E.-l

58

At the trial at Wellington, I had omitted to have the cars loaded to represent a full complement of passengers. In Auckland, each car was loaded with 2 tons of iron. The pipes for conducting the air to the cylinders had to be purchased locally, and were of very inferior quality. This interfered with the working of the air-brake, as there was a good deal of leakage. From the Enclosure 11, it will be observed that Trials 3 and 6 are the same. The former with airbrake, and the latter with only hand-brakes. The speed was 4 miles an hour less in Trial 3, but we pulled up in 1,887 yards less space. Most of the trials were made over the same ground, so as to allow of better comparison; and a section of the line at this point accompanies the report. It will be observed from this section, that the brake was applied in all experiments tried on this grade at the same spot, viz. at the 4-mile post. This enabled the best results to be obtained both with air and hand-brakes, as the driver and guard both knew the exact spot where the signal would be given for brakes to be applied, and were therefore ready to act with the greatest promptness. Trials 9 and 10 show how completely the train is under the control of both engine-driver and guard. It must be borne in mind that the air-brake was worked by men quite inexperienced in its use ; this shows clearly that no special knowledge or training is required to insure good results. The advantages of a brake that gives such entire control of the train to the driver and guard on railways with such heavy grades as are common in this country cannot be over estimated. The experiment to test the relative value of steel tyres as against cast-iron chilled disc wheels has not been in operation sufficiently long to enable any comparison to be made. I have prepared tabulated statements similar to those presented last year, giving all the information that can, I think, be required, marked as under: — Statement of Expenses on each Line of Eailway. Enclosure 1. Statement showing Mileage, and Expenditure and Eeceipts, and Proportion of each Class of Expenses to Mileage and Eeceipts, &c. Enclosure 2. Statement of Passenger Eeceipts, &c. Enclosure 3. Statement of Goods Earnings, &c. Enclosure 4. Statement of Wharf Earnings, &c. Enclosure 5. Statement of Accounts. Enclosure 6. Statement showing Estimated and Actual Earnings and Expenditure. Enclosure 7. Estimate of Probable Eeceipts on each Eailway. Enclosure 8. Statement showing Quantity and Condition of Boiling Stock on Opened Eailways. Enclosure 9. Statement of Accidents to Life and Limb. Enclosure 10. Eeport of Trial of Westinghouse Continuous Air Brake. Enclosure 11 I am happy to state that during the year there has been no accident on any of the lines whereby any passengers were killed or injured, and the number of accidents to servants of the department or contractors are remarkably small, as will be seen by reference to the Enclosure 10. Kaipaea to Eiveehead (Helensville to Riverhead, 16$ Miles). This railway was opened for traffic on the 29th October, 1875. In December last there was a heavy flood, which covered the line in some places to a depth of 3 feet 6 inches. A great deal of damage was consequently done. During the year three rails have broken, in each case showing inferior quality and flaw in the working of the iron. Great inconvenience has been caused by want of sufficient wharf accommodation, and I have no doubt we have lost considerable business through being unable to give vessels proper despatch. AUCKLAND TO MeHCEE AND BeANCH TO OnEHUNGA (46 Miles). The maintenance of the portion of this line, Penrose to Mercer, was taken over from the contractor on the 7th August, 1875. During the year several heavy floods did considerable damage to the line, necessitating very considerable expenditure in maintenance. During the year, 13 heavy and 55 light rails have been taken out as unserviceable, and 3 light rails have been turned. The traffic on this railway has not come up to my expectation. In this district it appears that but a small proportion of the land is under cultivation, and but little produce is carried on the line. The rates were fixed very low for the purpose of encouraging trade and agriculture; but they have been found too low, as the railway does not meet with the encouragement that it was expected it would. Napiee to Waipukueatj (Spit to Te Aute, 28i Miles). The extension of this line, Pakipaki to Te Aute, was opened on the 16th February, 1876. Since the opening the traffic has improved. On the 20th January there were some very heavy floods on this line. At 9 miles, the Ngaruroro Eiver made a clean breach over our line, carrying away over 6 chains of fencing, formation, and permanent way. At this point there is a bend in the river, and the stream rushes right across our line. The traffic was stopped for three days. You will, I think, find the financial results of this line satisfactory. We have no heavy grades to contend with, and the only sharp curves are between Spit and Napier. The country districts are prosperous, and the Maoris bring a considerable but fluctuating traffic. Wellington to Masteeton (Wellington to Upper Hutt, 19£ Miles). On the Ist February, the line was opened to the Upper Hutt. During the year, 5 stock rails were split and have been replaced, and we have had to renew 32 of the 40-lb. rails.