Passenger Train Speeds
Britain Leads the World

Improved Sleeping-cars.

Not only are the Home railways speeding-up train running in all directions.

page 18

Latest type of first-class sleeping ear, L. and N.E. Railway.

They are also putting into traffic many new and improved types of passenger vehicles, some of which are quite unique in railway practice. A most interesting design of coach is represented in the new sleeping cars turned out for the Anglo-Scottish night services of the London and North Eastern Railway. These new first-class sleepers each have ten compartments and a shower bath section, together with the usual toilet and pantry accommodation. One passenger only is accommodated in each compartment, absolute privacy thus being assured. A most comfortable bed is provided, with tasteful blue blankets and bedspread to match, the walls of the compartment also being finished in blue. The bed-head and foot are of walnut, and the floor has a blue and fawn carpet covering. All metal fittings are chromium-plated, and each compartment is furnished with a long dressing mirror.

The London and North Eastern was the pioneer of the travelling shower-bath. On the new sleepers, the shower-bath section is 4ft. 6in. long and 6ft. 7¾in. wide. It is lined with blue rexine, while the shower cabinet itself is 2ft. lin. square. The complete sleeping-car measures 66ft. 6in. in length, being carried on two four-wheel bogies. All spaces in the body shell are packed with felt, and the fitting of sponge rubber under the carpets eliminates all travel noise successfully.

Modern Signalling Methods.

At King's Cross Station, London, the great jumping-off point for the north, all-electric colour-light signals have been installed by the L. and N.E. Railway, controlling, from one central tower, the whole of the traffic movements within the depot. The new installation includes a battery of 232 miniature levers to work 63 colour-lights, 81 shunting-signals to control engines and empty trains, 9 route indicators, 69 motors to move points, and 86 track circuits, the power used throughout being electricity. The whole of the lines and signals are reproduced upon a chart in the signal-box, and every engine and train movement is indicated by means of tiny spotlights.

Colour-light signalling is by degrees being introduced at many points on the Home railway system. In the case of the King's Cross installation, the new arrangements will enable considerable economy to be effected, for a single new signal-box takes the place of the two mechanically-worked cabins which, for the past forty-five years, have guided trains to and from their platforms. It is interesting to recall that the first British electric track-circuit was installed in the tunnels just outside King's Cross so long ago as 1894.

Rail-road Co-ordination.

Unfair road competition continues to hit the European railways very hard. By degrees, however, many countries are introducing legislation to put road transport upon a proper footing, and in Britain there are being put into effect the recommendations of an expert unbiassed committee charged by the Government to investigate the whole problem of the relationships page 19 between rail and road. This committee recommended large increases in the license duties for commercial road vehicles, and the reduction of much of the heavy traffic at present moving by road. It also recommended that road transport should be subjected to suitable legislation in respect of conditions of service and wages of employees, as is already the case with the railways.

In France the railways—both Government and private—have followed the British example and are themselves engaging in road transport for both passengers and freight. At present an ambitious scheme for rail-road co-ordination is under review, providing for the establishment throughout France of numerous specially-planned transport zones. Each zone will have as its centre an important railway station. From there railway-operated passenger omnibus and lorry lines will serve as feeders to the rail, and enable many small roadside stations to be closed down. Rail services on numerous branch lines will be suspended, road motors being installed in their stead.

“Cut Out the Claim.”

Scientifically-designed goods wagons and improved handling equipment at terminals are going far to reduce the claims compensation bill of the Home railways. For some time very careful consideration has been devoted to the problem of reducing the enormous sums paid out annually in respect of compensation for goods and parcels lost, damaged and delayed in transit. Moneys so expended represent practically dead loss to the railways, and at the present juncture it is essential that all unnecessary waste of capital should be avoided.

Home railway employees now realise that money spent on claims payments could be far better utilised, and they are doing everything in their power to aid the managements in their campaign against the claim. It is recognised that most claims arise through employee negligence—careless checking, bad sheeting, rough handling, and so on. Quite 50 per cent, of the claims preferred against a railway could be avoided if one and all would exercise just a little more thought and a little more care. A claim-free railway would indeed be something of a miracle, but the tragic frittering away of valuable capital on claims compensation payments is one that every employee might well take to heart. “Cut out the claim” is a slogan to be borne in mind by one and all.

In the heart of the Swiss Alps. Fast passenger train on the St. Gothard electrified line.

The Turn-table of Europe.

Just thirty years ago the foundations were laid of one of the outstandingly successful Government-owned railway systems of the world—the Swiss Federal Railways. To-day some 2,000 miles of Government railways serve Switzerland from end to end, presenting an admirable example of a really efficient State railway undertaking conducted on essentially commercial lines, and with finances entirely separated from those of the State proper.

The total staff of the Swiss Federal Railways is 33,000. Three General Managers and three Sub-Managers form the page 20 main administration, and the headquarters of the system are at the State capital, Berne. From an engineering viewpoint, the Swiss railways are unique. Tunnels alone on the State railways total 229, with an aggregate length of 100 miles, while of clever bridges, viaducts, and the like, there are no end. The permanent way is exceptionally stout and well-maintained, heavy 60ft. rails being favoured on most main lines. During recent years much has been done in Switzerland in the way of passenger station improvement. Fine architecture may contribute less to railway efficiency than, say, the number of tracks a station shelters, but the Swiss Federal Railways have throughout sought to satisfy the inhabitants of towns, as well as their own interests, by erecting pleasingly designed station buildings in harmony with the best local style of architecture. New stations erected at Geneva—home of the League of Nations—Bienne, Thoune, Zurich, Fribourg, Neuchatel and Chiasso, rank among the finest in Europe. On the freight side, Switzerland has earned world-fame by constructing a most wonderful marshalling yard at Muttenzerfeld, near Basle, where from seven to eight thosand wagons are handled daily. Very rightly, this yard has been termed the “turn-table of Europe.”

The Victoria Terminus, Great Indian Peninsular Railway, Bombay, India—one of the most beautiful railway stations in the world.

Rail Transport in Russia.

Russian railway working has been under a cloud for some years. By degrees, transportation in this important part of Europe is being put on a better footing, and new and improved equipment of various kinds is being acquired. Huge 2–10–2 and 2–10–4 steam locomotives have for some time hauled main-line freight trains in the Moscow area. Now these machines have been supplemented by even bigger engines having seven coupled axles, designed for coal haulage between Donetz and Moscow.

Wheel diameter of the new locomotives is 5ft. lin., cylinder diameter 29in. and stroke 32in., working pressure 227lb. per sq. in., heating surface 4,770 sq. ft., grate area 107 sq. ft., tractive effort 66,000lb., total weight 186 tons, and maximum speed 46½ miles per hour. Loads of 3,000 tons are hauled, composed of 25 and 30-ton wagons. For the bulk haulage of coal traffic, the new locomotives should prove most useful.