The War-time Difficulties of Railways.
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By Granville F. Bilbrough.
Napoleon attributed his success to a policy of "vigorously opposing effort to obstacles," and one is reminded of the phrase when considering the work of the Railway Executive. Not a few of the traders have remarked a new attitude of the railway officials to the commercial world, and have complained of an unnecessarily-arbitrary policy in their relations with the public. In some instances, they have noted a recently-acquired asperity, and consequently resented the new regime; but these things are probably local and trantitorg.
A Clean Sweep of Old Practices.
Animpartial review df the conditions under which the Executive took up the task, and evolved unity from the chaotic material at their disposal, extorts high praise from the most-uncompromising critic. They have driven hard, .reaching their goal by the curtailment of many of the privileges of the trader and the public. They have wiped all manner of restrictive legislation from the Statute Book, and also many provisions to which the traders have looked as protecting their especial interests. They have, further, under the same authority (Orders in Council in accordance with the Defence of the Realm Act), 4.1.rnied themselves with new powers, as for example the compulsory user of privately-owned wagons. Under ordinary conditions these things would have been violently resented ; but, at the present time, there exists a general concensus of opinion that the rude necessities of the hour demand heroic measures on the part of all who are charged with the destinies of the country, and those operating the railways play a vital part. Had the means' of.communication and transit become congested chronically at the critical juncture, our efforts would have been paralysed at the centre, and the effects felt to the remotest horizons of our world-wide operations.
Germany's Railways Laid for War.
it is mere platitude to emphasize the enormous strategic value and possibilities of railways, and the part they play in modern warfare. Thiscountry never built its lines with a view to .their value in case of war, nor did the War Office have the final voice—as in Germany—as to the precise route a new line should take. In fact, it will be recalled that, a few years ago, the outer-zone line—projected to pass through North London, to give a large number of junctions between all the northern and southern companies into London, and thus to relieve the congestion caused by working traffic through the Metropolitan area over insufficient and heavily-tolled lines—failed to pass the Parliamentary Committee. It was strongly espoused by the War Office as being of strategic value, but the point that told with the Committee was the'fact, that it would rather disfigure a garden city in which certain M.P.'s were interested.
One recalls with' interest, therefore, the ominous. opinions of our experts when contrtesting our heterogeneous separately-owned systems with the unity of the German State Lines. It was commonly assumed as an axiom that our lines would fall us should the nations ever come to grips. And, theoretically, Germany had an overwhelming advantage. It already possessed an organization scientifically built up under one control, whilst its boads, advisory committees and local associations all co-ordinated the respective requirements of the military on the one hand and the trader on the other.
way Executive to weld our diversely-owned lines into a similarly-effective weapon ; it must be recognized that they have succeeded admirably, and with a minimum If friction, having regard to the revolution they were expected to achieve. It was a happy circumstance, as it chanced, that the growing approximation between the differing railway interests took such a decided turn a decade or so ago. We had then the working agreement.of the G.C. G:E.,'"and G.N.; the tri-partite arrangement of the LI and N.W., Midland, and L, and Y.; the agreement of the G.W.. and L. and SW.; the understandings of the Scottish companies. All these had partially provided bases suitable to a general understanding. What is more, they had adopted methods of inter-working, made arrangements as the diversion of traffic to remunerative and convenient routes, allocated districts and agreed spheres of influence in which one or other should predominate. These provided methods and furnished channels for the adoption of national control. The extensive departures from competitive practice, therefore, which had been the subject Of countless inquiries, by both Royal Commissions and Departmental Committees proved themselves of untold utility Lor meeting the stress so unexpectedly thrust upon us by the war.
Financial Problems Ahead.
Though the difficulties of joint operation are in the way of being solved, the same cannot be said with respect to the financial adjustments which will require to be made, and the compensations for user and for wear and tear. These, it is gathered, are being postponed sine die. They do not immediately affect transportation, nor prejudice the efficiency with which the railways are meeting 'demands to the limit of their capacity.
Common User of Trucks.
Another difficulty, which is now in the way of being solved, is that of common user of 'railway trucks. This was a problem inherent in dual ownership. Each company had its own stock, and operated it for its own purpose : though every suggestion was canvassed with a view to securing relief, it was found imPossible to arrive at an equitable basis, and the idea was repeatedly dismissed. It was reluctantly abandoned by more than one Royal Commission which had originally fostered it as a prospective benefit. The vesting of the companies under one control has now robbed the Sphinx's riddle of its main terrors, and a scheme has been devised for ensuring a very large measure of common user. Vehicles are accomplishing far more wock at-less haulage cost. The arrangement is also of immense value to the siding owner, who can utilize any truck in his siding without reference' to the name-plate. It avoids internal shunting, and obviates sending trucks out empty, as heretofore, even though his own requirements are unmet.
Trucks for Exceptional Traffic.
This Common user, however, applies only to ordinary wagons. Those vehicles which are exceptional in size and character, and designed to carry particular traffics, are still few in reference to the work they are required to perform„ and companies decline to permit the user to other systems. This is a phase of present railway difficulty which becomes more and more felt as the weight of exceptional traffic increases. Railways were built and stocked on the requirements of the merchandise in the districts through which they operated, and such a boom in munitions was never contemplated. There is, therefore,. a chronic shortage in the matter of : tanks for carrying acids, tar products ; vans forgunpowder and all the high explosive § now being turned out from works in remote areas to which such vans were never cent ; large bogie trucks for carrying the heaviest steel plates for armour work, and to meet all the other uses of heavy steel for constructive work. Owing to the shortage of foreign timber, there has been an overwhelming demand for round timber from remote country places, and to meet the necessities of the trader, who is compelled to pay carriage far in excess of charges on water-borne traffic, the Board .of Trade has also arranged for a reduction of rates on such timber.
Position of Privately-,owned Wagons.
In connection with the user of wagens, much outcry has been made with regard to the compulsory use of those which are privately-owned, and 'there can be. no dissent from the theory of the complaint. Briefly, by Order in Council, the immemorial right of traders to dispose of their own wagons as they deem proper has been practically annulled. If it be regarded as a permanent addition to railway law and policy, it can hardly be considered as playing the game; but, if it be regarded as an essential step for the better utilization of the power and stock on the metals in the conduct of the war, and that only, it must meet the approval of all, the only exception being the unsatisfactory remuneration paid to the trader for the utilization of his property.
-Help Rendered Overseas.
The question of the use of railway material is not merely confined to traffic movement in this country. It has been part of the work of the railways to supply vast numbers of engines and trucks for work at the Front, to ensure the more-rapid progress of our communications, as well as miles of track. All these are a burden they have borne in addition to maintaining the transport of merchandise here. Nor must we forget the hundreds of men who have been sent out for the operation of lines in other lands, although they can ill be spared over here. Indeed, the question of the adequacy of trained labour is becoming a serious problem, and it is the one great difficulty which more than any other clouds the outlook in the railway world. As in all businesses, there is a proportion of untrained which can be replaced easily without prejudice to effective working ; on the other hand, there are many who qualify themselves for efficient traffic operation, conduct of affairs, etc., only by Long experience and intensive training, and the considerable movement of these is dangerous to the efficient working of the lines. The demands are met with difficulty, and from many quarters I hear that the prospect is serious.
Transfers of Coast-wise Traffic: It is one of the phenomena of war that the railways are not only having increased traffic in the kinds that they carried under peace conditions : they are carryfag much that hitherto went by other means. This is especially emphasized by the water-borne merchandise. Down both the east and west coasts, large tonnages of coal and bulky material, as well a-s manufactures, were carried by tramp steamers, colliers, and regular steamship services. The submarine menace has rendered this means of transit very precarious— so much ao that, even granted the shippers are pre-' pared to carry, the insurance is so prohibitive that it pays to send by rail. All this material is now being thrown upon the rails. One of the main reasons for the high rates now ranging for coal in London and the south generally, is the fact that the sea is practically closed, and higher rates obtain for transport from the colliery districts. Recently, many instances came before my notice where coal from South York.shire collieries for gas-works in the south of Cornwall was now being hauled the whole way (via Banbury), whereas under the old conditions it was sent to Manchester docks, and there passed over to the shippers. The increased tonnage from coal -alone, in respect of this diversion from water, is enormous. It is testing the capacity of our railways. [Mr. Bilbrough's article was in our hands before the recent division of tbe country into producing and delivery areas by the Coal Controller.—ED.]
If the principal London gas-works,, owing to their unloading arrangements for taking in coal being essentially and unalterably made for sea-borne service, had sought to throw this traffic on the railways, things must have " snapped " somewhere. As it is, the London gas companies have to rely on the sea—and to bear huge marine and war-risk insurances in consequence. This is reflected in the price of gas.
Replacing Overseas Supplies of Ore.
The increases due to augmented supply were never more luminously revealed than in the speech of the Minister of Munitions a few days ago. He was pointing out how the manufacture of steel had increased from 5 to 7 million tons per annum; and in a short time it was expected to increase it to 10 millions. When it is further considered how much raw material is carried to produce this added tonnage ta the normal production, we get a glimpse of the difficulties and the.pressure placed upon the metals and the railway stock. The iron ore, which until recently -came from Sweden and Spain, is now being substituted by home production.
Failure of "C. and D." Facilities.
In the matter of the collection and delivery of traffic, on which the railways had hitherto prided themselves, and which had always been advanced as a reason for the superiority of private enterprise in railways as against public control, there has been a regrettable fallingsolf in facilities, and the traders are how frequently informed that if they want the traffic they must send a cart for it themselves' even though it be charged at rates which include collection and delivery. The shortage of labour and the dearth of horses are assigned as the reasons for this, but the appearances would dispose one to think that it is a steady policy of the railways to adhere _more and more to their role of rail carriers, and to throw the onus of cartage upon the public, thus approximating the Continental standard.. [What about allowances1— ED.] The Military Demands.
In referring to the difficulties of the railwais, we must not overlook the incessant demands of the military authorities, alike for the movement of men and equipment, guns and ammunition, baggage and horses. Vast numbers of men are being periodically shuttle-cocked from one point to another, generally over long distances—transferees from one home station to another, and to these must be added the enormous numbers who are continually being sent off to the Front, and returning from there for leave or wounded. There is, in some quarters, a disposition to quarrel with railway decisions, especially when they curtail our train services, deprive us of reasonable facilities during holidays, and act arbitrarily in respect of our traffic ; but a little knowledge may make one exceeding kind. Personally, I hold no brief for the railways, and my profession throws me into frequent dis.putes with them. None the less, one must recognize the severe difficulties under which they work, and admit with admiration the superhuman efforts which are-being made 'by them to cope with increasing pressure under adverse conditions.