Locomotive Magazine & Railway Carriage & Wagon Review
Volume 38(1932)

Number 473 (15 January 1932)

Six-coupled tank locomotive for auto-service, Great Western Ry. 1. illus.
54XX class. No. 5403 illustrated.

Great Western Ry. appointments. 1
Upon W.A. Stanier's depature for the LMS the following changes were made: J. Auld to become Chief Assistant to CME, Swindon; F.W. Hawksworth to become Assistant to CME and S.J. Smith to become Chief Draughtsman.

The Railway Club. 1.
Announcement of Annual General Meeting at which Kenneth Brown would give his Presidential address.

Rebuilt 4-4-2 type passenger locomotives fitted with "boosters", L. & N.E. Ry. 2-5; 13 upper. 3 diagrs. (incl. 2 s. & f. els.).
C7 class fitted with booster on bogie articulated to the tender: Nos. 737 and 2171

Ford Motor Co. 5.
Three Diesel-electric locomotives for shunting at the Dagenham Works had been ordered by the Ford Motor Co. The engines are being supplied by W. H. AlIen, Sons and Co., of Bedford, and the electrical equipment by the British Thomson-Houston Co. Each six-cylinder engine would be of 150 b.h.p. to run at 550 r.p.m,

London, Midland & Scottish Rv. (L. & N.W. Section). 5.
Further 0-8-0 standard superheated freight engines completed at Crewe were Nos. 9625-32. Of these, Nos. 9625-9 were allocated to the Midland division and the remainder to the Western division. 0-8-0 goods tender engines Nos. 9010 and 9077, formerly class D and class G respectively, had been converted to class G1 (superheater). Both were provided with standard Belpaire boilers, while No. 9010 was also fitted with the vacuum brake. At the end of 1931 the number of class G1 engines in service was 342. The following engines had been turned out at Crewe fitted with standard Belpaire boilers: 4-4-0 George V class, Nos. 5304, 5364, 5381; 4-6-0 Prince of Wales class, No. 5674; 0-6-0 18in. goods class, Nos. 8443, 8523, 8592. Two further 4-6-0 Prince of Wales class engines had been adapted to work over the Midland division, Nos. 5703-4. Recent withdrawals included the 6ft. 2-4-0 straight link class engine, Engineer South Wales, which would not be replaced. Other withdrawals were as follows: 4-4-0 Renown class, Nos. 5112, 5144, 5156, 5180; 4-4-0 Precursor class, Nos. 5204, 5266; 4-6-0 Experiment class, No. 5535; 4-4-2 Precursor tank class. No. 6828; and 6ft. 6 in. 2-4-0 straight link class, No. 5002.
New locomotives turned out from Derby Works as follows: Nos. 661-4, class 2 4-4-0 passenger engines, for Midland division: Nos. 15555-9, class 3 2-6-2 passenger tanks for Central division.

"Mikado" locomotive, Kivu Ry. 6-7. illus., diagr. (s. el.)
2-8-2T for Belgian Congo supplied by Haine of St. Pierre: 3ft 6in gauge. 87.95m² total heating surface; 1.95m² grate area and 14kg/cm² boiler pressure

Tank locomotive, Crown Mines Ltd., Johannesburg. 7. illus.
North British Locomotive Co. WN 24069: 3ft 6in gauge 4-8-2T with 20 x 26in cylinders; and 30,275lbf tractive effort

New 250 h.p. oil-electric rail-car: Armstrong-Whitworth standard. 8-10; 11. 5 illus., diagr. (s. & f. els), plan
Illustrations show engine, interior and exterior of diesel-electric railcar intended for multiple unit operation and already tested on the East Coast Main Line and between Newcastle and Blackhill and Blackhill and Durham on gradients of 1 in 66.

Southern Ry. 10.
W class 2-6-4T Nos. 1911 and 1912 completed at Eastleigh. Engines Nos. 012 and 566 scrapped.

London & Nortth Eastern Ry. 10.
During 1931 J39 class 0-6-0 completed at Darlington Works: Nos. 2962 to 2971. Armstrong Whitworth delivered K3 class Nos. 1100-2; 1106. 1108, 1117-19, 1121, 1125, 1133, 113?, 1137, 1141, 1154, 1156, 1158, 1162, 1164 and 1166 (WN 1111-1130). Five Sentinel engines acquired in 1931: Nos. 117, 148, 155 and 172 (WN 8476-8480)

Pages 11-14 photographic supplement
Peping Liao-Ning Ry., "Mikado" locomotive. 12 upper
Inverness express on Killiecrankie Viaduct (H.C. Casserley). 12 lower
See also p. 20
C7 4-4-2 with articulated booster No. 727. 13 upper
A1 No. 2582 Sir Hugo with 10.05 Scotsman at Greenwood signal box (A.L.P. Reavil). 13 middle
No. 6019 King Henry V on 18.10 Paddington to Birmingham at Ruislip (A.L.P. Reavil). 13 middle
Southern Railway No. A629 burning pulverized fuel leaving Eastbourne on 09.30 express (A.L.P. Reavil). 13 bottom
Jones Goods No. 17917 leaving Killiecrankie Tunnel with freight. 13 bottom right

The Furka-Oberalp Ry. 14-16. 5 illus.
Including the Scheffenbach Bridge which could be raised to allow passage of avalanches. At time of publication line worked by steam.

J.W. Hobson. The care and maintenance of the industrial steam locomotive. 16-19. 5 diagrs.
Previous part see Volume 37, page 429. Abridged version of a Paper presented to the North East Coast Institution of Engineers & Shipbuilders on 13 November 1931

Mikado type locomotives, Peping Liao-Ning Ry., China. 19.
Kailan Mining Administration: North British Locomotive Co. 2-8-2 with 21 x 28in cylinders; 4ft 6in coupled wheels; 2726ft² total heating surface; 41.4ft² grate area and a mechanical stoker.

[Roumanina State Railways order placed with Sentinal Waggon Co. for ten single car steam railcars and five articulated twin units]. 19.

L.M. & S. Ry train in the Pass of Killiecrankie. H.C. C[asserley]. 20.
Notes on photograph on page 12 lower: train was hauled by Horwich 2-6-0 No. 13105 and Smith HR (CR) 4-6-0 No. 14757.

Institution of Locomotive Engineers: "Progressive methods applied to modern overhaul shop for electric rolling stock". 20??
E. Graham Paper 284

Developments in the railways of the Isle of Wight. 21-5. 7 illus., table.
The Southern Railway decided to standardize the locomotive stock in the Isle of Wight with three classes, namely O2, El and Al (Terriers). In 1932 the O2 class locomotives on the island were fitted with extended bunkers. Table shows that only two of the Beyer Peacock 2-4-0T  remained in service.

E.A. Phillipson. Steam locomotive design: data and formulae. Chapter IX. The engine. 25-7.
Cylinder design

Technical training on the French Rys. 27-9. 4 illus.
Paris-Orleans Railway with training based at Orleans Workshops.

Recent accidents. 29.
Reports of accidents which took place in 1931: Fakenham 27 May; Corrour 27 June (derailment of refrigerated van); 30 August collision at York; 29 September Digswell Junction.

Bulgarian State Rys. express locomotive. 29.
See Volume 27 p. 402: Polish supplier's works were at Chrzanow not at Warsaw as stated.

Electric locomotive design. IV. 30-2. illus., 5 diagrs.
Subjects covered include bad riding, side thrusts, quill drives and the Bo-Bo type used on the Austrian Federal Railways.

Trinidad Government Rys. Sentinel-Cammell articulated steam rail-car. 32-3. 4 illus.
For Sagne Grande section: Laidlaw Drew oil firing.

First-class carriage C. de F. du Midi. 33-4. 3 illus.

Axlebox facing apparatus. 34. diagr.
Southern Railway at Eastleigh Works had installed a jig to assist with locomotive axlebox facing.

L. & N.E. RY. 34.
To test the speed capacity of the latest Pacific type locomotives a series of trial runs had been organised between Peterborough and King's Crass, and also Liverpool. Street and Cambridge. On 10 December 1931 the train due at King's Crass at 16.30 headed by engine No. 2547 Doncaster, with a load of 224.5 tons (tare), covered the 76 m. 29 c. in 1 hour 6 minutes 10 seconds, an average speed of 69.2 mile/h. This included a slack to 10 mile/h, just south of New Southgate, where a new bridge is under construction far an arterial road. With a 4-6-0 Sandringham class locomotive, Cambridge was reached in 61 minutes from Liverpool Street, including a stop at Bishop's Stortford; the distance is 55¾ miles.

Great Western Ry. 34.
During 1931, ninety-three new engines had been built at Swindon Warks, viz., forty 4-6-0 Hall class for general passenger and long distance excursion trains, forty-seven 2-6-2 tank engines of the 51XX and 61XX classes for fast suburban traffic, and six 0-6-0 tank engines of the 54XX class for "auto" services, for use with leading and trailing cars. In addition, sixty 0-6-0 tank engines have been purchased from private firms. The whole of the 4-4-0 inside cylinder engines with 6 ft. 8 in. wheels had been withdrawn from service, including No. 3717 City of Truro, which was presented in March 1931 to the Railway Museum at York. Some of the Saint class 4-6-0 engines were also being scrapped.
The first section of the widening through Taunton—from Cogload junction to Taunton statian—was in use.
GWR engine No. 2197, ex Burry Port and Gwendraeth Valley Ry., was working the Cleobury Mortimer and Ditton Priors line, being stationed at Kidderminster.

A new profiling machine. 35. illus.
Reflex machine manufactured by Hancock & Co. (Engineers) Ltd of Croydon.

Light railways. 35.
The following appointments made in the control of the various light railways formerly under the superintendence of the late Lieut.-Col. H. F. Stephens: Kent and East Sussex Ry. W.H. Austin, managing director, engineer, and locomotive superintendent; R. E. Boyce, secretary. Shropshire and Montgomeryshire Ry., Jas. Ramsay, managing director; W.H. Austen, traffic and locomotive superintendent and engineer; C.R Hewitt, secretary. Weston, Clevedon, and Portishead Ry., W. H. Austen, general manager, locomotive superintendent and engineer; F.E. Johnson, secretary. East Kent Ry., W. H. Austen, manager, engineer, and locomotive superintendent; A. Parkes, secretary. Festiniog Ry., Evan R. Davies, managing director; W. H. Austen, engineer and locomotive superintendent; C. E. Davies, secretary. West Sussex Ry., Owen Walker, receiver and manager; W. H. Austen, engineer and locomotive superintendent; J. Elcome, secretary. Snailbeach District Ry., J. Pike; managing director; W. H. Austen, engineer and locomotive superintendent; C. R. Hewitt, secretary. Ashouer Light Ry., G. H. Wilbraham, secretary and manager; W. H. Austen, consulting engineer. Rye and Camber Tramway, G. Gafford, secretary and manager; W.H, Austen, consulting engineer.

Institution of Locomotive Engineers (Birmingham Centre). 35.
Announcement of a general meeting to be held in the Queen's Hotel, Birmingham, on January 20, when a paper would be read by Mr. C. G, Miller, entitled "Roads and the Road Roller." The chair to be taken by R.G, McLaughlin.

L.M. & S. Ry. (Caledonian Section). 35
The last D. Drummond 4-4-0 engine No. 14304 had been scrapped. This was originally No, 62, C.R., built at St. Rollox in 1885, and was one of the series rebuilt in 1904 with Dunalastair type boilers. and fitted with vacuum brake. One of the new 2-6-2 tanks, No, 15559, is on test in this division; it has been running on several lines, including the Coast. About seventy Northern division engines were withdrawn during 1931, of which about sixty were ex G. & S.W. Ry,

The Late Mr. F. H. Trevithick Obituary. 36.
Mr. Frederick Harvey Trevithick, chief mechanical engineer of the Egyptian State Rys. from 1883 to 1912, died suddenly on 9 December 1931 at Avignon, France, in his eightieth year. A grandson of the famous Richard Trevithick the inventor of the steam locomotive, he was son of Francis Trevithick locomotive superintendent of the London & North Western Ry., and biographer of Richard. Mr. Trevithick served an apprenticeship with Harvey & Co., pumping machinery engineers, of Hayle, Cornwall, and later at the Great Western Ry. Works at Swindon. He was appointed district locomotive superintendent for London, in charge of Westbourne Park sheds in 1880. The post of Ingenieur en Chef du Materiel et de la Traction of the Egyptian State Ry. Adrnlriistration was his next appointment in 1883. As a colleague of the late Lord Cromer, he did much to improve the rolling stock of the Egyptian Rys., while his tactfulness and geniality gained the full confidence and affection of his staff, both British and native. When Mr. Trevithick took charge at Cairo in 1883 the rolling stock was in a very neglected state, and he devoted himself to standardising and rebuilding the equipment, and his efforts were so successful that a committee appointed in 1904 reported the condition of the locomotive department to. be quite efficient. The late Mr. Ahrons gave an interesting description of the locomotive stock of the Egyptian Rys. in THE LOCOMOTIVE for 1903. Mr. Trevithick carried out an exhaustive series of feed-water heating and superheating experiments, which were described in a paper read before the Institution of Mechanical Engineers in 1913. Mr. Trevithick had been a Member of the Institution of Locomotive Engineers since 1913. On his retirement Mr. Trevithick lived at Buccleuch House, Richmond, and was on his way to Egypt, where he had hoped to spend the winter, when he was taken ill. He was buried at Richmond Cemetery on December 17.

Correspondence. 36
Messrs. Henschel & Sohn A.G. Gossell & Son Ltd.
It had been stated in the Press that the works of our principals, Messrs. Henschel & Sohn A.G. of Cassel, are closing down at the end of 1931. This is, however,  only a temporary measure, and it is not anticipated that it will last. for more than three months. It is, on the one hand, mainly due to the world-wide cancellation or postponement of railway building programmes, and, on the other hand Messrs. Henschel & Sohn wish to take advantage of the lull in business to re-organise their three works at Cassel with a view to adapting them to the somewhat changed requirements of the present time.

Diesel-electric locomotives v. steam. W.C. Williams. 36-7.
We are constantly being told of the wonders of Diesel-electric traction for main line services, and therefore, the article appearing in the issue of November 1931 under the above heading prompts me to make a few comments. The design is certainly an interesting one, but can its performance, and behaviour as regards maintenance, be forecasted with any degree of certainty? After all, Diesel electric traction has not yet been proved an economic practice for main lines; that is to say, nowhere have a number of 2,000 to 3,000 h.p. Diesel-electric locomotives run day in and day out for, say, eighteen months without any special care or attention. Further, in the difficult conditions cited, it is doubtful whether anything of the power mentioned has ever been tried.
A hundred years' experience covering the design of motive power units for running on rails has surely taught us that we cannot go on indiscriminately increasing the tractive effort of locomotives, let alone double their size without, unfortunately, going "through the mill" — step by step. Each design is built a little larger than its predecessor and experience, sometimes bitter, fills in the missing gaps in our theories. We learn what wheel arrangements are possible, the most suitable methods of suspension, and something of the effect of the distribution of stresses and strain set up by the movement of the new high-powered vehicle. Very heavy and powerful articulated locomotives are, for instance now being constructed, but numerous types have had to 'be built and the design of a multitude of details altered and the chassis reconsidered throughout before a really reliable and effective high-powered machine was evolved.
As regards' the Diesel design illustrated, there is nothing really to guarantee that such a wheel arrangement will be even suitable, bearing in mind the altered centres of gravity, the location of the drawbar, and the stresses set up on the track by the placing of the motors between the wheels. There are also instances where reduced wheel bases have increased flange and rail wear under similar conditions.
Locomotives have grown tremendously in size in recent years but it has been proved that along with increased power come matters which have to be the subject of the most careful investigation and thought, in order that the more powerful unit shall be able to maintain its performance with the minimum of wear and tear to itself and the track. In other words, it is not easy to put a new form of prime mover of a high power order on to wheels and get an immediate satisfactory result.
Therefore, I submit that a Diesel-electric locomotive of the design illustrated would have to go through the same process of evolution and experience, trial and error, as every other motive power unit.
As regards the conditions of the railway cited, in the first place, the grade is not 1 in 27 but principally 4 % (1 in 25) and more severe portions occur. There are 173 curves in 20 miles; at kilometre 22 a portion of 4.28% exists, at another point three curves of 300, 360, and 800ft radius follow immediately one upon another; at this point the grade is 3.924% which at .04% increase in grade per degree of curvature equals 4.68 %, or approximately a 1 in 21 grade.
The existing articulated locomotives referred to, which incidentally, have 69,150 lbf tractive effort (at 75 %), not 60,150 lbf, handle, as stated, 360 tons, and have successfully operated 400-ton trains.
To talk of any increase of speed is to ask for a further pile of trouble, as any increase in speed with permanent way conditions as mentioned above cannot be obtained without increase of tractive effort and a consequent increase of wear
and tear of the permanent way, to say nothing of increased side play on the locomotive and increased flange wear on all rolling stock.
The proposed Diesel locomotive, it is noted, is composed of four 750-h.p. Diesel engines and four motor generators with ten motors geared to the axles. The initial cost of such a machine would, it may surprise many, be in the vicinity of £50,000 in other words, probably nearly four times the cost of a steam locomotive of equal power, which can do the work with great satisfaction arid economy. This would seem to be the case, as a further order for articulated steam locomotives of the type referred to has been given since their introduction, and after five years even the originals are, it is understood, "still going strong," and likely to for many a year to come. Also at a recent shareholders' meeting; of the company it was stated, by no less a person than the chairman, I believe, that certain reductions had been effected in working expenses and that these reductions were "mainly attributable to the powerful locomotives now working over the heavy gradient," Perhaps better the devil we know .. . particularly in these days of financial stress! -

Reviews. 37
History of the Great Western Ry., by E.T. MacDermot, Vol. II—I863-1921. London: Great Western Ry.
In this volume of 654 pages, MacDermot concludes his history of the Great Western Ry., covering the period from 1863 up till the 1921 amalgamations, and in spite of the condensation imposed in keeping the narrative to a single volume, instead of the two parts allowed for the first volume, it is remarkably full of detail.
The bulk of the book is occupied with accounts of the various lines that made up the Great Western, full treatment being given to the Monmouthshire, Bristol and Exeter, South Devon Cornwall, and West Cornwall Rys. The fiasco of what the Devonshire people called the "Atmospheric Caper," when the South Devon line between Exeter and Newton Abbot was worked on the atmospheric system, was a serious blow to Brunel's reputation, and it speaks well for his abilities that the S.D. Ry. continued to employ him as their engineer. This episode is recorded by the author at some length, as well as the story of the decline of BruneI's broad gauge until its final abolition in May, 1892. It is difficult to avoid the impression that the supporters of the broad gauge thought they were playing a losing game from the beginning, as they made but little attempt to take full advantage of it. In the chapter on the Cornwall Ry. an account of the building of the Saltash Bridge is given, as well as of the timber viaducts, of which there were thirty-four between Plymouth and Truro.
When Sir Daniel Gooch was elected chairman of the G.W. Ry. in 1865, the company was on the verge of insolvency, but when he died in 1889 he had established its fortunes on a firm basis of prosperity. His dislike of innovations and policy of rigid economy, especially in train mileage, were carried too far, and were the cause of the unpopularity of the G.W. Ry. in the 'sixties and 'seventies.
But from 1888 onwards there was a gradual awakening of the company from its backward position. Trains were speeded up, short cuts were made to reduce distances between principal towns. equipment was brought up to date, and. steps taken for developing the locomotive stock to the efficiency which to-day maintains the supremacy of the G.W. Ry. for speedy travel. Following a chapter on the working of the G.W. Ry. during the War and the years succeeding, is a section full of interesting information about the train services, methods of working, and signalling. Then there are two chapters on the remarkable variety of broad and narrow gauge locomotives, from the pen of A.C.W. Lowe. Commencing with the engines taken over from the Vale of Neath Ry. in 1866, followed by the stock off the Devon and Cornwall lines, the author deals with the "convertibles" built at Swindon. Standard gauge engines are given a separate chapter, and cover the periods supervised by J oseph Armstrong, 1863 to 1877, William Dean, divided into two sections, 1878 to 1893 and 1893 to 1902, and George J. Churchward, 1903 to 1921. Carriages and wagons, broad and standard gauge, form the subject of the final chapter, followed by three appendices giving dates of opening, mileage and gauge, lists of broad gauge engines, and dividend rates from 1840 to 1921. The volume is profusely illustrated with reproductions of old photographs, etc., and there are folding maps showing the breaks of gauge in May, 1868, and the G.W. system in 1912, recording the short cuts.

Railway literature,1556-1830. A Hand List. By R.A. Peddie. London: Grafton & Co.
Railway historians frequently experience difficulty in ascertaining the possible sources of information from which to gather the data they are searching for, and the author of this handbook has endeavoured to remedy this by cataloguing all known. references to railway literature down to the year 1830. Reference is simplified by the method of classifying the works under the year of publication, and it will probably surprise many to know that the first of these is under a date so early as 1556. An indication is given of the libraries, public or private, in which copies of the works concerned may be found, and as the author does not anticipate that he has exhausted every publication in existence he hopes that all users of the volume wiII inform him of any additional ones of which they may be aware. The list is printed on one side of the page only, the opposite side being left blank for readers to insert any additional titles they may come across. Historians should be able to save themselves much time and trouble by consulting this handbook before starting their investigations.

Stephenson Loco. Society, Notes. 38

Number 474 (15 February 1932)

Southern Ry. – new 2-6-4 goods tank locomotives, class "W". 39-40. illus., 2 diagrs. (s. & fr. els.)

4-6-2 type locomotives, Gwalior Light Rys. 40-2. 3 illus., diagr (s. & f. els.)
2ft gauge: W.G. Bagnall locomotives for Ujjain Agar Rly fitted with superheaters, Wrench piston valves and Walschaerts valve gear. 2ft 9in coupled wheels, 11 x 18in cylinders,  722ft² total heating surafce, 12.3ft²  grate area and 180 psi boiler pressure. See also p. 99.

Diesel-electric locomotives for the Siamese State Rys. 42-3. 2 illus.
Royal State Railways: supplied by Frichs of Aarus in Denmark. Six articulated railcars (with power unit on separate vehicle) and 4-8-8-4 1500hp locomotive for express freight on Bangkok Chengmai section.

Beyer Garratt locomotives for the Blidah-Djelfa Ry., Algeria. 44-5. illus., diagr. (s. & f/r els.)
Beyer Peacock 4-8-2+2-8-4

F.W. Brewer. 4-cylinder compound locomotive. 46-8. 2 illus., diagr. (section: s. el. & cross section)
Built Schneider et cie in 1909: 2-8-2 rebuilt in 1915.

Indian Rys. 48.
The serious financial position due to stagnation in trade, loss of traffic, etc., has caused the Railway Board to reduce the salaries of officers, whilst the operating staff has been curtailed and all expenses limited to bare necessities. Locomotives and all rolling stock have to run longer before overhaul, and maintenance is being seriously reduced. Practically no new vehicles were being constructed in the large workshops and very few were on order.  The new railway being constructed by the Administration to connect Raipur, in the Central Provinces with the new port of Vizagapatam on the Bay of Bengal was rapidly approaching completion. It leaves Vizianagram Junction, about 38 miles from and crosses the Eastern Ghauts at an elevation of at Satikona, thence it descends to a low level and low-lying country not traversed by any railway and on to Jonk and Raipur. Heavy mineral traffic was expected and powerful locomotives with high-capacity wagons would be used.
The Viceregal train built at LilIooh in 1904 was being re-modelled and re-conditioned to better meet the needs of the present Viceroy and Vicereine Excellencies' bedrooms, as originally arranged, extending the full width of the cars, and passage past the saloons of the train was only possible when they were unoccupied. This fault has now been remedied, and accommodation for staff much improved.
During the financial year 1929-30 some 115,000 fuel were consumed on locomotives of the State Rys. The relative efficiency of coal and oil has been ascertained as 1 is to 1.85, and although the cost of the best coal at Bombay and Karachi is but half the price there are other advantages which are, it is claimed, compensation to justify its use.
The G.LP. running shed at Bhusawal, which has gone much rearrangement in recent years, is to have boiler-washing equipment installed by the Ec Boiler Washing Co. Ltd., of London.

London & North Eastern Ry. 48
The two Atlantics fitted with boosters: Nos. 727 and 2171, were stationed at Greensfield shed, Gateshead and working on the main line link. No. 2162, 4-6-2 tank, was at present working from Bank Top, Darlington. Another class T engine, No. 444 had been allocated to Tebay for mineral traffic. No. 1423, had been provided with one of the new straight-sided tenders, and the other engines of this class were to be fitted with these. New J39 class goods engines, Nos. 2969 to 2971. had been sent to March sheds. New Sentinel locomotive, No. 154, was at Tyne Dock shed. The Armstrong Sulzer Diesel-electric car had been working between Malton, and Whitby. On the journey from Scarborough and back, the average consumption had been 5 miles per gallon.

Southern Ry. 48.
In connection with the London-Brighton and Worthing electrification, contracts had been placed for forty-four all-steel motor coaches. The order was divided equally between the Metropolitan-Cammell Wagon & Finance Co. Ltd., of Saltley, and the Birmingham Railway Carriage & Wagon Co. Ltd., of Smethwick.

Southern Ry. 48.
In connection with London and Worthing electrification contracts had been placed for 44 all-steel motor coaches divided equally between Metropolitan-Cammell Wagon & Finance Co. Ltd of Saltley and Birmingham Railway Carriage & Wagon Co. Ltd of Smethwick.

The SAB type D double-acting automatic slack adjuster, 49-52. 5 diagrs.
Swedish Brake Regulator Co.

E.A. Phillipson. Steam locomotive design: data and formulae. Chapter IX. The engine. 53-4
Special materials for reciprocating and other parts.

Spanish Rys.-Recent Locos. by Babcock & Wilcox, 56-8??

4-6-2 Pass. Loco. No. 3302, Andalusian Rys.

2-8-2+2-8-2 "Garratt" Loco., No. 206, Central of Aragon Ry.... 58*

A Novel German Shunting Device. 59. illus.,

Scandinavian railway travels. 60-3. 3 illus., diagr., plan
Train ferry services to link islands in Denmark, and others to link the railways of Sweden and Germany. Major terminals at Warnemunde and at Strasland. Longest crossing was from Sassnitz to Trelleborg which took 4.5 hours

Great Western Ry. 63.
The programme of work to be carried out in 1932 included the replacement of the last of Brunei's famous wooden viaducts on the Falmouth branch. These were College Wood (318 yards long) and Ringwell (122 yards long) constructed in 1863 and 1862 respectively. They were to be replaced by a permanent arched structure and an embankment at an estimated cost of £85,000. The Carnon viaduct, another timber structure, 252 yards long, on the same branch near Devoran, was already being reconstructed.
The locomotive programme for 1932 included another ten 4-6-0 engines of the Castle Class, twenty 4-6-0 Hall class engines, and sixty 0-6-0 tank engines for suburban services. Other rolling stock to be built at Swindon included eight composite corridor carriages, fifty-eight corridor third-class, twenty-two corridor van third-class, fifty non-corridor brake composites, ten trailers for branch line work, fifteen passenger train brake vans nine six-wheel milk tank wagons, one covered scenery van, 300 12-ton open wagons, 150 flat wagons for container traffic, 250 12-ton covered and fifty cattle wagons.

Obituary. 63.
Recorded the death in Glasgow on 8 January 1932 of G. Cunningham, M.B.E. former chief mechanical engineer of the Bengal Nagpur Ry., at the age of 55 years.
William Paton Reid, C.B.E., former locomotive supermtendent of the North Br!tish Ry., died on 2 February 1932 at Glasgow. He began his railway career at Cowlairs in 1879, and was placed in charge of Balloch locomotive depot in 1883. He was promoted to Dunfermline in 1889, to Dundee in 1891, and to St. Margarets, Edinburgh, in 1900, and then outdoor assistant locomotive superintendent. In 1904 Reid was appointed head of the locomotive department, which he held until his retirement in 1919.

Sentinel locomotive for Clee Hill, L.M. & S. Ry. 63. illus. copied
No. 7164

Robert Stephenson & Co. Ltd. 63.
Order from Ottoman Ry from Smyrna to Aidin for two 2-8-2 locomotives similar to those supplied in 1929: 19½ x 26in cylinders; 5ft 2in coupled wheels; 1745ft² total heating surface and 25.35ft² grate area. To be fitted with Titan feedwater heaters..

J.W. Hobson. The care and maintenance of the industrial steam locomotive. 64-7.
Abridged version of a Paper presented to the North East Coast Institution of Engineers & Shipbuilders on 13 November 1931.

Treatment of feed water for locomotive boilers on the Nitrate Rys., Chile. 67-9.
See also p. 87

Electric locomotive design: IV. 69-70.
Czecho-Slovakian State Rys. locomotive

Spanish Rys.-Diesel-electric Rail Cars for Pamplona-San Sebastian Ry. 70-1.
Maintenance was simple and of minimum cost. As they are always ready for immediate use, the rail-cars had great elasticity of servrce ; they burnt Diesel fuel oil or gas-oil, .giving considerable fuel economy. They were driven by one man only. The results obtained by the Beardrnore diesel-electric traction on the San Sebastian to Pamplona Ry. showed that the interna1 combustion engine as motive power was capable of giving complete satisfaction as a railway traction unit.

Articulated main drive for locomotives: System Bianchi. 71.
By courtesy of G. Bianchi, chief mechanical engineer of the Italian State Rys., we reproduce a drawing of the articulated driving arrangement (Bianchi system), which has been adopted on 223 electric locomotives since its introduction in 1921. This drawing illustrates the method of relieving the main crank pin of part of the load transmitted from the electric motors in the case of a six-coupled locomotive. It will be seen that the object of this ingenious arrangement is very similar. to the Woodard drive used on the LNER Shire class engines, and illustrated on page 295 of our issue of September last, By the use of this device a larger bearing surface is also obtained for the main crank pin. Signor Bianchi can therefore claim to be the originator of this improvement in the main drive on crank pins of locomotives, which preceded the Woodard arrangement by many years.

L. & N.E. Ry. 71.
The passenger service on the branch line from Bentley to Hadleigh to be withdrawn on and from February 29, and the stations at Capel, Raydon Wood, and Hadleigh to be closed. Excursion trains would run to these stations as may be necessary, and the goods and parcels service would be maintained. Passenger services would be operated by the Eastern Counties Omnibus Co. Ltd.

L.M. & S. RY. 71.
Contracts had been placed for the reconstruction of Camden Engine Shed and Motive Power Depot. A Chesterfield firm had secured the contract for reconstruction of the roof. whilst the work of remodelling offices, stores, etc., was being undertaken by a Watford firm. A further contract for toe sheeting for the roof and smoke troughs had been awarded to a Manchester firm. On 9 February 1932 trials were carried out on the Bletchley-Oxford branch of the L.M. & S. Ry. with a petrol-driven rail-car, fitted with Michelin pneumatic tyres. These cars were described in 15 October 1931 issue and were designed to provide a light economically operated vehicle to meet road competition.

Welded Freight Cars, by the Pullman Car Co .... 72
Chicago G.W. Ry., 70-ton Welded Freigh] Car , ..

Institution of Locomotive Engineers. 72-4
Report of meeting on relationship of loading gauge to running gauge and the effect of both on speeds round curves by Collins (Paper 285).

Reviews. 74.
Handbooks of the Science Museum. – Land Transport III. Railway Locomotives and Rolling Stock.
Part 1 Historical Review; Part 2 Descriptive Catalogue by E. A. Forward, London: HMSO.
These handbooks form an interesting and instructive guide :to the collections illustrating land transport at the Science Museum, This section is divided into four groups, each having a separate handbook, as follows:
(1) Road Transport.
(2) Mechanical Road Transport.
(3) Locomotives and Rolling Stock.
(4) Railway Construction and Working.
Group III, the subject of ·these two books, deals with the general development in the British Isles of locomotive engines from the time of Trevithick's experiments to the present day, and also of carriages and wagons. Divided into two parts, the first deals with the history of the railway locomotive and the second volume is devoted to a descriptive catalogue of the fine collection at South Kensington. Both volumes are well illustrated by appro- priate photographic reproductions of the locomotives and models exhibited in the Museum. Many references to sources of further information are given at the end of Part 1. Although there are many more elaborate treatises dealing with this subject, a concise historical review such as this is very useful to those who wish to be conversant with the salient features. It is written in non-technical language and easy to follow.

Wagon details and construction, by P.H. Saunders. London: Crosby, Lockwood & Son.
As the author remarks in his introduction, this book should prove useful to those concerned in the change-over from wood to steel-wagon building, and engineers who, whilst specialising in the locomotive branch, are called upon to engage in the construction of steel wagons. The book gives a lengthy account of underframe erection, followed by a section on doors, ends, and roofs, and by another chapter on ironwork, as applied to wagon details. Wheels and axles, springs, bogies and bogie underframes with the latest methods of manufacture and machines, are dealt with in turn, followed by useful information on inspection, checking, and testing, and on spray painting and packing. Having regard to the small amount of information available on the subject of this manual it is likely to be in considerable demand. It is profusely illustrated by drawings and diagrams of details.

London, Midland & Scottish Ry, (Caledonian Section). 75. illus.
Two McIntosh 4-6-0 engines built for the Callander and Oban line, Nos. 14606 (illustrated) and 14607, had been provided with 918 class boilers and cabs. These boilers carried a working pressure of 175 psi, with a total heating surface of 2,018 ft². and a grate area of 21 ft². The rebuilt engines are said to be doing exceptionally good work on the Oban road.

[L.M. & S. Ry: Lentz valve gear]. 75.
The L.M. & S. Ry, announced that they were carrying out tests with the R.C. (rotary cam) type of Lentz valve gear. Five L.M. & S. Ry. standard 2-6-0 locomotives had been fitted with the gear, which is used to operate poppet valves disposed horizontally above the cylinders. The aim of this gear is principally to reduce maintenance costs and tests would be carried out in comparison with other engines fitted with the normal Walschaerts valve gear and piston valves. The Lentz gear design is a British patent, and was manufactured by the Associated Locomotive Equipment Ltd., of Victoria Street, Westminster.

L.M. & S. Ry., Northern Counties Committee. 75.
Engine No. 61 had been rebuilt as a class B3, fitted with a G6 boiler, and named County Antrim. All Class B3 engines would be named "Counties" as they come into the shops for repairs. No. 28, being overhauled, would appear as County Tyrone. The following engines had been named: Class Al No, 62 Slemish, 64 Trostan, 65 Knockagh, 66 Ben Madigan, Class U2 No. 74 Dunluce Castle, 75 Antrim Castle, 78 Chichester Castle, 79 Kenbaan Castle, 81 Carrickfergus Castle and 84 Lisanore Castle.  Engine No. 57, Class C, had received the splashers with the old name Galgorm Castle, from No. 3, to enable that engine to be named Glenaan in the near future.

Stephenson Locomotive Society. 75.
On 12 January J.E. Kite, president of the Railway Correspondence and Travel Society, read an interesting paper entitled "Railways of 100 years ago." After narrating some of the trials and troubles experienced by early engineers, the author read entertaining and humorous extracts from early guide books, of which he is a collector. Mention was made about the opposition to Bills in Parliament and to schemes being rejected. At the conclusion, the chairman, J.N. Maskelyne, proposed a hearty vote of thanks to Kite for his excellent lecture. The next meeting to be on March 10, when A.J.W. Dymond, of Swindon. would be the lecturer.

Cross-Channel steamer service. 75.
The cross-Channel steamer service between Tilbury and Dunkirk, initiated in 1927, to be transferred to Folkestone on 15 May 1932.

Locomotivemen's Craft Guild. 75.
On 27 February Dr. J.N. Long, to lecture on the Heavy Oil Engine and on 5 March F. Hargreaves, assistant chemist at Ashford Works, S. Ry., to read a paper entitled How Locomotive Parts Break. The lectures were held at the Borough Polytechnic Institute, starting at 7 p.m.

Railway Correspondence and Travel Society. 75
Members heard R.L. Burge read a paper on Locomotives of the Dean and Churchward regimes on the G.W. Ry.  Numerous illustrations showing the various engines in their original and rebuilt condition were shown, and much appreciated by the audience. Burge's intimate knowledge of his subject was exemplified by many personal anecdotes related. On Wednesday, January 20, the society held its first annual dinner and general meeting since re-organisation, at the Raglan Hotel, St. Martin's-le-Grand, E.C.3. J.E. Kite presided, and gave a brief epitome of the new organisation since headquarters were transferred from Cheltenham to London. A few speeches were made, followed by the general meeting. Reports were read on the society's financial position, and some discussion arose over visits to sheds and works.

Southern Ry. Pupils and Premium Apprentices Association. 75.
Seventh annual dinner of the association scheduled for Charing Cross Hotel, on Friday, 11 March. All past pupils and premiums wishing to attend should apply for further information to the hon. dinner secretary, S. A. Webster, The County Hotel, Ashford, Kent.

Institution of Locomotive Engineers. 75.
W.A. Lelean, of the locomotive and rolling stock department of Rendel, Palmer & Tritton, consulting engineers to the Government of India, had accepted the invitation of the Council of the Institution to become president for the session 1932-3: Lelean would take office from June 1 next: he had served as a vice-president of the Institution. At the next general meeting, to be held in the Hall of the Institution of Mechanical Engineers, on Thursday, February 25, F.A. Pudney will read papers on (a) "Notes on three Diesel locomotive types" and (b) "Rotary cam gear improvements." The annual dinner would be held at the Trocadero Restaurant on Friday, Feb. 26.-

Annual dinner of the Southern Ry. Eastern Divisional Locomotive Running Department. 75.
Held at the Strand Palace Hotel on 3 February, under the chairmanship of D. Sheppy, divisional running superintendent, supported by Mr. A. Cobb, assistant locomotive running superintendent, Mr. H. Lelew, and Mr. W. E. Neil, The gathering numbered over 200. The loyal toast having been honoured, the chairman gave the "Southern Railway, Directors, and Officers," to which Mr. Cobb replied. Mr. H. Lelew proposed "The Ladies, Guests, and Visitors," and Mr. Neil responded. A musical programme then followed, and judging from the generous applause given after each of the items, was greatly appreciated,

Number 475 (15 March 1932)

"Prairie" type locomotives for the Russian Soviet Railways. 77-8. 2 illus.
Oil burnining using Lyssoff system. Built Kolomna. 22.6 x 27.5in cyclinders, 2974.8ft² and 51.76ft² grate area. Further information from F. Meineke p. 151..

Michelin pneumatic-tyres rail-car trials on the L.M. & S. Ry. 79-80. illus.
Photograph show railcar at Oxford having worked there from Bletchley.

Locomotives for the Lower Zambesi Bridge Contract. 80-1.
Cleveland Bridge & Engineering Co. Ltd.: three Peckett 0-6-0T: 3ft 6in gauge with outside cylinders (14 x 22in) and outside frames; 3ft 2½in coupled wheels; 692ft² total heating surface; 14ft² grate area and 180 psi boiler pressure: WN 1829, etc.).

Bermuda Railway. 81. illus.
Bogie railcars supplied by Drewry Car.

Facts About British Railways. 81
Issued by British Railwways Press Bureau.

The Railway Club. 81.
J. Willox spoke about electrification and the Weir Report on 12 February and D.V. Levien of the GWR was to talk about travel at 200 mph on 4 March.

Diesel elevctric locomotive for 2ft gauge. 82-3. illus.
Siemens-Schuckert Co. for CDM.

Trial run of the Armstrong oil-electric rail-car between Newcastle and Hexham, L.N.E.R. 83.
By the co-operation of the London & North Eastern Ry., Sir W. G. Armstrong, Whitworth and Co. (Engineers) Ltd. were able on Tuesday, February 16, to give a trial run from Newcastle to Hexham and back of the firm's two new 250-h.p. Diesel-electric rail coaches built at the Scotswood Works.
\M e gave a full description of the first car in our January issue but we can mention that it carries about sixty passengers, and it is driven by electric motors, with a Diesel heavy oil engine driving the generators supplying current to the motors, the whole torming a self-contained unit.
A party of invited guests accompanied the trial run of the two coaches, one of which has been appropriately named Tyneside Venturer, and painted blue and cream. The outward journey of 20¾ miles to Hexham was along- the route of the old Newcastle and Carlisle Ry. The two rail-cars were coupled together with a full load, and were driven by one man. Both vehicles were under their own power. and the drive was so even that the screw couplings were mostly floating during the run. The engine started easily, and the acceleration excellent, whilst a speed of over 60 m.p.h. was recorded. Diesoleum oil was used as fuel at 3¾d. per gallon, and during a recent trial run between York, Scarborough, and Whitby, the consumption was found to be about five miles to the gallon. The tank holds enough for a run of 400 miles on main line work. The fuel cost is therefore about id. per mile. The exhaust was hardly noticeable, even with the engine running light. On the return trip the party was afforded an opportunity of visiting the Armstrong Works at Scots wood, and of inspecting recent developments in the manufacture of the oil-electric locomotives and cars, as well as the recent business of Armstrong- Saurer Commercial Vehicles Ltd. Some time back the Armstrong Co. supplied the Buenos Aires Great Southern Ry. with some 1,200-h.p. oil-electric mobile power houses, and Scotswood Works are now engaged on some 1,700-b.h.p. sets for the same railway. Other work in hand at the time of the visit included a 15-ton shunting locomotive, a 40-ton shunting locomotive, one 800-h.p. 80-ton goods and passenger locomotive, and four rail coaches for the Gaekwar of Baroda's State Ry.
At the subsequent luncheon at the Central Station Hotel, Major-General G. P. Dawnay, chairman of Sir W. G. Armstrong, Whitworth & Co. (Securities) Ltd., spoke as to the possibilities and advantages of Diesel-electric traction as compared with the electrification proposals of the 'Weir' Committee, and suggested a solution of the railway problem might be a combination of electrification and oil-electric locomotives.
Lieut.-Col. P. D. Ionides (vice-chairman, Sir W. G. Armstrong, Whitworth & Co. Ltd.) spoke of the present difficulties of the locomotive building industry, and the prospects of an early revival with the new oil-driven car, with its extremely low running cost, and the consequent increase in work for Newcastle. Sir John Thornycroft, replying on behalf of "The Guests," mentioned the special advantages of oil-electric locomotive over steam or other forms of traction in countries overseas, where coal and water were scarce or of poor quality. Among those present were :-Mr. Bruce White (Robt. White & Partners), Mr. Julian Tritton (Rendel, Palmer, and Tritton), Sir John Thornycroft, Mr. R. E. L. Maunsell, Lieut.-Col. G. L. Hall, Mr. A. Raworth, and Mr. J. Clayton (Southern Ry.), Mr. C. R. Mayo (Fox & Mayo), Mr. Ashton Davies and Mr. J. E. Anderson (L.M. & S. Ry.), Mr. J. W. Spiller and Mr. W. L. Watson (Crown Agents for the Colonies), Mr. J. R. Hind, Mr. W. A. Fiddian, and Mr. W. Murray (L. & N.E. Ry.), Mr. Jas. Ramsey and Mr. J. Pike (Shropshire & Montgomeryshire Ry.), Mr. P. M. Tottenham and Mr. N. A. Ablett (Egyptian State Rys.), R. Adams (N.W. Ry. of India), F. Wood (Bahia South Western Ry.), H. P. Burman (Eastern Bengal Ry.), Messrs. C. E. Sherrington, C. J. H. Trutch, B. Irving, and M. B1acklock (Sir W. G. Armstrong, Whitworth & Co. Ltd.), Commander Micklem (Vickers-Armstrong Ltd.), and Mr. G. C. Batho (Sulzer Bros.).

The Nitrate Railways and its locomotives. 85-7
The locomotives were of particular interest on account of the heavy work they performed over long stretches of 1 in 25, while the variety of the larger examples was great and locomotives had been bought from British, American, and Belgian builders. Oil fuel was universally employed .
Many of the original locomotives had been scrapped, but there were still several veterans on the active list. No. 1 engine dated back to 1873 and was a 0-4-4 saddle tank, built by R. and W. Hawthorn, of Newcastle-on-Tyne, and used for an officers' inspection carriage. It had outside 10 by 15in. cylinders, coupled wheels 2 ft. 10 in. diameter and working pressure 150 psi. The saloon portion was carried on a 5 ft. 6 in. wheelbase bogie, with wheels 2 ft. 4 in. diameter. The combined vehicle measured 29 ft. 10½in. over headstocks. Total heating surface 461 ft² Grate area 7.5 ft².
Engines Nos. 2 to 8 are four-wheeled saddle tank shunters. No. 2 was built by the Yorkshire Engine Co. in 1889, and was still working. It had 14 in. by 20 in. outside cylinders and coupled wheel diameter of 3 ft. 4 in. Working pressure 140 psi. Total heating surface 485 ft². Grate area 7.2 ft². The remainder of the class, Nos. 3 to 8, were very similar in design, built by John Fowler & Co., of Leeds, in 1876 with the following principal dimensions: cylinders 12in. by 18 in.; coupled wheels 3 ft. 3½in. diameter. Five of these engines were still in service. The heating surface was as follows: total 354.5 ft² and grate area 5.8 ft². From the opening of the first section of the line, and until naerly 1930, the heavy traffic was dealt with by Fairlie type engines . They formed the most numerous class on the system, with twenty-three owned by the company. They had double boilers, with a separate firebox for each barrel, fired from the side. The boilers were carried on two six-wheeled steam bogies. The first series of these engines — Nos. 9 to 16 — were built by the Avonside Engine Co of Bristol, in 1872, and three were still in service — Nos. 9, 10, and 15 — though rebuilt more than once The second series of six engines — Nos. 17 to 22 — were supplied by the same makers in 1874, and of these Nos. 18 and 19 were still running. In 1874 also, one Fairlie engine of the 0-6-0+0-6-0 type was built by the Yorkshire Engine Co. This was engine: No. 23. When further power for the line was required in 1880, the Yorkshire Engine Co. were successful in obtaining a contract for a further series of five Fairlies, which became Nos. 33 to 37 on the Nitrate Rys. list, and at the same time an order for one engine of this class went to the Avonside Co., and this bore the No. 32. Nos. 23 and 32 to 37 had all been scrapped and replaced by more modern types. The Yorkshire Engine Co. built two more Fairlies — Nos. 63 and 64 — in 1889, and one more— No. 76 — in 1908. These three engines had been withdrawn from traffic recently, and scrapped.
The leading dimensions of the Avonside engines, Nos. 9 to 15 were: wheels 3 ft. 7½ in. diameter; four cylinders 15 in. by 22 in. Working pressure 140 lb. psi. Total heating surface 1,607 ft². Grate area 24 ft². The Fairlie engines built by the Yorkshire Engine Co., Nos. 33 to 37, although of the same general design, had wheels 3 ft. 10½in. diameter; four  cylinders 17 in.  by 22 in. stroke. Total heating surface 1,939 ft². Grate area 32 ft². Working pressure 150 lb. psi.
No. 23 had cylinders 15 in. by 20 in.; wheels 4 ft: 7 in. diameter. Total heating surface 734 ft².. Grate area 11 ft².

[Permutit]. 87.
See article on p. 67 describing the method of water treatment adopted by the Nitrate Rys. of Chile, mention was made that "Permutit" plants had been installed, but it has been pointed out to US that the trade name overseas of "Permutit" is "Zerolit." The whole of the plant for the Nitrate Rys. was supplied by United Water Softeners Ltd., of Aldwych House, London.

London & North Eastern Ry. 87.
New J39 class 0-6-0 goods engines completed at North Road Works, Darlington, were Nos. 2973, 2974, and 2975. The first two were allocated to Sheffield.

Messrs. Hawthorn, Leslie & Co. 87.
Had built a 0-4-0 saddle-tank locomotive for Newport Docks, named Faraday.

Drumm battery-driven electric train. 87
The Drumm Battery two-coach articulated train had been put into regular service on the Great Southern Rys. between Dublin (Amiens Street) and Bray, where an intensified suburban service was worked. The train seated thirty-eight first-class and 102 third-class passengers, weighed 70 tons complete with all equipment. It worked at 500 volts.

Spark Arrester, French... 88*

Great Western Railway: an interesting locomotive rebuild. 88-9. illus.
GWR 2-6-2T No. 1204, former Alexandra Docks & Railway and Mersey Railway No. 15, had been rebuilt with a standard GWR conical boiler.

Stephenson Locomotive Society. 89.
D.S. Barrie spoke about Light railways at the February meeting.

E.A. Phillipson. Steam locomotive design: data and formulae. Chapter IX. The engine. 90-3.
Piston heads.

Locomotive economies on the L.M. & S. Ry. 93.
Reduction in the number of separate types from 393 to 261; new records of locomotives; standardisation; index of efficiency.

Scandinavian Railway travels, 93-6. 7 illus., diagr.
Denmark which was notable for its early adoption of diesel power both on the State Railways and on the private Copenhagen to Farum line which was operated by 200 hp diesel electric locomotives in the middle of what was in effect push & pull units. Frichs of Aarhus was the supplier of both a 2-AA-1 450hp locomotive and a three-cylinder 2-8-0 steam locomotive for freight. The low level Hovenbangaarden station in Copenhagen was illustrated

Garnkirk & Glasgow Ry. 96 copied

Coaling plant at Cudworth locomotive sheds, L. & N.E. Ry. 98. illus.
Babcock & Wilcox installation: steel structure.

Cortazzi radial axleboxes Gwalior Light Rys. locomotives. 99. diagr.
See February Issue (p. 40) for description and illustration of the narrow gauge locomotives, built by W.G. Bagnall Ltd., of Stafford, for the Gwalior Light Rys., India. Now, by courtesy of the makers, were published detailed drawings of the radial axle boxes of the Cortazzi type, under the trailing end of the engines. Cortazzi, the original designer of this form of radial axle box control, was one of the first locomotive superintendents of the Great Indian Peninsula Ry., and prior to his appointment in 1866 had been at Doncaster, Great Northern Ry., under Archibald Sturrock. It is quite possible that his experience there with some of the early radial axle-box arrangements tried prior to the building of the 0-4-2 Metropolitan tanks of the G.N. Ry., influenced him in providing the inclined sliding surfaces eventually adopted for securing an efficient and satisfactory control of the lateral movement permissible with these axleboxes.
The earliest forms adopted in this country according to Ahrons' British Steam Locomotive had no controlling arrangements, and accordingly the engines fitted had very wild side movements when running at speed. The famous 2-4-2 tank White Raven of the St. Helen's Ry. was a notable example. Cortazzi's provision of inclined planes above the axleboxes served to effectually control the side movement, and although later designers,Webb and others, adopted springs, or links to secure this, the simple expedient of providing sloping bearing surfaces on the top of the axlebox has survived as a satisfactory control to the present. The axlebox illustrated is a good example of these very satisfactory fittings to ensure a smooth passage of a long wheel based locomotive round fairly sharp curves; a total of 4½in. side play was allowed for. The steel boxes were machined with curved faces, 7 ft. 3 in. radius on the centre line of the cast-steel guides, which further assisted in easy travel. The gunmetal bearings had steel "slippers" as packing pieces, also machined with convex upper surfaces, which enabled them to be easily removed for examnation when required. See also letter from Loco Historian pp. 150-1.

Southern Ry. 99
It was announced at the Annual General Meeting on 29 February that electric working between London and Three Bridges, and Reigate, will commence with the intro- duction of the summer train service, early in July. Trains will be run at hourly intervals, both from Victoria and London Bridge; that is to say, from one station at the half- hour and the other at the even hour. The trains will be divided at Redhill, for Reigate and Three Bridges. One of these trains is at present working between Waterloo and Guildford. The two centre coaches are of the semi-corridor type. Four-coach sets are to be used on these services. The Brighton and Worthing electric services will not operate until early next year.

Institution of Locomotive Engineers Annual Dinner. 100; 101. illus.

L.M. & S. Ry. 101.
Besses o' the Barn, name taken from that of brass band, given as name for new station between Prestwich and Whitefield on Bury electric line.

[Withdrawal of services on LNER Port Carlisle branch from 1 June 1932]. 101.

C. Hamilton Ellis. Recent tank engine, Finland State Ry. 101-2. illus.

Improved  "Diamond" soot cleaner for locomotives. 102-3. illus., diagr.

Railway Correspondence & Travel Society. 103.
Cine films of locomotives and railways shown by H.J. Stretton-Ward to members at Liverpool Street station on 11 February.

Great Indian Peninsular Ry. 103.
L. Bigg-Wither, former Chief Mechanical Engineer, had retired and left India. The deputy cme, A.E. Williams became Chief Mechanical Engineer.

E.E. Joynt. Reminiscences of an Irish locomotive works: last days at school. 104-6

Electric locomotive design. IV. 108-9.
2-Co-2 locomotive for the Midi Railway in France..

Institution of Locomotive Engineers. Notes on three locomotive types. 111-12.
F.A. Pudney.

Publications received. 112.
Locomotive articulees "Beyer Garratt". Beyer Peacock, Manchester.
100 illustrations; 82 pages. French edition.

British Industries Fair. 113-14.
Hunslet Engine Co. exhibited diesel locomotives; simplex exhibited its small diesel locomotives; Hancock & Co exibit of profiling machine; C.C. Wakefield demonstrated its lubricating systems; Gresham & Craven; Hudswell Clarke exhibited a miniature 4-6-3 with a diesel engine.

No. 476 (15 April 1932)

Recent Russian locomotives. 115-16.
American Locomotive Co. (Alco), Schenectady 2-10-4 with 27½ x 30in cast steel cylinders, General Steel Castings rear truck, 5ft coupled wheels, thermic syphons, 4100.8ft² total heating surface, 85.65ft² grate area and 241 psi boiler pressure.

New mogul mixed traffic engines, Great Western Railway. 116. illus.
No. 9313 illustrated: 93XX series with side-window cabs.

Standard "YC" type metre gauge locomotives, Madras & Southern Mahratta and Burma Rys. 117-18. 2 illus.
4-6-2 with 4ft 9in coupled wheels, Wrench piston valves, Cortazzi axleboxes on rear axle, 1770ft² total heating surface and 180 psi boiler pressure.

Mixed traffic electric locomotives, Swiss Federal Rys. 118-19.
Two 7000 hp 1-Bo-1-Bo-1+1-Bo-1-Bo-1 locomotives supplied by Swiss Locomotive & Machine Co., one with Oerlikon electrical machinery and the other with Brown Boveri equipment.

Famous L.M. & S. Ry. locomotives. 119.
Preservation of Hardwicke and 4-2-2 No. 123.

Rebuilt four-coupled passenger engine, Somerset and Dorest Joint Ry. 120. illus.
4-4-0 No. 18 illustrated.

Eastern Ry. of France. 120
Micheline railcars with Michelin pneumatic tyres in use between Charleville and Givet in the Ardennes.

Sligo, Leitrim and Northern Counties Ry. 120.
Purchase of GNR(I) 0-6-0 No. 149 and named Sligo.

Great Southern Rys. battery-driven electric train. 120-1. illus.
"Drumm" mentions Shannon electric power. W.H. Morton designed the mechanical components. There were charging stations at Amiens Street and at Bray.

[Triple expansion compound locomotive]. 122.
"We understand" that ALCO would build a four-cylinder triple expansion locomotive for the Delaware & Hudson RR with rotary cam poppet valve gear, one high pressure; one intermediate pressure and two low pressure cylinders,

Scandinavian railway travels, 122-5. 3 illus., 2 plans.
Train ferries: Warnemunde to Gjedser and at Sassnitz to Trelleborg between Germany and Sweden. There was electric traction between Gothenburg and Stockholm.

Non-stop express trains. 125
R.B. Fellows letter to The Times on 16 March 1932 showed table:

In addition notes that Cudworth single driver Mail engines in 1860 ran from London Bridge to Dover via Redhill non-stop: 87.5 miles in 120 minutes and that from about 1860 when Tebay water troughs were brough into use the 90 miles from Preston to Carlisle were run non-stop.

The Nitrate Railways and its locomotives. 126-9. 8 illus.
Previous part pp. 87

Institution of Locomotive Engineers — New President. 129. illus. (portrait)
W.A. Lelean photographed with a slide rule: regretted non-participation of Great Western Railway in affairs of Institution.

E.A. Phillipson. Steam locomotive design: data and formulae. Chapter IX. The engine. 130
Tail rods and cottered joints

The locomotive blast-pipe and chimney. 131-2.
Abstract of McDermid Paper 291

Improved express train services. 132.
Joint LMS/LNER announcement of "acceleration" of Royal Scot and Flying Scotsman. Royal Scot time reduced to 7 hours 50 minutes to Glasgow and 8 hours to Edinburgh. Flying Scotsman reduced to  7 hours 50 minutes to Edinburgh. Non-stop summer services reduced to Royal Scot to 7 hours 40 minutes and Flying Scotsman to 7 hours 30 minutes. The Queen of Scots had also been accelerated.

Electric locomotive design. 132-4. IV. diagr. (section), plan
Paris Orleans Railway 2-Co-Co-2.  Design features sought: unsprung weight needed to be minimised; high centre of gravity; self-aligning guiding trucks; aperiodic suspension and lateral control system; lengthy period of oscillation about longitudinal axis; symetrical weight distribution both longitudinal and transverse; ample rigid wheelbase; fine dynamic balance of all rotating machinery. 

Locomotive stock returns,  December 31, 1931. 134-5.
Statistical table plus brief notes for all four main line companies

Articulated carriages on the Nawanagar State Tramway, India. 136-7. 2 illus., 3 diagrs., 2 plans.
Metre guage. F.C. Nissen, manager and engineer in chief. Jamnagar & Dwarka Railway. Jamnagar to Razi tramway.

E.E. Joynt. Reminiscences of an Irish locomotive works: apprentices. 138-40. illus.

Cleaning railway rolling stock. 140-1.

Longest non-stop freight trains. 141.
19.45 Camden Town to Liverpool Edge Hill 191 miles; Crewe to Broad Street 162¾ miles; Camden to Crewe 153¾ miles. The 23.35 Paddington to Newton Abbot was non-stop between Acton and Taunton 152½ miles. The longest bthrough run was Aberdeen departing 09.35 to Broad Street arrival 23.25 (545 miles).

Centrifugal castings for liners, etc for locomotive cylinders. 142-4. 3 illus., diagr.
Cheepbridge Stokes Centrifugal Castings Ltd.

L.M. & S. Ry. 146
16.50 Birmingham New Street to Euston timed to run Coventry to Wllesden, 88¾ miles in 87 minutes at an average of 61.2 mile/h.

L. & N.E. Ry. 146
Buffet car express service between Ling's Cross and Cambridge: five services only stopping at Welwyn Garden City, Hitchin and Letchworth: 1 hour 22 minutes down and 1 hour 17 minutes up.

Rebuilt Mersey Ry. locomotive. 147-8. 2 illus.
Beyer Peacock modified three ex-Mersey Railway 0-6-4Ts mainly by addition of cabs prior to their export to J. & A. Brown of Newcastle in New South Wales. These were The Major, Liverpool (illustrated as prepared for export) and Connaught.

Cooled carriages on the Paris-Orleans Ry. 148-9. illus., 2 diagrs.

Grease as a lubricant for locomotives. 149-50
This system was found very satisfactory on locomotives operating a famous Indian express train, and orders have been given for the conversion of existing oil-lubricated engines to grease-lubrication. There is a growing tendency towards extending the application of grease to other working parts of the locomotive, namely, the valve gear, brake and spring rigging, horn block slides, bogie centres, etc. For this purpose a soft grease similar to petroleum jelly is used, and this is applied in a similar manner, as in the case of coupling and connecting rods; that is to say, nipples are screwed into existing oil holes and the grease forced in by means of a grease gun, in very much the same manner as is now done with motor cars. Such progress has now been made with grease lubrication that it may be accepted as thoroughly reliable and economical, and can now in no wise be considered an experiment. Apart from obtaining longer runs without attention, there is another outstanding advantage, that is, the grease is applied by the running shed staff, little or no time devolves upon the driver in the preparation of his engine, and he is available for purely train operation. Furthermore, with the prevailing practice of pooling engines, the fact that the lubrication has been effected at the locomotive depot removes the difficulty experienced when engines that are oil lubricated are handed over to comparatively strange enginemen. It should also be borne in mind that with locomotives using oil, the feeding of the oil goes on, whether running or stationary, unless, of course, drivers are careful enough and have the opportunity to remove the trimmings from the syphon tubes. Both conditions are remote hence a considerable amount of oil is wasted, as can be seen by the greasy state of the permanent way where locomotives stand.

London & North Eastern Ry. 150.
Was proposed to build during the 1932 forty-two tender and twelve tank locomotives in the company's own workshops. Five Pacific type engines with high-pressure boilers were to be put in hand for the Scottish area, and six additional Sandringham class 4-6-0 express engines for the Great Eastern section. Ten 2-8-2 tank engines of a new design were to be built for the Nottinghamshire mineral traffic, and also two 0-8-4 tank engines, which were to be equipped with a booster driving the trailing bogie wheels. These two engines were required for working the hump sidings at Wath and the Whitemoor marshalling yard, March. It was understood that thev will be numbered 2798 and 2799. No. 201, the first of the new series of three-cylinder 4-4-0 engines, had been completed at Darlington. It had rotary-cam poppet valve gear, and was named The York and Anstey, the nameplate being surmounted by a brass replica of a running fox. The engine was not fitted with the Westinghouse brake.

Southern Ry. 150.
Three 0-6-0 side tanks, El class, from the Central section, were to be sent to work in the Isle of Wight.

G.W. Ry. developments. 150.
The first of the three Schemes of improvement in progress on the G.W. system was brought into use at Easter — the extensive works in the Taunton area. The bottle neck which existed over the seven miles of line between Cogload Junction through Taunton to Norton Fitzwarren is removed, and this will facilitate the working of all trains between London, Bristol, Birmingham, Swansea Birkenhead and the North, and thc West, The two new avoiding lines at Westbury and Frome are expected to be ready by the end of June. These involved the making of about four miles of new main line. Other schemes of improvement in hand are the widening between Olton and Lapworth on the London and Birmingham line, and the conversion of thirteen stations in the Taunton, Bristol, and Swindon areas into four-line stations. These works will, it is anticipated, be completed in 1935. To encourage early summer holidays the G.W. Ry. will introduce a through coach between Paddington and Newquay, on the Cornish Riviera Express, seven weeks earlier than usual. The company is introducing pictorial luggage labels for its principal trains. An attractive label for the Cornish Riviera Express has been issued, and another will be ready shortly for the Torbay Express.

London, Midland & Scottish Ry. (L. & N.W. Section). 150.
Latest 0-8-0 standard superheater freight engines ex Crewe bear Nos. 9650-6. These, together with No. 9649, were allocated for service on the Central Division (L. & Y. section). Smoke deflector plates were being fitted to the rebuilt Claughtons and the following engines had so far been dealt with: Nos. 5910, 5946, 5962, 5970, 6017 and 6023. Two recent conversions to Class G1 (superheater) were Nos. 9072 and 9146, both previously Class G. As thus altered, these engines were provided. with ordinary round-topped boilers and also the vacuum brake. The following engines, amongst others, had recently been turned out at Crewe provided with standard pattern Belpaire boilers: George the Fifth Class, No. 5349; 19in. goods Class. Nos. 8707 and 8802; G1 Class, Nos. 8914 and 9103. The 2-4-0 passenger engine Hardwicke, which was reported recently as having been broken up, was now in the Paint Shop at Crewe. Of the same type, No. 5062 Sir Alexander Cockburn had recently been scrapped, together with the last of the corresponding 6 ft. type, No. 5095 Tartarus . Other recent withdrawals include Experiment Class 4-6-0s, Nos. 5469 North Western and 5547 Monmouthshire. The latest Class 2 4-4-0 ex-Derby is No. 683, while Nos. 678-9 are now in service on the Central division (L. & Y.)

World's Fair, Chicago (1933).  150
It is announced that one of the Royal Scot locomotives with dining and sleeping cars, as well as day coaches, will be shown at the World's Fair, at Chicago, in 1933.

Correspondence  150-1
Cortazzi's Radial Axleboxes (G.I.P. Ry. Locomotives). Loco Historian.
Refers to mention F.I. Cortazzi in description of the axleboxes of the locomotives for the Gwalior Light Rys. recently built by Bagnall. It seems strange that so little is recorded of a gentleman who introduced such an important improvement in the steam locomotive. Ahrons does not mention him or his axle-boxes in his British Steam Railway Locomotive, and I have searched other works in vain, Can anyone say which was the first locomotive fitted with these axleboxes? On looking up your interesting Locomotive History of the G.LP. Ry. I notice a remarkable statement on page 48, Vol. xxxiii where reference is made to a series of twenty 2-4-0 passenger engines, Nos. 200-219, built by the Avonside Co., and added to the railway stock of motive power in 1867. (Mr. Cortazzi was 'locomotive superintendent 1861- 1868.) "The last six of these engines were kept m stock In Bombay until 1875. They had a very smart appearance, and were painted bright green, with black bands and white lines. The dome and safety valve casing were. polished brass, the chimney had a copper top, and brass copings were provided at the back of the smoke box and back and Jront of the firebox. The leading wheels had polished brass axleboxes, as also had those of the tender.. They ran very steadily and got away under load very quickly; they were used principally on mail and fast passenger trains. Now if the leading wheels of these locomotives had polished brass axleboxes, it would appear they were "outside" axleboxes, whereas the photograph of No. 202 (Fig. 17) on page 47 shows "inside." Can it be that Mr. Cortazzi altered the last six of these engines and fitted them with his improved axleboxes, thus accounting for delay in getting them to work and also securing the steady riding spoken of . It should also be noted that the 4-6-0 tanks put in service in 1863, built by Sharp, Stewart & Co. and designed by Mr. Kershaw, Mr. Cortazzi's immediate predecessor, had bogies controlled by "inclined planes" (see page 329, Vol. xxxii).

Prairie type locomotive of the Russian Rys. F. Meineke. 151
Writer from Technical High School, Charlottenburg: the Prairie type locomotive of the Russian Rys., the original order of which writer prepared designs in 1914 at the Kolomna Works. This locomotive was destined for use on the Warsaw-Vienna Ry., with a gauge of 4 ft. 8½ in., and as they had to be delivered very quickly, the boilers were obtained from the Sormovo Works (near Nishni-Novgorod). WW1 broke out before they were finished, and, being a German, he had to leave the works, so that he did not see them when they were finished. The raising of the boiler and making the later examples larger, as well as to suit the 5 ft. gauge, did not change the outward appearance noticeably.

Reviews. 151`
Railway Economics, by K.G. Fenllon, London; Methuen & Co. Ltd.
So many changes have been made recently in the organisation, operation, and equipment of the British railways, following the grouping of 1921, the rise of road transport competition, and the growth of labour organisation, that a survey of the entire field of railway economics under present-day conditions, is essential in a book designed to assist railway students, or serve as a reference book for those employed in railway work. This work gives an excellent general view of the whole subject including the theory and practice of railway charging; state regulation and ownership; railway amalgamation; railway capital; organisation, and labour problems. In addition a critical examination is made of the economic questions involved in electrification, train speeds, railway-owned road transport, and other problems which have been brought into prominence by the Reports of the Royal Commission on Transport, and the Weir Committee on main line electrification.
In the chapter devoted to an explanation of the Railways Act of 1921, and its working, the author mentions the optimistic estimates of economies expected, and although considerable savings have been effected, part is due to the fall in the price of matenals. Then again, in 1921, the significance of road transport development was not appreciated, and the assumption of a regulated monopoly underlies many of the provisions of the Act. The amalgamations have, however, enabled the railways to build up a system of road-rail co-ordination. One can hardly imagine what the position would have been if the 214 railway companies of the pro-grouping period had to attempt to co-ordinate with bus services organised on a totally different territorial basis. In the section on the economics of railway working, the author refers to the savings to be obtained from the general use of 20-ton wagons for mineral traffic, and in discussing the Weir report, points out the small amount of consideration paid to the question of oil-electric traction. For areas of light traffic a motor bus can operate at an all-in cost of 1s. per mile, of which about 9d. would represent working costs, while a branch railway train involves working costs of from 1s. 6d. to 2s. per train mile. In such circumstances there are distinct possibilities for the operation of steam rail-cars. On a British railway the working costs of a Sentinel car has been found to average 11·3d. per mile, and as low as 6d. per mile have been obtained in Spain and Ceylon.

Symposium on the effect of Temperature on Metals.  The American Society for Testing Materials and The American Society of Mechanical Engineers. Philadelphia.
In Chicago, in 1931, a "Symposium" (anglice = a banquet with philosophic discussion) was held, at which 38 distinguished authors provided 27 definite Papers on the general subject indicated above, the result of which has been the publication of the excellently printed and bound volume which we have now before us. Ferrous and non-ferrous metals are both covered by the scope of the Papers, and much learned information is set forth in graph and tabulated form. Particularly interesting to railway engineers are the Papers dealing with steel piping under high superheat and high pressures, the properties of bearing metals at normal and elevated temperatures, etc. The general division of the book is into two wide sections, one dealing with the properties of existing metals-for high and low temperature service, and the other with engineering trends and requirements for metals for such services. The book consists of over 800 pages, and these include a most excellent biblio- graphy of the subject, with 615 references to various literature which has previously occurred, supplied with a definite index. In view of the Paper by MacQuigg on "High Chromium Steels," and a reference therein to Monypenny, we were rather surprised to find the bibliography did not include "Stainless Iron and Steel," published in 1926, and then reviewed in these columns, but the future editions which we trust will be needed, will doubtless rectify this omission. In general technique of pro- duction, this volume leaves nothing to be desired, and it can especially be recommended to all engineering libraries, and the research divisions of our great industries.

A report on the "Economic Conditions in the Argentine Republic" at October 31, 1931, has been published for the Department of Overseas Trade by H.M. Stationery Office, Adastral House, Kingsway, London, W.C.2.
The marked improvement in the economic position in the Argentine is discussed in the introduction. Sections are devoted to trade, production and industry, transport and communications, etc. In reviewing the position of the privately-owned railways, recent works and extensions carried out are detailed. The enlarging of the Buenos Aires Great Southern Ry.'s terminus at Plaza Constitucion, owing to the need for reduction of expenditure, has been confined to completing the portions in hand or already contracted for. The permanent way in the yard has been remodelled from the platforms to the locomotive depot at Kilometre I, and electric pneumatic signalling has been installed. Two extensions, totalling a total length of 66 miles, were open last year; F. J. Meeks to Tandil, 25 miles, with one intermediate station and a halt; Vergara to Lezama, 41 miles, with two intermediate stations and a halt. Development work on the Central Argentine. Buenos Aires Pacific, Buenos Aires Western, Central Cordoba, and the Entre Rios and Argentine North Eastern Rys., is described, with particulars of new rolling stock put into service, ani new machinery and equipment purchased.

The Railway Club. 152
On 6 May C.R.G. Stuart to present a paper on the Great Northern Railway (Ireland).

No. 477 (14 May 1932)

2-6-0 mixed traffic engine, L.M. & S. Ry., with rotary cam poppet valve gear. 153-4. illus., diagr.
For original design see V. 32 pp. 2 and 239: five locomotives were modified with Lentz R.C. poppet valves. cam boxes were supplied by David Brown & Sons (Huddersfield) Ltd., and all the ball bearings were by Hoffmann Manufacturing Co.

London, Midland & Scottish Ry. (L. & N.W. Section). 154.
No. 9662 was latest 0-8-0 standard freight engine to be turned out at Crewe, while Nos. 9657-9 were in service on the Central Division (L. & Y. section). The series of fifteen engines (Nos. 9660-74) would be followed by a series of Class 2 passenger tender engines (4-4-0 type), of which fifteen were to be built. The following engines were fitted with altered cabs to enable them to work over the Midland Division: 4-4-0 George the Fifth class No. 5393; 4-6-0 Prince of Wales class No. 5655; 0-8-0 G2 class No. 9450; 0-8-0 G1 class Nos. 9153 and 9199. Engines provided with standard Belpaire boilers included G1 class Nos. 9161 and 9235; also Prince of Wales class No. 5653. A recent withdrawal included Enqineer, the last but one of the three Crewe engines. Of the 6 ft. 2-4-0 straight link class, Engineer ran as No. 792 Theorem until May 1923, when it was transferred to the Engineering Department, and thereafter was always known as Engineer. As no replacements have been made in that department within recent years, it appeared hardly likely that there will be another Engineer. The one survivor at Crewe was Engineer Crewe (late No. 209 Petrel), which had acted in that capacity since July 1914.

New South Wales Government Rys. 154.
The immensity of the Sydney Harbour Bridge was, to some extent, indicated by the enormous weight used in testing it for deflection, etc. No less than seventy-two consolidation (2-8-0).·engines of modern type were placed on the Bridge for this purpose. These were of the 50 and 53 class types, and where tenders were not available for some of these engines, older locomotives of the "24" or "25" 2-6-0 types replaced them. The weights of the two 2-8-0 classes may be taken as 107 and 114 tons respectively, so that the test load was about 8,000 tons. As the electric train tracks are at one side of the Bridge and the electric tram tracks at the other, a connection was made available on the lines approaching the structure, and half the test locomotives were on the tram rails.
In the new Transport Control of all traffic in New South Wales the Assistant Commissioner for Power was now the head of the locomotive, electrical, and mechanical power on the railways, and Mr. E. E. Lucy had retired from the position of chief mechanical engineer, which he had held for many years. The new head is Mr. W. .B. Rogers, whose service commenced in India, and who came later to South Australia, where he became manager of Islington workshops, and who, more recently, had been works manager of the Clyde Engineering Works in Sydney, where were built some 4,000 locomotives and other rolling stock for the department, including the twenty-five big 4-8-2 locomotives of the 57 class, 5701-5725.

Great Western Ry. 154.
New engines completed at Swindon: Nos. 6404 to 6406, 0-6-0 tanks, for auto service, and Nos. 9309 to 9317, 2-6-0 mixed traffict ender engines. Numbers and names chosen for the next series of twenty Hall class engines were:-5921 Bingley Hall, 5922 Caxton Hall, 5923 Colston Hall, 5924 Dinton Hall, 5925 Eastcote Hall, 5926 Grotrian Hall, 5927 Guild Hall, 5928 Haddon Hall, 5929 Hanham Hall, 5930 Hannington Hall, 5931 Hatherley Hall, 5932 Haydon Hall, 5933 Kingsway Hall, 5934 Kneller Hall, 5935 Norton Hall, 5936 Oakley Hall. 5937 Stanford Hall, 5938 Stanley Hall, 5939 Tangley Hall, 5940 Whitbourne Hall.

New freght locomotive for Russian Soviet Rys. 155. illus.
Baldwin 2-10-2 with steel firebox and thermic syphons. 5304.9ft² total heating surface; 79ft² grate are, 200 psi boiler pressure, 5ft coupled wheels and 27½ x 30in cylinders.

New Cross Channel night service. 155.
Folkestone to Dunkirque: train leeft Victoria at 23.00, but earlier service available from Cahring Cross. Served by former Tilbury route vessels Alsacien, Picard and Flamand.

L. & N.E. Ry. train improvement. 155.
07.50 Leeds to King's Cross with through coaches from Bradford and Sheffield timed to run 105½ miles from Grantham to London in 100 minutes at an average speed of 63.3 mile/h and reach King's Cross at 11.20.

New 4-4-0 three-cylinder passenger locomotives, L. & N.E. Ry. 156. illus.
Rotary cam valve gear with poppet valves: No. 201 Bramham Moor illustrated.

Southern Ry. 156
Drummond's personal 4-2-4T saloon known as The Bug had been stationed at Southampton Docks and numbered 58S

Tank locomotives Bengal North Western Ry. 157. illus.
Metre gauge 0-4-0ST supplied by W.G. Bagnall to assist with loading ferry services across the Ganges. They had 12¼ x 18in cylinders and 3ft coupled wheels.

Kitson-Still locomotive. 157
At Bank Top shed, Darlington and working coal trains to Barnard Castle.

2-10-2 three-cylinder tank locomotives, Eastern Ry. of France. 157-9. illus., diagr. (s. el.)
Société Alsacienne de Constructions Mechanique with 560 x 600mm cylinders; 1.35m coupled wheels, 255.44m² total heating surface, 3.06m² grate area and 14 hpz boiler pressure.

Cork, Blackrock & Passage Ry ... 158

Jersey Railways and Tramways. 164.
A Sentinal steam railcar involved in trials on the LMS, working from Hellifield, had been acquired by the Jersey Eastern Railway where it was painted yellow, brown and cream and named Normanby. When this system closed it was transferred to the Jersey Railways & Tramways and regauged for 3ft 6in. The engine unit from another former Jersey Eastern Railway was acquired by a contractor in Dover.

S.H.H. Barratt. Heat losses from boilers and cylinders. 164-6.
Virtues of asbestos; notes National Physical Laboratory involvement in tests.

Scandinavian railway travels, 167-70. 6 illus., plans.
Includes description of Swedish State Rys 3rd class sleeping cars.

E.E. Joynt. Reminiscences of an Irish locomotive works. 171-3.

A useful spanner for the running shed. 173. diagr.
Device for tightening the nozzle on the steam cone on Gresham & Craven steam sanding gear.

E.A. Phillipson. Steam locomotive design: data and formulae. Chapter IX. The engine. 177-81. 2 diagrs., table.
Crosshead and slidebars.

Institution of Locomotive Engineers. "The manufacture of copper firebox plates." 181
Paper 293

Boiler tube straightening machine. 182.
Joshua Bigwood & Son, Wolverhampton

The Railway Club. 182.
B.R. White spoke on the Metropolitan Railway: past and present at the April meeting: not listed by Ottley.

Pullman cars for the Spanish Rys. 183. illus.

Southern Ry. – ballast plough van. 184. illus.

Electric locomotive design. V. 184-5.

Chinese Eastern Ry.185.
Six-wheeled armoured cars were being used by the Japanese.

Southern Ry. 185.
Three E1 class 0-6-0T to be sent to Isle of Wight.

Notes on early London & South Western Ry. locomotives. 185-7. 3 diagrs.
copy

L.M. & S. Ry. 187.
Newton Heath Carriage & Wagon Works closure.

L. & N.E. Ry. 187.
No. 8579 being rebuilt with Sandringham type boiler at Stratford Works and would be tested against No. 8559 (unmodified) on Great Northern main line.

A fast run in Victoria. 187-8. illus.
Victorian Rys. fast running on Sydney Limited Engine (No. 300S illustrated). Three-cylinder Pacifics used between Melbourne and Albury, non-stop between Seymour and Albury.

Personal – Mr Ernest F. Lang of Beyer Peacock & Co. had retired. 188.

[LNER appointments]. 188.
A. Woolford, District Locomotive Superintendent, Ipswich had retired; position filled by G.B Hennessy formerly District Locomotive Superintendent, Norwich (since 1928); J.A. Frampton, formerly Assistant District Locomotive Superintendent, Norwich promoted to be District Locomotive Superintendent.

The Flettner rotor circulating system for cooling refrigerator vans. 188-9. 2 diagrs.

Allhallows-on-Sea Branch, Southern Ry. 189
Branch was under construction, the line rose at 1 in 220 to nearly 100ft above sea level, but much of line built on marsh. Contractor's locomotive was a Manning Wardle 0-6-0ST of 1878 named J. Bray with 3ft 1½in coupled wheels and 12 x 17in cylinders.

Arc welding on the permanent way. 189. illus.
Portable Murex Welding Processes.

Trade notes & publications. 190
Ports owned and served by the L.M. & S. Ry. 190
Written by H.N. Appleby. Ottley 6812.
Centrifugal castings
Sheepbridge Stokes Centrifugal Castings

Number 478 (15 June)

New compound express locomotives, Great Northern Ry. (Ireland). 191-2. illus., diagr. (s. & f. els.)

Rebuilt 0-8-4 tank engine, fitted with reversible booster, L.N.E.R.. 193-5. illus., 3 diagrs. (incl. s. & f. els.)
To increase the power available, by 35%, Gresley rebuilt one of the Robinson Wath shunting locomotives with a superheated boiler and a reversible bogie booster (S1/2).

2-6-0 metre gauge standard locomotive, class Y.K. Indian State Rys. 196. illus.
Manufactured Skoda for Madras & Southern Mahratta Ry. under supervision of Rendel, Pakmer & Tritton. 3ft 7in coupled wheels; 14 x 22in cylinders; Belpaire boiler pressed to 160 psi with 598ft² total heating surface and 14ft² grate area.

"Mountain" type express locomotive, Polish State Rys. 196-8. 2 illus.
Intended for haulage of 750 ton trains. Designed H. Ceglieski & Co. Included a Marcotty firedoor and mirrors in cab to see rear of train. 6ft coupled wheels; 24.8 x 27.56in cylinders; 3498ft² total heating surface and 51.67ft² grate area.

Early Belgian locomotives. 198-200. 4 diagrs.

<3 paras>. 200 copied

Unveiling of Memorial to Richard Trevithick, the "Father of the Locomotive".  200-1. illus.
<>

Stephenson Locomotive Society. 201
Annual Continental trip: to France at Whitsun: visits to Chemin de Fer l' Etat fascilities at Havre and Rouen.                

E.E. Joynt. Reminiscences of an Irish locomotive works: the Tool Shop. 202-3.

Single expansion articulated locomotives, Western Pacific Railroad, U.S.A. 204. illus.
2-8-8-2 with booster: 5ft 3in coupled wheels; four 26 x 32in cylinders; 9032ft² total heating surface (including superheater and thermic syphons), 145ft² grate area and 235 psi boiler pressure. Oil fired and Franklin lateral motion driving boxes. No. 252, etc.

A new cutting machine. 205.
Hancock & Co. oxygen cutting machine.

Obituary. Mr Robert Young. 205
Author of Timothy Hackworth and the locomotive

Scandinavian Railway Travels.  206-9. 10 illus., diagr.
Norway: includes illustrations of rotary snowploughs, electric locomotive on the Oslo to Lillestrom section, the Oslo Underground and a gradient profile of the Bergen Railway.

E.H. Edwards. Tramways, Light Railways and Transport Association Congress, London, 1932. 209.

E.A. Phillipson. Steam locomotive design: data and formulae. Chapter IX. The engine. 209-11.

The diesel-electric locomotive in Russia. 211-15. 3 illus.
Kolomna Works 4-10-2 with MAN engines supplied from Germany; also mentions 2-8-0 and 2-8-2 types.

Stop-Watch, A New. 215
copied

Electric locomotive design. V. 216-19. 3 illus., 2 diagrs., 2 tables.
Brown Boveri 1-C-0 shunting locomotive for Swiss Federal Railways; also used on local passenger services;  German State Railways 1-Co+Co-1 and 1+B+B+1 15000V single phase locomotives with transformers to convert to 340V and Swiss Federal Railways 1-C+C-1 with jackshaft drive (crocodile type)

L.M. & S. Ry appointments. 219.
R.F. Harvey District Locomotive Superintendent Rugby moved to District Locomotive Superintendent Edge Hill to replace C.L. Chambers who had retired. F.W. Slade, formerly of Belle Vue moved to Rugby.

Locomotive building in Russia. 219.
Output in the First Quarter of 1932: Krasnoye Sormovo 30; Kolomna 42; Lugo 91 and Komintern Kharkov 47.

Jubilee of the St. Gotthard Ry. 219.
Bronze monument Vincenzo Velor The Victim of Work erected at Airolo (Southern portal).

New hopper ballast wagons and plough brake vans, L.M. & S. Ry. 219-20. 2 illus.

Miniature diesel locomotive with Vickers-Coats torque converter. 220-1. illus., diagr.
Built by Hudswell Clarke for the 20 inch gauge Golden Acre Pleasure Park in Leeds managed by F.T. Thompson. Similar locomotives had been supplied to the Scarborough Miniature Railway.

[Chesapeake & Ohio RR: new train George Washington]. 221
Air conditioned

Notes on early London & South Western Ry. locomotives. 222
Continued from 185

Timmis' Electric Brake, London Elec. Rys. 223.
See also letter from C.A. Branston on p. 265

"Diskon" Variable Gear, The 224'

Buffet cars, London & North Eastern Ry. 225. diagr. (s.el.), plan
Some intended for King's Cross to Cambridge service serving the garden cities at Welwyn Garden City and Letchworth.

L.M. & S. Ry. – Northern Counties Committee. 225.
The following locomotives had been given names: No. 1

The Railway Club. 227.
Mentions earlier talk by Stuart and visit on 7 May to Surrey Iron Tramway conducted by C.N. Anderson of the Southern Railway.

No. 479 (15 July 1932)

British Guiana 0-6-4 side tank locomotive No. 32 Sir Edward. 229. illus.
Hunslet Engine Co. supplied through Crown Agents standard gauge locomotive with 14 x 20in inside cylinders, 4ft coupled wheels, 671ft² total heating surface, 15.6ft² gare area and 160 psi working pressure.

Great Western Ry. 229
New 54XX 0-6-0PT Nos. 5413-17.

L.N. & E. Ry. 229
Closure of Gateshead Works due to decline in traffic. New engines from Darlington Works: J39 class Nos. 2978, 2979, 2980 all sent to Scottish Area. D49 No. 247 The Blankney was nearly ready. C class No. 1075 had been rebuilt with a larger F type boiler. Sentinel No. 117 was working at South Dock, Sunderland.

Armstrong-Whitworth 40-ton disel-electric shunting locomotive. 230.
Trials on LNER attended by A.C. Stamer, W.A. Fiddian (North East District Superintendent) and by Messrs Robinsin, Bell, Bull and Kidd.

L.M. & S. Ry. 230
During four weeks ending 21 May express train punctuality achieved 90%, and local trains 95%.

8,800 h.p. electric locomotive for St. Gotthard, Swiss Federal Rys. 231-3.

London Midland & Scottish Ry. (L. & N.W. Section). 233
Crewe-built G3 7F 0-8-0 Nos 9620-74 were in service: the last three were fitted with ACFI feedwater heaters; and Nos 9663 onwards were sent to the Central Diviion (L&Y section). 2-6-4T Nos. 2375-7 had entered service. Three-cylinder Claughton type Nos. 5659 and 5685 (similar to 5902 and 5971) had left Crewe Works. 5ft 6in 2-4-2T No. 6701 had been fitted with vacuum-operated pull and push gear. Prince of Wales Nos. 5791 and 5806 had been fitted with Belpaire boilers.Withdrawals included 6ft 6in Jumbo type Nos. 5000 Princess Beatrice, 5005 Pitt, 5069 Penrith Beacon and 5070 Wheatstone. G1 No. 9353 had been fitted with vacuum rake in place of its steam brake and No. 9301 had been modified to meet the Midland loading gauge.

Piccadilly tube line extension. 233.
Completion of the western extension of the Piccadilly Railway, enabled a service of through trains from Finsbury Park to South Harrow to start on 4 July. This extension provided two additional tracks between Hammersmith and Acton Town, enabling substantial savings to be made in the running times in addition to passing four stations without stopping on the Piccadilly line, the Harrow trains run non-stop between Hammersmith and Acton, saving quite three minutes. Between South Harrow and Piccadilly Circus the running time is 34 mins. a saving of 10 mins., besides cutting out two changes. Between South Harrow and Uxbridge a shuttle service at 20-minute intervals operated.
On this western extension the two Southern Ry. tracks between Ravenscourt Park and Turnham Green, which had been derelict since 1916, have been utilised. The L. & S.W. Ry. had run steam trains between Waterloo and Richmond via Addison Road over these tracks. Between Ravenscourt Park and Hammersmith station two additional new tracks had been constructed, and also from Turnham Green to Acton Town. In this three-mile section the District trains use the two outside tracks, while the Piccadilly line trains use the inner tracks. Acton Town and Hammersmith stations have been reconstructed to provide a simple platform exchange from the Harrow line to District stations and from the District to Piccadilly line stations. A 5½-minute service of through xpress Piccadilly line trains operates between South Harrow and Finsbury Park in the first place, and to Arnos Grove and Cockfosters when the extension of the line in North London is completed. A 2¾-minute service operates between Hammersmith and Finsbury Park.
When the Harrow branch opened in 1903 a two-car train in each direction was sufficient to meet the traffic. There were now 170 Piccadilly trains between South Harrow and Finsbury Park daily in each direction. These are made up of six or seven ars in the rush hours, and three cars in the slack periods, and are improved Underground rolling stock in which four doors istead of two are provided, without decreasing the seating ccornmodation, will be used for the service.

L.M. & S. Ry, excursion to John o' Groats. 233
The first day excursion to the "Land of the Never Night" from Glasgow, Perth, and Stirling, was run by the London, Midland & Scottish Ry. on Friday night, 17 June. The train left Buchanan Street, Glasgow, at 23.25. A correspondent who made the journey from Perth to Wick to see what the Icomotive department could do with an 8½-hour timing for this section, sent notes. The train was very well filled; no compartment had less than four, and some six, passengers, whilst every berth in two third-class sleepers was booked both ways. From Glasgow to Perth the load was 372 tons, Perth to Inverness 399 tons, and Inverness to Georgemas Junction 405 tons. From Glasgow to Perth the train was worked by one engine, No. 13182, and arrived 5 minutes late, due to permanent way slacks near Larbert, and again on the up grade near Dunblane. At Perth No. 13108 came on, and eight minutes was lost here through the Glasgow engine having to come off to go to the water columns at the other side of the station. During its absence No. 13108 attached another coach and remained as train engine, No. 13182 coming back to act as pilot to Inverness. Getting away 13 minutes late, the two locomotives soon got into their stride, and any doubts as to the speeding qualities of these engines were soon set at rest. Blair Atholl was passed in 53 minutes (02.09), Dalwhinnie in 1 hour 37 minutes (02.53), to Kingussie first stop, 72 miles, at 03.11. Here both engines needed water, so that station time was 13 minutes instead of 5 minutes. Aviemore was passed, but the train was brought to a standstill at Slochd summit, waiting the arrival of a goods train it should have passed at Daviot. This cost another 8 minutes. and Inverness was reached 26 minutes late. This was 3 minutes under exact booked "running time," plus the initial 13 minutes late and 8 lost at both Kingussie and Slochd.
At Inverness both engines and a van came off; and two Inverness engines, Nos. 14677 Dunrobin Castle and 14763 Clan Mackinnon came on, whilst an additional eight-wheel third took the place of the van.
Here the running really commenced. Inverness was left at 04.41, with 405 tons; Dingwall was reached at 05.18; Invergordon at 05.38, 7 minutes ahead of booked time. Here one engine took water. Tain was reached at 06.01 (11 minutes gained), and here another engine watered. Bonar Bridge 06.26, Lairg 06.47, Rogart 07.03, to Golspie at 07.11. Here one engine took water, and the train left just 5 minutes late. Helmsdale, watered one engine again, and left at 07.48 (6 minutes late only) to get to Georgemas Junction just 3 minutes behind time-table. Here a fine effort to get in on time was frustrated by having to wait for the 08.40 a.m. from Wick, having been delayed loading a late consignment of fish. Leaving Georgemas at 09.32, 24 minutes late, a spurt was made for Wick with about 300 tons, the last 14 miles being covered in 15 minutes, arriving but 17 minutes late, all lost at Georgemas. It was a truly good piece of work, when all the difficulties of 279¾ miles of single road and the Struan and Culloden banks to contend with, are taken into consideration. North of Inverness the actual running time of 253 minutes must be nearly a record. A bus service was provided to John o' Groats. From Wick our correspondent went down the Lybster branch and had a bad engine breakdown at Mid Clyth. The cotter holding the nut on the piston rod head worked out and smashed the cylinder cover; the engine was one of the small Drummond 0-4-4 tanks. The guard telephoned Wick for a bus. where the passengers arrived two hours late but fortunately in time for the last train to Thurso. The journey Wick to Thurso was uneventful. Ben Breach'ard is the branch engine, with Ben Udlamann as spare at Wick. Leaving Thurso at 10 p.m. on Saturday night, with all the inhabitants at the station, the Wick portion was joined up at Georgemas. Perth was reached 8 minutes late, through stopping at Kingswood for a tablet, and time taken to "re-gas" the dining cars at Inverness. The same engines were used both "up" and "down."
Altogether it was a most interesting journey in every way'

[Westinghouse Brake and Saxby Signal Co. Ltd.] 233.
O.J.F. Thorpe. having completed thirty-one years of service with the Westinghouse Brake and Saxby Signal Co. Ltd., retired on 30 June, and A.V. Hichisson was appointed Publicity Manager from 1 July.

The Centenary of the Leicester and Swannington Ry. 234-8. 7 illus., map

Danish State Rys. 238.
Copenhagen suburban services to be electrified at 1500V dc. English Electric at Bradford supplying 42 motor coaches and 21 trailers.

"Mountain" type express locomotive, Polish State Rys. 238-41. 4 diagrs.
Cegielski bogie design and suspension. Bissel trailing truck.

Great Western Ry. 241.
Café cars were being used on the 09.15 Paddington to Weston-super-Mare and return 14.42; and on the 09.45 Paddington to Oxford; the 11.21 Oxford to Birmingham and the 16.05 Birmingham to Paddington.

Improved methods of overhaul of electric locomotive and motor coach apparatus, L.M.S. Ry. 242.
Cortez Leigh, the Chief Electrical Engineer had increased productivity by placing adjustable platforms in workshops, by holding spare motor bogies and by enabling the complete removal of switch boards.

Stripping tools for dismantling cottered joints. 242

E.A. Phillipson. Steam locomotive design: data and formulae. Chapter IX. 243-7. diagr.
Direct (horizontal) loads on coupling rods and axleboxes.

Repairs to Morley Tunnel, L.M. & S. Ry. 247
Over 8,000,000 bricks and more than 6,000 tons of cement and sand have been used in repairs to Morley Tunnel, the sixth longest tunnel on the L.M. & S. system. The tunnel, which is 1 mile 1,614 yards in length, is situated between Dewsbury and Leeds on the main Manchester-Leeds route. The task of repairing it was begun in September, 1920, and has taken over twelve years; owing to the necessity of avoiding interference with traffic, work could only be carried out at certain times and some of the most important operations were, therefore, performed on Sundays. The materials used in the repair work included: 8,016,690 bricks; 1,912 tons of Portland cement, 4,744 tons of sand, 50 tons of steel rails, 36,306 cubic feet of timber, 1,425 yards of drain pipes. The total amount of stone and rock cut out of the tunnel was 25,000 tons. A length of 1,400 yards of the tunnel has been repaired, most of the work consisting of cutting out the lining entirely and replacing it with six rings of brickwork over two feet thick. With the exception of a short curve at either end, Morley Tunnel was originally built straight, but owing to mining operations and consequent movements of the ground, which were the main cause of the large amount of damage to be repaired, its walls and alignment had become distorted. All the parts rebuilt were, therefore, set to a new centre line, so that when, in years to come, the tunnel is completely rebuilt, the straight portion will be in accurate alignment. The cutting out and rebuilding was done in lengths of nine feet; to complete one length took from two to three months, which is considered rapid work. Four steel rail "ribs" were fitted as supports, the erection of these being done on Sundays from specially prepared vehicles. Seven separate stages of work were required to complete each of these nine-feet lengths.

L.M. & S. Ry. 247.
The rebuilding of Buchanan Street Station, Glasgow, is fairly well on the way to completion. The sides of the station will still be of wood, but a glass roof now covers the booking hall and circulating area. The platforms only are covered by glass verandah roofs. The whole scheme is a great improvement from the point of view of ventilation and lighting. The re-signalling of St. Enoch station is proceeding apace, and is expected to be ready for use in September.

L.M. & S. Ry., speed record. 247.
Starttng on July 18, the 17.20 express from Liverpool (Lime Street) to Euston will be re-timed to cover the 152½ miles from Crewe to Willesden in 142 minutes, start to stop,. at an average speed of 64.4 mile/h., and will thus set up a new European speed record for the fastest start-to-stop journey of over 150 miles. The train will be altered to leave Liverpool at 5.25 p.m., call at Willesden in addition to its present stop at Crewe, and arrive at Euston at 20.45 giving an acceleration of 25 minutes from Liverpool to Euston. From passing Stafford to stopping at Willesden (128 miles), the average speed will be 66 mile/h., while the 193¾ miles between Liverpool and London will be covered in 200 minutes.

The Meier-Mattern oil-pressure valve gear applied to locomotives. 248-52. illus., 4 diagrs.
Fitted to Netherland Rys. 4-4-0 No. 1777. Also used in marine and stationary engines; claimed reduced coal consumption..

Southern Ry. electrification. 252.
Extension to Reigate and Three Bridges.

Clogher Valley Ry. 254.
Cotract with Walker Bros. (Wigan) Ltd. for supply railcar.

Brisbane to Sydney through express service. 254.
From 9 May the bridge over the River Clarence had enabled through trains to be worked to Sydney,.

Indian State Rys. 254.
The YK class metre gauge 2-6-0 locomotives were fitted with Ajax lubricating system.

Petter high-speed compression inition engine. 255-6. 3 illus., diagr.
Used by Fowler of Leeds.

Locomotive No. 1, Pioneer Sacramento Valley R.R. 256. illus.
4-4-0 first locomotive to work in California: brought there via Cape Horn in 1856.

A large Danish bridge. 256
Dorman, Long & Co. Ltd. awarded contract to build bridge between Zealand and Falster across th Storstrom Channel.

E.E. Joynt. Reminiscences of an Irish locomotive works: "The new engines". 257-8.

Six-wheel wagons for conveying road milk tank trailers, Great Western Ry. 258-9.  diagr. (s & f. els), plan

J.E. Kite. Old L.M. & S. Ry. 2-4-0 locomotives. 259-60.
No. 21 on a Peterborough to Northampton train. Kirtley No. 1 class. No. 156A had been preserved at Derby.

Notes on early London & South Western Ry. locomotives. 260

Tests of a Heavy Oil-engine Car. 261

Diesel Rail Cars for Ireland 261

Electric locomotive design. 263-5. 2 illus., 2 diagrs., plan.
2-Do-1 Swiss Federal Rys. 3,650 hp single phase type. German State Railways 2-C-2 and 1-Do-1

Obituary; Sir Harry Livesey. 265.
Death of Sir Harry Livesey on the 21 June, on board his yacht Jeanette in the harbour of Monaco, at the age of 72, son of the late Jas. Livesey, founder of the firm of consulting engineers, Livesey, Son & Henderson, of which he became senior partner. From August 1916 to May 1917 he was Deputy Director of Inland Waterways and Docks at the War Office, then to December 1918 he was Director of Contracts at the Admiralty. He was created K.B.E. in 1918, and promoted G.B.E. in 1920.

Obituary; G. F. Glass Hooper. 265.
Died on 5 July at Bridport, aged 68, was Chairman of the Manila Railway and the Barranquilia Railway & Pier Company. For many years he was Chairman of Kerr, Stuart & Co., Ltd., which he established in 1894, he also founded the Peninsular Locomotive Works in India.

The Vulcan Foundry Ltd.  265.
Contract for twenty boilers the Madras and Southern Mahratta Ry., which were to be fitted with fireboxes of steel plate manufactured by Colvilles Ltd., and six of these boilers were to be equipped with Nicholson thermic syphons (two per boiler); the syphons being made using Colvilles' double crown brand steel by Beyer, Peacock & Co. Ltd., under an arrangement with the Locomotive Firebox Co., Chicago, for whom Messrs. Whitelegg & Rogers were London representatives.
Vulcan Foundry Ltd. had also secured a contract for three 4-6-2 type locomotives, Class YC, for service on the metre gauge Burma Rlys., for delivery in fourteen weeks.

The railways and the Eucharistic Congress at Dublin. 265.
During the Congress, from June 20 to June 26, the Irish railways had to deal with very large traffic on all main lines leading to Dublin. The biggest day was on Sunday, June 26, when the Great Northern Ry, worked ?ty specials into Amiens Street, the Great Southern Ry. thirty-seven to Kingsbridge terminus, twenty-three to Broadstone, and twelve to Harcourt Street. Between Kingstown (Dun Laoghaire) and Westland Row, on the Dublin & S.E. section, there was a ten-minute service all day. The G.N. trains arrived at ten-minute intervals from ?a.m., the Sutton and Howth branch being used as a siding for the empty trains during the day. The return trains left Amiens Street at frequent intervals between ?p.m. and 2.30 next morning. At Kingsbridge, arrivals began at 3-45 a.m. and continued at 15-minute intervals until 1 o'clock. So great was the shortage of stock that a military special from Newbridge was made up of cattle wagons. At Harcourt Street,. 9,000 passengers arrived between 10 and 12-30, the twelve trains including three from Bray and one from Rosslare with London passengers. Broadstone received 18,000 passengers between 7-15 and 1-45, while a number alighted at Ashtown station, which is handy for Phoenix Park. On the D. & S.E. section, in addition to the Kingston service, there were specials in connection with the cross-channel boats and for the liners anchored in the bay. 20,000 passengers are estimated to have been carried this line. An hourly service was worked to and from Bray also.

Exhibition at the Science Museum, South Kensington. 265
To commemorate the 75th anniversary of the opening of thee old South Kensington Museum, a Special Exhibition had been arranged at the Science Museum in Exhibition Road, South Kensington, to illustrate the developments which have taken place in the different branches of Science and Technology during the period since the Museum was opened by Queen Victoria and the Prince Consort in 1857. Included display of transport of the 1850s compared with the entirely "new forms of motor and air transport of the present day."

Correspondence. 265
Electric continuous brakes. C.A. Branston.
The description of the Timmis electric continuous brake in your number of June 15, prompts me to mention the Achard brake, introduced on certain French lines about 1860. Though always referred to as an "electric brake," its action was not, however, purely electro-magnetic, as the current merely served to energise a magnetic clutch causing a chain-wheel on the axle of the vehicle to wind up the brake chain. In the derivation of the actual braking power the brake, therefore, was what in motor car practice is now called a "servo brake," and belongs, in that respect, to the same group as the Clark & Webb chain brake used on the L. & N.W. Ry. up till forty years ago, and the Heberlein brake, still, I believe, in use on some light railways in Germany. The current was derived from Daniell cells on each vehicle equipped with a brake-actuating mechanism. With "brakes off" current from a similar battery on the engine flowed through a circuit running the length of the train and connected on each braked car to a magnetic cut-out switch in the local circuit there. Any interruption of the train circuit caused either voluntarily by the driver or involuntarily by an accident such as a broken coupling, caused the local circuits to close and so apply the brakes. The continuous demand on the engine battery and probably also the difficulty of maintaining the local cells, caused this design to be modified later on; the local batteries were abolished and the magnetic clutches connected to the train circuit, which would then be closed only when applying the brakes. In this way the automatic feature of the brake was, of course, sacrificed, but, on the other hand, it became possible for the driver to "graduate" applications and releases by means of a variable resistance.

Reviews. 265-6
Colliery machinery and its application. Volume 5 of Modern Practice in Mining, Sir R. A. S. Redmayne, London: Longmans, Green & Co. Ltd.
Elements of steam power engineering. J.B.O. Sneeden. Longmans. 266.
Textbook
Universal Directory of Railway Officials, 1932. London: Directory Publishing.
The Railway Year Book for 1932. Railway Publishing Co.
See Ottley 7948 which shows that above titles were merged in 1933

 Number 480 (15 August 1932)

Three-cylinder 2-8-0 mineral engine, L. & N.E. Ry. 266. illus.
Series of O2 with side window cab and standard tender.

Beyer Garratt express locomotivee P.L.M. Ry. (Algeria). 268-71. illus., diagr. (s. el.), table.
4-6-2+ 2-6-4

2-6-4 tank locomotive, Egyptian State Rys. 271. illus.
North British Locomotive Co. Nos. 1321-40. 5ft 6¾in coupled wheels, 21 x 26in cylinders, Walschaerts valve gear, Belpaire boiler with 279ft² superheater, total heating surface of 1605ft² and 22.6ft² grate area.

The Centenary of the Leicester and Swannington Ry. 272-6. 7 illus., 3 diagrs.
Acknowledges the work of Stretton. Locomotives includes No. 1 Comet Robert Stephenson WN 4/1832; No. 2 Phoenix RS WN 6/1832.

Two new speed records by the L.M. & S. Ry. "Mancunian's" fast run. 276.
On 18 July the 09.45 from Manchester arrived six minutes early: 177 miles Wilmslow to Euston covered in 171 minutes: an average of 61.7 mile/h. Royal Scot locomotive No. 6165 with Driver A. Lane and fireman C. Heywood of Longsight on the footplate. On the same day the 17.25 Liverpool to Euston hauled by No. 6140 Hector ran the 152¾ miles from Crewe to Willesden in 142 minutes at an average of 64.4 mile/h with Driver J. Farrell and fireman J. Pritchard of Edge Hill. The train was met at Euston by E.J.H. Lemon, Ashton Davies and C.R. Byrom.

E.A. Phillipson. Steam locomotive design: data and formulae. Chapter IX. The engine. 277-8.
Coupling rods.

Flexible wheelbases. 278.

Wheelbase, Flexible, Proposed Arrangement of Centre Buffers and Couplers ... 279

Diesel rail-cars, Great Northern Ry. (Ireland).  280-2. 2 illus., 2 diagrs. (s. & f. els.), 2 plans.

Welded copper firebox, Eastern Ry. of France. 282-3. diagr.

40-ton bogie well trollies, L.M. & S. Ry.  283-4. illus.

Electric locomotive design. 284. illus., diagr.
Three phase 1-C-1 with Zara trucks and Scotch yoke drive as used by six types on Italian State Railways. Also description of four-wheel R. & W. Hawthorne three-phase  (50 cycles, 550 Volts) for a coke oven quenching plant near Sheffield.

John Fowler & Co. (Leeds) Ltd. 284.
Orders received for two 2ft gauge diesel locomotives for sugar estate in Natal; also similar locomotive for Imperial Chemical Industries (Lime) Ltd. of Buxton and a standard gauge locomotive for Roads Reconstruction Ltd of Bristol (100 hp 0-4-0).

E.E. Joynt. Reminiscences of an Irish locomotive works: Workshop fun. 285-

Great Southern Rys of Ireland. 286.
Imposition of 5/- tax per ton of British coal forced railway to seek supplies from elsewhere.

New locomotives for the French State Rys. 286.
4-8-2 for Paris Cherbourg services. 3-cylinder: 20¾ x 30 outside (2) and one 22½ x 25½ inside. Boiler had arch tubes and a combustion chamber and 2892ft² total heating surface and 54ft² grate area.

Steel bogie wagons, Ford Motor Works, Dagenham. 288-9. illus.

Shropshire & Montgomeryshire Ry. 289

Modernisation of the G.W. Ry. Locomotive Works at Wolverhampton. 290; 291. 4 illus.

Ribeiro's train rating diagrams. 291-2.

Notes on early London & South Western Ry. locomotives. 292

Stephenson, R, & Co. Ltd.. .. 293

Diesel tractor for H.H. the Gaekwar's Baroda State Ry. 294. diagr. (s. & f. els.) copied
Four 2ft 6in gauge tractor railcars built by Armstrong Whitworth & Co., one of which was tested on the Leek and Manifold section of the LMS where it ran bery smoothly on the n1 in 50 gradient. Spencer Moulton rubber buffers were fitted.

L.M. & S. Ry. [Creosote Works at Beeston]. 294.
New creosoting cylinders had increased the plant capacity to 365,000 sleepers per annum, Neew adzing and boring machines had also been installed.

[LMS order for five saddle tank engines from Kitson & Co.]. 294.

Fast long distance run of diesel-electric motor coach on L.N.E.R. 295. copied
Lady Hamilton (A. W. & Co.'s standard)

Café cars. G.W. Ry. 296. illus., 2 plans
Buffet cars converted from 59ft 5in clerestory coaches.

L. & N.E. Ry. 296.
New service provided on Southend branch between Southend and Shenfield (sometimes terminating at Rayleigh) provided by two coach trains stopping at all stations but cutting journey times to Shenfield to 26 minutes up and 38 minutes down.

Testing Loco. Details by X Rays. 298

Day excursion to the Isle of Skye. 299.
From Glasgow Buchanan Street (depart 23.50) arrive Kyle of Lochalsh 09.15; varrive Portree 11.30. Motive power between Perth and Inverness was River class No. 14756 and No. 14691 Brodie Castle. The return journey began at 20.15, but the tide delayed progress and Kyle was not left until 22.45 and there was a long delay on the southbound journey due to having to wait for northbound traffic to pass and Glasgow was reached over an hour late. Two River class locomotives (Nos. 14756 and 14759) were used between Inverness and Perth.

Southern Ry. 299.
Nos. 591, 596 and 653 had been scrapped at Eastleigh.

L.M. & S. Ry. 299.
Details of new marshalling yard, extra tracks and new viaduct at Mirfield.

Callipers for standard iron steam pipes. 299. diagr., table

"Mikado" and "Pacific" type locomotives. Italian State Rys. 300-2. 2 illus.
Series 746 and 691

Cleator & Workington Ry. 302.
No. 11568 Skiddaw Lodge sold to R. Fraser.

303 copied

Number 481 (15 September 1932)

Four-cylinder compound freight locomotive, P.L.M. Ry. 305-8. illus., diagr., plan.
Includes detailed working drawings. R. Vallantin design: concluded page 344. Four cylinder design with all cylinders outside the frames: the low pressure drove on the third axle and the high pressure on the sixth. An inside coupling rod connected the two sets of outside coupling rods.

Wigan Railway Centenary. 308.
3 September 1832: Parkside to Wigan.

Lysaght's Steel Sheeting. 309.
Developed with Dunlop Co. using vulcanised fibres to protect steel.

L.M. & S. Ry. recent developments. 309.
Belmont on the Stanmore branch opened on 12 September; colour light signalling was introduced between Camden Town and Watford and electric traction had reached Upminster with  new stations at Upney and at Heathway.

Modern locomotives of the Czecho-Slovakian State Rys. 310-12. 3 illus.
2-10-2T, 4-6-2T and 2-10-0

A. Jacquet. Two famous engineers: Egide Walschaert, 1820-1901 [and] Alfred Belpaire, 1820-1893. 313-16. part copied

E.E. Joynt. Reminiscences of an Irish locomotive works: Names, nicknames and shop colloquialisms. 316-17

New coaling plants on the L.M. & S. Ry. 317. illus.

Sand Hutton Light Ry.... 317

Metropolitan Ry. 318.
Skylights in roofs

Great Western Ry. 318.
New Castle class Nos. 5018 St Mawes Castle, 5019 Treago Csatle, 5029 Trematon Castle, and 5021 Whittington Castle. 48XX 0-4-2T Nos. 4800-4809 had also been completed.

International trains on the Netherlands Rys. 318-19. 3 illus.
Photographs of Hook of Holland to Berlin; Amsterdam to Berlin and Bucharest and Vienna to Amsterdam expresses.

E.A. Phillipson. Steam locomotive design: data and formulae. Chapter X. The engine. 320-4. 2 diagrs.
Axles.

The "rising and falling" generation. 324. illus.
Diesel electric railcar "A" and a three-cylinder compound No. 83 on the GNR(I) at Dundalk.

Notes on early London & South Western Ry. locomotives. 324

The Paris terminus of the Eastern Railway of France. 326-30. 3 illus., 2 plans.

L.M. & S. Ry. 330.

Shower baths for locomotives. 330.
Apparatus for spraying hot water over steam locomotives to clean them devised by Canadian National Rys.

New first-class sleeping cars London & North Eastern Ry. 330-1. 3 illus.
Ten compartments, shower, use of Rexine and Vi-spring mattresses.

Electric locomotive design. V. 332-3. diagr., plan, 2 tables.
DC locomotives: table includes LNER (NER) locomotives. Diagrams of Paris Orleans Railway 2-Do-2.

Fourteen-coupled engine for the Russian Rys. 334. illus.
2-14-4 type for Donetz to Moscow coal traffic. 5ft 1in coupled wheels; 29 x 32in cylinders; 4770ft² total heating surface; 107ft²  grate area and 227 psi boiler pressure.

Record live stock train, Victorian Rys.  J.C.M. Rolland. 335. illus.
7701 sheep conveyed in double deck wagons fitted with MCB couplings.

New refrigerant for perishable traffic. 335-6.
LMS experiments with Drikold.

Making a film of "The Rome Express". 336-7. 4 illus.
British Picture Corporation, Lime Grove, Shepherd's Bush. See also letter from J.C. Cosgrave on p. 412.

Transport of wheels and axles. 337-8. 2 illus.
Delaware & Hudson R.R. platform car (freight wagon).

"Transit" Continuous Air Brake 338*

Parting tackle for valve spindles etc. 339-40. 2 diagrs.

Electrification and the operation of "Beyer-Garratt" steam locomotives on the South African Rys. 340.
The General Manager had been disappointed by the financial return on electrification and considered that operation by Beyer-Garratt locomotives, especially the GL type 4-8-2+2-8-4 supplied by Beyer Peacock, wasmore economically effective.

L. & N.E. Ry. 340.
D49 class Nos. 247 The Blankney, No. 255 The Braes of Derwent and No. 249 The Cleveland had bee completed at Darlington Works as had J39 Nos. 1453 and 1471. H Class Nos. 900 and 1301 had been sold to Pelaw Main Coal Co. E class Nos. 2183, 2303, 2307, 2310, and 2312 had been moved to the Scottish Area.

Instiution of Locomotive Engineers. 340.
Report of paper on railway electrification by J,W. Beatty presented at the Birmingham Centre on 16 November: see Paper No. 312.

Correspondence. 341. COPied

St. Gotthard Ry. Notes..341

Tredegar Iron Works, Notes ... 341

Stockton & Darlington Ry., Notes. 341

Early Counterbalancing in America 341

Stephenson, R, & Co. Ltd.. 341

Reviews. 342. copied
<>

Trade notes and publications. 342.
<>

Number 482 (15 October)

2-8-2 locomotive for Morocco. 343.
<>

Four-cylinder compound freight locomotive, P.L.M. Ry. 344-8. 2 illus., 2 diagrs.
Began page 305

L.N.E.R. 348.
Accelerated express freight service from King's Cross to Glasgow High Street: departing 15.40 and arriving 05.15 at an average speed of 39.7 mile/h for 443.7 miles.

Great Western Ry. 348.
New engine shed for Didcot with 50 ton engine hoist; a coaling stage and boiler washing out.

Petrol shunting engines, Netherlands Rys. 348-9. illus., 2 diagrs.
See correction page 388

Electric welding for locomotive boiler repairs.  348-9. 2 diagrs.
French State Rys.

Recent locomotives, Imperial Japanese Railways. 350-3. 2 illus., 2 diagrs. (s. els.)
4-6-2 classes C51 (two-cylinder type) and C53: three-cylinder type with derived motion similar to Gresley type.

E.A. Phillipson. Steam locomotive design: data and formulae. Chapter X. The engine. 353-5.
Axlebox journals; stresses in crnks; axle?, built up crank axles. Cites Fowler's ILocoE paper

Rail-cars for the Roumanian State Rys. 355. illus.
Sentinel Cammell steam railcars. Shipped via Harwich to Zeebrugge train ferry and then hauled overland to Roumania.

Belfast & County Down Ry. 355.
No. 6 withdrawn and to be replaced on Ballynahinch branch by 270 hp diesel locomotive and railcar built by Harland & Wolff.

L.N.E.R. 355.
Withdrawal of services on Boddam branch which served Cruden Bay from a junction at Ellon. Great North of Scotland section.

Safe and load indicator for cranes. 356. diagr.
Thos. Smith & Sons, Rodley, Leeds

Welding equipment for the Iraq Pipe Line.  356-7.

Tank locomotive, Singapore Air Base. 358. 2 illus.
Eleven locomotives supplied by Peckett & Sons. 3 ft gauge. 9 x 14in cylinders; 2ft 3in coupled wheels; 257ft² total heating surface; 4.25ft² grate area; 180 psi boiler pressure

Cork, Blackrock and Passage Ry. 358.
Total closure. See Locomotive Magazine, 1900 (October) for description of broad gauge 2-4-2T: subsequently lines converted to 3ft gauge.

A.C.F.I. feed-water heating apparatus, L.M. & S. Ry.. 359.
G3 0-8-0

London and North Eastern Ry, 359.
J39 class Nos. 1469-80 0-6-0 completed at Darlington (see correction p. 405). Q5 Nos. 658 and 659 rebuilt with non-superheater boilers and steel-roofed cabs; B12 Nos. 8576 and 8580 rebuilt with Sandringham type boilers. No. 1304, H type 0-4-0T was sold to the Hazelrigg & Burradon Coal Co. The Kitson-Still locomotive was working from Darlington Bank Top and No. 10000 was working between Newcastle and Edinburgh.

Diesel-electric power units Buenos Aires Great Southern Ry. 360. illus.
Armstrong, Whitworth & Co. 1700 hp locomotive and three mobile power houses.

Electric locomotive design. V. 360-2. illus., diagr., table
Broken Hill Mines 220 hp B+B type and 1-Do-1  for Dutch East Indies.

Piccadilly Ry. — Arnos Grove extension. 362-3.

New electric trains. Southern Ry. 363-4.
Four car sets for services to Reigate and Three Bridges.

The standardisation of locomotives: Institution of Locomotive Engineers Presidential Address. 364-6.
Lelean

The Railway Club. 366.
Future meeting: Edward Codd. The union of road and rail.

Chinese Purchasing Commission. 366.
Hunslet standard gauge tank locomotive with outside cylinders; 22½ x 26in. cylinders and Westinghouse brake.

Cold-drawn seamless steel tubes. 366.
Tubes Ltd of Aston, Birmingham

E.E. Joynt. Reminiscences of an Irish locomotive works: Names, nicknames and shop colloquialisms. 367-8.

Notes on early London & South Western Ry. locomotives. 368-9.
Continued page 432

Variable Power Brake Arrangement ... 370 copied

373/4 copied
Crank, History of Engine 373

Pierre Anthony. French Crampton type locomotives. 375-6.
Continued p. 410

A light rail motor coach, Wismar-Mecklenberg. 376-7.

The steam whistle. 378

Correspondence. 379.

Number 483 (November 1932)

"Nearing the Summit". 381 + colour plate on facing page
Plate missing (had been torn out) from BL copy: Thames Forth Express south of Sheffield

Chinese Mining & Engineering Co. Ltd., 2-6-0 Tank Locos., No. 23, etc. 381* copied

Rebuilt narrow gauge compound tank locomotive, L.M. & S. Ry. — Northern Counties Committee. 382. diagr. (s. el.)
One 2-cylinder compound tank engine was rebuilt with a larger boiler. At the same time it was converted from a 2-4-2T into a 2-4-4T. Modifications performed under H.P. Stewart, Locomotive Engineer..

Diesel-engined shunting locomotives. 382-4. 2 illus.

Rebuilt four-coupled passenger engine, M. & G.N. Joint Ry. 384. illus.
No.50 was rebuilt at Melton Constable with a M.R. standard G6 Belpaire boiler and enlarged cab.

Ashington Coal Co. 384.
Purchases of locomotives from the main line comapanies: E1 0-6-0T No. B163 from Southern Railway and from Great Western Railway: 0-6-0ST No. 676 (formerly Alexandra Docks & Railway No. 3) and 0-6-0T No. 2161 (formerly Brecon & Merthyr Railway No. 35). Hartley Main Colliery, Seaton Delaval had acquired LMS 0-6-0ST Skiddaw Lodge (formerly owned Cleator & Workington Railway) and GWR Nos. 785 and 728 which became Nos. 22 and 23 in the Colliery stock.

Diesel-electric rail-cars: H.H. the Gaekwar's Baroda State Rys. 385-7. 2 illus.
Trials took place on Leek and Manifold line.

Extended use of "Drikold" refrigerant. 387. illus.

New high-speed diesel-electric rail-cars in Germany. 388. illus.
Articulated 94 mile/h units with MAN engines; buffet for light refreshments; intended for Berlin Hamburg service.

Petrol shunting engines, Netherland Rys. 388.
Correction to article on page 348.

Indian railway contracts. 388.
Vulcan Foundry Ltd. had received orders for 18 boilers for the Madras & Souther Mahratta Railway; for twenty boilers for the Indian State Railways; for three YC class metre gauge locomotives for the Burma Railway and three D class 4-6-0 fot theNizam's State Railway.

Shunting tank engines for the Buenos Aires & Pacific Ry. 389. illus.
0-8-0T with outside (18 x 26in) cylinders for 5ft 6in gauge.  4ft 1in coupled wheels. 990.2ft² total heating surface; 19ft² grate area and 200 psi boiler pressure.

Locomotive wheel drops (bogie type) L.M.S. Ry. 389-90. illus.

L.M.S.R. – punctuality of the "Comet" express. 390.
Only three had been late; eight arrival were before time. The name stemmed from Cottonopolis and Metropolis.

A pneumatic-tyred rail-car.  391-2. 4 illus.
Austro-Daimler Puchwerke of Vienna: very light four wheel vehicle.

E.A. Phillipson. Steam Loco. Design, Data and Formulae, 393

The Railway Club. 394.
H.A. Vallance led a discussion meeting on The Grouping – what it was and what it might be yet in September and on 7 October he presented the Great North of Scotland Railway; the paper by E. Codd The union of road and rail was scheduled for 4 November.

Leicester & Swannington Ry. 394.
G. Royde Smith in a letter to the Engineer had stated that the Swannington winding engine had been supplied by the Horseley Iron Co., and that Isaac Dodds was possibly its designer.

Diesel-electric motor coach, Italian State Rys. 395. illus.
copied

E.E. Joynt. Reminiscences of an Irish locomotive works: Gas plant and millwrights' work. 395-7

Institution of Locomotive Engineers: some observations on the practice of providing lead with piston or slide valves. 397.
Abstract of Paper No. 306 by C.A. Cardew.

Sulzer Bros. (London) Ltd. 397

The use of X Rays for testing locomotive details, German State Rys. 398-400. 5 illus.
Mobile railway vehicle for examining welds in fireboxes.

Dundalk, Newry & Greenore Ry. 400.
Working passed from LMS to GNR(I).

Steel fireboxes for locomotives. 400-5. 2 illus., 6 diagrs.
Notes that not used in Britain at that time (except in locomotives for export) and that British steel was not at fault as was exported for that purpose.

[First electric train reached Brighton from London]. 405.
On 1 November 1932 a four coach EMU reached Brighton without ceremony to instigate test running.

Great Western Ry. 405.
0-4-2T Nos. 4805-9 had entered service. Passenger services had been withdrawn between Wolverhampton and Stourbridge Junction via Tettenhall.

Southern Ry. 405.
Adams 4-4-0 No. 579 had been withdrawn. N class Nos. 1400-9 had been completed at Ashford.

London & North Eastern Ry. 405.
D49 Nos. 273 The Holderness and 282 The Hanworth had been completed at Darlington and an order for six further Sandringham class was expected. J39 class Nos. 1453, 1469, 1471 and 1480 had been completed at Darlington — not as stated in previous Issue (p. 359). 0-4-0T No. 518 had been sold.

Lambton, Hetton & Joicey Colliery. 405.
Purchase of GWR No. 426 (Taff Vale Railway No. 85) and numbered 52 in Colliery stock..

Electric locomotive design. VI. Effect of motor disposition upon weight distribution. 405-7. 5 diagrs.

Tests of "Beyer-Garratt" express locomotive on the P.L.M. Ry. 407-8.

L.N.E. Ry. buffet cars for the Leeds-Newcastle service. 408-9. 3 illus.

[Beyer Peacock shunting locomotives for USSR]. 409.
Order for twenty 0-6-0T and six 0-4-0T.

Pierre Anthony. French Crampton type locomotives. 410-12. 2 illus.
In colloquial French, the expression "Crarnpton," pronounced in the French way, was for years and up to the War synonymous of a "passenger train," and "prendre le Crampton" (to take the Crampton) stood for "to travel by railway."

Diesel-electric power units, Buenos Aires Great Southern Ry. 412. illus.
The accompanying illustration shows the first of the three mobile power houses on order for the Buenos Aires Great Southern Ry., to be completed at the works of Sir W. Armstrong, Whitworth & Co. (Engineers) Ltd., Scotswood Works, Newcastle-upon-Tyne. They had been ordered as a result of the successful performances obtained from 1,200 b.h.p. units which are already running in five-coach train sets in the Argentine. There is also a 1,700 b.h.p. main line locomotive in hand. Each of the 1,700 h.p. Diesel-Electric power houses weighs 130 tons, and will operate eight-coach suburban trains seating over eight hundred people at speeds up to 56 m.p.h. The total wheelbase is 60 ft., and the overall length 66 ft., a driving compartment being provided at one end only, in view of the permanent coupling to the specially equipped train.
The main line oil-electric locomotive of the same power scales 148 tons, or 195 lb. per b.h.p. It is driven by six traction motors, and has a wheelbase of 65 ft. 4 in., and a length of 72 ft. Both types of vehicle are of articulated construction, running on four bogies, and roller bearings are employed for the axle-boxes. The first two vehicles will be shipped about the end of November, and the remaining power-house and the locomotive will follow about the end of the year.

Correspondence. J.C. Cosgrave. 412
See 336: Many of your readers must have noticed the curious arrangement of the smoke-deflecting screens on the model purporting to represent a P..L.M. locomotive to be used for a cinematograph picture. The photograph on page 336 shows the upper portions of the screens to be turned, outwards, instead of inwards, i.e. away from, instead of towards, the smoke box which, if so applied to the "real thing," would nullify the air-stream effect required to lift the exhaust steam, etc. Considering the lavish expenditure upon which the "movie" people pride themselves" it 'is surprising that in technical matters they not infrequently display an ignorance only to be equalled by the lucubrations of the popular journalist.

Obituary. 412-13
[John Mitchell]. illus. (port.). 412.
Death  on 20 October of Mr. John Mitchell, M.I.Mech.E., M.I.Loco.E., managing director of the A.B.C. Coupler and Engineering Co. Ltd. Mr. Mitchell was in his fifty-eighth year. He served his time in the running sheds and works of the Caledonian Ry, first at Edinburgh and subsequently at St. Rollox from 1891 to 1896. He was then in the drawing office, and in 1897 was appointed to take charge of the testing and inspection department at St. Rollox. He also supervised the building of the six "Dunalastair" type locomotives for the Belgian State Rys. at Neilson's Works. Mr. Mitchell then joined the staff of Sir A. M. Rendel & Son (now Rendel, Palmer & Tritton), consulting engineers to the Indian Government. From 1904 to 1911 he acted as advisory engineer to the Cape Government Rys., and was then appointed engineer to the A.B.C. Coupler & Engineering Co. Ltd., becoming managing director in 1918. Mr. Mitchell was the patentee of several devices for locomotives and rolling stock, including automatic couplers, buffers, wagon doors, etc.

[J.J. Gifford]. 413. illus. (port).
Death on 17 October of Mr. Gifford, managing director of W.G. Bagnall Ltd., of Stafford, for the past twenty-four years, aged seventy-two. He served his apprenticeship at the Birkenhead works of Messrs. Cammell, Laird & Co. Ltd., and joined the firm of W.G. Bagnall in 1886 as draughtsman. On the death of Mr. Bagnall he was appointed managing director, Mr. Gifford was of a retiring disposition, and took no active part in public affairs. He was very interested in golf, and presented a cup some years ago to the Engineering and Employers' Association to be played for each year.

[Samuel S. Scott]. 413.
Death on 26 September of Mr. Samuel S. Scott, of Stockport, aged seventy-three will be an especial loss to those who knew him through his hobby of collecting detail, of the history of the locomotives of the former L. & N.W. Ry. and its early tributary companies. As a guard working on the Euston and Manchester expresses, he had good opportunities for observation, and these he supplemented bv research in libraries and enquiries from old railwaymen, The railway officials also afforded him facilities for going through the old records at Euston and elsewhere. Although he took great pride in his records he was always willing to assist in clearing up obscure points in regard to locomotive history.

[John Riekie]
We regret to record the death of Mr. John Riekie on October 9, at the age of eighty-four. Mr. Riekie was formerly locomotive superintendent of the Oude & Rohilkund and North Western State Rys. of India. He was the inventor of a locomotive valve gear which was described in our issue of September 15 1926. Mr. Riekie took a keen interest in the compound locomotive, and originated a design of his own which proved very satisfactory on the North Western Ry. of India.

International Railway Congress at Cairo. 413.
The International Railway Congress to be held in Egypt will begin on Monday, January 16, in Alexandria, when a reception will be given by the municipality. On the following day the delegates will proceed to Cairo. On January 17 and 18 enrolment of the delegates will take place at the Congress headquarters, the Heliopolis Palace Hotel, followed by a reception of the delegates by the Commission. The official opening of the Congress will take place at the Theatre Royal de l'Opera, Cairo, on Thursday, January 19, when H.M. The King of Egypt will preside. Meetings will take place each morning from January 20 to 27 inclusive, except Sunday, January 22, when a banquet will be given by the Minister of Communications. The afternoons win be available for excursions to places of interest, including the Pyramids, the Temple of the Sphinx, the Citadel, the mosques of Mohammed Ali and the Sultan Hassan, the Museum of Arabian Art, Memphis and Saqqarah, and the Barrages. Arrangements have also been made to provide a museum of railway equipment and material.
The closing session will take place on Monday, January 30, after which the delegates wiII have the choice of two excursions, one to Luxor, returning to Cairo on Friday morning, February 3, and the other to Assuan and Luxor, in this instance reaching Cairo on Sunday evening, February 5.
Subjects for discussion have been arranged in five sections, viz "Way and Works," "Locomotives and Rolling Stock," "Working," "General," and "Light Railways and Colonial Railways." The papers on the various subjects have been prepared by representatives of railways throughout the world. The British reporters are Mr. A. Newlands, chief engineer, L.M. & S. Ry., who will deal with "The protection of level crossings in view of modern developments in road traffic"; Sir Henry Fowler, assistant to Vice-President, L.M.&S. Ry., on "Methods to be used to increase the mileage run by locomotives between two repairs, including lifting"; Mr. H. N. Gresley, chief mechanical engineer, L. & N.E. Ry., on "All-metal rolling stock; carriages and wagons. Use of light metals and alloys. Use of autogenous welding"; Mr. G. H. Crook, assistant to signal engineer, G.W. Ry., "Automatic train control and train stop. Track equipment. Locomotive fittings. Methods used for repeating signals on the locomotives. Devices intended to ensure the attention of the drivers"; and Mr. E. C. Cox, traffic manager, Southern Ry., on "Competition between or joint working of railways and airways, or railways and road ways; an investigation from the technical, commercial, and contractual points of view."

Reviews. 413
The British Standards Association
Published Standard Specification No. 468 of solid rolled steel wheels and disc wheel centres. Duplicate specifications are provided for solid rolled wheels, one of which specifies a chemical analysis and covers wheels for carriages and wagons. In the other no chemical analysis is specified, and it is restricted to wagon wheels only.

Number 484 (15 December 1932)

Rebuilt 4-6-0 passenger engine, London & North Eastern Ry.. 415-16. illus., diagr. (s. & f. el.)
Larger boiler, based on that fitted to B17 class, but shorter barrel and longer grate, and long-travel valves: B12/3.

Mikado type locomotives for the Tientsin-Pukow Ry. 416. diagr. (s. el.)
Nasmyth Wilson supply of standard gauge 2-8-2 with bar frames via Chinese Purchasing Commission and via C.P. Sandberg for inspection. 4ft 6in coupled wheels, 20 x 28in cylinders, 1945ft² total heating surface, 43.5ft² grate area and 200 psi boiler pressure. 

2-6-0 locomotives for Persia. 417-18. illus.
Baldwin Locomotive Works oil burning locomotives for Southern State Railways with 3ft 10in coupled wheels, 16 x 22in cylinders, 1017ft² total heating surface,  17.6ft² grate artea and 175 psi boiler pressure.

[Speed-up of London coal traffic on LMS]. 418.
Seventeen daily Toton to Brent (127 miles) had been accelerated to reduce the time to 6hr 40 min at an average speed of 19 mile/h. The Beyer Garratt locomotives had assisted this change.

Heavy oil shunting locomotive, L.M. & S. Ry. 418-20. 3 illus., diagr. (sectionalised side and front elevations), plan.
Used chassis of Midland Railway 0-6-0T No. 1831 and a Paxman engine.

Oil-electric traction units demonstration at Newcastle. 420-1. illus.
Armstrong, Whitworth & Co. products on display at the Scotswood Works to which the guests were conveyed from Newcastle Central station by the railcars Lady Hamilton and Northumbrian. Units on display included the 1700 hp diesel electric locomotive and the mobile power house units for the Buenos Aires Great Southern Ry. Guests included the President of the Board of Trade, Walter Runciman.

Malta Dockyard locomotive. 421

Tests of "Mountain" type locomotive, P.L.M. Ry. 422-5. illus., 2 diagrs., table
Includes version with double chimney. Includes indicator diagrams.

Petrol-electric rail-car train, Gulf,  Mobile & Northern R.R. 425-6. illus.

London & North Eastern Ry. 426.
The diesel electric coach Tyneside Venturer is at present stationed at Guisborough, and working between that place and Middlesbrough. Three new 250-300-h.p. Sentinel rail-cars had been delivered to the North Eastern area. After being tested they are being painted at north RoadWorks, Darlington; the first one has been named Defence, D49 No. 282 is named The Hurworth, and not as in our last issue. Another interesting link with the old Stockton and Darlington Ry, disappeared recently in that one of the old round sheds in the works yard at North Road had been pulled down to make way for an improved lay-out in the yard sidings.

Re-organisation of Research Department, L.M. & S. Ry. 426.
Following the retirement of Sir Henry Fowler, Assistant to Vice-President for Research and Development, and of Mr. T. H. Adams, Chief Chemist, early in the new year, the following changes in organisation, and personnel would be made in the L.M. & S. Research Department from 1 January 1933. The department will be under the general supervision of Sir Harold Hartley, Vice-President and Director of Research, and its headquarters will be transferred to Euston. Mr. T.M. Herbert has been appointed Research Manager, to co-ordinate the research work carried out in external institutions and in the five sections into which the department will be divided. Dr. P. Lewis-Dale would take charge of the Chemical section, and Mr. F. C. Johnson (of the Aerodynamics Department of the National Physical Laboratory), had been appointed to take charge of the Engineering Research section. Mr. E. Millington, Mr. W. Pritchard, and Mr. F. Fancutt will be responsible respectively for the sections dealing with Metallurgy, Textiles, and Paint. The general research policy of the company is supervised by an Advisory Committee on Scientific Research, consisting of a number of distinguished scientists and the company's principal technical officers. The Director of Research acts as Chairman to the Advisory Committee.  Experience gained during the past two years had indicated the great value of personal contact between members of the Research Committee and ths company's technical staff, and the reorganisation which is about to be made should further assist in facilitating this co-operation, and in co-ordinating the internal and external facilities for research now available to the company.

E.E. Joynt. Reminiscences of an Irish locomotive works. 426-8.

The Renaud valve gear for locomotives. 428-31. 4 diagrs.
Originally published in Rev. gen. Chemins de Fer. Poppet valves.

Vacuum brake equipment. 431-2.

Notes on early London & South Western Ry. locomotives. 432-3. 2 illus.
Continued from page 368-9

Aluminium for rolling stock. 433.

[Repeat order for Bagnall]. 434.
W.G. Bagnall had receiveda repeat order for four metre gauge 2-6-2Ts with 11½ x 18in cylinders from the Mysore Railways and for three 2-4-2Ts with 8 x 12in cylinders for the 2ft 6in gauge section: theese to have rotary cam poppet valves and aimed at combatting road competition.

[Transport of 92 ton transformer]. 434.
On 28 November from Ferranti facory at Hollinwood to Canada Dock power station in Liverpool om LMS 100 ton super trolley wagon.

The Egyptian State Railways. 435-7. 3 illus.
Delegates to the International Railway Congress in Cairo in January 1933 would be presented with copies of L'Egypte et des Chemins der Fer by Professor L. Wiener. The illustrations and the basis for the text came from this book: the former included one of Cairo-Luxor Train de Luxe.

Metropolitan Ry. 437.
Official opening of Stanmore branch by P.J. Pybus, Minister of Transport on 9 December.

Long travel valves. 437-9. 4 diagrs.
Notes the LNER Shire class, but observes that locomotives used on Cheltenham Flyer did not have exceptionally long travel valves.

E.A. Phillipson. Steam locomotive design: data and formulae. 439-41. 2 tables
Lubrication

Gaekwar's Baroda State Ry. 441.
Order placed with W.G. Bagnall for six 4-6-0 locomotives.

Modern articulated steam locos. 441-4.
Abstract of ILocoE paper No. 299 by Cyril W. Williams.

Electric locomotive design. VI. 445-6. 4 diagrs.
Effect of motor disposition upon weight distribution.

The Railway Club. 446.
J. Macnab spoke on the Liverpool Overhead Railway on 16 December.

Single-phase Traction Motor Design. 447 copied

Steam rail-car: Turkish State Rys. 448. illus.
400 hp unit built in Germany by Esslingen with semi-automatic firing, water preheating, a grate area of 10.75ft² and 9.85 x 19.8in cylinders.

London & North Eastern Ry. 448.
Electric coaling plant installed at King's Cross where the old Midland Railway roundhouse had been demolished; also coaling plant, sand drier and wet ashpit installed at New England depot, Peterborough; 70ft turntable, sand drier and mechanical coaling plant at Cambridge; and new engine shed and coaling plant at Frodingham.

The Fontaine locomotive. 449. illus.
Photograph of friction drive 4-2-2? at St. Thomas on the Canadian Southern Railway. Grant Locomotive product with 17 x 24in inclined cylinders and 5ft 10in driving wheel driven by a friction mechanism patented by Eugene Fonaine.

[London Midland & Scottish Railway staff appointments, etc]. 449
D.C. Urie promoted to be chief motive power superintendent based at Derby; H.G. Ivatt moved to Scotland to take place of Urie in charge of locomotive workshops in Scotland. J.E. Anderson retired.

Royal Special, L.M. & S. Ry., Northern Counties Committee. 450. illus.
copied

Assam Railway and Trading Co. Ltd.

Correspondence. 451.
Two-pipe Auto. Vacuum Brake

Reviews. 452
Locomotives of the Netherlands Rys. H. Waldrop. Hilversum.
Oil engine traction. Alan E.L. Chorlton. Royal Society of Arts.
Based on Howard Lectures.