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

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