Locomotive Magazine and Railway Carriage and Wagon Review
Volume 55 (1949)
Number 677 (15 January 1949)
Motive power organisation. 1-2.
H.C.B. Rogers. The Great Northern Railway (Ireland). 6-8.
A locomotive history, with emphasis on 20th century development.
Instruction cars. 12-13. 2 illustrations.
Plastics in coaches. 13. illustration
Western Region with compartment decorated with Formica
Number 678 (15 February 1949)
Rolling stock standardisation. 15-16
15 in. gauge light railways. 19. illustration
Sandley Light Railway Equipment Works, Inc. of Janesville, Wisconsin, USA supplier for fifteen inch gauge. mentioned and which appears to have considerable possibilities in certain conditions. Railways of this size are readily transported, laid at a fraction of the cost of a larger gauge line and more easily maintained. A crew of two is always sufficient and in average conditions a load of some 75 tons may be hauled. The firm concerned is prepared to supply either steam or diesel locomotives and the former may be either oil or coal fired. A rail weighing 12 lb. per yard is suitable for ordinary use, but where the subsoil is swampy a 16 lb. rail is to be preferred. The floor area of the firm's standard flat cars is 2 ft. 6 in. wide by 12 ft. long, the capacity being four tons. Live stock cars are built capable of carrying animals as large as a horse. Covered freight cars generally resemble the full-sized American article with the exception that the roof is removable enabling it to be loaded from the top as well as the sides. The standard tank car has a liquid capacity of 500 galls. Passenger coaches are of the compartment type and accommodate four passengers in each of the two compartments. All rolling stock, including locomotives, is wherever practical equipped with Timken roller bearings. The Hudson type (4-6-4) locomotive illustrated had cylinders 4½ in. by 6 in. fed by piston valves of 2½ in. diameter. The boiler is of the Scotch marine return tube type and is oil fired.
London Midland Region and Scottish Region. 19
New locomotives in service included: 4-6-0 Class 5 Mixed Traffic: Nos. 44713 to 44717 (built at Horwich). 2-6-4 Class 4 Mixed Traffic Tank: Nos. 42175 to 42180 (built at Derby). 2-6-0 Class 2 Mixed Traffic: Nos. 46420 to 46427 (built at Crewe). The following had been withdrawn: 4-6-0 Class 4 MT : Nos. 14641 and 14652 (Caledonian). 2-4-2 Class 2PT: No. 10631 (L. & Y.R.). 0-8-0 Class 6F: Nos. 8939, 9128, 9303 (L.N.W.R.). 4-6-0 Class 4F: No. 8801 (L.N.W.R.). 0-6-0 Class 3F: Nos. 12528, 12545, 12602 (L. & Y.R.); 17578 (Caledonian). Class 2F: Nos. 28295, 28527 (L.N.W.R.); 52036 (L. & Y.R.); 17469 (Caledonian). 0-8-4 Class 7FT: No. 7956 (L.N.W.R.). 0-6-0 Class 3FT: No. 16351 (Caledonian). 0-6-2 Class 2FT: Nos. 7730, 27585 (L.N.W.R.). 0-6-0 Class 2FT: Nos. 11427, 11467 (L. & Y.R.). 0-4-0 Steam Rail Motor: No. 29988 (L.N.W.R.).
No. 29988 worked the Beattock and Moffat branch passenger service for the last few years of its life. This car formed a direct link with the early development of rail motors at the beginning of the present century as it was one of those designed by George Whale for the L.N.W.R. in 1905/1906.
Western Region. 19
New locomotives in service included: 4-6-0: Nos. 6993 Arthog Hall; 6994 Baggrave Hall; 6995 Benthall Hall. 0-6-0T: No. 6765. The following had been withdrawn: 4-6-0 : No. 2935 Caynharn Court. 4-4-0: Nos. 3430 Inchcape; 3431 and 3446 Goldfinch. 0-6-0T: No. 680 (A.D. 19); No. 1889. 0-6-2T: Nos. 301 (T.V. 102); 62 (Rhy. 22); 71 (Rhy. 115).
1951 Exhibition. 19
The principal Underground stations serving the Exhibition will be Waterloo and Charing Cross. A new escalator from the Waterloo Underground station will carry visitors direct to a temporary surface booking hall on the Exhibition site. New subways, staircases and escalators will be necessary at Charing Cross Underground station.
Lightweight American coaches. 22. 2 illustrations.
Combined passenger and baggage coach New York Central and dining car for Missouri Pacific and Texas Pacific for Texas Eagle supplied by American Car & Foundry Co.: both incorporated aluminium alloys.
H.C.B. Rogers. The Great Northern Railway (Ireland). 23-4. illustration
New stator wagons North Eastern Region. 29
Carrying capacity of 150 tons. Constructed at Darlington Works.
Swedish steam locomotives. D. Cole
Re. Loco Mag, April, 1948, p. 56. The first two Swedish State Railways' locomotives appear to have been purchased from the L.S.W.R. in 1855. 41 Ajax 0-4-2, Jones & Potts, 1840. 45 Titan 0-4-2 Sharp, Roberts, 1842.
A historic locomotive photograph. Joseph O'Neill.
Referring to my letter of July 9, 1948, as a result of the publication, of the old photograph of a Midland Railway Jenny Lind class engine taken in Chesterfield Station during the period 1867/1868, another photograph of the same class of engine has been received by our Chief Mechanical Engineer, H.G. Ivatt. It was discovered some years ago by E.H.C. Shorto, Assistant to our Divisional Motive Power Superintendent, Derby, among some old documents at Saltley M.P.D. This new photograph (a copy print of which is enclosed) shows the opposite side of the engine to that shewn in the "Chesterfield" photograph and as it is a perspective view taken from a closer range, it contains more detail of the Derby built Jenny Lind engines than does the earlier photograph. Through the kindness of P.C. Dewhurst, it is possible to give the history of the engine shewn in the photograph. It was built at Derby in May, 1856, as M.R. No. 112, in replacement of an old Nasmyth engine from the Bristol and Birmingham Railway. The cylinders were 15 in, by 20 in. and driving wheels 6 ft. in diameter. In September, 1867, it became No. 732 and in September, 1868, No. 1010. The engine was scrapped as No. 1010 in September, 1873. Thus the photograph can be dated as having been taken between 1868 and 1873, but the location has not been identified. It is interesting to note that the original picture in this case was a Daguerreotype made direct on to glass. The reproduction processes were carried out by our Chief Mechanical Engineer's technical staff at Derby.
British Railways Statistics. 30
The last pre-nationalisation statistics relating to the railways of Great Britain had been published in the form of a 36-page foolscap-size booklet, which contains figures relating to the years 1938 to 1947. Copies of the booklet may be obtained from the Railway Clearing House, 203, Eversholt Street,
Mr. S.S. Wheeler. 30
Commercial Advertising Officer of London Transport, has been appointed to the post of Commercial Advertisement Officer in the Department of the Chief Public Relations and Publicity Officer of the British Transport Commission.
Number 679 (15 March 1949)
Mechanical and electrical engineering organisation. 31-2.
On British Railways Railway Executive under Riddles.
Southern Railway locomotives 1923-1938. 33-6.
3 diagrams (side elevations)
Precis of Cocks Institution of Locomotive Engineers Paper 481.
George Stephenson Prize. 37
H.I. Andrews, Ph.D., M.Sc., A.M.I.Mech.E., A.M.I.E,E., a member of the Engineering Section of the Scientific Research Dept., London Midland Region, had been awarded the George Stephenson prize for 1948 by the Institution of Mechanical Engineers for his paper The Mobile Locomotive Testing Plant of the L.M.S. Railway.
Scottish Region. 37
At Glasgow (Central) Station, with military ceremonial provided by a Guard of Honour from the Regiment, The Rt. Hon. The Lord Provost of Glasgow, Sir Hector McNeil, J.P., unveiled on British Railways Locomotive No. 46121 a plaque bearing the Regimental Crests presented on behalf of the Regiment by the Officer Commanding, Highland Light Infantry (The City of Glasgow Regiment). Mr. T. F. Cameron, Chief Regional Officer, Scottish Region presided.
O.S. Nock. Locomotives of R. E. L. Maunsell, 1912-1937. Part
2. Reorganisation at Ashford. 37-40
Maunsell at Inchicore and initial appointments at Ashford including that of Clayton
Conjugated valve gears. 41-2. 5 diagrams.
Patents by David Joy, Holcroft (at Swindon and notes that Churchward considered three-cylinder designs) and by Gresley. Holcroft design fitted to heavy goods engines in Germany and on Maunsell designs for Southern Railway and Holcroft's influence on Gresley.
Nils Ahlberg. Swedish steam locomotives. 43-4. 3 illustrations.
Snow ploughs, London Midland Region. 44
After the very severe winter of 1947, careful consideration has been given to the whole problem of dealing with snow and ice on railways. The whole of the snow ploughing equipment was reviewed, and it was recommended that three new types of ploughs should be constructed in .adequate quantities. It was visualised that the most important requirement was for a small plough which could be fitted under the buffer beam of certain classes of locomotives to enable these engines to run through small drifts of snow, either whilst hauling trains, or when patrolling as light engines. By so doing it should be possible, in general, to prevent building up of drifts. The principal danger area on the L.M. Region is considered to be the Leeds-Carlisle main line which crosses the Pennines over Ais Gill, and for this section, 76 locomotives of the 2-8-0, 4-6-0, and 2-6-0 wheel arrangements have been, or are about to be, fitted with a small type plough. The plough does not extend beyond the buffers, and does not, therefore, restrict the engine's operation in any way. It is thus possible for the ploughs to be placed in position at the beginning of the winter and remain there until the coming of spring. For the occasions when these preventive methods fail and a deep snow drift is formed, it is necessary to resort to ploughing with large size ploughs which can cut through drifts up to 12 feet in depth. Two new designs of these have been recommended, one, the larger type, which reaches to the top of the smokebox and the other, of an intermediate size, for less severe conditions. Both types are of an all-welded steel construction, designed to be fitted to the front of locomotives of the standard 4F 0-6-0 type.
New standard track, British Railways. 44-5. illustration.
Railway Executive announced the adoption of two new standard rails of the flat bottom type. The important decision had been made following exhaustive tests, which began in 1936, when the first rails of this type were put in on the L.M.S.R. main line at Cheddington, and were conducted by each of the four groups. At the commencement of 1948 260 miles of track had been laid with rails of this type, a further 298 miles were laid during 1948 and this year's renewal programme involves the laying of 1484 miles of track of which 463 miles will be with flat bottom rails. It will be understood that the change over from the traditional bull-head type-which now relinquishes its last stronghold must be effected gradually to avoid interference with production. All track in the country has been divided into four categories. These are as follows:-A. Lines subject to speeds exceeding 60 m.p.h. over which 12 or more express passenger trains operate in winter timetables every 24 hours. B 1 . Lines subject to speeds of 60 m.p.h. and over but not classified as A. B2. Lines carryingo intensive traffic even though the speed is less than 60 m.p.h. C. Lines subject to maximum speeds of 45 to 60 m.p.h. D. Lines subject to speeds below 45 m.p.h. For lines coming into categories A and B a flat bottom rail weighing 109 lb. per yard will be used. This rail with a sectional area of 10.71 sq. in. has a strength greater by 59 per cent. measured vertically and 136 per cent. when measured laterally than that possessed by the existing bull head standard rail. The greater proportion of running roads will ultimately be equipped with this new rail which eventually will be laid in some 22,000 miles of track. A 98 lb. per yard flat bottom rail will be produced to supplement the supply of good serviceable rail used in category C lines. No shortage of sufficiently good serviceable rail for category D lines is anticipated.
Number 680 (14 April 1949)
American locomotive practice 1948. 47-9. 3
Long abstract of David Patrick's ILocoE paper (483): Some notes on American locomotive practice 1948.
Longmoor Military Railway. 56-7. 2 illustrations, table
Includes a locomotive stock list
[Bogie tenders: GNSR]. Robert Scott.
Many years ago, during the term of office of James Manson as Locomotive Superintendent of the old G.N.S.R., that company owned six bogie tenders. They had one leading bogie and four ordinary tender wheels. The brake acted on the four ordinary wheels and on the rear wheels only of the bogie. The unusual feature was the blocks acting on the rear bogie wheels were hung, not from the bogie frame, but from the main frame of the tender. This, of course, had the effect of handicapping the free movement of the bogie whenever, the brake was applied. I have often wondered if those tenders were isolated examples of their kind or whether there were others. Can any reader help?
Borsig S.E. & C.R. 4-4-0s. Norman Duncan.
A point not mentioned by O.S. Nock in his description of the South Eastern & Chatham Borsig 4-4-0s is the fact, which I believe I am correct in uttering, that shortly after the outbreak of World War One the makers plates were removed from the engines no doubt in deference to popular public opinion; possibly being regarded as unpatriotic to have these fine engines running about labelled in so many, words made in Germany. During the late summer of 1914 on many occasions I was on the platform at Tonbridge Junction waiting for the Hastings train and noticed the Borsig engines literally here, there and everywhere. At that time I believe the Beyer Peacock engines had not arrived and the Borsig machines had the show to themselves and were making the most of it. It was characteristic of German enterprise at that time that deliveries of these engines were very promptly effected and as stated by Nock they certainly did their bit to help win the war. Incidentally I might mention that returning one night from Canterbury to Hastings on a local train our engine was the Great Northern 2-4-0 tender engine No. 759, with domeless boiler but Ivatt cab and if I remember aright it was equipped with an old S.E. & C. tender. This was one of the G.N. 2-4-0s loaned to the S.E. & C. and I believe they were later purchased from the Great Northern.
(Fifteen of these engines were loaned to the S.E. & C.R. in 1911, but all returned to the G.N.R. when the above-mentioned Borsig and Beyer Peacock enginesthe L classwere delivered in 1914-15.Ed.)
A.E. Robson has been appointed to the newly created post of Carriage & Wagon Engineer, Eastern & North Eastern Regions, Doncaster.
R.N. Foxlee (presumably Richard William Foxlee) has been appointed to succeed W. L. Watson, as Engineer-in-Chief, Crown Agents for the Colonies. . Watson is visiting Ceylon as Crown Agents' representative with the object of facilitating discussion of work in the locomotive and coaching stock programme of the Railway, and other engineering projects.
Sir George Beharrell has resigned his chairmanship of the Dunlop Rubber Company and is succeeded by Sir Clive Baillieu who has been deputy chairman since 1945. Sir George becomes President of the Company and remains on the Board. Mr. G. E. Beharrell, managing director, con-tinues in that office on becoming deputy chairman. J. H. Lord; appointed to the Board in 1947, takes the title of Director of 'Finance
Railway and other steamers: C.L.D. Duckworth and G.E. Langmuir. Shipping
Histories Ltd., Glasgow. 340 pp.
The authors. cover in a comprehensive manner a subject not dealt with specifically in any other one book. A brief record of the various railway-owned services from the earliest times is. given, followed by a detailed history of the individual vessels. Though primarily a book of reference, the matter is presented in a very readable form as all technical details. are relegated to very full fleet lists running into 136 pages, these lists being a notable characterisitic of these. two authors. There are about 100 small illustrations and vessels. included range from the largest to the smallest fry such as. dredgers and tugs, whilst towing vessels on railway-owned canals are not forgotten.
King Arthur's and Lord Nelson's of the S.R. S.C. Townroe. Ian Allan.
The author traces the origin and development of the well-known "King Arthur" class back to the days of Drummond and leads on to the-second part of the book dealing with the "Lord Nelson's" by the statement that the last engine of the final batch of "Arthur's" was 850 Lord Nelson. We should have hardly though this to be strictly accurate as the designs vary in many essential particulars though in locomotive development each new design is, more often than not, based on those that have gone before. Although the "Arthur's" have not had the publicity of the "Schools" class, there is no doubt that for many years they were the backbone of the Southern locomotive stud and they have always done their job efficiently, whether it was, working heavy fast passenger expresses or on goods work as used when working on the L.N.E.R. during the war. This little book, in forty-eight pages, tells all there is to tell of these two classes and is copiously illustrated with no less than thirty-seven half-tone illustrations.
Questions, answers & descriptive diagrams of the locomotive. A.E.
A booklet containing useful and practical information on cylinders and valves, live and exhaust injectors, the vacuum brake and mechanical lubricators. A good publication for enginemen.
Western Region. 62
New engines built at Swindon include: 4-6-0 No. 6999 Capel Dewi Hall, 0-6-0T No 9673. The following have been withdrawn: 4-4-0 No. 9091 Thames; No. 3441 Blackbird. 2-4-0T No. 3562. 0-6-0T Nos. 1894 and 2724.
George A. Musgrave, Motive Power Superintendent of the Western Section of British Railways (Eastern Region) retires this month. Musgrave started as a premium apprentice at Doncaster in 1902. In 1912 he was put in charge. at Hatfield loco. depot and a year later became Assistant District Locomotive Superintendent for the Nottingham District. In 1929 he was appointed Works Manager, Cowlairs; and remained there until 1938 when he took over his present post.
Number 683 (15 July 1949)
The locomotive trials. 97-8.
L.M.R. diesel locomotive, London Glasgow.
On 1 June 1949 the Royal Scot was worked by Nos. 10000 and 10001 non-stop with the footplate crews being changed between Penrith and Carlisle via the corridor connections. H. Evanson, the diesel inspector was with the enginemen throughout. Riddles held an informal reception in Glasgow with Hawksworth, Ivatt, Peppercorn and Sir George Nelson and T.F. Cameron.
H.C.B. Rogers. The Great Northern Railway (Ireland). 104-6.4
A locomotive history, with emphasis on 20th century development.
Nils Ahlberg. Swedish steam locomotives. 107-9. 3 illustrations.
Continued page 172
R.B. Fellows. The Club Train, 1889. 109-11. 2 illustrations.
Number 684 (15 August 1949)
L.M.A. Handbook. 113
Editorial on Locomotive Manufacturers Association who tailor-made locomotives according its President H. Wilmot. The dictionary of locomotive terms, alone extended to 276 pages. There were eleven folding plates.
Western Region. 113
New from Swindon: Nos. 7021 Haverfordwesst Castle, 7022 Hereford Castle, 7023 Penrice Castle and 7024 Powis Castle. Withdrawn: 2-6-0 Nos. 2651 and 2655; 4-4-0 No. 9072 and 3364 Frank Bibby; 0-6-2T No. 53 (ex-Rhymney Railway No. 11) and 0-6-0T No. 1731
Southern Region. 113
No. 2423, the first H2 Brighton Atlantic to be withdrawn: cut up at Easleigh in June; had worked Newhaven boat trains for several years. No. 1163, first Maunsell E1 4-4-0 withdrawn in May. Several 0-4-0T Southampton Dock shunters had been transferred to National Coal Board.
Three famous Crewe veterans. 114. illustration
Sad line up of Precursor No. 25297, Claughton No. 6004 and Prince of Wales No. 25752.
New South Wales "C38" 4-6-2 locomotive. 115-16. illustration, diagram (side elevation)
London Midland Region and Scottish Region. 116
New locomotives in service included 4-6-0 Class 5 Mixed Traffic: Nos. 44569 to 44653 (huilt at Crewe). 2-6-4 Class 4 Mixed Traffic Tank: Nos 42111 and 42112 (built at Derby). 2-6-0 Class 4 Mixed Traffic: Nos. 43035, 43036 and 43037 (built at Horwich). 0-6-0 Diesel Electric Shunter 350 H.P.: No. 12054 (built at Derby).
The following had been withdrawn 4-4-0 Class 4P: Nos. 1013, 1042 (Midland). 4-4-0 Class 3P: No. 25297 Sirocco (L.N.W.R. "Precursor" class). 4-4-0 Class 2P: Nos. 510, 517 (Midland). 4-4-2 Class 2PT: Nos. 2095, 2102 (L.T. & S.R.). 2-4-2 Class 2PT: Nos. 10711, 10732 (L. &Y.R.). 2-4-2 Class 1PT: No. 6639 (L.N.W.R.). 0-4-4 Class 1PT: No. 1246 (Midland). 0-8-0 Class 7F: Nos. 9530, 9606, 49581 (L.M.S. Standard), 9004, 9019, 9123 (L.N.W.R.). 0-8-0 Class 6F' No. 8931 (L.N.W.R.), 12806 (L. & Y.R.). 0-6-0 Class 3F: No. 12181 (L. & Y.R.), 17584 (Caledonian), 17690 (Highland}, 0-6-0 Class 2F: Nos. 3168, 58251 (Midland), 28598 (L.N.W.R.). 0-8-4 Class 7FT: No. 7936 (L.N.W.R.).
O.S. Nock. Locomotives of R. E. L. Maunsell, 1912-1937. Part 4. The "E1" and "D1" 4-4-0's [sic]. 117-21. 3 illustrations, 2 diagrams, 2 tables
British Timken Limited. 121
Had installed largest twin head plano horizontal surface grinder yet built. Supplied by Thompson Grinder Co. of Springfield Ohio for manufacture of railway axle housings.
Rubber tyres on rail coaches. 122. 2
John Poole. Locomotives of the Buenos Aires Western Railway. 123-5.
Engineering & Marine Exhibition, Olympia, August 25th to September
10th, 1949. 127. illustration
A pointer to the trend of modern development of internal combustion engines may be Crossley 's exclusive concentration at Olympia on the two cycle type of Diesel engine. There are four examples covering range of engine powers from 180 B.H.P. to 1800 B.H.P. for marine propulsion and for locomotive purposes, although equivalent land type engines are manufactured. The exhibit is outstanding from several points of view. It includes the largest engine in the entire show and this engine is sliown running under its own power. It is an eight-cylinder marine propulsion unit of 1500 B.H.P. standing 6 ft. 6 in. high and 23 ft. long. Another exhibit of great interest is a twelve-cylinder "Vee" type engine for high powered main line locomotives developing 1800 B.H.P. direct coupled to an electrical generator and all mounted on three point suspension. Then there are smaller straight line six-cylinder marine propulsion units, the types concerned being representative of powers from 100 up to 800 B.H.P. which have been installed in a wide variety of vessels all over the world.
N.S.W. Govt. Rlys. Terrier type tank engines. A.V.
Re description of the L.B. & S.C. "Terrier" type locomotives for N.S.W. Govt. Rlys. on pages 107-8 of Vol. 54, and I trust that the following observations may be useful.
It was just a coincidence that the numbers of the N.S.W. Terriers were 67 to 74, and no compliment to L.B. & S.C. Ry.; these numbers simply followed on from 1 to 66, Great Southern and Great Western Railways, of N.S.W. I do not think that any special understanding about these engines existed between Brighton and N.S.W. The facts are that N.S.W. Commissioner Rae, Chief Engineer Whitton, and Locomotive Engineer Scott were impressed with the fine drawings and illustrations of the new Brighton tank engines that appeared in The Engineer. Up till the year 1875, they had no suitable engines for the rapidly increasing suburban traffic between Sydney and Parramatta; therefore instructions were given to Mort's Dock and Engineering Co., of Balmain, and Vale and Lacy, Sydney, to build four engines each to the dimensiqns of the engines shown in The Engineer. I feel sure no complete set of working drawings was obtained from Brighton. Both firms had a certain amount of freedom in details. This is borne out by the diagram of the Mort engine shown in The Locomotive, Vol. 53, page 157, Fig. 72, and the photograph of the Vale engine given on page 107 of The Locomotive, Vol. 54, Fig. 76. The most striking difference is in the cab; I believe, all eight engines originally had the Salter valves on the dome.
Both Mort, and Vale & Lacy had supplied several locos. to N.S.W. previous to building 67 to 74. But in all these, they were largely assisted by R. Stephenson & Co.; indeed, most of them bore R.S. & Cos. works numbers. Mort's were chiefly engaged in marine work, while Vale & Lacy dealt mostly with mining machinery. Neither firm was properly equipped to turn out locomotives, and all wheels, axles, springs, and many other details had to be imported. In the case of most of the boilers, Stephensons sent out the plates rolled and drilled; all the local firms had to do was to rivet the parts together. I think it most likely that Stephensons and not Brighton supplied most of the material for building 67 to 74.
I saw the engines at work in 1884 hauling five cars between Sydney and Parramatta. When the line opened to Hurstville, October, 1884, they were tried, but the heavy grade proved too much for them. When the F 351 class came out in 1885, the N 67 class were withdrawn from the suburban passenger work, but they proved very useful as loco. yard and workshop shunters for many years. The five converted to coal-cranes had the bunkers removed, and a steam swivelling and hoisting jib-crane fitted instead. They were used at Hamilton, Goulburn and Junee for coaling tenders off the ground or out of trucks. No. 74, the engine shown on page 107 of The Locomotive, Vo!. 54, is the one referred to on that page as a "Brighton bargain" to the owners. With her scrapping in .1941, the class became extinct.
The club train. W.B. Thompson. 128
May I suggest that the failure of the Club Train was not due to the dislike of an all-car train but was simply and solely due to the fact that the fares charged were excessive. It seems incredible that the company could ever have expected that the small number of passengers which such a train would attract would meet the cost of running one of the large express boats across the Channel; and the moment the company, in order to minimise its loss, put on one of the old small slow boats all pretence of a service de luxe disappeared.
I crossed in that summer of 1889. The Calais-Dowures and Empress, though not economical in the engine room, were, from the passengers point of view, as good as any of the ships which have been built since; and it is worth recalling that on every day of the year first class return tickets from Dover to Calais and back', available by any service and on the best steamers, were issued at the charge of only 7./6. After the French compound locomotives had begun their wonderful career I used from time to time to spend a few hours at Calais to watch their work: and I think Londoners frequently made the crossing at summer weekends-until the war came in 1914 and brought passports and all the modern hindrances to travel .
Locomotives for narrow gauge railways . L. Derens. 128
I call attention to the comments made bv Mr. Twining on the Walschaerts gear in the June issue. His suggestion that in forward gear the slip of the die-block in the link could be entirely eliminated is to my opinion impossible because the radius of the arc swept bv the suspension link can never be made equal to the radius of the expansion link. The former must be at least twice as long so as not to interfere with the oscillation of the link. A more effective method is the off-setting of the trunnion pins forward of the centre line of the link arc. A marked instance of this in the 4-6-0 four-cvlinder express enzines of the Dutch State Railways, built bv Bever, Peacock & Co., Werkspoor and other firms, which were illustrated in the April, 1924, issue of The Locomotive. This off-setting causes the whole centre arc of the link to make an up and down movement and by choosing the correct proportions the slip of the block in the link, when in forward gear, can be obviated almost entirely.
A second point is that the valve gear proposed by Twining, as illustrated in Fig. 3, is not new. In fact this. same gear was invented by Verhoop, a Dutch engineer, as early as 1916 and applied by him to several tramway engines of his design. But as such engines are mostly inside cylinders and narrow gauge, there was no space available for two eccentrics on the cran kaxle. Verhoop therefore connected the vertical arm of the bell crank by a link to a pin on the crosshead of the other engine by prolonging the axle of rotation of the bell crank to the other side of the engine and fixing the vertical arm there and vice versa for the other engine.
This is thus an application of Belpaire system in order to get the required 90 degrees difference in place of an eccen- tric. This of course incurs the interdependance of the right- and left-hand gear, which for tram engines is no' serious obstacle.
A third point is the replacement of the sliding blocks of the Joy link by rollers. This was applied as early as 1898 by Golsdorf to his 4-6-0 two-cylinder compound express locomotives, series 9,' for the Austrian State Railways, illustrated in the August 29, 1903, issue of The Locomotive.
They were inside cylindered engines with outside frames only. The valve chests were arranged outside the frames. On the first series of this class the valves were actuated by Walschaerts gear. But owing to heating troubles with the large eccentrics, which were arranged between the cranks and the outside frame, on the last five engmes the Walschaerts gear was replaced by Joy's, on which the sliding die-blocks were replaced by rollers. Of course no- ball races were available at that early date.
The Railways of Germany, I939-1945. H.M. Stationery
This British Intelligence Objectives Sub-Committee report, by H. Holcroft, covers civil, mechanical and electrical engineering in-so-far as they relate to practices extant on German railways. Much interesting material on locomotives and rolling stock is included, amongst this are general arrangement drawings of the standard "K50" war locomotive, the Krauss stayless boiler for the "K52" class and the" A.E.G." and "Stug" systems of coal dust firing. The whole forms a well-condensed survey of German practice during the period concerned.
Locomotives des C. De F. Francais. No. 2. Editions P.P.C. Paris.
Contained in this album are illustrations, diagrams and particulars of many steam, electric and diesel- electric locomotives and railcars of the French railways. Whilst dealing primarily with modern types some of the earlier ones, e.g. those of Buddicom and Crampton, are included. The first book, issued in 1947, together with that now under review provide an extraordinarily good survey of French motive power practice.
The Skefko Ball Bearing Co. Ltd. of Luton,
SKF Bearings for Railway Rolling Stock. As onr readers will be well aware roller bearing axleboxes are now used for all classes of locomotive, and passengers and goods rolling stock, being- not only fitted to new productions but frequently applied for the modernisation of older stock. More than half a million axleboxes fitted witih SKF bearings are in use in sixty countries The book is well produced, printed on art paper and profusely illustrated-the whole forming an excellent review of the various tvpes of roller-bearing- axleboxes, of this make, for railway rolling stock. Conies of this publication may be obtained. by those in executive positions, on application to the Company.
Number 685 (15 September 1949)
"1500" class 0-6-0 tank, Western Region. 130. illustration
F.J.G. Haut. Swiss electric locomotives. 135-8. 4 illustrations, 3 diagrams
Midland Region. 139.
Retirement of "J.F." Coleman: should have been "T.F."
Victorian Railways. 142
A contract for fifty locomotives has been placed with the North British Locomotive Co. Ltd.
German railways electrification. 142
The main line between Cologne and Hamm will form the first part of the programme.
Ruston gas turbine. 142
Ruston and Hornsby Ltd. of Lincoln, have designed a new type of Gas Turbine for locomotives.
Southern Region. 142
The official report on the boiler "failure. when one of the large flues collapsed on locomotive No. 2028 (an old Brighton class 13) 4-4-2 tank has been 'published. The accident occurred last December in Beech 'tunnel on the Oxted-Tunbridge Wells line; driver Albert .Broadway was severely scalded but fireman Donald Croker escaped uninjured. The flue which failed was of 4t in. outside diameter with a 10 inch copper portion brazed at the firebox end. The fracture was due to corrosion on the 'water side of the steel tubes. No. 2028 since May. 1948. "had been on anti-foam trials and during that time had been -running on the Tunbridge Wells-East Grinstead-Three Bridges line. The water at Three Bridges. because of its anti-priming qualities. is popular with enginemen, but 'owing to chemical constituentsi.e. dissolved carbon dioxide -with high 'iron content it is detrimental to steel.
Virginia & Truckee R.R. 142
We learn from our American contemporary Trains. that this famous railway has petitioned the Interstate Commerce Commission for permission to cease operation. The road's locomotives have received attention in our pages from time to time. e.g. 1938 p. 124 and p. 377 .
Southern Region. 142
O.V.S. Bulleid. who was appointed Chief Mechanical Engineer of the Southern Railway upon the retirement of Mr. Maunsell, has resigned from his position as C.M.E. of the Southern Region. He has been appointed Consulting Mechanical Engineer of Coras Iompair Eireann. His tenure of office on the Southern has been noteworthy for the production of striking designs in locomotives and rolling stock. Outstanding examples are the Merchant Navy, West Country and Battle of Britain classes. whilst his austerity 0-6-0 goods engines of the Q1 class aroused considerable interest in the press, when they first appeared. owing to their unusual appearance; all have been referred to in our pages. His last design is known as the Leader class. The first engine of which is still undergoing trials and incorporates numerous features of considerable interest. Amongst these may be mentioned the boiler which is of all welded construction. and the steam distribution which is effected by sleeve valves.
He also introduced a new system of numbering in which the number of carrying wheels and coupled wheels were indicated by the engine number, but which has since been abandoned.
New Electric Locomotives Virginian Railroad. 143
Virginian RR received delivery of four 6,800 h.p. straight-electrics from the General Electric Co. of U.S.A. These locomotives will be used mainly for haulage of heavy coal trains over the Alleghany mountains between Mullens, W. Va., and Roanoke, Va., the 134-mile long electrified section of the Virginian R R The locomotives which are welded throughout, consist of two identical halves; each unit contains three compartments; one housing the motor-generator-set, transformer and auxiliary equipment; the operator's cab, and the nose compartment containing auxiliary equipment. The locomotive, which has the Bo - Bo + Bo - Bo + Bo - Bo + Bo - Bo wheel arrangement, has therefore eight 4-wheel bogies arranged in two trucks, all driven by nose-suspended motors which yield 6,800 h.p. (cont. rated) with a tractive effort of 162,000 lb. at 15.75 m.p.h. . The locomotives work on 11,000 v. s. phase A.C. of 25 cycles/sec. This current goes to two motor-generator sets each driven by a 4,000 h.p. synchronous motor; the motor generators supply direct current to the traction motors. The weight of the locomotives is just over 500 tons and the overall length 150 ft. 8 in. between coupler knuckles.
London Midland Region and Scottish Region. 143
New locomotives in service included 4-6-0 Class 5 Mixed Traffic: Nos. 44664 to 44667 (built at Crewe). 2-6-4 Class 4 Mixed Traffic Tank: Nos. 42113 to 42118 (built at Derby). 2-6-0 Class 4 Mixed Traffic: Nos. 43038 to 43040 built at Horwich). 0-6-0 Diesel Electric Shunter 350 H.P.: Nos. 12055 and 12056 (built at Derby).
Locomotives withdrawn included 4-4-0 Class 4P: Nos. 1008 and 1010 (Midland). 4-4-0 Class 3P: No. 720 (Midland). 4-4-0 Class 2P: No. 40500 (Midland). 2-4-2 Class 2PT: No. 10738 (L. & Y.R.). 2-4-2 Class 1PT: No. 6663 (L.N.W.R.). 0-8-0 Class 7F: Nos. 9553. 9604. 49607, 9613, 9614, 49622, 9642, 49647, 9670 (L.M.S. Standard), 8948, 8954, 9170, 9207, 49299, 9337, 9365 (L.N.W.R.), 12971, 52886 (L. & Y.R.). 0-8-0 Class 6F: Nos. 9ro2 and 9283 (L.N.W.R.). 0-6-0 Class 3F: Nos. 12229, 52541 (L. & Y.R.), 17561 (Caledonian). 0-6-0 Class 2F: Nos. 17400, 17452 (Caledonian). 4-6-0 Class 4MT: No. 14653 (Caledonian 60 Class).
Locomotive boiler explosions in Germany. 143
According to notes published in Glasers Annalen, there have been about 15 locomotive boiler explosions in Germany during recent years. Two of them occurred before 1943 and six during that year. Two each took place in 1945 and 1946, while 1947 brought three disasters. In ten cases, probably in eleven of them, lack of water was deemed the cause of the explosion. In some instances they were relatively new boilers. In one case, corrosion by bad feedwater-conditions caused the explosion.
It is with great regret that we record the death on August 22nd of Mr. G. Frank Burtt at the age of 78. Born at Greenwich, he was apprenticed as a fitte-r at the New Cross Works of the old Brighton company in 1887 and transferred to the drawing office at Brighton 'in 1892, where he remained until he retired in 1932. He was keenly interested in locomotives and his history of the L.B. & S.C.R. engines that appeared in our pages in 1896-1900 was the first detailed authentic history of the locomotives of any important railway ever published, and the first of a series that became a distinctive feature of this magazine.
Always an enthusiast, he was the prime mover in the founding of the Stephenson Locomotive Society in 1909. This society was partly professional and partly amateur and a certain amount of antagonism resulted. The outcome was that the professional members seceded and founded the Institution of Locomotive Engineers.
Mr. Burtt's unbounded energy during the early years (he acted as Secretary and Treasurer from 1911-I922) laid the foundations of what has become an important society with a world-wide membership. He resigned from office when the Institution attained such a large and influential membership that a whole-time secretary was deemed necessary. During his later years he transferred his interest largely to steamships and his books Cross-Channel and Coastal Paddle Steamers and The Steamers of the Thames and Medway are standard works on the subject. He went back to Brighton Works during the labour shortage of the late war and acted as photographer and librarian for some time, completing 51½ years on the railway and serving under six C.M.E's from Stroudley to Bulleid. W.G.T .
Old -Belgian locomotive L'elephant. J. Quanjer. 144
Re correspondence by Beckerlegge and Hoecker on pp. 14, 46 and 112. A small scale model of the 2-4-0 engine I' Elephant was .shown at the Liege Exhibition of 1905, and was of exactly the same design as the full size one at Ghent in 1913. The diagrams at the Brussels Exhibition of 1910 which included one of l'Elephant were drawn by Jacquet who told me years ago that the original drawings were still in the posession of the Belgian State Railways when the first World War broke out in 1914. This 2-4-0 has always been considered in Belgium to represent the engine No. 2 of 1835. Looking through my notes, however, I find that I have the 1835 engine as a 0-4-2 with the note: 2-4-0 according to Jacquet. But I found another interesting point. The Annual Reports mention No. 2 I' Elephant. as having. been withdrawn on 4th February, 1847, and a new No. 2 having been built at Malines Works in 1850. It is stated that some parts of the old engine were used in the new one. I am therefore convinced that the original I' Elephant of 1835 was a 0-4-2 built by Tayleur and Co. under their No. 13, but delivered to the Belgian State Railways as R. Stephenson's No. 100, this being the Works No. mentioned in the Railway Reports, Stephenson having sublet the order to Tayleur and Co. The new engine of 1850 would then have been of the 2-4-0 class as represented by the model. It was the first locomotive to be built at the Railway's own works. This 2-4-0 design was then not new, as it existed at least as early as 1845, see The Locomotive of December, 1925, p. 393, but it certainly did not exist in 1835. As far as I can make it out the first of this design was built by the Regnier-Poncelet works at Liege and delivered to the Belgian State Railways in December, 1844, as No. 145, its 'Works No. was 18. This class was built with a cylinder diameter of 15 in., not 14 in. as stated in "The Locomotive" of December, 1925. The stroke was 22 in., not 2It in. as mentioned in Hoeckers letter in the issue for March, 1949. The 550 mm. of the diagram must have been an error for 558. I also wonder whether the 1,420 for the diameter of the coupled wheels was an error for 1,520 as the latter was the size for the Regnier-Poncelet engines (5 ft.). On the other hand the original l'Elephowt had 4 ft. 6 in. wheels (1371 mm.) and if these were used in the new engine of 1850 with thicker tyres, the 1,420 mm. may be correct. Jacquet once told me that there existed also a drawing of thi 2-4-0 class with the caption Type Cabry which made him think that the engines had the old Cabry expansion gear, at least those built in 1844-45. The coupled wheel- base was 6 ft. 6 in. on this drawing, but in the December, 1925, issue Jacquet gave 6 ft. 6¾ in. or exactly 2 metres, though it seems unlikely that they were built to metric dimensions.
Derhy Museum. A.L. Thorpe. 144
The Committee of the Derhy Museum was developing an Industrial Section to illustra.te the history and development of some of the important industries connected with the town and county. There is at present being prepared, in co-operation with the Derby Society of Model and Experimental Encineers. a comprehensive exhibit on the subject of the Midland Railway which during the almost 80 years of its existence had its headquarters in Derby. This exhibit will comprise a running layout with fine scale models as well as larger stationary models of important historical prototypes of Midland Railway locomotives, rolling stock, etc. For use during the building of this exhibit and to form a valuable reference library for future students we are seek- ing books, articles in technical journals, drawings, photographs, old time-tables, railway bills, etc., etc., illustrative of the Midland Railway and it seems 'likely that some of your readers might possess such which they would be willing to givein some cases the Museum would consider purchase or, in the case of drawings and pictures, allow photographic copies to be made.
Die lokomotive und ihre entwicklung Wolfgang Lubsen. Hanns Reich Verlag
Within the short space of 74 pages of text, Dr. Lubsen presents a concise and accurate historical and technical description of the steam locomotive. The chapters on compounding and superheating are particularly good, and the general information, though of course already possessed by serious, students, should be welcome and helpful to those whose acquaintance with the subject is but elementary.
Ball and roller bearings, P.H. Billington. 160 pages, 152 illustrations,
Manchester; Emmott & Co. Ltd.
This neatly produced little book (No. SI of Mechanical World Monographs) deals with principles, types, applications and the maintenance of modern designs of ball and roller bearings. It is not claimed to be a complete treatise but should form a very useful reference book for designers.
Public transport, Christian Barman. Penguin Books,
This book, which is number five of a series entitled The Things we See, was suggested to the publishers by the Council of Industrial Design. The author has selected a number of excellent illustrations which are accompanied by a carefully prepared text to stimulate critical thought concerning matters relating to Transport, Stations, Booking Halls, Rolling Stock, etc..
Universal Directory of Railway Officials and Railway Year Book, I949-J950
Edition. London; The Directory Publishing- Co. Ltd.
The latest edition of this useful book is to hand. The numerous revisions have been carefully supervised and those responsible are to be congratulated upon producing an indispensible work of reference for all requiring information about the railways and their officials, throughout the world.
More of my best ratlway photographS: by C. C. B. Herbert; and My
best railway photographs: by H. Gordon Tidey; both Ian Allan , Ltd.
Two small 8vo bookletes, Nos. 12 and 14 of the series, each having 32 pages of excellent railway photographs printed by photogravure. The former has an interesting foreword but as the photos mentioned are referred to by page numbers it would have been helpful if the pages had been in fact numbered.
Lt.-Col. S. J. M. Auld, O.B.E., M.C., D.Sc
Joined the board of the American Locomotive Export Co. Inc. the European selling organisation of American 'Locomotive Company, with London address 25, Victoria Street, S.W.I. Colonel Auld is also a Director of the Manganese Bronze and Brass Co. Ltd.
Number 686 (15 October 1949)
First Annual Report. 145
Infinitely variable poppet valve gear. 146-8.
illustration, 3 diagrams
D49 No. 62674 The Garth fitted with RR (Reidinger) valve gear supplied by Locomotive Valve Gears Ltd.
Electric locomotive No. 20003, Southern Region. 148-51. illustration,
Booster fitted to enable locopmotive to traverse gaps in the third rail. English Electric Equipment
2-8-2 locomotive, 2ft, gauge for South Africa, Eastern Provinces Cement
Company. 151-2. illustration
Hunslet Engine Co. locomotive to haul 400-ton trains on 1 in 50 gradients.
Number 687 (15 November 1949)
Railways and the public. 161.
Editorial: press criticism of the railways: slowness, lateness, "can't care less" attitudes
Western Region. 161
Nos. 7025 Sudeley Castle, 7026 Tenby Castle and 7027 Thornbury Castle had been completed at Swindon. 0-6-0PT Nos. 8400 to 8404 had been delivered by W.G. Bagnall and 8450 and 8451 by Yorkshire Engine Co. Engines withdrawn: No. 2902 Lady of the Lake, 4-4-0 No. 3418 Sir Arthur Yorke, 2-6-0 No. 2620, 2-6-2T Nos. 3182 and 5135; 0-6-2T No. 289 (TVR No. 48) and 0-6-0T No. 784 (ex Barry Railway No. 51).
Pulverized fuel on the Victorian Railways. 162
"Leader" class, Southern Region. 162-3. illustration, diagram (side elevation)
Coal weighing tenders. 163
4-6-0 locomotives Mewar State Railways. 164-5. 2 illustrations
Built W.E. Bagnall: metre gauge. Featured Skefko roller bearings. 16¾ x 22in cylinders; Belpaire boiler at 180 psi. 4ft coupled wheels. 1164ft2 total heating surface; 25.5ft2 grate area.
South African Railways. 165.
John Poole. Locomotives of the Buenos Aires Western Railway. 166-8.
London Midland Region and Scottish Region. 168
New locomotives in service included: 2-6-2 Class 2 Mixed Traffic Tank: Nos. 41233 to 41242 (built at Crewe). 2-6-4 Class 4 Mixed Traffic Tank: Nos. 42119 to 42123 (built at Derby). 2-6-0 Class 4 Mixed Traffic: Nos. 43041 to 43044 (built at Horwich ) , 0-6-0 Diesel-electric Shunter, 350 h.p.: No. 12057 (built at Derby).
The following had been withdrawn: 4-4-0 Class 3P: No. 734 (Midland). 2-4-2 Class 2PT: Nos. 10692 and 10889 (L. & Y .R.). 2-4-2 Class 1PT: Nos. 46637, 6669 and 6710 (L.N.W.R.). 4-6-0 Class 4MT: No. 54642 (Caledonian). 0-8-0 Class 7F: Nos. 49513, 9534, 9546, 9564, 9572 (L.M.S. Standard); 8897, 8903, 48925, 9026, 9084, 49280 and 49379 (L.N.W.R. G2A). 0-8-0 Class 6F: Nos. 8904, 9043, 9091, 9194, 9211, 9221 and 9269 (L.N.W.R. G1). 0-6-0 Class 3F: Nos. 3260 (Midland); 12607 (L. & Y.R.). 0-6-0 Class 2F: Nos. 22846 (Midland); 28158, 28521 and 28575 (L.N.W.R.). 0-8-4 Class 7FT: No. 7932 (L.N.W.R.). 0-6-2 Class 2FT: Nos. 7802 and 27562 (L.N.W.R.). No. 22846 was one of the three surviving Kirtley double-framed goods. It was built for the Midland Railway by Dubs & Company in 1873 and was originally M.R. No. 1044. The two engines still at work were also built by Dubs; No. 22853 (M.R. 1051) in 1873 and the other No. 22630 (M.R. 778) in 1870. The later which still retains a round-topped firebox and Johnson type boiler, acquired British Railways No. 58110 in January, 1949.
No. 3260 was one of a series of five 0-6-0 goods engines built in 1902 for the Somerset and Dorset Joint Railway by Neilson Reid & Company. They were S. & D.J.R. Nos. 72-76 and were similar to five engines of standard Midland pattern built at Derby in 1846 except that they were fitted with boilers having a pressure of 160 psi in place of 150 psi of the earlier batch. No. 3260 carried S. & D. No. 76 being numbered in L.M.S. stock.
London Transport. 168
An experiment to improve the circulation of air in trains is being made on a Northern Line train which has been fitted with roof fans remotely controlled from the guard's position. The fans, which run at low speed for quietness, are symmetrically spaced along the centre of each car to provide uniform distribution of air. This is continuously drawn from the car, speeded by the fans, and redistributed in all directions.
Retirement announced of Holland Y. Blades one of the three Joint Managing Directors of C. C. Wakefield & Co. Blades, sixty-eight, had been associated with his company for over half a century and was the last serving member of the original staff of eight who joined Viscount Wakefield when he founded the firm in I899. Blades actually relinquished his office at the end of the year but continued as an Ordinary Director of the Company.
E.C. McKinnon, M.I.E.E. 168
Had been chief engineer of The Chloride Electrical Storage Co. Ltd. for' 45 years, relinquished the post on 1 October, and was succeeded by C. P. Lockton, M.Sc. Tech., A.M.IE.E.
R. Howard, A.M.I.Mech.E. 168
Appointed Chief Technical Engineer, Railway Division, British Timken Limited.
Some aspects of railway operation. 169-72.
Improving freight handling: including more rapid wagon turnround and reducing damage at freight terminals
Nils Ahlberg. Swedish steam locomotives. 172-3.
Continued from page 109.
The "Jay-Gee" smoke eliminator. 173-4. 2 illustrations,
Fitted to J50 0-6-0T No. 8950: marketed by Utility Constructions Ltd of Wickford.
Diesel-electric locomotives for Egypt. 174-5. illustration
English Electric Co. 1600 hp 1A-Do-A1 configuration
Southern Region, 4-4-2 No. 2039. 175. illustration
Brighton Atlantic No. 2039 Hartland Point modified with sleeve valves
A 4-8-4-8 Locomotive. 176
The Norfolk and Western Railway Company had placed an order for a new type of coal-burning, steam-turbine, electric drive 4-8-4-8 locomotive, to be constructed by The Baldwin Locomotive Works, in collaboration with Westinghouse Electric Corporation, and The Babcock and Wilcox Company. The new locomotive is rated at 4,500 horsepower and is designed for operation in freight service. It is hoped by the use of exceptionally high boiler pressure combined with steam-turbine electric drive to produce an overall thermal efficiency which will cut the fuel costs to one-half of that of the conventional reciprocating steam locomotive
The boiler will be of the water tube type working at a pressure of 600 psi. Steam from the boiler will drive an impulse type turbine which will operate a two-unit direct-current electrical generator through a set of single reduction gearing. Current from this generator will drive the locomotive through twelve traction motors, one mounted on each axle of the locomotive. The locomotive will have the characteristics inherent with all electric drive locomotives; i.e., high starting effort, relatively light axle loading, and no reciprocating parts, plus the advantage of using a low priced plentiful fuel. The tender capacity will be 16,000 gals. Locomotive and tender together in working order will weigh approximately 952,000 pounds and will have a combined overall length of approximately 148 feet. Twenty tons of coal will be carried in the nose ahead of the operator's cab.
Buffers end. Emett of "Punch." Faber & Faber.
Fifth collection of the author's drawings from "Punch" to be published in book form. We can think of no higher praise than to say that this book comes up to the standard set by its predecessors. One look at the drawing of the "Acme" hedger and ditcher is sufficient to prove that the work of the late Heath Robinson so delightful to the mechanically-minded in their lighter momentshas at least been equalled.
Modern locomotives. By Brian Reed. Temple
This is exactly the type of book which one would hope for when the author of several technical works on locomotives is called upon to produce a book primarily for boys. Although the cliche is by now somewhat worn we would add that it is definitely a book for " boys of all ages." All types of locomotives are explained in an interesting style and their construction and running dealt with. The book is excellent value and well illustrated.
Locomotive practice and performance in the twentieth
century. C. J. Allen. W. Heffer & Sons Ltd.
The author has for forty years intensively studied the subject of locomotive performance and has a wealth of data upon which to draw. While the majority of the "logs" have previously appeared in The Railway Magazine it is convenient to have many outstanding runs collated in one volume. In addition to runs in Britain, performances in France, Germany, U.S.A. and Canada are included. Ten of the twenty-one chapters are devoted to locomotive development, design, building and ervice. There are some one hundred and fifty illustrations including diagrams someone seems to have nodded when captioning Fig. 4. ! The addition of the gradient profiles of the main-line routes helps to make the book good value.
The steam locomotive in traffic. E.A. Phillipson.
London: The Locomotive Publishing Co. Ltd. 252 pp.
This is the running department, as in Britain, from the cradle to the grave, and in a dozen chapters covers every facet. It is suited essentially to the shed-master and the D.L.S., and the only thing they need to know in detail nowadays which is not in the book is how to conciliate constantly all grades with the least waste. of time. The running department and its organisation; shed and yard layout; shed equipment; shed and stores management; water supplies; periodical examinations and repairs; and locomotive cleaning all receive adequate attention, and have numcrous excellent illustrations.
Steamers of the Thames and Medway.. Frank Burtt. Richard Tilling.
In the early part of the nineteenth century, the Thames was the principal artery of London traffic, but with the improvement of the roads and the building of railways, 1tS. former importance for passe'Ilger traffic has ceased and today the Thames is used only by pleasure craft dunng the summer months. This book is an interesting chronicle of the many vessels that have plied from 1813 up to the present day, and although the author mentions some 450, he admits that the list is not complete. Well illustrated and printed on good paper, this will make an excellent Christmas gift for steamship enthusiasts
Tandem compound locomotives. By P.M.
Kalla-Bishop. Published by the Author.
This historical review of this particular form of compound locomotive is well written and produced, and is obviously the result of much research. In the space of 68 pages and with the assistance of tabulated particulars and 28 full-page illustrations the development is traced from the first experiments to the last of the type to be constructed. All serious students of the' locomotive will wish to add this book to their libraries.
Kings & Castles of the G.W.R. O.S. Nock.
Ian Allan Ltd.
No. 5 in the series "Famous Locomotive Types." These engines must obviously be included in any such series and we do not suppose that any author could have done them better justice. This hook will be eagerly read by G.W.R. enthusiasts and other admirers of these fine locomotives.
The locomotives of the G.E.R. C. Langley Aldrich.
The fact that this book is now in its fifth edition should be sufficient evidence of its appeal to those interested in G.E.R. locomotives. It is described as an illustrated souvenir of the locomotives from 1862 to 1922 with their successive L.N.E.R. history to 1948 which succinctly sums up its scope. The illustrations are numerous and well selected.
Industrial locomotives of Southern England. The Birmingham Locomotive
This is No. 3 in the series of pocket-books and covers Southern England and the Channel Isles. Comprehensive lists are given covering the various industrial undertakings in .the areas concerned.
The Vulcan Foundry Ltd., Newton-le-Willows,
We have received from two well-produced loose-leaf booklets. One of these deals with recently produced steam locomotives. The leading particulars of each type are set out in English. Spanish, Portuguese and Afrikaans.
Number 688 (15 December 1949)
Importance of effective publicity. 177.
National differences, especially between Britain and the United States. Design of advertisements, catalogues, data sheets and brochures.
Southern Region. 177
West Country Pacifics No. 34098 Templecombe (built at Brighton) and No. 34099 Lynmouth (built at Eastleigh) had entered service.
4-6-2 metre gauge locomotive: Morvi Railway, India. 178. illus.
Four metre gauge locomotives completed by W.G. Bagnall of Stafford for Morvi Railway, since incorporated into Saurashtra Railway. Maximum axle load of 9 tons. 15 x 22 in cylinders. Superheated Belpaire boiler with a grate area of 25 ft2
New Zealand Railways. 178
The interchange trails. 179-81. 5 tables,
Refers to articles in Volume 54 page 131 and to page 97 in this volume.
Historic locomotives. 181
The Railway Executive and representatives of the principal Societies interested in the preservation of historic locomotives, have agreed that having regard to the difficulties of cost and maintenance which are involved in the preservation of actual locomotives in any numbers, examination should proceed of an alternative proposal for establishing a collection of models and/or drawings to portray the principal types which mark important stages in the development of the locomotive. With a view to developing this proposal, a small joint committee has been set up under the chairmanship of D.S.M. Barrie, the members being; for the Railway Executive, Messrs. R.C. Bond and E.S. Cox; for the' Societies, Messrs. A. Stowers and G.R. Grigs. Among the questions which this committee has been examining, is the extent to which suitable models of historic locomotives are already available in reasonablv accessible locations. As regards the futire preservation of actual locomotives, the Railway Executive while emphasising the problems of accommodation, maintenance, and expense, have not definitely precluded this possibility and have agreed that certain existing locomotive "last ·examples" which are of historic interest, shall not actually be scrapped on withdrawal from traffic, without the Societies' representatives being consulted.
British Railway appointments. 181
P.R. Hickrnan, Stores Superintendent, London Midland Region, Euston, to be Chief Officer (Stores) at Railway Executive Headquarters, in succession to Mr. A.W. Norman, who retired. A.B. MacLeod, Stores Superintendent, Southern Region, Waterloo, to be Stores Superintendent, London Midland Region.
King's Lynn Mutual Improvement Class. 181
To inaugurate the opening of the Winter Session a very successful meeting was held in the Pilot Cinema, King's Lynn on 9 October 1949.. Approximately 400 members and friends attended. The films shown were "Sentinels of Safety," "Little and Often," "General Repairs," and "Loco. No. 1." The cinema was loaned through the courtesy of Captain L. Beasley. Mr. E. J. Shaw , President of the Lynn class, Mr. W. Derby, Chairman and Mr. H. J. Wood, Hon. Sec., were present.
Western Region. 181
Engines put into service included: 2-6-2T Nos. 4170 to 4173. 0-6-0T Nos. 1600 to 1604, also 0-6-0T No. 8452 (built Yorkshire Engine Co. Ltd.). The following were withdrawn: 4-6-0 No. 2987 Bride of Lammermoor, No. 4012 Knight of the Thistle, No. 4019 Knight Templar; 4-4-0 No. 3363 Alfred Baldwin, No. 3438; 2-6-0 No. 2667; 2-4-0T No. 3599, 3561; 0-6-2T No. 269 (Barry 113); 0-6-0T No. 1715 (Neath & Brecon 16), No. 1764; and 0-4-2T No. 3575.
Westinghouse Brake & Signal Co., Ltd.,
Announced following aopointrnents. N.G. Cadrnan, Chief Brake Engineer, to be Deputy Works Manager. K.H. Leech, Chief Design Engineer, to be Chief Mechanical Engineer. C.F.B. Shattock, Assistant Design Engineer, to be Deputy Chief Mechanical Engineer (Design). J.W. Kershaw to be Deputy Chief Mechanical Engineer (Brakes). H.M. Hoather, Assistant Brake Engineer, to be Brake Equipment Engineer.
British Railways Magazine. 181
Starting with the January, 1950, issue, a new staff Magazine is to be published with an edition for each of the six Regions of British Railways.
Liverpool Street Shenfield electrification: rolling stock. 182-3. illus., diagram (elevation & plan)
Morris, O.J. Standardising S.R. locomotives, Central Section. 183-6.
Includes details of Stroudley's carriage sets for South London services which were considered to be advanced when introduced, but this part is maainly concerned with the A1 or Terrier 0-6-0Ts and their use after being withdrawn from the LBSCR. Nos. 638, 681 and 683 were sold to the War Office in 1918. No. 679 was sold to an unknown purchaser and No. 637 was sold to the Government before being broken up. Three were known to have worked at the Dalmore Distillery in Invergordon and two worked at the Glen Albin Distillery in the North of Scotland. Nos. 681 and 683 worked on the Shropshire & Montgomeryshire Railway. E.F. Smith of Dunfermline saw a Terrier at Rosyth Dockyard in 1921. This was formerly at Invergordon and had "No. 131 tested March 1878" on the boiler, which he believed to indicate that this was the 131st engine to be built at Brighton and was therefore No. 38 Millwall. Shropshire & Montgomeryshire RailwayNo. 8 Dido was withdrawn in 1930 and broken up. The Isle of Wight Central Railway modernised its Terriers and fitting them with larger bunkers.It removed the crosshead-driven feed water pumps an replaced them with small injectors and Nos. 12 and 11 were converted to A1x by importing new cylinders and boilers from Brighton Works. New chimneys were cast at the Newport foundry of Wheeler, Hurst & Co. The others remained in A1 condition until taken over by the Southern Railway. The Freshwater Yarmouth & Newport was also fitted with an injector by 1920 in place of the feed pump.
The S.R. made further improvements to the Terrier stock, and raised them to a degree of efficiency and smartness not very far inferior to that of their prime. Finishing touches (not applied to all, however) included additional footsteps forward of the tank, small "tumbler" ventilators in the cab front, cab doors, and hooters. Their maintenance and cleanliness during their palmy "Island" days in the 1930's were, unsurpassed anywhere in the country. Nos. 2, 9 (ex-L.B.S.C. 75), 10, 11, 12 were fitted by SR with pull and push" control gear, Marsh's compressed-air system. No. 3 (ex-L.B.S.C. 677) was transferred to Isle of Wight. with this gear existing, but subsequently the control was blanked off and the flexible connections removed. Nos. 4 (L.B.S.C. 678) and 9 (L.B.S.C. 650) had their existing "pull and push" gear removed before transfer. Ex-Island Terriers serving on the mainland were recognisable by their extended bunkers, and those converted to A1x "over there" were distinguished by gravity sanding supplied from the original type of combined splasher-sandbox. The distinction no longer applied because the K. & E.S. Ry. engine was also rebuilt with this characteristic. Until WW2 there were no black Isle of Wight engines in either sense of the word.
Chimneys of Stroudley type (wrought iron with copper cap) were maintained as standard for Class A1x until July 1912, and for Class A1 until after the issue of Chimney Diagram dated June 1917. This upkeep was evident in the progressively changing contour of the caps, which suffered severely from wear at the top securing flange, and sometimes also split around the out-lying lip. To keep such caps in service, they were beaten up afresh, and reduced in depth and overall width to win new surfaces for flanging or lipping, thereby losing the characteristic profile over which Stroudley had lavished so much of his artistry. No. 680 was the last rebuild on which this type of chimney was reinstated, and all subsequent conversions by the LBSCR were fitted with the 3 in. shorter cast-iron chimney which is now familiar. Wherever reinstated, however, the! Stroudley type. was not replaced for many years, and it was the impending sale of No. 673 that inaugurated the general change-over from the old type to the modern. The process was not yet complete, but the present trend is towards the Drummond type chimney, which previous chapters have traced from a design prepared by B. K. Field for James Stirling at Ashford.
Eastern and North Eastern Regions. 186.
The following new engines had been placed in service: 4-6-2 Cl. A1 Nos. 60156-60158. 4-6-0 Cl. B1 Nos. 61354-61359. 2-6-0 Cl. K1 Nos. 62037-62040, 62051-62055. 2-6-4T Cl. L1 67767-67770.
During the same period the following engines were withdrawn: 4-6-0 Cl. B4 GCR No. 1483; Cl. B5 GCR Nos. 1688, 1689. 4-4-2 Cl. Cl GNR No. 2877. 4-4-0 Cl. D1 GNR 2214; Cl. D2 GNR Nos. 2177, 2188; Cl. D3 GNR No. 62131; Cl. D9 GCR. Nos. 2300, 62313, 62321, 62324; Cl. D29 NBR. Nos. 2401, 2406; Cl. D33 NBR No. 2458; Cl. D34 NBR. No. 2481; Cl. D41 GNSR Nos, 62234, 62240. 2-4-2T Cl. F3 GER No. 7150. 0-6-0 Cl. J4 GNR. No. 4109; Cl. J15 GER Nos. 5372, 5397, 5409, 5414, 65412. 0-6-0T Cl. J70 GER No. 8218. 2-6-4T Cl. L3 GCR No. 9057. 0-6-2T Cl. N4 GCR Nos..9226,9241, 9243. 0-8-0 Cl. Q4 GCR No. 3210. 0-4-0 Sentinel Cl. Y3 LNER No. 8167.
London Midland Region. 186
During the previous 12 months 7,557 out-of-gauge and exceptional loads were hauled. among these have bem carriage stock for Egypt, South Africa, Ceylon and Nigeria, locomotives for Ireland and large pieces of machinery and specially constructed wagons for various parts of the world. Many of these loads require removal of signals, crossing gates, lamps and huts, all adjoining lines have to be blocked, and in some cases cuttings have had to be widened.
British Railways gas turbine locomotive No. 18000. 186
Built in Switzerland by Brown-Boveri, Baden, and the Swiss Locornotive Co., Winterthur
Indian Government Railways. 4-6-4T locomotives. 187.
Order for ten metre guage locomotives built at Vulcan Foundry and conveyed by road to Liverpool for export: inspected by Rendel, Palmer & Tritton. They had steel firreboxes with arch tubes. The side tanks and bunker were welded. 14¾ x 24 in. cylinders, 4ft coupled wheels, 972.5 ft2 total evapourative surface, 218 ft2 superheater, 24 ft2 grate area and 180 psi boiler pressure.
John Poole. Locomotives of the Buenos Aires Western Railway. 188-90.
3 illus., table.
In 1888 the railway received its last locomotives whilst still operating as a Government concern. These were standard Baldwin Locomotive Co. products: ten 4-4-0 passenger locomotives; eight 2-6-0 freight locomotives and twelve 0-6-0ST shunting locomotives. The 4-4-0 were: WN 9854; 9856; 9872; 9879; 9880-2; 9884-6. The 2-6-0 were WN 9707, 9724, 9834, 9837, 9841, 9840, 9845 and 9857. The 0-6-0STs were WN 9908-10; 9912-13, 9915-17, 9920-1 and 9927. Each type is illustrated. Table lists dimensions of all locomotives in stock between 1857 and 1888.
Double-decked cars Southern Region. 190-1. diagram
(side elevation and plan)
Designed by O.V. Bulleid and service to Dartford inaugurated by Herbert Morrison, Lord President of the Council and Alfred Barnes, Minister of Transport. The bogies were of relatively novel design and included the use of both rubber and Mintex a fabricated woven material with low friction.
London Midland Region and Scottish Region. 191.
New locomotives placed in service included 2-6-2T Class 2 Mixed Traffic Tank: Nos. 41243 to 41248 (built Crewe). 2-6-4 Class 4 Mixed Traffic Tank: Nos. 42124 and 42125 (built Derby). 2-6-0 Class 4 Mixed Traffic Tender: Nos. 43045, 43046 and 43047 (built Horwich). 0-6-0 Diesel-electric Shunter: 350 h.p.: Nos. 12058 and 12059 (built Derby). The following had been withdrawn: 4-6-0 Class 5P: No. 10448 (L. & Y.R. Class 8 Dreadnought). 4-4-0 Class 3P: No. 40740 (Midland). 4-4-0 Class 2P: Nos. 456, 544 (Midland). 2-4-2 Class 2 PT: No. 10880 (L. & Y.R.). 0-4-4 Class 1 PT: No. 1315 (Midland}. 0-8-0 Class 7F: Nos. 49539, 9576 (LMS Standard). 0-8-0 Class 6F: No. 52839 (L. &Y.R. Class 30). 0-6-0 Class 3F: No. 17702 (Highland). 0-6-0 Class 2F: Nos. 57316, 17403, 17420 (Caledonian). 0-6-2 Class 2FT: No. 27830 (LNWR). 0-6-0 Class 2FST: Nos. 11475, 11482 (L. & Y.R. Class 23).
Pennsylvania RR. 191
Trains reported that two of the 4-4-4-4 locomotives have been rebuilt with Walschaerts valve gear. These engines, which were fully described in our 1943 volume (p. 58), are now reported to develop considerably more tractive effort at starting.
Superheater Company Ltd. 191
F.D. Playford retired after 27 years' service, on December 31, and was retained as Consultant. E. Lawton, who joined the Company in 1928, succeeded him as Sales Engineer of Locomotive Department. R.S. York, after 39 years' service. retired on 31 December 1949, from the position of Managing Director of The Superheater Company (Australia) Pty. Ltd., but occupied the position of Deputy Chairman thereafter. R.K. Dixon succeeded him as Director and General Manager as from 1 January 1950. J.S. Evenden, after 24 years' service, retired on 31 December, but was retained as a Consultant. K.E. Merefield , who joined the Company in 1933, became Sales Engineer of Power Plant Department.
Early Swedish locomotive. Nils Ahlberg
Wished to obtain particulars of the history of the old Gafle-Dala Railway locomotive No. 4 Norden. This engine was purchased second hand from England in 1856 for about £780. The cylinders were 14 in. by 20 in., coupled wheels 5 ft. 0 in., heating surface 822 ft2., boiler pressure 85 psi., wheelbase about 10 ft. 2 in. and weight in working order 19 tons 2 cwt. The engine was scrapped in 1874. If any reader could inform me who built this engine and to which Company it originally belonged I would be very grateful. Locomotive illustrated,
Locomotives of R. E. L. Maunsell, 1912 - 1937· The "E1" and "D1" 4-4-0's
Arthur G. Wells.
As your correspondent, Mr. Brough, points out (October issue, p. 160), it is not possible to tell apart engines of classes D1 and El of the former Southern Railway simply by reference to the fittings or otherwise of top feed. Since reading Mr. Brough's letter, a friend and I have been keeping rather more careful observation than usual of the engines of both these classes working between Canterbury and Faversham. On comparing notes, we have been surprised to find that, out of fifteen engines of both classes seen in recent weeks. not one single one has been fitted with a top-feed boiler.
I have also noticed that D1 class engine No. 31502 differs slightly from the other members of the class, and I should like to draw attention to it. Examination of the pictures in the August issue will show that the main frame members are carried underneath the footplating at the front end of the engine, from smokebox to bufferbeam, On 31502 these members are extended to the bufferbeam above the foot-plating. In this respect, this particular engine resembles a Midland 2P, except that in the Midland engines the top edge of this part of the frame slopes evenly towards the front. In the case of 31502 the top of the frame is horizontal to within a few inches of the bufferbeam, and a lifting hole is drilled in the portion above the footplating. Mr. Nock makes no mention of this, nor have I seen any other comment on the matter, and I should be interested to know why this engine should differ from other members of the class, and whether there are any others so fitted.
The Lynton & Barnstaple Railway. L.T. Catchpole. The Oakwood Press.
The present book contains almost the whole of the original text first published in 1936. It will be appreciated by those interested in this little line who do not possess one of the three previous editions. It is a complete chronicle of a railway which many contend should never have been closed.
Some Classic Locomotives,. C. Hamilton
Ellis, London: George Allen & Unwin Ltd.
In Some Classic Locomotives, the author makes two approaches to his subject. Certain chapters are devoted to well-known locomotive types. Thus we watch the development of the Atlantic type express engine from its beginnings in America to its great work on the East Coast Route. A type not previously considered as a whole is the double-framed 2-4-0 passenger engine, which was the mainstay of many railways during the Victorian era. Then more detailed attention is given to certain noteworthy locomotive families, such as Alexander Allans Crewe type, and the Beattie locomotives on the London and South Western, with their remarkable fuel economies. When it comes to the work of William Stroudley, the field is still further narrowed down to contain only the famous D tank engines, and the several classes in England and Scotland which formed their development. Of modern families, the Beyer-Garratt is put forward as one of the most important patented designs of all time. The outside-cylinder rear-drive Crampton has generous treatment as a patent engine of long ago.
The eight coloured plates portray, among others, engines seldom illustrated, such as Slaughter Grunning's 4-4-0 design for the Tarragona, Barcelona and France Railway, built in 1859 and believed to have been the first inside-cylinder, inside-framed 4-4-0 bogie engine to be built in Great Britain, and Crarnptons celebrated 6-2-0 eight-footer Liverpool, painted in the old red livery of the London and North Western Railway, Southern Division. The numerous illustrations in half-tone include a number of rare subjects, and reproductions of several very old photographs.
The modern world book of railways. Paul Townend. Sampson Low. 160
Sixteen profusely illustrated chapters ranging from potted history to the boat train, the "blitz" and twenty-four hours at Waterloo. It is interestingly written though with a few small inaccuracies. Apart from the coloured plates, the whole book is printed by photogravure and, while many of the pictures are beautifully soft, a few (and some of the text) are poor. With an attractive, varnished, coloured cover, it will make a very acceptable Christmas gift for any youthful enthusiast.
Trade publications. 192
Brush diesel-electric locomotives.
Twelve-page brochure dealing with the construction and manipulation of the Brush diesel-electric shunting and main line locomotives supplied by The Brush Electrical Engineering Co. Ltd. in association with W.G. Bagnall Ltd., Stafford.
Earl Bourne & Co , Ltd.
Booklet to commemorate 75th anniversary of the establishment of their business. This publication not only gives particulars of the Company's history and activitiesespecially in connection with brass and copper tubes, sheets, strips and drawn sectionsbut also contains many useful tables and data.
Bayliss, Jones & Bayliss Ltd.
Bolt and Telegraph Catalogue No. 48. A large section of this well-produced book is devoted to Railway Fastenings and includes the many types of rail screws and spikes which are in use the world overincluding spring spike anchors as used with the new British permanent way. Probably of greater interest to many of our readers are such items as fittings for refrigerator vans. The products of the firm's bolt and nut, foundry and rolling mill departments are likely to interest many buyers connected with transportation.