OUR RAILWAYS.

Auckland Star, Volume LV, Issue 306, 26 December 1924, Page 8

OUR RAILWAYS.

» EXPERTS' REPORT. COMMONSENSE FINANCE. WORKSHOPS OBITICISED. QUICKER TRAINS AND CHEAPER FARES. STOl;K.<s NEED MODERNISING. fP.v TMegraph.— SpCi'iel to "Fter.") WELLINGTON, this day. Important recommendations are made liv Sir >am lay ami Sir Vincent Raven, Knel'.-ll exports, who recently inveatipi tod the working of the New Zealand Hdvcrnnipnt Railways. Their report, v. liiih was released to-day, makes the fallowing recommendations: — Finance. (I i That railway finance be taken out ni the control of the Treasury, and the Rnihvay Department be given full control of' its own funds. il> i That reserve funds be established in provide for obsolescence and wasting assets of permanent-way and rollingslock. C!) That the Railway Department be recouped by consolidated revenue for losses incurred upon development lines, less t :■ net value of traffic contributed by such lines to main lines. ' (41 That the Railway Department pay the actual rate of interest upon loans raised foT railway purposes. 15) That the railways be so worked and managed that the gross receipts shall be sufficient to cover working expenses, reserves, and interest on capital, including sinking funds. In the event of any surplus, this to be devoted to reductions of rates and fares, and in the case of a deficit rates and fares be increased. (f<) That a yearly balance-sheet, ehowing capital, revenue and net revenue, followed by departmental accounts in the usual company form, and a forecast of capital commitments for the following year, be rendered to the House of Representatives. (7) That the value of stores found on hand with branches and not on charge in the books of tho Comptroller of Stores be used as the nucleus of a reserve fund for arrears upon rollingBtock. Organisation. (8) That the Railway Department he managed by a Railway Board, comprising a chairman and tvo other members, (9) That a secretary, cashier and an operating and equipment assistant be appointed. (10) That a chief mechanical engineer, fully qualified and thoroughly conversant with up-to-date methods of railway working be appointed. (11) That general Superintcndentfl, one for the North Island system with headquarters at Auckland, the other for the South Island system with headquarters nt Christchurch, be appointed, responsible to the board and acting , under regulations and instructions applicable to the system as a whole, for operation, commercial matters, and maintenance within their respective divisions. (12) That the number of traffic arid civil engineering districts be reduced to six—three to each Island. (13) That one divisional mechanical engineer in each Island is sufficient arid that consideration be given to tile question as to whether the North Island divisional engineer could riot act as assistant to the chief mechanical engineer. Engineering: • (14) That new lines likely to become main lines be laid with 70lb section rails as a minimum. (15) That consideration be given to the employment of flyliigf gangs for" the maintenance of branch lines. (10) That modifications bo made in the proposals for improvements and new works essential to cope , with present and prospective traffic. Mechanical. (17) That modern machinery be provided in the locomotive workshops and the general arrangements reorganised. (18) That a progress system for dealing with repairs be adopted in the works. (19) That a eysem of standard gauges bo introduced in connection With locomotive maintenance and renewal. (20) That at Addington works a Separate shop bo provided for the maintenance of points and crossings. (21) That tho methods of bringing in locomotives for repair be carefully reviewed, to avoid engines being brought in for thorough overhaul too frequently. (22) That Petone and Addington ■works deal with tho Whole of the locomotive requirements in both Islands. (23) That Napier, Whangaroi, East Town, Greymouth and Invercargill be closed down for locomotive work. (24) That improved methods for getting engines through the shops be introduced, in order to reduce the average time for heavy repair and thorough overhaul. (25) That large expenditure on running sheds is not warranted, as the proportion of the engines under cover would appear to be sufficient. (26) That the capital stock of locomotives be regarded as ample for requirements, bearing- in mind the small annual mileage per engine. (27) That as tbe average age of the existing stock of locomotives is high, indicating a number of obsolete types, these be replaced as early as possible. (28) That in addition to perpetuating the A. Aa, Ab, Wab, and Ws classes, a powerful type of shunting engine with three cylinders, also a main line express engine having oft 6in driving wheels and three cylinders, be designed, and for taking goods trains of heavier weight over steep inclines a suitable Garratt engine Iμ utilised. (29) That new locomotives be purchased from outside, rather than built in existing shops, which are not laid out for doing this economically. (30) That consideration bo given to utilising old classes of engines, such as h and La, with one or two vehicles atIDBtea ° f orderin e special rail (31) That consideration be triven to the pureW of Welsh which as has been stated in evidence would reduce consumption ' WOUIQ given to this matter. nsWeratlon b* (35) That as the average age, o f carriage*, brake vans and wagons are re-' Jpectlvely 22.77, 27.45, and 22.79 yea?. indicating a number of obsolete tyr-g!