GONVILLE TRAM EXTENSION.

Wanganui Herald, Volume XXXXV, Issue 12983, 26 January 1910, Page 7

GONVILLE TRAM EXTENSION.

THE ENGINEER’S REPORT. Considered by the Board. Further Conference With the Borough Council. At a meeting of the Gonville-Castlecliffi Tramway Board last evening a report from the recently-appointed engineer (Mr M. 11. Creagh, of Auckland) was received and considered. The chairman (Mr A. G. Bigne;l) explained that the report was of a preliminary nature, and would be supplemented with'further details later on. Sufheient information, however, was contained in 'the report to enable the Board to arrive, at a decision, and he hoped that the result of the proposed conference with the Borough Council would bo of such a nature that further consideration of a separate power plant would be obviated, jtld was pleased to be able to say that the engineer s estimates were below his own, and well within the means of the Board. Tiie fact that the engineer had suggested a means of continuing to utilise the present power plant, supplemented by another engine, must prove very satisfactory to the Council, as it must he to the Board, obviating the necessity of discarding the present plant and thus effecting a saving of several thousand pounds in what was originally proposed. For the present there was no need for the Board to discuss the jiroposal for a separate plant, unless Mr Creagh s suggestions were found impossible of attainment. Referring to the negotiations with the Borough Council and the figures supplied by them as a basis for computing the cost of power, Mr Creagh says that the figures appear, as figures, correct, but he does not quite approve of the basis on which they are formed. Continuing, he says:— “I have given the rc-construction of the Council’s power plant ■ most careful thought, and although the Council may say it is no business of the Board’s, yet to clearly understand the whole position I consider it my duty to lay the whole matter before you. Ido not see the necessity of selling the present plant. When the foundations have been attended to and a few other minor matters settled, it should give many years’ more service. When the Borough system was designed it was intended to use one machine and hold the other in ease of breakdown; that -is, 50 per cent, of the plant -n idlencess. • If now another plant and generator of the same size is installed, any two of the three can be run parallel, which will provide ample power for the proposed additional cars, and the third engine and generator will be in reserve, so that instead of wasting 50 per cent, of-plant 33 per cent, will suffice and be equally efficient, an economy, without impairing the efficiency, of somewhere about ,£l5O per annum. The engine I recommend is a two-cylinder coupled horizontal of 154 maximum b.h.p., coupled to generator exactly similar and by the same maker as those at present installed, so that spares are interchangeable.

The engine should' be on the “variable admission’’ governing principle. I have always advocated two or more cylinder vertical engines for tramway work, but trouble is sometimes experienced through the stratification of the mixture, and the above class of horizontal engine is an efficient substitute without the objection. Two boosters will probably be required, also an overhead travelling crane for lifting, which should be so fitted that it could,-be “railroaded” across to the car shed for lifting car bodies. My estimate for above is ,£3700. The Council’s estimate of £2OOO for buildings is ample. Leaving this subject for a moment, the next and most important point I wish to traverse is the connection from the Borough boundary to existing lines. The proposed connection with the Guyton Street line I consider impossible. Some time ago I carefully examined the railway line in company with Mr Biss, and we came to the conclusion that the only place that a bridge was possible was at the back of the power house, about opposite Eidgway Street. The suggested crossing at Guyton Street would entail four very sharp curves, and I very much doubt if the Public Works Department would allow it. The objective point for residents of Gonville and Castlecliff would, be either the railway station or the Post Office. Coming from Gonville the line should therefore leave Guyton Street and cross the ground alongside the cemetery straight to a point at the back of the power house; it could then run between the railway and the power station to Taupo Quay, making this tlie terminus, the passengers either changing cars, or the cars should be run on as the Council thought fit.

An alternative route would be along Eidgway Street to the Post Office. The alternative is the longer, and exclusive of cost of way leave, would be about ,£SOOO. ESTIMATE. WOEK IN TEAMWAY DISTEICT: £ Track • 14,500 Turnouts ....: ...., 2,600 Overhead .-. 4,213 Feeders - 500 Cutting down roads and way , leaves 1,000,£22,813 WITHIN THE BOEOUGH; £ Ee-construction of power . plant 3,700 Buildings 2,000 Length of track to connect (if via Eidgway St.) ... 5,000 Care 5,020 ,£38,533 len per cent contingencies ' 3,853 Conservative estimate £42,386 The running costs as given require revising. For some time to come three cars in service will be sufficient, the fourth being m reserve, so that wages of staff, given as .£2600, must be reduced to £1950. Witli the higher efficiency of the plant the running expenses per car mile should and must come down. NOTE.—AII my estimates are in full, and no deduction has been made for saving in constructing track by day labour M. R. CREAGH,, Consulting Engineer. Satisfaction was expressed by the members of the Board at the nature of the report,, and it was decided to hold a further conference with the Borough Council, and to ask the Council to peu-mit its engineer and Mr Creagh to confer.