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The New Zealand Railways Magazine, Volume 3, Issue 9 (January 1, 1929)

Contrast Of Seasons

Contrast Of Seasons.

While New Zealand railwaymen are revelling in the season's sunshine, railway employees in Britain are facing the very worst weather conditions of the year. Here in the Old Country, for the engineer and operating man, winter's tasks out on the line are of anything but an enviable nature, and severe snowstorms frequently seriously disorganise traffic working and bring numerous operating troubles in their wake.

Snow Ploughs.

There are many features of winter railway working in Britain which present considerable interest to railway employees in other lands. Apart from the special calls made upon one and all in connection with the handling of Christmas and New Year passenger and parcels business, there is a fund of interest associated with the working of such equipment as snow ploughs, steam heating of passenger carriages, and the like. The operation of the snow ploughs, which are employed for clearing the exposed tracks of the north-going lines, is a winter's task of the first importance. Although it is in Austria, Switzerland, Norway, Sweden and other continental lands that the largest type of snow plough is employed, machines of formidable dimensions and immense power are to be found at work in Britain during this season. These vary from relatively small ploughs affixed to the front of a locomotive, to enormous steel ploughs resembling a battleship's prow (in miniature), which, thanks to the driving force of half-a-dozen powerful locomotives coupled up behind the plough, cut through the deep snow drifts with ease.

A typical snow plough employed in Britain is that of the London, Midland and Scottish line. This is 33ft. long and weighs approximately 26 tons. The plough has been built upon the framework of a discarded double-bogie tender, and has at the front a straight scoop just clearing the rail level, with a blunt nose rising to the height of the plough. The rear half of the plough bogie carries a reinforced van equipped with seating and cooking facilities for the accommodation of the crew. It is on the exposed routes in north-west England that these snow-ploughs are very frequently employed, and, more especially, on the old “Midland” route to Scotland, where the train crosses the lofty Pennine Mountains and many miles of extremely elevated and exposed track.

Steam Heating.

At this season of the year steam-heating of passenger carriages is common throughout Europe, and in Britain there are few cosier spots in winter time than a corner seat in one of the “crack” expresses. Here, steam heating is accomplished by employing steam from the locomotive. The steam is taken from the boiler at full pressure and page 19 passes through a reducing valve before entering the train supply pipe. This reducing valve is adjustable according to requirements, the pressure required to carry steam through a long train being necessarily much greater than that for a short train. The steam pipe throughout the train is wrapped in non-heat-conducting material, and, for the discharge of water accumulating through condensation, special “drip-valves” are installed at suitable points along the train pipe. These are operated automatically through the expansion and contraction of ether in the diaphragm of the valve.

A Winter scene on the Austrian Railways.

A Winter scene on the Austrian Railways.

The heater in the carriages consists of a metal tube some five inches in diameter and varying in length according to the size of the carriage. Inside the heater is a cane rod, one end of which is fixed, the other end impinging upon a ball-valve which controls the admission of steam to the heater. Becoming hot, the heater expands slightly, but the length of the cane rod remaining unaffected by the change in temperature, the ball-valve is thus allowed to rest on to its seating, preventing the admission of any additional steam. As the heater cools it contracts, and the cane rod, being constant in length, forces the valve off its seat and automatically steam is again allowed to enter. Provided inside the carriage is a regulator enabling the passenger to adjust the degree of heat to his liking.

Electrification Systems.

In the London area considerable activity has recently been recorded by the electrification of the Southern Railway. Now comes a move to provide extended electric services in the city of Manchester, the largest home centre outside the metropolis. The tracks concerned are the joint lines of the London, Midland and Scottish, and London and Northern systems, between Victoria station, Manchester, and the suburban resort of Altrincham, nine miles distant. Work has already begun on this important electrification, the overhead system being supplied with current at 1,500 volts, direct current. The change-over from steam to electricity will enable the train service to be speeded up appreciably, and, to a considerable degree, the competition of the road carrier for the heavy suburban business to be met. A “regular interval” departure service is to be introduced, and entirely new passenger carriages of the compartment type, with side doors, are to be utilised.

Manchester already possesses an important electrified system of the L.M. and S. Line, between Victoria Station and Bury. Some 28 ¼ miles of single track are involved, electrification being first embarked upon in 1914, on the protected third-rail direct current system at a voltage of 1,200. All trains are controlled on the multiple unit system, standard trains consisting of two motor cars and three trailers. The motor cars are equipped with two motor bogies, each of which supports two 200 h.p. 1,200 volt traction motors. These cars also contain the exhausters for brake operation. Shoe beams and shoes for picking up the current from the protected third rail are fitted on either page 20 side of each bogie, as well as on one bogie of each trailer car.

Safety of British Railways.

Safe travel is the first essential of railway operation. During the year 1927 the British railways maintained their admirable record for travel safety, and throughout the whole year only 27 passengers were killed and 518 injured in train accidents. The 1927 train accidents also involved the deaths of two railway employees and injuries to 117 employees of the Home lines. Of the 27 passengers killed, 25 deaths arose out of two mishaps of an exceptional nature. As regards level crossing accidents, Britain holds an enviable record compared with other European lands, and with the great railway systems of America. Forty-two persons were killed at level crossings in 1927. When it is borne in mind that of every 61 million passengers conveyed over the British lines only one person was killed in train accidents in 1927, the high degree of safety attained in this country is clearly apparent.

Lake Lugano on the Swiss State Railways.

Lake Lugano on the Swiss State Railways.

Automatic Signalling.

In certain recent train accidents the Government Inspecting Officer is of the opinion that the accidents would probably not have occurred had automatic signalling been employed. The position as regards automatic signalling in Britain is interesting. By degrees all the four group railways are introducing automatic equipment for signalling purposes, but, as yet, only a small proportion of their tracks are so equipped. Now and again there comes a call from outside sources for the introduction of legislation compelling the railways to utilise automatic signalling on all main lines. The Government experts, however, appreciating the steady progress being made in the extended utilisation of automatic signalling, and recognising the enormous expense that would be entailed by the railways through any legislation of this nature are unanimous in their opinion that, at the moment, there is no call for such drastic action.

Advance of Swiss Railways.

Switzerland possesses one of the most successful and enterprising Government railway systems of Europe. Travellers from every land have spoken of the progressive policy which is invariably followed by the Berne railway authorities, and in the electrification field, especially, the Swiss transportation folk have set a lead for all the world to follow. The recently published report of the Swiss Federal Railways for 1927 makes an excellent showing, a net profit of about £200,000 having been secured for the twelve months.

Approximately 2,000 miles of track are owned by the Swiss Government lines. During 1927 the system handled 111,000,000 passengers, an increase of 8 per cent, over the previous year. Freight business rose by 6 per cent. from 16,800,000 tons in 1926 page 21 to 17,800,000 tons in 1927. Considerable sums have been saved by the Swiss railways as a result of the extensive reorganisation of the workshops, while the introduction of electric working has also been of service in the securing of more economical operation. At January 1, 1928, the Swiss Federal Railways owned 323 main-line electric locomotives, a figure which is far ahead of anything found elsewhere on the European railway systems. A feature of recent note is the introduction of thirty locomotives, equipped for one-man control, for slow passenger and freight train haulage. This form of working has been found to be most economical, and gives every satisfaction from the viewpoint of service.

Mankind's Great Debt to the Railway Employee.

It is in the construction of railways in remote portions of the world that mankind's debt to the railway engineer is most emphasised. In a recent address read by Sir William Ellis to the engineering section of the British Association, tribute was paid to the wonderful work performed by railways as Civilisation's agents the world over. It might truthfully be said, remarked Sir William that the development of the potential wealth of any country depended mainly on the means of transport, both personal and industrial. Where railways are efficient and harbours well equipped prosperity is sure to be found. The comfort and safety of modern travel, stated Sir William, was one of the glories of modern civilisation. Railwaymen had every reason to be proud of their management of the complex organisation represented by the great railway systems all over the world. To-day one was much safer travelling in an express train than he was in crossing the streets of a large city. Railwaymen, normally, do not require any reminder of the importance of their task, but now and again it is pleasant to find appreciation of their labours coming from outside sources. There are many tasks on the line which may seem but very remotely concerned with mankind's progress, but the individual may rest assured that every tiny cog in the great railway machine serves a most essential purpose. In the conscientious execution, from day to day, of his own particular task, the railwayman is contributing in no uncertain fashion to the progress of civilisation.

On the London and North Eastern Railway. The Royal Train with His Majesty the King on board, passing through Doncaster.

On the London and North Eastern Railway.
The Royal Train with His Majesty the King on board, passing through Doncaster.