit, can become the owner of a commercial vehicle, including semi-trailer size, and embark on a road carrying business. There are no prerequisites-character, experience or finan­ cial. It is in this situation that so many individuals, often admittedly with some driving experience on commercial vehicles, engage in parcels and general carrying and interstate truck haulage, sometimes in response to advertisements and inducements from agents and bigger carrying firms to handle loading for them. Publicity is invariably given to the few cases which arise where, as a result of a long period of evasion of road charges and non-payment of fines and Court orders, the carrier is eventually committed to prison to discharge his debt to the Courts. Such commitments are the result of judicial processes. The Courts do everything possible to help the individuals concerned, and agree to any reasonable offer under which the debt can be paid off by monthly instalments within the capacity of the debtor to pay. The Board is most sympathetic to the imprisoned carrier, as a term of imprisonment achieves nothing except to provide a means of expiating the debt incurred. On the other hand, simply to cancel out the penalty which has been imposed by the Courts as a result of non-payment of a properly constituted operational cost is unfair to the majority of vehicle owners who pay their road charges in accordance with the law. It is invariably found that these charges are owing in more than one State where interstate cartage is performed, and that the amounts involved are, in any case, small by comparison with other trade debts owing-for vehicle hire purchase, fuel, tyres, &c. The Board quite strongly feels that this and the other unfortunate results of road transport operation today, particularly amongst the smaller carriers, are due to the nature of the road transport industry itself and the freedoms associated with entry into the carrying field. In such a competitive condition for the small man, particularly if he cannot secure his own clients and has to rely on sub­ contract work, it is very much "survival of the fittest", and the bankruptcy rate amongst carriers is high. While it may be argued that constitutional and statutory freedoms in road transport are in many respects a desirable feature, there is in the Board's view a need to examine the question of whether entry into hire and reward carrying should be conditioned to require some qualifications-by way of character check, experience in transport and, most important, minimum finance or a system of bond­ ing. With such conditioning made common to both intra-state and interstate carrying and therefore not discriminatory, it should surely be interpreted as a reasonable qualification for any person seeking to enter an occupation in which he holds himself out as available to carry goods and materials for reward, and in no way a restriction of interstate trade. 38 SECTION 4.

MOTOR BOATING ACT 1961. The Motor Boating Act 1961 and the Motor Boating (General) Regulations 1962 require the registration of privately used motor boats not exceeding 65 feet in length, and provide for the control of operations of such motor boats in Victorian waters.

The Board's function is confined principally to the registration of motor boats.

A copy of the Regulations is supplied free to all motor boat owners by the Board upon regis­ tration, and these are explicit in setting out the minimum safety equipment required when the motor boat is being operated.

The Victoria Police are primarily responsible for the enforcement of Regulations through the Police Boating Squad, and particular attention is given to ensuring that the operation of the motor boat and its safety equipment complies with the Regulations. Control of boat operation on a number of Victoria's inland waterways has also been vested in local Authorities and officials of these Authorities are also authorized to enforce the Regulations.

Unlike New South Wales, Queensland and Tasmania, Victorian drivers of registered motor boats operating in Victorian waters do not require to hold a motor boat driver's licence. This has caused some difficulty for Victorian boat-owners on waters such as the river Murray and ancillary streams, but the licensing of Victorian drivers has been facilitated by the opening of additional testing centres at Moama and Mulwala, N.S.W., and at the New South Wales Government Tourist Bureau, Melbourne.

Exemptions from Registration.

The Motor Boating Act and Proclamations made thereunder allow for the exemption from registration of certain motor boats.

Exemptions from registration are granted to:- (a) Any motor boat for the time being the property of Her Majesty or of any public sta­ tutory corporation. (b) Any motor boat which is required to be registered and to bear any identification mark or number pursuant to the provisions of any other Act. (c) Any motor boat operated by Units of the Australian Sea Cadets Corps. (d) All boats being the property of Life Saving Clubs and affiliated with the Royal Life Saving Society (Australia), Victorian Branch, and the Surf Life Saving Association (Australia), Victorian Head Centre and used for and in connection with life saving. (e) Any boat being the property of a bona fide Yacht Club and being used solely for the purpose of search and rescue. (f) Any motor boat registered in another State of the Commonwealth or in the Australian Capital Territory that is temporarily in Victoria. (g) Any boat being in the possession, custody or control of a builder of boats for sale, such builder being a member of the Boat Builders Association, or a dealer in boats being a member of the National Marine Association, whilst such boat is being bona fide tested or demonstrated for the purpose of sale and is identified by name plates bearing the name of such builder or dealer on each side of the hull of such boat. (h) Any boat which is brought into the State of Victoria from any other State of Australia for the purpose only of competing in any regatta or contest sponsored by a bona fide Power Boat Club or Association and so long as the boat is so used. 39

*Number of $000's Boats (OOO's) ------~1400 ~ NUMBER OF BOATS ON REGISTER AT t:::::_j JUNE 30TH, 1962~1969. 1300

TOTAL CONTRIBUTIONS TO TOURIST I 1/1 1-----+-1200 ~ DEVELOPMENT FUND UP TO JUNE 30TH 1969. I 1/1 NUMBER OF MOTOR BOAT REGISTRAr~. 1100 t:...::.=_j IONS TRANSFERRED AT 30TH JUNE I 50 --~ ______EA_C_H_._Y_E_A_R_. ______~~----~~ 1000 I 900 I 40--~------~ 800

700

600 I I I 500 I ~------~ 400 / 300 / 10 200

5 F------~-~------~--=-~------~______.. __ ------­ 100 ...... ------,...,....,.,...... 1962 1963 1964 1965 1966 1967 1968 1969

Fig. 4.-Motor boat registration fees collected each year since 1962.

Each motor boat may be registered for a period of one, two or three years as required by the owner. The registration plate must be fixed to the boat, and the registration number displayed in letters of not less than 6 (six) inches on either side of the bow of the boat.

Number of Boats Registered. There were 42,169 motor boats currently registered at 30th June, 1969. 40

Fees collected from motor boat registrations this year totalled $233,149 and this amount was paid into the Tourist Development Fund. Administrative costs and cost of collection recouped from the Tourist Development Fund totalled $33,464. The total contributions to the Tourist Development Fund at 30th June, 1969 since registration of motor boats commenced in 1962 are set out hereunder:-

Progressive Amount. Annual Amount Collected. $ $ 1962 88,892 (six months only) 88,892 1963 198,858 109,966 1964 332,205 133,347 1965 495,547 163,342 1966 674,515 178,968 1967 867,421 192,906 1968 .. 1,086,372 218,951 1969 .. 1,319,521 233,149

New registrations taken out during the year totalled 6,425 and 3,556 registrations were cancelled by boat owners. Some 4,437 registrations were transferred during the year. The increase in popularity of boating is illustrated by the following yearly totals since motor boat registration was first introduced:- 30th June, 1962 13,664 30th June, 1963 21,642 30th June, 1964 24,461 30th June, 1965 29,167 30th June, 1966 32,689 30th June, 1967 36,275 30th June, 1968 39,300 30th June, 1969 42,169 41 SECTION 5.

ENFORCEMENT. The Board's staff is primarily concerned with the enforcement of the provisions of the Trans­ port Regulation Act, the Commercial Goods Vehicles Act and the Transport Consolidated Regula­ tions made pursuant to these Acts. In addition, the Board is considerably involved in other legislation which its officers are empowered to enforce, including the Motor Car Act and Regulations and the Road Traffic Act and Regulations as they relate to commercial road transport. Enforcement of the Motor Boating Act and Regulations is limited to matters related to registration, enforcement related to factual operation being substantially the responsibility of the Police Motor Boat Squad. During the past year 13,337 (11,733 in the previous year) reports of offences were submitted in respect oflegislation other than Part II. of the Commercial Goods Vehicles Act. (For Part Il. offences, see Section 3, Road Maintenance Charges). These reports disclosed 16,972 (14,749) actionable offen­ ces, of which 6,231 (5,250) were dealt with by the Courts and 6,119 (5,144) convictions recorded. Warnings were issued in respect of 1,567 cases (1,135). No action was taken in respect of 5,650 actionable cases (4,910), these being related to operators who had not previously offended and who took immediate steps to comply after interception. In the main, these offences occurred in respect of newly acquired vehicles which were not licensed at the time of purchase. In addition, no action was taken in respect of 2,986 cases (2,919) where, after appropriate checks were made, actionable offences were not disclosed. A total of 65 reports (90) were referred to other Authorities for possible action. These comprised 35 to the Chief Commissioner of Police and 30 to the Country Roads Board. Hereunder is a summary of prosecutions taken before the Courts under legislation mentioned above. Information in greater detail is included in Appendix VI. of this Report.

I Act or Regulations. Cases Total Fines Cases i Total Fines 1968~9 Imposed. 11167-68. Imposed.

$ $ Transport Regulation Act (Passenger) 51 . . 72 .. Commercial Goods Vehicles Act Part I. 838 . . 1,270 .. Transport Consolidated Regulations 1960 ...... 1,201 .. 1,227 .. Motor Car Act ...... 2,820 . . 1,599 .. Motor Car Regulations . . . . 660 . . 509 .. Road Traffic Regulations . . . . 653 . . 570 .. Police Offences Act . . . . 5 . . 2 .. Justices Act ...... 2 . . - .. Crimes Act ...... 1 .. Drugs of Addiction and Restricted Sub- stances Regulations . . . . 1 . . - .. 6,231 136,204 5,250 104,771

The following is a further summary of the enforcement action taken for non-payment of road charges contributions by truck owners under the provisions of Part 11. of the Commercial Goods Vehicles Act. 1968-69 1967-68 Convictions recorded 6,246 5,800 Fines imposed $172,880 $159,437 Contributions ordered to be paid $106,541 $101,283 Further detail in connection with investigations and enforcement is included in Section 3 Road Maintenance Charges. '

Highway Policing. In earlier reports the Board has recorded its concern at the hazards involved in the interception of large vehicles on highways carrying heavy traffic. With the co-operation of the Country Roads Board, hardstandings for use as off-highway truck check bays have been established and more of these check points are proposed. 42

Their advantages have been well demonstrated. They allow volume checking of vehicles with maximum safety to officers participating and to other road users. Mobile policing in high density traffic conditions has become hazardous, and the trend will be to concentrate on static checking at these truck check bays established at various points on main highways.

Special Checks. Liaison with the Victoria Police, Country Roads Board, the Department of Highways and Local Government of South Australia, South Australian Police, the Department of Motor Transport of New South Wales and the New South Wales Police enabled frequent co-ordinated checks to be held so that long distance road traffic could also be checked for compliance with complementary legislation existing in South Australia and New South Wales. The volume of goods traffic continues to increase thus requiring the use of methods allowing high density checking. As a result of these co-ordinated checks, better compliance results while valu­ able statistics on long haul traffic are obtained. Information gained in such checks is exchanged between the States.

Two-way Radio. The use of two-way radio on Board cars has proved satisfactory and will be further developed. An increasing volume of enquiry and investigational work in the field is requiring maximum utilization of men and cars, and radio communication will enable this to be carried on with minimum interrup­ tion and reduced mileage.

Interstate Transport. The volume of goods moving by road on interstate routes continues to increase. The heaviest road traffic is between capital cities, although there is a substantial road movement into the Riverina district of New South Wales. Section 92 of the Constitution affords genuine interstate transport protection from the provisions of the State law regulating road transport. With the introduction of specially constructed roll on/roll off and container ships in interstate trade, it will be interesting to observe what types of goods traffic will move for onward sea movement. The trend for freight forwarders to engage sub-contract carriers for their interstate road requirements in preference to capitalizing on their own equipment has continued. It is estimated that 70 %-80% of trucks regularly engaged on interstate hauls are owned by small carriers working largely under contract to the big cartage companies and forwarding agents.

Border-hopping. The carriage of goods between two places in Victoria by firstly making a journey over the State border shows no decrease in volume. The industry took on appeal a case to the High Court of Australia to test further how far the provisions of Section 92 of the Constitution could be taken to cover this type of traffic. The High Court handed down a decision in the Roadair Pty. Ltd. v. Wil­ liams case last year which gives even wider freedom to persons interested in taking advantage of the legislation. The Government authorized the Solicitor General to seek leave to appeal to the Privy Council. The Judicial Committee of the Privy Council refused leave, thus widening the field in which the Victor­ ian Railways are subject to unrestricted competition from interstate road operators. The area affected by the border hopping mode of transport ranges from 50 to 100 miles inside the border of this State, thus having considerable effect on the regulatory system.

CARRIAGE OF DANGEROUS CARGOES. The Board made reference last year to its concern at the carriage of dangerous cargoes on roads and the lack of legislation to control identification, packing and transport of such goods. The Annual Conference in May of the Australian Road Transport Authorities passed a resol­ ution as follows:- "That the chairman of this 19th Annual Conference of State Road Transport Author­ ities write to the Secretary of the Department of Shipping and Transport, bringing to his notice the views of this Conference that urgent action is required to expedite the work of the Australian Dangerous Goods Transport Committee so that finality can be reached at an early date." A number of road accidents have occurred during the year involving vehicles carrying chemicals of a toxic or corrosive nature. There is in the Board's view, and this is shared by other State Authorities, an urgent need in each State to prescribe uniform conditions of carriage of dangerous goods, and their proper identification to other road users and to officials such as police, fire prevention officers and traffic inspectors called to accidents, so that the nature of the load is known and also the preventive safety steps required to be taken. 43

Despite the publication of comprehensive rules to control transport, packaging and handling of dangerous cargoes by a United Nations committee and separately by member countries of the European Economic Community (E.E.C.), the Commonwealth committee referred to appears to have made little progress over the past several years. In this and other matters affecting road transport in the Commonwealth, it is not desirable that individual States legislate except on the basis of uniform rules, so that State borders will not change the requirements expected of manufacturers and carriers concerned with such traffic. The Board is hopeful that, as a result of the concern expressed by State Road Transport Author* ities, and discussion of this matter at a meeting during the year of the Australian Transport Advisory Council, rules based on those already in force in Europe and Great Britain will soon be iinalized aad passed to the States for examination and adoption.

INSECURE LoADS. The incidence of insecure loading is high despite the provisions of Regulation 149 of the Motor Car Regulations requiring all loads to be securely tied or held to the motor car or trailer. Prosecution proceedings are instituted in those cases where gross negligence on the part of driver or owner is apparent. Inspectors have been instructed, wherever possible, to guide and advise drivers of goods carrying vehicles on their responsibility in this matter. The Board recognizes that there are problems with securement of some types of loads. These arise with acceleration and deceleration, shifting the load to the rear or to the front. In a turn, the load comes under centrifugal forces that tend to throw it sideways; doubling of the speed at which a driver takes a corner quadruples the centrifugal force acting on the load. The Board is confident that a program of education will have worthwhile results, and is hope­ ful that responsible organizations within the local transport industry will give this problem greater publicity and advise owners and drivers fully on safe driving pointers and the hazards of insecure loads.

Drivers' Certificates. The Board exercised its penal powers in respect of offences by holders of certificates to drive passenger vehicles and tow trucks. Such action is related to wilful or repeated offences, and sometimes follows convictions by appropriate Courts. A summary of action taken discloses: Revocation of certificate 12 cases Suspension of certificate 3 " Warnings issued 6 , Adjourned or no penal action 5 ,

26 , 44 SECTION 6.

FINANCE. Transport Regulation Act 1958 and Commercial Goods Vehicles Act 1958-Part I. Total fees collected under the provisions of the Transport Regulation Act and Part I. of the Commercial Goods Vehicles Act were $1,801,617, an increase of $53,747 from the previous year. Increases occurred in most categories, the most significant being $18,890 in "As of Right" licences. Fines collected as a result of action taken in the Courts for offences detected against the provisions of the Transport Regulation Act, the Commercial Goods Vehicles Act, Part I., the Transport Consolidated Regulations, and associated legislation totalled $34,475.

Motor Car Act. Fees collected by the Motor Registration Branch for registration of commercial passenger vehicles licensed solely to operate on specified routes within the metropolitan area, and transferred to the Transport Regulation Fund, totalled $10,184. This amount, less costs of collection incurred by the Motor Registration Branch, will be distributed with other fees to metropolitan municipalities during 1969-70. Fines collected for breaches of the Motor Car Act and Regulations on Informations laid by Board officers were $72,673. Fees collected from the issue of log books under the Motor Car (Hours of Driving) Act were $10,975. As the cost of printing the books is met by the Country Roads Board, these fees were paid into the Country Roads Board Fund.

Commercial Goods Vehicles Act 1958-Part /I. Contributions for road charges received from owners of commercial goods vehicles pursuant to Part II. of the Commercial Goods Vehicles Act and paid direct to the Country Roads Board Fund totalled $7,841,354. An amendment to the Country Roads Act 1958 provides for an amount equivalent to six per centum of the previous year's collections to be paid to the Transport Regulation Board as reimbursement for the cost of collection. During 1968-69 the amount received by the Board was $434,855. Fines collected for offences under this Part of the Act were $157,176.

Motor Boating Act. Registration fees collected from owners of motor boats under the provisions of this Act totalled $233,149. This amount was paid to the Tourist Fund from which the Board recouped $33,464 for costs and expenses incurred in the collection of such fees, and in the administration of the Act.

EXPENDITURE. Administrative Expenditure borne by the Transport Regulation Fund increased by $169,183 from the previous year to $2,095,545. This increase was incurred mainly under the heading of salaries and overtime reflecting the effect of salary revisions that took place during the year. Increases also occurred in other administrative costs, and further payments of $36,047 were made to complete the new Ballarat Regional Office. Distribution of Fees to Municipal Authorities.-Vnder the provisions of Section 41 of the Trans­ port Regulation Act, fees collected from owners of commercial passenger vehicles licensed solely to operate on specific routes wholly within the metropolitan area and any urban district, less cost of collection and relevant administration expenses, are paid to the Municipalities wholly or partly within the metropolitan area or any urban district. The amount distributed in this year from 1967-68 collections was $45,708. Since the Board assumed responsibility for regulating metropolitan and urban omnibus operations in 1952, it has distributed nearly $1·25 million to Municipalities. Because of concession fees granted for route bus operators in 1959, much of the amount distributed since that time has been subsidized from the Transport Regulation Fund. Other Payments to Municipalities.-Also under the provisions of Section 41 of the Transport Regulation Act, the Board is empowered, subject to Governor in Council approval, to make available "Such sums as the Board determines towards the cost of any project or undertaking (including, in particular, any municipal project or undertaking) designed to afford greater convenience to the public, and to assist or improve the conditions of transport of passengers either generally or on any particular route or in any particular area." 45

During the year, allocations totalling $18,829 were approved by Governor in Council. Total payments for projects approved in this and previous years and met from the Transport Regulation Fund during the year were $4,915. An amount of $26,661 for projects approved, but not yet completed, remained unclaimed at the close of the year. Surplus of revenue over expenditure for the year was $339,429, and after adjusting a small amount relating to the new building project, the balance carried forward in the Transport Regulation Fund at 30th June, 1969 was $605,780. SECTION 7.

ADMINISTRATION. Staff-Board staff at the end of the year numbered 485, comprising 165 male administrative oflicers, 115 inspectors and 205 females. The new office building with its modern facilities and amenities have assisted in maintaining a stability in staffing and improved efficiency in handling day-to-day tasks. Regional Staff-Country staff totalled 78. The Board's administration is decentralized over twelve Regional Offices as follows:- Bairnsdale 6 Gee long 15 Morwell 13 Ballarat 8 Hamilton 3 Shepparton 6 Bendigo 7 Horsham 5 Warrnambool 4 Euroa 3 Mildura 3 Wodonga 5 One inspector attached to the Bendigo office is permanently stationed at Swan Hill; an inspector attached to the Wodonga office is permanently stationed at Wangaratta; and one officer from the Geelong office is stationed at Colac on one day a week. The country staff was increased by four during the year; a junior administrative male was appointed to the Morwell office, an additional typist to the Euroa office, and a qualified vehicle exam­ iner and inspector to each of the Mildura and Shepparton offices. A further qualified vehicle examiner has since been attached to the Hamilton office to help with vehicle inspections and general enforcement duties in Western District regions. Regional Offices.-The Board occupies space in Public Offices in Warrnambool, Hamilton and Bendigo, and rents accommodation in private buildings at Bairnsdale, Morwell, Horsham and Euroa. Space is leased in Municipal buildings in Shepparton and Mildura, and the Board has its own offices at Geelong, Wodonga and Ballarat. New Public Offices at Horsham are nearing completion and space has been provided in these offices for the Board's requirements. New Public Offices are planned for Shepparton, and the Board will transfer to accommodation in these offices when completed. Construction of a new Board office at Morwell should commence shortly, followed by a new office at Bairnsdale. The Board's new premises at Ballarat office were officially opened by the Honorable the Minister on 7th February, 1969. The building is circular in design and, in providing for a dispersal of office areas around a central reception foyer, an open office complex with complete access to all parts has been obtained. The layout is convenient to staff and public alike. Regional Residences.-The Board owns twelve residences located near its regional offices. Most of these residences were acquired in the early fifties ; some were already built and of weather­ board construction. Because of their age and high maintenance cost, there is a need to replace a number of these residences, and land is being purchased to enable new, brick-veneer homes to be built. A change of headquarters for the Upper Goulburn region from Euroa to Seymour also entails construction of a new residence at Seymour, and the Euroa house will be sold.

TRAINING. The Board approved the introduction of a Performance Appraisal and Development Scheme which will initially apply to permanent male staff below group supervisor level. Before the scheme could be introduced, special training of the appraising officers was necessary and an internal course was conducted attended by 33 supervisors. The course occupied nine days and the nature and scope of the course is illustrated by the subjects discussed, viz:- The Human Environment. Organization. Role of the Supervisor. Delegation of Authority. Induction of Personnel. Job Instruction. Human Behaviour. Individual Needs. Morale and Leadership. Problem Solving. Communications. 47

Work Planning and Control. Work Methods and Procedure. Personnel Administration and Policies. Creative Thinking. Performance Appraisal. Interviewing and Counselling. Staff Development. The Board was particularly fortunate in gaining the services of distinguished speakers to lead discussions:- Mr. C Middleton, Surveyor General, Lands Department. Mr. P. Fury, Principal Training Officer, Repatriation Commission. Mr. K. Fury, Inspector, Victorian Public Service Board. Mr. B. Bennett, Training Officer, Victorian Public Service Board. Mr. S. Derwent, Director, Institute of Administration, University of New South Wales. Dr. V. Palmer, Personnel, Central, P.M.G. Mr. M. Paine, Forest Assessor, Forests Commission. Mr. J. Jones, Inspector-Organization, P.M.G. Mr. J. O'Neill, Methods Officer, P.M.G. Mr. F. O'Connor, Senior Training Officer, Departmental Training, Victorian Public Service Board. The appraisal scheme as it is progressively applied through all staff levels will have as its prim­ ary objective the development of staff, improvement of morale, and institution of appropriate training programmes designed to lift efficiency. The Board encourages staff to undertake further studies and fourteen male officers are currently undertaking courses as follows:- Commerce 1 Public Administration 6 Business Studies 4 Transport Administration 3 During the year, two officers gained the Diploma of Public Administration and two the Certificate of Transport Administration. An approved scale of gratuities is paid for tertiary qualifications, and the Board also assists with course fees. Senior officers have the opportunity of participating in various courses conducted by the Public Service Board of Victoria, and the Board is grateful for the assistance and co-operation in matters of training afforded by the Public Service Board.

ACKNOWLEDGMENTS. The Board again records its appreciation for the help at all times forthcoming from industry organizations and various departments with which it has dealings. In particular, a close and effective liaison has developed with Police and Country Roads Board on policing and enforcement matters, to the extent that duplication of effort has been to a great extent minimized. Last, but by no means least, the Board acknowledges the work of its staff who, in another strenuous year, have performed their duties admirably under the capable leadership of an enthusiastic team of executives, headed by the Board's Secretary, Mr. B. P. Kay. 48 APPENDIX I.

STATEMENT OF REVENUE AND EXPENDITURE-FINANCIAL YEAR ENDED 30TH JUNE, 1969.

1968-69. 1967-68. $ $ $ Revenue- Metropolitan and Urban Omnibus Licences 69,734 Other Discretionary Licences .. 234,828 Transfer Fees 94,942 Discretionary Goods Licences 62,472 " As of Right " Licences 405,212 867,188 835,653

Permit Fees- Goods .. 869,302 Passenger 22,969 892,271 874,852 Fines Collected 264,324 Drivers' Certificates .. 17,833 MisceHaneous 24,325 306,482 277,233 Total Board Revenue 2,065,941 1,987,738

Metropolitan Omnibus Registration Fees 10,184 Road Charges Collections 7,841,354 Motor Boat Registrations 233,149 Log Book Fees 10,975 8,095,662 7,500,730 Total Revenue 10,161,603 9,488,468 --·-- -···---

Expenditure- Salaries and Overtime 1,635,536 Other Administrative Costs 399,724 Replacement and Maintenance of Cars 60,285 Payments to Government and Local Government Bodies 7,723,937 Payments from Transfer Fees 2,692 Total Expenditure and Payments 9,822,174 9,075,127 Surplus of Revenue over Expenditure .. 339,429 413,341

STATEMENT OF TRANSPORT REGULATION FUND. Balance Brought Forward 258,033 200,177 Plus Surplus for year 339,429 413,341 597,462 613,518 Less Treasury Repayment 188,700 424,818 Less Special Expenditure-New Building Project (Cr.) 8,318 166,785 Balance Carried Forward 605,780 258,033 49 APPENDIX 11.

LICENCE FEES-FINANCIAL YEAR ENDED 30TH JUNE, 1969. PASSENGER VEHICLES. 1968-69. 1967-68. $ $ $ Metropolitan and Urban Omnibus Licences­ Metropolitan Omnibus 42,630 Melbourne and Metropolitan Tramways Board 15,405 Victorian Railways .. 181 58,216 53,208 Urban Omnibus (Ballarat) 2,171 Urban Omnibus (Bendigo) 1,968 Urban Omnibus (Geelong) 7,379 11,518 11,422 69,734 64,630 Other Passenger Licences­ Metropolitan Charter 22,619 Metropolitan Taxi-cabs 29,555 Metropolitan Hire-cars 13,710 65,884 70,662 Country Omnibus 71,161 Country Taxi-cabs 11,434 Country Hire-cars 1,158 Melbourne and Metropolitan Tramways Board (Country) .. 1,749 Victorian Railways (Country) .. 662 School Service Licences 70,311 156,475 155,466 Urban Taxi-cabs 3,734 Urban Hire-cars 57 3,791 3,954 Touring Omnibus 2,690 Temporary Licences .. 5,636 "GP" (Goods-Passenger) 352 8,678 9,415

234,828 239,497

Transfer Fees 94,942 84,050

GOODS VEHICLES. Discretionary Licences- "D" 59,273 Temporary " D " 2,926 Border Licences 273 62,472 61,154 " As of Right " Licences­ "Ea" .. 65,888 "Eh" .. 6,469 "Ec" .. 30,515 '' Ed" .. 9,041 "Ef" .. 2,859 " Eg" .. 229,412 "Eh" .. 57,052

"Ei " . 4 3,860 Victorian Railways (Goods) 116 405,212 386,322

467,684 447,476 Total Licence Fees .. 867,188 835,653

8471/69.-4 50 APPENDIX Ill.

DETAILED STATEMENT OF EXPENDITURE-FINANCIAL YEAR ENDED 30TH JUNE, 1969.

1968--69. 1967-68. $ $ $ Salaries and Overtime­ Administration (Head Office) 916,407 Inspectorate (Head Office) 403,884 Regional Staff 272,906 Pay-roll Tax 38,603 Workers' Compensation Insurance (Less Claims) 3,736 1,635,536 1,540,221

Other Administrative Costs- Postage, Telephones, Lighting and Heating 121,951 Printing and Stationery 58,043 Furniture and Equipment 7,845 Maintenance of Offices 12,613 Capital Expenditure on Offices 36,916 Rent, Rates and Cleaning 32,820 Travelling Expenses .. 29,175 Audit Fees .. 5,613 Government Proportion of Superannuation Pensions 24,088 Expenditure on Regional Residences 8,972 Duty Stamps and Prosecution Costs 34,130 Miscellaneous 27,558 399,724 343,446

Replacement and Maintenance of Cars­ Replacement of Cars 15,269 Running Costs and Maintenance­ Head Office Cars 24,750 Regional Cars .. 13,043 Insurance Premiums .. 7,223 60,285 42,695

Total Administrative Expenditure 2,095,545 1,926,362

Payments to Government and Local Government Bodies- Cost of Collecting Metropolitan Omnibus Registration Fees 444 Police Services 55,361

Payment to Municipalities­ Comfort Stations 1,741 Bus Shelters 3,174 Metropolitan and Urban Omnibus Fees 45,708

Tourist Fund- $ Motor Boat Registrations 233,149 Less Costs Recouped 33,464 199,685 C.R.B. Fund-Road Charges Collections 7,841,354 Less Costs Recouped 434,855 7,406,499 Log Book Fees .. 10,975 Miscellaneous 350 7,723,937 7,148,103

Payments from Transfer Fees 2,692 662 Total Expenditure and Payments 9,822,174 9,075,127 51 APPENDIX IV.

NUMBER OF LICENCES CURRENT AT 30TH JUNE, 1969, SHOWING COMPARISON WITH FIGURES AT 30TH JUNE, 1968.

1969. 1968. Discretionary Licences­ Passenger Licences- Metropolitan and Urban Omnibus Licences­ Metropolitan Omnibus .. 577 580 Melbourne and Metropolitan Tramways Board 204 216 Victorian Railways 3 3 784-- 799-- Urban Omnibus (Ballarat) 27 29 Urban Omnibus (Bendigo) 24 25 Urban Omnibus (Geelong) 91 90 142 144--, Other Passenger Licences­ Metropolitan Charter 183 178 Metropolitan Taxi-cabs 1,807 1,807 Metropolitan Hire-cars 710 711 2,517 2,518-- Country Omnibus 1,025 997 .. Country Taxi-cabs 601 601 Country Hire-cars 64 65 665 666-- Melbourne and Metropolitan Tramways Board (Country) 23 23 Victorian Railways (Country) 13 14 School Service Licences 954 943 Urban Taxi-cabs 200 200 Urban Hire-cars 3 3 203 203- Touring Omnibus 54 58 Temporary Licences 172 177

Total Passenger Licences 6,735 6,720 "GP" (Goods-Passenger) 34 38 Goods Licence- " D " Licences ( 4 years) .. 13,357 12,518 Temporary " D " 590 807

13,947 13,325

LICENCES ISSUED "AS OF RIGHT".

1969. 1968. " Ea" Licences-25 miles radius of G.P.O., Melbourne .. 15,316 15,147 " Eb " Licences-25 miles radius of Chief P.O. at Bendigo, Ballarat or Gee1ong 1,544 1,507 "Ec" Licences-25 miles radius of owner's place of business 6,970 6,909 " Ed " Licences-Primary Producers .. 17,522 17,313 " Ef" Licences-Butter Factories 501 546 '' Eg " Licences-Ancillary users 50 miles radius, up to 4-ton load capacity 53,886 51,618 " Eh " Licences-Third Schedule Commodities .. 13,062 12,684 " Ei " Licences-Approved Decentralized Secondary Industry 899 799 Total Licences Issued " As of Right " 109,700 106,523 52 APPENDIX V.

MOTOR BOAT REGISTRATIONS. FoR THE TWELVE MONTHS ENDED 30TH JUNE, 1969 (i). CONSTRUCTION.

Material. Open Type. Half Cabin. Cabin Cruiser. Total. Metal 1,363 20 25 1,408 Wood 2,167 299 309 2,775 Fibreglass 1,554 221 124 1,899 Composite 191 20 17 228

------~-- Totals 5,275 560 475 6,310

~---

Overall Length. Up to 13 ft. 6 in. 2,945 20 1 2,966 13 ft. 7 in. to 15 ft. 6 in. 1,642 244 50 1,936 15 ft. 7 in. to 18 ft. 6 in. 637 194 151 982 18 ft. 7 in. to 20 ft. 6 in. 30 63 134 227 20 ft. 7 in. to 22 ft. 6 in. 9 18 32 59 22 ft. 7 in. to 27 ft. 6 in. 6 16 47 69 27 ft. 7 in. and over 6 5 60 71

~·····-- Totals 5,275 560 475 6,310 ------

MOTOR CATEGORIES (ii). Inboard. Horse-Power. Less than 2 39 1 40 2 but less than 5 110 23 2 135 5 but less than 7 16 8 4 28 7 but less than 9 41 27 8 76 9 but less than 11 76 52 25 153 11 but less than 26 262 80 152 494 26 but less than 51 362 51 142 555 51 but less than 101 12 2 11 25 101 but less than 201 201 plus ..

Totals 918 243 345 1,506

Outboard. Less than 2 1,154 8 1,162 2 but less than 3 544 8 552 3 but less than 4 667 14 5 686 4 but less than 5 300 16 2 318 5 but less than 6 221 36 11 268 6 but less than 7 70 15 3 88 7 but less than 8 175 46 17 238 8 but less than 9 176 55 18 249 9 but less than 10 41 6 2 49 10 but less than 11 223 36 18 277 11 but less than 16 271 32 34 337 16 but less than 21 521 49 41 611

Totals 4,363 321 151 4,835

Fuel Used. Petrol 5,279 550 467 6,296 Diesel I 14 29 44 Electric 1 1 Totals 5,281 564 496 6,341

(i) Excludes a number of late registrations from country areas. (ii) Includes a number of twin engines. 53 APPENDIX VI.

SUMMARY OF FINES AND COSTS AND NUMBER OF CASES HEARD IN RELATION TO THE VARIOUS ACTS AND REGULATIONS DURING THE FINANCIAL YEAR 1968-1969. I Cases Act or Regulation. Offence. Heard. Fines. Costs.

Transport Regulation Act- $ c $ c Section 16 .. . . Failed to state name and address ...... 3 39.00 4.50 16 .. . . Stated false name and address ...... 5 65.00 12.30 " 16 .. . . Failed to produce driver's certiilcate .. . . 9 65.00 12.00 " 16 .. . . Failed to produce driver's licence . . 19 218.00 23.70 " . . .. " 16 .. . . Refused inspection of vehicle ...... 4 85.00 6.00 16 .. . . Failed to stop ...... 4 55.00 1.50 " 37 .. . . Outside conditions of licence ...... 4 105.00 6.70 " 37 .. . . Unlicensed passenger vehicle . 3 " . . . .. 300.00 17.10 Commercial Goads Vehicles Act- Section 22 .. . ' Unlicensed goods vehicle . ' ...... 486 11,045.00 498.90 " 22 .. . . Outside conditions of licence ...... 281 8,534.50 310.35 22 .. .. Outside conditions licence and permit .. . . 60 2,216.00 83.80 " 23 .. .. False statement in application for permit . . .. 1 40.00 1.50 " . Outside conditions licence (tow truck) 10 " 25 ...... 185.00 16.90 Transport Consoli- dated Regulations Part ll.- Regulations 10 . ' Failed to display licence label ...... 122 1,088.00 142.30 10 .. Failed exhibit zone plate ...... 2 14.00 3.00 " Failed to hand duplicate certificate to owner " 11 ...... 3 17.00 4.50 lt Vacant sign displayed outside area " ...... 3 24.00 4.50 " 11 .. Outside conditions zone permit ...... 2 30.00 3.00 " 19 . ' Failed return certificate and badge . ' .. .. 21 207.00 31.80 " 32 '. Failed to state origin and destination of goods .. 2 40.00 . . " 37 .. Failed to render reasonable assistance .. . . 2 9.00 3.00 " 38 . ' Pretend to be an inspector ...... 2 35.00 10.00 39 .. Failed to stop at level crossing .. . ' . . 8 95.00 10.50 " 56 . . Employing uncertificated driver ...... 12 110.00 17.20 " 56 . . Owner failed to hold duplicate driver's certificate .. 3 12.00 4.50 " 58 .. Failed notify change of address on certificate .. .. 20 126.00 30.30 Misd;l!aneous . . Misconduct offences ...... 3 25.00 4.50 Part Ill. Regulations I . . Failed to exhibit certificate ...... 20 110.00 32.00 I .. Driver's certificate not held ...... 27 240.00 37.50 " 2 .. Failed to exhibit badge ...... 15 78.00 21.00 " 3 .. Carrying passengers other than for hire and reward .. 4 41.00 4.50 " 8A .. Failed to operate between 4. 30 p.m. and 6 p.m. .. 95 785.00 121.50 " 9 .. Refused a fare ...... 5 105.00 29.90 " 11 . . Charge incorrect hiring rates ...... 2 20.00 9.20 " 20 . . Driver touted ...... 4 35.00 7.00 " 21 .. Driver multiple hiring ...... 5 54.00 16.50 " 22 . . Needlessly standing ...... 2 20.00 3.00 " 23 .. Unattended vehicle ...... 46 272.00 65.00 .." 24 . . Incivility, misconduct and unclean dress .. . . 8 75.00 34.00 .. 24 . . Obscene words ...... 5 45.00 28.50 24 .. Drinking during tour of duty ...... 3 13.00 1. 50 .." 26 . . Obstruction of traffic ...... 5 40.00 11.50 .. 28 . . Overloading passenger vehicle ...... 1 10.00 1.50 32 .. Passenger failed to pay fare ...... 25 384.00 206.75 .." 36 . . Misuse of stand ...... 19 172.00 28.50 .. 45 . . Failed to comply with hiring rates ...... 4 70.00 13.CO .. 53 . . Broken seals on taximeter ...... 61 594.00 90.10 .. 57 . . Refused a hiring ...... 7 126.00 38.05 60 .. "For Hire" sign displayed while carrying passenger(s) 4 34.00 6.00 ".. 62 . . Not bespoken from depot ...... ll 5.00 3.00 88 .. Meter not operating when hired ...... 3 35.00 1.50 Misd;l!aneous . . Misconduct ...... 1 20.00 1.50 Part IV.- Regulations 5 . . Failed to produce /carry loading dockets . . .. 9 85.00 6.00 8 .. Passengers on good vehicle ...... 6 83.00 9.00 ".. 9 . . No driver's certificate (tow truck) ...... 9 120.50 12.00 .. 9 . . Failed to produce driver's certificate .. . . 6 56.00 7.50 13 .. " Authority to Tow " book not carried . . .. 2 2.50 . . ".. 13 . . Incomplete "Authority to Tow " book . . . . 7 115.00 13.50 .. 14 . . Misconduct (tow truck driver) ...... 2 20.00 24.50 Part VI.- Regulations 3 . . Unserviceable vehicle ...... 4 45.00 3.00 .. 5 . . Failed to present vehicle for inspection .. . . 1 10.00 1.50 .. 20 .. Protective screen and warnin g device not fitted . . 4 40.00 7.50 40 Faulty tyres (passenger vehicle) 26 483.00 36.40 50 No spacer bars I 15.00 1.50 52 No portable warning devices (tow truck) 1 10.00 1.50 53 Broom not carried .. 1 5.00 3.00 54 No fire extinguisher .. 7 94.00 6.00 54

APPENDIX VI.-continued.

Cases ' Act or Regulation. Offence. Fines. Costs. \ Heard. i I ! Part VII.- $ c $ c Regulation 1 False statement on authorized form .. 18 240.00 45.50

!vfotor Car Act- Section 12 .. Incorrect registration 12 385.00 14.80 13 .. Misuse of number plate I 40.00 3.60 17 .. Unregistered trailer .. 17 351.00 12.60 17 .. Unregistered vehicle .. 140 13,560.40 168.50 20 .. Intrastate operation on interstate registration 8 153.00 3.00 22 .. No driver's licence .. 42 2,084.00 37.20 22 .. Driver's licence not endorsed .. 59 3,795.00 59.30 22 .. Employing driver without licence endorsed or employing unlicensed driver .. 34 1,805.00 45.90 28 .. Drive while licence suspended 2 10.00 1.50 33 .. Overwidth .. 57 1,202.00 50.90 33 .. Overheight 90 2,021.00 71.30 33 .. Overlength 149 3,461.00 143.00 33 .. Overweight (goods vehicle) 48 2,272.00 16.50 33 .. Speed, passenger and goods 191 4,990.00 154.10 33 .. Faulty tyre .. 18 420.00 9.00 35 .. Outside conditions C.R.B. permit 62 1,387.00 55.00 37 .. Failed produce driver's licence 35 469.50 98.40 37B Exceeding 5 hours driving 9 192.00 7.50 37B Exceeding 12 hours driving .. 191 4,554.00 109.50 37B Failed have 10 hours rest 318 8,487.00 186.50 37D Fraudulently use A.L.B. 6 160.00 3.00 37G Use another person's A.L.B ... 12 190.00 7.50 37H Deface original page of A.L.B. 35 812.00 3.00 37H Permitting excess of 12 hours driving 28 663.00 31.35 37H Permitting failure to have 10 hours rest 50 1,622.00 44.85 37H Permit exceed 5 hours driving 1 20.00 1.50 37H Fail to send A.L.B. copies to owner .. 10 225.00 10.00 37H No authorized log book 1,026 25,545.00 909.45 37H Fail to produce A.L.B. on demand 21 348.00 16.50 37H Permitting no authorized log book 95 2,310.00 95.10 40 .. No third party insurance 31 620.00 28.50 80 .. Drive in manner dangerous .. 2 80.00 81 .. Careless driving 5 130.00 9.30 83 .. Emitting excess smoke 14 360.00 16.15 84 .. Fraudulent use of driver's licence 1 20.00

Afotor Car Regula- tions- Regulations 12 Fail to notify change of construction 2 45.00 1.50 26-30 Number plate offences 69 757.00 57.10 37 No registration label 80 708.50 68.35 74 Driver's view of traffic obstructed 1 20.00 79 Faulty tyres 33 874.00 35.10 93-101 Lighting offences 197 2,899.00 166.00 101-112 Lighting offences 64 794.50 71.50 " 115-118 Braking offences 16 292.00 15.50 126 Rear vision mirror not fitted 9 107.00 9.00 , 131 No mudguards 3 45.00 6.00 137 No name, address, tare, gross 12 105.00 4.50 140 Unsafe vehicle (brakes etc.) .. 26 665.50 36.45 142 No licensed driver in towed vehicle 1 10.00 1.50 144 No safety chain on trailer bar 12 141.00 13.50 149 Insecure load 40 828.00 48.00 150 No chains on logs .. 12 291.00 10.50 151 Exceed 6 ft. forward of pivot pin 6 95.00 4.50 151 Overhanging load .. . ~ 60 1,190.00 56.10 153 Use microphone whilst car in motion .. 1 10.00 1.50 199 Fail notify change of address on driver's licence 16 134.00 10.50

Road Traffic Regula- lions- Regulations 401 Failed to stop traffic light 70 1,557.00 97.20 402 Failed to obey traffic sign 18 320.00 20.30 501 Failed to keep to left 2 15.00 3.60 502 Overtaking dangerously 7 185.00 6.30 508 Crossing double lines 29 673.00 12.60 509 Drive too close 1 40.00 601 Fail to give right of way 9 205.00 6.30 701 Fail to stop at pedestrian crossing 7 160.00 6.30 705 Fail to stop at school crossing 2 25.00 3.00 803 No diverge right signal 23 258.00 22.50 901 Fail to stop at railway crossing 1 25.00 1. 50 1,001 Speed offences 123 2,977.00 97.50 1,101-1.106 Parking offences 94 1,015.00 135.10 1,201-1,203 Lighting offences 118 1,982.00 111.00 1,204 Portable warning devices 136 2,024.50 163.15 1.402 Pass on wrong side of tram 2 60.00 3.60 1,501 Unattended--engine running l 5.00 1.50 1,504--1,505 Not in full control of vehicle 3 45.00 4.50 1,510 Tow more than one vehicle 6 76.00 7.50 1,512 Excess use of horn .. 1 55

APPENDIX Vl.-continued.

Act or Regulation. Cases Offence. Heard. Fines. Costs.

Police Offences Act- $ c $ c Section 17 .. . . Obscene language ...... 4 20.00 3.00 17 .. . . Insulting words ...... 1 10.00 1.50 Drug; of Addiction and Restricted Sub- stances Regulations 1966 . . .. Possession of restricted substance ...... 1 100.00 .. Justices Act- Section 77 .. Aid and abetting ...... 2 80.00 3.40 TOTAL ...... 6,231 136,204.40 6,008.00 56 APPENDIX VII. METROPOLITAN AND URBAN OMNIBUS SERVICES. SUMMARIES OF MONTHLY STATEMENTS. Metropolitan Omnibus Services.

Route Services. Charter Operations. Month. ! Miles. Revenue. Passengers. Miles. Revenue.

,000 $,000 ,000 ,000 $,000

July, 1968 ...... 1,893 698 7,170 127 53 August, 1968 ...... 1,869 683 6,822 146 66 September, 1968 . . .. 1,806 662 6,700 165 69 October, 1968 .. . . 1,930 729 7,361 131 59 November, 1968 . . .. 1,833 747 6,906 142 62 December, 1968 . . .. 1,731 702 6,174 147 71 January, 1969 ...... 1,692 600 5,212 60 25 February, 1969 .. . . 1,744 733 6,495 92 43 March, 1969 ...... 1,826 787 7,049 149 71 April, 1969 ...... 1,729 726 6,604 126 62 May, 1969 ...... 1,907 769 6,869 94 41 June, 1969 ...... 1,794 731 6,669 99 48 TOTAL 1968-69 . . .. 21,754 8,567 80,031 1,478 670 TOTAL 1967-68 . . ... 21,785 7,967 81,571 1,231 540

• SUPPLEMENTARY INFORMATION. Route Services- 1968~69. 1967-{)8. Revenue Per Mile (cents) 39.4 36.6 Average Fare (cents) 10.7 9.8 Passenger Trips Per Mile 3.7 3.7 Charter- Revenue Per Mile (cents) 45.3 43.9

Urban Omnibus Services.

Route Services. Charter Operations. Month. Miles. Revenue. Passengers. Miles. Revenue.

,000 $,000 ,000 ,000 $,000

July, 1968 ...... 199 79 726 79 31 August, 1968 ...... 195 83 711 107 41 September, 1968 . . .. 183 72 656 64 25 October, 1968 ...... 205 82 732 70 32 November, 1968 . . .. 191 80 703 55 26 December, 1968 . . .. 169 76 607 49 25 January, 1969 ...... 177 63 496 22 13 February, 1969 . . .. 170 78 636 44 23 March, 1969 ...... 191 85 668 66 35 April, 1969 ...... 173 77 633 70 34 May, 1969 ...... 195 81 654 68 34 June, 1969 ...... 177 77 615 63 32

TOTAL 1968-69 . . .. 2,225 933 7,837 757 351 TOTAL 1967-68 . . .. 2,242 939 8,519 868 319

SUPPLEMENTARY INFORMATION. Route Services- 1968~69. 1967~68. Revenue Per Mile (cents) 41·9 41·9 Average Fare (cents) 11·9 11·0 Passenger Trips Per Mile 3·5 3·8 Charter- Revenue Per Mile (cents) 46·4 36·8 57 APPENDIX VIII.

METROPOLITAN OMNIBUS SERVICES. COMBINATION OF DATA SET OUT IN THE UNIFORM FINANCIAL RETURNS FOR YEAR ENDED 30TH JUNE, 1968. Mileage Revenue C.P.M. $ Route .. 22,153,175 8,094,851 36·54 Charter 1,782,650 803,726 School .. 589,351 305,519 Other .. 406,987 229,109

Total 24,932,163 9.433,205 37·83

Expenses- $ Drivers' Wages 3,319,309 13·31 Fuel 941,437 3·77 Oil 64,595 0·25 Maintenance and Repairs­ Parts and outside work 755,793 3·03 Labour .. 507,633 2·03 Tyres and Tubes .. 218,970 0·87 Licences, Registrations and Insurance on Vehicles 392,673 Depreciation on Vehicles 811,874 Hire of Outside Vehicles 53,196 Leasing Payments for Vehicles 83,338 Other 1,415,502

Total Expenses 8,564,320 34.35

Profit 868,885 3 ·48

Combined Balance Sheet- Assets­ Vehicles 2,948,549 Land and Buildings 1,022,089 Other Assets 2,289,024

Total Assets 6,259,662 Less Liabilities 2,682,204

Capital 3,577,458

Other Relevant Statistics­ Number of Vehicles 932* Average Revenue per Vehicle $9,668 Average Mileage per Vehicle 26,751 Petrol- Cost per mile 4·60 cents Mileage 12,275,322 Distillate- Cost per mile 2·97 cents Mileage 12,656,841 This data relates to services operating within the Metropolitan Transportation Study Area.

* Includes vehicles with seating capacity under thirteen. 58

APPENDIX VIII.-continued.

URBAN OMNIBUS SERVICES (BALLARAT, BENDIGO, GEELONG). COMBINATION OF DATA SET OUT IN THE UNIFORM FINANCIAL RETURNS FOR YEAR ENDED 30TH JUNE, 1968, Mileage Revenue C.P.M, $ Total .. 3,788,106 1,476,857 38·98

Expenses- $ Drivers' Wages 463,446 12·22 Fuel 155,608 4·10 Oil 13,219 •34 Maintenance and Repairs- Parts and outside work 91,156 2·40 Labour .. 124,775 3•29 Tyres and Tubes 37,519 •99 Licences, Registrations and Insurance on Vehicles 59,570 Depreciation on Vehicles 107,390 Other 324,868

Total Expenses 1,377,551 36·36

Profit .. 99,306 2·62

Combined Balance Sheet- Assets­ Vehicles 431,979 Land and Buildings 611,151 Other Assets 555,628

Total Assets 1,598,758 Less Liabilities 624,020

Capital 974,738

Other Relevant Statistics­ Number of Vehicles 169* Average Revenue per Vehicle $8,738 Average Mileage per Vehicle 22,414

Petrol-- Cost per mile 4·93 cents

Mileage 1,796,101 Distillate- Cost per mile 3·35 cents Mileage 1,992,005

• Includes vehicles with seating capacity under thirteen. 59

APPENDIX VIII.-continued.

COUNTRY OMNIBUS SERVICES.

COMBINATION OF DATA SET OUT IN THE UNIFORM FINANCIAL RETURNS FOR YEAR ENDED 30TH JUNE, 1968. Mileage Revenue C.P.M. $ Route .. 7,462,043 1,562,330 20·93 Charter 1,265,999 457,571 School .. 4,049,297 1,772,707 Other .. 728,768 654,495

Total 13,506,107 4,447,103 32·92

Expenses- $ Drivers' Wages 1,304,669 9·65 Fuel 502,221 3·71 Oil 31,976 0·23 Maintenance and Repairs­ Parts and outside work 400,396 2·96 Labour .. 213,791 1·58 Tyres and Tubes 127,503 0·94 Licences, Registrations and Insurance on Vehicles 200,875 Depreciation on Vehicles 415,208 Hire of Outside Vehicles 27,654 Leasing Payments for Vehicles 41,528 Other 829,516

Total Expenses 4,095,337 30·32

Profit .. 351,766 2·60

Combined Balance Sheet- Assets­ Vehicles 1,680,014 Land and Buildings 1,039,032 Other Assets 1,9l1,551

Total Assets 4,630,597 Less Liabilities 1,563,871

Capital .. 3,066,726

Other Relevant Statistics­ Number of Vehicles 729* Average Revenue per Vehicle $6,100 Average Mileage per Vehicle 18,526 Petrol- Cost per mile 4·09 cents Mileage 10,029,478 Distillate- Cost per mile 2·64 cents Mileage 3,476,629 This data relates to services operating in areas outside the Metropolitan Transportation Study Area and the Urban areas of Ballarat, Bendigo and Geelong.

• lncludes vehicles with seating capacity under thirteen. 60

APPENDIX VIII.-continued.

METROPOLITAN SPECIAL SERVICE OMNIBUSES. COMBINATION OF DATA SET OUT IN THE UNIFORM FINANCIAL RETURNS FOR YEAR ENDED 30TH JUNE, 1968.

Mileage Revenue C.P.M. $ Total .. 3,398,311 1,518,364 44·67

Expenses- $ Drivers' Wages 368,756 10·85 Fuel 141,394 4·16 Oil 7,760 0·22 Maintenance and Repairs­ Parts and outside work 111,286 3·27 Labour .. 36,344 1·06 Tyres and Tubes 35,314 1·03 Licences, Registrations and Insurance on Vehicles 66,153 Depreciation on Vehicles 153,540 Hire of Outside Vehicles 76,389 Leasing Payments for Vehicles 14,265 Other 419,331

Total Expenses 1,430,532 42 ·09

Profit .. 87,832 2·58

Combined Balance Sheet- Assets­ Vehicles 697,884 Land and Buildings 233,588 Other Assets 457,922

Total Assets 1,389,394 Less Liabilities 779,983

Capital 609,411

Other Relevant Statistics­ Number of Vehicles 118 Average Revenue per Vehicle $12,867 Average Mileage per Vehicle 28,799 Petrol- Cost per mile 4·78 cents Mileage 1,946,377 Distillate- Cost per mile 3·32 cents Mileage 1,451,934

• Includes vehicles with seating capacity under thirteen. 61

APPENDIX VIII.-continued.

SCHOOL OMNIBUS SERVICES.

COMBINATION OF DATA SET OUT IN THE UNIFORM FINANCIAL RETURNS FOR YEAR ENDED 30TH JUNE, 196li.

Mileage Revenue C.P.M.

$ School .. 9,710,755 4,155,588 42·79

Charter 563,901 237,384

Other .. 175,083 28,498

Total .. 10,449,739 4,421,470

Expenses- Drivers' Wages­ $ Employee Drivers 682,385 6·53 Owner Drivers .. 765,926 7·32

1,448,311

Fuel 500,611 4·79

Oil 38,613 0·36

Maintenance and Repairs­

Parts and outside work 272,397 2·60

Labour .. 132,288 1·26

Tyres and Tubes 130,549 1·24

Licences, Registrations and Insurance on Vehicles 253,214

Depreciation on Vehicles 573,880

Other 235,476

Total Expenses 3,585,339 34·31

Profit .. 836,131 8·00

Other Relevant Statistics­

Number of Vehicles 898*

Average Revenue per Vehicle $4,923 Average Mileage per Vehicle 11,636

• Includes vehicles with seating capacity under thirteen. 62

APPENDIX IX.

The Honorable the Minister of Transport. REPORT OF THE TRANSPORT REGULATION BOARD ON THE PUBLIC PASSENGER TRANSPORT FACILITIES IN THE URBAN DISTRICTS OF BALLARAT AND BENDIGO. 1. In accordance with the following terms of reference- " (a) The Transport Regulation Board shall undertake an Enquiry into the public passenger transport facilities available in the urban districts of Ballarat and Bendigo and, in particular, whether the existing tramway services can be adequately replaced by buses ; (b) To report its findings to the Honorable the Minister of Transport after hearing all interested parties,"- the Board has conducted Public Enquiries in the two urban districts as follows :-- Ballarat Tuesday 2nd and Wednesday 3rd April. Bendigo Tuesday 28th and Wednesday 29th May, 1968. In addition, considerable investigation has been undertaken locally by the Board and its officers. 2. The Board's conclusions are summarized as follows :- The present form of street passenger transport in both urban areas is not in the best interests of the local communities. The electric tramway systems are limited in their area of operation and cannot cater for developments which have occurred. Their rehabilitation is not practicable. The outer areas are served by motor omnibus but, because of relevant provisions in the State Electricity Commission Act 1958, No. 6377, these services have had to be designed in such a way as to avoid competition with the tramway services. The net result has been that they have been forced to operate to some degree in an unnatural manner and have developed under multiple small scale ownership, particularly in the Bendigo urban area. Nevertheless, in the Board's experience, only bus services can provide the flexibility which is needed in low or comparatively low density areas, and be tailored readily to meet development as it occurs. 3. The Board has no doubt that both urban areas could be well served by motor omnibus and is satisfied that adequate facilities could be provided in both areas by private enterprise bus services. 4. It therefore recommends- (i) that the electric tramway system in both cities at present operated by the State Electricity Commission of Victoria should be discontinued as soon as alternative motor omnibus service can be provided, and (ii) that the Board should be given approval to call for applications by public advertisement from persons interested in providing the alternative road transport facilities. 5. The reasons for the Board's recommendations and some general comment appear in the three attachments marked "A", "B" and "C ". Chairman Member Member

Attachment "A ".

RECOMMENDATION " I ". 11wt the electric street tramway system in both cities at present operated by the State Electricity Commission of Victoria should be discontinued as soon as alternative motor omnibus services can be provided. * * * * 1. In both Ballarat and Bendigo the tramway services are operating at a substantial loss. In Ballarat, the loss for the year ended 30th June, 1967 was $230,860, and in Bendigo was $242,383. Both systems have been operated by the State Electricity Commission since 1935. In the case of Ballarat, apart from the two years 1943 and 1946 when a small profit was made, the service has consistently operated at a loss. The accumulated losses now total $3,219,273. In the case of Bendigo, there has been a loss in every year of operation and accumulated losses in this case now total $3,361,651. The figures given in evidence by the State Electricity Commission show that the losses are increasing each year. 2. The system is not capable of rehabilitation except at costs which would be completely prohibitive and which would have the effect of sharply increasing the losses at present incurred. 3. The present tram services provide a facility only in respect of a limited area. Only two small extensions have occured in the thirty-three years of operation by the State Electricity Commission. The result is that development has occurred in both urban districts beyond the reach of the tramway systems and this outer traffic is being catered for by privately operated bus services. Of the two tram extensions referred to, one occurred at Ballarat when, in 1937, the Lydiard-street route was extended to the new cemetery, a distance of 0·69 miles. This was financed by grants from the State Unemployment Relief Fund and the Commission. The other occurred in Bendigo in 1942 when the North Bendigo tram service was extended 0·8 of a mile to the Commonwealth Ordinance Factory. The cost of this extension was met by the Commonwealth Government. 63

APPENDIX lX.-continued.

4. The population of the Ballarat urban district is approximately 56,000 and the Bendigo urban district 43,000, and traffic is not available, nor likely to be available in the foreseeable future, to warrant provision of a fixed rail system in either district. 5. If the tramway services are abandoned, the State Electricity Commission has given certain undertakings regarding the staff which will be displaced. These undertakings have been described by the Secretary of the Tramway Employees' Association as being "very fair". The Commission has also undertaken to assist financially in the removal of tracks and the restoration of roadways. It will also remove overhead equipment, with the exception of poles which are required for the electricity supply reticulation. Attachment "B ".

RECOMMENDATION " 11 ". That the Board should be given approval to call for applications by public advertisement from persons interested in providing the alternative road transport facilities. * * * * * 1. Having regard to the experience gained in the Geelong urban district where trams were replaced by privately operated bus services in 1956, the Board is satisfied that private enterprise bus services could adequately cater for the lesser traffic demands which arise in the Ballarat and Bendigo urban districts. 2. It may be recalled that, when the Transport Regulation Board was asked to examine the position in the Geelong urban district in 1954, in its recommendation on that occasion it expressed doubt whether the public interest could be adequately served by private enterprise and recommended that a public operating authority should be set up. This recommendation was not accepted by the Government and subsequently the Board was authorized to negotiate with private bus interests in the Geelong area. As a result, assurances were sought and obtained by the Board from certain of the existing operators that they were capable of providing and maintaining an adequate transport system, and the experience of the intervening twelve years has, in the Board's view, vindicated the decision finally taken to place the local transport requirements in the hands of private enterprise. The Board therefore, with some confidence, recommends that this course should be followed in the case of Ballarat and Bendigo. 3. In both cities the Board has an established Regional Office which can be expanded, as found necessary, to provide adequate supervision of the road services and constant contact would be maintained with the local municipal authorities and other representative local bodies interested in the problem of providing adequate facilities. 4. During the course of both Enquiries, Counsel for local road transport interests appeared and indicated a desire to be considered in relation to any additional road facilities which may be decided upon if tramway systems were discontinued. No formal applications are in hand, nor could these be expected until the decision to discontinue the trams had been taken. 5. Apart from certain of the operators who already have a franchise for rights in the area, it is possible that other persons and organizations may be interested. In any event, the Board would wish to take the opportunity to do some replanning of services in consultation with local authorities and the transport industry. Attachment " C ".

GENERAL COMMENT. 1. A wide cross-section of the public gave evidence at both Enquiries. As would be expected, there was some opposition to the possible withdrawal of a facility which had served the public for many years. This, however, was not by any means unanimous. On the contrary, there was quite a strong volume of opinion which felt that the public interest would be better served by well-organized bus services. The view was, however, almost unanimous that, if bus services were to replace the trams, these should be in the hands of a public authority and not left to private enterprise. 2. The main reason behind this appeared to be a belief that private enterprise services could operate only if profitable and this might entail undue restrictions in the road service, particularly at off-peak periods. 3. It was not clear how a public authority, if constituted, would be expected to carry any losses which might arise through uneconomical operations. All municipal authorities who appeared at the hearing indicated that they would not accept any financial responsibility arising from the operation of the services, and it was to be assumed that they expected that any losses would be met from consolidated revenue. 4. It was said on a number of occasions that both the Victorian Railways Commissioners and the Melbourne and Metropolitan Tramways Board were losing substantially on passenger operations and that, if this were good enough in the metropolitan area, then any losses incurred at Ballarat and Bendigo should become a Government responsibility. Whilst railway losses are met from consolidated revenue, this, of course, is not the position of the M.M.T.B. and this was made clear during the proceedings. 5. There is no reason to expect that private enterprise bus services cannot provide services adequate to the demand during off-peaks, including night service and weekend service, although the Board would not contemplate that the off-peak service would be as frequent as the present tramway services which, in its view, are quite extravagant having regard to the traffic demand. 64

APPENDIX IX.-continued.

6. A further matter of concern was the question of concession fares, both children's and pensioners', on the tramway services. The rivate bus systems already licensed by the Board in the metropolitan area, in the three urban districts o larat, Bendigo and Geelong and most country districts, provide for children's concessions. The general rule in all these cases is approximately half fare under 15 years of age or for any child in school uniform. In the latter case there is no age limit as long as attending school. Pensioners' concessions are not a part of the fare structure of the private bus system in this State, either in the metropolitan area or at Geelong or elsewhere. They are available on the Victorian Railways and the Melbourne and Metropolitan Tramway Board systems and are subsidized by the Government. They have been in operation on the Ballarat and Bendigo tramway systems for the past ten years, although they were not available on the Geelong tramway system at the time of the changeover from tram to private bus operation, nor have they since been made available on the omnibus services in the Geelong urban area. 7. Unless some form of subsidy is to become available, the Board does not contemplate that pensioner fare concessions would be made available on private bus systems in Ballarat and Bendigo. 8. Some reference was made to the fact that the tram services had a tourist value and that, even if the general services were to be abandoned, some part of the system should be retained as a tourist attraction. The Board's view is that this becomes a matter for the local authorities. It could not be regarded as part of the overall transport system or the responsibility of the State. 9. Attached hereto are two maps showing the existing tramway service and the existing private bus routes in the two urban districts. Transcript of evidence taken at both Public Enquiries is available if required.

By Authority: A. C. BROOKS, Government Printer, Melbourne.