The Locomotive Magazine and Railway Carriage and Wagon Review
Volume 49 (1943)
Number 605 (15 January 1943)
Locomotive coupled wheels. 1-2.
Editorial comment on Bulleid BFB wheels.
New 4-6-0 mixed traffic engines, London & North Eastern Railway. 3-4.
illus., diagr. (s. el.)
Number 606 (15 February 1943)
Crampton's patents. , 25-6.
David L. Smith. The Wigtownshire Railway and its locomotives. 27-9.
Number 607 (15 March 1943)
Austerity tank locomotive: Ministry of Supply. 34-5. illustration.
James McEwan. Locomotives of the Caledonian Railway. 39-41.:
Dundee & Arbroath and Arbroath & Forfar Railways.
Number 608 (15 April 1943)
Locomotive and train resistance. 47
David L. Smith. The Wigtownshire Railway and its locomotives. 53-4. 3 diagrams (side elevations)
Crampton's patents. 55-7. 9 diagrams
E.C. Poultney. New high speed locomotives for the Pennsylvania. 58-9.
diagram (sectionalised side elevation)
Pennsylvania RR Duplex 4-4-4-4
The North London Railway. Mechanicien
Perhaps the following notes in regard to some of the old North London Railway locomotives may be of interest to your readers.
Engines Nos. 14; 17 and 21 were bought by William Horsley & Co. in 1871 or 1872, and who, doubtless after extracting a most satisfactory commission, turned the engines over to W. Woods & Co., the proprietors of the Brunton and Shields Railway, a line used by the collieries in the Killingworth district of Northumberland, to send the coals down to the river Tyne for shipment. No. 14, when owned by Woods had the footplating supported by outside angle irons, the same as No. 13 illustrated in· your last issue. The makers' number on the motion was No. 857, this raises a query, was the saddle tank changed prior to the engine being sent North and the original number plate left on? It may have been that the tank of No. 13 was in better condition than that of No. 14 and in view of the fact that the engine was being disposed of, the Railway Company decided that fair exchange is no robbery, and decided upon swapping tanks! This engine worked upon the Brunton and Shields Railway for many years and the writer well remembers her running with a huge rectangular saddle tank with about double the water capacity of the original, a cab was also fitted, the engine being withdrawn and scrapped about 1920. No. 17 did not have such a long career, and I think that when the original boiler required renewal the engine was scrapped, but this was not the finish, as one of the driving splashers with its polished brass beading was appropriated and used as a fender for the fireplace in the bar parlour of the local Black Hull public house for years.
No. 21 ran until about the year 1898, when it was scrapped; this engine in the middle eighteen-nineties had the coal bunker extended and an extra pair of small wheels added at the trailing end by Black Hawthorn & Co., of Gateshead, making her into a 4-4-2 Tank.
There is some doubt about the Stephenson locomotives supplied to the Northumberland and Durham Coal Co., but it is definite that Stephenson's Nos. 772 and 773 were despatched from Newcastle for delivery at Blackwall on 29 January 1851. I think that John Bowes and Partners of the Marley Hill Collieries had an interest in N. & D. Coal Co.
R. Stephenson's No. 733 was a rebuild for the York, Newcastle & Berwick Railway and delivered to the Railway Company in February, 1849, and therefore could not have been one of the Northumberland and Durham Coal Company's engines.
The dimensions of Nos. 772 and 773 were as follows: Cylinders 15in. by 22in., centres 2ft. 5½in., steam ports 1¼in. by 11in., exhaust ports, 2½in. by 11in., valve travel 4½in.; wheels 4ft. 7½in. diameter; Losh's patent, wrought iron spokes, also forming rim of wheel, cast iron bosses, wheelbase, Leading to driving 6ft. 6in., Driving to trailing 7ft. 1in., inside bearings to wheels; Boiler barrel 3ft. 8ins. diameter by 10ft. 0in. long 3/8in. plates; Firebox casing 4ft. 4¼in. long by 3ft. 7¾in. wide; 115 tubes at 2in. outside diameter; Heating surface: Tubes 621.79 sq. ft., Firebox 72.2 sq. ft., Total 693.99 sq. ft.; Grate area 11.43 sq. ft.; Steam pressure 1201b. Tender with a water capacity of 1,000 gallons upon four wheels, cast iron, with a diameter of 3ft. 49/16in., on a wheelbase of 8ft. 6in. No. 773 appears to have broken a crank axle as an order for 2, new one was sent to Stephenson by J.H. Adams in April, 1856.
Engine No. 1093 was supplied to the North London Railway Co. in April, 1857, and was a heavier and more powerful engine than the preceding two. The dimensions were: Cylinders 16in. by 24in., Centres 2ft. 3¾in.; Wheels, Losh's patent, 4ft. 6in. diameter, with cast iron bosses and inside bearings; Wheelbase, Leading to driving 7ft. 3in., Driving to trailing 4ft. ·3ins.; Boiler barrel 3ft. roins., diameter by 13ft. 6in. long, 7/16in. plates; Firebox casing 4ft. 5±in. long by 3ft. 77/8in. wide; Tubes 121 at 21/8in. outside diameter, 2¾in. centres; Heating surface: tubes 930.5 sq. ft., Firebox 74.5 sq. ft., Total 1005.0 sq. ft.; Grate area 11.8 sq. ft.; Steam pressure 1201b.
The tender was similar to those fitted to Nos. 772 and 773 but had a larger tank with a capacity of 1,200 gallons of water.
It is of interest to note that a similar engine to Nos. 772 and 773 was supplied to Frances Anne, the Marchioness of Londonderry, for use on her private railway between Seaham and Sunderland.
Mechanical World Year Book, 1943. Manchester: Emmott &
This volume has, as usual, been thoroughly revised and the tables brought up to date. The light metals and alloys, including the important wrought light alloys, are presented in an entirely new section. The section dealing with press- work has been revised and enlarged. Another important feature is the section on the selection and substitution of processes with information on die casting and on plastics.
L.M.S.R. diesel-electric shunting locomotives. The Railway
This reprint of articles which have appeared in the Railway Gazette, deals principally with the working conditions imposed on the 350 b.h.p. diesel locomotives in fiat and hump yards, and not with the design of the locomotive itself. The contents include notes on the servicing and re-fuelling (but not the maintenance or repair), the principles of allocation to various yards, and some of the general advantages of diesel shunters in L.M.S. yards. This 24- page reprint is copiously illustrated.
We regret to learn from the Superheater Co. Ltd., of the death of Henry Edward Geer, who was for many years their Chief Engineer. Geer was in his 57th year and had been associated with the design and application of superheaters to all forms of steam generators; his experience in locomotive superheating dated back to 1911.
Number 609 (15 May 1943)
L.M.S.R.express locomotives. 66-7.illustration., diagram. (side
Jubilee class rebuilt with larger boilers
James McEwan. Locomotives of the Caledonian Railway. 68-70
.Scottish Midland Junction Railway and Aberdeen Railway.
Number 610 (15 June 1943)
Lubrication of rolling stock. 79
Moble canteens presented by Argentina to LMS railwaymen
Southern Railway. 79
Centenary of opening Thames Tunnel to pedestrian traffic. In 1866 the East London Railway converted it as a railway tunnel
C. Hamilton Ellis. Famous locomotive engineers. XXI.
W. Bridges Adams. 80-2. illustration.
Steam railcar Fairfield illustrated
0-6-0 tank locomotive, Rhodesia Railways. 82. illustration
Works shunter at Untala; supplied by Hudswell Clarke & Co. in 1929: named Churchill.
C.H.M. Elwell: had been apprenticed under James Holden at Stratford Works; following which he became a locomtive running inspector. During WW1 he was involved in munitions manufacture at Stratford. He became Locomotive Running Superintendent of the LNER Southernv Area and in 1938 Locomotive Running Superintendent of the Eastern Section,
Notes on the modern rail L.N.E.R. 82-3
For ordinary rail a medium manganese content was specified. For points and crossings a high manganese steel was specified with Sandberg sorbitic process.
The counter pressure brake method of testing
Account of T. Robson ILocoE paper
David L. Smith. The Wigtownshire Railway and its locomotives. 85-7. illustration, 2 diagrams (side elevations)
Crampton's patents. 89-91.
Number 611 (15 July 1943)
Passenger rolling stock capacity. 97.
Considers London Transport versus LNER main line coaches
Second B1 class No. 8302 Eland undergoing trials.
Beyer-Garratt heavy freight (war standard) locomotive, Ministry of Supply.
Intended for South Africa (3ft 6in gauge): 2-8-2+2-8-2.
James McEwan. Locomotives of the Caledonian Railway. 106-8.
Aberdeen Railway: locomotives from Dundee: Kimond & Steel, Gourlay, Mudie and Blackie
Number 612 (15 August 1943)
Locomotive centre of gravity. 113.
Edward H. Livesey. Across Canada in the cab. 114-17. illustration, map
The Phillimore Collection sale. 117-18.
L.N.E.R. 118. illustration.
Locomotive of 20.45 Liverpool Street to Harwich passenger train fell into a bomb crater on embankment near Ingatestone.
David L. Smith. The Wigtownshire Railway and its locomotives. 119-21. illustration, diagram (side elevation)
Number 613 (15 September 1943)
A remarkable locomotive. 129.
4-4-4-4 Pennsylvania Railroad with Franklin poppet valves: draws parallels with Webb designs
Narrow-gauge 2-8-2 locomotive, Vicicongo Railway. 130-1. illustration
Mobile electrical substations, London & North Eastern Railway. 131. illustration
No. 6245 "City of London", London Midland & Scottish Railway. 131.
Photograph of black streamlined locomotive with double chimney
Crampton's patents. 132-3. 3 diagrams
Dummy crank shaft locomotives.
L.N.E.R. appointments. 133
J. Blair Assistant to Chief Mechanical Engineer Doncaster had become Mechanical Engineer (Outdoor) in succession to C.H.M. Elwell (deceased). S. King, District Docks Mechanical Engineer to succeed Blair. B. Adkinson, District Locomotive Superintendent Norwich moved to Gorton to succeed C.B. Kirk who had retired.
The North London Railway. 133-5. Illustration, 3 diagrams (side elevations)
P. Ransome-Wallis. Impressions of some overseas railways in War-time.
135-8. 4 illustrations
O.J. Morris. Portrait of a Mid-Victorian signalman. 138-40.
Jack Fielding worked at Lovers' Walk signal box at Brighton and was photographed in 1882.
James McEwan. Locomotives of the Caledonian Railway. 140-1:
Cowlairs commentary. John W. Smith
The Phillimore Collection sale. Reginald B.
First edition of Bradshaw sold for £27. Refers to Falconer Madan, Bodley's Librarian, classification of Bradshaw's timetables.
Number 614 (15 October 1943)
David L. Smith. The Wigtownshire Railway and its locomotives. 149-51. 3 illustrations
Re-built "Royal Scot" engines: L.M.S. 155. illustration,
diagram (side & front elevations)
No. 6103 Royal Scots Fusilier illustrated: to be known as "Converted Royal Scot" class
Stirling Everard. Cowlairs commentary. 156-7. illustration (drawing: side elevation)
Post-war railway supplies. 157.
Mr Benjamin Piercy. E.K. Gregory
Died 24 March 1889 aged 61. In 1862 he was appointed engineer of the Sardinian Railways.
Locomotive centre of gravity. C.R.H. Simpson.
Number 615 (15 November 1943)
The valve gear. 159.
Locomotive valve gears. 160-4. illustration, 2 diagrams
Conversion of L.N.E.R. class P2 2-8-2 locomotive. 169-70. illustration
James McEwan. Locomotives of the Caledonian Railway. 170-2:
Scottish North Eastern: boiler explosion: illus. of No. 48 at Bridgr of Dunn in 1869.
Number 616 (15 December 1943)
Weight saving in locomotives. 173
L.N.E.R. [appointments]. 173
R.P.Critchley had been appointed District Locomotive Superintendent, Glasgow, in succession to G.W. Phillips, who had retired, B.P. Blackburn, District Locomotive Superintendent, Burntisland, had been appointed to succeed Critchley at Edinburgh. H.J. Williams, Locomotive Works Manager, Gorton, had been appointed Carriage and Wagon Works Manager, Gorton. G. Caster had been appointed Locomotive Works Manager, Gorton. J.H.P. Lloyd had been appointed Works Manager, Stratford.
Another L.N.E.R. conversion. 185. illustration
B3/3 Lord Farringdon type rebuilt with two cylinders
Crampton's patents. 186-8.
No. 12, Victorian Railways. James. C.M. Rolland.
While the Geelong and South Suburban. companies had already acquired locomotives which were later to become V.R. motive power, the first actually procured by the Government (through the Trustees of the lately taken over Mount Alexander Railway Co. to Bendigo) were from the works of George England, of London. These comprised. four 0-6-0 and one 2-2-2, all tender engines, the building date being 1857, though it was 1858 before they had arrived and the Williamstown Shops erected them. No. 12 was the single-wheeler (11, 13, 15 and 17 being the goods quartette) and her claim to fame is that she was the first V.R.-owned passenger locomotive and the "ancestor" of all the big express engines of to-dayand to-morrow. It. is this historical claim that has prompted the attempt to portray her as she was when on her trials across the stony rises of Yarraville on the line then just approaching completion (the opening day was in January, 1859). The prompting, it should rightly be mentioned, has come from Leo. J. Harrigan, the most assiduous and fully-informed historian, probably, of all Victorian Railway enthusiasts. It seems there is in existence no picture of her' as she was then, and the accompanying reproduction is, from a drawing. Fully correct details cannot, of course, be guaranteed, but a close study has been made of all the evidencefrom later pictures of 12 after alteration; from definite pictures of the rather peculiar tender; from drawings of other "England" engines of the period, and from many illustrations of other British locomotives of about the same date.
The "Ancestor's" career was by no means a routine one. Quite early it became apparent that 6 ft. 6 in. single driver were not suited to Victorian grades, and she was converted to a 2-4-0 with 5 ft. coupled wheels (as were the Beyer, Peacock singles, 2, 4, 6, 8 and 10). After the extensive-conversion she seemed to be very much of a rouseabout, and in her later days (in 1880) she was sold to the Yarrawonga Shire to run their Dookie to Katamatite Tramway. When this outfit was taken over by the Government, 12 came back to the fold again, but to find that her "seat" had been meanwhile taken by 12E, one of the new 2-4-2 tanks built by the Phoenix Foundry. So she was thereafter' listed as 528.
Other humble jobs fell to her lot. For a time she worked . for the Box Hill brick works, a mile or so's run from the pits to the station yard; then she was on loan to the Altona Bay (Colliery) Co.: in 1901 she was seen standing by at the head of a casualty train in Jolimont during the Royal: visit, every other engine being busy, Finally, in 1904, she was sold to Messrs. Rawdon & Baxter, contractors, and ended her chequered career helping to build the Outer Harbour at Port Adelaide, South Australia. Is there not in this halting attempt at life history some parallel to the tales of the famous old veterans of the high, seas? The writer often feels there is,
A.B.C. of G.W.R. locomotives. Ian Allan. 40 pp, and cover,
A list of the numbers and names of all G.W,R, locomotives, at present in service: together,with the leading dirnensions, of each class. The origin of engines taken over from railways. incorporated in the Great Western system is indicated; this is a useful feature, as, owing to many of them having been now fitted with standard G,W. boilers, etc., they are- not now readily identified even by those familiar with them in the past. The leading dimensions of each class and a list of the running sheds completes a well illustrated and excellently arranged booklet. .