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Front cover of Railway World Magazine, January 1964 Issue
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Railway World Magazine, January 1964 Issue

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Details of this magazine:
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Contents Listing - Articles & Features in this issue
FIRING THE A4 PACIFICS - Frank Mayes RAILWAYS IN FINLAND - J. B. Snell THE ST HELENS RAILWAY - 1 - J. M. Tolson THE PRINCIPLES OF BLOCK SIGNALLING - 11 - Warren Smith HALF A CENTURY OF TRAIN travel - no. 23: THE EMERALD ISLE - Cecil J. Allen HISTORY OFG.W.R. COACHES 1923-1947 - PART VIII: EXCURSION STOCK 1929-1943 - M. L J. Harris LIGHT RAILWAY NOTES - W. J. K. Dories THIS MONTH'S CENTENARIES. - J. Spencer Gilks LETTERS BOOK REVIEWS CLUB NOTES This issue also includes a special 8-page supplement: MR. PEGLER'S PACIFIC - the story of No. 4472 'Flying Scotsman'.
Article Snippets
Article Snippets
he Editor's Diary: FROM this month the opening column of Railway World takes on a different character. For some time I have felt that lengthy editorials on a single topic were out of place. In the remaining pages, we cultivate a relaxed interest in railwaysa€a monthly respite from the exhausting technology of the latest railway equipment and operating techniques in the sentimental and antiquarian aspects of the subject which most of us, railwayman and layman alike, find pleasurable "" off duty "". A less formal preface to each issue than those of past months seems more appropriate. This will be a discursive notebook, ranging over topics past and present, personal and impersonal. And it will be couched in the first person singular, not the orthodox editorial plurala€"a ponderous convention which also seems unsuited to a magazine where amateursa€"in the strict sense of the terma€"are reminiscing with each other. Flexibility is - or should be - a great operating asset of diesel traction. But, ironically, last November the Western Region could have found its diesels much more inflexible than steam when it was hit by motive power misfortune, had this proved as critical as at first seemed likely. A year or two back, when the "" Kings "" had to be taken out of service temporarily because of leading bogie defects, Stanier "" Princess Royal "" and "" Duchess "" Pacifies were quickly borrowed to make good the loss. No lengthy tuition was needed before Western enginemen could work the newcomers, which, being of comparable power to the "" Kings "", could cope with their timings. When 2,700 h.p. "" Western "" class diesels had to be withdrawn last November because of roller bearing fatigue in the transmission, however, all that could have been produced from the diesel fleet to attempt the accelerated Paddington-South Wales schedules were substitutes of half their powera€"the de-rated Hymeks (there were some reports that the W.R. might have borrowed 15 "" Merchant Navy "" Pacifies from the S.R. for the South Wales express working). True, the Western also has Type 3s and other Type 4s, but these were incapable of use. Few enginemen east of the Severn Tunnel have yet been trained to drive the English Electric Type 3s in South Wales, which might otherwise have been drafted to the express service in multiples of two; and South Wales enginemen are not acquainted with the "" Warships "". As for the Brush diesel-electric 2,750 h.p. Type 4s, the first of these are only just beginning to arrive on the W.R. for crew-training. It is astonishing, bearing in mind how much B.R. have made of the diesel's wider availability in their propaganda, that even if circumstances prevented stricter standardisation of whole locomotives, they did not study at least a higher degree of standardisation of diesel traction driving controls and methods, which might have avoided this unhappy situation. It might also have reduced the high costs of crew training, necessary in detail on every new type that appears, which seriously delays full exploitation of these expensive locomotives and keeps far too many of them on money-wasting crew-teaching jobs every day. To revert to the W.R. difficulty in November, in the event it did not prove quite as sweeping in its effects as first reports had implied. The "" Western "" class diesels were not totally withdrawn, but those which had run the critical 75,000a€"100,000 miles were taken out of service about three or four at a time for replacement of the defective bearings. I had better not talk further of diesel traction, or I shall be courting more complaint from one or two gentlemen who write in bitter protest every time a diesel appears in a Railway World illustration, even if it is barely visible in the background and steam power is crowding the foreground. This surely is indulging passion for steam to excess. The locomotive was devised to serve the railway, not the reverse.
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