SUBURBAN RAILWAY SERVICES.

Evening Star, Issue 19666, 20 September 1927, Page 7

SUBURBAN RAILWAY SERVICES.

TO THE EDITOR. Sir, —In tho published report of an address delivered by Mr G. L. Errington at the annual meeting of the Otago Expansion League, appearing in your issue of the 14th inst., and bearing on the inadequacy of the service run by the Ilaihvay Department in its endeavor to cater for tho suburban traffic in the various largo centres of the dominion, direct drive petrol carriages were advocated as a possible solution to this problem. It is true that tho initial cost of electric coaches of a suitable typo for- this class of service is considerably higher than that of steam and petroldriven carriages of equivalent capacity, but tins apparent disadvantage is more than compensated for by their ex tremely low operating costs as compared with the later type of vehicle. Tho problem under consideration is by no means restricted to New Zealand, but is, indeed, a problem faced sooner or later by almost every railway in tho world. The results of various experiments carried out with self-pro-pelled rail cars point to tho conclusion that for high speed, frequent stop service in tho case of tho largo units—say of sixty-passenger capacity—the electrically-propelled car- more than holds its own against all others. For smaller units in slew-speed ser vices where stops are comparatively infrequent tho petrol-propelled vehicle finds its field. The multiplicity of parts and the inherent defects of tho petroldriven unit, however, account for higher maintenance charges, and render impracticable the use of high-speed cars capable of drawing trailers, as suggested by Mr Errington in his address. The characteristics of the petrol motor render a complicated system ol change speed gears necessary to bring tho petrol-driven car up to speed, and it is here that tho main difficulties have been experimented in tho development of this type of ear—difficulties which our own railway have found to their cost in tho several attempts made to utilise petrol-driven vehicles. The electric motor, on tho other hand, is particularly well adapted to the starting and rapid acceleration of comparatively heavy vehicles on account of its high starting torque, simplicity, reliability, and case of control. Mr 11. B. West, local district traffic manager, is credited with having stated that the olectrically-driyen car at present used on the Christchurch-Little Biver line has proved very expensive. If Mr West merely referred to the initial cost of the car. then tho point must be conceded that the car docs represent a considerably higher investment than would a similar steam or petrol driven vehicle; but if Mr West referred to the result of the experiment he is laboring under a serious misapprehension, for not only has this battery car been successful in regaining a large percentage of the passenger traffic from motoromnibus companies paralleling the route since the inception of the service just over twelve months ago, but tho operating costs have been found exceptionally low, and the car itself most reliable in operation. Tlic car at present covers 146 miles daily, but such was the success of the car on its present run that a duplicate battery has been purchased to further extend its operating radius, it being intended to utilise the car for night trips whenever occasion demands, in addition to' its regular daily run to Littlo Biver and Rnngiora. The speed, comfort, cleanliness, and absence of unpleasant jolts and jars has rendered this car deservedly popular with the travelling public, whereas its low operation costs must at least have reduced tho annual joss so long incurred on this particular branch. With tho .abundance of cheap electricity available in Dunedin, and their previous experience to influence the choice of the most suitable type of electric rail car, tho installation of electric train .services to Port Chalmers and Mosgiel should ho-assured of success.— I am, etc., Coiiiiuxoß. September 20.