Locomotive Magazine Volume 8
Weekly publication commenced
Number 85 (3 January 1903)
To our readers. 1
Happy New Year and going weekly
Scotch express picking-up water at Bushey, L.&N.W. Ry. 1
Photograph of double-headed express with much water spillage: Photograph by Gore Sellon.
To our readers. 1
Weekly publication started
London & North Western Railway. 1-2
Retirement of F.W. Webb
New engines, Great Central Railway. 2-3. 2 illustrations.
4-6-0 Nos. 1067 express type built Neilson Reid and No. 1052 for freight
The locomotive history of the London, Chatham & Dover Ry. 3-4. illustrations
(photograph and drawing)
Martley 2-4-0 built Sharp Stewart WN 2331-4 and 0-4-4T built Neilson WN 1741-6.
The Great Eastern ultimatum. 5. diagram (side elevation)
Some locomotive experiments. 6-7.
Figures 50-5: dynamometers
The Cork & Macroom Direct Ry. 8-9. 2 illustrations.
5ft 3in gauge 2-4-0T
Recent modifications on North Eastern engines. 10-11. 2 illustrations.
2-4-0 converted to 4-4-0: No. 328 shown and 6ft 8in 4-4-0 No. 115 removing Joy valve gear
Llanelly and Mynydd Mawr Railway tank locomotive. 11. illustration
Avonside 0-6-0T: leading axles fitted with Cortazzi Traverse axlebox. 4ft 8in coupled wheels, 17 x 24in cylinders, 941ft2 total heating surface, 16.5ft2 grate area and 160 psi boiler pressure
Railway carriage & wagon construction. 17-18
New cars for the Underground Ry. 18. diagram
Number 86 (10 January 1903)
Miniature railway, I. of Man. 22/ 2 illustrations
Groundle Glen Railway Isle of Man: 2-ft gauge with Bagnall tank engine named Sea Lion
Old North British engines. 24-5
No. 1009 ot the North British Ry. represents a once numerous but now practically extinct type of passenger engine, being to the best of our knowledge the last 6-ft. single tender engine at work in Britain. Originally built at St. Margaret's Works of the N.B.R. in 1863 for the express passenger traffic between Edinburgh and Berwick, and Edinburgh, Perth and Dundee, she was numbered 55, and had the reputation in the 1860s and early 1870s of being the fastest engine on the N.B.R. In course of time, becoming too light for main line express work, No. 55 was sent to Perth and ran regularly between that city and Ladybank Junction until the opening of the Forth Bridge in 1890, when on the re-arrangement of the traffic she was sent to Stirling, and has for the last twelve years worked on the Stirling and Dunfermline, and Forth and Clyde Railways.
As originally designed, No. 55 was practically a Jenny Lind, and had neither dome nor cab. A spring safety valve encased in an elaborate vase-shaped brass casing was above the firebox, while a weather board without sides was the sole protection for the men. The dimensions of the original boiler had been lost, beyond that it was 10-ft. 4-in. in length, 4-ft. in diameter, and pressed to 130 psi.
In 1894 No, 55 became 55A, but on being reboilered by Holmes in 1897 was again renumbered 809, and again in 1900 No. 1009. The boiler provided by Holmes was not a new one, but one taken from an engine rebuilt by Drummond in 1877 and then broken up. This explains the misleading inscription on the builders' plate "Cowlairs Works, 1877"- the date applying to the boiler only, and having nothing to do with the construction or reconstruction of the engine. This new boiler had a barrel 10-ft, long and 4ft. diam., and contained 154 tubes 1¾ diam.; pressure 140 psi. Heating surface: tubes 732 ft2., firebox 83 ft2, total 815 ft2.; grate area 16 ft2. Cylinders 16-in. by 20-in. Driving wheels 6-ft. 1-in., leading wheels 4-ft. 6-in . trailing wheels 3-ft.9-in. The tender shown in the illustration was not the original one.
Second illustration shows another of the numerous types of engines the North British Railway possessed. It had four wheels having a diameter of 5-ft. 3-in., the inside cylinders being 15-in. diameter with a 24-in. stroke. The boiler worked at a pressure of 120 psi, and had a heating surface of 831.5 ft2. The engine weighed in working order 22 tons 7 cwt. The various features of the engine are illustrative of the changes it has undergone from time to time as the engine required repairing during the various locomotive superlntendents' regimes. This engine as shown, No. 811, worked the Elliott Junction and Carmyllie branch of the Dundee and Arbroath Joint Ry. for many years. The early standard four-wheeled tender was coupled to the engine. This 0-4-0 type of tender engine is almost unique on our railways at the present time, there being but few other instances of its use. See also page 67 See also page 428.
Glasgow and South Western. 25
Great improvements at their locomotive works, Kilmarnock: the provision of new overhead cranes in the erecting shop being found necessary to deal with the heavy six- coupled bogie engines now being built for the company. Several of Smellie's six-coupled goods are being rebuilt with boilers having domes, but the original chimney has been retained.
Great Western Ry. 25
The order for Mogul goods had been completed, the numbers being 2661-2680, all of which, except the first, had telescopic taper boilers. The following engines had been supplied with boilers having Belpaire fireboxes: Nos, 3330 Hotspur, 3392 Badminton, four-coupled express engines, No. 1117 7-ft. non-bogie single, and Nos. 371, 394, 707, 1098, 2357, 2448, 2505, 2514, six-coupled goods engines. Further engines of the Camel class were being built at Swindon, the first one out being No. 3413 Edward VII. No, 100 six-coupled bogie engine had been re-named William Dean. Great Eastern Ry. 25
Nos. 1200-1204 new six-coupled goods engines were out, the tenders being partially fitted with the water pick up apparatus. It is intended to lay water troughs down at Whittlesford and Brandon, the former being chiefly for the fast coal trains from March. South Eastern and Chatham Ry. 25
More Wainwright goods engines were being built, and Nos, 90 and 253 were now running in the engines previously bearing these numbers having been placed on the duplicate list.
British locomotives. 25
Although the home railways were not placing many orders for engines, foreign and colonial contracts should keep some of the leading British locomotive builders employed for sometime. In November the Japanese Government accepted the tender of a Glasgow firm for 30 locomotives, and last week a South African order for 60 engines went to another Glasgow house. Twelve locomotives have just been ordered in Leeds for the Cape. Besides this contract, the tenders of firms in Leeds have been accepted for a number of single engines on home, colonial, and foreign account.
London and North Western Ry. 25
Further ten four-cylinder eight-coupled goods engines had been built, numbered 2566-2570, 1044, 1047, 1051, 1055 and 1061, the Crewe numbers being 4275-4284. Of a further order for ten, the first five were numbered, 1064, 1065, 1066, 1070, 1088, the Crewe numbers being 4295-4299 inclusive.
Early Stockton & Darlington locomotives. 28-9
Continued from Vol. 7 p. 185: Bury Huddersfield and 2-2-2 Meteor
The history of the London & South Western locomotives. 29-30. illustration
The Manchester & Milford Ry. 30-2. 3
Line which became the railway which linked Aberystwyth with Carmarthen serving the theologiical college at Lampeter en route. 0-6-0 General Wood, 2-4-2T Plynlimmon and 0-6-0 Aberystwyth illustrated. Full list of locomotives and their origins
The carriage and wagon department 34
Construction of wooden carriage wheels. 34-6. 4 diagrams
Number 87 (17 January 1903)
Singular railway accident at Carlisle. 37-8. illustration
Shunting accident at Denton Holme goods yard on Glasgow & South Western Railway on 24 December 1902 involving derailment on bridge of Stirling 0-6-0 No. 100A built in 1867.
Shunting locomotive for the Liverpool Overhead Ry. 38. illustration
Kitson light weight 0-4-0 with 8 by 12 inch cylinders, 3ft coupled wheels, 6.4 ft2 grate area and 159.5 ft2 total heating surface: weight just in excess 10 tons.
Locomotives in 1902, 39-40. illustration
Great Eastern Ry. 40
Decapod ran trial trip from Stratford to Romford on 11 January. To six-wheel tram locomotives under construction at Stratford. Ten more 4-4-0 passenger engines to be rebuilt with larger Belpaire boilers.
Number 88 (24 January 1903)
Rebuilt condensing tank locomotive G.N.R. 55. . illustration
Stirling 0-4-4T No. 766 rebuilt with domed boiler. Ten new 0-8-0 about to enter service (Nos. 412-421), also ten 990 class (4-4-2) under construction
Canadian Pacific Railway under consrution at Neilson, Reid & Co.
All fittings being sent from Canada, but boilers being built in Glasgow
Locomotives in 1902. 56-7.
Higher boiler pressures (up to 200 psi); No. 271 the four-cylinder simple Ivatt large Atlantic, the Holden Claud Hamiloton 4-4-0 for the Great Eastern and the Dean Atbara 4-4-0 for the Great Western. High speed running was noted on the Midland between Appleby and Carlisle, the North Eastern between Darlington and York, between Manchester and Liverpool on the LYR and between Grantham and King's Cross.
Wheatley saddle tank locomotives. 57
Originally built in 1874: being rebuilt by NBR
The old Paris & Limours Ry. 57-8. 2 illustrations,
Broader gauge (1.75 m); flanged wheels ran loose on their axles and extra guide wheels were set obliquely inside framing. Very sharp curves near Sceaux. Subsequently, "normal 2-4-2T used. M.V. Forquenot was in charge of locomotives
The Scotch locomotive works. 59-61. 2 illustrations
Then pending amalgamation of Neilson, Reid & Co.with Sharp, Stewart and Dubs: this part is concerned with the Hyde Park Works built up by James Reid and his four sons.
Railway amalgamation. 61
Rumours of Mtropolitan and Metropoltan District due to electrification!
Early Stockton & Darlington locomotives. 61-2. illustration
Further information about Shildon (large boiler, small grate, double tender); No. 35 Commerce (16 x 24in cylinders; large boiler/small grate 80 psi working pressure); Priam (coupled wheels 5ft diameter; 95 psi boiler pressure; 15 x 22in cylinders). Photograph of NER No. 1058 formerly Woodlands
Metallic packing for locomotives. 62-3. diagram
The locomotive history of the London, Chatham & Dover Ry. 65-6
Railway notes. 67
Midland Ry. 67
Ten more Belpaire bogie express engines of the No. 2781 class were on order at the Derby shops, and the remaining three compound express engines, Nos. 2633-2635, would shortly be completed. Many of the double framed goods engines of Kirtley's design are being supplied with new cylinders 18-in. by 24-in. in place of the old 17-in. by 24-in. All .boilers for goods engines would in future carry a working steam pressure of 160 lpsi.
A new station was being built at Nottingham, six additional pairs of rails had been laid through, making ten in all, the three main platforms being increased to six with a total length of over 1,000 feet. In general arrangement the buildings will be similar to the Company's station at Leicester.
North Staffordshire Railway. 67
Seven eight-wheeled radial side tank goods engines, with six coupled drivers (0-6-2T) were being constructed for the line by the Vulcan Foundry Co. The coupled wheels were to be 5-ft. diameter, and the cylinders 18½-in. by 26-in.
Piston valves on the Eastern of France Ry. 67
Pelletier, of the Chemin de fer de I'Est, provided results obtained in connection with the use of cylindrical slide valves on four-cylinder compound locomotives on that railway. The reasons which led to the employment of this type of valve, the nature of the arrangements adopted and the actual results obtained are stated. He claimed the indicator diagrams have considerably improved with engines fitted in the manner described, that the mechanical effect is in every way satisfactory, and that the saving of fuel has proved to be fully 10 per cent. This saving is based upon figures furnished during actual running, and quite apart from theoretical calculations. Cylindrical valves are said to be advantageous chiefly because they make it possible to greatly increase the number of revolutions per minute in compound locomotives, thus facilitating the attainment of higher speeds, whilst reducing the diameter of the driving wheels.
London and North Western Railway. 67
The King Edward VII. class wee having their H.P. cylinders reduced in diameter to 15-in., and the boiler pressure is being lowered to I75 lbs. per square inch. Five new eight coupled compound goods were running, numbered 1091; 1094,1190, 1222 and 1223, the Crewe numbers being 4300-4304, which completed the order. So successful have these engines been that eighty more were to be constructed. Ten four cylinder compound passenger engines were in hand.
North British Railway. 67
Referring to the description of N. B. R. No. 811 given in our issue for 10 January this engine has lately been rebuilt a third time, as has also No. 810 of a similar type. Both have domes now and standard N.B.R. chimneys and work between Alloa and Alloa Harbour. Their original numbers were 357 and 358, afterwards 357A and 358A, then 810 and 811, and now 1010 and 1011.
Bengal & North Western Ry. 67
Order of 30 locomotives for the Bengal & North Western Ry. had been completed at Hyde Park Locomotive Works. They were special class engines and had 6-coupled wheels 4-ft. diameter and a leading four-wheeled bogie (4-6-0). These engines are similar to a previous order executed for the same railway company, the only difference being that the engines are fitted with the Walschaerts valve gear.
New Year's card from Italy. 67. illustration
Sent from Luigui Bonavia in Rome: shows 4-4-0 hauling an express
The history of the London & South Western
locomotives. 68-9. illustration
Expansion of the railway. Photograph of Bodmin & Wadebridge Railway.
Number 89 (31 January 1903)
Bogie passenger engines, North British Ry. 73-4.
D. Drummond design: Nos. 476-9 supplied by Neilson, Reid & Co.in 1877 and Nos. 486-93 built at Cowlairs Works in 1878. Rebuilt with slightly larger, higher presswure boilers.
North Eastern Railway. 74.
Announcement that Newcastle to Tynemouth line to be electrified with electricity supplied from power station at Wallsend. British Thomas Houston to supply equipment.
The vacuum brake and frost. 75.
The locomotives of the G.E.R. 75-6. 3 diagrams (side
Kitson & Co. supplied a long boiler 0-6-0 in 1846 to the Eastern Counties Railway: not illustrated. This had 15 x 24in. cylinders and 4ft 9in diameter wheels. Robert Stephenson & Co. supplied WN 534/1846. It received running number 68 and was joined by Nos, 69 and 70. No. 69 received valve gear designed by John Hunter. Two of the locomotives were rebuilt by Sinclair, but No. 70 onle received modifications
Comparisons on the lives of locomotives. 76.
Wilson Worsdell l;ecture in Newcastle-on-Tyne on the life of British (25 years and about 700,000 miles) and American passenger locomotives (16 years and about 2 million miles).
The Scotch locomotive works. 77-9. 2 illustrations.
Neilson, Reid & Co. Hyde Park Works in Glasgow noted that the erecting shop was well equipped with overhead cranes and was well lit. It was particularly concerned with the machine tools installed there including ones built by the locomotive manufacturer.
Locomotives in 1902. 79-81.
Noted long non-stop runs: by Atbara class locomotive hauling Royal Train from Paddington to Kingswear and from Plymouth to Paddington; and by the LNWR from Euston to Holyhead when transporting the Earl of Dudley, Viceroy of Ireland.. Intermediate or mixed traffic locomotives were introduced by the GER, GNR and LSWR. A new valve gear was introduced on the GNR for both passenger and goods engins. (KPJ presumably balanced slide valves). The Webb four-cylinder compound 0-8-0s were hauling large loads on Crewe to London coalm trains: 920 tons up to Whitmore and 820 tons from Northampton to Willesden. The Caledonian and North Eastern Railway eight-coupled types were capable of handling 1000 ton loads. The Jones Goods 4-6-0 type on the Highland and Robinson 4-4-2T designs were mentioned. Brief notice waas paid to the du Bousquet compound tank engines used on Paris suburan services and the Dunalastair type 4-4-0s used in Belgium.
A little-known Devonshire locomotive. 81-2.
Devon Great Consols Ltd. was a major producer of arsenic and had an extensive railway system. Locomotives used on it were supplied by Thoams Spittle Ltd. Ada was working on it at time of publlication, but Hugo then working in South Wales is illustrated. They had 10 x 15in cylinders and 2ft 8in wheels. They were painted green.
Four-coupled bogie passenger engines, Highland Rly. 84. illustration
Jones Strath class 4-4-0 No. 94 Strathtay illustrated. Notes dark green livery.
Midland and Great Northern Joint Ry. 84
New express train leaving Yarmouth Beach at 09.15 and Norwich City at 09.40. M&GNJR locomotive worked through to Leicester Midland and returned on 14.50 return working.
Great Eastern Ry. 84
Latest 0-6-0 built at Stratford No, 1205
Number 90 (7 February 1903)
"Mogul" goods locomotives, Greast Western Ry. 91.
26XX No. 2674 ilustrated fitted with taper boiler and Belpaire firebox: Nos. 2662-2680. illustration
The B.G. locomotives of the Great Western Ry. 92-4. illustration, diagram (side elevation)
"Precursor" class London & North Western Ry. 94-5. 2 illustrations
2-4-0 with 5ft 6in coupled wheels and 17 x 24in cylinders built exclusiveley for Crewe to Carlisle section, but later rebuilt as 2-4-2Ts. Swansea to Craven Arms passenger trains were worked there and back within the day by these rebuilds
Some locomotive experiments. 96-7. 3 diagrams
Mechanism whereby the recording paper for a dynamometer could be adjusted to operate at a lower speed when on long runs thus limiting the paper output
Locomotives for the Lancashire & Yorkshire Ry. designed
by Mr. B. Wright. 97-8. illustration
4-4-0 design: eight were ordered from Sharp, Stewart & Co. WN 2910-2917. These had four-wheel tenders (unlike all subsequent which 6-wheel tenders). They had 17½ x 24iin cylinders snd 1054 ft2 total heating surface. These were delivered in 1880 and were followed by WN 2992-2999 and 3001-3008 in 1881. Twenty from Neilson followed WN 2877-2896. These enjoyed a green livery with black bands and white lining and the frames were brown. Ten further products WN 2892-2906 were fitted with Joy's valve gear. Twenty from Kitson were supplied in 1885: WN 2851-2871. Vulcan Founry supplied WN 1140-1159 in 1886, virtually identical to the previous lots and finally WN 1182-1197 which differed in having a longer wheelbase
New locomotiives for Japan. 98.
Order for 24 tank locomotives received by Beyer, Peacock & Co. in spite of severe German competition
Bogie passenger engine, Great Northern Ry. 99. illustration
Following the two previous classes Nos. 400 and 1321 of bogie [4-4-0] passenger engines for the Great Northern Railway, Ivatt built in 1898 ten numbered 1326-1335. They are similar to the previous five engines numbered 1321-1325, the raised footplate and extended smokebox being the chief external alterations. The engines had the following dimensions
Cylinders 17½ x 26in.
Coupled wheels--Diameter 6ft 7½ in.
Total Heating surface; 1249.8ft2
Grate area 20.8ft2
Working pressure 170 psi
Weight of engine in working order .. 47 tons 10 cwt.
No. 1331 was in 1902 fitted experimentally with Marshalls valve gear, which had since been re moved and the ordinary link motion substituted. These engines proved so successful that ten more were built in 1899, and a further 30 had been built, the whole class being numbered 1326-1340 and 1361-1395. These engines are employed chiefly on the main line, the tenders being fitted with water scoops.
Lancashire and Yorkshire Ry. 99
Another eight-coupled goods had been built at Horwich, and numbered 987. This engine replaces the 6-ft. bogie engine that was damaged beyond repair in the Todmorden accident on 5 November 1901.
The Crewe built express engines Nos. 460, 461 and 473, then used for official purposes only, had been fitted with new boilers (dimensions: given)
Midland Ry. 99.
Ten powerful goods engines were being built at Derby. The thirty Belpaire bogie engines were in regular working on the Manchester-London services and Scotch expresses; they are stationed at London, Leicester, Manchester, Leeds and Carlisle.
The Midland are about to experiment with an electrical signal frame in the neighbourhood of St. Pancras terminus.
A German built locomotive for a Russian Railway. 100, illustration
0-6-0 built by Hannoversche for the Brest-Grajewo Railway and transported from Hanover to the Russian frontier on temporary wheels and axles. Extraordinary machine with huge chimney and Kremlin like dome.
New Canadian locomotive works. 100
Locomotive and Machine Works of Montreal. President H.J. Hanly.
Railway notes. 101
London and North Western Ry. 101
Five new eight-coupled goods engines had been finished at Crewe, and numbered 1224 to 1228, the works numbers being 4305 to 4309 inclusive. The, first of the new four-cylinder compound engines of Alfred the Great class would shortly be running. An entirely new type of passenger engine was in preparation at Crewe, having six-coupled wheels and a leading bogie. They were to be four-cylinder compounds, the boilers and cylinders being similar to those of the Alfred the Great class.
Great Northern Ry. 101
Experiments were being made with No. 271, running between Doncaster, Lincoln and Boston.
London, Brighton, and South Coast Ry. 101
Two more 5-ft. 6-in. six-coupled radial tank engines had been built at Brighton, numbered and named 571 Hickstead and 572 Farncombe."
New locomotive superintendent. 101
Jas. Tyrrell had been appointed locomotive superintendent of the Midland and South Western Junction Railway, with headquarters at Cirencester. Tyrrell was formerly with the Great Western Railway. .
Scotch Locomotive Combine. 101
It was proposed to call the combination of Scotch locomotive builders the British Locomotive Company.
New South American locos. 101
The Buenos Ayres Great Southern Ry. were having a number of powerful compound Consolidation type locomotives (2-8-0) built at the works of Beyer, Peacock & Co., Manchester; tol be compounded on the Worsdell and von Borries two-cylinder system, and two of them to be fitted as an experiment with piston valves. The engines had been designed by R. Gould, the locomotive superintendent, and' would. be the first Consolidation locomotives built for the 5-ft. 6-in. gauge. Belpaire fireboxes were to be provided; the tenders run on two four-wheeled bogies.
Accident on the Central Railroad of New Jersey. 101. 2 illustrations
A lamentable catastrophe happened on the above railway on Tuesday, 27 January. It apparently befell the Philadelphia express leaving Jersey City at 18.11. (New York by ferry 18.00). This train, one of the fastest between the two cities, was timed to run over the Bound Brook route to the Market Street terminus, Philadelphia, a distance of 89½ miles, in 109 minutes. A passenger tram stoppmg at different stations and bound for Easton precedes the express over the main line as far as Bound Brook Junction, and was on this occasion, by report. delayed at Plainfield by a hot axlebox. Here it was overtaken by the express, with the disastrous results recorded in the daily papers, The photograph reproduced above shows one of these trains (P. & R. Rd.) leaving the terminus at Jersey City, and that below represents the station at Plainfield, where the collision occurred. It will be remembered that the famous Baldwin single wheeler brought to this country in 1881, and illustrated in our first volume, page 54, was originally constructed for running over the Bound Brook route. We are indebted to Captain P. E. Vaughan for the above photo illustrations.
A French suburban engine. 102. illustration
0-6-0T designed by Clerault for Chemins de fer de l'Ouest and built by Fives-Lille: designed for steep gradients on St. Lazare to St. Germain via Pecq line.
The Atlas Locomotive Works, Bristol (Messrs. Peckett & Sons). 103-5. . 2 illustrations.
Valves and valve gearing. 3rd edition. Charles
Hurst. London: Charles Griffin & Co.
Slide valves, Corliss valves and Zeuner's values
(mainly very brief questions and answers)
Several NER locomotives fitted with Younghusband valve gear.
Number 91 (14 February 1903)
Electrification of the Mersey Railway. 110-12. 2 illustrations
0-6-4T No. 1 and 2-6-2T illustrated
Heavy tank locomotives, N.Y.C. & H.R.R. 112. illustration
New York Central & Hudson River Railroad 2-6-4T
The history of the London & South Western locomotives, 120-2. 5 illustrations (line drawings)
Number 92 (21 February 1903)
The locomotive history of the London, Chatham & Dover Ry. 128-30
Firing a large locomotive. 132-3. 2 diagrams
Rebuilt goods engines, Great Central Railway. 134-5. 2 illustrations
Sacre 0-6-0 (No. 216 illustrated) rebuilt with new boiler and cab by Robinson (No. 219 illustrated).
Midland Ry. 135.
The thirty Belpaire expess engines have been undergoing changes of location: 2606-2610 hitherto at Leeds had moved to Manchester to run between there and Leicester. Nos. 2781 and 2782 were stationed at Leicester. Nos. 2783-2790 were at Kentish Town these engines running through to Leeds. Nos 800-804, 810 and 811 were stationed at Carlisle, and Nos. 812-819 were at Leeds. The compoud engines Nos 2631 and 2632 were at Leeds and Carlisle respectively.
On the occasion of the intended visit of the King and Queen to Chatsworth Midland Railway engine No 165 was to have drawn the train from Blrmingham to Rowsley, No. 162 acting as the advance pilot: both Johnson's four-coupled bogies.
Grerat Central Ry. 135
R Stephenson & Co,. had received an order for eight six-coupled goods engines.
C.F. Dendy Marshall. The battle of the guages. 135-6.
Had acquired a copy of the Royal Commission report on the merits of the broad and narrow gauges published in 1845 which had been prompted by problems at the break of gauge at Gloucester, At that time there were 274 miles of broad gauge and 1900 miles of standard gauge. These articles record witness statements. John Braithwaite, chief engineer of the 5ft gauge Eastern Counties Railway had been guided by the space required for boiler room and the fear of locomotives becoming top heavy. The idea of this witness was not to increase the number of tubes, but to space them wider apart, in order to allow of better circulation of the water between them. The line was, before the date of the Commission, reduced to 4-ft. 8½-in. for the sake of uniformity with others. He thought that "if the thing were to be made de novo it might be made 5 feet, because it does give a little more room," but that the improvements which had come about in locomotives superseded "those little notions" about the addition of 3½ inches, and "for all purposes for which railways can be wanted, there is additional space to crowd in as much power, and more than can ever be commercially beneficial."
In reply to a question as to whether the 4-ft. 8½-in. width gave sufficient space for cleaning. oiling and repairing, he said that the space was ample, and complications had been so much reduced, that" a boy may now with facility clean an engine in an hour, which formerly would take a man a.day."
He favored outside cylinders, and said : "We began with 6-ft. 6-in. wheels. We found by drawing up our centre of gravity they were net so steady." He spoke of the "present absurd velocity," and anticipated a check being put to it before long. When asked if the outside cylinder had a more "yawning" motion than inside, he replied in the negative.
He believed engines were too long, and preferred the use of two shorter ones, mentioning that "the six-wheel coupled engine is now the fashion," and stated positively that there was more oscillation on the G.W.R. than on the narrow gauge Jines.
Mr. G.P. Bidder, engineer of the Norfolk and several other railways, introduced six-wheeled wagons, but found them unwieldly, and reverted to the four-wheeled pattern.
He objected to carriages with four people abreast, as he had to disturb those whom he had to pass, "when they have been making themselves very comfortable" ; "on the Birmingham and Grand Junction lines, the old- fashioned mail carriages, two abreast, are most sought after and most generally filled."
He preferred multiplication of trains to increase of speed, flatly declined to believe Mr. Gooch's evidence that the cost of locomotive power on narrow railways was double that on the G.W.R. He said, "At present we can produce a narrow engine evaporating the same amount of water as on the broad."
Great Western Ry. 136
More large goods locomotives, No, 2601 class were under construction at Swindon. The following old goods engines had been rebuilt and fitted with Belpaire fireboxes: Nos, 784, 930, 2357, 2422, 2429, 2493l· The names of the latest three new engines of the Camel class were fixed to cut out frames placed round the driving splashers, making the coupled wheels appear of larger diameter. The Swindon Nos. of these engines were 1970-1972 inclusive,
A serious accident was averted on the branch line from Newton Abbot to Kingswear last week. Round this part of the coast the railway skirts the seashore very closely, and in fact on the main line from Dawlish to Teignmouth the line is next the sea. On the day in question it was noticed that the sea had so far encroached as to endanger the line, and consequently a look-out man was posted to detect any likely trouble. The 10.25 night train from Kingswear passed safely over the spot that shortly after completely disappeared leaving a yawning abyss. A train was almost due from the opposite direction, but after encountering a series of misfortunes the man was enabled to stop this by means of fog signals, red lamp, etc. But for the conduct of this official a terrible disaster would probably have occurred.
Canadian Railways. 136-7. 2 illustrations
The Grand Trunk Rly. attemp to secure a Trans-Continental route was being keenly watched by the Canadian Pacific Railway. Already one partially constructed line had been absorbedthe Great Northern of Canada by the Canadian Northern Railway, and now it was rumoured the latter is to be purchased by the Grand Trunk.
In addition to the new locomotives for the C.P. Ry. on order in Great Britain, several were to be constructed by the Toronto Foundry Co, Other lines are purchasing from the Canadian Locomotive Works at Ontario and firms in the United States. Considerable increase in traffic was expected during the year.
The Grand Trunk Ry. had some compounds built by the Baldwin Works, operating over the C.A. Ry., of which the locomotive superintendent, Mr. Ogilvie, had sent the fol1owing particulars: cylinders h.p., 14-in. diameter by 26-in. stroke; l.p., 24-in. diameter by 26-in. stroke; driving wheels 4-ft. 8-in. diameter; boiler 5-ft. diameter; working pressure 180 psi; total heating surface 2780 sq. ft.; weight of engine and tender in working order 115 tons.
The slide valves are of the piston type, this class of valve is gaining in popularity in Canada and we understand the C. P. Ry. are converting all their engines as they go into shops at Montreal.
The first reproduced photo shows No. 634 of the type mentioned in running order, whilst the second photo shows the engine after a mishap caused by running into a fall or rock on the track. It should be added that engines of the type illustrated were used on the heavy grain traffic for the Canada Atlantic Railway, which forms the shortest route from the great wheat fields of the North- West to the Atlantic Ocean. The corn is brought from Duluth, Fort WilIiam, Chicago, etc., by water to Parry Sound depot harbour, thence by Canada Atlantic Raiway to navigable ports connectmg with the Atlantic.
South Eastern & Chatham Ry. 137.
The first of Wainwright's bogie passenger engines from R. Stephenson & Co., No. 741, had arrived. Those of the same class being built by Dubs &; Co., of Glasgow, were well in hand.
South Indian Ry. 137
Neilson, Reid & Co. had completed four locomotives for the South Indian Ry. They were four-coupled engines with a leading bogie, the cylinders being 15-in. by 22-in, These engines numbered 210-213, the makers' numbers being 6319-6322.
The Central South African Railways. 137.
Experimenting with a locomotive fitted with Drummond's water-tube firebox. These trials being found satisfactory several more engines were building for the company were to be similarly provided, and the fire-boxes adapted for burning liquid fuel.
The Ethiopian Railway (Abyssinia). 137.
The postponement of the opening of the above railway had been ordered on account of the inability of the Emperor Menelik to attend at present. The line runs from Djiboutil on the coast of French Somaliland to Assar, and thence is to continue about 300 kilometres to Magdala, the capital of Abyssinia. It is constructed on the metre gauge by British capital. The locomotives have been built by. the Swiss Locomotive Works at Winterthur and are smart six-coupled engines of the Mogul type. They were fitted to burn oil fuel on the Holden system, and some exacting tests were made with the Lion, on the Appenzell Ry. in Switzerland, prior to its shipment to Abyssinia; another locomotive of this railway the Antelope was exhibited at the Paris Exhibition of 1900. The cylinders were 0.360 metres diameter, by 0.550 metres stroke, and the diameter of the driving wheels was 1.220 metres. The tender is very large and carried 10 m3 (2,200 galls.) of water, sufficient for long runs over desert country. The weights in running order of the engine are 29 tonnes and of the tender 35.5 tonnes.
Number 93 (28 February 1903)
New G.N.R. express engine. 145. illustration.
Large Atlantic No. 251: increase in boiler size as compared with No. 990: 5ft 6in diameter as compared with 4ft 9in.
An old L. & Y. Ry. locomotive. 146. illustration.
J. Winton supplied photograph: 2-2-0ST Bury type
C.F. Dendy Marshall. The battle of the gauges. 151
Conlinutd from pagt 136. W. Fernihough, locomotive superintendent, E.C.R., preferred outside cylinders "when judiciously constructed," but remarked that "it is very easy to make a bad engine with outside cylinders." He thought he could make an engine capable of going 70 miles an hour with a train, and considered five feet the ideal gauge. Mr. J. Hawkshaw uttered a sphinx-like remark in saying "the breadth of the gauge cannot in- crease the velocity; as an abstract question there would be greater velocity with no gauge at all:' He said repairs of outside cylinders were decidedly less than in the case of' inside, and that "we have found now that we have got to the extreme size and weight" in locomotives. According- to him, the cost of working on the G.W.R. was about rod. per mile, and on his railways, the Manchester and Bolton, etc., 6¾d.
Mr. Joseph Locke was the first to touch on the question of a mixed gauge. In his opinion the system ot adding one rail would be very dangerous; it would be necessary to have two, in order that the line of draft should be in the centre of the road. He thought it would be less expensive for the G.W.R. to change than "to mix," and pointed out dangers attendant on the project of having loose car bodies transferable from broad to narrow frames, and tnce versa. French dili- gencies, he said, were transferred from railway to loose wheels, and in a collision one was thrown off.
He referred to the partiality of the public to corner seats and next the window, and drew attention to the narrow gauge having advantages on curves. He said that the reason the 10-ft. driving wheels were abandoned on the G.W.R., was that there was a great difficulty in starting locomotives with such drivers, and then when they were started it was difficult to stop them.
Mr. J. E. M'Connell admitted the possibility of carrying narrow gauge wagons on broad gauge trucks, and mentioned the Clearing House system allowing stock to run through as if held in common. The' average weight of passenger engines he put at about 12½ tons.
He then adduced a somewhat far-fetched argument, that the axles of the narrow gauge engines were more likely to be sound than these of the broad gaugE', because they were smaller; and spoke of engines with 18-in. cylinders in course of construction.
Mr. Robert Stephenson was in favour of a 4-ft. 8½-in. gauge, and preferred two additional rails to one when "mixing." He pointed out that a feature of the change of gauge was that in transferring beasts, they must be allowed to graze in between, to settle their temper.
He was strongly in favour of long engines, and related the following anecdote: "On the Peterborough line, three or four miles of rail were laid down without leaving spaces for expansion; on the day of the opening, it came out a bright and . rather a hot day; the engineman saw the rails before him out of order; there was an arch made 3 feet high and about 50 feet long, in conse- quence ofthe expansion." He had no doubt that narrow gauge engines could be made to run asfast as those of the broad.
Mr. N. Wood spoke of the unsuccessful attempt to use telescopic axles to allow a differential . motion on curves. He thought that cc 60 miles an hour is the utmost limit that we can speculate upon; above that rate is beyond the limit of judicious travelling. If any desperate man should want to run at 100 miles an hour, he is more likely to do it on the broad gauge, but with an equal liability to break his neck." He considered that the advantage of a wide engine was entirely swallowed up by the increase in dead weight.
Mr. Wyndham Harding threw a somewhat curious side-light on the ideas of punctuality then in vogue by saying that he had known" two or three hours occupied in getting a restive horse into a truck. Very often the owner is .with the horse, and he is unwilling to let the train go unless the horse is in it."
It was suggested to him that the inconvenience of the change of vehicle in the case of private carriages, where a break of gauge occurred, might be remedied by allowing narrow trucks to be carried on broad ones; he referred the com- missioners to the strength of the lashings attach- ing a carriage to the wagon. "If the train were suddenly brought up by anything like a collision, there is no knowing where a private carriage would be found afterwards, and that danger would be increased if the narrow gauge railway truck and gentleman's carriage were perched on a broader railway truck."
He thought the three-rail system not applicable, except for a few miles -; among the objections to a double line between the broad gauge rails, he pointed out that where two lines leave two lines of the same gauge, there are six crossings : if the double gauge system is introduced , there would be 28. He had known a narrow engine move a load which a broad engine could not; he once saw a broad engine fall over an embankment, and in so doing turn a complete" somersault" in the air, afterwards falling into a house on its chimney.
On the broad gauge a truck weighing 4 tons 2 cwt. was employed for a gentleman's carriage; on the narrow, one of 3 tons did the same work; on the broad gauge seven fat beasts were carried in a truck weighing 4 tons 19 cwt.; on the narrow they took six animals in one of 3 tons 10 cwt.
Railway notes. 152.
North Eastern Ry. 152
No, 2003, Class S six-coupled bogie engine (4-6-0) had been fitted with Younghusband's patent valve gear. Of an order for ten new eight-coupled goods engines, Nos. 1682, 1684, 1685, 1694 and 1696 were running; the last mentioned was painted black with dark and light blue lines, and it presents a striking contrast with engines of the usual color. It is understood that should this experiment in painting prove satisfactory it will be adopted generally on all N.E.R. goods engines.
South Eastern & Chatham Ry. 152.
Four standard goods engines of Wainwright's design had been built at Longhedge, numbered 460, 461, 486 and 592. On the journey of the King and Queen to Well Hall, en route for Woolwich, No. 456, one of Stirling's later passenger engines, worked the train, which consisted of four bogie saloons.
Irish notes. 152.
The Dublin, Wicklow, and Wexford Railway had for many years been attempting to frustrate the inroads of the sea on their line between Bray Head and Newcastle, co. Wicklow. This section of the line skirted the seashore very closely, and the railway has been washed away several times. The company had decided to construct a new hne further inland, and a bill has been deposited in Parliament. Other portions of the line are to be similarly diverted. Two views show the close proximity of the sea;. photographs of Gtreystones station and of train on Bray Head, by Ormsby, of Dublin. Another bogie passenger locomotive similar to No. 129 Celtic had been built at the Broadstone Works of the Midland Great Western Railway, numbered and named 128 Adriatic, No. 102 Giant, six-coupled side tank, had been rebuilt with a new boiler, having a Belpaire firebox, and safety valves of the Ramsbottom type.
The purchase of the Belfast and Northern Counties Ry. by the Midland Ry. Co. had been ratified.
Lancs. & Yorks. Ry. 152
Nos. 1428-1431 were new eight-coupled goods engines built at the Horwich Works. Good progress was being made with the widening of the line between Bolton and Blackburn; and on the main line between Manchester and Rochdale another set of rails was being laid.
Number 94 (7 March 1903)
The locomotives of the G.E.R. 160-2.
Locomotives for the Lancashire & Yorkshire Ry. designed
by Mr. B. Wright. 164-5. 2 illustrations
0-6-0 goods engines were practically identical, but earlier locomotives had smaller boilers and slightly shorter frames. Eighteen were built by Sharp, Stewart & Co. in 1877 WN 2692-2697; 2702-2707; 2729-2734. The next fourteen were built by Kitson. Forty were built at Miles Platting in the company workshops. They had 17½ x 36in cylinders; 4ft 6in coupled wheels; 1061 ft2 total heating surface; 19 ft2 grate area and 140 psi working pressure. Later engines had slightly larger boilers: 1034.5ft2 total heating surface; 19.5ft2 grate area and working pressure 160 psi. Beyer, peacock built 50 in 1881 WN 1976-2025 and thirty more in 1887: WN 2831-2860. Vulcan Foundry built 25: WN 871-895 in 1880; and 20 in 1881 WN 969-988, and 20 in 1887 WN 1198-1217.
There were two clases of 0-4-4T. The first was built by Dubs, Kitson and Neilson in 1878 and 1879. Dubs WN 1150-1159/1878. The side tanks were very short, but there was a tank in the bunker. The bogie was of the Adams type, but without the rubber pad. They had 17½ x 36in cylinders; 5ft 8in coupled wheels; 1057 ft2 total heating surface; 17 ft2 grate area. Ten were built by Kitson: WN 1216-1225/1879 and a further ten from Neilson WN 2370-2379/1879.
The second class hardly differed: Sharp, Stewart suppled WN 3299-3338 in 1885-6.
Great Western Ry. 165
Camel class 4-4-0 Nos 3416 Bibby; 3417 C.G. Mott and 3418 Earl of Cork had been built at Swindon.
Refers to Nos. 2602-2605 as "six-coupled goods engines with leading pony trucks" and No. 33 as the first of the Mogul type and Nos 2622 , 2642, 2544, 2650 and 2652 as being fitted with taper boilers
Several six-coupled side tanks were being fitted with condensing apparatus for working to Smithfield: No. 633 being the first.
Railway notes. 166.
Gt. Central Ry. 166.
The G.C.R_ had in view of their greatly increasing traffic, placed several large orders for new engines. Kitson & Co. had secured an order for 33 heavy eight-coupled mineral engines of the 1052 class. Beyer, Peacock & Co. were to build 12 six-coupled bogie engines of the 106- class, three of which, we understand, were to have larger drivers for express traffic. The same firm will build 25 six-coupled standard goods, 973 class, and a further 15 ot this class have been ordered from the Vulcan Foundry Co Ltd. No. 1055, the first of the new ten-wheeled tanks, was ready, bearing the Vulcan Foundry Co. WN 1874. Five four-coupled bogie express passenger engines, Nos. 1038 to 1042 were expected from Sharp, Stewart & Co. Nos. 91 and 499 double framed goods engines ha been rebuilt with new boilers.
Bogie express engines Nos. 700, 857, 859 and 869 had been fitted with the Westinghouse brake for unning through trains onto the NER and GER.
Snowbound trains in Newfoundland. 166. illustration.
Severe snow storms blocked the railway between St. Johns and Millertown in February 1903. The illustration shows a train in snowfree conditions.
London & North Western Railway reform. 167, 2 illustrations.
The result of the agitation and revolt among the shareholders of the premier British railway has already had its influence with the future policy of the Board of Directors, and a deputation of officials hastily left Liverpool on Wednesday 25 April, for the United States, to look into details of railway working as practised there, and it is to be hoped they will benefit by the experience to be gained. In connection with one of the items of reform suggested, the substitution of larger wagons and heavier trains in the goods and mineral services for those now running, the annexed illustrations are of considerable interest. One shows the type of train that presumably the L. & N. W. R. directors at present consider desirable, whilst the second gives a representation of prevailing American ideas on the same subject. To analyse the pros. and cons. of the case would occupy considerable space, but the tabulated statements below summarises some of the chief features.
The conveyance of 2000 tons of coal in England by the L. & N. W. Ry. would require three trains, or 100 20-tons coal wagons, each train being hauled by a four-cylinder compound eight coupled locomotive of the following dimensions .Estimated cost of trains, including engines and tenders and brake vans £21,500 For the conveyance of 2000 tons of coal in the United States the B. & O. Ry. requires one train of 40 50-tons coal wagons, hauled by one four-cylinder compound eight-coupled locomotive .Estimated cost of train, including engine and tender and brake van £16,500
It is manifest that to make undertakings such as railways pay it is necessary to work the equipment to its utmost capacity, and in this respect the manner in which the L. & N.W.R. Co, throw their entire plant into unproductive idleness on Sundays is in striking contrast to the methods of more progressive managements, who study the convenience of the public as well as the profits of their shareholders.
German locomotive works. 168-9. 2 illustrations
The Krauss company of Munich and the Hanover Locomotive Works (Hannoversche Machinenbau AG). The latter initially manufactured stationary engines, but built locomotives from 1846. hundredth locomotive left the Hanover Works in 1857. In 1868, soon after the death of the founder Egestorff, the well-known contractor, Dr. Strousberg, took over the management and materially enlarged the works. so that in 1870 the five hundredth and in 1873 the thousandth locomotive was turned out.
C.F. Dendy Marshall. The battle of the gauges. 169.
Concluded fmm page 151. Captain J.M. Laws on the question of the stability of the narrow gauge,remarked that he had often seen first-class London & Birmingham carriages with a ton of luggage on the top. Mr. George Bodmer manufacturer of locomotive engines, believed in length for a boiler, and had found long narrow grates work better than broad ones; he would have liked 6-in. or 8-in. more, but considered it not worth the expense; this width he would have employed by making "cylindrical" instead of flat slide valves, "which I am doing now with outside cylinders."
Mr. Edward Bury also would have liked 6-in. or 8-in. more. One of his reasons was curious. "We are not obliged not to make any parts too weak. but we are obhged to work very accurately to dimensions;" Trials were made in the United States with wheels running loose on their axles, but they were abandoned.
Mr. John Gray, loco. supt. of the Brighton line, considered engines with outside cylinders had a greater tendency to leave the rail at high velocities, and did not care much about the centre of gravity; his ideal gauge would have been one from 5½-ft. to 6-ft. He said engines slipped more on rails with longitudinal than with cross sleepers.
Mr. Benj. Cubitt, loco. supt. to the" Croydon and South Eastern Ry,' preferred 5-ft. 3-in. for the gauge, and did not believe in very long vehicles.
Mr. William Cubitt's ideal was 6-ft., chiefly as .a means to lower the centre of gravity. "If I could," he said, "I would bring the engine as near the rails as possible, even if I passed the axles through it." He did not know of any speed in a straight Iine that would be dangerous to the public safety with a perfect railway. He went on to say that the driving wheels might be any height, "but you must have six or eight wheels to the engines, or if there were ten, it would not signify; it would perhaps be all the better. Two fours and a pair of drivers would be a very safe carriage."
Later, he expanded. this somewhat condensed description, by recommending the Bristol and Exeter type, namely, "what the Americans call a bogie carriage, before and behind, with four wheels each, and large driving wheels without flanges between." On being asked if the Great Western carriages were not considered more commodious, he admitted "they will hold more people, and you can stand upright in them, and so you can in some of the narrow gauge carriages now."
Mr. Richard Robertsobjected to "loose wheels" on account of their "liability to run off, and then to run wild when they are off."
Mr, Charles Vignoles would have liked 6-ft. wheels. and Mr. Isambard Kingdom Brunel would have preferred the gauge to be above rather than under 7-ft. He thought the spirit of emulation between the two systems would do more good to the public than uniformity.
He mentioned the construction of three engines with 10-ft. wheels, which totally failed in other respects, but not in consequence of the diameter.
In making the foregoing extracts, we have been guided chiefly by a desire to select the most interesting passages, the majority of which are, more or less, side issues to the main question. The great body of evidence was directed against the break of gauge, but the inconveniences of this are so obvious that we have extracted very little of the testimony bearing on this point .
An old locomotive driver. 169.
Henry James Robinson, who had died in New South Wales, had a record of over 50 years of railway service. He was born at Darlington, and at the age of 17 commenced working with the North Eastern Railway Company, whence he joined the Great Western Railway, subsequently leaving the old country for the Colonies, where for many years he was a "first grarle " driver. .
Great Northern Ry, 169
Ten more engines of the 990 class were being built at Doncaster, the works numbers following No. 251, which was 991. Several of the old six-wheeled tender frames were being used for 30 ton brake vans.
Number 95 (14 March 1903)
The G.E. Ry. "Decapod". 177. illustration + folding plate
Horse-worked railways. 178-9. 2 illustrations
The history of the London & South Western locomotives. 181-3. 4 illustrations (including 3 drawings)
Railway notes. 186
London and North Western Ry. 186
Ten more engines of the Alfred the Gireat class were under construction at Crewe, and the first two were out, numbered and named 1961 Alberrnarle and 1962 Aurora. The new six-coupled bogie passenger engine, was out of the shops, but had not yet run any trial trips. Nos. 1965, 1966, 1970, 1978-1981 and 1984 six-coupled tanks had been renumbered 3534-3541. One of the old Allan four-coupled tank engines, No. 3097, has been sold to the Fenton Colliery Company.
New terminal station at New York. 186
The New York Central Railway terminus is to be rebuilt, and the new station will be fronted with a large hotel having from 16 to 20 floors. This is being built as a set off against the huge station, which the Pennsylvania Co. will shortly construct in the city, on the completion of their tunnel under the river.
London and South Western Ry. 186. illustration
Engines of a large and powerful type for mixed traffic work were in hand at Nine Elms. We reproduce a photo of an accident that happened to one of Adams' 7-ft. coupled express engines, No. 684, when running with the up Bournemouth express. The mishap was due to the coupling rod breaking, and this made havoc of the splashers, cab side sheets, etc.
Midland Railway. 186
The danger of the practice of carrying luggage across the rails has more than once exemplified the necessity of providing subways for its transference from one platform to another. What might have proved as disastrous an accident as that which happened at Wellingborough, in October, 1898, was luckily averted last week at Sileby, when the down Manchester express ran into a hamper containing meat. The engine carried it for some distance, but fortunately, the line being free from points, etc., the obstruction was eventually pushed aside.
A lady's photo from Norway. 186. illustration
The original of our illustration below was taken by a lady, and shows a Baldwin Mogul goods engme working on one of the Norwegian railways. From this it will be seen interest in locomotives is not confined to the male sex.
Rock Island route. 186
This organisation secured control of the St. Louis & Pacific Ry., which practically makes it a Trans-continental system, with a mileage of over 14,000. At East Moline, Illinois, it is proposed to build the largest locomotive shops in the United States, some 900 acres of' land having been purchased for the purpose.
Great Eastern Ry. . 186-
Two saddle tank shunting engines being built at Stratford wouldl be numbered 230 and 231, the engines previously bearing those numbers having had a cypher prefixed.
Central African Rys. 186
The Vulcan Foundry Company, of Newton-le-Willows, in competition with foreign firms, have secured an order for twelve locomotives for this railway.
Old goods engines, North Eastern Ry. 185. illustration
Number 96 (21 March 1903)
New tank locomotives, North Eastern Ry. illusstration
Wilson Worsdell 0-6-2T intended for use in colliuery areas with heavy gradients. Similar to P class 0-6-0. Painted standard green
The locomotive history of the London, Chatham & Dover Ry. 192-3.
Locomotive chimneys. 194-5.
South Eastern Ry. passenger engines "259" class. 195-6 2 illustrations
Passenger locomotives, Waterford & Limerick Ry. 196-7
British locomotives in Japan. 198-9. 3 illustrations
Waterford and Limerick Railway passenger locomotives. 196
Dining car trains M. & G.W. Ry. (Ireland). 208. 4 illustrations
Midland & Great Western Ry. Six-wheeled bogies on dining car; remainder four-wheeled. Livery Royal blue lower panels; upper white. Train fitted with electric light. Heating was King's self-contained system on each coach.
Number 97 (28 March 1903)
London Brighton & South Coast Railway. 209.
No. 206 Smeaton illustrated: one of the four-coupled oil burning express locomotives running on the L.B. & S.C. Ry. Several engines had been fitted with the necessary apparatus, and some excellent running was being done on the services the engines were engaged on. The names and numbers of the locomotives already fitted, other than those given in our January 3rd issue, were No. 186 De la Warr, 202 Trevithick, 208 Abercorn, 573 Nutbourne and 574 Copthorne.
The widening of the line between Norwood Junction and Victoria was making rapid progress towards completion in many sections. The works commenced for widening the Grosvenor Road bridge, and some extensive operations were in progress under the train shed of the Victoria terminus, for the foundations of the large building to be erected there.
Great Southern and Western Ry. (Ireland). 209
Neilson, Reid & Co. had delivered to the G.S. & W.R. the first of an order for six four-coupled bogie passenger engines [4-4-0] of the same class as No. 301. These six engines numbered 309-314, the works' numbers being 6313-6318 inclusive. They had driving wheels 6-ft. 6-in. diameter, and cylinders 18½-in. diameter by 26-in. stroke.
Old express passenger engine, North Eastern Ry. 210. illustration
2-2-2 of Jenny Lind type built for York & North Midland Railway in 1847 by E.B. Wilson. Finally No. 1709, formerly No. 326. Latterly fitted with 6ft 3in driving wheels and 800ft2 total heating surface boiler.
New lubricator for locomotives. 214-15. illustration, diagram
Alex Friedmann of Vienna
The South Wales and Bristol Direct Railway. 215
Railway notes. 217
Mr W. Worsdell on American railroads. 217
Wilson Worsdell, Chief Mechanical Engineer of the North Eastern Railway speaking at Newcastle-on-Tyne, on Saturday, the 14 March., attributed the smooth running of American expresses to the mode of laying the track in the USA. He rode on the footplate of the celebrated Black Diamond express, and although travelling faster than 80 miles an hour, the engine ran so smoothly that he could have held a cup of water in his hand without spilling any. The American tracks were much preferable to the system adopted in Great Britain of using chairs to keep the rails in position. With the American roads there is less wear and tear on the locomotives, consequently they would be longer out of the shops between repairs. Worsdell was not at all impressed with the American sleeping cars, and announced that he had recently forwarded plans and drawings of the East Coast sleeping cars to America and he believed that before very long they would be adopted there. Commenting upon the passenger locomotives and a visit paid to the chief locomotive works at Altoona of the Pennsylvania Railroad, Worsdell remarked that he had recently designed, at Gateshead Works, a class ot twenty locomotives of the Atlantic type, the first of which he expected to be running in July. He did not think British mechani:al engineers need be ashamed of their locomotives as the Amencan engineers were allowed 10ft. 6-in. width for engines and cars, the British limit being 9:ft American engineers could build 16-ft. 6-in, the from the rail level to the top of chimney, but in this country they were restricted to 13-ft. The the North Eastern Railway, new engine he was building at Gateshead would have practlcally no chimney at all the only stack being in the smokebox.
South Eastern and Chatham Ry. 217. illustratiom
Messrs. R. Stephenson & Co., Darlington, had delivered another bogie engine, No. 743, the maker's number being 3085. Of an order for ten engines of the same design, Dubs & Co. had delivered the first two, numbered 75 and 92, the works numbers being 4335 and 4336 respectively. Our reproduction above is taken from a photograph of a typical South Eastern goods train, drawn by two Stirling standard 0-6-0s.
Lancashire and Yorkshire Ry. 217
At end of last half year (1902) the L. & Y. possessed 1,363 engines and 693 tenders, excluding those in the duplicate list, which consisted of 64 engines and 27 tenders. No. 702, one of the ten-wheeled express engines, has been fitted with a Davies & Metcalte's patent exhaust injector, and No. 700 of the same Class has been provided with a capuchon on the chimney, to drive the smoke and exhaust steam clear of the cab.
Obituary. [David Joy]. 218, portrait
Died 14 March 1903, aged of 78 years. His name is probably familiar with the majority of our readers in connection with his patent valve gear, adopted on many locomotives as well as marine engines. Joy's career had been one entirely devoted to engineering in all its branches, and besides the introduction of the valve gear he invented an automatic steam hammer and a hydraulic organ blower. In 1843 he joined the drawing office staff of Messrs. Sheppard & Todd, and worked out the drawings for the well-known "Gray" locomotive, this being the first engine fitted with expansion gear and a constant lead. It was while he held the position of secretary to the Barrow Shipbuilding Co. that the new valve gear was invented. This was in 1879, and about this date it was adopted on several L. & N.W.R'. engines by Webb. During the latter part of his career Joy practised as a consulting engineer in Westminster, and more recently in the City, and was up till the time of his death engaged on a system of "assisting cylinders," for which he obtained a patent in 1887. We might add that with the death of Mr. Joy there has departed one of our most esteemed and valued friends.
London & North Western Ry. 218,
New six-coupled bogie engine now running experimental trips was numbered 1400. Engines of this class intended for fast goods and fish traffic.
L. & S.W. Ry. special train. 218, illustration
On the return of Mr. Joseph Chamberlain from South Africa, the special train from Southhampton to Waterloo was drawn by one of Drumrnond's bogie passenger engines, No. 773, which was gaily dressed for the occasion, as shown in photograph. Train consisted of three saloons and two brake vans.
Great Northern Ry. 218,
Nos. 1386-1395 new 6-ft. 6-in. four-coupled bogie passenger engines, with 4-ft. 8-in. boilers, were running. A new type of tender was being introduced on the G.N.R., one special feature being the means adopted for allowing the coal to slide down to the footplate, thus minimising the work of the fireman. No. 1520, a ten-wheeled side tank, had been fitted with Marshall's valve gear.
[A small single tank locomotive]. 220-1
Page missing: appeared ton be a light minature railay of 2ft 3in gauge of amusement park type
Construction of carriage and wagon bogie. 224-6. 2 diagrams
Number 98 (4 April 1903)
Rebuilt goods locomotives, Great Western Railway. 227
Dean Goods 0-6-0 rebuilt with Belpaire boiler: No. 2322 illustrated
The locomotives of the G.E.R. 228-
Railway notes. 230
Midland Gt Western Ry, (Ireland). 230
The new bogie engine mentioned in our March 14 Issue was named Majestic not Adriatic as stated. Two mote of this class were to be built. No. 70 Ballinasloe a standard six-coupled goods engine, had been rebuilt with a new boiler, having a Belpaire firebox. The working pressure had been raised to 160 psi, the total heating surface being 1053 ft2. and the weight of engine in working order 40¼ tons. A new style of cab had also been provided. Three of the earliest engines built for this line had been withdrawn from service. They were single wheeled saddle-tank engines bearing the names Bee, Elf and Fairy, and have inside cylinders 11-in. by 15-in., boiler barrel 3-ft. diameter, working pressure 130 psi., total heating surface 395 ft2., driving wheels 5-ft. 1-in. diam., leading and trailing 5-ft. 7-in. diameter (KPJ clearly incorrect: probably transposed]. These engines which had been built many years were rebuilt in the present form in 1876. The Bee was"t being used to operate one of the Rue washing-out injectors and boiler testers, as described in the Locomotive Magazine, page 172, Vo1. VI.
New Portuguese locomotives. 230
The Portuguese State Railways, the South and South-eastern, have just placed an order with Mr. A. Borsig, of Berlin, for four six-coupled four-cylinder compound locomotives with large double bogie tenders. These engines are to be built to the standard gauge of 5-ft. 6-in., and will it is anticipated be ready for work in the autumn.
New York "Elevated" locomotives. 230
In consequence of the conversion of the Manhattan elevated railway of N ew York from steam to electric traction, a large number of the former locomotives have been disposed of and the reproduction above shows one after preparation for service on a Chinese railway.
Laboratory locomotive for the Cornell University, U.S.A. 230.
The authorities at the Sibley College had for many years instructed their students in the railway section by means of an annual trip on the locomotives of the Delaware, Lackawanna and Western Railroad. Various diagrams had been taken, and all other tests for speed, smokebox temperature, etc., recorded, the engines being prepared by the students themselves. To further the instruction in this direction the Baldwin Locomotive Works had offered to present to the college a new locomotive of the Vauclain, de Glehn type: a four-cylinder balanced compound with four-coupled wheels and a leading bogie. The engine will be stationary and is to be ready by the time the new testing machines are constructed. Such instruction, we venture to say, is the right course tor young engineers, and the introduction of such practice into this country would be a material benefit to all concerned.
Great Southern & Western Ry. 230
During the rough weather recently experienced in the west of Ireland, a portion of the G.S. & W. Ry. branch line from Gortatlea to Castle Island had been completely washed away, owing to the river Maine overflowing its banks.
Widening of the London, Tilbury & Southend Railway. 232-3. 2
Bromley to Barking. Illustration shows reconstruction of East Ham station. J.R. Robertson was the company engineer.
Locomotives for the Lancashire & Yorkshire Ry. designed
by Mr. B. Wright. 233-4. 2 illustrations
Sixty four 0-6-2T intended for freight amd passenger working, especially on steeply graded lines, such as Manchester to Oldham. Forty were built by Dubs WN 1631-1672 Twelve were supplied by Kitson WN 2322-2333 and 2369-2370. In 1879 Kitson supplied a further 12 with slightly modified dimensions. The final illustration is of an 0-6-0ST rebuilt from the 0-6-0 design
Great Southern & Western Ry. bogie tank engines. 234-5.
Coey 4-4-2T; one of which was shown at the Cork Exhibition: had 17 x 24in cylinders; 5ft 8¾in coupled wheels; 936 ft2 total heating surface; 17.5 ft2 grate area and 150 psi boiler pressure.
New destination indicators. 234. diagram
Mr. Stirling's engines on the South Eastern Railway. 236-8. illustration, table
Some locomotive experiments. 238-40. 7 diagrams
The locomotive engine and its development. Sixth
Edition. revised and enlarged. Clement E. Stretton. London: Crosby Lockwood
The appearance of a Sixth Edition of Stretton's Locomotive Engine and its Development attests at once the demand on the part of the public for a popular work upon the subject, and the success of the author.in dealing with it. In 1803 Trevithick, the "father of the locomotive," constructed his first engine, and in February, 1804, the trial was made on the Penydarran tram-road or plate wav, so that we are now rapidly approaching the centenary of the railway locomotive. All who are interested in its evolution will find much to attract and entertain in this volume, which cannot fail to be popular in a wider circle. containing as it does. in a condensed and readable form, a great deal of just the kind of information that so many people want. The author is well known in the railway world, and probably no one has a better knowledge of the history and development of the locomotive engine. He has made the subject his hobby and life-long study, and one result of his labours is seen in this extremely interesting book. Whilst the volume includes illustrations of the latest locomotive practice on some of our lines, we suggest that in future editions other important examples of recent construction may be introduced. The frontispiece is a good reproduction of one of the latest three-cylinder compound passenger engines on the Midland Railway, No. 2632. The price of the volume is very low, considering the information contained, 270 pages of matter and 128 illustrations.
Accident Bulletin No. 5, of the Interstate Commerce
Contains summaries of mishaps to trains, etc, during the months of July, August, and September, 1902. The total number of collisions was 1,434, and derailments 1,014, of which 51 and 92 respectively affected passenger trains. The particulars include one very serious accident to an excursion train, wherein 21 passengers were killed and 26 injured, and the cause of the mishap is reported as " undiscoverable," which to say the least, is unsatisfactory.
Holmes & Sons, 242
Railwaymen's tailors, of Buxton, have produced, in connection with their advertising. a circular, with an illustrated table of the new national code of engine headlights. Any of our readers can obtain a copy by addressing a postcard to the firm mentioned.
[Jenny Lind locomotives of the York and North Midland Railway].
John Kitching. 242
The order given to . E. B. Wilson & Co. was for ten engines. After the amalgamation of the line with the North Eastern Railway the numbers became 319 to 32S inclusive. The first two were delivered at York to the railway Company. without any name-plate. On the arrival of the next one (No. 321) the name Jenny Lind was attached below the dome cover and level with its base, on a brass plate with raised letters, on each side of the engine. It was from this circumstance, as you state, that the type ever afterwards was known as the Jenny Lind. It may also be of interest to mention that No. 211, of the York, Newcastle and Berwick Railway, was also a Jenny Lind.
Number 99 (11 April 1903)
Six-coupled goods engines Highland Ry. 245. illustratiion
The history of the London & South Western locomotives. 246-8. 4 illustrations (drawings)
An Austrian light locomotive. 250. illustration
Gölsdorf design built by Krauss Locomotive Works at Linz. Two cylinder compound 0-4-0 designed for oil firing on the Holden system and fitted with a steel sheet firebox lines with firebrick to reatin heat when the furl supply is cut off.
Early Stockton & Darlington locomotives. 254-5. 2 illustrations
Photographs of No. 191 Autumn and No. 174 Contractor
Domeless locomotives: a driver's experience. 255-6
Considered that the domeless type could carry a higher level of water. Further the claim for extra steam space within the dome was nullified by the presencee of the regulator vale. Better view of signals on domeless boilers. Prefered double-handled pull-out regulator.
No. 100 (18 April 1903)
Acceleration trails on the Great Eastern Ry. 259-61.
3 illustrations, diagram.
The first photograph shows the Decapod 0-10-0T working hard, the second the site of the trails near Chadwell Heath, the third and the diagram the recording apparatus. Priming caused problems, but the desired rate of acceleration was virtually achieved.
The locomotive history of the London, Chatham & Dover
Continued p. 332
The "Katy Flyer", Missouri, Kansas and Texas Ry. 265-6. 2 illustrations.
Missouri, Kansas & Texas Ry
Number 101 (25 April 1903)
Ten-wheeled express locomotive, Caledonian Ry. 277. illustration
4-6-0: No. 49 illustrated. 6ft 6in coupled wheels. 200 psi boiler pressure.
The Woodford to Ilford Loop Line, G.E.R. 278-9. 4 illustrations
Illustrations: work on Chigwell cutting; entrance to Chigwell Tunnel, bridge over River Roding; Barkingside station. Written just prior to opening of line to both goods and passenger traffic. Line had nineteen bridges. The engineers were E.A. Wilson, the resident engineer, E.A. Wilson, and C.J. Wills, The Great Eastern's engineer,.
3-cylinder tank locomotive, Berlin Metropolitan Railway. 279-80.
2-6-2T built Berlin Locomotive Co.
Railway notes. 280
Glasgow & South Western Ry. 280
The new slx-coupled bogie engines for the Glasgow-Carlisle road it was anticipated would be delivered next month. One of the standard four-coupled bogie engmes, No. 3, had been fitted with a "deflector" to the chimney.
Great Western Ry. 280
"We understand that this company is contemplating the adoption of electric traction on the branch line running between Whitland and Cardigan."
The dispute between the GWR and the Post Office, concerning the carriage of the Royal Mails, had resulted in the company being awarded £146,606 per annum for the service compared with the previous yearly payment of £125,000.
This company had under consideration the building of future tank engines and four-coupled expresses with outside cylinders. A new engine of the Atbara class, No. 3433, had been turned out at Swindon, WN 1993; fitted with a. taper boiler.
Great Northern Ry. 280.
Some of the American built locomotives on the G.N.R. were being used for working suburban trains between King's Cross, Enfield and Barnet, and photograph shows No. 1190 standing on a train at Wood Green. These locomotives drew loads 50% heavier than the tank engines usually working the traffic.
London, Brighton & South Coast Ry. 280
On Monday, 6 April 1903 an exceptional run was made with the 08.45 up Pullmars train from Brighton to London Bridge. Leaving the terminus 2 minutes late, the train, which consisted of an equivalent of 34½ "four-wheelers," weighing with passengers some 397 tons, arrived at London Bridge 2 minutes before time. The. engine hauling the train was No. 70 Holyrood, one of Billinton s bogie- express engines. A maximum effort of over 1,200. I.H.P. was recorded.
East Indian Railway locomotives. 281-2. 2 illustrations,
Corrections page 328
The Brampton Railway. 283-5. 2 illustrations, 2
diagrams (side elevations)
Earl of Carlisle's railway started at Brampton in Cumberland and ran south easterly towards Lambley to a junction with the Alston branch. Part of the line was worked as an inclined plane. Details of the locomotive stock.
Six-coupled passenger locomotive, Southern Ry., U.S.A. 285.
Baldwin Locomotive Works 4-6-0 with 21 x 28in cylinders, 6ft coupled wheels; 44ft2 grate area and 2533.01ft2 total heating surface
Midland Great Western Ry. 285
No. 63 Lion, 0-6-0, had been rebuilt with a 4ft 5in diameter boiler, Belpaire firebox, new cab and Ramsbottom safety valves. Fairy (see LM 4 April) had been sent to Sligo to moperate a Rue washing out injector. All engines going through shops had cabs with turned up roof replaced by a new one. The vacuum brake pipe previously close to smokebox moved to buffer beam.
The Bagdad Railway. 289-90. 2 illustrations, map
German capital for railway from Haidar Pacha towards Bagdad: the Anatolian Railway
Locomotives of the Antwerp-Ghent Railway.
286-9. 2 illustrations, 5 diagrams (including 2 side elevations)
The railway was originally constructed to the narrow gauge of 3ft 7in and the locomotives were constructed by Postula at the Renard Works in Brussels to the design of De Ridder. They were 2-2-2 saddle tanks with the cylinders locaterd beside the unusuaql firebox of the Bury type. Later locomotives were normal 2-4-0Ts by Société St. Leonard at Liége and these were capable of being converted to standard gauge.
London & North Western Ry. 290.
In railway circles the appointment of George Whale as successor to Webb in the capacity of chief mechanical engineer of the LNWR. He had a long experience in the .various departments of locomotive work, commencing as an apprentice under McConnell who was at that time the locomotive superintendent of the southern division with headquarters at Wolverton. By various stages he became superintendent of the northern division in 1877, and on the retirement of Mumford from the superintendency of the southern division in 1899, Whale was appointed head of the running department throughout the system. C.B. Bowen-Cooke, formerly assistant to Whale, has been appointed superintendent of the southern division and Tandy from Crewe took charge of the northern division.
New Welsh light railway. 290
Construction of the Tanat Valley light railway was nearing completion, and a trial trip had been made, when passengers were gratuitously carried in ballast wagons to Oswestry market. It is hardly credible that in the district through which this railway runs there should be many people who had never seen a locomotive. To accustom such a benighted people to railway travelling, it was the intention to run free trips until the line is officially opened.
American v. British rail-roading. 291.
Report by Lt.Col. H.A. Yorke on visit made to the USA in the Autumn of 1903 on behalf of Board of Trade. Smooth running on better track in USA, Inferior signalling safety in USA. Automatic couplers, continuous brakes and larger capacity wagons for freight trains in USA
Colours for locomotives: Great Western, S.E. & C.R. and Highland: dark green; G.N.R. light green; Caledonian and G,E.R. dark blue; LNWR and L&YR: black; Midland: crimson lake; North British:m dark brown, and Metropolitan: red brown.
Number 102 (2 May 1903)
Goods engines of the old Edinboro' & Glasgow Ry. 295-6.
Beyer Peacock 0-6-0 type built in 1859 and 1861, and furtther of same type as built at Cowlairs in 1864, See also p. 428.
The locomotives of the Great Eastern Ry. 296-8
Early examples of bogie engines. 303-4.
Mr Stirling's engines on the South Eastern Ry. 304-6.
New cars for the Mersey Railway. 312. illustration
Built by George F. Milnes & Co. of Castle Car Works, Hadley, Wellington. Fitted with Van Dorn couplers
G.E.R. 12-ton wagon. 312. illustration
Experimental steel underframe built at Temple Mills
Latest corridor coaches finished in a darker shade of chocolate.
Number 103 (9 May 1903)
Metropolitan District Railway electrification. 315-17.
Railway notes. 318.
Great Western Ry. 318.
Four more engines of the Atbara class with taper boilers were in service named 3434 City of Birmingham, 3435 City of Bristol, 3436 City of Chester, 3437 City of Gloucester, the works' numbers being 1994-1997. Illustration shows No. 3433 City of Bath.
All the goods engines as they went into the shops were rebuilt with Belpaire fireboxes. and Nos. 43, 777, 504, 1108, 1186 and 1196 had been so equipped. The contract had been let for the construction of the new line from Castle Cary to Langport, which would, when completed, considerably shorten the route to the West of England.
Great Northern Ry. 318
Nos. 884 and 897, two Stirling four-coupled passenger locomotives, had been rebuilt with new boilers, etc., but the old cabs remained unaltered. The first goods engines of Ivatt's design, Nos. 1091-1100, were having the brass safety valve casings removed and standard iron ones fitted; No. 400, four-coupled passenger engine had been similarly treated. The large boilered engine, No. 251, was in regular service, working heavy trains between Peterborough and Doncaster. On the occasion of the trial run of the train that is to convey the King and Queen to Edinburgh on 11 May, No. 263 hauled the train from London to Peterborough and No. 982 thence to York. The train consisted of three of the GWR royal saloons and five East Coast Joint Stock vehicles.
London Brighton and South Coast Ry. 318
Two new standard radial tank locomotives had been turned out from Brighton Works; Nos. 575 Westergate and 576 Brenchley." Nos. 300 Lyons, 303 Milan, 612 Hartington," and 76 Hailsham had been withdrawn from service, No, 612 was one of Stroudley's famous front-coupled express locomotives having 6ft. 6in. drivers. Nos. 300 and 303 were also Stroudley four-coupled in front mixed traffic engines with 5ft. 6in. wheels.
Furness Ry. 318
We regret to have to record the death, on the 29 March of Mr. Thomas Lord, district locomotive superintendent of the Furness Railway at Carnforth. Mr. Lord was 64 years of age, and had been in the employ of this railway company at Barrow-in-Furness and Carnforth for a period of upwards of 30 years.
Canadian Pacific Ry. 318
The locomotives being constructed for the C.P.R. by Neilson & Co. will all be delivered well within the contract time. The first one out was numbered 825.
London & North Western Ry. 318
Photograph shows one of the standard six coupled goods engines (Cauliflower type) fitted with a "capuchon" or deflector to the chimney. Photograph taken on the occasion of the working of a "football special" on 18 April to the Crystal Palace.
Early Stockton & Darlington locomotives. 321-2. illustration
Photograph of No. 93 Uranus
The Brecon & Merthyr Ry. 322-5
0-6-0ST No. 3 supplied by J. Fowler
Six-coupled radial tank engine, Bombay, Baroda & Central India Ry. 325.
0-6-2T constructed by German firm in 1901 with steam reversing gear of type formerly supplied by Vulcan Foundry
The history of the London & South Western locomotives. 326-8.
4 illustrations (2 photographs, 2 drawings)
Fig. 15 (photograph); Fig. 16 (drawing) 2-2-2 Tartar; Fig. 17 (drawing) and Fig. 18 (photograph): 2-4-0 Prince. The "Comet" was sold in December 1872, to the Hoylake Railway Co. (now Wirral Railway).
Another tank engine was built in 1852 at Nine Elms to replace No. 34 Crescent, which was broken up, and was named Osprey. This engine had driving and trailing wheels coupled of 5ft. .6in. diameter; outside cylinders of 15-in. -diameter with a stroke of 21-in. It was afterwards converted into a tender engine, and was 'fitted with Beattie's double firebox. It was broken up in December 1877.
In 1853, Beattie turned out some more of the coupled passenger engines similar to the Hercules previously described, the details then given standing also for these engines, so that no further particulars need now be given. These engines were named and numbered: 21 Prince. 32. Eclipse. 37. Arab.
Eclipse and Arab were broken up in June and December, 1880. respectively, and Prince in June, 1883: photograph of Prince Fig. 18.
ERRATA.-On page 247. The leading and trailing wheels of the six engines of the Rocklia class should read 4·ft., not 3·ft. 6·in. The engines of the Bison class were numbered 49 to 52, not 49 to 51, as misprinted
Referring to Messrs. RothweJl's engines, described on page 182, Python class, we tind that only the first ten engines delivered .had 4·ft. leading wheels, all the rest had both leading and trailing waeels 3·ft. 6·in. diameter.
The G.E.R. "Decapod". 328.
We have been officially informed that in a series of trials conducted on Sunday 26 April the large decapod, or ten-wheeled suburban locomotive, successfully attained the desired acceleration with the load it has been built .to haul when in service, reaching a speed of 30 miles per hour within the allotted period of 30 seconds. An illustrated description of the apparatus employed in making these acceleration trials was given in our 100th number, and in regard to this, Mr. Holden has written us the following :-
With reference to the article on the acceleration trials of the decapod engine in your issue of the 18April, I am sorry to see that, no doubt through an madvertence on the part of some of your own people you grve me the credit of designing the recording apparatus that we have used. Credit however, for this very satisfactory apparatus belongs not to me, but to Hollins, the telegraph superintendent.
[East Indian Railway locomotives]. L.W.
With reference to the article on the East Indian Railway locomotives, published in No. 101 of the Locomotive Magazine, I would point out several errors that have occurred therein, as follows;- The dimensions given of the tank engines are correct for engines Multum in Parvo, Fawn, and Snake, except that they had 6-ft. 6-in. driving wheels.
The tank engines Express and Fairy Queen were of smaller dimensions, as follows :-Cylinders, 12-in, by 20-in. stroke; diameter of driving wheels, 6-ft. 0-in,
The above five tank engines were never converted into tender engines, and the reproduced photo is one of the single mail engines of which the E.I.R. Co. had fifty in all, built by the Vulcan Foundry, Neilson & Co., and Beyer, Peacock & Co , in the years 1863 and 1864. The 'illustration shows one of the Vulcan Foundry engines.
These engines had 15-in. cylinders by 22-in. stroke, with 6-ft. 6-in. driving and 3-ft. 0-in, leading and trailing wheels.
Up to two years ago most of these engines had been condemned, but four of them had been fitted with new boilers of a larger type, and were kept for running the postal specials .in connection with the overland English mails, once a week each way. These were light trains, and the engines in their altered condition were well adapted for this service
Number 104 (16 May 1903)
Bogie tank locomotive, London & South Western
Ry. 331. illustration
Drummond 0-4-4T for fast suburban services with 18 x 26 inch cylinders and 5ft 7in coupled wheels, steam reversing gear and steam heating appartus and patent multiple steel steam pipes from regulator to cylinders; also sand boxes in smokebox. See also letter from G. Macallan on p. 397..
The locomotive history of the London, Chatham & Dover
Ry. 332-3. 2 illustrations
Continued from p. 264: between 1881 and 1888 Kirtley rebuilt with new boilers and cylinders and fitted air barkes to the goods 0-6-0 Acis class. Before this the Cudworth patent fireboxes were replaced by ordinary ones. The two 0-4-2 engines Corsair and Brigand were rebuilt with new boilers and cylinders in 1884 and 1890.
Exhaust injectors. 333
New six-coupleed mixed traffic locomotive, L. & N.W. Ry. 334.
Webb four-cylinder compound 4-6-0
The Sligo, Leitrim and Northern Counties Railway. 335-7.
G.W.R. compound locomtives. 337-8. illustration
William Dean 2-4-0 Nos. 7 and 8 of 1886 for standard and broad gauges. Boilers with 1256 ft2 total heating surface; 4-cylinder tandem compounds with 23 inch stroke and 15 inch and 23 inch diameters for high and low pressures.
A novel oil burner. 338. diagram
French design for long corrugated firebox boiler to burn oil fuel.
London & North Western Ry. 338.
Retirement of J.W. Emmett, Wagon Superintendent at Earlstown Works and transfer of H.D. Earl in his place from Works Manager at Crewe which enabled Trevithick to become Works Manager, Crewe.
Michael Reynolds. Engine failures. 338-40. 3 diagrams
Eight-coupled tank locomotive for Russia. 340. illustration
Berlin Locomotive Works for Russian Iron & Coal Co.
Railway notes. 341
Mishap in the U.S.A. 341
The recent railwav accident at Detroit draws attetion to the low platforms adopted on American railroads, which generally stand only a few inches above the level of the rails. The illustration given below shows an example of this apology for a platform, which is practically universal in the United States. The accident in question took place on 3 May 1903, when a party ot excursionists, mostly foreigners, were returning to Toledo. Whilst waiting for their train a large number of them walked on the track and at this moment a Grand Trunk express ran into the station at considerable speed, and before the line could be cleared seven people were killed and many injured.
Great Central Ry. 341
The first two ten-wheeled tank engines, 1055 class, of the eight being constructed at Gorton were numbered 171 and 178, taking the place of two old double-framed goods engines recently broken up. Nos. 553, 555, 557, 559 and 560, double-framed goods engines of Parker's first (1887-8) design, with 5-ft. 0-in. wheels and 17½-in. by 26-in. cylinders, had been rebuilt at Gorton. Most of these engines were working coal trains at Staveley. Nos. 313, 318 and 319, double-framed passenger engines, had also been rebuilt. Another of Sacre's single-framed goods engines, 281 class, No. 52, had been rebuilt as a saddle-tank engine, like Nos. 17, 22, etc., and No. 370, one of the old saddle tanks, had also received a new boiler, with new all-over cab, chimney and number plates, etc. Nos. 705 and 876, bogie express engines, had been fitted with the Westinghouse brake.
Great Northern Ry. 341,
Two new engines of the Atlantic type had been completed at Doncaster, numbered 252 and 253. All the engines of this pattern were now fitted with duplicate safety valves having four columns in place of those of the ordinary Ramsbottom type. Nos. 1390-1394, four-coupled passenger engines of the 1326 class, were also running. No. 236, one of Stirling's 7-ft. 7-in. single passenger engines, had been rebuilt with a new boiler, cab, etc. Two of the 6-ft. 6-in. passenger engines of Stirling design had been fitted with cross water tubes in the firebox and awee working between Leeds and Doncaster.
London & South Western Ry. 341
One of W.G. Beattie's six-coupled goods engines, No. 0373, built by Beyer, Peacock &, Co. in 1878, had been removed from service.
Great Western Ry. 341,
No. 3438 City of Hereford, was latest new engine of Atbara class built at Swindon, and was provided with a taper boiler. Nos. 3421-3427, of the Camel class were ready for the road; only the two last, however,were named: 3426 Walter Long and 3427 Sir Watkin Wynn.
A sample section of track with conducting rails had been put together at Westboume Park to illustrate the requirements of the new working of the Metropolitan Ry. and the joint lines.
The accompanying illustration shows one ot the series of well-known six-coupled engines which for some time were at work on the South Wales section of the line. They have recently been fitted with condensing arrangements and sent to London to work the suburban goods traffic through the Underground. Another series of the same class, on being converted to six- wheels coupled, were provided with saddle tanks in place of the original side tanks.
"Sutherland" class engines, Highland Ry. 343-3. illustration
Steam motor cars on railways. 344-5. 2
Combination of locomotive and carriage on Great Souther & Western Railway in Ireland with 10 by 18 inch cylinders and 3ft 6in coupled wheels (locomotive portion 0-6-0). Worked on Goratle and Castlee Island branch and then Fermoy and Mitchelstown branches. L&SWR steam railcar No. 1 illustrated on p. 345 with vertical boiler see also as rebuilt with locomotivee type boiler in Volume 9 p. 326
[Coal scuttle]. Archd Sturrock
Number 105 (23 May 1903)
The Earl of Carlisle's locomotives. 352
Line opened between Kirkhouse and Brampton on 13 July 1836, four days before Newcastle & Carlisle Railway opened section between Carlisle and Greenhead. On 13 July a train was drawn by Gilsland and Atlas hauling coal and returning with passengers. N&CR coach Emerald was borrowed for the event and James Thompson entertained. about 1000 people. Lord Carlisle's locomotives were also present at the opening of the N&CR together with Hawthorn's Samson and Stephenson's Hercules.
Steam motor cars for railways. 352
GWR to commence steam railcar sxervice from Gloucester to Chalfont, Stroud and Stonehouse. SECR to use stesam railcars on Sheppey Light Railway.
South Eastern & Chatham Ry. 352
Two Stirling 0-4-4T Nos. 180 and 319 rebuilt with domed boilers: No. 180 fitted with condeensing apparatus. 0-6-0 No. 106 rebuilt with domed boiler.
An early American .locomotive. 355
Railway notes. 356
Australian railway strike. 356
Following closely on the Dutch railway strike is one which has recently seriously inconvenienced traffic over the system of the Victorian Railways in the Australian Commonwealth. In July, 1902, differences arose, but a strike was averted by the promises of the Ministry, and also by the tact that the leaders were confident that-at some more convenient time, by acting in concert with the Trades' Hall party, a trade organisation of the Civil Service, they could secure the election to Parliament of representatives pledged to keep up the high rates of pay that were then in operation, and which have become a serious tax on the finances of the State. On the dissolution of the last Assembly, the Railway Service party were badly beaten, and their defeat led the men to decide to affiliate with the trades unionists of the Trades Hall. The Victoria Engine Drivers' and Firemen's Society, which claim to be the "aristocracy of labour," had previously no actual dealings with the Trades Hall, and this the latter very much resented. The prospect of co-operation was naturally objected to by the Government, as it is not likely to be conducive to their intended economical policy. . The men thereupon decided to strike, and as a consequence the traffic on the system has suffered considerable disorganisation. The Government, however, succeeded in running several trains, the line being guarded by military forces. They were determined to stand firm, as any leniency shown towards the strikers would tend to weaken the control by the State ot the national means of communication, and on the 15th inst. the strikers unconditionally gave way, accepted the position and returned to their duties.
London and North Western Ry. 356
Five new eight-coupled four-cylinder compound goods engines had been put into service, numbered 1245,1247,1248,1249 and 1271, the Crewe numbers being 4320-4324 inclusive. There were 100 of this type at work on the various sections of the Iine, and another ten were under construction, the first of which will be numbered 1272. A second engine of the 1400 class would shortly be out.
Great Eastern Ry. 356
No. 1861, a four-coupled bogie passenger engine, had been turned out at Stratford; one of a series with copper caps to the chimneys instead of brass, as hitherto. No. 730, one of Holden's first design of passenger engines, had been rebuilt with a large boiler having a Belpaire firebox similar to that of No. 769. These engines as rebuilt are being provided with water pick up tenders taken from engines withdrawn from service.
Great Western Ry. 356. illustration
No. 3425 Sir W. H. Wills was latest engine of the Camel class, and No. 3439 City of London was an addition of the Atbara class, recently built at Swindon. On the new Wootton Bassett and Patchway line there were 10 down and 7 up goods trains running. The difference in mileage with coal trains from Aberdare to Swindon is 25 miles less by this new line than by the former route, via Gloucester.
A neat numbering disc for shunting engines had been introduced on the G.W.Ry., and one is shown above in position. It is made of sheet iron, with a cast iron figure rivetted on; the body is painted black, and the raised figure white. These appear to be an improvement over the methods adopted of denoting and numbering shunters on many railways.
North British Ry. 356
N o. 317 the first of the new express engines on this line, is giving every satisfaction and is engaged running between Glasgow and Edinburgh, also Glasgow local workmen's trains., Of the 12 new engines there will be none stationed at Glasgow; but they will be divided between Aberdeen, Dundee Edinburgh, Berwick and Carlisle. Several engines of the 729 class were undergoing a thorough overhaul preparatory to the summer traffic.
Steam traversers. 357-8, 2 illustrations
Installed at Stratford carriage shops and originally worked by horse power but a former steam tram which had been at North Greenwich was employed. The other was employed at the Great Eastern Railway wagon works at Temple Mills and was supplied by Cowans Sheldon & Co. of Carlisle
Crewe built passenger engines for the Lancashire & Yorkshire
Ry. 358. illustration
Between 1871 and 1874 Crewe built 101 locomotives for the L&YR including ten 2-4-0 express passenger locomotives and 86 DX standard 0-6-0s. Raamsbottom L&YR 2-4-0 No. 458 illustrated
A run on a French compound. 359-60. illustration
Sauvage Oeust 4-6-0 run from Dieppe to Paris
Number 106 (30 May 1903)
The locomotives of the Great Eastern Railway. 368-70. 5 illustrations (drawings)
The Sligo, Leitrim and Northern Counties Railway. 371
A reminder of the broad gauge, G.W.R. 382
Number 107 (6 June 1903)
The Railway Collection at the Leicester Museum. 388-9.
Specimens of rail, includinmg Barlow type and early bullhead; mainly from Midland Railway and Great Central Railwazy.
An exploded locomotive boiler. 390. illustration.
Severe explosion at Alne on 28 March 1877: NER 0-6-0 No. 510: both footplate crew survived.
Steam carriages. 391. 2 illustrations.
Belgian State Railways: three axle vehicle: one of 15 built by A. Cabany of Malines with vertical boiler supplied from Boussu Works in 1877: one exhibted at Paris Exhibition. McDonnell steam railcar for Great Southern & Western Railway which incorporated an 0-4-0 with 5ft 8in coupled whdeels and 16 x 20 in cylinders.
Railway notes. 392
Motors v. railway trains. 392
The recent motor race from Paris to Madrid, which unfortunately was attended with serious loss of life, was demonstrative of some remarkable speeds. On-the section from Paris (Versailles) to Bordeaux, where the contest was prematurely finished by the intervention of the authorities, a speed of nearly 100 m.p.h. is reported to have been attained by one of the competitive cars. The distance is 342.7 miles, and the quickest time was 5 hours 13½ minutes, which represents an average speed of 65.7 miles per hour. The famous Sud express, which starts from Paris and makes connection through to Lisbon, a distance of 1179.4 miles, is booked to do the run from Paris to Bordeaux, St. Jean Station, over the Paris and Orleans railway, a distance of 363.5 miles, in 7 hours, including four stops, or an average speed of slightly under 52 miles per hour. This is fast running, only excelled by the "flyers" between Paris and Calais, but of course cannot compare with the speed of the motors.
Lancashire and Yorkshire [Ry]. 392
Two eight-coupled goods engines, fitted with corrugated flues, had been built at Horwich, numbered 114 and 157. They replace respectively an old 4-ft. 6-in. saddle tank locomotive, built in 1877, and an old Yates' goods built in 1871.
Opening of new lines. 392
On the 1 June the Meon Valley line running from Alton, on the L. & S. W. R. main line to Portsmouth, to Fareham was opened for traffic. Along the route there were five stations, viz: Tisted, Privett, West Meon, Droxford and Wickham, and the passenger train service on weekdays consists ot five trains in each direction, connecting with the main line. No trains at present run on Sundays.
The.new joint line ot the G. E., M. & G. N. Cos. between Yarmouth and Lowestoft will shortly be opened for general traffic.
London and North Western Ry. 392
Consequent upon the illness of Mr. F. W. Webb, his successor, Mr. Whale, takes up his duties at once, and not as originally intended, at the end of next month.
Midland Great Western Ry., Ireland. 392.
Another of the standard six-coupled goods locomotives had been rebuilt with a new boiler and new cab, and numbered and named 58 Lough Gill. NeiIson, Reid & Co. were building six boilers with Belpaire fireboxes for this class of goods engines.
Great North Of Scotland Ry. 392.
The locomotive department and superintendent's offices have been removed from Aberdeen to new shops at Inverurie, on the main line between Aberdeen and Elgin.
Caledonian Ry. 392.
Four more goods engines of the eight-coupled type (600 class) [0-8-0] were being constructed at the St. Rollox Works. Several of the goods engines of Connor's design. which had been running on the Caledonian for many years, were to be again provided with new boilers. . The new valve gear mentioned in a recent issue had been fitted to two four-coupled engines of Connor's design with outside cylinders, Nos. 43 and 47. The former is stationed at Edinburgh and the latter at Polmadie, Glasgow.
South Eastern and Chatham Ry. 392.
Three new standard goods engines have been built at Ashford, and are numbered 576, 581 and 582, replacing engines on the Chatham section.
To the Arctic Circle by rail. 392.
A train-de-luxe would commence running on the 19 June between Stockholm and Narwik, on the Ofoten Fiord, which is several degrees within the Arctic Circle. This is probably the most northerly point in the world yet reached by the steam locomotive, as it is many miles nearer the pole than any point on the White Pass and Yukon Railway in Alaska; it will be possible to see the midnight sun from the cars of this novel train.
The history of the London & South Western
locomotives. 393-4. 3 illustrations (drawings)
See also Volume 38 page 260
A York and North Midland Railway passenger engine. 396-7.
No. 271 illustrated: one of two (other No. 293) built by in 1856/7 at York. 2-4-0 with 6ft coupled wheels, 16 by diameter by. 22-in. stroke. The illustration shows the engines as rebuilt about 1879 at York, with flush boilers, the standard cab, and boiler fittings of the period. As originally built, these engines had domes of the round topped pattern and slightly raised fireboxes. For many years they worked between Hull, Scarborough and York, and in the general traffic of the Southern division, and were finally broken up early in the 1890s.
Telescopic gauge glass protector. 397. illustration
Due to the difference in the distance between centres of the steam and water cocks of the water gauge glass of various classes of locomotives, it has been found difficult to provide standard protectors to many. The device here illustrated overcomes this difficulty completely, and furnishes a form which can be applied to all and any water gauges in service. These protectors are made with three rods and guides, and with tour. The figures' above show one of the latter style with set screws on two of the tubular guides. The patentees and makers of this useful fitting are Joseph Tomey & Sons, Ltd., of Aston, Birmingham.
G. Macallan, [Drummond M7 class 0-4-4T]
Re remarks on bogie tank locomotive of the L. & S. W. Ry. (p. 331) multiple steam pipes (five in place of one) were experimented with many years ago on the G.E.Ry., and it was found that any advantage gained by superheating was lost presumably through the additional friction; steel steam pipes were also put on trial, and it was found that the gases in the smoke-box and the high temperature set up disintegration of the metal and they were quickly worn out. About 30 years ago sand-boxes were placed in the smoke-boxes of some of the Sinclair single express engines, but the practice was not continued, as sand drying furnaces were then being provided.
Number 108 (13 June 1903)
New passenger tank locomotive, Baden State Rys. 414. illustration
2-6-2T with outside cylinders and valve gear, large cylinders and outside valve gear intended for suburban work and use on steeply graded lines (1 in 18) with water cooled compression braking with mufflers to reduce the noise.
Schmidt steam superheater. 415. 2 diagrams
Prussian State Railways.
Railway notes. 416
American locomotive Works. 416
Extensive alterations and additions have been completed at the Juniata locomotive shops of the Pennsylvania RR. at Altoona, where future annual production of 300 locomotives was anticipated.
The Baltimore and Ohio RR. was adding to the shops at Mount Clare, Baltimore, for the general purpose of building locomotives. It may be mentioned that the Pennsylvania RR. had hitherto been the only railway company in the United States which made a practice of building its own locomotives and therefore independent of the great locomotive building firms.
Central South African Rys. 416
The first five of an order for ten eight-coupled locomotives with leading bogie and Drummond water tube fireboxes have been despatched to the Central South African Rys. by Neilson, Reid & Co.
Great Western Ry. 416
Nos. 3440 City of Truro, 3441 City of Winchester and 3442 City of Exeter complete ten new engines of the Atbara class. Nos. 3428 River Plym, 3429 Penzance, 3430 River Tawe, 3431 River Fal were additions to the Camel class. No. 2637, a six-coupled mineral engine, had been rebuilt with a taper boiler, and No. 634, six-coupled side tank, has been fitted with condensing arrangements for working on the underground. A large goods locomotive of a new type, having eight-coupled wheels and outside cylinders, would shortly be ready for service at Swindon. No. 2609, one of the large six-coupled bogie goods, 2601 class, was now running. Nos. 2641, 2656, and 2657, Mogul mineral engines, were being rebuilt with taper boilers. The latest goods engines rebuilt with new boilers and Belpaire fireboxes were Nos. 401, 791, 1108 and 586. The last mentioned was originally a 7-ft. single wheel engine.
Highland Ry.. 416
Four new tank engines for shunting being constructed at Lochgorm Works, Inverness.
The rival routes to the West.. 416
Following the successful issue of the trial which, as announced in the Locomotive Magazine for the 16 May., resulted in running from Waterloo to Exeter, with a stop at Salisbury in 3¼ hours, the L. & S. W. R. Co. has resolved to put on a regular train running at that speed, and thus once more regain for itself the supremacy over the rival route of the G.W.R. The latter is much the longest, from Paddington to Exeter being 194 miles, or by the avoiding loop at Bristol not quite 193¾, but the gradients are far easier, and the journey was regularly accomplished in 4 hours 25 mins. as far back as 1848. When the L. & S.W.R. route was first opened it was only regarded as a branch from Basingstoke, but by degrees the train service was improved, until the journey of 171¾ miles from Waterloo to Queen Street, Exeter, was accomplished in 3 hours 46 mins., the G.W.R. in the meantime only reducing its time to 4 hours 5 mins. After the abolition ofthe compulsory stop at Swindon, however, the latter company once more began to cut the time, and after the equipment of water troughs in the track, ran through from London to Exeter without stopping, the journey being performed in 3 hours 37 mins. The L. & S. W. R. has since reduced the time of its best train to Exeter to 3 hours 30 mins., whilst to Plymouth, counting in each case the first station in the Three Towns at which the train by either route calls, the best trips have been practically equal at 5 hours each. No acceleration is at present contemplated between Exeter and Plymouth, but the latest improvement naturally gives the younger line a lead of 15 mins. to the latter place. Subsequent developments will be watched with interest, as obviously the Great Western can still further improve on the present running, the journey from Plymouth to London having already been performed without a stop on the occasion of His Majesty's return on 10 March 1902, the time then being only 4 hours 43 mins., whilst, although the distance by the G.W.R. route to North Road is 245¾ miles as compared with 229¾ miles from Waterloo to Devonport, the first station stopped at on the rival route, it may be doubted whether there is much actual difference in the difficulties of the respective roads, when due allowance is made for gradients, curves, and other obstacles to fast running.
Midland Ry.. 416
Nos. 820-823 new four-coupled bogie passenger engines with Belpaire fireboxes built at Derby. These locomotives had the new pattern chimneys. The engines of Kirtley's design previously bearing these numbers had been placed on the duplicate list.
Number 109 (20 June 1903)
Driving a "single". 427
Probably written by Michael Reynolds, but not signed. Notes caution needed in starting, the judicious use of sanding whilst climbing, and the ease of running downhill.
Railway notes. 427-8
G.N. & E. Coast expresses. 427.
Some important improvements in running of East Coast trains were expected in the July time-table. The 10.00 a.m. down Scotch express to run from King's Cross to Doncaster a distance of 156 miles, without a stop, and the N.E.R. to work. forward from Doncaster to Newcastle, 112¾ miles, also without a stop. The return service, which leaves Edinburgh at 10.00 a.m., will also include a non-stopping run between Doncaster and Kings Cross. Other G.N. trains will undergo improvements by the deduction of stops. The up express leaving Leeds at 2.00 p.m. will run through from Wakefield to London, 175¾ miles in 3¾ hours. this being the longest non-stopping run ever booked on the G.N.R. A preceeding train, the 10.00 a.m.up luncheon-car express ex Leeds, will make no further stop after Doncaster. Reverting to the East Coast service, the down Scotch express leaving Kings' Cross at 11.25 a.m. will also make its first stop at Doncaster
London and South Western Ry. 427.
A new mixed traffic engine had been turned out from Nine Elms shops numbered 154, the figures being painted on the cab side sheets instead of usual separate brass plate.
Fast runs were made on the 6 and 8 June by the accelerated 11.00 a.m. exp;ess from Waterloo, the run to Salisbury, 83¼ miles, being accomplished in 8S and 84 minutes respectively. Engine No. 719 worked the train on the first day and No. 313 on the second, both four-coupled express engmes of Drummond design. On the 12 June it is stated the distance was covered m 83 minutes.
The new steam car built for the Southsea branch commenced working on 1 June, when the ordinary rolling stock was removed. Prior to this it was lent for a short time to the G.W.R. for experimental running at Stroud.
N.E.R. "Atlantic" type locomotive. 427-8
"Very powerful machines" being constructed at Gateshead Works with 20 x 28 in cylinders, 6ft 10in driving wheels: a boiler commensurate in size with the cylinder capacity, having a barrel over 16-ft. long and 5-ft. 6-in. in diameter, and the firebox will have a length of 9-ft. To clear the driving wheels, the boiler will be raised to practically the extreme limits permissible by the loading gauge. The tender will run on two four-wheeled bogies [KPJ: was a bogie tender fitted?], and engine and tender together wiIl weigh about 108 tons in working order.
District Ry. accident. 428. illustration
On 5 June a serious accident happened on the Underground Ry. at Westminster Bridge Station, but without loss of life. A passenger train (one of District and L.T. & S.R. joint stock) was standing at the platform when, through some cause yet to be!explained, a Circle train ran in from the rear, telescoping one or two coaches, and causing injuries to a few passengers. The mishap caused a delay to the traffic for some considerable time, during which St James's Park Station on the one side, and Charing Cross on the other were worked as terminals. Our illustration herewith shows an Inner Circle passenger train nearing Aldgate Station.
N.B.R. locomotives. 428
Correspondent draws attention to some errors which have crept into descriptions of old locomotives on this railway. On page 24 of our issue of 10 January last, in referring to No. 55, afterwards renumbered 1009, it would appear as though this engine were the original No. 55. This evidently was not the case, since there was a No. 55, Crampton's patent, at least ten years before the engine under notice was built, which on one occasion at least was used to run a Royal train, conveying the late Queen Victoria. This engine was at work for a number of years on the Hawick and Newcastle service, prior to the appearance of the 1006 class on that line. A further correction refers to the old goods engines illustrated on page 295 of our issue of May and, last. Some of these at least, Nos. 317 to 328, built by Beyer, Peacock & Co., had large brass domes on the firebox. They also had regulators of the pull out type.
London, Tilbury & Southend Ry. 428
Company had received from the North British Locomotive Co. three ten-wheeled bogie side tank locomotives of the 51 class [4-4-2T]. Their names and numbers were: 63 Mansion House, 64 Charing Cross, 65 Victoria, the makers' numbers being 15744 to 15746. They are with very slight modification the same as those previously built, but the mountings over the firebox are altered. and the back plate has a polished brass coping. A large size Westinghouse air pump having 8-in.and 8½-in. cylinders is also fitted in place ot the usual 6-in. and 6½-in. sizes of steam and air cylinders respectively.
Consequent upon the new practice of passenger steamships of the P. & O. line embarking and disembarking passengers at Tilbury, special trains are worked through from Tilbury into Liverpool Street over the G.E.R. by the L.T. & S.R. locomotives, and the down trains from Liverpool Street are worked through to Tilbury by G.E.R. locomotives.
Great Eastern Ry. 428.
Another bogie passenger engine had left the Stratford shops, numbered 1863. Three more of Holden's first passenger engines Nos. 702, 727 and 763 of the 710 class had been rebuilt with large boiler, Belpaire firebox, etc., similar to No. 769.
The first of an order for ten new eight-wheeled tank engines [2-4-2T] had left the Stratford shops, numbered 140. These engines would be fitted with radial axle boxes at the leading and trailing ends, and beyond a slight alteration in the motion were the same as Nos. 791-800. A cipher had been prefixed to tank engines Nos. 140- 149 built by R. & W. Hawthorn & Co., in 1880, from the designs of the late Mr. Bromley.
Fast run on the N.Y.C. & H.R. 428
The Empire State express performed a very good run on 13 May from Syracuse to the Grand Central Station, New York. Leaving the former place 77 minutes late, the latter city was reached only 16 minutes behind time.
Lancashire & Yorkshire Ry. 428
New line from Kirkham to Blackpool, which considerably shortens the distance from Liverpool to the latter place, had recently been opened .
Number 110 (27 June 1903)
Railway notes. 442
Metropolitan Rly. 442
Another serious accident following closely on that recorded last week, happened on the Underground Railway at Kings' Cross on 17 June attended with serious results. A GWR Middle train was standing in the station when it was run into by a Metropolitan Inner circle train. The latter telescoping the last coaches of the G.W.R. train, and causing serious injuries to several passengers.
Jura-Simplon Ry. 442. illustration
Since taking over of the Jura-Simplon Ry. system by the Swiss Government on 1 May, there was only one private line left in Switzerland, i.e., the Gothard, which has an unexpired charter of several years. The Jura-Simplon line is the fourth that has been acquired by the Government. It appears likely that the delay in constructing the southern portion of the Simplon tunnel will cause an unexpected difficulty. The two borings were intended to meet at a central point, from which the tunnel is planned to incline downwards in either direction to an extent sufficient to ensure adequate drainage. The northern excavation will reach this projected meeting point in October, but the southern portion is still some months behind-hand. The situation therefore raises a difficulty since if the work is pushed further from the north boring, the supply of water for working the hydraulic plant must be pumped over the summit at a heavy expense, while on the other hand if the northern boring be stopped when the intended meeting point is reached, there will necessarily be considerable delay in completing the work ..
Great Western Ry. 442
A new engine of the Camel class, completing the order, was out from the Swindon Shops, No. 3432 River Yealm. No. 3331 Weymouth, one of the 5-ft. 8-in. coupled passenger engines of. the Cotswold class, has been rebuilt with a new Camel type boiler, a Belpaire firebox and modified cab.
London, Tilbury & Southend Ry. 442
Three new engines of the 51 class had been delivered by the North British Locomotive Company, i.e., 66 Earls Court, 67 Westminster, and 68 Mark Lane, the makers' numbers of which were 15747-8-9 respectively.
The North British Locomotive Co. 442
Consequent upon the amalgamation of the firms forming the above, the works' numbers of the locomotives henceforth to be built by the three shops will start from the total given by the combined numbers of the three concerns.
Glasgow & South Western Ry. 442.
North British Locomotive Co. had delivered seven more of the six-coupled bogie passenger engines which bore running Nos. 384-390. The railway company were building at their Kilmamock Works, six four-wheeled coupled bogie passenger engines of the standard type, but with larger boilers having Belpaire fireboxes: The mixed traffic engines of Stirling's design, 227 class, were all gradually being rebuilt with domed boilers and being employed all over the G. & S. W. R. system.
Canadian Pacific Ry. 442.
Twelve more passenger engines were nearing completion for the C.P.R., at the Hyde Park Works of the North British Locomotive Co. These engines are numbered 1501-1512 and had the new makers' plate, the works' numbers being 15,868-15,879. The previous twelve engines of this type had the Hyde Park Locomotive Works' separate numbers 6339-6350. A further order for twenty compound Consolidation type engines had been placed with the same builders, and these would also be built at the Hyde Park Works.
Great Eastern Ry. 442
Nos. 1862 and 1863 and Nos. 141 and 142, new engines of the 1860 and 791 classes respectively, had been built at the Stratford shops.
A novel locomotive design. 446-7.
Michael Reynolds Patent GB 7883/1894 for enclosed articulated locomotive with 10 ft driving wheels with a friction coupling to drive a smaller wheel on an additional axle. Three cylinders were envisaged.