ELECTRIC TRAINS

Press, Volume LXXIV, Issue 22444, 4 July 1938, Page 9

ELECTRIC TRAINS

INAUGURATION AT WELLINGTON NEW SUBURBAN SERVICE MR SULLIVAN AT CONTROLS FOR FIRST RUN tP BBSS ASSOCIATION TELXGRAIt.) WELLINGTON, July 3. By cutting a ribbon stretched across the track in front of the first set of coaches, Mrs D. G. Sullivan, wife of the Ministef for Railways (the Hon. D. G. Sullivan) officially opened the multiple-unit electric train service between Wellington and Johnsonville on Saturday afternoon. The inaugural ceremony, at which th’e Minister for Railways presided, was held at the Wellington railway station, and was attended by the Minister for Finance (the Hon. W. Nash) and the Minister for Health (the Hon. P. Fraser). The speakers emphasised the importance of electric traction on the suburban line, and said that the introduction of a modern fast and regular train service would greatly increase the prosperity of the areas served. A few minutes after the cutting of the ribbon the first scheduled train, consisting of two power coaches and two driving trailers, with the official party and visitors as passengers, departed for Johnsonville. The departure of the train, as well as its arrival at the intermediate stations of Ngaio and Khandallah, was marked by considerable enthusiasm. , Mr Sullivan operated the controlling lever until the train was clear of the platform, when he handed over to the regular driver. Stations on the route to Johnsonville were decorated with? flags and bunting, and the platforms were thronged with people. At Johnsonville, 17i minutes after leaving Wellington, the first train was cheered by the crowd, and an official welcome was given by the chairman (Mr G. A. Lawrence) and members of the Johnsonville Town Board. Although several trips were made on Saturday afternoon and again to-day. the new passenger time-table will not come into operation until to-morrow.

Significance of Event Described by Mr Sullivan as an event of national significance, the official opening ceremony at the Wellington station was attended by hundreds of people. Long before 2.30 p.m., the time appointed for the ‘beginning of the ceremony a big crowd had gathered on the platform adjacent to mat where the ceremony was held. The weather was fine though dull and overcast, with a keen north-westerly wind. Invitation holders only were admitted for the opening ceremony, but after the departure of the first train the platform barriers were opened and many people were taken for trips in the subsequent trains. The new rail-car, Aotea, the ‘electric’ locomotive for. the WellingtonPaekakariki line, passenger coaches of improved design and equipment, and other power units indicating ’the rapid progress now being made in railway construction generally, were on view at the station. During the afternoon the full quotaof multiple-units, consisting of six power coaches and six trailers, was operated as three trains. Several trips were made from Wellington to Ngaic and from Wellington to Johnsonville. Children, who for many weeks past had enviously watched the electric trains climbing the grade to Johnsonville in their trials,, were thrilled when invited to make trips in the new coaches. Souvenir tickets, issued ny the Railways Department were greatly in demand by the children. Enthusiastic Welcome When the first train reached Johnsonville there was scarcely standing room on the platform. In reply to the welcome given on behalf of the Johnsonville Town Board by Mr Lawrence, the Ministers and the General Manager of Railways (Mr G. H. Mackley) expressed appreciation of the enthusiasm already shown for the new service. It was a wonderful occasion, said Mr Mackley. At one time the Railways Department was carrying two-thirds of the people and receiving only onethird of the revenue, while private transport was conveying one-third of the people in the district and receiving two-thirds of the revenue. The multiple-units, said Mr Mackley, were the most modern electric trains in the world. They were not only the same as the trains used on the London underground systems, but contained modern improvements of more recent construction. At the ceremony at the Wellington station. Mr S. Cory-Wright, of CoryWright and Salmon, Ltd., the New Zealand representative of the English Electric Company, presented Mrs Sullivan with a pair of golden scissors with which to sever the blue and white ribbon in front of the first mul-tiple-unit to be dispatched for Johnsonville. He also presented the Minister for Railways with the starter handle with which the motor unit was driven. Mr Cory-Wright said that the English Electric Company had also supplied electric rolling stock for the Lyttel-ton-Christchurch section and the Otira tunnel route.

DIFFICULTIES OF ROUTE HISTORICAL REVIEW BY MINISTER PASSING OF STEAM TRACTION [THE PRESS Special Service.! WELLINGTON. July 3. Shortly before the new Wellington railway station was opened, in June. 1937, the suburban residents of Ngaio and Khandallah saw for the last time long express and freight trains labouring on the steep gradient of one in 40 to Johnsonville, hauled by two and often three powerful locomotives, the roar of their exhaust echoing among the hills and volumes of black smoke pouring from their stacks. The long trains followed a winding track and often took 30 minutes and even longer to reach the top of the grade. For the last 12 months suburban trains, hauled by “W.A.8.” class locomotives! have used the old west coast outlet by rail, and since the through trains were diverted to the Tawa Flat route much of the romance associated with the Johnsonville line has gone. Multiple-unit four-motor electric trains, the latest to be produced in England, have now replaced steam haulage, and steam trains on the suburban line exist in memory only. “The history of transport from Wellington over or through the hills to Johnsonville is wrapped up with, the

whole story of North Island transport.'* said the MLninster lor Railways (the Hon. D. G. Sullivan), when speaking at the opening of the new electric service on Saturday afternoon. ' ‘The first proposal for railway connexion from Wellington to the west coast was put forward in the Wellington Provincial Council in 1874. and envisaged a route through Johnsonviile. but the project did not attract much interest First Attempts “In 1877 interest was renewed, and after consideration of several alternative proposals, a route was decided upon to connect Wellington with Foxton, and a contract was let by the Government for the first six miles, via the Kaiwarra Gorge from Wellington to Johnsonyille. The work was carried on until 1880, when the Royal Commission which was appointed to report on railway construction throughout the colony at that tirat: condemned the proposal, and work was stopped after approximately £43,000 had been spent. The people of Wellington were indignant, and a public meeting was held in September, 1880, at which about 30 citizens were present. “Alter this meeting a company, .entitled the Manawatu Railway- Company, was formed in 1881 with a capital of £500,000. afterwards increased to £850.000. The Railways Construction and Land Act was passed m the same year, and a contract was entered into between the Government and the company. In 1882 the Government, in addition to making a land grant to the company under the act. handed over to the company the works which had been abandoned. - -The company's line was opened through to Longburn in 18S5. In general it followed the route surveyed by the Government between Wellington and Johnsonviile. The company successfully operated the railway until it was taken over by the Government in December, 1908. The through railway connexion to Auckland was completed in 1909. when the Wellington to Johnsonviile section became an important but difficult terminal portion of the North Island main line and branches. ‘Tt was only after the completion of the Tawa Flat deviation and the opening of the Wellington station in Jans of last year that an easier routs than the one by way of Ngaio. Khandalian. and Johnsonviile became available igt through traffic. The steep grades ana sharp curves of the Weuington-JohE-sonville section have always nsaas operations by steam traction difficult and the number of tunnels has made the smoke nuisance a constant cause of complaint for suburban travelers on this run.'*