The Locomotive Magazine and Railway Carriage and
Volume 20 (1914)
Key file to all Issues
Number 257 (15 January 1914)
Our supplement. 1
Consolidation engine for mineral traffic, Great Northern Ry. 1-2.
illustration, diagram (side elevation)
Gresley used a modified form of Walschaerts valve . No. 456 illustrated.
Six-coupled superheater tank engine, Furness Railway. 2.
Pettigrew 0-6-2T Nos. 94 and 95 (former illustrated) for working Cleator & Workington Railway and built by Kitson & Co.
Great Western Ry. 3. illustration, diagram (side
Works photograph of No. 4331 and side elevation: notes that heating surface had been rearranged as compared with the original see 17 p. 169. By then 43 of type were in service. First of new 4-4-2T class No. 4600 in service at Tyseley. No. 111 The Great Bear fitted with a Swindon superheater. Nos. 4221-32 (2-8-0T) in service.
Goods locomotive, Pingsiang-Siangtau Railway. 4. illustration
2-6-0 built Hohenzollern Locomotive Works and similar to those supplied to Prussian State Railways.
Three-cylinder goods locomotive Grangesberg-Oxelosund Ry. of Sweden. 5-6. illustration
4-4-2 superheater express locomotive, Egyptian State Rys. 6-7.
illustration, diagram (side elevation)
Berlin Locomotive Works to specification of R.G. Peckitt, chief mechanical engineer
H.T. Wright. The adjustment of valve gears and cylinders in locomotive workshops. 8-11. 4 illustrations, 5 diagrams
E.L. Ahrons. The early Great Western standard gauge engines.
13-16. 6 diagrams (side elevations)
Acknowledgements include to Churchward, F.G. Wright, J.A. Robinson, John Armstrong, Robert Jones (retired superintendent of the Chester District), J. Phillips (retired superintendent of the Hereford District). Consideers locomotives acquired by Shrewsbury & Chester Railway. No. 1 was a long boiler 0-6-0 purchased from Longridge with aa Gothic firebox: it was rebuilt as an 0-6-0ST No, 117 at Wolverhampton. Nos. 2-6 were long boiler passenger 2-4-0s or in the case of No. 3 a 2-2-2: all were rebuilt atv Wolverhampton. Nos. 7 and 8 were long boiler 2-4-0s supplied by Jones & Potts and possibly formed part of an order from the Eastern Counties Railway.
Railway rolling stock in Canada. 17-31. 37 illustrations
E.L. Ahrons. The utilization of waste heat in locomotivesTrevithick's system. 32-3. 2 illustrations, 2 diagrams.
Railways of the Channel Islands. 33-5. 2 illustrations,
2 diagrams (side elevations)
Jersey Railways and Tramways was orinally a standard guage line which ran between St. Helier and St. Aubyn which opened in October 1870. When the line to Corbiere was opened in 1884 metre gauge was adopted and the original was cenverted. The original locomotives were supplied by Sharp Stewart & Co. WN 2047-8 and were 2-4-0Ts named Haro-Haro and Duke of Normandy. A further Sharp Stewart WN 2241/1872 was acquired. When the line was converted to metre gauge Black, Hawthorn 0-4-2STs were acquired
Piston valves for lcomotives. 35-6. 3 diagrams
North Eastern Railway. Special wagons. 37-9. 3 illustrations, 4 diagrams
(includin 3 side levations), 2 plans
Bogie trolley wagons of 40 tons and 50 tons capacity for carrying Admiralty components for warships, notably proellers.
Charles Dickens and the railway.
H.L. Hopwood. 42
Charles Dickens in his youth lived at two addresses in Chatham, firstly at 11, Ordnance Terrace (1817-1821), and afterwards at 18, The Brook (1821-1823). He went to school at Giles' Academy in Clover Lane, and it was near to this school that the "playing fields" were situated.
It is a pity that "the difficulty about the playground does not appear to have struck Mr. H.F. Dickens" (to quote from Mr. Bennett's letter) for, to me, the playground gives the all important clue to the spot. The following extract from Langton's Childhood and Youth of Dickens, also confirms my opinion :-" .... On leaving the Cnathan: Station, which is here purposely confounded with the terminus of'the S.E.R. at Strood, the first discovery is 'that the station had swallowed up the playing field' (which) was immediately in front of Ordnance Terrace, and the writer .... can speak to the perfect accuracy of this description, for it was at one time his playing field too." (The italics are mine.) Whilst I do not wish to dispute the statement of such all authority as H.F. Dickens, I claim that Charles Dickens took a scene he witnessed at Strood Station and transposed it in the tale to Chatham Station, as stated in the September issue.
I said that" Dullborough " referred to both Rochester and Chatham because I believed (and still believe) the playground itself was in Chatham, but the other incidents in the story certainly deal with Rochester.
Roman stone or military roads. Clement E. Stretton.
My statement, p. 219, is perfectly correct. Harrison Whitlock, p. 268, will find details of the Roman Stone or Military Roads in Wood on Rail-roads, 1838, p. 3. [KPJ: Nicholas Wood] From the 9 April to the 17 September, 1838, the London and Birmingham Railway Company ran coaches over the road from Denbigh Hall to the Rugby Road Station, a distance of 37 miles. It is quite correct that in 1837 the Turnpike Commissioners improved some of the gradients and put the old stone road in good repair and this was done at the request of'the railway company, by whom the old stone track was used for five months.
It is hardly possible to believe that the Road Commissioners would purchase new stones for the track when there were old ones ready to their hands, especially as they knew that as soon as the railway was finished the London & Birmingham Railway coaches would cease to run upon their road.
Fragmentary notes on North Eastern
Ry. engines. John Kitching, Jr.
In your issue of last month on p. 282 you state that 16 goods engines with 4-ft. wheels were built at Middleshro' -on-Tees for the Stockton & Darlington Ry., the numbers of which were 83 to 85. 90 to 97 and 102 to 107. I shall be glad if you will allow me to draw attention to the fact that there were only 14 such engines, seeing that Nos. 93 and 94 were- six-wheel single passenger engines with outside-cylinders. They were purchased from another railway company at a time when' the Middlesbro' & Guisbro" line was nearly ready to be opened for passenger traffic. The Nunthorpe incline of 1 in 45 soon made it clear that "single" engines were quite unsuitable for this. service; and No. 55 Wolsingham, a very smart four-coupled passenger engine, which was designed and built by Alfred Kitching at the Hope Town Works. Darlington, was sent to take their place. This engine. driven by Ralph Coulson, of Guisbro', continued to perform the passenger service till 1869, when Elm Field, another Hope Town built engine, also driven by Coulson, took its place. I would also mention that the wheels of the 14 goods engines referred to above- were 4-ft. 2½-in. in diameter.
Locomotive Carlisle, Bishop's Castle Ry, G.F. Tyas.
In reply to H. Summers and others, the Carlisle was built by Kitson & Co., about 1869 or 1870, and supplied to the late Thomas Nelson. of Carlisle, a well-known railway contractor employed chiefly on extensions of the North Eastern Ry. As originally built the engine very much resembled the early Cambrian locomotives by Sharp, Stewart & Co. It was a six-coupled tender engine with cy1inders 16-in. diameter, 24-in. stroke, with wheels about 4-ft. 6-m. diameter. The original boiler had a raised firebox with spring balance safety valves covered by a brass funnel. There was a good deal of brass work about the splashers, the name, Carlisle being ,horne on those covering the driving wheels. The chimney was of the bell-mouthed type similar to Kirtley's Midland engines, as was also the weather board. The tender, which was four-wheeled, was also fitted with a weather board. The engine was got up in first class style painted green. and lined similarly to those of the North Eastern Ry. She was, I believe, afterwards working at the extension of New Street Station, Birmingham, somewhere in the 1880s and it would be interestinz to trace her subsequent history down to the time when she went to the Bishop's Castle Ry. I recollect a good photograph of this engine in a photographer's window in Leeds. I also remember the engme coming to Kitson's works for heavy repairs, repainting, etc. I may also state that there is a good illustration of the Carlisle as' she appears on the- Bishop's Castle Ry. in the Railway Magazine .for February, 1909, p. 127. This shows the engme with a cab over the footplate and a chimney of Great Western type, but otherwise she appears very little altered from her original state.
H. Carlton and H.E. Heath also send particulars of the Carlisle, from which we gather that the engine was built in 1869 (Kitson's, No. 1421), and was used first on the construction of the York and Doncaster line of the NER. It was, used later on the widening works of the L. & N.W. from Curzon Street to Aston Junction, Birmingham.
The history of the London & North Western Ry.
Wilfred L. Steel. London: The Railway and Travel Monthly.
This history is intended for the non-technical reader, and from cover to cover he will find its pages interesting. The fact that the North Western has been built up by amalgamations, extensions and purchases has made the author's task a difficult one, but he details the particulars piecemeal and shows how the company possessed 420 miles of lines in 1846, when the L. & N. W. was formed, while to-day it has nearly 2,000 miles.
In many respects the history of the North Western is more interesting than other railways, for included in it are the Liverpool and Manchester, the first passenger line in the world, and the London and Birmingham, the first trunk line, as well as the Grand Junction, Chester and Holvhead and other lines. Details are given of the more notable locomotives, and a resume of the improvements in the train services, whilst the financial history of the company is also briefly dealt with. A number of the 100 illustrations have been provided by the L. & N. W. R., but some, we notice, are taken from the Locomotive Magazine, while the excellent views of modern trains are the work of H.G. Tidey, the well known photographer.
The theory of heat engines. W. Inchley. London: Longmans, Green
This work is a lucid exposition of the theory of heat engines for engineering- students. It should also prove useful to engineers desiring a thorough theoretical knowledge of the subject. The matter has been carefully collated and well arranged. After dealing with the general principles of thermodynamics, the author discourses on hot-air engines. Then there is a chapter on the properties of steam, and two devoted to the theory of the steam engine. Compound expansion and mechanical refrigeration are next noticed. Now that compressed air as a transmitter of power has increased so enormously, the chapter on the theory of air com- pressors is sure to be of interest. Other chapters are devoted to the steam turbine, gas engine, oil engine, internal combustion engine, valve diagrams and valve gears, governors, balancing, etc. Many numerical examples are worked out, and examples given for the student to work.
The microscopical analysis of metals. F. Osmond. Edited J.E. Stead.
Revised and corrected by L. P. Sidney. London: C. Griffin & Co.,
This invaluable laboratory guide to metallography is now in its second edition. It is probably one of the most useful on the subject published in this language. Part I is devoted to the study of the structure of metals and alloys as a method of assay. Part 2 deals with the scientific methods of polishing specimens for examination under the microscope, while part 3 describes the apparatus for photo-micrography and practical applications for the micro-analysis of carbon steels. The conclusions to be obtained from microscopical investiga- tions are clearly explained with the aid of a large number of photo micrographs, diagrams, etc.
Boilers; marine and land; their construction and strength. Thos.
W. Traill, Fourth edition reprinted. London: C. Griffin & Co., Ltd.
This handbook will be a help to those who have to settle the scantlings for all classes of boilers, and to determine safe working pressures. It is full of labour- saving tables of dimensions of various parts for different pressures and sizes, and these have been specially computed, and each calculation checked over by re-working to ensure accuracy. There are about 75,000 results given in the tables, but also there are simple formulae for those who have the time and inclination to get the results independently.
First number of the Hanomag Journal,
Issued by the Hannoversche Maschinenbau Actien-Gesellschaft of Hanover, is to hand. This issue is chiefly devoted to a history of the firm. The works were founded by George Egestorff as far back as 1835. In 1900 an extensive programme for the rebuilding of the whole of the works was taken in hand. These extensions and alterations will be completed during 1914. The new equipment will afford facilities for an output of 400 to 500 locomotives per annum. The firm have also taken up the manufacture of other specialities, such as the Stirling water tube boilers, wheels, etc. The next number will contain particulars of the firm's specialities.
Number 258 (14 February 1914)
The heaviest and most powerful tank locomotive in Europe: "Mallet" articulated
0-8-8-0 tank engine for the Bavarian State Rys. 45-6. illustration.
Built by Maffei of Munich as bankers for the inclines between Laufach and Heigenbrücken and between Probstzella and Rothernkirchen
4-6-0 superheated goods engine, Caledonian Railway. 46.
McIntosh superheater bogie engines for working express goods trains. No. 179 illustrated.
Great Central Rrilway. 46
Ihe new 429 class 4-4-0 express engines received names of directors of the railway: 429 Sir Alexander Henderson, 430 Purdon Viccars, 431 Edwin A. Beazley, 432 Sir Edward Fraser, 433 WaIter Burgh Gair, 434 Earl of Kerry, 435 Sir Clement Royds, 436 Sir Berkeley-Sheffield, 437 Charles Stuart Wortley, and 438 Worsley Taylor.
4-6-0 mixed traffic engine, London and South Western Ry. 47. illustration.
Urie simplified design as compared with Drummond designs. Schmidt and Robinson superheaters being evaluated. Two of ten to be left saturated. H15 class (but not mentioned intext)
London & North Western Ry. 47
The following additional Prince of Wales 4-6-0 passenger engines had been completed at Crewe: Nos. 307 R.B. Sheridan, 637 Thomas Gray, 979 W.M.· Thackeray, and 1400 Felicia Hemans. A new series of the same type is in course of construction, the first of which would bear the name Mark Twain." Another engine of the Queen Mary class (4-4-0 non-superheater) is now running equipped with the Schmidt superheater, No. 896 George Whale.
It is reported that the ten new Claughtons which are on order will have slightly larger boilers than those now running. These engines, however, will not be put in hand just yet, nor is it anticipated they will be ready for the coming summer traffic. The latest order for new engines includes a new series of superheater goods, which will probably follow the series of Prince of Wales engines above referred to. The vacuum brake was being fitted to most of the larger passenger engines as they went through shops. It was not intended at present to so fit any of the Jubilee and Alfred the Great classes. The most recent engines to be turned out with the above-mentioned brake were Nos. 1452 Bonaventure and 1721 Defiance, both being of the Prince of Wales class (4-6-0 superheater)
Recent withdrawals included three more of Webb's four-cylinder 4-6-0 mixed traffic engines, viz, Nos. 307, 637 and 1400, the latter being the first of the type built.
Great Eastern Ry. 48. illustration
Rebuilding Holden's earlier four-coupled express engines, the 700 class, and fitting superheaters to increase their efficiency. By the courtesy of A.J. Hill, locomotive superintendent, able to reproduce a photograph of engine No. 775, which is one of the first completed of the fifteen engines of this class which are to be altered. The addition of the Schmidt superheater has necessitated a longer smokebox, and it will be noticed that the framing of the leading end has been altered, and is now shaped like the 1900 Class.
North Eastern Ry. 48
There were twelve of the new three-cylinder 4-4-4 tank engines running, Nos. 2143 to 2154, and eight more are under construction, numbered. up to 2162. These engines were illustrated and described in our December issue.
Ten more three-cylinder Atlantic express engines are on order at the Darlington shops. They will be numbered 2163 to 2172. Other work on hand includes ten electric locomotives for freight service. The electric equipment for these locomotives will be supplied by Siemens Bros., Dynamo Works, Ltd. The engines will be used on the Simpasture line when the electrification scheme is completed. This mineral line leads from the marshalling yard at Shildon (one of the largest in Great Britain} to the new Erimus hump yard at Newport, near Middlesborough, a distance of about 18 miles, It carries the whole of the heavy traffic passing from the south and south-west Durham coalfield to Teeside and the Cleveland district. The electric locomotives are to be able to start a 1,400 ton train load and to haul it on the level at a minimum speed of 25 miles an hour.
South Eastern & Chatham Ry. 48
An order had been placed with A. Borsig of Berlin, through their London agent, E. C. Amos, for 10 locomotives for the S.E. & C.R. Excepting some tram engines and a few contractors' locomotives used on the L. & S.W.R. (Amesbury branch), and the widening of the Barnstaple line, we believe these engines. will be the first German steam locomotives used in this country. We understand that 15 Great Northern locomotives are being loaned to this line. At the time of writing the following seven engines have been transferred Nos. 206, 699, 756, 759, 992, 1067 (not 1066· as stated in our December issue) and 1069; These are 2-4-0 tender engines with 6-ft. 7-in. driving wheels and 17½-in. by 26-in. cylinders, of Stirling's and Ivatt's designs.
London, Brighton & South Coast Ry. 49
The 0-6-0 side tanks of the E2 class, Nos. 103 and 104, were working motor trains of six bogie coaches (three at each end of the engine) between London Bridge and the Crystal Palace, via New Cross. The control was by a compressed air system,
C.G. Howsin has been appointed locomotive superintendent of the Brazil North Eastern Ry. Mr. Howsin served in the locomotive shops and drawing office at Crewe, and went to China in 1897 as assistant locomotive superintendent of the Imperial Rys. of North China .. He was afterwards assistant locomotive superintendent of the Rajputana Malwa metre gauge line of the B.B. & C.I. Ry., and was then transferred to Bombay as works manager at Parel and divisional loco. supt.
Wm. Pickersgill, who will succeed J. F. McIntosh as locomotive superintendent of the Caledonian Ry. in May, served his time on the Great Eastern Ry. at Stratford. Heentered the service of the G. E: R. in 1876. and was appointed locomotive inspector in 1883. lie was given the post of district locomotive super- intendent at Norwich in 1891, and resigned in July, 1894, to succeed the late Mr. J. Johnson as locomotive, carriage and wagon superintendent of the Great North of Scotland Ry.
W. Griggs has been appointed locomotive superintendent of the Jamaica Government Rys. in succession to Thornton. Griggs was formerly on the North London Ry., at Bow ..
G. H. Pearson, or the G.W.R. Carriage Department, Swindon, has been appointed assistant loco. supt. of the S. E. & C. Ry.
The Late Mr. James Gresham. 49
We regret to have to record the death of James Gresham, of the firm of Gresham & Craven, of Salford, which occurred on the 13 January. at Woodheys Park, Ashton-upon-Mersey. Mr. Gresham was a member of the Institution of Civil Engineers, the Institution of Mechanical Engineers, past President of the Manchester Asso- ciation of Engineers, and a Justice of the Peace. A native of Newark, he was educated at the Grammar School of that town. He served as a draughtsman in the Manchester Works of Messrs. Sharp, Stewart & Co., and in 1865 started works in Manchester for the manufacture of sewing machines and injectors. New works were started in Salford a few years later for the injector business, which had increased enormously. Mr. Gresham took out many patents in connection with the vacuum brake. and had a large share in the success of this brake for railway work. He was also patentee of the steam sanding apparatus for locomotives so largely adopted on railways, and inventor of passenger communication apparatus. .
Controlled relief valves for locomotive service. 49-50.. 2
In connection with the new design of locomotive piston valves, illustrated and described on pages 35 and 36 of our last issue, the Knorr Brake Co. recommend the employment of their relief valves, either controlled mechanically, as in Fig. I, or by compressed air, as Fig. 2. It is claimed that piston valves have a disadvantage in not lifting in case of water entering the cylinder, and that, therefore, fracture of the steam cylinder is made possible. This short- coming, however, is entirely counterbalanced by the many advantages gained in using piston valves. In order to get rid of any water, safety valves. are placed on the cylinder covers as low as possible.
E.L. Ahrons. The early Great Western standard gauge
engines. 50-1. 4 illustrations (line drawings side elevations).
|400||Feb., 1847||5-ft 0-in|
|405||Marr. 1847||5-ft 6-in|
|441||Sept 1847||5-ft 6-in|
|July, 1848||5-ft 0-in|
|555||Nov. 1848||5-ft 6-in|
|July, 1849||5-ft 6-in|
All the above when built had the Sharp dome of ornamental shape close to the chimney, and the following dimensions: cylinders 15-in. by 20-in., running wheels 3-ft. 6-in., wheelbase 5-ft. 9-in. boiler containing 174 tubes (except No. 14 which had 170); heating surface 878 ft2. Next part see page 75
Conference of Loco. and C. and W. Superintendents of Indian Rys. 51
At the meeting at Simla several very important decisions were arrived at concerning standardisation of rolling stock details; further, the retention of side lever hand brakes for all goods wagons (four-wheeled and bogie) was unanimously agreed to. The chairman of the present year is Mr. Biernacki (re-elected). Before adjourning the delegates visited the huge shops of the North Western State Ry. at Lahore.
Somerset & Dorset Ry. 51
The 2-8-0 Consolidation superheater goods locomotives under construction at Derby will have outside cylinders 21-in. diameter .and 28-in. stroke, with piston valves operated by Walschaerts valve gear, coupled wheels 4-ft. 7½-in. diameter, and leading truck wheels 3-ft. 3½-in. diameter. The total wheelbase (engine and tender) is 50-ft. 1-in.. The working pressure is to be 190 psi; heating surface 1681 ft2., grate area 28.4 ft2. Estimated weight on coupled wheels 62 tons, weight of engine in working order 70t tons, weight of tender loaded 45 tons 18 cwt. Mechanical lubricators for the cylinders and piston valves will be provided. The Schmidt superheater will be fitted to these engines.
Great Northern Ry. 51
Nos. 457-8-9, of the new O1 class 2-8-0 superheaters, were in service. Together with No. 456, they were all stationed at New England, Peterboro', working mineral trains between Peterboro' and London (Ferrne Park). Engine No. 420, 0-8-0 mineral, is being fitted with one of the O1 class boilers. but not quite so long. The firebox is sloping at the throat plate, something like the 251 class. Nos. 1633 and 1634, Mogul goods, had been transferred to Colwick, and Nos. 539. and 540, 0-6-0 superheaters, had taken their place at King's Cross.
Railway rolling stock in Canada. 52-6. 9 illustrations.
Train ferry and ice-breaking steamer for the Transcontinental Ry. of Canada.
Built by Cammell, Laird & Co. of Birkenhead and launched on 17 January: intended for use on St. Lawrence River between Quebec and Levis.
Why a locomotive will not steam. 57-8
The locomotive history of the Cambrian Rys. 58-9. illustration
Sharp, Stewart 4-4-0 (designed by firm and four of same type supplied to Furness Railway)
In 1879 the LNWR supplied a Sharp Stewart 0-6-0 (WN 2510) with 4ft 6in coupled wheels which had been supplied to the Denbigh, Ruthin & Corwen Ry: it was given No. 18 Orleton
The railways of the Channel Islands. Jersey Rys & Tramways Ltd,.
59-61. 3 illustrations
The motive power consisted of five 2-4-0Ts: Nos. 1 St. Heliers and 2 St. Aubins (Manning Wardle 916 and 917 of 1884); Nos. 3 Corbiere and 4 St. Brelades (Bagnall WN 1418/1893 and 1466/1895); and No. 5 La Moye (Barclay WN 1105/1907). The last was larger and was fitted with Walschaers valve gear instead of Stephenson link motion. The locomotive livery was olive green.
The Valor syphon lubricator. 61. illustration, diagram
North Eastern Railway. Special wagons. 62-4. 4 illustrations, 4 diagrams
(side elevations), plan
No. 6768 bogie well wagon capable of carrying 54 tons; well wagon with capcity of 20 tons; another for agricultural machinery and a four wheel well wagon
Wagons for conveying heavy guns, Caledonisan Ry. 64-5. illustration
McIntosh arrangement to carry 100 ton guns on twt 35-ton bogie ingot wagons fitted with cradles and a 35 ton bogie trolley wagon
Northern Ry. of France new shed, 65. diagram, plan
La Chapelle in Paris: diagram of smoke extractor and plan showing electric traverser
All steel carriages. 65
Great Western Railway sets for Paddington to Windsor services: asbestos floors; electric lighting and first class compartments with four passengers per side. Also noted L&YR fireproof train for Manchester to Southport service with gas lighting and extra means of escape.
The elements of railway operating economics, C. Travis, D.R. Lamb,
and J.A. Jenkinson. London: The Boswell Printing and Publishing Co.,
The authors, in their introduction to this work, state that though Great Britain was the pioneer of the world's railways, English literature is deficient in matters per- taining to transportation as compared with that of other countries, few attempts having been made to discuss the principles of railway operation from the economic standpoint. They have therefore endeavoured to fill the void by writing a short series of elementary papers on railway operating economics, and appear to have covered the ground pretty thoroughly. Passenger traffic is discussed at some length, then follow chapters on goods and mineral traffic and terminal operation. Chapter 7 deals with the con- struction and maintenance of the road, and chapters 8 and 9 with locomotive design and practice and locomotive operation respectively. Under the heading of " Statistics" the" ton mile" is fully discussed, and the authors' conclusions regarding this very debateable point are that though, superficially, ton mile statistics appear useful, their application to British railway conditions appears very questionable, the ton mile limit having been tested and found wanting.
An introductory manual and catechism on the automatic vacuum brake.
Chas. H. Gilbanks. Ajmer : Scottish Mission Industries Co., Ltd.
This little work of 138 pages has been written to help those who wish to make themselves familiar with the working of the automatic vacuum brake. It appears to go rather fully into the rudimentary principles of the apparatus, although there is much of interest and value. The illustrations are not at all clear, and we are afraid they cannot be taken seriously. The absence of section lines will make it very difficult for a beginner to follow the descriptions, particularly as the handbook is likely to circulate among native railway employees in the East.
The inventors' adviser and manufacturers' handbook to patents, designs
and trade marks. Reginald Haddan. London: Harrison and Sons.
This book provides the inventor with the fullest information regarding the commercial development of an invention, its protection by patent at home and abroad, and the valuation and disposal of patent rights. The chapters on foreign patents are particularly valuable, and the forms used in various countries are fully set out, The book will be invaluable to all who are engaged in industries affected by the patent laws. It has a good index.
The Jubilee of the Railway News. London: The
The Railway News, in order to celebrate its 50th year of publicaticn, has issued a sumptuous volume of some 700 pages and 750 illustrations dealing with the growth and progress of the railway system during the period 1864-1914. The Railway News was founded jointly in 1864 by Dr. Smiles and Mr. E. McDermott, two well- known literary men, the former being at that time the secretary of the South Eastern Ry., and well known as the author of the Lives of the Engineers and other books. In the volume under review, practically all departments of railway administration are dealt with in nearly 100 articles, many of which are by prominent officials in the railway service. "Fifty years of Railway Engineering," "Fifty yearsof Locomotive Engineering," and" Railway Rolling Stock," will doubtless appeal to most of our readers. There are some 25 pages devoted to illustrations of early railway scenes, though it may be mentioned that many of these depict railways at a period prior to the year 1864.
In addition to the articles on British railways, there are others dealing with the railways of India, Canada, the United States, Africa. Australia, etc. In connection with the article on the "Railways of Cuba," we note with interest that the first Cuban railwaythat from Havana to Guineswas opened so long ago as 1837. An interesting illustration of the earliest locomotive, a single driver with leading bogie, apparently built by Norris, of Philadelphia, is given. Our contemporary is to be congratulated on its 50 years' record and its remarkable commemorative issue. See also commentary
Number 259 (14 March 1914)
Four-cylinder compound locomotive for the Upsala-Gafle Ry.,
Sweden. 69-70. illustration
Built by Nydquist & Holm at Trollhattan
Great Western Ry. 70
Niw 43XX class 2-6-0 Nos. 4347-53 completed at Swindon.
Six-coupled bogie tank loaomotive, North Staffordshire Ry. 70. diagram
Pullman cars on the Caledoniain Ry. 70
For services between Edinburgh and Glasgow, and Glasgow and Aberdeen
New superheater express locomotives, South Eastern & Chatham Ry. 71.
diagram (side elevation)
4-4-0 supplied by Borsig. Statement by H. Cosmo Bonsor that company would be strengthening its permanent way to take heavier locomotives in time for summer timetable. Notes that design was prepared by H. Wainwright and that supply of locomotives would be supervised by a "leading firm of consulting engineers" and by the new locomotive engineer, R,E,L. Maunsell.
South Eastern & Chatham Ry. 71
An additional eight 2-4-0 tender locomotives borrowed from Great Northern Railway.
Burry Port & Gwendraeth Valley Ry. 71.
Original railway beyond Ponytberem to Cwm Mawr had gradients of 1 in 14 and 1 in 16: this had been converted to a gradient of 1 in 40 by creating embankments. The work was performed under J. Eager, engineer of the line with H.F. Stephens, consulting engineer. Another tank engine had been purchased from Hudswell, Clarke & Co. and given No. 12.
Dingwall to Cromarty Light Ry. 71.
First sod cut by Lady Bignold of Loch Rosque in early February. 18 mile long line had substantial Treasury support.
2-10-0 goods engine, Gothard Section, Swiss Federal Rys.
Powerful engine built by the Swiss Locomotive Works, of Winterthur, for working goods trains over the heavy grades leading to the St. Gothard Tunnel. Five engines of this series, C 5/6, have been constructed, Nos. 2901 and 2902 being four-cylinder non-compounds, and three, Nos. 2951/2/3, four-cylinder compounds.
West Coast Joint Service. 72
Two new sleeping saloons (Nos. 450 and 451) running:: 68ft long; 9ft wide; six-wheel bogies; weight 45 tons
London & North Western Ry. 72
The first five of a new series of 4-6-0 Prince of Wales passenger engines (Schmidt superheater) completed at Crewe, Nos. 86 Mark Twain, 146 Lewis Carroll, 964 Bret Harte, 985 Sir W.S. Gilbert, and 1321 William Cowper.
No. 1559 Drake, is another of the Queen Mary class recently altered to a George the Fifth, by the addition of a Schmidt superheater. Altogether some five of the Queen Marys' have so far been converted into superheaters, leaving five still to be altered. All engines of the George the Fifth class, as they go through the shops, are now being fitted with the new type of sandboxes placed in front of the driving splashers. An engine of the same class, No. 1532 Bloodhound, was running provided with Lambert's patent water sanding gear. One of the 5-ft. 0-6-2 passenger tanks, No. 2028, hag been altered for motor service in the same way as the 4-ft. 6-in. tanks.
Thomas E. Heywood appointed locomotive superintendent of the G.N. of Scotland Ry., in succession to W. Pickersgill, who is succeeding . McIntosh as locomotive superintendent of the Caledonian Ry. Heywood had been assistant locomotive superintendent of the Taff Vale Ry. and formerly held a similar position on the Burma Rys.
Locomotive boiler tubes. 73-4. 8 diagrams
Fixing by expanding at firebox end with expanders nor bell-mouthing with a drift. Ferrules. Beading in the USA. Technique used in Russia
E.L. Ahrons. The early Great Western standard gauge
engines. 75; 77. 5 diagrams (line drawings side elevations).
Shrewsbury & Chester Railway Bury, Curtis & Kennedy rebuilds: No. 15 rebuilt at Wolverhampton as 0-4-0ST in 1866 and again in 1887 and lasted until 1904. No. 16 was a four-coupled shunter: Sharp Bros WN 580/1849. Beyer designed screw brake. Nos. 17 and 18 were Bury 0-4-2 bgoods engines built in 1848 and broken up in 1864. No. 21 was a Sharp 2-2-2 of 1848 and named Victoria & Albert.
Railway rolling stock in Canada. 76; 77-82. 14 illustrations, 2 diagrams
(side & cross sectional elevations, plan)
36ft long box cars for transporting grain. Corrugated steel hiopper box cars; palace horse csar; trucks for cattle, ballast (with ploughs), pitch and firefighting. R.W. Burnett general master car builder and Lewis Ord, chief car inspector, Canadian Pacific Railway.
The railways of the Channel Islands. (2) The Jersey Eastern
Ry. Ltd. 83-5. 4 illustrations
Opened St. Helier to Grouville on 7 August 1873 and extended to Gorey Pier on 25 May 1891. Standard gauge line. The 0-4-2T locomotives were supplied by Kitson: Caeserea WN 1832/1871; Calvados WN 1833/1872; Mont Orgueil WN 2972/1886; Carteret WN 3800/1898 : the last did not feature outside frames. Naylor safety valves were fitted to some locomotives. H. Wakley was in charge of the locomotives for at least thirty years, and had come from the Great Western at Bristol. The railway formed part of the route to France from St. Helier
[St. Helier Harbour Works], 85
Started in 1872, but abandoned in 1877. The Fletcher, Jennings 3ft gauge locomotives were allowed to moulder until acquired by the Torrington & Marland Ry in August 1908: see 19 pp. 168-9
The locomotive history of the Cambrian Rys. 85-6.
2 diagrams (line drawings side elevations).
The Mid Wales Railway had its works at Builth with G.F. Ellis in charge. Kitson supplied six 0-4-2 for passenger work (WN 1235-40/1864) and 0-6-0 for freight (WN 1247-52/1864-5). WN 1236, 1240 and 1250 were sold to the M.S. & L. in 1868 becoming RN 269, 268 and 270. WN 1251 was sold to the Denbigh, Ruthin & Corwen Ry and became LNWR No. 2348 in 1878. In 1873 two Sharp locomitive WN 2339 and 2347 were purchhased as partial replacements.
North-Eastern Railway. Special wagons. 86-8.4 illustrations,
4 diagrams (side and end elevations, plans)
No. 9006 was a long bogie well wagon capable of carrying 35 ton traction engines which could be chocked. No. 12291 was designed to convey large Lancashire boilers; special runner for breakdown cranes
Electric drive in railway worshops. 89-91. 3 illustrations
Wood working machinery like band saws
The action of the Westinghouse ordinary brake. 91
Charles Dickens and the railway. A.R.
Re Hopwoocl's last letter and the quotation he gives from Langton that I was right in ascribing the scene depicted by Dickens to Strood. I reasoned on railway grounds only, assuming the playing field to be there as described. That it was not, entitles Hopwood to claim a hit also. Probably Dickens arrived from London at Strood, noted the scene and engine there, but wishing to bring in the playground, transferred that piece of land to Strood for the occasion. This explanation does less violence to the facts than shifting the S.E.R. station to Chatham. Then he may have desired to retain the South Eastern in the description owing to the conciseness and aptness of S.E.R. The name L.C. & D.R. was not adopted until 1859, the year before Uncommercial Traveller was published, and would not only have been clumsier for the text but not so readily understood by the average reader. Neither did the previous name, East Kent Railwav, lend itself very well to the required purpose.
Charles Dickens and the railway. Clement
May I venture to suggest that there is just a shadow of doubt whether Alfred R. Bennett is entirely justified in his criticism of Dickens' account of "the boofer lady's" railway journey? My memory goes back almost to the date of the publication of Our Mutual Friend; and this was the condition at Settle (now Giggleswick) Station, on the Midland Railway, at that time: the two semaphore arms were mounted upon one post, and were painted red on the obverse and black on the reverse sides. The lamps were revolved by means of a wheel or handle at the feet of the upright rods which supported them. The block system of course was not known. The normal position of the signals was at "all right"; they were set at "danger" only when a stopping-train was due, and for a certain number of minutes after a train (whether stopping or express) had passed. At night, therefore, they would actually shut their white eyes (green was unknown as an "all-right" signal on the Midland until 1890 or thereabouts) and open their red ones whenever a train was about to stop at the station. It is possible, therefore, that, with the substitution of green for white, this is exactly what Dickens saw.
Lectures on the working of locomotive engines.
D. Drummond, M.LC.E. London: The Locomotive Publishing Co., Ltd.
This book, which is now in its sixth edition, consists of a series of 13 lectures delivered by the author to the enginemen of the L. & S.W.R. with the intention of assisting them to get the best results into the performance of their duties on the footplate. The opening lecture naturally deals with the most important part of the Iocomotive:, the Boiler, whilst lectures 2 and 3 deal with "Combustion of Fuel" and "Steam the Working Agent" respectively. These are followed by chapters on "Distribution of Steam"-in which "lap and lead" are fully explained by full page diagrams- and "How the Slide Valves are controlled." The Vacuum and Westinghouse brakes and their working are described at some length, and finally the author speaks of "Ailments and Failures of Engines." The late D. Drummond was recognised as one of the leading authorities on the subject of the locomotive engine, and the volume under review will be read with avidity not only by enginemen, but also by students of the locomotive. The book contains 202 pages of matter with 75 diagrams, and an excellent portrait of the late Drummond forms the frontispiece.
Silent Electric Clock Co., Ltd., of Goswell Road, London. 92
Received an' order from the Central Argentine Ry. Co. for supplying electric clocks-some seventy dials controlled by one master clock-for the Retiro Station, -Buenos Ayres.
THE Railway Track Supply Co. (of Great Britain). 93
Order from the Midland Ry. for one of their Buckwalter industrial trucks for use at the Derby Works .
T. E. Goodeve. 93
Assistant manager of Crewe Works, L. & N.W.R., since 1910, appointed works manager at Inchicore and assistant locomotive superintendent of the Great Southern & Western Ry. of Ireland.
Number 260 (15 April 1914)
Superheater goods engine, Great Southern & Western Ry.
of Ireland. 95-6. illustration, diagram (side elevation)
0-6-0 designed by R.E.L. Maunsell: Nos. 257-260
London & North Western Ry. 96
The following additional 4-6-0 passenger engines (Prince of Wales class) complete the series referred to in the March issue. Nos. 2152 Charles Lamb, 2293 Percy Bysshe Shelley, 2377 Edward Gibbon, 2443 Charles James Lever and 2520 G.P. Neele. A new series of 0-8-0 goods engines (Schmidt superheater) was in hand at Crewe, of which the first, No. 20, was complete. A further five Precursors were being fitted with the Schmidt superheater. These engines will be provided with the ordinary flat valves, thus avoiding any alteration being made in respect of the smokebox , etc.: No. 513 Precursor was turned out in this way, superheated, in 1913. Of the five Precursors being superheated, No. 157 Dunrobin would be shortly running. No. 1186, ?--2 tank, had been altered to a superheater, while No. 2607 4-6-0 goods, was running without the Phoenix superheater, with which it was experimentally fitted in 1912. No. 1231, a four-cylinder compound mineral engine, had been converted to simple with 20½-in. cylinders and larger boiler. Another 4-ft. 6-in. 2-4-2 tank had been adapted for motor work, No. 791.
W. Pascall, L. & N.W.R. driver. 96.
After 48 years' service on the L. & N. W. R., W. Pascall, of Crewe. had retired. He had been an engine driver for 42 years. Pascall was driver of the pilot which preceded the Royal train during King Edward's reign. He drove the Royal train during the first visit ot King George to Ireland and also on the occasion of the Investiture of the Prince of Wales at Carnarvon. On the return of the Royal party from Wales, driver Pascall, with the engine Coronation, had charge of the special, which came off the Cambrian system, from Whitchurch to Carlisle.
Royal Visit to Birkenhead. 96. illustration
On 25 March their Majesties the King and Queen paid a visit to the Shipbuilding Works of Cammell, Laird & Co., Ltd., at Birkenhead. On entering the works their Majesties were received by W.L. Hichens, chairman, Col. W. Sidebottom, deputy chairman, and G.J. Carter, managing director. A handsome souvenir of the occasion, a gold tray showing in relief H.M. battleship Audacious, was presented to the Queen by Mrs. G. Carter. The Royal party accompanied by Hichens and Carter afterwards made a tour of the extensive shipyard, the route being lined by the workmen and members of the staff. Their Majesties also visited the extensive soap works of Lever Bros. at Port Sunlight, the serviceable little tank locomotive illustrated on this page being used to haul the special train made up for the use of the Royal visitors
Alfred R. Bennett. The railways of the Channel Islands.
3 The Guernsey Ry. 105-6. illustration, diagram (side elevation)
Standard gauge tramway from St. Peter-Port to St. Samson's: opened on 9 June 1879 originally worked by Merryweather tram locomotives and later one from Brown & Co. of Winterthur. Line electrified in 1891 with elctric tramcars and trailers.
Arthur A. Shepherd had been appointed chief assistant to S. Warner, carriage & wagon superintendent of the LSWR at Eastleigh. Shepherd succeeded A.H. Panter as chief carriage draughtsman at Eastleigh in 1898. He was a student at Manchester Technical School, obtaining first class honours in carriage & wagon building in 1891 and had his early training on the L&YR.
A new locomotive fuel economiser. 107. diagram
Boyce device.which blew steam into the firebox when locomotive idling.
2-8-2 goods locomotives for the North Western State Ry. of India, Trans-Indus
section, Kalabagh-Bannu line. 108-111. 5 diiagrams
2ft 6in gauge locomotive supplied by North British Locomotive Co. to supervision of Rendel, Palmer & Trittob
Great Eastern Ry. 109
Ten further 4-6-0 express engines, numbers 1520-1529, to be ready for summer traffic. Three new 0-6-0Ts, Nos. 28, 29 and 30 in service
Locomotive boiler tubes. 111-12. 7 diagrams
Serve tubes and systems adopted for replacement of tubes and brazing on ends, including that of the Lancashire & Yorkshire Railway.
Industrial uses of coal gas. 113-14. 3 illustrations.
Lecture given by H.M. Thornton, Director of Richmond Gas Stove and Meter Co. Ltd on gas furnaces.
Number 261 (15 May 1914)
Mineral engines for the Somerset and Dorset Joint Ry.
2-8-0: No. 80 illustrated
Alpine rsailway tunnels. 117
Table showing length in miles and altitude
Superheater shunting locomotive, Great Northern
Ry. 118. illustration, diagram (side & front elevations)
Gresley J23 0-6-0T No. 167 fitted with Robinson superheater
London, Brighton & South Coast Ry. 118
New Pullman cars for Eastbourne and Newhaven services with namers Orpheus, Glencoe, Scotia and Hibernia. 4-6-4T No. 327 named Charles C. Macrae: painted grey with black bands and white lines.
North British Locomotive Co. recent locomotives. 119; 120. 2
Works photograph of 2ft gauge Darjeeling Himalayan Railway 0-4-0ST posed in front of 3ft 6in gauge 2-6-6-0 Mallet type for South African Railways. The locomotive is shown with about 180 NBL employees posed on the Mallet in what is termed a "scramble" photograph.
London & North Western Ry. 119
New series of 0-8-0 fitted with Schmidt superheaters and vacuum brakes to work piped goods trains: Nos. 20, 1321, 329, 795, 1181, 1214, 1486, 1500, 2033 and 2200. Precursor No. 365 Alchymist fitted with superheater. No. 1181, 4ft 6in passenger tank sold to Cambrian Railways. 6ft 6in Jumbo No. 1745 John Bright running withou a name as name probably allocated to a Claughton class. Withdrawals included 1400 class 4-cylinder compounds: Nos. 1500 and 2033; and 6ft 6in Jumbos Nos. 1213 Prince Albert and 1486 Dalton. No. 1905 Black Diamond, damaged in collision at Rugby to be converted to single expansion.
New South Eastern & Chatham Ry. locomotives. 119.
New 4-4-0 type being built by Borsig to be equipped with Schmidt superheaters; those being supplied by Beyer Peacock to be fitted with Robinson type.
4-4-2 tank locomotive, Great Western Railway. 120.
No. 4600 allocated to Tyseley: 5ft 8in coupled wheels; 17 x 24in cylinders; total heating area 1271.86ft2; grate area 16.6ft2; 200 psi working pressure. New 4301 class Nos. 4354-4360. No. 824, Armstrong 2-4-0, had been rebuilt with Belpaire firebox and top feed. 15 4-cylinder 4-6-0 under construction described as King and Queen class..
Six-coupled bogie express locomotive, Dutch Central Ry. 121-2. 2 illustrations, 2 diagrams
The last of the Dandies in England. 129-32.
North British Railway horse-drawn Dandy cars on Port Carlisle branch. See also letter from W.T. Thompson on page 184,
E.L. Ahrons. The early Great Western standard gauge
engines. Section II The Shrewsbury and Birmingham Railway.
131-2. 2 illustrations (line drawings side elevations).
States that Marlow was appointed locomotive superintendent of the Shrewsbury & Birmingham Railway at the Stafford Road works in Wolverhampton. Robert Stephenson & Co. received an order for five four coupled outside cyylinder locomotives and these were WN 711-12 and 747-9 (but only four were delivered), but these were rebuilt at Wolverhampton as inside cylinder 0-4-2 freight engines. One, by then No. 33, was further rebuilt. Figs. 19 and 20 show the Wolverhampton modified engines.
Swedish hospital car. 132-3. illustration, diagram (side elevation
Stockholm-Vesteras-Bergslagenes Ry. to reduce cost body formed from two old four-wheeled vehicles. Acetylene gas was used for lighting and water heating.
Donald Fraser, who for the last 5 years has held the position of locomotive superintendent of the Taokou-Chinghua lines of the Chinese Government Railways, has been selected by the Director General of Railways for the position of locomotive, carriage and wagon superintendent of the new Canton-Hankow line of the Chinese Government Railways. Fraser was a pupil of F.W. Webb, and went out to China ten years ago superintending the erection of the first locomotives built in China.
Lapage, district locomotive superintendent of the L. & N. W. R., at Longsight, Manchester, had been appointed works manager at Atbara, on the Soudan Government Rlvs., and was succeeded bv Lawrence.
Dingley, district locomotive supt., Willesden, had been appointed road motor supt., and was succeeded by A. McLellan, of Shrewsbury. Firbank, of Nuneaton, took charge at Shrewsbury, and Alcock, from Rugby, went to Nuneaton.
Number 262 (15 June 1914)
Six-cylinder Mallet locomotive, Erie Railroad. 141.
2-8-8-8-2 compound with high pressure cylinders set in middle
New 2-6-0 mixed traffic engines, Great Northern Ry.
142. illustration, diagram (side & front elevations)
H3 class with larger boiler
New side tank engine, Great Northern Ry. (Ireland).
145-6. illustration, diagram (side elevation)
Five 4-4-2Ts with inside cylinders supplied by Beyer Peacock to Glover design
Consolidation locomotive, Great Indian Peninsula Ry. 146.
2-8-0 supplied by Vulcan Foundry
Early tank engines of the Western of France Railway. 148. illustration,
diagram (side elevation)
2-4-0T No. 329
Midland Ry. 141
In issue of February, 1913; was illustrated Midland engine No. 483, rebuilt with superheater. The following engines of this class had since been turned out with superheaters, and the particulars which were the given are practically the same for the whole of these engines: Nos. 483, 485 to 522, 525 to 530, 532 to 537, 539, 541 to 543, 546, 548, 549, 551 to 558, 560 to 562. These engines were giving such satisfactory results that we understand the Midland Ry. are contemplating fitting more engines of this same class with superheaters, the Nos. of which will be 428 to 482. When the whole of the engines of this class down for superheating are fitted, the numbers will run consecutivel the from 403 to 562. In addition to these engines the Midland have fitted compound engine No.. 1040 with superheater; and have at present order for fitting compounds No. 1000 to 1004. Belpaire engines Nos. 700-709 also to be equipped (four already done). Only freright lccomotives Nos. 3835 and 3836 fitted with superheaters.
Some fragmentary notes on N.E. Ry. engines, old and new. No.
IV. 149. 2 illustrations
Fletcher 2-4-0 Nos. 548 and 0-6-0 No. 119
2-6-4 tank locomotive, Berne-Neuchatel Railway. 150. illustration
Swiss Locomotive Works, Winterthur
Wallace Bentley. Locomotive boiler shop machine tools. 150-6. 8 illustrations
Cheshire Lines Committee. 156
Nine five coach trains built to Robinson design for express services between Manchester and Liverpool: 50ft long coaches
The 7,000th locomotive, Hanover Locomotive Works. 157-8. 2 diagrams
Decapod 0-10-0 for Prussian State Railways: one diagram shows 0-10-0 alongside 2-2-2 Ernst August (the first locomotive built at the Works).
E.L. Ahrons. Feed watter purifier, Hungarian State Railway locomotives. 158. diagram
Great Central Ry. 158
Fitting one of 4-6-2T with top feed apparatus to remove impurities from feedwater
E.L. Ahrons. The early Great Western standard gauge engines. Section
IIThe Shrewsbury and Birmingham Ry. 159-61. 7 diagrams (side
Stephenson WN 754/1849: 2-2-2 No, 3, later GWR No. 37 (Fig. 21). Fig. 22 shows Longridge & Co. 0-4-2 S&B No. 6 as running as 0-4-2ST No. 40 and as later renewed at Wolverhampton in 1862. Fig. 24 shows Longridge 0-4-2 (formerly S&B Nos. 7-10) as GWR No.41 with Gothic firebox. Fig. 25 shows one of the Longridge 0-6-0s of 1850 as GWR No. 46. Figs. 26 and 27 show Longridge locomotive No. 47 as rebuilt as 0-6-0ST at Wolverhampton in 1868 and again in 1875..
P.C. Dewhurst. Locomotive practice on the Chilian
Transandine Ry. 161-9. 13 illustrations, map, table
Shows the railway when working with rack & adhesion locomotives and rotary snowplughs. Interesting that a significant point on the former line is Portillo (now a ski resort).. The Summit Tunnel was opened in 1910. Table lists leading dimensions of locomotive stock.
Electric traction notes. 169-70.
The work and organization of the locomotive, carriage and wagon departments
of a small railway. 170-3.
Includes a management chart and notes on organization of forms
Earlier holidays on the East Coast. 173-4. illustration
Enhancements to Great Eastern Railway services to Yarmouth and Hunstanton with dining car trains, including a late supper train to Clacton on Saturday nights
The Casey-Cavin air or steam reversing gear. 174-5.
Canadian Locomotive Company
Last of the Dandies. W.B.
In your account of the" Last of the Dandies," on p. 129 of the "Locomotive Magazine" for May, you say the Port Carlisle line was constructed on the bed of an old canal which was opened as far back as 23 March 1793. On 6 April 1819, an Act of Parliament (;9 Geo. IlL, c. 13) was passed authorising the "making and maintaining of a navigable canal from the City of Carlisle to the Solway Frith"; and the later Act of 1853 (16 and 17 Vic. c. 119), by which "for the benefit of the mortgagees and of the public" leave was given to convert the canal to a railway, and expressly refers to the canal as having been made under the powers granted in 1819. Possibly there was some earlier and smaller canal made as early as 1793; if so, I should be much obliged for any information with regard to it, as I have not been able to trace it.
Modern railway working. VoL 8. Edited by John
Macaulay, A.LC.E., assisted by Cyril Hall. London: The Gresham Publishing
Co. In 8 vols.
This volume completes the series. The section dealing with Railway Economics is concluded by the Editor's article on the" Economics of Dock Administration." Mr.A. D. Lomas, assistant land and rating surveyor of the L. & Y. R. writes on " Railway Rating and Valuation." Then follows a treatise on foreign, Indian, and colonial railways, based on researches made by the Assistant Editor. This includes a quantity of statistical information gathered from official sources .. An appendix at the end of the book on "The Care of the Locomotive" includes a table of the time limits for the examination of various parts of engines and tenders, as well as mileage limits.
The articles in the foreign section include Germany, France, Belgium, and Switzerland. Separate chapters are also devoted to the railways of the United States, Canada, Australia, South Africa, and India. There are numerous illustrations of rolling stock and bridges as well as diagrams. A complete index is also included. No less than 27 practical contributors have written the various sections of this comprehensive work which is issued in eight volumes.
Railways of the world. Ernest Prothero. London: George Routledge &
The versatile author of this book has collected a large amount of interesting information regarding the locomotives and railways of the world and has compiled his notes in a comprehensive style suitable for the general reader. Sixteen coloured plates and 419 other illustrations accompanying the 734 pages of matter, leaving very few phases of railway work without attention.
It is impossible to give more than a general outline of the contents. The opening chapters deal with the evolution of the locomotive. rolling stock past and present, construction of the line, passenger and goods. traffic, and the staff generally. Separate chapters are devoted to the leading home railways and to the Scottish and Irish lines, as well as a section on railway ships and docks. The remainder of the book comprises six chapters on the railways of Europe, Asia, Africa, North and South America, Australia and New Zealand, with a concluding review on electric railways. There is also a very complete index. The book is very well got up and would make a fascinating and instructive present for the rising generation.
Pigs is pigs. E.P. Butler. London: Hodder & Stoughton.
This little work is a humorous satire on the red-tape methods of some American Express Companies. The story is well written, and concerns a dispute regarding the charges for carriage on guinea pigs, between the official representative of the Inter-urban Express Co., Mike Flannery, and the consignee, Mr. Morehouse .. The question arose as to their correct classification, either as "domestic pets" or "animals." Mr. Morehouse left the pigs in charge of the Express Co. pending the lengthy investigations, with the result that they multiplied to such an extent that they had to be dealt with in "wagon loads," when the decision was arrived at.
The Great Western Railway Company. 184
Further order for six Edison-Buckwillter electric trucks with the Railway Track Supply Co. (of Great Britain), This is the fourth order placed by this railway for these economical machines. We understand that the G. W. R. intend employing the trucks just ordered for railway platform service; they have four in use at the Swindon works.
Number 264 (15 July 1914)
Superheater express locomotive, South Eastern & Chatham Ry. 185.
Nos. 772-781 built by Borsig of Berlin: No. 779 illustrated
The King's journey to Nottingham, June 24th 1914. 185
Engine used was Midland Railway No. 502: a 7ft superheated 4-4-0, but with the number removed and replaced by the Royal cypher and "to be known as the King's engine". The Midland Royal train aand pilot engines were distinguished by a broad white band painted above the vermillion buffer plank.
Midland Ry. 185
Name Princess of Wales restored to No. 685, the Johnson 4-2-2 shown at the Paris Exhibition of 1900.
Port of London Authority. 185
Six tank locomotives were under construction at the Hohenzollern Works in Dusseldorf.
Midland & Great Northern Joint Ry. 185.
No. 24, an outside-cylinder 4-4-0 supplied by Beyer Peacock had been rebuilt at Melton Constable Woarks with a larger boiler and new cab.
New engines for the Uganda Railway. 189-90. 3 illustrations, 2 diagrams
(side & 1 front elevations)
Supplied by North British Locomotive Co. for metre gauge: 0-6-6-0 Mallet compound with 3ft 3in coupled wheels; and by Nasmyth, Willson & Co.: three 2-6-2Ts anf five 2-6-4Ts
E.L. Ahrons. The early Great Western standard gauge engines. Section II The Shrewsbury and Birmingham Ry. 190-2. 5 diagrams (side elevation drawings)
The work and organization of the locomotive, carriage and wagon departments of a small railway. 192-4.
The locomotive history of the Cambrian Rys. 194-5.. 2 illustrations
H. Jones designs: 0-6-0 with Belpaire fireboxes built by R. Stephenson & Co. in 1903 (WN 3089-93) and given running numbers 89-93. In 1908 a further five were supplied by Beyer Peacock (WN 5029-33): their initial running numbers were quickly changed to 99-102 and 38 (but not in sequence with their Works numbers. This series had minor modifications compared with the original: No. 31 (subsequently No. 100) is shown in Fig. 25.. Five expressac 4-4-0 with 6ft coupled wheels were supplied by R. Stephenson & Co. in 1904 (WN 3131-5. In 1911 the moribund Mawddwy Railway was taken over. Two Manning Wardle 0-6-0STs were taken over: Mawddwy (WN 140/1864) and Disraeli (WN 268/1868): the former received CR No. 30; the latter was broken up. The livery was black lined with gambodge bands edged with vermillion. The wheels were picked out with vermillion lines. Passenger engines and a few goods engines had the Company's arms on the driving splahers.
The West Somerset Mineral Railway. 196-8. 2 illustrations, 3 diagrams (including 2 side elevations)
North Eastern Railway. Quintuple bolster wagon. 205. illustration,
Bogie wagon designed to transport rail from the rolling mills in the Middlesbrough district
Number 264 (15 August 1914)
New engines for the Furness Ry. 209-10. 3 illustrations.
North British Locomotive Co. 0-6-0 Nos. 27-8 working between Barrow and Workington; Kitson 0-6-2T Nos. 92-3 working on the Cleator & Workington Junction Railway; NBL 4-4-0 Nos. 132-3 working from Carnforth to Whitehaven. 0-4-0 tender locomotives built by Sharp Stewart renumbered 27A and 28A; Nos. 92-3 (16in goods engines renumbered 75 and 77. The new locomotives listed shared the same boilers and cylinders.
Rebuilt passenger enginges for the Somerset and Dorset Joint Ry. 210
2-8-2 tank locomotives for the Dutch State Railways. 213.
Supplied by Hohenzollern Locomotive Works of Dusseldorf to design of S.E. Haagsma, Locomotive Superintendent, Dutch State Railways.
E.L. Ahrons. The early Great Western standard gauge engines. 213-15. 5 diagrams (side elevation drawings)
Highland Railway. 215
Traffic over Carr Bridge direct line resumed 13 July following destruction of arch bridge over Baddengorm Burn due to cloud burst on 18 June.
4-8-0 two-cylinder simple tank locomotive, Chemin de Fer du Midi. 216-17. illustration, diagram (side elevation)
Electric traction notes. 217-18
Tests conducted by Murray on the New York, New Haven & Hartford Railroad had shown that electric traction was better for shunting than steam due to the high proportion of standing (37%)
Electrification of the Gothard Ry. 218
A start was being made with the 68 mile section from Erstfeld to Bellinzona which includes 1 in 40 gradients. The work included the construction of hydraulic power stations with Pelton wheels
The locomotive history of the Cambrian Rys. 221-2.
The narrow gauge lines: Welshpool and Llanfair (No. 1 The Earl illustrated) and the Vale of Rheidol: latter with Davies & Metcalfe 2-6-2Ts (Edward VII illustrated) and Bagnall 2-4-0T WN 1497 Rheidol (illustrated on train at Aberystwyth
Great Central Ry. 222
Superheated 2-8-0 Nos. 385-99 werer being built at Gorton; work on a powerful 2-6-4T was in hand. Three Glenalmond class Nos. 439, 440 and 441. Six coupled tank enine No, 2177
Recent colliery locomotives. 222-3. 3 illustrations
Manning Wardle six-coupled: 0-6-0ST for Frodingham Iron & Steel Co. at Scunthorpe; WN 1813 side tank for J. Lancaster & Son of Cardiff for Blaina Collieries fitted with vacuum brake for hauling colliers' trains; and WN 1814 saddle tank for Walter Scott's Leeds Steel Works
Great North of Scotland Ry. 223
Two standard 4-4-0 locomotives nearing completion at Inverurie Works: No. 32 nearly ready. Sliight modification to livery: wheels black without lining and leading footsteps also black. Shunting at Keith still performed by outside-cylinder four wheeled well-tank No. 13A built to D.K. Clark 1855 design. Claimed oldest locomotive still at work, but see 233
No. 265 (15 September 1914)
Consolidation goods locomotive. Begal Nagpur Ry. 233. illustration,
diagram (side elevation)
Sir John Wolfe Barrry & Partners prvided details of 75 locomotives supplied by North British Locomotive Co. and Robert Stephenson & Co. of superherated 2-8-0 with large (32ft2) firebox.
Midland Ry. 233
See 223: 0-6-0 Nos. 2300-2307 and 2309-2316, built in 1850, 8152, 1853 and 1854 were older than GNoSR and Waterford & Tramore Ry. engines mentioned
Steam tender locomotive, Cordoba & Belmez Railway,
Spain. 237. diagram (side elevation)
Built by Neilson & Co., Glasgow in 1869 for 5ft 6in line with 1 in 33 gradients: 0-6-0 with 0-6-0 tender (both with outside cylinders): main dimensions given.
Narrow gauge loco. for Ceylon. 237-8. illustration
W.G. Bagnall 0-4-0T supplied through Crown Agents for the Colonies. Fitted with Bagnall & Price valve gear.
Great Northern Railway. Cuffley to Stevenage new line.
240-2. 4 illustrations
Work was under way on this line and it states that entry to the route at Wood Green "would be via a burrowing junction" and that four tracks would have been provided from there to Gordon Hill for which Parliamentary powers were being sought". The contractors for the works in progress were H. Arnold & Son for the section to Hertford and R. MacAlpine for the northern section. The locomotives being used by both contractors are listed:
|RN or name||type||manufacturer||date|
|0-6-0ST o/c||Hudswell Clarke & Rogers||1878|
|0-4-0ST o/c||Hudswell Clarke & Co.||1899|
|0-4-0ST o/c||Hudswell Clarke & Co.||1899|
|0-4-0ST o/c||Hudswell Clarke & Co.||1901|
|0-6-0ST i/c||Hudswell Clarke & Co.||1909r|
|0-6-0ST i/c||Hudswell Clarke & Co.||1903|
|0-6-0ST i/c||Hudswell Clarke & Co.||1905|
|0-6-0ST i/c||Hudswell Clarke & Co.||1909|
|0-6-0ST i/c||Hudswell Clarke & Co.||1912*|
|0-6-0ST i/c||Hudswell Clarke & Co.||1913|
|0-6-0ST i/c||Hudswell Clarke & Co.||1913|
|0-6-0ST i/c||Hudswell Clarke & Co.||1913|
|0-6-0ST i/c||Manning, Wardle & Co.||1890|
|0-6-0ST i/c||Manning, Wardle & Co.||1902|
H. Arnold locomotives:
|RN or name||type||manufacturer||date|
|0-6-0ST o/c||Black, Hawthorn & Co||1890|
|0-4-0ST o/c||Peckett & Co,||1900|
|0-4-0ST o/c||Hudswell Clarke & Co.||
|0-6-0ST i/c||Hunslet Engine Co.||1912r*|
|0-4-0ST o/c||Manning, Wardle & Co.||1895|
|0-4-0ST i/c||Manning, Wardle & Co.||1901*|
|0-4-0ST i/c||Manning, Wardle & Co.||1903|
|0-4-0ST i/c||Manning, Wardle & Co.||1913|
where o/c implies outside cylinders and i/c inside cylinders and an asterisk in date column means photograph of locomotive and an r implies a rebuilding date. Further information see next volume page 215
The work and organization of the locomotive, carriage and wagon departments of a small railway. 242-4. diagram, plan
Car ferry steamer. 244
Speed trials completed for Cammell, Laird & Co. of Birkenhead for train-ferry and ice-breaking steamer to be supplied to the Trans-Continental Railway of Canada tgo opersate on St. Lawrence River between Quebec and Levis. Deck could be raised or lowered to cope with tide.
Electric traction on the Spiez-Brigue Division of the
Berne-Lötschberg-Simplon line. 245-6. 2 illustrations
Operating at 15,000V supplied from a pair of hydro-electric power stations the 1-E-1 locomotives fitted Oerlikon motors.
Great Eastern Railway hospital ambulance train. 246-50. 4 illustrations,
diagram (side elevation), plan
Converted from corridor passenger stock
Brake vans for goods trains, Belgian State Railways: "Type Flamme". 251. diagram (side & front elevations), plan
Wallace Bentley. Locomotive boiler shop machine tools. 251-4. 3 illustrations
No. 266 (15 October 1914)
New locomotives, Great Southern & Western Ry. of
Ireland. 258-9. 2 diagrams (side elevations)
Watson four-cylinder 4-6-0 and inside cylinder 4-8-0T
New mineral tank engine, G.C.R. 258-9. diagram
Robinson 2-6-4T designed to haul heavy coal ttraffic from North Nottighmashire to docks at Grimsby and Immingham.
[Central Essex Light Ry.]. 259
Contract signed for construction which would have formed an extension of Ongar branch.
Great Western Ry. express engines, "Princess" class. 260. diagram
Churchward Star class: Nos. 4046 Princess Mary, 4047 Princess Louise, 4048 Princess Victoria, 4049 Princess Maud, 4050 Princess Alice, 4051 Princess Helena, 4052 Princess Beatrice, 4053 Princess Alexandra, 4054 Princess Charlotte, 4055 Princess Sophia, 4056 Princess Margaret, 4057 Princess Elizabeth, 4058 Princess Augusta, 4059 Princess Patricia, 4060 Princess Eugenie. Also new 2-8-0T Nos. 4232-9. No. 4017 Knight of the Black Eagle renamed Knight of Liége . 4-4-0 No. 3415 named George A. Wills
E.L. Ahrons. The early Great Western standard gauge engines. Section
III 18551859. 265-7. 8 diagrams (side elevation drawings)
Goods engines Nos. 77 and 78 supplied in May 1857 by Beyer Peacock WN 66-7. Fig. 43. they had 5ft. coupled wheels; 16 x 24in cylinders, 1250ft2 total heating surface and operated at 140 psi. They were rebuilt at Wolverhampton with larger boilers and cylinders (Fig. 44). They were withdrawn in 1901/3.
Modern particulars of Midland Ry. locomotives. 267-70. 3 diagrams,
Tables list 10 tender passenger classes (3 of which existed in unrebuilt and rebuilt forms), four tank engines and four freight types. A diagram shows the tablet fixed to the cabside giving the name of the driver and the shed to which it was allocated. Other diagrams shows the cabside arrangement and the smokebox door where the number of the locomotive and its shed werer displayed. Sheds and their numbers are listed.
Steam versus electric locomotives: a comparison by a correspondent.
Mostly based on New York Central developments.
Wallace Bentley. Locomotive boiler shop machine tools. 271-6. 11 illustrations
The War and British trade. 276-7.
An improved draw bar plate. 277. illustration, diagram
Taite & Carlton
South Shields & Marsden Ry. 277
Armoured train constructed at Whitburn Colliery shops consisting of tank engine No. 11 and several wagons
Robert B. Longridge died at Over Tabley in Cheshire aged 94. Educated Edinburgh University. Head of the Longridge Locomotive Works in Bedlington and Chairman of the British Engine, Boiler and Electrical Insurance Co.
No. 267 (14 November 1914)
Tank locomotive for suburban traffic, Great Indian Peninsula
Ry. 281. illustration
P class 2-6-2T to design of S.J. Sargant, Locomotive Superintendent and supplied by Vulcan Fountry under supervision of Robert White
The Niligiri Mountain Ry. 288-90. 6 illustrations
Metre gauge partly rack and pinion worked from Mettapollium to Coonooor with an extansion to Ootacamund. Rack section included gradients of 1 in 12.5. Illustration of Fairlie type which was being withdrawn from service.
Modern particulars of Midland Ry. locomotives. 290-2.
E.L. Ahrons. The early Great Western standard gauge engines. 292-4. 6 diagrams (side elevation drawings)
Electrification of the L. & S. W. Ry. 301. illustration
Progress on the installation ofthe third rail (about 75% complete) and on the power house at Durnford Road Wimbledon. Three car multiple unit converted from seam stock illustrated
No. 268 (15 December 1914)
Auto train for the Cambridge and Mildenhall branch, Great
Eastern Ry. 305-6. illustration, diagram, plan
Photograph of very small 2-4-2T with two clerestory coaches, one of which was labelled for first class operated in push & pull mode. Plan showed that coaches were vestibuled and provided with a side corridor. A.J. Hill credited with conversion which exploited Westinghouse brake. Locomotive appears to be No. 1311 of 1300 class: see 16, 42
Heavy tank engine, Buenos Ayres and Pacific Ry., Argentine G.W. Line.
Baltic 4-6-4T built to design of F.C. York, Locomotive Superintendent by North British Locomotive Co. under supervision of Fox and Mayo. 5ft 1in coupled wheels; 21 x 26in cylinders; Belpaire boiler with Robinson superheater operating at 175 psi. Total evaporative heating surface 1178ft2 plus 285ft2 superheat. 24ft2 grate area. 5ft 6in gauge.
London & North Western Ry. 307
Nos. 238 F.W. Webb and T.J. Hare (Queen Mary class) fitted with Schmidt superheaters as had Precursor class No. 2513 Levens (which had also been fitted with piston valves). Four-cylinder compound No. 1946 Diadem converted to inside-cylinder simple. 4ft 6in 2-4-2T No. 895 had been adapted for motor train work (by then nesarly 100 locomotives fitted for push & pull operation)
North British Ry. 307
Five new superheated Scott class 4-4-0 completed at Cowlairs Works: Nos. 419 The Talisman, No. 420 The Abbot; No. 421 Jingling Geordie, No. 422 Kenilworth and No. 423 Quentin Durward. Six rebuilt Holmes 0-6-0 type: Nos. 608, 612, 614, 622, 630 and 666.
2-ft. 6-in. gauge loco. for the United Alkali Co. Ltd. 308.
W.G. Bagnall Ltd 0-4-0ST of very restricted height to work in underground mines in Spain. Valve gear Bagnall and Price's patent
Consolidation type locomotive, North Western State Ry. of India. 310-11. 3 illustrations, diagram (side elevation)
The Durant and Lencauchez valve gear. 312-13. 2
diagrams (including side elevation)
Fitted to express 2-4-2 locomotives on the Paris Orleans Railway with encouraging results: gear became inefficient in reverse. Used on other railways in France and in Belgium.
Modern particulars of Midland Ry. locomotives. 313-16.
E.L. Ahrons. The early Great Western standard gauge engines. 316-18. illustration, 8 diagrams (side elevations)
H.T. Wright. The action of rail depressions on locomotives. 318-19.
Slacks are very liable at water troughs an may cause rolling and pitching.
J. Lynes. The construction and inspection of 10-ton open goods wagons. 319-23. 9 diagrams
Sir Alfred M. Watkin.
Died at Folkestone on 30 November 1914. Apprenticed in the locomotive department of the West Midlands Railway; from 1865 qualified as a driver on the M.S. & L. R.; became a locomotive inspector on the L.C. & D.R. in 1867 and joined the S.E.R. in 1868. MP for Grimsby 1877 to 1880
[John Wilton Williams]. 325-6. illustration
Died 19 November 1914 aged 61. Pupil in the locomotive department of the Brecon & Merthyr Railway. In charge of locomotive department at St. Pancras, Midland Railway until 1902 when he joined Bell's United Asbestos Co. Played a very prominent part in the Railway Men's Convalescent Homes; was a Freemason and member of several Friendly Socities.
An early American locomotive. 326. illustration
Lion of the Boston & Salem Railroad originally built by Hinklry & Drury of Boston in 1839 for the Eastern Railroad. Possibly locomotive included in Bailey's Loco motion page 193 who suggests a later date of 1846. See also letter from B. Thomas on page 68 of Volume 21.
Report of talk presented by H.M. Munro to the Junior Institution of Engineers on its use for high tension electricity distribution and its extraction from bauxite.