Track Conversions.

A double track between two cities is undoubtedly of considerable value from the point of view of the railway selling forces. It is problematical, however, whether many double track routes can, nowadays, be fully justified from the traffic aspect. Double tracks are costly to build, maintain and operate, and, on careful examination, there would seem to be many instances where a well-managed single track could, with comparative ease, accommodate all traffic at present handled over double track. Signalling refinements have added enormously to track capacity, and it is a fact that a single track, run on scientific lines, can carry as much and more traffic, both passenger and merchandise, as an ordinary double track run on conventional lines.

The conversion of double into single tracks is not always at first welcomed by railway users, page 38 but experience has shown that where conversions of this kind have been carefully worked out and the public interests studied, equally efficient, and often better, service than was formerly given has been afforded patrons. A leader in conversions to single track is the Great Southern Railway of Ireland. This line, which serves practically the whole of the Irish Free State, and covers much agricultural territory not unlike that served by the New Zealand Railways has recently, through such action, actually given better service while achieving considerable economies in maintenance and operation.

Following the conversion to single track of many unimportant branch routes, the Great Southern is now embarking upon a conversion of this type covering the whole of the main line from Clonsilla Junction, ten miles outside the Dublin terminal, to Roscommon and Ballinasloe, a distance of 168 miles. During peak periods, traffic over this line is mainly in one direction, and it has been found that, owing to this lack of traffic balance, much of the advantage of the existing double track is lost. At every station on the new single track there is being provided a passing place of maximum train length, formed by utilising a part of the adjoining track, while most of the existing lay-by sidings will also be retained. The facilities for traffic handling, therefore, will be increased rather than reduced, and, with the employment of improved signalling on the electric train staff system, it will become possible to provide better train services with a single track than with the existing double line.