The official handing over of the first of six Goodwin-AIco diesel-electric locomotives at Adelaide on December 18, represents a further stage in a plan to reduce operating costs and offer better services to railway users.
     The new locomotives are the first of the DL-500B "World" model, the first to he built in Australia, and are intended for service on the S.A.R.'s difficult South Line between Adelaide and Tailem Bend and eastwards to Serviceton, over a much easier track, and southwards to Mt. Gambier. They will run both freight and passenger trains, including The Overland, on the South Australian portion of its journey.

Preparing to leave Enfield, N.S.W. on delivery to Adelaide

     Built by A. E. Goodwin Ltd., Sydney, under licence for Alco Products Incorporated, U.S.A., the contract for these units was placed by the S.A.R. in November, 1954, construction work commenced in the middle of May, last year, and the delivery trip of the first locomotive, No. 930, was made on December 9.
     The locomotives are of the same design and construction as those currently made by Alco in the United States, and in European countries under Alco licences.
     Only the diesel engine and electrical equipment have been imported and the total dollar content amounts to 50 per cent. of the total locomotive cost, resulting in a considerable saving in overseas exchange.
     A full spare parts and overhaul service will be provided by the builders.
     The diesel engine is the Alco Vee-type, with 12 cylinders each having a bore of 9in. and lO½in. stroke, developing 1,780 h.p., of which 1,600 h.p. is available for traction. The engine is turbo-charged, and each cylinder has two intake and two exhaust valves, water cooled cylinder liners and heads, oil-cooled pistons and forged steel connecting rods.
     Engine speed ranges from 400 to 1,000 r.p.m., and intermediate speeds are selected with engineman's throttle lever, which controls the setting of the regulator.
     Water is circulated through engine, radiators and lubricating oil cooler by a gear driven centrifugal pump integral with the engine. A mechanically driven horizontal fan draws air through the radiator and exhausts it through a screened opening in the roof.
     Air flow through radiators and the temperature of cooling water are automatically controlled.
     An electrically driven transfer pump, located in the engine compartment, feeds fuel from the supply tank to injection pumps. A full pressure lubrication system is supplied by a gear type pump integral with the diesel engine. An automatic device stops the engine in the event of low oil pressure.
     The control stand in the cab of the locomotive is conveniently situated and contains throttle handle, reverser handle, and selector handle. Also mounted on the control stand are an array of switches which include those for generator field, fuel booster pump and control circuit, number, marker, headlights, and windscreen wipers, with pushbuttons for engine stop, and signal lights for high water temperature, low oil pressure.
     As these locomotives are not fitted with steam generators for train heating, the space occupied by the watertank has been used for additional fuel space.
     The main fuel oil tank, having a capacity of 1,345 gallons, is carried under the locomotive frame between the bogies. Lubricating oil and cooling water tanks carry 170 and 285 gallons respectively.
     Gear ratio of the traction motors is 93/18, and the continuous rating with this gearing is 43,900 lb. at 11.3 m.p.h. Starting tractive effort at 25 per cent. adhesion is 58,800 lb. Maximum speed is 71 m.p.h.
     The locomotive is mounted on two six-wheel bogies, fitted with Timken roller bearing axleboxes. All axles are motored, and the driving wheels have a diameter of 40in.
     Bogies have a wheelbase of 13ft. 9in., and are centred at 30ft. 6.875in., the total wheelbase being 44ft. 3.875in. The length over couplers is 58ft. 6½in., and the units are designed to run through a minimum curve of 274ft. radius.
     Total weight is 102 tons, and the locomotives have an extreme width of 9ft. 4in., and height to top of roof is 12ft. 9½in.
     The locomotives are designed for multiple unit operation with up to three units, and dynamic braking will assist in the handling of freight trains down the long grades through the Mt. Lofty Ranges.
     Other equipment fitted includes speed recorder, air whistles, and standard S.A.R. marker lights and staff exchanges for use when operating over single line sections. Future Plans      Times for steam trains with 500-ton loads and 4-8-4 locomotives range from 5½ to 6 hours for the 73 mile run, dependent on crossing movements with speeds of 10 m.p.h. on ruling grades. With two 900-class diesel-electric locomotives the load is increased to 700 tons, overall time is three hours or a little more, and 18 m.p.h. is maintained on the 1 in 45 grade.
     Owing to the long haul between Mitcham and Mount Lofty, 14 miles, with its long sections of 1 in 45 grades, with heavy freight trains it is desirable that train running speeds should not be less than that quoted for the continuous rated tractive effort of the diesel locomotive used.
     The new units have a continuous rated tractive effort of 42,900lb. at 11.3 m.p.h. At 13 m.p.h. the tonnage rating of the new units is 500 tons on a 1 in 45 grade with 10 chain curves—well above the minimum continuous rating speed. It is therefore proposed to haul 1,000-ton freight trains through the Mt. Lofty Ranges at this speed. Running time is estimated at 3 hours 22 minutes, with two units hauling a trailing load of 1,000 tons.
     The total freight traffic moving between Adelaide and Tailem Bend is approximately 919,000 tons (net) per annum, and represents a total gross tonnage of 2,180,000 moving over the South line per year. The latter figure allows for a percentage of empty freight vehicles in the composition of each train.
     With the current operation of steam and diesel-electric locomotives in freight train service between Adelaide and Tailem Bend the total number of freight trains in either direction is 70.
     With steam locomotives it is only possible to get seven round trips per week, and operation of the train between Mile End and Tailem Bend constitutes one shift for the enginemen.
     The reduced running and roundhouse times with the diesel-electric locomotives makes it possible for these locomotives to make two round trips per day, and for the return trip to be made with one set of enginemen.
     The movement of 1000-ton train loads at speeds approximating those of suburban passenger trains permit not only a closer follow-on movement, but also an increase in track capacity by the reduction in the number of trains. Consequently the time when it becomes necessary to extend the double tracking of the Hills line beyond Belair has been postponed.

     The Royal train, in which His Royal Highness the Prince of Wales has travelled over the New South Wales Railways, consists of nine cars. The N.N. class and other engines which hauled the train have been beautifully painted in royal blue, with a high finish, and are decorated with the Prince of Wales' feathers, and a crown mounted high in front. The condition of the engines and carriages reflects great credit on the Eveleigh Paint Shop Staff who executed the work of painting and decoration. The cars, in the order as shown in the photograph, are Commissioners' car, Royal car, two sleeping cars, dining car, kitchen car, attendants' car, sleeping car, express brake-van. The car in which the Prince travelled was designed and constructed in 1900, and was first used by the present King and Queen, on the occasion of their visit to Australia as the Duke and Duchess of York, and was subsequently used by Lord Hopetoun, as Governor General, after the opening of the Federal Parliament in 1901, and by his successors. The car, which is 74 feet in length over buffers, is constructed of timber, the structural framing being of teak, mounted on six-wheeled, steel-framed bogies.
     The entrance to the car is from a small platform at one end into the observation room, constructed with pressed zinc, elliptical ceiling elaborately embossed, and finished in flat white. The walls are panelled in clear oak, emboldened with bases fluted pillasters, with Corinthian caps. The Spandrail panel corners are carved, the design being flannel flowers, Christmas bells, and other Australian wild flowers. The furniture is of clear oak, and consists of bookcase, secreterette, and table, with couch and four chairs, trimmed in morocco, with cover to match general furnishing.
     From the observation room access is obtained to a corridor 36 feet long running along one side of the car to the dining room. This is panelled throughout in cedar, the fluted pillasters with Corinthian cap and carved spandrail, as in the observation room, being perpetuated. The art ceiling in flat white gives a rich effect. The end of the corridor opens into the dining room. This compartment is similar in design to the observation room, the ceilings being a counterpart. The walls, however, are of solid oak, a feature being inset circular niches, as art treasure receptacles. The furniture consists of carved sideboard, dinner wagon, telescope table, and chairs for six, trimmed in morocco, all of which are pollard oak, in harmony with the general scheme of the apartment.
     From the corridor access is gained to three bedrooms, these rooms are panelled in ivory white, picked out in gold scrolls, relieved with bases and fluted pillasters, with Corinthian caps in clear oak. The spandrails are elaborately carved, the prevailing scheme being wild flowers. The ceilings are domed embossed zinc, and are flat white, the four ventilators in each room being covered with plaques, representing the Prince of Wales' feathers; each room is provided with hip and shower bath, together with wash basin and lavatory accommodation. The dressing room windows are framed in clear oak,, carved with rose, thistle, and shamrock. The floors throughout are carpeted with Wilton Royal blue, in harmony with the surroundings, and blinds throughout are in blue to match. The central of the three rooms is that set aside for the accommodation of the Prince, and as an addition a hot and cold water shower is provided, the water being heated in a copper tank by the electric thermos system. The first room and the central one for the Prince's own use are each fitted with solid brass bedsteads, and the third room with a double bedstead. The lighting of the car throughout is provided by a two-way scheme, gas and electricity.
     The Prince made his first railway journey in this State on the 20th ultimo, when he left Sydney at 10.35 p.m. for Canberra via Queanbeyan; a copy of the time-table used is reproduced herewith. On arrival at Sydney Station to join the Royal train. His Royal Highness was received by Mr. C. A. Hodgson, M.A. (Camb.), on behalf of the Railway Commissioners, Mr. James Fraser, C.M.G., Chief Commissioner, being unfortunately too ill to be present, or to accompany the train. The Royal train arrived at Queanbeyan at 10 a.m. on Monday, 2ist, on scheduled time; engine No. 1315 N.N. class, working the train to Goulburn, was in charge of Inspector J. Irving, Driver C. Middleton, and Fireman F. Hansen, Mr. E. E. Lucy, Chief Mechanical Engineer, rode on the engine from Sydney to Moss Vale. Mr. J. Pead, Assistant Superintendent Locomotive Running, supervised the locomotive arrangements at Sydney and Goulburn. At the latter station the N.N. class engine was detached, and two P class engines, Nos. ii and 12, Drivers Landers and Donald, Firemen McKillop and Neilly, worked the train on to Queanbeyan steadily and punctually. Messrs. C. A. Hodgson, Chief Traffic Manager, and P. S. Hunt, Manager of Railway Refreshment Rooms, also travelled by the train. The catering arrangements were carried out by the Railway Refreshment Rooms Branch. The return journey was successfully run, the train arriving at Sydney two minutes late, having run at express train time-table speed from Goulburn, where it departed ten minutes late.
     Before leaving Goulburn the Prince sent for Mr. Pead, and Drivers Morgan and Frost, who worked the train from Queanbeyan to Goulburn, and complimented them on the pleasant run they had given him. The Prince appeared delighted with the train arrangements,, and it is believed that he found the train quite equal to any train he has ridden on during his tour, not even excepting the famous Canadian Pacific train. At Queanbeyan, Goulburn engine, No. 722, P class, was specially noted for its beautiful decoration, which was the work of leading boilermaker Smith, of Goulburn Depot.
     The Royal train made its second journey on Thursday, 24th ultimo, when the Prince paid a visit to the historic town of Windsor, stopping at Parramatta for 10 minutes en route; on this occasion S class engine No. 663 hauled the train. The Prince travelled per motor-car, and launch to Brooklyn (Hawkesbury River), where he again joined the Royal train for Toronto. On the 25th ultimo, His Royal Highness journeyed to Newcastle, and returned to Sydney the same afternoon, embarking after arrival by H.M.S. "Renown" for Western Australia. Two P. class engines Nos. 11 and 12 were used on the Royal train between Sydney and Newcastle and return. The Prince throughout his railway journeys, and everywhere, received most loyal and enthusiastic welcomes.

     For a considerable time the railway world of England and America has been upset with an agitation for Government ownership of railways. Up to the present we have had nothing to say on the matter; but after an examination of the conditions prevailing under the two systems, and a practical knowledge of State ownership, we take this opportunity of bringing the following facts under notice. The whole fabric of modern industrial life and the general welfare of the people depend upon the railways. It is, therefore, of the utmost importance to have a railway system as efficient, serviceable, and successful as possible. In 69 countries, including Germany, Austria, Belgium, Norway, Sweden, Denmark, Russia, Italy, Japan, and Australasia, railways are owned by the State. In nine countries, including Algeria, Cuba, Paraguay, Great Britain, Spain, and U.S.A., the railways are owned by private companies. A careful scrutiny of the results obtained under each system shows that under State ownership conditions of labour have been improved, economies effected, and the general condition of the countries rendered more stable. The greatest argument we could put forward in favour of State railways is Australia, where we have an excellent and economical means of transportation, an ever-increasing source of public revenue to the Treasury, and a corresponding decrease in taxation. We will, however, treat the matter negatively, and set down a few facts in respect of the great American railways, as vouched for by Mr. E. J. Bentell in "The Railroad Trainman." In America passenger cars shabby and obsolete and locomotives fit for the scrap heap have been kept in service. In addition, at least, 100,000 miles of rails have become unfit for ordinary need of current traffic. We know of no such thing under State ownership. Statistics given out on 4th June, 1914, show that on American railroads 2792 persons were killed and 50,775 injured during the last three months of 1913. Fancy, 10,000 killed and 100,000 injured every year on the railways of America! According to the Inter-state Commerce Commission, an examination of the tracks after a serious derailment disclosed 906 rotten ties within a distance of 137 rail lengths. Altogether, the track was bad, poorly ballasted, and absolutely unsafe for passenger traffic. No Government railway has any such unenviable record.
     With net earnings of four hundred million dollars per annum a very great amount of fraud is possible on American railways. "Watering" is a name commonly given to a certain practice on American railways. "Watering" is carried out in the following manner:— Suppose a company invests a million dollars in a railroad, and, after charging 3 cents a mile for passengers and 1 cent per ton mile, the profits are 500,000 dollars. On the grounds that profits are excessive, a reduction in fares and freights is immediately demanded by the public. The promoters then "water," by doubling the capitalisation without investing any more money in the enterprise. The account then shows only half the real rate of profit. Thus, by overcapitalisation, their excessive rates are concealed. Needless to state, such practices do not exist under our system. Everywhere under State ownership, eight hours constitute a day's work. How different in America! It was only after a most terrific struggle a few years ago that Congress was finally forced into passing a law limiting hours of railway employees to sixteen hours per day. In Colorado and Nebraska the limit was 18; in Minnesota, 20; and in New York and Michigan, 24 hours. Under State ownership employees are liberally dealt with in respect of holidays and sick leave. Contrast the liberal treatment in our own land with America. By far the larger part of the employees work every day in the year, including Sunday. A great portion work at night, and in certain cases, altogether too frequent, Sundays and nights as well as days. Without probing deeply into this much vexed question, we are fully convinced, after a thorough study of the subject, that State ownership serves to improve the conditions of employees, not only in respect of wages and hours, but in other directions. The public are afforded a safer, cheaper, and more efficient means of transportation, and a forward step is made in the adjustment of social conditions generally. Private ownership is a failure, because service is inadequate and unsafe; rates are excessive; stock-holders are pillaging up prodigious fortunes at the expense of the public; they foster fraud, and are financial failures.

     Recently one of the largest and fastest bridge restoration jobs ever undertaken in an emergency by New Zealand Railways was successfully completed to reopen the Wellington-New Plymouth railway to through traffic. In only 35 days, working around the clock, a temporary trestle structure 169 feet long was erected to carry the railway 120 feet above the Manawapou River, about 8 miles south of Hawera, where a sudden flood of unprecedented intensity caused the collapse of portion of the viaduct that had served since 1913. Investigations are now in hand by N.Z. Railways Department to determine in what manner the present temporary structure will be replaced by a more permanent one. Here a test train is pictured on the reconstructed Manawapou Viaduct.

     Apart from the astonishing development of the rail-car, the most striking feature in the progress of diesel traction within the last twelve months has been the rapidity with which the super-speed streamlined train has come into favour. At the beginning of 1934 the Flying Hamburger was the sole representative of this class at work. Now there are in service 17 units of nine different designs (excluding the 35 Maybach-engined trains of the Netherlands Railways, which have topped 90 m.p.h.), and 41 further vehicles are on order, 30 of them being due for delivery this year. Of the trains now in service, the Burlington Zephyr and the Union Pacific six-car train have travelled at 112-113 m.p.h. (the 120 m.p.h. claimed for the latter has never been properly authenticated); the Flying Hamburger has reached 110 m.p.h., the Flying Yankee 101.3 m.p.h., the Nord triple-car trains 98 m.p.h., and the single-engined 410 b.h.p. train of the Belgian National Railways, 88 m.p.h. Of the nine designs at work, only the Nord trains are non-articulated, and of the nine designs on order, articulation has been applied to all except the Nord and Gulf, Mobile & Northern sets. The outputs vary from 11.5 to 4.8 b.h.p. per ton of tare, and from 10.2 to 2.2 b.h.p. per seat. The weight per passenger varies from 825 to 3,400 lb., the highest values being found in the U.S.A. luxury trains. The greatest problem confronting the adoption of such trains on densely-trafficked lines is signalling.

     The Railway Com-missioners are about to commence running a Rail Motor Service on the Lismore line from 1st October. A 5-ton Moreland motor lorry has been converted by lengthening the chassis 8ft. 6in., and replacing the front pair of wheels by a four-wheeled bogie. The motor provides seating capacity for 33 passengers. The car was designed by the Railway Commissioners' staff and constructed in the Carriage and Wagon Shops, Eveleigh. A trial run of the car was made on Friday, 19th instant, from Sydney to Waterfall and return, the Railway Commissioners being on board. The run was very successful, the car taking the 1 in 40 grade at a speed of 18 miles an hour. It is intended to give this car a thorough trial for three months on the Lismore line, with a view to installing a rail motor service on some of the branch lines. Provision is made for attachment of a small van to carry cream cans when necessary. The time-table for the Lismore line has been arranged for a speed up to 25 miles an hour. The motor was shipped from Sydney to Lismore on the 23rd ultimo.