Locomotive Magazine and Railway Carriage and Wagon Review
Volume 36 (1930)
Key file to all volumes
No. 449 (15 January 1930)
High-pressure compound "Baltic" type locomotive,
L.N.E.R.. 1-3. 2 illustrations., diagram (side & front
With H.E. Yarrow of Yarrow Ltd., Glasgow boiler. Four cylinder compound with patented valve gear which enabled cut off to be varied for the high and low pressure cylinders. Professor Dalby conducted experiments to optimise streamlining and smoke deflection. The wheelbase was the same as the Pacifics, but extended at the rear to accommodate a Bissel truck. Cartazzi axleboxes were employed on the trailing axles.
"Royal Scot" super high-pressure compound locomotive,
London, Midland & Scottish Ry.. 4-5. illustration, diagram (side
Fowler Schmidt three cylinder compound built by North British Locomotive Co. in Glasgow No. 6399 Fury
New Wimbledon & Sutton line, Southern Ry.. 5.
Contractor Sir Robert McAlpine & Sons Ltd. Intermediate stations at Wimbledon Chase, South Merton, Morden South, St. Helier (where a London County Council estate with 10,000 houses was being constructed), Sutton Common and West Sutton. There was a climb at 1 in 49 towards the junction at Sutton and other gradients of 1 in 60.
Beyer-Garratt locomotives on the Rhodesian Rys. 6-7.
Beyer Peacock supplied eight 2-8-2+2-8-2 locomotives. E.H. Gray, C.M.E. Inspected by Sir Douglas Fox & Partners. Coal traffic from Wankie Colliery.
Shunting and banking locomotives for Colombia. 7-9. illustration,
diagram (side elevation)
P.C. Dewhurst period in charge: 2-8-2T for 3ft gauge used for shunting at Buenaventura, the Pacific seaport, and fpr banking trains on 1 in 25 grasdients. Locomotive supplied by Berliner Maschinenbau
The "Queen of Scots" Pullman train, L.N.E.R. 9 + Supplement
Up train near Burnmouth in Berwickshire
Great Western Ry. 9.
Work to lengthen platforms and build new parcels office at Paddington; improve Bishops Road station; enlargement of Bristol Temple Meads; quadruple track in Bristol, Birmingham and between Cogload Junction and Norton Fitzwarren; double track between Bugle and Goonbarrow and Scorrier and Redruth; construct deviations at Westbury and Frome; build a new carriage and wagon works at Cathays; new engine sheds at Landore and at Pantyffynon; modernise Wolverhampton works and improve yards at Severn Tunnel Junction and at Banbury.
Italian Royal Traln. 10
The sumptuously decorated train completed for the King of Italy by the railway material section of Fiat (England) Ltd. consists of three coaches, Queen's, King's, and dining saloon, complete with bedrooms and parlours and apartments for the staff. The train is so constructed that it can be worked over all the European lines. A finely illustrated brochure issued by Fiat Ltd., of Albemarle Street, describes the train.
London, Midland & Scottish Ry. (L. & N.W. Section). 10
The output of new locomotives at Crewe during 1929 comprised two 2-6-0 mixed traffic engines, Nos. 13108-9 and 100 0-8-0 standard freight engines, Nos. 9500-99. Of these latter, No. 9599 left the works on December 30. No. 13150, the first of an order for seventy-five 2-6-0 mixed traffic engines, is expected to be ready about the middle of January. Latest conversion to class Gl (superheater) is No. 9089, which was previously class G. This engine has also been altered from steam to vacuum brake, but retains the original type of boiler with round-topped firebox.
The following engines had been adapted for working over the Midland division: Prince of Wales class, Nos. 5649, 5750, 5837; George the Fifth class, No. 5360; Experiment class, No. 5496; 19-in. goods class, No. 8834.
L.T.S. 4-6-4 Baltic tank No. 2193 (late No. 2101) had been broken up at Crewe. Other recent withdrawals were: 4-4-0 Renown class (formerly four-cylinder com- pound), Nos. 5113 Colossus, 5123 Caesar, 5133 Collingwood, 5170 Trafalgar: 0-4-2 shunters, Nos. 7864, 7868, 2-8-0 M.M. class, No. 9658.
0-6-0 standard freight engines Nos. 4101-2 had been transferred to the Midland division.
At the end of 1929, the number of ex L. & N.W. 0-8-0 tender engines in service was 539, comprising six distinct classes, as follow:-G2 (60), Gl (383), G (41), D (25), Cl (24), C (6).
Howard 12 ton petrol locomotive. 10. illustration, diagram (side elevation)
Constructed by James & Fredk Howard Ltd., of Bedford. The principal controls (clutch pedals, accelerator, magneto, and sanding gear levers, were duplicated, so that the driver could readily operate them from any position in his cab.
New locomotives: Madrid, Zaragoza & Alicante Ry. 12-13. 2
4-8-4T and 4-8-2 express locomotives suppllied by Maquinista Maritima y Terrestre Co. of Barcelona.
Victorian Railways locomotive notes. 13-14. 2 illustrations
Photograph shows three Pacifics in line: they worked through from Melbourne to Albury. Eight X class heavy 2-8-2 had been completed at Newport. The Kerang and Koondrock Tramway had installed? a Sentinel-Cammell type engine
Insulated containers for perishable goods. 14. illustration
Phillipson, E.A. Steam locomotive design: data and formulae. Chapter
Train resistance: passenger vehicles, freight vehicles, locomotive, tender. Effects of gradients, curves and wind
The Tay Bridge Disaster, 1879, N.B. Ry. engine No. 224. 17. illustration
Inness, R.H. (unattributed): Locomotive history of the Stockton
& Darlington Railway, 1825-1876. 18-21.
4-4-0 No. 228 drawing (s.el.) Fig. 111; diagram of bogie (Fig. 112); Photographs (Figs. 113-116) No. 1269 and as rebuilt as 2-4-0s Nos. 1268, 1270 and 1240.
German diesel locomotive design. 21-2. illustration
Esslingen diesel locomotive with compressed air transmission
London, Midland & Scottish Ry. 22
The last of the 0-8-0 tender engines, No. 9599, left the Crewe Works when they re-opened on 30 December. The 100 locomotives of this class had therefore been completed in about nine months, but in the 1870s F.W. Webb turned out considerably over 100 each year, the total for 1872 being 145, which is still the record.
The Crewe tramway engines had been withdrawn with the exception of Billy and Pet, and these were likely to follow in the near future. Under the reorganisation scheme, "scooters," which ply from shop to shop, play a very important part in the movement of materials, thus rendering the tram engines useless. It is worth noting that the boilers of these tram engines had not been replaced since they were built, the same boiler being used for the same engine throughout. One or two of the engines had seen seventy years' service.
A further twenty-five 2-6-0 engines have been put on order at Crewe, making seventy-five altogether.
"4100" class freight locomotive, Canadian National Rys. 23.
Santa Fe type: 2-10-2 used for transfer service between Mimico and Danforth yards in Toronto
Great Western Ry. 23
New King class names Nos. 6020 King Henry IV; 6021 King Richard II; 6022 King Edward III; 6023 King Edward II; 6024 King Edward I; 6025 King Henry III; 6026 King John; 6027 King Richard I; 6028 King Henry II; 6029 King Stephen.
Institution of Locomotive Engineers, London. 23
Report on Presidential Address by Bazin: very thin report see ILocoE version
Ultra-high pressure steam locomotive: Löffler-Schwarttzkopff system. 24-6. 2 diagrams (including side elevation)
Improved draw-bar cradle. 26. illustration
An early American locomotive. 27. illustration
W.T. Hoecker considered that photograph shows Lowell Machine Co/ 4-4-0 built for the Boston & Lowell RR and named Essex
London & North Eastern Ry. 27.
Paragraph noted order for Sentinel Wagon Works locomotive for Wisbech & Upwell Tramway with controls at both ends and govenors to limit speed to 14 mile/h., and a geared with crane and grab for ash-handling in locomotive depots; also full time working resumed at North Road Works from 3 January where J39 Nos. 1418, 1425 and 1429 had been completed. The 1930 programme for this works was 35 six-coupled tender engines, fifteen 4-6-0 passenger engines; fifteen 4-4-0 passenger engines and twenty 0-6-0Ts. Doncaster Works had placed 2-6-0 Nos. 1394 and 1395 into service.
Model Pacific for India. 28-9. 3 illustrations
Built by Twining Models of Northampton under instructions of Rendel, Tritton & Palmer consulting engineers for Indian State Railways Instruction School at Chandausi. Boiler and cylinders were sectionalised. Scale one eighth. Brake gear was operable by a suction pump.
South African Rys. 29
Beyer Peacock had received order for a further six Beyer Garratt 4-8-2+2-8-4 of two of the type working on new deviation on Durban to Cato Ridge line. The locomotives had grate areas of 74.5 ft2.
Molten metal car for steel works. 29-30. illustration
Built by Pearson and Knowles Coal and Iron Co. Ltd of Warrington: bogie vehicle with a ladle capacity of 125 tons of molten metal.
Basil M. Bazley. The railways of South America: a brief
Table lists main dimensions of countries and their areas, populations and railway mileages; then considers Brazil, Paraguay and Uruguay in greater depth.
Signal posts made from old rails. 33. illus.
Illustration of such post on Kent & East Sussex Railway: also noted that Southern Railway designing such posts.
Great Western Ry. 33
Latest Hall class Nos. 4961 Pyrland Hall; 4962 Ragley Hall; 4963 Rignall Hall; 4964 Rodwell Hall; 4965 Rood Ashton Hall; 4966 Shakenhurst Hall; 4967 Shirenewton Hall; and 4968 Shotton Hall;
The welding of stainless steel. 33-4.
Conjugate valve gears. WJT
Noted Joy's patent: No. 14107 of 28 October 1884.
The balancing of engines. W.E. Dalby. Edward Arnold. 4th ed.
No. 450 (15 February 1930)
Great Western Railway new tank engines. 37. illustration.
No. 5105 illustrated.
"The Bournemouth Limited". 38 + plate
Sepia photograph of No. E790 Sir Villiar by T.F. Budden
Ultra-high pressure steam locomotive: Löffler system, German Railways. 40-2. 3 illustrations, diagram. (detailed working drawing: side elevation & plan)
Four-cylinder 4-6-0 locomotive fitted with Beardmore-Caprotti valve
gear. 43. illustration.
No. 6168 Lord Stuart of Wortley illustrated.
American criticism of British Rys. 43
Failure by North American technical writers, Edgar S. Barney and S.H. Waterhouse to appreciate that some British rolling stock was equipped with automatic couplers of the Janney type
The Burmeister and Wain diesel electric locomotive. 44-5. 3
Built in Copenhagen for Danish State Railways: one three axle and one two axle bogie configuration with timber clad body and luggage and boiler compartments
Nickel steel in locomotive construction. 45-8. 3 diagrams.
Kalka Simla Railway, India, Kitson Meyer locomotives. 48-50.
2-6-2+2-6-2 for 2ft 6in gauge railway
The Trofinoff piston valve. 50. diagram
Being used experimentally on Midi Railway 2-10-0 No. 5000 and 4-6-2 No. 5101
S.A. Forbes. Bobadilla and Algeciras Ry. 50-3. 7
Includes ambitions to tunnel under Straits to Morocco. See also letter from C.H. Dickson p. 107.
The "Dabeg" economiser. 57-61. 2 illustrations., 2 diagrams.
As fitted to 4-8-0 Madrid, Zaragoza & Alicante Ry.
Phillipson, E.A. Steam locomotive design: data and formulae. Chapter III. Determination of other leading dimensions. 61-3.
Locomotive for Gleneagles Hotel, L.M.S.R. 63. illustration
0-4-0ST No. 16048 (Peckett WN 977/1904.
LNER [paragraph]. 63.
Notes super-Sentinel railcar with water-tube boiler behind driver on trial at York.
New Bombay-Poona Mail ttrains Great India Peninsula
Ry. 64-6. illustration, diagram (side elevation and plan)
Buuilt at the Matunga workshops to design of L. Bigg-Wither in consulation with Rendel, Palmer & Tritton
Steel for passenger carriage construction. 66. 2 illustrations
Photographs of steel vehicles after involvement in collision at Formia on Italian Railways.
Institution of Locomotive Engineers, London. Development
of the geared steam locomotive. 67-9. 3 diagrams (including side
and end elevations & plans)
T. Grime of Avonside Engine Co. ILocoE Paper No. 259
Transporting railway locomotives by road-lorry. 70. illustration.
Photograph shows Vulcan Foundry 4-6-2 for broad gauge North Western State Railway in India being transported from works at Newton-le-Willows to Gladstone Dock in Liverpool on a Marston's Road Services Scammel Lorries Ltd petrol-engine low-loader.
Number 451 (15 March 1930)
Narrow gauge rotating camshaft poppet valve locomotive for India.
73-4. illustration, diagram (side & front elevations)
Nasmyth, Wilson & Co. 2ft 6in gauge 2-6-2 for Bengal-Nagpur Railway with Lentz rotary cam valve gear.
A. Jacquet. Some early French "singles". 84-6. 4 diagrams (side
Six Schneider & Co. 2-2-2 for Paris and St. Germain Ry. in 1838. Similar locomotives for Paris & Orleans Railway in 1841. Sharp Roberts design, built by Andre Koechlin & Co. of Mulhouse for Northern Railway in 1842. The Stephenson locomotives for the Nord, Nos. 51-121 were desctibed in Moore's Monthly Mag., 1896, 86. Further Stephenson type were constructed by Société l'Expansion of Mulhouse and by Cavé of Paris. In 1861 Stephenson type built for the Est were rebuilt at Erpenay as 2-4-0 (as shown in Fig. 4)
Trofinoff piston valve. 86.
Already in use in Britain andv "giving very satisfactory service". Standard for the Russian Railways. Used extensively in Italy, Germany and Spain.
Phillipson, E.A. Steam locomotive design: data and formulae. Chapter
III. Determination of other leading dimensions. 86-90.
Estimating steam consumption, calorific value and combustion of fuel, completeness of combustion
The Drolshammer air brake. 90-1. 2 diagrams
Adopted by Swiss Railways for freight trains: compatible with other air barke systems: Westinghouse and Knorr.
Southern Railway. 91.
Schools class No. E901 Winchester ready for service. Last two remaining Adams 4-4-2T No.s 0125 and 0520 to be reconditioned for working Lyme Regis branch with its many sharp curves. Next series of 2-6-0 tender engines now in hand at Eastleigh to have three cylinders. Ten three-cylinder goods engines also to be built as well as three-cylinder 2-6-4 freight tanks with 5ft 6in coupled wheels.
Romney, Hythe and Dymchurch Ry. 91
A Ford motor on bogies and a couple of covered coaches usef for winter services.
Messrs. Ransomes & Rapier Ltd., Ipswich. 91
Building diesel locomotive for shunting at their works.
Axholme Joint Ry. (L.M. & S. and L. & N.E. Rys.). 91.
Standard Sentinel-Cammell railcar ordered from Sentinel Wagon Works at Shrewsbury by LNER
Belgian State Railways locomotives received from Bavarian Railways had coupled wheel diameter: 1.87m.
Charles F. Klapper. An industrial railway on the Medway. 92-5. 9
Lees Cement Works at Halling which was still using an Aveling & Porter 2-2-0T 4ft 3in guage as well as a Peckett and Andrew Barclay standard gauge 0-4-0STs
J.G.B. Sams. Modification of British goods equipment.
60-ton capacity wagons considered fitted with roller beaarings. Tests conducted by National Physical Laboratory had shown that London County Council ttramcars could save 23.64% tractrive power when starting, but this fell to 19% at 22 mile/h, The Great Western found that two n10-ton wagons cost half as much again as one 20-ton wagon. Also proposed large articulated locomotives to haul the high capcity wagons
Basil M. Bazley. The railways of South America: a
brief survey. 97-9.
Great Western Ry. 99
The remainder of the Hall class of 4-6-0 passenger engines had been completed at Swindon works as follows: Nos. 4972 St. Brides Hall, 4973 Sweeney Hall, 4974 Talgartth Hall, 4975 Umberslade Hall, 4976 Warfield Hall, 4977 Watcombe Hall, 4978 Westwood Hall, 4979 Wootton Hall, and 4980 Wrottesley Hall. New six-coupled shunting tanks were Nos. 5788-9, built at Swindon, Nos. 7737 to 7740 from the North British Locomotive Co., and No. 7700 from Kerr, Stuart & Co. Ltd. No. 5150 was the latest 2-6-2 tank engine completed at Swindon.
Nineteen-twenty-nine saw the disappearance of the last South Devon Ry. engine (excepting, of course, Tiny on Newton Abbot platform). This was G.W.R. 925, originally S.D.R. Rook. When taken over from the South Devon it became G.W.R. 2176 (Avonside Engine Co. 1053), and later 1330. In 1906 it was sold to the Swansea Harbour Trust and became their No. 7, and later was transferred to Powlesland and Mason and was No. 7 on their list also. At the grouping it became G.W.R. No. 925. There was still one Bristol and Exeter engine left, now G.W.R. 1376.
L. & N.E. Ry. 99
4-6-4 engine No. 10,000 had been tried with a dynamometer car and a train of over 400 tons on the Glenfarg route Edinburgh to Perth, where there is an unbroken grade of 1 in 75 for six miles. The first tests were made on Sunday, 23 Feb..
Tube railway 'wagons. 99
The Grays Chalk Quarries Co. Ltd., are operating a number of standard gauge wagons which formerly were in permanent way service on the City and South London Ry. Axlebox date plates for 1898 and 1902 were on one of the wagons, the builders being the Gloucester Railway Carriage & Wagon Co. Ltd. Coil springs, pin and bar couplings, screw down brakes, and drop sides and ends are fitted.
L. Derens. Locomotives of the Dutch Central Ry. 100-2. 5 illustrations, 3 tables
[French locomotives for Andalusian Railways].
C.H. Dickson. 107
In article on pages 50-53, mention is made of French engines built for the Andalusian Rys. Writer had no information at all concerning those built at Le Creusot, and should be glad of any details, those built by the to Alsacienne are as follows:
F.C. de Andaluces Nos. 251-270, built at Grafenstaden 1890-1, WN 4140-4159, type 0-6-0 tender, cylinders 450 mm. diameter, 650 mm. stroke, driving wheels 1.500. F. C. de Andaluces Nos. 301-310, also built at Grafenstaden, 1901-2, maker's numbers 5086-5095, type 4-6-0 compound tender, H.P. cylinders 350 mm. x 640 mm., L.P. 550 mm. x 640 mm., driving wheels 1.62 metres. These ten engines were of the same type as Midi Ry. of France No. 1401, built at Belfort in 1896, except that they conformed to the Spanish gauge, i.e., 1.676 metres. I should be much obliged to any reader for any information concerning ten engines, type 0-6-0 tender, built by Koechlin at Mulhouse in 1870 (WN1253-1262). They were originally built for the Memphis, El Paso and Pacific Ry., but were never delivered as this company went bankrupt; they were to have been Nos. 1-10, but never left Europe. They were sold in Spain and Portugal partially, the rest were broken up at Mulhouse.
[James Stirling singles]. Malcolm McL Niven. 107
As there seems to be a great many engines being scrapped by the L.M. & S. Ry., and as the old Stirling bogies rebuilt by James Manson in 1901 are going, could one of them not be rescued and sent to York? They were James Stirling's first bogie engines, and similar to the South Eastern machines with, of course, a few technical modifications. E.L Ahrons went deeply into their history with me by corresponcence and wrote about them in his article in your issues some six years ago, when much valuable information was given to the world through your columns about the engines of the G. & S.W. Ry. Co. I feel sure such fine old models deserve a niche in the shrine along with Patrick Stirling's 8 ft. No. 1, and Stroudley's "Gladstone," No. 215.
The Locomotive Engineers' Pocket Book, 1930. London: The Locomotive Publishing
This useful pocket book has been again thoroughly revised and new matter inserted in place of that which has become out of date. This particularly applies to the tables of leading dimensions of the chief classes of locomotives of the British and Colonial as well as American and Continental railways. A complete set of dimensions of the latest standard designs of broad and narrow-gauge engines for the Indian Railways is included for the first time. In spite of the mass of useful in-formation for the every-day reference of the practical loco-motive or running department official, the book is kept within pocket size. At the back is a directory of the chief mechanical engineers and locomotive and carriage superintendents of all the railways in Great Britain, the Colonies, Dominions and India, South America and China, and also a directory of Industrial Works in this country owning locomotives, arranged in very convenient form. The section on running shed work and routine must be a boon to all locomotive foremen, whilst the tables and memoranda are invaluable for reference. In addition we may say the book is strongly bound and clearly printed on good paper.
The locomotives of the Southern Ry. (Western-Section). London: W.G.
For those interested in the locomotives of the former London and South Western Ry., the latest book published by W.G. Tilling, supplies a long-felt want and can be well recommended. Each class of engine is dealt with in a concise form and there is a goodly supply of interesting historical notes hitherto unpublished. The principal dimensioris of each class are given in tabular form at the end of the book. The list of the present locomotive stock at the end helps to make the book very useful for reference, and sufficient space has been allotted to enable the purchaser to keep this list up-to-date, if desired. The book is full of illustrations, well reproduced, and to us who read much railway literature, it is a pleasant change to see new photographs. Two slight errors have crept in, possibly in printing. On page 22 the first word should be "Western," and in the list of locomotives on page 43, the name of engine No. E770 should read Sir Prianus. To those who dabble in the compilation of locomotive history, the work shows signs of many hours labour and research. It is well produced on art paper, and in conjunction with his two previous books dealing with the locomotives of the L.B. & S.C. and S.E. & C. sections, it forms a unique record of the locomotive stock of the Southern Ry. as a whole. Altogether, - the author is to be congratulated.
Agenda Dunod 1930 Chemins de Fer, by S. Peace. Paris: Dunod et Cie.
49th edition of this well known French Pocket Book dated 1930 has been received. It contains as usual tabulated matter indispensable for those connected with operating and working of railways, steam and electric. Locomotives, rolling stock, permanent way, signalling and operation are all pro-vided for in this comprehensive work. The latest types of locomotives as adopted by the French railways are fully discussed as also the various approved details of construction.
The Locomotive and Carriage Institution. 107
At the meeting on 8 February 1930, held at Caxton Hall, Westminster, a most interesting paper on Southern Ry. locomotive policy and progress was read by J. Clayton, M.B.E., M.I.Mech.E. The author described the details of improvements to the Urie 4-6-0 engines on the Western section, which were made in stages to see the effect of each alteration, ports being enlarged, chimney and blast pipe adjusted, valve travel lengthened, and finally cylinders reduced in diameter. The results of this patient research were put into the King Arthur type. The principal features of the standard Southern locomotive types were then discussed. These standard types include the four-cylinder Lord Nelson 4-6-0 class, for express passenger duties; the so-called "light" School class 4-4-0, which will be one of the biggest engines of this wheel arrangement; the three-cylinder 2-6-0 class for mixed traffic; the 0-8-0T with three cylinders, for shunting; King Arthur 4-6-0 types with varying wheel diameters for both fast passenger and heavy freight work. Clayton concluded with a review of locomotive progress in this country, and pointed out the moral that even if those responsible for locomotive design had to experiment warily and not spend too much on untried expedients, yet locomotive progress was made fairly rapidly. E.C. Poultney, in a long contribution to the discussion, produced figures showing the King Arthur class locomotives to be within measurable distance of the efficiency of the German 900-lb. pressure compound locomotive a remarkable achievement for a simple engine design.
Number 452 (15 April 1930)
Southern Ry., new 4-4-0 express locomotives. 109-10.
illustration, diagram (side elevation)
No. 900 Eton illustrated
Steam rail car Egyptian State Rys. 110-12. 3 illustrations
Articulated two-car railcar constructed by Birmingham Railway Carriage & Wagon Co. Ltd to requirements of J.M.E. Langton, chief mechanical engineer. The boiler was supplied by the Yorshire Patent Wagon Co. Ltd and was a locomotive-type boiler. The engine had three vertical cylinders activated by Joy valve gear. It was coal-fired. A demonstration run took place on 26 March 1930 between Wembley Park and Aylesbury.
Somerset & Dorset Joint Ry. 112
Renumbering of locomotives into LMS stock: complete list. Carriage stock to be absorbed into Southern Railway stock and to be painted green.
[LNER No. 8312]. 112
2-4-2T former Colne Valley Ry. No. 2 withdrawn: Last Colne Valley locomotive
New "Beyer-Garratt" locomotives, Bengal-Nagpur Ry. 113-15. illustration, 2 diagrams (including side & front elevations)
Development of the diesel locomotive. 116-18. 3 illustrations,
For the Junin Railway in Chile: diesel hydraulic with 2-6-2 configuration, McLaren-Benz 6-cylinder engine and Vulcan-Sinclair hydraulic coupling.
New goods engine, G.W.R..119. illustration, diagram (side & front
2251 class: No. 2251 illustrated
Phillipson, E.A. Steam locomotive design: data and formulae. Chapter
III. Determination of other leading dimensions. 120-6 + folding plate. diagram,
Firebox and tube heating surface areas for a considerable number of locomotives compared on a global basis.
L.Derens. Locomotives of the Dutch Central Ry. 147-9. illustration,
4-cylinder 4-6-0 supplied by J.A. Maffei of Munich..
Number 453 (15 May 1930)
Inness, R.H. (unattributed): Locomotive history of the Stockton
& Darlington Railway, 1825-1876. 140-1.
0-6-0 No. 1275: drawing (s.el.) Fig. 117 and photographs (Figs. 118-19) as in service and as museum exhibit.
2-6-2 passenger tank locomotives, London, Midland and Scottish Ry.. 148. diagr.(s.el.) illus. p.132.
Centenary of the Canterbury & Whitstable Ry. 150-1.
Brewer, F.W. Oil-burning tank locomotive: Great Western Ry. 160-1.
0-4-0T No. 101 introduced in June 1902. Fitted with a tapered Vanderbilt boiler, Holden-type oil firing and Joy valve gear. The only other GWR fitted with Joy valve gear was an 0-6-0 No. 1833 which had formerly been a side tank engine. No. 101 (which was clearly an experimental locomotive) was scrapped in September 1911.
The locomotives of the Calder and Govan Ironworks: William Dixon Limited., Coal and Iron Masters of Glasgow. 166-8. 2 illus.
Inness, R.H. (unattributed): Locomotive history of the Stockton
& Darlington Railway, 1825-1876. 169-70.
Figs. 120-1: No. 1291 in original condition and as rebuilt.
Southern Ry "Schools" engines. W.T. Thompson.
Disputed claim made in April when V class introduced concerning "most powerful 4-4-0" staking a claim for the Wilson Worsdell 1237 class of the NER
Number 454 (14 June 1930)
Rebuilt 4-6-0 engine No. E 460, Southern Ry. 181.
Introduced in 1911, the T14 was the last, and most successful, Drummond 4-6-0 design. Urie removed the firebox water-tubes and extended the smokebox. From 1930, Maunsell raised the running plates, improved the lubrication system and fitted his standard superheaters.
"SENTINEL" crane locomotive, London & North Eastern Ry.. 183. illus.
This "locomotive" was a self-propelled crane which was designed to clear ash pits at several locomotive depots.
Site of the first passenger steam railway in the world. 200-2. illus.,
Proposed location for the demonstration circuit for Trevithick's Catch-me-who-can south of what was to become Euston Road in Bloomsbury.
Inness, R.H. (unattributed): Locomotive history of the Stockton
& Darlington Railway, 1825-1876. 208-9.
All 2-4-0: Figs. 122-5: No. 1068; No. 1050 in original condition and No. 1050 as rebuilt, and No. 1068 as rebuilt.
Scottish "single" engines. C. Hamilton Ellis.
No. 14010 (see feature page xx) was carrying an incorrect builder's plate which read "LMS built 1886 St Rollox": locomotive actually built by Neilson (WN 3553/1886) for Edinburgh exhibition.
North Eastern R1 Class. Gerald W. Spink.
Further to letter from W.R. Thompson (page xx) noted performance of class on 08.55 Leeds to Glasgow and 11.15 Leeds to Newcastle services.
Canterbury & Whitstable Ry. H. Dixon Hewitt. 215-16.
Four Tayleur locomotives worked the line until 1879 when James Stirling Class O 0-6-0s Nos. 297 and 298 took over (these had been built by Sharp Stewart). Also argued that Schools class was more powerful than Worsdell 1237 class.
Number 455 (15 July 1930)
Bengal North Western Ry. 4-6-0 passenger engine with Caprotti Valve
gear. 217-18. illustration, diagram (side and front elevations)
Metre gauge supplied by Nasmyth Wilson & Co. Ltd under direction of Rendel, Palmer & Tritton, consulting engineers,
Tank locomotive, Leopoldina Ry. 218-19. illustration, diagram (side
Metre gauge4-6-2T with Belpaire firebox supplied by Sir W.G. Armstrong Whitworth & Co. Ltd
Bi-centenary of the Soho Foundry, Birmingham. 219.
W. & T. Avery hosted a lunch to celebrate the event on 1 July 1930.
Recent locomotives, Ceylon Government Rys. 219-22. 2 illustrations,
2 diagram (side elevations)
Beyer Peacock & Co. supplied two 4-6-0 engines for the 5ft 6in gauge lines and a 2-ft gauge 2-4-0+0-4-2 Beyer Garratt for the Luda to Pussellawa line: both engines had Belpaire fireboxes
Institution of Locomotive Engineers Summer Meeting in Switzerland. 224-9. 14 illustrations, diagram/map
Sentinel locomotives, L.M.S.R.. 229. illustration.
Nos. 7180-7183 : two-speed 100 h.p. type: No. 7163 illustrated. Allocated to Inverness, Blackburn, Derby and Shrewsbury
Locomotives at the Liège and Antwerp Exhibitions. 230
To celebrate Centenary of Independence. Included locomotives from France and Italy
T.G. Atkinson. Some notes on the locomotive booster. 230-2, 4
Brewer, F.W. Standard guage 4-4-0 tank engines, Great
Western Ry. 233-5. illustration.
Illustration of No. 1490.
Number 456 (15 August 1930)
New locomotives for the Belgian National Rys. 253. 2 illustrations, 3 diagrams
(side & front elevations)
2-8-2 and 2-8-0
Great Northern Ry of Ireland. 257.
Tenders and tanks with "GNR" instead of GREAT NORTHERN
Great Southern Rys of Ireland, 257.
Carriage livery: upper panels light stone; lower panels dark brown. Westland Row to Kingstown boat train painted in new livery
Express locomotives for the Czecho-Slovakian State Railways. 257-8.
Standard passenger locomotive Indian State Rys. 258-9. illustration, diagram
(side & front elevations)
4-6-2 Metre Gauge
Experimental multiple pressure and new freight locomotives Canadian Pacific
3-cylinder Schmidt system with Gresley derived valve gear 2-10-4 with 5ft 3in coupled wheels and 13½ x 28 high pressure and 24 x 30in low pr4essure cylinders. T1 class formed basis. H.B. Bowen, Chief of Motive Power
Beyer Garratt locomotives for the Central Ry of Peru. 261-3.
Phillipson, E.A. Steam locomotive design: data and formulae. Chapter V. The boiler. 263-5.
Oxygen cutting machine for locomotive shops. 266-7. illustration
Great Western Ry old single express engine "Sir Alexander": our Supplement. 267 + plate on facing page,
Liverpool and Manchester Centenary Celebrations. 267.
At Liverpool, 13-20 September: schedule
New trains for the "Royal Scot" expresses, LMS Ry. 268-70. 4 illustrations
(3 interior), plan
Included first class lounge car with leather armchairs.
Car for carrying Holy Carpet, Egyptian State Railways. 271. illustration
Six-wheel vehicle to carry Holy Carpet woven each year to cover the Kaaba in Mecca and conveyed by rail to Suez.
Some early French "singles". 271-2. 2 diagrams
J. Petiet, chief engineer of the Nord Railway ordered Sturrock type 2-2-2 from Sharp Stewart WN 1162/1860. André Koechlin of Mulhouse derived design from this.
Passing of the single-wheeler, 272-3. illustration
No. 14010 approaching Dundee (former CR No. 123)
An interesting G.W.R. rebuilt locomotive. 274-6.
2 diagrs., plan.
Castle class No. 4000 rebuilt from prototype for the Star class: notes scissors valve gear.
The railways of South America: a brief survey, 276-8
Colombia, Ecuador and Venezuela: altitudes of summits; rolling stock
[M. Weiss: Chief Engineer, rolling stock, Swiss Federal Railways]. 278
Drolshammer brake notes. 278
Notes by M. Weiss, Chief Engineer of Rolling Stock Swiss Federal Rys.
[Somerset & Dorset 2-8-0]. 278
Most were working between Toton and Cricklewood.
The Woolmer Instructional Military Railway and the Royal Engineers Training
Centre, Royal Engineers. 279-82.
Six locomotives illustrated: Sir John French, Thispe, Kingsley, Selborne, Kichener and Gordon.
Dutch Railway Notes. 282-3.
Inness, R.H. (unattributed): Locomotive history
of the Stockton & Darlington Railway, 1825-1876. 284-5.
Figs. 126-7: 0-6-0T No. 1293 in original and rebuilt conditions; one of four manufactured North Road Works in 1876 for working the Skinningrove section of the Saltburn to Whitby Line. Also portrait of William Bouch and photograph of workmen at Shildon Works. Text notes Bouch's able assistants George and John Graham, and William Younghusband. Notes purchase of two ex-Wolverton locomotives in 1854 and correspondence with J.E. MacConnell [sic] concerning their condition. Sprite was possibly purchased from Boulton's
T.H. Shields. Indicator diagrams. 286-7. 3 diagrams.
A list of printed and illustrated material on the
Liverpool and Manchester Ry. in the Reference Library. City of Liverpool
Libraries, Museums, and Arts Committee, 1930. Price 2d.
In view of the widespread interest which has been aroused by the forthcoming celebrations of the Centenary of the opening of the Liverpool & Manchester Ry., the City of Liverpool have published a catalogue of the printed and illus- trated material bearing on the subject, which is to be found in their Reference Library. This book, which will be of great service to visitors to the coming events, begins with an account of the opening of the line extracted from the Mechanics' Magazine of September 25, 1830. Thereafter follow the various sections of the catalogue, (1) the early surveyors and engineers, maps, biographies, portraits, etc. (2) Parliamentary and miscellaneous reports, (3) Acts of Parliament, (4) maps, plans, etc., (5) history, description and views of the line, (6) locomotives and stock, and (7) miscellaneous, concluding with a facsimile of a ticket issued September 17, 1830. As a frontispiece a reproduction is given of the famous picture of the opening by I. Shaw, showing the scene at the Moorish Arch. This catalogue is of more than a passing interest, and forms a useful permanent record of literature and other published matter relating to the railway. Ottley 6360.
Highland engines and their work. C. Hamilton
Ellis, London: The Locomotive Publishing Co. Ltd. .
"Ihe isolated position of the Highland Ry., the extreme northerly points to which it penetrated, the immense difficulties with which it had to contend due to the mountainous and sparsely populated district which it served and the terribly severe climatic conditions it had to endure, coupled with the highly efficient and well kept stud of locomotives with which its traffic was worked, gave it a sentimental interest which appealed to all railway enthusiasts, and now that these conditions have in large measure disappeared since its absorption in the L.M. & S. group, a record of its independent existence will be welcomed by all who knew it. This record Mr. E11is has endeavoured to supply, and although very much more might have been written as to its history and romance, even this brief account of some 120 pages will be appreciated. A more detailed description, both of the history and the locomotives of the line, appeared in our columns between June, 1915, and July, 1920, but as most of this period was covered by the Great War, these issues are now very scarce. This history appears to have formed the basis of Mr. E11is' book, and most of the forty-seven blocks with which it is illustrated are reproduced from it. Naturally the author deals extensively with the naming of the Highland engines, but we fear he is mistaken In stating that "it is indeed a tribute to the memory of our national hero that no less than three Highland engines should bear his name one after the other." It is quite true that in 1874, 1884 and 1886 new locomotives, each bearing the popular name of "Bruce" were added to the stock, but the Highland's propensity for perpetuating the names of its directors and their residences is well known, and it has always been understood that the engines in question commemorated the Hon. Thomas Charles Bruce, deputy chairman from the inception of the company until 1884, and chairman from the latter date until 1890. In a final chapter a summary is given of the L.M. & S. renumbering, which, although only dealing with the engines in groups, will be found useful to those who desire to follow their subsequent careers. K.R.M. Cameron published a long corrigenda: , 358-9..
Intermediate mechanics (dynamics). D. Hurnphrey, Longmans,
Green & Co.
Forms one of Longmans' Modern Mathematical series,
Number 457 (September 1930)
Rolling stock at the Liverpool and Manchester Railway Centenary
Exhibition. 289-91 + plate. 2 illustrations
Plate: photograph of Lion and works photograph of Royzl Scot class No. 6161 The King's Own.
A relic of the '88' (Caledonian Ry engine No. 123). 293-4.
Illus. of LMS No. 14010
First-class saloon coaches, Great Western Ry. 308. 3 illustrations
Two vehicles constructed at Swindon, to C.B. Collett design. Each contained two saloons: one saetiung fourteen for dining and another acting as a "drawing room" furnished with two settees and writing table with an appropriate chair. There was also a first class compartment seating six. In the centre of the vehicle there was a guard's compartment and a kitchen with pantry.
[LNER staff promotions]. 308
S.L. Baister, locomotive works manager, Gateshead to be works manager at Stratford in succession to T.O. Mein. G. Caster former assistant works manager Stratford to Gateshead in succession to Baister.
D.S. Purdom. The Argentine State Railways and their rollin stock.
310-13. 11 illustrations, map.
Included a Ljungstrom turbine condensing locomotive
Great Southern Rys of Ireland. 323.
Paragraph: No. 389 (Woolwich 2-6-0) fitted with Dabeg pump. No. 359 (Woolwich 2-6-0) fitted with 6ft coupled wheels. 4-4-0 No. 305 also fitted with 6ft coupled wheels.
Number 458 (October 1930)
Three-cylinder 2-6-2 type tank engines, L. & N.E. Ry. 325-6.
illustration, diagram (side & front elevations)
Gresley V1 class built at Doncaster Works. No. 2900 illustrated
New Beyer-Garratt locomotives, London, Midland & Scottish Railway.
No. 4973 illustrated. Built by Beyer, Peacock & Co. Ltd. 25 locomotives fitted with Parry tube cleaners and 5 with Clyde soot blowers.
Centenary celebrations of the Liverpool & Manchester Railway. 331-4.
Distinguished visitors included Major C.R. Attlee, MP, better known as Clement Attlee, the Lrd Mayors of Manchester and of Liverpool and the Earl of Carwford and Balcarres and the Eral of Derby. The historic locomotive Lion hauled passengers in replica first and third class passengers on a circular track (illustrated). The railway exhibits are listed.
Institution of Locomotive Engineers (London). 334
Presidential Address by H. Kelway-bamber given on 24 September at Denison House Westminster see Journal Institutionn of Locomotive Engineers, 1930, 20, 681..
E.A. Phillipson. Steam locomotivde design: data and formulae. Chapter
V. The boiler. 335-7. diagram
Tube layouts: horizontal diamond, vertical diamond and marine spacing. Boiler stays: direct, diagonal (palm) and girder; also firebox side stays.
120-ton crocodile wagon, G.W. Ry. 338-9. 3 illustrations
Built at Swindon under C.B. Collett to meet the requireements of the Central Electricity Board and Electrical Transformer Manufacturers. Wagon had both straaight girder beams and well beams.
Instistute of Transport. 339.
Announcement of 1931 Continental tour to Italy.
David L. Smith. Difficulties of footplate work. 339-40.
Positioning and selection of regulators: both the fore-and-aft (or pull-out) and quadrant types are considered. Duplication of brake handle on both sides of the footplate. Power reverse was very helpful for shunting, for which screw reverse was unsuitable. Boiler water gauge protectors and extension handles to cocks to enable them to be closed in event of failure (only retained on GWR).
Locomotive Foundryman. Casting locomotive (superheater) cylinders.
341-4. 5 illustrations, diagram.
Sand-slingers manufactured by Foundry Plant and Machinery Ltd., Glasgow which assisted loading the mould with casting sand and the position of the cores. Casting is also considered. The technique led to a pearlite structure in the cast iron.
Ellis, C. Hamilton. Small Drummond tank engines of the N.B. Ry.
T.R. Perkins. The Bishop's Castle Ry. 345-8. 3
Part 2 page 369
F.W. Brewer. Historical notes on the counterbalancing of British locomotives. 356-7.
Gerald W. Spink. "Trains Transatlantiques" on the ParisCherbourg
Boat trains run in association with arrivals and departu res of Trans-Atlantic liners: 4-6-2 type about to be replaced by 4-8-2.
Belgian National Rys. 358
The first of three Sentinel-Cammell steam rail-cars left the Nottingham Works of Cammell, Laird & Co. Ltd., on Se pt 20, and travelled under its own power over the L. & N.E. Ry. to Harwich, where it was run straight on to the deck of the Harwich-Zeebrugge Train Ferry for transportation. Delivery of the other two took place on Sept. 27. At Zeebrugge they were handed over to the Belgian National Rys., ready for service.
London, Midland & Scottish Ry. (L. & N.W. Section). 358
Further 2-6-0 mixed traffic engines recently completed at Crewe comprise Nos. 13202-4 for the Midland Division, and Nos. 13205-7 for the Northern division. No. 6162 is the latest "Royal Scot" class locomotive to be delivered from the Derby works. In addition to those mentioned on page 313 of the September Locomotive, No. 6150 is named The Life Guardsman, No. 6151 The Royal Horse Guardsman, No. 6152 The King's Dragoon Guardsman, No. 6153 The Royal Dragoon, No. 6154 The Hussar, No. 6156 The South Wales Borderer, No. 6161 The King's Own, whilst No. 6168 will be The Boy Scout and No. 6169 The Girl Guide.
Derby-built 2-6-2 type passenger tank engines Nos. 15512-4 have been transferred to the Central division (L. & Y. section). Claughton class 4-6-0 No. 5933 (Northern loading gauge) was allocated to the Midland division.
No. 9028 had been converted from D class to G1 class (superheater). Previously fitted with the steam brake, it was provided with the vacuum brake, but retained the former type of boiler with round-topped firebox.
Recent withdrawals included the following:-4-4-0 Renown class, No. 5141 Camperdown: 0-8-0 Cl class, No. 8994; ex-N.S.Ry. 0-4-4T class M, No. 1435; 0-6-0 special tank, No. 7235. 4-6-0 19 in. goods class Nos. 8730 and 8840 had been altered from steam brake to vacuum brake, with increased power.
[Sir W. G. Armstrong, Whitworth & Co. Ltd., Newcastle-on-Tyne]' 358
Order had been placed by the Buenos Aires Great Southern Ry., for three Diesel-electric locomotives.
Sligo, Leitrim & Northern Counties Ry. 358
The 0-6-4 tank locomotive Fermanagh was at the Dundalk Works of the G.N. Ry. (I), undergoing heavy repairs.
Great Western Ry. 358
Engines recently completed at Swindon Works included the following :-2-8-0 side tanks Nos. 5275 to 5283, 4-6-0 four-cylinder express engines Nos. 6026 King John, 6027 King Richard I, 6028 King Henry II, 6029 King Stephen. For rail motor working 0-6-0 tank engine No. 2080 has been rebuilt with larger wheels and renumbered 5400. New six-coupled pannier tanks Nos. 6715 to 6720 had been delivered by Bagnall, No. 7724 by Kerr, Stuart & Co. and Nos. 6735 to 6739 by the Yorkshire Engine Co. The two front-coupled locomotives Nos. 3 and 4, of the Corris Ry., hadbeen taken over and allocated Nos. 3 and 4 in the G.W. Ry list.
Southern Ry. 358
No. E447, 4-6-0, had been rebuilt at Eastleigh with the raised footplate framing. Tank engines Nos. E45, 56, 109, and 128, have been fitted for rail motor working. No. E752, 4-6-0, had been supplied with cylinders 21 in. dia. No. E546 had been scrapped.
"Highland Enqines and their Work." K.R.M.
See review page 287. In connection with the above book, I trust you will permit me to make a few corrections and observations. I may say, here and now, that I wish to thank Mr. Ellis for taking such pains to present a book on a subject which has been un- deservedly neglected in the past, but being somewhat jealous of the Old Highland Ry. locomotives, I would not like a history of them to contain even the slightest error. I will deal with such inaccuracies as I have come across, and which only concern those engines in service at the time of the amalgamation.
Frontispiece.-The "Loch" class are not being reboilered with Dunalastair IV boilers, but with 812 class CR. goods boilers. (Typical engines are L.,M.S. 17550-17645.)
P. 50, line 4. "had 4 ft. 9 in. coupled wheels.' should read "had 5 ft. 3 in. coupled wheels."
P. 54, line 4. For "3 ft. 2 in." read "3 ft. 3 in,"; line 8- tube heating surface is 1,559 sq. ft .. not 1,359 sq. ft.; line 21- for "Jones Goods" read "Big Goods."
P. 56, 11, 1-5. As noted for frontispiece, not Dunalastair boilers. I also question the statement that they "literally 'ate' coal," as the 812 class boilers have a good reputation on the C.R. section for their steaming powers.
P. 65, plate. The captions under the two illustrations should be transposed, as the original "Barneys" had no water tubes. The 18 class, built later, were fitted with water tubes. Actually, the photographs confirm this statement.
P. 66, plate The lower photograph should be named "Mr. Drummonds 'New Ben' class 4-4-0."
P. 68, 11, 23-24.Nos. 134-139 did not have Drummond's cross water-tubes in the firebox.
P. 69, 11, 7, 8."six more ... Nos, 18-21 and 36-7, were similar to the English engines in this respect" should read "were dissimilar to the English engines in that they were fitted with water tubes in the firebox."
The statement occurring on the same page (69), lines 16-18, confirms my remarks, as 17702 is old H. Ry, 21.
P. 71, line 26."Murthley" should be "Murthly."
P. 72, 11, 20-23.The double bogie tenders supplied with the "Castle" class were different from those supphed with the original six "Barneys," and are not interchangeable. The full weight of these tenders is 44 tons 9 cwt., not 38 tons. Mr, Ellis also does not mention that the last three engines of the "Castle" class had 6 ft. dia. coupled wheels and six-wheeled tenders.
P. 73, line 29.-For "Big Bens" read "New Bens."
P. 75, line 14.For No. 14909 read 14409.
P. 79, lines 2-5.It should be mentioned that Nos. 40, 25, 45, 46, had coupled wheels 4 ft. 6 in. in diameter, as compared with the rebuilt Jones 0-4-4T, which had 4 ft. 3 in. wheels, Line 14. "coupled wheels 5 ft. diameter" read "coupled wheels 5 ft. 2½ in. diameter."
P. 94, line 24,For "160 lb." read "175 lb." 11, 30-31, Durn and Snaigow were followed by three "Castle" class engines (Nos. 50, 58, 59) with six-wheeled tenders before the advent of the "Clan" class.
P. 97, line 9.For "170 lb." read "175 lb." Line 24.For "5 ft. in diameter, 20¼ x 26 cylinders" read "5 ft. 3 in. in diameter, 20½ x 26 cylinders."
P. 102, plate.For "Fordinard" read "Forsinard."
P. 114. Renumbering list.14756-14761 are not known as the "River" class, but as the 938 class. 15010-15012 Jones 4-4-0T. 15013-15017 "American" 4-4-0T, 15051-15054 Drurnmond's 0-4-4T.
P. 115, lines 11-20.The "Small Bens" have not been rebuilt with Dunalastair boilers, but with C.R. 18 in. x 26 in. goods boilers. (Typical engines are 17230-17473.) Also, the remark that "gone is the graceful outline of the original 'Small Ben'" is, I think, rather exaggerated, as the engines still retain their original chimneyunless it requires renewal when a chimney of almost identical pattern is put onthe framing and cab of the old engines is either retained or renewed to the original drawings, the height of the old boiler centre line above rail level is the same as before, and the old tenders are still used. Regarding the "hybrid Dunalastair" remark, I do not think that even the most enthusiastic "Small Ben-ite" could ever deny that they always have resembled a Dunalastair.
I do not understand how the steaming powers of the "Small Bens" have been spoiled when rebuilt, as the 18 in. x 26 in. C.R. goods boiler is perhaps the easiest steaming boiler I have come across, as witness the very fine performance of the 18 in. x 26 in. engines on fast passenger services on the CR. section.
P. 115, line 23.For "original" read "second."
The foregoing covers all the errors which I am aware of, and I can vouch for the accuracy of the corrections. Generally speaking, the book fills a want in the history of Scottish locomotives, but I, personally, am disappointed that in a history of the Highland Ry. engines, the frontispiece should be an engine in the L.M.S. livery. The same photo- graph is ruined by the very obvious attempt to touch up the name on the engine, and the fact that the engine has been rebuilt with a boiler from another section of the railway renders the picture quite unsuitable as a frontispiece. The "Clan" class could, with advantage, have been presented in the original colours, and although these engines have all been repainted, photographs of them in the H.Ry. livery are still obtainable.
I do not agree with Mr. Ellis' remarks re electrification and the "gliding over the gradients with the ease of a steam train on the level and at a fifth of the present cost." That, however, is a very controversial subject, and I will not enlarge on it.
Regarding the corrections, I think it would only be fair to those people who have bought the book, to issue them with an errata slip, which could be gummed at the back of the book. As it is, as far as I know, the only co-ordinated history of the H. Ry. locomotives, it will be looked upon in the future as a correct record, and as such, should be made as nearly correct as it is' possible to make it.
I trust that Mr. Ellis will not mistake the spirit of this criticism, which is being made to do justice to my favourite railway, now unfortunately defunct.
The Drolshammer Air Brake. C.A. Branston.
The Drolshammer triple valve and the principle on which it works constitute such an interesting departure from hitherto received air brake practice that I trust the following comments on your latest note thereon (p. 278) may serve to bring out somewhat more clearly its action and principles, and will, I hope, elicit further information as to its working. It is stated that the maximum brake cylinder pressure depends on :-
(a) The action of spring 13 on piston 12.
(b) The pressure in the auxiliary reservoir after a full service application.
(c) The volume of the auxiliary reservoir; and
(d) The swept volume of the brake cylinder.
As to (a): The spring is simply the non-rigid connection between pistons 1 and 12. and as spring 11 serves merely to balance the unbalanced area of piston 115, it follows that the force acting upwards on piston 12 is due to the difference between the pressures in action chamber 39 and in the brake pipe; as the pressure in the former is nearly constant, we come to the result that the varying factor here is the brake pipe pressure, or, in other words, the brake pipe reduction. As to (b) : This can hardly be called an independent factor as it depends on (c).
Hence we see that the maximum brake cylinder pressure depends on: The brake pipe reduction; the size of the auxiliary reservoir; and the swept volume of the brake cylinder; but this is the case with all air brakes (not using safety valves).
It is further stated that equalisation between brake cylinder and auxiliary reservoir cannot take place, but it is not clear either why or how this should be so if a full service reduc- tion is made.
The action of the S.A.B. Svenska slack adjuster would seem to be wrapped in mystery, but it must be a powerfully conceived piece of mechanism which, with the primary purpose of adjusting the slack in the brake rigging, yet automatically not only takes care of this aspect of the brake problem, but equally well acts as the controlling device for the load and empty brake cylinders with their different volumes, clearances, and pressures. I am sure it would be interesting to have a proper illustration and clearer diagrams of the action of this mechanism, and especially of the change-over mechanism of the Drolshammer brake, with which you have not yet dealt.
The reference to a "zero" piston stroke in connection with the notched push-rod of another make of load brake is enigmatic; with a piston stroke of 0, the force transmitted would equally be 0, and so would be the result as far as stopping the train goes.
That the brake system using the notched push-rod is not necessarily doubtful in operation under wintry conditions may be surmised from the fact that, though designed originally to solve the braking problems of a particular railway using 140-ton mineral cars (108 tons net load), this brake is now being used generally by other lines in the United States for freight cars where the loaded- differs greatly from the empty-weight.
Restoration of historic locomotives. C. Hamilton Ellis
We are told that Ruskin considered any man who would restore a church nothing more or less than an unmitigated sweep, and in some ways the same applies to the restoration of historic locomotives. (Of Ruskin's views concerning the Iron Horse, the less said the better.)
At the same time, one cannot do less than applaud the manner in which the old Liverpool & Manchester Ry. engine Lion has been invested with her pristine glory, while the reconstruction of the Great Western Ry. North Star, being a literal restoration, goes without saying as a laudable effort.
It would, of course, be little short of sacrilege to cut the old Cornwall about until she assumed her original freakishness, the more so as it was in her present form that she really became famous. On the other hand, surely nobody would object if the old North Western Ry. engine Columbine were deprived of that shapeless and preposterous cab which now adorns her footplate, hiding the dome, and completely spoiling the effect of the remarkably beautiful Alexander Allan design. Columbine's cab has no useful purpose to fulfil as it had in the days when she was Engineer Bangor; why, then, should it remain, disfiguring the engine as it does?
Number 459 (15 November 1930)
Express goods tank locomotives, Netherlands Rys. 361-2. illustration,
diagram (side elevation), 2 tables
4-8-4T for coal traffic from South Limburg mines; built by Henschel & Son of Cassel.
New "Royal Scot" locomotive, L.M.S. Ry.. 363.
No.6169: The Boy Scout. Fowler noted in a "recent lecture" at Leeds Grammar School that Baden Powell was the grandson of George Stephenson. Fowler shown on the footplate with H.H. Benrose.
Southern Ry. 363
Two more tank engines had been equipped for motor workingNos. E29 and 111. No. E500 has been fitted with the Maunsell superheater. Nos. E537 and 540 had been scrapped at Eastleigh. No. E672 had been fitted with an automatic train control apparatus, which is to be tried over a section of track at Wraysbury. It is a very simple device, which gives a short blast on a horn on passing a distant signal at danger and a prolonged blast and an application of the brake on passing a stop signal.
P.C. Dewhurst. 363
Appointed chief mechanical engineer of the Central Uruguay Ry. in succession to P. Sedgefield. Dewhurst sailed for Monte Video on November 6.
Eric Robinson. 363,
Manager of the locomotive department of The Superheater Co. Ltd., left Marseilles on October 31, by the S.S. Mantua for Bombay. He is making a tour of India, Burma, and Ceylon, and will be away until the end of March.
London, Midland and Scottish Ry. Co. 363
At a board meeting on 30 October 1930, appointed Sir Henry Fowler, chief mechanical engineer, to be assistant to the vice-president for works as from 1 January 1931. It is intended that Sir Henry Fowler's knowledge and experience should in future be devoted to research and development, and he will take charge of the company's laboratories and the central testing bureau. E.J.H. Lemon, the company's carriage and wagon superintendent, has been appointed to succeed Sir Henry as chief mechanical engineer, and he will take charge of both locomotive and carriage and wagon workshops.
London, Midland & Scottish Ry.(L. & N.W. Section). 363
Additional 2-6-0 mixed traffic engines recently turned out from Crewe bore Nos. 13208-17. Of these, the first five were in service on the Northern division, the remainder being stationed at Crewe South shed awaiting transfer thereto. The new Royal Scots ex Derby were delivered up to No. 6166, this latter at present being nameless. Several of these engines were stationed at Holyhead for through working to and from London on the Irish mailsa service which was previously performed by the rebuilt Claughtons, fitted with Caprotti valve gear, though occasionally one of these latter could still be seen on this service. Two further additions to class "G1" (superheater) were Nos. 9035 and 9045, both of which were formerly class "D." No. 9035 had been provided with an ordinary round-topped boiler, whilst No. 9045 had a standard one with Belpaire firebox. In accordance with usual practice, the power classification of these engines had been raised from 5G to 6G. Nos. 5940 and 5964 4-6-0 Claughton class had been transferred to the Midland division. No. 5325, George V class, had the cab altered to suit the Midland loading gauge. Engines recently withdrawn from service included 2-4-0 Jumbos, Nos. 5408 Henry Pease, 5064 Chandos, 5087 Narcissus; also the following :Renown class, No. 5155 Irresistible; 0-6-0 18-in. goods, Nos. 8434, 8474, and the last of the N.S. Ry. H class 0-6-0 goods tender engines, No. 8688. This latter was built at Stoke as No. 92 in 1911, afterwards becoming No. 2366 in the L.M. & S. Ry. list, and still later No. 8688.
Victorian Rys. 363
Four engines of the S class three-cylinder Pacifies were in service, Nos. 300 to 303: an improved front-end arrangement, on American lines, being embodied , and their steaming capacity greatly improved. Ten further engines of the 2-8-2 light N class (see THE LOCOMOTIVE, May 15, 1927), were approaching completion at Newport shops. This would complete thirty of this useful class, Nos. 110 to 139. Ten petrol-electric rail motors were now running, and some on the main line pulling trailers. An interesting feature is, that as these cars had motors similar to those used on the electric stock around Melbourne, it was proposed to fit them with pantographs for operation by the main supply when they enter the electric train area. A number of the DD 4-6-0 mixed traffic engines had been fittted with larger boilers, giving an additional 300 sq. ft. of heating surface. There are about 260 of this class in service.
Beyer-Garratt locomotives, Kenya & Uganda Ry. 364-5. illustration,
diagram (side elevation)
4-8-2+2-8-4 type supplied by Beyer Peacock to design of K.C. Strahan, Chief Mechanical Engineer
L. & N.E. Ry. (N.B. Section) 4-4-0 tank engines. 365
Re Hamilton Ellis's article in last issue, a correspondent informs us that there were eight survivors of this class (D51) last month, five being attached to St. Margaret's Shed, Edinburgh, and three on the G.N.S. section at Kittybrewster, Aberdeen. The numbers are 10406 (N.B. 111), 10425 (98), 10428 (104), 10429 (105), 10458 (99), at St. Margarets, and 10456 (74), 10461 (294), 10462 (52), at Kittybrewster. The last two are fitted with cowcatchers at each end for the St. Combs' branch. Nos. 10429 and 10428 work the Lauder and Gifford branches respectively.
L.M. & S. Ry., Northern Counties Committee. 365
H.P. Stewart had been appointed locomotive engineer of the N.C.C. in succession to W.K. Wallace, who had taken up his duties as chief stores superintendent of the L.M. & S. Ry. at Euston. Engine No. 66, formerly a two-cylinder 4-4-0 compound, had been rebuilt as a simple engine, class A1, fitted with a 200-lb. pressure, G6 boiler, and has been named Ben Madigan.. This is the proper name of Cave Hill, which overlooks Belfast. Engine No. 62, of the same class, with the standard G6 boiler, is being named Slemish, after a mountain near Ballymena. There are now six engines of this class, viz.;-34, 62, 64, 65, 66, and 68.
Dynamometer car, Great Indian Peninsula Ry. 366-7 + folding diagram
(includes detailed working drawings)
Supplied by Metropolitan-Cammell Carriage, Wagon & Finance Co. Ltd. to specification and inspection of Rendel, Palmer & Tritton, consulting engineers.
Institution of Locomotive Engineers (London). 367
Very brief account (mainly of discussion of Selby paper on compounding (Paper 257))
Sentinel-Cammell geared rail coach, L.M. & S. Ry. 368.
Coach No. 4849.
Tank locomotive for the Assam Oil Co. Ltd. 368. illustration
Metre gauge 0-8-0ST built by Hudswell Clarke & Co. Ltd.
T.R. Perkins. The Bishop's Castle Railway. 369-70.
2 illustrations, diagram (side elevation)
Previous part see page 345. 2-4-0 Bishop's Castle illustrated (formerly No. 5 Somerset & Dorset Railway). Concluded p. 410
Phillipson, E.A. Steam locomotive design: data and formulae. Chapter V. The boiler. 371-3.
High-capacity iron ore wagons Bengal-Nagpur Ry. 374-6. illustration,
3 diagrams (including side & end elevations & plan)
Multiple methods for discharging ore. Supplied by Metropolitan-Cammell Carriage, Wagon & Finance Co. Ltd. to specification of Sir John Wolfe Barry & Partners
L. & N.E. Ry. 376
2-6-2T No. 2900 [V1] working from Helensburgh and Nos. 2901 and 2902 were at Cowlairs displacing N2 0-6-2Ts sent to Great Eastern sectiion
Insulated refrigerator milk van, G.W. Ry. 376. 2 illustrations
Bogie vehicle: Siphon J constructed Swindon with cork insulation and ice as refrigerant.
David L. Smith. Difficulties of footplate work. 379-80.
Single-driver locomotives, Buenos Aires Great Southern Ry. 386. illustration
Beyer Peacock 4-2-2 supplied in 1890 and still in service. See also Vol. 37 p. 105.
A speedy bridge replacement at Liverpool. 389.
Pearson & Knowles Enginee4ring Co. Ltd. of Warrington rolled in new bridge across Carr Lane, Norris Green on 5 October 1930 to enable highway to be widened under Cheshire Lines Committee Southport line
50-ton wagons for sulphate traffic, London & North Eastern Ry.
389; 390. illustration, diagram (side & end elevations)
Built by R.Y. Pickering of Wishaw bogie wagons for traffic from Billingham-on-Tees
"Mikado" type locomotive for the Bas-Congo-Katanga Ry. 390-1. illustration, diagram (side elevation)
R. Herbert Lapage at Walmer on 5 November 1930. Co-patentee with T.W. Worsdell of system of compounding.
Number 460 (15 December 1930).
Rebuilt "Claughton" locomotive, L.M. & S. Ry..
Patriot type, produced at Derby Works: Nos. 5971 Croxteth and 5902 Sir Frank Ree (latter in works photograph) with three-cylinder layout of Royal Scot class.
Pacific type locomotives, Nanking Shanghai Ry. 398. illustration
Eight locomotives built by North British Locomotive Co. under the direction of A.J. Barry, K.A. Wolfe Barry and J. Lumsden Rae, consulting engineers
Tank locomotives, Mauritius Ry. 399. illustration
Four 0-8-0T supplied by Kitson & Co. at behest of Crown Agents for the Colonies
High pressure locomotive, Paris Lyons & Mediterranean Ry. 399-401.
Henschel & Sohn of Cassel 4-8-2 with Schmidt Henschel boiler and four cylinder compound layout
Sentinel locomotives for the Wisbech & Upwell Tramway, L. & N.E.
Ry.. 401-2. illustration
L.N.E.R. class .Y10 : a two-speed double-ended tramway locomotive.
Narrow gauge corridor train, L.M.& S. Ry. Northern Counties
Committee. 402-3. illustration
For boat train serrvices between Larne Harbour and Ballymena to design of W.K. Wallace
Three-cylinder shunting engine, Southern Ry.,
36, 404 + folding plate. 3 diagrams.
Includes sectionalized diagrams and notes J.T. Marshall valve gear for inside cylinder.
Sentinel Cammell articulated steam rail car, L. &
N.E. Ry.. 405-7. 3 illustrations, diagram., plan.
Test run King's Cross to Cambridge and return. Unit named Phenomena. Woolnough 300 psi boiler
T.R. Perkins. The Bishop's Castle Railway. 410-12.
Previous part began p. 369
Great Western Ry. 414
The names appropriated for the twenty "Hall" class of 4-6-0 engines now under construction are given by the G.W.R. Magazine as follow:-
4981 Abberley Hall.
4982 Actou Hall.
4983 Albert Hall.
4985 Albrighton Hall.
4985 Allersley Hall.
4986 Aston Hall
4987 Brockley Hall.
4988 Bulwell Hall.
4989 Cherwell Hall.
4990 Clifton Hall.
4991 Cobham Hall.
4992 Crosby Hall.
4993 Dalton Hall.
4994 Dowmton Hall.
4995 Easton Hall.
4996 Eden Hall.
4997 Elton Hall.
4998 Eyton Hall.
4999 Gopsol Hall.
5900 Hinderton Hall.
A further twenty engines of the Hall class are to be built at Swindon next year.
New engines completed at Swindon Nos. 5160-2, 2-6-2 tanks, Nos. 5793-9, 0-6-0 tanks (fitted with the vacuum brake), and Nos. 5293-4, 2-8-0 tanks, whilst No. 6742, 0-6-0 tank, had been delivered by the Yorkshire Engine Co. Ltd., and No. 8725 by W.G. Bagnall Ltd.
David L. Smith. Difficulties of footplate work. 414-15
Concluded from page 381.)
Little comment is required on the modern tender. The need for a self-trimming type is generally admitted, and those in use are quite satisfactory, the introduction by the L.M. & S. Ry. of an entrance door to the coal space being a valuable feature. It is a curious thing that no British railway seems ever to have provided any better means of access to the tank filling hole than the awkward scramble over coal and fire-irons. Many Continental and American designers narrow their coal space so as to provide a gangway along the tank top to the rear end of the tender. Of course, water troughs have done away with many tank-filling scrambles, but even so, water columns will always be necessary in some locations. And here a word on the subject of water columns. In pre-grouping days, some railways provided columns that could be operated by one man. The fireman could ascend the tender, pull up the leather pipe, and turn the water off and on where he stood . Now these are being replaced by standard columns, which require the services of two men-one to haul round and insert the pipe, and the other to stand on the ground and adjust the feed-surely a rather retrograde step in these days of improved working! A water-stop is invariably the place where the driver wants to employ the time in lubrication and inspection, or the fireman wants to attend to fire-cleaning. Now they have both got to stand by the water column, and many valuable minutes are lost. Added to which, no man on the ground can adjust the feed so accurately as the man on the top who is watching it fill, and an overflow into a tenderful of indifferent coal can produce a very bad trip indeed.
Now, it may be thought by the foregoing that British enginemen must be inveterate grumblers, but this is far from being the case. They have their likes and dislikes, but generally speaking, they adapt themselves to circumstances, and the old style of driver who condemned an engine in its entirety because he did not approve of its sanding gear is not much in evidence now. It is a curious fact that firemen seem to have little objection to shovelling a large amount of coal. A fireman will go quite cheerfully from an engine burning 40 lb. of coal per mile to one consuming 60, and beyond remarking that his new charge is "sore on stuff" will make little comment. But let
Trofinoff auto bye-passing piston valves (T.A.B. piston valves) on Metropolitan Ry. 0-6-4 tank locomotive. 422-3. 2 diagrams
Notes on oil-lubricated wagon bearings,. 423-4
Shipment of locomotives and rolling stock in running order. 425; 426.
Motor vessels Belpamela and Beljeanne of Belships Line fleet shipped locomotives manufatured by Vulcan Foundry from Birkenhead to the Buenos Ayres Great Southern Railway in Argentina and electic units to Buenos Ayres Central Terminal Railroad. The ships were built with Sir W.G. Armstrong Whitworth engines
L,M. & S. Ry. Northern Counties Committee. 431
The Parkmore branch and the Ballyboley to Doagh narrow gauge lines arc being closed to passenger traffic. The Parkrnore branch was built in the early 1870s and opened as the Ballymcna, Cushendall and Red Bay Ry. for the transport of iron ore to the main line. Later, passengers were carried, and in 1884 amalgamation with the Belfast and Northern Counties Ry. took place. The Parkmore line was the first narrow gauge railway in Ireland. None of the original locomotive stock remained. Nos. 1 and 2 were scrapped in 1923 as N.C.C. 101 and 102. No. 3 was scrapped in 1908 as N.C.C.
Engineering Department, locomotives of the London &
South Western Ry. F.W. Brewer
The article on the above subject affords a very interesting additional chapter in the history of the locomotives of the old L. & S.W. Ry.
It will be noticed that several of the engines mentioned in the article bore the surnames of people who were either directly or indirectly connected with railways. In the case of the engines, Yolland, Rich, and Hutchinson, there is little, if any, doubt that these were named after three of the then four inspecting officers of the Railway Department of the Board of Trade, viz., Col. W. Yolland, C.B., Col. F. H. Rich, and Major- Gen. C. S. Hutchinson, all of whom were R.E.'s. Of what one may call the railway inspecting officers of the old school, there still remains an ex officio one in Sir H.A. Yorke, C.B., who retired from the Board of Trade some years ago, and who recently resigned from his position as a director of the G.W. Ry. Referring to the drawing of the outside-cylinder 2-4-0, Hutchinson (Fig. 11), it may be remarked that the peculiar arrangement of the springs and bearings of the leading wheels is similar to that adopted by Mr. Joseph Beattie, but the corre- sponding engines of the Holland Ry. had these springs placed inside the frames.
The method of balancing the motion parts of the 2-4-0 tank engine, Scott (Figs. 12 and 13), is also worth noting. Instead of there being counterweights both in the driving and in the coupled wheels, the balancing is confined wholly to the latter, i,e., to the trailing wheels.
Breakdown cranes, etc. Wm. T. Hoecker.
On page 171 of the May LM you describe the crane there illustrated as "the largest . . . yet constructed in the British Isles." I would remind you that in 1926, Cowans, Sheldon and Co. Ltd., of Carlisle, delivered to the South Australian Railways two steam wrecking cranes, each capable of lifting a maximum load of 107 tons.
It may be of interest to note that a crane recently built for the Union Pacific RR, by the Bucyrus Erie Co., has a lifting capacity of 178 English tons at 17t ft. radius On the auxiliary hook, 40 English tons can be lifted at a radius of 48 ft. This is an exceptionally large crane, as the average American crane has a maximum capacity of from 125 to 150 short tons. Permit me also to offer two comments on Mr. Phillipson's article on pages 241-2 of your July number:
1. The usual thickness of steel plates for inner fireboxes, as used in American practice, is as follows: Side, crown, and back sheets, ! in. tube sheet, t in. to tin.
2. About 33,000 locomotives in the United States are now equipped with mechanically-operated firebox doors.