“REORGANISATION ESSENTIAL”

New Zealand Times, Volume LI, Issue 12021, 26 December 1924, Page 7

“REORGANISATION ESSENTIAL”

MANAGEMENT OPERATION'. In any criticism of traffic movement on the New Zealand railways the detached sections of line and the outstanding topographical features involving steep grades and sharp curves must be borne in mind. The supervision of train-running and general operation is theoretically under the first assistant general manager, assisted by a general superintendent cf transportation. Actually, however, there :s but little supervision sit headquarters, excepting direct eomknunication by the general manager. The district traffic managers are responsible with few exceptions for train-timing tram-running, the manipulation oi rolling-stock, and arrangements with the locomotive branch for supply of engines. There are at present nine district managers covering the main lines and five officers in charge of isolated sections. At the principal stations g°°ds agents, acting under district traffic managers, have been appointed, their duties covering clerical work and the supervision of goods trains and traffic within the yards and sidngs of their respective stations. PASSENGER TRAFFIC. The evidence given on behalf of tihe public, a perusal of the time-tables, a record of the actual times kept by tile trains, and statistics of train-earnings show that, as a result of slow and infrequent services, general discontent exists, and the inhabitants of New Zealand do not make use of for the purpose of travel to the same extent that under ordinary circumstanoes they might be expected to do. Comparisons ar not always rliabl as a guide, hut the record of the total number of passengers travelling on the Queensland, South Australian, and Western Australian lines, as compared with New Zealand, does indicate I2iat there is less railway travel in the latte rcountryin proportion to the population than in the States mentioned. There were in 1923-24 only 28,436,475 passengers on the New Zealand railways, with a population of 1,347,723, whereas in Queensland, with a population of 805,636, the number of passengers who travelled by railway in 1923 was 29,535,981. South Australia, with 515,135 residents, had 25,107,379 passengers by rail, and Western Australia had 18,133,168 passengers, for a population of 343,430. The average | number of journeys per head of population in the year was—New Zealand, 2.1.08; Quensland, 35.82; South Australia, 47.46: and Western Australia, 51.27. TRAIN SERVICES.

We cannot but think that the reason for this disparity is to be found in the train service. On some parts of the system trains cannot he run at any great speed by reason of grades and curves; hut when it is found, as a sample, that on one line the only trains run in a day take two and a half hours to cover 39 miles, it cannot be considered as a reasonable rate of progression, and it is not to he wondered at that the motor-car is used by everybody who possesses, or who can i hire, such a vehicle, in competition with the rail. Not only is travelling slow—it is irksome; because, with the [exception of main-line mail and some [suburban, all trains are mixed. Pas[Sengers have to sit at patiently as they can in the trains whilst goods-shunting operations are carried out. often at each station at which the train stops. It was stated in evidence (Q. 2503) that “in the case of journeys up to about 4() to 50 miles, where road and rail facilities are about equal, the passenger who- is able to choose between rail transit nnd road transit will usually choose rail. For such short journeys, however, rail facilities are usually both too slow and infrequent, and as .o lesult the passenger chooses road.” The evidence goes on to say: “We are confident that if the rail can economically give equal facilities to the road it can rapidly recover much of the traffic that it has lost to the road. In the case of journeys over about 50 miles very few (if indeed any) passenjqers travelling on business choose the road unless rail facilities are so poor that’ they do not provide a practicable alternative. In spite of this undoubted preference for rail transit for journeys over 50 miles the rail is losing a tremendous number of passengers to the road..” In some cases it is not possible to travel to and from business centres situated 80 or 100 miles apart land return the same day. In addition jto the disadvantagees of slow travel, there are in many instances long waits at junction stations for connecting trains. MOTOR COMPETITION. Many members of the staff, who were questioned as to any remedy they could suggest for recovering traffic lost to the motor-car. were of the opinion that notliing could be done without running unremunerative trains. They were, apparently, of the opinion that a single additional train cost 12s. per mile to lun. They had evidently taken this idea from the yearly railway leport, as they also took the loss upon certain lines and deprecated the running of better services upon those lines for that reason. In one instance it was stated: “Thero is no likelihood of increase in passenger traffic if better services are provided, as there are too [many motor-cars in the district.” [Other officers wero convinced that, as motor competition is becoming more [and moro acute, a better passenger service should be provided and fares reduced, but they are disheartened by [the absence of any determined attempt [to meet the competition. I As noted in the “mechanical” sec--1 tion of our report, there is a waste of engine-power "by the standing of engines in steam for many hours when they might be utilized for the additional trains which reasonable public facilities demand. Evidence was given that on <i branch lino an engine stands from 11.19 a.m. until 3.30 p.m., and in another case from 8.30 a.m. until 6.17 p.m. The running of mixed trains is, from one aspect—viz., that of avoiding the cost of separate trains for passengers and goods—an economical arrangement, but, apart from the tedium of travel inflicted upon the public, there is without doubt a disadvantage by

RAILWAY PASSENGER TRAFFIC VIEWS OF FAY-RAVEN COMMISSION RATES AND FARES The report of the Fay-Raven Royal Commission on the New Zealand railways contains the following regarding management, passenger traffic, and train services:—

shunting having to be performed where every train has goods- waggons upon it The ratio of shunting-mileage to total locomotive-mileage is 22.50 on the New Zealand railways, as against 13.90 in New South Wales. 12.52 in Victoria, 17.71 in Queensland, and 17.35 in South Australia. This shunt-lng-mileage in New Zealand does not include shunting by train-engines at stations en route. The inclusion of the latter would show total shuntingmileage still greater disadvantage. REORGANISATION OF TIMETABLES ESSENTIAL. We recommend a complete reorganisation of the tvme-tables with the object of meeting public requirements, and providing at iuitable times as many passenger-trains as can conveniently and economically be ruu. leaving goods traffic to be conveyed 03' goods service, excepting only in those instances where the running of mixed trains is rot calculated to divert traffic. In 1 ©vising the time-tables regard should be had to the profitable employment of engine-power in order to 'eliminate the waste caused by engines standing in steam and earning nothing fpr many l ours. The closest co-opera-tion between the operating and locomotive branches is necessary to achieve thij. At .he same time *ll tiains should be speeded up. They are not at present running to the Speeds determined by tbe clief engineer, and many of the maximum speeds could, without danger, be increased, especially if stops are at unimportant stations in the case of badness trains between populous centres. It 19 difficult to particularise the districts demanding prior attention, but we consider the Auckland-Hamilton, the Dun-edin-Invercargill, the Wanganui and Christchurch district services should receive special attention. Limited trains have recently been arranged between Wellington and Auckland. To make these trains popular we would suggest that carnages of modern type, replete with the best form of sleeping and lavatory accommodation, be specially constructed. At the same tim* the attaching of a breakfast-car to these trains at the last stopping-place ahort of Wellington or Auckland would »be appreciated. Only by making comfortable as well as speedy can tb4 motor competition be countered. The latest type of tbe South Airican (3ft V in gauge) railways express trains is ar example likely to meet with genera* approval in New Zealand. SUBURBAN TRAFFIC. Suburban traffic upon railways in gdnar&l is. profitable, more particularly so where, by reason of transport facilities and other # inducements, suburb? extend many miles from city centres. In arranging a revised time-table it wilt be well to extend suburban facilities in an effort to induce those who live and work in the towns to reside inthe country and travel daily to and from their offices and workshops. TOURIST AND EXCURSION TRAFFIC. It should be possible to extend this traffic very considerably by judicious arrangement and advertisement. No yearly or seasonal general programme has hitherto been published. The beauty-spots' of New Zealand are known rnore or less the world over, but facilities for reaching them are by no means as convenient or as well advertised as they might be. The Tburist Bureau and tbe railway oAmniii. tration working in close co-operation, spending freely in advertisements and more still upon convenient train services, should in the course of two or thiee yean? make the tourist and excursion traffic a very valuable addition to railway revenue. The New Zealand climate in summer, in conjunction with convenient transport facilities, might bo expected to prove attractive to Australian tourists, but visitors from that direction can only 'be secured through attractive advertisement, preferably in. conjunction with steamship companies. When excursions are advertised the records show that the public respond, especially in the South Island; and we suggest that more frequent opportunities should be given, with filter trains, net only to and from tourist centres, but also between one town and another. It bps been urged that in tbe mttcT case traffic at ordinary fares is jeopardised, but experience has proved .that on balance there is great gain. X fast train at excursion fares, one day in the middle of each week/ leaving in the morning and returning at ight, from country stations to tbe Clearest town, has been found a profitable arrangement, and we suggest that experiment should be made in this dirp'tion. Onlv hv testing the possibilities of new traffic can the full value of railway laeiLitits be gauged. In view of road motor activities, every avenue should be explored. We refer to the effect of cheap fares in another section. RESERVATION OF SLEEFLNGBERTHS AND SEATS. Reservation of seats and sleeping, berths must of necessity be concentrated in one office at the startingpoint of the trains, and unless great care be taken in the registration of applications there is risk of disappointment and dispute. Tourist offices and receiving inquiries should make certain by communication with the central registration office that all is in order before promising a sleeping-berth or a seat. There has occasionally been some trouble in this connection There would appear to be reason in the request that seats should be reserved for journeys of 50 miles and upwards. PLATFORM TICKETS. Th© issue of platform tickets through a machine situated in tbo booking office is the usual form of meeting thj application at Auckland for access, by friends of passengers. to the platform, and this w© recommend. The idea of issuing platform season tickets, as at Tixnaru, is also worthy of extension. COLLECTION OF TICKETS. All sLitiotM being open and tickets collected upon trams means constant examination of tickets upon long journeys, causing irritation to passengers, especially! at night- We recommend that at tho larger stations the platforms be enclosed and tickets collected at th© doors. This may mean some increase of staff at the stations, but it should !.© nore satisfactory from a public point of view as well as to the department.. A label indicating sleep-ing-berth passewcer?’ destination would also be a convenience, and obviate the

waking op of passengeis unnecessarily. Tho fares should be printed upon tlio tickets, os wo imdo.'stsnd was fcinn-rly the practice. PARCELS TRAFFIC. The parcels traffic on the New Zealand railways is a considerable one. For the year 1023 receipts were £304,306. The present method of issuing consignment notes waybills, as in the case of goods traffic, necessitates a great deal of clerical labour and delay, both at tho despatching and receiving stations. We are of the opinion that considerable economy would result in the adoption of the Btamps system, as used in England and elsewhere. Under this system, parcels up to a determined value are not waybilled, adhesive stamps to the value of the freight being affixed to the parcels. Travelling inspectors are employed to keep a check upon the work performed, and in practice it is found that considerable advantages accrue by its nse. We recommend chat tho Railway Department should take steps to bring this Vystem into operation. GOODS TRAFFIC AND TRAINS. As in the case of passengers, so with goods traffic the road, motor has became a serious competitor of the railway. No arrangement exists at present for the collection Of goods from their source or delivery to destination. It is in being able to haul goods from door to door that the strength of this competition lies. Evidence from all quarters shows a general desire to consign traffic by railway rather than by road, if for no other reason than tho avoidance of damage' to the roads ; but the .advantages offered in convenience, if not in ocst, outweigh the publicownership aspect, which is so fully recognised by traders. Without doubt the Railway Department could, • by establishing a well -organised fleet of road motor vehicles speure practically all the traffic to the nail, the alternative being a combination on mutually advantageous terms between motor-own-ers and the Railway Department. We are disposed to recommend the latter ocurae, at any rate, as a trial. If within a defined area adjacent to conveniently grouped, a motor service for collection and delivery could be arranged bv agreement with motor-owu-orii on the basis of payment by the department of so much per ton on goods hauled to the stations, and provided ayeo that the charges levied upon traders by the motor-owners were subject to departmental approval, we think a service _ satisfactory to the public and the railway would result. This would meet the evidence given at Murchison upon the subject of collection and delivery to and from the railhead of the Nelson section. At the same time we ceoommend that in one, or possibly two localities the department should set up j its own service as a guide to the value of the arrangement made with motorowners, and as forming a nucleus for extension if the joint transport agree- j ment fails. It would be desirable to de- j tail a suitable officer attached to each j general superintendent’s office to or- ! ga.nise and supervise any such scheme j as we suggest. In some instances it j might he advantageous to reduce raieq, : hut it 'is clear that in the majority of ; cases it. is not rate but facility that is j 'he governing factor. j As noted previously, nearly all tlja I '.rains are mixed; theee give a iaiir ; pods eemce. and there are but few j omplainis of the time taken in trafeit. Tho practice of staging from rjae ; übierminal to another is not conducive o economy. There should be more! hrough goods trains, to the relief of j -übterrainals. It may be convenient to : :eep engines within a certain district, tut when goods traffic is held up and ; tests increased by regard solely to en- j pne working an attempt should be • aade to get more remunerative j'nilege out of the engines by longer vans, j .respective of locomotive districts. | ."his should not he difficult, given ooiperation between the traffic and loco- j ootivo branches. ; TRAIN GOAL'S. i The train load are light by reason I rf mixed trains and the limitation of tonnage per train. There is no reason why trains of 1000 tons should! not he hauled upon the level or where grades are easy. At the top of a grade where for many miles beyond ib is all downhill, as in the instance of the jline from Arthur’s Pass to Ghristchurcii, after reaching Csss, it is a waste bo haul to Ohristchuroh only the same Joa as between the tunnel and three •'miles east ■ of Cass. The provision of one or two : suitable sidings at the top of the grade i for accumulation of traffic, and the ; Wending of two or three trains into one For the down grade, would be ; economy of power. j RATES AND FARES. ! In common with the rates and fares ; of other countries, tho war has left; traces of disturbance upon railway ; charges in New Zealand, and some re- j arrangement both with regard to classi- ' fleation of merchandise and the inci- j donee of rates and fares is desirable. ; The increase of percentages— 2s per i cent, in the case of passenger-fares and : 40 per cent, upon goods rates—has not j been sufficient, in the absence of ' growth of traffic, to cover additions to; the wages bill, pins tho increaso in cost I of material since the war. PASSENGER FARES. Dealing first with ordinary passenger fares, which before tho war were baaed on ljd first and lid second class per mile, phis a terminal charge of Id, the increase of 26 per cent, has probably not affected the revenue to any appreciable extent, except the short distance traffic, but whom we come to tho period or excursiou fares designed to encourage tourists, which are made tip of the ordinary single fare plus 50 per cent., there is evidence that the volume of travel has declined seriously. We think it would be wise to reduce these fares to the sum of the ordinary single fare, plus 25 per cent. Very few day-excursion facilities have been offered on any part of the system. These might with advantage be extended considerably, a round fare being charged for short distances up to 30 miles al about tlio ordinary single fare for the return journey, and for longer distances something less than tho ordinary single fare, the desideratum being to get down, to the level of passengers' pockets and thus induce them to travel. In these cases slow trains fail to pro duco satisfactory results: there must be fairlv rapid transit. Week-end tickets, available from Saturday to Sunday or Monday, might again be tried. "We understand the result of previous attempts in this particular direction were not very successful. Occasional town to town bookings at the day-excusion fares have proved popular in some countries and might pay well in New Zealand. Complete advertisement is accessary in this, as in other attempts to attract passengers. Suburban farce, having as their objective an encouragement* to jive outside city limits, consist of ordinary fares at a slightly lees price per mile than in the country. Tne fares for

short distances of from one to three miles are too high to compete with the I roa<3. It would be advisable to charge 3d second class for distances up to three milee and grade fares beyond that limit up to the standard per mile. Our observations r.-i these short distance fyr<>s d*"’ 'Tho country as welt as tho pi:' • f There is no particular reason v. f liiiarv passengers, as distinguished from weekly or sea-son-ticket holders, should travel cheaper in the suburbs than in the i towns. The best incentive to tho selec-

I tion of a suburban residence in preference to the town lias been found in the issue of cheap weekly, monthly, or yearly season tickets. In addition, if ; on one day of the week excursion tickets are issued by midday trains from | suburban stations io the town, available for return by any train, including a late train after theatres close, a still further inducement is provided. i GOOD RATES. ! We understand that a revised class? - 1 fioation of goodis traffic is in course of 1 preparation, and will shortly be pubj lished. Experience has proved the imi practicability of framing a classifica- ! tion pleasing to all interests; but it is 1 advisable, before bringing a new classification into operation, to publish it and give time for those who may complain to give their reasons for asking that any particular commoditv should to put into a lower scale. The objective of a. goods clasification is to secure a given amount of. revenue to cover expenditure, including interest, bv an equitable division of conveyance charge as between the various classes of traffic, hffving regard to the character. value, and other considerations at. taching to • each item. - The present classification is based mainly upon what the traffic wifi hear in the shape of a conveyance charge. Other factors, such as emcouragement of local industries, and, to some extent, cost of haulage, were elements in the decision to include produce and articles in a certain class. Tn addition to tho general tariff, many special rates, designed to meet competition or help certain industries, have been given. Some- of these are obsolete, and should be cancelled, others/probably need revision, but could not bej merged in the general, system (> r>f rates without disturbance of. trade. There: have not been manv 'complaints regarding rates, but there has undoubtedlv (been loss of traffic by motor competition. We do not think, however, as Stated elsewhere, that rates have had so much effect upon the traffic as the facility of door-to-door conveyance. The experience of the past four years has shown that there is no margin for reduction of rates, unless bv an doing more traffic oan he secured. Any reduction, therefore, ehould he mime with great care and caution. There are some rates, particularly those ajTplioablo to ooal, which should bo increased. For certain distances, when traffic is hauled over steep grades, tfce freight charges secured at present involve a loss which has to be made up by other industries. The conveyance of lime free over cerj tain distances, whilst helping agriculture—that is, if the fanner gets the advantage of it—is unfair to the Railjwav Department. We understand this I is being remedied by arrangement with * the Department of Agriculture. Again, i ! road stone is charged at rates invo’v- j ing direct loss, which h3s to he met Jby other users of the railway. This ! material should at least nay a rate i equal tn that for brown real. We have j included this, and the line charges in j our estimate of future revenue, j Minimum Truck-load Rates —There 1 are to-dav reduced rates for minimum i truck-loads. These might he increased | to include other articles. j DIFFERENTIAL RATES. I The practice of charging less for im- > ported than for local produce has been 1 the subject of comment. This is a ■ question of policy rather than a railway ’ matter, and we must leave it at that. ! The tapering of rates according to j distance needs careful study before de- : cision. The taper should not he too | : steep, especially as with the linking up i iof detached sections of the railway ! j longer throughout-distance conveyance : ■ will become possible. j j CATTLE .AND MACHINERY FOR I j SHOWS. J In the interest of the railways as j j well as of encouragement to agricul- j ' ture it is desirable that stock and ma- ! chisery exhibited at shows should he ! conveyed free upon the return journey.