Daniel Kinnear Clark

According to Marsahll Clark was born in Edinburgh (it is thus appropriuate that the magnificent Edinburgh Public Library holds at least one of his major works) on 17 July 1822 and died in London on 22 January 1896. Apprenticed to Thomas Edington & Son, Phoenix Ironworks in Glasgow. Worked for a time at Cowlairs on the Ediburgh & Glasgow Railway (see Ellis below) then set himself up as a consulting engineer in London before a brief period as Locomotive superintendent of the Great North of Scotland Railway. Author of the influential textbook Railway Machinery (1855), in which the importance of wide steam passages was stressed, Clark was also a specialist in the theory of balancing, and the rules he laid down were broadly observed by designers for many decades. He was also an innovator in coal burning (by using air vents into the firebox). The brief contentious period as Locomotive Superintendent of the Great North of Scotland Railway. is related by Jackson who tells the extraordinary story of the relationship between Clark and the Board of the GNoSR. Clark refused to work at Aberdeen, and even appears to have been reluctant to travel to Manchester to inspect locomotives under construction. Some 0-6-0s, intended for freight were altered to 2-4-0s without the Board's consent. Following his resignation in July 1855 (he had been appointed in October 1853) the GNSR Board appointed, J.F. Ruthven, the Works Manager at Kittybrewster in his place at the meagre salary of £160 p.a., but following a fierce row over repair costs in May 1857, he switched jobs with his successor William Cowan.

Ellis (North British Railway) noted that: "About this time, [presumably the early 1850s] Mr. Daniel Kinnear Clark was knocking about Cowlairs, rather at a loose end, out of a berth owing to the slump and not yet engaged as locomotive consultant to the Great North of Scotland Railway. In one of the 0-4-0 engines, that which Paton built in 1850, with outside inclined cylinders and large dome like the much heavier Hercules, he gave a trial to Ivison's patent coal-burning firebox. It was shallow, 7ft. long, and had a steam jet above the flame area. The notion was that the steam thus injected to the middle of the fire was reduced to its elements, and the resultant oxygen induced a bright flame and complete combustion. Whether the hydrogen, thus left at a loose end, was expected to blowout the tubes was not stated. Kinnear Clark was much engaged by this ingenious combination of applied chemistry and physics, and gave Ivison an awful "press" in the course of his literary work. But it gave him an idea, that of air-induction steam jets — practically the same thing — which he succeeded in getting adopted on the Great North of Scotland in 1859. Mr. Everard quotes ten engines as having been subjected to Kinnear Clark's experiments, including Orion and Sirius."

See Jackson, Backtrack, 12, 535.
Locomotive Carriage and Wagon Review, Dec. 1930.

The steam engine: a treatise on steam engines and boilers. 1890.
Ottley 2974 (even George Ottley does not quote the voluminous title in full, but he does note a second edition of 1891). Volume 2 has been inspected courtesy of what had been a copy in Crewe Public Library (now part of a County Library system). Pp. 455 et seq relate to steam locomotives and experiments performed thereon far earlier (1850) in Clark's career. He had subsequently studied several types of engine, including compound stationary engines. The locomotives forming the subject of Clark's tests are detailed in Table 97 (page 458) and partially reproduced below.

Some of these locomotives were assessed for wiredrawing (wire-drawing) in the cyclinders, pulsations in the cylinders, the interpretation of indicator diagrams, the expansion of steam within the cylinders, condensation of steam in unprotected cylinders. On the Edinburgh & Glasgow Railway measurements were made of the gradual reheating of the cylinders of Nile as an express left Linlithgow towards Glasgow. Clark notes that many of these data were originally published in his Railway machinery of 1851. Table 103 (page 480) shows a run  behind CR No. 42 from Glasgow to Carlisle with an express on 29 August 1850 and page 482 describes the water consumed in climbing Beattock incline with a coke train on 27 March 1850. Chapter 6 Behaviour of steam in the cylinder during exhaust. Table 105 (page 484) analyses the relationship between exhaust pressure and initial pressure For CR Nos. 73, 33 and 125 and EGR Nile whilst Table 106 (p. 485) considers the relationship of back pressure in exhaust in relation to the speed of the locomotive for Nile. The influence of water in the cylinders and priming are considered in relation to exhaust back pressure. In this case most of the locomotives originally tabulated including Great Britain are considered. Specific mention is made of the working of cable-assisted trains up Cowlairs Incline where increased back pressure was experienced both on the incline (where the stationary engine did the bulk of the work) and for several miles afterwards until the cylinders had warmed up.

The period of release, being the interval of space within the cylinder, or the portion of the steam stroke, in which the port is open to exhaust, is covered in Table 108 (page 489) for Great Britain. In the text Clark mentioned the data obtained for the CR locomotives. In tables on page 490 the difference in behaviour of inside and outside cylinders on exhaust back pressure is assessed.. In Chapter 7 the behaviour of steam in the cylinder during compression is evaluated: figures 221-3 relate to CR 51 and 125 and EGR Brindley respectively. Part of Chapter 8 (pp. 492-8) considers locomotives (the remainder of the Chapter surveys portable and stationary engines). Table 109 (p. 496) calculates final pressures as based adiabitically and isothermally for Great Britaim, Nile, Orion and Hebe. Table 110 (p. 497) relates horsepower to steam consumed (measured as water) for Great Britain and CR 42 and 48.

On pages 568-9 considers the superheating tried on Great Britain combined with well-protected heated cylinders (Table 121) and on page 570 Table 122 considers consumption of steam in the cylinders of the basic CR 42 and 48.

The latter part of this volume is concerned with the design and strength of boilers, mainly of the large stationary type, such as the Lancashire and Galloway boilers, but there is a considerable amount of information on small proprietory boilers some of which could have been used on industrial and tramway locomotives. Vertical boilers considered include those by Raistrick, D. Adamson (pager 727), Abbott (page 728) ,  William Green (briefly on p. 731), Reading Ironworks (732-6), the Edward Field boiler (736-40), the Alexander Chaplin (Glasgow) boiler, (740-3) the Cochran (of Birkenhead) boiler (page 743-53) and the Goldsworthy Gurney (p. 755-6) and Ernst Alban (p. 756-7) sectional boilers. David Joy's involvement in the Barrow sectional boiler (in association with Messrs J. & F. Howard of Bedford) (page 757-9) was considered at length. Clark cites paper by Hele Shaw on Small motive power (Proc. Instn civ. Engrs, 1879/80, 62, 290)

Railway locomotives: their progress, mechanical construction and performance. Glasgow: 1860.
Ottley (2959) describes this as two volumes, but the work seen (Edinburgh Public Library) was bound as one, although the plates therein are described as Volume 2. It is assumed that Recent practice in the locomotive engine, 1858-59. with Zerah Colburn (Glasgow: 1860) is a Supplement. This is clearly one of the most significant works on the history of the locomotive. It is significant that in the opening pages of his introductory historical chapter he cites Nicholas Wood (Treatise, 1838), Pambour (Treatise 1840) and Tredgold. It is significant that Clark considers Pambour to be the main authority on early locomtive history.

Chapter 1 (pp. 1-29) covers the history of the locomotive and a table on page 7 quotes the dimensions of some early locomotives in both their original and altered/improved forms: these are identified as "Killingworth" (original and improved); Rocket (original and altered); Sanspareil, Novelty (original and altered), Phoenix and Arrow. The bulk of Volume 1 is divided into the "physiology" and "anatomy" of the locomotive..

The plates include: 10-12: J.V. Gooch's Snake 2-2-2 for the LSWR; 13-14 4-2-0 Derosne for the Northern Railway of France; 15 2-2-2 by Robert Stephenson for York, Newcastle & Berwick Railway; 16 3-cylinder 2-2-2 for the York, Newcastle & Berwick Railway (also Robert Stephenson); 17 Sturrock designed 0-6-0 for GNR, supplied E.B. Wilson; 18-20 0-6-0 Sphynx supplied Sharp Bros for MS&LR; 21-3 Alexander Allan 2-4-0 freight locomotive built at Crewe; 24-6 Sinclair 2-2-2 for the CR (very light tender locomotives); 27 J.V. Gooch 2-2-2T for ECR; 28 Robert Stephenson 2-2-0T; 29 Robert Stephenson 2-2-2 for SER; 30 tender for Sphynx; 31 Vale of Neath Railway 0-6-0ST supplied by Vulcan Foundry; 32 John Hawkshaw 2-2-2 for L&YR and 0-4-2 goods locomotive for LYR; 34 Hawthorn 2-2-2 for GNR and Hawthorn 0-4-2 for Blythe & Tyne Railway; 35 Beyer Peacock 2-2-2 for Edinburgh & Glasgow Railway; 37-8 Clark 0-4-0T for GNSR manufactured Beyer Peacock; 39 Vulcan Foundry 2-2-2ST and 0-4-2ST for Dublin & Wicklow Railway; 40 Alexander Allan 0-4-2 for the Scottish Central Railway; 41 Robert Sinclair outide-cylinder 2-4-0 for the ECR; 42 George England 2-2-2T; 44 Robert Stephenson 4-4-0T for North London Railway also George England 0-4-0T for Sandy & Potton Railway; 45 Cudworth 2-4-0 for South Eastern Railway and D.K. Clark outside cylinder 2-4-0 for GNSR supplied by Fairbairn.. Other plates: 4 reproduces the indicator diagrams taken on Great Bitain on the GWR; 5 considers studies on blast incolving CR No. 14 (covered in great detail) and 13, 25, 33, 41, 51, 125, 73 and 102 and GSWR Queen.; 

Expansive working of steam in locomotives. Proc. Instn Mech. Engrs, 1852, 63, 105.

On the strength of flat plates and segmental ends of boilers and other cylinders. Min. Proc. Instn civ. Engrs., 1878, 53, 170.