STREAMLINED TRAINS

Otago Daily Times, Issue 22476, 22 January 1935, Page 14

STREAMLINED TRAINS

INCREASING SPEED POSSIBILITY OF FUTURE. The special train which carried the l)nki' and Duchess of Kent on the first stage of their honeymoon covered the 111-miles run between Paddington and Birmingham in; two hours. Streamlined trains capable of considerably higher speeds are running regularly on certaiu routes in'the United States and Germany, which is to build 13 more trains of the Flying Hamburger type. How long will it be before Britain's crack expresses' are all streamlined and railway time tables revolutionised? ') There can be no doubt—for we see evidences in so many directions —that we are at the beginning of an age of very high speed travel, not only in the nir but on the railways as well (writes Mr Alan Chorlton, M.P., in the Daily Mail). The air race to Australia was „to most people a revelation of what can be done. A similar development is taking place on rails; no doubt it is a reaction,from prolonged concentration on the road and in the air. Tiiis development can be studied ni many countries. A special "new form'" train has lately crossed the Unitjd States from west to east in record time, and has attained a maximum speed of 120 miles per hour. In France there are many high-speed trains in regular service, some of them with rubber-shod wheels. * .

In Germany the Flying Hamburger has now been running from Berlin 10 Hamburg for over a year. A novel form of exceptionally highspeed railway travel* is being developed, and the public doubtless wonders when we are going to see examples of these new trains running in this country. IN CLOSE TOUCH. V

There is no doubt that the ) railway authorities here are keeping in eloso touch with Continental developments. But they have a much i more difficult task than is the case in other countries; owing to the relatively much denser traffic on English express lines. <; The difficulty is to find a free way for a train at 100 miles per hour in a close express service at 65 miles per hour. The difference in speed is so material thaV its creates innumerable problems of ..adjustment. , But it seems inevitable that, despite these difficulties, the railway companies will be driven forward by the urge of the day. 'They haye triumphed over as great or greater difficulties in the past. / - ! It may mean considerable expenditure in by-passing and junctions —for instace, at Rugby, Stafford, «md Crewe—to reduce the present 3J hours from London to Liverpool to 2£ hou l '**. the time required by the Flying hamburger for a similar distance. , Some additional tracks in certain parts may be necessary in bringing down the London-Birmingham and Londonrßournemouth runs from two hours to an houv and a : quarter. SMOOTH RUNNING. I have travelled in different trains at 100 miles per hour and been struck by their smooth running. I have also discussed the possibilities of the new venture with the staffs concerned in running the new trains. One 'quickly realises that a 'new conception of railway service for passenger transport has grown up in their minds' from their extended experience. They see the prospects not only of recovering the traffic taken by the roads and of an effective reply to the growing competition from the air, but also—and n-i>t a very considerable reduction in the costs of Operation. ', , German railwaymen are enthusiastic, and further developments are taking place not only in the application to. other services, such as Berlin-Cologne* Berlin-Dresden,' Berlin-Leipzig, but also; in railway technique. A new mechanical art has emerged. German railway engineers consider that they are taking the lead in their profession, and they intend to keep it by active scientific and technical research, and practice. The characteristic feature of these new trains is that they consist of two or three cars close coupled to fdrm a unit; the 'whole being properly streamlined with round pointed ends, with an enveloping apron covering the wheels aud running gear below. ■.:. ' This streamlining Is a necessity for high speeds; otherwise the air resistance becomes so high that the increase in driving power required is prohibitive. The present blunt-ended steam locomotives at speeds Of 75 miles an hour require a fifth of the total power generated to drive themselves. »■• At 100 miles per hour this would be a still greater proportion. > MOTOR DEVELOPMENT.

The exact form of .these streamline trains has been tested in the air tunnels used for aeroplane models to obtain the shape of least resistance. The driving power is in most cases au oil engine, sometimes two. '. The development of this motor has been a most important factor in the solution of the problem of high speed. We began it in this; country with the successful oil engines of the airship RlOli It is to be regretted that this development was not followed up. The only examples of this type are those oa the Canadian National Railway, which have now been :in successful service for six years.

It is housed in the ends of the train. The transmission from it to the wheels has been usually carried out electrically, though in the newer sets now on order in Germany some hydraulic gears .will be tried.

Travelling in these trains, particularly when one sits alongside the driver in the end compartment, is. most impressive. The train runs along the straight at 100 miles per hour with 8 minimum of vibration, and goes into a curve ■ with little or no slackening of speed or side disturbance to the passenger.

In addition to the development of a new railway technique, new standards of comfort and safety in travel are I being established. Still higher speeds are aimed at; 140 m.p.h. has bean attained.

This is efficient propaganda and has helped to secure foreign trade. German engineers are demonstrating to the woiid that they are first in the railway field. It is to be hoped that the Briish railway industry will be able to overtake them.