Volume 11 (1905)
Volume inspected from British Library Document
Supply Centre in very poor condition due to low quality (highly acidic) paper:
gradually being improved with own Collection.
No. 149 (16 January 1905)
An East Coast Flier near Hadley Wood. F.
Based on an oil painting: train formed of large Atlantic No. 275 hauling clerestory corridor train runing on six-wheel bogies (coloured folding plate): see also notes on page 4.
Railway notes. 1.
London & North Western Ry. 1
New Precursor 4-4-0s: Nos. 106 Druid; 310 Achilles; 301 Leviathan; 333 Ambassador; 305 Senator; 643 Sirocco. No. 412 Alfred Paget renamed Marquis.
An Indian Mail engine. 1. illus.
North Western Railway 4-4-0 No. 807; photographed by Driver Thomas E. Barcroft. At that time was working between Karachi, Kotri and Sukkur. Locomotive hauled Lady Curzon's train between Kotri and Karachi on 16 November 1903 when the 52¼ miles between Kotri and Jangshal were run in 64 minutes. First locomotive of its class to be painted black with coat of arms on central splasher.
London & South Western Ry. 1
Six new 415 class completed Nine Elms: Nos. 424-9. Ten new 0-4-4Ts had been put in hand at Nine Elms: Nos. 104-107 and 45-50.
Great Western Ry. 1-2.
Camel class Nos. 3414 Alkbert Brassey and 3431 River Fal and mineral engine No. 2650 had been fitted with taper boilers. Six-coupled goods engines Nos 422, 698, 701 and 2373 had been fitted with Belpaire boilers. No. 3297 Earl Cawdor had been fitted with a City type of cab. No. 15 an 0-4-0ST of the Bury type built in 1847 had been scrapped at Wolverhampton. Three Atlantics, similar to Albion (illustrated in December Issue) were in hand at Swindon and six new 4-6-0s of the 98 class were also to be built. 2-6-2T No. 115 (illustrated and described in December Issue) had been sent to Newport in South Wales and ten further of the type were to be constructed at Wolverhampton. A new 2-6-2T, similar to No. 99, but heavier was in service: No.3111. Changes included tanks of increased capacity which sloped downwards from the top towards the front end. The tanks and bunker were flush with the cab side sheets. . A sample order for two steam motor coaches fitted with transverse locomotive-type boilers, had been given to Kerr, Stuart & Co., Ltd., with a view to comparing that pattern of boiler with the vertical type hitherto adopted on the GWR motor coaches.
Midland Ry. 2.
Ten new three-cylinder compound locomotives would shortly be put in hand. The following locomotives had been rebuilt with large boilers: passenger, Nos. 184,193,1811, and 2208; goods, Nqs. 2162, 2182, 2302 and 2356. No 1332. bogie passenger engine had been withdrawn from service. The old goods engines Nos. 845-848 renumbered 308, 329, 446 and 467, respectively.
Lancashire & Yorkshire Ry. 2.
An order for two steam motor coaches (railcars) of type then being built for the Taff Vale Railway had been placed with Kerr, Stuart & Co., Ltd. No. 1226, a standard 7ft. 3in. bogie express engine (4-4-0), built at Horwich 1894, had been fitted with H.A. Hoy's new patent "pop" safety valves.
Shanghai Nanking Ry. 2.
Robert Stephenson & Co., Ltd., had received an order for ten large passenger locomotives and tenders for the above railway. The engines would be of the four-wheels coupled type with a leading bogie (4-4-0), and would have six-wheeled tenders. Eight six-coupled goods locomotives (0-6-0) were on order from the North British Locomotive Co., Ltd. This railway, the main line lengtb of which was 198 miles, was being built to standard gauge. by British engineers and would be used principally for passenger traffic. The rolling stock would be of modern pattern: all running on bogies, and supplied with electric light, steam heating, automatic central couplers and the Westinghouse quick-acting 'brake.
South Eastern & Chatham Ry. 2.
Four new tank locomotives of the type illustrated in December issue, but with cylinders of 18¼in. diameter, were now running, bearing Nos. 548, 550, 551, and 552, displacing radial tank engines on the Chatham section. No. 27, a Stirling condensing bogie tank engine, had been fitted with a raised domeless boiler, and Nos. 195 and 214 of the 240 class had been rebuilt with new domed boilers, square cabs, etc. .
Cambrian Rys. 2.
The two engines involved in the accident at Forden station on 26 November 1904 were on the passenger train from Welshpool to Llanidloes, No. 47, a 6ft. 4-4-0 locomotive built by R. Stephenson & Co. and on the goods train from Aberystwyth, No. 78, a 5ft. 0-6-0 goods engine built by the Vulcan Foundry Co. The collision took place in a fog, and though there were several cases of injury, fortunately there was no loss of life.
Great Eastern Ry. 2.
Several of the four-coupled passenger engines of the 710 class had been rebuilt with large Belpaire boilers, new cabs, etc., and ten more were to he so treated, but with a bogie at the leading end replacing the single axle. The bogies for these engines to be taken from old Worsdell compound passenger engines Nos. 0700-0709, which had been withdrawn.
Metropolitan Ry. 2
Some older locomotives of this railway had been shipped to Italy, being no longer required due to partial electrification of the line.
North Eastern Ry. 2.
Supplementary to the list of V class "Atlantic" locomotives, giyen in December issue, should be No. 1776, built September 1904.
Dublin, Wicklow & Wexford Ry. 2.
No. 21, formerly a front-coupled tender engine with 4ft.10in. driving wheels, had been rebuilt at the Grand Canal Street works as a side tank locomotive, and bears the name Kilcoole.' A similar engine, No. 16, was rebuilt in the same way some time ago, and was named Killinny,
Great Southern & Western Ry. 2.
The Cashel branch, eight miles in length, opened for traffic on 19 December 1904, with a service of five trains in each direction. Tb.e steam motor carriage No.1, illustrated on page 178 of previous volume, had been transferred to this line.
Belfast & Northern Counties Ry. 2.
Due to shortage of capacity at the Belfast works, four new engines had been put in hand at the Derby works ot the Midland Ry. They would, however. be built to the designs of the B.& N.C.R. locomotive engineer. See also page 38.
Summer train services of 1904. 2.
Errors had occurred in articles which appeared in. Issues of October and November 1904. In Table II. the figures for the Clapham Junction-Fratton run on the L B. & S. C. Ry. should have been given as 81¾ miles in 106 minutes = 46.3 m.p.h. In Table IV the fastest run on the S. E. & C. Ry. should have been Tonbridge Junction to Ashford, 26½ miles in 30 minutes = 53.0 m.p h., and on the L. B. & S. C. Ry. Horsham to Arundel, 20½ miles in 26 minutes = 47.3 m.p.h.
Railway travelling in Russia. 3-4. 2 illus.
Photographs taken on the Libau Romny Railway by C. Schove. First shows driver asleep on firebox top when the train from Wirballen (Russian Fronteir) to Riga was held up at Michelmond when a freight running ahead had failed due to a broken axle. Second shows Russian Royal Train at Wirballen.
Boiler supports. 4. 2 diagrs.
Devices used in workshops whilst work was performed on firebox, etc.
Our Supplement. 4.
See frontispiece: Flying Scotsman (10.00 ex-King's Cross) climbing 1 in 200 gradient. Rolling stoch: luxurious vestibuled stock with restaurants.
An Indian "hotel" train. 4.
Run in association with motor car trials between Delhi and Bombay. Luxury train ran from Bombay and back: on return journey kept in contact withe motorists. Train consisted of four sleeping cars, a new dining car, and a parlour car, pluss accommodation for servants. Christmas dinner was served on the return journey.
A memorable test of water troughs. 5-6. illus.
Continued from 1904, 10, 211-12:
Stephenson's "Invicta". 6
Presentation to City of Canterbury.
"Ariel's Girdle". 6. illus.
Illustration from Illustrated Exhibitor dated June 1851 when shown at the Great Exhibition of 1851. Illustrated London News 9 August 1851 stated that engine designed by W. Brydges [sic] Adams and built by Kitson, Thompson & Hewitson at the Airedale Foundry WN 270. 2-2-0 with 9in x 15in cylinders; 5ft diameter driving wheels, 495ft2 tital heating surface and weighing 16 tons. The carriage had wooden wheels. Holden did not know whether the complete railcar had worked on the Eastern Counties Railway, but the locomotive portion had worked between Huntingdon and St. Ives and between Wisbech and Cambridge in the early 1860s. It latterly ran on the Millwall Extension Railway (see 10, 156) before ending up on the Shrub Hill mineral railway near Lakenheath.
Double-ended tank locomotive, Great Eastern Ry.
7, illus., diagr. (s. el.).
2-4-2T Nos. 781-90 (first illustrated). Based at Lowestoft. 17½ x 24; 5ft 4; total heating surface 1133.2ft2; grate area 15.3ft2
Great Central Ry. 7.
The Vulcan Locomotive Works. 8-9. plan, 4 illus.,
Founded by Charles Tayleur in 1832. First locomotive produced in 1833. Became Vulcan Foundry in 1847 and a limited company in 1863. First locomotive was produced for Hargreaves of Bolton and was named Tayleur. Fig. 1 shows Titan WN 8/1834 manufactured for the Liverpool & Manchester Railway; Fig. 2 London & Greenwich Railway No. 1 (WN 25/1836); Fig. 3 4-2-0 for the South Carolina Railway (WN 20-2/1838); Fig. 4 another 4-2-0 for the Camden & Woodbury Railway (WN 4-5/1833). The other Figure showed a rack & adhesion locomotive built for the 3ft 6in gauge in South Africa.
The Locomotive History of the London, Chatham & Dover Ry. 10.
Continued from page 140, Vol. X.. Engines of the. Reindeer and Enigma classes (see pages 127 and. 188, Vol. 7.) were rebuilt by Kirtley, the chief, dimensions as rebuilt being as follows: cylinders (new) 17in. by 24in. total heating surface 1051.5ft2, grate area 6.25ft2.. The working steam pressure was 150 psi.. Below is a list of the dates. these engines were rebuilt and the correspondmg numbers allotted them by Kirtley
* The dimensions of the last three engines of this cIass, when rebuilt, differed slightly with regard to the boiler from Nos. 44-49. The diameter being only 4ft. 0½in., and the length being 10-ft. 1½in, The,length of firebox casing was also shorter, viz , 5ft. 63/8in., and the height of centre line of boiler above rails was 6ft. 7in. instead of 6ft. 10in. as in Nos. 44-49. The engines of the "Europa" class (see 8, page 4) were also rebuilt by Kirtley:
Following chief dimensions as rebuilt: cylinders:(new) 17in by 24in;
total heating surfac 1121ft2, grate area 16.25ft2,
working pressure 150 psi. These engines were still doing good wonk on the
Chatham Ry., and had done for many years . One or other of the class dai1y
worked the Flushing boat train services between Victoria and Queenborough
Two six-wheels coupled goods engines Huz and Buz (page 65, Vol. VIII:) were rebuilt by Kirtley with new boilers and fitted. with cabs, the former in 1887 and the latter, in 1888, and as they then appearedj will be seen. from: Fig. 40 (No. 133 Huz). Kirtley numbered them respectively 133 and 134. The Westinghouse, brake was never fitted to these two engines, as the frames were not considered: strong enough to stand the strain. They were therefore made use of principally for working ballast trains .
A water softening installation. 11. illus.
See also 1903 24 October Issue for Kennicott Water Sofener installed by UnionPacific Railroad: herein similar plant installed at Aldermaston water troughs on the GWR.
The Padarn Railway. 12-13. 2 illus., map
Includes descrition of the 4ft gauge "main line" from Llanberis to Port Dinorwic and the three Hunslet 0-6-0ST locomotives employed on it.
Manchu and Muscovite. R.L. Putnam Weale. London: Macmillan
& Co., Ltd. illustration
This book consists of letters from Manchuria, written during the autumn of 1903, preceded with an historical sketch giving a complete account of the Manchurian frontier from the earliest days, and the growth and final meeting of the Russian and Chinese empires in the Amur regions. Descriptions are given of several 'Manchurian towns, and we extract an interesting reference to Harbin, known as the railway city, Operations for building this now important centre were commenced about seven years ago, The site chosen was near the Sungari River, for the reason that no railway was then at hand, and river transport for materials was looked for :- " Unfortunately for the Russian engineers the Sungari happened to be in flood at the time of the founding of Harbin, and no less unfortunately the rail- way engineers did not happen to notice it. Old Harbin, therefore, was built with lavish expenditure, the railway was pushed forward with ferocious rapidity, and it was not until some time had passed that they discovered that the Sungari was a good many miles away from the budding city. This at least was the semi-official explan- ation which I was given on the day of my arrival, accounting for the existence of two distinct and separate towns known as old and new Harbin respectively, in a place, as I have already said, only six years old,"
Another interesting chapter, and especially to our readers, is the one describing the Chinese Eastern Ry. an illustration from which we include on this page,
Small electrical measuring instruments, London: Percival Marshall
This practical little handbook is intended for non-technical novices who wish to make simple tests and measurements when fitting up telephones, electric bells, or indicators, or constructing and working induction coils, batteries, etc, The different instruments and their construction, as well as methods of using, are clearly explained and illustrated. Mention is made of advanced instruments. It does not profess to be a book for scientific men, but is very useful for the amateur, and well repays perusal.
Modern engines and power generators. Rankin Kennedy. Vol. IV.
London: The Caxton Publishing Co.
This volume appears to maintain the high standard of excellence originated by the earlier parts of the same series. It deals principally with the reciprocating steam engine and its accessories. Chapters are devoted to water separators, evaporators, superheaters, water softeners and expansion joints. Modern pumping and blowing engines are fully considered, as well as slow and high speed engines of various types.
The Mechanical World Pocket Diary and Year Book for 1905. 18th
Year. Manchester & London: Emmott & Co., Ltd.
This useful little annual makes its appearance in the usual compact form, without any perceptible' increase of bulk, despite the adding of a number of additional pages. Among new matter are to be found tables of trigonometrical ratios and formulas, the squares, cubes and fourth powers of fractions, and a collection of powers, roots and reciprocals of factors in common use by engineers. Data referring to the speed and power of small launches, and a table of gauges, with sundry additions to the sections on the steam boiler. etc., are also among the new matter, while the work generally has been revised and brought up to date.
The carriage and wagon department. 15
Gunpowder van, North British Railway. 15
Built from Siemens-Martin mild steel with GUNPOWDER VAN prominent on sides. Inside of body was wood cased secured with brass screws. Built by W.R. Renshaw & Co. Ltd of Stoke-on-Trent. No continuous brake and only a three link coupling.
Construction of carriage and wagon bogies. 15-16. illustration,
Helical or volute springs used in primary suspension
Great Northern Ry. suburban stock. 16.
Rearrangement by switching third and second class vehicles.
Cattle wagon, L. & N.W. Ry. 17. diagram (side elevation and
Number 150 (15 February 1905)
Railway notes. 19
Page 19 damaged
Great Eastern Ry. 19. illus..
Nos. 707, 748 and 103 four-coupled passenger engines, originally designed by Holden in 1886, which cornprised three of a series of similar locomotives THEN being rebuilt with a leading- bogie and large Belpaire boiler, as mentioned in last issue, were running. Increased heavy seaside traffic necessitated the rebuilding of these locomotive with a view to producing more power, and rebuilt they will no doubt be equal to modern requirements: No. 1035 as rebuilt illustrated.
London, Brighton & South Coast Ry. 19
Three new 4-ft. 6-in, radial tank locomotives a now running, Nos. 407 Worplesdon; 408 Binderton, and 409 Graffham painted in dark green like the goods engines. No. 306 Naples, withdrawn from service, was given in error the No. 307 in December issue.
Midland & Great Northern Joint Ry. 19
Beyer, Peacock &, Co. Ltd., were building .a new tank locomotive, four-wheel coupled, with a leading bogie, for this company: 4-4-0T.
Great Central Ry. 19
No. 55?, the 9K class (ten-wheeled bogie i.e. 4-4-2T built at Gorton. Engines formerly numbered by the Wrexharn, Mold & Connah's section taken over by the GCR, had been for repairs, and will start running, Nos, 409 and 410.. Nos 2, 4 and 5 were to be withdrawn. The second of. the steam motor cars [railcars] was running trials prior to entering regular service. The numbers of the engines in the Aylesbury accident were 1040 on the down and 1042 on the up train,
North Eastern Ry. 19
Atlantic locomotives Nos. 742, 1748 and, 1792 completed, "We understand" no more would be built pending exhaustive trials of locomotive No. 1680 of this class given erroneously as No. 1620 in December Issue.
London and North Western Ry. 19.
New Precursor type Nos. 622 Euphrates, 638 Huskisson and 515 Champion completed at Crewe
Great Western Ry. 20. illustration
Nos. 3111-3115: similar to No. 3111 our last issue, their works being 2066-2070 respectively. Not provided' with steam reversing, water pick-up, nor with, an air pump,Incomplete notes on Atlantic type, similar to Albion, completed at Swindon, Also four-coupled passenger engines Nos. 3254 Boscawen, 3271 Tre, Pol and Pen, 3301 Monarch, 3350 Swift, 3362 Newlyn, 3385 Powerful. The Mogul goods engines, Nos, 2617, 2623, 2650-2653 and 2660, and the six- coupled goods engines, Nos. 681 and 886, had been rebuilt with new Belpaire boilers, without domes.
New engine shed at Old Oak Common, Acton, was proceeding rapidly: interior, would hold, about 200 engines, fitted with 4 turntables. On cornpletion the old broad and narrow gauge sheds at Westbourne Park would be dismantled.
No. 3460 Montreal, one of the engines in the Loughor accident, was then out of the shops, but the tank engine would not be rebuilt.
To obviate stopping the Plymouth to London mail train at Bristol to detach the vehicle containing the bags for the Midlands and North, the G.W.R. had arranged to slip the van. This was the first application of the slip carriage in connection with the mail service. On Monday, 23 January the Bristol carriage was slipped 136 minutes after leaving Plymouth, and the train reached Paddington in 252 minutes, the speed averaging 59 miles per hour.
Illustration of No. 171 Albion rebuilt as Atlantic type.
South Eastern & Chatham Ry. 20
No. 553 completed the order for ten new four-coupled bogie tank engines. Ten more of the same class were under construction at Ashford. Kitson & Co.;Ltd., Leeds, had delivered two steam motor cars, numbered 1 and 2 (WN 4292 and 4293, date 1904), to this company. It should be noted that the engines were ordinary four-wheeled locomotives and could be detached from the car proper if necessary. They were fitted with the first Belpaire fireboxes on the S.E. & C. Rv. Both engines and cars, were painted lake, the standard colour for the coaching stock on this line. There was accommodation for 56 passengers. all of one, class. 'One of the cars had been running experimentally on the Deal branch.
London & South Western Ry. 20
During 1904 a total of 35 new engines and tenders were built at Nine Elms, and 230 engines underwent repairs of a more or less heavy nature. The total locomotive stock of this railway now consisted of' 889 of which 525 were tender engines and 364 were tanks. In additiorr the company owned two rail motor coaches, illustrated in our back issue, and jointly with the L. B. &, S. C; Ry. owns two others, and possess at present two road motor omnibuses, to which four more will be added for the summer traffic.
Great Northern Ry. 20
The following new eight wheels coupled side tank locomotives [0-8-2T] of the No. 116 class were at work, Nos. 117-126 (Doncaster Nos. 1056-1065, 1904) No. 701, the first of the Kitson coupled, passenger locomotives, built in 1883, had been rebuilt with a new boiler, cab, &c.; and with double.elliptical springs under the driving axle, as was the case with No. 702 and subsequent rebuilds of this type undertaken by Ivatt,
The locomotives of the Great Eastern Railway.
Continued from Volume 10 page 189. Figs. 76-8. On 1 January 1852, the working of the East Anglian Railway, a small undertaking which had been in operation slightly over five years, was transferred to the Eastern Counties Company, who from that date assumed control of the rolling stock. Ten locomotives (eight passenger and two goods) were received from this company, during whose brief independent existence they had been under the superintendence of Mr. J. Platt. The passenger engines were all of one type, and were constructed by Messrs. Sharp, Bros., of Manchester. Originally they all had names, but these were removed after coming into the possession of the E.C.R., and the engines were then numbered 108 to 115, thus replacing the Crampton singles, the following being a full list of their numbers, names and dates:-
They were of the usual “Sharp single” design of the period, all the wheels having outside bearings, the driving being 5-ft. 6-in in diameter and the leading and trailing 3-ft. 6-in.; they were spaced with 5-ft. 9½-in. between leading and driving and 6-ft. 11-in. between driving and trailing. The cylinders were inside, 15-in. in diameter by 20-in. stroke, and were placed with 2-ft. 7½-in. between their centres. The boilers were butt-jointed with the dome on the front ring of the barrel, the latter having a length of 10-ft., with an internal diameter of 3-ft. 6-in. and containing 147 tubes 1.-in. in diameter and 10-ft. 4¾-in. in length. The firebox casing was 3-ft. 8-in. long and 4-ft. 2-in. wide, the inside firebox having a length of 3-ft. 0.-in., a width of 3-ft. 7-in., and a fire-grate area of 10.8 sq. ft. The heating surface thus provided was: tubes 704.7 sq. ft., firebox 63.2 ft2., total 767.9 ft2. They were remarkably light engines, even for the period at which they were built, their weight only totalling 18 tons 12 cwt.; of this the leading wheels carried 6 tons 6 cwt:, the driving 9 tons 8 cwt., and the trailing 2 tons 18 cwt. In August, 1862, engine No. 108 was provided with a new boiler identical with the old one, and this engine is illustrated in Fig. 76. It was the only one of the series to be rebuilt, No. 109 being scrapped in June, 1867, No. 111 in September, 1868, Nos. 112 and 113 in October, 1869, Nos. 110 and 115 in January, 1870, and No. 114 in March, 1870. No. 108 was withdrawn from service in July, 1875, and converted to a stationary engine, in which capacity it did duty at Peterboro’ for about 15 years.
The goods engines of the East Anglian Co. were likewise constructed by Messrs. Sharp, Bros., and were of their usual front-coupled design, Fig. 77, which shows their original condition, having been prepared from a drawing lent us by the makers. They were built in 1848, and were numbered and named 13 “Lion”, and 14 “Tiger”, but were renumbered by the E.C.R. 162 and 164. Unlike the passenger engines, all the wheels had inside bearings, the coupled having a diameter of 5-ft. and the trailing 3-ft. 6-in. The cylinders were 16-in. in diameter with a stroke of 22-in. The wheelbase was 13-ft. 6-in.; of this 7-ft. 3-in. separated the coupled wheels and 6-ft. 3-in. the driving and trailing. The boiler barrel was placed with its centre line 6-ft. 1-in. above the rails, its length being 10-ft. 2-in. and its internal diameter 3-ft. 8-in. The dome was on the front ring and had an external diameter of 2-ft. 3-in. The firebox casing had a length of 4-ft. 1¾-in., its depth below the centre line of the barrel being 4-ft. 5-in. No. 164 was broken up in November, 1871, No. 162 being renumbered 1620 in July, 1872, and broken up in December, 1872; this engine is shown as it appeared at the finish of its career in Fig. 78.
The Padarn Railway. 21-2. 3 illustrations.
This part describes and illustrates the preserved Fire Queen which at that time was housed in a museum building at Llanberis. It was built by A. Horlock & Co. at Northfleet Iron Works in Kent in 1848. The identical Jenny Lind, withdrawn in 1886, is illustrated. It is noted that the locomotives suffered from bent coupling rods as they lacked frames and the strains were taken through the boiler. The physical state of the preserved locomotive at that time is described.
The Albion boiler feeder. 24. 2 diagrams.
An injector with a degree of preheating the water.
Steam rail motor coach, Great Northern Railway of
Ireland. 25. diagram. (side elevations and plans)
Clifford vehicle for Dublin to Howth and Belfast to Lisburn services. Vertical tubular boiler and 12 x 16in cylinders actuated by Walschaerts valve gear. Steam heating and electric lighting. See also p. 55..
A modern railway works: the locomotive, carriage and wagon shops of the G.N.
of S. Ry., Inverurie, N.B. 26-7. plan
Constructed of Tyrebogger granite and made extensive use of electricity. Also construction of workmen's houses and a house for the locomotive superintendent. Replaced inadequate shops at Kittybrewster.
The Barry Ry. locomotives and works. 27-31. 6
Includes details of Sharp Stewart 0-8-2Ts, Tabulated dimensions for 0-6-2T. 0-6-0ST, 0-8-2T and 2-4-2T
Water indicator for locomotive tenders. 31. 3 diagrs.
Taite & Carlton: met Board of Trade regulations.
The Egyptian Government Railways and locomotives. 32-3. 2 illustrations.
Locomotive details, L. & S. W. R. 33. 2 diagrams.
Rebuilt locomotives, Caledoniain Railway. 34. illustration.
McIntosh reconstruction of Connor 2-4-0 with Drummond partly worn boilers. Numbers of locomotives based on boilers rather than the frames. Thus No. 435 built by Neilson on Dubs frames which had carried locomotives with Nos. 588, 558A, 291 and 1588 (thus no Neilson part remained]. No. 435 was fitted with a Detroit lubricator. The similat No. 427 had been sent to Forfar: it was based on a boiler built in 1884 at St. Rollox with the frames, etc. from No. 1587.
New appointments. 34.
H.N. Gresley, Assistant Carriage and Wagon Superintendent Lancashire & Yorkshire Railway to become Carriage & Wagon Superintendent GNR. R. Maunsell, Assistant Locomotive Superintendent and Manager of Inchicore works, GS&WR to become Assistant Locomotive Superintendent GNR. L.S. Smart, former manager of Brighton Works became Locomotive Superintendent of the Central South African Railways..
Withdrawing piston rods from crossheads. James Bailey, 36.
I beg to call your attention to a useful tool invented by myself for the purpose of separating the crosshead from the piston rod in. locomotive engines, which is a considerable improvement on the old method of links, screw trunnions and heayy spanners. The invention consists of two strong links, one end of each being placed' over the gudgeons of the crosshead, and the others over the corresponding gudgeons,on a special box fitted with bushes and a steel die. A steel wedge is inserted into the hox. coming into direct bearing with the steel die and the end of the piston-rod, and as this wedge is driven in with a heavy hammer the piston rod is gradnallv forced ont of its taper seating-. .This device has been used with perfect success on the largest of the G.W.R. locomotives almost daily, and is found to effect a great saving in time.and materiaL As it is very easily and.quickly applied it should in time supersede older and more cumbrous methods.
The locomotive history of the London, Chatham & Dover Ry. R.R.
With ,regard to the .. Locomotive History of the London, Chatham & Dover Ry.," I note it is stated that the dimensions of the boilers for engines Nos. 50, 51 and 52 differed slightly from Nos. 44 to 49, I would point out that the engines rebuilt by Mr. Kirtley, Nos. 44 to 52, had boilers identical, the only difference in the engines being in the case of No. 50; this engine had 6-ft: wheels, the centre line of boiler from rail being 6ft 7in. All the other engines had' wheels , 6:ft. 6-in., diameter, with boilers 6-ft. 10-in. from rail. The old boilers' for:these engines were 4ft. 01/8in. diameter and 6-ft. 7in. from rail.
No. 151 (15 March 1905.)
Great Eastern Ry. 37.
In addition to the three rebuilt. four-coupled engines mentioned and illustrated in our last issue, No. 729 is now out, and others which are nearly completed will bear Nos. 700, 706, 718, 765 and 1033.
Great Northern Ry. 37. illus.
In the accompanying illustration is shown the four-cylinder locomotive No. 271 (Doncaster Works No.. 977/1902?) as fitted with the Walschaert [sic] valve gear. This engine was designed by Ivatt in response to a general movement in favour of four-cylinder locomotives, but was an experiment only and has not, we believe, shown any points of superiority over his standard Atlantic passenger engines, the later examples of which, with large boilers and wide fireboxes, are equal to any duties imposed on them by the traffic department.
No. 936, a Stirling 5ft, 7in. four-coupled passenger tank for Metropolitan working, has recently been rebuilt with a new domed boiler, etc.
London & North Western Ry. 37.
Latest engines of Precursor type: Nos. 645 Mammoth, 1120 Thunderer, 1137 Vesuvius, and 806 Swiftsure. All the three-cylinder compound eight-coupled mineral locomotives were in process of conversion to simple engines with two cylinders 19in. or 19½in. by 24in. and the four-cylinder compounds of the same general type were being converted into Consolidations, as illustrated on page 39 following.
Great Western Ry. 37.
Three new Atlantic locomotives similar to Albion were at work, Nos. 172 Quicksilver, 173 Robino Bolitho, and 174 Barrymore (Swindon Nos.2106-2108). See also correction on p. 55. An order for ten more issued to be ready for the summer traffic. The six-coun1ed double-end tank locomotives (2-6-2T) Nos. 3111-3120 were in service (Swindon Nos. 2066-2075). No. 53 was the latest steam motor car out, "which shows that these cars are being extensively used." One was running on the Calne branch from Chippenham. Two were recently despatched to Landore, South Wales, one to be used on the Garnant Branch and the other on the Vale of Neath section.
Great Central Ry. 37
Two new ten-wheeled tank locomotives o£ the 9K class are now out bearing Nos. 454 and 457. Two more rail motor coaches are about to be put in hand. .
London & South Western Ry. 37.
All twenty 6ft. 7in. express passenger locomotives Nos. 415-434 had been completed and were in service. The new passenger tank engines already referred to are rapidly approaching a state of completion.
No. 720, the first of the four-cylinder engines on this line, had recently been fitted with a larger boiler.
Five ex:press locomotives of new design were on order at Nine Elms having a leading bogie, six-coupled wheels, four cylinders (simple) arranged similarly to those of No. 720, the outside cylinders being actuated by Walschaerts valve gear, and Drummond's water tube firebox, and patent spark arrester and fuel economiser.
London, Brighton & South Coast Ry. 38.
Another 4:ft. 6-m. radial tank locomotIve, No. 410 Chilgrove, painted green, had, recently ,been completed at Brighton and was stationed at Tunbndge Wells. the later engmes have larger, boilers, placed higher, than the class to which No. 497 Donnington belongs.
South Eastern & Chatham Ry. 38
The six-coupled Terrier purchased from L.B &S.C. Ry., now numbered 751 on the S. E. & C. Ry .had been painted the latter company's standard colours, and was working goods traffic on the Sheppey Light Ry; It retained the Westinghouse brake, in addition to being supplied with automatic vacuum apparatus.
Kent & East Sussex Ry:. 38.
Extension of line, former Rother Valley Ry., from Tenterden to Headcorn, was approaching completion, and was e:xpected to open for passenger traffic at Easter. The existing line extended from Robertsbridge to Tenterden, a distance of 12 miles, whilst the portion under const:ruction would add about ten.more. The locomotive stock had been, increased to cope with the extra mileage, one engine being purchased from the Brighton Ry. and another the same as those at present running. The Brighton engine was No. 671 Wapping, of the Terrier or A class but was now painted blue with red lining, and was numbered and named 5 Rolvenden."
North British Ry. 38.
Six new six-coupled side-tank shunting engines with outside cylinders 15in. by 22in.were at work, and six more were on order. These formed a new class, built for dock work.
Rhymney Ry. 38.
C. Lundie, who had held the position of manager, engineer, and locomotive superintendent of this line for about 43 years, had retired, and the following appointments had consequently been made: E: A. Prosser, manager; Richard Jenkins, locomotive superintendent; W.G. Griffiths, engineer; J.S. Kendall, store keeper.
Belfast & Northern Counties Ry. 38.
The following leading dimensions of the new locomotives on order at Derby, to which reference was made in our January issue. Two-cylinder compound, coupled bogie engines, similar .to Nos. 3 and 34, the latter of which was illustrated in our issue of July 18th, 1903. The chief dimensions are: cylinders, high pressure, 18-in. by 24-in., low pressure 26-in. by 24-in. ; diameter of coupled wheels 6-ft.; total heating surface 1153.60 ft2.
Rhodesian Rys. 38.
W.J. Hosgood, of the Port Talbot Ry. and Docks Co., had been, appointed locomotive superintendent of Rhodesian Rys.,
Indian State Rys. 38.
Robert Stephenson & Co, Ltd. had received an order for ten large six-wheels coupled bogie passenger locomotives with cylinders,19-in. by 26-in., and six-wheeled tenders for same.
Great Indian Peninsula Ry; 38.
Kerr, Stuart & Co., Ltd., announced that GIPR had placed an order for motor coaches of their own design, similar to those adopted on the GWR and other railways in England.
Darjeelmg Himalayan Ry. 38.
See page 199 of November Issue where Illustrated a. na:row gauge tank locomotive. Messrs. Oglivy, Gillanders & Co. (the English agents of the Darjeelmg Himalayan Railway) mform that this engine was for service on narrow gauge lnes m the vicinity of Calcutta, worked by Messrs. Martin & Co. We were also in receipt of a letter from Mr. S.B. Cary, general manager and chief engineer of the Darjeeling Railway, correcting our statement as regards the Wells light. Cary stated it had been used on railway in regular working as illustrated for some fourteen years, first, as shown in the advertisement facing. page 189 of our last volume (top left corner), but these were found unsuitable for working on the locomotive, hence Messrs. Wells' special design. Cary further stated that,the Darjeeling locomotives, of . Sharp, Stewarts' build were four-coupled, and for their size (2-ft. gauge) gave remarkable results in haulage.
Locomotives of the Wrexham, Mold & Connah's Quay
Ry. 41-3. 4 illus.
Continued from Volume 10 page 207. The convoluted story which began with two McConnell ex-LNWR 0-6-0STs Nos. 830 and 861 which were acquired in 1873. No. 830 became Queen on the WMCQR. In this state it had 18in x 24in cylinders and 4ft 8in coupled wheels. In 1880 it was rebuilt as an 0-8-0ST and in 1888 it was converted to an 0-6-2ST. In 1891 it was dismantled and a new locomotive was built on new frames with 18in x 24in cylinders, 4ft 3in coupled wheels, 961ft2 total heating surface, 15.25ft2 grate area and 150 psi boiler pressure. It was given No. 6. In 1903 it was given a domeless boiler and converted to an 0-8-0ST. No. 7 was converted to an 0-6-2ST in 1882 when it had 18in x 24in cylinders and 4ft 9in coupled wheels; 1117ft2 total heating surface, 13.25ft2 grate area and 120 psi boiler pressure. Later the boiler dimensions changed: 1132.86ft2 total heating surface, 13.23ft2 grate area and 150 psi boiler pressure and became a 2-6-0 or 0-8-0T. Later Nos. 7 and 9 were Huswell, Clarke & Rogers outside cylinder 0-4-0ST WN 178/1878 and 119/1872 which had been named Duke and Dee. They were acquired to shunt at Connah's Quay. They had 13in x 20in cylinders; 429ft2 total heating surface, 8.5ft2 grate area and 140 psi boiler pressure. No. 7 had 3ft wheels and No. 9 had 3ft 5½in.
Armoured train B.B. & C.I.R., India. 43. illus.
Six-coupled goods locomotive (0-6-0) with armour plating and lightly protected cattle wagons used by European volunteer staff on "cold weather" manoeuvres.
Knight, Stephenson Y. Railway brakes. 44.
About 1798 a French prisoner named Le Caan confined at Plymouth constructed a wooden model of a wagon with brake, subsequently used in a colliery near Llanelly. Also mentions brakes used on road vehicles including wrought iron slippers placed under wheels on steep gradients. Screw brakes were used on diligences. See also letter by E.A. Forward on p. 72..
An interesting relic. 44. illus.
Small museum in the Water Tower at Chester which held a model locomotive (illustrated) claimed to be George Stephenson's first locomotive.
The latest rail motor coaches. 45-7. 4 illus.,
Includes details of vehicles (railcars) supplied to the Great Central Railway No. 1 then in service between Wrexham and Seacombe having travelled to Marylebone (see also 15 October Issue 1904); No. 1 on the Furness Railway designed by W.F. Pettigrew for use on the Windermere branch between Ulverston and Lakeside. It was 61ft long, had a locomotive-type boiler and outside cylinders. The cylinders were 11 x 14in; the coupled wheels 2ft 10in and the boiler pressure 160 psi. Accomodation for 12 first and 36 third passengers. Vehicle had a clerstory roof. South Eastern & Chatham Railway rail motor coach No. 1 designed to run on Sheppey branch constructed by Kitson & Co. and Metropolian Amalgamared Railway and Carriage Co. The locomotive was complete in itself and could un indepently. Belpaire firebox carrying 160 psi. 10 x 15; 3ft 7in coupled wheels. Vehicle nearly 65ft long. Rubber pads employed to isolate shock and vibration from locomotive to passenger accommodation for 56. Electric lighting. Similar car No. 2 working Hundred of Hoo branch between Gravesend and Port Victoria. North Staffordshire Railway (diagr.: s. & f/r els.) (see also illus. page 125) intended for services between Siverdale and Trentham to meet electric tramcar competition. 50ft long: accommodated 40 passengers. 8¼in x 16in cylinders, Walschaers valve gear, 3ft 8in wheels, Belpaire firebox locomotive type boiler 180 psi. Four wheel car for Kent & East Sussex Railway built by R.Y Pickering vehicle with vertical boiler and 5½;in cylinders. Accommodation for 37 passengers.
The design of smokeboxes. 47.
Flush type, lagged type, drum-head and waisted: all criticised.
Ten-wheel compound express locomotive, Austrian State
Railways. 48-9. 2 illus.
Gölsdorf 2-6-2 four-cylinder compound with wide firebox and taper boiler. High pressure cylinders 14½; x 28¼;; low pressure 24¾ x 28¼ coupled wheels 5ft 11¾ total heating surface 2775.53ft2; grate area 43.05ft2 and 213 psi boiler pressure. Bogie tender. 110 series. See also page 63 in next Volume..
An old mineral locomotive. 49. illus.
0-6-0 St David built at Tredegar Iron Works to the design of T. Ellis, then manager and superintendent. Four were constructed between 1846 and 1848. Another was named Laura. The chargeman was John Sambrook. The driver of St David was George Hunter. Information submitted by John Williams of the Midland Railway locomotive department. See also letter p. 90 from W.B. Paley.
A handy shop device. 49-50. diagr.
Machine for cutting expansion joint links as used in Joy valve gear rather than by forging wrought iron.
Oil fuel. S. H. North. London: Charles Griffin & Co., Ltd.
As late editor of the Petroleum Review, the author's experience should qualify him to write this addition to the many records of development and progress made in the applications of oil fuel for power purposes. The chapter on "Oil Fuel for Locomotives "is mainly descriptive of the trials made by Holden on the G.E.R. and the late Professor Urquhart on the Grazi-Tsaritsin Railway of Russia. An oil burner for locomotives also illustrated is that invented by Mr. Best, Los Angeles Ry., California. On page 77, in treating of oil fuel for marine purposes, it is stated that "Messrs. Thornycroff have recently made experiments and have obtained the high evaporative duty of 18.95 lbs. of water per pound of oil fueL" The subject of oil fuel as a medium for smelting metals of various description~ is gone into at some length, and the results are of considerable interest. Another useful application shows a small portable rivet furnace of very neat design. About 40 illustrations are included.
Lives of the engineers. Samuel Smiles, Vol. 3. George and Robert
Stephenson. London: John Murray.
As everybody knows, the standard "life" of the Stephensons, father and son, is admittedly that by Samuel Smiles, so that it is hardly necessary for us to discourse on its merits. The tastefully bound volume we have received forms the third df a reprint series of Dr. Smiles' famous "Lives of the Engineers" and the publisher is to be congratulated on the style in which this edition is issued. A number of quite new half-tone illustrations of some of the Stephensons' achievements have been added. These are all reproduced from recent photographs, and include the Menai tubular, Newcastle High Level and Berwick Border bridges. The preface of the edition of 1874 serves as an introduction.
London & North Western Ry. pictorial postcards
The postcards issued by this rail\vay have been received with so much favour that a further, series,of fourteen sets of six cards in each had been issued. Apart from their value as an advertisement of the facilties offered by the railway, they furnish an interesting historical record of railway development in this country. The new series is quite as interesting and well printed as the previous sets. The L. & N.W. Ry. have arranged to loan sets of lantern slides of places of interest on their line for lectures, &c,
The carriage and wagon department. 51.
New goods stock, Egyptian State Railways. 51. 2 illustrations.
Leeds Forge supplied steel bogie wagons with 30 ton capacity to carry grain (covered) and coal.
Construction of carriage and wagon bogies. 51-3. diagram.
American pattern diamond frame bogies.
North British Ry. 53.
Ten 3rd class bogie brake vans were on order.
South Eastern & Chatham Ry. 53.
Three new bogie Post Office sorting vans were now running in the night Continental mail trains, of a longer type than those previously in service.
A large order. 53.
The Grand Trunk Pacific Ry. Co. had placed an order with the Canada Car Co., of Montreal, for a total of 23,475 cars to be delivered at an average rate of 15 cars per day for five years.
The Metropolitan Ry. 53.
Had adopted the colors of the new electric trains as the standard for all their carriage stock: several of the modern bogie trains on the St. John's Wood extension line being now painted in this manner.
L. & N.W. Ry. 53.
Among the latest productions of Wolverton works were some fine 50-ft. bogie vans for the conveyance of motor cars. The roofs were bent to a sharp radius, very much after the style of the latest G.W.R. practice.
London & South Western Ry. 53.
A breakfast car was now attached to the 7.50 a.m. up express from Bournemouth West to London, and. a luncheon car travelled with the 12.30 p.m. train in the reverse direction.
Obituary: A. McDonnell. 53.
Death announced, at the age of 73, of A. McDonnell, for many years locomotive superintendent of the Great Southern and Western Railway. McDonnell was taken ill while journeying to Ireland, and died at Holyhead.
Answers to correspondents.
Following were the rail weights of the chief English raihways :lbs. per yd.
|L. & N.W R.||90|
|L. & S.W:R.||90|
|L. & Y. R.||86|
Corringham and others.
The following were the principal dimensions of the L.T. & S.R. six-coupled radial tank engines illustrated in issue of 1 August 1903: cylinders 18in. by 26in.; diameter of driving wheels 5-ft. 3-in., of radial wheels 3-ft. 6-in.; total heating surface 1,046 ft2.; grate area 19.77 ft2. Tanks carry 1,850 gallons of water and 50 cwt. of coal. Weight empty 49 tons 9 cwt. 2 qrs., full 64 tons 13 cwt.
The old eight wheel coaches then running on the Metropolitan Ry. were put into service when the line opened in 1864-1865. Some were built by the Ashbury Railway Carriage and Wagon Co., Manchester, now amalgamated with the Metropolitan Amalgamated Railway Carriage and Wagon Co. Messrs. Brown, Marshalls & Co., Birmingham, built some of the later stock, and the nine-coach block trains were built by Craven Bros., Darnall, near Sheffield:
Number 152. (15 April 1905)
Railway Notes. 55
Great Northern Ry. (Ireland). 55. illus.
Two four-coupled bogie passenger locomotives, similar to the Uranus type, had been supplied by Beyer, Peacock & Co., Ltd.: Nos. 120 Venus and 121 Pluto." The accompanying illustration shows No. 113 Neptune one of a new class of express locomotives built by North British Locomotive Co., Ltd. There were four of these in service, Nos. 113 Neptune, 114, 156 Pandora, and 157; they differed chiefly from earlier engines of the same type in boiler dimensions. The leading particulars were as follows: cylinders, 18½ in. by 26 in.; diameter of coupled wheels, 6-ft. 7-in Total heating surface 1531.30 ft2.; grate area, 22.14 ft2.. Two eight-wheeled six wheels coupled radial side tank locomotives (0-6-2T) built by Robert Stephenson & Co., Ltd. No. 10 Bessbrook, was a new six-coupled goods engine built at Dundalk. The steam motor coach, illustrated on page 25 ,of our February number, is working experimentally between Belfast and Lisburn; six are to be built, three for working that section and three for the Dublin and Howth branch.
Dublin, Wicklow & Wexford Ry. 55
The North British Locomotive Co. Ltd., have on order for this line two four-coupled bogie express locomotives, one six-coupled goods and one six-coupled radial side tank engine.
Belfast & County Down Ry. 55.
Kitson & Co., Ltd., building. for this railway two steam motor coaches similar to those supplied to the S. E. & C. Ry., as illustrated on page 46 of last issue, but with the water tank suspended below the carriage body.
London & North Western Ry. 56.
Latest engines of Precursor class were No. 323 Argus (Crewe WN 4465, February, 1905), 1431 Egeria, and 2064 Jason. The Royal special from Huyton to London on Saturday, 1 April was hauled by No. 648 Archimedes, the journey of 196 miles being run without a stop. Some steam rail coaches for local traffic were course of construction: They would be one class, divided into smoking and non-smoking, and the intended service was between Oxford and Bicester, a distance of about 12 miles. "Haltes" with cinder or wood platforms would be provided at Wandlebury, Charlton. Oddington, Oxford Road, Wolvercot and Summerton. This motor service was intended to be supplementary to the normal train service. . The additional lines in connection with the Euston widening were nearly ready for traffic. A very elaborate electro-pneumatic signalling plant was being installed in connection with the widening. There were also large new carnage sheds nearly finished at Euston.
Great Western Ry.
In correction of the paragraph on page 37 of last issue, it should have been stated that while: that while No. 172 Quicksilver is on same design as the rebuilt Albion, Nos. 173 and 174 Robins Bolitho and Barrymore respectively are six-coupled bogie locomotives of the original Albion type.
Several trailers had been. turned out of the shops and despatched to vanous sections where steam cars were regularly employed. It is rumoured that the passenger traffic on the Badminton line section (viz., Swindon to Bristol via the new line) will also be worked by motor service as the local traffic is not very extensive. A rail motor service was inaugurated between Brynamman and Pantyffynnon
Great Northern Ry. 56
An order had.been placed wIth the Avonside Engine Co., of Bristol, for two steam rail motor cars to be dehvered tIme for the summer traffic.
Midland Ry. 56
Ten new four-coupled bogie passenger locomotives with larger, boilers and Belpaire firebox were in course of completion, Nos. 850-857 being already at work. .
Lancashire & Yorkshire Ry.
Nio. 1392, one of the ten-wheelers of the 1400 class, had recently had outstde frames and bearings,fitted to the trailing wheels. Among the orders now in hand at Horwich was one for road motor omnibuses. The LYR built motor lorries previously.
Great Central Ry. 56
Two new ten-wheeled bogie tank locomotives [4-4-2T] of 9K class Nos. 455 and 456 had been completed. A new compound Atlanticwas under construction and would be ready for summer traffic. Ransomes & Rapier had installed a 60 ft turntable at Gorton Sheds worked by electricity or manually by a crab arrangement to accommodate Atlantics and the 4-6-0 type
London & South Western Ry. 56.
No. 443 mentioned in previous Issue, part of an order for twenty locomotives of the 415 class was noteworthy as being the 500th locomotive built at Nine Elms. The new four-cylinder six-coupled bogie express engines would bear Nos. 330 to 334. Ten new trailing bogie tank engines are now on order, their numbers to run from 51-60.
North Eastern Ry. 56
No. 777, non-compound bogie locomotive of class FI, had been rebuilt wIth new cyhnders 18½ in. by 26-in., fitted with piston valves.See also p. 91.The 6ft. 1½ in. six-coupled bogie engines [4-6-0] of the class S were being extensively employed on fast fish and provision trains.
The new East Coast Ry. between Seaham and the Hartlepools was opened on the 1 April and has a total length of 9½ miles and provided an alternative through route to that by Castle Eden, though its main object was to develop the coalfield along the sea coast. The permanent works include a the brick arch viaduct having one span of 120-ft. line is worked by one of Fletcher's bogie tanks coupled to a 1st and 3rd class composite coach, from which it is never detached whilst in service forming practically one vehicle. When running coach first the engine driver moves to the end compartment, where duplicate regulator handle and reversing lever and other connections were provided, and also a driver's valve for operating the Westinghouse brake.
No. 1785, six-coupled radial side tank, class U, with 18½in. by 26-in. cylinders, had recently been.turned out at Darlington. Six new mmeral.engmes of class P2 were under constructlon of which No. 554 was running. All goods engmes were now bemg pamted black. Nos. 343 and 638 are being experimented with to run in competition with the auto-coaches on the East and West Hartlepool branch.
Glasgow & South Western Ry. 56
Two new rail motor coaches similar to that illustrated on page 178 of volume 10 were under construction at Kilmarnock.
The Peebles steam rail motor coach. 57-8. 2 illus.
Peebles Steam Car Co. marketed Ganz & Co. steam railcar with vertical water tube high pressure boiler (260 to 300 psi) and high speed cross compound engine with steam jacketted cylinders.
Petrol rail motor coaches, Cape Government Railways. 58.
Maudslay Motor Co. Ltd.: on Brill standard 21E truck
Andrew Barclay locomotive for Langsuan Tin Mining Co., India. 58
Six wheel (four coupled) side tank with 7 x 12in cylinders.
The locomotives of the Great Eastern Railway. 59-60.
3 diagrams (side elevations)
Fig. 79 shows one of three 2-2-2WT built by E.B. Wilson for the Norfolk Railway to work branch lines, but which were taken into Eastern Counties Railway stock and given Nos. 1-3, but did not last long. Figure 80 shows class B 2-2-2WT based on previous design but with a shorter wheelbase. These were built at Stratford and given Nos. 7-12. No. 8 was rebuilt in December 1874 as an inspection car with 4-2-2ST arrangement. The saloon was painted dark green and lasted until the end of 1880.
Steam rail motor coaches, Belgian State Railways. 60-1. 2
A small car running on six wheels, and a larger one on eight (but not as stated in text on two bogies), but what appears to be a four wheels-coupled locomotive with a long wheelbase four-wheel trailer
Standard passenger locomotive, Indian State Rys. 61-2. illustration
Beyer Peacock 4-4-0 with 6ft 1in driving wheels
Knight, Stephenson Y. Railway brakes. 62-3. 2 diagrams.
Brakes on tender and on guards van
A modern railway works: the locomotive, carriage and wagon shops of the
G.N. of S. Ry., Inverurie, N.B. 64-6. illus., 2 diagrs.
Enclosed furnaces for the boiler plate shop. Sentinel compressor supplied by Messrs Alley and MacLellan for compressed air used in boiler making tools and in general bridge work. Fielding and Platt gap rivetter. Vaughan & Sons overhead crane used in boiler shop.
New stock, Kent and East Sussex Railway. 66-7. 2
Courtesy H.F. Stephens. 0-8-0T Hecate supplied Hawthorn, Leslie & Co. for working on heavy gradients between Headcorn and Rolvenden. 4ft 3in coupled wheels; 16 x 24in cylinders; total heating surface 1000ft2 and grate area 15.75ft2. Painted in Great Eastern Railway type blue with red lining. Three three-coach bogie train sets of passenger accomodation with acetylene lighting. 41ft long. Dark coloured lower panels; cream or white upper. Supplied R.V. Pickering & Co. of Wishaw.
New carriage stock, Caledonian Ry. 67.
Fifteen 68ft 6in long coaches built on steel frames and running on six-wheel bogies, vestibuled throughout and electric lighting, lavatories with hot and cold water.
Fractures of steel crank axles on large single wheel passenger engines.
Flaw running around the circumference of the journal and another type in which the cracks ran across the width of the crank web or cheek.
The London and North Western Ry. 68.
Accelerated service from Euston reaching Leamington in 1 h 50 min., Birmingham in 2 h, Wolverhampton 2 h 25 min and Shrewsbury 3 h 10 min.
Four cylinder Mallet compound locomotive for a narrow gauge. 69.
0-4-4-0T built in 1904 by Maschinenfabrik Esslingen capable of operating on 50m curves.
Modern engines and power generators. Rankin Kennedy. Volume V. Caxton
Locomotives surveyed in concluding portion.
The carriage and wagon department. 70.
Forty-tons bogie wagon, Great Western Ry. 70. illustration.
From Great Western Magazine. Bolster pattern bogies; all-steel; 43ft long, for transport of locomotive coal.
Midland Ry. 70.
Sleeping coaches purchased from Pullman Co. had been rebuilt to correspond with newer sleepers built at Derby and vestibule connections added.
South Eastern & Chatham Ry. 70.
New Continental train being built by Metropolitan Carriage & Wagon Co.
Construction of carriage and wagon bogies. 70-1. 2 diagrs.
Continued from page 53. Diamond frame trucks and swing link bogies with roller side bearings
The London and North Western Ry. 71.
Passenger brake vans with a raised look-out roof for the guard.
Railway brakes. E.A. Forward.
See page 44: there are earlier examples known than that of Le Caan. In Desagalier's Natural Philosophy, published in 1734, will be found drawings of some wagons made use of by Ralph Allan at his quarries near Bath. These were wooden vehicles running on four cast iron wheels, the rear pair being fitted with wooden brake blocks, pressed on to the wheels by levers, the ends of which were drawn down by chains wound on drums. The wagons descended , an 'incline' by gravitation, and the drums were rotated by handspikes by the man walking behind. The front wheels could be locked by iron bolts thrust between the spokes by levers actuated from the rear. These wagons form a very interesting link in the history of railway vehicles, as they ran on wooden rails and had wide wheels with projecting flanges on the inner edge to prevent them leaving the track. They thus show that the invention of the flanged wheel took place much earlier than is generally supposed. i It is also known from illustrations in other early works that in 1765 the Newcastle Colliery wagons, running on wooden rails from the collieries to the river, had inside flanged wheels, while one of the rear wheels had a similar brake pressed down by the attendant sitting on the end of the lever.
The Millwall Extension Ry. G. Macallan
See Volume 10 issues of September pp. 155 and October, 1904 (p. 171) . These are not quite complete. A steam tram engine supplied by Kitson & Co. at a cost of £650, and bearing GER No. 230, worked the service with one tram car attached, from North Greenwich to Boundary Junction, from February to October, 1879, the remainder of the journey to Miilwall Junction being performed by horses. The line and bridges were strengthened in 1880, and more powerful engines were purchased which worked the whole length. The steam tram did the work required of it very well, the 'mileage' being 101 daily, consumption of coal 11.6 lbs. per mile, and of oil 3.9 pints daily. The exhaust steam was condensed by passing through a series of thin metal tubes arranged in vertical rows round the outside of the roof, and a miniature engine and fan were fitted to the boiler to raise steam by forced draught when required. There being no further service suitable for it, the engine, boiler and other details were made use of in 1889 by Mr. Holden in the construction of a steam traverser, which has done good :work in the carriage department, Stratford Works, as described in the Locomotive Magazine of 23 May 1903.
Baldwin Locomotive Works.. 72.
Record of Recent Construction. No. 49 is devoted to a review of the advantages of balanced four-cylinder compounds over simple locomotives. This is shown to be equivalent to providing 25 per cent. more boiler capacity, while interesting data of tests concerning the smoothness of working, and opinions of American railroad officers, are also given.
No. 153 (15 May)
Railway notes. 73.
Great Northern Ry. 73.
The accompanying illustration shows No. 292, the four-cylinder compound locomotive built at Doncaster works to the designs of H.A. Ivatt, locomotive engineer. In general appearance and dimensions it approximates to the No. 251 class, but there were two .high-pressure cylinders outside the frames, 13in. by 20in., and two low-pressure cylinders inside, 16in. by 26in. Walschaert gear was fitted to the h.p. cylinders, and.it could be operated as a simple engine or compound, at will. Each pair of cylinders had a separate reversing lever. It ran to King's Cross and back to Doncaster on the 29 March. The following engines of the No. 251 class: Nos. 293-8, had a large brass maker's number plate on the leading coupled wheel splasher. Ten new bogie singles of an enlarged type are reported to be in contemplation at Doncaster. . No: 340, six-coupled goods, had been rebuilt with a domed boiler.Water troughs were to be installed in neighbo, and the goods engines Nos. 451, 778, 788, 1113, 1193, 1198, 2308, 2388, 2394. 2514, 2314, and the bogie engines Nos. 3525 and 3526 were now running with new boilers having Belpaire fireboxes. No. 162 Cobham was about to be withdrawn from service. after good work on the London-Birmingham expresses.
London and North Western Ry. 74
New Precursor type engines mentioned in last issue belonged to a new series of ten now built as follows: Nos. 323 Argus, 1104 Cedric, 1111 Cerberus, 1431 Egeria, 2064 Jason; 40 Niagara, 520 Panopea, 1469 Tantalus, 1737 Viscount, and 2031 Waverley (Crewe Nos. 4465-4474). Following is a list of the 30 four-cylinder eight-coupled mineral locomotives of the 1881 class which were put into service in 1904: Nos. 640, 1300, 1370, 1449, 1586, 508, 641, 918, 1555, 2036, 410, 509, 647, 1110, 1122, 503, 818, 1585, 2056, 2387, 437. 644, 1353, 1369, 1432, 1436, 1543, 2057, 2060 and 2169 (Crewe works Nos. 4385-4414). these would probably all.be converted into Consolidations,
The following ten six-coupled bqgie compound express locomotives of the 1400 class were also turned out in 1904: Nos. 173, 504. 511, 637, 2339, 1113, 1407, 1414, 1500, and 2063 (Crewe works' Nos. 4420-4429). The latest engmes of this class built at Crewe were Nos: 321, 606, 1131, 2055. 307, 363, 610, 1379, 2058 and 2059 (Crewe Nos, 4430- 4439) .
An express.passetiger engine of a new type, having six-coupled wheels and a leading bogie. had recently made a trial trip. It was No. 66 Experiment.
This railway company ceased running. trains rnto York on 31 December 1904, so that Carlisle was now the only passenger station into which seven railway companies work regularly. On completion.of the District Ry. electrification the LNWR trains from Willesden would have the steam locos. detached at Earl's Court, and the District .Co. would then haul these trains to the Mansion House by electric motor cars. Some years ago the North Weslern paid £100,000 for the right of running into the Mansion House Station,
Great Eastern Ry. 74.
Nos. 1210-1212 , new six-coupled goods locomotives (0-6-0), with Belpaire fireboxes at work. No. 775 completed a series of ten four-coupled passenger locomotives rebuilt with leading bogies and Belpaire boilers with the dome on the second ring of the barrel. They were stationed at Stratford, Ipswich, Norwich and Yarmouth (S. Town). On the 7 April a collision occurred at Stratford Southern Junction, in which engines Nos. 577 and 344 met bunker to bunker and were badly damaged:.the fireman of the former was killed.
Great Central Ry. 74
Two new ten-wheeled bogie tank locomotives of the 9K class (4-4-2T): Nos. 357 and 359.
Midland Ry. 74.
Heavy trains in the northern section are now being worked by the 6ft. 6in. coupled bogie passenger engines rebuilt with larger boilers, recent additions to this class being Nos. 82, 84,195, 238, 1800, 1815, 1816, 2583 and 2585. Following were latest six-coupled goods locomotives rebuilt with larger boilers: Nos. 1787, 1789. 1793, 1797, 1884. 1891, 1899, l905, 1925, 1931, 1954, 1972, 2123, 2154, 2164. 2171, 2178, 2279, 2336 and 2337. The goods engines had been divided into classes according to their hauling capacities, and were distinguished by small brass figures placed below the engine numbers, as 1, 2 and 3.
South Eastern. & Chatham Ry. 74
Among the rehuilds with domed boilers were Nos. 266 and 94, Stirling 240 class bogie express engines, Nos. 134 and 407, four-coupled bogie tank engines, and No. 14 six-coupled goods engine. No. 752, the contractor's engine for use on Folkestone harbour, was now at work, havmg been supplied with a cab and painted in the standard colours
London, Brighton & South Coast Ry. 74
No. 319 John Fowler had been fitted with latest pattern of safety valves and the whistle coming through the cab roof as in the later class of tank engine, and now had a plain round topped dome. Resulting from the successful working.of. the petrol rail motor on the G.N.R. Hertford branch, the LB. & S.C.R. had placed an order with Dick, Kerr & Co. for two more vehicles of the same pattern. The L.B. & S.C. R. had also ordered two steam rail motor cars from Beyer, Peacock & Co., Ltd. The first locomotives of Marsh's design to appear on the L.B. & S.C:R. would be five Atlantic type express engines of very similar dimensions to the 251 class on the G.N.R.
Metropolitan Ry. 75.
Lord Rothschild's special train over the Metropolitan Railway Aylesbury extension line to Waddesdon Manor Station, which was often run on Saturday afternoons, and which formerly started from Baker Street terminus had changed its departure point to the GCR Marylebone station: the locomotive and three saloons generally forming the train were supphed by the Metropolitan Railway.
Recent appointments. 75.
Mr.Alexander, late of Kerr, Stuart & Co., Ltd. had been appointed works manager of the L.B.& S.C.R. locomotive works at Brighton in succession to Mr. Smart. Mr. E. Notter was the new district locomotive superintendent of the GNR at King's Cross. Mr. Geo. Willans had left to take up the duties of assistant locomotive superintendent of the Ottoman Ry. from Smyrna to Aidin. Mr. W. Cleaver had been appointed engineer, and Mr. A.H. Hertz locomotive superintendent of thr Port T'albot Ry. and Dock Co., following the resignation of Mr. W.J. Hosgood from the joint position. Mr. W.M. Acworth, the well-known writer on railway economics and working, had been elected a director of the Midland & South Western Junction Ry.
Midland Great Western Ry., Ireland. 75.
Nos. 6 Vesta and 39 Hawk had been rebuilt at Broadstone with new Belpaire boilers. A new four-coupled bogie locomotive, No. 125 Britannia had been placed in service..
Great Southern & Western Ry. 75.
No. 321 was second new bogie express locomotive (4-4-0) to be rebuild with a taper boiler, in the same manner as No. 308, illustrated in issue of 15 October 1904.
Running powers. 75.
Arrangements made between the Midland and Hull and Barnsley Railways whereby the latter company would run its own trains, both passenger and goods, into Sheffield over Midland line. Hitherto traffic had been exchanged at Cudworth.
One result of the new traffic arrangements between the L. & N.W.R. and L. & Y.R. was the regular working of L & Y. goods trains with their own locomotives over the L. & N.W,R system: two per day into Carnforth and one to Carlisle. The locomotives of eight different railways worked regularly into Carlisle: L.,& N.W.R., Midland, N.E.R, N.B.R, Caledonian, G. & S.W., Maryport and Carlisle, and L. & Y. Rys. Only seven, however, ran into the joint Citadel passenger station.
Engineers' Inspection Engine and Coach. 75. illus.
In connection with the introduction of rail motor coaches, "it will be of interest to notice the L. & N. W. R. inspection engine and coach here illustrated, which was reproduced from the company's collection of picture post cards [2-2-2 joined to six wheel inspection saloon.
Locomotives of the Wrexham, Mold & Connah's Quay Ry.
76. illus., diagr.
Fig. 10 shows 0-6-0ST of type acquired secondhand from LNWR in 1873 and prior to modifcations made by WMCQR. Fig. 11 shows 0-6-0T purchased from Sharp Stewart & Co. in 1880 (originally named Premier): RN 8 and WN 2932. This had 18 x 24in cylinders, 4ft 2in coupled wheels, 1157ft2 total heating surface, 17ft2 grate area and operated at 150 psi. In 1882-3 the Brymbo branch was opened by the colliery owners. This had its own motive power Emily and it became WMCQR No. 10. It was Beyer Peacock WN 2157/1882 and was an 0-6-0ST with 16 x 24in cylinders, 4ft coupled wheels, 1092ft2 total heating surface, 14ft2 grate area working at 140 psi. Continued page 111
Great Western Ry. 76.
Boiler of steam rail motor coach [railcar] No. 10 adapted with Holden liquid fuel burning apparatus.
Memorable test of the water troughs.
See page XX: correction to orientation of Primrose Hill tunnel: runs west to east: misleading to refer to "north end" as country end.
A modern railway works: the locomotive, carriage and wagon shops of the G.N.
of S. Ry., Inverurie, N.B. 77-8. 2 illus., diagr.
Automatic electro-magnetic brake fitted to hoisting mechanisms. Vaughan & Son's liquid resistance type motor controllers.
North Eastern Ry. 78.
Latest P2 0-6-0 Nos. 554 and 1678.
Compound consolidation loco., Austrian Southern Ry. 78. illus.
Golsdorf two-cylinder compounds for passenger service on Brenner and Semmering sections. High pressure cylinder 540 x 632mm and low pressure cylinder 800 x 632mm. Total heating surface 250m2; 13 atmos boiler pressure. Second and fourth coupled axles provided with side play.
The Egyptian Government Railways and locomotives. 79-80.
Locomotives of the Great Northern Ry., Ireland. 80-1.
Two radial tank engines (0-6-2Ts) designed by Charles Clifford and built Robert Stephenson & Co. Nos. 98 and 99 for shunting in Belfast yard: 4ft 7in coupled wheels; 18½ x 26in. cylinders; total heating surface 1266.05ft2 and grate area 19.935ft2. Also rebuild of Park 4-2-2 singles Nos. 88 Victoria and 89 Albert (No. 88 illustrated in both forms) into 4-4-0s. .
Ten wheel compound locomotive Bagdad Railway. 82. illus.
4-6-0 supplied Henschel & Sohn of Cassel. WN 6901. Oil burning. High pressure cylinders: 13½ x 25¼in; low pressure 22 x 25¼in; 6ft 6in coupled wheels; Serve tubes; total heating surface 2275.31; grate area 29.38.
A locomotive department laboratory. 82-4.
Analysis of water, steel, pig iron, coke, copper plate, bearing metals, paints and varnishes, coal as fuel
The Indian Mail. 84-5. 10 illus.
Reduction in transit time from the City of London to Bombay ro a "little over" thirteen days.
Locomotive firebox examination and repairs. 86-7.
Periodic examinations required: problems: loose tubes, oval or distorted tubes; dirt collecting around tubes and cracking of tube plate. Continued on page 140.
The Stanton Iron Company Limited. 87.
Football specials. 87.
Annales des Chemins de Fer Belgique. E. Tordeur.
Small handbook of the Belgian State Railways and those of the Societe Nationale des Chemins de Fer Vicinaux (light railways and rural tramways).
The carriage and wagon department. 88.
New carriage & wagon stock, Tralee & Dingle
Railway. 88-9. 2 illus.
Designed P.P. Higgins, former locomotive carriage & wagon superintendent (then locomotive superintendent Cyprus Government Railways). Composite first third bogie coach 32ft long and 12 ton capacity van (covered wagon), also 32ft long carried on diamond frame bogies (latter was one of three). The vehicles were built at the Tralee workshops. The coach was lit by acetylene gas.
New local trains Bombay, Baroda and Central India Ry. 89. illus.
Six carriage sets accommodating 400 third, 120 second and 48 first class passengers. New livery with predominant cream white for first and second and umber brown for third class. Oil gas illumination.
New carriage stock, Caledonian Railway. 89.
See page 67: stock to be formed into three sets of five vehicles: three to run from Glasgow, two from Edinburgh, to be joined at Perth for Aberdeen.
Great Western Ry. 89.
One of the large dining cars was running on six-wheel bogies. New ten compartment thirds without clerestory roofs were in service.
South Eastern & Chatham Ry. 89.
86 new brake vans supplied by Metropolitan Carriage and Wagon Co., and by Cravens were in service.
An old mineral locomotive. W.B. Paley.
The description of the very curious engine shown in the March Issue page 49, omits the most interesting fact about it, viz., that it had smooth wheels and ran upon what were virtually tram-plates. These " plates," however, instead of being the ordinary 3ft.castings of the early tram roads, were of wrought iron-and besides the flat outer portion upon which the engine ran, had a raised inner part qf the Great Western "bridge" pattern to take rolling stock fitted with flanged wheels of the usual kind. The rails were, therefore, of very heavy section. They were put down some years after the engines were built, probably about 1854, when the Newport, Abergavenny and Hereford Railway having, reached the neighbourhood, the Sirhowy Tramroad Company (Tredegar to Newport) found it necessary to be able to receive coal trucks of the ordinary railway gauge build. The engines shown must, therefore, have been of 5ft. gauge. Much earlier, however, smooth wheel engines had run on the Sirhowy tram road. At South Kensington Museum is a photo of one, built in 1829, No. 16 in R. Stephenson & Co.'s first set of books. Though altered as to the wheels and.other details when photographed, the general design is much like that of the engine St. David in March issue. No doubt cast iron tram-plates, perhaps of heavier section than usual, were originally used under this engine, though probasly not for long, as it would be impossible to keep plates of any reasonable size from breaking under engines which must have weighed at least 12 or 15 tons in working order.
Rail motor carriages. G. Macallan.
Refers to previous issues of Magazine which described and illustrated rail motor coaches built for some British railways. Noted the great diversity of types, but no doubt after an experience of them in actual working there would be a "survival of the fittest" resulting in due course in economy in construction and maintenance. It would be well if the attention of designers and those aspiring to the position of superintendent of the locomotive department of railways —a department which in administration has close relatiion with the comfort and safety of the travelling public as also the provision of revenue to investors —were called to that portion of the history of the locomotives of the Great Eastern Ry., published in Issue No. 136 December, 1903 in which there is a graphic description of some of the good work done by the Enfield steam carriage, designed by Mr. Samuel engineer of the then Eastern Counties Ry., and put to work thereon in January, 1849, A perusal also of the proceedings of the Institution of Mechanical Engineers in October of that year, in connection with the reading of a paper by the designer, giving full particulars of the performance of the steam carriage referred to, could not fail to prove beneficial in view of modern practice, as conducing to a restriction of unnecessary weight in rolling stock.
The Great Eastern Ry., by the way, has been the pioneer in the adoption of a large number of real improvements in locomotive practice, such as steam rail motor coaches, making use of exhaust steam to heat the feed water, balanced slide valves, compounding. auxiliary india rubber springs, the successful use of liquid fuel, and last but not least in merit the variable blast pipe. Such a fine record has only been possible owing to the directorate being of great ability and not ungenerous, and the fact of so many notable engineers having held the post of locomotive superintendent, the present writer having since 1854 served under seven, viz., Messrs. J. V. Gooch, (nulli secundus), R. Sinclair, S. W. Johnson, W. Adams, Massey Bromley, T.W. Worsdell, and J. Holden. Writer was Retired Works Manager, G.E.R. and lived in Stansted, Essex.
Trade catalogues, notices, etc received
Davies & Metcalfe, Ltd., Romiley, near Manchester."The Automatic Restarting Injector." Over 60,000 of these injectors were in use in all parts of the world. For locomotiyes, stearn motor carriages, steam cranes, steamers, yachts and tugs.
No. 154 (15 June 1905)
London & North Western Ry. 91.
The accompanying illustration, taken on its trial trip, shows No. 66 Experiment — G. Whales' latest type of express locomotive, which had inside cylinders 19in. by 26in. and six-coupled wheels of 6ft. diameter (4-6-0). This engine appears to have given great satisfaction on its trials. " It is, we believe, intended to dispense with "piloting" on the section. between Crewe and Carlisle by means of engines of this type.
A number of Webb's 4ft. 3in. tender mineral engines were being converted to saddle tanks, amongst, those already treated being Nos.. 85, 808, 2048, 2095, 2099, 2389, 2394, 2402, 2407 and 2439. The tanks had a capacity for 1000 gallons of water. No. 2387 of this class had been purchased by the Manchester and Milford Railway and was No. 8 on that line.
Metropolitan Ry. 91.
No. 1, the first of a series of ten 50 ton electric locomotives built by the British, Westingliouse Co, Ltd., had been delivered to Neasden. It was equipped with four motors, each of 300,h.p., and will be able to haul 120 ton trains such as those on the main line between Aylesbury and Baker Street; at 36 m.p.h. on the level. These locomotives will be employed both on the Baker Street and Inner Circle sections, in the former case taking the place of steam locomotives on tne main line between Wembley and Baker Street, and in the latter being engaged to haul the steam trains of the G. W.. Ry. between Edgware Road and the City and the Metropolitan Ry. New Cross trains.
London, Brighton and South Coast Ry. 91.
No. 48 Australia had been running for some time with templates giving the general transverse section of the new Atlantics then under construction, with a view to testing the clearances of permanent works on the line: "We understand" that the olive green colour, hitherto standard for goods engines; was to be adopted for the passenger locomotives of this railway, and that the goods and shunting engines would be painted black. Details of the linings to be used had not yet been settled.
North Eastern Ry. 91-2. illus.
See Apnl Issue page 56 two separate news items were unfortunately run together m the paragraph relatmg to the new E.C. line between Seaham and the Hartlepools. This line actually provided a new main route for Liverpool and Newcastle-on-Tyne through trains, four in number, two being composed of LNWR and two of NER stock, worked by NER main line express locomotives, and is an alternative route from Sunderland and Stockton, via Wellfield or Horden.
The system of working described in the latter part of the paragraph referred to is, however, that practised on the service between Hartlepool and West Hartlepool, in conjunction with a steam autocar service, and it proved so successful that the NER decided to extend it to the new branch recently opened between Gosforth and Ponteland. The arrangement is clearly shown in the photographic reproduction above (Fletcher 0-4-4BT No, 595 and clerestory trailer), for which we are indebted to the chief mechanical engineer, Mr. Wilson Worsdell. It consists of an old Fletcher front-coupled bogie tank, No. 59'5, with its cylinders reduced in diameter so as to work economically with a small load, coupled to a bogie passenger coach of standard NER. pattern, slightly modified internally to accommodate eight first class and fifty third class passengers, with a luggage compartment and driver's compartment at the end furthest from the locomotive. Engine and coach are never uncoupled whilst in service, and duplicate gear in the driver's compartment of the coach enabled the train to be worked either end foremost. This system is, we understand, to be utilised for working other branch lines, and a number of old locomotives are available which have proved unequal to.coping with modern fast and heavy local traffic, but which would do admirably for the work in question.
London & South Western Ry. 92. illus.
Photograph shows No. 720: a 4-2-2-0 for which publisher was indebted to Dugald Drummond. No.720, the first of Drummond's four-cylinder express locomotives, had been rebuilt with a, new boiler of larger dimensions. As originally built in 1897, the boiler had a diameter of 4ft. 4in., and.a total heating surface of 1,664 ft2., apportioned as follows: firebox 142 ft2, water tubes in firebox 215ft2 and boiler tubes 1307 ft2. The new boiler had a diameter of 5ft., and a total heating surface of 1760 ft2 of which the firebox contributed 173ft2 the water tubes 195ft2, and the boiler tubes 1392ft2. The grate area remained as before, 27.4ft2. The appearance of the engine was much modified by the introduction ot the larger and higher boiler.
New passenger tank locomotives Nos. 104-107 and 45 were at work on London suburban traffic, and additional steam rail motor coaches were in course of construction for service in the Bournemouth district, on the Hurstbourne and Fullerton, and Bodmin and Wadebridge branches, also an extra one for the Friary and Turnchapel service.
New de Glehn compound, G.W.R. 93. illus.
From the Great Western Magazine. Nos. 103 and 104 were constructed by Société Alsacienne de Constructions Mecaniques and were more powerful than No. 102 La France illustrated and described in Issue of 28 November 1903. They had 143/16 x 253/16in high pressure and 235/8 x 253/16in low pressure cylinders. 6ft 8½ coupled wheels, 2616.8ft2 total heating surface 33.9ft2 grate area; 227 psi. Compound of the de Glehn Du Bousquet type.
A feat in locomotive building. 93-4. illustration
Hunslet Engine Co. received an order on 15 April 1905 and delivered the locomotive to Liverpool for shipment on 10 May: that is within 25 days. The locomotive was actually completed within sixteen working days (that is excluding Sundays). It was for the 3ft 6in Benguela Railway and was an 0-6-0T with 14 x 18in cylinders; 3ft 1in coupled wheels; 580ft2 total heating surface; 11.25ft2 grate area and 160 psi boiler pressure. Sir Douglas Fox & Partners were the consulting engineers.
Our Supplement. 94 + plate fp.
Photograph of 4-4-0 hauling Plymouth Limited on single track section between Dawlish and Teignmouth near Parson and Clerk rocks.
Steam rail motor trial. 94. illustration
On Friday, the 2 June., the Peebles Steam Car Co. arranged a trial of one of their steam cars over the Midland Ry. from Loughborough to Derby, via Trent and Castle Donington, returning to Loughborough via Chaddesden. Among those present were Sir Ernest Paget (chairman), Messrs. J. Mathieson (general manager), R.M. Deeley (locomotive supt.), and Cecil Paget (loco, works manager), of the Midland Ry. ; R.S. Portheim, S.A. Chambers and H.G.V. Adler, of the Peebles Steam Car Co. ; Lord Vaux, Messrs. W. L. Madgen, S. Hilton, G. Cornwallis-West, Elmer Cook and J. Steinitz, of the Brush Electrical Engineering Co.; T.H. Jackson, chairman of the Wirral Ry.; H.M. McGildowny, chairman ot the Ballycastle Ry. (Ireland); T.O. Mein, of the Great Eastern Ry.; E.C. Cox, of the South Eastern & Chatham Ry.; and E.W. Martin, of the Chilian Electric Tramways.
Freedom from vibration and oscillation in the running of the car was particularly noticeable, speeds of 25 to 30 miles an hour being frequently attained. The Peebles car promises to become a favourite for fulfilling the requirements of dealing with light passenger traffic
Great Northern Railway 0-8-2T hauling a set of six-aside six-wheel carriages on Holloway Bank. 95 upper. illus. (photograph)
Great Northern Railway large Atlantic on 10.20 ex-King's Cross passing Belle Isle signal box. 95 lower. illus. (photograph)
The Corringham Light Ry. 96-8. 5 illus., map.
The line was 2¾ miles long and possessed two locomotives. 3 coaches and 10 wagons and was owned by Kynoch Ltd. which manufactured Cordite explosives at Thames Haven. It opened for freight on 1 January 1901 and passengers on 22 June 1901. Locomotives: Kynite Kerr Stuart WN 692. 2ft 3in coupled wheels; 9½ x 13in cylinders; 314ft2 total heating surface and 6½;ft2 grate area. Painted brick red with black bands. The other locomotive had been supplied by Kitson in 1893 for work on Barry Dock. It was similar tolocomotive supplied to the Liverpool Overhead Railway (see Issue for 17 January 1903) page 38. It had 3ft coupled wheels and 8in x 12in cylinders and employed Kitson Patent valve gear.
The locomotives of the Great Eastern Railway. 98-9
Figs 82 and 83: At the beginning of the year 1854...No. 214 was renumbered...
The locomotive history of the London, Chatham & Dover
Ry. 100-1. 3 illus., table.
Continued from page 11. Three Kirtley classes examined: 0-4-4T introduced in 1875 for suburban traffic including over the Metropolitan line (nine from Vulcan Foundry and nine from Neilson); 0-6-0 introduced 1876 (six from Dubs and six from Neilson) and 4-4-0 in 1877 (six from Neilson). Leading dimensions tabulated. Continued page 170.
The size of locomotive driving wheels.
Brunel used 10ft; Trevithick's Cornwall used 8ft 6in and Crampton's Liverpool 8ft. Both the Caledonian Railway and Stirling on the Great Northern used wheels in excess of 8ft. Most railways settled for a figure between 6ft and 7ft, although the Problem class used 7ft 7½in, Engines operated at high speed for electricity generation and in torpedo boats, but locomotives ran at less than 400 rpm. Also mentions Blavier and Larpent's L'Aigle built by Gouin with 9ft 4in wheels in 1855 and Lestrade's La Parisienne with 8ft 3in six-coupled wheels.
Locomotive weighing tables, North Eastern Ry. 102-3. 2 diagrs.
W. & T. Avery. Ten tables. Could cope with a ten-wheeled locomotive. Aerostat system.
A modern railway works: the locomotive, carriage and wagon shops of the
G.N. of S. Ry., Inverurie, N.B. 104-5. 2 diagrs., plan, table.
Electric motors supplied by Greenwood & Batley Ltd., Leeds. Equipment driven by electricity: large shears (R. Harvey & Co., Glasgow), Cold saw (Greenwood & Batley Ltd.). angle bending and straightening machine (Loudon Brothers, Glasgow), small shears (Hetherington & Co., Manchester), horizontal rolls (Fairbairn, Naylor, Macpherson & Co., Leeds), vertical drilling machine (Maclea & March, Leeds), emery grinder (Thomson, Stern & Co., Glasgow), tube cutter (Hetherington & Co., Manchester).
The carriage and wagon department. 106.
New horse boxes, G.I.P.R. 106. illus.
Built without sunshades: insulated roof. Red brick lower panels; white upper. 25ft long with stalls for six horses. Groom's compartment with gas lighting and drinking water.
Railway carriage & wagon construction (27). 106-8. diagr.
Continued from 10 page 219. Figure 93. Side framing panels, turn-under. Doors for carriages. Position of quarter lights. Sliding sash windows.Rubber pads for stops. Grooves. Ventilators. Machining pillars.
New Indian passenger stock. 108
Forthcoming visit to India by the Prince and Princess of Wales led to the Est Indian Railway renovating its Viceregal train. The Great Indian Peninsular Railway was completing a luxury train for the Bombay to Poona mail with electric light and fans, vestibules and a café car for first and second class passengers and a small buffet or stall for native refreshments.
Side coupling chains. 108
Abandoned by Midland and Great Eastern Railways: LNWR reduced use to one.
Answers to correspondents. 108
W. Beckerlegge. GWR No. 1299 was a side tank crane locomotive taken over from the South Devon Railway. No. 3058 was originally named Grierson.
G.E. Jackson. D.K. Clark's formula for train resistance, and improvements to it suggested by R.M. Deeley to accommodate improvements in lubrication and in bearing materials.
J.S. Ranger. Tractive power (force) formula for two-cylinder locomotives
No. 155 (15 July 1905).
Railway Notes. 109.
Our Coloured Supplement.Midland Ry. 109 (Folded colour supplement facing
Manchester Express. "As a supplement to this issue we publish a coloured picture of one of the latest corridor trains of the Midland Ry. on their Manchester service, the engine being one of the latest three-cylinder compounds. The photograph from which the reproduction has been made was taken in the Chevin Valley. We are indebted to Mr. R. M. Deeley, the loco. superintendent of the Midland Ry., for permission to publish the picture". Tinted and retuouched photograph: no mention of "F. Moore".
Double-ended [2-4-2T] tank locomotive No. 817, Lancashire
& Yorkshire Railway. 109. illus.
With Belpaire boiler
London & South Western Ry. 109.
The last Sharp, Stewart coupled bogie locomotives, Nos. 0438, 0353, 0354, 0356 and 0357 had been withdrawn from service. Several old double-framed Beyer, Peacock goods tender engines were to be converted into saddle-tank shunting locomotives. Nos. 46-49, new bogie side tank engines, were work. The old bogie radial tanks bearing these numbers were on the duplicate list. The small tank engines, Vulcan, Bretwalda and 0392 had been transferred to the engineer's department for use as tipping engines on the new Bentley & Bordon Camp Light Ry., and No. 407 and Ritzebuttel were similarly employed on the Amesbury Extension Light Ry. H. Brodhurst, assistant foreman at the loco. depot, Exmouth Junction, had resigned his post to take up an appointment on the Egyptian Government Rys. "
Great Northern Ry. 109
The latest Atlantic type engines of 251 class were Nos. 299-301 and Nos. 1400-1406, all having been built at Doncaster. Nos. 325 and 705. coupled passenger, and No. 132, front coupled radial tank, had been rebuilt, the latter now resembling No.116A illustrated in issue of' 3 October 1903. An interesting trial took place between Yaxley and London with one of the 8-coupled mineral engines and a train of 65 wagons loaded with bricks, the total weight behind the tender including a 20-ton brake van, being about 1,050 tons. The experiment was a complete success, there being no difficulty in keeping schedule time. A full load for these engines was generally 50 wagons of bricks, or 55 of coal, and a 20 ton brake van.
Great Central Ry. 109.
Three new ten wheeled tank locomotives had been built at Gorton, Nos. 31O, 114, 115. The six-coupled goods engines Nos. 1, 72., 78 and 418, had been rebuilt as shunting engines with saddle tanks.
London & North Western Ry. 110. illus.
Latest express engines of the Precursor type Nos. 365 Alchymist, 519 Messenger, 1115 Apollo, 1545 Cyclops, 1573 Dunrobin, 2061 Eglinton and 2120 Victor. Two further engines of the Experiment class were almost complete: Autocrat and Britannic. The accompanying illustration is taken from a snapshot by Mr. H.W. Peckham, of the new six-coupled express locomotive, No. 66 Experiment, hauling the North express, 7.10 a.m., Euston to Carlisle, while passing over, the water troughs at Brock, 8 miles to the north of Preston. This engine had cylinders 19in. by 26in. and driving wheels 6ft. 3in. in diameter, with 3in. tyres. The boiler barrel was 12-ft. 7¾in. long with a maximum outside diameter. of 5ft 2in., and the firebox casing is 8ft. 2in. long, 4ft.1in. wide at bottom, and extended 4ft. 7½in. below the centre line of the boiler. There were 299 tubes, giving a heating surface of 1,908ft2., to which was, added. the firebox surface ot 133ft2 a total of 2,041ft2, the grate area was 25ft2. the working pressure 175psi, weight of-engine 65 tons 15 cwt., and tender 37 tons.,' '
North Eastern Ry.110
Work had begun at Gateshead on two 4-cylinder-compound locomotives "which will probably be the largest so far built for use on British metals."
Great Western Ry. 110.
The new French built engines Nos. 103 and 104, illustrated in our last issue, were now at work, No. 103 being stationed in London and No. 104 running trials between Swindon and Bristo1. They were painted standard GWR colours and had 3,500 gallon tenders lettered in the new style. Nos. 181-2 were new Atlantics built. at Swindon, and Nos. 3126-3130 were the latest engines of the 3111 class, double-ended tanks. Several front-coupled side tank engines, Nos. 205, 531, 533, 828, 1157, 1160 and 1165 had been fitted to work with trailer cars as complete units, driving from either end. The outside frames and all above the footplate was painted a rich chocolate with black border and yellow lining, the wheels and under frames being black. A covered-in cab was fitted to each, painted white inside. The question of large capacity wagon stock has been engaging the attention of GWR officials, and "we. understand" that two experimental wagons had been ordered from the Pressed Steel Car Co., of Pittsburg, Pa. one of 20 tons, a 4-wheeled hopper wagon for stone, and one 40-tons bogie wagon.
Recent appointments. 110.
G.H. Fox, of Broad Street House, had been appointed consulting and inspecting engineer of the Argentine Great Western Ry.
Locomotives of the Wrexham, Mold & Connah's Quay
Ry. 111-12. 4 illus.
Continued from page 76. No. 10 was being reduced in height at Wrexham to work on the Buckley to Connah's Quay section when the railway was absorbed by the GCR and it emerged as No. 403 (Fig. 12). In 1885 work on the Frwd branch led to the purchase of an outside cylinder Hudswell Clarke 0-4-0ST with 15 x 20 cylinders, ft 6½in wheels and 140 psi boiler pressure. Beyer Peacock 0-6-2ST WN 2649 and 2650 were delivered in 1885/6; RN 12 and 13. 18 x 24; 4ft 3in; 182; 16.25; 160 psi. Copper capped chimneys later replaced by cast iron. Similar 2962-3/1888 RN 15-16. In 1887 locomotive (0-4-2T) purchased from Bishop's Castle Railway whereon it was Perseverance becoming WMCQR No. 14. Rebuild 1890 from well tank to side tank. Cylinders (inside) 14½ x 20; 4ft 6in; Believed originated on GWR. Scrapped 1895. Replaced by contractor's engine owned Messrs Johnson used on North Wales and Liverpool line. Manning Wardle 0-6-0ST WN 1105/1889. 14 x 20, 3ft 6in 533, 9.48, 140.
Messrs. W.J. Bassett-Lowke & Co. 112.
Had constructed a 3/8in scale model of LNWR Precursor class 4-4-0 with clockwork mechanism.
Locomotives for the Agra-Delhi "Chord" Railway. 113. illus.
2-6-0 type, Nos. 20-29.
Inspection engine, North British Railway. 113.
Known as the Directors' engine, but used by General Manager. 2-2-2 outside-cylinder inspection saloon No. 1079 (originally No. 312) built in about 1865 and rebuilt in 1882. Painted in yellow ochre (original standard colour of NBR). Driving wheels were 5ft diameter and cylinders were 13 x 18in.
Firebars. 114-15. 4 diagrs.
A modern railway works: the locomotive, carriage and wagon shops of the G.N.
of S. Ry., Inverurie, N.B. 115-17. illus., diagr., plan.
Erecting shop: Craven Bros overhead crane with 60 ton capacity
Single driver tank locomotive, No. 65, North Staffordshire Ry. 115.
No. 3: 2-2-2BT with 13in diameter cylinders.
The history of the London & South Western Ry locomotives.
118-19. 4 illus.
In June 1873 Beyer Peacock delivered second batch of six goods engines: WN 1269-1274, RN 285-290. They were rebuilt as follows: No. 285 in September 1889; No. 286 in November 1886; No. 287 in June 1895; No. 288 in August 1894; No.289 in October 1886; No. 290 in March 1887. No. 290 was renumbered as 351 in December 1899. Six further well tanks with 16½ x 20in cylinders were supplied by Beyer Peacock WN 1409-1414 and RN 201, 202, 34 Osprey, 298, 299 and 314. In 1905 they were on the duplicate list and working on the North Cornwall line. Two further Ilfracombe Goods were delivered by Beyer Peacock WN 1428 and 1429 in June 1874: RN 300 and 301: No. 300 nhad an additional safety valve on the second ring of the boiler barrel. They were rebuilt in 1890. Another was delivered in October 1875 WN 1517: RN 324: it was rebuilt in 1888. All three had been placed on the duplicate list. The next Beyer Peacock locomotives were inside frame 0-6-0s with 5ft coupled wheels, 17 x 24in cylinders, 1025ft2 total heating surface and 15.52 grate area. These were WN 1360-1371 and RN 302-313. They were rebuilt as follows: 302 and 303 July 1886 304 October 1892 305 August 1886 306 and 307 February 1887 310 in July 1893 311 in March 1886 312 in September 1894 313 in November 1886 They originally carried plates lettered "Beattie's Patent". In January 1875 a new class of tank engine was supplied by Beyer Peacock for working Plymouth, suburban and Metropoli8tan lines. WN 1354-9: RN 318-23. They had 5ft 9in coupled wheels, 17in x 24in outside cylinders, 992 ft2 total heating surface and 17.4ft2 grate area. Most were working in the Eastleigh district. Next part: Volume 12, pp. 39-41.
The Railway Club. 119.
W.J. Scott address on summer train services of 1905 presented on 13 June 1905 at St. Bride's Institute.
The Imperial Chinese Railways and rolling stock. 120-2. 4 illus.., diagr. (6 s. & f. els.)
The United Flexible metallic Tubing Co. Ltd. 122.
Legal action brought by firm against parties who were slandering their products claiming that they were of German origin.
Tank locomotives, Imperial Japanese Railways. 123. illus.
68 0-6-2T locomotives supplied by North British Locomotive Co.
Cleaning out injectors. 123.
See also letter page 164 from Practical Engineer.
Compound goods locomotive, Southern Ry. of Austria. 124. illus.
Golsdorf two-cylinder compound 2-6-0 working on Vienna to Gloggintz and Murzzuschlag-Marburg-Karnten sections. Capable of hauling 1000 tons on level and 300 tons up gradients of 1 in 40. High pressure cylinders 20½ x 24¾in, low pressure 29 x 24¾in; coupled wheels 4ft 3¼in; 1559.72 ft2 total heating surface; boiler pressure 191 psi. Build Floridsdorf Works, Equipped with two steam domes, spring balance and pop type safety valves and Hardy vacuum brake. No. 1111 illustrated.
River, road and rail. Francis Fox. John Murray.
Reminiscences of forty years spent as a consulting civil engineer: projects included the Simplon Tunnel and the bridge across the Zambesi at Victoria Falls. Ottley 2442.
The official guide to the Great Western Railway. Cassell.
424 pages, 250 illustrations from photographs and 50 maps.
Railway affairs of India. 124.
Railway Board had established it office in Calcutta. Narrow-gauge Matheran mountain railway was nearing completion.
Messres. Kosmoid Limmited. 124.
Andrew Barclay supplying a crane locomotive with 14 x 22in cylinders and a 5 ton crane for Kosmoid tube works in Dumbarton.
New tank locomotive, Cavan and Leitrim Railway.
3ft gauge 0-6-4T designed to be capable of hauling 120 tons on gradient of in 1 in 30 at 12 mph. 7ft 5in coupled wheelbase.. Cylinders 15in x 10in. 3ft 3in coupled wheels.746.5ft2 total heating surface 14ft2 grate area. 150 psi boiler pressure. Walschaerts valve gear. T.S. Shamks locomotive superintendent. No. 9 King Edward..
Steam rail motor coach No. 1, North Staffordshire
Ry. 125. illus.
See also pp. 45-7.
The carriage and wagon department. 126.
Special type bogie transport wagons. 126. 2 illus.
Leeds Forge supplied to Société Generale des Sucreries et de la Raffinerie d' Egypte eight wagons designed to transport steam agricultural engines and other agricultural machinery. Fitted with ramp operated by a winch.
Motor car vestibule end. 126-7. 3 diagrs.
Folding steps on petrol railcar (rail motor car) used on GNR Hertford branch
Coaches for suburban traffic, 1838-1905, Dublin, Wicklow & Wexford Ry.
Comparison of four-wheel mainly open third with six-wheel six-compartment third.
Theatrical scenery van, L.& N.W.R,. 127. diagr, (s. & end els.)
50ft bogie vehicle to convey six tons. Designed C.A. Park, Carriage Superintendent.
New rolling stock, G.N.R. 128.
Doncaster bogie (all with six-wheel, except private saloons), clerestory roofs, automatic couplers, and Pullman vestibules. The private salons were fitted with end doors only, had a centre aisle with double seats on either side. They were 48ft long and seated 56. Dining car sets were being built for the King's Cross to Leeds service in which electric lighting was restricted to first class passengers. The firsts were 62ft 6in long; the thirds 64ft. The kitchen cars had a side corridor to enable passengers vto pass through. Four new composite dining cars were bring built for ECJS services. These were 66ft long, seated 12 first class and 18 third and had electric lighting for both classes.
Midland Great Western Ry., Ireland. 128.
Leeds Forge were supplying pressed steel hopper wagons, and Hurst Nelson were supplying two brake vans fitted with ballast ploughs.
The locomotive history of the L.C.&D.R. R.R. Surtees.
See June Issue. The bogie express locomotives supplied by Neilson & Co. were not indended for the London to Dover services, but for the "cheap fast" Kent coast services. Sole Street Bank was five, not seven miles, at 1 in 100. The photographs, with one exception, showed locomotives at a later stage, than as listed in the table of dimensions. Bogie express engine No. 178 was built by the L.C. & D. Ry. in 1881. There are some slight differences between this engine and those built by Neilson. The cylinders were placed horizontally and the bogie arranged without the Adams rubber centre pad and rubber side check springs, used on the original type. Regarding bogie tank engine No.164:.this was one of twelve built by Kitson & Co. in 1880; the coupled wheels being 5ft. 6in. diameter (originally 5ft. 7in. with 3½in. tyres) whereas the engines built by the Vulcan Foundry and Neilson had coupled wheels 5ft. 3in. diameter.
No. 156. (15 August 1905).
Great Northern Ry. 129.
Accompanying illustration shows then new four-cylinder compound express locomotive recently completed by the Vulcan Foundry, Ltd., which bore No. 1300 (WN 2025). It had many features of resemblance to the de Glehn type. The h. p. cylinders were placed outside, and had piston valves on top, actuated by Walschaert gear. The h.p. and l.p. reversing gears were independent. The coupled axles were spaced further apart than in the standard G.N.R. Atlantks, in consequence the wide firebox of the 251 class had not been adopted, but the firebox shell was raised and had a larger diameter than the boiler barre1. The leading dimensions were: h.p. cylinders 14in. by 20in; l.p. cylinders 23in. by 26in.; diameter of driving wheels, 6ft. 8in., total heating surface 2514 ft2.; grate area 31ft2; working pressure 200 psi.
There was a new express train leaving King's Cross at 18.10 and arriving Manchester at 22.10 p.m. the distance of 162 miles to Sheffield being run without an intermediate stop in 2 h. 50 min., an average of 57.1 mile/h. The passing times were: Huntingdon 19.10, Peterboro.19.28, Grantham 20.00 and Retford 20.32. The corresponding- up train left Sheffield at 16.40 , passed Grantham 17.48 and Peterboro 18.18, and arrived King's Cross at 19.37. This train was worked by Stirling 8ft. and 7ft. 6in. singles and Ivatt's bogie singles.
Great Central Ry. 129.
Kitson & Co., Ltd. had begun delivery of another order for the heavy eight-coupled mineral locomotives (0-8-0), Nos. 1073 and 1074 were already at work. Twenty-four express engines of the Atlantic type would shortly be in service. Of these, 12 were being constructed at Gorton works, two being three-cylinder compounds. The other 12, all simple, wouldl be built by the North British Locomotive Co., The Yorkshire Engine Co., Ltd., were commencing delivery of five six-coupled goods locomotives of the 973 class.
London, Brighton & South Coast Ry.
No.412 Tandridge was latest six-coupled radial tank (0-6-2T) completed at Brighton. Terrier No. 82 Boxhi11 had recently been converted into a hind-coupled engine (0-4-2T) and adapted to work on branch lines in conjunction with two trailer coaches connected with a centre vestibuile and with a driver's compartment (push & pull). .
Midland Ry. 130.
The Derby locomotive works would soon be busy on a new series of 35 compound express engines, five of which were to be of the Atlantic type.
Great Western Ry.130.
Two new Atlantic type engines were in service: No. 183 and No. 184 Churchill. Two rail motor coaches with transverse locomotive boilers, Nos. 15 and 16, had been delivered by Kerr, Stuart & Co., Ltd.
Caledonian Ry. 130.
We understand that some express locomotives of the Atlantic type will shortly make their appearance on this line.
London & North Western Ry.130.
Five engines of the Experiment class were now running: Nos. 66 Experiment, 306 Autocrat, 353 Britannic, 372 Germanic and 507 Sarmatian: Five more are in contemplation (prayerful?). The boiler pressure was reduced to 180 psi. The latest Precursors Nos, 184 Havelock, 1430 Victor, 366 Medusa and 2120 Trentham. No. 307 was latest 6-coupled 4-cylinder compound bogie goods engine (1400 class). Mr. Hancock, of the locomotive stores department, Crewe had been appointed stores superintendent of the Ceylon Government Rys. The first L. & N.W. rail motor coach was delivered at Crewe on the 27 July from Wolverton in order to have the engine fitted. It was 57ft'overall by 9ft. wide, and contained in the order named engine room, luggage compartment, non-smoking compartment, guard's compartment, and smoking compartment. Reversible seats of rushwork were provided. The engine worked simple with Allen's straight link motion, with horizontal boiler working at 175 psi. Electric light installed throughout with dynamo and large batteries. Four cars were being constructed. The first section to be worked would be between Bletchley, Bedford and Sandy.
Brecon & Merthyr Ry. 130.
The Vulcan Foundry, Ltd., was building two eight-wheeled tank locomotives for this railway.
Barry Ry. 130.
H.F. Golding, assistant locomotive superintendent of the Taff Vale Railway had been appointed locomotive superintendent.
Dublin, Wicklow & Wexford Ry. 130.
Two new six-coupled goods locomotives Nos. 65 Dublin and 66 Cork; also two standard four-coupled bogie locomotives Nos. 67 Rathmore and 68 Rathcoole See also page 166.
Taff Vale Ry. 130
The Vulcan Foundry had completed six side tank engines of the standard six-coupled radial class Nos. 55, 103, 131, 137, 155 and 16I.
North Eastern Ry. 130.
The new four-coupled express locomotives mentioned in last Issue were to be of the Atlantic type with Belpaire fireboxes; to be built at Gateshead Works, and to have h.p. cylinders 14½ in and l.p. cylinders 22 in. in diameter. One will have Stephenson valve-gear, and the other a modification of the Walschaerts system. Ten locomotives of R class, four-coupled 6-ft. 10-in. bogie, and 10 of S class, six-coupled bogie, but with 5-ft. 6-in. boilers, were to be built.
An old broad gauge locomotive in Wales. 134. illus.
Longridge WN 309/1852 was supplied to J. & G. Rigby to use in the construction of the breakwater at Holyhead. It was later acquired by William Wild & Sons of the Holyhead Silica Works. It had 3ft 2in driving wheels, 12in x 18in cylinders and the boiler operated at 110 psi.
Six-coupled bogie locomotive, Shanghai-Nanking Ry.
Eight 4-6-0 built at Atlas Works of the North British Locomotive Co. to the requirements of Sir J. Wolfe Barry & Partners. 18in x 26in coupled wheels with D-shape slide valves. 4ft 9in. coupled wheels; Belpaire boiler with 1636ft2 total heating surface and 28ft2 grate area.
Rail motor coaches. 136-7. 4 illus.
Four-wheel 34ft long steam railbus manufactured Maschinenfabrik Esslingen to carry 40 passengers. Outside cylinders: 8¾ x 11¾in. Superheated vertical tubular boiler with a total heating surface of 366ft2. Heusinger von Waldegg valve gear. 3ft 33/8 wheels. Kerr Stuart vehicle for Buenos Ayres Great Southern Railway: 5ft 6in gauge. Outside cylinders (9in x 15in), but wheels (3ft 5in.) not coupled. 336ft2 total haeting surface, 7ft2 grate area. Transverse boiler. Accommodated 28 first and 24 second class passengers. Electric lighting. Taff Vale Railway and LYR No. 1 also adopted transverse boiler. Latter had 9in x 14in cylinders, 338.5ft2 total heating surface and 8ft2 grate area. 160 psi boiler pressure. Vehicle was 45ft long and accommodated 48 passengers.
Our supplement. 137 + plate f.p.
Photograph of GIPR 4-6-0 as used on Bombay to Poona services including the Race Special Express. S.J. Sergeant was the Locomotive Superintendent.
Comrie and Lochearnhead Ry. 138-9. 7 illus.
Opened between Lochearnhead and Balquhidder on 1 May 1905. Featured concrete viaducts over Glen Ogle and the Ceanndroma Burn. Engineers: Crouch & Hogg. Contractors Paton of Glasgow and Comrie & Sons of Glasgow.
Great Western Ry. 139.
On 3 July 1905 the Mail Special run in association with the SS Kronprinz Wilhelm departed Plymouth Millbay at 11.57 and arrived at Paddington at 16.19. On the same day the Limited departed North Road at 12.35 and arrived at 16.57.
Locomotive firebox examination and repairs. 140-1.
Continued from page 87. Cracking of plate in top bend, broken stays, bulging of plate and thinness, damage to firehole ring.
Great Eastern Ry. 141.
See also 1904, 10, 14. Dormitory at Stratford. Celebration to mark 250,000 beds used since 1890 when hostel opened. Week beginning 10 July were served with free dinner.
New locomotive sheds, G.W.R. 141. 2 illus.
Old Oak Common motive power depot nearing completion.
Compound passenger locomotive, Austrian Southern Ry. 142. illus.
Golsdorf two-cylinder 4-4-0 built at the Florisdorf Works. Series 106. High pressure cylinders 19¾ x 26¾; low pressure 30 x 26¾; 1679.2ft2 total heating surface; 191 psi boiler pressure and coupled wheels 7ft 0¼in.
A miniature "Atlantic" locomotive. 142. illus.
Fifteen inch gauge; designed Henry Greenly, built W.J. Bassett-Lowke & Co. for Miniature Railways of Great Britain Ltd. of Blackpool. 3¼in x 6in cylinders, 18in coupled wheels; 120 psi boiler pressure ; 5000in2 total heating surface; 22½in2 grate area. Trials at Eaton Hall, seat of the Duke of Westminster showed that it could haul 5½ tons up 1 in 100/1 in 75.
Locomotives at Liége. 143.
Liége Exposition: 4-cylinder compound 0-6-2+2-6-0 designed Du Bousquet for trains betwen Lens and Hirson. Maximum axle load 15 tons. Nos. 6.121 and 6.122. Other exhibits included Nord 4-cylinder compound 4-6-2; PLM 4-cylinder compound 4-6-0 constructed by Schneider featuring Henry-Baudry motion and piston valves. The French State Railway exhibited 2-cylinder compound 4-4-0 No. 2754 Boursay. The Paris Orleans Railway exhibited a 4001 class No. 4023, a 4-cylinder 4-6-0 manufactured by Société Alsaciene de C M Belfort.
Carriage & wagon department. 144.
The Imperial Chinese Railways & rolling stock.
144-6. 2 illus., diagr.
Fig. 5 state car of the Empress Dowager of China, built Tongshan in 1903. 57ft long. The other photographic illustration was of a 32ft long bogie van. Diagram (multiple side elevations) of main carriage and wagon types. Acknowledged assistance from C.W. Kinder, engineer in chief, and to Mr. John Alston, chief draughtsman at Tongshan. It will be seen from the foregoing description, that under the far-seeing auspices of our countrymen, the Imperial Chinese railways represent an excellent beginning of railway enterprise in the Celestial Empire. Various extensions are being suggested, and no doubt will be carried out as soon as possible. The country is evidently becoming subjected to western influence, and there is little doubt that at the termination of the Russo-Japanese war there will be a tremendous development of railway enterprise in China.
A big-end trimming. J.T. Oliver
Recommended form of big-end trimming which he designed many years ago, when we had a good but thick oil supplied to us. Slack trimmings were used, so he tried one like that shown in the accompanying sketch, with great advantage. It is made of stout wire, and the twisting of the worsted on it is of some importance. It should be as long as possIble with no surplus wire at the bottom, the thread being wound along and along, finishing up at the top with the end loose, but no longer than the trimming. This kind of trimming would not work up and so give a false filling; bits of waste that pass in with the oil adhere to the wires-clear of the top of the trimming, so that the supply of oil is more regular and the worsted lasts longer. He had used one for five years, the worsted being renewed when dirty, while the wire will practically last for ever. Loco. Dept., Great Central Ry.
A handy tool for locomotive engine drivers. 146. diagr.
When an engine fails while running owing to a broken piston, a fractured slide valve, or some defect in the motion, the driver is frequently called upon to disconnect the engine on that side before he is able to get back to the nearest loco. depot. A usual need is to take down the eccentric rods on one side for the purpose of securing the slide valve across all the ports on the defective side, and in this and similar cases it is often very annoying to find that in trying to drive the split pins out they are, for ;want of a suitable tool, liable to be rivetted over, so that they cannot be driven out and sometimes must even be drilled out in the locomotive repairing shed. A very useful tool designed to meet this difficulty is shown in the accompanying sketch. It consists of a steel punch about 12-in. long and ¾in. thick at the largest end, the other end being countersunk so as to close the ends of the split pin, and in the same motion drive it out. A handy tool such as this would frequently save valuable time.
Great Central Ry. 146.
In No. 1 of The Great Central Railway Journal are given detailed timings of the record run accomplished by the G.C.R. Atlantic No. 267 on 10 June between London Road, Manchester, and Plymouth, a distance of 373¾ miles, via Sheffield, Nottingham, Loughborough, Leicester, Rugby, Oxford, Pylle Hill and Exeter. Starting with eight bogie vehicles, two were added at Banbury, and another~at Newton Abbott, a pilot engine being used between the latter place and Brent. Leaving Manchester at 10.15 a.m, Millbay was reached at 8.12 p.m., nearly an hour late, owing to frequent signal delays. On the return journey on 17 June, starting at 9.02 a.m. with the same engine and 14 bogie vehicles, of which 10 were taken on from Bristol, Manchpster was reached at 6.47a.m., 40 minutes late, again owing to signal stops. Piloting on the home journey took place between Plymouth and Newton Abbott, and up the bank to Paignton Tunnel, otherwise No; 267 was unaided throughout the trip. In our issue of January 16th last we noted a similar run by the same locomotive.
No. 157 (15 September)
Midland Ry. 147.
The accompanying illustration (No, 863 illustrated), shows one of a new series of ten express passenger locomotives, Nos. 860-869, built at Derby to the designs of Mr. R. M. Deeley, locomotive superintendent. They have coupled driving wheels of 6ft. 9½in diameter and carry a working pressure of 200 psi. It will be noticed that the cab has an extended canopy, and that the engine number is painted in large gold figures on the tender. Several of Mr. Johnson's coupled bogie locomotives have been rebuilt with larger boilers, new cabs, and wider splashers without the projecting crank splashers formerly required. With regard to the small brass figures denoting the haulage capacity of goods engines, the classes are No. 1 all Kirtley goods engines; No. 2 Mr. Johnson's smaller standard goods - (with 4ft. 2in. boilers), and all engines rebuilt with larger boilers; and No. 3 Mr. Johnson's large goods engines with 4ft. 8in. boilers. See also MR paragraph on p. 166.
Great Western Ry. 147.
The following new Atlantic locomotives were now out: Nos. 185, 186 and 187. The last-mentioned engine is fitted with a heavy iron plate sloping from the smokebox door to the buffer-beam, the object being to give a better distribution of weight at the leading end.. No. 3593, Metropolitan service four-coupled condensing tank, has had a larger bunker fitted on an extended frame, the trailing end being supported on an additional pair of carrying wheels. It also has a covered-in cab.
Great Eastern Ry. 147.
An unfortunate accident' happened on the 1st inst. to the 9.27 a.m.. Cromer express ex Liverpool St., near Witham. Through an unknown cause, several carriages left the rails near the station, and sustained considerable. damage. Eleven peop1e were killed and forty injured. The engine, No 1851 kept the metals. The death is announced of Mr.Chas. Watkins, retired travelling inspector on the L & S. W. Ry.. who was formerly an engine driver on the Eastern Counties Ry and drove the first train from Bishopsgate to Bishop's Stortford.
London & North Western Ry. 147-8.
Following were new locomotives of the Precursor type: Nos. 113 Aurania, 302 Greyhound, 315 Harrowby, 688 Hecate and 300 Emerald. The following three-cylinder compound eight-coupled mineral engines had been converted to two-cylinder simple engines: Nos. 2553, 1814, 1827 and 1828. Nos. 98, 1315, 1347, 2041 and 2447, six-coupled tender mineral locomotives, with 4£t. 3in.wheels had been converted into saddle tank engines, their leading dimensions being as follows: cylinders 17in. by 24in.; coupled wheels, wrought iron centres with 3in. tyres, 4ft. 5½in diameter; tank capacity 900 gals. bunker 2 tons; weight in working order on leading wheels 12 tons 11 cwt., on driving wheels 14 tons and on trailing wheels 13 tons 18 cwt.; total 4 tons 9 cwt. Others of the class will be similarly converted.
North Eastern Ry. 148.
Considerable progress had been made with the new high-level bridge over the Tyne between Gateshead and Newcastle. The viaduct on the South bank is advanced sufficiently to enable the girders to be placed in, position from the level instead of from barges in the river. The main girders of the South span are m place, and the North pier is nearly completed. The road through Forth Banks goods yard on the Newcastle side of the Tyne. is not so far advanced. On completion of the bridge next Spring we hope to find that the East Coast summer services of 1906 will include non-stop runs between York and Edinburgh possibly between Doncaster and Edinburgh. This should be quite feasible, in consideration of the water troughs already installed to the north of Northallerton and to the south of Belford.
A number of old Fletcher bogie passenger tanks are being adapted in the manner shown on page 92 of the June issue, for local traffic, amongst these being Nos. 595, 638, 605, 1019, 585, 586, 591, 672, 1055, 1089 and 90. The saddle tank shunting engines Nos: 1369, 1671 and 1673 had been sold to local collieries. Among the latest P2 class of mineral engines with large boilers are the followmg: Nos. 1360, 1670, 1698, 1673, 816, 1139, 67, 233, 379 and 406, built at Gateshead, and Nos. 1043, 1057, 1098, 1130, 1369, 1671, 1672, 1674, 1676, 1678, 1773 and 835, built at Darlington. There were forty more of this class in hand. Automatic signalling had been installed between Thirsk (Green Lane) and Alne, a distance of 11 miles.
London, Brighton & South Coast Ry. 148.
No. 413 Fenchurch was the latest of the six-coupled radial tanks completed at Brighton. Recently the officials of this line have had under consideration a change in the colouring of the locomotives. Two engines, Nos. 50 Tasmania and 32 Rastrick had been painted in the standard goods green, with slight variations in the lining-out. One of Mr. Stroudley's passenger tank engines, No. 361 Upperton had been finished in umber brown with orange lining. No. 446, a Vulcan-built goods engine of the late Mr. Billinton's design, had been painted black and finished with red lining throughout, while No. 537, another Vulcan engine, was also painted black, but finished in the standard passenger style, with red and white lines. Several engines on this line were now running with the buffer beams painted vermilion and bearing the engine number in gilt figures. An experiment was being tried with some of the later six-coupled radial tank engines by removing the front portions of the coupling rods on main line work.
London & South Western Ry. 148.
No. 330 the first of five new four-cylinder. six-coupled bogie locomotives, was now running trial trips. It had 6ft.driving wheels and 16in. by 24in. cylinders, and the total heatmg surface was 2,727ft2
Midland & Great Northern Jt. Ry. 148.
The bogie passenger locomotives and the six-coupled goods engines were to be fitted with larger boilers as they passed through the shops. No. 62 of the latter class had been so rebuilt. Deflectors were being removed from the engine chimneys.
The old shops of the Yarmouth and North Norfolk Ry. at Yarmouth Beach had been converted into a running shed, the former shed having occupied space now required for goods department extensions.
Hull & Barnsley Ry. 148.
By Act of Parliament, the undertaking hitherto known as "The Hull, Barnsley and West Riding Junction Ry. and Dock Co." is styled, as from July 1st, "The Hull & Barnsley Ry. Co." The description of "the small railway with a big name" no longer holds good.
Great Southern & Western Ry. 148.
Nos. 322-328 were four-eoupled bogie locomotives recently built at Inchicore, with taper boilers similar to No. 308, which was illustrated in our issue of October 15th last year.
Belfast & Northern Counties Ry. 148.
Nos. 3 and 34 had recently been named King. Edward VII. and Queen Alexandra respectively. In anticipation of the introduction of rail motor coaches, several "haltes" had been provided at level crossings.
Recent appointments. 148.
Mr. Cecil Paget had been appointed assistant locomotive superintendent of the Midland Ry. Mr. A.C. Carr, of the E.I.R. locomotive department, had been appointed assistant chief mechanical engineer of the Bengal-Nagpur Ry. and manager of the Khargpur workshops, and Mr. W.G. Hornett, of the G.N. of Scotland Ry. Carriage Department, Inverurie, N.B., was taking the post of assistant carriage and wagon supt. on the B:N:R.
10-wheel tank loco. Midland & Gt. Northern Jt Committee. 151.
4-4-2T No. 41. It had 17½ x 24in cylinders and 6ft coupled wheels. It was stationed at Yarmouth (Beach) and worked to Lowestoft.
Tank locomotive No. 82, "Boxhill". 151. illus.
Terrier modified as a 2-4-0T with balloon-type trailer.
Wash-out plugs. 151-2. 6 diagrs.
Taper on the tap.
Locomotives working the Gwalior Light Railways.
153-5. 4 illus.
2ft gauge. 0-4-2T supplied by Kerr Stuart with 2ft coupled wheels, 71/8 x 12in cylinders, 135ft2 total heating area, 4ft2 grate area andd 140 psi boiler pressure. Kerr Stuart also supplied the much larger 4-6-0 and 0-6-4T locomotives: the former had running numbers 5-12 and had 2ft 3in coupled wheels, 10 x 15in cylinders, 361ft2 total heating area, 7.5ft2 grate area andd 175 psi boiler pressure. The latter had running numbers 1-4 and 2ft 3in coupled wheels, 8¼ x 15in cylinders, 257ft2 total heating area, 6.5ft2 grate area andd 160 psi boiler pressure. A new series of the 4-6-0 would have 10½ x 15in cylinders. The livery was black with a mauve band and vermillion lining. Coal consumption was 33½ lbs/mile.
Road motor omnibus. 155. illus.
Bodywork built at Stratford Works: for Lowestoft to Southwold service.
John Cowley. 155.
Appointed London Agent for Andrew Barclay
A modern railway works: the locomotive, carriage and wagon shops of the
G.N. of S. Ry., Inverurie, N.B. 156-7. illus.
Fig. 14. Fitting and machine shop. Craven Brothers crane.
Storage battery electric locomotive. 157. illus.
Hurst Nelson vehicle for Great Nortern, Piccadilly & Brompton Railway: housed 80 chloride cells.
Knight, Stephenson Y. Railway brakes. 158. 2 diagrs.
Equalising links (compensating links).. Notes model of Newall and Fay brake in Science Museum; also mentions Wilkins and Clarke's system
Bogie passenger locomotive, Midland & South Western Junction
Railway. 158-9. illustration.
4-4-0 with 18 x 26in. cylinders. No. 1 built North British Locomotive Co..
Rail motor coach, Great North of Scotland Railway. 159.
Engine was built by A. Barclay, Sons & Co. Ltd. with a patent vertical boiler supplied by Cochran & Co. of Annan. The body was built at Inverurie. (steam railcar)
Locomotives at Liege. 160-1. illus.
Exposition: Page 161: Two eight-coupled outside cylinder side-tank locomotives, Type 23, Belgian State, are exhibited, No. 792 by .the Societe Marcinelle et Couillet, and No. 793 by the Societe de Boussu. There are also two ten-wheeled side-tank locomotives of Type 15, as illustrated in our issue of January, 1901, No. 1060 being shown by the Societe du Thiriau, and No. 1061, fitted with the Schmidt, Superheater, by the firm of Zimmermann, Haurez et Coie. The Societe de la Biesme exhibits No. 3142, Type 32, without a superheater. The Nord-BeIge system shows No. 362, built by Cockerill last year, which is a four-cylinder compound six-coupled bogie engine of the weIl. known 3.121-3.235 type of the Northern of France Railway, All the Belgian State locomotives shown which are not tank engines are exhibited complete with their tenders, a feature which adds greatly to the interest of the display. Illus: Six-coupled bogie four-cylinder compound locomotive, No. 3302.
Dublin, Wicklow & Wexford Ry. 161.
A 50ft,. bogie 3rd class corridor restaurant car built by this company for seryice on-the breakfast car train described in our issue of 15 September 1904, page 165 This car, together with the composite 1st and 2nd class dining car and a brake van, form the Waterford portion of the mail train, and the 1st and 2nd class bogie saloon cars, and a brake van with a kitchen at one end, now run to Wexford, so that refreshments can be obtained in both parts ot the train.
A guide to standard screw threads and twist drills. George Gentry. The Model Eizgineer Series, No. 27.
Exceedingly practical and useful little manual, dealing with the distinctive features and best applications to which the various standard sc;rew threads are adapted. Those particularly referred to are the Whitworth Standard. British Association, bicycle screws, V standard, U.S.A. standard, International metric standard, and watch and clock screw:s, .and there is in addition a section devoted to the smaller sizes of twist drills. The tabular details of these various sections are put upon separate pages, unbacked by type, so that they can be cut out and pasted up in a prominent position in the workshop.
Model railways. W.J. Bassett-Lowke. Northampton: W. J. Bassett-Lowke &
In this fully-illustrated little book, the author, whose name is a household word among model makers. shows .at once his practical knowledge.of the subject treated .and the extent to which his firm caters for the tastes and pockets of er:thusiasts in model railway engineering. The practical hints given render the treatise a most desirable supplement to Henry Greenly's more' elaborate work on The Model Locomotive, as dealing more particularly with the permanent works of a model railway, and we can heartily recommend it to all those interested in the subject.
The compound engine.W.T. Tennant. London:
Percival Marshall & Co.
As an elementary introductory manual to the study of the compound engine, which is its author's modest description, this little book would be hard to beat. It deals with the subject, somewhat exhaustively, all the same, considering its moderate bulk, but the chief charm lies in the singularly clear and concise manner in which Tennant gives his information. In that respect this book might serve as a model for future writers. Singularly enough, the author has drawn largely on locomotive practice for his illustrations; both textual and diagrammatic, though in this we might perhaps detect the influence of Henry Greenly, who is responsible for most of the diagrams. Certainly, this tendency gives the work a special claim to the notice of our readers, who will find it an informing and conscientious treatise.
Modern engines and power generators. Rankin Kennedy, Vol. VI.
London: Caxton Publishing Co.
This volume is the last one of the series, and has reference principally to steam generators and the transmission of power. The work comprises three chapters. The first chapter gives descriptions of mining engines, and some of the latest types of high speed epgines omitted from previous volun;es, Chapter II. covers the very large subject of steam boilers of all types and sizes, and puts forward arguments in favour of the most suitable designs dependent upon the purpose to which a. boiler is to be put. Numerous records of tests accompany the text. In the third chapter on the transmission and distribution of power from prime movers, consideration is given. to air compressors, drills, wheel gearing, Jape driving, etc. The book is'fully illustrated.
A sumptuous private saloon car. 162. 3 illus.
Nesselsdorfer Wagenbau Fabriks Gesselschaft of Moravia supplied Baron von Rothschild: exterior and interior views.
New boat trains, S.E. & C.R. 163-4. illus.
Wainwright uniform 50ft or 51ft long sets with birdcage guards compartments at each end to accommodate 171 first class and 80 second class in the train running from Victoria to Dover; and 119 first, 104 second, and 88 third class in the otherwise similar set for the Folkestone service. Dover set illustrated..
North Eastern Ry. 164.
The underframes of Royal Mail vans painted scarlet. Some of the dining cars of the ECJS had been converted into 1st and 3rd class restaurant cars, with a kitchen in the centre for the Leeds, York and Scarborough service. New corridor trains for the King's Cross and Scarborough service were being built at the York shops. They would each comprise six bogie coaches, vestibuled throughout; with straight boarded sides, finished in varnished teak.
Maryport & Carlisle Ry. 164.
J.B. Adamson, locomotive superintendent, had adopted a new style of painting for the carriages of this line. Instead of showing varnished teak, the lower panels were now finished in dark green, and the upper portions were white with a faint greenish tinge, with gold striping round the panels, windows, etc.
Cleaning out injectors. Practical Engineer. 164.
See page 123:) on" How to Clean out Injectors," as practised on the GCR at Marylebone. The system had been used by writer for at fourteen. years. The tank employed was made of slate. The system cleansed the cases and non-working parts well, but if the cones were cleaned many times in the acid bath it roughened the surface and the injectors would not work properly. The best method for cleaning out the cones, etc. was to put them in a chuck in the lathe and scrape out the incrustation with a scraper. His practice was a heavy one, for he had from 500 to 600 injectors to keep in repair
G.W. (Rotherham). 164.
The back pressure in the high pressure cylinder of a compound engine is higher than that in. the cylinder of a simple engine: back pressure in the high pressure becomes forward pressure in the low pressure cylinder. The whistling sound in the exhaust was produced by steam escaping past the slide valves.
No. 158 (15 October 1905)
Railway notes. 165
Great Northern Ry. 165.
Including the prototype, No. 251, there were 41 engines of the Atlantic type with large boilers, the latest being Nos. 293-301 and 1400-1410. Of the general type there are in all 65, 21 being of the original No. 990 c1ass, one being a simple with four cylinders, and two four-cylinder compounds.
Great Western Ry. 165
Nos. 188, 189 and 190 were new engines of the Atlantic type. No. 102 La France' had been in the shops for general repairs and was now painted standard GWR colours. Three new eight-coupled Consolidation mineral engines [2-8-0] had recently been built, Nos. 2801-3, similar to No. 97, but with the boiler set higher. Some interesting experiments had recently taken place between Banbury and Southall with goods trains consisting of 70 and 75 loaded coal trucks drawn by six-coupled tank locomotives of No. 3121 class, illustrated on page 133 of our August issue.
London, Brighton & South Coast Ry. 165. illus.
The latest six-coupled radial tank locomotive'is No. 414 Piccadilly. No. 411 is named Blackheath. Six new six-coupled goods engines, Nos. 595-600, are, in hand at Brighton works. They will have 17½in. by 24in. cylinders, 5-ft. wheels, and boilers with a barrel diameter of 5-ft. 2-in., fitted with Ramsbottom safety valves; otherwise, standard fittings of t:le Stroudley pattern will be used. Illustration of train at Polegate Junction taken at night.
Messrs. R. & W. Hawthorn, Leslie & Co., 165.
Forth Banks Loco. Works, had recentlv built three Mogul type locomotives for the Eastern Argentine Ry. and are now constructing four Consolidations for the Gold Coast Government Railways.
Glasgow & South Western Ry. 165
No. 1 steam rail motor coach now worked the passenger service on the recently opened Cairn. Valley Light Ry in the vicinity of Dumfries.
London & North Western Ry. 166.
The 7-ft. 6-in. singles were being broken up as they come into the shops, the following had already been withdrawn from service: Nos. 7, 60, 134, 184, 610, 622, 806, 818, 1429, 1430, 1431, 1432 and 1436(?). Further engines of the Precursor class have recently been put into service: Nos. 1509 Scorpion, 1113 America, Hydra and Sunbeam.. See page 186 for correction to names and numbers of Precursor class.
North Eastern Ry. 166.
The following new mineral locomotives of the P2 class had been built: at Darlington Nos. 835, 881, 1146, 1194, 1200, 1202, 1208, 1370, 1390 and 1781, and at Gateshead Nos. 1366, 412, 438, 517 and 525.
Midland Ry. 166.
Leading dimensions of coupled express locomotive illustrated on page 147 of previous issue: cylinders 19½i-in. by 26-in.; diameter of wheels, bogie 3.ft. 3!-in., coupled 6-ft. 9½-in.; wheelbase, bogie 6-ft. 6-in., trailing bogie to driving 7-ft. 5½-in., coupled 9-ft. 6-in.; boiler barrel, length 11 -ft., diameter 4-ft. 8-in.; height of centre from rails 8-ft. 3-in.; heating surface, firebox 145 ft2., tubes 1310.5 ft2., total 1455.5 ft2; grate area 25 ft2; working pressure 200 psi.; length of outside firebox 8-ft.; weight in working order, 53 tons 10 cwt. 2 qrs., distributed on bogie wheels 18 tons 0 cwt. 3 qrs., on driving wheels 18 tons 9 cwt. 2 qrs, and on trailing wheels 17 tons. Weight of six-wheeled tender with 3,500 gallons capacity, 41 tons 8 cwt. 3 qrs. An ordinary tube plate replaces the drum-head of earlier Belpaire engines, and the smokebox door is secured by six equally spaced dogs in place of the usual central fastening. Messrs. W.H. Adams and C.H. Jones, the running superintendents of the Northern and Southern..divisions respeclively, were resigning their positions.
North British Ry. 166
Two new six-coupled goods locomotives being built at Cowlairs works having 18½in. by 26in. cylinders with piston valves, 5-ft. driving wheels and boilers 5-ft. 4¼in. in diameter. The last six of the series of side tank shunting engines with 15-in. by 22-in. cylinders are finished and at work at the docks. The passenger trains on the West Highland Ry. were worked exclusiyely by 6-ft. 6-in. coupled engines, the original 5-ft. 8-in. engines having been entirely removed, with the exception of No. 344, stationed at Mallaig.
Midland Ry., Northern -Counties Committee. 166. illus.
Illustrated one of two steam rail motorcoaches built at the Derby shops of the Midland Ry. for service between Greenisland and Antrim, where several new "haltes" had been provided. The body of each car was divided into a luggage compartment, third class smoking and non-smoking compartments, one reserved for first class, and a driver's compartment at the rear end. Some of the older goods engines, such as No. 35, were being rebuilt with larger boilers.
Dublin, Wicklow & Wexford Ry. 166.
The names and numbers given in our August issue should have been No. 65 Cork and No. 66 Dublin; these engines are similar to No. 13 Waterford, illustrated 'in our December issue of last year. No. 39 has been named Suir.
Locomotives of the Wrexham, Mold & Connah's Quay Ry. 167-8. 2 illustrations.
Steam rail motor coach, L. & N. W. R. 169. illus.
Intended for working Prestatyn to Dyserth, Bletchley to Bedford and Oxford to Bicester lines. Carriage portion built under C.A. Park at Wolverton and locomotive under G. Whale at Crewe. 57ft long with seating for 24 smokers and 24 non-smokers. Folding steps with mechanism locked to vacuum brake.
The locomotive history of the London, Chatham & Dover
Ry. 170-1. illus., table.
Continued from page 101. This part begins by completging the descriptin of the A and A1 classes of 0-4-4T built at Kitson WN 2300-11/1880; R. Stephenson & Co. WN 2491-4/1883 WN 2495-6/1884. In 1879 Kirtley introduced the I class 0-6-0T class which were built at Lomghedge: they had 17 x 24in cylinders and 4ft 6in coupled wheels. It then describes, with tabulated main dimensions, the M3 class of 4-4-0, B2 class 0-6-0 and R class 0-4-4T. The M3 and B2 classes were supplied by the Vulcan Foundry (WN 1317-22 and 1323-8 respectively). The R class were built by Sharp, Stewart at Glasgow: WN 3722-9. The M3 class was also built at Longhedge Works as replacements for the G class: Nos. 3 (built 1897), 4 (1899), 5 (1897), 6 (1898), 7 (1898), 12 (1895), 13 (1896), 14 (1892), 15 (1895), 16 (1893), 17 (1894), 19 (1897), 20 (1894), 23 (1896), 24 (1898) and 25 (1892).
Double bogie tank locomotive, Donegal Railway. 171. illus.
4-6-4T (No. 15 Mourne illustrated). Built Nasmyth Wilson. 3ft gauge. 15 x 21in. cylinders (outside);. 3ft 9in coupled wheels.
A souvenir of 1870. 172. illus.
Photograph supplied by G. Macallan (inventor of the enlarging variable blast-pipe) showing staff of Cambridge station on the GER in 1870, with typical rolling stock of the period. The locomotive shown was one of six ordered from Schneider & Cie. of Creusot, five of which were delivered in 1866, while one, No. 87, was sent to the Paris Exhibition and was not delivered until 1868, being afterwards used for several years for working Royal trains. Schneiders' tender for the supply of these engines was £2,498 each, considerably lower than any of the British firms competing. The specification was, however, of a rigid character, Krupp steel being used for the engine axles, tyres, piston and valve spindle rods. As shown in the illustration the original Sinclair chimney had been replaced by Mr. Johnson's pattern, and the continuous footboard and handrail had been removed from the tender. It will be seen that the engine and carriage were fitted with G. Spencer's original india rubber auxiliary springs, an arrangement that is even now applied and is found to lead to easy running and a diminished cost of repairs to road and rolling stock. They were designed in 1865 by Mr. W.H. Maw, now of Engineering, who at that time was chief draughtsman under the instructions of Mr. Robert Sinclair, the locomotive and way and works engineer of the Great Eastern. Railway. Illustration shows 2-2-2 No. 88..
Our Supplement: L'entente Cordiale. 172 + colour folding plate (facing
Coloured supplement shows London, Brighton & South Coast Railway express engine La France as decorated for working the special trains consisting of eight Pullman cars and two vans, conveying the officers and men of the French fleet from Portsmouth Dockyard to Victoria on the occasion of their visits to London on August l0, 11 and 12, 1905. The journey of 89 miles was accomplished each day under two hours, the total weight of the train behind the tender being 270 tons, exclusive of the 250 passengers. France, so appropriately named, is one of the late Mr. Billinton's :most recent class of express passenger locomotives.
Bogie passenger Locomotive, Midland Railway, Northern
Counties Committee. 174. illus.
No. 65 illustrated: one of four built at Derby Works. Worsdell-Von Borries two cylinder comound, similar to Nos. 3 and 34. High pressure cylinder 18 x 24in; low pressure 26 x 24in. 6ft coupled wheels; 1153.6 ft2 total heating surface. See January (page 2) & March (page 38) Issues.
Technical instruction classes, G.E.R. 174.
Apprentice training scheme at Stratford Works whereby apprentices given leave of absence on full pay to study for six months. Enabled Richard William Bailey to win a Whitworth Scholarship.
North British Ry. 174.
Nine first class bogie coaches to be built with higher curved roofs. Six hopper wagons delivered by Hurst Nelson. New design of goods brake van.
Quick acting vacuum brake valve. 175. 4 diagrs.
Consolidated Engineering Co.
The world's loccomotives. Charles S. Lake.
Percival Marshall & Co.
In this sumptuous volume of nearly 400 p;tges the author passes in review the most recent examples of locomotive practice and design, illustrating his descriptions of modern developments by working and detail drawings and a vast number of reproductions from photographs of British, American and Continental engines. The book of course has the limitations imposed by its own scope, for while it deals almost exclusively with locomotives built within the last decade, and is so far up-to-date as to include the L. & N.W.R. "Experiment" (No. 2), G.N.R. No. 292, and the latest G.W.R. tank engines illustrated in our August issue, it will obviously be out of' date in another ten years. It deals in fact with only one phase, one era, of locomotive development, and to that extent perhaps lacks the permanent value of other monographs which treat of the history of the locomotive. To say that, however, is in no way to depreciate the special interest of this work asa record of Iocomotive practice in 1905. Lake's book may be accepted, in fact, as a most valuable contribution to contemporary literature or. the subject of railway locomotives, at once comprehensive and, so far as we can see, singularly free from errors. That it calls for no serious criticisms is due, in part, no doubt to the non-contentious nature of its subject-matter, but also to the evident care with which it has been compiled and revised. A volume of this character should-form a most welcome addition to' 'the library of all who are interested in the locomotive engine.
Graphic methods of engine design. Arthur H. Barker, Senior Whitworth
Scholar, Manchester and London: The Technical Publishing Co., Ltd. Second
edition, The application of graphic and other methods to the design of
structures.y Wm. W. F. Pullen, Manchester and London: The Technical
Publishing Co., Ltd. Second edition,
While both dealing broadly with graphic methods of presenting mathematical facts and conclusion; required in the theory and practice of engineering, these two books deal, as can be gathered from their titles, with two distinct branches of the science. Barker has in his treatise successfully endeavoured to show to young mechanics, especially those who aspire to a position in the drawing office, not only an idea of the degree of mathematical knowledge requisite for the correct designing of engines, but also the intimate relation that should exist between the practice of engiueering and so-called "theoretical" mechanics. The book is, in fact, principally intended as a guide to further studies, and should, from its mode of presentation of the subjects treated, induce clear thinking. A valuable chapter on balancing adds to its practical character. Pullen has taken much the same line in regard to the particular subjects treated in his book, and has, partly no doubt owing to the more extensive range to be covered, rather paved the way to further study a id research than dealt with minute details. At the same time he has gone fully into general principles, and has supplied much that is not generally found in text books on graphic statics. In effect, these are two very useful works that should prove of great value to the engineering student.
Fragments of Continental Journeyings. A.R. Sennett. London
: Whittaker & Co..
This collection of fragments deals principally with the author's wanderings in the Alps, and anyone can with the aid of the book, and quite apart from any personal experience, obtain a most interesting know- ledge of the district from the writings of a keen observer. Railways are referred to in several places, and we extract the following remarks made by Sennett on the great changes introduced by the construction of the St. Gothard Ry. The slowly- trudging, willing, patient motive engines of nature, with distended nostrils and steaming flanks dragging their quota of the slowly-moving load up the mountain's steep, he replaces by his wondrous metallic steeds, ponderous and fleet, which roar and pant with painless exertion as they draw their vast burthens over the iron Toads and through the rocky borings he has made."@@@@
WE have received the third edition of the " Xlachine Shop Companion," by Wall ace Bentley, M.LWech.E. (Halzlax: The Bentley Publishing Co. ; London: Chap- man & Hall, Ltd., J/- net) which is a handy little book full of tables and practical hints constantly required for reference. Each successive edition has addenda en- hancing the value of this little volume, and a full index increases the utility of the whole.
PART X. of the" Technological and Scientific Dic- tionary" (George Newnes, Ltd.) is now to hand, and the subjects included range from "Pyrimidines" to "Santonine." We note that the letterpress relating to railways and locomotives is somewhat scanty, and that chemical definitions occupy a considerable space in all parts to date, but this allocation is undoubtedly well- advised. A dictionary is only referred to for the least known subjects, and there can be no doubt that more people are acquainted with the terms used in engineer- ing technology than with the somewhat complicated chemical compounds 'now so largely employed in commerce.
Catalogues and Pamphlets receiued i-« John J. Griffin & Sons, 20-26, Sardinia Street, Lincoln's Inn Fields, London, W.C.-" T" list thermometers and pyrorneters for measuring temperatures-c-aoo " C to 4,0000 C.
Permanent Way Institution.- Journal and report of proceedings, Vol. XXIII. Part 2, August, J q05.
London & North Western Railway.v=Set of book marks showing views of interest on their system. Archibald J. Wright, Ltd., electrical engineers, Leyton Green Road, London, N. E.-N otice of removal to larger and more convenient premises. W. & T. Avery, Ltd., Soho Foundry, Birmingham. Sheet No. 158. "Averys' patent combination motor wagon weighbridge." Burnham, Williams & Co., Baldwin Locomotive Works, Philadelphia, Pa., U.S.A. -Records of recent construction, N 03. 5 I, 52 and 53.
Locomotives working the Gwalior Light Railways. 177-8.
Two locomotives illustrated: the Maharajah's private locomotive built by Kerr Stuart & Co. and a toy locomotive for conveying Palace supplies and a steam royal rail motot fitted with palatial accomodation
A modern railway works: the locomotive, carriage and wagon shops of the
G.N. of S. Ry., Inverurie, N.B. 179-80. diagr.
Electricity generation via two sets of Belliss compound engines and Siemens dynamos. Also Tangye Cornwall engine for machine shop.
Goods traffic on the Bengal-Nagpur Ry. 180. illus.
2-8-0 hauling 1200 ton coal trains fitted with vacuum brakes in wagons limited to a 23 ton payload.
Midland Great Western Ry. 180.
Abolition of 2nd class "being seriously considered"
The carriage and wagon department.
New passenger stock, Donegal Railway. 181. 2 illus.
Built by R.Y. Pickering: bogie passenger coaches for 3ft gauge. Illustrated: third class coach and composite (2 third class compartments) brake; not illustrated semi-corridor 1st/2nd composite with lavatory and observation compartment.
Goods wagon defects. 182-3. 6 diagrs.
Faults in springs, buffers and drawgear. Problem of damping coil springs. Mentions McCord dampener. Problem of link chain couplings.
L. & N.W.R. model locomotive. 183.
Bassett-Lowke Precursor class model.
New passenger cars, E.C.J.S. 184. illus.
Straight-sided 65ft long first/third composite built at Holgate works, York. Six-wheel bogies, Pullman gangways, automatic couplers and oil gas lighting.
Carriage cleaner, G.W.R. 184. illus.
Installed at Wormwood Scrubs: apparus with revolving brushes.
Number 159 (15 November 1905)
Railway notes. 185.
London, Brighton & South Coast Ry. 185.
The latest six-coupled radial tanks built at Brighton were Nos. 415 and 416. They are not named but bear the' initials L.B.& S.C. R. on the tank sheets, and were painted standard goods green. A new lubricator for the regulator was provided on the steam dome. "From details to hand we notice" that Mr. Marsh, in designing the five Atlantic locomotives now in course of completion by Kitson & Cb., Ltd.,of Leeds, has adopted the same general dirnensipns as had already proved successful in the G.N.R., No. 251 class, the earlier engines of which were turned out at Doncaster under his supervision. The chief difference consists in the. use of 18½in. by 26in. cylinders and 200 psi working pressure. In other respects the leading dimensions were practically identical. These new engines, which would be known as B5 Class, and bear Nos. 37-41, were being built to a very careful specification. Reversing would be effected both by hand, screw and air-pressure, and other features would be the use of combination and steam sanding gear applied to both pairs of coupled wheels. The tender would carry 3,500 gallons of water and: 5 tons of coal. No. 486, formerly bearing the name Godalming, had issued: from the shops without name, painted black with the red-and-white lining, and with the initials of the railway on the tank side sheets.
Lancashire & Yorkshire Ry. 185
New locomotives built at Horwich Works: twenty heavy six-coupled passenger tank engines (2-6-2T) built 1903-4 Nos. 202, 387, 404, 454, 467, 527, 712, 744, 125, 837 and 1141 to 1150. Twenty eight-wheels coupled mineral engines followed of which Nos. 829, 831, 835, 866, 870 and 1451 to 1460 formed part. Nos. 816, 817, 819, 833, 839, 867, 868, 869, 878 and 1461 to 1470 were four-coupled radial side tanks (2-4-2T) of the type illustrated page 109
Twenty of the old four-coupled radial tank engines were being reboilered with with the Druitt Halprin thermal storage apparatus like No.632. Nos. 1015, 1315, 1335, 1375 and 1164 were already at work. No. 1152, an eight-wheels coupled mineral engine (0-8-0) was to be converted to a compound.
Great Central Ry. 186.
The first of twelve new Atlantic express engines had been delivered by the North British Locomotive Co. and numbered 1083-1091 (WN 16933-16941). The splashers.of these engines were painted claret color to match the underframes. They had larger injectors than the earlier engines, and the tender axleboxes were of different type. The five eight-wheels coupled mineral engines (0-8-0) delivered by Kitson & Co. were Nos. 1073 to 1077, and the five six-wheels coupled goods engines (0-6-0: 973 class) from the Yorkshire Engine Co. were Nos. 1078 to 1082 (WN. 820 to 824). Five more of these engines had been ordered from the Yorkshire Engine Co. Messrs. Beyer, Peacock & Co. had also received an order for twenty six-wheels coupled engines with outside cylinders and leading bogies (4-6-0). These were to be of two types, one class to be similar to 195 and 196, but with 6ft. 0in instead of 6ft. 9in. wheels, and the other class to be heavy-goods engines with 5ft. 3in, wheels. The last of. the twenty four-coupled ten-wheeled passenger tank engines (4-4-2T) had been turned out from Gorton works, numbered 453.
The Royal Indian Tour. 186.
The differences of gauge on Indian railways would necessitate the use of three special trains for convexing T.R.H. the Prince and Princess of Wales during their tour of the Eastern Empire. The broad (5ft. 0in.) gauge train was to be supplied by the East Indian Ry., and the metre gauge trains made up of Rajputana Malwa State Ry. stock for the journeys in the Northern district, and of South Indian Ry stock for those in Lower India. The Victoria (Bombay) terminus of the Great Indian Peninsula Ry. was illuminated during the Royal visit by a set piece in electric light, of an Atlantic type locomotive and tender.
R. Stephenson & Co. Ltd. 186
Were fully occupied with orders, chiefly on foreign account. A large experimental Decapod built for the 5ft 6in. gauge of the Argentine Great Western Ry., weighing 123 tons, had recently been shipped from the Mersey. Owing to its great width, special working had to be resorted to in conveying it: from Darlington to the port on 5 November, both lines of rail being occupied. The firm had in hand a number of heavy passenger and goods locomotives for the Indian State, Buenos Ayres and Rosario, and Argentine Transandine railways, and had recently booked orders for locomotives for the Brecon and Neath Ry. and Arauco Ry. of Chile.
Midland Ry. 186
No. 657, a six-coupled goods engine (0-6-0) recently rebuilt, had the new pattern of cab shown in illustration on page 147.
South Eastern & Chatham Ry. 186
A new series of bogie express locomotives were under construction at Ashford, the chief feature novelty being the use of Belpaire fireboxes. The last series of bogie tank engines, as illustrated in our December issue last year, bore Nos. 263, 265, 266, 274, 276, 278, 530, 531, 532 and 533. Several engines of the 726 class had been fitted with steam-heating apparatus for working the new boat trains.
London & North Western Ry. 186.
Through a transposition the numbers and names of of Precursor locomotives in our last issue were given wrongly. They should read as Nos. 1509 America, 1617 Hydra, 1723 Scorpion, 2062 Sunbeam, and, to these may now be added 2257 Vulture and 311 Emperor. The whole of Webb's three-cylinder compounds of the Experiment and Dreadnought classes, 30 and 40 in number respectively, had been broken up and replaced by engines of modern type.
Lancashire, Derbyshire & East Coast Ry. 186.
This raitway due to be taken over by Great Central Ry.
Albula Ry. (Rhatischebahn). 186. illus.
We are indebted to Mr. W. Marriott, locomotive engineer of the M. & G. N. Joint Committee, for the photograph here reproduced of a locomotive of Rhatischebahn standing at Bergün on Albula extension. Photograph appears to show an outside cylinder 2-8-4T.
Consolidation locomotive, Great Western Railway.
187. illus., diagr. (s. el.).
No. 2803 illustrated: identical to No. 97 (illustrated in 10 October 1903) except that centre line of boiler raised by 8½in. No. 2803 painted black with white boiler bands: photograph in works grey.
London & South Western Ry. 187.
Three new 4-6-0 express locomotives, Nos. 330-2 would "we understand" be withdrawn from service during the winter months. Among new stock about to be built would be a series of mixed traffic four-coupled bogie engines similar to No. 155 and ten of the standard type bogie tank locomotives.
Ivatt's water scoop. 188. diagr.
Patented device whereby water flow into scoop assisted the operation of raising the scoop from the water troughs.
Great Northern Ry. 188.
Ten new six-coupled saddle tank goods locomotives with 18in. by 26in. cylinders, 4 ft. 7½in. wheels and 175 psi boiler pressure were under construction, in addition to ten new eight-coupled radia1 tank engines of No. 116 class (0-8-2T). One of two steam rail motors built at Doncaster works completed.
The locomotives of the Great Eastern Railway. 189
Figs 86 and 87: Engine No. 28 of the Eastern Union Railway was the well known Ariel’s Girdle, exhibited in the Great Exhibition in Hyde Park, in 1851. It was constructed in that year by Messrs. Kitson, Thompson and Hewitson, of Leeds (makers’ No. 270) and was subsequently purchased by the E.U.R., by whom it was employed for working the Bentley and Hadleigh branch. It was originally intended to be worked in connection with a composite carriage, and was thus an early example of the rail motor which has found considerable favour just recently. This circumstance accounts for the absence of buffers at the trailing end, as shown in Fig. 86, which illustrates the engine as originally built.
The single driving wheels which were placed in front of the firebox were 5-ft. in diameter, whilst that of the leading wheels was 3-ft., the wheelbase being 10-ft. 2-in. The overhang of the frames at the front end was 1-ft. 10-in., and at the back end 6-ft. The outside cylinders were 9-in. in diameter by 15-in. stroke, and the boiler barrel, which was situated with its centre line 4-ft. 3-in. above the rails, had a length of 10-ft. 6-in. and a diameter of 2-ft. 6-in.; it contained 83 tubes of 1¾ in. external diameter, providing a heating surface of 396 ft2. The firebox, the external length of which was 2-ft. 9-in., had a heating surface of 38 sq. ft., making a total of 434 ft2. The tank under the engine carried 304 gallons of water, whilst the coke bunker placed over the firebox held 6 cwt. After coming into the hands of the E.C.R., it was renumbered and was used on various light services, but its sphere of usefulness being limited by the small dimensions of the cylinders and the lack of adhesive weight, the engine was altered in the Stratford shops by Mr. Johnson, who converted it to a four-coupled tank engine in the year 1868. The original boiler was retained, but the single driving wheels were replaced by two pairs 4-ft. in diameter and coupled together, the wheelbase now being, leading to driving 9-ft. 5½-in., driving to trailing 4-ft. 3½-in., total 13-ft. 9-in. As thus altered the weight of the engine was 10 tons 15 cwt. empty and 13 tons 5 cwt. loaded. Screw couplings, injectors, etc., were also provided, as shown in Fig. 87, which depicts the engine after the alterations. The long pipe situated in front of the smokebox led to the water tank under the engine and was necessary to enable the engine to take water at an ordinary water column. Latterly it was sent to work on the Millwall Extension Railway and for that purpose was fitted with the spark arrester shown on the top of the chimney. It was finally broken up in May, 1879. Three more engines remain to complete the list of those received from the E.U.R. These were Nos. 29, 30 and 31 in the books of that company, but as they were not delivered until after the E.C.R. had taken possession of the rolling stock, it is doubtful if they ever actually carried those numbers, and by their new owners they were designated 13, 14 and 15. They were built by Messrs. Sharp Bros., of Manchester, in 1854 (WN 765, 766 and 768) and were single wheel tank engines of that firm’s usual design, being similar to but slightly smaller in dimensions than No. 16, previously described (see Fig. 85, p. 149). The cylinders were 14-in. diameter by 18-in. stroke, placed with their centres 2-ft. 7.-in. apart. The diameter of the driving wheels was 5-ft. and of the leading and trailing 3-ft. 6-in., the total wheelbase being 13-ft., the driving wheels being equidistant from the leading and trailing. The boiler barrel contained 122 tubes 2-in. in diameter by 9-ft. 1-in. long, and the heating surface was: tubes 507.62 ft2., firebox 54 ft2., total 561.62 ft2 These engines weighed about 19 tons in working order, the leading wheels supporting 5½ tons, the driving 8 tons and the trailing 5½ tons. All three were scrapped in November, 1871.
Firm amalgamation. 189.
Orernstein & Koppel merged with that of Arthur Koppel.
Defective slide valves. 190-1. 4 diagrs.
Partly how to cope with broken slide valves on the road with clips
Electric light plant on a locomotive. 191. illus.
Lhoest apparatus (turbine supplied with exhaust steam and dynamo) fitted above firebox to generate electricity as fitted to a Caledonian type 4-4-0 locomotive supplied to the Belgian State Railways by Société Metallurgique, Tubize.
The Railway Club. 191.
Meeting on 14 October 1905: C. Rous-Marten Recent locomotive practice and work.
On a Russian locomotive. 191-2. 2 illus.
0-8-0 overnight journey in the cab hauling a freight of 41 vehicles in the snow. Comfortable cabs, in which crew slept if delayed. Powerful headlamp, Special kettle heated off boiler steam. Deep toned whistle. Departure and arrival involved complex series of signals
A modern railway works: the locomotive, carriage and wagon shops of the G.N.
of S. Ry., Inverurie, N.B. 193-5. 2 illus.
Tyre furnace and blower room; tinsmiths' shop. Carriage & wagon department
Messrs. Seidel & Naumann's "Trochometer". 195.
Speed recording instrument for locomotives sued by Great Western Railway, Beyer Peacock, Imperial State Railways of Austria, etc.
Captain Peel's Railway. 196-7. illustration, diagram
Captain William Peel, landowner encouraged the Sandy & Potton Railway which opened on 23 June 1857. Motive power was provided by George England 0-4-0T Shannon. When the LNWR took over the line Shannon was sent to Crewe where it remained until sold to the Wantage Tramway in 1878
North Eastern Railway. 197.
P2 class with 5ft 6in boilers: Nos. 765, 818 and 831 were new from Gateshead works; and a further ten were being constructed at Darlington. All NER locomotives bore small figures under the number-plate to indicate haulage capacity
American lomotive boilers. 197-8. 3 diagrams
The ways of our railways. Charles H. Grinling. Ward, Lock &
338 pages and nearly 200 photographic illustrations
Motor coach, G. N. of S. Ry. 199. 2 illustrations
One photograph shows very spartan interior with wooden benaches; the other shows the Cochran boiler supplied by Cochran & Co. of Annan. The car was supplied by Andrew Barclay & Sons of Kilmarnock
The carriage and wagon department.. 200
Thirty-tons ironstone wagon, North Eastern Railway. 200-1. 2
Steel hopper wagons built at Shildon: about 60 wagons built and a total of 200 contemplated. Roller bearings on axle boxes. Vacuum brakes.
Electrification of the "Underground". 201.
The Great Western Railway and Metropolitan Railway had each placed orders with Metropolitan Carriage and Wagon Co. Ltd for ten six-car sets with electrical equipment to be supplied by British Thomson-Houston Co. ltd to work Hammersmith & City Railway. Former steam rolling stock being sent to South Wales to convey colliers to work.
A new axlebox. 201-2. illus., diagram.
Patent Axlebox Company: patent of Bocquet.
New colliery sidings, Great Central Ry. 202
Hump yard at Wath-on-Dearne
No. 160 (15 December)
Great Western Ry. 203.
A new Atlantic type locomotive would "shortly be at work". Churchward having put on order at Swindon a 4-4-2 express engine having four simple cylinders 14¼in. in diameter with a stroke of 26in. The inside cylinders to be placed well forward and would drive the 1eading coupled wheels; while the outside cylinders drive the trailing coupled wheels as usual; the two cranks on either side of the centre line will be opposite one to the other, with a view to getting perfect ba1ancing, the four cranks being therefore set at all quarters. In wheel and boiler dimensions this engine will resemble the existing Atlantics.
Water troughs were in existence at eleven different parts of the line, with two more shortly to be added, and the water-pick-up apparatus had already been fitted to about 85 per cent. of the tenders and a number of passenger tank engines.
Two fine runs with Boat Specials deserve chronicling. On 5 October 1905, a special with passengers for SS. City of Calcutta ran from Paddington to Birkenhead, 229 miles, in 258 minutes, with one stop at Wolverhampton. Engine No. 3405 averaged 55.2 miles per hour on the first section, and No. 3311 averaged 51.9 miles per hour on the latter portion of the route. On 3 November No, 172 hauled a mail special from Plymouth to Paddington, in 258 minutes, averaging 66.51 miles per hour between Taunton and Pylle Hill Junction, and 66.18 miles per hour between Swindon and Paddington. There are four new Consolidation mineral engines of the type illustrated in last issue: Nos. 2810-13. No.187 Atlantic has been named Robertson. No. 3070 Earl of Warwick had recently been rebuilt with a new domeless boiler with Belpaire firebox and Nos. 3373, 3379 and 3393 had new tapered boilers. Illus.: Standard 2-4-0 Tank locomotive No, 3593, rebuilt as 2-4-2 Type,
London & North Western Ry. 203.
New locomotives of the Precursor class were: Nos. 374 Empress, 911 Herald, 1116 Pandora, 1510 Psyche, 1784 Python, 2166 Shooting Star and 2202 Vizier.
London & South Western Ry. 203.
On page 213 following is given a dimensioned diagram of No. 330, one of the new large four-cylinder six-coupled bogie locomotives recently built at ,Nine Elms. A photographic reproduction of this engine was shown in our October issue, page 173.
In addition to nine new steam rail motor coaches now building for branch line service, two more had been ordered for the. local service between Exmouth and Topsham;
Mr. C. H. Saunders had resigned his position in the Electrical department to take up an appointment on the Madras Ry.
The Bentley and Borden Light Ry., which opened for traffic this month, will be worked by the small bogie tank locomotives of No.177 class, designed by the late Mr. W. Adams.
Metropolitan District Ry. 204
In connection with the article on this railway's steam locomotives appearing on the next page, the accompanying illustration. of two of the electric motor coaches designed for hauling L.& N.W.R. trains between Earl's Court and Mansion House, will undoubtedly be of interest. Several of these motors are now in service. It is to be remarked t}-pt so long as the old style of couplings remains in use on the" foreign" train, there is a risk of the attendant who couples the motor to'the train coming in contact with the '''live'' rail. The electric locomotives shown weigh 28 tons, or seven tons on each axle, while the weight of the L.& N.W.R. metropolitan train was 140 tons. There are four motors of the B.T.H. 69 type, of 200 h.p. each, with the B.T.H. system of control. The locomotive bodies were manufactured by the Metropolitan Amalgamated Railway Carriage & Wagon Co., Ltd., of Birmingham, and are of steel throughout.
Great Central Ry.-
Nos. 1092-4, completing an order for twelve Atlantic type locomotives built by the North British Locomotive Co., Ltd., had been delivered. The first Atlantic compound locomotive, No. 258, had left the shops at Gorton, and a second of the same type would shortly be completed.
Great Western & Great Central Joint Ry. 204.
An official run over the new joint line between Neasden Junction and Grendon Underwood Junction took place on the 13 November 1905 and it was opened for goods traffic only, a week later. A service of six coal trains had since been running over it for the purpose of consolidating the road bed in preparation for passenger traffic. The total length between the two junctions is 46 miles 4 chains, with 15 intermediate stations.
London, Brighton & South Coast Ry. 204.
The last of the series of six-coupled radial tank locomotives designed by the late Mr. R. J. Billinton will shortly be at work bearing Nos. 417-41 without names. The new style of painting for L.B.& S.C.R locomotives had now been definitely settled, as follows: express engines — umber, lined out with two gold lines, black number plates and red buffer beams; lettering on buffer beams in gold shaded in black; passenger tanks — the same, bul lined out in orange; goods engines — black, lined out with two red lines, red number plates, with lettering on buffer beams in yellow shaded in red; the interiors of cabs were painted light stone color.
Metropolitan Ry. 204.
Two of the steam locomotives, Nos. 20 and 34, had recently been sold to the Bradford Corporation; they would be supplied with cabs before delivery.
North Eastern Ry. 204.
Nos. 1131 and 1777 completed an order for 20 mineral engines of class P2 recently in hand at Gateshead.
Londonderry & Lough Swilly Ry. 204.
H. T. Dobbs, assistant locomotive superintendent of the Barry Ry., had been appointed locomotive superintendent.
Milan Exposition, 1906. 204.
Messrs. Henschell & Sohn, of Cassel, would exhibit a bogie express locomotive built for the Egyptian Government Rys., to the designs of F.H;. Trevithick equipped with his patent feed T' heater and spark arrester.
Steam locomotives of the Metropolitan Dictrict Railway.
Continued in Volume 12 page 3. See also letter from Frank S. Hennell on page 15 of next Volume which makes several corrections.
GNR steam rail motor coach No. 6. 206.
See also Volume 12 page 2. No. 5 illustrated
Compound locomotive Paris-Orleans Railway. 207. diagram (side elevation)
Illus. of Paris-Orleans Railway: four-cylinder compound Atlantic No. 4023
Captain Peel's Railway. 208. illus.
Illustrations of Sandy station and of Potton engine shed.
A modern railway works: the locomotive, carriage and wagon shops of the G.N. of S. Ry., Inverurie, N.B. 209-10.
Central South African Rys. 210-11. 3 illus., table.
E class 4-8-0 rebuilt from Reid 4-8-2T; 6th class 4-6-0 and 7th class 4-8-0
Fitting keys to axles and cranks. 212-13. 3 diagrs.
Four-cylinder, six-coupled bogie express locomotive No. 330, London & South Western Ry. 213. diagr. (s. el.)
1835-1905, an object lesson on the Belgian State Rys.
214-15. 4 illus.
Models shown by the Belgian State Railways at the Liege Exposition. See letter from F. Gaiser in Volume 12 page 15.
Passenger tank engine, Northern Counties Committee, Midland Railway.
2-4-0ST No. 49 illustrated. One of four built by Beyer Peacock with side tanks in 1882-3: Nos. 48 and 49 were rebuilt as saddle tanks to modify their weight distribution, In this form they worked the 09.05 boat train from Belfast York Road to Larne: 24 miles in 40 minutes with seven conditional stops.
The Royal Visit to India. 216-17.
Recalled first railway journeys by the King in India, as Prince of Wales in 1875 when he travelled from Parel to Kirkee for Poona on 13 November. The train was hauled by a Dubs 4-4-0 with 5ft 6in coupled wheels and 15 x 33 cylinders.. He also travelled from Bombay to Baroda and back when the Royal Train suffered serious delays.
Heavy freight locomotive, Argentine Great Western Ry. 217 diagram
2-10-0 supplied by Robert Stephenson & Co.: 5ft 6in gauge: described as experimental locomotive for working over steepest section of system
The carriage and wagon department. 218
Refrigerator vans, L.B. & S.C.R. 217. illustration
Bogie vehicle with refrigeration provided by ice for working perishable traffic between Newhaven and Willow Walk. No. 9013 illustrated.
Composite dining cars, West Coast Joint Stock. 218-19. diagram (side
& end elevations and plan)
Carried on six-wheel bogies