The Locomotive Magazine and Railway Carriage and
Wagon Review
Volume 33 (1927)
key file
No. 413 (15 January 1927)
Pacific type locomotives: Nigerian Railways. 1. illustration, diagram
(side & front. elevations)
Supplied by Nasmyth Wilson under supervision of Crown Agents for the
Colonies
Recent locomotives for the Egyptian State Railways. 2-3. 2 illustrations
North British Locomotive Co. 2-6-2T and 4-4-2T designs.
Southern Railway electrification. 3.
Electrical equipment for Central Section ordered Metropolitan-Vickers
including motors and control gear for the motor coaches. Caterham Valley
lie included..
A novel tee-square and drawing board. 3.
Railway electrification in Sweden: Stockholm and Gothenburg. 4-7..
7 illustrations, diagram (side elevation), map
Including power house at Trollhattan and outdoor transformer station.
Electrification at 16000V singlde-phase.
2-8-2 tender locomotives for the Barsi Light Railway. 7. illustration.
diagram (side elevation)
Nasmyth Wilson
A Jacquet.. "Type 10" express locomotive, Belgian National
Railway Company. 8-11. 4 diagrams. including side elevation.
Type 10 designed by J.B. Flamme fitted with doublw chimney designed
by Legein
Technical essays. VIII—Standardisation. 11.
Die-casting machine. 12. illustration
W.H. Dorman & Co. of Stafford
Egyptian State Rys 12
124 miles of narrow guage between Luxor and Assouan converted to standard
gauge. Originally 3ft 6in gauge military railway
E. Lasseur. Hungarian State
Railway locomotives. 13-18. 7 illustrations
4-6-2, 4-6-0, 2-6-2T. 2-8-2T, 2-6-2, 4-8-0, 0-6-0+0-6-0 and 2-6-0+0-6-0
Mallet with Brotan fireboxes
Ahrons, E.L.. The early Great Western standard gauge
engtines. 18-19. 2 illustrations.
Locomotives built by Company between 1874 and 1878: 0-6-0 and
2-4-0T.
Central buffer couplers. 20-2. 6 diagrams.
A heavy spring finishing press. 22-3. 2 illustrations
Henry Pels machine at Barassie Works, LMSR
Stephenson Locomotive Society. 23
Annual dinner held at Holborn Restaurant on 11 December; effords to
preserve Stroudley Gladstone and Paper by R.A.H. Weight on Locomotive performance
during the past season (Pacific and Atlantic work on Great Northern
section.
The locomotive history of the Great Indian Peninsular Railway. 24-5.
illustration, diagram (side elevation)
Kitson 0-8-0ST Nos. 1274-93 and 0-6-0 M26 class.
Institution of Locomotive Engineers. Modern locomotive
superheating. 25-8. 4 diagrams
Paper 211 by H.E.
Geer
Great Western Ry. 28.
No. 5001 Llandovery Castle fitted with 6ft 6in coupled wheels.
No. 102 La France withdrawn. Former Taff Vale Railway Works in Cardiff
closed and replaced by Caerphilly Works.
London and North Eastern Ry. 28
Named night sleeping car trains: Highlandman, Aberdonian and
Night Scotsman.
London Midland & Scottish Ry. 28
Floriston water troughs.
The Panama Railway. 28-31. 2 illustrations, diagram
(side elevation), map
The Spanish built a mule trail built of stone called the Royal Road
across the Isthmus. In 1838 the Republic of New Granada granted a French
syndicate a concession to build roads and railways but nothing was achieved.
In 1849 American promoters and engineers took over. The railway began at
Aspinwall (now Colon) on the Atlantic, encountered difficulty in bridging
the Chagres river due to sudden extreme floods, and reached the summit
ridge in January 1854 and was completed in the following year. a gauge of
5 feet was adopted. The locomotives included four designed by George Ercol
Sellers of Coleman, Sellers & Sons of Philadelphia which had been designed
with a view to assisting adhesion via a central rail gripped by rollers driven
by additional cylinders (an engraving shows this arrangement). When
the Canal was constructed the railway was relocated.
A quaint passenger train, Shropshire and Montgomeryshire
Ry. 31-2. illustration
Gazelle on Criggion branch. Locomotive built
in 1896 by Dodman & Co, of King's Lynn for W. Burkitt, It was designed
by S. Stone of the GER. W,G, Bafgnall rebuilt it as an 0-4-2 in 1910/11.
The train in the photograph consisted of a former London County Council
horse-tramcar.
London & North Eastern Ry. 32
New three-cylinder 4-4-0 passenger enngine to be built at Darlington
to be known as D49, with first order for 28 engines. Some of these engines
are to be compound (KPJ: emphasis), probably three. The boilers will
be similar to the last 2-6-0 class built at Darlington, also the cab. (KPJ:
K3 was last such, and boiler did not follow that pattern).
Some of the J39 class were stationed at West Hartlepool, Saltburn, Middlesbrough
and Newcastle and others were to go to Grimsby and Immingham. On the North
Eastern Section they were intended to displace certain P2 and P3 classes
which were intended to be transferred to the Great Eastern district following
alteration to their chimneys.
The 4-6-0 Cambridge engine sent to Craigellachie for bridge tests was No.
8526. It had since been returned, but during its absence No. 9454 (NBR 0-6-0)
was sent to Cambridge in its place. NBR section No. 9903 Cock o' the North
had been fitted with a Worthington feed water heater and pump.
The Prince of Wales visited Doncaster Works and inspected Pacific locomotive
No. 2553 Manna which was renamed Prince of Wales.
London, Midland & Scottish Railway (L. & N.W. Section). 32
Nos. 13033-5 were the latest 2-6-0 mixed traffic engines to be built
at Crewe and put into service on this section. Crewe had taken delevery of
4F 0-6-0 superheater goods emgines Nos. 4397-9 ex-North British Locomotive
Company and 4341-5 ex-Kerr Stuart & Co. Last two 0-6-0T shunting tanks,
Nos. 16498-9 delivered from Vulcan Foundry. Precursor class No. 2017 Tubal
had been converted to George the Fifth with superheater and renumbered
5244. Latest addition to class G1 (superheated with Belpaire boiler) was
former C class No. 2541 renumbered as 8953. Several Claughton class were
running with oil-burning apparatus which had formerly been fitted to Prince
of Wales type: these included Claughton type Nos. 986 and 2174 and Prince
of Wales Nos. 5628 and 5645. Former North London Railway 4-4-0T type Nos.
2812, 2836, 2855 and 2856 (LMS Nos. 6486, 6467, 6463 and 6464) had been broken
up at Bow. A former North Staffordshire Railway 2-4-0T had been working on
the Broad Street to Poplar service.
E.J.H. Lemon. 32
Mr E.J.H. Lemon had been appointed Carriage & Wagon Superintendent
from 1 January 1927. His predecessor, R.W. Reid, became Vice President for
works and ancilliary undertakings on same date. Lemon was Manaager of the
Derby Carriage and Wagon Works from January 1917; was appointed Divisional
Carriage & Wagon Superintendent of the LMS in March 1923 and from 1 January
1925 Divisional Carriage & Wagon Superintendent at Newton Heath
and Earlestown.
North Staffordshire Ry. locomotive shops in
Stoke-on-Trent. 32
Closed 31 December 1926: staff transferred to Crewe and Derby.
Zeeland Steamship Co. 32
Transferred from 1 January 1927 from Folkestone to Flushing to Parkestone
Quay with departure from Liverpool Street at 10.00
Leeds, Halifax & Bradford Junction Ry.
32.
Erratum: locomotive No. 99 should have been No. 399 (printer's
error)
Southern Ry. 32
1927 programme for new construction: ten express locomotives of the
King Arthur or Lord Nelson type; five 4-6-0 goods engines; twenty
River class tank engines and 0-8-0 shunting locomotives.
Reviews. 32.
Les locomotives articulées. L. Weiner. Brussels:
Buggenhoudt
In French. Types considered include Garratt. Mallet, Kitson-Meyer, Fairlie,
Climagx, Baldwin geared, Klino Lindner, Krauss Helmholtz, Hagens, Mason, Du
Bousquet, Triplex and boosters.
Correspondence. 33
The "Sussex's" reversing gear.
Malcolm M. Niven
Re Briggs observations on Sussex of the L.B. &.;S.C.R.
in November issue. The Sussex' was re-built byStroudley in 1871 at
:'Brighton, and was originallly a Craven design built by Robert Stephensori
& Co. in 1864. 'She had not Joy's valve gear, but had Dodds' gear: 'The
wedge motion was, however, operated by Joy''s fluid pressure reversing gear.
A single eccentric actuated the valve of each cylinder; lt moved.transversety
across the crank axle from front to:back for fore or back-going gear. The
axle had a square for the eccentric seat with a slot through the eccentric
which allowed it to slide across the axle. A small cylihder at each end of
the,slot worked over a corresponding ram fixed in opposed faces of the square
on the axle. Oil was forced into each end of the axle at the centre through
a pipe. The small oil ducts passed over the web of the crank through the
pin and back along the.other web to the square portion of the axle where
lit' 'cnteted the small cylinders according to which it actuated fore or
back gear. The eccerrtric could be put between extreme positions according
to the perceneage of cut-off; or for rnid-gear
Air pressure from the Westinghouse pump.actuated.the gear from a srnall,
cylinder on the footplate. A hand wheel also was placed to .act in absence
of air pressure. Stroudley did not fit this.to Sussex it was Billinton's
introduction. Stroudley, however, fitted, his .characteristic cab.and
standard mourrtings on the boiler such as Adams's safety valves.with open
top.dome.
The Sussex No. 203, was an outside framed engine, to.all wheels with
cylinders (after the rebuild), 17 in. by 23 in., originally she had 16½
in. by 22 .in. cylinders. She worked until the New Year of 1899.
It may be mentioned that David Joy read a paper before the Institution of
Mechanical Engineers in 1894 giving a specification of his fluid-reversing
gear.
I know Joy's valve gear too well. I had a compound traction engine in 1908
fitted with it.
Perhaps. some Brighton reader could itlustrate Sussex; a woodcut appeared
in The Engineer, sorne years ago.
L.B. & S.C. engines. Frederick William
Holliday
Response to letter by W.E Briggs in November
Issue. Claimed that Stroudley Gladstone caused great surprise to engineering
community by having a big coupled leading wheel (6ft 6 in diameter) and that
would come off track at curves, but locomotives rode well on curves. Old
Sussex was built by Robert Stephenson & Co. in 1864 and rebuilt by Stroudley
in 1871. The rebuilding included Stroudley standard boiler, cab, chimney
and cylinders. The framing at the rear as extended to take the cab. "She
was a fine engine"
Response to letter from Bennett. Craven No. 25 was stationed at Battersea
running shed and worked between Victoria and Croydon in conjunction with
Craven tank engines Nos. 11, 167. 213, 214 and 217. No. 11 was "a splendid
little engine" with boiler pressure limited to 100 psi. "She was always in
evidence". No. 25 was scrapped in about 1878.
Brewer, F.W. Modern locomotive superheating.
33
See letter by J.S. Gillespie on p. 407
of Volume 32. the definition Modern locomotive superheating
can be taken to apply in my opinion to the high and relatively high systems.
It ids quite clear that my article was confined to such systems and to the
now generally accepted apparatus of the “live” heat or fire-tube
type. Sir J.A.P. Aspinall's superheater of 1899 was not of that type. Altough
fitted in a recess of the boiler—the front tube-plate being set back
for the purpose—it belonged to the smokebox class. It utilised the heat
in the waste gases, and owing to its comparatively small size, produced merely
a low degree of superheat—approximately 90 degrees.. Six of the
L.&Y.R. 4-4-2 inside-cylinder express engines were equipped with it;
one engine of the first series of twenty and five engines of twenty 4-4-2s.
It is true that a smokebox superheater need not of necessity be a low-degree
one. The early form of the Schmidt apparatus (1998) was of that order, but
in addition to the heat given up by the waste gases it received direct heat
from the fire by means of an extra large flue running the whole length of
the boiler barrel, from firebox to smokebox. By this method a total steam
temperature of about 600 degrees was obtained. Another pattern of smokebox
superheaters, for which a high temperature, roughly 500 degrees, was claimed,
was known as the Phoenix. This, which was introduced in 1910, depended entirely
on waste heat for superheating the steam. It comprised a large number of
tubes arranged in series, which tubes occupied a considerable space in the
extended smokebox. This is a characteristic feature of most of the waste
gas superheaters which have so far been designed and it constitutes their
main drawback as in the case of Sir John Aspinall's ingenious devive, its
dimension are perforce restricted and its effectiveness is proportionately
diminished. The idea of making some tangible use of the heat which would
otherwise be lost has .presented a problem of fascinating interest, but in
the matter of supenheating ,the steam by .smokebox gases alone, it is now
pretty generally agreed that the.advantages of such a method are outweighed
by its attendant disadvantages, with, at any rate. locomotive boilers of
normal design.
The,L &Y.R: apparatus of 1899 was not the starting point of modern locomotive
superheating, properly so called, and, in .conclusiorr, I, cannot. do, bebter
than quote Sir John Aspinall acknowledged the
limitations of this type in the discussion on Fowler's paper presented to
the Instn Civ. Engrs in 1914.on Superheating steam in locomotives): "That
superheater did not give anything like sufficient superheat, or anything
like the superheat which could be obtained with modern appliances, although
it did a certain amount of good work, the engines on which it was fitted
running more freely than thier fellos." The use of the word "modern" by Sir
John speaks for itself.
[Horseley Iron Co.]. 33
With reference, to our remark on page 406, December Issue that the
Horseley Iron Co. had built some engines (or were said to have had) for the
Grand Junction Ry., a correspondent informs us that they never had any of
their build on the G.J.R. The Horseley Iron Co.'s locomotives were on the
St. Helen's Ry
North British Locomotive Co. 33
LMS placed order for fifty locomotives and tenders with NBL [KPJ Royal
Scots]. Ten standard 4-4-2 tank engines of LTSR type were in hand at Derby
Works
Sentinel Cammell coaches. 33
Three double articulated Sentinel Cammell coaches had been ordered
by the Great Indian Peninsula Ry. and four coaches by the Ceylon Govt
Rys.
No. 414 (15 February 1927)
New Kitson Meyer type locomotives for Colombia. 35-8
+ plate. diagrams., map
2-6-6-2T for Giradot line. P.C. Dewhurst involvement.
Super-Pacific express locomotives, Northern Railway of France. 39-40.
illustration
De Glehn four-cylinder compound with a long narrow fiirebox giving
218 ft2 heating surface. Serve tubes
& ACFI feedwater heating apparatus. Coal consumption 54 lb/mile on Paris
to Calais service with 500 ton trains
Three-cylinder freight locomotives, Buenos Aires Great Southern Ry.
40-1. illustration
2-8-0 built by Sir W.G. Armstrong, Whitworth & Co. Ltd at their
Scotswood . Oil fired . Specification & inspection Livesey, Son &
Henderson, Consulting Engineers.
Engerth type engines in Spain. 41-4. illustration, 5 diagrams (including
3 side elevations and 2 plans)
Maffei design for Pamplona-Plazaola-Andoain-Lasarte Railway metre
gauge. 2-6-4 with a supporting tender (Stutz tender) and Krauss-Helmholtz
leading truck.
Recent German lcomotives. 44-6. illustration, diagram (side elevation,
section & plan)
Three-cylinder 2-8-2 P.10 class with Krauss-Helmholtz leading trucks
fot German State Railways.
Exceptional load. 46.
Machinery for Arapuri Dam transported by out-of-gauge train from Auckland
to Putaruri on 13 December 1926.
William C.
Wilson. 47.
Retired after sixty years service with North British Locomotive
Co.
Electrification in Holland. 47
Main line between Rotterdam and Amsterdam of Netherlands
Railways.
The locomotive history of the Great Indian Peninsular Railway.
47-8. illustration, diagram
Reference is made to a series of twenty 2-4-0 passenger engines, Nos.
200-219, built by the Avonside Co., and added to the railway stock of motive
power in 1867. (Mr. Cortazzi was 'locomotive superintendent 1861- 1868.)
"The last six of these engines were kept m stock In Bombay until 1875. Also
L20 class 0-6-0 built by Johnn Fowler & Co. of Leeds between 1868 and
1871.
L.N.E.R., North Eastern Area.—*Tennant" class
locomotives. 48
Following on the decision of the Stephenson Society who, as mentioned
elsewhere, have successfully negotiated for the preservation of the L.B.
& S.C. locomotive engine Gladstone, readers will be interested
to know that the chief general manager of the London and North Eastern Ry.
has decided to set aside the first of the famous Tennant 1463 class locomotives,
for permanent preservation, probably at the L.N.E.R. Museum at York. It will
be recalled that the 1463 class came into being in rather a unique way. After
the resignation of A. MacDonnel and before the appointment of T.W. Worsdell
in 1855, the North Eastern Ry. was without a locomotive superintendent. Some
heavier engines being required to work the East Coast express trains between
Newcastle and Edinburgh, Henry Tennant, the general manager of the company,
suggested the building of a class of engines similar in type to those of
class 901, but with a longer wheelbase and larger cylinders. The design was
submitted to, and received the approval of, the Locomotive Committee, and
in February, 1885, the first of a set of twenty engines, t., officially known
as the 1463 class, was ready for work. Three years later one of these engines
took a leading part in the railway races to Scotland, hauling a train consisting
of two first class, two composite third class carriages and two vans, a total
weight of l00½ tons, between York and Newcastle at an average speed,
after deducting stoppages, of over 57 miles an hour.
Technical essays. IX—On the future policy of the locomotive
department. 49-50
Standardisation; the inherent low efficiency of the steam locomotvives;
the ibability to clear exhaust steam at high speeds of revolution; excesive
cylinder condensation and practical difficulties of fitting a
condenser.>Evidently by E.A. Phillipson.
Electric weldihng in boiler construction. 50-1. 4 diagrams
Clyde Engineering Works at Granville, New South Wales emplyed welding
in the foundation ring, the fillet welding in plce of caulking round the
corners of the firebox and in the doubling platres for the wash-0ut
plugs.
Chain drive for train-lighting dynamos. 51. diagram
Sketch shows what is claimed to be a very satisfactory method of applying
a chain dnve to the dynamo used for lighting a carriage, which may be of
interest to readers experiencing belt troubles in climates having extreme
ranges of temperature. In the illustration the gear wheel on the axle has
59 teeth whilst the pinion on the dynamo has half as many or to be correct
29 teeth; the dynamo is a 75 amp. machine. To regulate the tension on the
chain, a spring is mounted on an adjustable pull rod, this pulls the suspension
framing against an elastic buffer stop, as shown.
New marshalling yard for L.N.E.Ry. 51
In order to cope with the increasing goods and coal traffic passing
from the North and the Midlands to the Eastern Counties and the South, the
London and North-Eastern Ry. Company have sanctioned a scheme to cost
£300,000 for providing a new marshalling yard, including a new tranship
shed, immediately north of March, adjacent to their marshalling yard at
Whitemoor. It is anticipated that when this additional accommodation is
available, it will have the two-fold benefit of effecting economies and
expediting the working of traffic to and from the districts mentioned.
Sir T.G. Armstrong, Whitworth & Co., Ltd. 51
Scotswood, Newcastle-on-Tyne plant received an order from the Central
Argentine Railway for ten 4-8-4 two-cylinder compound tank locomotives.
The Institution of Locomotive
Engineers. 52-3
At the meeting held on January 14, a paper on "The Internal Combustion
Boiler and its application to the Locomotive" was read by Mr. O. Brunler.
After commenting on the necessity for engineers to find some more effective
means of applying and utilising the heat generated from fuel in locomotives,
the author proceeded to describe and illustrate an internal combustion boiler,
the fundamental principle of which is the kindling and maintenance of a flame
burning in water, in order to produce steam for power or heating purposes.
For locomotive fuel to be utilised in this manner, liquid or powdered solid
was recommended.
In order to explain the operation of the boiler, a cross-section of it was
shown. Combustion is started in the boiler by means of a pilot lamp. Fuel
oil and the air for combustion are supplied to the pilot lamp and to the
main burner under a pressure which barely exceeds the boiler pressure. Before
starting, the water level in the steam generator is lowered below the lower
outlet of the burner. The cover of the pilot lamp is removed and the fire-clay
lining in the pilot lamp is heated up to red heat by means of a blow lamp,
or any other suitable method. The valves of the pilot lamp are opened, and
the combustible mixture of oil and air ignites on the red-hot fireclay. Then
the cover is pulled down again and the flame of the pilot lamp makes its
way to the main burner. After a few minutes, when the burner is hot enough
to vaporise the oil, the main regulating valve is opened, and the flame bums
in the steam generator. As soon as the main flame bums on the surface of
the water in the generator, the valve of the water reservoir is opened and
the water rises up to the middle of the burner, and the flame then burns
in the water, as shown in the diagram. A photograph of the flame actually
burning in the water was shown by the lecturer.
By means of a superheater designed on the san:e principle as the pilot lamp,
and whose flame burns in the steam reservoir or in the steam pipe, the steam
can be superheated to any required degree.
The size of the flame, and, consequently, the quantity of steam produced,
can be increased or decreased by turning one wheel only. As this. regulates
the combustible mixture with a fixed ratio, It is impossible for the combustion
to be altered through mistakes of an operator; once the regulating valve
is properly set the combustion is always complete.
The flame temperature at the burner outlet is, approximately, 1,800°
to 2,000°C. Since carbon monoxide bums to carbon dioxide at a temperature
above 800°C., it is evident that at the high flame temperature of about
2,000°C. all the carbon monoxide is converted into carbon dioxide. The
steam-gas mixture which has been frequently analysed has never been found
to contain carbon monoxide. This shows that fuel can be burnt more completely
in water than in the open. The combustion under pressure brings the molecules
of the fuel into better contact with the oxygen of the combustion air; therefore,
under pressure, and in water, a perfect combustion can be obtained. Due to
the very high flame temperature, the water surrounding the former evaporates
instantly. It is evident that after a few minutes the required steam pressure
can be obtained. As a rule, a boiler pressure of 170 lb. per sq. in. is reached
in practice within six minutes after the flame is submerged m the water.
The gases produced during combustion consist of nitrogen, carbon dioxide
and slight traces of oxygen (about ,05 to .03 kg. per kilo. of oil burnt),
and are mixed with the steam forming a steam-gas mixture, which consists
of about 50 per cent. of steam and 50 per cent. of gases, according to the
fuel used, the ratio of steam and gas varying slightly. The followmg is a
typical analysis of the composition of the steam-gas mixture:
Carbonic acid 3.;6 kg. (1.;8m3)
Oxygen 0.;04 kg. (.04m3)
Nitrogen 12.;91 kg. (10.2m3)
Steam 15.;1 kg. (19.5m3)
This steam-gas mixture consists of the same gases which are produced in gas
and oil engines, the only difference being that in these engines the amount
of steam in the combustion gases is much less. The specific heat of the steam-gas
mixture is low, and a mixture of steam and gas has an extremely high power
of expansion. Consequently, the highest efficiency is obtainable from a highly
superheated steam-gas mixture.
[Institution of Locomotive Engineers] E.C. Poultney paper
on Locomotive performance and its influence on modern practice.
53
On 27 January an exhaustive paper was read by Poultney which firstly
enumerated the primary factors expected from a locomotive regarding haulage
of its train, etc., and then proceeded to summarise the influence of weight
on the ultimate power available, as follows —
The influence of weight on the ultimate power available is considered:
Anything that raises the indicated tractive effort curve for any given boiler,
increases pull at the tender. This would mean improved engine performance.
Valve gears, cylinder proportions, compounding, and other modifications leading
to a better use of steam, tend in this direction.
Anything which improves boiler output for given engine conditions also raises
the traction curve. The superheater, feed heater and the firebox with its
grate deserve attention, but proportions of tube length to diameter and other
features covering combustion air supply are also important
Anything which decreases machine friction at a given power output raises
the tender dran-bar pull curve.
Anything that lowers locomotivc weight for a given capacity is important.
It also means a higher net pull.
Anything that lowers rolling and head air resistances is deserving of
attention.
A number of tables were shown to illustrate the gains and losses in steam
generation resulting from different additions or modifications to the boiler.
The effect of a brick arch, for instance, was noted, and a gain of quite
5 per cent. in efficiency secured by the employment of this comparatively
simple and inexpensive adjunct.
Superheating was carefully analysed and various points connected with it,
outlined, showing that, although the fitting of a superheater reduces the
extent of evaporating surfaces and somewhat reduces efficiency of a superheater
boiler, this is no argument against high temperature superheating, which,
as was shown in the paper, offers great and important advantages over saturated
steam.
A number of illustrations showing different locomotives in which special
features have been embodied to secure some of the different gains enumerated
by the author were shown, including compound locomotives, superheated engines,
valve gears and water tube boilers as well as some results from the performance
of the Horatio Allen, of the Delaware & Hudson Railroad, wherein
a machine efficiency of 93.;86 per cent. and a thermal efficiency of 8 .;02
per cent. was recorded. In the discussion which followed and in which several
members took part, Mr. Carr (B.N.R.) touched a very important feature in
modern locomotive design by pointing out the very small proportion of the
total weight of engine and tender utilised for adhesion whilst axle loads
had been increased, necessitating heavier and more costly permanent
way.
H.M. the Queen's Saloon. L.N.E.R. 53
Rearrangements made to the Queen's day railway saloon, at the Doncaster
works of the London and North-Eastern Ry. This vehicle was originally built
in 1907. It was 67 ft. long, 69 ft. over buffers, and is carried :on two
six-wheeled bogies. It was so arranged that it could form part of the Royal
train or be used as a single unit when her Majesty travels alone, as sometimes
happens on her visits to Goldsborough or to Sandringham.
It consists of a day saloon, a private saloon, and a dressing room, with
accommodation for the equerry and an attendant's balcony, fitted so that
meals can be prepared when the saloon forms the principal unit of the train.
It is customary on these occasions to serve meals in the day saloon. This
latter is the principal apartment, arranged in the Louis XVI. style, the
furniture being light French mahogany, upholstered in green velvet. The small
private saloon or boudoir is enamelled in jade, and is upholstered similarly
to the day saloon. The Queen's dressing room is entered from the boudoir.
All the details of the decoration and the furniture were settled by her Majesty:
who took great interest in the re-arranging and re-conditioning of the vehicle.
It is lighted throughout by electricity, with shaded lamps on the bracket
tables and lino-lights concealed behind the cornice round the full length
of the day saloon and the boudoir.
London, Midland & Scottish Ry. (L. & N.W. Section).
53
No. 4346 was latest 0-6-0 ex Kerr Stuart & Co., to be delivered
to Crewe for service on this section. Delivery of twenty-five similar engines
ex Andrew Barclay & Co., had been commenced; the first four engines,
Nos. 4357-60, being already at work. A further five 2-6-0 mixed traffic engines
have recently been completed at Crewe, Nos. 13036-40.
We understand that the 4-6-0 engines ordered from the N. B. Loco. Co. Ltd.
are to have three H.P. cylinders (18in x 26in) and 6 ft. 9 in. wheels.
Experiment class 4-6-0, No. 1993 Richard Moon (L.M.S. No. 5472) had
been converted to superheater. Latest addition to class G1 (superheater)
was No. 2528 (now L.M.S. No. 9027), which formerly was class D. Special tank
shunting engines Nos. 3379 and 3651 and ex NLR 4-4-0 passenger tank No. 2824
have been withdrawn.
Pullman cars for Continental service. 54-6. 3 illustrations
Thirty cars constructed by Leeds Forge Co. Ltd for Wagon-Lits services
to Nice and Milan. Kitchens had coal-fired ranges.
Ahrons, E.L.. The early Great Western standard gauge
engtines. 57-9.
0-6-0ST No. 1134 Buffalo and 2-2-2 Sir Alexander
classes
Central buffer couplers. 59-60. 2 diagrams
A novel carriage ventilator. 61-2. 4 diagrams
Airvac
G.W.R. 20-ton wagons. 62
Discounts offered to customers as incentive to use high capacity wagons,
including through the tipping appliances at coaal exporting docks in South
Wales.
The manufacture, heat treatment, and testing of locomotive axles.
62-4.
Including steel specifications.
The Panama Railway. 64
Locomotives supplied by the Portland Locomotive Works between 1852
and 1873 with works numbers and names
Correspondence. 65
Stephenson Locomotive Society. Re L.B. & S.C. Locomotive "Gladstone.
J.N. Maskelyne
It is with the utmost satisfaction that the Council of the Stephenson
Locomotive Society is able to announce that negotiations for the preservation
and acquisition of William Stroudley's celebrated Express Passenger Locomotive
Gladstone are now completed. Everyone interested in railway history
will remember that this locomotive was the first of a class of thirty-six
which made the name of its designer famous throughout the world. Built in
1882, and put to work in December of that year, the Gladstone has
completed forty-four years' service. It has just been withdrawn by the Southern
Ry. Co., in order to be restored to its original condition and re-painted
in the very distinctive yellow colour adopted by Stroudley. Arrangements
have been made with the London & North Eastern Ry. Co., for the
Gladstone to be housed in their Railway Museum at York, until such
time as accommodation can be found in London, possibly at South Kensington
Museum, in the course of a few years.
The Stephenson Locomotive Society has made itself responsible for the cost
of the work of restoring the engine, and has opened a fund to defray the
somewhat heavy expenses. Anyone who may be interested in the preservation
of historic locomotives is invited to contribute to this fund, and, any donations
received will be acknowledged gratefully by the Society's treasurer, Mr.
F. H. Smith, 159, Albert Road, Croydon, Surrey, to whom all contributions
should be sent.
Three-cylinder locomotives. William
T. Hoecker.
Reply to correspondent "Diamond," whose letter appeared on page 407
of the December Locomotive. The fact that locomotive builders
spend considerable sums in advertising, in order to popularise a certain
type of construction, is no indication that the design in question is the
most suitable that can be adapted to fit all circumstances. The first Union
Pacific 4-12-2 locomotive has been in service but nine months, so that its
ultimate success cannot yet be predicted with confidence. The well-known
history of other multi-cylinder locomotives in America should not be forgotten
by the over-optimistic.
Since" Diamond" requires proof of the statement that it is impossible to
obtain equality of power-output from the several cylinders of a 3-cylinder
locomotive equipped with a combination valve-gear, he is advised to consult
the following publications ;-
I. Pamphlet issued in 1924 by the Lehigh Valley R.R. Co., and the American
Locomotive Co., containing numerous indicator diagrams taken from the Lehigh
Valley 4-8-2 engine No. 5000, equipped with Gresley gear.
2. Railway andj Locomotive Engineering, Nov. 1924, page 331, depicting
indicator diagrams taken from South Manchuria Ry. 2-8-2 engine No. 1601,
equipped with Gresley gear.
3. Robert Garbe-Die Dampflokomotiven
der Gegenwart- 1920, pages 573 and 842.
4. Proceedings of the Institution of Mechanical Engineers, London,
1925, pages 969
and 982, with; special
reference to the Gresley gear.
"Diamond's" statement concerning "varied loading at high revolutions" is
not in accord with the consensus of opinion among engineers, as designers
of multi-cylinder locomotives invariably strive to obtain equal piston loads
in all cylinders, to insure a uniform turning moment.
I should like to ask" Diamond" one further question. It has recently been
stated in the technical press that the L. & N.E.R. "Pacificr' locomotive
No. 4477, Gay Crusader, has a " modified valve-motion." What does
this modification consist of, and why was it deemed necessary?
(We understand the modification to the valve motion of engine No. 4477, L.
& N.E.R. is to give a longer valve travel, and the result has been to
slightly reduce the coal consumption. Editor.)
Recent accidents. 65-6
The Inspecting Officers of the Ministry of Transport issued their
reports on four accidents, all occurring on the London and North Eastern
Ry.
On 22 July 1926, the 8-20 p.m. passenger train from Newcastle to South Shields
had just started, after stopping at Gateshead East Station, when it was run
into in the rear by a light engine which had followed it from Newcastle.
The passenger train consisted of five bogie vehicles, weighing 111 tons 1
cwt., and was drawn by 2-4-2 tank engine No. 1599, weighing 53 tons 16 cwt.
The light engine was No. 698, of 4-4-2 type, and weighing, with six-wheeled
tender, 121 tons 10 cwt. The last vehicle of the train was telescoped and
all the others more or less damaged, whilst the light engine had the front
buffer beam damaged beyond repair, the left frame badly bent in front and
other minor damage; twenty-one passengers complained of shock or injury.
The mishap was due to the temporary inability of the signalman at Gateshead
Junction to replace the home signal to danger after the passing of the passenger
train, and permissive working being in force between Newcastle and Gateshead,
the driver of the light engine, who was close behind, took the signal as
referring to him. The signals are power operated on the electro-pneumatic
system, and the inability to replace the home signal was due to the distant
signal check lock not clearing, although it was after- wards found in working
order, and Major Hall suggests, among other recommendations, that the check
lock, which is not generally used on modern power installations, should be
removed.
When the 9-47 p.m. electric train on the circular service from Newcastle
via Monkseaton and Heaton, on August 7, had passed Manors station on the
homeward journey, it came into sidelong collision at Manors Junction at about
10-50 p.m. with a goods train which was crossing immediately in front of
it. The dead body of the motorman was subsequently discovered under a bridge
a short distance west of Heaton station, and the train was consequently running
driverless. Considerable damage was done to the stock, and sixteen passengers
complained of injuries. Subsequent examination showed that the automatic
control, generally known as the "dead man's handle," had been tied down with
two handkerchiefs so as to keep the button depressed. Major Hall concludes
that this had been done deliberately by the motorman, who was therefore alone
responsible for the accident.
The third report referred to the level crossing accident at Naworth on August
30, which aroused much public comment at the time, the 1-18 p.m. express
passenger train from Newcastle to Carlisle colliding with a road motor coach
which had been irregularly allowed to pass over the crossing. The train consisted
of two six-wheeled vans next to the engine and six bogie coaches, weighing
in all 176 tons, was drawn by 4-4-0 type engine No. 1929, weighing 91 tons
6 cwt., and was travelling about 50 miles per hour. The train was not derailed
and suffered but slight damage; the road coach was, however, completely wrecked,
and, of its sixteen occupants, eight were killed, three seriously and three
slightly injured, whilst the porter in charge of the gates was killed also.
Lt.-Col. Mount states that no blame of any kind can be attributed either
to the driver of the train or of the road motor, and that the porter in charge
was solely responsible, having (1) failed to observe the position of the
indicators in the porters' room, (2) omitted to place the signals at danger
before opening the gates, and (3) failed to open the gates in the proper
sequence. He also recommends that, having regard to the traffic over the
crossing, its equipment should be brought into line with modern practice
and the gates suitably interlocked with the signals.
The last case was a collision at Wortley East Junction, between Armley and
Leeds, on September 18, the 6-38 a.m. passenger train from Bradford to Leeds
running into a light engine standing on the up main line. The train consisted
of five coaches, the first and last pair being of the articulated bogie type
and the centre one a six wheeler; it was drawn by 4-4-2 tank engine No. 4549,
weighing 621 tons. The light engine, which was stationary with its chimney
facing the passenger train, was No. 6104, of the 4-6-0 type, whiich with
six-wheeled tender weighed 119 tons. The train was travelling at considerable
speed and 'injuries were suffered by thirteen passengers and all four enginemen,
whilst the passenger guard complained of shock. Major Hall finds the driver
of the light engine had stopped clear of the paints leading to. the goads
line over which the signalman intended he should have passed. He does not
blame the enginemen for this, but the signalman who. should have satisfied
himself that the main line was clear before accepting the passenger train.
The enginemen, however, should have carried out the instructions with regard
to. the fireman proceeding immediately to the signal box to. remind the signalman
af the engine's position. He also makes certain recommendations as to the
signalling arrangements at this past.
Reviews. 66
The chronicles of Boulton's Siding. Alfred Rosling
Bennett, London: Locomotive Publishing Co., Ltd.
Readers of these pages will have no need to be reminded of the series
of articles with the above title contributed by Mr. Bennett between 1920
and 1925, and the interest which they aroused together with the amount of
additional matter which subsequently came to light has induced him to republish
them in book form, incorporating therewith all the further data which is
now available. The book may be regarded as supplementary to the usually
recognised text books an the locomot ive, dealing as it does, not with typical
standard designs, but with a heterogeneaus collection of locomotives of endless
variety, of the majorrty of which no. duplicates were ever built. It does
more, however, than merely record a number of unique, and in same cases freakish,
specimens of the locomotive engine, as, combined with the author's voluminous
nates, it sets forth the life work of one who. made the locomotive a hobby,
as well as a business, and showed a good deal of originality in the designs
he produced. Mr. Boultan was a man of resource, and it is fortunate that
his history and that of the works which he controlled, should be put on record,
as, whilst adapting his products to. the needs of his clients, he was enabled
to carry aut many interesting departures in locomotive construction and design.
Whilst the whale story, embellished.with a number of anecdotes written in
Mr. Bennett's well-known attractive style, is of outstanding interest to.
the student of locomotive history, two sections of the work claim special
attention. The first deals with the part played by I.W. Boulton in the
development of the water tube bailer, and althaugh this particular feature
has never established itself in favour with locomotive engineers, the value
of a full account of what was, perhaps, the mast extensive series of experiments
made with this type of boiler is obvious. The second gives, we believe for
the first time, a complete record of the experiments made in using hat bricks
in a locomotive firebox far generating steam without the emission of smoke,
a condition considered paramount for the equipment of locomotive pawer an
the Metropolitan Ry. prior to. its opening, and which led to the many mysterious
rumours regarding Fowler's Ghost, as it was called, which are now definitely
set at rest. In Chapter IV. Bennett regrets that there is no certainty as
to when Trent, a 0-4-2 tender engine of Sharp's build, purchased by
Boulton from the L. & N.W.R. and originally belonging to. the Manchester
and Birmingham Ry., was built. There can, however, be no. reasonable doubt
that all the four engines of this class possessed by the M. & B. Ry.
first saw the light in 1842. The work is illustrated by no less than ninety
blocks, many of which have been specially drawn far it, and form by no means
its least valuable feature ..
Les rampes de chemins de fer et les lignes de
montagne, L. Wiener. Brussels: Imprimerie F. van Buggenhoudt,
S. . Lcndon: Locomotive Publish- ing Co., Ltd.
As a fitting supplement to his work an Articulated Locomotives, of
which a notice appeared in our last issue, in this book the author deals
with the problems the civil engineer has to. face in laying aut mountain
railways. The fixing of the gradients, the course of the line and the gauge
have to. be studied in relation to. the capacity for efficiently meeting
traffic re- quirements. Then again, existing lines often have to. be modified
or modernised to. meet altered conditions. Data far calculating pawer of
the locomotives required, with due allowances far the fuel used, influence
of curves, climate, etc., are valuable far reference purpases. The writer
then gives leading particulars, methods of working, etc., of mountain lines
all aver the world.
These include the various lines crossing the Alps, Rockies, Alleghanies and
Cordilleras, as well as the railways an the frontier of India and in Burma.
Plans of the curves of the Gothard, Loetschberg, and other Cantinental lines
are given. A big section is then devoted to rack railways of various types,
while the concluding chapter describes various forms of aerial
ropeways.
Instruction book — M.L.S. locomotive superheaters. London
: The Superheater Company, Ltd. Third Edition.
Based an experience gained fram the maintenance and operation of M.L.S.
smoke tube superheaters fitted to. locomotives of all types and operating
an practically every railway, the instructions given in this handbook provide
practical information as to the mast efficient manner of installing, operating
and maintaining the superheater apparatus. At the end of the booklet is a
section devoted to. Questians and Answers regarding superheated
locomotives.
The Locomotive of to-day (Eighth edition). London : The Locomotive
Publishing Co., Ltd.
That the above meets the want of a popular and practical text-book
an the mad ern locomotive, written in a style appreciated by students, engineers
and locomotive men generally, is confirmed by its extraordinary success and
universal sale. In this, the eighth edition, the publishers have entirely
revised the book and have had the contents largely re-written. In details
of practice which have undergone radical change during the quarter-century,
the Locomotive of To-day has held its awn, the latest and mast up-to-date
procedure has replaced the obsolete. Where boilers were built up of a number
of plates, one often now provides the boiler shell, whilst another forms
the wrapper plate. The latest and mast approved methods of securing tubes,
including electric welding, are dealt with. Superheating and its general
adoption on modern locomotives has not been overlooked, whilst piston valves
and the latest cylinder arrangements are described and illustrated.
Feed-heaters and appliances, live steam and exhaust in- jectors, mechanical
lubricators, etc., are all to be found fully represented in the volume. A
novel feature of the book is the inter-leaving of blank pages for readers
to utilise for any sketches they may desire to record of details or arrangements
varying from those actually illustrated, as it is manifestly impossible to
include in any treatise the thousand and one variations from the orthodox
which are found in practice.
Les voies de transport entre Bayreuth et Damas, G. Jolivet et H.
Favrel. Paris: Revue Universe lie des Transports,. London: The Locomotive
Publishing Co., Ltd.
This booklet gives a detailed description of the Syrian railway (metre
gauge) between the port of Beyreuth and Damascus, and its traffic and
locomotives. Considerable difficulties were encountered in locating the route,
as two mountain ranges, parallel to the coast, had to be traversed. The summit
levels are 1,470 and 1,400 metres above the sea, with very steep approaches
necessitating the adoption of the Abt system of combined rack and adhesion
on these sections. Illustrations and drawings with full particulars of the
three classes of rack and adhesion locomotives are given. These represent
succes- sive stages of development, beginning with the 1896-1903 series of
the 0-6-2 type, 1905-6 series of 0-8-2 type and the 1924-26 design of superheater
0-10-0. The new engines take nearly double the loads of the original ones.
Oerlikon Bulletins
Nos. 61/62 Regenerative braking adopted on Oerlikon D.C. locomotives
supplied for the Paris, Lyons and Mediterranean Ry. Details are given of
the equipment in question together with diagrams of connections and braking
curves. The same issue further includes an account of tests carried out on
a stack of cooling tubes for oil-immersed transformers, for the purpose of
determining the heat radiation.
Bulletins Nos. 63/64 mainly devoted to the description of the Lake of III
and Tourtemgane hydro-electric power development in Switzerland. This
installation comprises a lower power station having a capacity of 20,000
h.p. and operating under a head of 2,381 ft. and a higher generating station
with a capacity of 11,200 h.p. and a head of 2,933 ft. ; there is further
a pumping station for water storage. Details are also given in this issue
of various equipments and instal- lations.
Bulletin No. 65 deals with the electric locomotives of the Bernese Oberland
Ry. These locomotives are designed for operating off a 1,500 volt D.e. supply
and arranged for rack and adhesion operation. This number also includes short
notices on the new electric locomotives for India and Spain, emergency devices
for tramcars, automatic switchgear for battery charging, portable compressors
and vacuum pumps.
Brarnco (1920) Ltd., St. Nicholas St., Coventry,
Two ileaflets various types of " Mercury" motor shunting tractors.
These little machines do the light work, usually performed by a yard steam
locomotive, at about half the cost, and in railway shops have been found
more economical than electric trucks or other methods of shifting material
during progress through the works. These tractors are to work on road or
rail, are small, compact, easily handled and powerful; they can be run for
an eight-hour day on a couple of gallons of petrol and a quart of oil. They
will turn in a radius of 6 ft., and work practically anywhere where a hand
truck will go. The TO. 5 model is made to work on any gauge rails from 2
ft. to 4 ft. 8t in. It will work in either direction and push or pull up
to 25 tons. The power is provided by a ~2 h.p. four-cylinder engine, and
is geared to two speeds, the top being 8 m.p.h.
Electric locomotives for the Spanish Northern Ry.
Oerlikon Company had received order for 22 electric locomotives for
heavy duty for the Spanish Northern Ry., this contract being secured in the
face of keen competition. When coming to their decision, the Spanish committee
of experts had before them the very satisfactory results obtained with the
Oerlikon freight locomotive in use in France on the electrified lines of
the Paris- Orleans Ry. The latter Company ordered 80 Oerlikon loco- motives
a few years ago, a large number of which have now been in service for a
considerable time, not only for hauling goods trains but also for dealing
with passenger traffic. The Spanish I orthern Railway Company (Compania de
los Caminos de Hierro del orte de Espana) operates a large system in the
north of Spain, which extends from Madrid on one side to the east coast on
the other side. This company has now started to electrify the lines radiating
from Barcelona; the first sections to be taken in hand are the Barcelona-
Manresa line in the direction of Lerida-Saragossa, and the line to San Juan
de las Abadesa in the Pyrenees, from which the Trans-Pyrenees railway to
Aix-les Thermes in France branches off at Ripoll, a total distance of 170
kilometres. The locomotives ordered are intended for hauling goods trains
and for dealing with ordinary passenger traffic as well as express service.
The trailing load will be 1,200 tons, and the maximum speed 56 m.p.h. In
order to cope with these duties, the locomotives are to be built for an output
of 2,040 H.P. at about 20·5 m.p.h. This corresponds to a tractive effort
of 16·7 tons (one-hour rating) and 12·3 tons (continuous rating).
The locomotives will be designed for regenerative braking for use during
down-grade operation.
The locomotives are carried by two six-wheel bogies coupled together, the
diameter of the driving wheels being 4 ft. 3i\rin. (1,300 mm.). Each axle
is driven by one motor, through reduction gear, with a ratio of 1 to 4·93,
disposed on one side. The motor is arranged for "tram" suspen- sion. The
weight of each locomotive is 90 tons, corresponding to the permissible axle
load of 15 tons.
In connection with this electrification scheme the Metropolitan Vickers
Electrical Co. Ltd., Manchester and Sheffield, have also obtained an important
contract for 104 motors of 230 brake horse power each, for the Northern Ry.
of Spain. The motors will be constructed at the Attercliffe Common Works,
Sheffield. The equipment is for twenty-six train units, each consisting of
one motor coach and one trailer coach, providing seating accommodation for
200 people. Each motor coach will be fitted with four 230 b.h.p. motors operated
by direct current at 1,500 volts by overhead trolley line.
The Westlnghouse Brake and Sax By Signal Co., Ltd.,
Metropolitan- Vickers Electrical Co., Ltd., ordered 232 motor-driven
air compressors, type DH-25, and 232 air-pressure governors, type ES-16,
for motor coaches of the Southern Ry. These were in addition to 251 compressors
and governors of the same types previously supplied for the Southern
Ry.
International Combustion Ltd.
Illustrated booklet from of Africa House, Kingsway, London, described
the Lopulco Pulverised Fuel System of boiler firing. First applied to it
steam locomotive in 1912 and to an electnc power station in 1915, the burning
of coal in pulverised form ior boiler firing is now in successful operation
in' some of the largest electrical and industrial power houses in the world.
Briefly, the Lopulco system comprises a number of devices to carry out the
following operations. The raw fuel is dried by a vertical steam drier and
then ground to the required fineness by a roller mill. The particles of
pulverised coal are removed by a system of air separation, and then stored
in a bunker, thence they pass to a system of feeders at the bottom of the
bunker. At the feeders the coal is mixed with air and the mixture passed
through pipes to the burners; the burners are vertical and are supported
by the arch of the combustion chamber. The flames, projected downwards into
the combustion chamber, are met by cross currents of air introduced through
ducts in the combustion chamber walls, the air forming 'a cooling medium
for the walls. The flames are projected with such velocity and direction
that the hottest zone is a little below the centre of the combustion chamber,
and they are of such length that the rising gases have ample time to complete
combustion before reaching the boiler tubes. Combustion is completed within
about two seconds from the feeding of the fuel to the furnace, so that regulation
is as easy as with a gas fired plant.
British Air Brake Co. Ltd.
Business and interests merged with. those of the Consolidated Brake
& Engineering Co. Ltd., at Caxton House, Westminster, in which name the
joint business will in future be conducted. Both' companies have specialised
for many years past in the production of standard brake materials in their
respective spheres, and as the result of this association and the amalgamation
of the technical staffs of the two organisations the Consolidated Co. is
now in a position to undertake the design and manu fac.ture of power braking
apparatus, and fittings of every description, for either vacuum or air systems,
for al! classes of rolling stock, whether steam or electrically operated,
as well as for tramways, omnibuses and al! other types of mechanically propelled
road vehicles.
South African Rys., Cape Town Suburban Electrificatlon.
The Westinghouse Brake & Saxby Signal Co.'s tender had been accepted
for the all-electric power working of points, and electrical operation of
day colour light signals with alternating current track circuits at Cape
Town; and automatic and semi-automatic day colour light signals with A.C.
track circuits equipped with resonated impedance bonds, between Cape Town
and Wynberg.
Great Indian Peninsula Ry.-
The tender. of Messrs. Saxby & Farmer (India) Ltd., of Calcutta,
has been accepted for Westinghouse electro-pneumatic power interlocking at
Victoria terminus, Bombay, with day colour light signals, electro- pneumatic
points, and A.C. track circuits equipped with resonated impedance
bonds.
No. 415 (15 March 1927)
4-6-0 locomotives, Ceylon Government Rys. 69-70. illustration, diagram
(side & front/rear elevations)
Light locomotive with 4ft coupled wheels buit by Nasmyth Wilson &
Co. Ltd
Three-cylinder compound locomotive, London, Midland and Scottish
Railway. 72 + plate f.p. 72. diagram. (side elevation)
PLATE MISSING. See also paragraph
page 127
Electric passenger rail car and shunting locomotive. 77-8. 2
illustrations
Electromobiles Ltd of Otley supplied a battery poweered railcar to
the War Office to convey personnel at the artillery ranges onn
Shoeburyness. A battery powered shunting locomotive capable of hauling 300
tons was illustrated.
The Alexandra Newport & South Wales Docks and Railway
and its locomotives. -80
Continued page 120
Amac, pseud. The "Director" class, L. & N.E.R. in Soctland.
82.
The difficulties experienced by Scottish drivers with a strange design
of cab, especially with the right-hand drive.
The locomotive history of the Great Indian Peninsula Ry. 83-5. 4 illustrations
Obituary. 86
John Metcalfe died at Redcar on 18 February 1927; aged 87. Born in
Middlesbrough. Worked as a fireman on the Stockton & Darlington Railway
from age 14. Drove the now preserved Derwent and worked on footplate
for over fifty years.
Ferdinand Achard. The first British locomotives of the
St. Etienne-Lyon Railway. 88-92. 2 diagrams
Reprinted in full from
Transactions of the Newcomen
Society.
Notes on the manufacture of the Standard British Buffer. 92-3.
6 diagrams
Black-finished forging manufactured from mild steel. The type of furnace,
hammers, forging and plating and machining of the spindle and buffer head
are all specified.
[Edinburgh Pullman]. 93
Since the middle of February the Up and Down Edinburgh Pullman has
been worked between London and Harrogate has been worked by Director class
No. 5511 Marne stationed at Leeds' The train ran via Church Fenton
and Knottingley. London men work the train with an Atlantic on alternate
days.
Technical essays. IX—On the future policy of the mechanical department. 94-6..
Manufacture, heat treatment, and testing of locomotive axles. 97-8.
Locomotive with cylinders and frame in one steel casting. 100. 2
illustrations.
0-8-0 for St. Louis Terminal Railway with castings supplied by
Commonwealth Steel Co.
L.B. & S.C. R. locomotive "Gladstone". 100.
Restoration nearing completion.
High power electric locomotive. 100.
William P. Durtnall paper to Junior Institution of Engineers (North
East Coast branch) on design of 2200 horse power high speed locomotive.
Correspondence. 101
[Sussex's valve gear] William E.
Briggs
Re M.M. Niven's remarks on Sussex's valve gear, and wish to
make it clear that I did not mean in my first letter that Sussex was
fitted with the well-known Joy radial valve gear, but with a gear invented
by that same eminent engineer.
I quite appreciate the employment of the term "Dodd's gear," but as the gear
employed on Sussex was always spoken of as Joy's in the shops at Brighton,
I employed the term in the same sense in my letter
Unfortunately my time at Brighton Works as a premium apprentice did not commence
until after Sussex had gone to her rest, otherwise I might have had
an intimate acquaintance with this most interesting engine, but I well remember
conversations I had with some of the men who had worked on the fluid pressure
gear, etc., particularly I recall a chat with the man—a very old
hand—who had the task of boring the tiny hole right through, or nearly
so, the crank axle, and he spoke of his fears lest the drill employed should
break off well inside the shaft, and the difficulty of extracting the broken
piece.
In the Railway Magazine for October, 1908, page 321, there appears
an illustration of a pair of single driving wheels fitted up complete on
crank with the Joy gear we are now considering, and although underneath the
picture there is a bracketed suggestion that the wheels belong to a "Midland"
engine, yet to anyone familiar with former "Brighton" practice, there is
no doubt that the illustration is that of Sussex's driving wheels.
Furthermore, the site would easily be recognised by anyone familiar with
the Brighton Works as they were at the time that Sussex was being
fitted up with the experimental gear.
Reverting to my request for a view of the front end of the old 2-2-2 tank
No. 14 of 1852, apparently none of my fellow readers have been able to help
in this matter with a drawing, may I now ask if any gentleman could kindly
give a description of the general practice of Craven at that period (the
early 1850s), as I have an idea that the early Cravens had flat smoke
box doors, two doors to each smoke box and meeting together and fastened
on vertical centre line of boiler. Also what shape were the smoke box sides
at the bottom, of those days? did they curve inwards and was the front plate
of smoke box spread out at the sides of bottom of smoke box, as was the practice
in later days. If any reader can help in these matters I shall be very thankful.
I was interested to read that the Southern are to build some 0-8-0 tanks,
I do not know for which section these are intended, but it is interesting
to call to mind that R.J. Billinton had two 0-8-0 tanks on order at the Brighton
Works towards the end of 1904. In most respects they would have been identical
with his last series of 4 ft. 6 in. radial tanks (now known as the E.6 class),
but with a coupled wheel in place of the trailing radial of the E.6 class,
but after the decease of Billinton in November, 1904, the order for the
eight-coupled arrangement was cancelled, and the engines left the works in
1905 as 0-6-2 tanks of the E.6 class. Before closing may I advise all interested
in the old Sussex to read also the Railway Magazine article
appearing in the December, 1908, issue, where extracts are given from the
diaries of the David Joy, and his own comments on
Sussex.See letter from F.W. Holliday on p.
336-7.
Expansion. M.M. Niven.
We have recently been informed that a new valve and gear is being
experimented with: the Caprotti poppet valves, operated by means of a gear-box.
The writer has seen diagrams of this gear cutting off at 3 per cent. of the
stroke, taken off an Italian State Ry. engine, and as our knowledge and
experience goes, we know that 15 per cent. is the minimum possible cut-off
with other gears hitherto. With superheating and other improvements, and
with the successful performance of the compound engines of the Midland Ry.
(now L.M.S.), a gear such as Lentz or Caprotti will no doubt become universal
in the future.
D.K. Clark was the first experimental worker
who seriously took up expansive working. He demonstrated that a portion of
the steam admitted to the cylinders at each stroke was condensed, and that
it was partly re-evaporated at the end of the expansion, and that by this
destroying process, the efforts at economy by cutting off early and expanding
were baffled, insomuch that it was impossible with economy to cut off earlier
than one third of the stroke."
Above words were quoted by A. Mallet
in 1877 before the Societe des Ingenieurs Civils. D.K. Clark read a paper
in 1852 before the Institution of Civil Engineers on this subject. Every
responsible engineer knows that the saturated steam locomotive was sluggish
and did not pull well when cutting-off behind the 25 per cent. grade, nor
did the beat tell that this was the case. The writer has a very sensitive
ear and can by it tell if an engine is being driven scientifically. The old
slide valve served its day well when steam was lower in pressure, but piston
valves are often unsatisfactory, and troublesome, due to carbonisation of
segments and rings, and we must look to such as the Caprotti or similarly
con- trolled valves, as by such the steam locomotive has a long and useful
career before it. What was impossible to D.K. Clark will become a fact to-day.
Reviews. 101
La locomotive: description raissonee de ses organes,
U. Lamalle and F. Legein. Brussels: Ramlot Freres et Soeur. London:
The Locomotive Publishing Co., Ltd.
The present volume represents the third edition of a most practical
treatise on the locomotive, more particularly as it exists on the Belgian
Rys., the joint authors being attached to the administration of the Societe
Nationale des Chemins de Fer Belges. It is not pretended to be a historical
work, and few pages are devoted to this, but a full description, accompanied
with clear drawings, is given to all the details of the modern
locomotive—its boiler, mechanism, framing and fittings. Although other
Continental and even British practice is at times mentioned, it is presumably
only in connection with adoption on the Belgian types, for, under Air Brakes,
we find no description of the Knorr apparatus, although vehicles fitted with
this brake must at times circulate over the Belgian lines. Under Distributeurs
(slide valves), etc., we would have expected to find more mention—and,
perhaps, illustrations—of poppet valves, such as the Caprotti, Lentz.,
etc., but they are simply mentioned as being under trial, no comment being
made. Similarly, the volume is silent on many of the more recent developments
of superheating, high-pressure boilers, etc. They are probably reserved for
future editions to be published, when such devices have found more general
adoption on the locomotives of the Belgian Rys. The book is another interesting
addition to practical treatises on modern locomotive engineering, and will,
we feel sure, find many readers this side of the Channel.
[English Electric Journal]. 102
Special Traction Number of the English Electric Journal contains
profusely illustrated articles on the electric traction works of the English
Electric Company; electrification of the lines of the Port of Montreal; electric
traction equipments in Japan; "under-car" control equipments for 1,500-volt
motor coaches, etc.
Holiday Haunts. Published by the Superintendent of the Line,
Great Western Ry., Paddington Station. 102
The 1927 edition of this G.W.R. publication celebrates its twenty-first
birthday. To mark the occasion it has been again enlarged, and contains a
mass of information for the tourist, holiday-maker, and for the general public.
When the first edition appeared in May, 1906, it comprised 334 pages, the
present issue contains 1,000 pages with over 400 selected illustrations of
places of beauty and interest on the "Holiday Line." A special staff attached
to the Publicity Department at Paddington has been engaged since May last
in collecting pictures and information to be used, and incidentally it may
be mentioned that no less than 219 tons of paper were required for the 175,000
copies printed. To ensure publication of the guide on 1 March, the procedure
at the printing works is arranged to a pre-arranged time schedule. The guide
circulates not only all over Great Britain and Ireland, but copies are placed
on all ocean liners, and sent to all the principal clubs throughout the British
Dominions.
L. & N.E.R. signalling experiments. 102
E.F. Fleet, of York, signal engineer of the North-Eastern area of
the L. & N.E.R., and recently elected President of the Institute of Railway
Signal Engineers, has been responsible. for two experiments in safer signalling
practice on the L. & N.E.R. One of these is a system of intermittent
or transient track circuit which has been installed at Castleford, in place
of token instruments on a section of single line. The continuous current
track circuit is dispensed with, but before a train can be signalled in either
direction the transient impulse current must have swept the track from both
ends, first by the signalman offering the train, and then by the signalman
accepting the train.
The other development is the introduction of the three-colour daylight system
of signalling between Croft and Darlington on the main line. This installation
will result in closing down three signal boxes, thus effecting economy in
working. It is proposed to adopt approach lighting. In the normal position,
no light is exhibited, but when a train approaches within 1,200 or 1,800
yards, the colour light signal will be illuminated by the track circuit control,
and the red, yellow or green light will show the length of clear headway
in advance of the train. When the train has passed it maintains a red light
showing in the signal until it has covered 1,600 to 2,000 yards ahead.
Battery locomotives for power stations and works. 102
The D.P Battery Co. Ltd., of Bakewell, Derbyshire, and 11 Victoria
Street, Westminster, have issued a well- produced booklet dealing with the
services given by Battery locomotives at the super power station of the
Electricity Department of the Glasgow Corporation in handling the coal supplies,
and the removal of ashes. A photo reproduction shows this locomotive handling
a load of 150 tons. During eighteen months the tonnage hauled totalled 758,730,
with a total battery discharge of 37,798 units. This locomotive is fitted
with a Kathanode battery of 108 cells, capacity 384 ampere hours at the 5-hour
rate of discharge. The battery has been in constant use for three years,
and still gives full capacity. It is seldom necessary to charge it more than
once in 24 hours.
The other locomotive illustrated is of the combined trolley and battery type
at the Peterborough works of Baker, Perkins, Ltd. This locomotive is operated
both in the works and outside, the length of track being over two miles.
Only a short section is equipped with overhead line, and when in that area
the trolley is brought into use. A special feature of the equipment is the
arrangement by which the battery can be charged whilst shunting is in progress.
Apart from propelling the locomotive, the battery is used for various auxiliary
purposes, such as lighting, driving electric cranes and motors. The maintenance
costs of the Kathanode batteries have been found to be extremely low, and
after four years' service are still in excellent working order.
The Superheater Company. 102
17, East 42nd Street, New York City,: Spanish edition of their instruction
book, covering the installation, operation, maintenance, and repairs of their
locomotive superheaters. It is a translation of the American edition and
has been prepared for distribution in Spanish speaking countries. The
instructions given apply generally to the Elesco type of superheater,
irrespective of whether made by the American Co., or by its associations
in England, France or Germany. Copies jwill be sent wherever they can be
used advantageously.
Hadfields Ltd., Hecla Works, Sheffield, 102
Leaflets illustrating examples of railway trackwork constructed of
Hadfield's patent manganese steel rolled rails. In addition to the British
railways using Hadfields patent Era manganese steel for their permanent way,
it is also used on many railways in other countries, including Belgium, Holland,
Spain, Japan, South America, South Africa, Australia and Canada. By reason
of its extreme hardness and toughness, this material has successfully met
the demand for track work that is subject to the severe wear and tear of
modern traffic. The hundreds of crossings in Era steel on the London Tube
Rys. show scarcely any signs of wear, although many have had more than 200
million tons of traffic over them. Another circular describes Hadfields Hadura
steel shear blades for cutting hot blooms, bars, billets, etc.
Westinghouse Brake & Saxby Signal Co., Ltd., 102
Order from Metropolitan Vickers Electrical Co., Ltd., for eighty-two
electrically driven air compressors, type C.M.38, for the supply of compressed
air to the brake equipments on electric locomotives of the Great Indian Peninsula
Ry. Saxby & Farmer (India) Ltd., of Calcutta, who are associated with
The Westinghouse Brake & Saxby Signal Co., Ltd., of London and Chippenham,
have been given the con- tract for the supply of Westinghouse semi-automatic
daylight signals, and A.C. track circuiting over approximately three miles
of double track, between Churchgate and Grant Road, on the Bombay, Baroda
& Central India Ry., the control apparatus for these signals being located
in four cabins
New railway bridge at Nottingham. 102
The bridge at Trent Lane, on the L. & N.E. Ry. line from Nottingham
to Grantham, is to be replaced by a new structure. A start has been made
with the erection of the iron and wood staging which is to carry temporarily
the new bridge, in preparation for placing it in position. The staging will
be alongside the present bridge, and the exchange will be effected in one
day, the old bridge being removed in sections, and the new bridge being rolled
in its entirety on the existing stone abutments. These rise to a height of
about fifteen feet above the L.M. & S. line from Nottingham to Newark,
and the roadway. The task will not be an easy one, for the new bridge, which
is designed to take the heaviest locomotives likely to be run in the future,
will weigh 580 tons. It is being constructed in three spans by John Butler
& Co. Ltd., Stanningley, Leeds, who have erected the centre span in their
works, and this will shortly be dispatched to Nottingham. Special wagons
will be required to take the main steel girders, which are 114 ft. in length
and about 9 ft 6 in. in depth, and weigh 45 tons each. They are about the
longest continuous girders that the firm have made. The bridge, which has
a total length of approximately 200 feet, is to carry a double track.
No. 416 (14 April 1927)
Plymouth, Birkenhead and the North Express Great Western Ry. 103 + plate
(missing)
Photograph by B. Whicher of 10.30 ex-Plymouth Millbay leaving Teignmouth
at 11.44: train formed of very mixed rolling stock behind Saint class 4-6-0
No. 2977 Robertson
Locomotives for working boat specials, Port of London Authority. 103-4.
2 illustrations
Outside cylinder 0-6-0T Nos. 69 and 70 built by R. & W. Hawthorn,
Leslie & Co. in 1922 and working at Tilbury Dock. Fitted with both
air and vacuum brakes; flangeless centre coupled wheels. Livery dark
blue
London, Midland & Scottish Ry. (L. & N.W. Section). 104
Nos. 13041-4 were latest 2-6-0 mixed traffic engines ex-Crewe to be
put into service on this section. Two additional class 4 0-6-0s had also
been delivered and put into traffic: No. 4347 ex Kerr Stuart & Co., and
No. 4361 ex A. Barclay & Sons. It is understood that a further twenty
of the same type were to be built at Crewe.
Class B compound, No. 826, and class D simple, No. 1815, had been converted
to class G1 (superheater) and renumbered 8905 and 9044 respectively. The
former engine had also been provided with a standard Belpaire boiler. No.
2352, a 0-6-2 side tank coal engine (now No. 7835), had been adapted for
working motor trains.
The 4-4-0 Webb compound, No. 1944 Victoria and Albert had been withdrawn
for scrapping, thus leaving only one other of the type in service, viz.,
No. 1974 Howe which latter was fitted experimentally with a superheater.
Other withdrawals of note were: 6 ft. 6 in. straight link class No. 1678
Airey and 4 ft. 6 in. passenger tanks, Nos s. 820 and 1358.
Compound express locomotive German Railways (Baden). 104-6. illustration,
diagram (side elevation)
Four-cylinder compound 4-6-2 series IVb built by Maffei
Rebuilt locomotive: Norwegian State Railways. 107-8. 2
illustrations, 2 diagrams (side elevations)
0-10-0 of Ofoten Railway rebuilt as 2-10-0
Narrow gauge tender locomotive, Central Provinces Ry., India. 108-9.
illustration, diagram (side & front elevations)
2ft 6in gauge 2-8-2 built Nasmyth Wilson & Co. uundeer supervision
of Rendel Palmer & Tritton
The Leipzig Fair: machine tool exhibits, 109.
Continuous brakes on Continental goods trains. 109.
Trials in Italy of air brakes to be inter-workable with Westinghouse
brakes used in France and Germany.
The Panama Railway. 110-12. 5 illustrations,
map
Colonel M.L. Walker was President of the Panama Railway in 1927, C.L.
McIlvaine was Executive Secretary of the Panama Canal Zone. The locomotives
were mainly supplied by Baldwin
"No. 1," Great Northern Railway retires.
112
Famous No. 1 of the former Great Northern Ry., the one remaining survivor
of the fifty-three single driving wheel locomotives built between 1870 and
1895 by Patrick Stirling, who took charge at Doncaster in 1866, made its
last journey under its own steam from Doncaster to the London and North Eastern
Ry. Museum at York on 23 March. No. 1 G.N.R. was built at Doncaster in 1870
and possesses driving wheels 8 ft. 2 in. in dia., with cylinders 18 in. dia.
by 28 in. stroke. The weight of the engine as built was 38 tons 9 cwt., but
from about 1884 a general strengthening of the detail parts increased the
weight to 45 tons 3 cwt., and the engine and tender 85 tons 8 cwt. in working
order. The weight on the driving wheels was 15 tons originally, and 17 tons
later; tractive power, 12,589 lb.; tender capacity, water 3,500 gallons,
and coal 5 tons. These celebrated locomotives were, perhaps, the most widely
pictured and modelled engine types during the thirty years between 1870-1900,
the great simplicity of the design being the most noticeable feature, and
certainly they were excellent examples of the craftsmanship of the British
railway mechanical engineer. They also proved capable of hauling considerable
loads at high speeds, and during the races to Scotland in 1888 and 1895 they
showed their worth by travelling for considerable distances at more than
a mile a minute. On one occasion during this period the 105½ miles between
London and Grantham was covered in 101 minutes by a Stirling locomotive hauling
a train weighing 100 tons. Locomotive students throughout the world will
wish No. 1 Stirling a well-earned rest at York, leaving the Gresley Pacifics
to maintain the East Coast services now that the train loads are anything
between 400 and 570 tons.
London & North Eastern Ry. 112
There were still two 2-4-0 tender engines on the Great Northern section
of this system: Nos. 3814 and 4070, and one 0-4-4 tank, No. 3766. All the
remainder of these once numerous Stirling engines have gone. Doncaster Works
is now completing a series of 0-6-0 tanks of the J50 class. Some of the earlier
series have been sent to Eastfield (Glasgow), and others to Ardsley
(Leeds).
Delaware & Hudson Rv., U.S.A.
The new 2-4-0 (sic) 2-8-0 freight locomotive John B. J ervis
had a water tube boiler with a working pressure of 400 psi. It was named
after the designer of the famous De Witt Clinton built for the Mohawk
& Hudson Ry. in 1831. The old engine weighed five tons, the new one 273
tons, or an increase of 5,360 per cent (sic).
Ahrons, E.L.. Early Great Western standard gauge
locomotives. 113-15. 4 illustrations.
2-2-2 Sir Alexander class including rebuildings; including No. 1122
Beaconsfield. Also 0-6-0ST No. 1227
Household, H.W.G. Some notes on the Eskdale Railway. 115-117. 4
illustrations.
Mainly on handling stone traffic: most of the illustrations relate
to this.
The Institution of Locomotive
Engineers. 117; 119
Paper read at meeting on 31 March by A. Morton Bell, on "tare and
load compared on modern locomotives and rolling stock." As a preface to his
remarks the author showed a diagram giving a comparison between the dead-weight
and train-load of coal trains in this country, in 1826 and 1926; this was
supplemented by a third and fourth showing what could be done and might be
in the future. In offering the last, the author wished it to be understood
he was only suggesting a direction in which, in his opinion, some improvement
might be sought in furthering the more economic development of our railways.
Recent figures concerning the operation of the trunk lines of this
country-leaving out the special effects of the never-to-be-repeated general
strike—are anything but reassuring to either Directors, Managers or
Shareholders. The cost of operation is now somewhere in the neighbourhood
of 80 per cent. of the receipts, and from statements made by responsible
authorities, there does not appear much chance of reduction; two of the chief
items—coal and wages—are more likely to increase.
Locomotion's train, including engine ana tender, weighed 60¼
tons and carried 80 tons of coal, a proportion of 1 : 1.2. The train of 1926
weighs 750 tons and carries 960 tons, again almost the same proportion of
tare to load.. A coal train for the normal gauge brought up to the efficient
standard of those running in India, gives a tare of 534 tons with 968 tons
of coal; a ratio of 1:1.8.
The gauge of track and the limits of loading dimensions affect the tare of
rolling stock very much, the wider gauges dictate additional weight which
discounts paying loads unless large loading limits are permitted. To fully
utilise the carrying power of a sufficiently strong 5 ft. 6 in. track, the
author pointed out, the rolling stock should be some 16 ft. 6 in. wide, probably
requiring a row of columns down the centre to support the roofs, with axles
resembling, in outline, l00-ton guns.
The utilisation of the bulk of the dead-weight of locomotives on the drivers
is now evidently receiving attention by designers. The employment of boosters
to provide sufficient tractive effort to overcome the starting effort of
heavy trains was noted as also the increasing popularity of articulated combined
" tender-tank-engines," as the Garratt, Kitson-Meyer and other forms. The
dead-weight of steam locomotives could doubtless be reduced by employing
water tube boilers working at much higher pressures, but there was the condenser
difficulty. Modified details had been tried in the shape of hollow axles,
domeless boilersv ' and direct stayed . fireboxes, all tending to reduce
tare.
Considering carriage stock, the author said that undoubtedly this country
held high place in the proportionate weight of vehicles, although the newer
examples compared unfavourably with some of the older ones. A carriage of
1847 for the old E.C. Ry., was shown wherein 110 passengers were comfortably
seated, which only weighed 18 tons or, say, 370 lb. per seat. To-day a main
line steel car for a British railway weighed 27 tons and seated only 56
passengers, or, say, 1,080 lb. per seat, lavatories must however be allowed
for. The author then compared the weights of some road vehicles, pointing
out the desirability of railway rolling stock designers carefully noting
their rivals attempts at reducing tare.
Mr. Stroudley's very light passenger trains for the old L.B. & S.C. Ry.
were quoted and some of the articulated trains of the L. & N.E. Ry. shown
as examples of practice in the right direction. For light passenger services
steam motor coaches were to be recommended and there was no doubt these vehicles
were a promising asset for railways in the keen competition with the road.
Mr. Bell sugges- ted still further reductions in dead-weight if similarity
to road vehicles was more closely established. He pictured the possibility
of running a train of railway charabancs, each with its motive power controlled
electrically by one driver in front, it would not work out at much more than
200-250 lb. per seat. It looked very much as if the road motor engineers
were leading in this detail of transport problems. Coming to the goods stock
the author thought the railways might do much by instituting an " economy
in tare campaign," he quoted the total tonnage of the British railways and
compared their haulage of dead-weight in the form of wagons which were on
the heavy side and necessitating using heavily weighted brake-vans for control
of the trains. He considered a reduction of some thousands of ton-miles possible
if only more efficient wagons were employed with continuous brakes. Here
again the wonderful control now provided for on all road vehicles was a lesson
railway men might study.
The President of the Institution, Sir Seymour Tritton, was in the chair and
remarked on the value of Mr. Bell's paper to the Institution. He felt there
was much to be said in favour of reducing the tare weight of railway vehicles,
the wheels and axles were primarily the cause of much of the unsatisfactory
comparison between tare and hid, he thought designers would do well to keep
the desirability of low tare constantly before them.
Mr. A. C. Carr, voiced his advocacy of smaller wheels as contributing to
a reduced tare, he also quoted some excellent examples of coal wagons he
had been instrumental in getting adopted by the Bengal Nagpur Ry., wherein
a very high load carrying efficiency had been obtained.
Mr. Beaumont, of the Sentinel-Cammell Co., also remarked on the great
desirability of British railways making efforts to reduce tare-weight which
he contended had become far too much and meant a heavy recurring expense
in haulage. He attributed the success of the steam motor coach to its very
light weight. Mr. H. Holcroft (Southern Ry.) pointed out some of the difficulties
which might be incurred by the railways if they followed the road motor practice
although he thought that for electric services the tare might be reduced.
Major Williams (Crown Agents for the Colonies) remarked on the comparisons
made in the paper and considered it would be an advantage if railways took
more notice of the great dead-weight they often hauled unnecessarily.
Royal Train for the Duke & Duchess of York, New Zealand
Government Railways. 119; 118. 4 illustrations.
For Royal Tour in the North Island of New Zealand at the end of February
1927, the chief mechanical engineer of the. railway department provided a
special train with luxurious appointments. The sleeping and saloon car for
the Duke and Duchess was built at the Petone shops, Wellington, and is a
fine specimen of good workmanship. The bedroom is a tastefully designed apartment
with twin beds in oxidised silver, resting on a beige carpet. At each end
of the bedroom are mirrored wardrobes and dressing tables harmonising with
the mahogany panelled walls. Between the bedroom and the lounge were two
apartments for the Earl and Countess of Cavan (theEarl is not mentioned in
any online material, but must have accompanied the Duke as an aide de camp
for which he was very suited) They have been provided with a bathroom which
is a replica of that for the Duke and Duchess on a slightly smaller scale.
The lounge is panelled in mahogany'; the Chesterfield and easy chairs are
fitted with loose covers in sand, and there is a deep green carpet with curtains
to match. Adjoining the saloon car, which has a curtained vestibule entrance,
is the Royal dining car. Only half the space was used as a dining room, the
remainder being fitted for carrying stores. This car has been converted from
one of the main line dining cars, and accommodates 15 persons at three tables.
The carpets and curtains are of a blue shade and the sides are in mahogany.
The chairs are of the Chippendale period, with blue upholstery, while the
furnishings include a sideboard with cellarettes. There were ten cars on
the train and two of the A.B. class 4-6-2 engines were required to keep time
over the heavy grades. Next to the engines was a baggage car and then a standard
sleeping car for the personal staff. Next were two day cars and then two"
de-luxe " sleepers, one of the compartments being fitted with a telephone
connection to the engine drivers for use by the officer in charge of the
train. The staff dining car and the Royal Dining Car were separated by the
kitchen car, the .last car being the Royal Saloon. The exterior of the train
was finished in red enamel, the Royal cars bearing the Duke's coat-of-arms.
. The photographs reproduced on the facing page, had been sent by W. W. Stewart
of Auckland. Royal Train on Parnell Bank near Auckland on way to Rotorura
with two locomotives; Royal sleping and saloon car at Auckland; Royal Train
at Auckland with two AB class Pacifics; four New Zealand Government Railways
officials: Ewart, Chief Clerk, CME's office; J.F. Mackley, Chief Locomotive
Engineer, North Island; F.C. Widdop, Chief Engineer and G.S. Lynde Chief
Mechanical Engineer
The Alexandra Newport & South Wales Docks and Railway
and its locomotives. 120-1. 3 illustrations
Continued from page 80. The earliest engines of
the Alexandra Dock Co. were purchased from the L. & N.W. Ry. and numbered
as follows:-
L.N.\\'. No. Date . at time of Makers. Date pur- disposal. Built.
chased.
ADR No. |
Name |
LNWR No. |
Maker |
Date built |
Date purchased |
1 |
Sir George Elliot |
1805 |
R. Stephenson & Co. |
1848 |
1875 |
2 |
Lord Tredegar |
1807 |
R. Stephenson & Co. |
1848 |
1875 |
3 |
J. R. Maclean |
1852 |
R. & W. Hawthorn |
1848 |
1876 |
4 |
Rhondda |
1850 |
R. & W. Hawthorn |
1849 |
1877 |
5 |
J. C. Parkinson |
1891 |
Worcester Eng. Co |
1868 |
1879 |
6 |
Lady Tredegar |
1837 |
Sharp Stewart & Co. |
1857 |
1880 |
7 |
Pontypridd |
1848 |
Sharp Bros. |
1848 |
1880 |
Of the above, all except No. 5 were originally tender engines which
had been converted at Crewe works to saddle tanks between 1865 and 1870.
The cylinders were 18 in. by 24 in., and the coupled wheels 5 ft. in diameter.
Nos. I, 2, 3, 4 and 6 were all practically similar in appearance, and Fig.
1, which shows No. 2 Lord Tredegar, suffices to illustrate this class
as fitted with the A.D. Company's standard chimney and cab of the period.
Nos. 1 and 2 were built by R. Stephenson & Co. (Nos. 624 and 625) in
1848 as Nos. 216 and 220 of the Southern Division of the L. & N.W. Ry..;
No. 216 was renumbered 816 in 1862, and 1156 in 1864. It was rebuilt as a
saddle tank in 1865, and finally renumbered 1805 in 1872. No. 220 became
No. 820 in 1862, and No. 1199 in 1864. It was reconstructed as a saddle tank
two years later, and carried the number 1807 from 1872.
No. 3, ordered for the Huddersfield and Manchester Ry., was delivered to
the North Eastern Division, L.&N.W. Ry., but transferred to the Southern
Division as No. 87. This engine was built by R. & W. Hawthorn (works
No. 558) in 1847. Its number was changed to 687 in 1862 and to 1215 in 1863.
It emerged from Crewe Works as a saddle tank in 1866, and finally became
No. 1852 in 1872.
No. 4 was also a Hawthorn engine (works No. 709), built in 1849. It was at
first No. 244 of the Southern Division, but became No. 844 in 1862; No. 1213
in 1863, and No. 1850 in 1872. It had been converted to a saddle tank in
1869.
No. 6, built by Sharp Bros. & Co.( No. 1011) in 1857, received the Southern
Division No. 276, and was rebuilt as a saddle tank in 1870. Its number was
changed to 1152 in 1871, and again to 1837 in 1874. This engine is recorded
as having been sold to the Ebbw Vale Steel & Iron Co., but it very soon
passed nto the hands of the Alexandra Dock Co.
These engines were displaced from 1898 onwards, but at least one was employed
at the docks for some years later to supply steam to an air-compressing plant.
Two were sold to the South Hetton Colliery Co., and as Nos. 8 and 9 are still
at work, the former having been rebuilt as a side tank engine. No. 9, formerly
No. 1, Sir George Elliot, of the Alexandra Dock Co., now carries the
name Sir George. It was rebuilt in 1911; the leading coupled wheel
centres being shortened 18 in., whilst a new saddle tank has been provided,
this being taken from an engine now broken up.
Engine No. 5 J.C. Parkinson, was a double- framed 0-6-0 side tank,
with a history of more than usual interest. Originally one of five engines
(Nos. 34 to 38) built by the Worcester Engine Co. in 1868 for working the
severely graded St. John's Wood section of the Metropolitan Ry. (varying
from 1 in 27 to 1 in 80), it was found in practice to be too large to do
the work economically. The five engines were therefore put aside for some
years; one being sold in 1873 to the Sirhowy Ry. (on which line it was numbered
9) and the remainder to the Taff Vale Ry. When the Sirhowy Ry. was absorbed
by the L. & N.W. Ry. in 1876, No. 9 was taken into the latter Company's
stock as No. 2241, but very soon became No. 1891. It was sold in 1879 to
the Alexandra Dock Co., who gave it the number 5, and the name, J.C.
Parkinson. The original dimensions were-cylinders 20 in. dia., by 24
in. stroke, inclined at 1 in 8½. The valves were on top of the cylinders,
and were actuated by rocking shafts and Allan's straight link motion. Diameter
of wheels, 4 ft.; boiler, 11 ft. long and 4 ft. 3 in. in diameter. Heating
surface, 1,132 ft2 Working pressure, 130 lb. Grate area, 22¼
sq. ft. Wheelbase, 14 ft. Weight, 45 tons.
Whilst in possession of the Alexandra Dock Co. this engine was rebuilt twice
and completed fifty-eight years of service with five different railways.
In 1900, it was renumbered 7, and again in 1905 as 26. Fig. 2 shows the
appearance of this engine after its first rebuilding in 1891, to the following
dimensions :-Cylinders, 18 in. by 24 in.; diameter of wheels, 4 ft.; boiler,
12 ft. long and 4 ft. 5 in. in dia.; heating surface of tubes, 975
ft2, and of firebox, 95 ft2 Total, 1,070 ft2
Working pressure,. 150 lb.; total weight, 46 tons 14 cwt. In 1921 the engine
was again rebuilt by Hawthorn, Leslie & Co. As built the firing space
on the footplate was rather small and in consequence the frames have been
lengthened at the trailing end to accommodate a pair of radial carrying wheels,
advantage of this being taken to increase the bunker capacity at the same
time, and a new boiler with pop safety valves was also provided. Fig. 3 shows
this, the oldest engine of the Alexandra Dock Co., at its amalgamation with
the Great Western Ry. by whom it was numbered 663. The latest dimensions
were:- Cylinders, 18 in. by 24 in. stroke; coupled wheels, 4 ft. dia.; radial
wheels 3 ft. dia. Bunker, 145 cubic ft. capacity flush with coping. New boiler
of the Belpaire type with steel inner firebox and provided with magnesia
lagging; minimum, internal diameter of boiler, 4 ft. 1£ in.; length
between tube-plates, 11 ft. 7 i in.; heating surface, 184 tubes of 1£
in. dia., 979 ft2; firebox, 95 ft2, total, 1,074
ft2 Grate area, 19.;3 ft2 Working pressure, 180 lb.
per sq. in. relieved by Ross pop safety valves. It was withdrawn from service
in 1926. Continued page xxx
Blake Boiler, Wagon and Engineering Co., Ltd., Darlington. 121
The business of the Blake Boiler, Wagon and Engineering Co., Ltd.,
Darlington, has recently been taken over by the Metropolitan Railway Carriage,
Wagon and Finance Co., Ltd., Birmingham. This follows upon the approval by
the share- holders of the Darlington firm of the terms offered by the
Metropolitan Company for the purchase of thelworks. The work at present in
hand will be completed in about a month, when it is understood the business
will be transferred to Birmingham. 'Fhe Metropolitan Carriage Company have
negotiations in hand respecting the utilisation of the works, at
Darlington.
Inness, R.H. (unattributed): Locomotive history
of the Stockton & Darlington Railway, 1825-1876. 122-4.
Continued from page 404, Vol. 32.
The Hackworth, No. 71, named after the first loco.
superintendent of the S. & D. Ry., Timothy Hackworth, was a six-wheeled
four-coupled inside cylinder passenger engine with outside bearings to all
wheels, built by Wm. & Alf. Kitching, of Hopetown Foundry, Darlington,
and delivered to the railway in March, 1851. The cylinders were .15 in. diameter
by 20 in. stroke with transverse centres of 2'ft. 5 in. The driving and trailing
wheels were 5 ft. 9 in. diameter and the leading wheels 3 ft. 6 in. The total
wheelbase was 13 ft. 1¼ in., divided thus, centre of leading axle to
centre of driving axle 6 ft. 2½ in., driving to trailing centres 6 ft.
10¾ in., The boiler barrel was about 9 ft. in length and had a dia.
of 4 ft., the firebox was 4 ft. 3 in. long by 4 ft. 1¾ in. wide, the
boiler carrying a working pressure of 120 psi. The tender ran upon six wheels
with a diameter of 3 ft. 6 in. on a wheelbase of 9 ft. 11 in., divided as
follows :-Leading to middle 5 ft. 0½ in., middle to trailing 4 ft. l0½
in. The capacity of the tender was 1,200 gallons of water and 3 tons of coal.
The engine weighed, in working order, about 26 tons whilst the tender weighed
about 16 tons, making the total weight of engine and tender 42 tons. The
Hackworth was considerably rebuilt in the early 1860s and provided
with new cylinders 17 in. dia. in place of the 15 in. ones originally fitted,
the wheelbase between the driving and trailing wheels was increased to 7
ft. The feed pumps were placed in a rather peculiar position, i.e., below
the frame in front of the trailing wheels and driven by an eccentric keyed
on the trailing axle between the face of the axlebox and wheel boss. Fig.
38 shows the Hackworth as rebuilt, and renumbered 1071, and in the
condition in which it ran until 1873, when withdrawn and scrapped.
As the mineral traffic on the old line continued to increase by leaps and
bounds, more powerful engines capable of dealing with increased loads were
in urgent demand and to meet this the loco. superintendent, Mr. Wm. Bouch,
designed a six-wheels coupled mineral engine with inside cylinders. The first
two of this type were No. 56 Shotley and No. 57 Towlaw, built
by Gilkes, Wilson & Co., of Teeside Engine Works, Middlesbrough, the
makers' Nos. were Nos. 30 and 31. The Shotley was delivered in January,
1852, and the Towlaw in March of the same year. The principal dimensions
of these two engines were :-cylinders, 17 in. diameter. by 18 in. stroke,
set at an inclination of 1 in 12, wheels 4 ft. diameter. upon a wheelbase
of 12 ft. 7½in., divided thus—leading to driving centres 6 ft.
7½in., driving to trailing centres 6 ft. 0¼ in. The boiler had
a diameter. of 4 ft. and a length of 13 ft., with the firebox over- hanging
the trailing axle, the steam pressure was 100 psi. The tenders were
of the six-wheeled type with wheels 3 ft. 6 in. diameter upon a wheelbase
of 10ft. equally divided. The weight of these engines was 28 tons, whilst
the tenders were 16 tons, making a total in working order of 44 tons. A powerful
screw brake with blocks acting on either side of the wheels was fitted to
the tender. These two engines proved themselves very capable in the handling
of the heavy mineral traffic of the period, so much so, that the design with
subsequent modifications, was the standard for mineral engines until the
advent of the 5-£t. wheeled engines. The Shotley and
Towlaw were renewed in 1866. Orders were given to Gilkes, Wilson and
Co. for further engines of similar design to the preceding two, the names,
numbers, dates of delivery, etc., are:-
Peel, No. 72 WN 33/1852
Aberdeen, No. 73 WN 34/1852
Emperor, No. 74 WN 39/1853
Baring, No. 75 WN 40/1853
Prince of Wales, No. 76 WN 46/1854
Alexander, No. 77 WN 47/1854
Victoria. No. 83 WN 54/1854
Albert No. 84 WN 55/1854
Hardinge , No. 85 WN 56/1854
Fig. 39 shows the Peel, No. 72, in original condition, it will be
noticed that the "plug" wheels, which for so many years had been a characteristic
of the mineral engines of the Stockton & Darlington Ry., had been abandoned
in favour of the welded wrought-iron type. The cylinder dimensions were 17
in. dia. by 18 in. stroke, wheels 4 ft. 2½in. diameter. The wheelbase
of the engines differed slightly; Nos. 72, 73 and 75 were—leading to
driving 6 ft., driving to trailing 5 ft. 3 in., a total of 11 ft. 3 in. No.
74 had a wheelbase of 12 ft. 7½ in. divided thus :-Leading to driving
6 ft. 7 t in., driving to trailing 6 ft. In the case of Nos. 76, 77,83,84
and 85 the wheelbase was 11 ft. 8 in., spaced thus—Leading to driving
6 ft. 5 in., driving to trailing 5 ft. 3 in. The boiler was 4 ft. diameter,
with a length of 13 ft. 6 in., built up of Lowmoor iron plates 3/8
in. thick, and was fitted with 158 2-in. diameter. Lowmoor iron tubes,
the boiler had a steam pressure of 100 psi. The tenders were similar to those
of Nos. 56 and 57, the weight of engine and tender in working order was 44
tons. The individual engines during the course of their existence underwent
various renumberings, alterations and rebuilding. Fig. 40 shows the
Peel as No. 1072, towards the latter end of her career after having
been rebuilt at Shildon in 1872, when she was fitted with a new boiler and
new cylinders 17 in. diameter by 24 in. stroke in place of the original 18-in.
stroke ones. In the illustration it will be noticed that the feed pumps had
been replaced by a pair of Friedmanri's No. 10 injectors fixed behind the
footsteps, also an extra safety valve of the Adams type on the boiler barrel;
this latter being fitted about the middle of the 1870s. The Aberdeen,
No. 73, was reboilered in 1867 and the cylinders altered to 24 in. stroke.
Fig. 41 shows the Aberdeen renumbered 2266, and as rebuilt in October,
1885, with a boiler and mountings of a design by a former North Eastern Ry.
locomotive superintendent, A. MacDonnell.
The remaining engines of this series had new cylinders fitted with 24 in.
stroke, with the exception of' the Albert," No. 84, in which case
the stroke was 20 in. No. 76, the Prince of Wales, is vlorthy of note
as being the first locomotive to be rebuilt at the then newly opened North
Road Engine Works, Darlington, in 1864. In Fig. 42 the Albert, as
No. 1708, is shown with a boiler and mountings fitted at Darlington in Feburary,
1891, during T.W. Worsdell's superintendence. The boiler dimensions were,
dia. 4 ft. 3 in., length of barrel 13 ft. 6 in., firebox casing 4 ft. 8¾
in. long by 4 ft. wide, 165 tubes 2 in. dia. The total heating surface was
1,278.5 ft2., made up thus: tubes 1,186
ft2., firebox 92·5
ft2, the grate area was 13.3
ft2, the working pressure of these boilers was
140 psin. The weights, fitted with the Worsdell type of boilers, were
considerably increased from the original, and at the last rebuilding the
distributed weights were: leading 8 tons 16 cwt., driving 11 tons 16 cwt.,
trailing 13 tons 10 cwt., a total of 34 tons 2 cwt., the tender weight being
16 tons, thus making a total in working order of 50 tons 2 cwt. _ Herewith
are given particulars of renumbering, reboilering, alteration to cylinders,
rebuilding, scrapping, etc.
No. |
|
|
Renumbered |
Cylinder stroke |
Rebuilt |
Reboilered |
Scrapped |
72 |
Peel |
1072 |
|
24 in |
Shildon |
1872 |
July 1889 |
|
|
|
Jan. 1890 to 1845 |
|
|
|
|
73 |
Aberdeen |
1073 |
Jan. 1894 to 1727 |
24 in |
Shildon |
1867 |
|
|
|
|
July 1899 to 2266 |
|
|
1885 |
Dec. 1903 |
74 |
Emperor, |
1074 |
|
24 in |
Darlington |
— |
1875 |
75 |
Baring |
|
.Jan., 1890 to 1846 |
24 in |
Darlington |
1875 |
June 1890 |
76 |
Prince of Wales |
|
|
24 in |
Darlington |
— |
1881 |
77 |
Alexander |
|
|
24 in |
Shildon |
1884 |
Oct 1905 |
83 |
Victoria |
1083 |
|
24 in |
Darlington |
1874 |
Feb 1893 |
|
|
|
Jan., 1892 to 1708 |
|
|
1867 |
|
84 |
Albert |
1084 |
Jan., 1894 to 1666 |
20-in |
Shildon |
1891 |
Sep. 1894 |
|
|
|
Jan., 1892 to 1950 |
|
|
1867 |
|
85 |
Hardinge |
|
Jan., 1897 to 1694 |
24 in |
Shildon |
1888 |
Mar. 1903 |
Illustrations: Fig. 38. 2-4-0 passenger engine, No. 1071, N.E. Ry.,
formerly No. 71, Hackworth, Stockton & Darlington Ry; Fig. 39.
0-6-0 mineral engine, No. 72, Peel, Stockton & Darlington Ry.
Fig. 40. 0-6-0 rebuilt mineral engine, No. 1072, North Eastern Ry: (S. &
D. Section).; Fig.41. rebuilt 0-6-0 mineral engine, No. 2266, N.E. Ry, formerly
No. 73 Aberdeen ; Fig. 42. rebuilt 0-6-0 mineral engine No. 1708,
N.E. Ry., formerly No. 84, Albert; Stockton & Darlington Ry..
Continued page 221
C.W. Brett. Electric welding in repairs to locomotives and rolling stock. 125. 2 illustrations
Gustav Reder. Locomotives of the Madrid, Zaragoza and Alicante Railway.
126-7. illustration
Toledo, in the presence of Queen Isabel H. and other members of the Royal
Family. After the ceremony had been performed the Queen travelled by train
to Aranjuez, the journey of 35 miles being accomplished in It hours.
Technical essays. No. X. On engine failures, their analysis
and prevention. 127
Some of the most interesting work which falls to the lot of the running
headquarters technical staff lies in the investigation of failures. Treatment
of individual cases is in the first instance carried out by the district
superintendent concerned, who issues a casualty sheet to headquarters; it
is there crossed to the appropriate assistant, who uses his discretion as
to whether it is to be filed or marked out for further enquiry. Failures,
unfortunately, are always liable to occur, but the reduction of their number
to the irreducible minimum depends largely on the way in which they are analysed,
and the subsequent action taken, at headquarters.
The causes of failure may be primarily divided into four categories :-
(a) Wear and tear.
(b) Flawed or defective material.
(c) Material insufficiently strong to fulfil its required duties, and
(d) Mismanagement.
A succession of similar category (a) failures indicates the necessity of
more frequent periodic shed examinations of the detail concerned. The
minimisation of class (b) failures lies entirely with the mechanical staff,
and may be achieved either by the enforcement of a more stringent specification,
more rigorous inspection of material, and/or improved shops methods. Alleviation
of category (c) failures likewise depends on the works side; these failures,
occurring chiefly in new classes of engine, are almost entirely due to faulty
design and may be remedied by the use of a more appropriate material, by
stiffening the section of the member in question or by providing increased
flexibility, as the case may require. If the trouble happens to be in a casting,
a more gradual change of section or a slightly altered mixture may effect
an improvement. Responsibility for class (d) failures devolves entirely upon
the running department, and a recurrence of such casualties indicates either
a fault in the system of training of staffs adopted, insufficient instruction
or some mental limitation on the part of the individual men concerned. A
classification such as the above enables one to review the position on broad
lines and to decide whether or not the desired improvement in the efficiency
of working necessitates a change in the general policy of administration
or operation. These categories are, however, too comprehensive from a technical
point of view to allow of complete analysis, and it will be necessary further
to sub-divide all failures under headings such as are given below:-
1. Hot journal boxes and big ends.
2. Broken springs and gear.
3. Hot small ends, crank pins and subsidiary bearings.
4. General mechanical failures not included in the foregoing.
5. Tubes.
6. Stays.
7. General boiler work failures other than tubes and stays.
8. Continuous brake irregularities.
The actual classifications adopted will, of course, be dictated by the special
conditions obtaining on the railway under consideration. Having docketed
the information by some such method as is here indicated, it is then possible
to graph the results, most conveniently on a monthly basis. For each class
of engine, the number of failures under each sub-heading should be plotted
against miles run, and also the total miles run per failure (of any description)
for the class. As a summary, the number of failures under each category and
also the total number of failures should be plotted against the miles run
(a) for each district, and
(b) for the complete railway.
On the face of it, the adoption of this system may appear to be somewhat
complicated and unnecessary. Actually it involves but a few minutes' work
every month, the results enabling one to see at a glance the weak spots in
any given class of engine, the prevalence. of any particular type of failure,
seasonal fluctuations of same (due, possibly, in the case of boiler failure
to variations in the water used or in the case of hot bearings to variations
in the viscosity of the lubricant with the atmospheric temperature), the
relative efficiency of maintenance in each district, and lastly-this is the
greatest advantage of all-whether, having instituted a change either of policy
or method, the hoped-for improvement has been effected.
Continued page 221
L.M.S. Ry., three-cylinder compound
engines. 127
Re description of L.M.S. three-cylinder compound engines, given on
page 72 it was stated that these engines can be worked as simple, semi-simple,
or compound. It has been pointed out to us that this is misleading, as it
is not intended that these engines shall normally be worked semi-compound.
High-pressure steam is of course admitted to the low-pressure cylinders for
starting purposes, but once the train has got well away, the regulator should
be put over and the engine worked compound. It will be seen that the auxiliary
steam supply is therefore provided merely as a starting device arid is not
intended as a means of increasing the tractive effort when working on banks.
As the article, as written, may give a wrong impression to those concerned
in working the engines, we take this opportunity of removing any
misapprehension.
Internal combustion shunting locomotive, Great Western Ry. 128-9. 3
illustrations
Supplied Motor Rail & Tram Car of Bedford.
New steel cars for French railways. 129-30. illustration
200 carriages built for PLM and State Railways to a standard design,
but suited for various internal arrangements and conversion to ambulance
cars.
Institution of Civil Engineers. 130
At a meeting of the Yorkshire Association of the above, held at Leeds
on the 31 March M. Noel Ridley, member, contributed a paper on the Ridley
combined frictionless road and rail bogie for broad and narrow gauge railways.
The author advocated the use of vehicles for freight which would be transferable
from road to rail and vice versa—the carrying wheels mounted in a pivotted
bogie frame having wide flat surfaces suitable for running on the roads,
whilst they would be guided, when on the rails, by small guiding wheels mounted
on adjustable framing to be raised or lowered at will. Some very convincing
figures were given connected with the cost of rail and road transport and
the author has evidently prepared schemes worthy of careful consideration
in these times of severe competition.
Centenary of the first French railway. 130
To celebrate the centenary of the first railway in France, the Paris,
Lyons & Mediterranean Ry. Co. was placing a commemorative tablet in the
station of Saint Etienne-Chateaucreux. The line, which was opened in 1827,
connected Saint Etienne with Andrezieux, in the Department of the Loire.
It was used for coal traffic only, from Saint Etienne to the Loire a distance
of just over twelve miles. It was of standard gauge and single track. Horse
traction was used until 1844, when steam engines were introduced, although
steam power had been used on the Saint Etienne-Lyons Ry, much earlier (see
March issue). Very little of the original line now remained, only one bndge,
a platform, and the station at La Querilliere.
East Indian Ry. 130
A model has been prepared of a new Ill. class tourist car, suitable
for wedding parties, etc. Accommodation to be provided for forty-two persons.
One Ill. class and one" Intermediate" class car were to be built.
Southern Railway. 130
Whilst the Southern Railway was spending £100,000 in convertmg
air brake to vacuum on the Brighton section the French Railways were proposing
to spend £3,000,000 on fitting air brakes to goods stock.
Export orders. 130
Hunslet Engine Co., Ltd., received an order for six 4-6-0 tender engines
for the Ceylon Government Rys. (5 ft. 6 m. gauge) from the Crown Agents for
the Colonies. W.G. Bagnall, Ltd., were to build four 2-6-2 tank engines for
the Burma Rys. (metre gauge) and four of the same type and gauge for the
Bengal North Western Ry. Six Garratt locomotives were being built by Beyer,
Peacock and Co. for the San Paulo Ry. of Brazil. This firm had also booked
orders for three Garratt locomotives for the Burma Rys., 2-8-0+0-8-2 type,
and three 2-8-2 tender locomotives for the Chilian Northern Ry., which is
operated by the Autofagasta and Bolivia Ry. Co. The Mapperley Colliery Co.
had ordered a four-wheeled shunting engine from Beyer, Peacock and Co.
Railway Club. 130
Debate to be held at the Club headquarters, on Monday, 25 Apnl, That
the Groupmg of the Railways has not been beneficial. W.A. Willox, A.M.LC.E.,
will act as proposer and B.M. Bazley as opposer.
British locomotive builders, past and present.
130-2.
List with brief notes: is this what
Lowe was based upon? Continued page
163. See also letter from
Méchanicien
Since the earliest days of railways there have existed a number of
private firms engaged in the manufacture and supply of locomotive engines,
and the industry-as distinct from that carried on at the railway companies'
own works-has always been in a very flourishing state. Previously to 1870,
or thereabouts, it was the general custom for railways to purchase locomotives
from an outside source to a much greater extent than the practice obtains
to-day. Beyond specifying the type of engine required and laying down certain
conditions, the companies left details very much in the hands of the
manufacturers, and such an engine bore (apart from the maker's name-plate)
the distinct stamp of its origin. Thus it became usual to describe it as
a "Sharp," a "Stephenson," or a "Beyer, Peacock," rather than that of the
railway to which the engine belonged. Whilst many private firms known to
past generations are still going concerns, a number, equally famous, have
long ceased to exist, but others have sprung up to take the place of the
latter, and to-day competition is severe, not only for supplying home railways
but also the Colonial and foreign markets. In the home trade, private makers
compete not only with each other, but with the larger railways, the majority
of which are normally in the position of being able to build all they require
in their own shops. In addition to the railway su~' there is always a demand
for locomotives from collieries, ironworks, contractors, and other industrial
under- takings, and the business has now reached to con- siderable proportions.
Appended it a list, alphabetically arranged, of firms, past and present.
Many are very little known, and some have built only one or two locomotives,
but. so far as we know, all are included. Where particulars are available,
extended reference is made to individual firms. N.B.--An asterisk (*) denotes
either that the firm is defunct, or no longer engages in the locomotive building
trade.
*Abbott & Co. Built for the York & North Midland Ry.
*W. B. Adarns, Fairfield Works, Bow, London. Specialised in "light" locomotives.
*D. Adamson & Co., Dukinfield. Tank engines.
*Airdrie Iron Co., Airdrie. Industrial locomotives.
Arrnstrong, Whitworth & Co., Scotswood Works. Built about fifty engines
between 1847 and 1864, and resumed construction in 1919.
Aveling & Porter, Rochester. Specialise in road rollers, but have made
a few similar engines adapted for use on the railway.
Avonside Engine Co., Bristol. Originally established under the name of Henry
Stothert & Co. (which see). Some 2,000 engines have been built to date.
W. G. Bagnall Ltd., Castle Engine Works, Stafford. Out- put, over 2,000 engines.
Baguley (Engineers) Ltd., Burton-on-Trent. Narrow gauge locomotives.
*Archibald Baird & Co., Hamilton.
*J. Banks. Built for the Birmingham and Gloucester and Liverpool and Manchester
Rys,
Andrew Barclay, Sons & Co., Caledonia Wks., Kilmarnock. Output, over
2,000 locomotives. .
*Barr & McNab, Paisley. Built for the Glasgow, Paisley and Greenock Ry.
*Barr, Morrison & Co., Kilmarnock.
*Barrow & Co. Built for the York & North Midland Ry.
Bassett-Lowke, Northampton. Specialise in 15-in. gauge locomotives for miniature
railways.
William Beardmore & Co., Dalmuir. Commenced construction of locomotives
in 1919.
Beyer, Peacock & Co., Gorton Foundry, Manchester. Founded in 1854, this
firm's output exceeds 6,200 locomotives to date.
*Bingley & Co. Built for the Sheffield & Rotherham Ry.
*Black, Hawthorn & Co., Gateshead. Succeeded J. Coulthard & Son,
and built about 1,100 engines between 1864 and 1896. In the latter year the
business was sold to Chapman & Furneaux (which see).
*Blair & Co., Stockton. Built for the Londonderry Ry.
*J. G. Bodmer, Manchester. Built for the London and Brighton and South Eastern
Rys.
*Isaac Watt Boulton, Ashton-under-Lyne. Built locomo- tives for hiring. See
"The Chronicles of Boulton's Siding," which have just been published in book
form.
*John Braithwaite & Co., New Road (now Marylebone Road), In partnership
with Ericsson built the "Novelty," which took part in the Rainhill trials,
1829. In 1836 became Braithwaite, Milner & Co., and built locomotives
for various railways.
British Thomson-Houston Co., Rugby. Builders of electric locomotives.
*Peter Brotherhood, Chippenham. Wound up about 1875.
*Edward Bury, Clarence Foundry, Liverpool. Established 1829. Afterwards Bury,
Curtis & Kennedy. Defunct since 1850.
*Butterley Ironworks, Butterley. Built for the Midland Counties Ry..;
*Caird & Co., Greenock. Built for the Glasgow, Paisley and Greenock Ry.
*J. & C. Carrnichael, Dundee. Built two locomotives for the Dundee and
N ewtyle Ry.
*Alexander Chaplin & Co., Cranstonhill Engine Works, Glasgow. Specialised
in shunting engines having vertical boilers and cylinders.
*Chapman & Furneaux, Gateshead. Acquired the business of Black, Hawthorn
& Co. in 1896 and constructed about seventy engines to 1901, when the
partnership was dissolved.
*Clyde Locomotive Works, Glasgow. Founded in 1886, this firm had a separate
existence of only two years, for in 1888 it was taken over by Sharp, Stewart
& Co., who removed thence from Manchester.
*Cochrane, Grove & Co., North Orrnesby, Middlesbrough. Built tank engines
with vertical boilers and cylinders.
*John Coulthard & Son, Gateshead. Built about 100 engines from 1835 to
1856, when they failed. The works were subsequently taken over in 1864 by
Black, Hawthorn and Co. (which see).
Crompton & Co., Chelmsford. Built most of the electric locomotives of
the City & South London Ry., 1897-1901.
*Cross & Co., Sutton Engine Works, St. Helens. Built for the Saint Helens,
Anglesea Central, Neath and Brecon and other railways.
*J. Crowley & Co., Kelham Ironworks, Sheffield.
Davey, Paxman & Co. Ltd., Standard Ironworks, Colchester. Built for narrow
gauge railways.
*Davies & Metcalfe, Manchester. Built two engines for the Vale of Rheidol
Ry. in 1902.
*Davy Bros., Brightside, Sheffield. Built for the Sheffield and Rotherham
Ry.
*W. Dean. Built for the Bolton & Leigh Ry.
*Deptford Iron Co. Built for the Hartlepool Docks and Railway.
*De Winton & Co., Carnarvon. Built tank engines with vertical boilers
and cylinders, 1870-1876.
*Dick, Kerr & Co., Preston. Narrow gauge locomotives.
*Dodds & Son, Holmes Engine Works, Rotherham. Built about seventy engines
between 1850 and 1867, when they failed.
Alfred Dodman, Highgate Works, King's Lynn. Specialise in showmen's and
agricultural engines.
Drewry Car Co. Ltd., Burton-on-Trent. Makers of internal combustion locomotives,
inspection cars, etc.
D. Drummond & Son, Glasgow Railway Engineering Co., Govan. Built rail
motors for the Alexandra Docks and Railway.
Dubs & Co., Glasgow Locomotive Works. Established in 1864 by Henry
Dübs, formerly works manager of Neilson and Co. Amalgamated in 1903
with Sharp, Stewart and Co., and N eilson, Reid and Co., under the title
of the North British Locomotive Co. (which see).
*Thos. Edington & Sons, Glasgow. Built for the Glasgow, Paisley, Kilmarnock
and Ayr Ry.
Electric Construction Co., Wolverhampton. Built an electric locomotive for
the City & South London Ry. in 1898.
*George England & Co., Hatcham Ironworks, London. Established in 1839
and built about 250 engines, including the first of the pioneer narrow gauge
(Festiniog) railway. Firm wound up in September, 1869, and taken over by
the Fairlie Engine and Steam Carriage Co. (which see).
*W. Fairbairn & Sons, Canal St. Works, Manchester. Founded in 1817 and
then known as Fairbairn & Lit1ie. Output approximately 400 engines between
1839 and 1862.
*Fairlie Engine and Steam Carriage Co. Acquired the business of George England
& Co. in September, 1869. Specialised in double bogie locomotives.
*Fawcett, Preston & Co. Built for the East Lancashire Ry.
*Fenton, Murray & Jackson, Leeds. Founded by Matthew Murray, who constructed
Blenkinsopp's rack rail engine in 1812. Became Fenton, Murray & Jackson
in 1830. Works closed about 1843.
*George Forrester & Co., Vauxhall Foundry, Liverpool. Built for several
early railways.
*Fossick & Hackworth, Stockton. Afterwards Fossick and Blair. Built about
120 engines.
*Foster, Rastrick & Co., Stourbridge. Built the Stourbridge Lion,
the first engine for America (1828), and the Agenoria, for the Shutt
End Ry, (1829).
John Fowler & Co. (Leeds) Ltd., Engineers, Leeds. Built a large number
of locomotives for various railways. Specialise in narrow gauge steam and
internal combustion locomotives, also traction engines, etc. Output, over
16,000 machines of all classes.
*Fox, Walker & Co., Bristol. Existed from 1862 to 1880, when the firm
was taken over by Peckett & Sons (which see). During the period named
about 350 engines were built. .
*Galloway, Borrnan & Co., Manchester. Built an engine for the Liverpool
& Manchester Ry.
*Garforth & Co., Manchester. Built for the M.S. & L. Ry.
*Gilkes, Wilson & Co., Teeside Iron and Engine.; Co., Middlesbrough.
Established 1844; afterwards Hopkins, Gilkes & Co. Built about 350 engines
before being wound up in 1880.
*Grange Iron Co., Durham. Built a few engines for collieries and ironworks.
*Grant, Ritchie & Co., Townholme Engine Works, Kilmarnock.
*W. Grant & Co., Belfast. Built for the Cavehill and Whitwell Tramway,
1886-7.
*Thomas Green & Son, Smithfield Ironworks, Leeds. Have built tank engines
and tramway engines. .
*Grendon & Mackay, Drogheda Ironworks, Drogheda. Built for Irish Rys.
*Timothy Hackworth, Soho Works, Shildon. Premises are now used by North Eastern
Ry. as gasworks.
*John Hague, London. Built ior the Stockton & Darlington Railway.
*Haigh Foundry, Wigan. Established 1810 and built 114 engines from 1835 to
1856, when the works closed.
*Hartlepool Iron Co. Built for the Hartlepool Jn. Docks and Rv.
*John Harris, Albert Hill Foundry, Darlington. Built some twenty engines
previously to 1870 and then taken over by C. E. Lister.
*Hawkes & Thompson (afterwarrls Thompson Bros.), Wylam-on-Tyne. Built
for the Newcastle & Carlisle Ry.
R. & W. Hawthorn, Leslie & Co., Forth Banks Works, Newcastle. Established
in 1817 as R. & W. Hawthorn and Co. Amalgamated with A Leslie & Co.
(Shipbuilders), of Hebburn, in 1886, and took the present title. Over 3,000
engines have been built to date.
*Hawthorns, Leith. Was an undertaking separate from the last named. The works
were mostly devoted to shipbuilding, but locomotives were also built from
about 1846 to 1866.
*Headley Bros., Eagle Foundry, Cambridge. Afterwards Headley & Edwards.
Built a locomotive for the Eastern Counties Ry. .
*Head, Wrightson & Co., Thornaby-on-Tees. Built tank engines with vertical
boilers, 1870-1880.
*Heron & Wilkinson.
*Benjamin Hick & Son. Started Soho Ironworks Bolton in 1832, and constructed
locomotives from 1837' to 1855; then became Hick, Hargreaves & Co., and
ceased building locomotives.
*Hopper, Britannia Foundry, Fencehouses. Industrial locomotives.
*A. Horlock, Northfleet Ironworks, Kent. Built for the Dinorwic Slate Quarries.
*Horseley Iron Co., Tipton, Staffs. Built for the St. Helens Ry.
R. Hudson Ltd., Gildersome Foundry, Leeds.
Hudswell & Clarke, Railway Foundry, Leeds. Afterwards Hudswell, Clarke
& Rodgers, and now Hudswell, Clarke and Co. Established in 1860, this
firm has built about 1,300 engines to date.
*Henry Hughes & Co., Falcon Works, Loughborough. This firm became known
as the Falcon Engine Co. in 1880, and took its present title of the Brush
Electrical Engineering Co. in 1899. Built tank and tender engines and also
tramway engines. (To be continued).
The manufacture, heat treatment, and testing of locomotive axles. 132-3.
4 illustrations (micrographs)
The final stage in the manufacture of an axle is its testing. The
common tests are the tupping, the tenslle and the bend tests. The tupping
test is sufficiently well known to need little further comment. The fact
that the number of blows, the height of the blows, and the amount of bend
so produced all vary in different specifications suggests that there is some
variation of opinion as to what is actually required. Before an axle will
bend under such a test it has to be stressed beyond the yield point of the
material. To some extent, therefore, an axle with a high yield point will
not give as much bend as will an axle with a low yield point. It has been
said that an oil-quenched and tempered axle is better than a normalised one
chiefly for the reason that its yield to break ratio is superior. This suggests
that the tupping test is not an entirely happy one, but the consideration
as to whether an axle is better which will bend permanently rather than bend
and spring back is one which is the subject of considerable controversy and
difference of opinion. In the writer's opinion, a test which places inferiority
on a part with a high-to-break ratio is unfair from this particular point
of view. Considerable trouble is oft-times caused by the breaking of an axle,
which appears to be entirely sound and gives excellent tensile and other
tests, during the tupping test. It is often difficult to assign a reason
for the failure, but it is suggested that in the very great majority of cases
the cause of the trouble can be ascertained.
Recent accidents. 134-5.
S.R.
12 October 1927: 13.15 Charing Cross to Ramsgate partially derailed
at facing points 350 yards west of Waterloo Junction: track had recently
been fitted with track circuiting and power signals & points and Major
Hall attributed derailment to a signalman moving point lever
15 November 1927: freight had left Fawley at 15.15 and 0-4-2 No. 605 running
tender-first ran into private motor car at Frost Lane level crossing en route
to Hythe: accident due to car driver
LMSR
19 November 1927: 10.00 express passenger York to Bristol hauled by
4-4-0 No. 387 struck derailed wagons in trains on adjacent tracks. leading
to the deaths of nine pssengers and serious injuries to two others. Col.
Pringle attributed the accident to the collapse of Hickleton Colliery wagon
No. 1264 and Pringle recommended tighter scrutiny of such wagons.
24 November 1927: 18.17 Fenchurch Street to Shoeburyness ran into rear of
18.07 Fenchurch Street to Southend at Gale Street Halt in fog due to the
crew failing to observe signals: Hall recommended automatic train
control.
LNER
25 November 1927: 13.17 Leeds to King's Cross ran into rear of 10.00
express from Edinburgh at Finsbury Park in thick fog due to conflicting signal
given by porter at Harringay and by a fogman. Pringle recommended automatic
train control.
13 December 1927: Orgreaves at about 05.34 a miners' train from Sheffield
ran into the debris of two freight trains which had collided. Injuries do
not appear to have been severe.
Reviews. 135
Mechanics applied to engineering, John Goodman,
London: Longmans, Green & Co. Two Vols.
This standard work on Mechanics now reaches its ninth edition and
includes a supplemental volume in which a considerable number of worked examples
are given to illustrate and elucidate the author's calculations and solutions
of problems. Needless to say both volumes are amply supplied with diagrams
and sketches. In the chapter on the dynamics of the steam engine, the various
stresses and strains set up in different types of locomotives are clearly
illustrated and discussed. In other sections of the work, varied matter
appertaining to all other classes of mechanical engineering is dealt with
in the author's usual comprehensive manner making these volumes of more than
ordinary value, not only to students but to all those engaged in the design,
specification and construction of machinery and prime movers.
Les ecartements des voies de chemins de fer. Lionel
Wiener. Brussels: Imprimerie F. van Buggenhoudt, London: Locomotive
Publishing Co., Ltd.
The author of this book is well known as a writer on railway subjects,
and is a lecturer at the University of Brussels. This volume deals, firstly,
with the various factors which govern the lay-out and operation of railways
in new territories. Later sections cover a study of the rolling stock, designs
appropriate to meet the conditions imposed by either restricted gauges or
heavy gradients. In connection with the latter phase attention is given to
the question of electric working. Attention is given to the transport of
broad gauge stock over narrow gauge lines, and the various methods of working
railways of mixed gauges. The numerous illustrations include a set of loading
gauges for railways of Great Britain, Germany, Belgium, France, Norway, Argentine
Republic, the American standard, and the composite gauge laid down by the
Berne Conference. The subject is interestingly dealt with, and the work will
be most useful for reference by designers, engineers, and others.
Rack railways—Abt system. 135
Published by the Swiss Locomotive & Machine Works of
Winterthur, this very interesting and well produced booklet describes
the construction of the rack railway and locomotives used on the Abt system.
This system is employed on the Snowdon Mountain Railway, the only rack railway
in the British Isles. A list of the rack railways equipped by the Swiss
Locomotive Co. since 1884, includes seventy lines in all parts of the world.
A special feature of the Abt system of construction is the adoption of two,
or three, parallel rack bars with staggered teeth to ensure quiet running
on rack lines at comparatively high speed without undue vibration. In 1903
the Swiss Company solved the problem of a combined rack and adhesion locomotive
for a gauge of 60 cm., and the solution of this problem was found in arranging
the rack and adhesion cylinders above each other outside the frame. The two
lower ones are used to drive the adhesion mechanism and the upper ones the
rack gear. On the adhesion sections the two lower cylinders work alone in
parallel, whereas on the rack section all the four cylinders are working
compound.
Automatic vacuum brake on long freight trains. Celer-Et-Audax.
During November, 1926, the East Indian Railway commenced to use the
vacuum brake throughout on long freight trains of sixty vehicles. The orders
also contain a schedule of the number of wagons required to be fully braked
and the number of inches of vacuum that must be carried, which varies with
the load and with the number of active vacuum-braked vehicles on the train.
At the last meeting of the Asansol Lecture and Debating Society the matter
was discussed and the value of the brake power provided by the schedule debated
before a well-attended meeting of members, which contained a large percentage
of enginemen actually engaged in the working of trains under the conditions
which have been recently introduced, and also of the carriage and wagon
supervising staff, on whom a large amount of work has fallen, and upon whom
the success or non-success of the experiment greatly depends.
The discussion was prolonged and lively, and the consensus of opinion was
that the effective brake power provided by very low vacuum such as 8 or 10
in. was negligible, and that it was inadvisable to carry or work with less
than 15 in. of vacuum on long freight trains. 15 in. was considered comparatively
low vacuum in the circumstances. Tt was admitted that a smoother stop could
be made with a long train with 15 or 16 in. of vacuum than can be made with
a high vacuum of 20 in. to 22 in. It was the general opinion that as time
goes on the stock maintenance will become better and better every day, and
will begin to retnrn by accelerated service and safety some portion of its
cost. It is true that the brake is costly but accidents are more costly,
and the cost of maintenance will steadily diminish as these brakes are kept
in continual use. It is not use that wears the fittings, it is the heavy
unreasonable damage that is done when the brake is not in use. When all are
working just where the damage is being done to the fittings will hecome known.
Obituary. 135-6
Alfred John Hill, C.B.E, J.P.
Last chief mechanical engineer of the Great Eastern Ry., died on 14
March., somewhat suddenly at Bexhill, where he had gone to reside since his
retirement. He was a son of the late Mr. Thos. Hill, of Peterborough, and
was aged 64. He commenced his apprenticeship at the Stratford Works in 1877,
and was promoted to the drawing office in 1882, when he gained a Whitworth
Scholarship. He became works manager in January 1899, and after a short period
as acting locomotive superintendent, was appointed head of the Locomotive,
Carriage and Wagon department in November, 1912. Under the rearrangement
of the mechanical and running departments in April, 1915, Hill became chief
mechanical engineer, from which position he retired in March, 1923. He took
a very keen interest in railway ambulance work; was instrumental in the adoption
of systematic ambulance training for the staff, and for many years acted
as honorary secretary in connection with the Ambulance Corps all over the
G.E. svstem. He was a student, became a teacher at the Mechanics' Institution
at Stratford, and acted as chairman of the committee foe twelve years. During
WW1 Hill was chairman of the Southern group of railways for the purpose of
manufacture of munitions and also represented the whole of the railways of
the country on the Priority branch of the Ministry of Munitions, In 1917,
he went to America for the Government in connection with the supply of materials
urgently required by the railways. Hill was awarded the C.B.E. for war services.
He was appointed J.P. for the County Borough of West Ham in 1920, and acted
as chairman of the Carriage and Wagon Superintendents meetings at the Railway
Clearing House for three and a half years ending March, 1923. He was a member
of the lnstitution of Mechanical Engineers and also the Institution of Civil
Engineers, and contributed papers to the latter institution on "The use of
cast steel in locomotives," and the "Repairs and renewals of railway rolling
stock." For the first he received the Miller prize and for the second a Watt
medal and Crampton prize and Telford premium. He was president of the Institution
of Locomotive Engineers for two years, 1914-1915, and a resolution of regret
was passed at the last meeting, all the members standing. He was a very keen
all-round sportsman and for many years had been a golf enthusiast.
Everard R. Calthrop. 136
Died on 29 March: the engineer of several narrow gauge light railways.
In this country he was responsible for the 2-ft. 6-in. gauge Leek and Manifold
Valley line from Waterhouses to Hulme End; he also acted as consulting engineer
to the very successful Barsi Light Ry. in the Deccan, India, and also the
Bridgetown and St. Andrews Ry. in Barbados. Calthrop acted as district locomotive
superintendent of the Great Indian Peninsula Ry. for some time under R.L.
Trevithick. He designed and patented a special arrangement of swivelling
head for the Jones' centre buffer coupler, which is used on the Lynton and
Barnstaple narrow gauge line. Another of his inventions was the "Transportation
wagon" used on the Leek & Manifold line for carrying standard gauge wagons
over the narrow gauge line without breaking bulk. Calthrop was well known
as a breeder of Arab horses and was the author of The Horse as Man's Companion
and Friend. He was also the patentee of the "Guardian Angel" parachute,
which was used in large numbers by the Allies d WW1.
F. Achard. Some notes on early
Dutch locomotives. 136
In a series of articles contributed in the Locomotive Mag. for 1920,
Mr. Derens, Utrecht, gave a very interestmg history of the locomotives of
the former Dutch-Rhenish Ry. These articles contained, however, very little
information on the first locomotives of both the Holland Railway Co., opened
on 20 September 1839, and of the Rhenish Railway
(Amsterdam-Utrecht-Arnheim), opened on 28 December 1843.
Rhenish Railway (Ryn Spoorweg).
It is already known that this railway was built to broad-gauge of 6 ft.
43/8 in. This decision was taken on account of the exceedingly
bad quality of the ground, which being turfy was feared to give an insufficient
base to an ordinary narrow-gauge. The building of the line caused very heavy
expense, the wood for the longitudinal and transverse sleepers being purchased
from as far as Poland; and part of the earth works, on many miles, resting
on fascines, to avoid sinking of the way, which. however attained, at places,
4 and sometimes even 13 feet. The railway was single track throughout, except
on a length of about 12 miles in all. The Rhenish Railway Co. possessed,
in 1843, ten locomotives: six built by Sharp, Roberts & Co., Manchester,
four built by a Dutch firm in Amsterdam. They had all six wheels, with 5-ft.
driving wheels. At the same date, six more locomotives were ordered from
Van Vlissingen & Co., Amsterdam, to be built according to the New Patent
System of Stephenson. There were seventy carriages both for passengers and
goods, all six-wheeled. Seventy more were ordered to be delivered in 1844.
Holland Railway Co.
This company operated 1844 the line from Amsterdam to the Hague (about 38
miles). Mr. Derens states the gauge adopted was also the broad gauge. Although
this may be, there is no evidence of it in the old papers. The table below
gives the list of the first locomotives of the Railway.
The locomotive No. 1 Snelheid was illustrated
in Volume 26 page 40. Mention was made at the meeting of the shareholders,
which was held on Dec. 27th, 1843, of the three Stephenson new paten t engines
(Nos. 7, 8 and 13), which gave full satisfaction. The Company had its~n works
at Haarlem, for the main- tenance of the rolling WI!'!'lck. The latter comprised
on Dec. 31st, 1844, 121 vehicles, viz.: fifteen first-class carriages, twenty-two
second-class carriages, fifty-three third-class carriages, six luggage wagons,
ten cattle wagons, three horse wagons, twelve goods wagons.
| Engine No. | Name | Maker | WN | Date into service |
| 1 | Snelheid | Longridge | 116 | Sep 1839 |
| 2 | Hoop | Longridge | 122 | Oct 1839 |
| 3 | Arend | Longridge | 119 | Sep 1839 |
| 4 | Leems | Longridge | 125 | Dec 1839 |
| 5 | Amstel | Ch. Verdeer | 1 | Jul 1840 |
| 6 | Vulcanus | Ch. Verdeer | 2 | Mar1841 |
| 7 | Comeet | R. Stephenson & Co. | 370 | Sep 1842 |
| 8 | Vesta | R. Stephenson & Co. | 371 | Oct 1842 |
| 9 | Orion | Société du Renard | 18 | Nov 1842 |
| 10 | Sirius | Société du Renard | 19 | Jan 1843 |
| 11 | Salamander | Dixon & Co | 2 | Mar 1843 |
| 12 | Phoenix | Dixon & Co | 3 | Mar 1843 |
| 13 | Urania | R. Stephenson & Co. | 388 | Aug 1843 |
| 14 | Pegasus | R. Stephenson & Co. | 418 | Aug 1844 |
| 15 | Aurora | R. Stephenson & Co. | 419 | Aug 1844 |
No. 417 (14 May 1927)
London, Midland & Scottish Railway 10 a.m. Scotch Express
near Oxenholme. 137 + sepia photographic plate
Hauled by Hughes 4-cylinder 4-6-0. See also
222
Superheater goods locomotives—London, Midland &
Scottish Railway. 137-8. illustration.
One of 25 built by Andrew Barclay: No. 4357 illustrated
4-8-2+2-8-4 Garratt locomotive. Benguella Railway. 138-9. illustration,
diagram (side elevation)
One of six built by Beyer Peacock & Co.
Narrow gauge petrol locomotive, Buenos Aires Great Southern Ry. 140-1.
illustration, diagram (side & end elevations & plan)
For working agricultural traffic on 60cm lines supplied by Drewry
Car Co. Ltd
Marc Seguin's tubular boiler. 141
Abstract of significant Newcomen
Society paper
Recent narrow gauge tank locomotives. 142-3. 3 illustrations.
2ft 8in gauge 0-4-2ST supplied by Peckett for Dorset china clay line
(very low boiler); 3ft gauge 0-4-0 Jean, and 2ft 6in 0-4-0 Cranmore
for Australian gas works.
Electric locomotives for Chili. 143. illustration
British Thomson-Houston Co. Ltd of Rugby manufactured three 500 volts
DC overhead transmission electric shunting locomotives for Nitrate Mines
in Chile.
Technical essays. No. XI. On design ratios. 143-4
Cylinder dimensions, grate areas, heating surfaces and superheating
and their relationship to locomotive performance
E.C. Poultney. A high pressure compouind locomotive.
144-7. illustration, 3 diagrams
4-10-2 built by Baldwin Locomotive Co. and exhibited at the Annual
Convention of the American Railroad Association at Atlantic City: No.
60,000
Model of Stephenson's "Killingworth" locomotive.
147-8. illustration
Made by Twining Models Ltd of Northampton for Science Museum.
See letter from Robert Young on p. 203
The Institution of Locomotive Engineers. 148-9.
diagram
Short abstract of J.C. Metcalfe
paper on exhust steam injector.
New steam rail auto-car, L. & N.E. Ry.. 149-50. 2 illustrations.
Sentinel Waggon Works Ltd. Includes details of test running in the
Whitby area. Livery was imitation teak with lots of lining; seating moquette
with red and black pattern on buff background. Steam railcar
New 15 in. gauge 4-8-2 type locomotive. Romney, Hythe & Dymchurch
Railway. 150-1. illustration
Davey, Paxman & Co. of Colchester supplied to requirements of
Captain J.E.P. Howey for 15 inch gauge line to be named Hercules and
Samson: full dimensions tabulated.
The Deli Railway, Sumatra. 151-2. 2 illustrations.
Medan to Deli: 3ft 6in gauge: 2-6-4T illustrated and interior of first
class coach The railway had. improved the life of the Europeans since it
removed much of the isolation and provided quite another aspect on life for
the planters. The provision of victuals formerly gave great difficulties,
also the absence of medical help in case of epidemics. In February and July,
1900, a concession was given for two new lines and the capital of the Company
was increased . About this period other industries were developing, among
which rubber and petroleum were the leading ones, and in consequence a further
extension of the railway system was taken in hand with energy, more especially
by the making of tramways of which some 30 miles were laid. In 1903 and 1904
the railway was extended to the petroleum centre at Pangkalan Brandan. Further
extensions to the east and south were made till in 1907 the railway had a
total length of 162 miles. The harbour at Poeloe Belawan, which had been
gradually extended, next required complete rebuilding, and this was completed
finally in 1909. From 1914 onward the main line between Belawan and Medan
was double tracked and several tram lines were converted to railways. An
important event was the connecting of the Deli system with the Atjeh railway
in 1918. With these considerable extensions and the growing density of traffic
the rolling stock of the Company had, during its now more than forty years
existence, been completely revised and the repair works have received
considerable extension. Primarily they were situated at Medan, but owing
to the growth of that town it became necessary to find a more fitting site
which was found at Poeloe Brayan .
The housing question for the numerous native and European employees was solved
by the building of some two hundred houses, each surrounded by a small garden,
and all equipped with every possible requirement with regard to hygiene;
a hospital has also been provided. The total number of employees had grown
to nearly 300 Europeans and 4,000 native workmen. To commemorate the 25th
year of working in 1908 a superannuation fund was founded for the employees
and workmen. A telephone service was inaugurated in 1888, and this is available
also for use by the general-public : there are now twenty-one offices spread
all over the country. The Deli Railway Co. works also an auto-car service
to the Karo plateau, which has developed to a daily passenger and goods service.
Until 1913 tank locomotives of the 0-4-4 type worked all the traffic, but
at this date a number of 0-6-4 engines were put into service. A further
development is the 2-6-4 engine shown at the head of the train in the
accompanying illustration. A number of these locomotives were built at Amsterdam
in 1916 for the passenger service. Wood is the fuel, but the species used
has a high calorific value. For goods traffic tank engines of the 2-8-4 type
were put into service in 1917.
L.M. & S. Ry. 152
At Horwich Works new 2-6-0 mixed traffic engines up to No. 13019 had
been completed. Four others were in an advanced state. These engines had
two distinct power classifications affixed to the cab sides -5P. for passenger
working and 4G. for goods. Two of the 4-4-2 tender engines of the former
L. & Y. Ry., Nos. 702 and 1395, had been scrapped, and the remainder
of this class and also the 0-8-0 goods would be withdrawn when requiring
new boilers. All the 0-8-0 compounds of the L. & Y. had gone, including
No. 1452, which was originally simple. The five unrebuilt 4-6-0 tender engines
(Class 5) had also been withdrawn, Nos. 1507, 1508, 1512, 1513 and 1515 (these
were to have been L.M.S. Nos. 10400-4). During 1926 the last of the'L. &
Y. 2-6-2 tanks were finally withdrawn. Only two of the 0-8-2 tanks remained,
Nos. 1502 and 1504. The rebuilt 7 ft. 3 in. 4-4-0s Nos. 455, 1098, 1104,
1105, 1110 and 1112 were also among recent withdrawals.
The Alexandra (Newport & South Wales) Docks & Railway
and its locomotives. 153-6. 6 illustrations, diagram, table
Locomotive No. 7 Pontypridd (illustrated) was an 0-6-2T, originally
a long boiler tender engine of the Southern Division, LNWR, built by Sharp
Bros in 1848 and converted to an 0-6-0ST at Crewe in 1865. It was fitted
experimentally with a radial axle device in 1878. E. Stephenson & Co.
delivered a small 0-6-0ST of their standard desin and this became No.8
Aberdare Valley (Fig. 5 drawing). In December 1882 two former
LBSCR enginess were purchased and given numbers 9 and 10/ The former was
named Caerphilly and was used on the Newport to Pontypridd passenger
trains. Engine No. 11 was acquired in August 1883: built by Beyer Peacock
in about 1873 as an 0-4-2ST but converted to 0-6-0ST before coming to Newport:
had been emplyed on construction of Mex Harbour in Alexandria. R. & W.
Hawthorn.WN 1977 and 1976 of 1884 became Nos. 12 and 13 {latter
illustrated). Another former LBSCR locomotive was obtailed in September 1885:
a double framed wing tank given the number 14:
illustrated in Volume 16. Details of Numbers
12 to 21 (minus No. 14) and 2-5 are tabulated. They were all 0-6-0ST and
the makers and Works Numbers are listed below
Nos. 11 and 12: Hawthorn & Co.: 1977-6/1884
No. 15: R. Stephenson & Co.: 2555/1885
Nos. 16 and 17: Hawthorn Leslie & Co.: 2146-7/1889
No. 18: Peckett & Sons: 497/1890
No. 19: Peckett & Sons: 450/1886
Nos. 10 and 21: R. Stephenson & Co.: 2815-2815/1894
Nos. 1 and 2: R. Stephenson & Co.: 2893-4/1898
Nos. 3 and 4: R. Stephenson & Co.: 2978-9/1900
No. 5: R. Stephenson & Co.: 3003/1900.
In 1904 and 1905 two steam rail motors (railcars) were supplied by the Glasgow
Railway Engineering Co. for the passenger service between Pontypridd and
Caerphilly.
The Kitson-still internal combustion locomotive.
156
A very full attendance marked the meeting of the Institution of Mechanical
Engineers on 8 April when
a paper was read by Lt.-Col. Kitson Clark on Internal-combustion
locomotives, in which a full description of the above engine was given.
Several eminent designers of locomotives were present, and showed keen interest
in the author's discourse and afterwards took part in an interesting discussion.
The great possibilities in fuel economy with internal-combustion engines
as compared with the consumption of the ordinary steam locomotive were emphasised
in his opening remarks, after which the author proceeded to describe and
illustrate the Still system of combining a steam and internal-combustion
arrangement with its development and application in the Kitson-Still locomotive
now approaching completion at Leeds.
Such an engine was illustrated in Locomotive
Mag. for December 1923, and the drawing then given shows in outline
the principle and constructional details which have been followed in the
engine being built. Col. Kitson Clark enumerated some of the troubles the
designers had met and gave very interesting details of experiments made to
counteract some of these. That the problem of producing an internal-combustion
locomotive which shall satisfactorily answer all the exacting conditions
of railway service is a difficult one must be conceded, although in the
Kitson-Still combination there are very promising elements deserving equal
acknowledgment.
Briefly, in the arrangement under notice, the internal-combustion portion
of the machine is to be used for the actual haulage of the train whilst the
steam part is to be utilised for starting, shunting, operating the brakes,
etc. The latter relies for its generation of steam on the waste heat from
the cylinders of the internal-combustion engine, etc., augmented during periods
of standing by an oil-fired 'furnace (see drawing referred to, page 356,
Vol. 29).
The Vice-President of the Institution (R.W. Allen), who occupied the chair,
in the unavoidable absence of the President, congratulated Col. Kitson Clark
on his admirable paper, and remarked that it was that Institution under the
presidency of the immortal Robert Stephenson which had had so much to do
with the early development of the steam locomotive, and it was only right
that it should now meet to discuss the inception of a new and promising rival.
Sir Holbery Mensforth, K.C.B., having commented on some experiences with
internal-combustion engines other than locomotives, and Dr. Hele-Shaw and
Mr. Twinberrow having spoken, the latter criticising the "drive" adopted
in the Still engine, Capt. Beames, of the L.M.S. Ry., narrated some of the
deductions he had made when investigating the Still system as proposed for
application to locomotives. He considered there was a lack of accessibility
to the working parts in the closed up arrangement adopted for the engine,
and further, he doubted the capacity of the steam boiler provided to fulfil
all the wants which would probably be met with in service. H.N. Gresley,
of the L. & N.E. Ry., said he had been much interested in an inspection
of the test plant installed at Leeds to demonstrate the working possibilities
of the Kitson-Still locomotive, and congratulated the author of the paper
on his courage to embody his proposals in an actual engine; he wished the
experiment every success. Clayton, of the Southern Ry., also added
his tribute to the enterprise of the builders, and hoped some practical results
would be secured; he considered the effort discounted the allegation, often
made, that British engineers were indifferent to progress.
Early Great Western standard gauge engines, Llynvi &
Ogmore Ry. supplementary notes. 156-7. illustration, diagram
0-6-0ST supplied by Black Hawthorn, Diagram of coupling rod end to
enable it to negotiate tight curves..
Obituary: Harold L. Hopwood. 157.
Died 23 April 1927 aged 46. Superintendent of Line for Southern Area,
LNER. Joined GNR 13 January 1897. Published in Rly Mag. Founder member of
Railway Club.
Special tool steels. 157-8. illustration
Invented by R.F. Mushet and manufactured by S. Osborn & Co. of
Sheffield
The Model Railway Club Exhibition. 158
Kingsway Hall 19-23 April
Factors iin the design of steam locomotives. I. Introduction and
general. 159-60.
Introductory paragraphs stress British design, but do admit that foreign
infuences had alr eady brought considerable benefits: Walschaerts valve gear,
Belpaire fireboxes, swing link bogies and superheating are listed and poppet
valves (Caprotti and Lentz) are mentioned. Articulation is mentioned, but
not for Britain. Electric tracyion is dismissed: the Great Eastern had shown
that improved track layouts could enable steam to compete to operate steam
suburban services.
Standardisation of locomotives would in many ways be a great advantage, but
little has been done in this direction so far. Attempts had been made to
standardise parts, more particularly to boilers, but also to a lesser extent
to cylinders and valve gear. Boiler standardisation had been much adopted
by the Great Western Railway, while the Southern Railway has done a good
deal in using identical motion parts on different types of engines. The
advantages of using very few different designs are obvious. The reduction
in the value of stores held by a railway company is by no means the least
of them. The standardisation process is one which is likely to be extended,
especially in view of the grouping arrangements of the railways.
Accessibility of the parts of the locomotive is a desideratum not to be lost
sight of, both on account of cleaning and of the cost of carrying out repairs.
Faults and flaws, loose nuts, pins working out, and so on, are more easily
detected when the parts are accessible. Special attention has to be paid
to lubrication so that the driver may get at the lubricating points with
as little inconvenience as possible. Owing to more essential requirements,
however, accessibility has often to take a secondary place.
The comfort of the enginemen is a subject which now receives more consideration.
A few engines are still running in which there is no cab at all, a slight
weather-board being all that is provided. But there are not many, and up-to-date
practice is to make the cab as commodious as possible. It would be difficult
to find anything better in this way than the cabs of the 4-6-0 express engines
of the late Great Eastern Railway. It is still the general rule for the driver
to stand on the right-hand side of the footplate, a relic of the old coaching
days. This gives the fireman more scope, as when the driver is on the left-hand
side of the footplate, the standard arrangement on the late London and North
Western Railway, the fireman has either to fire left handed or fire round
the driver's legs, unless the cab is' very commodious. As the signals are
mostly on the left-hand side of the line, however, the driver gets a slightly
better view when standing on the left. The outlook from the cab is naturally
very important, but this is usually well catered for nowadays. Some years
ago the Lancashire and Yorkshire Railway introduced a cab front in which
a narrow door was provided so that the driver could obtain access to the
running plate without going round the outside of the cab, where he is in
some danger of being swept off by fouling structures at the side of the line.
This idea has not found general' acceptance, as it is difficult to make room
for access to the door, and with the extensive use of mechanical lubricators
a driver should not need to go forward while running.
The finished appearance of the locomotive does not receive as much attention
abroad as it has done here. It is surprising to notice what a difference
in the general appearance such a minor alteration as a change in the chimney
will make. The modern dwarf funnels, entailed by loading gauge limits, are
certainly an improvement on the older, longer types. One can usually pick
out a locomotive of British design from a crowd of foreign designs by its
general appearance alone.
The final object for which all railway locomotives are designed is the hauling
of loads upon a specially constructed roadway, but in dealing with this subject
it has seemed best to group the various considerations into five main aspects.
First of all, we have the locomotive as a consumer of fuel. Secondly, we
have the locomotive as a steam generator; the energy has, more or less
efficiently, undergone a change. In the third place, the locomotive is an
engine: a means has been found of using the transformed energy. Fourthly,
the locomotive is a vehicle; it propels itself and carries the necessary
materials to ensure a supply of energy for varying periods of time. Lastly,
the locomotive is a hauling agent; the released and trans- formed energy
has been made available for the hauling of the vehicle itself and an attached
load from place to place, in certain constrained directions, at speeds lying
between certain limits. Keeping these five aspects in mind, we shall deal
with the principal portions of the locomotive more or less in that order,
starting with a consideration of combustion and the firegrate. To save a
tiresome repetition of words when referring to sections of the amalgamated
railways, we shall, in mentioning a design dating prior to amalgamation,
simply give the old name of the Company responsible for the design.
London, Midland & Scottish Railwav-(L. & N.W. Section).160
A further five 2-6-0 mixed traffic engines had been turned out at
Crewe, Nos. 13045-9. Latest Class 4 0-6-0s to be delivered by outside firms:
Nos. 4348-50, ex Kerr, Stuart and Co., and Nos. 4362-5 ex Andrew Barclay
& Sons. Of the series recently constructed by the North British Loco.
Co. and allocated to this section, the last three engines, Nos. 4404-6, have
been permanently transferred to the Midland Division. Seventy-five R.O.D.
2-8-0 locomotives had, it is understood, been purchased by the L.M.S. The
bulk of them, if not all, coming from the Queensferry dump, and of the total
number purchased about one-half have already been handed over at Crewe. Class
G 0-8-0, No. 641 (L.M.S. No. 9151) had been rebuilt with Class G1 boiler
and superheated. Latest 0-6-2 coal tanks to be adapted for working motor
trains were Nos. 709, 2010 and 2457 (L.M.S. Nos. 7825, 7763 and 7733
respectively). Recent withdrawals as follow :-4 ft. 6 in. 2-4-2 passenger
tank Nos. 5, 820 and 1358; 0-6-0 special DX. goods Nos. 3106, 3130, 3309
and 3552; and ex N.L.R. 4-4-0 passenger tank No. 6466.
Brewer, F.W. Modern locomotive superheating on the Great
Western Railway. 161-2.
Previous part see previous volume beginning
page 352. In a previous article, published in THE LOCOMOTIVE for November
last, the writer dealt with the intro- duction and experimental application
of modern locomotive superheating on the Great Western Ry. Different kinds
of apparatus were tested during the years 1906 to 1909, inclusive. The Schmidt
and Cole types were tried in 1906 and 1907, respectively, and the original
Swindon superheater, which was patented in 1907, and which, like the Cole,
was constructed on the Field tube principle, was applied in 1908. In the
the following year-190g-the present or modified Swindon device, with
single-looped return-bend tubes (arranged in pairs, as distinct from a continuous
or four-fold length of tubing), was patented and put to a practical test.
With one exception, that of the former 4-6-2, No. 111,The Great Bear,
all of the engines concerned in these experiments were 4-6-0s, two being
of the two-cylinder, and three of the four-cylinder class. Of the former,
No. 2901 Lady Superior was fitted with the Schmidt superheater in
1906, and No. 2922 Saint Gabriel, with the 1907 patent Swindon apparatus
in 1908.
As regards the four-cylinder 4-6-0s, No. 4010 Western Star had the
Cole appliance installed in 1907; No. 4011 Knight of the Garte the
No. 1 Swindon in 1908; and No. 4021 King Edward the improved or non-Field
tube Swindon superheater in 1909.
The erstwhile 4-6-2 was also experimentally super- heated. It was at first,
in 1908, equipped with a Swindon No. I Special. This was removed in 1913,
and the Company's 1909 apparatus was substituted for it.
The main principles employed in the I 909 patented design were definitely
adopted by the Great Western for their future superheaters. The respective
diameters of the large flues and superheater steam tubes, formerly, in some
instances, 5 in. and 7/8 in., are now generally 5 in. and
1 in. The length of the steam tubes necessarily depends on that of the boiler
barrel, but these tubes have, nevertheless, been made approximately 1 ft.
longer for the 4-6-0s, as compared with those of the experimental designs.
The principal changes which have been, or will be effected, concern, however,
the number of superheater flues and steam tubes employed in the various classes
of engines. In this connection, no hard-and-fast rule was formerly followed,
in order, no doubt, to arrive at the most suitable apparatus for a given
size of boiler. Thus, the number of fire and steam tubes often varied in
engines of the same class, and for this reason it is proposed to review the
equipment of superheaters to the several types and classes of Great Western
locomotives from 1909 onwards. Generally speaking, the number of superheater
steam tubes per flue (previously eight, in some engines), is being fixed
at six. Again, many of the comparatively small-boilered engines which were
fitted with double-row superheaters are now being provided with single-row
apparatus. Type for type, or boiler for boiler, in contrast with the usual
practice elsewhere, the Great Western authorities have generally employed
a moderate number of superheater flues, with a proportionately somewhat smaller
superheating steam tube area, in conjunction, however, with relatively high
steam pressures, especially for their more important types of engines. The
combination of these features have undeniably given excellent results on
the Great Western Ry., the work done by the engines being of a distinctly
meritorious character. The first engines to be superheated were those already
mentioned. Following the definite adoption in principle of the 1909 patent
apparatus, the engines of various other classes and types were fitted with
Swindon superheaters. But, at the outset, and for some time afterwards, this
procedure was not carried out on a wholesale scale, and consequently the
number of engines of any particular class which were superheated differed
a good deal. In view, therefore, of the very large number of engines
involved—in the aggregate—it will be neither possible nor necessary
to mention the application of superheating to every individual locomotive.
Commencing with the 5 ft. 8 in. 4-4-0's, we have, first, those of the rebuilt
Duke class of 1895-99, with double frames, 18 in. by 26 in. cylinders, Belpaire
fireboxes, and 180 lb. pressure. The superheating of these engines—that
is to say, some of them—dates from 1911, and the apparatus then fitted
consisted of 6 large flues and 48 steam tubes; in other words, it was of
the 6-48 order, a form of expression that will be used hereafter, where
necessary, for the sake of simplicity. The same number of flues is still
used, but the number of steam tubes has been reduced to 36. With the 48 tubes,
the superheating surface was 104 ft2., and the
total heating surface 1275·70 ft2.. ; with
the 36 tubes the former is 81·25 ft2.., and
the latter 1224·15 ft2. The steam pressure
was originally 160-165 lb. The boilers are of the domed type, 4 ft. 5 in.
in maximum dia. outside, and 11 ft. long. There are many other 5 ft. 8 in.
4-4-0s, also with 18 in. by 26 in. cylinders. These engines comprise several
series, such as the Camels, Dominions and Birds, all of which are now classed
as Bulldogs, and the construction of which covered the period from 1898 to
1910. The earlier engines, which were like the Dukes, had ordinary domed
boilers; the intermediate series were without domes, and had straight barrels
with Belpaire fireboxes; and the . later series (1903, onwards), were provided
with taper Belpaire boilers. The latter worked at 195 lb., as against 180
lb., the pressure employed in the domed and non-taper boilers.
Some of the Bulldogs were fitted with double-row superheaters, of the 12-72
size, giving a superheating surface of 184·75
ft2. and others were equipped with 6-36 apparatus,
the superheating sur- face of which was 91 ·11
ft2.. The boilers, of the taper kind, were of the
same structural dimensions, and their total heating surfaces were, respectively,
1214·19 ft2. . and 1357·85
ft2.., a larger number of the ordinary small fire
tubes being used in the latter case. The latest practice is to fit the smaller
of these two superheaters, and to increase the pressure to 200 lb. per sq.
in. Several of the engines are, in fact, running with these features. In
so far as available information goes, the superheating of this class was
begun in 1910. It may be added that all of the engines have double frames
throughout.
In addition to the 5 ft. 8 in. 4-4-0s, the Great Western possess many engines
of the same type with 18 in. by 26 in. inside cylinders and 6 ft. 8½
in. coupled wheels. There are, for instance, the Badmintons, of 1897-99;
the A tbaras, of 1900-190 I; the Flowers, of 1908 (all now classed under
the last- mentioned category); and the Cities, of 1903. There are also the
Counties, of 1904, which differ chiefly from the foregoing in having outside
cylinders, 18 in. by 30 in. and inside frames. All the others have double
frames. Four outside-framed 4-4-0 express engines, formerly known as the
Armstrong class, which were built with 20 in. by 26 in. cylinders and 7 ft.
1½in. wheels in 1894, and which are now running with 18 in. by 26 in.
cylinders, 6 ft. 8½ in. coupled wheels, and 6-36 superheaters, are included
in the Flower series.
Three different sizes of superheaters were tried in the Badmintons, after
these engines, which were turned out with domed boilers and Belpaire fireboxes,
were rebuilt with non-domed taper barrels, having a maximum outside diameter
of 5 ft. 6 in., and a steam pressure of 200 lb. In 1909, one of the Badmintons,
with this size of boiler, was fitted with a 14-84 superheater. The superheating
surface was 196·52 ft2, and the total heating
surface 1548·22 ft2. A year or two later,
the class generally was provided with smaller taper boilers (largest outside
dia., 5 ft. 0½ in.), and after being thus altered, some of the engines
had twelve large fire tubes arranged in two rows, and others had one row
of six such flues. The double-row superheaters consisted of 72 steam tubes,
or 6 per flue, while the one-row apparatus totalled 48 steam tubes, or 8
per flue. The heating surface of the 12-72 superheaters was 184,75
ft2., and that of the 6-48s, 107
ft2., and the respective combined heating surfaces
of the boilers were 1214·19 ft2., and
1373·74 ft2. The steam pressure carried by
these smaller boilers was at first 195 lb., but in most cases it has since
been increased to 200 lb. Where new superheaters have been fitted to the
Badmintons, they are of the 6-36 standard. The old domed boilers of these
engines, by the way, worked at 180 lb.
The Atbaras were constructed with straight-barrelled boilers with Belpaire
fireboxes, in 1900-1901 ; pressure, 180 lb. They were gradually supplied
with coned barrels, mostly between 1907 and 1909, but one engine was re-boilered
as early as 1902. The superheating of the engines began in 1910; the apparatus
installed was of the 12-72 size, and the superheating surface was 168 ·43
ft2.; total heating surface of boiler 1197 ·87
ft2. The steam pressure was 195 lb., subsequently
raised to 200 lb. on the engines going into the shops for heavy repairs.
The coned boilers in question had outside diameters of 4 ft. 51/8
in. and 5 ft. 0½ in. Ten of the Atbaras were converted to the
class to be next referred to, namely, the City class.
The latter, which appeared in 1903, have always had standard 4 boilers, the
front and rear diameters of which are 4 ft. 10¾ in. and 5 ft. 6 in.,
respectively, and the ten Atbaras, when transferred to the City class, had
similar domeless taper boilers. The working pressure in each case was 200
lb. One of the Cities proper was first superheated in 1911. The superheater
was a large one, with 14 51/8 in. flues and 112 steam tubes
(8 per flue), the latter having a superheating surface of 249·69
ft2; total heating surface of boiler, 1728·05
ft2 The latest practice is to fit 14-84 apparatus;
superheating surface, 191·79 ft2t.; total
heating surface, 1670·15 ft2. As previously
stated, the Counties, which followed the Cities in 1904, differed from all
of the other 4-4-0s in having outside cylinders and inside frames. The cylinders
are 18 in. by 30 in., and the coupled wheels 6 ft. 8½ in. The
boilers—standard 4— are like those of the City class, and have
a steam pressure of 200 lb. The Counties were first superheated in 1911.
The superheaters were previously 14-112s, but are now of the 14-84 order,
and the superheating surface and total heating surface are as already given
for the Cities fitted with the same size of apparatus.
The next 4-4-0s were the 6 ft. 8t in. Flower class (1908), and the 5 ft.
8 in. Bird series (1909- 1910). When the engines of both of these classes
were superheated, they were provided with 6-48 apparatus. The latest practice,
however, is to fit only 36 steam tubes (the number of large fire tubes being
as before); superheating surface, 82·20
ft2.; total heating surface (latest figures),
1348·95 ft2. for each class.
The two-cylinder and four-cylinder 4-6-0s, certain members of which (as described
in the November issue) were used for the initial experiments in modern
superheating on the Great Western Ry., have mostly been fitted 14-84 superheaters
from the time when the 1909 patent Swindon design was adopted. These superheaters
have 262·62 ft2 of heating surface, and are
now the standard apparatus for the 4-6-0s, but some of the engines of both
classes were at one time equipped with the l 12-steam-tube pattern. In the
latter case, the superheating area and the total heating surface were,
respectively, 330·05 ft2, and 2171·43
ft2. The two first two-cylinder 4-6-0 engines had
200 lb. pressure, but the third, named Albion, was given 225 lb.
Next part page 186
New South Wales Government Railways. 162
Order for fifteen locomotives from Clyde Engineerin Works of 4-6-0
derived from Lucy C36 class
British locomotive builders, past and present.
163-4.
Continued from page 130. List with brief notes.
In continuation of the article which appeared last month, the following list
gives the remaining names of British firms, past and present, engaged in
the locomotive building industry.
Honeywill Bros., Ashford, Kent. Petrol and narrow gauge locomotives.
S. & F. Howard Ltd., Bedford. Petrol and oil locomotives for contractors,
etc.
Hunslet Engine Co., Leeds. Have built over 1,000 engines since they were
established in 1864.
T. H. Hunt & Co., Bournemouth. Built a locomotive for the Eskdale Ry.
*lnce Foundry, Wigan. Built for the South Devon Ry.
*Johnson & McNab. Built for the Garnkirk & Glasgow Ry.
*J. & G. Joicey & Co., Newcastle. Built tank engines for collieries
and ironworks from 1867-1894; in all about 24 locomotives were built, standard
and narrow gauge.
*Jones, Turner & Evans, N ewton-le- Willows. Established in 1837. Afterwards
(probably in 1843) became Jones, Potts & Co., and later John jones &
Co. Output about 340 engines to 1863, when the establishment closed.
J. R. Engineering Co., R.H. & D. Ry. Station, New Rornney, Kent. Build
miniature locomotives.
*Kenworthy, Taylor & Co., Barnsley Foundry, Barnsley. Tank locomotives.
Kerr, Stuart & Co., California Works, Stoke-on- Trent. Build for various
railways at home and abroad. Kilmarnock Engineering Co., Kilmarnock. Tank
loco- motives.
*Kinmond, Hutton & Steel, Wallace Foundry, Dundee. Built for Glasgow
& Ayr Ry.
*Kirtley & Co., Warrington. Built for various railways.
*W. & A. Kitching, Hope Town Railway Foundry, Darlington. Originally
established in 1790 as an iron foundry. Construction of main line locomotives
started in 1833, and ceased in 1860. The firm was afterwards reconstructed
and known up to 1885 as C. I' Anson and Co., and about five four-wheeled
tank locomotives were built between 1875-1881.; The firm afterwards became
A.E. & H. Kitching. The establishment is now known as the Whessoe Foundry.
Kitson & Co., Airedale Foundry, Leeds. Originally known as Tod, Kitson
& Laird, and later as Kitson, Thompson and Hewitson, and Kitson &
Hewitson. More than 5,000 engines have been built since the firm was founded
in 1838.
*Lennox, Lange & Co., Glasgow. Tank locomotives for collieries, ironworks,
etc.
*Stephen Lewin, Dorset Foundry, Poole. Built tank engines for contractors,
etc.
*Lilleshall Iron Co., Oakengates, Salop. Exhibited at the 1862 Exhibition.
Built for the Cambrian and other Railways. Lingford & Gardiner, Bishop
Auckland. Build and re- build tank engines for collieries and ironworks.
*Linton, Selby. Built engines for York & North Midland Railway.
*Wm. Lister, Darlington. Built for the Stockton & Darlington and Clarence
Rys,
*R B. Longridge & Co., Bedlington Ironworks, Northumberland. Established
in 1785, this firm built about 300 engines between 1834 and 1852. Sold to
James Spence in 1853 ana closed two years later. The works are now mostly
dismantled, but the original drawing office remains and has been converted
into two dwelling houses.
Manning, Wardle & Co., Boyne Engine Works, Leeds. Commenced engine building
in 1859 and acquired the business of E. B. Wilson & Co. Total output
to date exceeds 2,000 engines.
Marshall, Sons & Co. Ltd., Gainsborough.
*Martyn Bros., Chapel side Works, Airdrie. Tank locomotives for collieries,
etc.
*Mather, Dixon & Co., North Foundry, Liverpool.
Mather & Platt, Salford. Constructed with Beyer, Peacock & Co. the
original electric locomotives of the City & South London Ry. in 1889.
Mathews, Bristol. Tram locomotives for Wantage.
*Thomas McCulloch & Sons, Kilmarnock. Tank locomotives for collieries,
etc.
*John Melling. Built three locomotives for the Grand Junction Ry.
*Merryweather & Sons, Greenwich. Built engines for tramways and light
railways. The firm now specialise, in fire engines and accessories.
*Miller & Co., Vulcan Foundry, Coatbridge. Tank locomotives, mostly narrow
gauge locomotives.
*Murd'ock & Aitken, Glasgow. Built for the Glasgow and Garnkirk Ry, N
asmyth, Gaskell & Co., Bridgewater Foundry, Patricroft. Established in
1835. Became Tames Nasmyth & Co. about 1850; Patricroft Ironworks about
1856; and Nasrnyth, Wilson & Co. in 1867. Under the latter name the firm
still flourishes, and has now turned out approxi- mately 1.300 engines.
*Neasham & Welch Stockton-on-Tees. Built for Stockton and Darlington
and local railways.
*Neath Abbey Iron Works, Neath. Established in 1792. Built for the Bodmin
& Wadebriclge and other railways. Last locomotives built about 1870.
Business taken over by Taylor & Sons Ltd., of Briton Ferry.
Neilson & Co., Glasgow. Established in Hyde Park Street in 1837. Hyde
Park Works erected in 1862. This firm, known since 1898 as Neilson, Reid
& Co., amalgamated with Sharp, Stewart & Co., and Dübs &
Co., in 1903 as the North British Locomotive Co. Ltd. North British Locomotive
Co., Glasgow. This is the largest locomotive building company in Europe,
the output of the three combined firms now exceeding 23,300 engines.
Peckett & Sons, Atlas Works, Bristol. Acquired in 1880 the business of
Fox, Walker & Co. The total output of the two firms since 1862 approximates
1,600 engines.
*Peel, Williams & Peel, Soho Works, Ancoats.
*Pendleton Ironworks, Manchester. Ceased to build engines after 1878. Built
about seven locomotives, four-wheeled and six-wheeled tank locomotives for
own use at colliery and ironworks owned by the firm of Barninghams.
*Peto, Betts & Brassey, Canada Works, Birkenhead. Built for various railways
in this country and Canada.
R. Y. Pickering & Co., Wishaw. Rail motors.
*Ransomes & Rapier, Ipswich. Built the engines for, and equipped, the
pioneer railway in China-the Woosung Tramroad-1873-1876.
*G. & ]. Rennie. Established at Stamford Street, Black- friars, in 1824,
and removed to Holland Street, Blackfriars, in 1833. One of the earliest
firms to be established in London, they built locomotives from 1838 to 1843.
In the latter year they became marine engineers.
*George Rennoldson, South Shields. Built an odd locomotive or two possibly
for the Stanhope & Tyne Ry, The boiler of one exploded .in the yard whilst
undergoing steam trials, November 20, 1837, killing two people.
*Thomas Richardson. Established the Castle Eden Foundry, in 1830, and the
Middleton Ironworks, Hartlepool, in 1838, and built engines from 1835 to
1858. The firm is now called Richardson, Furness & Westgarth (marine
engineers), and they use the buildings formerly occupied by Gilkes, Wilson
& Co. and their successors at Middlesbrough-on-Tees.
*Rothwell S' Co., Union Foundry, Bolton-le-Moors. Established in 1830 and
built some 200 engines between then and 1860, when they closed.
Ruston & Proctor, Lincoln. Principally agricultural engineers, but have
built a few locomotives. Now known as Ruston & Hornsby, the firm specialise
in petrol-driven locomotives.
*St. Rollox Co., Glasgow. Built for the Garnkirk and Glasgow Ry.
*Sara & Co., Plymouth. Built vertical boiler, geared locomotive for the
South Devon Ry., also for China Clay Mines.
Savage Bros., King's Lynn. Build locomotives for show- men and scenic
railways.
*Scott & Sinclair, Glasgow. Built for various Scottish railways.
Sentinel Waggon Works, Ltd., Shrewsbury. Build chain- driven shunting
locomotives.
*Alexander Shanks & Co., Dens Ironworks, Arbroath. Built small locomotives
for docks and harbours.
Sharp, Stewart & Co., Atlas Works, Glasgow. Established in 1833 and formerly
located at Atlas Works, Manchester. Originally known as Sharp, Roberts &
Co., they became Sharp Bros. & Co. in 1843, and Sharp, Stewart &
Co. in 1852. Removed to Glasgow in 1888, and took over the business of the
Clyde Locomotive Works. Amalgamated in 1903 with Neilson, Reid & Co.
and Dubs & Co., under the title of the North British Locomotive Co. (which
see).
*Shepherd & Todd, Railway Foundry, Leeds. Commenced engine construction
in 1838; became Fenton, Craven and Co. in 1846, and E. B. Wilson & Co.
in 1847 (which see).
*C. Todd. Built for the York & Newcastle and York and North Midland
Rys.
*Short Bros., Glasgow. Siemens Bros. & Co., Stafford. Built two electric
locomotives for the City & South London Ry. in 1891.
*John Smith, Village Foundry, Coven, Wolverhampton. Built tank engines for
collieries and ironworks.
*Spence & Co., Dublin. Built locomotives for Guinness's Brewery. . Thomas
Spittle, Cambrian Foundry, Newport, Mon. Builds tank engines for contractors,
etc.
*Stark & Fulton, Glasgow. Built for Glasgow, Paisley, Kilmarnock &
Ayr Ry, Robert Stephenson & Co., Darlington. Established at Forth Street
Works, Newcastle, in 1823, under the name of G. & R. Stephenson, Pease
& Richardson. The present firm (R. Stephenson s Sr Co.) started numbering
their engines in 1832, and have built more than 4,000 between then and now.
They removed from Newcastle to Darlington in 1902.
*Stirling & Co., East Foundry and Victoria Foundry, Dundee.
Henry Stothert & Co., Bristol. Became Stothert, Slaughter and Co. in
1840; Slaughter, Griining & Co. in 1856; and the Avonside Engine Co.
in 1866 (which see).
*Sutton Engine Works, St. Helens. Afterwards E. Borrows. and Son, Providence
Works, St. Helens. (See Cross and Co.)
*H. E. Taylor, Chester. Locomotives for cement works.
*T. M. Tennant & Co., Newington Works, Edinburgh. Built tank engines
with vertical boilers.
*Thames Ironworks, Blackwall. Built an electric locomotive for the City &
South London Ry. in 1898.
*Thompson & Cole. Built for the Birmingham & Derby J unction and
North Midland Rys.
*Thornewill & Warham, Burton-on-Trent. Built tank engines for collieries,
and for Bass's Brewery.
*Thwaites Bros., Vulcan Foundry, Bradford; known at one time as Thwaites
& Carbutt. Built one locomotive for the South Yorkshire Ry.
*Tredegar Ironworks, Tredegar, Mon. Built engines from 1832 to 1848.
Tulk & Ley, Lowca Works, Parton, Whitehaven. Founded in 1763 by Adam
Heslop, and in 1808 passed into Messrs. Millward's hands. Messrs. Tulk &
Ley. took over the works in 1830, and in the 1840s commenced locomotive building.
In 1857 the firm was taken over by Messrs. Fletcher, Jennings & Co.,
until 1884, when the works became known as the Lowca Engine Works until 1905,
when it became known as the New Lowca Engine Works Co., 250 locomotives having
been built by the firm and their predecessors.
*Turner & Ogden, Leeds. Built for the York & North Midland Ry. Vulcan
Foundry, Newton-le-Willows. Originally founded in 1832 by Charles Tayleur,
and known under the present title since 1847. Total output exceeds 2,000
engines.
*Richard Walker & Bros., Bury, Lancs. Built for the East Lancashire Ry,
*Walker Bros., Pagefield Ironworks, Wigan- Built tram, also tank,
locomotives.
*Wilkinson & Co., Holmeshouse Foundry, Wigan. Built for the Giant's Causeway,
Portrush and Bush Valley Ry., and various tramways. E. B. Wilson & Co.,
Railway Foundry, Leeds. Formerly Shepherd & Todd, who commenced building
in 1838. Became Fenton, Craven & Co. in 1846, and E. B. Wilson and Co.
in 1847. The works were closed in 1858 and taken over, partly by Manning,
Wardle & Co. (in 1862) and partly by Hudswell & Clarke (in 1860).
635 engines were built to 1858.
*Robert Wilson, Gateshead. Built one locomotive for the Stockton & Darlington
Ry,
*Woolwich Arsenal. Since the war built 50 locomotives as a relief measure.
*Worcester Engine Co., Worcester. Established in 1865 and wound up in September,
1872. Premises occupied partly by Mackenzie & Holland, Railway Signal
Engineers, and partly by Heenan & Froude, Engineers .
*Worsdell, Birmingham. Built for the Potteries, Shrewsbury & North Wales
Ry,
Yorkshire Engine Co., Meadowhall Works, Sheffield. Established, 1866.
Construction to date, about 1,600 locomotives.
N.B.-An asterisk denotes either that the firm is defunct or no longer
engages in the locomotive building trade.
Some of the larger industrial companies build occasional engines for their
own use at such times as their shops are not fully engaged on other work,
and among them may be mentioned: The Coalbrookdale Iron Co.; Dowlais Ironworks;
Ebbw Vale Steel, Iron and Coal Co.; Gas Light and Coke Co. (Beckton Works);
Haydock Colliery; South Hetton Coal Co.; and Vivian & Sons (Swansea).
As bearing somewhat on this subject, readers are reminded that a list of
present Continental locomotive building firms appeared in THE LOCOMOTIVE
for June, 1916.
The names given in early railway companies' lists as the firms from whom
locomotives were purchased were not necessarily the builders of these. At
that time the demand for locomotives exceeded the supply, and as usual in
those circumstances, speculators appeared who ordered locomotives which they
did not want and could not use, apparently with the sole intention of selling
them at a profit to railway companies who wanted them and must have them.
Thus the engine Tantalus of the Grand Junction Ry., recorded as being
purchased from J. Smith, of Bradford, was built for him by the Haigh Foundry,
Wigan, and No. 13 of the North Union Ry., recorded as being purchased from
Bourne, Bartley and Co., was built for that firm also by the Haigh Foundry.
Reserved passenger carriages, Nitrate Railways of Chili. 165-6. 4
illustrations, diagram (side elevation & plan).
Supplied by R.Y. Pickering to specification of T. Jefferson, locomotive
engineer and inspection by R.W. Hunt & Co.: side corridor coaches with
lavatories and furnished with green buffalo hide for smoking or green tapestry
for non-smoking compartments
Self-discharging wagons on the German and Swedish State Railways.
166-8. 2 illustrations
Bogie wagons
Correspondence. 168.
British locomotive builders, past and present.
Méchanicien. 168
Re pages 130-132 a list of British locomotive builders, past and present.
there are several points that are not entirely correct, or which call for
further explanation, and I am taking this opportunity to draw your aftention
to them.
Blair & Co., Stockton-on-Tees.—This, I think, should be given as
follows. Hackworth and Downing, of Shildon, moved to Stockton-on-Tees in
the early forties and established works for the building and maintenance
of locomotives; the firm afterwards became Fossick & Hackworth, and had
the contract for supplying haulage power for the Clarence, Stockton and
Hartlepool, also Llanelly Rys., and supplied locomotives for these and other
lines. The works manager was Mr. G.T. Blair. The name of the firm was changed
to Fossick & Blair at a later date, and eventually the works were entirely
taken over by Mr. G.T. Blair. Locomotive building ceased in the late sixties
and attention concentrated on marine engine building. The number of locomotives
built was about 100.
Cochrane, Grove & Co., North Ormesby Works, Middlesbrough.-Locomotives
built by this firm were entirely for use at their own North Ormesby Ironworks.
John Coulthard & Son, Gateshead-on-Tyne.—The figure given, viz.,
100 locomotives, seems somewhat high, and these cannot be accounted for,
and it seems more probable that the number of this firm's locomotives did
not exceed fifty, including rebuilt locomotives which may have received new
maker's plates and shop numbers.
D. Drummond & Son, Glasgow Railway Engineering Co., Govan.—This
firm also built a number of narrow gauge 0-4-0 tank locomotives with cylinders
6 in. dia. by 9 in. stroke for various gas companies.
Gilkes, Wilson & Co., Teeside Engine Works, Middlesbrough-on-Tees. afterwards
Hopkins, Gilkes & Co., and latterly Teeside Iron & Engine Co., closed
down 1880. The figure given for the number of locomotives built is not correct,
the total number was 134, the last being completed in 1875.
John Harris, Darlington-given as Albert Hill Foundry.— This firm built
about twenty tank locomotives between 1863 and 1869 in a portion of the Hopetown
Foundry, leased from Messrs. C. E. Lister. One or two of the last locomotives
built had the words on the maker's plate, "Albert Hill Foundry, Darlington."
The Albert Hill Foundry was not taken over by Lister's but by Messrs. Summerson,
makers of railway switches, points, crossings, etc.
Hawthorns', Leith—Locomotive building is given by this firm as between
1846-1866. I would point out that locomotive building continued until the
middle eighties, and rebuilding and repairs being carried out until a much
later date.
Heron & Wilkinson.—This, I think, should read Horner and Wilkinson,
and whether they ever built a locomotive is extremely doubtful. They did,
however, build a number of coaches for the early railways in the north of
England.
Hartlepool Iron Co.—This firm should be included under the heading of
Messrs. Thos. Richardson & Son, Hartlepool Iron Co., Middleton, Hartlepool,
established 1838.
Gladstone. Malcolm M. Niven. 168
We have recently heard that the Gladstone of the L.B. &
S.C. Ry. has been removed from traffic, and that it is to be placed in the
L. & N.E.R. Museum at York until such times as a place can be found for
it in South Kensington Science Museum. I was very glad to learn also that
the L. & N.E. Ry. Co. were also putting aside one of the Tennant 2-4-0
passenger engines as a memento. Now, I would like the Stephenson Society
to try and negotiate with the L.M.S. Ry. to keep one of Mr. James Stirling's
7 ft. It in. coupled engines. These were amongst the earliest 4-4-0 inside
cylinder engines in this country, and had a standard of beauty and efficiency
seldom eclipsed by any passenger engine of the time. I am safe in saying
that it was their wonderful economy in oil and coal which made them so efficient
for the time, and as the late Mr. Ahrons gave all particulars it is not necessary
for me to recapitulate here. There was great economy in oil in these engines
due to the very well designed driving link motion which reduced the frictional
resistance in operating the slide-valves to a minimum. These engines could
run for a week on two gallons of engine oil, and 21 lb. of tallow, and a
fuel consumption of 26 lb. of coal per train mile.
Opening of the new station at Newton Abbot.
168
On Monday, 11 April the new Great Western Railway station at Newton
Abbot was opened by Lord Mildmay . of Flete, supported by the chairman,
directors, general manager and several officials of the Great Western Ry.,
as well as many local representatives. It takes the place of the station
designed by Brunel, built in 1846, which consisted of three narrow platforms,
400 ft. in length, with an " overall " roof 300 ft. in length. The chief
features of the new station are two main island platforms, up and down, each
1,375 ft. long, and coverings for a length of 600 ft.; a separate platform,
320 ft. long, is provided for the Moretonhampstead branch traffic. Other
features are :-Commodious refreshment and waiting rooms, electric lifts for
the transfer of luggage and parcels, and a footbridge, with wide stairways
connecting with the main building. The building is three storeys high; on
the ground floor are the booking office, hall, parcels office and cloak-room.
The first floor contains a dining-room and tea-room, 66 ft. long and 19 ft.
wide, and suitable also for social functions; access to and from the street
is given by independent stairways. The offices of the divisional locomotive
superintendent are situated on the second floor. At the east end of the station
a signal-box, with 206 levers, has been erected, and this is the second largest
on the Great Western Ry. system. The townspeople presented three clocks,
one of which is placed in the pediment surmounting the building, one in the
booking hall and the other is a central controlling clock. After the inauguration
ceremony the station was thrown open to public inspection. Much interest
was shown in the old South Devon Railway vertical shunting boiler engine
Tiny, as also a hot-air engine, which were on view. The
Tiny is believed to be the only 7-ft. gauge locomotive in the world.
Built in 1868 by Sara & Co., of Plymouth, it was used by the S.D. Railway
for shunting at Newton Abbot yard, and was taken over by the G.W. Railway
with the other S.D. Railway stock in 1878. It has been used of late years
(until the end of March) for pumping purposes at the loco- motive sheds,
steam being supplied from an adjacent stationary boiler. The Tiny
was described and illustrated in THE LOCOMOTIVE
for August 14. 1920.
Reviews. 169-70.
British railway operation. T. Bernard Hare, London: The Modern
Transport Publishing Co.
To those desirous of obtaining inside knowledge of the operation of
British railways this book will be of more than ordinary value as in it we
have the methods and ways described by a practical railway man actually engaged
in the work he writes of. Although little fault can be found with Mr. Hare's
very clear descriptive treatment of his subject, we confess we should like
to have seen more in the way of indications of changes in the orthodox methods,
now the railways find themselves in such a grave position due to the remarkable
development of road transport. The possibility of getting more elastic working
to better meet the competition of the motor, the speeding up of the goods
service by improving the stock, handling it, decreasing the terrible loss
due to the constant haulage of so much deadweight, are hardly mentioned,
although the fitment of the goods trains with continuous brakes and automatic
couplers is touched on, and reference to the want of such an improvement
is discernable when signalling, timing of trains, etc., are under review.
Sir Ralph Wedgewood's " Foreword" is aptly written. We welcome the book as
one which gives the Whys and. Wherefores of many railway proceedings, and
for this reason it will be a valuable addition to a railwayman's
library.
Trials with vacuum brakes on long goods
trains.Technical paper No. 254. Calcutta: Government Printing
Office,
The Indian Railway Board has published in the above the results of
a series of trials made by R.C. Case of the Loco. Dept., Eastern Bengal Ry.,
with the vacuum brake on long goods trains. The notes are of a very ordinary
kind and offer no new features. It is much to be regretted that experiments
were not possible with a traffic train of vehicles taken from service. Such
was not possible, however, and the usual recourse had to be made to a specially
prepared train which of course considerably discounts the value of the results.
The diagrams accompanying it show clearly where difficulty may be expected
with the vacuum brake on very long goods trains.
When railroads were new. C.F. Carter. Centenary Edition. London:
Simmons-Boardman Publishing Co.,
This book, described as an account of the early American railroads
and the men who built and ran them, is written by an old railroad man. It
may be compared with some of the popular historical books dealing with the
interesting features of British railways and is full of curious information.
It describes the early history of the Erie, the Pennsylvania lines, the Baltimore
and Ohio, the New York Central, the first Pacific Railroad the Santa Fe,
the Rio Grande, and the Canadian Pacific, the last of the pioneer lines of
North America. Several interesting pictures of the early days of railroads
are included. The author explains the difficulties he has found in gathering
the fragments of early railroad history into a coherent narrative that would
be neither a dry treatise nor a collection of anecdotes. Thus dates that
vary a whole year are given for so recent an event as the running of the
first through passenger train over the Canadian Pacific Railway. The management
of the largest locomotive works in America asserts that the first engine
built by their founder ran only on fair days at the outset of its career,
being replaced by horses on rainy days by its proud but prudent owners. On
the other hand, the driver who claims to have had charge of this first locomotive
declares he ran it every day, wet or fine, and the author gives other examples
of these contradictory statements. The book is most entertaining as well
as instructive to British readers, as giving fresh and little-known information
on American railway history and conditions. It is furnished with a serviceable
index, is clearly printed, and well produced generally.
Modern railway signalling. M.G. Tweedie and T.
S. Lascelles, London: The Gresham Publishing Co., Ltd.,
This comprehensive work deals with present-day railway signal engineering
and is designed not only to meet the needs of the younger employees in a
signal department, who may wish to add to their workshop experience by a
thorough knowledge of the latest practice of the science of signalling in
all its branches, but will also well repay study by those who have long passed
their apprenticeship in railway work. The first six chapters deal with the
principles of signalling; signal boxes, various types of lever and locking
frames; signals, ground connections, examples of two and three-position
signalling, double wire signal and point working. The methods of making locking
sketches, locking tables, and dog charts are fully explained. Later sections
give full descriptions of such matters as non-automatic, double-line block
signalling, single line working (non-automatic), track circuits, automatic
block signalling, point working, two and three-position signalling, day
colour-light-signals, telegraphs and telephones, and the application of power
to signal working, including the electric, electro-pneurnatic and pneumatic
systems. Cab signalling and automatic train stops are dealt with in the chapter
on signalling in fog and falling snow. The work is profusely illustrated
with 291 diagrams and plans and half-tone illustra- tions, including two
plates of an " eye-ball" train diagram, and a diagram showing auxiliary sidings,
approach lines, platforms and signalling arrangements at Glasgow Central
station. The subject is dealt with interestingly throughout and it can be
commended to all connected with signalling and signal engineering.
The Channel Islands. London: Published by the Great Western &
the Southern Railways.
This attractive guide and handbook is published jointly by the above
railways and can be obtained from the Superintendent of the line, Paddington
Station, or the chief commercial manager, London Bridge station. Apart from
the excellent illustrations of the scenery of these popular islands, the
text is not only informative but written in a very interesting style. The
first section describes the many attractions of St. Helier, St. Aubin, St.
Brelades, Corbiere and the North and East Coasts of Jersey. This is followed
by the Guernsey portion, which deals with St. Peter Port, Moulin Huet, Icart,
Moye Point, Rocquaine Bay, etc., while the last chapter is devoted to the
islands of Alderney and Sark. It should be mentioned that holders of return
tickets can travel via Weymouth or via Southampton on the homeward journey.
The new switchgear works of the Oerlikon Company. 170
No. 418 (15 June 1927)
The preservation of the "Gladstone". 171-2.
illustration
Illustration shows 0-4-2 Gladstone in Stroudley yellow livery
alongside Lord Nelson. Ceremony at York on 31 May 1927 involved
W.H. Whitworth of Stephenson Locomotive Society, C.M. Stedman, divisional
running superintendent, George Davidson, divisional general manager, J.B.
Harper, chairman of York Museum Committee and E.M. Bywell curator.
Two-cylinder compound freight locomotives, Central Argentine Ry. 172-3.
illustration
Twenty cross compound 2-8-2 built by Beyer, Peacock & Co.
Belpaire firebox: hish pressure cylinder was 21 x 26in and low pressure
31½ x 26in. Boiler pressure 200 psi.
Locomotives for Kimberley Diamond Mines. 173. illustration
John Fowler & Co. (Leeds) Ltd supplied four 0-4-2T for 18
inch gauge lines ownde by De Beers Consolidated Mines in South Africa
New six-coupled bogie goods engines, Southern Railway.
174-5. illustration, diagram (side elevation)
S15: Urie design modified by Maunsell
Pennsylvania R.R. 175
A new number plate had been adopted for the front of the smokebox
of locomotives made in the form of a " key-stone," the accepted emblem of
the State of Pennsylvania and the adopted "trade-mark" of the Pennsylvania
R.R.
London & North Eastern Ry. 175
No. 1268, 1272 and 1273 were 0-6-0 (J39 class) completed at Darlington.
Several of the recently purchased 2-8-0 (W.D. type) were being reconditioned
at Gorton. No. 6633 (late W.D. 2126) had already been put into traffic.
Inspection cars, Great Southern Railways of Ireland. 175.
illustration
For use by engineers when inspecting on the Great Southern Rys. of
Ireland, four closed type petrol railcars had been built by the Drewry Car
Co. at their works at Burton-on-Trent. These vehicles are fitted with the
builders' standard 20-h.p. engines and three-speed gear boxes, with reverse
gears giving all three speeds in each direction. The control arrangements
are arranged at the centre of the car, so that whichever way it is running
the. leading seat is available for the use of the inspecting engineer. The
seats, which are fitted with reversible back rests, are arranged so that
there is a gangway along one side of the car, and ample space is left at
each end for the provision of a folding table on which plans and drawings
can be examined. The cars are built to suit the Irish standard 5 ft. 3 in.
gauge track, and are capable of a maximum speed of 35 to 40 miles per hour.
Union Pacific R.R. 175
By utilising compressed air from the air brake supply for operating
the engine whistle on certain services whereon much signalling is performed
by the whistle, it is claimed that a saving in fuel of a value of about 5s.
per locomotive per day is made. Several railways are now operating the engine
whistle in this manner, so saving high pressure, superheated steam.
Southern Pacific R.R. 175
By the introduction of much longer runs for passenger locomotives,
Los Angeles to El Paso, 815 miles, and so cutting out four changes of engines
at intermediate points, the number of locomotives required for operating
ten trains per.day, five in each direction, has been reduced from fifty to
twenty-five, the labour, stores and expenses of the intermediate sheds curtailed,
and about £12,000 saved per annum.
"Garratt" patent locomotives (2-6-0 + 0-6-2 type) for the
London, Midland & Scottish Railway Co.. 176. illustration
Three supplied by Beyer Peacock & Co. to specification of Sir
Henry Fowler for Toton to Brent coal traffic
The first "Baltic" express locomotives in the U.S.A. 177-8.
illustration
American Locomotive Co. for New York Central Railway to work fastest
expresses such as Twentieth Century Limited and Empire State
Express.
Modified Fairlie locomotives, South African Railways. 178-9. illustration
Built by Henschel & Sons of Cassel with a long rigid frame.
2-8-2+2-8-2
Great Western Ry. 178.
'The first of the new "Cathedral" class 4-6-0 four-cylinder express
engines is expected to be completed in early June': notes main dimensions
correctly
Benguella Railway Garratt locomotives, valves and valve gear. 179-80.
diagram
with Lentz valve gear
Great Western Ry. 180
Several of the 0-6-2T (ex. T.V.R.) are appearing with new tanks, which
makes them closely resemble Barry engines in external appearance. One of
these is No. 577, the date on the motion is 11/26 ; another is No. 484, which
has a Belpaire firebox and Swindon superheater; others are 583, dated 6/25,
and 573 dated 9/26. Others of the 0-6-2T type have been rebuilt with Camel
domeless boilers, e.g., No. 284, 335, 394, 292, 399 (H. L. & Co., 3411/1920),
297, 374, 286, 364, 298 (11/25), 602. Makers' plates are being removed from
the leading splashers and put on the back of the bunker in many cases. New
tank side sheets have been provided in some instances. Of the latest series
of 0-6-2T, No: 5680/1/2/6 are at Barry and 5684/7/8/9/90/3 on the T.V. section.
No. 5619, at one time in London, is now on the T.V. section. Several 2-6-2T
of the 4500 class have recently been sent to London for empty coach working,
among them being Nos. 4592-4599, 5500 and 5501, which are new from
Swindon.
Messrs. Kitson & Co. Ltd. 180
Had orders from the Midland Ry. of Western Australia for three 2-8-2
tender locomotives, and from the Manchester Ship Canal Co. for one 0-6-0
tank engine.
An experimental water-tube boiler locomotive. 180-2. illustration,
2 diagrams (including side & front elevations)
Several Paris, Lyons & Mediterranean Ry., Algerian Lines 4-6-0
locomotives were fitted with Robert water tube boilers in 1909-12..
Autocars for the German Government Railways, 183-4. 4 illustrations,
diagram
Manufactured by Waggon & Maschinenbau Actiengesellschaft of Gorlitz:
four wheel and bogie versions with petrol engines (in case of bogie vehicle
mounted on the bogie).
The locomotive history of the Great Indian Peninsular Railway. 184-6.
illustration, diagram (side elevation)
On 19 July 1867 the Mullah Viaduct on the Bhore Ghat collapsed only
four days after it had been inspected by J.R. Manning, chief engineer and
Captain, deputy consulting engineer.
F.W. Brewer. Modern locomotive superheating on the Great
Western Railway. 186-8.
Previous part (mainly 4-4-0s see page 161. Engines
of the two-cylinder 4-6-0 class were built from 1902 to 1913. The two first
examples had 200 lb. steam pressure. The third engine, turned out at the
end of 1903, and named Albion, was given 225 lb., with a view to running
it in competition with the de Glehn 4-4-2 compound, La
France, which had in that year been purchased by the G.W.R. Company,
and which had a working pressure of 227 lb. per sq. in. As, however, the
Swindon-built engine had the advantage over the compound in the matter of
adhesion weight, it was reconstructed in October, 1904, as an Atlantic, in
order to modify the disparity between the two engines. Thirteen other
two-cylinder 4-4-2s followed in 1905, and these also had 225 lb. pressure.
The cylinders, as in the case of the 4-6-0s, were 18 in. by 30 in., and the
coupled wheels 6 ft. 8½in. Several of the Atlantics, as such, were equipped
with superheaters having 14 large flues, and 84 steam tubes, in 1910-1911.
The French compound, La France, was superheated later. In September,
1913, this engine, which then carried its original boiler, was provided with
a superheater having 12 large fire tubes and 96 steam tubes; the superheating
surface was 280.49 ft2, and the total heating surface 1706.;89
ft2 Three years later, in September, 1916, La France was
rebuilt with a standard No. 1 coned boiler of the size used for the 4-6-0s
and simple 4-4-2's; max. dia., 5 ft. 6 in. ; length of barrel, 14 ft. 10
in.; pressure, 225psi. This boiler was fitted with a 14-112 superheater,
the superheating surface of which was 330.;05 ft2, while the total
heating surface was augmented to 2171.;43 ft2 La France
was withdrawn from service in 1926, after running 23 years. In 1905, the
Company purchased two larger de Glehn compound Atlantics, which were afterwards
named President and Alliance, respectively. The latter was
rebuilt with a No. 1 taper boiler in August, 1907, and the former in February,
1910. Both engines were provided with superheaters of the 14-112 pattern
subsequently fitted to La France, the President being superheated
in January, 1914, and the Alliance in July, 1915. The steam pressure
and the superheating and total heating surfaces, were as mentioned in the
case of the coned boiler of La France. The two larger French engines
were now the only Atlantics running on the Great Western. The Swindon 4-6-0
which was reconstructed as a 4-4-2 in 1904 was changed back to its original
type in 1907, and the 13 other simple" Atlantics" were converted to 4-6-0s
in 1912. As stated, the earlier two-cylinder 4-6-0 engines had 18 in. cylinders.
Later ones had 18t in. or 18t in. cylinders, as the case may be, the latter
now being the common size. The superheaters (14-84) have a superheating surface
of 262 .;62 ft2, and the boilers a total heating surface, in round
figures, of 2,000 ft2t.
The surviving French compounds had two 143/16 in. by
253/16 in. h. p. cylinders, and two 235/8 in.
by 253/16 in. l.p. cylinders: coupled wheels, 6 ft. 8½
in. These engines then had 14-84 superheaters. It was due to the introduction
of these compounds that the four-cylinder simple type was adopted by the
Great Western. The first example of that type on the line was built in 1906
as a 4-4-2, with 14¼ in. by 26 in. cylinders, 225 lb. pressure and 6ft.
8½ in. wheels. This engine, the North Star, which was altered
to a 4-6-0 in December, 1909, was not superheated as an Atlantic, and was
the only example of its particular kind at the time. All of the succeeding
four-cylinder simples were, therefore, of the 4-6-0 type, with one exception,
that of the former 4-6-2. The four-cylinder 4-6-0s proper date from 1907.
Down to those built in 1922, these engines had No. 1 boilers and had either
14-84 or 14-112 superheaters (superheating surface, and total heating surface
as in the case of the two-cylinder 4-6-0s). In 1913, the cylinder dia. was
increased to 14i in., but one engine of a series then turned out, had, for
trial purposes, 15 in. cylinders, and this latter size was adopted for new
engines until the well-known Castle class, with 16 in. by 26 in. cylinders,
and larger taper boilers (outside diameters 5 ft. 115/16 in.
and 5 ft. 9 in.) appeared in 1923 onwards. The superheating surface, 262
.;62 ft2, that of the standard 14-84 apparatus, remained as before,
but the aggregate heating surface was increased to 2,312 ft2
The 4-6-2 engine, as such, was dealt with in the previous article. It was
now a Castle class 4-6-0, and the earlier four-cylinder 4-6-0s, the various
series of which all come under the category of Stars, are also to be converted
to Castles in due course, and some have already been so rebuilt.
As regards the goods engines, we have, first, those of the double-framed
2-6-0 type (2600 class), of 1900, with 18 in. by 26 in. cylinders and 4 ft.
7½in. coupled wheels. The superheaters of some of these engines had
112 steam tubes (superheating surface, 249.69 ft2), while others
had. 84 such tubes (superheating surface 179.1 ft2), the number
of large fire- tubes being 14 in both cases. With the former, the total heating
surface amounted to 1728 .;05 ft2, and with the latter it was
1530.8 ft2 Standard 4 taper boilers carrying 200 lb. pressure
are now fitted to this class, and the later ones have a total heating surface
of 1670 .;15 ft2 Present-day practice is to equip the engines
with 14-84 superheaters having a superheating surface of 191.79
ft2 The initial batches had straight-barrelled Belpaire boilers,
and the first engine had 180 lb. pressure. Some of the former taper boilers
were pressed at 195 lb., and others at 200 lb. per sq. in. This class now
includes the ten Krugers, No. 2601-2610, rebuilt to conform with the 2600s
proper.
In 1903 appeared the first example of the 2-8-0 tender type, with outside
cylinders, 18 in. by 30 in. coupled wheels, 4 ft. 7½in.; coned boiler,
4 ft. 10¾ in. and 5 ft. 6 in. by 14 ft. 10 in.; pressure, 200 lb.,
subsequently increased to 225 lb. Engines of this (the 2800) class, were
turned out down to 1919, and those built in 1911 and later had superheaters
and boilers similar to those of the 4-6-0 express engines. A beginning was
made with the superheating of the saturated engines in 1909, the apparatus
fitted being in some cases of the 14-112, and in other instances of the 14-84
size. The latter represents the Co.' s latest practice; the superheating
surface is 262.;62 ft2, and the total heating surface of the new
boilers is 2104.0 ft2 The cylinders are now
183/8in. to 18½ in. in dia.
Mixed traffic engines of the outside cylinder 2-6-0 type were introduced
in 1911 (4300 class). The cylinders are 18½ in. by 30 in., and the coupled
wheels 5 ft. 8 in. . The boilers are of the same size as those of the inside
cylinder 2-6-0s, but the total heating surface of the first series differed
from that of the later engines. All, however, had 14-fire tube superheaters.
These, in a number of the engines, housed 112 steam tubes (superheating surface
249.;69 ft2 ; total heating surface of boiler, 1728.05
ft2), while those in other engines contained 84 tubes (super-
heating area, 215.8 ft2, and total heating surface, 1566.74
ft2). The modern superheaters are 14-84s. The total heating surface
of the more recent engines is 1670.15 ft2 and the superheating
surface 191.79 ft2 The steam pressure is 200 lb., as at first.
There are now no fewer than 322 examples of the 4300 class on the Great Western
Ry., 287 of which were built at Swindon from 1911 to 1925. Thirty-five others
were supplied by Robert Stephenson and Co., Ltd., in 1921-22.
In 1919, an engine of the 2-8-0 type, with 19 in. by 30 in. outside cylinders,
and driving wheels as large as 5 ft. 8 in., was constructed at Swindon. It
was then fitted with a boiler of the kind carried by the later 4 ft. 7½
in. 2-8-0s, but was equipped with a superheater with 112 steam tubes, instead
of 84 (14-112). In May, 1921, this engine (4700 class) was rebuilt with a
much bigger boiler, the outside diameters of which were 5 ft. 6 in. and 6
ft.; length of barrel, as before, 14 ft. 10 in.; and steam pressure, 225
lb. The previous boiler had a superheating surface of 330.05 ft2,
and a total heating surface of 2171.43 ft2 The corresponding figures
for the 'present boiler, which is equipped with 16 large flues and 96 superheater
steam tubes, are 289.60 ft2, and 2521.70 ft2 Eight
similar engines were turned out in 1922-23, these having the larger boilers
and the 16-96 superheaters.
There is also another class of 2-8-0s on the Great Western-the RODs. Twenty
of these, which are of the well-known Great Central design, were purchased
by the Company from the Government in 1919. They have 21 in. by 26 in. outside
cylinders, 4 ft. 8 in. coupled wheels, 185 lb. pressure, and 5 ft. by 15
ft. superheater boilers, all of which were originally fitted with 22-element
Robinson superheaters. There were 44 steam tubes; the heating surface of
these was 255 ft2, and the total for the whole boiler was 1,756
ft2 In 1924-25, several of the RODs were furnished with 12-72
Swindon superheaters in place of the former Robinson apparatus. With this
alteration, the superheating surface became 225 .;12 ft2, but
the total heating surface (owing to the larger number of small fire tubes
employed) was increased to 1816.;50 ft2 As the original boilers
are at present in use, the working pressure is still 185 lb.
A considerable number of the ordinary inside-framed 0-6-0 tender engines
have been provided with Swindon superheaters, some with 48, and others (later),
with 36 steam tubes, all having 6 large fire- tubes. The superheating surface
varies from. 97.3 ft2 to 75.30 ft2 ; and the total
heating surface from 1191.49ft2., to 1142.;60 ft2;
steam pressure, 180 lb. These engines have 17 in. to 17t in. by 24 in. cylinders,
and 5 ft. 2 in. wheels. The boilers (non-taper) are 4 ft. 5 in. by 10ft.
3 in., and are fitted with domes.
Some of the old passenger tender engines have also been superheated, those
so treated having previously been rebuilt with Belpaire fireboxes and given,
as a rule, an increased steam pressure. Such engines include the following
double-framed classes —the 5 ft. 2 in. 2-4-0s, of the 3201 . and . 3501.
series (1884-5), which have 17 in. by 26 in. cylinders and (now) 180 lb.
pressure; the 5 ft. 2 in. 4-4-0s, . 3521,. etc., series (converted from tank
engines, 1889-1902), with 17 in. by. 24 in.rcylinders : pressure, 180 lb.
to 200 lb., those with the latter figure having taper boilers; and the .3206.
class of 6 ft. 2 in. 2-4-0s, which have 18 in. by 26 in. cylinders and 180
lb. pressure, and which were first built in 1889. Swindon super- heaters
have also been fitted to certain members of the 3232. class of inside-framed
2-4-0s (1892-3), the cylinders of which are 17½ in. by 24 in., and the
coupled wheels 6 ft. 8½ in.; the pressure, in the case of these engines,
is only 165 lb. The Swindon superheaters for the foregoing old types and
classes of passenger engines have been either of the 6-36 or 6-48 order,
with from 83.;93 ft2 to 97.;34 ft2 of heating surface.
The latest practice is to fit the smaller size. Approximately, the total
heating surface of the different engines is 1,200 ft2, inclusive
of the superheater. The. 3501s,. it should be noted, were, like the. 3521s,.
formerly tank engines. Some mention should be made of the grate area employed
in what may be termed the standard classes of engines dealt with herein.
The. Duke. have 17.;2 ft2; the. Bulldogs. and. Flowers 20.35
ft2, and the Cities and Counties. 20.;56 sq. ft. These are all
4-4-0s. The two-cylinder 4-6-0s have 27 .;07 ft2, as also do the
four-cylinder engines with the exception of those of the. Castle. class,
in which the grate area is 30.;28 ft2 The two French compounds,
4-4-2s, have 27.07 ft2 The grate area of the inside cylinder 2-6-0
goods engines is 20.56 ft2; that of the Swindon-built 2-8-0s,
27.07 ft2; and that of the. ROD 2-8-0s, 26.25 ft2 The
0-6-0s have 15.;45 ft2, and the mixed traffic,outside cylinder,2-6-0s,
20.56 sq. ft. The large-boilered 5 ft. 8 in. 2-8-0s have the same grate area
as the. Castles,. viz., 30.28 ft2, the boiler however, being otherwise
bigger than that fitted to the express engines of that class.
In a subsequent article, the superheating of the different types of tank
engines will be described. G.J. Churchward, who retired from the position
of chief mechanical engineer of the G W. Ry. in 1922, was responsible for
the application of superheating on this line down to that year. Since then,
his successor, C.B. Collett, O.B.E., has dealt with the matter.
Machines for spring works. 188-9
The railway spring-making trade is very specialised, and little is
known of the methods and machines employed by engineers not im- mediately
connected with it. From time to time we report new developments, such as,
in recent issues the heavy forging machine for the cold preparation of spring
plates, by Henry Pels, and the novel steel-frame hooping press by the Leeds
Engineering & Hydraulic Co., Ltd. It will doubtless be of interest,
therefore, to give a few particulars of recent machinery for this special
trade which has recently been produced in Germany. The first illustration
(Fig. 1) shows the very latest type of load-testing machine, made to conform
to the requirements of the German railways specification by the Company
Losenhausenwerk, of Dusseldorf. This machine is suitable for testing laminated
or coiled springs, under either static or dynamic loading.
Stephenson's handwriting. 190-1.
Communications between George Stephenson and Michael Longridge.
The Alexandra (Newport & South Wales) Docks and Railway
and its locomotives. 191-2. 3 illustrations
In 1905 the railway increased its locomotive stock to enable it work
its own coal trains from Pontypridd to Alexandra Docks. The locomotives came
from the Mersey Ry., that Company's locomotive stock being then in the market,
owing to the conversion of the railway from steam to electric traction. The
Mersey Ry. had eighteen engines, of two distinct types; nine being 0-6-4
side tanks with inside cylinders and outside bearings, and nine were 2-6-2
side tanks with outside cylinders and inside bearings. Designed in 1885 to
work over grades as severe as 1 in 27, the 0-6-4 engines at that date were
the most powerful of their kind in the country. The following list gives
particulars of the ten engines sold to the Alexandra Docks and Ry.
| A.D. & R. | Mersey R. | Name | WN | Date | Type |
No. |
No. |
on MR | |||
6 |
11 |
Victoria | 2866 | 1887 | 2-6-2T |
7 |
10 |
Mersey | 2865 | 1887 | 2-6-2T |
8 |
14 |
Tranmere | 2869 | 1887 | 2-6-2T |
9 |
12 |
Bouverie | 2867 | 1887 | 2-6-2T |
10 |
13 |
Brunlees | 2868 | 1887 | 2-6-2T |
11 |
15 |
Salisbury | 2870 | 1887 | 2-6-2T |
22 |
6 |
Fox | 2606 | 1885 | 0-6-4T |
23 |
3 |
Duke of Lancaster | 2603 | 1885 | 0-6-4T |
24 |
2 |
Earl of Chester | 2602 | 1885 | 0-6-4T |
25 |
16 |
Burcot | 3393 | 1892 | 2-6-2T |
With the exception of No. 25, which was built by Kitson & Co.,
all of the above engines were of Beyer, Peacock & Co.'s construction.
As originally built, these engines had the following dimensions:
Both types coupled wheels: 4 ft. 7 in; boiler pressure 150 psi
0-6-4T: Cylinders 21 in. x 26 in; total heating surface
1634ft2; grate area 21ft2; adhesive weight 51 tons
11 cwt
2-6-2T: Cylinders 19½ . x 26 in;; total heating surface
1149ft2; grate area 24½ft2 ; adhesive weight 44
tons 7 cwt
When on the Mersey Ry., these engines were fitted with condensing gear, and
the footplates had weather-boards instead of the usual cabs, but when they
came to Newport the condensing gear was removed and cabs were added. The
cylinders were also lined up one inch, the diameter then being 20 in. and
18½in. for the 0-6-4 and 2-6-2 classes respectively. Fig. 11 shows No.
23, a 0-6-4 engine, whilst one of the 2-6-2 class, No. 25, is depicted in
Fig. 12. These engines have given every satisfaction in the haulage of heavy
coal trains between Pontypridd and Newport. Following the above, two six-coupled
double framed saddle tanks were purchased from the G.W.Ry. (old numbers 1679
and 1683; new Nos. 27 and 28. Continued page 226
Technical essays. No. XIII. On steam distribution. 192-3
Lead: the supply of steam to the cylinder when most needed at the
point of minimum piston velocity and to neutralise the reversing shock
(cushioning). Important in shunting and suburban engines; in the latter to
assist acceleration. The clearance volume needs to be as low as possible
and a long stroke assists this and long travel working
Ljungstrom turbine locomotive. 193
On 20 May the Beyer Peacock experimental locomotive hauled an up train
into St. Pancras.
J.C.M. Rolland. Victorian Railway notes. 194; 195-7. 9 illustrations
New wagons for Anglo-German goods service via the Harwich-Zeebrugge train
ferry. 199-200. illustration
Built Wismar Waggon Fabrik
The Institute of Transport, Birmingham Meeting.
202
Congress of the Institute of Transport was held at Birmingham from
18-21 May under the presidency of R.H. Selbie, general manager of the
Metropolitan Ry. On 19 May, following a civic welcome to the delegates by
A.H. James, the Lord Mayor, two papers were read and discussed: Traffic Control,
by Mr. J. H. Follows and Industry and Transport, by George Cadbury. In the
afternoon, visits were made by three separate parties to Cadbury's works,
Guy Motors, and the L.M.S. Ry. Curzon Street Goods Depot, on the site of
the old terminus of the London and Birmingham and Grand Junction Rys. The
London and Birmingham Ry. Hotel building is now used as the District Goods
Manager's offices. The old station roofs still remain, although additions
and alterations have been made. The elaborate boundary wall of the Grand
Junction Company's property, also the booking offices, as well as other traces
of the old station can be seen. The London and Birmingham Company's
station-master's house in the stable yard is at the present time used as
a repair shed for wagon tarpaulins. Although the old landmarks are in evidence,
the handling of goods is effected on up-to-date lines; electric battery trucks
are almost universally employed for loading and unloading. On Friday morning,
20 May E. S. Shrapnell-Smith and W. P. Robinson presented a paper, Highways
cost per ton mile of traffic, and Principal Grant Robertson, of the University
of Birmingham, gave Transport in England—a brief survey. Both papers
were followed by interesting discussions. In the afternoon, a party of members,
invited by the L.M.S. Ry. Co., went by special train to Derby to view the
Carriage and Wagon Works, where they were conducted round by J. W. Smith,
the works manager [KPJ: should this have been
W.J. Smith?]. Modern methods of
building carriage and wagon stock on ass production lines were in evidence.
Various stages of construction were shown from the saw-mill to the paint
shop. The timber is cut to templates, and finished to final dimensions before
being passed on to the erectors. There are about ten operations of three
minutes each in constructing a standard goods wagon, so that a new wagon
is turned out every thirty minutes. Hydraulic power tools are used for cramping,
and pneumatic for drilling, screwing, bolt-tightening, etc. Carriage building
is, arranged on similar "quick production" methods. A bogie composite carriage
was erected for the benefit of the visitors in less than twenty minutes,
the schedule time. Saturday's programme included a visit to the "Sentinel"
Wagon Works, at Shrewsbury. The party were shown the various stages of
construction of the "Sentinel" road wagons, as well as the rail-motors and
shunting locomotives. A recently built chain-driven standard gauge locomotive
was being tested in steam, and the many advantages claimed for this efficient
and economical type of locomotive were clearly demonstrated. A large number
of vehicles under construction, both road and rail, were seen in the shops,
including two fine shunting locomotives, ready for delivery to the Great
Southern Rys. of Ireland. The successful organisation of the Congress was
effected by the Local Congress Committee, in conjunction with the Headquarters
Committee, of which Mr. A. Winter Gray is secretary.
Correspondence. 202-3
The Aerolite: N.E. Ry. F.
W. Brewer.
Re R.G. Bleasdale's letter in your issue for December
last (p. 407): Bleasdale places the 1851 Aerolite in the same category
with Gray's engine of 1840, but this classification is, I think, a mistake,
the former having outside cylinders, and the latter engine inside cylinders.
Apparently, the deciding factor is that both engines had inside bearings
for the driving axle, but this feature, in the case of the Kitson engine,
was obviously adopted in consequence of the cylinders being placed outside
the frames. Gray's design was copied subsequently in the Jenny Lind,
and in other partly outside-framed six-wheeled singles, all with inside
cylinders, the inside position for the cylinders being clearly an essential
part of the design, quite as much so as the choice of internal frames and
bearings for the driving wheels. Engines having outside cylinders cannot,
therefore, rightly be classed with Gray's or Wilson's 2-2-2 locomotives of
the pattern in question. It might be said, more accurately, that the
Aerolite of 1851 was a development of Allan's outside cylinder 2-2-2
engine of 1845, but, personally, I regard the Aerolite as having been
of Kitson's—the makers—own design. The six-wheeled single with,
inside cylinders and outside frames (for all wheels) was first introduced
by the Stephensons in 1833, and, apart from the position of the cylinders,
the differences exhibited in the various locomotives of that type which came
out afterwards constituted differences and improvements in design, rather
than the inventions of a new type. The success of Gray's 2-2-2 engines was
attributable to his " horse-leg " expansion gear ; to a liberal amount of
heating surface; and to a comparatively high steam pressure. The Jenny
Lind, which had the Stephenson motion, not only also had an ample allowance
of heating surface, but had a boiler pressure still higher than that of Gray's
engines. Hence their popularity. Outwardly, the chief distinguishing features
were outside frames and axle-boxes for the leading and trailing wheels, and
inside frames and bearings for the driving wheels. But these features, by
themselves, counted for little. The plan of disposing the H.P. and L.P. cylinders
at different angles was, I believe, adopted by T. W. Worsdell in the case
of his 1518 class of 7 ft. 7¼ in. 4-2-2 compound, owing to the large
dia. of the cylinders of these engines, viz., 20 in. for the H.P., and 28
in. for the L.P., these cylinders having to be accommodated between the frames.
There was formerly one other engine, No. 1619, built by Wilson Worsdell as
a two-cylinder compound in 1893, which had the cylinders similarly arranged.
The cylinders were of the same size as the 1517" class, and the steam chests
were outside the frames. A cross-section which I possess of the later
Aerolite, built as a two-cylinder compound, shows the centres of both
cylinders to be in the same horizontal plane, there being no necessity, in
view of the small sizes of the cylinders, 13 in. and 18½ in. by 20 in.,
for stepping them. It is probable, however, that Bleasdale did not intend
to imply that recourse was had to the stepping arrangement in the case of
the Aerolite itself. For starting purposes, all of the Worsdell
two-cylinder compounds were provided with the flap-valve referred to by
Bleasdale. He will, I thick, on consideration see that the little tank engine
Aerolite ," of 1851, which had 11 in. by 22 in. outside cylinders,
581 ft2 of heating surface, and a grate area of only 9.8
ft2, had nothing in common with Gray's 2-2-2 design, except the
inside driving wheel bearings, as that design invariably embodied inside
cylinders, so far as I know. Of course, outside frames throughout have been
tried in six-wheeled single engines, but only in very few instances.
The Killingworth Locomotive. Robert Young.
203
In an article entitled "Model of Stephenson's Killingworth Locomotive"
in the May issue of your magazine, the extraordinary statement is made that
the exhaust pipe of the Killingworth engine was fitted with a "blast nozzle."
This is a claim which is quite new, and ask for the authority on which the
writer bases his assertion. So far as is known no blast nozzle was fitted
to any locomotive until Hackworth used it in the Royal George in 1827.
Robert Stephenson wrote : "Whatever merit or value may attach to this alteration,
I believe to be due to Timothy Hackworth. See Smiles's Lives of George
and Robert Stephenson, third volume of Lives of the Engineers,
first edition, ,appendix, p. 503. London: John Murray, 1862.
British locomotive builders, past and present. F. W.
Brewer. 203
Unless they are already included under a different title, the two
following firms ought, perhaps, to be added to the lists published in your
issues for April and May : (1). The Millbrook Foundry Co., Southampton ;
(2). Christie, Adams & Hill, Thames, Bank Ironworks. These firms supplied
one or two locomotives for the L. & S.W.R. The firm first mentioned built
a 5 ft. 6 in. 2-2-2 engine, named Southampton, in 1840, and Messrs.
Christie delivered, in 1848, six 6 ft 6 in. singles, which bore the names,
Rocklin, Avon, Test, Trent, Stour, and Frome, respectively,
and which were presumably constructed at the Thames Bank Ironworks. All seven
engines were purchased by the L. & S.W.R. Co. Can any reader give us
more information about these two locomotive building concerns?
British locomotive builders, past and present. 203
Referring to the alphabetical list of private locomotive building
concerns in this country which appeared in the last two issues it has been
pointed out to us that the firm of Robert Stephenson & Co. was established
by George and Robert Stephenson, Edward Pease and Michael Longridge, and
not as stated. Messrs. Hardy Rail Motors Ltd., of 50 Charing Cross, S.W.1,
are manufacturers of petrol locomotives at their works at Slough and their
name was omitted from our list by an oversight.
Reviews. 203-4
Lubrication and lubricants, by L Archbutt and R. M. Deeley.
5th edition. London : Chas. Griffin & Co. Ltd.
Since this book was written in 1912 great advance has been made in
available information regarding the composition, handling and use of lubricating
materials, and much progress has been made in the appliances adopted for
satisfactory use of them. This issue of a fifth edition has entailed a
con-siderable amount of revision, and much of the contents have been re-written
to bring them up-to-date. The authors are evidently in possession of a vast
amount of information on the subject, and they have utilised a consider-able
portion of this in a particularly attractive manner in the different chapters
forming this very exhaustive treatise. The composition of various lubricants
is examined by analysis, tests are described and methods of investigation
clearly explained. In Chapter XI a very complete survey of lubri-cators of
almost every known type is given, a great variety are fully illustrated,
Chapter XII is devoted to the design and means of lubrication of bearings.
In Chapter XIII ball and roller bearings are dealt with, but we note the
authors are very cautious in their references to any application to railway
rolling stock, presumably the recent adoption on some rail-ways will form
matter for a future edition ; such would be very welcome to many railway
engineers. We recommend the book as a standard of reference for all interested
in power and machinery.
Indian railways : rates and regulations. By N. B. Mehta,
Ph.D. London : P. S. King & Son, Ltd. 10/6.
It is interesting to read the views of an Indian writer on the' present
position of railways in that country. That the author is thoroughly in favour
of the State management of railways is evidenced throughout the book, but
as to how far this benefits the commercial public of India appears problematical.
Dr. Mehta analyses many of the rates charged on the Indian railways, and
favours the establishment of a Rates Advisory Commission to co-operate with
the Railway Board in fixing rates for future adoption and control. Mehta's
book will be read by transportation authorities with more than ordinary
interest.
Round Tours in England, Wales, Scotland and Ireland, by Railway. From
the Railway Information Bureau, 35 Parliament Street, Westminster, S.W.1.
We have received a booklet compiled for the use of visitors to this
country, affording information as to opportunities for seeing the beauty
spots by circular tours of different lengths, at inclusive fares, which is
the result of combined action on the part of the railway companies. Several
tours comprise journeys by rail, road and steamer, and in some cases cover
more than one company's system; alternative routes in either direction are
provided. Break of journey can be made when going or returning at any point
en route. The "go-as-you-please" character should appeal to those who have
leisure as well as to those whose itinerary is planned to the last moment.
There is no better way of seeing Great Britain than by the railway,- which
is known to be the last word in comfort, speed and smooth running. Most of
the journeys naturally start from London, but some are in operation from
Glasgow. A reduction of 25 per cent in the single fares from point to point
is made in the through fares, and these are quoted in English money whilst
for the convenience of American visitors they are also given in dollars and
cents.
The Railway Year Book. London : Railway Publishing Co., Ltd.
With the present issue this useful book of reference enters upon its
thirtieth year of publication.
No. 419 (15 July 1927)
Garratt articulated locomotives, Mauritius railways. 205.
illustration
Three large Garratt locomotives of entirely new design were ordered
by the Crown Agents for the Colonies for the Mauritius Railways, from Beyer,
Peacock & Co., Ltd., on 14 December 1926, and they were completed and
shipped from Birkenhead on 30 April 1927, nineteen weeks from receipt of
the order.
L.M. & S. Rv. appointments. 205
Officially notified of the following appointments :- W. Land to be
assistant to superintendent of motive power, chief general superintendent's
office, Crewe. W. Paterson to be assistant to superintendent of motive power,
Derby. W. F. BJake to be assistant to superintendent of motive power, Derby.
H. D. Atkinson to be assistant to superintendent of motive power, Derby.
O. E. Kinsman to be assistant, motive power staff section, Derby. R. C Morris
to be district locomotive superintendent's assistant, Devons Road, Bow. G.
F. Horne to be district locomotive superintendent's assistant. Newton
Heath.
United Dairies Ltd. 205
Applied for permission to construct a light railway at Finchley to
bring milk to London in specially constructed glass-lined tank wagons.
Four-cylinder 4-6-0 express locomotive, Great Western Ry.
206-7. 3 illustrations.
King class: King George V illustrated. ** The tender is of
the self-trimming type, and is equipped with water pick-up apparatus. It
carries 6 tons of coal and 4,000 gallons of water, and weighs 46 tons 14
cwt. full, Probably this will be replaced with a tender fitted with automatic
couplers, air brake, etc., for service in America. Total weight of engine
and tender is 135 tons 14 cwt.
Computed on the usual formula at 85 per cent. boiler pressure, the tractive
effort of the new engine is 40,300 lb., this being higher than that of any
other passenger locomotive in the country, and compares with 31,625 lb. 'for
the previous "Castle" type of four-cylinder engine. The new engine was on
view at Paddington Station on the 30th ulto. and 1 st inst., and was inspected
by a large number of the general public. No. 6001, "King Edward VII," the
second engine of the new class, is now stationed at Old Oak Sheds. The older
four-cylinder engines named after kings, will now be renamed. We notice No.
4021, " King Edward," is now named "The British Monarch," 4022 "The Belgian
Monarch" and 4026 "The Japanese Monarch."
We understand that No. 6000, when in the United States will take part in
the largest and most complete outdoor historic railway pageant ever displayed,
the chief attraction of the Baltimore and Ohio Centenary celebration, to
be held between September 24th and October 9th. The centenary grounds are
at Halethorpe, near to the city of Baltimore close by the railroad and the
Baltimore- Washington highway. The reconstructed broad gauge engine "North
Star," which was exhibited at Darlington and Wembley, is also to be sent
to America for the Baltimore and Ohio Centenary celebrations.
London, Midland & Scottish Railway (L. & N.W. Section).
207
The new 2-6-0s er-Crewe were out up to No. 13062, those numbered from
13050 onwards being Midland Division engines. Further, class 4, 0-6-0s had
been delivered and put into traffic as follows :-Nos. 4351-6 ex Kerr, Stuart
& Co. (these completing their order for twenty-five engines), and Nos.
4366-7 ex A. Barclay & Sons. Class G simple 0-8-0s, Nos. 9073, 9101 and
9103 (old Nos. 1245, 1464 and 1570) and class B compound No, 8948 (old No.
918) had been converted to class G1 and superheated.
Five ex-L. & Y. 4-6-4 Baltic tank engines had been transferred to this
section for service in the Manchester district, viz., Nos. 11110-4. With
the exception of No. 11601, which is a service vehicle in use at the Horwich
works, all the (late) L. & Y. 0-6-2 tank engines of class 22 were attached
to this section, their numbers being 11600, 11602-619 and 11621. They are
worked in the Preston district. Recent withdrawals at Crewe included the
6 ft. 6 in. engine No. 749 Mercury also the following :-4 ft. 6 in.
passenger tanks Nos. 298, 825 and 977; 4 ft. 3 in. coal side tanks Nos. 753,
2354 and 2479; and 4 ft. 3 in. coal class Nos. 2347, 3150 and 3394. Latest
5 ft. 5 in. outside cylinder tank engines to be broken up at Bow were Nos.
2811, 2823 and 2832.
Chicago, Miilwaukee & St. Paul R.R. 207
The locomotives employed in hauling the Pioneer Limited, were
painted a bright orange yellow, the same colour as the cars forming the train.
The colour scheme is very similar to that which was adopted for the engines
of the old L.B. & S.C.R. here, except that the yellow is deeper in tint,
the maroon of the framing darker, and the lining less elaborate. For the
train service a total of 127 cars is required, and all have been equipped
with roller bearings; 64 belong to the Railway Co., and 63 to the Pullman
Co. This is the most extensive adoption of roller bearings on fast passenger
service we are aware of and should yield some interesting results.
Cornish Riviera. 207
The summer services timetable of the Great Western Ry. show the up
Cornish Riviera express from Penzance at 10-00. as running
without stop from Plymouth (North Road) at 12-30 . to Paddington, where it
is due at 16-45. For many years it had called at Exeter to attach carriages.
When first started, over twenty years ago, this train ran mom-stop from Plymouth
via Bristol.
Articulated locomotives, South African Railways. 208-9. illustratiion
Union type built by Maffei of Munich: design combined Garratt and
Modified Fairlie concepts and was built under Maffei-Beyer Peacock
Patents
Tank locomotive for brewery, 209. illustration
Orionally commenced as a petrol locomotive of similar power to what
it now was, as steam the neat little machine illustrated was in service at
one of the large breweries in Burton-on-Trent. It was under construction
at the works of Baguley (Engineers) Ltd., of Burton, but, due to the outbreak
of war, the internal combustion engine which was ordered for it could not
be supplied, being commandeered for war purposes, .and as none of the contractors
could supply tank engmes for the same reason, and one was urgently wanted
by the present owners, Baguley decided to complete the locomotive as a 0-4-0
steam engine. They had all the material in stock with the exception of the
firebox and tubes, which had to be of steel instead of the ordinary copper
and brass, which was unobtainable.
The reason for putting the valve motion outside was that in the case of a
four-wheeled tank engine, owing to the overhang of the firebox to give clearance
for the eccentrics if inside, the distribution of weight would be very bad.
'With an outside valve motion the firebox can be kept close up to the axle,
and makes a very much better running locomotive. It is of the standard gauge
with 13-in. cylinders with an 18-in. stroke; wheels 3 ft. 5 in. dia.; wheel-
base 7 ft.; heating surface-tubes 480 ft2., firebox
48 ft2., total 528
ft2.; grate area 9
ft2t.; working pressure 150 psi, relieved by duplex
Ramsbottom safety valve. The boiler barrel was 3 ft. 3 in. dia. by 9 ft.
long; firebox 3 ft. 9 in. long by 3 ft. 6 in. wide. There were 112 solid
drawn steel tubes 1¾in. dia. outside by 12 W.G. Capacity of saddle tank,
500 gallons of water; coal bunker at the side of the cab of 25 cubic feet
capacity. In running order the weight is 22 tons. Indebted to Major E.E.
Baguley for the photograph and particulars.
Trichlorethylene. 209
Used successfully in Germany for degreasing motion parts and other
details of locomotives brought in for repair. It is used as a substitute
for benzene as it is cheaper and does not corrode. Trichlorethylene does
not mix with water, and can be separated from the oil by slightly superheated
steam with recovery of both the trichlorethylene and the oil. The parts are
put in revolving wire baskets and treated for ten or fifteen- minutes with
the trichlorethylene vapours, being kept hot and allowed to cool ; the liquid
is distilled. The trichlorethylene only removes the grease; rust and dirt
are afterwards removed by revolving wire brushes.
L. & N.E.R. appointments, 209
Following the recent announcement that F.W. Wintour, assistant mechanical
engineer (Southern Area) of the L.N.E.R., would retire from the service on
31 July, and that R.A. Thom had been appointed mechanical engineer, Doncaster,
it was officially informed that the under-mentioned appointments had also
been made in the Chief Mechanical Engineer's Department of the London and
North Eastern Railway, to operate from 1 August 1927; T.E. Heywood, district
mechanical engineer, Gorton, to be mechanical engineer, Scotland, in succession
to Thom; R.A. Copperthwaite, locomotive workshops manager, North Eastern
area, to be assistant mechanical engineer, Darlington; E. Thompson, carriage
and wagon workshops manager, North Eastern area, to be assistant mechanical
engineer, Stratford; F.W. Carr, carriage and wagon works manager, York, to
be works manager, locomotive shops, Darlington; A.H. Peppercorn, carriage
and works manager, Doncaster, to be carriage and wagon works manager, York;
W. H. Brown, wagon works manager, Doncaster, to be carriage and wagon works
manager, Doncaster. S. Gearing, assistant district locomotive superintendent,
Peterborough, succeeded H. Jackson as district locomotive superintendent
of the Lincolnshire district as from 30 June.
G.W.R. 209
A. C. Cookson had been appointed stores superintendent, Swindon, on
the retirement of H. Deans. . A. W. H. Christison succeeded O. Barker as
divisional locomotive superintendent, Newton Abbot, who had retired from
the railway service.
Rebuilt tank locomotive, Southern Ry. 210-11. illustration,
diagram (side & front elevations)
E1/R 0-6-2T rebuilt from LBSCR E1 class 0-6-0T for use on the Bere
Alston and East Cornwall line with sharp curves, steep gradients and light
track. Nos. 94 and 95 (latter illustrated).
Garratt locomotives on the Trans-Zambesia Ry. 211. 2 illustrations
Main ddimensions supplied by Beyer Peacock, but lacks Whyte notation.
Photograph of one outside Murraca Workshp and one crossing Zangwe Bridge
with 750 ton train
A. Jacquet, Goods locomotive Type 36, Belgian National Railway Company.
212-14. illustration, diagram (side elevation)
2-10-0 designed by J.B. Flamme for Brussels (Schaerbeek to Arlon line).
Mentions double chimney designed and fitted by Legein: see also
page 8.
Institution of Locomotive Engineers visit to Doncaster Works,
L. & N.E.R. 214-15.
Also covered in J. Instn Loco.
Engrs., 1927, 17,
476. This account notes group photograph in front of Pacific
Robert the Devil but does not reproduce it & precis thereat fails
to note that Wintour was granted honorary membership of the Institution and
that the return run to King's Cross on the 18.21 with the extra coaches and
weighing over 500 tons was reached at 21.25.
Centenary of the first railway in France. 216-17. illustration.
Summer train services—names of L.M.S.R. trains. 217-18.
The Canadian National Rys. New locomotives for express passenger and fast freight service. 219-20. illustration.
British Standards for locomotives. 220
R.H. Inness, (unattributed): Stockton & Darlington
Railway locomotive history, 1825-1876. 221-2. 2 diagrams (side elevation
drawings)
Continued from page 124. Two
six-wheeled, four-coupled passenger engines with outside cylinders, driving
on the rear pair of coupled wheels, Nos. 78 Lonsdale and 79
Carlisle, were of the" long boiler patent" type built by Robert Stephenson
& Co., very similar to four previously supplied by the same builders
to the Newcastle and Berwick Ry. in 1847. These two engines were purchased
second-hand by the Stockton and Darlington Ry. in March, 1854. Fig. No. 43
shows the general appearance of both. The cylinders were 15 in. dia. by 22
in. stroke, the position of which upon the frames is worthy of note; the
coupled wheels were 6 ft. dia. and the leading 3 ft. 8 in. dia. The total
wheelbase was 14 ft. 0½ in., leading axle, centre to centre of middle
axle, 7 ft. 9 in. ; middle axle centre to driving or trailing centre, 6 ft.
3½ in. The boiler barrel was 3 ft. 6 in. dia. by 13 ft. 8 in. in length;
the firebox was 3 ft. 10 in. long by 4 ft. 2 in. wide; the steam pressure
was 100 psi. The tenders ran upon six wheels with a dia. of 3 ft. 8 in. on
a wheelbase of 10 ft. equally divided; the tank capacity was 1,200 gallons,
and provision was made for carrying 3 tons of coal. The weight of these engines
in working order was 28 tons 1 cwt., the total weight of engine and tender
was about 44 tons 5 cwt. At a later date the two engines were supplied with
coupled wheels 5 ft. 3 in. in dia. and the cylinders increased to 15¾
in. dia. No. 78 Lonsdale was withdrawn in 1870 and No. 79
Carlisle in 1875.
No. 80 The Duke, was a powerful six-coupled banking engine of the
long boiler type with outside cylinders, designed specially by Wm. Bouch,
for banking mineral trains over the severe gradients on the S. & D. system
in the South Durham colliery district. The Duke, illustrated in Fig.
44, was built by the Shildon Works Co. and put into traffic in May, 1854,
and possessed many peculiar features in its design. The cylinders were 18
in. dia. by 18 in. stroke, with transverse centres 5 ft. 9 in.; the motion
or guide bars were 2 ft. 2 in. apart and of a Vee section; forged iron crossheads
with cast-iron shoes were fitted. The connecting rods were 6 ft. 5 in. in
length and had holes 1 ft. 7 in. dia. in the front portion to enable the
crank pins in the. leading wheels to pass through, the coupling rods being
on the outside, whilst the connecting rods were next the wheel, thus keeping
the transverse centres of the cylinders as close as possible. Link motion
was fitted with expansion links of the box type, .the backway eccentrics
drove a pair of short stroke pumps for feeding the boiler. The wheels were
3 ft. 11in. dia., the journals of the axles were of ample size, 7 in. dia.
by 9 in. long. A noteworthy feature was the method of supporting the engine
upon three springs, for the leading and driving wheels a pair of springs,
5 ft. centres, twenty-two plates, 4 in. wide by ½ in. thick, carried
in hoops secured to the frames, whilst the ends rested in buckles, one end
of which worked in a guide upon the frame, whilst the other end transmitted
the weight of the engine on the axlebox; the trailing end was supported by
a transverse spring 3 ft. 11 in. in length with eighteen plates 4 in. wide
by 3/8 in. thick. The total wheelbase was 10 ft. equally divided.
The boiler barrel was 4 ft. dia. and had a length of 13 ft., and built up
in six rings with single riveted lap joints, of Low Moor iron
3/8 in. thick; there were 158 2-in. dia. Low Moor iron tubes.
The firebox casing was 4 ft. in length and built up of ½ -in. plates;
the width of the casing for a distance of 18 in. from the throat plate was
4 it. 31 in. to allow it to fit in between the trailing wheels, behind the
wheels the firebox was 5 ft. 3 in. wide. The copper firebox had a length
of 3 ft. 4½ in., with a 4-in. water space was fitted. The greatest width
was 4 ft. 8 in. and the height 5 ft. 8 in., a midfeather steam pressure was
120 lb. per sq. in. A six-wheeled tender was provided, with wheels 3 ft.
6 in. dia upon a wheelbase of 10 ft. equally divided. The weight of the engine
in working order was 31 tons 1 cwt., the total weight of engine and tender
was about 47 tons 5 cwt. The Duke remained in traffic until 1882.
Illustrations: Fig. 43. 2·4·0 Passenger engines, Nos. 78,
Lonsdale and 79, Carlisle, Stockton & Darlington Ry; Fig.
44 No. 80 The Duke
New electric stock, Metropolitan Railway. 222.
A new train of seven carriages for the Baker Street-Watford service,
which will be the standard for electric stock on the Metropolitan Ry. extension
lines in future, has been built by the Metropolitan Railway Carriage, Wagon
& Finance Co., Ltd., with electric equipment supplied by the
Metropolitan-Vickers Electrical Co., Ltd. It is the most powerful electric
train in this country, and will attain a speed of 30 miles an hour in a less
number of seconds, with a maximum speed of 65 miles per hour. It has a
horse-power of over 2,500, and a tractive effort on starting of 30,600 lb.
The carriages are of the compartment type, and seats are provided for 482
passengers, as compared with 318 in the older trains. The control apparatus
has been installed in a compartment adjoining the driver's cab. The lighting
has been increased, and the seating arrangements improved. Special attention
has been paid to the springing of the coaches to ensure smooth running.
It is expected to make the journey from Baker Street to Watford within half
an hour when the new trains are in operation.
The 10 a.m. ex. Euston, L.M.S. Ry. 222
Severak readers had written in regard to the notes on the picture
given with the May issue, showing the 10-0 a.m. train ex Euston passing
Oxenholme. The statement that the L.M.S. West Coast route is easy as far
as Carnforth, is disputed. It is not generally realised that the
Warrington-Preston section has some stiff gradients. On the up line there
is over a mile of 1 in 95 just south of Preston, followed by considerable
lengths of 1 in 105 and 1 in 110 between there and Euxton junction, The Coppull
bank out of Wigan on the down line is at 1 in 100 for several miles, and
between Warrington and Wigan there are numerous pitfalls; there are places
in the Wigan neighbourhood where the rails are picked up 2 ft. in a year.
The Preston-Euxton stretch is very crowded owing to Manchester-Blackpool
traffic. On the Preston-Lancaster section, too the start out of Preston is
on a grade of 1 in 9S for half a mile round a sharp curve, with numerous
crossings, and it is difficult for a heavy train to get going, or even a
non-stop to pick up after slackening through the station. The start out of
Lancaster on the up line is at 1 in 95 for over a mile also.
Another correspondent assures us it is the Edinburgh portion of the 10-0
a.m. from Euston shown in the photograph, and not the preceding Glasgow portion.
From the engine may be seen the Birmingham-Edinburgh composite brake, then
a five coach set for Edinburgh, then three coaches for Aberdeen, and last
a composite brake for Dundee; total, 10 vehicles, making a probable load
with passengers and luggage of 320 to 325 tons, and not the 350 tons stated
by us. It is also hardly accurate to speak of the short section from Grayrigg
to Tebay troughs as. "down hill"; there is one very short stretch of 1 in
200 down, terminating before Low Gill station, after which the line is barely
easier than level until the final Shap ascent begins. Our correspondent also
contends that the Claughton four-cylinder 4-6-0 engines are just as extensively
used on this section, as the more powerful engines of Mr. Hughes'
design.
Great Western Ry. 222
All lining out was omitted from the painting of Great Western Ry.
carriage stock.
Heavy electric locomotives of the Swiss Federal Rys, 223-4. illustation,
diagram (side elevation)
Built by Swiss Locomotive Co. at Winterthur with electric equipment
by Brown Boveri
Questions and answers. 224-5
No. 85.-Are the Egyptian State Rys. "Prairie" tank and " Atlantic" type
engines provided with limited admission, and if not, why the auxiliary ring
of 3/8 in. wide ports in the steam chest liners, and why the
unusually large section of piston rods, slide-bars, etc.?
A.-We have no precise information as to the valve settings of the
engines you mention, but think it extremely unlikely that they work on the
"limited cut-off" principle.
Regarding the section of the piston rods and slide bars, while the size of
the piston rods can, of course, be arrived at by calculation, it often happens
that with details of this character actual dimensions are decided according
to the individual views of the designers. It is quite possible that such
matters as interchangeability of piston packing, etc., might determine this
dimension. So far as the size of the slide bars is concerned, you will appreciate
that large wearing surfaces are always advantages, and especially is this
the case in hot countries.
No. 86.-1 have seen it stated in The Locomotive that limited admission
is unsuitable for high-speed engines. How is this, since the effect is obtained
only'-ut starting?
A.-Limited cut-off as such, is not unsuitable for high speed engines.
There is, however, obviously a constructional point to consider, which is,
that a locomotive having a given rated tractive effort and operating with
a restricted full gear cut-off must have either larger cylinders or a higher
boiler pressure than one exerting the same tractive effort at a longer rate
of admission in order to provide an equal mean effec- tive pressure. Such
being the case it will be apparent that the piston loads for the limited
cut-off engine will be higher. This in turn means somewhat heavier motion
parts, the increased weight of which will be reflected in the balance required
in the wheel rims. This increase in the weight of the balance weights, while
not detrimental in the case of the comparatively slow-moving freight engine,
might be considered a disadvantage for high-speed locomotives.
Regarding your remarks as to the effect of limited admission being obtained
only at starting, this is not understood by us. Limiting the maximum rate
of cut-off means, as we have already pointed out, either larger cylinders
or higher boiler pressure compared with an engine of similar power working
at a longer maximum admission rate. From this it follows that the engine,
having the larger cylinders, furnishes a given power at a given speed at
shorter admission rates than an engine as ordinarily designed, and therefore
any given power is furnished at a lower steam rate per horse-power hour.
The effect of the limited cut-off is therefore evident at any speed and any
rate of working.
No. 87.-Give a diagram and short description of the Young valve gear.
A.-We refer you to Locomotive Valves
and Valve Gears, by Yoder & Wharen in which you will find on
page 196 an illustration and a short reference made to the Young valve gear.
This motion is generally designed on the lines of the well-known Walschaerts
gear, the principal difference being that the expansion links are oscillated
directly by a connection to the crossheads; thus the eccentric rod and return
crank used in connection with the Walschaerts motion are eliminated. The
arrangement is such that each piston causes valve movement equal to lap plus
lead on its own side and valve travel on the opposite side. Several advantages
are claimed for this gear as com- pared with the Walschaerts motion, but
we doubt whether they can be sustained in practice. Further reference will
be found to this motion in The Locomotive
Encyclopcedia.
Vacuum brake on freight trains in India. Celer et Adax. 225
The Alexandra Newport & South Wales Docks and Railway
and its locomotives. 226
Continued from page 192. In 1908, three engines,
of a class entirely different from any other then running on this railway,
made its appearance from the Kilmarnock works of Andrew Barclay, Sons &
Co. numbered 29 to 31 (WN 1154 to 1156), they were 0-6-2 saddle tanks with
outside cylinders (Fig. 14). Intended, like the ex-Mersey Ry. engines, for
main line coal trains, they were built to the following dimensions:-
Cylinders 18 in. by 26 in.
Diameter. of wheels, coupled 4 ft. 3 in.
trailing 3 ft. 0 in. .
Wheelbase, rigid 12 ft. 6 in.
total 18 ft. 6 in.
Dia. of boiler 4 ft. 5 in.
Tubes, No. and diameter. 192: 1¾ in
Heating surface, tubes 1,052 ft2.
firebox 96 ft2.
total 1148 ft2.
Working pressure 160 psi
Water capacity 1,200 gallons
Coal 3 tons.
Weight in working order 53 tons.
Two further engines were purchased from the G.W. Ry. in October, 1912, and
given the numbers 32 and 33. The former was a 0-6-0 side tank with outside
cylinders and previously bore G.W. Ry. No. 1356 and the name Will
Scarlett. This engine had an interesting history, having been built in
1873 by Fletcher, Jennings & Co. ( WN 122), for the Severn and
Wye Ry. When that railway was absorbed jointly by the G.W. and Midland Rys.
in 1894, the engine was taken into G.W. stock and in due course received
a new boiler at Swindon Works. When it came to Newport it still carried the
name Will Scarlett, but this was removed some time afterwards. This
engine, which has 16 in. by 24 in. cylinders and 4 ft. wheels, illustrated
in Fig. 15.
No. 33, formerly No. 993 of the G.W. Ry., is one of a very numerous class
of small 0-6-0 saddle tanks on the last-named line, with 16 in. by 24 in.
cylinders and 4 ft. 1½ in. wheels. The heating surface was 980.75
ft2. ; the working pressure 150 psi and the grate
area 11.16 ft2
The next addition to stock was a 0-4-2 side tank engine, intended to replace
the rail motors on the passenger service between Pontypridd (Tram Road) and
Caerphilly (extended to Machen from 1 January1917). This engine was numbered
14 (which number had been blank since 1906, when old No. 14 was broken up)
and was previously No. 1426 of the G.W. Ry., built at Wolverhampton in 1877.
Known as the 517 class on the G.W. Ry., these engines had cylinders 16 in.
by 24 in., four-coupled wheels 5 ft. 2 in. in diameter and a pair of 3-ft.
8-in. trailers. The working pressure was 140 psi the grate area 15
ft2. and the total weight 40¤ tons, of which
27 tons available for adhesive purposes.
Four additional engines, Nos. 34 to 37, were put to work in 1919-20. Nos.
34 and 35 are 0-6-0 side tanks of Kerr, Stewart & Co.'s construction,
built at Stoke-on-Trent in 1917 for the Railway Operating Department and
disposed of at the termination of hostilities. As will be seen from Fig.
16, they were very smart looking machines and had the following principal
dimensions:-Cylinders, 17 in. by 24 in.; coupled wheels, 4 ft. in diameter;
wheelbase, 12 ft. ; heating surface, 1,145 sq. ft.; grate area, 20t sq. ft.
; working pressure, 220 psi; water capacity, 900 gallons, total weight, 50
tons. Engines Nos. 36 and 37 will be illustrated and described in the next
instalment of these articles. Illustrations: Fig. 14. 0-6-2 saddle tank
locomotive, No. 31,Fig. 15. 0-6-0 side tank locomotive, No. 32, Fig. 16.
0-6-0 side tank locomotive, No. 35 Continued page xxx,
Burnishing the journals for locomotives, carriages & wagons. 227-8.
4 illustrations
Tests at the official testing laboratory at Gottingen showed that
the Krupp of Essen apparatus reduced the incidence of hot beatings
Romney, Hythe & Dymchurch Ry. 228
Announcement of formal opening on 16 July at 15.00 by Earl Beauchamp,
Lord Warden of the Cinque Ports at Hythe Station
T.H. Sanders. Springs with auxiliary arrangements. 228-31. 5
diagrams
Load deflection behaviour for several types of spring including some
for automobiles and trucks on roads.
Southern Ry. 231
Leatherhead: old South Western Railway station closed and traffic
transferred to Brighton section station via new viaduct. Riddlesdown statiion
opened between Sanderstead and Upper Warlingham stations.
Factors in the design of steam locomotives. Section II. Combustion: firegrate
and smokebox. 231-3.
Considers wide grates with areas in excess of 40
ft2.; fuel combustion and quality, draughting;
dampers,
C.A. Cardew. Influence of driving wheel diameter upon the steam
consumption and overall economy of the steam locomotive. 233-4.
Higher piston speeds lead to higher thermal efficiency as demonstrated
in Willans tests on stationary engines; but higher piston speeds lead to
increased friction of crank pins, crosshead slides and pistons; large wheels
lead to less vibration and less stress to the track, and to less hammer blow
on bridges and other structures. The work of Goss at Purdue University is
mentioned
Light shunting tractors. 235. illustration
Mercury tractors with petrol engine made by Bramco of
Birmingham.
Axleboxes of Anglo-German wagons, Harwich-Zeebrugge train ferry. 236.
diagram
Wissmar Waggon Fabrik
Recent accidents. 236-7.
Southern Railway: 4 November 1926 near Bramshot Halt: collision due
to deceased driver failing to observe signals: Col. Pringle investigated.
Also accidents at Fenchurch Street collision between LMS train
hauled by 4-4-2T and LNER 2-4-2T type due to driver of the light
engine being misled by an incorrect clear indication given by the disc signal
controlling movements from the middle road according to Major Halll. Two
collisions occurred just outside Hull Paragon station within nine days. The
first, on 5 February was caused by the 11.45 a.m. L.M. & S. R. excursion
train from Halifax over-running the signals at Park Street box, and coming
into side-long collision with the 12.59 p.m. passenger train from Hornsea,
which was approaching the station at the same time. The excursion train was
drawn by engine No. 136 (L. & N.W.R. Prince of Wales class) which, with
its six-wheeled tender, weighed 107 tons, whilst that of the Hornsea train
was L. and N.E.R. No. 1703, 0-4-4 type tank, weighing 541 tons, the loads
of the trains being ten and eight bogie coaches respectively. Both engines
and most of the coaches were more or less damaged, but fortunately personal
injuries were slight, only two passengers in the Hornsea train and one in
the excursion being involved. Lt.-Col. Hall states that the mishap was due
to the misreading of the signals by the pilot driver of the excursion train,
who was well acquainted with them, and is therefore solely responsible for
the occurrence. The second collision, on 14 February was more serious:, the
08.22 passenger train from Withernsea colliding head-on with the 09.05 from
Hull to Scarborough, near West Parade Junction signalbox, with the unfortunate
result that eight passengers were killed outright, four others died in hospital,
whilst twenty-four suffered serious and twenty-two minor injuries, all four
enginemen being also injured. Col. Pringle, after a very exhaustive inquiry,
found that both trains were properly signalled, and that the collision was
due to the Scarborough train having been diverted to the incoming track on
which the Withernsea train was approaching, owing to the premature moving
of the points leading to that track by a signalman in Park Street box, which
he found by experiment it was just possible to accomplish after the replacing
of the starting signal and before the bogie wheels of the engine reached
them. All points and signals controlled from Paragon station and Park Street
boxes have been operated electro-pneumatically since 1905, the installation
having worked with entire satisfaction ever since, and the Inspector does
not think that this accident, or the previous one of February 5th, was in
any way caused by un-necessary complications of lay-out add crossings.
List of British locomotive builders. 237
Our attention has been drawn to the omission of Messrs. Parfitt &
Jenkins, of Cardiff, who built thirteen six-coupled saddle tank engines for
the Marquis of Bute for the Cardiff Docks, and which were described in the
LOCOMOTIVE in Vol. XXX., in the serial articles on the Cardiff Railway.
Correspondence.
The "Gladstones" F.W. Brewer. 237
It is greatly to the credit of the Stephenson Society and the Southern
Ry. Company that they have been jointly instrumental in preventing the original
member of this famous class of express locomotives from being scrapped. The
question respecting the use of leading wheels as large as 6 ft. 6 in. in
dia. seems to have arisen only in the case of this particular class, yet
the "Gladstones " were preceded by six very similar 0-4-2's, which also had
6 ft. 6 in. driving wheels, and which were turned out at Brighton from 1878
to 1880. These earlier large-wheeled examples had, however, smaller cylinders,
and smaller boilers, than were those of the " Gladstones." Like the latter,
these prototypes were designed by Stroudley for working the 08.45 train from
Brighton to London, and consequently they ranked as express engines. The
success of their much better known, and far more efficient successors, the
Gladstones themselves, was undoubtedly very largely due to the latter having
comparatively big boilers, and a liberal amount of heating surface and grate
area, features which were by no means common in 1882, when the engine now
preserved at York first came out. Indeed, in these respects, the Gladstone
compares very favourably with the first series of the Caledonian Ry. 4-4-0
Dunalastairs, of 1896, which also had 18¼ in. by 26 in. cylinders, 6
ft. 6 in. four-coupled wheels, and a grate area of 20.63 ft2 The
boilers were 4 ft. 81 in. by 10 ft. 3½ in., and had a total heating
surface of 1,403.23 ft2, the corresponding details of the " Gladstones
" being 4 ft. 6 in. by 10 ft. 2 in., and the total heating surface (grate
area 20.65 ft2), 1,492.10 ft2 The pressure carried
by the Dunalastairs was 160 lb., or 20 lb. higher than that of the Gladstone,
which, in 1882, had the then fairly common figure of 140 lb., but some of
the later engines of this series had 150 lb.
The plan of placing the coupling-rod crank pins on the same side as the main
cranks, instead of at an angle of 180 deg., was a favourite one with Stroudley,
who first employed it when on the Highland Ry., in 1866. Dean adopted the
same practice in the case of at least four classes of passenger engines on
the Great Western Ry., from about 1888, and S.D. Holden also tried it in
the 4-6-0s which were designed by him in 1911 for the Great Eastern line*.
Otherwise, the practice remained, and still remains, an unusual one. Stroudley
argued that, with his method, all the stresses were in accord, whereas, in
the case of the ordinary plan, they were in opposition.
•Note.—This is not strictly accurate. The original engines of this class, turned out during S.D. Holden's regime, were built in the ordinary way with coupling rod crankpins at 180° to those of the main cranks, and there are five engines running thus. The remainder of the class, however, about 65 in number, have the crank arrangement described by Mr. Brewer, but were all built subsequently under the superintendence of the late A.J. Hill.
Railway pictures, films, etc. 237
As usual, there are a few railway pictures to be found in the Royal
Academy's Exhibition this year. Artists do not appear to be able to find
nearly as much interest in the "Iron horse" as they do in the "Iron ship";
railway subjects do not appeal to them,. notwithstanding the amount of romance
that has been woven around the "steel track." No. 174 "Brigton," by Robert
Houston, shows a passenger train in the near foreground, but the exact ownership
is difficult to decipher. No. 559 "Through the marshes," by Stanhope A. Forbes,
RA., is equally difficult to locate or say on which railway the scene is
to be found. In No. 458 "The L.N.E.R. Musical Society at Queen's Hall," by
F. W. Elwell, the artist is evidently much more at home, and gives a very
realistic impression. An etching by a lady artist, Marjorie Sherlock, of
"Waterloo," gives a very lifelike picture of the modern station, as we know
it to-day, with a train's arrival.
Reviews. 238
Elementary electrical engineering, A.E. Clayton
and H.J. Shelley. London: Longmans, Green & Co.
A full and exhaustivetreatise on the many principles involved in
•• the plant. and apparatus required in various electric engineering
propositions, written in sufficiently elementary language as to be readily
understood by the ordinary reader of mechanical journals, etc., has been
a long-felt want, and we welcome the volume mentioned above as a very useful
addition to the book shelf of any student of engineering. Generators, motors,
alternating current transformers, measuring instruments, secondary batteries,
distribution panels, lamps, etc., are all fully dealt with, numerous diagrams
and illustrations being used to assist in the descriptive letterpress.
A number of specimen problems of a practical character are given in a series
of examples at the end of the book and form excellent tests for students
to practice their knowledge derived from perusal. We recommendj the book
to all those desirous of getting first hand knowledge of electrical
engineering.
Some railway problems of to-day and their
solution. London: The Sentinel Waggon Works, Ltd., Railway Department,
The present day need of a light, efficient and economical tractor
to deal with traffic in sparsely populated districts, and to enable the railways
to effectively meet the competition of the road motor, deserves the railwayman's
earnest attention. The advent of the light rail coach has placed a means
of meeting this road competition in the hands of the railway companies, and
the great success of the Sentinel steam car in this country and abroad, has
been speedily recognised. The engine of this car differs very materially
from the ordinary small locomotive usually employed, and owes its efficiency
largely to the method of steam distribution, which is by means of tappet
valves actuated from a cam shaft. Both the boiler shell and firebox are
cylindrical, there being no flat surfaces requiring stays. Tubes set in spiral
corrugations in the firebox shell give a rapid and thorough circulation of
the water, while the fact that these are water and not fire tubes, their
ends are not subject to flame corrosion; firing is carried out through a
centre chute. Steam can be raised in 45 minutes, and the boiler is capable
of an output of 2,000 lb. of steam per hour at a pressure of 275 psi on a
consumption rate of 9 lb. of steam per lb. of coal. The railcar is also
constructed on novel lines, and is not merely a body mounted on the ordinary
frame, but a unit in which the sides and roof are integral parts of the whole
structure, the result being a total weight of only 20 to 25 tons including
the power unit. Ample evidence of the economical operating costs of the
Sentinel-Cammell cars and their ability to provide frequent services, is
afforded by a study of this book. Well illustrated and printed, it will be
studied with value by all who are interested in problems of railway transport,
especially in regard to the provision of cheap and efficient means of working.
The Romney, Hythe and Dymchurch
Railway, illustrated. London: The Locomotive Publishing Co.,
Ltd.
This booklet gives a full account of the construction, rolling stock
and equipment of this interesting 15 in. gauge railway in Kent, the smallest
public railway in the world. The line will be opened for traffic on the 16th
inst., and this little publication will form a very useful and handy guide
for the many who will travel over this miniature railway during the holiday
season. A double track is provided for the eight mile run from New Romney
to Hythe, with well-built stations of artistic design, and up-to-date signalling
arrangements. There are eight locomotives in service, of various types, and
all particulars are given in this handbook. A well produced illustration
in colour of the Pacific type engine, Green Goddess, is shown on the
cover.
Canadian Pacific Railway. 238
In connection with the sixtieth anniversary of Confederation on 1
July 1927, the Canadian Pacific Railway has published a beautifully illustrated
booklet, entitled Canada's Diamond Jubilee. The text is by Keith Morris,
and describes the growth and development of the Dominion during the last
sixty years.
Trade notices and catalogues received. 238
Variable delivery pumps.
Booklet issued by the Variable Speed Gear Ltd., of 6, Broadway,
Westminster, S.W.1. deals with the improved design of pump which they have
developed specially to meet present day commercial requirements. Two types
of pumps are described-lever or wheel controlled to give variable delivery
at pressure up to the maximum at which the relief valves are set, and automatic
pressure controlled to give a predetermined pressure range controlled
automatically by the pressure of the fluid in circulation. Typical examples
of some industrial uses are - Hydraulically-operated presses, shears, riveters,
lifts, bascule bridges, auxiliary steering gear units, control systems, etc.
In a pumping set for press work, only an electric motor and a variable delivery
pump with automatic control are required, the discharge pipe leading to the
operating valve on the press and the return pipe to the tank which supplies
the pump. The usual cumbrous accumulator is thereby dispensed with and the
pressure main reduced to a minimum.
Bridgeport Brass Co., of Bridgeport, Conn., U.S.A. 238
Set of prints published illustrating the History of Railroading and
History of Street Railways in the USA., as particularly applicable to roads
now using "Phone wire" of this company's manufacture.
North British Locomotive Co. Ltd.,
Advertising the Atlas Works (formerly Sharp, Stewart & Co.)
for sale.
L.M. & S.R. 238
In addition to the fifty 0-6-0 side tank engines ordered from the
Vulcan Foundry, Ltd., twenty-five are to be built by the Hunslet Engine Co.,
Ltd., and twenty-five by Wm. Beardmore & Co., Ltd.
Central Argentine Ry. 238
Ten 2-8-2 tender locomotives are to be constructed for this railway
by Robert Stephenson and Co., Ltd.
Buenos Aires Great Southern Ry. 238
An order has been placed for twelve Garratt locomotives of the 4-8-2
+ 2-8-4 type, 5 ft. 6 in. gauge with Beyer, Peacock & Co., Ltd.
Sudan Government Rys. 238
North British Locomotive Co., Ltd., received an order for ten tender
locomotives of the 4-6-2 type. These are to be shipped without being
dismantled.
The Egyptian State. Railways. 238
Placed contracts for forty locomotives with the North British Locomotive
Co., and for twenty with Sir W.G. Armstrong, Whitworth and Co. Ltd.
Kenya and Uganda Railways. 238
The Crown Agents for the Colonies have placed an order with Beyer,
Peacock and Co. Ltd. for twelve metre-gauge Garratt Locomotives of the 4-8-2
+ 2-8-4 type.
4-6-0 three-cylinder express passenger engines, L.M. & S. Ry the "Royal
Scot" No. 6100. 239-40. illustration, diagram (side elevation)
Built North British Locomotive Co. to the design of Sir Henry Fowler.
Intended for haulage of express trains between London Euston and Glasgow
Central. Number on tender, LMS device on cab side, no nameplate on locomotive
illustrated. Next: No. 6101 Highland Chieftain.
2-8-2 type locomotives for the Kenya & Uganda Ry.
241-2. illustration, diagram (side elevation)
Built by Robert Stephenson & Co. Ltd of Darlington to the requirements
of H.B. Emley, chief mecanical engineer under the supervision of Rendel,
Palmer & Tritton on behalf of the Crown Agents
Multi-cylinder locoomotive Midland Ry.. 243-4.
illustration, diagram (side elevation)
Cecil Paget patented design of 2-6-2 with sleeve valves, wide firebox
of unusual construction. Scrapped in 1919, but achieved 82 mile/hour on trial.
Aim was perfect balancing..
Dynamometeer car, State Railways of Czecho-Slovakia. 245-6; 247. 5 illustrations,
diagram (side & rear cross-sections, 2 plans)
Built Ringhoffer Works in Prague.
Technical essays. No. XIV — On the training of the locomotive engineer.
246; 248.
Suggests sandwich course with winters spent in academic study and
summers in workshops.
Centenary of the Baltimore & Ohio Railroad. 248-51. 3 illustrations.
Trial run to Plymouth of Great Western locomotive,
No.6000. 251-2.
On 20 July Cornish Riviera was hauled to Plymouth with two
coaches slipped at Westbury: it arrived 5 minutes early. Chief Inspector
C. Read, Driver Young and fireman Pierce were on the footplate. List of King
names ends feature.
Inness, R.H. (unattributed): Locomotive history
of the Stockton & Darlington Railway, 1825-1876.
252-3.
Secondhand locomotives acquired: inside cylinder 0-6-0s:
Nos. 81 Miller and 82 Hawthorn (Hawthorn WN 532-3
of 1846) acquired from Edinburgh & Glasgow
Railway where they had been Cowlairs Incline locomotives. No. 82 illustrated
at Shildon. Three Bury 0-4-0s were also acquired: 87 Fryerage; 88
Deanery and 89 Huddersfield: last illustrated as NER No. 1089
(this last was supplied to Manchester & Leeds Railway in 1846.
See also letter from W. Beckerlegge in Volume
37 page 35
Opening of the Romney, Hythe and Dymchurch, Ry.
253-5. 3 illustrations.
Mainly an engineering overview with only a modest amount of information
on the locomotives.
Ambidextroous engine drivers. 255.
Lists thoes British railways which had adopted left-hand drive or
right-hand drive: former included LNWR; latter the Midland
The "Imperial Indian Mail" trains. 262-4. 3 illustrations,
plan.
Sleeping cars ran on six-wheeel bogies and were constructed for the
weekly Bombay to Calcutta service. They were constructed at the Matunga workshops
of the GIPR in Bombay. The ilustrations show the train leaving Parsik Tunnel
and st the Ballard Pier station in Bombay.
Correspondence. 271
Vacuum brake on freight trains in India. W.H. Whitehouse. 271-2..
No. 421 (15 September 1927)
Express passenger locomotive with poppet valves: L. & N.E. Railway.
273-5. 5 illustrations.
This describes the fitting of oscillating cam valve gear to one member
of the existing class: the following relate to new construction. The actual
valves are illustrated. Also noted that goods engine which we fully described
in issue of February 1926, had been in continuous service for upwards of
two years, and the poppet valve gear had not, we are informed, given the
slightest trouble, nor have any repairs or renewals to any part of it been
required.
Four-cylinder express engine, Lord Nelson class, Southern
Ry. 275 + colour folding plate facing page. diagram.
Coloured sectionalized diagrams.
Recent Spanish-built locomotives. 276-7. 3 illustrations, table.
4-8-2 and 2-8-0 for Northern Railway and 2-8-0 for Andalusian
Railway.
London, Midland & Scottish Ry. (L. & N.W. Section).
277
Seven of the new three-cylinder 4-6-0 type passenger locomotives ex
North British Loco. Co. are now in service on this section, Nos. 6100-2,
6105-6 and 6125-6. The first of the series, No. 6100, bears the name Royal
Scot. It is understood that all the engines of this class are to be fitted
with the Diamond Soot Blower. The construction of the fifty engines ordered
from the North British Loco. Co. has been arranged as follows:-twenty-five
at the Queen's Park Works, Nos. 6100-24; and twenty- five at the Hyde Park
Works, Nos. 6125-49. The makers' numbers of the series are 23595-644 inclusive.
At Crewe, the new 2-6-0s are completed up to No. 13082, whilst Nos. 13050-69
had been despatched to Derby for service on the Midland division. No. 4371
was the latest class 4 0-6-0 ex Barclay & Sons to be delivered.
4 ft., 3 in. 0-6-2 coal tanks Nos. 7772 and 7816 (old Nos. 1209 and 1250)
had been fitted for working motor trains.
Three additional 6 ft. 6 in. Jumbos had been broken up at Crewe, viz., Nos.
787 Clarendon, 864 Pilot, and 2192 Caradoc. Other
withdrawals comprise 0-6-2 coal tanks Nos. 678, 948, 3151, 3447 and 3752;
0-6-0 coal class Nos. 3038, 3173 and 3553; and 0-6-0 special tank No. 3047.
L.M.S. 0-6-OT No. 1600 (formerly N.S.R. No. 5BA) had been withdrawn.
Sevenoaks accident, Southern Ry. 277
On Wednesday evening, 24 August, the 5 p.m. train from Cannon Street
to Deal was derailed at 5.30 p.m. at Riverhead, between Dunton Green and
Sevenoaks. The train was headed by the 2-6-4 tank engine River Cray,
No. A800, and consisted of seven bogie carriages and a Pullman car. Thirteen
passengers lost their lives, and 48 other passengers were more or less seriously
injured. Sir John Pringle is conducting an enquiry into the cause of the
disaster on behalf of the Ministry of Transport.
L. & N.E. Ry. 277
A new twin-coach intended for branch line traffic has been built,
which, whilst it is 108 ft. 8½ in. long and 8 ft. 10 in. wide, tares
only 37½ tons. It had gas lighting, and the bodies overhang the headstocks
of the underframes. Articulated trains of four car bodies on five bogies,
and 154 ft. 6 in. long, having accommodation for 182 third-class passengers,
22 first-class, and luggage and guard's compartments tare, 63 tons, or less
than 1 ton for three passengers.
Sentinel-Carnmell steam rail-cars. 277
Sentinel-Carnmell steam rail-cars were working on the L.M. & S.
Ry. branches to Methven, Airdrie-Newhouse, Dalmellington-Ayr, and between
Strathaven and Coatbridge.
High speed electric locomotive, C. de F du Midi. 278-80. illustration,
2 diagrams (including side elevation)
Cam shaft control and quill drive
Light traffic work with the "Sentinel" locomotive. 281-2.
Narrow gauge back-to-back locomotive (described as articulated); also
non-articulated locomotives for narrow gauge passenger-carrying lines in
India and for the Egyptian Nile Delta Railway.
Bennett, A.R. The Malta Railway. 283-5. 5 illustrations.
Workshops at Hamrun. Valletta terminus partly in tunnel. Metre gauge.
Manning Wardle 0-6-0Ts
Inness, R.H. (unattributed): Locomotive history
of the Stockton & Darlington Railway, 1825-1876. 292-3. 2
illustrations.
Secondhand locomotives: NER 0-6-0 No. 2259; 2-2-2 No. 93
Uranus. Also tabluates new G. Wilson 0-6-0s.
Canada's first locomotive. 294. illustration
Hal;f-size model of Dorchester built in 1836 by Robert Stephenson
and was the first locomotive in Canada. The model was built by the
Canadian National Railway to take part in a procession in Montreal. The Champlain
and St. Lawrence Railroad connected St. Johns to La Prairie, Quebec and was
a portage railroad which aimed to improve an inland waterway route between
New York and Montreal. Article cites
Warren,
Dendy Marshall and
Whishaw.
J. Spencer & Sons, Newburn-on-Tyne. 294
Founded in 1810, had a world-wide reputation for its boiler plates,
was to be dismantled
Train lighting. Vickers' "V1" single battery system. 295-8. 2 illustrations, 7 diagrams
L. & N.E.R.. 298
Pacific type engine No. 4480 Enterprise has been fitted with
a high-pressure boiler (220 psi), and increasing the tractive power from
29,835 lb. to 36,465 lb. The weight available for adhesion was increased
from 60 tons to 66 tons, although the increase in the total weight of the
engine, due to the heavier boiler and alterations to the superheater is 3
tons 16 cwt. The number of superheater elements has been increased from 32
to 43. There are now five rows, the top row consisting of seven flues, and
the others nine each. A slight modification has also been made in the valve
gear. Ten more Pacifies are to be built with the high-pressure boilers.
Eight 4-4-0 passenger engines of a new design are under construction, and
seventy-two goods locomotives are being built; twenty of the latter are for
express freight traffic.
"Who runs may read, Edmund Vale
Title of Route Book No. 1, published by the L.M. & S. Ry. In addition
to a detailed description of the railway route from Euston to Holyhead by
the Irish Mail, there are full notes of places of particular historic
interest supplemented by a considerable number of pen and ink sketches.
Explanations are also given of the travelling post offices and of the Irish
Mail train. A diagram on each page indicates the places mentioned in
the text. The book is nicely produced, and should add to the interest of
the journey.
South African Railways. "Hulse"double-decked suburban coach.
299-300. 2 illustrations, diagram (side elevation & plan)
Designed by Oscar Hulse.
The locomotive history of the Great Indian Peninsular Railway. 300-2.
2 illustrations.
0-6-0 types: 46 engines supplied by Neilson & Co. in 1877: some
were supplied without wheels as a stock of 5 ft. wheels existed supplied
by the Yorkshire Engine Co, Class known as L/21 WN 2239-68 and 2310-25. Kitson
& Co. supplied Class K/16 known as Kitson's heavy goods in 1877 WN 2146-55.
They had 17¾ x 26in cylinders and 4ft 6in wheels. They had steam
brakes.Further series followed: K/15 (WN 2180-96) and K/17 (WN 2241-6) with
18 inch diameter cylinders and Smith simple vacuum brakes.
St. Etienne-Lyon Ry. Marc Seguin's multi-tubular locomotive
boilers. 302-4. 3 diagrams
Diagrams and some of the text reproduced from
Newcomen Society Trans., 1933,
7, 97 paper
Running a British locomotive on a United States railroad. 304-5.
illustration
King class visit, but mainly earlier (including LNWR) visits from
British locomotives. Nevertheless, the illustation of a B & O President
class locomotive serves to show the huge size of American locomotives
Reviews. 305
Notes on the annealing and use of wrought iron chains. London: H.M.
Stationery Office. 305
Published under the care of the chief inspector of Factories, this
booklet puts on record the results of the experiments carried out at the
National Physical Laboratory, at the request of the Home Office, to ascertain
the efficiency of the practice of annealing to correct brittleness caused
by the continued use of wrought iron chains. The best method of annealing
is described, and testing. Tables of safe working loads, and working rules
for chains are included.
Der lauf von eisenbahnfahrzeugen in gleiskruemmungen.
J. Jahn, Professor a.d. Technischen Hochschule der Freien Stadt
Danzig. Berlin, 1927. Verlag der Verkehrwissenschaftlichen Lehrmittelgescllschaft
m.b.H. bei der Deutschen Reichsbahn, Berlin, 151pp. 27 illustrations.
The behaviour of railway vehicles in curves and, hence, with a chapter
of railway operation which does not always receive the close attention it
deserves on the part of mechanical and permanent way engineers. It is well
known that owing to higher flange pressure and the inclined position of the
wheels when rounding a curve increased wear of tyres and rails is unavoidable,
and it will therefore be appreciated that the valuable data and information
compiled in this book and bearing on these points cannot fail to influence
the trend of the work of the above-mentioned branches of railway engineering
in the direction of still greater efficiency. Professor J ahn, who is lecturing
on the construction of railway machinery, includes in his present investigations
not only main but also branch and narrow gauge lines. The author explains
in a lucid and able manner how to accurately determine the wheel arrangement
which combines the most favourable position of the wheels with a minimum
of flange pressure up to the highest speeds and sharpest bends and for unusually
complicated wheel arrangements. He suggests useful methods of calculation
and design which guide the user of his work in estimating the correct equations
and formulae to be employed, a frequently arising difficulty at the beginning.
Of equally great value to the practical man is the large number of actual
examples quoted, the results of which are concisely tabulated. As indicated
above, the book is of interest to both branches of railway engineering. It
enables the one to make helpful deductions regarding the most satisfactory
wheel arrangement, the use or non-use of bolster centralising devices for
laterally sliding axles, pony and bogie trucks, the position of the bogie
centre pin, the tender coupling pin and the like, while the other is enlightened
in matters pertaining to the per- manent way, by no means confined, however,
to ordinary circular curves, but embracing curves of changing radius and
direction, such as cross-over roads, as well as the rather involved problems
connected with the crossing of points and switches. The author's investigations,
moreover, constitute a significant contribution to the question of the widening
of the track gauge. Professor Jahn thus makes available to everybody a book
filled with a wealth of technical knowledge which is of the utmost importance
to the practical as well theoretical side of anything running on rails.
Twixt rail and sea: a book of docks, seaports and shipping,
W.G. Chapman. London: Great Western Railway, Paddington Station..
Written for boys of all ages, this publication is entitled "a book
of docks, seaports and shipping," and forms a sequel to The 10-30
Limited and Caerphilly Castle, both from the pen of the same writer.
In view of the fact that the Great Western Ry, is now the owner of the world's
largest dock system, not only from the point of view of the area of the docks,
but also so far as the volume of imports and exports is concerned, the opening
chapter is devoted to a general description of the dock and shipping act!vities.
The principal South Wales docks came into possession of the railway with
the grouping scheme of 1921, and the reproach that full use is not made of
the natural advantages of these ports is one which the G.W. Ry. set themselves
to remove, and recently they have been spending large sums on improving the
dock facilities for handling goods. The succeeding chapters describe the
journey from London to South Wales and the industrial development along the
line, and more particularly the facilities offered by the G.W. Ry. at other
points on their system. Incidentally, the story of the building of the Severn
Tunnel is told, with descriptions of the pumping and ventilating plant. Then
follow accou~ts of a youngster's visit to the docks at Newport, Cardiff,
Penarth Barry Port Talbot and Swansea, with interesting details of the work
carried on at the docks. The concluding section deals with the steamer services
between Fishguard and Ireland, and between Weymouth and the Channel Isles.
The book is full of instructive information not only for the younger generation,
but also for the elders who desire particulars of the facilities offered
to the great industrial areas of the Midlands by the G.W. Ry. It is well
illustrated by a number of maps and plans and many half-tone
illustrations.
Operation of trains on single track. Henry M. Sperry. Union Switch
and Signal Co. 306
The subject matter originally formed a paper presented at the meeting
of the American Association of Railroad Superintendents held in Montreal
in June, 1926, and forms a very comprehensive treatise on the most approved
methods of operating single track lines. Numerous coloured diagrams are given.
illustrating the signalling of opposing train movements by automatic devices
installed on single line railways.
South African Rys, and Harbours. 306
Tenders invited for the supply and delivery of 125 new locomotives
of various types and classes. The Railway Administration is also inviting
tenders for one electric freight locomotive. The authorities desire to find
an electric locomotive which will be a considerable improvement on those
in use at present, and it is their intention to test this single unit against
the others. The actual design is left to the tenderers, but certain
specifications must be complied with.
Resignailing Edgware Road Station, Metropolitan Ry. 306
Publication issued by the Westinghouse Brake and Saxby Signal Co.
Ltd.. It is fully and clearly Illustrated by half-tone reproductions from
photographs, and a diagram of the lay-out of lines and signals, and has been
reprinted from our contemporary The Railway Engineer. For a comparatively
small work this signalling installation, which is now being completed, is
one of the most interesting schemes carried out in London. Much information
of a technical character is embodied in the text, and the neatness and refinement
with which the work has been carried out reflect great credit on the contractors
and the railway engineers.
Mechanical stoker spark reduction. 306
To reduce the amount of sparks and ash thrown from the chimney on
engines fired with mechanical stokers, jets of exhaust steam from the stoker
engine were introduced into the elevator near the firing orifice, to dampen
the coal and cause the finer particles to adhere to the larger, and then
hold it on the firegrate until combustion is complete.
L.W.R. Robertson. 306
Appointed general manager of Kitson & Co. Ltd., Airedale Foundry,
Leeds. After serving in the army during the war, Robertson became a pupil
of Sir Henry Fowler at Derby. In 1921 he was appointed assistant to the manager
of the Scotswood Locomotive Works of Messrs. Sir W. G. Arrnstrong, Whitworth
& Co., and later commercial manager in London of the locomotive department
of the firm.
Glasgow Corporation Tramways. 306
Order for 100 sets of air brake apparatus for their cars to the
Consolidated Brake & Engineering Co. Ltd., of Westminster and Slough.
This contract was the subject of keen competition, and was the largest single
order for tramcar air brake equipment as yet placed in the United
Kingdom.
Sir Vincent Caillard. 306
For twenty-seven years had been a director of Vickers Limited, and
was mainly instrumental in arranging for the reconstruction of the company,
had tendered his resignation as from 1 September. His colleagues had
accepted his resignation with great regret.
Battery troubles solved. 306
Combined instruction book and illustrated catalogue of 112 pages published
by the Tungstone Accumulator Co. Ltd., St. Bride's House, Salisbury Square,
London, E.C.4. It explains how these batteries are maintained in the best
state of efficiency, and how to change any damaged parts when necessary.
This is facilitated by the new methods of assembling the plates, so that
it is quite an easy matter to remove or replace any of them. It is claimed
that the maintenance cost of these batteries is remarkably low, while the
records of tests given in the book serve to justify the makers' claims of
dependability and maximum output for a stated input, for plates with a long
working life (lead grids and pure oxide of lead as paste), and low resistance
which gives a lively current. The test carried out at the Teddington National
Physical Laboratory amply substantiated these claims. Special articles are
included on modern battery construction and weaknesses.
Westinghouse Brake & Saxby Signal Co. Ltd. 306
English Electric Co. Ltd., of Preston, order for twenty-five sets
of brake apparatus for motor cars and twenty-three sets of brake equipment
for trailer cars on the Athens City Tramways. Westinghouse also received
an order from the Metropolitan Vickers Electrical Co. Ltd. for 105 motor-driven
air compressors, type D.H.25, for motor coaches, for the Sydney Suburban
Electrification.
British rails for overseas. 306
The Mossend (Lanarkshire) rolling mills of William Beardmore &
Co. Ltd. had been employed on several important orders from abroad for rails.
The principal contract was for 7,150 tons for the Government of Esthonia.
It includes 6,320 tons of rails, balance being fishplates and other accessories.
Shipment was carried out by the Esthonian Government in their own steamer,
the Kajak, from Grangemouth. In July, the India Store Department placed
a contract for 1,800 tons of 60-lb. F.B. rails for the Eastern Bengal section
of the Indian State Rys. Another recent contract of some importance, in view
of the fact that it was in the nature of a trial order, was for 300
tons of rails for the Chilian State Rys. The latest order was a contract
from South Indian Ry, Co. Ltd. for 2,038 tons of rails in 60-lb. F.B. section,
also 480 tons of fishplates for rails of 50-lb. and 60-lb. sections—a
total weight of 2,518 tons. The Mossend Steel Works of William Beardmore
& Co. Ltd. underwent a complete reorganisation after WW1, and are now
amongst the most modern engaged in this important class of work. Amongst
several advantages they are able to offer clients are the ample storage
facilities where rails and other steel products may be held pending the
arrangement of shipping facilities.
No. 422 (15 October 1927)
Large tank locomotive for South Africa. 307. illustration
4-8-2T built by Avonside Engine Co. Ltd
Metropolitan Ry. 307
The twenty 1,400 H.P. electric locomotives were to be given names,
mostly of famous personages associated with the district served by the line,
such as Oliver Cromwell, Wiltiarn Penni, Benjamin Disraeli, John Hampden,
John Lyon, Lord Byron, Sarah Siddons, George Romney, Sir Francis Drake, Edmund
Burke, Sir Ralph Verney, Charles Dickens, John Milton, Sir Christopher Wren,
Dick Whittington, Michael Faraday and John Wycliffe. The first
to be christened is in traffic and bears the name Florence Nightingale.
The locomotive shown at the Wembley Exhibition is to be B.E.E. 1924.
Another will be called Sherlock Holmes, whose fame centred in Baker
Street.
4-8-0 goods locomotives – Queensland Government Rys. 308.
illustration
Twenty five locomotives of the 4-8-0 type, with bogie tenders, were
shipped, fully erected, from the Tyne to Brisbane for service on the Queensland
Government Rys. They were built at the Scotswood Works, Newcastle by Sir
W.G. Armstrong, Whitworth & Co. Ltd., to the requirements of R.J
Chalmers, chief mechanical engineer.
Obituary. 308
Death of E.F.S. Notter, who was locomotive superintendent of the London
district of the Great Northern Ry. for twenty-five years. He died on 21 September
1927 in the North Middlesex Hospital, where he had been a patient for several
weeks, and was sixty-eight years of age. He commenced work on the railway
at Doncaster when he was eighteen. From there he went to Colwick where he
had charge of the locomotive department for the Nottingham district, and
thence to King's Cross, from which he retired in 1924. Mr. Notter was deeply
interested in engineering which, in addition to being his work, was his hobby,
and he was a very clever model engineer.
E. C. Poultney. Decapod locomotives — Western Maryland R.R.
308-9. illustration
Twenty 2-10-0 type engines built by Baldwin Locomotive Works for heavy
freight working.
L.M. & S. Ry. three-cylinder compound
locomotive. 310. diagram (side elevation)
4P compound 4-4-0
London, Midland & Scottish Ry. (L. & N.W. Section). 310.
The following additional Royal Scot class 6 4-6-0s ex North British
Locomotive Co. were in service on this section :-Nos. 6103-4, 6107-16 and
6133-8. Others of the same type in service as follows :-Northern division,
Nos. 6127-8 and 6131-2; Midland division, Nos. 6129-30. These bring the total
of the type so far delivered up to 31. New 2-6-0s up to No. 13085 have been
completed at Crewe. Latest class 4 0-6-0 ex Barclays' was No. 4374. 0-6-2
side tank coal engine No. 7830 (old No. 3669) had been fitted for working
as a rail motor. The following engines had been withdrawn:- 0-6-2 coal tank
No. 2362, 0-6-0 DX. goods No. 3402 and 0-6-0 shunting tank No. 3582.
Rebuilt locomotive, District Ry. 311. illustration
4-4-0T No. 34: fitted with cab; most of condensing gear (including
bridge pipe) removed
Great Western Ry. winter train service. 311.
Faster Cornish Riviera Express (four hours to Plymouth non-stop)
and Torbay Express (59.5 mile/h average to Exeter)
Institution of Locomotive
Engineers,. 312-14.
The first meeting of the winter session, held on Thursday evening,
29 September, in the Council Chamber of Denison House, Westminster, was well
attended by locomotive engineers representative of the Home, Indian and Colonial
railways, as well as building firms and consulting engineers.
The new President, H.N. Gresley, was supported by Sir Seymour Tritton, the
retiring chief officer, Sir Henry Fowler, H. Kelway Bamber, Col. E. Kitson-Clark,
C.N. Goodall, and J.C. Sykes (Secretary) .
Sir Seymour Tritton in welcoming the new President referred to the work of
the Institution during the past session, and the progress made, while Col.
E. Kitson- Clark made a few appropriate and amusing remarks in praise of
the Institution's efforts.
Gresley then gave his address from which the following is taken :-
On the termination of the War it was believed that the locomotive building
industry would have its books full of orders consequent upon an effort by
the British and Foreign railways to overtake the arrears of renewals that
had accumulated during the War period. In the past the .home builders had
not been solely dependent upon British orders, they had thrived on the
requirements of Foreign and Colonial railways; so, in the expectation of
an unprecedented demand for locomotives, additional firms who had hitherto
not entered the field of steam locomotive construction sought to turn their
activities in this direction. Workshops built and equipped for munition work
were readily adapted, and it was thought that there would be work for all
for a long period. Unfortunately these expectations were not realised and
orders were not forthcoming. . Locomotives which in the ordinary course would
have been due for renewal during the War and early post war periods were
extensively repaired and given a new lease of life as neither money nor material
was available in those strenuous times. Prior to the War it was the practice
of many of the smaller railways to obtain their locomotives from British
builders, but when these small railways were absorbed by the larger groups
in 1923, the same policy was not necessarily followed. The amalgamated railways
at first were unable to supply demands from their own workshops and continued
to obtain a portion of their requirements from the builders, but years of
bad trade resulting in decreased revenues and finally the industrial upheaval
of 1926 reduced their ability to purchase locomotives to such an extent that
comparatively few orders were placed by British railways. The idea was also
fostered by some, who should have known better, that it was unnecessary to
devote more attention to the development and improvement of the steam locomotive,
as it would very quickly be rendered obsolete by the early electrification
of the lines.
At this point he reminded the members that this is an Institution of Locomotive
Engineers, not just an Institution of Steam Locomotive Engineers; all kinds
of locomotives-steam, oil, and electric, are their concern.
It is no part of our policy to perpetuate a kind of locomotive that is not
economical. Under certain conditions the electrification of the railway line
will result in greatly improved earning capacity; of this there is a notable
instance in the Southern railway of England. France and Italy also have made
great progress in changing their motive power from steam to electricity,
but it must not be forgotten that in those countries coal was costly whilst
available water power was undeveloped. It is not simply a case of steam versus
electricity, but rather the realisation that the possibility of steam as
a motive power has not been fully developed, much less exhausted. Undoubtedly
the extension of electrification of railways has urged steam locomotive engineers
to renewed efforts to make the steam locomotive more efficient. This has
also led to the production of the internal combustion, turbine and high steam
pressure locomotives.
At the present time there are great expectations of cheap electric energy,
and if these are realised the field for electrification will be extended,
but he ventured to think that in the near future such improvements will be
made in internal combustion and steam locomotives that they will be able
to maintain their position as economical units of transport even as compared
with electric traction for many services.
These improvements will (a) enable locomotives to remain available for traffic
for longer periods, (b) reduce the cost of maintenance, and (c) greatly improve
their thermal efficiency; all tending to less fuel consumption and costs
of running. Recently locomotive engineers have bestowed considerable attention
on the design of internal combustion locomotives, and much ingenuity has
been displayed, but one of the greatest disadvantages is the very high initial
cost. In countries where oil is cheap and coal dear, they should prove
economical, but it is not so likely that they will displace the steam locomotive
in countries where the conditions are reversed.
Turbine locomotives so far produced suffer from the same disadvantage as
the internal combustion locomotive—i.e., the high initial cost. It is
claimed that a saving in coal consumption of from 20 per cent. to even 50
per cent. can be shown by the turbine engine as compared with the reciprocating
engine. A steam reciprocating locomotive burns approximately 1,000 tons of
coal per annum, and taking coal as costing £1 per ton on the tender,
if we assume a saving in coal consumption approximating 30 per cent., this
would represent £300 per annum. If the repairs of the turbine engine
cost no more than the reciprocating engine, and a provision of 3 per cent.
is made for renewals, and 5 per cent. for interest on additional outlay,
it would appear that such a turbine locomotive cannot be regarded as attractive
if it cost, say, over £3,000 more than a modern reciprocating steam
engine. Supposing a reciprocating engine cost £6,000, a turbine engine
should not cost more than £9,000—i.e., an increase of 50 per cent.
on the cost of a reciprocating engine. It has, however, to be proved that
an economy of fuel of 30 per cent. can be realised and maintained under all
conditions of working if the first cost is 50 per cent. higher to make a
turbine locomotive an attractive proposition.
He knew it may be said by the advocates of the turbine locomotive that tests
had shown fuel economies greater than 30 per cent., but it must be re- membered
that these have been on through runs. The ordinary day-to-day work of engines
working slow passenger trains, pick-up goods trains and shunting has also
to be considered. Can this overall fuel economy under all conditions be realised?
In the past very valuable work had been done by the consideration of papers
on engine failures-their causes and remedies, the organisation of running
sheds, the equipment of efficient breakdown appliances, and similar subjects.
Gresley felt that if the Institution is to extend its usefulness and im-
prove its status, and thus assist in the revival of the locomotive building
industry, it must devote its energies to a greater extent than ever before
to the consideration of radical development and improvement in locomotive
design. It is hard to live up to a great reputation, but it is incumbent
upon British locomotive builders and designers to ensure that other nations
do not dislodge them from the proud position they have held since the days
of George Stephenson.
British locomotive designers and builders work under disadvatageous conditions
compared with engineers of competitive nations. They have not at their disposal
any facilities for carrying out experimental scientific research, nor can
they obtain the necessary financial assistance to do so. Great credit is
due to those enterprising individuals and firms who at their own expense
have produced locomotives having radical alterations in design and construction.
But with the industry in its present depressed condition, they cannot be
expected to do much in the near future—they cannot afford it. Railway
companies are in a similar position and have not the funds necessary to build
experimental locomotives which may prove to be failures.
British railway engineers produce improvement by a sort of slow evolution;
new features are tried and if successful are embodied in new designs. Progress
is sure, but it is very slow, and the methods adopted in many cases are empirical
rather than scientific.
Since the termination of the War the engineers of British railways have produced
locomotives which are undoubtedly improvements upon those previously in service.
They have probably reached the maximum power required to handle at the speeds
of to-day, without assistance, the heaviest passenger trains that can be
accommodated advantageously at platforms; and in the case of goods and mineral
trains, the longest that can be received in loops, lay-by sidings or reception
roads. Larger and more powerful engines could be produced to conform to the
limita- tions of the British load gauge and axle weights, but there does
not appear to be any demand at present for such. What is required is not
an increase in the power of the engines, but a reduction in the building,
maintenance and running costs. The thermal efficiency of the modern locomotive
is deplorably low and there is therefore great scope for the attain- ment
of increased efficiency.
An elaborate locomotive testing plant exists in America by the aid of which
new designs can be thoroughly tested and all necessary data as to per- formance
obtained. In Germany there is the Grune- wald Experimental Department of
the German State Railway, which is, of course, State supported and financed.
There is no such organisation in Britain. It is true that there is a Department
of Scientific and Industrial Research, but its activities have not extended
to locomotives. What he suggested is re- quired and is essential, if improvements
are to be made in steam locomotives. That is the provision by the Government
of a national locomotive testing plant under the Department of Scientific
and Industrial Research, and controlled by the Engineering Department of
the National Physical Laboratory. Use would be made of such a plant by British
railway companies, consulting engineers of Colonial and Foreign railways,
and locomotive builders.
I t should be remembered that a very elaborate and expensive tank for the
testing of the models of warships and other vessels has been provided at
the National Physical Laboratory at Teddingtori, of which great use is made
by the Admiralty and a number of shipbuilding firms. At Teddington there
is also a very fully equipped experimental plant for carrying out highly
scientific tests on models of aeroplanes by which the speed, lifting capacity
and stability of new machines has been greatly improved. Locomotive construction
is one of the most important British industries, and it therefore does not
seem unreasonable to suggest that just as experimental plants had been provided
by the nation for shipbuilding and other trades, suitable arrangements and
organisation should be provided for the testing of locomotives. Appropriate
charges would, of course, be made for carrying out such tests.
It would also be desirable to have under the control of the same organisation,
a dynamometer car equipped with all the latest recording instruments necessary
for carrying out running tests on the railways. He ventured to think that
the provision of such a locomotive testing plant would be of national advantage,
and that it would result in effecting economies in fuel consumption and the
operation of railways. It would tend to unification of design with a consequent
reduction in the number of types; it would be a means of testing on a strictly
impartial and comparative basis, the most promising of the numerous devices
which are put forward from time to time for improving the performance of
locomotives. A cordial vote of thanks was proposed by Mr. H. Kelway Bamber,
and seconded by Sir Henry Fowler, who heartily endorsed the proposals of
the President for a national testing plant for locomotives, but was of opinion
that each of the railways should have its own dynamometer car.
The "Royal Scot" express, L. M. & S. Ry. 314
Famous British and Canadian locomotives bear same names. 314-15.
Variable power brakes for goods trains. 315. 2 diagrams
G. Reder. Locomotives of the Madrid, Zaragoza and Alicante Ry.: Locomotives of the former Zaragoza, Barcelona and France Ry. 319-20. 2 illustrations
Brewer, F.W. Modern locomotive superheating on the Great
Western Railway: its application to tank engines. 320-2.
The fitting pof a Schmidt superheater to a LB&SCR 4-4-2T is often
seen as a key development in superheating in Britain, but Brewer does not
consider that this was significant for Swindon.
The 2-4-2T type had 17 in. by 24 in. cylinders, and 5 ft. 2 in. coupled wheels,
and were known as the 3600 class. They were built with straight-barrelled
Belpaire boilers, the steam pressure of which was 180 psi., the grate area
21.35 ft2., and the total heating surface 1561.65 ft2.
The first engine was constructed in 1900; twenty others were turned out in
1902, and ten more in 1903. In working order the engines each weighed 64
tons 12 cwt. After 1909, they were gradually provided with taper boilers
and superheaters. These boilers were 10 ft. 3 in. long, and had outside diameters
of 4 ft. 51/8 in. and 5 ft. 0½ in., and carried a pressure
of 195 psi. The superheaters first fitted to this class were of the 12-72
kind; that is to say, they had twelve large fire tubes and seventy-two
superheater steam tubes. The heating surface of the latter was 172.87
ft2, while the total for the whole boiler was 1142.34
ft2, and the grate area 20.35 ft2. With the coned boilers,
the engine weight was increased to 66 tons 6 cwt. When overhauled, the 3600s
were equipped with 6-36 apparatus, the superheating area of which was 83.93
ft2. These engines were built for branch line and similar work,
and had a tank capacity of 1900 gallons.
The 4-4-2Ts were designed chiefly for working semi-fast main line stopping
trains. They are comparatively large tank engines, weighing 75 tons, and
having 6 ft. 8½ in. coupled wheels and 18 in. by 30 in. cylinders. The
tank capacity was 2,000 gallons. As the leading bogie, cylinders and driving
wheels were interchangeable with the corresponding parts of the County 4-4-0
tender engines, these 4-4-2Ts, which were fitted with taper boilers when
new, were commonly called the County tanks, or, alternatively, the 2200 class.
The boilers, however, were slightly smaller than those of the tender engines,
the outside diameters being 4 ft. 51/8 in. and 5 ft. 0½in.,
as compared with 4 ft. 10¾ in. and 5 ft. 6 in., but the length, 11 ft.,
was the same as that of the County type boilers. The pressure was at first
195 psi.; the total heating surface was 1517.89 ft2, and the grate
area 20.35 ft2. The 2200 class consisted of thirty engines, of
which ten were built in 1905-6, ten in 1908-9, and a further batch of ten
in 1912. The superheating of the engines began in 1910, with apparatus of
the 12-72 order, which furnished 168.43 ft2t. of steam tube surface.
The total heating surface of the boiler was then 1197.87 ft2.
Single-row superheaters were later fitted, the number of large flues being
six, containing in all thirty-six steam tubes, the latter having an area
of 82.20 ft2. With the smaller superheater, the boiler has a combined
heating surface of 1348.95 ft2, and the steam pressure was raised
to 200 psi.
A variant of the same (outside cylinder) 4-4-2 type, but with 17 in. by 24
in. cylinders, 5 ft. 8 in. coupled wheels, and a smaller boiler, having 1271.86
ft2., a grate area of 16.6 ft2, and a pressure of 200
psi, was built in 1913. The taper boiler with which this engine was fitted
was 10 ft. 6 in. long, with outside diameters of 4 ft. 2 in. and 4 ft. 9
in. It was subsequently equipped with a 6-48 superheater, providing a
superheating surface of 101.71 ft2, and the total heating surface
was altered to 1215.52 ft2. This 4-4-2T was numbered 4600; its
weight was 60 tons 7 cwt., and its tank capacity 1,100 gallons. It appeared
to have been the only member of its particular class, and was scrapped in
1925.
The tank engines of the 2-6-2T type comprised four classes as follow: the
3100s, with 18 in. to 18½ in. by 30 in. cylinders and 5 ft. 8 in. coupled
wheels; the 4400s with 16½ to 17 in. by 24 in. cylinders and 4 ft.
I½in. wheels; the 4500s, with 17 in. by 24 in. cylinders and 4 ft. 7½
in. wheels; and the 3900s, with 17½ in. by 24 in. cylinders (which in
this case were inside the frames) and 5 ft. 2 in. wheels.
The first example of the 3100 or 5 ft. 8 in. series appeared in 1903. This
engine weighed 72 tons 3 cwt., and had a standard No. 2 wagon-top boiler;
length of barrel, 11 ft.; outside diameters, 4 ft. 51/8 in.
and 5 ft. 0½ in.; total heating surface, 1517.89 ft2.; grate
area, 20.35 ft2; and working pressure, 195 psi. The cylinders
were 18 in. by 30 in. Eighty further engines were turned out from 1905 to
1908, inclusive. A number of the earlier engines of this class had similar
boilers and cylinders, but the later examples have 18! in. cylinders, and
standard o. 4 boilers (diameters 4 ft. 1O! in. and 5 ft. 6 in., grate area,
20.56 ft2). The smaller boilers were formerly fitted with 12-72
superheaters, pro- viding a superheating steam tube surface of 182.21
ft2 The present practice, however, is to instal the 6-36 size
of apparatus, which has 82.20 ft2 of superheating area. The standard
No. 4 boilers have always had fourteen large flues; in some cases these housed
112, and in other instances eighty-four steam tubes. The respective superheating
surfaces were 249.69 ft2 and 191.79 ft2, while the
total heating surfaces wer~ 1728.05 ft2 and 1670.15 ft2
The latter figures apply to the more recently superheated engines, the modern
plan being to fit only the 14-84 apparatus. The newer examples have 200 lb.
pressure; they weigh 81 tons 12 cwt., and have a tank capacity of 2,000 gallons.
Originally, the water capacity was 1,380 gallons. Having 5 ft. 8 in. driving
wheels, the "3100s" are of the mixed traffic variety, being suitable for
working either semi-fast passenger or express goods trains.
The 4 ft. It in. 2-6-2's, "4400" class, consist of eleven engines, of which
the first was constructed in 1904, and the rest were turned out in 1905-6.
They have taper boilers 4 ft. 2 in. and 4 ft. 9t in. in outside diameter,
and 10 ft. 6 in. long, with a grate area of 16.6 ft2 Non-superheated,
the boilers had a total heating surface of 1272.6 ft2, and a pressure
of 165 psi. The tanks held 1,000 gallons of water, and the weight of the
engines in running order was 55 tons 15 cwt. When superheated, the 4400s
were given an increased pressure of 180 lb. The 6-48 apparatus was in- stalled,
the superheating surface being 101.71 ft2, and the total heating
surface 1215.52 ft2.; weight as before. These engines, some of
which have 16t in., and others 17 in. by 24 in. cylinders, are fitted with
6-36 superheaters when going through the shops. With the 36 steam tubes,
the superheating area is 77.64 ft2
The 4500s: seventy-five engines were built from 1906 to 1924. Except that
the coupled wheels are 4 ft. 7½in., and that the engines are heavier
and have a different wheelbase, the "4500s" are similar to the preceding
class. The boilers are of the same size in both classes, and the tank capacity
is the same, viz., 1,000 gallons. The superheaters, formerly of the 6-48
order, now have 36 steam tubes, and the particulars given for the 4 ft.
I½in. 2-6-2s apply also to the 4500s. The working pressure is now 200
psi while the total heating surface of the 6-36 superheater boiler is 1191.45
ft2 The weight of the 4500s is 57 tons 18 cwt. The cylinders are
17 in. by 24 in. During 1907 to 1910, thirty 0-6-0 tender engines were converted
to 2-6-2 side tank engines. The tanks carry 1,500 gallons, and are prolonged
to the front end of the smoke box. The cylinders, which are between the frames,
are In in. by 24 in., and the coupled wheels are 5 ft. 2 in.; boiler as for
the "4400" and "4500" classes; pressure 180 lb.; superheater 6-48, but where
renewals have been effected, of the 6-36 standard. These engines are known
as the "3900" class, and they weigh in working condition 62 tons 4 cwt.
The 0-6-0 goods tank engines have 17½ in. by 24 in. cylinders and 4
ft. 7½ in. wheels. The boilers, of the domed type, are of the same size
as those of the superheated tender 0-6-0s, the maximum outside diameter being
4 ft. 5 in., and the length of barrel 10 ft. 3 in.; total heating surface,
1142.60 ft2.; grate area 15.45 ft2; working pressure
180 psi. The superheaters are 6-36s, having a superheating area of 75.30
ft2. The tanks, which are of wing or pannier form, extend along
the full length of the boiler, including firebox and smokebox, and hold 1200
gallons of water. There are at least 100 of these tank engines, which are
classed as the 2700s. Their original dates of construction vary from 1896
to 1901. The tanfs were formerly of the saddle kind, those of the pannier
type having been introduced about 1910. In working order, the weight of the
engines is 46 tons. In 1910, the first of the 2-8-0s (4200 mineral class)
was turned out, but the next example was not built until 1912. From then
down to 1926, 174 of these eight-coupled tank engines were constructed, making,
so far, 175 in all. A considerable number of the earlier engines of this
class weighed 81 tons 12 cwt., and had 18½in. by 30 in. outside cylinders;
the later engines, however, weigh 82 tons 2 cwt., and have 19-in. cylinders.
The coupled wheels are 4 ft. 7½ in. The taper boilers are standard 4,
outside diameters 4 ft. 10¾ in. and 5 ft. 6 in.; length of barrel 11
ft.; steam pressure 200 psi. Swindon superheaters of the 14-112 and 14-84
types were installed. Those with the larger number of steam tubes had a
superheating surface of 249.69 ft2 the combined heating surface
of the boiler being 1728.05 ft2. The 14-84s in some engines had
215.8 ft2. and the total boiler heating surface was 1566.74
ft2, but the latest figure for this latter apparatus (now standard)
is 191.79 ft2, and the newer boilers, which have an increased
number of the ordinary small fire tubes, have an aggregate heating surface
of 1670.15 ft2 The tank capacity of the 4200s was 1,800 gallons,
and the grate area 20.56 ft2.
The 0-6-2 engines, which date from 1924, had 18 in. by 26 in. inside cylinders,
4 ft. 7½t in. coupled wheels, and standard 2 taper boilers, carrying
a pressure of 200 lb., and having a grate area of 20.35 ft2t.,
and outside diameters of 4 ft. 51/8in. and 5 ft. 0½ in.
by 11 ft. in length.. The engines of this class, of which approximately sixty
are now running (built 1924-27) are termed the 5600s. They weigh 62 tons
12 cwt., and are equipped with 6-36 superheaters, the steam tube area of
which is 82.20 ft2, while the total heating surface of the boiler
is 1348.95 ft2. Water capacity of tanks, 1,900 gallons.
The 2-4-2 tank engines were originally designed by William Dean, but the
later 2-4-2s, together with the 2-6-2, 4-4-2, and 2-8-0 engines, as built
down to 1922, were brought out by his successor, G. J. Churchward.. Some
of the 4 ft. 7½ in. 2-6-2s and 2-8-0s were, however, constructed during
the regime of the present chief mechanical engineer, C.B. Collett as also
were all of the 0-6-2 tank engines, the latter being of Collett's own design.
In conclusion, it will be gathered that the economy to be obtained by
superheating is, other things being equal, governed by the class of work
on which the engine is engaged, and not by the type of locomotive, apart
from the usual considerations as to the suitability of the latter respecting
loads, speeds, curves, and gradients.
Rebuilt goods locomotives, L.M. & S. Ry. Tilbury
Section. 325-6. illustration
Nos. 2898 and 2899 were the sole LTSR tender locomotives and were
0-6-0 and had been fitted with Belpaire boilers and modifications to the
cabs. Locomotives in original
condition.
Fairlie locomotive, Denver & Rio Grande Ry. 326.
illustration
Built by the Vulcan Foundry and ptrsented by the Duke of Sutherland
to the 3ft gauge Denver & Rio Grande Ry. It was a wood burner, 0-4+4.-0
No. 101 Moutaineer: it worked on the La Veta Pass. It was fitted with the
Le Chatelier counter pressure brake. John Moulton travelled with the locomotive
to supervise its erection, but stayed in the USA..
New 4-4-0 locomotives, London and North Eastern
Ry. 326
An attempt to pre-write history: correct in that built around J39
class boiler; regulator same as K3?, bu Part 2 will be a compound and Part
3 will have a different valve gear to Part 1. The number of the first (234)
was correct, but the name County of Hertford was not (Yorkshire
was selected)
A.R. Bennett. The Malta Railway. 327-9. 8 illustrations
Rosen diesel hydraulic locomotive. 329
2-4-2 placed in service on a Swedish railway: final drive by
chains
Inness, R.H. (unattributed): Locomotive history
of the Stockton & Darlington Railway, 1825-1876. 330-1.
2-4-0 No. 98 Pierrmont of 1855; NER No. 1101 and NER No. 1099
at Hopetown Foundary
Household, H.G.W. The Railway Museum, London & North Eastern Ry., York. 332-3.
Engineering Exhibition, Olympia. 1927. 333-4.
Shipping, Engineering and Machinery Exhibition. Exhibitors included:
stainless steel and iron: Brown Bayley's Steel Works of Sheffield;
presses with steel plate frames: Henry Pels; pneunatic and small electric
tools; auto trucks; electric welding; flame cutting;steam power details;
steel; Thos. Firth & Sons Ltd., whose Staybrite steel is stated
to possess resistance to corrosion; decorative panelling and structural work,
together with ships' fittings, were displayed in this material. Firth's showed
stainless steel turbine blading, and examples of their range o tool steels.
Bearing Metals. The exhibit of the Hoyt Metal Co., of Putney, was extensive,
and nu.mero~s bea~- ings and test samples were shown, including die castings
true to 0.001 in., and ready to fit. Fry's Metal Foundry, of Blackfriars,
had also instances of high-class die casting. Brass and Copper Tubes. Both
the Yorkshire Copper Works Ltd. and Allen Everitt & Co. Ltd. (Smethwick)
had very striking exhibits of the various types and qualities of tubes
manufactured by them for all purposes, including condensers and locomotive
boilers. The Yorkshire Copper Works showed a length of tube of 450 ft. which
was 0.005 in. internal diameter, and they state they manufacture anything
between this size and 24 in. diameter. Furnaces. An exhibit of great interest
was that of The Metropolitan Fuel Co., of Millbank House, who showed Cox's
system of flameless combustion. In this method pressure gas and air are passed
through a porous brick and burn on its surface, with the result that a very
uniform heating area is obtained with considerable economy in gas consumption.
The "combustors" are very neatly manufactured as self-contained units, the
brick-which is of a large variety of sizes, and can be rectangular, plane
circular, or. cylindrical—being fixed in a cast iron container. We
understand that the system is being employed for heating railway tyres for
shrinking on, and it should be excellent for this purpose. It has also many
uses for restaurant cars, owing to its very uniform heat, and it is stated
that hundreds of furnaces of this type are being supplied for cooking purposes.
At present, the maximum temperature available is 1000°C. in the high
pressure type, and 700°C on the low pressure. Models. Bassett-Lowke
had one of. their usually interesting exhibits showing the high value, both
for advertisement and technical purposes, which is present in high-class
scale models of ships, locomotives, factories, etc. Air Compressors. A very
complete line of these was shown by Broom & Wade, of High Wycombe, and
this included also a number of pneumatic tools. Bernard Holland & Co.
(Swiss Locomotive Works) also showed a number of rotary compressors and
exhausters, which, we understand, are in considerable demand owing to their
high efficiency and small overall size. As will be gathered from the foregoing
brief resume of the Exhibition, there was present a con- siderable number
of items of interest to railway engineers.
Questions and answers. 336
Question No. 88—State the reason why certain
British locomotives, originalfy built with inside bearings to their small
trailing wheels, have subsequently had the bearings removed to the outside
position. Is it only a case of greater accessibility or are there other more
important mechanical considerations?
A—The position of the bearings is often dictated by the requirements
of the firebox. To secure more room for this the trailing wheels are usually
provided with outside bearings, which also have the advantage of being more
remote from the heat of the adjacent firebox. Further, they often conduce
to smoother riding.
Question No. 89—An empty wagon, tare 5 tons 8 cwt., while being
propelled, with other wagons, from one running road to another, became derailed,
all wheels. On examination, this wagon was found to have one pair of wheels
defective, one wheel being 2 ft. 11 /16 in. dia., with a good
flange, the other wheel being 1/8 in. less in diameter with
a worn flange. The large wheel was found to have mounted the metals. Could
the difference in circumference of the two wheels be given, also could you
say what, in your opinion, would be the effect of the unequal wheels on the
running of the wagon?
A.—We very much doubt if the slight difference in diameter of
the wagon wheels you mention would cause the derailment. If the newer wheels
were tight to gauge and the permanent way narrow, these would probably offer
a better explanation.
Correspondence, 336-.
Treffry Viaduct, Luxulyan. Richard
Gallsworthy
Having read with interest the article which appeared in June 1922
issue on the Treffry Viaduct, Luxulyan, I recently spent some time examining
it and the Carmiars Incline. Besides its use as an aqueduct, the former still
has trucks worked across it to the siding which runs off to the north, at
the east end mentioned in the article, the old "T" section rails being still
in place. I cannot help wondering if the writer of the article had quite
sound grounds for saying that the large water-wheel was ever used for working
the incline, as it is some distance from the top of it, and in the sheds
near it is disused china-clay working machinery, and as one would think that
most of the traffic would be down it, the suggestion is that it would be
"self-working," that is trucks going down would pull those coming up.
Editorial note.-We believe our correspondent is correct in his deductions,
and the water-wheel was used for operating the china-clay working
machinery
Front view of Craven (L.B.S.C.) No. 14.
Fredk. Wm. Holliday. 336-7
Re Brigg's request for particulars of front view of Craven's (L.B.S.C.)
No. 14. Being intimately acquainted with Craven's locomotives, I have drawn
the front view of No. 14. I do not suppose there is anyone living now who
knows them so intimately. Up to about 1861 Craven built his engines with
flat smokebox doors. There were two doors to the smokebox, fastened in the
middle by one fastener in the case of the "tanks," and sometimes fastened
by two fasteners in the case of the tender engines. These smokebox doors
had protecting plates with space between of about two inches. After 1861,
Craven built his engines with the usual "dished" doors much the same as the
present day engines. Up to about 1861 Craven's smokeboxes generally went
down straight, like my drawing of No. 14 but sometimes he waisted them in.
After 1861 he more often than not had wings to his smokeboxes, that is, the
front plate was spread out. In Mr. Craven's time all the engines had "B"
before the number (=Brighton, to distinguish them from the S.E.R.). The Brighton
and South Eastern were at one time amalgamated.
 |
Front view of. J.C. Craven tank locomotive No. 14, L.B. & S.C. Ry. (Sketch referred to in Mr. Holliday's letter).
Chronicles of
Boulton's Siding. Liverpool and Manchester Railway locomotives. A.R.
Bennett. 337
In Chapter V of the Chronicles, entitled "Reputed Locomotives
of the Liverpool and Manchester Railway," doubt is expressed
as to the origin of five 2-4-0 inside- cylinder tender engines purchased
by I.W. Boulton from the L. & N.W. Ry. between 1860 and 1870. Mr. Boulton
himself believed them to have been Liverpool and Manchester engines designed
by Dewrance, but others thought they had been built by Cross of St. Helen's.
In summing up between the two views I favoured the Dewrance and Liverpool
and Manchester theory, and this opinion is now confirmed to the verge of
certainty by Fig. 52 of the Liverpool and Manchester 2-2-2 locomotive
Ostrich in British Steam
Locomotives from 1825 to 1925, by the late E.L. Ahrons, which was
prepared from drawings lent by Sir John Dewrance, son of the old locomotive
superintendent of the L. & M. Ry, Comparison with Figs. 7 and 8 of the
Chronicles show that the engines bought by Mr. Boulton were simply
a coupled form of Ostrich. The contour of the boiler and firebox is
the same; there is a safety-valve column near the chimney; a dome over the
firebox with the same ornamental cover; the frame, springs and horn-blocks
are similar, the number of rivets is the same and they are spaced m the same
manner; the strut between the frame and the smokebox is identical, and has
in each case eight rivets arranged in two rows of three with a row of two
between. The chimney, splasher and side-sheet differ, but these are but minor
points. We can, therefore, be practically certain that the 2-4-0 represented
in Fig. 7 of the Chronicles was one of the later type of Liverpool
and Manchester engines, dating from, perhaps, 1844, just before the fusion
with the Grand Junction and London and Birmingham. Since Ostrich had
been built at the L. and L Ry's, own shops at Edge Hill it is reasonable
to suppose that the 2-4-0 and her sisters originated there likewise.
Factors in the design of steam locomotives.
L.A.F.
The article on "Factors in the design of Steam Locomotives" in the
August issue in its reference to fireboxes would appear to give colour to
the assumption which has often been too easily made, that not only are the
Belpaire firebox and direct staying synonymous, but that the alternative
to the Belpaire form is indirect or girder staying. This has no doubt arisen
from the fact that certain railways adhered to girder stays until they adopted
the Belpaire design and therefore hailed it as a marked improvement, which
in such cases was undoubtedly true.
It should not, however, be overlooked that other British railways such as
the Great Northern were employing direct staying with round topped fireboxes
as far back as sixty years ago, if not earlier, and have done so ever since.
Compared with this pattern the one advantage of the Belpaire shape would
appear to be the larger proportion of stays which are normal to the outer
plate, and to balance this are certain fairly obvious disadvantages.
The conclusion which might be reached by the average reader of the article
referred to is that the Belpaire has practically ousted the round topped
form, but the position surely does not warrant so sweeping an impression.
On the L. & N.E. Ry, the majority of boilers built since the grouping,
including those of the largest engines in the country, are round topped,
and on the Southern Ry. the type is perpetuated in the "King Arthur" and
new 4-6-0 goods classes. In Scotland the round topped is in large majority,
and on the L. & N.W. Ry, section of the L.M. & S. Ry. also it is
at the moment more numerous, but these latter have apparently girder stays
and their process of change to Belpaire is an illustration of the cases referred
to above.
In America it must be remembered that with the exception of the Pennsylvania
R.R. the round topped design is almost universal, so that, while indirect
staying is or should be dead, a final decision in the conflict between the
two modern forms cannot be said to have been reached.
Reviews. 338.
The British steam railway locomotive, 1825-1925, E.L.
Ahrons, Locomotive Publishing Co. Ltd. 391 pp., nearly 500 illustrations.
Review signed by CFDM [that is Dendy Marshall].
The observation and study of railway engines possess a fascination
which captures the fancy of most boys to some extent, and more or less remains
with many of them all through life. For these, this volume provides a veritable
feast, and at the same time, for real engineers who take an interest in history,
it is a valuable work of reference.
Its author was not only an enthusiast of the first water, but, as a practising
engineer, had many opportunities of acquiring information at first hand,
and was well qualified to deal with it technically and critically. The most
prominent feeling produced in one's mind by a perusal of this fine work,
after that of admiration, is that of thankful- ness that he was spared long
enough to carry it out, and to leave behind him so admirable a monument.
One cannot, however, help experiencing some regret that it did not begin
at the very beginning, as the history of the eighteen or twenty locomotives
built before 1825 by other engineers than Stephenson cannot be said to be
in an altogether satisfactory state, and if Mr. Ahrons had dealt with it
in the same competent and felicitous manner as ne has with that of the subsequent
engines, the value of the book would have been even greater than it is. But,
accepting, as we must, the periodic limitation, we find a work of the most
wonderful comprehensiveness and accuracy. Hardly a mistake can be found,
nor anything omitted which was worthy of inclusion.
His knowledge of the most minute details of the engines by various makers,
more especially during the period when the building was done by private firms
who were allowed practically a free hand, is very thorough, and III the case
of innovations and peculiarities generally, he gives, time after time both
the reasons for their introduction and the results obtained in practice.
In matters of criticism, questions of rival merits, and controversial points
generally, he is most judicious.
After examining the book in detail, the reviewer has come across scarcely
anything with which to find fault, the most important lapse, and that not
a very serious one, being one for which the responsibility appears to rest
with the editors, and not the author, as will be seen.
With regard to Wilson's Chittaprat on the Stockton and Darlington
Ry., the information obtained by Achard, to which Ahrons refers in a footnote,
and in which he would have been much interested, has since been made public
in a paper read before the Newcomen
Society in February last and shows that all four cylinders drove downwards
on to the rear axle, anticipating the Royal George.
On page 10 it is said that Seguin in his book "admits that the first application
of a multi-tubular boiler to a locomotive was made on the Liverpool &
Manchester Ry." This statement is literally true, but a new light has been
thrown upon it in another paper read
before the same society last April. On turning to Seguin's book, which
was published in 1839, we find that, immediately before the passage referred
to, he claimed to have invented the tubular boiler, "que ie livrai a l'industrie
en 1827." A few lines later, he said: "It was in 1830 .... that the new boilers
were for the first time applied to locomotives." The authors of the paper
referred to point out that Seguin had actually constructed one himself in
1829, and, of course, knew of the Rocket when writing. Consequently,
he must have meant not preliminary trials, but actual industrial working.
It appears impossible to escape from this explanation, far- fetched though
it seems, and the passage in question cannot therefore be taken as a renunciation
of priority. As to whether Seguin's first engine or the Rocket actually
was the first to work, that is another matter; the probabilities are in favour
of the Rocket, but they were both under construction at the same time.
In the description of the Rocket drawing (Fig. 6), believed to have
been the one made in 1836, there occurs a statement which calls for remark.
It is called "particularly important in that it indicates the true form of
the firebox." Now the true form of the original firebox is a question of
considerable interest, which has caused the consumption of a good deal of
ink, and a casual reader would take this as expression of the author's belief
that the original form is shown here. This may have been his opinion, though
it was not his custom to make a definite statement on a disputed point without
giving reasons, and one cannot help suspecting a "gloss." But, while it is
fairly certain that we have here the true form of 1836, there is always a
possibility that the box had been renewed by then, and, as it was separate
from the boiler, there would have been no necessity for the shape to be followed
exactly.
The great importance of the Invicta as a milestone of progress never
seems to be fully appreciated by historians. Although no further developments
of the type occurred at the time, the fact remains that she was the first
engine with outside cylinders at the leading end, and is in that respect
more like the latest development of the locomotive than any of her predecessors,
or, of her successors for eight years.
On page 24 there is rather an unfortunate piece of abridgment. The book says
that. (1) the first bogie engines built in this country were exported in
1833 to the U.S.A.; (2) the Wylam locomotives of 1815 are stated to have
had one swivelling truck; (3) the
illustration in Wood shows one of the trucks with a central pin. Now,
in the absence of any doubt being cast on (2), or of a suggestion either
that Wood's drawing may be wrong, or that the object mentioned may not have
been intended for a pivot, it is obvious that the author has been brought
perilously near to contradicting statement (1). Fortunately, we know what
he did say. If we turn to The Engineer for 23 January 1925,
in which this part appeared, we find that he wrote the
illustration in Wood "certainly
shows one of the trucks with a central pin, but . . . " followed by a passage
showing that he did not believe that the trucks turned, which has been omitted.
The word "certainly," which has also been dropped out, instead of adding
weight, actually takes it away, as it turns the sentence into a concession
to the other side; it is equivalent to "I admit," But he gave the matter
a good deal of further study; as he went into it at considerable length in
a letter in The Engineer of 21 August 1925. After saying that he had
waited to consult the whole of the available historical references, and giving
a number of quotations, he repeated his opinion that there was no swivelling,
and suggested that the "bolt" "which, however, is shown on an outside and
not a sectional elevation of the engine .... may have been intended for some
outside attachment possibly a crude representation of a foot step." That
this last is its true explanation, the reviewer has no doubt whatever. But,
whether the trucks turned or not, it is quite certain that Ahrons did not
think so.
The history of the next quarter of the century calls for nothing but praise.
The evolution of all the details of the locomotive are ably described and
discussed. In chapter XI, "Locomotives for Abroad,"
a mistake occurs into which the author has
been led by Young (biographer of Hackworth). Hackworth's engines of 1838
for Nova Scotia are credited with being the first in Canada. But Stephenson
& Co.'s Dorchester, for the St. John's Ry., Montreal, has
been forgotten. It went out in 1836.
The credit for the design of the first Metropolitan engines has invariably
been given to Sir John Fowler. A new light is thrown on the subject by Mr.
Ahrons, who says that Beyer Peacock & Co. had supplied some very sim!lar
engines to a Spanish railway two years before, In which, presumably, Fowler
would not have had. a hand. In the "Life of Sir John Fowler," on page 171,
It says the Metropolitan engines "were designed by Mr. Fowler and Messrs.
Beyer & Peacock." One or two of the later ones were sold to the Cambrian
Rys., and converted into tender engines.
Apropos of Stroudley's elegant Grosvenor, the reviewer has recollections
of seeing some almost exactly similar engines on the North British in his
youth, which probably preceded her.
A good deal of space is deservedly occupied by the Precursors and Precedents.
It might have been mentioned that some of the former were converted into
tank engines. The throw of the coupling rods of the latter, about which Ahrons
was uncertain, was 12 in. It is to be hoped that one of them wiIl be given
to the York Railway Museum. Stroudley's Gladstone is all very well,
but is not typical of the coupled engines of the time.
Chapter XVI, which deals with Train Resistances and Locomotive Performances,
1855-1879, is packed with interesting information, and is a valuable contribution
to the subject from a historical point of view.
In dealing with four-cylinder non-compound engines, there was one, in between
Haswell's of 1862 and Manson's of 1897, which might have been just mentioned,
although it was unsuccessful, and that is the Jarnes Toleman, which
was designed by F.C Winby, and sent to the Chicago Exhibition of 1893. Another
engine of the early 1890s, perhaps worthy of notice from the point of view
of originality, was one constructed at Nine Elms for the L. & S.W. Ry.,
with an all water-tube boiler. It was illustrated in the technical press
at the time, but nothing more was ever heard about it.
In conclusion, the type is excellent, and the almost complete absence of
misprints in a book containing such a mass of detail shows how carefully
the editing has been carried out. The illustrations cannot be commended too
highly. Their profusion adds greatly to the value of the book, because, in
addition to all the points dealt with in the text, there is also so much
that, thanks to them, goes without saying. By having so many under one cover,
it is easy to trace the genesis and development of ideas, ranging from general
designs down to small details. To give an example: Fig. 137 shows that Patrick
Stirling's Glasgow and South Western engine, built in 1857, is a connecting
link between the Arbroath and Forfar engines constructed by Stirling &
Co., of Dundee, in 1839 (Fig. 41), which was a remarkable "milestone," and
the "Lady of the Lake" class (Fig. 179), The latter retain a vestige of their
ancestry in the hoods over the leading wheels. We also see where the hoods
over the G.N. Ry. bogie wheels came from. The illustrations include a number
of rare types of all periods, especially tanks, many of which must be quite
unknown to the generality of readers
The Mollier steam tables and diagrams extended to the critical pressure.
English edition by H. Moss. London: Sir Isaac Pitman & Sons,
Ltd. 339
The tendency towards increasing pressure and superheat temperature
in modern steam practice affords this book a useful place, and although
locomotive developments have not yet reached higher steam pressures than
350 lb. per sq. in., the data furnished offers designers a wide field for
future advance. The calculations, tables and entropy-temperature diagrams
are arranged in a simple and accurate manner, which should satisfy practical
requirements and make the book a helpful reference for- the advanced worker
in thermo-dynamics.
The best railway stories. London: The Richards Press Ltd.,
339
This comprises a very readable collection of witty and amusing railway
stories, including many that are new to us, as well as some we have heard
before. It will make an interesting companion for railway enthusiasts on
a journey.
Thermo-dynamics applied to engineering. Arthur F. Macconochie.
London: Longmans, Green & Co. 339
The writer has produced herein a very useful guide to the fundamental
principles of thermo-dynamics in a simple and readable manner, illustrating
their application to the latest and most modern developments of power generators
and prime movers. Section 1 is devoted to a general review of the theories
and laws relating to thermo-dynamics. Section 2 gives the application of
the principles to steam boilers, engines, etc., whilst Section 3 deals with
the thermo- dynamics of internal combustion motors, gas turbines, etc. A
selection of worked problems is included to assist students in actually applying
the deductions to practical examples.
Elements of machine design. Part 1. W. Cawthorne Unwin and A. L.
Mellanby, London: Longmans, Green & Co. 339
In presenting this new edition of such a valuable and well-known treatise
on machine design, the publishers require no excuse for their enterprise.
The book includes a number of new references and many additions to bring
it up to date in all its many branches, ball bearings, general and chain
drives, etc., are all now included. Students of mechanical engineering and
particularly those interested in machine design will find the volume of great
assistance.
Oerlikon Bulletin, No. 75. 339
This bulletin is entirely devoted to the question of turbine design.
After briefly reviewing the various developments which have taken place in
this direction, a description is given of some of the latest improvements
in Oerlikon turbines. Tables and curves are also included, showing the results
obtained with units recently supplied.
Garratt locomotives. 339
Beyer, Peacock & Co. Ltd., Manchester, issued an artistically
produced thirty-six page publication to illustrate the latest examples of
their Garratt type articulated locomotives. The cover depicts in colour one
of the new L.M. & S. Ry. Garratts with a typical Scotch landscape as
a setting, possibly as a suggestion of the suitability of this type of engine
for the Callender and Oban line, or the main line of the former Highland
Ry. The designs shown have tractive powers ranging from 15,880 lb. for the
South African Rys., 2 ft. gauge, to 69,150 lb. for the Nitrate Rys. of Chili,
4 ft. 8½ in. gauge, at 75 per cent. of the boiler pressure. Beneath
each illustration, in addition to the leading dimensions, is an interesting
account of the duties and results in actual service of the engine dealt with.
At the end of the booklet are a series of photo reproductions showing the
Garratt engine at work in the Argentine, Burma, V/est Africa, North West
India, Chili, Rhodesia, Sierra Leone and on the South African Rys., as well
as the L.M. & S. and L. & N.E. Rys. at home.
Superheaters for locomotives.
340
Pamphlet No. L11 published by the Superheater Co. Ltd., of 195 Strand,
W.C.2, gives a fully illustrated description of the M.L.S. auto steam snifting
valve and circulating system. This valve automatically comes into action
with the blower each time the regulator is closed, and admits a small continuous
supply of low pressure steam to the steam chests, cylinders and exhaust passages,
emulsifies the lubricant, distributes it properly over the surfaces, and
thus prevents the formation of carbonaceous deposits. The working is simple.
When vacuum is created by the closing of the regulator, instead of air being
drawn in, either down the blast pipe or through anti-vacuum valves, saturated
steam is automatically ad- mitted, which not only breaks the vacuum but also
circulates through the elements and prevents them being overheated and burnt
out. After circulating through the elements the steam carries the lubricant
forward in an emulsified form and distributes it evenly over the working
faces of the valves and cylinders.
Herbert Morris Ltd., Loughborough. 340
Catalogue illustrating a large range of jib cranes, steam, electric
and hand operated.
Sentinel shunting locomotive. 340
In service at Faverdale Wagon Works, L.N.E.R. It bore number 44, and
dated 1927.
British Thornson-Houston Co. Ltd. 340
Obtained six months' contract from the Southern Ry. for the supply
of Mazda Electric Lamps.
Pressure and vacuum gauges. 340
J. Clayton & Co. Ltd., 49 Queen Victoria Street, E.C.4, 1927 catalogue
and price list of pressure and vacuum gauges, etc. As pioneers of the
interchangeable gauge movement this firm has built up a very high reputation
for their work in this direction: At competitive prices, consistent with
good quality, with a guarantee for two years against faulty workmanship,
they confidently recommend their gauges to give satisfaction. Various types
of gauges are illustrated, and sample gauges will be sent for inspection
and comparison. The firm have made a special study of hydraulic gauges, and
have conducted many experiments and researches to perfect the details; they
manufacture this type of gauge for pressures up to 10 tons per square inch.
Bassett-Lowke Ltd. 340
Well-known model makers and ships' engineers, were opening a new retail
branch in Manchester. The premises were situated at 28 Corporation Street,
on the right-hand side passing from the Royal Exchange to Victoria Station
A magnificent display of models of every description is on view in their
windows, and those model enthusiasts in Manchester and district who have
not yet had a chance of viewing their various productions will, no doubt,
avail themselves of the opportunity of dealing direct with this branch.
Vaughan Crane Co. Ltd., of Openshaw, Manchester. 340
Issued folder embodying typical illustrations of their manufactures
of overhead cranes and runways. The cranes range from 150 tons for locomotive
works down to 3 cwt. single motor overhead cranes.
London County Council. 340
Accepted tender of G.D. Peters & Co. Ltd., for the supply of 350
car sets of upholstered spring seats for the top decks of their tram cars.
William Beardmore & Co. Ltd., of Dalmuir. 340
Engaged on an order for twenty-five standard six-coupled side tank
goods engines for the London, Midland and Scottish Ry, The engines to the
designs of Sir Henry Fowler, chief mechanical engineer.
Beyer, Peacock & Co. Ltd., Manchester. 340
Received an order for six locomotives for the Leopoldina Ry of Brazil,
and from the Crown Agents for the Colonies a contract for twelve 4-6-0 tender
engines for the Ceylon Government Rys.
North British Locomotive Co. Ltd. Glasgow. 340
Repeat order for eighteen 4-8-2 tender locomotives for the Rhodesian
Rys. had been placed and thr firm is also to build two 4-6-0 metre-gauge
engines for the Jamnagar-Dwarka Ry, of India.
London & North Eastern Ry. 340
Contract with Clayton Wagons, Ltd., Lincoln, for ten Clayton patent
steam rail coaches, each carrying sixty-five passengers. As a result of road
competition, the L. & N.E. Ry. are carrying on a special campaign to
meet it in the industrial districts in the north. It is rumoured the suburban
service round Aberdeen is to be worked by rail motors. An order for twenty
Sentinel Cammell rail coaches was placed in August, and a further order for
rail motors was "to be placed shortly."
No. 423 (15 November 1927)
New 0-6-2 tank locomotives, L. & N.E. Ry. 341. illustration.
With condensing apparatus. N7/2 built by William Beardmore & Co.
Ltd.: No. 2646 illustrated .
Metre gauge 4-6-4 tank engine: Bombay, Baroda and Central India Ry.
342-3. illustration, diagram (side elevation)
Built in India at Ajmer Central Workshops to design of W.S.
Fraser.
Mumbles Ry. 343
It is expected that the electrification of the Mumbles Ry, at Swansea
will be completed by next March. Five two-car trains will maintain a 7½
to 15 minute service, with a schedule speed of 12 miles per hour; each car
will accommodate 110 passengers. The overhead trolley system will be used
at 650 volts. A sub-station at Blackpill, the middle point of the line, will
supply direct current, and this will be entirely automatic in operation.
The equipment is being supplied by the Metropolitan Vickers Electrical Co.
Ltd., and the rolling stock by the Brush Engineering Co. Ltd. The Mumbles
Ry. can claim to be the oldest railway in Great Britain, for it was incorporated
in 1804 and opened in 1807. It is 5½ miles in length and extends from
Rutland Street, Swansea, along the shore of Swansea Bay to the pier at Mumbles,
running alongside the public road for a considerable part of the route. For
nearly seventy years' the vehicles were horse-drawn, and for the last fifty
years steam tank locomotives have operated the long trains of double-decked
cars which carry the holiday makers in the summer.
Higher steam pressure on the L. & N.E. Ry. 343-4. illustration
No. 4480 Enterprise illustrated: 220 psi boiler
"The Fair of the Iron Horse": Centenary Celebration of a famous Amrican Railway.
345-7. 2 illustrations
A circular track was constructed to parade the locomotives and rolling
stock. This also formed the location for the non-railway elements in the
parade: people on horseback; people in horse-drawn wagons representing the
westward movement of people which would lead to the construction of the Baltimore
& Ohio Railroad which was initially worked by horse power. Then the
historical evolution of the steam power on the railway. This was followed
by the visiting locomotives and their trains, including that of the Great
Western Railway.
London, Midland & Scottish Ry. (L. & N.W. Section).
347
Latest Royal Scot class three-cylinder 4-6-0s ex North British Loco.
Co. to be delivered to Crewe bore Nos. 6117-9, 6121-3, 6139-44 and 6146.
Including Nos. 6127-32, which were attached to the Northern division, there
were forty-four of these engines in service. New class 4, 0-6-0s had also
been delivered to Crewe, as follows:-No. 4375 ex Barclay's and No. 4492 ex
North British Loco. Co. The Crewe-built 2-6-0s were all out of the shops
and a new series of Class 4 goods had been commenced, Nos. 4437 onwards.
Of the seventy-five R.O.D. 2-8-0 type locomotives, which were recently taken
over by the .;L.M.S., a number are being repaired for service, and of these
the following were in traffic :-Nos. 9646, 9647, 9649, 9652 and 9653. The
second in order was built in 1917 and the others in 1918—all by the
North British Loco. Co.
0-6-2 coal side tanks Nos. 7587, 7710 and 7772 old Nos. 3742, 796 and 3769
had been fitted for motor service. Recent withdrawals included the ex-Knott
End Ry. 2-6-0T. Blackpool, this being the last of the four Knott End
engines to be scrapped. The following ex L. & N.W. Jumbos had also been
withdrawn :-Nos. 477 Caractacus, 480 Duchess of Lancaster,
and 2189 Avon (6 ft. 6 in. type), and Nos. 424 Sirius and 2158
Sister Dora (6 ft. type). In our article on the Royal Scot train last
month, in the list of water troughs on the West Coast route we omitted those
south of Tebay.
Cam-operated valve gear locomotive, L.M.& S. Ry. 348-51. illustration,
3 diagrams., table.
Claughton class Alfred Fletcher No. 5908 fitted with Beardmore-
Caprotti valve gear
New 15in gauge 4-8-2 type locomotive, Romney, Hythe & Dymchurch
Railway. 350. illustration
Built by Davey Paxman
The locomotive history of the Great Indian Peninsula Ry. 364-5. 2
illustrations., diagram (side elevation)
Neilson Ghat locomotives: 0-8-0ST WN 1726-35.
L.M.S. Ry. L. & N.W.R. Section. 365.
Several Prince of Wales class locomotives running with tenders from
ROD 2-8-0 type.
Modern British railway practice. 369-72.
Paper presebnted to Belfast Association of Engineers by W.K. Wallace
on 19 October 1927. Notes that first Ross pap saftey valve
was manufactured in the NCC Workshops in Belfast and was fitted to No. 57.
Also notes that no further 0-6-0 type would be added to NCC locomotive
stock..
The Portstewart Narrow Gauge Tramway. 372-3. .
illusttration
Closed due to bus competition.
30 ton coal wagon, Carrongrove Paper Co. Ltd. 373. illusttration
Supplied by Hurst, Nelson & Co. Ltd. of Motherwell
The "Kitson-Still
locomotive. 374
The North-Eastern Group of the Inst. of Locomotive Engineers visited
the works of Messrs. Kitson & Co. Ltd. Leeds on Friday, Nov. 4, to make
an inspection of the very' intere~ting "Kitson-Still" engine which is now
practically finished. A general description of this
engine was given in Locomotive Mag. December 1923, together with
an arrangement drawing, and the present locomotive is practically identical
with this, being of the 2-6-2 tank type with a drive by cranks from the gear
shaft on to the orthodox type of coupling rod which connects the three coupled
wheels on each side.
The large number of members who attended were received at the works by
Lieut.-Col. E. Kitson-Clarke, and Mr. H. N. Gresley, president. An inspection
was first made of the working unit of the "Kitson-Still locomotive; which
was used for testing and expenmental purposes, and is fitted with a brake.
This unit consists of the complete cylinder and drive — the locomotive
has eight such cylinders and the starting, by steam, and continued running
by oil, was regarded with much interest. The novel principle of the combination
of steam and internal combustion seemed entirely justified from an examination
of the running of this single cylinder unit, as the employment of steam for
starting purposes eliminates the need for any form of clutch, which is recognised
to be the weak link m high power internal combustion engines, and so far
proved a check upon their employment for heavy locomotive purposes. In practice,
the steam portion of the engine is intended to be worked for starting and
manceuvring purposes, but to a limited extent it can also be used for assistance
in running, if, for example, a short steep bank has to be climbed: After
this single cylinder unit had been run, and explained in detail to the members,
a very thorough inspection was made of the finished engine, which was on
the rollers ready for its final running trials before being passed out for
experimental service, probably on the L. & N.E. Ry. The whole of the
cylinders, connecting gear, heat regeneration arrangements, cab fittings,
etc., were carefully and fully described, to the very great interest and
edification of all. The tractive effort of the engine is understood to be
24,000 lb. and the weight in running order about 80 tons. Two tanks are provided,
one of which carries 1,000 gallons of water and the other 400 gallons of
oil fuel, which is used for steam raising in the boiler, and for the drive
on the internal combustion side of the eight cylinders.
The trials of this locomotive will be regarded with the greatest of attention
by railway men, owing to the novel principles involved, and Messrs. Kitson
& Co. are to be congratulated on this new construction, which reflects
in every way the greatest credit, as it must have involved a very large amount
of ingenious designing and experimental work.
Correspondence. 374
Early safety valves. E.A. Forward.
374.
Re account of the L. & N.E. Ry. Railway Museum at York, in the
October issue of Locomotive Mag. some observations relative
to the two spring-loaded safety valves attributed to Timothy Hackworth. In
the first place, Hackworth was certainly not the first to use the direct
spring-loaded safety valve on a locomotive, as a drawing of the Murray-Blenkinsop
locomotives, published in 1815, shows the safety valves loaded with helical
springs.
Hackworth may have devised the multiple plate spring type of valve, as he
gives a sketch of one in his notebook dated July 1828, but this valve is
of more primitive form, and is, moreover, fitted with an easing lever worked
by a string. The Rastrick notebook of 1829, mentioned by Mr. Household, shows
this primitive form of valve, including the easing lever, and states that
the engine had a weighted lever safety valve as well.
Neither of the two valves at York can be identified with that on the Royal
George in 1828 or 1829, but either may have been fitted to it later on.
Valves of the same design as the smaller and simpler specimen are shown on
original drawings of engines built by Messrs. R. Stephenson & Co. between
1830 and 1833 and they appear to have been largely used at that period as'
the "lock-up" valves on locomotives. I should judge the design of the larger
valve to be later, 1£ anything, than the smaller one; one like it can
be seen on Puffing Billy at the Science Museum, but when it was fitted
is not known.
Reviews. 374.
La machine locomotive, Edouard Sauvage.
Paris and Liege: Ch. Beranger. London: The Locomotive Publishing Co. Ltd.
8th edition. 398 pp. and 332 illustrations.
The first edition of this excellent work, described as "a practical
book giving a description of the parts, and of the working of a locomotive,
for the use of engine men," appeared in 1894, and it is a striking fact that
it has ?ow reached its 8th edition. Most of the original illustrations have
now been replaced by up-to-date examples of locomo- tive design, and
superheaters, exhaust steam injectors, and feed water pumps now appear. The
book has, however, become narrowed down to an epitome of French locomotive
practice, as all illustrations of non-French engines appear to be excluded.
The restriction in this direction has, how- ever, certain compensations,
as numerous drawings are given of the various standardised details prepared
by the O.C.E.M. (l'Office centra le d'etudes de material de chemins de fer)
such as leading and trailing Bissell trucks, crank axles, tyre profiles,
etc. It can therefore be thoroughly recommended as instancing modern French
locomotive practice. The text is clearly written, and the illustrations in
general are good line drawings. As mentioned in the introduction, a law of
the (French) Ministry of Public Works "compels locomotive personnel to give
proof, by certain examinations, that they understand; in these examinations
it is not only suffi- cient to show that they can effectively conduct the
trains, but they must explain the functioning of the parts of the engine."
To enable enginemen intelligently to comprehend the latter, no better book
could be devised, and it will perhaps, some day, be translated into
English.
Oerlikon Bulletin, No. 76. 374
This is mainly devoted to the question of determination of efficiency
of large turbo- generators. Particulars are given there of a method used
by the Oerlikon Co. whereby it is possible to determine very accurately the
efficiency of turbo-generators too large to run under normal full-load conditions
on test bed. For this purpose use is made of leading reactances which permit
of the loading of the turbo-generators with ratings up to 40,000KV A. to
their full capacity at power factor zero. The same issue contains the results
of tests on traction motors for the electric locomotives which are being
supplied by the Oerlikon Co. to the Northern Spanish Railway Co.
The Westinghouse Brake & Saxby Signal Co. Ltd.. 374
Received from Southern Ry. Co. an order for power signalling material
for London Bridge and Borough Market Junction. The order includes a 311-lever
all-electric locking frame, a 35-lever locking frame, and 155 electric point
layouts. Four aspect light signals, resonated impedance bonds, and projector
type route indicators will be used.
No. 424 (15 December 1927)'
"Pacific" type express locomotive (Class XB), Indian State
Rys. 375-7. 3 illustrations, diagram (side & front elevations).
Supplied Vulcan Foundry
Three-cylinder 4-4-0 passenger engine, L. & N.E.
Ry. 378-9. illustration, diagram (side elevation).
D49 Shire class. No. 234 Yorkshire illustrated: all names listed,
but only numbers for english counties
[Clogher Valley Ry]. 379.
Decision to close passenger service
Magnetic axle tester — Acton Works, Underground Electric Rys.
379.
To detect fractures
Southern Ry. 36-ton steam breakdown cranes. 380-1. illustration
Two supplied by Ransomes & Rapier of Ipswich to specification
of R.E.L. Maunsell
R.H. Inness. (unattributed): Locomotive history
of the Stockton & Darlington Railway, 1825-1876. 385-7. 4
illustrations
2-4-0 No. 114 Edward Pease; No. 114 Nunthorpe and NER
No. 1115 (former 115 Meynell) and NER 0-6-0 No. 1112 (former 112
Lion) illustrated. Leading dimensions of Peel class long boiler 0-6-0s
supplied by R. & W. Hawthorm in 1856
H.G.W. Household. The Railway Museum, London & North
Eastern Ry., York. 387-9. 2 illustrations
Early rolling stock, including carriages and wagons; permanent way
including that from tramways which acted in association with canals and river
navigations. Exhibits from Bodmin & Wadebridge Railway and from Stockton
& Darlington Railway
Diesel locomotive for Rangoon. 389-90. illustration
2ft 6in gauge four-wheel supplied by Hudswell, Clarke & Co. Ltd.
of Leeds.
0-6-0 shunting engines, Sudan Govt. Rys. 390-1. 2 illustrations, diagram
(side elevation)
Hunslet Engine Co. Ltd. outside-cylinder 0-6-0T for 3ft 6in gauge
Kassala line. One of illustrations shows complete locomotive being lifted
onto motor vessel Belpareil at Hull
F.W. Brewer. The economic advantages of high steram pressures in
locomotives. 395-7.
Prompted by the use of 250 psi boilers on King and Royal Scot classes
and comparable pressure on Canadian National Railway 4-8-4 types and even
higher pressures with water tube boilers on the Delaware & Hudson Rialway
ex;perimental locomotives. Notes experiments conducted by S.W. Johson and
D. Drummond on the effect of boiler pressure on fuel consumption and studies
by Professor Goss at Purdue University on coal consumption over a range of
pressures.
Transport of milk in bulk. 398. 3 illustrations
Glass-lined cork-insulated tank wagons assembled at Swindon by the
Great Western Railway on behalf of United Dairies
L. Derens. "Stephenson" locomotives for Holland Railway Co. 400-1.
illustration, diagram (side eleevation)
2-4-0 standard guage locomotives supplied by R. Stephenson & Co.
in 1866/7
[South Shields & Marsden Ry.]. 401
Purchase of former N.E.R. 398 class 0-6-0 No. 396 to become No. 5
and replace No. 8, another former N.E.R. locomotive.
Refrigerator cars for the European train ferry. 402-3. 3 diagrams
including plan
Supplied by Refrigerated Transit Transport of Berlin for Harwich to
Zeebrugge train ferry.
Locomotives of the Egyptian State Rys. 405-7. 7 illustrations