D._ 2

XXXVI

7th May.—Midland Branch : Serious slips occurred between Springfield and Arthur's Pass, and traffic was completely suspended between 7th and 15th May. On 16th May trains ran from Arthur's Pass and Christchurch respectively as far as the slip at No. 9 tunnel, where passengers were transferred. This method of working continued until 26th May, when the line was clear and ordinary working resumed. Owing to floods the traffic on the Picton Section was suspended from 7th to 12th May. The line between Ward and Wharanui could not be reopened for traffic until 26th idem. 29th June. -Owing to floods near McNab, traffic between Gore and Waipahi was cancelled. 29th June. —In consequence; of a washout on the line between Wyndham and Glenham, traffic was suspended from the afternoon of that date until 6th July. 4th July.—A slip on the line between Kakahi and Owhango necessitated the suspension of traffic from 5 p.m. on that date until midnight on 6th idem. Passengers on the Main Trunk express trains were transferred at the obstruction. sth July.—Afternoon trains between Frankton Junction and Te Kuiti were cancelled owing to flood-waters on tho line. 6th July. —Slip on the lino near Ongarue caused serious accident to the Main Trunk express train, involving loss of life and injury to passengers. 17th July. — Slips on the Gisborno Section caused dislocation of traffic, ordinary running not being resumed until 18th idem, 17th November. —Afternoon trains between Picton and Blenheim were cancelled owing to washout on the line. 14th. January.—A. heavy gale and high waters on the lake flooding the wharves necessitated the cancellation of the steamer services on Lake, Wakatipu. 11th March. —Owing to washouts on the Napier-Eskdale line, the train-services beyond Bay View were cancelled. On the I.2th idem all trains on that line were suspended, and on tho 14th running between Napier and Bay View only was resumed. Repairs to this line sufficient to enable the ordinary services to be run had not been completed at the close of the year. 12th March. —Traffic between Hastings and Napier was suspended owing to floods. "Limited" Express Trains between Wellington and Auckland. In 1919 a trial run was made between Wellington and Auckland with a view to establishing a " limited " express service. The necessity for adopting the policy of rigid economy, combined with the acute shortage of and difficulty in maintaining adequate coal-supplies, however, compelled a reduction of train-services, and prevented effect being given to the intention in regard to a "limited"express. The matter is again engaging attention, and an endeavour is bemg made, if a convenient sohedule can be arranged, to time the service so that it will pass through the Mam Trunk middle district in daylight, thus giving passengers an opportunity to see the scenic beauties which abound along that portion of the Main Trunk line. It is also proposed to design suitable observation-cars to form part of the equipment of this train and of certain other suitable trains on the various tourist routes where opportunity is afforded on the rail journey of viewing the scenic beauties of the parts of the Dominion in which those lines are located. Cape Foulwind Railway. The capital cost of this line, according to the balance-sheet of the Harbour Board, was £93,150. It was constructed by the Westport Harbour Board in 1884 for the purpose of enabling the Board to obtain, a supply of stone for the construction of moles connected with harbour-works on the Buffer River. It is seven miles in length, and connects Westport with Cape Foulwind. The system comprises the so-called main line from Westport to the point beyond Cape Foulwind, with spur lines to Tauranga Bay quarry and the moles on the east and west sides of tho Buffer River. Access to the mole on the east side of tho river is provided by a track running through the, Westport station-yard. During the time the line was operated by the Harbour Board heavy losses were incurred in catering for such passenger and goods traffic as then existed. On the abolition of the Board tho Railway Department was instructed to take over the line as part of the, Westport Section. As it had not been properly maintained it was necessary to incur a considerable expenditure in effecting repairs sufficient to bring it up to the minimum standard required for light lines. The train-services were reduced, and every endeavour made to economize in the matter of expenditure. The; results have nevertheless boon most unsatisfactory. The revenue for the year was, £1,512 short of the actual cost of working, and this added to interest on capital makes the loss for the financial year £5,016. The incorporation of this line in the Working Railways system has added one more unpayable line to the list of unprofitable branch lines forming part of the general system. There is not tho slightest prospect of the Cape Foulwind line ever paying its way or succeeding as a developmental line. The area of land served is very limited ; there is no population, and an entire; absence, of those resources which induce settlement. The existing traffic is negligible, and the prospect of increasing traffic is so extremely remote that it may be disregarded. Tho line should be closed for traffic and used for the, purpose for which it was originally constructed—namely, for the conveyance of materia] required for harbour-works. Otira Tunnel Section. The section of the railway between Otira and Arthur's Pass, which formed the last connecting-link in the East-West Coast Railway of the South Island, was opened for public traffic under the control of the Public Works Department on 4th August, 1923, and the working was conducted by that