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.
2-8-2: 2ft 6in gauge supplied NBL
The "Sentinel" Patent steam locomotive. 8-10. 3. illustration, diagr.
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%.
[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 theseall 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.
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.
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.
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.
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
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
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
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.
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
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.
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.
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.
John W. Hackworth and locomotive history. J.G.H.
After reading Young's letter in February issue, I feel worthy to be counted among the victims of J. W. Hackworth's dialectical umbrella, as depicted in S. T. Richardsons' witty caricature of 1876, and reproduced by Young in his own book, (Timothy Hackworth and the Locomotive," face p. 212.) although it is an obvious satire on certain violent methods of argument.
But the sense of humour which led Young to publish this caricature seems to have deserted him, and he is now very angry with me, though some years agoin spite of my previously published opinion of John Hackworth's historyhe expressed a wish to meet me. I would like to ignore the angry expressions of his letter to you and recollect Mr. Young as the pleasant companion of an hour's discussion when, though I confirmed and emphasised my published opinions of his uncle as a historian, we parted friends.
I am sorry that Mr. Young has brought his family relationship into the present public discussion, for I have been more considerate of it than he thinks, and it has no real bearing on the historical questions raised.
In regard to these, I have nothing to add to my last letter except answers to two questionsor challengeswhich Young puts to me:
1. Referring to early six-wheeled locomotives, there is a strong implication from the drawings of Dodds & Stephenson's 1815, and Losh & Stephensons 1816 Patent Specifications, that Stephensorr's early six-wheeled locomotive was coupled throughout, and Farey 's description, published in 1819, states distinctly that the six wheels were applied "to relieve the weight upon the rails and obtain a greater reaction to advance the carriage;" in other words, to obtain greater adhesion (A Century of Locomotive Building, pp. 23, 24.).
2. Referring to feed-heating by exhaust steam, Van Dechen and Van Oeynhausen's report shows that this apparatus had been fitted to a locomotive which was completed before the Royal George was built. This engine was subsequently sent to the Stockton & Darlington Ry., and was called Experiment. John W. Hackworth's account makes out that it was constructed after the Royal George and as a counterblast to that engine (Timothy Hackworth and tbe Locomotive, p. 163)a very good instance of his unreliability.
But those of your readers who are interested and so far unbiassed, must study the evidence for themselvesthat is all I ask.
To the majority, who are interested only in the "modern side" of locomotive history, John W. Hackworth's merits may well appear as irrelevant as King Charles' Head; but those who, whether for duty or pleasure, commence to study the early history of the locomotives, and working of the S. & D. Ry., will soon find themselves faced with the utterly confiicting opinions of later historians. To them the question of Mr. Hackworths credibility as a witness becomes of the first importance.
My own attempts to resolve this question involved a great deal of work, but they led directly to the discovery of detailed contemporary evidence which seems to have been unknown to previous writers, and is still ignored, or brushed aside by the Shildon school.
To me, and to most of my critics, these evidences have seemed conclusive on the fundamental question we are now discussing. Those who wish for a third, and presumably unbiassed, opinion of Mr. Hackworth as a historian, will find it in The Engineer, 28 September 1923, in an article on "Timothy Hackworth and the Locomotive."
Early locomotives of the G.W. Ry. J. N.
With reference to the delightful articles by E. L. Ahrons, on the above subject, and particularly with regard to the 481 Class, I am enclosing a photograph of Engine No. 487, which may be of interest. The photograph was taken at Reading in January, 1920, at which time No. 487 was the last survivor of her class, and was usually employed as shunting-pilot at Reading station. A study of the photograph reveals some modifications which must have been made at a later date than those mentioned by Ahrons, and I think that several other engines of this class were. similarly modified, especially Nos. 489, and 588 both of which were well known to me.
The most conspicuous, apparent alterations, are the Belpaire firebox and the somewhat extended smokebox, as well as the shortened chimney. The tender, also, although of an.old pattern, differs considerably from that originally supplied, and has had a raised coping added to the sides of the coal-space. No. 487 had disappeared from Reading in April, 1921 .: and was scrapped at Swindon in July of that year, some two years after all the other engines of her class had been scrapped.
Three-cylinder locomotives. William T.
In view of the remarks made at the meeting of the Institution of Mechanical Engineers in Newcastle, last July, it is rather surprising to read, on page I of your January issue, that the new 2-6-4 tank engine No. A890 River Frorne, of the Southern Ry., is equipped with the same design of valve gear that was applied to the 2-6-0 engine, which was built for the same railway several years ago.
The writer had hoped that the matter of " combined valve gears for three-cylinder engines" would be thoroughly discussed at the meeting referred to above, when a paper was read on" Three-Cylinder High Pressure Locomotives," but, beyond a few slight criticisms ,the subject was passed over very lightly, the author of the paper contenting himself with saying that the gear is "giving entire satisfaction." It is, however, significant that he did not see fit to publish any indicator diagrams taken from three-cylinder engines.
There is ample evidence from America and Germany to prove that these combination valve-gears do not give a satisfactory steam distribution in the central cylinder, when the engines are run at a cut-off of less than 50 per cent. It seems to make no difference what kind of combination is used,whether vertical or horizontal levers, whether 8 or 28 pin-joints, the result is always the same, namely: As the speed is increased and the cut-off shortened, the power developed in the central cylinder increases out of all proportion to that developed in the other two cylinders.
There are nearly 2,000 three-cylinder locomotives of 2-10-0, 2-8-0, and 4-6-0 types in Germany, equipped with two different arrangements of combination valve-gear, for the inside cylinder. Some of these engines have been in service since 1914, so that ample opportunity has been provided to observe the performance of the valve-gear, and to make possible improvements. Nevertheless, several hundred of the new Mikado (2-8-2) passenger engines have been built with three separate gears (as illustrated in the LOCOMOTIVE MAGAZINE for September, 1922, pp. 253), because it was found utterly impossible to secure proper steam distribution at high speed with the combined lever gears. Some of the foremost Continental engineers, among them Robert Garbe, and Hans Steffan, have condemned the combination gears used on the Prussian engines in no uncertain terms. These facts are, certainly, well known to you, but apparently, English locomotive engineers are not generally acquainted with them. While on this subject, it may also be noted that after three years' experience with two heavy 4-8-2 type, 3-cylinder goods locomotives, equipped with the combined valve-gear, the New York Central Railroad is now placing in service 100 locomotives of the same type, similar in many respects to the 3-cylinder engines, but having two cylinders only, and using steam at 225 pounds pressure, an increase of 25 pounds over that used in the 3-cylinder locomotives.
This seems to demonstrate that, although the piston loads of a two-cylinder locomotive may be 30 per cent. greater than those of a similar 3-cylinder engine, and the two-cylinder locomotive may be inferior in torque and balance, yet the net results measured in terms of reliability, and cost of maintenance and operation, may be favourable to the two-cylinder type
Recent Spanish Locomotives. K.
Re article in the December 1925 issue, it is stated a belief that Spain was at present the only country in which 4-8-4 tank locomotives were in service on the standard gauge. May I be allowed to correct this statement. Within recent years the Yorkshire Engine Co. have constructed six locomotives of this type for the standard gauge lines of the Chilian Nitrate Rys. As these engines were designed by the makers and in view of the knowledge, skill and organisation necessary to pro- duce such an advanced type of locomotive, I think it only fair to point out in these days of self-depreciation the energetic way English locomotive manufacturers have attacked and solved difficult haulage problems by introducing powerful locomotives of such rare design to such distant countries.
The development of the
We have received from the Central Steel Co., of Massillon, Ohio, U.S.A., a copy of a nicely finished book they have recently published with the above title. As may be expected, the general tendency of the record is to show that the evolution of the modern locomotive has taken place in America, and, whilst ready to admit that great credit must be attributed to our 'cousins' across the Atlantic for the wonderful stndes made dunng the last ten years in developing the huge power units we now see in service, we cannot accept all they say as being Gospel. We are somewhat surprised such an authority as J. Snowden Bell, who is responsible for literary matter in the book, should say, when referring to the improvements effected in America :-" The first, and doubtless the most radical and universally approved one, was the swivelling truck, in the absence of which high-speed service would be impossible "-(the italics are ours). Surely, Mr. Bell cannot be ignorant of the fact that nearly all the high-speed trains this country became famed for were hauled by locomotives built without bogies, so that it is not logical to say such would be impossible. We fear that Mr. Bell cannot read his LOCOMOTIVE carefully. The illustrations are good, and give attractive represen- tations of the different historical locomotives put on the various pioneer American railroads. Vve regret to note a similar fault as that which seriously discounted the effect of the pictures given in Major Pangborne's book, viz.:-" Engines depicted as running without tenders or trains." The Stourbridge Lion is. shown thus, with the engineman standing on a naked foot-board outside what appears to be intended to represent the Baltimore Station of the day.
Among the other early locomotives shown careering along without tenders or trains are the" Atlantic" of 1832, " Sandusky" of 1837, and the first American 4-4-0 type. Over 50 locomotives are shown, from Cugnot's, of 1769, to the" Horatio Alien," of 1924; but perhaps one of the most interesting illustrations is the frontispiece showing the interior of the erecting shop of the Norris Works, at Philadelphia, about 1855. See leter from C.B. Chanet on page 204
Lokomotivversuche in Russland.. G. Lornonossoff. Translated
from the Russian into German by H. Mrongovius-Berlin:-V.D.I. Verlag, G.M.B.H.,
330 pages, 647 illustrations arid diagrams, 3 plates, etc. 136
The author records numerous experiments with the working of locomotives over the extensive railway systems of Russia, affording theoretical and practical information of considerable value. The trials, which are carried out under the personal supervision of Prof. Lomonossoff; with superheated and non- superheated locomotives, help to elucidate many problems connected with steam distribution. Graphs are liberally used to assist the reader.
Other matters concerning traffic control,and fuel consumption are treated upon. The book is neatly printed and strongly bound in cloth.
Essai sur les remarques maxima du trains de marchandises;
Essai sur les proportlonelles dee freinage a main des trains de
marchandises, L.E. Creplet. London: Locomotive Publishing Co.
The two essays, compiled by L. E. Creplet, Technical Inspector, Belgian State Rys., are of considerable value to those having to provide for satisfactory and sufficient brake power on heavy goods trains. The author gives forrnulee and data compiled from numerous practical tests on trains of various lengths and weights, 'over lines of different grades, etc.; he also gives definite figures of value for vehicles with brake arrangements of varying types in a form which must appeal to transportation officers and others actively engaged in traffic operation.
The Cader country. Published by the Great Western Ry.,
Paddington, and obtainable free at the principal G.W.R. stations and
This well written guide to the district round Cader Idris is beautifully illustrated with 44 views of the unequalled scenery of Merionethshire. Commencing at Bala, which is reached by the G.W.R. by way of Ruabon and Llangollen, the sections are arranged under the following headings, Mawddwy, Dolgelley and Cymrner Abbey, the Ganllwyd valley, the coast and mountains of Ardudwy, Barmouth, Dolgelley and Cader Idris, Aberdovey, Pennal and Corris, and finally, the coast of Merioneth. An excellent map of the Cader Idris district (three miles to an inch) is included, as well as the usual large folding map of the G.W.R. system.
[The romance of a railway]. 136
An illustrated booklet, nicely printed, has just been issued by the Albion Publishing Co. Ltd. Opening with a section on the genesis of railways, the remainder of the book is practically a condensed history of the Great Western Railway, with chapters on the battle of the gauges, and the development of the line and its rolling stock. There are many illustrations and a map of the G.W.R. system. Ottley 5952 gives Great Western Railway as author and does not mention Albion
Sentinel Wagon Works Ltd. 136
Orders for one double articulated type Sentinel-Cammell rail coach for the Buenos Aires & Pacific Ry., one rail coach for the Irak Rys. of Mesopotamia, one for the Salvador Ry. and two for the London & North Eastern Ry. The Great Western Ry. ordered a 20-ton Sentinel locomotive.
Hythe, Dyrnchurch and New Romney Light Ry. 136
Work commenced on the construction at the New Romney end of the line. We understand it will be a double line, of 15-in. gauge.
Southern Ry. 136
Between Holborn, St. Paul's and Elephant and Castle stations, the four-aspect colour light signalling installation was brought into use on the 21 March. Electric power operated the signals, enabling five signal boxes to be dispensed with.
[Electric trains, Sydney]. 136
On 2 February the first electric train made its trial run on the Illawarra line from Central station, Sydney, N.S.W., to Hurstville and back. The trials were very satisfactory, but it would be a few weeks before electric trains were in service. Later, the service will extend to Waterfall, fifteen miles further out. Tenders are now being called for the overhead work on the Bankstown line from its junction with the Illawarra line at Sydenham to Canterbury.
Loetschberg Ry. 136
To put into service this spring two powerful electric locomotives built by the S. A. des Ateliers de Secheron, at Geneva, in conjunction with the Ufficine Mechaniche Ernesto Breda, of Milan. These engines of the 2-6-6-2 wheel arrangement; their equipment to include six twin motors of 700 H.P. each. They will be able to take 560-ton trains (exclusive of engine) up grades of 1 in 37 at a speed of 50 km. per hour.
No. 405 (15 May 1926)
New tank locomotive, Isle of Man Ry.. 137-8.
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.
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.
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
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
Erecting shop at Prel illustrated
DSP. Some Argentine locomotives. 145-8. 6 illus.
Rubber for rolling stock its use, application and development. 148-9.
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
Technical essays. 152-3.
Lubrication. Objections to trimmings: prefered mechanical lubrication.
A sectional locomotive for demostration purposes. 154-5. 3 illustrations
//Smokebox and portion of oval boiler of locomotive no. I of the palatinate rys.
A.R. Bennett. New notes on the early locomotives of
the L.B. & S.C.R. 1. 155-6.
In July 1918 the Author had several conversations with G. Aylwin of Brighton who spent the whole of his working life in the service of the London, Brighton and South Coast Ry., first as mechanic in the Brighton works and on the Brighton Company's steamers, and afterwards successively as fireman, driver and locomotive inspector. He laboured in turn under Messrs. Craven, Stroudley and Billinton, senior, and there is evidence to show that with the last two his position was one of trust and confidence.
Mr. Aylwin, not always quite content with his subordinate position in the stirring railway world, was ambitious to embody the fruits of his matured experience in locomotive design, and produced two well-executed drawings of engines such as he would have liked to have seen tried on his line. The drawings were commended by Mr. Stroudley, but the ideas, except in one small detail, were not adopted. At the time Mr. Aylwin made his communications to me objections existed to their publication, but these obstacles having recently been removed, they are now given to the readers of THE LOCOMOTIVE with his consent and authority.
Mr. Aylwin entered the erecting-shop of the Brighton works on 8 March 1858, at the age of eighteen. In this shop, when he joined, there was one of the early Sharp Roberts engines, No. 25, built m 1839, mounted on a frame, the wheels being removed, engaged in pumping water and in driving the machinery of both the erecting and boiler-shops by means of a pulley fixed on the driving shaft, work she continued to perform for a good many years. This remembrance throws some light on the little outside-cylinder 2-2-2 saddle-tank No. 25 which worked on the Littlehampton branch in the 1860s. In the very well-known History of the Locomotiues of the L.B. and S.C. Ry. (Locomotive Publishing Co.), at page 91, it says that this tank engine was "built out of parts of a single engine made by Sharps in 1839" (this could only have been No. 25, since no other bore that date). "How much of the original locomotive went into the new one we cannot say, but probably only the wheels and framing." Mr. Aylwin's recollection settles this point, since the original engine, minus the wheels only, was located in the erecting-shop. This accords entirely with the probabilities, for the Littlehampton tank which I knew well (see my Supplement to the Brighton Railway History, THE LOCOMOTIVE, October, 1909), bore no sort of resemblance to a Sharp, Roberts single. No doubt, when the Sharp was well-established in her stationary job, Mr. Craven built the new 25 on her wheels, honouring the ancient motto, "Waste not, want not." Old 25 was the oldest engine but one that fell to the share of the L.B. & S.C. Ry.· on the dissolution of the Joint Committee in 1846, and it is gratifying to be able to trace her to her last employment.
It is to Mr. Aylwin that I owe an interesting fact about the early history of the original Crystal Palace Company. The Palace at Sydenham was opened on 10 June 1854, but at first there existed no proper railway access to it for visitors arriving by the Brighton main line. A spur to the Palace from Norwood Junction had been made for the conveyance of material during construction, but for some reason the railway company did not utilize it for passengers after the opening. These accordingly had to tramp up to the Palace from Penge or Anerley stations. There was good access to the Palace from London Bridge (Victoria did not then exist) by the special spur line from Sydenham, but as there were no main-line platforms at that station, passengers could not change there. The Crystal Palace Company endeavoured to better this state of affairs by running a train of their own from Norwood Junction. To this end they purchased an old Sharp Roberts single and three coaches from the L.B. and S.C. Ry., and with that company's approval, started a shuttle service that continued for several years. They repainted the engine blue, polished her up and put her in charge of a competent driver. Unfortunately, Mr. Aylwin does not recollect her Brighton numberon the C.P. .& N.]. Ry. she was undoubtedly No. 1but he knew her engineman, and is able to say that the Palace train was still running in 1859, for, in October that year, the engine of a goods train exploded between Lewes and Falmer, killing her driver. This man was a brother of the captain of the "C.P. Sharp," and Mr. Aylwin recollects that he was granted leave to attend the inquest. However, the L.B. & S.C. Ry. eventually condescended to work the Palace spur. The engine was then laid aside, and after a time either sold or broken up. It is a pity that the idea of preserving her amongst the antediluvian relics by the lake did not occur to the C.P. directors; she would be an asset to-day.
Of these early Sharp Roberts engines Mr. Aylwin speaks quite favourably, saying they were very good for their weight, and specially mentions Nos. 20 and 24. They had ceased main-line work when he joined the company, and in the 1860s were mostly performing on the various branches. Several had been turned into frame-tank engines19 and 77 were two suchand both tenders and tanks worked a good deal between Croydon and Wimbledon, making occasional trips to London (Supplement to the Brighton History, THE LOCOMOTIVE, May 1907). In addition to the duties enumerated in this Supple- ment, Mr. Aylwin says that No. 19 also worked at one time between Polegate and Eastbourne. Another exercising ground for the tender Sharps was be- tween Brighton and Lewes, a duty they shared for max:y years with the smaller type of Jenny Lind engines.
I state in my Supplement to the Brighton History, (March 1908, and May 1908) that in the late 1850's the principal Brighton engines working on the Bricklayers' Arms branch were 112 and 113, built by Longridge, and 44 and 46, built at the Brighton Works; also that a goods train left Willow Walk every evening about 7 o'clock. Mr. Aylwin confirms all this, and says that the exact time was 7-45. A few years later, in the 1860s, he himself drove goods engines to Willow Walk, and frequently worked the 7-45. He also confirms my recollection that it was a heavy train, and agrees that the engines were powerful and did take forty loaded trucks, and more on occasion, up the exacting gradients. He especially commends the Longridges, which had all the wheels in front of the firebox, for pulling.
He often drove the big Sharp, Stewart engines, 117 Orestes and 121 Europa, and agrees, as stated in the Brighton History, page 66, that they were at the time the most powerful in England. With one of them he once took 83 trucks up the New Cross-Forest Hill bank unassisted. The firebox was recessed to allow the trailing axle to pass under it. This caused a horizontal water-bridge, which divided the box into two compartments, and it was customary to keep the forward one fed with coke and the rear one with coal, which had the effect of burning the smoke before it reached the tubes; so smoke was prevented without a brick arch. The orders were very strict about keeping the top of the bridge uncovered by fuel, and whenever the engine was cooled down, to have it carefully examined and swept. There was a wash-out plug in each of the corners of the firebox, and to undo these-wash out with a flexible pipe and nozzle of hot water passed in through the damper, and screw them up again-ensured to the operator the enjoyment of a Turkish bath for which the company charged nothing, but which rendered a good rub down of the temper afterwards, a very necessary procedure. With the water in the horizontal bridge kept away from the top surface by the steam generated, as it probably was, the danger of burning would not appear remote, but no accident of moment was recorded or is remembered. The attention required by the water-bridge was probably found embarrassing as time went on, for Mr. G. F. Burtt informs me that Mr. Craven later on fitted a firebox with a mid-feather and a sloping grate that passed over the trailing axle. This looks like a Cudworth firebox.
It does not seem to have been thoroughly recognised that the admitted and admired superiority of these two engines was attributable to their large boilers and heating-surface (1,572½ sq. ft.), for Mr. Craven continued to build his own goods engines with about 1,000 sq. ft. only, and Orestes and Europa ultimately had theirs cut down to about the same figure, after which there was no more boasting about their exceptional prowess.
Institution of Locomotive Engineers. 156
Paper read at the meeting on 29 April, by T. Grime, member, on Steam Locomotive Performance (theoretical and actual). The author not only gave his investigations as to why certain economies, etc., were to be expected from superheating compounding, etc., but also quoted results from practice which confirmed his deductions. The benefits of "long" travel for the valves, higher steam pressures, etc., were fully discussed, and there is little doubt Grime's paper will figure amongst the most valuable the Institution have so far secured. An animated discussion followed the reading of the paper, after opening remarks by Kelway Bamber, who occupied the chair. Messrs. Clayton, Tritton, Dendy Marshall,. Rogers, Saunders, Poultney, Tomes and Holcroft, took part, .and whilst the speakers appeared to be generally in favour of the attitude taken by the author as regards future development of the steam locomotive, some interesting criticisms were raised.
E.L. Ahrons. Early Great Western standard gauge engines. 156-9. 5
Twelve 0-6-0T built at Wolverhampton for freight working: Nos. 633-637 in 1871 and Nos. 638-644 in 1872. Had inside frames and 4ft 6½in wheels and 16 x 24in cylinders, later increased to 17in x 24in at Swindon. Built with weather-boards, later replaced by cabs and these removed for working over Metropolitan Railway to Smithfield. In 1871 No. 56, a 2-4-0 was built at Swindon and this was follwed by Nos. 717 to 726 in 1872: "they were notable for their length". By the time they were withdrawn thhere were marked differnces between those allocaterd to the Southern Division (mainly at Weymouth) and those on the Northern which were "rarely seen south of Bordesley".
Great Western Ry. 159
During 1925, seventy-eight new engines were added to the stock, all of which were built at Swindon. These comprised ten 4-6-0 four-cylinder express engines. of the Castle class, Nos. 4083 to 4092; ten 2-6-0 tender engines Nos. 7320-1, and 6362-69; eleven 2-8-0 tanks, Nos. 5245-55; and forty seven 0-6-2 tanks, Nos. 5603-49. Among noteworthy withdrawals were the three motor-fitted 4-4-0 tank engines taken over from the Taff Vale Ry., and numbered 999, 1133 and 1184 and the 4-4-2 tank No. 4600 built at Swindon in 1913. Several of the ex-T.V.R. older pattern 0-6-2 tank engines have also been taken out of service. During the present year the series of thirty 2-8-0 tank engines, commenced in the latter part of 1925 had been completed, and further 0-6-2 tanks of the 5600 class were now in hand. These to be followed by ten more 4-6-0 of the Castle class, the first of which No. 4093, would shortly be out. Several of the forn:er Midland and South Western Junction Railway locomotives, both goods and passenger, had been rebuilt with Swindon standard taper pattern boilers and superheaters. The tender fuel capacity had also been increased.
Narrow-gauge (2 ft. 6 in.) lines of the Victorian Government Railways.
159-61. 3 illustrations
Though many broad-gauge (5 ft. 3 in.) branch and even main lines run through hilly country and.with.l in 50 and even 1 in 30 grades, there are four lines mto country so mountainous as to warrant the setting up of branches of special narrow gauge, even though the transhipment costs are a senous contra to the plan. These feeder. lines ran from Wangaratta on the main Sydney line to Whitfield (30 miles); from Colac on the Western District lines to Crowes in the coastal forests (43¾ miles).; from Ferntree Gully to Gembrook at no great distance from the capital (18 mles); and from Moe, on the main Gippsland line into Walhalla (26 miles). Except in the case of the first, these lines follow routes that no broad gauge line could penetrate. Locomotives included 2-6-2 narrow gauge Vauclain compound tank locomotive No, 2a and two 2-6-0+0-6-2 Beyer Garratts to work timber traffic
New sleeping cars, New Zealand Government Rys. 161-2. diagram (side
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 gratesthe removal of clinker,
Polish State Railways: contribution to International Railway Conference in London in 1925
Royal saloon for Siamese State Railways. 163-5. 3 illustrations,
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.
Wheel turning and its machinery. 165-7.
Photograph shows a Joshua Buuckton of Leeds wheel lathe. Article describes operation in general terms
York Railway Museum. 167
The Aire and Calder Navigation management presented to the museum some early tramway rails and chairs from the Silkstone Ry, of 1809. These were unearthed during work in the neighbourhood of the Barnsley Canal. The Silkstone Ry., of which these rails and chairs formed a part, connected the Silkstone colliery with the Barnsley Canal. The rails are made of cast iron and of the channel type; they are made to accommodate wagon wheels which had no flanges, the rims of the wheels being held by the sides of the channel. The chairs rested on stone sleepers.
Methods for investigating failures of locomotive components. 167-8
The science which enables us definitely to ascertain the causes of failure of any metallic component of a locomotive or, indeed, of any other mechanical structure is comparatively new, and is also a science of extreme importance. In all branches of engineering failures occur, and in many cases, especially when no serious accident or stoppage of traffic happens it is thought sufficient merely to replace the offending part without going to the trouble of finding the exact reason for the breakage. Sometimes the metallic fracture is casually examined by eye or by the aid of a pocket lens, and from the appearance of this fracture a haphazard guess, which is deemed sufficient, is made about the probable cause of failure. Such crude, unscientific, and very unsatisfactory methods are obviously of little value and do not tend to progress either in metallurgy or engineering, which two branches of science are very closely allied. It is now an accepted fact that the exact reasons for failure can generally be discovered, and so it will perhaps be of interest to know how these troubles are diagnosed. In railway engineering in particular such methods are of great importance, not because failures are more prolific in this branch of engineering than in others, but for the reason that locomotive or general rolling stock failures are liable to be attended with more serious consequences than in most other cases.
It will be well to consider the fact that most failures are generally attributed either to fatigue or to crystallization of the metal. Every engineer is familiar with these terms, and possibly because there exists a certain amount of mystery about them, when failure is said to be due to either of these causes it is frequently accepted without question. In point of fact, failures are rarely due to fatigue, and indeed fatigue has been aptly compared with the medical practitioner's influenza, meaning that when causes of failure or illness are not known, fatigue and influenza are very convenient terms to apply to the trouble. Crystallization, on the other hand, is never the cause of failure at normal temperatures because metals do not crystallize at such temperatures. The habitual mistake of suggesting that steel failures are due to crystallization of the metal has probably come about owing to the fact that a considerable number of fractured steel parts exhibit very crystalline structures, and it is sometimes thought that this coarseness has been developed whilst the steel was in use. Steel does not crystallize at normal temperatures; and so, unless the faulty part has been considerably heated whilst in use, one can unhesitatingly say that crystallization is not the cause of failure, and any coarse-grained fracture must have been in the steel when the article was manufactured.
Failures may be due to one or several of the following causes :-(1) Wrong material, (2) Faulty design, (3) Faulty machining, (4) Faulty stamping,
Japanese Government Rys. 168
M.W. Mook, Locomotive instructor of the Dutch Railways and author of de locomotief (6th edition). Member ofb Theosophicalm Society of Utrecht.
Rain fell at Broken Hill. 168
Tank locomotive for the Engineers' Dept., Cockermouth, Keswick and Penrith Railway. 169. illustration
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
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
Albert R. Bennett. New notes on the early locomotives of the L.B. & S.C.R. 195-7. diagram
New carriages & wagons, Isle of Man Railway. 201-2. 3
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.
[Development of the Locomotive,
published by Central Steel Co.]. C.B. Chaney
Re Issue of April 1926, there is a review of the book Development of the Locomotive, published by the Central Steel Co., in which appear several adverse comments.
Though the writer has no authority to speak for the Central Steel Co., permit me to make the following reply. The subject matter of this book was originally prepared by laymen, not conversant with the details of locomotive history, who used cuts of early and important locomotives, adding thereto artistic embellishments to catch the eye, in a series of advertisements placed by the Steel Co. in the American technical press. The series was nearing completion when the Steel Co. decided to publish the series in the more substantial book form, and about this time the well-known locomotive historian, J. Snowden Bell, and the writer, were among those whose services were enlisted in an advisory capacity. Many of the cuts were already made and the artist, located upwards of 1,000 miles from New York, was not in a position to consult Bell or the writer as to the very minor details of surroundings of the subject of illustrations-the locomotive engine itself. These minor details were, of course, recognized, but the work was too far advanced to re-make many of the illustrations-hence the discrepancies mentioned in your criticism, such as the "Stourbridge Lion" shown without tender and in front of a building suggesting a depot at Baltimore-when, as a matter of fact, the "Lion" was tried on a line of road several hundred miles from the city mentioned.
The efforts of Mr. Bell and the writer were therefore confined to seeing that accurate representations of the engines themselves were made (in several instances where incorrect locomotives had originally been depicted, the cuts were discarded and new ones made) and that the descrip- tive data contained in the text was accurate. In these endeavours the results were quite successful, inasmuch as but one real error crept in-a very commonly made error, stating that Hinckley's "Lion" (page 30) was the first by that builder, whereas Hinckley built several engines before the "Lion" was constructed.
It was not the intention of Mr. Bell in his foreword to slight foreign practice or accomplishments, nor ignore the existence of the very fine British express engines, many of which made their records as built without truck or bogie. His statement concerning the necessity of a bogie applied solely to American practice-on the average road in this country, with its "banks" and curves, no exceedingly high speeds could be safely negotiated with a locomotive having no leading truck, and no competent railroad man would attempt such an experiment.
As to the engines shown without tenders. The original engine Atlantic did not have a tender when first operated; its supply of water was contained in a cask, and, with the coal supply, both were carried on the footplate of the engine. The Atlantic, now restored by the Baltimore and Ohio Railroad. still runs under its own steam at exhibi- tions, without tender, the coal and water being stowed as above. As to Campbell's engine, the first 4-4-0 (page 27), all that has ever been unearthed concerning this pioneer design is the outline drawing and patent specifications. The type of tender remains unknown. Referring to type designs, it is a fact that practically all of the designs of wheel arrangement of tender locomotives have been evolved in America, whilst of tank engines, the reverse seems true; nearly all tank designs being the product of our British cousins.
No comparison of the Steel Company's publication with Pangborn's "World's Railway" should be made. In the latter case, the compiler was a railway man, with a great railroad backing his efforts to make a complete and accurate history. That some of the illustrations and text of his book were erroneous was due only to the compiler himself in not being a mechanical man and not obtaining proper and competent authority to advise and correct the work. In the case of the Steel Company's book, the original aim was to get out a series of catchy advertisements calling attention to the products of the company. In this they succeeded admirably.
The resultant publication by the Central Steel Co. is without doubt superior in many respects to, and more nearly accurate than any similar brief treatise tracing the evolution of the locomotive through its early days abroad, thence through its American development of the last 96 years; and the little brochure is one of which its publishers, the Steel Co., as well as its makers, may well be proud.
Oil not too plentiful in Stores Department. Malcolm M.
The essay on lubrication is very good; it is exhaustive in fact, but one thing I would ask locomotive men who pride themselves on designing engines and turn out magnificent work. Oil to-day is stinted on a great degree drivers do not get enough oil to syphon their engines to save them from extensive cutting of journals and brasses, not to speak of valve and piston disturbances.
I heard of a recent case on a famous line where the trimming on a journal consisted of about two strands of worsted to feed a very important part. The company will not give out oil oil hunters are on to gauge oil; some of these men were firemen at one time, but not technical men who could see that to stint oil is false economy. Oil inspectors should be technical men.
In 1897, when I was on a Scottish railway, the Scottish-English engines then were supplied with Gallipoli olive oil, and I believe S.W. Johnson, of the Midland, used olive oil on his famous Midland 4-4-0s all the period of his reign.
While olive oil in these times may be out of the question, the oil supplied might be greater in quantity, and the quality could be improved, there would then be less heating engines, and if your technical essays were acted on, life in the round- house and on the footplate would be less anxious than it is to-day.
Beckett, Laycock & Watkinson, Ltd., 204
Acton Lane, N.W.10, have just issued a well illustrated catalogue comprising all their Beclawat specialities for railway rolling stock, ships and road vehicles. The publication has been very carefully designed, and should be of great interest and value to all railway officers and rolling stock builders, as it is probably the only one of its kind illus- trating actual modern fittings. The excellent reproductions of the numerous fittings and appliances manufactured by this firm are accompanied by good descriptive matter and prices. The section headings are :-Sliding door equipment with balanced frameless windows, steel jalousies for ships' windows; Frictionless ball race runners for sliding doors; Grid roof ventilators for ships; Locks and catches; Hat and coat hooks; Silent window channels; Corrugated dove- tail section steel flooring; Window tightening devices; Ash trays; Elastic axle journal packing; Spring clips for wagon labels; Window balances; Sliding windows for locomotive cabs; Vestibule gangways (Pullman type), and sliding ventilators for railway carriages.
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
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.
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
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.
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
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
Alfred R. Bennett. Some notes on the early locomotives of the L.B. & S.C. Ry. 230-2. illustration
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
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.
Rokeby and Bouch feedwater heater
No. 409 (15 September 1926)
Express passenger locomotive. New South Wales Government Rys. 273-4.
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.
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 SectionGerman 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/
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
[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). 307-9. 2 illustrations
Four-cylinder 2-6-2 designs with Caprotti Valve gear built by Breda for the Italian State Railways..
Suburban trainEastern Beangal Railway. 309; 308. illustration
Built at Kanchrapara Carriage & Wagon Works under direction of H.H. Spalding, Locomotive & Carriage Superintendent. Well seasoned teak used.
2-6-0 type locomotive for the Colombia Railway & Navigation Co.
Built by Hunslet Engine Co. for 3ft gauge line. 3ft 9in coupled wheels. 15 x 22in cylinders. 880ft2 total heating surface. Belpaire boiler. 13.5 ft2 grate area. 170 psi boiler pressure
Southern Railwaynew express locomotive, "Lord Nelson"
class. 310-11. illustration
Main dimensions and future names. Noted that had been used on Atlantic Coast Express on 12 October between Waterloo and Salisbury
Garratt locomotive, Sierra Leone Railway. 311. illustration.
2ft 6in gauge 2-6-2+2-6-2 built to Crown Agents for the Colonies inspection by Beyer Peacock & Co,
Mixed traffic locomotives, Chilian Northern Ry. 312.
Two 2-8-0 locomotives built by Nortyh British Locomotive Co. at Queen's Park Works under supervision of Livesey, Son & Henderson. 3ft 8in coupled wheels, 19 x 24in cylinders. 1704ft2 total evaporative heating surface plus 371ft2 superheater. 29.6 ft2 grate area. Oil burning.
Goods locomotive, Romney Hythe & Dymchurch
Railway. 312-13. diagram (side elevation)
The Bug: 0-4-0T: designed by Henry Greenly and Roland Martens formerly of Krauss & Co.
Tank locomotives for the Admiralty. 313-14. illustration
Two Avonmouth Engine Co. 0-4-0ST engines for use in Portsmouth Dockyard and Royal Naval Cordite Factory,
Heavy metre gauge locomotive for Bolivia. 314. illustration
Borsig 2-8-2 for Villazon-Atocha section of the Bolivian State Rys with long 1 in 34 gradients. Wood burning with large grate.
Technical essays. 5. On small boiler tubes. 314-15.
The Institution of Locomotive Engineers. 316
See J. Instn Loco. Engrs., 1926, 16, 743. A very full attendance marked the inaugural meeting of the winter session held on Thursday evening, 30 September, at the Engineers' Club, Coventry Street, W.l. The President was supported by R W. Reid, C.B.E., the retiring chief officer; H. Kelway- Bamber, H.N. Gresley and J.C. Sykes (secretary of the Institution). The retiring President, R. W. Reid, (L.M. & S. Ry.), after reading letters of apology from Sir Henry Fowler, ((L.M. & S. Ry), and A.C. Stamer. (L. & N.E. Ry'.), welcomed the new President, Sir Seyrnour B. Tritton, on behalf of the Institution, and stated that he was sure that an engineer of his standing in the profession would give impetus to the work of the Institution. Although the Institution of Locomotive Engineers was not so old as some others, it formed an important part in the Information Bureau of Locomotive Engineers, and from the expressions of opinion he had received, not only from British but foreign and colonial railwavs, he was sure that it was much valued.
Sir Seymour then gave his address. After commenting on the wonderful work done bv the pioneer locomotive builders with most elernentarv and crude material, Sir Seyrnour gave a word of advice to those intending to follow the profession of locomotive engineering. He particularlv emphasised the necessity for students to follow carefully the best methods of manufacture and also the behaviour of details and material under test. He expressed his disappointment at so many of the candidates for India and colonial appointments, who had passed high qualifying examinations, being unable to describe intelligently how such a thing as a locomotivc tyre was manufactured.
He also touched upon the question of heat treatment. showing the great importance which it held in the manufacture of modern steel, and how want of, or improper, heat treatment, might be the cause of failure of the very best steel being used, and even become dangerous. He illustrated this point by alluding to the method of manufacture of screw couplings, amongst other parts, and suggested that a Paper on the properties of materials and their relation to locomotive design would be of interest. Sir Seymour expressed the opinion that the British railways might profitably utilise some of the time spent by apprentices in the mechanical department, for inspection and test work, so that they might be better qualified for responsible positions on colonial and foreign railwavs.
Without making any historical retrospect, the President said it was somewhat difficult to bring forward a subject of fresh interest in connection with locomotive and carriage and wagon work. It is often said that the steam locomotive has reached its zenith, that it will before long be replaced most probably by the electric locomotive, and engineers should concentrate their energies on the latter. In countries where water power is abundant (such as Switzerland) and coal and oil are dear, there is little doubt that the steam locomotive will gradually die a natural death. During a recent visit to Switzerland, as one who had all his life been connected with the steam locomotive, he was rather startled to see a large and central railway station without any signs of any steam propulsion whatever, whilst the "Orient" express by which he was ahout to travel towards England, came in to the minute, hauled by a magnificent electric locomotive. These are signs of the times. But in spite of coal and other troubles it would appear in this country the steam-propelled locomotive will be used for long distance express and goods traffic for many years to come, and it would be interesting to enquire what arc the chief causes which stand in the way of its still further development.
A very important subject next engaged Sir Seymour's attention, namely the loading gauge of railways, and some verv interesting notes were given on the different composite gauges now being worked to in Great Britain and on the American continent, with some comparisons made with the new outline adopted for the 5 ft. 6 in. gauge in Injdia. The loading gauge restriction, although a serious drawback to the development of larger and more powerful locomotives, has perhaps brought out certain developments, because the designer, being unable to get the cylinders of his locomotive within the space required, has been driven to turn his attention more closelv to three and four-cylinder engines. Although, no doubt, the permissible axle load has been the principal factor in the development of the articulated engines, such as the Garratt, the Mallet and other tvpes, the restriction of the loading gauge has no doubt also affected the development of their design.
When called upon for advice for new rolling stock for the metre gauge railways in Iraq, Sir Seymour, in discussing the matter with the General in authority, asked as to the limits of the loading gauge prevailing, and was informed that it was represented by "the sky above and all round you." A very satisfactory condition.
Referring to the efforts made by the Ministry of Transport to secure some improvement in the British load limits to permit of more liberal interchange of rolling stock with the Continent, Sir Seymour said it was found that the improvements required on the single route from Dover to London would incur expense of such magnitude that it could not be proceeded with.
For war service on the continent vehicles built to the French dimensions were adopted, as the capacity of the wagons was increased by 10 per cent. over tbe British. As some 3,400 locomotives and 73,796 wagons were built, the question of dimensions was of importance. Apart from the limitations of load gauge the progress of the steam locomotive in this country appeared to be somewhat handicapped by the type of boiler used. Much higher pressures. were being experimented with in Germany and elsewhere. He pointed out that developments were now being pressed forward for steam locomotives, in the form of Poppet valves and much higher pressures, and that the Diesel engine had passed the experimental stage, and the combined steam and internal-combustion engine on the "Still" system was being developed, and that new methods of transmitting the power generated in the engine to the road wheels were engaging the attention of the engineers of to-day. He asked that members who had studied these subjects from various points of view would contribute papers to the Institution upon them.
At the conclusion of the address, a vote of thanks was proposed by C.N. Goodall (R. Stephenson & Co.), who congratulated the new President in thinking out a new line in his address, adding his testimony to the value of the Insitituton. This was seconded by Major S. E. Williams, (Crown Agents for the Colonies) who stated that the success of the Institution has been greatly due to the zeal and ability of its Presidents. He had known Sir Seymour Tritton for many years and had co-operated with him in railway matters concerned with the Crown Colonies, and his advice had inevitably led to success.
H. N. Gresley, (L. & N.E. Ry.) touched upon several points in the address, confirming the great value he had derived when a pupil by a term in the testing and inspection department where he learnt not only about the strength of materials but methods of-manufacture and stating that, following on a suggestion by Sir Seymour Tritton, his pupils were given the opportunity of going through those departments. Gresley also alluded to the loading gauge, pointing out the British loading gauges took into account the lengths of the vehicles and the "throw over" on a curve, and fixed structures are set back to allow for this, but in the Continental loading gauge this was not so and great care had to be taken on this account. He was a member of the comrnittee which had to consider a possible increase in the loading gauge on British railways, when the "Berne" gauge was considered, and he confirmed Sir Seymour's note that the cost proved prohibitive. He concluded by saying that he was glad to note that the President was of opinion that the steam locomotive was not yet dead as regards this country, and although experiments were being made in much higher pressures, in his opinion this alone would not affect economy unless special consideration was given to improved steam distribution.
E.C. Poultney and J. Kupka. Czecho-Slovakian
State Rlys. Prairie type locomotives. 318-21. illustration, 3 diagrams
(including side elevation)
2-6-2 fitted with Krauss-Helmholz bogie versus a 4-6-0
Electric headlights. 321
Lack of headlights on the mnetre gauge Bombay, Baroda & Central India led to the derailment of a train in darkness at Abu Road when a train ran into a washout throwing the locomotive and train into the river. Fortunately all the crew on the freight train survived
L.M.&S.R. Scottish Section. 321
Pickersgill 4-6-0 Nos. 14630-6 completed at St. Rollox Works and stationed at Carlisle Kingmoor. Ex GSWR Nos. 16400-27 renumbered 14900-27 and ex-CR 14500-6 renumbered 16950-6.
E.L. Ahrons.The early Great Western standard gauge engines. Llanelly
Railway & Dock Company. 322-4. 2 illustrations, diagram (side
0-8-0 banking engine GWR No. 902 Leo had 20 x 24in outside cylinders, 4ft 9in wheels and was built by the Llanelly Railway in 1865. It had been scrapped by 1881. Arthur and Louisa were "fearsome looking engines" with outside cylinders buil;t by Fossick & Hackworth in 1858 and 1860. They had 4ft 9in wheels. They became GWR Nos 903 and 904, A similar engine Victor was photographed at Swindon: it had come there via the Carmarthen & Cardigan Railway (it had been sold by the Llanelly Railway in about 1883. In 1865-6 the Llanelly Railway placed four inside cylinder 0-6-0 locomotives into traffic. Two were built by the Llanelly Railway and may have been designed by the locomotive superintendent. They were Alexandra and Wales built in 1865: they became GWR Nos. 907 and 908. Ernest and Edinburgh were built by Fossick & Hackworth in 1866 and were similar to Beyer Peacock products: they became GWR Nos. 905 and 906. The next engines were actual Beyer Peacock products WN 828/1868 Dunvant (GWR No. 913) and WN 829/1868 Towy (GWR No. 914). Four marginally larger Beyer Peacock products WN 889-92 were supplied in 1870: they became GWR Nos. 911-12 and 909: they had carried the names Grongar, Stradey, Teilo and Royal.
New "Mitropa" sleeping car. 324-5. 2 illustrations, diagram (side
elevation and plan)
Designed to be capable of being conveyed on train ferries and capable of carrying twenty passengers and an attendant with his own compartment with small stove, refrigerator and bedding.
Cleaning locomotives and rolling stock. 325-6
Tasmanian Government Railways 75 h.p. bogie rail motor. 326-7. illustration, diagram (side elevation & plan)
Snailbeach District Railway. 328-9. 5
Very small photographs of narrow gauge which served quarriess/mines. Locomotives illustrated: No. 4 Baldwin 4-6-0T ex-WW1 (one of two) and Kerr Stuart & Co. 0-4-2T WN 802/1911.
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.
Buckton's spring tester. 330-1. illustratiion
Manufactured by Joshua Buckton & Co. of Leeds for Southern Railway Ashford Works
M.M. Niven. A Royal Glasgow & South Western Railway
Hugh Smellie 4-4-0 No. 70 was used to work Royal Train carrying Queen Victoria from Renfrew where she stayed with Lord Blythswood to International Exhibition staged in Kelvingrove Park. Driver Adair drove the locomotive.
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.
Messrs. Stirling and Stroudley. Malcolm M. Niven.
Re account of Inspector Aylwin's experiences there is no allusion to the Grosvenor, No. 151, 2·2-2, which was sent to the Railway Jubilee celebrations, 1875. In his account of the 0-4-2 engine Edward Blounit; at Paris, mention is made of the James Stirling 4-4-0 being temporarily converted into a 4-2-2. .I think that was perhaps the reason that she may not have given a good account of herself. I do not think the 7-ft. Stirlings could be depended on uncoupled: even as coupled engines they were inrlined to slip on greasy metals at the start.
When Grosvenor went to Darlington in 1875 a Glasgow and South Western engine was sent there also: it was one of the famous 7 ft. 1½ in. class, No. 106 of the No. 6 series. So that Stroudley and Stirling seemed in those days to be it in locomotive design.
It is interesting to relate that No. 6, the first Stirling bogie, ran for a time with a pair of her bogie wheels removed. I was speaking to a gentleman who can be relied upon. that this was the case, and it may have been sometime in 1873 when she came out. The rear wheels of the bogie were removed and the bogie frame suitably supported so that she ran as a 2-4-0 engine.
It must be remembered that Stirling developed the No. 6 class from the 6 ft. 7½ in. No. 8 class of 1868 or 1870. which were 2-4-0 engines.
There was a class with 6 ft. 1½ in. wheels built for the Greenock section, known as the 59 series. I think one is still in existence; if not, only recently removed ; she had her original perforated splashers and motion of the Stirling swing link pattern. No. 71a was her old (G. & S.W. number, built in 1870. This class came out simultaneouslv with Patrick Stirling's No. 1 8-ft. singles on the G.N. Now that all these Stirlings are disappearing I think the LM.S. ought to preserve one Stirling bogie, the precursor of the dorneless Stirlings of the S.E. Railway.
French-polishing machine for railway carriage work. 335
Distributors in the United Kingdom E. Quitmann, Ltd.
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.
G. Benoit-Levy. Instruction cars, Paris-Orleans Ry. 338-40. 3 illustrations
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.
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 boxEastern Bengal Railway. 361. illustration
Inness, R.H. (unattributed): Locomotive history
of the Stockton & Darlington Railway, 1825-1876. 362-3. 2
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.
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
Old Engerth locomotives on French and Belgian railways. R.
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" designthey were cer-tainly not like any of Mr. Craven'sthey 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
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.
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.
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
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.
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. See also letter drom F. Brewer in Volume 33 p. 202.
Modern locomotive superheating. J.S. Gillespie.
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