The Locomotive Magazine & Railway Carriage
& Wagon Review
Volume 17 (1911)
Key to all Volumes
The entries for this volume were partially based upon an index and probably had incorrect titles. Later entries are based upon direct inspection and are shown by the use of bold type for the titles and the use of "illustration" rather than "illus.".
Number 221 (14 January 1911)
Railway notes. 1
Locomotive development in 1910. 1
London, Brighton and South Coast Ry. 1; 3..
4-6-2T: 325 Abergavenny,
London & North Western Ry. 2. diagr. (s. el.).
4-6-2T No. 2665.
Great Western Ry. 3. diagr. (s. el.).
1361 class 0-6-0ST
North Eastern Railway, 4-6-2 mineral tank engme. 4.
No. 1113: 4-6-2T illustrated: see also letter from F.W. Brewer on page 58
The Kowloon-Canton Railway, British section. 5-8. 5 illustrations.
Old inspection engine and coach, London and North Western
Carlisle (Little England type). see also p. 26
Rules for drivers and firemen. 8-10.
4-6-0 passenger locomotive, Stockholm Vasteras-Bergslagens Railway. 10-11.
illustration, 2 diagrams (including side elevation).
Valve gear of locomotive No. 60. (diagram), 4-6-0 passenger locomotive, No. 60.
Testing locomotive valves and pistons in steam. 12-13. 3 diagrams.
The Lambert sanding apparatus. 14-15. 7 diagrams
The locomotives of the Great Eastern Railway. 15-16. illustration
(portrait), diagram (side elevation).
Portrait of William Adams. Mogul goods locomotive No. 527.
The prevention of scale in locomotive and other boilers. 16-17.
"Lumiuator" water treatment plant.
Tank locomotive for the Longitudinal Railway, Chile, 17-18.
Hunslet Engine Co. metre gauge 0-6-4T for working steeply graded (1 in 33) line.
The locomotives of the Waterford, Dungarvon and Lismore Railway. 18-20.
2 illustrations, diagram (side elevation), map.
Incorporated 18 July 1872; opened 12 August 1878. Illus.: Map of 'Waterford,.bridge over the Suir, Fishguard. & Rosslare.Railways. & Harbour. Co.. 0-4-2 Locomotive (Rebuilt as Tank Locomotive, No. 246 G. S. & W. Ry.) 0-4-2 No. 6 (drawing); 0-4-2 No. 1 rebuilt as GS&WR No. 244 (photograph); 0-4-2ST No. 3 rebuilt as GS&WR No. 246.
40 ton platform wagon, Northem Railway of France. 21-2. 6 diagrams.
New rolling stock, Great Northern Ry. (Ireland). 22. 2
Supplied by Hurst Nelson & Co. Ltd. of Motherwell and lettered GNR (I): all-steel 20-ton ballast hopper wagon and ballast plough/brake van with steel underframe and steel body frame. Both types of vehicle fitted with vacuum brake.
Annual Reunion and Dinner of the Locomotive Department, Great Eastern Ry. 23.
W. Collingwood. 23 Illus. (port)
Born London in 18 August 1855. Managing Director, Vulcan Foundry from 1892. Trained under William Adams at Bow Works and then at Stratford from April 1874 to October 1877. District Locomotive Superintendent East Indian Railway,
No. 1 of the Great Eastern Railway Magazine. 24
Had appeared and fulfilled all the anticipations held with regard to it. It is a most readable magazine, with matter full of interest to all G.E. Ry. men and to railway men generally. There is an excellent portrait of Lord Claud Hamilton, the genial and capable Chairman of the company, with a biographical sketch which serves to explain in some degree the terms of respect and even affection subsisting between the highest and lowest officials of the line. There are also portraits of R.P. Ellis and F.G. Randall, the late and present superintendents of the line, and of other officials. The "get up" of the magazine is carefully thought out and well carried into execution, and we anticipate a healthy circulation and long life to our new monthly contemporary.
Thos. W. Ward, Ltd., of Albion Works, Sheffield.
Albion Machinery catalogue: attention drawn to the many second-hand locomotives for sale. These were principally tank engines suitable for contractors' work, collieries and light railways. We notice one or two curious locomotives in the list, amongst them being the small single-driver engine Gazelle, an illustration of which, and an account of whose performances have already appeared in this Magazine. Locomotive historians will be interested to note that Messrs. Ward wish to dispose of the four-wheels coupled saddle tank Greenbank (3-ft. 6-in. drivers, outside cylinders 13½-in. by 19-in.) which was once numbered in the loco. list of the L. & N. W. Ry. The Greenbank and a similar engine named Tomkinson were built by Messrs. Barclay for a colliery near Wigan. and when taken over by the L. & N. W. Ry. in 1906, they bore the Nos. 2586 and 2587. Since Messrs. Ward purchased the first-named it has been fitted with a new boiler and firebox, and is now in excellent trim. Another curiosity is a single cylinder direct driven loco., by Messrs. Aveling & Porter. T.W. Ward include several narrow gauge locos., as well as steam cranes, steam navvies, pumps, wagons, rails, etc. .in their list. Arrangements can be made for letting plant out on hire. See also letter on page 59.
Messrs. Burroughs, Welcome & Co. 24
Had brought out a very neat and compact outfit known as the Tabloid Brand First Aid, No. 715. Contained in a black enamelled metal box measuring only 74-in. by 44-in. by 2-in., may be found ample bandages and dressings in compressed form smelling salts, boric acid ointment, plaster, scissors, pins, etc., and eight tubes of Tabloid and Soloid products. For trivial accidents which are bound to occur in the sheds, on the road or elsewhere, time and suffering might often be avoided if one of these Tabloid First Aid cases were available.
Number 222 (15 February 1911)
Railway notes. 25
Great Western Ry. 25-6. illustration, diagram
42XX class of 2-8-0T: No. 4201 illustrated
Great Eastern Ry. 25
Nos. 1793 and 1794, .new 4-4-0 express engines, to be fitted with the Schmidt superheater.
London & North Western Ry. 25-6
The output from Crewe Works during 1910 included j'oo eight-coupled mineral locomotives, ten 4-4-0 Queen Mary class, and seven George the Fifths," five 4-6-0 Experiments and two of the new 4-6-2 tanks, also a new type of rail motor engine. Only three of the Queen Mary class were in service: Westminster, Drake and Newcomen, all stationed at Rugby.
The remaining four new engines of the George the Fifth class with superheaters completed as follows: Nos. 2025 Sir Thomas Brooke, 288 E. Nettlefold, 485 P.H. Chambres, and 2168 Henry Maudslay. The next series, of which there will be 20, as already announced, will probably have coupled wheels of larger diameter.
Another of the large 4-6-2 passenger tanks is also completed, No. 2666, and is identical in every way with No. 2665, but is fitted with a feed water heater, as mentioned in our last issue. Four more, Nos. 2667-2670, wee in course of completion; and fitted with the Schmidt superheater. Three-cylinder compound mineral engines converted to simples were Nos. 1841, 1847 and 2533. No. 1893, of the four-cylinder type, had also been converted to simple.
The following 18-in. cylinder goods engines had their cylinders lined up to I7½-in. diameter : Nos. 715, 879 and 1641. Nos. 387 and 389, 4-ft. 6-in. 2-4-2 tanks, had been adapted for rail motor work.
By the withdrawal of No. 3023, the Metropolitan tanks were reduced to three.
The Abram Colliery Co., of Bickershaw, near Wigan, have still at work the old "Crewe" goods side tank No. 3062, which they purchased from the L. & N.W.R. in 1892. This engine has a very interesting history. Built at Crewe in 1852 as 293 Quicksilver, it was transferred to the Southern Division in 1860 and renumbered 352. Later, when the amalgamation of the Divisions took place, its number was increased by 600. Shortly after this it was converted to a side tank by Mr. Webb, and as No. 1841 it ran for many years until being finally altered to 3062.
A service of rail motor trains between Manchester and Wilmslow will be commenced shortly.
Three hundred reinforced concrete sleepers have been put in at Pinner as an experiment to minimise noise-they are laid on both up and down lines-and are so far giving satisfaction.
New appointment. 26
C.A. Park, late carriage superintendent of the London & North Western Ry., had been appointed managing director of the British Westinghouse Electric Manufacturing Co., Ltd.
Inspection engine "Carlisle", L. &
A correspondent writes that the driver shown on the footplate of Carlisle in last month's issue was James Thompson, who commenced his railway career on the day of the opening of the Liverpool & Manchester Ry., 15 September 1830. He also points out that the engine in question was stationed at Ordsall Lane sheds, although we had seen it standing outside the Longsight depot.
London, Brighton & South Coast Ry. 26
The new Atlantics, fitted with superheaters, will be numbered from 421 to 425 inclusive, and not as stated in our last issue.
London, Tilbury & Southend and Midland Rys. Agreement. 26
At the meeting of the L.T. & S.R. on February and it was announced that a provisional agreement had been made with the Midland Ry, for taking over the whole undertaking. The approval of Parliament is to be asked during the ensuing Session.
Lancashire & Yorkshire Ry. 26
Sixty new locomotives were built at Horwich Works during 1910, although the last three were not finished until early in January. Twenty of these were four-coupled radial tanks Nos. 1526 to 1545, twenty four-wheeled shunting tanks Nos. 2, 3, 8, 12, 17, 19, 28, 43, 56, 64, 71, 75, 118, 226, 271, 298, 481, 517, 613, 614, and twenty eight-coupled coal engines with bogie tenders Nos. 9, 29, 35, 67, 87, 96, 616, 617, 628, 713, 902, 905, 906 and 908 to 914 inclusive.
Cambrian Rys. 26-7
It had been decided to proceed with the doubling of the main line between Moat Lane and Newtown, nearly five miles, the conversion of Llanfihangel station into a crossing place, the provision of a down platform at Borth Station, the lengthening of the platforms at Cemmes Road, and the conversion of Pontdolgoch Station into an intermediate tablet station.
Hull & Barnsley Ry. 27, illustration
In the accompanying photo-reproduction, for which we are indebted to Matthew Stirling, the locomotive, carriage and wagon superintendent, is shown the first of a new type of express passenger locornotive designed for the service on the HBR. Hitherto all passenger main line engines built for the Hull & Barnsley Ry. had been of the six-wheeled type, 2-4-0, so that the introduction of a leading bogie marked a distinct innovation so far as that line is concerned.
The engine here shown, which is one of a series in course of construction, had the following leading dimensions: cylinders 18½-in. diameter by 26-in , stroke; diameter of coupled wheels 6-ft. 6-in.; total heating surface 1407 ft2.; grate area 19.6 ft2. ; working pressure 170 psi.
Invergarry & Fort Augustus Ry. 27
The N.B. Ry. agreed to withdraw the notice terminating the working agreement for operating this line. The line will therefore certainly remain open for a further six months, from 31 January, after which the notice the Invergarry Co. must give the working Company will be reduced to one month. We understand that several influential residents in the locality have guaranteed any deficit in the working expenses.
Caledonian Ry. 28
Ten new six-coupled side tanks with 18-in. by 26-in, cylinders and 4-ft. 6-in. wheels had been completed at St. Rollox Works. Their numbers: 416, 418, 474, 481, 483, 484, 485, 500, 608, 609, 610. Four new trailing bogie four-coupled tanks, 18-in. by 26-in. cylinders and 5-ft. 9-in. driving wheels, were numbered 153, 154, 155 and 160.
Highland Ry. 28
No 35 Urquhart Castle was a new engine of the 4-6-0 type, delivered from the Queen's Park Works of the North British Locomotive Co., Ltd., Glasgow.
French State Rys. 28
An order for 50 express locomotives to work on that part of the system formerly controlled by the Western Ry. Co., had been placed with the North British Locomotive Co., Ltd. These engines would be of the same general design as the «« Castle (4-6-0) type of the Highland Ry., with 19½-in. by 26-in. cylinders, 5-ft. 9-in. six-coupled wheels, and 2,050 ft2. of heating surface. Sundry modifications in the original design would be effected to suit the special requirements of the French railways. These engines would be built at the Atlas and Hyde Park Works of the N. B. Loco. Co., and when completed wouldbe shipped from Glasgow to St. Nazaire.
Waterford, Dungarvan and Lismore Ry. 28
Re article in January issue, a correspondent writes us that engine No. 5 (formerly No. 1 Cork and Youghal Ry.) was of the 2-4-0 type with cylinders 15-in. by 24-in. (Neilson WN 542), and the four goods engines built by the Avonside Co. and sold to the Midland Great Western Ry. had 18-in. by 24-in. cylinders and 4-ft. 9-in. diameter driving wheels.
Railway Club. 28
On 10 January a paper on the Belgian Railways was read at 92, Victoria Street, S.W., by Mr, E. J. Miller, the secretary. As so many of our readers are familiar with the railways of Belgium, they will no doubt be glad to have an opportunity of reading Mr. Miller's carefully prepared and exhaustive paper, which is reprinted in full in the February issue of the Ratlway Club Journal. The following papers were announced to be read during the 1911 session: 14 February "Locomotive Firing": by R. L. Robinson. 14 March Early Standard Locomotive Types ". by H. L. Hopwood. 11 April Evolution of the Public Time Book": by S. E. Warner. 9 May "Simple versus Compound Engines": by A. K. Bruce. 13 June "Railway History in the Middle Ages, 1860-1880" : by Rev. W. J. Scott.
Sierra Leone Ry. 28. illustration
Nasmyth, Wilson & Co., Ltd., of Bridgewater Foundry, Patricroft, designed and constructed the 4-8-0 tender engine here illustrated for the above railway, to the specifications of Elliott-Cooper and Shelford. It had the following leading dimensions: gauge of railway 2-ft. 6-in.; cylinders 13-in. diameter by 16-in. stroke; diameter of of eight-coupled wheels 2-ft. 4-in.; total heating surface 724 ft2; grate area 12 ft2.
Railway notes from India. 29-30. 2 illustrations
Including on Allahabad Exhibition and Crown Prince of Germany's visit to India.
The locomotives of the Great Eastern Railway. 30-2. 2 diagrams (side
Bromley 0-4-4T E10 class: Fig. 193: Four coupled bogie tank locomotive No. 54 and Fig. 194 and as rebuilt as No. 588..
Express locomotives, Prussian State Rys. 32-3. illustration, 2 diagrams
4-4-0 superheater express locomotive and 4-4-2 four-cylinder compound express locomotive
Setting eccentric sheaves. 34-6. 5 diagrams.
The Mawddwy Railway. 36-8. 3 illustrations, 2 diagrams (side
Locomotives: Mawddy (Manning Wardle; WN 140/1864) and Disraeli: WN 268/1868. Also illustrated: Dinas Mawddwy Station, Cemmes Station and Bridge over the Dovey..
The "Phoenix" superheater. 38-9. diagram.
4-cylinder superheater locomotive, Norwegian State Rys.
Swiss Locomotive and Machine Co. built for then new Chrristiania and Bergen line. No. 215 illustrated: see also letter from W.T. Thompson on page 58
Portable locomotive wheel-balancing machiue. 40-1. illustration
Fonndry eqnipment. 41. diagram
0-6-0 tank locomotive, Rhymney Ry. 42. illustration, diagram (side
Former rail motor (steam railcar) No. 1 (Hudswell, Clarke & Co. WN 805) detached to become 0-6-0T locomotive No. 120 used on services from Rhymney Bridge to Ystrad Mynach and Merthyr,
Petrol motor mail van, Kalka-Simla Railway. 42-3. illustration
Supplied by Lloyd & Plaister Ltd.
E.A. Forward. Bodmer models at South Kensington. 43.
Experimental electric train lighting on the London & North Western
Ry. 44. illustration
7ft 6 in single 2-2-2 No. 44 Harlequin had a donkey engine and dynamo fitted on the tender between August 1884 and December 1890 to illuminate the hourly block trains operating between Manchester Exchange and Livverpool Lime Street.
Rules for drivers and firemen. 44-5.
Shunting engine, G.N.R. 45. illustration, diagram.
Vertical boiler originally used to power a traverser at Doncaster Carriage Works converted to vertical boiler 0-4-0T and used at Peterborough
Vestibuled mail train, Eastern Bengal State Ry. 46-7. 3
Built at the Kanchrapar shops for Darjeeling Mail trains
Number 223 (15 March 1911)
Railway notes. 49
London & South Western Ry. 49. illustration
4-cylinder 4-6-0 No. 448
The locomotives of the Great Eastern Railway. 50-2. 3 diagrams (side
Single driver bogie express engines Nos. 245; No. 600 and as rebuilt No. 609.
Eastleigh Locomotive Works, L. & S. W. R. 53-5. 4 illustrations,
Includes illustrations of machine shop, erecting shop, wheel shop and smith's shop, also plan of Workshops..
New express locomotives for Holland. 56-8. 2 illustrations, 2 diagrams
Dutch Central Railway 4-6-0 built by Maffei with bar frames for working between Utrecht and Zwolle; and Dutch State Railway 4-6-0 built by Beyer Peacock for working between Amsterdam and Emmerik via Arnhem
Three-cylinder non-compound mineral locomotives.
Re the N.E.R. new 4-6-2 tank engines, it is stated at p. 4 of your January issue that " hitherto there has been "no example of a mineral engine with three high-pressure cylinders." Strictly speaking, that is not so, for not only the Great Central but the North Eastern Company also already possess three-cylinder non-compound mineral tank engines, those of the G.C.R. being of the 0-8-4 type, and those of the N.E.R. of the 4-8-0 classification. While it is true that these eight-coupled engines were built for marshalling and banking purposes, there is no reason why as types they should not be used for running mineral trains in the ordinary way. That is to say, in the latter connection they are comparable with existing eight-coupled. tender and tank locomotives of the two-cylinder type which are so employed.
I take it that your contributor's remarks were intended to apply only to this country, but it may be of interest to mention that the Erie & Wyoming Valley Railroad Company of America had a three-cylinder simple 2-6-0 Mogul engine eleven or twelve years ago. Each of the cylinders was 17-in. by 24-in., and the driving wheels were 3-ft. 6-in. The boiler pressure was 150 psi. Exclusive of the tender the engine weighed 57 tons 3 cwt.
Four-cylinder superheater locomotive, Norwegian
State Rys. W.B. Thompson
Re Norwegian locomotive illustrated on p. 40 of the February number of the " Locomotive Magazine," I saw something of the work of these engines when staying on the Bergen line last summer, and was impressed by their speed. In England an engine with four axles coupled and wheels only 4ft. 4-in. in diameter would be relegated to the slowest of slow mineral service, but these engines seemed to run quite satisfactorily and, I found, could keep up a steady 35 miles an hour when running down hill, without apparently knocking themselves to pieces. There was only one through passenger train a day in each direction and the tourist traffic was very heavy, so though brand new and much larger than their pre-decessors they required to be regularly piloted. It is hard to understand how continental engineers can obtain really good results with so much cylinder and boiler power and so small adhesion ; in the same paper you illustrate two large Prussian express locomo-tives with only 33 tons on the coupled wheels, and this weight would certainly be inadequate on English lines.
Locomotives "Greenbank" and "
Re note on p. 24 of January issue re locomotives Greenbank and Tomlinson (not Tomkinson, as stated), which were taken over by the L. & N.W. Ry. in 1906, it may interest you to know that these two engines were built by Messrs. Barclay for a Mr. Tomlinson who owned a private siding, known as Greenbank siding, situated near Preston, and therefore they could not have been built for a colliery near Wigan as stated. Both engines were identical and were built in 1894 and 1884 in the order as given above, the makers' Nos. being 721 and 304 respectively. When first taken over by the L. & N.W.R. a man was sent down from Crewe to paint the numbers 2586 and 2587 thereon, but the engines never came into the works, and it has always been a mystery as to what became of them.
F. J. Davison [answer to enquiry]. 59
The whole of the carriage stock of the London & North Western Ry. is in course of being renumbered in such a manner as to have all vehicles of one type in series, with a due allowance for an increase of stock. Thus, as renumbered, the carriages and wagons will be in series running up to 13,000, though at the present time the ordinary stock, exclusive of duplicates, comprise only 8,167 vehicles. The new scheme of numbering will, when completed, be as follows :-3rd class coaches Nos. 1-2500, composites Nos. 2501-4500, 1st class coaches Nos. 4501-4850, 2nd class Nos. 4851-5000, saloon coaches Nos. 5001-5500, motor coaches Nos. 5501-5600, 1st class brakes Nos. 5601-5700, composite brakes Nos. 5701-6500, 2nd class brakes Nos. 6501-6850, 3rd class brakes Nos. 6851-8000, brake vans Nos. 8001-9500, P.O. vans Nos. 9501-9600, parcel and bullion vans Nos. 9601-10000, horse boxes Nos. 10001-11000, and wagons Nos. 11001-13000. Duplicate vehicles will in future retain their original numbers with "0" prefixed, whilst existing duplicates have "A" affixed. Vehicles which are converted from one class to another will at the same time be renumbered.
Rail tractor. 59-60. illustration
Price's petrol or paraffin tractor, built by Charles Price & Son of Broadheath, Manchester with two-speed gearbox and weighed about 4.5 tons.
Some early Midland tank engines. 60. illustration
0-4-2WT No. No. 201A illustrated'
The Midland Ry. possessed three small passenger tank engines, the origin of which dates back to the period when this now powerful and extensive railway was being formed by the amalgamation of a number of smaller lines. Amongst these was the railway from Skipton to Morecambe, known officially as the North Western Ry., or unofficially as the Little North Western Ry., to distinguish it from the larger and more important line having Euston as its terminus. Amongst the locomotive stock of the Little North Western were four single-wheel passenger tank engines built by Wm. Fairbairn & Sons, of Manchester, in 1850. Very little is known of these engines, except that they were well tank engines with 5-ft. drivers, and named Whernside, Penyghent, Skiddaw and Hellvellyn. In May, 1852, they became part of the Midland locomotive stock on the amalgamation of the two railways, and they appear to have been numbered in the 150s. Helvellyn became Midland 151, and the numbers of the other three were said to have been 157 to 159. At a later period M. Kirtley completely rebuilt three of these engines by converting them into 0-4-2 tank engines (see illustration of No. 201A). The driving wheels were 5-ft. in diameter and the cylinders 12-in. by 18-in. The outside frames bear the unmistakeable mark of Kirtley's design, and probably only parts of the original engines were used again. The date of this conversion was 1866 or thereabouts, when the three engines 157 to 159 became Nos. 200 to 202. No. 202 was re-built with another boiler in 1877 at Derby, and differed from the other two engines in having a rather taller dome close to the chimney. No. 200 (which had become 200A in 1875) and 201 were both rebuilt in 1878 with domes over the fire-boxes. No. 200A was for many years stationed at Hereford, and worked the Midland coaches (Birmingham to Swansea), between Barr's Court Junction and Barton station. No. 201 spent a considerable period of its existence at Wigston working the St. Pancras-Birmingham coaches round the south loop. No. 202 was for a long time on the Child's Hill and Gunnersbury service. No. 202 became 202A in 1889, and in 1892 was renumbered 2065A, and appears to have been scrapped shortly afterwards. No. 201 became 201A in 1889 and was broken up in 1894 ; 200A re-mained at work until 1896, when it was taken out, of service, but not broken up. It was afterwards used as a pumping engine to be sent from Derby to any out station that might require such service, and was so employed until recently. This engine was not the one built by E. B. Wilson in 1848, which became 201A later.
F. Moore's photographs. 60
Among recent additions to the collection published from our offices, and taken by our special photographer, are the following: N.E.R. No. 1175 4-6-2 tank and No. 1352 4-8-0 tank ; G.N.R. No. 1461 Atlantic fitted with Schmidt superheater ; Hull & Barnsley Ry. No. 41 4-4-0 express locomotive ; and L.B. & S.C.R. No. 325 4-6-2 express tank. Size 10-in. by 8-in., only in the last-named, the others 15-in. by 12-in. There have also been added to the list of postcards some old L. & Y. and L. & N.W.R, locomotives.
Locomotive boiler tubes. 61-4. 3 diagrams
A prolific inventor. 63. illustration
A.W. Richardson, died in his 71st year. He was born in Norfolk, Virginia, but moved to England joining Crossley Brothers of Manchester, but eventually set up his own business at Skew Bridge Works, Patricroft where he developed steam cars and electric power equipment. Illustration of steam road locomotive.
Rules for drivers and firemen. 64-5.
New locomotives of the Paris, Lyons and Mediterranean Ry. 65-6. 2
illustrations, 2 diagrams (side elevations).
4-6-0 four-cylinder compound locomotive, No. 2541 including diagram; 2-8-0 four-cylinder compouud goods locomotive No. 4402 including diagram.
A large colliery tank locomotive. 67. illustration
Nasmyth Wilson outside cylinder 0-8-0T for Astley & Tyldesley Collieries Co.
Locomotive Engineers' Loose Leaf Note Book, 68.
New block trains for the Brussels-Antwerp service, Belgian State Rys. 69. illustration
Number 224 (15 April 1911)
Railway notes. 71
Great Central Railway 4-6-2 superheater tank locomotive, No. 165. 73. illus.
New Swiss tunnel. 74. map
Map of the Lotschberg Tunnel
The locomotives of the Great Eastern Railway. 75-6.
Six-coupled saddle tank No. 203 and four coupled side tanks Nos. 810 and 802.
The late Lord Airedale
Narrow gauge locomotive for the Kimberley Mines. 77. 4 diagrams
4-4-0 superheater locomotive, Holland Ry.. 78. illustration
Rules for drivers and firemen. 78-80.
4-4-2 locomotive, Sudan Government Rys. 80. illustration
No. 110 Sirdar supplied Robert Stephenson & Co.
New locomotives, Glasgow & South Western Ry. 81 + plate on facing page.
Illustrated: 4-6-0 express locomotive No. 126 (on Plate); also 0-6-0 freight locomotive No. 48.
A tyre heater. 81. diagram
The Darjeeling Himalayan Ry. 82-6. 7 illustrations, diagram (side elevation)
An automatic feedwater regulator. 86. illus.
Manning Thermo-Feed Water Regulator
Belgian State Railways, 8-coupled tank locomotive. 86.
Brussels-Antwerp block trains Belgian State Railways. 89.
Asbestos for locomotive boiler coverings. 90-1.
"Pluto" brand mattresses
Sectional elevation of London & South Western Ry 4-6-0 express engine.
plate fp. 91 (folding diagr.)
Eastleigh Locomotive Works, L. & S. W. Ry. 92-3. 3 diagrs.
Hartness turret lathe.
Number 225 (15 May 1911)
A Duke as engine driver. 95. illustration
In our issue of 15 January 1909, we were able, by the courtesy of His Majesty, to give an illustration of the King of Bulgaria standing on the footplate of an express locomotive of the State Rys. of Bulgaria, one of his hobbies being engine driving. On this page is what may be called a companion picture to that already referred to. The engine driver who is looking over the side of the engine, in this instance is not Royal, but he was the driver of a Royal train, and is no less a personage . than the Duke of Saragossa, a grandee of Spain and a lineal descendant of Palafox, the famous defender of Saragossa during its two sieges by four French marshals in 1808 and 1809. On Wednesday, 19 April H.M. King Alfonso of Spain returned to Madrid by the Sud Express from San Sebastian. The train started from San Sebastian two hours behind time, but the engine driver, the Duke of Saragossa, brought it into Madrid according to schedule.
The engine, No. 812, here shown, is one of the fine 4-6-0 compound express engines of the Madrid-Saragossa Ry. The Duke, it may be remarked, is a subscriber to The Locomotive Magazine of long standing, and has frequently contributed to our columns.
London & North Western Ry. 95-6
The numbers of E. Nettlefold and P.H. Chambres, George the Fifth class, were 228 and 445, not as printed in the February issue. A new series of 4-6-2 tank engines with Schmidt superheaters and Wakefield lubricators had been put in hand at Crewe. The first five to bear Nos. 632, 1186, 1416, 1533 and 1638. The engines which previously bore these numbers had, with the exception of Nos. 1416 and 1533, been broken up. No. 632 was a 6-ft. 2-4-0 passenger engine named Ostrich; No. 1186 was a 4-ft. 3-in. standard coal engine; whilst No. 1638 was a special Dx goods. The two not broken up, Nos. 1416 and 1533 Dx goods, had been renumbered 3124 and 3127 respectively.
The Alfred the Great compounds Nos. 1945, 1956, 1965 and 1967 had their h.p. cylinders increased to 16-in, diameter, thus making them uniform with the rest of the type.
No. 1271 four-cylinder compound mineral engine had been converted to simple. Nos. 384 and 839 4-ft. 6-in. 2-4-2 tanks had been fitted for working motor trains. A further two Metropolitan tank engines, Nos. 3072 and 3095, had been withdrawn, leaving only one, No. 3036, in service.
The model of Stephenson's Rocket, chiefly of wood, being put together at Crewe, as mentioned in our last issue, is practically new and will replace one destroyed by fire at the Brussels Exhibition last year. This is the third of its kind to be constructed, the first one, curiously enough, being also destroyed by fire, at Crewe, some twenty years ago. The Coronation engine (4-4-0 George the Fifth class) was well in hand. It would have driving wheel splashers similar to those of the Precursor type. The engine will be painted in special colours, and the boiler will be furnished with brass bands. [KPJ did this happen?]
Great Eastern Ry. 96-7
The new Southend service, commenced on 1 May introduced an entirely new series of ten daily express trains. Several of the trains had an unusually fast start to stop booking, Shenfield to Prittlewell 205/8 miles in 24 minutes = 51.56 miles per hour. The fastest train each way, 09.I7 up from Southend, and the 17.03 down from Liverpool Street, take 58 minutes, but there is only one at this speed each way, and these run non-stop between London and Prittlewell. Several of the 1800 class have been stationed at Southend to work the trains.
A new dining car express London to Norwich vza Cambridge now leaves at 18.37. We illustrate herewith by the courtesy of S.J. Holden, a new tank locomotive recently built at Stratford. It is of the 2-4-2 class, but differs from earlier engines of this tpye in the shape of the cab and chimney, and the boiler is built to stand a maximum working pressure of 200 psi. The leading dimensions were: cylinders 17½-in. by 24-in.; diameter of leading and trailing wheels 3-ft. 9-in., and of coupled wheels 5-ft. 4-in.; total wheelbase 23-ft.: total heating surface 1,054.1 ft2., of which the firebox contributed 98-4 ft2.; grate area 15.43 ft2; total weight in working order 51 tons 10 cwt. 3 qrs.
Our contemporary, the Great Eastern Railway Magazine, amongst other interesting matter, contains particulars of the new 4-6-0 express locomotive, No. 1,500, in course of construction at Stratford, together with a supplement consisting of an excellent perspective drawing, in wash, of the engine as it will appear when completed. Appended also are its leading dimensions as, follows :-cylinders 20-in. by 28-in.; diameter of bogie wheels 3-ft. 3-in., and of coupled wheels 6-ft. 6-in.; wheelbase: bogie 6-ft. 6in., coupled 14-ft., total 28-ft. 6-in.; working pressure 180 psi.; boiler: length of barrel 12-ft. 6-in., maximum internal dia.meter 5-£t., with a Belpaire firebox 8-ft. 6-in. long by 4-ft. 0½-in. wide at bottom and 5-ft. 33/8-in. at top. In general appearance No. 1500 wouldl resemble the 4-4-0 class.
Great Western Ry. 97
A new series of 2-8-0 mineral engines was in course of delivery from Swindon, of which Nos. 2831-3 were at work. They are of almost similar design to the 2801 class, but the boilers were fitted with the Swindon superheater (illustrated in our issue of 15 Nov.), and the tenders were of the new pattern with toolboxes facing towards the footplate. An innovation was being introduced on existing engines as they went into the shops in the direction of altering the position of the clack boxes. The delivery pipes were brought up round the boiler barrel and the clack boxes were on top of the barrel, in some instances on the safety valve casing, and in others between that fitting and the smokebox.
A new engine shed was in contemplation at Westbury (Wilts.), which would probably replace that at Trowbridge.
French State Railways. 97. illustration
By the courtesy of the builders, the North British Locomotive Co., Ltd., we are able to illustrate herewith one of the first shipment of five out of the 50 4-6-0 express locomotives now in course of construction and delivery to the French State (tormerly Western Ry.) system. It will be noted that these engines closely resemble the engines of the "Castle" class on the Highland Ry. Despite the facilities afforded by the fine installation of labour-saving machinery at the N. B. Company's works, the time allowance imposed in the contract for these engines has necessitated a considerable amount of overtime being worked at the Queen's Park, Hyde Park and Atlas Works respectively, in order to comply with the conditions laid down. No. 230-321 illustrated
London & South Western Ry. 97
The first of the five new four-cylinder' 4-6-0 passenger engines with 6-ft. 7-in. wheels had been completed. These engines differ from preceding engines of this class and of the smaller class illustrated in our March issue, in having all four cylinders in line across the engine, below the smokebox, and all driving on the front pair of coupled wheels. They will bear Nos. 443 to 447, and will be employed on the Waterloo-Bournemouth express services.
North Eastern Ry. 97
The 20 three-cylinder 4-4-2 express passenger engines now in order from the North British Locomotive Co., Ltd., of which 10 will be equipped with the Schmidt superheater, will have the following leading dimensions: cylinders (three high-pressure) 15½-in. by 26-in.; diameter of bogie wheels 3-ft. 7¼-in.,- coupled wheels 6-ft. l0-in. and trailing wheels 4-ft. The engines without superheaters will have a total heating surface of 2310 sq. ft., and the weight in working order will be 77 tons. The tenders will be of the standard type, containing 4125 gallons of water and 5 tons of coal, and weighing 45 tons.
The locomotives of the Great Eastern Railway. 99-100.
Four-coupled side tank No. 804 and front-coupled tender locomotive No. 807, and as rebuilt No. 0806.
Eastleigh Locomotive Works, L. & S. W. Ry. 100-1. 2 illustrations
Slotting machine, wheel lathe illustrated. Mallet compounds for the Atchison, Topeka & Santa Fe Railway. 102-3. illus.
Shropshire & Montgomeryshire Light Ry. 104-6.
3 Illustrations, map.
Includes map and illus. of bridge over the Severn at Shrawardine; contractors' and inspection locomotive Gazelle (see also 19 page 160) and 0-6-0 locomotive, No.3 Hesperus with train.
A Ceylon railway relic. 107. 2 illustrations
Locomotive crank axles. 108-10. 4 diagrams
Oil engines for station lighting. 110,
Rebuilt tank locomotives, London, Brighton & South Coast Railway. 111-12.
0-4-2T D class tank locomotive (rebuilt), No. 79A illustrated.
An old long boiler goods engine, London & North Western Railway. 112.
Special train of Pope Pius IX. 113. illus.
Brussels-Antwerp block trains Belgian State Railways. 115
Internal combustion mine locomotive. 116. illus.
Number 226 (15 June 1911)
A contrast in L. & N. W. R. locomotives. 117; 120-1. 2
Replica of the Rocket and LNWR No. 2155 W.C. Brocklehurst side view and end view.
Paley, W.B. Stephenson Centenary of 1881. 121-2.
Illustrations include George Stephenson's birth place, High Street House, Wylam and LBSCR 2-2-2 6 ft.single express engine, No, 329 Stephenson.
North British Railway 4-4-0 bogie tank No. 103, "Montrose". 124. illus.
The locomotives of the Great Eastern Railway. 124-5.
Front-coupled tank locomotive No. 149 and as rebuilt No. 146.
New Locomotives for the Burma Railways. 125.
Through the Malay States by rail. 127-8. illus.
Illustrations of 0-6-4T locomotive No. 83, 0-6-0T No.1, Locomotive shops at Kuala Lumpur, 4-6-2 locomotive, No. 79, and Penang-Singapore Express at Gemas and at Tank Road Station.
New Zealand Govemment Railways. 130-1. illus.
Rotorna Express at Newmarket Junction, 1st Class Observation Car. .
Kerosene locomotive for India. 131-2. 2 illus.
One photograph shows locomotive with side open.
How Indian princes travel. 132-4. illus.
Maharajah of Rewah: saloon carriage; private carriage and staff carriage.
Some "Old Timers", Great Southern of India Railway. 133.
Oude & Rohilkund Railway new passenger stock. 135. illus.
Intermediate class carriage.
Locomotive Engineers' Loose Leaf Note Book 136.
Rail motor coach, Cambrian Railways. 136.
The Railophone. 138. illus.
Stratford-on-Avon & Midland Juuction Railway.
Eastleigh Locomotive Works, L. & S. W. Ry. 139.
General milling machine; turning, facing, boring and screw cutting lathe.
Setting locomotive cylinders. 140. diagr.
The Geyserland Express, New Zealand Railways. 140.
Great Central Railway New through service train. 142. illus.
Number 227 (15 July 1911)
Railway notes. 145
London, Tilbury &. Sonthend Ry. 145. illustration.,
4-4-2 locomotive No. 80 Thundersley decorated for the Coronation. Courtesy of R.H. Whitelegg, chief' of the locomotive department of the railway, an illustration of the 4-4-2 passenger tank locomotive Thundersley, decorated in honour of the Coronation of King George V. A similar engine, Kentish Town was decorated on the occasion of the late King's Coronation, and was illustrated in our issue of August, 1902. The general scheme of decoration on these two occasions was similar, and can be seen from the illustration here given. No. 80 is painted the railway company's standard green, the painting and varnishing having been given an "exhibition" finish, the tank sides and bunker being lined out with gold, relieved by a blue edging, and decorated gold corners. The frames are done in crimson lake. The chimney cap and safety valve column are nickel-plated, and the lagging bands are of polished brass with bright steel edges. The cylinder casings are of planished steel decorated with a raised bright steel moulding with the Royal Coat of Arms in relief. The tyres, draw gear and side chains are finished bright, and the splashers of the bogie and trailing wheels are outlined with brass bead-ing, as also the brake hangers, which were polished. On the bogie platform, between the life-size busts of King George and Queen Mary, was a small fountain worked automatically by water from the side tanks. Other details included an aluminium rail and Royal Coat of Arms over each side tank. On Coronation Day, No. 80 worked the 12.15 from Fenchurch Street, and the 15.45 from Shoeburyness, and on the following day ran the Orient Line Special from St. Pancras to Tilbury. It is interesting to recollect that No. 80, which was then named Southend-on-Sea, was shown at the Imperial International Exhibition in 1909, and was awarded a Gold Medal. When shown at the White City it was painted lavender colour.
Great Western Ry. 145-6
Three engines, Nos. 4301-4303, of a new class are now at work. They are of the 2-6-0 tender type, with 5-ft. 8-in. coupled wheels; the boilers are of the standard tapered pattern with Belpaire fireboxes, built for a pressure of 200 psi and fitted with the Swindon superheaters; the clackboxes are in the safety valve casings, as is now the practice on the G.W.R., and these engines are supplied with triple sightfeed lubricators of the standard adopted by the railway. The new pattern of tender, with a capacity of 3500 gallons, is provided. All the large coupled passenger engines and a number of the 2-8-0 mineral engines have been supplied with the new arrangement of clackboxes on the safety valve casing. Nos. 2833 and 2834 are the latest 2-8-0 mineral engines built at Swindon.
Some of the 7-ft. 8½-in. bogie singles had recently been rebuilt with new boilers; a Belpaire firebox is provided, and a steam dome on the second ring of the barrel. The old pattern of chimney is retained.
Gothard Ry. 146. illustration
The visit of the Institution of Mechanical Engineers to Switzerland during summer 1911 was marked by illustration of one of the latest four-cylinder compound 4-6-0 express locomotives built for the Gothard line by the Swiss Locomotive Works of Winterthur. No. 938 had the following leading dimensions: cylinders: high pressure 15½ by 25¼-in ; low pressure, 25-in. by 25¼4-in.; diameter of coupled wheels 5-ft. 33/8-in. ; working pressure of boiler 220 psi.; heating surface, firebox 165.77 ft2., tubes 1864.38ft2., superheater 510.23, total 2540.38 ft2.; grate area 35.95 ft2..
London & North Western Ry. 146
The remaining two 4-4-0 passenger engines of the Hound series are now complete, and bore Nos. 1792 Staghound and 2495 Bassethound. The number of Elkhound is 1706, not as printed in last month's Locomotive. The next series of 4-4-0 passenger engines, of which the Coronation engine is one, will be known as the British Empire series. Following Coronation, the next seven bore Nos. 502 British Empire, 868 India, 882 Canada 1218 Australia, 2081 New Zealand, 2212 South Africa and 2291 Gibraltar. Unlike the first engine of the series, likewise the Hounds, the remainingnine engines are provided with coupled wheels having balance weights and bosses of the ordinary type. All these engines are fitted with superheaters. In consequence of the new engine being named Australia, the four-cylinder compound No. 1947 has been renamed Zillah. A further twenty 4-4-0 passenger engines are to be built. No. 898, four-cylinder compound mineral engine, has been converted to simple with 20½-in. cylinders and large boiler. The old single-wheeler Cornwall, which has recently been under repair at Crewe, was attached to Mr. Cooke's private saloon, in place of the Locomotion, which had been withdrawn, but not scrapped. The Cornwall, bears its old No. 3020 again. The newer Cornwall No. 1363 (4-4-0) now bears the name Brindley. Two engines each, of the Precursor and Experiment classes, are being fitted with the Wakefield mechanical lubricator, but they are not equipped with superheaters. Thirty 8-coupled mineral engines are now in course of construction, which will be fitted with Schmidt superheaters. It now appears that No. 1800, the Coronation engine, illuotrated elsewhere in this issue, will not bear the name Prince of Wales when put into regular service. That name will be given to the first of a new series of 4-6-0 engines which will be known as the Prince class.
Midland & South Western Junction Ry. 146
Five new 4-4-0 passenger engines are in course of construction, similar to those referred to in our issue of March 15th, 1910, as then being built by the North British Locomotive Co., Ltd. These later engines will be supplied with superheaters.
Lancashire & Yorkshire Ry. 147. illustration,
diagram (side elevation)
By the courtesy of George Hughes, the chief mechanical engineer, we reproduce herewith a photograph (No. 67) and dimensioned diagram of a new class of 0-8-0 mineral engines recently built at Horwich. Hughes adapted the type of boiler built for his large 4-6-0 four-cylinder express engines to the mineral locomotive (frames, wheels, etc.), designed by J.A.F. Aspinall some years ago. The leading dimensions are given on the diagram, from which can be seen that this engine has 417 ft more heating surface and 13 tons more adhesion weight than the original design. The running numbers of the 20 engines comprised in this new class were given on p. 28 of our February issue.
Shropshire & Montgomeryshire Light Ry. 147.
Since the publication of our description of this line in the June issue, the small 0-6-0 saddle tank locomotive, No. 1., of the Stratford & Mid-land Junction Ry. had been acquired by purchase.
London, Brighton & South Coast Ry. 147
Of the two petrol-driven rail motors which formerly worked on the local service between Brighton Central and Kemp Town, one is now employed as an inspection car for the locomotive department at Brighton, and the other is equipped as a break-down car for the overhead gear on the electrified South London and Crystal Palace lines.
Great Southern & Western Ry. 147
On the retirement of Robert Coey, R.E.L. Maunsell, the works manager, had been appointed locomotive engineer of this railway. Maunsell served his apprenticeship at Inchicore under H.A. Ivatt, and after a wide experience on the Lancashire and Yorkshire and East Indian Rys, returned in 1896 to the G.S. & W.Ry. as works manager. He was therefore intimately acquainted with' the requirements of the locomotive department of which he now takes chief control, and his appointment has, we believe, given great satisfaction to his staff, with whom he is deservedly popular.
The Late Mr. Harry Winby. 147-8
We regret to have to record the death of Mr. Harry Winby, whose connection with the L. & N.W.R., and Crewe Works in particular, dated back nearly half a century. Until he reached the age-limit necessitating retirement from active service, he was attached to the staff at the steam sheds, and his railway experience covered the wide period from the days of Trevithick and Ramsbottom until the latter part of Mr. Webb's reign at Crewe, during which great changes took place in locomotive practice and in the conduct of the L. & N.W. Ry. Works.
The Institution of Locomotive Engineers. 148
Members of this Institution are reminded of the forthcoming visit to the locomotive works of the Great Eastern Ry. at Stratford on Thursday, the 10 July. The train leaves Platform No. 13, Liverpool Street Terminus, at 1.52 p.m.
A summer visit to the locomotive centres of Belgium is being arranged, the general particulars of which are as follows: Leave London on Friday evening, 28 July for Ostend; thence visit the locomotive depot at Ghent on the following day. On Monday, 31 July leave Brussels for Luxemburg, to visit the depots of the Alsace State Rys. On 1 August a visit is planned to the depot at Jemelle, and on the next day similar visits are arranged for to the works of the Belgian State Rys. at Namur and the works of the German State Rys. at Aix-la-Chapelle. 3 August is booked for visits to the Belgian State Rys. depot at Liege, and the works of the Leonard Company. Friday, 4 August would be devoted to a visit to the Charleroi Exhibition, and Saturday to a visit to the Brussels locomotive depot, returning to London on Saturday night.
Aeroplane race special train. 148
On 28 June 1911 the Northern Ry. of France ran a special train from Paris to Liege for the use of sportsmen desirous of following some part of the European Aviation Circuit, the route of which was, Paris, Liege, Utrecht, Brussels, London, and back to Paris. The train was composed of two dining cars of 35 tons each, and three first class bogie carriages of 40 tons each, making a total load of approximately 200 tons, no luggage being conveyed. The engine was of the Atlantic type which has been working such smart services during the last few years. To enable passengers to witness the arrival of some at least of the flying machines at Liege, despite their great speed,, the train had to be scheduled at a high velocity. It was timed to start from Paris (Nord) at 09.25 and was due to reach the first stopping place, St. Quentin (95 miles) at 10.59; but the train started 2 minutes late and yet reached St. Quentin on time, the average speed being over 61 miles per hour. From St. Quentin to Jeumont, on the Belgian frontier, the train averaged 58 miles per hour. This was, we believe, the first express train run on the Continent for the purpose of following an aeroplane race.
Rhymney Ry. 148. illustration
Indebted to C.T.H. Riches, the locomotive, carriage and wagon superintendent, for the accompanying illustration showing No. 5, a 0-6-2 passenger tank engine of class P, after undergoing sundry alterations in the shops. Amongst the changes effected are the removal of the leading under-hung springs, which are now placed above the footplate ; new splashers have been fitted to the leading wheels, finished with brass semi-circles, and the leading sandboxes are now placed below the footplate instead of above as formerly; the chimney is provided with a brass cap. The enhanced smartness of appearance due to these changes is still further increased by the engine being newly painted, with the new standard Rhymney Ry.'s lettering and numbering on the side tanks ; the letters are 12-in. high and the figures 8-in.
Mawddwy Ry. 148
Re. article on this line in February issue, p. 38, it appears that the engines Mawddwy and Disraeli are not broken up, but are on the contrary to be repaired for the purpose of working the traffic when the reconstruction of the line is completed.
Class room for railway men at Bradford. 149-50. 2 illustrations
Mutual Improvement Class for Great Northern Railway footplate staff based at locomotive shed. The meeting was chaired by Driver R. Hill. H.A. Ivatt. Wigram (a director), Webster, Groom (district superintendent at Bradford), Laverick (district superintendent at Colwick) and Smith from Hunslet Engineering were present
4-6-2 four-cylinder locomotive, Italian State Rys 150. 2
No. 69, 001; boiler illustrated.
Heavy Fairlie locomotive, Mexican Ry. 151. illustration, diagram (side
0-6-6-0T No. 184.
Burry Port & Gwendraeth Valley Railway, six-coupled locomotive.
No. 10: probably supplied Hudswell Clarke.
Making a locomotive quadrant link. 152-4. diagram
Six-coupled tank locomotive, Furness Railway. 154. illustration
0-6-0T No. 24 illustrated.
4-6-4 compound locomotive, Northern
Ry of France. 155. illustration, diagram
No. 3,1101 illustrated and diagram of arrangement of low-pressure cylinders.
New suburban rolling stock. Victorian Railways. 155-7. 5
Illustrations of 4-6-2T locomotive, No. 702, D.D.E. class; 4-6-2T with train; 1st class suburban car with sliding doors, interiors of 1st and 2nd class suburban cars (coaches).
Locomotive Engineers' Loose Leaf Note Book. 157.
The "Coronation" engine, L. & N. W. R. 159. illustration
No. 5000 Coronation
New locomotive types, Austrian State Rys. 160-1.
2 illustrations, 2 diagrams (side elevations)
2-6-4 and 2-12-0 four-cylinder compounds designed by Golsdorf: the 2-12-0 was designed for passenger services over severe (1 in 35) gradients
Paley, W.B. Stephenson Centenary of 1881. 161-2. 2 illustrations
North Eastern Railway Certificate of Award to Driver Wraith Brown and Fireman John George of No. 925 2-4-0 tender locomotive for the best decorated locomotive which participated in a commemorative run from Newcastle to Wylam and back and was exhibited at Forth Street on return. Also notes lecture at the Literary & Philosophical Society presented by J.A. Haswell of Gateshead on The Rocket.
Petrol rail tractor for rubber plantations. 163. 2 illustrations
Manufactured by McEwan, Pratt & Co. Ltd. of London and Wickford and intended for use on plantations: petrol driven (two-cylinder engine running on petrol or paraffin) and wagons
Remodelling old carriages. 164-5. illustration, 5 diagrams (including
side elevations and plans)
George Betts, Locomotive Engineer of the Stockholm Vasteras Bergslagens Railway in Sweden built a bogie carriage from two four-wheel cars, two old four-wheel coaches. A similar technique was applied to stock on the Cambrian Railways to produce a bogie coach for push & pull services between Wrexham and Ellesmere..
An old Canadian locomotive. 166. illustration
Albion supplied by Rayne & Burne of Newcastle to the Acadia Coal Co. of Nova Scotia.
Blanchard incandescent oil lamp. 168.
Number 228 (15 August 1911)
Great Western Ry. 169. illustration
Churchward 43XX 2-6-0: No. 4302 illustrated.
Great Eastern Ry. 169
Ten new 61 class 2-4-2T under construction to bear numbers 1-10. Ten further Y14 0-6-0 to be built at Stratford. 2-4-2T Nos. 103, 104 and 109 had been rebuilt with 180 psi boilers
North Eastern Ry. 170; 171. illustration, diagram (side elevation)
Raven three-cylinder 4-4-2 built North British Locomotive Co.: No. 709 illustrated
North British Ry. 172. illustration
4-4-2 express locomotive, No. 902 Highland Chief illustrated: builtv by Robert Stephenson & Co. of Darlington.
The locomotives of the Great Eastern Railway. 173-4. illustration,
4 diagrams (side elevations)
Six-coupled tank engine No. 548, type as rebuilt, No. 546; six-coupled goods, No. 552 and as rebuilt. Also portrait of Massey Bromley.
Superheater passenger locomotive. Great Northern Ry. 175. illustration,
diagram (side elevation)
Ivatt D1 class 4-4-0: No. 65 illustrated
Rivets, bolts and pins for locomotives. 176.
Types of rivet head illustrated.
New locomotives for the Port of London Authority. 179. illustration
0-6-0T No. 38 illustrated.
Colne Valley & Halstead Railway and its
locomotives. 180-2. 2 illustrations, 2 diagrams (side elevations),
Act of 30 June 1856: opened in stages. Extension from Halstead to Haverhill authorised 13 August 1859 (reached 10 May 1863). At time of article parts still laid with Vignoles rail. Two locomotives used by the contractor Munro were used initially: these were George England 0-6-0Ts Cam and Colne. After completion of the railoway they were used by the contractor on the Brightlingsea Railway and later still in County Clare, probably on the Athenry and Ennis line. They were replaced by an inside cylinder 2-4-0 from the Eastern Counties Railway (it had successively Nos. 140, 217 and 95): it was built by Kitson, Thompson & Hewitson WN 32/1845). The other was a 2-2-2T off the London Brighton & South Coast Railway where it has been No. 45 and built by Sharp Bros in 1849. It had been involved in an accident at Spa Road Junction on 10 October 1855, Driver C. Taunton was involved in the accident and went with the locomotive to Essex and died at Haverhill,
Great Northern Railway of Ireland, goods locomotive.
Charles Clifford designs built by Nasmyth, Wilson & Co. 0-6-0 Nos. 38 Kesh and 39 Beragh (latter illustrated)
How to treat big-ends. 183-4.
The Walschaerts valve gear. 184-5. illustration, 2 diagrams.
Model and detailed diagram
4-4-2 locomotive, Rhyl Miniature Railway. 186. illustration
Little giant type built Bassett-Lowke to Henry Greenly design; named Prince of Wales and painted Caledonian blue..
Locomotive Engineers' Loose Leaf Note Book. 186-7.
The Turbine spanner. 187. illustration
Instruction model, G.N.R.. 188. 2 illustrations
Ivatt conversion of Stirling 0-6-0ST into full size model of inside motion for use in mutual improvement classes
New trains for locsal services, Midland Ry. 189. illustration
50ft long coaches on steel underframes with gas lighting formed into seven coach sets.
Number 229 (15 September 1911)
Railway notes. 191
South Western & Midland Ry. Joint Line. 192. illustration
M.F. Ryan, Locomotive Superintendent sent photograph and details of rebuilt 4-4-0 No. 68 for the Somerset & Dorset Joint Railway.
Prussian State Railways passenger locomotives. 193. illus., diagr.
4-6-0 four-cylinder superheater express locomotive, No. 1001, including diagram.
0-6-2 mineral tank locomotive, Rhymney Ry. 195. illustration
No. 10 as rebuilt.
Locomotive Engineers' Loose Leaf Note Book 195
The Colne Valley & Halstead Railway and its locomotives. 196-9. 4 illustrations
Bulgarian State Railways, 2-8-0 mineral locomotives. 199.
Eastleigh Locomotive Works, L. & S. W. Ry. 200-1.
Pillar milling machines: hand feed and automatic feed; horizontal milling machine.
Some famous heavy grades. 202-5. 6 illustrations
Canadian Pacific Railway spiral tunnels near Field and 0-6-6-0 Mallet compound No. 1950; Gothard Railway Goschenen Viaduct; Great Indian Peninsular Railway ascending the Ghauts, New South Wales Government Railways express train on the new line between Sydney and Bendigo, New Zealand Govemment Railways ascending the spiral main trunk line .
Observation car, L. & N. W. R. 205. illustration
With plate glass windows for services between Llandudno, Bettws-y-Coed and Festiniog.
Train destination indicator. 205. illustration
For carriages on Great Central Railway through services (Bournemouth shown in photograph)
Expansion brackets. 206-7. 2 diagrams.
Unusual method of fitting to boiler.
A visit to Belgium. 207-9. 2 illustrations
By Institution of Locomotive Engineers
The cooling and ventilation of dining cars, Egyptian State Rys. 210.
Extra insulation plus ice-cooled air blown into International Sleeping Car vehicles on Cairo to Luxor expresses.
The "Night Mail" electric light fitting. 212.
Number 230 (14 October 1911)
Railway notes. 213
Great Northern Ry. 213. illustration.
4-4-2, former four-cylinder compound, No. 271 rebuilt as inside-cylinder two cylinder (18½ x 26in) simple
London, Tilbury & Southend Ry. 214
No. 48 Little Ilford rebuilt similar to Nos. 37-47. No. 42 Commercial Road renamed East Horndon.
London, Brighton and South Coast Ry. 215. illustration.
Rebuilt 0-6-0T locomotive, No. 89 and 0-6-2T No, 407.
Colne Valley & Halstead Ry. 215-16.
Schulz, G.C. The 3-cylinder compound locomotives of the N.E., Midland
and G.C, Rys. 217-19. illustration, 3 diagrams.
NER 4-4-0 three-cylinder componnd express locomotive No. 1619 illustrated.
4-4-2 passenger locomotive, Prussian State Railways. 219. illustration.
4-4-2 four-cylinder compound locomotive, No. 607.
Colne Valley & Halstead Railway and its locomotives. 220-2. 4 illustrations.
New Pennsylvania Railroad locomotives. 222-3. illustration, 2 diagrams (side
4-6-2 express locomotive, No. 150, K2 Class Pacific including diagram ; also diagram of 4-4-2 E6 Atlantic.
Locomotive springs. 223-6. 9 diagrams.
2-8-0 goods locomotive, Hedjaz Ry. 226. illustration
New tank engines for the Shropshire and Montgumeryshire Ry. 227.
0-6-2 tank locomotive No.5 Pyramus.
Graphite as a lubricant. 227-8. diagrs.
Apparatus for inside cylinders and valves and method for supplying outside cylinders.
Withrawing a crosshead. 229.
Four-coupled tank locomotive, Weston, Clevedon & Portishead Ry. 230.
2-4-0T: formerly No. 1384, G.W.R.).
Bahnbedarf rail motor cars. 230. 3 illustrations
A new locomotive cab for Canadian Pacific Railway. 232.
Some famous heavy grades. 232.
Number 230 (15 November 1911)
Railway notes. 233
Glasgow & South Western Ry. 235. illustration.
Illustrated: superheated 4-6-0 express locomotive No. 128
Caledonian Ry, 236. illustration
Award of MVO to J.F. McIntosh made by King George V at Perth station on 9 October 1911 whilst Royal Train was en route from Balmoral to London.
Changes in the Locomotive Department, Great Northern Railway.
See also Volume 19 p. 162
New 4-4-2 express locomotive, London, Brighton & South Coast Railway.
4-4-2 Superheater Express Locomotive, No. 421.
Eastleigh Locomotive Works, L. & S. W. Ry. 239.
Exterior and interior of running shed.
Schulz, G.C. Three-cylinder compound locomotives of the N.E., Midland and G.C, Rys. 240.
The last of the broad gauge in Canada. 242.
North Eastern Railway three-cylinder 4-4-2 locomotives, 243.illus.
No. 717 illustrated.
Spring gear for locomotives. 244-6. 5 diagr.
Italian State Railways locomotives at the Turin Exhibition. 246. 2 illus.
2-8-0 express locomotive No. 74,001 and 2-6-0 expresss locomotive No. 62,530 illustrated.
A new feed-water heater. 247. illus.
The mechanical wood-worker, 248. illus.
Some notes on the Stratford-on-Avon & Midland Junction
Railway. 249-51. illus.
Map of the line, first train at Kineton station hauled by Manning Wardle 0-6-0ST (1 June 1871), Goldieote cutting, L. & Y. tank locomotive, No, 517A, formerly No. 4, E. & W. Junction Railway, Fairlie locomotive, No.1 (built Yorkshire Engine Co. for Mexico), E. & W. Junction Railway.
Prussian State Railways corridor mail van. 252. illus.
South Eastern & Chathain.Railway, self discharging hopper ballast wagon. 253. illus.
Waterman Fountain Pen. 254. illus.
Number 231 (15 December 1911)
Railway notes. 255
Great Western Ry. 255. illustration
The accompanying illustration shows one of the two-cylinder 4-6-0 express locomotives, of which ten have recently been completed. Theybear the following numbers and names: 2931 Arlington Court, 2932 Ashton Court, 2933 Bibury Court, 2934 Butleigh Court (illustrated), 2935 Caynham Court, 2936 Cefntilla Court, 2937 Clevedon Court, 2938 Corsham Court, 2939 Croome Court, and 2940 Dorney Court. These engines were Saint class, with cylinders 18½-in. in diameter by 30-in. stroke, with 6-ft. 8½-in. coupled wheels; they were fitted with Swindon superheaters, and the top feed now adopted as standard on G.W.R. locomotives.
Engines coming out of the Swindon shops no longer bore the works' number plates. The motor engines Nos. 533 and 2120, which were rebuilt with carriage body coverings, had now had these removed.
London & North-Western Ry. 255
Ten new Prince of Wales class, 4-6-0 express engines with 20½-in. by 26-in. cylinders, and fitted with superheaters, were now out and bore the following numbers and names-: 819 Prince of Wales, 1388 Andromeda, 1452 Bonaventure, 1454 Coquette, 1537 Enchantress, 1691 Pathfinder, 1704 Conquerer, 172.1 Defiance, 2021 Wolverine, and 2359 Hermione. Some replaced engines of the DX class which had been transferred to the 3000 list The first of the new 0-8-2 type of shunting tank engines was completed and bearing No. 1185. It has 20½-in. by 26i-in. cylinders, 4-ft. 3-in. coupled and 3-ft. 9-in. trailing wheels, and was generally on the lines of the 0-8-0 mineral engines, with Precursor boiler. These engines were intended for use where two engines were employed, one of the new type being sufficient.
In addition to the 30 0-8-0 mineral engines. there were ten four-cylinder 4-6-0 express engines on order at Crewe. Both classes would be fitted with superheaters. The express engines will be enlarged Experiments with 6-ft. 0-in. driving wheels.
Nos. 1826 and 1851, three-cylinder compound mineral engines, had been converted to simple. No. 1440, 4-ft. 6-in. 2-4-2 tank, had been fitted for motor service, while No. 2359 of the same type had recently been withdrawn from service.
Important electrification schemes were about to be undertaken with a view to fostering the suburban traffic as far as Watford, a leading consideration being the linking up of the main line at Queen's Park with the tube railways existing or to be constructed, so as to give through communication with all parts of London. The scheme also includes part of the North London Ry. and the lines to Kew Bridge and Earl's Court.
Great Central Ry. 256. illustration
The accompanying illustration, for which we are indebted to Mr. J. G. Robinson, the chief mechanical engineer, shows No. 966, the first of the new 2-8-0 mineral engines, of which twenty were in course of construction at the Gorton Works of the G.C.R. A dimensioned diagram was given on page 237 of our issue of November 15th, 1910, to which reference should be made.
The chiet differences between the engine as designed and as built refer to the wheelbase and the weight. As built, the total wheelbase of engine and tender was 51-ft. 2-in.; total length over buffers 61-ft. 7¼-in. ; total weight of engine alone 72 tons, of which 65 tons rested on the coupled wheels. Speaking generally, these engines were a development of the standard 0-8-0 mineral locomotive, fitted with a leading-truck and the Schmidt superheater. No. 966, here shown, replaced a single-framed goods locomotive designed and built by Charles Sacre, which was re-numbered to replace one of the 2-6-0 American-built engines on its removal from service after a collision at Brocklesby a few years ago.
No. 1l0, of the 4-4-0 class built by the Vulcan Foundry, Ltd., and re-built in 1907 with a larger boiler and balanced slide valves, was named King George V.
Nos. 689 (4-4-0), 600 (2-4-2 tank), 654 (0-6-0 goods) and 614 and 720 (0-6-2 tanks) had been re-built with standard boilers.
Great Northern Ry. 256
A pleasant ceremony took place on November 25th in the Drill Hall at Doncaster, when H.A. Ivatt, the late chief locomotive engineer of the G.N.R., was presented with his portrait by the officers and salaried staff who had worked under him during his fifteen years' rule at the Plant Works. Preceding the presentation was a dinner at which Mr. H. N. Gresley, the new chief locomotive engineer, presided, supported by Messrs. F. Wintour (works manager), F. J. Webster (outdoor superintendent), H. Culpin (locomotive accountant), and others of the staff; and the portrait, which is an excellent likeness executed by Mr. Lance Calkin, was presented to Mr. Ivatt during the course of a smoking concert.
London & South Western Ry.
Ten of the new standard 0-4-4 side tank engines illustrated in our September issue are now completed and bear Nos. 125-129, 131, 328, 479-481. The older engines bearing these numbers have been transferred to the dnplicate stock.
Five new four-cylinder 4-6-0 express engines were in course of construction, to bear Nos. 458 and 460-463.
The Pullman cars on the Bournemouth trains would be withdrawn at the end of this year.
North Staffordshire Railway 4-4-2 tank locomotive, No. 8. 257. illus., diagr.
Annual Re-union and Dinner Great Eastern Railway. 257.
Southern Pacific Railway, model of Mallet compound, 258. illus.
2-8-2 tank locomotive, Mauritius Government Railways, 261.
2-8-2T No. 54.
The locomotives of the Great Eastern Railway. 261-2.
Continued in Volume 18 page 9.
4-6-4 four-cylinder compound express locomotive, Northern Ry. of France. 262. illustration
Relationship between the wheelbase of a locomotive and curves. 263-4. 4 diagrams.
Motor locomotive for a light railway. 264-5. 2 illustrations
The Departmental locomotives of the L. & N. W. Ry. 265-7.
2 illustrations, table
Illustrations: Cornwall attached to Chief Mechanical Engineer's private coach and 2-2-2 Canning when attached to Engineer's Department at Lancaster. Table lists them all: Engineer's Department and those at Wolverton Carriage Works, Crewe Carriage Works and Earlstown Wagon Works
Some notes on the Stratford-on-Avon and Midland Junction Ry. Formerly
East & West Junction Ry,). 267-9. 3 illustrations, diagram (side
Illustrations: 0-6-0 locomotive, No. 03 (rebuilt), 2-4-0 side tank, No. 5 (rebuilt), 2-4-0 Hope," E. & W. Junction Railway, old 1st class carriagc.
Schulz, G.C. Three-cylinder compound loeomotives of
the N.E., Midland and G.C, Rys. 269-70.
Continued in Volume 18 page 11.
Injector repairs. 270-1. 6 diagrams
A convenient breakdown outfit. 271-2. 6 diagrams
For handling derailments
Fitting Ramsbottom safety valves. 272-3. 5 diagrams.
Fitting Ramsbottom type.
The Sud Express, Northern Ry of Spain. Duke of Zaragoza. 273
Includes gradient profile of line between Irun and Madrid and table
I am very glad to see the photograph of the 'Compound four-cylinder locomotive, No. 8 I 2, belonging to the M. Z. A. Ry., and I hope very soon to be able to send you a photo of the latest simple expansion ten- wheel express type, fitted with the Schmidt superheater, the difficulties to be overcome in running high speed trains on this route and keeping time, I enclose a" profile sketch of the line between Irun and Madnd, with the differences of level of the principal stations and their distance apart. The steepest gradient is between Villalla and the Canada summit, 1358 metres above sea level. I would like to say that your well known Magazine is extraordinarily interesting and useful to me, and I consider it the best of all the railway reviews.- With salutations, yours truly,
of the Northern Ry. of Spain, on which I very often act as d river.
One noteworthy trip I made was on April joth last, with the Sud Express, with a load of 250 tons behind the tender. The fastest time was made between Miranda and Valiadolid, a distance of 210 krn., for the train arrived at Miranda 4-S min. late, yet I was able to arrive at Valladolid on time. The average speed marked in the travel book is 65 km. per hour, ann I was obliged to run at the maximum of 90 in order to make this performance. The Sud Express, No. 8 (up train) between Irun and Madrid is booked as follows (giving only the stations where the train stops) :-
the buckle. Whether of a single or double lug type of hoop, they are much too costly to be knocked off and on in this manlier, seeing the majority of locomotive buckles are machined before they are placed in position on the springs. The back or main plate shown is of the type largely used abroad for wagon bearing springs, and I am sorry the writer did not mention the English practice, with solid backs drilled, and the different provisions to be made for hanging the springs, in some cases by reducing the width of the ends or slotting the centres. The Continental section shown with V ribs and grooves I do not remember, but have made many with half-round ribs to a radius of 3 mm. to work in grooves of 3t or 4 mm. May I ask what is the best coating to apply to spring plates before the spring is hooked e Different engineers specify boiled oil, red lead, oxide, etc., for lubricating the plates and keeping rust at bay, but there must be one which is best. F. W. Wehster.
Engine and wagon springs. W. Sutcliffe. 274
I read the interesting article on the above subject in your issue of October 14-th, but to me, as a learner, it seemed that the writer stopped short at a most important point. I want to know how to get the proper temper for wagon side bearing and buffer springs, and this the expert writer omitted to refer to. H you could deal with the subject of tempering springs in some future issue, it would be of great value to myself and a number of your readers
THE "LOCO~fOTION," L. & N. W. R. To the Editor of" The Locomotive Magaz'-ne."
"CADMUS."-It is with great reluctance that I enter the controversy respecting
the L. & N. W. engine ,. Loco- motion," as I know that it is hopeless
to expect certain " authorities" to admit any possibility of error in their
records; but at the same time no amount of discussion will alter facts which
have been verified scores of times from the locomotives and from the Company's
lists. The history of the various L. & N. W. engines which have been
numbered 135 is given here in order that it may be at the disposal of those
who wish for accuracy. The first engine to bear the number 135 on the L.
& N. W. R. (Northern Division) was the" Bat" from the Liverpool and
Manchester Ry., a goods engine which was built in 1842, and was replaced
in 1852 by a "Crewe" type 6-ft. single passenger engine, the Works number
being 220 and running number 135, name " Bat." .
This engine was not sold to the L. & C. R., but in 186 I it and ten other engines were reserved for depart- mental work, and were all replaced in the capital list, the new 135, also named "Bat," being a DX goods engine, Works number 523. - The 6-ft. single" Bat" was allotted to work the Chief Mechanical Eng-ineer's carriage, and it was afterwards named "Locomotion" by Mr. Webb, being No. 1867 in the list of duplicate engines. In February, 1887, it was further renumbered . 3082, which number it retained in the list until June, 191 I, when it was transferred to ,. Engineer, South Wales," the old 8-ft. 6-in. "Cornwall" taking up the Chief Mechanical Engineer's work.
The DX 135 "Bat " had its name removed when the other DX goods names were taken away in 1864; in July, 1887, it was renumbered 1856; in November. 1898, again renumbered to 3322, and in March, 1901. it was broken up.
The present 135 replaced the DX goods in July, 1887. It is one of theo-c-z side tank coal engines, the Works number is 2958, and date built May, 1887.
The old tank locomotive" Aerolite. C. Hylton Stewart.
To the Editor of" The Locomotiue Magazine." DEAR SrR,-Wilh reference to the article in this month's Magazine on the old tank engine" Aerolite," there is at present running on the-N. E. R. a 2-2-4 tank engine "Aerolite," No. 66. On her number-plate is written, "Kitson, Thompson and H ewitson, Leeds. No. 281- J 851. Rebuilt Gateshead Works." Mr. Macl.ean, in his" History of the N. E. R. Loco- motives," says, referring to the original "Aerolite," " After being rebuilt about the year I 860, the' Aerolite > was stationed on the Southern division of the N. K R. for working the officer's saloon, and was replaced in J 886 by the locomotive superintendent's fine little compound "single" bogie tank engine, part of this engine, we believe, being used in its construction." Mr. McLean does not mention that the present engine bears the date and makers' number of the original one, but he does say that the running- number was 66, the same as that of the present eng:ne.
Frank S. Hennell.
DEAR .3IR,-It may interest some of your readers to know that when I was on the North Eastern Railway in 1867 this engine was stationed at Gateshead and was used with one small coach to convey Mr. Edward Fletcher, the locomotive superintendent, to any part of the railway he wished to visit. The driver's name was El1iott. The illustration on page Z 16 is a very good representation of the engine as it was at that period with the exceptions that the chimney had a wider bell mouth at the top and there was a weather board on the back part of the firebox shel1. z nd November, 1911.
The Institution Of Locomotive Engineers.
-A Paper on " Boiler Shop Equipment and Management," by Mr. W. J. Bennett, Boiler Dept., L. B. S. C. Ry. will be read at St. Bride Institute, Bride Lane, KC., on Saturday, Dec. joth, at 6,45 p.m. M r. Charles A. Suffield will occupy the chair. Visitors' tickets may be had on application to the Sec., Mr. G. F. Burtt, 46, Mailing Street, Lewes. The Annual General Meeting will be held on Saturday, Jan. 6th, at 6,30 p.m., at St. Bride Institute, when members are specially asked to attend. Printed copies of the Institution's Proceedings may be obtained on application to the Secretary as follows : "French Locomotive Practice," by J. P. ::vlaitland, and "Locomotive Fireboxes," bv H. M . Dearberg. Price I s. I d. each, post free. .
Improved smoke consuming fire-door, 275. diagram
Marcotty Tilting Fire Door
PROFILE OF L1NE BETWEEN IRUN AND MADRID, NORTHERN RY. OF SPAIN. After the valves and seatings have been
properly refitted, the engine must be tested in steam, and the blowing-off pressure carefully adjusted by means of the pressure gauges. As already mentioned, the adjustment is made by means of washers, until the valves blow off exactly at the required figure on the gauge. It should be carefully noted, in making the adjustment, that the safety clips are allowed to have perfectly free movement, and that the 'slotted hole in the lever permits of the valves lifting freely, otherwise there is a risk of the boiler carrying a pressure largely in excess of that at which it is intended to work. CORRESPONDENCE.
THE SUD EXPRESS, NORTHERN Rv. OF SPAIN.
To the Editor of" The Locomotive Magazine." Sm,- Madrid. DUKE OF ZARAGOZA. LOCOMOTIVE SPRINGS.
To the Editor of" The Locomotiue Magazine." DEAR SI~,-In reading the article on Locomotive Springs in your issue of October 14th, I notice the closing paragraphs indicate that the buckle is placed in position on the spring before testing, which I believe to be contrary to usual practice. Supposing for a moment the hoop was shrunk on as stated and after scragging or testing it was found that the spring required hardening or tempering or that for other causes it would be necessary to remove