“SAFE AND EFFICIENT”

New Zealand Times, Volume XLII, Issue 9621, 29 March 1917, Page 7

“SAFE AND EFFICIENT”

RAILWAY ROLLING-STOCK REPORT OF ROYAL COMMISSION. ALL ALLEGATIONS DISPROVED. The Royal Commission set up to investigate allegations regarding defective conditions in connection with some of the rolling-stock in uso on the New Zealand railways has reported- In every case the allegations, it finds have been disproved, and it sums up the whole report with this conclusion: “Basing its opinion largeIv on personal inspection and investigation, the Commission considers that the rolling-stock on the Now Zealand railways is being maintained m an efficient and thoroughly safe condition.” PERSONNEL OF COMMISSION. The Commission comprised Messrs R J. Scott, M. Inst-, C.M., and Professor of Engineering at Canterbury College ('chairman), J- Marchbanks (formerly chief engineer of the Welti n gton-A1 anaw at u Railway Company), and J- I - Maxwell (a former General Manager and New Zealand Railway Commissioner). THE ORDER OF REFERENCE. The order of reference, dated February Ist, 1917, directed - the Commission to inquire into and report respecting the upkeep of the rollingstock on the jN r ew Zealand. meat Railways from August, 1913, to July 7th, 1916, and the condition of the said rolling-stock on the latterdate, and more particularly on the following matters: 1. The condition of the rolling-stock ox the New Zealand Government Railways in July, ono thousand nino hundred and sixteen. 2. Has such rolling stock been maintained in good and efficient order and condition during the three years between August, one thousand nine hundred and thirteen, and July, one thousand nine hundred and sixteen? 0. Has proper provision been mado for the upkeep and renewal of the rolling-stock P . ’ 4. Has the condition of carriage and wagon springs at any time been inefficient? 5. Is it correct, as has been alleged, that where broken springs have been found under carriages, two such springs have been put into one instead of being replaced by one sound. carriage spring? (j. Has tho safety of the public been adversely affected ‘.at any time during tho" three years preceding July, one thousand nine hundred and sixteen, by the condition of the underframes and running-gear of tho carriages and wagons? 7. Has any inspector or other officer having charge of rolling-stock, or responsible for its condition, at any time during the three years aforesaid reported adversely on the condition and upkeep of the rolling-stock, or notified any. of-TbSsf he declined to carry the burden of his responsibilities by reason of the condition of the rolling-stock? If so, to whom, was such report or notification given, and on what date ?

8. Is the allegation that has been made “that the under-gear of coaches and wagons is wearing out, and that there has not been a sufficient supply of spares available during the three years specified” justified? 9. Is the allegation that has been made that, the condition of rollingstock at present existing id due to inefficiency, want of -thought, and neglect of public interests on the part of the responsible officers of the department justified? HOW ISSUE WAS RAISED.

The condition of the rolling-stocu was first brought into question by Air T. M. Wilford in Parliament last session. He asked the Minister for Railways whether there was a shortage of the necessary equipment for renewals; whether it was a fact that where broken springs had been found under carriages two springs were put into one, as there were not sufficient springs available; and he asked the Minister to set up a Commission consisting of a railway expert and AH Marchbanks to thoroughly investigate the condition of the rolling-stock, before which men • in the service could give evidence. He also asked that the reports of officers in charge of rolling-3 Lock should be submitted. The Minister for Railways immediately tabled a report signed by all the responsible officers of the department concerned in the upkeep of the rollingstock, specifically denying the allegations which had been made that public safety was being jeopardised by what was going on. Mr Wilford declared himself not satisfied, again pressed for an inquiry, and the Commission was consequently set up, with the result that after visiting all the railway centres and conducting interesting and valuable experiments with draw-gear, it came to the following conclusions:

FINDINGS OF THE COMMISSION. “1. We find that the rolling-stock on the New Zealand Government Railways w*s, in July, 1916, in good and safe order.

‘*2. That such rolling-stock has been maintained in good and efficient ordei and condition during tho three, years between August, 1913, and July, 1916. “3. That, generally, proper provision has been made for the upkeep and renewal of the rolling-stock, but that tho facilities for ‘lifting’ at station yards are not sufficient for with tho present volume of traffic. That this fact has been recognised by tho responsible officers of the department, but execution of the necessary works has been delayed by war conditions. “4. That the condition of the carriage and wagon springs has not at any time been inefficient. ‘‘s. That it is not correct, as it has been alleged, that where broken springs have been found under carriages, two such springs have been put into one instead of being _ replaced by one sound carriage spring. That no broken bearing-springs have been pieced- That such have been immediately removed and new springs substituted. That it has not been the practice to piece carriage draw-bar springs. That pieced draw-bar springs have been used to the' extent of about 10 per cent, of the total number in the wagon-stock. That this practice is justifiable and introduced no element of danger.

“6. That the safety of the public has not been adversely affected at any time during the three years preceding

July, 1916, by tho condition of the under-frames and running-gear on the carriages and wagons. That tho condition of this gear has been exceedingly good. “7. That no inspector or other officer having charge of rolling-stock, or responsible for its condition, has at any time during the throe years aforesaid rcx>orted adversely on the condl-, tion and upkeep of the rolling-stock/ or notified any of his superiors that ha declined to carry the burden of his responsibilities by reason of the condition of tho rolling-stock.

“8. That the allegation that has| been made that the under-gear oti coaches and wagons is wearing out, I and that there has" not been a sufficient supply of spares available during the three years specified, is not justified. That there has been a temporary shortage of draw-bar springs due to the delay in arrival of shipments during 1914-1915. “9. That there has been no inefficiency, want of thought, or neglect of public interests on the part of tho responsible officers of the department. That tho allegation to the contrary is unfounded.

“HIGH STANDARD OF RAILWAY PERSONNEL.”

“The Commission has been impressed by tho high standard of tho personnel, officers and men, ' with which it has come into contact, and by the precau-! tions taken to maintain the rollingstock in a condition of safety which is properly regarded as of paramount importance. The inspection arrangements are thorough, and the tram lifters and examiners are a remarkably . intelligent and trustworthy body of men. “The results of this care are main fested in the increasing train mileage' run per derailment, due to other causes than slips and obstructions. This has increased .from: •530,36 6 train miles in 1912-13 '• to 938,342 train miles in 1914-16, and 1.169,665 train miles in 1915-16.” . EXTENSIVE INVESTIGATION S. Preceding these conclusions, the Commission has furnished the Government With a lengthy report to show the extensive nature of its investigations, including the examination of 4275 vehicles in many parts of the system, and an inspection of the facilities for repairing and lifting the rolling-stock. The . Commission specifies a number of improvements which have been introduced since 1913, calculated to increase tho safety and durability and to diminish the cost of upkeep of 1 tho rolling-stock, amongst these be* ing the replacement of tile gas cylinders hitherto carried beneath passenger cars, by small cylinders in a safer position within the framing of the car. . . ' Evidence was given satisfying the Commission . that the Westinghousa brake has been maintained in the highest state of efficiency/ and that the provision for its inspection is ample. Prominence was given by Air, Wilford, and by Mr Veitch, to the use of pieced draw-bar springs as being a possible danger. Tho Commission found that they have been used on wagons, but not carriages, with the single exception that at W anganui pieced springs have been used in a few care %tr«ctioiw. £ . ■•-■; “No Element of danger.”

“All witnesses,” remarks the Commission, “are emphatic that the use ofj pieced draw-bar springs introduces no element of danger. Alost consider) that pieced springs are efficient ana I durable ” The Commission regards the results of its extensive inspection of the rolling-stock as “highly satis-, factory.” The uniformly excellent condition oL the wheels, tyres, and axles, on which the safety of the train so largely depends, was remarkable. The evidence , conclusively proved that no carriages or wagons were run with damaged or pieced bearingsprings, and that where draw-bar springs were pieced 0 on wagons the, Commissioners were satisfied that tne practice was unobjectionable, the springs being merely shock-absorbers, and not in any way affecting the safety of the rolling-stock. . . With a view to determining the value of pieced and other draw-bar springs, the Commission, when at Auckland made the cxperiment of violently buffing a wagon fitted at one end'with a pieced, and at the other with a whole, draw-bar spring. No difference in the behaviour of the springs could bo detected. VERY PRACTICAL TESTS.

The Commission, when in the South Island, travelled in a carriage in which arrangements were made for observation of the action, and measurement ot the deflection of the draw-bar spnngs. This carriage was always placed at the front of the train, so that it would ‘take the whole stress of the haulage effort of the engine. Buns were made with whole and pieced springs, and, says the report, no difference in the running of the carriage or in the behaviour of the springs could bo discovered. _ , Finally, laboratory tests of the springs were made, with the result that the pieced draw-bar spring was found to be, though inferior, not greatly inferior to the whole spring. Under the rough test of subjecting them to the blows of a steam hammer, the pieced springs proved equal to the whole springs. A class “L” wagon huffing and drawbar test was carried out at Canterbury College, this gear being subjected to progressive loading to breaking point. One draw-hook failed at 25 tons load, and the other at 33 tons load. “The results of these tests,” adds the Commission, “together with the large number of breakings of draw-bar springs, appear to indicate that an investigation is desirable as to the suitability of the existing type of drawgear lor the greatly-increased weight of modern trains. It is understood that the department have already taken some steps jn that direction.’’