One of the most interesting branches of railway operation to-day is that devoted to the work of what is technically called “Train Control.” In the following article is a brief description of the working of the system, recently introduced on the New Zealand Railways.

The idea involved in the principle of Train Control is the achievement of a greater measure of economy in the operation of trains. In the Train Control organisation the central figure is the Train Control Officer in the Train Running Office at headquarters. This officer, who is in direct and continuous contact with all stations working under Train Control (and controls the movements of all trains in his area), is responsible for the correct and efficient functioning of the system. By means of a special selective telephone apparatus he is able, instantly, to call up any one or more of the stations and communicate instructions or information respecting the movement of any particular train.

On the New Zealand Railways, Train Control is in operation (in the North Island) between Auckland and Frankton Junction, and between Wellington and Marton, and (in the South Island) on the main line between Christchurch and Oamaru, and on the Christchurch-Culverden section.

How the System Operates,

The operation of the system may be described as follows:—The Train Controller has before him a train diagram on which is represented in ink drawing the ordinary service (express, passenger, mixed, and goods trains) that have to adhere to some particular schedule. On this diagram he notes in pencil, the movements of all trains as he receives arrival and departure times by telephone from the various stations, and alters crossings, by crossing order when rule demands, but usually by verbal direction. He also varies the work of trains as he may consider necessary to secure the best results in the matter of punctuality.

The completed diagram thus becomes a visual record of the day's working, and from it can be detected delays arising out of faulty scheduling.

The Chief Train Running Officer examines each morning the previous day's diagram, and, if necessary, enquires further into any matter he may consider requires attention. Train delays are dealt with over the telephone, and the time required at stations for shunting purposes or other station duties, is usually discussed with the Controller, who may fix a limit for such work as he thinks advisable. Particulars of delays are noted on the diagram. Any items that cannot be satisfactorily dealt with at once are, of course, brought under the notice of the Chief Train Running Officer to be dealt with as circumstances determine.

Another interesting aspect of the work of the Controller concerns the expeditious movement of traffic on the lines. He has particulars supplied (in the first instance by the tonnage officer) of all tonnage offering each day for transport. He verifies the information in detail with stations as the day progresses, and it is his duty to see that this tonnage receives the best possible despatch.

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Some Advantages Obtained from Train Control Working.

Under the operation of this system a closer supervision of the running of all trains in the control area, and of the work performed by these trains, is made possible. In consequence of such supervision better time-keeping is achieved, and the fact of a Controller being in a position to question the time taken for any particular shunt is a large factor in having this work carried out with a minimum of delay. In order to expedite the running of a train, the Controller directs, if necessary, that certain shunting work at a station be omitted. He may at times order the load of a heavy train running late to be reduced to enable it to maintain better running, and also, if possible, to recover some of the time which may have been lost.

The fact that all sub-terminal stations can advise Controllers, at a moment's notice, of any accumulation of tonnage, is an important factor in ensuring a better turn-over of wagons, and in lessening the possible delay in the delivering of goods at the destination station.

When “tight” crossings have to be effected, the Controllers have the position explained to the enginedrivers, who are thus enabled to co-operate in facilitating the work. In a congested area, as exists in many parts of our railway system, the Controller is of considerable help to stations in giving them the latest and most reliable information as to the whereabouts of trains. This information enables trains to be worked through with a minimum of delay.

Another and important advantage is that trainmen are encouraged to speak to the Train Controller direct on matters affecting the running of their trains. This tends to promote a greater degree of cooperation between headquarters and the staff along the road, and brings about that spirit of “team work” so necessary in the expeditious working of a railway system.

The Supreme Court of the United States has defined negligence as “the omission to do something that a reasonable man would do, or doing something a prudent and reasonable man would not do.”