The Locomotive Magazine and Railway Carriage and Wagon Review
Volume 30 (1924)

key to all volumes

Number 377(15 January 1924)

New surburban tank locomotives, London & North Eastern Ry.– Great Eastern Section. 1. illustration
N7 class 0-6-2T built at Stratford Works: No. 960E illustrated

New 2-8-2 type Lentz valve gear locomotive for the Eskdale (15" gauge) Ry. 4-6. 5 illustrations

Progress of luxury travel. 7-14. 6 illustrations, 5 diagrams
Begins with showing a device (with diagram) for transferring the body of a diligence (road carriage) onto a flat truck on the London & Birmingham Railway; diagrams of an early Belgian Railway first class coach; a composite carriage for the Versailles Railway; an early bogie coach for the Vienna-Brun and Strasbourg-Basle; Pullman cars as used by the Midland Railway and then contemporary developments of Pullman services on the London, Brighton & South Coast and London & North Eastern Railways (latter showing interior of car named Iolanthe for the Leeds, Harrogate and Newcastle service).

Travelling cranes for railway service. 17-20. 4 illustrations, diagram

Travelling railway substation. 21-2. illustration
Supplied by Società Nazionale delle Officine di Savigliano and capable of inputting high voltages (60,000 to 102,000 volts)

E.L. Ahrons. The locomotives of the Glasgow and South-Western Railway. 23-5. 3 illustrations, diagram (side elevation)
Manson 375 class 4-4-0 with larger boilers than on No. 8 class (four of which were rebuilt from) and 15 new engines built at Kilmarnock; also small 0-4-4T built for shunting at locations like Ardrossan and heavy 0-4-0ST mainly used at Greenock

Coat of Arms of the London and North Eastern Railways. 25. illustration

T.H. Sanders. Laminated railway springs. Section IV. Spring suspension. Sub-section B. Carriages and wagons. 26-7. 4 diagrams

Obituary. 37
C.T. Broxup. Incorrect date of death given: see Broxup

A.W. Macalay of Skefko Ball Bearing Co. Ltd.

Number 378 (15 February 1924)

New 3-cylinder mineral engine, London & North Eastern Ry. 39. illus.
O2/2 built to composite loading gauge: No. 487N illustrated

Superheater locomotives for the London, Midland and Scottish Ry., Northern Counties Committee. 40-1. 2 illustrations.
4-4-0 and V class 0-6-0. Addenda p. 102.

East Indian Railway locomotive rebuild. 44-5. illustration, diagram (side elevation)
0-8-0T for shunting converted from an 0-6-0: 5ft coupled wheels, 18½ x 26in. cylinders

London and North Eastern Ry.—Norh British Section. 45
Superheating Reid's earlier locomotives: first 0-6-0 No. 200 had been superheated and fitted with mechanical lubriators and extended smaokebox and sandboxes. 1906 Intermediate class Nos. 890, 893, 888 and 885 superheated, but retained external admission piston valves. Non-superheater Scott class to be fitted with superheaters. The first 1911 Atlantic No. 902 Highland Chief had been superheated
North Eastern Railway 0-8-0 goods and Great Central 2-8-0 which had been wotrking between Thornton and Aberdeen had returned to England.

Another new rail motor for New South Wales. 45-6. 2  illustrations
Rail Motor No. 3 built at Eveleigh car & wagon shops in Syndey with seats for 24 second-class and 21 for first powered by a Thorneycroft six-cylinder Z6 engine with benzine (petrol) as fuel.

[J.G. Robinson]. 46
Appointed duirector of Beyer, Peacock & Co. Ltd.

Albert Jacquet. An old Belgian "single " locomotive. 48-7. 2 diagrams (side elevations)
Belpaire 0-4-2 or 2-4-0 as tender (carrying water only) was at rear and cab was at front built in 1865 by Société de Couillet WN 123 running number 265 and known as Dragon Belge. It was unsteady and was rebuilt as a 2-2-2 in Malines Arwenal in 1871 and thereafter worked King Leopold's train, but ended its working life on light expresses connecting with the Antwerp to Harwich steamers.

The Wolverton and Stony Stratford Tramway. 48-9. 3 illustrations
Lists motive power and includes details of freight formerly carried. Information proovided by Major C. Mason formerly manager of the Wolverton carriage works.

Greatr Western Railway old tank engines. 49-50. 3 illustrations
Oruiginally built for West Cornwall Section of South Devon Railway in 1875 and reconstructed at Swindon as standard gauge 2-4-0T engines with domeless boilers. Nos. 1298 and 1399 worked  the Tiverton branches. No. 1299 was a crane tank employed in Swindon Works (all illustrated).

F.W. Brewer. The Great Northern  Atlantic type express locomotives. 50-3. 2 illustrations
Superheating and Grresley rebuild of No. 279 as a four-cyliner locomotive in 1915.

Great Western Ry. 53.
B. Giles had retired from the position of locomotive, carriage and wagon superintendent at Wolverhampton after fifty-one years' service on the G.W.R. E.G. Wainwright, divisional superintendent at Newton Abbot, had been appointed divisional superintendent at Wolverhampton in succession to Giles. O. Barker, who had held the position of divisional superintendent of the Central Wales division since the absorption of the Cambrian Railways, had been appointed divisional superintendent at Newton Abbot. E. Colclough, who had acted as locomotive works manager at Oswestry for the Cambrian Rys, since 1909, and continued to hold that position since amalgamation with the G.W.R., had been appointed to succeed Barker as divisional superintendent of the Central Wales division.
The programme of new engines to be built at Swindon covered the following types :-4-6-0 (four-cylinder), 2-8-0 tanks, 2-6-2 tanks and 0-6-2 tanks. Fifty additional tank engines for working coal trains in South Wales have been authorized. To avoid changes en route engines were working through from Birmingham to Paignton (202 miles), Paddington and Carmarthen via Gloucester (245 miles) and Paddington and Chester (195 miles).

Automatic couplings in relation to transition period. 53-4..
Trials in France to establish if buffer locking occurred. Coupler designed by Usines Emile Henricot

Railways in industrial plants. 54-60. 9 illustrations. 3 diagrams
Narrow gauge locomotives supplied by Motor Rail and Tram Car Co. of Bedford: Simplex type, Baldwin petrol locomotives, Berliet petrol locomotives; Messrs Lake and Ellliott of Braintree locomotive with Fordson tractor engine, H.K. Porter locomotives driven by compressed air, Nasmyth Wilson petrol electric locomotives supplied to War Office, bolster wagons manufactured by Francis Theakston Ltd , S.J. Claye Ltd ingot bogie capable of conveying very heavy loads.

T.H. Sanders. Laminated railway springs. Section IV. Spring suspension. Sub-section B. Carriages and wagons. 60-2. 2 diagrams

Gas mantles for railway vehicles. 62-3.
W.M. Still & Sons Ltd with factory at Old Southgate. manufacture and testing is described

An old L. & N.W.R. goods engine. 64. illustration
0-6-0 No. 1824 illustrated: originally No. 870 supplied by Fairbairn & Co. in 1853.

Number 379 (15 March 1924)

4-6-4 type, side tank locomotive for British Guiana Ry. 71-2. 2 illustrations
Hunslet Engine Works; inspected by Crown Agents; standard gauge; 4ft coupled wheels; Belpaire boiler; 923.7ft2 heating surface; 18ft2 grate area; 16 x 22in cylinders.

Institution of Locomotive Engineers Annual Dinner. 72.

[LNER three-cylinder 2-8-0s: mechanical lubricators]. 72

Empire Exhibition, Wembley. 73

Passenger locomotives for the Bombay, Baroda & Central India Ry. 72; 73. 2 illustrations
William Beardmore & Co. Ltd of Dalmuir supplied 25 4-6-0 passenger locomotives: illustrated by works photograph and most of output on quayside awaiting shipment on SS Belfri. Locomotives had 21½ x 26in cylinders; 6ft 2in coupled wheels; 160 psi boiler pressure; 1846ft2 total heating surface and 32ft2 grate area.

Southern Ry. L.&S.W. Section. 73

Garratt locomotives for the Hafod Copper Works. 74-7. 2 diagrams (including side & front elevations), 2 plans + Supplement (3 illustrations of locomotive at work on 1 in 20 gradient)
0-4-4-0 type supplied by Beyer Peacock & Co. to Vivian & Sons and shows close involvement of Captain Hugh Vivian

Steam rail motor, No. 2 Jersey Railways and Tramways Company. 77-81. 3 illustrations, 2 diagrams, map
Second Sentinel Wagon Works Ltd steam railcar with Cammell Laird body acquired by Jersey 3ft 6in gauge system and demonstrated to visiting engineers and railway officials on 21 February 1924. Party included C.E. Cockburn of Cammell Laird, H.V. Gaud of Sentinel Wagon Works, H. Kelway-Bamber of Cammell Laird, E.B. Renouf (Deputy Chairman Jersey Railways), C.J. Le Quesne (Director JRT), W.N. Poigndestre (General Manager JRT), J. Davis (Consulting Engineer, NSW Gov. Rlys), A.C. Carr (Consulting Engineer, Bengal Nagpur Ry), W.H. Woolnough (Consulting Engineer, Commonwealth Rys), J.S. Tritton, H. Rudgard (LMS), E. Ciroux (Paris-Orleans Ry). The rouute included a section with sharp curvature and 1 in 40 gradients.

A new seat for railway carriages. 81. diagram
Bowden Patent Seat made from spring steel strips.

Internal combustion rail coach, Barbados Railway. 82-3. illustration, diagram (including sectional side elevation), plan
Drewry Car Co. Ltd. 2ft 6in gauge seating 44 passengers. Petrol engine; trials performed on Leek & Manifold Valley Light Railway.

Recent accidents. 83

L. & N.E.R. G.N. Section.
At Boston on 19 October 1923: Collision between light engine (4-4-0 No. 1384) and passenger train (hauled by Atlantic No. 988) which led to derailment of both locomotives and injuries to crew of light engine and three passengers: caused by failure of fireman to read signals correctly.

L. & N.E.R. G.N. Section.
At Doncaster on 1 December 1923: collision in dense fog between express passenger train from York hauled by 2-6-0 No. 1691 colliding with rear of passenger train from Leeds in platform. Major Hall questioned whether signalling gave driver sufficient warning.

Heavy shunting locomotive for an American automobile factory. 84. illustration.
Outside cylinder 0-8-0 built Lima Locomotive Works for Ford Motor Company. Firebox arranged to burn soft coal had arch tubes. See letter from William T. Hoecker on page 230.

Southern Pacific RR. 84
Claimed longest regular locomotive working in world: 815 miles from El Paso, Texas to Los Angeles: passenger trains worked by 4-8-2 type. See letter from William T. Hoecker on page 230.

T.H. Sanders. Laminated railway springs. Section V. The testing of springs. Sub-section A. Scragging and load-testing. 84-6. 2 illustrations.

Erratum. 86
Figure 219 (Issue 378): buffing spring resistance

The essential factors in steam locomotive design. 86-8.
Abstract of paper by T. Grime read before Association of Engineering and Shipbuilding Draughtsmen

E.L. Ahrons. The locomotives of the Glasgow and South-Western Railway. 89-91. 3 illustrations, 2 diagrams (side elevations)
Continued from page 25

"The North-Western Limited." Chicago & North-Western Ry. 91-2. illustration.

L. Derens. The development of the goods locomotive in Holland. 96-8. 2 illustrations, 2 diagrams (side elevations)

An improved form of steam-driven tender. 98-9. diagram
Although does not mention Poultney this is clearly based on GB 262,360

The G.W.R. standard "Leitner" electric train-lighting system. 100-2. 3 diagrams.
Dynamo, battery, switcing systems under control of guard.

London, Midland & Scottish Ry.—Highland Section. 102
Engines and carriages were still being turned out of the paint shop at Lochgorm, painted the familiar Highland green and lettered "Highland Ry." On the northern section there are a number of Midland bogie carriages, early type, at work, and on the Keith section a few six-wheelers. These are lettered L.M.S. and bear a board on the end "On loan to Highland Ry." Since the introduction of dining cars on the Wick trains these were almost entirely worked by the Castles or 4-6-0 engines of the 80 class.

L.M. & S.R. Northern Counties Committee. 102
Referring to the description of the new superheater engines for the N.C.C. in our last issue, W.K. Wallace, locomotive engineer of the Railway, had sent particulars of the wheelbase and weight distribution of the 4-4-0 passenger engine and tender and 0-6-0 goods engine and tender.

Messrs. Beyer, Peacock & Co., Ld., 102
Awarded contract for a 2-6-2+2-6-2 Garratt articulated locomotive by the India Office for service on the North Western State Ry., 5 ft. 6 in. gauge. It was to be tried in competition with the huge Baldwin Mallet engine illustrated in our December issue. Its estimated weight in working order is about 166 tons, of which 108 tons will be on the coupled wheels. The tractive effort at 75%. boiler pressure will be 47,100 lb. The Vulcan Foundry, Ld., had on order for the North Western Ry. of India fifty-five locomotives of the 2-8-0 and 0-6-0 types, and also ten for the Bombay, Baroda and Central India Ry, This firm is also busy on twenty 0-6-0 tank engines for the London, Midland and Scottish Ry., as well as twenty engines for the Bengal Nagpur Ry., of the 2-8-0 and 0-6-0 types.

[Nitrate Rys. of Chili]. 102
Yorkshire Engine Co., of Sheffield, were building six articulated locomotives for Chile.

Great Western Ry. 102
William A. Stanier, works assistant to the Chief Mechanical Engineer, had been appointed principal assistant to the Chief Mechanical Engineer. John Auld, formerly locomotive superintendent of the Barry Ry., had been appointed docks and personal assistant to the Chief Mechanical Engineer.

"D.P." Kathanode" Separation. 102
Testimony of the value of D.P. Battery Co.'s Patent Kathanode Separation is contained in the report of a Colliery Company, which reads as follows:- "During the past sixteen months the average life of Accumulator Plates used for 2 volt Miners' Electric Lamps at this Colliery has been ten months. Experiments with the same type of Plate fitted with Kathanode Separators show up to the present a life of eighteen months. These Plates are still in use, and on examination, it is estimated that they will last four months longer."

Number 380 (15 April 1924)

New 4-6-0 mixed traffic engines, Southern Railway (L. & S.W. Section). 111. illustration.
H15

New Pacific type locomotives, London & North Eastern Ry. (North Division). 112. illustration.
Cartazzi trailing trucks fitted to this series of Raven A2 class Pacifics.

The evolution of passenger travel on the Great Western Railway. 113-17. 8 illustrations
Further information on photographs see letter p. 196

W.E.S. Brown. The Wirral Railway. 122-5. 4 illustrations, map

Number 381 (15 May 1924)

The Arthur's Pass railway & tunnel, Midland Railway of New Zealand. 141-2 + plate. 5 illustrations
Otira or Oteira Tunnel and railway electrified at 1500V dc with its own hydro-eelctric power house had English Electric equipment and locomotives. The line opened on 4 August 1923 and a special train hauled by two North British 4-6-2 Ab class was run from Christchurch to Arthurs Pass.  

"Batic" type tank locomotive, L.M.& S. Ry. 142-4 + folding plate. diagram (side elevation), plan.
Sectionalized diagrams included.

"Garratt" articulated locomotive L. & N.E.R. 144
Order placed with Beyer Peacock for 2-8-0+0-8-2. Item refers to a locomotive with only four 21 x 26in cylinders

Two-cylinder superheated freight locomotives, Polish State Rys. 145-9. 3 illustrations, 4 diagrams (including side elevation and plan), 3 tables.
2-10-0 for Sosnowice to Warsaw line for hauling heavy coal trains. Results of tests on German Railway Administration's trial line.

W.E.S. Brown. The Wirral Railway. 149-51. 4 illustrations

G. Willans. Locomotive feed water heating and boiler feeding. 151-3

T.H. Sanders. Laminated railway springs. Section V. The testing of springs. Sub-section A. Scragging and load-testing. 153-5. 4 illustrations, diagram

F.W. Brewer. "Large-wheeled" British 0-6-0 tender engines. 156-8. 2 illustrations

E.L. Ahrons. The locomotives of the Glasgow and South-Western Railway. 160. illustration.
Peter Drummond large 4-4-0 built North British Locomotive Co. Ltd. at the Queen's Park Works in 1913: WN 20128-20133, original RN 131-6 but renumbered 331-6 in 1919. Total heating surface 1884ft2 and 27.6ft2 grate area. Boiler fed by Weir feed pump. Inside cylinder piston vlaves actuated by Walschaerts valve gear.

Indian State Railways. Bogie rail and timber trucks. 161-2. 2 illustrations
Built by Cravens Ry. Carriage & Wagon Co. Ltd of Sheffield to IRCA standards for service on broad gauge and metre gauge sections.

Number 382 (14 June 1924)

Mikado type locomotive for the Kassala extension line, Sudan Government Rys. 167. illustration.
Ten locomotives supplied by Robert Stephenson & Co. Ltd

Baltic type express tank locomotive, Southern Railway, Brighton Section. 172. illustration.
Billinton (but no mention of him in text) 4-6-4T No. 332 painted in Southern Railway livery

F.W. Brewer. "Large-wheeled" British 0-6-0 tender engines. 175-7. 2 illustrations
Deeley rebuilds in 1907 of Johnson locomotives built in the 1890s with 6ft coupled wheels: locomotives concerned were Nos. 2049, 2056, 2110 which were renumbed 3326, 3333 and 3387 (No. 2049 illustrated with 6ft wheels). Both Ivatt and Gresley built 0-6-0s with 5ft 8in wheels and the author indicates that these were virtually idenntical to the six-coupled 0-6-2Ts used on suburban services..

T.H. Sanders. Laminated railway springs. Section V. The testing of springs. Sub-section A. Scragging and load-testing. 177-9. 5 illustrations

New block train for the Calcutta suburban service, East Indian Ry. 194-5. 3 illustrations
Train fitted with automatic sliding doors for East Indian Railway services between Howrah and Burdwan. Provision for 1st, 2nd, intermediate and third classes.

Tank wagon for conveying hydrochloric acid, Castner-Kellner Alkali Co. Ltd. 195-6. illustration.
Built Charles Roberts of Horbury Junction. Tank lined with Vulcanite; underframe of English oak.

London, Midland & Scottish Ry. (L. & N.W. Section). 196
No. 1969 Dominion former compound passenger engine rebuilt as a two-cylinder simple (Renown class). The 4-4-0 No. 1642 Lapwing had been converted to superheater (George the Fifth class). There were four Princes running, re-built with outside motion, the most recent one to appear being No. 2340 Tara, which was at Rugby. No. 2564, a B class 0-8-0 compound, had been simplified and superheated and classified G1. Recent cut-ups included two further ex-N.L.R. engines, viz., Nos. 2647 and 2820, both of the 4-4-0 tank type. The former had 5 ft. 11 in. driving wheels, with inside cylinders, and the latter 5 ft. 5 in. wheels with outside cylinders. Three additional Wirral engines had also been scrapped, as follows:—Nos. 9 and 10 (0-4-4T) and No. 16 (2-4-2T). Wirral No. 6 (2-4-2T) had been painted red with crest and renumbered 6762. The only other Wirral engines then in service were Nos. 4 and 11 (2-4-2T) and No. 3 (0-4-4T). All others, with the exception of Nos. 14 and 15 (4-4-4T) and No. 17 (2-4-2T), which were in the Works, had been broken up.

Great Western Ry. 196
A correspondent points out that our illustrations on pages 115-116 (April issue) were not quite correctly described. On page 115 the train shown is the old 7-50 a.m. train from Swindon to Neath, which was the only train taken at that time by the 2,205-2,210 engines stationed at Swindon. The coaches were always six-wheeled on this train, as shown. The expresses generally had a number of clerestory-roofed eight-wheeled coaches in them. The photo of Swindon station on page 116 was taken by Mr. Bleasdale in 1888. It shows the morning trains at about 9-0 a.m. Another reader who remembers the broad gauge carriage stock states that the 2nd and 3rd class compartments seated six passengers each side and the 1st class four on each side. The open-sided carriage illustrated on page 114 was a broad gauge 3rd class and these were converted later into milk and fish vans and ran as such until 1892, on the night trains into Paddington from Plymouth and the West. He is also of opinion that the seats for the guard on the carriage roofs was not the G.W.R. practice except in a few instances. Usually the " travelling porter " rode in the " sentry box " provided at the back of the tender.

E.R. Notter, District Superintendent of the L.N.E.R., King's Cross. 196
Retired after 48 years of railway service, of which about 20 years have been spent at King's Cross, and 5 at Colwick, Nottingham in, the Great Northern service.

Number 383 (15 July 1924)

Heavy tank locomotives, Nitrate Rys. 199. illustration
4-8-4T with bar frames built Yorkshire Engine Co. capable of operating over 1 in 25 gradients

T.H. Sanders. Laminated railway springs. Section V. The testing of springs. Sub-section A. Scragging and load-testing. 201-3. illustration, 2 diagrams
W. & T. Avery equipment

The Cardiff Railway. 204-5. 2 illustrations, 2 diagrams (side elevations)

Continuous brakes for goods trains. 206. illustration
Trials conducted by the PLM in 1921

The Associated Portland Cement Manufacturers Railway at Swanscombe. 208-11. 7 illustrations

E.L. Ahrons. The locomotives of the Glasgow and South-Western Railway. 212-14. 2 illustrations
Drummond big goods 0-6-0 and 2-6-0 based upon it.

Travelling cranes for railway service breakdown cranes. 214. illustration.
Stokes' Patent crane for Great Indian Peninsula Rly built by Ransomes & Rapier Ltd.  

E.A. Forward. An early Stephenson locomotive drawing. 223-6. illustration
Drawing probably produced by George Staepenson in the Science Museum Collection; having been given to William Howe (inventor of the link motion) and given to the Museum by Mrs Howe when she became widowed.

Jacks for lifting motor omnibuses. 229
London General Omnibus Company had been experimenting with schemes for lifting a motor from the ground in case of emergency. The result of these experiments has culminated in the production of a 10 ton Duff jack by means of which an omnibus can be raised from the ground in a remarkably short space of time.

Rail motor train, Selsey (West Sussex) Ry. 229
As it was found inconvenient to carry luggage on the roof of the motor carriage, an intermediate truck had been constructed. The 20 H.P. motor dealt with the load quite easily and it widened the'use of the cars.

Obituary. 229. illustration (portrait)
Edwin Rose, who retired from the position of divisional locomotive superintendent of the Furness Ry. at Moor Row, Cumberland, in March, 1912, died on 30 May 1924, in his 83rd year. He was born at Tipton, Staffs., and at that time his father was on the engineering staff of Messrs. Fox & Henderson. In 1848, Rose, senr., was appointed manager of the Ashford Locomotive Works of the South-Eastern Ry. E. Rose, like some of his brothers, served his apprenticeship to locomotive engineering under his father at these works. About 1864 Rose, senr., was appointed locomotive superintendent. of the Whitehaven & Furness Junction Ry., which extended from Whitehaven to Barrow in Furness, where it joined the Furness Ry. He also acted in the same capacity to the Whitehaven Junction Ry. from Whitehaven to Maryport, and also for a time to the Cockermouth and Workington Ry. When the first-mentioned railway was taken over by the Furness, and the two latter by the L. & N.W., Rose, senr., retired, and E. Rose, who held the position of manager of the locomotive shops at Preston Street, Whitehaven, continued to act until early in 1880, when he was transferred to Barrow, under R. Mason, locomotive superintendent of the F.Ry. In May of the same year, Rose was given the position of divisional locomotive superintendent at Moor Row, which he held until his retirement. At Moor Row the locomotives under his control worked the lines of the original Whitehaven, Cleator and Egremont Ry. This line was owned by the L. & N.W.R. for one year, after which it became a joint line with the Furness, as that line threatened to build a railway from Seascale through Gosforth to Cleator Moor to join the Cleator and Workington Junction Ry. if not permitted to run over the W.C. & E. section of the L. & N.W. The W.C. and E. Ry. system extended from Mirehouse Junction, near Whitehaven, to Sellafield Junction (F. Ry.) and Moor Row to Marron Junction (L. & N.W.), etc., and a branch from Parton to Ullock. Locomotives from Moor Row depot also worked between Whitehaven and Bootle on the F.R. as well as all traffic from Moor Row to Siddick and to Linefoot Junction on the C. & W. Junction Ry., as the latter owned only a few locos for the branches. Rose also acted as consulting mechanical engineer to the original Ravenglass & Eskdale Ry. for about twenty years previous to its being placed in the hands of a receiver. He was offered a similar position by the C. & W. Junction Ry. in connection with their locomotives but the F. Ry. were not agreeable that he should accept. Rose had been in failing health for a few years.

Obituary. 229.
W.J. Scott will be remembered as a prolific writer on railway matters, and for several years was President of the Railway Club. He was a very keen observer, and his records of express train timing were remarkably reliable. A number of interesting historical articles were contributed by him to the Great Western Railway Magazine from time to time. For the past ten years Scott had lived in retirement, and previously was incumbent of St. Saviour's Church, Sunbury Common.

Reviews. 230

[Death of W. Parker, manager of the Railway Magazine]. 230
Began his career on Great Eastern Railway at Cambridge station and left to join publishing firm of Nelson. Became associated with Railway Magazine about 25 years before. President of Railway Club for several years.

Correspondence. 230

[0-8-0 switcher used by Ford]. William T. Hoecker. 230
United States Railroad Administration standard 0-8-0 switching locomotive and tender. Also comments on claim by Southern Pacific RR: Missouri-Kansas-Texas Railway ran 4-6-2 between Franklin, Missouri abd San Antonio, Texas: 872 miles.

[Third class corridor trains to West of England]. J.D. Thomson. 230
Great

Number 384 (15 August 1924)

2-8-2 type locomotive, Peking-Mukden Ry. China. 231. illustration
Built by Hawthorn, Leslie & Co.

New and rebuilt locomotives, Great Southern & Western Railway. 232-4. 3 illustrations, 2 diagrams (side elevations)
J.R. Bazin designs: 500 class 4-6-0 and rebuild of Coey 4-4-0 with Belpaire boiler. Also includes illustration of wooden model of 500 class completed by T. Brady, a pattern maker at Inchicore Works and exhbited at the Wembley Exhibition.

Internal combustion locomotive with Lentz hydraulic transmission. 235-8. illustration, 3 diagrams

New six-coupled goods tank engines, London, Midland & Scottish Railway. 238-9. illustration, diagram (side elevation)
Orders placed with outside locomotive builders for 0-6-0T to "design" of George Hughes and Sir Henry Fowler: 20 to be supplied by Vulcan Foundry, 15 from Hunslet Engine Co. and 15 from North Britsh Locomotive Co. No. 7100 illustrated.

The Cornwall Minerals Ry. and its engines. 241-2. 3 illustrations

Empire Exhibition, Wembley. Fifth notice. 247-8. 3 illustrations

The Bleasdale Collection of locomotive photographs. 249-50. 2 illustrations
General account of R.H. Bleasdale's approach to photographing locomotives. the two photographs reproduced were of Dundee, Perth & Abedeen Junction Railway Crampton Kinnaird built by Tulk & Ley in 1848 and Kitson & Co. Midland Railway 4-4-0 No. 1312  

Engineering and business considerations of the steam locomotive. 250-4. 4 diagrams

Travelling cranes for railway service. 255-6. illustration, diagram
Bucyrus Co. 160-ton breakdown or wreck crane for New York Central Railroad.

Number 385 (15 September 1924)

C.B. Collett. World Power Conference. Testing locomotives on the Great Western Railway. 267-70. 2 illustrations
Abstract of paper: described dynamometer car and indicator tests made oh No. 4074 Caldicot Castle on 19 and 20 March 1924 between Swindon and Plymouth.

Number 386 (15 October 1924)

New express engines, L.M.S.R. — Northern Counties Committee. 295-6. illustration, diagram (side elevation)
Built by North British Locomotive Co. at their Queens Park Works: WN 23096-23100. Class U2.

2-8-0 freight locomotive Imperial Japanese Railways. 296.  illustration
Built Kawasaki Dockyard & Engineering at Hiogo Works, Kobe,

Locomotive for the Bridgewater Collieries. 297. illustration.
Outside-cylinder (18 x 24 in) 0-6-0T supplied by Hunslet Engine Works with nameplate Bridgewater

Railway Museum, York. 297.
Additions to collection: four-wheeled first and second class carriage of Stockton & Darlington Railway, built at Carlisle. Last long-boiler 1001 class to remain in service No. 1275 built by Dubs & Co. in 1874. 901 class Fletcher 2-4-0 No. 363 to be preserved.

Early railway relics. 297-8.
Early rails from 1797 preserved in the garden at Farlam Hall, near Kirkhouse, home of Lacy Thompson, grandson of James Thomson who knew the Stephensons and who had acquired the Rocket

Locomotives built at Woolwich Arsenal. 298. illustration
No. 830A illustrated alongside mechanical coaling plant at Feltham

The Danish State Railways. 299-302. 8 illustrations

Travelling cranes for railway service. 312-15. 5 illustrations, diagram
Crane locomotives supplied by Hawthorn, Leslie & Co. Ltd. both 0-4-CT and 0-6-0CT with crane mounted centrally; similar locomotive built by Beyer Peacock & Co. Ltd for the Central Argentine Ry and two crane locomotives with crane at rear: Beyer Peacock 0-6-0CT for the Nippon Ry. of Japan and a Vulcan Foundry product for the Eastern Bengal Ry,

Improved friction draft gear.  315. diagram.
American design capable of absorbing severe shocks of 150 tons.

[Trains for Harwich Continental services]. 315
Two new trains for services connecting with ferries to Antwerp and Hook of Holland

An automatic cut-off or governor for locomotives. 316-18. 2 illustrations, diagram.
An American device

Railway accident. 316
Error caused by signalman at Euston No. 4 box on 26 April whereby electric train from Watford ran into the rear of a Cup Final special from Coventry in the Park Street Bridge covered way leading to five deaths on the excursion train and about seventy seerious injuries including the motorman of the electric train. Col. Pringle investigated.

Tank wagons for carrying beer. 320. 2 illustrations
Built at the Birmingham Works of the Midland Railway Carriage and Wagon Co. with an aluminium tank constructed by Aluminium Plant & Vessel Co. for conveying Bass from Burton-on-Trent to Southampton via Cheltenham and the M. & S.W.J.R. route

New restaurant car trains for the East Coast Scotch service. London and North Eastern Ry. 321-4. 3 illustrations, diagram (elevation and plan)
Train included triplet articulated dining car with electric cooking: included details of a press run from London to York and back, before placed in service on the Flying Scotsman

Number 387 (15 November 1924)

Great Western Railway—reconstruction of "The Great Bear" No. 111. 329. illustration

The latest type of "mogul" locomotive, L. & N.E.R. 329-30. illustration
K3 type built to composite loading gauge

Rebuilt passenger engine for the M. & S.W.J. Section of the G.W.R.. 331. illustration, diagram. (side elevation)
Originally Tyrrell design of 4-4-0, built by North British Locomotive Company in 1913 and given No. 3, rebuilt with standard taper boiler and driving position changed to right hand and new number 1121. See also letter from T.S. Lascelles on pages 395-6

A German turbine locomotive. 332-3. 2 illustrations
Krupp Works at Essen with two turbines, one for forward and the other for reverse, with drive through gears and jack shafts and the exhaust sent to a condenser on the tender. The turbines were of  the Zoelly type supplied by Escher, Wyss & Co.of Zurich. The locomotive boiler operated at 185 psi. Draught was provided via a fan located on the side of the boiler

Railway Centenary. Private collection at Doncaster. 333-4.
At the Municipal Art Gallery: items iincluded original letters, maps, autographs and books owned by the Briggs family of engineers and railway contractors owned than by Isaac Briggs of Wakefield.

"Mountain" type passenger engines, Canadian National Rys. 334. illustration
Sixteen 6000 class 4-8-2 manufactured by the Canadian Locomotive Co. of Kingston, Ontario

Lentz poppet valves for locomotives.  335-40. 5 illustrations, 5 diagrams
By 1924, in Austria, horizontal Lentz valves had been adopted as a standard for all new locomotives and were being fitted rapidly to older locomotives because of the country's pressing need for fuel economy at that time. First recorded Paxman order for Lentz valve gear for a standard gauge locomotive was for Holland. Ordered in January 1924 and despatched in February 1925, the gear was for a 4-4-0 express passenger engine of the Dutch State Railways. Reported that a powerful 4-8-0 belonging to the Madrid, Saragossa, Alicante Railway had been fitted experimentally with Lentz valves and had run for twelve months without attention. As a result "the railway company contemplated the installation of these valves to a number of their locomotives".

Oscillating turntable for portable railways. 340. illustration.

Steam motor coach trials on the London and North Eastern Railway. 359.
Sentinel steam railcar with Cammell Laird bodywork evaluated: trial running from York to Whitby; Whitby to Scarborough (described as the supreme test); over the old Hull & Barnsley section to North Cave and Kirk Smeaton; thence to Wath and onto Nottingham. Notes the use of rubber in "building up the wheels" which adds to the quietness and smoothness of the running [KPJ had missed this].

Number 388 (15 December 1924)

New Pacific type locomotives, London & North Eastern Ry. 363 + supplement (illustration)
One of series of twenty built by the North British Locomotive Co. No. 2563 William Whitelaw was built to lower height of 13ft 1in to operate in Scotland. No. 2563 was based at Haymarket and was working north to Aberdeen. Some of the batch fitted with Westinghouse brake to work former North Eastern Railway stock.

New tank locomotives, Great Northern Ry. (Ireland). 363-4. illustration, diagram (side & front elevations)
Series built Nasmyth Wilson & Co.: inside-cylinder (18 x 24in) 4-4-2T with 5ft 9in coupled wheels, 863ft2 total heating surface, 18,3ft2 grate area and 193ft2 of superheat; designed G.T. Glover. RN 21, 115, 117, 139, 143 and 148

"Garratt" locomotive, Burma Railways. 364-6. 2 illustrations, diagram (side & front/rear elevations)
2-8-0+0-8-2 for metre gauge capable of working on 1 in 25 gradients supplied by Beyer Peacock. H.A. Craig Locomotive Superintendent. They had Belpaire fireboxes with 1735ft2 total heating surface, 43.9ft2 grate area; 365ft2 superheat; 3ft 3in. coupled wheels, and four 15½ x 20in cylinders.

Electric locomotives, Victorian Railways. 366. illustration
Two 1500V dc machines built in Newport, Australia to work freight on the Sandringham line: Nos. 1100 and 1101

R. Hope. Lucerne to Chiasso by the electrified St. Gothard Railway. 367-9. 5 illustrations.

"Mikado" type tank locomotive, Paris-Orleans Railway. 370-2. illustration, diagram (side elevation)
2-8-2T (No. 5632 illustrated) for fast freight and suburban traffic: Nos. 5616-5740

2-8-2 locomotive, Katanga Ry. 372. illustration.
Supplied by Société Anonyme des Atiliers de la Meuse for 3ft 6in gauge railway in the Belgian Congo.

Santa Fe type lcomotives, Canadian National Rys. 372-4.
Order for five 2-10-2 from Canadian Locomotive Co. of Kingston; designated T-2 class for service between Mimico and Danforth with gradients of 1.2% easttbound and 0.6% west.

The Cardiff Ry. 374-6.  5 illustrations.

Petrol rail van for delivering newspapers Chilian Rys. 376. illustration
Drewry Car Co. product.

London & North Eastern Ry. 376.
Fifty 0-6-2T suburban tank locomotives to be built at Gorton Works to Stratford design

Travelling cranes for railway service. 377-9. 5 illustrations.
Hudswell Clarke standard gauge 0-4-0CT sith outsside cylinders and 2-ton capacity crane named Stobcross and 5ft 3in gauge 0-6-0CT with outside cylinders named Victoria; Andrew Barclay & Sons 0-4-0CT with a derricking jib; Neilson 0-4-0CT with inside cylinders and crane mounted on chimney and lettered Stobcross No. 1; and North British Locomotive Co. 0-4-0CT for New South Wales Government Railways with a 6-ton capacity crane.

Questions and answers. 379.
Asked if split axles rather than wheel sets would ease railway vehicle's movement through curves and replied that coning of the wheels performed this function, although at  that time value of this was being queried; also considered that a divided axle would be disastrous.  

Southern Ry. 379
Twenty 473 class 4-6-0 ordered from North British Locomotive Co. 

New Zealand Government Railways conversion of tender engines for shunting duties. 380. 2 illustrations.

Mr. A.W. Sutherland Graeme. 380
Appointed Locomotive Carriage & Wagon Superintendent Federated Malay States Railways.

[W.J. Tomes]. 380
Joined George Turton, Platts & Co. Ltd. as joint London Manager (with G. Percy Wainwright) of Sheffield supplier of spring steels and forgings; formerly Locomotive Superintendent East Indian Railway.

Mr. C.L. Mason. 380
Appointed Divisional Carriage Superintndent of the LMS at Wolverton in succession to F.E. Gobey.

Steel and Robert F. Mushet. 381-3.

L. Derens. The development of the goods engine in Holland. 383-4.

High power battery locomotive Italian State Railways. 385-6. illustration, diagram (elevation and plan)

T.H. Sanders. Laminated railway springs. Section V. — The testing of springs. Sub-section B.  — Fatigue tests and remarks thereon. 386-7. illustration, diagram

Reopening of the City & South London Ry. 387.

Railway passenger stock. 388-91.

Systems of locomotive classification. 391-2.

Reviews. 395

Indian railways. K.V. Iyer. Oxford University Press (series on India)
Although the author was Secretary to the Indian Railway Board errors were noted

The book of the locomotive. G.G. Jackson. Longmans Green. 240pp
Intended for general reader

London and Londoners in the eighteen-fifties and sixties. Alfred Rosling Bennett. Fisher Unwin.
These reminiscences of a Londoner, who is well known to our readers in connection with the Chronicles of Boulton Siding, recall a good many things which were quite familia years ago, and are now almost forgotten. The condition (affairs Mr. Bennett vividly describes, which were met with nearly three-quarters of a century ago, seem well nigh impossible to-day. Then, London had no underground railway, no mechanical traction, no trams, no telephones or electric light, no cinemas or tea shops; the only fire engines were worked manually by volunteers and there were nearly 20 toll-bars on the main roads, through which pedestrians and perambulators only passed free. The traffic problem was in some places quite as acute as it is to-day. At times th footways of London Bridge were solid masses of humanit while the roadway was packed with vehicles. For those who did not walk the only cheap transport was by the old knife board omnibus. As an engineer, Mr. Bennett has a good deal to say about locomotives and steamships. His First Railway in London the London and Greenwich— has been read by many of ou readers, and as Greenwich was his home in his boyhood, his recollections of the old town are most interesting. Being calling place for the steamboats, when the Thames was th main highway of the metropolis, Greenwich offered opportunities for noting the many peculiarities of the boats employee He also recalls the hospital with its pensioners in blue coat and three-cornered hats, the old three-decker Dreadnought moored in mid-stream and the exciting sculling regattas. At the Greenwich terminus of the first London railway he remembers seeing on the turntable, engine No. 5 of the S. E. Ry. built in 1839. The London Terminus was then "located in a back slum in Bermondsey," near where Spa Road Station now stands. Mr. Bennett had a trip on the Metropolitan railway soon after the opening in 1863, when it was worked by the G. W. Ry. by broad gauge stock. Whilst waiting fo his train at Bishop's Road at the end of the up-platform, where a capital view of the entrance to Paddington is obtained he had his first view of the famous Lord of the Isles. Twenty seven years later, when in charge of the locomotive exhibit at the Edinburgh Exhibition of 1890, this engine was actually consigned to the author, and his name affixed by the careful packers to the various parts. A curious little line was that worked by the Crystal Palace Company to Norwood Junction. They possessed one locomotive and employed only one driver and fireman, and when on one occasion the former had to go to Lewes to give evidence at an inquest, they had to borrow a man from the Brighton staff. We are inclined to think the curious Sharp single drive tank bought by the Colne Valley Ry., and illustrated in thi journal for Aug. 15th, 1911, was the blue painted engine of the Crystal Palace Co. which he mentions. We notice one little slip on page 87. The Braithwaite, who built locomotives in the New Road, and the one who became engineer to the Eastern Counties Ry. were not one and tlu same individual. They were, however, brothers, See also letter from J.B. Atkinson on page64 of Volume 31

Correspondence. 395

The driver's place on the footplate. T.S. Lascelles.
The Swindon rebuilding of a former MSWJR 4-4-0 with right hand drive was "progressing backwards". The following adopted left-hand drive: the Scottish lines, LNWR, LBSCR, L&YR, LSWR, GS&WR in Ireland. The French, Belgian, Italian and Swedish railways all adopted left-hand drive. The advantage [colour] light signals give is nullified. Signal sighting more important than firing convenience.

London & North Eastern Ry. 396
Quadrupling Great Northern main line: from Ouse Box to Huntingdon andf from Fletton to Peterborough including an additional viaduct over the River Nene tested by multiple locomotives running at speed.