Interior, second-class carriage in service on the Austrian Railways.

Efficient and economical passenger working over secondary routes often presents something of a problem. On the London, Midland & Scottish Railway, experiments are at present being undertaken, on the 77-mile stretch of track between Oxford and Cambridge, with a new streamlined three-car diesel-driven light passenger unit, which may revolutionise branch-line operation.

The new diesel train is painted outside in aluminium and red. It is about 185 feet long overall, and weighs in full working order 73 tons. Seating accommodation is provided, in three saloon-type vestibule cars, for 24 first-class and 138 third-class passengers. A conventional main-line unit affording similar accommodation would weigh (with locomotive) 173 tons, so that, in weight alone, the diesel unit offers a substantial margin of economy. Arranged on the articulated principle, the three cars of the unit are constructed of high tensile structural steel. Drive is by six Leyland diesel-hydraulic traction units, each six-cylinder oil engine developing 125 h.p. at 2,200 r.p.m., giving a train speed of 75 m.p.h. All six engines can be simultaneously controlled from either end of the train by electro-pneumatic equipment, there being a driver's cabin and luggage compartment at either end. Each of the three cars is of the centre-vestibule type, and Empire timbers have been used for interior decoration. Altogether, we have here a most interesting light unit, which would seem to hold out great possibilities.

Railcars Popular in France.

Railcar operation has made tremendous progress in France, and at the present time there are approximately 700 railcars in daily service, covering more than 90,000 miles daily. Actually, in point of view of numbers, France heads the list of continental railcar users, being followed by Germany, Czechoslovakia, Italy and Roumania. The Paris authorities favour railcar operation, not only for branch-lines, but also for many main-lines, such as Paris-Lille, Paris-Lyons, and Paris-Le Havre. On some of these latter routes, speeds of as high as 87 m.p.h. are maintained, specially fast units being employed. In the main, however, the French railways have not found it necessary to have a large number of different types of railcar to meet the varying requirements of the service. To be efficient it is considered that a railcar must be suitable for any service, either fast or slow, with or without a trailer, and so designed as to be capable of being coupled up to one or more cars to form a longer unit at peak periods. A standard railcar has been developed, capable of speeds up to 75 m.p.h., and accommodating sixty seated and sixty standing passengers, or sixty seated passengers and a considerable quantity of mails or baggage.

Centenary of Travelling Post Office.

Exactly one hundred years ago, the first travelling post-office ran over the Home railways. At the recently held centenary celebration at Euston Sta

The Glasgow—London “Coronation Scot” passing Elvanfoot.

tion, there was placed on show a special train, including a replica of the first specially-built sorting-carriage which commenced to run on the Grand Junction Railway in January, 1838; also examples of the 1885 sorting-carriage, originally fitted with oil lamps, and the first carriage to have internal protective padding; one of the latest post-office cars; and an open car demonstrating mail pick-up and delivery equipment. The pioneer sorting carriage was really a converted horse-box, and this was replaced six months later by a specially-built 16 ft. van, equipped with pouch exchange apparatus. The first service was between Euston and Blatchley, but in September, 1838, a through mail car was introduced between Euston and Preston. To-day, the whole of Britain is covered by a network of more than 70 travelling post-offices. Their total annual mileage is approximately four millions, and the number of postal items handled each year exceeds 500 millions. In the travelling post-offices a postal staff of about 500 are at work daily. So important is this business of handling postal matter, that the structure of the page 26 page 27 Home railway time-table is largely based on the skeleton service run to meet the needs of the postal authorities.

Famous British Train for World's Fair.

From time to time, the Home railways have sent on exhibition overseas specimens of their locomotives and carriages. Next year the L. M. & S. Company is to send out to the World's Fair in New York a complete “Coronation Scot” train, while afterwards this crack express will make a tour of the United States and Canada. Tremendous interest was aroused in America five years ago by the visit of the same company's “Royal Scot” train, and during next year's tour of the “Coronation Scot” thousands of Americans will be able to view at close quarters typical British railway equipment. The “Coronation Scot” service was commenced in July, 1937, linking Euston Station, London, with Glasgow. It covers the 401½ miles between the two cities in exactly 6½ hours. Special streamlined high-speed steam locomotives are employed, and normally the train consists of nine luxury carriages. Nearly 74 ft. long overall, the “Coronation” class locomotives weigh 164½ tons. Driving wheels are of 6 ft. 9 in. diameter. Steam pressure is 250 lbs. per sq. in., and the four cylinders each have a diameter of 16½ in. The six-wheeled tender is fitted with a steam-operated coal-pusher, while the cab equipment includes double sliding windows, tip-up seats, and draught-preventing doors and look-out screen. The nine-car train seats 232 passengers, and two kitchen-cars are included.

Eliminating Coal Wastage.

On long express runs immense quantities of locomotive coal are consumed, and great efforts are now being made by the Home lines to cut out fuel wastage. On the London & North Eastern system, a special leaflet has just been distributed among the foot-plate staff emphasising the importance of avoiding coal wastage. Coal, it is pointed out, is burnt in the fireboxes of the locomotives at the average rate of 50½ lbs. for every mile travelled with a train, this quantity of fuel costing 4¾d. On the North Eastern area of the L. & N.E.R. alone, the distance travelled by locomotives in one week is nearly 900,000 miles, and the cost of the coal burnt in one week nearly £18,000, or approximately £1,000,000 per annum. If one lb. of coal could be saved for every mile run, the saving to the company would be £18,387 in one year. There are, it is stated, many ways of saving coal better known to enginemen than to anyone else, and valuable economies can be effected if each engineman will do his best to help by reducing the amount of coal burnt.

Education for Railwaymen.

Many interesting educational plans are operated by the Home railways for the benefit of their staffs. A new departure is a London training school for booking-clerks established by the Southern Railway. The training of probationers is in the hands of two experienced instructors. On entering the school, the juniors are first taught the different types of tickets, their availability, etc. Later, the boys staff a model booking-office, one boy under the instruction of a tutor acting as booking-clerk, and the others acting as passengers under the control of the second instructor. The student acting as booking-clerk remains on duty for about twenty minutes, while the others continually pass the ticket window purchasing transportation. After his spell in the booking-office, the boy has to make up his books, and strike an accurate balance. Special tuition is also given in account keeping and in handling public enquiries, while later there is instruction in general station accounts and the elementary principles of goods station accounts.

Amalgamation of German and Austrian Railways.

Striking railway changes in central Europe are now taking place as a result of the amalgamation of the German and Austrian undertakings. The Austrian railways, running to about 3,600 miles, are being added to the German system, the result being an immense railway network some 40,000 miles in extent. Actually, Austrian

Stuguflaten Bridge, Rauma Branch, Norwegian State Railways.

railway practice is on very similar lines to that of Germany, so that from the outside the change-over will not be particularly noticeable. For many years, for example, there has been little to distinguish an Austrian passenger train from a standard German express. Locomotive practice coincides closely, passenger and freight equipment does not differ markedly in design, while the average Austrian and the average German station are as alike as two peas. Behind the scenes, however, great changes are being recorded.

The Norwegian State Railways.

Heavy tourist business is the order of the day on the Norwegian State Railways, which have a length of approximately 3,000 miles, and radiate in all directions from the capital, Oslo. Some of the most picturesque country in Europe is found in Norway, and because of the difficult nature of the territory passed through, railway construction has proved most hazardous and costly. Three of the most alluring scenic routes are those covered respectively by the Rauma, the Dovre, and the Bergen lines. The Rauma Railway serves north-west Norway, and follows the course of the Rauma River, a great salmon stream. The Dovre line runs north and south through central Norway, and the Bergen Railway connects Oslo with Bergen, on the west coast. Between England and Norway, the London & North Eastern Railway and its allied services are, this season, handling record traffics, and a new express—“The Scandinavian”—has been put into service, connecting Liverpool Street Station, London, with Harwich, point of embarkation for the Norwegian wonderland.