13

D.—3

The present Board of Inquiry concurs generally in the view expressed above in Sir John Thorn's report —namely, that " without a speedometer it is impossible for a driver to regulate his speed exactly." We think, though, that the term " speed-recorder "or " recording-speedometer" would be preferable to the word " speedometer," because a recording-instrument, apart from affording a check upon individual operations, provides valuable data for the examination of engine performances and for the amendment or revision of schedules. It is understood that the Department is already equipping a limited number of engines with speed-recorders. The question for immediate consideration, therefore, is whether this should be treated as an experimental measure or as the initiation of a definite policy. We are of the opinion that it is desirable to equip with speed-recorders all engines used for hauling express, mail, and passenger trains. The speed-recorders should be of a type proved after adequate trials to give sufficiently accurate and dependable results under ordinary service conditions ; and we recommend accordingly. We are not satisfied that it is either necessary or desirable to extend this equipment to engines working exclusively on mixed or goods trains, and therefore make no recommendation in that direction. FURTHER SUGGESTIONS. Position of Speed Boards. The position of the speed board near the 6'4 chains radius curve at which the derailment in the present case occurred is, as we have stated, 429 ft. beyond the commencement of the length of line that it is intended to protect. Radius boards are always placed at the beginning of the curves to which they relate, and we think it desirable that speed boards should similarly be placed at or, if necessary, before the commencement of the lengths of line that they are intended to protect. Care should be taken to ensure that these boards are so placed as to be clearly visible for as great a distance as possible. We desire to make it clear that the position of the speed board in question had no bearing on the derailment of train W4. It is even probable that the imposition of a special speed-restriction to 20 miles per hour from a point 429 ft. south of the present location of the speed board is unnecessary. The point that we desire to stress is the desirability of placing a speed board in a position that coincides as nearly as practicable with the point at which the Working Time-table requires the special speed-restriction to become effective. Standard Schedules. It appeared during the course of the inquiry that the Chief Engineer's Branch, which has no responsibility for the actual operation of trains, not only determines the speed-restrictions, which is the legitimate duty of that branch, but also prepares the detailed running schedules for the use of the operating branches. This seems anomalous, in that the Civil Engineering Branch is no more concerned with the actual operation and performance of the locomotives and rolling-stock than the Locomotive Superintendent is with the maintenance of the way and works. This procedure does not actually relieve the Locomotive Superintendent of any responsibility ; it rather makes his responsibilities more onerous, because the train-running schedules are drafted, with speed-restrictions as their basis and chief concern, by officers who do not possess first-hand knowledge or experience of the economics of locomotive operation, or of the practical handling of trains over difficult country such as is characteristic of most of the New Zealand railway system. One result of this procedure was disclosed in some very frank evidence that was given before the Board in the course of this inquiry, when it was stated that, in actual practice, drivers did not feel bound to give any " slavish adherence " to the standard schedules prepared by the Chief Engineer's Branch, but relied more upon their own knowledge and experience in train-handling. It seems desirable to observe, therefore, that some amendment of the existing procedure in the preparation of standard running schedules is called for, in order to remove any possible justification for not adhering strictly to the limits j)rescribed, and would be in the interests of economical operation as well as of safety. It is for the Chief Engineer to prescribe the maximum permissible speeds over those sections which, by reason of difficulties (e.g., curves and steep descents combined) due to exigencies of location or of maintenance, demand special restrictions ; but the manner in which the engine-run as a whole is to be shaped, so as, on the one hand, to meet the requirements of the Traffic Branch, and, on the other, to ensure due observance of the necessary restrictions of the Way and Works Branch, is essentially a matter for the responsible operating officer —namely, the Locomotive Superintendent. All-steel Passengee-caes. We received a number of communications urging that we should recommend the replacement of the passenger-cars now in use on the New Zealand Railways by cars of all-steel construction. The matter was not strictly within the order of reference laid down for us, but, in view of the statements made to the effect that a derailment would be attended with less serious consequences if the cars were of all-steel construction, we were of the opinion that the matter was so closely related to the requirement of your warrant that we should report on any measures that might be suggested to prevent the