The Locomotive Magazine and Railway Carriage
and Wagon Review
Volume 29 (1923)
Key file to all issues of Locomotive
Magazine
Number 365 (15 January 1923)
Four-cylinder tank locomotive, North Staffordshire Ry.
1-4. illustration, 3 diagrams (including side & front elevations)
John A. Hookham, Locomotive Engineer. Cranks set an angle of
135°. Cites Holcroft's paper oon
four-cylinder locomotives
Rebuilt tank engine, Great Western Railway. 4.
illustration, diagram (side elevation)
0-4-2T No. 1421 rebuilt with Belpaire domeless boiler with safety
valve on centre, Cylinders were 14½ x 24; total heating surface
908.93ft2; grate area 14.70ft2; and 165 psi working
pressure. Employed on Cardiff Railway rail motor service between Cardiff
and Rhydyfelin. Information provided by C.B. Collett.
New compound locomotives, Type 8 Bis, Belgian State Rys. 5-6.
illustration, diagram (side elevation)
Four-cylinder compound 4-6-0 design of de Glehn/du Bousquet type:
orders spread over most Belgian manuufacturers
Indian notes. 6.
IRCA meeting at Simla from 9 October under Presidency of Brig.General
Magniac (Madras & S.M. Rly). Aims automatic vacuum brake on all freight
trains from 1 April 1924, approve rubber springs for draw gear etc, proposed
automatic couplers for freight wagons and pooling of wagons on broad gauge
lines.
New light lines consolidation locomotive, Victorian
Rys. 7. illustration
2-8-0 designed for lines with 60lb rails and sharp curves, such as
the Tallangatta to Cudgewa line designed by A.E. Smith, chief mechanical
engineer and built at the Newport workshops.
Travelling cranes for railway service. 7-10. 2 illustrations, 2 diagrams
An eighty year old locomotive. 10. illustration
Lion in situ as a pumping engine at Princes
Dock, Liverpool, Dimensions obtained from W. Hughes, late L&YR Southport
with access provided via Thomas M. Newell, eengineer of the Mersey Docks
& Harbours Board.
An amalgamation proposal of 1852. 11
It is not, perhaps, generally known that so far back as November,
1852, it was then proposed to amalgamate the L. & N.W. and Midland Rys.
At meetings held by these companies in that month, it was resolved to effect
an amalgamation between them on the following terms :--" That the relative
values of the two undertakings be ascertained and fixed by three referees
of high standing, that their decision be given after the passing of the Act
of Amalgamation; but in case the first application to Parliament fails, further
application shall be made in the following and ensuing session. It shall,
however, be competent. for either Company to call upon the referees to fix
the relative value of the two undertakings, such values not to be in any
case fixed until after the 31st of December, 1853." At this time L. &
N.W.R. £100 stock stood at 124½, whilst the same amount of Midland
marked 79 only. During the same month, three other lines also resolved on
amalgamation, namely, the York and North Midland, Leeds Northern, and York,
Newcastle and Berwick. The stock of the first and third of these stood at
61 and 76½ respectively. Thus, seventy years after finds two of our
greatest companies not only amalgamated, but themselves part of a huge
combination, and it is almost a pity that the old initials of the chief line
in it are not to remain to cover the whole, as they are almost as much a
national institution as, say, penny postage. And, ironically enough, the
Eastern lines have adopted an almost similar designation, the initials L.
& N.E.R.
London & North-Eastern Ry. 11.
Early last month a train was on view at King's Cross terminus made
up of freshly- painted bogie carriages belonging to each of the constituent
railways forming the Eastern group. Vehicles were sent by the Great North
of Scotland, North British, North-Eastern, Great Central, Great Eastern and
Great Northern Rys. for the inspection of the directors with a view to selecting
a livery for the coaching stock of the new Company. The new North-Eastern
Ry. Pacific type engine No. 2400, and the electric passenger loco. No. 13
were also on view together at York Station a week or so later with locomotives
from each of the railways in the group, in the pre-war colours.
London & North Western Ry. 11
The series of 0-8-0 superheater goods engines (G2 class), which was
referred to on page 290 of the October LOCOMOTIVE, is now in service, numbered
758, 1012, 2414, 2429, 2517, 231, 308, 403, 2178 and 13. The latter takes
the place of the four-cylinder Claughton class engine Vindictive,
which has been renumbered 2430.
No. 1950 Victorious was the latest four-cylinder compound passenger
engine to be converted to Renown class (two-cylinder simple). A similar engine,
No. 1976 Lady Godiva had been broken-up, and the remainder, it is
understood, are to follow as they require heavy repairs; as are also the
Renowns.
The following 4-4-0 Precursor class engines had been converted to George
the Fifth class :-Nos. 1737 Viscount, 1309 Shamrock, 374
Empress and 990 Bucephalus. The 2-8-0 F class four-cylinder
compound mineral engine, No. 2114, had been converted to simple as 0-8-0
G1 class. No. 1898, B class compound, had also been converted to G1 class.
The 6 ft. 6 in. 2-4-0 Precedents, Nos. 308, 403, 2178, 380 and 1677 had been
broken-up. Others of the same type, including No. 1189, had been withdrawn
for scrapping
G. Willans, Locomotive feed-water heating and boiler
feeding. 11-13. 3 diagrams
Westinghouse locomotive feed pump based to great extent on brake pump
supplied by Westinghouse of America; the Knorr system also exploitd brake
pump technology. The Worthington-Simpson was a development of the McBride
system. Moves on to the injector-type feed-water heaters.
Great Northern Ry. 13,
Twenty 0-6-0T tank engines were in hand at Doncaster to be Nos. 221-240.
A third Pacific was also in hand. Several 4-4-2T tannk engines from the London
area were having rhe condensing apparatus removed and higher chimneys and
domes fitted: Nos. 1528 and 1533 were amongst those modified.
A.R. Bennett. The chronicles of Boulton's Siding. Chapter XIX. Conclusion.
13-17. illustration, 2 diagrams (including side elevtion & section)
The illustration is a photograph of Boulton's Yard at Ashton-under-Lyne
taken in 1869 in which are grouped several of the engines noticed in the
preceding chapters. The boilers to the left and right are those of the two
Netley Burys: the two engines behind the left-hand boiler are Wotton
before rebuilding, and Bristol. The tender in the foreground is that
ascribed to Firefly, and in front of it is lying part of
Ophir's leading axle, which was broken as she was being unloaded on
arrival at Ashton. Behind the tender are Lady of the Lakes and
Pugsy. To the right of the tender is Queen of the Forest and
one of the Liverpool and Manchester engines before rebuilding.
Here and there in I.W. Boulton's voluminous diaries occur notes which, although
not concerned with the building, buying or selling of locomotives, are yet
sometimes of interest to the railway historian, and it is proposed to transcribe
a few of them here.
April, 1860. They are making goods engines at Wolverton to work at 150 lb.
pressure.
13th June, 1860. Engineman John Thomas, M.S. and L.R., Gorton, left Manchester
7-50 a.m. to Lincoln with passenger special; then to Retford empty; then
to Barnsley with goods; to Lincoln empty; to Manchester with twenty-two coaches.
Arrived 11-0 p.m.; finished at Gorton 12-0 midnight. Went out again at 3-45
a.m. on 14th.
John Thomas was evidently one of the sturdy old brigaders; to-day it would
take about four men,
The main diagram is of Sir Benjamin Baker's Fowler's Ghost of the Metropolitan
Railway.
Note. 17
Re the L. & N. W. Ry. engine No. 1129, of doubtful identity mentioned
in the November number, a Crewe correspondent has been good enough to write:
1129 was without doubt old No. 2 of the Birkenhead and Chester Ry., No. 2
Zopyrus, 2-4-0 side-tank: 5 ft. 3 in., 14 in. by 20 in. : R. Stephenson
& Co., 1857, makers' number 1082 : taken over by N.W.R., 20th November,
1860 re-numbered 404 and name retained: re-numbered 1129 in January, 1865:
(when it was replaced by a 6-ft. 2-4-0 curved link passenger engine which
took the same number and name) and sold to Boulton, March, 1866." There is,
however, reason to believe that Zopyrus was an inside-cylinder engine,
while Boulton describes his purchase as an outside.
Great Eastern Ry. 17
New goods engines up to No. 1294 were completed at Stratford during
December. A further series of ten 4-6-0 express engines was in hand.
London & South-Western Ry. 17
No. 751 was the latest addition to the series of 4-6-0 express
engines.
Somerset & Dorset Ry. 17
New 0-6-0 goods engines built recently by Sir W.G. Armstrong, Whitworth
& Co. were numbered 57 to 61. Old No. 57 engine was now No. 34.
Great Western Ry. 17
Another ten four-cylinder 4-6-0 express engines of the Abbey class
would shortly be in service. The first two had left Swindon, these are No.
4063 Bath Abbey and 4064 Reading Abbey. These engines were
provided with hollow crank axles.
Our supplement. The Great Northern Railway's 4-2-2 express
engine, No. 215. 17-18 [Supplement not held and not yet seen]
As our coloured supplement this month we illustrate the powerful express
locomotive built to the designs of the A. Sturrock, so long ago as 1853,
and which was many years in advance of its time, so much so that the machine
was not given a chance to show her capabilities and remained the sole example
of the type. The Great Northern main line was opened direct to London (King's
Cross) in 1850 and No. 215 was designed with the idea of making it possible
to reach Edinburgh from London in eight hours, making non-stop runs between
London and Grantham, and also Grantham and York, and for this purpose she
was provided with a tender of large capacity. However, the absence cif
competition and no demand by travellers for this facility until many years
later caused this idea to be abandoned, and Sturrock reverted to building
engines of more moderate power. This engine was ordered from R. & W.
Hawthorn, the predecessors of the present well-known firm of R. & W.
Hawthorn, Leslie & Co., of Forth Banks Works, Newcastle-on Tyne, in August,
1852, and delivered to the Railway Company in 1853, the makers' number being
No. 821. The design bore marked traces of her creator's early experience
under Daniel Gooch in the Great Western Works at Swindon. Of the outstanding
features the most notable was the very large heating surface, especially
of the firebox, which ~ was not equalled on the G.N. until the introduction
of the large Altantics (251 class) nearly fifty years later.
T.H. Sanders. Laminated railway springs. Section IV. Spring suspension. 18-21. 3 diagrams
Questions and answers. No. 29—How is the diameter of the chimney
of a locomotive calculated? 20; 22-3.
Goss of Purdue University's experiments
on blast pipe, smokebox and chimney dimensions; also
von Borries and Troske in
Germany.
Pressing bushes into coupling rods. 23. illustration
Niles Bennett Pond Co. 50 ton bushing press in the shops of the Atlantic
Coast Line RR
Correspondence. 23
Another Indian Railway Man.
Anonymous correspondent referring back to anonymous correspodent in
October Issue stating that accident occurred whilst descending Ghaut inclines
and was due to partial braking of freight vehicles and sodden track.
[Appointments in India]. 23
A.E. Pearse, Carriage & Wagon Superintendent, North Western State
Railway appointed Locomotivet, Carriage & Wagon Superintendent, Oude
& Rohilkhand Railway. H.J. Charlton appointed Carriage & Wagon
Superintendent, North West State Railway. A.J. Chase formerly with Oude &
Rohilkhand Railway appointed chief mechanical engineer Railway Board
Tank locomotive for the West Cannock Colliery. 24. 2 illustrations
W.G. Bagnall Ltd. 0-6-0ST with 17 x 24in outside cylinders activated
by Walschaerts valve gear with a boiler heating surface of 855ft2
and a grate area of 15ft2. It was named Topham. The second
illustration shows it alongside two other Bagnall saddle tanks: a smaller
0-6-0ST for West Cannock Colliery, and a much smalloer one for Pauling
& Co., the contractors for Kilindini,
Steel sleeping cars for the International Sleeping Car Co. 25-7.
illustration
Forty cars built by Leeds Forge with couplings, gangways and braking
capable of joining to a wide variety of vehicles and both steam heating from
a locomotive and an independent coal-fired boiler. Constructed under
supervision of Jault, Agent for the Company. These cars are working regularly
on the train which runs direct from Calais to the Italian Riviera frontier
via Marseilles in connection with the 11 a.m. boat train from Victoria. The
train is known in France as the Train Bleu..
Reviews. 27
Mechanical testing. Vol. II. R.G. Batson and J.H.
Hyde. London: Chapman & Hall. 446 pages, 313 illustrations.
This is the second volume of the excellent work, of which the first
volume was reviewed in our September issue. Vol. II. deals with absorption
and transmission dynamometers, the testing of gears, springs, and bearings,
mechanical testing of lubricants, vibration tests in structures, static and
dynamic balance, concrete slabs and beams, columns and struts, cutting tools
and many miscellaneous tests.
Space will allow us to notice only those portions which are of direct interest
to locomotive and rolling stock engineers. About twenty pages are devoted
to railway dynamometer cars, in which full descriptions with illustrations
are given of the latest cars on the Lancashire & Yorkshire and Swiss
State Railways. In the former the dynamometer springs are of the compound
type, one for the pull and the other for the push, and each spring is made
of a number of independent plates separated from one another. The work integrator
and inertia ergometer are fully described with the mathematical principles
underlying them. The Swiss car is of an entirely different type, in which
a hydraulic dynamometer is employed, since, for the capacity required, a
spring dynamometer would have been cumbersome and have increased the difficulties
of examination and recalibration necessary at regular periods. The authors
point out that draw-bar dynamometers which depend for their action on the
extension or compression of a helical spring are by no means satisfactory,
even when the spring is heavily damped. In this connection we may point out
that the old four-wheeled car of the L. & Y.R., with which Sir John Aspinall
made his celebrated experiments on "Train Resistance" in 1899-1900, was fitted
with two spiral dynamometer springs, and that Hughes in the new eight-wheeled
bogie car has abandoned these for the separated plate springs mentioned above.
The ordinary form of laminated spring, as used on locomotives and carriages,
is not suitable as a measuring spring owing to the hysteresis action set
up by the friction between the plates.
Prof. Dalby's experiments on laminated locomotive springs are described,
together with the rougher commercial tests made on scragging machines.
Much useful information is contained in the chapters deaiing with the mechanical
testing of lubricants, and friction tests on bearings. Vibration tests on
springs and lock-nuts are described. In the latter tests two lock-nuts of
each kind were used, and the number of vibrations necessary to produce slackness
in each was observed and taken as a measure of their efficiency.
In the chapter on Static and Dynamic Balance we should like to have seen
a description of Churchward's locomotive wheel balancing machine in use at
Swindon and Doncaster. This machine might with advantage be described in
a future edition. The chapter on Measurement of Movements and Stresses chiefly
concerns the bridge engineer, but there is much of great value in it for
the locomotive engineer in regard to the effect of badly balanced locomotive
driving wheels. Other features of interest in the book include the testing
of pressure gauges, and impact tests on railway screw couplings. A chapter
on Tests of Cutting Tools is of interest to the works manager. The book is
a valuable mine of information, and we can heartily recommend it. The numerous
illustrations are extremely clear.
Railway signalling, automatic. F. Raynar Wilson. London: Sir
Isaac Pitman & Sons, Ltd.
This primer deals concisely with the different methods adopted by
railways and signal firms to provide safe and efficient automatic signalling.
Written as simply as possible, typical examples of the different phases of
automatic signalling and track circuit have been selected. The salient features
of the apparatus are briefly outlined, followed by explanations of the
application of the different methods with the latest developments, without
entering into lengthy descriptions of each piece.
"Patent" smokeless and semi-smokeless fuels. J. Arthur Greene and
F. Mollwo Perkin.. London: Sir Isaac Pitman and Sons, Ltd.
This little book is one of Pitman's " Common Commodities and Industries"
Series. In simple language it gives a general idea of some of the many processes
of making the so-called "Patent," "Smokeless" and" Semi-Smokeless" fuels,
and includes a complete description of a modern coal-washing, drying and
briquette-making factory. A novel installation illustrated is in successful
operation on one of the Argentine railways; it is a travelling plant for
making ovoid briquettes for locomotive purposes from waste small coal, cinders
from smoke and fireboxes, etc. Smoke abatement is also dealt with in one
of the chapters. The second section is intended to assist the scientific
reader in the technical details of the carbonization of coal by various patterns
of retorts.
Who's Who in Engineering. 3rd Edition. London: John E. Sears,
Junr.
The new edition of this well-known book of reference has grown to
a volume of 1,200 pages. The work entailed in collecting the material in
the biographical section alone will be appreciated from the fact that there
are now over 8,000 names included. It forms a unique record of the position
and interests of our engineers, and should be extremely useful to manufacturers
and traders having dealings with the profession. Much information not usually
found in books of reference has been included in the present edition relative
to current engineering topics, standard specifications, etc., etc.
Great Northern Ry. 28
Contracts have been placed for the widening of the main line between
Ouse signal box and Huntingdon with Messrs. Logan & Hemingway, of Doncaster,
for the excavating and general work, while the steel work for the bridges,
including one of three spans over the River Ouse, goes to Sir William Arrol
& Co., Ltd., of Glasgow. This work is in connection with the widening
of the line between Peterborough and London and providing four lines of way
throughout. A contract has also been placed with Messrs. Symington, Son &
Co., of Glasgow, for clearing the disused gas works site adjacent to King's
Cross terminus. It is intended to provide new engine sidings and a large
turntable with coaling plant on the cleared area. The present locomotive
depot will then be available for providing two additional platforms for suburban
traffic.
[Railway electrification]. 28
Arrangements have been made by Sir W. G. Armstrong, Whitworth &
Co., Ltd., and the British Thomson-Houston and Co., Ltd., of Rugby, with
the object of undertaking jointly the complete electrification of railways
and the manufacture of electric locomotives and rolling stock. To those who
have watched the recent trend of railway developments this announcement will
occasion no great surprise, as the Directors of. the great armament firm
have already shown that they are prepared to extend their activities to all
the important branches of engineering industry. The locomotives and rolling
stock will be constructed at Messrs. Armstrong's Scotswood Works. The output
of steam locomotives from these works is now 450 a year. The British
Thomson-Houston Co., Ltd., will be able to provide all the electrical equipment
and machinery required, not only for the locomotives and rolling stock, but
for the power stations and sub-stations as well.
Scale Models.Messrs. Bassett-Lowke, Ltd., Northampton. 28
152-page catalogue (Section B), devoted to stationary engines, dynamos,
working models, engine and boiler fittings, castings and all requisites for
making model railway engines. Prices have been reduced and in the castings
section a number of new patterns have been added. Injectors are now added,
and they are made in two sizes. Reference should be made to this firm's Oracle
wireless set, which is claimed to be one of the most reliable on the
market.
Institution of Locomotive Engineers. 28
Meetings announced: London Centre--The Engineers' Club, Coventry Street,
W.1, on 25 Jan. The internal combustion locomotive for railway work, paper
by J S. Tritton. On 22 Feb. Training of apprentices, by W.S. Edwards. Leeds
Centre 16 Feb. South African Rys. and rolling stock, by H. Kelway Bamber,
Manchester Centre- College of Technology, Sackville Street, 2 Feb. The theory
and practice of steam jet instruments," by J.W Gresham. Glasgow Centre-Royal
Technical College, George Street, 18 Jan. two best papers on Locomotive design
from the points of view of shop production and maintenance, by Graduates.
15 Feb. Special steels, by Prof. J.H. Andrew, D.Sc.
Locomotive Magazine Souvenir No. 28. Locomotives built by
Messrs. Andrew Barclay, Sons & Co., Ltd., Kilmarnock. London: The Locomotive
Publishing Co., Ltd. Price 6s.
Containing thirty-two sepia collotype prints of interesting engines
built by this firm, this souvenir forms a record of their varied experience
in modern locomotive building. Narrow-gauge tank engines, to burn coal, oil
or wood fuel are represented by examples for Chili, Persia, Egypt, India,
New Zealand, Greece, Burmah, Spain and South Africa. Articulated locomotives
are illustrated by engines for India and Tasmania. Two curious tank locos.
with separate tenders for Cuba and Peru are included as well as two examples
of standard gauge combined crane locos. British practice is represented by
standard gauge engines .for the Alexandra and Newport Docks and Railway (now
G.W.Ry.), Waterford and Tramore Ry., Port of London Authority, Portsmouth
Harbour, and the Llanelly and Mynydd Mawr Ry. Other engines illustrated are
for the New South Wales Government Rys. and the Buenos Ayres Western Ry.
and for various collieries and contractors. Fireless locomotives built for
the Naval Cordite Factory and the Ministry of Munitions are also shown. Beneath
each plate full dimensions and particulars are given.
Number 366 (15 February 1923)
Recent locomotives for the Java railways. 29-30. 2 illustrations
Beyer Peacock mixed traffic 4-6-0 (No. 397 illustrated) with Belpaire
firebox; 827ft2 total evapourative heating surface;
306ft2; 19.37ft2 grate area; and 180 psi working pressure
for the Netherlands Indies Railway and American Locomotive Company 2-8-8-2
compound Mallet for the Java State Railways.
The Jubilee of the Metropolitan Railway. 31-2. illustration
Diamond Jubilee. Brief history of the railway; note of special
publication. Illustration of Beyer Peacock 4-4-0T and train on mixed gauge
tracks at Hammersmith in the 1860s
Mersey Docks and Harbour Board. 32
We now learn from an authoritative source that there is no doubt whatever
that the old locomotive illustrated on page 10 of our January issue was a
Liverpool and Manchester Ry. engine, No. 57 Lion built in 1838 by
Todd, Kitson & Laird. It was taken over, with other stock, by the Grand
Junction Ry. in August, 1845, and the engine became at a later date No. 116,
London and North Western Ry. It was sold in May, 1859, to the Mersey Docks
and Harbour Board.
L & N.E.Ry.–Great Central Sectlon. 32
The first engines to leave Gorton shops with the initials of the new
Company were No. 503 Somme, one of the new Director class, and No.
474, a new four-cylinder 4-6-0 goods engine. The initials L & N.E.R were
painted in large characters on the tenders with the number beneath. The first
six of the new 4-6-2 tanks which are now being built will bear Nos. 3, 6,
7, 30, 45, 46. They are to have two sliding side windows at each side of
tlie cab.
Great Northern Section. 32
One of the 2-8-0 mineral engines, with new lettering on the tender
L. & N.E.R., Xo. 482, was in service.
County Donegal Rys. Joint Committee. 32
G.T. Clover, locomotive carriage and wagon superintendent of the Great
Northern Ry of Ireland, has been also appointed to take charge of the locomotive
department of the County Donegal Railways, in place of R.M. Livesey, who
resigned a few months back to take an engineering appointment in India.
Rail motor car, Victoria Rys. 33-4. illustration
Supplied by Associated Equipment Company
Oil-driven locomotives for Gold Coast Colony. 34-5. illustration
McEwan Pratt & Co. of Burton-on-Trent with 38-40 hp petrol engine
or 10% less if paraffin used.
Narrow gauge locomotives for the Burma Mines Railway. 35.
illustration
Three W.G. Bagnall 2-6-2 2ft gauge locomotives capable of operating
on 1 in 25 gradients.
Barry Railway. 36-9. 5 illustrations
Railways in industrial plants. 39-42. illustration. 3 diagrams
Considers all forms of motive power with steam as the norm, including
fireless; electricity including battery; internal combustion including
petrol-electric and compressed air.
Questions and answers. No. 30.. 42-3.
Diameter of bogie and pony truck wheels, noting that it tended to
be less in North America
Travelling cranes for railway service. 43-4. 4 diagrams.
Locomotive jib cranes
E.L. Ahrons. Locomotives of the Glasgow and South Western
Railway.46-8. 4 illustrations
See also letter from William Gow page
156
T.H. Sanders. Laminated railway springs. Section IV. Spring suspension. Sub-section A. Locomotives and tenders. 48-52. 4 diagrams, table
Reconstructed four-cylinder express locomotive—London, Midland and Scottish Railway (G. & S.W. Ry. Division). 52-3. + Supplement (illustratiion), diagram (side elevation)
Southern Ry. (Brighton Section). 20-ton goods brake. 57-8. illustration,
diagram (side & front elevations & plan)
Lettered "LBSC" with number 43: to design of A.H. Panter, carriage
& wagon superintendent and built at Lancing Works.
New Bombay-Poona Mail train, Great Indian Peninsula Ry. 58-60, diagram
(side elevation and plan)
Luxury train built at the Matunga shops of the GIPR and conveying
1st and 2nd class passengers only with provision for their servants in part
of the brake van.
Obituary. 60.
James Watt Boulton who died on 14 January 1923 at his residence at
Cheadle. He was the fourth son of Alderman I.W. Boulton, J.P; of
Ashton-under-Lyne, the well-known engineer and propnetor of Boulton's Siding,
and was born at Marple in 1859. He was educated at Harrow, afterwards becoming
apprenticed to his father at the Ashton Works, where he remained in different
capacities, ultimately having charge of one of the shops, until the dissolution
of the firm. Subsequently he held several engineering appointments, but of
late years was in business as a consulting enzineer at Cheadle on his own
account. Boulton held several patents, the most noteworthy of which was one
for tapered cross tubes for vertical boilers and another for axle-boxes for
goods' trucks. It was chiefly from photographs, drawings and particulars
furnished by Mr. Boulton that the Chronicles of Boulton's Siding concluded
in our last issue, on the day following Mr.. Boultori's death, were written.
Of an extremely genial disposition, Mr. Boulton was widely respected and
will be missed by many friends. He leaves a wife and daughter to lament his
loss.
Reviews. 60
Discoveries and inventions of the twenieth century. Edward
Cressy. Geo. Routledge & Sons, Ltd.
For this revised edition. the greater part of the book has been
re-written. During the war [WW1] progress in discovery and invention has
been so extraordinarily rapid that the task of rendering it intelligible
to the average reader in a single volume, has been a formidable one. The
author is to be congratulated on the way he has dealt with the main features
of development over a wide field of modern scientific triumphs by non-technical
explanations. Chapters are devoted to the revival of water power, economy
in the use of fuel, modern steam engines, gas, oil and petrol engines, and
the generation and distribution of electricity. These are followed by sections
on electric lighting and heating, new processes in the manufacture and treatment
of steel, some typical modern devices in the workshop, and the number of
manufacturing processes which have their oril?in in the electric furnaces.
The artificial production of ice, cold storage and the liquefaction of gases
are then described. The contents of the book are too numerous to give in
detail, but mention should be made of the chapter on the Improvement of transport
and communication. This portion has been but little altered, and some of
the locomotive information is somewhat out of date. It is to be regretted,
too, that although the book is profusely illustrated, no British locomotives
are shown. A section on railway signalling includes cab signalling, and the
latest developments in automatic signalling, as well as the railophone system,
The chapter on electric traction is interesting, and that on some of the
achievements of modern chemistry is new.
Uniflow Model Steam Engine. 60
Shown by the Jackson-Rigby Engineering Co., Ltd.
of Station Road, Shalford, near Guildford, at the" Model Engineer" Exhibition
last month attracted a considerable amount of attention. The twin-cylinder
model makes an excellent little stationary engine for direct
dynamo-driving. The Uniflow principle employed makes the engine economical
in steam consumption, whilst the use of poppet valves, side exhaust and a
high compression allows them to be worked continuously at speeds far above
that obtainable from any ordinary slide valve engine.
Institution of Locomotive Engineers.60
The next meetings announced are as follows :-London Centre, 22nd Feb.
Training of Apprentices, paper by E, S, Edwards, of Stafford, Leeds, 16th
Feb. South African Rys. and Rolling Stock, by H, Kelway Bamber, M,V,O,; 16th
March, Locomotive Running Repairs, by J. E. Mercer, Dundalk. Manchester,
2nd March, Training of Apprentices, by E. S. Edwards. Glasgow, 15th March,
Special Steels, by Prof. J. H. Andrew, D,Sc.; 22nd March, The Glasgow Tramways,
by Jas. Dalrymple
Number 367 (15 March 1923)
Three-cylinder "Mogul" locomotive, Southern Railway (S.E. & C.R.
Section). 61-4. illustration, 5 diagrams. (including side and front/rear
elevations), plan, 2 tables.
No. 822 with derived motion for inside cylinder: although Gresley's
name is mentioned and the use of derived motion by the Caledonian Railway
are mentioned Holcroft's name and patent are not.
The Ljungström turbine-driven locomotive. 67-70. 2 illustrations,
2 diagrams (sectional side and cross sectional elevations)
!800 hp condensing turbine locomotive: experimental steam turbine
propulsion, by brothers Fredrik and Birger Ljungstrom in Sweden.
Railways in industrial plants. 71-3. 4 illustrations, diagram
(sectionalised side elevation)
John Cockerill of Seraing vertical boiler 0-4-0 locomotive with 250mm
x 260mm outside cylinders and a Field boiler operating at 10 atm. coupled
wheels: 615mm; Peckett 0-4-0ST WN 1196 with 3ft 10in coupled wheels, 16 X
24in outside cylinders and 160 psi boiler; Robert Hudson narrow gauge (2ft)
well tank with 6½ x 12in cylinders and 180 psi boiler pressure; W.G.
Bagnall 3ft gauge 0-4-0ST for a steelworks; Andrew Barclay fireless 0-4-0
with 3ft coupled wheels
Chronicles of Boulton's Siding. 73
Wilsons dummy crank axle tank locomotive No. 530 seen at Crewe: named
Windermere when on the Keswick & Windermere Railway; beame No.
67 on the Lancaster & Carlisle Railway; 530A in 1861 and No. 1133 in
1862. Withdrawn about 1864. LNWR locomotive No. 269 short of steam on Ashton
Moss: not a DX 0-6-0, but a 2-4-0T formerly an 0-6-0 named Wyre of
May 1851
London & North Eastern Ry. — North Eastern Section. 73
5ft 8in 4-6-0 [B16] Nos 2367-79 under construction, with Nos. 2362-69
in service. 15 superheated 0-6-0 were in hand as well as five 0-4-0T
for use in docks. Ex-Hull & Barnsley Railway Nos. 3142 and 3143 were
overhauled at Darlington and painted in North Eastern Railway colours. The
0-6-0T, 0-6-0 and 2-4-0 designed by William Kirtley of the LCDR and built
in 1884-5 were being scapped
The Cheng Tai Railway, China. 76-9. 10 illustrations, map
[North London Ry. services over GNR suburban lines]. 79
New owners (LMS and LNER, respectively) evaluated MR 0-4-4T No. 264
and L&YR 2-4-2T
Locomotives of the London & North Eastern Ry. photographed at Neasden
shed, Great Central Section, after being inspected by the Directors at Marylebone
terminus on 22 February 1923. 80-1; 82. 5 illustrations, table
Nos. 1534, No. 876 Waverley, No. 2169, No. 1472 and No.
3 (4-6-2T)
London & North Eastern Ry. 82. table
The table gives the total number of steam locomotives owned by the
constituent railways forming the Eastern Group on 1 January 1923: figures
given for the NER included engines taken over from the Hull and Barnsley
Ry. Divided by Whyte notation with separate tender and tank locomotive
listsing
At Marylebone terminus on 22 February 1923 twelve of the latest type locomotives
belonging to the principal railways forming the Eastern Group were on exhibition
for the directors' inspection with a view to deciding the new standard style
of painting. On the track alongside departure platform No. 4 were nine passenger
engines, while three goods engines and four bogie carriages were on view
at arrival platform No. 1. At the head of the line of passenger engines stood
No. 1534 of the Great Eastern section, one of the standard 4-6-0 express
passenger engines, painted bright green 'with black bands and white lining,
chocolate framing with a-fine vermilion line above the footplate, and black
below, with the motion painted vermilion. On the tender were the initials
in 6-in. gilt block letters, with the engine number in 12-in. letters underneath.
Next came two Atlantics from the North British section (Haymarket Shed,
Edinburgh). No. 876 Waverley was painted in the new style, while No.
874 Dunedin the next in the row, was in the old NBR brown livery,
but with new lettering. Both engines were rebuilt as superheaters, at Cowlairs,
in 1922. Behind these stood No. 1472, the latest Pacific for the Great Northern
line, in the new style of painting and lettering. Following were two Z class
NER three-cylinder Atlantics, No. 2207 in the new L. & N.E.R. colours
and No. 2169 in the old NE style, but with the initials L. and N.E.R. and
the engine number on the tender. Three engines from the GCR section completed
the row at No. 4 platform. These were No. 449, 4-6-2 superheater tank in
the new painting, No. 3, one of the latest of the same class, with side windows
to the cab, and No. 503 Somme 4-4-0 Director class express engines
painted and lined in the old GCR style, but with the new initials. At platform
No. 1 stood No. 2368 of the NE section (S3 class), a 4-6-0 three-cylinder
fast goods engine painted black with red lining and the new lettering on
the tender, followed by No. 1183 of the GC section, a 2-8-0 mineral engine
painted like the NE engine, and No. 474, also GC. section, 4-6-0 four-cylinder
fast goods engine painted black with broad vermilion lining edged with fine
white lines. The rest of the platform was occupied by four bogie coaches
from York, Doncaster and Dukinfield shops. These were finished off in the
old GN style with the new trade mark, L. & N.E.R." in various types of
lettering.
The "Mackelson" coupling. 82.
New form of automatic coupling. being introduced by G. Turton, Platts
& Co., Ltd., of Sheffield. As the result of the inspection of this coupling
by officials of the Ministry of Transport and leading railway officers, certain
improvements. have been introduced which have greatly assisted the value
of the device.
E.L. Ahrons. Locomotives of the Glasgow and South Western Railway.
83-5. 3 illustrations, 2 diagrams. (side elevations)
James Stirling 4-4-0 with 18½ x 26in cylinders, 6ft 1¼in
coupled wheels, 1065ft2 total heating surface. 24 constructed
at Kilmarnock between 1882 and 1885. No. 718 (originally No. 151) illustrated.
For many years these worked from Glasgow to Greenock, Ardrossan, Ayr and
the Coast. They were known as Wee bogies or Greenock bogies. Many were rebuilt
by Whitelegg in 1921-2 with larger boilers (1139ft2 total heating
surface). The last Smellie engines were 4-4-0 type, but with 6ft 9½in
coupled wheels and a larger firebox (1198ft2 total heating surface)
and a 17½ft2 grate. Four engines built in 1887-9 were fitted
with a peculiar form of extended smokebox and were given the nickname
drummers.
T.H. Sanders. Laminated railway springs. Section IV. Spring suspension. Sub-section A. Locomotives and tenders. 86-7. diagram, table
New coaches for the London Underground Railways. 89-90. 3 illustrations
Supplied by Cammell, Laird & Co. (illustrated), Birmingham Carriage
& Wagon Co., Gloucester Railway Carriage & Wagon Co. and
Metropolitan Carriage & Wagon Co.
Number 368 (14 April 1923)
"Mogul" freight locomotives, Dublin & South Eastern
Ry. 93. illustration
2-6-0 supplied to design George H. Wild by Beyer Peacock &
Co.
L. & N.E. Ry., Great Northern Section. 93
The Cuffiey Hertford and Stevenage loop line is to be opened throughout
for passenger traffic on Monday, 14 May 1923.
L.M. & S. Ry., London & North Western Section. 93
4-6-0 Prince of Wales class engines 964 Bret Harte and 867
Condor, have been fitted with Walschaerts valve gear. The former was
stationed at Rugby.
London & North Eastern Ry. 93
It is announced that H.N. Gresley, C.B.E., locomotive engineer of
the Great Northern Ry., has been appointed chief mechanical engineer of the
L. & N.E.R., with headquarters in London. Further appointments in the
Locomotive Dept. of the L. & N.E.R. were: A. C. Stamer, C.B.E., is to
be chief assistant mechanical engineer at Darlington; Mr. F. Wintour to be
assistant mechanical engineer of the Southern district with headquarters
at Doncaster; R.A. Thorn is to be district mechanical engineer at Gorton,
and C. W. L. Glaze will hold a similar position at Stratford. In the running
depart- ment, Mr. W. G. P. Maclure is to be superintendent of the Southern
Area with offices at Liverpool St., London, and J.H. Smeddle becomes running
superintendent at York for the North Eastern Area. W.T. Chalmers becomes
mechanical engineer for the Southern Scottish Area at Cowlairs, and T.E.
Heywood is to have charge of the running department, as well as the mechanical
engineers', for the Northern Scottish Area, with offices at Inverurie. O.
Bulleid is assistant to the chief mechanical engineer.
4-6-0 tank locomotives, West Clare Railway, Ireland.
94-5. illustration, 2 diagrams. (side & front elevatios), plan.
Includes sectionalized diagrams. Built by Hunslet Engine Co. No. 3
Ennistymon illustrated.
London, Midland and Scottish Ry., Caledonian Section. New
4-6-0 engines for the Oban Line. 96. illustration
Pickersgill Class 191 (No. 191 illustrated)
Metre gauge eight-coupled engines for the Uganda Railway. 96-7.
illustration
Twenty 4-8-0 freight locomotives built by Vulcan Foundry to specification
and inspection by Rendel, Palmer & Tritton, consulting engineers, 15
oil-fired; five coal-fired.
4-8-2 locomotives, Tasmanian Government Railways. C.F.
Dewey. 97. illustration
Supplied by Perry Engineering of Adelaide, Souith Australia. 3ft 6in
gauge. See also Volume 34
Presentation to Mr. A.J. Hill. 97
At a smoking concert at Hamilton Hall, Great Eastern Hotel on 4 April
to mark retirement of former chief mechanical engineer, Great Eastern Railway.
Chair taken by C.W.L. Glaze
Four-cylinder compound locomotive, Italian State Railways.
98-9. illustration
Breda of Milan 2-8-2
A snow-storm in South Wales. 99. illustration
LNWR (presumably 0-6-2T) with passenger train stuck in snow near Dowlais
on 5 April 1922
Petrol rail motors, Kent and East Sussex Railway.
100. illustration
Ford rail buses operated back to back: petrol consumption claimed
by Colonel Stephens
Underground Electric cars. 100
Orders placed for 191 cars based on six specimen cars operated on
the Piccadilly tube. Order to be split between Cammell, Laird & Co.;
Metropolitan Carriage, Wagon & Finance Co. and Birmingham Railway Carriage
& Wagon Co. Trains for service on Hendon and Moorgate extensions
[LMSR train accelerations]. 100
3½ hour London Euston to Manchester expresses restored and 45
minute schedule from Liverpool Lime Street to Manchester Exchange.
L. & N.E. Ry., Great Eastern Section. 100.
4-4-0 No. 1805 fitted with 1500 class boiler with slightly smaller
firebox
Dynamometric tests of locomotive type 8 bis., Belgian State Railways.
101-6. 8 diagrams, tables
No. 4650 four-cylinder compound tests on Brussels to Ostend, Brussels
to Libramont (and returns) and Brussels to Jemelle and to Herbesthal
The Cheng Tai Railway, China. 106-7. 3 illustrations, 2 diagrams (side elevations and 1 front elevation)
Barry Railway. 108-9. 4 illustrations
0-8-2T No. 83 illustrated
F.W. Brewer. The genesis and early development of the
British 4-4-0 tender engine. 110-13. 5 illustrations
William Bouch design for Stockton & Darlington Railway in 1860
(No. 160 Brougham illustrated); also D.K. Clark design for Great North
of Scotland Railway (No. 33 as rebiult illustrated)
London, Midland & Scottish Ry. 113
We learn from Mr. Geo. Hughes, chief mechanical engineer, that the
first of the new 4-6-4 tanks will be completed at Crewe works in about two
months' time. This engine will be on the same lines as Mr. Hughes' four-cylinder
4-6-0 express passenger engines, but with extended frames to take the bunker
and tank. Forty are to be built at Horwich and twenty at Crewe.
Sir W. G. Armstrong, Whitworth & Co., Ltd. 113
In addition to the thirty-seven Indian locomotives referred to in
our last issue it is now announced that Sir W. G. Armstrong, Whitworth &
Co., Ltd., had received through their Lisbon Agents— Monteiro Gomes
Limitada, an order for twelve locomotives of the 4-8-0 type, with superheaters,
with double bogie tenders for the Loanda State Railways of Angola, Portuguese
West Africa.
L. & N.E.R., Great Northern Section. 113
Further Pacific type express engines Nos. 1473, 1474, 1475 and 1476
in service. The two 0-6-2 tank engines, Nos. 1587 and 1590, used by the
Government for working armoured trains on the East Coast during the war,
had now been returned from Catterick Camp to Doncastcr. They were now being
overhauled in the works.
Portable dome joinnt facing machine. 114. illustration
Manufactured by Beyer, Peacock & Co. of Manchester
Great Western Railway electro-hydraulic pumps, Cardiff Docks. 114
Automatic conntrol apparatus supplied by Electric Control Ltd
The theory and practice of steam jet instruments.
114-15.
Institution of Locomotive Engineers paper
No. 141 by J.N. Gresham
London, Midland and Scottish Ry.- 115
The following additional appointments have recently been made in the
locomotive department: Mechanical engineer, northern division, Wm. Pickersgill,
St. Rollox, Glasgow. Assistant mechanical engineer, D.C. Urie, Inverness,
In the carriage and wagon superintendent's department: Chief outdoor assistant
to the carriage and wagon superintendent, J. Purves, Derby; Divisional carriage
and wagon superintendents, E. ]. H. Lemon, Derby, and I. Kempt, Glasgow.
Carriage and wagon works manager at Stoke, W. Sinelair. Carriage and wagon
works manager at Barrow,. C.O.D. Anderson. Carriage and wagon works manager
at Barassie, D. Smith. .
United Railways of the Havana and Regla Warehouses,
Ltd.. 115
T. E. Keyworth appointed locomotive, carriage and wagon
superintendent of this line with headquarters at Crenage, Cuba, and the signal
and permanent way engineer was G.F. Sketch, Havana, Cuba.
Midland Railway locomotives fitted with water pick-ups.115
now work coal trains from Toton Sidings via Rugby, through to Willesden
over the L. & N.W. line.
T.H. Sanders. Laminated railway springs. Section IV. Spring suspension. Sub-section B. Carriages and wagons. 116-18. 5 diagrams
Questions and answers. 118
Patching copper fireboxes.
Should patch be on water or fire side? Water side normal in
Britain
The new Oerlikon system of train lighting. 119-20. diagram
A renewable firebox stay head. 121-2. 3 illustrations,
diagram
Referes to patent held by C.J. Bowen-Cooke and T. Snelson (latter
was chief foreman boilermaker at Crewe Works).
Interesting collection for a York Railway Museum.
122-3.
J.B. Harper's private collection
[Accident in Dombrowa district]. 123. illustratiion
Old German express locomotive used as a shunter became detached from
its tender and ran into two coal wagons coming to rest on top of them and
it was possible to haul the whole lot into Sosnowice statiion
[Southern Railway]. 123
Order placed with Cargo Fleet Iron Co. fior 7600 tons of conductor
rail for South Eastern Section electrification.
Correspondence
Railway Group names. Economist. 124
Suggested that Southern had been sensible to drop the word "railway"
from its locomotives and rolling stock and thought that other railways should
have sought simpler titles, such as Eastern and Northern
Number 369 (15 May 1923)
Rebuilt 4-4-0 Express locomotive, London & North Eastern Railway,
Great Eastern Section. 125. illustration
Hill rebuild of Claud Hamilton (D56) class with larger Belpaire boiler.
No. 1805 illustrated in grey livery. Acknowledges C.W.L. Glaze, district
mechanical engineer
Engine No. 333, "Remembrance", London, Brighton & South Coast Section,
Southern Railway. 126. 2 illustrations
One illustration is of the memorial tablet
London, Midland & Scottish Ry. (Division A L. & N.W. Section).
126
During the first quarter of 1923, considerable changes had been effected
in the locomotive stock. Additions to stock total ninety-eight engines, of
which ninety-seven were received from the North London Railway, and were
being renumbered 2800 to 2896; only a dozen or so had yet been dealt with,
the new numbers being transferred on to the side tanks. The remaining engine
is number 380, which was the first of thirty 0-8-4 goods tank engines on
order from Crewe shops; fitted with the automatic vacuum brake. The Crewe
list number was 5722, and the plate date February, 1923. Twelve more of Webb's
compound coal engines had been converted to 0-8-0 superheater goods G1 class,
with piston valves and direct motion. Of these, Nos. 2575, 2060, 1276, 1894,
1088, 813, 1040, 1248 and 2342, were always 0-8-0 type (class B), but the
other three, Nos. 1886, 2169 and 1064, were in 1906, converted to the 2-8-0
type (class E), retaining the original size boilers. These twelve engines,
together with Nos. 1047 and 1242, rebuilt in December last, were the only
compounds rebuilt as G1 class with direct motion.
Only 63 of the Webb compound coal engines remain, of which forty-eight were
in their original form (class B); nine numbered 18, 905, 1017, 1042, 1222,
1585, 1888, 2558 and 2563, had been converted to 2-8-0 type (class El) by
the addition of a leading radial axle; and the other six, Nos. 352, 647,
899, 906, 1247 and 1273, also converted to 2-8-0 type, had large boilers
and known as class F.
Further engines of the Precursor class had been superheated, viz., No. 806
Swiftsure; 990 Bucephalus, 412 Marquis: 127 Snake
and 804 Amphion ; while No. 323 Argus and 688 Hecate,
which were superheated in 1917/18, without alteration to the cylinders, had
their slide valves replaced by piston valves.
Several more of the earlier Prince of Wales class had been altered to direct
motion like the Beardmore series, viz., Nos. 28, 33, 307 R.B. Sheridan
; 525 Vulcan; 745, Pluto; 1134 Victor Hugo; 1324
Falaba; 1620, 1691 Pathfinder; 1749 Precedent; 2152
Charles Lamb and 2408 Admiral Jellicoe.
The 5-ft. 0-6-2 passenger tank, No, 2037, built in 1899, had the piston valves
removed and slide valves substituted. During the three months under review
seven engines had been withdrawn, viz. 731 Croxteth and 739
Ostrich, 6-ft. passenger (2-4-0) class; No. 256 President
Washington, 6-ft. 6-in. passenger (2-4-0) class; No. 1908, Royal
George (Jubilee compound, 4-4-0 type); No. 1956 Illustrious (Alfred
the Great compound, 4-4-0 type) ; No. 3256, (0-6-0 saddle tank) ; and No.
3494 (0-6-0, special DX goods).
Engines of the Claughton class had been named Nos. 169 Breadalbane,
30 Thalaba and 180 Llewellyn,
Tank locomotives for the Alexandra Docks and Railway Co. now Great Western
Ry. 127. illustration
Hawthorn Leslie 2-6-2T: No. 18 illustrated
Drewry rail motor for India. 127-8. illustration.
Motor tank wagon. 5ft 6in gauge,
No. 1 locomotive, City and South London Railway. 128. 2
illustrations
In transit to the Science Museum
Shropshire and Montgomeryshire Light Ry. 128.
Ex-Brighton Terrrier No. 7 Hecate was now working, pressumably
moved from Kent & East Sussex Railway, but still painted in LBSCR style
with cast iron nameplates on tank sides. Passenger train (ex-LNWR coaches)
painted bright ulttramarine with vermillion ends
Four-cylinder express locomotives, Norwegian State Railways. 129-30.
2 diagrams (including side elevation)
4-6-0 with spcial valve to assist starting invented by Eriksen of
Thunes Mekaniske Verksted
Danish State Railways, rebuilt light passenger engine. 130-1.
illustration.
Outside cylinder 0-4-2 tender locomotive
Travelling cranes for railway service. 131-5. 6 illustrations, 3
diagrams
Capacities of Steel, Peech & Tozer Phoenix electro magnets; Stothert
& Pitt Ltd. standard shunting crane; Grafton & Co. of Bedford 5-ton
crane; locomotive yatd crane by Henry J, Coles Ltd.; gantry crane by Ransomes
& Rapier Ltd.; 6-ton crane by Bedord Engineering Ltd., and J.H. Wilson
& Co. Ltd of Birkenhead crane on travelling crane
Belfast and County Down Ry. 135.
4-6-0T being built for company by Beyer, Peacock & Co. Ltd.
L.M. & S.Ry. 135
Forty Baltic 4-6-4T "in hand" at Crewe and twenty at Horwich.
E.L. Ahrons. Locomotives of the Glasgow and South Western Railway.
136-8. 4 illustrations
Ayrshire & Wigtownshire Railway locomotives acquired in 1892;
first Manson locomotives 0-6-0 and first 4-4-0: No.8. Also Whielegg rebuild
of 4-4-0 No. 441
J.C.M. Rolland. Australian railway notes. 138-9.
illustration.
Melbourne suburban ekectrification scheme was releasing steam
locomotives:. 4-6-2Ts were4 identical to D class 4-6-0 and many were being
converted to tender engines at the North Ballarat workshops. Fifteen of the
C class 2-8-0 were running (Nos. 1 to 15), chiefly, if not entirely, on the
two main lines to. the North (to Bendigo) and the North East (to Seymour).
Both these routes entail a vertical rise of 1,500 to 2,000 ft., with ruling
grades of about 1 in 50 and loads of 554 tons were handled on these routes.
For very heavy extra passenger trains at holiday times they were also
occasionally used.
Of the smaller consolidation engines of the K class, which could go anywhere,
six were running, Nos. 100 to 105, and the full order of ten that the Newport
shops were engaged on, nearing completion. The first electric locomotive,
No. 1100, and her companion, were now awaiting the installation of electric
gear. They were intended for handling goods traffic in the suburban area.
Already a non-electric passenger train was being handled electrically by
electric traction at electric speed. The Mornington trains come by steam
locomotive to Frankston and there two electric suburban passenger cars were
attached as motors and the train ran the remaining 26 miles to the city by
them.
Slow progress is being made with the pulverized fuel burning experiment.
The Electricity Commission who controlled the brown coal deposits at Morwell
have to arrange for the installation of the pulverizing machinery and this
is not yet available. Meantime the tender of one of the A2 class is being
prepared with the requisite hopper and channels. The Morwell coal deposits
seemed to promise an immense fund of power for the future, and great things
for Victorian industry under the vigorous leadership of Sir John Monash,
the head of the Commission, .
The Railway Department, under the chief commissionership of Clapp, had done
a great deal in the matter of up-to-date Improvements, and should, despite
its big interest bill on non-paying lines, developed as a matter of policy,
about pay its way for the current year. The South Australian Rys. had a new
head in the person of W.A. Webb, from the United States, and B.R. Rushton,
for many years chief of the locomotive branch, had resigned. This department
bought about twenty of the 2-4-2 tanks, E class, from the Victorian Rys.
as mentioned above, and turned these out in very smart livery of black with
red lining. The South Australian Rys. take a special pride in the appearance
and polish of their engines, while the Victorian engines are absolutely
unrelieved black. The South Australian Government in turn sold a number of
their 4-8-0 3-ft. 6-in. gauge T class engines to the Tasmanian Rys. They
had also superheated one of these engines and converted five to the 5-ft.
3-in. gauge for the very light lines running up towards the Murray River
and the Victorian border. Illustration shows the Adelaide Express
entering Spencer Street Station, the Melbourne terminal. The engine is 1076,
one of the lsuperheater A2 class of the Victorian Rys.
Crewe Works. 139
It was almost eighty years since the formal opening of these works
by the Grand Junction Railway took place a note on same may be of interest.
The first superintendent and chief mechanical engineer were the late Allan
and Trevithick respectively. The former designed the first passenger and
goods engines constructed at the works, both designs becoming generally known
as the Crewe pattern, and having outside cylinders. In the case of the passenger
engines, the driving wheels were single 6 ft. dia. and cylinder 14½
in. by 20 in. whilst the goods had coupled wheels of 5 ft. and cylinders
15 in. by 20 in. Mr. Allan also invented the Allan straight link motion.
His Crewe goods hauled the goods and mineral traffic on the northern division
of the L. and N.W.R. for many years, and when displaced by the six-coupled
Ramsbottom engines they were converted to tanks for branch line passenger
service. Mr. Trevithick designed and built at Crewe the famous 8-ft. 6-in.
single, Cornwall (original No. 173) in 1847. She had for years the
largest driving wheels of any locomotive in actual running. The southern
division works of the L. and N.W.R. were at Wolverton. where some very fine
engines were also turned out under the superintendency of the late Mr. McConnel1.
When the fusion of 16 July 1846, took place, Crewe became the northern division
works of the L. & N.W.R. Wolverton was closed as a locomotive building
centre in the 1860s, Crewe then became the hub of the entire system. The
census of 1841 gives the population of the then pleasant Cheshire village
as 396, a striking contrast to that of to-day.
Steam rail motor coach, Jersey Railweays & Tramways
Company. 140-1. illustration, 2 diagrams
Diagrams incllude cross-sectionms of boiler and patent engine. Sentinel
Cammel with engine unit manufactured at Sentinel Wagon Works,
F.W. Brewer. The genesis and early development of the British 4-4-0
tender engine. 142-3. 5 illustrations
Designs include Wheatley inside-cylinder 4-4-0 for North British Railway,
Bouch 4-4-0 for Stockton & Darlington Railway (Ginx's Baby); James Stirling
4-4-0 types for Glasgow & South Western Railway and David Jones
outside-cylinder design for Highland Railway.
Railways in industrial plants. 144-6. 5 illustrations
Illustrated: Hudswell, Clarke & Rogers 0-4-0ST Alpha built
in 1878 for construction of Eastern & Midlands Ry.; Hudswell, Clarke
& Co.n standard 0-4-0ST Waleswood; Avonside Engine Co. narrow
gauge (2ft) 0-4-0T and 0-6-0T and powerful standard gauge 0-4-0ST for
South Suburban Gas Co.
Questions and answers. No. 32. Wheel base in relation to curves. E.L.
Ahrons. 146-9. 3 diagrams
Diagram given for 2-6-2T, but bogie type locomotives also
considered
Questions and answers. No. 33. Some locomotive cylinders placed at an inclination. 149
Stone's Patent cylinder cock for locomotives. 149. diagram
Lucknow meeting (1923) of the Locomotive and Carriage
Superintendents' Committee. 150-1.
Group photograph includes: C.J. Spurgeon, Deputy Locomotive
Superintendent, North Western State Railway; W.G. Hornett, Carriage &
Wagon Superintendent, Bengal Nagpur Railway; N. Marryat, Acting Locomotive
Superintendent, BB&CIR (broad gauge); W.J. Tomes, Locomotive
Superintendent,EIR; H. Armitstead, Carriage & Wagon Superintendent,
BB&CIR (metre gauge); B. Lawrence, Manager Gwalior Railways; W.A.C. Thorpe,
Acting Locomotive & Carriage Superintendent, Madras & S.M. Ry; C.G.H.
Danby, Carriage & Wagon Superintendent, EIR; A.R. Hill. Acting CME, Bengal
Nagpur Railway; F.S. Tweedie, Acting Locomotive & Carriage Superintendent,
S.I.R.; J.M.D. Wrench, Chief mechanical engineer, GIPR; T.D. McIntosh, Secretary,
District Locomotive Superintendent, BB○ A.F. Hosken, Locomotivet,
Carriage & Wagon Superintendent, Nizam's G.S. Ry; E.C. Dauibeny, Locomotive
Superintendent, Baroda State Ry; A.M. Bell, Chairman, Carriage &
Wagon Superintendent, GIPR; A.E. Pearce, Locomotivet, Carriage & Wagon
Superintendent, O and R State Ry., and H.J. Charlton, Carriage & Wagon
Superintendent, N.W. State Ry. Items discussed included electric fans,,
vacuum brake statndardization, wagon couplings, and axle box
face-plotes
Peterborough Motive Power Mutual Improvement Class, L. M. & S. Ry.
155. illustration
The group illustrated shows the Peterborough Motive Power Mutual
Improvement Class of the London, Midland and Scottish Railway. This class
was one of fifty-one held by drivers, firemen and cleaners over the Midland
Division. They were voluntary and self-supporting, and held entirely in the
men's own time, usually on Sundays, in the Mess Rooms, Institutes and Waiting
Rooms, the use of same having been granted by the Company. The subjects discussed
were connected with the working of the locomotive engine and the various
duties appertaining to same. The members of these classes numbered over 4,000,
which is proof of the interest taken.
Reviews. 155
The Railway Year-Book for 1923. London: 33, TothiIl Street,
Westminster, S.W.I.
First published in 1898, the new edition of the Railway Year Book
for the year 1923 is the twenty-sixth of its line, and its advent is welcome
to those accustomed to consult its pages when railway facts and figures are
in question. It is evident that in the compilation of the 1923 edition, which
consists of over 400 pages and contains some two dozen maps, every effort
has been made to conserve each useful feature of railway information the
book provides. In arrangement this new edition of the Railway Year Book differs
greatly from its predecessors, but all that is essential has been retained
and everything that is requisite and necessary has been incor- porated. As
examples, the special articles describing the London, Midland and Scottish,
London and North Eastern, Great Western and Southern Railways; the analysis
of joint, leased and worked railways as affected by the new railwav situation;
the fuller traffic and operating data in the statistica'l sections; and the
systematic information in regard to the steamships, docks, harbours, etc.,
now grouped.
Special mention may be made of the new section on permanent way and structure
dimensions. etc.; new statistics of numbers of railway employees; signalling
statistics of principal British railways; analysis of railway facilities
in 1922; comparisons of British and Foreign express train services; capital
of the new railway companies, etc. In the biographical portion the change
is particularly noticeable.
Line charts for engineers. W.N. Rose. London: Chapman & Hall.
Describes the principles and methods of drawing line charts or nomograms
to be used in the rapid solution of technical problems. The author defines
a nomogram as a chart designed to correlate the variables associated in a
law by the simple expedient of drawing straight lines on the diagram. When
once constructed such a chart expresses a certain law, and can be used with
ease by one who lacks all understanding of the significance of the law and
of its manipula- tion. It does away with much transformation of formulas
and calculation; though the author rightly points out in the preface that
it is possible to place too high a value on mechanical aids since slavish
reliance on them tends to lessen the ability to make calculations. No book
can include a chart for every type of equation; all that can be done is to
indicate on broad lines how to adapt a formula: for representation by a chart,
and to show how the chart may be most easily built up. Only elementary
mathematics and a knowledge of logarithms are required.
The locomotives of the L.B. & S.C. Ry. W.G.
Tilling. London: 106, Great Dover Street, S.E.1.
A new edition of this interesting book published; revised to 1
May 1923, with additional matter and illustrations, as well as a list of
all named engines built since 1811, with dates when scrapped. There is an
interesting note on the Brighton engines sent to France, and also a frontispiece
of No. 333 Remembrance. It comprised 56 pages of matter, with 18 large
illustrations on art paper, and one diagram.
Correspondence. 155-6
Chronicles of Boulton's Siding. R.H.I.
Rr. Bennett's articles:
Cbaplin Coffee Pots: Quite a number of this type of locomotive were
built in the North of England between the late sixties and late eighties,
by such firms as Head, Wrightson and Co., Cochrane, Grove & Co., also
on the Continent this appears to have been a favourite type, numbers being
built by John Cockerill, Seraing, Belgium, and by J. F. Cail, in France.
Lewin's Engines (Stephen Lewin, Engineer, Poole):-I.W. Boulton states
that the Laxey Mines engines, built by this firm, had the cylinders on the
top of the boiler. I think he is right in regard to the Guinness's Brewery
engines, but not the former, two of these being the Bee and
Ant; with inside cylinders 4 in. by 6 in., wheels 10 in. diameter,
wheel-base 30 in., with feed pump and injector, built in 1877, for 19 in.
gauge. Height to top of chimney from rail 4 ft. 9 in., circumference of boiler
2 ft. 3 in., width of footplate 2 ft. 3 in., engine fittedjwith link motion.
Lewin also built a number tramway engines for Spain and 0-4-0 10 in. by 18
in. cylinder tank engines for use of contractors and collieries, ironworks,
etc., with the eccentrics between the wheel and frame, a most awkward
arrangement, similar to those built by Borrowes, of Sutton Engine Works,
St. Helens Junction.
Boulton's had one or two engines built by John Harris, Darlington, through
their hands. I see no mention of them in the Chronicles. These would
be either four-coupled or six-coupled saddle tanks, with the cylinders inclined
on the smokebox somewhat acutely and, I consider, were sufficiently interesting
to illustrate.
Some information about engines constructed by the Pendleton Ironworks would
be of interest. This firm built a number of locomotives during the sixties
and seventies, 0-4-0 and 0-6-0 standard gauge, these latter had the valve
chests on top of the cylinders and driven with a long valve rod "a la tank."
Locomotive building was abandoned over some forty years ago and no records
are to be found to-day. I can remember seeing several of these peculiar old
engines running in the county of Durham many years ago.
(I am much obliged for the varied information embodied in this correspondent's
notes. Boulton's records, so far as submitted to me, contained no references
to engines by John Harris of Darlington. It is possible that Victory
and Exeter, mentioned in the last chapter, may have been them; or
Fairy, the engine of unknown design, purchased from J. Aird &
Sons.-A. R. Bennett.)
Smellie 0-6-0 goods engines. William Gow
Regarding the 0-6-0 goods engines by Smellie, on page 48, Nos. 25,
58, 100, 207 and 220, were the only engines of the whole sixty-four of the
class which had not been put on the "A" list at the time of the renumbering
in 1919. They were renumbered 135, 136, 137, 138 and 139, but were not all
rebuilt by Mr. Manson with large boilers, as was the case with the Neilson
engines 281-3 and 285-290. Some of the five, 135, 136 and I think 138, are
still running with the old domeless boilers, while 137 and 139 were rebuilt
with domed boilers in Drummond's time. Of course, manv of the 560-616 engines
had been fitted in Manson's -time with domed boilers and were almost
indistinguishable from Manson's 306-325 class (or 178-197 new numbering).
Some of the Smellie 6-ft. 9½in. 4-4-0 engines had been given domed boilers
of the Manson type in Drummond's time, but retained the Smellie (or Stirling)
cab. Of these, 459 and 461 were then stationed at Ardrossan.
Regarding the four-cylinder Lord Glenarthur, the tender is a rebuilt
one, belonging to the Manson 4-4-0, No. 341, which is now running with Lord
Glenarthur's (old No. 11) original tender.
[Michigan Central Railway's Mikado
type locomotive No. 8000]. William T. Hoecker
Re article concerning the Michigan Central Railway's Mikado type
locomotive No. 8000. It is claimed that this locomotive" has a higher ratio
of power to weight, etc., than any locomotive hitherto built." This is rather
a broad statement and I certainly agree with you in questioning its accuracy.
If the engineers of the Lima Works are really sincere in making the claim,
they show an amazing ignorance of facts. It may be, however, that the statement
is merely another piece of cheap advertising. Let us ignore the performance
of Continental compound express engines and consider only two-cylinder and
four-cylinder simple superheated goods locomotives. Table gives fuller results:
Chicago, Burlington and Quincy 2-8-2, class 0-2, 2-cylinder simple 2920 indicated
horsepower; Pennsylvania 2-10-0, class I-I-S, two-cylinder simple 3486
IHP; Austrian Southern 2-10-0, series 580, two-cylinder simple 1700 IHP (but
much lighter engine which produced a high IHP in relation to its weight);
Belgian State-2-10-0, type 36, four-cylinder simple 2135 IHP; Pennsylvania-2-8-2
type, class I.-1-S two-cylinder simple 2954 IHP; and Michigan Central
No,. 8000 3070 IHP
There is also another matter which I would like to call to the attention
of your readers. A few months ago you published an article on top-feed for
locomotive boilers. Recently an accident occurred on the Southern Pacific
lines near Humble, Texas, which brought to light an advantage of top-feed
that I have not yet seen claimed for it. A passenger train side- swiped an
engine standing on a siding and tore the injector delivery pipe and boiler
check valve from the side of the standing engine. The passenger train came
to rest with the window of a carriage directly opposite the opening from
which the check-valve had been torn. Steam and boiling water entered the
carriage with such force and volume that twenty-one persons were scalded
to death, Top-feed, in this instance, would have saved twenty-one human lives.
J. Hanrez, of Monceau sur Sambre, Belgium catalogue of locomotives
Series of large illustrations of the workshops indicate the scale
on which they are laid out for dealing expeditiously with a large output.
They are equipped with the latest lifting and carrying appliances, and are
well lighted with ample floor space. Illustrations are given of a number
of modern locomotives built by the firm ranging from the largest type
four-cylinder express engines of the Belgian State Rys., as well as other
standard designs of goods tender and tank engines, to a 4-6-0 tender engine
for the Pekin-Hankow Ry. of China, and a number of serviceable designs of
six and four-wheeled coupled tank engines for industrial work.
Westinghouse Brake & Saxby Signal Co., Ltd.,
Publication describing the Vane Relays they are manufacturing for
use on track circuiting. Two types can be supplied, viz., single and two-element,
the distinctive features of which are described in detail. As compared with
other types of relays for alternating current operation, the vane relay offers
special advantages by reason of its simplicity of design and consequent
reliability in service. As the name implies, the principal operating member
consists of an aluminium vane, which is suspended in a vertical air gap in
an iron core, and swings under electro-magnetic action, its move- ment being
transmitted through link connections to operate the desired contacts. On
de-energization of the magnets, whether intentionally or by failure of the
current, the vane returns by gravity to its neutral position.
London and North Eastern Railway (Great Northern Section). 156
Reference is made on page 32 (ante) to one of the 2-8-0 mineral engines
running with the initials L. and N.E.R. on the tender: the number of the
engine should have been given as 484. This engine, and one or two others,
e.g., Nos. 1442, 1601 and 1604, have not so far been supplied with standard
number-plates, although re-lettered.
Several of the express passenger engines, and a few of the goods engines,
have been repainted; the passenger livery is much as formerly, without the
olive green edging to tanks and tenders so familiar to G.N.R. practice: the
lining is slightly altered at the corners, and tank engines do not carry
their numbers on the back of the bunker. Goods engines are black, with red
lining, any brass beading being painted over.
Mixed traffic engines and passenger tank engines are now being painted like
the goods engines, although a few, including 2-6-0, No. 1007, 1645 and 0-6-2
T, Nos. 1570, 1589, 1605, appeared in the passenger livery. No. 1000 and
the 0-6-2 T, Nos. 1571, 1600 and 1565 are, however, black, lined in
red.
G.E. Section
Claud Hamilton is the second Stratford engine
to be painted green: goods and passenger tanks are being painted black.
G.C. Section
No. 447, one of the Gorton passenger tanks working in the London district
is also black. Also Nos. 6 and 45 with new cabs.
N.E. Section
Three more "Pacific" type express engines are in hand at Darlington
shops.
An altered valve gear on a London, Midland & Scottish
locomotive. 157-8. illlustration, diagram (side elevation)
External Walscharts valve gear fitted to Prince of Wales 4-6-0:
No. 964 Bret Harte illustrated
New tank locomotives, Great Central Section, London
& North Eastern Ry. 160. illlustration.
J.G. Robinson design of 4-6-2T
Contractors' locomotives for India. 160-1.
illlustration
Seven narrow gauge (30 inch) 0-8-0Ts for working on steeply graded
Tansa water main contract supplied by John Fowler & Co. (Leeds) Ltd.
to Braithwaite & Co. (Engineers) Ltd who held cotract for Bombay
Municipality
New locomlotive, Ravenglass and Eskdale Railway.
161-2. diagram (side elevation)
Henry Greenly design of 2-8-2 built by Davey Paxman & Co. of
Colchester
South Devon Ry. tank locomotive "Etna". 162. illlustration
Photograph of 4-4-0T submitted by J,B.N. Ashford of Plymouth. Locomotive
was built by Rothwell & Co.
Retirement of Mr. J.G. Robinson. 162.
Rack locomotive for the Therezopolis Railway. 163. illlustration
Swiss Locomotive & Machine Works at Winterthur for metre gauge
line in Brazil
Southern Railway. 163.
55 Class 4-4-0 rebuilds: Nos. 55 and 60 inservice; Nos. 45, 50, 52
and 70 to be rebuilt. Twenty Urie 4-6-0 express locomotives inn service:
Nos. 736-755.
Rail motors on the New South Wales Government Railways. 164-6. 4 illlustrations,
diagram (side and front elevations and plan)
Two petrol railcars: one very bus-like seating 33 passengers and based
on a Moreland road lorry (emplored on Lismore-Grafton line) and the other
seating 60 based on an American type suburban car. Employed on
Tamworth-Barraba branch.
Simple Mallet type locomotives, Chesapeake & Ohio R.R. 166-7.
diagram (side elevation)
2-8-8-2
Tourist trains in India. 167-8. 2 illlustrations, diagram (side elevation
and 2 plans)
Aimed at foreign tourists, who arrived for a limited season. Converted
from Bombay suburban carriages with sleeping accommodation arranged in Pullman
fashion. Great Indian Peninsula Railway
Barry Railway. 169-71. 6 illustrations
2-4-2T supplied by Hudswell, Clarke WN 473-5/1897, and Sharp Stewart
WN 4467-9/1898 and 4497-4501/1899. Outside cylinder 0-6-2T supplied by Cooke
Locomotive Works of Paterson, New Jersey. 0-6-4T designed by J. Auld and
ten built by R. & W. Hawthorne, Leslie & Co. Two steam railcars (rail
motors) were supplied by the North British Locomotive Co. WN
16466-7/1905.
Review. 186
[G.W.R. locomotives-stock total as at 31 st December, 1922. (including absorbed stock)]. 188. table.
London & North Eastern Ry. 188
Doncaster Works were to build fifteen 2-8-0 three-cylinder mineral
engines, ten 0-6-0 shunting engines, sixty-four carriages for suburban service,
1,000 twelve-ton open goods wagons, forty brake vans, and two twin-bogie
sleeping cars. Contracts had also been placed with Clayton Wagons, Ltd.,
Lincoln, for 750 twelve-ton coal wagons, Charles Roberts & Co., Ltd.,
Horbury, Wakefield , for 500 twelve-ton open wagons, the Metropolitan Carriage,
Wagon & Finance Co., Birmingham, for 800 covered wagons, the Midland
Carriage & Wagon Co., Ltd., of Birmingham, for 750 twelve-ton mineral
wagons and 500 twelve-ton open wagons and the Birmingham Railway Carriage
& Wagon Co., Ltd., of Smethwick, for thirty goods brake vans. Orders
had also been given for a number of new locomotives lo be built at Stratford,
Darlington and Cowlairs.
Isle of Wight railways. 188
The old 2-4-0 tank locomotive Sandown of the Isle of Wight
Ry., was sent to Eastleigh Works, presumably to be withdrawn from service.
Two 0-4-4 side tank engines of the L. & S.W. section Nos. 206 and 211,
had been equipped with the Westinghouse brake and sent to work on the I.W.R.
(Ryde to Ventnor) section. LW.C.R. locos. worked special and excursion trains
from Newport, through to Ventnor (I.W.R.) via Sandown Junction.
Continuous brakes on goods trains in India. 188
By a resolution of the R.C.A., passed at their Simla meeting it is
intended to have the continuous automatic vacuum brake working on all goods
trains of the broad gauge railways on 1 April 1924. To be prepared for this
very desirable arrangement the different railways are making great efforts
to get the equipment already on the wagons into working order. The Locomotive,
Carriage and Wagon Superintendents' Committee have been considering the best
means to take to assist the work, and they have recommended at their recent
Lucknow meeting that the train pipe through
[Nizam G. State Railway]. 188
G.R.G. Huddleston had been appointed locomotive superintendent in
succession to A.F. Hosken
Number 371 (14 July 1923)
Southern Railway tank locomotive for the Isle of Wight. 190.
illustration.
O2 class Nos. 206 and 211 fitted with air brake and sent from Southampton
by barge: No. 211 illustrated (in LSWR livery)
An old L. and N.W.R. express locomotive. 191.
illustration.
Jones & Pottts outside-cylinder 4-2-0 with 6ft 6in driving
wheels: photograph shows No. 189 at Vauxhall shed in Birmingham with Driver
Bowker on the footplate
A new form of radiial axle locomotive. 191-3. diagram
(side elevation and plan)
Luttermöller patents shown on ten-wheel 2ft gauge tank
locomotive
Railways in industrial plants. 194-6. 4 illustrations
Locomotive manufacturers statndard products: Beyer Peacock 0-6-2ST
with 4ft 3in coupled wheels, 18 x 24in cylinders and boiler pressure of 160
psi; outside-cylinder 0-4-0ST with 16 x 24in cylinders actuated by Walschaerts
valve gear, 3ft 10in wheels and 180 psi boiler pressure. John Fowler products:
0-4-2T for 2ft gauge estate and plantation railways with 22 in. coupled wheels;
7 x 12 in outside cylinders actuated by Walschaerts valve gear and 180 psi
boiler pressure; aand another narrow gauge design: 0-6-2 with 9½ x 12
in. cylinders actuated by Joy valve gear; 25 in. diameter coupled wheels
and 180 psi boiler pressure.
The Merrybent and Darlington Ry. 196-7. 2
illustratiuons, map, 2 diagrams. (side elevations)
Branch off Darlington to Barnard Castle line. 0-6-0ST Merrybent
built at Hopper's Britannia Foundry at Fencehouses
F.W. Brewer. The genesis and early development of the
British 4-4-0 tender engine, 198-200.
Cowan Great North of Scotland Railway design with outside (16 x 24in)
cylinders and 5ft 6½in coupled wheels. Continued page
240. See also letter from Sam A. Forbes on page
250.
Visit of the Institute of Transport to the Penistone Works of Cammell
Laird & Co. Ltd. 201-4
In connection with the third congress of the members of the Institute
of Transport, held at Sheffield, on Friday, 15 June a visit was arranged
to the Pemstone Works of Messrs. Cammell, Laird. A number of guests
representative of the British, Foreign and Colonial Railways were also invited
as well as members of the technical press. The party travelled by special
train, leaving Marylebone at 09.15, picking up the Institute of Transport
members at Sheffield and running direct into the works at Penistone. Breakfast
was served on the down journey and tea and dinner on the return Marylebone
being reached at 20.20. Amongst those present were Sir Sam Fay, President
of the Institute of Transport, Sir J. G. Broodbank (President Elect), A.C.
Carr (Sir J. Wolfe Barry & Partners), C. Hitchcock (Robert White &
Partners), T. Ryan (India Office Stores Department), R.A. Thorn (District
Mechanical Engineer, L. & N.E.R., Gorton), S.A. Parnwell (General Manager,
Southern Area, L. & N.E.R.), C.C. Champeney (Midland Carriage & Wagon
Co.), S.J. Kendrick (Deputy Carriage & Wagon Superintendent, East Indian
Ry.), J. Davis (Consulting Engineer, New South Wales Government Rys.), F.
Coates (Consulting Engineer, Victorian Rys.), R.W. Reid (Carriage & Wagon
Superintendent, L.M. & S. Ry.), R.H. Selbie (General Manager, Metropolitan
Ry.), A.M. Bell (Carriage and Wagon Superintendent, G.I.P. Ry.), E.P. Goldney
(G.I.P. Ry.), C.E. Lillie (Secretary East Indian Ry.), F.C. Coleman (Modern
Transport), J.A. Kay (Railway Gazette), A.R. Bell (Locomotive),
etc., etc. Representatives of Cammell Laird & Co., Ltd., included W.L.
Hichens (Chairman), J. McNeal Allan (Managing Director, Sheffield), A.S.
Bailey (Managing Director, Nottingham), L. Munns (Director and Secretary,
Sheffield), J.M. Dewar (London Director), A. Good (Director, Sheffield),
and others.
The Penistone works of cover an area of approximately sixty acres, situated
on both sides of the London & North-Eastern Railway, and adjacent to
Penistone Station. The original works with an area of twenty-two acres, were
purchased by Charles Cammell & Co., Ltd., from Bensons, Adamson &
Garnetts, on 31 May 1864, having been built a few years previously. From
1864 until 1917, they were employed exclusively in the production of acid
Bessemer steel, which was manufactured into ingots, rails, structural sections,
fishplates, railway axles and tyres, etc. Various modifications were made
from time to time as the development of steelworks practice permitted, but
generally the plant and buildings remained very much in their original condition
and were employed principally for the original purpose until 1917, when the
Company was called upon by H.M. Government largely to increase the country's
output of gun steel. About forty acres of land were purchased on the south-west
side of the railway, and on this a complete open hearth steel melting plant
was installed which it has been laid out. In 1919 the Company decided to
consolidate their three railway tyre producing plants, adjacent to the New
Side Steel Works at Penistone. With this object in view, buildings were erected
and equipped with what is considered to be the most efficient plant in existence
for this class of work.
The tyre ingot is received from the open hearth melting shops in a sliced,
but unbroken, condition. It is broken by special automatic gear, charged
into continuous gasheated furnaces,· and removed from these furnaces
by electrically operated machinery, which deposits it on the press, for the
first manufacturing operation. On leaving the press, the bloom is a round
pierced disc, and this is pla;ed upon a roughing mill which brings it to
its approximate final dimensions. It is then consisting of three basic and
three acid-lined furnaces, each with a nominal capacity of sixty tons per
charg.e. At the same time the original or Old Side Steel Works were practically
re-built. The 34-in. rolling mill, which forms the main item of manufacturing
plant, was increased by the addition of another train of rolls, and all its
details, such as roller gear, manipulators, saws, shears, etc., were brought
thoroughly into line with the most modern practice. The finishing end of
the mill was · separated from the cogging, and driven byanelectricmotor
giving a maximum peak load power of 19,000 B.H.P. New underground soaking
pits of the most modern design were installed for the heating of the mill
ingots, and mechanical overhead charging and discharging apparatus fitted.
placed on the finishing mill, which it leaves as a complete tyre. The marking
is done hydraulically and at one operation, during which time the finishing
temperature of every tyre is taken and recorded for future reference. The
finishing end of the plant for the cutting, planing, and drilling of rails
and sections, was thoroughly overhauled and re-arranged, and it may generally
be taken that at present the Penistone works as a unit, is at least equal
to any plant in the country for the efficient production of the semi-finished
material for Illustrations: Cammell Laird & Co. Works in Penstone from
across Great Central main line; interior of mills, soaking pits, charging
furnace and electricity sub-station
Shropshire & Montgomeryshire Lt. Ry. 204
An improved set of petrol rail cars has been put into service: the
train comprises three cars—a motor car each end and a dummv in the
centre—giving accommodation for sixty persons. The run of 23 miles from
Shrewsbury to Llanymynech over an undulating section with gradients of 1
in 30 and sharpest curve of nine chains with a full load is made on a consumption
of 1.75 gallons of petrol.
Railway exhibits at the Gothenburg Jubilee Exhibition. 204
Swedish Government Rys. showed in the Transportation Section a model
of the first locomotive engine Forstlingen, built in Sweden by Nunktells
at Eskilstuna in 1848 for a small railway in the iron ore district on the
3-ft. gauge. There was also on view a model of the first locomotive built
for the Government Rys., named Vastergotland. There were also models
of locomotives of classes A, B and F, and passenger carriages from 1856 and
1857, as well as modern sleeping cars, 1st and 3rd class. One ,,·ill
also find exhibited here the locomotive Fryckstadt, as built by Nunktells
in 1855 for the Fryksta-Klarstvens Ry. 43-in. gauge. This engine has cylinders
230 mm. dia. by 395 mm. stroke. There are also complete axleboxcs in use
at the present time-ordinary bearings, ball bearings for ore trucks and passenger
vehicles, N.K.A. bearings, S.K.F roller bearing, etc. The Knorr Brake Co.
exhibit and demonstrate the Kunze Knorr brake then being introduced on the
Government Rvs. and manufactured bv the Nordiska Co. Djurson's slack adjuster
was exhibited in this section. A rail joint of 1849, designed by C. Adelskold
for the small Frykstad-Klaralven Ry was shown as well as sundty models of
bridges, including one over the Ors River in the North for a weight of 18
tons per axle, the span being 297 ft .
A\ model of the steam ferry Gustav V, ferry pier and arrangements
at Trelleborg and plans and drawings of the proposed train ferries between
Sweden and England wer shown. Signalling and interlocking arrangements formed
an interesting exhibit. These included a number of Aga flash lights for railway
crossings, etc. The Aktiebologat Ljungstroms Angturbin exhibit sundry parts
of the turbine condensing locomotive were described recently.
Snailbeach Railway, 204
Extensions of this narrow gaue Shropshire line were in progress to
the Stiperstones and to the mines on Bog Moor. It is to acquire four
new tank engines and fifty wagons
Col. H. F Stephens. 204
of Tonbridge engineer. has been appointed Civil engmeer for maintenance and
loco. supt. of the Festtiniog and \Welsh Highland Ry,;., except the section
between Portmadoc and South Snowdon which wouldl be maintained bv the
contractors-Sir Robert McAlpine & Sons-until the end of 1923.
Colne Valley & Halstead Ry. 204
Taken over by London & North Eastern Ry. on 1 July..
E.L. Ahrons. The locomotives of the Glasgow and
South-Western Railway. 205-6. 4 illustrations
Continued from page 138. Manson rebuilt four of the No. 8 class with
larger boilers, similar to those of the 240 class to be described later.
These under the new classification were known as the 375 class. No. 103 was
rebuilt in 1910, 77 and 115 in 1911, and 85 in 1912. A large number had been
completely rebuilt, 1920 to 1922, by Whitelegg, as shown in Fig. 43. The
cylinders, wheels and wheelbase remain unchanged, but the larger boilers
are in two parallel rings, the smokebox is extended, and the pressure increased
to 170 psi. The centre of the boiler was raised from 7 ft. 6 in. to 8 ft
. 3 in. The tube heating surface was 1193 ft2.
, firebox 125 ft2. , total 1318
ft2. . Grate area 18.36
ft2. Weight in working order :-Bogie 16 tons 7
cwt., driving 17 tons, trailing 16 tons 10 cwt., total 49 tons 17 cwt. A
diagram of these engines Locomotive Mag.,
1920, 26, 142.
In 1893 ten 0-4-4 side tank passenger engines (Fig. 44) to Manson designs
were built bv Neilson & Co. (4646-4655). The number of passenger tank
engines on the G. & S.W.R. had always been very limited, and such as
had previously been in service were rebuilds of older 0-4-2 goods and mixed
traffic engines. The new engines, Nos. 326 to 335, (subsequently 520 to 529),
were built to replace some of these older engines. The cylinders were
17¼-in. by 24-in., and though of comparatively small size, Manson placed
the valves above them, and used a rocking shaft valve gear similar to that
of the express engines. The coupled wheels were 5 ft. 2 in. diameter, and
the bogie wheels 3 ft. 1 in. The wheelbase between the coupled wheels was
7 ft. 6 in. , from driving wherl to front bogie wheel 8 ft. 9 in., and between
the bogie wl1 ee ls 5 ft. 6 in. Total 21 ft. 9 in. Length over buffers 31
ft. 9-l in.
The original boilers contained 238 15/8-in. tubes, the heating
surface of which was 1056·24 ft2 .,
and the firebox added 105.16 ft2. Total, 1161 ·4
ft2. Grate area 16·43
ft2. Pressure 150 psi. Manson reboilered them when
the original boilers. were worn out from 1903 onwards, and the new boilers
differed slightly in dimensions, having a total heating surface of 1,169
ft2, of which the firebox provided 101
ft2. Grate area 16·5
ft2. The weight in working order was :-Leading
15 tons 5 cwt., driving 17 tons 17 cwt., bogie 18 tons 7 cwt. , total 51
tons 9 cwt. The tank capacity was 1000 gallons, and the coal bunkers held
35 cwt. of fuel.
Recently :\Ir. \\'hitelegg has modified these engines, as shom1 in Fig. 45.
The later :\J anson boilers have FIG
Paris-Brussels non-stop trains. 207
315km in 3h 45min using Nord Pacifics. Line rebuilt after suffering
damage in WW1.
London & North Eastern Ry. Great Eastern Section. 207
Five 4-4-0 Nos. 1780-4 painted green
London & North Eastern Ry. Great Northern Section. 207
Two new Pacifics Nos. 1476 and 1477
Palace Gates connection. 207
Between Great Northern and Great Eastern Sections
Steam dryer for locomotives. 208. 2 diagrams
Due to the high evaporation rate of locomotin' boilers. and the
consequential violence of ebullition, water in liquid form is entrained by
the outgoing steam in quantities that may amount to anything from 5 per cent.
to 15 per cent. \When the boiler is being " forced," with the result that
much fuel is wasted and injurious effects to the ,·alves and pistons
are frequently induced. Since the earliest davs of the locomotin' it has
been customary to provide· an elevated , ·cs:::-el or a length
of piping perforated on its upper surface so that moisture suspended in the
stl'am may return by gravity to the body of water, leaving comparatively
"dry" steam to pass the regulator. but as loading gauge restrictions forbid
the use of tall domes or steam drums on large modern engines, this expedient
—never ,·ery thorough-tends to become ineffective, and with increased
boiler powers and the more delicate steam distributing mechanisms now employed,
the mischievous consequences of "wet" steam (both thermally and mechanically
considered) are sufficiently serious to warrant the study of ameliorative
measures. It is essential, however, that devices intended//\\'hen it is realized
that there is an approximate reduction of I per cent. of the fuel consumed
for each 1 per cent. of water separated when using saturated steam, the
importance of an efficient anti-priming apparatus is obvious, and if superheating
is employed its benefits are equally manifest, since with initially dry steam
an increase of 17°C to 45°C. (depending upon the rate at which
the boiler is evaporating and also upon the water level) of superheat temperature
is attainable without additional expenditure of fuel because the superheater
is not required to convert the suspended drops of water into steam before
fulfilling its true function of imparting more heat to a fluid already gaseous.
Furthermore, the life of the superheater tubes is lengthened and their efficiency
improved by the • elimination of solid particles of dirt and mud, which
are also swept away with the moisture through the tangential outlet. Tompkins
patent dryer, the rights of which are exclusively held by: Tangential Dryers,
Ltd., thouglt here illustrated as fitted in a dome fairly ample in vertical
measurement and in conjunction with a doublebeat regulator, is also made
in forms suitable for the most restricted spaces and for slide type throttles,
only slight modifications of the steam pipes and operating links being required
for fitting in the majority of cases. Dryers on this principle are in wide
use for marine and stationary boilers, and they are also being employed with
considerable success for removing moisture from lines conveying compressed
air and other gases.
T.H. Sanders..Laminated railway springs..Section IV. Spring suspension.
Sub-section B. Carriages and wagons. 209-11
Continued from page 173
Questions and answers. 211-12
36.-How can a railway vehicle be weighed by means of a system of
cantilevers?
Our correspondent evidently has in mind the "portable weighing machine,"
which has been for many years employed for taking particulars of wheel weights,
especially with locomotives-in which spring adjustments are frequently required.
One machine has to be employed under each wheel, and to ensure correct results,
all wheels have to be simultaneously weighed, that is, the whole weight of
the vehicle has to be carried by the machine. The load is put on to the machines
by means of a screw foot, and transmits itself through compound levers on
to a weigh beam of the usual type. An improvement on this pattern has recently
been introduced by S. Denison & Co., Ltd., of Leeds, and is called the
Dilo SelfIndicator with a large dial.
37.-In the case of an engine with brake blocks placed in front of the
wheels, against which horn cheek is the pressure exerted when the brakes
are applied
Depends whether engine is running chimnev first, or bunker first
and involves a consideration of the forces applied to the wheels, and transmitted
thence through the axleboxes to the horn cheeks.
Pullman cars on the L.M. & S. R. (Caledonian Section). 212-16.
3 illustrations, 7 diagramms includindg side and end elevations
and plans
Clayton Wagons, Ltd. of Lincoln, provided the accompanying drawings
and particulars of four Pullman Cars designed and built by them to the
specification and approval of the Pullman Car Co., Ltd., for service on the
Caledonian Section of the London, Miidland and Scottish Railway.. Three of
these vehicles were first-class dining cars, and the other a third-class
buffet car. Whilst preserving all the qualities of luxury and easy running
which characterize the Pullman cars in service on the Suuthern Rv. and L.
& N.E.R., the new cars incorporate many decorative and constructional
features which are quite original, and differ from most previous Pullman
stock in having four-wheeled bogies. The first class cars were named Meg
Dods, Lass O' Ballochmyle and Mauchline Belle. The
buffet car had No. 80
GIPR accident on 2 June 1923. 216
Accident emphasised the necessity for early action by the Government
of India to secure a better method of coupling up heavy goods trains and
also the operation of the continuous brakes throughout the trains. A goods
train bound for Bombay had brakes working on the front part only, was running
on a down grade between Atgaon and Khardi, about 61 miles out, when the train
parted about its middle. The breakaway was noticed by some gangmen on the
permanent way, and they signalled to the driver who applied his brakes and
stopped the front portion, with the result that the rear part ran into it
and a very serious smash-up was caused. Both tracks were blocked and as it
was Saturday morning, the trains with the outgoing mails were delayed for
some hours, transhipment had to be resorted to and the Mail boat did not
leave Bombay until late that night.
Great Western Ry. 216
Amongst improvements introduced in the summer train services was a
train which holds the premier position in the British Isles for speed. This
is the 14.30 from Cheltenham to Paddington, which is timed to perform the
run from Swindon to Paddington — 77 miles, 24 chains — in seventy
five minutes, which gives an average speed between these points of 61.8 miles
per hour from start to stop.
North British Locomotive Co., Ltd. 216
Moved London Office to 13, Victoria Street, Westminster, S.W.1.
New Zealand Government Rys. 216
Arthur's Pass Tunnel, five miles in length, and the longest in the
Southern Hemisphere, was open. It is bored through the range of the
Southern Alps and opens up railway communication between the west coast of
South Island of New Zealand with the rest of the island
Great Western Railway new express trains.
.217-19. 4 illustrations, 7 diagrams (including side & end elevationns
& plans
Collett bow-ended corridor stock with Laycock Buckeye couplers
and drop-down buffers and Pullman gangways within sets. For
South Wales services.. Tip up seats in dining cars. Leather table
tops and seating. Decolite surfaaces in toilets for cleanliness. Extractor
fans for kitchens and pantries
Correspondence. 219
Firebox patches. Bulawayo. 219-20. diagram
Re the question of firebox patches those inside the water space are
generally favoured and some 'boilermakers prefer the studs to have threads
through both patch and plate. Although I prefer inside patches my experience
in beddmg the patch to the plate inside the narrow water space is that, although
bolts may have been carefully tightened up in every alternate hole, jarring
takes place between the laps during the bedding operation, unless a dolly,
wedge or hammer can be apphed at the back. Under such circumstances it is
d1fficult to obtain a good metal-to-metal joint, especially if there are
threads for the studs in both patch and plate. Further when the temporary
bolts are removed the laps separate shghtly and the metal-to-metal joint
is lost unless a clearance hole for the stud is made in the top plate to
enable the stud to pull together. With a countersunk stud, bedding well into
the countersink of the top plate, the head projecting 1/8 inch,
as shown at C, and then caulked over as at D to form an overlap, no wastage
of the head can take place, and a tightfitting and lasting job may be expected.
At A is shown a suitable stud, eleven threads to the inch, for firebox patching,
and B shows the countersink in the top plate. Care should be taken to tool
the edge of the head as at Din the same direction as the stud has been screwed
in. It is also important that the square heads of the studs should not be
wrenched off until all the studs are properly inserted and well screwed up
by going over them two or three times. They should then be wrenched off one
by one, and the edge of each head tooled down to the plate before the square
end of the next stud is wrenched off. The heads are finally caulked to finish
them off, and the patch caulked with a fuller. I should be glad to see the
subject of firebox patches fully discussed. (We invite the opinions of our
practical readers on the important subject of firebox patches, on which there
seem to be some differences of opinion. Under what conditions should patches
be placed on the fireside, as is sometimes done, and what are the best methods
of securing the patches to give the most efficient results in service ? There
are various forms of studs and collar bolts in use, and a discussion on their
various merits would be of considerable interest
Engineer, Darlington
The following are the names of the three officers on the F. R. de
C. A. Guatemala-Central America :-Superintendent of motive power, M. Turton;
master car builder, J. Alyward ; sighals and permanent way, C. Chandler.
The names of other mechanical engineers on Central and South American Rys.
appear in the Locomotive Engineers' Pocket Book.
Reviews. 219-20.
A handbook of testing.the theory of prime movers.
C.A. Middleton Smith, and A.G. Warren, London: Constable &
Co., Ltd. 295 pp. 246 illustrations.
The authors are the professors of Engineering and of Physics respectively
in the University of Hong Kong, and have written a handy book on the Theory
of Prime Movers, the first part of which contains up-to-date information
on the properties of saturated and superheated steam, and of liquids and
gases. This physical portion of their subject occupies 144 pages. The remaining
150 pages are concerned with the dynamics of engines, valves and valve-gear
mechanisms, theory of steam nozzles and steam turbines, air compressors,
including refrigerators and combustion. The book is a theory of engines,
in which all the salient points have been included in a condensed form. as
stated in the preface, it consists chiefly of notes which the authors have
compiled during the last ten years. The title A Handbook of Testing,
appears to be somewhat of a misnomer, since no practical work on testing
of engines appears to be included, though a large number of theoretical examples
point the way in which the theory of heat engines can be used in calculating
and judging the results of such tests.
Pioneer railway engineeríng.. H. Stringer,
London : H. F. and G. Witherby. 219-20.
In this book the author, who is the resident engineer of the Pekin-Mukden
Ry., deals with the economics and details of construction of pioneer railways
in overseas countries, and has compiled a large amount of very useful information
in a concise form. The first chapter on Railway Economics, deals with the
rail weights, gradients, curves, gauge, permanent way, land, rolling stock,
etc. Chapters II., III. and IV. are concerned with " Railway Location and
Survey," "Conduct of Construction," and "Earthwork" respectively. Chapters
V. on Temporary Bridges, Trestles, etc., and VI. on Track and Track Maintenance,
also contain many valuable features. In the following chapter on Building
Construction, the author has included useful particulars of locomotive engine
sheds, engine pits, and smoke jacks, which we do not remember having seen
in any other book. Water supply for locomotive and other purposes also receive
due consideration in chapter VIII. The remaining chapters concern Stations
and Signals, and Reinforced Concrete and Steelwork. The book is in effect
a railway engineer's notebook on an enlarged scale. It contains a large number
of sketches, tables and formulce, and is well written in a condensed style,
which facilitates easy reference. The illustrations, which consist entirely
of diagrams, seven being folded plates, are well and clearly executed. To
enable constant and handy use to be made of the book, a number of blank pages
for notes have been inserted. In the first chapter, which contains particulars
of coal and oil consumption of locomotives in India and China, we note with
interest that the oil allowance per 100 miles on Chinese railways for engines
running on 60 and 85 lb. rails is 10 lb. engine oil, 9 lb. castor oil, and
2½ lb. cylinder oil. On the Pekin-Mukden Railway, with ruling gradient
of 1 in 120 an engine hauling 1,400 tons is allowed 65 lb. of coal per mile,
and ·with 1,000 tons 50 lb. per mile. In the same chapter the author
states that " the importance of long bogie lead for locomotives on lines
of much curvature is not to be overlooked, as this at any rate prevents
derailment of the driving wheels, though it pulls the road about." Possibly
the author has not expressed his meaning in the way he intended. A properly
designed leading bogie saves both engine and track, othenvise the bogie would
have been discarded long ago. But if engines with long wheel base run tender
first on curves for considerable distances with the bogie at the back end.
as may be the case on the railways of which the author has experience, it
is possible that in certain cases the track may suffer. In regard to widening
of gauge on curves the author on page 21 states that for 500 ft. radius and
under it is usual to widen the gauge , but this shouuld never exceed
5/8 inch. But on ?page 164 he writes :-" For curves
over 1 000 ft. radius widening is unnecessary, but widen ½ in. for this
radius, ¾ in, for 500 ft. radms, and 1 in. for 300 ft. radius curves."
These two statements do not agree ; nevertheless there are considerable
differences of opinion in regard to the amount of widening allowable. The
author recommends the use of old steel boiler tubes where available, for
making gates. ' The book is very well printed and the dimensioned sketches
are v_ery _clear. To railway engineers, more especially those working m extra
European countries, the book will prove of great value.
The book of the Ford. R.T. Nicholson. London: Temple Press, Ltd., 220.
A new and seventh edition has just been issued. It is the most practical
handbook of instruction on the construction driving, and upkeep of the Ford
car extant. It is writte~ specially for the Ford owner-driver, in the simplest
nontechmcal language. Stated briefly, there is everything in this handbook
that one ought to know about the Ford. There is a wealth of practical information
profusely illustrated on adjustment, minor repairs, and economical upkeep.
The latest model with the right-hand drive is dealt with in a new chapter,
and the new carburetter, hood and other details are treated and new illustrations
included.
1923 Livret-guide official des Chemins de Fer de Paris a Orleans.
220.
Although compiled for the benefit of travellers over the lines of
the P 0. Railway, the contents of this beautifully printed and liberally
illustrated guide should be of interest to a great m~ny who are _not able
to ':"isit the territory served by that railway. Detalls such as distances,
number of inhabitants, postal facilities, features of interest, are given
in connection with the smaller as well as the larger towns. The industries
of the various localities served are also tabulated in a convenient form.
A time table printed on tinted paper is bound in at the end of the guide,
followed by a list of hotels and restaurants. " On page 187 of the June number
it was erroneously stated that Robert Stephenson's letter in regard to the
blast pipe question appeared in The Engineer during 1858. This letter,
though written in 1858, did not appear in that journal, but was published
in Smiles's Lives of the Engineers, 1862 edition, vol. III., page
501. As Robert Stephenson died in October, 1859, it does not seem to have
been published during his lifetime."-E.L.A.
Garratt loco. for South Wales. 220
Vivian & Sons, Ltd., of the Hafod Copper Works, Swansea, placed
an order with Beyer, Peacock & Co., Ltd., for a 0-4-0+0-4-0 Garratt type
articulated locomotive of standard gauge to be used for dealing with heavy
traffic over the exceedingly difficult piece of line connecting the Hafod
Works with the GWR. main line. As this will be the first locomotive of the
Garratt type to operate in Great Britain its performance will no doubt be
watched with considerable interest.
Snowdon Mountain Ry. 220
The stock of this line has been strengthened by the addition of three
more 0-4-2 rack locomotives constructed by the Swiss Locomotive Works of
Winterthur. No. 6 Sir Harmood dated 1922, and Nos. 7 Aylwin
and 8 Eryri dated 1923.
Swedish State Rys 220
Work had started on the electrification of the main line from Stockholm
to Gothenburg-458 kilometres. Electric traffic is expected to commence about
1 October 1925.
Welsh Highland Ry. 220
On 19 May a trial trip was made over the new line from Portmadoc,
through the Pass of Aberglaslyn to Rhyd-ddu (or South Snowdon) and thence
over the metals of the former North Wales Narrow Gauge Ry. to Dinas Junction,
a total distance of 21 miles. A Fairlie locomotive and three coaches were
used.
Basingstoke and Alton Light Ry. 220.
After lying derehct for seven years, it has been decided to relay
this line. Clearing the track was commenced on the 18 June.
Southern Railway. 220
The following appointments were officially announced, dating from
1 July 1923. R.E.L. Maunsell, C.B.E., to be chief mechanical engineer for
locomotives, carriages, wagons and road vehicles. S. Warner, O.B.E., to be
assistant mechanical engineer for carriages, wagons and road vehicles. A.H.
Panter to be deputy-assistant for carriages and wagons. A.D. Jones, O.B.E.,
to be locomotive running superintendent. C.J.W. Francis, C.B.E., to be stores
superintendent [KPJ Locomotive may have got intials mixed up]] and
A.P. Innocent to be assistant stores superintendent. Herbert Jones to be
electrical engineer and H. Richards to be assistant electrical engineer.
The appointment of stores superintendent dated from 1 January. R.W. Urie,
chief mechanical engineer of the L. & S.W. R., and L.B. Billinton, locomotive
engineer of the L.B. & S.C.R. retired.
London & North Eastern Ry. 220
Further appointments in the chief mechanical engineer's department
are as under:North Eastern section:. R.A. Copperthwaite to be locomotive
works manager of Darlington and Gateshead shops, with office at Darlington;r.
E. Thompson to be carriage and wagon works manager with office at Darlington,
and to have charge of the shops at York, Shildon, etc. . F.W. Carr to be
assistant manager, carriage and wagon shops, York. H.B. Emley to be assistant
manager, locomotive shops, Gateshead. Great Northern section:. F. Eggleshaw
to be locomotive works manager, Doncaster. . A.H. Peppercorn to be carriage
works manager, Doncaster and W H. Brown to be wagon works manager, Doncaster.
Great Central section:r. D.R. Edge to be carriage and wagon works manager,
Dukinfield. In the running superintendent's department, S. Groom is to be
assistant running superintendent of the Great Northern section-Southern area,
and C. Stedman a similar position on the Great Eastern section_
The first railway in France. 220
Early in June 1923 at Andrezieux on the Loire the centenary of the
first railway in France was celebrated, a tablet being fixed on the spot
where the first station was built. The line, which was first worked by horses,
ran from Pont de 1' Ane, on the River Furens, through Saint Etienne to Andrezieux
and was used for transporting coal to the boats on the River Loire. The
concession for constructing the railway was signed by Louis XVIII., on 28
February 1823 ; work was begun immediately and it was first used in April,
1828.
Vickers-Petters. 220
Heavy oil engine manufacturers, Ipswich, announced appointment A.P.
Laughland as their Midland representative, with offices at Union Chambers,
Temple Row, Birmingham.
Sir W.G. Armstrong Whitworth & Co., Ltd., 220
Secured order for twenty-five heavy locomotives for the Buenos Ayres
Great Southern Ry. intended for goods traffic, were 4-8-0, three-cylmder
superheated type with bogie tenders. They were to burn oil. They were to
be built at the firm's Scotswood Works.
Number 372 (15 August 1923)
Auxiliary driving motor on Atlantic type engine, London
& North Eastern Ry. 221-5. 3 illustrations, 5 diagrams., (including
side elevation).
Booster fitted to Ivatt Atlantic No. 1419
Tank locomotive for the Sarawak Government Rys. 225; 227.
illustration
Two metre gauge 4-4-0T with outside frames supplied by Peckett &
Sons Ltd. for railway in vicinity of Kuching in Borneo. Bulan
illustrated
New Horwich-built express locomotive, L.M.S.R..
226-8. illlustration, 2 diagrams. (side & front
elevations)
Hughes 4-6-0
Travelling cranes for railway service. 228-31. 5
illustrations
Supplied by John M. Henderson & Co. of Aberdeen (electric one
for locomotives illustrated); John H. Wilson & Co. of Birkenhead (designed
to act as a locomotive); Ransomes & Rapier Ltd. (electric wharf crane);
Wellman-Smith-Owen Engineering Co. electric crane in use at Taylor Bros.
Trafford Park disc wheel plant and rather alarming electric crane fed by
overhead wire produced by Alexander Chaplin & Co. of Glasgow
Albert Jacquet. Early express locomotives of the Eastern
Railway of France. 231-34. 6 diagrams (including 5 side elevations)
Edwards, the Chief Engineer of the Paris Strasbourg Railway oedered
twelve Crampton 4-2-2 from J.F. Cail of Paris: WN 186-97 of 1868/9. They
had 7ft 7in driving wheels. Further Cramptons were obtained from Schneider
(WN 196-210) in 1856. Regray later increased the adhesive weight by emplyig
heavier driving wheels and the addition of the Westinghouse brake. In 1869
twelve Cramptons were purchased from the PLM. In 1890 No. 609 was rebuilt
at Epernay Works with a double-barreled boiler designed by Flaman.
The Meister rail motor. 234.
A. Meister Sons Co. of Chicago as supplied to Nevada, California and
Oregon Railway petrol railcar
Model, Dublin & S.E. Ry. locomotive. 234-5. illustration
Sharp Stewart 0-4-2 Bray as rebuilt in Dublin model steam
locomotive built by A.R.W. Montgomery of Bray: scale 1 inch to foot
The Central Railroad of Brazil.. 235-8. 7 illustrations
Describes journey from Rio de Janeiro to Bello Horizonte where there
were large hematite deposits. Major centres served included Lafayette and
Burnier, a major junction. Beyond Burnier the track was very rough as the
loine was new. Two types of Mallet were in use: 0-8-8-0 at the Rio end and
0-6-6-0 beynd Burnier. Locomotives with bar frames were simpler to repair.
Brazilian coal was used in a pulverized form for a time, but most coal had
to be importyed.
[Aviemore direct line of the Highland section of the L.M. & S.R.] 238
Extensive damage was done to the Aviemore direct line of the Highland
section of the L.M. & S.R. at several places in the neighbourhood of
Carr Bridge by floods resulting from a cloud-burst on Sunday, 8 July and
it was not expected to have the line in use before the end of September.
Meantime railway traffic is being sent by the alternative route of Grantown
and Forres to Inverness. Five railway bridges had either been completely
destroyed or seriously damaged, while large stretches of embankment, of about
twenty-five feet high, have been swept away or undermined.
London, Midland and Scottish Railway (L. & N.W. Section). 238
Two more 0-8-4 side tank shunting engines were in hand at Crewe, Nos.
1904 and 609. These engines were fitted with Pop safety valves, as are also
those mentioned on page 371 of the July Locomarive. No. 2511 Croxteth,
of the four-cylinder Claughton class, had been painted experimentally in
the Midland style, and with the number 5971 on the tender sides. The old
number-plates had been removed, and in their place appear the initials "
L.M.S." in gilt letters. Recent conversions to G1 class with direct motion
were: F class 2-8-0 compound No. 899, and G class No. 1228. The latter was
simplified in October, 1910. No. 723 Coptic was the latest Precursor
to be rebuilt and superheated as the George the Fifth class. The following
Princes had been altered to direct motion —Nos. 27 General Joffre,
57, 88 Czar of Russia, 146 Lewis Carroll, 1373 and 1466
Sphinx. No. 3373, a Special Tank class shunting engine (originally
No. 1139), had been broken up.
Aids to engineering calculations. 238-9. 2 diagrams
New 4-8-2 passenger locomotives. Canadian National Railways. 239
Canadian Locomotive Co. No. 6000 used on Montreal to Toronto
expresses. Fitted with Robinson superheater.
Institution of Locomotive Engineers. 239
A.C. Stamer was president-elect and Irvine Kempt was chaiman-elect
for the Scottish centre
F.W. Brewer. The genesis and early development of the
British 4-4-0 tender engine. 240-2. 3 illustrations
Previous part began page 198. Considers
4-4-0 design as implemented on some of the "lesser" railways. following the
Dugald Drummonng inside cylinder layout developed on the North British Railway
and the Dunalastair type on the Caledonian. These included the William Kirtley
design built by Neilson & Co. for the London Chatham & Dover Railway;
and the Sharp Stewart locomotives on the Cambrian Railways introduced by
William Aston (the Beaconsfield class) and on the Furness Railway under R.
Mason. (Brewer cites him as "W.R. Mason").
East Indian Railway. 242
Thirty 2-8-2T being built by Beyer Peacock
Cape Central Railway, South Africa. 242
Two Garratt 2-8-2+2-8-2 with 15 x 22 in cylinders being built by Beyer
Peacock
T.H. Sanders. Laminated railway springs. Section IV. Spring suspension. Sub-section B. Carriages and wagons. 242-5. 5 diagrams
R.E.L. Maunsell, C.B.E. 245. illustration
(portrait)
Appointment as Chief Mechanical Engineer, Southern Railway
London, Midland & Scottish Ry. 245
We understand that the locomotive stock of the L.M. & S. Ry. is
to be divided into four groups, and numbered in the following series:
Midland, Stratford and Midland Junction, and North Staffordshire From 1 to
4,999
London & North-Western & Wirral. 5,000 to 9,999
Lancashire & Yorkshire, Furness, Maryport and Carlisle and Cleator and
Workington Junction 10,000 to 12,999
Scotch lines 13,000 upwards.
The train engine in the accident at Diggle on 5 July was an Experiment No.
1406 George Findlay. It was piloted by an 18-in. goods No. 1027, which
was so badly damaged that it is likely to be scrapped. We understand the
L. & Y. engine involved was an ordinary 0-6-0 goods.
W. Wells Hood. 245
Announced that appointed assistant works manager of the FaverdaleWagon
Works, North Eastern section of the L. & N.E.R., Darlington.
H. G. Norman White. 245
Appointed carriage and wagon superintendent of the North-Western State
Ry. of India, with headquarters at Moghalpura, Punjab.
Improvements in pressed steel wagon details. 246-7. 2 diagrams
Flame cutting in railway work. 247-9. illustration, diagram
L.M. & S. RY. (Midland Division). 249
The 328-357 Series, originally with slide valves, 6-ft. 9-in. wheels,
and 18-in. by 26-in. cylinders, were being reconstructed at Derby with
superheaters and piston valves as sister engines to the 403 and 483 Series.
No. 353, which had recently been reconstructed, was stationed at Edge Hill
(L.N.W.) to run the through Cromer and Lowestoft expresses from Liverpool
(Lime St.) to Nottingham and back via Stoke, in place of the L.N.W.R. 1911
Centurion which worked these trains during July. Nos. 358 to 377 (7
ft.) and some of the 378 class, such as 399 to 402, had also been reconstructed
as standard superheater engines of the 483 class.
London and North Eastern Railway (G.N. Section). 249
No. 1447, one of Ivatt's Atlantics, had been fitted with a new dome
and chimney to conform to the loading gauge of the N.B.R. section, where
she is now stationed. Three of the G.N. Atlantics were now stationed at Sheffield
and Annesley sheds and work trains on the G.C. Section to Leicester and Woodford,
their numbers being 1420, 1422 and 1433. They have taken the place of some
of the G.C.R. 4-6-0 engines Nos. 1100 to 1104, working over the G.N. &
G.E. Joint line from March with fish, fruit and vegetable trains.
London, Midland and Scottish Railway (L.T. & S.R. Section).
249
A series of ten 4-4-2 tank engines was nearing completion at Derby.
The first two or three were already in service and bore Nos. 2110 upwards,
the engines formerly bearing these numbers being altered to 2209 up. The
new engines are practically identical with the Thundersley class of the former
London, Tilbury and Southend line.
N.S.R.Section.
New 0-6-2 Tank Locos. built at Stoke were Nos. 1 and 2, while the
old No. 1 (2-4-0 Tank) became 1A.
London and North Eastern Railway (Great Central Section) . 249
The series of ten 4-6-2 tank engines had been completed at Gorton
Works: numbers 3, 6, 7, 30, 45, 46, 88, 153, 156 and 158. Three of Robinson's
early 4-4-0 engines Nos. 104, 110, and 113 were being rebuilt with larger
boilers and superheated, and also new cylinders with piston valves. No. 184,
4-6-0 small wheeled Immingham class engine, had been rebuilt with a larger
boiler with superheater 84 class, also the new style of cab with sliding
windows. No. 443, Glenalmond class 4-6-0, was the only oil engine running
on the G.C. Section. Work had been commenced on ten four-cylinder 4-6-0 express
goods engines, 9Q class, and the first would soon be in service. Some alterations
were being made in the cylinders and the chimneys, dome and cab made to suit
the smaller loading gauge of the G.E. and N.B. Sections. They were to bear
numbers 473 to 484. No. 1166 Earl Haig and No. 1167 David Lloyd
George, 4-6-0 four-cylinder express engines had been working between
Doncaster and King's Cross over the G.N. main line. No. 433 had also been
working on the G.N. Section in the Leeds district.
The Great Western Railway. 249
Issued revised editions of their series of booklets, each describing
a particular holiday district, well illustrated and containing a map of the
locality dealt with. Five of these dainty little volumes were now ready and
others are in preparation. Copies can be obtained free of charge at the principal
G.W.R. offices and stations, or will be forwarded on application to the
Superintendent of the Line, Paddington Station, W.2. The five books are entitled:
1, The Cornish Riviera; 2, Devon the Lovely Land of the Mayflower
; 3, Shakespeare Land; 4, Wonderful Wessex; and 7, The
Severn Valley.
Correspondence. 250
Genesis and early development of the 4-4-0 British
express engine. Sam A. Forbes.
Is not contributor in error in saying that the six engines built for
the G.N. of S.R. by Kitson & Co. in 1883-4, were to Manson's design?
I always understood that these engines, which differed considerably in almost
every detail from Manson's 4-4-0s built later by Kitson's, Stephenson's,
and at Kittybrewster Works, were originally for a South American Railway,
either Chilian or Uruguayan. They were thrown on the builders' hands and
bought by the G.N. of S.R., and finished to Manson's outward design. I recollect
them when working on the Buchan section before being rebuilt, and then they
had some initials F.C. stamped on the motion, which is very much lighter
than is usual in this country. They are now working between Aberdeen and
Banchory, Maud Junction and Fraserburgh, and one on the Lossiemouth line,
but of course reboilered. They have swivel link bogies.
Reviews. 250
Railway map of Great Britain, showing new railway groups, W. and
A. K. Johnston, Ltd., on cloth, folded in manilla cover.
This useful map of the railways of Great Britain clearly shows the
grouping resulting from the operation of the Rail-ways Act. The scale is
fifteen miles to one inch, but it is so clearly drawn that every station
is shown. Each group of railways is distinguished by a separate colour, and
joint lines are indicated by alternating colours of the groups concerned.
Thirteen small inset maps, on enlarged scales, show the lines around London,
Liverpool and Manchester, Birmingham and Wolverhampton, Glasgow, South Wales
and other congested areas. The map may also be obtained mounted on rollers
and varnished, while a cheap edition on paper, folded, iwa sold for 3/6 net.
The size is 45 by 35 inches.
Locomotive catechism. Robert Grimshaw. New York:
Norman W. Henley Publishing Co. London: Locomotive Publishing Co., Ltd.
The thirtieth edition of this very popular work on the locomotive
has reached us and a perusal of its pages confirms the claim made on the
title page of the up-to-date character of its contents. Over 4,000 questions
connected with the construction and working of the steam locomotive, as well
as the electric, are given practical answers to. Firing, and information
on working the brakes are also included, although the latter is limited to
the air-pressure system. Oil firing and mechanical stokers are dealt with
in a very practical way, the notes on the latter being particularly opportune
now the dimensions of the locomotive boiler are gradually passing the limits
permissible for hand firing. Compounds and superheaters of American type
are described and their features explained. We recommend the book to all
students of locomotive design and also to those who are in constant touch
with the operation and maintenance of railway rolling stock.
The Ravenglass and Eskdale Railway.—the smallest railway in the
world, H. Greenly. Published by the Company, Ravenglass.
A very interesting account of the railway is given by Mr. Greenly
in this handbook, with full particulars of the re-conditioning and re-equipment
of the line, for which he, as Engineer of the Railway, is mainly responsible.
A considerable number of half-tone photographs and several drawings are
reproduced. The latter will appeal particularly to model railway readers,
as the drawings of the general arrangements of the three types of passenger
engines in use (15-in. gauge) are fully dimensioned as well as the 2-8-2
goods locomotive now building, and explanations of the main features of the
designs given in full. The new stone crushing plant at Murthwaite and the
tipping apparatus for the stone traffic at Ravenglass are described. From
personal experience we can confirm the scenic attractions of the Eskdale
district which the writer depicts in this guide, and the illustrations also
will help to give some idea of its beauty and interest.
The romance of modern railways, by T.W. Corbin.
Seeley Service Co., Ltd.
Nearly all boys have, in their young days, wished to be engine drivers,
and though few ever realize their ambitions, the story of a locomotive is
always fascinating. In this book, which describes how a locomotive is made,
how it works, how rails are made, etc., a story is written which should be
of educational value to all boys intending to adopt locomotive engineering
as a profession. There are also chapters on Railway Pioneering; ' Bridges,
Working of Single Lines, Signalling, Brakes, and various other mechanical
features. The illustrations, of which there are several, are very clear,
and the text is written in not too technical language for youngsters to
understand. All boys interested in railway subjects should find a place for
tlit book on their bookshelves.
The glories of the Thames, from Lechlade to Kingston.
Published by The Great Western Railway Co., Paddington Station.
Without attempting to deal exhaustively with the Thames, this
beautifully illustrated book of fifty pages relates in an interesting style
the delights of the journey down stream from Lechlade to Kingston. It details
the sites and scenes en route and also provides useful information. The Great
Western Ry. is the link with most of the spots of natural beauty on the banks
of the famous river and provides an excellent service of fast trains to
Maidenhead, Reading and Oxford as well as other choice starting points for
river excursions.
Grinding of metals and cleaning of castings. Home Office Report. H.M.
Stationery Office,
That the importance of improved conditions of working in the metal
grinding industry and also the dusty operations in cleaning castings, is
evident from a perusal of this report which deals thoroughly with the methods,
plant and con-ditions of working. Part I is a survey of the whole of the
industry, classified in trades, and includes particulars of abrasive substances
employed; grinding apparatus; descriptions of grinding processes; grinding
in general metal and engineering work; measures for improving hygienic
conditions, etc. Part 2 is a report on the physical examinations of workers
with special reference to the effects of dust inhalation ; while Part 3
summarises conclusions and suggests new regulations for grinding in certain
trades.
The London and North Eastern Railway. 250.
Issued a-new series of useful handbooks as guides to the special
attractions and characteristics of the tourist districts served by their
system. They are profusely illustrated and most are furnished with excellent
maps. Holiday Suggestions is a booklet containing artistic illustrations
in photogravure and giving brief particulars of over sixty resorts served
by the L. & N.E.R. Other publications include Lodgings and Hotel Guides
for the Eastern Counties, North-Eastern Counties, Scotland, and Other Districts
reached by the L. & N.E.R. respectively, also a complete list of Golf
Courses reached by their lines, as well as books giving details of Tourist
Fares and other cheap travelling facilities. Any of these publications may
be obtained from the Passenger Managers at Liverpool Street, London ; York
; Waverley Station, Edinburgh ; Aberdeen ; or any L. & N.E. Ry. enquiry
office.
Southern Railway. 252
The South Eastern and Chatham Construction and Power Company, Limited,
have intimated to The English Electric Company, Limited, Queen's House, Kingsway,
and the Metropolitan-Vickers Electrical Company, Limited, Trafford Park,
Manchester, that their two tenders for motors and control gear respectively
had been accepted. These equipments are required for the electrification
of the first section of the South Eastern and Chatham division of the Southern
Railway, and will cover the conversion to electrical operation of the suburban
services within a 15-mile radius of Charing Cross. The equipments consist
of no less than 508 traction motors, each of 300 H.P., with the appropriate
controlling apparatus. The two contracts are possibly the largest for multiple
unit equipments for main line railway electrification which have ever been
placed. The work, which will give employment to many thousands of people
spread over a period of nearly two years, forms part of an expenditure of
£5,500,000 which was the subject of a guarantee under the Trade Facilities
Act. The new trains will consist of eight bogie coaches, including trailer
cars which will be added at busy times, the system being the same as that
in operation on the South Western section.
Virginian Ry. electrification . 252
To increase its traffic capacity and to secure operating economies,
the Virginian Ry. decided to electrify 213 miles of its track between Roanoke,
Va., and Mullens, West Va. This undertaking will involve the expenditure
of $15,000,000. The order for the electric locomotives, power house, transformer
stations and other apparatus has been awarded to the Westinghouse Electric
and Manufacturing Company, and forms the largest railroad electrification
contract ever placed. The division to be electrified crosses the Alleghany
Mountains. The alternating current, single phase systen will be used. Power
for operation will be supplied by a 90,000 horse power generating plant to
be erected on the New river. This will supply 88,000 volt current to the
main transmission line. For use on the trolley wire from which the locomotives
will draw their power, this high-voltage current is to be stepped down to
11,000 volts by transformer stations placed at regular intervals along the
line. On the locomotives, this is reduced to a low value for the operation
of the motors. The electrical apparatus will be built at the East Pittsburgh
Works of the Westinghouse Electric and Manufacturing Co., where the large
order for the electrification of the Chilean State Railway is nearing completion,
and work on contracts for the Pennsylvania, Long Island, Norfolk and Western,
and New York, New Haven & Hartford Railroads is in progress.
The Larne and Stranraer Mail Steamers Princess Maud and Princess
Victoria. 252,
Belonging to the P.P. & W. Joint Rys. and the M.R.-N.C.C. now
have the funnels coloured as follows :—Broad black band at top, narrow
red band, lower portion yellow. Formerly they were entirely yellow. The new
arrangement appears to be a compromise between the Midland, L. & N.W.,
Caledonian, and G. & S.W. colours for steamer funnels, which
were—Caledonian, all yellow ; L. & N.W., black top, yellow below
; G. & S.W., black top, red below ; Midland, black top, white stripe,
red below.
London and North Eastern Railway carriage stock. 252.
The coaching stock of the various railways in this group is being
distinguished by letters, the old numbers being retained at present. The
following is the classification: E.C.J.S. = J, N.E. = Y, G.N. = N, G.E. =
E, G.C. = C, N.B. = B, G.N. of S. = S. Brake Vans coming out of Dukinfield
shops (G.C.) brown with red ends and lettered N.E.
Number 373 (15 September 1923)
Four-cylinder "Claughton" class locomotive, London, Midland
and Scottish Railway. 253. illlustration
No. 5971 Croxteth showing painted in standard (former Midland
Railway) livery with number on tender and "LMS" on cab side. Number on smokebox
door. For inspection by Directors. Picture courtesy of F. Dingley, superintendent
of motive power LNWR or "A" Division
Four-cylinder express locomotive, "Caerphilly Castle", Great Western Railway. 254-6. 2 illustrations., diagram (side elevation)
[D.L. Rutherford retirement]. 256
Mentions that retired to practice as a consulting engineer in
Edinburgh
Midland & Great Northern Joint Railway. 253.
Working trains from South Lynn through to Nottingham: an express formed
of WCJS coaches from Cromer and Lowestoft to Manchester and Liverpool. No.
53 worked this train. Another 4-4-0 No, 26 worked from Spalding through to
Nottingham.
Great Western Railway, 256
Nos. 7 and eight had been completed at Swindon: two narrow gauge 2-6-2T
locomotives for the Vale of Rheidol line.
"Garratt" Patent locomotives for the New Cape Central Railway. 256-7.
illustration, diagram (side elevation)
2-6-2+2-6-2 for working between Ashton and Mossel Bay over steep gradients
(1 in 40) and sharp curves. Belpaire firebox and piston valves.
Rebuilt 4-4-0 locomotive, Lancashire and Yorkshire Ry. 257-8.
illustration, diagram (side elevation)
Nos. 982, 999 and 1003 rebuilt with larger Belpaire boilers.
Narrow gauge locomotives for tunnel work. 258. illustration
W.G. Bagnall 0-6-0ST for G. Phipps Ironside Mines of Northampton
Recent Italian State Railways steam locomotives. 258-60. illustration,
2 diagrams (side elevations)
2-8-2 and 2-10-0
Railways in industrial plants. 260-1. 4 illustrations
Petrol rail motor, West Australian Government Rys. 262. illustration.
T.H. Sanders. Laminated railway springs. Section IV. Spring suspension. Sub-section B. Carriages and wagons. 264-6. 3 diagrams
Albert Jacquet. Early express locomotives of the Eastern Railway of France. 267-70. 7 diagrams (side elevations)
Improved rotary driver's valve for the air brake on the Dutch Railways. 270-1. 3 diagrams
Southern Ry., L.B. & S.C. Section. 271
Ten of the 4-4-0 express engines had been rebuilt,
similar to No. 55, illustrated in our October, 1922,
issue. The numbers being 43, 45, 50, 52, 55, 56, 60, 67, 70 and 71. We
understand two more are to follow. The last five or six had been fitted with
apparatus for operating the vacuum brake in addition to the air brake.
Jersey Railways and Tramways Co. 271
The engines of this line had now been repainted green. They were formerly
painted red. Another steam rail motor with Sentinel engine and boiler was
on order, embodying various improvements.
An extraordinary Australian mishap. 271-2. 2 illustrations
Train wreck of the most comprehensive character that had yet occurred
on the New South Wales Government Rys. At about one o'clock on Sunday morning,
20 May, a goods train was proceeding from Eskbank to Sydney consisting of
twenty-nine loaded wagons and a brake-van, a gross weight of 676 tons, exclusive
of the 2-8-0 engine, which weighed 108 tons. The train was equipped with
automatic air brakes in full working order, the loco. having a pump 10 in.
dia. steam ; 105/8 in. dia. air ; 10 in. stroke, and reservoir
of 30 cubic feet capacity. At the summit of the Blue Mountains, on the level,
at a place called Katoomba, a "stop dead all goods trains" notice board was
fixed, and there was a hut for examiners who were on duty continuously throughout
the year. These men examine the brakes throughout the trains and make any
adjustments that may be necessary. On restarting the driver failed
to realise that the brakes were not properly connected and the train ran
away eventually being wrecked at Springwood. The locomotive suffered severe
damage wgen put into reverse gear yet the train crew survived with only minor
injuries
White metal melting furnace. 272-3. diagram
Monometer furnace as supplied to Crewe Works
[J.B. Adamson retirement on 30 July]. 273
[Armstrong Whitworth & Co. Ltd]. 273
Order for 25 three-cylinder 4-8-0 freight locomotives from Buenos
Ayres Great Southern Ry.
F.W. Brewer. The genesis and early development of the British 4-4-0 tender engine. 274-6.
G. Willans. Locomotive feed water heating and boiler feeding. 276-7.
Automatic couplers and vestibule gangways, G.W.R. 277=
Canadian National Railways. 282.
In May the first consignment of Western Canadian cattle was shipped
from Quebec aboard the SS Manchester Division. The 576 head made the
journey by rail in twenty-six C.N.R. stock cars, leaving Transcona, on the
outskirts of Winnipeg at 12.05 a.m. on May 22nd, and being unloaded on the
pier at Quebec at 7.20 a.m. three days later. They arrived in perfect condition,
and were embarked without fright, panic or trouble. To meet this increased
traffic, 1,000 30-ton steel frame box cars were being converted to stock
cars. Running on two diamond-framed bogies, with disc wheels, these cars
were 36 ft. long, 8 ft. 6 in. wide, and 8 ft. high. The changes involved
the re-spacing of the side lining, new side doors, new door fixtures,. and
four feed racks. Thus converted, these box cars will be standard dimension
stock ones, modern in all respects. The rate of conversion is 200 cars per
month.
London, Midland & Scottish Railway, L. & N.W. Section. 282
Further 0-8-4 side tank shunters were in hand at Crewe. These, together
with 1904 and 609, which had their number plates removed, were to be painted
in the Midland style, similar to 5971 Croxteth of the four-cylinder
Claughton class. Nos. 2024 and 2074 were the latest B class compounds to
be simplified and superheated, and fitted with direct motion and reclassified
as G1. The 0-6-0 18 in. goods engine No. 1027, which was badly damaged in
the mishap at Diggle, was being repaired for service again. The following
engines had their cabs narrowed for working on the Midland section: Prince
of Wales class, Nos. 122, 388, 812, 1132, 1321 and 1341; George the Fifth
class, Nos. 228, 363 and 2242; Precursor class, Nos. 837 and 1433. Recent
withdrawals included two further compound passenger engines, viz.: Nos. 1955
Hannibal and 1979 Nelson
Review. 284
The principal factors in freight train operating.
Philip Burtt. London George Allen & Unwin, Ltd.
This is the first book we have seen on practical freight transport
by rail, as practised on the British Railways, and it is rendered more valuable
by the fact it is from the pen of an English railway official of some standing.
Mr. Burtt gives some very interesting statistics in support of his statements
and there is no difficulty in discerning his tendency to support larger wagons,
heavier trains and up-to-date working. The chapters on the drivers' reports
and the guards' journals will prove very satisfactory reading for many railway
men, whilst the notes on the tractive capacities of locomotives will especially
appeal to those employed in the motive power department. The author gives
some excellent notes on " wagons and tares," discussing the pros and cons
of the arguments for large and small vehicles ; his remarks point to the
economy which would be obtained by the adoption of high capacity wagons.
The table on page 92 does not look very favourable to British operating.
Whilst the American (Pennsylvania R.R.) have gone from an average load per
car in 1903 of 22.40 tons to 30.98 tons in 1920, the North Eastern Ry. of
England has only risen from 5.11 tons to 5.26. Some very lucid explanations
are given which tend to smooth off the sharp edge of these figures, but the
author admits they are not satisfactory. That the "common user" system of
wagons is desirable few will deny, and its successful introduction in this
country is commented on by the author. Most students of railway operation
will admit that the British Railways haul far too much dead weight for their
paying loads, and Mr. Burtt calls attention to this in a striking manner
in many parts of his book. He also deals with the varied factors affecting
the train load, the organization of a goods station, the marshalling yard,
transhipping, engine capacities, standardization of wagons, andIthe functions
of statistics in railway operating. It is essentially a book for railway
students, and a welcome addition to the literature on problems of railway
working.
Powdered coal as a fuel. C.F. Herington.
London : Constable & Co., Ltd. 84 illustrations.
Although the number of plants using powdered coal in this country
is relatively small, there is little doubt this method of utilizing coal
as fuel has taken its place as a most promising one in industrial heating
operations. For several years the author has been investigating the economies
and uses of pulverized fuel, erecting and operating plants under all kinds
of con-ditions, and records his experience in this work. The book forms a
systematic account of development and progress in the application of pulverized
coal to many industries. The evolution of the many forms of burners and furnaces
to their present state of efficiency ; the problems connected with the effective
utilization of powdered coal in metallurgical furnaces ; the advantages,
economic and mechanical, which accompany the use of fuel in this form for
different furnaces, are dealt with in the light of recent experience. In
dealing with the application of powdered coal for loco-motives, the author
discusses the conditions the equipment must fulfil to produce maximum hauling
capacity and obtain full benefits. Reference to the accompanying illustration,
for which we have to thank the publishers, will give a general idea of a
practical application on a modern American freight engine. The entire regulation
of combustion is placed under three hand control levers in the cab ;
i.e.—fuel feed, air supply and induced draught (the last employed when
the locomotive is not using steam). The process of feeding and burning the
powdered coal may be described as follows :—the prepared fuel, having
been supplied to the closed fuel tank, gravitates to the conveyor screws,
which carry it to the fuel and pressure air feeders, where it is thoroughly
mixed with and carried by the pressure air through the connecting hose to
the fuel and pressure air nozzles and blown into the fuel and air mixers.
Additional air is supplied in the fuel and air mixers, and this mixture,
now in combustible form, is drawn into the furnace by the smokebox draught.
The flame produced obtains its average maximum temperature of 2,500°
to 2900° F. at the forward combustion zone, under the main arch ; and
at this point auxiliary air, induced by the smokebox draught, finally completes
the combustion process.
"The 10.30 Limited." W.G. Chapman. London:
The Great Western Railway, Paddington Station. 119 pages, 120 illustrations.
Designed to describe the non-stop run of 226 miles from London to
Plymouth by the famous 10.30 a.m. Cornish Riviera express, which is performed
every weekday in 4 hours 7 minutes, this attractive little book will entertain
boys of all ages. Opportunity is taken here and there to explain such railway
appliances and operations as are of interest, by the aid of numerous
illustrations and simple words, and to also embody a few statistics regarding
the traffic dealt with by the Great Western. Mention should be made of the
excellent frontispiece in colour of the 10.30 at full speed. The details
of rolling stock are described, as well as the actual vehicles, whilst the
chapters devoted to electric train lighting, automatic continuous brakes,
and the various signalling devices are particularly lucid. In the notes on
freight traffic, the reference to the " Grocer's Express " through fast goods
from London to Aberdeen, emphasizes the enterprise of the G.W.R. in maintaining
their reputation for speed and efficiency in transport. An appropriate reference
to Railway Grouping and a chapter drawing attention to the attractions of
Glorious Devon with the advice to Go Great Western, completes the interesting
narrative.
Number 374 (15 October 1923)
The "Harrogate Pullman Limited," L. & N.E. Ry. 285. illustration (photograph
by H. Gordon Tidey)
So successful have been the results of the enterprise of the Pullman
Company in running the luxurious new train between London and Newcastle via
Leeds and Harrogate, since its introduction on 9 July last, that it has been
decided to continue the service through the winter months. This train is
given a non-stop schedule between King's Cross and Leeds, the 185¾ miles
being covered in 205 minutes. It leaves King's Cross at 11.15 arrives Harrogate
15. 15 and Newcastle at 17.00. In the reverse direction the train leaves
Newcastle at 09.20, Harrogate 11.15., Leeds 11.50 and is due at King's Cross
at 15.15 p.m. Our illustration shows this handsome train passing Belle Isle
signal box, between the tunnels at King's Cross, headed by G.N.R. 4-4-2
locomotive, No. 1460. The train consists of six Pullman cars, four third-class
and two first-class, with two bogie brake vans. Alongside the train is one
of Robinsori's 4-6-0 four-cylinder express engines, No. 1167 Lloyd
George, waiting to go into King's Cross, being now employed on the G.N.
Section of the London & North Eastern Railway. Since the photograph was
taken the name- plates have been removed from No.. 1167.
[P.C. Dewhurst]. 285
P.C. Dewhurst, M.I.Mech.E., who for some years has been locomotive,
carriage and wagon superintendent of the Jamaica Government Rys., had been
appointed chief mechanical engineer to the Government of Colombia, South
America, having charge of the mechanical departments of the various railways
under its control. These departments have hitherto been operated separately,
but they are' now to be unified under Dewhurst, whose principal offices will
be in Bogota, the Capital of the Republic. It was understood that Dewhurst
would make inspections of the other departments of the government-controlled
railways and report on the administration and operation generally of the
various lines.
London, Midland & Scottish Ry. (L. & N.W. Section). 285.
The five latest 0-8-4 side tank shunters built at Crewe had been turned
out in the new livery, and were numbered from 7943 onwards, while two others,
Nos. 7948-9, would shortly be running. These new engines were all fitted
with "Pop" safety valves.
Nos. 1237 and 1436, "B" Class 0-8-0 compounds, and No. 1247, " F" Class 2-8-0
compound, had been converted to G1 Class 0-8-0 and fitted with direct motion.
Two further compound passenger engines were being converted to two-cylinder
simple, Renown Class, viz., No. 1915 Implacable and No. 1977
Mars.
London & North Eastern Ry. (Great Norhern Section). 285.
Twelve Pacific type express engines were in service Nos. 1470 to 1481.
The last of the series, No. 1481, had been fitted with a shorter chimney
for working over the North British line. No. 1051N, one of P. Stirling's
six-coupled saddle tanks, fitted with condensing gear, had been rebuilt with
a domed boiler.
Four-cylinder express locomotives, Great Southern &
Western Ry. 286. illustration
For working heavy passenger trains between Dublin and Cork, Sir W.
G. Armstrong, Whitworth & Co., Ltd., had completed at their Scotswood
Works, Newcastle-upon-Tyne, six 4-6-0 locomotives, a photograph of
No. 404 reproduced. Three of the engines were superheated and three plain
saturated. There were two cylinders inside the frame and two outside, 14
in. x 26 in. stroke, with Walschaerts valve gear. We understand the locomotives
are glvmg every satisfaction in actual working. The locomotives were built
under the supervision of J.R. Bazin, chief mechanical engineer [KPJ:
actually designed by Watson].
Shropshire & Montgomeryshire Ry. (Ford rail motor train). 286
We understand these vehicles, illustrated in our last issue, were
supplied by Edmonds of Thetford, and that Col. H. F. Stephens had another
train on order.
Southern Ry.. 286
A new corridor train for the Continental Boat service completed at
Ashford painted the new colours, green with yellow lettering.
Great Western Ry. 286
The two well-known four-coupled bogie engines, No. 7 Armstrong
and No. 8 Gooch, were then numbered 4171 and 4172. The former was
at Chester and the latter at Shrewsbury. No. 3417, Francis Mildrnay
had been renamed Lord Mildmay of Flete.
London, Midland & Scottish Ry.. (Midland Section). 286.
During 1922, thirty-three new 0-6-0 goods engines were put into service,
Nos. 3967 to 3986 and 4014 to 4026, and three 0-4-0 side tanks, Nos. 1535
to 1537.
New 0-8-4 tank locomotives, London, Midland & Scottish
Ry. 287-8. illustration, diagram (side elevation)
Crewe Works photograph of No. 380 (LNWR number plate) with "LMS" on
tank. "Courtesy of George Hughes"
Horwich-built eight-coupled mineral engine, London, Midland
and Scottish Railway. 288. illustration
Hughes superheated coal engine with side-window cab: No. 1427 illustrated
with "LM&SR" on bogie tender (works photograph)
A modernized works engine. 289-90. 2 illustrations
Manning Wardle WN 786/1881 owned by Lucas & Aird and used
inconstruction of Suakin & Berber Railway in the Soudan for which fitted
with a tender; then on Assuan Dam contract; then returned to Britain and
employed on Avonmouth Docks extension contract; then sold to Metropolitan
Water Board for use at the Battersea Works where under the supervision of
Henry E. Stilgoe it was overhauled at the Lea Bridge workshops.
Recent Italian and Austrian electric locomotives. 292-4. 3 illustrations,
diagram
La Società Italiana Ing Nicola Romeo & Cia of Milan 3500V
three-phase locomotives with rod drive and Herr Homfrat R. von Littrov locomotive
constructed at Florisdord Locomotive Works with Brown Boveri equipment fitted
with jack shaft drive
Travelling cranes for railway service. 294-7. 8 illustrations, diagram
The Caprotti locomotive valve gear. 297-302. illustration, 7
diagrams
As applied to Italian locomotive
The Welsh Highland Railway. 303-4. 2 illustrations
Photographs show Russell at Beddgelert and Baldwin 4-6-0T with
number 590 on tank sides and Little Giant at
Dinas.
[Extension of the Hampstead Tube Ry.]. 304
From Golders Green to Hendon due to opren within a few weeks; further
3 miles to Edgware involving double tunneels at Colindeep beneath the Burroughs
(Hendon) and the Midland main line whhere the tube is only 3½
feet beneath and a brick lined tunnel beneath the Great Northern line to
Edgware.
4-6-0 passenger locomotive, L.M. & S.R. (Caledonian Section). 305 +
Supplement (missing from copy)
Oban Line locomotive: sectional elevation
[Singapore linked to Johore]. 305
From 1 October 1923 trains ran across the causeway to Singapore
New narrow gauge tank engines, Great Western Railway. 306.
illustration
For Vale of Rheidol narrow gauge railway from Aberystwyth to the Devil's
Bridge, forming part of the Great Western system, two new 2-6-2 side tank
engines Nos. 7 and 8 had been built at Swindon Works, for the summer traffic.
So successful for the service have been the original engines built for this
line by Davies & Metcalfe, Ltd., in 1902, that the new ones are very
similar in design and dimensions. They have outside cylinders 11½-in.
dia. by 17 -in. stroke with valves on top actuated by Walschaerts' valve
gear and snifting valves, instead of the Stephenson motion as in the earlier
engines. A boiler with Belpaire firebox is supplied and this carries a working
pressure of 165 lb. per square inch as against 150 lb., giving a tractive
effort of 10,510 lb., enabling an additional two coaches to be handled on
the journey up the valley to Devil's Bridge, 680 ft. above sea level, which
includes grades of 1 in 50 for nearly 4 miles, and very sharp curves. In
view of the narrow gauge of only 1 ft. 11½ in. the centre line of the
boiler is kept as low as possible. The width overall is 8 ft. The coupled
wheels are 2 ft. 6 in. dia., and the rigid wheelbase 6 ft. , while the pony
trucks at each end allow a side play of 4i in. in either direction; the leading
and trailing pony wheels are 2 ft . dia. The side tanks hold 520 gallons
of water, and the total weight in .working order is 25 tons. The engines
are fitted with both vacuum and hand brakes and are also equipped with all
G.W.R. standard fittings, including steam heating, etc. Four new open bogie
cars for the summer traffic have also been built at Swindon for this line.
Each is 32 ft. long and 6 ft. wide, with seating accommodation for forty-eight
passengers. The sides of the cars extend to a height of 3 ft. from the floor,
the remaining portion to the roof being open. The cars are steel panelled
to a height of 2 ft., with wire netting above, with a timber hand rail above
extending the full length of the vehicle. Waterproof curtains for covering
the open portions in wet weather are provided. The ends of the cars are closed,
but are fitted with large windows. There are four doors, one at each corner.
The weight empty is 7 tons 8 cwt.
L. & N. E. Ry., Great Eastern Sectiion. 306
All of the new series of .4-4-0 tender engines up to No. 1789 in service.
Work has been commenced at Stratford on ten 0-6-0 tank engines which are
to be numbered 31 to 40. Great Central 4-6-0 goods engines are being tried
on the G.E. main line from London.
Fairlie passenger tank engine, Swindon, Marlborough and Andover Railway.
310. illustration
Avonside Engine Co. bult in 1878. Fitted with Walschaerts valve gear;
16 x 22in cylinders; 5ft 8 in coupled wheels (0-4-4T); 1094ft2
total heating surface; 15.5ft2 grate area. Withdrawn 1892.
Apparatus for weighing locomotives. 310-11. illustration
Henry Berry & Co.
Rebuilt 4-4-2 tank engine, L. & N.E.R. — G.N.
Section. 313. illustration
No. 1537 illustrated: modifications included removal of condensing
apparatus and taller chimney. Transfer to Nottingham and West Riding Districts.
Class X: later C12
Reviews, 314-16.
Friction. T.E. Stanton, Superintendent of the Engineering Dept. of
the National Physical Laboratory. 180 pp., 71 illustrations. London; Longmans,
Green & Co.
One of the benefits of the N.P.L. to British engineering is that the
expert· members of the staff are now writing books of value, in which
not only the results of their own research work but also of that of other
workers, at home and abroad are recorded. Dr. Stanton's book is intended
to deal concisely and as simply as is consistent with clear exposition, with
the whole subject of the mechanical friction which exists between bodies
in contact, solid, liquid or gaseous, under forces producing or tending to
produce their relative motion. It collects in a single volume the results
of modern investigations into the nature and laws of friction .
In pointing out the wide differences in the laws of friction correlating
the magnitude of the frictional forces produced with the magnitude of the
external forces acting, due to the nature of the substances, the author instances
that the friction between the wheels of a locomotive and the rails
depends on the weight on the wheels and not on the speed of the wheels, whereas
the frictional resistance of the water to the motion of a ship floating on
it depends on the speed of the ship and is independent of the pressure of
the water. The book is intended to place the subjects of friction on a sound
theoretical basis, and consequently mathematical treatment occupies considerable
space. But the conclusions to which the results of this treatment point are
plainly stated, so that those who cannot follow the mathematics can benefit.
In addition to the introduction there are seven chapters: I. The viscosity
of fluids; II The external friction of fluids; III. The fluid friction of
lubricated surfaces; IV. The boundary friction of lubricated surfaces; V.
Solid friction; VI. Rolling friction; VII. Friction and heat transmission.
Attention may be drawn to one or two points of i:nterest to locomotive engineers.
The property of a lubricant, vaguely referred to as "Oiliness," is discussed
in Chapter IV., and it is pointed out that its determiuing factor is the
chemical composition of the lubricant. When perfect or film lubrication cannot
take place the chemical composition of the surface of the bearing itself
largely determines the frictional resistance. Mr. Archbutt has recently found
that under the same .conditions of speed and nature of lubricant the lining
of a bronze bearing with white metal enables double the load to be carried.
Brake blocks are considered in Chapter V.. and mention is made that in recent
practice the use of metal for the friction surfaces of brake blocks for railway
carriages has been in many · cases discontinued owing to the discovery
that woven fabrics can be made which give a higher coefficient of friction
with greater dissipation of heat without burning or sparking, and have a
much greater durability than can be obtained with metals. Chapter VI. on
"Rolling Friction," is very interesting. Prof. Osborne Reynolds conclusions
and experiments showed tbat "a hard roller on a soft surface rolls short
of its geometrical distance, and that a soft roller on a .hard plane rolls
more than its geometrical distance, and that when both roller and plane are
of equal hardness the roller rolls through less than its geometrical distance."
Although the author does not refer to what is known as "imperceptible slipping"
of locomotive driving wheels, the explanations appear to ' account for this
phenomenon. The effect of surface roughness on heat transmission which is
discussed in Chapter VII., is important in connection with the heating surface
of boilers and cooling surface condensers. Experiments with water passing
through tubes It-in. diam. with roughened and smooth internal surfaces, showed
that the heat transmitted by the roughened tube was greater.
Railways for all. J.F. Gairns. London: Ward,
Lock .&Co., Ltd.
This book is very wide in its scope and describes the general working
and construction of railway machinery and plant. Though prominence is given
to the British Railways, the lines of most countries find a place in its
378 pages. Several chapters are devoted to a survey of the mechanics of the
locomotive, its various details and fittings, and its numerous types. In
the historical section the date of the first locomotive is given . as 1789
; this is probably a printer's error for 1769, although Cugnots' engine at
Paris is dated 1770. We doubt if the Stephenson motion is the most usual
if present-day universal practice is considered. Valve gears are briefly
described, but in referring to the Walschaerts gear the link is moved only
by the return crank or eccentric. It is not affected at all by the crosshead,
the motion derived from which is concerned alone with the working of the
combination or lead lever. In the chapter on " Flexible Locomotives" information
is given on the Fairlie, Garratt, Mallet, Kitson-Meyer and Shay types, but
the first Mallet came out in 1889, not " half a century ago." Probably the
author intended referring to articulated engines in general. In a book of
this size slight errors are bound to occur, but t aking it altogether the
writer has compiled an entertaining contribution to railway literature which
will appeal to all who are interested in the subject. Features of the book
are the large number of excellent illustrations, particularly the' reproductions
of Mr. Mackay's photographs of modern expresses.
Gear wheels simply explained Alfred W. Marshal!
Screw cutting George Gentry.
Clock repairing and adjusting W.L. Randell.
Nos. 48, 49 and 50 of the Model Engineer Series of Handbooks. London: Percival
Marshall and Co.
These useful handbooks are intended for those anxious to underst and
the principles of the subjects dealt with. The book on gear wheels wil! also
be of assistance in designing or making them, while that on screw-cutting
covers all points of theoretical and practical value, and simply explained.
For those who have had no experience of clockwork, the book on clock repairing
will not only serve as an. introduction to a fascinating branch of mechanics,
but will enable the reader to undertake cleaning and repairs to clocks usually
found at home. In each case the books have been compiled by experienced writers
and are well illustrated .
Laminated springs. T.H. Sanders, London:
Locomotive Publishing Co., Ltd. New York: Spon & Chamberlain. 509
pages, 282 illustrations. 315-16
In view of the importance attaching to the design and manufacture
of laminated springs, it is curious that the literature dealing with this
subj ect is so meagre as to be practically negligible. From time to time,
odd papers read before technical institutions, or articles in the technical
press, appear in connection with plate springs, but so far as is known, no
text book has been published in any country dealing specially with this essential
rolling stock detail.
In his treatise on " Laminated Springs," Mr. Sanders has done much to fill
the gap existing in technical literature on this subject, and the author's
pages bear evidence of his exceptional qualifications to undertake a work
of this n ature; since his intimate knowledge of theoretical detail is obviously
sustained and expanded by experience of the special manufacturing conditions
and commercial applications which have such an important bearing on the purely
academical aspect. Mr. Sanders is to be corn mended for his treatment of
a highly mathematical subject with the use only of elementary mathematics,
and those readers whose recollection of the calculus is but a painful memory,
need have no apprehension as to their ability to follow the author through
bis theoretical disquisitions.
This volume is divided into two portions; Part" A " deals with ." Calculations
and Design," and Part "B" with " Manufacture." In the first, the author discusses
first principles involving the deflection of beams at considerable length,
and has derived therefrom the key formulre relating to the corresponding
deflections of laminated springs These have b een carefully traced, and various
correcting factors are studied in detail in order to provide for the accurate
calculation of any design of plate spring. In this connection, we note what
we believe to be a novel method of determining beam deflections, namely,
by the development of stress diagrams. Whilst the author holds that, owing
to the diversity of design, for all practical purposes the standard spring
deflection formula given in the book is sufficiently accurate, he suggests
the use of the stress diagram for any special study or investigation which
maY arise regarding either unit deflection or cause of failure. The "backwards
working" of qua rter-elliptic, or true cantilever springs, is touched upon,
and indicated as a field for practical research of special importance to
the automobile trade ; the usual designing arrangements for this type of
vehicle including either true cantilevers, or semi-elliptics which are virtually
d ouble-cantilevers owing to the width of the axle-pad bearing. Certain practical
measures involved in spring manufacture are considered from the purely
theoretical aspect, and it is worth noting that Professor Coker's recent
researches with the aid of polarized light in connection with stresses in
. en gineering structures, h ave been introduced as illuminating the subject
of " centre holes " in spring plates, and the stresses caused thereby: The
chapter entitled "A study in Skin Stresses" is of interest, as from the
information therein given, and the high authorities quoted, it would appear
that the very discrepant figures yielded by standard formulre in connection
with beam stresses require much further elucidation. This the author has
attempted to do, and whilst we must admit the ingenious manner of the
reconciliation, we should
Avonsside Engine Co., Fishponds, Bristol. 316
Revised edition of their Locomotive Catalogue. This is an exceptionally
well-produced publication profusely illustrated with the various types of
locomotives designed and built by this firm for light railways, docks,
contractors, steel works, collieries, gas works, sugar plantations, tea estates,
nitrate works and all industrial purposes. All kinds of locomotives in general
use at the present time are shown, with tables of dimensions for a wide range
of service and for all practicable gauges. The 'firm usually have a number
of their standard types of locomotives going through the shops, or on hand
for immediate delivery. In a historical note at the beginning of the catalogue
it is pointed out that the firm was founded by Stothert &Slaughter, nearly
ninety years ago. The earliest locomotives built by them appeared in 1841,
and were built to the desigus of Sir Daniel Gooch for the 7-ft. gauge of
the G. W. Ry. In 1844 when the Bristol & Gloucester Ry. opened, Stothert
&Slaughter not only built the first eleven locomotives, but contracted
to work the locomotive department of the railway, for which they supplied
the labour and stores during a period of two years. In 1856 the firm exported
locomotives to Portugal, and between 1857 and 1871 built a number of engines
for the Indian Rys. In 1864 ten 7-ft. single-driver express engines were
supplied to the G. E. Ry., and for twenty-five years they worked some of
the principal trains . The first eight-coupled engines for this country·
were built in 1864 for coal traffic on the Vale of Neath Ry. and in 1865
ten eight-coupled tender engines were supplied to Spain and some of these
are still at work. The 834th engine built by the firm went to Japan in 1871,
and was the fifth locomotive to work in that country. In 1871, the Avonside
Co. took up the manufacture of the Fairlie locomotive and a number were exported
to India, New Zealand and South America. After 1878 the firm was reorganized
by Edwin Walker, previously of the firm of Fox, Walker & Co., and he
equipped adjoining works in BristoL The capital was increased in 1904, and
in 1909 the firm was incorporated as a limited company. The present new and
larger works at Fishponds were built in 1904, and have since been extended
and equipped with the most up-todate machinery.
Trans-Zambesia Ry. 316
Beyer, Peacock & Co:, Ltd. received an order for two Garratt
Articulated locomotives for this railway.
William Beardmore & Co., Ltd., 316
Locomotive works at Dalmuir have fair amount of work in hand for the
Burma ;Railway and Indian State Railways, have recently booked another order
for the North-Western Railway of the latter system. This is for five standard
passenger superheated 4-6-0 type engines with six-wheel tenders, similar
to the thirty a lready in hand for the Indian State Railways.
Electric Arc Welding. 316
One of most satisfactory methods of joining ferrous metals for structural
purposes is described in a new circular issued by the Consolidated Pneumatic
Tool Co., Ltd. (No. 82). The welding generators made by this firm are fitted
with windings which give a drooping characteristic and so automatically and
without loss of energy adjust the pressure of the generator to the voltage
required at the arc. The current is controlled by two small shunt regulators.
Effective use of nearly the whole of the energy at the welding point is made
with this special direct current generator. Portability is a vital factor
in welding machinery, and special light plants have been designed for this
purpose. One plant not only supplies current for making the weld, but is
combined with an air-compressing plant to operate the pneumatic tools for
preparing and finishing the joint The equipment is made 10 varying capacities.
Transformers are also supplied where alternating current only is available.
Particulars are also given of the various accessories for electric
welding
Great Western Ry. Lecture and Debating Society. 316
For the 1923-24 session, an attractive programme of lantern lectures
, short papers and debates has been prepared. On Thursday, Oct. 18th, Captain
F. Kingdon Wood will lecture on "Travel and Plant Hunting in Eastern Tibet."
On Nov. 1st, Mr. C.M. Jenkin Jones of the L. &N.E.R will open a discussion
on "The case for and against common user of wagons." "How the mind works,"
will be the subject of a paper read on Nov. 15th by Mr. Morley Dainow, B.Sc.
(Psychologist). The annual subscription is one shilling, and application
for membership should be made to Mr. L. Williams, Hon. Secretary, General
Manager's Office, Paddington. The meetings are held in the General Meeting
Room, Paddington Station, and commence at 5.45 p .m.
Number 375 (15 November 1923)
New 0-6-4 side-tank locomotive, Belfast and County Down
Ry.. 317. illustration
No. 29 illustrated: Beyer Peacock designed to negotiate tight (170ft)
curves. J.L. Crosthwait Locomotive Engineer
Locomotives at the Gothenburg Exhibition. 318-19. 2 illustrations
Exhibits at the tercentenary celebration of the city's foundation:
Aktiebolaget-Lindhollmen-Motala 0-8-0 with outside valve gear and cylinders
No. 1468 for Swedish State Railways and 0-10-0 constructed by Nydqvist and
Holm for the 5ft gauge Russian State Railways
Side tank locomotives for New Zealand. 319-20. illustration
Three Hunslet Engine Co. Ltd. 0-6-0T with outside cylinders
supplied
Rebuilt 0-6-4 tank locomotive, Great Western Ry. 320. illustration
Three former Barry Railway 0-6-4T rebuilt at Swindon Works with 42XX
type boilers (with 180 psi boiler pressure). Nos. 1349, 1351 and 1357
Southern Railway. 320.
A.D. Jones locomotive running superintendent took over the running
departments of the South Western and Brighton sections from 1 October 1923;
with B. Whittle of Eastleigh and E.S. Moore of Brighton reporting to
him.
Works locomotive with spark arrester. 320. illustration, diagram
Peckett & Sons Ltd 0-4-0ST modified by Peckett with spark arresting
chimney supplied to J. Brotherton & Co. of Stourton near Leeds to work
at large chemical works
2-6-4 tank locomotives for the Bombay, Baroda and Central India Railway.
321-3. 2 illustrations, 2 diagrams
Inside cylinder type with Belpaire firebox and patented steam reversing
gear with locking device based on gun technology developed by Sir W.G. Armstrong,
Whitworth & Co. under the supervision of Rendel, Palmer &
Tritton
London, Midland & Scottish Railway (L. & N. W. Division).
323
The new 0-8-4 tank engines illustrated in last issue had cylinders
with a piston stroke of 24 in. only, and not 26 in. as stated. The heating
surface of these engines given as 2,046 ft2. is made up as follows
:-saturated 1687.4 ft2. superheater, 358·6 ft2.
North Staffordshire Section. 323
Two more New L class of 0-6-2 tanks, Nos. 10 and 48, had been completed
at Stoke, both the old engines being now on the duplicate list. The four-cylinder
tank engine No. 23 was being converted into a tender engine with the side
tanks and bunker removed.
Knott End Railway. 323
The four engines taken over from this line, Jubilee Queen, New
Century, Knott End and Blackpool, numbered 11300, 11301, 11302,
and 11680 respectively in the L. M. & S. R. List.
Southern Railway. 323
S. E. & C. goods engine No. 696 had been painted in the standard
L. & S.W. colours with the word Southern and the number in large characters
on the tender.
Cast-steel coupling chains. 323
Many improvements in the manufacture of the three-link coupling chain
have been made during recent years. The adoption of the Gedge device enabled
shackles and pins to be abandoned, with the result that weld less links were
introduced made by drop stamping, etc. Now it is proposed to make the links
of cast steel by an improved method of moulding. It is claimed that chains
so made are double the strength of welded ones. The steel is of special tensile
strength, and is heat-treated after casting. In cost the cast couplings are
about 33 per cent. cheaper than weldless cast iron and steel.
A modern M.C.B. coupler. 324-5. diagram
Buckeye Company: spread of coupling: standard in North America: to
Japan, India and Australia, but not to France and Germany
Passenger locomotive for the Ceylon Government Rys. 325-6.
illustration
Vulcan Foundry 4-6-0 tender locomotive with side tanks and tender
with three axles; the rear two of which in form of a bogie: 5ft 6in gauge.
18½ x 26in cylinders activated by inside admission piston valves driven
by Walschaerts gear. 4ft 5½in coupled wheels. Total evaporative heating
surface 993.3 ft2. Robinson superheater.
23.52 grate arrea; 160 psi boiler pressure.
An early Chilean locomotive. 326-7. illustration
For Port Caldera to Copiapo railway, first in Chile and South America,
and constructed by Guillermo Wheelwright opened in January 1852. 4-4-0 supplied
by Kitson, Thompson & Hewitson in 1859. This had 5ft 2in coupled
wheels an 16½ x 24in cylinders
Erecting Mallet locomotives on the Peking-Suiyuan Railway. 327-8.
5 illustrations
American Locomotive Co. 2-8-8-2 Mallet compound locomotives erected
at Nankow for working through tunnel with 1 in 30 gradient where enginemen
had to wear respirators. Special staging had to be erected to fit the cabs
and asbestos lagging was added to the boiler in China (all illustrated).
the total heating surface was 5538ft2. The grate
area was 95ft2.
F.W. Brewer. The Great Northern Atlantic type
express locomotives. 329-33. 5 illustrations
Includes No. 983 which had outside bearings on the bogie, and No.
271 which originated as a four cylinder simple ,but was rebuilt firstly as
an outide two cylinder locomtive with Walschaerts valve gear and then as
an inside-cylinder locomotive. These are illustrated. The large Atlantics
are also described, but not illustrated.
The modern railway wheel. 333-6. illustration, 3 diagrams
London, Midland & Scottish Ry. (L. & N.W. Section). 336
The last of the second series of 0-8-4 side tank shunting engines,
No. 7949, is now in service, and is painted black, thus differing from the
five preceding ones, Nos. 7943-8, which were painted red. A further series
of the same type was in course of construction. These engines, all of were
fitted with Pop safety valves, would be finished similar to No. 7949, and
numbered from 7950 upwards. Under the new scheme of numbering, the first
engine of this type, No, 380, had been allotted the No. 5730. Likewise, the
first of the 0-8-2 type, No. 289, would become No. 5700, followed by the
others (which will be renumbered in order of building) up to and including
No. 5729. Several more passenger engines of various types were being painted
in the new livery. These included two of the rebuilt 4-4-0 Precursor type,
viz., No. 310 Achilles and No. 2578 Fame, as well as the 6-ft.
6-in. straight link engine No. 860 Merrie Carlisle. The two former
re-numbered 5290 and 5309 respectively, while Merrie Carlisle beaome
No. 5050. No. 1927 Goliath (Jubilee class) and No. 1952 Benbow
(Alfred the Great class) were being converted into two-cylinder simple (Renown
class). No. 1284 was the latest B class 0-8-0 compound to be converted to
G1 class (superheater). Nos. 2843, 2850 and 2863, 4-4-0 outside cylinder
tank engines, N.L.R. type, had been broken up at Bow Works. These engines
were formerly Nos. 50, 58 and 83 respectively in the N.L. list.
Great Western Ry. 336
O.E.F. Deverell, assistant to the chief draughtsman, hads been appointed
chief draughtsman at Swindon, and F.W. Hawksworth appointed assistant chief
draughtsman.
London & North Eastern Ry.-N. E. Section. 336
On 8 October 1923, whilst working the 12.38 train ex. Darlington to
Tebay, No. 366, Fletcher 2-4-0 passenger engine broke the right-hand connecting
rod at Kelleth, near Gaisgill. The broken rod pierced the firebox, scalding
badly both driver and fireman.
Hull & Barnsley Section. 336
A number of the Stirling 0-6-0 goods engines had been rebuilt at
Dariington with superheater boilers. These engines were fitted with domes
and N.E. design of chimneys and form a great contrast to the original Stirling
straight backs.
E.L. Ahrons. Locomotives of the Glasgow and South Western Railway.
337-9. 5 illustrations
Between 1897 and 1899 eighteen 0-6-0 were built. These had Manson
cabs, direct valve motion with the weight shaft below. These were known as
dromedaries. 160-2 were built in 1897; 163-9 and 172-6 in 1898 and 177-9
in 1899. Nos. 164 and 168 were leent to the GWR during WW1. They had 18 x
26in cylinders; 5ft 1½ coupled wheels; 1193 ft2 total heating
surface; 16.5 ft2 grate area and 150 psi boiler pressure. The
34 361 class (later 101 class) 0-6-0 were larger: Nos. 361-80 were built
by Neilson Reid (WN 5655-74 in 1900); 391-402 (North British Locomotive Co.
WN 17884-95 in 1907) and Nos 12 and 13 at Kilmarnock in 1910. They had 18
x 26in cylinders; 5ft 1½ coupled wheels; 1208 ft2 total heating
surface; 18 ft2 grate area. Whitelegg rebuilt them in 1920-2 with
1361 ft2 total heating surface boilers. In 1903 Manson introduced
the 4-6-0 type to work over the steeply graded line between Glasgow and
Kilmarnock with gradients as steep as 1 in 67/1 in 70 and long climb south
from Kilmarnock. Nos 381-90 were supplied by the North British Locomotive
Co. WN15734-43: these had 20 x 26in cylinders; 6ft 9in coupled wheels; 1852
ft2 total heating surface; 24.58 ft2 grate area and
180 psi boiler pressure; Stephenson link motion; steam reversers of the James
Stirling type; Belpaire fireboxes and I section connecting rods. Seven further
were constructed at Kilmarnock: Nos. 119, 120, 123-5 in 1910 and 126-7 in
1911. Whitelegg rebuilt them in 1920 with 1861 total heating surface; 27
ft2 grate area and 175 psi boilers. A steam rail motor (steam
railcar) was introduced in 1904. The locomotive portion had a traditional
boiler and 9 x 13in cylinders and 3ft 6in coupled wheels
Industrial railways. 340-1. 3 illustrations, 2 diagrams
Overhead electric type supplied by Sanderson Bibby Co. Also mentions
battery power.
British Empire Exhibition. 342
Model of Post Office Tube Railway constructed by Bassett-Lowke to
be exhibited
London & North Eastern Ry. (N.E. Section). 342
Nos. 2383-92, superheated 0-6-0, constructed at Darlington. Nos. 982-6,
0-4-0T, constructed for use at Hull docks; fifteen 3-cylinder 4-6-0 mixed
traffic engines being constructed with reduced height boiler mountings for
wider use within system.
Four-wheel drive lorry for road or rail. 342-4.
7 illustrations, diagram (side elevation), plan
Wheels designed to be changed between flanged type for railway and
either pheumatic or solid rubber. Capable of hauling trains and being tried
on Derwent Valley Railway. Built at Slough by FWD.
C.F. Cleaver Managing
Director.
Corrosion and locomotive boilers. 344-5.
Stainless steel and Apexior coatings
J.C.M. Rolland, Victorian Railways notes. 346-7. illustration
Number 376 (15 December 1923)
Three-cylinder locomotives for suburban service, Buenos Ayres Great Southern
Ry. 349-50. illustration, 2 diagrams (side & front/rear elevations)
2-6-4T supplied by Hawthorn, Leslie & Co.; further fifteen being
supplied by North British Locomotive Co. Ltd under supervision of Livesey,
Son & Henderson
New shunting engines, North Eastern Section, London & North Eastern Railway.
351. illustration, diagram (side elevation)
Five inside cylinder (14in x 20in) 0-4-0T locomotives built at Darlington
Works and numbered 982-986 (number 982 illustrated). Acknowledges both Gresley
and A.C. Stamer.
Southern Railway (L. & SW. Section) re-built 4-cylinder express engine.
352-3. illustration, diagram (side elevation)
Urie rebuild of Drummond design which retained its four cylinders,
but removed the cross tubes from the firebox: No. 449 illustrated.
Rebuilt goods engines, Great Southern and Western Ry. of
Ireland. 353. illustration, diagram (side elevation)
Originally built as 355 class of 0-6-0 under R. Coey in 1903: seven
supplied by Sharp, Stewart and numbered 355-61. In 1907 rebuilt as 2-6-0s
with radial leading axle. Further rebuilt under Bazin with pony trucks and
larger Belpaire boilers with higher boiler pressure, improved larger cabs
and mechanical lubricators.
Mallet articulated locomotive, North Western Ry. of India. 354.
illustration
2-6-6-2 compouind supplied by the Baldwin Locomotive Co. for the 5ft
6in gauge.
The "Still" system internal combustion locomotive.
355-7. 3 diagrams (including side elevation sections), plan
Cites Patent GB 200, 586 held by Margetson and Robinson
E. Lassueur. New "Baltic" type tank locomotive for the Java State
Rys. 358-9. illustration
4-6-4T thirty supplied by Henschel & Son (who prepared the drawings);
fifteen by Saxon Engine Works of Chemnitz and thuirteen by Esslingen Machinery
Co,
The modern railway wheel. 359-62. 5 illustrations, diagram
Davis wheels made from manganese steel with treads subjected to heat
treatment to harden them. Testing to destruction.
F.W. Brewer. The Great Northern Atlantic type express locomotives.
362-5. 3 illustrations
No. 251 protype large Atlantic, and two experimental compound Atlantics:
No. 292 built at Doncaster and No. 1300 built by Vulcan Foundry.
Golders Green-Hendon Extension of the Hampstead Tube Ry. 364; 365.
4 illustrations
Opened on 19 November 1922 by Sir Philip Lloyd-Greame, President of
the Board of Trade, driving the first train.
"Garratt" locomotive for the Burma Railways. 366. diagram (side
elevation), plan
2-8-0+0-8-2 built Beyer Peacock & Co. Ltd.
Great Western Ry. 366
Orders placed at Swindon: 45XX 2-6-2T Nos. 4555-4574; 42XX 2-8-0T
Nos. 5215-5264 and 43XX 2-6-0 Nos. 6355-6359. Three further Castles were
almost complete, leaving six more to come.
[S.E. Tyrwhitt appointment]. 366
Second assistant to Diistrict Locomotive Superintendent, Barry,
GWR.
New motor cars for the Mersey Electric Railway. 367-9. illustration
Built by Cravens Railway Carriage and Wagon Co. Ltd. of Sheffield
with Metropolitan-Vickers Electrical Co. electrical equipment. Five car sets:
two motor cars and three trailers. First car motor car illustrated. Control
gear designed to interface with that fitted to earlier stock.
Indian Railway Conference Association. 369-71. 2
diagrams
Held at Simla on 11 October 1923. Ptresident G.L. Colvin. Report on
automatic couplers by Sir Henry Freeland. Diagrams are of Willison
coupler.
Monel metal. 373. diagram
Marketed by G. & J. Weir Ltd. of Glasgow. Relatively high tensile
strength at high temperatures, thus making it useful in applications involving
superheated steam: firebox sxtays and locomotive piston rings.
Machine sshop drives. 373-4. illutration
David Bridge & Co. of Castleton, Manchester. Line shaft drives,
friction clutches, and all-electric drives
T.H. Sanders. Laminated railway springs. Section IV. Spring suspension. Sub-section B. Carriages and wagons. 375-6. diagram
Ladies' compartments. 376. illutration
Indian railways logo for identifying coaches for female
passengers
On bogie driving wheels trailing The genesis and early development of the
British 4-4-0 tender engine. F.W. Brewer
W. B. Thompson, whose knowledge of early locomotive matters is well
known, has raised the following queries in connection with this article:-
1. That there were twelve, not eighteen, of D. Drummond's 4-4-0s of 1877-78
on the North British Ry. Mr. Thompson thinks that the first one was built
in 1876.
2. That these N. B. Ry. engines had a steam pressure of 140 lb. per sq. in.,
and not, as stated in the article, 150 lb.
3. That the boiler pressure of Wm. Adams's 135-146 class, built for the London
and South Western Ry. in 1880, was at first, if not afterwards, 160 lb.,
although 140 lb. is the pressure usually assigned to this batch. .
4. That the weight of S.W. Johnson's original 4-4-0s on the Midland Ry.,
Nos. 1312-1321 (1876-77), ought to have been 40 tons 6 cwt., instead of 47
tons 7 cwt.
Taking these points seriatim, I find that . Thompson is quite correct in
stating that there were only twelve of Mr. D. Drummond's 4-4-0 tender engines
on the N. B. Ry. According to particulars just supplied to me by the L. &
N. E. Ry. Co., the engines were built in the following order :-
Nos. 476-479 Neilson & Co. 1877
Nos. 486-489 Neilson & Co. 1878
No. 490 N. B. Ry. Co. 1878
Nos. 491-493 N. B. Ry. Co. 1879
The railway company also inform me that the boiler pressure was 140 lb. for
all these engines. On the other hand. the figure of 150 lb. mentioned in
the article (August issue, p: 240) was given me a year or two ago by the
North British Locomotive Co., Ltd., and this higher pressure they have now
confirmed as being correct for the Neilson engines. As regards the steam
pressure of Adams's 4-4-0's, Nos. 135-146 of 1880, the makers, Beyer, Peacock
& Co., Ltd., have examined their records, and from these it is
clear that the boilers were constructed and tested for 160 lb. working pressure.
This was a relatively high pressure in those days, the much more usual one
being 140 lb. only, though 150 lb. was in use. It is curious that all the
ordinary sources of information—and they are fairly numerous—put
the pressure for these particular 4-4-0s at the latter figure. The next
succeeding series of Adams's 4-4-0 express engines, Nos. 445-456,
constructed by Robert Stephenson & Co., Ltd., in 1883, undoubtedly did
have 160 lb , and hence it is evident that Adams earlv favoured what was
then deemed to be a. fairly high pressure. In 1890 he employed 175 lb., again
ahead of most of his contemporaries.
The weight of the first Midland Ry. 4-4-0's, Nos. 1312-1321, ought to have
been 40 tons 7 cwt., made up as under
|
tons | cwt |
| On bogie | 13 | 10 |
| driving wheels | 14 | 10 |
| trailing | 12 | |
| Total | 40 | 7 |
These figures were obtained from the makers, Kitson & Co., Ltd.,
before the article was written, and the weight given in the June issue, p.
176, viz., 47 tons 7 cwt., was due to a typist's error.
In addition to the queries above referred to, Thompson calls attention to
the omission of particulars as to whether the boilers mentioned in the article
generally were either telescopic or butt-jointed, as the case might be, the
diameter being more or less affected thereby. In several instances, no doubt,
such information could have been furnished, but, personally, I think that
the particulars actually given are sufficient for the purpose of the article.
I take this opportunity to make clear the fact that I have dealt solely with
the British eight-wheeled engine with tender, and with four-coupled wheels
and a leading four-wheeled bogie. .
London & North Eastern Ry. 378
Work was to be commenced on a connection between the former Hull &
Barnsley Ry. main line and the N. E. Ry.-Bridlington branch-for the purpose
of diverting traffic from Cannon Street Station to Paragon Station. When
the new line is completed Cannon Street Station is to be converted into a
goods depot.
Reviews. 378
A century of locomotive building by Robert Stephenson
& Co., 1823-1923. J. G. H. Warren. Newcastle-on-Tyne: Andrew Reid
& Co., Ltd. London: The Locomotive Publishing Co., Ltd.
On June 23rd, 1823, Robert Stephenson, George Stephenson, Edward Pease
and Michael Longridge signed the agreement establishing the firm, ever since
known as Robert Stephenson & Co., which was the first in the world
exclusively devoted to locomotive building, and which has consequently this
year completed its one hundredth year of business. To commemorate this event
the volume with the above title has been published, its author, who has been
for many years the firm's chief draughtsman. being specially qualified for
his task, both by reason of his intimate acquaintance with the work turned
out by the firm and by the facilities at his disposal for searching their
records. Since, during the first seven years the firm was in business, no
other exclusively locomotive building works existed, and that this period
covered the time during which the locomotive was being developed into a practical
form, it necessarily follows that its early history is, in effect, the history
of the locomotive during that period. It is not surprising, therefore, that
the first 263 pages of the 461 con- tained in the book are devoted to this
most interesting era, and it may be said at once that a good deal of new
and impor- tant information concerning the events of this period is now for
the first time given to the public. One of the most valuable features of
the book is the author's careful exclusion of the numerous hearsay statements,
mostly originating many years after the events to which they refer and which
have been so frequently repeated by modern writers, and his painstaking
collection of evidence relating to the material facts, which is as nearly
contemporary as possible. Of course, during the long history of the firm,
it has been concerned in most of the issues around which controversy, more
or less heated, has centred, such as the origin of the blast pipe, inside
cylinders, the multi- tubular boiler, the relative merits of four or six-wheeled
engines, the link motion, etc., and all these are dealt with by Mr. Warren
in a conspicuously fair and unbiassed manner, the best available evidence,
the authority for which is in most cases quoted, being given to the reader,
who is then left to form his own conclusions. Concerning the link motion
very full particulars are given of the events leading up to this :nost important
discovery which leave little room for doubt as to whom credit is due for
it, and a tracing of the drawing, still in the possession of the firm, showing
the first engine so fitted, is also given. The fact is established that it
was delivered to the North Midland Ry. at the latter end of 1842, but it
is to be regretted that no attempt has been made to follow up the history
of this, undoubtedly one of the most historically interesting locomotives
ever built. On page 356 a photographic illustration is reproduced of one
of the firm's early six-coupled, inside cylinder goods engines, with the
inscription "Long Boiler Engine, Hercules Type." Beyond the date 1845, there
are no further particulars, and the author is possibly unacquainted with
its identity. The photograph was, in fact, taken at the Stratford works of
the Great Eastern Ry., where the engine was repaired about fifty years ago.
It was named Lord Robartes, and is understood to have been sent to
Cornwall. As the builders' number of the engine was 619 it was apparently
of a slightly later date than that stated. The early chapters deal with the
lives of the two Stephensons and follow the various steps in the gradual
improvement of the locomotive from Trevithick's first effort in 1804. Then
follows a very full account of the early productions of the firm leading
up to the " Rocket" and the RainhiIl trials of which a more authentic and
comprehensive description is given than any which we believe to be now available
to the general public. A number of the early Liverpool and Man- chester Ry.
engines are next described, followed by the "Patentee" and the "Long Boiler"
engines, whilst, after a chapter on the gauge experiments, the later history
of the firm is discussed, though naturally somewhat more briefly, bringing
it right down to the present time and including the transfer of the establishment
from Newcastle to Darlington in 1902, and a short note of the firm's activities
there during the war period. Whilst the chief object of the book is the tracing
of the various stages in the design of the locomotive from its earliest
conception with, of course, particular reference to those features which
have, at one time or another, been the speciality of the Stephenson firm,
there is, in addition, a good deal of valuable light thrown on the practice
and experiments of other builders, particularly in the early period; thus
on page 258 it is shown that Bury's engine" Liver" for the L. & M. Ry.
was constructed with outside frames on the Stephenson principle though retaining
the Bury form of boiler, and on page 338 there is a most interesting reproduction
of a broad-gauge 8-ft. single for the Great Western Ry. by the firm of Tayleur.
The work is embellished with a very large number of excellently executed
illustrations, including many hitherto un- published photographs and copies
of old working drawings, together with facsimiles of unique and early letters
and other documents, all of which add very considerably to its value and
interest. There can be little doubt that for many years to come it will rank
as a standard work of reference for matters appertaining to the early history
of the locomotive and the celebrated firm in honour of whose centenary it
is now produced.
The railways of Great Britain. G.G. Jackson. The Religious
Tract Society. 379
This is a most interesting book for the young railway enthusiast.
Written in a pleasing manner and profusely illustrated it gives the story
of the British Rys. as they were up to midnight, December 31st, 1922, although
the Lancashire and Yorkshire is treated separately just as if it had remained
independent until that date. Many photographs of old locomotives and rolling
stock are included to show the great progress in construction. The writer
has made a slip when he states that the North Wales Narrow Gauge Ry. (now
Welsh Highland Ry. by the way) connects at the foot of Snowdon with the only
mountain rack railway in this country. The lines are on opposite sides of
the mountain.
Universal Directory of Railway Officials, 1923. London: The
Directory Publishing Co., Ltd., 379
This useful directory appears for the twenty-ninth successive year,
and on this occasion is published later than usual in order to include the
changes consequent on the grouping of the British railways. In this edition
the tramways have been eliminated and the directory re-arranged in eleven
sections. It is divided as follows: Official, Great Britain, Ireland, Europe,
Asia, Africa, Australia, North America, Central America, Mexico and the West
Indies, South America and Personal Index of Railway Officials. In addition
to giving the principal officials of the railways and their addresses,
particulars are included of the gauges of the lines, rolling stock, figures
and mileage. In future editions we would suggest the Midland and Great Northern
Joint Ry. should be included as well as the Weston, Clevedon and Portishead,
Snailbeach, North Sunderland, and Swansea and Mumbles Rys., as these lines
are not affected by the Railways Act so far.
Railway Amalgamation in Great Britain, Major W.
E. Simnett. 379
An important work on has just been published by the Railway
Gazette, Price 15/- net. Both as officer of the Amalgamation Tribunal
and as a former director of the Ministry of Transport, Major Simnett is
exceptionally qualified to treat of this subject. The work deals with the
whole.course of railway amalgamation from the earliest years up to 1923.
It describes the Government Control during and after the war, the railway
agreements and compensation, the Railways Act, the Ministry of Transport,
the work of the tribunal, and the new railway system and its organization.
Surveying the railway problem in other countries, both in Europe and America,
the author shows that this is a question of world-wide importance. In a brief
concluding chapter, he deals thoughtfully and authoritatively with the future
of the railway system of this country. The exceptionally full original documents
reproduced in the appendices, especially the detailed financial terms of
amalgamation and absorption, should lend an added value and interest to the
volume.
Hampstead Tube Ry. Extension.. 380
After five months' work, one of the new tube tunnels beneath the Burroughs
Hendon, was completed on 27 November 1923, when the miners broke through
at a point near Hendon (Central) Station. The tunnel, which is nearly
three-quarters of a mile long, is part of the Edgware extension and a connection
wiII shortly be made at Hendon to enable through trains to run from Golder's
Green to Edgware. It is interesting to note that so accurately has the driving
of the tunnel been accomplished, that the deviation from the centre line
only amounts to five-sixteenths of an inch.
Work started at Colindeep where the tunnels pass beneath the Midland main
line at right angles. Here the excavating had to be done by hand, the progress
being necessarily slow. Once clear of the main line railway, however, rotary
excavators were employed, which enabled the engineers to complete about 60
ft. per day with two shifts working day and night. Those excavators take
the form of a large wheel, on the spokes of which are knives. By means of
electric motors, a rotary motion is imparted to the wheel which gouges its
way through the clay. The dislodged earth falls on to a travelling belt which
carries it to where it can conveniently be transferred to skips and so to
the tunnel mouth. About 5,000 tons of earth will have to be excavated to
form these two tunnels. All this earth has been transported to other parts
of the railway, to form embankments and fill up natural hollows in the land.
Excellent progress can be recorded on the construction of the new line between
Colindeep and Edgware. The station buildings at Colindale, Burnt Oak and
at Edgware, the terminus, are in advanced stages of construction, and it
is anticipated that the spring of 1924 will see fast through trains operating
between Edgware and the city.
Mr. J. G. H. Warren. 380
At the King's Head Hotel, Darlington, on Monday, 26 November 1923,
a complimentary dinner was given by the directors of Robert Stephenson &
Co., Ltd., to Mr. J. G. H. Warren, on the occasion of his retirement from
the position of chief draughtsman. Lord Daryngton, P.C., a director of the
company, presided, and he was supported by . C. N. Goodall, managing director;
. J. M. Galt, works manager; Mr. Charles Hyde, secretary; Mr. A. C. Stamer,
assistant chief mechanical engineer of the L.N.E. Railway Co. ; A.
P. Whitwell, . A. H. Bone (New York), S. E. Thornton (London representative
of Robert Stephenson &Co., Ltd.), Mr. S. Cockshott, and a number of
inspecting engineers, together with the staff of the company.
A smoking concert followed the dinner, when Lord Daryngton took the opportunity
of presenting Mr. Warren with a handsome writing table, which had been subscribed
for by the staff and friends.
Lord Daryngton spoke of the excellent service rendered to the firm by Mr.
Warren during his nineteen years' service as chief draughtsman, and paid
a high tribute to him as author of the book, A Century of Locomotive
Building, which had just been issued, and expressed the hope that the
air of Bath, to which resort Mr. Warren is retiring, would restore him to
good health and strength. Messrs. Goodall, Stamer, Galt, Hyde and Cockshott
also spoke in support of the toast. Mr. Warren thanked those present for
the handsome souvenir, which he would treasure as a reminder of his connection
with the company and the friends he left behind him in the town and district.
Other toasts were" Robert Stephenson & Co., Ltd." (Mr. Stamer), "The
Drawing Office" (Mr. Galt), "Our Guests" (Mr. Hyde). Songs and violin solos
were contributed by Messrs. Salmon, Lawson, Hey, Bruce, Brown, Laws and Collier,
and a very pleasant evening terminated by the singing of . Auld Lang
Syne.
Southern Ry. 380
For the approval of the directors three S. E. & C. locomotives
had been painted in different styles experimentally. No. 686 (0-6-0) black
with green lines, not No. 696 as stated in our last issue. 728 (4-4-0) green
with white lines and 825 (2-6-0) black unlined. The numbers in large figures
on the tender sides, with the word Southern above. The numbers were also
painted on the buffer beams and inside the cabs.
South African Rys. 380
The South African Rys. placed an order with Beyer, Peacock & Co.,
Ltd., for twenty Garratt type locomotives of four different designs, viz.,
six 2-8-2, 2-8-2, six 2-6-2, 2-6-2 and six smaller engines of the same wheel
arrangement. These are all for the 3-ft. 6-in. gauge. For the 2-ft. gauge
they are to build two 2-6-0, 0-6-2 engines.
New chart of pacific or 4-6-2 type express locomotive, London & North
Eastern Ry. 380
A graphic representation of up-to-date locomotive practice is portrayed
in the large chart of Mr. Gresley's fine three-cylinder express locomotive
just published at the offices of the LOCOMOTIVE. Price 1/6 per copy. On this
large engraving (32 in. x 17 in.) the complete details are numbered distinctly,
and the correct name of each part is mentioned in the list below, affording
practically an abridged locomotive dictionary.
London, Midland & Scottish Ry. (L. & N.W. Section). 380
The last of the new 0-8-4 tanks would shortly be in service, No. 7959.
Work was proceeding on the new 4-6-4 tanks, the first of which was already
in an advanced state of construction. No. 1967 Cressy was the latest
passenger compound to be converted to two-cylinder simple, Renown class,
while No. 1404, B class compound, had been converted to G1 class (superheater).
The new numbers for the 0-8-2 tanks would commence at 7870 (old 1185), and
not as stated on page 336 of the November issue.
Locomotives at the Gothenburg Exhibition. 380-
In our article last month (p. 318), the engine exhibited by the Motala
Works for the Swedish State Rys. should have been given as No. 1466, the
700th locomotive built by them. The engine illustrated is identical, but
is No. 1468, the number given under the block.
Locomotives—light class (spare parts list). 380.
The foregoing is the title of a very interesting booklet received
from Andrew Barclay, Sons & Co., Ltd., the well-known locomotive builders
of Kilmarnock. So far as we can recollect, this is the first instance of
a booklet of this type being published by a British locomotive builder-and
its production by Barclay's is due to the fact of the popularity of their
standard 0-4-0 and 0-6-0 narrow gauge engines, Classes "E" and "F" respectively,
which were introduced by them a few years ago. Generally speaking, such diversity
of types are presented in small engines, owing to compliance with customers'
demands, that it has not been worth while to compile a spare parts list,
and it is compli- mentary to Barclay's to find that their standard unamended
design is acceptable to such an extent that this list has become a necessity.
A brief introduction appears in the booklet, following which instructions
in connection with demands by cable are given. Classes" E " and " F" are
then described and illustrated, the code words being given for the three
cylinder sizes and four track gauges of "E," twelve types in all; and two
cylinder sizes and four track gauges in "F," eight types in all- or a total
for the two patterns of twenty types. The" standard" gauges are 2 ft., 2
ft. 6 in., metre, and 3 ft. 6 in. A few illustrations of these locomotives
at work in gas plants, quarries, etc. are shown, and the important part of
the booklet is then reached. This opens with a key diagram of the engine,
with a separate boiler diagram, having every visible part numbered and keyed
to a name list. The following pages give half-tone illustrations of practically
every detail, with a comprehensive title and key number attached. Standard
drawgear for these engines follows, and the booklet concludes with" instructions
for drivers" and enquiry forms, which the firm are justified in thinking
will bear fruit as their reward for the compiling of this most useful
publication- intended to make light the work of those having control of Classes
"E" and "F."