Locomotive Magazine and Railway Carriage and Wagon
Volume 26 (1920)
key file for Locomotive Magazine
Number 329 (15 January 1920)
South Eastern & Chatham Railway rebuilt superheater locomotives. 1-2.
illustration, 2 diagrams (side elevations)
No. 179 illustrated: Maunsell rebuild of Wainwright 4-4-0 with superheater and piston valves
Great Eastern Ry. 2
A new 4-4-0 tender engine with a 5 ft. 6 in. diameter boiler is under construction at Stratford. It will represent practically the maximum size that can be constructed for the existing loading gauge. The boiler is to be fitted with pop safety valves: see also page 25. Thirty-eight 2-8-0 engines had been taken over from the Government, and were working on the G.N. & G.E. Joint line between Doncaster and March.
London & North-Western Ry. 2
Of the four-cylinder compound mineral engines the following were being simplified and superheated: Nos. 1065, 1285, 1882, 2036 and 2568. Recent withdrawals included No. 487 John o' Groat, a 6-ft. 2-4-0, as well as Nos. 35 Talisman, and 395 Scotia. The Claughton class engine No. 155 I.T. Williams, has been renamed Sir Thomas Williams. With regard to the engines sent overseas, all the twenty-six 0-8-0 engines had been returned, but only forty-two of the 0-6-0. The. latter represents about half of those sent, and we understand the remainder will be retained for service in whichever country they were sent. None of the fifteen sent to Mesopotamia has been returned. Many of those returned show unmistakable signs of warfare, and one bears in paint four blue and red chevrons and three gold stripes. The old Cornwall had been running on the main line with a tender attached, the engine as a rule being attached to Bowen Cooke's private coach.
No. 1387 Lang Meg ( Precursor class) had been superheated without external alteration. It retained the original 18 in. cylinders and slide valves. Yet another of the 4-6-0 compound goods engines, No. 1113, had been scrapped. Only two remained: Nos. 1407 and 2059. One of the few remaining 4 ft. 6 in. tanks not motor fitted, had also been withdrawn, No. 1178. As regards conversions, No. 1939 Temeraire (Jubilee class) was being simplified. Quite a number of the engines taken over from the Government were stationed at Llandudno Junction, and a few are at Mold Jc., Bangor, and Abergavenny. The majority of the 100 transferred to the L. & N.W. were divided between Crewe, Warrington, Preston and Carlisle. These engines had been renumbered in the L. & N.W. list from 2800 to 2899. It would take up too much space to give the complete list of these engines, but we may mention sixty came direct from the makers, and the others ex overseas.
As a consequence of the moulders' strike, most of the men employed at Crewe Works, including all the engine erectors, had been working for three days a week, finishing on Wednesday evening. Sixty-five engines of the Prince of Wales class were to have been built during 1919, but there is a shortage of about fifteen. The series now building had no number plates, as there was no one to make them. The numbers allotted to these were : 56, 67, 635, 686, 812, 969, 1325, 1341, 1355 and 1620. It will be noticed these numbers were previously borne by the first ten 2-8-0s taken over from the Government, mentioned last month. Their new numbers are 2800, 2806, 2801, 2803, 2804, 2805, 2807, 2808, 2809 and 2802 respectively. Seventy more of the Claughton class were on order to be built this year, but in view of the backward state of the work this may probably have to be modified.
E.L. Ahrons. Some early English locomotives on the Danish
Railways. 3-5. 4 illustrations, diagram (side elevation)
See also letter from Dorph on page 92
Federated Malay States Railways. 5-6.
Extension from Alor Star to Padang Besar and link with Siamese [Thai] system opened on 1 July 1918. Locomotives ordered from America as not available from UK.
The relation of brake power to earning power. 6-7
New Arabian railway from Aden to Lahej. 7
Locomotive Notes: New South Wales Government Railways. 8-9. 2 illustrations
Leading dimensions of K class 2-8-0 (22 x 26in cylinders and 4ft 3in coupled wheels) and illustration of 4-6-0 express locomotive No. 1032 of NN class designed E.E. Lucy and built by Clyde Engineering Co. with 22½ x 26in cylinders and 5ft 9in coupled wheels and 2752ft2 total heating surface; also photograph of mid-day Sydney to Mount Victoria train at Valley Heights station hauled by two P class 4-6-0s.
G. Goddard. Smokebox construction and design. 9-11 3 diagrams
Diagrams of Caledonian Railway smokebox for 4-4-0; North Eastern Railway three-cylinder 4-4-2, North British Railway Atlantic and LSWR 4-6-0
Train lighting in Holland. 10
Gas lighting predominated
W. Paterson and H.C. Webster. Breakdown train
equipment. 11-14. 7 diagrams
Interesting in that authors appear to have been employed by different railways. Methods adopted included jacks and packings. Notes how one member of a gang noted presence of anthrax in dead horses as he had experience as a shoeing smith and insisted he alone inserted lifting chains and then sterilized chains by heating.
Mysore State Rys. 14
Ordered five 2-6-4 locomotives from Baldwin.
London & South Western Ry. 14
Two new tank engine classes being built at Eastleigh: 4-6-0 and 4-8-0 tank engines. Ten 2-8-0 taken over from Governemnt.
E.L. Ahrons. The Swindon Locomotive Works of the Great Western Railway.
15-18. 5 illustrations, 4 diagrams
Double lapping and hole turning machine and expansion link grinding machine supplied by Beyer Peacock & Co.
Valve gear for three-cylinder locomotives. Alsace-Lorraine Railways.
Form of outside Walschaerts valve gear with inside cylinder activated by combination lever and shaft. As fitted to a 2-10-0 type built by Societe Alsacienne at Graffenstaden
Covered goods wagons for the Indian Railways. 20. illustration
Built in America and originally intended for Russia but shipped to Indian State Railways
A.L. McColl, formerly of GSWR Locomotive Department, appointed a Director of the Vacuum Oil Company
Number 330 (14 February 1920)
New tank locomotive, Glasgow & South Western Railway. 21.
illustration, diagram (side elevation)
Whitelegg 0-6-2T (No. 1 illustrated) with 5ft diameter couupled wheels, 18¼ x 26-in inside cylinders, 1254ft2 heating surface and 22.5ft2 grate area and 180 psi boiler pressure built at Queen's Park Works of North British Locomotive Co.
Great North of Scotland Ry. 21
4-4-0 engines Nos. 17, 18 and 73 were being rebuilt with superheaters. Two 4-4-0 superheater engines were under construction at Inverurie Works, and six also had been ordered from the North British Locomotive Co.
Caledonian Ry. 21
Two new 0-6-0 goods engines were in service, Nos. 670 and 671.
Midland Ry. 21
Tbe new 0-10-0 four cylinder tender engine, No. 2290, had 4 ft. 7½ in. diameter wheels, sloping top Belpatre firebox and two Ramsbottom safety valves, and a cab similar to the 2-8-0 Somerset and Dorset engines.
London & South Wesstern Ry. 21
New trains for the Bournemouth service were under construction at Eastleigh works to be painted green like the electric stock .
Locomotive arranged for burning pulverized fuel Great Central Ry.
22-3. 3 illustrations, 2 diagrams
2-8-0: one of the diagrams shows the link between the special bogie tender and the modified firebox
Burry Port axd Gwendraeth Valley Ry. 23
Since publication on the locomotives of this line in Nov. and Dec., 1909, various changes and additions had been made to the stock. Engine No. 1 Ashburnham was rebuilt in 1917, No. 2 Pontyberem was sold in 1913, and a new No. 2 built by Hudswell, Clarke & Co. in 1914, No. 1066. In 1916 the same builders supplied No. 13 (1222) and No. 5 in 1919 (1385). The new engines were of the same design and dimensions as Nos. 10, 11 and 12 illustrated in this magazine in July 1911. \
Maunsell "Woolwich" 2-6-0. 23
We understand the first engines to be built at \Woolwich Arsenal will be some 2-6-0 tender locomotives, to the designs of R.E.L. Maunsell, chief mechanical engineer of the S.E. & C. Ry.
2ft gauge Garratt for South African Rys. 24-5. illustration
Supplied Beyer Peacock
Taff Vale Ry. 25
Hawthorn, Leslie & Co ., Ltd., had commenced delivery of twenty-one 0-6-2 side tank engines of Cameron's standard design.
Great Eastern Ry. 25
J. Hill, chief mechanical engineer, referring to the note on page 2 of our January issue, informs us that although a diagram was prepared of a 4-4-0 tender engine with a 5ft. 6in boiler, it is not being constructed, nor was it intended to fit the boiler with pop safety valves. Five superheater coal engines are under construction, and are to have 1500 class boilers, with 180 lb. working pressure, and are to be fitted with Robinson superheaters and piston valves, and also with combination ejectors for working steam or vacuum brakes.
Petrol driven tramcar for Karachi. 25-6. illustration
Motor Rail and Tramcar Co. of Bedford for 4-ft gauge East India Tramway Co. with Dorman internal combustion engine.
Converted motor lorry French Armée d'Orient. 26-7. illustration
Packard lorry at Salonika
27-33. 8 illustrations, 3 diagrams
Machine shop: horizontal boring machine (illustrated), made by William Asquith, Ltd., of Halifax. Of the lathes in use there are a large number by all the best known makers, and it was noted that a number of the "evergreen" Whitworths were still doing good work. There was one modem lathe by John Lang & Sons, Ltd., of Johnstone, Renfrewshire, which merits mention owing to the patented variable speed drive fitted. For small work a number of turret lathes by Alfred Herbert & Co., Ltd., of Coventry, were mostly used, although there were also a few American tools. Steel firebox stavs were made on the automatic stay machines of Alfred Herbert, Ltd. (illustrated). The cylinder shop was separate from the other fitting shops. It containrd three single and three double boring machines by Craven Bros., Ltd., Manchester: the former used for outside cylinders, and the latter for inside cylinders in pairs. There were also a number of radial drilling machines by Muir & Co., Manchester and other well-known makers and a large American planing machine of a new type. One of the double cylinder boring machines by Craven Bros. is illustrated in Fig. 40, and was designed for boring with high speed steel tools, two cylinders cast together with both ends open, or two single cylinders. All frames, frame stays, buffer beams, etc.were dealt with in a separate frame shop. The slotting was done with four heads, on a macine from John Hetherington & Sons, Ltd., Manchester. Usually the practice at Swindon was to slot eight frames 1¼in. thick on the machine in one batch, except when the frames are joggled or set in at the ends for radial or pony truck axles, in which case four only are slotted together owing to the vertical space taken up by the joggles. The drilling was done on a machine by Joshua Buckton & Co., Ltd., Leeds, which had a 40 ft. bed, four radial heads with a 9ft. range and placed at 10ft.centres. Cast steel frame brackets were faced in Tasker's segmental· disc grinding machine previously described, and cast steel horn block faces which were formerly draw filed and faced up, were ground to a finish on the same machine. The cheek blocks for bogie and tender horns were of cast iron with chilled faces. The horn ties, one of which is shown shaded in section, in Fig. 44, were drop hammer forgings. For repairing broken frames in the repair sheds acetylene welding is not used, though employed on several other operations in the works. Experience at Swindon showed that electric welding was preferable.
South African Rys. 33
At the close of 1918 the mileage of the Government lines was 9.541. The rolling stock comprised 1,594 locomotives, 2,709 carriages and 28,907 wagons. 435 of the locomotives were then awaiting repair The difficulty in obtaining material and the shortage of fitters and mechanics considerably hampered repairs. 247 new engines were on order from the UK and the United States. Orders had also been placed for 423 new carriages and 3.998 wagons. A report on the advisability of electrifying the more congested portions of the railway was being prepared for submission to the Union Government, by a firm of consulting electrical engineers.
G. Goddard. Smokebox construction and design. 34-5. 6 diagrams, table
T.H. Sanders. Laminated railway springs: Section III. Manufacture
of the spring. Sub-Section A. Spring steel. 38-40. diagram, table
Spring steels classification:
(2) Bessemer Acid.
(3) Bessemer Basic (Thomas Steel).
(4) Open Hearth Acid (Siemens-Martin Steel).
(5) Open Hearth Basic (Martin Steel).
Anakyses of typical spring steels
L Derens. The Dutch Rhenish Railway and its
locomotives. 40-2. 3 illustrations (including portrait), diagram
H. Ameshoff president of the Board of Directors
Tank locomotives for the De Beers Mines, South Africa. 42. illustration
2-6-2T supoplied by Bagnall
London & North Western Ry. 42.
New Prince of Wales: Nos. 35, 395, 487, 1178 (part of series of 15). Ten more Claughton class scheduled. The LNWR had 150 Ministry of Munitions 2-8-0 Nos. 2800-2949 allotted. Precursor No. 1387 Lang Meg had been superheated but retained slide valves and 19in cylinders. Four-cylinder compounds Nos. 1932 Anson. 1938 Sultan and 1963 Boadicea had been converted to two cylinder simples. Four-cylinder compound 0-8-0 Nos. 2036 and 2568 had been converted to two cylinder simples and superheated: the former with piston valves, the latter with slide. No. 1113 5ft 4-6-0 had been withdrawn leaving only Nos. 1407 and 2059 in service.
Rolling stock building developments. 43
The world-wide shortage of ]ocomotives and rolling stock, as a result of five years of warfare, is an obstacle of the first magnitude which must be surmounted before international transport and trade relations can be resumed on anything like normal conditions. Whilst war was still proceeding, the Armstrong, Whitworth Co., foresaw that an acute shortage of this kind was to be expected when peace came and carefully and methodically laid their plans, with a view to ensuring that this country should at any rate receive its fair share of the contracts for locomotives which would undoubtedly have to be placed. These arrangements have now materialised and at the present time the Armstrong, Whitworth Company are making a bid for the premier position amongst locomotive builders throughout the world. The present output is over 400 heavy engines per year. We understand, however, that the support which the new Armstrong enterprise has received from all parts of the world is such that consideration is now being given to important extensions in r egard to these works. Even under present conditions it is anticipated that by the summer the output will have increased to forty-five locomotives per week. . Armstrong's armament products in the past were so wellknown throughout the world that one had little doubt in regard to their success in this. new direction. It is not too much to say, however, that even their most optimistic friends did not anticipate the wonderful progress which has been made. Remembering therefore that hardly a year has elapsed since the commencement of the new enterprise, readers can form their own opinions from the following list which gives particulars of some of the most interesting and im- portant contracts which Messrs. Armstrong's at the present time have on hand :-
|North Eastern Ry. Co||0-8-0 with six wheel tender.|
|Midland Gt. Western Ry. of Ireland||0-6-0 with six wheel tender|
|Caledonian Ry.||4-4-0 with six wheel tender|
|Gt. Southern and Western Ry. (Ireland)||4-6-0 with six wheel tender|
|Dutch Colonial Govt. Ry. for Java||4-6-4 tank.|
|Leopoldina Ry. of Brazil||4-6-0 with six wheel tender|
|Trinidad Ry.||4-6-0 with six wheel tende|
|Nigerian Ry.||4-8-0 with eight wheel tender|
|Indian State North-Western Ry.||0-6-0· with six wheel tender|
|Bombay, Baroda & Central India Ry.||2-8-0 with six wheel tender|
|Madras & SouthernMahratta Ry.||2-8-0 with six wheel t ender|
|Buenos Aires Western Ry.||2-6-2 tank|
|Belgian State Ry..||2-8-0 with six wheel tender|
Cammell Laird & Company, Limited. 43
ln common with other armament firms Messrs. Cammell Laird & Co., have been confronted with great difficulties in converting their works to·meet the needs of peace. The importance of a carefully planned programme was however foreseen while the war was still in progress and every possible preparation was made to effect the transition as rapid.ly and efficiently as possible. . As a result large orders were secured for railway tyres, axles and springs, marine and general engineering forgings and steel castings, whilst in the lighter branches, such as tool steel and files, the large output·attained during the war was maintained without interruption
It was obvious, however, that extensions had to be undertaken if the company were to be in a position to take advantage of the great demands consequent upon the return of Peace. With this object in mind they have made large extensions to several of their works, particularly at Penistonewhere the most up-to-date open hearth steel plant with every labour saving device has been erected, capable of turning out an additional 3/4,000 tons of steel weekly. At the same time the mills at these works have been enlarged and equipped so as to deal with this increased output. A notable feature of the alterations is that the existing 34-inch mill will be electrically driven.
The Company have also agreed with the Government to take over the National Ordnance Factory at Nottingham, which was erected during the war. It is being equipped with the most modern labour saving plant for the construction of railway carriages and wagons in steel, for which already important orders have been secured and are in course of execution. The factory is very suitable for the purpose and should prove an asset of great value.
The Company have also secured the control of the Midland Carriage and Wagon Company at Birmingham; whose works are amongst the first in the country. These works, which will operate in close connection with those at Nottingham so as to secure the best results of standardisation, place the Company in the forefront of railway carriage and wagon builders and this work is admirably adapted so as to fit in with the activities of the firm at Sheffield and Penistone. It is a matter of common knowledge that there is a great shortage of railway wagons in all countries, and that standardisation will involve the substitution of new types of railway wagons for those which are recognised as being out-of-date. There is every prospect, therefore, that the extensions which are now actually beginning to come into operation will supply an urgent demand and justify the progressive policy of the firm.
High speed steel. Darwin & Milner. Ltd., Sybry Searls & Co., Ltd.,
Spartan Steel Co., Ltd. :Manufacturers, Licensees and Distributors of Como
(Molybdenum Super High Speed Steel).
The claim put forward by Dr. Arnold of having discovered a new high speed steel in which no tungsten is used and the resulting discussion in the press has created widespread interest m metallurgical and engineering. circles. As we have been manufacturing tungstenless molybdenum high speed steels for some considerable time and have given very great attention to the theory and practice of alloy steels generally, perhaps you will permit us to give the public some important facts relating to the matter which have not been brought to light.
We may say at the outset that we fully endorse Dr. Arnold's view that molybdenum in high speed steel produces far better results than tungsten. We must however dispute his claim that his formula is new and also that vanadium has proved an efficient stabiliser of molybdenum when used with it. As a matter of fact not long after the introduction of tungsten high speed steel, molybdenum high speed steel both with and without vanadium was made in the United Kingdom, France, Germany, Luxembourg, Austria and the United States similar to the formula which Dr. Arnold has now made public. The occasional startling results of such molybdenum mixtures, superior to the very best tungsten high speed steel, induced many firms to plunge into schemes for producing molybdenum steels on an extensive scale, but all had to be abandoned because the resulting product lacked uniformity. Much of it was of excellent quality but on the other hand batches of tools failed entirely when subjected· to workshop tests although they showed the correct analysis. In the cases where vanadium was added it failed to be uniform in bulk manufacture just the same as the molybdenum steel without vanadium. consequently the makers fell back upon tungsten.
We attribute Dr. Arnold's erroneous faith in vanadium as a stabiliser to molybdenum steel to the circumstance that he experimented merely on small quantities. However, only bulk production can disclose the presence or otherwise of a real stabilising element.
Mr. P. R. Kuehnrich, of Sheffield, who has the reputation of having carried out more tool steel alloying experiments than any living man, made the discovery that cobalt acted as a definite stabiliser to molybdenum and he patented a formula to this effect.
As the Licensees under that patent, we have made and distributed hundreds of tons of the Como brand molybdenum super high speed steel and completely proved that cobalt is de facto a stabiliser. Como steel is now largely used in many parts of the World .and is thoroughly justifying the warranty advertised in the technical press guaranteeing it to produce superior results to tungsten high speed steel.
The molybdenum high speed steel is more costly to produce than tungsten steel ; users, however, are only too willing to pay the higher price as the greater service the material renders makes it intrinsically the cheaper material.
Locomotive Engineer's Pocket Book for 1920. London: Locomotive
Publishing Co., Ltd.
Several changes have been made in the new edition of this useful book of reference to bring it up-to-date; a thorough :and careful revision has been made of the tabulated matter and interesting data added. Among the more important -contents are a complete directory of British, Colonial and South American locomotive, carriage and wagon superintendts, dimensioned diagrams of the leading types of locomotives operating on normal gauge lines, notes and particulars on maintenance, mileage, etc. Data as to engine power, evaporation, feed heating, fuel consumption, firing, etc, Injector faults· and failures are dealt with amongst the variety of locomotive memoranda given, as well as metrical conversion tables, tables of weights of metals, etc. A chapter on electric battery locomotives is also included.
Lieut.-Col. J.H.W. Francis, C.B.E., R.E.,
Appointed stores superintendent and purchasing agent of the London & South Western Ry., at Nine Elms, as from 1 January 1920.. Col. Francis was formerly in charge of the stores department of the Egyptian State Rys. and during WW1 was responsible for supplies for the Inland Waterways and Docks Dept. of the War Office. Recently he was in charge of the disposal of surplus stores at Richborough.
Major F.T. Wright. 44
Late of the South Indian Ry., who has been serving as Inspector of Ordnance Machinery in France and Mesopotamia, had been appointed assistant chief mechanical engineer of the Royal Siamese State Railways.
Hugh Inglis 44
In the service of the North British Ry. for forty years, retired from the position of chief of the locomotive running department.
W.A. Stanier. 44
Appointed works manager of the Swindon Locomotive Shops, Great Western Ry.
Railway Club. 44
Paper to be read by J. S. Ford Stevens on Goods Train Operation, on 9 March, at 7 p.m. at the Club, 92, Victoria Street, S.W.
Number 331 (15 March 1920)
Metre gauge locomotive, Algerian State Railway. 45. illustration
2-8-0 built R. & W. Hawthorn, Leslie & Co. of Newcastle
4-cylinder 10-coupled freight locomotive, Great Indian Peninsula Ry.
45-7. illustration, diagram (side elevation)
Thirty 2-10-0 built North British Locomotive Co. for wprking 1 in 37 Ghat incline
4-8-2 locomotive, Rhodesian Rys. 47. diagram (side elevation)
Built by Montreal Locomotive Works.
The manufacture of solid steel disc wheels. 48-50. 4 illustrations
New factory at Trafford Park, Manchester for Taylor Bros. & Co. Ltd. Located adjacent to Manchester Ship Canal the firm owned four locomotives, three supplied by Vulcan Foundry (0-4-0STs with outside cylinders and one by Hudswell Clarke & Co.: 0-6-0T Lord Hawke with inside (15½ x 20in. cylinders; coupled wheels 3ft 4½in; total heating surface 706 ft2 and grate area 10.4 ft2 (illustrated). Locomotives paited dark red.
G. Goddard. Smokebox construction and design. 50-2. 3 diagrams
Webb's ash ejector as used on LNWR and Stone's patent spark arrester, variable blast pipe and ash ejector.
E.L. Ahrons. The Swindon Locomotive Works of the Great Western Railway.
52-5. 6 illustrations
Machine tools therein
An early locomotive built by Armstrong Whitworth & Co.
Ltd. 56. diagram (drawing: side elevation)
2-2-2 condensing locomotive of 1848. Source quoted: Alfred Cochrane's The early history of Elswick presented before Elswick Foremen and Draughtsman's Association in 1909
L. Derens. The Dutch Rhenish Railway and its locomotives.
57-9. 2 illustrations, 2 diagrams (including side elevation)
Thirty Sharp, Stewart & Co. 2-4-0 locomotive of 1855/6. See also p. 87
T.H. Sanders. Laminated railway springs. Section II. Manufacture of the spring. Sub-section A. Spring steel. 59-61. diagramm. table
0-6-0 tank locomotive, Gothland Railway, Sweden. 61-2. diagram (side
Nydqvist & Holm of Trollhattan for narrow gauge (0.891m) constructed in 1878
Metre gauge goods locomotives, Rohilkund Kumaon
Railway. 62. illustration
W. G. Bagnall, Ltd of Stafford were building 20 standard F class (outside cylinder 0-6-0) for the Indian State Railways: seven for the Rohilkund Kumaon Railway and 13 for the Bengal & North Western Railway under the inspection of Rendel, Palmer & Tritton, See also errata page 88
A. Wrench. Notes on the Baldwin locomotives with the
Royal Engineers in France. 62-3.
The 500 60cm: strong and good steamers with boilers capable of withstanding bad treatment,
Treble power hydraulic press. 63. illustration
Flanging and stamping press manufactured by Henry Berry & Co. Ltd of Leeds
An early gas lighting system for railway carriages. 63-4
Dublin & Kingstown Railway experimented in 1858. The North London Railway used ordinary coal gas (town gas) stored in bags inn the luggage compartment and replenished at Broad Street station. The Metropolitan Railway used a similar system: being recharged at Hammersmith or at Farringdon Street
New standard screw coupling, Indian Railways. 64. diagram
F.W. Brewer. The large locomotive boiler: some general considerations affecting design. 65-6.
Tender cab for brakemen, El Paso and South-Western R.R. 66. diagram
Number 332 (15 April 1920)
0-10-0 banking engine, Midland Railway. 70-1.
illustration, 2 diagrams.
Fowler four-cylinder 0-10-0 for Lickey Incline
London & North Western Ry. 71
Chairman announced at the AGM that company had purchased Wolvertion & Stony Stratford Tramway in the interest of company's staff at Wolverton Carriage Works.
Narrow-gauge tank engines for India. 72. illustration
W.G. Bagnall Ltd. 2ft 6in gauge 0-6-4Ts for Bankura-Damooda River Ry. and the Burdwan-Kutwa Ry. Built under inspection of Lyle & Brown, consulting engineers. Charles Norman McLeod (Bankura-Damooda Ry.) illustrated
Wm Beradmore & Co. Ltd. 72
LNWR order for ninety Prince of Wales class 4-6-0 locomotives.
Three-cylinder 2-6-0 locomotive, Great Northern Ry.
72-3. illustration, diagram (side and front elevations)
Gresley design: K3 class (but not recorded as such). Full dimensions including those of boiler
Buenos Aires Western Ry. 73
Ordered thirty 4-6-0 locomotives and the Central Argentine Ry. five six-coupled tank locomotives from Bcyer, Peacock & Co. Ltd.
Vulcan Foundry Ltd. 73
Orders for twenty standard 0-6-0 goods engines for the broad gauge Indian State Rys., as well as fifteen for the Madras and Southern Mahratta Ry. and ten for the East Indian Ry.
Baldwin Locomotive Works. 73
Contracts for five engines for the Mysore State Rys., 2-6-2 type, and were to supply six locomotives to the Paulista Railway of Brazil and twenty-five to the Argentine State Railways. They had completed and shipped 85 locomotives for the Poland Government Rys.
North British Locomotive Co., Ltd., 73
Contracts for six locomotives for the Great North of Scotland Ry., as well as three tender and two tank engines for the South Indian Ry.
New "Director" class locomotive Great Central Railway. 74-5. illustration,
diagram (side elevation)
J.G. Robinson design with new style side window cab. No. 506 Butler Henderson illustrated
Lancashire & Yorkshire Ry. 74
Announced at the AGM that would electrify to Oldham and extend on to Shaw and the Royton branch.
London & North-Western Ry. 74
The R.O.D. engines allotted to the L. & N.W. are now having their new numbers painted on in rather small figures, with the same number also on the tender. These are smaller than the R.O.D. number plates, so that presumably the latter can be again attached to the engines, if at some future time they should be handed back again. The Wirral Ry. had acquired another of the 4ft. 6 in .. 2-4-2 tanks, No. 889, this being the third since 1914. Engine building was now in full force again at Crewe; a series of fifteen Prince of Wales class was in hand, Nos. 35, 395, 487, 889, 1113, 1178, 1408, 1422, 1478, 1535, 1542, 1549, 1557, 1694 and 2516. No. 178, 0-6-2 side tank Coal engine, had been withdrawn from service.
T.H. Sanders. Laminated railway springs. Section II. Manufacture of the spring. Sub-section A. Spring steels. 75-6. 2 diagrams
French railway notes. 76
The scarcity of coal had been very acute on the different lines, notably on the State system, whereon only two days supply was often the balance in stock at the chief depots; naturally under such circumstances attention had been again directed to utilizing petroleum fuel and a series of six express engines were to be fitted on the Ouest with different apparatus for experience; the firebox arrangements to be of the latest American type, but the burners will be of different makes. Spraying devices operating independent of steam and air were to be tried.
Shortage of cars on the different electric railways and tramways operating in and around the capital was being keenly felt. All the new cars intended for the electrified suburban lines of the Etat were burned by the Germans before their retreat and there appeared little hope of replacing them in the near future as all builders are full of work. The Metropolitain of Paris was endeavouring to secure new cars from British firms, as also were other transport lines.
Heavier and more powerful locomotives were being designed for the trunk lines, but the limited strength of the present screw coupling (breaking stress = 80 tons) prevents any considerable augmentation of weight of trains hauled; it is therefore doubtful if anything beyond 8-coupled will be built in the near future, although decapods are talked of capable of handling 2,000-2,500 ton trains.
The equipment of the goods trains with continuous brakes is receiving some attention in France, and a special train of 100 wagons is to be fitted with the automatic vacuum brake (similar apparatus to that used on the Austrian Rys.) to enable some trials to be made and experience gained. It is interesting to note in this respect the Nord still employ "simple" (non-automatic) vacuum apparatus on the goods locomotives, to operate the brakes on the engine, tender and adjacent weighted vans, marshalled in front of the trains.
The miscellaneous collection of locomotives and rolling stock to be seen at present on the French Rys. makes a journey most interesting. English, American, German and other vehicles all help to make up the train often hauled by an American loco. with its headlight and bell complete. The small English wagons look sadly out of it when running with the larger French and German ones and the still more business-like looking American bogies. These latter it appears, seen running in almost every goods train, bid fair to revolutionize some of the operating methods of the railways, as they render the small turntables, so generally used in making up trains, useless and unworkable.
E.L. Ahrons. The Swuindon Locomotive Works of the Great Western Railway. 77-83. 7 illustrations, 3 diagrams
L. Derens. The Dutch Rhenish Railway and its locomotives. 86-7. illustration, 3 diagrams (side elevations)
Note. 87. illustration
A correspondent calls our attention to the fact that there were six 2-4-0 engines of the class illustrated on page 57 of our March issue, originally Nos. 31 to 36 of the Dutch Rhenish Ry., and built by Sharp, Stewart and Co. of Manchester in 1856. They were sold in 1861 to the London, Chatham and Dover Ry., by whom they were named Onyx, Emerald, Diamond, Ruby, Amethyst and Pearl. We illustrate Onyx as originally received in the UK, and further particulars, as well as an illustration of Amethyst converted to a side tank, were given in our issues of January, 1902, and March 21, 1903.
W.B. Pearce, 87
Deputy Locomotive Supt. of the Eastern Bengal Ry., has been appointed Locomotive and Carriage Supt. as a temporary measure.
20 ton six-wheeled goods brakes, Great Eastern Railway. 87-8; 89-91.
Annexed drawings and photograph illustrate some new 20-ton goods brakes (all show four-wheel brake vans: sadly next Issue not helb KPJ), which A.J. Hill, chief mechanical engineer, designed and built at the Temple Mills Wagon Shops for the Great Eastern Ry.
North Eastern Ry. 88
Five new three-cylinder 4-6-0 engines, Nos. 840 to 844, were in service.
Great Eastern Ry. 88
No. 1270, the first of the 0-6-0 goods engines with 1500 class boilers was at work. New 4-6-0 express engines up to No. 1562 were at work.
[Rohilkund-Kumaon Ry. errata]. 88
Referring to the illustrated description of the goods engine for the Rohilkund-Kumaon Ry., on page 62 of our last issue, Messrs. W. G. Bagnall, Ltd., draw our attention to the fact that the weight given of 46½ tons, is the total for the engine and tender, the engine accounting for 23¨ tons, and the tender 23 tons full. The coupled wheels were 3 ft. 7 in. dia. instead of,3 ft. 7½ in. as stated.
Great Northern Ry. 88
An articulated bogie train had been put into service in the London district. In the third-class carriages there were no cushions to steal or cut, their place being taken by wooden lathed seats. There were no window straps, simply horizontal iron bars attached to the window sashes, and long thin metal rods took the place of the usual net racks. Ten new 0-6-0 goods engines Nos. 616 to 625, were built at Doncaster towards the end of 1919. There were now 105 of this class in service, Nos. 521 to 625. Kitson & Co., Ltd. of Leeds were to build twenty-five 2-6-0 mixed traffic engines for the G.N.Ry., and an order for fifty locomotives had also been placed with the North British Loco. Co., Ltd.
Mathematics for engineers, Part II. W.N. Rose, . London: Chapman
& Hall, Ltd.
This book is the second volume of the work bearing the above title, and forms one of the Publishers' excellent "Directly useful Technical Series." In commenting on the first volume we drew attention to the great value of the method employed, which is, briefly, to demonstrate all the mathematical processes with which the author deals by carefully chosen examples such as are commonly handled by engineers in every day practice. In this way, not only are processes made clear to the student, but interest is maintained for those who in general might not share the enthusiasm of the pure mathematician for seemingly abstract problems.
Part II. carries us a step further in mathematical study beyond the ground covered by the first volume, and is mainly devoted to most careful treatment of the differential and integral calculus; the latter in particular receiving very thorough attention. The three concluding chapters treat of harmonic analysis, the solution of spherical triangles and the theory of mathematical probability.
At every stage the author is solicitous that the student shall not be carried beyond his depth, and, while employing expositions which commend themselves to the engineer by their facility and breadth of application, he is careful to incur no risk of permitting the assimilation of "rule of thumb" methods without a proper understanding of the theory upon which such operations are based. This principle is of capital importance where graphic mathematics is concerned. Its ease of application is a strong temptation to many, and it is not rare to find graphical systems employed by persons who have but the vaguest notions of the fundamental principles involved.
Author and publisher are alike to be congratulated upon the care that has obviously been taken in revision and the avoidance of typographical errors. We entertain no doubt that the many who have benefited by Rose's first book will derive equal profit and pleasure from his second and concluding volume.
Seen from a railway platform, William Vincent. London: Fisher
Tliis is an exceedingly interesting book, reminiscent of life on the railway from the early sixties [1860s]. Vincent was in the employ of W.H. Smith & Sons, and from being manager of their book stall at Tiverton Junction, he became their district superintendent at Shrewsbury until his retirement in 1908. Before joining W.H. Smith & Sons, Vincent was in the service of Horace Marshall & Sons, who then had the contract for the bookstalls on the South Wales Railway. His first situation was at Cardiff, and he remembers the broad gauge coaches carrying the overflow luggage on the roofs, which were fitted with grid and straps for the purpose. He remembers, too, the iron seat at the back of the broad gauge engines; it was made for the greaser of the train, like a hall-porter's chair, to keep off the wind when running. At the different stations the greaser got down and put yellow grease, like butter, into the axle-boxes, to prevent friction. Vincent was at Neath later, when the Vale of Neath Ry. had third-class carriages running without roofs, or if some had roofs the sides were open, and very pnmitive methods of working the brakes were used on their long coal trains down the heavy inclines from Aberdare. At Tiverton Junction in the days of the Bristol and Exeter Ry., the writer had many interesting experiences. He was promoted in 1865 to Didcot Junction, in 1868 to Taunton, in 1871 to Swansea, High Street Station, and in 1879 to Reading, and many amusing recollections of incidents of these stations are detailed. In 1887 Vincent was appointed manager of the bookstalls at Euston Station, and here he had to do with many interesting personages, while after his appointment as superintendent of the Welsh district with headquarters at Shrewsbury, he had some busy times consequent upon the loss of contracts on the Great Weestern and London & North Western Railways in 1905.
[Some early English locomotives on the Danish Railways.
Eleven 0-6-0 locomotives out of twelve which were built in the years 1868 and 1869 by Stephensons, of Newcastle, were still maintaining the traffic on the Danish State Railways between Oddesund-Thisted and Skive-Sallingsund in Jutland. The locomotives hauled trains up to 460 tons (mixed traffic) with 45 km. an hour as maximum speed. The cylinders were 406, mm. by 560 mm. stroke and the coupled wheels 1384 mm. in diameter; the pressure is 10 kg./cm2 and the weight 28.3 tons in working order without tender. The boilers had been renewed and the tenders altered to get a greater water capacity, but the original construction was unaltered.
One of the locomotives was for some years altered to compound, without success, and then rebuilt. These old locomotives have been cheaper in coal consumption than many locomotives of a later construction and were still doing excellent service. Writer was Mechanical Engineer. De Danske Statsbaner, Aarhus.
(The engines referred to by your correspondent were Nos. 27 to 36, 43 and 44, and were mentioned in the Locomotive Mag, 4 (1899), page 20. Of these No. 28 has been broken up, and the two last mentioned have been renumbered 37 and 38. They have outside cylinders, slightly inclined, and all the wheels, 4 ft. 6 in. diameter, are in front of the fire-box. See annexed illustration of No. 36. E.L.A.)
[Woolwich 2-6-0s] 92
The Government were seeking customers for the 100 2-6-0 engines of the South Eastern & Chatham type being built at Woolwich, and were asking £10,000 each for the same. It is doubtful whether the Midland would accept any of these, as in some instances it is understood they encroach upon the loading gauge of that railway. The Midland are badly in need of engines, and have built no fewer than seventy 0-6-0 superheated goods engines of their No. 4 class (Nos. 3831 to 3901), and it is rumoured many more will be built in the near future. Most of the locomotive shops at Derby will shortly be working overtime in order to cope with the heavy increase of work in making up arrears of maintenance.
Institution of Locomotive Engineers. 92
The officers for the 1920-1921 were :-President: Mr. W. Pickersgill, C.B.E" Caledonian Ry., Glasgow. Vice-Presidents: Mr. H. N. Gresley, C.B.E., G.N.Ry., Mr. C. J. Bowen Cooke, C.B.E., L. & N.W. Ry., and Col. E. Kitson-Clark, Airedale Foundry, Leeds. Council: Messrs J. Clayton (S.E. & & C.R.), W. A. Lelean, of Westminster, B. K. Field (L.B. & S.C.R.), S. H. Whitelegg (M.R.), A. H. Panter (L.B. & S.C.R.), H. W. Dearberg (Beckton), G. Mitchell (Vacuum Brake Co.), H. Kelway Bamber (Leeds Forge Co.), R. P. C. Sanderson (Baldwin Loco. Works), F. Turner (Woolwich Arsenal), A. Cobb (S.E. & C.R.), A. C. Damant (G.E.R.), H. Holcroft (S.E. & C.R.).
North Eastern Ry. 92
Amongst recent withdrawals from service we notice three of the later series of Fletcher 7 ft. express engines: Nos. 75, 362 and 365, as well as 329 and 909 of the earlier ones. Another interesting engine to go is No. 364, which was traditionallv built for the Leeds Northern Ry. by Kitson, Thompson & Hewitson in 1849, and rebuilt at Leeds in 1875. We do not suppose, however, there was much of the original engine left. We also note the disappearance of three of the famous single drivers, two of the 7 ft. 7 in. (1524 and 1525) and one 7 ft. 1 in. (1527).
Number 333 (15 May 1920)
Superheater goods locomotive, Great Eastern
Railway. 93. illustration
Hill 0-6-0 fitted with1500 Belpaire boiler and piston valves
Corporation of Bristol. 93
Agreement with Great Western and Midland Railways to build a new road and tramway on the site of the Hotwells branch of the Bristol Port & Pier Ry.
Great Central Ry. 93
Two Director 4-4-0s Nos. 506 Butler Henderson and 507 Gerald Powis Dewhurst were at work between Manchester and Leicester on the trains leaving at 10.00 and 15.40. About 84 ex-ROD 2-8-0 locomotives had been taken over: they retained their ROD numbers but most were lettered Great Central on their tenders.
Metre gauge mixed traffic engine with Wootten firebox, Bombay,
Baroda & Central India Ry. 94-5. 3 illustrations
Built at Ajmer with 16½ x 22in cylinders 834ft2 total evapporative heating surface plus 164ft2 superhheater
Ealing & Shepherd's Bush Ry. 95
Electrification was in hand of line opened for steam trains in 1917 and would form an extension of the Central London Ry with new stations at Ealing Broadway and at Erconwald Street and North Acton.
Oil fuel burning on the North Western State Ry. of India. 95.
112 locomotives were burning oil fuel. Permanent arrangement had been made in Karachi with an oil pipeline from Kiamari where oil was received by tanker from Persia. The illustration shows a 4-6-0 No. 859 built by North British Locomotive Co.
American-built locomotives for the Belgian State Rys. 96-7. illustration,
diagram (side elevation)
American Locomotive Co. 2-8-0
E.L. Ahrons. The Swindon Locomotive Works of the Great Western Railway. 97-9. 4 illustrations, diagram
Brake efficiency. 100-1
Train heating. 104-5
L. Derens. Dutch Rhenish Railway. 107
T.H. Sanders. Laminated railway springs. 111
Number 334 (15 June 1920)
4-6-0 goods locomotive, London & South Western Railway. 117-18.
illustration, diagram (side elevation)
Urie S15 class (No. 498 illustrated)
North Eastern Ry. 118
Order for 25 six-coupled side tank locomotives placed with Armstrong, Whitworth & Co., Ltd.
North British Ry. 118.
Five 4-4-0 engines of the Glen class, to be followed by five 4-4-0 engines of the Scott class, were being built at Cowlairs. Of the former No. 504 Glen Aladale was already at work working local trains between Glasgow and Lennoxtown, via Kirkintilloch.
Burry Port & Gwendraeth Valley Ry. 118
Engine No. 5, 0-6-0 side tank delivered by Hudswell, Clarke & Co. (WN 1385) in August 1919 had been renumbered 14, owing to the original No. 5 Cwm Mawr (Avonside Engine Co.) not having been sold as was intended.
A similar engine, built to the order of the B.P. & G.V. Ry. by Hudswell, Clarke, in 1916 (WN 1164), was commandeered by the Ministry of Munitions for service at Shoeburyness. It had now been repurchased by the Railway Co. from the Disposals Board, and numbered 15 in the stock. The locomotive stock of this line comprised fifteen engines. Of late years most of the larger railways have adopted hydraulic wheel drops at the big running sheds, finding it easier to have drop pits, to attend to hot boxes, instead of lifting the engine. It is interesting to note that the identical idea has been in operation at Burry Port shed for the past fifty years, simply because they had no crane, and it was practically impossible to lift the large Fairlie tank engines at one time in use on this road. Of course it is a rather crude arrangement compared with the present day installations, but the idea is the same.
From the Publicity Department of the Great Central Ry. 118,
The Magnet of British Commerce guides for Huddersfield and Macclesfield. The object of these guides was to place before the commercial world a complete account of the principal industries and resources of the towns, and to draw attention to the commercial advantages for those choosing sites for new works, factories, etc. Copies can be obtained on application to the Supt. of the Line, Great Central Ry., Marylebone Station.
Three-cylinder fast goods locomotive, North Eastern Ry.
119 + plate fp. 117. diagram (side elevation)
S3 class designed by Sir Vincent Raven, chief mechanical engineer
Darjeeling Himal1yan Ry. 119
Three four-coupled tank locomotives, very similar in design and detail to those in general service on the railway, were supplied by the Baldwin Locomotive Works in 1917. They are numbered 39, 40 and 41. One of these engines was illustrated in our issue for September, 1918. About twelve months back a new spiral was opened for traffic which considerably reduces the grade between Ghoom and Darjeeling. At the former place the line reaches its highest elevation at 7,517 ft, and then it falls nearly 500 ft. into Darjeeling; the major portion of this section embraces a very steep part of the cart road on which the grade is 1 in 13, the deviation which has been made taking the- line away from the road and having a reduced incline of 1 in 30. This reduction in grade at this particular point is of more importance than would appear at first sight, for if the ascent to Darjeeling was continuous the locomotives would perform all their climbing in one direction, viz., "chimney leading," for which they are peculiarly adapted, but as the last stage is in the reverse direction, conditions were against the locomotives when hauling trains bound "down the hill," and division of the loads had often to be performed before the summit could be reached. A new branch from Ghoom to the Nepaul frontier, about 10 miles, is under consideration, and also an extension of 'the Teesta Valley line to Gantok, the capital of Sikkim. The Garratt locomotive illustrated in our March and April, 1911, issues was working regularly between Tindharia and Darjeeling,
Baldwin-Westinghouse electric locomotive, C.M. & St. P. R.R. 120.
diagram (side & front elevations)
Chicago, Milwaukee & St. Paul RR. 4-6-4-6-4 3400hp weight 275 tons.
Narrow gauge military railway locomotives on the Western Front. 120-2.
4-6-0T constructed Hunslet in 1917 with 9in x 12in cylinders, 160 psi and 6150 lbs tractive force. One rebuilt as Spencer
E.L. Ahrons. The Swindon Locomotive Works of the Great Western
Railway.122-6. 5 illustrations, 3 diagrams.
Includes diagram of Duplex turn over plate-moulding machine and photographs of iron foundry, axlebox moulding machines and two photographs of locomotive testing plant (one with 4-4-2 thereon)
Repairing a damaged German locomotive in the Cameroons. 126-7.
The German Kameruns was seized by the British who found that the locomotive stock had been disabled by the Germans, but the Royal Engineers restored them led by Sergeant Robert A. Buchanan who became Assistant Locomotive Superintendent Gold Coast Railway.
The Festiniog Railway and its locomotives. 127-31. 5 illustrations
History and outline of the 1ft 11½in gauge railway. Locomotives illustrated 0-4-0 The Prince, 0-4-0T Mountaineer, 0-4-0 Little Giant and Fairlie 0-4-4-0 Little Wonder (last in plate type illustration)
Doctor Charles Golsdorf. 131-3. 3 illustrations
(including portrait), 5 diagrams
Obituary. Notes simple and reliable starting apparatus for compound locomotives; the means to obtain flexibility in long couplrd wheelbases, such as 0-10-0 type; and lightness in construction.
Boiler management in running sheds. 133-4
T.H. Sanders. Laminated railway springs. Section III. Manufacture of the spring. Sub-Section B. Forging the plates. 134-6. 3 diagrams
L. Derens. The Dutch Rhenish Railway and its
locomotives. 136-8. illustration, map, diagram (gradient profile)
Gradients are between Utrecht and Arnheim. Steam tramways were operated using Merryweather & Sons tramway locomotives, In the Hague such locomotives were required to be condensing.
The Railway Year Book for 1920. Railway Publishing Co. 138
Fifty years of railway life in England, Scotland and Ireland. Joseph Tatlow. Railway Gazette. 224pp. 138
Composite carriage, East African Rys. 139. illustration
First and second class four-wheel built from salvaged material
Number 335 (15 July 1920)
Four-cylinder compound consolidation locomotives, Minho Douro Ry., Portugal.
Supplied by North British Locomotive Company to requirements of Locomotive Superintendent Duro Sequeira. 2-8-0 which had inside high pressure cylinders (approx. 14.75 x 25.75in); outside lowpressure cylinders (23.25 x 25.75); coupled wheels 4ft 3.25in);n grate area 37.4ft2, 2451ft2 total heating surface and operatd at 228 psi,
Great North of Scotland Ry. 141
Four GCR 2-4-0s with outside frames were on loan.
Glasgow and South Western Railway locomotive rebuilds. 142-4. 2
illustrations, 3 diagrams (including 2 side elevations)
R.H. Whitelegg new 435 class rebuilt 4-4-0 type from Manson 8 class: larger boiler 1301ft2 total heating surface, formerly 1205ft2; 18.36ft2 grate area, formerly 18ft2, boiler pressure 170psi, formerly 150 psi, also simplified valve gear (diagrams). 495 class 4-6-0 Nos. 510 and 511 had been fitted with boilers with a larger grate area (2¼ft2 larger) and extended smokeboxes and improved cabs.
Cambrian Rys. 144
Locomotive on 10.15 from Aberystwyth worked through to Shrewsbury and worked the 14.20 return (10.15 from Paddington)
The Highland Railway and its locomotives. 144-5.
Appointment of Frederick George Smith as Locomotive Superintendent. Following an order for four Castle class 4-6-0 to a P. Drummond design, he ordered the River class from Hawthorn Leslie & Co. in Newcastle which were very powerful, but "exceedingly heavy" which led to Smith's resignation. They included Smith's patented smokebox water heater. No. 70 River Ness and 71 River Spey were delivered and ran a few trial trips.
2-8-8-0 simple Mallet locomotive, Pennsylvania R.R.. 146-9. illustration,
W. Paterson and H.C. Baker. Running shed waste material. 149-51.
Ash disposal showing an Armstrong & Rogers machine for disposing smokebox ash in use at Old Oak Common locomotive depot and a washing machine supplied by Summerscales Ltd of Keighley for recycling sponge cloths used in locomotive cleaning.
Midland Ry. 151.
Notable withdrawals included 4-2-2 Nos. 601 (26) and 686 (2602) the latter was one of those with 7ft 9½ driving wheels built in 1900. 800 class 2-4-0: Nos. 51 (818) and 65 (93); 890 class 2-4-0 Nos. 73 (895) and 79 (901); Jiohnson No. 1 class of 1876 No. 151 (70); 4-40 (of 1876): No. 302 (1314) and condensing 0-4-4T Nos. 1281 and 1282.
The Festiniog Railway & its locomotives. 152-4
L Derens. The Dutch Rhenish Railways and its locomotives, 156
T.H. Sanders. Laminated railway springs. 157
Number 336 (14 August 1920)
Two-cylinder compound superheater locomotive, Central Argentine
Railway. 165-6. illustration, diagram (side elevations)
Design of J.P. Crouch, Chief Mechanical Engineer, Constructed North British Locomotive Co.
4-4-4 passenger tank locomotive, Metropolitan Railway.
167. diagram (side & front elevations)
Charles Jones design; built Kerr Stuart & Co.
Mesopotamian Railways; opening of the Basrah to Baghdad Ry. 168-9. illustration
Continuous foot-boards on Indian trains. 170; 171
Locomotive construction at the Schneider Works. 172-4. illustration, 3 diagrams (including side and front elevations, cross sections & plan)
J. Franco. Four-cylinder compound express locomotive for the Java
State Rys. 176-8. illustration, 9 diagrams (including side and front elevations,
cross sections & plan)
3ft 6in gauge Pacific built by Wekspoor of Amsterdam
T.H. Sanders. Laminated railway springs. Section III. Manufacture of the spring. Sub-Section B. Forging the plates. 182-3. 2 diagrams
Caledonian Railway, 20-ton six-wheeled goods brake vans. 184-5. illustration,
diagram (side elevation & plan)
Built Clayton Wagons Ltd., Lincoln. Inside painted stone colour with light blue ceiling. Seats, lockers, etc paited dark stone colour. Exterior red oxide, but ends painted Regal red.
Tiny (preserved at Newton Abbot): 7ft gauge. "August issue"
No 338 (15 September 1920)
London and North Western Railway locomotive "Patriot". 189. illustration
Photograph clearly shows War Memorial nameplate on No. 1914: In memory of the fallen L. & N.W.R. employees 1914-1919.
2-6-0 locomotive, London, Brighton and South Coast Railway.
190. illustration, diagram (side elevation)
"Second dome" contained top feed apparatus; Robinson superheater also fitted
The Dalmuir locomotive works of Messrs. William Beardmore
& Co. Ltd. 195-9. 5 illustrations
Major supplier to Admiralty during WW1, by end of which 42,500 were employed. At Dalmuir gun manufacture was taking place and the Board had decided to switch production to locomotives. Locomotive repair was also performed as backlogs had been forced upon the main railway companies by the demands of carrying wartime traffic. The first locomotive to leave the works was a 2-8-0 freight engine for the East Indian Railway (photograph shows Lady Beardmore on footplate.
J. Franco. Four-cylinder compound express locomotive for the Java
State Ry. 200-3. 4 illustrations, 6 diagrams
Continued from p. 181.
Locomotives of the New Zealand Government Railways. Notes on early and modern types. 204-6. 6 illustrations
T.H. Sanders. Laminated railway springs. Section III. Manufacture of the spring. Sub-section C. Back plates. 206-8. 2 diagrams
Single eccentric valve gear. 210-11. 2 diagrams
Designed by Redington: see also Volume 24 paage 118
New bogie carriages for the Rhymney Ry. 211; 212. 3 illustrations
Bogie coaches with electric lighting but with wooden slat seating! Built Gloucester Railway Carriage & Wagon Co.
J.A. Robinson. 211
Late Outdoor assistant to CME had retired an joined J. & P. Hill of Sheffield
[Fuel shortage in Central Europe]. 211
Switzerland burning wood on its steam locomotives
Lentz valve gear. 211
New design of gear incorporated on Austrian State Railways 0-10-0
A.K. Homan. 212
District locomotive superintendent appointed deputy locomotive & carriage superintendent Oude & Rohilkund Ry.
H.D. Furley. 212.
District locomotive superintendent North Western Ry. appointed deputy locomotive superintendent.
No 338 (15 October 1920)
Pacific type express locomotive, Madrid, Saraggosa-Alicante Ry. 213-14.
American Locomotive Company two-cylinder design
4-6-0 express locomotive class, Great Central Ry. 214-15. 2
No. 1165 Valour with its special War Memorial nameplate: four-cylinder simple
Glasgow & South Western Ry. locomotive rebuilds. 215. 2 diagrams
Whitelegg rebuild of Manson 4-6-0 with boilers with increased heating surface (larger fireboxes and smokeboxes)
A.R. Bennet. The Isle of Wight Railway and its locomotives. 216-18. 4 illustrations, 2 diagrams (side elevations)
Diesel electric railway cars. 222-6. 3 illustrations, 6 diagrams
(including side, front/rear and cross sectional elevations and plans)
Swedish (ASEA) standard and narrow gauge railcars.
Burry Port and Gwendraeth Valley Ry. 226.
Train of North London Ry. carriages overhauled and repainted at Wolverton Works for service on this line. Railway considering fitting these with electric lighting. Locomotives with a hooter in addition to the whistle to enable driver to call upon the guard to apply brake.
Great Central Rly ordered ten four-cylinder express locomotives and tenders from Vulcan Foundry and five from Beyer, Peacock & Co. Ltd
[Kalabagh Bannu]. 226
2ft 6in gauge feeder line in India ordered seven 2-8-2 tender locomotives from North British Locomotive Co. Ltd.
T.H. Sanders. Laminated railway springs. Section III. Manufacture of the spring. Sub-Section C. Back plates. 227-8.
L. Derens. The Dutch Rhenish Railway and its
locomotives. 228-31. 2 illustrations, 2 diagrams (side elevations),
See also Volume 33 page 136 for further information provided by F. Achard
[NER appointments]. 231
R. Pick, manager of the carriage works at York retired and was succeeded by Lt. Col. E. Thompson, manager of carriage & wagon department of the GNR at Doncaster
Cambrian Rys. 231.
Two of the large 4-4-0 express engines, Nos. 93 and 98, were fitted with the Wakefield mechanical lubricator, with feeds to the axleboxes, as well as the cylinders, etc., and driven off the driving axle by a return crank. No. 98 had been stationed at Aberystwyth working the special London express to Shrewsbury and back during the summer months.
Alexandra (Newport and South Wales) Docks and Railway. 231
The latest additions to the stock of this Company were two 0-6-0 side tanks built by Kerr, Stuart & Co. for the Railway Operating Department. Their Nos. on the Alexandra Docks Ry. were 34 and 35.
[Pullman cars]. 231
Several new cars of a modified Pullman design were approaching completion at the works of the Birmingham Railway Carriage & Wagon Co., and would be ready for service on the South-Eastern & Chatham Ry. by the end of October.
South-Eastern & Chatham Ry. 231
Three more of the 810 class of 2-6-0 tender engines were running, Nos. 811 to 813, and two more were nearing completion at Ashford.
North British Ry. 231
The last of the twelve new Glen engines were now running: Nos. 494 Glen Loy, 495 Glen Mallie, and 496 Glen Moidart.
W. Paterson and H.C. Webster. Locomotive turntables. 232-4.
Suggests that loop is a much better option (and shows plan for such a layout) and then moves to balancing mechanisms
Four-wheeled hopper ballast wagons, Bengal-Nagpur Ry.
234-5. 2 illustrations
Vacuum brake fitted supplied by Birmingham Railway Carriage & Wagon Co. under inspection of Sir John Wolfe Barry, Lyster & Partners. See also p. 257 for diagram & plan
Institution of Locvomotive Engineers. 235. illustration
Includes group photograph taken on 23 September 1920 around 1500 classs 4-6-0 at Stratford (see Journal page 325). Also meetings and visits.
Railway machiery at the Olympia Exhibition. 236
Machine Tool Exhibition: first since 1912
No 339 (15 November 1920)
4-4-4 passenger tank locomotive, Metropolitan Railway.
Manufactured to design of Charles Jones by Kerr Stuart & Co. Ltd. No. 103 illustrated
North Eastern Ry. 238
Locomotives withdrawn included: single-driver express Nos. 1523, 1526, 1528 and 1529; two McDonnell 4-4-0s Nos. 180 and 664 and Fletcher 901 class No. 640, tank engine No. 69 and 0-6-0 No. 203.
4-6-0 locomotive: Nigerian Rys. 238-9. illustration, diagram (side
Nasmyth, Wilson & Co. for 3ft 6in gauge
Four-coupled bogie saddle tank, Great Western Railway.
239-40. 2 illustrations, diagram (side elevation)
Dean WN 1094 RN 13 constructed as 2-4-2BT; rebuilt as 4-4-0ST
W.J. Barker. Notes on North Eastern Railway engines.
240-1. 2 illustrations
Wilson Worsdell R class 4-4-0: described: noted mileages achieved by members of the class between construction and 1902 and significance of W.M. Smith piston valves
Three-cylinder 2-6-0 locomotive, Great Northern Ry. 255
Photograph of No. 1001 (Supplement missing from copy examined).
Great Northern Ry. 255.
No. 1421 (four-cylinder Atlantic) converted to standard two-cylinder layout. Latest 0-6-0 goods locomotive No. 630. GNR offer for sale: five 0-6-0 goods engines and two four-coupled passenger tank engines
Tank locomotive, Belfast, Holywood and Bangor Ry. 255. illustration
2-4-0T No. 5 built by Yorkshire Engine Co. Ltd. in 1870
Hopper ballast wagon, Bengal Nagpur Ry.
In October issue there are two illustrations and a description of a 20-ton capacity hopper wagon built by Birmingham Railway Carriage & Wagon Co., Ltd., at the Smethwick Works, to the order of the Bengal Nagpur Railway and to the designs and under the inspection of Sir John Wolfe Barry, Lyster & Partners. The annexed drawing of one of these vehicles clearly illustrates the details of the mechanism for discharging the ballast. It will be noticed the two bottom doors can be operated independently of each other, so that the wagon discharges on either side or in the centre of the track. The wagons were provided with the automatic vacuum brake operating on all the wheels. There was also a hand-brake having operating wheels on either side, as well as one on the platform, which is worked in conjunction by means of gearing.
Bengal-Nagpur Ry. 257
Twenty-five 2-8-0 goods engines have just been completed by the North British Locomotive Co., Ltd., forming part of an order for forty-five. Known as the H.S. class, these engines are designed to handle trains of 1,600 tons on the main line. To bring them into line with latest practice, several modifications in the design have been made as compared with earlier engines of this type on the B. N. R. Top feed arrangements have been used, and the main steam pipe brought outside the smoke box from the superheater header to the piston valves. The engines are fitted with the Robinson superheater and latest design of piston valve. Walschaerts valve motion used. The outside cylinders were 21½ in. diameter by 26 in. stroke driving on to the third pair of coupled wheels; coupled wheels 4 ft. 8 in. dia., leading truck wheels 3 ft. dia., working pressure 160 psi. Total heating surface 1,757 ft2. Grate area ft2. In working order the engine weighed 66.9 tons and the tender 41.55 tons.
Alex. Spencer. 257
Elected a director of Vickers, Ltd., to fill the position recently vacated by Dudley Docker. Spencer was a director of the Metropolitan Carriage, Wagon & Finance Co. and Metropolitan-Vickers Electrical Company, Ltd.
Birmingham Carriage & Wagon Co. 257
Building third-class bogie carriages for the Barry Ry.
Institution of Locomotive Inspectors and
Courtesy G.H. Mitchell, managing director, a party of fifty-two members of the Institution visited the works of the Vacuum Brake Company (Gresham and Craven) at Manchester, on Saturday, 25 Septwember, being shown over by P. Gresham, who afterwards addressed the members on the Vacuum Brake, a discussion then taking place, and an instructive and interesting meeting held. The members were also entertained to tea by the Company. The Annual Meeting of the Institution was held on Saturday, the 23rd ulto. at the Ambulance Room, S.E. & C. Ry., Victoria Station, London, at 3 p.m., and the first meeting of the season 1920-1921 will be held on Saturday, the 27th inst., in the same hall, when R.P.C. Sanderson, of the Baldwin Locomotive Works, will read a Paper on Acetylene welding in locomotives. Intending visitors should communicate with the Secretary, R. C. Cooper, S.E. & C. Ry., London Bridge.
Cravens, Ltd., of Darnall, Sheffield. 257
Secured contract from the Egyptian State Rys. for fifty 30-ton bogie wagons.
Great Eastern Ry. 257
Placed order for sixty-four carriage underframes and bogies with Clayton Wagons, Ltd., of Lincoln.
London & North-Western Ry. 257
New series of four-cylinder Claughton class locomotives: Nos. 85. 98, 103, 201, 499, 808, 1092, 1096, 1097 and 1133. Further batch of similar engines would he put in hand at Crewe. No. 1934 Blenheim, four-cylinder compound passenger engine, converted to Renown class, i.e., two-cylinder simple, while No. 1241. four-cylinder compound mineral engine, had been simplified and superheated. Another 5 ft. 0 in. 0-6-2T adapted for motor work, No. 16. The last remaining Webb 4-6-0 compound goods engines had been scrapped No. 2059. No. 3501, Special DX goods, was still working on the Highland Ry. One of the 0-8-2T shunting engines. No. 289, had been lent to the Wirral Rly. Several 4 ft. 3 in. compound mineral engines were being repaired at Beardmore's, Glasgow.
Isle of Wight Ry. 257. illustration
A correspondent had sent original of the photograph herewith reproduced of the Carrier, one of the train ferry steamers stated by A. R. Bennett, in his Isle of Wight Railway article to have been purchased by the L.B. & S.C. Ry.: from the North British Ry., which had no further use for her and her sisters after the opening of the Forth Bridge. It was then used on the L. B. & S. C. ferry service between Langstone Harbour and St. Helen's, I. W. The steamer alongside of which she is lying is the famous Newhaven-Dieppe paddle-wheel mail steamer Bordeaux. In the sheltered waters of the Forth the Carrier type did well, but the heavy seas which occur between the points named under the influence of a brisk east wind proved rather more than she had been designed to cope with. She had always a double line of trucks on board, full one way, empty the other.
Railway machinery at the Olympia Exhibition. 258
Machine Tool Exhibition
"Allen" piston rings. 258
Claims applicable to every type of engine
Small electric locomotives and rail vehicles. 259. 3 illustrations
Manufactured by British Electric Vehicles Ltd. powered by electric battery
Le mécanician de chemins de fer. L. Pierre
Guédon, 3rd edition. Paris: Dunod. 763pp.
Divided into three parts; the first, devoted to an historical outline, development and classification (which is copiously illustrated) serves as a most useful introduction to the second part, which contains several chapters covering a detailed description of the various components of the locomotive engine and their respective functions in the following order: boilers and superheaters, driving motion, valves and valve gears, framing, wheels and suspension, tenders and brakes. This section also includes a valuable chapter on steam as a motive agent, calculations of power, tractive force and resistance, and fuel and water consumption. The third and final division deals with the construction, operation and maintainance of railway engines, and concludes with a brief note on the use of steel for fireboxes and the employment of oil fuel; both matters now attracting much attention in France. A very comprehensive alphabetical. index is provided, and there are 512 drawings and photographic illustrations embodied in the text, besides two folding plates and several tables. Although the title of the book suggests that it has been specially written for the man on the footplate, it may well be studied with profit and pleasure by the higher ranks of engineers; especially by those who wish to obtain some insight into the characteristics of modern French locomotive practice.
Repairing of locomotives. E.L. Ahrons, 51
pp., 43 figs. Price 3s. 6d. The Locomotive Publishing Co., Ltd., .
A book dealing with repairs under running conditions has long been a desideratum in British locomotive literature, and it is a recognition of this fact that has prompted the author (as he tells us in his preface) to undertake the compilation of the work under notice.
It is intended, we understand, ultimately to issue five books upon this subject, the scope of each being indicated as follows: I., Examination, stripping, boiler defects; Il., Boiler and firebox repairs; Ill., Boiler fittings, superheaters, accessories, etc.; IV., Framing, wheels, axles, springs, axleboxes; V., Cylinders, motion. In this first section the various operations coming under the appropriate heading are dealt with in a very concise manner, together with suitable descriptions of the tools and methods commonly employed. The information imparted has been derived from the author's extensive personal experience, and from authoritative sources; and whilst no attempt has been made to write a highly technical treatise, there is little doubt that this series of monographs will appeal to young engineers, students, and to others interested in the practical side of locomotive repairing and maintenance.
The Institution of Locomotive Engineers. 260
On Tuesdav, October 5th, a large party of members of the Institution of Locomotive Engineers visited the works of Messrs. Taylor Bros. and Co., Ltd., at Trafford Park, Manchester. Conveyances were provided by the firm from Central Station, Manchester, to the Works, where the party were received by Messrs. G. R. T. and T. L. Taylor. Great interest was taken in the various processes of manufacture, which were described in the Magazine recently. Refreshments were provided in the works' canteen, where a vote of thanks was accorded to the firm by Mr. J. W. Smith, President of the Manchester Centre of the I.L.E., and seconded by Mr. H. Kelway-Barnber, M.V.O., of London.
A meeting of the Members of the same Institution took place on the 12th ulto. at Leeds. In the course of the afternoon they visited the works of Messrs. Kitson & Co., Ltd., where they were able to inspect some specially interesting four-cylinder 0-6-6-0 articulated locomotives of the Kitson- Meyer type, destined for the Colombian National Railway, in South America. One of these engines was run under its own steam on a short length of track at the works. The large flanging furnace in the works was of considerable interest to the visitors. By a combination of gas under pressure, hot- air under pressure and oil, the heat required for large and thick plates is obtained and maintained without oxidation and without smoke. Several important officials of the British railways were present, and each visitor received a souvenir card which gave a few interesting particulars of the firm's history, and a collection of drawings and documents was on view, dating from the establishment of the firm in 1839. In the evening a meeting was held at the Philosophical Hall at which Col. Kitson Clark read a paper on " Articulated Locomotives," beginning with a short historical outline and going on to a particularly interesting description of the Kitson- Meyer type. The lecture was illustrated by numerous lantern slides, and a short discussion took place afterwards. On the 17th inst., Mr. W. V. Rawlings will read a paper on "Brake efficiency" at Caxton Hall, Westminster. At the Leeds Philosophical Hall, Part II. of the late Mr. T. Thompson's paper on "Locomotive Building Practice" will be read on Dec. 14th, by Mr. Thompson, Junr. Before the Manchester Centre at the College of Technology, Mr. J. H. Haigh, of Horwich, will read ,a paper on "The Locomotive as a Vehicle" on Dec. 3rd.
On Friday, October 29th, the inaugural meeting of the Scottish Centre was held in the Societies Room of the Technical College, Glasgow. The meeting was largely attended and represented the railway locomotive engineers, the private builders of rail- way locomotives and rolling stock, and representatives of the steel trades and allied firms. The President, W. Pickersgill, C.B.E., locomotive superintendent of the Caledonian Ry., opened the meeting and after briefly setting out the objects of the Institution, formally proposed that a centre be established in Glasgow, with Mr. R. H. Whitelegg, chief mechanical engineer, G. & S.W. Ry., as Chairman of the Centre. The proposition was seconded by Mr. J. Keydon, C. Ry., Motherwell, and carried unanimously. Mr. Whitelegg delivered an interesting address and a review of the Institution from its inception to the preesnt time. The following gentlemen were nominated and accepted as officers of the Centre :-Mr. W. Chalmers, N.B. Ry., vice-chairman. Members of the Council: Messrs. H. Reid, N.B. Loco. Co.; I. Kempt, C. Ry.; J. P. Grassick, N.B. Ry.; G. W. Chalmers, of Hurst, Nelson & Co. ; J. Steele, of R. Y. Pickering & Co.; A. Campbell, N.B. Ry. ; W. H. Moodie, C. Ry.; D. Smith, G. & S.W. Ry.; J. Keydon, C. Ry.; and C. Fawcett, of Beardmore & Co., Ltd. Hon. Secretary :-D. G. Cowan, C. Ry., St. Rollox Works, Glasgow.
No 340 (15 December 1920)
4-6-0 locomotive Bengal-Nagpur Ry. 261; 262. illustration, diagram
Robert Stephenson & Co. Ltd product to design of A.C. Carr, Chief Mechanical Engineer under inspection of Sir John Wolfe Barry, Lyster & Partners
Four-coupled bogie express loco. Highland Railway. 262-3. diagram
No. 73 Snaigow: C. Cumming design built by R. & W. Hawthorn, Leslie & Co.
Great Western Ry. 263
There are now nearly 200 of the 2-6-0 mixed traffic engines in service. Seven more of the 4700 class 2-8-0 mixed traffic engines are under construction at Swindon, Nos. 4701 and 4702 being in service. Several 0-6-0 goods engines are being repaired at the Parkhead Works of Messrs. Beardmore. The 4-4-0 tender engines Brunel, Gooch, Armstrong and Charles Saunders had been rebuilt with standard driving wheels 6ft. 8¾ in. diameter, similar to the Flower class. The single line viaduct approaching Penzance of fifty-one spans, supported on timber piles, is being replaced by a solid embankment, sufficiently wide to take a double road, as well as a future engine line connecting Penzance station and the sheds at Ponsandane. When completed the large 4-6-0 engines will be permitted to run through to Penzance; at present they are not allowed beyond Marazion.
W. Gratwicke and E.N. Bowman. 1-C+C-1 electric freight locomotives for the Swiss Federal Railways Administration. 264-7. 4 diagrams (including general arrangement drawings side and front elevations)
Caledonian Ry. 267
Some three-cylinder 4-6-0 express engines "under construction"
London, Brighton & South Coast Ry. 267
Latest Mogul tender engines to be completed Nos. 347 and 348
A.R. Bennet. The Chronicles of Boulton's Sidings. 268-9
Locomotives of the New Zealand Government Railways. 270-3. 7 illustrations
Clarence O. Becker. The La Paz-Yungas Railway, Bolivia. 273-6. 2 illustrations, map
Drop hammer stamping in railway works. 276-81. 4 illustrations, 6 diagrams
T.H. Sanders. Laminated railway springs. Section III. Manufacture of the spring. Sub-Section C. Back plates. 282-3. 6 diagrams