MOTOR RAIL CARS.

Otago Daily Times, Issue 19800, 27 May 1926, Page 7

MOTOR RAIL CARS.

TWO FOR SOUTHLAND. TO RUN ON BRANCH LINES. AT SWITZERS AND GLENHAM. With the increased cost of labour, coal, and general running expenses, railway companies throughout the world have for some years past been seriously occupied in attempting to devise some means of cheapening the operation of their short branch line services. Lighter engines and carriages were tried, and were temporarily successful; but as time went on the cost of running these also became unprofitable orving to the general increase in wages and the corresponding rise In the price 'f material. Electric trains were experimented with on suburban lines, and were found to be entirely satisfactory, but it was still considered that something more economical and mobile than the heai y electric locomotive, which involved roticuh tion, could he brought into use. Hern e the advent of the motor rail car. Flamly, speedy, powerful, and cheap to run, it has answered all requirements admirably wherever it has been tried, and in the United States and in Great lirlt^ Il large railway companies have adopted these machines with a great deal of success a. feeders to the main systems. For the oxtciit of its network of rn 1 ways. New Zealand has probably as many small branch lines as any country in the world, and the Railway Department has for some time past been experimenting unobtrusively, with « view to discovery what type of rail car would be most suit able for service on the shorter runs. Judging by the two motor rail cars landed at Dunedin wharf from the Kurow, from Wellington, yestor .y, department's efforts would appear to have been crowned with success, and anv criterion they snoum Of‘the travelling public admirably. i'u ears . which aie 1 a 7ft 11 in iii breadth, with a height of qft Sin are built on reinforced Ford ton The' cars'were Tetone, and are bolstered seats placed across t ’ ie to Ve f/ lose A room” luggage rack sir Jar to those on an ordinary railway carnage is avail able for baggage. Entry or exit is made bv mean.; of a room” doc on each side and one at the rear, whilst heavy luggage, mails, and ordinary freight can be accommodated in two large '- an v a ®; co^®l f hampers which take the place of the front " Power is derived from the usual Ford unit, which transmits through ge..i's in the ratio of five to one on top and 11 to one on‘second. A ;cversc gear is also provided. , , c , That the cars are speedy and power.ul has been amply demonstrated in a senes of trial runs which were held prior to shipping the cai - s to Dunedin. Mr > ■ A. Curtis, of the locomotive department, V\ ellington, informed the reporter that on a run from Woodville to Masterton an average speed of 31 miles per hour was maintained. The same car also took five passengers over the Riinutaka incline without difficulty. A'trip from Wellington to Palmerston North, returning by way of the Wairarapa, was also undertaken, and the behaviour of the machine was in every way satisfactory. With a reverse gear with a ratio of 16 to one it is obvious that the motor rail car cannot run backwards with the speed or the facility of a steam locomotive, and the difficulty of turning it has been overcome in a distinctly novel fashion.' Underneath the centre of the carriage is mounted a jack on which the body revolves, so that in effect each car carries its own turntable, by which the operation of turning can be carried out in a little less than four minutes. This, however. is only a temporary measure, as, should the carriages prove successful, turntables will be installed at the termini of the lines on which they are to run.

Mr S. E. Fay, operation and equipment assistant engineer to the Railways Department, in conversation with the reporter, pointed out a few ol the advantages of these motor railway carriages, which would not immediately be apparent to the lay man. The necessity for putting on special trains would be done away with, and instead of having to bring out a train and its crew, a station master would now be able to put on the line a car which, if the need arose, he could drive himself. On the Switzers branch line, on which it is proposed to operate one of these cars it will replace an engine, a carriage, and a van, whilst its driver will easily be a substitute for the train’s personnel of an engine-driver, fireman, and guard, so that the economy in cost of running at once becomes evident.

As yet no time-table for the new service has been arranged, and it will first be necessary to try out thoroughly the new machines on their respective routes before attempting to frame any running schedules. The two carriages will leave for the south to-day. and on arrival at their respective destination’ will be taken over hv the Invercargill traffic branch, which will inaugurate the new service on the Switzers and Glenham branch lines.