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The New Zealand Railways Magazine, Volume 9, Issue 10 (January 1, 1935)

Our London Letter

page 33

Our London Letter

High-Speed Streamlined Passenger Trains.

Interior of L.M. & S. Third-Class Leyland Diesel Railcar.

Interior of L.M. & S. Third-Class Leyland Diesel Railcar.

NewYear is here again, bringing with it new hope and new inspiration for railways and railwaymen the world over. In Britain, the worst of the depression has passed: real progress towards prosperity was made in 1934, and during the New Year there seems every prospect of the continuance of better days and steady employment for railwaymen of every grade.

Looking backward, probably the outstanding features of European railway working during the past year were the remarkable increases in passenger train speeds recorded on many lines; and the marked betterment of railway salesmanship in its varied branches. Selling rail transport nowadays is just as highly scientific a business as marketing, say, motorcars or toilet soap. Advertising and salesmanship of the highest standard are resorted to to-day by all the progressive European railways, and the greatest success has attended the new scientific selling campaigns.

Records of fast passenger train running always have a fascination, alike for the railwayman and our old friend the “man in the street.” Study of the 1934 speed tables, reveals the fact that to the Great Western line goes the honour of operating Britain's fastest passenger train. This is the “Cheltenham Flyer,” which covers the 77.3 miles between Swindon and Paddington Station, London, in 65 minutes, an average speed of 71.4 m.p.h. Britain's second speediest passenger train run is found on the London, Midland and Scottish system, in a flight of 142 minutes for the 152.7 miles separating Crewe and Willesden Junction, an average speed of 64.5 m.p.h. On the London and North Eastern line, the speed table is headed by a Grantham-King's Cross run (105.5 miles in 100 minutes, equivalent to 63.3 m.p.h.).

Across the Channel, Germany, Italy and Belgium made noteworthy improvements in passenger train running during the past year. It is in France, however, that the most striking advancement of passenger train speeds is registered. On the Nord Railway (always a noteworthy highspeed line) there is a daily run of 136 minutes for the 147.7 miles Paris-Jeumont journey, equivalent to a throughout speed of 65.2 m.p.h. The Paris-Orleans-Midi system establishes a fine record with the “Sud Express” timing 60 minutes over the 70 mile section Poitiers-Angouleme, actually equivalent to 70 m.p.h. On the Paris-Lyons-Mediterranean line a Diesel railcar daily covers the 99 miles between Dijon and Laroche in 80 minutes, equivalent to the very high throughout speed of 74.3 m.p.h. Railcars on the Etat (State) system travel daily over the Paris-Trouville 136.2 mile route in exactly 120 minutes, or at an average throughout speed of 68.1 m.p.h.

The Railways and Safety.

Given sound track, rolling-stock and signalling equipment, high-speed running does not in any way lessen
Austrian 2-8-4 Locomotive utilised for hauling the “Orient Express.”

Austrian 2-8-4 Locomotive utilised for hauling the “Orient Express.”

travel safety. The European railways have for long enjoyed singular freedom from serious mishaps, and at Home the recently published official report on railway accidents for 1933 typifies the safety of modern railway movement. During the year only six passengers and eleven employees were killed in train accidents, while passengers injured in train accidents numbered 619—many of these injuries being of a minor nature.

How different a picture is presented by road travel, where death and injury lurk around every bend, and where the casualty roll in a single week greatly exceeds that of the railways over a period of years! It is a fact that in one year road accidents in Britain are responsible for more deaths than have been recorded on the railways since the days of George Stephenson. New Zealand railwaymen are rightly proud of their splendid safety achievements. The fine results achieved through “Safety First” by their colleagues at Home will hearten them in their effort to prevent loss of life and limb.

page 34

page 35

De Luxe Accommodation.

Fast and frequent passenger train services such as Europe enjoys are a tribute to the enterprise of the various railway undertakings, and to the sane co-operation existing between the railways of the different countries that enables crack international trains to cross the continent with a minimum of delay at the different frontiers. There is another organisation, however, that plays a big part in European long-distance travel, and this is the International Sleeping Car Company.

Founded in 1873, the International Sleeping Car Company provides rolling-stock for some of Europe's most famous trains, this stock including luxurious dining, sleeping and Pullman cars. Among outstanding trains for which the undertaking is responsible are the “Nord Express” (Paris-Berlin-Warsaw), the “Orient Express” (Paris-Munich-Salzburg-Budapest), the “Simplon-Orient Express” (Paris - Milan - Trieste - Belgrade-Constantinople), and the “Sud Express” (Paris-Madrid). In addition to furnishing De Luxe rolling-stock for long-distance trains such as these, the International Sleeping Car Company provides all the necessary train staffs, such as train attendants, cooks, waiters and interpreters. On the majority of the Company's trains a small extra charge over and above the ordinary passenger fare is levied for the use of the De Luxe accommodation provided, but compensation in abundance for this surcharge lies in the additional comfort afforded the traveller.

Apart from the luxury services that serve Europe, the increased attention now being paid by the railways to
The “Flying Scotsman” en route between King's Cross Station, London, and Edinburgh.

The “Flying Scotsman” en route between King's Cross Station, London, and Edinburgh.

the comfort of the “low-class” traveller, is enabling many who have hitherto fought shy of “third-class” to take advantage of the cheap fares quoted under this head. Austria, Germany and Switzerland, all may be covered to-day in real comfort in third-class cars; while in Sweden third-class is rightly so popular that few trains carry first-class carriages, and one-class trains will shortly be the order of the day.

In Denmark, upholstery has been introduced in the trim blue and green third-class stock of the State Railways. Italy, too, has put into traffic many new and more comfortable third-class vehicles. For short-distance journeys, the French lines employ somewhat antiquated third-class wooden stock. When travelling, however, between Paris and Calais, Paris and Brussels, or on similar mainlines, there need be no hesitation in making use of the splendid all-steel third-class carriages now in regular use. In Britain, the comparative luxury of the third-class car is universally recognised. The wonder is that first-class is patronised as it is. Second-class, of course, is to-day practically non-existent on the Home lines.

Door-to-door Service.

The announcement that the Great Western Railway of England has just ordered 396 motor vehicles for the development of its road collection and delivery services is indicative of the important part road transport plays in the activities of the modern railway. The Home railways at the present time actually own 6,442 goods road motor vehicles of varying types, from tiny “mechanical horses” to enormous heavy lorries for special work. The “mechanical horses” total about four hundred, and they are found to be of the greatest service in busy areas. Formerly, horses were employed exclusively for city collection and delivery work, and, as a matter of fact, some 14,600 horses are still owned by the four group lines. While, however, in 1927, the Home railways owned only two motor vehicles for every fifteen horses, there is to-day almost one motor vehicle for every two horses.

The door-to-door service that is the ideal of the progressive railway can only be achieved through the utilisation of up-to-date road-carrying equipment as a subsidiary to the fast freight train. To be a “transport-way” in the widest sense of the term must be the aim of every go-ahead railway undertaking.

“Don't you smoke?” queried the affable stranger (who was smoking like a factory-chimney himself) of the young fellow alongside as the Rotorua express sped on its way. “Wish I could” came the reply, “but” (with a laugh), “it always turns me up!” “It's easy enough to learn,” said the affable one, “get a tin of Riverhead Gold, and roll your own. That won't turn you up! Been trying to learn with a pipe, hav'nt you?” The other nodded. “That's no good, my dear chap! You take my tip and you'll soon be a smoker!” Three months later they met again—in Queen Street, Auckland. The young fellow pointed with pride to his pipe. “Took your tip,” he said, “it worked like a charm! I'm smoking Navy Cut No. 3 now. It's glorious!” “Nothing like toasted, my boy! Next to no nicotine in it. I don't know its equal. It is matchless! Only five brands, remember!—Cut Plug No. 10 (Bullshead), Navy Cut No. 3 (Bulldog), Cavendish, Riverhead Gold and Desert Gold.*