D.—2.

Locomotives. —The locomotive proposed weighs approximately 52 tons, and is equipped with four 225 horse-power motors. Further particulars are given in the report. The motor-coach equipment proposed would have four motors of approximately 130 horse-power each. Each motor-car could haul two trailers, so that the six-car train would consist of two motorcars and four trailer-cars. On account of the electrical equipment the motor-coaches will require rather stilfer underframes and somewhat heavier bogies ; but, apart from this and the equipment, there is little difference between steam and electric stock, and if suitable stock is available it could be converted for electric working. Alternatively, it would probably be more convenient to purchase new stock for the motor-coaches and to convert existing stock into trailers. We have assumed that this course would be adopted, and we have allowed in our estimate a price sufficient to cover the cost of the complete electrical equipment, and the difference in cost between underframes and bogies for steam stock and those for electric motor-coaches. The cost of the coaches, apart from the equipment and the modifications mentioned, was not included in our estimate, as some additional stock would in any case be; required to work the proposed increased service either electrically or by steam. Electrical Equipment of Track. —The estimate of the cost of overhead equipment of track is based on a study of the plans sent to us, upon the report of our representative, Mr. Grove, and on the ascertained cost of similar work which we have carried out in other parts of the world. The construction would be that known as " catenary construction," and we suggest that for the most part it would be economical to use wooden poles. The estimate makes provision for all material and labour, including conductors, track structures or poles and foundations. The cost of bonding the running-rails is also included. 3. Details showing how Capital Cost is made up. The estimates of capital cost contained in the report are based on recent contracts for similar material, and on prices specially obtained from leading manufacturers. The prices include an allowance for freight to New Zealand and for erection on site, but not for Customs duty, as we understand that none is levied on material for the Government Railways. An allowance for spare parts has been made in all cases. Taking the items in the order in which they appear in the tables, we would comment as follows :—- Locomotives and Rolling-stock.—Details are set out in Tables 111, IX, XY, XXI. Substations.—The estimate of cost includes rotary converters, switch-gear, and complete equipment from the H.T. terminals to the 1500-volt direct-current feeders, and also the cranes, sidings, and buildings. Details as to the number of substations and capacity of plant are given in answer to question 2 herewith. Overhead Equipment. —Please see answer to question 2. The lengths of line included in the estimates are given in Tables 11, VIII, XIV, XX. Locomotive-sheds. —We were informed by the Railway Department that in the event of the electrification of the suburban zones it would be necessary to provide new locomotive-sheds at Henderson, Papakura, and Upper Hutt to deal with the steam locomotives which would terminate at these points. The estimate of the cost of these sheds was supplied by the Railway Department. Alterations to Existing Sheds, Telegraph, and Telephones, &c.—This is a provisional sum included for alteration to existing sheds to adapt them for the maintenance of the electric stock, and for possible modifications in the run of telegraph and telephone wires to suit the layout of the overhead equipment of track. Contingencies and Engineering Expenses.—This is an allowance of 15 per cent, on the total expenditure to cover engineering expenses, charges made by the High Commissioner's Department, store charges, supervision, and contingencies. Interest on Capital during Construction. —This sum is intended to cover the interest on the money expended in carrying out the work up to the time of commencement of electric running. 4. Annual Ton-miles. The annual ton-mileage is approximately as follows : —- Auckland— Christchurch— Section A traffic .. 138 millions. Section A traffic .. 46 millions. Section B traffic .. 175 millions. Section B traffic .. 32 millions. Wellington— Dunedin— Section A traffic .. 125 millions. Section A traffic .. 62 millions. Section B traffic .. 189 millions. Section B traffic .. 93 millions. 5. Average Current-consumption and Maximum Demand. The current-consumption per ton-mile varies with different classes of trains, with the gradients, and with the distance apart of stations on the various lines. The estimated average of the watt-hours per ton-mile measured at the pantograph is from 60 to 55 in the case of Auckland, Wellington, and Dunedin, and rather low'er —i.e., 50-55—in the case of Christchurch. An efficiency of 79 per cent, has been assumed from pantograph to the high-tension terminals at the substations. Maximum Demand.—The estimated maximum demands at the high-tension bus-bars of the substations is as follows :— Section A. Section B. Kilowatts. Kilowatts. Auckland .. .. ~ .. .. .. 2,740 3,850 Wellington .. .. .. .. .. .. 2,440 3,800 Christchurch .. .. .. .. .. .. 1,375 725 Dunedin .. .. .. .. .. .. 1,210 1,740 Each of these figures is the sum of the maximum half-hourly loads taken individually at the various substations in any one area. It will be appreciated that the momentary and short-period demands may be much higher.

15