Locomotive Magazine and Railway Carriage and Wagon Review
Volume 32 (1926)

Key file with links to all volumes

No. 401 (15 January 1926)

Southern Railway: three-cylinder tank locomotive. 1-2. illustration, diagr. (s. & fr. els.)

New 2-6-0 locomotive, London, Midland and Scottish Ry. 2. diagr. (s. el.)

4-6-2 locomomtive, Leopoldina Railway. 3.   illustration
Beyer Peacock: metre gauge

Munich Exhibition. 3.

Next cold season trains. 3
Bombay to Calcutta P&O Mail services

New locomotives for the South Australian Railways. 4-7. 2 illustrations., 3 diagrs. (s. & f els.)

Narrow gauge, superheater locomotive, North Western State Ry. of India. 7. illustration
2-8-2: 2ft 6in gauge supplied NBL

The "Sentinel" Patent steam locomotive. 8-10. 3. illustration, diagr.
NCC No.91.

A link with Brunel and Stephenson. 10-12. 2 illustrations.
North Star: reconstruction exhibited at Stockton & Darling Centenary and at Wembley Exhibition. Original constructed by Robert Stephenson for broad gauge.

Veteran locomotives on the Spanish railways. 12. 5 illustrations.
Outside cylinder 0-6-0 supplied by Sharp Stewart (WN 2826/1879) for Madrid Saragosa Alicante line; inside cylinder 0-6-0 built Neilson c1865; 0-4-4T rebuilt from Sharp Stewart 0-4-2 WN 2684/1877; 2-4-0 on Andalusian Railway built Haine, St..Pierre WN 54/1874; Sharp Stewart 2-4-0 WN 3418/1888 acting as assisting engine on Toledo express.

Questions and answers.13-14.
No. 66. Which was a the first contionuous brake in use in this country?
Fay, Newall and Clark chain brakes introduced in 1860s. Fay & Newall on L&YR and B&MR. Wilkin & John Clark on Metropolitan Railway and LNWR: in case of latter as modified by Webb. Steel & McInnes c1871 introduced a compressed air brake on two Caledonian Railway trains. The system was heavier and more cumbersome than the Westinghouse system. An American John V. Smith took out a British Patent for a simple vacuum brake in 1874. It was improved by Hardy, an Englishman, working in Austria. Sanders and Bolitho invented an automatic vacuum brake in about 1877. Aspinall patented a form in 1878 whilst on the Great Southern & Western Railway.
No. 67. Does notching up a locomotive "very high" cause axleboxes to knock?
Suggested that cut-offs should not be shortened to lessw than 20%.

Correspondence. 14

[Timothy Hackworth]. J.G.H. Warren
The article on Timothy Hackworth in your issue of December 15th contains statements in regard to the loco- motives and working of the Stockton and Darlington Ry., 1825-1827, and in particular in regard to the "Royal George," which are not correct.
These statements are merely a repetition of the fabulous history of that period published many years ago, after his father's death, by John W. Hackworth, who, at the critical time of which he wrote afterwards so assuredly, was about six or seven years old.
Many of these statements have been completely disproved by the official records of the railway company, now pre- served at York, and by the reports of independent engineers who visited the line.
The most important of these—all of which are now available to students are:
(1) The exhaustive report by Von Dechen and Von Oeynhausen, published in Archiv für Bergbau und Hüttenwesen, Berlin, 1829.
(2) The notes by Rastrick, 1829, preserved at the Goldsmiths' Economic Library, University of London. These reports show, inter alia, that the four engines which preceded the Royal George performed duties more than in proportion to their capacity and weight, as compared with the heavier engine Royal George. The normal loads were not as given in your article,
(3) The minute book of the committee of the railway company, which recorded on 10 July 1827, the superior economy of steam to horse traction, as ascertained on the working of the first four engines not less than four months before the Royal George was put to work.
(4) (a) The article by John Farey on Steam engines (in Rees Cyclopredia) 1819. (b) Bulletin de la Societe d'Encouragement d'Industrie, 1815. (c) Woods' Treatise on Rail-Roads, 1825 (first edition). (d) Coste and Perdonnet's report on the Bolton Railway, Annales des Mines, 1829. (e) Woods' Treatise on Rail-Roads, 1831 (second edition).
These authorities show that, so far from the Royal George or Hackworth's later engines having been the first locomotives to embody certain features claimed, the facts are; A six-wheeled engine had been at work before 1819; a spring safety valve was in use on the Blenkinsop-Murray engine in 1815; an exhaust steam feed heater had been applied by Robert Stephenson & Co. early in 1827; wrought iron tyres for locomotives were probably first tried by Nicholas Wood at Killingworth.
As for the "Blast Pipe" controversy, so much has already been written that one is almost afraid to refer to it. The use of the exhaust steam, carried in a single pipe to the chimney, is shown on the earliest known drawings of the Killingworth (or Hetton) type of engine long before 1827; it is shown on a drawing published in 1823, and is definitely recorded in 1825. There is, however, no evidence of a contracted nozzle, which indeed would not have been required with the large straight single flue.
This contraction appears to have been carried out first by Hackworth on the Royal George, which had a return flue, about 2½ times as long as the single flue of the Locomotion type, but a fire grate area by no means in propor- tion to the increased heating surface.
The contraction of the nozzle to meet these conditions was less an "invention than the accentuating of a principle, and moreover, it cut both ways, for it could only stimulate combustion at the expense of increased back pressure. The contracted nozzle was, in fact, an easy remedy obtained by introducing a new disease. If we reflect that locomotive engineers have ever since been struggling to free the exhaust and enlarge the nozzle. we may realise how all sense of perspective and proportion has been lost in this controversy. There are, I think, few locomoti ve men to-day who would consider the contraction of the nozzle as anything but an evil, or who, in their sober moments, would wish to hang a laurel wreath round it as an idol. Timothy Hackworth indeed deserves his statue, as a railway pioneer who accomplished a task of great difficulty with honour to himself and profit to his company; as a designer who added a definite link in the chain of locomotive improvement, and as a man who has left an enduring memory and tradition for personal worth and piety. It is doing ill service to such a man to repeat as history the extravagant statements and claims made for him by John W. Hackworth, no doubt in good faith, but with great bitterness, and since found to be unsupported, or to be definitely contradicted by the evidence of engineers who were responsible men when he was a child.
I would add that I have neither hope nor intention of converting any of your readers who belong to the Shildon school of locomotive history. I observe that they continue to believe the Sans Pareil to have been a better engine than the "Rocket." As the whole subsequent history of locomotive development contradicts such a view, one can only conclude that in questions concerning Timothy Hackworth's work as a designer their critical faculties are in abeyance.

Side stays for locomotive fireboxes. 15-16. 3 illus.
Previous part in Volume 31 page 319.

Electric blower for raising steam. 16-17. diagr. System adopted by Baltimore & Ohio RR.

Some interesting Palatinate Railway locomotives. 17-19. 6 illustrations.
Four Cramptons supplied in 1853: No. 28 had been recobsructed for the Nuremberg Museum.

General Electric Company Traction Department. 19.
Orders received included rolling stock for Euston to Watford swervice and for Undergriund Railway extensions.

Closure of the Wantage Tramway for passenger traffic. 20. illustration
Ceased 31 July 1925,

The Dover Boat Train - Southern Railway, 21-3 + plate. 2 illustrations. Plate (sepia photograph by A.L.P. Reavil)
Depicts N15 No. E771 Sir Sagramore??. Other photograph of L? class near Sevenoaks. Text refers to new rolling stock rather than motive power

Railway Centenary Celebrations, Shildon, Statue of Timothy Hackworth. 23-4. illustration.

Jacquet, A. German locomotives of the Belgian State Railways. 24-5. 2 diagrs. (s. els.)
Next part see page 47.

London & North Eastern Ry. problem. 25.
Tanfield branch required rolling stock to be fitted with hanging buffers to enable coupling to chaldron wagons and to act as a timber dog for cable due to the sharp curvature. To avoid straightening the sharper curves the LNER was offering a reward for a solution.

Travelling cranes for railway service. 25-7. illustration, 4 diagrs.
Previous mentioned 31, 360. Exhibited in Munich. Max Ostoff of Cottbus. Gebruder Dickertman. Intended to assist with wagon repairs by lifting wagon. Also description of plough steel rope (high tensile strength) supplied by George Cradock & Co, Wakefield.

London & North Eastern Ry. 27.
Thirty five J38 class 0-6-0 under construction for Scotland. Five X class 4-8-0Ts being delivered to Hull. New A1 class 2568, 2571, 2572, 2574, 2575, 2576 and 2580 Shotover.

Ahrons, E.L.. The early Great Western standard gauge engtines. 28-30. 6 illus.
Previous: 31, 351.

Novel oil tank wagons, Iraq Railways. 30-1. illus., diagr. (s. el.) Hurst Nelson metre gauge.

Articulated diesel-electric rail cars, Canadian National Rys. 31. 2 illus. Fitted with Beardmore engines.

40-ton well wagon, London Midland & Scottish Railway. 32. illus.

Rolling stock built during 1925: Cammell Laird & Co.'s report. 32-3.
Included Sentinel-Cammell steam railcars built for LNER, LMS (NCC) and for overseas.

Centenary of Matthew Murray. 33.
Appeal for memorial plaque to be placed in City Square, Leeds.

Serious accident involving Owen J.P. Wray. 33
Lubrication expert involved in motoring accident on Lynton Hill.

Southern Ry. 33.
John B. Elliot brought in to merge publicity and advertising activities. F.V. Milton to become assistant advertising manager and continue to edit SWouthern Railway Magazine.

Reviews. 33-4.
Building the Pacific railway. Edwin L. Sabin. Lippincott.
Union Pacific RR.

No. 402 (15 February 1926)

New 0-6-2 tank engines, London and North Eastern Ry. 35; 37. illustration.
N7 type as per GER with cab modified and condensing apparatus for working into Moorgate: No. 952 illustrated.

Standard locomotives for the Government Railways of Colombia. 36-41. 2 illus., 4 diagrs (incl. 2 s. els.)
P.C. Dewhurst was Chief Mechanical Engineer. 1 in 30 (even 1 in 23.5) gradients and sharp curvature. Kitson 4-8-0 for 3ft gauge and Baldwin 4-8-0 for metre gauge.

London & North Eastern Railway. 40.
Reorganisation of Locomotive Running Department. J.H. Smeddle remained in charge at York. Assistants C.H. Stedman and H.J. Stephenson, formerly at Gateshead which had closed.

North Western State Ry. India. 40.
J.H. Smellie CME at Lahore: successor to T. Gregson who had retired.

Benguela Ry. 41.
Order placed with Beyer Peacock for six Beyer Garratts: 4-8-2+2-8-4: 3ft 6in gauge: Lentz poppet valves

Great Western Ry. 41.
Order for six 0-4-0Ts placed with Avonside.

Isle of Man Ry. 41.
Decision to fit automatic vacuum brake to all rolling stock.

Crown Agents. 41.
Orders placed: with Vulcan Foundry: eight 4-6-0 passenger locomotives for Ceylon Government Railways; fifteen 2-6-2 for Uganda Railway. With NBL three 4-6-0 for Nigerian Railway. With Kerr Stuart two narrow gauge 4-6-2 for the Mysore State Railways. Kitson-Meyer 2-6-6-2 were being supplied to the Colombian Northern Railway Girardot & Fachtativa line with 1 in 25 gradients.

A link with Brunel and Stephenson. 42-4. illus., 4 diagrs.
Correspondence between Robert Stephenson and Brunel

Alexander Allan. 44.
When in charge of Scottish Central Railway locomotives at Perth he introduced a cylindrical firebox which formed an extension to the boiler barrel and was wholly ssurrounded by water.

New tank engines for passenger traffic, London, Midland & Scottish Ry., Northern Division. 45. illus.
No. 15267 illustrated. Supplied Nasmyth Wilson for G&SWR Section.

London and North Eastern Ry. 45.
R. & W. Hawthorn Leslie Supplied thirteen 4-6-2Ts: No. 1712 sent to York; remainder to |Newcastle. K3 Nos. 202 and 203 formerly at Faverdale moved to Neasden. No. 200 exhibited at Wembley moved to Eastfield. J38 Nos. 1400-7 had been completed at Darlington Works..

Wantage Tramway. 45.
J. Bullock was the manager. An old South Devon Railway and No. 4 hsad been scrapped. No. 6 had been constructed to the patented design of James Matthews of Bristol and was tried on Liverpool tramways in 1881 and was acquired by the Wantage Tramway in 1885.

Garratt locomotives for the Bengal Nagpur Ry. 46. illustration..
Beyer Peacock 2-8-0+0-8-2.

Metropolitan Ry. electrification of Widened Lines between King's Cross and Moorgate. 47 + plate
Plate shows No. 0-4-4T No. 316 leaving Aldersgate & Barbican (sepia photograph by A.L.P. Reavil) 

Jacquet, A. German locomotives of the Belgian State Railways. 47. diagr. (s. el.)
Previous part ended page 25. 0-8-0.

Goods locomotive with poppet valves, London & North Eastern Railway. 48-51. 4 illustrations. 3 diagrams.
J20 (Great Esatern Railway D81 Class) modified with Lentz poppet valve gear

Ahrons, E.L.. The early Great Western standard gauge engtines. 52-4. 5 illustrations
2-4-0T with condensing apparatus for working over Metropolitan Railway. 2-4-0 tender locomotives (481? class)

Questions and answers. 54-5.
No. 68. What are meant by "Cole's Ratios" in estimating locomotive horse-power.
Five references given
No. 69. Why are some locomotives arranged with the horizontal outside cylinders about 2½in above the level of the centre line passing through the driving axle?
We do not know.

Poultney, E.C. Locomotive dimensions and proportions of the Pennsylvania R.R. 55-8. 6 diagrams.

Matthew Murray and the locomotive. 58-60. illustration.
Written to commemorate the centenary of the death of Matthew Murray on 20 February in Leeds.

Closing of the Portush & Giant's Causeway Electric Tramway. 60. illustration.
Precise date not given: "about two months ago"

London Midland & Scottish Ry. (L.& N.W. Section). 60.
Delivery of standard compounds: order completed with Nos. 1110-1114 (from Derby Works) and 1128-1134 (from Horwich). All 75 standard 4-4-0s in service formed from: 20 ex-Derby (1051-6; 1076-84; 1110-14); 20 ex-Horwich (1115-34); 10 NBL (1150-9) and 25 from Vulcan Foundry (1160-84). Ten Experiment class being rebuilt with Belpaire boilers including No. 2630 Buffalo. Two 0-6-2T Nos. 692 and 2355 fitted with motor train apparatus. Knott End Railway Jubilee Queen in Crewe Works for scrapping?

The Lambert patent wet sanding apparatus for locomotives. 61-2. 2 diagrams.
Fitted to latest series of Somerset & Dorset Joint 2-8-0s.

An electric works locomotive. 62. illustration
Trolley and battery electric locomotive used at the Westwood Works of Baker Perkins

Remodelled cars, Central London Ry. 62-3. illustration.
More comfortable seats, pneumatic doors, better lighting and ventilation and faster running

Number 403 15 March 1926

The "Poultney" locomotive. 70-3. diagram
Steam tender combined with limited cut off and more even torque: Proposed 2-8-2+0-8-0.

La Guaia and Caracas Ry., Veneuela. 74
3ft gauge: electric traction supplied  via double diesel power plant

New South Wales Govt. Rys. 74.
2-8-0 locomotive No. 5363 ran away for 7 miles down bank at Blaxland

1,000 h.p. diesel oil-electric locomotive. 75. illustration.
Baldwin shunter with two bogies

Locomotives for South African mines. 76. illustration.
Andrew Barclay 4-6-0T (3ft 6in gguage) for Simmer & Jack Ltd

The Corcovado Rack Railway, Brazil. 76-8. 3 illustrations, diagram
Includes gradient profile.

Modern locomotive superheating. 78-80.
Report on ILocoE paper by Geer

The Khyber Railway, India. 80-1. 2 illustrations

Southern Heights Light Ry. 81.
Ministry of Transport Enquiry held in Orpington on 3 March 1926.

[Great Western Railway]. 81
Wireless reception experiment on down Cornish Riviera on 2 March 1926 with five loudspeaakers in dining saloon.

Jacquet, A. German locomotives of the Belgian State Railways. 81-3. 2 diagrs. (s. els.)
2-8-2T and 0-10-0T

Worthington feed check valve. 83. diagr.

London Midland & Scottish Ry. 83.
Widening of Acton Bridge to Weaver Junction section.

Southern Ry. 83.
New engine shed at Exmouth Junction.

Metropolitan Ry. 83.
Electrification of Widened Lines

Evolution of passenger travel on the L.M.S.R. (Midland Section). 84-7. 3 illus.
Contribution made by T.G. Clayton and later by R.W. Reid.

A link with Brunel and Stephenson. 88-92. 4 illus., 2 diagrs.

Order from South African Railways for Beyer Garratts. 92.
Order placed with Beyer Peacock for 3ft 6in gauge locomotves.

Inness, R.H. (unattributed): Locomotive history of the Stockton & Darlington Railway, 1825-1876. 93-4. 3 diagrs.
Link motion. Nos. 38 Rokeby and 39 Ruby were 2-4-0 passenger engines introduced in 1847.

London Midland and Scottish Ry. (L and N.W. Section). 94.
Crewe built 20 superheated 0-6-0 (4F) for Midland Division (Nos. 4157-66). B class compound 0-8-0 No. 405 converted to G1 class and superheated. No. 2624 Saracen fitted with Belpaire boiler and superheated.
"We understand" that a further series of George the Fifth class to be built at Crewe with Stephenson link motion; also further G2 class.
Locomotives broken up at Crewe included No. 193 Rocket; No. 1518 Countess; NLR Nos. 2841 and 2869; 4ft 6in tanks Nos. 521, 1440 and 1448 and Special DX No. 3127.
0-6-2T No. 3119 equipped with motor gear (push & pull). Sentinel Cammell railcar working between Bletchley and Oxford

Ahrons, E.L.. The early Great Western standard gauge engtines. 95-6. 4 illus.

Dewhurst, P.C. The modern counter-pressure brake as used on steep-gradient railways. 96-7.
Terms it the repression brake. Fitted to Kitson-Meyer. Seals blast pipe from smokebox fumes and ashes.

London and North Eastern Ry. 97.
Corrects statement in previous Issue that Pacifics were working through from London to Newcastle.

Great Western Ry. 97.
0-6-2T class: series built to 5656

Questions and answers. 98.
No. 70. Can you explain how the Midand compound works as a semi-compound.
See Volume 18 page 36.
No. 71. Does a slide valve fall off its face when coasting?
The rattle indicates when the change takes place.
No. 72. Whaen a locomotive — such as the heavy 2-8-4 has an external pipe to the superheater header.

Underground locomotives. 97-9. 2 illus.
Refers back to August Issue. Metropolitan District Railway purchased Metropolitan Railway No. 22 (4-4-0T Beyer Peacock WN 709/1866, rebuilt Yorkshire Engine Co. in 1916): became MDR No. 35 painted a deeper chocolate colour. MDR No. 34 (Beyer Peacock WN 2056/1881) painted black (formerly olive green).

The 20-ton wagon. 99. illus.
Inducements by GWR to switch to higher capacity wagons in South Wales; also by North Eastern Railway.

Bogle's Bridge. 99.
Over Perth to Dunkeld road crossed at angle of 45°: reconstruction.

A miniature railway for the Sultan of Morocco. 99.
Present from King of Belgians with locomotive called Occident.

Matthew Murray Centenary Commemoration Service. 101.
Held on 21 February 1926 at St. Matthew's Church in Holbeck, Leeds. Conducted by the Vicar Rev. R.J. Wood with Lord Mayor of Leeds, John Arnott; Deputy Lord Mayor, Harry Briggs; Lieut Colonel E. Kitson Clark (representing the Newcomen Society) and Mr E. Kilburn Scott and Frederick Smith representing the Boyne Engine Works.

Model Railway Club. 102.
From index

No. 404 (15 April 1926)

Tank locomotives for India, Eastern Bengal and Madras & Southern Mahratta Rys. 103-5. 2 illus., 2 diagrs (s. els.)
Kerr Stuart 2-6-4T for 5ft 6in gauge designed under supervision of Rendell Palmer & Tritton with inside cylinders (20 x 26in) and Belpaire fireboxes.

Oil burning locomotives for Jamaica. 105-6. illus.
2ft 6in gauge 2-6-0T for Jamaican Sugar Estates.

Southern Railway: new 4-4-0 type engines. 106. illus.
L1 No. A759 illustrated.

Single driver locomotive, Netherlands State Railways. 106. illus.
Preserved Beyer Peacock 2-2-2 of 1863.

The late Mr. E.L. Ahrons. 107.

"Mountain" type express locomotive, Northern Ry. of Spain. 107-9. diagr. (s. & f. sections and plan)

London, Midland & Scottish Ry. (L and N.W. Section). 109.
New 4F 0-6-0 type Nos. 4167-71 built at Crewe for Midland Section: Nos. 4172-6 to follow. Nos. 1994 Scottish Chief and 2630 Buffalo fitted with Belpaire non-superheater boilers. D class No. 1873 and G class No. 2656 converted to G1 type and superheated. No. 675 Adjutant converted from Precursor to George the Fifth. Nos. 1264, 1743 and 2623 fitted with Belpaire boilers. 19 inch goods No. 1645 fitted with bogie brakes. Following broken up: Nos. 766 Shap, 1045 Whitworth, 2180 Perserverence and Renown No. 1962 Aurora.

Broken Hill. 109.
Severe water shortage at Broken Hill in Australia. Water having to be transportred by railway 73 miles from Darling River

Welded locomotive tenders. 109.
Boston & Albany RR.

Vulcan Foundry. 109.
Contract to supply fifty 4-4-0 type to LMS

[Visit of American hotel proprietors to Britain]. 109
300 hotel proprietors from the USA were met at Plymouth by the GWR Superintendent of the Line, R.H. Nicholls, and conveyed to Paddington in two special trains hauled by No. 4085 Berkeley Castle and 4083 Abbotsbury Castle which performed the journey in 3 hours 53 minutes and 3 hours 54 minutes respectively: dinner was served en route.

The locomotive history of the Great Indian Peninsular Railway. 110-14. 6 illus., map.
A.G. Herbert, William Panel, Cyril Hitchcock and S.J. Sarjant (Locomotive Superintendent) assisted with writing the series.
James J. Berkley was resident engineer from 1849. J. Stuart Wortley was the chairman.

Rubber for rolling stock — its use, application and development. 114-16. 2 diagrs.
Load deflection diagram. Use in auxiliary bearing sprins.

4-8-0 locomotive for the Government Railways of Colombia. 116-17. illus. diagr. (s/f and section)
3ft gauge. To work on gradients as steep as 1 in 23½. Ordered by Dewhurst from Berlin Locomotive Works.

Dynamometer car, New York, Chicago & St. Louis RR. 118-19. 2 illus., plan

Instittution of Locomotive Engineers. 119-20.
A.M. Bell's Automatic mechanical couplers for railway rolling stock (Paper No. 199)

Vacuum operated application valve for air brake on the locomotive. 120. diagr.

Locomotive with pay carriage Great Southern Railways of Ireland. 121-2. illus., diagr. (s. el.)
0-4-2T: originated as 0-4-4T with combined pay carriage in 1873, but separate vehicles from 1889. Sprite had run 1,221,257 miles. Also gives dimensions of Fairy.

L.B. Billinton. 122.
Appointed general manager of R.Y. Pickering of Wishaw (not mentioned in Marx biography)

A.E. Williams. 122
Appointed manager of GIPR carriage & wagon works at Matunga.

LNER orders. 122.
Twenty 0-6-2T from Beardmore and steam railcar from Clayton

Some recent Spanish locomotives. 122-4. illus., 4 diagrs. (s. els.)
Babcock & Willcox 0-8-0T, 0-6-0T for Santandar-Mediteraneo and Langrio Railway. 2-8-0 for mining company in South of Spain.

An experimental cut-testing apparatus. 124-5. 2 diagrs.

New South Wales Government Rys. 125.
Western section of City Railway in Sydney.

SS Induna. 125
Purchased by Railway Commissioners to cross Clarence River at Grafton.

Ahrons, E.L. The early Great Western standard gauge engines. 126-7.
0-6-0T of 1077 type; 2-4-0T of 627 class and 455 class.

Steam deflector. 127. illus.
No. 450 Sir Kay with "wings" alongside chimney.

65 ft. engine turn-table Bengal Nagpur Railway. 128-9. 2 diagrs.
Spelling of turntable with hyphen is unusual. Supplied by Patent Shaft & Axle Tree. Consultants: Sir John Wolfe Barry & Partners.  

York Railway Museum. 129.
Preparations for Queen Street museum; including installation of Hetton Colliery 0-4-0, etc.

Bristol Port and Pier Ry. 129.
See also November & December issues. Locomotives Nos. 1 and 2 were Bury type 0-4-0s and had come from the South Yorkshire Railway after its takeover by the MSLR and included No. 1 Vampire. The MSLR had purchasedd six Beyer Peacock goods engines with South Yorkshire Railway number plates.

Large coloured chart 4F 0-6-0 LMS. 129
To be published with a price of 1s 6d.

Japanese passenger stock. 130-1. 6 illus.

A new locknut. 131. diagr.

Cordoba Central Ry. 131.
Fifteen narrow gauge 4-6-4 supplied NBL and five 4-6-2 by Kitson.

Narrow gauge cane and sisal wagons. 132. 2 illus.
Supplied John Fowler of Leeds to tropical plantations.

A new lifting jack. 132. 2 diagrs.
Duff governor controlled. Consolidated Pneumatic Tool Co. 

Smith's patent unloading hopper. 133. illus.
Demonstartion at Uxbridge High Street station.

Review. 135-6

Development of the locomotive published Central Steel Co.

Irak Ry., Mesopotamia. 136.
From index: Iraq Railway

No. 405 (15 May 1926)

New tank locomotive, Isle of Man Ry.. 137-8. illus.
No. 16 Mannin: supplied Beyer Peacock: 30% more powerful than existing motive power. J. Bradshaw was the locomotive, carriage & wagon superintendent

The Royal Gorge — Denver & Rio Grande Western RR. 138 + plate (sepia photograph) facing page

New South Wales Government Rys. 138.
Electric trains introduced on Illawara line between Mortdale and Sydney.

Rebuilt 4-coupled express engine, London & North Eastern Ry., G.E. Section. 138. illus.
D16/2: No. 8813 illustrated

Locomotives for the Madras Harbour Board. illus.
Hunslet 0-6-0ST: 5ft 6in gauge.

Rebuilding and reorganisation of Crewe Works. 139.
Including steelworks.

Narrow gauge locomotives for the Polish State Railways. 140-2. 2 illus., diagr. (s. el. & plan)
Flexible 0-10-0T manufactured Berlin Machine for 785mm gauge railway in Upper Silesia: used Professor Czezcott (Czeczott) system

Stephenson Locomotive Society visit ti Bacton works of Gas Light & Coke Co, 142.
Led by J.N. Maskelyne.

Tank locomotive for South Africa. 142. illus.
Hudswell Clarke 0-8-0T: 3ft 6in gauge: Komati

The locomotive history of the Great Indian Peninsular Railway. 142-5. 3 illus.
Erecting shop at Prel illustrated

DSP. Some Argentine locomotives. 145-8. 6 illus.

Rubber for rolling stock — its use, application and development. 148-9. 2 diagrs.
Hose. Dumbbell test pieces.

New hooping press for laminated springs. 149-51. illus., 3 diagrs.
Leeds Engineering and Hydraulic Co. Woodheads.

Babbacombe Cliff Railway. 152. 2 illustrations
Electrical operation.

Technical essays. 152-3.
Lubrication. Objections to trimmings: prefered mechanical lubrication.

A sectional locomotive for demostration purposes. 154-5. 3 illustrations

New sleeping cars, New Zealand Government Rys. 161-2. diagram (side elevation, plan)
Nine two berth compartments. Doors into compartments angled to enable passengers to pass each other. LMS crimson livery. G.S. Lynde CME

A.V. Pawlowski. Locomotive fire grates—the removal of clinker, etc. 162-3.
Polish State Railways: contribution to International Railway Conference in London in 1925

Royal saloon for Siamese State Railways. 163-5. 3 illustrations, plan
Built by Craven's Railway Carriage & Wagon Co. Ltd. of Sheffield. Metre gauge. Sleeping saloon with a central entrance; teak body and steel underframe. Swing link bolster bogie. Built for Prince Purachatra. C.P. Sandberg consulting engineer.

Obituary. 168.
M.W. Mook, Locomotive instructor of the Dutch Railways and author of de locomotief (6th edition). Member ofb Theosophicalm Society of Utrecht.

Correspondence. 204.

[Review of Development of the locomotive published Central Steel Co.]. C.B. Chaney.

No. 406 (15 June 1926)

Garratt locomotives for the Nitrate Railways of Chili. 171-2. illustration
Three 2-8-2+2-8-2 supplied by Beyer, Peacock & Co. Ltd to requirements of T. Jefferson, locomotive superintendent in Chile. Locomotives had bar frames

New six-coupled goods engines, London & North Eastern Railway.  172. 2 illustrations
Thirty five Darlington-built 0-6-0 for Fife and Edinburgh Districts coal traffic, J38 class with 4ft 8in coupl;ed wheels. No. 1400 illustrated. One photograph shows cab controls

Large non-articulated locomotive for the Union Pacific Railroad. 173-4. illustration
4-12-2 supplied by American Locomotive Co. with 108.25ft2 grate area and three cylinders.

Rebuilt six-coupled goods engine for the M. & S.W. Jn. Section of the Great Western Ry. 174-5. illustration, diagram (side elevation)
Ex-Midland & South Western Junction Railway Beyer Peacock 0-6-0 rebuilt as GWR No. 1005 with taper boiler, right hand drive and tender with increased capacity by fitting side sheets.

0-6-0 side tank locomotive for India. 175.
John Fowler & Co. (Leeds) Ltd. for Forestry Department, Gorakhpur

Three cylinder mineral locomotive, London and North Eastern Ry.. 186-7 + folding plate f.p. 172. 3 diagrams., plan.
Detailed working drawings of O2 class.2-8-0

New carriages & wagons, Isle of Man Railway. 201-2. 3 illustrations
Bogie third class and third brake composites fittede with electric lighting and four-wheel ballast wagon supplied by Metropolitan Carriage, Wagon & Finance Co. Ltd from its Saltley Works to the requirements of J. Bradshaw, locomotive, carriage and wagon superintendent.

No. 407 (15 July 1926)

Freight locomotive, South Australian Railways. 205-7. illustration
2-8-2 designed F.J. Shea; bulit Sir William Armstrong Whitworth & Co.

Oil-burning locomotives on the London, Midland & Scottish and Southern Railways. 207-8.
LMS 4P compound No. 1059 and SR E1 4-4-0 No. A163 illustrated; latteer with Mexican trough system: other classes modified on both railways are listed.

4-6-0 locomotives for mail trains, Eastern Bengal Railway. 208. illustration
Supplied by William Beardmore & Co. Ltd and similar to other 4-6-0 type supplied to Indian railways to requirements of H.H. Spalding, locomotive superintendent and to specificatuion of Rendel, Palmer & Tritton

Tandem compound locomotive, South Western Ry. of Russia. 209-10.  illustration, diagram (side elevation)

Rail-roading in the Philippines. 210-13. 5 illustrations
Sugar cane transport was primary purpose, but the Manila Railroad also operated a slaeeping car service to Damortis known as the Baguio Special. The Philippine Railway operated on the islands of Panay and Cebu.

Rubber for rolling stock — its use, application and development. 213-14. 4 diagrams
Spencer Moulton & Co. blocks for mounting carriage bodies. Beckett, Laycock & Watkinson rubber window channelling

Operation of steam locomotives during an emergency. No. 2. 214
Mechanical stokers used in United States; rocking grates; clinker removal.

4-8-0 type locomotive for Colombia. 215. illustration
Supplied Berlin Locomotive Works to specification of P.C. Dewhurst, chief mechanical engineer

Unification of railway gauge in Australia. 215.
The first sod had been cut of the Grafton-Kyogle-South Brisbane standard gauge line on 23 June 1926.

Setting locomotive piston valves. 216-18. 5 diagrams, table

F.W. Brewer. The last of the N.E.R. two-cylinder compounds. The historic "Aerolite". 219-21. 2 illustrations, 2 diagrams (side elevations)
2-2-2 constructed by Kitson, Thompson & Hewitson exhibited at the Great Exhibition of 1851. In 1869 a replacement 2-2-2 Aerolite was constructed under Fletcher; this was converted into a 2-2-2T  in 1886 and finally as a 4-2-2T in 1892 and was subsequently reboilered. See also letter on p. 407 from R.E. Bleasdale.

A novel double-deck railway carriage. 221
South African Railways for Capetown suburban services: seated 120 passengers.

LNER. 221
To paint locomotive headlamps white.

Gauge transfer trucks. 221-3. 2 illustrations, 2 diagrams
German Railways Dresden Division

Ahrons, E.L. Early Great Western standard gauge engines. 223-4. 3 illustrations

An out-of-gauge load on the L.N.E.R. 225. illustration
Bedplate for marine engine transported from Taylor's Foundry at Hilda Hole near Tyne Dock to Doxford's Siding at Pallion.

T.W. MacAlpine. Locomotive building for overseas markets. 225-6.

Liquid fuel for locomotives. 226

The locomotive history of the Great Indian Peninsula Railway. 227-9. 3 illustrations, 3 diagrams

Southern Heights Light Railway. 234.
Ministry of Transport had approved a light railway from Orpington to Sanderstead to be worked by electric traction with stations at Farnborough, Downe, Cudham for Biggin Hill, Westerham, Tatsfield, Chelsham, and Warlingham, Hamsey Green and Mitchley Wood. The line was to be sigle track with passing loops. A summit of 448ft was reached near Tatsfield. The engineer was Colonel Stephens.

Canadian Pacific Ry. 234
Running hospital cars in the Laurentian to provide medical fascilitiess in remote locations

Blackfriars Station District Ry. 234.
Subway access to main line station

No. 408 (14 August 1926)

New Mogul type locomotive, London, Midland & Scottish Ry.. 239. illustration
No. 13000 illustrated. 2-6-0 design credited to Fowler: H.G. Burgess, General Manager, received initial acknowledgement for locomotive built at Horwich Works.

Three-cylinder 4-6-2 express locomotives, Buenos Aires Great Southern Ry. 240-1. illustration, diagram (side, front & rear elevations)
Supplied by Vulcan Foundry to requirements of P.C. Saccaggio, Cheif Mechanical Engineer abd Livesey, Son & Henderson, Consulting Engineers. 19 x 26 in. cylinders.

Freight locomotive with poppet valves, Bengal Nagpur Railway. 241-4. illustration, 4 diagrams (including side elevation)
2-8-0 constructed Sir W.G. Armstrong Whitworth & Co. Ltd, . to requirements of H.I. Cole, Chief Mechanical Engineer and Sir John Wolfe Barry & Partners. Fitted with Lentz reciprocating poppet valve gear.

Diesel freight locomotive. Russian State Railways. 244-5. diagram (elevation & plan)
George Lomonosoff design built Hohenzollern Works at Dusseldorf: diesel mechanical 1200 BHP

H.G.W. Household. The Corris Raailway: a Mid-Wales light railway. 246-8. 6 illustratiions.

Ahrons, E.L.. Early Great Western standard gauge engtines. 248-9. 2 illustrations

Technical essays. 3. On boiler feeding and superheating. 249-50.
Boiler feed water heating and problems of maintenance with superheaters, including increassed risk of priming. Hull & Barnsley Railway located superheater between boiler and the regulator.

Wheel turning and its machinery. 251-5. 4 illustrations, 4 diagrams

Smoke ducts for locomotive sheds. 255. illustration.
At Greensfield locomotive shed in Gateshead. Asbestos ducts supplied by Turner Bros. Asbestos Co, Ltd.

Inness, R.H. (unattributed): Locomotive history of the Stockton & Darlington Railway, 1825-1876.  256-7. 2 diagrams
Rokeby and Bouch feedwater heater

No. 409 (15 September 1926)

Express passenger locomotive. New South Wales Government Rys. 273-4. 2 illustrations.
E.E. Lucy Class C36 4-6-0 with round-top conical boiler and bogie tender

Goods locomotives for the Eastern Bengal Ry. 274-5. illustration, diagram (side, front and rear elevations).
Four 0-6-0 supplied by Kerr, Stuart & Co. Ltd of Stoke-on-Trent with tender cabs and Belpaire fireboxes to specification and inspection of Rendel, Palmer & Tritton

In memory of John Ericsson. 275.
Postage stamp issued by United States to commemorate his work; also short biography.

Tank locomotives for Swansea Docks, G.W. Ry., 276. illustration
Avonside standard products modified for G.W.R. conditions.

New locomotives for the Rhodesian Railways. 276-9. 2 illustrations, 2 diagrams (side elevations).
Twenty 4-8-2 supplied by North British Locomotive Co. Ltd at Queen's Park Works, Glasgow to specification and inspection of Sir Douglas Fox & Partners and 12 Beyer Garratt 2-6-2+2-6-2 supplied by Beyer Paeacock & Co. Ltd

New turbine locomotive, Bavarian Section—German State Rys. 279-81. 2 illustrations, table.
Turbine located at front of locomotive. Had a condensing tender.

The Howard petrol locomotive. 281-3. 2 illustrations, diagram, table
J, & F. Howard Ltd. of Bedford, Locomotive supplied to Leicester Corporation to work on sewage farm at Beaumont Keys. Shown with Ruston steam excavator/

[Contracts]. 283
Two 2-6-2T engines ordered by Crown Estate Agents for the Colonies for Tanganyika Railway from Vulcan Foundry.
Five 2-6-0+0-6-2 ordered for Entre Rios Railway from Beyer Peacock in Manchester
Sixteen metre gauge 4-6-0 ordered from Robert Stephenson Ltd for South Indian Railway
Eight Class K 0-6-0 (broad gauge) ordered from Nasmyth Wilson for South Indian Railway

Berlin Locomotive Works. 283
High pressure locomotive being built

W.G. Armstrong Whitworth & Co. 283
Twenty five 4-8-0 locomotives with bogie tenders being shipped complete to Brisbane for the Queensland Government Railways.

Rolling stock for the Brazzaville Railway, French Congo. 284-5. illustration, diagram (side & front elevations, plan)
General arrangement drawing of 3ft 6in gauge 0-6-0 and illustration of a goods wagon

John Riekie.A new valve gear. 296-8. 2 diagrams, table

An echo of the Railway Centenary Celebrations. 300-3. 3 illustrations
Locomotive of early Stphenson type illustrated in John Brewster's The parochial history & antiquities of Stockton-on-Tees. 2nd edition 1829; also refers to Report on railways in England in 1826-27 by Carl von Oeynhausen and Heinrich von Dechen giving its German title Archive fü Bergbau und Hüttenwessen (later translated by E.A. Forward in Trsns. Newcomen Soc., Tomlinson's The North Eastern Railway and Rastrick's Notebooks and Wood's Treatise on rail roads. Mainly interested in wheel construction and how the early locomotives performed

Correspondence. 306.
[Three-cylinder locomotives]. E. Joslin.
Refers to letter by Hoecker and critices it for failing to mention that the Union Pacific and Southern Pacific operated forty three-cylinder 4-10-2 locomotives with the outside cylinders having a 32 inch stroke whilst the inside ones had 28 inch stroke. He also failed to note that the South Eastern Section of the Southern Railway had a severe width restriction which limited the diameter of outside cylinders. The two types of LNER Pacific [Gresley and Raven] had both achieved 80 mile/h and hauled 530 tons out of King's Cross.

No. 410 (15 October 1926)

Recent Italian locomotives (steam). 307-8. 2 illustrations
Four-cylinder 2-6-2 designs with Caprotti Valve gear built by Breda for the Italian State Railways..

Snailbeach District Railway. 328. 5 illustrations

The locomotive history of the Great Indian Peninsular Railway. 329-30. 2 illustrations
Refers to five Kershaw designed 4-6-0Ts built by Sharp Stewart and put into service in 1863.

Sydney suburban railway electrification. 332-5. 3 illustrations, map
1500 volts DC system with Metropolitan Vickers electrical equipment following recommendation of J.J.C. Bradfield, chief engineer  of the Sydney Metropolitan Railway Commission.

Early locomotives Dublin and Kingstown Ry. 336-7. 2 diagrams (side elevations)
Original locomotives supplied in 1834: three from Sharp, Roberts & Co. named Britannia, Hibernia and Manchester and three from George Forrester: Dublin, Kingstown and Vauxhall. The Sharp engines had vertical cylinders and drove via a bell crank motion. The Forrester locomotives were the first to have horizontal motion. These 2-2-0 had 5ft driving wheels. Two further Forrester locomotves were obtained in 1836 named Victoria and Comet: these were similar to the other Forrester products, but conveyed the coke and water on the locomotive. The other Forrester products were similarly modified, but the Sharp engines retained their tenders. In 1839 two locomotives were constructed at the company's own workshops in Serpentine Avenue, Ballsbridge, Dublin and were the first locomotives to be constructed by a railway company in the British Isles. These were Star and Jupiter and had 5ft 3in coupled wheels and 11 x 18in cylinders and had a 2-2-2T arrangement. Three further engines followed:  Princess, Shamrock and Erin. Both Hibernia and Princess are illustrated: the latter based on the original drawing sent us some time back by the courtesy of George H. Wild, locomotive superintendent of the former Dublin and South Eastern Railway. The wheels of the Princess were of cast iron with spokes of I section, and were made at the Dublin works. The valves were driven by a rocking shaft, with gab motion. The boiler carried a working pressure of 90 psi. The cylinders were 11 in. diameter by 16 in. stroke and the driving wheels 5 ft. 6 in. diameter. The front carrying wheels were 4 ft. diameter and the rear 3 ft. diameter; the wheelbase was 6 ft. 1 in. leading to driving and 4 ft. 11½ in. driving to trailing. It is said the original iron fireboxes of these engines were welded up, that is, the front and back plates, crown and sides at the joints. Other engines built at Ballsbridge of the same type, and soon after the Princess, were named as follows: Bellisle, Albert, Burgoyne, Cyclops and Vulcan. At this period the Dublin and Kingstown was 4 ft. 8½ in. gauge, but the gauge was converted to 5 ft. 3 in. in 1854-5, when the line was leased to the Dublin, Wicklow and Wexford Ry. The alteration of the engines entailed three new straight, longer axles, and lengthening the frame stays only.

New South Wales Government Rys. 337
The bridge across the Clarence River in connection with the new main line between Sydney and Brisbane is to be of the double decked type and built jointly by the Railway Department and the Public Works Department, the upper deck forming a roadway 22 ft. 6 in. wide and 27 ft. above rail level, which is 33 ft.above high water, though floods may reduce this level to about 5 ft. at times.

"The Model Engineer" Exhibition. 337
An exhibition of model engines, boats, etc., was held at the Horticultural Hall, Westminster, from the 18 to 25 September. There was a fine display of exhibits and a great attraction was the Wireless control of trains by Major Raymond Phillips, the inventor. Demonstrations were given and were well attended. One very fine 1½in. scale model was that of L. & S.W.R. 4-6-0 express engine, No. 486. It is stated that this model took 30,000 hours to build and the material cost £200. It is now worth £2,000, and is to be on view at the Science Museum, South Kensington. Another exhibit worthy of mention was an engine named Stanley Baldwin, built by Bassett Lowke, Ltd.,, for H.F.R. Franklin's Garden Railway, at Radwell, Bedfordshire. This is to run on a 10¼ in. gauge track and weighed about one ton. On the working model track J.C. Crebbin gave exhibitions in 'steam of his four-cylinder compound model locomotives, Aldington (4-6-2) and Sir Felix Pole (4-8-0). An excellent 4-4-2 type L.M.S.R. (Tilbury Section) tank engine model was also in steam.

London Midland & Scottish Ry. (L.& N.W. Section). 337
Several of the new Crewe-built 0-6-0s (series 4302-11) had been put into traffic unpainted, including Nos. 4308 and 4310. The first ten of a new series of 25 similar engines had been delivered to Crewe by the North British Loco. Co. bearing Nos. 4382-91 (ex Queen's Park Works). All the new 0-6-0 shunting tanks from the same firm were now in traffic, Nos. 16420-9 (ex Hyde Park Works) and Nos. 16430-59 (ex Queen's Park Works). The preceding twenty, Nos. 16400-19 (ex Hyde Park Works) were in service on the Northern Division. A further series of fifty engines was being supplied by the Vulcan Foundry Co. as follows: Forty to LNWR section, Nos. 16460-99-the first of which has recently arrived, and ten to the Midland Division, Nos. 16500-9. |
Claughton class engine No. 1327 Alfred Fletcher (L.M.S. No. 5917) had been fitted with Caprotti valve gear as shown on the Italian State Railway locomotive described on p. 308, and is to. be tried against another Claughton, No. 1567 Charles J. Cropper (L.M.S. No. 5908), the latter being similar to the former as before conversion, excepting that it had been provided with new cylinders. In its preliminary trials, the converted engine appeared to have come fully up to expectations.
The following additional engines were running fitted to burn oil fuel: Claughton class, Nos. 63, 119, 163, 208, 1334, 1335, 1726, 2239, 2426, 5901, 5907, 5943, 5983, 5989 and 5994; Prince of Wales class, Nos. 56, 252, 1732, 2392, 5602, 5641, 5645, 5661, 5666, 5702, 5703, 5712, 5731, 5741 and 5774; Standard Compound, Nos. 1112, 1115, 1117, 1118, 1122, 1151, 1155, 1165, 1173 and 1182. Nos. 1821 and 1848, formerly class D simples, and No. 1842, formerly class C simple, had been converted to class " G1 " (superheater). These engines were L.M.S. Nos. 9064, 9022 and 8966 in the order given. Latest withdrawals from service were as follows: Renown class, Nos. 1921 John o' Gaunt and 1973 Hood; Precedent class, No. 514 Puck ; 4 ft. 6 in. 2-4-2T, No. 946 ; 4 ft. 6 in. 2-4-0 , No. 1443 ; N.L.R. 4-4-0T, Nos. 2803, 2813, 2819, 2838, 2847 and 2864 ; Special DX class, Nos. 3006, 3036, 3082, 3132, 3145, 3270 and 3358 ; 17 in. coal class, Nos. 881, 2419, 3318, 3330, 3357 and 3573 ; Special Tank Shunters, Nos. 3340, 3409, 3536, 3538 and 3588 ; and 2 ft. 6 in. shunter, No. 3017

No. 411 (15 November 1926)

Great Western Ry.: "Castle" class locomotive with new pattern tender. 341-2. 3 illustrations, diagram (side & front elevations.)
No. 5000 Launceston Castle illustrated as well as 4000 gallon self-trimming tender. Also note on work by locomotive between Euston and Crewe and Crewe and Carlisle.

Ljungström turbine condensing locomotive built by Beyer, Peacock & Co. Ltd. 342-4. illustration
2000 hp turbine with quill drive, large air-cooled condenser. Tests on LNER from Gorton to Woodhead; announcement of move to LMS at Derby.

An oil-burning shunting locomotive. 344. illustration
Yorkshire Engine Co. 0-4-2T for 2ft 6in gauge with Holden system oil-firing.

Superheater goods locomotives, London and North Eastern Ry. 345. illustration, diagram (side & front elevations).
Gresley J39 0-6-0: had 5 ft 2 in driving wheels and a boiler 6 in longer than that of the J38 type.

Southern Ry. four-cylinder "Nelson" class express locomotive. 346. diagram (side & front elevations)
Official Maunsell diagram of No. E850 Lord Nelson

Rebuilt passenger tank engines, L.M. & S.R. 347-8. illustration
Reboilering of the Johnson 1881 0-4-4Ts with Belpaire boilers. Noted that although many Midland designs as different as 0-6-4T and 2-4-0, the 0-4-4Ts had not been so-modified until recently. No. 1383 illustrated. Noted that Nos. 1371, 1373, 1283 and 1416 had been noted so-fitted in London suburban area. Notes indebtness to Sir Heny Fowler.

0-6-0 tank locomotive for hauling potatoes. 348. illustration
60 cm gauge 0-6-0T built by John Fowler & Co. (Leds) Ltd for J.H.Dennis to use on Nocton Estate near Lincoln.

F.W. Brewer. The introduction of modern locomotive superheating in Great Britain. Pioneer work on the G.W.R. 352-4.

A tube cleaning blast pipe. 354-5. diagram
Kylala arrangement as used on Paris Orleans Railway and other French railways.

Questions and answers. 355-6. 3 diagrams
No. 74: Point of cut-off with Stephenson link motion when running forward and backward
Equal lead and cut-off cannot be obtained with Stephenson link motion when running in both directions: suggests should seek equal leads and cites Valve gears and valve setting
No. 75: Walscharts valve gear arranged for outside admission
Geometry of inside and outside admisssion Walschaerts valve gear: locomotives working mainly in forward direction should have the die block at the bottom of the link for the sake of more direct action.
No. 76: Baker valve gear diagram
Questioner confused Baker valve gear with Young gear as used on Union Pacific Mountain type. Early Baker valve gear was known as the Baker-Pilliod gear, but this was obsolete by then.
No. 77: Tender filling on Austrian State Railways
Diagrams shows hinged lids, rather like desk tops on sides of tender which made filling simpler as was less dependent on position.

Technical essays. 6. On running shed equipment. 356-7.
Manual locomotive cleaning; boiler tube cleaning (disadvantages of both steam and compressed air), boiler washing out (mainly hot water); mechanical coaling plants; issue of engine oil (difficulty of cylinder oil due to high viscosity); loading sand (more advanced in America) and cross vanes used on American watering in round houses.

Wireless on trains. 357
Radio communication between conductor and driver on long freight trains on New York Central Railway; an through loudspeakers in yard at St. Paul.

New boat train for Nigerian Rys. 358-61. 6 illustrations, plan
For 705 mile journey between Lagos and Kano. First class compartments with sleeping berths and day accomodation, for 3ft 6in gauge built by Gloucester Railway Carriage & Wagon Co. Ltd.  

Horse box—Eastern Bengal Railway. 361. illustration

Inness, R.H. (unattributed): Locomotive history of the Stockton & Darlington Railway, 1825-1876. 362-3. 2 illustrations
2-4-0 No. 66 ex Priam and NER No. 1068 Woodlands

Swedish railway relics. 363-4. 2 illustrations
0-6-0 tank engine Frykstad narrow gauge Frysta-Kralalvens branch line; built by T.H. Munktell of Eskilstuna

A novel shunting tractor. 364. illustration
Chase Side Motror Co. of Enfield

The transport of milk. 364. illustration
Scammell Lorries Ltd six-wheel truck for transport of bulk milk from West of England to London.

Foreign fuel on British locomotives. 364
Leading to delays, breakdowns, etc. Also Southern Railway fitted a Titan tilting grate to 4-4-0 No. 504A at Battersea.

The locomotive history of the Great Indian Peninsular Railway. 365-6. illustration, diagram
E.B. Wilson back-to-back 0-4-0+0-4-0 and Sharp Stewart 0-6-4ST for working Ghat inclines: both types with sledge brakes

Mallet type logging locomotives. 367-70. 11 illustrations

Correspondence. 372-4

Old Engerth locomotives on French and Belgian railways. R. Greiffenhagen
Re articles by Albert Jacquet the following may be of interest. In the issue of April, 1922, those built for the C. de F. du Midi are described on p. 104, and a diagram given p. 105. There is at least one of these locomotives still at work, or at any rate she was on 17 September 1926. This is No. 334, a 0-6-4 engaged on shunting work at Montauban, on the Bordeaux-Toulouse main line.

Further notes on the early locomotives of the L.B. & S.C. Ry. Fredk. Wm. Holliday. diagram
Re Mr. Bennett's "Further Notes on the Early Locomotives of the L.B. & S.C. Ry." (May 15, 1926, issue of THE LOCOMOTIVE). I well remember the L.B.S.C. tank engine No. 25. I came in contact with her every day, I think, in the year 1867. I enclose a rough sketch. She had a Sharp's moulded bright brass dome cover; a saddle tank with rounded corners; was a four-wheeled coupled engine; the coupling rods were square cottered, not bush rods; the weather board was curved over at the top. The motion was distinctly Mr. Craven's design, but the wheels appeared to me to much resemble "Bury's" design—they were cer-tainly not like any of Mr. Craven's—they always looked odd ones. I should say the coupled wheels were 5 ft. The boiler was pressed to 120 lb.

Further notes on the early locomotives of the L.B. & S.C. Ry. A.R Bennett
I have read with interest F.W. Holliday's recollections of old No. 25, but these must be ascribed to 1869 not 1867, as she was not rebuilt as a coupled engine till May in that year. The 5-ft. coupled wheels would not improbably be those from a Bury engine, since the 5 ft. 6 in. Sharp Roberts' wheels which she had as a 2-2-2 would naturally not serve, and Craven would continue to use up suitable old stuff. Holliday's sketch is accurate except as regards the moulded brass dome cover; this was not of the Sharp design but had a round curved instead of a square base. Other engines with this form of dome were No. 51, 55, 60 and 145. The curved base was invariably painted red by Craven, the top part of the dome being polished bright. The illustration of No. 25 in THE LOCOMOTIVE of October, 1909, is from a sketch I made in 1865. These. domes had belonged originally to some of the Gray-Hackworth engines, part of which had two small square-based domes, like Nos. 53, 56, 58, and part one of these larger curved-based domes on the boiler barrel and a safety-valve pillar on the firebox. No. 25 tank, in its original state, was one of the four outside-cylinder engines (all tanks) designed and built by Craven. These were the 2-2-2 No. 4 (rebuilt as a 2-4-0); the 2-2-2 No. 25 (rebuilt as a 0-4-2); the 4-4-0 No. 144 (rebuilt as a 2-4-0, and the 4-4-0 No. 136 which was never rebuilt.
It would be interesting to learn from Holliday where No. 25 was working when he knew her so well in 1869. As a single tank she worked the Littlehampton branch but as a coupled engine may have 'been assigned other duties. Her career must have extended well into Stroudley's time can Holliday say when she was scrapped? I take this opportunity to correct a mistake which crept into Aylwin's recollections. The statement that the Crystal Palace Company purchased an engine and train and ran a railway service from Norwood Junction was questioned by A.C.W. Lowe, who opined that it was really the West of London and Crystal Palace Railway Company, which had to do with the early stages of Victoria Station. This company's lines were worked by the L.B. and S.C. Ry., but it is on record that they did purchase an engine and coaches in May, 1858, with which a service to the Crystal Palace was inaugurated. On putting this to Aylwin, he agreed to its correctness. Lowe also doubted whether the engine purchased was a Sharp, but on this point Aylwin is quite firm. That being so, Lowe considers that No. 42, built in 1841, was in all probability the engine

Three-cylinder locomotives. William T. Hoecker
In reply to E. Joslin's letter in your September issue, the writer wishes to point out that his criticism of the 2-6-4 tank engine No. A890 of the Southern Ry. was confined entirely to the type of valve gear employed for the central cylinder. I am quite familiar with the clearance limitations on the Southern Ry., and feel thoroughly conversant with the theoretical and practical advantages of multi-cylinder engines, but until confronted with indisputable evidence to the contrary, from indicator cards taken in actual running, I cannot admit that any com-bination valve gear will give a satisfactory steam distribu-tion in the central cylinder of a three-cylinder locomotive at all percentages of cut-off, regardless of the "refinements" which the gear may possess. The adoption of a shorter stroke for the inside cylinder will certainly tend to equalise the horse-power developed in the various cylinders at short cut-offs with a combination gear, but this does not eliminate the valve gear defect. In regard to the L.N.E.R. locomotives, Joslin may be interested in the statement of Sir Vincent Raven, to the effect that "he used the three sets of valve gear, and if he went back to rail work to-day he would do the same again." If the Gresley gear is entirely satisfactory, why is it not used on any of the engines sent out from England to the Argentine? And why has the Baldwin Works used Borsig's arrangement of three separate gears on the largest 4-8-2 locomotives yet constructed, which were recently delivered to the Denver and Rio Grande Western Ry.? The fact that there are 74 three-cylinder locomotives of the 4-10-2 and 4-12-2 types in service, or on order for the Southern Pacific and Union Pacific Rys., is no secret. Three cylinders were used on these engines for the simple reason that it was impossible to develop the necessary power with two cylinders within the prescribed clearance and axle-load limitations. The writer hopes that he will not be accused of prejudice against the three-cylinder locomotive, but he believes that if the required power is within the capacity of a properly designed two-cylinder engine, that type of machine will prove more satisfactory and economical, when all factors are considered. Several American railways, in addition to the New York Central, have experimented with three-cylinder locomotives in comparison with two-cylinder engines of equal capacity, but have reverted to the latter type in their most recent orders. The Missouri Pacific, Louisville and Nashville, and Chicago, Rock Island and Pacific may be mentioned in the above connection, and I know of at least one very large American system that would not accept any type of multi-cylinder locomotive as a gift.
The new 4-8-2 locomotives of the New York Central are equipped with the Baker valve gear, giving a maximum cut-off of 82 to 84 per cent. in full gear.. In view of the speeds at which these engines will run, it was not deemed advisable to adopt the "limited cut-off" arrangement. While there are others far better qualified to answer Mr. Joslin's question regarding the "Mountain" type engines of the Northern Ry. of Spain, I may be permitted to say that the primary object in designing these locomotives was to obtain maximum power with minimum weight. The perfeirmarice of the De Glehn compounds in this regard is too well known to require elaboration. If there are any two or three-cylinder simple locomotives in existence, capable of indicating one horse-power for each 87i lb. of total engine weight, the engineering world is still waiting to hear of them.

L.B. & S.C. R. history. William E. Briggs.
Response to: letter from F.W. Holliday on page 33 of Volume 33: A.R. Bennett's contribution to the above subject by the publication of his interviews with G. Aylwin. The locomotives of the L.B. & S.C.R. seem always to have enjoyed a goodly measure of popularity, and there are one or two points of interest connected therewith which to my knowledge have never appeared in print, and so I pass them on in case they are of interest to other readers. The first locomotive to be built at the Brighton works was a 2-2-2 tank engine, numbered 14 and turned out in May, 1852. The last locomotive to be built at the same establishment, under exclusive L.B. and S.C.R. ownership, was the 4-6-4T No. 333 Remembrance so that both first and last were tank engines having a symmetrical wheelbase in each case. But what a wonderful chapter of locomotive development lies betwixt the two, and I have often thought how instructive and interesting it would be to build models of each of above named engines in order to realize more fully the extent of such development, and would like to ask if Bennett, or any other reader, could supply a sketch showing a front elevation of the old 2-2-2 tank of 1852. The illustration on page 59 of your book on "Brighton Loco. History" clearly sets forth the broadside appearance of this engine and would serve a model-maker's purpose very well, but of course a front view is also indispensable for modelling purposes. I should be very grateful if any reader could help in this matter. Another point of interest to students of Brighton locomotive design is that Mr. Stroudley's standard express type was the 0-4-2 type, while his successor R.J. Billinton, adopted the 4-4-0 type as his standard, but Mr. Marsh combined the two in his 4-4-2 or Atlantic type. In Mr. Bennett's articles I had hoped to have seen some reference to the old rebuilt Craven engine Sussex, a noted 2-2-2 in her day, also famous on account of the type of Joy's gear with which she was fitted towards the close of her career.

The late Mr. E. L. Ahrons. M.M. Niven
It is very sad and pathetic to read the "History of the Great Western Locomotives," and to know that the writer of them will never again entertain any of us to share his recollections. In more than one technical paper have I read his historical papers, and can say that although I never knew him in the flesh I had great intimacy with him through correspondence, and I for one feel I have lost a great friend. The late Mr. Ahrons had a style in dealing with engines that never became dry or uninteresting, and humour came into his descriptions from the most unexpected situations. For example, he tells us that the cylinders of an engine placed high on the smoke box were "ensconsed like cats up a tree," and the connecting rods " were like a clothes prop."
In another time he once wrote to me and asked if a certain engine which had a feed heating apparatus on the top of the boiler "still carried the distillery." This engine had just the appearance Mr. Ahrons suggested, for it. looked as if a small vacuum pan like those used on a sugar estate was fitted above the boiler. Many situations claimed humorous allusions, and like Dickens Mr. Ahrons' description of engine drivers, fitters and foremen, made them all seem to become real living creatures, not only to him but to those who read his works. He must have had a good memory, for he described his engines so that even photos or drawings were superfluous.
We can say with the poet :—
"A tale like Waverley we yet may scan,
But shall we read a lay like Marmion."
We certainly owe Mr. Ahrons a great debt ; on whom shall his mantle descend?

Trade notes and catalogues. 374

London & North Eastern Ry.
Novel booklet of illustrations which have to be viewed through the red and green spectacles tucked in the cover: the pictures then present a pleasing stereoscopic effect. Edinburgh, Harrogate and Scarborough are among the views, and the. illustrations of the dining and sleeping cars represent the efforts made by the L. & N.E. Ry. to ensure the comfort of its passengers.

No. 412 (15 December 1926)

"Mikado" type engines for the Sudan Government Railways. 375. illustration
Robert Stephenson 2-8-2 for 3ft 6in gauge to dseign of C.G. Hodgson, Advisory Engineer to Sudan Government.

L. & N.E. Ry. — Great North of Scotland Section. 375.
Great Eastern Section 1500 class (B12) sent north to test capacity of four span bridge across River Spey at Craigellachie for deflection. Rumour that some of class to be transferred north.

Palestine Railways. Re-building and conversion of 4-6-0 Baldwin tender engines to 4-6-2 tank engines. 376-7. 3 illustrations
Work performed at Sir W.G. Armstrong, Whitworth & Co, Ltd. at Scotswood Works, Newcastle.

The "Imperial Mail" train. G.I.P. and E.I. Rys. 377
Started 5 November 1926 from Ballard Pier, Bombay to Calcutta

Recent non-standard German locomotives. 378-9. illustration, diagram (side elevation and plan)
2-8-2 four-cylinder compound with Krauss-Helmholtz bogie built by Richard Hartmann of Chemmnitz in 1918

The Leeds, Bradford & Halifax Junction Railway and its engines. 390-3. illustration, 2 diagrams (side elevations)
See also erratum in Volume 33 p. 32

The locomotive history of the Great Indian Peninsula Ry. 395-8.

Goods engine, East Kent Railway. 398. illustration
Beattie Ilfracombe Goods 0-6-0 No. 3

Bullock v. locomotive. 402. 2 illustrations.
John Fowler & Co. (Leeds) Ltd 0-6-0 hit a bullock on the Balinda, North Coast Line in Queensland when hauling a load of timber to the Balinda Central Mill.

Inness, R.H. (unattributed): Locomotive history of the Stockton & Darlington Railway, 1825-1876. 403-4.
No. 63 Birkbeck: drawing (s. el.), Bouch 0-6-0; diagram of Hackworth plug wheel

Bogie petrol tank wagon, Assam-Bengal Ry. 407. illustration
Built by Hurst, Nelson & Co. Ltd of Motherwell. Noteworthy for its corrugated iron hood to protect it from heat and for being catalogued by KPJ in his youth

Correspondence. 407

Three-cylinder locomotives. Diamond.
Two letters have recently appeared in your columns from which it would appear that W. T. Hcecker (response p. 65 Vol. 33) does not approve of combination valve gears for the inside cylinder of three-cylinder locomotives. Since Hoecker.writes from Texas it is probable he has had little opportunity of observing the work of the various classes of three-cylinder engines on the L.N.E.R. fitted with the Gresley gear. To those who are acquainted with the running of these locomotives under all conditions of load and at revolutions per minute equal to any obtained in normal practice no doubts as to their thorough success remain, but the letters referred to do not give a complete picture of the use of the Gresley gear elsewhere. It should therefore be mentioned that the largest non-articulated locomotive in thc world, the three-cylinder 4-12-2 built for the Union Pacific R.R. by the American Locomotive Co., employs. the Gresley gear, and Its builders' advertisements in the technical press are now especially devoted to the three-cylinder engine.
Although Hcecker professes to distrust refinements in gear design and construction, it is generally held that the successful service of valve gears having numerous pin joints is largely dependent upon elimination of wear at the joints and the lightening of all moving masses to the greatest possible extent. In this direction the Great Northern designs would seem to be in advance of general practice, this applying to all motion parts, though it is gratifying to observe apparently similar care has been devoted to the motion of the Southern Ry's Lord Nelson class.
Besides a general antipathy Hoecker mentions only one definite point against the Gresley gear, which he states gives rise at high speeds to the inside cylinder doing above its fair share of the work. No proof is adduced for this statement, but were it true it is surely difficult to devise a more desirable form of varied loading at high revolutions.
To refer for a moment to a different subject, the note on foreign coal on page 364 of your current issue, the adequate boiler and grate dimensions of their locomotives, including especially the three-cylinder classes, appears to have enabled the G.N. section engines of the L.N.E.R. to keep time with all loads to a degree which, as far as my not inconsiderable travel- ling experience goes, has been unique during the past six months, when the fuel has frequently consisted of an incombustible looking slack.

The last of the N.E.R. two-cylinder compounds. R.E. Bleasdale.

The historic "Aerolite".
Re N.E.R. compound Aerolite article by F.W. Brewer it may be noticed that the early 2-2-2 engine, as constructed by Kitson, Thompson and Hewitson, was of the type first developed in 1846 by John Gray, on the Hull & Selby and Brighton railways, and brought into prominence in 1847 by the well-known firm of E.B. Wilson and Co., whose famous Jenny Linds competed with Sharp Bros.' singles for a number of years. The Jenny Linds differed from Aerolite, however, in having their cylinders inside. Although a small engine, Aerolite must have been an attractive exhibit at the 1851 Exhibition; resplendent in a brilliant blue uniform, it vied for popularity with the Lord of the Isles, Cornwall, Folkestone, Little England, The Hawthorn, and Ariel's Girdle.
Of these famous locomotives the only other survivor is the metamorphosed Cornwall, which does similar duty on the L.M. & S. Ry. as the L. & N.E. Ry. Aerolite. In regard to the Worsdell-von-Borries system of compounding, the writer is given to understand that the H.P. and L.P. cylinders were cast together and placed between the frames at different angles, so that the smaller H.P. cylinder overlapped the other. By means of Joy radial valve motion, high pressure steam was admitted to the smaller cylinder, after which it was conveyed by a receiver pipe provided with a flap valve and at a lower pressure to the larger one. In starting 'the engine, the driver could by the action of a hand operated valve, admit steam simultaneously to both cylinders.

Modern locomotive superheating. J.S. Gillespie. 407
See also F.W. Brewer in Volume 33 page 33..
In his interesting article in your issue of 1 ovember 15th on the" Introduction of Modern Locomotive Superheating in Great Britain," I notice that Mr. F. W. Brewer states that the G.W.R. Co. must be regarded as the actual pioneers of latter-day locomotive superheating in this country, the L. & Y. Ry. coming next, and he refers to both experiments as taking place in 1906. It may be of interest to point out that on page 80 of Charles S. Lake's The World's Locomotives, published in 1905, is given a diagram and description of a superheater fitted to one of J. F. Aspinall's inside cylinder Atlantic locomotives of the 1400 class. It would appear, therefore, that the L. & Y. Ry. were the first in the field as regards modern locomotive superheating in Great Britain.

Railway Club. 408
From index