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The New Zealand Railways Magazine, Volume 14, Issue 1 (April 1, 1939)

Our London Letter

page 30

Our London Letter

Kitchen car on the L. M. & S. “Royal Scot.”

Royal Visit to the United States

Railway arrangements in connection with next month's visit of King George and Queen Elizabeth to Canada and the United States are now approaching completion. A tour such as this throws considerable responsibility on all concerned in the transportation programme. King George, however, through his love of the railway as a means of movement, and his quick appreciation of every little courtesy, has earned the respect and esteem of railwaymen everywhere, and it is certain transportation folk across the Atlantic will regard it as a great privilege to help to make this unique visit enjoyable in the extreme.

New Passenger Station at Lens, Northern Railway of France.

New Passenger Station at Lens, Northern Railway of France.

Travel in Canada and the United States is, of course, an affair of immense distances. In the main, however, the arrangements for the handling of the Royal Train will follow on much the same lines as those usual in Britain. Here, the train consists of anything up to ten coaches, two being special saloons for the personal use of Their Majesties. These are comfortably appointed vehicles, with exceptional smooth-riding qualities. Refreshments are provided in a dining-car, marshalled immediately behind the Royal saloons, with the kitchen end trailing. On being requested to make arrangements for a Royal journey, the railways decide upon the marshalling of the train, and a careful time-table is prepared. Diagrams are circulated showing the number and type of the vehicles forming the train, their relative positions, and exact lengths. One vital piece of information included is the precise distance from the front of the train to the doorway of the King's saloon. This is essential in order that each stop may be made at the exact spot where His Majesty is to alight. After final approval by the railway management, the programme is submitted to Buckingham Palace, and it is interesting to note that very rarely indeed is any alteration of moment made by the Palace authorities to the carefully prepared plans of the railways. Before the Royal train, it is usual to run a pilot locomotive, while immense care is taken to ensure that every portion of the track is in perfect order and properly patrolled. In his American tour, King George breaks entirely new ground, for this is the first time a reigning British monarch has been welcomed to the United States. One and all will sincerely wish Their Majesties God-speed on their friendly visit.

The “Cruise Train.”

The Home railways have made the most elaborate arrangements for the forthcoming holiday season, and new facilities of many kinds are being placed at the disposal of the vacationist. One development of recent years is the “cruise train”—a sort of travelling hotel, enabling holiday-makers to visit a number of scenic resorts with a minimum of trouble and expense. One of the outstanding “cruise trains” which is shortly being put into service, is the “Northern Belle,” of the London and North Eastern Railway, making “all-in” tours of the Scottish Highlands. The first two seven-day “Northern Belle” cruises leave King's Cross station, London, on 9th June and 23rd June respectively, the train comprising fourteen coaches, including sleepers, diners, lounge, hairdressing saloon and offices. The cost of the week's cruise is only £20, everything included. The first portion of the tour embraces eastern points like Montrose, Aberdeen, Balmoral, Lossiemouth, Inverness and the Pass of Killiecrankie; and the second portion is devoted to Glasgow and west coast beauty-spots, with motor tours through the colourful Trossachs, and steamer trips on Loch Katrine and Loch Lomond. Like the camping coaches movement, previously referred to in these Letters, the page 31
“Northern Belle,” Scottish Cruise Train at Balloch Pier, Loch Lomond.

“Northern Belle,” Scottish Cruise Train at Balloch Pier, Loch Lomond.

“cruise train” is a most profitable modern development which seems likely to spread very considerably.

New Rolling Stock.

During the past twelve months, the four Home railways have placed in traffic 327 new locomotives, nearly 2,000 new passenger carriages, 22,000 goods wagons, and over 600 rail-road containers. On the London, Midland and Scottish line, 110 new locomotives have been provided, 732 new passenger vehicles, and 9,715 new goods wagons, this being, of course, our largest group railway. The L. & N.E. Railway figures were: 84 new engines, 730 carriages, 8,500 goods wagons, and 300 containers. Incidentally, the new L. & N.E. rolling stock included complete new “Flying Scotsman” trains, and a new “Hook of Holland” train for service between Liverpool Street and Harwich. New trains, also, were introduced on the recently electrified lines between Newcastle and South Shields, as well as in the North Tyneside electric services. New rolling-stock introduced by the Great Western included 122 locomotives, 274 passenger vehicles, and 2,770 goods wagons, the latter including refrigerator trucks for Cornish brocoli and Irish rabbit traffic. By the Southern there have been placed in traffic 11 new steam locomotives, 234 electric carriages, and 898 goods wagons.

The Standard Railcar.

Increased passenger train speeds are largely being secured through the employment of lighter train units, and in this connection the railcar is performing most useful service. France heads the list of European railcar users, and her eight hundred odd railcars, to-day, are giving dependable and nation-wide service alike over main and branch-lines. Very wisely, the French Railways have developed a standard railcar. This can attain a speed of 75 m.p.h., and provides accommodation for sixty seated passengers and sixty standing passengers. Diesel-operated cars of this type are growing in numbers, and they may be expected
Track relaying operations at Central Station, Newcastle-on-Tyne, L. & N.E.R.

Track relaying operations at Central Station, Newcastle-on-Tyne, L. & N.E.R.

in the course of a few years to handle all but the more important express services. For this latter purpose, high-speed railcars are gradually replacing heavy steam trains, an example being on the Paris-Lyons route, where it is possible to leave the French capital early in the morning and return the same evening by night railcar, the 320 miles being covered in one direction in 4 hours 39 minutes, and in the other in 4 hours 50 minutes. Other routes over which high-speed diesel railcar operation has proved a great success are those between Paris and Le Havre, and Paris and Lille. The Paris-Le Havre working is particularly interesting, because on this route all slow steam trains have been withdrawn. Supplementary express trains, stopping at a limited number of the principal intermediate stations, have taken their place, with railcars maintaining services between the main stops.

The Turkish Railways.

According to recent reports, tremendous strides have been made in railway construction in Turkey. Normally, little is heard of the Turkish Railways, but these now run to some 4,100 miles, mostly of 4 ft. 8 ½ in. gauge, serving all corners of the country. Locomotives total 860, passenger carriages 1,210, and goods wagons 14,500. The most powerful steam engines are 2-8-2 express passenger locomotives, attaining speeds of up to 62 m.p.h.; and 2-10-0 goods engines, capable of speeds up to 43 m.p.h.

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