AUCKLAND'S NEW STATION.

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

AUCKLAND'S NEW STATION.

BIG SCHEME NOT JUSTIFIED. SHOULD BE DONE IN STAGES. While agreeing that a re-arrangement of approaching lines and of the stations and goods yards at Auckland and Wellington is needed, the Railway Commission considers that, "The present traffic does not justify such expensive sidings and accommodation as the plan of tho proposed new station and yards provides." The Auckland passenger lay-out could be improved by the provision of a complete through-running station instead of a dead end main-line station, as shown on the plan. As the city grows there will be suburban passenger traffic from north to soiith, and vice-versa, and this could be provided for as well as the main-line services in one station. Whatever lay-out of yards and sidings may ultimately bo decided upon, the work should only be carried out as traffia grows, care as a matter of course, being taken that any addition made from time to time conforms t the complete scheme. As in the proposals for meeting traffic requirements at other places, the changes brought about by dividing passenger from goods traffic as far as possible will need study in conjunction with the operating staff, so that the latter may have at their disposal, sidings and connections best suited to the direction and volume of traffic at each station. The reduction of grade alone is justification for the AucklandWestfield deviation line, which is urgent also by reason of traffic increase. The double tracking of the existing line between Westfield and Penrose Junction is also a pressing necessity. As in the case of Auckland, the layout of the new Wellington station and yard to the extent shown on the plan, is not justified by the present traffic. RAILWAY REVENUE. WEAK LINKS DETECTED. SOME SUGGESTED REMEDIES. Some interesting points in regard to railway finance are dealt with by the Railway Commission. Dealing with the "policy rate" of Interest on loans charged to the Railway Department, it is pointed out that from 1920 onwards the Increased cost of working the lines (notwithstanding 40 per cent increase in goods rates and 25 per cent in passenger fares), brought down net receipts below the "policy rate" of 3J per cent, the total deficit in three years being £1,429,917. In 1024 there was a surplus of £31,802 over the 3J per cent, but a shortage of £220,345 on interest paid "by the State, and the shortage for these four years on interest actually paid on loans was £2,320,667, showing that the advance on rates and fares was insufficient to provide for the higher rate of wages and enhanced cost of stores, plus Interest on increased capital coming into effect in 1919 onwards. The Commission criticises adversely the manner in which funds are provided through Parliament, and states that the time occupied in finishing the railways has been unduly long. Losses upon branch lines are next dealt with. It is pointed out that a branch line may, taken by itself, show a loss, whereas the earnings upon the main line due to branch-line construction may be sufficient to turn »c loss into a profit. It has to be remembered that the State has advantages in which railwayrevenues do not share, i.e., increased taxable income, not only adjacent to new lines, but generally throughout the country, due to transport facilities. Therefore it is a quesHon whether or not the Railway Department should be relieved of any loss by aid from consolidated revenue. We recommend that the loss on new lines should be borne by consolidated revenue, unless such lines form a connecting link between two sections of the main system. If an arrangement of this sort existed the Railway Department would have received a credit last year of £136,064. A WORD OF PRAISE. SPLENDID RAILWAY TRACK. HIGH STANDARD OF MAINTENANCE A word of praise in regard to the railway tracks throughout the Dominion is sounded by the Railway Commissioners in their report. They point out that the average capital cost per mile is £13,560, being about £3000 less than New South Wales, which system is on the 4ft BJin gauge and has heavier rails, but £5500 more than Queensland and £4900 more than Soifth Australia, the former being a 3ft Gin gauge system and the other partially so. The standard of maintenance on the New Zealand railways is a high one, and the. only criticism that could be applied is that on certain of the branch lines it is unusually high. In his evi-' dence the chief engineer stated that he was hoping to decrease his maintenance expenditure, at the same time keeping the line in as good a condition as it is to-day. In our opinion tbe New Zealand rail-way-track has been exceedingly well laid, and the standard of maintenance is a high one. Such a high standard naturally reflects itself in the cost, and we think that in the case of branch lines, where the traffic is light, flying gangs might be usefully employed instead of having men permanently stationed there. We think consideration should lie given to the question of reducing the number of district engineers, of which there are nine. Three in eaoh Island should adequately meet the case, thus enabling higher salaries to be given without increased cost. REFRESHMENT ROOMS. PRAISED BY COMMISSIONERS. The railway refreshment rooms receive a word of praise from the Commissioners who state: — In the course of our tours we have inspected many of the refreshmentrooms, and are satisfied that they are being conducted on good lines. The food supplied is of the best quality, the equipment is clean, the rooms are well arranged, and the prices charged reasonable. No single complaint has been received by us with regard to the working of the refreshment-rooms, and, in view of the difficulty attendant upon catering for an indeterminate number of people at intermittent intervals, this speaks well for the administration. \\ c have no recommendations to make in this regard, except to suggest that it might be found desirable—it will he essential in time—to run dining-cars or at least buffet cars, on some of the __ . i _ i __