34. The water space stays of boilers of locomotives No. 21 and No. 29 were changed to copper stays to prevent boiler failures caused by the rupture of the rather small water space stays of the 2-8-0 Austerity Locomotives as mentioned in previous annual reports.
35. At the same time as fewer steam locomotives were needed six of the 12 2-8-0 Austerity Locomotives were put into storage.
36. The average fuel consumption for 8 months was 2.40 kgs. of diesel fuel per kilometre or 1.01 imperial gallons per mile. This compares very favourably with the fuel consump- tion of coal and furnace oil steam locomotives. For coal and furnace oil burning locomotives the best consumption obtained in 1954/55 on Austerity 2-8-0 locomotives was 14.34 kgs. per train km. and 9.69 kgs. per train km. respectively. The cost for diesel fuel was $0.51 per km. while the cost for coal and furnace oil for the above mentioned period were $1.63 and $1.14 respectively. These figures indicate a very considerable saving as was forecast before the diesel electric locomotives were ordered.
37. The locomotive in the accident of November 12th, 1955 sustained a good deal of damage but it stood up well. At the time of collision the speed of the locomotive was about 42 miles per hour. There was no damage done to the engine, generator or motors, but a complete new bogie was required.
38. Before putting the diesel electric locomotives in the hands of our engine crews, they were given training in small groups by a Service Engineer, from the makers of the locomo- tives, on the proper handling of this type of motive power. All drivers were checked and re-checked on the knowledge they had acquired after training to make certain that they had a good working knowledge of the locomotives.
39. The repair cost per steam locomotive km. was about the same as the previous year. The repair cost per locomotive km. for diesel locomotive was very low, $0.157 per locomotive
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