The Locomotive Magazine and Railway Carriage
and Wagon Review
Volume 31 (1925)
Key file (to all Volumes)
Number 389 (15 January 1925)
The "Lord of the Isles,"" Great Western Railway (see
coloured Suupplement). 1
Broad gauge locomotive bedecked to celebrate the fall of Sebastopol in the Crimea in 1865. Signed F. Moore. See also letters from C.F. Dendy Marshall on page 64 and other letters on page 96 and on 145
"Baltic" type tank locomotive for China. 1.
Kowloon -Canton Railway built Kitson & Co. with feed water heating; 5-ft 1½-in coupled wheels; 22 x 28-in cylinders, 2469-ft2 total heating surface and 34-ft2 grate area.See also p. 64
New tank locomotives for mineral traffic, Great Western Ry.
2-3. illustration, diagram (side elevation)
56XX. No. 5600 illustrated
Electric motor coaches, Bombay suburban electrification, Great Indian
Peninsula Railway. 3-4. illustration
Supplied Cammell Laird & Co Ltd, Nottingham with English Elctric Co.Ltd. with consultants Martz & McLellan and Robert White & Partners and Carriage Superintendent A.M. Bell: 12ft wide vehicles.
Metropolitan Railway. Electrification extension to Rickmansworth.
Opened 2 January 1925
Fastest trains on the Great Western Ry., December 1924. 4. table
Fastest services from Padddington to Bath, Bristol to Paddington; Paddington to Plymouth and Exeter; Newton Abbott and Exeter to Paddington; Paddington to Birmingham; Leamington to Paddington; Paddington to Newport; Newport to Paddington; and Paddington to Worcester
4-6-2 type express locomotive, East Indian Railway. 5. illustration
Supplied Kitson & Co. Ltd: Rendel, Palmer & Tritton, Consulting Engineers
Steam turbine locomotive, Swiss Federal Rys. 6-7. 2 illustrations
Escher Wyss & Co. of Zurich and the Swiss Locomotive Co. of Winterthur converted a Swiss Federal Railways 2-6-0 by fitting it with a Zoelly steam turbine and condensing tender.
London & North Easternn Rly. 7
Twelve 0-6-2 tank locomotives were being built by Beyer, Peacock & Co., Ltd. We understand these are of the same design as the latest suburban engines in the G.N. district, but will have the Walschaerts gear. They are to be fitted with Hulburd's Patent Valveless mechanical lubricators. See also page 35.
SilvertonTramway Co. 7
In the annual report of this up-to-date Australian railway, which runs from the South Australian border for 36 miles into New South Wales to Broken Hill, besides working a 39 mile line to Tarrawingce for the N.S.W. Government (see Locomotive Mag. 1922, page 222 et seq) it is stated that after careful trial with a superheater fitted to one of their larger 4-6-0 engines, they are now proceeding to equip the other engines of this class, and also a smaller one. As coal is reported to cost £3 3s. per ton at Broken Hill, any fuel consumption economies will be well worth while.
Recent locomotive building in Italy. 8-11. 3
illustrations, diagram (side elevation)
Begins with first locomotive built in 1854 which was an 0-4-2T named Sampierdarena which followed contemporary British practice. The other two designs considered were an express passenger 745 class Consolidation 2-8-0 and a three-phase electric locomotive. The 2-8-0 had inside cylinders and external Walschaerts valve gear, a feed water heater and an Italian leading coupled axle linked to the front truck. The E551 three phase electric locomotive had an electric boiler to provide train heating.
Simple expansion articulated locomotives: Chesapeake &
Ohio Ry. 11-13. illustration
2-8-8-2 supplied American Locomotive Co. to requirements of J.W. Small, CME.
John A. Hookham
Mechanical engineer of the N.S.R. section of the L M. S. Ry., Stoke-on-Trerrt, and formerly locomotive, carriage and wagon superintendent of the North Staffordshire Ry., retired on 31 December 1924. Hookham commenced his career at Longhedge Works, under Martley, locomotive superintendent. of the London, Chatharn &: Dover Ry., and later became draughtsman there. He was transferred to Ashford when the S.E. and L.C. &: D. Rys. amalgamated in 1899 and in 1900 was appointed locomotive supt. of the Donna Theresa Christina Ry., Brazil. In 1902 he returned to the UK to take up the duties of works manager at Stoke, under J.H. Adarns, then loco. supt. of the N.S. Ry. In 1915 he became locomotive carriage and wagon superintendent of the railway, and on the formation of the London, Midland & Scottish Ry. was appointed mechanical engineer at Stoke as from 1 January 1923. Hookham is a vice- president of the Institution of Locomotive Engineers, and a Member of the Institution of Mechanical Engineers.
M.LC.E., M.LM.E., engineer and traffic manager of the Midland & Great Northern Joint Ry., retired at the end of 1924, and was succeeded by W.E. Newrnan, M.LM.E, manager of the works at Melton Constable, as resident mechanical engineer, while A.E. Langley will act as resident civil engineer, and R.B. Walker as traffic manager at King's Lynn. Marriott served his time with Ransomes & Rapier of Ipswich, and later acted as engineer and contractor's agent of various sections of the Yarmouth & North Norfolk and Yarmouth Union Rys. On the amalgamation of the Y. & N..N., Y.U., and Lynn & Fakenham Rys. as the Eastern & Midlands Ry. in 1883, Marriott was appointed engineer, and a year later was, in addition, given the position of locomotive superintendent. On the E. & M. Ry. being taken over by the Midland and Great Northern Companies in 1893, Marriott was retained as locomotive superintendent and engineer, and from 1 January 1919, he has also acted as traffic manager.
Classification of repairs to locomotives. 14. diagram (facsimile of
A new cold sawing machine. 14-16. 2 illustrations
Alfred Herbert Ltd.
Oerlikon electric tyre heaters. 26. illustrattion
Early engineering works on the Stockton & Darlington
Ry. 17-21. 9 illustrations
Includes girder bridge over River Gaunless designed by George Stephenson and cast by John & Isaac Burrell of Newcastle, iron founders, and supsension bridge across River Tees, near Stockton. Cites ICE paper by John Storey.
The first railway testimonial. 21
Matthew Baines, many years Superintendent of permanent way on the North Eastern Railway and who had started on the York, Newcastle & Berwick Railway in 1853 possessed a silver cup presented to his grandfater Matthew Bains in 1838: he had been a contractor on the Stockton & Darlington Railway.
Narrow gauge locomotives for the Queensland Government. 21-3. 4
John Fowler & Co. (Leeds) Ltd. 2-ft gauge engines for service in State sugar mills. 0-60T supplied in 1900 with Joy valve gear. Two similar ones, but with higher boiler pressure were supplied in 1915; two engines supplied in 1921 and 1922 (illustrated) with 180 psi boiler pressure, Walschaeerts valve gear and cyclone spark arresters; 0-6-2 tender engine of 1923 (illustrated) and then current one of five being supplied (illustrated): 0-4-2T.
Questions and answers. 23
No. 52. On which part of the train does the continuous brakr act when first applied?
depends upon the composition of the train and the type of valves located on the vehicles.
No. 53. Is it possible for any part of the Intensifore lubricator to become air-locked and render the lubricator useless?
can happen if air-cock on lubricator is not closed whilst refilling
No. 54.Would you explain the working of the Detroit ubricator?
See Locomoyive Mag., 1917, 23, 96-9 and Ahrons Lubrication of locomotives
The Cardiff Railway. 23-5,
Previous part Volume 30 pages 374-6
Early North Eastern Ry. express engines. the 544 class. 25. illustration
Number 390 (14 February 1925)
Locomotive superintendents of the nineties. 31 +
plate (facing page)
Photograph taken on 24 June 1892 at Grasmere meeting of the Association of Railway Locomotive Engineers of Great Britain with front row J.H. Hosgood, Barry Railway; John A.F. Aspinall (Lancashire & Yorkshire Railway); Thomas G. Clayton (Carriage & Wagon Superintendent, Midland Railway); J.C. Park (Great Northern Railway of Ireland); William Wainwright (Carriage & Wagon Superintendent, South Eastern Railway); William Dean (Great Westrn Railway); Henry A. Ivatt (Great Southern & Western Railway of Ireland); James Stirling (South Eastern Railway). Second row Thomas Hurry Riches (Taff Vale Railway); Bowman Malcolm (Belfast & Northern Counties Railway); J.J. Hanbury (Metropolitan Railway); R.J. Billinton (London Brighton & South Coast Railway); Samuel W. Johnson (Midland Railway); William Adams (London & South Western Railway, President of Association); James Manson (Glasgow & South Western Railway). Back row: Hugh McColl (clerk to J. Stirling, Secretary of the Association); R. Mason (Furness Railway); Thomas Whitelegg (London Tilbury & Southend Railway); Matthew Stirling (Hull & Barnsley Railway); Thomas Parker (Manchester, Sheffield & Lincolnshire Railway); Martin Atock (Midland Great Western Railway of Ireland); William Kirtley (London, Chatham & Dover Railway) and Fred Attock (Carriage & Wagon Superintendent, Lancashire & Yorkshire Railway).
Passenger tank engines, Great Southern Ry. [sic] of Ireland, Dublin and
South-Eastern Section. 31-2. illustration.
No. 35 illustrated: one of two (the other was No. 34) supplied by Beyer Peacock to the design of George H. Wild, formerly of the Dublin & South Eastern but amalgamated into the Great Southern Railways under the supervision of J.R. Bazin.
New "Garratt" locomotives, South African Rys. 33-4. 2 illustrations, 2 diagrams
2-6-2+2-6-2 Classes GB and GC (the latter being larger) supplied by Beyer Peacock & Co. Ltd
4-6-0 type locomotives for the Loanda State Rys. of Angola, Portuguese West
Africa. 34. illustration
Twelve metre gauge locomotives supplied by Sir W.G. Armstrong Whitworth & Co.
New tank locomotives, Calcutta Port Commissioners. 35. illustration.
0-6-0ST (5ft 6in gauge) with outside cylinders supplied by Avonside Engine Co. Ltd.
London & North Eastern Ry. 35.
Twelve N2 class were being built by Beyer Peacock and differed from GNR locomotives in being left-hand drive and not being fitted with condensing apparatus nor feed pumps. They were fitted with Stephenson link motion operating the valves by rocking shafts. They were fitted with Hulburd's valveless mechanical lubricators.: See also "we understand" on page 7 of same volume,
Converting locomotives for superheated steam: experience
on the Great Northern Ry. (Ireland). 36-7. illustration, 3 diagrams.
George T. Glover policy of rebuilding locomotives with piston valves when superheaters fitted as with Class 157 4-4-0
Campos do Jordao Railway, Brazil, electrification by the English Electric
Co. 38-9. illustration.
Railway climbed 6000ft in 30 miles with 10% gradients. Electrified at 1500V dc with a 30,000V 3-phase transmission line. First class car illustrated,
4-6-0 express locomotive, North Western State Ry. of India. 39-40.
Supplied by William Beardmore: 6ft 2in coupled wheels, 21½ x 26in cylinders; 1480ft2 total heating surface; 366ft2 superheat and 32ft2 grate area.
2-6-2 side tank locomotive for Central Africa. 40. illustration.
Hunslet Engine Co. supplied to a mining company. 3ft 6in gauge. 14 x 18in cylinders; 160 psi boiler pressure; 723ft2 total heating surface; 11.5ft2 grate area
Early locomotives at the George Stephenson Centenary,
1881. 41. illustration.
Assembled in the Forth Banks Goods Yard on 9 June 1881: Invicta, Hetton Colliery locomotive, Killingworth locomotive, Locomotion No. 1, Hackworth's Derwent and Dwarf (LNWR).
Inness, R.H. (unattributed): Locomotive history
of the Stockton & Darlington Railway, 1825-1876. 42-5.
Introduction includes map of railway and general history. Chronology. Locomotion No. 1 including drawing (side elevation). Notes boiler explosion at Aycliffe Lane on 1 July 1828 (NB this is recorded by Hewison).
G.F.W. Hartnell appointed Locomotive Superintendent Uganda Railway; P.C. Ford appointed Works Manager at Nairobi in Kenya; W.M. Smithers succeeded Day as Locomotive Superintendent Cyprus Government Railways.
L. Derens. The devlopment of the goods engine in Holland. 46-7. 2 illustrations, 2 diagrams (side elevations)
The Trans-Australian Railway. 48-51. 5 illustrations.
Locomotives of the Oudh and Rohilkund Railway. 51-2. 4 diagrams (side
Opened 22 December 1862. Taken over by the State in January 1889. Amalgamed with East India Railkway from 1 January 1925. The Class A 0-8-0 was supplied by Sharp Stewart and featured a dummy crankshaft to enable it to negotiate sharp curves. The boiler pressure was only 60 psi. Classes B and C were 0-6-0: there were 84 of the former. The larger locomotives of the C class were supplied by Neilson and Dubs. The D class consisted of 2-4-0 supplied by Dubs.
T.H. Sanders. Laminated railway springs. Section V. The testing
of springs. Sub-section B Fatigue tests and remarks thereon. 53-6.
Johnson's testing machine for fatigue
The elements of railway economics. Sir W.M.
Acworth, revised and enlarged by the author and W.T. Stephenson,
Clarendon Press. 64.
First published 20 years ago, this little ,·0Iul11c has been reprinted several times, and may still be taken as the best English text book on Railway Economics. In view of recent happenings in the railway world, a certain amount of revision has become necessary, and in this new edition, although the text of the economic argument remains broadly unchanged, the form of certain statements has been altered. The facts have been brought up to date, and the examples quoted drawn from the most recent experience. Two additional chapters deal with the war period and the sweeping changes following upon it, and there is also a final section on passenger traffic.
[Colne Valley and Halstead Railway
single driver]. J. B. Atkinson
ln your review of the book London and Londoners in the eighteen fifties and sixties, by A.R. Bennett, in the December issue you suggest that the Sharp single driver of the Colne Valley and Halstead Railway might possibly be the blue-painted locomotive of the Crystal Palace Co. I think I can safely state that the two engines are not the same. The history of the C.V. and H. Rly. engine is, I think, as follows. It was built by Sharp Bros. for the L.B. & S.C.R. (by whom it was numbered 45) in January, 1849, and was one of a batch of fifteen identical engines all built in the same year by the same firm, for the same Railway Company, and bearing consecutive maker's numbers. Therefore I do not think it possible that this engine can be the Crystal Palace Co.'s one engine mentioned. The Colne Valley Ely. engine was rebuilt from a 2-2-2 tender engine and had cylinders 15 in. x 22 in. and driving wheels 6 ft. 6 in. in diameter. The photograph reproduced in this journal for 15 August 1911, however, shows that the driving wheel splashers have been enlarged, seemingly to take wheels of a greater diameter than those with which it was fitted when originally built. The engine was involved in an accident near Spa Road, Bermondsey, in 1855, after which, being considerably damaged, it was rebuilt as a well-tank engine and was bought for a comparatively low price by the C.V. & H.R. in 1861. See also letter from F.W. Holliday on p. 165
[Picture of the Lord of the Isles]. C.
F. Dendy Marshall.
Re photograph from which your beautiful picture of the Lord of the Isles is taken can be as early as 1855. The engine in Frith's Railway Station, of which I possess a replica painted by Frith, shows no weather board nor sandbox. The engine is Great Britain, and it was painted in 1862. Owing to the position of the engine, the omission of the sandbox does not go for much, as in any case it would have hardly shown, but it can be taken as certain that the Great Britain did not possess the rudimentary weather board shown in your picture, in 1862, as it would have been very prominent, and Frith was extremely particular about detail. Sewell's Elementary treatise on steam and locomotion, 1852, gives a drawing of the Lord of the Isles, without either of these accessories.
Messrs.. Thos. W. Ward, Ltd., of Sheffield. 64
Purchased for dismantling the Listowel & Ballybunion Mono Railway, which was the only railway of its kind in the British Empire. The railway was ten miles long, and connected Listowel on the G.S. & W. Ry. line from Tralee to Limerick with the seaside resort of Ballybunion on the Atlantic. It was opened in 1888 and finally closed in October last, as it was being worked at a loss and was not included in the Free State Railway amalgamation scheme.
Bengal-Nagpur Railway. 64
Two Garratt Locomotives on order for the Bengal-Nagpur Railway from . Beyer, Peacock & Co., were to have the boilers treated with ]. Dampney and Co.'s Apexior Boiler Compound.
Baltic type tank locomotives, Kowloon Canton
Re description of these engines on pages 1 and 2 of January issue, it should be mentioned that the feed- water heater and boiler feed pump are of the Worthington- Simpson make. Four of these locomotives are fitted with this apparatus and are now in service. Reports from Hong-Kong state that the railway officials are very enthusiastic regarding the operation of the feed-water heaters and boiler-feed pumps, and also that the preliminary trials have indicated that the apparatus effects a saving of 15 per cent. in the coal consumption. They also state that the water level in the boiler eliminates a great source of trouble, as they have previously found a difficulty in compelling their firemen to maintain anything like a constant water level; this results in very much improved steaming qualities of the boilers and much more uniform operation. .
Great Western Ry. 64
One of the 2900 Class (No. 2925 Saint Martin) had been rebuilt at Swindon with 6-ft. dia. coupled wheels, and had been fitted with a new cab as supplied to the Castle class. Extended cabs were being fitted to all tank engines as they passed through Swindon shops. To save changing engines en route the practice of scheduling locomotives for long runs had been extended, additions being from Paddington to Pcnzancc and Fishguard and vice versa and also between Shrewsbury and Newton Abbot.
At the great age of 96 years, Sir Guilford L. Molesworth, K.C.I.E., passed away at his home at Bexley Heath on Wednesday, 21 January 1925. It was in 1862 that his famous Pocket Book of Engineering Formulae was first published. The first edition had 220 pages, the last nearly 950.
Number 391 (14 March 1925)
South African Rys. 4-8-2 freight locomotive. 65 + folding supplement
Sectoned side elevation of 4-8-2 supplied by North British Locomotive Company Ltd. to design of D.A. Hendrie
Special side-tank shunting locomotive for Nigeria. 65-6.
Three 0-8-0T locomotives constructed by Hawthorn Leslie & Co. for use on thde Nigerian Ferry slipway with special Belpaire firebox with combustion chamber to enable low grade coal to be burnt.
[Arrangements for locomotive exchange between Great Western and London & North Eastern Railways]. 66
Italian-built locomotives for the Egyptian State Rys. 66-7. 2
2-6-2T built Societa Anonyma Ernesto Breda of Milan and shipped from Genoa to Alexandra (one photograph shows locomotive being loaded onto ship by floating crane at Genoa). Locomotives designed R.G. Peckitt, chief mechanical engineer Egyptian State Railways.
2-6-4 tank locomotive for goods traffic, Metropolitan Railway. 67-9. 2 illustrations., diagram (side elevation)
New locomotives for the South Australian Government Rys.
5ft. 3in. gauge. 70. 2 diagrams (side elevations)
4-6-2 600 class and 4-8-2 800 class designed by F.J. Shea under the direction of the Commissioner of Railways Webb designed for the heavy gradients to Mount Lofty
Oudh & Rohilkund Ry. 76. illustration.
Webb three-cylinder compound illustrated
Inness, R.H. (unattributed): Locomotive history
of the Stockton & Darlington Railway, 1825-1876.
Six-coupled locomotives: No. 5 Royal George, No. 7 Rocket and No. 8 Victory.
Worthington locomotive feed water heater and boiler feed pump. 91-2.
As fitted to LNER O1 class 2-8-0
Institution of Locomotive Engineers. 96
About eighty members and friends spent a most enjoyable evening at the annual dinner, held at the Engineers' Club, Coventry Street, on Friday evening, 20 February. The president, J.E. Anderson, (Locomotive Power Superintendent, L.M.S.R., Derby) took the chair, supported by Sir J. A. F. Aspinall, Col. E. Kitson Clark, and Messrs. Wm. Whitelaw (Chairman, L.N.E.R.), H. N. Gresley (Chief Mechanical Engineer, L.N.E.R), J. H. Follows (Chief General Superintendent, L.M.S.R.),A C: Stamer (Chief Assistant .\lechanical Engineer, L.N.E.R.), R. W. Reid (Carriage and Wagon Superintendent, L.M.S.R.), R. H. Whitelegg (Beyer, Peacock & Co., Ltd.), H. Kelway-Bamber (Carnmell, Laird & Co., Ltd.). and R.J. Insell (Signalling Superintendent, G.W..R.). Proposing the toast of "the Institution," Sir John Aspinall, mentioned reminiscences of his long connection with locomotive engineering, and gave his views on the present position of the locomotive building industry in this country as affected by the grouping of the railways, and the peculiar conditions brought about by the competition of foreign builders for the overseas trade. In responding, Anderson asked for continued co-operation of all members of the Institution to give their experience freely for the benefit of the younger members, and instanced various subjects for research and discussion. Wm Whitelaw, in responding for "The Visitors." proposed by H.K. Bamber, spoke highly of his dealings with locomotive engineers; they had always fulfilled their promises, and he could remember no single occasion when he had been let down by a locomotive superintendent. Lieut-Col. E. Kitson Clark gave the Technical Press," which was replied to by J.A. Kay. H.N. Gresley proposed a vote of thanks to the artistes, and to R.H. Whitelegg, who had had charge of the musical arrangcments.
Prevention of railway accidents. 96
Major H. A Watson, C.B.E., M.V.O., gave a very interesting paper at the meeting on Feb. 19th, of the G.W.R. (London) Lecture and Debating Society on the Prevention of Railway Accidents. After discussing the various causes of a railway accident, which he defined as an "abnormal occurrence on a railway causing delay or damage to persons or property," the lecturer proceeded to deal with their prevention. Prevention is better than cure, as cure is of little value except where a lesson is learned which enables a similar accident being prevented in future. Prevention depends on four thingsgood appliances, good regulations, good organisation, and good men to use the appliances and carry out the regulations. Among good appliances he touched on permanent way, signalling, electric appartus, fog signalling appliances, rolling stock and brakes. Under the head of permanent way, he mentioned passenger station platforms. In his opinion three feet, the height recommended by the Board of Trade, is too high. The footboards have to be narrow, and where platforms are on the curve the gap between the footboard and the platform down which the passenger may fall is wider than it used to be, while from the point of view of the employees, the case for lower platforms is still clearer. If two trains pass through the station together, platelayers, etc., are in a kind of death trap with such high platforms. In signalling our systems of interlocking are as nearly perfect as they can be, especially by the use of the lock and block arrangement, which prevents the signal for a second train being lowered until the first has cleared. One of the most vexed questions is that of properly detecting facing points, that is to say, making it impossible to lower a signal unless the facing points are properly set and wedged in position. In connection with automatic signalling, and speaking for the North Eastern, Watson could say with confidence, that the 10-mile installation between Alne and Thirsk had been an undoubted safety appliance. It had carried a heavy traffic for twenty years, not only efficiently, but without a case of one train overtaking another. Attention was also directed to various electric safety appliances such as signal repeaters, train out of sight indicators, track circuit warning bells, passenger communication with guards and drivers, etc.
In touching on locomotives, the lecturer mentioned that a really efficient spark arrester has not yet been invented, without interfering with the efficient working of the engine itself. He also touched on accidents from fright caused to animals, and considered that the present day horse would be less perturbed, if the 8 ft. fences which the companies are compelled to erect where the railway runs parallel to a road, were removed.
Well built carriages and wagons are of great importance in preventing railway accidents, and automatic centre couplers form a valuable safeguard against mishaps, while another improvement is the substitution of steel for timber in carriage constru ction. Hand brakes, wagon "skids," and fog signalling were discussed in detail, and the lecture closed with a number of common-sense remarks on good regulations and good organisation, and the desirable qualifications of the staff generally. H.L. Wilkinson, M.Inst.Transport, was in the chair. The following gentlemen joined in the subsequent discussion: Tweedie, Morris. E. S. Hadley, Herbert, Warren, Clement, and Roger Gibb, whilst the vote of thanks to bot h lecturer and chairman was proposed by Major Spittle.
Junior Institution of Engineers. 96
On Friday, 13 February Loughnan Pendred, delivered the honorary member's lecture and dealt with a subject of absorbing interest to all those who like to hear the story of the origin and development of an important branch of engineering. The title of the lecture was Milestones in the Development of the Prime Mover Locomotive. Pendred had a fine collection of slides to show, there being an illustration of nearly every distinctive type of locomotive from the earliest to the most modern, including steam turbine and internal combustion engine locomotives. Pendred said that he had inserted the words "prime mover" in the title in order to limit the scope of his lecture to a reasonable amount, but he felt bound to say that, although the reciprocating steam engine had not gone, its days were numbered, and the new types were opening new eras. But it was a point to be remembered that if all the railways were electrified and were dependent on a few central stations for their power, they would also depend much on trade unionism, and the withdrawal of labour from any of them would have serious consequences. Alexander Russell, President of the Institution, was in the chair, and said that he had thoroughly enjoyed the lecture. He could not remember a lecture more interesting or a lecturer of better style. W. J. Tennant, A.W. Marshall, and Mr. A. S. E. Ackermann also spoke of the interest they had taken in the lecture, and added one or two remarks about some of the particular types of locomotives. The general interest in the subject was shown by the fact that the members and visitors present filled the lecture room to capacity
Supplement, January Issue.
Re the description of this picture states that the Lord of the Isles was bedecked to celebrate the fall of Sebastopol in 1855, and I trust I may be excused if I question the accuracy of this. I believe it to be the fact andl think it much more probably correct that the Engine was decorated on the proclamation of peace at the end of the Crimean War in 1856. It will be noticed that the flags flown are those of all the Allies. I have always understood too that the addition of the Royal Arms on either side of the driving wheels and the lamp surmounted by the Crown were carried by reason of the fact that the engine, so
Number 392 (15 April 1925)
Rebuilt 4-6-0 express locomotives, "King Arthur" class, Southern
Ry. 99-100. illustration.
Rebuilt is a misnomer as the locomotives were built as replacements: No. 451E illustrated.
Rebuilt passenger engine, "Loch Ericht", No. 14381. 100.
Fitted with standard St. Rollox boiler
New Continental boat train, London & North Eastern Ry. (see Supplement).
100 plus plate
B12 No. 8558 with eleven Gresley coaches
Great Western Rly. rebuilt 4-6-0 passenger engine No.2925 "Saint Martin". 101-2. illustration, diagram (side & front elevations)
Great Western Ry. (ex Midland and South Western Junction):
4-4-4 tank engine No.27, rebuilt. 102-3. illustration, diagram (side
& front elevations)
See also letter from Gerald W. Spink on p. 165
See also letter from W.T. Hoecker page 198
Inness, R.H. (unattributed): Locomotive history
of the Stockton & Darlington Railway, 1825-1876. 121-3.
No. 9 Globe and 2-2-0 No. 10 Planet. Photographs of Wilberforce, and No. 20 Adelaide driving a mortar mill at Saltburn in 1860.
Number 393 (15 May 1925)
Indian locomotive superintendentts of the nineties.
133 + Supplement (plate)
Photograph taken in cold weather of 1892 at Conference of Locomotive Superintendents held in Lahore: present C.E. Cardew (Burma Railways), A. Pilkington (Madras Railway), M. Hughes, Wolly-Dodd (Secretary), R. Pearce (Carriage Superintendent, East Indian Ry), R.L. Trevithick (GIP Railway), E.S. Luard (Bombay Baroda & Central India Ry). S.N. Gutersloh (Locomotive Superintendent Rajputana Maalwa Railway), A.S. Jameson (Eastern Bengal State Railway), R. Wylie (Bhavnagar-Gondal Railway), C.T. Sandiford (Locomotive Superintendent North Western State Railway), W.R.S. Jones (Carriage Superintendent Rajputana Maalwa Railway), A.W. Rendell Locomotive Superintendent, East Indian Railway) and C.E. Crighton (South Indian Railway
Passenger tank engine, Belfast and County Down Ry. 133-4. .
Inside-cylinder 4-4-2T built by Beyer Peacock to requirements of J.L. Crosthwait, locomotive engineer. Two ordered: No. 8 illustrated
Goods engine for the Gold Coast Rys. 134. illustration
Vulcan Foundry 3ft 6in gauge 4-8-2
4-6-0 express locomotives, Southern Railway. 135; 137. diagram. (side.
& front .elevations)
Mainly King Arthur class and its development from LSWR Urie 736 type. Includes names selected for Nos. 736-55 and 763-92. Also 2-6-4T No. 790 anmed River Avon and names for series being built at Sir W.G. Armstrong, Whitworth & Co..
4-8-0 type locomotives. Madras & Southern Mahratta Ry. 136; 137.
illustration, diagram. (side. & front elevations).
Built W.G. Bagnall: metre gauge
New "Garratt" locomotives, South African Rys, 138-40. 2
illustrations, 2 diagrams (side elevations).
Beyer Peacock & Co. supplied six 2-8-2+2-8-2 Class GE Beyer Garratts to operate freight and passenger trains between Johannesburg and Mafeking with 52 ft2 grate area in a Belpaire firebox and a toal heating surface of 2966 ft2. The same firm also supplied two 2-ft gauge 2-6-0+0-6-2 locomotives to an improved design described in February 1920
London, Midlannd & Scottish Ry. 140
Non-stop locomotive trials between Carlisle and Preston began on 5 May with train hauled by Crewe built Kestrel: on successive days Midland and Lancashire & Yorkshire engines were tried.
London & North Eastern Ry. 140
Ten names annnounced for Pacific names after famous racehorses: No. 4475 Flying Fox, Ormonde, Hermit, Minoru, Ladas, Bend 'Or, Persimmon, Robert le Diable, Donovan and Doncaster.
Mallet locomotives, Java State Rys. 140-1. illustration, diagram
(sectionalized elevation and plan)
Hanover Locomotive Works 2-8-8-0 compound with 128ft2 firebox and 2795.2ft2 total heating surface
Interchange trials of passenger locomotives on the Great
Western and London and North Eastern Raliways. 142. illustration.
During week ending 2 May an interesting series of trials of the latest types of passenger express locomotives were carried out by the Great Western and London and North Eastern Rys. It is said these tests were arranged at the instance of the Directors of the respective companies to obtain data regarding coal consumption, haulage power, and general efficiency of the G.W.R. four-cylinder Castle class locomotive, and the L. & N.E.R. three-cyhnder Pacific type.
The Great Western Ry. engine Pendennis Castle, No. 4079, Driver Young, on alternate days, starting 27 April ran the 10.10 from King's Cross to Grantham, returning on the 15.07 to London, and on the other days the 13.30 King's Cross to Doncaster, and the 18.21 from Doncaster to London. The weights of these trains are given as 453 and 451 tons on the down journey, and 457 and 439 tons on the up, but on Tuesday, April 28th, the load of the 13.30 was 473 tons without passengers.
The London & North Eastern Ry. engine No. 4474, Driver Pibworth (not 4475 Flying Fox, as had been arranged), on alternate days took the Cornish Riviera express, the 10.30 Limited from Paddington to Plymouth (North Road) non-stop, returning the next day on the corresponding up tram 12.30 ex. Plymouth, which stops at Exeter (13:45) and is due in London at 16.45. The down tram starts with fourteen vehicles, with a tare weight of 498 tons, but slips two coaches for Weymouth at Westbury, and two more at Taunton (one for Ilfracombe and one for Minehead), and three for Torquay at Exeter. The up train weighs 293 tons at Plymouth, but picks up four coaches at Exeter, raising the weight to 434 tons.
During the trials, each engine used the coal, oil a.nd water of the line on which it ran. The G.W. engme used South Yorkshire coal and the L. & N.E. engine Welsh coal.
No details of the results have so far been given, but it is quite evident that either engine is capable of doing the work of the other without difficulty.
Brief details were given of the dimensions of the two types and photograph shows No. 4079 Pendennis Castle and No, 4475 Flying Fox at King's Crosss shed. It may be mentioned that the transfer of the rival locomotives between King's Cross and Old Oak Common sheds was made by way of Retford, Nottingham, and the G.C. main line to Ashendon Junction and vice versa.
Wembley Exhibition. 142
Modern locomotives on view included the Pendennis Castle, Great Western Ry., a Baltic" tank locomotive of the London, Midland & Scottish Ry.; one of the new Mikado mineral engines of the London and North Eastern Ry., as well as the Pacific Flying Scotsman and a modern sleeping car. The Southern Ry. sent of their 810 class 2-6-0 tender engines, and a Pullman car and the Metropolitan Ry. an electric locomotive, with pside anels removed to show the interior.
2-8-2 tank locomotive, Potuguese Ry Company. 143. illustration.
Supplied by Berlin Machine Construction in 1920 with Zara type bogies
[Great India Peninsula Ry. appointments]. 143
J.M. Wrench, Chief Mechanical Engineer GIPR appointed Acting Chief Mechanical Engineer Indian Railway Board, during absence of A.J. Chase on leave. L. Bigg-Wither to take up position of Acting Chief Mechanical Engineer GIPR.
High pressure consolidation freight locomotive, Delaware and Hudson Company,
U.S.A. 144-5. 2 illustrations
No. 1400 Horatio Allen. Water tube boiler waorking at 350 psi. Two-cylinder compound: high pressure cylinder 23½in diameter; low pressure 41in with a common stroke of 30in. Grate area of 71.4 ft2 designed to burn mixture of anthracite and bituminous coal.
Our coloured plate, January Issue. 145
We now learn on good authority that the broad gauge locomotive Lord of the isles was decorated, as shown in our supplement, for the return of the Guards from Plvmouth to london in 1856, at the termination of the Crimean War.
Reopening of the Keith and Buckie Branch, Highland Section, L.M.S.R.
Branch line from Keith to Buckie and Portessie, a distance of over thirteen miles, would shortly be reopened. It was built by the Highland Ry., and opened in 1884. In 1917 it was closed and the rails transferred to Inverness and Invergordon for urgent Admiralty requirements. The section from Portessie to Buckie (about one mile) was reinstated in 1919, and a further piece from Crooksmill (near Keith) to Aultmore (1½ miles) was reopened in 1920. The nine mile gap between was being restored.
Great Western Ry. 145
Robert Stephenson & Co. have furnished copies of the original drawings of the famous broad gauge express engine North Star to the Locomotive Department at Swindon, and we understand a replica of the engine is being made in the Swindon works for exhibition in connection with the celebration of the Centenary of the Railways at Darlington, and will probably be preserved for exhibition purposes.
Electric locomotives for pit corves. 145
Electric locomotive for the haulage of pit corves or tubs is the latest progressive scheme at the Yorkshire collieries. The aim is to devise a system of haulage which will obviate the necessity for using pit ponies. Charles Markham, the colliery owner, has offered a prize of £1,000 for the locomotive that will accomplish this, and some interesting tests are to be carried out this month at Brodsworth, Doncaster, under the supervision of the Ministry of Mines, and in the presence of representatives of colliery owners from a wide area. The management of the Brodsworth Colliery have provided a field tor the purposes of the tests, and lines have been laid down, imitation travelling roads and junctions fixed up, and the conditions under which the motors will have to work generally reproduced. Five firms are competing, the entrants coming from Newcastle, Manchester and Huddersfield. The competition is governed by some rather stringent rules. None of the models must be more than 3 ft. 6 in. high; the frame of the engine must have a certain clearance from the track; it must be gas-proof; dust-proof as far as possible; and its mechanism such that there is no possibllity of gas being ignited from it. See also page 218.
F.W. Brewer. Atlantic type express engines, North-Eastern
Section, L. & N.E. Ry. 146-8. 3 illustrations
Wilson Worsdell V class; also the V 09 series which was slightly heavier and produced after Worsdell had retired. The boiler (Belpaire type) of the four-cylinder compounds is also described
Locomotives of the Oudh and Rohilkund Railway.
149-51. 6 diagrams, table
Ten P class 4-6-0 purchased from the East Indian Railway and known as the HP class; further 16 acquired from North British Locomotive Co. and Robert Stephenson & Co. SG 0-6-0 also described and illustrated and an 0-4-2CT (crane tank) supplied by the Vulcan Foundry.
Ashover Light Railway. 151-4. 4 illustrations, map
Baldwin ex-WW1 military 4-6-0T and carriages built by Gloucester Railway Carriage & Wagon Co, using existing bogie underframes: railway built by Clay Cross Co to convey limestone from quarries, Excellent map and photographs of carriage and Peggy with train
Inness, R.H. (unattributed): Locomotive history
of the Stockton & Darlington Railway, 1825-1876. 154-7.
0-6-0 Magnet, valve gear for Magnet, 0-4-0 No. 29 Queen, 2-2-2 No. 30 Raby Castle and photograph of No. 43 Sunbeam
Questions and answers. 157
No. 57. Broken piston head and cylinder cover on Great Central type four-cylinder locomotive: how to render the locomotive movable
No. 58: Superheating effect on pressure in cylinders
No. 59: Water and moisture in vacuum brake cylinder: cause cylinder to rust and rubber ring to swell
New feed water heater and purifier. 158-9. 3 illustrations, 2
Hungarian State Railways
Leeds Forge Co. Ltd. 159
Crown Agents for the Colonies order for 100 all-steel bogie covered wagons for Uganda Railway
Travelling cranes for railway service. 160-1. 3 illustrations,
Overhead ccranes suppllied by Thomas Broadbent & Sons of Huddersfield (diagram gives approximate weight of this company's cranes), Joseph Adamson & Co. of Hyde and John M. Henderson & Co. of Aberdeen
London & North Eastern Ry. 161,
Two GER 2-4-0 Nos. 7447 and 7450 had been stationed at Colwick to power Derby to Stafford services. Ex ROD 2-8-0 were working 70 wagon trains between Colwick and New England. Four Ivatt superheated 4-4-0 Nos. 5051 to 5055 had been sent from Leeds Copley Hill to the North British section and had been replaced by Great Central Nos. 6097 Immingham, 6098, 6100 and 6101. Gresley Pacific No. 4473 was working between Marylebone and Manchester. 0-6-2T No. 2588 had been sent to the North British Section.
Travelling cranes for railway service. 160-1. 3 illustrations,
Products of Broadbent & Sons of Huddersfield, Joseph Adamson & Co. of Hyde and John W. Henderson of Aberdeen
Side stays for locomotive fireboxes. 162-3, diagram
Diagram shows affect of temperature upon copper rods in terms of stree. Bronze, brass and steel are also considered
Railway milk transport in bulk. 163-5. diagram
In the USA high capacity tank cars were used to convey milk into New York and Chicago. A proposed bogie vehicle for British conditions is outlined; but it was unlike what was implemented
Old-time railway notes from the U.S.A. 165
An old professional circus man has been giving his experiences in travel during the early railway days. There were several different widths of track in use, and therefore circus proprietors could not own their own special trains as they do now, and road transport was out of the question, as there were no roads. When a show arrived at a change of gauge station transfer of all the different vehicles, wild beasts, cages, etc., would have to be made and as the railway cars were often unsuitable for out of gauge loads, tests were usually made on the run before passing below a bridge or through a tunnel. A stick was tied to the chimney of the locomotive to represent the height of the highest loaded car, and if this struck any obstruction the train was stopped and arrangements made to adjust the load before proceeding. Omission to do this on one occasion caused the top of a cage containing a ferocious lion to be torn off, with the result the animal ran loose. Fortunately the locality where the mishap happened was a wild one unpeopled and very inviting to Leo. A calf was taken from another car, tied up in the open cage and then made to bleat well. After some time the lion returned and with one spring re-entered his cage and was secured.
Motor thaffic and the railways. 165
Many American railways are seriously considering the best means of meeting the road motor competition now becoming very aggressive. The opening of new paved roads throughout the Statesknown as Federal highways, amounting to some 80,000 miles at end of last yearto which some 11,000 miles are added annuallyis an important factor in the rapid increase of road-borne traffic. One railway proposes to abandon 1,000 miles of branch lines and operate motor vans instead-others are replacing their local passenger services with roael buses, giving more frequent and quicker travelling facilities.
London Midland & Scottish Railway (L. & N.W. Section). 165
Two further 0-6-0 superheater goods engines of Midland design had been completed at Crewe, Nos. 4111-2. The latest 4-6-0 passenger engine to be turned out at Horwich and allocated to this section was No. 10472. Nos. 2061 Eglinton and 2579 Ganymede, both Precursor class ordinary, had been converted to George the Fifth class (superheater), the last mentioned being provided with a Belpaire boiler.
No. 964 Bret Harte (Prince of Wales class), recently rebuilt with outside motion (Walschaerts), was now running fitted with a standard Belpaire boiler. As thus altered the engine is similar to No. 5845, which was shown at Wembley last year.
The three remaining ex-N.L.R. 4-4-0 inside cylinder tank engines had been withdrawn from service, viz.,Nos. 2648, 2649 and 2874. In the N.L.R. list these engines were numbered 114, 117 and 109 respectively. Other withdrawals included No. 708 (2-4-2 passenger tank) and No. 607 (0-6-2 coal tank).
Engines broken up at Crewe included No. 773 Centaur, a 6 ft. 2-4-0 passenger; also Nos. 387 and 2505, both of the 4 ft. 6 in. 2-4-2 passenger tank class. The following engines, amongst others, were now running fitted with Belpaire boilers :-Nos. 123, 277, 444 and 497 (Prince of Wales class), and Nos. 300, 374, 789 and 811 (George V class).
No. 5600 (late 819) has been renamed Prince of Wales, the name-plates bearing that name having been removed from the Exhibition engine, No. 5845.
[No. 45 L.B.S.C. engine, sold to Colne Valley
Ry.]. F.W. Holliday
Re old No. 45 L.B.S.C. engine, sold to Colne Valley Ry., Atkinson's letter in February issue. I can, I think, add a little to J. B. Atkinson's interesting account of the above engine. When No. 45 was rebuilt as a well tank engine, the 6 ft. 6 in. driving wheels she had as a tender engine were replaced by 5 ft. 6 in. driving wheels. The splashers shown in the photograph are those No. 45 had when a tender engine with 6 ft. 6 in. wheels. These splashers were modified to suit the 5 ft. 6 in. wheels giving the appearance Mr. Atkinson notices. The man in the photograph standing close to the driving wheels shows the wheels are only 5 ft. 6 in. I think. The trailing end was afterwards lengthened, which gave much more room on the footplate for the men, besides giving a larger well tank. The clack box was removed from the side of the boiler to the smokebox, with the object of warming the feed water before it entered the boiler. The hand rails were polished brass. Her driver went with her to the Colne Valley Ry. and drove her on that line. She was a good engine like all the old Sharps were.
[4-4-4 tank engines]. Gerald W.
Re error in your account of the Great Western Ry. 4-4-4 tank engine No. 27 (rebuilt). In stating that the only standard-gauge examples of the 4-4-4 or double-ender type of engine are to be found on the ex-Wirral, Metropolitan and the late M. &: S.W. Jn. Rys., you omit what are perhaps the most noteworthy examples of the class in this country, i.e., the three-cylinder engines built for the late North Eastern Ry. in 1913 and later, and generally known as the class D locomotives. These engines are responsible for much of the heavy suburban traffic in the Newcastle-upon-Tyne and Leeds districts; their originally handsome appearance has been somewhat marred by the adoption of the new L.N.E. Ry. black, doubtless used for these engines owinlg to their driving-wheels being only 5 ft. 9 in. in diameter.
The elements mechanics, F.S. Carey and J. Proudman. London:
Longmans, Green & Co., 311 pp. 233 illus.
This book forms one of Longmans' Modern Mathematical Series, and deals with the fundamental principles of the Science of Mechanics from an entirely theoretical standpoint. The authors state that it is devised to cover the advanced courses in schools and the first year courses in Universities. The method of treatment is somewhat different from that to which we have become accustomed in earlier books on this subject. Concepts and principles are introduced one at a time in order to make the student appreciate the logical structure of the subject, and further, the method adopted is to proceed from the concrete to the abstract; this has the effect of making portions of the book conform to the practice in engineering instruction. The contents comprise 29 chapters on all the theoretical prob- lems arising under the general terms of statics and dynamics, and also include the elements of hydrostatics, fluid pressure, work and power, kinetic and potential energy, etc. A novel feature is a short chapter at the end on the history of the Science of Mechanics, followed by another short chapter in which Newtonian and non-Newtonian Mechanics are discussed. More than 100 pages, separated from the text, at the end are devoted to questions and answers, and these also include a large number of worked examples.
Die Lokomotivantriebe bel Einphasenwechselstrom (Single phase alternating
current driven locomotives), Engelbert Wist. Berlin: Julius Springer,
100 pp. 48 illus. .
This is an analysis of the interconnection between motor dimensions, driving gear, and the limits of performance of main line single phase electric locomotives, and deals not only with theoretical but also practical considerations. The author, Professor at the Vienna High Technical School, who has had a large practical experience in connection with Continental electric railway practice, points out that the interdependent conditions between the calculations of motor dimensions and power on the one hand, and the method of driving the locomotive on the other, have not received suitable attention in the literature hitherto published on the subject.
The early portion deals with the conditions of design and working of electric locomotives, and the fixing of the general and detailed dimensions of single-phase series motors for main line service. A large part of the remainder of the booklet deals with various forms of drive, and includes direct driving (in which each driving axle has its own motor fixed upon it), geared motors, and the American Westinghouse, Brown-Boveri, and Oerlikon types of drive. Group driving by means of various combinations of jack shafts and coupling rods receive extended mention. Much of the information in regard to drives applies equally to direct current locomotives, and in all cases the author deals with both the theoretical and practical sides of the subject. Diagrams, illustrations, and tables relating to the principal single-phase locomotives in all countries are given. In conclusion, there is a short section, with tables, showing the limits of performance attainable, and comparisons between different types of geared drives. A large amount of useful information is contained within a small compass.
Eisenbahnwesen. Dei Eisenbahntechniche Tagung und Ihre Ausstellungen,
1924. Berlin V.D.I (Verein Deutscher Ingenieure) 393 pp., 853
illustrations. , 1925.
This profusely illustrated book gives a complete and com- prehensive account of the railway exhibits at the Seddin Exhibition, near Berlin, held last Autumn. It should prove of considerable interest and value to all connected with rail- way matters. Abstracts of the numerous technical papers which were read by leading railway engineers of Germany and other countries are given. Those deserving special notice are: Dr. Larenz's paper on Turbine Locomotives; Large Capacity Wagons, by Herr Laubenheimer; Electric Locomotives, by Councillor Reichel; the new 1,200 h.p. Diesel Locomotive, by Professor Lomonossoff; Pulverised Fuel, by Professor Bailiel; Signalling and Safety Appliances on the Dutch State Railways, by M. van Druel van Wageningen; The Future of High-Pressure Locomotives, by Herr Wagner. Many other lectures are reviewed. The work is produced in high class style, and is provided with a copious index.
Ransomes & Rapier, Ltd., of Ipswich, and 32, Victoria Street, S.W.1.
Issued the R. and R. Annual for 1925: a nicely printed, well written publication of 75 pages, with many interesting illustrations, and, apart from its being a record of the past year's operations of the firm, includes a number of articles of general interest. Sir Wilfrid Stokes contributes an article on "How are we to maintain our export trade?"; the address by Sir Archibald Ross to the School of Engineering on "The Value of Engineering" is reprinted; while other subjects include "Drainage of the Fens," and "Lifting Machinery for Docks." by W.J.B.; " A Trip in an Airship," by A.E.N.; "Sennar Dam-1924," by H.N.; and many others. Part Ill. is devoted to the annual reports of the Entertainments and Sports Committees, and the Recreations Club at .the Waterside Works, Ipswich.
The Works of the Brush Electrical Engineering Co., Ltd., Loughborough.
Established in Lambeth in 1879, the Brush Company, then known as the Anglo-American Brush Electric Light Corporation, gradually and steadily grew in importance, until recognising the value of being in a position to manufacture complete apparatus for the generation, and utilisation of electrical energy, the company acquired at Loughborough, the Falcon Engineering Works, and in 1889 became "The Brush Electrical Engineering Co., Ltd." As most of our readers are aware, the Falcon Works were founded by Mr. Hughes, and had been engaged for many years in the manufacture of steam locomotives and light rolling stock. At the present time, large sections of the works are still devoted to the manufacture of rolling stock, tramcars, motor 'bus and trolley 'bus bodies, trucks, underframes, etc. The publication sent us (No. 0001) gives a profusely illustrated account of the works as they are to-day. In 1892 they had an area of seven acres, now they cover thirty-three acres. The very fine recent extensions include the shop in which the Brush-Ljungstriim turbine is manufactured, with an area of one acre. This turbine is recognised in engineering circles as the most efficient form of steam prime mover. Turbines ranging from 3,000 kw. to 7.000 kw. capacity are now produced here. An interesting description of the various stages of manufacture with details of the machines is given. Other sections deal with the motor, transformer and dynamo shops; in fact, a complete tour of the works is made. The last few pages of the booklet are devoted to some comparative figures furnished by electrical undertakings, showing the high efficiency of the Brush-Ljungstrorn plant.
The Sentinel Waggon Works, Ltd., 166
Showing at Wembley Exhibition examples of their well known Sentinel-Cammell steam rail cars with trailers, and also one of their chain-driven shunting locomotives.
Number 394 (15 June 1925)
Mogul locomotives, Great Southern Rys., Ireland (Midland,
Great Western Section). 167. illustration.
Manufactured from parts constructed at Woolwich Arsenal
"Modified Fairlie" locomotive for the South African Rys. 168-9. 2
North British Locomotive Co. Ltd. to requirements of F.R. Collins, chief mechanical engineer South African Government Railways. 2-6-2+2-6-2: single frame with single Belpaire boiler, but with two engine uniits.
Four-cylinder compound superheater "Mountain" type locomotive, Paris,
Lyons, and Mediterranean Ry. 169-71. illustration, diagram (side &
4-8-2 with trefoil blast regulator and included couunter pressure braking
Oil-burning locomotives for the Central Ry. of Peru. 172-3.
Five 4-8-2 locomotives supplied by the Yorkshire Engine Co.
Petrol shunting locomotive for Persia. 173. illustration
Manufactured Burton-on-Trent works of the Drewry Car Co. Ltd.
Great Western Ry. 173
Another eighty ex-R.O.D. 2-8-0 GCR. type mineral engines had been purchased from the Government. 4-6-0 engine No. 4009 Shooting Star had been rebuilt with a Castle class boiler and cab. Nos. 4083 Abbotsbury Casrle and 4084 Aberystwyth Castle were the latest Castle class engines in service. Nos. 5620-2 latest 0-6-2 tanks built at Swindon.
Pullman Car CompanyDevelopment of services. 173.
The London-Leeds-Harrogate and Newcastle train has shown such highly satisfactory results that it has been decided by the L. & N.E.Ry. to carry it on to Edinburgh on and after 13 July. A contract had been entered into with the Great Southern Railways of Ireland for the introduction of third-class Pullman cars on its system.
James Watt's Workshop. 173
The working room of James Watt. inventor of the modern condensing steam engine (1736 to 1819). together with the whole of its contents. had been brought from his home at Heathfield Hall. Handsworth, Birmingham. to South Kensington. and was being re-assembled in the new buildings of the Science Museum.
The Shanghai-Nanking Ry. 174-7. 3 illustrations, table
Table of locomotive stock with suppliers, mainly British. Officials included A.C. Clear, M.Inst.C.E., the Chief Engineer and General Manager; D. Griffiths, formerly president of the Tang Shan Engineering College; I. Tuxford, Maintenance Engineer; and C. L. Wayne, Traffic Manager.
London & North Eastern Ry.-N.B. Section. 177.
The Director class (4-4-0 G.C. design) engines working on the North British section were being named after characters in Sir Walter Scott's novels and poems. The following had been named, Nos. 6378 Bailie Macwheeble, 6379 Baron of Bradwardine, 6380 Evan Dhu, 6385 Luckie Mucklebackit, 6398 Laird of Balmawhapple, 6400 Roderick Dhu and 6401 James Fitz-James. The two 2-8-2 tender engines nearing completion at Doncaster are numbered 2393 and 2394. One is fitted with a Booster on the trailing truck axle. The last of the Pacifies, No. 2562, would shortly be completed.
London Midland & Scottish Ry, 177
The first of the 4-4-0 Midland type compound express engines to be built at Horwich Works had been completed.
Beyer, Peacock & Co., Ltd., had received orders for two tank locomotives for an Australian timber railway, and for one tank engine for the Isle of Man Ry, Armstrong,Whitworth & Co. had secured a contract for 31 2-8-0 locomotives for the Bengal Nagpur Ry. A contract for 20 0-6-2 tank engines for the London & North-Eastern Ry. had been placed with Robt. Stephenson & Co., Ltd.
F.W. Brewer. Atlantic type express engines, North-Eastern
Section, L. & N.E. Ry. 178-9.
Concludes with Raven Z class three-cylinder type and includes noters on boiler development: first batch were saturated and supplied by North British Locomotive Co. with 180 psi boilers. The next barch had Schmidt supeheaters abd reduced boiler pressure. Later locomotives were built at Darlington. The saturated locomotives were fitted with superheaters. The Uniflow engine No. 2212 is also noted.
London Midland & Scottish Railway (L. & N.W. Section). 179.
All the new L&YR design four-cylindder 4-6-0s, No. 10455 to 10474 were in service, except No. 10474 whixch was to participate in the Centenarry celebrations at Dazrlington/ Five further 7100 series 0-6-0Ts had been delivered by Hunslet Engine Co. and given Nos. 7145-7149
The "Dabeg" feed-water heating apparatus. 180-1.
. illustration, diagram
O2 2-8-0 No. 3500 fitted
London & North-Eastern Ry. 181
Ten further 3-cylinder (K3) class being built at Darlington: Nos. 202, 203, 204, 205, 206, 207, 208, 227, 228, 229 and 231: No. 229 would be 1000th engine built at Darlington Works since 1886 (when new series started by Worsdell). Further T1 (X class) 4-8-0T were to follow. N7 0-6-2T class were under construction at Gorton.
Inness, R.H. (unattributed): Locomotive history
of the Stockton & Darlington Railway, 1825-1876. 182-5. 6
Table of the Tory or Collier class.Photographs of 0-6-0s Nos. 9 Middlesbrough, 10? Auckland, 25 Derwent and 8 Leader, and passenger 0-4-0 No. 27 Swift.
Model of three-cylinder locomotive, Nigerian Rys. 185. illustration
Shown at the Wembley Exhibition in the Nigerial Pavilion:: model 2-8-2 manufactured by Bassett-Lowke Ltd.
The North Devon and Cornwall Junction Ry. 186-7. 2 illustrations,
Colonel Stephens line operated by the Southern Railway
[Great Western Ry.]. 187
New line between Dunstall Park and Brettell Lane opened for passengers and goods on 11 May 1925: lists stations or halts at Tottenhall, Compton, Penn, Wombourn, Himley, Gornall, Pensnett, Bromley and Brockmoor.
New 20-ton steam llocomotive, Derwent Valley Ry.
Sentinel Wagon Works Ltd locomotive
Electric locomotives for coal mines. 187-8.
Questions and answers. 188-9.
No. 60. What are the arguments for and against long-stroke cylinders on locomotives?
No. 61. If a back-gear eccentric rod or strap breaks and the rod is disconnected, can the engine work in fore-gears?
E.L. Ahrons. The early Great Western standard gauge engines. 189-91.
Sir Daniel class 7ft singles built at Swindon from 1866 to design of Joseph Armstrong. They had 17 x 24in cylinders and large boilers wiith 1203ft2 total heating surface and a grate area of 16.77ft2 and 140 psi boiler pressure. Named locomotives: Nos. 378 Sir Daniel, 380 North Star, 381 Morning Star and 471 Sir Watkin.
Southern Railway. 191
Passenger locomotives to be painted in darker and bluer shade of green more like that for carriage stock.
An Indian veteran. 191. illustration
Great Indian Peninsula Railway No. D/334 of Class L/25 0-6-0 built by Yorkshire Engine Co. in 1870 qith 5ft coupled wheels nad 18 x 24in cylinders and 20ft2 grate area.
P.C. Dewhurst. 191
Awarded Willans Premium for paper on British and American locomotive design and practice presented in 1922.
Southern Railway. New stock for the Bournemouth service. 192-4. diagram
(elevations and plans)
Five corridor trains, four of which contained a dining car
Saloon for the Prince of Wales' train, South African
Rys. 194-6. 3 illustrations
Designed by F.E. Collins, chief mechanical engineer and built in South Africa: articulated twin vehicle built on Gresley system. Details provided A.H. Tatlow, Manager, Publicity section
Results of interchange locomotive trials, London and North
Eastern and Great Western Rys. 196.
Based on propoganda propogated in Great Western Railway Magazine for June. Some inaccurate reasons were stated for the failure of the A1, such as the use of ejectors on the L.N.E.R. in preference to vacuum pumps.
Southern Ry. 196.
No. 767 to be named Sir Valence not Sir Mordred as first intended.
Railway centenary celebrations at Darlington. 197
Announcement that Duke and Duchess of York would attend the Railway Centenary celebrations at Darlington and Stockton. To suit the Duke's arrangements the celebrations will take place on Wednesday and Thursday, 1 and 2 July instead of 2nd and 3rd, as previously announced. The Duke and Duchess will travel from London on 1 July, direct to Faverdale, Darlington, to open the railway exhibition. They will then motor to Lambton Castle, the seat of the Earl of Durham, whose guests they will be during the visit.
On the following day the Duke and Duchess of York will witness the procession of locomotives and rolling stock over the old Stockton and Darlington Ry., and will then proceed to Stockton-on-Tees, where. they will be entertained to luncheon, with some 350 guests, at the Borough Hall, by the Mayor, Mr. Leonard Ropner. They will afterwards proceed to the railway station to see one of the earliest S. & D. Ry. passenger carriages, which is being mounted on a pedestal for permanent exhibition. An inscription on the pedestal will read;-" Centenary of Railways, 1925. This coach, amongst the earliest of railway coaches, is placed at Stockton Railway Station by the London & North Eastern Ry. Company as a token that the significance of the Centenary has not been overlooked by this generation."
The exhibition at Faverdale, Darlington, which is to be opened by the Duke of York, will include a large collection of locomotives, rolling stock and material used by the railways during the last century. It will remain open until July 18th, including Sundays. We understand the L.M. & S. Ry. are sending the following locomotives to Darlington to take part in the centenary celebrations;- Nos. 2222 Sir Gilbert Claughton four-cylinder 4-6-0, 1881, eight-coupled tender goods, 1012, 0-6-2 side tank, 3020 Cornwall, and 10474, the latest four-cylinder 4-6-0 built at Horwich. Of these, No. 3020 is going in L. & N. W. colours, and the others possibly in L.M.S. style. No. 1012 is being renumbered 9446.
It is anticipated that the procession over part of the track of the old S. & D. Ry. will be about six miles in length. It will be headed by one of Stephenson's early locomotives which worked until recently at the Lyons Colliery, Hetton. One of the features will be Stephenson's Locomotion drawing a replica of the train which it hauled on Sept. 27th, 1825. In the seats across the old wagons will be a band wearing uniforms just like the band on the memorable opening day. Another train, composed of flat wagons, will bear attractive tableaux.
On July 3rd the exhibition at Faverdale is to be visited by the delegates to the International Railway Congress, which is to be held in London, during the last week in June. On the evening of July 2nd, Viscount Grey of Falloden will preside at a banquet to be held in the Faverdale Works, which are to be prepared for the occasion.
During the summer meeting of the Institution of Mechanical Engineers to be held in Newcastle, beginning Monday, July 6th, a visit will be paid to the Darlington Works of the L. and N.E.R. On July 7th at Armstrong College, Newcastle, Sir Vincent Raven, K.B.E., will give an address on the" Centenary of the Locomotive." The Institution of Locomotive Engineers has also decided to hold a meeting at Darlington. On July 13th a lecture will be given by Mr. J. G. H. Warren, entitled" The Evolution of the Locomotive Engine" at the Mechanics Institute, Skinnergate, at 8 p.m. At the invitation of Mr. H. N. Gresley, on behalf of the London & North Eastern Ry., on July 14th, a visit will be paid to the Company's Works at Faverdale to see the exhibition of models and rolling stock, and also to look round the works which contains some of the most modern wood-working machinery in England. Members meet at the main entrance to the Wagon Works at 10-20 a.m. Afterwards the members will be entertained to lunch. In the afternoon the works of Messrs. Robert Stephenson & Co., Ltd., at Thompson Street, North Road, will be visited by invitation of the Directors, meeting there at 2-30 p.m.
Internal & external corrosion in locomotive boilers. 197
As recently notified in our columns, the National Physical Laboratory recently conducted experiments with Dampney's H Apexior " Compound, and estab- lished the fact that when this material is applied to steel tubes the transmission of heat is actually increased. The manufacturers, Messrs. ]. Dampney & Co., Ltd., of 87, Bishopsgate, London, inform us that they are supplying their Apexior Compound regularly to a good many of the world's largest railways for the treatment of locomotive boilers, and that it is now being specified for application to new locomotives by, among others, the Bengal Nagpur Railway, Ceylon Government Railways, Great Indian Peninsula Railway, etc., etc. It is claimed for H Apexior Compound that it prevents the adhesion of hard scale, thus rendering cleaning a very easy routine matter without the necessity for chipping hammers, or scaling apparatus, that it positively prevents and arrests corrosive pitting's, no matter from what cause arising, and they have produced evidence that in locomotives in India, which have been treated while building, their product has given satis- factory service for periods extending to eight years and even longer.
Exterior Corrosion. H Apexior No. 3, which is a modification of H Apexior Compound, is a preparation which was strongly advocated by Arthur G. Marshall, M.I.M.E., in the exhaustive report he made some years ago on the question of the serious external corrosion which had been observed in locomotive boilers in India. It is applied like paint to the exterior surfaces of the barrels underneath the lagging, and the makers tell us that although many thousands of gallons have been supplied to railway companies in all parts of the world, they have never received a single complaint as to its efficiency.
An important matter is the small cost of this treatment- which for an average boiler comes out at about £5 for the shell inside and outside, whilst if the steel tubes also are treated, which is strongly advised, the additional cost is about £4.
]. Dampney & Co., Ltd., supply literature on these products which is at the disposal of any interested parties, and also manufacture other specialities which have made reputations for themselves in the railway world.
Shropshire and Montgomeryshire Light Rly. 197
Two ex-L.B. & S.C. Terrier tanksNos. 638 and 683 of 1878 and 1880were purchased from the Dalmuir Government Depot, and now bore S. & M. Nos. 8 Dido and 9 Daphne. No. 7 Hecate was also an ex-L.B. and S.C. 0-6-0 tank. The 0-6-0 Manning, Wardle tank Morous, purchased some years back from the Stratford and Midland Junction Line, had been transferred to the Selsey Tramway.
London, Midland & Scottish Rv, (L. & N.W. Section). 197
No. 1433 Faerie Queene (Precursor class ordinary), had been converted to George V. class (superheater), while the following mineral engines had been converted to class G1 (superheater), and provided with standard Belpaire boilers ;-Nos. 1299 and 2566 (class G simples); No. 1856 (class D simple) and No. 2571 (class B compound).
Engines recently broken up at Crewe. include three Renowns, viz Nos. 1932 Anson, 1951 Bacchante, and 1972 H Hindostan." Other withdrawals are as follows r-s- No. 1966 H Commonwealth" (H Alfred the Great" class); No. 1923 "Agamemmon" (H Jubilee" class); No. 941 H Blenkinsop " (H Precedent" class) ; and the first of the celebrated H Water loos,' viz., No. 5080 (late 748), H Waterloo."
No. 7683 (0-6-2T, late 3029) has been fitted for motor service.
Obituary: [James Holden]. 198
Died on 26 May 1925 in his eighty-eighth year. James Holden, had been locomotive, carriage and wagon superintendent of the Great Eastern Ry. from July, 1885, to December, 1907. Holden started his railway career under his uncle, Edward Fletcher, on the York, Newcastle & Berwick Ry. Subsequently, for about twenty years he held various positions on the G.W.R. at Chester and Swindon. He succeeded . T.W. Worsdell on the G.E.R. at Stratford, and soon reorganised the methods of production in the works, by standardisation of parts, and consequent interchangeability. So efficient was the system that on 11 December, 1891, a six-coupled goods locomotive and tender, No. 930, was erected in nine and three-quarter working hours. Perhaps the most successful of Holden's engines were the small six-coupled side tanks, with 4 ft. wheels, and 16½ in. by 22 in. cylinders. First built in 1890, they have ever since worked the bulk of the Walthamstow, Enfield and Palace Gates trains with almost unfailing regularity, although the service is one of the most exacting. For their size it is doubtful if any engines have done more useful work than Mr. Holden's coupled engines of the 710 class, and the corresponding single wheelers of the 1,000 class each having 7 ft. wheels and 18 in. by 24 in. cylinders. During the twelve to fourteen years they worked the main line services they took marvellous loads, the coupled engines working particularly heavy trains to the East Suffolk line in the summer, whilst the singles gave excellent results on the 130 miles non-stop run of the Norfolk Coast express between London and North Walsham.
The increasing weight of the trains, however, demanded larger engines, and the more powerful and more generally useful 4-4-0 machines of the 1900 class were introduced in 1900, the first of which named Claud Hamilton in honour of the chairman of the G.E.R., being exhibited at Paris in 1900.
Amongst other activities connected with his profession, Holden supervised preparation of the drawings and specifications for the Railway Clearing House standard wagons for private owners, and also formed one of the Standards Committee for Indian locomotives. In 1887, Mr. Holden commenced his experiments with the burning of liquid fuel, and fitted an express locomotive, No. 251, to burn this fuel. Subsequently a large number of engines were fitted and performed a great deal of very heavy main line work with great success. This apparatus has been found of the utmost service in times of coal shortage due to stoppages at the mines. It is only the prohibitive price of oil fuel in the country that has prevented its general adoption here. Other inventions connected with Holden's name include flexible stays for fireboxes, and some details which were incorporated in his famous decapod locomotive, designed with the object of proving how far a steam locomotive could compete with electrification. Holden was also the pioneer in the adoption of wider carriages for suburban trains to seat two additional passengers in each compartment.
[First Atlantic engines Nord (Nos. 2 641-642),
and first European Pacific locomotives, for the Paris-Orleans Ry]. William
Re a few inaccuracies in Delalande's article on page 105. The first Atlantic engines of the Nord (Nos. 2 641-642), and also the first European Pacific locomotives, which were for the Paris-Orleans Ry., came from the Belfort works of the Societe Alsacienne, not from Grafenstaden. The first superheated compound Pacific engines of the Paris-Orleans and Midi Rys., came out some two years prior to those of the Nord. These latter engines were but slightly enlarged copies of those built a few years previously for Alsace-Lorraine. Delalande appears to be somewhat confused concerning the comparative locomotive trials conducted by the Chemins de Fer du Midi shortly before WW1. The three types of locomotives employed in these trials were as follows:- 4-6-0 simple superheater-Nos. 3501-3516; 4-6-2 compound saturated-Nos. 3001-3016; 4-6-2 compound superheated- Nos. 3051-3054. The 4-6-0 engines, which gave the lowest coal rate per ton- kilometer, were designed by the Berlin Locomotive Works, and were in many respects similar to the Prussian P-8 class. The performance of these 4-6-0 engines led to the design of a two-cylinder simple 4-6-2 locomotive. Prof. Sauvage stated, in July, 1914, that these new 4-6-2 engines (Nos. 3101-3104) had been designed, and were then in course of construction. On 10 January 1919, M. Herdner said that, " unfortunately the completion of these engines has been retarded by the war." The locomotives, as illustrated on page 106, were actually delivered in 1920.
[Automatic governor gear]. J. MacLachlan. (South African Rys., Glencoe
Re automatic governor gear, as described in a recent issue of the magazine, which would appear to be rather complicated, in as much, that the piping, also the several valves, foot and hand, is excessive. The human element is largely responsible for its successful operation. I should imagine the Meyer expansion valve would meet all require- ments, with adjustment from the cab. As you may be aware, this valve travels through a graduated scale, indicating at a glance the cut, which can be altered to suit conditions by merely turning a small wheel. This would allow for even more economical working, without the need for complicated pipe lines and its several valves.
of expresss trains. C.F. Dendy Marshall, London: Railway Engineer.
76 pp., 52 illustrations. Reviewed by E.L.A [Ahrons]
This is the first book published in this country which deals exclusively with every aspect of the subject of train resistance, and the author's aim, as stated in the introduction, has been not only to gather the information scattered in the transactions of engineering societies, in the technical press, in books of a general character, and from hitherto unpublished material, but also to throw fresh light on the subject. A large portion deals with atmospheric resistance, which has been analysed more closely than has previously been attempted, and an entirely new method is proposed for dealing with the effect of oblique winds. A new and valuable ally has recently appeared in the form of aeronautical research, the assistance obtained from which is very material. The author adds that in spite of the length of time that railways have been in existence, most of the stock is still designed without a thought being given to atmospheric resistance, and both chimneys and bogies are constructed on quite wrong principles. These subjects are considered fully in the book. Of modern results, the author quotes those by Barbier on the Northern Railway of France, Sir John Aspinall on the L. & Y.R., the Berlin-Zossen high-speed electric railway and the Electric Railway Test Commission at St. Louis. He might, perhaps, have added the long and complete series of experiments made by Leitzmann, in Germany, which give a vast amount of valuable information concerning Continental train resistances under conditions which approximate to those in this country, more than to those which apply in America. It seems to us that the conditions in regard to both rolling stock and track in America differ to such an extent from those in Europe, that results and forrnuhe derived from experiments on the other side of the Atlantic are far from holding good on this side.
The author rightly points out that it is doubtful whether the ordinary engine indicator is reliable at high speeds, and that at speeds above about 50 m.p.h. it gives results con- siderably below the real power developed. In Chapter III some very interesting particulars and illustrations are given regarding the yielding of the track. The author suggests, and we think with sound reasons, that the pivots of leading bogies should be placed behind the centre, and not symmetrically at the centre of the bogie. This arrangement is. also of advantage when the bogie trails, the pivot then being in front of the centre. He also shows that the spring-controlled bogie is better than the pendulum-link type. It may be pointed out that the Great Western Ry. has long ago discarded the pendulum-link bogie with the links hung from two points, and adopted the sliding type. We learn that Sir Henry Bessemer, in 1847, pointed out the bad effects caused by the air resistance of luggage carried on the roofs of the carriages, though his strictures were probably not the reason for the abandonment of this method, or we should hardly have had the raised cabin roof projections over the guards' vans on so many lines. These mostly disappeared about 1880-1890, except on the South Eastern and Chatham Railways.
The effects of acceleration at different speeds and the effects of gradients are considered at length in chapters VI. and VII., but chapter VIlI., on the effect of curves, is very short, owing to the lack of information on this subject, and as the author states, owing to the doubt whether it is possible for any formula to be devised which could be relied on. It is probable that Leitzmann's researches would have helped to fill a gap here, though it is right to add that the author has confined his book to the question of resistances of express trains at high speeds such as are not usual over severe curves.
Chapter X. to XII., on the effects of wind resistance, are of great value, and include a large number of graphs and diagrams and many carefully tabulated data. Much of this portion, which contains information not hitherto published, has obviously involved deep study of the subject. One point stressed by the author may be quoted: "All locomotive engineers are agreed that the most deadly wind is a 'side wind.' It is, however, an amazing thing that no one seems to have realised why it should be so, as the universally accepted explanation, namely, increased flange friction, is quite a myth, as will be proved."
Chapter XIII., on the "Resistance of Engines," gives information, much of which is derived and worked out from dynamometer trials of the G.W.R. and L. & N.W.R. four- cylinder 4-6-0 locomotives, and some useful notes on the suitability of various types of indicators are added. The author writes :-" In spite of all the study which has been devoted to the question of engine resistance, the subject is still in an unsatisfactory state. Not only is it impossible to find a good general formula, but even to obtain one to suit a particular engine seems to be beyond one's power, with the data that can be gathered from observations. The resistance varies greatly with the cut-off and is different again when running without steam. It also varies in an inexplicable fashion on different occasions in apparently similar circumstances." Here again Leitzmann's extensive experiments with, engines of all classes, under and without steam, in some cases coasting with and without parts of the motion and rods, give a great deal of information which the author has apparently overlooked. They bear out what the author states in general terms in regard to resistances varying with the cut-off, and when the engine is running with or without steam. For each type of locomotive, simple and compound, of different wheel arrangements, forrnulze of both A + BV' and A + BV + CV' orders are given, and it would have been very instructive to have had the author's analyses of these in comparison with the results which he gives in the book before us.
Chapters XV. and XVI. deal with the "Resistance of Electric Cars" and the very important" Question of Shape" of chimneys, front ends, carriages, etc. On the latter subject the author has much of interest to record. The Appendix contains a very complete illustrated account of the G.W.R. dynamometer car.
The book contains a very large amount of valuable information. The author is not afraid of criticising other authorities, and also what may be termed entrenched opinions, in such cases as he feels obliged to differ from them. This independent criticism is one of the most interesting features of the book, and greatly adds to its value. The printing and clearness of the illustrations are excellent. .
THE RAILWAY YEAR BOOK FOR 1925. London. Railway Publishing Co., Ltd., 33,
Tothill St. 5/- net.
This new volume contains information relative to the further developments in grouping under the Irish Railways Act of 1924 by which practically all railways in the Irish Free State, except the Great Northern, are in course of amal- gamation in the new Great Southern Rys. A new map of the Great Southern system is included.
In the British section, articles on the various railways have been revised, and in the case of the L. M. S. R. the organisation and personnel are set forth on a much more complete basis than was practicable last year.
Looking through the "Who's Who " section, we notice several new biographies have been added, and also considerable revision in view of the numerous official changes that have taken place recently.
In the foreign sections, railways in the colonies, etc., hitherto classified separately, have been placed in sub-classes according to their geographical location. It is well indexed.
Locomotives of the Southern Railway. Chief
of Advertising, Southern Ry., London Bridge Station. 55 pp. 20 illustrations.
Booklet opens with a short description of the principal main line sections which now form the Southern Ry., mention being made of the chief gradients and fastest trains. The main portion of the publication is devoted to short descriptions of the leading classes of engines, both past and present, with an introduction mentioning the various improvements with which the chief locomotive superintendents of the component railways have been associated. The seventeen illustrations (7 in. by 3i in.) of locomotives are all of modern types, built or re-built during the last ten years, and on the page opposite each is tabulated a list of the leading dimensions. The engines selected for illustration are :- E Section :Nos. 453, 476, 510, 446, 492, 463, and 338. B Section :Nos. 333, 325, 343, 422, and 60. A Section :Nos. 790, 847, 781, 179 and 129. This portion of the booklet forms a very handy and useful record of the principal modern types of engine now in service. The last three illustrations show the Southern Belle,West of England, and Continental Pullman Boat expresses in motion, a description of each being added. Copies are obtainable from Mr. G.H. Dennis, Chief of Advertising, Southern Ry., London Bridge Station,
French-English and English-French dictionary of technical terms,
J.O. Kettridge, London: George Routledge & Sons, Ltd. two volumes,
or complete in one volume of 1,137 pages.
This bulky volume is an excellent example of what a really good book of reference should be. It is well bound and printed in plain type on good paper, and very conveniently arranged. Of exceptional value, not only to all practical civil and mechanical engineers that have French correspondence, but to all who have business relations with France, it is a complete vocabulary of the technical terms used in engineering and allied sciences and industries. Electrical and mining engineering are included, as well as geology, physical geography, petrology, mineralogy, crystallography, metallurgy, chemistry, physics, geometry, abbreviations and symbols, weights and measures, compound conversion factors, etc. There is also a method of telegraphic coding by which any entry in the dictionary can be coded by a 10-letter cypher word, with indicator and check. As far as our observations have gone in regard to testing the terms applicable to locomotive and railway work, the dictionary has been brought well up to date, and is accurate and clear.
It contains translations of 100,000 words in French and in English, and terms and phrases illustrated by numerous instructive examples and explanations, so that it is simple for the correct technical terms to be used by translators with only a slight knowledge of French. Many of the examples impart some useful or interesting piece of knowledge or information, and also show how a word is used in connection with other words, and illustrate the meaning of the vocabulary word. The whole forms a welcome addition to the engineer's library. .
Railway exhibits at the Empire Exhibition, Wembley. 200
To mark the hundredth anniversary of the first public railway used for the transport of passengers in this country, the railway companies are exhibiting in the Palace of Housing and Transport quite a number of steam locomotives, old and new, as well as electric locomotives and cars, sleeping and Pullman cars, a dynamometer car, carriages and wagons and a number of other transport exhibits to illustrate the result of 100 years' progress in traction on the railway.
Metropolitan Railway electric locomotive. 200
The Metropolitan Ry. have placed on their stand one of their electric locomotives, No. 15, which has been in service about two years, and during this time has run 42,759 miles. These locomotives are required to make the run from Aldgate to Baker Street in fifteen minutes, with twenty-second stops at all the intermediate stations, and from Baker St. to Harrow in fifteen minutes, and Rickmansworth in twenty-five minutes. This schedule calls for high acceleration and comparatively low speed whilst running over the inner circle section of the line, and high acceleration in addition to high running speed on the non-stop portion of the line. They develop a tractive effort of 26,800 lb. at starting. The standard train of six bogie carnages weighs, with passengers, about 180 tons, while the locomotive weighs 58 tons. The locomotives measure 39 ft. 6 in. over buffers, and are mounted on four-wheel bogies which are equipped with four 300 h.p. self-ventilated electric motors, so that each axle is driven by tooth gear wheels, by its own motor. The motors used are the largest that it is possible to utilise with standard rolling stock wheels, yet, at the same time they conform to the regulations regarding clearance from track level. They weigh, with gears and gear case, 8,000 lb. each. They are of the standard series wound type, and are provided with commutating poles. The magnet frame is cast in one piece, and is provided with suspension bearings to hang from the axle, and on the opposite side of the motor there is a nose suspension supported by an arrangement of rubber spring suspension gear. The four field coils are wound with fiat copper strip, as also are the commutating pole coils. The armatures are built up on spiders and the core is built up of soft iron punchings. The coils are insulated with mica and linen tape, and are held in position by steel wire bands. A fan is mounted on the pinion end of the armature to draw air into the motor for ventilation. The air passes in two parallel streams, one through the ducts in the commutator, and the other over the surface of the armature and past the field coils. The side of the locomotive on exhibition has been removed to show the internal arrangements. In the centre, below the mechanism for controlling the supply of current, are situated two vacuum pumps for operating the v:acuum brake, and one air compressor for working the Westmghouse brake. The master controller has four operating positions, the first gives series connection of the motors with all resistance in circuit, the second brings the automatic accelerating relay into operation and the resistance is gradually cut out step by step by the contactors until full series position is reached, the third position connects the motors in parallel with all resistance in circuit, while the fourth position again brings the accelerating relay into operation and cuts out the resistance step by step until the full parallel position is reached.
Southern Ry. 200
Sent one of their 2-6-0 mixed traffic engines, No. 866. On fast goods trains to and from Southampton and the West of England, and on the South Eastern section also, as well as excursion traffic, these very efficient engines have been in service since 1917. On the heavy grades west of Exeter, they have given excellent results on passenger and goods work.
London & North Eastern Ry. 200
Exhibited Pacific type express engine, No. 4472 Flying Scotsman, again but with a six-wheeled tender. This was necessary in order to provide sufficient space to attach one of the latest sleeping saloons used on the East Coast services to Scotland. They also show one of the latest Darlington-huilt 2-6-0 three-cylinder mixed traffic engines, No. 200, as well as a large bogie coal wagon.
D.P. Battery Company, Ltd., 200
of Bakewell, inform us that their locomotive type Kathanode batteries are being fitted on six standard gauge locomotive on order for the War Office and Air Ministry. The locomotives are being made by the English Electric Co., Ltd., Hawthorn, Leslie & Co., Ltd., and Joseph Booth Bros., Ltd.
Vickers Limited, 200
Secured an order for 100 of their single battery electrically regulated train lighting equipments, for the new passenger carriages building for the London Midland & Scottish Ry.
Metropolitan Vickers Electrical Co., Ltd., 200
Appointed their London Sales Manager, Percival Francis Crinks, to be Managing Director of Metro-Vick Supplies, Ltd. Crinks was a pupil of H. Faraday Proctor, Chief Engineer and General Manager of the Bristol Corporation Electricity Department, and later held sever:al appointments on the engineering staff, finally being appointed Commercial Engineer. He joined the British Westinghouse Electric Manufacturing Co., Ltd., in 1910; and for several years represented them in the Western Circuit. After being transferred to the London Office of the British Westinghouse Electric Manufacturing Co., Ltd., he was appointed London Sales Manager for Metropolitan Vickers Electrical Co., Ltd. He was one of the original members of the Committee of the Western Centre of the Institute of Electrical Engineers, and is a very active member of the Engineers' Club in London, being vice-chairman of the General Committee.
Electric locomotive equipments., 200
An attractively prepared publication, No. 494, has been issued by the English Electric Company, Ltd., illustrating and describing the whole of the equip- ment and apparatus of a four-motor electric locomotive for operation on a 1500-volt D.C. line. It points out that reliability of operation is of primary importance, inasmuch as on an electrically operated road, the locomotives are of greater capacity but fewer than on a steam road, and therefore each locomotive has a greater importance than a steam locomotive would have. Reliability is ensured by simplicity of design, strength of working parts and acces- sibility for maintenance purposes, and these features have been given first consideration in all the locomotives equipped by the English Electric Co. A double page chart is included, giving elevation, sections and plans, and showing the principal parts, with a reference table, of a typical English Electric locomotive.
Number 395 (15 July 1925)
New mikado & Garratt locomotives, London & North Eastern Ry.
202-5. 2 illustrations, 2 diagrams. (side & front..elevations)
2-8-2 and 2-8-0+0-8-2: Nos. 2393 and 2395 illustrated: latter built by Beyer Peacock. Both designs were fitted with Gresley derived motion for their three-cylinder engine layouts and were available for the Stockton & Darlington Railway Centenary celebrations
Continuous brakes on goods trains. 210. 2 illustrations
Photographs of a German State Railways freight train fitted with the Kunze-Knorr air brake on the Uenhans Probstsella Section and a Beira & Mashonaland & Rhodesian Railways vacuum brake fitted freight
W.H. Woolnough. 210
Transfer of address to 15 Victoria Street of Consultant mechanical and marine engineer and naval architect
The transfer of the Great Indian Peninsular Railway to the State. 211
4-8-0 type locomotives, Madras and Southern Mahratta Ry. 211-13.
diagram (sectionalized elevation and plan)
W.G. Bagnall metre gauge
Mountain type passenger locomotive, Northern Railway of Spain. 214.
4-8-2 supplied by Hanover Machine Co.: 4-cylinder compound with cylinders in line: for working over steep gradients
The Oahu Ry., Honolulu, Sandwich Islands. 215-17.
3ft gauge. 132 route miles. 26 locomotives. pineapples were main traffic. Coral used as ballast. Instigated by B.F. Dillingham
Pit locomotibve trials. 218-21. 3 illustrations
See also page 145. Charles Markham of Broadsworth Main Colliery sought to replace ponies for coal haulage underground with flameproof battery electric locomotives: entrants included ones supplied by Metropolitan Vickers, R.H. Patterson & Co. of Newcastle and Thomas Broadbent & Sons Ltd of Huddersfield.
Number 396 (15 August 1925)
New six-coupled bogie passenger engines, Southern Ry. 235.
Southern Railway King Arthur class: North British Locomotive Co. manufactured
Metropolitan District Rly. 260.
Purchase of 4-4-0T No. 22 from the Metropolitan Rly. for working ballast trains
New articulated express passenger trains, Great Western Ry. 262-3;
265. 5 illustrations
Cited John Lewis GWRJ #71
Number 387 (15 September 1925)
New "Garratt" locomotives for India and South Africa. 271-3.
2 illustrations, 2 diagrams (side & front elevations)
Both were 2-6-2+2-6-2 but of different gauge: 5ft 6in for North Western Railway in India and 3ft 6in for South Africa: the latter had relatively large coupled wheels (4ft 9in) for working passenger trains. Cortazzi sliding axleboxes were fitted and the locomotives were built by Beyer Peacock & Co, The South African locomotives were fitted with Flaman tachygraph.
Tank locomotive for Hong Kong. 271. illustration.
W.G. Bagnall 2ft gauge 0-4-4T supplied via Crown Agents for the Colonies to Kowloon-Sham-Chun Tramway which was 7 miles long
Long distance running of locomotives. 271
A Baldwin 4-6-2 fitted with a rocking grate and operated by South African Railways had run from Johannesburg to Cape Town in 29 hours 13 minutes hauling a Mail train
Mechanical couplers in Europe and the Argentine. 271
The Willison vertical plane coupler swas being tested by the French State Railways and the Argentine was considereing enforcement,
Continuous brakes on Indian goods trains. 271
The North Western Railway was fitting 300m locomotives with powerful ejectors
Munich Transport Exhibition. 272. illustration
Very large model railway installed by the German National Railway
Railway progress in British Malaya. 273-6. 4 illustrations
Through services from Bangkok to Singapore had become possible. The photographs show a Penang to Singapore express aproaching Seremban; the causeway to Singapore and the stations at Kuala Lumpur and Ipoh
A new type of petrol rail locomotive. 276-7. 2 illustrations
Four-wheel Drive Lorry Co, Ltd. of Slough with Hele-Shaw multiple disc clutch.
Improvements in the main drive on crank pins. 295. 2 diagrs.
D49 Shire class. Improvements to the main drive using the "Woodard" arrangement.
Travelling cranes for railway service. 297-8. 2 illustrations
Inness, R.H. (unattributed): Locomotive history
of the Stockton & Darlington Railway, 1825-1876. 300-1.
0-4-0 NER No. 1041 (ex- No. 41 Dart and drawings of 2-2-2 No. 54 Tyneside and No. 50 Meteor (and latter as rebuilt).
No. 398 (15 October 1925)
Side tank locomotive for the Lynton and Barnstaple Section of the Southern Ry.303. illustration
Manning, Wardle locomotive of narrow gauge: engine No. E188 Lew was a slightly modified version of the type built for the opening of the railway.
Queensland Government Rys. 303
R.J. Chalmers appointed CME in succession to J.E. Robinson: "for several years" Chalmers had acted as Assistant to Robinson.
Barsi Light Railway. 303.
E.R. Calthrop had resigned due to ill health and was replaced by Sir John Wolfe Barry & Partners as consulting engineers
Three-cylinder tank locomotive, Danish State Railways. 304-6.
illustration, diagram (sectionalized elevation and plan)
An ultra-high pressuree compound locomotive. 307-8. illustration
Henschel & Son three cylinder compound 4-6-0 with 850 psi water-tube boiler.
Fireless locomotive for Lloyds' Paper Mills, Sittingbourne. 308.
W.G. Bagnall narrow gauge (2ft 6in) 2-4-0
"Sentinel-Cammell" steam rail coach, Bengal Nagpur Railway. 309. diagram
(side elevation), plan.
2ft 6in gauge: one of five built to design and specification of A.C. Carr: one exhibited at Wembley
The Constantinesco locomotive. 310-11. illustration,
Torque converter with internal combustion engine demonstrated in Longhedge Yard, Southern Railway.
Rebuilt 0-6-0 tank engines, Southern Railway (South Eastern
& Chatham Section). 311-12, 2 illustrations, diagram (side &
Stirling 0-6-0Ts rebuilt with domed boilers with reduced height chimneys, domes and cabs t work through Tyler Hill Tunnel on the Canterbury & Whitstable branch.
E.L. Ahrons, The counter-pressure braking
system. 313-15. diagram
Mentions L. Le Chatelier as the key inventor for the Northern Railway of Spain; also claimed by Ricour and improved by Marié on the PLM. F. Holt of the South Staffordshire Railway is also mentioned.
Quick finish for locomotive and carriage stock. 315-16.
The "Agenoria" locomotive. 320-1. illustration.
Presented to the Science Museum by W.O. Foster of Apley near Bridgnorth. It was overhauled by Job Short.. Photograph shows locomotive at Shutt End Iron Works before its departure for London.
The Iron Horse. 321
Since the first "Biograph" moving pictures, which included several railway s.ubjects, were exhibited at the Empire Theatre in London in 1898, it is doubtful if any film has been shown having more interest to students of railway and locomotive history than that now being produced entitled The Iron Horse.
The pictures, produced by the Fox Film Co., illustrate in a most effective manner one of the most stirring events in the history of rail-roading, namely, the construction and completion of the first trans-continental railway across America. A romantic story has been written round the world-stirring event by Messrs. C. Kenyon and 1. Russell, and the film is a wonderful achievement of realistic reproduction of some of the chief episodes in this narrative connected with the building of the Union Pacific and Central Pacific Rds., assisted by the powerful influence of President Lincoln.
Apparently no trouble or expense has been spared in the attempt to accurately reconstruct the wonderful railway pictures then enacted. In addition to one regiment of U.S. cavalry and one of infantry, some 3,000 workmen, 1,000 Chinamen, 800 red Indians, took part, with 2,800 horses, 1,300 buffaloes and 10,000 oxen.
Then the actual engines used at the celebration of "driving the last spike" have been unearthed and repaired to run with their own steam and replay their original parts in the episodes illustrated. From contemporary notes of the proceedings at the meeting of the Union Pacific and Central Pacific Railroads at Promontory on 10 May 1869, the locomotives are stated to have been No. 116 of the old U.P.R. and Jupiter of the old C.P.R. We append a reproduction of a photo of what is claimed to be No. 116 (?119) of the U.P.R. now apparently No. 8 on some minor road on the Californian side. The curious spark arresting chimney, doubtless a reproduction, corresponds in shape very closely to that shown in an old engraving we have, but alas! there is one unfortunate modification which rather spoils the illusion, namely, the air brake apparatus on both locomotives and cars; further, there is another detail which cannot be missed by the expert criticthe M.C.B. couplers, although the original "Miller hook" coupler has been applied to the private car shown. It is possible the air brake equipment had to be retained to conform to interstate laws of the U.S.A., in similar fashion to the safety appliances fitted to the boiler of the old Hetton Colliery locomotive to enable it to run in the Centenary procession at Darlington. .
To those of our readers interested in a real railway "show" we recommend them to visit the Iron Horse whenever it appears at a local picture house.
Railway Centenary exhibits, Science Museum. 321
Supplementmg the comprehensive collection of historical locomotives, models, etc., in the Science Museum South Kensington, a special exhibition has been formed to commemorate the centenary of the opening of the Stockton and Darlington Ry. This special collection includes several exhibits from the railway collection of the museum, as well as a number of ohjects, documents and pictures appertaining to the history of railways, which have been lent for the occasion by the railway companies and by private contributors. The exhibits include George Stephenson's original report of 1822 on the S. & D. line. A supplementary catalogue of the Centenary Exhibition has been compiled by E.A. Forward, M.I.M.E., and was on sale at the Museum, price 6d.
London & North Eastern Ry. 321
Three more of the Director class of 4-4-0 engines in Scotland :received names as follows: 6390 Hobbie Elliott, 6391 Wizard of the Moor and 6395 Ellen Douglas.
Of the Pacifies' working over the North Eastern and North British divisions, No. 2564 has been named Knight of the Thistle, and 2574 St. Frusquin. The Pacifies work through between Edinburgh and York, the men being changed at' Newcastle.
One of the three-cylinder 2-6-0 engines, No. 188, stationed at Carlisle and worked an express goods train over the Waverley route to Edinburgh.
The first three of the 4-6-2 tank engines (G.C. type), Nos. 1712 1719 and 1738 have been delivered by Hawthorn, Leslie & Co: We understand these engines are to work in the Tyneside area.
The twenty 0-6-2 tank engines building at Stephenson's Works were intended for the G.E. section suburban lines. Nos. 907, 912 and 913 had been delivered.
R.H. Inness. (unattributed): Locomotive history
of the Stockton & Darlington Railway, 1825-1876. 322-3.
Bury 0-4-0s No. 44 Sura, 45 Ganymede, 46 Antelope and 47 Unicorn. Also Bouch 0-6-02 Nos. 29-33 built at Shildon
Railway Centenary exhbits for York Museum. 323.
Southern Railway electrification, South-Western Section. 329-31. 2
British Thomson-Houston rotary converters: attended and unattented types
London, Midland & Scottish Railway (L. & N.W. Section). 334
Sixty 4-4-0 compounds of Midland design were being delivered to Crewe for service on that section, of which the following were at work: Nos. 1115-16 (ex Horwich); Nos. 1150-59 (ex North British Locomotive Co.), and Nos. 1160-69 (ex Vulcan Foundry).
New 0-6-0 superheater goods had also been delivered as follows: Nos. 4057-70 (ex North British Locomotive Co.) and Nos. 4082-85 (ex Kerr, Stuart & Co.), while No. 4138 was the latest of the type to be completed at Crewe. With respect to the latter series it is understood that the last twenty, uis., Nos. 4157-76, are intended for service on the Midland division.
Nos. 1354 and 1385, class G simples, and Nos. 2524 and 2537, class D simples, had been converted to class G1 (superheater). With the exception of No. 2524, these engines were provided with Belpaire boilers of the standard design.
The following additional 0-6-2 tank engines had been turned out fitted for motor service: Nos. 580, 981, 1046, 2350, 2483, 3058 and 3704.
Five engines of the 4-6-0 Experiment class had been withdrawn from service, viz., Nos. 565 City of Carlisle, 830 Phosphorus, 1498 Thomas Savery, 2116 Greystoke and 2161 Jeanie Deans. Other withdrawals included Nos. 861 Amazon and 871 Proserpine (6 ft. 6 in. S.L. class); No. 2157 Unicorn (6 ft. 0 in. S.L. class) and a further four N.L.R. 4-4-0 outside cylinder tank engines, Nos. 2807, 2816, 2834 and 2872. There were twenty-five of the L. & Y. 4-6-0 class 8 engines in service on this section, these being L.M.S. Nos. 10450-10474 inclusive. They were chiefly employed on the heavy trains between Crewe and Carlisle.
Pullman restaurant car service. 334
When Pullman cars first ran on the Midland system between London and Bradford in 1874, the custom was to obtain food from the railway refreshment rooms and serve it on the tables provided. Tea and coffee were made by the aid of oil stoves, which were fitted in a cupboard at the rear of the train.
From this crude arrangement of the railway cupboard-mess-room, sprang the elaborate commissariat system in vogue to-day. With the development of railway travelling, it was soon discovered that a long train journey demanded something more than a cup of tea or coffee. Thus the cupboard equipped with an oil-stove was replaced within the next few years by coal stoves, also placed at the rear of the train. Cooking meals amidst the soot, smoke and flare of a coal stove on a train did not, however, make for a maximum of cleanliness, while there was always a grave danger of fire. Fortunately for the comfort of the railway passengers of to-day, this system of cooking by coal fires has been entirely superseded by modern gas cookers.
It is curious to note that, while the Pullman cars ran their first journey over 50 years ago, it was not till 1908 that gas was introduced for cooking on these cars. On the L.B. & S. S.C.R., before 1908, passengers had to order their meals from the refreshment rooms before the train started. With the introduction on 1 November 1908, of the luxurious Southern Belle running between Victoria and Brighton, it was decided to supply passengers with food direct from a kitchen on the train.
For this innovation a " Fletcher Russell " Pullman Gas Cooker was ordered. The range was called the " Victoria No. 24," named after the station. Although quite small, this gas cooker proved exceptionally efficient. It consisted of one oven, with a combined boiling and grilling hotplate, and water boiler for tea-making and washing-up purposes. This stove is as good to-day as it was when it was installed. Cooking by gas stove proved so successful, that the Pullman Car Company have fitted" Fletcher Russell " Gas Cookers on most of their cars running on the various lines, and thousands of gas-cooked meals are now served daily on wheels. This first-class cooking service is not nowadays confined to first-class passengers as in 1908. Third-class passengers are equally well looked after.
Recent accidents. 334
Three goods trains were involved in a collision at Tees Valley Junction, near Barnard Castle, L.N.E.R., on April 25th. A special stone train from Middleton-in- Teesdale over-ran the signals at the junction and collided with the third wagon from the engine of an empty train from Kirkby Stephen, the wreckage of which fouled the down main line, and was immediately run into by a down goods train from Barnard Castle, with an assistant engine in the rear. The special stone train consisted of 35 loaded wagons weighing 518 tons 9 cwt., and a four-wheeled brake van, weighing 9 tons 4 cwt. It was hauled by 0-6-2 tank engine No. 1618, weighing 56 tons 10 cwt. Major Hall finds the acci- dent was due to the engine being overpowered by an excessive load, which was beyond that authorised for' the steepest portion of the line. He also blames the guard for not giving the driver correct information as to the load, and criticises the use of an engine of this class and a small four-wheeled van for the working of such a train. It has now been decided to reduce the authorised load for an engine of this type over the Tees Valley branch. The train engine of the down goods was overturned, and No. 1618 had the right-hand tank badly damaged, whilst of the wagons, 29 were derailed and 39 damaged, six being completely wrecked. Both enginemen of the bank engine and4he fireman of the train engine hauling the down empty train were injured.
Another double collision, involving in this case three pas- senger trains, took place outside Cannon St. station, S.R., on May 13th. When rounding the curve between Borough Market and Cannon St. Junctions, the 4.37 p.m. from Erith and 4.58 p.m. from Bromley, were on the parallel east and west up lines respectively, and the former train having over-run the home signal at Cannon Street J unction, collided with the latter, causing the down west line to be fouled and derailing the rear vehicle of the 5.24 p.m. from Cannon St. to Ash which was passing at the time. Only one passenger was injured, though extensive damage was caused to the rolling stock and permanent way. The composition of the trains was: Erith train, engine A415, 0-4-4 tank, weighing 49 tons 12 cwt., run- ning chimney first, twelve six-wheeled and one eight-wheeled coaches weighing 177 tons; Bromley train, engine A76, same type as A415 but running bunker first, ten six-wheeled coaches weighing 122 tons; Ash train, engine A99, 4-4-0 express, weighing 75 tons 12 cwt. running chimney first, nine eight-wheeled coaches weighing 224 tons. Major Hall states that the mishap was due to an error on the part of the driver of the Erith train, who was unable to account for his mistake, but was apparently momentarily under the impression that he was on the west instead of the east up line.
No. 399 (14 November 1925)
New freight engines, Somerset and Dorset Joint Railway.
2-8-0 Nos. 86-90 supplied Robert Stephenson & Co. of Darlington
L.M. & S.R. Midland Division. 337
Order placed with Beyer Peacock for three Garratt locomotives of 2-6-6-2 type for Toton to Brent mineral trains: main dimensions listed.
2-8-4 locomotive, Boston & Albany R.R., U.S.A. 338-41. illustration, 3 diagrams (including side elevations)
Rebuilt 4-4-0 locomotive, Midland & Great Northern Joint Ry. 341-2.
No. 24 was rebuilt with a Midland boiler, extended smokebox and new cab. Rebuilding performed at Melton Constable. Tablet catcher extended in photograph taken at Great Yarmouth.
Opening of the Khyber Ry. 342
On Monday, 2 November 1925, Sir Charles Innes, in the name and on behalf of the Viceroy of India and as Railway member of the Government of India, presided over a large gathering at the opening ceremony of the Khyber Ry. at the entrance of the pass at Jamrud. The line was 27 miles in length from Jamrud to Landi Khanna on the Afghan frontier. It is broad gauge with a maximum gradient on the Indian side of 1 in 33, and on the Afghan 1 in 25. There are two reversing stations on each slope; and 34 tunnels, the longest being a quarter of a mile. Jamrud is at an elevation of 1,500 ft., and the summit at Landi Kotal is 3,500 ft. The alignment of the railway by Col. J. R. Hearn was described in a speech by Sir C. Hindley, chief commissioner of railways, as "one of the most brilliant pieces of work ever carried out by British engineers in India."
London & North Eastern Ry. 342
Further engines of the Pacific type had received names after horses that won the St. Leger, as follows: 2568 Sceptre,: 2571 Sunstar, 2572 St. Gazien, 2575 Galopian, 2576 The White Knight. Several of the Gorton built 0-6-2 tank engines are stationed at Kings Cross, working trains to Moorgate, including Nos. 409, 421, 426 and 456. They are of the G.E. pattern, but have G.N. chimneys, and fitted with the air and vacuum brakes and condensing gear.
New tank locomotives for the Buenos Aires Great Southern Railway. 342-3. 2 illustrations.
[Belgian State Rys. ] 343
The administration of the Belgian State Rys. wwere considering designs of a four-cylinder compound superheater locomotive of the Mountain type to be the most powerful machine in service in Europe.
[Metropolitan Ry.]. 343
The old locomotive shops and sheds of the Metropolitan Ry. at Chapel Street, Edgware Road, had been entirely demolished. .
[Burma Rys.]. 343
An order for five 2-6-2 type tank engines has been placed by the Burma Rys. Co. with Messrs. Nasmyth, Wilson and Co., Ltd. The same firm had also secured the contract for five 2-8-2 superheater engines with eight-wheeled tenders for the Barsi Light Ry. (India).
The Motor Rail & Tramcar Co., Ltd., of Bedford. 343
Received an order from the Great Western Ry. for two eight-ton " Simplex" locomotives for the Taunton Engineering depot and Reading Signal Works.
[London, Midland and Scottish Ry].. 343
Between Longbridge and Barnt Green (Worcestershire) on the Birmingham and Bristol main line. Here, for a distance of nearly three miles, the line was to be widened and an extra set of rails laid for the improvement of the L.M.S. service between Birmingham and Bristol Gloucester, Bath, etc. The work will include the digging out of the Cofton Tunnel and its conversion into a cutting 80 ft. deep. This operation, which will be carried on without interruption of the train service through the tunnel, will involve the removal of 700,000 tons of solid rock by steam navvies .. Three new bridges are to be constructed and three others re-built. Barnt Green station will be entirely re-modelled, and numerous improvments made to roads. The work will take nearly three years to complete.
Central Argentine Ry.train for the Prince of Wales' tour. 344-5. 2
Pacific No. 191 decorated for hauling 500 ton train on 30 August 1925.
Southern Railway. 4-4-0 locomotive No. E433. 345.
Drummond locomotive of 1905 modified with shorter chimney and six-wheel tender for service on South Eastern section.
Adamson George Wild, founder of A.G. Wild & Co. of the Railway Supply Works, Darnall. He was formerly director and general manager of W.S. Laycock Ltd. An authority on railway carriage fittings and steam heating; held many patents.
Inness, R.H. (unattributed): Locomotive history
of the Stockton & Darlington Railway, 1825-1876. 346-7.
Hartlepool Iron Co. 0-6-0 No. 28 Conside (s. & f. els); (see also Pearce p. 121) photograph of NER No. 1035 ex-35 Commerce and notes of No. 55 Wolsingham.
Questions and answers. 347-8.
No. 64: Slide valve blowing
New Metropolitan and L.N.E.R. Joint Line to Watford. 348
Steel electric rolling stock for the Dutch East Indies State Railways, 349-50.
Werkspoor of Amsterdam had completed multiple unit cars for service on 3ft 6in gauge suburban lines in Batavia (Djakarta) on Java.
Metropolitan-Vickers Electrical Co. Ltd. 350
Contract to supply seventeen mixed traffic locomotives to Glencoe-Pietermaritzburg line of South African Railways.
E.L. Ahrons. The early Great Western standard gauge engines. 351.
1016 class 0-6-0STs built at Wolverhampton between 1867 and 1871,
F.W. Brewer. Atlantic type express engines: L.&N.E.R.,
Great Central Section. 352-4. 2 illustrations
Total of thirty one locomotives, of which four were Smith compounds; the remainder were two-cylindfer simples, except thta No. 1090 was rebuilt as a three-cylinder simple in 1908 and fitted with Walschaerts valve gaer. The compounds and five simples were built at the GCR Gorton Works. The remainder were built by Beyer Peacock and the North British Locomotive Company. See also letter from E.L. Ahrons on page 404.
Bristol Port and Pier Railway. 354-6
The railway was incorporated on 17 July 1862. Philip W.S. Miles elected Chairman; Hew Dalrymple, Secretary, Benjamin Burleigh, Engineer. The railway ran from Hotwells, almost immediately beneath the Clifton Suspension Bridge to Avonmouth and when built was unconnected with any other railway. Waring Brothers built the line which opened on 6 March 1865. Piers were constructed at Avonmouth for steamer services. Landslips were a serious problem in early days. .An Act was obtained on 15 August 1867 to link the line to the Midland and Great Western Railways. This involved a long tunnel under Clifton Down to a junction at Sneyd Park. The line opened on 1 September 1885.
London Midland & Scottish Ry. 356
Between Dunblane and Stirling the Caledonian main line was being relaid with new track with a thick layer of felt between the chairs and the sleepers, and longer rails used. This was the standard track of the former L. & N.W. Ry, from Euston to Carlisle.
Southern Ry. 356.
4-6-0 express locomotive No. 788 Sir Beaumains was renamed Sir Urre of the Mount before being put into service. For next summer's service of the L.B. & S.C. or Central section fourteen new engines of the King Arthur class were being built at Eastleigh. These engines were to be provided with six-wheeled tenders, the same as those running with the A810 class 2-6-0 mixed traffic engines. They were to have names after the following Knights of the Round Table : Sir Ontzlake, Sir Ector de Maris, Sir Dinadan, Sir Dodinas le Savage,.Sir Blamor de Ganis, Sir Hectimere, Sir Ironside, Sir Meleaus de Lile, Sir' Meliot de Logres, Sir Durnore, Sir Harry le Fise Lake, Sir Cador of Cornwall, Sir Constantine, and Sir Galleron. No. B661, 0-6-0 Terrier tank, had been fitted with the vacuum brake for working the Lee on the Solent branch.
A. Jacquet. German locomotives on the Belgian State Railways. 357-8
2 diagrams (side elevations)
The Belgian State Railways receivded 2000 locomotves under the terms of the 11 November 1918 Armistice; the majority (1820) came from the Prussian State Railways and the P8 class of 4-6-0 was the amongst the most useful. The S10 four-cylinder simple 4-6-0 were also useful
Travelling cranes for railway service. 358-60. 3 illustrations.
Fig. 79 shows gantry crane supplied by Stothert & Pitt Ltd of Bath to LMS (Midland Section), Fig, 79 shows a 24-ton worked manually for handling metre locomotives on the Assam Bengal Railway supplied by Ransomes & Rapier Ltd. Fig. 80 shows a Vaughan Crane Co. 2-ton capavity electric hoist
Gauging loco. wheels and axles. 360-1.
London, Midland and Scottish Ry. (L. & N.W. Section). 361
New 4-4-0 compounds Nos. 1117-20 (ex Horwich) and Nos. 1170-8 (ex Vulcan Foundry) in service on this section. The latest Crewe-built goods engine was No. 4145, while others of the same type had been delivered as follows :-Nos. 4071-81 (ex North British Loco. Co.) and Nos. 4086-90 (ex Kerr, Stuart & Co.). No. 1287, a class B compound, had been converted to class G1 (superheater). As in the case of No. 2524, which was noted last month, this engine had been provided with a new ordinary boiler, without Belpaire firebox. Nos. 701 and 3292, 0-6-2 coal tanks, had been fitted for motor service. Five additional engines of the 4-6-0 Experiment class had been withdrawn for scrapping, viz., Nos. 1413 Henry Cort, 1534 Westmorland, 1995 Tornado. 1611 Hertfordshire and 2640 Belisarius. Of the same type, it is understood that ten are to be rebuilt with Belpaire boilers. Other withdrawals include No. 1666 Ariadne" (6 ft. 6 in. S. L. class); No. 1263 (18 in. goods class) and No. 3744 (4 ft. 3 in. side tank coal class). Engines recently rebuilt with Belpaire boilers having Pop safety valves, included the following Prince of Wales class, Nos. 142, 198 and 504; George the Fifth class, Nos. 1725 and 2495; G2 class (superheater), No. 434, and 18 in. goods class, Nos. 314, 458, 1232 and 2464. .
An unusual engineering feat. Demolition of the Chevet Tunnel, L.M.&S. Ry. 362. 3 illustrations
Ahrons, E.L. The counter-pressure braking system. 363-4.
E.C. Poultney, Locomotive dinensions and proportions on the Pennsylvania R.R. 365-8. 2 illustrations, table.
Electric tail lamps, Imperial Japanese Railways. 368. illustration
Shop and shed notes. 368
Ball-bearing turntable pivot, Jodhpur-Bikanir Ry. 369. 2 diagrams.
Messrs. Cammell, Laird & Co. of Nottingham. 369.
Order received from High Commissioner of India for 220 broad gauge steel coaches for Indian State Railways.
Number 400 (15 December 1925)
Recent Spanish locomotives. 371-3. 3 illustrations,
3 diagrams (side elevations), table
4-8-0 mixed traffic tender locomotive built by La Sociedad Maquinista Terrestre y Maritima of Barcelona for the Madrid-Saragossa-Alicante Railway; 4-8-4T and 4-8-2 Mountain-type express passenger locomotives. See letters in next Volume by K. Warne on page 135 and W.T. Hoecker in Volume 38, p. 380.
Three-cylinder locomotive for the Nigerian Railway.
374-5. illustration, diagram (side & front elevations)
Designed by T.O.B. Otway-Ruthven, Chief Mechanical Engineer and constructed by the Vulcan Foundry: five 2-8-2 locomotives for 3ft 6in gauge with high tractive force.
"Vibrac" steel. 375-7. 3 illustrations, diagram
Armstrong Whitworth product: illustrations show screw couplings for Bengal Nagpur Railway after testing to destruction and an axle made from Vibrac after testing. Diagram shows physical properties
Locomotive mutual improvement classes, L.M.S.R. 377.
Photograph of all the Midland Division MIC secretaries with locomotive No. 1095 (4-4-0 4P compound) behind at Derby on 21 July 1925. J.E. Anderson (Superintendent of Motive Power), L.C. Geach (Divisional Superintendent of Motive Power), G.S. Bellamy Assistant Divisional Superintendent of Motive Power), G.W. Wooliscroft (Chief Mechanical Engineer's Department) and Inspectors W. Tooley and A. Gardner identified.
4-6-0 locomotives for the Gondal Railway. 378. iIllustration, diagram
India: Three metre gauge tender locomotives supplied by Hawthorne Leslie & Co. to specification and inspection of Robert White & Partners.
Express passenger locomotives, New South Wales Government Railways.
379-80. diagram (side elevation)
4-6-0 built by Clyde Engineering Ltd and at Eveleigh Workshops: E.E. Lucy design
Two new 15-in gauge Pacific express-locomotives. 380-2. illustration,
2 diagrams (side and front elevations and cross sections)
Designed by Henry Greenly and built by Davey Paxman & Co. Ltd. for Captain J.E.P. Howey of the Romney, Hythe & Dymchurch Railway. Green Goddess illustrated which had run trials on the Ravenglass & Eskdale Railway.
Queen Alexandra. Sixty years of railway development. 382.
Written to mark her funeral train on 3 December 1925 from Wolferton to Lynn behind No. 8794, thence to King's Cross behind No. 8848. Notes her journey from Copenhagen on 28 February 1863 via Hamburg and Antwerp to Gravesend to Bricklayers Arms station and honeymoon train from Bishopsgate to Wolferton behind Sinclair single No. 284 painted cream.
Some railway notes old and new. 383.
Sir John Aspinall's IMechE Thomas Hawksley lecture notes on locomotive operation and the design.
An improved regulating throttle valve. 383-6. 2 diagrams
Bristol Port and Pier Railway. 386-7. 3 iIllustrations, 2 diagrams
Photographs of Hotwells station c1890; horseshoe curve near Shirehampton Park and Midland Railway 1855 built 0-6-0WT No. 214 and line drawings of company's 0-4-2T Nos. 1 and 2.
Timothy Hackworth. 188-9.
Trailing book by Robert Young
F.W. Brewer. Atlantic type express engines: L, & N.E.R. Great
Central Section. 390-2.
An old Belgian locomotive. 393-4. iIllustration,
diagram (side elevation)
2-4-0 General Evers built in 1845 at Liege by Regnier-Poncelet Works WN 19/1845.
Maco contour gauge. 394
E.C. Poultney. Locomotive dimensions and proportions of the Pennsylvania
R.R. 395-8. 2 iIllustrations, 5 tables
USA Pennsylvania Railway loco news. Works Photo of No. 17522-8-2 freight and a 2-10-0 freight engine. Tables of stats and tons of information
Combined battery and trolley locomotive Castner-Kellner Alkali
Ltd. 399-400. 2 iIllustrations
Two wire dc system with twin pantogaphs on double bogie locomotive built by English Electric Ltd.
Frameless steel-covered goods wagons, Nigerian Railway. 401-2. 2
Built by Gloucester Railway Carriage and Wagon Co. Ltd.
"The Veteran Hetton Colliery Engine." W.J.
Reference to the above, mentioned in your article on page 320 of the October issue of THE LOCOMOTIVE. I doubt very much this being a genuine Stephenson relic- indeed it is only within the last twenty-five years that it has been claimed as such.
W. H. Lambton, of Durham, writing in the Newcastle Weeldy Chronicle of 23 August 1902, in contradiction of a statement that this Hetton engine was the "oldest working locomotive in the world," says:
"The old locomotive in question was builtabsolutely newin the Hetton Collieries engineering shops, about the years 1851-2, by W. Moor, chief engineer, Thomas Harle, second engineer, and James Young, foreman, and was named Lyon' The chief novelties of this engine were a smaller chimney, with a smoke box and the manhole door in the side of the boiler, covered by a brass cover, instead of being on the top of the boiler, as in the case of Stephenson's Hetton engines. Shortly after this another engine was built at Hetton, in every respect like the Lyon. The boiler exploded about 1858 or 1859, killing James Ford, the driver, and his little boy, who had taken his father's tea. The whole of the five engines built by Stephenson for the Hetton pits line went out of use one after the other, finally finding their way on to the scrap heap." In conclusion, Mr. Lambton adds that he was born and reared close to the Hetton Ry., he fired on the engine in dispute about two or three years after it was built, and that he was familiar with the Stephenson engines from his earliest boyhood days, and he did not leave the Hetton Collieries until 1885.
If the engine was a genuine Stephenson relic why was it not shown at the S. & D. Ry. Jubilee in 1875?
I admit it was shown at the Stephenson Centenary in 1881, but then it was only referred to in The Engineer, 17 June 1881, page 449, as "a South Hetton engine with four small wheels." No date or particulars are given, much less is there any claim for its being one, or part, of any of the original Stephenson engines.
At the opening of the Hetton line in 1822 there were three of Stephenson's patent locomotives at work, and two others of the same type, but with larger wheels, were put put to work later. Onc of these earlier engines is shown in the accompanying iIlustration, which is from a drawing contributed to The Engineer of 21 August 1857, by John Dewrance.
(Supplementing Mr. Barker's remarks, when visiting the Lyons Colliery in 1898, we were informed by the engineer that although very little of the original engine existed, all renewals had been carried out to conform to the designs of Nicholas Wood and George Stephenson at the special orders of the late Sir Lindsay Wood, son of N. Wood, who was at that time one of the principal owners of the Hetton Colliery. The chief alterations had been in the valve gear and the addition of the driver's shelter.-Ed. L.M.).
Great Central Ry. Atlantics. E.L.
In his description of the Great Central Ry., Atlantics" F.W. Brewer is in error in stating that ten of these were built by Beyer Peacock & Co., Ltd. There are only seven by this firm, Nos. 192 and 194 in 1903, and Nos. 263 to 267 in 1904. Engines 260 to 262 were not, as stated, built by them in 1904, but by the Great Central Ry. early in 1906, and formed part of the same series to which 358 and 360 to 363 belonged.