Locomotive Magazine
Key to all Volumes

Volume 14 (1908)

London Tilbury & Southend Railway 4-4-2T No. 39 Forest Gate. Frontispiece (colour plate)
F. Moore painting. Issued with January Issue and bound at end of it in copy inspected. Acknowledges Thomas Whitelegg, Locomotive Superintendent. See also page 2..

No. 185 (15 January 1908)

Railway notes.

London & North Western Ry. 1-2.
The following locomotives of the 4-6-0 "Experiment" class have recently been built: Nos. 496 Harlequin, 830 Phosphorus," and 902 Combermere. No. 252 Stephenson, which was in the Shrewsbury accident, is again, running, though apparent1y not in regular service. The following 4-6-0 mixed traffic engines were at work: Nos,. 618, 719, 1434, and 2591-2600. All Alfred the Great compounds had then been fitted with Whale's improved valve motion. The policy of reboilering three and four-cylinder compound mineral engines was being continued. The last three of the once famous Problem class 7ft 6in single-driving wheel express engines had been broken up, namely No. 618 Princess Alexandra, No. 719 Outram and 1434 Eunomia. It was regretted that one of these could not not have been included in a long-looked-for railway museum.
In the last week of 1907 the locomotive service of this line was robbed by death of three of the best-known drivers on the system. On Tuesday night, the 24 December, Michael Hankey left duty after bringing the Chester-Birkenhead express safely to Crewe, and died shortly, after reaching his home. Ben Robinson, who enjoyed the enviable distinction of having driven the Royal train more frequently than any other man, brought in the Irish boat express from Holyhead in the evening of 26 December and was taken suddenly ill on his way home, dying early on the following morning. On the 31st Edwin Austin, another of ,the top link men, followed his two veteran companions across the Great Divide. Ben Robinson's death was peculiarly pathetic since he had sent in his resignation after 52 years' service, and would have retired on New Year's Eve. He was an express driver for upwards of 20 years, and among his achievements were the driving of Hardwick during the so-called race to Scotland, and of Ionic in the record-breaking non-stop run qf 299¼ miles from Euston to Carlisle. He was in charge of Queen Empress during its visit to the Chicago Exposition in 1893, and drove it on its trial run from Chicago to New York.

Great Western Ry, 2.
Amongst new locomotive construction five new 2-6-2 tank engines, Nos. 3178-3182, had recently been completed, and seven of the largest type of steam rail motor coaches Nos. 84-90, had also been put in service. The 4-6-0 express locomotive, No. 98 Vanguard had been renamed Ernest Cunard in honour of the latest elected director of the Company. .

Great Eastern Ry. 2
A special train of horse-boxes, drawn by engine No. 502 worked through from Cambridge to Worsley on 18 December 1907 and returned on the 19th. The route was via Peterborough, Rugby, Crewe, and Warrington. Mr. S. Dewar Holden took over control of the Locomotive, Carriage, and Wagon departments on the 1st January. Mr. W. Pollock has been appointed district loco. superintendent at Lynn, Mr. J. Wilson had retired at the end of 1907, after 51 years service.

Great Northern Ry. 2
Several more of the 190 class of tank engines were ready for service, with some slight modifications to the tanks: numbers ran from 1551 upwards. Atlantics of the 251 c1ass ran up to No. 1436. No.. 1421 Ivatt's latest four-cylinder Atlantic was fitted. with his patent balanced crank for the inside engine, there being no balance weights on the driving wheels.

London, Brighton, & South Coast Ry. 2
The new ten-wheel tank locomotive No. 21, in last issue, it should have been stated that the main dimensions are the same as Billinton's Canada c1ass express tender engines, i.e., 6ft. 9in. driving wheels, 19in. by 26in. cylinders, with steam-chests underneath, and boiler 4ft.10in. diameter, the working presssure being 170 psi. No. 70 formerly Holyrood has been renamed Devonshire and was stationed at Eastbourne.

South Eastern & Chatham Ry. 2.
Five new 4-4-0 express locomotives with Belpaire fireboxes; similar to No. 273, illustrated. in our issue of 15 February 1906, but with extended smokeboxes were in, course of construction by the North British Locomotive Co., Ltd. The extension is of the same diameter as the smokebox itself,. and not as in No. 247 illustrated in Issue No. 183 of 15 November. It was intended to exhibit one of thse locomotives at the Franco-British Exhibition in May.

London & South Western Ry. 2
Several four-wheel coupled shunting tank locomotives similar to those employed at Southampton Docks were to be built at Nine Elms.

East & West Junction Ry. 2.
H. Wilmott late general manager of the L.D. & E.C. Ry. prior to its absorption by the Great Central Ry, had been elected chairman of directors.

Caledonian Ry. 2.
Three new 4-4-0 express locomotives Nos. 923-925 had been constructed (see also previous Issue). Traffic at Glasgow Central Station was considerable: a daily total of 478 trains, in and out, whilst the addition of other trains that only worked on certain days of the week gave a daily average for the week of 612. Eight shunting engines were detailed for working this traffic.

North British Ry. 2
"Several engines of the 4-6-0 type with six-wheel tenders are in course of construction." Several Drummond six-coupled goods engines were being rebuilt with larger boilers fitted with Gresham & Craven's combination injectors. Most passenger trains working into Queen Street (High Level) Station were taken down Cowlairs incline by the train engines instead, of by incline brakes as formerly, except where trains were very heavy when the rope attachment was still employed.

Our coloured supplement. 2.
LTSR No. 39 Forest Gate: Whitelegg 4-4-2T. Notes 200 to 240 ton trains and booked average speeds of 46 mile/h. Did not mention "F. Moore". Intended to be fronispiece.

The locomotives of the Great Eastern Railway. 3-4. 2 diagrs.
Six engines were in hand at Stratford Works when Sinclair took office: these were single driver express 2-2-2 engines of class C (described in 7 page 165), but of these only two were then nearly complete, numbered 27 and 94 and finished off under Sinclair, but the four remaining were not completed until 1859, and the boilers for these were constructed by Beyer, Peacock and the tenders by Kitson. Fig. 103, shows No. 281 completed in 1859 (and scrapped in 1879).
First engines designed for the ECR by Sinclair were the 2-4-0 goods engines, class Z built by Messrs. Rothwell & Co., of Bolton: Fig. 104 illustrates No. 302. They bore many points of resemblance to the Caledonian Ry. engines of the period. Great Eastern Railway Society Information Sheet L105 page 18.

Bogie tank locomotive, North Staffordshire Ry. 4. diagr. (s. el.).
John H. Adams 0-4-4T

Passenger locomotives, Italian State Railways. 5-6. 2 illus.
Both locomotives illustrated were two-cylinder compounds constructed by Ansaldo, Armstrong & Co. of Sampierdarena. One was a 2-6-2T for Sicilian Railways with 4ft 11in coupled wheels; 18in x 235/8in high pressure and 27¼in x 235/8in low pressure cylinders, 191 psi boiler pressure, 1636.14ft² total heating surface and 25.6ft²  grate area. The other was an express locomotive of the 2-6-0 type with inside cylinders and outside piston valves actuated by Walschaerts valve gear, 6ft 7/8in coupled wheels, 17in x 27½ high pressure and 26¾in x 27½ low pressure cylinders. The boiler, fitted with Serve tubes operated at 235 psi. The total heating surface was 1862ft² and grate area 25.8ft².

A broad gauge tank locomotive. 6-7. illus., diagr. (s.el.)
Four-coupled tank locomotive built by E.B. Wilson for Coode, Son & Mathews contractors for construction of Portland Breakwater. They had 4ft coupled wheels, 10½ x 17in cylinders, a boiler pressure of 120 psi and a hinged chimney. See also letter from E.L. Ahrons on page 39. Several of these engines were afterwards sent to the works of Isaac Watt Boulton at Ashton-under-Lyne, and converted into semi-portable engines with winding drums, for use at collieries. Others were converted into single cylinder horizontal engines, and one was sold about ten years ago at Manchester for £5

Correspondence. 7
West Midland Ry. goods engines. Hy. Jackson.
I was delighted to read an account of these old locomotives in your issue of 15 October (not found!) and I remember those you mention. Nos. 280-1 (GWR). There were also at Worcester Nos. 282-293, built by W. Fairbairn & Son, of Manchester; No. 295, built by R. Stephenson & Co., of Newcastle; and Nos. 296-297, built by Kitson, Thompson, & Hewitson, of Leeds. Nos. 260-263 were built at Worcester, as stated in the article.
In the days of which I speak, also, there were stabled at Worcester Nos. 196-200, four-wheels coupled passenger engines by Messrs. Beyer, Peacock & Co., of Manchester; and Nos. 184 and 186-189 of the same class; and shunting engines Nos. 231-234, built by E. B. Wilson & Co., of Leeds; in addition to several tender engines, Nos. 240, 243-246. Of these, No. 243 was nick-named Mother Shuter and when it was broken up in 1880 or 1881 there were 25 cwt. of copper in the firebox. Stabled at Hereford were Nos. 253, 256-259 tender engines, built by E. B. Wilson & Co.; and at Pontypool Nos. 322-341 and 350-359, built by Beyer, Peacock & Co.; and Nos. 183 and 185 were stabled at Cardiff. See also letter page 40
"Jack of Newbury." W.J. Moore,
This engine was working for a considerable time in the vicinity of Bristol between thirty and forty years. ago, on the Downs. It was housed in a wooden shed, and was employed on a short temporary
The "Lablache" geared locomotive. Herbert T. Walker. 8
Acquired a tracing dated 11 March 1848 from Edward Baker of Birmingham showing elevations of four lcomotives built by E.B. Wilson probably to indicate their centres of gravity. The tracing shows Lablache with 6ft driving wheels whereas the Crampton patent drawing showed 7ft driving wheels and rubber springs. Colburn's Locomotive engineering and mechanism of railways showed 6ft 6in.

Express locomotive, Glasgow and South Western Ry. 9. illus.
See also page 79. No. 18 illustrated, but Nos. 26-8 conctructed in same series (earlier series illustrated in 15 March 1905 Issue). A new tender design had been introduced. The locomotives had 6ft 9½in coupled wheels, 18½in x 26in cylinders; 1420ft² total heating surface and 22ft² grate area.

St. John's Ambulance Association, Great Eastern Ry. 9.
T.O. Mein, Assistant Manager of the Locomotive Works.was Hon. Secretary GER Ambulance Corps and had received a letter of appreciation from the Prior of the Association.

Railway tunnels. London & North Western Ry. 10-12. 8 illus.
Kilsby: Great North Shaft and South portal; Primrose Hill New Tunnel East; Watford Old Tunnel (South) (with pediment); Watford Tunnel (South); Linslade Tunnel (North) 3 portals; Shugborough Tunnel decorated to meet needs of Earl of Lichfield; Stow Hill  Tunnel (south of Weedon).

Early locomotives of the London, Brighton, & South Coast Ry. 12-13.
Previous part: 13, 212. Strike by enginmen on 26/7 March 1867. Company was still able to run many trains due to using other company workers to perform the task of driving and firing. No. 73, a Sharp single performed much work during this period.

The lifting shed. 13; 15. 2 illus.
Sheer legs: used mainly to remove driving wheels to enable maintence on crank axles.

Re-union dinner of locomotive departmenr, Gt. Eastern Ry. 14; 15-16. illus.
Held on 6 December 1907 in the Abercorn Rooms in the Liverpool Street Station Hotel. W.D. Craig, late chief draughtsman was the organizer.

Apparatus for drilling crank-pin holes. 16-17. diagr.

East Indian Railway strike, 17. illus.
By drivers and fireman from 18 November 1907 until the strike collapsed on 26 November. Asansol was one of the centres affected. Photograph of engine shed at Allahabad.

New Great Northern & North Eastern Joint Stock. 17.
New dining car train constructed at Doncaster and used on 17.30 King's Cross to Newcastle service. The kitchen dining car ran on six-wheel bogies, the remaining vehicles on four-wheel bogies. The coaches were fitted with automatic couplers. The livery adopted green shading to the letters (ECJS used red and the Great Norther Railway vehicles were shaded in blue).

An early broad gauge coach body. 18-19. illus., 2 diagrs.
Illustration includes Lord of the Isles with the coach in service.

pp. 19-20 MISSING

[Retirement of Mr. H.K. Bamber from East Indian Railway]. 19.

Combined horse and carriage truck, Midland Ry. 20-1.

Bogie tank wagons, Benguella Railway. 21. illus.
Built by Blake Boiler Wagon & Engineering Co. under supervision of Sir Douglas Fox & Partners and Sir Charles Metcalfe, engineers of the Benguella Railway. Messrs Griffiths & Co. were the contractors. 3ft 6in gauge.

No. 186 (15 February 1908)

Railway notes. 23

London, Brighton & South Coast Ry. 23
Lord Bessborough appointed Chairman in succession to Lord Cottesloe.
4-4-2T with 6ft 9in coupled wheels, 19in x 26in cylinders, 24ft².grate area and 1623ft² total heating surface.[I3 class].

London & South Western Ry. 23
4-cylinder 4-6-0 No. 335 (see December 1907 issue for illus.). In a trial run from Salisbury to Exeter hauled fourteen coaches weighing 350 tons: minimum speed on Honiton Bank 29½ mile/h. Maximum speed attained 79 mile/h. First locomotive on LSWR to be fitted with water scoop on tender.

Midland Ry. 23.
Double-framed goods engines (see October 1907 issue for illus.) being rebuilt with higher pitched larger boilers, extended smokeboxes, new type of cab with side sheets and new sandboxes.

Great Northern Ry. 23-4
Five Stirling 0-4-4Ts (Nos. 822, 823, 825, 828 and 829) transferred to Nottingham district to work passenger trains around Basford and Derby: condensing gear removed. 0-8-2Ts moved from London to Colwick and fitted with 18in diameter cylinders in place of 20in (last ten had 19½in): condensing gear removed. Nos. 132-6 with 19in cylinders and 137-51 with 17½in cylinders were already at Colwick. Nos. 127-31 were at Ardsley.

Great Central Ry. 24.
Standard goods: Lot 281: up to No. 307 turned out from Gorton. American Mogul No. 966 was badly damaged in collision at Brocklesby Junction in March 1907 and had been replaced by an older locomotive off the duplicate list.

Great Eastern Ry. 24.
Five further T19 class had been rebuilt with leading bogies and Belpaire fireboxes: Nos. 710, 738, 747, 766 and 767.

Great Western Ry. 24.
Changes in Board membership: Alexander Hubbard, who had been Deputy Chairman had left and J.W. Wilson MP had joined.
Nos. 3183-9 were latest 31XX 2-6-2T. Star class under construction would be fitted with Swindon superheater, as would No. 2901 Lady Superior. Another batch of City class was under construction. Water troughs were to be installed at Lostwithiel to enable Paddington th Penzance non-stop running.

A railway museum. 24.
A.R. Bennett had written to daily press to encourage the construction of a National Railway Museum at South Kengsington: regretted the loss of broad gauge locomotives, etc

Six-coupled side tank engines, G.S. & W.R. 25. illus
0-6-0T for shunting at Cork and Dublin. Nearly identical to Nos. 207-210 of 1887. They had 4ft 6½in coupled wheels, 18in x 24in cylinders, a total heating surface of 1050.5ft² and a grate area of 18.84ft². They weighed 43 tons. Nos. 201 and 202 were replacements for 0-6-4WTs and weighed 42 tons 14 cwt. Nos. 217-220 were built in 1901 and weighed 43 tons 16 cwt. No. 219 illustrated.

Duplex locomotive. 26. illus.
Andrew Barclay back-to-back 0-4-0+0-4-0T for New Zealand timber firm. Gauge not specified, but clearly narrow.

Pacific type locomotive, Gt Western Ry. 26-7. illus., diagr. (s. el.)
No. 111 The Great Bear: "logical development of the "Star" class": noted the slight increase in cylinder diameter (from 14½in to 15in) and the 23ft long boiler barrel with a total heating surace of 3400.81ft², including 545ft² of superheat and a grate area of 41.79ft². The total weight was 96 tons and the maximum axle load 20 tons. A bogie tender was provided. The photograph and side elevation both show the short-lived footsteps adjacent to the cylinders.

Tank locomotives, L. & N.W.R. 28. 2 illus.
0-6-0ST (with box tanks) rebuilt from Coal Engines. These had 17in x 24in cylinders; 4ft 5½in coupled wheels; 1074.6ft² total heating surface; 17.1ft² grate area and 150 psi boiler pressure. The first rebuild took place in 1904  and 30 had been converted since. No. 808 was illustrated. An 0-4-2CT introduced in 1892 was also illustrated (No. 3247). The crane had a three ton lifting capacity; 12in x 20in cylinders, 4ft 3in coupled wheels, 433ft² total heating surface and 11ft² grate area. It operated at 120 psi.

The late Sir Henry Tyler. 28.
Deputy Chairman Great Eastern Railway. President of the Grand Trunk Railway in Canada and Chairman of Westinghouse.

Assam Bengal Ry. 28.
Merryweather fire prevention system installed at Chittagong Works.

MISSING: pages 29-30

The present locomotive stock of the London, Tilbury & Southend Ry. 31-2.

Supports for wide fireboxes, G.N.R. 32. diagr.
Firebox supports were surveyed in Volume 10 on pp. 24 and 61.

Electrification on the Midland Ry. 32.
Trial running on this single phase alternating current electric system had started between Heysham and Torrisholme Junction.

Tank locomotive for the Cork and Macroom Direct Railway. 33. illus.
No. 1 (Dübs 1865) (see Locomotive Mag, 8, 8) had been scrapped and had been replaced by an Andrew Barclay 0-6-2T (WN 1022/1904). This had 5ft 1in coupled wheels, 16in x 24in cylinders, a Webb type radial axle, a total heating surface of 1046ft² and a 16ft² grate area. The Belpaire boiler operated at 160 psi and pop type safety valves were fitted. The livery was black with broad vermillion bands with white lining. No. 3 had been repainted in the same livery. The older locomotives were Dübs 2-4-0Ts: No. 2 (WN 18/1865) had been rebuilt in 1898; No. 3 (WN 236/1867) rebuilt in 1899, and No. 4 (WN 1505/1881) rebuilt 1897. Except for No. 3 these retained the sage green livery. Maurice J. Reen was the Locomotive Superintendent.

Kirtley's six coupled tank engines, Midland Railway. 34-5. 2 illus.
Four locomotives built from scrapped locomotives supplied by Kitson in 1847. These were assembled in 1854-1856 and had 4ft 2in coupled wheels, 16½in x 24in cylinders and double frames. There appeared to be uncertainty about the Kirtley numbers, but they were renumbered 200, 1092, 1094 and 2038 under Johnson. The tanks were underneath the engine and under the bunker. Four similar engines were built at Derby and bore the numbers 220-3, but No. 220 was 320 until 1866. These four were used as bankers on the Lickey incline and retained 16½in cylinders after the others had received larger (17in) cyclinders. All were rebuilt by Johnson except No, 220 which was broken up in about 1883. No. 221A, rebuilt in 1880, became No. 1431 in 1888. The second class was similar but smaller. Theese were built from scrap material, in this E.B. Wilson locomotives constructed in 1848. They were assembled at Derby in 1854-6. They had 4ft 2in coupled wheels, 15in x 22in cylinders and had different frames from the 220 class being without bars between the hornplates and the wheelbase was shorter. The original numbers were the scrap numbers above 1000 allotted by Kirtley. These were raised to 2000+ in 1872-3.  Johnson renumbered them 210A-219A, 1093 and 1095. These were rebuilt under Johnson in 1876-8 when the A was removed. For a time some, Nos. 213A and 215A, had rectangular saddle tanks. They worked at Burton-on-Trent and one or two were extant in 1908. Nos. 880-9 were designed and built by Beyer Peacock in 1871 for working goods traffic from North London to London Docks. They had short chimneys and special spring balances for the safety valves to work through restricted tunnels. They had 4ft 2in coupled wheels, 17in x 24in cylinders, inside frames and 140 psi boiler pressure. They were renumbered 1610-1619 and were extant. They were reboiler in 1895-7. Illustrated No. 2014 and 889A.

Eight-wheeled locomotive, Stockholm-Vesteras-Bergslagens Ry. 35. illus.
Supplied by Nydquist & Holm of Trollhattan. 2-6-0 with inside Walschaerts valve gear, piston vlaves and superheater. Leading dimensions; 18½in x 24in cylinders, 5ft 1in coupled wheels; 983.82ft² total heating surface; 19.85ft² grate area. 160 psi boiler pressure. Four-wheel tender. Th. Geo. Betts Locomotive Superintendent.

Early attempts with coal burning in locomotives. 35-7. 2 diagrs.
The first extensive experiments in burning coal took place in 1853 under McConnell. At about the same time Beattie experimented with burning a mixture of coal and coke and this led to the two-part firebox and combustion chamber. In 1854 Cudworth modified Sharp single No. 58 Orion with a midfeather in the firebox and two firedoors. Crampton No. 142 was also modified. These experiments were considered successful and all new engines received this arrangement from 1858. In 1859 an experiment was made with steam jets in the firebox. At the time of Cudworth's retirement in 1876 128 engines had modified fireboxes..

Rebuilt express locomotives, London, Brighton & South Coast Railway. 37. illus.
Mentioned in December 1907 issue. No. 321 illustrated. Marsh reboilering of Billinton 4-4-0 with new standard boiler: 5ft diameter; 1284.58ft² total heating surface and 18.64ft² grate area.

The History of the London & South Western Ry. locomotives. 37-8.
Continued from page 195, Vol. XIII. During early 1887 all the engines attached to the Engineer's permanent way department were transferred to the charge of the locomotive superintendent and incorporated in the capital engine stock of the company. The permanent way engine stock consisted at that time of 13 tender and two tank locomotives, all bearing names but no numbers, and when transferred were numbered on the "0" list from 1 to 15 inclusive. Hawkshaw (01) was a four wheels coupled tender engine built by Messrs. Geo, England & Co. in 1857. It had a pair of leading wheels 3-ft. in diameter, and driving and trailing wheels coupled 5ft. in diameter, with inside cylinders 14-in. in diameter by 18in. stroke. The tender ran on six wheels 3ft. in diameter. It was not known from what source it originally came, or when the Company purchased it: it was broken up in 1889.
Brunel (02) and Stephenson (03) were built by Geo. England & Co. in 1863 for the Somerset & Dorset Co., on 'which they were numbered 11 and 12 respectively, afterwards altered to 11A and 12A. When these engines were sold to the L. & S. W. R. they were named Isis (147) and Colne (148). The Isis was transferred to the engineers' department for ballasting purposes in March, 1883, and renamed Brunel. Colne was handed over to the engineer's department in March, 1884, and renamed Stephenson. These engines had leading wheels 3ft. 6in. in diameter, and coupled driving and trailing wheels 5ft. in diameter, inside cylinders 16in. x 20in. Brunel was broken up in 1889, and Stephenson in 1891.
Two other engines were built by Geo. England & Co. in 1860 and purchased by the LSWR for ballasting purposes in 1862. These engines were also of the four wheels coupled type with leading pairs 3ft. in diameter, coupled driving and trailing wheels 5ft. in diameter, and inside cylinders of 15in. x 18in. They were named respectively Locke (04) and Smeaton " (05). They were broken up in 1889 and 1892 respectively.
A coincidence should be noted with Locke, the same number (4) being held by another engine bearing the same name built in December, 1870. The name of the latter engine was removed in December, 1888, and it was then known as No: 4 until it was withdrawn from stock in June, 1895.
Another engine built by Geo. England & Co. of precisely similar type, built in 1861, was named Telford (06). This engine was withdrawn from stock in 1893, and used for stationary purposes in the washing factory for waste and sponge cloths at Nine Elms works.
Fowler (07) a four-wheels coupled tender engine built by Messrs. Geo. England & Co. for the Somerset & Dorset Ry. in 1864 and numbered 14, was purchased by the LSWR for ballasting purposes soon after they acquired a joint interest in the Somerset & Dorset line in 1875. It had leading wheels 3£t. 6in. in diameter, coupling driving and trailing wheels 5ft. in diameter; and inside cylinders 16in x 18in. Weight of engine and tender in working order was about 48 tons.

Shop Trolley. 38
for support of buffer beam when removed for repairs, in use at the Cork shops of Great Southern & Western Ry.

Reviews. 38-9
Development of the Locomotive Engine. By Angns Sinclair. New York: Angus Sinclair Publishing Co. London: The Locomotive Publishing Co. 1907.
Mr. Sinclair on page 22 gives an indication of the idea governing his method of treatment when he writes: "The developing of every complex machine has been a labor of years, carried on by many men, and the locomotive engine was no exception. Certain men labored with great success in supplying needed elements, others worked on perfecting old appliances, all making up a complement of masterly achievements; but no one transcended the labours of others sufflciently to have fairly earned the title of inventor of the locomotive," With this guiding principle always in view he has gone step by step along the path of progress, not going into rhapsodies over any particular man, but giving to each his due share of credit for work done. To do this with strict jnstice great care is required, and Mr. Sinclair has set a pattern for other historians in the painstaking he has bestowed in consulting first-hand authorities whenever possible. That even the utmost care and research has not prevented him from making errors of statement is to be attributed to the fact that he is human like the rest of us.
Siuclair deals with British locomotive practice of all ages, and incidentally throws new light on several obscure historical points. If only he could have increased his total of 661 pages to 1,200, and his illustrations from somewhere approaching 500 to 1,000 he might have done, as ample justice to British practice if not to European, as he has to that of his adopted country. When one sees what he has actually achieved the thought naturally arises as to how excellent would have been a treatise on which limitations of space had no restraining influence.
When all is said in criticism, however — and one might add that Sinclair, like most historians of the locomotive, has found a difficulty in preserving chronological order — the salient fact remains that it is a great work and a noteworthy contribution to the literature of a fascinating subject. As a record of American locomotive practice and progress it is practically uncha!lengeable. It is a book that railwaymen of all countries cannot afford to be without, if they aspire to having a complete knowledge of their particular subject. It is certainly a revelation as to the initiative and mechanical skill of the early American locomotive engineers, as well as an up-to-date treatise on modern developments introduced by their present  day successors.
Simple, compound and electric locomotives. H.C. Regan. New York: John Wiley & Co London Chariman & Hall..
The 5th edition of this excellent work on locomotives had been revised to include developments in steam and electricity as applied to them. Compounding is fully dealt with, and a chapter is devoted to foreign-built compound engines and rapid strides of the electric locomotive and its use on some of the American trunk lines make it essential for full details of construction and operation to be given. The systems under particular notice were the single phase, using single-phase motors, the poly-phase
Moving loads on railway underbridges. H. Bamford. Whittaker. 39
Some of the chapters originally appeared as articles in Engineering, but there were new chapters on bending moments and shearing forces in beams.
Sketches of engine and machine details. Wallace Bentley. Chapman & Hall.
Working drawings

A broad gauge tank locomotive. E.L. Ahrons.. 39
The locomotive Queen, illustrated on page 6 of your last issue-unless there were two exactly similar engines bearing the same name-had a curious and checkered career. It was built by E.B. Wilson & Co., in 1852, and was No. 329 of their build, according to the date-plate. For a long time it was the property of the South Devon Railway, and finally ran off the road and fell into the sea, though where this happened I am unable to state. It was subsequently fished out and found its way to Swindon, where it remained for, many years, together with one or two other old engines, in the scrap sidings at the back of the rolling mills.
The writer last saw it there in 1889 or 1890, and if this is the identical engine illustrated, which appears probable, it must have been sold since that date. The drawing on page 6 bears the date December, 1853, but the date-plate on the engine was certainly 1852.
An early broad gauge coach body. W.B. Paley
The thanks of everyone interested in the past history of our railways, are due to your correspondent for the careful record he has made of the old coach body near Hanwell.  I venture to think, however, from considerable experience of the broad-gauge, dating from 1872, till it disappeared, that the compartment with a 37in. door, was simply a luggage body. That they were so used latterly I well remember, and also that in many cases there was a brake pillar in them, and a guard if judged necessary. That dogs were put in sometimes is likely enough; especially when luggage was mostly carried on the roof, but the mere width of the door is surely proof that dogs were not the principal object of these compartments. Lnggage is always wanted, space for dogs seldom. The old broad gauge guard's vans, and many of the coaches had dog lockers of the usual type.
Firebox deposits. R.L.
Had noticed a deposit formed on the tube-plates and roof-plates of locomotive fireboxes, which in some running sheds was called "corks." It formed over and round the mouths of the tubes, and over the heads of the firebox roof stay bolts, and has been known to cause engines to fail for steam, owing to the constriction in the diameter of the tubes. Asked for the nature and cause of the deposit. Editorial reply: The peculiar deposit referred to is usually attributed to the effect of water, used to wet the coal in the bunkers, upon some classes of coal
Fire grates of locomotives. F. Scappini (Societa Italiana Ernesto Breda). 40. plan
Requested a copy of Locomotive Mag. 1903 (Volume 8) in which he had been informed by Mr. Steffan, Editor of Die Lokomotive in Vienna, that he would find an article about locomotives for the Cape Government Rys., which were provided with a fire-grate of two separate widths at back and front. He wished to have this article to show that this form of grate had also been provided on the Pacific-type locomotives built at Belfort for the Paris-Orleans Ry. (see Locomotive Mag. August 15th 1907 p. 14-5), was not new, as might be imagined. It had been tried on the Belgian State Rys., for example, since 1894 (see Engineenng, 4 September 1894, p. 323), but apart from that he forwarded a print, supplied by the Hannoversche Masch. Act. Bau-Gesellschaft. showing a similar method of construction introduced at those works as long ago as in 1857. The legend on the blue print states that it showed the firebox of the boiler of a Crampton locomotive built in March, 1857, by that Company for the Hanover State Rys. Plan reproduced
West Midland Railway goods engines. Pontypool.
I was much interested in Mr. Jackson's letter on this subject which appears in your issue of the 15th inst. There are one or two little, errors which, with your kind permission, I should like to correct, and also one or two points upon which perhaps you will kindly allow me to enlarge. Engines 294-5 were built for the O.W. & W.R., as also were the Kitson engines 296-7. Nos. 196 to 201 were, as stated: built by Beyer, Peacock & Co., for the W.M.R. They had 6-ft. wheels and cylinders 16in diameter. Two yeras later Beter Peacock supplied engines Nos. 209-214 with single driving wheels 6ft 6in diameter; later converted to four-coupled.

No. 187 (14 March)

First pages missing [41-2]

East Indian Ry. 43.
C.G.H. Danby appointed carriage and wagon superintendent, following the retirement of H. Kelway Bamber. Danby had been with the EIR for eight years.

New Locomotives on the G.N.R. 43-4. 2 illus., 2 diagrs. (incl. s. & f. els.).
Production series of 0-6-2T fitted with condensing gear. Similar to No. 190 illustrated in 15 May 1907 Issue, but fitted with shorter side tanks and with weight redistributed to enble locomotives to work south of London. The locomotives had Doncaster WN 1176-85 and running numbers 1551-1560. The elevation relates to the 0-6-2T. No. 1421, a four-cylinder compound Atlantic is also illustrated and a diagram shows the Ivatt patented balanced crank axle. The locomotive had 13in x 20in high pressure cylinders and 18in x 26in low pressure cylinders actuated by Walschaerts valve gear. The total heating surface was 2351.8 ft² and the grate area 31 ft².

Bogie express locomotive, Somerset & Dorset Joint Railway. 44. illus.
Deeley 4-4-0 Nos. 77 and 78 (former illustrated): 18in x 26in inside cylinders; 6ft coupled wheels. Total heating surface 1347ft²; grate area 21.1ft². Working pressure 175 psi.

Early locomotives of the London, Brighton & South Coast Ry. 45-7. illus., 4 diagrs.
Stothert, Slaughter & Co. locomotives: Fig. 17 in the History. Fig. 17A shows No. 87, a 2-2-2 which was fitted with an unusual chimney, topped with a black truncated cone. No. 95 was similar, in not being rebuilt but had a bell-topped chimney. The tender was sketched from a still extant vehicle which was being used as a sand truck toconvey locomotive sand from Fittleworth to Brighton. Fig. 17B (photograph) shows a representation of 95 class as a weathercock on the roof of Messrs C.A. Wells & Co. of Lewes. Fig. 17C represents Nos. 90 and 91: 2-4-0 type with similaries to Great Western practice. They had large haycock domes and worked between Lonndon Bridge and Croydon. Fig. 18 in the History is criticised and it is suggested that Fig 18A gives a better impression of No. 9⁹9. It is argued thatit did not have trailing wheels behind the firebox. It worked from New Cross goods yard with freight from Deptford Wharf. It had a larger dome than most of the Bury type and this was sheathed in brass rather than copper. Fig. 19A is based on a sketch by H.H. Battley and shows 0-6-0 No. 112 (No. 113 was similar). In the 1850s they worked on the Willow Walk branch.

New vacuum brake apparatus. 47-8. diagr.
Holden & Brooke of Manchester: gear which reduced the size of the cylinder, eliminated a ball valve and made the system more suitable for narrow gauge and freight vehicles as it could be assembled in a horizontal position.

The Brotan water tube firebox. 48-9, 3 illus.
Beyer Peacock outside-cylinder with external valve gear and Brotan boiler supplied to the Mannesmann Tube Co. of Landore. The cylinders were 14in x 20in, the coupled wheels 3ft 1in diameter. The total heating surface was 746ft² and the grate area 9.2ft². The boiler pressure was 180psi.

The Stafford & Uttoxeter Railway. 49-51. 2 illus., 2 diagrs.
Authorised on 29 July 1862 and opened in December 1867. Single track line with crossing places at Grindley and Ingestre. The Great Northern Railway purchased the line on 1 August 1881 and had originally intended to acquire the Potteries, Shrewsbury & North Wales Railway (the "Potts") and have sought running powers over the LNWR between Stafford and Shrewsbury, but by then the line was derelict. The S & U owned two locomotives which were taken into GNR stock. These were a 2-4-0T named Shrewsbury and Talbot built by Beyer, Peacock WN 849/1868. It had 14in x 20in inside cylinders, 5ft coupled wheels. This locomotive derailed due excessive speed on 1 February 1873 at the foot of Hopton Bank killing the footplate crew and injuring eight passengers.The other locomotive was an 0-4-4ST named Ingestre. This was purchased from the North London Railway and it had been supplied by Beyer Peacock WN 189/1860 and running number 41 on the NLR. It had 16in x 24in cylinders and 5ft coupled wheels. It had been built as an 0-4-2, but was fitted with an Adams bogie. The first GNR train to work onto the line ran from Nottingham Low Level to the Staffordshire Agricultual Show in 1881 and was worked by No. 651. Illustrations include portal of Loxley Tunnel and Hopton Cutting.

Midland Ry. 51.
Water troughs were being installed vbetween Tamworth and Haselour in readiness for summer traffic. Heavy furnace slag was used alongside troughs to prevent damage to ballast.

Compound Prairie express locomotive, Kaschan-Oderberger Ry. 52. illus.
Golsdorf frour-cylinjder compound 2-6-2 similar to 110 series designed for Austrian State Railways (see 15 March 1905).

Change of style of Canadian Locomotive builders. 52.
On 5 February 1908 the Secretary of State of Canada permitted a change of name of The Locomotive & Machine Company of Montreal to Montreal Locomotive Works Ltd.

Railway tunnels, London & North Western Ry. 52-4. 6 illus.
Beechwood Tunnel (South) about five miles north of Coventry. Penmaen Rhos Tunnel (both East and West portals) near Colwyn Bay, Conway Tunnel (West), Penmaen Bach Tunnel (west), Ffestiniog Tunnel (north) and Llandegai Tunnel (East) between Aber and Bangor. Stephenson was associated with Beechwood and the North Wales main line tunnels.

A new incandescent lamp for railway carriages. 54. illus.
Guerriere and Powies Orb lamp.

Reviews.  55.
Transactions of the Swindon Engineering Society, G.W. Ry., 1906-7. Edited by D.G. Slatter, Hon. Sec. Published by the Society, Locomotive and Carriage Department, Swindon.
Contained in this volume, are pamphlets, Nos, 71 to 80,. being the transactions of the Society up to March 26th, 1907. The papers are: " The Work of a Running Department," by H. Simpson; "The Construction of Modern Railway Wagons," by J. M. Llewellyn; "Stephenson v. Walschaert [sic] Valve Gear," by W H. Pearce; "Composite Roof Principals and Roofing," by J.H. Baker; "The Micro-Analysis of Metals with Example of its Value," by T.C. Davison, "Locomotive Cranks and Axles," by R.L. Burge; "The Equipment of a Running Shed," by W.A. Stainer; "Beams, Shafts, Struts and Ties in the Locomotive," by C. C. Champeney; "The Construction of Steam Rail Motors," by A.H. Nash; and "The Construcrion and Maintenance of Motor Omnibuses," by C.S. Wilson. The volume is profusely illustrated with drawings and diagrams, and it is hardly necessary to say that the papers are thoroughly practical, and carefully thought out.

A new railway mail van. 56. 2 illus.
Bogie van with electric lighting for Bombay to Punjab mail service built at the GIPR workshops at Parel.

No. 188 (15 April 1908)

Hammond's air-heating apparatus on London, Brighton & South Coast locomotives. 59.

The locomotives of the Great Eastern Railway. 61-2. 4 illus.
Class Y 2-4-0 goods engines. One general type, but each series possessed particular characteristics.. The first series constructed by Neilson & Co. (Fig. 105) differed by having the dome over the firebox, and a weather-board instead of a cab: they also had 18-in. diameter cylinders, but these were subsequently reduced to 17-in., the same as others of the class. The second series, comprising engines built by Stephenson and Hawthorn (Fig. 106) had rather spartan cabs and boilers of the standard Sinclair type, which, like those of the engines built by Neilson, were constructed of four plates lap jointed, the first and third being the largest. They were provided with a water box under the footplate, which furnished an additional supply of water (135 gallons), and added to the weight at the trailing end. The water boxes were removed in Adams' time. The third series (Fig. 107) were constructed by Kitson & Co., the Vulcan Foundry, and Schneider et Cie., of Creusot. In these engines the wheelbase was extended 1in. between the leading and driving centres, and the boilers were constructed with parallel barrels of four plates butt jointed. The cabs were of an improved pattern, with the exception of the Kitson engines Fig. 108, which had cabs of the earlier type. Giffard injectors were fitted and were subsequently supplied to all the earlier engines. The tenders were all of one type, on six wheels, originally fitted with wooden brake blocks. Engine No. 327 was sent to the Exhibition held in Hyde Park, London, in 1862. Thirty engines were ordered from Kitson & Co. and were intended to be numbered 357 to 386, but six of these (WN 1173-5; 1181-2 and 1185) were sent to the Egyptian Railway Administration and one additional engine was built by Messrs. Kitson for the GER which became No. 381. This engine differed from the remainder of the class in having a larger firebox and shorter boiler barrel. Figures 105-8 illustrate Nos. 317, 327 , 390 and 374.

Narrow gauge ten-wheel passenger locomotives. 63. 2 illus.
12 locomotives Nos. B1-B12 supplied by Société Alsacienne de Constructions Mécaniques for 3ft 6in gauge Algerian State Railways. Also dertails of eighteen metre gauge locomotives (Nos. 201-222) supplied to Cie Générale Buenos Aires

An ocean railway. 63-4. illus.
Extension of Florida East Coast Railway towards Key West. Opened from Miami to Water's Edge across Everglades swamps. At that time Knight's Key was the furthest point that the viaduct had reached. Henry M. Flagler was the driving force.

Tank locomotive, Rhymney Ry. 64. illus.
Robert Stephenson 0-6-2T designed by C.T. Hurry Riches. 4ft 6in coupled wheels, 18½in x 26in cylinders, 1410.5ft² total heating surface and 21.5ft² grate area. Boiler 175 psi. Fitted with hand, steam and Westinghouse brakes. No. 2 illustrated.

Connor's large engines, Caledonian Ry. 65. illus.
Neilson 4-4-0 Nos. 125-9 supplied in 1877 (No. 126 illustrated). Rebuilt by Drummond in 1886 with larger boilers. As rebuilt they had 18in x 26in cylinders, 7ft 2in coupled wheels, a total heating surface of 987.3ft² and a grate area of 18.4ft². They were used on Glasgow to Dundee services and latterly on Glasgow to Ardrossan workings. No. 126 was the last survivor.

Securing spring plates. 65. diagr.
Avoidance of drilling (ecept in the key plate) by use of nibbed plates.

A veteran locomotive superintendent. 66-7. 4 illus.
Henry Waugh locomotive superintendent of the Waterford & Tramore Railway. Was aged over 80; born in Dublin in 1827. Apprenticed to Lamprey, Rendelln & Lamprey in Dublin from 1841-8. He was a fitter on the Dublin & Drogheda Railway and remembered the Atmospheric Railway which ran between Dalkey and Kingstown and the first locomotives which ran on the Dublin & Kingstown Railway. From 1854 he was a fitter and driver on the Waterford & Kilkenny Railway. In 1860 he became locomotive superintendent of the Waterford & Tramore Railway. One of the illustrations shows him alongside his motive power which at that time still included a Bury single rebuilt as a 2-2-2T (it had received a new boiler pressed to 100 psi in 1866). The Bury locomotives had been acquired from the Liverpool & Manchester Railway by Dargan to build the line. One passed to Pim, the locomotive superintendent of the Waterford & Limerick Railway. Thomas Mills, the District Superintendent of the Waterford & Limerick Railway had charge of Bury locomotives on the Liverpool & Manchester Railway. The illustrations include the old six wheel passenger stock and the Bury locomotives.

Old "Bury" locomotive, G.S. & W. Ry. 67.
Note that No. 36 was stored at Cork running shed having been painted bright green for the Cork Exhibition in 1902.

Tyre fastenings. 68-9. 11 diagrs.
Historical survey which included rings, screws and rivets.

Self-fastening buffer plunger. 69. diagr.

MISSING pages 73-4.

20-ton self-discharging hopper coal wagon. 75. 2 illus.
Built by Charles Roberts & Co. of Horbury Junction for the Consett Iron Company with steel underframe

The Leeds Forge Co. Ltd. 75.
86 wagons for Northern Nigeria and open 12 ton wagons for the conveyance of Lagos sewage. 30 28 ton open coal wagons for the Federated Malay State Railways. 50 high sided and 20 covered bogie wagons for the 3ft 6in gauge Egyptian State Railways. Supply of metal parts for rolling stock for the Indian State Railways.

Bogie trolley wagon, Caledonian Ry. 76. illus.
For carriage of heavy steel plate including armour plate.

Buenos Ayres Western Ry. 76.
Order for 325 bogie all-steel 40 ton covered wagons for the carriage of grain placed with Blake Boiler, Wagon & Engineering Co. of Darlington. Underframes of Livesey-Gould pattern.

Empire Roller Bearings Co. Ltd. 76.
Further order for fitting to Wolverhampton [tram] cars with roller bearing axleboxes. 

No. 189 (15 May 1908)

Great Western Ry. 77. illus.
Photograph of No. 4016 Knight of the Golden Fleece notes that one of Knight class of 4-cylinder simple 4-6-0 locomotives. Others were Nos. 4017 Knight of the Black Eagle, 4018 Knight of the Grand Cross, Knight Templar and 4020 Knight Commander. No. 3190 completed 3111 class of 2-6-2Ts. Nos. 3910-3913 new engines of 3901 class of 2-6-2Ts. No. 4101 Auricula is first of new series of "City" class. Notes that following members will also be named after flowers. Had 6ft 8½:in coupled wheels and vacuum, but no steam brakes. No. 2114, six-coupled tank had been "boxed-in" like to work between trailer cars. Noted two good runs with Ocean Specials between Fishguard and Paddington. On 2 April the run was completed with four coaches in connection with SS Langfranc in 4hrs 56min; and on 23 April the Special from SS Antony" made the run in one minute less time. The official times of this last smart performance are as follows: liner anchored 13.05, tender alongside 13.12, left ship 13.25, arrived quay 13.34, special train left 13.55 passed Cardiff 16.14, Swindon 17.34, and arrived Paddington 18.50.

Gt. Northern Ry. 77.
No. 407, eight-coupled coal engine, fitted with variable blast pipe worked off motion. No. 1311, four-coupled bogie express left Doncaster shops with apparatus for collecting and discharging ashes from the bottom of the smokebox as adopted on GER. Five outside-framed Sturrock goods engines were still in service, stationed as follows: 192A, 308A, 408A, 435A at Peterborough, and 304A at Colwick. Two also used as locomotive pilots at Peterborough, lettered" 'C " and "G" and painted black. Locomotive pilot "H" used as yard engine at Colwick was formerly 126A, 0-4-2 well tank. , It was never fitted with condensing apparatus and had worked the Holme and Ramsey branch.

Great Central Ry. 77-8.
Nos. 311-320 and 322 were latest standard goods locomotives built at Gorton. No. 134, one of Harry Pollitt's 800 class goods locomotives  was being rebuilt with a larger boiler and balanced slide valves to make it almost identical with the standard six-coupled or Pam Pom class. A new 20-ton steam breakdown crane built by Craven's had been put in service at Gorton sheds, in place of the previous 15-ton crane, which was transferred elsewhere.

London & North Western Ry. 78.
Latest 4-6-0 mixed traffic locomotives built at Crewe were Nos. 524, 630, 917, 1296, 1610, 1640, 1654, 1683, 1738 and 2123. Nos. 906 and 1367, four-cylinder compound mineral engines, have been converted into Consolidations with larger boilers, and other three and four-cylinder compounds are being, rebuilt as simples with larger boilers.

North Eastern Ry. 78.
Twenty S class 4-6-0 passenger locomotives with 6-ft. 1¼in. wheels were under construction at Gateshead Works. The last series of these, built in 1906, were Nos. 726, 740, 757, 760, 761, 763, 766, 768, 775 and 1077. These weighed slightly more and had larger tenders than the original No. 2001 class. Ten new 4-4-0 locomotives of the 2011 or R class were to be built at Gateshead (see page 96 for correction to Darlington) and would have 5ft.6in. boilers carrying 225 psi. and be known as R1 class. The last R class engines were Nos. 476, 592, 707, 708, 711, 712, 713, 723, 724 and 725, built in 1906; and Nos. 1026, 1042, 1051, 1078,1147, 1184, 1206, 1207, 1209, 1210, 1217, 1223, 1232, 1234, 1235, 1236, 1258, 1260, 1262, 1665 and 1672, built in 1907. Twenty T1 class, eight-coupled mineral engines, have been built at Darlington, Nos. 578. 660, 939, 1031, 1032, 1054, 1177, 1178. 1215, 644-648 and 652 in 1907. and 653-656 in 1908. Ten P3 class 0-6-0 goods engines with 5-ft. 6-in. boilers, were in course of construction at Darlington, and 20 were on order from Beyer, Peacock, 20 from North British Locomotive Co., (Atlas Works). and 10 from R. Stephenson. The last of this series previously built were Nos. 790, 814, 836, 839, 880, 883, 888, 891, 917, 938, 1006, 1016, 1018, 1052, 1189, 1227, 1256, 1393. 1402 and 1686, all built in 1906. No. 1662, a six-coupled shunting tank engine, similar to Nos. 407 and 1787 built in 1897, was built at Gateshead in 1907: cylinders 14-in, x 20-in., wheels 3ft; 5in., domeless boiler with 505ft² total haeting surface, weight 25 tons. This engine and No. 995, crane engine, carried Gateshead Works on the side tanks. Ten of the old Fletcher 0-4-4 tanks, Nos. 37, 199, 319, 953, 1344, 1347-9, 1433 and 1461 had been rebuilt as 0-6-0 shunting tanks.

London & South Western Ry.. 78.
No. 453 is tbe first of a new series of four-cylinder 4-6-0 locomotives of somewhat different dimensions to preceding engines of that type. The cylinders were 15in. x 26in., and the boiler heating surface 1920ft²., while the diameter of bogie and coupled wheels are as in No: 330. Nos. 746 Dinan and 747 Dinard first of new four-wheels coupled shunting tank locomotives built at Nine Elms for service at Southampton Docks.

Highland Ry. 78-9. illus.
The North British Locomotive Co., Ltd.delivered from the Queen's Park Works four new 4-4-0 inside-cylinder passenger locomotives, to replace four 60 class sold in November 1907 to Messrs. P. & W. McLellan, of Glasgow. The new engines were similar in general design to the Ben class already built, but with larger, higher-pitched boilers with safety valves on the firebox instead of on the steam-dome. They bore the following numbers and names: Nos. 61 Ben na Caillich, 63 Ben Mheadhoin, 66 Ben Mholach, and 68 Ben A' Chait (illustrated) (WN 18269-18272). ,

Glasgow & South Western Ry. 79.
Nos. 29 and 31 were new 4-4-0 tender passenger locomotives of type illustrated on page 9.

Great North of Scotland and Highland Ry.'s Joint Working. 79.
As the result of several conferences between officials of the two lines, a new arrangement had heen entered into for working through traffic between Aberdeen and Inverness. The arrangement provided for shunting through carriages as before, at Elgin, when necessary, but the jonrney was completed by the engine which performed the first part of the run, thus saving considerable time and effecting economy in running expenses. It is expected that this revised scheme of working, if successful, might lead the way to. a still closer agreement between the two companies.

The Bere Alston & Callington Light Ry. 79. 2 illus.
Hawthorn Leslie outside- cylinder 0-6-0T WN 2697 named H.S. Harris and outside- cylinder 0-6-2T WN 2695-2696 named Lord St. Levan and Earl of Mount Edgcumbe. Both types had Belpaire boilers operating at 170 psi. The 0-6-0T had 3ft 10in coupled wheels and 15in x 22in cylinders. The 0-6-2T had 4ft coupled wheels and 16in x 24in cylinders. Notes siding at Gunnislake serving Messrs Pearons' granite quarries and horticultural produce.

Six-coupled bogie tank locomotives, N.E.R. 80. diagr. (s. el.)
Wilson Worsdell 4-6-0Ts designed for Whitby to Scarborough line, but working in Leeds district pending strengthening works on intended route. Fitted with piston valves. Equalising levers fitted between coupled wheels. Combined variable blastpipe and ash ejectors fitted as supplied to large 4-4-0 No. 1042. First five were fitted with extended smokeboxes, but intended to replace with normal size. No. 695 fitted with larger bunker to hold 3 tons of coal.

London, Tilbury & Southend Ry. 80.
No. 47 Stratford rebuilt as Nos. 37, 39 and 43.

Obituary. 80.
W.R.S. Jones died 13 April in Folkestone. Formerly carriage & wagon superintendent Rajputana-Malwa Ry and inventor of centre coupler/buffer adopted as standard on metre gauge stock in India.
Charles Rous-Marten died on 21 April.

Railway publications. 80.
New brochures from LNWR included one for North Western Hotel in Liverpool.

"Articulated" Mallet compound locomotive, Imperial Ottoman Hedjaz Ry. 81. illus.
2-4-6-0 with the leading axle articulated further to the coupled wheels. High pressure cylinders at rear. Built by Henschel of Cassel. Total heating surface 1780ft², grate area 27ft². Coupled wheels approx 42½in diameter. Cylinder stroke 22 inches. High pressure diameter 12½; low pressure 20in.

Dynamometer car, North-Eastern Ry. 82-4. 3 illus., diagr.
Wilson Worsdell design of dynamometer car. Notes the care taken to ensure that the plates used for springs to measure force at the drawbar were of the very highest quality and were assembled to minimise friction. Photographs show the ends of the springs in situ and being calibrated. The photographs are notable for their clarity. The external measuring wheel and interior instrument table are clearly visible.

The slipping of locomotive driving wheels. 84-5.
Considers slipping at speed, including when steam was shut off and attributes this phenomenum to the lifting of the coupled wheels due to their balance weights (an inverse to hammer blow) and to unequal wear in the motion.

A veteran's retirement. 85.
Thomas Hornett, locomotive foreman at Fenchurch Street on the Great Eastern Railway retired on 31 March 1908 after 47 years service on the Eastern Counties and Great Eastern Railways. For 22 years (1868-1890) he was engine driver, of which 15 years were spent on main line passenger duty. Early in his driving career he had charge of Sinclair singles Nos. 289 and 294 on the Harwich boat trains, and it was on the last-named engine that he nearly lost his life in the Manningtree accident on 18 December 1879. The line had been repacked during frost, and on thawing the ballast gave way under the weight of the engine, which with the brake van and two carriages fell down the embankment. The train was fitted with Barker's automatic hydraulic brake and probably saved the rest of the carriages. The fireman was killed and Driver Hornett very much injured and off duty for six months. He was driver of the first Worsdell two-cylinder compound engine No. 230, and the first express engine fired with liquid fuel in this country, No. 251. This engine was one of Bromley's 7ft. 6in. singles with outside cylinders, and Driver Hornett made excellent running on the 08.45 York express ex Liverpool Street to Cambridge many times in 1888. The last engine Mr. Hornett had as driver was No. 759, which, with her sister engine No. 760 Petrolea made the success of the Holden system of liquid fuel burning.

Fast passenger engines for the Rajpurtana-Malwa Ry. 86. illus.
Six metre gauge Class A 4-6-0 designed by F. Goodwin, Locomotive Superintendent and built at the Central Workshops at Ajmer in 1907. Used to work between Phulera Junction and Sujat Road. They had 15in x 20in cylinders, 4ft 5½in coupled wheels, 842 ft² total heating surface and operated at 180 psi. Another series had 15½in x 22in cylinders.

Trains for the Football Cup Final. 86-7.
At Crystal Palace on 25 April 1908 when Newcastle United met Wolverhampton Wanderers. The GNR operated 31 specials, the LNWR 43, the MR 23, and the GCR 15. The GER ran one non-stop from Norwich to Liverpool Street.

Tank locomotive with gab motion, Ellenborough Colliery. 90-1. illus.
Near Maryport and railway ran through the streets of Maryport to the docks. Rare for survival of gab motion. Phoenix, an outside-cylinder 0-4-0ST had 3ft 6in coupled wheels and 10in x 15in cylinders. It was possibly owned originally by Whitehaven & Furness Junction Railway which was taken over by the Furness Railway in 1866. Two locomotives were involved and these became FR Nos. 49 and 50.  Both had 4ft coupled wheels and 10in x 16in cylinders. One was built by Fletcher Jennings and named Banshee. The other was Neilson WN 571/1861 and had the nickname of Bob Ridley. This was sold to Cousins, a contractor of Whitehaven who in turn sold it to Messrs Ramsey Bros of Whitehaven who sold it to Ellenborough Colliery in 1898. The photograph of the then extant locomotive shows the gab motion.

Repairing fireboxes. 91. 2 diagrs.

Arrangement for suporting rail-motor fireboxes. 91. diagr.

Water softening. 91.

MISSING pages 93-4

No. 190 (15 June 1908)

Railway notes. 95

Great Western Ry. 95.
Flower class: Nos. 4101 Auricula, 4102 Begonia, 4103 Calceolaria, 4104 Calendula, 4105 Camellia, 4106 Campanula, 4107 Cineraria, 4108 Gardenia, 4109 Lobelia and 4110 Petunia. Five were based at Cardiff and five at Wolverhampton. 2-6-2T Nos. 3914-15 had entered service..

London & South Western Ry. 95
Drummond four-cylinder 4-6-0 Nos. 453-7 completed: No. 453 illustrated. Leading dimensions 15in x 26in cylinders; 6ft coupled wheels; 1920ft² total heating surface; 31.5ft² grate area; 175 psi boiler pressure. Feed vwater heater in bogie tender. Three further 0-4-0T shunting locomotives undeer construction.

Great Northern Ry. 95
Atlantics Nos. 1441-4 into service.

Great Eastern Ry. 95.
From 1 June special newspaper train ran from Liverpool Streetb at 03.00 carrying the Daily Mail to Yarmouth South Town arrival 05.50 stopping at Marks Tey, Ipswich and Beccles. The inaigural train consisted of No. 1860 with four vans: it arrived on time.
The following T19 class 2-4-0s had been rebuilt with leading bogies and Belpaire fireboxes (see 14 July 1906): Nos. 732, 733, 756, 1031 and 1037.

Great Central Ry. 95.
No. 323 was latest sstandard goods into service. No. 364, three-cylinder compound, named Lady Henderson.

London & North Western Ry. 96
Following new mixed traffic locomotives Nos. 636, 929, 995, 1328, 2508, 81, 746, 1119, 1707 and 2110.
Several eight-wheel b4ft 6in tank engines being converted into six-wheel engines for use on Buxton branch.
No. 3054, last of Allan's rebuilt side tanks converted from old "Crewe Goods" broken up.

North Eastern Ry. 96
S class 4-6-0 being built at Gateshead: Nos. 738 and 739 nearly ready. Class fitted with patent variable blast pipe and ash ejector, raised deflector to chimney cap and two Gresham & Craven live steam injectors.
P3 class 0-6-0: Nos. 1001, 1003, and 1004 built at Darlington were in service. Twenty were being constructed by North British Locomotive Co. of which Nos. 1014, 1015, 1017, 1022-5 and 1027-30 had been delivered.
Ten R1 class with larger boilers were being built at Darlington (not Gateshead see page 78). Corrections to totals for types constructed in 1906 (as per p. 78): R No. 723 not built in that year; and T1 0-8-0 No. 1062 omitted.

Great Southern & Western Ry. 96
Nos. 337-340 4-4-0 type differed from Nos. 333-336 (illustrated in 13 page 217) in having bogie frames outside the wheels. Nos 359 and 360 converted from 0-6-0 to 2-6-0 as per No. 361 (illustrated in 13 page 217) and wrought iron built-up chimneys being fitted in place of cast iron pattern on all classes.

New stations in London, 96
Central London Railway: Wood Lane (Exhibition). Metropolitan Railway: Wood Lane (Exhibition) between Latimer Road and Shepherd's Bush; Preston Road halt between Wembley Park and Harrow. District Railway: Northfield Halt on Hounslow line. LNWR: Brondesbury Park on Willesden High Level line. GC & GW Railways: Northolt Junction.

Dublin & South Eastern Ry. 96. illus.
R. Cronin "double-end": i.e. 2-4-2T No. 27 St. Aiden (illustrated) with 17in x 24in cylinders, 5ft 6in coupled wheels and Belpaire boiler containing 958.14ft² total heating surface and 17ft² grate area; working at 175 psi.

Midland Ry. 96
Electric working between Lancaster and Morecambe began on Whit Monday. Three coach sest were used.

Railway tunnels, London & North Western Ry.  97-8. 6 illus.
Bangor Tunnel (West with Egyptian style portico), Belmont Tunnel (West) near Bangor, Standedge New Tunnel (East), Gildersome Tunnel (East), Eaves Tunnel (West) Chapel-en-le-Frith, and Morley Tunnel (West).

The locomotives of the Great Eastern Railway. 99-101. 6 diagrs. (Figs. 109-114)
Class Y 2-4-0 goods engines as rebuilt.
About this time Mr. Adams decided to fit some of this class with bogies and use them for passenger traffic, the first engine to be so treated being No. 327, which had recently been rebuilt by Mr. Johnson, and which now had the leading pair of wheels replaced by a four-wheeled bogie having wheels 3-ft. 1-in. in diameter and 6-ft. 3-in. between centres (Fig. 112). The distance from the centre of the bogie to the centre of the driving axle was 9-ft. 3¾-in., making the total wheelbase 21-ft. 5¼-in. As so altered the distribution of weight was: on bogie 14 tons 1 qr., on driving wheels 11 tons 5 cwt. 2 qrs., on trailing wheels 11 tons 1 qr., total 36 tons 6 cwt. Nos. 312, 381 and 412 were similarly altered, still retaining the Sinclair boiler, but were shortly afterwards, together with Nos. 342 and 385, fitted with new boilers of the following dimensions: barrel in three plates butt-jointed, thickness ½-in., length 10-ft. 9-in., outside diameter 4-ft. 2-in.; outside firebox: length 5-ft. 5-in., width 3-ft. 11-in., depth below centre line of boiler 4-ft. 8-in.; inside firebox: length at top 4-ft. 7.-in., at bottom 4-ft. 8.15/16-in., width 3-ft. 3.-in., depth 5-ft 4½-in., 175 tubes, outside diameter 1.-in., length 11-ft. 0.-in. The rebuilt engines were fitted with single slide bars and rectangular section connecting rods in place of the round section rods with which they were fitted when new, and the boilers had plain dome casings and Ramsbottom valves over the firebox. The tenders also had wells added to them, increasing their water capacity to 2,000 gallons.

The training of enginemen. 101-2.
Mostly on the job, although suggested some formal training of firemen.

New express passenger locomotives, Victorian Rys. 102-3. illus.
4-6-0 designed by T.H. Woodroffe, chief mechanical engineer, for the Sydney Express which weighed 309 tons and had to climb 1115 feet in 33 miles up the Glenroy bank. A minimum of 34 miles/h was required. The locomotives had 6ft 1in coupled wheels, 21in x 26in cylinders with 10in piston valves and a total heating surface of 2220ft². No. 572 was illustrated.

Indian locomotive practice. 103-5.  2 illus., diagr. (s. el.)
2-8-4T: GIPR Ghat tank locomotive designed to cope with 1 in 37 gradients and able to haul 350 tons at 10 mile/h. They had Walschaerts valve gear. Also De Glehn 4-cylinder compound 4-6-0 and 4-4-2 for Bengal Nagpur Railway.

An old railway landmark. 105-6.

Dynamometer car, North-Eastern Ry. 106-7. illus., 2 diagrs

The Maximus brake. 107-9. 2 illus., diagr.
As evaluated by North Eastern Railway.

No. 191 (15 July 1908)

Railway Notes. 115.
Great Northern Ry. 115.
No. 1442, one of the last series of large Atlantics, was given the honour of hauling the Royal special train to Leeds on the 7 July. It was running with bright tyres, buffer casings, brake pipes; etc.and the company's crest on the driving wheel splashers, this being partly due to the intention of exhibiting the engine at the Franco British Exhibition in company with the original 8-ft single.No. 1. This latter engine, deprived of its inner firebox and boiler tubes was scheduled to be preserved as a relic. No. 1445 was the latest Atlantic in service

York Station, South End, North Eastern Ry. 115. illus.
Six trains posed waiting departure: St Winifred's Catholic Church, York Minster and NER Offices visible behind.

Great Central Ry.  115
The three-cylinder simple Atlantic now in course of completion will have Walschaerts valve gear to the outside cylinders and ordinary link motion to the inside. New carriage and wagon shops at Dukinfield were being equipped with tools and machinery, the equipment of the finished buildings being been kept in abeyance pending result of the negotiations with the GNR.

London & North Western Ry. 115.
Nos. 418, 738, 821, 1293 and 1479 were latest 4-6-0 mixed traffic locomotives. No. 1918 Renown, the first Jubilee type converted from compound to simple would shortly be in regular working. From 1 July a non-stop tourist train was run from Euston to Rhyl, 209¼ miles in 4 hrs. 5 min., smart running when the service slack to 15 mph through Chester had to be allowed for, and in-view of a service stop made outside Crewe to change engines. No. 282 Alaric hauled the train trom. Euston. This service would continue until 12 September.

Midland Ry. 115.
On the 1 July 1908 the Glasgow express, leaving St. Pancras at 11.30, started running to Shipley, 206 miles, without a stop, and thence to Carlisle, 102 miles, arriving there at 17.30. The stop at Shipley, from 15.27 to 15.32, was to change engines, "which seems almost unnecessary now that track water-troughs are installed between Hawes and Settle. The first day's run was made in 8 mins. under schedule.

Great Western Ry. 116.
Ten more Flower class were in service: Nos. 4111 Anemone, 4112 Carnation, 4113 Hyacinthe, 4114 Marguerite," 4115 Marigold, 4116 Mignonette, 4117 Narcissus, 4118 Polyanthus, 4119 Primrose, and 4120 Stephapotis (illustrated on page xxx). No. 111 The Great Bear worked an experiremental vacuum-fitted goods-train of 105 wagons from Acton to Stoke Gifford on Saturday night 27 June. The completion of the North Warwickshire line from Tyseley on the main route to Birmingham, and the North, through to Cheltenham via Stratford-on-Avon and Honeybourne Junction opened up a new district and an alternative route from the Midlands to  the West of England. A new junction had been made between the LNWR and GWR at Learnington, and a through service from Cardiff, via Honeybourne, Leamington, Rugby, Peterborough and over the GER to Yarmouth and Lowestoft was inaugurated on the 10 July. Engines were changed ,at Leamington and Peterborough. In connection with the Rosslare route, the Dublin and South Easern Ry. were putting on a new fast train, between Dublin and Wexford for Rosslare. On the 25 June a new day trip was run from Paddington to the Vale of Ovoca stations up to Wicklow via Fishguard.

East & West Ry. 116.
The locomotive sheds at Stratford-on-Avon had been extended, two new roads beiung added. A shed for one engine was being rebuilt at Blisworth, No.8, one of three DX goods, purchased from.the LNWR when the Olney line was completed had been withdrawn.

London, Brighton & South Coast Ry. 116.
Rebuiling Victoria terminus had been in progress for seven years, and had involed expenditure of about £1m sterling was complete, covered 16 acres with 2½ miles of platforms.

A correction. 116.
Attributed the gift of the Invicta to Canterbury to the S.E. & C.R. Co. but it was really gift of David Salomons, a director of the railway company, an enthusiastic agitator for a national railway museum.

Queensland Rys. 116
Colonial Government  had given orders for the construction of 50 new locomotiyes: 25 to be delivered by Kttson & Co. of Leeds and 25 to be built in the State.

Metropolitan (Extension) Ry. 116.
Nine months ago it was announced (15 October 1907 Issue) that the through service of trains between  Victoria (SECR) and the Great Northern system  via Ludgate Hill was discontmued, and the similar services from Victoria to stations on the Midland Ry. had likewise ceased. Besides the SECR only the LSWR ran passenger trains over the Metropolitan extension via Ludgate Hill. This cessation of through services would affect a limited number of passengers, and would also create difficulties in the special traffic of transferring horses between Newmarket and the Southern Counties, notices to that effect having been, issued to trainers at the racing centre. Possibly they may be able to establish a connection by way of Brent and tne West London Ry. The Midland service between Leicester and the SECR system via Hendon. Ludgate Hill, Herne Hill and Tonbridge still remained in force, one train running each way daily.

Indian State Railways (North Western Ry). 116.
Five 4-6-0 goods engines delivered. The outside cylinders were 20in x 26in.. The slide valves were placed above the cylinders and were actuated by Wa1schaerts motion. The coupled wheel diameter was 4ft 6in. The boiler had an outside diameter of 5ft.6in and 12ft.6in.barrel. Fittings included vacuum:brake, sight-feed oilers, cowcatchers and rocking grate., Supplied Kitson & Co.

North Eastern Ry. 116
Order for 20 mineral engines of the P3 Class from the North British Locomotive Co. completed: the engines bearing Nos. 1014, 1015, 1017, 1022, 1023, 1024, 1025, 1027, 1028, 1029, 1030, 1034, 1035, 1036, 1039, 1040, 1044, 1046, 1047, and 1048. The following engines of S class running, Nos. 738, 739 and 741, and Nos.. 743 and 744 nearing completion.

Our Special Coloured Supplemet. 116.
Shows No. 695, one of the 4-6-0 tank locomotiyes built for the Whitby service. It differed from the one shown in diagram in May Issue in not having an extended smokebox, and the distribution of heating surface was slightly different firebox 141ft^2, tubes 1169.32ft², total 1310.32ft².

64 years of locomotive practice, Western Ry. of France. 117. illus., diagr. (s & f. els.).
Courtesy of Sabouret, chief mechanical engineer, comparison of 4-cylinder compound Pacific and Buddicom 2-2-2 of 1844. The 4-6-2 had a total nheating surface of 3046 ft² and a grate area of 43ft² (wide firebox). The high pressure cylinders were 15¾ x 25¼ and the low pressure 26in x 25¼in. The working pressure was 235 psi. The smokebox was highly extended. The locomotive was built at the Sotteville Works. The Buddicom was built at Chartreux.

Kearney high speed railway. 117.
Model system demonstrated in Aldwych.

The history of the London & South Western Ry. locomotives. 118-19. illus.

Shunting engine, Holland Railway. 119. illus.

Mr. Robert Weatherburn. 119.
Ceased to represent A. Borsig of Berlin from 30 June 1908.

New locomotives, Swiss State Rys. 120-1. 3 illus.
Swiss Locomotive Works, Winterthur: 4-cylinder compound 4-6-0s. Nos. 601 and 602 were fitted with Schmidt superheaters, piston valves actuated by Walschaerts-Von Borries gear. The diameter of the high pressure cylinders was 16¾in, and of nt he low pressure 24¾in. The common stroke was 26in. The coupled wheel diameter was 5ft 10in. The total heating surface was 1859ft² and the grate area was 28ft². The boiler pressure was 191 psi. The other 4-6-0 design, locomitives Nos. 651 and 652, was fitted with a Brotan firebox and a high boiler pressure of 220 psi. The total heating surface was 1905.25ft² and the grate area 26.9ft². The diameter of the high pressure cylinders was 14¼in and the low pressure 22½in. The common stroke was 26in. The coupled wheels were 5ft 10in diameter.

John Waterworth. 121.
Died in Preston at age of 88. Drove Queen Victoria.s train when she arrived at Fleetwood from Scotland in 1847.

Methods of coaling rail motor coaches. 121. diagr.
To assist coaling when away from depot: brackets capable of being fitted to coal wagon to enable coal baskets to be filled and transferred to the steam railcar.

Express tank locomotive, L.B. & S.C. Ry. 122. illus.

Six-coupled bogie express engine, Egyptian Government Railways. 122-3. illus., diagr.
No. 725 Abbas Hilmy built North British Locomotive Co to the design of F.H. Trevithick. Fitted with feed water heater. Exhibited at Franco-British Exhibition.

MISSING pp. 123-4

Fitting slide bars. 124-6. 9 diagrs.

The Sheffield-Twinberrow high-capacity wagons. 128-31. 4 illus.
Diamond frame bogies. Illustrations show four-wheel wagons for broad gauge and bogie wagons for narrow gauge, including metre gauge.

Corrugated door for railway wagons. 131.
Lane's patent pressed steel.

New sleeping cars, G.N. & N.E. Joint. 131.
Built at North Eastern Railway workshops for Newcastle to London services: access limited to a central door on each side.

Caboose vans, Bengal-Nagpur Railway. 132. illus.
With long verandahs at each end: sixty on order.

New rolling stock, G.N.R. 132.
Gresley coaches without vestibules and with screw couplings, but with lavoratory access for all passengers. In use on 16.00 departure from King's Cross.

North Eastern Railway six coupled bogie tank locomotive No. 695. facing page 116.
In copy inspected bound at end of July issue. F. Moore painting.

No. 192 (15 August 1908)

Railway Notes. 133.

Great Eastern Ry. 133
Latest 4-4-0 passenger engines with Belpaire fireboxes were Nos. 1834-1839.

Great Northern Ry. 133.
Two new Atlantics in service: Nos. 1446, and 1447.

London & North Western Ry. 133
Nos. 1552, 1565, 1602, 1605 and 2188 were latest 4-6-0 mixed traffic engines. Twenty more of the same type were to be built, making when completed a total of 130 engines of this useful class. No. 1918 Renown was in service, rebuilt as a two-cylinder simple with 18½in x 24in cylinders. The boiler fitted was of Alfred the Great type. No. 2251 was latest four-cylinder mineral engine to be converted to a simple, with larger boiler, and No. 2563 of the same type had been converted into a Consolidation.

Engine with rotary snow-plough, attached to Mallet Compound locomotive. 133. illus..
One-fifth scale-model exhibited by the Royal Hungarian State Rys. at Earl's Court.

Railway Agreement. 133
The LNWR and Midland Ry. Companies had arrived at an arrangement of a comprehensive character to endure tor a long period of years, which would it was hoped be the means of enabling considerable economies in working expenses to be affected while, at the same time, the publIc would obtain increased facilities for passenger and "merchandise" traffic. The compact referred to in this official statement would not require parliamentary sanction.

Great Western  Ry. 133.
Latest engines of 3901 2-6-2 tank class were Nos. 39I6-3917. Several 7ft. 8in bogie singles had recently been withdrawn from service, and,others were likely to follow, but Nos. 3059 and 3060 of class had recently been re-named John W. Wilson and John G.. Griffiths respectively. Two excellent models of GWR locomotives had been added to this Company's exhibit at the Franco-British Exhibition being a scale reproduction of No. 111 The Great Bear, and a 4-4-0 express engine bearing.the name Agrippina.. On July I5th a circular day trip was run from Paddington to the three Cathedral Cities of Worcester, Hereford and Gloucester, leaving London at 08.20 and giving 1¾, 3 and 2¾ hoursc respectively at the three cities. Paddirigton was reached on return at 22.15. There were alternative programmes on, the trip allowing of a visit to Malvern.

Midland & Great Northern Joint Ry. 133.
Nos. 39 and 55, 4-4-0 express engines, had been rebuilt at Melton Constable with larger boilers and extended smokeboxes, to work the fast service between Norwich and Leicester via Bourne:

Midland Ry. 134. 2 illus.
The accompanying illustrations show two types of old locomotives as rebuilt. No. 657 is one of six double-framed goods engines which were rebuilt with the new large standard boilers in 1905, while retaining I7in. by 24in., cylinders. These engines were Nos. 380, 547, 550, 649, 657, and 683, and the boilers supplied to them were illustrated in our issue of February 15th, 1907. No. 222A is of the same type as No. 2014, illustrated on page 34 of the present volume. It is not the No. 222 there mentioned, but was until 1897 known as 1093, and only became 222 when the similar, but larger engine built m 1860, was broken up. It has 15in. by 22in. cylinders, and 4ft. wheels, and was modified many years ago from an old engine built  by E.B. Wilson & Co., in 1848.

North  Eastern Ry. 134.
Nos. 743 and 744 of S class then running, and Nos. 745 and 746 neared completion at Gateshead. Ten engines of P3 class built at Darlington completed and received Nos. 1001, 1003, 1004, 1005, l007, 1008, 1010, 1011, 1012 and 1013. Beyer, Peacock & Co. had commenced delivery ot twenty engines of same class: those  delivered being Nos. 1201, 1203, 1204, 1205, 1211 and 1212. No. 1717, of class T1 (which differs from class T in having slide valves instead ot piston valves; has recently been supplied with the combined variable blast pipe and ash ejector which is being fitted to all new NER engines.

New Royal Train, G.N. & N.E. Rys. 134.
On the 6 August 1908 a trial run was made of the Royal train – arranged as follows East Coast brake No. 132, GNR saloon No. 1280, H.M. the King's saloon No. 395 and Royal saloon No. 3100, special East Coast brake. H.M.'s saloon had been built at Doncaster Works to the design of H.N. Gresley, was 65ft long and 9£t. wide, on two six-wheel bogies. The underframe was of the bow girder type, as on East Coast sleeping cars. The exterior was of selected teak, the window frames being curved and somewhat shallower than usual on the GNR. There were double doors at each end with handsome moulded brass pillars at each corner, in addition to Pullman vestibules, with automatic couplers. The exterior was highly polished and presented a very handsome appearance. Besides the heavy gold lining to the mouldings the only ornamentation was the Royal Arms in the centre. A sleeping apartment was provided for His Majesty. The saloon No. 3100 was for the use of the suite accompanying their Majesties. The car was decorated in white and panelling of rich mahogany, the corridors being polished teak with sycamore panels. The traln left King's Cross at 10.20 for Ollerton on the Great Central Ry. via Tuxford. Amongst the officials on the train were Mr. Oliver Bury, general manager; Sir Henry Oakley, one of the directors; Mr. Alexander Ross, chief engineer; and H. N. Gresley. H.M. the Queen's saloon was being built at the N.E. shops at York, but was not quite finished.

4-4-2 express passenger locomotive, Swedish State Rys fitted with Schmidt superheater. 135. illus.
6ft 2in coupled wheels, 20 x 24in (approx) inside cylinders, 1432ft² total heating surface and 28ft² grate area. Manufactured by Nydqvist & Holm of Trollhattan.

Superheating apparatus for locomotives. 135-6.
Prevented condensation in cylinders; saved waste heat; increased quantity of steam available and increased the steam velocity. To an extent perceived as an alternative to compounding.

Artistic fittings for railway carriages. 136. 3 illus.
Parcel rack brackets in cast brass or aluminium: included ghastly gothic. More page 185..

The Royal Train. 137. illus.
Photograph by P.W. Pilcher of LNWR No. 1304 Prometheus which hauled train between Leeds and Hereford (where GWR No. 3311 Wynnstay took over to work forward to Bristol) in July 1908

Railway tunnels, London & North Western Ry. 137-8. 2 illus.
Crewe Goods Lines Subway (as used by Royal Train above.

The locomotives of the Great Eastern Railway. 138-9. 2 diagrs.
On 10 February 1882 the firebox of  engine No. 385, exploded whilst working the 06.00. goods train from Cambridge to Ipswich, when shunting a siding near Bury Station. Figs. 115/116

Bogie tank locomotive, G.N.R. (Ireland). 139. illus.
No. 8 illustrated: J.C. Park credited: dimensions quoted as 4ft 7in coupled wheels, 15in x 18in cylinders; 593.72ftt² total heating surface and 11.25ft² grate area. Boiler pressure 140 psi.

Combined loco. frame plate slotting and drilling machine. 140-1. 3 illus.
Manufactured by J. Hetherington & Sons Ltd. of Manchester.

Bennett, Alfred Rosling. West Flanders Ry. locomotives. 141-3. 2 illus., 2 diagrs. (including plans and elevations)
A line joining Bruges to Courtray, and from Ypres to Poperinghe, opened in 1845. In 1864 there were extensions to Hazebrouck, Menin and Deynze. The total mileage was 113 miles and the railway was British owned, until its acquisition by the Belgian State Railways on 1 July 1907. The initial locomotives were supplied by Robert Stephenson and were of the long boiler type with single driving wheel and two leading axles. The original diagrams then still existed and were signed by Robert Stephenson and dated 5 November 1845. They originally had haycock fireboxes, but these were changed to the Belgian type. Four similar locomotives were supplied by the Societé St Leonard of Lieges.

The "Crewe" goods locomotive. 144-5. 3 illus.
Written to mark withdrawal of last Crewe type as rebuilt as a a 2-4-0T and latterly employed on Cromford & High Peak line. Illustrated alongside Precursor 4-4-2T. The 2-4-0 had been built in 1856 and originally numbered 483, but was finally No. 3054 (and is shown alongside 4-4-2T No. 111). No. 1979 of 1846 is shown as a 2-4-0. The original dimensions were 5ft coupled wheels, 15in by 20in cylinders.

More railway reminiscences. 146. illus.
See also Volume 12. Newcastle & Carlisle Railway. Father drove No. 9 Eden, a 2-4-0? fitted with gab motion on the Alston branch noted as the "Mountain" railway. Anthony Hall stated to be Locomotive Superintendent. Father also worked from Haydon Bridge to Newcastle. Eden was withdrawn in 1858. Father transferred to Newcastle and worked on No. 41 Thirlwall, a six-coupled locomotive, on coal trains to Carlisle. Father moved to Edenham Railway in 1858.

Great Northern Ry. 147.
Train of five bogie coaches fitted with Maximus brake (see June Issue) running on London to Leeds/Bradford service leaving King's Cross at 16.00 and Bradford at 09.45.

"The rule of the road" in Austria. 147.
Originally on the right; changed to the left in 1844; and back to the right in 1851; to the left in 1876; and was about to revert to the right. Railways within the British Empire, with the exception of Canada drove on the left. The London & Greenwich Railway ran on the right until 1901.

Furness Ry. 147.
Guide in French produced for visitors to the Franco-British Exhibition.

Corridor brake van, Caledonian Ry. 147. illus.
50ft. long bogie vehicle with gangways.

The Sheffield-Twinberrow high-capacity wagons. 148-50. 3 illus.
See page 131. Further illustrations of broad gauge and narrow gauge rolling stock for GIPR including a 40ft long bogie wagon.

MISSING pp. 149-50.

No. 193 (15 September)

Gt. Western Ry. 151.
Nos. 20 and 21 eight-coupled tank locomotives of the Port Talbot Ry. and Docks had been overhauled at Swindon Works and rebuilt with GWR standard tapered boilers with Belpaire fireboxes. The PTR&D locomotive department was now under GWR supervision. Coal traffic between the collieries and docks was worked largely by GWR 2-6-2 tank engines. It had been decided to abandon the long existing standard painting of GWR coaching stock: the cream upper panelling to be changed. to chocolate brown to match the upper panels. A considerable cost economy in painting and c1eaning was expected.

Great Northern Ry. 151
No. 1144, an Ivatt 0-6-0 goods engine was running in the Nottingham district with a domeless boiler. No. 1319 (4-4-0) was fitted with a brass safety valve cover from one of the 1071-9 series.

Midland Ry. Northern Counties Committee. 151.
Nos. 61 and 68 (two-cylinder compound 4-4-0s) had been built in 1908 at the Derby Works to the designs of D. Malcolm, the locomotive engineer of the NCC. They were identical to four express engines built for this system at Derby in 1905: Nos. 63 to 66.

London & North Western Ry. 151
Six new 4-6-0 mixed traffic locomotives scheduled to bear Nos. 254, 705, 933, 1058, 1292 and 1482.  Up to 30 June there were 110 engines of this class in service, the numbers of which are given on p. 161. A new series of express locomotives of the Experiment type was under construction at Crewe. Nos. 1820 and 2527, three-cylinder eight-coupled mineral engines had been converted into simples, with large boilers. Nos. 1000-1001 eight-wheeled side tanks had been converted to six-wheel engines to be employed on the Red Wharf Bay line in Anglesey.

North Eastern Ry. 151-2.
S class Nos. 745  and 766 were in service and Nos. 747-8 were nearly eompletd. The twenty P3 class engines built by Beyer, Peacock had been delivered, and given Nos. 1201, 1203-5,1211-14, 1216, 1219-22, 1224-6, 1228-31. In connection with this delivery, two of the engines were being hauled from Gateshead to Darlington by No. 1138 on 17 August, and on reaching Charity Junction the three ran into a small E1 shunting tank engine being coaled outside the paint shop, and knocked it off the road sideways into the paint shop wall. A painter named Hudson was killed, and one of Beyer, Peacock's employees, Newbolt, was badly injured.

Great Central Ry. 152
Nos. 324-327, new six-coupled goods locomotives built at Gorton Works, replaced single frame goods engines built in 1874 by Charles Sacré. then in B class working on the Cheshire Lines. A new series of fifteen 8-coupled mineral engines were in course of construction at Gorton. The mixed traffic and goods locomotives were being painted black as they went through the shops. Nos. 861 and 852, Pollitt express engines, had sheet coal guards fitted to the tenders, and No. 561, the Manchester Exhibition engine of 1887, had recently come out of the shops with sundry modifications, among which were new sand boxes below the running plate in place of on the.driving wheel splashers.

London, Brighton & South Coast Ry. 152.
No. 190 Arthur Otway had left the shops painted in the new colours and retaining its name. No. 324 John Hawkshaw presented a curious effect. as it was running with a green boiler, yellow tender and frames and brown wheels in a black. underframe. The practice at Brighton Works was to put on the first boiler handy when an engine was repaired. No. 545, one of the Billinton's standard goods engines, had been rebuilt with a new boiler, having an extended smokebox resting on a saddle, and a large cab. Nos. 453 Broadbridge and 167 Saddlescombe had new boilers, and No. 160 Portslade was being used as a stationary boiler supplying steam to a compressed air plant at Brighton. No. 13 Pimlico renumbered 80, and No. 26 Hartfield became 626, bearing a small iron number plate with gilt numbers.

London, Tilbury & Southend Ry. 152.
Four 0-6-2 inside cylinder radial tank engines had been delivered to Plaistow. They had been constructed by North British Locomotive Co.'s Queen's Park Locomotive Works in Glasgow. (late Dübs). They were of the same type as the 69 class, built by this firm in 1903, being fitted with the Variable Blast Pipe Company's blast pipe, which worked in conjunction with the valve gear. Their names and numbers were:. 75 Canvey Island, 76 Dunton, 77 Fobbing, 78 Dagenham Dock, (WN 18504-18507).

Furness Ry. 152.
In the then current time tab1es this 1ine iincluded a curious timing: a Cleator train was booked to leave Whitehaven Bransty tor Corkickle at 12.45 whilst a main line train was also booked to leave Corkickle for Bransty at 12.45. As the whole distance was single line and in tunnel frum platform to platform: the possibi1ity of time being kept by these trains was somewhat alarming.

Glasgow & South Western Ry. 152.
Several new 4-4-0 express engines similar to No. 18 (illustrated in January issue on page 9) were in service, among the latest being Nos. 40 and 42. One of this class usually worked the accelerated 11.30 ex St. Pancras express from Carlisle to Glasgow without a booked stop; and was fitted with a bogie tender to carry the necessary water.

Models at the Franco-British Exhibition. 152.
A collection of models of locomotives had been placed in the Machinery Hall. Some were very fine specimens of workmanship and accurate representations of the original engines, "but we regret that others are only of the "toy-shop" pattern. Among the best noticed were Dr. Winter's model of Stroudley's 0-4-2 mixed traffic engine Como; No. 1670 MR Johnson 4-4-0 with Joy's valve gear; Sturrock single 229 class GNR finished off bright; Trevithick single LNWR painted in old colours of green with black bands; Dunalastair II Caledonian Ry; Lord of the Isles GWR (broad gauge); Billinton express No. 54, LBSCR; Fletcher 7-ft. express NER; Webb's 2-4-2 Scottish Chief; MR compound No. 2633, and an old 0-4-2 locomotive and carriage probably for the London & Birmingham Ry., as well as the Agenoria. At the NERstand a very complete model (1½in. to the foot) of a sleeping carriage for the East Coast service was on show.

Six-coupled goods locomotive, Maryport & Carlisle Ry. 153. illus.
Built by North British Locomotive Company to design of J.B. Adamson, Locomotive Superintendent. No. 18, an 0-6-0 with 18in x 26in cylinders, 5ft 1½in coupled wheels, 1,139¾ft² total heating surface and 18.3ft² grate area.

Autocar train, Taff Vale Ry. 153. illus.
T. Hurry Riches motor train (push & pull) consisting of two trailers with locomorive in middle (a 4-4-0T introduced in 1884). Illustration shows No. 287 (one of three originally numbered 67-9). They had 16in x 24in outside cylinders and 5ft 3in diameter coupled wheels.

New tank locomotive, Colne Valley Ry. 154. illus.
Hudswell Clarke 0-6-2T (WN 836) for Colne Valley & Halstead Railway where it was No. 5. Leading dimensions: 16in x 24in cylinders and 4ft 6in diameter coupled wheels.

Obituary. 154.
George Barclay Bruce on 25 August 1908. T. Houghton Wright on 21 August (his memories were incorporated into the series of articles on broad gauge locomotives). Son was assistant locomotive carriage & wagon superintendent at Swindon.

Isle of Wight Central Ry. 154.
Purchased Beyer Peacock 2-4-0T of 1882 from Swindon, Marlborough & Andover Railway. Numbered 7 on IWCR and replaced former NLR 4-4-0T (No. 106 on that line) and described in Locomotive Mag., 6, 26-7.

Review. 154.
The locomotive of to-day. 5th ed. Locomotive Publishing Co.
Includes a set of working drawings of Ivatt Atlantic. Based on articles in Locomotive Magazine (from 1899)

Early tank engines, Highland Ry. 155. 2 illus.
Jones built three tank engines at Lochgorm Works in 1878/9. These were 2-4-0Ts Nos. 17, 58 and 59. No. 17 Breadalbane was renamed Aberfeldy and transferred to the Aberfeldy branch where it was found to be unsteady and was converted to a 4-4-0T in 1885. No. 58 was named Burghead and No. 59 Highlander (it worked on the Keith and Buckie section). Illustrations show No. 17 as rebuilt and as renumbered 50 in 1901. No. 59 is shown as a 2-4-0T. The Class O had 16in x 24in cylinders, 5ft 3in coupled wheels, 913ft² total heating surface and 16.3ft² grate area.

Great Eastern Ry. 155.
Hainault Station closed 1 October 1908. Woolwich ferry service discontinued on same date.

The Mushkaf Bolan Ry. 156-7. 6 illus.
Railway built towrds frontier whith Afghanistan: Quetta was an important military station and was reached via the Mushkaf Gorge. The line featured severe gradients over long distances (1 in 33 and even 1 in 25). The summit was ar Kolpore. The Pamir Tunnel was 3210 feet long. The route began at Sibi, 45.5 miles from Karachi. James Ramsay was the chief engineer.

Six-coupled goods locomotive, Manchester & Milford Ry. 157-8. illus.
0-6-0 Aberystwyth suppied by Manning Wardle (WN 255/1868). It had 4ft 6in coupled wheels; 16in x 24in cylinders and 1018ft² total heating surface.

Six-coupled goods locomotives, G.N.R. (Ireland). 158. illus.
Charles Clifford design with 4ft 7in coupled wheels; 18½in x 26in cylinders and 175 psi boiler with 1511ft². total heating surface and 19.8ft² grate area. Locomotives listed: Nos. 110 Laytown; 111 Malahide; 161 Adavoyle; 162 Ballyroney; 163 Banbridge; 164 Fintona; built  NBL Hyde Park Works and Nos. 78 Pettigo and 108 Pomeroy at Dundalk (last is illustrated)

MISSING pp. 159-60.

De Glehn four-cylinder compound Pacific type locomotive, Paris-Orleans Railway. 159-61. illus.

Superheating apparatus for locomotives. 162-3. 2 diagrs.
Continued from p. 136. Further part on page 178.

Caledonian Ry. 163.
0-6-0 goods engines Nos. 651-4 completed at St. Rollox.

A new boiler tube cleaning apparatus. 163-4. illus.

The "Areo" patent pneumatic water level indicator. 164-5. 3 diagrs.

Fitting slide bars. 165. 2 diagrs.
Continued from page 126.

Bogie saloon cars, Shanghai-Nanking Ry. 166-7. 3 illus., diagr., plan.

Mixed traffic locomotives, L. & N.W.R. 161.
Table of the 110 numbers allocated to Whale's 19in mixed traffic locomotives (the phrase used by the Locomotive, and presumably by Crewe to describe the type); the leading dimensions and photograph of No. 285 in photographic grey. Mentions diagrams published in 15 May 1907 Issue. Coupled wheels 5ft 2½in; cylinders 19in x 26in, total heating surface 1984.8ft², grate area 25ft² and boiler pressure 185 psi.

New Royal train, Great Northern Ry. 168. illus.
First used to convey HM King Edward VII to Ollerton on 7 September 1908. Designed by Gresley and ran on six wheel bogies.

No. 194 (15 October 1908)

Railway notes. 169.
Great Western Ry.  169. illus.
Photograph of No. 4120 Stephanotis: latest engine .of Flower class. The numbers and names of the twenty engines so far built were given in our issues of June and July last. . They are practically identical with the City class, except for the copper-topped chimneys of slightly larger diameter, and lacked steam sanding apparatus, a small sandbox being attached in front of each driving wheel splasher.
New series outside-cylinder 4-4-2 passenger tank locomotives (4-4-2T) with 18in. x 26in. cylinders and 6ft. 8in. coupled wheels, similar to the No. 2221 class, was now being proceeded with, Nos. 2231-2232 being in service. No. 3918 was latest of the 3901 class. The through service of trains between the GWR and the East Coast via Leamington had been discontinued from the 1 October..

London. & North Western Ry. 169.
By a printer's error, in our list of mixed traffic engines 1392 was given in place of 1390. A further series of these 4-6-0 locomotives would shortly be in service, bearing Nos. 1524, 1544, 1708, 17J.l and ~6 II -2620.. . Nos. 1825 and 1837, three cylinder compound nineral engines, have been converted into simple mgines with large boilers, and No. 2573 of, the 'our. cylinder type has been converted. into a 'Consolidation."" The Jubilee class No. -i9I8 "Renown," which las been converted from compound to simple, is No~king the 8.10 a.m. from Llandudno to Manchester as previously, but from the 1st of this month has been running from Manchester to Liverpool at I I a.m. and back at 2 p.m., and from Manchester at 4.55 p.m. to Llandudno, instead of working from, Manchester to Liverpool on the 2 p.m., and thence to Llandudno at 4 p.m.

Great Eastern Ry. 169.
Three six-coupled tram engines with Walschaerts valve gear had left the shops at Stratford bearing Nos. 137-139. The two first were stationed at Yarmouth (Vauxhall) for working on the Quay Tramway, and No. 139 had gone to Ipswich. Six new double-end radial tanks with condensing apparatus were out, Nos. 170-175. Four of this class, Nos. 145, 661, 666 and 674 had been fitted with the Whitaker tablet exchanging apparatus for running over the M. & G. N.line in Norfolk.

Midland Ry. 170
"We have recently seen an entirely new type of locomotive on this railway which possesses many novelties ot design. It bears No. 2299, and is an eight-coupled tender engine having double frames and a large boiler with two firehole doors. There are eight single-acting cylinders, somewhat after the style of the old Bodmer locomotive on the L. B. & S. C. R., with rotary valves, and patent axles." Clearly what is now known as the Paget locomotive.

Great Central Ry. 170
No. 313, six-coupled goods locomotive fitted with a steel firebox transferred from Gorton to Annesley for test. The water at Annesley was particularly hard, and its effect on the steel firebox would be carefully watched. No. 852, one of Mr. Pollitt's 4-4-0 -express . engines, has been fitted with piston valves, which are the invention of Mr. C. Bowers, the chief foreman of the Machine Shop at Gorton Works. Up.to, the present the only type of piston valve employed on this railway has been Smith's patent, with one exception on No. 876. One of the engines so fitted is to be tried with the Graphite Cylinder Lubricator.

London, Brighton, & South Coast Ry. 170.
In our last month's note there was a slight confusion of numbers. No. 1.3 "Pimlico" is now ,No; 7], No. 32 is No. 80, and No. 33 is No. 633. . Old No. 80 "Bookham" is renumbered 680, and . is at work as a motor, as also is No. 655. .

South Eastern & Chatham Ry. 170
No. 67 is : a new express passenger engine of the same type : as NO.5 16, now at the Franco-British Exhibition, . and illustrated in our June issue.- . Two small six-coupled tank locom9tives with 12-in. by 18-in. cylinders and 3-ft. 9-in. wheels, - intended for shunting .purposes, are in course of construction at Ashford. '

London & South Western Ry. 170
In view of proposed transfer of locomotive department to Eastleigh in 1909, plans were under discussion for the conversion of the existing Nine Elms Works into a new goods yard. No. 0407, small shunting tank, had been hired by the Portsea Island Gas Light Co.

East & West Junction Ry. 170.
Russell Wilmott had been appointed Traffic Manager and Engineer of the line in succession to J.F. Burke, who had resigned, after being connected with the line since it opened.

Caledonian Ry. 170.
Death, at early age of 58, of Robert Millar, general manager of the Caledonian Ry., at Glasgow on Friday, September 18th. Mr. Millar entered the service of the company in 1873 as a goods clerk, and by sheer merit reached the highest office open to him in 1901. He was highly respected and extremely popular both in his business capacity and his social relations, and the funeral was largely attended by officials not only of his own but all the other leading railways, as a last tribute of esteem and affection.

Great Southern & Western Ry. 170.
The old Bury No. 36 had been brought up from Cork and installed on a pedestal at Inchicore Works. No. 356 had been converted to the 2-6-0 type and an extended smokebox fitted.

Dublin & South Eastern Ry. 170.
No. 24, 2-4-0, rebuilt and named Glenmore.

Great Northern Ry. (Ireland). 170.
All goods engines classified A, B, or C, according to power, the letter being placed on the cab side sheets above the number. The new goods engines, illustrated last month,. are classed as C.

New South Wales Government Rys. 170.
The following orders have recently been placed with Messrs. Beyer, Peacock &Co., Ltd., for new locomotives: fifteen 4-6-0 passenger engines of P class, fifty 2-8-0 goods' engines of T class, and ten 4-6-4 suburban passenger tank engines of S class.

Federated Malay States Rys. 170.
Eleven 4-6-2 Pacific type locomotives built by Kitson & Co., Ltd.: chief dimensions: cylinders. 15½in x 21in.; coupled wheels 4ft. 6in., working pressure 170 psi, weight of engine in working order 47 tons. Fittings ncluded steam sanding, screw reversing gear, vacuum brake, side chains, central couplings and cowcatchers. A door was provided each side of the firebox to enable the driver to get from the cab to the front of the engine without climbing round the sides of the cab. Running numbers 88-98 (WN  4569-79). Tenders ran on two four-wheeled bogies. The Malay States Rys. are metre gauge.

Railway tunnels, London & North Western Ry. 171-2. 5 illus.
Ffestiniog Tunnel (South), Beaver Pool (near Bettws-y-Coed), Pont-y-Pant and Bodorgan (Anglesey).

Opening of the Mid-Suffolk Light Ry. 172. illus.
On 28 September 1908 from Haughley Junction to Laxfield: 19 miles. See also Locomotive Magazine May 1907.  Former Metropolitan Railway carriages had been rebuilt by G.R. Turner of Langley Mill (so that is why Norwich to Liverpool trains stop thereat) and had gangways fitted between the coaches. The livery was crimson lake. The first train was the 07.35 from Laxfield on 29 September 1908. The General Manager was H.R. Gillingwater.

Great Eastern Ry. 172.
To construct light railway between Elsenham and Thaxted with aid of Treasury grant of £15,000.

New six-coupled goods locomotives, G.N.R. 173. illus.,, diagr. (s. el.).
J21 Nos. 1-9: 0-6-0 similar to 0-6-2T

The history of the London & South Western Ry. locomotives. 173-6. 3 illus.
0-4-4T introduced in 1888 with 5ft 7in coupled wheels, 18in x 26in cylinders, 1231ft² total heating surface and 17ft² grate area. Nos. 61-70 introduced in 1888-9; Nos. 71-90 in 1889-90; 1-20 and 358-67 in 1895. These were used on London suburban services and between Plymouth Friary and Tavistock. A smaller 0-4-4T was introduced in 1889. These locomotives had 4ft 10in coupled wheels, 17in x 24in cylinders, 987.50ft² total heating surface and 13.83ft² grate area. Nos. 177-186 were introduced in 1889-90. No. 185 was named Alexandra on 12 July 1890 and used on the Brookwood & Bisley Camp Railway. The name was removed in 1896. Nos. 187-196 were added to stock in 1890/1; 197-206 (with larger 17½in diameter cylinders) and 227-36 in 1894/5. No. 76 illustrated.
In 1890 three types of outside-cylinder 4-4-0 were introduced: one type with 7ft 1in coupled wheels and two with 6ft 7in coupled wheels.

Six-coupled radial tank locomotive, Taff Vale Ry. 176. illus.
Beyer Peacock supplied with 4ft 6½in coupled wheels, 17½in x 26in cylinders; 1301ft² total heating surface and 21ft² grate area. No. 39 illustrated.

The Mushkaf-Bolan Ry. 176-8. 4 illus.
Gradients of 1 in 25 were encountered in the Bolan Pass. The L class six-coupled locomotives had 4ft 3in coupled wheels and 18in x 26in cylinders. The eight-coupled TA and TAA class bankers had 4ft 3in coupled wheels, 20in x 26in cylinders and 180 psi boilers.

Superheating apparatus for locomotives. 178. illus.
^{Continued from page 162: mentions the Pielock superheater and the Ranafier apparatus. Much work had been done since 1901-03 by Wilhelm Schmidt, Robert Garbe, F.J. Cole (American Locomotive Company), H.H. Vaughan of the Candian Pacific Railway and by the Hanover Machine Co.}

Mallet compond locomotive, Imperial Peking-Kalgan Ry. 178-80. 2 illus.
Three 0-6-6-0 locomotives supplied by North British Locomotive Company to the order of J. Whittall & Co., Agents to cope with 500ft radius curves and 1 in 30 gradients with a maximum axle load of 16 tons. 4ft 8½in gauge, 18in x 28in high pressure cylinders; 28¾in x 28in low pressure; 4ft 3in coupled wheels; 200 psi boilers with a total heating surface of 2591ft² and a grate area of 45.1ft².

A hot water injector for locomotives. 180-1. illus., 2 diagrs.
Davis & Metcalfe.

London & South Western Ry. 181.
Five new four-cylinder 4-6-0s of the type illustrated in December Issue; also five new small shunting tank engines. 579 locomotives had been constructed at Nine Elms since 1887. Total locomotive stock was 946.

New locomotives, Antofagasta (Chili) and Bolivia Ry. 181-2. 4 illus.
See also 15 August 1906 Issue. Hunslet supplied six 0-6-4T locomotives in June 1907: these had 15in x 18in cylinders, 3ft coupled wheels, 740 ft² total heating surface, 15.1 ft² grate area ans 170 psi boilers. Ten 2ft 6in gauge 2-8-0s were supplied by Hunslet: these had 16½in x 20in cylinders, 3ft 1½in coupled wheels, 1236ft² total heating surface and 20.1ft² grate area with a working pressure of 180 psi. Twenty 2-8-0s were supllied by Schenectady with 16in x 20in cylinders,  3ft 1½in coupled wheels, 1403.27ft² total heating surface and 16.5ft² grate area with a working pressure of 180 psi. No. 146 Diana (Hunslet 2-8-0) and 45 Curico (Schenectady) illustrated.  

A relic of bygone days on the North London Railway. 182-3. illus.
NLR 4-4-0T as owned by Clifton Collery, Nottingham, and named Fred. Originally supplied by Robert Stephenson & Co. (from WN 1001-5 batch). It had 15in x 22in cylinders and 5ft 3in coupled wheels. It had received new cylinders and boiler at Derby and a further new boiler from G.R. Cowan & Co. of Nottingham.

Rebuilt bogie express kocomptive, Midland & Great Northern Joint Ry. 183. illus.
Nos. 39 and 55 (latter illustrated) rebuilt at Melton Constable with new boilers which ran at 175 psi and had a total heating surface of 1347ft². Originally supplied by Sharp Stewart in 1895/6 with 6ft 6in coupled wheels and 18½in x 26in cylinders. Used on Norwich to Leicester expresses.

Artistic fittings for railway carriages. 185. 3 diagrs.
Parcel rack brackets: see also page 136.

Instruction car, Lancs. & Yorks. Ry. 183-4. 2 illus.
Two wheel van converted for giving classes to enginemen under George Hughes.

No. 195 (14 November)

Imperial Royal Austrian State Railways 4-4-0 2-cylinder compound express locomotive (Goldorf system). facing page 187.
F. Moore colour plate supplied with November Issue (bound at end of month in Patent Office).

Railway Notes. 187.

Great Western Ry. 187.
Latest engines of 4-4-2 tank class out of the shops were Nos. 2233-2234. More af the 7-ft. 8-in bogie singles had recently been scrapped. No.. 34, one af the small four-coupled bogie tank engines, had lately been through the shops md had its number plate removed and nameplate Longmoor substituted, and despatched via Reading to Aldershot, having been sold out af the service.

London & North Western Ry. 187. illus.
New 4-6-0. mixed traffic locomotives had been completed: Nos. 724, 852, 1126,1368 and 1375. Nos. 1870 and 1874, former three-cylinder compound mineral engines had been converted into simpIe engines with large boilers. The accompanying illustration shows No. 1930 Ramillies one of Webb's 4-cylinder compound locomotives, rebuilt with a new boiler with Belpaire firebox. This engine and No. 1880, an eight coupled mineral engine, were the only two with type af firebox an the line. See also page 205.

London & South Western Ry. 187.
The demolition of Nine Elms locomotive works was weIl under weigh; some portions of the buildings were to be utilised for the new works at EastIeigh, where good progress was being made. Reported the death of John Reid, this company's inspector of materials for the mechanical department in the Scottish district. Reid was formerly with the GER, and had moved to the LSWR 22 years before as the chief draughtsman under William. Adams. Six years before his death  he had been transferred to Glasgow.

Great Central Ry. 187.
Reported death of Sir William Pollitt, late general manager of this line, which took place on 14 October 14th. His association with the MSLR began at the age of 15 in 1857. Twelve years later he was appointed accountant, then assistant general manager, and became general manager in 1886. He had resigned the position seven years before and accepted a directorship.

North Eastern Ry. 187-8.
Nos. 747-749 of the S class 4-6-0 express engines were now running and completed a series of ten, and Nos. 750-751of a new series were on   point of completion. No. 1237, the first of the R1 class (4-4-0, with 5-ft. 6-in. boilers), ten of which were being built at Darlington, was out, but not in regular service. In these engines the smokebox rested on a cast-iron saddle bolted on top of the cylinders, and the Westinghouse donkey-pump was placed alongside the first ring of the boiler, on the right hand side.

London, Brighton & South Coast Ry. 188.
Nos. 31-33 were new 4-4-2 tank engines similar in details to No. 22 already described, except in having  5-ft. 6-in. wheels; the cylinders were 20-in. by 26-in.; the boilers were fitted with Schmidt superheaters. Nos. 322-3 had been rebuilt with new boilers, the smokebox end being supported on saddles; as in No. 321. No. 52 had been re-named Sussex and No. 199 has returned from the paint shop still retaining its name Samuel Laing. Illustration on p. 198 shows Stroudley on footplate of No.2 Aldourie, Highland Ry. This was the first engine re-built by him (states Jones!) while on that railway, and inspection will show that the chimney, cab, splashers and other details show his characteristics of design.

West Somerset Mineral Ry. 188.
This line  had not yet re-opened for passenger traffic, but had been used since July 1907 by the Somerset Mineral Syndicate, Ltd. to convey iron ore from the mines in the Brendon Hills. An engine, formerly No. 37 on the Metropolitan Ry., was employed on this service from Combe Row, at the toot of the inclined plane from the hills, to the port of Watchet, a distance of about 7 miles.

Caledonian Ry. 188.
Guy Calthrop appointed general manager in succession to Millar, whose death was recorded in previous issue. Calthrop was still on the right side of 40, and the youngest general manager of any leading railway in the United Kingdom. T.W. Pettigrew, outdoor superintendent, is to be general superintendent in place of Calthrop, and R. Docherty had been appointed assistant superintendent.

Midland & Great Northern Joint Ry. 188.
Two more Beyer, Peacock outside cylinder bogie express engines, Nos. 33 and 34, had been rebuilt at Melton Constable with new boilers having Midland mountings. The cab roofs had been extended and a weather board fitted to the tender for running tender first. No. 35 was the only engine of this class running with its original boiler.

A large contractors' locomotive. 188
Messrs. J. & H. Brown, in executing work for the New South Wales Government Rys., had recently been supplied by Kitson, & Co. (WN 4567) with a large 2-8-2 tank locomotive, with the following leading dimensions: cylinders (outside) 20in, x 26- actuated by Stephenson valve gear; diameter of eight-coupled drivers 4-ft. 7-in. The boiler had a barrel 15-ft. long and 4ft. 9½in. diameter, with 180 psi. Total heating surface is 1765ft² and grate area 23.6ft². The boiler had a Belpaire firebox, and steam brakes, screw reversing and sanding gear were fitted. The engine was named Pelan Main on its side tanks.

The Railway Agreements. 188
The working agreements entered into between the LNWR and the Midland Rys and the GCR GNR and GER had led to the closure of some receiving offices for goods, the discharge of some railway workers, the curtailment of superfluous trains a;nd a deceleration of many others. The LNWR had withdrawn from Leicester and the Midland was working some trains through from Leicester to Coventry. At Carlisle and Lancaster the Midland Ry staffs were being withdrawn. It is said that the Midland station at Northampton is to be closed and  Midland trains to run into the LNWR stations - Bridge Street and Castle. The 15.40 p.m. train ex London Road, Manchester, was now worked through to Grantham via Retford by a GCR engine which returned from Grantham at 20.01 with the Manchester portion off the 18.05 from King's Cross. "We understand that GNR engines are being withdrawri from Manchester, some of the drivers having been transferred :to London already." All GNR goods traffic from the North to Southampton and district is now routed via the GC. line and Banbury, whilst the Grimsby to London traffic has been worked by the GNR for some time, as a consequence of which it was stated that 100 drays and teams had been dispensed with at Marylebone.

New goods locomotives, Cambrian Rys. 189. illus.
See also correction on page 206:

Great Northern Ry. 189.
Refers back to illustration on page xxx. New goods engines based as follows: Nos. 1, 2 and 3 at Ardsley; Nos. 4, 5 and 6 at Colwick; Nos. 7,8 and 9 at King's Cross; and 10 at Peterborough.

Great Eastern Ry. 189.
Refers back to previous Issue: Whitaker apparatus had not been fitted to No. 667, but had fitted to No. 674. 0-6-0Ts Nos. 100 and 336 had also been fitted with Whitaker apparatus as had 2-4-0 No. 448.

Tank locomotive, Egyptian Delta Light Rys. 190. 2 illus.
W.G. Bagnall 2-4-2T constructed under inspection of Rendel & Robertson. 16in x 24in cylinders with Richardson balanced slide valves, 4ft 6in coupled wheels, 941ft² total heating surface, 17.1ft² grate area and 180 psi boiler pressure. States gauge was 0.75m: it was standard gauge: see page 221

The locomotives of the Great Eastern Railway. 192-3.
Next part see Locomotive, 1909, 15, 4. Figs. 117-120.

Rail motor car, Paknam Railway, Siam. 192-3. illus.

Steam brakes. 193-5. 3 diagrs.

Some railway reminiscences II. 195-7. illus.
W. Charlton, a driver on the Newcastle & Carlisle Railway had murdered an old lady who lived alongside the railway near Carlisle and had been hung at Carlisle Jail in 1862. His father became a driver for Lord Willoughby and lived in an Estate house. The previous driver had been Bob Patterson from Swindon.

Passenger locomotive, Inverness and Nairn Ry. 198. illus.
Highland Railway No. 2 Aldourie was originally an Allan-type 2-2-2 built by Hawthorn of Leith in 1855 for the Inverness & Nairn Railway and rebuilt at Lochgorm in 1870 by Jones as a 2-4-0. It worked between Wick and Thurso until broken up in 1903. Note on page 188 records that Stroudley was on footplate.

The Bosnia-Herzgovina Railways. 198-9. illus.

Rebuilt goods locomotive, Midland Ry. 200.
Illustration shows one of several standard goods engines on Midland Railway which had their tenders fitted by R.M. Deeley with a commodious shelter to protect the enginemen. Goods engines frequently had a considerable amount of shunting to perform, and when the weather was bad the comparatively small cabs on the engines themselves offered quite inadequate shelter. In some districts, moreover, the class of engine sometimes had to run considerable distances on branch lines tender first. No. 3201 here illustrated was formerly No. 1874 and was stationed at Bourne, where the Midland Ry. engines share a shed with the Midland and Great Northern Joint locomotive department. This shed was built by the GNR but was transferred to the Joint Committee on its formation in 1893. No. 3201 worked the branch goods train to Saxby Junction, near Melton Mowbray on the Peterborough line. The track of the Bourne and Saxby line was double as far as Bytham Junction, where the Joint system ended. Engines fitted with tender cabs had been noted on the Settle and Carlisle line as well as in the Manchester district.

THE" SCHROEDER" RATCHET SPANNERS. 200. illus.

Atlantic passenger locomotive, E.I.R. 201. illus.

A new railway ramp. 201-2. diagr.
For re-railing derailed rolling stock: T.P. Patent Ramp supplied by Samuel Osborn & Co. of Sheffield.

20-tons coal wagon, Antofagasta (Chili) and Bolivia Ry. 203. illus.
200 bogie wagons supplied by G.R. Turner Ltd

The "Iracier" patent axlebox. 203. diagr.
Manufactured Patent Axlebox and Foundry Co. of Wolverhampton.

Great Northern Ry. 203
As suburban carriage stock then fitted with electric light taken in for repair to be fitted with incadescent gas lighting.

The "Southern Belle" Pullman train, L.B. & S.C.R. 204. illus.
A new train of seven Pullman cars has been specially built for this service, and the railway company and the Pullman Car Co. invited a number of guests to take part in a trial trip of the new stock on Saturday, 31 October, in preparation for starting the service on the first Monday of this month. The cars differ from the standard Pullman pattern .in having high elliptical. roofs in place of the usual clerestory type, thus giving increased internal space, but otherwise they retain most of the features of up-todate Pullman stock. Each car is 63ft. long, 8ft. 8½in. wide over all, and 8ft. 6in. high from floor to roof, and they weigh about 40 tons a-:-piece. They ran on six-wheeled bogies, have steam heat apparatus, improved ventilators. electric light, central and side buffers, and in internal fittings entitle to rank among the most luxurious stock then in regular service in Britain. The seven cars are all named: Verona (with brake compartment, seated 31 passengers). Princess Helen (33 passengers), Belgravia (33 passengers), Grosvenor ( 25 passengers), Cleopatra (33 passengers). Bessborough (33 passengers illustrated), and Alberta (with brake compartment, seats 31 passengers). The first and last cars are for smokers, and ate panelled in oak, with easy chairs and sofa coverings of coffee-coloured mohair; the middle car is also for smokers and has a buffet, and is panelled with mahogany and upholstered in green morocco.

No. 196 (15 December 1908)

Railway Notes. 205.

Great Western Ry. 205. illus.
Latest 4-4-2 class tank engines built at Swindon were Nos. 2235 and 2236. The accompanying illustration of No. 4120 Stephanotis shows engine decorated for hauling the Royal train from Windsor to Paddington on 18 November 1908 on occasion of visit of King and Queen of Sweden: it carried the Swedish Arms on the shield in front of the smokebox.
Several Port Talbot Ry. & Dock Co's engines had been to Swindon works to be fitted with standard GWR boilers with Belpaire fireboxes, but were still painted in the original Port Talbot colours.

London & North Western Ry. 205.
See page 187 which required amplification: Nos. 1929 Polyphemus and 1930 Ramillies, four-cylinder compound locomotives, were both re-built with new boilers, having Belpaire fireboxes, shortly after Mr. Whale took charge of the locomotive department, while No. 1880, eight-coupled mineral engine, which was fitted with an experimental fire-box of a somewhat similar kind, was afterwards altered to conform with the other engines of its class which had been, re-built. Nos. 1868, 1870 and 2527 converted to simple engines, No. 2251 had been supplied with cylinders 20½in. by 24in., and No. 2114 had been re-built as a 2-8-0 engine. No. 1443 is now a 2-4-0 tank. All the 18in. goods engines are having their cylinders lined up to 17in. diameter.

Midland Ry. 205.
No. 2299 the new eight-cylinder engine, is of the 2-6-2 (Prairie) type with outside frames and inside cylinders placed in two groups between the coupled axles.Two cylinders in each series of four drive the leading and trailing coupled wheels respectively, whilst the other four, two in front and two behind it, drive the middle coupled axle. "Up to the present this engine has only reached the experimental stage, and we hope to give illustrations and further details later."

Great Northern Ry. 206.
No. 1451 was latest large-boilered Atlantic class, bearing Doncaster Works No. 1200. Referring to the note on p. 77 of May issue, respecting Sturrock goods engines, No. 362A is, or was recently, at work in addition to the five of the same class mentioned, and was stationed at Newark. In regard to goods engines with large coupled wheels our statement with respect to the new No. 1 Class would probably have provoked no correspondence had we put our meaning more accurately. We think, our correspondents notwithstanding, that these engines were built new with larger wheels than any of the others mentioned. The Fletcher goods engines on the NER, and others built by McDonnell, though stated to be built with 5ft. 8in. wheels, probably followed the practice of the day on that line. The wheels would therefore have a nominal diameter of 5ft. 6in., but with new tyres would be actually 5ft. 7¼in., just as the new GNR, No. 1, has nominally 5ft. 6in., and actually, with new tyres, 5ft. 8in. wheels.

Great Central Ry. 206
John G. Robinson, chief mechanical engineer had been elected President of the Association of Locomotive Engineers and Carriage and Wagon Superintendents for the ensuing twelve months: he had been a member of the Association since its inauguration about 19 years ago.

The Cheshire Lines Committee, 206.
Instead of placing contracts for new rolling stock with private builders, it had been decided to execute work by railways forming the Joint Committee., i.e. Midland, G.N., and G.C. Some passenger vehicles were therefore to be built at Derby and the goods stock at Doncaster. The locomotive power to be furnished by the GCR as heretofore.

South Eastern & Chatham Ry. 206
No. 547 was new express locomotive similar to No. 516 shown at the Franco-British Exhibition. When the King of Norway travelled to Sandringham on 25 November 1908, the Royal special train was worked by a SECR engine from Port Victoria to Liverpool Street; the first time a SECR engine had run to Liverpool Street since the Boer War.

North London Ry. 206
It had been decided that the LNWR would work this line in 1909. H.J. Pryce, who had been locomotive, carriage and wagon superintendent since the retirement of J.C. Park in 1893, would retire at end of December. .

Cambrian Rys. 206
Mr. James Dunbar, works' manager at Oswestry, wrote on behalf of Herbert Jones, to point out that the boiler of the goods engines described on p. 189 of our last issue are identical with those of the previous Belpaire goods engines then referred to, the length of barrel being only 10ft. 3in., whereas in his passenger engines the boiler barrel had a length of 10ft. 7in.

A Welsh Agreement. 206
"We understand that it is decided to promote a Bill in Parliament" for the complete amalgamation of the Rhymney, Cardiff and Taff Vale Rys., this agreement affecting about 200 miles of railway, a capital value of £16.5m, and gross receipts of  about £2m  per annum. It was expected that considerable opposition would be offered to the proposed "combine" by the Barry Ry. Co., whose interests would no doubt be seriously affected by any workmg agreement of the raIlways in question.

Bosnia-Herzgovina State Rys. 206.
In connection with the article on the above in our last Issue, Krauss & Co., of Munich, write to point out that we gave the makers of the 2-6-2 locomotive, then illustrated, as Henschel & Sohn, of Cassel. Krauss & Co. were the builders of the type of engine illustrated, and they inform us that they are now building a further series of the same type for that railway system.

Great Southern of Spain Ry. 206
Company added three large and powerful tank engines to its stock, built by Kitson & Co., of Leeds with following chief dimensions: cylinders (4) 14¾in x 24in. (all fed with high pressure steam); valves were of ordinary flat slide pattern and are actuated by Walschaerts gear. The engine was built in three sections, the main frame, 47ft. 4½in. long, – which carried the boiler was pivoted at either end on two smaller frames which carried the cylinders, motion and wheels. The wheel arrangement is ~ _2-~-8-0, the di~meter <;>f the smallleading w~eels J' bemg 2-rt. 9-m., whIle the two' sets of eIghtcoupled wheels are 4-ft. in diameter. The gauge ~ is 5-ft. o-in. The boiler, which is 5-ft. 6-in. in,~ diameter and I5-ft. long, carries a steam pressure ,.of 18o lb. per sq. in. The tubes, of steel with i copper sleeve's, are 2-in. in diameter and 218 in ~I number. The side tanks carRy 1,95° gallons of .. water and the bunker tank 35° gallons, a total of 2,300 gallons; 2t tons of coal are carried. The automatic vacuum brake is fitted and two double acting 'iVorthington pumps feed the boiler. The Ii weight of the leading bogie is 53 tons 19 cwt., and the trailing bogie 47 tons r cwt., total lor tons. The running numbers are 5°, 51 and 52.

Ex-Metropolitan locomotives in Wales. 207-8. illus.
Metropolitan Railway Nos. 2, 12, 33, 34, 36 and 37 became Cambrian Railways Nos. 10, 11, 12, 13, 15 and 65. Other redundant Metropolitan Railway locomotives were sold to Bradford Corporation (two) for the Nidd Valley Light Railway, the South Hetton Colliery and the West Somerset Mineral Railway. The 4-4-0Ts had been rebuilt at Neasden under Hanbury and Clark. They had 5ft 10in coupled wheels (originally 5ft 9in); 17¼in (originally 17in) x 24in cylinders; 17.2ft² grate area and a total heating surface of 958.7ft²  They were used as bankers to Talerdigg, but suffereed from a lack of water capacity. They were also used on Aberystwyth to Machynlleth locals. Two of the locomotives, Nos. 10 and 15, had worked on the GER in 1872 on local trains from Liverpool Street to Walthamstow and Enfield. AS service between Hammersmith and Walthamstow had been projected, but not implemented. Metrtopolitan Railway drivers were based at Enfield and Walthamstow: most transferred to the GER..

James Nasmyth's Centenary. 209-11. 2 illus. (incl. port), 3 diagrs (s. els.)
Notes that first Nasmyth locomotive had been tested on the Liverpool & Manchester Railway without the railway's permission, although this was subsequently lent to the LMR. The locomotive was named Bridgewater and ran from Liverpool to Manchester in 51 minutes. Nos. 5-7 were supplied to the Manchester & Leeds Railway and were built to T.L. Gooch's broad specification.

The Berlin Transportation Museum. 212-14. 4 illus.
Situated in the former terminus of the Berlin Hamburg Railway: Hamburger Bahnhof. Included permanent way, ponts operated by electricity and models, the locomotive Der Adler from the Nuremburg Furth Railway and items relating to pioneer electric traction.

Steam brakes. 214. 3 diagrs.

The History of the London & South Western Ry. locomotives. 215-16.  illus.
Outside cylinder 0-4-0Ts with 3ft 9¾in coupled wheels, 16in x 22in cylinders, 823.25ft² total heating surface and 10.75ft² grate area. Nos. 85-94 were constructed at Nine Elms and received names when allotted to Southampton Docks: 85 Alderney (April 1900), 86 Havre (February 1896), 89 Trouville, 90 Caen (both March 1901)and 93 St Malo (April 1896). A further series emerged in 1893: 81 Jersey, 176 Guernsey, 95 Honfleur, 96 Normandy, 97 Brittany, 98 Cherbourg, 99-101, 102 Granville.
Also notes the transfer of Southampton Docks locomotives to capital stock. The locomotive involved were two from R. and W. Hawthorn Leslie, two from the Vulcan Foundry; Canute built by Dick & Stevenson of Airdrie; and three locomotives supplied by Alexander Shanks of Arbroath named Sir Bevis, Ascupart and Arbroath. Refers back to Issue for December 1901.
In 1892 an order was placed with Neilson for forty mixed traffic locomotives. These were similar to the locomotives described in the 15 July Issue, but had a different weight. Nos. 607-646 entered service in 1892-3. Nos. 597 to 606 were constructed at Nine Elms in 1893-4 and Nos. 647-656 emerged from Nine Elms in 1894-5 bringing the total to 90.
In 1894 ten 0-6-0T Nos. 257-266 were constructed at Nine Elms for shunting. These were identical to the 0-4-4T (15 October). Four further locomotives were constructed in 1891: Nos. 267-270. These were the last Adams' locomotives. This part marked the end of the History which began in Issue for 16 January 1903.

Hopwood, H.L. The Edenham and Little Bytham Ry. 216-18. 5 illus., map.
Lord Willoughby de Eresby of Grimsthorpe Castle built a 4 mile 12 chain railway which opened in 1856. An extension bto Folkingham was considered. There were three engines: Ophir built by George England which was designed for road traction and was a 2-2-0 with three cylinders. There were two R. & W. Hawthorn inside cylinder 0-4-0T: Havilah (WN 958/1855) and Columbia (WN 1047/1858). These had 11in x 20in cylinders and 4ft coupled wheels. Two former LNWR coaches were used. There were gaps in the passenger service and horse traction followed an accident. There were three traction engines on the Estate named California, Oasis and Australia. Stroudley had derailed Havilah when he had been sent from Peterborough to repair it when running it at excessive speed, and this required its return to the builders for restoration. The line fell into disuse from 1872.

[End of locomotive building in the Metropolis]. 218.
The LSWR was about to move locomotive construction from Nine Elms to Eastleigh, Neasden was unlikely to construct any further engines and Stratford was unlikely to survive a merger between the GCR, GNR and GER.

Railway tunnels. London and North Western Railway. 219-20. 6 illus.
The compass point stated indicates location of portal: Wansford (West), Lydgate (East), Prestbury (South) near Macclesfield, Scout (West) near Mossley, Staleybridge (East) and Olive Mount.

Break-down cranes. North Western Railway of India. 221. illus.
Constructed by Ransomes & Rapier under the inspection of Sir Alexander Rendel. 30 ton. 5ft 6in gauge.

Tank locomotive, Egyptian Delta Light Rys. 221.
Error in article on page 190: the Cairo-Helouan section was 4ft 8½ gauge, not 2ft 5½

Bogie brake vans, G.&S.W.Ry. 222. illus.
Metropolitan Amalgamated Railway Carriage & Wagon vehicles for Glasgow & South Western Railway: 66ft 6in non-corridor brake thirds seating 84 passengers runing on six-wheel bogies.

Great Eastern Ry. 222.
Fifth Annual Reunion Dinner held on 20 November 1908 at Great Eastern Hotel: sixty participants. Sunday trains between Fenchurch Street and Blackwall had been discontinued from 4 October 1908, but Millwall Co. continued to operate a half hourly service from Millwall Junction to North Greenwich.