The Locomotive Magazine and Railway Carriage and  Wagon Review

No. 245 (15 January 1913)

Railway notes. 1

Great Central Ry. 1 illus.
No. 423 Sir Sam Fay large inside-cylinder 4-6-0 (mentioned in September Issue) had 21½ x 26in cylinders (the largest diameter in an inside cylinder locomotive), 10in piston valves, 6ft 9in coupled wheels, a 5ft 6in Belpaire boiler with 2816ft2 total heating surface, 26ft2 grate area and 160 psi boiler pressure. New 4-6-2Ts Nos. 449 and 450 placed in service. No. 1072, fish traffic engine, fitted with Schleyer patented ash consuming apparatus in which char removed from smokebox and drawn into firebox by vacuum.

Zafra-Huelva Ry., Spain. 1.
H.A.W. Langdon appointed locomotive superintendent. Langdon had been apprenticed to Weatherburn at Kentish Town, and in 1903 went to Venezuela as locomotive superintendent of the Bolivar Railway, from which he had resigned to move to Spain.

London & South Western Ry. 2.
Eight of No. 470 type 4-4-0 (No. 463 illustrated in April Issue) with Walschaerts vale gear and 19½in cylinders had been manufacured at Eastleigh.

Great Western Ry. 2.
Staff appointments
H.C. King, formerly works manager at Swindon became assistant to locomotive superintendent
C.B. Collett, formerly assistant works manager to works manager
W.A. Stanier, formerly district locomotive superintendent, Swindon, to assistant works manager
W.H. Waister, head of running department to retire and replaced by W.H. Williams
J.A. Robinson, locomotive superintendent Wolverhampton also took over Williams' former responsibilities
J.W.A. Kislingbury in charge of Old Oak Common moved to be locomotive superintendent Wolverhampton
E.G. Ireland district locomotive superintendent Worcester to district locomotive superintendent, Swindon
E.G. Wainwright, assistant dls at Wolverhampton to district locomotive superintendent Worcester
New 42XX 2-8-0T Nos. 4216-4220 with superheaters entered service. On 18 December 1912 365 locomotives had been renumbered including the early 2-cylinder 4-6-0s, for instance No. 171 became No. 2972. Three hydraulic engine traversers had been installed at Paddington station. New engine shed constructed at Maesglas near Newport.

Great Eastern Ry. 2
H.F. Hilton, District Locomotive Superintendent Cambridge moved to London Division in succession to C.W.L. Glaze. H.W.C. Drury moved from Doncaster District to Cambridge and E. Duce to take over Doncaster, including responsibility for York and Lincoln.

Metropolitan Ry Jubilee. 2
Bishop's Road to Farringdon Street opened on 10 January 1863: thus Golden Jubilee. 9,500,000 passengers carried in first year. Notes original use of gas lighting and broad gauge. Key dates are recorded of completion of Inner Circle, extension to Verney Junction and planned extension to Watford.

Vulcan Foundry Ltd. 2
Order placed by Great Indian Peninsular Railway for superheated 2-8-0 type.

North Staffordshire Ry. 2.
Superheated 4-4-2T Nos. 13 and 14 completed at Stoke Works.

Great Indian Peninsular Ry. 3. illus.
Vulcan Foundry superheated 4-6-0 (No. 405 illustrated) supplied to requirements of S.J. Sarjant, locomotive superintendent, and Robert White Consultant. The locomotives had 20½ x 26in outside cylinders, Walschaerts valve gear; 6ft 2in coupled wheels, a telescopic boiler operating at 160 psi, 2012ft2 total heating surface including 407ft2 superheat and 32ft2 grate area. See also p. 115

London & North Western Ry. 3
New superheated 0-8-0 type Nos. 2289, 2301, 2374, 2380 and 2405 had entered service. Precedent No. 514 Lawrence had been renamed Puck and Jubilee No. 1931 T.H. Ismay had been renamed John o' Gaunt to avoid confusion. No. 896 George Whale had been fitted with a mechanical lubricator with a larger gauge glass and No. 865 Cossack had been fitted with a Wakefield mechanical lubricator. No. 287, a 4ft 6in passenger tank had been modified for motor tain work. Five Precursor 4-4-0s had been fitted with superheaters: first was No. 7 Titan..

North British Ry. 3-4.
4-4-2Ts supplied Yorkshire Engine Co, WN 1066-76: RN allocated 3, 4, 5, 122. 131, 134, 135, 141, 155, 164. Running numbers 907-926 allocated to 0-6-2Ts built North British Locomotive Co., Queen's Park Works: safety valves above firebox rather than on dome.

Bombay, Baroda & Central India Ry. 4. illus.
Fridays P&O Special from Bombay Colaba Station to Delhi using Nagla-Muttra route. Train left at Noon at reached Delhi in 24 hours 30 minutes (869 miles). The train consisted of a restaurant car and two first class vehicles runningnon six-eheel bogies and a third class car (on four wheel bogies)

Dover Harbour works and Marine Station. 4.

North Eastern Railway: latest developments in the Locomotive, Carriage and Wagon Departments. 6 et seq + plate. 3 ports.
Portraits: Vincent L. Raven (plate), A.C. Stamer and N.J. Lockyer.

North Eastern Railway's new offices in Darlington. 7-8. illus., 2 plans.

The North Eastern Ry. Company's new locomotive boiler shop, Stooperdale, Darlington. 8-11; 13. 4 illus., plan

Recent N.E.R. locomotives, Class "Z1" superheater engines, Atlantic type three cylinder. 12; 13-14. 2 illus.

N.E.R. class "S2" superheater engine — 4-6-0 type. 12; 14.

N.E.R. side tank engine for heavy mineral traffic class "Y". 15. diagr.(s. el.)
3-cylinder 4-6-2T

The thousandth locomotive built at Trollhatan Works. 15. illus.
Swedish State Railways No. 1240 built by Nydquist & Holm who issued a 200 page souvenir history.

The locomotives of the Great Eastern Railway. 16.
Then new type having the 4-6-0 wheel arrangement with inside cylinders, intended for heavy express service (Fig. 248), the coupled wheels having a diameter of 6ft. 6in. and the bogie 3ft. 3in. The cylinders were 20in. by 28in. and the wheelbase 28ft. 6in., of which the coupled base is 14ft. equally divided, the bogie base 6ft. 6in. and the distance from bogie pin to driving centre 11ft. 3in. The boiler was fitted with the Schmidt superheater and carried a pressure of 180 psi was of the following large proportions: maximum inside diameter 5ft., total heating surface 1919ft2.; grate area 26.5ft2 Piston valves were provided, these being the first on the G.E.R. to have them. No. 1500 was turned out in December, 1911 and Nos. 1501 to 1504 in 1912. Previous part Volume 18 page 250. 4-6-0

L. Wiener. The locomotives of the Rio Grande do Sul Railway, Brazil. 16-17. 2 illus., diagr.
Previous part in Volume 18 page 257.

London, Brighton & South Coast Ry. 17.
2-6-0 under construction at Brighton Works for Newhaven to Willow Walk freight trains.

Ahrons, E.L. Great Western Ry. engines Nos. 69 to 76. 17-19. 2 illus., drawing (s. el.)
Standard gauge 2-2-2 designed by Gooch and constructed by Beyer Peacock with 6ft 6in driving wheels, 15½ x 22in cylinders, 1111.82ft2 total heating surface and 13.6ft2 grate area. Used on Paddington to Wolverhapton services once mixed gauge was available. Rebuilt 1872-5.

Oil locomotive for industrial railways. 19. illus.
Manufactured by Saunderson & Mills of Bedford with three-speed gearbox.

A novel locomotive for the Argntine. 20. 2 illus., diagr.
Metre gauge 2-8-2 for Midland Railway of Buenos Ayres. See also p. 94.

London & South Western Ry. electrification scheme. 21. map
Kingston Loop: 600V dc with its own power station

Running shed renewals of piston heads. 21. 2 diagrs.

Stratfordians' Association. 22
Annual Dinner on 6 December 1912.

Railway carriage and wagon building. The machines in the saw mill. VI. Finishing. 23. 2 illustrations
Automatic horizontal chisel mortiser; power mortising machine and two-spindle saw bench.

Second class cars for the Madeira-Mamoré Ry. 24. illustration.
Metre gauge railway in Brazil; supplied by Brush Electrical Engineering.

Correspondence. 25

L. & S. W. R. locomotves "Ariel". Frank S. Hennell.
Heating arrangements for boiler feed water on Ariel. A three-way cock enabled the left hand pump to deliver water to the heating apparatus or directly into the boiler. The right hand pump delivered to the boiler only.

No. 246 (15 February 1913)

Midland Ry. 27. illustration
No. 483 illustrated. 4-4-0 with 7ft coupled wheels attributed to Fowler and rebuilt from earlier designs. Series to be numbered 483-522. Fitted with Schmidt superheaters and Belpaire boilers. Cab layouts similar to compounds; fitted with fluted coupling rods and Fowler-Anderson patented by-pass valves

London & North Western Ry. 27
First Claughton had entered service. 0-8-0 type fitted with superheaters: 328, 631, 1529, 2051, 2286. Superheated George V No. 935 Charles Dickens was first of series of ten. The precursor Precursor had been superheated. No. 288, 4ft 6in passenger tank had been (push & pull) motor fitted. Headstone Lane station opened on 10 February 1913.

Great Northern Ry. 28
Several eight-coupled mineral engines had been fitted with superheaters without putting in new cylinders and piston valves. By properly lubricating the Richardson balanced valves with mechanical lubricators no trouble was experienced with superheated steam. Some larger eight-coupled coal engines were to be built, capable of handling trains of 80 wagons.

Midland Ry. 28
Tilbury Section.-The locomotives of the London, Tilbury & Southend Ry. as they went into the shops were repainted in Midland Ry. standard colours, and given new numbers. The following is a complete list of the renumbering of the old engines, as well as the numbers of the new engines delivered by Beyer, Peacock & Co., Ltd., of Manchester:-
Midland Ry. Nos.
2100-7 New 4-6-4 superheater tanks
2100-45 Nos. 1 to 36, L. T. & S. R. 4-4-2 tanks
2146-79 Nos. 37-48, 51-68, 79-82, L. T. & S.R. 4-4-2 tanks
2180-89 Nos. 69 to 78, L.T. & S.R. 0-6-2 tanks
2190-93 New 0-6-2 tanks (see November Locomotive Magazine)
2898, 2899 Nos. 49 and 50, L. T. & S. R. 0-6-0 tender goods.
The 4-4-2 engines were painted crimson, but the 0-6-2 were black. In October we gave the name of No. 66 as Shoeburyness, but this should have been Earls Court.

Dublin & South Eastern Ry. 28
No. 50 Arklow, 0-6-0 goods engine, had been rebuilt at the Grand Canal Street Works with a large boiler having a Belpaire firebox. The engine has been altered in several minor details, and a new cab of the improved design supplied to No. 18 Enniscorthy had been fitted. No. 50 was one of two engines, Nos. 50 and 51, named respectively Arklow and New Ross, built in 1891 to the designs of John G. Robinson by the Vulcan Foundry (WN 1310-1311). They were constructed to the order of the Waterford, Limerick and Western Ry., but were purchased when built by the then Dublin, Wicklow and Wexford Ry. '
No. 29 St. Mantan had left the shops after repairs, and was running on the local express trains on the Westland Row line. This was the last of the 2-4-2 tank engines to be removed from the main line services, their places having been taken by the newer 4-4-0 express engines and the rebuilt Vulcan bogie engines. The following alterations in the names of locomotives had been made :-No. 28 St. Laurence, formerly St. Lawrence; No. 27 St. Aidan, formerly St. Aiden.
A design for controlling the draught, the invention of the foreman at the Company's Bray engine sheds, was recently experimentally fitted to engine No. 9, a 2-4-0 side tank engine built at Grand Canal Street in 1890. The addition of two supplementary steam chimneys, one at either side of the main smoke funnel, gave the engine a somewhat curious appearance. After exhaustive tests the device had been removed, and the engine was running on the Kingstown local trains in its normal condition.

Great Central Ry. 28
In addition to the 2-8-0 mineral engines mentioned in the October number of the Locomotive Magazine, the following additional engines of this class had been built: Nos. 1219 to 1252 by the North British Locomotive Co., Ltd., making a total of 50 from this firm. Nos. 133 and 351 to 355 had been built at Gorton.
In our description last month of Mr. Robinson's new express engine No. 423, Sir Sam Fay, we omitted to mention that the boiler is fitted with exhaust steam injectors of Davies & Metcalfe's latest pattern. The connections between the engine and tender tank are made by copper flexible metallic piping supplied by the United Flexible Metallic Tubing Co., Ltd.

New York Central & Hudson River RR. 28
The new terminal station in .New York City was opened for public use on 1 February 1913. The station, which covers 79 acres, is said to be the largest in the world. It has taken ten years to build, and with the approach lines involved an expenditure of £36,000,000. The tracks are below the street level, and the trains will be hauled by electric motors for a distance of 25 miles from the city. The electric locomotives weigh 115 tons each and are capable of developing 4,000 horse power. The signal box on the suburban level has 400 levers and the express level 360 levers.

Great Western Ry. 28
New Consolidation mineral tender engines were Nos. 2846 to 2850, and 2-8-0 tank engine No. 4221. No. 180 Coeur de Lion had been altered from a 4-4-2 to the 4-6-0 type and renumbered 2980.

Paris, Lyons and Mediterranean Ry. 28
Referring to our note on the new 4-6-2 compounds, a French subscriber now informs us the low pressure cylinders are 64 mm diameter, and the high pressure 44 mm.

Mr. John Coates; M.Inst.C.E., 28
Senior partner of the firm of John Coates & Co., Ltd., 25, Victoria Street, S.W., has been appointed to carry out the work of the inspection of material purchased for the Commonwealth railway construction and rolling stock in connection with the Australian Trans-Continental Ry.

Tank locomotive for Messrs. Cadbury Bros. Ltd. 29. illustration
Outside-cylinder supplied by Avonside to specification of Louis Barrow engineer at the Bournville works  

New locomotives for the French State Rys.. 29-30. 2 illustrations
4-cylinder simple and 2-cylinder simple designs

Consolidation superheater locomotive, Madras & Southerhn Mahratta Ry. 30-1
2-8-0 supplied by Robert Stephenson & Co.

Straightening coupling rods. 31-2. 2 diagrams

Belgian State Rys. 32
At the end of 1912 there were 33 Type 10 Pacifics in service. A 4-cylinder simple 4-6-4T was under construction.

Lighting up apparatus for locomotives. 32-3. illustration, diagram
In use at Old Oak Common portable oil-fired device which aimed to reduce or eliminate smoke at sheds in central cities

Petrol locomotive for Rampgill Mine. 33-4. illustration
Mine at Nenthead near Alston: New Century locomotive supplied by Ironside, Son & Dyckerhoff

An improved air brake. 34-7. 3 diagrams
Knorr automatic air brake

Invergarry & Fort Augustus Ry. 37
The whole of the permanent way material including bridges, water tanks between Spean Bridge and Fort Augustus to be sold.

Ahrons, E.L. Great Western Ry. engines Nos. 69 to 76. 37-8.
2-2-2 type reboilering (Fig. 4: 2-2-2 No. 71 (rebuilt)) and Nos. 157-166 class as shown in Fig. 5: 2-4-0 No. 69 (rebuilt)

The locomotives of the Great Eastern Railway. 39-40. 5 diagrams (side elevations)
Built from 1886: Fig. 249: 2-4-2T No. 790
Fig. 250: 2-4-2T No. 105
Fig. 251: 2-4-2T No. 61
Fig. 252: 2-4-2T No. 1085 (larger type built fromm 1893 intended for outer suburban services to places like Bishops Stortford, Witham and Southend)
Fig. 253: 2-4-2T No. 1300 (with 4ft 10in coupled wheels intended for econommical branch line working)

H. Fowler. The maintenance and repair of locomotives. 40-6.
Reproduction of ILocoE Paper No. 14 without the 3 diagrams. Refers to paper presented by Paget to IMiechE in 1910

North Eastern Railway: latest developments in the Locomotive, Carriage and Wagon Departments: modern carriage stock. 46-8. 2 illustrations, 2 diagrams (side elevations and plans)
Non-vesstibuled bogie vehicle approximately 50 ft long: third class with no lavatory; and first/third composite with some access to lavatories mainly with gas lighting.

No. 247 (15 March 1913)

Our Supplement: Great Central Railway superheated tank locomotive. 51 + folding diagram (detailed sectionalised drawing)
Robinson 4-6-2T with 20 x 26in cylinders; 1649ft2 total heating surface; 21ft2 grate area and 160 psi boiler pressure. Latest into service Nos. 451-2 and 128-9.

Four-cylinder express locomotive, London & North Western Ry. 51-2. illus.
No. 2222 Sir Gilbert Claughton designed by Bowen Cooke. Trial run from Rugby to Crewe on Sunday 9 February with a load equivalent to 20.5 vehicles: 75¼ miles run in 82 minutes. The locomotive had four 16 x 20in cylinders; 6ft 9in coupled wheels; Walschaerts valve gear; 1818.4ft2 total heating surface; 30.5ft2 grate area, Schmidt superheater  and 175 psi boiler pressure. The crank setting was described. Nine further locomotives were on order. See also p. 72.

North Eastern Ry. 52. illus.
No. 1247 illustrated: Raven T2 class superheated 0-8-0 with 4ft 7¼in coupled wheels; 20 x 26in cylinders; 23ft2 grate area and 175 psi boiler pressure. It was fitted with Ross pop safety valves.

Great Northern Ry. 52.
Ivatt 1301 class rebuilt with larger boilers: No. 1317 of T class rebuilt as W class (boiler was similar to that fitted to No. 1321, but with an extended smokebox. The class had 17½in x 26in cylinders and 6ft 7½in coupled wheels.

London & North Western Ry. 53.
Output from Crewe: five new superheated 0-8-0s: Nos. 326, 633, 1192, 2245 and 2421; four George the Fifth 4-4-0s: No. 82 Charles Dickens, 752 John Hick, 1138 William Froude and 2124 John Rennie (and a further 20 were on order). Precursors Nos. 2062 Sunbeam and 2164 Oberon had been fitted with superheaters. No. 1921 John o' Gaunt (previously T.H. Ismay) had been converted to a simple with 18½in cylinders and a large boiler. No. 1971 Euryalus (Alfred the Great compound) had also been converted to a simple.

Obituary. 53
Richard Francis Trevithick joined LNWR at Crewe Works in 1867. Appointed Locomotive Superintendent of the Rosaario Cordova Railway in Argentine in 1871; produced a report on the Caracas Railway in 1881-4; later CME Ceylon Government Railways, and then joined Japan's Imperial Government Railways in 1887 where he was responsible for first locomotive to be constructed in Japan (at Kobe). Retired 1904.

Heavy narrow gauge locomotives for the Antofagasta (Chili) & Bolivia Ry. 53-4. illus.
2ft 6in gauge 2-8-2 supplied by Hawthorn Leslie & Co to the requirements of Consulting Engineers Livesey, Son & Henderson. They had 17 x 22in cylinders, 3ft 1¼in coupled wheels, 1618ft2 total heating surface and 26.5ft2 grate area. They were equipped with Hornish mechanical boiler cleaners, Coale muffled pop safety valves and the Variable Blast Pipe Company's patent blast pipe.

Model of an old American passenger locomotive. 54. illus.
Wooden model 4-4-0 built in 1866 by F.W. Bleuvelt of New York.

L. Wiener.  The locomotives of the Rio Grande do Sol Railway, Brazil. 54. diagr.
Caxias Railway: 100 miles long. Fig. 24 shows a Decauville (WN 440) 0-4-2T with outside frames.

Four-coupled express engines, Midland and South Western Junction Ry. 55. illus.

Correspondence. 68-9.

The Centenary of the locomotive. John H. Anderson
Plea for celebration of Hedley's contribution to locomotive development. Notes that horse wagon loads were called "dillies"; hence Puffing Billy and Wylam Billy. Man called Scott oberved the locomotive start in 1813. Workmen and their wives were conveyed to and from Lemington on trains behind the locomotive en route to Newcastle by wherry

"The first railway in London". Charles H. Jordan. 69
Refers to book by Rosling Bennett on the London & Greenwich Railway
. Notes additional information contained in A.M. Broadley and R.G. Bartelot's The three Dorset Captains at Trafalgar: Thomas Masterman Hardy, Charles Bullen, Henry Digby (London, John Murray, 1906) wherein it records that Sir Thomas Hardy of the Victory had become Govenor of the Greenwich Hospital in 1836 and when the railway opened Lady Hardy made up a party for a trial trip, and the journey both ways was effected in twenty minutes. Sir Thomas Hardy declined to go at any price, saying it was a needless rick to run and until his death four years later, could never be pursuaded to enter a railway carriage".

No. 248 (15 April 1913)

Railway Notes. 71.

Great Eastern Ry. 71.
Illustration of No. 1506: one of series of ten 4-6-0 express engines, of which Nos. 1505, 1506 and 1507 were in service, the first two being stationed at Ipswich, and the last at Stratford. The splashers were different from Nos. 1500 to 1504. necessitating a narrower number plate, the first departure from the standard since 1882. The leading footstep was also slightly altered. Another modification, not so apparent in the photograph, was the coupling rods being placed in the same radial centre line as the cranks, and the balance weights altered to suit, thus following the practice of the W. Stroudley on the L.B. & S.C.R. A.J. Hill, Locomotive Superintendent.thanked for particulars and photograph,

London, Brighton & South Coast Ry. 71.
The last order for 4-4-2 tanks, Nos. 82 to 91, had been completed, and the ten engines were in service. Work was progressing on the first three of the new 0-6-0 side tanks, E2 class. Nos. 365, 368, 370 and 390 0-4-4 tanks, had been rebuilt with the new pattern boilers, extended smokeboxes, and standard chimneys,  and looked exceedingly smart. No. 183 (formerly  Eastbourne) had been rebuilt with a new boiler, Ramsbottom safety valves, etc., similar to Nos. 184, etc. No. 209 (4-4-0 express) was being rebuilt similarly. The four-coupled bogie express engine 317 (formerly Gerald Loder) was fitted with a special feed water heater designed by L. Billinton, and also has a Weir pump. No. 324 of the same class was also being rebuilt

Great Central Ry. 71.
No. 424 of the Sir Sam Fay class was at work, and Nos. 425 and 426 were nearly complete at Gorton shops. The last engine of this series was to have driving wheels 5ft. 7in. in diameter. In consequence of the two new 4-6-2 tanks taking the numbers 128 and 129, two of  Sacre's 423 class (described and illustrated recently) had been placed on the duplicate list. Kitson & Co. had completed delivery of all the new 2-8-0 mineral engines, which were stationed as follows 1183-1202, Mexboro' district; 1203-1211; 1241-1244, Grimsby and Irnmingham , 1212-1228, Annesley; 1229-1236 and 1248, Staveley; 1237-1240, Retford; 1245-1247, Sheffield; 1249-1251, Gorton. Superheaters were being fitted to Nos. 1021 and 1023 of the Sir Alexander class. Two of the earlier 6ft. 6in. 4-4-0 express engines (562 and 707) had been fitted with extended cabs and standard boilers.

Great Northern Ry. 71.
Four new 2-6-0 mixed traffic engines had been finished at Doncaster, Nos. 1631 to 1634, which were exactly like No. 1630, but the leading pony truck wheels being 3ft. 2in. diameter, instead of 3ft. 8in.

London & South Western Ry. 71
The second small 0-6-0 tank purchased from the L. B. & S. C. R. some years ago, No. 734, had been rebuilt with a new boiler, etc.

Caledonian Ry.72
Nos. 903-907, Cardean class, and Nos. 49 and 50 had been fitted with superheaters, and piston valves above the cylinders operated by rocking shafts.

Northern Ry, of France.72.
A trial run was made with one of the Decapod engines on the 17 February with a train of 32 40 ton bogie coal wagons (containing 1,280 tons ot coal) the train weighing l,800 tons, without the engine and tender, left Lens at 20.30 and reached Paris at 04.30 next morning. Engine 2.741 which was formerly of the 4-4-4 type with a water tube boiler has been transformed at La Chapelle works into a 4-6-0, with Belpaire firebox and Schmidt superheater. The letters and figures on this engine were made of copper, and fastened to the side splashers.

Lancashire & Yorkshire Ry. 72.
Nos. 20, 243 and 1363 new standard superheater goods engines, with Belpaire fireboxes. New features included the cab side sheets deepened and small guides for the valve spindle crossheads. No. 20 replaced a Sharp, Stewart bogie tank, No. 243 a Kitson 0-6-2 tank, and No. 1363 a 0-6-2 Kitson tank, formerly No. 3, West Lancashire Ry. The 2-6·2 tank engines built in 1903 had been withdrawn from the Oldham, Royton, Shaw, Middleton and Stalybridge services, and were used mainly for banking purposes in the East Lancashire and other hilly districts. No. 392 (0-8-0) which was experimentally fitted with a corrugated cylindrical firebox in 1901, had been rebuilt with the new large boiler as fitted to the No. 9 class of engines.

Highland Ry. 72
Four 4-6-0 Castle class engines for this line have been built at the Queen's Park Loco. Works of the North British Locomotive Co. They are practically identical to others of the Castle class, with the exception that they had a slightly extended smoke box and a deflector was fitted on the chimney. They had the following names and numbers: No. 26 Brahan Castle; No. 27 Thurso Castle; No. 28 Cluny Castle; and No. 43 Dalcross Castle.

Great Western Ry. 72
New engines of the 2-8-0 mineral tender class were Nos. 2850 to 2855, inclusive. Four new engines of the Court class (two-cylinder 4-6-0 express) had been completed at Swindon: Nos. 2951 Tawstock Court, 2952 Twineham Court, 2953 Titley Court, 2954 Tockenham Court. A new engine shed was to be built at Ponsandane, near Penzance, to take the place of the old shed at Penzance which was inconveniently situated near the station.

London & North Western Ry. 72.
In the description of the new four-cylinder express engine, Sir Gilbert Claughton, page 51, the stroke of the cylinders was given as 20in. but this should have been 26-in. it failed to draw attention to the side doors between engine and tender fitted to this engine, an innovation on the L. & N. W. R. The engine is fitted with Gresham & Craven's exhaust steam injectors,and two Wakefield lubricators. New engines of the George the Fifth class are Nos. 89 John Mayall, 132 S.R. Graves, 1138 Henry Frowde (not William Froude as given in the last issue), 1193 Edward Tootal, 2154 William Siemens, 2168 Henry Maudslay, 2279 Henry Crosfield, and 2282 Richard Arkwright. No, 2168, had the Bosch lubricator fitted on the left hand side of the engine. Two of 4£t. 6in. double-ended tanks (2-4-2T) (Nos. 2279 and 2282) had been sold to the Wirral Railway. Of the same type, Nos. 326, 1192 and 2245 have been broken up, and No. 2517 had been altered for motor service. Other withdrawals include Nos. 633 Samson, and 752 Glowworm (6ft. 2-4-0 passenger engines): the former was the first coupled passenger engine to be constructed at Crewe. The latest 4ft. 6in. tank to be altered for motor service was No. 2521. No. 2166, Shooting Star, was the latest Precursor to be altered to a superheater, and is fitted with piston valves. One of those previously altered, No. 513 Precursor was fitted with slide valves, and retained its original appearance, whilst the others resembled closely the George the Fifth class. No. 1628 Foxhound, of the  George the Fifth class, had been provided with new large sand-boxes placed in front of the driving splashers, and was also fitted (as an experiment) with a flange lubricator to one of the bogie wheels.

Ghent Exhibition.. 72.
The Locomotive Magazine and Railway Carriage & Wagon Review and also the Indian Railway Gazette would be available for reference in the Reading Room of the British Section at the Ghent Exhibition, Bound volumes of the two journals will be filed also. The Exhibition opens on 20 April for a period of at least six months. We understand that Beyer, Peacock & Co. are exhibiting a Garratt type locomotive.

Mixed traffic engine, North Eastern Railway, with Stumpf cylinders. 73. illus., 2 diagrs.
Uniflow or as stated in text Unaflow type with Walschaerts valve gear, produced unedr Raven's supervision.

0-12-0 rack and adhesion locomotive, Austrian State Railways. 75-6. illus., 2 diagrs. (including sectioned elevation, side and front)
Abt system with gradients of 1 in 14 on Eisenerz to Vordenberg section; locomotive designed by Karl Goldsdorf and built at Floridsdorf Locomotive Works.

L. Wiener.  The locomotives of the Rio Grande do Sol Railway, Brazil.  78-9. 2 iillustrations

Alfred R. Bennett. Charles Dickens and the railway. 81-3.
Considers Our Mutual Friend, Mugby Junction, and Dombey and Son. Considers Dickens' confusion about the colour of signals and tail lamps: green for danger rather than red. Also critical of the quantity of fictional ashes thrown into the air. Nevertheless, considers that the Dombey and his friend Major Bagstock probably used the London & North Western Railway to travel to the Midlands and that Toodle was a driver or fireman on the line from Euston. Letter of criticism from Amateur on p. 113..

Express locomotives, Nord-Belge Ry. 84; 83. illus.
Four-cylinder compound 4-4-0 type.

North Eastern Railway: latest developments in the Locomotive, Carriage and Wagon Departments. 84-7. 5 illustrations, 4 diagrams. (side & end elevations and plans).
Third class seven compartment corridor third with single lavatory; full brake van with gangway connections; and invalid and family saloons

Locomotive framing. 88-9. 4 diagrams.
Design of frames for locomotives with a leading bogie, such as the 4-4-0. Problem was to allow for bogie movement which could be achieved by cutting away the frames at the front; setting the frames inwards, making them in two pieces, or by cutting upwards above the bogie to allow for its movement. All weakened the frames to some extent.

South Eastern & Chatham Ry. 89.
Cravens Ltd of Sheffield were supplying three additional Pullman cars to be named Seville, Alicante and Leghorn. They were 59ft long and were painted in lake livery lined with gold.

Railway carriage and wagon building. The machines of the saw mill. 90-2. 2 illus., 2 diagrs.
Handling sawdust and scrap: removal via a pneumatic system with fans, trunking and hoppers. Notes on machinery and its lubrication.

Correspondence. 94.
The Centenary of the locomotive. E.A. Forward.
Correspondent, in letter in March Magazine, ignores the claims of Blenkinsop, who undoubtedly constructed and worked the first practical and commercially successful locomotives on the Middleton Colliery Railway, near Leeds. He appears to have been working on the subject in 1811, the year of his patent, and 1812, in August of which year his engines commenced running, and they ran for about 30 years. To Matthew Murray must be given the credit of actually constructing the engines, which were obviously based on Trevithick's designs. The fact that Blenkinsop's engines worked on a rack does not alter the fact that they are the first commercially successful locomotives, or that the Middleton line was the first actual steam railway.

H.J. Slythe. 94.
Of Deposito Locomotoras, Realicó, Argentine Republic, points out a slight error in the description of the engine on page 20 of January issue. This engine was for the Ferro-Carril Provincial, better known as the F.C. de la Plata a Meriadiano Quinto, a line under construction by the Government in the Province of Buenos Ayres. The Buenos Ayres Midland (F.C.M.B.A.) was quite distinct, being a line built by British capital.

Replies and Queries. 94.
Sir O.H.P. Scourfield. 94
Asked if any reader could give particulars of the GWR broad gauge six-wheeled single engines, Queen, Prince, Folk, Peri, Sylph, and Witch. Built in 1846 at Swindon, they came between the Ixion and Great Britain classes. They had inside bearings to all wheels and 7ft. drivers, except Witch (7ft. 6in driving wheels). They ran for most of their time between Didcot and Birmingham, but of what they did between 1846 and the opening of the Oxford and Birmingham line in 1852 he has never heard. See Frank S. Hennell p. 113..

On page 236 of our last volume (November, 1912). 94
Old Northumberland colliery locomotive which we were informed came off the LNWR, being of Crewe goods design. A reader, however, was doubtful about this being No. 176 on the L. & N.W. as they do not seem to have had such an engine with this number. This design of engine was also built by which ran on the London & South Western Ry. a No. 176. Of course the North Devon line was broad gauge until 1878 to Bideford, but it is possible the engines were converted. The Creedy was sold by the LSWR in 1877. See also letter from Richard H. Inness on p. 177.

The Institution of Locomotive Engineers. 94.
On 26 April 26 at Caxton Hall, Westminster, at 19.00 W.J. Bennett would read paper on Locomotive boiler inspection and repairs. Lawford H. Fry read  British, Continental and American locomotive development. The following took part in discussion, opened by Garratt and continued by Clayton (Derby), Stanier (Swindon), Labean, Wardlaw and Cosgrave. The second annual dinner of the Institution was held at the Holborn Restaurant on Saturday, 5 April. The President, Henry Fowler, presided and was supported by Vice-Presidents F.A. Field, A.R. Bennett and several members of the Council. Among the guests were A.J. Hill (locomotive superintendent G.E. Ry.), Bonner (deputy locomotive superintendent G.I.P. Ry.), F.H. Trevithick (late Egyptian State Rys.), Harben, Archbutt, Cosgrave, F.A. Field, Tilling, etc. The usual loyal toasts were proposed by the President, The Institution, proposed by the President, to which C.A. Suffield responded; Our Guests, proposed by Lawford H. Fry and replied to by A.J. Hill. Suffield proposed the health of the President which was drunk to the accompaniment of musical honours.

No. 249 (15 May 1913)

The Royal visit to Crewe Works, L. & N. W. Ry. 95.. illus.
On Monday 21 April the King and queen joined the Royal Train at Euston. Thie left at 11.30 hauled by Nos. 2663 George the Fifth and 2664 Queen Mary. This differs from account on p. 116. Arrival was at 14.30 when their Majesties were welcomed by the Marquis and Marchioness of Crewe and the Duke of Westminster and were received by C.J. Bowen Cooke, the chief mechanical engineer, and the Mayor of Crewe, F. Manning, who was a railway signalman. The locomotive No. 2222 Sir Gilbert Claughton was on display.

New superheater locomotives, Great Northern Ry. of Ireland. 96-7. illustration., diagram (side elevation)
170 Class. Names p. 116

Baltic type tank locomotive, Midland Ry., London, Tilbury & Southend Section. 97 + plate (facing page)
No. 2101 in Midland red livery

New express locomotive, Furness Ry. 98. illus.
Fitted Ross pop valves see p. 157.

Alfred R. Bennett. Charles Dickens and the railway. 100-3. 3 illustrations
Refers to Basil K. Field's account of Dickens and the Staplehurst accident published in the Strand Magazine in July 1906.  Refers to Dickens' Uncommercial traveller of 1860 and its reference to Dullborough alias for Rochester and the activities of the South Eastern Railway and its locomotive No. 97 "spitting ashes and hot water over the blighted ground". No. 97 was built for the SER in 1846/7 by Nasmyth; being one of 95-100 which had 4ft 6in coupled wheels and 15 x 22in cylinders and was a long boiler 2-4-0. Photograph shows a similar, but slightly larger 2-4-0 at Deal c1863: it had been built by Jon Forester of Liverpool in 1845/6. Dickens' Mugby Junction implies that Birmingham was a centre of locomotive construction activity, but this seem questionable. No. 97 had a Gothic boiler with a hay-cock firebox, but was reboilered by Cudworth and withdrawn in 1874.

W.J. Barker. The Centenary of Hedley's "Puffing Billy". 104-6. 2 illustrations
Adhesion test with a manually powered vehicle took place in October 1812. A Patent for a locomotive was dated 13 April 1813. Puffing Billy was constructed at Wylam under the supervision of Thomas Waters of Gateshead with the assistance of Jonathan Foster, enginewright, and Timmy Hackworth, foreman blacksmith. A trial took place in February 1813, but the boiler was too small and a return flue boiler was built by Parker at the Tyne Iron Works at Lemington. For a time the locomotive ran on eight wheels. There is a description of the locomotive as housed in the Science Museum, South Kensington.

L. Wiener. The locomotives of the Rio Grande do Sul Railway, Brazil. 106-7. 2 illustrations

The Armstrong oiler for locomotive axleboxes. 107. diagram.
Lubricating system

The last of the broad gauge. 107.
Holyhead Harbour railway converted to standard gauge.

London & South Western Ry. 107.
Ten two-cylinder 4-6-0 locomotives under construction at Eastleigh with 21 x 28in cylinders: two to be satuated and four to be fitted with Schmidt superheaters and four with Robinson superheaters.

Football Cup Tie specials. 107.
Final on 19 April played at Crystal Palace between Aston Villa and Sunderland attracted 121,000 spectators. LNWR ran 44 special trains; GNR 39; GWR 30; MR 23 and GCR 21.

A pressure-balanced piston and valve ring. 108-9. 3 diagrams.

The locomotives of the Great Eastern Railway. 109-10. 2 diagrams.

North Eastern Railway: latest developments of the Locomotive, Carriage and Wagon Department's wagon stock. 110-11. 2 diagrams.
Previous part p. 87. 20 ton 4-wheel plate wagon with plate carried at an angle to fit loading gauge. Fitted with rubber drawgear and buffer springs.

Double-ended slip composite brake, London & North Western Ry. 112. illustration, diagram., plan
57ft long with five lavatory compartments, electric lighting and steam heating.

Steel panelling for railway carriages. 113.
Charcoal finish steel railway carriage panels and locomotive boiler clothing made by John Lysaght, Ltd., at the Orb Ironworks, Newport, Mon. Now that the leading railways are introducing all-steel coaches and the use of steel panelling for the outsides of carriages has become general, Lysaght have studied the requirements very thoroughly and are producing a panel with a bright, smooth and dense surface which is also economical for use. These panels are supplied dead flat and cut exact to the required dimensions, ready to put in position on the coach, and they require practically no filling up or rubbing down. The firm also still supply their ordinary finish steel panels which are used in large quantities on Indian and Foreign railways, where the cheap native labour keeps down the paint shop charges. These panels have not the high polish which is given to the charcoal panels. For covered goods wagons a third class of steel sheering is manufactured in a special plant. Sheets for the top ends of wagon bodies (where the roof curve is a true radius) are machined in one operation, mechanically accurate. These sheets are flattened hydraulically and are a great improvement on the ordinary hammered-sheets) where every hammer mark shows unless filling-up is resorted to.

Reviews. 113.
Modern Railway Working.  
Volume III of this serial, published by Gresham Publishing Co. included articles on railway bridges, the design and construction of railway steelwork, tunnel construction with shields and compressed air, reinforced concrete in railway construction and permanent way. The text is fully illustrated by detailed drawings, with plates of the Findhorn Viaduct, King Edward VII. Bridge at Newcastle, Great Western Bridge at Worcester, Greathead shields used on the Central London Ry., Viaduct over the Suir at Waterford, and a reinforced concrete jetty at Newport.

Railway Wonders of the World. 113
Cassell & Co., Ltd., were issuing a new serial entitled Railway Wonders of the World, to be completed in 24 fortnightly parts; edited by F.A. Talbot, who has simplified all technicalities, and in a popular manner tells this story of the great railway undertakings of the world. Subjects include: Across the Andes by Aerial Railway, Crack Trains of the World, Railroading the Glaciers, The Uganda Railway, The Wonders of Signalling, Spending Millions to Save Minutes, The Story of the C.P.R., Monster Engines, Electric Giants. The book is illustrated with, 24 coloured plates and a magnificent series of photographs.

Correspondence. 113.
[Charles Dickens and the Railway]. Amateur

The part referring to Turner's Rain, Steam and Speed is especially delightful, and recalls doubtless to many, the amused astonishment, felt on gazing at the Master's reckless endeavour to portray things with which he was little conversant, and with regard to whose details he showed such lofty artistic indifference. A similar result is to be seen in his Fighting Temeraire, with its well known tug of the inordinate funnel. fay I dare, however, as an amateur admirer of Turner, to call attention to what appears to be a slight slip in Mr. Bennett's remarks, when he says. "when treating of railways, our beloved Dickens' pen is little better than Turner's brush. The word picture and the water colour are much on a par, that is to say, misty." May I point out that Mr. Bennett, though so successful in detecting the mechanical absurdities of Turner, is, on his own part, a little misty when he comes to deal with the artistic side of the question. The picture' referred to is an oil painting, and not a water colour. One sometimes feels that a review of the technical and scientific slips made by writers and painters would make instructive, and at the same time, amusing reading.

Queen class G.W.R. broad gauge engines. Frank S. Hennell. 113.
In answer to Sir O. H. P. Scourfield, when I was at Swindon from 1862 to 1864 I always understood that these six engines were built there for the Didcot and Birmingham line, but if that section was not opened until 1852, as stated, I suppose that prior to that date they worked on the main line, probably between Paddington and Swindon. These engines were fully described in the history of the G.W.R. Broad Gauge Locomotives, published in the Locomotive Magazine several years ago.

No. 250 (14 June 1913)

Railway notes. 115.
Great Indian Peninsula Ry. 115. illustration
The Bombay-Punjab Mail Express was double-headed over the lines ot the G.I.P.R.: illustration shows it with two 4-6-0 superheater express locomotives built by the Vulcan Foundry, Ltd., which were described in the" Locomotive Magazine " for January (page 3). The train was popular for homeward bound Anglo-Indians sailing from Bombay, and in the season often consisted of ten heavy cars weighing as in approximately 450 tons. Its long run down the Indian Peninsula compared favourably with European train times for similar distances.

Glasgow & South Western Ry. 115
First of fifteen large 0-6-0 type delivered from Queen's Park Works of North British Locomotive Co. These had 5ft coupled wheels and 5ft 3in diameter boilers pitched 8ft. 6in. above rail level. They had Stephenson link motion and 10 inch piston valves. The inside cylinders were 19½in. x 20in. The smokebox was fitted with Dugald Drummond's steam drier, which was really an extension of the flue tubes in the form of two headers, through which the steam passed to the steam pipe. Steam reversing gear was fitted, and duplex pumps, placed under the footplate, between the driving and trailing wheels, took the place of injectors. Minor details included the Drummond style of cab, with supporting pillars, and safety valves similar to those on the Castle class engines on the Highland Ry. The engines were painted the Highland Ry. green, but are lined according to G&SWR practice. Running numbers: 279; 292-305; WN 20113-20127.

Lancashire & Yorkshire Ry. 115-16.
A series of eight-coupled superheater goods engines was being completed. They had extended smokeboxes, and Wakefield mechanical lubricators. They bore numbers commencing 1546, the Horwich works' numbers commencing at 1174. Five were running. The twenty six-coupled superheater goods, built between March and August 1912, were: Nos. 657, 691, 791, 883, 907, 917, 918, 1363, 1364, 1366, 209, 234, 239, 300, 20, 219, 233, 237, 243, 920 (Horwich WN. 1152-1171 in the order given). Following these came two rail motors, Nos. 17 and 18 (Horwich WN. 1172-3).

South Eastern & Chatham Ry. 116
Five 0-6-4 tank engines under construction at Ashford works for London suburban services. These engines are an enlargement of the 0-4-4 tank engines already in service. The cylinders were 19½in. by 26in. stroke, and fitted with 8in. dia. piston valves, worked by a rocking shaft off the link motion. The coupled wheels were 5ft. 6in. diameter, and the bogie wheels 3ft. 7in. diameter. They would be fitted with a Schmidt superheater of 21 elements, a reduced boiler pressure of 160 psi being adopted. Steam reversing gear was fitted and Wakefield's mechanical lubricator. The weight in working order is to be about 70 tons. The water capacity is 2,000 gallons, and the coal carried 2½ tons. A Belpaire firebox is fitted.. See also pp. 250 and 272.

London & North Western Ry. 116
A further five passenger engines of the George the Fifth class (superheater) were anticipated: Nos. 404 Eclipse, 1481 Typhon, 2197 Planet, 2242 Meteor, 2279 Henry Crosfield, and 2428 Lord Stalbridge. The latter name was intended for the first of the nine four-cylinder passenger engines, two of which had been completed but not painted. They are named respectively No. 1161  Sir Robert Turnbull and 1191 Sir Frank Ree. All the five Precursors which recently were fitted with superheaters have new coupled wheels with large bosses, and No. 804 Amphion of the same type, but not superheated, had similar wheels. No. 785 had been altered for motor service. No. 1138 named William Froude, as given in our March issue. Two Webb four-cylinder compound passenger engines had been converted to simples: No. 1921 John O'Gaunt (formerly T. H. Ismay) and No. 1971 Euryalus, the former of the Jubilee class and the latter of the Alfred the Great class. . Oh. the occasion of the Royal visit to Crewe works on April 2 the Royal train was drawn by No. 5000 Coronation assisted by No. 2663 George the Fifth, both 4-4-0 superheater class, while No. 1213 The Queen acted as pilot engine: this differs from account given on p. 95. The Queen is one of the 6ft. 6in. Jumbo type (2-4-0). The same engines performed similar duties on the return journey.

[L. & N.W.R. locomotives]. 116
C. Williams, 15, Peel Street, Crewe, had published a supplementary list of L. & N.W.R. locomotives to that dated 1912.

Great Western Ry. 116.
New 4-6-0 four-cylinder express engines of the King class were 4041 Prince ot Wales, 4042 Prince Albert, 4043 Prince Henry and 4044 Prince George. The latest 2-6-2 tank engines were Nos. 4535 to 4538. No. 3043 Hercules, 7ft. 8in. single wheeler, had the new top feed arrangement just in front of the large steam dome, and some of the goods engines are similarly fitted.

Buenos Ayres Midland Ry. 116.
Five 2-6-4 tank engines had been ordered from Hunslet Engine Co., of Leeds. Engines to be fitted with Robinson superheaters and have cylinders 17in. by 24in.

Great Northern Ry. (Ireland). 116.
Five new four-coupled bogie express engines, one illustrated on page 96 of our last issue, are named after Irish mountains as follows: No. 170 Errigal, 171 Slieve Gullion, 172 Slieve Donard, 173 Galtee-more, and 174 Carrantuohill.

Alexandra Docks & Newport Ry. 116.
One of the six-coupled tank engines with outside cylinders, formerly owned by the Severn & Wye Ry., named Will Scarlett, and numbered on the GWR 1356, had been purchased by the A.D. & N. Ry. and numbered 32. It has 4-ft. wheels and cylinders 16in. by 24in. They had also purchased No. 993 G.W.R. 0-6-0ST saddle tank, and this was numbered 33.

[Harrington and Lowca Light Railway Order]. 116
Board of Trade had confirmed the Harrington and Lowca Light Railway Order, 1913, made by the Light Railway Commissioners, authorising the acquisition, reconstruction and working for passenger traffic as a light railway under the Light Railways Act, 1896, of the existing mineral railway from the Harrington Colleries at Lowca to Barrington, Cumberland.

Our supplement: four coupled passenger engine. Manchester, Sheffield & Lincolnshire Ry. 117 + col. plate fp. 2 illus.
F. Moore oil painting of Sacré 2-4-0 No. 363. Two black & white photographs show 2-4-0 Nos. 319 and 147. The locomotive as depicted in the plate had 16½ by 24in. cylinders, 6ft diameter coupled wheels and was built in 1875. The wheelbase was identical to that of the 311 class.

North Eastern Ry. 117.
R1 4-4-0 type were being fitted with Robinson superheaters. G1 4-4-0 constructed in 1888 were also being fitted with superheaters and extended smokeboxes.

Baltic type tank locomotive, Belgian State Rys. 118. diagr. (s. el.)
Superheated four-cylinder 4-6-4T with ability to carry 6 tons of coal. Approximate cylinder dimensions: 16½ by 25¼in. 1572ft2 total heating surface; 30.57ft2 grate area and 170 psi boiler pressure.

Locomotives at the Ghent Exhibition. 118-19.
See also letter from W. Beckerlegge  in Vol. 55 p. 14

Caledonian Ry. 119.
2-6-0 Nos. 34-8 in service.

The Baldwin geared locomotive. 119.
Twin bogie locomotive for logging or plantations. 3ft diameter bogie wheels. 14 by 16in. cylinders with Hackworth valve gear. Drive through shafts, universal couplings and bevel gearing. 887ft2 total heating surface. Gear ratio 2.48. Lawson H. Fry supplied information.

Metre gauge express engine, B. B. & C. I. R., Rajputana Malwa Ry. 120. illus.
Inside cylinder 4-4-0 built in the Ajmer shops of the Bombay, Baroda & Central India Railway under the direction of W.S. Fraser, locomotive superintendent. Fitted with Joy valve gear and Belpaire firebox.

Mallet type locomotive, Kassa Oderberg Rly, Austro-Hungary. 120-1. illus.
0-6-6-0 four-cylinder compound for working through the Jublunka Pass in the Carpathian Mountains and fitted with the Le Chatelier brake.

Tank locomotive, Dowlais Iron and Steel Works. 121. illus.
Inside-cylinder 0-4-0s with Belpaire boilers built at the Guest, Keen & Nettleford's Dowlais Works under the direction of George Robson, who was in charge of the locomotive stock. No. 40 King George V and No. 42 Queen Mary were named by their Majesties when they visited the Works on 27 June 1912. 

Prairie type express locomotive, Italian State Rys. 122. illus.
Ernest Breda Co., Milan 2-6-2 with Zara-Bissel leading truck and Schmidt superheaters.

Testing and repairing regulators. 122-4. 4 diagrs.
Leaking or blowing through.

Superheater goods locomotives, Great Northern Railway (Ireland). 124-5. illus., diagram (side elevation)
Five Beyer Peacock 0-6-0 with 5ft 1in coupled wheels, 19 x 26in cylinders, 1354ft2 total heating surface including 250ft2 superheater (Schmidt type), 29.9ft2 grate area and 165 psi boiler pressure. Charles Clifford design.

Great Eastern Railway — Norfolk Broads. 125-6. illus.
Photograph of Claud Hamilton type 4-4-0 in works grey taken at Colchester with the Norfolk Coast Express. Report of 23 May 1913 press outing to Norfolk Broads  at Wroxham and afterwards dinner at Hotel de Paris, Cromer. Many senior officials present including W.H. Hyde, general manager, F.G. Randall, superintendent of the line, C. Busk continental manager (presumably unaware that a century later it was quicker to get to Paris from London than to Cromer!), C. May goods manager and A.J. Hill locomotive superintendent.

E.L. Ahrons. The utilization of waste heat in locomotives — Trevithick's system. 126-9. 4 illus.

Obituary. 129-30.
George Macallan. 129-30. illus. (port)
Material used for biographical entry
James Walker
. 130
Founder of firm and Lion Works which made packings.

Indian Railway Gazxette. 130. illus.
Office in Calcutta.

Wallace Bentley. Modern railway shop machine tools. 131-48. many illus.
Material missing from copy indexed

The Pentewan Ry. 149-50. 3 illus.
2ft 6in gauge railway transported china clay from St. Austell to Pentewan Harbour, a distance of about 4 miles. It was incorporated on 7 August 1874 and opned in 1886. It was owned by the Trrewithan Estate. Two of the locomotives were unusual in having tenders: these were built by Manning Wardle and were 0-6-0: they were WN 461/1873 Pentewan which had 20in coupled wheels and 7 x 12in outside cylinders. Trewithan (WN 994/1886) was similar but with slightly larger (7½in diameter) cylinders. Canopus was another Manning Wardle product (WN 1547/1901): it was an 0-6-2ST with outside frames and outsid cylinders (7½ x 12in) and 20in coupled wheels. The fourth locomotive Pioneer was an ex-British War Office 2-6-2T which had worked at Chattenden Barracks and as delivered burnt liquid fuel using the Holden system. This Yorkshire Engine Company WN 757/1893 was fitted with a Belpaire firrebox, 2ft 6in coupled wheels, 6 x 14in cylinders, 4.7ft2 grate area and 205ft2 total heating surface

L. Wiener. The locomotives of the Rio Grande do Sul Railway, Brazil. 150-1. 2 illus., diagr.
A total of 67 locomotives were supplied by Borsig in 1906: 4-4-0 and 2-6-0 designss (both illustrated) and a 2-8-0.

Locomotive proportions. 151-2. table
Table based upon D.K. Clark's train resistance data shows potential haulage capacity on gradients between 1 in 100 and 1 in 10.

Machine for stripping sping buckles. 152-3. illus.
Supplied Judson-Jackson Co. ltd.

North Eastern Railway: latest developments of the Locomotive, Carriage and Wagon Department's wagon stock. 153-7. 5 illus., 4 diagrs.(s. & f/r els.)
Shows photograph of Stockton & Darlington Railway 6 ton chaldron wagon to contrast with 12 and 10¼ ton mineral wagons and 10¼ and 8 ton coke wagons (in the case of the larger capacity wagon described as "Cumberland coke").

Compressed cork pulleys.157.
Practically the whole of the Corporation and electricity works throughout Lancashire and Yorkshire have adopted the cork pulleys manufactured by-the Patent Cork Pulley Co., Ltd., of Horton Street, Halifax. By their use 20 to 30 per cent. in the driving power is saved, and the strain on the shafting is minimised by the perfect grip of the belting. The co-efficient of friction of cork is twice that of iron, so that narrower belts may be used, and the power may be transmitted with less tension. Cone clutches of compressed cork require considerably less pressure to keep in action.

Messrs R.L. Ross & Co., Ltd., of Stockport. 157.,
Inform us that the two new express engines for the Furness Ry., illustrated on page 98 of our last issue, are fitted with the Ross Muffled Pop Safety Valve.

Decorative wood panels for railway carriages, etc. 157.
The General Seating Co., Ltd., of 13, City Road, London, were introducing a new feature in decorative wood panels for the interiors of railway carriages, dining cars, steamship saloons, yachts, etc hotel dining halls, lounges, or wherever high-class panel work was used. Any particular view or subject can be reproduced from suitable existing negatives, or special negatives can be arranged for the purpose. By the method employed in making these panels an absolutely perfect and permanent artistic photographic reproduction direct on the wood is obtained, and by this special process the range of pigments available can be adapted to produce various highly attractive colour effects. Ordinarily finished, these panels have a rich olf-matt surface, but by French polishing a highly glazed finish can be obtained.

T. Rowlands & Co., Ltd , 157
Of Palm Tree Works, Stainforth Road, Sheffield, inform us that the Titanium Alloy Manufacturing Co., Niagara Falls, N.Y., which they have represented in Great Britain for some time, has now appointed them European Agents for their products.

Reviews. 157.

Calculations on the entropy temperature chart. W.J. Crawford, Chas. Griffin & Co. 157
The meaning and significance of the term entropy are somewhat difficult to understand at first, but Crawford's little book puts the explanation in a simple form and teaches the student how to make use of the entropy-temperature chart, even if he is not an expert in thermo-dynamics. Examples are given for elementary students, as well as for more advanced, to enable them to work out problems for themselves by means of the chart. and to obtain numerical results.

British locomotives in 1912. J.F. Gairns. Brussels: M. Weissenbruch
This little brochure of 23 pages — an annual production — is reprinted from the Bulletin of the International Railway Congress Association. The first part deals with the new locomotive types that appeared on British railways during 1912, and the second with the work performed by various classes in a series of runs undertaken by the author. It is illustrated by nine excellent photographic reproductions of locomotives, and an appendix contains the leading dimensions.

Modern railway working. John Macaulay and Cyril Hall. Vol. IV. London: Gresham Publishing Co.
The subjects dealt with in this volume fall under the following headings: The completion of Section Il., devoted to the design, construction and maintenance of railway works. In Section Ill, entitled Railway Mechanical and Electrical Engineering, the subdivisions of the portion on locomotive work are as under: (i.) Modern locomotive design; (ii.) Modern locomotive types; (iii) Tank engines; (iv.) Goods engines, and (v.) Rail motor cars. Chapters on Locomotive Workshop Practice and Equipment comprise (i.) The arrangement of works; (ii.) The parttern shop; (iii) Iron foundry; (iv.) The manufacture of steel castings; (v.) Brass foundry; (vi.) Boiler shop; (vii.) Smithy-forging and springs; (viii.) Machine shop; (ix.) Wheel and frame shop, and (x.) the erecting shop. Ottley 3738 (basic entry)

Great Central Ry. 157
Published an elaborate book of 237 pages, giving in an interesting manner particulars of its facilities and arrangements for dealing with goods or merchandise by railway. It is entitled Per Rail, and will be forwarded to traders on application to the GCR. Publicity Department, 2 I 6, Marylebone Road, N.W. The two-coloured maps of the colliery and industrial districts, and of the GCR are effective. Ottley 5771..

No. 251 (15 July 1913)

Four-coupled superheater express engine, North Staffordshire Ry. 159. illus.
For working the express train which ran during the summer months from 1 June, from Derby and Burton to Llandudno, via Crewe, the North Staffordshire Ry. were using the handsomely proportioned engine illustrated (No. 38 illustrated). This engine had been in service for some months, and was constructed at the Stoke Works, to the designs of J.H. Adams, locomotive superintendent. It had 20 x 26in cylinders, with piston valves 8in. diameter. The driving wheels were 6ft. diameter. The Belpaire boiler carried a working pressure of 160 psi, the total heating surface was 1,281 ft2 and grate area 21 ft2: Schmidt superheater fitted,

Great Central Ry. 159.
The last four 4-6-0 Sir Sam Fay class had been named: Nos. 424 City of Lincoln, 425 City of Manchester, 426 City of Chester, and 427 City of London. Unlike 423, which was painted the standard passenger colour green, these four were painted black. Nos. 424 and 426 were at Grimsby, and worked alternately to Manchester and to Nottingham. No. 1021, 4-4-0, had been rebuilt with a Robinson superheater, and was named Queen Mary. No. 876, of the 852-881 class, had been rebuilt recently with the addition of a superheater. Together with 857, 859 and 869, it was stationed at Lincoln. All four had the Westinghouse brake for working through trains coming from the Great Eastern Ry.

North Eastern Ry. 159-60.
Schmidt superheaters were being fitted to ten new 0-8-0 engines, class T2, and 20 large tank engines. The following engines were also being converted to superheaters with the Schmidt apparatus; 7 of class R1, 4-4-0, 10 class R, 4-4-0, 7 class S, 4-6-0, 3 class S1, 4-6-0, 9 class Q, 4-4-0, and 5 class F1, 4-4-0: total 71 engines being fitted.

French State Rys. 160
The boat trains between Paris and Dieppe and vice versa routed via Argenteuil, Pontoise, Gisors and Serqueux. The time taken by day service from London to Paris was 8 h. 3 m., a reduction ot 54 minutes on the former timing. Anticipated that when new track on the Pontoise line has settled down, the 168 km. between Paris and Dieppe would be covered in two hours. All the express trains between Paris and Brest via Rennes had been accelerated. The single track line between Segre and Nantes had been converted to double line, so that the Paris and Nantes service is to be accelerated.
On the 3 June when M. Poincaré left Paris for Cherbourg on his visit to London, the train was hauled by the Pacific type locomotive, 231-019. The train left Paris, St. Lazare, at 11.00, and arrived at Cherbourg at 17.16. The train was composed of three fine saloons ot the Presisident's train and a dining car and two saloons of the International Sleeping Car Co. From Portsmouth to London the President's train was hauled by the L.B. & S.C.R. Atlantic type locomotive No. 39, named La France specially for the occasion.

Shropshire & Montgomeryshire Ry. 160. illus.
Due to the able management of this line by H.F. Stephens, it had become quite a remunerative undertaking. The stone traffic on the Criggion branch was increasing fast, but the passenger traffic was still not very extensive. To provide good facilities on this branch, and at the same time do this as economically as possible, Stephens had the diminutive inspection engine Gazelle rebuilt as a 0-4-2 type, and was using this as a rail motor with an old L.C.C. tramcar, slightly altered and provided with side buffers, as the passenger vehicle. Locomotive illustrated as modified with all wheels the same diameter, 2ft. 3in., the leading and driving being coupled. The leading and trailing wheels had wood centres but the middle pair were solid cast iron. Illustrated on page 106 of our issue for  15 May 1911, in its original state as a single driver. A cab has also been added as protection for the driver.

Earl's Court Exhibition. 160
At the Imperial Services Exhibition, one of the attractions was a Military Red Cross train consisting of.a standard London & South Western Ry. bogie ambulance coach, two four-wheeled armoured trucks, one rigged up with a Maxim and the other with a Hotchkiss gun, and a searchlight, and in between these two trucks is L. & S. W. four-wheeled tank locornotive No. 82. The engine had iron plates all round, and was buried under several dozen sand bags, in fact all that is visible of the engine is the buffer beam and part ofthe wheels. No. 82 is one of the three Southampton Dock shunters (Nos. 82, 83 and 84) built in 1908 with driving wheels 3ft. 0in. diameter.

London & North Western Ry.  160
A further five 4-cylinder passenger engines (Claughton class) had been completed at Crewe: Nos. 21 Duke of Sutherland; 103 Holland Hibbert; 650 Lord Rathmore; 1319 Sir Frederick Harrison and 1327 Alfred F'letcher. The Sir Gilbert Claughton had been provided with a new type of safety valve, having double springs with two levers. Subsequent engines of this class would be so fitted. No. 1161 Sir Robert Turnbull had been running between Crewe and Manchester with local trains. No. 107 would be the first of a new series of superheated goods then being built

Our coloured supplement. 161.
Actual Supplement missing from copy inspected
L. & N. W. express locomotive "Sir Gilbert Claughton. (includes drawing — side elevation)
Midland Railway express locomotive No. 1400
Texts give brief "biographies" of locomotives concerned.

Railway strike in India. 162
Unrest had been experienced among the staff of the Madras & Southern Mahratta Railway, and this asserted itself in a partial strike in May, Madras, Bangalore and junctions stations being chiefly affected. The cause of the trouble was not very apparent at the outset, but certain grievances were soon formulated and these were generously met by the Agent, concessions being granted nearly all sections of the staff. These ,however, did not include recognition of the Amalgamated Society of Railway Servants, an unimportant organisation, having its headquarters in Bombay, and which entered the arena after the strike had commenced. The General Secretary finding that his attempts on the M.S.M.R. met with no success attempted to coerce the administration of that Ry. into recognition by ordering a general strike on all railways in India and Burma. Manv threats were made and different times given for the event; finally an order went forth for a stoppage at 12 noon on Sunday, June and. The result was a partial strike among the Society's adherents on the G.I.P. system and a few followers on the B. B. & C. I. R. and other southern railways—those of the north were unaffected.
Naturally considerable dislocation of traffic followed, and for a time it seemed uncertain as to what would happen. After a few hours, however, it was clear that only a few men had really decided to go "on strike." Several of the important mail trains were despatched whilst others arrived late, and by changing over engines, drivers, guards, etc., the services were maintained.
After 2 or 3 days of uncertainty, during which time the Boards of Directors were threatened, the Railway Board, the Viceroy, and Government invoked for interference (the Government did interfere by putting soldiers on the stations and deputing military guards for the trains), the majority of the strikers saw their misguided action received no sympathy and that they were quite powerless to paralyse business as they apparently imagined they could, they expressed anxiety to return to work, many, however, losing their records of continuous service, which would have secured them substantial bonuses on retirement. Since the strike mutual recriminations have been the order of the day among the members of the "Union," and it would seem that the A. S. of R. S. of India has brought about its own downfall by its ill conceived action.

Italian State Rys. 162.
Since the 1 July, 1905, when the State Administration commenced to work the Italian Rys., until 1913, 2,752 locomotives had been added to stock. Of these 665 had been imported from other countries, and 2,077 had been built in Italy, the Ernest Breda Co., of Milan, being responsible for 725, and the five other Italian locomotive building firms accounting for the remaining 1,352. The 665 locomotives purchased abroad were from the following:

Baldwin Loco. Works


Saxon Loco. Works, Chemnitz


Societe L'Energie, Belgium


Esslingen Loco. Works, Germany


Société Alsacienne, Grafenstaden


Hanover Loco. Works, Linden


Henschel & Son, Cassel


T.A. Maffei, Munich


Midland Ry., Derby


Schwartzkopff, Berlin


Sigl & Co


Hungarian State Rys.


Swiss Loco. Works, Winterthur




The total of 2,742 locomotives includes 875 for service on express trains as follows :-

Group 600 2-6-0 type

226 locos

Group 625 2-6-0 type

108 locos

Group 630 2-6-0 type

100 locos

Group 640 2-6-0 type

169 locos

Group 666 4-6-0 type

10 locos

Group 670 4-6-0 type

12 locos

Group 680 2-6-2 type

151 locos

Group 685 2-6-2 type

66 locos

Group 690 4-6-2 type

33 locos

Total " The 820 locomotives of groups 600, 625, 630, 640, 680 and 685 were fitted with the Zara-Bissel truck, the leading truck axle in conjunction with the first coupled axle forming a bogie.

Great Northern Railway. 162.
Further 2-6-0 engines of the 1630 class, numbered up to 1639, were running, and Nos, 546 to 555 were latest superheated 0-6-0 engines of the 521 class. Commencing at 541 these engines differed in a few details from Nos. 521 to 540, which were described and illustrated on page 237, volume 17. The leading sandboxes were now above the footplate, and the plain chimney was replaced by one similar to that on the 251 class. Nos. 71 to 80, were similar, except that they had larger coupled wheels. No. 1072 was latest engine of the 400 class to be rebuilt with large boiler and extended smokebox, No. 1532, 4-4-2 side tank, had been fitted with a modified form of condenser pipes. The pipes were turned downward from the smokebox, instead of upward, and followed the line of footplate, entering the tanks at the bottom instead of at the top, as formerly.

2-10-0 locomotive, Northern Railway of France. 163-5. illus., 5 diagrs. (including side elevation)

Indian railway accident. 165. illus.
On 30 April 1913 at Borgaon on Bhusaval to Nagpur section. Collision between a passenger train and a freight train in which 32 were killed and 20 injured. Took place on single track where Neale's ball instruments were used to control traffic. Accident due to human error.

Shaeffield Corporation. 165.
Brush Electrical Engineering to supply 25 double deck tramcars with top covers

Hornblocks or axlebox guides. 166-7. 2 diagrs.
Design criteria. Strengthening of frames around horns. Fit of axlebox guides. Wedge adjustments.

The Torrington and Marland Light Ry. 167-9. 6 illus.
3ft gauge. Engineer was Fell. There were five locomotives:
No. 1 Mary: 0-6-0ST: Black Hawthorn WN 576/1880: 1ft 8in coupled wheels, 10 x 12in cylinders and 120 psi boiler pressure
No. 2 Marland: 0-6-0T: Bagnall: 1ft 9in coupled wheels 
No. 3 Peter: 0-4-0T: Stephen Lewin
Three Fletcher Jennings saddle tank engines built in 1873 to work on the breakwater at St. Helier in Jersey were acquired in 1908 and from these one locomotive was assembled, but this was found to be too heavy and the saddle tank was mounted on a wagon (tender) and the locomotive ran as an 0-4-0. In 1901 No. 11 was acquired from Avonside: WN 1428. A vertical boiler locomotive with steeply inclined cylinders which had been acquired from South Shields was scrapped in about 1908. See also 20 page 85

Superheater metre-gauge passenger locomotive — South Indian Railway. 170. illus.
R. & W. Hawthorn, Leslie & Co. 4-6-0 with Belpaire firebox built under supervision of Robert White.

L. Wiener. The locomotives of the Rio Grande do Sul Railway, Brazil. 171-2. 2 illus.

E.L. Ahrons. The utilization of waste heat in locomotives — Trevithick's system. 172-5. illus., 2 diagrs., 2 tables

Great Northern Ry. 175.
New railway connecting Kirkstead on the "loop" line with Little Steeping on the East Lincolnshire line opened for goods traffic on 1 June and passenger traffic on 1 July 1913. Line was 15 miles long from Coningsby Junction to Bellwater Junction and there were five intermediate stations: Coningsby, Tumby Woodside, New Bolingbroke, Stickney and Midville. Trains from Manchester, etc to Skegness could avoid Boston and save about 45 minutes

The "Menno" compressed air grease cup. 176. diagr.

Correspondence. 177.
The Centenary of the locomotive. William E.S. Brown
Citing the British Alamanac for 1837 the writer argues that althouth Trevithick invented the locomotive this was not intended to operate with smooth wheels on rails as Trevithick advocated fitting projections to the rims or tyres of his locomotives to assist adhesion. Locomotives with smooth wheels had to await Blackett at Wylam Colliery in 1813. In the interim Blenkinsop had initiated commercial steam traction with a rack system.

[Old "Crewe" type goods at colliery]. Richard H. Inness
Built at Canada Works ion 1857 WN 53 and ran on Shrewsbury & Hereford Railway until absorbed by LNWR. Rebuilt in 1869 as LNWR No. 1041. Sold to 1874 to Horsley of Newcastle-on-Tyne who in turn sold it to John Bowes & Partners owners of colliery. Locomotive rebuilt again in 1898 by Chapman & Furneaux. Scapped in October 1905.

No. 252 (15 August 1913)

The Royal Train in Lancashire. 179-80. illus.
The transport for much of an extensive tour of Lancashire was provided by motor cars travelling by road, but the Lancashire & Yorkshire Railway erected a special halt at Rainford to assist with the Royal party joining and leaving the Royal Train. On Tuesday 8 July the Royal party entrained at Bristol Talbot Road which was left at 17.45: Rainford Halt was reached at 18.57. On 9 July the Royal Train, powered by LYR 4-6-0 locomotives Nos. 1514 and 1525 left Rainford Halt for Colne.  Later on the same day the Royal Train was waiting at Rochdale to transport the King and Queen to Rainford: it left at 17.50 and arrived at 18.39. On 10 July the train provided transport between Bolton Trinity Street and Rainford. On 12 July the train was handled by the LNWR running from Huyton to Ashton Charlestown and from West Leigh to Huyton.

Great Central Ry. 180. illus.
Mixed traffic 4-6-0 with inside cylinders (21½ x 26in) and Robinson superheater: No. 4 Glenalmond illustrated. Intended for express freight, including fish traffic and excursion trains.

Great Eastern Ry. 180.
Fifteen of the inside cylinder 4-6-0 type Nos. 1500 to 1514 had been completed: with exception of Nos. 1513 and 1514 fitted with Robinson superheaters) and had been completed with Schmidt superheaters. No. 1506 was hauling the Cromer to London express on Saturday 12 July 1923 when it collided with light engine No. 471 at Colchester. This was due to signalman error which the driver of the light engine attempted to mitigate, but Driver Barnard, Fireman Keeble and Guard Burdett on the Cromer express were killed.
Five new Y14 class freight engines, Nos. 542-6 had been competed: they were fitted with both vacuum and air brakes. A four wheel shunting locomotive with Belpaire boiler to be numbered 227 was under construction for Canning Town goods yard. Ten of the T19 4-4-0 type were vto be further rebuilt with new boilers and Schmidt superheaters: Nos. 707 and 775 were the first two to be modified. No. 1850, a 4-4-0, had been fitted with Kendall's feed water heater with the clack boxes on the smokebox.

Caledonian Ry. 181. illus.
No. 337 illustrated. Introduction ot superheating was responsible for the evolution of J.F. Mclntosh's new design of express goods engine, Modelled on the older 812 six-coupled class, it was found that owing to the extra 2½ tons required for the Schmidt superheater, a front pair of carrying wheels was absolutely necessary in order to get a good adjustment of weight. This extra weight is largely in the neighbourhood of the smokebox and cylinders, the latter being 19½in. diameter and fitted with piston valves. There was also the inducement of greater safety at high speeds in the provision of the leading truck, and since they have been in traffic these engines had been noted for smooth and easy running. The dimensions generally followed the 812 class, except as regards the boiler, which had a slightly larger heating surface, due to the superheater. The leading dimensions were: cylinders 19½in. by 26in., with piston valves 8in. diameter; coupled wheels 5ft. diameter, pony truck wheels 3ft. 6in. diameter; boiler total heating surface 1460 ft2, grate area 20.6 ft2.; working pressure 160 psi.

London & North Western Ry. 181.
The remaining two four-cylinder passenger engines would shortly be running, Nos. 1159 Ralph Brocklebank and 2046 Charles N. Lawrence. No. 1191 of this type was stationed at Camden and worked daily the 12.10 ex Euston to Crewe, returning with the 17.02 ex Crewe. Another of the type, No. 1327, was stationed at Edge Hill, and ran daily to London, leaving Lime Street at 11.00 and returning from Euston at 17.55. The first four of a new series of 0-8-0 coal engines (Schmidt superheater) were complete: Nos. 93, 107, 138 and 670. No. 2664 Queen Mary had been fitted with a superheater and sandboxes placed in front of the driving splasher, like No. 1628 Foxhound, previously noted. Several of the 4-6-2 non-superheater tanks had been fitted with Schmidt superheaters, and probably all would be fitted as they came into the shops. Those .now running so fitted were Nos. 1533, 1728 and 2665. No. 127 Snake (Precursor class) was running fitted with the Weir feed pump previously fitted to No. 2494 Perseus (George the Fifth class). Several more Precursors were being fitted with Schmidt superheaters, and more of the four-cylinder compound passenger engines were being altered to simple. No. 739 Sutherland (6ft. Jumbo) had its name changed to Ostrich, to avoid confusion with that of the new four-cylinder passenger engine Duke of Sutherland.

Personal. 181
Bertram McCrae had been appointed assistant locomotive superintendent of the Ottoman Rys., Smyrna to Aidin.
W.E. Allison had been appointed locomorive superintendent of the Stann Creek Ry., British Honduras.

New locomotives, Glasgow & South Western Railway. 182-3. 2 illus.
See also p. 203

The Lœtschberg Ry. 184-6. 3 illus.

Renewing and setting locomotive cylinders. 186-7.  3 diagrs.

E.L. Ahrons. The utilization of waste heat in locomotives — Trevithick's system. 187-92. 4 illus., 3 diagrs., 4 tables.

Self-propelled train for the Khedive of Egypt. 193. illus.
Described as "benzol-electric" (diesel electric) motor coach (railcar) supplied by Allgemeine Elektricitats-Gesellschaft of Berlin. Two cars, each of which could oprate independently. Engines were independently mounted to isolate vibrartion from the passengers.

North Eastern Railway. Recent wagon stock. 194-8. 5 illus.,  5 diagrs. (side and end elevations)
20-ton high-sided coke wagons; 40-ton bogie coal wagons built by Leeds Forge; 40-ton bogie coal wagons built by Sheffield & Twinberrow; 20-ton iron ore (ironstone) hopper wagon, and 20-ton coal wagons.

Petrol rail motor for Canada. 198. illus.

No. 253 (15 September 1913)

0-6-0 superheater goods engines, Great Northerm Ry. 201; 202. illus., diagr. (s. & f. els.)
Gresley J22 class Nos. 536-65, with 5ft 2in coupled wheels, 19 x 26in cylinders with piston valves, 1230ft2 total heating surface, 238ft2 Schmidt superheater, 19ft2 grate area and 170 psi boiler pressure.
Stirling No. 1082 had been rebuilt with a larger boiler and extended smokebox.

Great Western Railway. 201.
Star 4-6-0 No. 4045 Prince John was latest to be built. No. 111 The Great Bear was at Swindon for overhaul. 4-4-0 No. 3422 (ex No. 3712) had been named Aberystwyth and No. 3439 (ex 3729) had been named Weston-super-Mare. New locomotives: 43XX 2-6-0 Nos. 4321-30 and 2-6-2T No. 4539 described as a "mineral engine".
The large 4-6-0 classes were now allowed to work to Chester and between Bristol and Shrewsbury.
There was an accident at Yeovil Pen Mill on Friday 7 August when No. 3701 City of Bath ran into the rear of a stationary train due to its driver failing to obey the signals.

London & North Western Ry. 201-2.
Four superheated 0-8-0 mineral engines had been completed at Crewe: Nos. 734, 767, 1127 and 1128: the first was a "replacement" for a special tank engine. Precursor No.564 Erebus had been fitted with a superheater and piston valves. 4-6-2T No. 632 had been fitted with a superheater. Nos. 234 Pearl, 520 Panopea and 754 Celtic (Precursor class) provided with new coupled wheels having large bosses and crescent balance weights. Nos. 785, 788 and 1362 were further 4ft. 6in. tanks fitted for motor service. All the special tank engines hitherto not fitted, were being provided with cabs as they came into shops. No. 514, a 6ft. 6in. 2-4-0 passenger engine had its name altered from Lawrence to Puck.
In view of the successful results obtained with Bowen Cooke's four-cylinder passenger engines, a further ten similar engines had been put on order; also ten more George the Fifths. The construction of 30 Prince of Wales class (Schmidt superheater) would shortly be commenced.
No. 2664 Queen Mary, the first of Bowen Cooke's non-superheated 4-4-0s, ten of which were built for comparison with similar but superheated engines, had been fitted with the Schmidt superheater, and also No. 1728, a 4-6-2 tank.
One of the North London renumbered goods tank engines, No. 2633, was stationed at Ellesmere Port (Birkenhead). Considerable progress has been made with the work of extension to the No. 9 erecting shop at Crewe Works, which, when completed, would be used exclusively for the construction of new engines.

Midland Ry. 202.
A terrible disaster involving the loss of 17 lives and injuries to 12 occurred on the Midland main line on the morning of Tuesday, 2 September at Aisgill Bridge, between Kirkby Stephen and Hawes Junction, near the borders of Westmorland and Yorkshire, the Scotch express, which left Carlisle at 01.35 was pulled up through shortness of steam. An Edinburgh train which left Carlisle 12 minutes later passed the signals at Mallerstang signal box, which were set against it, and three miles farther dashed into the rear of the first train. The last coaches ·of the first train were smashed and the first coach of the second train piled it on to the tender of the engine. The wreckage caught fire and this added to the difficulties the rescuers.

Gas valve patented W.M. Still & Sons. 202.
Attention has been called to the risks of fire from gas in railway mishaps. Although the number of accidents in which there has been a chance that escaping gas has had something to do with them have been so few that they have bees hardly worth consideration, especially when the enormous number of cars equipped with gas is considered, all objections can be met by the adoption of a simple non-return valve which inserted at the joint of the high pressure piping with the reservoir. This valve (which has bees patented by the firm of W. M. Still & Sons.Ld closes automatically immediately there is a sudden rush of gas, which would be the case the event of the connecting pipes being fractured or broken. and the flow of gas is stopped.

Great Southern & Western Ry. 202.
First of a new and enlarged class of 4-4-0 passenger engines had been turned from the Inchicore Works numbered 341 and named Sir William Goulding after the chairman. Following a few of the leading dimensions: cylinders 20 x 26in., coupled wheels diameter 6ft. 7in.

North British Ry. 202
This line was painting the numbers on their tanks and tenders like the Midland Ry. in large numerals.

New tank engines, L. B. & S. C. Ry. 203. illustration
Photograph illustrates the first of a series of new six-coupled side tank engines (No. 100), classed as E2, built at the Company's Works at Brighton to the designs of L.B. Billinton, locomotive superintendent. These engines had been designed for local goods traffic and shunting work, and were intended to supersede older engines of this type known as Class El, built to the designs of Stroudley, some of them dating back to the year I874. The boiler, cylinders, motion, etc., are standard parts and duplicate with those of other classes of engines on the line. The valve gear was Stephenson link type with D slide valves, the cylinders and valves being lubricated by a graphite lubricator. The feed water was heated in the side tanks by exhaust steam from the cylinders, and is delivered to the boiler by a Weir feed pump fixed on the front end of the left hand tank. In addition, a combination injector of the hot water type, by Davies & Metcalfe, was fixed to the back of the firebox. The principal dimensions of the engines are as follows: cylinders 17½ x 26in wheels 4ft 6in diameter; working pressure 170 psi; total heating surface 1100 ft2; grate area 17.35 ft2. There were five of these engines, Nos. 100 to 104. No. 100 located at Eastbourne. The numbers of the former Nos. 100 to 104 had been altered to 692 to 696.

London; Brighton & South Coast Ry. 203
Nos. 494 and 508, radial tank engines, were to be rebuilt, and also No. 518 Kingswood, one of last remaining "yellow" engines, which would lose her name. The new Moguls were nearly finished, and the two Baltic tanks were under construction at Brighton. Nos. 364, 393 and 395 were the latest D3 class to be rebuilt in the new style, without extended smokeboxes.

Glasgow & South Western Ry. 203
The new passenger engines illustrated in our last issue on p. 183 were fitted with the Westinghouse brake. Another innovation was the location of the reverse lever on the left hand side of the footplate, and its manipulation was assisted by compressed air, the arrangement apparently being similar to that used by Stroudley on the L.B. & S. C. Ry. Our attention has also been drawn to the fact that this is the first ordinary 4-4-0 engine in this country built to weigh more than 60 tons, even the N.E.R. 1328 class weighing less.

Wantage Tramway. 203
GWR.locomotiveNo.1329, a four-wheeled saddle tank, formerly one of the South Devon Ry. engines used at Plymouth Docks, was working on this line. On the S.D. Ry. it was named Rook: it was built by the Avonside Engine Co. in I874. It had outside cylinders 14in. by 18in., and wheels 3ft. diameter.

Personal. 203.
A.L. Beattie retirement.
CME of the New Zealand Government Railways retired in 1913 and was succeeded by H.H. Jackson.
[Midland Ry]
R.C. Archbutt of Locomotive Department appointed Locomotive Superintendent Somerset & Dorset Ry in succssion to M.F. Ryan who had moved to the LSWR to become Urie's Assistant. J.E. Anderson, chief locomotive draughtsman to become Works  Assistant to CME; and J.S. Symes to become chief draughtsman.
[Great Northern Ry]
W.A.I. Emerson, former assistant to Sinclair, District Locomotive Superintendent at Peterborough, promoted to DLS Grantham.

Old French express engine (French State Rys.) with piston valves (System Ricour). 206-7. illustration., diagram.
2-4-0 constructed in 1873 for Vendée Rys with 2.02m coupled wheels, 440 x 600mm cylinders and 124.26 m2 total heating area. Ricour piston valves fitted from 1884. 150 locomotives fitted with Ricour valves between 1884 and 1894.

Compound articulated locomotive, Brazil Ry. 207. illustration
Henschel metre gauge 2-6-6-2 with 3ft 5¾in coupled wheels; 16 x 20in high pressure and 25 x 20in low pressure cylinders; 200 psi boiler pressure and 1881.2ft2 total heating surface.

A new firing shovel. 207. illus.
With corrugations on blade

The locomotive history of the Cambrian Rys. 208-9. 2 illustrations
Lists constituent companies with dates of incorporation and opening and mileage. The main line ran from Whitchurch to Aberystwyth and was 95½ miles long: total mileage 229, mostly single track. There was a long climb from Machynlleth to Talerddig of 14 miles with the last 3½ miles at 1 in 52/1 in 56. Locomotive superintendents were: Alex Walker whose employment ended in 1882; William Aston who succeeded him and the then incumbent Herbert Jones who took over in 1899. Works were at Oswestry. First six locomotives supplied Sharp Stewart and were 0-4-2 with 5ft coupled wheels, 15½ x 22in cylinders, 873ft2 total heating surface, 13ft2 grate area and 120 psi boiler pressure. At first they were fitted with weatherboards, but were later replaced by cabs.
4 Wynnstay WN 1146/1859 sold early
5 Montgomery WN 1147/1859 scrapped in 1893
6 Glansevern WN 1148/1859 sold early
7 Llanerchydol WN 1224/1860 scrapped in 1893
8 Leighton WN 1225/1860 scrapped in 1899
Volunteer WN 1226/1860 scrapped in 1899

Continued p. 233

Locomotives at the Ghent International Exhibition. 210-11. 5 illustrations
2-10-0 Northern Rly of France; 4-6-4T Belgian State Railways; L'Elephant. 2-10-0 Belgian State Railways; oil fired 0-6-0+0-6-0 Garratt for Congo Railway. 

E.L. Ahrons. The utilization of waste heat in locomotives — Trevithick's system. 212-15. 3 illustrations., 2 diagrams.

North Eastern Railway. Wagon stock. 215-18. 4 illus., 4 diagrs. (s. & r. els.).
10-ton goods brake van; 25-ton long wheelbase four-wheel ballast wagon; 11-ton brake van with ballast plough; and long wheelbase brake van for permanent way trains with lockers, tool boxes and cooking appliances.

Swedish State Rys. 218
Experiments with peat as locomotive fuel using the Ekelund system

New weighbridge, Swindon Goods Yard. 218-19. illustration.
Capable of weighing long and heavy vehicles: the machine consisted of three weigh tables and was supplied to the Great Western Railway by W. & T. Avery.

Roman stone road in Northamptonshire. 219. illustration.
C.E. Stretton photograph of "Roman stoneway": actually installed by Telford! See letters from W.B. Paley on page 244 and from Harrison Whitlock on p. 268.

Motor car vans, Paris, Lyons and Mediterranean Ry. 220.

Correspondence. 220-1.
Charles Dickens and the railway. H.L. Hopwood
See page 100. Dullborough Town probably relates to Chatham and not to Strood. Dickens lived at 11 Ordnance Terrace from 1817 to 1821. The playing fields were there then, but disappeared  when the LCDR was constructed. The earliest mention of railways in Dickens is in American Notes published in 1842 where he recorded a vile environment.

No. 254 (15 October 1913)

The Sulzer diesel locomotive. 223-4. illustration.
Photograph of locomotive on trial run beteen Wintherthur and Romanshorn. Text noted subsequnt tests between Berlin and Mannsfeld. Also noted disappearance of Dr Rudolf Diesel from GER steamer Dresden en route from Antwerp to Harwich on 30 September

Progress of the Schmidt superheater. 224.
Celebratiion in Cassel on 11 October to celebrate 25000th installation on a locomotive. Notes 18 staff employed in patent department to look after 285 patents.

Somerset and Dorset Ry. 224.
Large 2-8-0 under construction at Derby Works with boiler similar to 1000 Class compound.

Midland Ry. 224
Compound 4-4-0 No.. 1040 fitted with Schmmidt superheater and stationed at Kentish Town. Rebuild 4-4-0 No. 440 fitted with Weir feed water heating apparatus and located on right hand side of locomotive. Tilbury locomotives Nos. 14 Leigh, 45 Shoeburyness and 56 Harringay were undergoing repair at Derby.

Garratt locomotive for the Congo Ry. 225-6. diagr. (cross sectional side elevation)
Constructed by Société Saint Leonard of Liége for metre gauge. Designed to burn liquid fuel and fitted with Serve tubes.

Accelerated train service, Amsterdam-Rotterdam. 226-7. 3 illustrations
Fast and frequent light expresses operated by WISM and the Netherlands State  Railway: latter operated some non-stop

London and North Western Ry. 227.
Nos: 2201 and 2378 were latest 0-8-0 mineral engines (Schmidt superheater) built at Crewe. A new series of the same type was also under construction, the first five would bear Nos. 43, 669, 1314, 1343 and 2117. A new series of 4-6-0 (Prince of Wales) passenger engines (Schmidt superheater) was in course of construction, and would bear the names of famous poets and authors. . No. 1951 Bacchante (Alfred the Great class), had been converted to simple with 18½in. by 24in. cylinders, and No. 2011 Brougham (Precursor class), had been altered with a superheater and piston valves. No. 1688 (4-6-2  tank) had been altered with superheater. Nos, 2507 Miles Mac Innes and 2512 Thomas Houghton (Queen Mary class) had left the shops provided with the latest pattern of tender and also the vacuum brake. Additional Precursors to be provided with new coupled wheels, having large bosses and half-moon balance weights, were Nos. 1364, Clyde, and 2061, Eglinton. No. 479, Mastodon (6ft. Jumbo), had been broken up. Passenger train vehicles had their tonnage shown in large figures. at each end of the vehicle.

New compound locomotives, Northern Railway of Spain. 228-9. 2 illus., 3 diagrams (side elevations), table
4-8-0 (series 4001-4020) with 1560 mm coupled wheels

4-6-0 express locomotives. Bombay, Baroda & Central India Ry. Metre gauge section. 230-1.

Large 4-8-2 locomotives, Natal Section, South African Rys. 231-3. 4 illus., diagr. (side elevation)

The locomotive history of the Cambrian.Rys. 233-4. illus., 4 diagrs
Continued from page 209

No. Name Maker WN Date Scrapped/sold


Enterprise E.B. Wilson & Co.





Ruthin Manning, Wardle & Co.





Milford Sharp, Stewart & Co.




Pioneer Manning, Wardle & Co.



Whixall Manning, Wardle & Co.





Nantelwyd Manning, Wardle & Co.





Hereford Manning, Wardle & Co. 1862


16 De Winton Manning, Wardle & Co.




17 Merion Manning, Wardle & Co.




18 Cardigan Manning, Wardle & Co.




21 Lilleshall Lilleshall Iron Co. 1862
23 Tiny Manning, Wardle & Co.
24 Borth Manning, Wardle & Co.


25 Dwarf Manning, Wardle & Co.

Renamed Green Dragon

Changing springs. 234. 2 diagrs.

E.L. Ahrons. The utilization of waste heat in locomotives — Trevithick's system. 235-7. 5 illus.

The Ross mechanical lubricator. 238. diagr.
R.L. Ross of Stockport

Ash elevator for locomotive sheds. 238-9. illustration
In use at Old Oak Common shed: device employed the vacuum power provided by the locomotves

North Eastern Railway. Goods wagons. 239-42. 4 illus., 4 diagrs. (side & end elevations), plan.
10-ton open goods wagon (5 plank); 12-ton covered wagon; 15-ton covered road van with four doors; 25-ton bogie covered goods wagon.

Eight-wheeled goods brake, Great Northern Ry. 243. illus.

Safety of gas lighting on railway trains. 243-4. illus., diagr.

Portable mechanical loader. 244. illus.

Correspondence. 244

Roman stone road in Northamptonshire. W.B. Paley. 244.
Telford laid stone blocks to ease passage of stage coaches along route of former Roman road.

No. 255 (15 November 1913)

Four-coupled superheater express engine, Great Central Ry. 247. illus.
No. 429 Sir Alexander Henderson illustrated

London & North Western Ry. 247.
New Prince of Wales Class 4-6-0 type: Nos. 362 Robert Southey, 892 Charles Wolfe, 1081 John Keats, 1089 Sydney Smith; 1134 Victor Hugo, 2040 Oliver Goldsmith. New 0-8-0 with Schmidt superheaters Nos. 2195, 2246, 2258, 2390, 2452. Precursor No. 515 Champion fitted with superheater. Queen Mary class 4-4-0 No. 1550 Westminster superheated and fitted with sandbox in front of leading splasher (as was No, 5000 Coronstaion). No. 2500 (4ft 6in tank fitted with motor equipment)

Great Western Ry. 248.
New 43XX locomotives: 4331-4340

Canadian Pacific Ry. 248.
Toronto branch of the Canadian Manufaturers' Association held a ball during journey to its annual meeting in Halifax, Nova Scotia: a dining car was converted into a dance floor. The Calgary Works were in full operation using natural gas as a major source of power.

Tenth Annual Reunion Dinner. 248.
Of Stratfordians past and present to take place in Norfolk Room in Great Eastern Hotel on 28 November to be chaired by R.V. Russell.

North British Ry. 248.
Large numerals on tenders and tanks of goods engines were in connection with control system.

New passenger engine, North British Ry. 248-9. illus., diagram (side elevation)
Ten new intermediate passenger engines (No. 258 Glen Roy illustrated), with 6ft coupled wheels, 20 x 26in cylinders with 10in piston valves; 1640.7ft2 total heating surface including superheater and 21.13ft2 grate area: five locomotives fitted with Schmidt superheaters and five with Robinson type. Numbers and namesL 149 Glen Finnan, 221 Glen Orchy, 256 Glen Douglas, 258 Glen Roy, 266 Glen Falloch, 307 Glen Nevis, 405 Glen Spean, 406 Glen Croe, 407 Glen Beasdale, 408 Glen Sloy. W.P. Reid design.

New express goods engine, "Mogul" type, L. B. & S. C. Ry. 249-50. illus.
Five 2-6-0 locomotives, Nos. 337-341 cobstructed at Brighton Works with 5ft 6in coupled wheels, 21 x 26in cylinders with 10in piston valves; 1574ft2 total heating surface including superheater and 24.8ft2 grate area. Belpaire firebox and Weir feed pumps and a form of feed water heating whereby excess steam was fed into tender. L. Billinton design.

Midland Ry. 250.
More than sixty of the 483 to 562 class had been rebuilt with Belpaire boilers and superheaters. 0-6-4T No. 2024 had been fitted with Westinghouse brake and that several further of class were to be fitted and sent to the Southend line The 4-6-4Ts were to be transferred away off Southend section. No. 773 had covers fitted to its bogie wheels and an undershield beneath the motion: speculated that this was to keep out dust. None of the American Moguls had been repaired recently and they were expected to be withdrawn as they entered shops. No. 1215, double-frame 0-4-4T was used as yard shunting engine at Derby with condensing gear removed and painted black..

South Eastern & Chatham Ry. 250. diagram (side elevation)
See also pp. 116 and 272. Wainwright superheated 0-6-4T with 5ft 6in coupled wheels, 19½in x 26in cylinders, Schmidt superheater and Belpaire firebox.

Personal.. 250
Wainwright resignation through ill health

Express passenger engine, Great Southern & Western Railway. 251-2. illus.
Maunsell 4-4-0 No. 341 Sir William Goulding (name of company's chairman) with 6ft 7in coupled wheels, 20 x 26in cylinders, piston valves actuated by Walschaerts valve gear, total evapourative heating surface 1520ft2 plus 335.2ft2 superheater. Grate area 24.8ft2. Belpaire firebox. 165 psi boiler pressure.

Mallet locomotives for the West of India Portuguese Railway. 252-3. illus.
Three Mallet 0-6-6-0 compounds supplied by North British Locomotive Company to metre gaugue railway to operate over 16 miles of 1 in 40 gradient on the Ghat section between Collem and Castle Rock. The locomotives had 3ft 3in coupled wheels; 15½ x 20in high pressure and 24½ x 20in cylinders; 1513ft2 total heating surface; 33ft2 grate area with Belpaire firebox and 180 psi boiler pressure.

4-6-2 express locomotive for the Roumanian State Railways. 253-4. illus.
Maffei four-cylinder simple locomotive with all cylinders driving onto the front axle. Designed to burn oil (firing via the Dragu system) and soft coal. 3373ft2 total heating surface, 43ft2 grate area, Schmidt superheater (650ft2), 185 psi boiler pressure and 6ft 1in coupled wheels.

E.L. Ahrons. The utilization of waste heat in locomotives — Trevithick's system. 254-7. 9 illus.
Feedwater heater fitted as extension to smokebox.

The locomotive history of the Cambrian Rys. 258-60. 3 illus. diagr., table
Sharp, Stewart 0-6-0 type originally delivered to Oswestry & Newtown Railway (11, 12,19, 20, 26 and 27) and Newtown & Machynlleth Railway (34, 35, 39, 40, 45 and 46). Three engines probably diverted to Brecon & Merthyr Railway ewhich would have been CR Nos. 22, 32 and 33. As originally delivered they had 4ft 6in coupled wheels, 16 x 24in cylinders, 951.5ft2 total heating surface, 14ft2 grate area and 120 psi boiler pressure. No. 34 Talerddig was renamed Cader Idris in 1875 and No. 35 Countess Vane was renamed Castell Deudraeth in 1864. Aston rebuilt the later locomotives with larger boilers with 1006ft2 total heating surface and cabs. The illustrations include manufacturer's photograph of Cambria, but the rebuild type is illustrated by No. 18 — a locomotive taken over from the LNWR, but identical to rebuilt type?

No. Name Makers' No. Date built Date rebuilt Scrapped







Prince of Wales










Countess Vane














Tubal Cain










Sir Watkin























































Glansevern . .




In 1863 Sharp Stewart supplied three small 0-4-0ST locomotives with 4ft coupled wheels, 114 x 20in cylinders, 669ft2 total heating surface and 120 psy boiler pressure:

36 Plasfynnon 1431
37 Mountaineer 1432
38 Prometheus 1433

Improved steam sanding apparatus. 260-1- 5 diagrs.
Supplied by Holden & Brooke Ltd. of Manchester and operated either by steam or compressed air.

Baker Street and Waterloo Tube Railway. 261.
Extension to Paddington from Edgware Road expected to open on 1 December: Paddington station was being equipped with escalators.

Repairing a locomotiv tube plate. 262-4. 6 diagrs.
Leaks caused by cracks in firebox tube plate and in joints with tubes. Repairs included butterfly patches, putting bushes in the holes and by cutting sections out and replacing.

Guard's valve for vacuum brake. 264. diagr.

London & South Western Ry. 264.
Work on electrification of suburban lines began at Teddington.

North Eastern Railway. Goods wagons. 265-8. 5 illus., 5 diagrams (side and front elevations)
12-ton open wagons (eight plank) for sleepers and 12-ton open wagons for salt with special flooring of Adamant Asphalte; 10-ton (diagram states 8-ton) double bolster wagon and 10-ton single bolster wagon and twin bolster wagons (permanently coupled) for carrying timber.

[Journal protection]. 268.
Protection for journals of axles against weather afforded by a coat of good quick-drying black lacquer or spirit varnish applied with a soft brush to a perfectly clean surface. The varnish dries hard and no moisture can get beneath it.

[Cab windows]. 268
During rainy weather cab windows of locomotives become obscured by the water running in isolated streams across the glass. This can be remedied by rubbing the window with a piece of soaped waste allowing the faintest trace of soap to remain on the surface.

Midland Railway (Derby Works) Brass Foundry. 268
Very up-to-date melting plant, including three Morgan tilting furnaces and one Charlier furnace had recently been installed. The moulding plant had been brought to a very high standard by the introduction of a high speed moulding machine supplied by the Universal System of Machine Moulding & Machinery Co , Ltd. and built by Bonvillain & Ronceray, Paris. The castings were produced at a high grade of perfection and required practically no other dressing than the cutting of the runners, thus showing a considerable economy.

Great Central Ry. 268.
The last four 4-6-0 engines of the Sir Sam Fay class had recently been named as follows: 424 City of Lincoln, 425 City of Manchester, 426 City of Chester and 427 City of London. Unlike No. 423, which was painted the standard passenger colour green, these four were painted black, Nos. 424 and 426 were at Grimsby, and worked alternately to Manchester and to Nottingham. No. 1021, 4-4-0, had been rebuilt with a superheater, and named Queen Mary. No. 876, of the 852-881 class, had also been rebuilt with the addition of a superheater. Together with 857, 859 and 869, it was stationed at Lincoln. All four had the Westinghouse brake for working through trains coming from the Great Eastern.

Correspondence. 268-9
Roman stoneways. Harrison Whitlock.

Writer thought Stretton was wrong in calling the tramway on the Watling Street a Roman stoneway. He appended an extract from a local paper the Northampton Mercury, 23 October 1886. The Watling Street Tramway.
The rough stone tramway along the Watling Street, between Towcester and Weedon, was done in the year 1837. The two hills were cut through at the top of each and the earth carted into the hollow, where there is a brook and a bridge over it called Gun Bridge. A new and stronger bridge was built in the same year to carry the earth brought there from the hills, so as to make the road as level as could possibly be done. On the left or near side of each hill was then laid the present tram road. Some of the large centre stones over which the wheels run were brought from Mount Sorrel, and a great many are Scotch granite from Aberdeen. They were laid by Edwards, of Heyford. and the whole of the curb stones were laid by Thomas Bishop, of Fosters Booth, assisted by Thomas Reeve, of Cold Higham, both of whom are still living there; and I may say that the work is as good now as it was then. The work was carried out by the then Turnpike Commissioners, in order to enable the coaches to compete with the railway then being made from Denbigh Hall, near Bletchley, to Rugby. which railway opened for traffic either just before or at the time the tram road was completed. How far it answered in such competition I must leave the reader to judge. About 300 men were employed in this work, under, the superintendence of Geo. Savage, now of Stoke Bruerne, who had the entire management of the whole work, under John Judkins, of Heyford, the survevor to the Commissioners. D.N.T." [The information was supplied to the Mercury by D. Norman, of Towcester, and he knew all the persons named. See also letter from Clement Stretton in next volume page 42

Charles Dickens and the railway. A.R. Bennett. 269.
H.L. Hopwood, who writes in your September issue, was certain that the playground referred to by Charles Dickens in his Uncommercial Traveller was situated at Chatham and was the only one that could have been meant, there is of course an end to the notion that Dullborough was Rochester and the station concerned Strood. But the idea that he described a real arrival and a real incident in his life must also be abandoned, for whether the loop line was or was not made, the unfriendly relations between the, two companies would assuredly have prevented a S.E.R. engine from plying into a L.C. & D. station. Dickens must therefore have noticed No. 97 elsewhere and transported her to an impossible spot. One wonders why. If he really made the journey and arrived at Chatham it would have been easy to have noted the name of a L.C. & D. engine, and to have assigned the station with its tunnel, "By Act of Parliament," to its proper owner instead of to a rival company. He is very specific that it belonged to S.E.R. Although without special local knowledge, I did not rashly adopt the Rochester and Strood theory. Chatham, I knew, had a tunnel, but the other circumstances made it impossible in my eyes, so I submitted the matter to Mr. Henry Fielding Dickens, K.C., son of the great author, who very kindly wrote me a long letter, of which the following are brief extracts:
"I have no doubt that the town described is Rochester. The station itself is Strood, which was on the S.E.R., or, to speak more strictly, the North Kent. My father spent a part of his childhood at Rochester where his father was in the Paymaster's Office at Chatham, and I do not suppose he went back until he took Gad's Hill, which is about two miles away. There are facts in the article, moreover, which point to Rochester and it alone. The 'ugly dark monster of a tunnel' is just outside and visible from Strood Station." Then, after four pages in support of his views, Mr. Dickens winds up: "I think you will agree with me that all these facts point to Rochester and no other place." Of course, Mr. Dickens, like myself, had the specific statement of S.E.R. ownership before him, which appears to automatically exclude anything outside that company. The difficulty about the playground does not appear to have struck him. I also communicated with the S.E.R., and their chief engineer, P.C. Tempest, likewise expressed the opinion that Strood Station was meant. See also letter from H.L. Hopwood in next Volume page 42

Replies. 269
J. M. Courage.
We understand the line from Brampton Junction to the town is now North Eastern property. The GWR owned and worked the Liskeard and Looe and Liskeard and Caradon lines, and the locomotives are now numbered in their list.
W. Butterfield
A modern first-class restaurant car cost £29 to £38 per foot run complete.
Anonymous (Codanur, South India).
Both plates are tapped, the stud would not bring the plates together when patching fireboxes. Thread the inside plate only, with a clearing hole in 'patch, and caulk the stud.
Hubert Rankin
The GWR had a few engines fitted with the Westinghouse brake, No. 3434 was one of them.
F.F. Hoyland
Our postcard No. 1607 gives an idea of the front end of a Bloomer. As built we understand the rasing over the firebox was bright brass, as also were the dome and the splasher beading and the corners of the firebox, back and front. These engines were painted vermilion, and the small valve between the dome and firebox was this colour.
F.J. Neale
The three-cylinder Midland engines had the valves inclined 1 in 16. The automatic vacuum brake fittings of the Sir Sam Fay class include the Westinghouse self-regulating ejector.
F. Turton.
Of course the loading gauge limits the height of the chimneys. The following are the dimensions requested:-Stroudley D3 class, boiler diameter 4ft. 3in., centre above rails 7ft. 59/16in.; Sirdar class, 4ft. 10in diameter, 8ft. 3in. above rails; Atlantic 37 class, 5ft. 4½in. diameter, 8ft. 8½in. above rails.
H. Summers
Regret we cannot give early history of Bishops Castle Ry. locomotive Carlisle. It was repaired at Wolverhampton, GWR about two years ago .

Reviews. 269
Locomotive boiler construction.  F.B. Kleinhans, with additions by G.L. Fowler. New York: Norman W. Henley Publishing Co., London: Locomotive Publishing Co., Ltd.
This work is a practical treatise for boilermakers, boiler users and inspectors, and deals only with the best and most modern American practice. The introductory chapter is devoted to a description of boilers in general, and then the author treats of the constructional side, taking the reader stage by stage through the various operations, commencing with the laying out of sheets, and following with chapters on flanging and forging, machining parts, riveting, boiler details, etc. Considerable space is given to boiler shop machinery. The final chapter deals with the question of locomotive boiler inspection as it is applied in America. The book is copiously illustrated, there being 334 figures in the text and five folding plates illustrating typical modern American locomotive boilers.

Modern railway working. J. Macaulay and Cyril Hall. Volume VI. London: Gresham Publishing Co.
The sixth volume of this useful work contains the sections on Railway Carriage Lighting, by Hy. Fowler, of the Midland Ry.; Electric Traction on Railways,. by Philip Dawson, of the L.B. & S.C.R. ; and Signalling and Train Control, by H.E. Morgan, of the W.R. Sykes Interlocking Signal Co. Three chapters are devoted to carriage lighting requirements, and gas and electric lighting. The section on electric traction describes comprehensively the systems of motors, methods of control, multiple-unit control, third-rail and overhead conductors, with a separate chapter on motor trucks, electric locomotives and rolling

No. 256 (15 December 1913)

4-4-4 passenger tank engine, North Eastern Railway. 271. illus.
Designed to work heavy local passenger traffic in the |Darlington, Saltburn and Tebay districts. Class D: Raven design. No. 2143 illustrated.

London & North Western Ry. 271.
Four 4-6-0 Prince of Wales class passenger engines with Schmidt superheater had been completed at Crewe, Nos. 2075 Robert Burns, 2198 John Ruskin, 2205 Thomas Moore and 2213 Charles Kingsley. A new series of the same type was also in course of construction, the first of which would bear No. 321 Henry W. Longfellow, thus replacing one of Webb's 4-6-0 four-cylinder compound mixed traffic engines, which had been broken up. Some additional Precursors were being fitted with the Schmidt superheater and piston valves, of which No. 1419 Tamerlane was nearly finished. No. 2271 J. P. Bickersteth" (Queen Mary class) was similarly fitted. The latest 4ft. 6-in. tank to be altered for motor service was No. 816, whilst, of the same type, No. 951 had been broken up. No. 2168 Henry Maudslay (George the Fifth class) had been fitted with a Bosch mechanical lubricator. No. 1191 Sir Frank Ree (Claughton class) had, since first stationed at Camden, made over 100 continuous daily trips (Sundays excepted) between Euston and Crewe.

0-6-4 tank engine, South Eastern and Chatham Railway. 272. illus.
See also pp. 116 and 250. Wainwright Nos. 129, 207, 397, 611 and 614. Fitted with steam reversers.

4-6-4 tank engines, Netherlands State Rys. 272-3. illus.
Six locomotives supplied by Beyer Peacock: 20 x 26in inside cylinders; 6ft 1¼in coupled wheels. S.E. Haagsma, Locomotive Superintendent.

Six-coupled bogie mixed traffic engines, London & South Western Ry. 273. diagr. (s. el.)
Ten two-cylinder 4-6-0 locomotives under construction at Eastleigh with 21 x 28in cylinders: Nos. 490-1 to be satuated and Nos. 482-485 to be fitted with Schmidt superheaters and Nos. 486-489 with Robinson superheaters.

Great Central Ry. 273.
New series of 2-8-0 from Gorton: Nos. 375-81. No. 1021 Queen Mary and Nos. 1015 and 1041 had been rebuilt with larger boilers, superheaters and pioston valves.

Personal. 274

Mr. R.E.L. Maunsell. 274. illus. (portrait)
Appointment as chief mechanical engineer of South Eastern & Chatham Ry. in succession to Wainwright; formerly locomotive superintendent Great Southern & Western Ry. Includes details of his career.

Mr. John F. McIntosh. 274.
Retirement of the locomotive, carriage & wagon susperintendent of the Caledonian Ry.: concise biography

Mr Edward A. Watson. 274. illus. (portrait)
Appointment as locomotive superintendent of the Great Southern & Western Ry. in succession to Maunsell. Includes details of his career, but without dates.

The late Mr. J.H. Sharp. 275.
Eldest son of Rev. J.P. Sharp of Longstowe, Cambridgeshire: he was born at Farndon in Buckinghamshire on 15 July 1860 and died on 6 November 1913 in Glasgow. Apprenticed to Sharp Stewart where his grandfather, John Stewart, had been one of its founders. Died as Managing Director of North British Locomotive Co., from which he had been since 1903.

Express engine, Nigerian Rys. 275-6. illus., diagr. (s. el.)
Nasmyth Wilson 4-6-0 for 3ft 6in gauge with Galloway-Hill Patent furnace and Belpaire firebox to operate between Zaria and Lagos.

The Clogher Valley Ry. 276-9. 6 illustrations., map
This roadside tramway operated between Maguire's Bridge and Tynan. It opened in May 1887. The line was characterised by sharp curves, steep gradients and on-street sections through the main towns served. Illustrations include works photographs of locomotives as well as locomotives and rolling stock in service and workshops at Aughnacloy.

Number Name Maker/type WN Date
1 Caledon Sharp Stewart 0-4-2T


2 Errigal Sharp Stewart 0-4-2T


3 Blackwater Sharp Stewart 0-4-2T


4 Fury Sharp Stewart 0-4-2T


5 Colebrooke Sharp Stewart 0-4-2T


6 Erne Sharp Stewart 0-4-2T


7 Blessingbourne Hudswell Clarke 0-4-4T



South Eastern and Chatham Ry. 278.
Two Ivatt 2-4-0 tender locomotives Nos. 1066 and 1067 from the Great Northern Railway were working from Bricklayers Arms having been transferred on Sunday 30 November via Ludgate Hill.

Superheater repairs in the running shed.  279. diagram.

[Cleaning boiler tubes]. 279.
American steam driven rotary device for cleaning boiler tubes.

Great Western Ry. broad gauge locomotives. 280-2. 5 illustrations
Notes on 4-4-0 of the Victoria class introduced in 1856: Victoria, Napoleon, Leopold, Oscar, Abdul Medjid, Victor Emmanuel, Alexander and Otho. A second series was built from 1863: Brunel, Locke, Stephenson, Trevithick, Smeaton, Watt, Fulton, Telford, Rennie (illustrated in original condition) and Brindley (illustrated in modified condition with cab). An 0-6-0 with 17 x 24in cylinders, 5ft coupled wheels and 120 psi boiler pressure was introduced in 1851: Dido (illustrated). Druid, Hero, Florenace, Nora, Creina, Volcano, Caesar and Thunderer. This was followed by a further series from 1857: Mersey, Severn, Tweed, Humber, Esk, Avon and Liffey (last illustrated). J. Armstrong introduced an 0-6-0T (side tank) in 1865/6: Sir Watkin, Bulkley, Whetham, Fowler, Saunders and Miles (illustrated). Theese were later converted to saddle tanks. Bulkley, Fowler and Saunders were transferred to the South Devon Railway and when they returned to the GWR in 1876 they were numbered2157-9 and the names were removed. They had 4ft 6in coupled wheels and 17 x 24in cylinders.

Some fragmentary notes on N.E. Ry engines, old and new (No. III).. 282-3. 2 illustrations
A batch of fifteen 0-6-0 were built by Gilkes, Wilson & Co. for the Stockton & Darlington Ry. They had 4ft coupled wheels and 17 x 18in inside cylinders. No. 104 Durham is illustrated in the form it became as NER No. 2259: it was not broken up until January 1902. See also letter from John Kitching on page 42. The other locomotive illustrated was No. 1324 T.W. Worsdell compound 2-4-0  of 1886.

Chilled wheels for railways. 283-4. illustration.

The locomotive history of the Cambrian Rys.  284-6. 3 illustrations, table

North Eastern Railway. Goods wagons. 286-9.  4 illustrations, 4 diagrams. (side & front elevations, some plans)
12 ton plate wagon; 25 ton plate wagon; 10 ton perishable goods van and 10 ton refrigerated goods van, cooled by ice.

Bogie saloon carriage, Midland Ry. (London, Tilbury & Southend Section). 289-91. 3 illusillustrations, diagram. (side elevation and plan)
Built at Plaistow under Robert H. Whitelegg's direction. Luxurious vehicle which was capable of dining 16 and which exploited rubber to minimise noise and vibration via Spencer Moulton body blocks and Silvertown rubber tiles. Italian marble was used in the lavatory. Electric radiators were fitted as well as steam heating and both Westinghouse and vacuum brake. The bodywork was teak. Presumably when authorised it was envisaged that the vehicle would work to destinations off the system. See also Dow's pictorial album.

Drewry rail motor-cars, Great Western of Brazil Ry. 291-2. 2  illustrations
Permanent way inspection cars.

Bound copy held at NRM has as final section:
A. Rosling Bennett. The first railway in London.