THE RAILWAY CUT

Dominion, Volume 13, Issue 36, 6 November 1919, Page 8

THE RAILWAY CUT

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ANALYSIS/OF CAUSES

REPORT OF COMMISSION

ROLLING STOCK IN GOOD ORDER

The report of the commission set up some weeks ago to report on the causes of tlio cut in train services, and on certain other matters connected with tho administration.was laid on the table of the House of Representatives yesterday by tlio Minister of Railways (Mr. Massey). Following are extracts from tho report:— Condition of Rolling Stock. Tho two last years show a reduced mileage—roughly, 2,000,000' below the mileage for the year 191 G. The reduction in train milcago was effected by the Railway Department curtailing the time-tables to overcome tho difficulties arising through loss of men from enlistment and also lo save coal. Tho curtailment would also diminish the amount of repairs required in the future. Since March 31, 191G, the following additions have been made:— In wagons, an increased carrying capacity of 9381 tons, equal lo an increase of 5.09 per cent. In carriages, an increased seating capacity of 2851 passengers, equal to an increase of ■1.61 per cent. In engines, an increase in tractive power of 833,151G11)., equal to an increase of 10.51 per cent. These figures indicate that so far 09 the capacity and power wero concerned the stock and engines on July 2, 1919, wero capable of dealing with a considerably greater amount of work than they wero in tho year ending: March 31, WIG, and are far 'ahead of that required during a similar period immediately preceding Julv 2. 1919. For some years the Railway Department had been carrying on a programme for building slock and engines commonsurato to meet expected extensions and increased traffic. As the war progressed it became dVsirablc to suspend this work, which was done gradually. Much material and many of tho men thus released, became available for tho maintenance work, Some of the parts and materials which were formerly procured from Great Britain have, during tho war period, teen obtained from America, and lo a limited extent from private stocks. On tho wholo, 116 serious difficulty has arisen from any deficiency. There has been a shortage of skilled mechanics at all tho shops, especially at Pctone. The shortage atill^continuc?. Mr. H; H. Jackson, who was tho Chief Mechanical Engineer of the New Zealand Railways for many years, retired on March 31, 1919, and was succeeded by Mr. E. E. Gillon. Tho evidence of the latter, and of the engineers in charge of tho districts, and of the workshops managers, has been consistently to tho effect that the rolling-stock and engines have been properly maintained and are in good and efficient condition. The General Manager's evidence shows that no difficulty lias occurred in working tho railways on the reduced timetable during the past two years arising from defective rolling-stock or engines or shortage of staff, Coal Supplies, About 260,000 tons of bituminous coal, obtained from tho West Coast and Australia, and about 66,000 tons .or mown coal, were required per year for tho full time-tablo and tho years ending March 13, 1916, and 1917; and somewhat less than this for the reduced time-tablo of 1918 and, 1919. Brown coal, winch has only about two-thirds of fTio heating power of bituminous coal nii(h which deteriorates quickly, is not kept .in stock, and used for light {traffic. The fast through trains and heavy work require bituminous coal.

In October, 1913, the coal stock -was 85,442 torts. Difficulties in obtaining coal began immediately.after this, and as the wsir progressed tilie reserve stock fell with some fluctuations until by July, 1919, only 95G0 tons remained in stock, compelling the Railway Department to suspend the ordinary time-tablo then in operation.

The present officers consider that the stock of bituminous coal should/ not bo lsss than SO.OOO tons in normal times, but no written rule to this effect seems to have been madj). Difficulties in getting supplies began soon after thj declaration of War, and during 1916 tho deficiency became general throughout the country. The Minister of Munitions was tho administrator of the coal regulation through tho officers of his Department, By a regulation of August 28, 1917, the rationing of all coal supplies—including tho railways—came under his control*. This became effective on October 1, 1917. The Minister did not regulate the purchase of coal or the rate of freights. Ho obtained offers of freights, but it was left to the General Manager of .Railways to accept or refuse these offers.

There was not enough coal coming forward to properly meet all demands.

In tho distribution of the coal available, the. supplies of the Navy and for the transports and shipping carrying tho troops and food siiDplies for the Imperial Government necessarily would rank first, and could not bo limited. Supplies for tho railways and great producing industries, which are mutually inseparable, would come next. _ The interests of the whole community were concerned in this order of distribution. The Munitions Department's duties regarding coal supplies .were most onerous and complex. This nnestion was largely governed by causes beyond tho Department's control or observation—the navnl and military conditions in Europe, the control of tho available shipping l>v (he Imperial authorities, i the shortage of shipping throughout the world, diminished importation from Newcastle, diminished output from the West Coast mines, all added to tho difficulty of pursuing any definite plans. After examining . tho voluminous correspondence submitted to us, ivo can only conclude that the Coal Trade Committee and the Munitions Department gave tho most careful, and painstaking attention to their work. -. The Railway Department on several occasions refused offers of coal, sometimes because it was unsuitable, and sometimes because it would not pay the highor freight charges necessary to get tho additional coal. The final episode which seems to havo led to the railway collapse was the influenza epidemic. Commencing in New Zealand at the end of October, 1918, it not only directly, affected tho mining population, but, by the prolonged quarantine regulations which were imposed first in New Zealand and immediately after iu Australia, the local as well as the overseas shipping to an unparalleled extent, and this difficulty continued to operate up to tho date that the ordinary time-fable had to be suspended for want of coal supplies. Something About Causes and Blame. In the findings tho various queries are answered in detail, but tho subject mutter is fully covered in the body of the report. Following, aro two of tho findings of interest:— Tho cuuse3 to which tho depletion, if any, of slocks of coal was duo: There wns a great depletion of stocks from the end of October, 1913, with fluctuations to July 2, 1919. The causes of the depletion were—tho shorlago of shipping, the shortage of miners, the diminished output of bituminous coal from tho West Coast mines, the diminished importations of bituminous coal from Newcastle, strikes, the increased demand by tho Navy for Wcstport coal, to a limited degree to diversions from railways to various industries, and l 0 the refusals by the railways to pay higher freights for oversoos coals which external conditions justified. Finally, the influenza epidemic began about the end of October, 1918, to seriously affect the imputation of the Domii.ion, and later tlmt, of the Commonwealth of Australia, and severe quarantine regulations were rendered necessary throughout Australasia. Whether proper diligeneo and foresight, were exercised by the Railway Department in obtaining coal supplies to meet its requirements: The railway coal stocks, which were 85,412 tons in October, 1013, fe'.l with various fluctuations to 9500 tons by July 2. 1919. During this period a conference between Ministers and others was held, and a, committee of six was eet up on