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The New Zealand Railways Magazine, Volume 13, Issue 1 (April 1, 1938.)

A Great Passenger Terminal

A Great Passenger Terminal

Liverpool Street Station, London, and Flinders Street Station, Melbourne, have for long been famed as the world's two busiest passenger termini. Improvement works now being put in hand on the suburban tracks of the London and North Eastern line, between Liverpool Street and Shenfield, 25 miles distant, promise to bring in and out of the immense London terminus a greatly increased passenger traffic, and so our Australian friends will have to look to their laurels.

Of all Home railway stations, Liverpool Street handles the densest passenger business, under steam operating conditions. The station is situated on the eastern side of the capital, adjacent to the main business centres. In addition to a tremendously heavy suburban traffic, Liverpool Street is the hub of many important trunk services, including the well-known Royal Mail continental route via Harwich.

The biggest work being put in hand in the Liverpool Street area is the conversion from steam to electricity of the suburban tracks out as far as Shenfield, in Essex. At the present time something like 1,260 trains, conveying about 230,000 passengers, are dealt with daily at Liverpool Street. With the coming of electrification, the daily number of trains handled will probably be in the neighbourhood of 1,500. Considerable staff adjustments will be necessary in the new electrified area. At present Liverpool Street is in charge of a station master, with two assistants. Next come seven inspectors, fourteen station foremen, and a total personnel of about 400, this figure including 63 ticket collectors and 90 platform porters. A wonderfully well-organised station, Liverpool Street, prior to grouping, was the headquarters terminus of the old Great Eastern line.

Electrification Work in France.

Because of the abundance of natural water-power resources, main-line electrification is making much more rapid progress in France than in Britain. The Paris-Orleans and Midi Companies are leaders in this field. Some four years ago these two undertakings were merged to form a single system, and electrification over the two railways has proceeded under a common direction.

To-day, there are roughly 1,565 miles of electrified track on the Paris-Orleans-Midi group, equivalent to 3,433 miles of single track. The routes electrified present diverse features, including long level stretches, and mountain tracks in the Pyrenees. Extensions of electrification now being put in hand are mainly confined to heavy-traffic routes, where coal consumption is high. New track equipments on the Paris-Orleans-Midi electric lines are of the overhead 1,500 volt direct-current type. When conversion works at present in hand are completed this year, it will become possible to operate electric locomotives, without break, at the head of passenger trains from Paris to the Spanish frontier station of Irun, a distance of 509 miles.

(Photo., French National Tourist Collection.) The stately Palace of Versailles, near Paris.

(Photo., French National Tourist Collection.) The stately Palace of Versailles, near Paris.

Railcars Popular in France.

While electrification is making rapid strides across the Channel, the French railways are enthusiastic regarding the value of railcar operation, for both long and short hauls. Many interesting types of railcar are employed on the various lines. The majority of the newer cars are fitted with Diesel motors, although a unique unit on the Eastern line is equipped with a gas engine working on producer gas secured from charcoal obtained from the carbonisation of discarded wooden sleepers. Both mechanical and electrical transmission are utilised. Interior design varies considerably. A popular design takes the form of a one-class railcar providing seats for fifty passengers, and standing room for an additional 25 persons. In the ordinary course of things, the French railcars work as single units, and so operated, speeds of up to 75 m.p.h. are registered. At busy times trailer cars are attached, and it is interesting to note that in one or two instances the arrangements are such as to permit of a railcar hauling an ordinary standard mainline carriage, a very convenient arrangement during peak periods.

A Famous Locomotive Type.

The “Pacific” locomotives of the London and North Eastern Railway form one of the world's most famous page 42 page 43 locomotive types. It is now sixteen years since the first “Pacific” was turned out of the L. & N.E. shops at Doncaster, and recently Sir Nigel Gresley produced in these shops his one-hundredth “Pacific,” a beautiful streamlined express locomotive painted Garter blue, with wheels finished in Coronation red. The first “Pacific” created something of a storm in locomotive circles. It rapidly proved its worth, and very soon this particular type was standardised for express passenger work over the King's Cross-Edinburgh tracks. Little by little, improvements and refinements have been added. In 1928, “Pacific” locomotives with corridor tenders were introduced on the world's longest non-stop run between London and the Scottish capital. New speed records followed in 1934 and 1935. In the latter year, there was introduced the streamlined “Pacific” for hauling the “Silver Jubilee” express between King's Cross and Newcastle-on-Tyne. On trial trip, No. 2509, “Silver Link,” achieved 112 m.p.h. The following year “Pacific” engine “Silver Fox” attained 113 m.p.h. with the same express; while 1937 saw the introduction of the “Coronation”—the Empire's fastest train—and the “West Riding Limited” streamliners, hauled by “Pacifics” of the “Dominion” and “Golden Fleece” classes.

One-hundredth “Pacific” Loeomotive, “Sir Nigel Gresley,” L. and N.E. Railway.

One-hundredth “Pacific” Loeomotive, “Sir Nigel Gresley,” L. and N.E. Railway.

A Big Renewal Programme.

These modern streamlined expresses have undoubtedly captured public fancy. Because of the popularity of the “Silver Jubilee” flyer, the L. & N.E. Company is adding a new streamlined third-class car to the train. For the “Flying Scotsman” services, also, there are being built two new train sets, each of fifteen coaches and of an entirely new design. For continental services out of Liverpool Street station a new de-luxe train is being turned out. Altogether, the King's Cross authorities are putting into traffic this year some 730 new passenger vehicles, with a total seating capacity of 37,000. The London, Midland and Scottish Company, also, is just as busy turning out new passenger stock. Over £1,000,-000 is being spent on the L. M. & S. 1938 renewal programme, which provides for 110 new locomotives, 732 passenger coaches, 9,715 goods wagons, and 375 rail-road containers. Six kitchen-cars, 75 parcels vans, and 30 horse vans are among the new equipment to be built. The 9,715 new goods wagons include 5,700 open wagons, 1,500 mineral wagons, 1,500 box wagons, 690 rail and timber trucks, and 300 brake vans.

Among the 110 new locomotives the L. M. & S. are to build, special interest attaches to the construction of ten new streamlined engines of the “Princess Coronation” class (4-6-2 type). These locomotives will be similar to the five streamlined engines built at Crewe Works last year, which have proved most successful in operating, with the highest degree of punctuality, the “Coronation Scot” high-speed London-Glasgow service. An engine of this type, by the way, holds the British railway maximum speed record of 114 m.p.h.

Erecting Shop, Crewe Locomotive Works, L.M. and S. Railway.

Erecting Shop, Crewe Locomotive Works, L.M. and S. Railway.

The Austrian Railways.

A century of railway operation has just been celebrated in Austria. As usual, the name of Stephenson is to the forefront in this connection, for the pioneer steam locomotives operated in Austria, running over imported English rails, were built by Robert Stephenson and Co., and John Taylor and Co. Broadly speaking, the Liverpool and Manchester Railway formed the model upon which the first Austrian line was constructed, and the pioneer system was the “Nordbahn,” opened between Florisdorf and Deutsch-Wagram. To-day, the “Nordbahn” ranks as one of the most important Austrian railways, tapping the richest coal deposits in the country.

The present railways system is centred on the State capital, Vienna. There are about 3,600 miles of line embraced in the Austrian Federal Railways, and two main trunk routes connect Vienna respectively with the Swiss frontier at Buchs, via the Arl-berg Tunnel; and with Italy, and other Adriatic centres. There is also an important route connecting Vienna with the Hungarian capital of Budapest. This, by the way, has recently been electrified. Steam locomotives of the Austrian Federal Railways total 2,250 approximately. For express passenger working there are generally employed engines of the 2-6-4, 4-8-0, and 2-8-4 wheel arrangements. The 2-8-4 class is the most powerful, drawing 550-ton trains at speeds of up to 60 m.p.h., and weighing with loaded tender 108 tons.