ALL-STEEL TRAINS
AMEMBER of the Spectator staff travelled to Bir- mingham the other day in the first all-steel train to run on an English main line. Although the coaches were all third class, we have no hesitation in saying that they are more comfortable to travel in than any of the luxurious " limited " expresses of North America, such as the Dixie Flyer or Twentieth Century. Indeed, if these are the third-class coaches, it is difficult to conceive what the London Midland and Scottish propose to do to make rich men more comfortable.
It is certainly satisfactory to be able to 'say that we are " a jump ahead " of the Americans in railway con- struction. The reason is simple : the Americans with their broader gauge and heavier' engines have not had to consider weight as we have had to do. Their express trains weigh 900 tons, whereas the one we travelled in was only 800 and ran more smoothly and travelled faster in consequence. The great weight of American coaches makes an automatic coupler necessary, which is the joy of the railwayman's heart, but a curse to the sensitive traveller. For these automatic couplers have a habit of making each stop and start Into a Miniature railway collision. One lies dreaming in one's berth as the train speeds down the left bank of the Hudson ; suddenly there is a screech of steel on steel and a terrific bump—no, it isn't an accident, but only the train coming to 'a standstill. Presently one dreams that another express has run into the rear of the train—but it is merely the three-hundred-ton engine taking a long pull and a Strong pull at the couplings, to get us into New York for breakfast.
Nothing of this 'Sort occurs in the English all-steel carriages, which are light enough to be 'operated with the more comfortable double buffer screw attachments.
In fact, if we had not been told., we should have been unaware of being in a Steel train at all, for, as Mr. Reid explained to the Press representatives at the luncheon in Birmingham, the Company has made them look as like the old wooden coaches as possible, out of respect to British conservatism.
But why a steel train ? From the Company's point of view the answer is twofold : first, the cost of main- tenance is expected to be lower ; secondly these all-steel coaches are of British workmanship throughout, whereas much of the wooden coachwork has to be contracted for abroad. As regards the public, as we have already said, there is no difference in travelling comfort in steel qua steel, but in case of accidents there is a far greater margin of safety. Woodwork splinters in a crash, and the splinters have an awkward way of catching fire, besides impaling passengers. But more important still is the bad behaviour of the steel under-carriage of a wrecked wooden train. The rear chassis telescopes 'over the chassis next ahead, sandwiching the occupants, whereas in the case of a steel train there is a good chance of the coaches merely buckling.
Thus, being cheaper to work and safer to sit in, these new coaches, weighing thirty tons against the eighty-six tons of the American coach (which, however, must have heavier internal fittings to provide sleeping berths) will most likely be gradually adopted throughout the country. Sir Guy Granet and the Directors of the L.M.S. are to be congratulated on taking the Press and public into their confidence with regard to 'their plans. They look forward to better business and more prosperity,, and are ready to meet them, which' is as it should. be, We hope and expect that these all-steel excursion coaches will be full of travellers throughout the summer and that hundreds more will be built in the near future.
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