The Locomotive Railway Carriage and Wagon Review
Volume 60 (1954)
International Railway Congress. 1.
The XVI session of the the International Railway Congress was scheduled to be held at Church House, London, from the 19 to 26 May. Since the establishment of the International Railway Congress Association in 1885, London has twice been its venue: in 1895 and 1925. Great changes have been wrought in the British railway scene during the last quarter of a century and the delegates attending from railways the world over will, no doubt, find much to interest them here. Apart from such a superb showpiece as the Rugby Testing Station, British Railways can offer modern examples of every form of traction, in addition to every aid for efficient traffic operation. The objects of the Association have always been to facilitate the progress and development of railways by holding periodical congresses and by means of publications; these objects have certainly been attained with distinction and the free interchange of views and experience has contributed much to the present standard of railways.
The eleven questions listed for discussion in the London session, as usual, include topics covering all branches of railway working, but the two (Nos. 3 and 4) in the second Section, relating .to locomotives and rolling stock, would particularly interest readers. Question No.3 is a technical and economic investigation of the basic characteristics of electric traction systems now in use, with a view to deciding whether, and to what extent, there are relevant reasons for preferring one system to another. Factors of special interest in this consideration will be power supply, overhead line and fixed track installations, motive power units, and working and maintenance costs. The Reporters handling this important topic were C. Guzzanti, Inspectorat Général de la Motorisation Civile et des Transports Concédés, Rome, and Mr. S. B. Warder, Chief Officer (Electrical Engineering), British Transport Commission.
Question No.4 refers to the ever-present topic of means and methods of improving the efficiency of steam locomotives. Matters receiving particular attention in this connection would be, increase of steam pressure, types of grates, superheating, feed water heating, feed water treatment, etc. The Reporters in this instance were Manlio Diegoli, Inspecteur en Chef Supérieur 'au Service du Matérial et de la Traction des Chemins de fer de l'Etat Italian, Florence, and C.T. Long, Assistant C.M.E. (Motive Power) South African Railways.
Question 11, in the fifth Section, dealing with light and colonial railways will also be of interest to those concerned with locomotives and rolling stock. It relates to the protection of overhead lines, substations, locomotives and motor coaches against accidents of an electrical nature (excess voltage, overloads, short-circuits, and lightning). The three Reporters of this question were Messrs. Vrielynck and De Boeck from the Belgian Société Nationale des Chemins de fer Vicinaux, and T.S. Pick, Chief Electrical Engineer, London Transport Executive.
Other Questions are of indirect interest to the locomotive and carriage and wagon departments, e.g., that dealing with recruiting staff. The whole programme has a wide scope and we have no doubt that the Session will prove, in every way, to be as valuable as those previously held.
Institution of Locomotive Engineers. 1
An important paper on Developments in Locomotive Testing was presented by S.O. Ell to the Institution in London, on 18 November. The thermodynamics of the locomotive is inseparably linked with the mechanics of the train. It was shown how this can be accomplished in locomotive testing in a manner both analytical and demonstrative. In describing its development it was shown (1) how the performance and efficiency of a steam locomotive can be expressed by a three-fold relation and by a two-fold relation in thermo electric units, and (2) why the mass, system of locomotive and train and its normal mode of progression must be preserved in demonstrative analytical testing. Since the normal mode of progression is one of variable speed, an outstanding problem has been the control of the thermodynamic factors at variable speeds. Finding a solution in apparatus and methods which are simple and easily applied, a full description and analysis was given of a test on the Controlled Road Testing System. How the results of a number of tests are coordinated was described and the paper concluded with a discussion of the implication of the results in respect to the efficiency of the locomotive as a mobile power plant and as a motive power unit with its associated operating problems..
H. Davies, M.I.LocoE., A.M.I.I.A., 1.
Appointed a Director of W.G. Bagnall, Ltd., of which firm he had been General Manager since 1947. He commenced his apprenticeship in the locomotive industry with Kerr Stuart & Co., Ltd., in 1918. In 1926 he joined Bagnalls as an estimator and draughtsman. Two years' later he rejoined Kerr Stuart and subsequently worked with Sir W. G. Armstrong Whitworth & Co., Ltd., the Air Ministry and in the London office of Babcock. & Wilcox, Ltd., before returning to Bagnalls as Chief Estimator and Persorial Assistant to the Managing Director in 1940.
Mauritius Railway 0-6-0 diesel-hydraulic locomotives. 2-4. 2 diagrs. (including s. el.) and plan
B.R. 2-10-0 heavy freight locomotives. Loco. Rly Carr. Wagon Rev.,
1954, 60, 15.
2-10-0 heavy freight locomotives for B.R.. Loco. Rly Carr. Wagon Rev., 1954, 60, 16-18. 2 illus., diagr. (s. el.)
Number 741 (May 1954)
Intrernational Railway Congress. 67
First meeting of the International Railway Congress to be held in Great Britain since 1925 was being held in London from 19-26 May, when over 450 delegates from more than 30 different countries assembled in Church House, Westminster, to discuss current problems and the latest techniques. It was arranged for H.R.H. the Duke of Gloucester, Honorary President of the Congress, to perform the formal opening ceremony and to be supported by the Rt. Hon. Alan Lennox-Boyd, M.P. (Minister of Transport and Civil Aviation); M. de Vos (President of the International Railway Congress Association, and General Manager of the Belgian National Railways); Sir Brian Robertson (Chairman of the British Transport Commission); Sir John Benstead (Deputy Chairman) and other Members of the Commission; Sir John Elliot (Chairman, London Transport Executive); and civic representatives .
In addition to seven business sessions and sectional discussions at Church House, arrangements were made for delegates to visit important railway centres, and to inspect recent examples of technical development on British Railways and London Transport. Such visits included Willesden carriage cleaning and servicing depot; electrical control rooms and sub-stations on the Southern Region electrification; Swindon locomotive, carriage and wagon works; London Transport workshops and depots at Lillie Bridge and Acton; Southampton Docks; Liverpool- Street-Shenfield electrification; the Central Line tube extension; Rugby locomotive testing station where one of the new standard 2-10-0 locomotives, described on page 16, was undergoing test; and railway coastal protection works between Dover and Folkestone, also a special exhibition of B.R. and London Transport locomotives, rolling-stock, civil and signal engineering equipment at Willesden, included the prototype of the new British Railways Class 8 three-cylinder large 4-6-2 with Caprotti Valve gear. This exhibition will be open to the public from 26-29 May. Subjects discussed at the International Railway Congress which are of particular interest to our readers will be shortly summarised in our pages. As is well known the Questions considered are reported at length in the Monthly Bulletin of the International Railway Congress Association. These Bulletins contain much valuable information which is not to be found else-where.
Five British officials were among the reporters who have collated international data for consideration by the Congress: Dr. F.F.C. Curtis (Architect, British Railways, B.T.C.), Mr. S.B. Warder (Chief Officer, Electrical Engineering, British Railways, B.T.C.), Mr. S.G. Hearn (Operating Superintendent, London Midland Region), Mr. J. H. Fraser (Chief Officer, Signal & Telecommunications, British Railways, B.T.C.) and Mr. T. S. Pick (Chief Electrical Engineer, London Transport Executive).
So that delegates from overseas Governments and railway administrations may inspect the latest products of British manufacturers, seven leading trade organ- isations in co-operation with the Federation of British Industries offered facilities for Congress delegates to' visit anyone of 74 different factories and industrial plants in various parts of the country. Included among the works open for inspection were the majority of the builders of locomotives of all types. Detailed arrangements for the Congress were made, on behalf of the British Organising Commission, by an Arrangements Committee of Officers from B.T.C. Headquarters, the Railway Regions, B.T.C. associated undertakings and London Transport, under the chairmanship of Mr. J.L. Harrington (Chief Officer, Marine & Administration, B.T.C.). Mr. E. E. Whitworth is English General Secretary of the Congress.
British Railways. 67
The following new engines had been placed in service. Eastern Region Co-Co Electric Class EM2 No. 27001; London Midland Region, 2-10-0 Class 9F Nos. 92008, 92009; North Eastern Region, 2-6-0 Class 3MT Nos. 77002, 77004; Scottish Region, 2·6-0 Class 3MT Nos. 77005-77007; Southern Region 350 h.p. diesel shunter Nos. 13044, 13045; Western Region, 0-6-0PT Class 94XX Nos. 8440, 8442, 8443, 9491.
Aid to Recruitment on the Railways, Wolverton Training School. 67
A learn-as-you-earn training school was opened 2 April at Wolverton Carriage & Wagon Works by J.W. Watkins, Chief Regional Manager of British Railways (London Midland Region). The school, which will accept boys leaving school, is fully equipped with a large workshop with the necessary machines and lecture and film projection rooms. Trainers will receive practical instruction under workshop conditions for a full year in joinery, coach bodybuilding, welding, painting and electrical work. At the end of the 12 months course in the training school, apprentice trainees will be transferred to the works, where training will follow a carefully planned schedule which guarantees every apprentice being given the same opportunity in accordance with the principles of the progressive system of workshop training which operate throughout the Works.
B.R. new lightweight diesel trains. 68-9. 2 illus., diagram (elevation and plan)
Development in Portuguese E. Africa. 69
Construction of the new railway line into Rhodesia from Portuguese E. Africa continued to make good progress. The temporary high level bridge over the Limpopo River had been completed .and construction trains were now able to run into the railway base of Mebelane about 50 kilometres beyond the Limpopo
Mr. W. P. Snedden. 69
Death on 23 April of W. P. Snedden, Chief Technical Engineer of the Rolling Mill Division of British Timken Ltd.
B.R. Eastern Region improvements. 69.
Large programme of new works in the Eastern Region had been authorised by the B.T.C. Included in the schemes is the provision of plant for pre-steaming locomotives at Colwick. The hot water washing-out plant at Colwick Motive Power Depot had become due for overhaul and reconditioning and the opportunity had been taken in carrying out this work to provide pre-steaming facilities for locomotives. There were two boilers provided for washing-out purposea and two additionai boilers were to be installed to meet the additional commitment of pre-heating. All four boilers will be interconnected and each provided with mechanical stokers. Pre-steaming lines were to be installed in the shed complete with flexible connections and pressurised fire starters. The boilers will be sited so that coal can be unloaded direct from wagon to hopper to minimise hand labour. The benefits which are anticipated from installation of the pre-steaming plant are more uniform heating of boilers and fireboxes, diminution of smoke when steam is being raised and a saving of fuel in locomotives during the lighting-up process. There will also be improved availability by a saving of three engine preparation hours for each locomotive pre-steamed.
A further matter included in the programme is the fire protection of cable routes on the Liverpool Street-Shenfield electrified lines. Since the introduction of electric working between Liverpool Street and Shenfield in 1949 there have been a number of line-side cable fires, some of which have caused severe or fairly severe damage and in some cases serious dislocation of traffic has resulted. Certain protective measures were carried out following a cable fire in April, 1952, including the protection of the cables on vulnerable sections by special sheeting. It has been found from experience, however, that this sheeting deteriorates fairly rapidly, causing a parting between the protective coating and the steel, and the presence of bitumen in the protective coating has added to the fire risk. As a result of the steps now being taken it is hoped that full protection will be given to all cables, both electric and signal, and further trouble avoided.
Western Region locomotive renamed. "Castle" class
No. 5017 has been renamed The Gloucestershire Regiment.
Mr. S.T. Clayton, M.I.Loco.E. appointment.
Motive Power Superintendent, London Midland Region. He entered the service of the former Lancashire and Yorkshire Railway as an apprentice at Horwich Works in 1909. Among tmore recent appointments held by Mr. Clayton had been the positions of District Locomotive Superintendent, Rugby from 1940 until 1943, when he was appointed District Locomotive Superintendent, Polmadie. In 1945, he was appointed General Assistant (Motive Power) to the Operating Manager, Northern Division, L.M.S. Glasgow, and in 1949, became District Motive Power Superintendent, Glasgow (North), Scottish Region. Later that year he was appointed Assistant Motive Power Superintendent. L.M.R., which position he now vacates.
New Zealand Government Railways: The Royal Train. 70. 4
HM The Queen boardin train at Wanganui station; train leaving Palmerston North for New Plymouth behind two diesel locomotives; at Cross Creek behind two AB class locomotives and on Rimutaka Incline with three locomotives belching smoke and steam. No Royal journeys should be without this one!
B.R. Class 3 Standard 2-6-0 locomotive. 71-2.
illustration, diagram (side elevation)
Amazing new design for services on North Eastern and Scottish Regions
The measurement of train resistance. 72-5. 2 illustrations,
Precis of H.I. Andrews paper No. 531
The Hunslet Engine Co. Ltd. 75
Repeat order from Peruvian Corporation for one 2-8-0 for 3ft gauge Trujillo Railway.
Mechanical Handling Exhibition. 75
To be held at Olympia 9-19 June: British Thomson Houston and Westinghouse Brake & Signal Co. exhibits
Diesel trains for Northern Ireland. 76. illustration
Passenger services over the former Belfast & County Down Railway between Belfast and Bangor are now worked entirely by diesel trains. The last steam operated passenger train ran on 27th November, 1953. In May 1'952 the first diesel train was put into service. Since then there has been a regular output of three-coach sets every two months from the Ulster Transport Engineering Works. The B. & C. D. Railway, under the Transport Act (Northern Ireland) of 1948, became a constituent, with the Northern Counties Committee, of the Ulster Transport Authority.
Mr. W. Cyril Williams. 76 illustration
W. Cyril WiIliams, F.R.G.S., A.M.Inst.C.E. M.I.Mech.E., M.I.Loco.E., M.lnst.T., and Past President of The Institution of Locomotive Engineers, retired on 30th April from the Executive position of Sales Director with the firm of Beyer Peacock & Co. Ltd., although his services are retained as a Director of the company. He commenced his railway work in 1906 with an apprenticeship to the Natal Government Railways where his training, apart from the general workshop course. included running shed, signal department, footplate and drawing office experience. He attended the Durban Technical Institute and obtained the Abe Bailey Scholarship in 1909, the James Brown Exhibition in 1910 and the Institute Scholarship in 1913. For a short period in 1912 he was a lecturer at the Institute. In 1913 Mr. Williams was appointed a junior engineer to the Chief Superintendent Motive Power at Johannesburg. During the first World War he was commissioned in the South African Engineer Corps and served throughout the campaign in German South West Africa with the rank of Captain in the Railway Regiment. During this time he was locomotive foreman at Usakos and later held the rank of Assistant Superintendent (Mechanical). Following the campaign in Sonth West Africa, he was posted to France in the Royal Engineers, being promoted in the field to Army Locomotive Superintendent. Mr. Williams is one of the most widely travelled railway men and is renowned for his encyclopaedic knowledge of railways in all parts of the world. He went to the United States and Canada in 1919 on behalf of the South African Railways where he was responsible for the inspection of locomotives. wagons and other railway equipment. After one year he returned to London where he acted for a short time as Advisory Engineer to the South African Railways. eventually returning to South Africa on the staff of the- Assistant General Manager in Durban. Up to 1923 Mr. Williams was largely engaged on special engineering test duties, in particular with locomoti ve performance, and he was associated with the early tests of the Garratt articulated locomotive. In 1923 he joined the firm of Beyer Peacock & Co. Ltd., and opened their London Office as London Manager. As an enthusiastic advocate of the Beyer-Garratt he has taken a large part in its successful development and use by many railways throughout the world. He was subsequently designated Sales Director of the company and in I945 was elected to the Board. During WW2 his wide experience and knowledge of overseas railways was freely drawn upon by the War Office and the Ministry of Supply, and he actively par- ticipated in the work of his Company on important armaments and locomotive production. During the past thirty-one years he has travelled on railways in all parts of the world, and has been a great and popular Ambassador for Britain, and British locomotives. He has made many contributions to the technical press and .in papers read before the Institution of Locomotive Engineers; his Presidential address was reported in our 1950 volume, page 15· He has many friends throughout the world who will join in expressing the wish that, after a full and most successful career, he will enjoy many happy years of retirement.
350 h.p. diesel shunting locomotive Renfe. 77. diagram (side elevation & plan)
S. Ellingworth. The locomotives of Imperial Chemical Industries Ltd. 78-9
Railway Exhibition at Willesden. 79
B.R. cafeteria car. 79. illustration
16th Railway Congress: review of electric traction systems. 80-1
New "Bristolian". 81
L.M.R. appointment. 81
Eric Baker appointed Divisional Motive Power Superintendent, London Midland Region, Crewe.
Light alloy air reservoirs. 81
K & L Steelfounders & Engineering. 82
Canadian Pacific Railway. 82.
Diesel-electric locomotive for Southern Region. 82
Victorian Railways J class locomotives. 83-4. illustration, diagram (side elevation)
Giesl oblong ejector. 84.
Cours d'exploitation des chemins des fer. Ulysse Lamaille. Paris:
Studies in railway working. Second edition. Covers train and locomotive resistance, and motive power withn emphasis on French and Belgian practice.
Mr. W.N. Pellow, M.I.Mech.E., M.I.Loco. E. 84
Retirement after more than fifty years service: Assistsnt Locomotive, Carriage & Wagon Engineer at Wolverhampton, Assistant to the Locomotive Running Superintendent and Outdoor Assistant to the C.M.E. (Collett); Divisional Carriage & Wagon Superintendent at Bristol, then Old Oak Common. Latterly Chief of Motive Power on Western Region.
Mr N.R. Peach, A.M.I.Loco.E. 84
District Motive Power Superintendent, Crewe from 1 May 1954: formerly in Assistant position.
"Popular Carriage". 84
Scholes, Curator to British Transport Commission had assembled an exhibition of model road and railway carriages in the shareholders' room at Euston Station including an actual omnibus operated by the Kent & East Sussex Railway.
Woolwich Arsenal. 84
Hunslet Engine Co. Ltd supplied a B-B type diesel mechanical locomotive to work on 18 inch gauge system: repeat order of a type supplied in 1934.
E.M. Bywell, aged 80: editor of former North Eastern Railway Magazine and first curator of York Railway Museum from 1922.
Number 743 (July 1954)
Time changes all. 103
Attitudes to railway travel especially in USA and call for road improvements in UK. Partly driven by booklet produced by American Car & Foundry Co: How to travel by train published to encourage rail travel
Rhodesian Railways. 103
Had taken delivery of 4-8-4 locomotives with condensing tenders from Henschel & Co. similar to locomotives supplied to South African Railways by North British Locomotive Co. and Henschel
300 h.p. diesel-hydraulic shunting locomotive. 104-5. illustration,
Supplied to Shelton Iron, Steel and Coal Co. of Stoke by North British Locomotive Co: 0-4-0 with Voith North British hydraulic transmission capable of haulage on 1 in 44 gradient.
F.J.G. Haut. New Swiss mountain rail coach. 105. 2 illustrations
St Gallen to Mühlech Railway which had been converted from cable haulage using counterr-balance system to Riggenback rack system. Coach built by SLM of Winterthur in co-operation with Brown Boveri: railway had gradient of 1 in 4.5, 1.2 m gauge and cars accommodated 68 passengers.
Westinghouse Brake & Signal Co. Ltd. 105
In conjuction with Bellamy & Lambie formed Westinghouse Brake & Signal Company SA (Pty) in Johannesburg with A.R. Walwyn from Bellamy & Lambie (Managing Director) and M.W. Shorter (MD of Westinghouse in England) and N.V. Davies and J. Pryce as directors
S. Ellingworth. The locomotives of Imperial Chemical Industries Ltd.
106-8. 2 illustrations, diagram
The Alkali Division did not number its locomotives and only used names. The Metals Division at the Kynoch Works in Witton had two unusual locomotives. No. 3 was a very squat outside cylinder 0-4-0T which had been a crane locomotive. It had 14 x 22in cylinders, 3ft 5in wheels and 160 psi boiler pressure. No. 4 was a Ramsbottom inside-cylinder 0-4-0ST: it had been LNWR running numbers 1439 then 1988 and was No. 3042 when sold in 1919. It had a cylindrical firebox (diagram), 14 x 20in cylinders and 4ft 1in coupled wheels. It was presented to the British Transport Commission in June. The Dyestuffs Division in Huddersfield used a fireless locomotive built by Hawthorn Leslie & Co in 1930. It had 17 x 16in cylinders activated by Walschaerts valve gear. Diesel traction was used at Winnington Works and at the Nobel Division at Ardeer where explosives were manufactured. There was a 2ft 6in gauge system employing Ruston-Horsby 27 hp locomotives with clutches and gearboxes. The standard gauge lines used North British Locomotive Co. locomotives with Voith hydraulic transmission. The new Wilton plant would use diesel locomtives.
Dining cars for the Argentine. 108-9 2 illustrations, diagram
(side & front elevations, sections & plan)
Built by Werkspoor J.J. Beijnes Carriage & Wagon Works at Beverwijk in Holland
1,000 H.P. diesel-electric locomotives for Brazil. 110-11. 2
A1A-A1A built by English Electric for metre gauge railways from Recife to Afogadas de Ingazeira and to Maceio.
Italian locomotives with Fraanco-Crosti boilers. 113-14.
Bagnalls of Stafford. 115
Investment in its offices, including a larger drawing office and in its plant. A 450 ton Fielding & Platt flanging press had been installed to increase its boiler output. The wheel shop had acquired improved boring machines. Unionmelt submerged automatic welding had been installed. 0-6-0STs were being built for the National Coal Board. Boilers were being supplied to the Mauritius Government Railway and to the Jodhpur Railway. Four-wheeled and Bo-Bo diesel electric locomotives were being built for the Steel Company of Wales. Diesel mechanical locomotives were being supplied to the New Zealand Government Railways and to the Tasman Pulp & Paper Company.
New Hungarian railcars. 115.
Three-car diesel electric trains with Ganz-Jendrassie diesel engines and air conditioning and a dining car forming the central vehicle accommodated 128 passengers. They were known as Hargita and used on services between Budapest and Nyiregyháza. A unit had been sold to Czechoslovakia for use on Prague to Berlin services.
Diesel for Bolivia. 115
Sulzer of Switzerland supplied the Machacamarca-Uncia Railway with a C-C metre gauge diesel electric locomotive.
Coal-burning steam-turbine-electric locomotive.
116-117. illustration, diagram (side elevation).
Described as a 6-6-6-6, but C+C-C+C might be more suitable, was in effect a power station on wheels as it had a Babcock & Wilcox water tube boiler with a self-cleaning travelling chain grate which operated at 600 psi and 900°F. It was supplied to the Norfolk & Western Railway where C.E. Pond was General Superintendent of Motive Power, by Baldwin-Lima-Hamilton.
Electric Power Convention Traction. 118.
British Electrical Power Convention held in June paper by Sir George H. Nelson which referred to the Cock Report for potential for railway electrification in Britain.
B.R. new cafeteria-restaurant cars. 118
Cylinder fixing with shear strips. 119. 2 illustrations,
No. 46203 shown in photograph.
Updated 16 January 2014