A New chapter in transportation's story in the London area was begun a few weeks ago, with the opening of the electric services of the Southern Railway between the metropolis and Reading, and also via Ascot, Camberley and Aldershot to Guilford. This extension added 43 route and 88 track miles to the Southern electric system, giving a total of 622 route and 1,582 track-miles. Conditions in the territory served are peculiarly favourable to electrification, indeed, without electrification, the Southern would have been quite unable to handle the ever-growing traffic of the area, particularly during the morning and evening peak periods. Actually, on each week-day, the London terminal stations of this company receive 2,545 passenger trains, conveying over 370,000 passengers. During three rush hours—7.0 a.m. to 10.0 a.m.—540 trains arrive daily with 243,000 passengers, while the return evening traffic is similarly concentrated. Apart from the increased number of trains possible with electrification, the electric trains have remarkably quick acceleration, for within thirty seconds of starting they are moving at 30 m.p.h. This, and the benefits secured through the introduction of modern colour light signalling, has been an immense contribution to the successful handling of traffic.

In the case of the new Reading line electrification, thirty-six electric trains now take the place of the twenty steam trains formerly run each week-day between Waterloo and Reading. The average journey time, also, has been reduced by eleven minutes. The rolling-stock for the Reading electrification consists of 36 new two-coach lavatory motor-train units of a similar type to those employed in the London-Portsmouth services. Each unit consists of a motor coach and a trailer with driving compartment. At peak hours, two or more train units are coupled together to form trains of up to eight vehicles. Important station remodelling works have proceeded at the same time, notably at Egham, Virginia Water and Sunningdale. The electrification in the Ascot area will prove of especial benefit on race days, while in the Camberley and Aldershot area many important military establishments welcome the improved services.

New “Golden Arrow.”

Most famous of all Southern passenger trains is the “Golden Arrow” Continental Express, running from London to Dover, in connection with the Southern Railway Steamship Service to France, and the forward “Golden Arrow” service of the Northern Railway of France between Calais and the French capital. A complete new “Golden Arrow” train has recently been put into service by the Waterloo authorities. It consists of eight Southern carriages and four Pullman cars of the latest design. The Southern carriages are of standard pattern, but they are

All-electric signal box (309 levers) Waterloo Station, Southern Railway, London.

painted outside in a pleasing new shade of light green, the intention being that this attractive colour shall, eventually, become the standardised decoration for all the company's passenger stock. Inside the new “Golden Arrow” vehicles, lighter decorations and fabrics have been introduced with distinct advantage. Particularly interesting is the fact that, in the first-class compartments, a suggestion thoughtfully advanced by Her Majesty Queen Mary has been followed, and the upholstery is in old gold quilted tapestry, with an artistic panel of flowers in the centre of each chair back. The second-class saloons have woodwork of polished walnut, and the design of the tapestry utilised for the chairs has been taken from a piece of late 17th Century Stuart “Tree” design embroidery, from the original in the Victoria and Albert Museum. The “Golden Arrow,” providing the shortest and speediest service between the English and French capitals, is steam-operated, the train being hauled between London and Dover by four-cylinder, six-coupled steam locomotives of the page 18 page 19

Spring-time in Lincolnshire. Tulip field at Spalding, on the L. & N.E. Railway.

famous “Lord Nelson” class, repainted in the new green shade. These engines, incidentally, were built in the railway shops at Eastleigh, and are fitted with enlarged chimneys and multiple-jet blast-pipe tops.

Improving Freight Train Services.

Acceleration of freight trains continues on the Home railways. Most of the long-distance goods trains now run at speeds of up to 60 m.p.h., and wagon loads range from 40 to 60 per train. Runs of 100 miles or more non-stop are common. Particularly interesting is the present-day practice of the four group lines to issue goods train time-tables to the public. In days gone by there were no freight train time-tables open to public inspection, but nowadays all that has changed, and now that goods trains run almost with the punctuality of passenger services, the distribution of accurate goods train time-tables has become general. One railway—the L. & N.E.R.—has gone a step further, by issuing a special booklet of 44 pages, giving details of the principal freight trains, their running times, and the hours at which consignees of goods thus conveyed may expect delivery. All this is to be commended, for at this juncture there is every need to impress upon one and all the extreme reliability of railway service.

The “Square Deal” Campaign.

The campaign of the Home railways for a “square deal” continues, and there is every reason to believe their claims will be met to a considerable extent. One feature of present-day practice which will probably shortly disappear is the very strict classification of goods for charging purposes, and the simplification of that awe-inspiring volume of 400 pages, the “general railway classification.” Every conceivable article is listed in this book, the commodities being embraced in no fewer than sixty-six classes. Actually, each article appears dozens of times in different classes, according to whether it is forwarded in large or small quantities, whether it is packed or unpacked, and so on. The classification has taken about a century to compile, and the whole thing is far too cumbersome and restrictive for present-day needs. Like so many other appurtenances of modern railway operation, this bible of the rate clerk soon will be relegated to the museum.

In view of the efforts of the Home lines to throw off the shackles of antiquated legislation, it is worth noting that in the United States of America—where the railways have also been passing through an exceptionally hard time—very similar problems are at

Road-rail co-ordination in Britain. Handling edible oil on the L.M. & S. Railway.

present being tackled. There, it is proposed to establish a transportation board, charged with the responsibility of regulating all forms of transport; and to repeal the so-called “short-haul clause,” which restricts the carriers from charging less for a long haul than for a short haul over the same route. The recommendation is that all forms of transport be put on an equal footing in respect of the regulation of taxation and subsidies, and that the Interstate Commerce Commission be relieved from all responsibility of prescribing a general plan of railway grouping.

Special Flower Trains.

A sure sign of the approach of spring-time in Britain is provided by the commencement of the movement by train of early narcissi and tulip blooms from the Lincolnshire and Cornish growing areas to the principal inland markets. This business now approaches its peak, and special flower trains are run daily to London to meet public demands. The L. & N.E. Railway links Lincolnshire with London, and the G.W. connects the Cornish flower-fields with the metropolis. Railway road vehicles convey the flowers from the fields to railhead, where special wagons are waiting to carry the traffic to London. Railway road vehicles again are pressed into service to form a connection between the city stations and the big markets. Close co-operation between growers and carriers has been a feature in recent years, and home-grown spring flowers, fresh and sweet, have thereby been brought within the reach of all.