VICTORIAN RAILWAYS. history/annual_reports/vrar1944.pdf · 5 REPORT OF THE VICTORIAN RAILvVAYS COMMISSIONERS ~,OR THE YEAR ENDED 30TH JUNE, 1944. VICTORIAN RAILWAYS, Cemmissioners

1944.

V I0TOR IA.

VICTORIAN RAILWAYS.

OF

FOR THE

YEAR ENDED :)0TH .JUNE, 19-14.

PRF~SENTED TO BOTH HOUSES OF PARLIAMENT PURSUANT TO ACT 19 GEO. V No. :1769.

[Approximme Cost of lleporl.-Prepa.r&t!on not given. Printing (620 cople~~), £105.]

~).! ~ntltntttl) :

11. lt. DAW, GOVERNMENT PRINTER, MELBOURNI.

No.lO -{18. 6d.J-8640/44.

CoMMISSIONERS' REPORT

HEADS OF BRANCHES ..

CONTENTS.

List of Officers and EmployeeR who have lost their lives on Active Service

APPENDICES

Balance Sheet Working Expenses, Abstract of Working Expenses and Earnings, Compa.rative AnalysiR of General Comparative Statement for Last Fifteen Years Salaries and Wages, Total Amount Paid

Staff Employed in years ended 30th June, 1944 and 1943 Total Cost of each Line and of Rolling Stock, &c. . . Mileage : Train, I~ocomotive and Vehide Locomotives, Coaching Stock, Goods and Rcrvien Stoek oll Book;; St.il.tistics : Passenger, Goods Traffic, &e. Railway Accident and Fire Insurance Fund Rt. Kilda-Brighton and Sctndringham-B\ack Ruck Eleetde Tr.tmway:;, Results of

Working The Chalet, Mt. Buffalo National Park (including Hostel at :\It. Hotham), Re1mlts

of Working, &e. l~econciliation of the Railway aml Trea.~ury Figure;; relating to Revenue and

Working ExpenseH New Lines Opened fur Traffic or under Coustruct.ion, &e. Mileage of RailwayH and Tracks Railways Stores Sn~pense Account .. Railway Renewals and Replacements Funrl .. Depreciation-ProviHion and Accrual Capital Expenditure iu ymtrs cnd•ld _3oth June, TiJf4 <l,ml HJB

Page

5 2I 22

Appendl:.:.

I 24 z 26

" 27 ·' 4 29 5 32 (l 32 ~ 33 I

t) 36

9 37 IO 39 II 40

I2 4I

13 42

q 43 IS 44 r6 45 IJ 46 r8 46 19 46 zo 47

5

REPORT OF THE VICTORIAN RAILvVAYS COMMISSIONERS ~,OR THE YEAR ENDED 30TH JUNE, 1944.

VICTORIAN RAILWAYS,

Cemmissioners' Office, Spencer-street,

Melbourne.

27th Septe~ber, I944·

To the Honorahle the Minister of Transport.

Sm,

In conformity with the provisions of Section 99 of the Railways Act Ig28, No. 3759, we have the honour to submit our Report in respect of the year ended 30th June, I944·

The financial results of working the railways, electric tramways, and road motor services under our control were :-

£ s. d • GROSS REVENUE . . 15,974,634 8 3

£ s. d.

WORKING EXPENSES .. 13,314,504 5 0

Less Amount charged to Special Funds* 18,608 11 10

WORKING EXPENSES CHARGED TO RAILWAY REVENUE .. 13,295,895 13 2

NET REVENUE . . 2,678, 738 15 1

£ s. d. Interest Charges and Expenses (including Loan

Conversion Expenses) . . 1,901,656 6 7

Exchange on Interest Payments and Redemption 201,321 8 11

Contribution to National Debt Sinking Fund 127,624 11 1

TOTAL INTEREST, EXCHANGE, ETC. 2,230,602 6 7

SURPLUS 448,136 8 6

*l'or dftai.ls - page 6.

6

SummaPy of the Financial Results by contPast with the Results in the PPeceding YeaP.

Gross Revenue--

Railways

Eleeir:lc Tramways

Road Motor Public Services ..

Total ..

Working Expenses-Railways

Less .Charged to Special Funds :Trust Fund Railway Works (Defence

Purposes) Federal Aid Roads and Works Grant 8'\ll'Plus Revenne Act Commonwealth-State Air Raid Pre-

cautions Account

Electric Tramways ..

Road Motor Public Services

Working Expenses charged to Rail-way Revenue

Net Revenue

Interest Charges and Expenses (including I Loan Conversion Expenses) . . . . j

Exchange on Interest Payments and Re- · demption

Contribution to the National Debt Sinking Fund

Total Interest, Exchange, &e.

Surplus

Yea.r 1943-44.

I £ s. d.

15,881,887 13 2

86,798 19 7

5,947 15 6

15,974,634 8 3

13,232,025 6 10

721 19 0 ..

17,886 12 10

..

13,213,416 15 0

62,702 14 5

19,776 3 9

13,295,895 13 2

2,678,738 15 1

1,901,656 6 7

201,321 811

127,624 11 1

2,230,602 6 7

£448,136 8 6

Increase ( +) or Year 1942-4:~. Decrease (-)

in 1943-44.

£ s. d. £ s. d.

17,029,660 7 8 -1,147,772 14 6

84,096 8 3 + 2,702 11 4 --

6,466 12 0 518 16 6

17,120,223 711 -1,145,588 19 8

14,071,318 9 7 839,293 2 9

2,452 8 9 1,730 9 9 117 14 6 117 14 6

20,000 0 0 - 2,113 7 2

8,710 16 9 - 8,710 16 9 --

14,040,037 9 7 -- 826,620 14 7

58,403 9 5 4,299 5 0 -·---

20,499 18 6 723 14 9 ----·----

14,118,940 17 6 823,045 4 4

3,001,282 10 5 322,543 15 4

1,889,544 17 0 + 12,111 9 7

197,674 4 6 + 3,647 4 5

126,360 15 9 1,263 15 4

2,213,579 17 3 17,022 9 4

£787,702 13 2 £339,566 4 8

7

Comparison of the Results of Working (exclusive of Electric Tramways and Road . Motor Public Services) with those in the Three Preceding Years.

Average Mileage of Railways operated

TRAFFIC TRAIN MILEAGE. Passenger-Country . . . .

, , Rail Motors Suburban ..

Mix~d " Rail Motors

Goods (including Live Stock) ..

Number of Passenger Jomneys Tonnage of Goods . Tonnage of Live !:ltock.

REVENUE.

Total

Passenger, &c., Business. Passengers Parcels,· Horses, Carriages, and Dogs Mails Miscellaneous

Goods, &c., Business. Goods I..:ive StQck Miscellaneous

Dining Car Services Refreshment Services Advertising Bookstalls

t:lale of Electrical Energy Rentals General Miscellaneous ..

other Services.

Recoups by Treasury of loss resulting fromReduction in outer suburban fares .. Working of certain lines of railway, &c. Concession fares to members of Defence Forc:es

Total

WORKING EXPENSES. Tntnsportation Bmnch Wav and \Vorks Hraneh nolling-Stock Branch--Operating I~xpcnses

, , Repairs and Renewals Contribution to Railway Renewals and Replacmnents Fund mectrical Engineering Branc·h Stores Branch General Expenses Miscellaneous Operations Pavment into Railwav Accident and Fire Insurance Fund Repayment to Public" Acco~nt (Act No. 4499) Child Endowment Pav-roll fax .. War Damage Insuran~e Air Raid Preeautions .. Long Service Leave . . . . . . . . . . Provision for Deferred Ordinary Way and Works :\Iaintenan~e Provision for Accrued Leave

Totlll Working E.t:Jenses (exclusive of Pensions) Pensions

Total Working Expenses Less Expenditure charged to Special Funds

WORKING EXPENSES charged to Railway Revenue Percentage to Gross Revennc ..

Net Revenue Tnterest Charges and ExpenRes (ine!mling Loan Conversion Expenses} ~~xchange on Interest Payments and Uedemption . . . . Contribution to National Debt Sinking Fnnd

TOTAL INTEREST, EXCHANGE, ETC. SURPLus··

Year 1943··44·

4·751

2,22Z,641 485,787

7•647·582 48,662

494,825 _ __1·5~ 3.9_09

194,137.624 7.564,442

Est. 729,784

£ 6,583,267

44J,06o III,56o

..1·224:·392 -Est,6,7I0,349 Est. 6II,194 __ 163_,588 __

6o,8s6 177·530 44•53!

30,000

2,959.544 2,588,394 2,158,278 I,718,9o8 !,050,000

536·74! 172,598 239,804 (c) 747·45I 99.453

20!,494 33.918 1!,943 33·559 54·000

167,771

I,895.527 200,683 127,234

Year 194~-43. Year 194I-4l!". Yea~ 194o-4x.

4·758 4·74° 4·759

3.327,691 3,8!3,653 3,829,515 598,288 594.338 784,453

7·779.963 7·738,070 7,634,II9 48·378 47.770 39.413

6r6,535 706,448 541,881 6,065,678 .1>348·4:3.4 _ _J:.937.6o6 -

__ 17,766,982__

195,830,057 I 8o,98I ,900 I59,218,4I2 8,017,60I 6,765,413 j,88I,92I

Est. 741,5I2 737.227 74o,864

£ £ £ 7,065,b35 6,298,527 5,003,896

460,101 407·455 328,138 78,Io4 78,285 77·405

···~~4:3.-'~~-- __ 36,!62._~ -~-26,7?:_5 __1·647,065 __

Est. 7.382,88I Est. 621,oi6

--~'I 4o,~rL __

47,099 56,027 719,o68 6ro,o66 463,221

34·568 35,842 37,007 1_1_:1•~8 ... ~-I()!l•51l<:J. __ 93,127

____ <:1~4·323~ .. __ _8r8,~4 .... ~~ 649.'~82 59.820 57.939 48,536

r86,914 r 7I,861 r6o,oos 45.JI3 4I,597 46,559

33,000 2,6o8

(b)

I 7 ,029,66() __

£ 2,93o,64o

2,455•343 2,2j0,920 1,5oo,9o7 I,Soo,ooo

482,702 I56,346 225,390 (c) 746,I37 47,685

194,643 68,904 51,064 12,970

400,000 285,000

I ,:'18.'),943 !97,064 126,006

36,ooo

_ I4,5I~!~~~

£ 2,556,I97 I,988,J09 r,855.o54 I,312,853 I,5oo,ooo

50I,2I7 r36,r96 2Ilf,sos (c 663,872

43.964 100,ooo 163,76I 30,j2I

II3,22I

1,942,912 208,886 I23,9II

39,000 1 47

____ (~} __ E~:Z.~4-2~

£ 2,3!0,561 I,787,963 I,546,938 I,28I,306

525,000 331,799 I27,034 202,550 (c) 545.947

24,656 100,000

~-----·-

2,28o,487

r,9I4,782 205,902 122,067

~-2,223·411. __ --'--'-:·-"-- ~-'-'--~-'---~. ___ ::,_l.,~~-445·027

(a~ :For details see Appendix No. 8. (b) Included in Passenger Revenue(1943--44,£279,500; 1942--43,£357,000; 1941--42 £198000· 1940-41, £00,844). . (c) Includes Superannuation Contributions on behalf of employees serving "ith Defence Forces (1943-44, £17,064 ;' 194Z-43; £16,926; 1941-42, £10,866; 194.0--41, £6,500). (d) For detalla lllle Appendix No. 2. (e) For details see page 6,

8

Financial Review-1943-44. The year's operations resulted in a surplus of £448,136~£339,566 less than

the previous year's surplus. The following were the main variations in earnings and expenditure, viz. : ·-·

Decreased Revenue Increased Interest Charges

, Exchange Charges ,, Sinking Fund Charges

Le~s-

Decreased Working Expenses , Loan Conversion Expenses

Decline in Surplus

£ I,I45,589

13,261 3,647 1,264

823,045 1,150

£

824,195

339.566

Although there was a heavy decrease in revenue compared with the record revenue of the previous year, the total receipts were the second highest in the history of the service.

The decrease in earnings, which occurred principally in passenger traffic (£482,368) and goods and live stock traffic (£655,486) was mainly the result of the changed conditions in the Pacific war zone, which led to a substantial decline in the volume of defence traffic, both passenger and goods ; the drastic reductions which had to be made in passenger and goods services owing to the inadequacy of the coal supplies available for railway use (which is more particularly dealt with under the heading of "Coal Supplies"), and other causes arising out of the war.

The working expenses amounted to £13,295,896-a decrease of £823,045 compared with the previous year. The following are the main items which contributed to this reduction:-

Decreases--Contribution to the H.ailway Renewals and

Replacements Fund Commonwealth War Damage contributions National Security expenditure Writing off in the previous year the cost of

certain sections of line which were abolished Reserves for deferred ordinary maintenance

and accrued staff leave

Increases-Higher salaries and wages under awards, &c. Increased coal costs due to higher priCes,

poorer quality, overlanding costs, &c. Ordinary and long service leave Extra day (Leap Year) Overtime payments Additional maintenance work (Way and Works

and Rolling Stock Branches)

£ £

750,000 35,000 30,000

140,000

463,000 1,418,ooo

r8o,ooo

121,000 go,ooo 25,000 72,000

223,000 --·-- 7II,OOO

-----£707,000 -----

9

The balance of the decrease iu expenditure (£n6,ooo) is more than accounted for by the operating savings resulting from the reduced volume of traffic. As pointed out in previous reports, the remarkable increases in traffic in the earlier years of the war did not entail a proportionate irwrea.se in operating costs, as a substantial amount of the additional business (particularly passenger and high grade goods traffic) was carried by ordinary trains at very little extra cost. Now, when a progressive decline in traffic is taking place, it is impracticable to reduce operating expenditure in anything like the same ratio as the fall in revenue.

The total contribution to the Railway Honewals and Replacements Fund was £r,oso,ooo, compared with £r,8oo,ooo in the previous year. Although this contribution is somewhat greater than that which would be required to take care of the depreciation occuiTing in a normal year, the rolling stock, equipment, tracks, &c., are being subjected to far more wear and tear than under peace-time conditions. Shortage of manpower and difficulty in obtaining essential materials again restricted the amount of renewal and replacement work that could be done. We have previously referred to the fact that deterioration of the property proceeds at an accelerated rate when current maintenance is deferred. The arrears will inevitably have to be overtaken at a later date, and advantage has been taken of the buoyancy of the railway revenue to make further provision towaTds meeting them.

As it has again been impracticable to undertake all the ordinary maintenance work such as sleeper renewals, r\~novation of buildings, and general track maintenance which should have been done, an amount of £s4,000 has been charged against working expenses and credited to the reserve fund which was initiated last year for the purpose of overtaking the arrears as soon as cinmmstances permit.

A considerable amount of annual leave, which became due during the year, also had to be deferred because of the reduction in staff due to enlistments, &c., and the sum of £r6J,JJI towards meeting the cost of this commitment in the future was charged against the working expcnsP:-o; and added to the reserve.

As in the previous year, and for the reasons then given, the working expenses include provision for an increased payment of ss. per ton for coal from the State Mine owing to the influence on the price of State Mine coal of the higher costs entailed in overlanding New South \Vales coal. As mentioned elsewhere in this Report, we were involved in an additional net expenditure of £220,000 during the year for overlanding oal from New South Wales, so per cent. of which was Lithgow coal of inferior

quality to Maitland coal.

Although the demands for service were somewhat less than in the previous year, the difficulties associated \vith the handling of the traffic were far greater because of the restricted coal suppi:es. As stated in another section of this report, we were obliged early in the year to introduce drastic curtailments of passenger and goods services. These restrictions have entailed and are still enta.iling serious inconvenience and loss to railway users in this State. No other State has been obliged to suffer anything like the restrictions which had to be imposed in Victoria. The pressing need for increasing supplies of coal for railway use, and for equality of sacrifice as between the various States, was frequently brought before the Coal Controlling Authorities, but with very little result.

The precarious position in which the railways, and trade and industry generally throughout the State, have been placed, emphasizes the disadvantage of dependence on New South Wales for the bulk of the fuel required in Victoria and the desirability of developing to the fullest extent Victoria's own resources of fueL

We have done some experimental burning of brown coal both in raw form and as briquettes at the Newport Power Station, with a limited amount of success, and the experiments are being continued. U nd.er war conditions, the requisite mechanical equipment fOT experimenting with locomotives is unprocurable, but experiments will be continued as soon as the situation permits. Another avenue which it is proposed to explore a:t the first opportunity is main line electrification. This, of course, would necessanly form part of a long range post-war programme.

Post-War Works. .

Although a limit-ed amount ~f progress ~s being made wi~h the preparation of plans for post-war works, the serwus depletwn of the techmcal staffs makes it impossible to proceed at anything like the rate desired. Investigation of various

10

matters associated with the unification of Australian railway gauges, which we hope will be undertaken early in the post-war period, is being given preference to a large extent. We are continuing our efforts to obtain additional technical staff so as to obviate undue delay in undertaking the vast 1)rogramme of rehabilitation and improvement work which, if this Department is to play its proper part in post-war transport, will require to be pressed on with as soon as the opportunity offers.

\Vhilst the carrying out of our comprehensive post-war programme will place this System in a position to meet all the peace-time demands which are likely to be made upon it, we wish to stress the importance of taking definite action to ensure that there will not be a recurrence of the destructive competition which existed before the war.

The lessons of the past five years have amply demonstrated, not only in Australia but in many other countries, the paramount importance of an efficient railway system, capable of rapid expansion to meet a national emergency.

It is therefore essential, so long as railways remain an indispensable means of transport both in peace and in war, that they be maintained in <1 sound condition, and that the development of other forms of transport, whether by road or by air, should be in their proper economic spheres and not at the expense of railway efficiency.

From the aspect of general state finance, this consideration assumes even greater importance since the Commonwealth Government is now the sole taxing authority.

Road Competition.

The restrictions imposed under National Security Regul~1tions upon the use of commercial road vehicles continued throughout the year.

Apart from the instances in which road tranE>port was speeia.lly authorized to carry commodities that the railways were obliged to refuse because of the shortage of coal, the most noticeable instance of duplication of transport occurred between Melbourne and Geelong. Although most of the traffic could have been efficiently moved by railway, it is estimated that approximately so,ooo tons of goods of all descriptions were carried by road, chiefly by regular hauliers, but partly by merchants and manufacturers using their own vehicles " in the course of trade ".

In addition, a number of hauliers, whose activities had not been interfered with because their vehicles were operated on producer gas, continued to carry general goods more or less regularly between the metropolis and various country centres served by railway.

However, the extent of duplication of facilities for long-distance transport of either goods or passengers was relatively small by comparison with the pre-war position.

In normal times, we would have welcomed the opportunity afforded by the greater control of road transport to refute many of the arguments that have been commonly advanced in favour of duplication of service. Unfortunately, difficulties created by the shortage of coal and also of qualified manpower have prevented the railways from demonstrating their potential capacity. It is nevertheless significant that despite these serious handicaps, and our inability to build up our resources in peace time because of the inroads of competition, a va.stly greater volume of traffic, both goods and passenger, has been handled in the war years than during any other period of railway history.

In 1942-43~the year of greatest traffic~2! million (or 46 per cent.) more tons of goods, and nearly 54 million (38 per cent.) more passengers were carried than in the year before the outbreak of war. This is at once a practical demonstration of the latent capacity normally available for additional traffic, and a tribute to the efficient teamwork and loyal co-operation by the rank and file o[ the staff.

This war, with its tremendous demands upon transportation throughout the length and breadth of Australia, has made it abundantly clear that, as a defence measure, our railway system must be maintained in a high state of effectiveness.

11

The position was excellently depicted in the following reference recently made by the Minister of Transport, Great Britain, to the British railways

"The war has made it dear that the railways are a national asset which must he rnaintained in full efficiency. This is absolutely necessary, not only for trade and indm;trial purposes, but for defence. From this it follows that the financial position of the railways must be firmly established. We cannot allow such a vital service to be starved of proper maintenance and improvements, owing to shortage of funds or inability to raise new capitaL"

Air Competition. The popularity of the air for inter-capital journeys has already been established,

and post-war developments will no doubt include additional services for long journeys between other large centres of population.

We consider, however, that such developments on routes competitive with the railways should not be fostered by subsidies, hidden or otherwise. We also think that, just as harbour dues are levied against shipping, civil air services should bear a due proportion of the eost of ground and other facilities now provided at the public expense.

The considerations which have forced Governments of almost all countries to establish some measure of control over road transport apply equally to commercial air services. Without some such control, it may be expected that the history of competitive road transport after the last war will he repeated by air competition after the present war.

\Ve desire to urge therefore that, before definite plans for the future of air transport are allowed to advance too far, steps should be taken to establish adequate control-and by this we do not imply harsh restrictions-over the future development of air transport, whether engaged in interstate or intra-State services. Any body set up for this purpose should undoubtedly include representation of the railways as well as of the Defence authorities.

Capital Expenditure, Loan Funds, &c. At 30th June, 1944, the aggregate expenditure on property and equipment

(excluding stores and materials), after writing off the amount transferred to the State's general accotmt as from 1st July, 1937, by Act No. 4429, and after providing for depreciation and replacements since the latter date, was £51,190,982.

Included in the capital expenditure was an amount of £6,210,519 which had been provided from funds (excluding the Railway Renewals and Replacements Fund) bearing no interest. The expenditure under this heading during the year was £41,5g8, for work charged to Trust Fund, Railway ·works (Defence purposes).

The total loan liability at the close of the year, after allowing for securities (£4,154,807) purchased by the National Debt Sinking Fund and cancelled, was £46,239,151, representing a net increase during the year of £245,368. The gross increase was £595,754, but this was reduced by securities purchased and cancelled by the National Debt Sinking Fund (£350,386).

Operating Results. Under another heading we have given some account of the steps which had to

be taken to reduce the volume of goods business, because of the coal shortage. The adoption of these arbitrary methods of curtailing traffic naturally had some influencefavourable in certain respects and unfavorable in others-upon the results achieved as reflected by the usual operating statistics, some of which are given below- '

Tonnage per loaded truck mile .. Average truck miles per day Ton miles per truck per day .. Grosa ton miles per train hour (goods) .. Contents load per goods train mile (tons)

..

..

..

..

..

''143 44·

-----

9·50 29·40

zo5.69 5,414

209

1942-43· 1939--40-

9·47 8.gr 30.8 24·5

216.2 I5I 5,183 5·048

199 176

12

Control by Commonwealth under National Security Act. Apart from administrative changes in the Commonwealth Department of

Transport in March last, there has been no important variation in the nature of the control.

Interstate passenger travel continued to be subject to the issue of permits under Commonwealth order. 'With a view to minimizing the number of vacant seats in the interstate trains, some relaxation was agreed upon during the year in the application of discretionary sections of the order. At our suggestion, the order was also modified to enable holders of priorities in groups 5, 6, 7 and 8 to reserve their rail accommodation on the evening before the day of travel, instead o£ on that day only.

In December a new priority (No. g) was established to enable persons engaged in work associated with the war effort,, school teachers, nurses, &c., to travel interstate once a year to visit their homes, or (in the case of single workers) their parents.

The severity of the restriction placed upon the numing of additional trains during the Christmas and New Year and Easter holiday periods formed the subject of strong protests, both by ourselves and by the Premier, to the Commonwealth Authorities. Although the principle aimed at was said to be equality of sacrifice as between States, it was quite obvious that Victoria was being subjected to undue restrictions, as the proposals provided for a proportionate reduction in the current services, which, because of the coal situation, had already been far more severely limited in Victoria than elsewhere.

Our proposal was that at Christmas and New Year we should be permitted to schedule the same total train mileage as in the previous year, when, in a period of slightly over three weeks, although the special train mileage had been reduced to almost a negligible quantity, ordinary and additional trains combined involved approximately 241,000 miles. This year, however, the total train mileage which we were able to provide was only 175,000 miles, notwithstanding that provision had to be made for large numbers of workers in vital industries who could not be granted holidays in the preceding year. Similarly, in ten days at Easter, we were able to provide a total mileage (ordinary and special) of only 6g,ooo miles, compared with go,ooo in the preceding year and a very much higher mileage in normal times.

Apart from the dirL'Ctions indicated, the powers of the Commonwealth were exercised mainly in the regulation of interstate goods traffic, particularly at times of congestion at border stations, but they were also Hi-led to restrict the movement of racehorses, stud cattle and stud sheep, and certain specified commodities, and (in collaboration with the Australian Meat Controller) of general livestock traffic. Two new orders were made--No. 18, which requires a declaration to be made by the consignor of any horse with a view to preventing infringements of the embargo upon the transport of racehorses, and Ko. Ig, which prohibits the carriage of circus animals and equipment, amusement park or shooting gallery equipment, or theatrical scenery, exeept on a Commonwealth permit.

On the introduction of restrictions which we were obliged to impose upon the carriage of goods on the Victorian system in September, because of the coal shortage, persons who desired to despatch commodities included in the prohibited list were required to make application to the Civilian Requirements Board (Department of War Organization of Industry), which arranged with the Commonwealth Transport Department for carriage if the circumstances justified such a course. In view of the volume of work entailed, and as experience had shown that most of the goods concerned were in short supply and were lwing distributed to essential services, this procedure was discontinued as from Ist :3:1ay. From that date the issue of permits for the few items retained in the pror1ibitad liRt was undertaken by our own organization.

Restrictions in Services Owing to Coal Shortage. Although reduced steam passenger train services had remained in operation

since early in 1942, supplies of coal were so inadequate that our stocks became almost exhausted early in the financial year. \Ve were therefore obliged to make further substantial curtailments of passenger s<•rviees as from 8th September, and to continue them throughout the year.

13

The drastic nature of these restrictions will be apparent from the fact that the curtailed scheduled passenger train mileage was only 52 per cent. of that previously operating, and 44 per cent. of the mileage prior to the reductions in 1942.

Simultaneously, country day return tickets, which had been introduced to Htimulate traffic, were withdrawn from issue.

The reservation of seats was also abolished, except on interstate trains, so as to facilitate the seating of extra passengers. On the ~Iildura line, from which the sleeping car was withdrawn, seat-boohng in one first and one second-class car was reintroduced as from 2Sth September.

To enable overcrowding of country passenger trains from Melbourne to be kept within practical limits, the system was introduced of requiring all passengers to have their tickets endorsed for a particular train and date. In the " up " direction such a method is not practicable, and on occasions it has been necessary, owing to heavy overcrowding, to limit booking at country stations.

To provide for the greatest possible number of passengers by the reduced services, some " excursion " and non-corridor cars were placed on country trains. These cars are of lighter weight and have much greater &'.ating eapacity than the regular cars.

The suburban electric services, operated by power generated from small coal supplemented by current supplied by the State Electricity Commission, were not affected as early as the country steam services. In February, however, the Commission found itself unable to supply current for railway use owing to the low level of the Latrobe River, \v hile disastrous fires which occurred at Yallourn on 14th February not merely maintained this irw,hility, hut created an emr:rgcncy in which we felt bound to assist by supplying current to the Commission.

In eonseqaenee of these conditions, we were compelled to reduce the suburban services as from r6th February. Broadly stated, the week-day (including Saturday) reductions amounted to abont ro per nent. during peak hours and so per cent. at other times. On Sundays the "ehnreh" trains only were run in the morning, trains scheduled to leave :Melbourne after about ro p.m. were cancelled, and during the afternoon and evening a reduction of approximately so per cent. was made.

\Vith the cessation of the emergency conditions, the ordinary suburban services were resumed on 24th February.

As from 4th June, similar restrictions were enforced by the coal situation, but with some improvement in the deliveries of small coal, and assistance from the State Electricity Commission, we >vcre able to revert to norm~1l services on zsth June, except for some cancellations which still apply on Sundays.

Curtailments of p~1ss1:mger services were not alone sufficient to keep coal consumption down to the level of coal deliveries; heavy restrictions of goods and livestock traffic also had to he made.

In the case of livestook, the number of trucks supplied for loading was restricted during a considerable portion of the year by the Commonwealth Transport Department, working in conjunction with the Australian Meat Controller.

An important step in securing a reduction in goods traffic was the closing of the Melbourne goods sheds for the receipt of goods at 10.30 a.m., and, as from r8th October, at ro a.m. Later on--as from rst February-we were able to extend the closing hour to rr a.m., except as regards certain outside roads and platforms.

Traffic from country stations was governed largely by the limited number of trucks forwarded from Melbourne, and an order of preference for their loading was established, under which Defence requirements naturally were at the head of the list, followed by wishables, other foodstuffs, export traffic, charcoal, wheat in bulk. firewood, and all other traffic, in that order.

We were obliged also to discontinue the conduct of goods business at suburban stations, except in truck loads.

14

In addition, a considerable number of commodities were placed upon a prohibited list, and were acoepted only on production of a permit obtained on application to the Civilian Requirements Board. Towards the end of the year the number of prohibited commodities was substantially reduced, and the regulation of their earriage taken over by our own organization, as mentioned elsewhere.

Action was taken, after consultation with all the interests concerned, to eliminate as far as practicable, as from rst December, conflicting or cross-movements of flour mill products and superphosphates. By this means more effective use of rolling-stock was secured, and coal and man power became available for other traffic.

Restrictions were also made in the carriage of parcels, and the amount of luggage carried free for intra-State passengers was reduced from II2 lb. (first-class) and 84 lb. (second-class) to 56 lb.

Inevitably, all the steps which were thus forced upon us by insufficient coal supplies resulted in inconvenience in one form or another to railway users. Passenger travel was frequently attended by discomfort. Because of the long and crowded trains-in some instances, the loads were equivalent to those of goods trainsand the poor quality of a great deal of the coal used, much late running was unavoidable. \Ve believe, however, that the majority of people preferred to accept these discomforts rather than a severe limitation in the number carried.

Generally speaking, the attitude of the publin has heen one of tolerance and understanding, but we share the fear entertained by railway administrations in other countries, that war-time eonditions may do much harm to the reputation of railways as a mode of travel, and that in the minds of at least a section there will be a tendency to regard them as representing a normal standard. We have endeavoured by pamphlets and other publicity. to counteract any such view, and have freely expressed our own dissatisfaction with what we are able to offer to our patrons.

In some quarters there appears to have been scepticism as to the necessity for the restrictions. We think it advisable, therefore, to draw attention to the fact that at the close of the previous year (i.e., at 30th June, 1943), the stocks of large coal were less than the requirements for three weeks, and the position was one of constant anxiety. At that time, the average consumption of large coal was somewhat in excess of g,ooo tons per week, and on 4th Septemoor (or approximately the time when further restrictions became necessary) the stock of such coal was only r8,500 tons, or equivalent to about two weeks' supply at the then rate of consumption.

By means of the action taken, the consumption of large coal was reduced to about 7,000 tons per week, but even so, supplies have been so inadequate and irregular that at one time in June last we had only about ro,soo tons in hand-sufficient for about ten days at the greatly curtailed rate of consumption.

In the case of small coal, omitting the emergency created by the bush fires in }.,ebruary, the position did not become so serious until June, when, with a consumption of about 3,000 tons per week, the quantity of &mall coal on hand fell to a little over 4,000 tons, necessitating the restrictions already described. With an improvement in deliveries, and with the help of current supplied at week-ends by the State Electricity Commission, the stock at 30th June (a few days after the lifting of the restrictions) had risen to about 6,500 tons.

In the face of these figures, there was clearly no alternative to the drastic action taken.

Another opinion which seemed to gain some prevalence was that the country train service reductions were unduly heavy by comparison with those operating in the suburbs. The fact is, of course, that each type of service had of necessity to be restricted in accordance with the available quantity of the type of coaP(large or small) upon which it depends. We have endeavoured by suitable publicity to make this clear and to explain why the small coal, even if it were available, could not be used in our present steam locomotives.

15

The Railway Sta:ff and the War. At 30th June, 3,ro8 officers and employees had been released to the armed forces.

It is recorded with regret that 73 are known to have lost their lives. A list of their names appears elsewhere in this Report. 387 have been discharged from the .foroes and have resumed duty in the Department-191 of them during the year under review.

Apart from those released for active service, 468 officers and employees were on loan to other Government Departments. Of this number r86 were employed with the Commonwealth railways, and r6 with the Queensland railways, to meet war transport needs.

The total number on leave with the armed forces or other departments at the elose of the year was 3,189, an increase of 67 for the year.

In addition, time equivalent to approximately 1,303 employees was worked on the manufacture of munitions and tools for defence requirements.

Many other officers and employees sought permission to volunteer for active service, but we were reluctantly unable to release them because of a serious staff shortage.

The labour strength o{ the Department suffered considerably through inability to replace losses due to retirements, deaths, ill-health, &c., and in spite of the employment of additional females, it was necessary to curtail the granting of annual leave, and in many instances to continue the working of substantial overtime.

The seriowmess of the situation was frequently brought under the notice of the Transport and Manpower Directorates, but with very little result.

The Vietorian Hailways Patriotic Fund Committee, which was inaugurated in 8eptem1cr. 1940. has been most successful in its operations, and at 30th June, 1944, had raised no less than £47,ooo for distribution. During the year additional auxiliaries \Yerc formed, and further substantial donations were made to the Australian Red CrosB Sou1ety, the Australian Comforts Fund, the Ballarat Patriotic Funds' Council, aml other movements connected with the war effort. Subscriptions continue to come forward at the rate of approximately £r,ooo per month, the nucleus of which is a voluntary contribution of 3d. per week from a considerable proportion of the staff, through the medium of the pay rolls.

Bush Fire Damage. Severe damage to railway property, and interruption of train serviCes, were

caused by bush and grass fires during the summer months. On 14th January a fire in the district traversed by the Gheringhap-Maroona

line caused damage necessitating the transfer of passengers to other routes for a few days, while local services from each end of the line were in operation from zrst January to r6th February, when the normal schedules were resumed.

On 14th February, destructive bush fires in Gippsland resulted in the cessation of the regular train services between Morwell and Traralgon for several days, on the Yarram-Woodside line until 27th March, between Traralgon and Sale (via Rosedale) until 4th April, and on the North Mirboo line until 5th May. Between Traralgon and Sale, however, a service was run via Maffra from 17th February onwards.

At Everton, in the North-eastern district, a fire early in January caused the destruction of the signal-box, coal stage, and stationmaster's residence, but no suspension of train service was involved.

In addition to the serious damage to bridges and culverts, these fires resulted in the destruction of thousands of sleepers and many miles of fencing, and in all will involve an expenditure of approximately £6o,ooo

The Wheat Harvest. For the third time in the last six years, rainfall was below normal, and there

was a poor harvest. From 1,793,428 acres under crop in Victoria, only 19,733,428 bushels were produced-an average of II bushels per acre. In the previous year the average was 19.49 bushels (a record for Victoria), and the yield 4I,8o3,107 bushels.

Our transport of wheat is not confined to that grown in the State, but includes wheat grown in contiguous districts in South Australia and New South Wales;

16

Comparative figures are given below of the wheat produced and railed during the last five ·

Year.

1943-44 1942-43 1941-42 1940-41 1939-40 Record years (r9r5-r6 for

1gr6-r7 for carriage) production ;

Number of Bushels

Produced In Victoria.

19,733,428 41,803,107 46,953,840 13,521,422 4S.Cl54.592

58,52I,706

Xumher of Bushels of Wheat Carried by Rail from Country Districts In VIctoria, New South

Wales, or South Australia.

In Bags.• In Bulk. Total.

7,099,632 17.499.300 24,598,932 13,190,708 22,054.432 35,245·140 8,205,249 12,555.456 20,76o,705

12,147,246 5,6g1,795 17,839,041 26,977,026 6,033·999 33,0II,025

55·385,466 55>385,466

• Calculated at 3 bushels to the hne.

The quantity of wheat exported amounted to 3,939,672 bushels, compared with 5,068,260 in 1942-43.

The " carry-over " at the close of each of the last two years was as follows

At Williamstown At Geelong ..

At 3oth .Tune, I9H·

Total.

Bushel-;,

. . 299,937 4·572,030 6,239.487

At 3otb. June, I943·

In Bulk. Total. In Bags. i

•:-···-··--1--

Bnshels.

1,070,325 .. 4,86z,g88 3,742,185

At Country Stations

299.937 r,667.457 4,287,120 19,042,647 23,329,767* II,884,549 23,192,054

1,070,325 8,605,173

35,076,6o3t

• Includes wheat (in bushels) at Country Depots-Bagged, r,8or,965; bulk, rs,z8o,64-7· 1 Includes wheat (in bushels) at Co'mtry Depots-Bagged, 3,067,098; bulk, I2,94-2,o54.

Rolling Stock Construction. The new rolling stock completed during the year consisted of one " X " class

and two "K" class locomotives, two seven-ear suburban trains, IS workmen's sleepers and ZZI general service trucks specially equipped for the carriage of wheat in bulk.

The capacity normally available for the construction of new locomotives was, except to the extent already indicated, devoted to the construction of Australian Standard Garratt locomotives on behalf of the Commonwealth Government.

Substitute Fuel. There was no relaxation of our policy to economize in the use of petrol wherever

practicable, and continued progress was made in the conversion of departmental motor vehicles to producer gas operation, six additional producer units having been fitted to road motors. The total number of vehicles so equipped was thus increased to 73, comprising 59 road motor trucks and cars and 14 rail motors. Eleven motor cars owned by departmental officers and used by them on official duties are similarly equipped.

At the close of the year, the conversion of a further three road motor trucks was in hand.

The savings in petrol continued to be substantial, amounting to somewhat more than 75 per cent. of the amount that normally would be used by unconverted vehicles.

Way and Works Branch. A great deal of special work in designing and constructing sidings to serve

munitions and other defence establishments was again carried out, in addition to normal activities of the branch.

The diversion of men to such work, and to repairing the considerable damage to permanent way, bridges, buildings, fencing, &c., through bush fires (referred to in another section of this Report), added materially to the accumulated arrears of maintenance since the outbreak of the war.

During the year our proposals for the reconstruction of t4e Cremorne bridges, carrying the Gippsland and Sandringham lines over the River Y arra, were referred by the Governor in Council to the Parliamentary Public Works Committee and investigated by that body.

17

The condition of these bridges had reached a stage when remedial action was necessary in the interests of safety, but there were alternative proposals----one merely making provision for this Department's requirements, and the other a much more expensive scheme to admit of very desirable river and road improvements in the vicinity.

The Committee recommended that the latter proposal be adopted and that the estimated cost of £335,000 be allocated as follows :-Victorian Railways, £240,000 : Melbourne and Metropolitan Board of Works, £4o,ooo ; Victorian Government, £3o,ooo; Country Roads Board, £r5,ooo; State Electricity Commission, £2,000; and the balance, £8,ooo, between the Melbourne, Prahran, and Richmond City Couneils.

The preliminary stages of the work are now in hand.

Suburban Electrification Equipment. The erection of the second new boiler at the Newport "A" Power Station was

completed during the year and the whole of the new generating and boiler plant is now in service, although the contract maintenance period has not yet expired.

Preliminary plans for the second stage of modernization of this station are now being considered.

Stores and Materials. Owing largely to the necessity to gather rnaterials for construction programmes,

the value of the stocks held rose at 3oth June to £I,748,69r (excluding Railway Construction and Refreshment Services Stocks) representing an increase of £248,rr7 during the year.

Issues amounted to £3,750,423, or slightly less than in r942-43, and represented a turnover of 2 · r4 for the year.

Although some difficulties inseparable from war-time conditions were experienced. suffieicnt stocks were maintained generally to meet essential requiremnuts.

Coal Supplies. The quantities of coal allocated to us during the year by the (·ontrolling

authorities (the Commonwealth Coal Commission and the St:1te CoJ.l Committe•o.) were as follows :--

Large cmd ..

Small coal

Total

.. I

Yrom ~tate Coal ~lino.

Tons.

I

FrmH Other I b'rom :Sew Victorian 7\-tim'!i. , ~outh W'ules.

'Ton~. Tomt

Ij

J<'ron1 Sundry ...:: .. mr!:es.

Tons.

7-f-i-

2I

Tot«l.

Ton:;.

By comparison with the preceding year, there was little difference in the quantity of small coal purchased, but in the large coal there was a decrease of some 32,000 tons. This decrease was accentuated by the fact that it occurred mainly in Maitland coaL thus increasing the proportion of Lithgow coal in the total supplies available. Beeause of its poorer quality, much more Lithgow than Maitland coal has to be used to produce the same result. In addition, this coal inevitably causes late running of passenger trains, because of the delays en route to clean fires.

Of the 400,954 tons from Xew South Wales, only 6],853 tons of large and 4r,9rr tons of small were seaborne. The balance-25I,46r tons of large coa] and 45,729 tons of small coal-were brought by rail from New South Wales, half from the Maitland and half from the Lithgow field.

8640/44.-2

18

The remarkable fall in the seaborne coal allocated for railway use will be seen from the following figures :-

194o-4r · · 1941-42 .. 1942-43 ..

Quantity of N e;w South Wales Coal received by Sea.

I.arge. Small.

Tons. Tons.

Total.

To!lJl.

The average cost of 1\faitland large coal, in trucks at Melbourne, is 39s. 7d. per ton if seaborne, compared with 66s. 5d. per ton if railed via Wodonga. Lithgow coal, all of which has been transported by rail, costs on an average 5rs. 7d. per ton via Wodonga and 54S. 5d. via Tocumwal.

Our action in overlanding such large quantities, at heavy expense, has not only been an important factor in railway operation, but has obviously been of great advantage to other coal users in Victoria, by making available to them more of the high quality Maitland coal, at the relatively low costs applicable to sea carriage. No other body, except the State Electricity Commission to a limited e2...ilent, has had to use overlanded New South Wales coal. Some pooling or equation of the additional costs incurred by us would obviously be reasonable, but the only relief which we had been able to obtain up till the close of the year was a subsidy of 7s. 6d. per ton from the Commonwealth Coal Commission, on large coal railed for our use in excess of 4,000 tons per week. Overall this represented only rs. 5d. per ton, and still left us with a net expenditure of £220,000 for the year for overlanding. Since the close of the year an arrangement was made under which small coal also comes into the subsidy.

Our anxiety to safeguard essential railway service in this State has not only involved this very heavy expense, but has, we have no doubt, operated to our detriment in the allocation of seaborne Maitland coal.

The inadequacy of the supplies rendered necessary severe restrictions in services, which have been referred to in more detail under another heading. To help in improving the situation, wood is being used on pilot engines, a course which, so far as we are aware, has not been adopted in any other State. Approximately 66o tons of coal per week have been saved by this means.

Governed by the supplies, and not representing what would have been necessary to cater reasonably for the available traffic, the total consumption during the year amounted to 395,460 tons of large and 143,005 tons of small coal.

Truck Covers. Continued inability to obtain adequate supplies of canvas accentuated the

shortage of tarpaulins. At the beginning of the year the number in service was only 13,688 (compared with approxii!ll1tely 17,500 in normal times), and by January it had fallen to ro,65g, manufactures being far short of withdrawals of condemned stock.

By the end of the year the position had somewhat improved, and the stock stood at rr,744.

·with the arrival of canvas, which has been on order from Great Britain, and subject to any defence demands upon our plant, an active programme of construction for the current year has been put in hand, and it is expected that the present unsatisfactory position will be improved materially.

Refreshment Services. The heavy restrictions in country passenger train services did not seriously

affect the revenue from refreshment rooms and dining and buffet cars, which amounted to £744,051, by comparison with the previous year's total of £766,167. For members of the services travelling on special trains over 424,000 meals were provided-137,400 at the Seymour refreshment room alone.

In view of the many advantages of cafeteria service under war-time conditions, including the ability to handle a greater volume of patrons without increasing staff, the upper dining room at Flinders-street, and the dining room at St. Kilda, were converted to cafeteria service during the year, with highly satisfactory results.

19

Manpower difficulties forced the curtailment of trading hours at all fruit and drink stalls on Prince's Bridge and Flinders-street stations, and only one shift is now operating.

A record number of meals was served on Spirit of Progress, and the departmental bakery had a record in manufactures.

Restricted bookings, enforced by shortage of staff, are still in operation at The Chalet, Mt. Buffalo National Park, the financial rebults of which appear in Appendix No. 13.

Tourist Services. Local tourist travel was again heavy, and practically all accommodation houses

at tourist resorts were booked out some weeks~and even months~in advance, even for the less favorable portions of the year. The Victorian Government Tourist Bureau, as an agent for such houses, earned commission amounting to £5,679.

In the handling of the greatly increased number of telephone calls resulting from the disruption of the normal time-tables, and frequent late running, the Bureau gave valuable service. The work was aided substantially by a new device incorporated in the telephone system to secure the maximum fluidity. The magnitude of the inquiry work, and the efficiency of the system and the staff, are indicated by the fact that, during the Saturday and Sunday following the Yallourn bush fires, approximately 16,ooo calls were answered. At peak periods as many as 6oo calls per hour have been cleared.

The Sta:ft". At the commencement of the year the total permanent and supernumerary

staff (including butty gang workers) was 25,374, with casual labour representing 432 men working full time, so that the total staff was equivalent to 25,806. At 3oth June, 1944, the comparable figures were 25,636 and 304 respectively, making a total of 25,940.

Because of overtime working, the average strength of the sta1f is better represented by converting into ordinary time units the total time paid for. In 1943--44 this was equivalent to 28,912 full time men working six days per week, compared with 28,756 in 1942-43, an inerease of 156.

These figures include an appreciable number of men engaged on the manufacture of munitions and tools for war requirements, or on other defence workb. The equivalent number of full time men debitable to railway working expenses was 24-794 in 1943-44 as compared with 24,422 in 1942-43, an increase of 372.

The permanent staff was increased by the appointment of 133 apprentices to various trades.

Wage Fixing Tribunals. Further awards were made during the year by the Commonwealth Arbitration

Court, following reports submitted by the H.ailways Classification Board as a State Industrial Authority under the provisions of the Commonwealth Conciliation and Arbitration Act, in respect of 77 grades, covering approximately 3,520 officers and employees. Increased rates of payment under these awards involved an estimated additional cost in the vicinity of £25,000 per annum.

An award made by the Board in its State jurisdiction involved an additional cost of approximately £1 ,ooo per annum.

Variations of the H.ailways Metal Trades Arbitration Court Award involved an additional cost of about £2,600 per annum.

Cost of living adjustments brought about an increase in the basic wage from 16s. 2d. to 16s. 4d. per day on 1st August, and a reduction to 16s. 2d. on 7th November and to 16s. on 13th February. These variations (combined with those made in State Wages Board Determinations) represent a reduced cost of approximately £69,000 per annum.

20

Discharged Servicemen's Preference Act.

In December last, Act No. 4989 was passed, providing amongst other things for _preference for promotion to be given to suitable and competent discharged serviCemen.

The Commonwealth Award relating to enginemen, however, contained a provision that promotion from engine cleaner to fireman and from fireman to driver shall be governed by seniority, subject to the possession of requisite qualifications and to suitability, and we were advised by the Crown Solicitor that this over-ruled the Victorian Act so far as employees in those two grades were concerned. Subsequently the Court extended the provisions in the Award to apply also to promotion from the grade of driver to that of driver in charge and driver, special class.

Since the close of the financial year the Court has made an award on application by the Australian Railways Union, providing for promotion or reduction in consequence of a surplus of officers or employees being governed by relative ability, suitability, record, experience, and seniority, with the proviso that in determining an officer's or employee's ability, suitability, record, and experience, regard should be had to the nature and quality of his service in the armed forces of His Majesty the King.

A similar provision has been inserted by the Court in the Victorian Railways Metal Trades Award.

In consequence of these Awards, only relatively few officers and employees of this Department are now subject to the provisions of the Victorian Act.

Education and Recreation.

The Council of the Victorian Railways Institute reports another successful year's activities, 1,746 new members having been enrolled. The total membership at 30th June was 17,288 (another record), representing a net increase in membership of 702, compared with 378 in the previous year.

Keen interest was maintained in the educational classes conducted by the Institute in J(tilway and general subjects, as well as in recreational and social activities.

We much appreciate the voluntary efforts of employees who are assisting in the valuable work of the Institute, both in Melbourne and at country centres.

Salaries and Wages.

The amounts disbursed in salaries and wages during the past five years, excluding payments made to butty gang workers, were:-

1943-44 1942-43 1941-42 1940-41 1939-40

Pensions.

£ 8,970,445 8,670,724 7,786,251 6,661,937 6,177,177

The amounts paid in pensions are contrasted below with the corresponding payments in the preceding year:-~···--------------------

I 1943-44· 1942-43-Increase ( +) or

Decrease ( -) In 1943-44.

--····

£ £ £ Pensions under Superannuation Act .. . . 393,234 388,816 + 4·418 Pensions to officers and employees who were in the

Service on 1st November, 1883 .. . . .. 65,618 74·499 - 8,88!

Total . . .. . . . . 458,852 463,315 - 4463

21

Acknowledgment of Services of Staff. The restrieted traffic eonditions dnring the year, which caused much discomfort

and inconvenience to our patrons, also auded greatly to the difficulties of the operating staff. They have risen excellently to the emergency, and we have pleasure in recording our gratification at the manner in which they, and employees generally, have acquitted themselves.

In many sections, including workshops, substantial overtime, necessitated bv war-time requirements and manpower shortage, has been cheerfully undertaken by those concerned.

Ambulance. During the year 666 employees passed the first-aid examinations, making the

total employees now qualified 5,097· Of these, 282 hold the 8th year Gold Life Membership Medals, and 533 the 5th year Silver Effieiency Medal.

Apart from the interest maint.<tined in individual work, there are now 58 active ambulance corps in the service.

State Coal Mine. Mter the payment of working expenses, loan redemption and interest charges,

and allowing £zo,ooo for depreciation, the operation of the mine resulted in a loss of £82,948, compared with £76,834 in I942-43.

The quantity of coal won during the year was 234,87r tons. The saleable output was 2r6,366 tons, of which II3,r28 tons were supplied for railway use, 9,726 tons to other public departments, and 93,5I2 tons to the general public. The allocation of coal still remains in the hands of the State Coal Committee, and the amount allotted for railway use represented 52 per cent. of the saleable output, as compared with 6r per cent. in I942-43.

All pits were idle for two days as the result of industrial troubles, and a further two days were lost at both ·western A.rea and No. r8 Shaft.

The amount disbursed in wages was £353, z6r, and the net average earnings of contract miners were 33s. r.69d. per miner per shaft.

The number of persons employed at 30th June was r,032.

Heads of Branches. The Heads of Branches throughout the year were:-

Secretary Mr. E. C. Eyers. Chief Mechanical Engineer Mr. A. C. Ahlston. Chief Civil Engineer . . Mr. A. G. Fletcher. General Superintendent of Transportation Mr. M. A. Remfry. Chief Electrical Engineer Mr. H. P. Colwell. Comptroller of Accounts Mr. L. J. Williamson. General Passenger and Freight Agent Mr. J. McClelland. Comptroller of Stores . . . . Mr. H. 8. Sergeant. Superintendent of Refreshment Services Mr. A. W. Keown.

Mr. H. L. Kennedy, who normally occupies the position of Assistant Superintendent of Refresh~ent Ser~ices, ~cted as Superintendent throughout the year, owing to Mr. Keown's serviCes havmg still been loaned to the Department of Labour and National Service.

Appendices, &c. The balance-sheet for the year and various accounts, statements, and other

information are embodied in the appendices, a list of which is shown in the front o£ this Report.

We have the honour to be, Sir, Your obedient servants,

N. C. HARRIS, Chairman, } Victorian

M. J. CANNY, Railways Commissioners.

R. G. WISHART,

22

l1t ~ilentoriant. '--../

UST OF OFFICERS AND EMPLOYEES WHO HAVE LOST THEIR UVES WHILST ON ACTIVE SERVICE.

ADAMS, G. C.

ARMSTRONG, N. G ..•

BAKER. R. H.

BECKMAN. C. R.

BENDI.E, J, W.

BOYD, S. I. ..

BRADFORD, R. W.

CAREY, J. V.

CARRICK, 1\. F.

CLANCY,P. L.

CLEARY, j. P.

COLSON, K ...

COWEY, W. j.

DANGERFIELD, R. D.

DOWNIE, j. A.

EINSIEDEL, j. E.

ELLEN, W.J.

EVANS, D. D ...

FARTCH, N. L.

FORSTER, J ... GALVIN, K. F.

GELDART,R.

GILPIN, J. A.

CORDON, W. G.

HANCOCK, L. G.

HANDI.EY, R. H. W ...

HARPER, N. J.

HAY. E. A.

HAYWARD, J. W.

HENWOOD, F. N.

HOSKINS, M. J.

HOUSTON, W. F.

JEFFERY, P. T.

JOHNSON, H. H.

Name. Grade.

Repairer

Lad Labourer

Engine Cleaner

Labourer

Parcels Porter

Engine Oeaner

Juni:>r Clerk

Porter

Labourer

Telegraphist

Casual Labourer

Casual Labourer

junior Clerk

Junior Clerk

Porter

Shunt er

Repairer

Repairer

Operating Porter

Junior Clerk

Junior Clerk

Vanman

Junior Clerk

Boilermaker

Shunt er

Porter

Apprentice Carpenter

Engine Oeaner

Casual Labourer

Labourer

Repairer

Porter-in-Charge

. • Electrical Mechanics Asst.

Fireman

23

IJST OF OFFICERS AND EMPLOYEES WHO HAVEWLOST THEIR LIVES WHILST ON ACTIVE SERVICE-continued.

Name. Grade.

Porter L KRAEMER, J. R.

LADLOW, A. T. R.

LAPSLEY, R. E.

LARSEN, L. T.

LAWLEY, R. H.

LAWRENCE, W.

LILLIS, A. G. F.

McKENZIE, H. D.

McKENZIE, W. ].

McLEAN, J. W.

MATTHEWS, F. J. MILLER, M. F.

MILLGA TE, K.

MORG.t\N, F.

Lad Labourer :'N"''' '' ,. ,,: .:. '" ,

NYE, C. C. P.

O'DWYER. F .. .

OPPY, H. D .. .

O'ROURKE, C. T.

PARKINSON, R. A. G.

PHELPS, G. M.

PORTER, W. R. R.

PRICE, j. A ...

PRINCE, L. R.

RA YMER, A. N.

RICHARDSON, H. S. G.

RIORDAN. W. D. A. • •

ROBERTS, E. L.

ROBERTS, W. H.

ROE, R. H.

SANDERS, W. j.

SEATER, H. J. SMAlL, T. G ...

SMART. M. G.

SMITH, M. C.

SMITH, R. J. V.

SMITH. S. E ...

SPINK, A.

THOMAS, V. R. G.

TRICKEY. W. j.

WELLS, A. E...

WHITE. W. ] ...

WILLIAMS, j. P. C. . .

WILSON, ]. R.

WINDEBANK, G. A. . .

WINDLEY, R. E.

WISHART, H. P.

WOOLHOUSE, R. M.

1:1'",- "

Apprentice Fitter and Turner

Porter

Motor Driver

Porter-in-Charge

Fireman

Repairer

Engine Cleaner

Engine Cleaner

Engine Cleaner

Lad Labourer

Clerk

Repairer

Vanman

Apprentice Sailmaker

Signalman

Lad Labourer

Lad Porter

Shunter

Engine Cleaner

Lad Labourer

Apprentice Coppersmith

Porter

Lad Labollrer

Repairer

Porter

Shunter

Clerk

Engine Cleaner

Engine Cleaner

Sub-station Assistant

Lad Porter

Clerk

Labourer

Engine Cleaner

Labourer

Repairer

Lad Labourer

Porter

Clerk

Storeman

Junior Clerk

Engine Cleaner

Car Cleaner

Lad Porter

Porter

. 24

APPENDIX

BALANCE-SHEET AT

LIABIJ,ITJES.

£ . ~. d. £ s. d. £ s. d . Face value of stocks and bnndH alkeated to the

Railways .. 50d93,957 r8 5 Less securities purchased and cancelled by the

National Debt Sinking Fund 4,154,807 I 4 Less Deferred Renewals, Replacement~ and

Maintenance Works from Loan Funds 522,485 17 10 4,67J,292 I9 2

-·--···---- 45.716,664 19 3 Contribution from Revenue, &c., and the National

Recovery Loan for Capital purpo~es-· Proceeds of sale of State Lands Consolidated Revenue Developmental Railways Account National Recovery Loan Unemployment Relief Fund .. Commonwealth Defence Works Unemployment

Relief Fund Trust Fund Railway Works (Defence Purposes}

2,56I,261 2 I

2,76I 0 0

55,499 I7 6 433,403 I8 o

3,052,925 17 7 Less expenditure on other than Capital Works.. I,I54,43I 8 2

Advances from Public Account (Act No. 334I} for Capital purposes Deferred Maintenance Reserve .. Accrued Leave Reserve National Debt Sinking Fund Reserve Railway Accident and Fire Insurance Reserve Railway Renewals and Replacements Reserve Consolidated Revenue for Working Expenses Sales

Creditors~ Sundry Accounts Consolidated Revenue~

Income due by Revenue Debtors Less accumulated surplus

Surplus for year I943-44 Less accumulated deficit since 1.7.37

Accumulated surplus from I.J.37 to 30.6.44

2,825,740 6 I I,377,782 15 4

ro8,5oi 5 I

I,8g8,494 9 5

4,879,639 6 8 5,274 18 4

699·949 9 4 321,559 16 3

448,I36 8 6* 126,576 I2 3

6,210,518 I5 n 299,600 2 5 454,000 0 0 452,7JI 0 0

4,273,I59 15 I0 IOO,OOO 0 0

1,0J6,2J9 2 8

321,559 I6 3

• After charging against current year's working £.p9,664 in exress of the normal depreciation for the year, £167,771 to meet accrued leave and £54,000 towards meeting deferred maintenance.

E. A. PEVERILL, Auditor-General.

27/9/I944·

J5

No. r.

JOTH JUNE, I944· -----------·········- ··-··-···· -----·--·-·-·----- ---···········--·-·-

ASSETS.

£ /1. d. £ s. d. s. Railways-

44·374.707 6 9 Way, Works, Buildings and Equipment Rolling Stock 6,492,623 9 8

------ so,867,J3o 16 5 Electric Tramways-

Way, Works, Buildings and Equipment Rolling Stock

Road Motor Public ServicesBuildings and Equipment Rolling Stoek

Railways under construction Bridges for Railways not yet constructed

Stores and Materials Stores and Equipment at Refreshment Rooms, &c. Materials in course of manufacture

Diseounts and Expenses on Loans Railway Renewals and Replacements Account Cash at stations and in transit Funds at Treasury-

Trust Fund Surplus Railway Land Railway Accident and Fire Insurance Fund Railway Renewals and Replacements Fund-

Cash Investment Interest ..

Railway Charges in Suspense Railways Stores Suspense Account Railways Repayment Fund .. National Debt Sinking Fund Unexpended balance of Loan Moneys Railways Leave and Ordinary Maintenance

Reserve Fund

Trust Securities Sundry Debtors-

Revenue Debtors tD Consolidated Revenue Other Debtors

-------- -·---

II7,329 I 0 34,994 I 7

IS2,J23 2 7

7·004 7 7 I3I,935 I6 8 31,788 0 0

51,190,982 3 3 1,754,749 7 II

124,475 2 7 184,193 1I II

93I,789 5 0 3,85o,ooo o o

103,125 0 0

z,o63,4I8 2 5 ---· 53,254·400 5 8

39,250 14 8 3·174·475 6 8

ro6,823 2 4

2,J36 3 9 roo,ooo o o

4,884,914 5 0 I62,9II 19 5 86,195 2 II

900 9 8 rr8,352 14 6 124·946 8 2

906,771 o o

593,126 7 0 5Io,o8o I 10

6,387,J28 3 5 62>373 8 IQ

1,I03,206 8 10

L. J. WILLIAMSON, Comptroller of Accounts.

27/9/I944·

26

APPENDIX No. 2.

ABSTRACT OF WORKING EXPENSES FOR THE YEARS ENDED 30TH JUNE, 1944 AND 1943 (EXCLUSIVE OF ELECTRIC TRAMWAYS AND ROAD MOTOR PUBUC SERVICES).

Average Miles of Single Track Open, iucludlng Sidings • . • . . . .. .•

A.-MAINTENANCE OF WAY AND WORKS.

Superintendence, Stationery, Printing and Adver·

M!l~\!~ance ·~nd Ren~;,als of the Perm~~ent W~y Fences, Gates, Cattle Guards, ltoadways, Crossings,

Signs, &c. . . ·. · · • · Slips and Flood Repairs . . . · · Bridges, Tunnels, Cui verts, Retaining Walls,

Drains, Piers and Wharfs . . . . · · Weighbridges, Scal.es, Lifting Cranes, &c. · · Electric Power Station Buildings, Masts and

Fixtures .. .. . . .. .. Other BuJ!dings, Platforms and Fixtures · · Stock Yards • . .. .. .. Water Services . . . . . . • · Machinery, Tools and Supplies . . · · Si~:!~:nd ~~terloc~~g, Sign~: Boxes. ~nd Tra.~~ Telegraph and Telephone Lines and Instruments .. Injuries to Employees or others . . • • Other Expenses . . . . · . · · Road Motors-Domestic Service . . • ·

ROLLING STOCK.

B.-GENERAL SUPERINTENDENCE, ETC.

General Superintendence, Motive &c. S!!per· intendence, Stationery, Printing and Advert!lling

C.-MAINTENANCE OF ROLLING STOCK.

Steam Locomotives .. Electric Locomot.ives .. Electric Service Coaching St<lek Steam Service Coaching Stock Goods St.ock . . . . Rail Motors . . . . !toad Motors--Dome.stic Service

D.-MOTIVE POWER.

Running Sheds, Labour and Supplies . . . . Drivers and l!'iremen . . • . . . Coal Wood and Kindlers for Locomotives, lnclud·

ing Handling, Inspectiou, &c. . . . . . . . Oil Tallow Waste and other runmng supphes .• Water and 'other Expenses, Injuries to Employees

or others (Steam) . . . . • . . . Electric Motormen, including Superintendence,

Uniforms, Supplies, Injuries to Employees or others . . . . . . . . . .

Rail Motor Operation . . . .

E.-EXAMINATION AND LUBRICATION OF COACHING AND GOODS VEHICLES.

Steam Service Electric Service

Year ended SOth June--

1944. 1 1943.

6,125

£

232,382 1,215,876

6,133

£

212,066 1,198,832

67,475 61,096 393 2,321

180,153 173,582 37,583 33,523

17,630 17,405 339,892 326,999 24,203 20,688 28,498 33,896

123,612 98,044

245,592 213,119 59,306 52,581 14,330 9,850 1,364 1,227

105 114 1---

2,588,394 2,455,343

102,704

949,586 4,796

218,155 192,410 324,570 21,478

7,013

93,168

796,087 3,913

220,377 174,508 2i6,496 23,045

6,481

1,718,008 1,500,907

94,326 666,6221

909,531 • 30,880

37,284

178,636 32,125

1,949,404

76,163 30,002

106,170

i

88,805 722,375

983,882 31,810

36,977

173,145 32,114

2,069,108

60,745 27,899

88,644

F.-TRANSPORTATION AND TRAFFIC.

General Superint<mdence, Stationery, Printing, Advertising, a.nd Train Control Stali ••

Station Yard and Signal Senice--Salaries, Wages, &c., of Statf •. Uniforms for Statf • . . • Fuel, Light, other Supplies and Expenses ..

Guards, Conductors and other Trainmen-Wages, Expenses, Uniforms a.nd Supplies ..

Cleaning, Icing, Light, Supplies, &c., for Carriages ltepalrs and Renewals of Tarpaulins and Lashings Injuries to Employees • . . • . . Gate keeping, other Expenses, Loss and Damage to

Property and Goods, Compensation-Personal Road Motors-Domestic Service • . . .

G.-ELECTRICAL ENGINEERING BRANOH.

General Superintendence, Stationery, Printing and Advertising . , • . . . • .

Power Station .. Transmission, Distribution Systems, and Sub~

stations . . .. .. .. .. Other Expen11es and Injuries to Employees or

others .. .. .. Other Operations . . . • Electrical Energy Purchased ..

H.-MISCELLANEOUS OPERATIONS.

j Year ended 30th June-

1944,

£

282,919

1,926,351\ 11,809

105,310

328,388 139,489 100,402

9,195

45,412 10,268

2,959,544

27,243 377,757

127,492

1943.

267,610

1,906,341 11,736 92,962

336,926 141,649 116,079

8,358

40,391 8,598

2,930,640

23,158 326,799

114,374

443 691 Cr. 45,636 Cr. 37,470

49,442 55,260

636,741 482,702

Dining Car Service •. Refreshment Rooms Service .. Advertising Service . , Boolmtalls Service .. .. t

41,873 591,619

13,001 100,958

41,191 599,639 11,826 93,481

I.-STORES BRANCH.

Salaries and Wages .. .. .. .. for Services rendered by other Branches

Office equi;ites and· Stores · · : : : : Other Expenses . . • . . • . . Proportion of Percentage added to Cost of Works

charged to Capital, &c. . . . . • .

•.-GENERAL EXPENSES.

Commissioners' and Secretary's Offices Acc.ountaucy J3ranch .. Legal and Medical Expenses .. Stationery, Printing and Advertising ~ . Mur.icipal and Shire Rates • Sundry other General Charges

K.-OTHER EXPENDITURE.

Contribution to the Railway Accident and Fire Insurance Fund . . . . . .

6~~~?b~uon~ to Rail~~Y Rene~als and. Repla~: ments l'und . . • .

Chlld Endowment Pay-roll Tax War Damage Insurance .. Air Raid Precautions •. Long Service Leave . . . . Provision for Deferred Ordinary Way ·a~d Worb

Maintenance .. Pro\ision for Accrued Leave ..

Total

Les• expenditure charged to Special Funds ••

Working Expenses cllar(ed to Railway Rewenpe ••

747,451

172,828 19,059

632 4,053 1,683

Cr. 25,657

172,598

32,621 127,510

14,22!1 6,656 2,182

56,607

239,804

1!9,453 458,169

1,050,000 201,494

33,918 11,943 33,559

54,000 167,771

2,110,307

746,137

158,022 16,547

893 3,162

522

Cr. 22,800

156,346

34,706 127,674

13,084 7,881 2,467

39,678

225,390

47,685 462,668

1,800,000 194,643

68,904 51,064 12,970

400,000 285,000

3,322,934

13,232,025 14,071,319

~ 31,281•

18,213,417 14,040,088

• For details ae& page 6.

27

APPENDIX No. 3.

COMPARATIVE ANALYSIS OF EARNINGS AND WORKING EXPENSES FOR THE YEARS ENDED 30TH JUNE, 1944, AND 1943 (EXCLUSIVE OF ELECTRIC TRAMWAYS AND ROAD MOTOR PUBLIC SERVICES).

Part! culars.

Year ended 30th June-

1944.

Average Miles 0 pen for Traffic .. Miles. 4,751

Traffic Train MileagePassenger-

Country Suburban

Goods

Total

. . 2,954,952

. . 7,697,132 ----10,652,084

5,761,322

16,413,406

1943.

Average Miles Open for Traffic

Traffic Train MileagePassenger-

Country Suburban

Goods

Total

. . 4,233,440

Miles. 4,758

. . 7,829,147 ---- 12,062,587

6,373,946

18,436,533

Per Train Mile.

Jo~~eys I Earnings. 1

1

A?e~~ge I 'l~~fn I Jou~~leys I Earnings. I A?e~~ge I Tonnage. Mile Open. Mile. Tonnage.

1

I Mile Open.

------------------------~------L-----~------~------~----~--

Passenger

Parcels, Horses, Carriages, &c. Malls .. .. .. Miscellaneous . . . .

Total Parcels, &c ...

Total Coaching

Goods Live Stock Miscellaneous

Total Goods

Sale of Electrical Energy Rents .. General Miscellaneous

Total Power, Rents, and :Miscellaneous

Dining Cars .. Refreshment Rooms Advertising .. Bookstalls ..

Total Dining Cars, Refreshment Rooms, Advertising and Bookstalls ..

Recoups by Treasury of loss resulting fromReduction in outer suburban fares .. '\V or king of eertain lines of railway, &c. Concession fares to members of Defence

Forces . . . . . . · ·

Total Earnings

Maintenance of Way and Works Rolling Stock-

General Superintendence, :Motive Superin~ tendence, &c. . . . . . .

Maintenance of Rolling Stock . . . .

~~~~~;it~6np~~Jr LubriCation of' Coachillg and Goods Vehicles . . . .

Contribution to Railway Renewals and Replacements Fund . . . . . .

Transportation and Traffic . . . . Electrical Engineering Branch . . . . Miscellaneous Operations . . . . . . ~tores Branch . . . . . . . . General Expenses . . . . . . Pensions . . . . . . . . Contribution to the Railway Accident and Fire

Insurance Fund . . . . . . Child Endowment Pay-roll 'l'ax . . . . War Damage Insurance . . . . . . Air Raid Precautions . . . . . . Long Service Leave . . . . . . Provision for Deferred Ordinary Way and

Works Maintenance . . . . . . Provision for Accrued Leave . . . .

Less-Expenditure Charged to Special Funds

Total Working Expenses charged to Railway Revenue . . . .

EARNINGS.

Journeys.

194,137,624

Tons. 7,564,442 •729,784

•8,294,226

£

6,583,267

443,060 111,560

36,505

591,125

7,174,392

0 6,710,349 0 611,194

163,588

7,485,131

60,856 177,530

44,531

282,917

48,162 695,889

37,974 123,191

905,216

30,000 4,232

£

1,385'66

93'26 23'48

7"66

124'42

1,510'08

0 1 412'41 ~128"65

34'43

1,575'49

12'81 37'37

9'37

59'55

10'14 146'47

7'99 25'93

190• 53

6'31 '89

d.

148' 32

9• 98 2'52

•82

13•32

161' 64

0 279' 53 0 25'46

6'82

311' 81

Included i n Passenger Traffic above £279,500

I 15,881,888 3,342' 85 232·23 1

Journeys.

195,830,057

Tons. 8,017,601

0 741,512

•8,759,113

£

7,065,635

460,101 78,104 43,225

581,430

7,647,065

0 7,382,8Rl 0 621 016 136:720

8,140,617

59,820 186,914

45,313

292,047

47,099 719,068

34,568 113,588

914,323

33,000 2,608

£

1,485'00

96"70 16' 42

9'08

122'20

1,607 •20

0 1,551'68 0 130.52

28' 73

1,710• 93

12' 57 39'29 9' 52

01'38

9·9o 151'13

7'27 23'87

192'17

6"93 •55

d.

140 '58

9'16 1'55

'86

11'57

1G2'15

0 277• 99 0 23'38

5'15

303' 52

Included in Passenger Traffic above £357,000

1 17,029,660 3,579'16 221'69

WORKING EXPENSES.

Expenditure.

£

2,588,394

102,704 '1,718,908 1,949,404

106,170

1,050,000 2,959,544

536,741 747,451 172,598 239,804 458,169

99,453 201,494

33,918 11,943 33,559

54,000 167,771

13,232,025

18,608t

18,213,417

Per Average Mile Open.

£

544'81

21'62 361'80 410'31

22' 35

221'01 622' 93 112'97 157• 32

36'33 50'48 96'44

20'93 42'41 7'14 2'51 7'06

11'37 35"31

2,785'10

3'92

2,781'18

Per Train Mile.

d.

37'85

1' 50 25•13 28'51

1'55

15.35 43'28

7'8.'i 10•93 2'52 3'51 6'70

1'45 2"95

•50 '17 '49

. 79 2'45

193' 48

'27

193'21

• Estimated. t For details aee page 6.

Expenditure.

£

2,455,343

93,168 1,500,907 2,069,108

88,644

1,800,000 2,930,640

482,702 746,137 156,346 225,390 462,668

47,685 194,643

68,904 51,064 12,970

400,000 285,000

14,071,319

31,28lt

14,040,038

Per A \'er age Mile Open.

£

516'05

19' 58 815.45 434' 87

18'63

378• 31 61.')' 94 101'45 156' 82 32'86 47'37 97'24

10'02 40'91 14'48 10"73 2•72

84•07 59'90

2,957'40

6'57

2,950'88

Per Train Mile.

d.

31'96

1'21 19'54 26'94

1'15

23'43 38'15 6'28 9'71 2'0' 2'94 6'02

'62 2"53 ·gc ·e7 '17

5 '21 3'71

183'18

'41

182'77

APPENDIX No. 3--oontinued.

PERCENTAGE OF WORKING EXPENSES IN EACH DIVISION.

Maintenance of Way and Works'* Rolling Stock-

llivlslom of Expenditure,

General Superintendence, Motive Superintendence, &c. Maintenance of Rolling Stock Locomotive Power Examination and Lubrication of Coaching and Goods Vehides

Contribution to Railway Renewals and Replacements Fund Transportation and Traffic Electrical Engineering Branch Miscellaneous Operations Stores Branch .. General Expenses Pensions Contribution to the Railway Accident and Fire Insurance Fund Child Endowment Pay-roll Tax .. War Damage Insurance .. Air Raid Precautions* .. Long Service Leave . . . . . . . . . . Provision for Deferred Ordinary Way and Works Maintenance Provision for Accrued Leave

• Including amounts charged to Special Funds.

Y&ar euded 30th JUIU~-

1944.

per cent.

19·56

"78 12'99 14•73

·so 7•94

22•37 4•06 5•65 1·30 1•81 3•46

•75 1•52

•26 •09 •25 •41

1·27

100·00

1943.

per cent.

•66 10•67 14•70

•63 12•79 20·8:cl 3•43 5•30 1·1! 1•60 3•29

•34 1•39

•49 •36 ·09

2•84 2·03

100•00

APPENDIX No. 4.

GENERAL COMPARATIVE STATEMENT FOR FIFTEEN YEARS, FROM 1sT JULY, 1929, TO 30TH JUNE, 1944 (EXCLUSIVE OF ELECTRIC TRAMWAYS AND ROAD MOTOR PUBLIC SERVICES).

647

657

650

650

619

!)02

no2

588

I 574

581 I

582

593

583

[)1"\9

5\ll

ROLLING STOCK.

Number.

1,9;H

1.929

1,8H:S

1,857

1,841

1,8:17

1,8~0

1.8~Hl

1,82(\

1,82~

1,811<

1,811

1,1:!06

1,802

1,i95

True ks.

Nnmbe

20,6

20,7

20,7

20,6

20,6

20,6

20,7

20,6

20,6

20,6

20,4

20,2

20,4

20,3

2o,a

r.

'4

:8

:3

:2

:1

:6

6

:8

'2

3

·3

:1

:5

,g

+

~~-

•rota! Tratllc Train Miles.

Vans, &e.

Number.

1,028 17 ,670.56:i

1,013 15,9+5,3lf>

\199 15,363,776

996 15,321,398

991 15,:311,4(;!

984 1~,5:36.111

987 16,3\Hl,943

1,001 17,211.~~~1

99\J 17,916,76;~

982 17,1l8fl,(;:3~

or. I 17,007,970

951 17,766,987

1147 18,248,713

9(};"> I S,4;Hl,5a3

\)7:) 16,4l'l,406

Railway" cost and

Number of Passenger Jou.rneys~

157,119,071

134,655,220

125,990,585

130,190,013

131,367,215

139,689,012

139,539,089

141,343,253

1!37,894,676

142,123,567

144,649,075

159,218,412

I 180,981,000

195,8301057 i

194,137,624 ' I

GROSS REVKNUE.

Tonnage of Goods and Live Stock Passen,;cer. Conveyed. }»arcels, Goods and

Rentals, &c. Live Stock.

£ £

7,513,606 6,402,024 5,599,182

6,099,310 5,lll0,f>50 4,817,808

!},11:16,081 4j64~.~>nG 4,805,7:38

t>,244,34t> 4,672,42~ 4,776,699

f>,858,377 4,003,073 4,572,038

6,009,961 4,865,:)70 4~555,722

6,424,094 4,921,798 4,768,127

0,812,962 5,106,485 5,028,806

7,21)8,369 4,790,269 4,944,806

5.97[),85"3 5,007,518 4,275,947

6,186,989 5,224,730 4,6:16,862

6,622,785 6,379,793 4,859,630

7,502,640 7,946,687 6,57:J,152

8,759, 11;3 1:!,889,043 8,140,617

Bst. 8,294,226 I 8,396,757 7,485,1'31

4429). The eonstruetion cost herein Renewals and lw placements ~·und in

Total

£

12,00U!O!I

10.008,:l58

9,454,304

9,446,121

9,175,111

9,421,092

9,689,925

10,135,291

9, 7:35,075

9,283,465

9,861,51!2

11,239,423

14,519,839

17,029,660

15,B81,8B8

does not years has

Per Average Mile Open.

£

2,549

2,125

2,003

2,001

1,943

1,99&

2,05:!

2,147

2,062

1,953

2,072

2,362

3,059

3,5~79

3,343

Per Tratllc Train Mile.

•. d.

13/7'01

12/6'64

12/3"69

12/3' 97

11/11' 82

12/1'54

11/9' B8

11/9' 33

10/10~40

l0/4'!>-l

11/7'16

12/7 '82

15/10'96

18/5•69

19/4'23

~-------

down.

1:;!) :::.0

Year.

10211-30

11130-31

11131-32

11132-83

11133-3(

11134-SS

11135-36

11136-37

11137-SS

11138-39

1939-4()

11140-41

111U-t2

11142-43

11143-44

APPENDIX No. 4-continued. GENERAL COMPARATIVE STATEMENT FOR FIFTEEN YEARS, FROM 1sT JULY, 1929, TO 30T:a: JUNE, 1944 (EXCLUSIVE OF ELECTRIC

TRAt1IW AYS AND ROAD MOTOR PUBLIO SERVICES).

EXPENDITURE : TRANSPOR'rATION AND

TRAFFIC llRAN('IIES.

Amount.

£

2,536,635

2,026,918

1,690,542 I 2/2 · 42

1,628,237 2/1'51

1,647,482 2/1•82

1,713,78g 2/:2•47

1,797,996 2/2•33

1,874,436 2/2•14

*2,121,588 2/4.42

2,254,293 2/6. 24

*2,222,354 2/7.36

0 2,310,561 2/7.21

0 2,550,197 2/9"62

2,930,6!0 3/2 •15

2,9::>9,544 1 3/7 •28

1~ ·ss 17•24

17•9(J

18•19

18•56

Hl•49

21 •79

24•28

22•52

20"52

17"60

17"21

18·63 i

1,110,987

§1,464,0!1

§1,561,771

§;,570,137

§1,516,7H6

§1,626,953

§1,777,11\l

§1,51:l,563

§1, 72:),649

§1,787,963

§1,988,309

§2,455,343

§2,588,394

:362

376

419

516

~45

2/0•32

2/0'15

2/2"15

2!7• 96

3/1·&~

H·23

13•66

13•50

13•51

14"29

16•18

£

1,70:3,052

1,293,1ii0

1,066,778

988,6H

965,480

I,OO:l,370

1,()69,742

1,154,077

1,337,05-!

1,411~125

1,428,856

1,546,938

1,855,054

2,250,920

2,158,271l

EXl'liNDl'rURE: Ror,LING STOCK llR.I.NCH.

1j.l•66

1/3•49

1j:l·1:l

1/3•50

1/3•66

1/4 ·10

1/5•91

1/D•Il:l

1/8•16 .

lj8·9o I 2/0"40

2/5 •30

2/7•56

11•28

10•47

10•53

10•65

11•04

11•39

1a·73

15•20

14•49

13•76

12·78

13'22

13•59

IUcPAIRS AND RliiNEWALS.

P.f•H,o:n

t1,193,374

:;:1,242,974

p,191,226

t1,178,256

t 1,20:3,884

p,:l38,16!

1,300,597

1,164,518

tJ,249,723

tl,281,306

1,312,853

1,500,\)07

1,718,1!08

15•69

15•46

12•62

13•16

12•98

12•51

13•04

13•20

12•59

12•54

12•08

11•18

9•04

8"81

10·82

GENl1:lU.L EXPil!!SlilS.

Amount.

£

Per Traffic Train Mile.

a. 236,410 I 3·21

197,544 i 2•97

168,571

166,023

165,575

171,379

173,454

186,624

206,564

211,275

200,902

202,550

214,508

225,390

239,804

2•63

2•60

2•59

2•65

2•54

2•60

2•77

2·83

2·8~

2•7(

2•82

2•94

3•51

1•97

1•97

1•78

1•76

1•80

1•82

1•79

1•8!

2•12

2•28

2•04

1'80

1•48

1•32

1•51

l'LEC• TRieAL I STORES

BRANCH •. BRANOH.

£ £

Mlscel· laneous Oper· ations.

£

CONTRIBUTION TO RAILWAY AOOIDENT AND FIRll JNSURANCB FUND.

£

Per Trall!c Train Mile.

a.

Mo,506 1 133,922'' 464,7771. 44,4171 o·6o

273,082 I 110,s1o 362,222 26,603 o·4o

0•37

0•27

187,805

192,941

187,369

212,429

201,471

221)943

2+8,194

280,2()2

330,263

331,799

501,217

482,702

536,741

88,636

85,38\l

87,361

94,853

98,824

106,009

121,524

1211,564

125,837

127,034

136,196

156,346

172,598

305,501

313,993

321,579

346,162

364,012

389,862

403,008

437,989

444,782

545,947

663,872

746,137

747,451

18,926

28,284

19,775

13,501

18,807

18,978

25,856

40,762

35,509

24,656

43,964

47,685

99,453

0•30

0•44

0•31

0•21

0•28

0•26

0•34

0•55

0•50

'"0. 33

0•58

0•62

1•45

0•20

o·so 0•22

0•14

O•HI

0•19

0•26

0•44

0•36

0•22

o·3o 0•28

0•63

£

250,000

225,000

200,000

525,000

S!i!~ S §~& ..,.., . ~-::m Q~-

]~J:l g,8 "s! liQ#..,;I'Q~~· "'~~0:::,::.,"'1 0 8.s~~~il~ <3! E ~~{;~ ......re~E-t1i.i-;::lot-

£

(A) 16,667

(A) 16,667

(B) 50,000

(B) 50,000

(B) 100,000

(B) 100,000

U!'l-11, Cr. £10; 1941-42, £134; Trust Fuwi Railway, Works (Defence

ILepl,~cemonts, &c., 1939-40, £55,000 ; 1940-U, £25,000.

; 1 U:l7-38, £148,13:) ; 19c!0-41, ~~5:3; 1!)30-40, £60,00();

<:i:l 0

APPENDIX No. 4--continued.

GmNERAL COMPARATIVE STATEMENT FOR FIFTEEN YEARS, FROM 1sT JULY, 1923, TO 30TH JUNE, 1944: (EXCLUSIVE OF ELECTRIC TRAMWAYS AND ROAD MOTOR PUBLIC SERVICES).

TOTAl, WORKING EXPENSES

(exclusive of Pensions, &c.).

'i I WORKING TOTAL WORKING I EXPENSES NET

Adjust· (Including Pensions, &c.) L TO RAILWAY OF WORKING EXPENSES. Profit to Cost CHARGES ments. A ess t REVENU&. of Construction AND EX-

Year. Other

l~xpenditure.

Amount.

EXPENSER I I CHARGED NET REVENUE AFTER ,PAYMENT Percentage of INTEREST

PEN- - . , moun of Open Lines .... •~ RIONS. BJrdcr I ' 1 1 Charg~d tol I (Including PEFS~S

Per Per !tail- I Per I Per ~pec~al I p Per I Per I Per Rolling-stock r~;nug~~ Average Traffic ways. ~m·unt Ave~age, Traf!ie I un s. Amount Ce~t j Amount Ave!age Traf!ic ICent.on and Stores and versionex-

EXCHANGE ON

INTEREST PAYMENTS

AND CONTRIBU

TION TO NATIONAL

DEBT SINKING

FUND.

DEFICIT.ISURPLUS.

929-30

930-31

931-32

932-33

933-34

934-35

935-36

936-37

937-38

9~S- ':!A

, 6~~{.. ~~~~ I ' . o . I 0~~~. i 1fit~~ I I . ~~ev~~~~~' . 0~~~. I ~~~~ ~~~~:I Materials). penses).

---~----,---~---~---'------------~-----~----------------------~--~--1 £ I £ I 8. d. £ I £ 11 £ £ I 8. d. £ £ £ I £ I 8. d.l £ I

.. 9,11!,548 ! 1,930 il0/3'79 394,1871 4,684 H,513,419 2,021 110/9'21 9,513,419 79•27 2,488,387 529 12/9'80 I 3'30 3"32 I 3,508,658

7,261,062 1 1,54~ 19/1·27 425,3341 20,993 1

7,707,394 1,636 9/8·01 12,250 7,695,144 76·89 2,313,214 491 12110·82 3·08 1 3·10 3,596,758

, 5,831,180 1,235 7/7'09 424,6021 SI,7GO l 6,340,5!2 1,343 8/3·05 .. 6,340,542 67'06 3,113,762 660 14/0'64 4•12 4'17 3,641,109

6,110,556 1,294 7 /11· 417,651 54,UG3 6,583,172 1,394 8/7·12 69,135 6,514,037 68' 96 2,932,084 621 3/9· 93 3·88 3' 90 3,223,873

6,150,G18 1,303 424,05G 152,841 6,627,515 1,404 8/7'88 251,104 6,376,411 69·50 2,798,700 59:3 3/7'87 3·69 3'70 3,181,736

16,303,876 1,335 45Cl,867 , 5lJ,84c> 6,805,583 1,442 8/9·1:3 171,939 6,633,049 70'41 2,787,443 590 3/7'06 3·68 3·68 3,056,766

I

o,5o4,976 1,378 1 ;11· 489,3!1~ , 6,994,368 1,482 8/6 · u 137,871 6,856,497 10 · 76 2,833,428 6oo 3/5 · 49 3 · 73 3 · 12 3,032,530

, 6.917,046 1,4G5 [,0:1,845 1 7,420,891 1,572 8/7'48 162,061 7,258,830 71·62 2,876,461 609 3/4'11 3·77 3'75 3,005,341

1

7,791,504 1,650 484,381 8,275,885 1,753 9/2'86 445,633 7,830,252 80•43 1,90!,823 403 2/1'52 4'08 2'46 1,840,531

7,715,351 1,623 8/7'45 483,678 8,199,029 1,72519/1'99 139,302 8,059,727 86'82 1,223,738 257 1/4'42 2•60 1•57 1,859,780

939-40 .

1

o,D t1 ,875 1,684 1 9/5 · 061 482,940 8,494,815 1, 78:> j 9/11' 87 436,406 8,058,409 81· 72 1,803,183 379 2/1 · 44 3 · 76 2 · 32 1,879,991 I i I 940-41 . . 8,783,754 1,84u : <,'~O·f>5 474,7G~ 9,258,5lll 1,945 :10/5'07 299,580 8,938,936 79·71 2,280,487 479 2/6'80 4•69 2·93 1,914,782

I I I ' 941-42 307,503*,11,179,673' 2,35rJ 12/3·03 471,4.;., 11,651,1:!8 2,4>5 12/9·23 I 51,548 11,599,580] 79·89 2,920,259 615 3/2'41 5·93 3·73 1,942,912

942-43 1

J,012,581*:13,60c-i,6.Jl 2,800 1

14/9'16 46~,GG~ 14,071,:H9 2,9.>7 ,15/3'1B I :n,281 14,040,038; 82'44 2,989,622 628 3/2'92 6·oo 3·82 1,883,943

943-44 I 50:!,63)112, 773,3:.6 2,639 1:i/6. 78 438, 16:J I 13,2:32,02; 2,78:> '16/ 1• 48 j 18,608 13,213,417 ' 83 ·20 2,(}68,4 71 562 3/3.02 5. 30 3. 40 1,895,527 I '

t This pcrcenta~c is c~lcuhtcd on the loan liability allocated to the EL1ilways. £lrl,OOO,OOO of railway loan liability was transferred to the General Account of the State on 1st .July, 1937.

£

183,863

440,938

402,705

354,335

300,301

301,530

299,632

303,034

307,679

318,011

327,969

332,797

323,070

327,917

£

1,020,270

1,467,407

968,285

694,494

737,371

569,624

500,632

428,512

238,742

943,721

394,819

£

37,736

644,550

782,609

445,027

• l>JH-4~. Citilc! lc1llowment Pay-roll Tax, £11:i3,761; War Damage lnsuranec, l;l0,r)i1; All· R•id Precautions, £113,221 (Includes £24,615 and £d20 charged to Commonwealth-State A.R.P. Account and Act 4645, Special Appropriation, National Security RJgulation~, rc,.;peetively).

1942-4:3, ChilLI r;,LJowmcnt Pay-roll Tax, £194,643; War Dama~e Insurance, £63,904; Long Service Leave, £12,970; Provision for Deferred Ordinary Way and Works Maintenance, £400,000 ; Provision for Accrued Leave, £285,000; Air Raid Precantiom, £'>l,Oli4 (ineludes £8,711 charged to Commonwealth-State A.lLP .. \ccount).

1943-44, Child EnLlowment Pay-roll Tax, £201,494 ; War Damage Insurance, £33,918; Long Service J,eave, £33,559; Provision for Deferred Ordinary Way and Works Malntenanoe, £54,000: Provision for Accrued Leave, £167,771; Air ll.aid Precautions, £11,943,

~ 1--'

32

APPENDIX No. 5.

STATEMENT OF THE TOTAL AMOUNT OF SALARIES, WAGES, AND TRA YELLING AND INCIDENTAL EXPENSES PAID BY THE VARIOUS BRANCHES DURING THE YEARS ENDED 30TH JUNE, 1944, AND 30TH JUNE, 1943 (EXCLUDING BUTTY GANG EMPLOYEES).

Year ended :JO!h June--

-··--

1014. 19!3.

·····-~~

Branch. On Capital and On Capital and Other Funds, Other Funds,

Including Electric On Work!~~ Total. Including Electric On Working Total. Tramways and Expenses. Tramways and Expeusf"s.

Road l'Ylotor Road Motor Services. Services.

£ £ £ £ £ £ Way and Works .. .. . ' 259,652 2,027,620 2,287,272 292,736 1,864,516 2,157,252 Rolling Stock .. . . .. 877,180 2,493,356 3,370,536 892,707 2,409,632 3,302,339 Transportation . . .. . . 49,838 2,405,492 2,455,330 51,677 2,372,767 2,424,444 Electrical .. .. . ' 75,701 2,17,945 323,646 64,333 222,427 286,760 Other Branches .. .. .. 39,872 669,089 708,961 29,213 629,898 659,lll

Total . . .. 1,302,243 7,843,502 9,145,745 1,330,666 I

7,499,240* 8,829,906

• lnclule• £70 prov!dt\d from Federal Aid Roact• alHI Work< Grant for track maintenance.

APPENDIX No. 6.

STATEMENT OF THE AVERAGE NUMBER OF STAFF EMPLOYED DURING THE YEARS ENDED 30TH JUNE, 1944, AND 30TH JUNE, 1943 (EXCLUDING BUTTY GANG EMPLOYEES).

I 1944. 1943.

Branch. ······-~-~

I No. of l!alarled No. of Wages Total Staff. No. of Salaried I No. of Wages 'l'otal Staff. Stnlf. Staff. Stall'. Staff.

:

Secretary's .. .. .. .. . . 86 144 230 87 146 233 Accountancy .. .. .. . . 304 340 644 304 337 641 Stores .. . . .. .. .. 100 606 706 98 588 686 Way and Works . . .. .. .. 398 5,952 6,:{;)() 406 5,609 6,015 Rolling Stock .. .. . . .. 393 8,493 8.8~6 395 8,569 8,964 Transportation .. . . .. . . 1,683 5,492 7,175 1,688 5,478 7,166 Electrical .. .. .. . . .. ll2 752

!

864 107 700 807 Refreshment Services .. .. .. 24 : !J35 959 25 ! 913 938

Total .. . . ..j 3,100 I

22,714 i

25,R14 3,110 I

22,340 25,450

This statement is compiled by averaging the number of individuals actually employed during each fortnightly pay period. In the case of casual employees the equivalent number of full-time men is included.

AVERAGE NUiHBER OF STAFF (EXCLUSIVE OF BUTTY GANG EMPLOYEES} THAT WOULD HAVE BEEN REQUIRED IF ALL TIME PAID FOR HAD BEEN WORKED BY El\:IPLOYEES IN FULL-TIME EMPLOYMENT AND WORKING ORDINARY HOURS, DURING THE YEARS ENDED 30TH JUNE, 1944, AND 30TH JUNE, 1943.

How Rlnplo;vcd.

On ·working Expenses . . . . . . . . . . . . . . . . . On Capital and Other Funds (including Eledric Tramways and Road :Motor Services) ..

Total

• Excludes railway statr employed In the Munitions Annexe.

1944.

24,7\14 4,ll8

28,912

1943.

24,422 4,334

*28,756

33

APPENDIX No. 7.

STATE.!\fENT SHOWING THE TOTAL COST OF EACH LINE (INCLUDING WORKS AND EQUIPMENT THEREON), AND OF ROLLING STOCK, RTORES AND MATERIAIJS, &c., AT 30TH JUNE, 1944.

(As from lst July, 1937, £30,000,000 of Lo~n Lia,hilitv wets tmnsferrod to the Shtt<>'R General Account. ( ni'i~ Act U2\J of 1!)36). Full particulars arc contained in Appendix No. 8 of the Annu:.l Report foe 1937-38. Tlw li·~!ll'f\S shown in this ~tatement are the colt.s as written down by £30,000,000 and by th0 deprcci~tion sinee l~t .July, 1937.)

LI~"ES OPEN FOR TRAFFIC. (R..HLWAYS)

Melbourne to 13endigo (exclusive of cost of Melbourne to Esscndon Junotion)

Bcndigo to Echuca (including eost of Bendigo cattle yards and wharf at Echuca)

*Deniliquin to Moamft . . . . Moama to Echuea (including portion of

cost of Echuca bridge) Echuca bridge over the River Murra;v

(balance of cost, excluding that borne by New South Wales Government)

Barnes to Balranald Clarkefield to Lancefield Heathcote Junction to Bcndigo (including

cost of cattle siding) Carlsruhe to Daylesford Daylesford .Junction to North Creswick Redesdale ,Junction to Redesdale Castlemaine to Dunolly Dunolly to St. Arnalid (including cost of

Ca.rapooee ballast pit.~ tramway) Rt. Arnaud to Donald .. Donald to Birchip Birchip to Woomelang .. W oomelang tD Mildura Mildura to Merbein ~ferhein to Yelta Red Cliffs to Werrimull Werrimull to Meringur Meringur to Morkall~t .. ~owingi towards Millewa Sout.h Dunollv to Imdewood .. Ouyen .. to Co\iangie f'owangie to Murra.vville f'astlernaine (Mald.;n .funetion) to ;\laid on Mn.ldon (LaanC>co~rie .Junction) to Shel-

bourne Maryhorough to Ballarat \Vaubra ,Junction to Ballarat Ra•·e~ours<' \Vaubra Junction to Wanbra Maryborough tD Avoca Avoca to Ararat Ben Nevis (Crowlands) to Navarro Bendigo to In~J:lewood , . Inglewood to Charlton .. Oharlton to Wycheproof Wycheproof to Sea Lake Sea Lake to N11ndaly .. Nanda.lv to Kulwin Wedde;burn .Junction to Wedderburn Korong Vale to Boort .. Boort to QHamhatook .. Quambatook to Ultima Ultima to Chillingollah Chillingolmh to Manangatang Manangatang to Annuello Annuello to Rohinvale .. Eaglehawk to Kerang . . . . Kerang to Swan Hill (including cost of

sidings to wharf at Swan Hill) Kerang to Murrabit

tMurmbit to Stony Crossing (including portion of cost of bridge over River Murray)

Swan Hill to Piangil Piangil to Kooloonong .. Kooloonong to Ynngera Elmore to Cohuna. A1bion to Broadmeadows Footscray to Williamstown (including co"t

of tracks on piers at Williamstown) Newport to l:lunshine Newport to Geelong (including cost of

Williamstown Hacecourae Branch and tracks on Geelong Pier)

Williamstown Racecourse .Junction to Altona Beach

5,4l(i,(j() l

fi30,'13:'l W><,'lOl

11,617

21,252 54ti,466

·16,7!!7

284,143 147,303 143,205 63,92!!

322,8ll

141,213 89,380 79,758 73,824

398,621 12,646 2!1,177

113,357 52,877 29,0\li'l 60,02:! 56,0f.7

106,·148 :! 1. fl;)~1 41.~2:>

i'io.:w2 2H!)~[}70

il,!Hn fi2,:i l ,,; 47.010

108, I!H 41,10\'l

170,771) 19:l,7Qii 87/13:l 74,0!1') :Jfi,Oii0 6:J,5G~ ll,J:J(f 66,50!1 57,319 50,21)\l 2"~,>~'n 26,5!)7 5i!,fl'l'l ,~H,?-;6fl

2·1!l,2l•l

131,2i'iG 85,()14

204,0\l4 51,734 ()0,591 31,!167 93,430

4:?t,2n

2,:l(l!l,0(16

31,611.\

1 ,30!J,u;n

15,il63

Brought forward

G<~elong tD Colac Colac to Alvie Colac to Camperclown Camperdown to \Varrnambool (including

Post of sidings to piers at. Warrnambool)

1

,

1

. \Varrnamhool to Koroit . . . . Koroit to Port Fn,iry (including co~t of

sidings to wh,<rf at Port Fairy) I. Geelong (Quceneeliff .JUJ<t'tion) 'to (tueens· 1 cliff ! Moriac to 'VcnHl.,vdalc

1

1 Birregurra to Fo1:rcst

' Irrewacrra to Be·cac Beeac to ~cwtown ~Colac to BP<"ch Foregt .. ,[Beech Fore't to Crowes

Timbwm .Junction to Timboon Tcrang to \Iortlake North Gecion,g to Ballarat (including cost

of North Gcelong Loop Line) North Geelong to Fyansford Ball a rat f.o Ararat .. Ari>!'at to Stawell Khwell to Horsham } Sta well to Grampians Horsham to Dimboola .. Dimhoola to Serviceton (including coRt of

1 ·16 miles constructed beyond Serviceton) Snn•hin<' to Parwfin Parwan to Gordon Oorrlon to Warrenheip .. Rnn.(!rtrr~e .Tun~tion to Race<~O!II'~O ge~erve Gb01'inghap to ::\Iaroona Bnllarat East to Rnninyon(! Hallarat C,tttle-yards Bran<'h i'karsdn.lc .Junct'ion to Scar~dale

' S<·m·,-;dnle to Linton 1 .inton to Rkipton Burrurnhect Racecourse .rnrwt,ion to

Bnrl'nmhE'et Racecourse Amr'ttt to Hamilton (includin~ coot of Ripon

Ballast Crushing Plant) H<tmiltou to Portland (inclmiing cost of

8iding> to piers at Porthm<l) .. Pcnshurst to Koroit Hamilton to Penshurst (inchdin•; cost of

Penshurst R11last Crushing Plant) fhmilton (Colera,inc ,Junction) to Coleraine Hamilton to Cavendish Cavendish to Toolondo Brn.nxholme to Casterton Heywood tD Puralka (:\lumbatmar)

§li.etilways from Mumbannar and l'iiurrayville to South Australian Border in connexion with Victorian and South Australian R.'lilways to :VIount Gambier an<i Pinnaroo

Lubeck to R.upanyup .. Rnpanyup to Marnoo .. ::\farnoo to Bolangum .. M:urtoa to Warracknaheal Warracknabeal to Beulah Beulah to Hopetoun Hopetoun to Patchewollock Horsham to Noradjuha Noradjuha to Toolondo I<::ast Natimuk to Goroke Goroke to Carpolac Dimboolf1 to Jeparit .Jeparit to Rainbow Rainbow to Yaapeet .Jcparit to Lorquon Lorquon to Y anac Essendon .Junction to Essendon (including

cost of Flemington Racecourse Branch)

£

15,67il,Oii:l

:H6,02ii 44,20'l

139,51R

:no,ou; II!},R77

90,599

!H,69fi 26,620 97,559 34,62'l 74,:B4 )!9,650 :?7.157 "!0,327 45,2!3

1,1)50,563 3,006

1)30,639 23.5,Bfi0

:m,9I6

133,613

H2,810 :l68,ll0 :J43,0i:J J2;),!liil

2,174 :n2,2!!1

;}'1,'132 i'),:Jl(l 4l/Hlii 1i l,Oflli :Jfl,i!l4

~,))A[O

37,UO

:i:l,~:li) n,%1 3:J,OrH

L30,6.H Ll9,165 100,608

;}1),974

30,360 14,270 29,5~7

167,842 49,638 3:3,597 9f3,62S 63,173 22,007 3M:H 42,52-l-32,275 23,293 19,446 21,222 32,007

324,340

Carried forward lfi,678,06!3 Carried forward 24,267,408

8640/44.-3.

• Taken over by this Department on 1st. lJe<oember, Hl23. t The balance of cost of the bridge has been borne by the Public Works Departments of ~ew South Wales and Victoria. ~ 2-ft. 6-ln. gauge. § The exp<mditure shown is portion only of the east, the balance having been borne by the South Australian Government,

34

APPENDIX No. 7-continued.

STATEMENT SHOWING THE TOTAL COST OF EACH LINE, ETC.-continued.

LINES 0p~;N FOR TRAFFIC--continued.

Brought forward

Essendon to Wodonga (including cost of MangaJore Ballast Pits Tramway)

Bowser to Peechelba !\Vodonga to River Murray (including por·

tion of cost of bridge over River Murmy) North Melbourne to Coburg Coburg to Somerton Royal Park Junction to Clifton Hill Fitzroy Branch Whittlesea .Junction to Whittlesea Northcote Loop Line . . . . Tallarook to Yea . . . . Yea to Manefield and Koriella .. Koriella to Alexandra . . . . Mangalore to Shepparton .. l'hepparton to Numurkah .. Nnmurkah to Cobram . . . . Murchison East to Rushworth .. Rushworth to Colbinabbin .. Rushworth to Girgarre .. Toolamba to Tatura . . . . Tatura to Echuca . . . . Shepparton to Dookie . . . . Dookie to Katamatite . . . . Numurkah to Nathalia .. l'\athalia to Picola . . . . Strathmerton to 8 miles 23 chains R miles 23 chains to Tocumwal Benalla to St. James .. St. James to Yarrawonga Yarrawonga to Oaklands Benalla to Tatong ..

§Wang:aratta to W'hitfield Bowser to Beechworth .. Beechworth to Yackandandah .. E verton to 1\Iyrtleford .. Myrtleford to 'Bright .. Springhurst to Wahgunyah Wodonga to Tallangatta Tallangatta to Cudgewa Spencer-street to Flinders-street Flinders-street to Port Melbourne I

piers at Port Melbourne) .S (including cost of tracks on I oo

Flinders-street to St. Kilda . . ....:; Princes-bridge to Richmond . . >.. Richmond to Cremorne . . ~ Windsor to North Brighton . . "'

Richmond to Picnic Station .. Cremorne to Windsor . . . . Picnic Station to Hawthorn .. North Brighton to Brighton Beach

·:::: 0 $ 0

~

Princes-bridge to Collingwood . . . . Collingwood to Heidelberg . . . . Heidelberg to Eltham . . . . . . Eltham to Hurstbridge . . . . Brighton Beach to Sandringham . . j

South Y arra to Oakleigh . . . . Oakleigh to Sale (including cost of siding

to Sale wharf; also portion of cost of branches to the Great Morwell Coy's. Coal Mine and Hernes Oak to Yallourn)

Sale to Stratford Junction . . . . ~:Oakleigh to Fairfield (from Ashburton

to East Kew, including the Riversdale Loop, and from Fairfield to 30 "chains 48 links) . . . . . . . .

Caulfield to Frankston . . . . . . Frankston to Stony Point (including cost

of sidings to pier at Stony Point) .. Baxter to Mornington . . . . . . Bittern to Red Hill . . . . . . Spring Vale Cemetery Line . . . . Dandenong Junction to Port Albert .. Koo-wee-rup to Yannathan . . . . Nyora to Woolamai . . . . . .

Carried forward

£

24,267,408

2,800,387 54,235

34,343 253,579

75,840 217,101

72,240 338,391

11,590 128,356 210,984 21,991

238,079 63,083 55,035 42,311 27,608 35,624 33,0\lO

177,6\li 42,814 31,27\l 35,020 10,055 20,063 93,627 67,358 80,255

219,404 27,412 17,664

l5:~.2f1l 7i,:3RO 60,66ti 70,71!2 5-1,838

116,055 218,11!0 503,704

2,624,361

207,90.5 270,417 109,271 81,639 95,81!7

747,579

1,322,994 34,623

202,270 515,137

84,458 58,299 65,759 11,484

677,217 39,427 61,517

38,269,090

LINES OPEN FOR TRAFFIC--continued.

Brought forward

Woolamai to Powlett Coalfield (including cost of sidings, Wonthaggi)

Korumburra to Coal Creek Black Diamond .Junction to Black

Diamond Korumburra (Jumbunna ,Junction) to

Jnmbunna .. Jumbunna to Outtrim

*§Welshpool to Welshpool Jetty .. Alberton to Won Wron · Won Wron to Woodside . . . . \Varragul to Neerim South . . . . Neerim South to Noojee . . . . Moe to Thorpdale . . . . . .

t§Moe to Walhalla . . . . . . Morwell to North J\lirboo . . . . Traralgon to Heyfield . . . . . . Heyfield to Bairnsdale (inclnding cost of siding to wharf at Bairnsdale) . . . .

Bairnsdale to Orbost . . . . . . Maffra to Briagolong . . . . . . Burnley to Darling . . . . . . I

Darling (near) (cost of bridge over Winton- I

road and associated works) . . . . Darling (near) to Glen Wavcrley .. Hawthorn to Lilydale . . . . . . Lilydale to Healesville . . . . . . Hawthorn to Kew . . . . . . Ringwood to Upper Ferntree Gully ..

§Fpper Ferntree Gully to Gem brook .. Lilydale to Warburton . . . . . . South Kensington to West Footscray .. Melbourne to Essendon Junction .. Refreshment Services Buildings . . . .

Total cost of Way, Works, Buildings and Equipment . . . .

RoLLING STocK-

Broad-gauge Narrow-gauge

Total

TOTAL RAILWAYS

ELECTRIC TRAMWAYS.

WAY, WoRKS, BUILDINGS AND EQUIPMENT.

St. Kilda to Brighton .. !!Sandringham to Black Rock

Total ..

ROLLING STOCK.

St. Kilda to Brighton .. Sandringham to Black Rock

Total ..

Total Electric Tramways

ROAD l\IOTOR PUBLIC SERVICES.

Garage Buildings and Equipment Road Motor Coaches and Trucks ..

Total ..

Carried forward

t The balance of the cost of the bridge has been borne by the New South Wales Government. ~ 2-ft. 6·ln. gauge. 11 4-ft. 8!-in. gauge, 2.42 roUes, 'I] Riversdale Junction to East Kew section closed for traffic 7 .9.43. • Welsh pool to Welsh pool Jetty section closed for traffic 1.1. 41. t Platina to WaJballa section closed for trafllc 1.4.44.

£

38,269,090

145,492 5,023

6,1R7

17,093 22,276

1,126 82,0~3 39,195

100,237 1!9,446 90,430 66,298

123,851 69,0!')[1

175,645 293,627

40,227 234,625

8,697 166,424 851,818 170,866 69,920

131,307 47,172 98,712

573,170 2,305,121

70,510

44,374,707

6,472,947 19,677

6,492,624

50,867,331

80,641 36,688

117,329

33,799 1,195

34,994

152,323

6,905 699

7,604

51,027,258

35

APPENDIX No. 7~continued.

STATE1\1ENT SHOWING THE TOTAL COST OF EACH LINE, ETC.-continued.

Brought forward

LINES UNDER CONSTRL"CTION.

§Euston to Lette (including portion of cost of bridge over River Murray) ..

EXPENDITURE ON WORKS PENDING THE CONSTRUCTION OF LINES.

§Mildura and Abbotsford-Portion of cost of bridges over River Murray ..

tOrbost-Snowy River bridge

Total ..

Total Cost of Railways, Electric Tramways, Road Motor Public Services, Railways Under Construction, and Works Pending Coll8truction of Lines ..

Carried forward

£ 51,027,258

131,936

22,888 8,9()0

31,788

51,190,982

51,190,982

Brought forward

Stores and Materials on hand and in transit Stores and Equipment on hand at Refreshment

Hooms Materials in course of Manufacture

Total ..

TOTAL CosT-As Per Balance Sheet

§ '!'he balance of the cost of the bridges has been borne by the l'uhlic Workg lJepartments of New South Wale• and Vh:toria. ; '!'he cost shown represents portion only of the cost of the bridge. the balanre having been borne by the Country Roads Board.

£ 51,191),982

1,754,749

124,475 184,194

2,063,418

53,254,400

NOTE.-Tracks on piers and wharfs, to ballast pits, and to the Greitt Morwell Coal Mine are not included in the length of lines opened for traffic as shown above, but are included in the mileage of sidings as shown in Appendix .:-io. 16.

36

APPENDIX No. 8.

STATE.SlENT OF TRAIN, LOCOMOTIVE, AND VEHICLE MILEAGE.

Year ended 30th June- Year ended aoth June-

1944. 1943. 1944,. 1943.

TRAFFIC TRAIN DEPARTMENTAL MILEAGE. MILEAGE.

Light-Electric Locomotive 838 761 PASSENGER- Steam 303,098 352,4411

Country-{3team 2,222,641 3,327,691 Ballast-Steam 123,293 115,222 Rail Mot-or 485,787 598,288 , Electric Locomotive 414 327

Electric Motor 6,561 5,332 Suburba.n-{3tcam 53,880 57,840 Inspection +

+ Rail Motor 48,662 48,378 Water t Electric Motor 7,693,678 7,722,09!1 Departmental Coal 335,785t Electric Loco- Casualty and Doublin!!> + + +

motive 24 '17 Miscellaneous + + Rail Motor 29,016 28,044

Total Departmental Mil<.'R 765,128 837,907

l\lrxED-Country--..'\ team 493,049 614,923 Suburban-Electric 1,776 1,612

SHt'NTING.

GooDs- Steam Locomotive .. 2,783,656 2,971,003 Steam .. .. .. 5,406,074 5,956,375 Electric Locomotive . . 76,917 79,700 Electric Locomdive .. 103,196 104,510 }fotor .. .. 2,097 5,058 Electric l'liotor .. .. 4,639 4,793 Fordson Tractor .. .. 7,993 6,919

Rail Motor .. .. 5,681 5,650 Total Traffic Train Miles .. 16,413,406 18,436,533

Total Shunting Miles .. 2,876,344 3,068,330

GROSS TON MILEAGE.

Passenger Trains-Steam .. 698,650,424 938,140,811 .. J'lfoto;•

Electric .. 1,621,268,079 1,656,912,897 Rail and Fordson

Tractor .. .. 20,367,092 22,308,146 Mixed Trains .. .. 131,984,006 154,028,984 Goods Trains .. .. lJ,995,091'i,Oll 3,153, 713,907

Total Gross Ton Miles .. 5,467,364,612 5,925,104, 745

• These to~ls do not Include 'V"' -· ._, .Mileage. t Equated. ~ Records temporarlly suspended.

37

APPENDIX No. 9.

STATEMENT SHOWING STEAM AND ELECTRIC LOCOMOTIVES, STEAM CRANES, PETROL RAIL :MOTOR PASSENGER VEHICLES, STEAM AND ELECTRIC COACHING STOCK, ELECTRIC TRAl\lW AY STOCK, ROAD MOTOR VEHICLES, GOODS AND SERVICE STOCK AT 30TH JUNE, 1944.

l~··· 5' a• Gauge. I

~----~-----~~--~-----~---~--

Itolllng Stock. ! I 'l'ractive Power

·=~·I (Nominal).

··-~

Number. Tot.al. Average

per l~ooo.

I l

lb. lb. STEAM LOCOMOTIVES ! 564 14,ll4,740 25,026 15 .. , ELECTRIC LOCOMOTIVES .. j 12 i 265,800 22,150

: ..

STEAM CRANES . . .. 18 I .. .. . . ~---~-------~··-

5' 3* Gauge. r

Rolling Sto~k. i Capacity (Passengers.) i

, ' Average I Number. ~ .. ~~~; ~~··~ Num\Jer.

1 otal. perVebicle

STEAM COACHING

Passenger Cars-1st Class .. 2nd Class . . Composite ..

Sleeping Cars-lst Class .. 2nd Class . .

Special Cars .. Parlor Cars ..

ining Cars . . ufiet Cars ..

{ail Vans .. uggage Vans

D B 1\i L c H H B 0

arriage Trucks orae Boxes .. earses .. rake Vans . . ther Vehicles

Total

..

..

..

..

. .

..

..

. .

..

..

..

..

..

..

..

..

..

STOCK.

..

. .

..

. .

..

. .

..

..

..

..

. .

..

..

..

. .

..

. .

RAIL MOTOR PASSENGER VEHICLES.

fotors (Petrol)-2nd Class .. .. Composite .. ..

'J'r . ailers-2nd Class .. .. Composite .. .. Luggage .. .. otor Trolley (Petrol}-2nd Class .. ..

M otor Trolley Trailers 2nd Class .. ..

Total .. E

p

J"ECTRIC COACHING

assenger Cars-1st Class .. .. 2nd Class .. . . Composite .. .. Parcels Vans ..

Total ..

..

..

. . ..

. .

. .

. .

.. STOCK.

. .

..

..

..

..

LECTRIC TRAMWAY STOCK. E

s D

ingle Truck Cars .. .. ouble Bogie Cars .. ..

Total .. ..

No. No.

193 10,936 57 .. 350 25,317 72 40 171 9,189 54 .. 21 420 20 ..

.. . . .. .. ,j 125 25 .. a 98 32 .. 5 228 45 . . 5 152 30 .. 4 .. .. ..

627 . . . . 6 2 .. . . ..

50 .. . . .. 4 .. .. ..

(Included in Luggage Vans.) 4 I .. f ..

.. 1,444 ! 46,465

I . . L 46

I I ! !

I

I 25 581 23 .. 15 825 55 .. 23 540 23 ..

6 405 67 .. 3 .. .. ..

i 1 5 5 .. 2 24 12 ..

75 2,380 .. .. ~--

365 32,956 90 .. 453 37,484 83 .. 36 3,276 91 ..

(j .. .. .. i

860 73,716 I .. i ..

I .. .. .. .. .. .. .. .. .. I .. .. ..

2' 6" Gauge. Total.

I Tractive Power ':L'ractive Power (Nominal). (Nominal).

Number. ~l'otal.

Average Total. Average per Loco. per I.oco.

I I I lb. lb. lb. lb.

208,724 13,915 579 14,323,464 24,738

: . . . . I

12 265,800 22,150

I .. .. 18 ! .. .. I

2' 6• Gauge. Total. -~-----~---~

Capacity (Passengers). I Capacity (P!II!Bengero).

Number. I I Average Total. Average Total. per Vehicle. · perVehicl~

No. No. No, No.

.. . . 193 10,936 57 1,243 31 390 26,560 68 .. .. 171 9,189 54

. . . . 21 420 20 .. .. . . . . . .

.. . . 5 125 25

.. .. 3 98 32

. . . . [i 228 45

. . .. 5 152 30

.. .. 4 . . . .

. . .. 633 . . . . .. .. 2 . . ..

. . .. 50 .. ..

.. .. 4 . . . .

.. .. 4 .. .. 1,243 .. 1,490

I_ 47,708 . .

I

.. .. 25 581 23

. . .. 15 825 55

I . . . .

I 23 540 23

.. . . 6 405 67 . . .. I

3 . . .. .. .. I ! 5 5

.. . . 2 24 12

.. .. 75 2,380 . .

I .. ! .. 365 32,956 90 . . .. 453 37,484 83 .. .. I 36 3,276 91 .. ..

I 6 . . ..

. . i .. 860 73,716 .. i !

.. . . 8 300 37 .. . . 23 1,184 61

. . .. 31 1,484 ..

38

APPENDIX No. 9---continued.

STATEMENT SHOWING ROLLING STOCK, ETC.-continued.

RolliDi Stock.

GOODS STOCK.

Box Goods Wagons .. .. Coal Wagons .. .. .. Open Goods Wagons .. .. Cattle Wagons .. .. Sheep Wagons .. .. .. LouYJ:ed Wagons .. .. Refrigerator Wagons .. .. Powder Vans .. .. .. Flat Wagons .. .. Bolster Wagons .. .. Brake Vans .. . . .. Other Vehicles .. ..

Total .. ..

SERVICE STOCK.

Ca!>ualty or Breakdown Vana and Trucks . . . . . .

Water Trucks . . . . . . Loco. Coal Trucks . . • • Ballast Wagons . • . . Gas Vehicles . . . . . . Workmen's Sleeping Cars .. Store Van .. . . .. Cranes (not locomotives) on trucks Plough Van . . . . . . .Motor Inspection Cars (Petrol) .. Other Vehicles . . • .

Total

Type of Vehicle.

Coaches (Passenger) .. .. Cars (Domestic Service) .. Truoka (Goods) .. .. Trucks (Domestic Service) .. Trailers-Goods .. ..

;

f>' s• Gauge. 2' 6' Gauge. ~··

Capacity. I Capacity.

Number. :Number. I Average Number.

Average Total. per Vehicle Total. i per Vehicle.

!

tons. tons. tons. tons. 22 511 23·2 l 10 10·0 23

333 5,074 15·2 .. .. .. 3:~3

15,171 267,488 17·6 203 2,233 n·o 15,374 617 6,670 10•8

I 15 150 10•0 632

1,354 14,142 10•4 .. .. . . 1,354 1,338 19,846 14·5 13 130 IO·o 1,351

415 5,658 13·6 1 10 10•0 416 16 80 5•0 .. .. .. 16

} 275 8,318 30·2 I

.. .. . . 275

(Included in Steam Coaching Stock.) .. .. . . .. .. .. ..

19,541 327,287 16·7 233 2,533 10·9 19,774

41 158

41 . . • . 1 ..

158 .. .. .. (Included in Coal Wagons-Goods Stock.)

162 . . . . . .. 162 5 .. .. .. 5

336 .. .. .. 336 l .. .. .. 1

13 . . . . . . 13 1 .. i .. .. 1 5 .. .. .. 5

171 .. .. .. 171

893 I

893

ROAD MOTOR VEHICLES.

Petrol. ! Diesel. Producer Gas.

. Number. Cape.clty. Number. Capacity. ;Number. Capacity.

i

7 86 6 167 .. .. (seating) (seating)

3 15 .. . . 5 25 (seating) (seating)

5 295 cwt. 4 309 cwt. 23 1,822 cwt. 14 523

" .. .. 29 1,848

" .. .. .. .. .. .. i

···---···-----

Total.

Capacity.

Total. I Average per Vehicle

tons. tons. 521 22•7

5,074 15•2 269,721 i 17·5

6,820 10·8 14,142 10•4 19,4 76 14•4 5,668 13·6

80 5•0

8,318 30·2

. . . . ..

329,820 16·7

..

. . ..

.. ..

.. ..

. . ..

.. ..

.. ..

.. ..

.. . .

.. . .

.. .. -

.. ..

Total.

Number. Capacity.

13 253 (seating)

8 40 (seating)

32 2,426 cwt. 43 2,371

" lo 1,420 "

39

APPENDIX No. 10.

STATISTICAL STATEMENT (EXCLUSIVE OF ELECTRIC TRAMWAYS AND ROAD MOTOR PUBLIC SERVICES).

Particulars.

r. Average Mileage of Railways open for Traffic

PASSENGEI{ TRAFFIC.

2. Passenger Train Milfla.ge

3· Earnings from Passengers Carried

4· Number of Passengers Carried

5· Number of Passengers Carried One Mile

6. Average Miles each PaRsenger Wits Carried

7· Average Number of Passengers per Car

8. Average Earnings from eaeh Pas£enger Joumey

9· Average Earnings per Passenger Mile

Per Average Mile of Railu;ay Open.

ro. Number of Passengers Carried

II. N urn ber of Passengers Carried One Mile

12. Passenger Train Mileage

r 3· Earnings from Passengers Carried

Per Passenger Train Mile.

14. Average Number of Passengers

15. Average Number of Cars

r6. Average Earnings from Passengers C10rried

GOODS AND LIVE STOCK TRAFFIC'r-PAYING.

17. Goods Train Mileage 18. Earnings from Goods and Live Stock 19. Number of Tons Carried 20. N um her of Tons Carried One llfile 2I. Average Haul per Ton of Goods (l\Iiles) 22. Average Tonnage per Loaded Truck 23. Average Train Load (Tons) .. 24. Average Earnings per Goods Train Mile 25. Average Earnings per Ton .. 26. Average Earnings per Ton }li!e

Per Average Mile of Railway Open.

Number of. Tons Carried (Paying ',rraffic) Number of Tons Carried One Mile (Paying Traffic)

l9. Goods Train Mileage 30. Earnings from Goods and Live Stock

GOODS AND LIVE STOCK TRAFFIC-GROSS.

31. Average Tonnage per Loaded Truclt 32. Average Train Load (Tons) . • • • • • 33· Average Number of Vehicles per Train-Loaded 34· Average Number of Vehicles per Train-Empty

}Country Subuxba.n C'A>untry Suburban Country Suburban

• Country ?~ubuxba.n

Country ~~ubuxban

Country ~~uburban

Country ~Suburban

Country l.. Suburban

Country Suburban Countrv

.; Suburban Country

~~uburba.n Country Subwrl;,an

r=·, Suburban Couutry Suburban Country Suburban

2,954.952 7.697,132

" • .. .. .. " • • .. "' • • • •

• • • • 628

34li72 • •

• • *

6 • •

5.76!,322 £7·485,131

Est. 8,294,226 • ..

9·50 ~9

258. II,Srd. Est. 18s. o.59d. •

Est. r,z46

1,213 £1,575

•

!

4·233·440 7,829,f47

" • • • .. • " .. .. .. • .. • •

.. • • • 899

34,952 • •

• • • 6

• •

6,373.946 £8,qo,6r7

Est. 8,759,II3 • •

9.47 199

zss. 6.52d. I88. 7•05d,

•

Est. 1,841 *

1,340 £1,7II

• 491 21 7

APPENDIX No. 11.

RAILWAY ACCIDENT AND FIRE INSURANCE Fl.JND-ACT No. 3759, SECTIONS 109 AND Ho-AT 30TH JUNE, rq44.

lteeelpts

To Balance at 30th June, 1943 , Payment to Fund during the year ended 30th June, 1944,

included in the Working Expenses of the Year- I Railways £99,452 ro II Electric . . __ 543 ~ (~~

I

Amount Expenditure

£ s. d. roo,ooo o o Expenditure for the year end!'d

(a} Amount of damages rt>NOVt>rt>rl

of de~tth of or of thr

(b) Amount paid as compeusntim1 without aeiion at law on 99/)<15 ro II aeeount of death of or to perl'lono: otl:er tball

employees of the Connnis:;ioners .. (e) Amount of medieal, lrgal, and incidf~ntal incurrrd

in determining whether to prrRon>< referr('d to in elaur;e (b)

Amount pair! a.~ compcn:<fltinn to of the Com-misHioncr~ for injuries sustained OD dul r 01' in tflf' event of death to person!' dependent upon weh

anv lo~.~ of or RtorcR, (n· otht'f

, Balance

Amount

£ 8. d.

7 I

3,093 ro rr

42 17 9

I4/>47 I0 9

40,2II 9 4

J2,JI3 8 8

6 5 roo,ooo 0 0

£199,995 IO II

41

APPENDIX No. 12.

DETAILED STATEMENT OF RESULTS OF WORKING THE ST. KILDA-BRIGHTON AND SANDRINGHAM-BLACK ROCK ELECTRIC TRAMWAYS.

-

Average Mileage of Tramway Worked Car Mileage . . .. Number of Passengers carried Average Fare paid per Passenger

GRoss REVENUE-Passengers . . . . Parcels . . . . Miscellano:ous . . . .

ToTAL GRoss REVENUE

Per Passenger Car Mile . . Per Mile of Single Track

0RDJNARY WoRKING ExPENSES~-Transportation Account . . \Vay and \Vorks Account Rolling Stock Account . . Power Account .. . . General Expenditure . . Payment into Railway Accident

Insurauee Fund .. Pensions . . . . Child Endowment Pay-roll Tax

ToTAL WoRKING ExPENSES

Per cent. of Gross Revenue Per Passenger Car Mile .. Per Mile of Single Track

. .

..

. .

. .

..

..

. .

. .

..

. .

. .

..

. .

.. and

. .

. .

..

. .

. .

. .

..

. .

. .

..

. .

. .

..

..

. .

. .

. . Fire

. .

. .

NET REVENm; AFTER PAYMENT OF WORKING ExPENSES

INTEREST CHARGES EXCHANGE ON INTEREST PAYMENTS

AND REDEMPTION CONTRIBUTION TO NATIONAL DEBT

SINKING FUND ..

PROFIT AFTER PAYMENT oF WoRKING EXPENSES AND INTEREST CHARGES, AND EXCHANGE ON INTEREST PAYMENTS AND REDEMPTION

I

ST. KILDA-BitiGHTOlll. I

Year 1943-44·

5.18 522,542

6,853.093 2-33d.

£66,soo 7

343

£66,850

30-70d. £6,453

£23,907 5,208

II,153 6,764

725

418 683 828

74-32 22.82d.

£4,796

£17,164

Year 1942-43. i

5-18 527,693

6,720,346 2.3:2d .

£64,921 6

291

£65,218

zg.66d. £6,295

£23,635 5,805 9,157 6,453

710

183 647

72-71 21 ·57d.

£4,577

£17,801

391

SAliDitiNOHAJI·BLACK RoCK.

Year 1943-44.

2-42 124,460

2,228,593 :2.13d.

£19,753 28

168

£19,949

38·47d. £4,309

£5,360 1,421 4,001 1,693

197

125 I

. . 220

6s.zs 25-IOd.

£2,812

!1,52G

159

Year 1942-43·

2.42 124,361

2,oq5,896 2.14d.

£18,710 30

138

£18,878

36·43d . 4.077

£4,640 1,697 2,580 1,632

190

53 .. 194

£1o,g86

58.19 21 .2od.

£2,373

£1,6II

28; 228 104 102 --·£4,g68 --£4,217 --£1,789 ~-£1,88g

I

£12,1q6 .£6,003

Bwldings, &c., {at valuation)

42

APPENDIX No. 13.

THE CHALET, MT: BUFFALO NATIONAL PARK.

(Including Hostel at Mt. Hotham.)

CAPITAL ExPENDITURE AT 30TH JuNE, 1944-

£ s. d. transferred from Public Works Department

.. . . . . . . . . 18,goo 0 0

Additions and improvements .. . . . . . . 6g,259 7 6

Equipment .. . . . . . . .. . . 26,633 0 4 Stock: . . . . . . .. . . . . 3,275 II 6

£ s. d.

88,159 7 6

29,908 II 10

£n8,o67 19 4

WoRKING AccouNT FOR THE YEAR ENDED 30TH JuNE, 1944.

Stores, Freight, and Cartage Salaries (including Superintendence),

Wages and materials for operation and maintenance

Depreciation-Buildings Interest and Exchange-Buildings Profit ..

24,768 19 2,179 0

3,028 19 2,o68 16

£44,550 9

0

0

9 7

4

Accommodation and Buffet Sales Hire of Sports Material Motor Services

£ s. d. 37.752 17 8 3,025 0 9 3,77~ IO li

44.550 9 4

43

APPENDIX No 14.

RECOXCILIATJON OF THE RAILWAY AND TREASURY FIGURES RELATING TO REVENUE, WORKING EXPENSES, INTEREST, EXCHANGE, ETC.,

FOR THE YEAR 1943-44.

REVENUE.

Revenue shown by the Railways To bring this amount into agreement with the Treasury figures deduct~

Outstandings at 30th June, 1944, not included in the Treasury figures

and add-Outstandings at 30th June, 1943, collected in 19.+3-44 and there-

£ 8. d. £ 8. d.

.. 15,974,634 8 3

699,949 9 4

fore included by the Treasury in that year 834.437 8 I Amount credited by the Treasury to Revenue but by the

Railways to Working Expenses 44 5 3 ---···--- - 834,481 13 4

Revenue as shown by the Trea5ury . . r6,109,I66 !2 3

WORKING EXPENSES.

Working Expenses as shown by the Railways .. 13,295,8g5 13 2 To bring this amount into agreement with the Treasury figures add--

(r) Interest paid to the State Electricity Commission on the Capital Cost of portion of the line from Herne's Oak to Yallourn

(2) Amount credited by the Treasury to Revenue but by the Railways to Working Expenses

(3) Amount eredited by the Treasury to Railway Renewals and Replacements Fund awl by the Railways to Working Expenses

Working Expenses as shown by the 'l'reasury

Net Revenue on the Treasury basis of Accounts

INTEREST, ExcHANGE, ETC.

The total of the Interest and Exchange Charges, Loan Conversion Expenses and Contribution to the National Debt Sinking Fund

:2II II 7

44 5 3

5,274 18 4

· · I3,JOI,426 8 4

.. 2,807,740 3II

shown by the Railways is 2,230,602 6 7 To bring this amount into agreement with the Treasury figures

deduct-Interest paid to the State Electricity Commission on the Capital

Cost of portion of the line from Herne's Oak to Yallourn

Interest, Exchange, &c., Charges as shown by the Treasury

Surplus as shown by the Treasury

RAILWAY POSITION SUMMAIUZED.

Revenue Working Expenses

Net Revenue Interest, Exchange, &c.

Surplus

2!! II 7

2,230,390 15 0

£577.349 8 II

£ s. d. 15,974,634 8 3 13,295.895 13 2

z,6jr8,7s8 15 x 2,230,602 6 7

£4.48,136 8 6

APPENDIX No. 15.

NEW LINES OPENED FOR TRAFFIC DURING THE YEAR ENDED 30TH JUNE, 1944·

Nil.

NEW LINES UNDER CONSTRUCTION AT 30TH JUNE, 1944.

Sectien. Miles.

*Euston to Lette

NEW LINES AUTHORIZED BUT NOT COMMENCED AT 30TH JUNE, I944· -------··-·------·----------·------

Rcction.

Mildura to Gol Gol (New South Wales Border Railway Act) La La Siding to Big Pat's Creek Orbost to Brodribb .. Casterton to N angeela

The work in each instance is indefinitely postponed.

Mllel!.

22 2! 6~

9

--·---------·-··-----·---·······----· ----·····-- ----·----------------------

LINES CLOSED FOR TRAFFIC AT 30TH JUNE, 1944·

W elshpool to Jetty .. Riversdale Junction to East Kew Platina to W alhalla

Section. Miles.

3.23 2.18

4

Date Cloeed.

l.I.4I 7·9·43 I-4-44

• Construction beyond Koorakee (I4i miles) suspended and haulage of traffic on aoutru.cted portlo~t discontinued.

r5' 3" gauge

..J. 2' 6N craucre "'!" 0 0 I

"''")

,3:: Total ..

j lElectric Tramway* ..

Grand Tot.al ..

(5' 3" gauge ..

2' 6* gauge . .

Total ..

Electric Tramway* ..

Grand Total ..

45

APPENDIX No. 16.

MILEAGE OF RAILWAYS AND .TRACKS.

Mileage open for Traffic at 3oth June.

Hallways. Tracks.

Six F'onr Three Two One Track. Total.

I Tracks. Sidings. Total. Tracks. Tracks. Tracks. Tracks.

· · : .21 II4.33 . II4.54 Il4·75 9.15 123.90 :----1·-··----- -~---~L I ---f--·~--1-----~-·1--.... __

. 292.3914443·33 !4748.09 so81.69 II037-57 6n9.26 2.5 3-30

i .

j .. · · · · 7 ·39 .21 7 .6o 14.99 . 1.40 I 16.39

13·3;;-, 6.571~' 299·78 i4443~s4}75;.6<J 5096.68 im3B·wl6•35·65

I I i

i I J

294·34 4329.02 14635.73 4971.28 IIOJI.6g l6oo2.97

____ 1 ___ , ___ .2_1_ 1_:2I.5~-~-I2I.77 121.9~~ 9-521 =31.50

3:~0 16:~7 2.5

..

3-30 6.57 2.5 294·55 M50·58 4757·50 5093-26 ii04I.21 j6I34·47

I I . . . . .. 7·39 .21 ].60 !4·99 I .40 ! 16.39

---3·30 6-57 2.5 30!.94 ·79 .476S. IO

I I

51o8.25 I042.6I 16150.S6

! i Average Mileage open for Traffic during the Year.

- .. ·----·-----·--.. ·--------.. ·-----.... ---Railways. Tracks.

----~-_ .... ____ .... _____ .... ___ .. ___ -~------;----~---Six J Four I Three I Two One ·

---------- Tracks. i Tracks._ Tracks. I Tracks. .. ... Track. l-1-'ots_I.-+-T--r-ac_ks_._1 __ si-di-ng_•·-I--T--ots_l_. _

I I I !

s' 3" gauge

:;j: 2' 6" gauge I

~ Total H

~ ~ Electric Tramway* ..

Grand Total ..

rs' 3" gauge

. z' 6" gauge

r ~ Total

~lElectric Tramway* .. p.; Grand Total. .

13-30 ! 6.57 I 2.5 I 293·44 4328.1414633-95 4968.6o ·74 15998·34

I

.. I .. I .. I .2I II7-33 II7-54 IIJ-75 9·38 127.13

3·30 6.57 ~~5- 293.65 4445·47 14751.49 5086.35 J1039-I2 -47 I I

i 1 , • 7·39

1 .2r. 7.60

:--•--.--1· .. ····- -1- -----~~----i-----1

3.30 j 6 ·57 i 2 ·5 1 JOL04 !4445 .68 .4759.09 .86

I I 1 3.30 • 6.57

rzr.98

3-30 .so 5093·26

7.6o I4·99

.4765.10 51o8.25 l

• Of the electric tramway mlle•ge, s · 18 miles of double track and 1 • q miles of siding were of s' 3' gan~e; the balance was of +' Bi' gau11e.

Funds provided a.t the da.te of the authoriza.tion of the Stores Suspense Account (3oth June, 1896)

Less expended on special and deferred rep&irs in accorda.nce with Section 3 of Act 1820

Adva.nces from Loan Account 3oth .June, I 896

Sundry Creditors-Stock Creditors Commonwealth Govt.

lodged I 940-41 Deposit

46

APPENDIX No. 17.

RAILWAYS STORES SUSPENSE ACCOUNT.

£ 11. d. £ 11. d.

so,ooo 0 0

509,4-10 ru 2 subsequent to

.. 1,040·559 .l IO

268,210 2 8

]5,000 0 0 303,210 2 8

Stores and l\IateriaiB on hand and in transit .. Sundry Debtors Cash in Trea.sm·v and with Agent-Gtmeral at

3oth June, I9·t4

£ 8. d. I •754•749 7 11

12,265 II 10

86,195 2 11

£r,853,zro z 8 £r,853,21o 2 8

------------- ·······------ ···----

APPENDIX No. 18.

RAILWAY RENEWALS AND REPLACEMENTS FUND.

£ 8. d. Ba.la.nce at 5oth June, 1943 . . 3·961,302 rs 4 Funds specially appropriated under Aet No. 4429 20o,ooo o o Additional funds authorized for 1943-44 h,Y

Pa.rliament . . . . . . . . Ra.il Motor and Hoad Motor. &c., depreciation Sundry sa.les and abolitions, &c. Interest on Investment

85o,ooo o o 3'),694 8 2 31,258 7 3

Henewals and Heplacements during the yearHolling Stock Wav and Works .. Electrical Engineering

Balance held in Treasury at JOth June, I9H ..

£ 11. d.

188,774 II 9 76· 195 14 9

620 19 3 . :.881,91c1 5 o*

• lnclud.es £3,85o,ooo at credit of Treasury Sundry Investments Interest Account.

APPENDIX No. 19.

Special Appropriations Additional funds authorized

by Parliament .. Sundry depreciation provided

in Working Expenses Sundry sales, abolitions, &c. Interest on Investment

DEPRECIATION-PROVISION AND ACCRUAL.

1 During the Year :

ended 30th June, '944· l

£ 8. d. ! 200,000 0 0

85o,ooo o o

36.69l 8 2 31,258 7 3 ]1,250 0 0

Period rst .fuly, '937. to

3oth .Tune, tQ44·

£ 8. d. I, lOO,OOO 0 0

4,150,000 0 0

254,6t2 2 8 542,0£4 3 4 10.),125 0 0

£r,r89,202 15 5 £6,449,>'21 6 o

Normal DepreciationWay, ·wm·ks, Buil<lings,

&c. Rolling Stock (including

machinery a.nd equip· ment in R<>liing Stock Workshops) ..

Electrical Engineering Plant a.nd Equipment

Electric Tramwavs, Rail Motors and • Road Motors

Bal:.nre :.t 3oth .June, I'J.l4

-~-~-~ ·-~--~-~···· ----- ... ------

Dnctng the Year ended

30th June, 1944· ·

£ 8. d.

Period rot July, 1937 to

3oth June, 1944.

£ 8. d.

8,520 17 IO 147•582 13 6 522,172 7 3* 1,945•035 r8 10

£r,I89,202 15 5 £6,449,821 6 0

47

APPE!\TJ)IX No. 20.

STATEMENT OF CAPITAL EXPENDITURE.

New Lines and Surveys-Gross Expenditure . . . . . . .. . . Credits . . . . . . . . . . . .

Net Expenditure . . . . .. . .

Additions and Improvements on Existing Lines--Gross Expenditure . . . . . . . . . . Credits . . . . . . . . .. . .

Net Expenditure . . . . . . . .

Rolling Stock (exclusive of Electric Tramways Rolling Stock)-Gross Expenditure . . . . . . Credits . . . . . . . .

Net Expenditure . .

M n ub L'n Electnficatwn of elbour e Sub r an 1 es Gross Expenditure .. Credits

Net Expenditure

Total RailwaysGross Expenditure Credits

Net Expenditure

-

Electric Tramways (including Rolling Stock)Gross Expenditure .. Credits

Net Expenditure

. . . .

.. . .

. . ..

Road Motor Public Service (including Garage Accommodation)-Gross Expenditure .. . . . . . . . . Credits . . . . . . . . . . . .

Net Expenditure . . . . . . . .

Total-Gross Expenditure . . . . . . .. .. Credita . . . . . . . . .. . .

Net Expenditure . . . . . . ..

Non-interest Bearing Funds . . . . .. . .

Interest Bearing Funds .. . . . . . . ..

. .

. .

. .

..

. .

..

..

. .

. .

.. i

Year ended 3oth Jnne, I9«·

£

186 164

22

193,6g3 57,592

136,101

271,796 5,R8o

265,916

127,275 1,876

125,399

592,950 65,512

527.438

4 5,843

I Cr. 5,839

. . 624

.. 1,263

.. Cr. 639

. . I 593.578

. . 72,618

..! 520,96o

. . 244,5II

. . 276.449

By Authority: H. E. DAw, Government Printer, Melbourne.

I

Year ended 3oth Jnne, 1943.

£

351 ..

351

220,966 246,642

Cr. 25,676

300,004 9,821

290,183

166,897 481

166,416

688,218 256,944

431,274

22,oog 4,038

17,971

I Cr. 327 1,380

Cr. 1,707

709,900 262,362

447,538

14,6g4

I 432,844 !

Documents

VICTORIAN RAILWAYS. history/annual_reports/vrar1944.pdf · 5 REPORT OF THE VICTORIAN RAILvVAYS COMMISSIONERS ~,OR THE YEAR ENDED 30TH JUNE, 1944. VICTORIAN RAILWAYS, Cemmissioners