51

H.—24.

M. CABLE.

brake afterwards, when it was acting, I should find evidence of the defect which had prevented its acting a few moments before, and it is impossible for the brake to fail to act except through some defect which would be visible afterwards. Of course there are exceptions—for instance, with a car going at a very low rate of speed the brake would not act, and it might not act on a car which has been standing some time in the depot. If the electric circuit is in order the magnetic brake should not fail, and it is impossible under normal conditions for the brake to fail one moment, when properly applied, and yet be operative a few .moments afterwards. Whenever there is an accident here the question is at once raised between the officers and the men whether the cause of the accident was due to brake-failure. Speaking generally, I come to the conclusion that the cauae of the accident is due to the men, and not to the brake, when there is no visible evidence of a defect in the brake. This is the test I apply. lam prepared to say that the officers would prefer that the magnetic brake should not be used for general service stops, as the efficient working of it depends upon the manner in which it is used, and, seeing that every motorman cannot be depended upon, the frequent use of it is discouraged. With regard to the heating of the motors, it depends upon how the men drive the cars. Some cars come in from Brooklyn with the motors not heated at all, and these are generally the cars on which motormen do not use the magnetic brake. Others come in overheated; but they may be cars on which the magnetic brake has been used. Mr. Myers.] That is to say, from a perfectly legitimate use of the magnetic brake on cars running on the Brooklyn line their motors may become overheated —I am speaking of your cars as they now are?— Yes. Have you made tests with the magnetic brake on cars on the Brooklyn gradient; and at what speed?—The maximum speed at which I sent a car down the Brooklyn hill was about twentythree miles an hour, according to the speed-indicator. I then used the magnetic brake solely; but I would not advise the use of it, as after one or two of such applications the motors, would soon be gone. In order that a demonstration of the working of the magnetic brake on an ordinary palace car might be made during the afternoon for the benefit of the Commissioners, the Commission at this stage adjourned at 1 p.m. till 10 a.m. on Wednesday, the 4th May, 1910.

Wellington, Wednesday, 4th May, 1910. The Commission resumed at 10 a.m. Matthew Cable recalled. 1. Mr. Fitzgibbon.] You made a statement yesterday in connection with the Brooklyn accident that the cause thereof was due to the motorman. Is it not true that the inquiry held by the Public Works Department did not arrive at any such finding, and that the finding was practically an open one, the motorman not being blamed at all? —I did not deny that. I was only expressing my opinion. 2. You made reference yesterday to certain alleged failures that were reported. Could you give me some idea of the number? —I cannot make a definite statement as to the number. A large number of men put in reports simply that the magnetic brake had failed. 3. Should I be correct in stating that there have been something like sixteen failures reported since the Cuba Street accident up to the present time?—l think twelve would be nearer the correct number. 4. With reference to these alleged failures, what have you found to be the cause for the most part, if there has not been a defect in the brake? —Skidding. I have examined the cars in every instance, but have questioned only some of the men, as they make a report stating all the facts. A motorman of, say, three years' experience ought to be able to tell when the wheels were skidding or when they were revolving. 5. Do you remember a case that was reported on the 28th July, 1909, of a car on Jervois Quay going about 150 yards after the application of the magnetic brake?—l have no record of it; but according to the Inspector's report the brake was found to be in order, and the alleged failure was due to the too quick an application of the brake, resulting in skidding of the wheels. The motorman's name was Maiden. 6. Then, your view appears to be this : If there is a failure reported, and you find no visible evidence of a defect in the brake, you come to the conclusion that the motorman is to blame?—My opinion is that when a brake is in good working-condition there is no reason for it to fail one moment and act the next, unless there is evidence that some peculiar phenomenon is present. 7. You stated yesterday that you had a thorough system of inspection at the sheds. Have you had any complaints from motormen or from their union as to the system of brake-inspection there ?—Not recently. I have no recollection of any particular complaint about the inspection, but I will not make a straight-out denial. In my opinion the system of inspection at the sheds will compare with the very best systems in England—and lam familiar with those systems. 8. The Chatrman.] Regarding the Brooklyn gradient, what is the practice in working that gradient? Are the cars brought down by the hand-brake, and the magnetic brake used as an emergency brake, or is the magnetic brake used as a coasting brake?—As a rule the magnetic brake is used as a coasting brake. There are a few men who use the hand-brake, but they are given the option.