The Locomotive Magazine and Railway Carriage
and Wagon Review
Volume 54 (1948)
Number 665 (15 January 1948)
4-6-4 French locomotives, French National
Railways. 13-15. illustration, diagram (side elevation and section)
S series four-cylinder compound type with rotary cam poppet valves, and R series three-cylinder poppet valve engine with simple expansion. See Volume 56 pp. 166-7
L.M.S. diesel electric loco. No. 10,000. -19
L.N.E.R. 4-6-2 "A2" locomotives. 19-20. illus.
Morris, O.J. Standardising S.R. locomotives, Central Section. 21-2
Number 666 (15 February 1948)
L.M.S. 4-6-2 engine No. 6256 "Sir William Stanier, F.R.S.". 24. illustration.
Number 667 (15 March 1948)
The engineer and the man. 31-2.
2-6-4 tank locomotive, Burma Railways. 32-3. illusration., diagram (side
& front/rear elevations)
28 metre gauge locomotives ordered from Robert Stephenson & Hawthorns Ltd.
London Midland Region loco. experiments. 33-4. 2
Ivatt modications to Stanier Class 5 4-6-0: Nos. 4758-67 were fitted with Timken roller bearings and No. 4767 was also fitted with external Stephenson link motion and a double chimney. Some of this batch were also fitted with double chimneys and electric lighting. No. 4767 was not the first British locomotive to be fitted with external Stephenson link valve gear: Dean 2-2-2 No. 9 was so fitted see Loco. Mag., 9, 97.
London Midland Region 2-6-0 locomotives. 34-5. 2
illusrations., diagram (side elevation)
With original double chimney: cab is illustrated with tender detached.
L.M.S. diesel electric loco. No. 10,000. 36-7. 4 illustrations.
Continued from page 19. Includes brief details of trial run hauling twelve coaches between Derby and St. Pancras
2-8-2 locomotives for Tanganyika. 38-9. illustration.
Six metre gauge locomotives built by W.G. Bagnall for Tanganyika Railway to meet the requirements of the Crown Agents.
Midland and Scottish Regions. 39
New locomotives into service: 2-6-0 Class 4 Freight (New Design) : Nos. 3603 and 3004 (built at Horwich). 2-6-4 Class 4 Passenger Tanks: Nos 2190 and 2191 (built at Derby). The following had been withdrawn: 4-4-0 Class 3P, No. 715 (Midland); 2-4-2 Class 1PT, Nos. 6682, 6718 (L.N.W.R.); 0-4-4 Class 1PT, No. 1385 (Midland); 0-8-0 Class 6F, No. 8910 (L.N.W.R.); 0-6-0 Class 3F, No. 12401 (L. & Y:R.); 0-6-0 Class 2F, Nos. 3602 (Midland), 12032 (L. & Y.R.), 28230, 28415, 28586, 28597 (L.N.W.R.); 0-6-2 Class 2FT, Nos. 7715, 7812, 27648 (L.N.W.R.); 0-6-0 Class 1FT, No. 1759 (Midland); 0-4-0 No. 3084 (4 ft. shunter built L.N.W.R. 1872); 0-4-2 Nos. 3248, 3249 (4 ft. shunter (crane) built L.N.W.R. 1893 and 1894).
"Brush" diesel-electric locomotive. 39-41.. 3 illusrations., diagram
(side & front elevations)
Six-coupled wheel shunting locomotive with radiator at front with 400 b.h.p. Petter two-stroke engine.
National Coal Board. 41.
The Hunslet Engine Co. Ltd. received from the National Coal Board an order for 152 diesel locomotives for service underground in British pits, and comprising four-wheel and six-wheel types of 65, 70, and 100 b.h.p.
Western Region. 41
New locomotives into service: 4-6-0 6982 Melmerby Hall; 0-6-0 3218 and 3219. The following withdrawn: 2-6-0 Nos. 2612 and 2665; 0-6-2T 198 (Barry No. 6); No. 504 (Brecon & Merthyr No. 39); 0-6-0T 2793, No. 6 (Weston Clevedon & Portishead No. 4; originally L.B.S.C.R. 53 Ashstead) I 2-4-0T No. 3585.
James McEwan. Locomotives of the Caledonian Railway. 41-4. 3
A tank class intended for local workings. wIth the 0-4-4 wheel arrangement was in general a development of the 4-4-0 tank type which Drummond designed for the North British Ry, When new, they were tried on the Cathcart Ry., Balerno line from Edinburgh and short local trains around Glasgow but proved to be under-boilered for almost all such duties. Later they were transferred to. lighter work such as the Killin branch where Nos. 175 and 223 worked almost continuously fortnight about. Methven branch got 230 and the Bankfoot line got No. 173 when that line opened. Arbroath got a few (including 178, 191 and 227) while two were at work on the Wigtownshire Ry. section of the P.P. and W. Rys., also the Moffat, Dolphinton and Denny branches, Solway Junction Ry. section and Forfar had them at varying periods. Upon the opening of the Connel Ferry to Ballachulish line No. 224 was sent to Oban to work in conjunction with one of George Brittains's 2-4-2 type tank engines. The engines built between 1884 and 1889 had no coal rail at first and later in 1900, McIntosh fitted all of them with rails which increased the coal capacity by half a ton. The engines built in 1891 with the larger bunker carried 1¾ tons of coal. The cylinders were 16 in. diameter by 22 in. stroke, coupled wheels 5 ft. and solid bogie wheels. 2 ft. 6 in. in diameter respectively. Total heating surface of 672.3ft2, The grate area was 14ft2. and working pressure 150psi All boilers had Ramsbottorn type safety valves on the dome. The entire class was built at St. Rollox Works, the last six being made after Drummond had left. In 1924 Nos. 177 and 178 (then Nos. 1177 and 1178) were taken into St. Rollox Works and rebuilt with new boilers almost similar to the original but having steel firebox and a working pressure of 160 lb., but still retaining the Rarnsbottom type safety valves. In 1930 No. 15103 had Ross pop safety valves fitted, and subsequently the toolbox was removed from the back of the bunker.
L.M.S. restaurant cars. 44-5. 2 illusrations., diagram (side elevation
Remodelled restaurant kitchen first car, on six-wheel bogies, with first vestibule car. Loose chairs were fitted.
Midland and Scottish Sections. 45
To celebrate the centenary of the West Coast route completed on 15 February 1848 the Royal Scot name had bewen restored on the 10 a.m. departures from Euston and Glasgow Central.
C.M. Doncaster of Daniel Doncaster and Sons of Sheffield.
4-6-2 locomotives for India. 46. illustration
Baldwin Locomotive Works: sixteen 5ft 6in gauge streamlined Pacifics ssupplied to India Supply Mission. Numbered 7200 to 7215. 210 psi boiler pressure. Steel fireboxes with single thermic syphon. Total heating surface of 2257ft2 plus 725ft2 superheat, grate area 46ft2. 20¼ x 28in cylindersx; 5ft 7in coupled wheels.
4-8-2 locomotives for Czechoslovakia. 46-8. 2 illustrations, diagram
Skoda three-cylinder (19½ x 27in) with T4rofimov piston valves, bar frames and 6ft coupled wheels. Total heating surface of 2765ft2 plus 795ft2 superheat, Welded boiler, pneumatic firedoor.
The Cheshire Lines Railway. R. Prys Griffiths. Oakwood Library of Railway History No. 5
The Euston and Crewe companion. D.S. Barrie. Oakwood Press.
Number 668 (15 April 1948)
London Midland Region locos. with Caprotti gear. 51-4. illustration, 5 diagrams. (including. side elevation)
Morris, O.J. Standardising S.R. locomotives, Central Section. 70-3
James McEwan. Locomotives of the Caledonian Railway. 73-5.
Number 670 (15 June 1948)
Unproductive engine hours. 83-4.
3ft 6in gauge locomotive Rhodesian Iron & Steel Commission. 91.
Hunslet Engine Co. outside-cylinder (14½ x 26in) 0-6-0T with 3ft 3in wheels for 3ft 6in gauge with boilerb pressed to 160 psi, 508ft2 total heating surface and 8ft2 grate area.
James McEwan. Locomotives of the Caledonian Railway.
13 class 4-4-0 of 1894: Lambie design intended for Perth to Aberdeen expresses. They had 6ft 6in coupled wheels, 18 x 26in cylinders, 1184.12ft2 total heating surface and 19.6ft2 grate area. No. 13 was scrapped as No. 1013 in 1927; No. 14 in 1920; and No. 15 in 1922. In 1895 racing fever rose again, but in this case between London and Aberdeen via the East and West Coast routes. Mentions Driver John Soutar who was born in Arbroath in 1833 and joined the Dundee & Arbroath Railway when aged 18. He drove the Royal Train, retired in 1900 and died in 1912. The Lambie 211 class 0-6-0ST consisted of five locomotives allocated tio work in Grangemouth Docks. They had 18 x 26in wheels (4ft 6in diameter), 1095.76ft2 total heating surface and 17ft2 grate area. No. 214 was rebuilt with side tanks. Lambie's 0-4-4T shared the same boiler as the small 4-4-0; 18 x 26in cylinders; 5ft 9in coupled wheels; 17ft2 grate area and 160 psi boiler pressuire later reduced to 150 psi
Morris, O.J. Standardising S.R. locomotives, Central Section. 107-9
Number 672 (14 August 1948)
Locomotive standardisation. 115
Locomotive Manufacturers' Associatiion had agreed to work to same limits and fits and published Limits and fits for locomotive work
Crewe North motive power depot. 115
Had been equipped with a wagon hoist type of coaling plant, ash disposal plant and vacuum powered 70ft turntable.
George Stephenson. 116
Commemorating centenary of his death on 12 August 1848.
Oil-fired 0-6-0 tender locomotives, Anglo-Iranian Oil Co. 116-17,
Hudswell Clarke & Co. Ltd outside-cylinder 0-6-0 for 3ft gauge.
Railway Executive. 117
D.S.M. Barrie appointed Public Relations Officer to the Railway Executive. Barrie joined the LMS in 1932 and became Assistant Publicity Officer to the LMS in 1946. During WW2 he received the U.S. Bronze Medal for services in connection with the movement of US troops through Southampton.
Institute of Transport. 117
Annual Press luncheon presided over by T.W. Royle
Diesel-electric rail-cars for Czechoslovakia. 117. illustration
Built by Brno & Kralovo for Czechoslovak State Railways: single car unit.
Approximate calculations of the speed-power capacity, and of the operating
range of a steam locomotive. 118-20. 4 tables
Locomotive speed and power capacity; tractive force; rolling resistane; gradient resistance; calculation of resistances; grate area; firebox heating surface; gas flow area through tubes. Largely based on Phillipson.
Henry Hume Saunders compelled to relinquish post as joint Managing Director of Vulcan Foundry Ltd. Served his apprenticeship at GWR Wolverhamton. In 1913 appointed Assistant Locomotive Superintendent of the North Western Railway in India. Served with Indian Expeditionary Force in East Africa, but returned to civilian duties in 1920 and became assistant to the General Manager of the NWR. Later he became Superintendent Mechanical Workshops and then Deputy Chief Mecanical Engineer at the Jamalpur Workshops. He joined the Vulcan Foundry in 1935 as assistant to the Managing Director and in 1937 appointed General Manager.e became joint Managing Director in 1946.
Electrification of the Pilatus Railway. 120.
Railway built on theLocher principle on a gradient of 1 in 2.5 and in places 1 in 2.1. Electrification double the capacity of the line.
The Berkley mechanical stoker. 121. illustration
Fitted to Merchant Navy No. 35005
Netherlands Railways. 121
To provide for the future developmeut and to replace stock destroyed, stolen or worn out as a result of the war, an extensive building plan has been put in operation. Over the next five to ten years all lines carrying such heavy traffic as will justify the cost are to be electrified, and where density of traffic is not sufficient diesel-electric traction will be extended. Steam traction may then almost disappear. Present coaches will be replaced by streamlined stock of uniform design. Three hundred and thirty-one coach bodies intended for two- and four-coach systems are in the course of construction. Swiss and Netherlands factories have orders for 10 electric locomotives of 4,500 h.p.. designed during the war. These will be suitable for express or goods traffic and will be completed this year. To supplement the American Army locomotives, which are being used to a limited extent to bridge the shortage gap, a Netherlands type of diesel-electric locomotive of 1,300 h.p. is being designed, which will have a speed of 100 to 120 kilometres per hour. Fifteen diesel-electric locomotives for shunting and light freight service are under construction at the works of N.V. Werkspoor, at Amsterdam. They are driven by a 250 h.p. Thomassen diesel motor. Electric stock is also being increased by adding another carriage to 13 existing two-carriage trains. These should be. completed by 1949. In addition 29 two-coach and 65 four-coach trains are being built-all streamlined. Of these it is .hoped that 14 four- and 4 two-carriage trains will be running in 1948. The remainder are expected to be ready in 1949, depending of course, on the supply of materials coming up to expectations. Twelve five-carriage diesel-electric trains survived destruction during the war, but will have to be fitted with new motors. More than 30 diesel motors of 6so h.p. have been ordered and it is hoped to put a limited number of trains in working order during this year. Twenty-five Bo-Bo electric locomotives for mixed traffic have been ordered from the French firm Alsthom.
New buffet lounge cars, Eastern and North Eastern Regions. 122. illustration,
diagram (elevation and plan)
For service on the Flying Scotsman
C. & O. turbine-electric loco. 123-4. illustration, diagram
Coal fired express passenger locomotive intended for 100 mile/h services between Washington and Cincinnatti. Built at Baldwin Locomotive Works with Westinghouse Electric Corporation electrics
British Railways exhibition Chesterfield. 124.
Held at Chesterfield Market Place station in conjunction with Town Council to celebrate centenary of George Stephenson's death. Exhibits included the Lion locomotive, a replica of the Rocket, B1 and Patriot class locomotives and beaver tail car off Coronation train.
Roller bearing crankaxle. 124 diagram
As fitted to No. 6256 Sir William A. Stanier, F.R.S.
J.M. Doherty. The internal combustion locomotive: a survey of the types with mechanical transmission in use. 125-6. 4 diagrams
Nigerian Railways, 2-8-2 locos, 127. illustration, diagram (side
Built Vulcan Foundry to the requirements of the Crown Agents for the Colonies and shipped from Gladstone Dock, Liverpool on MS VBelnor. Belpaire firebox and bar frames.
London Midland and Scottish Regions. 128
The following new locomotives are in service class express passenger: No. 46257 City of Salford (built at Crewe). 4-6-0 Class 5 Mixed Traffic: Nos. 44740 and 44741 (built at Crewe). . 2-6-0.Class 4 Freight .(New Design) : Nos. 43017, 43018 and 43019 (built at Horwich ), 2-6-4 Class 4 Passenger Tank: Nos. 42151; 42152, 42153 and 42154, also 0-6-0 Diesel-Electric Shunter 350 H.P.: No. 12046 (built at Derby). The following had been withdrawn Class 4P: No. 14631 (Caledonian); 25787 (L.N.W.R.). 4-4-0 Class 4P: Nos. 1002, 1029 (Midland) (7 ft. Compounds). 4-4-0 . Class 3P: No. 25350 (L.N.W.R. George V Class). 0-6-2 Class 2PT: .No. 6883 (L.N.W.R.). 2-4-2 Class 2PT: No, 10875 (L.& Y.R.). 2-4-2 Class 1PT: Nos. 6605, 6661, 6681, 6686 (L.N.W:.R.). 0-4-4 Class 2PT: Nos. 15116, 15190 (Caledonian}. 0-4-4 Class 1PT: No. 1342 (Midland). 0-8-0 Class 6: Nos. 9103, 9197, 9233 (L.N.W.R.). 0-6-0 Class 3F: Nos. 3265, 3269, 3769 (Midland); 12467 (L. & Y.R.). Class 2F: Nos. 3073, 3123 (Midland); 17301, 17304, 17308, 17330, 17374, 17422 (Caledonian); 28191, 28202, 28308, 28511, 28547, 28594 (L.N.W.R.). 0-8-4 Class 7FT: No. 7959 (L.N.W.R.). 0-6-2 Class 2FT: Nos. 7740, 7836 (L.N.W.R.). 0-6-0 Class 1FT: Nos. 1674, 1842 (Midland) .
L.N.W.R. George V class becomes extinct and the first withdrawals of the original Midland 7 ft. compounds have been made.
The George V class was introduced by C.J. Bowen- Cooke in 1910 with L.N.W.R. No. 2663 George the Fifth. This was the first L.N.W.R. engine to be fitted with the Schmidt superheater. No. 2664 Queen Mary and nine other locomotives built in 1910 were, however, built without superheaters, but after comparative trials with the two types the advantage gained by the use of superheaters was so apparent that the Queen Mary's were rebuilt with superheaters. One of the class, which was withdrawn in 1940 as L.M.S. No. 25348 Coronation, was the 5,000th engine built in Crewe Works.
The 3-cylinder compounds were first put into service on the Midland Railway by S.W. Johnson who built five engines on the Smith principle in 1902/3. R. M. Deeley brought out his own version of the compound in 1905 and constructed a total of 40 engines, also rebuilding the Johnson engines to his own design. Henry Fowler (later Sir Henry) rebuilt the Deeley engines with superheaters and then in 1924 commenced building for the L.M.S. 195 engines of a modified design with 6 ft. 9 in. coupled wheels.
A new platform truck. 128. illustration
By the introduction of their new electric traction circuit, Lancing-Bagnall Ltd. have improved the maintenance and operation of all kinds of battery driven vehicles. Included in the advantages of the circuit may be mentioned no controllers as commonly known are required. Contactor contacts operate on no load so that arcing and burning is impossible. A single accelerator without steps or contacts gives any desired speed. Power is regenerated when the vehicle is slowing down, stopping or descending inclines. The charging board is dispensed with and the operator can plug through into any of the mains at any desired point. .' . The accompanying illustration depicts a type of truck suitable for service on railway station platforms or in workshops. .
Clyde Engineering Company of Australia and Electro-Motive Division of
General Motors. 128
Completed an agreement under which the Australian company, in collaboration with Electro-Motive, will manufacture Diesel locomotives at its works at Granville, New South' Wales. The locomotives produced will be utilized on railways in Australasia and certain territories of the Far East.
Locomotive Manufacturers' Association. 128
Harold Wilmot, Managing Director of Beyer, Peacock & Co. Ltd., has been re-elected President of the Locomotive Manufacturers' Association of Great Britain.
It is with regret we have to record the death of Lawford H. Fry in his seventy-fifth year. Born at Richmond, Quebec, in 1873, Fry came as a boy to England and was educated at the Bedford Grammar School and the City and Guilds Institute followed by further studies in Germany. In 1889 he began a period of practical training under James Stirling on the South Eastern Railway. Later Fry went to Philadelphia where he joined Burnham, Williams & Co. which later became the Baldwin Locomotive Works. In 1905 Lawford Fry came to London to act as the firm's representative. In 1913 he returned to America and took up a position with the Standard Steel Works, Burnham, Pa., a subsidiary of the Baldwin Locomotive Works. In 1943, on the formation of the Steam Locomotive Research Institute, Fry was appointed research director a position well merited for few, if any, engineers had a wider theoretical and practical knowledge of locomotive engineering. One of Fry's favourite subjects was without question the looomotive boiler and his book on the subject published in 1924 is well known. His method for computing the temperatures of flue gasses and perhaps more particularly the means he evolved for estimating furnace losses through the escaping of unburned fuel represent work of outstanding value.
Correspondence. 129. 2 illustrations
A historic photograph. Joseph O'Neill (Advertising &
Publicity Officer, London Midland Region).
As a result of research which has been in progress in connection with the forthcoming centenary (August 12, 1948) ·of the death at Chesterfield of George Stephenson, there has been brought to light by our Station Master at Chesterfield (O.B. Nichols) an old and somewhat faded photograph depicting a scene at the Chesterfield station of the former Midland Railway. When this photograph was examined and restored by the Chief Mechanical Engineer's technical staff at Derby, it became apparent that its technical interest was even greater than was at first thought, inas- much as it represents a 2-2-2 engine of the famous Jenny Lind class built by the Midland Railway at Derby, with Matthew' Kirtley's own design of boiler and' fittings. It is considered both by our Chief Mechanical Engineer and by P.C. Dewhurst, the well-known authority on M.R. locomotive history, that this is the only photograph so far known to exist depicting a Derby-built Jenny Lind in this condition.
The original Jenny Lind engines were built for the Midland Railway by the Leeds firm of E.B. Wilson & Co. between 1847 and 1849, while from 1851 onwards further examples of the type were built as new engines by the M.R. at Derby, in addition to others provided through rebuilding both by Derby and Wilson's, and by the two jointly. We are indebted to Mr. Dewhurst for certain early particulars of the actual locomotive which is here depicted as No. 728 but which was originally built at Derby in May, 1855, as M.R. No. 8. From 1862 onwards this locomotive underwent various renumberings, and since it was only between September, 1867, and September, 1868, that it carried the number 728, this clearly fixes the period within which the photograph was taken.
In 1871-72 this engine, by then numbered 1006, was completely reconstructed as an 0-6-0 double-framed well tank; its original dimensions had included cylinders 15 in. by 20 in., and driving wheels 6 ft. diameter, these becoming cylinders 15 in. by 22 in. and coupled wheels 4 ft. 2 in., on rebuilding. Mr. Dewhurst states that only some of the motion, the boiler, and possibly some of the original leading and trailing wheels, were retained. Its life as a well-tank was largely confined to shunting duties on the brewery lines at Burton-on-Trent; after various further renumberings, it was eventually scrapped (as No. 1603) in September, 1920, after an overall existence.Iin various forms, of nearly 70 years.
Twin motor coaches French National Railways. 130. illustration.
Articulated vehicle seating 110 plus 34 standin. Built by Alsthom abd Somua with Alsthom transmission
Oil fired locomotives. 130
Ministyry of Transport stopped programme due to changes in fuel situation: 93 locomotives had been converted.
Western Region. 130
Newe 4-6-0 locomotives built at Swindon: Nos. 6990 Witherslack Hall, 7008 Swansea Castle and 7009 Althelney Castle.
A new seating fabric. 130.
Fothergill & Harvey Ltd. synthtic fabric known as Tygan suitable for railway carriage upholstery
Number 673 (15 September 1948)
Locomotive exchanges. 131-3. 4 illustrations
H.C.B. Rogers. The Great Northern Railway (Ireland). 141-3.
A locomotive history, with emphasis on 20th century development.
Number 674 (15 October 1948)
The use of locomotives. 149
Editorial comment on Rudgard's ILocoE Presidential Address
[T.J. Hartigan]. 149
Retirement of Chief Commissioner of Railways, New South Wales
New 4-4-0 locomotives, Great Northern Railway (Ireland). 150-1.
illustration., diagram (side elevation)
VS three-cylinder class designed H.R. McIntosh and supplied by Beyer Peacock. No. 209 Foyle illustrated. The engines which are painted in the blue livery of the Company's express locomotives are numbered and named 206 Liffey , 207 Boyne, 208 Lagan, 209 Foyle, 210 Erne.
Model Engineer Exhibition. 151
The standard of workmanship at this year's exhibition, held at the New Horticultural Hall, was if anything, higher than ever. Locomotives were well represented. The championship cup in this section was awarded to H.C. Powell for a magnificent model, to a scale of 1½ in. = 1 ft., of an L.M.R. Pacific. Among other outstanding engines was a very fine ¾in. scale G.W.R. King by F. Cottam, a 1 in. scale Caledonian Rly. 4-4-0 by Dearden and a large scale model of a Hunslet contractor's type engine by M.E. Moss. W.D. Hollings and J.I. Crowther both entered 1½ in. scale shunting tank locomotives. Some idea of the variety may be gathered from the fact that prototypes so far apart as a G.W.R. 2-4-0 "River" class and a U.S. Army 2-8-0 were includedthe former to 13/16 in. scale by H.J. Prefoy and the latter to 1 in. scale by R.J. Smith. There were some attracive entries from abroad; outstanding among these being fine models of Canadian, Dutch and French engines.
The Vulcan Foundry Ltd., of Newton-le-Willows, Lancashire. 151
Issued a well-produced and interesting brochure entitled A career in locomotive building. The firm has obviously given great attention to providing facilities for adequate instruction and those passing through either the Trade or Engineering Apprenticeships receive one of the finest trainings obtainable in the field of mechanical engineering. This booklet will be of great value to both parents and boys and the hope expressed in the opening paragraphs that it will help those with a leaning towards engineering to decide whether the aptitude should be developed as a career will, we are certain, be fully realised.
Western Region. 151
4-6-0 express engine No. 7016 Chester Castle, was in service, also five more 0-6-0 tank engines Nos. 7430 to 7434. Tender engines withdrawn were 4-6-0 No. 2928 Saint Sebastian, 4-4-0 No. 3395 Tasmania, and No. 9006, also 2-8-0 Nos. 3005, 3035, 3037, 3039 and 3046. Tank engines condemned were 2-6-2 No. 5130; 2-4-0 Nos. 3589 and 3597; 0-6-2 No. 259 (late Barry No. 77) and No. 261 (late Barry No. 105); 0·6-0 Nos. 1730, 1745, 1780, 2734, 2755 and 783 (late Barry No. 50).
London Midland Region. 151
Crewe North Motive Power Depot, the largest passenger locomotive depot in the London Midland Region, was to be completely modernised. It stabled 130 express locomotives. The scheme included two new sheds of the roundhouse type, each with 32 roads radiating from a 70-ft. diameter turntable. Duplicate coaling and ashplants tol be provided, the intention being that should any failure of plant occur such failure will not slow down the work of the depot. A later stage of the scheme provides for up-to-date amenities for the staff including a canteen, wash and bath house, locker and cloakrooms, ambulance and meeting rooms, and office accommodation for supervisory and clerical staff.
In the article appearing on page 143 of our last issue some figures were given for the maximum delivery of the class RCW Injectors manufactured by Gresham & Craven Limited. Owing to an unfortunate omission it was not stated that these figures referred to the No. 8 size only. These Injectors are, of course, made in various other sizes up to size 13, the last mentioned having a maximum capacity of approximately 5,000 gallons per hour. The steam pressures of 140 and 170 lb. per sq. in. mentioned are approximately half way between the maximum and minimum pressure at which the Injector will work when fitted with standard and H.P. cones respectively.
G.V.O. Bulkeley. Front end design for colonial railway
Formerly General Manager, Nigerian Railway. Corisidering the design of a locomotive for service on a Colonial Railway, there were three aspects which call for special attention:
(i) that the valve gear will have to admit and exhaust steam at fast valve travel speeds, due to the high r.p.m. of low diameter driving wheels;
(ii) that the locomotive as a carriage will have to encounter successons of sharp curvatures and reverse curves, due to the railway largely following contours; and
(iii) that the smokebox draught will probably have to deal with inferior coal, without lifting the fire off the grate or causing cylinder back pressure.
Considering item (i): long travel valve gear should be designed to give a port opening at 25 .per cent. cut-off of not less than 1/40th of the piston area. The valve chest should be bellied out to contain the greatest possible quantity of steam. Both piston valves, steam pipes and regulator opening should be made generously large. A graph plotted to show a 9½ in. piston valve for a 16 in. cylinder and a 12 in. piston valve for a 20 in. cylinder will show suitable valve diameters for other cylinder diameters. A simple design of smokebox regulator (such as that used by the Western Region of British Rail- ways) has much to recommend it; being both sensitive to control slipping and giving promptly a large opening to steam.
Where Walschaerts valve gear is used; reversal and linking up are best effected by a forked pro- longation of the radius rod past the link. This avoids the sensitiveness of this gear to the suspen- sion location between link and valve chest. The length of the link between the foot of the combin- ing lever and the crosshead bracket should not be less than three quarters of the piston stroke. While the angularity potential of this link is small, 100ths of an inch are important in a fast moving valve. Iitem (ii): since the inception of Colonial Railways, it has been the practice (with one or two isolated exceptions) to fit all locomotives with a leading bogie truck. Engines of the 2-8-2 wheel arrangement recently acquired by the Nigenan and Tanganyika Railways indicate a trend away from this practice.
A leading pony truck cannot give the guidance that a bogie can. While it is true that many pony truck engmes are running successfully on the railways of developed countries, easy curvatures and road bed stability are not features of most Colonial Railways, where sharp curvatures are often almost continuous and road beds subject to tropical rain.
R. Opie. Locomotive power, performance and rating. 153-6. table
Arthur L. Stead. Railways of Palestine. 156-8. illustration, map
Approximately 650 miles of track were operated in Palestine, Egypt (Sinai) and Trans-Jordan, mainly standard gauge, but 105cm in Trans-Jordan. The British Mandate had ended. There werer 127 steam standard gauge locomotives; and 30 narrow gauge. ROD (from WW1); Stanier 8F and WD 2-8-0 types were in service plus some from the United States. The conversion from coal to oil burning was sone hurriedly and led to firebox damage, but later the Mexican trough system was employed. The staff was broken down by religion: 1736 Christians; 4 Bahais; 5431 Muslim and 520 Jews.
Rhodesia Railways. 4-8-2 locomotives. 159. illustration.
Supplied by Montreal Locomotive Co.
Eastern Region. 159
The Norfolkman set out at 10.00 from Liverpool Street on 27 Septeember for Norwich calling only at Ipswich arrived in Norwich to allow 4½ hours of business and arriving back in London at 19.20. The train was B1 hauled by No. 1236 which seemed to have been spared carrying an extra digit. A.R. Dunbat (Operating Superintendent, Eastern Division); L.P. Parker (Locomotive Running Superintendent), J.W. Dunger (Assistant Commercial Superintendent) and G. Dow were on the train which also conveyed the Mayor of Ipswich and was greeted on arrival by the Mayor of Norwich.
R.B. Fellows. The Eastbourne express trains of the S.E. Railway, 1884-1885. 159-61. 2 illustrations
Chepstow Bridge. 161
Torsion bar bogies. 161-2. diagram
Schweizerische Industrie od Neuhausen bogie as used on Zurich tram cars
South African Railways. 0-8-0 locomotives. 162. illustration.
Field Marshal The Viscount Montgomery. 163. illustration.
Formally named Patriot class No. 45506 The Royal Pioneer Corps at ceremony at Euston Station. G.L. Darbyshire, Chief Regional Officer, London Midland Region and Sir William Wood present
[Beyer-Garratt type steam locomotives]. Basil M. Bazley.
Owing to our very restricted loading gauge it is practically impossible to give the steam locomotive of the ordinary wheel arrangement a boiler of larger diameterincrease in length will not give effective heating surface. For the haulage of heavy trains at express speeds the diesel-electric locomotive has been tested with success on the London Midland Region of British Railways as well as in other countries, but it is expensive to construct and is dependent on oil imported from overseas for its fuel.
It seems strange that little use is made on our railways of the Beyer-Garratt type of steam locomotive, which has been in successful operation in many countries for the past forty years. This articulated machine cornbines great power, high speed capacity, low operating cost, perfect flexibility and light load per axle, with the additional merit of simplicity: the boiler, of ample diameter without undue length, gives the maximum effective heating surface and is slung in a cradle carried on the two engine unitsbriefly the same sort of vehicle as the ordinary bogie carriage. So far, this locomotive has been used mainly for heavy goods and passenger trains on mountainous sections with sharp curves and light rails, where its success is outstanding. On heavy work examples may be seen in England : the London Midland Region has had 33 Garratts working the long coal trains between London and Toton Sidings, since 1927: in 1925 the Eastern Region purchased a somewhat larger engine, for banking work on the Worsborough incline in South Yorkshire, a task which it performs with eminent success. When looking down a list of the wonderful achievements of this locomotive type one might be tempted to conclude that its chief uses were on difficult pieces of line worked at low speeds; the Algerian Railways, however, provide us with proof that the Garratt engine has displayed high speed capabilities, combined with stability and smooth riding, in addition to other qualities up to 85 m.p.h. has been attained, which is quite fast enough for any British schedule except, perhaps, the pre-war non-stop trains from London to Glasgow and Edinburgh. The engines now working in Algeria, where the gauge is the same as ours, were conspicuously successful when tested on the heavy regular fast trains between Laroche and Dijon, and (in 1937) from Paris to Calais. These fine locomotives weigh 212 tons including fuel (10 tons of coal) and water (6,600 gallons), with a maximum axle load of 18.2 tons (the axle loads of the diesel and the latest Duchess class locomotives on the L.M. Region are 20.5 and 22.5 tons respectively); the tractive effort of the Garratt at 85 per cent. boiler pressure is 65,960 lb., compared with the 40,000 lb. tractive effort of the Duchess.
Here is an opportunity for the new State Management to show its enterprise by adopting a Locomotive type capable of high uphill speeds, easy on the road, simple and cheap to maintain, economical in proportion to its power, and able to deal with any load which our railway lay-outs can take.
The Irish Mail, 1848-1948. V.S. Haram. The Railway Executive.
The Irish Mail, the oldest named train in the world, achieved its centenary on 1 August and to mark the occasion an excellent little souvenir book has been produced by the London Midland Region. Well written and illustrated the story is told from the days of the Elizabethan post-boys up to the present time.
Elements of railroad engineering. 6th edition.
Chapman & Hall. W.G. Raymond, H.E. Riggs and W.C. Sadler
Latest edition of book which for some 40 years has been a recognised text book for students and those requiring a general survey of the basic principles of railway engineering. Two new chapters have been added on streamlined trains and on power and passenger equipment and much has been rewritten to bring it into line with modern practice.
The permanent way. Horace Greenleaf and G.
Tyers. London: Winchester Publications Ltd.
An attractively produced book, beautifully illustrated, seventy-eight photogravures and four colour plates. It is of unique interest to all wanting information on the con- struction and maintenance of modern permanent way. The operation of railways is also presented in a very clear and concise manner. The stories of the early engineering feats. concerning tunnels, viaducts, bridges are well told and the last chapter dealing with the small lines, i.e. Romney, Hythe and Dymchurch, Vale of Rheidol, Festiniog, etc., will appeal to many.
Krow As You Go guide books
An attractive series of five guide books for train travellers covering Midland Region main railway routes out of London.
No. 1. The Track of the Irish Mail. London (Euston) to Holyhead. (100 pages.)
No. 2. Along the Viking Border. London (Euston to Li verpool. (80 pages.)
No. 3. The Track of the Royal Scot. (Part 1.) London (Euston) to Carlisle. (112 pages.)
No. 4. The Track of the Royal Scot. (Part n.) Carlisle to Glasgow (Central). (60 pages.)
No. 5. The Track of the Peak Express. London (St. Pancras ) to Manchester (Central). (76 pages.)
Each book contains a mile-by-mile route diagram showing all principal features and points of interest on both sides of the line. Stations, bridges and tunnels, etc., are indicated on the diagrams by easily-recognised symbols enabling the reader to pin-point his position at a glance. In addition, each book includes an illustrated descriptive section giving details of all interesting places and features on the route. The books are available at principal stations and offices of the London Midland Region.
The Somerset & Dorset Railway. D. S. Barrie and C. R. Clinker.
Oakwood Press. .
Both authors are sufficiently well known for their accurate research and entertaining style to render any eulogy of their latest book unnecessary. The line was one of the most interesting of the smaller British Railways and its historyand all that went to create the line's atmosphere is very well narrated and illustrated.
The steam lorry, 1896-1939. R.W. Kidner. Oakwood Press.
This essay will be welcomed by those interested in this form of transport which although now almost extinct contained much of interest.
Caledonian Railway Centenary, 1847-1947. Stephenson Locomotive Society.
A well illustrated description of the Railway from its origin up to its merger into the L.M.S.R.much of the information in fact being provided by that concern. Many of the 76 pages are devoted to locomotives and their work while passenger and goods rolling stock, steamships and many other subjects are dealt with.
Musing on railways. Four essays. Thomas B. Peacock. Published by the
The four essays forming this book are I. A trip on the Wye Valley Tram. II. Monmouth to Coleford by Rail. III. The Mistley, Thorpe and Walton Railway, and IV. Railway Pnde and Prejudice. All have already appeared in booklet form. Ottley 7780 and 7790 note that Part IV is on railway aesthetics. Author lived in Halstead (Essex).
Colonel Cantlie has been appointed overseas representative for the' Locomotive Manufacturers' Association.
Death of D.W. Sandford who was attached to the Chief Mechanical Engineer's Department, Derby.
Number 675 (15 November 1948)
Locomotive laboratory. 165.
Southern Region. 165
Motor vessels Southsea and Brading built by Denny Brothers of Duumbarton to replace Southsea and Portsdown lost during WW2. Accommodated 1400 passengers; crew of 33; first screw propelled vessels on service
Assistant Motive Power Superintendent, North Eastern Region
[Canadian Pacific Railway. 165.
W.F. Sinclair created general supervisor diesel equipment of Canadian Pacific Railway in Montreal
Rugby Testing Station. 166; 167. diagram
Site of approximately 7¾ acres comprised two buildings. The larger contained the Test House, the adjacent Preparation Shed, etc., the smaller housed offices and the Chemical Laboratory. The Test House, 171 ft. long by 66 ft. 6 in. wide was supported by a welded steel frame. The structure was of unusual design .as it had to support a crane whilst having a contmuous slot at the crown for the emission of smoke to the smoke chamber which was a heavy concrete structure. The adjacent Preparation Shed was 170 ft. long by 41 ft. wide and had two tracks equipped with rnspection pits. A 35 ton wheel-drop was provided. At the side of the Test House was the Coal Bunker Annexe, containing six bunkers, each of twelve tons capacity. The Control Room, where the majority of recordings were made, was situated in the Test House .and was specially sound-proofed: In this room were the Amsler recording table which had mtegratmg devices to obtain and record the work done and the power developed, in addition to making a continuous record of the drawbar pull and the actual speed. This table was also equipped with additional pens enabling any desired feature of the engine working to be recorded. The control desk, whence the brakes and most of the plant mechanism are controlled is here and in addition instruments are located on a wall panel ~o indicate and record temperatures of flue gases, 1nl.et and exhaust steam, feed water, etc.; the boiler, steam chest and exhaust pressures and smokebox, firebox and asbpan vacua. Instruments were also provided for continuous analysis of the smokebox gasses.
When a locomotive was to be tested the roller units and. brakes had to be adjusted to suit the wheel spacmg of the engine. These units were traversed on sole plates founded on the large steel grillage forming the basis of the whole plant. This grillage contained some sixty tons of girders embedded in a concrete block about 103 ft. long by from 17 to 41 ft. wide and 6 to 17 ft. thick, the whole weighmg roughly 3,000 tons.
The rollers and brakes were first set to the nominal dimensions of the engine and finally set more accurately by means of a special device originally developed at Vitry. This was used either with the wheels stationary or revolving at moderate speeds and was capable of indicating errors of the order of 0.01 in. When correctly set the brakes and rollers were firmly clamped by large holding down bolts. The locomotive was placed on the rollers by a special lifting table, consisting of two heavy beams running .the whole length of the plant. These were just inside the rollers and supported on jacks adjacent to each roller. This table could be slightly raised and lowered and when up the engine was carried on the wheel flanges while the treads were clear of the rollers.
There were seven pairs of rollers, running on Timken bearings, and as the present maximum capacity was a ten-coupled engine five pairs of these were coupled to Froude dynamometers, fitted with Hoffman bearings, capable of absorbing up to 1,200 h.p. Testing could be carried out at speeds equivalent to 10 to 130 m.p.h. The capacity of the whole plant is rated at 4,500 h.p. and is capable of being increased to 6,000 h.p., should this be required, by the installation of an additional cooler. Each roller unit had been designed to carry an axle load of 30 tons to allow for any possible increase in size and power. . All dynamometers could be operated together, or each controlled separately; this enabled the load on an individual axle to be altered if desired. The drawbar is necessarily adjustable in height and length and the firing platform was adjustable. This latter supported a coal bunker and shovelling plate formmg part of a recording weighing machine, enabling the amount of coal fired to be ascertained at any time. The water supplied was measured both by water meters and by feeding from a calibrated tank replenished in quantities of 500 gallons from two further calibrated tanks. Provision was made to meter the amount of exhaust steam used by an exhaust injector or feed-water heater. The administration section includes a drawing office where reports of tests, etc., were prepared. The detailed design and construction of the testing equipment were carried out to the requirements of the Management Committee by Heenan & Froude Ltd. of Worcester
London Midland Region and Scottish Region. 166
New locomotives in service included: 4-6-0 Class 5 mixed traffic: Nos. 44705 to 44708 (built at Horwich). 2-6-4 Class 4 mixed traffic tank: Nos. 42166 to 42169 (built at Derby). 2-6-2 Class 2 mixed traffic tank:Nos. 41214 to 41222 (built at Crewe). 0-6-0 diesel electric shunter 350 h.p.· No. 12047 (built at Derby).
The following had been withdrawn: 4-4-0 Class 4P: Nos. 1024, 1027 and 1036 (Midland Compounds). 4-4-2 Class 7PT: No.. 2092 (L.T.S.,R.). 0-4-4 Class 2PT: No. 15130 (Caledoman): Class 1PT': No. 1389 (Midland). 0-8-0 Class 7F: No. 12877 (L. & Y.R.); Class 6F: Nos. 9152, 9165 (L.N.W.R.) 4-6-0 Class 4F: No. 17953 (Highland-Clan goods), 0-6-0 Class 3F: Nos. 3796 (Midland), 12170, 12374 (L. & Y.R.), 17606, 17629 (Caledonian); Class 2F: Nos. 3537 (Midland), 17421, 17471 (Caledonian), 28309, 28313. 28499, 28608 (L.N.W.R.). 0-6-2 Class 2FT: Nos. 7733, 7816, 27586, 27681 (L.N.W.R.) .. 0-6-0 Class 2FT: No. 11342 (L. & Y.R.); Class 1FT: No. 1762 (Midland).
[South Afncan Railways and Harbours]. 166
Order valued. at £2,000.000 placed by the South Afncan Railways and Harbours with the North British Locomotive Co. Ltd., and the General Electric Co. Ltd., for 40 main line Electric locomotives. All the axleboxes for these locomotives will be supplied by British Timken Ltd., of Birmingham and Northampton.
N.E. & S. Regions. 165.
The East Coast main line between Berwick-on-Tweed and Dunbar, severely damaged by floods and landslides on 12 August, re-opened for passenger and freight traffic.
Central Argentine Railway: 4-8-0 5ft. 6in. guge "CS7" class.
168-70. illustration, diagram (side elevation)
35 oil-burning locomotives completed by Robert Stephenson & Hawthorns lLtd and by the North British Locomotive Co. to inspection of Livesey & Henderson, Consulting Engineers,.
Nils Ahlberg. Swedish steam locomotives. 169-71. 2 illustrations
Tank locomotives for Egypt and Turkey. 171-2. 2 illustrations
Old 2-4-0 goods locomotives L. & N.W.R. (L. & C.
Section). 172-3. 2 illustrations
Until 1857 the line was worked by the LNWR, but in that year the railway purchased locomotives from Rothwell: Nos. 1-20 were 2-4-0 goods engines with 5ft coupled wheels and 15 by 20 inch outside cylinders. Nos. 21-5 were Rothwell 2-2-2 with 6ft driving wheels and 15 by 20 inch outside cylinders. Nos. 26-65 were ex-LNWR locomotives which had probably been working the line. Nos. 26-38 were six foot singles (Nos. 26-9 had larger fireboxes); Nos. 40-54 were larger firebox 2-4-0s whilst Nos. 55-65 were the earlier type of 2-4-0. Nos. 66-9 were miscellaneous locomotives from the Kendal & Windermere Railway. Nos. 70-4 were six foot singles and 75-81 2-4-0s from Fairbairn. Illustrations: photographs of Rothwell 2-4-0 in almost original condition and LNWR No. 542 Tebay. See also letter from C. Williams in next volume p. 14
Innstitute of Transport. 173
D.R. Lamb, Editor Modern Transport presented his Presidential Address on 18 October 1948 on Transport in transition noting the problems facing the Railway Executive.
British Railways. 173. illustration
Naming ceremony of Al Pacific:No. 60114 W.P. Allen by Sir Eustace Missenden and General Sir William Slim
H.F. Hilton. Maldon, Witham & Braintree Railway (1847-1948). 174-6. 6 illustrations (including line drawing side elevation), map.
Combined rack and adhesion electric locomotives: Furka-Oberalp and Bruenig Railway.176-80. 3 illustrations, 2 diagrams (side elevations and plans)
Number 676 (15 December 1948)
Turkish State Railways, 2-10-0 locomotives. 182-4. 2 illustrations
Supplied Beyer Peacock: see also 56, 59-60 for picture of locomotive en route from Manchester to Liverpool on steerable road trailer..
Western Region locomotive "G.J. Churchward". 184; 185 (plate). illustration
Castle class No. 7017 G.J. Churchward named at Paddington on 29 October by Captain William Gregson, RNR, President of the Institution of Mechanical Engineers. Livery appears to be very light.
Removal of Metadyne machine from car. 193. illustration
Portable elevator for removing Metadyne machines from 1938 surface stock of the London Transport Executive. The weight of each machine was 3.65 tons and its removal from the car for maintenance purposes presented a problem. The elevator consisted of a cross beam and two end supports, each end support being mounted on 4 plain wheels arid housing a pair of vertical lead screws. These, when operated by a ratchet lever, raised or lowered the cross beam. The device was employed in a maintenance pit.
L.M. Region. 193
Historic names had been chosen for eight of the 4-6-0 Patriot class locomotives of the London Midland Region. The names would be allotted as the engines left Crewe fitted with the 2A taper boiler. The first one No. 45545, carried the name Planet. Names chosen for the other seven locomotives were Vu/can, Goliath, Courier, Velocipede, Champion, Dragon, Harlequin. All had been specially chosen for their long association with the former L.M.S. and its constituents, some going back as far as the Liverpool & Manchester and Grand Junction Railways.
W.G. Bagnall Limited, of Stafford. 193
Had received an order from the Gaekwar Baroda State Railway for ten ZB class 2 ft. 6 in. gauge locomotives of 2-6-2 type with cylinders of 12 in. diameter and 18 in. stroke. Another order received from the same railway company earlier in 1948 was for seven A class metre gauge locomotives with 4-6-0 wheel arrangement and cylinders of 15½ in. diameter and 22 in. stroke. Four W class 2 ft. 6 in. gauge locomotives with 0-6-2 wheel arrangement and cylinders of 11½in. diameter and 15 in. stroke, ordered previously by the same company had been completed. Other recent orders included two metre gauge 0-8-0 side tank locomotives with 14 in. diameter cylinders and 20 in. stroke for South America, two fireless locomotives for the B.E.A. Accrington (Huncoat) Generating Station and one 0-4-0 saddle tank locomotive for the National Coal Board.