F. E. I)E GUERRIER.J

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extent,. I could not be quite certain as to the actual current required to fully energize the brake. It might be very much smaller than the current required in rheostat braking, as it is simply a question of energizing the magnet, and, in addition to any small retardation, there is the effect of skidding the wheels at any time. 1 am. still of opinion that the amount of current required for the magnetic brake as against the rheostat brake would be more. The Bournemouth accident I am referring to was due to the magnetic brake, not to the skidding of the wheels. William Kookland duly sworn. Examined by Mr. Myers: My name is William Dockland. I am motor-inspector employed by the Auckland Tramways Company, and have been in that position for about eighteen months. Prior to that I was motorman for five years. I was one of the men who gave evidence about two years ago as to the equipment of the trams. The brakes are looked after much better now —the motormen have called my attention to it many a time ; and the general equipment is better also. For instance, the sand gear is inspected in the depot every night, and if any defect is found it is remedied at once. 1 think the vertical track brake is the best, and nearly all the cars are equipped with that brake. I am satisfied with the track brake in its present condition. During the last two years the personnel of the officers looking after the equipment has been altered. I have driven both the cars fitted with the air brake, and consider it the most suitable brake, combined with the track brake, for Auckland. I have never driven a car fitted with the magnetic brake. I should be quite satisfied with the air brake and track brake combined. By Mr. Rosser : I consider the brakes are better looked after now. As a motorman I certainly prefer the air brake, and I think there should be a power brake installed. Commission adjourned. Commission resumed at 2.15 p.m. Charles Baylbt duly sworn. Examined by Mr. Myers: My name is Charles Bayley. 1 am night foreman of the Epsom depot, in the employ of the Tramway Company, and have been in their employ for nearly eight years. 1 was driver for about two years, on the freight for about two years, and motorinspector for three years, and have been night foreman for over a year. The equipment of the cars is in better condition now than it has ever been during the last two years, and it is working satisfactorily. We have had trouble with the sand gear, but it is working very well at present. We have about forty cars at Epsom, and the sand gear is working well on all of them. Wβ inspect the equipment every night at Epsom, and if any defect is noticeable it is remedied at once. Since I have been in the Epsom shed we have had, of course, various cars booked up for bad brakes, but they are remedied immediately. In bad weather we get more reports. I find the air brake on cars 75 and 48 very satisfactory. If all the cars were equipped similarly I consider they would give every satisfaction, having, first, regard to the safety of the public, and, secondly, to the requirements of the motormen. By the Chairman : ft is possible to skid the wheels with the hand-brake by hard application. Under'certain conditions of adjustment you could not skid them. Tt depends on the condition of the rails. Jambs Hampden Brennand recalled. This morning I stated that in the majority of bogie cars the sand gear operated between the wheels. That is not correct. There are thirty-three bogie cars in which the sand gear leads the wheels, and thirty bogie cars in which the sand gear is between the wheels. There are thirty atached to the car-frame and thirty-three to the body itself. We duplicate the propeller-box, and we could easily remedy the sand gear if required. I should like to say that any-test taken by the air brake must be alone on the merits of that brake, as you cannot alter the efficiency from time to time—you cannot '-ready" the brake. With the magnetic brake it is possible to have the motor in good order, the commutator is good, and the controller is good, and you may make a far better stop than under ordinary running conditions. I am speaking about general service conditions. By the Chairman : I could not tell how much current is required to fully energize the magnets of the magnetic brake. Joseph John Walklate recalled. Examined by Mr. Myers : Hy name is Joseph John Walklate. lam general manager and attorney of the Tramway Company. lam an electrical engineer by profession, and have been so for twenty-three years. My energies have been applied principally to tram-work for practically the whole of" that time, principally in Birmingham, the Isle of Man, Australia, and Brisbane, and prior to coming to Auckland I was in the North Staffordshire District, I was in Auckland when the last Commission sat, and personally represented the company. At that Commission no evidence was given as to the suitability of brakes for the Auckland conditions, excepting such as was elicited by the questions of the Chairman ; there was no outside evidence. We had.had no experience in Auckland with the air brakes at that time. The two cars, Nos. 75 and 48, have been installed since then. I had had experience with the air brake, axle-driven compressor, and also one or two cars with the Christensen air brake, which is practically the same as the National. The district was a similar country to Auckland so far as grades and hills are concerned, excepting that the roads were much narrower, traffic more congested, and the rails were much more liable to be greasy, owing to the nature of the pottery industries in the district. The Christensen air brake worked very well. On the car with the Christensen brake we had no track brake, but a hand-brake. I have had no personal experience of the working of the magnetic brake. I have a full knowledge of the mechanism of the brake and the methods of its

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